Kamov Ka-22

History of Kamov Ka-22

Ever since the idea of ??vertical flight was established in the 1940s and evolved through the "helicopter" in the 1950s, aeronautical engineers have attempted to combine the vertical flight capabilities of such aircraft with the horizontal performance of conventional aircraft. The Soviet Union envisioned such a heavy-duty transport design, potentially serving the military and civilian markets, capable of taking off and landing thousands of pounds of supplies or passengers.

The blame ultimately fell on helicopter company Kamov, already an established developer of many rotor designs. Vertical Takeoff and Horizontal Flight Tests (VTOHF) were performed with their unique Ka-22 model, classified as a "gyroplane", and four prototypes were produced during its development phase.

The aircraft first flew in tethered form on August 15, 1959, although it did not result in mass production form as the program was cancelled on August 12, 1964 after two fatal crashes. The role of heavy helicopters is ultimately filled by competitor designs through more traditional means.

Design work on the Ka-22 began in 1954, and the resulting product attracted great interest from the Soviet authorities, and several prototypes were ordered. Development subsequently proved slow due to a number of technical challenges that could have delayed the first flight.

Work continued until the mid-century, by which time four airworthy prototypes had been contracted. During its maiden flight, the Ka-22 developed a number of inherent flaws that required engineers to modify and install fixessome of them just to make it safe to fly.

Kamov engineers chose a deep, rectangular fuselage to fulfill the intended cargo mission, while also supporting avionics, fuel storage and the cockpit. The fuselage has a glass nose section (the hinges open to allow interior access) and a raised tail. With the wings mounted high, the aircraft allows unrestricted movement of ground crew around the design.

The rear wing is very traditional, with a single vertical rear wing and a low-set horizontal plane. The engines were housed in the nacelles at each wingtip, and a combined engine approach was used - a pair of helicopter rotor blades provided the required vertical flight, and a pulley propeller unit provided the aircraft with forward flight (which earned the aircraft the rotorcraft classification) . The chassis is fixed and arranged as a three-point wheel frame system. The cockpit is positioned slightly above the nose, providing the crew with excellent visibility around the aircraft.

The Ka-22 certainly had its own identifiable appearance at the time, and its more functional approach was a hallmark of Soviet design.

When complete, the Ka-22 is designed to carry up to 100 passengers or heavy cargo - it is by no means a transport function. Dimensions include a length of 27 meters, a wingspan of 22.5 meters, an empty weight of 62,170 pounds, and a maximum takeoff weight (MTOW) of nearly 93,700 pounds. In the first prototype, power was provided by two 5,900 hp Kuznetsov TV-2VK engines. Subsequent prototypes all used two Soloviev D-25VK turboshaft engines rated at 5,424 hp. Each engine drives a pair of 65.6-foot-diameter main rotor and four-blade variable-pitch propeller units.

Performance includes a top speed of 233 mph, a range of up to 280 miles, and a service ceiling of 18,050 feet.

However, the optimistic Ka-22 development plan will only last a few years. It has proven to be a record-breaking world design, setting no less than eight records in the air. It was first exhibited during Moscow Aviation Days in 1961, the first time the West saw a unique Soviet machine. Its failure came from two unfortunate and tragic crashes - the first prototype was lost in a fatal crash on August 28, 1962, and the third was lost a year later in a crash on August 12 Lost - only three crew members survived. From these deadly flights came the news that the Ka-22 would continue to fly unassisted, which certainly proved the death knell for the Ka-22 product - which was eventually abandoned by Kamov himself - only the first The second and fourth prototypes.

The pair were eventually scrapped, marking the complete end of the Ka-22 program.

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