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Artykuły w czasopismach na temat "Mi-8 (Helicopter)"
1
Kokhan, V., T. Dudnyk, D. Sivoraksha i Т. Televna. "RESEARCH OF POSSIBILITY OF ARMOURING A CABIN OF TYPE Mi-8A HELICOPTER". Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, nr 7 (21.05.2021): 40–48. http://dx.doi.org/10.37701/dndivsovt.7.2021.05.
Pełny tekst źródłaStreszczenie:
Given an urgent need to protect a crew of the type Mi-8 helicopter from firearms in the course of combat missions and lack of transparent armor for this type of helicopter in the Armed Forces of Ukraine, it was decided to conduct a theoretical and experimental research with regard to armouring a cabin of type Mi-8 helicopter.
The first stage of experimental research was laboratory (bench) research.
Samples of bulletproof glass measuring 500x500 mm and 12 and 18 mm thick were provided for testing. The purpose of research bench tests was to determine the degree of protection of the armored glass unit. The samples were fired at with 9 mm pistol bullets, ind. 57-H-181c (Makarov pistol), bullets 7.62 mm pistol cartridge, ind. 57-H-134c (Tokarev pistol) and 5.45 mm bullets, ind. 7H6 (AK-74 assault rifle).
The next stage of experimental research was to conduct research ground tests of armored glass of a Mi-8 helicopter crew cabin.
The purpose of research ground tests was to evaluate the protective properties of armored glass samples, based on the results of their firing with a single 5.45 mm bullet shots, ind. 7H6 (AK-74 assault rifle) at the shooting range.
Samples of armoured glass of the on-board technician and sight (right) glass intended for protection of the flight crew, systems and units of the cabin were presented for ground research tests.
The final stage of experimental research was the stage of research flight tests of the Mi-8MSB-B helicopter with 18 mm thick armored glass.
The purpose of research flight tests was as follows:
to determine changes in the main technical and operational characteristics of Mi-8MSB-B helicopter after installation of 18 mm thick armored glass;
to determine the possibility of using 18 mm thick armored glass on Mi-8 helicopters;
to assess the effectiveness and safety of armored glass for armouring Mi-8 helicopters’ cabins;
to determine peculiarities of using 18 mm thick armored glass on Mi-8 helicopters and peculiarities of Mi-8 helicopter operation with armored glass installed;
to obtain initial data for elaboration of tactical and technical (general) requirements for helicopters Mi-8 (particularly concerning the installation of armored glass), approved by Testing Program and Procedure for research flight tests of Mi-8MSB-B helicopter.
2
Кибальний, Михайло Юрійович, Андрій Павлович Дьомін, Сергій Олександрович Дегтяренко i Микола Іванович Москаленко. "Розрахункове дослідження аеродинамічних характеристик рульового гвинта вертольота типу Мі-8 з урахуванням інтерференції з несучим гвинтом на режимі висіння при боковому вітрі". Aerospace technic and technology, nr 2 (28.04.2021): 28–35. http://dx.doi.org/10.32620/aktt.2021.2.04.
Pełny tekst źródłaStreszczenie:
Under certain conditions of a helicopter flight, the main rotor can exert a rather strong effect on the tail rotor, changing its traction and power characteristics. The calculated and experimental characteristics of an isolated tail rotor under such operating conditions can differ significantly from those under conditions of interaction with the main rotor. The study of this phenomenon is an urgent task, since a change in the characteristics of the tail rotor and the conditions of its operation in the presence of the main rotor can cause a decrease in controllability margins and, as a consequence, the cause of an aircraft accident, for example, the so-called. "left rotation" of the helicopter. Since 1985, on helicopters from M. L. Mile, 42 aviation accidents occurred in units and subdivisions of the state and civil aviation of the USSR (and now Russia) due to helicopters falling into spontaneous left rotation. Over the past 10 years, 29 accidents (8 accidents and 21 accidents) have occurred for this reason. 29 helicopters were lost: 20 Mi-8, 5 Mi-24, 4 Mi-2. Experience shows that getting into an uncontrolled left rotation in almost 100% of cases ends with a collision of the helicopter with the ground and overturning it on the starboard side. The interaction of the main and tail rotor is most significantly manifested in the modes of horizontal flight with sliding at low speeds and hovering in crosswind conditions. This is due to the peculiarities of the formation of the main rotor vortex wake. In this article, the case of aerodynamic interference of the main rotor and several helicopter configurations in horizontal flight mode with the low speed with sliding (hovering in a crosswind) is considered. Using the methods of computational fluid dynamics, the degree of influence of the main rotor on the tail rotor was investigated in the described modes. The most severe operating modes of the tail rotor of each configuration have been determined. Based on the results of calculations, the most rational configuration of the tail rotor has been chosen, which has the greatest reserves of controllability under unfavorable operating conditions. The results obtained have been used in the design of a new perspective helicopter, modernization of the existing fleet, as well as improving the flight safety level.
