DCS GUIDE

MI-8MTV2
By Chuck
LAST UPDATED: 21/12/2016

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 TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – CONTROLS SETUP
• PART 3 – COCKPIT & GAUGES
• PART 4 – PRE-FLIGHT & MISSION PLANNING
• PART 5 – START-UP
• PART 6 – TAKEOFF
• PART 7 – LANDING & SHUTDOWN
• PART 8 – ENGINE MANAGEMENT
• PART 9 – PRINCIPLES OF HELICOPTER FLIGHT
• PART 10 – AUTOROTATION
• PART 11 – MISSION TYPES AND ROTORCRAFT OPERATION
• PART 12 – WEAPONS & COUNTERMEASURES
• PART 13 – RADIO TUTORIAL
• PART 14 – RADIO NAVIGATION
• PART 15 – AP-34B AUTOPILOT
• PART 16 – OTHER RESOURCES

Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
 “HELICOPTERS SUCK!” is the first thing I said when I crashed my Huey for the first time. This is what many people among the flight sim
community think as well. Choppers are slow, blocky, noisy, sluggish… who would want to be a glorified taxi driver when you could be
MI-8MTV2

Maverick and save the world at Mach 1.5?

Well, you should! Why? Simply because helicopter pilots have one of the most dangerous jobs in the world. You have to be one hell of a
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pilot to fly one of those. Or batshit insane. Or a bit of both. Flying a helicopter is challenging, and one of the most rewarding experiences I
ever had in a flight sim.

Flying helicopters is difficult, much more difficult than flying an airplane. Helicopters are marvellous and totally insane creations. They seem
unnatural, intricate and many pilots who come from the jet or prop plane world have difficulties to learn to fly helicopters since it requires a
different way of thinking. I had the chance to meet a real life Huey pilot who was kind enough to show me the basics of how to “think” like a
chopper pilot. I will attempt to share what I learned from him with you, and hopefully you will benefit from it like I did.

It took me many tries, many crashes, a lot of cursing… but in the end I realized that the DCS MI-8, alongside the UH-1H Huey, is one of the
most fun and interesting modules I ever had the chance to fly. Real-life helicopter pilots agree with me on this: the
Mi-8 you are about to fly is one of the finest modules ever made flight model wise, on par with the Huey (also created by Belsimtek). If you
PART 1 – INTRODUCTION

think you learned to fly choppers from ARMA, Take On Helicopters, FSX or Battlefield, think again. You’ve seen nothing yet. The Vortex Ring
State is one brutal wake up call. ☺

“Peter Pilot” is the nickname given to novice helicopter pilots. At the beginning, we all suck. Get used to it, and you won’t feel as frustrated
as I was in the beginning. The human brain is just not engineered to think like a helicopter… but with proper training and a bit of practice,
you will get the hang of it in no time. Understanding is half the training, so put your thinking cap on.

Give the Mi-8 a chance, and I promise you that you will not regret it.

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 The Mil Mi-8 “Magnificent Eight” is truly the most underrated module in the DCS hangar. Why does the Huey get all the love while the Mi-8
gathers dust? The answer is simple: people just don’t know much about it.
MI-8MTV2

Buying a DCS module is just like buying a car: in order to want it, you need an emotional connection with it. Since Capitalist Pigs Westerners
like myself have grown up watching movies about the Vietnam War and Hueys dropping GIs into the jungle, we have not heard much about
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the Mi-8 helicopter. Yet, the Mi-8 has a long and rich history and is a big part of the russian aviation heritage. The Americans had Vietnam
and the Huey… the Soviet Union had Afghanistan and the Mi-8.

During the Soviet-Afghan war of 1979-1989, the Mi-8s confirmed that saving human lives is the main task for a rotary-wing machine. Search-
and-rescue missions made up on average 10 per cent of the total number of the army aviation sorties. For many soldiers, the helicopter
remained their last hope. The history of the Mi-8's employment in the 40th Army contains countless examples when airmen who had
ejected after being shot down, wounded or sick soldiers and personnel cut off from their units were sought out and evacuated. In most
cases such operations were conducted under fierce fire and were performed by the crews of the Mil' 'workhorses‘, at the immediate risk of
their own lives. It is the Mi-8 that allowed the Soviet forces in Afghanistan to fulfill the order stipulating that not a single wounded, shell-
shocked or dead soldier should be left behind on the battlefield.
PART 1 – INTRODUCTION

For its wonderful performance characteristics, handling, and ease of flight and maintenance operations, personnel transitioning from the
Mi-4 to the Mi-8 dubbed the new helicopter "Vasilissa the Beautiful". By 1969, the Mi-8 completely replaced the Mi-4 on the production
line. Its production rates grew year by year reaching several hundred helicopters per year. From 1965 to 1996, the Kazan Helicopter Plant
manufactured, in different modifications, a total of four and a half thousand Mi-8s powered by TV2-117 engines. In 1970, the Ulan-Ude
Helicopter Plant started production of the Mi-8 in parallel with Kazan. To date this facility has produced more than 3700 Mi-8s powered by
TV2-117 engines. In 1981, the Mi-8MT debuted at the Paris air show. For promotional reasons, it was designated Mi-17, which became its
export designation on the world market. This is why we have public access to Mi-17 manuals (which are the same as the ones for the Mi-8 in
everything but name).

The Mi-8 is a delight to fly. You feel like a shirtless badass riding a polar bear in the Siberian winter. It is very stable, very powerful and the
minute you leave the ground, you will instantly understand why the Russians called the Mi-8 “the Magnificent Eight”.
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MI-8MTV2

UV-26 Start Dispensing (Flares)

(Grey button on RHS) Autopilot Altitude Control Up
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Autopilot Altitude Control Down

Autopilot Cut Off

Radio Trigger RADIO

ZOOM IN SLOW
TRIMMER
ZOOM OUT SLOW

LIGHT PRESS: RELEASE WEAPONS

ZOOM IN SLOW
COMMUNICATION
MENU
PART 2 – CONTROLS SETUP

ZOOM OUT SLOW

RELEASE BOMB

TRIMMER RESET

Cargo Hook/Unhook

WHEEL BRAKE
(Press and Hold)

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 CONTROLS FOR GUNNERS, CREW & INTERFACE MANAGEMENT
MI-8MTV2

• SET PILOT SEAT SWITCHES TO PILOT SEAT (“1” BY DEFAULT)

• SET COPILOT SEAT SWITCHES TO COPILOT SEAT (“2” BY DEFAULT)
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• SET TECHNICIAN SEAT SWITCHES TO FLIGHT ENGINEER SEAT (“3” BY DEFAULT)

• SET (LEFT) GUNNER SEAT SWITCHES TO LEFT GUNNER SEAT (“4” BY DEFAULT)
• AI (LEFT) GUNNER ROE ITERATE (L_CTRL+ L_WIN+4) ITERATES RULES OF ENGAGEMENT LEFT GUNNER
HOLD FIRE / RETURN FIRE / FREE FIRE (AT WILL)
• AI BACK GUNNER ROE ITERATE (L_CTRL + 5) ITERATES RULES OF ENGAGEMENT REAR GUNNER
HOLD FIRE / RETURN FIRE / FREE FIRE (AT WILL)
• AI (LEFT) GUNNER BURST SWITCH (L_SHIFT+ L_WIN+4) ITERATES FIRING BURST LENGTH FOR LEFT GUNNER
SHORT BURST / LONG BURST
• AI BACK GUNNER BURST SWITCH (L_SHIFT + 5) ITERATES FIRING BURST LENGTH FOR REAR GUNNER
SHORT BURST / LONG BURST
• ADJUST AUTOPILOT TURNS AI AUTOPILOT ON/OFF (RALT+A)
• SHOW GUNNER PANEL TOGGLE GUNNER PANEL INTERFACE (RALT+RSHIFT+K)
• SHOW CONTROLS INDICATOR TOGGLE CONTROL INDICATOR INTERFACE (RCTRL+ENTER)
PART 2 – CONTROLS SETUP

NOTE: THESE LABELS ARE ONLY VISIBLE IF YOU HAVE THE “CONTROL HELPER” OPTIONS TICKED IN THE “SPECIAL – MI-8” OPTIONS TAB.
ALSO, THE “AI AUTOPILOT” FEATURE WILL ONLY BE AVAILABLE IF THE “AUTOMATIC ADJUSTMENT” OPTION IS CHECKED IN THE “SPECIAL” OPTIONS TAB.

