Among the measures contributing to this, the all-round development of transport, including civil aviation, was named. At the same time, defense spending was reduced, and the released funds were planned to be used again to improve the people's well-being. A “thaw” began inside the country, and detente began in the world as a whole.

The main Soviet army helicopter of the 50s is the piston Mi-4. It was to be replaced by the gas turbine Mi-8
Photo: MVZ im. M.L. Mile

During this period, the creation of the first generation of aircraft with jet and turboprop engines, as well as the Mi-6 heavy helicopter, was successfully completed. Its creator M.L. Mil proposed a project for a new B-8 medium helicopter.

It was originally created as a version of the Mi-6 reduced to the dimensions of the Mi-4 with two gas turbine engines. The project was supported by the Central Committee of the CPSU, but the State Planning Committee could not realize that the increase in the cost of development, production and operation of a helicopter by 1.5 ... Department of the helicopter industry turned out to be staunch opponents. Aeroflot became interested in the new helicopter, and on February 20, 1958, the Resolution of the Council of Ministers determined the order for the B-8. But in order to please the "uncles from the State Planning Commission", the design bureau agreed to make it not as a new car, but as a modification of the Mi-4 for one AI-24V gas turbine engine, a modification of the "aircraft" engine designed by Ivchenko. M.L. himself continued to play the main role in the engineering development of the machine. Mil, but for the B-8 other responsible leaders were appointed in the structure of the Design Bureau: Chief Designer V.A. Kuznetsov and host - G.V. Remezov.

Already in the course of the pre-draft study, in agreement with the Customer (and since 1959, two departments - Aeroflot and the Air Force) have been such for the B-8, it was decided to increase the dimension of the helicopter while maintaining a payload of 2 tons, as well as to parallel design a number of modifications B-8. A passenger version, civil and military transport, army armed and naval anti-submarine helicopters were created. Today we will focus on options for army aviation.

The V-8 went further and further from its "prototype" Mi-4 both in layout and in "little things": it used "inflated" transparent glazing panels, glue-welded joints, and large-sized stampings. In the control system, the hydraulic boosters were interlocked with other hydraulic units into a compact "hydraulic combine" and hung directly on the main gearbox. In the vertical hinges of the main rotor (NV), hydraulic dampers were installed instead of friction dampers, and trimmers were placed on the blades. Instead of two front supports, they made one, etc.

In the same year, production of five experimental B-8s began. The own production base of the design bureau, exhausted by moving, was still weak (the Milevites had been at the plant number 329 for more than five years, but had not yet had time to acquire everything they needed). The main units were made by plant No. 23, where there was a representative office of OKB-329 and the Mi-6 was mass-produced. The assembly of the first experimental machine was carried out by the 329th plant. It was delivered in a passenger version with an 18-seat superior cabin and in a modest but beautiful color scheme, however, without civil registration number and the inscription "Aeroflot". The first flight on it was made by the factory crew under the command of B.V. Zemskov June 24, 1961.

The installation of two engines instead of one opened the way to improve flight data and improve the reliability of the Mi-8
Photo: O. Yakubovsky

The "Eight" not only quickly and successfully passed the factory test stage, but also immediately "liked" the top party leadership. Mil attached paramount importance to demonstrations of the machine, and after a couple of weeks the B-8 participated in the Tushino air parade, and then was exhibited with great success at VDNKh, where it was immediately noticed by the foreign press.

At the end of 1961, the B-8 was transferred to the State tests, but Mil already knew that a single-engine car would not go any further.

The first solution is the best

Taking advantage of Khrushchev's interest in helicopters, Mil convinced both customers and Gosplan of the need for two engines. It was no longer a modification of the Mi-4, but a completely new product, expensive, but effective. Khrushchev, having visited the USA, saw “their” government helicopters and got excited about the idea of ​​such a machine, and one engine did not provide sufficient reliability - and on May 30, 1960, a Decree was issued on the B-8A helicopter with two light and economical gas turbine engines of 1250 hp . development of the Leningrad KB-117 S.P. Izotov. Initially, a competitive development was supposed, but, oddly enough, there were no more people who wanted to take this order. The same team also made a new gearbox. During the design, while maintaining the specified weight of 300 kg and length of 3 m, it was possible to increase the power to 1500 hp. on takeoff. This guaranteed landing on a remote site at any flight weight on one engine.

The B-8A helicopter with two gas turbine engines entered the test in the passenger version. The first hovering on it was carried out on August 2, 1962. In March of the 63rd, the car was handed over for State tests, in which both civilian pilots and the military from the Civil Aviation Research Institute of the Air Force participated.

Serial army transport helicopter Mi-8T of the first series without weapons
Photo: O. Yakubovsky

Despite the generally successful course of testing, various improvements were constantly made to the design of the helicopter, sometimes very serious ones.

Firstly, a “quiet” five-bladed main rotor with a reduced level of vibrations appeared. Solved the issue with the synchronization of the rotation of the motor shafts, the stabilization of the HB frequency within the specified limits. An emergency mode was introduced for a short-term increase in the power of one engine in the event of a failure of the second. The AP-34 autopilot was unified with the Mi-4 and Mi-6. Helicopter sway at the moment of takeoff and touchdown (“earth resonance”) was eliminated by installing two-chamber liquid-gas suspension shock struts of the landing gear instead of primitive single-chamber ones. The wheels of the main supports were enclosed in fairings. True, the "bast shoes" were not in demand in the series. Soon B-8A was transferred to resource tests, and then back to flight, but in 1966 the car died in a crash due to the destruction of the tail rotor bushing.

In the summer of 1963, the third machine, V-8AT, entered the test. It was the first helicopter for the Air Force. Behind the large rectangular windows of the passenger version, there was a cabin for 20 ... 24 paratroopers, and a nest for an A-12.7 machine gun was installed in the bow, while empty. "Car" doors were replaced by sliding ones, which was later adopted for the civilian version. The rest of the car was like the B-8A. After short factory tests, the B-8AT passed into the hands of the military.

Experienced V-8AP No. 4 was delivered with a government salon, which housed chairs for the "main passenger" and assistant assistant, separated by a mahogany table from the "guest" chair, as well as chairs and a side sofa for attendants. The car had new communication and household equipment. It was at the V-8AP that the stage "B" of the State Tests began in September: confirmation of the declared characteristics by the testers of the Customer. A month later, the same process began on the third machine. In the spring of 1965, the V-8AP was radically redesigned once again. It mounted the usual passenger compartment for 28 seats. This layout later became the basis for the serial version for the MGA.

The fifth prototype helicopter has become the benchmark for the series. In 1965, a positive conclusion based on the results of State tests was issued for the passenger, and then for the transport and landing options.

Omnipresent Mi-8

Initially, it was supposed to produce a new Mi-8 helicopter at plant No. 23 in Fili, where the Mi-6 was mass-produced. But this enterprise was given over to the experimental base of the Chelomey missile design bureau and to this day it works "for space", and the release of the Mi-8 was transferred to Tataria, far from Moscow, to plant No. 387 in Kazan. He already built Mi-1 and Mi-4 helicopters, and in the early 60s he began to receive documentation in versions for Aeroflot (Mi-8P) and the Air Force (Mi-8T). In 1965, when the B-8 was still being tested, the first production vehicles were accepted by the Customer.

The development of the Mi-8 made it possible for the plant to switch from the production aircraft ancillary assignment to products that took place in the first lines government plans. The plant has grown both in terms of area and quality. On its basis, a representative office of the Mil Design Bureau was formed, then it received the status of a branch, and now an independent design bureau is successfully operating there, which is involved in the process of improving the Mi-8 and Mi-17.

In the early 70s, an aircraft plant in Ulan-Ude, Buryatia, joined the production of the Mi-8. Prior to that, this enterprise built Ka-25 helicopters, but the order for them was small. “The plan was made” by a large series of An-24s, but the directorate wanted to “narrow down” the scope of activities and “knocked out” an order for the Mi-8 helicopter, but still could not get away from the aircraft theme. In parallel with the Mi-8, the company first built the MiG-27, and then the famous "rook" - the Su-25 attack aircraft.

