{"id":20037914,"date":"2026-09-04T11:21:36","date_gmt":"2026-09-04T09:21:36","guid":{"rendered":"https:\/\/migflug.com\/afterburner\/kamov-ka-22-vintokryl-convertiplane-records-crashes\/"},"modified":"2026-09-04T11:22:07","modified_gmt":"2026-09-04T09:22:07","slug":"kamov-ka-22-vintokryl-convertiplane-records-crashes","status":"publish","type":"post","link":"https:\/\/migflug.com\/afterburner\/fr\/kamov-ka-22-vintokryl-convertiplane-records-crashes\/","title":{"rendered":"Kamov Ka-22 Vintokryl: The Soviet Record Breaker That Killed Nine"},"content":{"rendered":"<style>.et_pb_title_container h1.entry-title { padding-top: 40px !important; }<\/style>\r\n\r\n<p>On 24 November 1961, a machine that looked like somebody had bolted two helicopters to the wingtips of a transport aircraft lifted 16.4 tonnes to two and a half kilometres, set six world records in one flight, and landed thirty minutes later with its fuel warning lights on.<\/p>\r\n\r\n<p>Six weeks earlier the same design had flown at 356 km\/h, faster than any convertiplane in the world.<\/p>\r\n\r\n<p>Four of them were built. Two crashed, killing nine people. Not one survives.<\/p>\r\n\r\n\r\n<div style=\"background:#f5f5f5;padding:20px 24px;margin:26px 0;border-left:4px solid #5C91FF\"><p style=\"margin:0 0 10px;font-weight:700;font-size:17px;color:#0d1117\">Quick Facts<\/p><table style=\"width:100%;border-collapse:collapse;font-size:15px\"><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Aircraft<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Kamov Ka-22 Vintokryl (NATO: Hoop)<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Type<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Convertiplane \u2014 twin transverse rotors plus tractor propellers<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Design bureau<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Kamov OKB; chief designer Nikolai Kamov; concept by Vladimir Barshevsky<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>First free hover<\/strong><\/td><td style=\"padding:5px 0;color:#222\">15 August 1959, pilot Dmitry Yefremov<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>First circuit flight<\/strong><\/td><td style=\"padding:5px 0;color:#222\">20 April 1960<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Public appearance<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Soviet Aviation Day, Tushino, 9 July 1961 \u2014 the only one<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Wingspan<\/strong><\/td><td style=\"padding:5px 0;color:#222\">23.80 m<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Length<\/strong><\/td><td style=\"padding:5px 0;color:#222\">26.97 m<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Rotors<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Two four-bladed, 22.5 m diameter<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Engines<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Two Soloviev D-25VK turboshafts, around 5,500 shp each<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Cargo hold<\/strong><\/td><td style=\"padding:5px 0;color:#222\">17.9 m long, 3.1 m wide, 2.8 m high \u2014 comparable to an An-12<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Maximum cargo<\/strong><\/td><td style=\"padding:5px 0;color:#222\">16,500 kg<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Speed record<\/strong><\/td><td style=\"padding:5px 0;color:#222\">356.3 km\/h, 7 October 1961<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Payload record<\/strong><\/td><td style=\"padding:5px 0;color:#222\">16,485 kg to 2,557 m, 24 November 1961<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Built<\/strong><\/td><td style=\"padding:5px 0;color:#222\">Four<\/td><\/tr><tr><td style=\"padding:5px 12px 5px 0;color:#555;vertical-align:top;width:38%\"><strong>Survivors<\/strong><\/td><td style=\"padding:5px 0;color:#222\">None<\/td><\/tr><\/table><\/div>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The idea: get rid of the tug<\/h2>\r\n\r\n<p>The concept came from a Kamov engineer, Vladimir Barshevsky, who in 1951 was working on the problem of helicopter range. The method then in use was to tow a helicopter behind a Li-2 with its rotor autorotating. Barshevsky\u2019s thought was obvious once stated: give the helicopter its own wings and its own propellers, and you can throw the tug away.