That Bloody Kamov Guy!

There are few scenes that can match the aura of a helicopter coming in to land on a small deck at night. If that helicopter happens to be one with contra-rotating rotors and blade-tip lights, it adds an indescribable dimension. There’s a special kind of respect due for the people who operate and maintain them.

With a crew of single pilot, a tactical coordinator (Tacco), and sensor operator (Senso) for sonar missions, the anti-submarine warfare (ASW) Kamov-28 or Airborne Early Warning (AEW) Kamov-31 from Indian Navy (IN) invokes crew skills like no other. It shouldn’t, purists may argue. Who am I to complain? Maybe Russians designed these helicopters and ‘installed’ crew as an afterthought!

The dark night sea is not of one’s choosing. There are no diversions except the deck you took wings from. Radars and radios are forever in ‘tactical’ mode (basically, you can’t use them). Basic instruments from a ‘steam gauge’ era means you roll with the punches and rudder kicks, keeping your vestibular apparatus confused at all times. Operating these machines to full envelope is nothing short of a masterclass in crew coordination and resource management.

Ask any naval Kamov pilot how he dealt with a 2AM takeoff by moonless night after running around whole day managing ‘spares’ or secondary duties. Beads of perspiration and guts of steel are the first things that come to mind. Those who commanded ships that launched them off their decks have nothing but respect for KA-KV-KM crew. They take on the toughest missions under worst circumstances. To those COs who don’t share this sentiment, maybe you missed something.

The Indian Navy (IN) has since 1980s operated three variants of Kamovs. The Kamov-25s (Ka-25, NATO code ‘Halo’) were first to be inducted as the integral air ASW element of first three Russian Kashin-class destroyers (IN Ships Rana, Rajput & Ranjit). The Ka-25s were decommissioned in 2009. The ASW Kamov-28s (NATO code ‘Helix’) came with the last two ships of that class (Ranvir & Ranvijay), still in service. The shipborne Airborne Early Warning (AEW) variant Kamov-31 with an under-belly phased-array radar has been ‘eyes and ears’ of the fleet since induction early this millenium.

All three helicopters were designed around a ‘single-pilot’ concept long before automation, flight director, IFR & IMC entered our lexicon. Many of us would gladly bet our lives on the Kamov’s unfailing ‘Pakapa’ (PKP in Ruski for Flight Director Indicator or FDI) and the ‘Panapa’ (PNP in Ruski for Horizontal Situation Indicator) with ‘command pointers’. Those who never realised the secrets these devices held, sometimes paid with their lives.

Out at sea, there may be days (mostly nights) when you wish you could use help from a ‘doosra pilot‘. But not for the ‘Eagles’ (KV-28) or Falcons (KM-31). They are solitary reapers. A single cyclic stick & collective lever in cockpit constantly remind you of the pilot-in-loop indispensability. There is a certain bond that forms between crew members on a moonless night only Kamov crew can relate to.

All three variants of Kamovs operated by IN are coaxial with two sets of contra-rotating main rotors. This does away with the requirement of an anti-torque tail rotor, directing all power to the main rotors where it’s best invested. It also brings into play another gem of engineering: the Collective & Differential Pitch Change Mechanism (CDPCM) that transmits twin-engine torque to two sets of ‘contras’. It is a pure marvel of Russian engineering.

Differential pitch changes to the two rotors create conventional responses in cockpit through unconventional means. I remember reading about the CDPCM during type-rating and sending out a silent applause (and prayer) “may the twain never meet”. Because when they do, two rotors spinning at high speed can have a ‘blade rendezvous’.

Unlike ‘Rendezvous with Simi Garewal‘, here everything comes to an instant, disastrous end. There have been accidents where ‘Blade RV’ was noted as a ‘probable cause’, but there were no conclusive findings since we suck at accident investigation and follow-through. At least 3 KAs / KMs were lost to ground resonance – a known hazard for helicopters. At those slim distances, you cannot give ‘shockers to rotors’.

The simplicity of design, robustness of structure, mechanical systems, powerplant and transmission means these machines never stayed on ground for long. If anything, sensors (or humans) sometimes proved the weak link for Kamovs in Indian inventory. That will (hopefully) change with the IN’s mid-life upgrade (MLU) program that seeks to add teeth and firepower to the ASW KV-28. First batch of KV-28s ex-life extension and MLU will return to the Eagles’ Eyrie, couple of years from now. Numbers are debatable, effect won’t be, those on scene tell me with the modesty of Eagles who know their prey.

The KM-31 with its belly-mounted AEW radar is a veritable fulcrum around which the fleet maneuvers at sea. Quietly occupying vanguard 8-10000 feet above MSL, KM-31 crews from IN have honed their skills to a point where fighters scrambling from an enemy airbase are picked up on their takeoff roll. Other specialists then set to work upon the targets.

