To reach the modern heights of technical excellence, Russian helicopters have come a long way. Military rotorcraft appeared first, then it was the turn of civilian aircraft.
For a long time, the only means of flight was the airplane. Its flight principle had a serious drawback - the need to constantly move to stay in the air. In addition, he needed a runway. This limited the scope of application of such devices. There was often a need for devices that could take off and land vertically, and their ability to fly would not depend on the speed of movement. After much research and experimentation, a helicopter filled this niche.
The history of helicopters
People have dreamed of flying since ancient times. The use of the principles on the basis of which rotorcraft now fly was thought about back in ancient China. Europe also did not stand aside. Among the drawings discovered after the death of Leonardo da Vinci, images of devices with the resemblance of blades were found.
In Russia, Mikhail Lomonosov was designing a vertical take-off propeller mechanism, which he intended to use for meteorological observations.
For the first time in history, a vertical takeoff was performed in France by the Breguet brothers.
Under the leadership of Professor Charles Richet, they created a device that rose half a meter above the ground.
A major breakthrough in the development of helicopters occurred in 1911, when Russian engineer Boris Yuryev designed a swashplate that controls the tilt of the helicopter rotor axis. This solved the problem of obtaining horizontal speed. Subsequently, many researchers in Argentina, France, Italy and other countries began to study such devices.
In the USSR, the first flight on a rotorcraft was made by Alexey Cheremukhin in 1932. He climbed to a height of 605 meters and set a world record. Three years later, Louis Breguet was able to reach speeds above 100 km/h. After this, all doubts about the feasibility of developing helicopter manufacturing, primarily in the military field, disappeared.
Development of helicopter manufacturing in the USSR and the USA
American helicopters were started by Russian engineer Igor Sikorsky. In the USSR, he was involved in the development of airplanes, and after moving to the USA he founded a company creating helicopters. In 1939, the first VS-300 device was created, designed according to the classic single-rotor Yuryev design.
During the first demonstration flights, the designer himself controlled his creation. In 1942, the VS-316 model, developed by order of the US government, appeared. It was used mainly for communications and rescue operations.
The Sikorsky company continued to improve its devices, and in 1946 an autopilot appeared for the first time in the S-51 model.
In the 1930s, helicopter manufacturing was not given enough attention in the Soviet Union. In 1940, Boris Yuryev was allowed to create a design bureau, but the war began, and he had to forget about helicopters. After the end of the war, rotary-wing aircraft began to spread throughout the world.
In the USSR, two design bureaus were created, headed by Mikhail Mil and Nikolai Kamov. They used a single-screw and coaxial design in their designs, respectively. By the end of the 1940s, several models were submitted to the competition. The winner was the Mi-1 device produced by KB Mil.
Prospects for the development of combat helicopters
The general vector of development of rotary-wing aircraft is the desire to create an apparatus that combines the positive aspects of helicopters with the speed characteristics of aircraft. First of all, combat helicopters should receive such capabilities. In many countries, including Russia and the USA, there are programs to develop helicopters of the future.
A promising option for using a pusher propeller is implemented in the American S-97 Raider project. It is expected that it will be able to reach speeds of up to 450 km/h. Its important advantage will be the ability to fly at high altitudes.
A revolutionary jet helicopter project (Ka-90) is being developed in Russia. Its take-off, landing and initial acceleration should take place according to the helicopter principle.
To obtain high speed, a jet engine will be turned on, accelerating the device to 800 km/h.
The rapid development of technology gives more and more autonomy to both individual subsystems and entire units. Many functions that are currently performed by helicopters will be taken over by unmanned vehicles in the future.
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How will the third largest helicopter manufacturer in the world conquer the market in the future?
The five helicopters of the future include light multi-purpose helicopters Ansat and Ka-226T, medium multifunctional helicopter Ka-62, holder of five world records Mi-38 and modernized transport and passenger Mi-171A2.
ANSAT
Development: 1994
KVZ
Project stage: tests in 2013
Load capacity: 1.3 t
Passengers: 8
The light Ansat helicopter, capable of carrying up to 8 passengers or 1.3 tons of cargo, was developed by the Kazan Helicopter Plant (KVZ). The first prototype was created in 1997, and serial production began in 2004. Since then, the plant has produced 20 machines with an electronic control system, which it was decided to replace with a hydromechanical one. Testing of the first prototype helicopter with the new control system will begin in the second half of 2013.
