contents–урналы/2011...mi-34s1. rotary-wing phoenix ... cables and letters of congratulation...

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IN THIS PUBLICATION

CONTENTS

2 MAJOR EVENTRUSSIAN HELICOPTER EXHIBITION

8 LOCAL MARKETRELATIVELY INEXPENSIVE MEANS OF SELF-ACTUALIZATION

12 PRESENTATIONMI-34S1. ROTARY-WING PHOENIX

16 RUSSIAN MACHINESSINEVITABLE ADVENT

20 HELI-COMMUNITYTHE ASSOCIATION LONG WAITED FOR

24 IMPRESSIVE PHOTOКА-32

26 COMPANYUTAIR COLORS

32 FRONT LINERESULTS OF THE YEAR AND EXCITING FUTURE

36 PRESENTATIONКА-32А11BC

42 HARD TALKANDREY KOZLOVSKY

44 HARD TALKLUDMILA BARANEY

46 EXCHANGE OF EXPERIENCECHRONICLES OF RUSSIAN HELICOPTER INDUSTRY

February

UTair colors26

12 16 32 36

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RUSSIAN HELICOPTER EXHIBITIONMAJOR EVENT

HELIRUSSIA 2010 third timein Russia

3rd International HelicopterIndustry Exhibition

HELIRUSSIA 2010May 20 – 22, 2010, Moscow,

International Exhibition Cen-ter “Crocus Expo”

Pavilion No. 1, Hall No. 4

According to the decree of the Gov-ernment of the Russian Federation No.1275-r of September 2, 2009, the 3rd In-ternational Helicopter Industry ExhibitionHELIRUSSIA 2010 took place on May 20 -22, 2010 on the Crocus Expo IEC grounds.The Exhibition was organized by the Min-istry of Industry and Trade of the RussianFederation on the initiative of the Heli-copter Industry Association. The plannerwas Russian Helicopter Systems JSC. Theexhibition organizing committee washeaded by Denis Manturov, Deputy Min-ister of Industry and Trade. The title spon-sor of HELIRUSSIA 2010 was OPKOBORONPROM JSC, the official sponsorwas Eurocopter Vostok.

156 companies from 14 countries(Russia, Ukraine, Lithuania, the USA, GreatBritain, France, Sweden, Italy, Germany,Poland, Libya, Slovakia, Belgium, and Is-rael) took part in the Exhibition this year.The first Exhibition hosted 129 companiesfrom 10 countries to present their expo-sitions, including 22 foreign companies;the second Exhibition involved 144 com-panies from 16 countries, including 32foreign ones. This year 40 overseas com-panies took part in the Exhibition.

HELIRUSSIA 2010 brought togetherdevelopers and manufacturers of heli-copters, simulators and spare parts, cock-pits and special equipment forhelicopters. It also attracted companiesengaged in ground support and radarcontrol, equipment of helipads, mainte-nance centers and fuelling complexes,transport, leasing and insurance compa-nies as well as helicopter equipment deal-ers. For the first time the Gyros 1, Gyros 2,Inspector and MAI-208 gyrocopters wereon display.

helicopter industry magazine/ february, 2011

HELIRUSSIA 2010third time in Russia

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RUSSIAN HELICOPTER EXHIBITION MAJOR EVENT

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15 helicopters were demonstrated atthe Exhibition: МI-28 NE (Night Hunter),Ansat, MI-34S1, MI-2, EC175, AW139,AW109, Bell 407, MD520, HummingBird260L (Vertical Aviation Technologies),A600 Talon (Rotor Way), АK1-3 (Aero-copter Design Bureau), R44 (3 pieces).Among them Eurocopter’s EC175 andAgustaWestland’s AW139 were for thefirst time presented to the Russian pub-lic. Helicopters HummingBird 260L ofVertical Aviation Technologies, A600Talon of Rotor Way, АK1-3 of AerocopterDesign Bureau were novelties amongfull-scale exhibits of the HELIRUSSIA.

Cables and letters of congratulationaddressed to participants, organizersand visitors to the Exhibition were re-ceived from Dmitry Medvedev, Presidentof the Russian Federation, and SergeyIvanov, Deputy Prime Minister of theRussian Federation, Vladislav Putilin, FirstDeputy Chairman of the Military-Indus-trial Commission at the Government ofthe Russian Federation, and SergeyPrikhod’ko, Assistant to the President ofthe Russian Federation.

The following officials took part in theopening ceremony of the Exhibitionwhich took place on May 20, 2010 at12:00 in pavilion No. 1 of Crocus Expo IEC.

Leonid Reiman, Adviser to the Presi-dent of the Russian Federation,

Denis Manturov, Deputy Minister of In-dustry and Trade of the Russian Federation,

Valery Okulov, Deputy Minister ofTransport of the Russian Federation

Andrey Reus, Director General of OPKOBORONPROM JSC

Michael Kazachkov, Chairman of theBoard of the Helicopter Industry Associ-ation, and others.

Leonid Reiman read the address ofDmitry Medvedev, President of the Russ-ian Federation, to visitors and partici-pants of the Exhibition. The messagesaid, in particular, that “Having earnedthe attention of major helicopter manu-facturing companies from Russia andother countries, HELIRUSSIA 2010 hasbecome one of the most prestigious in-ternational events in this high-tech in-dustry”. “Today, based on the strongconnection between science and pro-duction, based on the development ofinnovations, we need to step up our ef-forts to modernize industry’s enterprisesand encourage mutually beneficial co-operation with our foreign partners”.

Denis Manturov, Deputy Minister ofIndustry and Trade of the Russian Feder-ation, read the greeting address ofSergey Ivanov, Deputy Prime Minister ofthe Russian Federation, which high-lighted the achievements of domestichelicopter manufacturers: “Capability ofthe domestic helicopter equipmentmanufacturers to design and createcompetitive products constitutes a pre-requisite for successful work within theframeworks of priority and innovative

development of the country”. Thegreeting says, that “…the Exhibition willcontribute to demonstration of high po-tential of the Russian companies andpresentation of the significant invest-ment projects focused on meeting am-bitious challenges of the contemporaryworld”.

Andrey Reus, Director General of OPKOBORONPROM stated that HELIRUSSIA2010 is expanding from year to yeardemonstrating the growing interest ofmanufacturers and helicopter operators.

“The helicopter market is one of themost fast-growing markets in the world,and I hope this tendency proceeds”, A.Reus said.

He placed great emphasis on the de-velopment of cooperation with theglobal helicopter manufacturers andwelcomed the key helicopter playersparticipating in the event :AgustaWest-land, Eurocopter, Safran, as well as enter-prises of Ukraine. “I think that there willbe enough space in this market for all ofus, and we will jointly succeed in newequipment manufacturing”, A. Reus said.

116 national companies (both sub-sidiaries of Russian Helicopters, JSC andindependent manufacturers and opera-tors from regions) covered a significantnumber of expositions at the Exhibition.The exhibited military-purpose productsmost completely displayed national


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achievements in this sphere. Russiancombat helicopter MI-28NE (NightHunter) displayed in front of pavilion No.1 of Crocus Expo IEC was the most im-pressive exhibit representing military-purpose products.

The Russian exposition representing18 companies was based on the OPKOBORONPROM joint stand which com-prised the Russian Helicopters Holdingand the United Engine-Building Corpo-ration.

The second day of the Exhibition, May21, was announced as the “Russian Heli-copters” day when the Holding presenteda model range of Russian-made helicop-ters and options of their application in theregional air transportation. The capabilityof Russian Helicopters, JSC to produce,deliver and service helicopters and re-lated equipment as well as prospectiveoutlook of the Russian helicopters wereon the agenda of the Russian Helicoptersfor Regional Aviation Conference thataimed to establish closer cooperationwith state and commercial operatorswithin the framework of regional aviationdevelopment and to outline plans fornext-generation helicopters.

On the first exhibition day OPKOBORONPROM and Italian AgustaWest-land signed a specification for buildingthe Italian AW139 helicopter assemblyshop in Russia. Andrey Reus, DirectorGeneral of OPK OBORONPROM, and

Juseppe Orsi, CEO ofAgustaWestland, affixed their signaturesto the document. It was this particularmodel that was displayed at AgustaWest-land’s stand.

40 foreign helicopter industry compa-nies took part in HELIRUSSIA 2010, includ-ing leaders of the global market likeEurocopter, AgustaWestland, Bell Heli-copter, MD Helicopters, Motor Sich,Ivchenko-Progress State Enterprise, Tur-bomeca, Zodiac Data Systems, BeckerAvionics, Pall Corporation, Red Box Inter-national, Breeze-Eastern, Simplex Manu-facturing and others.

At HELIRUSSIA 2010 Eurocopter pre-sented the EC175 helicopter which wasdesigned in cooperation with UTair ex-perts and is equipped with the avionicsproduced by the Russian Tranzas from St.Petersburg. At the Russian Heli-Expo thehelicopter was exhibited in an offshoreconfiguration for 16 passengers.

At HELIRUSSIA 2010 Bell Helicopterannounced opening of a network of serv-ice centers in July, 2010 in Moscow and St.Petersburg to support its growing fleet.Today 25 Bell helicopters are operated inRussia, this year 6 more helicopters will bedelivered and contracts for 3 vehicles areunder examination, representatives of thecompany at the Exhibition informed.

Motor Sich showcased the TV3-117VMA-SBM1V helicopter engine de-

signed by the Ukrainian engine-builders.It allows helicopters to reach record rateof climb and flight altitude. The experts ofthis company worked for ten years on cre-ation of the engine capable to operate intake-off mode for 30 minutes. During theExhibition the MI-8 helicopter equippedwith new engines set a world record inrate of climb and altitude, having risenvertically to the altitude of 8,100 metersin 13 minutes.

This year, for the first time the Frenchjoint stand comprising 13 companies wasformed. The exhibitors from France totallynumbered 16 companies and outnum-bered other foreign countries. That is howthe year of France in Russia was markedat the Exhibition.

It has become a tradition for the Heli-copter Association International (HAI) toparticipate in HELIRUSSIA. Its delegationnot only represented the Association butalso participated in the international con-ference on Helicopter Market: Reality andProspects, seminar on Flight Safety: Russ-ian and American Experience and in theHelicopter Industry Association PrizeAward Ceremony.

Ambassadors and military attaches ofFrance, Brazil, Bangladesh, Bolivia, Egypt,Republic of Korea, China, Thailand, Peru,Libya, India, Indonesia, Spain, Venezuela,Israel and other countries showed theirinterest in the Exhibition.

The Exhibition had a vast business pro-

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Association (Mikhail Kazachkov, Chairmanof the Board) respectively. The conferencetook place on the first day of the Exhibitionand had a wide response among partici-pants of the Russian helicopter market.

The Round Table on Issues of AviationCondensed Fuel Use in MI-8 helicopterfamily (Organizers – Zhukovsky CentralInstitute of Aerohydrodynamics, StateR&D Institute of Civil Aviation, InterAvi-aGaz JSC, ERA Science and Production As-sociation) was devoted to alternative fuel.Realization of the offered technical solu-

tion will provide air transport of the re-mote regions of Russia with cheap fueland will promote association of industrialand resource regions of the country.

The 3rd International Helicopter Indus-try Exhibition HELIRUSSIA 2010 was tradi-tionally marked by the Helicopter IndustryAssociation Annual Prize Award in nomi-nations “Pilot of the Year”, “Designer of theYear”, “Engineer of the Year”. The AwardCeremony took place on May 21 at 16:00on the exhibition hall stage. The Presidiumof the Helicopter Industry Association de-

gram. The Second International Confer-ence on Helicopter Market: Reality andProspects became one of its key events. Itwas organized by the Helicopter IndustryAssociation and AviaPort agency. The con-ference considered parameters of the Russ-ian helicopter market from the position ofhelicopter equipment consumers andmanufacturers. Forecasts on the global,American and Russian helicopter marketswere presented by Honeywell Aerospace(Charles Park, Director for Marketing Analy-sis and Planning), HAI (President Matt Zuc-caro) and the Helicopter Industry


Quite a number of visitors were Moscowcitizens with their children who enjoyedexploring cockpits and cabins of varioushelicopters.

