LCH flew at Siachen with decent payload: HAL Chief

[Blue Marlin]

Except the LCH is a dedicated attack helo with an optimised design (tandem seating). To get the Ka-226T to the same level of utility as the LCH you would have to add a lot of armour protection a chin mounted gun, optronics and a self defence suite. Afterall that I highly doubt the Ka-226T would outperform the LCH.

Comparing a small RSH to the LCH is rather silly IMHO sir.

heck its an idea,and a goodone at that.

 

[Abingdonboy]

heck its an idea,and a goodone at that.

I'm not sure it is viable plus, in terms of industrial benefits the LCH is second to none- its development is invaluble for India's aeronautical sector. Once it starts getting exports the work will be even more vindicated.

Also, the LCH would offer exceptional all round performance be it in the plains of Thar supporting IA IBGs, in the heights of the NE or in the North along the LoC.

 

[MilSpec]

i think you missed my pont here im not talking about the stages after compression that discharge the presurebut in between that turns the shaft for the entire engine at a higher speed than the other stages. im talking about the compresser thats after the pre-compresser. the engine being a such a high altitude beyond what typical helicopter engine endure. your talking about 20000ft here. now i did some reading and i got an interesting quote here from an russain engineer who works for an aerospace engine manufacturer. he said: "if you want more power from an engine with out major rework or designing a new engine all you need to do is increase the fuel air mixture and adjust the combustion chamber". i could not find the source so to back it up i found this: exactly the same principle but differant scenario.
the quote below was taken from janes regarding the engine on the j-31:
One item most commonly mentioned is a new engine that would replace the Klimov/Sarkisov RD-93 engine that is installed in the J-31. The RD-93, a version of the Mikoyan MiG-29's RD-33, differs from the original by having an accessory pack that includes the engine's gearbox rotated from the top to the bottom of the engine installation.


Previous reports have stated that NPO Klimov in St Petersburg would develop an improved version of the engine to boost thrust levels by at least 10%, but that this would be a temporary solution until a Chinese-developed engine could be installed in the aircraft. But both Russian and Western propulsion specialists who are familiar with the performance of the RD-33 have told IHS Jane's that "turning up the wick" by trying to increase thrust levels is not the answer to these kinds of deficiencies.

I did not miss your point at all.

You are completely mixing two issues here, the discussion here is about a turbo shaft engine and not a turbo fan. The elevation here is contributing to lower barometric pressure,

p = 101325 (1 - 2.25577 10^-5x h)^5.25588
In Psia you are looking at 6.75 psia at 20k feet compared to a 14.6 psia at sea level. This lower density will lead to lower volumetric air delivery, which in turn would lower the compression ratio, and lowered power and torque output, apart from that due to lower barometric pressure available to generate lift, the rotor speed needs to be increased for active lift compensation. So at high elevation operating mode, the engine has pre heat ducts and step unloader to maintain a powerband ration that can provide the additional speed, but the same operating map wont be used when operating at lower altitude , this is your adaptive control system in the Engine. The engine operating map, torque, powerband, RPM and gearing ratio' are all the functions of LLID sensor of the suction manifold, and rotor hub manifold. The engine behavior is based of the these LLID values.
In simple words it won't behave the same a sea level compared to high altitude. Hope that clarifies it.

 

[Blue Marlin]

I did not miss your point at all.

You are completely mixing two issues here, the discussion here is about a turbo shaft engine and not a turbo fan. The elevation here is contributing to lower barometric pressure,

p = 101325 (1 - 2.25577 10^-5x h)^5.25588
In Psia you are looking at 6.75 psia at 20k feet compared to a 14.6 psia at sea level. This lower density will lead to lower volumetric air delivery, which in turn would lower the compression ratio, and lowered power and torque output, apart from that due to lower barometric pressure available to generate lift, the rotor speed needs to be increased for active lift compensation. So at high elevation operating mode, the engine has pre heat ducts and step unloader to maintain a powerband ration that can provide the additional speed, but the same operating map wont be used when operating at lower altitude , this is your adaptive control system in the Engine. The engine operating map, torque, powerband, RPM and gearing ratio' are all the functions of LLID sensor of the suction manifold, and rotor hub manifold. The engine behavior is based of the these LLID values.
In simple words it won't behave the same a sea level compared to high altitude. Hope that clarifies it.

yes i know a turboshaft engine turbo fans are mostly on comercail planes.
most of that is irrlevant. except for the airpresure/density. and getting manuals from the manufacturere is not gonna make you look smart. appoligies if a sound a bit blunt here but im sticking with the russain.for clarification i have a few pals of mine who work for rolls royce in rotherham and barnoldwick. i have asked for their input and knowing them they will get back to me for tusday the latest. till then the issue is outstanding.

 

[MilSpec]

yes i know a turboshaft engine turbo fans are mostly on comercail planes.
most of that is irrlevant. except for the airpresure/density. and getting manuals from the manufacturere is not gonna make you look smart. appoligies if a sound a bit blunt here but im sticking with the russain.for clarification i have a few pals of mine who work for rolls royce in rotherham and barnoldwick. i have asked for their input and knowing them they will get back to me for tusday the latest. till then the issue is outstanding.

The difference is have been working with compressor maps for close to 5 years now, but sure, you know more by reading a forum. That's fine by me, I was trying to explain to you how BPC control works, but if you are trying to force down your views here, that's to fine by me. Either-ways doesn't make any difference to me. As far as looking smart, I really don't need to buddy. I came here because @Abingdonboy tagged me and i misunderstood this as a real discussion.

 

[Blue Marlin]

The difference is have been working with compressor maps for close to 5 years now, but sure, you know more by reading a forum. That's fine by me, I was trying to explain to you how BPC control works, but if you are trying to force down your views here, that's to fine by me. Either-ways doesn't make any difference to me. As far as looking smart, I really don't need to buddy. I came here because @Abingdonboy tagged me and i misunderstood this as a real discussion.

well i never said i was an engine techy, i know people who are though hence why i emailed them. you should have said what your profession was to back up your post there lad. appoligies. so do you work for ge or pw?