The Ka-226 as a derivative of the Ka-26, has gas turbine engines, installation of new, aerodynamically more perfect, rotors, arrangement of new on-board avionics package and provision for comfortable conditions for the pilot and passengers. The Ka-226 has a coaxial rotor scheme with two three-blade rotors of 13-m diameter. The polymeric composite blade with advanced aerodynamic profile is semi-rigidly attached to the hub by a torsion bar. The helicopter features modular design (detachable transport-passenger cabin) and four-leg non-retractable landing gear. The helicopter is equipped with up-to-date on-board equipment package and complies with the national aviation standards, as well as FAR requirements, categories A and B.
The Ka-226 was announced at the 1990 Helicopter Association International convention, Dallas, USA, and developed originally for the Russian TsENTROSPAS disaster relief ministry, which provided significant funding.
First flown (RA-00199), at Lyubertsy, on 3 September 1997, the “official” first flight was on the following day. The prototype flew four sorties by 31 December 1997, and began AP-29 certification testing on 28 March 2001. State ground testing of Ka-226 second prototype was completed at Strela’s Orenburg plant on 6 March 2000.
KAPP built two prototypes, of which the first was rolled out at Kumertau on 29 May 1998. The first production aircraft from KAPP was due to have flown in the first quarter of 2002 but remained under construction in mid-2002. Planned certification in third quarter of 2002 was not achieved, being reportedly “seriously delayed”. The prototype was destroyed in ground resonance incident in November 2002.

Named Sergei in 1999, honouring politician Sergei Shoigu, the programme was also guided by Sukhoi General Designer, Sergei Mikheev. By mid-2000, Moscow regional government had provided Rb 12 million in development funding and was beginning disbursements under second programme valued at Rb4 million. Initial deliveries due in first half of 2000, but not effected. Prototypes built jointly by Kamov, Strela, KAPP and Ufa Motors, with final assembly by KAPP and Strela for production aircraft.

Strela scheduled to have delivered five preproduction helicopters to Kamov at Lyubertsy by mid-2000; these for MChS Rossii but not supplied until 2003, when one exhibited at MAKS ’03. KAPP designated second production plant; first batch of five under construction by 2001. Motor-Sich of Zaporozhye, Ukraine, negotiated with Kamov in June 2000 to build Ka-226s powered by indigenous ZMKB AI-450 engine; agreement on AI-450 installation signed 15 August 2001. On 19 October 2001, however, Motor Sich announced it would source all Ka-226 components with Ukrainian industry, if decision to proceed were taken. Programme launch was reportedly imminent in late 2002. MoU on use of Turbomeca Arrius 2G signed in August 2001 with NPO Saturn and French manufacturer; collaboration agreement followed on 16 April 2002, with intention of certifying Arrius Ka-226 in September 2004 after trials of three prototypes.
Orders by January 2002 totalled 66: Gazprom 50, Moscow City 10, TsENTROSPAS five and Bashkiriya one.
Identified requirements include up to 20 for City of Moscow for patrol and medevac; some 250 for MChS Rossii/TsENTROSPAS disaster relief organisation; and up to 75 for Gazprom in gasfield support role. Firm order for 25 reportedly received from TsENTROSPAS by 1997, but quantity had reduced to 10 by 1999; by mid-2000 this quoted as five firm (to be first five production aircraft) and further 15 to be ordered by 2002; manufacture by Strela which had completed first two (including one in medevac configuration) by early 2002. Bashkiriyan local government ordered one Ka-226-50 in September 2001; this accepted 28 December 2001 (when still not cleared for flight) and due for trials at Zhukovsky before service entry. Funds for 22 of initial Gazprom order for 50 had been transferred by 2001, this initial batch, built by Strela, to have been received by 2005 (although formal signing of order for 50 was undertaken at Moscow Salon in August 2001).
Moscow city government signed US$1.5 million order for 10 in December 2001, delivery over two years, but later announcement indicated that funds had not been earmarked; Moscow’s helicopters to be built by KAPP. City allocated initial Rb33 million in 2002 and intends to receive three helicopters in 2003, four in 2004 and final three in 2005. Ka-226 was beaten by Kazan Ansat in competition to supply new training helicopter to Russian armed forces, announced September 2001, although small number of Ka-226s required by Russian Navy.
To 1999, development cost was Rb108 million.
Featuring interchangeable mission pods. Refinements of the Ka-26/126 include a new rotor system with hingeless hubs and glass fibre/carbon fibre blades, changes to the shape of the nose, twin tailfins and rudders. Payload modules include an agricultural systems with a hopper capacity of 1,000 litres.

The Ka-226 features 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. Rotor blade overhaul interval 2,000 hours; total life 6,000 hours, but to be extended by increments to 18,000 hours.
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 have no brakes. The rear wheels have pneumatic brakes. Mainwheel tyres size 595 x 185 mm, pressure 2.5 bars + 1.0; 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. Forward units of castoring type, without brakes. Rear wheels have pneumatic brakes.

Two 335kW Rolls-Royce 250- C20R/2 turboshafts are side by side aft of rotor mast, with individual driveshafts to the rotor gearbox. Two 335kW Rolls-Royce 250-C20B engines were in the prototypes. The transmission rating is 626kW. Alternatively, two Progress (ZMKB) AI-450 turboshafts, each 331kW or two Turbomeca Arrius 2G (500 kW) or Klimov VK-800 turboshafts (588kW) may be fitted. Standard fuel capacity is 770 litres, in tanks above and forward of the payload module area. Provision for two external tanks, on sides of fuselage, has a total capacity of 320 litres.