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 CONTROLS FOR GUNNERS, CREW & INTERFACE MANAGEMENT
MI-8MTV2

• In the “Special” tab, make sure AUTOPILOT ADJUSTMENT, RUDDER TRIMMER and CUSTOMIZED COCKPIT: ENGLISH checkboxes are ticked! Note
that rudder trimmer is optional and up to your personal taste. The real life Mi-8 has it (pedals remain in place once trimmed) but most rudder
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pedals we have use springs, which makes rudder trim impractical.

PART 2 – CONTROLS SETUP

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MI-8MTV2
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TO ASSIGN AXIS, CLICK ON AXIS ASSIGN. YOU

CAN ALSO SELECT “AXIS COMMANDS” IN THE
UPPER SCROLLING MENU.
PART 2 – CONTROLS SETUP

TO MODIFY CURVES AND SENSITIVITIES

OF AXES, CLICK ON THE AXIS YOU WANT
TO MODIFY AND THEN CLICK AXIS TUNE

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 BIND THE FOLLOWING AXES:
MI-8MTV2

• CYCLIC PITCH (DEADZONE AT 0, SATURATION X AT 100, SATURATION Y AT 85, CURVATURE AT 21)

• CYCLIC ROLL (DEADZONE AT 0, SATURATION X AT 100, SATURATION Y AT 85, CURVATURE AT 21)
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• RUDDER (DEADZONE AT 0, SATURATION X AT 100, SATURATION Y AT 100, CURVATURE AT 14)

• COLLECTIVE (DEADZONE AT 0, SATURATION X AT 100, SATURATION Y AT 100, CURVATURE AT 11)
• THROTTLE (CORRECTOR) – CONTROLS ENGINE RPM

NOTES ABOUT CONTROLS

If you are more familiar with airplanes than with helicopters, you might not be
quite familiar with a “collective” and a “cyclic”. In a prop aircraft, you generally set
your engine to a given RPM by changing the propeller’s pitch, and you throttle up
and down to change your thrust. Rudder pedals are used to change the orientation
of your vertical stab.
PART 2 – CONTROLS SETUP

In a helicopter, it’s the opposite. You set your throttle to a given setting, and you
change your thrust with your collective, which changes the pitch of your
rotor/propeller’s blades. Rudder pedals are used to modify your tail rotor’s
propeller pitch: the amount of lateral thrust generated by your rotor is in direct
relationship with the horizontal/lateral orientation of your helicopter. The cyclic, on
the other hand, is used just like a regular stick on a plane. The cyclic modifies the
orientation of swashplates, to which are attached push rods that define the
orientation of the rotor.
In very simple terms, you could say that the collective is used like a throttle on a
plane, the throttle is used like a RPM setter on a plane, and the cyclic is used like a
joystick on a plane.

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 SEAT SELECTION CONTROLS
Pilot: 1
MI-8MTV2

CoPilot: 2
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FLIGHT ENGINEER Flight Engineer: 3

COPILOT CREW CHIEF Side Gunner: 4
NAVIGATOR
PART 3 – COCKPIT & GAUGES

PILOT
COMMANDER

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MI-8MTV2
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SEAT SELECTION CONTROLS

Pilot: 1
CoPilot: 2
Flight Engineer: 3
Side Gunner: 4
SIDE GUNNER
12.7 MM KORD MACHINEGUN
PART 3 – COCKPIT & GAUGES

REAR GUNNER
(NOT SELECTABLE)
11
7.62 MM PKT MACHINEGUN
MI-8MTV2
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PART 3 – COCKPIT & GAUGES

DOOR CONTROLS
Left Door: L_Ctrl+L_Shift+C
Left Blister Door: L_Ctrl+C
Right Blister Door: L_Shift+C
Cargo Doors: L_Alt+L_Ctrl+C
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PART 3 – COCKPIT & GAUGES HIP

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PART 3 – COCKPIT & GAUGES HIP

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MI-8MTV2
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Collective

Right Engine
Condition Lever

Left Engine
PART 3 – COCKPIT & GAUGES

Condition Lever

Throttle / Corrector
(Twist Grip)

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 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

Rotor Brake Lever

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MI-8MTV2 Signal Flares Panel
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LHS Red Interior Lights Brightness Controls

RI-65B Voice Warning System

remote control panel
PART 3 – COCKPIT & GAUGES

Engine Vibration Indicator

Test Switch

EGT gauge Ground / Air Flight Data Recorder power

Test Switches Left/Right Engine Temperature Regulator 17
Test Switches switch (DOWN = AUTO)
MI-8MTV2

IFF Responder Control Panels

(Not Functional)
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PART 3 – COCKPIT & GAUGES

MVU-10K Pneumatic System

Air Pressure Gauge (kg/cm2) MA-60K Landing Gear System
Air Pressure Gauge (kg/cm2)

External Cargo Auto Release Switch

Code NAV (DOWN = AUTO)
Lights Button
Doors Open Indicator
Air Horn Switch
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Shackle Open Indicator
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P-503B CVR (Cockpit Voice Recorder)

Control Panel
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Pitot Heat Test Switch

RI-65 VWS (Voice Warning

System) Power Switch

SPUU-52 Tail Rotor Pitch

Limit System Power Switch
PART 3 – COCKPIT & GAUGES

Windshield Wiper
Switch

Dome Light Switch

Fan Power Switch

Left Attitude Indicator VK-53 Gyro Correction
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Power Switch Cut-out Power Switch
 Rocket Station Selector Switch
MI-8MTV2

Anti-Ice System Control Panel

1-2-5-6: Inner & Outer Stations
ABT: AUTO (all stations) R-863 VHF Radio FM/AM Selector
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3-4: Middle Stations Switch (UP = FM, DOWN = AM)

Rocket Burst Quantity Selector

8/16/4 rockets per burst

GUV Fire Burst Cutoff Switch

UP: Burst Firing Mode ON
DOWN: Burst Firing Mode OFF

Weapon Selector Switch

TOP: UPK 23 mm cannon
PART 3 – COCKPIT & GAUGES

MIDDLE: PKT nose machine-gun (not funct.)

DOWN: RKT/PC 80 mm rockets

GUV gun pod burst length (in seconds)

Ex: 0.40 is a burst length of 0.40 seconds

GUV gun pod Firing Mode Selectors

800: 30 mm grenade launcher
R-863 VHF Radio
(outer stations) Channel Selector
800/624: GShG-12.7 mm mg pods
or 30 mm grenade launcher if equipped AF1-150
622: GShG-7.62 mm machine-gun
Ammeter

Gun Camera

RHS YakB-12.7 mm Gun Reload Ammeter Load Current

LHS YakB-12.7 mm Gun Reload (I = armed) 20
Selector Switch
(I = armed)
 Minelaying PUS Fire Control
System Arm Power Switch
Jettison All Stores Switch (not funct.)
MI-8MTV2

Main Weapons
Power Switch
Radio Selector
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"УКР" (UHF) – R-863 UHF/VHF radio set

"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 UHF radio set Aiming Correction Table
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set Jettison Switch
"РК 2" (SAR) – ARK-UD VHF homing set UP: ARMED
DOWN: OFF

Radio Monitor
Radio Master Volume
Volume
PART 3 – COCKPIT & GAUGES

Weapons
Control Panel
Lamp Test

СЕТЬ 1-2 Gunsight

NET 1-2 Emergency ICS/Radio Selector GUV Gun Pod
RHS UPK/GUV Gun Pod Brightness Control
(not functional) Transmission СПУ: ICS Intercomm Switch 7.62 mm ammo counter LHS UPK/GUV Gun Pod
РАД: RADIO ammo counter 21
Switch ammo counter
MI-8MTV2
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PKV Gunsight Range

Setter (x 10 m)
PART 3 – COCKPIT & GAUGES

Magnetic Compass

Cockpit Fan

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 Pressure-Altimeter Bomb Sight Course Indicator HSI: Horizontal Hover and Low
Short needle: 1000 m Situation Indicator Speed Control
Long needle: 100 m Indicator
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Radar Altimeter Indicator (m)

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Radar Altimeter Power

UP: ON / DOWN: OFF

Main Rotor Tachometer

(% max RPM)

HIS selector
Main Rotor Pitch Angle ARK-9 / ARK-UD
PART 3 – COCKPIT & GAUGES

EPR: Engine Pressure Ratio

Static Pressure System Mode

LEFT/COMMON/RIGHT Attitude Vertical Velocity
Indicator Indicator (m/s)

Two-Pointer Engine
Tachometer
(% max RPM)

Airspeed EGT (Exhaust UV-26 Countermeasure

Taxi Light Turn & Bank Dispenser
Indicator Gas Temp.)
Indicator 23
(x10 km/h) Indicator
Left Landing Light
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

Accelerometer (g)

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MI-8MTV2

Weapons
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Master Arm

Engine Stop Lever

Right Engine

Engine Stop Lever

Left Engine
PART 3 – COCKPIT & GAUGES

Master Arm Light

(RED = ARMED)

