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Kamov Ka 226 for sale

Kamov Ka 226 for sale

Multi-purpose helicopter Ka-226 is designed to transport people and goods, as well as providing a wide range of tasks in the interests of the various departments and operators. Helicopter with modern avionics complex complies with the national aviation regulations and American FAR in categories A and B. You can find Kamov Ka 32 for sale offers below. Kamov Ka 32 prices you can get by contacting our specialists. Average Kamov Ka 32 price – $9,500,000

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More information about Kamov Ka 226

Ka 226 for sale information

DeveloperKamov’s experimental design bureau
First flight1997
Units it is made69

Ka-226 – the Russian multi-purpose helicopter developed in Kamov’s experimental design bureau in 1990-ss.

Kamov Ka 226 prices about 9 500 000 USD.

History of Ka-226

By 1990 the park of easy helicopters became hopelessly outdated. Mi-2 operating at that time and Ka-26 were not issued long ago and already reached a limit of the expiration of a resource. Considering what to 80% of all helicopter transportations is carried out by cars of such class need for the new helicopter was critical.

In this regard, in the early nineties Kamov’s experimental design bureau started development of the new easy helicopter on Ka-26 base. The new helicopter which received the name Ka-226 from the very beginning was developed by today’s standards. The helicopter applied for the potential market from several hundred units, first of all from state structures and power corporations.

In 1996 the outline sketch was defended, and the first prototype was built already a year later. In 1997 the helicopter for the first time flew up.

Design of Ka-226

According to the main characteristics of a design the helicopter is a successor of decisions Ka-26. Changes were caused by installation of new engines, the onboard equipment and screws that considerably improved economic indicators.

The Ka-226 coaxial with two three-blade propellers with a diameter of 13 m. The blade propeller made of polymer composite materials with a modern airfoil has a semi-rigid torsion attachment to the hub. It is distinguished by modularity (removable transport and passenger cabin) and four-stand fixed landing gear. The coaxial scheme provides Ka-226 high maneuverability, as well as the absence of troubles caused by tail rotor in case of single-rotor helicopter maneuvering near obstacles, and especially in rough (turbulent) state of the atmosphere.

The fuselage consists of a cabin of the pilot, the central compartment, two tail beams and plumage. The fuselage — frame type with application of elements from aluminum alloys and cellular panels from fibreglass. The cabin of the pilot does not differ on a design from cabins of predecessors, but became more comfortable with the new equipment.

The transport removable cabin allows to place up to 8 chairs, to work with the winch in a back door, and also to transport freights on an external suspension bracket.

Transformation of basic model to any option is made by removal of a part of the equipment and installation of the additional equipment of purpose.

Externally invariable, in comparison with Ka-26, was a four-rack-mount chassis. A control system of brakes of wheels — pneumatic.

The power plant of the car is placed over the central power compartment and includes a reducer of BP-126 and two TVD of a modular design “Allison”.


  • Ka-226A – the basic version of the helicopter created for Emercom of Russia. However, the service refused this version and on its basis new technologies and modifications were fulfilled.
  • Ka-226AG — the Version of the helicopter for the operator of Gazpromavia. The skilled helicopter was released. Further refused designation of the version and the basic version of the helicopter was transferred to the operator.
  • Ka-226 — the Basic certified version of the helicopter with Allison/Rolls-Royce engines.
  • Ka-226 (Ka-226.80) — the version of the helicopter for the Ministry of Defence of the Russian Federation on the basis of the basic helicopter. It is developed in 2010.
  • Ka-226T — the Version of the helicopter with Arrius engines from Turbomeca and a new reducer. In 2012 works on updating of this version of the helicopter by request of the Ministry of Emergency Situations are begun. It is equipped with Arrius 2G1 engines, a new main reducer and transmission.
  • Ka-226TM — Designation of the project of modification of the Ka-226T helicopter for basing by the ships of the coast guard of Russian Federal Border Service.
  • Ka-226TG — Designation of the project of the modification of the helicopter developed for the benefit of Gazprom. Feature of the helicopter is the possibility of its application in the conditions of Far North.


In far 1965, under the leadership of the great Soviet aircraft designer Nikolay Ilyich Kamov (14.09.1902 – 24.11.1973) the Ka-26 helicopter was created. The first weeds on was mute is executed on May 24, 1965 by the test pilot V. I. Gromov. Constructed according to the scheme “The Flying Chassis” structurally he represented the helicopter of the twin-screw coaxial scheme from the 4th the basic wheel chassis and 2 piston 9 cylinder star-shaped engines with air cooling of M-14B26 with a general power of 650 h.p. Engines and the main reducer of R-26 are developed by the Voronezh Developmental Bureau of Engine building.

Depending on a demand behind a cabin of pilots different types of a suspension bracket could be established: passenger or cargo cabin, winch, equipment for aviation and chemical works. This rotary-wing aircraft owing to successful and courageous decisions which were applied at its development was very demanded as in the USSR, and abroad in the majority on production aviation – chemical works.