3
Klimaszewski, Sławomir, Krzysztof Sajda i Sergiusz Szawłowski. "Preliminary System Safety Hazard Analysis of a Transport Helicopter SHM System". Journal of KONBiN 51, nr 2 (1.06.2021): 19–31. http://dx.doi.org/10.2478/jok-2021-0019.
Pełny tekst źródłaStreszczenie:
Abstract The purpose of this paper is to provide the Mi-8/17 helicopter Structural Health Monitoring (SHM) System Preliminary System Safety Hazard Analysis (PSSHA). The PSSHA identifies and classifies potential hazards, and the actions necessary to reduce or eliminate the risks resulting from the installation and operation of SHM System on board of the helicopter. The overall objective of the PSSHA is to establish that the potential Mi 8/17 helicopter modification does not introduce unacceptable hazard conditions to both the helicopter and personnel. The MIL-STD-882 risk assessment methodology is applied to assess hazards and risk acceptance levels for both hardware and software elements of the SHM system.
4
Pilipenko, O., D. Kolesnik, A. Berezniak i V. Shokha. "DAMAGING AND DESTRUCTION OF REDUCTION TRAINS OF MI-8 HELICPTER AND ITS MODIFICATIONS". Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, nr 3 (28.05.2020): 92–105. http://dx.doi.org/10.37701/dndivsovt.3.2020.12.
Pełny tekst źródłaStreszczenie:
The results of quantitative factographic study of the Mi-8 helicopter (its modifications) reduction trains with different types of gear coupling, the destruction of which occurred while in flight due to the presence of preliminary material damage at the stage of production of the gear wheels and during their operational employment are presented in a generalized form. Contact teeth destruction as the main cause of failures of high-speed gear wheels in well-lubricated enclosed gears are considered. The causes of the wearing and sticking of the teeth along their lateral surfaces as well as scoring and destruction depending on the origin of the cracks are revealed.
The main causes of damaging and destruction of helicopter reduction trains, locations and origination of fatigue cracks spots are identified. Different types of contact and fatigue destructions due to various reasons are considered.
Dynamic loading of gear wheels disks as a result of their rotation damages the material of the wheels in the area of multi-cycle fatigue due to the repeatability of flight load cycles.
Lamination or deep contact destruction of the material, which sometimes take place in gears with surface hardened (cemented, tempered, nitrided, etc.) teeth, are much more dangerous than surface destruction of the material since sufficiently large fractions of the hardened material layer are split away from the teeth that can quickly break down an entire gear train.
The main causes of contact teeth destruction are load concentration along the length and profile of the teeth, the presence of residual tensile stresses on the working surfaces of the teeth, adverse operational damage to the tooth profiles and negative effect of lubricating fluid on the teeth.
For a repaired gear train the cause of the uneven load distribution along the length of the teeth may be the poor assembly of the gear wheels and other transmission parts which leads to unsatisfactory contact of the gear teeth in the assembled unit.
The revealed peculiarities of the destruction process indicate regular crack proliferation from flight to flight. According to the operation conditions of the gear wheel, its regular extensive loading refers only to the full cycle of starting and stopping the reducer train or unloading the helicopter in flight, which in this case corresponds to the cycle of helicopter operation in one flight. Therefore, the number of detected fatigue lines corresponds to the number of helicopter flights.
To increase the smoothness of gear train running which affects positioning accuracy, reduce wear during running-in, decrease noise, eliminate early jamming, and ultimately, to increase the resource, it is necessary to eliminate the edge interaction of the teeth, which causes their excessive wear.
