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Ka-226 Sergei

The Ka-226 light multi-purpose helicopter was designed to carry out emergency missions in urban and congested areas, and is capable of taking off and landing on small, unprepared grounds. The dimensions of the helicopter are minimal and it has no tail rotor, which excludes any damage from obstacles and is safer for ground personnel. By the effectiveness of usage the helicopter is optimized to carry out a wide spectrum of aviation works in different natural-environmental conditions. The machine can be involved in rescuing, fire fighting, police, or road, oil pipe or power line patrol operations. Ka-226 is suitable for operatively managing large cities and large agricultural complexes.

The Ka-226 design is based on that of the Ka-26 from which it inherited overall dimensions, general layout, some structural members in the airframe and certain on-board systems. The major differences from the 30-year-old design are confined to the powerplant (two turboshaft Rolls-Royce Allison-250-C20R engines, 450 hp each replaced two outdated piston motors) and avionics. Ka-226's propulsion consists of two engines, which increases the machine's safety, which is important during flights above the city and difficult grounds. If one engine fails, the helicopter is still able to continue its flight and even to gain altitude.

From its predecessors, the Ka-26 and Ka-126, it inherited all their best qualities: simple flight handling, low vibration and noise level, high reliability and flight safety, modular construction (detachable cabin and possible attachment of special equipment units), and ease of operation. On top of this, new engineering innovations have been incorporated in the Ka-226 helicopter which considerably improved the helicopter's performance. For example, the new rotor system provides very high efficiency for light helicopters, with the hingeless main rotor heads and new blades manufactured with the use of glass and carbon plastics.

Ka-226 is a multipurpose helicopter of light class able to carry 6 to 9 persons. It is highly maneuverable, virtually noiseless, able to land on any ground since it has short vanes and coaxial propeller. The helicopter is easy and comfortable to operate, very economical. The undercarriage of the Ka-226 is easily suspended with various removable devices and booths. Suspending a crane enables making montage and lifting tasks. Ka-226's main indices are greater than these of all machines alike: its carrying capacity is 1,200 kilograms, rate of climb - 10 meters per second, flight range - 620 kilometers.

The flight deck is normally configured for single pilot operation and a second seat and dual controls are optional. Kamov will install the avionics and flight deck instruments to the operator's choice. A typical fit for Categories A and B visual and instrument flight rules (IFR) for poor weather operation includes a Honeywell Bendix/King avionics suite and a Bendix/King VHF radio KY196A. The navigation suite can include a Bendix/King KN53 Instrument Landing System, a KR87 automatic di- rection finder, a LCR 92 laser attitude heading reference system and a KLN90B global positioning system.

A standard cargo and passenger compartment can accommodate two bench sets for six passengers with a baggage / cargo compartment to the rear. A seventh passenger can be seated next to the pilot. The cargo pod can also be fitted for passenger transportation with individual energy absorbing seats, mixed cargo and passenger or dedicated cargo transportation. A kit container for crew kit, rescue and medical packs is suspended from the starboard side of the helicopter. The cargo pod can be fitted with a winch ramp.

Kamov announced the development of the new Ka-226 Sergei light multipurpose helicopter in 1990. On September 4, 1997, the Ka-226 light multipurpose helicopter developed by the Kamov Company on order from the Russian Ministry of Emergency Situations, made its maiden flight. The first flight was a copy of the Ka-226A with an Allison engine. Also in 1997 the Orenburg firm Strela laid installation series of three machines of this type.

Delays with the original schedule agreed upon in 1995, according to which Kamov and Strela had to deliver the first series-built Ka-226 to MChS by the end of 1999, were caused by the August 1998 financial crisis. Because MChS is a governmental structure fully funded from the state budget, it could not provide sufficient funding in real prices in the second part of 1998.

In November 1999 Russia`s Interstate Aviation Committee agreed with the US FAA to hold a parallel certification of Ka-226 helicopter in Russia and US. This became possible after the FAA acknowledged Russian standards and requirements for production of helicopters. The joint certification program for Ka-226 comprised up to 400 test flights, with at least 3-4 flights each week. The market demand for Ka-226 was estimated at 200-300 helicopters. The price of the Russian helicopter would be 1.3 million USD.