<\/p>\r\n\r\n<p>Kamov\u2019s deputy took the proposal to the Kremlin. A ministerial telephone call came the same night, and by June 1954 a government decree ordered three aircraft built.<\/p>\r\n\r\n<p>What made it work in theory was high rotor speed. At cruise the wing carried up to ninety percent of the lift, so the rotors could run in a near-autorotative, low-drag state with their blade tips going supersonic \u2014 enough disc loading to stay damped, not enough to cost much drag. Rotor blade loading was 45 kg per square metre against 18 on Kamov\u2019s little Ka-15.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=1709651161  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:7NNo.d0dc\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/kamov-ka-22-vintokryl-flight-modes-diagram.png\" alt=\"Diagram showing how the Kamov Ka-22 switched between helicopter and aeroplane mode\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The two modes. Each wingtip engine drove both a lifting rotor and a tractor propeller, and the aircraft clutched progressively between them. Diagram: Afterburner \/ MiGFlug.<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">What the Soviet military actually wanted<\/h2>\r\n\r\n<p>Not a research aircraft. The requirement was to move a ballistic missile and its launcher at speed into terrain with no runways, and it was handed to Mil and Kamov simultaneously. Mil built the Mi-6, a very large conventional helicopter. Kamov built the Ka-22.<\/p>\r\n\r\n<p>The 1956 specification asked for five tonnes over roughly 700 kilometres or four tonnes over 1,500, at not less than 400 km\/h. The cargo hold, 17.9 metres long and 2.8 metres high, was comparable in volume to an Antonov An-12, and the entire nose swung open to starboard so a vehicle could be driven in.<\/p>\r\n\r\n<p>The competition was, in effect, a race between two answers to the same question. The helicopter won it.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Learning to fly it<\/h2>\r\n\r\n<p>The first lift-off from the ground came on 17 June 1959; the first free hover on 15 August, when Dmitry Yefremov got it two or three metres up three times, the longest hover lasting a minute. By 18 September the test diary records eleven minutes airborne and fifteen landings.<\/p>\r\n\r\n<p>It was not a pleasant machine at low speed. Yuri Garnayev, one of the LII test pilots brought in, wrote after his second flight:<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #d32f2f;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;In the hover and at low speeds the machine continues to be unstable and poorly controllable, prone to yawing and banking.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Yuri Garnayev<\/strong> &mdash; LII test pilot, written evaluation, autumn 1959<\/div><\/div><\/div>\r\n\r\n\r\n<p>Above about 40 km\/h it transformed \u2014 the test diary records that it became stable, moved into a normal helicopter r\u00e9gime, the vibration dropped and there appeared, in the engineers\u2019 phrase, a pleasant state of normal flight. Lead engineer Dordan recorded what the blade tips sounded like at high speed: the compression waves, he said, were like a heavy machine gun.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/AIkbJUElQaw\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The Ka-22 demonstrating at Tushino in 1961 \u2014 the only time Western observers ever saw it fly.