5
Pilipenko, O., D. Kolesnik, A. Berezniak i V. Shokha. "DAMAGING AND DESTRUCTION OF REDUCTION TRAINS OF MI-8 HELICPTER AND ITS MODIFICATIONS". Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, nr 4 (19.08.2020): 92–106. http://dx.doi.org/10.37701/dndivsovt.4.2020.11.
Pełny tekst źródłaStreszczenie:
The results of quantitative factographic study of the Mi-8 helicopter (its modifications) reduction trains with different types of gear coupling, the destruction of which occurred while in flight due to the presence of preliminary material damage at the stage of production of the gear wheels and during their operational employment are presented in a generalized form. Contact teeth destruction as the main cause of failures of high-speed gear wheels in well-lubricated enclosed gears are considered. The causes of the wearing and sticking of the teeth along their lateral surfaces as well as scoring and destruction depending on the origin of the cracks are revealed.
The main causes of damaging and destruction of helicopter reduction trains, locations and origination of fatigue cracks spots are identified. Different types of contact and fatigue destructions due to various reasons are considered.
Dynamic loading of gear wheels disks as a result of their rotation damages the material of the wheels in the area of multi-cycle fatigue due to the repeatability of flight load cycles.
Lamination or deep contact destruction of the material, which sometimes take place in gears with surface hardened (cemented, tempered, nitrided, etc.) teeth, are much more dangerous than surface destruction of the material since sufficiently large fractions of the hardened material layer are split away from the teeth that can quickly break down an entire gear train.
The main causes of contact teeth destruction are load concentration along the length and profile of the teeth, the presence of residual tensile stresses on the working surfaces of the teeth, adverse operational damage to the tooth profiles and negative effect of lubricating fluid on the teeth.
For a repaired gear train the cause of the uneven load distribution along the length of the teeth may be the poor assembly of the gear wheels and other transmission parts which leads to unsatisfactory contact of the gear teeth in the assembled unit.
The revealed peculiarities of the destruction process indicate regular crack proliferation from flight to flight. According to the operation conditions of the gear weel, its regular extensive loading refers only to the full cycle of starting and stopping the reducer train or unloading the helicopter in flight, which in this case corresponds to the cycle of helicopter operation in one flight. Therefore, the number of detected fatigue lines corresponds to the number of helicopter flights.
To increase the smoothness of gear train running which affects positioning accuracy, reduce wear during running-in, decrease noise, eliminate early jamming, and ultimately, to increase the resource, it is necessary to eliminate the edge interaction of the teeth, which causes their excessive wear.
6
Pavelko, Vitalijs, Eric Ozolinsh, Ilmars Ozolinsh i Sergey Kuznetsov. "INVESTIGATION OF DYNAMIC STRESSES OF TAIL BEAM OF AN MI-8 HELICOPTER/SRAIGTASPARNIO MI-8 GALINĖS SIJOS DINAMINIŲ ĮTEMPIMŲ TYRIMAS". Aviation 12, nr 4 (31.12.2008): 118–23. http://dx.doi.org/10.3846/1648-7788.2008.12.118-123.
Pełny tekst źródłaStreszczenie:
Results of theoretical and experimental research of stresses in the skin of a tail beam of an Mi‐8 helicopter at resonant dynamic loading are discussed in this paper. It is shown that resonant tests of the object with an appropriate choice of configuration of internal and external constraints are one of the most effective and economical ways to achieve the necessary result. It is also obvious that the choice of a configuration for the complex dynamic system should be solved on the basis of a careful preliminary analysis of expected dynamic properties. First of all, the research that was performed shows the very significant effect of the elasticity of internal and external constraints on the dynamic properties of real aircraft components at full‐scale dynamic testing. On other hand, it is shown that the correct modelling of a complex elastic system and its constraints allows one to adequately describe the dynamic properties of the real structure and to obtain good coincidence with experimental data. Santrauka Straipsnio tikslas – ištirti ribinių sąlygų įtaką nominaliems įtempimams atskirose plonasienės sijos vietose ir parinkti racionalų dinaminės apkrovos režimą planuojant realų eksperimentą. Nominalūs įtempimai įvertinti pagal sijos dinaminių charakteristikų analizės rezultatus koncentruotų masių metodu. Buvo modeliuojamos neklasikinės ribinės sąlygos, kurios tiksliau apibūdina realius sijos ryšius. Įvertinant sijos įtvirtinimo elastingumą ir vidinių ryšių elastingumą galima gauti tikslesnes laisvųjų svyravimų pirmųjų dviejų dažnių reikšmes, kurios gerai sutampa su bandymų rezultatais. Kaip rodo analizė, vidinių ir išorinių ryšių elastingumas turi didelę įtaką sijos dinaminėms charakteristikoms, tarp jų ir laisvųjų svyravimų formai ir dažniui.
