The European helicopter forum in St Petersburg highlighted the Mil and Kamov design bureaux.
Alexander Velovich/MOSCOW
HIGH-RANKING representatives of major helicopter manufacturers from Europe and the USA attended the European helicopter forum in St Petersburg, Russia, from 2 August-2 September intent on exploring market opportunities opening in Russia and the CIS states.
Mil's Moscow helicopter plant is a market leader, with about 25,000 machines produced since its foundation in the late 1940s. This figure accounts for 95% of the total number of helicopters built in the former Soviet Union and Eastern Europe. Some 13,000-15,000 Mil helicopters are still operational and, as Mark Vainberg, Mil's general designer, says: "It is hard to find a country where there are no Mi-designated helicopters flying." Official records account for more than 3,000 Mil helicopters exported; sales of secondhand machines increase this substantially. During the 1970s and 1980s, between one-third and one-half of machines were exported.
For many years, the geography of the then Soviet Union dictated intensive use of civil helicopters. Vast, scarcely inhabited areas (such as Siberia and the Polar North) and the mountainous regions of the Central Asian republics, could be reached only by helicopter.
Without machines such as the Mil Mi-6 and the widely used Mi-8, the extraction and export of oil from Siberian oilfields would not have been possible. The Mi-8/-17 therefore became the most widely produced type in the Soviet Union. More than 10,000 Mi-8 variants were built, starting in the early 1960s, of which about 2,000 were exported.
In 1987, design work on a new-generation Mi-38 medium helicopter began. The Klimov TV-7-117 turbo-shaft engine, originally selected was replaced by the TVD-3000, with a take-off rating of 1,875kW (2,500hp) and an emergency rating of 2,800kW. The need to increase power was dictated by the safety requirement to continue take-off in case of engine failure. Take-off design weight was increased from 14,750kg to 15,600kg, providing payload capacity of 5,000kg internally or 6,000kg externally. This allows the Mi-38 to be a substitute for the Mi-8/-17 and partially for aging, heavy, Mi-6s.
The Mi-8's major shortcoming was outdated, unreliable avionics, as well as its lack of an international certificate. The Mil bureau therefore, launched a search for international partners and in 1990 talks began with Eurocopter. The result was the establishment of the Euromil joint venture in October 1994, in which Mil, Eurocopter, the KVPO Kazan series-production plant and the NPO Klimov engine-design bureau all took 25% stakes. Eurocopter is responsible for funding its part of the work - the avionics suite and international certification.
The partners aim for backing from the European Bank of Reconstruction and Development. Vainberg, speaking at MosAero '95 in August, said that he is not happy about Mi-38 development progress, caused by financing problems, but he is optimistic about upcoming negotiations with Eurocopter.
So far, Mil has built two Mi-38 mock-ups with differing internal configurations. KVPO Kazan has begun manufacturing tooling and subcontractors have been selected (but not yet fully paid) for parts and subassemblies of the first two prototypes - one flying and one for static structural load testing. First flight, planned initially for 1996, has been postponed to 1998, with customer deliveries due to begin in 2000. Although the Mi-38 is vaunted as a successor to the widely produced Mi-8, initial estimation of market capacity of 1,000 aircraft has been reduced to 400, of which three-quarters are expected to be to CIS operators.
The Mi-38 is designed as a next-generation helicopter, incorporating many advanced technologies such as elastomer bearings in the main and tail-rotor hubs, which, in turn, are constructed of titanium. The blades are of glassfibre-reinforced plastic, with coiled spars, and the tail rotor is X-shaped to reduce noise levels. The aircraft has a split-torque gearbox.
Many new technologies are to be incorporated in the avionics. The glass-cockpit concept is based on multi-functional electronic displays. The autonomous navigation system will be suitable for high latitudes. Several configurations are under consideration, combining global-positioning-system/GLONASS satellite navigation, with inertial and Doppler sensors. The flight-management and control systems allow automatic-route flight, hovering and approach to landing in International Civil Aviation Organisation Category 2 standards.
Among flight-safety design features is the emergency engine rating, introduced to compensate for the sudden failure of an engine. The hydraulic system is triple-redundant. Energy-consuming landing gear and crew and passenger seats are being designed to reduce the danger of crash-landing. Measures have been taken to develop a blast-safe fuel system.
