Kamov Ka-50

.

"Kamov Ka-50 & Ka-52 Country of origin. Russia Type. Attack helicopter Powerplants. Ka-50 - Two 1635kW (2190shp) Klimov TV3-117VMA turboshafts, driving two three-blade counter rotating coaxial main rotors. Performance. Ka-50 - Max speed 310km/h (167kt). Hovering ceiling out of ground effect 13,125ft. Combat

range 520krn (280nm). Endurance with standard fuel 1 hr 40min, endurance with auxiliary fuel 4hr. Weights. Ka-50 - Normal takeoff 9800kg (21,605lb), max takeoff 10,800kg (23,810lb). Dimensions. Ka-50 - Rotor diameter (each) 14.50m (47ft 7in), length overall rotors turning 16.00m (52ft 6in), height overall 4.93m (16ft 2in). Rotor disc area each 165.1 M2 (11 777.4sq ft). Accommodation. Pilot only in Ka-50, or crew of two in Ka-52. Armament: One single barrel 30mm 2A42 gun on right side of the fuselage. Two hardpoints on each stub wing can carry a variety of weaponry, including up to 80 S-8 80mm rockets in four packs, or 12 Vikhr-M (AT-12) tube launched laser guided air-to-surface missiles. Other options include gun pods and AAMs. Operators. Russia History. The Ka-50 (or Hokum' in NATO parlance) is one of two attack helicopters (the other being the Mi-28) that were developed against a Russian army requirement for a new close air support helicopter. Design work on Kamov's first helicopter for the then Soviet army began in 1977, and the first prototype Ka-50, the V.80, flew for the first time on July 27 1982. Characteristic of a Kamov helicopter, the Ka-50 features two counter rotating coaxial main rotors, which negates the need for a tail rotor and allows the construction of a simpler, more compact airframe. Unusually for an attack helicopter though, the Ka-50 is a single seater, Kamov incorporating some of the advanced auto hover systems developed for its naval helicopters to reduce pilot workload. Another unique Ka-50 feature is the ejection seat - the main rotors are jettisoned before the pilot's seat is ejected. More than 35% of the Ka-50's structure by weight is of composites. The Ka-50 was reportedly selected in preference to the Mil Mi-28 in 1986, although in early 1994 new competitive evaluation trials between the two types began. Both are in low rate low rate series production. Kamov is also developing the FLIR and NVG cockpit compatible Ka-50N. The Russian army, concerned with the heavy workload imposed on the pilot of the Ka-50, sanctioned the development of a two seater with all weather, day and night capability, the Ka-52. The Ka-52 is unique among dedicated attack helicopters in that it seats two side by side. Approximately 85% of the airframe remains unchanged from the Ka-50. First flight was on June 25 1997. Kamov is actively marketing the Ka-50 as the Black Shark and the Ka-52 as the Alligator on the world market and they may yet find their ways into service with Middle Eastern or African nations attracted to its relatively low purchase price."

(source: International Directory of Military Aircraft 1998-1999)

Ka-50 Combat Helicopter

The Ka-50 Helicopter is intended to engage various ground targets including armoured and soft-skinned vehicles, as well as slow and low-altitude aerial targets. The helicopter is efficient in performing combat missions in close vicinity to the enemy’s fire positions owing to its high agility, survivability and powerful high-precision armament.

High survivability of the helicopter is ensured by various means. Coaxial configuration without tail rotor, related control systems and gear box radically adds to the helicopter survivability. The main rotor blades made from super-strong plastics are capable of sustaining several direct hits. Composite materials, free from secondary destruction effect (splinters) proper to metals, amount to 35% of the helicopter load-carrying structure. In addition to bullet-proof 55mm thick glass the pilot’s cockpit is fitted with the armoured plates that can withstand lateral hit of 20mm projectiles. Fuel tanks, control, auxiliary power unit, hydraulic and other critical systems also have special protection. The landing gear and fuselage are designed to absorb ground impact over-loads. With one engine damaged the helicopter still can fly on the one remaining engine. The rotor swash plate control rods remain operational, even if one of them has sustained two large-calibre machine gun shot holes.

Prominent heat suppressers over engine exhaust ducts are to reduce the IR signature.

The Ka-50 is fitted with the world’s first helicopter emergency rescue system (the K-37 ejection seat, rocket-operated parachute system, jettisonable main rotor blades) intended to safely eject the pilot in flight and at the ground.