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MI-8MTV2
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PART 3 – COCKPIT & GAUGES

Central Red Interior Lights Brightness

Controls

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MI-8MTV2

TOP: Main Transmission Oil Pressure Left engine oil pressure (kg/cm2)
(kg/cm2) Left engine temperature (deg C)
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LEFT: Intermediate gearbox oil

temperature (deg C) Right engine oil pressure (kg/cm2)
RIGHT: Tail Rotor oil Temperature (deg C) Right engine temperature (deg C)

Main Transmission
Oil Temperature (x10 deg C)
PART 3 – COCKPIT & GAUGES

Trim Indicator Panel of

Automatic Flight Control
System (AFCS)

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 Engage SPUU-52 Pitch Limit System

SPUU-52 Control Adjustment

Autopilot Altitude
MI-8MTV2

GREEN = ON SPUU-52 Left/Right Control P/t

Autopilot Pitch & Roll RED = OFF
GREEN = ON R-863 VHF radio preset / manual selector
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UP = PRESET, DOWN = MANUAL

Autopilot Heading
GREEN = ON
RED = OFF

R-863 VHF Radio Squelch

(noise suppression)

R-863 VHF Radio

PART 3 – COCKPIT & GAUGES

Autopilot Yaw / Roll / Pitch Autopilot Altitude Control

Left Click = DOWN Frequency Indicators
Controls
Right Click = UP

R-863 VHF Radio

Frequency Tuners
36V Instrument
Transformer
UP: MAIN
DOWN: STANDBY
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 Main Fire Extinguisher Main Fire Extinguisher
MI-8MTV2

Left Engine KO-50 Heater

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Main Fire Extinguisher Main Fire Extinguisher Bypass Valve

Right Engine APU
Crossfeed Valve
Signal Fire
Fuel Shutoff Valve
OFF
Right Engine

Fuel Shutoff Valve

Left Engine
PART 3 – COCKPIT & GAUGES

Altern. Fire Extinguisher

Altern. Fire Extinguisher
Right Engine APU

Altern. Fire Extinguisher Altern. Fire Extinguisher

Left Engine KO-50 Heater

Service Tank Fuel Pump Fuel Pump

Fuel Pump Left Engine Right Engine
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 Fire Circuit Check Selector
MI-8MTV2

Squib Test Switch APU EGT (Exhaust Gas

Fire Detector Test DOWN: Main Bottle Temperature, x100 deg C) Air Pressure
Switch UP: Reserve Bottle (kg/cm2)
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APU STARTER Switch

APU Starter Mode

UP: START
MIDDLE: CRANK
DOWN: FALSE-START
PART 3 – COCKPIT & GAUGES

MAIN / BACKUP Hydraulic APU OFF Switch

Pressure (kg/cm2) Auxiliary Hydraulic
System OFF button

Engine Starter ON

Engine Starter OFF

Ignition Test LEFT/RIGHT

Hydraulic System Selector (not functional)
UP: MAIN Auxiliary Hydraulics Left/Right Engine Engine Starter Mode 30
DOWN: BACKUP Switch Start Selector UP = NORMAL start
MI-8MTV2

Weapon Systems Engine, Electrical, Navigation & Radio Systems

Circuit Breakers Circuit Breakers
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PART 3 – COCKPIT & GAUGES

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MI-8MTV2
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PART 3 – COCKPIT & GAUGES

ARK-9 ADF Control Panel

ARK-9 Frequency Dial

Main / Backup

ARK-UD ADF Control Panel

KO-50 Heating Panel

(not functional) 32
GMK-1A Gyrocompass Control Panel
 Radio Master
Volume Radio Monitor
Volume
MI-8MTV2

Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set
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"СР" (HF) – YaDRO-1A radio set

"КР" (VHF) – R-828 UHF radio set RHS Red Interior Lights Brightness Controls
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set
"РК 2" (SAR) – ARK-UD VHF homing set

ICS/Radio Selector
СЕТЬ 1-2 Emergency
СПУ: ICS InterComm Switch
NET 1-2 Transmission
РАД: RADIO
(not functional) Switch
PART 3 – COCKPIT & GAUGES

Doppler System &

Windshield Wiper Switch Yadro-1A radio control
(not functional) panel lighting switch

Microphone Power Switch

Doppler System VHF-ADF Interlock

Power Switch Switch (not functional)

Right Ceiling Lights

Right Pitot Tube UP = Red
Heating Test Switch Middle = OFF
DOWN = White

Fan Power Switch

(not functional)
Yadro-1A HF radio Gyrocompass Right Attitude Indicator 33
power switch Power Switch Power Switch
 Payload Profile Selector
I: All rockets
II: All bombs
III: 4 bombs + 2 rockets
MI-8MTV2

IV: 2 heavy bombs + 2 rocket launchers

V: 2 heavy bombs + 2 standard bombs Payload Profile Table
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ESBR Heating Switch

(Not Functional)
PART 3 – COCKPIT & GAUGES

Bomb Jettison
Switch Lamp Test Button
Bombs Main
Power Switch
Bomb Jettison Arming Switch
UP = ARMED
DOWN = NOT ARMED
FAT: Free Air Temperature
(deg C x 10)

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MI-8MTV2
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Pressure-Altimeter HSI: Horizontal Situation Indicator

Short needle: 1000 m
Long needle: 100 m
PART 3 – COCKPIT & GAUGES

Main Rotor
Tachometer
(% max RPM)
Vertical Velocity
Airspeed Indicator Indicator
(x10 km/h)
Attitude Indicator

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 LEFT / RIGHT Lateral Deviation

AFT / FWD Distance Counter

MI-8MTV2

+ / - Desired Course
Lateral Deviation (km)
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ON / OFF Digital Readout

Distance Flown (km)

Clock
Desired Course Angle
Two-Pointer Engine
Tachometer
(% max RPM)
Fuel Quantity Indicator (L)
PART 3 – COCKPIT & GAUGES

Cargo Cabin
Temperature
Doppler System Ground (x10 deg C)
Doppler System
Speed & Drift Indicator
Coordinate Indicator
Fuel Content Selector Right Landing
“ВЫК” (OFF) Gear Light
"СУММА" (TOTAL) Electrical Release Control System (ESBR) Power UP = ON
"Дл" (LEFT MAIN) Left: OFF / Right: ON
"Пл" (LEFT AUX)
"Ппр" (RIGHT AUX) Bomb/Store Release Setting
"РАСХ" (SVC CELL) I: Single
II: Pairs 36
"Дпр" (RIGHT MAIN)
Arabic numerals: Release Number in release sequence
MI-8MTV2

Battery I & II Standby Generator

UP=ON/DOWN=OFF UP=ON/DOWN=OFF
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DC Bus Selector

APU Generator Load Indicator

Strobe Lights

Rotor Tip Lights

PART 3 – COCKPIT & GAUGES

Formation Lights
LEFT / RIGHT Dust
Protector System
Navigation Lights Rectifiers I, II, III
UP=ON/DOWN=OFF Equipment Test Switch

Clock Power Battery Heating DC Ground Power

(not functional) (not functional) UP=ON/DOWN=OFF

Cabin Lighting Switch Annunciator Lights

LEFT / RIGHT Pitot Heat Warning Blinker Switch Brightness
37
UP = ON / DOWN = OFF UP = DAY / DOWN = NIGHT
General Lighting Switch
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AC Power
AC Voltage Control Rotary #1
Control Selector
AC Voltage Control Rotary #2
PART 3 – COCKPIT & GAUGES

Inverter #2 (36 V)
UP = MAN / DOWN = AUTO

Inverter #1 (115 V)
UP = MAN / DOWN = AUTO

External Power Switch 38

Generator #1 switch Generator #2 switch
 DC Voltmeter
MI-8MTV2

DC Battery #1 Ammeter
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DC Battery #2 Ammeter
PART 3 – COCKPIT & GAUGES

AC Rectifier #3 Voltmeter

AC Rectifier #2 Voltmeter

AC Rectifier #1 Voltmeter

AC generator #2 Ammeter

AC Generator Voltmeter AC Generator #1 Ammeter 39

MI-8MTV2
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PART 3 – COCKPIT & GAUGES

5.5 V Light Brightness

Magnetron Failure Light Doppler Control Panel

Mode selector
Position 1-4: Test Doppler Computer
РАБОТА: OPERATE Failure Light 40
MI-8MTV2

R-828 Radio Power

FWD = ON
AFT = OFF
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R-828 Radio Mode

FWD: NAV HOMING
R-828 Radio AFT: COMM VOICE
Channel Setter
PART 3 – COCKPIT & GAUGES