KA-226T
Development: modification of Ka-226 1997
OKB Kamov
Project stage: certification in 2013
Load capacity: 1.2 t
Passengers: 7
The Ka-226T light helicopter (capable of carrying up to seven passengers or 1.5 tons of cargo) is a modification of the Ka-226, which the Kamov Design Bureau created in 1997. In the fall of 2013, according to plans, the helicopter will be fully certified. Thanks to the modularity of the design, it can be used to rescue those in distress or become an emergency medical service, patrol specially protected areas and parachute special units to areas not equipped for this, transport cargo on an external sling or inside the cabin.
KA-62
Development: 1990
OKB Kamov
Load capacity: 2 t
Passengers: 15
The Ka-62 medium helicopter (15 passengers or 2 tons of cargo) has been developed by Kamov since 1992. A full-size model was first shown in 1995, but then work on this project was curtailed due to lack of funds. The repeated presentation took place in 2012 within the framework of the Russian Helicopters holding company. According to the approved plans, the first flight of the Ka-62 will take place in the summer of 2013, the first deliveries will begin in 2015. The helicopter already has its first customer - the Brazilian company Atlas Táxi Aéreo.
MI-38
Development: 1987
KB Mil
Project stage: production in 2015
Load capacity: 6 t
Passengers: 30
The design of the medium multi-purpose helicopter Mi-38 (up to 30 passengers or 6 tons of cargo) began in 1987 to replace the Mi-8/Mi-17; serial production was planned to begin in 1998. As of today, the assembly of the third prototype has been completed, which is planned to be handed over to the helicopter developer, Mil Design Bureau, for flight testing in the near future. The fourth prototype is being assembled at KVZ. The start of serial production of the Mi-38 helicopter in Kazan is scheduled for 2015.
MI-171A2
Development: modification of the Mi-8 1961,
KVZ
Project stage: production in 2015
Load capacity: 5 t
Passengers: 24
The medium multi-purpose helicopter Mi-171A2 (up to 26 passengers or 5 tons of cargo) is another modification of the Soviet Mi-8, the production of which began in 1965 (since then, 12,000 Mi-8s and their modifications have been produced). The first prototype of the Mi-171A2 helicopter is currently being assembled. At the final stage of assembly, new avionics, new radio-electronic equipment are being installed, and new VK-2500 engines are being installed. It is expected that the first prototype will be presented in August of this year. Certification of the helicopter is planned for the end of 2014, serial production for 2015.
MOSCOW, October 29 – RIA Novosti. Photos of the concept of a promising Russian combat helicopter have appeared on the Internet; the photographs were published by the American magazine Defense Blog.
Judging by the images of the concept, it is being developed by the Kamov design bureau. In this case, the helicopter being developed will have wings and a retractable landing gear. The name of the promising new product remains unknown for now.
In the images of the concept you can see the coaxial design of the rotors, which is typical for Kamov helicopters. In this case, the seats in the cockpit are located next to each other.
Defense Blog reports that the developers are improving the speed and aerodynamic characteristics of the vehicle.
As expected, the new product will be equipped with infrared countermeasures to suppress enemy aircraft. The model will be able to reach speeds of up to 700 kilometers per hour.
The Defense Blog post does not specify when or where the photos were taken. It is also unknown what stage of development the helicopter is at.
Development of a promising helicopter in Russia
Fifty Ka-52 Alligator will be built in the Far East in two yearsThe helicopter is designed to destroy tanks, armored and unarmored military equipment, manpower, helicopters and other enemy aircraft at the front line and in tactical depth, in any weather conditions and at any time of the day.In February 2018, Deputy Prime Minister Yuri Borisov, who at that time held the post of Deputy Minister of Defense, said that the Russian military was planning to adopt a super-fast helicopter that could reach speeds of up to 400 kilometers per hour.
“In the plans of the Ministry of Defense, within the framework of the current State Armament Program, work is planned to create a high-speed helicopter. The speed characteristics would suit us within the following limits: cruising speed from 350 to 400 kilometers per hour,” Borisov said.
He clarified that the industry declares its readiness to create such a helicopter in at least five to seven years.
General Director of the Russian Helicopters holding company Andrei Boginsky at the Dubai Airshow 2017 said that in 2018 the company will present to the Ministry of Defense two concepts of a promising high-speed helicopter (PSV), from which the military department will select a project for further development.
According to Boginsky, two design bureaus are working on the concepts. It is expected that PSV will be able to reach speeds of up to 350 kilometers per hour.
Today, the maximum speed of modern helicopters, in particular attack vehicles of the Mi-28N Night Hunter type, is limited to approximately 300 kilometers per hour.
