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30-482: V12 or V-12 may refer to: Aircraft [ edit ] Mil V-12 , a Soviet heavy lift helicopter Pilatus OV-12 , a planned American military utility aircraft Rockwell XFV-12 , an American experimental aircraft project Škoda-Kauba V12 , a Czechoslovak experimental aircraft project Vultee V-12 , an American-designed bomber Automobiles [ edit ] Cadillac V-12 , an American car Lagonda V12 ,

60-537: A British car Other uses [ edit ] V12 engine , an engine with twelve cylinders Simpiwe Vetyeka (born 1980), South African boxer V-12 Navy College Training Program , of the United States Navy during World War II Victor V12 , a calculator V12, a grade in bouldering V12, a personal history of certain other diseases, in the ICD-9 V codes [REDACTED] Topics referred to by

90-462: A drop down cargo ramp with inbuilt retractable support jacks. Doors in the fuselage also give access to the cargo hold: two on the starboard side and three on the port side. Above the rear fuselage is a very large fin and rudder, with a moderately sized tailplane with dihedral fitted with end-plate fins (not fitted for the first flight). The fixed undercarriage consists of large paired main-wheel units on oleo-pneumatic levered shock absorbers mounted at

120-596: A powered rotor, the helicopter. He and engineer Gerd Achgelis started the design for this helicopter in 1932. A free-flying model, built in 1934 and propelled by a small two-stroke engine, brought the promise of success. Today, the model can be seen in the Deutsches Museum in Munich . On 9 February 1935, Focke received an order for the building of a prototype , which was designated the Fw 61; Focke referred to it as

150-740: A roll demand was input into the cyclic stick. It was widely but erroneously reported in the Western press that the aircraft had been destroyed. The first prototype, given the registration SSSR-21142, made its first flight on 10 July 1968 from the Mil factory pad in Panki to the Mil OKB test flight facility in Lyubertsy . In February 1969, the first prototype lifted a record 31,030 kg (68,410 lb) payload to 2,951 m (9,682 ft). On 6 August 1969,

180-561: Is different from Wikidata All article disambiguation pages All disambiguation pages Mil V-12 Design studies for a giant helicopter were started at the Mil OKB in 1959, receiving official sanction in 1961 by the GKAT ( Gosudarstvenny Komitet po Aviatsionnoy Tekhnike - State Committee on Aircraft Technology) instructing Mil to develop a helicopter capable of lifting 20 to 25 tonnes (22 to 28 short tons). The GKAT directive

210-539: Is still there today (27 December 2023) at 55°40′2″N 37°55′56″E  /  55.66722°N 37.93222°E  / 55.66722; 37.93222 . The second prototype was donated to Central Air Force Museum 50 km (30 mi) east of Moscow for public display. Records are certified by the Fédération Aéronautique Internationale . The V-12 first prototype has held eight world records, three of which are still current, in

240-547: The Focke-Wulf Fw 61 , Focke-Achgelis Fa 223 Drache and Kamov Ka-22 Vintokryl convertiplane. Construction of the V-12 first prototype, after exhaustive testing with test-rigs and mock-ups including a complete transmission system, began at Panki in 1965. The airframe was largely conventional, using stressed skin construction methods with high strength parts machined from solid metal blocks. The large fuselage accommodated

270-834: The TsAGI 1-EA single lift-rotor helicopter from the Soviet Union set on 14 August 1932, and a straight line flight record of 230 km (143 mi). Neither of these machines appear to have survived World War II , although a replica is on display at the Hubschraubermuseum in Bückeburg , Germany. Data from Aircraft of the Third Reich General characteristics Performance Related development Aircraft of comparable role, configuration, and era Note: Official RLM designations had

300-417: The 28.15 m × 4.4 m × 4.4 m (92 ft 4 in × 14 ft 5 in × 14 ft 5 in) cabin and crew section in the extreme nose, housing a pilot, co-pilot, flight engineer and electrical engineer in the lower cockpit, with the navigator and radio operator in the upper cockpit. At the aft end of the fuselage access to the cabin is gained by large clamshell doors and

