The Ka-27 came in four versions, the Ka-27, 28, 29, and 32. The Ka-29 and Ka-29TB are assault transport helicopters.
In 1973 in response to a Navy requirement the OKB started the design and construction of a transport/attack derivative of the Ka-27 – the Ka-29 shipboard helicopter. Deputy Chief Designer S.N.Fomin was entrusted with heading the design effort. Leading designer G.M.Danilochkin became his assistant, while B.V.Barshevsky was appointed leading engineer of the test programme.

Ka-252TB prototype (also known as Izdelie D2B or Izdelie 502) first flew 28 July 1976 with test pilot Ye.I.Laryushin at the controls, possibly with a Ka-25 nose or original narrow Ka-27/Ka-32 nose. Production at Kumertau (KAPP) from 1984.

Powered by two Klimov TV3-117VMA turboshafts, each of 1,633kW, the engines are started by APU and fuel tanks are filled with reticulated polyurethane foam for fire suppression. The Ka-29 has a wider flight deck than the Ka-27 for a crew of two. Three flat-plate windscreen glazings instead of a two-piece curved transparency, and 350kg of armour ia around the cockpit and engines. The main cabin has a port-side door, aft of the landing gear, divided honzontally into upward- and downward-opening sections. The lower section forming steps when open. The cabin can hold up to 16 assault troops, four stretcher patients, seven seated casualties and medical attendant in ambulance role, and with internal or slung cargo provisions.

The basic airframe is of the Ka-27 with a broader flight deck, and E-801 or E-801M (export) Oko (eye) early warning radar system by Radio Engineering Institute, Nizhny Novgorod, including large rotating radar antenna (area 6.0sq.m). It stows flat against underfuselage and deploys downward, turning through 90 degrees into vertical plane before starting to rotate at 6 rpm. The landing gear retracts upward to prevent interference, nosewheels into long fairings. Once the system has been switched on, the antenna extended and operation mode selected, data on air targets flying below the helicopter’s altitude are acquired, evaluated and transmitted automatically to command centre, requiring only two crew (pilot and navigator, latter monitoring – but not operating – the system) in the helicopter. The Ka-29 is fitted with a Kronshtadt Kabris GPS navigation and display system. Loiter speed is 100 to 120km/h at up to 3,500m; loiter duration 2h 30 min. Maximum surveillance radius is 100 to 150km for fighter-size targets, or 250km for surface vessels, with up to 20 targets tracked simultaneously. The antenna can be retracted manually or explosively jettisoned in the event of a forced landing.
Two large panniers were on the starboard side of cabin, fore and aft of the main landing gear on helicopter numbered 032 (forward panniers only on 031). The hatch window is deleted above the starboard rear pannier, and a new TA-8Ka APU positioned above the rear of the engine bay fairing, with slot-type air intake at the front of the housing, displacing the usual ESM and IR jamming pods, and gives the radar and antenna an independent power supply. Tyre size 620×180 on main wheels, 480×200 on nosewheels. Tailcone extended by fairing tor flight recorder; no armour, stores pylons or outriggers.

The Ka-29 armament in the Ka-29TB assault version comprised anti-tank guided missiles, gun pods, unguided rockets, free-fall bombs and submunitions dispensers. The transport version could accomodate 16 fully-armed troops or carry outsize loads weighing up to 4000kg on a sling and was armed with a rapid-firing 7.62-mm machine-gun.
Comparing the test results of the single-rotor Mi-24 and the co-axial Ka-29 equipped with the same models of sights, fixed gun armament and unguided rockets, weapon accuracy on the Ka-29 proved to be approximately twice as high. In 1987 G.M.Danilochkin was awarded the State Prize for his role in the development of the Ka-29’s weapons system.
Armament was a four-barrel Gatling-type GShG-7.62 7.62mm machine gun, with 1,800 rounds, flexibly mounted behind down ward-articulated door on starboard side of nose; four pylons on outriggers, for two four-round packs of 9M114 Shturm (AT-6 ‘Spiral’) ASMs and two UV-32-57 57 or B-8V20 80mm rocket pods. Alternative loads include four rocket packs, two pods each containing a 23mm gun and 250 rounds, or twn ZAB 500 incendiary bombs. Internal weapons bay for torpedo or bombs. Provision fur 30mm Type 2A42 gun above port outrigger, with 250-round ammunition feed from cabin.

