The FAILED COMPROMISE (Ka-17)

The FAILED COMPROMISE (Ka-17)Operation of the first single-seat Ka-8 and Ka-10, created in OKB N. And. Kamov, showed obvious advantages of coaxial-rotor. Along with the compact that was excellent handling and maneuverability, the ability to make takeoffs and landings in difficult conditions, which has opened up opportunities for the use of helicopters of this type.

However, in many cases, the use of small machines is substantially limited to a lack of capacity – inability to place a second person, or cargo.
 
In this connection the design Bureau N.And. Kamov started work on creation of helicopters increased capacity engine with more power. On the basis of experience in the design and testing of single helicopter Ka-8 (with a souped-up motorcycle engine M-76F with a capacity of 35 – 42 HP) and the Ka-10 (with a specially created aviation engine AI-4G power 55 HP) and experimental work on a new and improved carrier system with improved all-wood blades reinforced with foam, prorabatyvayutsya the initiative of the projects included double helicopter “cabin type” Ka-17. By the spring of 1953, carried out his project. Aerodynamic calculation was carried Grishina, Bogomolova and Finkel.
 
A new helicopter for the lift was supposed to occupy an intermediate position between the Ka-10, Ka-15, the design of the last began in 1950 Ka-17 and Ka-10, decided to equip motor AI-4G. This engine was estimated as a few plus size and, according to the chief designer of AI-4G A. G. Ivchenko, could be boosted to 70 – 75 HP, which was enough.
K-17 was a coaxial helicopter and had a semi-enclosed cockpit for the two seats located side by side. But management had only one crew member sitting on the left. Behind the pilots housed the motor and reducer. The cab was over the tail boom, which was installed in the air driven stabilizer of the V-shaped type. Chassis – ski-type, with hinged for transport wheels.
 
In the selection and the design of the helicopter main task was to obtain a reliable machine for minimum weight, simple construction, cheap to manufacture, designed for serial production. The fuselage and empennage were made of duralumin. The front part of the fuselage is riveted from aluminum parts, sheets and profiles; its main strength element was a longitudinal box girder that ran along the entire length of the cabin and matousek.
 
The Ka-17 (draft)
 
The Ka-17 (draft):
 
1 – radio; 2 – dashboard; 3 – bottom screw; 4 – the screw on the top; 5 – tank; 6 – tank; 7 – cooler; 8 – controllable stabilizer; 9 – control cables, stabilizer; 10 – battery 11 – battery; 12 – the engine AI-4ГФ; 13 – transport wheels; 14 – handle the step-gas and stabilizer control; 15 – cross-handle trim; 16 – handle longitudinal trim; 17 – landing ski; 18 – thrust lateral control of the swashplate; 19 – pull longitudinal control; 20 – adjustable driver’s seat; 21 – the wheel in the flight position; and a 22 – wheel during transportation

 
The design of the cockpit of the Ka-17 (fabrication drawing)
 
The design of the cockpit of the Ka-17 (fabrication drawing)
 
Flow-chart connectors Ka-17
 
Flow-chart connectors Ka 17:
 
1 – power beam of the fuselage; 2 – control; 3 – cockpit; 4 – tank; 5 – tank; 6 – motor with a bearing system; 7-In-tail; 8 spinner; 9 – tail boom; 10 – seat; 11 – ski gear

 
On this beam were mounted two movable seats for the crew, the instrument panel, hand and foot control, management of “step-gas”, the attachment points of the engine, the tail boom and chassis. Beam as its bottom formed to the contour of the cab. Glazing provides the crew a good overview. Open the side openings was used for the landing pilots and leaving their cabins.
 
Tail boom, conical in shape, was made of duralumin; the framework included three main frame and a number of split stringers. The beam was attached to the cab node on the front bulkhead. In the last frame were mounted two nodes, fixing the movable stabilizer. Beam ends easily removable fairing.
 
Manual control (hard type, soft) were put into longitudinal and transverse deviation of the swashplate. All the articulation it is supplied with ball bearings, the main parts are made of duralumin tubes and stampings. Lateral control (differential control step) was performed according to the type of helicopter Ka-10 and had cable runs. The control handle “step-gas” was interlocked with the control stabilizer, which were tied with ropes.
 