330-613: The F 61. Roluf Lucht of the technical office of the RLM extended the order for a second aircraft on 19 December 1935. The airframe was based on that of a well-tried training aircraft, the Focke-Wulf Fw 44 Stieglitz . Using rotor technology licensed from the Cierva Autogiro Company , a single radial engine drove twin rotors, set on tubular steel outriggers to the left and right of the fuselage . Each main rotor consisted of three articulated and tapered blades, driven by

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360-480: The FAI E1 General class for rotorcraft powered by turbine engines. The aircraft was crewed by: Data from Mil's heavylift helicopters : Mi-6, Mi-10, V-12 and Mi-26, Jane's All The World's Aircraft 1975-76 General characteristics Performance Avionics Related development Aircraft of comparable role, configuration, and era Focke-Wulf Fw 61 The Focke-Wulf Fw 61

390-669: The Fa 224 never left the drawing board at the outbreak of World War II. In February 1938, the Fw 61 was demonstrated by Hanna Reitsch indoors at the Deutschlandhalle sports stadium in Berlin, Germany. It subsequently set several records for altitude , speed and flight duration culminating, in June 1938, with an altitude record of 3,427 m (11,243 ft), breaking the unofficial 605 m (1,985 ft) altitude record of

420-500: The V 1 D-EBVU, had its first free flight on 26 June 1936 with Ewald Rohlfs at the controls. By early 1937, the second prototype, V 2 D-EKRA, was completed and flown for its first flight. On 10 May 1937, it accomplished its first autorotation landing with the engine turned off. Focke-Achgelis began work on a two-seat sports version of the Fw 61, the Fa 224 , which would have used an Argus As 10C engine and had greater performance. However,

450-707: The V-12 lifted 44,205 kg (97,455 lb) to a height of 2,255 m (7,398 ft), also a world record . The second prototype was also assembled at the Mil experimental production facility in Panki but sat in the workshop for a full year awaiting engines, flying for the first time in March 1973 from Panki to the flight test facilities in Lyubertsy. Curiously the second prototype was also registered SSSR-21142. The prototype V-12s outperformed their design specifications, setting numerous world records which still stand today, and brought its designers numerous awards such as

480-416: The V-12 presented several problems to the designers and engineers due to the sheer size as well as the rotor layout. The pilot and co-pilot sat in the lower flight deck with a wide expanse of windows to give excellent visibility. Using conventional cyclic stick, collective lever and rudder pedals the pilots input their commands in a conventional fashion. Roll control is by differential collective pitch change on

510-431: The collective lever increasing or decreasing the pitch of both rotors simultaneously. Large elevators on the tailplane help control the fuselage attitude and provide reaction to pitching moments from the wing and variation on rotor disc angle. The control system is complex due to the sheer size of the aircraft and the need to compensate for aeroelastic deformation of the structure, as well as the very large friction loads of

540-427: The control rods, levers etc. To keep the control forces felt by the pilots to a minimum, the control system has three distinct stages. Stage one is the direct mechanical control from pilot input forces which are fed into a second stage, intermediate powered control system with low-powered hydraulic boosters transferring commands to stage three, the high-powered rapid action control actuators at the main gearboxes operating

570-512: The engine through gears and shafts. Longitudinal and directional control was achieved using cyclic pitch and asymmetric rotor lift. The counter-rotation of the two rotors solved the problem of torque -reaction as also shown by Louis Bréguet . The small horizontal-axis propeller directly driven by the engine was purely to provide the necessary airflow to cool the engine during low speed or hovering flight and provided negligible forward thrust. Only two aircraft were produced. The first prototype,