Due to such need of domestic and foreign customers, Kamov’s experimental design bureau on Ka-26 base in 1984 began to develop new modification of Ka-126, but already with one gas-turbine TB-0-100 engine of the Omsk Engine-building Design Office, 720 h.p. and new advanced two-level, planetary, with tooth gearings the main reducer of BP-126M. The first flight on a prototype was executed by the test pilot of experimental design bureau G. Isaev in October, 1987. Further on Ka-126 base developed export modification of Ka-128 under the 730 h.p. French gas-turbine engine “Ariel ID1”.

Historically it developed so that in the 90th years there was “disintegration” of the USSR that directly was reflected in the Ka-26 and Ka-126 helicopters, as a result the first finished the life cycle in 2001-2002 in view of full development of a resource, and production of the second stopped.

The multi-purpose Ka-226 helicopter is intended for transportations of passengers (freights) in a passenger (transport) cabin and other aviation works.

In the theory Ka-226 had to ensure high safety of flights because of alleged installation on it two GTD, and also the low level of noisiness during the flying and performance of landings in settlements.

Let’s compare modifications of the Ka-226 helicopter, their specifications, for understanding as far as specialists of experimental design bureau of Kamov progressed in the work for years of life (2002 – until the present) “child”. On Internet open spaces a huge number of articles eulogizing possibilities of this helicopter, but you will not find the reverse (actual) side of a medal anywhere, for objectivity of the developed picture we will consider also it.

Ka-226 – the two-engine helicopter with GTD Rolls-Royce Allison 250-C20 R/2(SP) with a take-off power of 450 h.p. and nominal on 380 h.p. (the mass of the engine of 78 kg, at the sizes: height is 589 mm, width is 528 mm, length is 986 mm) everyone, together with the main reducer of BP-226. The maximum take-off weight is 3400 kg. Created, as well as his predecessors according to the scheme “The Flying Chassis”. The helicopter has the coaxial scheme of the bearing screws. The bearing system consists of two three-blade screws of identical diameter rotating in opposite directions with an identical frequency.

  1. Geometrical sizes

Diameter of the screw – 13 m, Length – 8,58 m, Width of a nasal part – 1,60 m, Width of a tail part – 3,2 m, Height – 4,18 m, Base of the chassis – 3,43 m, the Track of forward chassis – 0,98 m, the Track of the main chassis – 2,56 m.

  1. ManagementIn control of helicopter the combined units of management KAU-165 are used.

    3. System of power supply of the helicopter

    Provides power supply of onboard consumers with a direct current of 27 V, alternating single-phase current of 115 V, alternating three-phase current of 36 V;

    Sources of the electric power of a direct current: – two starter generator of P/N 524-070K;
    – rechargeable battery 20NKBN-40-TD-1 or 20FP38H1CT-R.
    – the external source of a direct current is connected via the ShRAP-500K socket;

    Electric power sources alternating current:

    – two converters 531-011-A.
    – two PTS-250AM converters.

    4. Instrument equipment

    – SEI-226
    – onboard device of registration of BUR-LKV

    5. Flight navigation equipment

    – system of air signals CBC-B2-226;
    – index of speed of USVITs-250;
    – variometer of BP-30;
    – AGR-81 gyrohorizon;
    – barometric VMTs-10 altimeter;
    – system of total and statistical pressure;
    – magnetic index of the course KI-13;
    – indicator navigation planned INP-R;
    – course ISS-1B system;
    – main and reserve small-sized gyroverticals of MGV-4V;
    – hours aviation ChAM-V.

    6. The radio coherent equipment optional (is established by request of the consumer).

    7. POS of screws (is prepared) also by PPD (electric), glasses (air and thermal).

    8. Heating system and ventilation standard.

    Ka-226 T – the two-engine helicopter with GTD Arrius 2G1 with a take-off power of 580 h.p. (705 h.p. on the extraordinary mode) developments of Turbomeca together with the main reducer of BP-226H. Externally the helicopter design completely corresponds to Ka-226. Use of the French engines allowed to increase the take-off mass and loading capacity of the helicopter and it is essential to improve its flight characteristics, first of all altitude and rate of climb. The static ceiling makes 4600 m, practical – 6100 m. Thanks to more powerful power plant the maximum take-off mass of the helicopter increased from 3400 up to 3600 kg (with an external suspension bracket – to 3800 kg).

  2. Geometrical sizes of the helicopter.

Diameter of the screw – 13 m, Length – 8,73 m, Width of a nasal part – 1,60 m, Width of a tail part – 3,22 m, Height – 4,18 m, Base of the chassis – 3,44 m, the Track of forward chassis – 0,99 m, the Track of the main chassis – 2,56 m.