YaDRO-1A Squelch Knob

YaDRO-1A Test Switch

YaDRO-1A Volume Control

R-828 Radio R-828 Radio

Volume Squelch YaDRO-1A
Frequency Setter
R-828 Radio ACG
Automatic Gain Control YaDRO-1A Mode Selector 41
"ВЫКЛ" (OFF) / "ОМ" (SSD) / "АМ" (AM)
 Selected Countermeasure Parameter Display

Left/Both/Right Flare Dispenser Selector

MI-8MTV2

Left: Display Remaining Flares

HIP

Right: Display Flare Program

Countermeasure Panel
Time Interval (Delay)
Power Switch
between flare release
UP = ON / DOWN = OFF

Reset countermeasure program

Execute Flare Dispenser

Program
PART 3 – COCKPIT & GAUGES

Stop/Cancel Flare
Dispenser Program

Flare Salvo Quantity

Setter

Number of Program Sequences

(how many times flare dispenser program
will repeat itself)

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PART 3 – COCKPIT & GAUGES HIP

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MI-8MTV2
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PART 3 – COCKPIT & GAUGES

B-8V2OA ROCKET POD

20 x S-80FP2 ROCKETS GUV 9-A-800
UPK-23-250

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 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

FAB-250 Bomb

GUV YakB GSHP

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 The Pre-Flight phase is very important. Your payload
will depend on the air temperature (FAT), the
humidity and the pressure-altitude. The Pre-Flight
MI-8MTV2

planning is a tedious task and a good example is

available in my UH-1H Huey guide. I recommend you
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check this out.

PART 4 – PRE-FLIGHT & MISSION PLANNING

In the meantime, I will simply include some charts to

give you a general idea of the parameters you need
to take into account when flying the Mi-8.

FAT: Free Air

Temperature
(deg C x 10)

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MI-8MTV2
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PART 4 – PRE-FLIGHT & MISSION PLANNING

Fig. 9.110 includes a solution (orange arrows) to the following example problem: determine the
maximum hover weight for vertical takeoff in ground effect from an airfield located at an altitude
of 2,300 m and +30°C FAT.
SOLUTION:
Using the IGE maximum hover weight chart Fig. 9.110, enter the graph from the left at the point of
the desired pressure altitude of 2,300 m. Draw a line horizontally to intersect the desired
temperature of +30°C. From the intersection point, draw a vertical line down to find the maximum
hover weight value, in this case 11,780 kg. To determine the maximum takeoff weight for a
vertical takeoff out of ground effect, perform the same process using the OGE maximum hover
weight chart Fig. 9.109. 47
 MI-8MTV2
PART 4 – PRE-FLIGHT & MISSION PLANNING HIP
PERFORMANCE DATA TABLE

48
 PRE-START CHECKS COCKPIT EQUIPMENT CHECKS
1. Circuit breakers and switches – As required 1. Battery voltage – Check
2. Seat Belts – Fasten & tighten
MI-8MTV2

2. Fire EXT/DET – Check

3. Clock – Check and set 3. Caution/Warning light test – Check
4. Instruments – Check condition/Static Indications 4. Fuel Quantity – Check
HIP

5. Fuel Shutoff Levers – CLOSED (AFT) 5. Engine control levers – Check in detent
6. Main and auxiliary Hydraulic system – ON (UP) 6. Throttle – FULL LEFT
PART 4 – PRE-FLIGHT & MISSION PLANNING

7. Fuel Crossfeed switch – OPEN (UP) 7. Taxi & search lights – OFF (DOWN / CENTER)
8. Fuel bypass – OFF (DOWN) 8. Pitot static system – Combined
9. Batteries 1 and 2 – ON (UP) 9. Pedals – Adjust
10.DC selector knob – BATT BUS 10.Parking brake Set – Check Pressure
11.Annunciator switch – Day/Night as required 11.Rotor brake – OFF (FULL DOWN)
12.Cockpit/Instrument lights – Set as desired
13.External power – If used (Connect)
14.Helmet and gloves – ON
15.DC voltmeter – Check (Not below 24V)
16.NAV / Position lights – As required
17.Fuel boost pumps (3 green lights) – ON
18.Fuel fire shutoff valves – ON
19.Fire EXT/TEST switch – EXT (UP, LIGHT OUT)

49
 REARMING
To contact the ground crew to rearm the Mi-8 in DCS,
you have to switch the lower right switch (No. 5) on
MI-8MTV2

the SPU-7 to the "ICS“ position (UP).

HIP
PART 5 – START-UP PROCEDURE

50
 NOTE: Some steps from the real life checklist will be omitted to keep the
procedure concise and practical. A link to the full checklist will be available at the
end of the Start-Up section. We will assume that your helicopter is in pristine
condition and that the ground crew did their job properly. Also, make sure you
MI-8MTV2

switch to appropriate position to reach the switches you need to press (pilot/co-
pilot/engineer = 1/2/3)
HIP

1. Select Flight Engineer by pressing “3” and turn on all circuit

breakers by clicking handles.
2. Turn off Anti-Ice system breakers if you are flying in a hot day
(above 0 deg C). Tip: these breakers are to the right of the
two breakers that are OFF by default.
3. Optional - Make sure that all switches are OFF.
4. Set Hydraulic switch to MAIN (UP), Fuel Crossfeed valve ON
(UP) and Fuel Bypass OFF (DOWN).
PART 5 – START-UP PROCEDURE

51
4
 5. Set Fuel Content Selector to “Total” and check fuel
quantity.
6. Collective full DOWN, Throttle FULL LEFT (CLOSED),
MI-8MTV2

9
Condition Levers MIDDLE
7. Battery # 1 & 2 – ON (UP). STBY Gen – OFF (DOWN)
HIP

8. DC selector knob – BATTERY BUS 5

9. 36V Instrument Transformer – MAIN (UP)
10. 115V Inverter – MANUAL (UP) 6 5
11
11. Set radio to AM, R-863 (УКР/UHF) and RADIO and
desired frequency (tower).
12. Fire Protection Switch – FIRE EXTING. (UP)
13. Service Fuel Pump ON
14. LEFT & RIGHT Fuel Shutoff Valves – ON
PART 5 – START-UP PROCEDURE

• Note: Flip red cover switch 8 8

7

10

12

11
14 11
11

52
13
 15. Pitot Heat – ON/UP (as required) 19
16. APU Mode Switch – START (UP)
15
MI-8MTV2

17. Press APU START switch (2-3 sec). Make sure EGT, Air and Oil Pressure
are rising within 9 seconds. Wait until APU has stabilized (1 min
approx.)
HIP

18. Select Left Engine (or downwind engine first) and select “START” (UP)
starting mode.
19. Release Rotor Brake (DOWN position)
20. Press “START” button for 2 to 3 seconds to initiate start sequence.
21. Click on left/selected engine red fuel shutoff lever (“Engine Stop”) to
push it forward. RPM should begin to rise.
22. Once Engine # 1 reaches a N1 RPM of 60-65 %, wait 1 minute for APU
to cool down (optional) and select right engine.
PART 5 – START-UP PROCEDURE

16
23. Press “START” button for 2 to 3 seconds to initiate start sequence of
second engine.
24. Click on right engine red fuel shutoff lever (“Engine Stop”) to push it
forward. RPM should begin to rise.
17

24

20 23

22
18

21
53
18
 25. Once Engine #2 reaches a N1 RPM of 60-65 %, wait 1
minute for APU to cool down and stabilize.
MI-8MTV2

26. Left & Right Fuel Pumps – ON (UP)

27. Throttle FULL RIGHT (max throttle)
28. Generators #1 & #2 – ON (UP)
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29. Rectifiers #1, #2 & #3 – ON (UP)

31 26
30. 36V & 115V inverters – AUTO (DOWN)
31. Press APU OFF button
32. Left Attitude Indicator – ON (UP)
33. Gyro Cut-Out Switch – ON (UP)
34. Pitch Limiting System – ON (UP)
35. Doppler System switches – ON (UP) and OPERATE (РАБОТА)
(behind co-pilot seat)
PART 5 – START-UP PROCEDURE

36. YaDRO-1A radio – ON (UP)

37. Gyrocompass System – ON (UP)
38. Right Attitude Indicator – ON (UP) 35

39. Blade Tip Lights – ON (UP)

40. Strobe Lights – ON (UP)
29
32 33 34

39 40

28

35
35 36 37 38 54 30
 41. Pitch & Roll Autopilot Switch – ON
42. Radar Altimeter – ON (UP)
MI-8MTV2

43. Once Radar Altimeter Test is complete (30 sec

approx.), rotate (mousewheel scroll) yellow knob until
radar altimeter warning light is reset.
HIP

