Selection of critical parameters of a single rotor scheme rotary-ring with swiveling steering gear

Аuthors

Panasyuchenko P. S.

Moscow Aviation Institute (National Research University), 4, Volokolamskoe shosse, Moscow, А-80, GSP-3, 125993, Russia

e-mail: 4-e-v-e-r@mail.ru

Abstract

Requirements placed on modern perspective helicopters envisage not only vertical take-off, landing and hovering, but long-range cruise speed as well.

Having the same engine installation, a rotary-wing can achieve high flight speeds due to optimal use of the main rotor, additional fixed wing and propulsion plant.

Creating the lifting force, the wing unloads the main rotor, preventing the retreating blade stalling. Propulsion plant sets optimum fuselage attack angle when it does not create negative lifting force and has minimum drag.

Implementation of jet engines to create helicopter propulsion force is not effective since they are not used during hovering. Thus, in case of using turboprops as cruise engines not the entire power of main engines is realized at high flight speeds. This drawback can be rectified by using one or more extra propellers, driven by common transmission. In case of single rotor helicopter propellers can be used for reactive torque compensation at low flight speeds. At high speeds reactive torque is compensated by vertical tail.

The alternate method of propulsive force creation at high speeds consists in implementation of tilting the tail ""rotor. In this case, all the power of main turboshaft engines will be used at hover, as well as at high speeds, distributing between main and tail rotors.

The main problem of rotary-wing design is selection of the wing and propulsion prop parameters. This problem was solved by parametric analysis using Mil Moscow Helicopter Plant flight simulator. Engine power and main rotor parameters were fixed, and wing area and propulsion prop thrust varied.

For a single rotor helicopter with two VK-2500M turboshaft engines and take off weight of 11500 kg, additional 15 m2 wing should be used to reach maximum cruise speed 385 km/h. The main rotor autorotation is not an optimal way to achieve the highest aircraft performance characteristics. The main propeller should compensate fuselage drag. It needs 2500 h. p. for this purpose. The main rotor, with this, produces 70% of required lifting force for a horizontal flight and consumes 1500 h. p.

Keywords:

high-speed helicopter, tilt tail rotor, propulsion prop, maximum cruise speed

References

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