  1. Management

In control of helicopter on all channels the combined units of management KAU-165M are used.

  1. System of power supply of the helicopter.Provides power supply of onboard consumers with a direct current of 27 V, alternating current of 115/200 V, 115 V, 36 V and with a frequency of 400 Hz. Sources of the electric power of a direct current:- two starter generator of P/N 524-070K;
    – rechargeable battery 20NKBN-40-TD-1 or 20FP38H1CT-R;
    – reserve rechargeable battery 20VRED;
    – the external source of a direct current is connected via the ShRAP-500K socket;Sources of the electric power of alternating current:- generator of 3 phase alternating current GT30PCh8V;
    – two static converters 531-011-A;
    – TS310SO4B transformer;
    – reserve PTS-250AM converter.4. Instrument equipment

    – 2 multipurpose IM-14-1N indicators;
    – 2 multipurpose IM-16-3N indicators;
    – the onboard device of registration ZBN-Ansat with fixed on it PAM-6k.

    5. Flight navigation equipment

    – calculator of air signals VVS-226; – variometer of BP-30;
    – AGR-81 gyrohorizon; – altimeter VMTs-10, mechanical with a digital output;
    – system of total and statistical pressure; – magnetic index of the course KI-13;
    – course LCR-100 system and sensor of a magnetic heading KMT-112; – index of speed of USVITs-250;
    – PU-226-1 control panel of the SAU-32-226MS system;
    – control panel of the generator of digital cards;
    – hours aviation ChAM-V-3S. 6. The radio coherent equipment optional (is established by request of the consumer).

  2. POS of screws and PPD (electric), glasses (air and thermal) + washing by alcohol.
  3. Heating system and ventilation standard.

And now we will carry out comparison and we will draw conclusions

Whether the experimental design bureau after performance of such huge work worked well, to avoid old “diseases” inherent in the Ka-226 helicopter and to make the Ka-226T helicopter technological and more convenient in operation?

When comparing becomes clear that differences of the helicopter Ka-226 and Ka-226T consist in replacement of Allison engines by more powerful “Arrius”, a reducer of BP-226 on BP-226H, installation of the second hydraulic system, instead of pneumatic, completion of a power supply system, processing of ergonomics of a cabin of crew, installation of other modern instrument equipment.

Speaking to technical language any aircraft equipment has pluses and minuses of a design. Undoubted plus of Ka-226 and its modification of Ka-226T is that the geometrical sizes of the fuselage are identical and do not go beyond the area ometayemy the screw thanks to what the helicopter can go in on any small platform limited to obstacles, even such which it is accepted to call “well” that is very much appreciated when flying in settlements. Minus is high column NV that creates the big profile resistance which eventually influences impossibility of achievement of the declared maximum speed, results in the increased fuel consumption at speeds more than 160 km/h and to the high level of vibrations in a passenger (transport) cabin.

The fuselage of the helicopter remained identical, and with it there were also old problems, cracks of fastening of tail plumage. It should be noted inconvenience of opening and closing of cowls, and also their bad adjustment. Guides of a movable door of a transport cabin are made of material which is a priori rusted, there are cases of partial destruction by corrosion of struts of the main racks of the chassis.

The main support of the chassis quite often sin with so-called “flash” because of not tightness of shock-absorbers.

Reducer of BP-226, extremely unreliable unit, in view of miscalculations in a design and the applied materials, with a low resource (at the beginning of operation to equal only 50 hours). Zaklineniye of a reducer on hanging, for a cause of destruction of the main gear wheel happened to the Ka-226 helicopter, aircraft of Department of Internal Affairs in 2015 (an operating time of a reducer of only 156 hours!!!). Also, took place to be cases of the termination of rotation of the fan of cooling of air oil heaters, for a cause of destruction of elements of the drive of rotation of the fan, in a reducer. It is a lot of cases of emergence of serious aviation incidents, including with breakage of the helicopter for a cause of unreliability of this product. By Ka-226T helicopter the reducer is replaced with BP-226H, it was necessary to wait and look how it will prove.

Engines of the Rolls-Royce Allison 250-C20 R/2(SP) Ka-226 helicopter of development of the 60th years of last century, does not differ in high reliability and profitability, cases of failure of one engine because of destructions of elements of the regulator of turns of the free turbine, rather often took place to be.

The cabin of crew has the big area of a glazing that provides the good review and undoubtedly is big plus, but also here too it was not without minuses. The left door of a cabin of crew of the Ka-226T helicopter is locked (from unauthorized access) outside a key of a special key insert, the right door of a cabin of crew is locked by a clamp from within. On a glazing of doors of a cabin of crew there are movable window leaves. Not absolutely clearly for what to lock doors if movable window leaves have no internal clamps, very easily open outside and give access to opening of doors from within! For certain it is some special idea of the producer.

