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Kamov Ka-27
Kamov Ka-27
Kamov Ka-27
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The Kamov Ka-27 (NATO reporting name 'Helix') is a military helicopter developed for the Soviet Navy, and as of 2024 is in service in various countries including Russia, Ukraine, Vietnam, China, South Korea, and India. Variants include the Ka-29 assault transport, the Ka-28 downgraded export version, and the Ka-32 for civilian use.

Key Information

Design and development

[edit]

The helicopter was developed for ferrying and anti-submarine warfare. Design work began in 1969 and the first prototype flew in 1973. It was intended to replace the decade-old Kamov Ka-25, and had to have identical or smaller external dimensions than its predecessor. Like other Kamov military helicopters it has coaxial rotors, removing the need for a tail rotor. In total, five prototypes and pre-series helicopters were built. Series production started at Kumertau in July 1979, and the new helicopter officially entered service with the Soviet Navy in April 1981.[1]

The Ka-27 has a crew of three with a pilot and navigator both stationed in the cockpit, and a sonar operator seated behind them. It has a four-leg fixed landing gear. The Ka-27 is equipped with two lateral buoys, that can be inflated in the case of a forced landing on water.[1]

The Ka-27PL anti-submarine version is equipped with a radar, and either a dipping sonar or a magnetic anomaly detector. It can also carry either up to 36 sonobuoys, or a torpedo, or between six and eight conventional depth charges, or a single nuclear one. Ka-27PLs generally operate in pairs as hunter-killer teams.[1]

The Ka-27PS search and rescue helicopter can carry 12 folding seats or four stretchers in its cabin, and is equipped with a 300 kg (660 lb) winch. Its fuel capacity of 3,450 litres (910 US gal) is greater than the 2,940-litre (780 US gal) capacity of the Ka-27PL.[1]

Ka-32 variants, e.g. the Klimov-powered Ka-32A11BC, have been certified for commercial operations throughout the world, notably in Canada and Europe. The Ka-32 has been certified for the newer Klimov VK-2500PS-02 engine.[3]

Operational history

[edit]
Ka-27s aboard the aircraft carrier Novorossiysk in 1984

A Russian Navy Ka-27 helicopter from the Russian Udaloy-class destroyer Severomorsk conducted interoperability deck landing training on board the US command ship USS Mount Whitney on 22 July 2010.[4]

Ka-32A11BC multipurpose helicopters have been successfully operated in Portugal for over five years. In 2006, Kamov won the tender for the supply of Ka-32A11BC firefighting helicopters, to replace Aérospatiale SA 330 Pumas.[citation needed]

Over 240 Ka-32 have been built as of 2019 and have been exported to more than 30 countries;[5] South Korea operates some 60 Ka-32s.[6][7] In the mid-1990s Russia offset debt to South Korea through supplies of weapons.[8]

The Ka-32A11BC features a high power-to-weight ratio and ease of handling, owing to its coaxial rotor design. The rotors' diameters are not restricted by the presence of a tail rotor and associated tail boom; this facilitates maneuvering near obstacles and helps assure exceptional accuracy when hovering in heavy smoke and dust conditions. The Ka-32A11BC may be equipped with the Bambi Bucket suspended fire-fighting system of up to five tons capacity. The service life has been extended to up to 32,000 flight hours.[9]

Since the 1990s, China has purchased the Ka-28 export version and Ka-31 radar warning version for the PLAN fleet. Ka-31 purchases were first revealed in 2010. It is believed that Chinese Ka-28s have been equipped with more enhanced avionics compared to Ka-28s exported to other countries.[10]

In 2013, Russia tested the new Kamov Ka-27M with an active electronically scanned array radar. The basis of the modernization of the Ka-27M is installed on the helicopter airborne radar with an active phased array antenna FH-A. This radar is part of the command and tactical radar system that combines several other systems: acoustic, magnetometric, signals intelligence and radar. All the information on them is displayed on the display instrumentation.[11]

Ka-32s are used for construction of transmission towers for overhead power lines, as it has somewhat higher lift capacity than the Vertol 107.[12] In Canada, the Ka-32 is used for selective logging as it is able to lift selective species vertically.[13]

In August 2013, a Kamov Ka-32, C-GKHL operating in Bella Coola, British Columbia, Canada, experienced failure of one of its Klimov TV3-117BMA engines (manufactured by Motor Sich in Ukraine). The subsequent technical investigation indicated that there was poor quality control in the assembly of the compressor turbine, leading to failure of the complete unit after several compressor blades separated.[14]

Ka-27s were used by the Ba'athist regime Syrian Navy during the ongoing Syrian Civil War.[15]

On 21 June 2024, a Ka-29 was reportedly shot down over Crimea, by a Russian Pantsir-S1, during a Ukrainian drone attack involving both air and naval drones, killing the crew of four.[16]

Variants

[edit]

Military

[edit]
A Russian Navy Ka-27PS
Three Russian Navy Ka-27M
Ka-252
First prototype.[1]
Ka-27K
Anti-submarine warfare prototype.
Ka-27PL
(Helix-A) Anti-submarine warfare helicopter.[1]
Ka-27PS
(Helix-D) Search and rescue helicopter, ASW equipment removed and winch fitted.[1] Fitted with 300 kg (660 lb) rescue hoist and hooks under fuselage for loads up to 5,000 kg (11,000 lb).[17]
Ka-27PV
Armed version of the Ka-27PS.
Ka-27M
The latest modification of the helicopter, equipped with radar and tactical command systems that include the following systems: acoustic sensors, magnetometric sensors, signals intelligence, and FH-A radar with active phased array antenna. The radar is mounted under the fuselage and provides all-around vision in the search and detection of surface, air, and ground targets. Serial upgrading of Ka-27Ms to the level of combatant helicopters was planned to begin in 2014. By the end of 2016, 46 Ka-27PLs had been scheduled for modernization, commissioned by the Russian Navy. The first eight serial Ka-27M were transferred in December 2016.[18] Mass production approved in June 2017 and started in early 2018.[19][20][21] A new delivery of 5 helicopters arrived in October 2018.[22][23] Half of the fleet is modernized as of December 2018.[24]
Ka-28
(Helix-A)[citation needed] Export version of the Ka-27PL.[1] Max takeoff weight increased to 12,000 kg (26,000 lb), as well max fuel and range also increased.[17]
Ka-29
Ka-29TB
(Helix-B) Assault transport armored helicopter, operated from amphibious landing ships or aircraft carriers, with accommodation for two pilots and 16 troops. 4 suspensions carry rockets, guns, bombs and anti-tank missiles. Production begun in the circa 1984 and over 60 were produced. It entered Soviet service in 1987. Other provisions include a single four-barreled 7.62 mm machine gun or 30 mm Shipunov 2A42.[17] Currently under re-activation and upgrade with changed engines and installed modern arms and electronics, among others.[25]
Ka-31
Early-warning helicopter.[26]