<\/p>\r\n\r\n\r\n<figure class=\"wp-block-image size-large\" style=\"margin:0 0 24px;width:100%\"><img data-opt-id=352552257  fetchpriority=\"high\" decoding=\"async\" class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" width=\"1024\" src=\"https:\/\/ml5psubhxdln.i.optimole.com\/cb:YvEq.d0db\/w:auto\/h:auto\/q:mauto\/ig:avif\/https:\/\/migflug.com\/afterburner\/wp-content\/uploads\/sites\/4\/2026\/09\/kamov-ka-22-vintokryl-soviet.jpg\" alt=\"Kamov Ka-22 Vintokryl\" style=\"width:100%;height:auto;max-width:100%;display:block\"><figcaption style=\"font-size:13px;color:#777;text-align:center;margin-top:6px;font-style:italic\">The Ka-22 in flight. Two rotors, two propellers, one wing, and a fuselage based on that of the Li-2 transport. Photo: Wikimedia Commons.<\/figcaption><\/figure>\r\n\r\n\r\n<h2 style=\"padding-top:22px\">The records<\/h2>\r\n\r\n<p>On 7 October 1961, fitted with spats over the wheels and a fairing behind the cockpit, the Ka-22 was flown over a measured base at 356.3 km\/h, tracked by four cine-theodolites at a flight weight of about 29 tonnes. That beat the Fairey Rotodyne\u2019s convertiplane mark.<\/p>\r\n\r\n<p>The payload attempt on 24 November was the bigger one. Build-up flights had taken it to 44.1 tonnes. On the record flight it took off at 44,670 kg and lifted 16,485 kg to 2,557 metres, taking six records in a single half-hour sortie. The lead engineer\u2019s log entry is a model of understatement: the machine behaved normally, programme number 8-9 complete.<\/p>\r\n\r\n<p>The flight engineer, Yevgeny Filatov, interviewed fifty years later, was less restrained about the rivalry with Britain.<\/p>\r\n\r\n\r\n<div style=\"background:#f8f9fa;border-left:4px solid #5C91FF;padding:20px 22px;margin:18px 0 24px;font-size:16px;line-height:1.7;display:flex;gap:20px;align-items:flex-start\"><div><em>&ldquo;On speed we, as they say, drove the English into their burrow \u2014 let them sit there and keep quiet.&rdquo;<\/em><div style=\"margin-top:10px;font-size:14px;color:#555\"><strong>Yevgeny Filatov<\/strong> &mdash; Ka-22 flight engineer, interviewed by Nezavisimoye Voyennoye Obozreniye, February 2012<\/div><\/div><\/div>\r\n\r\n\r\n<p>Asked whether the crew had calculated the risk before the speed attempt, his answer was blunter: what was there to calculate? It was like a game of Russian roulette.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/3a6sK6DENH8\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>The full story of the Ka-22 and the later Ka-35 project.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Dzhusaly, 28 August 1962<\/h2>\r\n\r\n<p>Two Ka-22s left Tashkent for Moscow on 28 August 1962, being ferried for acceptance testing. Aircraft 01-01 entered the Dzhusaly control zone in Kazakhstan at 11:13 asking for a straight-in landing in aeroplane mode. At 11:20 it rolled left, went inverted, and hit the ground two kilometres short of the runway.<\/p>\r\n\r\n<p>The commission found that a turnbuckle on the cable controlling the collective pitch of the right rotor had come undone in flight \u2014 testing showed that unlocked turnbuckles unwound under vibration. Inspections afterwards found the same assembly error on two of the three remaining airframes.<\/p>\r\n\r\n<p>All seven aboard were killed, among them Dmitry Yefremov, the pilot who had first got the machine off the ground. Filatov survived only because he had been moved to another crew shortly before.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Tashkent, August 1964<\/h2>\r\n\r\n<p>The last flight was stranger. Aircraft 01-03, heavily instrumented and fitted with an autopilot, was fifteen minutes into an acceptance sortie at 310 km\/h when it suddenly turned right \u2014 a turn that full rudder and aileron could not arrest. It went round nearly 180 degrees.<\/p>\r\n\r\n<p>Garnayev, in the right seat, believed the tractor propellers were at fault and unloaded them by sharply increasing rotor collective. The turn slowed but the aircraft pitched into a steep dive. The flight engineer jettisoned the flight-deck hatches; one struck the starboard rotor and broke a blade, and the resulting imbalance tore the entire starboard engine nacelle off the wing. Garnayev ordered everyone out.<\/p>\r\n\r\n<p>Colonel S. G. Brovtsev, who was flying, and technician Rogov were killed. Three men got out. The commission never established what had started it.