7
Stojanovic, Ivica. "Measuring noise and vibration in the cockpit of the Mi-8 helicopter". Vojnotehnicki glasnik 64, nr 1 (2016): 176–95. http://dx.doi.org/10.5937/vojtehg64-7714.
Pełny tekst źródła
8
Berezniak, A., Т. Dudnik i O. Zakutko. "THE MAIN TEST RESULTS OF THE MI-2MSB HELICOPTER EQUIPPED WITH THE EXPERIMENTAL SYSTEM OF SMALL ARMS AND SERIES-PRODUCED SYSTEM OF UNGUIDED MISSILE ARMAMENT". Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, nr 6 (30.12.2020): 26–32. http://dx.doi.org/10.37701/dndivsovt.6.2020.03.
Pełny tekst źródłaStreszczenie:
The summarized results of special tests of the Mi-2MSB helicopter equipped with the experimental system of 12,7 mm small arms (as a part with series-produced machine guns NSVT-12,7) and the serial system of unguided missile armament (NAR type C-8) are presented. The actual volume of assessments of inspections and work performed during the tests is given.
According to the results of processing the test materials, it was determined that the tactical range of the Mi-2MSB helicopter with the installed weapons system and boxes for collecting spent units (in the design provided for testing) at a takeoff mass of 3700 kg, at an altitude of not more than 300 m during combat mission in the area of the target for 5 minutes and the remaining fuel on the landing of 100 liters is (not less):
version of combat equipment 2 × B8V8MSB (payload - 16 NAR) - 190 km;
version of combat equipment 2 × NSVT-12.7 (payload - 600 rounds) - 200 km;
version of combat equipment 2 × B8V8MSB + 2 × NSVT-12.7 (payload - 16 NAR and 600 rounds) - 155
The results of special tests practically showed that the Mi-2MSB helicopter, equipped with an aviation weapon system, in addition to the functional tasks defined for the basic Mi-2MSB helicopter, is able to provide:
training and maintenance of skills for flight crew in the practical application of unguided aviation weapons and gun armaments in all types of maneuvering, defined by the tactics of army aviation;
accomplishment of certain tasks on air support of columns of troops on the march and fire missions on destruction of enemy manpower, single unarmored and lightly armored targets such as car, armored personnel carrier, infantry fighting vehicle, boat,
The main combat and functional capabilities in the actual operating conditions confirmed by the results of special tests as well as their validation of specified requirements make it possible (after eliminating the shortcomings identified in the test), to allow operation of Mi-2MSB helicopter in the entire operating range of heights and speeds equipped with aircraft weapons as part of the unguided missile system (NAR type C-8) and small arms system (as part of the series-produced machine guns NSVT-12.7)).
9
Akimov, O., V. Dmytriiev, V. Boiarov i V. Fedenko. "SIMULATION OF NATURAL OSCILLATIONS OF THE AIR ASSAULT RAPPELLING SYSTEM “KANAT-1”". Наукові праці Державного науково-дослідного інституту випробувань і сертифікації озброєння та військової техніки, nr 8 (29.06.2021): 4–9. http://dx.doi.org/10.37701/dndivsovt.8.2021.01.
Pełny tekst źródłaStreszczenie:
The main purpose of the article is to consider the simulation of the natural oscillations of the air assault rappelling system “Kanat-1”.
The object of consideration is a set of removable onboard equipment for rappelling air assault "Kanat-1" for landing from the cargo hatch of Mi-8 helicopters.
Air assault rappelling system is an oscillating system that has certain natural frequencies of oscillation of the item, which depend on the number of paratroopers on the rope and their placement on it. The airframe of the Mi-8 helicopter has its own frequencies within the ranges of 3.1 - 3.3; 8 - 9; 15 - 17 Hz with which, and their divisibles the natural frequencies of the item should not coincide. In real operating conditions, determining the natural frequencies of the elements of the item under load is problematic.