The next, already the fourth Interna-tional Helicopter Industry Exhibition HE-LIRUSSIA 2011, will be arranged at thesame venue, “Crocus Expo”, from May 19to May 21, 2011.

We are sure it will be even more fasci-nating and diverse.

Beauty of the Rotary-Wing Aircraft PhotoContest Award Ceremony.

During the exhibition the ShowOb-server HeliRussia 2010 newspaper waspublished.

During three exhibition days the ex-position was attended by more than 7thousand people including high-rankingofficials of the Russian Federation andother countries, representatives of for-eign military departments, as well as busi-nessmen and fans of helicopter sport.

cided on the following winners: “Engineerof Year”- Valery Evtikhov, Chief of technicalbureau of hull and parts treatment com-plex of the Reduktor-PM JSC; “Pilot of Year”– Sergey Ignatov, a Mi-8 pilot, internationalflight group, UTair air transport company;“Designer of the Year”– Shamil Bayazitov,leading engineer-designer of the KazanHelicopter Factory.

HELIRUSSIA 2010 saw the XXI CenturyHelicopters Contest Prize Award Cere-mony (Organizers – OPK Oboronprom,Russian Helicopters), as well as The

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It is worth mentioning that until cer-tain period the major part of the helicop-ter buyers in Russia considered them asthe means of self-actualization. All ofthem were mainly in Moscow region. Theother part of the owners was interested inthe helicopters as the means of quick andcomfortable transportation. Compared toa car, the time savings here are from 3 to8 times.

The models of the Robinson company

became in Russia the best means to solvethe issues both of the first, and the secondgroup of the rotor-wing aircraft owners.Self-actualization on the R-44 helicoptersis the same as on the other machines butmany times cheaper.

The economical crisis was the reasonto considerably affect such situation.Today the helicopters are more oftenpurchased for corporative and commer-cial use.


LOCAL MARKET

Depending on the number of flighthours, package set and the condition aRobinson may cost 400-800 thousand USdollars in Russia, whereas a gas-turbinecountertype – 1,5-2,5 mln US dollars.Therefore, these were the models of theRobinson company that the Russian pri-vate pilots and small helicopter companiesused to make their first steps to the sky. Ofcourse, more affluent buyers shopped Eu-rocopter AS350 or Bell 407 (U.S.A.), then

Relatively inexpensive

By various estimates now there are about 250 helicopters of the Robinson brand inRussia. Most of them were purchased in 2005-2008 during the leap of the world-wide demand for light single-piston engine helicopters. Since 2010 the new wave ofacquisitions came to Russia mainly from the helicopter aftermarket of Europe.

means of self-actualization

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LOCAL MARKET

went twin-engine (8-places) Agusta 109,Eurocopter 135 and 145, etc.. More practi-cal people, however, usually chose Robin-son preferring it to all others, and therewere many reasons for such choice.

The Robinson maintenance is mucheasier, for the helicopter has been plannedas really not fastidious one for private use,with low-consumption piston engine. Tosome extent the success of R-44 was dueto the market-determined prices for oil.The fuel cost share in direct helicopter op-erational costs is constantly growing, andthe crucial part here was played by thefact of using the available and cheapergasoline.

There is also another angle – a heli-

copter may be profitable. The Russianflight clubs where the private helicoptercould be placed for parking and providedmaintenance proposed the owners tolease the helicopters for pilot training. Ofcourse, such proposals were made to theR-44 owners, for any training started fromthem. How much can one gain on thebusiness? The Aerosoiuz company (autho-rized distributor and maintenance centerof RHC – Robinson Helicopter Companyestimates the efficiency of the helicopter

business as 10-15%. So, this enables theowners of the machinery to considerablyminimize their operational and mainte-nance costs.

This scheme which became standardin Russia was started to be actively em-ployed from the mid 90s, but it failed tobecome the source of the long-term in-dustry growth. There are case studies here.In 2010 the ambitious project of sellingthe helicopters in the Kama region initi-ated by the private airline Gelios failed. Thecompany wound up both the selling, andpilot training activity, for during two yearsonly two light R-22 helicopters were soldin Perm, and only four pilots were trained.

Among the reasons of the Gelios fail-

ure the observers note overstated sales ex-pectations (10 in Perm at the all-Russiansales – 30 helicopters annually), insuffi-cient market development of the Kama re-gion and others.

The companies of the central regionmay count for better success of the similarbusiness model where the demand foesuch services is much higher. TheAerosoiuz company is the biggest author-ized dealer and maintenance center ofRobinson Helicopter Company in Russia. It

offers much wider range of services.Among them there are: helicopter salesand maintenance; pilot training with thecertificate issue; helicopter lease; helipodsand heliports arrangement; operation ofthe private and corporative helicopters.Now the company is actively using thefranchise relations with a number of com-panies. Making the agreements Aerosoiuzdoes not demand any share of the partnercompany; the main requirement is pur-chase of the whole range of machinery.Now the franchises of Aerosoiuz operatein Saint-Petersburg, Tomsk, Perm andVoronezh. Besides, some time agoAerosoiuz staked at the participation inthe program of sports and tourism devel-

opment in Rostov region for the years2008-2010, and that was the right step.

The similar efficiency has been wit-nessed from the part of the Uralhelicomcompany from Ekaterinburg, the city re-taining the title of the biggest economicalcenter of the Urals region. Weighty part ofprofit comes to the companies throughtraining of the pilots and technical staff forthe operated helicopters including Robin-son. Thus, the number of the specialistsoperating R-44 is constantly growing.

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On top of that, in the end of the previ-ous year Uralhelicom was the first and sin-gle company in Russia to obtain access tooverhaul the Robinson R-44 helicopterafter 2200 flight hours or 12 years of oper-ation. The aviation company Ufa Airlineswas the first customer of Uralhelicom. OnJanuary 19, 2011 the agents of Ufa Airlinesstarted the acceptance procedure of thefirst helicopter delivered for overhaul inDecember. This year already several othercompanies has made the applications forR-44 overhaul.

Today Ufa Airlines is the only operatorof light civil aircrafts in Volga Federal Dis-trict which managed to retain its positionon the domestic market. Boris Shangariev,the Deputy General Director of Ufa Air-lines, says that the enterprise “is keepingafloat” due to timely (in 2006) purchase ofthe American helicopters Robinson thatare able to land on small and not particu-larly prepared helipods.

The Robinson R-44 helicopter flightcommander of Ufa Airlines Oleg Nikitinsays: "The aviation works on the lightAmerican helicopters were started in theRepublic of Bashkortostan, and since thenthe operated territory has been much ex-panded: these are Chelyabinsk, Tiumen,Irkutsk regions, Krasnoyarsk Territory. Wealso perform monitoring of oil and gaspipelines, medical tasks, count wildlifepopulation. In summer we patrolled the

forests looking for the islands of fire. Weare constantly seeking for new jobs, andthere is a proposal to work in Chukotka."

The aviation company Barkol foundedin 1996 is also well-known in Russia.Among the types of its activity there are:VIP charters arrangement, air patrols ofthe power transmission lines, oil and gaspipelines, aviation chemical works, forestmonitoring and aerial photography oper-ation. Of more than 50 planes and heli-copters Barkol operates 10 RobinsonsR-44.

The General Director of Barkol AirlinesViktor Barkhotov says: “The use of lighthelicopters does not necessary lead to re-duction of aviation safety. Flight safety isthe main priority for our company. The


LOCAL MARKET

company infrastructure has all the neces-sary divisions for adequate performance:flying and engineering-technical staff,flight security inspection, aviation securityservice, etc.. We staked at the highly-skilled specialists”.

The helicopters of the Robinson brandenjoyed simultaneously active usage inseveral regional air companies mainly toarrange the allowable charter transporta-tions. They already own or lease dozens ofR-44. The AC Bars Aero Airlines companywith the main aircraft fleet consisting ofthe middle-range planes Yak-40 and CRJ-200 “Bombardier” is now mastering thebusiness aviation segment, and supple-mented its fleet with the helicopters R-44,Bell 407 and Mi-8. The key directions ofthe air transportations of the OJSC AC BarsAero are Moscow, the nearest Volga re-gions and the West Siberia regions.

In 2010 it became known about theproposal of Magomed Zakarzhaev, theGeneral Director of Kazan Aviation Enter-

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prise (KAE), to join under their authority thehelicopter fleets of the Tulpar Helicopters(member of the Tulpar group) and AC BarsAero. KAE possesses 20 helicopters and tenare leased; the Tulpar fleets includes 10 hel-icopters (Robinson, too); there is also thehelicopter fleet at AC Bars Aero. Therefore,theoretically the fleet of the merged com-pany may be more than 40 helicopters.One of the biggest Russian air company UTAir also has the R-44s in its fleet.

All this makes it possible to say thatthere is almost formed segment of thecommercial helicopter aviation usingRobinson R-44. Apart from the private air-crafts, R-44s have been actively used bythe state companies. For example, in 2010the aviation fleet of the forest monitoringservice in Altai Territory was introducedtwo new helicopters of R-44 class and twoAn-2 planes. All the aircrafts are distrib-uted at their bases to fully cover the forestresources of vast forested area. Is neces-sary, each helicopter is ready to move toany part of the Altai Territory.

The Robinson R-44 helicopters havebeen successfully used by the law enforce-ment agencies. In 2005 the first RobinsonR44 Raven I came to Baikonur in Kazakhas-tan. Using the machine, the Russian police

forces providing order at the objects ofthe space infrastructure now have the op-tion to expediently fight the criminalgroups entering the territory of the com-plex to steal cables of non-ferrous metals.The new Robinson R44 Police model cameto the Department of Internal Affairs atBaikonur. It is equipped with the specialmonitoring equipment. Besides, the R-44sbegan to come to the aviation squad ofthe MIA of Tatarstan – one of the 20 spe-cial purpose squads in Russia. Apart fromTatarstan, it is responsible for Chuvashiaand Kirov region.

As of the application of the lightRobinson helicopters, the Russian avia-tion market has just started to unfoldtheir potential. The experience of the pri-vate and state aviation companies andclubs has already determined the mostprospective trends of the R-44 use thatmostly coincide with those developed inother countries. Thanks to the unique forthe helicopters “price-performance” pa-rameter and unrivalled popularity amongthe Russian private pilots and charter pas-sengers, the Robinson R-44 helicoptersmay be sure of their favorable future.

German Spirin

www.helicopter.su

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PRESENTATION

DOSAAF made in 1979 the personal re-quest to M.N. Tischenko, the Chief De-signer of the Helicopter plant named afterMil in Moscow, about the start of theseworks. The request, of course, was ac-cepted, and in 1980 the development ofthe light multipurpose helicopter Mi-34(“product 300”) began. The work washumming, and in November 1986 the firstprototype of Mi-34 made its first flight. Al-ready in a year the second prototype wascompleted and the same year Mi-34 wasinitially shown at the aviation-space showin Paris; rather high flight performance

was demonstrated to the wide audience.The first stage of tests – A – was over. InDecember 1988 the Scientific-Research In-stitute of Air Force started the stage B ofthe joint tests. Their results proved the ne-cessity of improvements that were intro-duced in 1989-1991. The demise of theSoviet Union and economical crisis, how-ever, delayed finishing of the helicopter.Still in late 1992 the state tests were re-sumed. Moreover, the JC Light Mi Helicop-ters was founded to produce the Mi-34brand, and the production was located atthe Progress plant in Arseniev. The resultof rather tedious works in tough econom-ical conditions was that the first series Mi-34 took off in November 4 1993.