<\/p>\r\n\r\n\r\n<div style=\"position:relative;padding-bottom:56.25%;height:0;overflow:hidden;margin:24px 0\"><iframe class=\"skip-lazy\" data-no-lazy=\"1\" loading=\"eager\" src=\"https:\/\/www.youtube.com\/embed\/pMaLhVsXiyQ\" style=\"position:absolute;top:0;left:0;width:100%;height:100%;border:0\" allowfullscreen><\/iframe><\/div>\r\n\r\n\r\n<p>Archive footage of the Ka-22 in the air.<\/p>\r\n\r\n<h2 style=\"padding-top:22px\">Why it lost<\/h2>\r\n\r\n<p>Partly the crashes. Partly the handling \u2014 Russian accounts describe an aircraft that was extremely hard to fly and resembled neither a helicopter nor an aeroplane. Partly the mechanics: enormous power losses through the gearboxes and drives, and each rotor blowing its downwash straight onto the wing beneath it.<\/p>\r\n\r\n<p>And partly the engines. When the intended 5,900 hp Kuznetsov units were replaced by 5,500 hp Solovievs, the OKB reckoned the 800 horsepower cost them roughly half their useful lifting capacity.<\/p>\r\n\r\n<p>But mostly it lost because the Mi-6 had already won. Mil\u2019s helicopter entered production at the end of 1959 and service in 1963. The bureau memoir puts it plainly: the competition ended in victory for the helicopter.<\/p>\r\n\r\n<p>Two Ka-22s stood on the factory airfield at Tashkent for years afterwards. The last one, reportedly ninety percent complete, was destroyed in the late 1990s after several museums declined to take it.<\/p>\r\n\r\n<p>There is one more thing worth noting. Gordon and Gunston, cataloguing the Ka-22\u2019s failings \u2014 the complexity, the transmission losses, the difficulty of transition \u2014 added a single dry sentence: similar charges could be levelled against today\u2019s V-22 Osprey.<\/p>\r\n\r\n\r\n<style>.mfq{margin:34px 0 8px}.mfq h2{font:26px\/1.3 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117;padding-top:22px;margin:0 0 6px}.mfq .qa details{border-top:1px solid #5C91FF;margin:0;padding:0}.mfq .qa details:last-of-type{border-bottom:1px solid #e2e7ee}.mfq .qa summary{cursor:pointer;list-style:none;display:flex;justify-content:space-between;align-items:center;gap:16px;padding:22px 26px;font:18px\/1.7 \"Gilroy semiBold\",Helvetica,Arial,sans-serif;color:#0d1117}.mfq .qa summary::-webkit-details-marker{display:none}.mfq .qa summary::after{content:\"+\";font:24px Helvetica,sans-serif;color:#3568e0;flex:0 0 auto}.mfq .qa details[open] summary::after{content:\"\\2013\"}.mfq .qa details:hover summary{color:#3568e0}.mfq .qa .a{font:16px\/1.7 \"Gilroy regular\",Helvetica,Arial,sans-serif;color:#454e5e;padding:0 26px 24px}.mfq .qa .a a{color:#3568e0}@media(max-width:680px){.mfq .qa summary{padding:18px 14px;font-size:17px}.mfq .qa .a{padding:0 14px 20px}}<\/style>\r\n\r\n\r\n<section class=\"mfq\"><h2>Frequently Asked Questions<\/h2><div class=\"qa\"><details open><summary>What was the Kamov Ka-22 Vintokryl?<\/summary><div class=\"a\">The Ka-22 was a Soviet convertiplane of the late 1950s and 1960s: a large winged aircraft with an engine at each wingtip, each driving both a four-bladed lifting rotor and a tractor propeller. It took off and hovered like a helicopter, then declutched the rotors and flew like an aeroplane. Vintokryl means, roughly, \u201crotor-wing.\u201d<\/div><\/details><details><summary>Why did the Soviet Union build the Ka-22?<\/summary><div class=\"a\">To move an operational-tactical ballistic missile and its launcher, fast, into terrain with no runways. The task was given in parallel to two design bureaux: Mil answered with the conventional Mi-6 helicopter, Kamov with the Ka-22. The 1956 requirement asked for five tonnes over about 700 km or four tonnes over 1,500 km at not less than 400 km\/h.<\/div><\/details><details><summary>How fast was the Ka-22?<\/summary><div class=\"a\">On 7 October 1961 it set a world speed record for convertiplanes of 356.3 km\/h over a measured base, beating the Fairey Rotodyne. Its normal cruise was around 270 km\/h. Published maximum speeds range from 356 to 375 km\/h depending on the source.<\/div><\/details><details><summary>What records did the Ka-22 set?