Attack helicopters to 50 black shark. The black fate of the "shark". Coup in advertising military equipment

Story

Thirty years have passed imperceptibly since the first flight of one of the unique rotary-wing aircraft in the world aviation - the Ka-50 attack helicopter developed by the Kamov Design Bureau. Unfortunately, the media (including specialized aviation publications) have somewhat forgotten about this event, as well as about the car. We took the liberty of filling this gap.

The beginning of the practical stage of the competition for a promising combat helicopter was determined in August 1980 by the decision of the Commission of the Presidium of the Council of Ministers of the USSR on military-industrial issues. He was asked to build two pairs of experimental prototypes V-80 and Mi-28, intended for comparative tests. In the same year, a unified tactical and technical assignment of the Ministry of Defense for these machines was drawn up.

June 17, 1982 test pilot Nikolai Bezdetnov for the first time lifted a prototype Ka-50 - B-80 into the air and performed a hover on it, and on July 23, 1982, an experienced helicopter made its maiden flight in a circle.

To the credit of the designers of the Kamov Design Bureau, in a tough competition, their rotary-wing combat vehicle won the competition.

On December 14, 1987, a decree was adopted by the Central Committee of the CPSU and the Council of Ministers of the USSR, which determined the procedure and terms for completing the creation of the V-80Sh-1 single-seat attack aircraft and launching it into serial production at the Progress plant in Arsenyev. The main promising combat helicopter of the Soviet Army was the V-80SH-1.

The technical documentation for the production of the pilot batch of such helicopters began to be transferred to the Progress plant back in 1989. The decision of the Commission on Military-Industrial Issues of the Council of Ministers of the USSR to build at the Arsenyev plant an installation series of 12 V-80SH-1 helicopters, which soon received a new designation Ka-50, came out in 1990. The following year, the lead aircraft (001, board number 018) was manufactured here, the first flight on which was performed on May 22, 1991 by the factory test pilot A I. Dovgan.

The first stage of the State tests of the Ka-50 (assessment of flight performance) began in September 1990 on the 4th and 5th flight copies In January 1992, the lead serial helicopter was transferred to the State Flight Test Center (GLITs) of the Ministry of Defense Russia and in February began flying under the program of the second stage of the State Tests (assessment of combat effectiveness), which ended in December 1993.

In November 1993, military tests of the Ka-50 began at the 344th Combat Use Center (CBP) of army aviation, based in Torzhok. The pilots and engineers of the 344th PPI made a great contribution to the fine-tuning of the helicopter and the development of tactics for its combat use. Major General Boris Vorobyov, the chief of the 344th PPI, and his successor, Colonel Alexander Rudykh (he is currently the most experienced pilot of this type of helicopter ).

As a result of development work, by the beginning of the 90s, the car acquired the look that is now known to many.

With the light hand of the journalist, the Ka-50 helicopter was dubbed the "Black Shark", which was facilitated by the feature film of the same name, filmed in the foothills of Chimgan in the Tashkent region of the Uzbek SSR (the military airfield Chirchik was used for tests in mountainous terrain).

It would seem that it was possible to develop a new helicopter, upgrade its on-board systems, weapons, train pilots, purchase and transfer to combat units of the Air Force. But new times and new people have made their own adjustments. By the decision of Commander-in-Chief of the Air Force Mikhailov, another attack helicopter, the Mi-28N, was adopted by the Russian Air Force, which at that time was a prototype of a combat helicopter, and did not pass state tests (by the way, they were completed only in 2008).

The magnificent example of Ka-50 helicopter construction, by an evil twist of fate, was not needed by the Russian Air Force and remained in existence in the form of a dozen helicopters, the last of which continue to carry out combat service in the 344th TsBPiPLS.

Later, the new leadership of the Air Force, apparently assessing the Ka-50's capability more soberly, ordered a redesigned version of this helicopter under the designation Ka-52, called the Alligator. The machine again turned out to be the most modern among all types of helicopters of the Russian Air Force and at least 140 machines are expected to enter the Air Force. But that is another story......

We offer a large photoset of the Ka-50 "Black Shark" (Hocum A) helicopter both in flight and static.

Perspectives
To our great regret, this sample of helicopter technology, which was decades ahead of the concept of strike weapons, remained unclaimed in the Russian Air Force. Although it is obvious that the helicopter has a huge resource for the modernization and use of modern avionics systems, engines, BKO and guided missile weapons.

A separate, very interesting direction could be the creation of an unmanned strike complex on the basis of the Ka-50, with tremendous maneuverability, power availability and survivability. A group of such attack UAVs, controlled from the command post based on the Ka-52 or Ka-31, could successfully solve the tasks of carrying out assault strikes, destroying enemy armored vehicles and communications, without the risk of losing pilots.

Combat use
On military forums and Internet resources on military topics, disputes periodically flare up about the effectiveness of combat helicopters of this type. Arguing is fun, but thankless. Therefore, I propose to give the floor to the test pilots themselves, since they have experience in using the Ka-50 in combat conditions during the 2nd Chechen campaign.

It should be recalled here that the experimental combat strike group (BUG), consisting of two Ka-50 attack helicopters and one Ka-29VPNTSU target designation helicopter, was based at the Severny airfield near Grozny from December 26, 2000 to February 15, 2001. Helicopters, pilots and BUG technicians practiced the combat use and maintenance of new vehicles in conditions as close as possible to combat ones, including new tactics of use with external target designation.

For information, it is recommended to watch a clip from the program "Smotr" in two parts, about the combat use of Ka-50 "Black Shark" helicopters in Chechnya in 2000-2001 with interviews with test pilots and documentary footage of combat work.

When preparing the materials, the resource was used

aviator 2018-08-19T14: 29: 21 + 00: 00

Multipurpose attack helicopter Ka-50 "Black Shark".

Developer: OKB Kamov
Country: USSR
First flight: 1982

By the mid-1970s, the main combat helicopter in the USSR was the Mi-24. However, the leadership of the Ministry of Defense gradually formed the opinion that this machine did not fully meet the requirements of the army. The helicopter created according to the concept of a "flying infantry fighting vehicle" could not only conduct assault operations, but also transfer a detachment of paratroopers, but this had to be paid for with a slight decrease in combat effectiveness. In addition, at the end of 1972, work under the DAN program began in the United States, resulting in the new Bell YAH-63 and Hughes YAH-64 combat helicopters. The latter, named "Apache", was adopted for mass production and from the mid-1980s began to enter service with the US Army.

On December 16, 1976, the Central Committee of the CPSU and the Council of Ministers of the USSR adopted a resolution on the development of a new generation combat helicopter, which could be a worthy response to an overseas opponent. The main task of the promising machine was determined by the destruction of military equipment - primarily tanks on the battlefield and in the near-front zone. production.

Relying on the results of the operation of combat helicopters in the USSR and abroad, when developing a promising machine, the Milevites took the path of creating a single-rotor two-seater apparatus with a separation of the functions of piloting and the use of weapons between the pilot and the operator, i.e. adopted the same concept as American firms in implementing the DAN program. Specialized in the development of helicopters for the fleet, the Kamov Design Bureau approached the competition, having in its assets an original and reliable design of a coaxial carrier system, proven promising technological processes. The firm also possessed some experience in the design of army helicopters.

In 1966, on the basis of the ship's Ka-25, the Ka-25F (frontline) project was developed, which was supposed to be equipped with serially produced weapons: a 23-mm movable cannon, six Phalanx ATGMs, six NAR blocks and aerial bombs. The crew of the Ka-25F consisted of two people, and eight paratroopers could be accommodated in the cargo compartment. But then the preference was given to the Mil Mi-24 project, which was based on the use of advanced engines, a newly developed sighting system and new ATGM "Shturm".

In 1969, the Kamovites proposed a fundamentally new project of the B-50 combat helicopter. This machine was supposed to have a longitudinal arrangement of two rotors, which were in the same plane and rotated towards each other, while the synchronization of rotation excluded overlap of the blades. The design speed of the car was 400 km / h. In 1975-1976, as part of the study of the concept of promising combat helicopters, a project was developed for a V-100 rotorcraft with a transverse arrangement of rotors and a pushing propulsion propeller. Both projects were distinguished by a great novelty of technical solutions, but neither one nor the other were implemented.

The design of a new army combat vehicle, designated B-80 (or "product 800"), began at the NIKamov Ukhtomsk Helicopter Plant (now the Kamov company) in January 1977. The work was headed by the head of the OKB - chief (later General) designer Sergei Mikheev.

When defining the appearance of the new machine, various options were worked out, but the choice was made in favor of the coaxial scheme "proprietary" for the OKB, which had a number of serious advantages over the traditional single-rotor. The absence of power losses to the tail rotor drive and the corresponding increase in the rotor thrust made it possible to achieve a higher static ceiling and vertical rate of climb. Based on the results of flight tests and other experimental studies, it was found that the efficiency of the carrying system of a coaxial helicopter is on average 16-22% higher than a single-rotor helicopter. With equal power of the power plant, the advantage in the static ceiling for a coaxial helicopter is about 500-1000 m, and in the vertical rate of climb - 4-5 m / s.

Aerodynamic symmetry and the absence of cross-links in the control channels simplify piloting a coaxial helicopter. Such a machine has significantly fewer restrictions on sliding angles, angular velocities and accelerations over the entire range of flight speeds, which for a single-rotor helicopter when performing intensive maneuvers are determined by the development of the main rotor blades flapping movements with the danger of collision with the tail boom and the strength limitations of the tail rotor, its transmission and tail boom, as well as the danger of the tail rotor getting into the so-called vortex ring mode with the loss of its effectiveness.

The consequence of these advantages of the coaxial scheme is the ability to perform a number of maneuvers that are practically inaccessible to helicopters with a single rotor. Among them is a "flat" ("pedal") turn with large sliding angles (up to + -180 °) in the entire range of flight speeds, which makes it possible to quickly target stationary airborne weapons. A "flat" turn also makes it possible to take off and land from confined areas in all wind directions and at significantly higher wind speeds. The coaxial helicopter is capable of hovering with high acceleration. In addition, at high flight speeds such a curvilinear horizontal maneuver as a "funnel" (side bend) is available to him, during which the helicopter performs lateral movement around the target at a constant height at a speed of 100-180 km / h, while maintaining a negative pitch angle of 30- 35 °, while the target is constantly in the field of view of the onboard surveillance and sighting systems. Relatively small moments of inertia, which are a consequence of the compactness of coaxial helicopters, provide it with more efficient control in the vertical plane. Due to this, the rate of increase in the pitch angle and overload becomes higher with less loss of speed.

The negative aspects of the coaxial scheme should also be noted. The main ones are the large mass of the carrier system, a complex and cumbersome column of rotors, the presence of special devices that prevent the blades from colliding when performing energetic maneuvers. However, the extensive experience of the Kamov company, combined with the use of new structural materials, made it possible to count on the success of a coaxial combat helicopter. Naturally, from the very beginning he had many opponents, enough of them remain to this day.

Another fundamental feature of the B-80 project was the decision to make the helicopter single-seat, and compensate for the absence of an operator on board by using a highly automated sighting and navigation system, which would allow the pilot to avoid excessive psychological and physical stress. By the end of the 1970s. the level of the domestic industry made it possible to create such systems: already on the Ka-25 and Ka-27, the automation of the search for a submarine, navigation and flight modes, the organization of group work of helicopters was provided. The possibility of creating a single-seat combat rotorcraft was confirmed by the experience of using front-line strike aircraft, in most of which the pilot combined the functions of a pilot and a navigator.

Reducing the crew to one person would allow not only to obtain a significant gain in the mass of the helicopter (which was especially important given the existing level of development of on-board avionics, which had the worst weight and size indicators compared to Western counterparts), and, consequently, to improve its flight characteristics, but also to reduce the cost of training flight personnel, to reduce the number of combat units, i.e. to achieve direct savings on the maintenance of army aviation. It was also important to reduce human losses in a combat situation.

"Singleness", like the coaxial scheme, has become a red rag for the opponents of the Kamov project. Answering numerous opponents, S.V. Mikheev once said: “There is no need to prove that one pilot works better than two, there is no need to prove the unprovable. But if the pilot in our helicopter can cope with what the two have to do in the competing helicopter, it will be a victory. " Simulations on the stands and further tests have shown that the concept of a single-seat combat helicopter is quite viable.

The Vikhr anti-tank missile system, created by the Tula Instrument Design Bureau (General Designer Arkady Shipunov), was chosen as the main weapon system for the B-80. Its distinctive feature was laser guidance and automatic target tracking, which guaranteed high firing accuracy regardless of the range. The missile launch range exceeded the radius of destruction of foreign air defense systems "Chapparel", "Roland" and "Rapier". The presence of contact and proximity fuses and a powerful cumulative fragmentation warhead made it possible to use the missile to destroy both armored vehicles and air targets.

When designing the helicopter, special attention was paid to the choice and design of the gun mount. The OKB specialists settled on a 30-mm single-barreled cannon 2A42, created by the Tula Instrument Design Bureau under the leadership of V.P. Gryazev for infantry fighting vehicles. The designers were faced with the task of placing the cannon on the helicopter so as to preserve its dignity - high firing accuracy and compensate for the main drawback - the greater weight compared to aircraft cannons. It was decided to place it in the area of the center of gravity on the starboard side between the under-gear frames - in the strongest and most rigid place of the fuselage, which subsequently had the most favorable effect on the accuracy of shooting. The rejection of the turret made it possible to significantly reduce the mass of the gun mount, while the limitation of the angle of its deviation in azimuth was compensated by the ability of the helicopter to turn at a speed that is not inferior to the speed of rotation of the weapons of existing mobile systems. Thus, it was possible to roughly aim the gun at the target in azimuth by the helicopter body, and for its precise aiming, a hydraulic drive was used

In addition to the ATGM and the cannon, the customer wished to place a number of other weapons systems on the helicopter. As a result, the B-80 arsenal included NAR units, cannon containers UPK-23-250, aerial bombs, small cargo containers (KMGU), and in the future, guided air-to-surface and air-to-air missiles

The development of an aiming system capable of solving the tasks of target tracking and missile guidance without the participation of a pilot was carried out at the Krasnogorsk optical-mechanical plant "Zenith". The Shkval television automatic sighting system was created simultaneously in two modifications for the Su-25T aircraft and the V-80 helicopter. The Leningrad Scientific and Production Association "Electroavtomatika" took over the development of a unified sighting, flight and navigation complex (PRNK) "Rubicon" for the B-80.