Survival aerobatic flights

Initially it was decided to use the avail-able piston engine М-14В26В as the heli-copter power plant. This engine wasdesigned by I.M. Vedeneev, had the takeoffoutput of 242 kW (325 h.p.) and was suc-


Mi-34S1 Rotary-wing PhoenixAccording to multiple specialist forecasts, today this helicopter

may introduce considerable correctives in the distribution ofthe light rotary-wind aircrafts market shares. Until recently

however, the production program was actually scaled down,and it seemed that this unique machine would never see the

sky. But all is well that ends well, or, to be honest, it is now thateverything just starts…

Pokryshkin’s “godson”

The history of this helicopter startedin already remote 1970s. It is then in theAir Force training commands and theflight clubs of Voluntary Association forAssistance to Army, Aviation and Navy(DOSAAF) the mass disposal of the Mi-1helicopters began. Their substitution forthe heavier Mi-2 turned out to be eco-nomically unsound, and the issue aboutthe design of the new light helicopter be-came urgent. A.I. Pokryshkin, the famouscombat pilot and Air Marshal, the head of

cessfully used on the Ka-26 helicopters.The choice of the engine was also drivenby the fact that it had been widely used onthe sport planes of DOSAAF. During theMi-34 development the latest technicalachievements were employed, new mate-rials in the hull design, rigid rotor andtransmission, as well as more simple de-signs (e.g. skid landing gear). All this en-abled to have the high flight performancehelicopter with robust design and conven-ient in operation. The machine turned outto be very easy to control. The maximal all-up weight of the helicopter was only 1 450kg. The course speed – 170-180 km/h. Theflying range with 145 kg of commercialload was 360 km.

Besides, Mi-34 in its class became asingle helicopter in the world that couldkeep 3 G force on the manoeuvres, per-form complicated aerial stunts includingthe Nesterov’s loop, precision and naviga-tion flights and helicopter slalom.

During the Mi-34 finishing its optionsas multipurpose machine were also ex-panded. These include monitoring – fol-lowing the environment, oil pipelines,power supply lines, forest ecology, banksof lakes, rivers and seashores. It can alsobe used as the commercial means oftransportation of passengers and moder-ate cargoes. And, of course, it could beused for training of both civil, and militaryAir Force staff. In general, the helicopter

tor engine М-14В26В will be changed forthe modern injector М9ФВ developed bythe Mechanical plant in Voronezh. Thisengine is the modified helicopter versionof the certified plane engine used on thesports machines Su-26 and Su-29. The ca-pacity of the new piston engine of the Mi-34S1 model has been increased by 40 h.p.compared to М-14В26В. Besides, the en-gine would have the electric starter andlow pressure fuel injection system; thefuel consumption would also be reducedwhich would enable to expand the flyingrange up to 500 km. The developers alsosuppose that the helicopter would belighter by 100 kg.

The developers increased the re-source of the helicopter and its main unitsto the world competitive values, installedthe hydraulic system and the unit of therotation support.

The next point is noise protection. De-spite that the helicopter’s noise parame-ters correspond to all internationalrequirements, to have comfortable flightsit is necessary to reduce noise in the cabinwhich is also supposed to be done on thenew machine.

The same thing is with the renovationof the interior of the rotor-wing aircraft. Itis planned to be created according to thebest tradition of the contemporary auto-motive industry. To increase comfort dur-ing long flights, a new and more spacious

demonstrated a lot of advantages but,unfortunately, it fit poorly into the “newtimes” of the Russian capitalism. This ma-chine lacked the main attractive featuresfor commercial use, such as: resource,load capacity, ceiling, flying range, com-fort. It could be stated that Mi-34S did notcorrespond to the operators’ require-ments. Maybe these were the reasons or,rather, the aggregate of all objective is-sues that stopped the Mi-34 productionin early 2000. And it seemed to manythen that this helicopter would nevergain the right height any more.

Risen from ashes

In 2010, however, at the HeliRussia-2010 International Exhibition the holdingHelicopters of Russia presented the visi-tors and the specialists the mock-up heli-copter Mi-34S1.

It turned out that it has already beenfor several years that the Moscow Mil hel-icopter plant (member of the holding)performed serious finishing and debug-ging of the multipurpose Mi-34S1 withthe improved piston engine of increasedcapacity. Although it is based on the pre-vious Mi-34, this would be absolutely an-other helicopter, keeping with the sprit oftimes. So, what would be new and attrac-tive there? First, this is the engine whichwould be changed. The previous carbure-

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PRESENTATION

as well as in Stupino and Perm where therotorcraft structures and transmission, re-spectively, will be produced. It is neces-sary to say that, apart from the abovenovelties, the main purpose of Mi-34S1update is reduction of the productioncosts and the ultimate price of the heli-copter. This is the goal the main efforts ofthe developers are aimed at. The same isalso proved by the fact that after the newfive-axis mills were installed at theProgress facility named after N.I. Sazykinin Arsenievo, the cost of production ofcertain parts of the helicopter hull has

variant of the arrangement will be pro-duced for three passengers and the pilot.

The next issue is avionics. There areseveral options planned: from the sim-plest – minimum of flight-navigation in-struments – up to the “gussied up” onewhich will be produced under the guid-ance of the instrument-making plantfrom Ulianovsk.

Now the Mi-34S1 program is on theproduction preparation stage when theproduction facilities of the Helicopters ofRussia holding in Arsenievo are updated(the helicopter will be produced there),

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been reduced sevenfold. And it is wellknown that the less expensive a productis, the more competitive it would be…

Reassuring forecasts

This is a very acute issue for the newMi-34S1, too. The annual supply of thelight helicopters (FAR-27 category) at theworld market is estimated as about 1.000units. The "lion’s share” at the market is oc-cupied by Robinson with their R44 ma-chine. Therefore, hardly can it beexpected that our helicopter would havea “dolce vita” fate. Both the specialists, andthe developers think that Mi-34S1 wouldbe able to obtain its market niche, pro-vided active and efficient marketing pro-motion would take place. Suchconfidence is supported by many advan-tages – as technical, so related to theprice – Mi-34S1 enjoys compared to itsmain competitor. The new Russian heli-copter will be less expensive than R44. Itsbase package price at the Russian marketand in the CIS countries may be 500 thou-sand dollars.

According to the developers, thismodel in the light helicopters categorydemonstrates one of the best manoeuvra-bility. Mi-34S1 can be used as in the airshows, so in the competitions. It is ideal forinitial pilot training. Besides, Mi-34S1 canbe used for passenger transportation andland monitoring. It can be used as the po-lice aircraft and perform the environmen-tal control functions, provided theequipment of special tools. All these ad-vantages make us think that the aircraftwould not be lost among the competitorsand become one of the leading machines.

Mi-34S1 now is mainly oriented for themarket of Russia and that of the CIS coun-tries. In the Helicopters of Russia theythink that the initial customer can be theRussian Aviation corporation which willpurchase these helicopters for the civil avi-ation technical college in Omsk. Later, thetask would be to promote the new prod-uct to Africa, Latin America, Asia, WesternEurope and the North America.

Well, the first flight model of Mi-34S1will be introduced at the air show MAKSin Moscow in 2011, where its flight quali-ties will be demonstrated in full swing.

The batch production of the helicop-ter may start already in 2012. It is almostnothing left to wait!

Dmitry Gnatenko


16 helicopter industry magazine/ february, 2011

FOREIGN MARKETSRUSSIAN MACHINES

Inevitable advent

The consumers in the West do not consider the Russian hel-icopter machinery Ding an Sich. It would hardly be a mis-take to say that the helicopter society of Europe and NorthAmerica has some special idea about the rotor-wing ma-chines produced in Russia. These helicopters are of uniquedesign; they enjoy distinguished appearance and re-spectable reputation.

Maybe the Russian machines are notconsidered to be extremely up-to-date inthe world – they are also "famous” as lack-ing the advanced electronic equipmenton board, – but they have always beenquite reliable and easy to operate andoften demonstrate miracles of “battlefieldsurvivability".

The first two points of this descriptionneed correction: even the best knownand tested specimens of the Russianmodels range have been actively up-dated for the past 10-12 years; the sameserious changes are taking place inavionics.

Although the Russian helicopters,such as Mi-8 Hip and Mi-24 Hind gainedfame on battlefields and nowadays thetroop-carrying Mi-17s are actively usedin Afghanistan, the Russian manufactur-ers are taking considerable efforts to in-terest as many as possible commercialhelicopter operators in the world in theirproducts.

The next phrase may seem surprisingto many: both the well-known and thenew Russian helicopters (their batch pro-duction is planned to be started in 2011-2014) may turn out to be a real revelationfor the American customers. And there isnothing extravagant in it, for there are ob-jective prerequisites for entering theRussian aircrafts to the American market.

Of course, it is rather a big deal toenter the helicopter market of such coun-try as the U.S.A. – the real helicopterMecca. Besides, practice shows that themarkets of such high technology prod-ucts are quiet well protected in the devel-oped countries. The national industrialinstitutions even don’t have to openlydemonstrate protectionism as of the pro-file companies, as well as lay down thecomplicated and sometimes directly in-hibitory requirements of the aviation ma-

17www.helicopter.su

FOREIGN MARKETS RUSSIAN MACHINES

chinery certification, and the officials caneasily justify closing of the high-technol-ogy markets by the interests of the na-tional security.

No wonder that the markets of suchproducts in Europe and America – on theterritories of the countries with their ownhelicopter industry – have long beenclosed for the Russian companies. Thedecision of admission or exclusion of anaircraft manufacturing company to thenational market is still made by the politi-cians.

The U.S.A. gained perfect experienceof adaptation of the Eurocopter ma-chines for the needs of the transport,medical operators (HEMS), tourist compa-nies, those serving the off-shore oil pro-duction and even the military operators.The success of the helicopters AS350(AStar), EC145 (military version of UH-72ALakota), EC135, EC130, EC120 and AS332speaks for itself. Of course, this path has

never been a bed of roses, and, unlikeRussia, France and Germany were the USallies during the cold war times whichmade the civil aircraft markets of thesecountries intrapenetrable. But there is aquestion there: what made the Euro-copter machines so successful in theU.S.A.? The answer is simple: the successof the European helicopters was due tothe features that lacked the helicoptersdeveloped by the American companiesBell Helicopter and Sikorsky Aircraft. Inthe long run, entering of the Eurocopteraircrafts to the US market served the in-terests of the local consumers, enhancedthe options of the helicopter operatorsand expanded the horizons of the heli-copter business. In practice this never didharm to the American manufacturers,too, but rather on the contrary: the mainhelicopter manufacturers in the U.S.A.had to correct their strategy, which madethem more efficient.


FOREIGN MARKETS

(Transas company, Instrument makingenterprise from Ulianovsk), and foreignmanufacture. The legendary Mi-8 has notonly retained the interest at the start ofthe XXI century, but found force to regen-erate in full.

Among the Russian helicopter novel-

ties there is the light multipurpose heli-copter Mi-34С1: a thorough modificationof the helicopter developed in early 90s.The new Mi-34 obtained the more pow-erful engine, reduced fuel consumption,expanded the flying range up to 500 kmand became about 100 kg lighter. This isthe most agile helicopter in its class withthe 3 G-effect of the maneuvre. The ap-pearance of such helicopter at the marketcan not only change the shares of theleading companies but also introduce thefashion for sport pilotage to the privateowners who have to content themselveswith R-44.

Another debutant of the helicoptermarket is the long expected Mi-38 model.Having the maximal speed of 175 knotsand the service ceiling of 8100 m, the hel-icopter would be able to transport car-goes of up to 6000 kg. At the same timeMi-38 will be 20% more efficient than itsRussian predecessors. The helicopter willhave no restrictions on effective life andwill possess the integral control system(HUMS – Health and Usage MonitoringSystem). One of the features of this heli-copter is that it will be exported with thePW127T/S engines from Canada.

After several years of recession theRussian helicopter manufacturers keepheadily returning the lost positions, foryet no more than 25 years ago the Russ-ian helicopters made about a quarter ofthe world helicopter fleet.

One of the signs of recovery of theRussian helicopter manufacture was theEASA certification of the Ka-32А11ВС ma-chine. Two previous achievements of theKamov Design Department were acquisi-tion of the type certificates in Canada andSwitzerland. The Ka-32 helicopter featuresa number of the unique options thatmake it the best in air mounting works, atextinguishing of fire both in cities, andlocal, at skid logging and other compli-cated air operations at strong beam wind.

The next example of successful devel-opment of the Russian helicopter indus-try is the newest modifications of Mi-8model: Ми-171 and Ми-172. The load ca-pacity of these aircrafts is 4-5 tons; thepassenger compartment may take up to26 people. The maximal speed of the hel-icopter if 135 knots, the flying range ismore than 630 km. The civil helicoptersof this series are equipped with the up-to-date avionics both from Russian

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RUSSIAN MACHINES

19

The Russian programs have beenrather long developed within the countrydespite of the demands of the Americanand European markets, but it was thisthat made the Russian machinery able toperform the complicated tasks and un-common missions with the prospects tooccupy special segments of the market.In some areas the Russian helicoptershave no peers, and nothing can serve astheir substitute. It is the same as there areno helicopters like Bell 407 and Bell 429in Russia so far.