<\/summary><div class=\"a\">Eight, all in 1961. The speed record of 356.3 km\/h on 7 October, and on 24 November a single flight in which it lifted 16,485 kg to 2,557 metres, setting six payload-to-altitude records at once \u2014 maximum load above 2,000 m plus loads of one, two, five, ten and fifteen tonnes. Kamov and Russian sources say the payload record has never been beaten.<\/div><\/details><details><summary>How many Ka-22s were built and what happened to them?<\/summary><div class=\"a\">Four. Two crashed. On 28 August 1962 aircraft 01-01 rolled inverted near Dzhusaly in Kazakhstan after a control cable turnbuckle came undone, killing all seven aboard including chief test pilot Dmitry Yefremov. On 12 August 1964 aircraft 01-03 suffered an uncommanded turn near Tashkent, lost a rotor blade and then an entire engine nacelle; two men died and three escaped by parachute. The commission never established the cause.<\/div><\/details><details><summary>Does any Ka-22 survive?<\/summary><div class=\"a\">No. The two surviving airframes stood for years on the factory airfield at Tashkent, and the last one \u2014 reportedly about 90 percent complete \u2014 was destroyed in the late 1990s after several attempts to place it in a museum had failed.<\/div><\/details><details><summary>Why was the Ka-22 cancelled?<\/summary><div class=\"a\">Two fatal crashes, one of them unexplained, destroyed the air force\u2019s confidence. The aircraft was also extremely difficult to fly, lost a great deal of power in its transmission, and had its lifting capacity roughly halved when the intended 5,900 hp engines were replaced by 5,500 hp units. Above all, the Mi-6 had already won the same competition and entered production.<\/div><\/details><details><summary>Was the Ka-22 like a V-22 Osprey?<\/summary><div class=\"a\">Not quite. The Osprey tilts its rotors; the Ka-22 kept its rotors horizontal and simply declutched them, letting the wing take over the lift while separate propellers provided thrust. The complaints levelled at it \u2014 mechanical complexity, transmission losses, difficult handling \u2014 are, as the historians Gordon and Gunston observed, much the same charges later levelled at the Osprey.<\/div><\/details><\/div><\/section>\r\n\r\n\r\n\r\n<script type=\"application\/ld+json\">{\"@context\":\"https:\/\/schema.org\",\"@type\":\"FAQPage\",\"mainEntity\":[{\"@type\":\"Question\",\"name\":\"What was the Kamov Ka-22 Vintokryl?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"The Ka-22 was a Soviet convertiplane of the late 1950s and 1960s: a large winged aircraft with an engine at each wingtip, each driving both a four-bladed lifting rotor and a tractor propeller. It took off and hovered like a helicopter, then declutched the rotors and flew like an aeroplane. Vintokryl means, roughly, \u201crotor-wing.\u201d\"}},{\"@type\":\"Question\",\"name\":\"Why did the Soviet Union build the Ka-22?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"To move an operational-tactical ballistic missile and its launcher, fast, into terrain with no runways. The task was given in parallel to two design bureaux: Mil answered with the conventional Mi-6 helicopter, Kamov with the Ka-22. The 1956 requirement asked for five tonnes over about 700 km or four tonnes over 1,500 km at not less than 400 km\/h.\"}},{\"@type\":\"Question\",\"name\":\"How fast was the Ka-22?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"On 7 October 1961 it set a world speed record for convertiplanes of 356.3 km\/h over a measured base, beating the Fairey Rotodyne. Its normal cruise was around 270 km\/h. Published maximum speeds range from 356 to 375 km\/h depending on the source.\"}},{\"@type\":\"Question\",\"name\":\"What records did the Ka-22 set?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Eight, all in 1961. The speed record of 356.3 km\/h on 7 October, and on 24 November a single flight in which it lifted 16,485 kg to 2,557 metres, setting six payload-to-altitude records at once \u2014 maximum load above 2,000 m plus loads of one, two, five, ten and fifteen tonnes. Kamov and Russian sources say the payload record has never been beaten.