The serial production of the G8 was rapidly gaining momentum and became an indicator of which of the two Customers, represented by the Ministries of Civil Aviation and Defense, has the “right of the first night” in relation to an order for helicopters, which until recently did not arouse any particular interest. The MGA received its "rotary-winged airliners", but in the future most of them were delivered in the Mi-8T version and mainly to the Air Force. Production continued for more than 30 years and stopped in Kazan in 1996, but soon the market demanded to restore it anyway. About 4,000 Mi-8s were made there.

In Ulan-Ude, the last Mi-8T was handed over in 1994, this plant gave the country about 3700 Mi-8s with the power plant of the first version. Interestingly, the helicopter was so in demand that even the Yeltsin-Gaidar bacchanalia of the early 90s could not completely stop its production.

The undoubted advantage of the Mi-8 over similar American and European vehicles is a large payload and a convenient cargo ramp.
Photo: archive of D. Proskurnin

The "Eight" was larger and more complex than the Mi-4, however, its release in the shortest possible time became widespread. This was largely facilitated by a well-thought-out design that combined technologically justified innovations and time-tested traditional solutions. Already the first series included 40 cars. Almost immediately with the start of production, improvements began to be made based on the results of production and operation. Here are just a few.

The requirements for the accuracy of cargo placement in the cabin turned out to be somewhat overestimated and difficult to implement. Therefore, already on the 17th machine of the 1st series (“short” serial number 1701), the permissible range of the position of the center of gravity of the cargo was somewhat expanded, which externally affected the layout of the cargo compartment.

On the 22nd helicopter of the 1st Mi-8T series (machine 2201), the main external tanks of increased capacity were introduced. The same tanks on the civilian Mi-8P were introduced a little later - from the machine number 1015.

By the end of the 60s, more reliable TV2-117A engines with an increased resource went on. Around the same time, instead of the old RP-7422 icing alarms, new radioisotope RIO-3s were installed, which ensured the simultaneous automatic activation of the POS and the engines and the helicopter. In this regard, the system for switching on the POS of the APS-2 engines was removed. True, there were complaints about the new sensors, in particular, they did not work well at near-zero temperatures, where the danger of icing was greatest. The Mi-8 POS was being finalized for a long time by the OKB, LII MAP, NII ERAT and other organizations, but even now it is "rather solved than not."

In the 80s. a Doppler speed and drift meter appeared on the Mi-8T, unlike the previously installed DIV device, it worked in any modes. DISS-15 was installed in the "bath" under the tail boom. Further, newer samples of Doppler equipment appeared, both domestic and imported.

Mi-8TV helicopter with A-12.7 machine gun nose mount of the Afanasyev system
Photo: A. Artyukha

Not all useful innovations were brought to the series, for which there were both objective and "incomprehensible" reasons. An example of this was the improvement of the main rotor. We tried dozens of options, some were very successful, but none of them reached the consumer. The struggle for the resource of the tail rotor did not end with anything either. After a difficult search for its optimal design, a semi-rigid five-bladed propeller was created, which was recommended for production, but production never mastered it. Meanwhile, the total resource of the machine was brought up to 20,000 flight hours, and the reduction in the range of units replaced during this period by own resource, is a commercially important task.

They tried to "smooth out" the aerodynamics of the helicopter - the external tanks were removed into the fuselage, fairings were put on the HB hub and engine exhaust pipes, new cargo flaps and improved fuselage sealing. But it was not possible to “cross a horse and a quivering doe” - the performance characteristics of the machines did not grow dramatically, and this set of improvements was not implemented on the Mi-8T.

At one time, a program was also proposed for the phased modernization of the TV2-117 engine, while maintaining a lower cost compared to the new TV3-117. However, this new gas turbine engine "eclipsed" it with its high performance.

For quite a long time, the Mi-8 suited the military in the "naked" form in which it was born. Now it is simply strange to see the army "eight" without the usual pylons for weapons. Foreign magazines of those years were full of pictures of "Iroquois", "Sinights", "Choctaves" and so on and so forth, hung with machine-gun turrets and rockets. Finally, our Customer began to move, and the Design Bureau was paid for the installation of weapons on the Mi-8. True, they approached the choice of weapons in a strange way.

The Mi-8TV attack helicopter provided for the use of an A-12.7 machine gun in a mobile bow mount, unguided aircraft missiles (4 blocks of 16 S-5 shells each) and 4 bombs of 50 to 500 kg caliber. But, having calculated the mass of weapons, the designers realized that they had to get rid of one thing, and decided to sacrifice the machine gun. As a result, the Mi-8 could become similar to the fighter-bomber of those years, but the Mi-8 is a truck, and it’s still hard for her to famously dive with bombs and missiles at the target. It would be much more useful to leave a machine gun on board, and even then it would not hurt to think about means of increasing survivability.

The Mi-8TV was officially put into service only in 1969, when it had been serving in the army for the fourth year. Finally, the state also worthily noted the work of the Design Bureau. Prominent employees of the "firm" A. Braverman, S. Kolupaev, V. Kuznetsov, G. Remezov and E. Yablonsky became laureates of the USSR State Prize for 1968 for the creation of the Mi-8. And the armed Mi-8 itself went into a series for the Air Force, but it retained its former name and was supplied as the Mi-8T. During serial production, the suspension was simplified without compromising its capabilities and flight characteristics. In particular, the streamlined oval cross-section BD truss mount pipes used on the experimental machine were replaced by simple and cheap round ones.

The transport-combat Mi-8TV could carry the Phalanga or Malyutka ATGM, blocks of S-5 unguided rockets or bombs, an A-12.7 machine gun was installed in the bow
Photo: MVZ im. M.L. Mile

The shortcomings of the first version of the armament were obvious, and in 1974 the second version of the Mi-8TV was released. The NUV-1-2M machine gun mount with the Afanasyev heavy machine gun was installed in the lower segment of the cockpit glazing. This firing point, together with the K-10 sight, has already been well mastered in production for the Mi-4, Mi-6 and Mi-24A helicopters. All other weapons have also been significantly strengthened.

Instead of four beam holders of the 3rd group, that is, allowing the suspension of ammunition weighing up to 500 kg, six were made. They also provided for the installation of UB-32 blocks, with which the helicopter's rocket salvo reached an impressive size - 192 S-5 projectiles. And above the four external databases, beam launchers were placed for anti-tank guided missiles "Phalanx". But tests showed that such a “flying dreadnought” was losing its flight qualities, and few serial Mi-8TVs were built. For export, this modification was supplied under the designation Mi-8TB. They differed from the Soviet counterpart by installing the old 9M14M Malyutka ATGMs (for the GDR) or their complete absence (for Nicaragua).

MVZ made several special modifications of the basic Mi-8T helicopter with weapons, but they remained experimental. Perhaps the most successful of them was the development of an air mine layer for the ground forces Mi-8AV (Mi8VSM). In its fuselage, a VMP-1 minelayer, developed for the Mi-4, was installed, the rest of the armament remained the same as that of the Mi-8TV model of the 68th year. At first, the Mi-8AV could lay 64 mines, then their number was increased to 200. The Mi-8AD variant was made to lay small non-removable anti-personnel mines. A small number of "minzags" were supplied to the USSR Air Force.

The helicopter grouping of the USSR Air Force grew. Separate transport and combat regiments were formed, armed with transport Mi-8s and combat Mi-24s. It was believed that in the event of war they should have increased mobility, in other words, they should work in isolation from stationary bases. In order to prevent a drop in the combat readiness of the units under these conditions, the flying maintenance unit of the Mi-8TECh-24 was designed. The most necessary plumbing, electrical, control and inspection and other equipment was installed on board, most often used in the daily operation of helicopters and for repairing damaged machines. A prototype of this modification was submitted for testing in 1977, and later the TECh helicopter was built in a small series.

In the same 1977, another modification of the helicopter appeared - the Mi-8TZ fuel tanker and transporter. He replenished the fleet of Mi-4 and Mi-6 of a similar purpose both in the Air Force and in Aeroflot.

Greater success accompanied the consistent improvement of previously built machines. On ordinary combatant "armed transport workers" the possibility of installing additional weapons gradually appeared. First of all, a bow gun mount was mounted on some of the helicopters and the B-8V blocks were installed, intended for the new S-8 80 mm caliber NAR, much more powerful than the 57 mm S-5. Later, armor was also installed on part of the helicopters - flat sheets behind the glass of the pilots' doors and faceted on the outside along the sides of their cockpit. But for some reason they did not protect the crew from below.

