Funded under the Russian programme for development of civil aviation for 2000, construction of the prototype Ka-62 (then known as V-62) began early 1990, but apparently was abandoned. One Ka-60 military version and two Ka-62s were intended to undertake flight trials, although the second of the basic type was completed as a Ka-60U, delaying the debut of the civil version.
In April 2001, The Turkish Ministry of Public Health was discussing a contract for six Ka-62s, with a total value of US$31.5 million. The Russian government's 2002-10 aviation plan included Rb62 million to develop the Ka-62 and Rb51 million to launch production at UUAP and, possibly, RSK "MiG" (LAPIK).
The Ka-62 was developed on the basis of the Ka-60 army helicopter and is intended for carrying passengers and cargo in the transport cabin, and transportation of bulky cargo on external sling. It has a single main rotor with a 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 power plant is made of modular-design developed by Rybinsk Motor Design Bureau, headed by Mr. A. Novikov, Designer General. The civil derivative has large door openings on both fuselage sides of the cabin.
The helicopter is equipped with anti-icing and fire-fighting systems. The Ka-62 is equipped with standard avionics suite of a basic transport version for VFR conditions, or for IFR flying, using the satellite navigational equipment. The export version of the helicopter is supplied with western engines and avionics of the customer's option.
Originated as a military transport, all main systems and components are duplicated, with main and secondaries routed on opposite sides of airframe. The transmission is resistant to 12.7mm bullets and main blades to 23mm shells. The gearboxes have a run-dry capacity. The main rotor blades have sweptback tips. Yaw control is by 11-blade fan-in-fin. Landing gear is retractable tricycle tailwheel.
Composites account for 60%, by weight, of the structure, including blades of main rotor, fuselage sides, doors, floor and roof, tailboom, fin, vertical stabilisers, and fan blades of carbon-reinforced Kevlar.
Retractable reverse tricycle type; Single KT-217 mainwheels retract inward and upward into the bottom of the fuselage and twin rear wheels retract forward into the tailboom. Shock absorbers are in each unit. An option is inflatable pontoons for emergency use on water.
The basic Ka-62 has two RKBM Rybinsk RD-600V turboshafts, each 956kW max continuous, 1,140kW emergency rating. Fuel tanks are under the floor, with a 1,450 litres capacity. General Electric T700/ CT7-2D1 engines are offered as an alternative to the RD-600V.
The crew of one or two, side by side, have an optional bulkhead divider between the flight deck and the cabin. The cabin holds up to 14 passengers in four rows. A forward-hinged door is on each side of the flight deck, and a large forward-sliding door and small rearward-hinged door are on each side of the cabin. There is a baggage hold to the rear of the cabin.
The interior is heated and air conditioned. A thermoelectric de-icing system is optional. An Ivchenko AI-9V APU was originally proposed, but a replacement Aerosila TA-14 was under development.
Engines: 2 x Rybinsk RD-600 turboshaft, 955kW
Main rotor diameter: 13.5m
Fuselage length: 13.25m
Max take-off weight: 6250kg
Empty weight: 3730kg
Max speed: 162 kts
Cruising speed: 140 kts
Rate of climb: 11.7m/s
HIGE: 9508 ft.
HOGE: 6885 ft.
Service ceiling: 5000m / 16,885 ft.