Shipboard interface has been a mixed bag. The coaxial design means a ‘tall’ helicopter, since two sets of rotors are mounted on a single mast. The 4-wheeled landing gear requires a wire-pulley traversing gear to move 12 tons of steel from deck to hangar and back. There is no deck lock or recovery-assist system. SHOLs are conservative for takeoff, landing and traversing.

On the ‘plus’ side, simple blade-folding system of this 6-bladed coaxial rotor system is still a delight for deck crew. A team of two with basic equipment can fold rotors in under 2 mins while (Sea)kings of the sea confound themselves with a complicated, fully-automatic blade-fold system that decides whether you can start your engines or not. In the 21st century, nothing can beat the Kamov’s blade-fold system for sheer simplicity and fitness for afloat operations.

Old timers will agree that if a Kamov engine fires up and the rotors start to move under power, nothing can hold you back except a crew without balls to match.

That explains why there are two sets of people in the world I know: the ‘contras’ who have been there, done that; and others who wondered how.

**********

Kaypius
Kaypius (Pic by Sitam Moharana, photo-journalist)

©KP Sanjeev Kumar, 2019. All rights reserved. I can be reached at kipsake1@gmail.com. Views are personal. Cover photo courtesy ‘Falcons’ – Kamov-31 crew of Indian Navy. Image is property of Indian Navy and is to be used only with permission.

kaypius

I am a full time aviator and part time writer. Between some real flights & some flights of fancy, this blog took birth. If you like it, great! If not, come back later and I may have something better for you! Happy reading!

13 thoughts on “That Bloody Kamov Guy!

  • September 9, 2019 at 07:28
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    Very interesting reading and well described operations of KV, KA & KM.

    Reply
  • September 9, 2019 at 11:41
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    like always a thrilling ride.I know nothing about aircraft but you make me curious and be enthralled.
    you do have the balls and brains and I can feel them.may your tribe prosper.
    happy landings always.

    Reply
    • September 9, 2019 at 11:56
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      Warmly appreciated, @wingedream! I am sure many Falcons & Eagles on ground, ships and in the air will read your comment and smile with gratitude ❤️

      Reply
    • September 9, 2019 at 18:47
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      Being the old timer purely a KA driver was never privileged to be assisted by Pakapa and Panapa. My only reliable Doosra were highly professional and courageous Observers who would guide me and gave me the confidence to be airborne 2-3 hours in the Dark night or zero visibility in pouring rain. Seeing the Doosra sitting calmly next to you when you are sweating away communicating without words ‘GO On’ you know All is Well.
      Thanks to those Stalwarts Lamby Vinay, Chahal, RV and Suneet who had my back during the thousand plus hours flown on the most demanding and satisfying flying machine.
      Hats off to my Doosras.
      The best part was that we could exploit the machines to the designed limits right to the end. You are right once fired you could rely on mission completion. One of the things I learnt was that you had to fire them once a week if you wanted them to keep going. If not flying I made a policy of a ground run once a week and it worked. We flew them more in dusk years than they flew in initial years. Maybe we had the benefit of wisdom of all our predecessors.
      Salute to Kamov Bureau for the beauty product. And thanks Kips for bringing out the memories.

      Reply
      • September 10, 2019 at 07:35
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        Wise words indeed. Who knows it better than you! I am fortunate to have done time under you

        This stream has produced some of the best airborne tacticians navy has ever seen. Continues to date.

        Reply
  • September 10, 2019 at 11:43
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    Thanks Sir for rekindling the pride and nostalgia felt in flying a machine which has proven it’s ruggedness in performance over the decades. Having spent eight years and over a thousand hours strapped up with TACCO’s & SENSO’s, who were as reliable as the machine and with whom, a bond was forged as unique as one forms with a machine on whom your life depends, your article pays rich tributes to the understated “bird of prey” of the IN’s fleet.
    Even though it may not have the dashing looks of it’s Western counterparts of that era, the Kamov helicopters, for those who’ve flown (& lived in/with) them, stand true to the saying “a thing of beauty is a joy forever” !!

    Reply
    • September 10, 2019 at 13:21
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      Well said Nikhil

      Reply
  • September 11, 2019 at 18:08
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    Lovely piece KP. I never realised that you held me with such an awe. Jokes apart, I completely agree that one has to be blessed and lucky to get into Kamovs. Once in the squadron one has to have talent, grit and balls of steel to fly the wonderful bird. Flying it in dark night is an altogether different ball game. I know how challenging it is and the high it gives after every landing. Doing all this from an SNF deck? I am not sure I have that kind of command on the Queens English to pit that experience to words.

    Thanks once again for the piece.

    Reply
    • September 11, 2019 at 18:28
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      VMT, Sir ❤️
      May the tribe grow & prosper

      Reply
  • October 9, 2019 at 05:53
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    All the technical aspects of these complicated mean machines are explained so beautifully, in your inimitable style, KP. Great read and learning.

    Reply
  • October 9, 2019 at 11:35
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    interesting read, keep them coming KPS, happy landings and happy writing!

    Reply
    • October 9, 2019 at 13:44
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      VMT, Sir! Warm greetings & happy landings always

      Reply

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