A lot of work on fine-tuning the Mi-8T to wartime requirements was carried out during the provision of "international assistance" to Afghanistan. Through the efforts of combat units and industry on combat vehicles, they began to install additional machine guns or even an AGS-17 heavy grenade launcher in doors and hatches, and PKT machine guns on an armament farm. UPK23-250 cannon gondolas, one-time bomb clusters and containers with small mines and KMG-U bombs began to be “hung” on the databases themselves. They replaced it with a more powerful PKT tank machine gun and a regular A-12.7 in the bow mount. They put an automatic jamming machine for portable anti-aircraft missile systems with thermal homing. Worked out for the Mi-8T and ways to reduce the thermal radiation of engines - screen-exhaust devices, or EED. But they went into the series only on the Mi-8MT and in a highly modified form.

Two technicians can stand on the inside of the open hood of the Mi-8 engine compartment, performing work on the engine
Photo: N. Okolelova

Conditions in Afghanistan prompted actions to improve performance characteristics cars. Starting engines in the heat and at high altitude has been improved. Tellingly, there was no need to invent anything - since 1973, an export version of the Mi-8TS helicopter for Syria (for a dry climate) was produced, which provided for such modes.

The Mi-8 helicopter was intended for operations over land, but for a country with such a length of coastline, the need for the sea use of its main helicopter over the sea could not but arise. The first marine variants did not have any special differences from the base model. They were intended to work only from coastal bases in the coastal zone. Their tasks have also changed little - the delivery of goods and people to remote "points", medical service, air surveillance - depending on the requirements of the operator. Subsequently, a special marine helicopter Mi-14 was designed on the basis of the Mi-8, but here we will not dwell on this machine, which deserves a separate publication.

One of the first specialized naval versions of the Mi-8 appeared not to solve domestic problems, but according to the requirements of the international situation. After the Arab-Israeli war of 1973, the waters of the Mediterranean and Red Seas, as well as the strategic Suez Canal, ceased to be safe - both sides of the conflict thoroughly bombarded them with mines, including bottom mines with remote fuses. In order to clear the most important routes for the entire world and our own shipping, several minesweeper helicopters were designed in the USSR at once. In 1974, the Mi-8BT trawl towing vehicle was created. A number of trawls were created - heavy, bulky and rather complex units designed for hooking the anchor cables of floating mines and undermining bottom mines with acoustic, magnetic and combined fuses. The trawl was picked up in hover mode from the board of a special vessel, delivered on a suspension to the desired area, lowered into the water - and work began. The Mi-8BT did not go into mass production, as specialized Mi-14 marine vehicles turned out to be more suitable tugs.

Installation of a bracket for a machine gun in the open cargo door of the Mi-8
Photo: S. Sergeeva

The Mi-8MB, one of the first "flying hospitals" in the USSR, was built in small batches. For the first time, equipment was installed on an ambulance evacuation vehicle, which made it possible to immediately provide emergency assistance to the seriously wounded, and not just take them out of the battlefield. But the dimension of the Mi-8 helicopter would not allow it to be used to work in the enemy’s fire zone, the all-powerful Customer in the seventies did not show due interest in such machines, and the Mi-8MB did not receive a decent distribution either. In the future, this work continued on the Mi-8MT.

Greater success accompanied the creation of special marine rescue modifications of the G8, although not immediately. For a long time, Mi-8s (and helicopters of almost all other types) were used to perform search and rescue tasks at sea and on land, which were not subjected to any modifications. Special marine rescue Mi-8SP appeared in 1976. He could already operate in bad weather, which was the main point terms of reference. On its basis, a special Mi-8SPA helicopter was created to lift astronauts in the event of their splashdown, but at that time there was already a more suitable modification of the Mi-14 rotorcraft flying boat.

The cabin of the Mi-8 provided good visibility until armor was installed. But without her, darling, in battle it’s very “uncomfortable”
Photo: S. Sergeeva

In 1973, the Tupolev Design Bureau created a new tactical reconnaissance complex VR-3 "Reis" with an unmanned aircraft "143". New technology was appreciated by the troops, but for all her positive qualities gave rise to problems. According to the TOR, it was required to ensure the re-flight of the UAV no more than 4 hours after landing, and the “bird” did not always “return to its nest”, and it had to be found and delivered to the position or rear base as soon as possible. This was supposed to be done with the help of the TZM-143 transport-loading vehicle on an automobile chassis, which was part of the complex, and it was difficult to fulfill this paragraph of the Requirements. It was proposed to introduce an air search for the apparatus, and a radio beacon was supposed to speed it up, giving signals to the MRP-56 marker receiver and the helicopter radio compass. For this, the Mi-8T turned out to be the most convenient. It was equipped with a load-lifting device LPG-150M and a hinged-pendulum mechanism.

After the UAV is found, the helicopter lands nearby. A special team is preparing the "Reis" for transportation. The Mi-8 hovers over it, hooks cars up to a cable no longer than 15 meters long, and takes them home at speeds up to 140 km/h, and with a short 5-meter cable - up to 200 km/h. It was recommended to attach a small parachute to the tail section for stabilization.

After a successful experience with the "Reis" (and the Mi-8 was also provided with the combat operation of the VR-3), it was repeatedly used in testing unmanned aircraft and missiles of various tonnages - from very small to quite serious machines weighing a ton or two. They also carried vehicles after a regular landing, and simply collected debris, often scattered over many kilometers of the Caspian steppes. Ships were also landed from the Mi-8 to decontaminate lands contaminated with toxic components of rocket fuel. Heptyl, for example, was burned out with "barrel" napalm. Difficult, monotonous and sad work ...

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Helicopters of Russia and the world (video, photo, pictures watch online) occupy an important place in the overall system of the national economy and the Armed Forces, honorably fulfilling the civil and military tasks assigned to them. According to the figurative expression of the outstanding Soviet scientist and designer ML. Mile, “our country itself is, as it were, “designed” for helicopters.” Without them, the development of the boundless and impassable spaces of the Far North, Siberia and the Far East is unthinkable. Helicopters have become a familiar element of the landscape of our grandiose construction projects. They are widely used as a vehicle, in agriculture, construction, rescue service, military affairs. When performing a number of operations, helicopters are simply irreplaceable. Who knows how many people's health was saved by the helicopter crews who took part in the aftermath of the accident on Chernobyl nuclear power plant. The lives of thousands of Soviet soldiers were saved by combat "turntables" in Afghanistan.

Before becoming one of the main modern transport, technological and combat vehicles, Russian helicopters have come a long and not always smooth path of development. The idea of ​​lifting into the air with the help of a main rotor originated among mankind almost earlier than the idea of ​​flying on a fixed wing. In the early stages of the history of aviation and aeronautics, the creation of lift by "screwing into the air" was more popular than other methods. This explains the abundance of rotary-wing aircraft projects in the 19th and early 20th centuries. Only four years separate the flight of the Wright brothers' plane (1903) from the first lift of a man into the air by helicopter (1907).

The best helicopters were used by scientists and inventors, they hesitated for a long time which method to prefer. However, by the end of the first decade of the XX century. less energy-intensive and simpler in terms of aerodynamics, dynamics and strength, the aircraft took the lead. His successes were impressive. Almost 30 years passed before the creators of helicopters finally managed to make their devices workable. Already during the Second World War, helicopters went into mass production and began to be used. After the end of the war, the so-called "helicopter boom" arose. Numerous firms began to build samples of new promising technology, but not all attempts were successful.

Combat helicopters of Russia and the United States It was still more difficult to build than an aircraft of a similar class. Military and civilian customers were in no hurry to put a new type of aviation equipment on a par with the already familiar aircraft. Only the effective use of helicopters by Americans in the early 50s. in the war in Korea convinced a number of military leaders, including Soviet ones, of the advisability of using this aircraft by the armed forces. However, many, as before, continued to consider the helicopter "a temporary delusion of aviation." It took another ten years until helicopters finally proved their exclusivity and indispensability in performing a number of military tasks.