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. Flight deck pressurisation protects crew against chemical ingress. 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.

The cost in 2000 for the Ka-226A was US$1.5 million.

The Ka-226-50 is an “improved” version.

Engine: 2 x Allison 250-C20B.
Instant pwr: 313 kW.
Rotor dia: 13 m.
Fuselage length: 8.1m
Height: 4.15m
MTOW: 3400 kg
Payload: 1300 kg
Useful load: 1448 kg
Max speed: 111 kts
Max cruise: 104 kts
Max range: 602 km
HIGE: 6623 ft
HOGE: 4197 ft
Rate of climb: 11.7m/s
Endurance: 4.6h
Service ceiling: 16,557 ft
Crew: 1
Pax: 7

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.

Ka-62
Passengers: 16
Engines: 2 x Rybinsk RD-600 turboshaft, 955kW
Main rotor diameter: 13.5m
Fuselage length: 13.25m
Height: 4.1m
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.
Range: 720km
Payload: 2000-2500kg
Crew: 1-2
Pax: 14

The original coaxial rotor, twin tail, single-engined V-60 won the Soviet Army lightweight helicopter and Mi-8 replacement competition against the twin-engined Mil Mi-36 in 1982.
Subsequently the design was considerably modified to achieve greater speed through adoption of a single five-blade main rotor of 13.5-m diameter and Fenestron-type tail rotor with eleven blades.
The polymeric composite blade is attached to the hub by a torsion bar. The airframe features large door openings on both fuselage sides, retractable three-leg energy-absorbing landing gear. The seats of the crew and the troopers are energy attenuating seats. The pilot-in-command is on the right-hand seat. The power plant of the helicopter is two modular-design engines developed by Rybinsk Motor Design Bureau, headed by Mr. A. Novikov, Designer General.
Particular attention is paid to the increased combat survivability means of the helicopter. All principal systems and units of Ka-60 are duplicated and separated. The composite polymeric materials that make about 60% of the helicopter structural weight add to the survivability of the helicopter being more resistant to the combat damages. The foam polyurethane that filled the tanks prevents the danger of the fuel explosion.
The basic avionics suite for all versions is the one for transport assault helicopter. This suite ensures operational missions in daytime and night, in VFR and IFR conditions.
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, the main blades to 23mm shells. The gearboxes will run without oil. The main rotors are advanced technology with sweptback tips. Production versions were to have a slower-turning five-blade rotor. Undercarriage is a reverse tricycle. The Ka-60 has IR- and radar-absorbent coatings.
Accommodation is for up to 16 infantry troops or six stretchers and three attendants. The pilot (starboard) and co-pilot/gunner (port) sit side by side. There is provision for dual controls, with the control stick top common with the Ka-50/52. The cockpit has a three-screen EFIS. Avionics include a Pastel RWR and Otklik laser warning system, and an Arbalet MMW radar with an antenna in the nose.
The Ka-60 is fitted with a cargo hook.
Armament can be carried on a one-piece transverse boom through the cabin, to the rear of the doors, to provide suspension for total of two B-8V-7 seven-round 80mm rocket pods, two 7.62mm or 12.7mm gun pods, or similar armament.
The prototype has RKBM Rybinsk RD-600V Turboshafts, as the Ka-62, but the production engine was to be the 1,103kW Klimov VK-1500. RRTM RTM322 or GE CT7 were available in the export versions.

The first flight was originally due 1993, but the programme was slowed by funding shortages, and the priority changed to promotion of a civil variant (the Ka-62).
The Ka-60 was officially revealed at Lyubertsy on 29 July 1997, when the prototype was close to completion. The first (601) flew on 10 December 1998, made a second sortie on 21 December, and the first official flight on 24 December. All were hovering flights.
The international debut was at MAKS ’99, Moscow, in August 1999. The first ‘forward flight’ was on 24 December 1999. Further testing was intermittent, due to irregular Ministry of Defence funding, but production versions of the RD-600V turboshaft were installed in mid-2002. At this time, it was stated only that the prototype had completed “several” flights, although State Trials were not due to begin until early 2003.
Conflicting reports quote both Arsenyev and Ulan Ude as prospective production lines. However, LMZ (later LAPIK, part of RSK “MiG”) was reported in April 2000 to be preparing for production and in mid-2001 was building second prototype, which to be completed as a trainer in Ka-60U configuration. This entered final assembly in July 2002, although RD-600 engines became due to have been received late 2002. Displayed (marked as 602) at MAKS ‘03, Moscow, August 2003. Series production at LAPIK was due to begin in 2003.
The Ka-60U cost US$1.7 million in 2000. In August 2002, it was announced that power plant was to be changed to Klimov VK-1500 to increase participation by RSK “MiG” group.
A smaller variant of Ka-60 was reported in mid-2001 to have been offered to Russian Navy.

Versions:
Ka-60U – Pilot and aircrew training
Ka-60K – Utility, shipborne over-the-horizon targeting
Ka-60R – Reconnaissance

Ka-60
Crew: 1-2
Engine: 2 x Rybinsk RD-600 turboshaft, 975kW
Main rotor diameter: 13.5m
Max take-off weight: 6500kg
Max speed: 300km/h
Cruising speed: 265km/h
Hovering ceiling: 2100m
Service ceiling: 5150m
Range: 700km
Payload: 2000-2750kg