In Russia, it was Nikolai Kamov and Alexander Mil who designed helicopters. Kamov's company marks its 60 anniversary today. Mil's is a year older.
By competing and vying with each other, the two design bureaus have gained world fame: their 5,200 helicopters have flown in more than 80 countries; they also sport the flags of the UN and the Red Cross. The Mil outfit has produced fifteen basic models and more than 200 versions. The Mi-28N Night Hunter is not an upgrade, but the first military helicopter on the post-Soviet space and the main combat system for Russia's Defense Ministry. (Russian combat helicopters)
The Kamov firm, starting with systems for the navy, has become the only company in the world to launch a serial production of co-axial helicopters (two counter-rotating blades give increased maneuverability and stability to the craft). And now recall the killing ability of Black Sharks, and a two-seater Alligator, which has a strike potential unequalled anywhere else in the world. It has an onboard digital computer, while pilots are provided with helmet-mounted target designators, thermal imagers, and ejection seats.
In the post-Soviet period the two firms experienced dumps and bumps on their way toward the market. They paid exorbitant prices for materials and parts, and suffered arrears from customers. Meanwhile, the profit-bringing export flow must never flag, and besides Russian oil workers, rescue services, businesses and the military also need helicopters as good as those supplied to the West. The current demand for civilian helicopters alone is more than 2,000 units.
But the industry has its specifics, Mikhail Kazachkov from the Helicopter Industry Association told RIA Novosti in an interview. Its bane is long lead times: the period from the idea to the finished product is on average 12 years.
The authorities have decided to restructure the helicopter industry, to optimize its cash flows and make it more competitive. For that purpose they brought its separate branches under one umbrella, creating the holding Helicopters of Russia. Reformers from the Industry and Trade Ministry and the Oboronprom Corporation are currently integrating the design bureaus, manufacturing facilities, and service centers more vigorously than in aircraft building. Things are moving toward the unification of research, technical and production policies. And in order to lay a good groundwork for continued efforts, a unified scientific and engineering council, and an innovation engineering center have been set up. According to Sergei Mikheyev, Kamov's general designer, a competitive and creative spirit, emphasis on extra-corporate aims, and the merging of the two teams, although seemingly paradoxical, have produced excellent results.
The reform pursues strategic aims: to make Russia the world leader in seven years, bring the output of helicopters to 450-500 units per year by 2015 (the current figure is 120), and to corner 15% of the world market, while increasing sales to 400 billion rubles. Asset concentration, effective management, and optimization of intellectual resources, production facilities and costs are the overriding objectives.
New projects have great importance as well. According to Andrei Shibitov, the head of Helicopters of Russia, the first project in the development program through 2015-2020 will be a basic high-speed helicopter: "Its concept is not just high speed, it is a combination of many new features." The second project will be a light helicopter in the weight class of 1.5 to 2.5 tons. "Today we are working on the Mi-34, but it is not a helicopter of the future. Western equipment compels us to go one better," he said. Designers are not going to catch up with the Robinson company, but are aiming at an entirely new product with an advanced Russian engine. The third project concerns helicopter gunships. Russia is not going to upgrade the Night Hunter or Alligator, but will develop whole new systems of the fifth generation. Finally, there will be a project to develop a multi-role unmanned aerial vehicle.
Recent operations to beat back the attack by Georgia's army have shown that communications and reconnaissance are the army's weak spot. So UAVs should be rushed through the stages of development, pilot production and official approval. In the same vein, efforts will be stepped up to improve Russia's combat might in accordance with its new doctrine and to set up a rapid deployment force. The percentage of helicopters among the 200 to 300 pieces of equipment planned for paratroops and special forces will be high. And, of course, there will be a need for upgraded and advanced helicopters.
Many remember Russia's tender to supply army helicopters to Turkey, a saga that lasted several years. The Turks moved the goalposts three times. But the Russians always accepted the new conditions - and won in the end. However, no contract was concluded because of pressure from overseas. But Russian designers left the tender stronger and more confident. And now they are being showered with orders: to upgrade helicopters for the navy and supply new ones to other countries.
Different versions of the Ka-32 successfully operate in Canada, Korea, Chile, Mexico, Spain, Portugal, Japan and China. Contracts have been signed to supply Mi-24NPs to the Russian air force and Mi-35Ms to Venezuela. Work is under way on secret projects for security agencies.
Helicopters in Russia are a must, they provide transport services where there are no roads or waterways. According to the Industry and Trade Ministry, Russia has less than 14 civilian helicopters per one million of population, while in Canada the figure is 56; in the U.S., 40; and in Japan, 15.
Russia badly needs light helicopters. The Ka-226 is a multi-function three-tonner, its blades are made of composite polymer materials and it can carry either 10 rescuers or 2 wounded together with medical attendants, and 1.5 tons of suspended cargo to a distance of 600 km. The Mi-34 is just a tiny tot. Will they be able to compete with foreign imports?
The crux of the matter is on-board avionics, new technologies, and access to world standards. But given cooperation - either with Agusta, Eurocopter, or Pratt&Whitney - there is every sense not to preach screwdriver technology (something which Russia's auto industry indulges in) but to obtain licenses for key knowhow at once, export helicopters, use international airworthiness tests, etc. And it is essential to change the standards used. According to the Helicopter Industry Association, some allowances for the extension of service life date from 1989. As for the rates of payment, the oil sector is long accustomed to them.
The opinions expressed in this article are the author's and do not necessarily represent those of RIA Novosti.
