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Further Reading

Ka-60 "Kasatka" / Ka-62

The Kamov Ka-60 Kasatka (Orca - Killer Whale) is the very first helicopter of the Kamov company built in "classic" scheme. All the previous Kamov's helicopters were of co-axial-rotors scheme. The Ka-60 single-rotor multi-role army helicopter is designed to replace the existing Russian military light transport helicopters, such as the Mi-8. A naval version for ship-borne operations, the Ka-60K, is also planned as a replacement for the Russian Navy's Ka-25T Hormone-B over-the-horizon target acquisition helicopter. The civil Ka-62 version is developed on the basis of the Ka-60 and features high fuel effi-ciency and flight safety. The Ka-64 was a civil version of Ka-60 that was to be jointly developed with Augusta using foreign engines. This draft project was completed in 1996 and subsequently suspended.

The first prototype Kamov Ka-60 medium-sized, twin-turbine helicopter was formally rolled-out at the manufacturer's Lubercy facility on 29 July 1998. The first official flight of army helicopter Ka-60 "Kasatka" took place 24 December 1998 at the flight and test station of the Kamov company. The aircraft created by a team under the supervision of leading designed Vyacheslav Krygin was flown by the test-pilot Vladimir Lavrov. Although the Russian defence ministry has an urgent requirement for 300 Ka-60s to replace the Mi-8 Hip, the financial crisis in Russia in the late 1990s put large-scale production of the new helicopter in doubt.

In late 2006 the Ulan-Ude aircraft plant had been preparing its manufacturing facilities for the production of new Ka-62 utility helicopter and its Ka-60 military version. The plant's Director General Leonid Belykh said "We are executing the required documents and unfolding the active preproduction phase of the new helicopter." He added that the Ka-62 project was included in the Commercial Aviation Development Program in effect till 2015, which means that the plant is likely to receive the governmental support. "We are waiting for the official investments. As soon as they are provided, the mechanism will get rolling," he said According to him, his plant will make the entire model line of helicopters of this family, including the military Ka-60.

He added that the "Progress" Arsenyev aircraft plant would assist in making the Ka-62s, given it has wealth of expertise in assembling Ka-50 and Ka-52 attack helicopters. "The "Arsenyev" plant will most likely build fuselages while we do the rest, including assembling," he said. According to earlier reports, the investment required to start production of Ka-62 at the Ulan-Ude plant amounts to $150 million. Director General of the "Oboronprom" united defense corporation Denis Manturov said, a total of $60 million had already been allocated. As of late 2007 it was expected that the first mass-produced Ka-62 would be rolled out from the assembly shops in Ulan-Ude in two or three years. By 2010, the production rate of some 30-40 aircraft per year was expected.

In 2007 Oboronprom initiated a licensed assembly project for the 6.5-ton Italian-British Agusta Westland AW139 helicopter. The AW139 does compete with Russia's own Kamov Ka-60 and Ka-62 projects. However, due to the lack of full-scale funding for these Russian helicopters and absence of engines for them, it is easier for Oboronprom to acquire a license to produce the AW139. The agreement with Agusta Westland includes Oboronprom's rights to customize the AW139 for Russian operational conditions. The search for an international partner to assemble a 6.5-ton-category helicopter was spurred by problems with Russia's own Ka-62.

The power plant of the helicopter was a new-generation modular-design RKBM Rybinsk RD-600V turboshafts, each rated at 956kW (1,282shp), developed by Rybinsk Motor Design Bureau, headed by Mr. A. Novikov, Designer General. In an October 2006 meeting with Oboronprom, it was noted that the RD-600 engine developed by NPO Saturn for the Ka-62 did not correspond to the technical specifications for specific fuel consumption, weight and other parameters. Subsequently, the Russian Klimov engine manufacture conducted work on a powerplant for the Ka-60 and Ka-62.

Ka-60 "Kasatka" is intended for carrying landing troops, delivery of weapons and ammunition to the battlefield area, evacuation of casualties, protection and patrol of economic zones when based on the ships, search and rescue operations, training of crews. The multipurpose light helicopter can do well as a reconnaissance and air landing aircraft and may be used in troop training programs. It is meant for the transportation of weapons and ammunition to theaters of combat action, the evacuation of wounded servicemen, the protection and patroling of certain areas, and search and rescue operations. It may, with certain adjustments, be also used for radioelectronic jamming and VIP travel, by firemen and in high security and autonomous navigation operations.

