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Aviation History
1989
1989 - 2826.PDF
"Havoc survivability superior to Apache's" Comparisons of the Soviet Mil-28 Havoc with the US AH-64 Apache are inevitable, writes Julian Moxon. Both are specifically designed for anti- armour warfare, and, at least on superficial examination, they appear to have broadly similar configurations. Yet there are fundamental differences which reveal that, far from copying the Apache design, the Mil design bureau has adopted a unique approach based on experience in Afghanistan with the Mi-24 Hind, on the specific requirements of the Soviet Army—and, hopefully, of export customers. "Any attempt to label the Havoc less sophisticated than the Apache is naive," says Charles Parlier, until recently Apache chief test pilot at McDonnell Douglas. "For example, they have made an obvious and dramatic commitment to survivability, which is superior to that of the Apache." Sikorsky chief test pilot Nick Lappos agrees. A thorough analysis of the Havoc during and after Paris left him in no doubt. "They've done some very good homework," he says; "been conservative in some areas, clever in others." "It is all a question of trade-offs," continues Parlier. The emphasis on protec ting the crew means that the Havoc comes out a good deal heavier than the Apache, which in turn affects agility—one of the principal selling points of the US machines. While it may not be obvious from the outside, pilot visibility has also been a prime consideration in the Havoc. The narrow, high-set aft cockpit gives the pilot rearward and downward (but not forward) visibility superior to that of the Apache pilot, says Parlier, "but placing the pilot high up leaves less room for the main rotor blades to clear the cockpit. . . again impacting agility. They've done a trade-off, and that's the way it came out for them." data followed. There are around 300 Mi-26 helicopters in service, and operating costs are $10,000-$12,000 an hour. Transmission life is about three times engine life. Typical annual utilisation is l,300h. No accidents have been blamed on the helicopter. Backing up the words, Mil has begun a series of practical sales initiatives. Talks are under way with a West German company, with a view to it becoming an Mil agent there, in Austria, and in other countries. On top of this, Tishchenko is calling on Western firms to join Mil in steps leading to the joint design and development of new heli copters. The first step would be for Soviet factories to make parts to a Western design. Later, parts would be designed in the Soviet Union. Then, the partners would be ready to team on a new machine, doing all design and Kamov's new single-turbine Ka-126 Mil's Mi-28 reflects Soviet combat experience in Notwithstanding trade-offs, the Havoc flight demonstration at Paris and an analysis of the rotor system indicate that, despite its weight (7-0 tonnes empty, against the Apache's 4-9 tonnes), the Havoc is very nearly as agile as the US machine. A principal measure of agility is rotor hinge offset—the ratio between the length of the rotor blade and the location of the blade hinge. The further the hinge is from the rotor mast, the greater the agility, but the greater the struc tural challenge. Estimates of the Havoc's hinge offset vary between 4 and 6 per cent, which brackets the Apache (4 per cent) and the Sikorsky Black Hawk (5 per cent). The Havoc is thus easily capable of high-g nap-of-the-earth flight (up to 3g positive, 0.5g negative, according to Mil design bureau chief Marat Tishchenko), and has significant air combat ability. "They told us that air combat analysis was a design parameter," says Lappos. Its well-machined, all-titanium hub mounts the fully articulated glass-reinforced-plastic honeycomb main rotor blades through "Starflex"-type elas- tomeric bearings. There is little doubt that the Havoc lags behind the Apache in terms of electronic development together. Tishchenko says that his proposal for joint ventures is his most comprehensive and emphatic statement on the matter so far. Tishchenko believes that sales prospects are good, in the light of Gorbachev's policy of reconstruction, and says Mil is "searching" for ways to organise it. Lower wage costs are an advantage for the Western partner, Tish chenko points out. "Our industry has demon strated it can build parts on a common level with the West." There are already nego tiations to lease Mil helicopters with Soviet crews to a Dutch operator, and for leases in Australia and Papua New Guinea. When it comes to co-operation and offer ing Soviet helicopters for sale in the West, however, the Poles have recent—and painful—experience. They tried and failed to obtain UK certification of the Soviet-designed Mi-2 helicopter. Early optimism faded to lhanistan support for the crew. "They're years behind the USA on human factors and automation," says US analyst Charles Crawford, who also sat in the Havoc cockpit at Paris. That aircraft had provision for, but was not fitted with, a forward-looking infrared and targeting system, and had none of the Apache's advanced avionics which enable it to operate in night and adverse weather conditions. Improvements are bound to be made during the life of the programme, however—"and it is better than the Hind by a substantial margin," says Crawford. Lappos is wary of criticising the Soviet approach to computers. "The US uses computers for everything," he says. "In the Havoc, a computer is used only to monitor systems health. It measures 120 parameters and displays them to the pilot on a screen to the left of the centrally mounted TV targeting display. It makes sense to use a computer for that." Otherwise, pilots rely on mechanical instruments to fly the aircraft. A unique feature of the Havoc is its slow- flight sensing system, consisting of small airspeed sensors mounted at each rotor tip. The system works by measuring the differ- 44 FLIGHT INTERNATIONAL 16 September 1989
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