It could be definitely stated that manyhelicopter operators are in need of theRussian machinery. The Russian helicop-ters are still less expensive, they still pos-sess the unique features, but now theybecame more efficient, equipped with

the up-to-date tools and provided withthe post-sale service of international stan-dard. There is little left: the Russian heli-copters must be certified in the U.S.A..

Surely, the advent of the Russian

rotor-wing aircrafts to the American mar-ket is a matter for the future. But such ad-vent is inevitable, so there is no reason topostpone it.

FOREIGN MARKETS RUSSIAN MACHINES


HELI-COMMUNITY

The need to unite for all having whatever relation to helicop-ters became urgent in Russia in early 2000s. It was understoodthen that the full-scale development of the helicopter marketwill be extremely difficult without a professional social struc-ture aimed at the helicopter manufacturing industry.

The association long waited for

engineers, pilots and technicians – andexpress their interests in the new eco-nomical conditions.

Integration is not an end in itselfThe situation itself assisted joining of theconstruction department managers,manufacturers, owners of the helicoptercompanies from Moscow and other re-gions of Russia, as well as the representa-tives of the state authorities and otherstructures that could affect the conditionand development of the Russian helicop-ter industry. Here the examples were theremarkable specimens of enduring activ-ity both the national, and international or-ganizations such as HelicopterAssociation International (HAI).The peculiarity of the Russian situation isthat joining of the helicopter society intothe professional public organization gin-gered the state to found the helicopterholding which joined the assets of the in-dustry enterprises. In 2006 the business-man and helicopter-man Mikhail

Among the negative changes in thecountry there were the following: consid-erable setback in production of the ma-chinery and rendering of the aviationservices, destroy of the relationshipsamong the companies of the industry. Onthe ruins of the old industry the new com-panies and new owners emerged thatcaptured the helicopter fleet. Both theaviation authorities and the representa-tives of the new business suffered frompoor knowledge of the Russian market, itstrends and lack of somewhat valid statis-tics, etc. Of course, the informational sup-port could be maintained using theresources of the scientific and research in-stitutions that retained since the USSR(e.g. the State Scientific and Research In-stitution of Civil Aviation) and, despitesparse financing of these years, went onpreparing the reports about the state ofthe Russian helicopter industry. But it wasmore important to develop an independ-ent structure that would join together thehelicopter developers, manufacturers,operators, the repair plants, as well as the

Kazachkov founds the Russian HelicopterIndustry Association, and a year there-after the state corporation Federal Servicefor Defense Industry initiated theprocesses to found the managementcompany named Helicopters of Russia.On December 14, 2006 the first founda-tion meeting of the non-commercial or-ganization joining almost all who hadeven remote relation to the helicopterswas held in the Polytechnic Museum ofMoscow. The main objectives of thenewly founded Helicopter Industry Asso-ciation (HIA) were coordination of the ef-forts of the state, professional public andentrepreneurship in development of thehelicopter services market. Surely, the is-sues of the air navigation and improve-ment of the Air Code were considered, aswell as development of notification forthe companies – manufacturers of thehelicopter machinery.However, the integration that had beenproposed as the main idea of the Associ-ation performance was not the end in it-self. The public organization turned out tobe a sort of a test for professional suitabil-ity of all responsible for answering thequestion: what would be the way of theRussian helicopter industry? The Associa-tion was on the way of creating its ownregulatory bodies including the Board,the competent panel, the working com-mittees and their own exhibition of thehelicopter industry.

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At present HIA joins 20 airlines, 8 manu-facturers of the helicopters and the com-ponents, 3 organizations for repair andmaintaining of the air worthiness, 6 serv-ice organizations, and 120 physical per-sons. The companies produce thefollowing helicopters and the compo-nents for them: Mi-26, Mi-171, Mi-172, Mi-34, Ka-32, and Ka-226. The types of thehelicopters operated by the HIA airlines:Mi-26, Mi-6, Mi-171, Mi-172, Mi-8МТВ-1,Ka-32, Mi-8t; Mi-2, АS365, АS350, variousmodels of the Robinson, MDH helicop-ters. In 2008 the HIA Board elected thePresident of the Association the leg-endary Sergei Mikheev, the Chief De-signer of the CD Kamov.

A little more than a year wasneeded for historic stepSimilar to Helicopter Association Interna-tional (HAI), one of the main tasks of HIAsince the moment of its foundation in De-cember 2006 became preparation for theHeliRussia helicopter exhibition in 2008.The members of the Helicopter IndustryAssociation were sure that performanceof such exhibition in Moscow would be amatter of survival and successful develop-ment of the new public union.In January 2008 HIA held the helicopteroperators meeting in Moscow. The meet-ing was attended by the representativesof the Federal Transport Supervision Serv-ice of the RF Ministry of Transport, StateScientific and Research Institution of CivilAviation, State Scientific and Research In-stitution of Air Navigation, Civil AviationState Policy Department, OJSC Kamov,OJSC Moscow Helicopter Plant namedafter M.L. Mil, as well as the managers ofthe leading helicopter companies. The ini-tiators are of the opinion that such meet-ings must make the helicopter industryregain integrity and define the ways ofsolving the problems facing the Russianhelicopter society. Also, the main “hotbuttons” of the industry were specified:flight safety, economy. It also turned outthat multiple unions and associationspreviously founded in the civil aviationwere notoriously weak to actively applyto power authorities or for lobbying theinterest of the industry at the law-makers.Equipped with these practices, HIA cameto the necessary historical step which hadto be made to occupy one of the mostpromising and highly technologicalniches in the world economy – to holdthe first international exhibition HeliRus-sia 2008. It was held from May 15 to 17 inMoscow in the Krokus Expo pavilion.

On May 15-17 the first international exhi-bition of the helicopter industry HeliRus-sia 2008 in Russia was held in Moscow.The participants were 129 companies (22– foreign from 10 countries of the world.The main goal of the exhibition becameassistance to development of the domes-tic helicopter market. The initiators set thetask to promote the Russian products toforeign markets. Apart from the civil mod-els, the military helicopters were also ex-hibited at HeliRussia 2008; due to the factthe visitors could get acquainted with thelatest practices of the industrial-militarysystem.Among the issues discussed during He-liRussia 2008 was massive deficit of pilotsand technicians in Russia. Yes, this was thelong forgotten problem. The enterpriseswith their vacant jobs, higher educationinstitutions and special colleges withtheir programs of training and re-trainingspecialists were invited to HeliRussia2008. Also, HeliRussia 2008 arranged“working tables” for adaptation of the airlaws and safety of the helicopter flights.Besides, another issue discussed duringthe official part of the HeliRussia 2008 ex-hibition was the arrangement of flights inthe capital region.The foreign manufacturers demonstratedtheir success in the segments where Rus-sia was not represented, and this was thedirect relation between the customer andmanufacturer.Thanks to the pre-held presentation ofHeliRussia 2008 at the HeliExpo 2008 ex-

hibition, the foreign helicopter societytook great interest to the Moscow event.It was representative that the HAI delega-tion worked at HeliRussia 2008, and thespecial stand was provided for the Asso-ciation. Matt Zuccaro, the president ofHAI, supported HeliRussia and came toMoscow at the exhibition opening cere-mony. The latter was also attended bySergei Igorevich Sikorsky – the follower ofthe traditions with the last name of theRussian helicopter genius.It was just two months after HeliRussia2008 when the next, the fifth All-RussiaHelicopter Sport Contest for the Mil CDCup, was held. This contest was estab-lished by the Russian Helicopter Systemscompany of Mikhail Kazachkov. Heregathered the whole Russian helicopter so-ciety. Due to the event the Helicopter In-dustry Association arranged a number ofbusiness cases. Before the championshipwas opened, the contract was made be-tween the OJSC Helicopters of Russia andthe Federal Agency for Air Transport forpurchase by the Russian Aviation corpo-ration of 20 training helicopters Mi-34, aswell as signing of the Protocol of Intent forstrategic cooperation between one of thebiggest aviation companies in the world –UtAir and the OJSC Russian Helicoper Sys-tems to arrange the helicopter air taxitransportation in the Central Federal Dis-trict. Therefore, HIA began active use theoptions of the traditional helicopter sportsforum in Russia according to the tasks ofthe helicopter society.

www.helicopter.su

HELI-COMMUNITY

Year by year growth2009 actually became the breakthroughfor HIA as of the relationships with thegovernment institutions. The second in-ternational exhibition HeliRussia 2009was arranged in accordance with the КАGovernment order. Initiated by the Heli-copter Industry Association, the exhibi-tion was arranged by the Ministry ofIndustry and Trade of the Russian Feder-ation. The institutor of the exhibition was

the OJSC Russian Helicopter Systems. Thesteering committee was headed by theDeputy Minister of Industry and Trade Mr.D.V. Manturov. The general sponsor of He-liRussia 2009 was the Eurocopter Vostokcompany.That time the exhibition center KrokusExpo received the visit of 144 companiesfrom 16 countries of the world: Russia,the Ukraine, Byelorussia, Latvia, theU.S.A., the UK, France, Sweden, Italy, Ger-

many, Columbia, Japan, Poland, NewZealand, and United Arab Emirates. Morethan 30 foreign companies of the heli-copter industry participated in HeliRussia2009; among them there were Euro-copter, Bell Helicopter, MD Helicopters,Turbomeca, Becker Avionics, Pall Corpo-ration, Breeze-Eastern, Honeywell Aero-space, Kamatics, Simplex Manufacturing,Semia and others.HeliRussia 2009 represented the develop-ers and manufacturers of the helicopters,helicopter simulators, accessories, cabinsand special equipment for the helicoptermachinery. Also, the products of the com-panies performing ground support, radarassistance, helipads arrangement wereshown, as well as the technical mainte-nance centers and fuel-supply units.There were transport, leasing, insurancecompanies and helicopter machinerydealers, too. 13 helicopters were pre-sented at the exhibition: Ka-52 «Alliga-tor», Ka-226, Ansat, Mi-171, Mi-2, EC145,AS350, BK 117C, Colibri EC120B, R-44.There was an expanded business pro-gram at the exhibition. One of its keyevents became the international confer-ence “Helicopter Market: trends and real-ity”. The helicopter holding OJSCHelicopters of Russia held the conference“Reliability and safety of the Russian heli-copters”. There also was the round tablediscussion entitled “Liquefied propaneand butane usage – ASKT on the Mi-fam-ily helicopters” and other events.

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HELI-COMMUNITY


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HELI-COMMUNITY

www.helicopter.su

More than 7 thousand people visited theexhibition during three days of its work.Quite a part of the visitors were familieswith children.Rather curious may be considered thefact that the MAKS-2009 air show onceagain proved the need of more profoundcooperation of the helicopter manufac-turers with the manufacturers of the ac-cessories to be presented at the market ofthe “helicopter + accessories” sets in-tended for special types of works. In thelong run it is this that determines thevalue of a helicopter and demand for it.Actually, this is nothing else but commis-sioning of social services for HIA, and themajor part of its practical events aremainly oriented for alignment of the op-tions of the Russian helicopter companiesand their foreign partners.