Ka-60 helicopter has single-rotor scheme with five-blade rotor of 13.5-m diameter. The polymeric composite blade is attached to the hub by a torsion bar. The airframe features perfect aerodynamic outlines, large door openings on both fuselage sides, retractable three-leg energy-absorbing landing gear and multi-blade (11 blades) tail rotor in the tail ring. The seats of the crew and the troopers are energy attenuating seats. The pilot-in-command is on the right-hand seat. The power plant of the helicopter is comprised of new-generation modular-design engines developed by Rybinsk Motor Design Bureau, headed by Mr. A. Novikov, Designer General.

Particular attention is paid to the increased combat survivability means of the helicopter. All principal systems and units of Ka-60 are duplicated and separated. The rotor blades with several holes from the automatic gun hits remain operable. The control system links and transmission shafts sustain the hits of 12.7-mm bullets. The composite polymeric materials that make about 60% of the helicopter structural weight also add to the increased survivability of the helicopter being more resistant to the combat damages. The foam polyurethane that filled the tanks prevents the danger of the fuel explosion. Higher survivability of the helicopter in the battlefield is also achieved by lower optical, IR and radar signatures.

The on-board avionics suite depends on the application version of the helicopter. The basic suite for all versions is the one for transport assault helicopter. This suite ensures operational missions in daytime and night, in VFR and IFR conditions.

Ka-62

Ka-62 is developed on the basis of Ka-60 army helicopter and is intended for carrying passengers and cargo in the transport cabin, and transportation of bulky cargo on external sling. Ka-62 helicopter has single-rotor scheme with multi-blade tail rotor in the tail ring. The rotor blades and 60% of the airframe weight are made of polymeric composite materials. The airframe features perfect aerodynamic outlines, large transport-passenger cabin and retractable three-leg landing gear. The civil derivative of the helicopter inherited from the basic army version its high cruise speed, fuel efficiency and transport capacity as well as large door openings of the transport cabin on both fuselage sides.

The helicopter can be used for comfortable passenger transportation, for internal and external cargo transportation, it can perform first aid medical operations, search-and-rescue operation, water boarders and economic zone boarders patrol, for servicing coastal gas and oil lines. The Ka-62 helicopter is designed with account to the international flight safety requirements. OEI flight and landing are ensured. The safety of the pilot and passengers during rough landing is guaranteed by a set of measures, including the energy-absorbing and energy-attenuating design of the landing gear and seats. The tail rotor in the tail ring is protected against casual damages. The helicopter is equipped with efficient anti-icing and fire-fighting systems.

The Ka-62 is equipped with standard avionics suite of a basic transport version for VFR conditions, or a suite for IFR flying in any weather conditions, using the satellite navigational equipment. The export version of the helicopter is supplied with the engines and avionics of western companies at customer's option.

In late April 2008, the Arsenyev Progress plant announced its plans to build the first production Kamov Ka-62 medium utility helicopter during the first quarter of 2009. The enterprise intends to start pilot production in 2012, reaching an annual build rate of 30-40 helicopters by 2014. The Ka-62 is expected to obtain Russian type certification in 2011.

Progress became the third potential production site identified for the Ka-62. Originally, the Ka-60 and Ka-62 were planned to enter production at the Ulan-Ude Aircraft Plant (U-UAZ). After Kamov became part of the MiG Corporation, the decision was made to launch series production of the type at MiG's Lukhovitsy plant, which started building two Ka-60 fuselages in 2002. Subsequently, U-UAZ was again chosen as the production site for the Kasatka: in early 2006 Denis Manturov, then general director of the Oboronprom state-owned investment fund, said that $60 million of a total $150 million had already been invested in the production launch at Ulan-Ude. At that time, U-UAZ was planning to build the first production Ka-62 in 2008 or 2009, and achieve an annual production rate of 30 to 40 by 2010. Now, it appears, the plans have been revised once again.

Ka-64 Sky Horse

This development of the Ka-60/62 series was reported as of 2001 to be a joint venture with Agusta of Italy intended for export. Features include a conventional tail rotor, modified passenger cabin, Western avionics and option of General Electric CT7-2DL, LHTEC T800 or RRTI RTM 322 turboshaft engines. Production would be by UUAP at Ulan-Ude.

Other sources report that in the 1990s the Ka-64 Sky Horse is a naval version with standard four-blade main and tail rotors.

By 2008 this designation was not well attested and any program by this name must be assumed to be inactive.