Rotor Torque

The new machine, which employs Kaman’s unique twin intermeshing rotor design, is aimed at the heavy lift, logging and firefighting markets which presently use ex military helicopters. These latter machines are ageing and consequently expensive to operate and in most cases, not ideal for logging operations.

Kaman’s twin rotor system employs a mechanically operated aerodynamic servo flap to change blade pitch rather than the hydraulically boosted pitch change mechanism of most contemporary helicopters. This vastly simplifies the whole control mechanism, invaluable for field operations such as logging in remote areas.

Kaman claims that the servo flap, by “flying” the blade to the new pitch position reduces control forces and hence vibration feedback through the control system. Another Kaman claim is that the twin intermeshing rotor system is more efficient than a single rotor and is inherently more stable, and hence easier and less tiring to fly.

Of course, a major advantage of any twin rotor system be it tandem, coaxial or intermeshing, is that all the power is available for vertical lift with no loss to a torque countering tail rotor. In addition to the safety aspect of no tail rotor, the old aviation adage of “simplify and add more lightness” also applies with a major saving in weight.

The one disadvantage of the twin intermeshing design is that it limits forward speed, which in the case of the K-Max is alow 115kts (213km/h), however for the type of work that the helicopter is designed for, high cruise speed is not seen as a major requirement.

In line with the purpose design of the K-Max, the helicopter is a true single seater with no facility for carrying any passengers or other crew. This has enabled Kaman to design a very slim fuselage, a big plus in long line operations.

In another move away from current helicopter design philosophy, Kaman has opted for a single engine aircraft, utilising the well proven Textron Lycoming T53 turboshaft, derated from 1800shp to 1500shp. This provides a wide margin for hot and high conditions. The Kaman KAflex driveshaft coupling is a no maintenance unit and connects the engine, which is mounted aft of the twin pylons to the gearbox which is located between them.

The maximum takeoff weight is 4700kgs which, with an aircraft weight of 2040kg allows the K-Max to lift 2270kg on the sling at an altitude of 8000ft (2300m).

The aircraft has been designed to require minimum field servicing which should be achievable as it has no hydraulics, the controls are manually operated and all components, including the engine have an MTBO (Mean Time Between Over- haul) of 2500 hours.

Whilst clearly having a bright future in the country of its design, it is hard to see an application in Australia because of the limited demand for an aircraft of such capabilities, particularly logging. Indeed it would be a brave soul who ventured to import one for this purpose!

Robinson R22 Again Tops Helicopter Deliveries

For the fifth year in a row, the Robinson Helicopter Company produced more new helicopters last year than any other US manufacturer. A total of 222 new R22 helicopters, of which 67% were exported, were delivered in 1992.

Fifteen aircraft went to the Argentine, 14 to both Germany and Japan, 13 each to Australia and France, and finally Canada and the UK both imported nine. The figures for 1993 should be even more impressive with the sale of 40 R22s to the Buenos Aires Police Department, as reported in last month’s column.

Bankstown Helicopters Open Day a Great Success

Bankstown Helicopters held their first ever Open Day on Saturday 13th of March and by all accounts it was a great success with over 700 people attending, despite the fact that it was also election day.

Originally intended to help create a more positive attitude towards helicopters among the general public, it also turned out to be worthwhile in a commercial sense with new students signing up for helicopter training.

The company’s JetRanger and Bell 47 were kept busy through-out the day operating joyflights and some $200 was raised for Childflight through donations at the barbecue.

Bankstown Helicopters Director Bill Miller confirmed that as a result of the success of the Open Day, it will definitely become a regular feature in their calendar of events.

Investigations Into EH 101 Crash Continue

An inquiry into the crash of the second prototype EH 101 which killed all four Agusta crew members has yet to establish the cause of the accident.

It is known that the pilot managed to make a mayday call, but there are conflicting eyewitness reports as to whether the aircraft caught fire in the air, or upon impact with the ground. Further information as to the likely cause is not yet available.

