Rescue kits are some of the specialist equipment carried by Russia’s Ministry of Emergency Situations’ Helix fleet. KumAPE

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The Kamov Ka-32 Helix-C, with its distinctive co-axial rotor design, has not been built in as many numbers as other Russian helicopters like the Mil Mi-8/Mi-17/Mi-171 Hip family. Some 170 examples of the Ka-32 have been

built compared to more than 17,000 Hips. But, unlike the latter, the Ka-32 has been purchased not just by domestic government customers in Russia and ex-Soviet republics, but also by buyers in Europe, North America and Asia.

Production of this workhorse by Kamov, at its Kumertau Aviation Production Enterprise (KumAPE) factory in southern Russia, began in the mid-1980s. It is set to continue for at

least another decade as demand is ongoing for a type that’s able to carry out numerous civil utility roles ranging from transport to firefighting and aerial crane services.

Military LineageThe Ka-32’s development is a good example of how a successful civilian helicopter was produced by adapting a robust military design. It was derived from the Ka-27, conceived

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originally for shipboard operations in extreme climatic conditions. Serial production of the Ka-27, which made its maiden flight on August 8, 1973, was launched in 1977. Its three-blade co-axial contra-rotating main rotors, combined with a relatively small fuselage, provided superb single-pilot handling characteristics, making it perfect for

operations on small ship decks in headwinds of up to 70km/h (39kts) and crosswinds of up to 35km/h (19.5kts0. The co-axial rotors also provided stability in the hover.

The first variant of the Ka-32, the Ka-32S, was based on the Ka-27PS military SAR version. The first example took to the air on October 8, 1980, in the capable hands of Kamov’s famous test pilot, Evgeny Laryushin. Just like its Ka-27 forebear, the Ka-32S was

designed to operate independently from ground support equipment for prolonged periods. For instance, it featured an auxiliary power unit (APU) for engine starting and powering all essential electrical and hydraulic services, eliminating the need for outside ground electric power and hydraulic units.

The Ka-32S established seven time-to-altitude and altitude world records between 1983 and 1985. These included reaching a

Kamov Ka-32 is one of the most successful Russian helicopter exports, as Alexander Mladenov reports

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maximum altitude without payload of 8,250m (27,066ft), an altitude of 6,400m (20,997ft) with a 2,000kg (4,409lb) payload and climbing to 6,000m (19,685ft) in four minutes and 46.5 seconds. The Ka-32S had another significant achievement during the flight test programme when a production-standard example, without any special modifications, landed on Mt Elbrus, the highest peak in the Caucasus mountains at 5,621m (18,441ft). The Ka-32S made its international debut at the 1985 Paris Air Show and the same year the new type entered production at Kumertau, being delivered to its first customers in 1988.

Harsh ConditionsThe Ka-32S was intended primarily for ice surveillance, patrol and search and rescue (SAR) missions based aboard Soviet nuclear-powered ice-breakers. Like the Ka-27, it was tailor-made to withstand the harsh and extremely cold conditions in the Arctic by being equipped with a powerful electric anti-icing system for the rotor blades and engine intakes and windscreen de-icing.

The Ka-32S retains both the Ka-27PS’s search radar and comprehensive navigation suite to enable routine operations in adverse weather conditions and over vast, featureless seas. It also has the pop-out flotation system for emergency landing on water. Both the Ka-27 and Ka-32S were powered initially by a pair of Klimov TV3-117V engines. These were later superseded by the TV3-117VMA, which

has a maximum take-off power rating of 2,200shp (1,640kW) and an emergency power rating in one engine inoperative conditions of 2,400shp (1,789kW), maintained at altitudes of up to 6,000m (19,685ft). The fuel tanks, which provide 2,180 litres (576 US gallons) of capacity, are located under the floor and inside side-mounted containers. Auxiliary tanks can be installed in the cabin to increase fuel capacity to 3,450 litres (911 US gallons).

Utility RolesIn the mid 1980s Kamov designers realised that the Helix-C was well-suited for use in a variety of other specialised utility roles such as SAR over land, aerial crane applications (including moving logs in forestry work) and firefighting. This led to the development of the Ka-32T, a simplified version of the Ka-32S without that variant’s complex avionics needed for water and Arctic operations. Production began at KumAPE in 1986.