600-672: The event of an engine failure. To optimise control in roll and yaw the rotors are arranged to turn in opposite directions with the port rotor turning anti-clockwise and the starboard rotor turning clockwise, ensuring that the advancing blades pass over the fuselage. Each power unit comprises two Soloviev D-25VF turbo-shaft engines mounted below the main gearboxes which each drive five-bladed 35 m (115 ft) diameter rotors and their synchronisation shafts which run from wing-tip to wing-tip. Each paired engine pod has large access panels which open up for maintenance access and also form platforms for servicing crews to operate from. Control of

630-400: The junction of a strut system supporting the rotor systems and wings and connected to the centre fuselage by a tripod strut structure with the nose-leg attached aft of the crew section. A pair of bumper wheels are mounted at the rear of the fuselage keel and fixed support pads ensure that the cargo ramp is extended to the correct angle. Long braced struts also connected the transmission units to

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660-401: The left and right rotors, ensuring that sufficient lift is generated to prevent inadvertent sink. Yaw in the hover or low air speeds is achieved by tilting the rotor discs forward and backward differentially depending on direction of yaw required. At higher air speeds differential rotor control is gradually supplanted by the large aerodynamic rudder on the fin. Ascent and descent are controlled by

690-656: The prestigious Sikorsky Prize awarded by the American Helicopter Society for outstanding achievements in helicopter technology. The V-12 design was patented in the United States, United Kingdom, and other countries. Despite all of these achievements the Soviet Air Force refused to accept the helicopter for state acceptance trials for many reasons, the main one being that the V-12's most important intended mission no longer existed, i.e.

720-689: The rapid deployment of heavy strategic ballistic missiles. This also led to a reduction in Antonov An-22 production. In May–June 1971, the first prototype V-12 SSSR-21142 made a series of flights over Europe culminating in an appearance at the 29th Paris Air Show at Le Bourget wearing exhibit code H-833. All development on the V-12 was stopped in 1974. The first prototype remained at the Mil Moscow Helicopter Plant in Panki - Tomilino , Lyuberetsky District near Moscow and

750-500: The rear fuselage forward of the fin. Cargo handling is done by means of a forklift or electric hoists on traveling beams. The power system and wings are mounted above the centre fuselage with interconnecting shafts ensuring synchronisation of the main rotors which overlap by about 3 m (10 ft). Drag and lift losses are reduced by the inverse taper wings with minimum chord in regions of strongest down-wash. The interconnecting shafts also ensured symmetrical lift distribution in

780-448: The same term This disambiguation page lists articles associated with the same title formed as a letter–number combination. If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=V12&oldid=1159967031 " Category : Letter–number combination disambiguation pages Hidden categories: Short description

810-418: The swashplates directly. Construction of the first prototype was completed in 1968. A first flight on 27 June 1967 ended prematurely due to oscillations caused by control problems; one set of main wheels contacted the ground hard bursting a tyre and bending a wheel hub. The cause of the oscillations proved to be a harmonic amplification of vibrations in the cockpit floor feeding back into the control column when

840-418: The transverse layout chosen for the finished article. The transverse rotor system of the V-12, which eliminates the need for a tail rotor, consists of two Mil Mi-6 transmission systems complete with rotors mounted at the tips of the approximately 30 m (100 ft) span inverse tapered wings. Although the first use by Mil, the transverse system had been used by several of the early helicopters, including

870-553: Was followed by a more detailed specification for the V-12 with hold dimensions similar to the Antonov An-22 , intended to lift major items of combat material as well as 8K67 , 8K75 and 8K82 inter-continental ballistic missiles (ICBM). Design limitations forced Mil to adopt a twin rotor system but design studies of a tandem layout, similar to the Boeing CH-47 Chinook , revealed major problems. The single rotor layouts also studied proved to be non-viable, leading to

900-493: Was the first successful, practical, and fully controllable helicopter , first flown in 1936. It was also known as the Fa 61 , as Focke began a new company— Focke-Achgelis —in 1937. Professor Henrich Focke , through his development of the Fw 186 , and through the efforts of producing the C.19 and C.30 autogyros under licence, came to the conclusion that the limitations of autogyros could be eliminated only by an aircraft with

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