The carrier system has been carried out in the same Ka-10, but with the introduction of the changes related to the increase of the flight weight compared to a single helicopter. At the hub blades installed dampers. The blades were made of wood, similar to the last sample of the blades of the Ka-10, but features a larger rotor diameter from 6.0 m to 7.0 m. Column load-bearing system mounted on the main gearbox and is supplied with two struts attached to the fuselage.
 
Engine AI-4G was fixed rigidly at two points. He had forced air cooling and provided with a deflector. Air came in through the Windows of the upper hood, exit through louvers in the bottom of the fuselage. Petrol and oil tanks were welded from alloy AMTS and different from standing on the Ka-10 slightly increased in size. They are installed behind the firewall at the pump bearing system. Manage fire hydrant carried on the instrument Board.
The helicopter was fitted with the same engine and navigation instruments like the Ka-10. It was supposed to install the rsiu-4M battery powered, provides a range of two-way communication up to 50 km when flying at an altitude of 1000 m. the transmitter and Receiver were placed in the area of the dashboard. The helicopter was provided for the placement of the flare gun with a supply of missiles.
 
Chassis CA-17 provided a simplified depreciation system with simple leaf springs, as the experience of operating the Ka-10 showed that the estimated vertical speed at landing was greatly overestimated, and in practice, the helicopter dropped at a speed of about 0.5 m/s In one of the documents States: “the Presence of attenuation, absorbing the entire standardized work, it is useless and only stageset design. Many foreign light helicopters have long operated without depreciation”. The helicopter’s skid and ski type, made of duralumin tubes. The curved tip was made of steel. For transporting skis mounted flap wheels. If necessary, the marine variant, the skis can be replaced dural cradles for baronetage (inflatable float) chassis type: Ka-10.
 
Ka-17 to land (ski) chassis
 
Ka-17 to land (ski) chassis
 
Ka-17 on a sea (float) chassis
 
Ka-17 on a sea (float) chassis
 
Scheme of collective pitch control , gas and stabilizer
 
Diagram of the collective pitch control, with gas and stabilizer
 
The may 21, 1953 N. And. Kamov has produced a “Considerations about the project Ka-17”, which was supposed to attract potential buyers and provide funding for technical project and manufacturing of the prototype. According to Kamov, the new helicopter could be used as a coherent military, training in the system of DOSAAF, in the frontier of aviation “to carry the guard service at the border posts and border posts, especially in areas with rough terrain”, patrolling high-voltage lines or pipelines, the exact location of shoals of fish with Seiners, the meteorological sounding of the atmosphere, air ambulance for emergency medical care in remote areas, to postal communication and solving some other problems.
 
Nikolai Lenin believed that the simplicity and adaptability will make possible the mass production of the Ka-17. It was divided into separate units that were supposed to go on the conveyor “is as full internal detail.” Was supposed to completely eliminate individual adjustment of the individual items on the conveyor, preventing a uniform release of cars.
 
“Considerations about the project Ka-17” was sent to potential customers, however, the design office has not received the necessary funding through direct contracts. In the public order and the approved plan of the Ministry the means to it are also not provided, therefore, the Ka-17 was suspended at the design stage, the main efforts of the OKB directed on creation of the helicopter Ka-15.
 
Flight characteristics of the Ka-17
 
Flight weight, kg 500+2%
Payload, kg 231,5
Crew. 2
Static ceiling, m 1000
Dynamic ceiling, m 3500
The maximum speed, km/h 120
Flight time, h 2,5
Range, km 200
The diameter of the plane of Oltenia screws, m 7,0
The number of revolutions of the rotor per minute 380
The profile of the blade root PASS-23014
The profile of the blade end of the PASS-23009
The fill factor 0,0376
The number of screws 2
The number of blades of each screw 3
The length of the helicopter without the blades, m 4,5
The width of the helicopter without the blades, m is 1.6
The height of the helicopter, m 2,56

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