Design Bureau "Kamov"
JSC Kamov (formerly OKB Kamov) is a design bureau of the Russian Helicopters holding company. It is part of the Rostec state corporation.
The bureau is known as a developer of helicopters with coaxial rotors.
The most famous developments of the bureau are the Ka-50 "Black Shark" and Ka-52 "Alligator" helicopters.
Problems of the Russian helicopter fleet
After another Mi-24 crash in Primorye, the question of the extremely critical condition of the entire helicopter fleet of the Ministry of Defense of the Russian Federation was again raised. Aging machines and the lack of modern equipment on board a helicopter during intensive operation sooner or later lead to an aviation accident. However, the state defense order program provides for a complete renewal of the helicopter fleet. We can only hope that this will happen soon.
What does the coming day have in store for us?
At the end of the collapse of the USSR (1991), the Ministry of Defense of the Soviet Union had more than 5,000 helicopters. Most of these machines went to the Russian Armed Forces, which currently operate about 1,500 helicopters of all classes. For over a decade and a half, the helicopter fleet was not updated, which led to a sharp reduction in aircraft. Of course, a number of new vehicles were put into service, including the combat Ka-50. But this was a purely nominal step, since new models did not enter mass production, despite the fact that the need for rotary-wing aircraft did not decrease. After all, the army still faced the task of repelling possible aggression, and armed conflicts arose one after another on the territory of the former Union, often with the participation of Russia itself. In addition, the helicopter remains one of the strategically important military vehicles. This machine found work everywhere: from military units near Moscow and all the way to Kamchatka.
But despite this, Russian helicopter production continued to decline due to lack of proper funding, so at the end of the 90s no more than 40 units were produced per year, of which very little was intended for the army. And they practically forgot about the modernization of helicopter equipment during this period. The remaining “livestock” had to be maintained in technical service only thanks to the titanic efforts of the technical staff, often at the expense of parts of military equipment that had completely failed.
The transfer of military aviation from the Ground Forces, where it was the first in importance, to the air defense and air force, only aggravated the situation, since the combined air defense and air force continued to primarily pay attention to maintaining their own traditional equipment - anti-aircraft missile systems - in proper condition and airplanes.
According to the Ministry of Defense, this organizational issue should be resolved through military reform, which will transfer all army aviation units to the commanders of military districts. Of course, the consequences of this step cause additional controversy, the discussion of which would be enough for more than a dozen articles. But let's return to the issue of replacing outdated helicopters with new equipment.
The delivery of the latest helicopters to military units began only in the second half of the 2000s. Thus, during the period 2007-2009, the Ministry of Defense received about 70 units, and in 2010, production rates increased, and the military already received 59 brand-new helicopters. In 2011, it is planned that the number of delivered vehicles will exceed one hundred. This will happen for the first time since 1991. In total, according to the concluded contracts, the total number of helicopters received by the end of 2015 by the Ministry of Defense should be 450 machines. But this number is likely to increase, as several more agreements are currently being signed.
In total, according to the current GPV-2020, the Ministry of Defense plans to update the helicopter fleet by 80%, which is over 1,200 machines. The complete replacement of outdated equipment can be predicted already at the beginning of the 20s. After this, the military department will only have to maintain it in proper condition and update it in a timely manner. What will be the actual content of the helicopter fleet?
Kamov and Mil: who will win?
Back in mid-June 1982, the first helicopter took to the skies. Ka-50,
which at that time bore the code B-80, and literally less than six months later set off to conquer the skies and Mi-28.
The competition between these promising machines from the Mil and Kamov design bureaus arose back in December 1976, from the very minute when the resolution of the USSR Council of Ministers and the CPSU Central Committee was promulgated on the start of work on the project of a new combat helicopter, which in the future should replace the recently launched one Mi-24.
Both helicopters had excellent technical characteristics, so the choice was not easy. In October 1983, there was one question on the agenda of a meeting between the Ministry of Defense and representatives of the aviation industry - to compare and select a combat vehicle from the B-80 and Mi-28. Most of those present liked the B-80, since its price-quality ratio and flight performance were superior to the Mi-28. Comparative tests that were carried out during 1984 also showed that the B-80 was superior to the Mi-28, so already in October 1984, the Minister of Aviation Industry signed an order to prepare its serial production.