Avionics

The Ka-50 helicopter is equipped with advanced flight control, fire control and navigational systems allowing round-the-clock flights in any weather conditions.

The heart of the Ka-50 helicopter avionics is its precise target designation system with digitally coded communications equipment, to ensure secured data exchange between helicopters, and ground command posts. Each helicopter flying in formation, is displayed with its coordinates and heading indicated. When any of the helicopters picks up a target, the respective data is automatically furnished to the rest of the group enabling the commander to select the attach pattern and designate targets.

The head-up display and helmet-mounted target designation system provide the pilot with the integrated data necessary for the “nap-of-the-earth” flying and weapons control.

The advanced SHKVAL Automatic Sighting System ensures target detection and identification, precise guidance of the VIKHR ATGMs and use of 2A42 gun. The IR imager pod is mounted on the helicopter to provide for effective firing from all types of armament at night.

Armament

The Ka-50 can carry differentvariants of payload with total weight of about 2,000 kg on four underwing pylons. The pylons can be tilted downward to 10 degrees. Fuel tanks can be mounted, if necessary, on all the suspension points. Due to increased ATGM engagement range and high resolution of the sighting system the Ka-50 pilot is able to engage hostile armoured units at stand-off distances.

The Ka-50 fire power is based essentially on VIKHR Supersonic Antitank Laser-beam Guided Missiles with a maximum range of 8 to 10 km and a flexibly mounted 30 mm gun.

The combined warhead of the VIKHR Missile is fitted with different fuses. High accuracy jam-proof guidance system ensures effective engagement of different ground targets (with 900mm Explosive Reactive Armour) as well as the airborne targets flying at a speed of up to 800 km/h. The pilot selects required fuse in flight. The VIKHR guided missiles also are efficiently used to kill air targets, such as helicopters and strike aircraft, thus rendering air cover to friendly troops over the battlefield. The 2A42 Gun is standardised with the gun of the Army’s BMP-2 infantry combat vehicle. The pilot can select rate of fire, and type of ammunition supplied from two boxes loaded with armour-piercing and HE fragmentation rounds.

Maintenance

The time and workload problems of ground personnel preparing the aircraft for combat mission have been successfully solved. Electric hoists built in the pylons facilitate suspension of weapons weighing up to 500 kg. The supersonic missiles are suspended as an integral block; the stowage process of the belted ammunition into the boxes is simplified and mechanised. The on-board equipment is easily accessible for field inspection and servicing at ground level through large hinged door panels on the fuselage skin.

The Ka-50 is designed for long-time operation away from base airfields on unprepared pads.

According to Russian Air Force specialists and foreign experts, the Ka-50 is not merely another combat rotary craft: it presents a new trend in helicopter construction and Army aviation tactics. In terms of tactical and technical characteristics, the Ka-50 combat helicopter clearly outperforms its foreign competitors.

Max take-off weight, kg 10,800

To weight (normal), kg 9,800

Number and type of the engines 2TV3-117VMA turbo-shafts

Engine power, hp 2,200

Main rotor diameter, m 14,5

Max speed (at diving), km/h 350

Max speed, km/h 300

Cruise speed 275

Max load factor, g +3

Vertical climb rate at 2500, m/s 10

Hovering ceiling, m 4,200

Service ceiling, m 5,500

Practical flight range, km:

with internal fuel

with internal and auxiliary tanks

450

1,100

Crew, persons 1

Armament:

2A42 Gun:

calibre, mm

ammunition load, rds/m

weight of mount, kg

AP/HEF feed

max range of fire, m

muzzle velocity, m/s

30

460

200-300/800, single

selective

4,000

980

VIKHR-1 ATGMs:

range of launch, m

velocity

quantity

500-8,000

supersonic

12

950

armor piercing capability, mm

flying weight,kg

warhead

45

combined, antitank

Rockets:

calibre, mm

number of rockets, pcs

accurate firing range, m

80

40

4,000

“air to air” missiles:

model

quantity

range of missile

“Igla-V”

4

5,200

(source: Rosvooruzhenie)

KAMOV KOMPANIYA (Kamov Company)

KAMOV Ka-50 CHERNAYA AKULA

English name: Black Shark NATO reporting name: Hokum

Type

Attack helicopter.