The State acceptance trials were completed in May 1979 and production began in 1984.
The Ka-29 entered service with the Northern and Pacific Fleets in 1985 and were photographed on board the assault ship Ivan Rogov in the Mediterranean in 1987. At the time they were thought to be the Ka-27B and were given the NATO reporting name ‘Helix-B’. Identified as the Ka-29 combat transport at Frunze (Khodinka) Air Show, Moscow, August 1989.

The Ka-29TB (‘Helix-B’) armed derivative for day/night, VFR and IFR, transport and close support of seaborne assault troops has in-the-field conversion from one role to the other. With non-retractable landing gear and a 50cm wider armoured flight deck, the were reportedly used by the Experimental Combat Group in the Chechen War in 1996.
The Ka-33 is a civilianised version of Ka-29TB shipborne assault transport. The designation was revealed at the Moscow Air Show in August 1997.

The Ka-29RLD radar picket helicopter was developed as the Ka-31.

A total of 59 Ka-29s were built, for Russian Federation Naval Aviation (about 45) and Ukrainian Navy (about 12).

Ka-29
Engine: 2 x Klimov TV3-117V.
Instant pwr: 1642 kW.
Rotor dia: 15.9 m.
Length: 11.6m
Height: 5.40m
Empty weight: 5520kg
MTOW: 11,500 kg.
Payload: 2000 kg (external payload 4000 kg).
Max speed: 151 kt / 250km/h
Max cruise: 127 kts.
Range with 2000kg payload: 460km
Range with max fuel: 740km
HOGE: 12,131 ft.
Service ceiling: 14,098 ft / 5000m
Crew: 2
Pax: 16

The design process started in 1969, with the prototype first flown on 24 December 1973, replacing the Ka-25 Hormone ship-borne helicopter, the Ka-27 Helix entered service in 1980 and was first observed on the Soviet destroyer Udaloy in September 1981, entering operational service in 1983 aboard the Admiral Kuznetsov Aircraft Carrier or the Peter the Great Nuclear Cruiser.

The design of the Ka-27 is very similar in its external appearance to the previous Ka-25, as it must be accommodated in the same hangars as its predecessor.

The blades of the main rotors have three blades each. It has two Isotov turbines of 2,225 HP each, mounted on the upper part of the pilot’s cabin. In the event that a turbine fails, it has a transmission mechanism, which is coupled with the turbine shaft that maintains its power and allows the two rotors to rotate at the same time for a few minutes, in order to land.

The rear of the fuselage features two tail stabilizers.
It has a four-wheel landing gear, the front wheels free to rotate so that it can be easily maneuvered on the deck and the two rear wheels can also rotate, making it easier to handle in the internal hangars. During flight the landing gear is retracted and in the Templar alert versions, a large rotating antenna is deployed in the lower part of the fuselage.

It also has an external winch.

The Ka-27 retains the Hormone’s coaxial counter-rotating rotor arrangement for com¬pactness, but features an enlarged fuselage, increased fuel, two 1,660kW (2,170 s.h.p.) Isotov TV3-117BK turbo-shafts, a redesigned tail, and all-weather avionics. Broadly based on the Ka-25, the Ka-27 features redesigned broader chord rotor blades, strengthened transmissions and undercarriage, and two tail fins.

At least 16 were observed on the former ‘Kiev’ class carrier/cruiser Novorossiysk 1983, during replacement of Ka-25s with Ka-27s.

Three versions of the Ka-27 were initially identified; Helix A, the ASW variant with under-nose search radar, dipping sonar, sonobuoys, and towed MAD; Helix B, an infantry assault version; and Helix C, a SAR helicopter with additional fuel tanks and rescue hoist.

Manufactured by KUMAPE, the Ka-27 came in four versions, the Ka-27, 28, 29, and 32. The Ka-27 is a naval helicopter, having two variants, the Ka-27PL which are used in pairs for anti-submarine use, and the Ka-27PS which is used for search and rescue. The Ka-28 is an (ASW) export version of the
ka-27PL. The Ka-29 and Ka-29TB are assault transport helicopters. The Ka-32T is a utility transport helicopter, and the 32S is a utility version for operating in adverse weather. The 32K is a flying crane version of the Ka-27.
Modern variants include the Ka-31 airborne early warning helicopter equipped with the E801M Oko (Eye) air and sea surveillance radar

A crew of three are pilot, tactical coordinator, and ASW systems operator and most versions have a ventral weapons bay for two torpedoes, four depth charges, or other stores.

