- Jan 7, 2016
Well, "never flying" is impossible.I think HAL will neither fly nor productise LUH till massive import orders are already in place like in the case of HTT-40 and Rustom. It may be very lucrative for HAL management to fail and delay endlessely.
Thankfully, the import options are getting delayed. Otherwise, we would have already placed firm orders for around ~200 Ka-226T atleast an year ago. But once LUH makes it's flight, HAL will have a strong case to convince MoD not to import.LUH will fly after most of the orders are absorbed by imported light helicopters.
First of all, how many IA's and IAF's, different types of helicopters can get operated in Siachin with full operational load.Oh and forgot to add, while you load the casualty onto the Bell 407 the right side door of the pilot cabin must be tied up first. Else there is a risk that it will, in inclement weather like Siachin, slam onto the casualty.
No such problem with Ka-226T. Tail side loading also possible for ambulance version.
Obviously if you are three guys then all three cannot be 'first' unless all three are in it together. I doubt if it will make sense to you but - that implies that the ALH was carrying 3 people at approx. 8400 meters.Three of its pilots were the first to take the ALH to heights higher than Manasbal, which was also the first time an Indian helicopter was taken to that height.
C D Upadhyay, Unni Pillai and M U Khan flew the ALH at an incredible altitude of 27,500 feet in the Siachen area braving icy winds.
Upadhyay describes that flight: "We started climbing stage by stage... 20,000 feet, 23, 24, 25, 26 and then 27,500. It had never been done before. We were hovering and watching a Cheetal (another helicopter) land just below us at 25,100 feet. Landing at that height isn't easy. We were ready to pick up the pilot if something went wrong.
"Naturally, we had to be at a higher altitude. It was cold and we were wrapped in woollens. There wasn't a single rattle at 27,500 ft... We'd worked out if the Cheetal could make 25,000 feet, the ALH could do more. We hadn't tried it on the Siachen Glacier. We succeeded."
I posted a wrong image. I just took it from google image.@Zebra
Yaar tum american trained people, what rock do you, crawl from under....................
................This is really funny @Zebra the second of your picture can be traced to this site (a helo leasing site for a Dauphin):
Had you really been interested in knowing the truth about claimed capabilities you would have checked out better. Do you want to say anything about it?
You have that backwards, the clock is ticking on the imported LUH deal to be signed otherwise it could well lose out to the soon to fly HAL LUH.LUH will fly after most of the orders are absorbed by imported light helicopters.
The IN is not considering the KA-226 T2, I have had this confirmed.I think some of you are not being honest.
Ka-226T is heads and shoulders above its competition. The only time it would look bad to you is when you look at its combat support capability. For this later task which is going to be secondary only the LUH will beat all competition in future.
The single rotors are all wasting too much power on the tail rotor. So much so that despite the Ka-226T being under-powered compared to the competition, it still manages to fly higher. Though I do expect the LUH to be even better for high alti.
Coaxial benefit is so great that despite the lower power to weight ratio the Ka-226T supports a massive 13 meter diameter rotor that too with two rotors. AS550 and Bell 407 are well under 11 meters single rotor. Ka-226T is just a different way of flying.
Then there is the survivability afforded by the 2 engines. The engines BTW can easily be serviced by HAL servicing and overhauling division since the engines are French of the same lineage as the LUH, LCH and ALH. The French engines on Ka-226T are have three power output settings - take off, cruise, emergency. On emergency power the Ka-226T will land even if one of its engines is hit by a Stinger. No such option with single engined helos. Then these French engines show marked improvement on their own ruggedness. Starts faster, tolerates different fuel mixes. The Russians have acted wisely by opting for the French engine instead of Brit or American engines or wasting time developing one for the Ka-226T.
Then there is the advantage of multiple types of payloads that Ka-226T can carry. For example you can never carry any payload whose volume characterstics do not confirm absolutely to the cabin dimensions of the competing helos. With Ka-226T you can simply take out the whole payload cabin and put say a long pole across the helo. The way the piping on this crop-duster version passes right through and across the breadth of the helo.
Then there is the benefit of having more space for the medevac version. Ka-226T has mutiple versions of cabins for medevac. I am damn sure you can easily evacuate 2 litter plus 1 sitting casualty alongwith 2 medical support people, should you design a cabin for the purpose.
The medevac version for the single engined light utility helos is so cramped that it would make one laugh at the very idea of having one. Look how it works in Bell-407GT. The soldier will have to change from the first stretcher in which he is brought to the evacuation point onto the articulated stretcher in the helo. This has to be done outside the helo. Then the whole stretcher with the soldier will be swinged around and parked right over one of the passenger seats. :biggrin2:. This is not all, after this the casualty will have his feet inside the pilot's cabin. So kiss your second pilot good bye.. This is still not complete. The casualty will have all manner of things hanging over him. . This is still not complete. After this the medical caregiver MUST seat at the head of the casualty. For Ka-226T the caregiver can move around the aisle. So for Ka-226T you can even think of high density evacuation with just one caregiver. Something not possible with the single engined lighter ulility helos. In fact the LUH will also not be able to deal with this.
Ka-226T also can be designed with auto rotor folding mechanism.
The ground clearance for Ka-226T is stupendous and completely non-obstructive to anything.
Russians have truly designed a real light utility helo.
My guess is the Ka-226T will find use with all three branches, while the LUH will not be used by Indian Navy. Indian Army would however make good use of some higher numbers of LUH for very high altitude medevac. For very high alti. off course the LUH is going to beat all other. I guess they will ultimately produce close to 300 Ka-226T and close to 500 LUH, during the lifetime of the respective production programs.
Regards the collision of blades, I wonder if anybody has even one case of such a problem. Not asking for theory. Any random fool can crash even the best designed system. But seriously do you have the numbers for tail rotor accidents. Because I do and it seems terrible.
Notice the form factor edge that Ka-226T has over a representative single engined light utility helo:
Bell-407GT cabin volume = 2.40 cubic meters
Ka-226T cabin volume = 5.4 cubic meters
First flight will be very soonWhen is first flight of LUH??
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