Unfortunately for the designers of the Kamov Design Bureau, the execution of the order was delayed for some time. The reason for this was that the newest helicopter with its “main caliber” - the Vikhr ATGM - turned out to be a very complex product, which took a long time to master. OKB Mil did not waste time and eliminated all the shortcomings of its Mi-28 prototype, thus creating a new model in 1988 - the Mi-28A. But it just so happened that none of these promising combat vehicles entered mass production until 1991, and the collapse of the USSR completely left both projects in a “suspended” state.
In the meantime, the designers did not stop working on their brainchildren, constantly improving them, and so they appeared Ka-52
And Mi28N,
which it was decided to put into mass production. However, the purpose of these combat vehicles will be different. The Mi-28 should completely replace aviation veterans in combat units, and the Ka-52 will go to special-purpose units, and in addition, will be a carrier-based helicopter as part of the Russian Navy. This truly “Solomon solution” will make it possible to make maximum use of the advantages of both helicopters. The main advantage of the Mi-28 (apart from powerful armor) is its continuity with its predecessor, the Mi-24, which facilitates the retraining and training of new personnel. Agree that this quality is simply necessary for the main army helicopter. The Ka-52 is equipped with more modern equipment, has better flight characteristics and less noise. Initially, it was planned that the Ministry of Defense would acquire from 200 to 300 Mi-28 and 100 Ka-52, but due to the conclusion of a contract for the construction of the Mistral UDC for the Russian Navy and the choice of the Ka-52 as a carrier-based attack helicopter, the number of orders for this combat helicopter the car will probably increase to 200.
In addition to these two combat vehicles, the Mi-24 and their deeply modernized followers will remain in the Russian military helicopter fleet Mi-35.
Taking into account the current GPV-2020, by the end of 2020 the Russian army will have over 500 units of this military equipment.
The word “modern” may evoke a skeptical smile. After all, how can you call something modern that was designed back in the 70s? But judging by world experience, it is possible. For example, the famous European Tiger helicopter. Its creation began in 1973, the prototype took off in 1991, and went into mass production only in the mid-2000s.
It should be noted that today the main task in helicopter engineering is to increase flight speed. This problem is being solved in almost all countries where the aviation industry is developed (particular attention is paid to this issue in the USA). In order to find the right solution, it is necessary to minimize the harmful drag and increase the capabilities of the rotor. To reduce drag, helicopter fuselages in designers' projects are acquiring more and more advanced aerodynamic shapes; in some projects, the option of using retractable landing gear is even considered. Most of the newest helicopter rotors have improved geometric shapes than their predecessors. Foreign military designers admit that a helicopter speed of 400 km/h will be achieved in the near future. This is facilitated by the emergence of new materials and new technology for the production of screws. Over the past decade, the interests of specialists have gradually shifted towards the development of a jet rotor. Prototypes have already been manufactured in the USA, Germany and other Western countries. The main jet rotor is launched using a straight-line jet of gases, which passes through slots located along the trailing edge in the last third of each blade. There is an opinion that increasing the speed and improving the technical characteristics of a helicopter can be achieved by “stopping” the main rotor during flight. The landing and takeoff of such a unit will be carried out like a helicopter, and the flight itself will take place like an airplane. For example, in one of the developed projects, the main “locking” propeller rotates only during “takeoff” and “landing” under the influence of jet thrust, which is obtained due to the nozzles at the ends of the blades, and during flight it stops and even acts as a small wing.
The exhaust gases of the jet engine are sent through valves to the tail nozzle, where they create thrust for forward motion. At the same time, the propeller is retracted when moving horizontally at a speed of 150-250 km/h. However, when testing these ultra-modern designs, it was discovered that when the propeller stops in flight and is subsequently retracted, moments of the helicopter tipping over occur. This is due to unequal loads on the propeller blades. While solving the problem, English designers created a rigid propeller whose hollow blades have a round cross-section, providing increased rigidity.
The design of such a rotor reduces its sensitivity to wind gusts and eliminates capsizing moments. Also, its advantage over the others is that it can be stopped in flight without being retracted into the fuselage. Studies of this main rotor model have confirmed the possibility of creating a new economical aircraft with low noise and vertical landing and take-off. Also, the latest wing helicopter designs increase its speed, improve its maneuverability and stability.
Such schemes are already being implemented. The most reliable of these is the rotorcraft design, which not only has a wing, but also an additional engine that it needs to create additional horizontal thrust. When testing the rotorcraft, a record flight speed was achieved - 480 km/h. The solution to the problem of increasing the speed of a helicopter can be increasing the engine power, as well as improving its design. As a result of experiments to increase the payload, a solution was found to create a helicopter with a payload capacity of 20 to 100 tons. Since 1970, some American companies have begun developing a helicopter with a payload capacity of 50 tons. It is known that designers from different countries are now working on developing a helicopter with a payload capacity of 100 tons. To improve flight safety, helicopters with such a payload will most likely be equipped with two engines.