One of the most important areas of work on the project was to increase the combat survivability of the helicopter. With this in mind, the layout was chosen, the systems were placed, the units were designed, and the structural materials were worked out. The following activities were implemented:
- placement of engines along the sides of the fuselage, which excluded their defeat with one shot,
-the ability to continue flying on one engine in a wide range of modes,
- protection of the cockpit using steel and aluminum combined armor and bulletproof glasses,
-booking and shielding of the hydraulic steering system compartment,
- shielding more important units and systems with less important ones,
-filling fuel tanks with polyurethane foam and their protection,
- the use of composite materials that retain their working capacity in case of damage to the structural elements,
-development of a double-circuit design of the blade spar,
-increasing the diameter of the control rods and placing a significant part of them in the armored cabin,
- fire protection of the power plant and the compartments adjacent to the fuel tanks,
-providing the operability of the transmission within 30 minutes after damage to the oil system
- duplication and separation along the sides of the power supply system, control circuits, etc.
-the possibility of using personal protective equipment for the pilot.

In the most positive way, the increase in survivability was influenced by the absence of a vulnerable tail rotor with intermediate and tail gears and control rods in the B-80.

We paid special attention to ensuring the safety of the pilot. The cockpit was made fully armored using spaced metal plates with a total weight of more than 300 kg. This armor was introduced into the power structure of the fuselage, which made it possible to reduce weight costs. Tests at the State Scientific Research Range of Aviation Systems confirmed that the protection of the pilot is guaranteed when 12.7 mm bullets and fragments of 20 mm shells hit the side of the helicopter. % when hitting the ground. A unique feature of the helicopter was the use of the K-37-800 rocket and parachute ejection system, which was developed at NPO Zvezda (General Designer Guy Severin), to rescue the pilot. The pilot's safety was also ensured by the design of the landing gear, capable of absorbing heavy loads during an emergency landing, and by the design of the fuel system, which excluded the possibility of a fire after an emergency rough landing.

Already in the early stages of designing the B-80, its creators were purposefully engaged in improving the operational qualities of the helicopter and creating effective ground handling facilities. Specialists from the Research Institute of Operation and Repair of Aviation Equipment (NIIERAT) of the Ministry of Defense took an active part in this work. When creating a maintenance system for the helicopter, special consideration was given to the possibility of its autonomous basing on unprepared field sites.

The B-80 was supposed to be used both autonomously and as part of a reconnaissance and strike complex, which included aviation and ground reconnaissance and target designation means.

I must say that the main rival of the new helicopter in the Design Bureau was not the future Mi-28, but the American AN-64A "Apache", the work on which was carefully studied. But to compete with him was a very difficult problem. The leading role in the development of the B-80 concept belonged to the head of the OKB Sergey Mikheev. He personally visited many enterprises and institutions of the Soviet Union, getting acquainted with the latest achievements and "trying on" them for a new helicopter. Together with Mikheev, Deputy Chief Designer Sergei Fomin, Veniamin Kasyanikov, test pilots Evgeny Laryushin and Nikolay Bezdetnov, leading experts Lev Sverkanov, Mark Kupfer, Nikolai Emelyanov, Evgeny Sudarev, Yuri Lazarenko, Gennady Danilochkin, Grigory Yakemenko, Eduard Vadim Kvokov and many others.

The draft design and layout of the B-80 was defended in April-May 1981, and a year later its first prototype came out of the shops of the Ukhtomsk Helicopter Plant (No. 800-01, board 010). It still lacked a number of systems, for example, a cannon and an ejection seat, and also had non-standard TV3-117V engines. On June 17, 1982, test pilot Nikolai Bezdetnov performed a hover on it for the first time, and on July 23, the helicopter made its maiden flight in a circle. B-80 # 01 was intended to assess the flight performance and testing of helicopter systems. In particular, it carried out flights with a tail unit of various shapes, without wing consoles, etc.

The appearance of the new machine was very unusual. It had a long streamlined fuselage and a single-seat cockpit, two engines on the sides, a retractable landing gear, and, of course, the "calling card" of the Kamov company - coaxial rotors. The first B-80 had to fly literally a couple of kilometers from the Moscow ring road, where the flight test complex of the Ukhtomsk helicopter plant was then located in the Novoryazanskoye highway area. The program was kept in great secrecy, and the tests took place near the capital, in full view of many prying eyes, which forced the OKB specialists to take original camouflage measures. To hide the true purpose of the new vehicle, they decided to "turn" the first B-80 into a transport vehicle. For this, additional windows and doors were painted on the sides of the fuselage, painted in non-military blue, with bright yellow paint. To make it more plausible, thin transparent overlays were riveted to these "windows". In one of the flights, such an overlay fell off, falling into the engine air intake. The helicopter managed to land on one engine, and after that the window simulators were abandoned, but the B-80 continued to fly in its "camouflage", causing bewilderment among casual eyewitnesses.

In August 1983, the second prototype B-80 (No. 800-02, board 011) was produced, which was intended for testing aviation equipment and weapons systems. The already modernized TV3-117VMA engines were installed on it. For the first time, the sighting, flight and navigation complex "Rubicon" and the mobile gun mount NPPU-80 were mounted on a helicopter. The first flight of B-80 # 02 took place on 16 August.

Tests of the Mi-28 ("product 280") took place with some lag behind the V-80-1, the first aircraft (board # 012) made its first hover on November 10, 1982, and the second (# 022) - in the fall of 1983. Unlike the B-80, the Mi-28 did not look so avant-garde, and the Apache influence was significant in its appearance. Tests of the Mi-28 took place far from Moscow - at the flight test complex of the Moscow Helicopter Plant. ML Mil in Punks, which allowed the new helicopter to boldly wear traditional army camouflage.

In October 1983, by decision of the Air Force Commander-in-Chief, Chief Marshal of Aviation P.S. Kutakhov and the Minister of Aviation Industry I.S. Silaev, a meeting was held with the participation of representatives of leading industrial institutions and the Ministry of Defense on the issue of choosing a promising combat helicopter. It summed up the first results of tests of prototypes V-80 and Mi-28. Most of the participants in the meeting were in favor of the B-80. Its advantages over the Mi-28 included a simpler piloting technique, a large static ceiling and a vertical rate of climb. Comprehensive assessments of both helicopters carried out at the institutes on the basis of the “cost-effectiveness” criterion also revealed some superiority of the Kamov aircraft.

In 1984, the state comparative tests of the B-80 and Mi-28 began. The first stage involved the assessment of the performance characteristics of the helicopters, each of which had to perform 27 flights. The B-80 passed this stage from June 21 to September 20, and tests of the Mi-28 had just begun on September 17 and continued until April 19 of the following year. The results obtained during these flights confirmed the superiority of the Kamov machine.

In October 1984, an order was issued by the Minister of Aviation Industry of the USSR on the preparation of serial production of the B-80 at the Progress aircraft plant in Arsenyev in the Far East, which was producing the Mi-24 at that time. On December 11, the conclusion of four institutions was signed. Scientific Research Institute of Automatic Systems of the Minaviaprom (now GosNIIAS), TsAGI, the 30th Central Research Institute of the Ministry of Defense and the State Research Institute of the Air Force (now the GLITs of the Ministry of Defense of the Russian Federation), which contained a proposal to recommend the B-80 for further development.

In April 1985, the second experienced B-80 was first demonstrated to the top leadership of the Soviet Union at a demonstration of new aviation technology in Machulishchi (Belarus). In preparation for this show, the creators of the helicopter were in for a deep shock. On April 3, the V-80 # 01 disaster occurred, in which one of the best pilots of the OKB Yevgeny Laryushin died. When practicing an accelerated escape from a low altitude to the ground behind an obstacle in the framework of the study of the limiting flight modes, an overlap of the rotor blades occurred, they collapsed and the helicopter fell. Analysis of the disaster showed that it was not caused by machine defects, but by the pilot exceeding the permissible negative overload when performing an unsteady descent in a spiral at a speed of less than 40 km / h.

The B-80 fell into a dangerous “vortex ring” mode - a special mode of vortex air flow, symmetrical about the rotor axis, into which the helicopter can fall during a vigorous descent with a low forward speed (for example, from hovering). In this case, the main rotor is in the perturbed flow of air thrown down by it, which causes an increase in the amplitude of the flapping of the blades with their exit from the propeller cone. The lift force of the main rotor drops significantly, the helicopter loses height even more, and because of the "swinging" of the blades, its control is greatly complicated. The "vortex ring" pulls the helicopter into a kind of funnel, the exit from which requires the pilot to use special techniques. A necessary condition for the successful withdrawal of the descending helicopter from the "vortex ring" mode is a sufficient height for this. And she was not on the fatal flight ... The tragic death of Yevgeny Laryushin was a heavy blow for the OKB. His opinion, experience and pilot's intuition had a huge impact on the formation of the appearance of a single-seat combat vehicle.

Air Force specialists, having studied the materials of the investigation of the disaster, gave permission to continue the tests. In order to avoid overlap of the blades in the future, some changes were made to the design of the B-80: the distance between the rotor propellers was increased, a mechanism was introduced into the control system that tightens the controls in case of a dangerous approach of the blades, etc.

In connection with the loss of B-80 No. 01, the third prototype B-80 (No. 800-03, board 012) was released in December 1985 to complete the program for evaluating the performance of the helicopter. On it, as later on B-80 No. 02, a mock-up of a low-level television sighting system "Mercury" was installed at the top of the nose of the fuselage, designed to ensure combat use at night.

On September 18, 1985, at the Smolino range of the Main Missile and Artillery Directorate in Gorokhovets, within the framework of the second stage of the State comparative flight tests, flights began to assess the combat effectiveness of the B-80 and Mi-28 helicopters. The flights were performed by test pilots of the State Research Institute of the Air Force named after V.P. Chkalov. The first of them was mastered by the B-80 regiment V.I.Kostin, which was soon followed by the regiment A.S. Papai.

Each helicopter was supposed to perform 45 flights. Milevians flew more intensively: by May 20 of the next year they had already completed 38 flights, of which 21 were valid. 39 launches of ATGM "Shturm-V" (28 missiles "Attack" and 11 - "Shturm") were carried out, incl. 25 credits, which gave 23 hits on the target. The Kamovites were unlucky due to frequent failures of the "Shkval" complex that had not yet been completed and the lack of supply by the industry of the required number of ATGM "Vikhr" by the same time, they managed to complete only 20 flights (9 credits) and only 12 launches. This stage of testing ended on September 15, 1986. By that time, the number of test flights of the B-80 had been brought to 24, and the number of launches - to 18. And although the Mi-28 made one and a half times more flights and launches of ATGM "Attack", the armament of the B-80 was recognized as more effective. ATGM "Whirlwind" with an automatic laser-beam guidance system successfully hit targets at ranges of up to 8000 m, while having a radio command guidance system ATGM "Attack" - only at a distance of up to 5300 m (TTZ requirement - 6-8 km). In combat conditions, this would allow the B-80 to launch missiles outside the zone of operation of the enemy's air defense, and the Mi-28 would have to come under its fire.

The artillery mount also justified the hopes of the Kamovites. Although the Mi-28 gun could deviate in azimuth by 110 °, and in the B-80 - only 2 ° to the left and 9 ° to the right, this was more than compensated for by the high maneuverability of the helicopter itself. The cannon's hydraulic drive ensured the countering of machine oscillations in the track channel according to the signals from the Shkval complex automatic machine. As a result, the B-80's firing accuracy turned out to be 2.5-4 times higher than that of the Mi-28 (2 mrad versus 5-8 mrad) .In addition, the Kamov car was twice as powerful as the Milev cannon in terms of ammunition (500 and 250 rounds, respectively ).

An important result of this stage of testing was the practical proof of the possibility of performing the B-80 pilot and the functions of the operator. Although the level of psychophysical stress on it approached the level of stress on a fighter-bomber aviation pilot, it was proved that low-altitude flights with the combat use of the B-80 are carried out in compliance with the required level of safety and are quite effective.

On the basis of the results obtained in the state comparative tests, four institutes of the Ministry of Defense (State Research Institute of the Air Force, 30th Central Research Institute, NIIERAT and Research Institute of Aerospace Medicine) issued in October 1986 a final conclusion on the advisability of choosing the B-80 as a promising combat helicopter of the Soviet Army ... As usual, a number of serious remarks were noted, which had to be eliminated by the creators of the machine. First of all, this concerned increasing the reliability of onboard electronic equipment and weapons. Additional requirements were also presented.The B-80 was to be equipped with an on-board defense complex (a laser detection station, a passive jamming device), to ensure the interface of the aiming, flight and navigation complex with ground and aviation reconnaissance equipment, to implement the possibility of combat use of the helicopter at night (television system night vision "Mercury" by the time of comparative tests was not brought and was not used in flights). All this was reflected in the addition to the TTZ for the B-80 helicopter, released in 1987.

On December 14 of the same year, a decree was finally adopted by the Central Committee of the CPSU and the Council of Ministers of the USSR, which determined the procedure and terms for completing the creation of the V-80SH-1 single-seat attack aircraft and launching it into serial production at the Progress plant in Arsenyev. The V-80SH-1 was recognized as the main promising combat helicopter of the Soviet Army. Thus, the helicopter competition formally ended. But they decided not to stop working on the Mi-28. In order to preserve the technical reserve obtained, the same decree provided for the creation of a modification of the Mi-28A on the basis of the Mi-28 and the development of its production at the Rostov Helicopter Plant (now - JSC "Rostvertol"). True, now this helicopter was considered as a model for possible export deliveries.

In accordance with the aforementioned decree at the Ukhtomsk Helicopter Plant, in March 1989, the fourth flight copy of the B-80 (No. 800-04, board 014) was manufactured, and in April 1990, the fifth (No. 800-05, board 015), which became the standard for serial production. For the first time, both vehicles were equipped with UV-26 passive jamming devices and a laser warning system. For the first time, external target designation equipment was included in the "Rubicon" complex. The analogue weapon control system was replaced with a new, lightweight one, built on the basis of a digital computer. In addition, B-80 No. 05 was for the first time equipped with a rocket-parachute system for the pilot's emergency rescue.

As part of the work stipulated by the decree, four experimental B-80 helicopters from July 1988 to June 1990 took part in flight tests. Machines No. 03 and 05 were used to fine-tune the carrier system, control system, chassis, outboard fuel tanks, to evaluate flight performance, to determine the loads acting on the helicopter in flight, and No. 02 and 04 to evaluate the characteristics of weapons and control systems. them, electromagnetic compatibility of equipment and gas-dynamic stability of the power plant.