Civil

[edit]
Heliswiss Ka-32 installs digital-TV transmitter in Århus, Denmark.
  • Ka-32
    • Ka-32 pre-production prototype (1985): Exhibited at the 36th Paris Airshow in 1985.[27]
    • Ka-32C (198x): Little-known custom version.[citation needed]
    • Ka-32T (1987): (Helix-C) Utility transport helicopter, with accommodation for two crew and 16 passengers.
      • Ka-32A (1990): Civil transport helicopter. Initial production version.
        • Ka-32A1 (1994): Fire fighting helicopter, equipped with a helicopter bucket.
        • Ka-32A2 (1994): Police version, equipped with two searchlights and a loudspeaker. Can carry 11 passengers.[17]
        • Ka-32A7 (1994): Armed version of the Ka-27PS. Can carry 13 passengers. Has provisions to carry 2 x GSh-23L 23mm cannons, B-8V-20 rocket pods, 2 x Kh-35 anti-ship missiles or Kh-25 air-to-air missiles.[17]
        • Ka-32A12 (1996): Swiss-registered and approved version.
        • Ka-32A11BC (1997): Canadian, Chinese, European-certified version with Klimov TV3-117MA engines and Glass Cockpit. Used by Pegasus Air Services, Indonesia.[28]
          • Ka-32A11M (2012)
        • Ka-32A4 (1999): Special search and rescue, salvage and evacuation version.
      • Ka-32K (1991): Flying crane helicopter, fitted with a retractable gondola for a second pilot.
  • Ka-32S (1987): (Helix-C) Maritime utility transport, search and rescue helicopter, fitted with an undernose radar. Designed for arctic environments.
  • Ka-32M: Projected development with 1839kW TV3-117VMA-SB3 engines. Probably replaced by the Ka-32-10 project.
Kamov Ka-32S of Omega Helicopters at Moscow Bykovo airfield in 2004

Operators

[edit]
A Ukrainian Naval Aviation Ka-27 preparing for take off from USS Taylor
Ka-32 of Korea National Park Service
Map with military/government operators in blue, civilian operators in red, and operators in both fields in purple.

Military and government operators

[edit]
 Algeria
 Azerbaijan
 China
 India
 Laos
 North Korea
 Russia
 Serbia
South Korea
 Spain
 Syria
 Thailand
 Ukraine
 Vietnam
 Yemen
Photo of KA-32 Helicopter on temporary display at Aviation Museum of BC
KA-32A11BC

Civilian operators

[edit]
Ka-32 A12 of Heliswiss
Kamov Ka-32T of BNPB
 Brazil
 Canada
  • Vancouver Island Helicopters[44]
 Republic of Korea
 Switzerland
 Indonesia
 Japan
  • Akagi Helicopter[53]
 Bulgaria

Former operators

[edit]
 Portugal
 Yugoslavia
 Soviet Union

Specifications (Ka-27)

[edit]

Data from [58][59]

General characteristics

  • Crew: one-three, plus two-three specialists (Ka-27)
  • Capacity: 4,000 kg (8,818 lb) payload (Ka-32), or up to 16 troops (Ka-29).
  • Length: 11.3 m (37 ft 1 in)
  • Height: 5.5 m (18 ft 1 in)
  • Empty weight: 6,500 kg (14,330 lb)
  • Gross weight: 11,000 kg (24,251 lb)
  • Max takeoff weight: 12,000 kg (26,455 lb)
  • Powerplant: 2 × Isotov TV3-117V turboshaft engines, 1,660 kW (2,230 hp) each
  • Main rotor diameter: 2 × 15.8 m (51 ft 10 in)
  • Main rotor area: 392.2 m2 (4,222 sq ft) 3-bladed contra-rotating rotors

Performance

  • Maximum speed: 270 km/h (170 mph, 150 kn)
  • Cruise speed: 205 km/h (127 mph, 111 kn)
  • Range: 980 km (610 mi, 530 nmi)
  • Service ceiling: 5,000 m (16,000 ft)

Armament
Ka-27

Ka-29TB

  • 1 × mobile forward firing GShG-7.62 machine gun with 1800 rounds,
  • 1 × 30 mm 2A42 cannon with 250 rounds (flexible semi-rigid mount, optional/removable with ammunition carried in cabin)
  • four external hardpoints for bombs, rockets, gunpods, munitions dispensers, special four round missile launchers for the 9K114 Shturm

Avionics

See also

[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Kamov Ka-27

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from Grokipedia
The Kamov Ka-27 (NATO: Helix) is a Soviet-designed shipborne multi-role helicopter primarily developed for anti-submarine warfare (ASW) to succeed the Ka-25 in naval service. Featuring Kamov's signature coaxial contrarotating rotors for enhanced stability and maneuverability without a tail rotor, it entered operational use with the Soviet Navy in 1982 after design work initiated in 1969 and a first flight in 1973. Powered by two Klimov TV3-2BM turboshaft engines providing greater lift and endurance than its predecessor, the Ka-27 accommodates a crew of three and integrates dipping sonar, sonobuoys, radar, and armaments such as torpedoes or depth charges for submarine detection and engagement up to depths of 500 meters. Variants include the baseline Ka-27PL for ASW, the Ka-27PS for search-and-rescue operations, and export-oriented Ka-28 models, with civilian adaptations like the Ka-32 for heavy-lift utility tasks. Primarily operated by the Russian Navy, it has been exported to nations including India, China, Vietnam, and Ukraine, serving on destroyers, cruisers, and carriers for maritime patrol, transport, and over-the-horizon targeting support.