In 2000 Russia's Ministry for Emergencies (Russian acronym MChS) continued to fund two major programs on development of new aircraft, the Kamov Ka-226 helicopter and the Beriev Be-200 amphibian jet. The Strela factory in Orenburg was well on track to deliver the first three Ka-226s in the MChS-specified configuration by the end of 2000. By the beginning of June 2000, Kamov had passed all critical stages of the Ka-226 flight test and certification program using two operable prototypes.In 2002 the Kumertau aviation-production enterprise (KUMAPP) started production of the multi-purpose helicopter "KA-226".

Thanks to its coaxial rotor system, the Ka-226T has a big thrust capacity and a high rate of climb, which increases the helicopters static ceiling. The aerodynamic symmetry and lack of cross coupling in the control channels make it easier to pilot the helicopter, which is especially important in low-altitude flying. Such a machine is more manoeuvrable across the whole range of speeds. The Ka-226T helicopter is ideally suited to missions in mountainous areas and in high temperatures.

With a maximum take-off weight of 3,600 kg, it can carry a 1,200 kg payload in its transport compartment one-third of its take-off weight! With an underslung load, the Ka-226T can carry 1.5 tonnes. The helicopters crew is one person. It can take up to seven passengers on board. The machines cruising speed is 220 kph. Its practical ceiling is 5,700 m, while its range is 600 km with basic fuel tanks and 750 km with additional tanks. An expanded range of capabilities in terms of precision manoeuvring, rate of climb and flight altitude (up to 7,000 m) can be supplied at the request of the client. This means that the Ka-226T can carry out rescue and transport operations on the slopes of the worlds highest mountains, flying almost to their summits.

The helicopter is surprisingly forgiving and does not need to be housed in a hangar. It is equally good when operating in temperatures from +50 to -50 degrees. To land, all it needs is a patch of relatively even surface measuring 15 by 15 metres if there is open access. This could be a car park, a school playground, a playing field, or simply a piece of waste ground. If there are no open approaches, it still doesnt need a very big spot 35 by 35 metres. A few people with chainsaws descending from the helicopter by rope could clear an area like this literally within an hour, even in the jungle.

The Ka-226Ts excellent flight characteristics and its high level of durability are due in part to the fact that it has two modern Arrius 2G1 engines manufactured by Turbomeca, which have enough power, which is critically important in high mountainous areas and in regions with a hot climate. Even if one of the engines fails or is damaged, the helicopter can continue flying on one.

Rolls Royce has consistently tried to enter the Russian aircraft engine market since 1996, but its only successes have been the installation of a couple of engines on a prototype aircraft. However, in 2005 the company struck a deal with the Kamov Helicopter Plant to supply engines for new serial helicopters. In exchange, Rolls Royce promised comprehensive help to market the helicopters overseas. Kamov Helicopter will receive only 24 engines in 2005, and another 56 to 60 will arrive in 2006. This means that Russia will assemble only about 40 helicopters with foreign-made engines in the next two years. The Russian market segment is a drop in the ocean.

Rolls Royce engines will only be installed on the Ka-226 modified version under a five-year contract. This helicopter can be quickly converted into a cargo version. Each Ka-226 helicopter with Rolls Royce engines will cost $2 million, which is still 20% cheaper than a foreign equivalent. Some clients would like to buy unassembled Kamovs, and options and contracts for the delivery of 65 Ka-226 helicopters had already been signed.

In February 2007 Russia and Jordan concluded an agreement on the sale of Russian Ka-226 light multi-purpose helicopters among other intergovernmental and commercial agreements reached during President Vladimir Putin's official visit to the Middle East country. The agreement on the sale of the Ka-226 helicopters was signed by Denis Manturov, director general of Oboronprom united industrial corporation, and Dr. Moayad Samman, the managing director of the King Abdullah II Design and Development Bureau. Details of the agreement, such as the number to be bought, were not revealed.

By September 2008 Helicopters of Russia (a part of Oboronprom) prepared a project for the organization of series production of Ka-226T helicopter and modernization of the Ka-226 helicopter. According to the document, design work will be done by Kamov and the helicopter will be produced at the plant in Kumertau.

There is also the possibility of release version of the helicopter, named Ka-228, equipped with a gas turbine engines AI-450 from Ukraine. According to the forecasts of Institute of civil aircraft of the Russian Federation, the market demand for such helicopters as Ka-226 in Russia and the CIS equals to about 20-35 units a year. According to the estimates of foreign institutes, the need of the world market in helicopters of Ka-226 class is about 250-350 units per year. This perspective commercial helicopter differs from helicopters of a similar class and purpose by the high efficiency of application.

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Page last modified: 21-05-2015 19:25:04 ZULU