\"}},{\"@type\":\"Question\",\"name\":\"How many Ka-22s were built and what happened to them?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Four. Two crashed. On 28 August 1962 aircraft 01-01 rolled inverted near Dzhusaly in Kazakhstan after a control cable turnbuckle came undone, killing all seven aboard including chief test pilot Dmitry Yefremov. On 12 August 1964 aircraft 01-03 suffered an uncommanded turn near Tashkent, lost a rotor blade and then an entire engine nacelle; two men died and three escaped by parachute. The commission never established the cause.\"}},{\"@type\":\"Question\",\"name\":\"Does any Ka-22 survive?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"No. The two surviving airframes stood for years on the factory airfield at Tashkent, and the last one \u2014 reportedly about 90 percent complete \u2014 was destroyed in the late 1990s after several attempts to place it in a museum had failed.\"}},{\"@type\":\"Question\",\"name\":\"Why was the Ka-22 cancelled?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Two fatal crashes, one of them unexplained, destroyed the air force\u2019s confidence. The aircraft was also extremely difficult to fly, lost a great deal of power in its transmission, and had its lifting capacity roughly halved when the intended 5,900 hp engines were replaced by 5,500 hp units. Above all, the Mi-6 had already won the same competition and entered production.\"}},{\"@type\":\"Question\",\"name\":\"Was the Ka-22 like a V-22 Osprey?\",\"acceptedAnswer\":{\"@type\":\"Answer\",\"text\":\"Not quite. The Osprey tilts its rotors; the Ka-22 kept its rotors horizontal and simply declutched them, letting the wing take over the lift while separate propellers provided thrust. The complaints levelled at it \u2014 mechanical complexity, transmission losses, difficult handling \u2014 are, as the historians Gordon and Gunston observed, much the same charges later levelled at the Osprey.\"}}]}<\/script><p><em>Sources: Yefim Gordon and Bill Gunston, Soviet X-Planes (Midland, 2000); airwar.ru (Kamov OKB participant memoir); Viktor Myasnikov, \u201c\u041a\u0430-22 \u043f\u043e\u043a\u0430\u0437\u0430\u043b, \u043a\u0442\u043e \u0432\u0441\u0435\u0445 \u0431\u044b\u0441\u0442\u0440\u0435\u0435 \u0438 \u0441\u0438\u043b\u044c\u043d\u0435\u0435\u201d, Nezavisimoye Voyennoye Obozreniye, 3 February 2012; GlobalSecurity.org; Vertical Flight Society Vertipedia; English and Russian Wikipedia; Wikimedia Commons.<\/em><\/p>\r\n\r\n\r\n<div style=\"background:#f0f4ff;border-left:4px solid #5C91FF;padding:16px 20px;margin:32px 0 8px\"><p style=\"margin:0 0 8px;font-weight:600;color:#333\">Related Posts<\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/mil-v-12-mi-12-largest-helicopter-ever-built-record\/\">Mil V-12: The Largest Helicopter Ever Built, and Its Unbeaten Record<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/sikorsky-s-72-x-wing-stopped-rotor\/\">The Sikorsky X-Wing: When the Rotor Becomes a Wing<\/a><\/p><p style=\"margin:4px 0\"><a href=\"https:\/\/migflug.com\/afterburner\/lockheed-ah-56-cheyenne\/\">Lockheed\u2019s 240 mph Gunship the Army Feared<\/a><\/p><\/div>\r\n","protected":false},"excerpt":{"rendered":"<p>Two rotors, two propellers and a wing. The Kamov Ka-22 set eight world records in 1961, including a payload mark that has never been beaten. Then two of the four built crashed.<\/p>","protected":false},"author":23,"featured_media":20037427,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"editor_notices":[],"footnotes":""},"categories":[666,664],"tags":[],"class_list":["post-20037914","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-history-and-legends","category-military-aviation"],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v28.4 - https:\/\/yoast.com\/product\/yoast-seo-wordpress\/ -->\n<title>Kamov Ka-22 Vintokryl: Soviet Record Breaker | MiGFlug<\/title>\n<meta name=\"description\" content=\"The Kamov Ka-22 set eight world records in 1961, including a payload mark never beaten. 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