Due to the growing demand for helicopters among the military, which have to solve more and more tasks, the requirements for helicopter on-board equipment have recently increased. This equipment is constantly being improved through the use of new design principles for installations, subsystems and parts, as well as through the use of the latest technologies. Lasers are being used more and more often, radar antennas are being improved, thanks to which the operation of navigation devices is improving. For example, the weight of navigation devices in 1965 was 125 kg, and the use of transistors makes it possible to reduce the weight of reduced navigation devices to 17 kg.
The cost of all electronic equipment of a modern military helicopter takes up 15% of the total cost. And this is not the limit, since in the near future electronics will account for almost 40% of the total cost. The materials used in the construction of fuselages have also stepped forward. Nowadays, titanium is increasingly used in helicopter construction, and fiberglass is used for secondary structures. Designers are also working on creating single-seat helicopters. Prototypes have already proven their right to life as a combat vehicle.
Thus, an experimental single-seat helicopter was built in Germany. Its net weight is 152 kg, maximum take-off weight is 270 kg, rate of climb is 4.5 m/sec, maximum speed is 130 km/h, cruising speed is 105 km/h, service ceiling is 4100 m, distance is 40 l fuel - 2130 km. There are also unmanned cargo helicopters designed to transport material assets. You can safely risk this if you need it during combat. And with its help you can overcome difficult terrain. Military units with special helicopters will be able to instantly react based on the situation, that is, concentrate or disperse forces, help infantry overcome bridges, etc. Some German theorists voice the possibility of creating units of armored fighter helicopters, armored combat helicopters, transport helicopters for landing motorized infantry , which will be able to fight in battle also from helicopters. Of course, such a military unit must have maximum maneuverability along with firepower in order to carry out its tasks of conducting independent combat operations. The creation of such units could signal the beginning of the transition from infantry military formations to airmobile ones.
Considering the above, could the re-equipment of the Russian Army's helicopter fleet have happened earlier? Of course yes. It was possible to begin serial production of the updated Mi-35 and ship at least 20 helicopters per year to the Russian Air Force at the very beginning of the 2000s, but most likely this would have led to the fact that the Mi-28 would never have made it into production.
Marine and transport helicopters remain the same
If in the ranks of the armed forces there were as many as two promising projects, then with civil aviation everything remains the same, that is, the average Mi-8
and heavy Mi-26
They will replace them, but only heavily modernized ones, with the latest equipment and new engines. And this will not be done for reasons of economy, not at all. It’s just that today the aviation industry cannot yet provide them with an alternative. In general, the planned volume of purchases of these vehicles is not known for certain, but based on some data, it can be assumed that about 500 Mi-8 vehicles will be purchased, and about 40 Mi-26 vehicles.
The same trend can be seen with maritime helicopters. In the coming years Ka-27
and its modernized “brothers” will still play the role of the first (and only) violin. This was announced by the chief designer of the Kamov Design Bureau, Sergei Mikheev, at the naval show held in St. Petersburg: “Navy aviation today is in a difficult situation. It has not been funded for almost 20 years. By the end of the 80s, we managed to re-equip the naval aviation with the Ka-27 and its modifications. Then the design bureau created a civilian version of the Ka-27 - the Ka-32, and the sale of this helicopter made it possible to support the production of units and components, which ultimately helped to keep fleet helicopters in service. Today, despite the increase in state defense orders, no special funds are allocated for R&D on new topics, and this is a serious problem. Therefore, we shouldn’t expect any fundamentally new machines in the foreseeable future, but we continue to improve the existing ones.”
However, there are new helicopters that should be in demand as training, reconnaissance and light transport vehicles. First of all this Ka-60/62
and the own development of the Kazan factory design bureau, which is known as "Ansat".
The total number of light helicopters in army aviation, together with naval aviation, will be about 200 units.
However, to say that manufacturers are not working at all on creating a new medium-sized transport vehicle means inviting anger on one’s own head. The new helicopter is already being tested Mi-38,
which is very similar in technical characteristics to the EH-101 Merlin, which is also actively used for military purposes. The Ministry of Defense reports that it is ready to consider the possibility of purchasing the Mi-38, but only after testing the helicopter is completed. And this will happen no earlier than 2014. Of course, a hundred of these helicopters would be a great help in the ranks of the Mi-8 and Mi-26.