The aircraft was conducting noise level trials at Cameri airport in Italy at the time of the accident and was operating in fair weather conditions.

A total of 2200 hours has now been flown out of the planned 3500 test programme, of which the second prototype had flown just under 400 hours.

Maiden Flight for Arrius 2C Turboshaft Scheduled for MDC Explorer

In another plus for Turbomeca, the company’s Arrius 2C turboshaft flew for the first time earlier this year in an Ecureuil (Squirrel) test bed.

The Arrius 2C, which develops maximum takeoff power of 473kW (635shp) will power the new McDonnell Douglas Explorer helicopter. MDC has placed a firm order for 200 of the Turbomeca Arrius 2C engines, with delivery of production engines starting in 1995.

Bell Helicopter Textron Planning Two New Helicopters

At the launch of its new Model 430, which is an improved version of the Model 230, Bell announced that it is planning to develop a new medium twin and a new light helicopter by the end of the decade.

Market studies have commenced to determine which of the two new machines will be launched first. Bell is seeking international partners for the new ventures and has been in discussion with a number over the last twelve months.

The new medium twin, to be known as the Model 442, will be powered by two Allison/Garrett CTS800, or MTU/Turbomeca/ Rolls-Royce MTR390 turboshafts.

The new light helicopter will replace the Model 206 and will have either a single engine or twin engines. Both new helicopters will have four blade main rotors.

Returning to the new Model 430, which is based on the Model 230, Bell announced at the launch that the fuselage length has been increased by 430mm, and that the aircraft would have a four blade all composite bearingless main rotor and uprated Allison 250-C40 engines.

In an interesting marketing ploy, Bell is guaranteeing a 95% trade in value to Model 230 owners who buy a Model 430 by the end of next year.

Heli Expo 93 Indicates That International Helicopter Market Remains Flat

The recent Helicopter Association International’s 45th annual conference held at Miami Beach indicated that worldwide sales are sluggish and that manufacturers are not surprisingly sitting out the international recession, waiting to exploit the predicted recovery.

Hopes in the USA are being pinned on the need for new equipment in support of offshore oil operations, construction and general utility work, and the expanding market in Latin America and in South East Asia.

The one bright star amongst US manufacturers as reported elsewhere is Robinson, but the remainder are significantly down. Bell Helicopter Textron civil aircraft sales were down from 178 deliveries for 1991 to 164 last year, whilst Sikorsky fared even worse with S-76 sales down to 12 from 19 for the previous year. Schweizer was hardest hit of all with a 50% drop to just 40 machines delivered.

The European market is similarly affected with only ten sales reported by Westland Helicopters. Forty four joint Westland/Agusta ASW EH101s are on order for the Royal Navy, and 50 for the Canadian Defence Force, however political turbulence in Canada has placed the latter order in jeopardy. Opposition critics are now claiming that the sophisticated aircraft is no longer needed following the removal of the Soviet submarine threat. Moreover, they maintain that the aircraft is too large to operate from Canadian frigates and that the ageing Sea Kings should be updated to see the Canadian Defence Force into the next century.

The crash of the second prototype EH 101 has strengthened the Opposition’s hand, and with an election expected later this year, the prospects of the EH 101 entering Canadian service are, to say the least, doubtful.

Finally, Eurocopter is seeking to enter into collaboration with Mil and Kamov in order to broaden its base and to make it more competitive against the American manufacturers, however the worsening political situation in Russia may well give cause for a rethink of these plans.

Lloyd Helicopters to Reengine S-76A Fleet With Arriel 18 Engines

Lloyd Helicopters has confirmed an order for five Turbomeca Arriel 15 kits to re-engine a further five of its Sikorsky S-76A fleet.

The order follows the successful re-engining of two of the S-76A fleet and Lloyd’s subsequent winning of two major contracts; one for SAR for the RAAF, and the other from an oil company in Thailand for employee transportation to drilling sites.

The order will provide a strong push for Turbomeca’s expansion plans in Australasia and Southeast Asia.