Variants:

Ka-27K
Prototype for anti-submarine warfare.

Ka-28 Helix-A
Ka-27PL for export customers with 1,618kW / 2170shp TV3-117BK turboshafts and 3,680kg of fuel in 12 tanks. Ka-32 type broad cockpit door and bulged windows.

Ka-27E
Version for exploration in areas of radioactive contamination.

Ka-27PL Helix-A
Ka-27 for anti-submarine missions with extended cockpit with additional windows and three crew, enlarged belly weapons bay for four torpedoes and upgraded electronics suite. Russian navy Ka-27PLs carry Kh-35 anti-ship missiles. Normally operated in pairs, one tracking hostile submarine, other dropping depth charges.

Ka-27PS Helix-D
ASR version of Ka-27, As Ka-27PL without weapons bay, rescue winch, external fuel tanks, searchlight and other rescue equipment.

Ka-27PSD
PS version with extended range.

Ka-27PV
Armored version of the 27PS.

Ka-28
Export version of the Ka-27PL.

Specifications:

Ka-27
Engines: 2 × Isotov, 1,660 kW (2,225 HP)
Rotor diameter: 15.8m
Empty weight: 6,500kg
Loaded weight: 11,000kg
Useful load: 4,000kg
Maximum operating speed: 270km/h
Cruising speed: 205km/h
Range: 980km
Service ceiling: 5,000m
Machine guns:1 × GShG-7.62 rotary four-barrel, 1,800 rounds.
Cannons: 1 × 2A42 30mm
External supports: 4

Ka-27
Engine: 2 x Klimov TV3-117.
Instant pwr: 1642 kW.
Rotor dia: 15.9 m.
Fuselage length: 11.3 m.
Height: 5.4m
No. Blades: 2 x 3.
Disc Area: 199 sq.m
MTOW: 12,600 kg.
Payload: 4000 kg.
Max speed: 146 kt / 270km/h
Max cruise: 124 kts.
Cruising speed: 230km/h
HOGE: 12,131 ft.
Service ceiling: 19,672 ft / 4300m
Range: 850 km.
Endurance: 4.5h
Crew: 2-3
Pax: 16.

KA-27PS
Engine: 2 x Klimov TV3-117.
Instant pwr: 1642 kW.
Rotor dia: 15.9 m.
MTOW: 11,000 kg.
Max speed: 146 kts.
Max cruise: 124 kts.
Max range (max pax): 750 km.
HOGE: 12,131 ft.
Service ceiling: 19,672 ft.
Crew: 1.
Pax: 12.

Originally from an urgent requirement placed in 1958, in the 1960s it became clear that from the Ka-20 helicopter Kamov’s bureau, under chief engineer Barshevsky, had developed the standard ship-based machine of the Soviet fleets, replacing the Mi-4. Designated Ka-25 and allotted the new Western code name of “Hormone”, it was in service in at least five major versions, with numerous sub-types, including the Hormone A (ship-based ASW), Hormone B (over-the-horizon-targetting) and Hormone C (SAR). The air to surface missiles carried by the Ka 20 demonstrator did not appear on the Ka 25. The most obvious external differences be¬tween Harp and Hormone are a strengthening of the undercarriage, with the addition of a second strut, and a slight redesign of the vertical tail surfaces.

Kamov Ka-25 Article

For the first time, Kamov designers fitted a rotary-wing aircraft with a mission avionics suite and weapons system which allowed the helicopter to navigate above water surface devoid of any reference points and fulfill the task of locating and destroying a submarine, both in manual and automatic mode. During prototype construction the designers – for the first time in OKB history – had to adapt it to the ship. The Ka-25’s take-off weight increased 5-fold compared to that of the Ka-15 for an increase in dimensions by a factor of only 1.6. To reduce the rotor-craft’s dimensions for hangar stowage during cruise, the designers created an electromechanical rotor blade folding system. This made the helicopter quite compact with the overall length with the blades folded was only 11.0m.

