The Kamov Ka-18 (NATO reporting name Hog) was a four-seat development of the Ka-15M. Retaining the same engine, rotor, transmission, control systems and landing gear, the main changes were to the fuselage, which was stretched to make room for two passengers and a baggage compartment (up to 200kg). The doors hinged at the rear, and 176 litres of fuel was in floor tanks. De-icing of the blades and windscreen used alcohol, and an exhaust heater muff fed hot air on demand to the cabin. The prototype was completed in 1956 and flight testing began early in 1957.
In 1958 the Ka-18 was awarded a Gold Medal at the World Exhibition in Bruxelles. The Ka-18 was produced with blind-flying instruments and an optional 70-litre ferry tank for AV-MF, VVS and Aeroflot. A limited number of the Ka-18 were built for use as air ambulances and for forestry patrol, geological survey and agricultural work. Towards the end of 1960, the production aircraft were given a 275hp AI-14VF engine (VF stands for Vertolet Forsirovannie meaning helicopter with turbocharger) instead of the AI-14V, thus enabling the payload to be increased by about 100kg and the ceiling by 300-500m. The chord of the end plate fins was also enlarged. There was a Uka-18 dual control variant. Approximately 200 were built.
Ka-18 Crew: 1 Passengers: 3 Engine: 1 x Ivchenko AI-14VF, 200kW / 280 hp Rotor diameter: 10.0m Length: 10.0m Height: 3.4m Max take-off weight: 1502kg Max speed: 160km/h Cruising speed: 130km/h Service ceiling: 3500m Range with max fuel: 450km Range with max payload: 300km
Shipboard operations with the Ka-10 showed the necessity to start the construction of a new rotary-wing machine capable of lifting greater loads and less restricted by weather conditions. In 1950 AV-MF wrote an outline requirement for a larger two-seat helicopter with an enclosed cabin and much greater endurance.
These requirements were met by the Ka-15 which, like its predecessors, featured the co-axial layout. It was a two-seat helicopter with side-by-side seating for the pilot and a mission equipment operator or a passenger. The rotor hubs and blades were scaled up but compared with Ka-10M, the only significant change was low-density foam filling the blades between ribs and taper of blades towards the tip. The airframe was welded steel tube, with a covering of ply or dural removable panels and thin plastic glazing and sliding side doors round side-by-side cockpit ahead of rotor, with the engine behind. The powerplant was a 225hp AI-14V air-cooled radial engine installed at the center of the fuselage, but towards the end of 1960, most Ka-15Ms were given uprated 275hp AI-14VF engines. The engine was mounted with the crankshaft horizontal, driving a cooling fan, 90 degree angle drive to the rotor via over-running clutch, and DC generator starter. From the engine to tail was of stressed-skin dural construction, with a fixed tail comprising braced tailplane and two endplate fins toed in at front (parallel on some Ka-15s), with pedal-driven rudders for yaw control. The Ka-15 made its first flight on April 14, 1953 at the hands of test pilot D.K.Yefremov. State acceptance trials were completed in 1955, and next year the helicopter entered production at aircraft factory No.99 in Ulan-Ude. Most fitted with two main and two nose landing wheels, plus tail bumper. The nose wheels were castoring and the main wheels were braked. At least one had pontoons and one with three skis. AV-MF used substantial number for liaison, ship-based recon and dual Uka-15 for training. Ship trials in 1954 included dripping sonar, but it was unable to carry the equipment needed for ASW missions. The leadership of the Soviet Navy ordered a fly-off between the Ka-15 co-axial helicopter and the Mil Mi-1 single-rotor helicopter, during which both types operated from the cruiser “Mikhail Kutuzov”. By virtue of its small size and manoeuvrability the Ka-15 successfully performed take-offs from and landings on the ship’s small helipad even in sea state 6 conditions. Conversely, the Mi-1 was considerably hampered by its long tail boom and tail rotor and could not operate when air turbulence and pitching and rolling motion of the ship were present. The results of the fly-off finally convinced the Navy that choosing the co-axial layout for a shipboard helicopter was the right decision.