Russian helicopters played big role in the creation and development of Russian and Soviet scientists, designers and inventors. Their significance is so great that it even gave rise to one of the founders of the domestic helicopter industry, Academician B.N. Yuriev to consider our state as the "birthplace of helicopters." This statement, of course, is too categorical, but our helicopter pilots have something to be proud of. These are the scientific works of the school of N.E. Zhukovsky in the pre-revolutionary period and the impressive flights of the TsAGI 1-EA helicopter in the pre-war years, the records of the post-war Mi-4, Mi-6, Mi-12, Mi-24 helicopters and the unique Ka family of coaxial helicopters, modern Mi-26 and Ka -32 and much, much more.

The new Russian helicopter is relatively well covered in books and articles. Shortly before his death, B.N. Yuryev began writing the fundamental work "The History of Helicopters", but managed to prepare only the chapters that concerned him own works in 1908 - 1914 It should be noted that insufficient attention to the history of such an aviation industry as helicopter construction is also characteristic of foreign researchers.

Military helicopters of Russia in a new way illuminating the history of the development of helicopters and their theories in pre-revolutionary Russia, the contribution of domestic scientists and inventors to the global process of development of this type of equipment. A review of pre-revolutionary domestic works on rotary-wing aircraft, including previously unknown ones, as well as their analysis were given in the corresponding chapter in the book "Aviation in Russia", prepared for publication in 1988 by TsAGI. However, its small size significantly limited the size of the information provided.

Civil helicopters in their best colors. An attempt has been made to cover the activities of domestic helicopter industry enthusiasts as fully and comprehensively as possible. Therefore, the activities of leading domestic scientists and designers are described, as well as projects and proposals are considered, the authors of which were significantly inferior to them in their knowledge, but whose contribution could not be ignored. Moreover, in some projects, which generally differed in a relatively low level of development, there are also interesting proposals and ideas.

The name of the helicopters denoted significant qualitative changes in this type of equipment. Such events are the beginning of a continuous and systematic development of helicopter projects; construction of the first full-scale helicopters capable of taking off the ground, and the beginning of mass production and practical application helicopters. This book chronicles the early history of helicopter engineering, from the concept of propeller lift into the air to the creation of the first helicopters capable of taking off from the ground. A helicopter, unlike an airplane, a flywheel and a rocket, does not have direct prototypes in nature. However, the screw that creates the lifting force of the helicopter has been known since ancient times.

Small Helicopters Despite the fact that propellers were known and there were empirical prototypes of helicopters, the idea of ​​using a main rotor to lift into the air did not become widespread until the end of the 18th century. All the rotorcraft projects being developed at that time remained unknown and were found in the archives many centuries later. As a rule, information about the development of such projects has been preserved in the archives of the most prominent scientists of their time, such as Guo Hong, L. da Vinci, R. Hooke, M.V. Lomonosov, who in 1754 created an "airfield machine".

Private helicopters in a short time were created literally dozens of new designs. It was a competition of the most diverse schemes and forms, as a rule, one- or two-seat apparatus, which had mainly an experimental purpose. The military departments were a natural customer for this expensive and complex equipment. The first helicopters different countries received the appointment of liaison and intelligence military apparatus. In the development of helicopters, as in many other areas of technology, two lines of development can be clearly distinguished - but the dimensions of the machines, that is, the quantitative one, and the line of development of the qualitative improvement of aircraft within a certain size or weight category that almost simultaneously arose.

Site about helicopters which contains the most complete description. Whether the helicopter is used for geological exploration, agricultural work or for the transport of passengers - the determining role is played by the cost of an hour of operation of the helicopter. A large share of it is depreciation, that is, the price divided by its service life. The latter is determined by the resource of the aggregates, r, e. by their service life. The problem of increasing the fatigue strength of blades, shafts and transmissions, main rotor bushings and other helicopter units has become a paramount task that still occupies helicopter designers. Nowadays, a resource of 1000 hours is no longer a rarity for a serial helicopter, and there is no reason to doubt its further increase.

Modern helicopters comparing the combat capabilities of the original video has been preserved. The image found in some publications is an approximate reconstruction, and not entirely indisputable, carried out in 1947 by N.I. Kamov. However, a number of conclusions can be drawn on the basis of the archival documents cited. Judging by the test method (suspension on blocks), the "airfield machine" was undoubtedly a vertical take-off and landing apparatus. Of the two methods of vertical lift known at that time - with the help of flapping wings or by means of a main rotor - the first seems unlikely. The protocol says that the wings moved horizontally. In most flyers, they are known to move in a vertical plane. A flywheel whose wings oscillate in a horizontal plane with an installation angle that changes cyclically, despite repeated attempts, has not yet been built.

The best helicopter design is always directed to the future. However, in order to more clearly imagine the possibilities for further development of helicopters, it is useful to try to understand the main directions of their development from past experience. What is interesting here, of course, is not the prehistory of helicopter construction, which we will only briefly mention, but its history from the moment when the helicopter, as a new type of aircraft, was already suitable for practical use. The first mention of an apparatus with a vertical propeller - a helicopter, is contained in the notes of Leonardo da Vinci dating back to 1483. The first stage of development stretches from the model of a helicopter created by M. V. Lomonosov in 1754, through a long series of projects, models, and even devices built in nature , which were not destined to take to the air, until the construction of the world's first helicopter, which in 1907 managed to get off the ground.

We recognize the fastest helicopter in the outlines of this machine circuit diagram the most common single-rotor helicopters in the world today. B. I. Yuryev managed to return to this work only in 1925. In 1932, a group of engineers, headed by A. M. Cheremukhitsnch, built a TsAGI 1-EA helicopter, which reached a flight altitude of 600 m and lasted 18 m / w in the air which was an outstanding achievement for that time. Suffice it to say that the official flight altitude record, set 3 years later on the new Breguet coaxial helicopter, was only 180 m. At this time, there was a pause in the development of helicopters (helicopters). A new branch of rotorcraft, gyroplanes, came to the fore.

The new Russian helicopter, with a greater load on the wing area, came face to face with the then new spin problem of loss of speed. It turned out to be easier to create a safe and sufficiently perfect autogyro than to build a helicopter helicopter. The main rotor, freely rotating from the oncoming flow, eliminated the need for complex gearboxes and transmissions. The articulated attachment of the main rotor blades to the hub used on gyroplanes provided them with much greater strength, and stability for the gyroplane. Finally, stopping the engine was no longer dangerous, as was the case with the first helicopters: by autorotating the gyroplane, it was easy to land at low speed.

Large helicopters for landing marines from ships determined the further development of the military helicopter industry as a transport and landing. The landing by S-55 helicopters of the American troops at Inchon during the Korean War (1951) confirmed this trend. The size range of transport and landing helicopters began to be determined by the dimensions and weight of ground vehicles used by the troops and which had to be airlifted. Therefore, the carrying capacity of the first transport helicopters in foreign armies was 1200-1600 kg (the weight of a light military vehicle used as a tractor and related guns).

USSR helicopters correspond to the weight of light and medium tanks or corresponding self-propelled chassis. Whether this line of development will be completed in such a range of dimensions depends on the ever-changing military doctrine. Artillery systems are mostly being replaced by rockets, which is why we find demands from the foreign press as well. Power did not lead to an increase in payload. Indeed, but to the technical level of that time, the weight of propellers, gearboxes for the entire apparatus as a whole increased with an increase in power faster than the lifting force increased. However, when creating a new useful and even more so new for national economic application, the designer cannot put up with a decrease in the achieved level of weight return.

Soviet helicopters, the first samples, in a relatively short time were created because specific gravity piston engines always went down with increasing power. But in 1953, after the creation of the 13-ton Sikorsky S-56 helicopter with two 2300-hp piston engines. with the size range of helicopters in the Zapal was interrupted and only in the USSR, using turboprop engines. In the mid-fifties, the reliability of helicopters became much higher, therefore, the possibilities of their use in the national economy also expanded. Economic issues came to the fore.

The most massive Soviet helicopters are still serving in the Russian Air Force and around the world (export version Mi-17). Numerous modifications of these machines are widely used for both military and civilian purposes. They are still in demand in the global helicopter market, are constantly being improved and will be in operation for decades to come.

History of creation

Multipurpose Mi-4 with one piston engine and a four-bladed main rotor, it proved itself well, but its time was over and in the late 50s of the last century, the development of second-generation helicopters with turboshaft engines began. In 1961, a new car was shown for the first time in Tushino AT 8 with one theater engine above the cockpit, but still with a main and tail rotor, tail boom and transmission, inherited from Mi-4. Only the fuselage and power plant were new. AI-24V.

