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DonaldM said:Are there advantages in a heavy lift helicopter moving from a main rotor/anti-torque tail rotor configuration to a tandem rotor configuration?
A larger margin for CG ?
DonaldM said:Are there advantages in a heavy lift helicopter moving from a main rotor/anti-torque tail rotor configuration to a tandem rotor configuration?
Twins are also less susceptible to issues of wind direction. Many single rotor have control authority issues with higher winds in cross wind and down wind conditions (landing, hover work).aim9xray said:With a twin rotor, engine power goes to both rotors for lift; with a single rotor, the anti-torque tail rotor draws power but contributes little or no lift. On the other hand, single rotor designs (for the same approximate design point) are generally somewhat smaller, lighter and have a smaller ground footprint. (This is a gross simplification). As with everything in engineering, there's trade-offs between the two layouts.
DonaldM said:Are there advantages in a heavy lift helicopter moving from a main rotor/anti-torque tail rotor configuration to a tandem rotor configuration?
yasotay said:I am of the opinion that the only way the HLH effort will gain traction is if there is interest across the pond. The US has identifed a requirement for heavy lift (beyond CH-47). Of course they will have to show benefit over the CH-53K which will be in production sooner. By "benefit" I mean cheaper.
I think you are correct. As pointed out by the file Racer attached there is a need by NATO for an even larger cabin than is currently in development with the 53K. However many would argue that most of the initial expense in rotorcraft is the development of the dynamic components (drive system, rotors, engines) and that the fuselage is less expensive to develop. I would not be surprised to see Sikorsky propose a CH-53K (Block II) that takes base 53K components and puts them on a different fuselage, with modification for higher loads. That would imply (not necessarily true) less cost of development than would a completely new tandem.DonaldM said:yasotay said:I am of the opinion that the only way the HLH effort will gain traction is if there is interest across the pond. The US has identifed a requirement for heavy lift (beyond CH-47). Of course they will have to show benefit over the CH-53K which will be in production sooner. By "benefit" I mean cheaper.
I thought that the point of the Eurocopter HTH/FTH project was that existing transport helicopters weren't big enough to carry the current generation of fighting vehicles?
The Future Transport Helicopter (FTH) is derived from proven CH-47 technology — grown to meet worldwide multimission demands. As of 2008, Boeing is exploring industrial collaboration with European industry.
@jsport While I absolutely agree with you philosophically, I suspect that the Europeans are not seeing much profitability in the significant R&D effort to bring one or two large helicopters to fruition. To my knowledge Super Frelon was the last "heavy" designed, and built in Europe. Although one might argue that EH-101 might count (?). Not surprising to see interest in FVL is generating a means to get into the high speed regime with less investment. Likely to be a real factor in post COVID era.