The technical documentation for the production of the pilot batch of such helicopters began to be transferred to the Progress plant back in 1989. The decision of the Commission on Military-Industrial Issues of the Council of Ministers of the USSR to build at the Arsenyev plant an installation series of 12 V-80SH-1 helicopters, which soon received a new designation Ka-50, came out in 1990. The following year, the lead aircraft (No. 001, board 018) was manufactured here, the first flight on which was performed on May 22, 1991 by the factory test pilot A.I.Dovgan.

The first stage of the State tests of the Ka-50 (assessment of flight performance) began in September 1990 on the 4th and 5th flight copies.In January 1992, the lead serial helicopter was transferred to the State Flight Test Center (GLITs) of the Russian Ministry of Defense and in February he began flying under the program of the second stage of the State Tests (assessment of combat effectiveness), which ended in December 1993.

The Ka-50 entered the world arena shortly after the collapse of the USSR. In March 1992, General Designer S. Mikheev made a presentation on the new helicopter at an international symposium in Great Britain. In August of the same year, the experienced B-80 No. 03 was shown publicly in flight at the Mosaeroshow in Zhukovsky near Moscow, and in September the second serial Ka-50 (board 020) made its debut abroad at the international air show in Farnborough (Great Britain), where it became The "highlight" of the program. The rudder of this car was decorated with the image of the head of a werewolf and the inscription "Werewolf". By this time, the fifth prototype, painted in black, managed to appear in the feature film "Black Shark", and since then this name has been firmly entrenched for the Ka-50. Later, the third production car (board 021) was repainted in the same way, on the rudder of which the image of a black shark and the inscription "Blackshark" appeared. Together with Werewolf, she exhibited in June 1993 at the Le Bourget Air Show (France). After Farnborough and Le Bourget, the Ka-50 became a regular at many exhibitions of aviation and military equipment in Russia and abroad.

In November 1993, military tests of the Ka-50 began at the 344th Center for Combat Use (CBP) of army aviation in Torzhok. The pilots and engineers of the Center made a great contribution to the fine-tuning of the helicopter and the development of tactics for its combat use. The head of the Center, Major General Boris Vorobyov, who has perfectly mastered the new car, has repeatedly demonstrated the Ka-50 at international exhibitions in Le Bourget, Dubai (United Arab Emirates), Kuala Lumpur (Malaysia), Farnborough. To our great regret, he tragically died while conducting tests of the Ka-50 (board 22) in Torzhok at extreme conditions.

On June 17, 1998, General Vorobyov flew the exercises of the "Combat Training Course" in conjunction with the program for mastering new aviation technology for R&D "Flight research of methods for performing complex aerobatics figures" and with the "Special program for training flight personnel to perform demonstration flights on helicopters Ka- 50". In the 30th minute of the flight, at an altitude of about 50 m and a speed of less than 60 km / h, in the process of an intensive roll change by 116 ° and an energetic descent with a large dive angle, a collision of the rotor blades occurred. The helicopter collided with the ground, and the pilot, not having time to use the means of rescue, died.
As the commission investigating the accident established, the cause of the accident was the helicopter piloting outside the limits stipulated by the Flight Operations Manual (flights with roll angles up to + -70 °, pitch angles up to + -60 ° and angular speeds along all axes up to 60 ° / s are allowed. ). In the fatal flight, the helicopter dived almost vertically (more than 80 °). At such pitch angles, it became possible to re-commute the heading system along the roll channel, as a result of which the roll indication on the IKP-81 device abruptly changed by 180 °, which could disorient the pilot, who reflexively shifted the cyclic step knob sharply. This led to an increase in the descent rate to 30 m / s and an increase in the total angular velocity, which, combined with the low forward speed of the helicopter and the position of the right pedal on the stop, led to the collision of the rotor blades.

It is worth noting that, contrary to the popular belief spread by the opponents of coaxial helicopters, history knows only a few cases of "clashing" of the rotor blades, and not only on the Ka-50. For example, on October 24, 1969, due to the collision of the blades, the Ka-25 crashed, the crew of which in the right turn with braking at low speed exceeded the roll angle limits by more than 3 times. On May 14, 1988, the Ka-27 was lost, the clashing of the blades of which occurred during acceleration to 350 km / h with a left bank of 70 ° and a dive angle of 60 ° (permissible values are 290 km / h, 35 ° and 15 °, respectively). Both of these cases, like almost all others, are associated with piloting helicopters outside of the envisaged limits.

A year before the disaster of General Vorobyov, another case of collision of the rotor blades on the Ka-50 was recorded. On July 31, 1997, when performing a hill, due to the pilot's loss of spatial orientation, the helicopter reached a pitch angle of 90 °, followed by overturning on its "back" and an increasing rate of increase in angular velocity to 180 deg / s. Fortunately, that time it cost only the destruction of the tips of the blades, and the Ka-50, having completed an unintentional loop, landed safely. Studies of the problem of the possibility of collision of rotor blades on Ka-50 helicopters have shown that if the requirements of the Flight Operations Manual are met, there can be no “clashing”.

In 1994, the Kamov company developed a list of measures to eliminate the remarks reflected in the State Test Act. The documentation for the necessary modifications was transferred to the serial plant in 1995. After the completion of work on the refinement of the machine, on August 28, 1995, by the decree of the President of Russia, the Ka-50 helicopter was adopted by the Russian Army. However, unfortunately, this type of aircraft was never replaced in the ranks of the Mi-24 veterans. A significant reduction in appropriations for the purchase of military equipment has led to the fact that of the several hundred such machines planned for construction before 2000, only nine serial helicopters have been manufactured and handed over to the customer. Some of them entered the 344th PPI, and others were transferred to the Kamov company for further testing and creation of new modifications.

Taking into account the five prototypes built by the experimental design bureau, the total number of Ka-50 produced to date is 14 flight copies, not counting two machines for static tests. In accordance with the state order issued to Progress in 1996, a dozen more Ka-50 gliders were laid down at the plant, which are now in varying degrees of readiness. In 1999, it was decided to enter the Ka-50 into service with one of the helicopter regiments of the Far Eastern Military District, stationed near the manufacturer. Unfortunately, this has not happened yet. Thus, only 4 helicopters from the 344th PPI are currently in military operation.

The baptism of fire of the Ka-50 took place during the anti-terrorist operation conducted by the Russian Army in Chechnya. A combat strike group of two serial Ka-50s and one Ka-29 reconnaissance and target designation helicopter arrived here in December 2000. The "Black Shark" first used a weapon on the enemy on January 6, 2001. Subsequently, the successful performance of combat missions in difficult mountain conditions confirmed the merits of the new helicopter, its high power-to-weight ratio and maneuverability. Here are some examples. On January 9, the Ka-50 went on a mission, accompanied by the Mi-24. At the entrance to a mountain gorge near the village of Komsomolskoye, the pilot of the Kamov car destroyed the militants' ammunition depot with S-8 unguided missiles. On February 6, in a mountainous and wooded area in the area south of the village of Tsentoroi, a group of two Ka-50 and one Ka-29 discovered and with one approach destroyed a fortified camp of militants from a distance of 3 km with two ATGMs "Whirlwind". On February 14, this group carried out a free hunt in the area of the villages of Duba-Yurt and Khatuni. In difficult terrain conditions, the pilots were able to detect and destroy eight targets. At the same time, the television channel of the Shkval sighting complex was actively used, which has a multiple increase and high resolution.

Once again, the advantages of the Ka-50 were demonstrated in August 2004, when one helicopter took part in the Rubezh-2004 exercise of the Rapid Deployment Force of the Collective Security Treaty Organization at the Edelweiss high-mountain range in Kyrgyzstan. Here he provided fire cover for the landing, and then successfully worked on ground targets using missile and cannon armament. High in the mountains, with an ambient temperature of more than + 30 ° C, the Ka-50 again demonstrated a significant superiority over the Mi-24 both in combat maneuvering and in the use of weapons. A high assessment of the capabilities of the Ka-50 was given by a number of military observers, as well as by the then President of Kyrgyzstan, Askar Akayev, who expressed a desire to have such helicopters in the future as part of the Armed Forces of his country. And the most recent decisions of the leadership of Kyrgyzstan, on joining the Customs Union, may well contribute to the fulfillment of this desire.

Despite the victory in the competition in the late 1980s and the official adoption of the Ka-50 into service in 1995, the current leadership of the Air Force gives preference to the Mi-28N, which has not yet completed State tests. True, the Commander-in-Chief of the Russian Air Force, General of the Army Vladimir Mikhailov, declares that his department does not intend to give up Kamov helicopters either. At the same time, if the possible number of Mi-28Ns is estimated at 300 helicopters, then the purchases of the Ka-50 and Ka-52 may be limited to a few dozen copies for special army units.

The Ka-50 has always had many opponents and it seems that now their position is winning. However, time goes by, leaders and bosses change, but documents remain, incl. containing the results of comparative tests and decisions of state commissions. And who knows how history will turn out in the future? In the meantime, an unusual revival reigns at the Progress plant in Arsenyev, after several years of stagnation. The Ka-50, which were not completed in due time, will be reopened here. Very soon, the first of them should enter the units of the Russian army. Let there be quite a few such helicopters, but in fact, in real combat conditions (namely, it is there that the very special units to which the Ka-50 and Ka-52 are supposed to operate) will be able to prove the authors of their concept are right. The Kamovites have no doubts that then it will be possible to return to the results of the competition and raise the question of why decisions previously made at the highest level are not being implemented, and another helicopter is being launched into series.

Modifications:

The Ka-50 is the first modification of an attack helicopter.
Ka-50Sh is a night attack helicopter.
Ka-50N is a night attack helicopter.
The Ka-50-2 "Erdogan" is a two-seat modification according to NATO standards.
Ka-52 "Aligator" - two-seater reconnaissance and attack helicopter.

Modification: Ka-50
Main rotor diameter, m: 14.50
Length, m: 13.50
Height, m: 4.90
Weight, kg
- empty: 7692
-normal takeoff: 9800
-maximum takeoff: 10800
Engine type: 2 х GTD TV3-117VMA
-power, kW: 2 x 1660
Maximum speed, km / h: 390
Cruising speed, km / h: 270
Practical range, km: 1160
Range of action, km: 460
Rate of climb, m / min: 600
Practical ceiling, m: 5500
Static ceiling, m: 4000
Crew, people: 1
Armament: 1 x 30-mm cannon 2A42 - 500 rounds
Combat load: 2000 kg at 4 suspension nodes - 4 x 3 ATGM "Whirlwind" or UR "air-to-air" or 80 x 80-mm NUR or containers with cannons or machine guns.

The first flying prototype of an experimental B-80 helicopter.

The fifth flight copy of the B-80. The standard for the series.

Instance B-80 for static tests.

Experienced combat helicopter B-80 in flight.

Attack helicopter Ka-50 at MAKS-1995.

Ka-50. Cannon fire.

Attack helicopter Ka-50 "Black Shark".

Attack helicopter Ka-50.

The Russian-made Ka-50 attack helicopter is a combat vehicle designed to destroy enemy armored vehicles and enemy aircraft. The Ka-50 also has other names, when it was designed it was designated as "product 800", and after entering mass production it was dubbed the "Black Shark".

Due to the fact that this vehicle is one-seater, it copes well with traditional combat tactics and perfectly fulfills the tasks of a scout. For reconnaissance, it was originally supposed to use unmanned vehicles or a Ka-52 helicopter, but the Ka-50 helicopter can efficiently cope with such tasks on its own.

When performing combat missions, the helicopter is first located at the base near the place of hostilities, where, right in the cockpit, the pilot can receive complete information about his location and the disposition of enemy forces. Weapon aiming is carried out using modern equipment with an error of only a few meters. After delivering an accurate strike to the enemy forces, the helicopter leaves the area of destruction by air defense weapons.

The helicopter was designed and developed at the Kamov design bureau. The helicopter entered service in the Russian Federation in 1995, and serial production was discontinued in the winter of 2009. The refusal was made in favor of a newer and improved model of the Ka-52 two-seat attack helicopter.

The history of the creation of the Ka-50 helicopter

The development of a new attack helicopter was started in the winter of 1976 by decree of the Council of Ministers of the Soviet Union. The new device was supposed to replace the Mi-24 combat helicopter, which lacked combat power. The new project was also influenced by the appearance of an American analogue called the AN-64. The appearance of the car was developed jointly by the Kamov and Mil bureau. The Kamov Design Bureau specialized mainly in the manufacture of naval helicopters, and it is for this reason that the new machine was equipped with a double coaxial propeller, like naval models. This was the first land vehicle with this type of rotor. Mikheev was appointed chief designer, who from the very beginning abandoned the standard similar helicopter models.

Due to the use of coaxial propellers, the helicopter received great lift and did not lose power. This led to the fact that the helicopter acquired the ability to climb faster in the vertical plane and a greater maximum lift height. The blades of the new helicopter had a smaller diameter, which led to a higher speed of their rotation, and this reduced the resistance during flight and made it possible to obtain high speed during horizontal flight. The total weight of the car was reduced due to the absence of the tail rotor of the car. And at the same time, the helicopter acquired great survivability, since combat damage to the tail of the device will not cause much damage and will not lead to a malfunction of the vehicle.

Another feature of this aircraft was the reduction in the number of crew to one pilot. The abandonment of the co-pilot became possible due to the use of modern navigation and sighting equipment of domestic production. When using new technology, it was possible to automate a large number of devices and assemblies. Using only one pilot has resulted in cost and time savings in many positions. Firstly, significantly less armor can be used for one pilot, which will also lead to a decrease in the weight of the vehicle. Secondly, time and money was saved for training pilots in peacetime, since the number of personnel for servicing the vehicles was reduced. And in combat time, single-seat helicopters will reduce the number of casualties among pilots.

For the first time, a new type of rescue system for the pilot was used on the Ka-50 model helicopter, which was not there before, namely, this device was equipped with an ejection seat.

Airframe Ka-50

The helicopter is equipped with a twin-engine power plant that transmits power to the coaxial main rotor. The helicopter has straight, elongated wings with high-quality plumage in all planes. In the manufacture of the body of the machine, a large number of polymer materials and aluminum alloys were used, which again led to a decrease in the weight of the helicopter. 30% of the total mass of the helicopter is made of composite materials. All this led to the simplification of the manufacture of parts and a decrease in their cost, and most importantly, they have a significantly longer service life.