Development

Origins and Design Evolution

The Ka-27's development originated in 1969 at the design bureau, driven by the Soviet Navy's requirement to succeed the Ka-25 helicopter, which struggled with dipping sonar operations in nighttime or adverse weather. This initiative addressed the Ka-25's operational constraints, introduced in the early , by prioritizing all-weather ASW enhancements while maintaining compatibility with existing shipboard infrastructure. Evolving from Kamov's coaxial rotor lineage—tracing back to the 1947 Ka-8 and refined in naval predecessors like the Ka-15 and Ka-25—the Ka-27 retained counter-rotating, three-bladed main rotors without a to ensure compactness, stability, and efficiency for carrier and deployments. Key advancements included a lengthened for greater internal volume, broader-chord rotor blades for improved lift, reinforced transmissions to handle higher loads, and dual tail fins replacing the Ka-25's central fin for better yaw control and structural integrity. The design incorporated two TV3-117BK engines, each delivering 2,170 shp, surpassing the Ka-25's 970 shp GTD-3M units to enable a of 12,500 kg and extended mission endurance via increased fuel capacity. dimensions mirrored the Ka-25's to minimize fleet modifications, with foldable rotors facilitating storage on vessels like the Udaloy and Kiev classes. The initial prototype, initially designated Ka-252 before standardization as Ka-27, conducted its first flight on December 24, 1973, validating these evolutionary features for ASW primacy while incorporating a ventral bay for torpedoes and depth charges. This progression emphasized corrosion-resistant all-metal construction and modular bays, reflecting causal priorities for reliability in maritime environments over radical departures from proven engineering principles.

Prototyping, Testing, and Initial Challenges

Design work on the Kamov Ka-27 commenced in 1969 at the of Nikolai Kamov, aimed at rectifying the Ka-25's operational shortcomings, particularly its limited capacity for deploying dipping sonar during nighttime or adverse weather conditions required by the for . The prototype retained the coaxial rotor configuration of its predecessor but incorporated enhancements such as broader rotor blades for improved lift, reinforced transmissions to handle increased loads, dual tail fins for enhanced stability, and TV3-117BK engines each rated at 2,170 shp to provide the necessary power margin. The initial prototype, initially designated Ka-252, achieved its first hover on August 8, 1973, followed by a full first flight on December 24, 1973. Subsequent prototypes, including the Ka-27K dedicated to testing, underwent iterative refinements to validate the airframe's shipboard compatibility and sensor integration, building toward the production-standard Ka-27PL variant. Early development encountered power limitations in the prototype phase relative to the demands of expanded mission payloads and environmental resilience, necessitating the adoption of upgraded TV3-117V-series engines to achieve the required 1,635 kW output per unit and ensure reliable performance in over-water operations. Flight testing progressed through the 1970s, focusing on sonar deployment, stability in rough seas, and avionics reliability, with operational evaluations observed aboard Udaloy-class destroyers by September 1981 and Kiev-class carriers in 1983, culminating in state acceptance trials that cleared the path for serial production. These efforts addressed the causal constraints of the Ka-25's underpowered design without reported major structural or aerodynamic failures, though the extended timeline from prototype flight to service entry in 1982 reflected the technical rigor demanded for naval integration.

Production and Entry into Service

The Kamov Ka-27 transitioned from prototyping to series production at the Kumertau Aviation Enterprise (KumAPP) in the late , following the completion of five prototypes and pre-series aircraft. Initial manufacturing focused on the Ka-27PL variant, optimized for (ASW) with a crew of three, equipping it for submarine tracking and attack roles typically conducted in pairs. Production ramped up to meet requirements, yielding approximately 267 units across variants by the end of the era. The Ka-27 officially entered service with the in 1981, after extensive state trials validated its dipping , , and weapon systems for shipboard operations in adverse weather. This marked a significant upgrade over the preceding Ka-25, enabling all-weather ASW missions from cruisers and destroyers. The Ka-27PL became the primary production model, with subsequent adaptations like the Ka-27PS for search-and-rescue entering limited production shortly thereafter to expand naval utility roles. Export production of the downgraded Ka-28 variant began in the for allied nations, though domestic output prioritized frontline deployment.

Technical Design

Airframe, Rotors, and Structural Features

The Kamov Ka-27 features a rotor system with two three-bladed main rotors mounted one above the other, eliminating the need for a and providing enhanced maneuverability and lift efficiency characteristic of designs. Each rotor has a diameter of 15.9 meters, with broader chord blades compared to predecessors for improved performance. The blades are constructed from composite materials and incorporate an electrothermal de-icing system to maintain operational capability in adverse weather. Rotor blades fold hydraulically for compact stowage in shipboard hangars, facilitating naval deployment. The airframe adopts a semi-monocoque fuselage design measuring 11.3 meters in length and 5.4 meters in height, with a boxier profile than the Ka-25 predecessor to increase internal volume for crew, equipment, and mission systems while minimizing external dimensions. Construction primarily uses all-metal alloys, including titanium for weight savings and strength in torque-transmitting structures where a tail rotor would otherwise be required, supplemented by composite materials in the tail cone for corrosion resistance in maritime environments. The lower fuselage hull is sealed for buoyancy, augmented by inflatable ballonet flotation devices deployable for emergency water landings. A twin vertical fin tail configuration provides stability without a central fin, and access includes side crew doors and a sliding rear cargo door. Structural features emphasize shipboard operations, including a quadricycle retractable with oleo-pneumatic shock absorbers to accommodate pitching decks, and corrosion-resistant coatings throughout. Auxiliary fuel tanks are mounted along the upper sides, and an onboard supports ground operations without external power. These elements contribute to a of approximately 11,000 kg while maintaining structural integrity under naval stresses.

Engines, Performance Metrics, and Flight Envelope

The Kamov Ka-27 is powered by two TV3-117KM engines, each providing 1,660 kW (2,226 shp) of power. These engines enable reliable operation in maritime environments, with the coaxial rotor design minimizing mechanical complexity by eliminating the need for a . Key performance metrics include a maximum speed of 270 km/h (168 mph), a cruising speed of approximately 230 km/h (143 mph), and a ferry range of 800 km (497 mi). The service ceiling reaches 5,000 m (16,404 ft), with a of 750 m/min (2,460 ft/min). Empty weight is around 6,100 kg (13,448 lb), and is 12,600 kg (27,778 lb).
MetricValue
Maximum Speed270 km/h (168 mph)
Cruising Speed230 km/h (143 mph)
Ferry Range800 km (497 mi)
Service Ceiling5,000 m (16,404 ft)
750 m/min (2,460 ft/min)
The supports shipboard operations in 5 and all-weather conditions, with capabilities for detecting submerged targets at depths up to 500 m. Endurance extends to 4.5 hours, constrained primarily by fuel capacity and mission profile rather than structural limits. The design prioritizes stability over extreme , with operational limits aligned to anti-submarine and search-and-rescue roles, including hover performance sufficient for deck landings on naval vessels.