New stage in the helicopter society development2010 – the year of success of the 3rd ex-hibition HeliRussia in Moscow – endedwith the traditional (November) helicop-ter forum of the HIA “Modernization andinnovations in the helicopter industry".The members were more than 150 repre-sentatives of the helicopter companiesand the government institutions control-ling the industry.Among the novelties there were thenewest solutions of the helicopter con-struction that, as planned by the Heli-copters of Russia holding, would be able

to increase the competitive advantage ofthe Russian helicopters at the world mar-ket.The main block of the speeches at theforum was devoted to the discussions ofthe operating conditions of the helicop-ter business, in particular, the tax policyof the government. The set of speakersenabled to cover all problem issues ofthe tax policy both for the activity of theRussian helicopter manufacturers, sothe foreign producers on the territory ofRussia.A real parliamentary discussion aboutprolongation of air worthiness of theRussian helicopters rose among ShamilSuleimanov, the Chief Designer of theOJSC Kamov, Anatoly Nikishov, theDeputy Chief Designer of the OJSCMoscow Helicopter Plant and the repre-sentatives of the helicopter operators.The top line report “Flight security andsupport of air worthiness of the RussianCivil Aviation helicopters” was made byNikolai Osipov, the Manager of the ana-lytical group of the 132 Department ofthe Civil Aviation Science and ResearchInstitute. The longstanding researchshows that by durability values the Russ-ian machinery can serve up to the end ofthe XXI century and, starting from Mi-8АМТ model the Russian machines arethe safest in the world by the disaster sta-tistics per 100 thousand of flying hours. At present there are 1872 Russian heli-copters and 256 helicopters of foreign

production are operated in the civil avia-tion of Russia (at the end of 2009 therewere 1284 helicopters in total, 230 unitsof them being of foreign production).Therefore, the operators of the rotor-wing machines now have 2137 helicop-ters. As of the foreign models, the majorpart is R-44s (Robinson) – 177 machines.During the three years the operators pur-chased Mi-171 – 28 machines, Mi-8МТВ/АМТ – 26 and Ka-32 – 4. The expertsthink that these figures are minimal forthe tasks the helicopter industry is boundto solve. In this respect, apart from inten-sification of helicopter construction, theHIA has to solve the issues of forming effi-cient relationships among all interestedstructures to support air worthiness ofthe available aircraft fleet. All this wasshown in the HIA plans for 2011.The main thin now is that HIA partici-pates in discussions of the main aircraftperformance characteristics of the futurecivil helicopters. The special works areprovided for this to be agreed with theaircraft manufacturers.The key aspect may be called the HIA per-formance to orient the Russian helicopteroperators for mastering the light andmiddle-weight helicopters and to occupytheir segment at the international marketof the helicopter works.All this was included in the general planfor development and acceptance of thenew governmental support program ofthe helicopter industry.

24 вертолетная индустрия, декабрь 2009

СЕРТИФИКАЦИЯОБМЕН ОПЫТОМ

Ка-32

25www.helicopter.su

СЕРТИФИКАЦИЯ ОБМЕН ОПЫТОМ


PRACTICECOMPANY

UTair Colors

Extending possibilities

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Thanks to the performance of its hel-icopter division the UTair Airlines may bereferred to as the one under the cloudlesssky: such diverse is the geography of thehelicopter branches of the Russian air-craft leader. This, however is fully inherentto the Russian branch of the company forit is located on the Tiumen Territory, the

vast Russian area where each summer inthe north of it the long period of the“white nights” starts.

UTair is one of the leading helicopterservices providers in the world alongsidewith such companies as Bristow GroupInc. (USA), Canadian Helicopters(Canada), Evergreen International Avia-

tion, PHI (Petroleum Helicopters), andCHC Helicopters.

The mission of the helicopter businessdirection is to provide clients with high-quality aviation services of any level ofcomplexity, any time of the year, any-where in the world, using modern and re-liable helicopters.

www.helicopter.su

PRACTICE COMPANY

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UTair Aviation is the largest helicopteroperator in Russia. Its market share in Rus-sia is approximately 14%. Its market sharein the Western Siberia region – one thirdof the Russian market – is over 40%.

The list of the international sub-sidiaries of UTair Aviation allows to pres-

ent geography their global presence.Since 1991, UTair has been success-

fully providing helicopter services to theUnited Nations peacekeeping missions.The Airline has been officially accreditedby the UN. In 2000 the company estab-lished a representative office in New York.

The helicopter types operated under theUN contracts are Mil-8T, Mil-8MTV, Mil-26T.

UTair Europe (UTair EU) is Europeansubsidiary of UTair Aviation established in2006. The company is engaged in provi-sion of different helicopter services using


PRACTICECOMPANY

contraction, rescue operations, firefighting,supporting oil and gas exploration andproduction activities, disaster relief, main-tenance and servicing of Mil-8 series andother Russian-built helicopter throughoutSouth Africa and African continent.

In 2005 UTair Aviation established asubsidiary in India for the purpose of pro-viding helicopter services to oil and gascompanies.

Mil-171 (AMT) helicopters and is currentlybased at Piestany International Airport,Slovakia. UTair EU operates in Germany,Slovakia, Poland and other Europeancountries.

UTair EU is specializing in:monitoring operations, aerial pa-trol, precision construction, fire-fighting.

In 2004 for the purpose of further

implementation of quality air services inAfrica UTair Aviation established UTairSouth Africa (Pty) Ltd as its subsidiary in

RSA. The company successfully ac-quired an air service license, operat-ing certificate and aircraftmaintenance organization approval.

UTair SA is currently based atLanseria International Airport and spe-cializing in transporting cargo, precision

PRACTICE COMPANY

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In 2006 UTair Aviation started operat-ing in Canada transporting heavy andoversize equipment to remote oil and gasfields.

UTair is specializing in cargo transporta-tion, precision construction, oil and gaspipeline monitoring, forest patrol, searchand rescue operations, medical evacuation,

passenger and VIP-transportation.40 years ago the oil and gas fields of

the Tiumen Territory became the strategicbase for development of Russian civil avi-ation. The helicopter became the mainmeans of transportation both for the em-ployees of the oil- and gas fields of theSiberia, and for the local inhabitants, too.

Tiumen became the “talent foundry”for several generations of Russian pilots,technicians and aviation managers.

From its predecessors the UTair com-pany inherited the biggest helicopterfleet in Russia; later is was considerablyexpanded and updated including withthe foreign helicopters.


PRACTICECOMPANY

PRACTICE COMPANY

Right from the start the helicopter di-vision of UTair enjoyed commercial suc-cess gaining profit for the wholecompany, and later growth of the oil in-dustry enabled UTair to expand their hel-icopter business.

The Airline’s primary customers forhelicopter services are Surgutneftegaz,Gazprom, Rosneft, Sibneft, Slavneft. UTairAviation also provides helicopter servicesto the regional authorities of Khanty-Mansiyskiy and Yamalo-Nenetskiy au-tonomous districts and localgovernments in the South of the TyumenRegion. These services include medicalevacuation services, transporting chil-dren of northern indigenous populationsto schools and delivering food suppliesto remote areas.

The tough specific character of north-ern Siberia helicopter business taught thehelicopter personnel – pilots, technicians,engineers – to be responsible, developcreativity in their work and be able to per-form missions of any complexity.

In order to operate worldwide UTairAviation has been cooperating with thehelicopter manufacturers in an effort tomodernize the equipment and make itconsistent with the international stan-dards.

Helicopter fleet is constantly renewedwith light helicopters of foreign originlike Eurocopter AS355 and BO-105 whichadds new services that the company pro-

vides to the customers. These new lightand mobile helicopters perform the fol-lowing types of operations – VIP trans-portation, aerial mapping, emergencycasualty evacuation.

Since entering the international mar-ket UTair Aviation has become known asa reputable operator of the Russian-madehelicopters. Extensive successful experi-ence in creating facilities with flight andmaintenance personnel thousands ofkilometers away from the head facility aswell as high quality performance in ex-

20 ECUREUILS FOR UTAIR’S FLEET

Russia’s UTair will acquire 20 AS350/AS355 light helicopters in a new agre-ement that extends this leading rotary-wing aircraft operator’s long-termstrategic relationship with Eurocopter.The acquisition contract was signed by Andrey Martirosov, the Director ofUTair Aviation, and Eurocopter Vostok CEO Laurence Rigolini, in the presenceof Christian Gras, Executive Vice president – Customers - for the EurocopterGroup. It covers the deliveries of 20 single-engine AS350 B3 and twin-engineAS355 NP versions of Eurocopter’s Ecureuil lightweight helicopter family be-ginning in the summer of 2011 and continuing through the spring of 2013.“The growth of UTair’s fleet with these 20 Ecureuils will strengthen our lea-dership position on the worldwide helicopter market, as these lightweighthelicopters perfectly meet the highest industry standards and are very wel-comed by our customers in Russia and worldwide,” Andrey Martirosov said.This is the largest Russian order in the lightweight helicopter category, accor-ding to Eurocopter Executive Vice President Gras. “The implementation of thisprogram illustrates a new level of partnership between our two organiza-tions, and inaugurates a new era for the commercial use of Eurocopter singleengine helicopters in Russia,” added Christian Gras.

tremely difficult climatic and geographicareas enable the Company to expand itspresence on the international market.

The performance of the helicopter di-vision of UTair company is not only busi-ness but also the special style ofpositioning their aviation activity insepa-rably related to the social interests andhumanitarian, educational and environ-mental tasks.

The UTair helicopters colors becamethe symbol of safe and reliable transporta-tion and responsible commercial activities.

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GLOBAL LEADERFRONT LINE


Eurocopter generated anincreased turnover in 2010 with the delivery of 527

helicopters.The year also was marked by achievements in innovation, new

products, services and thecompany’s SHAPE transformationprogram – all of which position the group for a futureupturn of

the civil and military rotary-wing marketplace.

Results of the year and exciting future

Eurocopter plays its cards right in 2010 despite the global economic crisis

GLOBAL LEADER

www.helicopter.su 33

FRONT LINE

new helicopters represented 49 percentof the total, followed by the 42 percentshare for services, and nine percent fordevelopment and other activities. Thegrowing share of services bookings sup-ports Eurocopter’s Vision 2020, with thegoal of further strengthening its servicesbusiness. The new helicopter ordershares were 51 percent civil and 49 per-cent military. Of the total 2010 bookings,73 percent were for export sales, with theremaining 27 percent for Eurocopter’sdomestic European markets.

Bookings by product rangeEurocopter’s 346 helicopter orders in2010 were composed of the following:

143 AS350/AS355 Ecureuil/Fennec/EC130 family rotary-wing aircraft

67 EC135s52 EC145s (including 40 UH-72A Lako-

tas)45 Super Puma/Cougar EC225/EC725

family helicopters27 Dauphin/Panther/EC155 family hel-

icopters12 EC120 Colibri aircraft

2010 HighlightsHighlights in 2010 included the begin-ning of flight testing with Eurocopter’s X3high-speed helicopter demonstrator,which is part of the company’s focus oninnovation as a central element in itsbusiness strategy. The X3 achieved its firstimportant milestone of reaching thespeed of 180 knots only two months afterfirst flight. The second EC175 prototype’smaiden flight also occurred last year,marking an important step in this jointprogram with China. Flight testing also

The 2010 deliveries provided a turnoverof 4.8 billion euros, representing a growthof six percent compared to 2009. They in-cluded 28 NH90 multi-role military heli-copters and 15 Tiger attack helicopters –twice as many as in 2009 for both aircraft– as well as the first three of 50 EC725s forthe Brazilian Armed Forces and the 100thUH-72A delivered to the U.S. Army ontime and on budget.New orders for 346 Eurocopter rotary-wing aircraft last year were equivalent tothe company’s business volume of previ-ous years prior to the peak periods of2007/2009, and represented a value of 4.3billion euros. These bookings included keySuper Puma family contracts for Malaysiaand Mexico, along with strategic Ecureuilorders in Russia and the United States.“While 2010 was another challengingyear for our industry, we made solid ad-vancements that enable us to be well-placed for an expected market recoveryin 2012 and beyond,” Eurocopter Presi-dent & CEO Lutz Bertling said. “Ourstrengths for the future will come fromEurocopter’s continually increasing in-vestment in the product range and indus-trial capabilities, the expansion of ourglobal footprint, along with major en-hancements in our services offering.”

Consolidated turnover Deliveries of new production helicoptersaccounted for 53 percent of Eurocopter’s2010 consolidated turnover, while supportand services provided 36 percent of thetotal. The remaining 11 percent was gener-ated by development and other activities.