The fuselage is divided into three compartments: front, rear and tail. The structure is reinforced with spars. The cockpit is located in the nose of the helicopter, which is completely sealed and equipped with reinforced armor. It protects the pilot from enemy armor-piercing bullets. The total weight of the vehicle's armor is about 350 kilograms. Half of the cockpit glazing is made of transparent armor.

In the middle of the helicopter there are ammunition boxes for the cannons and the vehicle's fuel tanks. There is also placed electronic computing equipment to control all the helicopter systems. This compartment contains the mountings for motors and gearboxes, as well as elements of the steering system. In the rear of the machine, there are blocks in which radio equipment is installed.

The wings of the Ka-50 are quite long, have a span of 7.3 meters and are swept-shaped, they are designed to unload propellers at high speeds. On the wings there are four places for attaching weapons. The wings make it possible to mount weapons or additional tanks weighing 2 tons. In addition, winches are installed on the wings, which allow lifting loads weighing up to 500 kilograms.

The helicopter landing gear consists of three struts, which are retracted during the flight. The front support is equipped with a pair of wheels that can be used for efficient steering on the ground. A vibration damper system is installed on the chassis, which can break down safely when the machine is overloaded. In an emergency or if the landing gear is not opened, the helicopter can be landed on its belly, while the wings prevent the machine from overturning.

The effective flight of the car is provided by two gas turbine engines, each of which produces 2.2 thousand horsepower. The engines of the power plant are located on the sides of the hull in nacelles. The advantage of engines is that they are equipped with automatic oil systems that provide lubrication of all units and assemblies. The oil system prevents overheating and wear of the moving parts of the motors. The power plant has a high degree of safety, as it can continue to operate with a complete loss of oil for another thirty minutes. The engines are equipped with centrifugal dust extraction systems. To reduce visibility in infrared light, the device is equipped with screen exhaust systems.

The carrier system of the Ka-50 is represented by two coaxial propellers, which have three blades each. They are attached to the shaft using bushings and additional torsion bars. The main screw is controlled by an automatic tilt system. It should be noted that the upper rotor rotates clockwise, and the lower - counterclockwise. The propeller blades can withstand projectiles hitting up to 20 mm and at the same time remain operational.

The helicopter of the Ka-50 model is also equipped with a host of other systems that give the device excellent flight and combat qualities.

Modifications of the Ka-50:

Helicopter "Black Shark" despite the fact that it was created more than 30 years ago, it is still one of the best combat helicopters used by the Russian army. The main advantage of this combat helicopter is the possibility of a low flight above ground level - the combat vehicle is capable of stably flying only 1.5-2 meters above the ground, and in the event of any obstacle, the vehicle is able to quickly gain the required height.

Helicopter "Black Shark" It began to be operated only in 1995, since up to this point it passed all kinds of tests that lasted almost 13 years. To date, only 15 combat vehicles of this type have been created, two of which crashed: one helicopter crashed during the first tests in the year of its creation, and the second crashed in 1998.

An interesting fact is that helicopter "Black Shark" until 2007, none of the countries used coaxial rotorcraft in their army, and Russia became a real leader in this regard. What gives the coaxial position of the screws? It makes sense to cite a few advantages here:

Performing aerobatics, for example, the "Funnel" figure, the execution of which implies circling around the intended target with its constant capture by aiming combat weapons;
Fast climb;
Large pitch angle.

There are a number of other advantages associated primarily with the maneuverability of the Black Shark combat helicopter, also known as the Ka-50.

Helicopter black shark photo which you can see in front of you, clearly demonstrates not only its rather compact dimensions, but also the so-called secretive form, because few people know that the helicopter is poorly detected by radars even at high altitudes, provided that the meter wavelength is used.

As for the characteristics, the Black Shark helicopter can boast of its small mass, quite a decent flight speed, averaging 270 kilometers per hour, which is slightly lower than the American Apache, but on the other hand, the maximum lift of the helicopter is more than 6 kilometers, which is beyond the power of almost any helicopter. The weight of the helicopter is only 7,700 kilograms, but on the other hand, if necessary, the helicopter can lift an additional 3 tons of various weapons.

It is also worth noting that there is a huge amount of facts about the Black Shark helicopter, including those related to those that have never been demonstrated before. A typical example of this is the test of a helicopter landing without a tail unit, which can naturally occur in combat. The helicopter, of course, will not be able to continue the battle, but it will make an emergency landing without any damage to the pilot and ammunition on board. There is even a film about a helicopter "Black Shark", which was released in 1993, that is, before the start of the real use of the combat vehicle in the Russian Air Force.

A film about the Black Shark helicopter. Video.

The "Black Shark" helicopter is still in operation, but the production of military vehicles has been temporarily suspended due to the high cost and inexpediency of its use, however, it can be said with confidence that this military aircraft is one of the best in the world today.

Helicopter Ka-50 "Black Shark" characteristics

Crew - 1 person.
Maximum takeoff weight - 10800 kg
Normal takeoff weight - 9800 kg
Maximum mass of consumable combat load -1811 kg
Normal mass of consumable combat load - 610 kg
Empty helicopter weight - 7692 kg
Maximum flight speed - 300 km / h
Cruising flight speed - 270 km / h
Static ceiling - 4000 m
Dynamic ceiling - 5500 m
Flight range with normal takeoff weight - 460 m
Ferry range - 1160 km
Length with rotating screws - 16 m
Height - 4.93 m
Main rotor diameter - 14.5 m

Helicopter K-50 "Black Shark". Gallery.

The Ka-50 "Black Shark" is a Soviet / Russian single-seat attack helicopter designed to destroy armored and mechanized vehicles, aerial targets and manpower on the battlefield.

Ka-50 Black Shark - video

History of creation

To the design of the second (after the "Ka-29") combat helicopter, designated "B-80", in the OKB named after N.I. Kamov started in 1976. Second, since the Ka-15 anti-submarine missile was not equipped with any other weapons other than depth charges, and the Ka-25 PLO helicopter, shown at the air festival in Tushino in July 1961, carried fake missiles. I think the choice of the scheme for the new car was not easy. On the one hand, a unique experience has been accumulated in the development of coaxial helicopters, which made it possible to significantly improve maneuverability and obtain a higher flight duration and range with the same payload than single-rotor helicopters. On the other hand, the customer - front-line aviation - has accumulated its luggage by operating helicopters created at the M.L. Mile. Naturally, over the course of 30 years, certain ties have also developed that positively influenced the combat readiness of the helicopter units of the ground forces. This means that it was required to create a machine that would destroy existing stereotypes and would be able to demonstrate its superiority at the initial stage of flight tests. When choosing the appearance of "V-80" were considered: longitudinal and transverse schemes with two screws, classic single-screw with a tail rotor and coaxial.

According to military experts, about a third of all combat losses of helicopters in Afghanistan occurred due to damage to the tail rotor transmission. Therefore, analyzing the experience of the combat use of helicopters, the first schemes were rejected due to their low combat survivability. Based on this, in the OKB named after N.I. Kamov relied on a coaxial car, in which there are no tail rotor and extended transmissions to the main rotor. Moreover, in case of damage to the oil system units, the transmission could remain operational for 30 minutes. In addition, the smaller size of the helicopter reduced its visual and radar signature.

To reduce the thermal radiation of the exhaust, special ejector nozzles were installed on the engine nacelles. Both engines are interchangeable, and their nozzles are rotary, which made it possible to direct the exhaust jets both to the right and to the left.

The bet on the coaxial scheme, contrary to the skeptics, made it possible to cut many "tight" knots that now and then arose during the preliminary design process. But the main thing that the designers decided on was, contrary to conventional wisdom, to rely on a one-seater car. At the same time, it was hoped that the industry would be able to create equipment that would help the pilot to find not to select weapons. The single-seat configuration of the helicopter also made it possible to reduce the weight of armor protection, reduce the cost of training flight and technical personnel, and reduce the loss of pilots in wartime. And there is no need to talk about reducing the required number of places in kindergartens and schools in garrisons, as well as the need for additional housing for the families of military personnel.

On a single-seat coaxial helicopter, it was easier to solve the problems of emergency escape when using ejection systems. In particular, the K-37-800 ejection seat with a parachute-jet system, developed for low-speed aircraft, was adapted to the V-80. Such a seat allows the pilot to leave the car at a speed of 90 to 350 km / h in the entire range of altitudes up to 6000 m, and in an inverted position - at altitudes of 35 m, having previously shot off the rotor blades. In the latter case, if the helicopter is in an inverted position and dives, the minimum emergency escape altitude must be at least 180 m.

Another feature of the V-80 was the airframe design. The basis of the power circuit of the fuselage is a box, which is closed from the outside by skin panels. In its central part, various units of systems and equipment are located. This arrangement made it possible to subsequently easily develop two two-seat variants of the vehicle with tandem ("Ka-50-2") and in-line ("Ka-52") crew positions, as well as change and rearrange equipment, weapons and add new systems.

Another feature of the car was the retractable chassis, which the designers of the M.L. Mile in the development of the Mi-28 and Mi-35. But creating a car, relying solely on new products, is dangerous, and technology, which develops according to its own laws, forces us to apply similar technical solutions. So, in the "Ka-50" and "Mi-28" the engines were placed not in a single block, as on their predecessors, but along the sides of the fuselage, which excluded their defeat with one shot. Higher weight efficiency and thrust-to-weight ratio (due to the absence of losses on the tail rotor) allowed the Ka-50 to continue its flight in the event of a failure of one of the engines. In addition, bulletproof glass and combined armor made of steel and aluminum alloys were used on the helicopter to protect the pilot from weapons of destruction. Shielded the machine control system, the most important units and equipment. We have developed a double-circuit design of the main rotor blade spar and much more, which helps to increase the combat survivability and operational efficiency of the vehicle.

The arsenal of the helicopter included a 30-mm limitedly movable gun "2A42" with ammunition of 460 rounds (angles of deflection of the gun in the vertical plane from -2 ° to + 9 ° and in the horizontal plane from -37 ° to + 3 °). Not enough, but the lack of mobility of the gun was compensated by the high maneuverability of the helicopter. Remember, the cannon on the Mi-24P was completely motionless. The gun is designed to deal with lightly armored targets at ranges up to 1500 m, and ATGM installations - with tanks at ranges up to 8000-10 000 m and subsonic air targets at altitudes up to 2000 m with an inclined range of up to 2500 m.

A feature of the 2A42 cannon is selective (selective) ammunition supply and a variable rate of fire. In addition, on four nodes of the external sling, it is possible to place universal cannon containers UPK-23-250 with a double-barreled gun "GSh-23L" and an ammunition load of 250 rounds, unguided aircraft missiles (NAR) "S-13", "S-8" and " S-24 ", up to 12 ATGM" Whirlwind "in transport and launch containers and missiles of the" air-to-ground "X-25ML class with laser guidance. In addition, the suspension of four Igla-V or R-73 air-to-air missiles, as well as bombs of caliber from 100 to 500 kg, KMGU-2 small cargo containers, ZB-500 incendiary tanks and unified single bomb cassettes RBK-250/500. Since the time of the inventor P.I. Grokhovsky (installed three-inch field guns on the TB-1 bomber), this is the second use in the domestic aircraft industry of a cannon created for ground armored vehicles. The main disadvantage of the "2A42" is considered to be its large weight, and the main advantages are the high muzzle velocity and the aiming range, reaching 4000 m. The ammunition capacity is also small, almost three times less than that of the "Apache", but this refers not to the gun, but to the features helicopter.

The Vikhr anti-tank missile system with laser guidance began to be developed at the Tula Design Bureau in 1980 for the Ka-50 and the Su-25T attack aircraft. The first version of the "Whirlwind" complex with a 9A4172 guided missile was adopted in 1985. The high efficiency of the complex was confirmed during comparative tests of the Ka-50 and Mi-28 helicopters, but with the Shturm-VM and Attack ATGMs, which took place from September 1986 to October 1986 at the Gorokhovets training ground. The main warhead of the rocket is a cumulative high-explosive fragmentation.

To increase the flight range, a suspension of up to four 500-liter fuel tanks is provided.

In 1980, the USSR Ministry of Defense developed a unified tactical and technical assignment for the Ka-50 and Mi-28, and in May of the following year, the defense of the draft design and layout of the Ka-50 took place. A year later, on June 17, test pilot of the OKB N.P. The childless performed hovering on it (board number 010), and on July 23 - the first flight in a circle. Then the test pilot of the OKB E.I. Laryushin. Mastered the car and test pilot of the Air Force Research Institute V.I. Kostin. But it was not yet a combat helicopter. It had no weapons, and the short wing was installed at a high angle. The latter contributed more to the creation of additional lift in horizontal flight and an increase in the propulsive force of the rotors to achieve the highest speed. The streamlined shape of the fuselage and the retractable landing gear were aimed at this. In general, it was a demonstration model of a future combat vehicle, on which it was just right to set world records. But the OKB employees had no time for records, since they had to not only create a car in accordance with the customer's requirements, but also surpass such an experienced rival in the person of the M.L. Mile.

Tests of the first prototype "B-80" made it possible to determine the basic flight data, to evaluate its maneuverability. Since the tests of the "B-80" were carried out in the Moscow region, at the request of the secret service officers, "civilian" symbols were applied to the helicopter, and a film with porthole drawings was pasted on the sides. But this almost led to a tragedy. On one of the flights, the film came off and got into the engine. After that, the disguise was abandoned. The fate of this car turned out to be tragic. On April 3, 1985, during a demonstration flight, OKB test pilot E.I. Laryushin. At the end of the flight, the pilot had to demonstrate his exit from the battle, performing a downward spiral with a turn up to 360 degrees. In this mode, the machine fell into the so-called "vortex ring", which led to the collision of the rotor blades. I will warn you right away that not only coaxial helicopters, but also other schemes fall into this mode.

After this incident, the distance between the rotors was increased, and a loading mechanism was included in the control system, which tightens the control of the machine. The second flight copy (side number 011) with TVZ-117VMA engines, which took off on August 16, 1983, was equipped with all the main systems, including air conditioning, and was intended for testing weapons and aviation equipment. In particular, the sighting-flight-navigation complex (PRPNK) "Rubicon" was mounted on it, although it had not yet been brought up to standard, and a restrictedly movable gun mount NPPU-80. This car was first demonstrated to the top leadership of the Soviet Union. It happened in April 1985 at the Machulishchi airfield (Belarus).