For over-water flights, the Mi-38 may be equipped with an innovative emergency flotation system. The system, which uses inflatable disposable flat cushion floats mounted on the fuselage, is being flight-tested on an Mi-8.
A significant increase in engine life, to 12,000h, allows the aircraft to be operated for 12-15 years.
Research at windtunnels of the Central Aero/Hydrodynamics Research Institute has focused on maximising the aerodynamic efficiency of the main rotor and to decrease base drag and overall fuselage drag. Lift-to-drag ratio was raised by 20% by a new blade airfoil section and improvement of the fuselage configuration. Estimated sea level cruise speed was increased to 157kt (290km/h), about 22-27kt higher than that of the Mi-8. In the initial phase of flight tests, the speed will be limited to 140kt.
Configurations planned for the Mi-38 are:
cargo (5-6t of load internally/externally, respectively);
passenger (30 seats);
VIP salon (eight passengers and four stewards)
medical evacuation (six stretchers, four seated patients and four medics);
aerial reconnaissance.
KAMOV KA-62
The Kamov Ka-62 represents the first choice in 50 years of a conventional main/tail-rotor layout by the design bureau, which achieved remarkable results by using co-axial rotors in a long succession of models. Sergey Mikheyev, Kamov's general designer, explains that the co-axial system has its advantages, especially in the hover, a useful characteristic for anti-submarine and rescue operations, but the conventional main/tail-rotor layout produces less drag in cruise flight and gives more comfort to passengers.
The first Ka-62 prototype was shown at MosAero '95 and, according to Mikheyev, "...is now being prepared for flight tests". The maiden flight is expected by the end of the year and a second prototype is under construction. The powerplant consists of two RKBM Rybinsk RD-600 turbo-shafts, rated at 975kW, which are still in development. The engines for the first prototype have been built, says Mikheyev, but other power plants are also under consideration. Mikheyev says: "We are seeking to co-operate with foreign partners and are examining General Electric CT7 engines for the Ka-62." Anticipating that sales will grow of CT7-powered Russian aircraft, GE has signed a memorandum of understanding with Rybinsk for it to assemble, inspect and test the CT7.
The 6.5t Ka-62 will have a 2,770kg maximum commercial load, accommodation for 14-16 passengers and a range of 700km with standard fuel and payload; 345km with maximum payload, or 1,065km with an additional 390 litre fuel tank. Cruise speed is estimated at 140kt and static ceiling out of ground effect at 6,900ft.
Kamov believes that the Ka-62 may take a sizeable portion of the CIS medium-helicopter market, taking on some missions which were performed by heavier helicopters such as the Mi-8 when operational and fuel costs where not considered to be of great significance. Mikheyev believes that the Ka-62 can compete in the Sikorsky S-76 class, and that it will be priced more cheaply than its foreign counterparts.
The Ka-62 is planned for series production at the Ulan-Ude plant, which now produces the Mi-8/Mi-17. and Ulan-Ude general director Yuriy Kravtsov sees the new helicopter as dominating the plant. "We believe that the market need for the Ka-62 will load our production capacity to the full extent in the near future," he says. Ulan-Ude holds a unique position in Russian aviation, co-operating with three design bureaux simultaneously (Kamov, Mil and Sukhoi - which produces Su-25 attack aircraft). Kravtsov plans closer integration with Kamov, following the general trend of the Russian industry, but the form of such integration has yet to be defined.
Kamov is gaining experience on the international market with operations of its medium type, the Ka-32, in Albania, Canada, Morocco and Switzerland. The Ka-32A has won Russian certification, but the company understands the commercial necessity of internationally accepted certification. Intensive efforts have been made during the past 18 months to gain certification from the Canadian Ministry of Transport (MoT). According to an MoT delegation to production sites in Russia and Ukraine, which conducted eight test flights from the Kamov test base near Moscow, a list of requirements to be met for certification was accepted by the manufacturer, which responded with a plan of action.