Order bookingsServices and export sales were key driversin Eurocopter’s 2010 bookings. Orders for

was initiated for the CH-53GA helicoptersbeing completely modernized by Euro-copter for the German Army.The framework of Eurocopter’s trainingand support/services capabilities wasstrengthened in 2010 with such develop-ments as the creation of a new subsidiaryin India; the go-ahead for expanded main-tenance services in China; the opening ofa new, enlarged facility in Singapore; theexpansion of Eurocopter’s Aviation Train-ing Academy premises in Germany; andthe development of the new Eurocopterglobal logistics platform in France.The SHAPE transformation program, whichEurocopter implemented early 2010 tocounter the global economic downturnand respond to the industry’s competitivechallenges, already has delivered results interms of new product developments, en-hanced customer service, innovation,streamlined organization and cost savings- with over €100 million achieved from the€200 million targeted by the end of 2011.Additional benefits from the SHAPE pro-gram are expected in 2011.

2011 Flight planEurocopter’s strategy for the next 12months includes one program develop-ment launch for the expansion and mod-ernization of its helicopter family, the firstflight of a major product upgrade andone new helicopter certification.The company’s industrial capabilities willbe broadened and strengthened with itsnew rotarywing center of excellence forEC725 helicopters in Brazil, the establish-ment of a joint venture to assembleEC145s in Kazakhstan, along with theconsolidation and improvement of Euro-copter’s facilities in Europe.Eurocopter’s focus on its services offer willrange from the investment in full-flightsimulators and the addition of new certi-fied training/maintenance centers in theUK, Southeast Asia and Brazil to a plannedfurther expansion of global capabilitiesthrough partnership and acquisition. Anemphasis during 2011 will be on improv-ing fleet safety with smaller operators, aswell as in markets where Eurocopter is be-ginning to obtain a foothold.

The AS350 B3e features an improved in-terior design, as well as tail rotor modifi-cations for additional ease of piloting. Italso has the option of operating at themaximum takeoff engine power ratingfor 30 minutes, and can be equipped withoptional engine filters for additional pro-tection during flight in sand and snowconditions without weight penalty. Certi-fication of the AS350 B3e is targeted forthis summer, with deliveries beginningbefore year-end.

Also spotlighted at Heli-Expo will be afull-scale mockup of Eurocopter’s latesthelicopter product – the EC175, displayedin its configuration for oil and gas trans-portation missions. Flight testing withthe two EC175 prototypes has surpassedthe 100-flight hour milestone, demon-strating the rotary-wing aircraft’s excel-lent handling qualities and low internalvibration levels. Type certification isscheduled for the end of 2011, and theinitial production E175 now is being as-sembled at Eurocopter’s facility in Marig-nane, France.

34

The new helicopter is to be revealed atEurocopter’s exhibit stand 4637 at 11a.m. on the March 6 opening day of Heli-Expo 2011, during a ceremony led byEurocopter President & CEO LutzBertling.

The product line evolution for Eurocopterinvolves several members of its helicop-ter family. All improvements introducedon these rotary-wing aircraft – whichcarry the “e” designation for “evolution” –are designed to significantly augmenttheir cost-effectiveness, mission capabil-ity and ease of operation.

“Our continued significant investmentsin innovation have enabled Eurocopter

to launch the new member of our heli-copter family and implement this signif-icant evolution of Eurocopter’sinventory, which will provide more ca-pable products for customers and fur-ther improve our competiveness,” saidBertling.

Featured on Eurocopter’s exhibit stand atHeli-Expo 2011 is one of these enhancedhelicopters – the AS350 B3e. This up-dated version of the best-selling Ecureuilfamily aircraft incorporates a TurbomecaArriel 2D turboshaft engine, along with anew-generation digital FADEC (Full Au-thority Digital Engine Control) and an en-gine data recorder for conditionmonitoring.

GLOBAL LEADERFRONT LINE


Eurocopter will unveil a new helicopter and launch a compre-hensive enhancement of its existing product line at next

month’s Heli-Expo 2011 exposition in Orlando, Florida, under-scoring the company’s commitment to innovation for the im-

proved operating performance, efficiency and maintainabilityof its rotary-wing aircraft.

Eurocopter to introduce a new era in helicopter flight at theHeli-Expo 2011 exhibition

blade main rotor system and two pro-pellers on short-span fixed wings, the Eu-rocopter hybrid concept is envisaged foroperations ranging from long-distancesearch and rescue missions, coast guardduties, and border patrol flights to pas-senger transport and inter-city shuttleservices. It also may be well-suited for mil-itary missions in special forces operations,troop transport, combat SAR and medicalevacuation.

The multi-role EC175 is being developedin an exemplary joint program with theAviation Industry Corporation of China(AVIC), and is a new-generation, seven-metric-ton weight category helicopterthat fits into Eurocopter’s product rangebetween the AS365 Dauphin and theAS332/EC225 Super Puma families. Itbenefits from a mix of proven and ad-vanced technologies, providing excellentspeed, performance and reliability.Another element of Eurocopter’s Heli-Expo 2011 presence will highlightachievements with the company’s inno-vative X3 hybrid helicopter demonstrator,which has attained a true airspeed of 180kts. (333 km./hr.) in level flight during itsfirst phase of testing. The second phasewill begin in the coming months, withthe goal of achieving sustained cruisespeeds in excess of 220 kts.

The X3 is a key element in Eurocopter’sinnovation roadmap, providing a systemtailored to applications where opera-tional costs, flight duration and missionsuccess depend directly on the maxi-mum cruising speed. Equipped with twoturboshaft engines that power a five-

GLOBAL LEADER

www.helicopter.su 35

FRONT LINE

Additional information on Eurocopter’sproduct line enhancement and innova-tion – as well as updates on the com-pany’s services, training and logistics offer– will be provided during Heli-Expo 2011.Follow Eurocopter’s daily developmentsat this major helicopter industry gather-ing on the special website: www.eurocopter.com/hai


PRESENTATION

Ka-32FEATURES OF FOREIGN AVIATION MARKET ENTRY

Frankly about the sore issues

Ка-32А11ВС became the first Russianhelicopter winning the certificate. Actu-ally, Ка-32 continued the way of certainforeign certifications of the legendaryhelicopter Ка-26.

Here the natural question emerges:what are the main problems of the Russ-ian helicopters certification according tothe American (FAR) and European (JAR)regulations?

Shamil Suleimanov, the Ka-32 DesignManager of the OJSC Kamov, says that theEuropean certification procedure pro-vides strict structure: no next step is pos-sible until you pass the preceding one

with all relevant reports. The Ka-32 De-sign Manager is well aware of that as aperson who headed the team of the pro-fessionals that endured the trials of theEASA certification.

Mr. Suleimanov explained that all theproblems converged to the main one: dif-ference of attitudes towards operationarrangement of the civil helicopters inRussia and abroad laid out on the steps ofdesign and certification. Such differenceis rather fundamental.

Formally, both the rules of practice,and the requirements for the helicopterdesign are the same as in Russia, soabroad. Back in 1992 the AirworthinessStandards NLG32.29 were put into prac-

tice and kept in line with FAR 29 (amend-ment 29–24) applicable to Ka-32 helicop-ter. In 1994 the Federal Aviation Rules(FAR 29) were adopted. However, in prac-tice the unified standard is a rather bigdeal, and this applies to the peculiaritiesof the foreign certification system.

The western system places stake onthe common level – the design engineerwho knows what is to be required by theNLG from a technical unit already on itsdesign stage.

There are also other objective aspectskeeping the Russian system apart from theother countries and producing obstaclesduring certification of the Russian helicop-ters according to the foreign regulations.

On November 25, 2009 the Interstate Aviation Committee (IAC)and European Aviation Safety Authority held the solemn presenta-

tion ceremony to OJSC Kamov of the European certificateEASA.IM.R.133 for the Russian helicopter Ка-32А11ВС.

37www.helicopter.su

PRESENTATION

For instance, there are no certain tech-nologies in Russia, and this hinders fulfill-ment of the requirements of the foreigncertification centers. For example, 35 yearsago the U.S.A. and Europe adopted therules for accident-proof fuel tanks. Now Rus-sia also has the approved relevant regula-tions, but there are no such technologies inthe country yet. The issue could be solvedonly with the appropriate state support. Itwas well known that before the above reg-ulations were adopted in the U.S.A., the full-scale development programs for suchsystems had been performed on account ofthe US Ministry of Defense. Only after thesetechnologies had been tested in the AirForce, they were introduced to the civil avi-ation in the early 90-s. Without such tech-nologies not a single Russian helicopterwould be certified abroad.

Our helicopter designers also encoun-tered with the rejection abroad of the ma-terials commonly used in the aircraftengineering in Russia (e.g., steel 30 HGSA,aluminium alloys, nonmetals). Such atti-tude was of definitely discriminating na-ture towards the Russian technologiesand legitimacy of the domestic imple-mentation system.

When such decisions are made, poli-tics is also very important aspect. FredericCopinier, the EASA Certification DeputyDirector, diplomatically noted during theKa-32 certificate award ceremony that thedifficulties of the helicopter certificationwere mainly of administrative characterand related to the legitimate peculiaritiesof the EC.

With all shades and difficulties ourhelicopter industry, although slowly, butstill keeps moving the right path. The de-velopment in late 80-s of the Unified Air-worthiness Standards, the unifiedprinciples during the helicopters designand operation has become the key factorproving the operation of the Russian hel-icopters both within the country, andabroad. Keeping maximally in line withthe foreign certification system our heli-copter engineers procure work for Russ-ian operators worldwide.

First of all, this applies to the productsof the OJSC Kamov. The thing is not thatits was the helicopter of this companythat was the first to practically prove ad-vantages of such integration. The mainthing is that Kamov sets the most ambi-tious challenges – promotion of all theirrotor-driven aircrafts to the markets of theEurope and North America.

the case of surprise of the Ka-32 engi-neers: they knew what they had created.The 32nd was designed with the stakeplaced on the maximal usage of the coax-ial idea – small hull and high manoeuvra-bility. And they produced a real “flyingcrane”. Moderate dimensions, absence oftail rotor and amazing manoeuvrability inthe vicinity of buildings and various ob-stacles made it indispensable not only inmoving timber, but in building and con-struction works.

Further on, during many tests the hel-icopter implacably kept proving its rightfor existence, and finally its official certifi-cation became the issue. To increase thedemand for the “product”, the designersdecided to upgrade it making modernflight security requirements and opera-tion costs the corner-stone idea. The re-sult of the designer and developmentworks was the improved Ka-32A machinewhich appeared in 1990.

The new rotary-wing was equippedwith the state-of-the-art navigation andavionics units and a good locator that en-hanced reliability of performance at day

Sergey Viktorovich Mikheev, the Gen-eral Designer of the experimental designbureau Kamov kept saying that «ourachievements of today is the result of thework we started more than 30 years ago».

Generally speaking, the whole futurefamily of the Russian state-of-the-art hel-icopters should go this way. Aiming to themarkets of the developing countries is ex-tremely important, but it is well knownthat the main customers of the civil heli-copter machinery are in the developedeconomies. Observation of the generalrules and requirements would make theRussian helicopter equipment availablefor the interested foreign customers.

How it all began

Far away in 1981, when the experi-ment of using the helicopters Ka-32, Mi-8and Mi-6 for timber removal was carriedout, the results proved to be a nice sur-prise for many experts: a heavy-mediumof “Ka” brand went almost head-to-headwith the heavy-weight Mi-6. This was not

and night time, in adverse weather andeven in possible icing. But one of the un-doubtful bargaining chips turned out tobe the option of pilotage only by one ro-torhead, for all operators have been fa-mous for their cost calculation abilities…

No wonder that pretty soon the suc-cess of Ka-32A awoke interest of the foreigncustomers. However, in order the westerncompanies could freely purchase the Russ-ian machinery, the mandatory certificationof Federal Aviation Regulations (FAR) orJoint Aviation Requirement (JAR) of Europewas necessary. This became possible afterthe Aviation Registry of the Interstate Avi-ation Committee (IAC) commenced the air-worthiness codes of the U.S.A and Russiarecognition procedure.

For almost three years in tough eco-nomic conditions the members of the de-velopment design office exertedmountain of efforts to implement theissue. Finally, in May 1998 the companyhad big amount of certification and test-ing works of the helicopter and engine(ТВЗ-117ВМА) successfully completed.The labors were not vain, and that year

38

PRESENTATION


erwise, for during this period the Russianmachines haven’t had a single inflight ac-cident or emergency landing.