The system of power supply is finished under application of POS, as before the experimental design bureau is not possible to get rid of import accessories in the systems that at emergence of malfunctions becomes a headache of the operator, as when finding the car on a guarantee, and doubly at its termination.

By Ka-226 helicopter the hydraulic system for power supply of the combined units of management KAU-165 is installed and the pneumatic system intended for braking of wheels of the main support of the chassis, decrease in efforts on a control lever by the general step at refusal of a hydraulic system and charging of tires of wheels on Ka-226T installed two hydraulic systems, one of which is intended for food KAU-165M, and the second for braking of wheels of the main support of the chassis and latching of a clamp of the lever of the general step. Progress is visible, we will hope that this change in a design will be repaid.

With conclusions everything is quite simple.

Problems which are described above, not everyone which is present at these helicopters. The problem of blades, fiberglass panels, operational documentation which are rather serious is not considered. The management of JSC Kamov inertly reacts to notices of operators on problems and shortcomings of Ka-226, all “children’s diseases” are still not eliminated, and the helicopter for a long time is in operation. And if JSC Kamov does not want to work for what to cooperate with them? Probably for this reason many operators turned the look on the AHCAT helicopters now.

The multi-purpose Ka-226 helicopter is intended for transportation of people and freights, and also providing the solution of a wide range of tasks for the benefit of various departments and operators. The helicopter with a complex of the modern onboard equipment meets national aviation standards, and also the American FAR on categories A and B.
Creation of this car began in Kamov in 1990, and directly it began to be developed in 1994-1995 when the first outline sketch was made. The helicopter is intended for replacement of the park of Mi-2 and Ka-26 helicopters (860 cars are released), which on technical condition has to be written almost completely off by 2002. The Ka-226 helicopter is two-engine modification of the Ka-126 helicopter which did not reach mass production because the standards of the engine put at its development were not reached. Installation of two engines transfers Ka-226, unlike his predecessor, to a class of helicopters with the high level of safety. It allows to use it for flights over a surface of the water and within the city, rescue operations, etc. In case of refusal one engine on Ka-226 flight with ascent is provided.
The helicopter “inherited” all the best from the predecessor – Ka-26: simple technology of piloting, low level of vibrations, reliability, safety of flights and unpretentiousness in operation. Modernization of the helicopter includes replacement of piston engines on gas-turbine, installation of the new, aerodynamically more perfect, bearing screws, placement of a new onboard complex of the equipment and creation of comfortable conditions for the pilot and passengers. The design and manufacturing techniques of Ka-226 meets the modern requirements of production providing achievement of big service life.
The coaxial scheme provides to Ka-226 high maneuverability, and also lack of the troubles caused by the steering screw at the single-screw helicopter in case of maneuvering near obstacles and, especially, at a restless (turbulent) condition of the atmosphere.
The basic model of the Ka-226 helicopter is intended for transportation of people and transportation of freights.
The quick-detachable transport cabin is easily dismantled and on its place various modules equipped with the special equipment quickly are installed.
Protection of the outline sketch and the model of the new helicopter took place in 1996, and in 1997 construction of the first prototype began.
For reduction of time and decrease in expenses of work on creation of the helicopter were broken into two stages: on the first – construction of flight samples was carried out by completion of serial Ka-126 under installation of engines of Allison 250-C20B (420 h.p.). At the same time the regular systems and the equipment which are not connected with the power plant had to remain invariable. At the second stage construction of the serial helicopters which are completely meeting the requirements of AP-29 and FAR-29 was carried out. At the same time the car has to receive more powerful engines of Allison 250-C20R/2 (SR) (450 h.p.), the new bearing system, the autopilot and other equipment.
In 1994 Kamov’s experimental design bureaus and Orenburg ON “Arrow” began construction of the Ka-226 helicopters with two gas-turbine Allison-250-C20B engines. To Orenburg transferred 3 Ka-126 helicopters and transferred design documentation to completion of these helicopters in Ka-226. Charged to the chief designer E. G. Pak to direct the works connected with creation of Ka-226 in experimental design bureau, in 1995 the deputy chief designer for this subject appointed A. L. Pirozhnikov, the leading designer – A. A. Ruzhich, the representative of the chief designer on ON “Arrow” – S. I. Stetsenko. Since 1998 operational development of the Ka-226 helicopter is headed by the chief of CB L.P.Shiryaev.
According to the General designer of firm Kamov of Sergey Mikheyev, creation of the Ka-226 helicopter would be impossible without rendering very essential and quick help in 1996 from the Ministry of Emergency Situations of the Russian Federation. Visit of experimental design bureau in 1996 by the minister of the Ministry of Emergency Situations Mr. Shoygu and survey of the model of the helicopter resolved by it an issue of a possibility of participation of the Ministry of Emergency Situations in creation of Ka-226 in favor of such participation. Modification for rescuers received the designation Ka-226A. The contract for delivery of 5 of these cars for the sum of 187 million rubles was concluded in 1999. The helicopter is supposed to be used as “the air rescuer”, mainly, in the large cities. Besides, the possibility of use of the car in the Armed Forces of the Russian Federation is not excluded (in particular, as educational and training). Interest in the new helicopter was expressed also by the Federal Border Service of Russia, the State Customs Committee, the Government of Moscow, Gazprom concern and other potential customers.
The skilled copy of Ka-226 was equipped with the flight and navigation and coherent equipment of the American firm “Ellayd Signal” compatible as with the Russian, and foreign airfield radio navigational complexes. It meets the requirements of the international standards and well proved by such cars as Bell 206, Vo-105, VK-117 and others. The receiver of the KLN 90B navigation satellite system is a part of BREO, in particular.
On December 27, 1996 work of the model commission which gave “start in life” to the new multi-purpose Ka-226 helicopter came to the end. It was the first model commission which is carried out by the new Russian aviation register.
On September 4, 1997 at the flight-test station in Lyubertsy the test pilot V. A. Lavrovsovershil the first indicative flight on Ka-226. In 1999 on ON “Arrow” assembly of the second skilled flight sample of the Ka-226 helicopter which in May, 2000 after conducting the planned ground tests was transferred to experimental design bureau for preparation and carrying out flight tests came to the end.
On March 28, 2001 certified tests of Ka-226 with their end in 2002 after carrying out about 300 flights began public flight with Moscow region airfield (ремзавод “Black”).
Since 1997 serial production of Ka-226 in cooperation with Strela production association conducts the Kumertau air manufacturing enterprise (КумАПП): preparation of production of the helicopter, and also blades of the bearing screws, a transport cabin, tail plumage and other units is carried out. In parallel with mass production design completion of model as at assembly of the first car defect in blades was found is conducted. The first cars of a prototype series are constructed, there is a check of their compliance to technical requirements.
КумАПП mastered mass production of such difficult helicopter units as plugs of the bearing screw and the bearing screws for the easy Ka-226 helicopters. Earlier these units were manufactured on partner companies and for reduction of cost of units and the helicopter in general their development on KUMAPP was made. In total 3 skilled Ka-226 helicopters, the passing certified flight tests, were equipped with new plugs and screws, and the third helicopter constructed in 2002 in Kumertau is already equipped by them, and 2 other helicopters underwent re-equipment.
The modularity of a design of the device allows to develop new options of application Ka-226 quickly. Options are developed medical, educational, patrol and for protection of an order (militia). For the ministry of emergencies the rescue Ka-226A option is constructed.
In 2001 Ka-226 along with the Mi-2A and Ansat helicopters participated in a competition on the helicopter of initial training. In September it conceded a victory of Ansatu.
Kamov will offer in the long term on an aviation market the Ka-226 helicopters with various engines. In particular, at the request of the customer installation of the 670 h.p. Arrius 2G engines is provided by the agreement with the Snecma company concluded on MAKS-2001.