Two engines were installed on the next prototype TV2-117, a main rotor with five blades and a tail rotor of increased rigidity. This machine received the designation and in September 1962 was tested in the air. The designers boldly went for the introduction of original technical improvements.

Glue-welded joints and large-sized stampings made of duralumin were widely used, the synchronization and rotation of the main rotor were regulated by a new automation system, the external suspension was radically different from the old one. So in the design bureau of M.L. Mile received a start in life for a new gas turbine helicopter.

Description of the helicopter

The aerodynamic layout is based on a scheme with one five-bladed main rotor and a tail rotor of three blades. The steel rotor hub with all-metal blades is located in horizontal and vertical hinges and is controlled by a cyclic pitch handle in longitudinal control. The main and tail rotor blades are equipped with an electric anti-icing system.

In the all-metal semi-monocoque of the fuselage, the cockpit is located in front. Inside, two pilots sit side by side, a flight technician is placed a little behind in the middle on a folding chair. A new autopilot that stabilizes the helicopter in roll, pitch, heading and speed, height and hovering height is included in the standard equipment.

Two turboshaft gas turbine engines TV2-117A are installed on top of the helicopter body in special engine nacelles, the sidewalls of the nacelles recline and provide a convenient approach to the power plant for maintenance. The air intake located above the engines serves as a channel for air access to the oil cooler fan.

The cargo cabin accommodates 24 people on folding seats, in the sanitary version, 12 stretchers for the wounded are installed. There are cargo fastening points on the floor, a winch with a load capacity of 200 kg is located above the front door. For loading equipment, a double-leaf cargo hatch and a ramp are used.

The tail section of the fuselage consists of a tail boom, with a tail rotor placed on it, a Doppler speed and drift meter, a stabilizer and a support that prevents the tail rotor from touching the ground. The landing gear of the helicopter consists of three supports, the front strut is fixed in the air during flight, the supports are not removed.

The standard radio-electronic equipment includes VHF and HF radio stations, an automatic radio altimeter, an automatic radio compass and a Doppler speed and drift meter.

Since 1989, they have been equipped with a meteorological radar in a container located under the fuselage, long-range navigation equipment operating on the LORAN system and equipment that stabilizes the helicopter in hover mode.

The performance data of the Mi-8T

• Fuselage length - 18.17 m
• The height of the rotor hub - 5.65 m
• Helicopter length with rotating propellers - 25.24 m
• Engines - 2 X TV2-117A
• Thrust-to-weight ratio - 2 X 1481 hp
• The weight of an unloaded helicopter is 7160 kg
• Maximum takeoff weight - 12 tons
• Fuel supply - 1870 l
• Additional tank in the cargo compartment - 980 l
• Maximum ground speed - 260 km / h
• Maximum rate of climb - 450 m / s
• Dynamic ceiling - 4500 m
• Ferry range - 930 km
• Combat radius - 350-480 km

Armament

• Suspension points - 4 beam holders
• NUR S-5 - 32 pcs. in blocks UB-32-57
• NUR S-5 - 192 pcs. in blocks UB-32-57 (since 1979)
• PTR "Phalanx" - 4 pcs
• Air bombs 250 kg - depending on the load
• Small arms - 12.7 mm machine gun

Combat use in Afghanistan

In Afghanistan, Soviet helicopters solved the widest range of tasks - the transportation of personnel and cargo, the evacuation of the wounded, the provision of direct fire support, and much more. Thousands of Soviet officers and soldiers owe their lives to these machines.

In the Afghan war, helicopter pilots improved their tactics by adopting the “turntable” technique, it was used when attacking by a group, when they approached a target from a dive and covered each other at the exit. The chain of firing points was attacked by the front of helicopters, lining up with a ledge relative to the leading one. Between the mountains in narrow gorges they attacked one by one with the minimum possible interval.

With no combat experience and shackled various instructions and restrictions, the pilots who arrived in Afghanistan quickly learned during combat missions. Only those who quickly mastered maneuvers with high g-forces survived: turns with a roll of up to 90 degrees, combat turns in the manner of fighters, dives, from which the ground filled the entire view in the cockpit, and slides with negative g-forces, unacceptable for a helicopter in theory.

The pilots said that they really learned to fight in Afghanistan and did not tell the Union about their achievements, the instructions and prohibitions in their homeland were still in effect.

In general, in this war, annual losses amounted to 30-35 helicopters, a whole regiment was out of action per year, but a large percentage of losses fell on the flight crew. The main losses occurred during the landing and withdrawal of paratroopers on the fired areas - 50% and about 15% during the transportation of people and cargo.

Mi-8 disasters in peacetime

Analyzing catastrophes and accidents that happened outside of hostilities, it can be stated that the main flight accidents occurred: due to the human factor - 41.5%; aircraft equipment failure - 37.7%; bad weather conditions - 7%; for other reasons - 14%.

Here is the most characteristic disaster due to the human factor. When flying over the city of Grozny on March 10, 2005 in the Chechen People's Republic, the helicopter caught on a high-voltage power line. 15 people died, one managed to survive.

Here is another similar, but more resonant catastrophe. On April 28, 2002, near the village of Ermaki, in conditions of poor visibility, he crashed into a power line. On board was the Governor of the Krasnoyarsk Territory Alexander Lebed and his inner circle. Together with the head of the region, 9 people died.

The case of human negligence is confirmed by the following catastrophe. During the flight from Surgut to Lyantor on August 30, 2001, a cable that fell out of the open door hit the tail rotor area and was thrown into the main rotor. The car became uncontrollable, rolled over and crashed into a swamp. Five people died.

In such cases, as they say, comments are superfluous.

Video: Mi-8 crash

The first version of the Mi-8 helicopter with a four-blade main rotor was tested in 1962. In October 1963, the second version with a five-bladed main rotor began to be tested, which was put into mass production at the end of 1965.

The Mi-8 is equipped with an anti-icing system that operates in both automatic and manual modes. The external suspension system of the helicopter allows you to carry loads weighing up to 3000 kg. If one of the engines fails in flight, the other engine automatically switches to increased power, while level flight is performed without lowering the altitude. The Mi-8 is equipped with an autopilot that provides roll, pitch and yaw stabilization, as well as a constant flight altitude. The navigation and flight instruments and radio equipment that the helicopter is equipped with make it possible to fly at any time of the day and in adverse weather conditions.

The helicopter is mainly used in transport (Mi-8T) and passenger versions. In the passenger version, the Mi-8P is equipped to carry 28 passengers. By special order, in Kazan, a variant with a deluxe cabin, designed for seven passengers, can be made. Orders were completed for B. Yeltsin, N. Nazarbayev, M. Gorbachev and others. The military version of the Mi-8T has pylons for hanging weapons (NUR, bombs). The next military modification of the Mi-8TV has reinforced pylons for hanging a large number of weapons, as well as a machine gun mount in the bow of the cabin. By rearranging the RV to the left side, its effectiveness was increased.

Mi-8MT is the latest modification of the helicopter, which was the logical conclusion of the transition from a transport to a transport-combat helicopter. More modern TVZ-117 MT engines were installed with an additional AI-9V gas turbine unit and a dust protection device at the air intake inlet. To combat surface-to-air missiles, there are systems for dispersing hot engine gases, shooting false thermal targets and generating pulsed IR signals. In 1979-1988. Mi-8MT helicopter took part in the military conflict in Afghanistan.

Helicopter modifications:

Mi-8T (Hip-C)- the main military transport modification.
Mi-8TV- upgraded version with enhanced weapons.
Mi-8TVK- export version of the Mi-8TV with 6 ATGM "Malyutka".
Mi-9- flying command helicopter based on the Mi-8T.
Mi-8SMV- EW and RER helicopter.
Mi-8PPA- a modernized version of the Mi-8SMV in the role of a communications helicopter and an electronic warfare helicopter.
Mi-8MT- transport and combat helicopter based on the Mi-8TV (1991).

Tactical and technical characteristics helicopter Mi-8:

Year of adoption - 1966.
The diameter of the main propeller is 21.29 m.
Tail rotor diameter - 3.91 m.
Length - 18.22 m.
Height - 5.65 m.
Weight, kg
- empty - 7260,
- normal takeoff - 11100,
- maximum takeoff - 12200.
Internal fuel - 1450 + 1420 kg.
Engine type - 2 gas turbine engines Klimov TV2-117A (TV3-117MT).
Power - 2 x 1710 hp (2 x 3065 hp)
The maximum speed is 260 km/h.
Cruising speed - 225 km / h.
Practical range - 1200 km.
Range - 465 km.
Practical ceiling - 4500 m.
Static ceiling - 1900 m.
Crew - 2-3 people.

