Ka-26LL Helicopter Technical Specifications
- Crew – 2 people
- Engine – 2 x PD M-14V-26
- Power – 325 hp
- Main rotor diameter-13.0 m
- Empty helicopter weight – 2072 kg
- Maximum take-off weight-3250 kg
- Full load weight-700 kg
- Number of passengers-up to 6 people
- Maximum speed at altitude/near the ground-170 / 135 km / h
- Practical ceiling-3000 m
- The maximum range is 520 km.
Ka-26LL Helicopter Details
In the early 1960s, N. I. Kamov’s OKB-2 received the task of creating a multi-purpose helicopter of modular design, on which various sets of agricultural equipment could also be used. The Ka-26 soon became just such a civilian specialized helicopter. The Council of Ministers of the USSR in 1964 decided to develop a new multi-purpose helicopter, and for the first time the general customer of this project was not the Air Force, but the Civil Air Fleet (GVF). It was immediately decided, taking into account the seasonality of agricultural work, to make the new helicopter universal, with the possibility of quickly converting it to transport passengers or cargo, or to use it as a “flying” crane for installation work. M. A. Kupfer, Deputy Chief Designer of OKB-2, supervised the development of a helicopter that is simple in design and easy to operate and pilot, which has high efficiency. The first prototype Ka-26 helicopter made its first flight on August 18, 1965.
The use of a twin-screw coaxial carrier system on the Ka-26 helicopter (which was successfully used by the Kamov Design Bureau for all its helicopters), with two M-14V26 air-cooled star-shaped piston engines, made it possible to obtain a high efficiency of the propellers in the hover modes and low flight speeds characteristic of agricultural operations, as well as intensive spraying and spraying of chemicals by the flow from the coaxial rotors. The helicopter had a non-retractable four-wheeled landing gear. The fuselage of the new Kamov helicopter was made according to the original layout scheme in the form of a “flying chassis” with a central rectangular platform compartment, to which the crew cabin was attached in front, and two semi-monocoque tail beams carrying a horizontal tail were attached at the rear. The main gearbox with a carrier system was mounted on top of the central fuselage compartment, and two nacelles with M-14V26 engines were mounted on the sides. It was the “flying chassis” that was an invariable part of all the main applications of the Ka-26 helicopter, with various sets of special quick-release attachments (tanks and hoses for spraying liquid chemicals; bins and sprayers for solid chemicals; cargo and passenger cabin with folding seats for 6 passengers; cargo platform with folding sides designed for transporting bulky cargo; remote-controlled winch with a hook for lifting cargo, etc.)
The two-seat crew cabin had a good view and sliding doors, and provided for the installation of a second set of controls. Behind the crew seats were located compartments of electronic and instrument equipment with large hatches for maintenance. Two well-proven M-14V26 air-cooled piston engines (already installed on the previous Kamov Ka-15 and Ka-18 models) were used as the power plant, which, combined with the simple and lightweight design of the helicopter, provided an increase in payload by more than three times. For this helicopter, three-angle coaxial rotors of opposite rotation with hinged attachment of the blades were developed. Moreover, for the first time in the world helicopter industry, the fiberglass blades of these rotors had an almost unlimited survivability resource exceeding 5,000 flight hours, which was almost 10 times higher than the life of the Mi-2 helicopter blades. Flight and navigation equipment provided piloting of the helicopter in simple and difficult weather conditions and included a radio compass, a command radio station R-860 and a course system. Special equipment was determined by the purpose of the helicopter, so eight different sets of replacement equipment were developed.
In the period from 1967 to 1970, several modifications of the Ka-26 helicopter were created:
– agricultural (without cargo and passenger cabin with tanks or bins for spraying and spraying chemicals with a strip width of 20-60 m at a flight speed of 30 to 130 km / h);
– transport (with a cargo and passenger cabin for transportation of 6 passengers or cargo weighing 900 kg or with a cargo platform instead of a cabin);
– sanitary (for transporting two patients on stretchers and two on seats with accompanying medical workers and medical equipment);
– forest patrol (for patrolling woodlands and performing rescue operations in case of fires, with an electric winch LG-150 with a lifting capacity of 150 kg with a cable length of 40 m and a hook);
– flying crane (for installation work and transportation of cargo weighing 900 kg on an external suspension);
– ship rescue (with an electric boat LG-150-M3 with a system for lifting victims; with a rescue boat LAS-5M3 with a Korall radio station and emergency ballonets for landing on water). It was used in the auxiliary aviation of the Navy;
– patrol car (for the traffic police of the Ministry of Internal Affairs-with loudspeakers and an electric cart with a cargo hook; it could also be equipped with a television camera and used for filming from the air);
– geological exploration (with magnetic geological exploration equipment located in the cargo and passenger cabin and with a ring antenna mounted around the fuselage).
All variants of the Ka-26 helicopters, except for shipboard and geological reconnaissance, could be converted from one to another by a team of two or three technicians-in less than 8 hours. However, the Ka-26 multi-purpose helicopter proved to be quite far from aerodynamic perfection. Due to imperfect aerodynamics, its maximum speed was limited, which, however, was not a determining factor for a working helicopter, which could perform a large amount of various work at low speeds near the ground. At the same time, at low altitudes and at low speeds, the advantages of the chosen helicopter scheme were best realized, which provided it with good maneuverability, compactness, high thrust-to-weight ratio, as well as a very simple piloting technique.
Serial production of Ka-26 helicopters was carried out at the mechanical plant in Kumertau from 1969 to 1977, a total of 816 helicopters were built.
The Central Museum of the Great Patriotic War exhibits the Ka-26 LL helicopter (flying laboratory), transferred in 2009 to the State Unitary Enterprise “United Ecological, Technological and Research Center for RW Disinfection and Environmental Protection “Rodon”.