A system of dynamic models is built which allows determining the natural frequencies of air assault rappelling system oscillations at arbitrary placement of up to three paratroopers weighing up to 140 kg each, which can be hung simultaneously on one of the ropes in constant motion while moving the points of contact with the rope. In general, at the maximum load on the rope (three paratroopers), the mathematical model represents a system of three second-order differential equations. Eight variants for loading the rope with paratroopers are considered. The obtained oscillation frequencies of the air assault rappelling system do not coincide with the oscillation frequencies of the helicopter airframe which proves the effectivity of the air assault rappelling system.
Recommendations for regulation of frequency characteristics of air assault rappelling system by replacement of a fastening element of a rope to a traverse are developed.
10
Messingerová, V., i J. Tajboš. "Exposition of working and natural environment to noise during timber transport by helicopter MIL MI-8 in Carpathian region of Slovakia". Research in Agricultural Engineering 53, No. 3 (7.01.2008): 103–10. http://dx.doi.org/10.17221/2127-rae.
Pełny tekst źródłaStreszczenie:
This paper includes the results of noise measurements during timber transport by helicopter MI-8 in The High Tatras conditions in 2005. Using this highly efficient timber skidding technology with multiple positive environmental properties causes an unwanted effect – air-traffic noise. The objective of this paper is to quantify the level of noise effect for two correlated groups; noise effecting workers and noise effecting environment. The highest values measured in the worst conditions reached 90–100 dB (A).
Książki na temat "Mi-8 (Helicopter)"
1
Danilov, Vi͡acheslav Aleksandrovich. Vertolet Mi-8: Ustroĭstvo i tekhnicheskoe obsluzhivanie. Moskva: "Transport", 1988.
Znajdź pełny tekst źródłaStreszczenia konferencji na temat "Mi-8 (Helicopter)"
1
Haritonov, Vladimir, i Yu Solovey. "FEATURES OF HELICOPTER NOISE AND HEALTH RISKS". W XIV International Scientific Conference "System Analysis in Medicine". Far Eastern Scientific Center of Physiology and Pathology of Respiration, 2020. http://dx.doi.org/10.12737/conferencearticle_5fe01d9d74ce69.72906892.
Pełny tekst źródłaStreszczenie:
The generated noise of the Mi-8 helicopter will differ significantly in the mechanism of formation, resulting in a complex spectrum. Working conditions inside the helicopter correspond to harmful working conditions in terms of noise (class 3.2 – 3.3), and in terms of infrasound – acceptable (class 2). The simultaneous effect of intense noise, infrasound and General vibration creates high risks to the health of helicopter personnel.
2
Klein, Mark, i Gray Simpson. "The Development of Innovative Methods for Erosion Testing a Russian Coating on GE T64 Gas Turbine Engine Compressor Blades". W ASME Turbo Expo 2004: Power for Land, Sea, and Air. ASMEDC, 2004. http://dx.doi.org/10.1115/gt2004-54336.
Pełny tekst źródłaStreszczenie:
The US Navy became aware of a Russian erosion-resistant compressor coating in 1991. The coating was being applied to compressor airfoils on the TV2-117 engine (MI-8 helicopter). Performance data obtained from the Russian coating company showed greatly improved erosion resistance, leading to better engine performance and longer time-on-wing. A proposal was sent to the Foreign Comparative Testing (FCT) office to evaluate the coating for US Navy engines operating in sandy environments. The project was approved and funded in 1997. It was determined that the high-speed erosion chamber at the University of Cincinnati would provide the optimum testing environment for the program. The test articles consisted of a bare blade and a coated blade. Testing conditions required 10 micron silica sand impinging upon the blades at 700 feet per second (fps). Data was collected until the bare blade reached the chord reject criteria. Testing continued until the coated blade reached failure as well. It was found that the coating improved the overall blade life by 300–500%. A method was developed to measure the eroded blades at certain points to determine the real or “effective” chord at any point during the testing. This project demonstrated the need for innovative gauging techniques in order to understand the actual effects of erosion on compressor blades.
3
Borgon, Jan, Piotr Tobiasz i Krzysztof Sibilski. "The Required and Available Time in Emergencies - Example with Mi-8 and Mi-17 Helicopters". W AIAA Atmospheric Flight Mechanics Conference and Exhibit. Reston, Virigina: American Institute of Aeronautics and Astronautics, 2005. http://dx.doi.org/10.2514/6.2005-5905.
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