The Ka-32T can lift 5,000kg (11,023lb) loads on its external sling compared to the Ka-32S’s 4,500kg (9,920lb). The external sling also features a stabilisation system and automatic release for loads that exceed 5,000kg (11,023lb). Both variants can transport up to 3,500kg (7,716lb) of cargo or 16 passengers in the cabin, which is 1.24m (4ft 1in) high by 4.52m (14ft 10in) long and 1.30m (4ft 3in) wide. The Ka-32T can carry one 300kg (661lb) electrical rescue hoist, searchlights and emergency kit for the SAR role.

CANADIAN OPERATIONSCanada’s VIH Group operates three Ka-32s – in 2013 the machine with the most flying hours had achieved 18,000 since entering service. The company’s Ka-32s are engaged in logging and air crane activities – one of the most difficult types of operation for a helicopter due to the extreme loads experienced by the airframe and rotor and transmission systems.Kamov’s Mikheev said: “In order to make the Ka-32’s logging work cost-effective, and so compete with the Erickson Air Crane which has a higher payload than that of the Ka-32 [9 vs 5 tonnes], we were required to do something innovative. We invented a time-saving mission profile that the competitor can not match. Making it possible is the high rotor disc loading of the Ka-32 which, in principle, could be considered an unfavourable feature of the helicopter. However we turned it to our advantage by shortening the time of the logging process because the high-disc loading enabled the fully-loaded helicopter to safely maintain a very high rate of descent – up to 2,755ft/minute (14m/s).“This is what we call ‘motor autorotation mode’, enabling us to boost the helicopter’s overall productivity. The use of this mode is a bright example of how we have managed to turn a potential disadvantage into a decisive operating advantage. As a result of the joint operation with VIH and the various improvements we did on the Ka-32A11BC’s design, now we have a commercially attractive helicopter. It has a 22,000 hours design life that can be further extended to 32,000 hours, well capable of logging up to 250 flying hours per month. We are continuing working with VIH in an effort to further rationalise the maintenance schedule, extend the helicopter’s service life and therefore further reduce the helicopter’s operating costs.”

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Ka-32AThe Ka-32T led to another variant, the Ka-32A, which was developed to respond to Russia introducing new AP-29 civil airworthiness requirements. Powered by improved TV3-117VMA engines, the Ka-32A began developmental testing in 1990 and received its Russian type certificate in July 1993. Series production was launched at KumAPE the following year.

The Ka-32A features improved avionics and additional flight control equipment. Its cabin can accommodate a maximum of 13 passengers in the utility transport configuration. Customers can request a number of options including a search radar, short-range radio-navigation system and additional cockpit equipment and avionics.

Cabins and CannonsSeveral derivatives of the Ka-32A followed during the 1990s. The Ka-32A1, developed in 1993 and first flown in January 1994, was a specialised firefighting version. Two examples were purchased by Moscow’s fire service, and are operated currently by Moscow Aviation Centre. They have been used with great success, most notably in two firefighting operations in tall buildings in Moscow in 2010.

The Ka-32A1 is capable of carrying rescue cabins on its external sling. These are used to evacuate people from tall buildings or to deliver firefighters. For suppressing fires, this variant was modified initially to use the VSU-5

5,000-litre (1,320 US gallon) Russian-made flexible bucket suspended on a cable under the fuselage. But this was later changed to use a Simplex air attack system with 3,500 litres (924 US gal) of capacity, which has proven to be very effective in service.

The Ka-32A1 can also be equipped with water cannons. These can be fired forwards to target large areas of fire, when the cannon has a range of 40m (131ft), or vertically downwards to fight smaller blazes. The cannon has a discharge rate of 40 litres (2.6 US gallons) per second. Foam, carried in two 300 litre (79 US gallon) tanks, can be added to the 3,500-litre tank to provide a total fire extinguishing capacity of up to 4,100 litres (1,083 US gallons). When using foam, the vertical cannon can form fire barriers on the ground up to 1,500m (4,950ft) long and 8m (26ft) wide.

Law EnforcementThe next variant was the Ka-32A2, developed for the Moscow City Government and also operated for some time by the Moscow Police Service. Only one example was produced, RA-06144, which took to the air for the first time in March 1995. This helicopter has protective plating on the underside of the fuselage to safeguard its fuel tanks from small arms fire.

It can accommodate 12 police officers and is equipped with abseiling kits on both sides of the helicopter, allowing police to fast-rope down, and brackets for machine guns and automatic rifles. The helicopter also has

loudspeakers, Motorola M110 and GM3400 tactical radios, two powerful searchlights and a system for tracking stolen cars.