Programme

Project launched in December 1977 as V-80 (Vertolyet 80: Helicopter 80); first prototype (010) built by Kamov bureau and hovered at Lyubertsy 17 June 1982 and flew on 23 July, powered by TV3-117V engines; second prototype (011) flew 16 August 1983 with TV3-117VMA engines and mockup of Shkval tracking system, Merkury LLLTV, cannon and K-041 sighting system; both prototypes wore painted `windows' to simulate fictitious rear cockpits. Initially reported in West in mid-1984, but first photograph did not appear (US Department of Defense's Soviet Military Power) until 1989. First prototype lost in fatal accident on 3 April 1985; replaced by third prototype (012) with Mercury LLTV system for state comparative test programme against Mil Mi-28, which completed in August 1986. Two preproduction V-80Sh-1s (014 and 015) were first to be built at Arsenyev and introduced UV-26 chaff/flare dispensers; second had K-37-800 ejection system and mockup of LLLTV in articulated turret. Ordered into production in December 1987. Further three for continued development work comprised 018 (first flown at Arsenyev 22 May 1991), 020 `Werewolf' and 021 `Black Shark'. (Export marketing name was originally Werewolf, but changed to Black Shark by 1996.) State tests of Ka-50 began in mid-1991 and type was commissioned into Russian Army Aviation in August 1993 for trials at 4th Army Aviation Training Centre, Torzhok. In August 1994, the Ka-50 was included in the Russian Army inventory by Presidential decree, judged winner of the fly-off against Mi-28. The Mi-28 was nominally terminated on 5 October 1994 but the competition continued. Further army evaluation followed when first two of four production Ka-50s were funded in 1994 and officially accepted on 28 August 1995; third and fourth received in 1996; these four numbered 20 to 23 (prompting preseries 021 to be renumbered 024 to avoid confusion). Arsenyev production was to have increased to one per month during 1997, but this did not occur. The original Ka-50 (and rival Mi-28A) were overtaken by the issue of a revised requirement which

emphasised night capability - favouring the two-seat Mi-28. The initial order for 15 Ka-50s was reportedly cancelled in September 1998, with procurement postponed until 2003. Three deployed to Mozdok during 1999 for use in Chechnya. Klimov VK-3000 turboshaft offered as alternative power plant.

Current Versions

Ka-50 (`Hokum'): As described. Ka-50N (Nochnoy: Nocturnal): Also reported as Ka-50Sh. Night-capable attack version; essentially a single-seat Ka-52. Programme began 1993; originally based on TpSPO-V and Merkury LLLTV systems, which tested on Ka-50 development aircraft. Ka-50N first reported April 1997 as conversion of prototype 018 with Thomson-CSF Victor FLIR turret above the nose and Arbalet (crossbow) mast-mounted radar, plus second TV screen in cockpit; FLIR integrated with Uralskyi Optiko-Mekhanicheskyi Zavod (UOMZ) Shamshit-50 (Laurel-50) electro-optic sighting system, incorporating French IR set. First flight variously reported as 4 March or 5 May 1997; programmed improvements included replacement of PA-4-3 paper moving map with digital equivalent; by August 1997, FLIR turret was repositioned below nose and Arbalet was removed; by mid-1998, had IT-23 CRT display replaced by TV-109, and HUD removed and replaced by Marconi helmet display. Proposed new cockpit shown in September 1998, having two Russkaya Avionika 203 Ч 152 mm (8 Ч 6 in) LCDs and central CRT for sensor imagery. Indigenous avionics intended for any local production orders; French systems as interim solution and standard for export. The Republic of Korea Army is reportedly interested in both the Ka-50N and the baseline Ka-50. In 1999, preproduction aircraft 014 was exhibited with a UOMZ GOES sensor turret in place of Shkval. Ka-50-2: Designation applies to three quite different aircraft. Basic Ka-50-2 is a variant of the Ka-50 single-seater, though the designation is also applied to two twin-seat aircraft; first of these was a version of the Ka-52 Alligator and, as such, is described more fully in that entry. All Ka-50-2s differ from the baseline Ka-52 in retaining attack and anti-tank role using 12 laser beam-riding AT-8 Vikhr ATGMs or 16 Rafael NT-D ATGMs; avionics to be supplied by Israel Aircraft Industries, Lahav Division; 024 used as demonstrator. The basic Ka-50-2 was proposed to China, Finland, India, South Korea, Malaysia, Myanmar, Poland, South Africa, Syria and Turkey. Second variant of Ka-50-2 is another two-seater, intended to have conventional stepped tandem cockpits; is offered to armed forces which do not accept the single-seat or side-by-side two-seat layouts. A further subvariant of the tandem-seat Ka-50-2, the Erdogan (Turkish for Born Fighter), was proposed to Turkey jointly by Kamov and Israel Aircraft Industries. This would have been fitted with longer-span wings and feature a NATO-compatible Giat 621 turret containing a single 20 mm cannon which would fold down below the belly of the helicopter in flight, for a 360є arc of fire; it would fold to starboard for landing, and could be fired directly forward, even when folded. TV3-117VMA-02 engines. Ten Turkish pilots flew Alligator `061' at Antalya, Turkey, in early 1999 as part of evaluation process; requirement was for 145. Named as second choice when Bell AH-1Z selected. Ka-52: Two-seat version; described separately.