Design Bureau named after N.I. Kamova received an addition to the terms of reference for the V-80 in terms of increasing the requirements for the set of equipment and weapons and the construction of another prototype Ka-50Sh1 in the form of an attack aircraft and launching it into serial production at the Progress plant in Arsenyev. The technical documentation for the manufacture of an installation series of 12 Ka-50Sh1 vehicles began to be handed over in 1989. The following year, the enterprise produced the lead vehicle (side number 018), which received the designation "Ka-50". The first flight on it on May 22, 1991 was performed by the factory test pilot A.I. Dovgan.

Information about the novelty of the Soviet aircraft industry quickly penetrated the walls of the "iron curtain", and NATO assigned it its code designation Hokum A. While serial production was unfolding in Arsenyev, in March 1989, at the pilot plant in Ukhtomsky, the fourth prototype of the "B-80" (airborne No. 014). The fifth prototype "V-80" (side number 015), built in April 1990, became the standard for the installation series. Both vehicles differed from their predecessors by devices for shooting passive interference (heat traps) UV-26 in cassettes at the wingtips, warning equipment for radar and laser irradiation, as well as a digital weapons control system. In addition, target designation equipment was included in the "Rubicon". The analog weapon control system was replaced by a digital one.

At the same time, for the first time, an ejection seat with a rocket-parachute pilot rescue system was installed on machine No. 015. State tests of this system, which has no analogues in the world, which received the designation "K-37-800", were carried out by a brigade of the Air Force Research Institute, headed by N.F. Babintsev and successfully completed the ejection of the parachutist M.M. Bannikov from the An-12LL laboratory plane. A feature of the ejection system was the shooting of the rotor blades of the helicopter and the stretching of the seat with the pilot using a solid-fuel engine, which ensures his rescue in almost any flight mode. Subsequently, on the basis of the K-37-800, a complex of emergency escape equipment for the Ka-52 two-seater helicopter was created and tested.

For two years, from July 1988 to June 1990, on machines No. 012 and 015, they were engaged in fine-tuning the carrier system and control of the machine, chassis, outboard fuel tanks, and on helicopters No. 011 and 014 - flight tests in order to clarify the characteristics of weapons and gas-dynamic stability of engines, as well as electromagnetic compatibility of radio-electronic equipment.

The stage of joint state tests of the "B-80" to determine the flight characteristics at the Air Force Research Institute began in September 1990 on the fourth and fifth flight copies of the "B-80". In February 1992, Chkalovskaya, near Moscow, received the first vehicle of the installation series No. 018, on which combat effectiveness was assessed. State tests ended in December 1993 with a positive result. According to one version, this machine subsequently received side number 18 and was exhibited at MAKS-2003 from the Samshit-50 GOES.

In 1990, the USSR Military-Industrial Commission instructed the Ministry of Aviation Industry to manufacture the Ka-50 installation series of 12 vehicles at the Progress plant in Arsenyev, Primorsky Territory. The first Ka-50, built in Arsenyev, took off on May 22, 1991. The car was piloted by the factory test pilot A.I. Dovgan. A month later (June 28), the first test flight took place. This time the helicopter was controlled by the senior test pilot of military acceptance, Lieutenant Colonel S. Denisenko. While the Soviet Union existed, this work was financed, but with the collapse of the country, the production process was disrupted, and in 1994 the production of machines slowed down. Two years later, eight helicopters of the installation (experimental) series were handed over to the Armed Forces of the Russian Federation. Another car (serial no. 03-02) was paid for in 2000, and it stood for almost a year at the plant's airfield until funds were found to transport it to the European part of the country. The factory test pilots V. Obrevko and V. Klimenok also took part in the factory tests of the serial "Ka-50".

Eight helicopters handed over to the customer were delivered to the 344th PPI and PLC of army aviation in Torzhok, and one machine was converted into a two-seater Ka-52. In June 1993, the Ka-50 was demonstrated for the first time at the 40th Aviation and Space Salon in Paris. In flight, it was shown by test pilot of the OKB Dmitry Autukhov.

In 1993, the Design Bureau named after N.I. Kamov prepared a draft design of the night version of the "B-80". After the approval of the project, the Krasnogorsk Optical and Mechanical Plant began to develop a round-the-clock version of the Shkval-V surveillance and targeting complex, which was supposed to additionally include a night channel based on a thermal imager. However, due to a delay in funding in the mid-1990s, thermal imaging systems from the French company Thomson had to be temporarily used instead. One of the thermal imagers was demonstrated at MAKS-1995 on a pre-production Ka-50 (board number 020). In November 1993, military tests of the vehicle began in order to work out the tactics of its combat use. Serialization of the serial helicopter to the proper technical level on August 28, 1995

"V-80SH1" was adopted by the decree of the President of the Russian Federation under the designation "Ka-50". This was the apogee of the "Black Shark", because due to financial difficulties it was possible to build only ten production machines. And then the "Milians" again went for broke, but more on that later, but for now I will describe further events in the "biography" of the "Ka-50".

Separately, we should dwell on the use of ATGM complex "Vortex" with laser guidance, the reliability of which was then estimated as 0.99985. There were no refusals and PRNK "Rubicon". Supersonic speed did not allow the enemy to detect a missile approaching him in time and put interference. In addition, shelling of armored vehicles on the march and deployed for an attack is carried out outside the zone of destruction of enemy air defense systems. Thus, by December 1994, a real new generation anti-tank helicopter appeared in the country. But the chronic lack of money at the beginning of the 1990s did not allow the plan to be realized. Therefore, all eyes were directed abroad in search of a reliable customer, and the first on this path was Slovakia, to which Russia, as the legal successor of the USSR, had a tidy sum. There was also a proposal to supply "V-80SH1" there, and this required a good advertising campaign. To this end, in October 1996, a delegation headed by S.V. Mikheev, and "Ka-50" - under its own power. During the days of his stay in Slovakia, the military pilot S. Zolotov from Torzhok repeatedly demonstrated the aerobatic characteristics of the Ka-50, and on October 22-23 he flew three times to demonstrate the use of weapons at the training ground. The success was tremendous. Many in Russia and Slovakia were already rubbing their hands, but the order was thwarted. Slovakia, like other countries of the former socialist camp, was quickly subjugated by NATO with its own standards of military technology. By 2007, the industry had produced only 15 machines, including prototypes.

Tests of the "Ka-50" showed the ability to fly at speeds up to 390 km / h, but for production vehicles this parameter was limited to 315 km / h. As befits a helicopter, the Ka-50 can move sideways and backward at speeds of 80 and 90 km / h, respectively. The flight manual limits the maximum permissible overload 3.5 g, roll angles no more than 70 °, pitch ± 60 ° and angular velocity in all axes within 60 ° per second.

On the Ka-50, you can also perform a "loop", which is more suitable for an air show. But after the death of General Vorobyov, this was not practiced.

The absence of cross-links in the control system ensures easy piloting and allows intermediate pilots to quickly master the helicopter. For example, the "Ka-50" successfully performs a "funnel", inaccessible to single-rotor helicopters, when the machine moves with a negative pitch angle of about 30-35 degrees, keeping the target in the pilot's field of view.

Another feature of the machine, inherited from its predecessors, is the ability to hover over one point for a long time, which is extremely difficult to do on classic helicopters. Or, for example, using aerodynamic rudders, you can turn the fuselage in any direction, while maintaining the direction of flight, which gives certain tactical advantages in battle. During tests in one of the blades of the helicopter, made of composite material, they made 30 holes from automatic small arms, after which it was placed on the test bench, where it “flew” for another 80 hours.

"Ka-50" after its appearance due to the black color received the nickname "Werewolf", which in translation from German means "werewolf". But after the release of the film "Black Shark" on the screens of the country in the early 1990s, where the main role was "played" by "B-80" No. 015, this nickname stuck with him for life. The movie, on the other hand, contributed to the popularity of the helicopter not only among the people, but also in the Armed Forces.

Ka-50 in battle

After the completion of state tests "Ka-50" was sent to the 344th PPI and PLC, which was headed by Major General E.A. Vorobiev. The pilots of the center began mastering the aircraft in 1992 at the Kamov company. In November 1993, the first to enter Torzhok was "V-80SH1" ("Ka-50" pre-production number 01-02, side number 20). The time was difficult then, not only in terms of monetary allowance, but also the lack of instructions for the pilot, and there was no two-seater training apparatus. The Mi-24DU was not suitable for this. True, it was possible to adapt the coaxial Ka-29TB, but so far no one has mentioned the possibility of training pilots on it. As usual in such cases, the first in Torzhok in the spring of 1994, "V-80SH1" was mastered by the chief of the 344th PPI and PLC.

Then no one could have imagined that four years later (June 17), Yevgeny Alekseevich's life would end, moreover, in preparation for demonstration flights. Investigation of the tragedy showed that it was caused by the collision of the blades due to the pilot exceeding the established limits. The situation was aggravated by the fact that everything happened at low altitude, when he could not use the emergency rescue means. Technology does not forgive either ordinary pilots or generals. The most important task facing the personnel of the 344th PPI and PLC was considered to be conducting military tests of the "Ka-50", but firing at the range is one thing, and a real battle is much more difficult. Therefore, during the anti-terrorist operation in Chechnya, they decided to test the "Black Shark" in real combat conditions.

In December 2000, two Ka-50s (No. 24 and No. 25 of the installation series) and one Ka-29, additionally equipped with an artillery mount with a 2A42 cannon and a covert communications complex (KSAS), arrived at the Severny airfield in the suburbs of Grozny. Their crews included pilots from the 334th PPI and PLC, who had combat experience, including in Afghanistan, and from the OKB named after N.I. Kamova - A. Papay, former test pilot of the Air Force Research Institute. The air group, headed by the honored military pilot, Hero of Russia, Colonel A. Rudykh, was tasked with testing the reliability and effectiveness of new combat vehicles in combat conditions.

When the pilots began to fly around the areas of hostilities, it became clear that covering the Ka-50 with Mi-24 helicopters was very problematic, since the crews had not been flown. And this load fell on the shoulders of the pilots from Torzhok. The Ka-50s flew, as a rule, in pairs under the cover of two Mi-24s for two months. The advantages of the Ka-50 became apparent almost from the very first days of hostilities. For example, more than once the pilots had to sharply descend almost to the bottom of the gorges, where, according to intelligence, the enemy was located. But the Mi-24, accompanying the Ka-50, did not descend below 150-200 m, and for such maneuvers they turned out to be heavy. For example, on the eve of 2001, a couple consisting of a Ka-50 (A. Egorov) and a Mi-24 (A. Rudykh) covering it, not far from the village of Komsomolskoye, struck an unexpected and accurate blow on a warehouse of weapons and ammunition hidden in narrow gorge. Having descended and pressed against the slopes of the gorge and at an impressive speed repeating all its natural curves, A. Yegorov, piloting the Ka-50, slipped past the target during the first approach. Colonel Rudykh was more fortunate - with peripheral vision, he saw an inconspicuous koshara, as well as a hitching post hidden by high bushes. About fifty meters from the building, the pilot found a characteristic landmark indicated by the scouts. The target was found, but they did not have time to combine the mark of the sight with it. In a matter of seconds, a small cattle, flashing before my eyes, was left far behind. Then, sharply gaining altitude and turning around, the helicopter pilots again headed for the target and with the first salvo destroyed the house ...

Later, in the report on the results of the combat use of the Ka-50 in Chechnya, they wrote:

"one. Helicopters "Ka-50" and "Ka-29" are capable of performing missions to search for and destroy assigned targets in mountainous-flat terrain during the day in simple weather conditions with a cloud base of 250 m and a visibility of 2.5 km. But due to their equipment and piloting conditions, helicopters are capable of performing missions even in adverse weather conditions.
2. All combat missions assigned to the BUG (combat strike group. - Author's note) were carried out without disruption and on time.
3. Equipment<...>"Ka-50" and "Ka-29" (satellite navigation system KABRIS, PrPNK "Rubicon", system VTsU, OMS) allows with sufficient accuracy and efficiency to use helicopter weapons to solve combat missions related to the search and destruction of specified targets with known coordinates.
4. Maneuverable characteristics<...>"Ka-50" and "Ka-29" make it possible to effectively carry out combat missions in a limited airspace (difficult terrain of high mountains, narrow gorges, river beds). The high power-to-weight ratio, as a feature of the coaxial helicopter scheme, psychologically significantly relieves the pilot during piloting.
5. The technique of piloting a helicopter during the day in PMU (simple weather conditions. - Author's note) is much simpler than on single-rotor helicopters ... ".

Based on the results of the combat use of the helicopter, the Air Force and Army Aviation Command approved a list of measures to eliminate the identified comments, and the methodological council of the Army Aviation Directorate of the Ground Forces issued recommendations to expand the group to three Ka-50s. At the same time, two vehicles should have been modified to the level of a vehicle that took part in battles with the elimination of detected defects. The Ka-29VPNTSU target designator helicopter should also be modified, equipping it with a round-the-clock sighting and sighting system “Boxwood” and cockpit lighting equipment adapted for use by the crew of night vision goggles.

A ground simulator was also desirable. It was recommended to speed up work on the Ka-52, but not for training flights, but to replace the Ka-29VPNTSU and to develop ground-based target designation devices. However, due to the lack of funding, this initiative practically remained on paper, and the most realistic project was the Ka-52. Work on the Ka-50 has actually stalled.

The attitude towards the "Ka-50" has changed dramatically since January 2002, when V.S. Mikhailova. However, not only to the Ka-50, but also to the An-70 aircraft, having loaded all cargo transportation into the Air Force on the Il-76. There is a lot of talk about this, and we will not find out the truth soon. But this is not the most important thing, the main thing is that since 2002 the Ka-50 has fallen into disgrace. All of this was felt in October 2004, when funds were allegedly not found to deliver a Ka-50 helicopter to the Kant airbase in Kyrgyzstan to participate in the Rubezh-2004 exercises. At the same time, it was very important for JSC Kamov to participate in such events, especially when it came to demonstrating the advantages of the Ka-50 over the Mi-28N in mountainous conditions. Therefore, the "Ka-50" (board number 25) in disassembled form had to be delivered to the Kant airbase on an Il-76MD aircraft at the expense of the helicopter developer. The demonstration of the equipment was supposed to take place at the Edelweiss high-mountain range not far from Chol-pon-Ata. The test pilots of the A.S. Design Bureau flew in Kyrgyzstan. Papay and Yu.V. Timofeev. At the end of the "exercises" at the ceremony of awarding their participants, the President of Kyrgyzstan A.A. Akayev noted: “Black shark” in the blue sky of Issyk-Kul is deeply symbolic. It's just a great combination. This is the union of beauty and strength. " It cannot be ruled out that thanks to this event, at the beginning of next 2005, Russian Defense Minister Sergei B. Ivanov made a decision to resume serial production of the Ka-50 in Arsenyev and accelerate work on the Ka-52.