44. Accelerometer – RESET 41

45. Close Side Blister Windows
• Left : LCtrl+C
• Right: LShift+C
46. Release Wheel Brake lever (binding: “W”)
PART 5 – START-UP PROCEDURE

43

46

44

42

43
55
 ENGINE RUN UP BEFORE TAXI
1. Engine oil temp – Greater than 30 deg C 1. Chocks – Removed
2. Throttle – Full right
MI-8MTV2

2. Steps/Doors – Secure
3. Partial acceleration test – Perform 3. Dust Protectors (PZU) – As required
4. AC Generators – 1 & 2 ON (UP) 4. Nr – 95% +/- 2
HIP

5. 115VAC/36VAC inverters – AUTO (DOWN) 5. Fuel for mission – Check

6. Rectifiers 1, 2, 3 – ON (UP) 6. Parking Brake – Release
7. Blinking system flash switch – As desired 7. Brakes – Check as required
8. EXT PWR switch (DC/AC) – OFF & disconnect
9. Attitude indicator – Cage & hold
10.Gyros/Erect cutout/compass switches – ON
11.SPUU-52 T/R pitch limiting switch – ON
12.RI-65 audio warning system – As desired
PART 5 – START-UP PROCEDURE

13.PTIT hot test (<100 deg C) – Check

14.APU OFF Button – PRESS (2 to 3 sec)
15.APU and ENG start switches – Neutral (CENTER)
16.Avionics – ON/STBY
17.Gyro Compass – Align
18.Cautio/Warning lights – Check
19.Altimeters – Set
20.Radar altimeters – ON/Test/Set
21.AFCS – ON
22.AFCS/Auto-pilot – Test
23.Radios/Avionics – Set as required
24.MAWS/SPS – Pre-Flight Operation

56
 HOW TO HOVER
1. Apply right rudder to stay centered and avoid HELICOPTER NATURALLY
MI-8MTV2

drifting.
2. Use cyclic to remain straight and level (right & aft ROTATES TO THE LEFT
HIP

input).
3. Raise collective very gently to initiate a hover.
4. Hovering is hard at first. Failure to predict the
helicopter’s reaction after cyclic input will often
result in you dancing the French Cancan for a looong
long time. Think of it like doing plate-spinning: you
need to put yourself in a position of equilibrium, so
you always need to think one step ahead.
5. Hold the “TRIMMER” button (on your cyclic) and RIGHT RUDDER PEDAL
your stick will remember that “hover” position. Keep
in mind that trim works a bit differently from a INPUT IS REQUIRED TO
plane’s trimming. COUNTER TORQUE
6. Anticipate the rotorcraft’s reaction when you trim.
PART 6 – TAKEOFF

57
 TAKING OFF
NOTE: There are many ways to takeoff in a Mi-8. The best way is generally a function of your loadout, weight and mission.
MI-8MTV2

1. Check that all your engine and transmission gauges (pressure & temperature) are in the green.
2. Check to see if all your flight instruments all set up properly.
HIP

3. Once you have performed a hover check and are maintaining a 3 m hover, you can taxi to the runway. In the Mi-8, you do not need to hover
in order to taxi: just push your cyclic forward to force the front wheel to touch the ground, very gently raise the collective to move forward
and use your brake lever and rudder pedals to steer the helicopter on the ground.
4. When lined up, set RPM to at least 92 %.
5. Push nose slightly forward to start gaining horizontal speed. No collective input should be required since you are already in a hover state. This
is the normal takeoff and the safest procedure. You can also attempt a maximum performance takeoff, which will be more taxing on the rotor
blades and can end in tragedy if you are too heavily loaded or the environmental conditions don’t allow for it. I recommend using the normal
takeoff since you are very unlikely to fly at empty weight. You’re better off being safe than sorry.
6. NORMAL TAKEOFF: Keep accelerating and you will start generating more and more translational lift, naturally climbing. Try to maintain an
airspeed of 120 km/h when climbing.
PART 6 – TAKEOFF

58
 MI-8MTV2
PART 6 – TAKEOFF HIP
TAKING OFF

59
 VISUAL LANDING
MI-8MTV2

NOTE: When you think about it, a helicopter is usually landed like an aircraft: you maintain a descent rate, reach a
touchdown point and pull back on your cyclic to bleed speed and come to a full stop. There are many different
HIP

types of approaches. Your approach and landing type will depend on the type of LZ (landing zone) and the type of
mission you are doing.

1) Start descent from 2000 m. Fly towards a reference point on the runway. Pay particular attention to the Vortex
Ring State (sudden loss of lift when you slow down to 40 km/h). VRS is further explained in Part 9: Principles of
Helicopter Flight.
2) Use collective and cyclic input to maintain 120 km/h for a descent rate between 3-5 m/s
PART 7 – LANDING & SHUTDOWN

3) Reduce speed to 60 when you are 100 m: you will start feeling excess lift being generated by ground effect.
Adjust collective to keep a straight trajectory towards your reference point while reducing airspeed.
4) You should reach your reference point in a 3 m hover. Use your cyclic to come to a full stop, and raise your
collective to “cushion” the sudden drop caused by the loss of translational lift (which is caused by the loss of
airspeed).
5) Once you have come to a full stop in a 3 m hover, you can slowly reduce collective to safely land on the ground.

NOTE: It takes a lot of practice to be able to counter the different flight states you will go through when coming for
an approach and landing. This is why performing hover power checks before takeoff is very useful: it helps you
master the hover state.

60
 MI-8MTV2
PART 7 – LANDING & SHUTDOWN HIP

61
 ENGINE SHUTDOWN
1. Aircraft position – Into the Wind
2. Parking Brake – Set
MI-8MTV2

3. Chocks – As required
4. AFCS/Auto-Pilot – OFF
HIP

5. Taxi/Search light – As Required

6. SPUU-52 T/R pitch limiter – OFF
7. RI-65 audio warning system – OFF
8. Gyros/Erect cutout/compass switches – OFF
9. Dust protectors (PZU) – OFF
10.Blinking system flash switch – OFF
11.EHSI/Avionics – OFF
12.Rectifiers 1, 2, 3 – OFF
PART 7 – LANDING & SHUTDOWN

13.AC generators 1, 2 – OFF

14.Throttle – FULL LEFT (IDLE 2 MIN)
15.Fuel Shutoff Levers – Closed
16.Engine coast down – 50 seconds minimum
17.Rotor brake – As required (< 20 % Nr)
18.Fire EXT system – TEST (DOWN)
19.Fuel fire shutoff valves – OFF (0 % N1)
20.Fuel boost pumps – OFF
21.Fuel Indicator gauge – OFF
22.Instrument transformer switch – OFF
23.115V & 35V inverter – OFF (CENTER)
24.Anti-collision light – OFF
25.Miscellaneous switches – OFF
26.Radar Altimeter – OFF
27.Parking brake – RELEASE
28.Cockpit/Instrument lights – OFF
29.DC selector knob – OFF 62
30.Batteries 1 and 2 - OFF
 ENGINE & PERFORMANCE LIMITATIONS
Max Takeoff Weight 13,000 kg
MI-8MTV2

Max Speed 230 km/h

HIP

Max Main Rotor Speed 101 % for no more than 20 seconds

Max EGT (Exhaust Gas Temperature) 880 deg C
Normal Operation between 720-750 deg C)
Min Main Rotor Speed 88 % for no more than 30 seconds
Min Main Rotor Speed 70 %
During Autorotation
PART 8 – ENGINE MANAGEMENT

63
 FIRE PROTECTION SYSTEM - OPERATION
MI-8MTV2

As you fly in hostile territory, you may end up with an on-board fire. However, a fire detection, indication and extinguishing system can help you
stay in the air even if a fire catches aboard the ship.
HIP

1. Set Fire Protection System Circuit Breakers ON (UP) 3

• Indication (СИГНАЛИЗАЦИЯ), First Order Operation (1 ОЧЕРЕДЬ ) and Second Order Operation
(2 ОЧЕРЕДЬ) circuit breakers will power the fire detection indications and the two bottles of fire-
extinguisher liquid

1
2
PART 8 – ENGINE MANAGEMENT

2. In case of fire, a fire alarm light on the front dash will warn the crew
3. Watch the Fire Protection System switchboard on overhead console to identify fire
source and click on the First Order Fire Extinguishing System push-button for the
fire source identified.
• Image on the right shows that BLUE columns are for four different detections systems (a = LEFT
engine, b = RIGHT engine, c = KO-50 kerosene-combustion heater, d = main rotor transmission, fuel
tank and APU)
• I.e. if a fire is detected in the left engine (red caution light in first column), push the First Order Ex.
Button on the first column, first row of buttons to empty the first FIRE EX bottle.
• When fire is extinguished, the LEFT ENGINE FIRE *ПОЖАР ЛЕВ ДВ ) caution should come off within
10 s but the 1 ORDER (1 ОЧЕРЕДЬ) caution should remain on. To set these cautions OFF, you can use
the ALARM SILENCE push-button (ВЫК. СИГНАЛИЗАЦИИ ПОЖАРА) 64
 FIRE PROTECTION SYSTEM – INDICATION AND ALARM SYSTEM CHECK
MI-8MTV2

The procedure explained in the last page is very, very much simplified. For the full procedure, please consult the “7.6 FIRE PROTECTION SYSTEM”
section in Belsimtek’s manual from pages 179 to 188. The previous tutorial assumes that everything is functioning as expected, but real life is not
HIP

so perfect. Before each flight, you need to monitor the serviceability of the fire protection and detection systems (whether they work or not). This
is why we have a “Signal Devices Monitoring” panel on the center overhead console.