Redundancy of power of engines will be directed to realization of increase in characteristics of the Ka-226 helicopter in the conditions of highlands and high temperatures in the countries with hot climate. For reduction of price of the helicopter and improvement of its consumer properties of Ka-226 installation and engines which production will be conducted in Russia or in the conditions of participation of the Russian enterprises in cooperation deliveries is planned. Engines of development of the Zaporizhia MKB “Progress” AI-450 with power about 450 h.p. and development of GUNPP “The plant of Klimov” VK-800 with power up to 800 h.p. belong to such engines.
The price of the Ka-226 helicopter in basic option makes 1,3-1,5 million dollars. The price of engines of foreign production for the helicopter of the class Ka-226 makes from about 195 to 300 thousand dollars. AI-450 and VK-800 engines will be much cheaper than foreign – their price will approximately make 200 thousand dollars. Application of AI-450 or VK-800 will significantly simplify operation and will reduce the price of repair of the Ka-226 helicopters in Russia.
In October, 2001 the transaction about delivery of 50 Ka-226 helicopters of JSC Gazprom was finally issued. The cost of the contract exceeds 50 million dollars. Delivery of helicopters to Gazprom will be carried out by several parties during the period from 2002 to 2007. The first batch of the Ka-226 helicopters with engines of firm Rolss-Royce in number of 22 cars will be carried out till 2005. The subsequent helicopters can be equipped with other engines, including domestic production.
The first helicopters will be delivered to Gazprom in transport option. Then the turn of delivery of helicopters in option for monitoring of gas pipelines (the outline sketch of the onboard equipment for carrying out monitoring is developed today), and later – and in option rescue and other options of use will come.
Of 5 ordered Ka-226A in rescue option of the Ministry of Emergency Situations received the first 2 in 2002. In 2003 working off of technologies of use of these helicopters for the benefit of works of the Ministry of Emergency Situations of the Russian Federation was conducted.
In 2003 the enterprises carry out the order on delivery of the Ka-226 helicopters for Gazprom and the government of Moscow under the terms of options.
By estimates of the general designer of Kamov Sergey Mikheyev, need only of Russia in the Ka-226 helicopters till 2010 makes about 1000 cars. The helicopter is included in “The program of development of aircraft of Russia till 2015”.
Ka-226 it is certified on transport categories “A” and “B” of standards of the flight validity of IAC of AP-29 and FAR-29 for visual flights and flights on devices, day and night, in simple and difficult meteoconditions. In August, 2003 the Interstate Aviation Committee (IAC) issued the temporary certificate of type on the Ka-226 helicopter of development of Kamov. The helicopter is certified on compliance by modern requirements to the flight validity and the requirements for environment protection existing in Russia. Now Kamov together with IAC carries out works on certification of the Ka-226 helicopter to the USA on the American standards of the flight validity.