Based on site materials

The Mi-8 is a Soviet/Russian multipurpose helicopter developed by the M. L. Mil Design Bureau in the early 1960s. It is the most massive twin-engine helicopter in the world, and is also included in the list of the most massive helicopters in the history of aviation. It is widely used in many countries of the world for a variety of civil and military tasks. MI-8 helicopters, as a rule, have a dual purpose, as indicated in the type certificate.

Mi-8AMTSH helicopter – video

In Russia, military helicopters can only be sold joint stock company Rosoboronexport, part of the Rostec Corporation. All other helicopters that are freely available for sale are for civilian purposes only.

The development of a promising medium multi-purpose helicopter under the designation B-8, designed to replace the Mi-4 helicopter model produced, began at the Mil Design Bureau in the second half of the 50s. First of all, the new machine had to use ergonomics as rationally as possible, so the layout of the helicopter changed radically, which became a wagon type with a longitudinally elongated fuselage. The cockpit was located in front of the fuselage, the engine (one on the first prototype) was located above the fuselage. The rest of the place was occupied by either the cargo compartment or the passenger compartment, depending on the modification of the helicopter.

The first B-8 prototype flew on July 9, 1961, it had one AI-24 turboprop engine; the second prototype V-8A - September 17, 1962, it already had two TV2-117 turboshaft engines, which were already installed on production vehicles. After a number of improvements, the Mi-8 was put into production in 1965 and adopted by the Soviet Air Force in 1967 and proved to be such a successful machine that purchases of the Mi-8 for the Russian Air Force continue to this day. Mi-8 is used in more than 50 countries, including India, China and Iran.

The modernization of the Mi-8 helicopter, which was completed in 1980, led to the creation of an improved version of this machine - Mi-8MT (product "88", for export deliveries - Mi-17), which is distinguished by an improved power plant (2 TV3-117 engines ) and the presence of an auxiliary power unit. Mi-17s are not so widespread and are used in about 20 countries around the world.

In 1991, the production of a new civilian transport modification Mi-8AMT (the export version is called Mi-171E) began, and in the late 1990s, the military transport and assault modification Mi-8AMTSh (Mi-171Sh).

In 2014, the 3500th helicopter of the Mi-17 family was delivered to the customer.

Design

A single-rotor helicopter with a 5-bladed main rotor and a 3-bladed tail rotor. The attachment of the main rotor blades is hinged (vertical, horizontal and axial hinges), and the tail rotor blades are combined (horizontal and axial), cardan type. The main rotor blades are all-metal, consist of a hollow spar, extruded from an aluminum alloy, to the rear edge of which 21 compartments with a honeycomb filler made of aluminum foil are glued, forming a profile. All main rotor blades are equipped with pneumatic spar damage alarm. In the main mode, the main rotor rotates at a speed of 192 min-1, the tail rotor - 1124 min-1.

Transmission

Similar to the Mi-4 helicopter. The main transmission units are:

- Main gearbox VR-14 (for Mi-8MT) or VR-8A (for Mi-8T)
— Intermediate gearbox;
- Tail gearbox;
- Tail shaft transmission;
— Fan drive shaft;
- Rotor brake.

Fuselage

It is the main power body of the helicopter and is an all-metal semi-monocoque of variable cross section with a smooth operating skin. The fuselage has three structural connectors and includes:

- bow part;
- the central part;
- tail boom;
- an end beam with a fairing.

Chassis

Three-bearing, non-retractable, with self-orienting in flight front rack. To prevent the tail rotor from touching the ground, there is a tail support.

External suspension system

Allows you to carry loads up to 3000 kg (5000 kg). The Mi-8 is equipped with a four-channel autopilot AP-34B, which provides stabilization of roll and pitch, direction, and flight altitude (± 50m). In the passenger version, up to 18 seats can be installed in the cabin, in the transport version, folding benches for 24 seats are used.

Control system

Designed to control the helicopter about three axes, it is carried out by changing the magnitude and direction of the main rotor thrust force and changing the tail rotor thrust force. To control the helicopter, hydraulic boosters are used - three KAU-30B (combined control unit) in the control of the main rotor and one RA-60B (steering unit) in the control of the tail rotor. The Mi-8MTV has four KAU-115M. The hydraulic system is designed to supply the working fluid:

- helicopter control units (RA-60B tail rotor control, KAU-30B common pitch main rotor, two KAU-30B longitudinal and transverse control);
- hydraulic cylinders for controlling the "STEP-GAS" friction clutch, a variable stop in the longitudinal control of the helicopter, (controlling the "afterburner" of engines for helicopters of the "MT" modification) is switched on by separate electromagnetic cranes GA-192.

The hydraulic system consists of the main and backup, the pressure in each is created by a separate pump NSh-39M, installed on the main gearbox. The pressure is regulated within 45 ± 3 ... 65 + 8-2 kgf / cm2 by automatic pump unloaders GA-77V, supported by hydraulic accumulators - two in the main system and one in the backup.

Fuel system

It is designed to accommodate the required amount of fuel on board the helicopter and its uninterrupted supply to the engine control pumps at all modes and altitudes, as well as to supply fuel to the KO-50 kerosene heater.

Fire protection system (PPS)

Designed to detect, signal and extinguish fire in protected compartments:

- left and right engines;
— kerosene heater KO-50;
- the main gearbox and AI-9V engine.

Anti-icing system (POS)

Designed to protect against icing the main and tail rotor blades, two front windows of the cockpit, engine input devices, engine dust protection devices (PZU). Heating of propeller blades and cockpit glass - electrothermal action. The heating of the fairings of the air intakes and the input devices of the engines is air-thermal, and the heating of the ROM is mixed (some of the nodes are heated by hot air, and the other part is electrically heated). The POS operates in both automatic and manual modes. The HB RV blades, front windows and ROM are powered by 208 volt alternating current. Hot air from the compressor is used to heat the engine inlet and ROM.

Air system

Designed for braking the wheels of the main landing gear and recharging the wheel chambers from the onboard cylinders in off-aerodrome conditions using a special device.

The heating and ventilation system is designed for:

- supply of heated or atmospheric air to the cockpit and cargo compartment to maintain normal temperature conditions in them;
- blowing the front windows and blisters of the cockpit;
- heating the drain valve of the drainage tank.

A kerosene heater KO-50 is used to heat the air.

oxygen equipment

Designed to supply oxygen to the crew during flights at altitudes up to 6000 m, as well as the wounded and sick during flights at any altitude.

Power system

DC power sources:

- two starter-generators GS-18 installed on each of the engines;
- six batteries 12SAM-28.

AC sources:

- Single-phase alternating current with a voltage of 208 V, a frequency of 400 Hz, is produced by the SGO-30U generator installed on the main gearbox. (To power the heating elements of propellers and windshields). Also, radio and navigation equipment is fed from SGO-30U through a single-phase transformer TS / 1-2, and from it - a transformer Tr-115/36, which supplies engine and transmission control devices with a single-phase voltage of 36 V, and through a transformer 115 / 7.5 - power contour lights of the main rotor. If SGO-30U fails, the blade heating elements are switched off, the rest of the equipment automatically switches to power supply from the PO-750A converter.
- A three-phase alternating current voltage of 36 V for powering gyroscopic devices is provided by one of the two PT-500Ts converters (main or backup).

Navigation and flight instruments and radio equipment in all modifications of the helicopter make it possible to fly at any time of the day in simple and adverse weather conditions.

Power point

It consists of two TV2-117 turboshaft engines (TVZ-117MT modification "MT", TV3-117VM modification Mi-8MTV). If one of the engines fails in flight, the other engine automatically switches to increased power, while level flight is performed without lowering the altitude.