Avionics, Sensors, and Navigation Systems

The Ka-27 employs a suite of integrated supporting (ASW) missions, including a mission computer that enables automatic flight control, stabilization, and guidance to designated areas. The system incorporates a modernized with stability augmentation for enhanced handling in maritime conditions. Basic communications include an IFF interrogator for identification, alongside standard radios and a radio direction finder designated A-100. Primary sensors center on ASW detection, featuring the Osminog (Octopus) search housed in an undernose for surface and submerged target acquisition, navigation, and beacon detection. The VGS-3 (Ros-V) dipping sonar, deployable to depths of up to 500 meters, provides active and passive detection, tracking, and coordinate determination with semi-automated data transfer. Complementary systems include the APM-73V for passive localization and sonobuoys such as RSL-N and RSL-NM1, processed via onboard signals equipment and relayed through dedicated communications links. An airborne receiver guides the to sonar buoy transmissions. Navigation relies on a flight-navigation complex permitting pre-programmed automatic routing and precise positioning, augmented by the radar's role in over-water transit and avoidance. The platform supports operations in sea states up to 5 and day/night conditions, with a tactical range extending to 200 km. Modernized variants like the Ka-27M incorporate glass cockpits, upgraded Phazotron FHA radars, and open-architecture for improved and secure exchanges, addressing in legacy systems.

Armament and Mission Systems

Anti-Submarine Warfare Equipment

The Ka-27PL (NATO: ) serves as the primary (ASW) variant of the Kamov Ka-27, equipped with specialized s for detection and tracking. Key detection systems include the nose-mounted Osminog () search , capable of scanning for surface vessels and low-flying targets, and the VGS-3 dipping sonar, which is lowered into the water via a system from the rear pod to actively and passively listen for submerged threats. A (MAD) tail boom provides passive detection of ferromagnetic hulls by identifying distortions in the . Sonobuoy dispensers allow deployment of up to 36 active or passive acoustic buoys to create detection arrays over large areas, relaying underwater noise data via radio to the 's onboard processing systems for analysis by the crew of three to five operators. and communication integrate with these s to support coordinated operations from surface ships, enabling the Ka-27PL to maintain station-keeping in rough seas up to 5. For engagement, the features an enlarged ventral weapons bay, heated for operations in sub-zero temperatures, accommodating up to four anti-submarine torpedoes such as the Type 53-65 or lighter AT-1, or alternatively APR-2 acoustic homing rockets and RGB-series depth charges. Earlier configurations supported up to twelve free-fall bombs or nuclear depth weapons, though conventional armaments predominate in post-Cold service. The bay's clamshell doors facilitate rapid deployment, with weapon release guided by data for precision targeting.

Search-and-Rescue and Utility Configurations

The Ka-27PS, designated Helix-D by , serves as the primary search-and-rescue (SAR) variant of the Ka-27 family, with (ASW) systems such as dipping sonar and detectors removed to accommodate equipment. It features a 300 kg capacity and hoist for individual victim recovery, along with provisions for group rescues including life rafts and drop containers. The cabin is configured to hold up to 12 folding seats for survivors or four stretchers for , enabling rapid response to maritime distress. In utility roles, the Ka-27PS supports external cargo loads of up to 3,000 kg via sling, facilitating over-water logistics or equipment delivery in naval operations. It retains the coaxial rotor system and naval compatibility of the base Ka-27, including deck landing gear and folding mechanisms for shipboard storage, while incorporating for search operations and flotation gear for emergency water landings. The variant's multi-role adaptability extends to armed utility missions in the Ka-27PV configuration, which adds light weaponry for self-defense during transport or evacuation tasks without compromising core SAR capabilities. Operational deployment of the Ka-27PS emphasizes rapid deployment from surface vessels, with exercises demonstrating proficiency in deck takeoffs and landings under varying sea states, as observed in training on May 21, 2020. Its equipment suite prioritizes victim survival, including onboard medical kits and communication systems for coordinating with ships or , ensuring effectiveness in harsh maritime environments.

Defensive and Electronic Warfare Capabilities

The Kamov Ka-27 incorporates basic systems to enhance survivability in contested maritime environments, primarily through optional electronic countermeasures equipment. These include a (RWR) mounted on the nose and above the to detect incoming radar-guided threats. An (IR) jammer, designated by as 'Hot Brick', is positioned at the rear of the engine bay fairing to disrupt heat-seeking missiles by modulating exhaust plume signatures. Additional protective measures encompass and dispensers for decoying - and IR-guided ordnance, as well as electronic support measures (ESM) for threat signal analysis. A broader electronic warfare (EW) system integrates these elements to provide against air defenses, though specifics on jamming capabilities remain limited in open sources. Countermeasures suites were retrofitted post-initial deployment, reflecting evolutionary enhancements to address emerging threats rather than baseline design priorities focused on . In the modernized Ka-27M variant, introduced from 2016 onward, electronic equipment upgrades emphasize and data links for ASW missions, with implied improvements to integration for better threat response, though no publicly detailed enhancements to core defensive subsystems have been confirmed. These capabilities align with the helicopter's shipborne role, prioritizing detection evasion over offensive jamming, as evidenced by operational losses in high-threat zones like the in 2024.

Variants

Core Military Variants

The core military variants of the Kamov Ka-27 consist primarily of the Ka-27PL (ASW) model and the Ka-27PS search-and-rescue (SAR) configuration, both entering service with the in 1981 after the prototype's first flight on 24 December 1973. These variants share the Ka-27's contra-rotating rotor system, twin TV3-117KM engines each producing approximately 2,200 shp, and a of around 12,600 kg, but differ in mission-specific equipment and payloads. The Ka-27PL (NATO: Helix-A) is optimized for naval ASW operations, featuring a chin-mounted "Horse Jaw" search , a retractable electro-optical TV sighting system, and provisions for deploying buoys alongside a towed dipping array for detection and attack. It accommodates a crew of three—, , and systems operator—and can carry anti-submarine torpedoes or depth charges on external racks, typically operating in hunter-killer pairs to prosecute underwater threats effectively. With a of 15.9 m per system and an empty weight of about 6,100 kg, the Ka-27PL supports shipboard deployments on cruisers, destroyers, and carriers, emphasizing all-weather capability over the preceding Ka-25. The Ka-27PS (NATO: ) adapts the base airframe for SAR and utility roles, deleting ASW sensors to install a 300 kg capacity rescue hoist, /rescue , and cabin arrangements for up to 12 folding seats or four stretchers plus medical equipment. External fuel tanks on either side of the extend loiter time for over-water operations, while retaining the core performance metrics like a cruise speed of 250 km/h and service ceiling of 5,000 m. This variant serves as a plane guard for carrier operations and supports amphibious evacuations, with a focus on survivability through folding rotors for compact shipboard storage.

