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Kamov Ka-126 / Ka-128


Development began 1984 with an early mockup with two small turboshafts above the cabin. A single TVO-100 turboshaft was subsequently adopted. In 1985 a Romanian-Russian agreement of co-operation for manufacturing a utility helicopter derived from the Ka-26 was signed. In 1986 the ICA Brasov factory started development and manufacturing preparation.

A ground test vehicle was completed early in 1986. The first flight of the prototype (SSSR-01963) was on 19 October 1988.

The first Romanian aircraft was flown on 22 December 1988 and, with a second, was delivered to the USSR for testing.Serial production was started with 15 completed.
The first of four Soviet-built preproduction Ka-126s first flew on 19 October 1988. A proposed Ka-128, differing only in a 722shp Turbomeca Arriel 1D1 turboshaft power plant and addition of an intermediate gearbox was abandoned.


Featuring contrarotating coaxial three-blade rotors, a hinge rotor head with 'rake'-type blade attachment, the Ka-26 blades of the initial series were to be succeeded by GFRP and CFRP blades with twin-contour spar, load-carrying rear section and electrothermal anti-icing. A rotor brake WAS standard, and non-folding blades.
There was a three-stage gearbox with planetary gear trains, of alloy steel and aluminium casting, flange mounted with four load-carrying bolts. Accessories included cooling fan, hydraulic pump and AC generator. The engine input was 6,000 rpm.

The flying controls were mechanical with irreversible hydraulic actuators. An automatic rotor constant-speed control, with a conventional four-channel control (longitudinal, lateral, cyclic and differential pitch). The two endplate fins and rudders are toed inward 15 degrees, with a non-controllable horizontal stabiliser.
Airframe materials are primarily aluminium alloys, steel alloys and composite sandwich panels of GFRP with honeycomb filler.

The landing gear is a non-retractable four-wheel type. Main units, at rear, are carried by stub-wings. All four units embody oleo-pneumatic shock-absorber, the forward wheels of castoring type, self-centring, with no brakes. The rear wheels have pneumatic brakes. Mainwheel tyres size 595 x 185 mm, pressure 2.45 bars; forward wheel tyres size 300 x 125 mm, pressure 3.43 bars. Skis optional. Provision for large inflatable pontoons, across front of aircraft forward of front wheels and under each mainwheel.

One 522kW Mars (Omsk) TV-O-100 turboshaft is installed centrally in a streamline fairing above the cabin. Electronic-hydraulic automatic two-channel control system, with manual control in case of electronic governor failure, is installed. A front driveshaft has a plate coupling to the gearbox. Fuel is in two forward and one aft tank, with a total capacity of 800 litres. There is provision for two external tanks, on sides of fuselage, total capacity 320 litres. A single-point main tank refuelling is on the port side of aft tank.

The fully enclosed cabin has a rearward-sliding door each side, and normal operation is by a single pilot. A second seat and dual controls are optional. The cabin is ventilated, and warmed and demisted by air from a combustion heater, which also heats the passenger cabin when fitted. An air filter is fitted on the nose of the agricultural version. Space aft of cabin, between main landing gear legs and under transmission, can accommodate a variety of interchangeable payloads. A cargo/passenger pod accommodates four or six persons on folding sidewall seats, with provision for a seventh passenger beside pilot. Two clamshell doors are at the rear of the pod, with emergency exit each side and a hatch in the floor. An ambulance pod accommodates two stretcher patients, two seated casualties and a medical attendant. For agricultural work, a chemical hopper (capacity 1,000 litres) and dust spreader or spraybars are fitted in this position, on the aircraft's CG. The aircraft can also be operated with either an open platform for hauling freight or hook for slinging loads at the end of a cable or in a cargo net.

A single hydraulic system, with manual override, is for control actuators. The main electrical system is 27V 3kW DC, with a back-up 40Ah battery. A secondary system is 36/115V AC with two static inverters, and a 115/200V AC system with 16kVA generator (6kVA to power agricultural equipment and rotor anti-icing). Electrothermal rotor blade de-icing; hot air engine air intake anti-icing; alcohol windscreen anti-icing; electrically heated pitot. Pneumatic system for mainwheel brakes, tyre inflation, agricultural equipment control, pressure 39 to 49 bars.
After 1989 the project was cancelled.

Engine: 1 x Koptchencko TV-O-100.
nstant pwr: 537 kW.
Rotor dia: 13 m.
MTOW: 4250 kg.
Payload: 1000 kg.
Useful load: 1335 kg.
Max speed: 97 kts.
Max cruise: 86 kts.
Max range: 713 km.
HIGE: 3180 ft.
HOGE: 262 ft.
Service ceiling: 12,623 ft.
Crew: 1.
Pax: 7.





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