Customers

Four for Russian Army service trials, plus eight flying prototype and preseries helicopters; all delivered. Further 10 ordered in 1997 budget and six in 1998, of which first three were due for delivery before end of 1998; initial helicopter eventually completed in June 1999. One army helicopter lost in accident, 17 June 1998; attributed to rotor clash.

Costs

Unit price of Ka-50N quoted as between US$12 million and US$15 million in mid-1999.

Design Features

World's first single-seat close support helicopter. Coaxial, contrarotating and widely separated semi-rigid three-blade rotors, with swept blade tip, attached to hub by steel plates; small fuselage cross-section, with nose sensors; flat-screen cockpit, heavily armour protected by combined steel/aluminium armour and spaced aluminium plates, with rearview mirror above windscreen; small sweptback tailfin, with inset rudder and large tab; high-set tailplane on rear fuselage, with endplate auxiliary fins; retractable landing gear; mid-set unswept wings, carrying ECM pods at tips; four underwing weapon pylons; engines above wingroots; high agility for fast, low-flying, close-range attack role; partially dismantled can be air-ferried in Il-76 freighter. Much of fuselage skin formed by large hinged door panels, providing access to interior equipment from ground level.

Flying Controls

Kamov coaxial design; generally as Ka-32.

Structure

Fuselage built around steel torsion box beam, of 1.0 m (3 ft 3ј in) square section. Wing centre-section passes through beam. Cockpit mounted at front of beam, gearbox above and engines to sides. Carbon-based composites materials constitute 35 per cent by weight of structure, including rotors. Approximately 350 kg (770 lb) of armour protects pilot, engines, fuel system and ammunition bay; canopy and windscreen panels are 55 mm (2ј in) thick bulletproof glass.

Landing Gear

Hydraulically retractable tricycle type; twin-wheel steerable nose unit and single mainwheels all semi-exposed when up; all wheels retract rearward; low-pressure tyres.

Power Plant

Two 1,633 kW (2,190 shp) Klimov TV3-117VMA turboshafts with VR-80 main reduction gearbox and two PVR-800 intermediate gearboxes, with air intake dust filters and exhaust heat suppressors. Later use of 1,838 kW (2,465 shp) TV3-117VMA-SB3 turboshafts intended. Two primary fuel tanks, filled with reticulated foam, inside fuselage box beam. Total internal capacity approximately 1,800 litres (485 US gallons; 404 Imp gallons). Front tank feeds port engine; rear feeds starboard and APU. Each tank protected by layers of natural rubber. Provision for four 500 litre (132 US gallon; 110 Imp gallon) underwing auxiliary fuel tanks. Transmission remains operable for 30 minutes after oil system failure.

Accommodation

Double-wall steel armoured cockpit, able to protect pilot from hits by 20 and 23 mm gunfire over ranges as close as 100 m (330 ft). Interior black-painted for use with NVGs. Specially designed Zvezda K-37-800 ejection system, ostensibly for safe ejection at any altitude (actually from 100 m; 330 ft); following explosive separation of rotor blades and opening of cockpit roof, pilot is extracted from cockpit by large rocket; alternatively, he can jettison doors and stores before rolling out of cockpit sideways. Associated equipment includes automatic radio beacon, activated during ejection, inflatable liferaft and NAZ-7M survival kit.