In October 2003, the head of the Army Aviation Directorate, Lieutenant General A. Surtsukov, said that “the helicopter (Ka-50. - Author's note) was designed in such a way that its maximum efficiency is manifested in attacks from a long distance and delivering pinpoint strikes against armored vehicles of the enemy. Considering that a counter-terrorist operation is underway in Chechnya and the militants do not have armored vehicles, the use of the Ka-50 is inexpedient. "

True, three years later, after several flight accidents with single-rotor helicopters in the mountains, the Russian Ministry of Defense came to the conclusion that for use in difficult geographic conditions to combat small targets, the Ka-50, equipped with effective reconnaissance, target designation and destruction, is required. In 2006, the total flight time of the Ka-50 reached 5000 hours, confirming the assigned resource of the main units. And the machines with excellent flight characteristics quickly won the favor of the pilots, but not for long.

Concluding the story about the helicopters created in accordance with the first Soviet competition, you can draw your own conclusions. However, a person, although knowledgeable in aviation technology, has never piloted a helicopter, let alone a combat helicopter, can make irreparable mistakes. Therefore, the author suppressed his emotions and decided to give the floor to specialists. Best of all, these machines were said in an interview with journalist Yuri Zaretsky, published in Krasnaya Zvezda, with direct participants in the creation, testing and combat use of Mi-28 and Ka-50 Heroes of the Russian Federation, Honored Military Pilot of Russia, Colonel of the Reserve Alexei Novikov and Deputy Head of the Combat Training Department, Senior Inspector-Pilot of the Army Aviation Directorate in the Air Force High Command, Colonel Alexander Rudykh. “The arguments against the Black Shark,” noted Rudykh, “cannot be called anything other than verbiage. They don't stand up to scrutiny. Opponents of the Ka-50 almost always rely on the statement that one pilot is not able to carry out combat missions in an attack helicopter. After all, this requires piloting a car, communicating, searching, identifying and destroying targets. But, in my opinion, everything is not so, and even exactly the opposite. If the pilot says that it is impossible to fight alone in a single-seat helicopter, then he has mastered only multi-seat vehicles, where functions in the crew are very strongly divided. On them, sometimes even the place of the fourth turn is suggested to the pilot by the navigator. I express my personal point of view, I am ready to defend it at any level. A military pilot is able to carry out combat missions on the Black Shark. The Ka-50 will be mastered by a pilot with an average qualification.

Whoever doesn't like being single is his right, but let's remember the developments of previous generations. Where are we throwing the experience of attack pilots in the Great Patriotic War? They flew, fought and won! Until 1942, the attack aircraft was a single-seater, but then an onboard gunner was planted on it to protect the rear hemisphere. The second crew member performed the functions of security and did not provide the pilot with any assistance in finding and destroying the target. Prove to me that a veteran of the Great Patriotic War, an attack pilot, commander-in-chief of the Air Force - Deputy Minister of Defense of the USSR, twice Gara of the Soviet Union, Air Marshal Alexander Nikolayevich Efimov actually could not simultaneously fly, detect targets, destroy them and direct the actions of a group of attack aircraft ... The heights of the combat employment of attack aircraft are commensurate with ours ... The armament is practically the same: cannons, unguided aircraft missiles. They had more developed bomb armament, we have guided missiles. There are other differences in the capabilities of the Il-2 and Ka-50. In the forties, there were no modern navigation and sighting systems that simplified the solution of problems by several orders of magnitude. Modern technology makes it possible to significantly expand and simplify the performance of a flight mission by one person. Attack aircraft flew at speeds of about 400 km / h, and attack helicopters at about 300 km / h. It is quite understandable: the higher the speed, the less time it takes to find a ground target. Add to this the helicopter's ability to reduce its flight speed to zero and the Ka-50's unique ability to use ambush tactics. It is possible to evaluate the helicopter's singleness from a different position. The presence of dual control is one of the most important requirements of all combat training. "Ka-50" is a one-seater machine, there is nowhere to place an instructor on it, but there is a "Ka-52", so we do not see any problems in the issue of training on these helicopters. "

“General Designer Sergei Mikheev understood,” Novikov said, “that we insist on reworking the machine for the specifics of our training system, and found an original design solution: he replaced the cockpit with a two-seater module, at the same time expanded the capabilities of the new helicopter and made it all-weather, again with additional combat functions ".

“There was a clash of opinions here. Test pilots from GLITs (named after V.P. Chkalov - Approx. Auth.) Believed that on the Ka-52, based on its purpose, on the right "cup" it was enough just a navigator, but our combat training department insisted on its version. At least, the opinion of military experts was then very carefully listened to, and having understood the true reasons for the demands, no one tried to impose their vision on us on how to train and fight. With the appearance of the "Ka-52", the problem of creating a combat training helicopter was immediately solved, and this is a big saving of funds for R&D, development, testing and adjustment of serial production of a new training machine. Unfortunately, it was not possible to solve the problem of the second adequate control on the Mi-28N due to the ergonomic features of the front cockpit. This problem for the Mi-28N, which has specific features in piloting and even taxiing, is a serious obstacle in its future fate ... The experience of the combat use of helicopters in local conflicts led to the conclusion that the screw. The hit of a large-caliber bullet in the blade tore out a piece, the propeller lost its bearing properties, and sometimes the car fell, burying the crew under the rubble.

When creating the Ka-50, the designers took this circumstance into account. The rotor blade of the Black Shark is longitudinally divided into two segments. A projectile hitting a blade, as a rule, incapacitates only one of them, while the entire blade retains its strength and bearing characteristics. The hit of small-caliber bullets for the "Ka-50" is not at all scary. In the process of state tests at the stands, a test cycle was carried out, which confirmed this experimentally. So, statements about some problems on coaxial machines that arise when the rotors are damaged are, to put it mildly, not scientifically substantiated. Any main rotor, - continued Rudykh, - is a dynamically moving system with a flywheel deflection of the blades. You can always create conditions and inevitably drive her into a catastrophic situation. Any aircraft is built with restrictions.

A terrible scourge of a single-rotor helicopter is spontaneous left rotation. It occurs when there is a lack of power at the tail rotor. If during the landing approach or takeoff the wind blew stronger from the side or more vigorously than necessary, the pilot triggered the controls and the speed "sagged", an uncontrolled rotation of the rotorcraft occurs. That is why an upwind landing is recommended for single-rotor helicopters. For this reason, many crews, paratroopers and passengers died, even in the same Chechen campaign. It was believed that a more powerful engine would solve the problem. For today, this is already a passed stage. Stronger engines expand the conditions for using the helicopter, but the main problem, as they say, rests on the tail rotor. There are other features with which the jokes are bad, such as the flow of air in mountainous conditions. For specialists who declare that wind does not matter for helicopters in the mountains, I recommend that you carefully read the aviation documents again and repeat the aerodynamics. The wind restriction, even on the plain, still remains, as well as the peculiarities of the operation of single-rotor machines in mountainous conditions. Coaxial machines are spared most of these limitations, since they have no problems with rudder destruction and even the tail boom. The "Black Shark", which has no analogues in the world, has unique characteristics for mountain conditions.

We are being told about the far-fetched difficulties with piloting the Ka-50. The Black Shark is said to have a very sensitive handle. I had to fly this helicopter a lot, but I did not notice this. "Ka-50", as we say, "sits tightly" on the control stick. Unless, of course, we have in mind the peculiarity of piloting a single-rotor machine, when the pilot needs to make double movements with the controls. There is no such need on the Black Shark. No less absurd are the statements about some two-storey "Ka-50". Fly on Kamov's cars and make sure that they do not cause any discomfort, but on the other hand, you will discover a number of unique properties and qualities. For a coaxial helicopter it does not matter which side the wind blows from during takeoff or landing. With full combat load, the "Black Shark" hangs at an altitude of 4000 meters. How effectively combat missions are carried out on this vehicle, we have convincingly shown in Chechnya ...

The most important highlight was the combat testing of the equipment installed on the Ka-50. It made it possible to transmit and receive all information over a closed channel. The lack of such an opportunity to transfer operational data between aircraft and command posts on the battlefield is a problem for aviation. Add to this that any enemy can listen to the radio traffic of all our helicopters due to the lack of active closed communication channels, and it becomes clear why we really needed the practice of combat use ...

The first combat use of the "Ka-50" was carried out in a wooded mountainous area in the area south of the village of Tsentoroi. Nobody was going to feel sorry for the "Black Sharks", in Chechnya we fought without any conventions. Every day, the combat strike group received a task from the combat command group of the OGV (s). Early in the morning, as a rule, the opposite slopes of the mountains, on which the artillery could not work, were "cut" to us, and we systematically "cleaned out" square by square ... The technique showed itself from the best side. Most of all, I personally liked the digital map of the area installed on the Kamov car. ; In flight, the pilot can switch to any scale that is convenient and necessary for him; at the same time, a mark is displayed on the monitor indicating the location of the helicopter. Designations without the use of the GLONASS system with an accuracy of +50 meters allow an approach to be carried out in adverse weather conditions.

Today a myth is being created that since the Black Sharks did not fly in Chechnya without the Mi-24 escort, they are worse than the Crocodile. Obviously, the "experts" do not know or have forgotten a simple law of war: the follower is brought down first. It’s worthless for us if we allowed the combat loss of the Ka-50. In this regard, I remember an interesting episode. The crews from combat units did not know the capabilities of the Ka-50, as well as the peculiarities of piloting coaxial vehicles, and therefore after the first sortie they gave an emotional, but accurate assessment: “This is not a flight, but some kind of fantasy. It is not clear who is covering whom. " After that, R. Sakhabutdinov (the chief of aviation of the UGV (s) in Chechnya) announced the impossibility of fulfilling the task of covering his crews. That is why the "Crocodiles" accompanying the "Black Sharks" were piloted by the pilots of the combat strike group. To assess the actions of the Ka-50 in the interests of scientific work, I had to take a workplace in the Mi-24. In short, in Chechnya, the group was an independent combat research unit.

When I reported to Colonel-General V. Baranov (the commander of the aviation group in Chechnya) the received order to return to the base, he summoned R. Sakhabutdinov and asked:
- Will you be able to continue this work and "clean out the spirits" in the same way as Kamov's cars?
- Not. Mi-24 cannot solve such problems.
- So why are they flying away? Why don't you demand to leave them?
General Baranov did not receive an intelligible answer, especially since, at the request of the UGV (s) command, we were detained in the combat zone for an additional month. BUG returned home, having completed all the tasks assigned to it.

During the trip, not only the strong points, but also the weak points of the Ka-50 were identified. Most of the comments made on the technique were eliminated by the Kamov company immediately after returning to Torzhok. The result is a helicopter that does not need modernization for many years. And research in the pulp and paper industry and PLC continues, we are doing developments for the future. At present, practical interaction between the Su-25 and Ka-50 has been worked out. The attack helicopter performs laser illumination of the target, at which the attack aircraft launches a guided missile from the maximum range. "
“Let me add,” said Novikov, “any test is necessary to confirm the merits of the machine, but most importantly, to identify the shortcomings in new developments. They must be eliminated as early as possible, the equipment must be made as safe as possible for those who will operate it in combat units. Adapt for combat. All over the world, weapons and military equipment go through this, otherwise it is simply impossible. For example, one of the main problems in the use of combat aviation is control on the battlefield. It has been standing since the dawn of aviation. The pilot can go independently to the target area, but finding it is the main difficulty. Even the multi-terrain of the aircraft will not help here. In combat conditions, the target is camouflaged, and the enemy's air defense systems are not asleep. The Great Patriotic War, Afghanistan, Chechnya and other hot spots have convincingly proved this. The third or fourth approach to the target accounts for the bulk of aviation losses. The solution to this problem has been found and for the first time in Russia it has been implemented on Kamov machines ”.

Serial production of "Ka-50" was stopped in 2008, when the last machine left the assembly shop of the plant, and the remaining backlog was used in the construction of "Ka-52".

Modifications of the Ka-50

Serial modification.

Ka-50, converted into a night modification. It differs from the standard one by the Samshit-50T thermal imaging sighting system mounted in the ventral nose.

Night modification of the Ka-50 for round-the-clock combat missions. Created on the basis of the government decree No. 1420-355 of 1987. The first flight was made on March 4, 1997. It differs from the standard modification by the rearranged nose section, in which, along with the daytime one, there is also the night thermal imaging channel of the Rubicon-N sighting-flight-navigation complex. The radar is located in the over-sleeve fairing. Added satellite navigation equipment and replaced some units of electronic and optical equipment. Instruments and devices in the cockpit have been rearranged and added.

Ka-50-2 "Erdogan"- A modified version of the Ka-50 with a tandem crew layout, modified weapons and electronics. Created to participate in the tender announced by Turkey in 1997. Israeli specialists took part in the development of electronics.

Ka-52 "Alligator"- Modified two-seat night version of the Ka-50.