Export and Specialized Military Models

The Ka-28 serves as the principal variant of the Ka-27PL , featuring a downgraded sensor suite for export compliance, additional external fuel tanks on the sides to extend operational range, and compatibility with TV3-117BK engines rated at 2,170 shp each. This configuration supports day-and-night detection and engagement up to depths of 500 meters, with a increased to 12,000 kg and an operational radius extended beyond the domestic model's baseline. By 2000, approximately 33 Ka-28 units had been produced at the Kumertau Aviation Plant for international customers. India acquired its first batch of Ka-28 helicopters in the mid-1980s, with the eventually operating 10 to 13 units, including trainers, primarily for anti-submarine roles aboard surface combatants like the Talwar-class frigates. In 2016, Russia’s secured a $300 million contract to modernize 10 Indian Ka-28s, enhancing and mission systems amid concerns over aging airframes. began receiving Ka-28 deliveries in 2009, integrating them into operations for anti-submarine patrols, with at least six units reported in service by the early 2010s; these feature high-altitude TV3-117VMAR engines for improved performance. , , and also received smaller numbers of Ka-28s in the and for naval defense, totaling around five units each based on post-Cold War export contracts, though exact current inventories remain limited by maintenance challenges. The Ka-27PS represents a specialized adaptation focused on search-and-rescue (SAR) missions, equipped for over-water evacuation of up to 16 personnel, , and utility transport, with enhanced survival gear and hoisting capabilities but retaining core Ka-27 dynamics for naval deployment. Exports of this variant include units to , which operates Ka-27PS for SAR and has demonstrated interoperability with assets, such as during joint exercises with U.S. ships in 2014. Limited armed derivatives, like the Ka-27PV, incorporate provisions for light weaponry such as rocket pods or anti-ship missiles for in contested environments, though production and export remain minimal and primarily tied to former Soviet allies. Other operators, including and , have fielded hybrid Ka-27 configurations blending SAR and light utility roles within structures, emphasizing coastal patrol over full ASW.

Civil and Multi-Role Derivatives

The series represents the primary civil and multi-role derivatives of the naval helicopter, adapted for civilian applications including heavy-lift , (SAR), and . Developed by the Design Bureau in the Soviet era, the Ka-32 retains the coaxial rotor configuration of the but features a reinforced , civil-certified , and modular equipment for diverse missions. Serial production began in the late 1980s, with the Ka-32T as the baseline civil model capable of carrying up to 5,000 kg externally or accommodating 16 passengers internally. Key variants include the Ka-32T for general cargo and utility roles, with an empty weight of 6,500 kg, normal takeoff weight of 11,000 kg, and maximum sling-load weight of 12,600 kg; it is powered by two TV3-117VMA engines each rated at 2,190 shp. The Ka-32A11BC is a specialized multi-role version optimized for , SAR, and emergency , featuring a 5,000 kg water-dumping capacity via onboard tanks or suspended buckets, enhanced maneuverability for hovering in turbulent conditions, and provisions for scanners and winches. The Ka-32A adds FAR Part 29/33 for passenger transport and external loads, while the Ka-32S incorporates maritime for shipborne SAR operations. Performance metrics across variants include a maximum speed of 260 km/h, cruise speed of 240 km/h, range of 1,135 km, and service of 5,000 m. Civil operators utilize the Ka-32 for demanding tasks such as , support, and . In , Moscow's fire service employs Ka-32 variants equipped with steerable water cannons and rescue cages capable of evacuating up to 20 people from high-rise structures. Swiss mountain rescue teams operate Ka-32s for high-altitude SAR, leveraging the for single-pilot operations. acquired six Ka-32A11BC helicopters in 2006 for €348 million primarily for , though maintenance issues led to their transfer to in 2024 for continued and SAR use. demonstrated Ka-32 capabilities in in 2024, highlighting rapid water deployment. Additional applications include antenna installation in urban areas and national park management in . These derivatives emphasize the Ka-27's robust adapted for non-military roles, with over 100 units produced for global civil markets.

Operational Deployment

Soviet and Russian Naval Service

The Kamov Ka-27 entered service with the Soviet Navy in 1981 as the primary anti-submarine warfare (ASW) helicopter, succeeding the Ka-25 and designed for operations from surface combatants including cruisers and destroyers. It featured enhanced sensors such as dipping sonar and radar for submarine detection, typically operating in pairs where one aircraft tracked targets while the other engaged with torpedoes or depth charges. By the late 1980s, approximately 267 Ka-27 variants had been produced, with the Soviet fleets—Northern, Baltic, Black Sea, and Pacific—integrating them for maritime patrol and ASW missions amid Cold War tensions over NATO submarine threats. Following the Soviet Union's dissolution in 1991, the Russian Navy inherited the bulk of the Ka-27 fleet, maintaining its role as a shipborne ASW platform on vessels like the Kirov-class battlecruisers and Udaloy-class destroyers. Over 60 Ka-27 and Ka-28 helicopters remained in Russian service into the early 2000s, supporting routine exercises and patrols in the , Mediterranean, and Pacific regions. The Ka-27PL variant, operational since 1982, emphasized ASW with a crew of three, while the Ka-27PS handled search-and-rescue duties. Modernization efforts intensified in the to address aging and extend ; the first Ka-27M upgrade, incorporating Phazotron "FHA" and digital flight controls, was delivered to the on December 19, 2016. At least 22 aircraft received this upgrade by the mid-2010s, enhancing detection ranges and integration with modern naval systems, though production and fleet-wide adoption faced delays due to funding constraints. As of 2020, Ka-27s continued active operations, including deck landing drills during exercises to maintain readiness in harsh environments. The helicopter's coaxial rotor design proved reliable for shipboard use, despite criticisms of maintenance complexity compared to Western counterparts like the SH-60 Seahawk.

