Ka-126 with two 420shp Allison 250-C20B turboshafts, deeper and wider two-seat cockpit with large windshield and nose, reshaped tail fins, modified transmission, enlarged cabin section with larger windows. Prot. FF 4 Sep. 1997.
R.Simpson "Airlife's Helicopter and Rotorcraft", 1998
TYPE: Light utility helicopter.
PROGRAMME: Turbine version of Ka-26, of which 816 built between 1968 and 1977. Announced at 1990 Helicopter Association International convention, Dallas, USA. Developed originally for Russian TsENTROSPAS disaster relief ministry, which is providing significant funding. First flight (RA-00199), at Lyubertsy, 3 September 1997; "official" first flight on following day. Flew total of four sorties by 31 December 1997. Began AP-29 certification testing on 28 March 2001. State ground testing of Ka-226 second prototype completed at Strela's Orenburg plant on 6 March 2000. KAPP built two prototypes, of which first was rolled out at Kumertau on 29 May 1998; first production aircraft from KAPP was due to have flown in 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". Prototype destroyed in ground resonance incident, November 2002.
Named Sergei in 1999, honouring politician Sergei Shoigu, but programme 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. Batch of Rolls-Royce engines ordered by Kamov in July 2000.
Ka-226A: As described.
Ka-226-50: Designation first revealed in September as "improved" version.
CUSTOMERS: 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.
COSTS: US$1.5 million (2000). Development cost Rb108 million (1999).
DESIGN FEATURES: Classic Kamov utility helicopter, featuring interchangeable mission pods. Refined development of Ka-26/126; new rotor system with hingeless hubs and glass fibre/carbon fibre blades; changes to shape of nose, twin tailfins and rudders, and passenger pod; passenger cabin has much larger windows and remains interchangeable with variety of payload modules including agricultural systems with hopper capacity of 1,000 litres; Kamov BP-226 transmission; new rotor system, interchangeable with standard coaxial system, will become available later.
FLYING CONTROLS: Assisted by irreversible hydraulic actuators. Automatic rotor constant-speed control; conventional four-channel control (longitudinal, lateral, cyclic and differential pitch). Two endplate fins and rudders, toed inward 15°; fixed horizontal stabiliser.
STRUCTURE: Primarily of aluminium alloys, steel alloys and composites 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.
LANDING GEAR: Non-retractable four-wheel type. Main units at rear, carried by stub-wings. All units embody oleo- pneumatic shock-absorber. Mainwheel tyres size 595x185, pressure 2.50 bar + 0.50; forward tyres size 300x125, pressure 3.50 bar + 0.50. Forward units of castoring type, without brakes. Rear wheels have pneumatic brakes.
POWER PLANT: Two 335kW Rolls-Royce 250- C20R/2 turboshafts, side by side aft of rotor mast, with individual driveshafts to rotor gearbox. Two 335kW Rolls-Royce 250-C20B engines in prototypes. Transmission rating 626kW. Alternatively, two Progress (ZMKB) AI-450 turboshafts, each 331kW or two Turbomeca Arrius 2G (500 kW) or Klimov VK-800 turboshafts (588kW). Standard fuel capacity 770 litres, in tanks above and forward of payload module area. Provision for two external tanks, on sides of fuselage, total capacity 320 litres.
ACCOMMODATION: Fully enclosed and lightly pressurised flight deck, with rearward-sliding door each side; normal operation by single pilot; second seat and dual controls optional. Cabin ventilated, and warmed and demisted by air from combustion heater, which also heats passenger cabin when fitted. Space aft of cabin, between main landing gear legs and under transmission, can accommodate variety of interchangeable payloads. Cargo/ passenger pod has two bench seats, each accommodating three persons; one bench faces forward, the other, rear; baggage compartment behind rear wall. Seventh passenger beside pilot on flight deck. Provision for cargo sling. Ambulance pod accommodates two stretcher patients, two seated casualties and medical attendant. For agricultural work, chemical hopper (capacity 1,000 litres) and dust spreader or spraybar are fitted in this position, on aircraft's CG. (Flight deck pressurisation protects crew against chemical ingress.) Aircraft can also be operated with either an open platform for hauling freight or hook for slinging loads at end of a cable or in a cargo net.
SYSTEMS: Single hydraulic system, with manual override, for control actuators. Main electrical system 27V 3kW DC, with back-up 40Ah battery; secondary system 36/115V AC with two static inverters; 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 bar. Oxygen system optional.
AVIONICS: Cockpit instrumentation and avionics - to customer's choice, including Bendix/King equipment for IFR flight.
EQUIPMENT: Specially equipped payload modules available for variety of roles, including ambulance and agricultural duties. ARMAMENT: Optional provision for light weapons.
Jane's All the World's Aircraft, 2004-2005
Ka-226 is intended for carrying passengers and cargo, and performs a wide range of tasks in the interests of various ministries and operators. 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..
Ka-226 helicopter has 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 coaxial rotor scheme makes Ka-226 helicopter highly maneuverable and eliminates the drawbacks resulted from the tail rotor of a single-rotor helicopters when maneuvering in the vicinity of various obstacles, and in particular, in turbulent atmosphere.
Ka-226 is a derivative of a well-known Ka-26 helicopter which fleet has flown nearly 3 million hours. The helicopter inherited the best qualities of its predecessor: simplicity of piloting techniques, low vibration level, reliability, flight safety and unpretentiousness in operation. The upgrading of the helicopter included replacement of piston engines to 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 design and manufacturing technology of Ka-226 satisfies modern production technologies ensuring long service life.
Modular design of the helicopter makes it possible to quickly develop new application versions of Ka-226. The basic version main roles are transportation of passengers and cargoes. Medical and police versions are also available. For the Ministry of Emergency situations an emergency-rescue version of Ka-226 is developed. At customer's options the export version of Ka-226 is equipped with western avionics.
Technical data for Ka-226
Engine: 2 x Allison250-C20B turboshaft, rated at 308kW, rotor diameter: 13.0m, fuselage length: 8.1m, height: 4.15m, take-off weight: 3100kg, max speed: 205km/h, cruising speed: 192km/h, rate of climb: 11.7m/s, range: 600km, endurance: 4.6h, payload: 1300kg