Helicopters of various modifications differ very significantly in the composition of the equipment. Early helicopters (Mi-8, Mi-8T, Mi-8TV, Mi-8P, Mi-8PS, Mi-8SMV(PPA, R) are equipped with two TV2-117A engines with a take-off power of 1500 hp, with a 10-stage compressor and starting from the starter-generator GS-18TO installed on each engine.When the first engine is started, its starter-generator is powered by six on-board batteries 12SAM-28 (starter aviation monoblock capacity of 28 Ah) with a voltage of 24 V, the second engine - from the starter-generator already running engine and three batteries.When the GS-18TO engines are running, a voltage of 27 volts is supplied to the main power supply system.Four batteries are installed in the pilot's cabin under the shelves of electrical and radio equipment, two on each side, the remaining two behind the pilot's cabin in the cargo compartment, in the passenger version in the rear part behind the cabin partition.Despite the relatively small capacity, they are able to provide 5 engine starts in a row on the ground and in the air at altitudes up to 3000 m, while they give a current of 600-800 amperes, when the engines are running, they are charged from DC generators and automatically turn off when the rated capacity is reached or turn on when the voltage in the on-board network drops (in the event of a generator failure) using DMR-600T differential-minimum relays, generator operation control system.

Later series helicopters (Mi-8MT, Mi-17, etc.) have been significantly upgraded. The engines were replaced with more powerful (take-off power - 2200 hp) TV3-117 with a 12-stage compressor and air start, an AI-9V APU was installed to supply air to the air starters of the engines. Main AC Power System:

- Sources of three-phase current with a voltage of 208 V, a frequency of 400 Hz 2 generators SGS-40PU, located on the main gearbox.

The first generator is powered by:

- rectifier devices VU No. 1;
- elements of POS screws;
- transformer TS-310S04B (power 1 kW) for powering a three-phase network 36 V;

From the second generator they feed:

- rectifier devices VU No. 2 and No. 3;
- heating of windows and dust protection device (PZU) of engines;
— transformer ТС/1-2 for powering a single-phase network 115 V;
- after TS / 1-2 with a voltage of 115 V, two transformers Tr115 / 36 are also fed, (main and spare) supplying single-phase alternating current 36 V to control devices for the operation of engines and transmissions.

Two converters serve as backup sources for alternating current: PO-500A and PT-200Ts. If generator No. 1 fails, TS310S04B switches to generator No. 2, if both generators or the tr-ra itself fails, the PT-200Ts converter starts. If generator No. 2 fails, TC/1-2 switches to generator No. 1; if both generators or the generator itself fails, the PO-500A converter starts. Also, if generator No. 2 fails, VU-6A No. 3 switches to generator No. 1.

DC system (secondary): DC power sources:

- the main sources - three rectifiers rectifiers VU-6A;
- starter-generator STG-3, which, when the APU is running, can supply a voltage of 27 volts with a power of 3 kW to the on-board network for 30 minutes;
- 2 batteries 12SAM-28 or 20NKBN-28 (for starting the APU and emergency power supply to the network).

Modifications

Passenger

Passenger helicopter for 28 seats. Equipped with GTD TV2-117A engines with a power of 1267 kW / 1700 hp. The passenger cabin has a length of 6.36 m, a width of 2.34 m, a height of 1.80 m, and rectangular portholes.

Mi-8P modification with GTD TV2-117F engines.

A passenger helicopter with a high-comfort cabin: two large leather armchairs near the table, a sofa, and a telephone set on the table; there is a small sideboard, a wardrobe compartment and a toilet, enlarged rectangular portholes, as well as a ladder door.

A passenger helicopter built by order of the Ministry of Defense specifically for the transport of international inspector groups to control arms control measures. It has a slightly more modest interior than the Mi-8PS.

Mi-172- a helicopter created on a constructive basis of the Mi-8MTV-1 multi-purpose helicopter. At the beginning of 2017, it is the only helicopter from the Mi-8 family certified for the commercial transportation of passengers.

Transport

Airborne transport helicopter for 24 paratroopers with weapons (in the sanitary version, 12 wounded on a stretcher with one escort). GTE TVZ-117MT engines with a capacity of 1454 kW / 1950 hp were installed. The helicopter is also designed to transport cargo weighing 4000 kg in the cabin or 3000 kg on an external sling. Cargo cabin: length 5.34 m, width 2.34 m, height 1.80 m. In the military version, it is equipped with pylons for hanging weapons.

Export version of the Mi-8T for the Syrian Air Force, modified for dry climate conditions.

Multipurpose

- "Transport, armed." Adopted by the Soviet Army in 1968. Reinforced truss pylons with four holders for blocks of thirty-two NARs of 57 mm caliber and a mobile machine gun mount of 12.7 mm caliber in the forward fuselage were installed. The helicopter can also carry other weapons: blocks of thirty-two NAR. AT-2 ATGM with semi-automatic control. AT-3 ATGM with manual control, etc. It was distinguished by the armor of the cockpit, gear cowls and engines, armored glass of the cockpit (mainly frontal).

Helicopter with TV2-117AG engines.

Air mine layer for the ground forces. The VMP-1 minelayer was installed. Could set from 64 (in the first modifications) to 200 min.

Modification of an air mine layer for the ground forces, designed for setting small-sized non-retrievable anti-personnel mines.

Modification of the Mi-8T helicopter with GTD TV2-117TG engines with a capacity of 1103 kW / 1500 hp, running on aviation condensed fuel.

Upgraded airborne transport helicopter. It is equipped with high-power engines GTD TVZ-117MT with a power of 1454 kW / 1950 hp. with dust protection devices and AI-9V auxiliary power unit and tail rotor mounted on the left to improve efficiency. It has a Lipa infrared jamming station, exhaust screens for suppressing engine heat radiation and containers with decoys, a machine gun (12.7 or 7.62 mm caliber) in a forward mobile mount, holders on the sides of the fuselage for mounting up to six NAR blocks placed on top of the rails rails up to six ATGMs. Machine-gun containers are also suspended on the pylons, machine guns and grenade launchers can be placed in the blisters and side openings of the troop compartment. The helicopter is a transition model to the improved Mi-17 helicopter.

Mi-17- export version of the Mi-8MT.

Mi-8MTV or Mi-8MTV-1- modernized high-altitude transport helicopter with TV3-117VM, TV3-117VM series 02, VK-2500-03 engines. Dynamic ceiling increased to 6000 m. Developed in 1985-1987. and launched into serial production in Kazan in 1988. It has only a civilian purpose.

Mi-17-1V- export version of the Mi-8MTV-1.

Mi-8MTV-2

Mi-8MTV-2 and Mi-8MTV-3 later modifications of military transport helicopters of the MT version. Designed for use in airborne transport, ambulance, rescue and strike versions. These are some of the most heavily armed helicopters in the world. In the MTV-2 variant, the helicopter could be equipped with four B8V20-A blocks of twenty S-8 NARs each, it is possible to suspend aerial bombs of 50-500 kg caliber on beam holders BDZ-57KRVM: a mobile unit with a machine gun of 12.7 mm caliber can be placed in the forward fuselage , in the openings of sliding doors - up to 8 pivot installations with machine guns; caliber 7.62 mm, and on the outer holders - 4 cannon containers UPK-23-250 with guns GSh-23L caliber 23 mm. To protect against missiles with IR seeker, ASO-2V cassettes with IR decoys PPI-26-1 were installed. Armored plates covering the floor, front and rear of the compartment are hung on the cockpit of the helicopter.

Mi-8MTO- night.

Mi-8MTKO- a variant with lighting equipment adapted to the use of an aerobatic night vision system.

Mi-17-1V- export version of the Mi-8MTV.

Mi-8AMT(export designation - Mi-171E) - a variant of the Mi-8MTV with minor changes, produced at the Ulan-Ude Aviation Plant (since 1991). There are various modifications: passenger. transport, search and rescue, VIP-salon, etc. It has only a civilian purpose.

Mi-171- modification of the Mi-8AMT helicopter, has a certificate issued by the Interstate Aviation Committee. It has only a civilian purpose.

Mi-171A2

Mi-171A1- modification of the Mi-8AMT helicopter, which complies with the Airworthiness Standards for US rotorcraft FAR-29. It has only a civilian purpose.

Mi-17KF- Mi-8MTV-5 modification with Honeywell avionics. Developed by the Mil Design Bureau together with Kazan Helicopter Plant by order of the Canadian company Kelowna Flightcraft. First flight 3 August 1997.

Mi-8MSB- own Ukrainian modification not certified in Russia with TV3-117VMA-SBM1V 4E series engines, passenger-transport version for civil aviation.