India agreed to buy 197 Ka-226T helicopters

Council of defensive purchases of the Ministry of Defence of India approved the contract on purchase of 197 Russian easy multi-purpose Ka-266T helicopters, reports local news agency IANS. According to the agreement all cars will collect in the territory of India.

The bargain was concluded as a result of the tender for delivery of light rotary-wing aircrafts for needs of the Indian Air Force for the first time announced in 2003. Subsequently the competition broke twice, selection of applications within the last, third tender came to the end on March 31, 2015.

Except Ka-226T the Indian military considered the AgustaWestland AW119, Bell-407GT and Airbus Helicopters AS350 Fennec helicopters.

The Ka-266T helicopter received addition to the certificate of type of the Aviation register of the Interstate Aviation Committee (ARE of IAC) on March 30, 2015. This modification is equipped with the French turboshaft Arrius 2G1 engines of production Turbomeca which surpass the British Rolls-Royce M250 engines which were installed on the basic version in the power.

Ka-226T it was developed especially for participation in the Indian tender. Increase in its power allowed to reach the best flight technical characteristics in the conditions of hot climate and highlands.

In 2012 the NefteGazAeroKosmos research and production center signed the contract on delivery of 18 cars in the special Ka-226TG version. The Gazpromavia airline has to become their operator.

In spite of the fact that the military structure acted as the new customer, the scale of the contract opens ample opportunities for advance of the new helicopter in the civil sphere.

Ka-226: why India bought the Russian helicopter for $1 billion

At the end of April contract value with India on delivery and creation of production of the Russian Ka-226 helicopters became known. Russia will receive more than 1 billion dollars for 200 cars, at the same time 40 are already ready, and 160 will be made according to the license for territories of India.

Advantages which such scheme KA 226 gives are rather powerful:

  1. Installed power per employee and high efficiency. Power of engines is not spent for compensation of the jet moment as it occurs at helicopters of the single-screw scheme, and losses reach 10%.
    2. The car is compact. It is reached at the expense of an arrangement of blades and the shortened tail beam which does not go beyond a zone of an ometaniye of the bearing screws. Is ideal for application on the fleet.
    3. Lack of the steering screw allows helicopters of the coaxial scheme to turn very effectively in horizontal speed, and both on hanging, and in horizontal flight. The helicopters constructed according to the coaxial scheme practically do not feel a side wind.
    4. Aerodynamic symmetry of the coaxial scheme does piloting of the helicopter simple and convenient.

To achieve such results it was difficult, but Kamov’s experimental design bureau brilliantly solved many problems peculiar to the coaxial scheme, and at the exit we have fine helicopters with improbable flight characteristics.

This bee belongs to the easy class of helicopters with a take-off weight up to 3,5 tons. This helicopter, despite the small dimensions, has remarkable abilities. The layout scheme is called “The flying chassis”, it actually is a transformer: we unfasten a cargo cabin, we fasten the medical module and the smooth movement of a hand the helicopter turns from transport into medical. Of course, in reality this process is more difficult, but, nevertheless, it so.
Property of transformation was put in the car long ago, last century.

It is a little history of KA 32

The idea of creation of “the flying chassis” was realized in the spring of the 1965th. Then the first modular helicopter — Ka-26 flew up. Why Kamov’s experimental design bureau designed such, frankly speaking, unusual for those times car? The matter is that in the national economy of the Soviet Union already then the aircraft was widely applied. It found the place and in agriculture of the huge country. Chemical processing of fields by means of aircraft proved the efficiency and the front of agricultural works continuously extended. Fully neither the well-known An-2, nor helicopters existing at that time could provide it any more. Became obvious that the specialized and load-lifting aircraft for a wide complex of aviation works is required. Ka-26 became such car also.