Undeveloped VersionsNext was the Ka-32A3, a specialised SAR machine designed originally for Russia’s Emergency Situations Ministry (EMERCOM), with rescue and life-saving kits aboard. There was no Ka-32A4. Kamov then worked on a number of further derivatives none of which ended up being developed. The -A5 and -A6 were intended for the civil market, while the Ka-32A7 was an armed version based on the Ka-27PS operated by Russia’s Border Guard Service. A prototype Ka-32A7 was developed in 1995 but the project failed to attract any interest.

In 2001 came the Ka-32-10, a larger derivative of the Ka-32A1 featuring a wider cabin capable of carrying 24 passengers - the same number as that accommodated by the Mi-8/Mi-17 family – and an optional cargo ramp. It was aimed primarily at operators providing air transportation services to the oil and gas industry in Russia. Kamov’s Designer General Sergey Mikheev, said it would be capable of operating on offshore rigs, landing on deck-equipped ships and providing SAR.

The Ka-32-10 would retain the Ka-32A1’s proven rotor system, but feature an all-new cockpit with a digital avionics suite and automatic flight control system. It was to be powered by the new Klimov VK-2500

1 The Ka-32A1 is a specialised firefighting version of the Helix. Kamov 2 Different versions of the Helix are used to undertake specialist roles including aerial crane applications. Kamov 3 Spain’s INAER operates a fleet of Ka-32A11BCs for firefighting operations. Alexander Mladenov

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engine, an increased power and extended service life derivative of the TV3-117. The VK-2500 would provide a take-off rating of 2,400shp (1,789kW) and a one engine inoperative rating of 2,700shp (2,013kW), meaning the Ka-32-10 could carry 4,000kg (8,818lb) in internal and 7,000kg (15,432lb) in external loads. Kamov planned to introduce the Ka-32-10 by the end of the 2000s, but in the event the project wasn’t given the go-ahead or funding. However, according to sources from Kamov, the project is still on the table and some of its features could be implemented in the Ka-32’s new derivatives.

NumbersBy 1991 there were 37 Ka-32s in Russian commercial operation. A number of ex-Ukrainian Navy Ka-27PS were converted in the early and mid-1990s to the Ka-32T by removing the search radar and adding avionics required for civil operations. KumAPE has also converted other former military Ka-27PS into the Ka-32A version, certificated in Russia.

The number of Ka-32s in commercial service increased to 69 by 2002 but in 2013 the number had declined to 22 examples, with a dozen more operated by government organisations. Each of the helicopters in Russian commercial operation has between 1,500 and 4,700 flying hours under its belt. However, the specialised roles undertaken

by the type has retained its premium price. A decade ago a newly-built Ka-32A cost about US$4 million, but that’s now increased to US$12 million.

Global OperationsOutside Russia there are currently two principal geographical areas where Ka-32s are operated – Europe, in Bulgaria, Portugal, Spain and Switzerland, and South Korea. The latter has become Ka-32’s largest export market and, according to Kamov, some 65 examples are operated by both government and civil customers.

South Korea’s helicopters were purchased directly from Kamov (at prices reportedly less than the current market rates) and imported by Lucky Goldstar International (LGI), which also established a service centre in Korea to support the fleet. The National Marine Agency uses eight radar-equipped Ka-32Ts for SAR duties, with four other South Korean government agencies – including the forestry service – operating Ka-32Ts for patrol and firefighting duties, all using the Simplex system.

The Republic of Korea Air Force uses seven Ka-32A4s for Combat SAR, mainly over land. These machines had specialist mission systems and avionics installed by Israel Aerospace Industries, with the first taken on strength in 2004. There is a possibility that

Korea could purchase up to 32 more Ka-32s in a tailored maritime patrol version to be operated from the decks of Republic of Korea Navy large patrol ships.

Western CertificationThe Ka-32’s most significant achievement on the international market was gaining certification in the West – the first Russian aircraft to do so. Mikheev recalls: “The Westernisation process began with the Ka-32’s experimental commercial operations in Switzerland and Canada in the early 1990s. The Ka-32T version [was used] in the beginning, which saw a very high daily utilisation of 10-12 hours, transporting external sling loads. Such an utilisation rate was previously unseen in the former Soviet Union and Russia.”

But the lack of a type certificate recognised by Western countries prevented these early experimental operations from developing into commercial sales to Western operators. According to Mikheev “this motivated our design bureau to undertake a wide-ranging programme” to modify the Ka-32 so that it would conform to Western airworthiness regulations. That led Kamov to pursue certification in Canada by developing (in conjunction with Canadian company VIH Group) the Ka-32A11BC – the BC stands for British Columbia – incorporating dual hydraulics, updated instrumentation and a firewall on the APU. This would ensure conformity with US FAR Part 29 regulations, with Russia also amending its AP-29 regulations to meet those standards.