Systems

All systems configured for operational deployment away from base for up to 12 days without need for maintenance ground equipment; refuelling, avionics and weapon servicing performed from ground level. AI-9V APU for engine starting, and ground supply of hydraulic and electrical power, in top of centre-fuselage. Anti-icing system for engine air intakes, rotors, AoA and yaw sensors; de-icing of windscreen and canopy by liquid spray. PrPNK Rubikon (L-041) piloting, navigation and sighting system based on five computers: four Orbita BLVM-20-751s for combat and navigation displays and target designation, plus one BCVM-80-30201 for WCS. Incorporates PNK-800 Radian navigation system, with C-061K pitch and heading data, IK-VSP-VI-2 speed and altitude and PA-4-3 automatic position plotting subsystems. Series 3 Tester U3 flight data recorder. Ekran BITE and warning system. KKO-VK-LP oxygen system with 2 litre (0.07 cu ft) supply for 90 minutes. Electrical supply from two 400 kW generators at 115 V 400 Hz three-phase AC; 500 W converter; rectifiers for 27 V DC supply.

Avionics

Integrated by NPO Elektro Avtomatika. Comms: Two R800L1 and one R-868 UHF transceivers, SPU-9 intercom, P-503B headset recorder, Almaz-UP-48 voice warning system and HF com/nav; IFF (`Slap Shot'). Flight: INS; autopilot; Doppler box under tailboom; ARK-22 radio compass; A-036A radio altimeter. Instrumentation: Conventional instruments; ILS-31 HUD; moving map display (Kronstadt Abris on some aircraft); small IT-23MV CRT beneath HUD, with rubber hood, to display only FLIR and monochrome LLLTV imagery. Pilot has Obzor-800 helmet sight effective within ±60є azimuth and from -20є to +45є elevation; when pilot has target centred on HUD, he pushes button to lock sighting and four-channel digital autopilot into one unit. Displays compatible with OVN-1 Skosok NVGs. Mission: To reduce pilot workload and introduce a degree of low observability, target location and designation is assigned

to other aircraft; equipment behind windows in nose includes I-25IV Shkval-V daylight electro-optical search and auto-tracking system, laser marked target seeker and range-finder; FOV ±35є in azimuth +15є to -80є in elevation. FLIR turret to be added in nose for use with NVGs. Self-defence: L150 Pastel RWR in tailcone, at rear of each wingtip EW pod and under nose; total of 512 chaff/flare cartridges (in four UV-26 dispensers) in each wingtip pod. L-140 Otklik laser detection system; L-136 Mak IR warning.

Armament

Four BD3-UV pylons on wings. Up to 80 S-8 80 mm air-to-surface rockets in four underwing B8V20A packs or 20 S-13 122 mm rockets in four B-13L pods; or up to 12 9A4172 Vikhr-M (AT-12) tube-launched laser-guided ASMs with range of 8 to 10 km (5 to 6.2 miles) capable of penetrating 900 mm of reactive armour; or mix of both; Vikhr launched from trainable UPP-800 mounts, which can be depressed to -12є; single-barrel 30 mm 2A42 gun on starboard side of fuselage, with up to 470 armour-piercing or high-explosive fragmentation rounds, can be depressed from +3є 30' to -37є in elevation and traversed from -2є 30' to +9є in azimuth hydraulically and is kept on target in azimuth by tracker which turns helicopter on its axis; two ammunition boxes in centre-fuselage. Front box contains 240 AP rounds, rear box 230 HE rounds. Selectable rapid (550 to 600 rds/min) or slow (350 rds/min) fire, with bursts of 10 or 20 rounds. Provision for alternative weapons, including UPK-23-250 23 mm gun pods, Igla or R-73 (AA-11 `Archer') AAMs, Kh-25MP (AS-12 `Kegler') ARMs, FAB-500 bombs or dispenser weapons.

Dimensions, External

Rotor diameter (each) 14.50 m (47 ft 7 in)

Length overall, rotors turning 16.00 m (52 ft 6 in)

Fuselage length, excl noseprobe 14.20 m (46 ft 7 in)

Wing span 7.34 m (24 ft 1 in)

Height overall 4.93 m (16 ft 2 in)

Tailplane span 3.16 m (10 ft 4Ѕ in)

Wheel track: main 2.67 m (8 ft 9 in)

nose 0.34 m (1 ft 1Ѕ in)

Wheelbase 4.19 m (13 ft 9 in)

Areas

Rotor disc (each) 165.13 m2 (1,777.4 sq ft)

Weights and Loadings

Weight empty 7,800 kg (17,196 lb)

Max external stores 3,000 kg (6,610 lb)

Normal T-O weight: Ka-50 9,800 kg (21,605 lb)