The merchant air fleet acted as the general customer of the helicopter. It was the only helicopter in the country which was used only in the peace purposes. Traditionally strict requirements of the Air Force did not prevail over it that allowed Kamov’s experimental design bureau to show a maximum of a creative initiative. The designer decided to equip the car with sets of the quick-detachable special equipment. In total several modifications of the helicopter were constructed:
• agricultural — with system of spraying of chemicals over fields;
• transport — with a passenger-and-freight cabin. In this modification the helicopter transported up to 6 passengers or freight weighing 900 kg;
• sanitary — for transportation of two patients on a stretcher and two — on seats with the accompanying medic and the medical equipment;
• lesopatrulny — for patrol of forests and for rescue operations at the fires. The car was equipped with an electric winch;
• the flying crane — for installation works and transportation of freights weighing 900 kg on an external suspension bracket when freights because of dimensions were not located on a cargo platform;
• ship saving — with an electric winch of LPG-150-M3, with system of raising of victims, the lifeboat, the TV camera and emergency ballonnets for water landing;
• the patrolman — for GAI, with loudspeakers, electric winches, a cargo hook. It could be equipped with the TV camera.

In the Soviet army the helicopter was not used.

Frankly speaking, Ka-26 was far from aerodynamic perfection. Some “puzatost” together with the gondolas of two piston engines which are sticking out on each side and the four-rack-mount chassis did not add aerodynamic grace that has an adverse effect on the size of the maximum speed. But unless it is important quality for such helicopter? He — a bee slogger, performs the work at average and small speeds near the earth and various obstacles. And here in this case coaxial scheme of the bearing screws well proves. The high tyagovooruzhennost, compactness, maneuverability and easy piloting went at once “to plus” to this interesting car.

In the economic Ka-26 parameters was the outstanding helicopter of the time, and not only at us, but also “at them”. On Ka-26 fiberglass blades which were incredibly modern for those times were used, and their resource exceeded a resource of metal blades of his fellow on a class almost ten times — the Mi-2 helicopter. The manufacturing techniques of these blades were patented abroad in all helicopter powers of that time. In total Ka-26 was operated in seventeen countries. The car set five world records. By the way, Ka-26 is the only Soviet helicopter which received the certificate on the American standards of the flight validity of FAR-29 despite the direct world competition, despite Cold War …

And what now? Today the old man to the twenty sixth was succeeded by his son – “Two hundred twenty sixth”. Having looked at the father and the son, you understand that it is at least senseless to carry out genetic expertize on paternity proof. Ka-226 is a child of the ideas of a century of the 20th and technologies of the 21st. It is the modern helicopter equipped with two turboshaft Arrius 2G1 engines of the Turbomeca company and modern flight навигационым a complex. The helicopter kept all advantages of the ancestor which I listed earlier, and even increased them at the expense of powerful engines and modern production technologies. For example, the new blades made of polymeric composite materials increased efficiency of the bearing screws. The new plug contains 2,5 times less details, than the Ka-26 plug, is simpler and reliable. The torsion fastening of blades reduced the level of vibrations. It is already possible to list and list. Good the car turned out. However, also the predecessor’s shortcoming — not the highest speed of flight was partially transferred to it. But, as I already told, for this car speed — not the most important. Its tasks — work at small speeds near obstacles, at big height and at a strong side wind. Exclusive aerodynamic symmetry, the compact sizes, simplicity of management and high installed power per employee do this car attractive not only in our aviation market, but also abroad. The cost of the car, low in comparison with foreign samples, is cherry on an accurate cake of experimental design bureau of Kamov.

Sometimes Ka-226 call deep modernization of the old 26th car. I would not agree. Yes, the idea is taken from last years and passed a long-term forward way of improvement, but Ka-226 — rather new helicopter meeting all modern requirements. Now it is issued in the following modifications:
• Passenger — allows about 7 people are comfortable to transport.
• Transport — transports freight ton in the fuselage or on an external suspension bracket. For transportation of bulky goods instead of a transport cabin the cargo platform is established.
• Sanitary modification has two options of execution — medico-evacuation and medico-resuscitation. In both options the helicopter is equipped with the most modern medical equipment. Lack of the tail screw allows to carry out safely loading and unloading of patients through wide back shutters of a cabin.
• Police — allows to transport up to 6 people with the full calculation. It is equipped by all necessary for effective implementation of a task of protection of law and order.
• Search and rescue modification carries out tasks in the most difficult climatic conditions, including in mountains. High precision of hanging of the helicopter and resistance to wind gusts allows to carry out easily and safely raising of victims aboard.

Ka-226 together with Ansat consists to military service. Now train future military pilots at it. Several cars, in sea execution, left on the fleet.

Ka-226, as well as all USSR aircraft equipment, it is very unpretentious in operation. It is ready to work at huge differences of temperatures, to be stored under the open sky.