Initial approval was obtained in May 1998 and full clearance in February the following year. The approval permits single-pilot operations, but with dual controls, with a flight engineer in the right seat assisting the pilot. A newly-built Ka-32A11BCs for commercial use in the Western world sports an airframe design life of 22,000 hours and is capable of amassing up to 250 flight hours per month.

International CustomersThe VIH Group, which bought three helicopters, ended up being the only North American customer for the type. Nevertheless, the Ka-32 had made an important regulatory breakthrough that enabled it to gain more customers worldwide during the early to mid-2000s. Single examples of the type were sold to BH Air in Bulgaria, Akagi Helicopters in Japan, Helicargo of Brazil and by government services in China, such as Ordos City Public Security. Six Ka-32A11BCs were delivered to Russia’s Ministry of Emergency Situations during 2011 and 2012 and two, featuring a search and rescue layout, were ordered by Kazaviasaps of Kazakhstan.

Talks were held with Iran in the 2000s on establishing a joint venture with the Russian industry for licence-producing a Ka-32A11BC derivative in Iran, tailored for operations in the country’s hot and high conditions. It was expected that this potential market would account for up to 50 helicopters for civil operation, mainly for SAR duties, but in the event no agreement on the sale was achieved and the project was abandoned.

EASA ApprovalIn the meantime, type certification for the Ka-32A11BC to be operated in Europe was

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obtained on September 22, 2009. It was planned for late 2006 or early 2007 initially but the process proved considerably more protracted than expected, with the sticking point being the engine. Because it dates from the 1980s, the TV3-117VMA engine doesn’t meet EASA’s current certification criteria.

However, the regulator agreed eventually to apply the Western certification criteria valid at the time the engine had been developed. The EASA type certificate permits visual flight rules day and night operations with a maximum of nine passengers for transport operations or none if firefighting and external sling operations are undertaken.

Ten Ka-32A11BCs were subsequently sold to Spain’s Inaer Group for firefighting and SAR, while Portugal’s Empresa de Meios Aereos purchased six. The latter, used in the SAR role, are equipped with a quick-fit Life Port medical care module, SX-16 searchlight and rescue hoist. They were the first examples of the Ka-32 to feature a mixture of Russian and Western

avionics including a digital autopilot and the Primus 701 weather radar.

Western approval was also granted for the Ka-32A12, a version developed initially for Russia’s Federal Office of Civil Aviation in 1996. Two Ka-32A12s were purchased by Heliswiss, for use in the construction and maintenance of power lines and ski lifts in Switzerland, and other West European countries such as Austria, France, Germany and Italy.

Russian Helicopters, which markets the country’s various military and civil helicopters internationally, wants to reduce direct operating costs and improve the logistical support packages for its helicopters. Shamil Suleimanov, Kamov’s Lead Designer for the type, also aims to extend the service life of the Ka-32A11BC to 32,000 hours (see panel). This figure is based on results achieved by the three helicopters operated by VIH Group. It is hoped further developing the type’s capabilities will lead to additional exports.

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1 Up to 40 litres of water per second are released by the Ka-32A1 during firefighting operations. Alexander Mladenov 2 The Ka-32A11BC’s cockpit features digital avionics, one of the factors in this variant’s certification in the West. KumAPE 3 Six Ka-32A11BCs are operated by Russia’s Ministry of Emergency Situations. KumAPE

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KA-32A SPECIFICATIONS Maximum gross weight:

12,700kg (27,999lb)

External load capacity: 5,000kg (11,023lb)

Normal take-off weight: 11,000kg (24,251lb)

Maximum internal load with standard fuel: 2,130kg (4,695lb)

Standard fuel capacity: 1,880kg (4,145lb)

Never-exceed speed: 140kts (260km/h)

Cruise speed: 124kts (230km/h)

Maximum climb rate: 900m (2,953ft) per minute

Hover ceiling (in International Standard Atmosphere conditions): 3,700m (12,140ft)

Service ceiling: 4,500m (14,763ft)

Range on maximum fuel (and without reserve): 900km (485nm)

Range with full payload: 110km (59.5nm)

Flight endurance with standard fuel: 4.3 hours

Certified for temperatures from -50 to 45oC (-58 to 113oF), although the rotorcraft

flight manual limits the low temperature operations to -36oC (-32.8oF).