• The monitoring system is operated by battery bus via the “Fire Protection System
Indication” circuit breaker (ПРОТИВОПОЖАРНАЯ СИСТЕМА СИГНАЛИЗАЦ) and the
“Signal Devices Monitoring” (КОНТРОЛЬ ДАТЧИКОВ) rotary switch (5). Signal devices are
integrated into six monitoring channels, and each of them is connected to its switch
contact. For monitoring, each switch is required to set the checking channels position
alternately. Signal devices serviceability is shown if the appropriate “Indicating Fire” lamp
(3) is illuminated.
PART 8 – ENGINE MANAGEMENT

• Division of the groups of different units signal devices for monitoring channels is given in
the table below:

Monitoring Channels
Monitored Units Lamps ON
I II III IV V VI

Left Engine LEFT ENGINE FIRE

x x x
ПОЖАР ЛЕВ. ДВ.
Right Engine RIGHT ENGINE FIRE
x x X
ПОЖАР ПРАВ ДВ.
Main Rotor Transmission MAIN ROTOR AI-9 FIRE
x x x X
and Service Fuel Cell ПОЖАР РЕДУК. АИ-9
AI-9V (АИ-9В) Engine KO-50 FIRE
x X
ПОЖАР РЕДУК. АИ-9
KO-50 Kerosene- KO-50 FIRE
x x
combustion Heater ПОЖАР КО-50

For a more thorough explanation on the fire protection system, please consult this presentation by AlphaOneSix: 65
LINK: https://drive.google.com/file/d/0B-uSpZROuEd3cXJOMU9wS1FOWTA/view?usp=sharing
 FORCES: TORQUE, TRANSLATIONAL & VERTICAL LIFT
IN A NUTSHELL…
MI-8MTV2

In a hover, you will most likely generate vertical lift only since the lift vector is pointing upwards. However, if you
push your nose down and gain horizontal speed, you will notice that you will generate much more lift as you
HIP

gain speed. This is called “Translational Lift”: your blades gain much more lift efficiency as you accelerate.

You might also wonder why you need to apply left rudder when you are hovering. This is simply because of the
torque created by the propeller blades’ rotation: we call this “Translating Tendency”, or simply “drift”. In a prop
airplane, the torque will force you to use rudder on takeoff to stay straight. The same principle applies for a
helicopter, but in a different axis.
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

66
MI-8MTV2
GYROSCOPIC PRECESSION
IN A NUTSHELL…
The spinning main rotor of a helicopter acts like a gyroscope. What we call “gyroscopic precession” is the resultant action or deflection of a spinning object when a force is
applied to this object. This action occurs 90 degrees in the direction of rotation from the point where the force is applied, like on a rotating blade.
HIP

Now, what does this mean and why should you care about such mumbo jumbo? This means that if you want to push your nose down, you push your cyclic forward. What
happens in reality is that pilot control input is mechanically offset 90 degrees “later”, as shown on the pictures below.
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

67
 RETREATING BLADE STALL & DISSYMMETRY OF LIFT IN A NUTSHELL…
Did you ever wonder why your helicopter can never stay straight
In forward flight, the relative airflow through the main rotor disk is different on the advancing and
when you center your cyclic stick? The reason why you always need
retreating side. The relative airflow over the advancing side is higher due to the forward speed of the
MI-8MTV2

helicopter, while the relative airflow on the retreating side is lower. This dissymmetry of lift increases as to hold your stick to your left and towards you is because the lift
forward speed increases. To generate the same amount of lift across the rotor disk, the advancing blade generated by your rotor blade is not equal everywhere on your
flaps up while the retreating blade flaps down. This causes the AOA to decrease on the advancing blade, blades. Therefore, the lift profile is not symmetric. “Lift
HIP

which reduces lift, and increase on the retreating blade, which increases lift. dissymmetry” is just other fancy ways to refer to this phenomenon.

“Retreating Blade Stall” is a major factor in limiting a helicopter's

At some point as the forward speed increases, maximum forward airspeed. Just as the stall of a fixed wing aircraft
the low blade speed on the retreating blade,
wing limits the low-airspeed flight envelope, the stall of a rotor
and its high AOA cause a stall and loss of lift.
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

Retreating blade stall is a major factor in limiting blade limits the high-speed potential of a helicopter.
a helicopter’s never-exceed speed (VNE) and its
development can be felt by a low frequency
vibration, pitching up of the nose, and a roll in
the direction of the retreating blade. High
weight, low rotor rpm, high density altitude,
turbulence and/or steep, abrupt turns are all
conducive to retreating blade stall at high
forward airspeeds. As altitude is increased,
higher blade angles are required to maintain lift
at a given airspeed.

Thus, retreating blade stall is encountered at a

lower forward airspeed at altitude. Most
manufacturers publish charts and graphs
showing a VNE decrease with altitude.

68
MI-8MTV2 OGE VS IGE: UNDERSTANDING GROUND EFFECT

Ground effect is the increased efficiency of the rotor system caused by interference of the airflow when near
the ground. The air pressure or density is increased, which acts to decrease the downward velocity of air. IN A NUTSHELL…
Ground effect permits relative wind to be more horizontal, lift vector to be more vertical, and induced drag Ground Effect is what gives you additional lift when you are
HIP

to be reduced. These conditions allow the rotor system to be more efficient. flying close to the ground. A hover, for instance, is much
easier to maintain close to the ground torque-wise since
Maximum ground effect is achieved when hovering over smooth hard surfaces. When hovering over surfaces ground effect is nullified at higher altitudes.
as tall grass, trees, bushes, rough terrain, and water, maximum ground effect is reduced. Rotor efficiency is
increased by ground effect to a height of about one rotor diameter (measured from the ground to the rotor Ground effect is specially important on missions where you
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

disk) for most helicopters. Since the induced flow velocities are decreased, the AOA is increased, which need to fly NOE (Nap-Of-Earth, where even lawnmowers dare
requires a reduced blade pitch angle and a reduction in induced drag. This reduces the power required to not set foot).
hover IGE.

The benefit of placing the helicopter near the ground is lost above IGE altitude, which is what we call OGE:
Out of Ground Effect.

REDUCED ROTOR TIP

VORTEX

69
 VORTEX RING STATE (VRS)
Vortex ring state describes an aerodynamic condition in which a helicopter may be in a vertical descent with
MI-8MTV2

20 percent up to maximum power applied, and little or no climb performance. The term “settling with power”
comes from the fact that the helicopter keeps settling even though full engine power is applied.
HIP

In a normal out-of-ground-effect (OGE) hover, the helicopter is able to remain stationary by propelling a large
mass of air down through the main rotor. Some of the air is recirculated near the tips of the blades, curling up
from the bottom of the rotor system and rejoining the air entering the rotor from the top. This phenomenon is
common to all airfoils and is known as tip vortices. Tip vortices generate drag and degrade airfoil efficiency. As
long as the tip vortices are small, their only effect is a small loss in rotor efficiency. However, when the
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

helicopter begins to descend vertically, it settles into its own downwash, which greatly enlarges the tip
vortices. In this vortex ring state, most of the power developed by the engine is wasted in circulating the air in
a doughnut pattern around the rotor.

A fully developed vortex ring state is characterized by an unstable condition in which the helicopter
experiences uncommanded pitch and roll oscillations, has little or no collective authority, and achieves a
descent rate that may approach 6,000 feet per minute (fpm) if allowed to develop.

WHY SHOULD YOU CARE?