The IAC certified the Ka-226T helicopter with the French engines

The aviation register of the Interstate Aviation Committee (ARE of IAC) certified the Russian easy multi-purpose seven-seater Ka-226T helicopter with Arrius 2g1frantsuzskogo engines of the Turbomeca producer entering into the Safran group. Told two sources in branch independent from each other about this ATO.ru.

As it was reported earlier, the remotorization of Ka-226 with use of the French engines was made specially under the tender of the Air Force of India for delivery of 197 easy helicopters. The new power plant surpasses the Rolls-Royce M250 motor used on basic modification in power that allows to increase a static ceiling of the car, loading capacity also improves some other characteristics.

“Helicopters of Russia” participated in a competition on delivery of new type to India twice, however both times tenders broke. According to the specialized Livefist edition, order taking within the third competition came to the end on March 31. Ka-226T competes in it along with such models as AW119, Bell-407GT and Airbus Helicopters AS350 Fennec.

Before 18 cars of this type the Gazpromavia airline ordered. Helicopters are planned to be finished according to requirements of the customer especially for operation in the region of the Far North and the shelf of the Arctic seas in the conditions of poor visibility and sharp temperature drops of air. The contract for delivery of modified Ka-226TG will begin to be carried out only next year, Interfax-AVN reports. Initially these helicopters were planned to be transferred to carrier until the end of 2014. Today in the park of Gazpromavia there are several Ka-226 helicopters with Rolls-Royce Allison 250-C20R/2 engines (in the register of Rosaviatsia are not registered). New helicopters as it was reported earlier, will be intended for patrol of gas-distributing system and other infrastructure facilities of the Gazprom company, and also for corporate and transport transportations and repair work.

The Ka-226T helicopter is suitable for year-round operation in the city and mountains, including at sharp changes of temperatures, and also in conditions when there is a probability of frosting, and can be stored out of a hangar. Besides, as the producer declares, Ka-226T is one of the most “high-rise” helicopters in the class.

From last year the Tekhnotreyd company having the certificate of the official distributor of the producer of gas-turbine Turbomeca engines is engaged in maintenance of the flight validity of the helicopter Arrius 2G1 engine.

Ka-226T will test in Iran an extreme heat

“Helicopters of Russia” will test the light multi-purpose Ka-226T rotary-wing aircraft in Iran. During tests will check a possibility of operation of the aircraft in the conditions of extremely high temperatures.

As told in the Russian holding, testing of Ka-226T will take place on the basis of the Iranian company Iran Helicopter Support and Renewal Company (IHSRC) according to the memorandum signed by the parties on HeliRussia 2017. Earlier it was reported that at the same exhibition of the party coordinated preliminary conditions of assembly of Ka-226 in Iran.

The test car already arrived to the country and started the first test flights which will last until the end of August. During this time it is necessary to confirm a possibility of operation of Ka-226T at a temperature up to +50 °C.

At the beginning of September the Russian holding together with IHSRC will acquaint the Iranian potential customers of the helicopter with results of tests and will tell about features of work with these VS. It is expected that end of tests will increase appeal of the rotary-wing aircraft to potential operators not only from Iran, but also from all Middle East.

The Ka-226T helicopter with the bearing system executed according to the twin-screw coaxial scheme is created under the tender of the Indian Air Force which Russia won in 2015. Difference of this model from the basic version consists in installation of more powerful engines which allow to operate VS in the conditions of the hot climate and highlands characteristic of India.

At the beginning of a year in India the joint venture which will be engaged in assembly of the Russian cars (participants of the joint venture — “Helicopters of Russia”, Rosoboronexport and aircraft manufacturing corporation Hindustan Aeronautics Limited, HAL) was registered. A part of VS will be collected in Russia. One more joint venture — between HAL and Safran — will be engaged in release of the French Arrius 2G1 engines which equip Ka-226T.

The Russian engines for the Ka-226T and Ansat helicopters will be tested in 2018

Tests of new engines for the Ka-226T and Ansat helicopters will begin in 2018, the director of the Center of design of Tekhnodinamika holding Victor Nikolenko told. That the holding will be engaged in development of helicopter engines, it was announced at the HeliRussia 2016 exhibition in May of this year. According to Nikolenko, development of new power plants will take four years. The holding should find the place for production of prototypes of engines as the main production site — the Ufa enterprise “Gidravlika” “is loaded enormously”, Nikolenko noted. Over helicopter engines the holding employed specialists of the closed joint venture of the Pratt & Whitney Canada company.

Now by Ka-226T helicopter Arrius 2G1 engines, on Ansat — the American Pratt & Whitney PW207K are used.


Typemulti-purpose helicopter
Power planttwo Rolls-Royces Allison 250-C20R/2 on 450 CU everyone
Payload6 passengers or 1,4 tons of freight
Practical ceiling2600 m
Flying range600 km
Maximum take-off weight3,4 tons
Cruiser speed195 km/h
Diameter of the main screw13 m
Length8,1 m
Height4,15 m


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