The performance characteristics of the Ka-50 Black Shark

First flight: June 17, 1982
- Start of operation: August 28, 1995
- years of production: 1981-2009
- units produced: 17

Overall dimensions of the Ka-50 Black Shark

Fuselage length: 14.21 m
- Height: 4.93 m
- Rotors diameter: 14.50 m
- Length with rev. screws: 15.96 m
- Wingspan: 7.44 m

Weight Ka-50 Black Shark

Empty weight: 7700 kg
- Normal takeoff weight: 9800 kg
- Maximum takeoff weight: 10800 kg
- Payload weight: 2800 kg
- Fuel weight: internal stock 1487 kg, in PTB 1732 kg

Engine Ka-50 Black Shark

2 х turboshaft TV3-117VMA
- Power: in emergency mode 2700 hp, in takeoff mode 2400 hp, in cruise mode 1750 hp

Speed Ka-50 Black Shark

Cruising: 265 km / h
- maximum: 310 km / h
- the maximum allowable in a gentle dive: 390 km / h
- maximum achieved in a dive (tests): 460 km / h

Flight range Ka-50 Black shark

Without PTB: 520 km
- with PTB: 1160 km
- Allowable roll angle: ± 70 °
- Allowable pitch angle: ± 60 °
- Maximum operational overload: 3 G

Armament Ka-50 Black Shark

Built-in small arms and cannon: 1 x 30 mm 2A42, 460 rounds of ammunition (selective ammunition, variable rate of fire)
- suspension points: 4
- suspension weight: 2000 kg
- Suspended small arms and cannon: 2 × 23-mm cannon UPK-23-250 in suspended containers, ammunition 2 × 500 rounds

Unguided missile:
- NAR S-13 - 2 × 5 pcs.
- NAR S-8 - 4 × 20 pcs.
- heavy NURS S-24

Guided missile:
- ATGM "Whirlwind" - 2 × 6 pcs.
- X-25ML
- "Air-to-air": Needle-B - 2 × 2 pcs. (not placed on pylons), R-73

Bomb:
- FAB-500, -250, -120, -100
- KMGU-2
- ZB-500
- RBK-500, -250

Photo Ka-50 Black Shark

Helicopters of Russia and the world of video, photos, pictures to watch online occupy an important place in the general system of the national economy and the Armed Forces, honorably performing the civil and military tasks assigned to them. In the figurative expression of the outstanding Soviet scientist and designer ML. Mil, "our country itself is, as it were," designed "for helicopters." Without them, the development of the endless and impassable spaces of the Far North, Siberia and the Far East is unthinkable. Helicopters have become a familiar element of the landscape of our grandiose construction projects. They are widely used as a vehicle, in agriculture, construction, rescue service, and military affairs. When performing a number of operations, helicopters are simply irreplaceable. Who knows, the health of how many people was rescued by the crews of the helicopters who took part in the liquidation of the consequences of the accident at the Chernobyl nuclear power plant. The lives of thousands of Soviet soldiers were saved by combat "turntables" in Afghanistan.

Russian helicopters, before becoming one of the main modern transport, technological and combat means, helicopters have passed a long and not always smooth path of development. The idea of lifting into the air with the help of a main rotor originated in humanity almost earlier than the idea of flying on a fixed wing. In the early stages of the history of aviation and aeronautics, the creation of lift by "screwing into the air" was more popular than other methods. This explains the abundance of rotary-wing aircraft projects in the 19th - early 20th centuries. Only four years separate the flight of the Wright brothers' plane (1903) from the first ascent of a man into the air in a helicopter (1907).

The best helicopters were used by scientists and inventors, they hesitated for a long time which way to give preference. However, by the end of the first decade of the XX century. less power-consuming and simpler in terms of aerodynamics, dynamics and strength, the aircraft took the lead. His successes were impressive. It took almost 30 years before the creators of helicopters finally managed to make their vehicles operational. Already during the Second World War, helicopters went into serial production and began to be used. After the end of the war, the so-called "helicopter boom" arose. Numerous firms began to build samples of new promising technology, but not all attempts were crowned with success.

Combat helicopters of Russia and the United States Building was still more difficult than an aircraft of a similar class. Military and civilian customers were in no hurry to put aviation equipment of a new type in a row with the already familiar aircraft. Only the effective use of helicopters by the Americans in the early 50s. in the war in Korea convinced a number of military leaders, including Soviet ones, of the advisability of using this aircraft by the armed forces. However, many, as before, continued to consider the helicopter "a temporary error of aviation." It took more than ten years until the helicopters finally proved their uniqueness and indispensability in performing a number of military tasks.

Russian helicopters played an important role in the creation and development of Russian and Soviet scientists, designers and inventors. Their importance is so great that it even gave rise to one of the founders of the Russian helicopter industry, academician B.N. Yuriev consider our state "the homeland of helicopters." This statement, of course, is too categorical, but our helicopter pilots have something to be proud of. These are the scientific works of the school of N.E. Zhukovsky in the pre-revolutionary period and the impressive flights of the TsAGI 1-EA helicopter in the pre-war years, records of the post-war Mi-4, Mi-6, Mi-12, Mi-24 helicopters and the unique Ka helicopter family of coaxial design, modern Mi-26 and Ka -32 and much, much more.

The new Russian helicopter is relatively well covered in books and articles. Shortly before his death, B.N. Yuriev began writing the fundamental work "The History of Helicopters", but managed to prepare only the chapters concerning his own work in 1908-1914. Note that insufficient attention to the history of such an aviation industry as helicopter construction is also characteristic of foreign researchers.

Russian military helicopters in a new way illuminating the history of the development of helicopters and their theory in pre-revolutionary Russia, the contribution of domestic scientists and inventors to the world development process of this type of technology. A review of pre-revolutionary domestic works on rotary-wing aircraft, including previously unknown ones, as well as their analysis were given in the corresponding chapter in the book "Aviation in Russia", prepared for publication in 1988 by TsAGI. However, its small volume significantly limited the size of the information provided.

Civilian helicopters in their finest colors. An attempt has been made to cover as fully and comprehensively as possible the activities of domestic helicopter industry enthusiasts. Therefore, the activities of leading domestic scientists and designers are described, and projects and proposals are also considered, the authors of which were significantly inferior to them in their knowledge, but the contribution of which could not be ignored. Moreover, in some projects, which were generally distinguished by a relatively low level of elaboration, there are also interesting proposals and ideas.

The name of the helicopters denotes significant qualitative changes in this type of technology. These events are the beginning of the constant and systematic development of helicopter projects; construction of the first full-scale helicopters capable of taking off from the ground, and the beginning of serial production and practical use of helicopters. This book tells about the early stages of the history of helicopter construction: from the inception of the idea of lifting into the air by means of a propeller to the creation of the first helicopters capable of taking off from the ground. A helicopter, unlike an airplane, a flapper and a rocket, has no direct prototypes in nature. However, the propeller, which creates the lift of the helicopter, has been known since ancient times.

Small helicopters Despite the fact that propellers were known and there were empirical prototypes of helicopters, the idea of using a main rotor for lifting into the air did not become widespread until the end of the 18th century. All the projects of rotary-wing vehicles developed at that time remained unknown and were discovered in the archives many centuries later. As a rule, information about the development of such projects was preserved in the archives of the most prominent scientists of their time, such as Go Hong, L. da Vinci, R. Guk, M.V. Lomonosov, who in 1754 created the "airfield machine".

In a short time, private helicopters have created literally dozens of new designs. It was a competition of the most varied schemes and forms, as a rule "one- or two-seater apparatus, which had mainly an experimental purpose. The natural customer for this expensive and complex technology was the military departments. The first helicopters in different countries received the appointment of liaison and reconnaissance military vehicles. In the development of helicopters, as in many other areas of technology, it is possible to clearly distinguish two lines of development - but the dimensions of machines, that is, quantitative and almost simultaneously emerged line of development of the qualitative improvement of aircraft within a certain size or weight category.

A site about helicopters which contains the most complete description. Whether the helicopter is used for geological exploration, agricultural work or for the transportation of passengers - the cost of an hour of operation of the helicopter plays a decisive role. A large share of it is depreciation, that is, the price divided by its service life. The latter is determined by the resource of the units, g, that is, their service life. The problem of increasing the fatigue strength of blades, shafts and transmissions, rotor bushings and other helicopter assemblies has become a paramount task still occupied by helicopter designers. At the present time, the resource of 1000 hours is no longer a rarity for a serial helicopter, and there is no reason to doubt its further increase.

Modern helicopter combat capabilities comparison authentic video preserved. Found in some publications, its image is an approximate reconstruction, and not in all indisputable, carried out in 1947 by N.I. Kamov. However, on the basis of the above archival documents, a number of conclusions can be drawn. Judging by the method of testing (suspension on blocks), the "aerodrome machine" was undoubtedly a vertical take-off and landing apparatus. Of the two methods of vertical lift known at the time - by flapping wings or by means of a main rotor - the first seems unlikely. The minutes said the wings were moving horizontally. In most flies, they are known to move in a vertical plane. A flywheel whose wings oscillate in a horizontal plane with an installation angle that changes cyclically, despite repeated attempts, has not yet been built.

The best helicopter design is always forward-looking. However, in order to more clearly imagine the possibilities of further development of helicopters, it is useful to try to understand the main directions of their development from past experience. What is interesting here, of course, is not the prehistory of helicopter construction, which we will only briefly mention, but its history from the moment when the helicopter as a new type of aircraft became already suitable for practical use. The first mentions of an apparatus with a vertical rotor, a helicopter, are contained in the records of Leonardo da Vinci dating back to 1483. The first stage of development stretches from the helicopter model created by MV Lomonosov in 1754, through a long series of projects, models and even built-in-nature vehicles , which were not destined to take off, until the construction of the world's first helicopter, which in 1907 managed to get off the ground.

The fastest helicopter in the outlines of this machine, we learn a schematic diagram of the most common single-rotor helicopters in the world today. B.I.Yurev managed to return to this work only in 1925. In 1932, a group of engineers headed by A.M. which was an outstanding achievement for that time. Suffice it to say that the official flight altitude record, set 3 years later on the new coaxial Breguet helicopter, was only 180 m. At this time, there was a pause in the development of helicopters (helicopters). A new branch of rotary-wing vehicles - autogyros - has come to the fore.

The new Russian helicopter, with a greater load on the wing area, came face to face with the then new problem of a spin, a loss of speed. It turned out to be easier to create a safe and quite perfect gyroplane than to build a helicopter-helicopter. The main rotor rotating freely from the incoming flow eliminated the need for complex gearboxes and transmissions. The hinged fastening of the rotor blades to the hub used on gyroplanes provided them with much greater strength, and stability for the gyroplane. Finally, stopping the engine ceased to be dangerous, as was the case with the first helicopters: by autorotating the gyroplane easily landed at low speed.

Large helicopters for the landing of marines from ships determined the further development of military helicopter construction as transport and landing. The S-55 helicopter landing at Incheon during the 1951 Korean War confirmed this trend. The size range of transport and landing helicopters began to be determined by the dimensions and weight of ground vehicles used by the troops and which had to be airlifted. Therefore, the carrying capacity of the first transport helicopters in foreign armies was 1200-1600 kg (the weight of a light military vehicle used as a tractor and corresponding weapons).

USSR helicopters correspond to the weight of light and medium tanks or the corresponding self-propelled chassis. Whether this line of development will be completed in such a number of dimensions depends on the constantly changing military doctrine. Artillery systems are largely replaced by missiles, therefore, we find requirements for the foreign press as well. The capacities did not lead to an increase in the payload. Indeed, but at the technical level of that time, the weight of screws, gearboxes to the entire apparatus as a whole increased with increasing power faster than the lifting force increased. However, when creating a new useful and, all the more, new for the national economic application, the designer cannot put up with a decrease in the achieved level of weight efficiency.

Soviet helicopters, the first samples, were created in a relatively short time, since the specific gravity of piston engines always decreased with increasing power. But in 1953, after the creation of a 13-ton Sikorsky S-56 helicopter with two piston engines of 2300 hp. with the size range of helicopters on the Zapala was interrupted and only in the USSR, using turboprop engines. In the mid-fifties, the reliability of helicopters became much higher, therefore, the possibilities of their use in the national economy expanded. Economic issues have come to the fore.

The appearance in the airspace of Russia of the unique design of the Ka-50 helicopter, evidence of the perfection of the mind and flight of thought of its creators. Their machine, stepping into the future, is a reliable shield of the Motherland, which is capable of performing combat missions in the air, both over land and over water.

The new attack helicopter made its first flight in 1995, on the day of the 50th anniversary of the Victory over Nazi Germany. Some of its characteristics remain unsurpassed to this day.

Prerequisites for the creation of the Ka-50

The Ka-50 is a machine with a difficult fate, it was created at the Kamov Design Bureau. The work began in accordance with the 1976 resolution of the USSR Council of Ministers on the creation of new military equipment. The development of a new helicopter, with the "strike" classification, was entrusted to two design bureaus of Russia, Kamov and Mil.

Its creation was associated with the helicopter that appeared in the United States, which could radically change the structure of combat. In addition, our machine had to replace, not quite suitable in terms of characteristics to the class of attack helicopters.

The developments of the designers of Kamov's department were profiled on the creation of sea-based vehicles. This feature was determined in their choice of the way to create a helicopter. Mikheev S.V., who took over the leadership of KB Mikheev at that time, was looking for non-standard solutions in his work.

He supported the idea of reconstructing the tail rudder and installing a double coaxial rotor on the new machine. In addition, the designers of the Kamov bureau equipped the car with an ejection system, which is unusual for a helicopter. As a result, the new model received the following features:

without changing the power, the model received a large lifting force;
the maximum rate of ascent to the maximum height in the vertical direction has increased;
the diameter of the propeller blades was reduced, which made it possible to increase their rotation speed and reduce the resistance to air flow;
the helicopter has become lighter due to the lack of a tail rotor;
the crew of the car was represented by one pilot.

The tests of the attack helicopter have shown its reliability, unpretentiousness and efficiency in performing tasks on the battlefield.

The new development of the Kamov Design Bureau, launched in 1977, led to the birth of the unique Ka-50 Black Shark helicopter.

Unfortunately, the work took a very long time, but it was worth it. The first test copy appeared in 1981, in 1984 an order was signed for the serial production of the car. In 1993, the helicopter passed all military tests.

The first ten serial helicopters, which were put into service only in 1995, were prepared for dispatch to the troops. But at this, the Ministry of Defense suspended the purchase of "Black Sharks" due to lack of funds.

In the 2000s, money appeared, but there were still very few orders. In total, about 20 of these machines were produced. Since 2008, only the Ka-50 that replaced the Ka-50 has been produced.

Construction of the "Black Shark"

The helicopter has a twin-rotor coaxial structure with two gas turbine engines with a free turbine TV3-117VMA. Power more than 2200 hp. With. everyone has it.

The body of the machine is made using new polymer composite materials, alloys with a low specific weight, which also contributed to a decrease in the total weight of the structure.

Fuselage Ka-50

The fuselage design has a non-standard look. An aircraft type of construction was used.

It is based on composite materials and aluminum alloys.

As a result, the design of the helicopter received additional reliability and survivability, since such innovations in the design of a combat vehicle increase its maneuverability, increase the speed of ascent and descent in the vertical plane.