Moreover, since 2002 the experts ofKamov company provide helicopter serv-ice maintenance for the sake of continu-ous airworthiness and compliance withthe flight security regulations. Our heli-copter is highly appreciated by the com-pany itself with the emphasis thatKa-32A11BC has proved its ability forhighest security levels and extended op-eration to perform unconventional tasks.

It has also been noted that the overalldesign of the helicopter was more securethan that of any helicopter type with thetail rotor for rudder control, for absenceof tail rotor leads to increased stabilityand manoeuvrability. So, it is no wonderthat here it successfully competes withsuch brands as Sikorsky and Bell.

The sky is the limit

The Kamov team, however, is notabout to bask in the sun. To maintain theirleading positions they keep improving

toughest competition, managed to beboth feasible with buyers, and demon-strated unrivalled skills of experiencednegotiators, too.

When the Swiss first got Ka-32 its op-eration costs per hour were about $2000.Thanks to maintenance benchmarkingthis amount lowered down to $800! Thedevelopers kept moving in this directionand managed to extend the overhaul pe-riod of gear assembly from 500 to 2000hours, and even more extention to 3000hours was scheduled.

Of course, such approach went notwithout keen attention. This is understoodin Canada, especially in the VIH Loggingcompany, with their helicopters mainlyengaged in timber logging – one of themost complicated type of operation for arotary-winged aircraft. VIH Logging Ltd.,the branch of VIH Aviation Group, is thesecond largest operator in the countryhaving 49-year experience of helicopteroperation. Indicative is the fact that theseare our Ka-32А11ВС helicopters that havebeen operated by the company for 11years already. It could not have been oth-

Transport Canada obtained the type cer-tificate for the modification of the Ka-32А11ВС machine to be operated by theVIHLogging company, and the aviationauthorities of Switzerland certified Ka-32А12 to be operated by Heliswiss.

In the den of competitors

It was as far as in 1992 when the He-liswiss owner Joe Reedy proposed Kamovcompany to make use of the Russian hel-icopters in moving timber and at otherworks. This was mainly due to the factthat, pressured by the green, the lawswere passed in a few countries forbiddingusage of tracked vehicles in timber log-ging, and forest operators willy-nilly hadto remove timber by air. To do this, for ex-ample in Europe the helicopters of the Eu-ropean consortium Eurocopter wereused. It turned out, however, that eventhe latest model of Eurocopter – AS 332Super Puma – yields Kamov’s machinethe majority of points, to say nothing ofthe price. Astute Reedy had backed theright horse, and Kamov’s team, in the

39www.helicopter.su

PRESENTATION

40

PRESENTATION

the Ka-32А model. The program will be worked out in

three main directions: increase of airtliftcapability, altitude performance and en-gagement of various equipment options.

To enhance airlift capability of the hel-icopter new main rotor blades areplanned to be used that passed the testsand confirmed their specifications.

In the future it is planned to replacethe ТВ3-117 engines for those of in-creased capacity – ВК-2500, which wouldincrease the airlift capability of the ma-chine up to seven tons.

The helimen say that in that case themachine would have no rivals. See it your-self: a crop tree of fine wood weighsabout 5-7 tons, so its removal withoutsevering will yield boards of the length upto 8 m, and those are twofold more ex-pensive than those of 6 m.

The increase of altitude performancewill be implemented as on account of theengine replacement, so that of the cur-rently used auxiliary power unit (APU) formore advanced APU ТА-14.

All this would enable the helicopter torocket up to the height of more than 4000m. The developers also cared to increaseflying range of the machine, especiallywith the external load sling system.

For this, two additional fuel tanks willbe installed on a special frame on the hel-icopter (500 l each) which would increasethe flying range from 800 to 1000 km, andthe duration of up to 4,5 hours. By theway, one such helicopter is already builtfor an Irish company.

And the last but not least: todayKamov JSC negotiates a new variant withthe potential customers – a helicopter air-liner Ka-32-11 with the same engine unit,main rotor, main gear and other power-plants as on Ка-32А11ВС but with themodified hull.

Such machine is intended to carry 20passengers, it well be equipped with theWC and luggage compartment. Besides,all the inboard furnishings will be com-pletely different.

Altogether, the future of this uniquehelicopter appears to be quite successful.Today, apart from Canada and Europe,this helicopter has been certified and op-erated in several more countries accept-ing the FAR 29 regulations – in Taiwan,Mexico, South Korea, China, Japan, In-donesia and Chile. And the developersstill make (not ungrounded) plans of con-quering the world!


Ka-32А11ВС specifications

Takeoff weight, max., kg 11,000Full load (standard specs.), kg 4,200External load, kg 5000Full with external load, kg 12700Engine ТВ3-117 ВМА "Motor Sich" Output

- takeoff, h.p. (kW) 2х2200 (2х1619)- cruising power, h.p. (kW) 2х1700 (2х1251)- 1 eng. 2,5 min., h.p. (kW) 2400 (1766)- 1 eng. 30 min., h.p. (kW) 2200 (1619)

Flight data:Operating ceiling, m 5000Operating ceiling, 1 eng.:

- IUAI, m 2000- IUAI, +20 °C, m 500

Hover ceiling with ground effect: - IUAI, m 4300

Hover ceiling w/o ground effect: - IUAI, m 3700 - IUAI, +20 °C, m 2600

Ascensional rate, max., m/s 15,0Speed, cruise H=0, km/h 230 Speed, max. (VNE), km/h 260Flying range with standard fuel, km 670Flying range with fuel in add. tanks, km 920Flight duration with standard fuel, w/o reserve, h 4,4

42

PANH Helicopters is considered to bethe regional leader at the fire-fightingservice market. What are Your busi-ness forecasts for 2011?

It is true that our helicopters and crewsparticipate in fire-fighting in Cyprus,Greece, Turkey. The fire element in theseregions demonstrates certain periodic-ity; despite constant annual amount ofthe wild fires, each third year turns outto be extremely fire dangerous. In anycase such processes are not subject tocontrol. This is the way of the local au-thorities: every year they confirm theorder for the same number of the heli-copters. The tender for fire-fighting serv-ice was already held in Turkey andCyprus – we got the order for the samenumber of the helicopters as in the pre-vious year. Now the seasonal tender isexpected to be held in Greece, and wekeep following the situation: yet it is dif-ficult to say if the financial crisis affectsthe volume of orders.

What part of the Turkish market ofhelicopter fire-fighting is owned byPANH Helicopters?

Of course, we are not for the whole 100%of this country market, but such negotia-tions are being held now. For two yearson end we have been sending 12 helicop-ters to Turkey. Actually, the bidders of thenational tenders for these services are theTurkish companies. The winners decidewhat company is to be involved into theaviation works. We have the 5-years con-tract, but we are also interested in thetenders for the additional helicopters.

Has the competition for this segmentof the helicopter business been grow-ing in Turkey and the South Europe?

We were surprised but there was not aword about the competition there. Re-cently we have been in short supply forthe machines. Such became the situa-tion at the Turkish market, so we can notexpand the number of the operatinghelicopters. Despite the volumes ofworks at the Russian market and any-thing our partners from Greece wouldbe able to propose, our positions inTurkey would remain the same. This mar-ket is easy to stabilize. Year in year outthe tenders here are won by the samecompanies – the main players at themarket with positive reputation promot-ing balanced pricing policy. And in thissense the market has been divided. Fromthe part of the helicopter operators thedifference is small: the market is by 60-70% divided among the leading compa-nies; the rest of the share is every yearfought for. The competition at the fire-fighting serv-ices market of this region also dependson the other segments of the helicopterbusiness: if the volumes of the oil com-panies’ works at the north of Russia in-crease, the competition in thefire-fighting segment in the south is con-siderably reduced.

For example, in 2009 the volumes ofworks for the helicopter operators in theoil segment were insignificant, manyfree helicopters appeared, and their offerincreased in the South Europe and inTurkey. But I repeat that such competi-tive pressure affected no more than 30%in Turkey, for the rest part of the ordershas been based on the long-term con-tracts.

What are PANH priorities for the cur-rent year?

It is the shoulder season now – as of thehelicopter performance on the territoryof Russia. The only region where theRussian helicopters work constantly isAfghanistan. There is also work for thecivil operator like PANH – humanitarianassistance, product supplies, freightcargo transportation and mountingworks. Now the company is involved inpreparation for the summer period – forthe fires and the works in the oil seg-ment of the Siberia. We are constantlyperforming concurrent activity lookingfor the customers both in Russia, andabroad.

HARD TALK


Everyday life of the leadingsouthern operator of Russia

Interview with AndreyKozlovsky, the General

Director of PANH Helicopters, Krasnodar, Russia.

ALL KINDS

138, Kirova Str., Krasnodar, 350000, RUSSIA

Tel: +7 (861) 255-69-75Fax: +7 (861) 255-36-48

e-mail: [email protected]

www.panh.net

INCLUDING THOSE FOR

SERVICES!

OF AERIAL WORKS,

SPECIALIZED

44

Tell us about the Air Company’s VERTI-CAL-T achievements in work upon inter-national projects?Of course, the main achievements for thecommercial helicopter operator are its con-tracts on rendering aviation services. Ourpartners and customers are leading inter-national organizations, involved in variousbusiness areas. Among there are such com-panies as the United Nations, WFP (WorldFood Programme), USAID (United StatesAgency for International Development),Skylink Aviation, Scorpion InternationalServices S.A., PME International, theSupreme Group.Over the recent years Afghanistan has be-come the area of active aviation operationsfor our Air Company. It’s obvious that todayit’s one of the most popular markets for theRussian helicopters, especially for Mi-8MTVtype. Two our helicopters Mi-26T have alsobeen operating in this country. InAfghanistan we perform various missionsfor the ISAF (International Security Assis-tance Force), other international communi-ties and render assistance in rehabilitationof the country’s infrastructure. Our Com-pany’s activity in Afghanistan is Russia’ssubstantial contribution to the country’sstability, required for more safety for resi-dents and sustainable development. Apartfrom transportation of the international or-ganizations’ officers and medical workersthe Air Company helicopters take part indam and road construction throughout thecountry and transportation of various car-goes, including oversized ones.

What is the location of the Air Com-pany’s international operations? Whatareas are the most perspective ones?Air Company VERTICAL-T has wide experi-

ence in helicopter operations all over theworld. Over the past ten years we haveworked in the Republic of Cyprus, Yemen,Afghanistan, Greece, Sierra – Leone, Congo,the Western Sahara, the Republic of Sudan,the Republic of South Africa, Pakistan,Nepal, Turkey and Kosovo. The most per-spective areas are Afghanistan, Africa (UNmissions), where we have performed andwill perform operations. We also considersuch regions as Indonesia, Australia andLatin America as the perspective ones. Thehelicopter services market is rapidly devel-oping in these countries.The only difficulty is the issue of certifyingthe Russian helicopters and equipment.But now we are successfully dealing withthese problems. At present the Latin-Amer-ican market seems more attractive to us,but the project is still under development.The main question is whether our helicop-ters with Russian registration will be able toperform operations in these countries.

How has the increase in Russianaerotechnics’ operating costs influ-enced its competitiveness over thepast 5 years?We haven’t witnessed any noticeable in-crease in competition. The national helicop-ter Mi-26T is just unique! And the mostfamous MI-8MTV/AMT (MI-17) is probablythe most reliable compared to foreign heli-copters of the same type. Especially it con-cerns the world’s remote areas. It’s surelyAfghanistan, Pakistan and many othercountries. In terms of practical experiencerather than theoretical research Russian-manufactured helicopters Mi-8MTV are thebest ones for the present time in such re-gions as Afghanistan. It has been confirmednot once by helicopter experts. But the

main proof is a steady customers’ demand,specifically for these helicopter types. The unmatched durability of the Russianhelicopters and the price and quality paritymake the ones Mi-17 type decisively ad-vantageous in these conditions. Afghanistan is a country with adverse cli-matic conditions. Despite a large numberof clear days flying may be restricted dueto the dust-storms and visibility deteriora-tion because of the dusted atmosphereand high air temperature. The aviation op-erations are rather often executed on high-mountain helipads, where the thin air limitsaircraft operating capability. Taking offtechnique and acceleration rate in suchconditions differ dramatically from thosefrom standard aerodromes. Weight-lifting, versatility and reliability ofthe helicopter Mi-26T, and also the capabil-ity of simultaneous transportation of car-goes up to 20 tons, both in the cargocompartment and on an external sling,have made this helicopter unique. Namelydue to these specifications the helicopterMi-26T of the Air Company VERTICAL-T hasexecuted a number of unique operationsin Afghanistan which no helicopter in theworld could have performed. The Presidentof USA Barack Obama expressed gratitudethe Air Company VERTICAL-T for one ofthese operations in 2009.