International Export Operations

The Ka-28, the primary export variant of the Ka-27 optimized for with upgraded and increased , has been supplied to multiple foreign navies since the late . By 2000, the Kumertau Aviation Production Association had delivered a total of 33 Ka-28 helicopters to international customers including , , , , , and , primarily for shipborne operations on destroyers and frigates. India's navy received its initial batch of Ka-28 helicopters starting in 1989, eventually acquiring 10 units equipped with the Izumrud dipping and anti-submarine torpedoes for integration with indigenous and Soviet-era warships. In 2016, India approved a $294 million upgrade program for these 10 , involving modernization and overhauls split between Russian and Indian facilities to extend service life amid delays in Western alternatives. China's procured eight Ka-28 units in 1998, consisting of five ASW-configured models and three Ka-27PS search-and-rescue variants, initially for Sovremenny-class destroyers; these featured the advanced Izumrud sonar system for detection. Further deliveries of ASW Ka-28s began in 2009 to bolster fleet capabilities, though exact additional quantities remain undisclosed; by the mid-2010s, had transitioned toward indigenous Z-20F helicopters, reducing reliance on Russian imports. Vietnam imported an undisclosed number of Ka-28 helicopters as part of broader Russian naval equipment deals in the , deploying them for anti-submarine roles on Kilo-class submarines and Gepard-class frigates acquired subsequently. and each received smaller batches in the same era for coastal defense and limited carrier operations, with Cuban units supporting Soviet-supplied vessels before fleet reductions. (later ) obtained at least one Ka-28 in the late for evaluation, though operational use was curtailed by the conflicts. Exports tapered after 2000 due to production halts, sanctions, and recipient shifts to domestic or alternative suppliers, with no major new deals reported post-2010.

Combat and Crisis Response Engagements

The Kamov Ka-27 has seen limited direct combat involvement, primarily in naval patrol and anti-surface roles rather than traditional during active conflicts. In the , Russian Ka-27 helicopters conducted operations against Ukrainian unmanned surface vessels (USVs), including engagements where the helicopters used onboard machine guns to destroy approaching drone boats. For instance, on May 6, 2024, Russian Ministry of Defense footage depicted a Ka-27 neutralizing a Ukrainian USV armed with an , preventing a potential threat to naval assets. These actions extended to routine patrols simulating or executing strikes on moving sea targets, such as unmanned boats, as practiced by crews in early 2024. Losses in have been reported, with Ukrainian Naval Forces claiming the destruction of a Russian Ka-27 over on April 10, 2024, attributing it to defensive measures against the helicopter's patrol activities; Russian sources described it as a crash without confirming hostile action. The Ka-27's involvement in the was confined to operations, where it supported coastal patrols but lacked documented offensive engagements or confirmed losses in . In crisis response, the Ka-27PS variant has primarily fulfilled search-and-rescue (SAR) missions during naval exercises and operations, equipped with a 300 kg capacity , life rafts, and capacity for four stretchers or 12 passengers to aid downed or maritime distress cases over and . It has supported evacuations in conflict zones, such as loading wounded personnel via stretchers in Russian operations, though specific humanitarian relief deployments remain undocumented for the Ka-27, distinguishing it from civil derivatives like the Ka-32. Participation in multinational drills, including SAREX 2019, has honed these capabilities for over-water recovery.

Modernization Efforts

Russian Fleet Upgrades and Sustainment

The Russian Navy's modernization of the Kamov Ka-27 focuses on the Ka-27M variant, a mid-life upgrade program initiated in the to enhance effectiveness and extend service life of the existing Ka-27PL fleet. Development commenced in with technology demonstrator modifications, followed by flight trials in 2015, and the first pre-production deliveries in December 2016. Key improvements in the Ka-27M include a with multi-function displays, the Kopyo-A multi-mode offering a 250 km detection range for air-surface , terrain mapping, and collision avoidance, alongside upgraded hydroacoustic sensors, detectors, and radio emission recognition s. The avionics suite features open-architecture data processing and secure communications, while retaining the original , rotor , and TV3-117VMA engines to minimize costs and simplify sustainment. Armament compatibility was expanded to include anti-ship missiles, up to four APR-3E torpedoes, and Zagon-1 anti-submarine bombs, supported by a new tactical command with phased-array and acoustic processing. Serial production was approved in June 2017 at the Kumertau Aviation Plant, with initial contracts covering eight helicopters in 2013 and 14 more in 2014; approximately 50 of an estimated 80 remaining Ka-27PLs were targeted for upgrade under the state armament program, aiming for 46 units total. The Russian Ministry of Defense planned annual deliveries of 10 Ka-27M helicopters starting from 2017 to renew the pool, though early timelines faced delays due to technical integration issues. Sustainment efforts emphasize overhauls and incremental upgrades at specialized facilities like Kumertau, where repairs began in , focusing on mission systems rather than structural redesigns to maintain operational readiness across Russia's four naval fleets. By 2020, around 50 modernized Ka-27M were projected to enter service, bolstering shipborne anti-submarine protection, , and search-and-rescue roles amid broader renewal. These upgrades preserve the Ka-27's rotor advantages for shipboard operations while addressing in electronics and sensors.

Foreign Operator Modifications

The , operating the export Ka-28 variant of the Ka-27 since acquiring 19 units between 1986 and 1991, initiated a mid-life upgrade (MLU) program designated KV-28 in 2016 to extend and enhance capabilities. Under a $300 million contract with Russia's , the first phase involved overhauling 10 helicopters at the Kumertau Aviation Production Enterprise, focusing on structural repairs and engine maintenance to achieve a technical life extension. The second phase, conducted domestically at in , incorporates indigenous upgrades including improved and systems for enhanced target detection, an automated sighting and search system, and integration of modern onboard weapons suites to bolster effectiveness. Two overhauled helicopters were returned to in July 2023 for the upgrade phase, with the full program slated for completion by late 2025. China's , which fields Ka-28 helicopters alongside Ka-27PS search-and-rescue models, has independently modified onboard equipment to adapt the platforms for regional maritime needs. In June 2016, observations confirmed the installation of a modified spherical platform on Ka-28 airframes, improving integration while retaining core anti-submarine roles, though these platforms are gradually being supplemented by indigenous Z-20F helicopters. Such alterations reflect efforts to enhance compatibility with Chinese naval systems without full-scale overhauls from the original manufacturer. Other foreign operators, including South Korea's fleet of over 60 Ka-32 civil derivatives used for and rescue, have received proposals for upgrades such as glass cockpits, VK-2500PS-02 engines, and advanced systems, but no verified implementations have occurred as of 2019. has conducted overhauls on its Ka-27PL inventory for service life extensions since 2017, primarily through maintenance rather than substantive or weapons modifications. Limited public data exists on modifications by operators in , , or , suggesting reliance on standard configurations or Russian-led sustainment rather than indigenous alterations.