The fuselage body is divided into three sections:

front, reinforced with spars. This part of the compartment is equipped with a sealed, armored cockpit. Armor accounts for about 350 kg of the total weight of the helicopter. Glazing made of transparent armor provides a safety view;
the middle compartment is occupied by electronic control devices for the helicopter, fuel tanks, ammunition for cannons and working units;
radio units are mounted in the tail section.

The fuselage is equipped so that devices that are not so important in the design serve as a shield for more significant devices in the helicopter.

Wing

The helicopter is equipped with wings that have a straight swept shape. With the help of them, the unloading of the rotors is carried out at high speeds of the horizontal flight of the helicopter.

On the lower part of the wing consoles, two pylons are attached, intended for suspension of external loads, which can be aircraft weapons or tanks with additional fuel.

The lifting system is located in the inner part of the wing and pylons. The weight of the total mass of the load on the pylons is allowed no more than 2000 kg.

The wing of the Ka-50, similar to the wing of an aircraft, includes elements that contribute to the high-quality operation of the entire structure: stability, impeccable controllability and balance of the aircraft in flight.

The empennage includes a keel, made as a continuation of the tail of the fuselage, a rudder with aerodynamic compensation and a stabilizer. Interestingly, the rudder and the horizontal tail are made like an airplane.

Chassis

The landing gear consists of three struts, which are retracted during the flight. The front caster with two wheels fits into a niche located in the forward fuselage compartment.

Two main bearings with a track of 2600 mm, equipped with brake pads, fold and press against the side wall of the rear fuselage compartment.

Power point

The multipurpose attack helicopter is equipped with a power plant, which includes:

gearbox with engagement couplings;
two turboshaft engines TV3-117VMA with electronic governor;
auxiliary power unit AI-9;
turbo drive.

The engines are equipped with two engine nacelles on both sides of the fuselage. Synchronization of engine power is provided. An autonomous oil system is provided for each engine, which lubricates the bearings of all bearings, drives and gears of the engine while simultaneously removing heat from these elements.

The design of the helicopter's power plant is analogous to a rocket engine in terms of its reliability. In combat conditions, in an emergency (with a complete loss of oil), the engines are capable of operating for 30 minutes. The motors are equipped with special centrifugal devices that prevent dust from entering the motors.

Firewalls protect the engine compartments from the rest of the compartments.

Transmission

The percussion machine transmission scheme is represented by one main gearbox and two intermediate gearboxes. This system provides power transmission from the power plant with a change in speed.

The main gearbox is equipped with freewheel clutches that disconnect the motors from the gearbox.

Carrying system

The design of the Ka-50 carrying system consists of two three-bladed propellers with a diameter of 14.5 m. The position of the rotors is made coaxially, their rotation is carried out in opposite directions, which made it possible to simplify the mechanics of the machine, reducing vulnerability parameters.

Features of the vehicle carrier system:

rotation of the upper screw is oriented clockwise, the lower screw is oriented in the opposite direction (counterclockwise);
the blades of the machine are made of fiberglass, rectangular, formed from a hollow spar having a variable curvature, connected to the tail section. The tail section has a skin and end ribs made of hardboard material. The shape of the blade tips is arrow-shaped;
blades have increased performance when hit by shells;
pyrotechnic devices control the shooting of blades in case of pilot ejection.

The general design of the carrying part of the helicopter has increased one of its main characteristics - survivability.

Fuel system

The fuel system consists of two tanks with a capacity of 3000 liters. The location of the containers inside the fuselage. The fuel structure has a closed system, which includes two consumable tanks, equipped with protective containers filled with polyurethane foam.

The wing is designed so that four more tanks with fuel can be fixed under it. Each tank is designed for a volume of 500 liters.

The fuel tanks are located behind the bulkhead, directly behind the cockpit, the first tank is located. From here, fuel is supplied to the left engine. The second fuel tank is located in front of the aft fuselage compartment. Fuel from this tank enters the engine located on the starboard side of the helicopter and the engine of the auxiliary power unit.

The peculiarity of providing engines with fuel is in a loopback circuit. In case of refusal to supply fuel from any tank, the other tank starts to work for both engines.

Hydraulic system

The hydraulic system of the machine is represented by two independent parts, each of which is driven by an individual pump. The first system is needed to control the steering drives and emergency landing gear. The second is intended for aiming the gun, performing a regular release and retracting the chassis. This part of the hydraulic system supplies the working fluid to the wheel brake chambers on the main bearings. Both systems duplicate each other.

The hydraulic system provides for the operation of the pumps of both systems with rotating screws in the modes of self-rotation and the use of engine power.

In addition, the hydraulic pump of the first system operates when the auxiliary onboard power unit is operating.

Control system

The control system is located in the cockpit, its rods are made of aluminum pipes, the following items are included in the system:

longitudinal, transverse, track control;
control of the total pitch of the screws;
a device that provides an increase in the load on the control levers at a critical approach of the propeller blades.

Pilots are trained to control a helicopter on a special device called simulators.

On them, the pilot, in conditions close to real ones, can check in detail his actions on individual controls, during takeoff, landing, working with the dashboard and performing procedures in emergency situations.

Electrical system

The Black Shark's electrical system includes alternators that produce three-phase alternating current with parameters.

The rotation of the generators is provided by engines or a turbo drive from the auxiliary power plant of the helicopter.

The power supply of the "Black Shark" is provided from an alternating current source located on the ground.

Anti-icing system

The anti-icing system of the helicopter is thought out and executed with the utmost care, like everything else in this apparatus. Electric anti-icing heating is provided by:

windshield;
angle of attack and slip sensors;
rotor blades;
visual indicator of icing.

A directed stream of warm air from the engine compressors, heats the air intakes and dust protection structures. Washer systems and wipers protect the cockpit windshield and the Shkval-V complex glass.

The hazard gauge located on the bow compartment panel is designed to visually determine the presence of ice.

Air conditioning and ventilation system

Ventilation and maintenance of the required pressure and temperature in the cockpit is provided by the air flow from the helicopter engines. The same air flow heats the battery pack and windows.

When ascending to an altitude of 6 km, the use of oxygen equipment and a flight gas mask is provided on board the aircraft.

Instruments and devices are cooled by outside air.

Crew rescue system

To rescue the crew, the Ka-50 has a unique device - the K-37-800 ejection system, developed by NPO Zvezda, which supplies all aviation divisions of Russia with its products.

The sequence of actions is as follows:

shooting of rotor blades;
shooting off the upper part of the canopy above the cockpit;
triggering of the reactive system, pushing the pilot strapped to the back of the seat;
then the rocket system is turned off, the belts that fasten the pilot to the back of the seat are automatically cut;
the back of the seat separates from the pilot, automatically extending the parachute.

The helicopter is equipped with a device that duplicates the opening of the parachute.

The helicopter control system has a program for returning the helicopter to the location of its airfield in case of loss of control of the pilot.
The pilot has a second option for leaving the cockpit without ejection, using a parachute.

The design of the helicopter provides for the safety of the pilot in the event of an extreme landing of the aircraft "on the belly". In the bottom of the helicopter there is a crumpled honeycomb filler, which softens the force of an impact during a hard landing, the size and shape of the wing prevents it from overturning.

Navigation systems, piloting, guidance and weapons control communications

An integrated system in electronic memory, which contains all the available data of the coordinates of airfields, turning points on the route, main landmarks, targets.

The Rubicon device performs self-control of its program without using ground devices.

The operation of the complex is based on the algorithms of a digital computing system, which includes five onboard three-channel computers, a system for displaying combat and navigation information, a weapon control system and an external target indication system.

The second complex "Radian", which has a flight and navigation profile, is designed to provide piloting in an automatic mode, interacting with other systems. Complex "Radian" includes:

a device that provides automatic stabilization and control of an aircraft - an autopilot;
information complex of vertical and heading, providing measurement and issuance of roll angles to consumers;
information complexes of high-altitude-speed parameters, developed on the basis of the air signal system (SHS), used both in non-redundant and redundant form;
radar equipment, representing a speed and drift angle meter;
function of displaying the location of the aircraft on the map;
magnetic compass;
a radar designed to fix the exact level of flight altitude.

"Shkval-V" sighting system is used in the design of the helicopter for the guidance of guided weapons. He is performing a defense-search function.
To control the weapons on board the attack helicopter, the SUO-800M system is installed.

The equipment includes the "Ranet" system, which provides the pilot with navigation and flight information.

Defense system

The Ka-50's defense system includes laser and radar radiation detection devices, a dipole anti-radar reflector and a heat trap, a special pyrotechnic device that, when fired, creates a heat curtain around the vehicle, making it invisible to missiles with an infrared guidance head. The helicopter is equipped with fire extinguishing systems.

Armament

A powerful armament system is installed on board the helicopter, which is capable of hitting a modern armored tank at a distance of more than 8 km.

A gun

The designers of the Kamov Design Bureau equipped the new vehicle with a non-removable single-barreled automatic cannon, which was used on ground combat vehicles developed by the Tula Machine-Building Enterprise.

The caliber of the gun is 30 mm, the feed is tape. The gun is equipped with two types of shots: armor-piercing tracer and fragmentation tracer.

The cannon, which showed excellent performance in dusty conditions, turned out to be suitable for a helicopter, the development of which assumed its operation at low altitudes.
However, the weight of the gun significantly increased the weight of the helicopter, it was necessary to find a suitable place for it. As a result, the gun was installed in the most durable and rigid place of the fuselage, below, in the center of mass. The cannon hits targets at a distance of 4000 meters, excluding the approach to the dangerous zone of action of the air defense of enemy forces.

The inner wing pylons can accommodate a special container with a built-in GSh-23 double-barreled cannon.

Guided missiles

The main armament of the helicopter was guided missiles taken from land-based weapons systems. Rockets "Whirlwind" product of the Tula Instrument Design Bureau, are placed on specially made movable structures, two sets of 6 pieces.

The missiles were intended to hit targets in the direction of the laser beam, without adjusting the flight altitude from a distance of 8 km. The missiles are designed for armored and heavily fortified objects.

Additional equipment of the helicopter with a suspension of the Kh-25ML tactical missile with laser guidance is provided.

Unguided rockets and bombs

On board the flying "Akula" there are unguided rockets, four blocks of twenty S-8 missiles with a caliber of 80 mm and two blocks of S-5 missiles with a caliber of 122 mm. High-explosive bombs, bomb dispersing cassettes, and incendiary tanks may also be on board.

Features of the aerodynamics of the helicopter

The helicopter model created at the Kamov Design Bureau has unique aerodynamic characteristics, which are a consequence of the original design of each unit:

speed increase up to 390 km / h;
the ability to move horizontally sideways and backward at a speed of about 80 km / h;
static flight ceiling is 4000 m;
the dynamic mode is designated 5500 m;
lifting speed of the apparatus is 20 m / s;
general reconstruction of the helicopter made it possible to increase the efficiency of the carrier system up to 20%;
"Black Shark" has greater maneuverability, thanks to the coaxial design of the rotors;
in flight mode, the coaxial system creates a higher stability of the machine, eliminates vibration at high speeds;
maintaining the symmetry of the coaxial structure allows the machine to land and lift from very limited areas, regardless of the strength of the wind.

Combat use

With the outbreak of hostilities in Chechnya in 1999, it was decided to test the Ka-50's capabilities in real combat conditions, in difficult mountainous terrain.

A combat strike group (BUG) was formed, consisting of two Ka-50 helicopters, a Ka-29 helicopter, the function of which was to conduct observation and target designation.
The preparation of the group and its relocation to Chechnya was carried out in the strictest secrecy.

The war and the mountains immediately showed the excellent shock characteristics of the Ka-50 from all types of weapons, and the accuracy and accuracy of hits created a tangible savings in shells. The Ka-50 was unanimously recognized as a "mountain helicopter".

The high quality of the helicopter's operational characteristics was also confirmed.

Field conditions did not prevent a very complex repair of the damaged vehicle and its return to service.

The new tactics of target designation not from the ground, but from a special command post for targeting in the form of a special digital signal, made it possible to deliver unexpected and accurate strikes against the militants.

The results of the operation of the helicopter complexes were marked by the high reliability of the Ka-50, ease of maintenance and elimination of combat "wounds" of the helicopter. The superiority of the Ka-50 over traditional single-rotor helicopters was noted.

The simplicity of piloting in the mountains, high maneuverability and survivability of the helicopter were noted. The Ka-50 helicopter black shark complex got a start in life.

Modifications

The developed first model of the Ka-50 ball was launched into series.

Ka-50SH, the second name is "night hunter" - represents a variant of the vehicle for performing combat missions not only in the daytime, but also at night.

Ka-50N is a completely re-equipped main serial modification. The helicopter is equipped with devices for operation at night. The modification differs from the main model by the addition of the Samshit-50T infrared sighting system to the lower nose of the fuselage.

Version Ka-50-2 black shark "Erdogan" - represents a more advanced modification of the Ka-50, equipped with weapons and electronics, developed by Israeli designers.

Ka-50-2 was executed for participation in the tender, which was announced by Turkey in 1997.

Tactical and technical characteristics

The new Ka-50 attack helicopter, created by Soviet designers at the Krylov Design Bureau, was put into service in 1995.

The new vehicle has the following tactical and technical characteristics:

crew composition - 1 person;
main rotor diameter - 1450 cm;
helicopter body length - 1350 cm;
height - 490 cm;
width, taking into account the size of the wings = 730 cm;
helicopter weight - 7000 kg;
total weight of the helicopter with cargo - 10,000 kg;
maximum weight of the helicopter with cargo - 1811 kg;
static ceiling height - 4000 m;
practical ceiling height - 5000m;
flight range with standard load - 460 km;
two Kamov TV3-117VMA engines, power 2260luxx2 hp With;
vertical ascent speed - 10 m / s;
cruising speed - 270 km / h;
level flight speed - 310 km / h.

Perspectives

Ka-50 is a unique helicopter complex, the creators of which awarded the car with great capabilities. 15 different modifications, based on the first model, found application in Russian squadrons.

Ka-52, modification, the cockpit of which is designed for two pilots. The designers did not abandon the coaxial rotor design. The functions of the pilots are strictly distributed: one pilot is entrusted with piloting the complex, the co-pilot keeps control of the weapon system and the current situation of the battle.

In subsequent modifications, while maintaining the main unique technical and flight characteristics, new systems have been added that allow the use of helicopter complexes in a wider range.

Many countries have advanced technologies in the production of cars and airplanes, but helicopters are the priority of several countries. Using the Black Shark as an example, one can be confident in the present and future successes of the Russian helicopter industry.

Video

It might be helpful to read: