Country of origin:

Union of Soviet Socialist Republics

Description:

Multi-purpose civil and military utility helicopter

Power Plant:

Two 1,645 kw (2,205 shp) Isotov TV-3-117 VK turboshafts

Specifications:

History:

The Kamov Ka-32 was the designation for the civil series of helicopters produced for the Soviet military forces under the designation Ka-25 and Ka-27, given the code names “Hormone” and “Helix”. Basically designed for anti-submarine warfare, the prototype appeared in 1981. Nikolai Ilytich Kamov was one of the lesser known Soviet designers but, in later years, the design bureau which bears his name has been at the forefront of helicopter design.

The predecessor of this series was the Ka-20 (“Harp”) with coaxial rotors driven by twin-turbine engines, and from this came the Ka-25 series in 1969 with basic designations Ka-27, Ka-28, Ka-29 and Ka-32. Initially two basic civil models were produced, the Ka-32S for deployment aboard icebreakers and the Ka-32T basic transport with less sophisticated avionics aimed at transportation of internal and external freight, or up to 16 passengers.

Over the last 25 years or so the type has been shown at a number of aviation events throughout the world, including Australia. The first seen here was the prototype Ka-32T (CCCP-31000) utility transport and flying crane, which was followed by others including CCCP-30006, CCCP-31029, CCCP-31036, CCCP-31031 and RA-31535. Although most have retained their Eastern bloc registrations whilst in this region, one Ka-32C was registered in New Guinea by HeviLift Helicopters (PNG), becoming P2-HCR (c/n 8705 – ex CCCP-31583) in May 1992, later becoming P2-RAA with the same company. Others have been used for heavy lifting duties, including bushfire fighting where, because of their massive load carrying capability, they have proved very successful.

One (RA-31029) was operated in New Zealand in the Rotorua region by Aerolift International (NZ) Ltd, a company formed following an agreement between HeviLift (PNG) Ltd and Aeroflot, on a logging contract in 1994. This machine lifted 4,700 kg (10,362 lb) sections of trees to logging trucks or trains, lifting between 700 and 1,000 tonnes in a day and consuming fuel at a rate of 900 litres (198 Imp gals) per hour.

Two, which were based in Cairns, QLD for a period on other operations, were used in the making of a film in the area, being painted black overall at the time and fitted with mock machine guns. One was based at Bankstown, NSW for a period with HeviLift Helicopters and lifted the new steeples on to St Marys Cathedral in Sydney, NSW, placed the Olympic Figures on Centrepoint Tower in Sydney, and were engaged on other heavy lifting work, including bushfire water-bombing duties. The type’s ability to lift heavy loads has been a great boon to operators in this region, and examples in New Guinea have on occasion been tasked with lifting World War II aircraft wrecks out of the bush for restoration.

The co-axial rotor system had some advantages. It allowed, in the case of the Ka-32, for the rotors to be of smaller overall size, with a smaller disc area of 198.5 m² (2,136.63 sq ft). There was no need for a tail rotor and the airframe was not subject to torque stress. The manufacturer stated this system was 15 per cent more efficient than a conventional rotor system of a main rotor and an anti-torque tail rotor. The six blades folded back on one another reducing the storage space to a minimum.

However, one of the main disadvantages was the difficulties associated with the design and operation of the gearbox and rotor head. In this case the engine reduction and gearbox weighed 1,300 kg (2,866 lb). On board were two 40 KV generators driven by the gearbox, these, in addition to other duties, providing electric de-icing to the rotor blades. Maximum external lift capacity was 5,000 kg (11,023 lb) but this weight was limited to the weight able to be carried by the hook rather than the aircraft, as it had been tested up to 9,000 kg (19,841 lb). The Ka-32 had a three-axis autopilot coupled to two Doppler radars, later replaced by GPS units, and an inertial navigation system.

Variants of the series included the Ka-32S maritime version with more comprehensive avionics; the Ka-32K flying crane with a retractable gondola for a second pilot under the cabin, which first appeared in 1990; the Ka-32A designed to meet US FAR airworthiness standards, with larger tyres, accommodation for 13 passengers, and Canadian Marconi dual flight management system; and the Ka-32A1 for firefighting which became available in 1994, which could carry Canadian or Russian variants of the ‘Bambi bucket’ capable of holding 5,000 litres (1,100 Imp gals) of retardant.

Two were operated by the Moscow fire service with steerable water cannon and had rescue cages able to lift up to 20 people from the roofs of tall buildings. Other equipment included searchlights and loudspeakers. The Ka-32A2 was a police version used by the Moscow Militia, the first of this model (RA-06144) being noted in 1995 with seating for 11. It had two pintle mounted machine guns in the doorways. The Ka-32A3 has been used by the Russian Ministry of Emergency Situations, carrying salvage equipment to disaster areas.T he Ka-32A7 was an armed version for frontier and maritime economic patrol. It could carry pairs of radar homing anti-shipping missiles, twin-barrel 23 mm cannon, and a variety of armament. The Ka-32A11 was built for the Canadian market, and the Ka-32A12 for the Swiss market.

Further upgrades have taken place to increase lift capacity to 7,000 kg (15,432 lb). Titanium has been used extensively in the machine’s structure and particular emphasis has been placed on corrosion resistance. The rotors were all carbon fibre with fibreglass spars. The Klimov turboshafts had automatic synchronisation and sat side-by-side above the cabin. Fuel capacity was 2,180 litres (480 Imp gals) but with underfloor auxiliary tanks this could be increased to 3,450 litres (759 Imp gals).

A Ka-32A11-BC registered in Korea (HL-9470 – c/n 9813) arrived at Ardmore in New Zealand in January 2011 and, after assembly, was flown to Christchurch from where it was conveyed to Antarctica for heavy lift work, this machine being a dedicated civil model fitted with 1,790 kw (2,400 shp) Klimov TV3-117VMA turboshafts.

As noted above, one example has operated in Papua New Guinea on a few occasions using the registrations P2-RAA and P2-HCR (c/n 8705 – ex CCCP-31583, P2-HCR, P2-RAA, RA-31583, ZS-PXU) at various times when visiting that country for work.

In December 2012 Australia’s Civil Aviation Safety Authority (CASA) granted a Certificate of Airworthiness to the Ka-32A11-BC variant, the first Russian-built helicopter to gain such approval, this allowing civilian operators to operate the machine in a variety of roles, including search-and-rescue, firefighting, and industrial work requiring sling-loads. This variant was also certified in Canada (in 1998); China, Indonesia and South Korea (in 2008); and India and Brazil. In 2009 it was granted its European Certificate of Airworthiness from the European Aviation Safety Agency.

The Ka-32A11-BC model met the American FAR-29 and Russian AP-29 standards and has been successfully deployed in Russia, Canada, Spain, Portugal, Switzerland, China, Austria, South Korea, Indonesia and Japan. It had Klimov TV3-117MA engines.