Powered by two GTD-3F turboshaft engines developed by V.A.Glushenkov, the Ka-25 first flew in 1961 with test pilot D.K.Yefremov at the controls. The Ka-25 was shown in Soviet Aviation Day flypast, Tushino Airport, Moscow, July 1961, carrying two dummy Air-to-Surface Missiles (ASMs not fitted to production aircraft), entering active service in 1965.
The engines are above the cabin and external mounting of operational equipment and auxiliary fuel leaves the interior uncluttered. Two 671kW Glushenkov GTD-3F turboshafts, mounted side by side above cabin, forward of rotor driveshaft, were on early aircraft and later aircraft have 738kW GTD-3BM turboshafts. There is independent fuel supply to each engine, and provision for carrying external fuel tanks on each side of cabin.
Equipment includes an autopilot tailored to deck operations and hover, twin-gyro platform and Doppler, duplicated HF, VHF, UHF, night lighting plus strobe, radio compass, radar altimeter, IFF and four passive RWRs.
Definitive Ka-25 prototypes incorporated anti-corrosion structure, cabin housing mission equipment. NII testing 1963-69. Rotors with lubricated hinges and aluminium blades with nitrogen-pressure crack warning, hydraulic control, alcohol deicing and auto blade folding. Forward-facing electrically heated inlets, lateral plain (no IR protection) exhausts, and rear drive to rotors and to large cooling fan for oil radiator served by circular aft-facing inlet above rear fuselage. Airframe entirely dural stressed-skin, mainly flush-riveted but incorporating some bonding and sandwich panels. Main fuselage devoted to payload; side-by-side dual control nose cockpit with sliding door on each side. Entry to main cabin is via a rearward-sliding door to rear of main landing gear on port side. The main cabin is 1.5m wide, 1.25m high and 3.95m long with sliding door on left and access at front to cockpit, and much of underfloor volume occupied by left right groups of tanks filled by left-side pressure connection. Cable fairing along right side of cabin. Short boom for tailplane with elevators and central fin and toed-in tip fins carrying rudders. Latter used mainly in autorotation, yaw control by pedals applying differential collective; mixer box holds total rotor thrust constant to reduce workload eg landing on pitching deck. Rotors not designed for negative-g. Two castoring front wheels (tyres 400×150) on vertical short strut with rear brace pivoted to fuselage to swing up and out to rear out of radar FOV. Two sprag-braked main wheels (600×180) each on vertical strut able to swing vertically on parallel V-struts pivoted to fuselage for same reason; landing loads reacted by diagonal shock retraction strut. Each wheel fitted for rapid-inflation buoyancy collar.
The Ka-25’s flight test programme revealed that each type of warship had its peculiarities as far as pitching and rolling characteristics and airflow over the deck were concerned. Development of methods of helicopter landings on ships of different categories in daytime and at night with the ship under way and at rest, as well as water landing techniques, was accomplished by test pilots V.M.Yevdokimov and N.P.Bezdetnov. They conducted a large amount of test work with a view to evaluating the automatic engine control system, mastering single-engine piloting techniques and making engine-out landings in autorotation mode without a landing run.

The State acceptance trials of the Ka-25 were completed in 1968.

At its own initiative, the OKB made an attempt to build a civil derivative of the Ka-25 – the Ka-25K intended for cargo and passenger transportation and for flying crane operations. In 1967 the Ka-25K prototype was successfully demonstrated in the static display and in flight at the Le Bourget / Paris Air Show in 1967. It had an extensively glazed gondola under the nose (in place of the fairing for the search radar of the military version), with a rearward-facing operator’s cockpit suspended under the forward fuselage for controlling the machine during operations with slung loads. A hatch was provided in the cabin floor for a cable to be lowered by winch. The cabin could take either a maximum load of 2000kg, 12 passengers or four stretchers and an attendant.
The engines, a pair of 900shp Glushenkov GTD-3 turboshafts, are mounted side-by- side forward of the transmission.
Design work on the Ka-25K was led by deputy chief designer I.A.Ehrlikh; the leading designer was S.V.Mikheyev. Although intended primarily as a flying crane, the Ka-25K can also be used as a conventional transport helicopter. In this role the chin gondola is removed, and the load is accommodated in the large hold. The floor has nine lash-down points for freight, which can be loaded through a sliding door in the left side.
Alternatively, up to 12 passengers can be carried on tip-up seats along the sides of the hold.
This variant was not put into production or service.

Two versions of the helicopter were designed in parallel: the Ka-25PL and the Ka-25Ts. The former is a submarine hunter equipped with weapons, the latter is a reconnaissance platform tasked with seeking out surface targets and designating them to the powerful artillery and rockert weapons placed on ships and at coastal bases. The airframe, rotor system and powerplant of these helicopters were designed with a maximum degree of commonality.

The Ka-25PL was exported to India, Syria, Bulgaria, Vietnam and Yugoslavia.

The Ka-25Ts (“Hormone-B”) special electronics version provides over-the-horizon target acquisition for ship-launched cruise missiles including SS-N-3B (NATO “Shaddock”) from “Kresta I” cruisers, SS-N-12 (“Sandbox”) from “Kiev” and “Slava” class cruisers, SS-N-19 (“Shipwreck”) from battle cruisers Kirov and Frunze, and SS-N-22 (“Sunburn”) from “Sovremenny” class destroyers. “Kiev” and “Kirov” class ships each carry three “Hormone-Bs”, other classes one; larger undernose radome (NATO “Big Bulge”) than Ka-25BSh, with spherical undersurface; cylindrical radome under rear cabin for datalink; when radar operates, all landing gear wheels can retract upward to minimise interference to emissions; cylindrical fuel container each side of lower fuselage.

The four landing wheels are each surrounded by a buoyancy bag ring which can be swiftly inflated by the gas bottles just above it. The traditional Kamov layout with superimposed coaxial rotors redu¬ces disc diameter, and automatic blade folding is provided for stowage in small hangars. The four ¬legged landing gear is specially tailo¬red to operation from pitching decks, each leg having an optional quick-infl¬ating flotation bag. The rear legs can be raised vertically, on their pivoted bracing struts, to lift the wheels out of the vision of the search radar always fitted under the nose.

NATO recognises two distinct variants of the Ka-25, and two radars have been identif¬ied. The smaller type is carried by the Hormone A variant on ASW missions; this model also has a towed MAD bird, dipping sonar, electro optical sensor (and possibly others), and an optional right side box of sonobuoys. Basically a ship-based and antisubmarine version operating from cruisers of the Kresta and Kara classes, Moskva and Leningrad carrier/cruisers and Kiev and Minsk ASW cruisers. The Moskva and Leningrad carrier/cruisers can carry about 18 Ka-25s; the larger Kiev and Minsk, about 30. Those of the Kara class carry three and the Kresta four (Kresta I) or five (Kresta II). Some models have been seen with different types of fairings. Some have big hatches beneath the fuselage, enclosing a bay for antisubmarine torpedoes, nuclear depth charges or other types of weapons.

A larger radar is fitted to the Hormone¬-B for electronic countermeasures, which is believed to be able to guide the SS N 12 ‘Sandbox’ cruise missile fired from friendly surface ships and, especially, submarines. Many other equipment items include a cylindrical container under the rear of the cabin and a streamlined pod under the tail.

Hormone-A has a search radar in a large fairing under the nose, and a towed magnetic anomaly detector (MAD), while a dipping sonar is housed in a compartment at the rear of the cabin. The helicopter also has electro-optical sensors.
The Hormone-B has no ventral loading doors.

The first ocean cruise of the Ka-25 took place in April-September 1967. The helicopter operated from the flight deck of the “Tobol” mothership, having logged 100 flight hours during the cruise. Deployment of helicopters on ships – both singly and in groups – was subjected to a very stringent testing on ships of various types, including the ASW cruisers “Moskva” and “Leningrad”.
The Ka-25 ensured the navigation of ships in the Polar North, operating from the nuclear-powered icebreaker “Sibir”. At the time, this task could only be tackled by the Ka-25 fitted with modern avionics, including a 360 degree search radar.

In 1982 Ka 25s were seen with¬out flotation gear but with a long ventral box housing (it is believed) a long wire guided torpedo. All Ka 25s have a large cabin normally provided with 12 folding seats additional to those for the crew of two pilots plus three sys¬tems operators. About 460 of all variants were built by 1975, and the type continued to play an important part in Soviet naval operations in 1989, operat¬ing from destroyers, cruisers, helicop¬ter carriers (18 are believed to be car¬ried on each of the two ships Moskva and Leningrad) and aircraft carriers (Kiev and Minsk each accommodate 16 ‘Hormone A’ and three ‘Hormone B’ helicopters). Ka-25s were used aboard the Kresta and Kara class cruisers and from shore bases.
The type has also been exported for ship and land based op¬erations.

The Hor¬mone C search and rescue helicopter is based on the ‘Hormone A’ without the latter’s mission equipment. The Ka-25C was utilised in vertical replenishment as well as search and rescue operations.
In all, 18 different modifications of the Ka-25 were designed and built, including the Ka-25PL basic ASW version, the Ka-25Ts over-the-horizon (OTH) targeting version, the Ka-25PS SAR version, the Ka-25BT mine countermeasures version, the civil Ka-25K flying crane etc.

Versions of the Ka-25 were in service with the armed forces of India (5), Russian Federation (65), Syria (5), Ukraine (18), Vietnam (5), and Yugoslavia.
12 Soviet Navy Ka-25BTs took part in minesweeping operations in the Suez Gulf.

Total production 1966-75 about 460.

As early as 1968, when N.I.Kamov was still alive, the OKB joined the competition of design studies for an Army assault/transport helicopter. The Kamov contender was a derivative of the Ka-25 designated Ka-25F featuring a redesigned fuselage and skid undercarriage. The armament comprised a 23-mm GSh-23 cannon with 400 rounds in a chin turret, six UB-16-57 rocket pods with 57-mm unguided rockets, six “Falanga” (Solifuge) anti-tank guided missiles, and bombs. The Ka-25F project received a positive appraisal from the Air Force’s research institutes but lost out to the competing Mi-24 helicopter.

Versions:

Ka-25B (“Hormone-A”)
Ship-based anti-submarine helicopter, operated from former Soviet Navy missile frigates, cruisers, helicopter carriers and carrier/cruisers of “Kiev” class; major shortcoming is lack of automatic hover capability, preventing night and adverse weather use of dipping sonar. Replaced progressively by Ka-27PL (“Helix-A”).

Ka-25BSh
ASW version. I/J-band search radar with 360 degree scan in flat-bottom radome under nose, box for three vertical sonobuoys can be clipped aft on right side. Oka-2 dipping sonar at aft end of fuselage on centerline or (seldom fitted) APM-60 MAD sensor in pod on pylon under tail, large ESM receiver drum above boom with optional ADF sense blister immediately to rear, EO viewing port under boom, upgraded EW suite. Weapon bay 0.9m wide under centerline, initially with two bulged doors, later as largely external rectangular box, tailored mainly to two AS torpedoes (originally 450mm calibre) with wire reel on left side of fuselage; alternatively nuclear or conventional depth charges or other stores, max 1.9t. Replaced in CIS Navy by Ka-27PL, but serves with India, former Yugoslavia, Syria and Vietnam. ASCC “Hormone-A”.

Ka-25BShZ
Equipped to tow minesweeping gear.

Ka-25PL
Version developed to replace Ka-25B as ship-based anti-submarine helicopter.

Ka-25PS (“Hormone-C”)
Search and rescue version with special role equipment, including hoist. No weapon bay, radar as BSh, normal equipment includes winch, 12 seats, provision for stretchers and aux tanks; options include nose quad Yagi antenna for homing receiver, ESM, searchlight and loudspeaker. Replaced by Ka-27PS.

Ka-25Ts (“Hormone-B”)
Special electronics version, providing over-the-horizon target acquisition for ship-launched cruise missiles. ASW and ESM equipment and weapon bay omitted, internal fuel increased, OTH targeting and cruise-missile guidance radar with large elliptical (instead of rectangular) scanner reflector in bulged radome, secure data link to surface fleet including small antenna in vertical cylinder under rear centerline of fuselage.

Ka-25K
Single civil prototype (SSSR-21110) 1966 with gondola under lengthened nose for controlling 2t slung load; elec-deiced blades, option 12 passenger seats. No ASCC name.

Specifications:

Engines: 2 x Glushenkov GTD-3F turboshaft, 662kW / 900-shp
Rotor diameter: 15.74m / 51.64 ft
Fuselage length: 9.75m / 32 ft
Fuselage width: 12.35 ft
Height: 5.37 m / 17.61 ft
Max take-off weight: 7100kg / 16,500 lb
Empty weight: 4100kg
Max speed: 220km/h / 113 kts
Cruising speed: 200km/h
Service ceiling: 3500m / 11,500 ft
Range: 400km / 217 nm
Internal payload: 1500kg
External payload: 2000kg
Crew: 1-2

Engines: 2 x Glushenkov GTD-313M free-turbine turboshaft, 900 hp.
Main rotor diameter (both) 51 ft 8 in (15.75 m)
Fuselage length, about 34 ft (10.36 m)
Height 17 ft 8 in (5.4 m)
EmptyWeight: about 11,023 lb (5000 kg)
Maxi¬mum loaded weight 16,535 lb (7500 kg)
Maximum speed 120 mph (193 kph)
Service ceiling, about 11 000 ft (3350 m)
Range with exter¬nal tanks 650 km (405 miles)
Armament: one or two 400 mm AS torpedoes nuclear or other stores, internal.

Engines: 2 x GTD-3F turboshaft, 728kW
Rotor diameter: 15.74m
Fuselage length: 9.75m
Height: 5.37m
Max take-off weight: 7200kg
Empty weight: 4765kg
Max speed: 220km/h
Cruising speed: 180km/h
Service ceiling: 3500m
Range: 450km
Crew: 2-3

The basic Seasprite design won a US Navy design competition during 1956 for a high performance, all-weather, multi-role utility helicopter, then designated the HU2K-1. The prototype Seasprite first flew on July 2, 1959 and an initial contract was for four prototypes and twelve production Kaman helicopters, now known as the UH-2A and given the name Seasprite. The initial production UH-2A models were powered by one engine, however, they were equipped for IFR operations and a total of 88 were ultimately built. The UH-2B was VFR equipped and 102 in total were built with fully retractable forward mounted main landing gears.

Kaman H-2 Seasprite Article

The UH-2A and UH-2B could each carry a 1814 kg (4,000 1b) slung load or 11 passengers, and work in planeguard, SAR, fleet reconnaissance, vertrep (vertical replenishment) and utility transport duties, operating from many surface warships as well as at shore bases.
The UH-2C, a re-definition of the UH¬2 and UH-2B, was the first to be fitted with two engines.
From 1967 Kaman converted of 88 earlier SH-2D Seasprites to the SH-2F version in May 1973. The SH¬2F “Super Seasprite” has “up-rated” engines and the LAMPS system (light airborne multi¬purpose system). Fifty-two new SH-2Fs were delivered from 1981. Deliveries of the SH-2F version began in May 1973 after completion of 190 early-model UH-2A/B SAR helicopters. Before manufacture was suspended 88 SH-2Fs were built. Deliveries from resumed production began in 1983, and Seasprites delivered after October 1985 have an increased gross weight of 6,124kg, compared with the 5,805kg of earlier SH-2Fs.
With a crew comprising pilot, co pilot and sensor operator, the SH 2F can carry MASW gear including Canadian Marconi LN 66HP surveillance radar, towed ‘bird’ for the AN/ASQ 18 MAD, AN/ALR 64 passive detection receiver, Difar passive and Dicass active sonobuoys, and comprehensive nav/com and display systems. The 4,000 1b (1814 kg) cargo ability remains, and a 600 1b (272 kg) rescue hoist is standard.
Production of the twin-turbine SH-2F Seasprite Mk.1 light airborne multipurpose system (Lamps I) restarted in 1982, to meet a US Navy requirement for up to 60 helicopters to equip vessels too small for the SH-60B Seahawk. Up to FY1986 54 new-build SH-2Fs had been authorised, and six more were requested in FY1987. These will join some 79 SH-2Fs from earlier production which were still in service at the beginning of 1986, some of which were upgraded SH-2Ds. Ten new SH-2Fs were delivered in 1986.
A re-engined version of the Seasprite, the YSH-2G, flew on April 2, 1985, powered by two General Electric T700 turboshafts similar to those used in the SH-60B and giving improved range, reliability, and maintainability. Evaluation of the prototype YSH-2G was completed in 1985. In general terms, the SH-2G is a retrofit of the SH-2F model.
The heart of the SH-2G(NZ)’s weapons platform is its Litton ASN-150/1553B tactical data system, APS-143 (V) 3 radar, Doppler APN-217 (V) 6 radar, FUR Systems AAQ-22 forward-looking infrared system, and Litton Amecon LR-100 electronic support measures ESM sensor system. These systems are operated from the two pilot analogue cockpit, with the observer (air¬borne warfare officer) occupying the left-hand seat. The helicopter’s missions are primarily surface sur¬veillance and anti-surface warfare, where the helicopter will conduct surveillance tracking and targeting and, if necessary, engage surface targets, but it is also capable of sub-surface weapon delivery and utility support, including search and rescue, replenishment, medical evacuation, naval gunfire spotting and troop transport for boarding operations.

In May 2006 the Royal Australian Navy’s fleet of 11 SH-2G(A) Super Seasprite was grounded with problems with their avionics and electronics systems. Service entry had been delayed by five years due to serious systems integration and software problems.

H-2 experiments included stub wings serving as sponsons and gunship version with Minigun chin turret among other weapons.

Kaman Aerosystems, are powered by two General Electric T700 turbines rated at 1,600 hp each. Measuring 16 meters in overall length with a 13.5-meter rotor diameter, they have a maximum take-off weight of 6,441 kg, a range of approximately 275 nautical miles, and a maximum endurance of around two hours and 45 minutes. Capable of reaching airspeeds near 130 KCAS, they feature a standard crew of three: a pilot, an observer responsible for warfare and mission coordination, and a helicopter loadmaster managing utility operations. Armament options include Penguin anti-ship missiles, Mk 46 torpedoes, and a door-mounted MAG 58 machine gun.

The SH-2G lineage traces its origins to the United States, where the type was developed in the 1980s as a modernized version of the SH-2F for use on naval vessels unable to accommodate larger helicopters like the SH-60B Seahawk. The SH-2G introduced more powerful engines, a reinforced upper fuselage, and improved avionics, including an Integrated Tactical Avionics System (ITAS) and digital automatic flight controls. Despite its eventual phaseout in the U.S. by 2001, the type continued to serve internationally, including with the Egyptian, Polish, and Peruvian navies.

The SH-2G(I)’s design emphasizes multi-role capability, supporting missions such as over-the-horizon surveillance using radar and FLIR systems, anti-ship strike with guided missiles, underwater warfare with torpedoes, as well as disaster response, medevac, and transport operations.

Gallery

UH-2A
Engine: 1 x GE T58-GE-8B, 1250-hp.

UH-2C
Engine: 2 x T58-GE-8B.

HH-2D
Engines: 2 x General Electric T58 GE 8F turboshafts, 1,350 hp each.
Length: 38 ft 4 in.
Rotor dia: 44 ft.
Speed: 168 mph.
Ceiling: 22,500 ft.
Range: 445 miles.

SH-2F Seasprite
Engine: 2 x GE T58 8F turboshafts, 1,350 shp (1007 kW).
Installed pwr: 2041 kW.
Rotor dia: 13.4 m (44 ft 0 in).
Main rotor disc area 141.25 sq.m (1,521.0 sq ft).
Fuselage length: 12.3 m (40 ft 6 in), (folded): 11.7 m.
Height: 4.72 m (15 ft 6 in).
No. Blades: 4.
Empty wt: 3193 kg (7,040 lb).
MTOW: 6033 kg (13,300 lb).
Max speed: 265 km/h (165 mph).
ROC: 744 m/min.
Ceiling: 6860 m.
HIGE: 5670 m.
HOGE: 4695 m.
Fuel cap (+aux): 1500 lt ( 455 lt ).
Range max¬ internal fuel: 680 km (422 miles).
Crew: 3.
Armament: one or two AS torpedoes (usually Mk 46).

SH-2G Super Seasprite
Engine: 2 x GE T700-401.
Instant pwr: 1259 kW.
Rotor dia: 13.41 m.
MTOW: 6124 kg.
Payload: 2107 kg.
Useful load: 987 kg.
Max speed: 141 kts.
Max cruise: 136 kts.
Max range: 869 km.
HIGE: 17,600 ft.
HOGE: 14,600 ft.
Service ceiling: 20,400 ft.
Crew: 3.
Pax: 8.

SH-2G(NZ)
Engines: 2 x T700 GE-401 gas turbines of up to 1723 shp each, plus one Garret GTCP36-150 APU.