Ongoing Challenges in Upgrades

Western sanctions imposed since 2014, and intensified following Russia's 2022 invasion of , have severely restricted access to critical foreign-sourced components essential for Ka-27 avionics, sensors, and dipping systems in the Ka-27M upgrade program, forcing reliance on lower-quality domestic or circumvented imports that compromise performance and reliability. costs for these upgrades have risen significantly due to smuggling networks and parallel imports, exacerbating budgetary strains amid wartime priorities. Engine supply chain disruptions pose a persistent barrier, as the TV3-117VMA-SB2 powerplants used in upgraded variants face shortages from sanctioned suppliers, prompting Russia to repurchase units from export customers like and to sustain fleet operations. Integration challenges arise from retrofitting advanced Novik radar and digital flight controls into 1980s-era airframes, leading to compatibility issues, extended testing periods, and reduced operational availability during overhauls at the Kumertau Aviation Plant. The Ukraine conflict has diverted industrial resources and skilled labor from naval aviation sustainment to frontline needs, resulting in stalled upgrade timelines; for instance, planned annual deliveries of 10 Ka-27M helicopters have fallen short, with only partial fulfillment of the 2020 target of 50 modernized units reported by 2018. Systemic issues in Russia's military-industrial complex, including innovation stagnation and workforce shortages, further hinder scaling upgrades beyond repairs, limiting the fleet to incremental enhancements rather than comprehensive overhauls. Overall, these factors contribute to a projected decline in effective Ka-27 readiness, with analysts estimating broader Russian rotary-wing assets could face up to 40% attrition by 2030 without resolved supply issues.

Safety Record and Criticisms

Major Accidents and Incident Analysis

The Kamov Ka-27 has been involved in several fatal accidents, primarily during naval operations or training flights, with causes often attributed to mechanical failures, , or environmental factors. One significant incident occurred on February 26, 1992, when a Ka-27PS ditched in the , resulting in seven fatalities; details on the precise cause remain limited in available records. On July 24, 1994, a Ka-27 crashed in the region, killing five crew members; the accident was linked to operational factors during a naval exercise, though specific mechanical or contributions were not publicly detailed. A Ka-27 operated by the 's suffered engine failure on October 23, 1997, near , leading to a crash that claimed six lives; this highlighted potential vulnerabilities in the helicopter's TV3-117KMA powerplants under certain flight conditions. During landing attempts on naval vessels, incidents have exposed handling challenges. On May 4, 2009, a Ka-27PL (serial 44) from the Russian Navy's struck structures on the frigate Yaroslav Mudry with its rotors while attempting to land in the , causing the helicopter to overturn on deck and plunge into the water, where it sank; all crew members were rescued without fatalities, but the event underscored deck operation risks with the Ka-27's coaxial rotor system on modern warships. More recently, on September 23, 2021, a Ka-27PS (RF-19590) belonging to the FSB crashed into Mount Ostraya in Kamchatka during a training flight, killing all five occupants; the wreckage was located at approximately 950 meters elevation amid mountainous terrain, with preliminary investigations pointing to possibly exacerbated by low visibility or navigational error.
DateVariant/OperatorLocationFatalitiesDescription
26 Feb 1992Ka-27PS, 7Ditching during operations; cause unspecified.
24 Jul 1994Ka-27, Murmansk region5Crash during naval exercise.
23 Oct 1997Ka-27, Near 6Engine failure leading to loss of control.
04 May 2009Ka-27PL, 0Rotor strike on deck during landing; sank but crew rescued.
23 Sep 2021Ka-27PS, FSB Border GuardMount Ostraya, Kamchatka5 during training.
These accidents reveal patterns such as susceptibility to powerplant issues and difficulties in shipboard operations, though the Ka-27's overall record must be contextualized against its extensive use in demanding maritime environments; non-fatal incidents and losses are excluded from this analysis of peacetime accidents.

Reliability Issues and Design Limitations

The coaxial rotor configuration of the Kamov Ka-27, while eliminating the need for a and enabling a compact suitable for shipboard operations, introduces mechanical complexities such as the requirement for precise between the counter-rotating upper and lower rotors to prevent blade intersection and mitigate aerodynamic interference, which can degrade efficiency at higher speeds. This design also contributes to elevated levels and , complicating compliance with modern operational restrictions and increasing wear on components. Avionics systems exhibit inherent limitations, including the DISS-32 Doppler meter prone to inaccuracies and errors during , and the APM-27V susceptible to failures in northern latitudes from magnetic interference, rendering it less effective against contemporary low-magnetic hulls. The flight (PNK) has demonstrated persistent unreliability, with constant failures impacting mission execution, while the Octopus PPS detection records a failure-free probability of only 0.94 and a of 45 hours. Engine management poses significant challenges, with complex controls during startup contributing to operational difficulties and a history of mechanical failures, as evidenced by a Ka-27 crash on October 23, 1997, attributed directly to engine failure. Cabin design flaws, such as inadequate sealing and suboptimal crew positioning, further exacerbate usability in maritime environments. These factors, compounded by the aircraft's Soviet-era origins inheriting reliability shortcomings from the predecessor Ka-25—which suffered dozens of accidents—necessitate frequent overhauls, limiting modernization rates to approximately 10 Ka-27M units annually. Shipboard maintenance is additionally hindered by taller folding radar masts required for the coaxial layout.

Comparative Performance Against Western Equivalents

The Kamov Ka-27's coaxial rotor design provides inherent advantages in stability and efficiency during low-speed hovering critical for (ASW) operations, eliminating the power loss associated with tail rotors in conventional designs like the Sikorsky MH-60R Seahawk, thereby enabling sustained deployment in rough seas. However, the Ka-27's maximum speed of 250 km/h and cruise speed of 230 km/h fall short of the MH-60R's 330 km/h maximum and 270 km/h cruise, limiting rapid response capabilities. Its endurance of approximately 4.5 hours supports extended ASW patrols, comparable to or exceeding the MH-60R's 3-4 hours depending on .
ParameterKa-27 Helix AMH-60R SeahawkNH90 NFH
Engines2 × TV3-117VMA, 2,200 shp each2 × GE T700-GE-401C, 1,890 shp each2 × RTM322-01/9, 2,300 shp each
Max Takeoff Weight12,000 kg~10,660 kg (operational)10,600 kg
Max Speed250 km/h330 km/h300 km/h
Range1,000 km704 km800 km
Rotor Configuration, 15.9 m eachSingle main + tail, 16.35 mSingle main + tail, 16.3 m
Data compiled from manufacturer and defense analyses; Ka-27 benefits from higher payload capacity for sensors but operates with older turboshaft technology prone to lower fuel efficiency in prolonged missions. In sensor suites, the Ka-27 relies on the VGS-3 dipping sonar capable of 150 m depth and RLR-32 radar, effective for Soviet-era threats but lacking the multi-mode processing and low-probability-of-intercept features of the MH-60R's APS-153 radar and AQS-22 sonar, which integrate real-time data fusion for complex underwater environments. The NH90 NFH incorporates advanced FLASH dipping sonar and fly-by-wire controls for precision maneuvers, though operational reliability issues have hampered its deployment in some Western fleets. Armament-wise, the Ka-27 carries two torpedoes such as the APR-2, sufficient for point defense but inferior to the MH-60R's versatile load of Mk 54 torpedoes, Hellfire missiles, and Penguins, enabling multi-threat engagement. Overall, while the Ka-27 excels in ruggedness and deck compatibility for smaller vessels, Western counterparts demonstrate superior avionics and adaptability, reflecting iterative technological advancements since the Ka-27's 1982 introduction.