VRS: VERIFY DESCENT RATE & SPEED
One of the biggest issues new pilots have is that they do not understand what VRS is, what it does, why it happens and how to counter it. In simple terms, if your airspeed is
around 40 km/h (which is the speed at which VRS usually occurs), you will experience a sudden loss of lift that will cause you to drop like a rock. VRS also occurs in situations
where you have a descent rate of 4 m/s or greater. More often than not, VRS happens when you are trapped in a column of disrupted air created by your own rotor blades, and
this (unfortunately) often occurs at the most critical part of flight: on LANDING.

Oh, now I’ve got your attention? Good. One of the biggest problems Peter Pilots experience is to land their chopper. Even in real life, there are many pilots who do what we
call a “hard landing” because they did not anticipate correctly the sudden loss of lift caused by VRS. A hard landing is when you impact the ground at a vertical speed that is
too great, which causes structural damage to the skids, and possibly other structural components. The helicopter is not a total loss, but it will require extensive inspection and
repairs, which costs time, money, and temporarily deprives the operator from one of its main sources of income.

Countering VRS is easy if you pay attention to your airspeed and descent rate. Once you enter VRS, raising the collective (which is instinctively what someone would do) will do
nothing at best, or aggravate the situation at worst. To reduce the descent rate, you need to get out of that column of disrupted air. You counter VRS by pointing the nose down
(or in any direction) to pick up some speed and get away from these nasty vortices. 70
Note: Many pilots confuse VRS with the inertia of your machine. If you come in too fast and raise your collective too slowly, it is to be expected that you will crash.
 AUTOROTATION
Autorotation is a flight state where your engine is disengaged from the rotor system and rotor blades are driven solely by the
MI-8MTV2

upward flow of air through the rotor. It can be caused by engine malfunction or engine failure, tail rotor failure or a sudden loss of
tail rotor effectiveness.
HIP
PART 10 – AUTOROTATION

71
 AUTOROTATION – CORRECTIVE ACTIONS
WHY SHOULD YOU WANT TO SIMULATE AUTOROTATION?
MI-8MTV2

Real life does not come with a “re-spawn” button. Life is imperfect: there is always a chance that you could lose engine power for a million reasons. In the world of DCS, odds are that you will
be sent on dangerous (read: SUICIDAL) missions. Forget about milk runs: combat landings, close gunship support, CSAR… there are very high chances that you will be fired upon. With so much
HIP

crap flying in the air, you are bound to get zinged by something. This is why if you enter in an autorotation state, you MUST know what you do.

HOW TO SIMULATE AUTOROTATION

Autorotation can be simulated if you reduce your throttle to IDLE. Train yourself to deal with autorotation and you will be surprised to see how much better your flying will become.

AUTOROTATION RECOVERY EXAMPLE:

1) Find a good place to land first and make sure you are at 1000 m or more.
2) Simulate engine loss of power by reducing throttle to IDLE.
3) Push TRIM RESET switch
4) Apply left rudder to center the helicopter, lower collective and pull up cyclic to compensate for sudden RPM loss: make sure the power turbine reaches 90-100% RPM.
5) Adjust cyclic for a constant descent at 100-120 km/h
6) Maintain 90-100 % RPM and 100-120 km/h airspeed.
7) RECOVERY MODE: TOUCHDOWN (no power, continue descent and land)
PART 10 – AUTOROTATION

a) Once condition at step 7) is respected , continue descent and do not touch throttle.
b) At 100 m AGL, apply aft cyclic to level out and decelerate to 70 km/h for a vertical landing or 100 km/h for a running landing. Descent rate should be around 5-8 m/s.
c) At 15-10 m AGL, start flaring and raise collective with decision to cushion the landing: not too fast, not too slow. Keep in mind that you have wheels, not skids. This will be very helpful on
landing. Tap your brake lever to slow down once you are on the ground.

Here is a video demonstration of a touchdown autorotation recovery by KATPAH777.

LINK: https://www.youtube.com/watch?v=cxTYr1nc-sQ

72
 MI-8MTV2
PART 10 – AUTOROTATION HIP

73
MI-8MTV2
HIP
PART 11 – MISSION TYPES & OPERATION

FOR NIGHT OPERATIONS:

NIGHT VISION GOGGLES CONTROLS
ON/OFF: RSHIFT + H
BRIGHTNESS + : RCTRL + RSHIFT + H
BRIGHTNESS - : RALT + RSHIFT + H
74
 FLIGHT ENVELOPE: HEIGHT VS SPEED & “DEAD MAN’S CURVE”
All helicopters carry an operator’s manual that has an airspeed versus altitude chart similar to this one. The shaded area on this chart must be avoided.
MI-8MTV2

It is often referred to as the “dead man’s curve” and “avoid curve”. Proper manoeuvres for a safe landing during engine failure cannot be accomplished
in these areas.
HIP

Height
PART 11 – MISSION TYPES & OPERATION

(m)

Speed
75
(km/h)
 FLIGHT MODES
MI-8MTV2

Mission planning is a crucial part of flying helicopters. Airmobile operations will often require you to drop troops at a designated LZ (landing
zone). The flight path to reach this LZ should be as safe as possible. The Mi-8 can neither fly fast nor high, therefore his safest routes will often be
HIP

as close to the ground as possible in order to avoid detection and use terrain to mask his approach. “NOE” is what pilots call “Nap-of-the-Earth”, a
very low altitude flight mode done in a high-threat environment. NOE flying minimizes detection and vulnerability to enemy radar.
PART 11 – MISSION TYPES & OPERATION

76
 MI-8MTV2
PART 11 – MISSION TYPES & OPERATION HIP FORMATIONS

77
 Transport helicopters are
TROOP DEPLOYMENT called “slicks”. Since
slicks carry troops and
MI-8MTV2

are not heavily armed,

they are often escorted
HIP

by gunships.
PART 11 – MISSION TYPES & OPERATION

78
 HOW TO LOAD AND DROP TROOPS (TUTORIAL TAKEN FROM HUEY GUIDE… BUT PROCEDURE IS IDENTICAL)
MI-8MTV2
HIP
PART 11 – MISSION TYPES & OPERATION

1) Land next to ground troops

2) Press “\” to open the main menu
3) Press “F10” to select Other
4) Press “F1” to Load (or unload)
troops

79
 SLING LOADS
a) Land next to cargo crates
MI-8MTV2

b) Press “\” to open the main menu

c) Press “F6” to select Other
HIP

d) Press the key specified to choose the cargo you

will pick. Its location will be identified by a red c
smoke. d
PART 11 – MISSION TYPES & OPERATION

80
 SLING LOADS
MI-8MTV2

e) Land next to identified cargo. See picture to see how close you
need to be
HIP

f) Press Hook/Unhook key binding to attach cargo to hoist. A cable

will appear. You can now transport the sling load.
g) When you fly, be mindful of the pendulum effect the cargo will
have. Do not make hard turns or the hoist cable will snap.
PART 11 – MISSION TYPES & OPERATION

81
 WEAPONS – INTRODUCTION
It is quite interesting to see how the Mi-8 was not originally built as a gunship. Mi-8s were first used for combating the insurgents in Afghanistan long before the Soviet
invasion. These helicopters were operated by the Government troops. The first Soviet Mi-8T squadron was deployed in Afghanistan in the summer of 1979. At first it did not
MI-8MTV2

take part in the hostilities and was used only for communications and VIP transportation. However, on 25th December of that year Soviet helicopter units started a massed
airlifting of troops and delivery of assault groups tasked with capturing airfields and key positions.
HIP

When it came to fulfilling combat missions, especially when pinpoint bombing was
required, the 'eights' could successfully supplant not only combat helicopters but also
tactical bombers. On many occasions the Mi-8s were sent to bomb small-size targets or
targets which could not be destroyed by fast movers.
PART 12 – WEAPONS & COUNTERMEASURES

You have the following weapon types at your disposal:

• B-8V20A rocket pod – 20 x S-8 rockets
• UPK-23-250 gun pod –Gsh-23 23 mm twin-barrel cannons
• GUV-8700 gun pod
• VARIANT 1: 9-A-800 automatic grenade launcher
• VARIANT 2: YakB 9-A-624/622 (1 x 12.7 mm + 2 x 7.62 mm four-barrel Gatling
machineguns)
• FAB-100/250/500 HE bombs

82
MI-8MTV2 WEAPONS CHART (CREDITS TO CHIC FROM THE 229TH)
HIP
PART 12 – WEAPONS & COUNTERMEASURES

83
 WEAPONS – AIMING RETICLE
Here is a nice aiming tutorial created by “Teach Yourself DCS”.
https://www.youtube.com/watch?v=ijy1l34GhjE
MI-8MTV2

You can also consult the DCS Mi-8 manual from pages 177 to 181.
http://www.digitalcombatsimulator.com/en/files/1074349/
HIP
PART 12 – WEAPONS & COUNTERMEASURES

Gunsight Brightness Control

RHS UPK/GUV Gun Pod

ammo counter

LHS UPK/GUV Gun Pod

ammo counter

GUV Gun Pod

7.62 mm ammo counter

84
 HOW TO FIRE UPK-23-250 GUN PODS
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Set Weapon Selector Switch to УПК/UPK (UP)

4) Turn Main Weapons Power ON (UP)
HIP

5) Press “Weapon Release” button.