Mi-8MSB-V- own Ukrainian modification not certified in Russia with TV3-117VMA-SBM1V 4E series engines, for the Air Force (adopted in April 2014, 3 units were transferred to the troops by the end of 2014) and for export.

special purpose

Mi-8TECh-24- flying technical and operational part. It was equipped with locksmith, electrical, control and calibration and other equipment used in the operation and repair of helicopter equipment.

Refueler and transporter of fuel.

Trawl tug.

Special Marine Rescue.

Mi-8SPA- search and rescue helicopter to search for astronauts and crews of aircraft in case of splashdown.

Forest fire modification, equipped with a system of massive water discharge and a water cannon.

Staff helicopter with round windows.

Staff helicopter with square windows.

Special command post for large-scale integrated search and rescue operations.

Or the Mi-8R - a reconnaissance aircraft designed for visual observation and photography in the frontline.

Artillery spotter.

Mi-8TAKR- a helicopter with a complex of television surveillance.

Radiation-chemical reconnaissance.

Modification with a combined power plant of turboshaft engines working on a main rotor and a traction turbojet.

Mi-8MT "Flying Crane"- differs by the crane operator's cabin in place of the cargo flaps.

Mi-8MT "Meteo"- flying weather station. In 1990, 12 Mi-8MTs were converted.

Mi-8MTA- short-range tactical reconnaissance helicopter.

Mi-8MTS- radiation reconnaissance helicopters. Designed in 1986.

Mi-8MTT- a helicopter to search for descent spacecraft.

Mi-8MTL- reconnaissance with the possibility of simultaneous use of thermal imaging reconnaissance and radio interception with exact definition target coordinates.

Mi-8MTF- aerial reconnaissance. Designed in 1984.

Mi-8MTF (II)- smoke screen designer Designed in 1987.

Mi-8MTYu- It was built in a single copy. Designed to detect descent vehicles, small surface targets, radar antenna in the nose. Used by the Ukrainian Air Force.

Mi-8AMT-1- high-comfort cabin (VIP-salon) for the government squadron of the President of the Russian Federation.

Mi-8AMTSH-VA- version for the tasks of the Ministry of Defense of Russia in the Arctic. Mi-8AMTSh-VA, based on the latest modification of the Mi-8AMTSh-V military transport helicopter, which features new Klimov VK-2500-03 gas turbine engines, a more powerful TA-14 auxiliary power unit and an updated avionics set, is additionally equipped with a heating of the main units of the power plant. To work above the water surface, the helicopter is equipped with an air-conditioning system for marine life suits (MSC) in which the crew works.

Air command posts

Mi-8VKP or Mi-8VzPU- air command post.

Air command post for division commanders, serial modification.

Mi-9- air command post for commanders of motorized rifle and tank divisions. Equipped with special equipment and additional antennas on the tail boom. Created in 1977 on the basis of the Mi-8T.

Mi-9R- air command post for commanders of missile divisions of the Strategic Missile Forces. Equipped with an automated communication complex. Created in 1987 on the basis of the Mi-8T.

Medical

Air hospital (medical "bisector"). Created on the basis of the Mi-8T in 1978.

Mi-8MTB- armored air hospital. Created on the basis of the Mi-8MT.

Mi-8MTVM- medical modification of the Mi-8MTV.

Mi-8MTV-3G- air hospital based on the Mi-8MTV-3.

Mi-8MTV-MPS- medical search and rescue helicopter based on the Mi-8MTV.

Mi-8MTD- search and rescue helicopter. Designed to search for astronauts and aircraft crews in distress.

Mi-8MTN- Helicopter providing medical assistance to astronauts. Designed in 1979.

Mi-17G- export version of the air hospital.

Mi-17-1VA "Ambulatory"- export version of the Mi-8MTV in the sanitary version. Shown at the Paris Air Show in 1989, equipped with more powerful TV3-117VM engines.

Jammers

Mi-8SMV- the first modification of the Mi-8 helicopter, as an electronic warfare helicopter. The Mi-8SMVb modification, created in 1971, was intended to protect front-line aviation from being hit by enemy anti-aircraft missile systems. A helicopter version of the Smalta-V (Smalta-3) electronic warfare complex with a control panel was installed in the cargo compartment, and transceiver antennas were mounted on board the fuselage.

EW (electronic warfare) helicopter, created in 1974. According to some sources, it is equipped with the Pole complex, but in the 70-80s. it was customary to refer to electronic warfare systems by the names of plants, perhaps this option is simply confused with the early versions of the Mi-8PPA. Intended for jamming ground-based radar detection, guidance and target designation. The suppression stations placed on the helicopter also made it possible to use the Mi-8PP as a radio reconnaissance. The helicopter is easy to distinguish by containers and cross-shaped dipole antennas on the sides of the fuselage.

Mi-8PPA- an electronic warfare helicopter equipped with Azalea and Fasol stations, according to some sources - modified in 1980-1982. Mi-8PP version.

Mi-8MTPR-1- Jammer based on the Mi-8MTV-5-1. From the serial Mi-8MTV-5-1, the modification differs in the absence of a ramp and armor plates on the cockpit, a narrowed left sliding door and the absence of part of the windows, an additional antenna on the tail boom. The helicopter is equipped with the Rychag-AV electronic warfare system.

Military transport

Mi-8MTV-5

Mi-8AMTSh(export designation - Mi-171Sh) and Mi-8MTV-5(export designation - Mi-17V-5) - modern multi-purpose military transport helicopters designed to transport personnel, as well as cargo inside the cabin and on an external sling. They can be equipped with a set of weapons equivalent to the Mi-24, a complex of armor protection for the crew and adapt to the use of night vision technology. These helicopters were created taking into account a comprehensive analysis of the experience of using Russian helicopter technology in combat operations in various "hot spots". In November 2015, the military should receive the first Arctic version (Mi-8AMTSh-VA) "Terminator", which was created on the basis of the latest modification of the Mi-8AMTSh-V helicopter. It is equipped with new VK-2500-03 gas turbine engines, a more powerful TA-14 auxiliary power unit and updated avionics. The helicopter was created taking into account the specifics of use in conditions of low temperatures (from minus 40-50 degrees Celsius and below) and limited visibility during flights, including during the polar night. An experimental batch of 5 helicopters was ordered in February 2014. At the same time, the military said that their total need for "Terminators" could reach 100 units.

Protection: EVA, steel armor plates, LC ejection machine, jammer, protected fuel tanks.

Opportunities: descent on a winch up to 4 people at the same time, a ramp, an IR searchlight, night vision goggles, an IR camera.

Armament S-8 missiles in blocks, Attack (ATGM).

Mi-8AMTSh

Mi-8AMTSh-1- modification of the Mi-8AMTSH, equipped with an armament complex in combination with a high-comfort cabin (VIP-salon)

Mi-8MNP-2- modification of the Mi-8AMTSh for the Border Guard Service of the Russian Federation. Converted 6 helicopters.

The performance characteristics of the Mi-8AMT

— Chief designer: M. L. Mil
- First flight: July 9, 1961
– Start of operation: 1965
– Units produced: > 12,000 (all modifications)

Mi-8 cost

- about 252 million rubles. or from $14.75 million to ~$17.5 million (Mi-17V-5, export)
- Mi-8AMTSh (for government customers): ~ 200 (for 2010) - 250 million rubles. (for 2012)

Mi-8 crew

- 3 persons

Mi-8 capacity

– 27 people

Overall dimensions of the Mi-8

- Length (with rotating screws): 25.31 m
- Height (with rotating tail rotor): 5.54 m
– Rotor diameter: 21.3 m

Mi-8 weight

- Empty weight: 6913 kg
– Normal takeoff weight: 11 100 kg
– Maximum takeoff weight: 13,000 kg

Mi-8 engines

- 2 × TV3-117VM
- Engine power (in takeoff mode): 2 × 2000 l. from
— Aviation fuel consumption, t/h - 0.72

Mi-8 speed

– Maximum speed: 250 km/h
– Cruising speed: 230 km/h

Dynamic ceiling Mi-8

Practical range of Mi-8

Mi-8 flight range

- with additional fuel tanks: 1300 km
- with a maximum supply of aviation fuel: 800 km
– at maximum load: 550 km

Photo Mi-8