- In the course of your career you have flown many different Russian-produced helicopters, including the Ka-50 and Mi-28. What can you tell us about the Ka-52?

Cherednichenko: The Ka-52 is a unique helicopter that continues the Kamov dynasty and is the successor to the Ka-50 Black Shark. This helicopter is a more advanced version of the Ka-50, developed using the latest hardware, and with new engines and new capabilities. It has kept the best features of the Ka-50 and gained some new ones.

- All Russian attack helicopters before the Ka-52 had a tandem-seat cockpit. You piloted the Ka-50 single-handedу. Now you sit side-by-side with the co-pilot. Which do you prefer?

Cherednichenko: It is easier to work together. Now we have an additional pair of eyes and hands – the co-pilot can provide help and advice. There is a term “attention allocation”. It means that one pilot is responsible for piloting the helicopter, while the other is responsible for target acquisition and recognition and deployment of weapons. We can “switch places” at any time in terms of allocation of duties, since all the systems are duplicated. Teamwork between pilots in the Ka-52 is much better than with tandem seating. A simple example from my experience: a pilot’s headset connector comes off in the forward-facing crew cockpit and contact between pilots is lost. You do not know whether he cut off communications intentionally or if something happened to him. You can’t see him so you have to use some tricks to draw his attention. And here we are sitting side by side and can see each other, so we can monitor the each other’s condition and ask for help, and we don’t even have to use intercommunication equipment. We can use signs, gestures or point at something by changing the direction of our gaze.

- Tell us some more about the combat capabilities of the Ka-52.

Cherednichenko: It has state-of-the-art combat capabilities that meet international standards for the global helicopter industry. It is as good as the best foreign machines in terms of target acquisition in low light and low visibility, and at flying using night-vision systems and deploying high-precision weapons. The Ka-52 is an attack and reconnaissance helicopter; in other words, besides its attack capabilities, it is fitted with equipment for detecting a target and transmitting targeting data to other helicopters and jets, which can successfully hit the target.

- What is the most unique feature of the Ka-52?

Cherednichenko: The coaxial rotors provide outstanding performance. But the most unique feature is the ejection system, which has never been used on any other aircraft. This system will drag the pilot out of almost any situation – whether the helicopter is on fire or shot down or even if it disintegrates in mid-air. The pilot does not have to think about opening the escape hatch without his parachute getting caught on something. One move and he is in the air. The system has a wide range of use: a pilot can eject in almost every position, even when almost on the ground.

Pavlenko: With a maximum take-off weight of 10,800 kg, the Ka-52 can carry 2,500 kg of payload. In fact payload accounts for a quarter of its weight. One more important feature is the reliable 30mm cannon similar to the ones installed on infantry combat vehicles. We have 460 projectiles for this cannon. There is no other vehicle in this class with such an arsenal. The cannon is very efficient in close combat. And not only accuracy but also the quantity of ammo may play a crucial role.

- We saw your flights here at Le Bourget. The helicopter is very manoeuvrable, with a high power-to-weight ratio. Is it easy to pilot this vehicle as compared to Mi-28?

Cherednichenko: The Mi-28 is an interesting vehicle with efficient controls. However the special aspects of a single-rotor helicopter require a bit more coordination when working with the controls. On the other hand the movement of controls in Kamov helicopters is direct, similar to a jet, and so you may use only one controller at a time to adjust the flight vector. It is easy to pilot this vehicle. Pilots who have never piloted Kamov helicopters before like it very much. They feel comfortable right from the start and understand that the vehicle responds adequately to their commands.

Pavlenko: From an outsider’s point of view all helicopters fly the same way. However, coaxial rotors give 10-15% more power, meaning that altitude performance, weight-lifting ability and time-to-climb will improve. The two rotors also compensate for bank and sideslip. Single-rotor helicopters all fly with a bank of 2 or 3 degrees and slight sideslip. This helicopter flies without bank and sideslip. It seems unimportant, but it makes piloting and targeting easier and improves hit accuracy. It means that the overall combat qualities of the vehicle are improved. Many people ignore these nuances. But the final result is made of such “unimportant” things and in the end the vehicle wins the fight. In battle every millimetre of the field of vision, every degree of manoeuvrability and every kilometre of speed matters.

- It is always crowded around the Ka-52 here at Le Bourget, with a lot of pilots around in particular. What are your foreign colleagues interested in? What do they say about Russian-produced helicopters?

Cherednichenko: People who work with helicopters ask professional questions. They tut and roll their eyes appreciatively. And the vehicle deserves it – it flies beautifully and looks menacing. Enemies should be afraid of it and friends show their respect.

- What can you tell us about Paris Air Show 2013 in general?

Cherednichenko: I have never participated in international airshows outside Russia before. The first impression is that not a lot of demonstration flights are performed here. The program at the MAKS airshow in Moscow is more intense. On the other hand, besides interesting static displays, there are a lot of stands of suppliers of aircraft systems and equipment, materials and gear – I am interested in these. As a helicopter pilot I am also interested in the foreign-produced helicopters demonstrated here. There are a lot of models and we have an opportunity to get inside the cockpit of these vehicles. There are different technical solutions: some of them are successful and others are not so good. Test pilots not only test the vehicles but also take part in the development of helicopters right from the stage of detailed design. Such shows are very useful for us and I believe that they would have been also useful for Air Force pilots. They should come here and gain some valuable experience.

Pavlenko: We must participate in such shows. First of all, it helps to bill ourselves correctly and understand our status, monitor progress and our weaknesses to develop competitive products in future. Avionics technology is advancing in leaps and bounds. Avionics and ergonomics are very important areas today. Of course I don’t try to detract from the merit of the carrier – at present our vehicles are as good as foreign-produced ones. And we have to continue to work on improving control systems, steadiness and automation.