Erdogan 9,800 kg (21,605 lb)

Max T-O weight: Ka-50 10,800 kg (23,810 lb)

Erdogan 11,300 kg (24,912 lb)

Performance

Max speed:

in shallow dive 210 kt (390 km/h; 242 mph)

in level flight 162 kt (300 km/h; 186 mph)

in sideways flight 43 kt (80 km/h; 49 mph)

in backward flight 48 kt (90 km/h; 55 mph)

Cruising speed 146 kt (270 km/h; 168 mph)

Vertical rate of climb at 2,500 m (8,200 ft) 600 m (1,970 ft)/min

Service ceiling 5,500 m (18,040 ft)

Hovering ceiling OGE 4,000 m (13,120 ft)

Range: combat 243 n miles (450 km; 279 miles)

with max internal fuel 280 n miles (520 km; 323 miles)

with 4 auxiliary tanks:

Ka-50 594 n miles (1,100 km; 683 miles)

Erdogan 626 n miles (1,160 km; 720 miles)

Endurance: standard fuel, 10 min reserves 1 h 40 min

with 2 auxiliary tanks 2 h 50 min

g limit +3.5

KAMOV - KAMOV OAO (Kamov JSC)

MANUFACTURER DETAILS

ulitsa 8-go Marta 8, Lyubertsy, 140007 Moskovskaya oblast Tel: (+7 095) 700 32 04 and 171 37 43 Fax: (+7 095) 700 30 71 and 700 31 10 e-mail: kb@kamov.ru Web: http://www.kamov.ru

General Designer: Sergei V Mikheyev, PhD Deputy General Designer: Beniamin A Kasyanikov Chief Designers: Boris Gubarev (Ka-115) Vyacheslav Krygin Evgeny Pak Aleksandr Piorzhnikov Grigory Yakemenko (Ka-50) Evgeny Sudarev

Formed in 1948, this OKB continues work of Prof Dr Ing Nikolai Ilyich Kamov. All Kamov helicopters in current service have coaxial contrarotating rotors; Ka-60/62, under development, have single main rotor, with anti-torque Fenestron. Latest product to take to the air is the Ka-60, on 24 December 1998, but it was reported in September 2000 that a new transport helicopter, to compete against Western NH90 and S-92, is under development. Since 1996, Kamov has been a member of the RSK `MiG' consortium (which see). It is 49 per cent state-owned, and its design bureau and experimental construction plant employed 2,500 people in 1998. There are plans for separation from RSK `MiG' and integration with those factories producing Kamov helicopters, namely the Arseneyev factory (Ka-50) and the Kumertau factory (Ka-32 family) as well as the Voronezh Mechanical Plant, which produces gearboxes, and the Stupino Metallurgical Plant, which makes rotors and propeller assemblies. The affiliated Aero-Kamov Air Transportation Company (Tel/Fax: (+7 095) 700 31 60) operates a fleet of Ka-32s for diverse tasks, including firefighting, and has helicopters based in Russia, Canada and South Africa.

ARSENYEV - ARSENYEVSKOYE AVIATSIONNOYE PROIZVODSTVENNOYE PREDPRIYATIE IMENI N I SAZYKINA (Arsenyev Aviation Production Enterprise `Progress' named for N I Sazykin)

MANUFACTURER DETAILS

prospekt Lenina 5, 692335 Arsenyev, Primovsky Kray Tel: (+7 423) 612 48 97 Fax: (+7 423) 612 61 30

General Director: Vladimir Pechyonkin

Arsenyev plant previously built the Mil Mi-24/25/35 series of combat helicopters, in parallel with Rostvertol, and was also manufacturer of the Yak-55 aerobatic lightplane; a modified version of the last-mentioned, the Technoavia SP-55, was returned to production in 1999, in an initial batch of five, two of which delivered to Technoavia by October 2000. Arsenyev is responsible currently for the Kamov Ka-50 (including, if ordered, the Ka-50-2 export version) and Mil Mi-34 helicopters, as well as Moskit missiles. It has been assigned the new Kamov Ka-60. Russian government shareholding is 51 per cent. A government decree of 31 December 1997 authorised the Arsenyev plant to offer the Ka-50 for export and supply spares and support for existing Mi-24/25/35 helicopters. Overseas delivery of P-15U, P-20, P-21 and P-22 cruise missiles is also covered.

(source: Jane's All the World's Aircraft 2001-2002)