***Air Company VERTICAL-T was establishedon March, 1st, 1992. Today "Vertical-T" is oneof the leading Russian helicopter compa-nies carrying out aviation works worldwide.The Company’s fleet consists of: Мi-26Т (3),Mi-17 (9), Mi-8P (2), Мi-8Т (10)Total – 24.

The Air Company services:• Passenger transportation • Cargo transportation • Firefighting • Parachute jumping • Assembling operations • Fuel delivery • Search and rescue

HARD TALK


Advantages of the Russian helicoptersAn interview with the Deputy General Director, Int’l Sales andMarketing of Air Company VERTICAL-T - Ludmila Baraney.

HELICOPTER TRAVEL PRACTICE

46

EXCHANGE OF EXPERIENCE

Russian Helicopters, the subsidiary ofUnited Industrial Corporation Oboron-prom, presented its lineup at the 8th In-ternational Exhibition on Aerospace,Defence & Civil Aviation Aero India 2011– the premier air show in the region.The exposition at Stand A 26 showcasedthe light multi-role Ka-226T, mediumcivil Mi-17 helicopters, the all-weatherKa-32A11BC, heavy Mi-26T2, and the Mi-28NE – the export variation of the cut-

ting-edge Mi-28N Night Hunter attackhelicopter that is in service with the Rus-sian Army.Several contracts were signed with In-dian civil helicopter operators in 2010,for the delivery of 4 Mi-172 and 2 Ka-32A11BC helicopters. They will be deli-vered in 2011-2012. The Mi-172 isalready certificated in India. The Ka-32A11BC also recently received certifica-tion in December 2010. It was

certificated by EASA in 2009.The multi-role Ка-32А11ВС will make itsdebut in the region. The machines ondisplay at the Air Show are being acqui-red by Global Vectra Helicorp. The com-pany is planning to use them for cargotransportation and construction work inthe civil segment. The first Ka-32A11BCis scheduled for delivery to India in 2011,and the second in 2012.

OF RUSSIAN HELICOPTER INDUSTRY

RUSSIA INTRODUCES NEW HELICOPTERS TO INDIAN AVIATION MARKETFebruary 09, 2011

The Ka-32A11BC, the Russian civil all-weather coaxial helicopter, has beencertified for operations in India.The Directorate General of Civil Aviationof the Republic of India (DGCA) allowedoperations on the basis of the certificateissued by the European Aviation SafetyAgency (EASA).EASA issued a standard EASA.IM.R.133certificate for the Ka-32A11BC in 2009.The certificate allows any company tocommercially operate the helicopter. In2008 the Ka-32A11BC was certified inChina, Indonesia, and South Korea. In2005 it received Mexican certification.

The helicopter received a supplementto the airworthiness certificate in 2006in Canada. This allowed the helicopterto carry corporate passengers (theCanadian certificate itself was issued in1998). The certification procedure forthe Ka-32A11BC has also been startedin Brazil.Thus the Ka-32A11BC has been certifi-cated in the world's major regions: inAmerica, Europe, and Asia. Ka-32A11BChelicopters of various modifications aresuccessfully operated in Spain, Portugal,Switzerland, Canada, South Korea, Tai-wan, Japan, China, and other countries.

In July 2010 the Russian helicopter in-dustry holding Russian Helicopters, apart of United Industrial CorporationOboronprom, signed a contract with theIndian company Global Vectra Helicorpon the delivery of a Ka-32A11 helicop-ter.Unlike the Mi-17, traditional for the In-dian market, the Ka-32A11BC will makeits debut in the region. Global VectraHelicorp is planning to use the Russianrotorcraft for cargo transportation andconstruction work in the civilian seg-ment. The Ka-32A11BC is scheduled fordelivery to India in 2011.

KA-32A11BC CERTIFIED IN INDIAFebruary 08, 2011

Chronicles


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The Indo-Russian Maintenance and Re-pair venture, Integrated Helicopter Serv-ices Private Ltd.(IHSPL), established byRussian Helicopters, a part of United In-dustrial Corporation (UIC) Oboronprom,and Indian company Vectra Group, isopening a service centre for all type ofcivil Russia-made helicopters in the Re-public of India.The opening ceremony took place inGreater Noida, a New Delhi suburb, on 7February 2011, two days before the AeroIndia 2011 international exhibition (inBangaluru).“The service centre, Integrated HelicopterServices Pvt. Ltd. (IHSPL), will offer main-tenance and repair services for the Indianfleet of Russia-made helicopters,” said S.B.Prasher, CEO, Integrated Helicopter Serv-ices Pvt. Ltd. (IHSPL).“The opening of a service centre in Indiais a very important event for us,” saidDmitry Petrov, CEO, Russian Helicopters.“We are planning to make this centre oneof the key elements of our support net-work for existing Russia-made rotorcraftand Mi and Kamov helicopters deliveredin the future to India and South-East Asiaas a whole.”

The plans of the Indo-Russian joint ven-ture Integrated Helicopter Services Pri-vate Ltd. (IHSPL) envision that the servicecentre will become the stronghold forwarranty service of Russia-made rotor-craft in India. The centre will offer Indianoperators and state aviation organisa-tions aftersale service, as well as sched-uled maintenance and unscheduledrepairs of any Mi and Kamov helicopters.In the future, Integrated Helicopter Serv-ices Private Ltd. (IHSPL) is planning toprovide major repairs, including enginesand avionics, and to offer user mainte-nance. The service centre is also planningto have a training centre, and a supplybase to provide spare parts to Indian op-erators of Russian rotorcraft.The aim of the programme is to supportRussian-made rotorcraft throughout theirlifecycle. As part of this programme, newMRO centers are being established andthe existing centers are being certified inkey for Russian Helicopters regions of theworld, including India, which is a tradi-tional market for the Russian helicopters.At present, Russian Helicopters is the onlyofficial supplier of Russian civil helicop-ters to India. Military helicopters are sup-

plied by FSUE Rosoboronexport. How-ever total support to IAF and other forcesshall be provided by Integrated Helicop-ter Services Pvt. Ltd. (IHSPL).Today, Russia-made rotorcraft form thecore helicopter fleet of the Indian armedforces. More than 200 Russian helicoptersare in service in India: the Mi-25 (the ex-port variant of the Mi-24D), the Mi-35, theMi-26, and the Mi-8/17.

Russian Helicopters, JSC, that makes partof UIC Oboronprom, consolidated controlstock of all Russia's rotorcraft-building en-terprises, thus finalizing main formationstages of united Russian holding that dealsin helicopter design, manufacture andservicing.Within the scope of the final stage RussianHelicopter acquired 1,202,973,854 ordi-nary registered shares of Rostvertol, PLCbringing its ownership of company's eq-uity from 22.76 % to 75.06 %.Russian Helicopters acquired these shareswith borrowed funds.Currently Russian Helicopters, JSC ownsthe following helicopter-building enter-prises' share packages:Mil Moscow Helicopter Plant, JSC - 72.38 %of company's equity, 2,524,636 ordinaryregistered shares, 494,370 preferenceshares;

Kamov, JSC - 99.79 % of company's equity,1,360,447,119 ordinary registered shares;Stupino Machine Production Plant, JSC -59.9987 % of company's equity, 89,680 or-dinary registered shares;Ulan-Ude Aviation Plant, JSC - 75.09 % ofcompany's equity, 200,687,483 ordinaryregistered shares;Kazan Helicopters, JSC - 65.90 % of com-pany's equity, 101,929,459 ordinary regis-tered shares;Kumertau Aviation Production Enterprise,JSC - 100 % of company's equity, 377,647ordinary registered shares;Helicopter Service Company, JSC - 100 %of company's equity, 165,000,000 ordinaryregistered shares;Reductor-PM, JSC - 80.84 % of company'sequity, 5,497 ordinary registered shares;Progress Arsenyev Aviation Company, JSC,named after N.I.Sazykin - 74.97 % of com-

pany's equity, 301,166 ordinary registeredshares;Rostvertol, PLC - 75.06 % of company's eq-uity, 1,726,445,119 ordinary registeredshares.In 2008-09 in order to centralize controlfunctions Russian Helicopters, being a100% subsidiary of UIC Oboronprom, be-came the management company of all en-terprises that make part of RH holding.This ensured introduction of the commonpolicy in production, marketing, sales andservice support. As a result, helicopters'sales increased.Current changes in the Russian Helicop-ters ownership of assets are linked to thecompany's plans on further developmentand perspective projects' implementa-tion. Company's strategic aim is tostrengthen its positions on the global ro-torcraft market.

RUSSIAN HELICOPTERS, JSC FINALIZE CONSOLIDATION OF HOLDING’S ASSETSJanuary 04, 2011

INDO-RUSSIAN COMPANY INTEGRATED HELICOPTER SERVICES PVT. LTD.OPENS RUSSIAN ROTORCRAFT SERVICE CENTRE IN INDIAFebruary 07, 2011

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48


Under implementation of the RussianFederation Air Force Modernizationprogram JSC Ulan-Ude Aviation Plantbeing a part of Russian Helicoptersholding company supplied 10 Mi-171AMTSh (export part number Mi-171Sh) helicopters to Ministry ofDefense of the Russian Federation. Ac-ceptance of the helicopters by the Cus-tomer was over in early December2010. On the 21st of December, the hel-icopters started ferry flight from Ulan-Ude to one of the Air Force militarybases in the European part of the Russ-ian Federation.Nowadays Mi-171AMTSh (Mi-171Sh)helicopter appears to be one of themost popular medium military trans-port helicopters all over the world. Ex-perts feature versatility of the helicopterand its high performance. Due toweaponry and protective means set thehelicopter bears a nickname "Termina-tor" given by reporters. Mi-171Sh heli-copter proved out itself in military

conflicts, anti-terror operations, coun-ternarcotics actions and search and res-cue operations. At that, the helicoptersdemonstrated high performance inhighland areas and hot climate.First deliveries of Mi-171Sh helicopterto foreign customers were fulfilled in2002, upon completion of several tests.Over 120 helicopters were deliveredthrough FSUE Rosoboronexport to anumber of Middle East countries,South-East Asia, Africa, Eastern Europe.Remarkable fact is that the helicopterswere purchased not only by Russia'spartners in the field of military-techni-cal cooperation, but also by NATO coun-tries. During the period of 2005 to 2008,26 helicopters were delivered to CzechRepublic and Croatia.According to the policy of the RussianFederation Government regardingmodernization of the Armed ForcesMinistry of Defense started purchasingMi-171AMTSh helicopters. In 2009 agovernment defense order for delivery

of the first batch of the helicopters wasplaced in JSC UUAP. In 2010, delivery ofMi-171AMTSh helicopters was contin-ued.Following the concept of purchasingonly modern and high-efficiencyweapon, Ministry of Defense of theRussian Federation imposed special re-quirements on the helicopters. So at thecustomer's request Mi-171Sh helicop-ters were equipped with new systemsimproving efficiency of their combatuse. Besides, the helicopters are fittedwith special equipment sets includingsearch and rescue and medical facilities.In order to attain a combat task the hel-icopters are equipped with protectivemeans sets, as well as avionics and in-strumental equipment enabling flightsin adverse weather conditions at anytime of the day.At the moment Ministry of Defense ofthe Russian Federation is planning tocontinue purchasing of Mi-171Sh heli-copter in 2011.

TEN MI-8AMTSH HELICOPTERS FOR MINISTRY OF DEFENSE OF THE RUSSIAN FEDERATIONDecember 21, 2010

contents–урналы/2011...mi-34s1. rotary-wing phoenix ... cables and letters of congratulation...

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