Operators and Inventory

Active Military and Government Users

The operates the largest fleet of Kamov Ka-27 helicopters, primarily in (ASW) and search-and-rescue configurations, with an estimated inventory of around 90 aircraft as of 2023, including upgraded Ka-27M variants featuring Phazotron "Zhuk" radar and enhanced avionics for improved target detection and mission endurance. These are deployed from cruisers, destroyers, and land bases across the Northern, Pacific, Baltic, and Fleets, supporting and over-the-horizon targeting. The Indian Navy fields the Ka-28 export variant for ASW duties, with approximately 10-12 helicopters integrated into squadrons such as INAS 322, embarked on Delhi-class destroyers and Talwar-class frigates for detection using dipping and torpedoes. These have been in service since the late , with ongoing sustainment through Russian spares and local maintenance to address and obsolescence in humid maritime environments. China's employs a limited number of Ka-28 helicopters, totaling about eight as of 2023, primarily for ASW from Type 052C/D destroyers and Type 054A frigates, though indigenous Z-20 and Z-18 platforms are increasingly supplanting them due to superior integration with Chinese sensors and reduced reliance on foreign suppliers. The maintains a squadron of Ka-27 and Ka-28 helicopters, estimated at six to eight, for ASW and utility roles aboard Gepard-class frigates and at shore bases, with modernizations performed in prior to to extend service life amid regional tensions in the . These assets support sonar dipping, deployment, and troop transport, filling gaps until full delivery of Russian escorts. Smaller inventories persist with the , which acquired Ka-28 variants in the for ASW from Koni-class corvettes, though exact numbers and operational readiness remain opaque due to limited public disclosures. The Syrian Arab Navy reportedly operates a handful of Ka-28s for coastal defense, but sustained civil conflict since 2011 has likely degraded availability and maintenance capacity. No verified active service is confirmed for other flagged nations such as , where pre-2022 holdings have been rendered inoperable or repurposed amid naval losses.

Civilian and Commercial Applications

The Kamov Ka-32 represents the primary civilian adaptation of the Ka-27 design, optimized for non-military roles such as heavy-lift transport, firefighting, and search-and-rescue operations. Developed from the Ka-27's coaxial rotor system, the Ka-32A variant supports internal payloads up to 3,700 kg and external sling loads reaching 5,000 kg, enabling its use as a "flying crane" for construction and installation tasks. This configuration has facilitated applications in building infrastructure, including antenna installations and emergency material transport. In , the Ka-32 excels due to its maneuverability and load capacity, often equipped with external water buckets or fixed tanks for aerial suppression. has delivered upgraded Ka-32 units to , outfitted with fire-extinguishing systems including 5,000-liter capacity options, to bolster wildfire response efforts as of 2023. Similarly, operators in have employed the type since the for bushfire combat, leveraging its ability to access rugged terrain. South Korean entities, including national park authorities, utilize Ka-32s for both firefighting and heavy-lift duties in and , with modernization proposals offered in 2019 to extend service life. Commercial transport applications include passenger and cargo hauling over land and sea, with adaptations for and utility services. By 1998, approximately 132 Ka-32s operated in civilian capacities worldwide, including about 50 abroad, demonstrating sustained demand despite geopolitical constraints. However, regulatory hurdles emerged in 2022 when the suspended the Ka-32's amid sanctions on Russian manufacturers, limiting further European commercial deployments.

Former and Phased-Out Operators

The operated four Kamov Ka-28 anti-submarine warfare helicopters, acquired between 1987 and 1989 for service with the naval aviation branch, primarily embarked on Koni-class frigates for maritime patrol and submarine detection duties. Operations continued until 1999, after which the fleet was grounded amid the bombing campaign, economic collapse, and dissolution of Yugoslavia, with no successor states reactivating the aircraft due to sanctions, parts shortages, and shift to Western equipment. The Ka-28s, export variants of the Ka-27PL equipped with dipping and search , represented Yugoslavia's limited adoption of Soviet naval aviation technology during the , but maintenance challenges and geopolitical realignments led to their permanent retirement without transfer or preservation. Ukraine inherited a small number of Ka-27PL helicopters from the Soviet following independence in 1991, utilizing them for and search-and-rescue roles with the until the early 2020s. In December 2021, Commander Rear Admiral announced the phase-out of the Ka-27 fleet, citing obsolescence, reliance on Russian spares amid sanctions, and incompatibility with integration goals, with replacement by Western platforms such as the NH90 or Sikorsky MH-60. By 2023, operational status had effectively ended, as verified in defense inventories, though some airframes may persist in storage or for cannibalization during the ongoing conflict; the decision reflects broader from Soviet-era assets to enhance and reduce to supply disruptions.

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  90. https://www.aircharterserviceusa.com/aircraft-guide/cargo/kamov-cis/kamovka32
  91. https://wildfiretoday.com/russian-company-delivers-three-ka-32-helicopters-to-turkey/
  92. https://verticalmag.com/press-releases/rostec-to-offer-modernization-of-south-koreas-ka-32-helicopter-fleet/
  93. https://helihub.com/2022/03/24/easa-suspends-kamov-ka32-type-certificate/
  94. https://www.redstar.gr/en/russian-aerial-means/helicopters/russian-helicopters-kamov/ka-27-anti-submarine-helicopter.html
  95. https://www.scramble.nl/military-news/ukraine-kamov-ka-27-to-be-replaced
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