Has Kamov got the market right? (670 words)

Published: 9/20/2000

According to Veniamin Kasyannikov, Deputy General Designer of Kamov, the helicopter producer is in the process of researching the market for the development of a 10 tonne helicopter to compete with the Mi-38 and the Mi-8, as well as potentially competing internationally against the S-92 and NA-90. Kasyanniko however, is reluctant to discuss more details arguing that the company is in the process of establishing meetings and discussions with operators regarding its requirements. It is, however, evident that, due to financial constraints, the helicopter will be a development of the widely used Ka-32 platform, which is unique in having Canadian certification, rather than a completely new helicopter. Kasyanniko accepts that the prospects of the programme may be less than attractive if it does not get funding from programmes such as the Federal Aviation Programme 2001-2015. He is not particularly optimistic about state funding materialising for Kamov's new and upgrade programmes in its entirety, adding to the pessimism about the prospects for the 10 tonne conceptual programme. Programmes that do appear to have more chance of survival from the Kamov stable are less dramatic upgrades of the Ka-32, involving increasing engine power and upgrading rotors to increase the external slung payload above its current 5000 kgs maximum. This would make the helicopter more attractive for users both inside and out of Russia, particularly in the forestry products industry. The company's 1970 kg Ka-115, first announced in 1995, has been seen as a potential winner by Kamov in the changing Russian helicopter market. With operators increasingly look for light weight helicopters to replace heavier, older and less fuel inefficient helicopters such as the Mi-2 and Mi-8. These constitute the bulk of the current Russian and CIS fleets. The company has also continued to develop the Ka-226 utility helicopter to be built at Strela and Kumertau, which is currently involved its early flights tests and is reported to have considerable interest from Russia's emergency services and from Gazprom. Kamov's enthusiasm for the potential of its product is not shared by Andrey Martirosov, General Director of Tyumenaviatrans, Russia's largest civilian helicopter operator. He has said that the company intends to source its light weight helicopters to replace Mi-8s from outside of Russia, believing that Russian producers do not understand their customers and, due to financing problems, are unable to produce a viable product to meet their needs. Kasyanniko supports Martirosov's scepticism of the Ka-115 success, which still has to fly and has little prospect of funding in the short term, despite earlier interest from Moscow's city government. But he claims that his company has, indeed, sought to develop products that customers want, such as the 6600 kgs Ka-32. Martirosov argues that the major proportion of the future helicopter market in Russia is for lightweight aircraft, not those in the heavier classes and the producer has simply failed to realise this. This has led to the accusation that, yet again, the limited resources of the industry have been dissipated into programmes such as the Mi-38 which, according to Kamov, suffers not only from lack of buyers capable of buying the expensive helicopter, but from insufficient finance, particularly when its foreign partner Eurocopter, has proved slow in advancing its funds to the joint venture programme. Other programmes currently on the Kamov roster are also engaged in that ongoing struggle for funds. The 6000 kg Ka-60 military utility helicopter has flown, but the plant remain concerned that there will be adequate funding for its development and production and that of its civilian version the Ka-62.Both programmes have been included in the long term aerospace plans, although recent government changes and the need to bolster the Russian Army's helicopter force may assist the Ka-60 as an Mi-8 replacement.

Article ID: 2082