Two more types in development, are the Ka-126 and the Ka-226 single- and twin-turbo-shaft derivatives of the Ka-26 piston engine, multi-purpose utility helicopter, of which 850 were produced in 1968-77 and many were exported to 15 countries. Both programmes are suffering from lack of funding and Mikheyev says that $20 million is needed to complete Ka-226 flight tests and start series production. The Kamov general designer is bitter about the recent purchase by Russia's Ministry of Emergency Situations of Eurocopter Bo.105s for its central aviation-rescue team. The major reason for the decision was the absence of light-to-medium-class Russian helicopters. "A Bo.105 costs as much as a Ka-32, and they could fly on a 10t machine, rather than a 3t one," says Mikheyev.
Campaigns by Kamov and Mil urging the Russian Government to buy indigenous, rather than imported, helicopters have produced some results. After a year of operational-evaluation flights of the Bell 206 by Moscow municipal police, the city authorities decided to buy several Mil Mi-34F light helicopters to perform police-patrol duties and two Kamov Ka-32A1s (a fire fighting version of the basic model).
On the military side, the design bureaux are involved in the seemingly endless competition to produce a new-generation combat helicopter for the Russian army. The Mi-28 Havoc and the Kamov Ka-50 Hokum were developed in the early 1980s and competitive flight tests appeared to favour the Kamov single-seat design. Mil has continued the development of its Mi-28, however.
Mil assembled and exhibited the first prototype of its Mi-28M at MosAero '95. Its general designer admits that the helicopter does not yet have some systems vital for 24h all-weather capability, but he expects those to be installed by the end of the year. The Ramenskoye Instrument Design Bureau is integrating weapons-control system and avionics in the Mi-28M.
Vainberg says that the Mi-28M has a redesigned main-rotor gearbox, produced by the Rostvertol series-production plant, which would eliminate problems encountered in development and evaluation. The helicopter also has new, swept, rotor-blade wingtips, improving aerodynamics.
Vainberg says that Sweden, which evaluated the Mi-28 this year, is interested in the helicopter. Mil is due to visit Sweden in October to take part in a combat-helicopter competition.
Kamov has exhibited a mock-up of a side-by-side twin-seat variant (the Ka-52) of the Ka-50, saying that the introduction of a second crewmember does not mean that the design bureau has abandoned its concept of a single-seat combat helicopter with a high level of automation of weapons delivery, but rather that the concept provides better opportunities for special missions. Some Russian army aviation experts believe that a mix of Ka-50s/Ka-52s would provide an ideal solution.
The side-by-side cockpit does not increase airframe cross-section and provides advantages in arranging the integrated instrument panel for both pilots, as well as better interaction between them in combat environment, says Kamov. Both seats have identical controls, so that either pilot can fly the helicopter, giving the Ka-52 an additional role as a combat trainer. The two-seat Hokum retains the unique ejection capability for both pilots, in which the rotor blades are first jettisoned.
MASS PRODUCTION
So far, the first batch of 12 Ka-50s has been produced by Arsenyev, but Mikheyev says, that further orders "are counted in units, not hundreds". Although the plant is ready for mass production. Russian army aviation does not have sufficient funds to procure more Ka-50s.
India may become the first foreign customer for the Ka-50 and Mikheyev says that negotiations continue on possible deliveries. Kamov would need an export licence, together with its series production plants, but Mikheyev is not confident that that would be granted by the Russian Government.
Another significant new Kamov design revealed at MosAero '95 was the Ka-31 shipborne early-warning helicopter, which underwent state-acceptance tests recently. The Ka-31 has a retractable 6 x 1m radar antenna. Mikheyev says that this engineering solution, unique to this class of helicopter, provides the Ka-31 with good aerodynamics and high cruise speed to the patrol zone. The Ka-31 may be based on any ship, which accepts the Ka-27 search-and-rescue helicopter.
However ambitious the plans and designs of the two Russian helicopter-design bureaux may be, a difficult economic situation keeps many of them firmly on the ground. Vainberg acknowledges that commercial realities forced Mil to place more emphasis on the modernisation of current types, rather than on developing new ones and, even to offer qualified overhaul services at the bureau's prototype plant for helicopter operators. "The general situation in our company, as probably with everybody else in the industry, is hard, but there are grounds for optimism in the near future," concludes Mil.
Source: Flight International
