With receipt of the final approvals required for commercial passenger operations, Russian Helicopters was set to begin delivering the first Ansat and Ka-226T light twins in May.

The Ansat was awarded a type certificate in 2013, but for cargo flights only. Last December, the Interstate Aviation Committee’s Aviation Register (IAC AR) extended the approval to commercial passenger transport. Deliveries are to start “in the nearest time.” Russian Helicopters received orders from Tulpar Helicopters and Vector Aviation for three and two Ansats, respectively.

The Ansat can fly at a maximum of 148 knots and has a range (at lower speed) of “more than 270 nm.” The EMS version can accommodate one patient and medical equipment, with enough space for two medics to work, according to the company. The Ansat has a metal fuselage and fiberglass rotor blades.

Certified in March (at least four years later than originally predicted), the Ka-226T is a significantly modified Ka-226, with two Fadec-controled Turbomeca Arrius 2G1 turboshafts. The new engines provide 20 percent more power than the originals and allow the helicopter to be certified under transport Category A, which means engine failure does not call for an emergency landing. The Ka-226T also has a new VR-226N main gearbox and new avionics. The EMS variant has space for one patient and two medics, and a large aft door facilitates loading of stretchers. The Ka-226T has a maximum speed of 119 knots and a range of 270 nm.

During flight-tests in the Himalayas, the Ka-226T reached an altitude of 23,600 feet. The coaxial-rotor design eliminates the power-robbing tail rotor, putting more energy into the main rotors for performance and maneuverability and allowing operations in tight spaces, according to Russian Helicopters. It will be produced at Kumertau Aviation Production Enterprise.

“We are entering a sector of the helicopter industry in which, for a long while, we had no presence. Today we are offering helicopter operators two new light models. These helicopters boast a great diversity of potential uses on the commercial market, thanks to their technical characteristics,” said Russian Helicopters CEO Alexander Mikheev.

Program Progress Reports

With certification of two models in hand, the company is making progress on its other products: the upgraded Mi-26T2 heavy twin is nearing the production phase; and the Mi-171A2 medium twin program is benefitting from use of a “flying laboratory.” Preparatory work is currently under way at Rostvertol (a Russian Helicopters subsidiary) for production of the Mi-26T2. Throughout last year, the Mil Moscow Helicopter Plant conducted additional flight-tests on the Mi-26T2 prototype for an unidentified customer. An initial phase of flight-testing concluded in 2011.

The upgraded version is equipped with five multifunction LCDs, backup electromechanical instruments and an enhanced digital communications suite. Video displays offer visual monitoring of the cargo on the external sling. The T2 requires only two or three crewmembers compared with five on the Mi-26T. The helicopter is equipped with air conditioning and heating systems.

An Mi-26T recently completed a mission to transport the 31,000-pound fuselage of an Mi-26. It took Rostvertol-Avia Airlines nine days to fly it from Yoshkar-Ola to Rostov-on-Don for repair work. The Mi-26T can carry 44,000 pounds as an internal or external load.

The Mi-171A2 flying laboratory has concluded the second phase of preliminary flight-tests. A total of 67 ground runs and 72 flights were carried out at Russian Helicopters’ Mil Moscow Helicopter Plant. Phase one logged 43 flights. The second phase of tests saw the installation of VK2500PS-03 engines and BARK-6V7S digital control systems, and a modified stabilizer and tail rotor. The tests confirmed that the helicopter’s performance characteristics met the design specs, according to the manufacturer.

The flying laboratory is now being re-equipped for tethered ground testing. This phase of tests will focus on the rotor transmission and control mechanisms to establish whether they meet AP-29 certification requirements.

The first prototype of the Mi-171A2 will simultaneously undergo preliminary tests, with 42 of the 178 planned flights completed since November. The second prototype of the Mi-171A2 is undergoing final preparations and will soon join the flight-test program.

Unlike the flying laboratory, the first and second Mi-171A2 prototypes are equipped with an integrated digital KBO-17 avionics suite developed by Ulyanovsk Instrument Design Bureau (part of Radioelectronic Technologies) for a two-crew cockpit.  The manufacturer expects the Mi-171A2 to reach production standard next year.

As for the Mi-38 heavy twin, flight-tests continue with “a number of prototypes,” said Russian Helicopters. Kazan Helicopters has started assembling the first production Mi-38 and Russian certification is expected by year-end. Initially intended to be a replacement for the Mi-8/17, the Mi-38 is now being marketed as a step up from those machines.

Customer-support Initiatives

Separately, Russian Helicopters says it has launched a new effort in customer support. Helicopter Service (a Russian Helicopters company) and consulting firm Strategy Partners Group (part of Sberbank Russia) signed an agreement to provide the manufacturer with “consulting services in developing an after-sales service and maintenance strategy for Russian-made helicopters through 2030.”

One of the objectives is to boost support revenue to 35 percent of total revenue, Strategy Partners Group associate Mikhail Grigoriev said. “Underdeveloped after-sale services are an Achilles heel in Russia’s aircraft and helicopter construction industries,” he noted. U.S. consulting firm McKinsey will conduct an external review of Russian Helicopters’ product support.