The ASW version the Ka-15 was fitted with two RGB-N sonobuoys or with the SPARU-55 automatic airborne receiver unit. One of such helicopters dropped sonobuoys in the designated part of a sea, the other received information from them about the presence or absence of a submarine. Once a submarine was detected, a third Ka-15 equipped with the OPB-1R sight and two 50-kg depth charges entered service. The first units equipped with Ka-15 helicopters were formed in 1957-58. In 1958 work commenced on equipping the destroyer “Svetly” (Project 57) with a helipad. In 1960-1961 the Navy took delivery of eight Project 57 ships featuring helipads, support equipment for helicopter operations and accommodation for pilots and maintenance personnel.
The Ka-15 evolved into a number of specialized versions, including the multi-purpose Ka-15M, the UKa-15 dual-control trainer version and the four-seat Ka-18. In each case prototype construction began at factory No.82 in Tushino and was completed at the OKB’s own experimental shop near Ukhtomskaya railway station.
The Ka-15 and its versions remained in service for almost 20 years. Between 1958 and 1963, rotor blades of new design were developed, tested and introduced on the Ka-15M and the Ka-18. They were made of composite materials which improved the lift/drag ratio of the rotor and extended the service life of the blades. In 1958-59 test pilot V.V.Vinitsky established two world speed records on the Ka-15M (5 May 1959 170.455km/h over 500km). The Ka-15 marked the beginning of co-axial helicopters operations in the Navy and Civil aviation, the Soviet state airline. As was universally acknowledged, V.B.Barshevsky, M.A.Kupfer, N.N.Priorov, A.J.Vlasenko and D.K.Yefremov made major contribution to the development of the Ka-15. From 1958 civil Ka-15M used for many roles including ag-spraying; Ka-15S equipped to carry two external stretchers. The NATO reporting name for the Ka-15 is Hen.
Ka-15 Crew: 1 Passengers: 1 Engine: 1 x AI-14V, 188kW / 225 hp Rotor diameter: 9.96m Fuselage length: 6.26m Height: 3.35m Width: 2.85m Max take-off weight: 1370kg Empty weight: 968kg Internal payload: 364kg Max speed: 155km/h Service ceiling: 3050m Range: 350km
By 1948 Kamov had completed drawings an improved and enlarged (but still single-seat) machine. The structure was similar to the Ka-8 but refined. A co-axial helicopter for observation and liaison duties designated Ka-10, it was designed to meet a general operational requirement (GOR) submitted by the Naval Air Arm.
The rotor diameter was increased by 0.2m over the Ka-8, and blade camber was introduced. Significant changes were made to the helicopter’s control system.
The AI-4G engine was completely new, designed by Ivchenko for this application with two stages of reduction gearing, freewheel with centrifugal clutch and improved power split between rotors. It was fitted with electric start and engine-driven cooling fan.
The first Ka-10 was flown by D.K.Yefremov in September 1949. It was followed by three more prototypes and eight Ka-10M pre-production models; the latter were distinguished by the fact that they had a different rotor assembly and an endplate fin tail unit instead of the single fin of the Ka-10.
These helicopters were tested at length by AV-MF, and one made the first Soviet deck landing on 7 Dec 1950. ASCC reporting name “Hat”.
Ka-10 Crew: 1 Engine: 1 x AI-4G, 40kW Rotor diameter: 5.8m Fuselage length: 3.9m Height: 2.5m Width: 1.97m Max take-off weight: 370kg Max speed: 90km/h Service ceiling: 2500m Range: 170km
Official disinterest in autogyro made Kamov switch to helicopters, and he decided to build one-man Vozdushnii Mototsikl (flying motorcycle) for civil or military use in 1946. It is reported to have taken 18 months before permission was granted to organize a small informal group and build the Ka-8. The design featured coaxial rotors, each with three built-up wooden (mainly spruce) blades of NACA-230 profile with glued construction and fabric covering. Metal root of the blades was held in the hub with drag and flapping hinges driven by superimposed swashplates moved directly by pilot. The rest of the airframe was welded steel tube, with the pilot and fixed fin at the rear and the engine and fuel tank at front, resting on two pontoons of rubberized fabric.
The Ka-8 was powered with a 27 hp motorcycle engine, boosted to 45 hp by using alcohol for fuel. First flown in 1947, piloted by Mikhail Gurov, the low output of the two-cylinder motorcycle engine and its unsuitability for aeronautical use handicapped the aircraft. The handlebar flight control was replaced by a vertical collective and cyclic levers, pontoons tapered front to rear, and the fin was changed to rudder driven by pedals. It was the first single-place helicopter built in USSR. The Ka-8 “Irkut” performed on July, 25, 1948 at the Tushino airfield in Moscow during the airforce parade. Only three were built.
After this aircraft made its successful flights Nikolai Kamov was ordered to design the new helicopter for Soviet Navy.
Ka-8 Crew: 1 Engine: 1 x M-76, 20kW Rotor diameter: 5.6m Length: 3.7m Height: 2.5m Max take-off weight: 275kg Empty weight: 183kg Max speed: 80km/h Service ceiling: 250m Hovering ceiling: 40m-50m
Kamov took job of chief designer in factory at Smolensk opened 1939 to make production autogyros (beginning with A-7-Za). Kamov obtained permission to build a side-by-side observation machine with side doors. The AK was fitted with tricycle gear, a single fin rudder on struts from rotor head and main gears, and no wings. Work was delayed by evacuation in July 1941 but work restarted at a new facility in Lake Baikal region in 1942. The project was abandoned 1943 because of termination of interest by VVS.
AK Engine: 1 x MV-6 Rotor diameter: 13.5m Loaded weight: 1317kg Empty weight: 1026kg Max speed: 176km/h Ceiling: 4,700m
This autogyro designed by Kamov was considerably more stream-lined than its predecessors. The rotor had three blades, the fuselage was completely covered by a light alloy skin and the landing gear was streamlined. A later version, the A-7-3, which had two small fins below the stabilizer, was used during the last war for some observation missions. Kamov created the only (in the World) armed autogyro (A-7-3) that saw (limited) combat action.
A major reconstruction of the KaSkr-1 with much more powerful cowled engine resulted in the KaSkr -2. Other minor changes included a rudder of better shape. First flown in 1930, it was operated on skis in the winter of 1930-31. Pilot D.A.Koshits had flown the KaSkr-2 on 90 occasions by late 1931. The KaSkr-2 led to the 2-EA and A-4 at CAHI.
Designated from Kamov and N.K.Skrzhinskii, autogyro Krasnyi Inzhyener (Red Engineeer) was based on the Cierva C.8 using an Avro 504 (U-1) fuselage, landing gear and most of flight controls. The original rotor had four braced blades, and small wings were fitted. The first ground running test was 1 Sept 29. The rotor began to spin, but the control system proved ineffective and was subjected to major changes. The U-1 rudder was changed for a larger surface, then the torque of the engine/propeller almost overturned machine. This was rectified by hanging an 8kg weight under the right wingtip. Test pilot I.V.Mikheyev was unable to fly aircraft because of a lack of power. The KaSkr-1 was rebuilt as the KaSkr-2.
KASKR-1 Engine: 1 x M-2, 90kW / 100 hp Rotor diameter: 12m Fuselage length: 8.8m Max take-off weight: 950kg Empty weight: 750kg Max speed: 90km/h Operating ceiling: 15-25m Endurance: 1.5hr Crew: 1
Nikolai Il’yich Kamov was born in 1902. In 1923 he graduated from the Tomsk Technological Institute. From 1923 to 1931 he worked at a number of the USSR’s aircraft factories having various posts, including those of brigade chief and leading designer in the design bureau of D.P.Grigorovich. From 1931 to 1948 (with short pauses) he headed separate brigades and an experimental design group in TsAGI. Between 1928 and 1943 he was engaged in the design and construction of autogyros. Nicolai Kamov started building his first rotor-winged aircraft in 1929, together with N.K.Skrzhinskij. The first Soviet Autogiro was designed by Kamov and Skrzhinskii based on Cierva models. In 1945 he started the design work on a co-axial helicopter. Kamov gained distinction for lightweight single-seat helicopters after Second World War, including Ka-8 of 1947. On October 7, 1948 the Minister of Aviation Industry M.V.Khrunichev issued Directive No.772 ordering the establishment of the Experimental Design Bureau No.2 (OKB No.2) headed by N.I.Kamov. The OKB was to be hosted by the State All-union Experimental Factory No.3 in Sokol’niki, a district of Moscow. In accordance with this directive all the specialists of the group which had been developing the Ka-8 on a voluntary basis were transferred to Kamov’s OKB-2. The aircraft factory No.3 of the Ministry of Aviation Industry was considered to be, for all practical purposes, the base enterprise of the OKB headed by chief designer I.P.Bratukhin. It comprised several production shops and divisions, including the flight test facility at the Izmaylovo airfield (then a suburb of Moscow). The OKB-2 occupied the rooms allocated to it at the premises of this enterprise. Its staff rendered considerable assistance to the speedily growing brigades of the OKB-2 in establishing themselves and gaining the necessary practical experience in design and calculation work. This was followed by the single-seat Ka-10 of 1950 appearance as a piston-engined helicopter for shipbome observation duties, with two contrarotating rotors and no anti-torque tail rotor; these rotor design features were to be found in most subsequent Kamov helicopters. The Ka-15 two-seater of the 1950s used for agricultual work in addition to naval anti-submarine and other roles, and the Ka-18 four-seat development was flown in 1957 and widely operated on varied civil tasks. The Ka- 22 Vintokryl was a very large twin-turboprop convertiplane, first seen in 1961, and established many world records. The twin-turboshaft powered Ka-25 was first flown in April 1961 and deployed by the Soviet Navy as a shipborne anti-submarine warfare helicopter, and also for target acquisition, joining the Navy from 1972 and manufactured up to 1977. The more capable Ka-27 was first flown in August 1973 and joined Soviet Navy from 1981, with the Ka-28 as an export version. The related Ka-29 first flown in July 1976 as a shipborne assault and transport variant plus the Ka-33 export model without weapons. The Ka-31 was flown in October 1987 as a shipborne AEW&C variant, and Ka-32 first flown October 1980 as civil model for transport, flying-crane, rescue, offshore support, patrol, firefighting and other uses, with the Ka-327 as a maritime patrol version of the Ka-32. The piston-engined civil Ka-26 first flew in 1965 (some military use), with the modern Ka-126 (first flown in October 1987) and the Ka-128 turboshaft developments. All having pod-and-boom fuselages to allow attachment of modules aft of cockpit for various cargoes (from passenger carrying to agricultural equipment) or left open for flying-crane duties. A new twin-turbine development is the Ka-226 (first flown September 1997). The Ka-50, was first flown in June 1982 as a single-seat combat helicopter, with the Ka-50N Black Shark night-attack version flying March 1997, while side-by-side two-seat derivative became the Ka-50 Alligator (first flown in June 1997). 1995: 8a March 8th St., Lubertsky, Moscow Region 140007, Russia. In 1996, Kamov became a member of MIG MAPO-M. A military multipurpose twin-turboshaft helicopter is the Ka-60 for 10 equipped troops (rolled out July 1998), with a 16-passenger civil version as the Ka-62. A light single-turboshaft Ka-115 was to fly in 1999, carrying pilot and up to four passengers.