And instead of a heart - a fiery engine
The heart of any vehicle is the engine, therefore the development and production of aircraft engines for helicopters is the most important task, the solution of which directly determines the implementation of the current GPV-2020 in its helicopter part. Back in the mid-2000s, an important strategic decision was made to establish the production of helicopter engines in Russia, which until that moment were mainly purchased in Ukraine. The solution is a solution, but in practice it has not yet been possible to launch such production in full, which is why Ukrainian engines produced by the Motro Sich company are still installed on Russian helicopters.
This situation is acceptable as long as Kyiv maintains friendly relations with Russia. But if you look at this issue from a different angle, then making most of the domestic helicopter program dependent on the Ukrainian government is not the best option. Therefore, the primary task of the defense industry complex Oboronprom, which monitors not only the production of machines (Russian Helicopters), but also engines for them (United Engine Corporation - UEC), should be the expansion of domestic engine production. Certain shifts in this direction are already being felt. For example, a new design and production complex is being created on the basis of the St. Petersburg OJSC Klimov, which will be able to produce about 450 engines per year. Initially, it is planned to launch production of the VK-2500 and TV3-117 engines, as well as to begin developing new engine models. To achieve these goals, UEC received a loan of almost 5 billion rubles. The new production will be located in Shuvalovo.
Myth or reality?
It will be possible to get an answer to this question only after a few years, but a start has been made. And I must say that it’s a good start. Russian Helicopters has already produced over 200 aircraft since the beginning of the year. And this despite the fact that according to the plan, they need to deliver only 267 helicopters per year. Therefore, there is no doubt that they will increase the pace by 2015 and be able to produce 400 cars annually. Against the background of this development picture, the prospects for producing over 100 helicopters per year for the military department seem quite rosy. In fact, the implementation of the current Civil Procedure Code-2020 regarding helicopters depends only on three factors: support from the country’s leadership, economic development and systematic financing. If these factors are favorable, then in the early thirties of the 21st century the helicopter fleet of the Russian Army will be fully equipped with new modern combat and auxiliary vehicles.
In domestic specialized blogs and on a number of aviation forums, sketches of the concept of the next generation Russian combat helicopter, as seen by the legendary Kamov company, are actively discussed. General designer Sergei Mikheev opened the door to the future, forcing thousands of aviation enthusiasts to engage in heated debate.
"Technosphere. Russia" has already written about the PSV project, according to which a new high-speed version is being created in Russia at another famous company - Mil. An experimental vehicle, created on the basis of the Mi-24 with new main rotor blades, exceeded a speed of 405 km/h back in 2016 ( see our material ).
What was recently discussed at Kamov’s company is an even more radical project in helicopter construction. In particular, we are talking about the speed range from 500 to 700 km/h, in which there are no helicopters yet, and this is associated with serious technical difficulties.
Sergei Mikheev cited as an example the testing of the high-speed experimental helicopter S-97 from Sikorsky, which is ongoing in the United States in parallel with our PSV: the Americans believe that they will be able to reach a speed of 500 km/h. “But you won’t be able to reach higher speeds because it will fall apart due to the load. Therefore, in order to further increase the speed, you need to switch to a tiltrotor design.”, - said the Russian aircraft designer. 
“The wing at high speed begins to unload the main rotor. However, this also has its own nuances - the wing has quite a lot of weight and you have to sacrifice either combat or commercial load. As you know, transition modes are the most difficult for a tiltrotor. I don’t know if the authors of this sketch want to stop the rotors. Hardly. I think that as the flight speed increases, simply reduce the speed of their rotation, so that the flow speed at the end of the advancing blade is not close to the speed of sound. We are also considering the issue of controlling the speed of rotation of the main rotor, which involves reducing its speed in cruising flight at high speed... I have already said that we, for example, are considering the issue of controlling the speed of the main rotor: at the stages of vertical take-off they should be maximum, providing the greatest lift force, and when flying at high speed, to prevent the advancing blade from entering the transonic flow regime, they need to be reduced...”
The sketches presented during the speech by the general designer of Kamov are striking in their unusualness, and many noted that they depict a combat vehicle combining a helicopter and an airplane. Disputes have also flared up about why it is necessary to accelerate helicopters as such: an increase in maximum speed of only 200-300 km/h in this area essentially requires a revolution in helicopter manufacturing. The argument in favor is the prospect of a vertical take-off replacement for subsonic attack aircraft that require a runway.
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