FlightGlobal.com
Home
Premium
Archive
Video
Images
Forum
Atlas
Blogs
Jobs
Shop
RSS
Email Newsletters
You are in:
Home
Aviation History
1996
1996 - 1604.PDF
^^m^9mw%4Rk. &*&* J L+l J J 1 w HH<3P m Exclusive: Flight International is the first magazine to flight test the Kaman K-MAX AFTER BEING introduced to the differences be tween flying heli copters with tail rotors and hydraulic servo sys tems and Kaman Aero space's intermeshing ro tors and servo-tab systems in the H-43 Husky (Flight Inter national, 1-7 May), Ka man launched me into a full conversion course on the single-seat K-MAX. Founder Charles Kaman describes it as an "aerial truck": he may well call it this, but, underneath there lurks a well- designed and up-to-date machine. For example, instead of the hundreds of metres of electrical cables with which a mechanic in the field cannot and dare not tamper, there are electronic mod ules which he can change as required. POWERFUL ENGINE Many of the heavy external-load-lifting heli copters which I have flown have instruments and other systems removed to reduce weight and therefore increase lifting capability. The K-MAX is not like that. It has a powerful AlliedSignal T5317A-1 engine which can pro duce l,340kW (l,800shp), of which only l,200kW is used. It does not even murmur, tlierefore, when 2,700kg (the maximum hook load) is picked up and taken to, say, 7,000ft (2,000m). Abig advantage of intermeshers is that there is no tail-rotor-absorbing valuable power. So making provision for adequate avionics, with altitude encoding transponder, global-position ing system, and good-quality radios as standard equipment, for example, is not a problem. As I did a pre-flightinspection of the K-MAX, I carefully checked that the droop stops on all four blades were in. The four bearingless, com posite blades provide two rotor discs slightly larger than that of, say, a Bell UH-1 — the expression "two for the price of one" comes to mind. More important are the flying qualities that the resultant low disc-loading provides. I noted tfie rudder, which performs just like that of a fixed-wing aircraft (although pedal movement also moves the main-rotor blades); and the horizontal stabiliser, which helps damp en the nose-up-and-down pitching I looked underneath and checked the two fuel-pump capsules, which can be removed and replaced in about 30min without draining the fuel tank, and trie cargo hook on its trolley, which allows die load to be moved laterally and fore and aft without taking tfie helicopter with it. I was very grateful for this when I tried long-lining. Having your 2,600kg helicopter moved by a 2,700kg load on an arm of 30-60m is no fun. When in a 30° banked turn (the maximum allowed for underslung- load operations), the G force will increase this to about 3,600kg, for which tfie hook and the aircraft is adequately stressed. Raising die lid on the nose compartment re vealed the single, but large, lead acid-battery. The battery is quite capa ble of starting the big engine easily, as I found out when the aircraft was detached to a satellite field with no ground sup port, apart from a fuel truck. The undercarriage is very different from that of most helicopters — it is designed to stay out of the way of any under- slung loads (it does), to be rugged (another design criterion) and, with its "bear paw" attach ments, to permit landing on soft, soggy, surfaces. It is 3.6m wide, so tfiere is no excuse for slipping off a steep slope. Eager to fly tfie K-MAX, I climbed easily up into the high cockpit, applied die five-pointhar- ness and adjusted tfie crash-impact-absorbing seat and pedals, to find a comfortable position. I settled in to die lumbar supports. As well as pro viding a lot of safety features, such as a derated, reliable, engine; simple systems; no hydraulics to cause problems and no tail rotor— should die worst happen and die aircraft crash, Kaman has provided a lot of protection for die pilot. As I looked around, I saw tfiat I was sitting in a well-protected cage. I also noted the superb vis ibility — particularly laterally and down and under the thin fuselage. This was to become important when I had a load on die long (30m) line. When checking tfie collective lever for full and free movement, I could also look back and see the stabiliser moving. THE COCKPIT With the assistance of Frank Gallagher, an experimental test pilot and instructor, I famil iarised myself widi die cockpit. The cockpit is a refreshing change from all die others I have used to manage or observe exter nal-load operations, with their mishmash of underslung-load controls and instruments. The pilot leans out of die left window for extra visi bility, so die instrument panel and other acces sories are designed for this. The left-hand third of the panel contains temperatures, pressures, other instruments and four switches for die few systems; the middle ground is occupied by the radios and other avionics; and the right-hand side by a comprehensive set of flying instru ments. So, having spent some time leaning out to manage his load, the pilot can come back in and quickly scan from left to right to see all the essen- 24 FLIGHT INTERNATIONAL 26 June - 2 July 1996
Sign up to
Flight Digital Magazine
Flight Print Magazine
Airline Business Magazine
E-newsletters
RSS
Events