1
PART 12 – WEAPONS & COUNTERMEASURES

Weapon Selector Switch

TOP: UPK 23 mm cannon
MIDDLE: PKT nose machine-gun (not funct.)
DOWN: RKT/PC 80 mm rockets
3

4
2

85
 HOW TO FIRE GUV GUN PODS – 9-A-624/622 MACHINEGUN VARIANT
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Set Payload Management Selector to ГУВ (GUV)

4) Select desired firing mode (burst firing mode ON or OFF) and
HIP

burst fire length if burst firing mode is selected.

5) A) Select desired GUV gun mode
• 800/624 for 12.7 mm guns
• 622 for 7.62 mm guns
B) If 12.7 mm guns are selected, press reload keys for left
and/or right pods (can be set to I, II or III, it doesn’t
PART 12 – WEAPONS & COUNTERMEASURES

matter).
2
6) Select GUV 624/622+800 switch (DOWN)
7) Turn Main Weapons Power ON (UP)
8) Press “Weapon Release” button.

GUV Fire Burst Cutoff Switch

7 UP: Burst Firing Mode ON
DOWN: Burst Firing Mode 4
OFF
1

GUV gun pod burst length (in seconds) 4 3

Ex: 0.40 is a burst length of 0.40 seconds 6

GUV gun pod Firing Mode Selectors 5A

800: 30 mm grenade launcher
(outer stations)
800/624: GShG-12.7 mm mg pods
or 30 mm grenade launcher if equipped LEFT/RIGHT YakB-12.7 mm
622: GShG-7.62 mm machine-gun 5B 86
Gun Reload
 HOW TO FIRE GUV GUN PODS – 9-A-800 GRENADE LAUNCHER VARIANT
1) Turn ON weapon system breakers
MI-8MTV2

2) Turn ON Master Arm on roof panel

3) Set Payload Management Selector to ГУВ (GUV)
4) Select desired firing mode (burst firing mode ON or OFF) and
HIP

burst fire length if burst firing mode is selected.

5) Select desired GUV gun mode
• 800 for grenade launchers
6) Select GUV 800 switch (UP)
7) Turn Main Weapons Power ON (UP)
8) Press “Weapon Release” button.
PART 12 – WEAPONS & COUNTERMEASURES

GUV Fire Burst Cutoff Switch

4
UP: Burst Firing Mode ON
DOWN: Burst Firing Mode OFF

4
GUV gun pod burst length (in seconds)
Ex: 0.40 is a burst length of 0.40 seconds 3
6
GUV gun pod Firing Mode Selectors 5
800: 30 mm grenade launcher
(outer stations)
800/624: GShG-12.7 mm mg pods
or 30 mm grenade launcher if equipped
622: GShG-7.62 mm machine-gun
87
 HOW TO FIRE ROCKETS
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Select desired Rocket Burst Quantity

4) Select rocket pod stations (ABT = AUTO)
HIP

5) Select ROCKET (PC) firing mode (DOWN)

6) Press PUS Fire Control Power Switch for 1-2 seconds
7) Turn Main Weapons Power Switch ON (UP)
8) Press “Weapon Release” button.

1
PART 12 – WEAPONS & COUNTERMEASURES

2
3
4

PUS Fire Control

Power Switch 7
5
Main Weapons
Power Switch
UP = ON 88
 HOW TO DROP BOMBS
Bombing in the Mi-8 is quite an art. One of the peculiarities of the bombing system is that there is a release order. Bombs HAVE to drop in a sequence that makes sense
because a helicopter is an extremely unstable machine. The farther from the center of gravity of your helicopter a payload is, the bigger the effect it will have on your
MI-8MTV2

stability. From a physical perspective, it is better for your helicopter’s stability to drop the bombs that will make you more unstable first, right? This is why bombs have a
sequence drop: outer bombs will drop first (stations 6 & 1), then the central bombs (stations 5 & 2) and finally the inner bombs that are the closest to the airframe
HIP

(stations 4 & 3).

In real life, the Mi-8 had a bombsight to help you drop bombs precisely. However, this feature is not implemented yet in DCS. So… yes, you will have to do it by aiming
visually. Not an easy task by any stretch of the imagination.
PART 12 – WEAPONS & COUNTERMEASURES

Stations

89
 HOW TO DROP BOMBS
But… but… what if I am carrying other things than bombs? Good point! This is where the “Payload Profile Selector” comes in handy.
MI-8MTV2

There are five profiles available, displayed in roman numerals: I, II, III, IV and V. For the type of mission you are doing, you should make sure that your loadout reflects at
least one of these profiles if you want things to be easier for you. My advice to you is to load your bombs on the outer stations since the release sequence always starts
HIP

from the outer stations.

For a typical mission loadout, I generally take B/G/G/G/G/B, with B being a bomb
Profile Loadouts Table
and G being a gun or rocket pod. This profile is not in the preset profile table. Profile # / Station 6 5 4 3 2 1

Don’t worry, it’s not a big deal. By selecting profile II and using the bomb I Rocket Rocket Rocket Rocket Rocket Rocket
PART 12 – WEAPONS & COUNTERMEASURES

Electrical Release Control Box (ESBR), we will be able to drop our bombs without
dumping the other pods. II Bomb Bomb Bomb Bomb Bomb Bomb

III Bomb Bomb Rocket Rocket Bomb Bomb

IV Bomb Rocket Rocket Bomb

V Bomb Bomb Bomb Bomb

DROP SEQUENCE
DROP SEQUENCE
(PAIR OF BOMBS)
(SINGLE BOMB)

90
 HOW TO DROP BOMBS (B/G/G/G/G/B Configuration)
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

1
3) Set ESRB control box to OFF (LEFT)
4) Select bomb station release by right clicking on the ESRB selector and choosing “I” for single bomb
HIP

drop. Mode “I” will drop a single bomb from the default bomb drop sequence.
5) Set ESRB control box to ON (RIGHT).
6) Select payload profile II DROP SEQUENCE: 1

7) Turn Main Weapons Power ON 6-1-5-2-4-3

8) Bomb arming switch ON (UP).
9) Drop bombs using the “Release Bomb” switch (do not confuse with “Weapons Release”).
PART 12 – WEAPONS & COUNTERMEASURES

7 1

3
5

91
4
 HOW TO DROP BOMBS – IN CONCLUSION
There are many ways to drop bombs. You can release a bomb from any pylon if you want to, but the procedure is not instinctive and I think it
MI-8MTV2

confuses most players more than they help them. Rather than operate the ESRB in a complicated way for a given loadout, I would rather choose
my own loadout and choose an easy way to drop bombs that is instinctive and idiot-proof.
HIP

My recommended loadout for a Mi-8 is a generally to have 2 bombs on the outer pylons, and gun pods on the central and inner pylons. If you set
your ESRB bomb release mode to “I” as shown in step 4 (single bomb drop) and you know that you only have 2 bombs on your outer pylons, you
just need to press the bomb release trigger 2 times to drop your 2 bombs. Once your bombs are dropped, you can simply turn OFF the bomb
panel and you can forget about the risk of dropping your gun pods.
PART 12 – WEAPONS & COUNTERMEASURES

Easy as pie.

To know more about the advanced functionalities of the ESRB release modes, I suggest that you read the DCS Mi-8 manual.

DCS Mi-8 Manual:

http://www.digitalcombatsimulator.com/en/files/1074349/

92
 HOW TO AIM WITH A GUNNER LEFT GUNNER CONTROLS
TAKE LEFT GUNNER POSITION: 4
SET AI ROE (RULE OF ENGAGEMENT): L_CTRL+LWIN+4
MI-8MTV2

1) Select desired AI autopilot mode. SET AI FIRING BURST LENGTH: L_SHIFT+LWIN+4

AI AUTOPILOT ON/OFF: RALT+A
2) Select side gunner (press “4”). SHOW GUNNER PANEL HINTS: RALT+RSHIFT+K
Note: Rear gunner is not selectable. MOUSE CURSOR CLICK MODE ON/OFF: LALT+C
HIP

3) By default, the gun will follow where you look in trackIR. If you prefer
to aim with the mouse (recommended), you just have to pause your
trackIR and the mouse will take over. Fire using the MACHINEGUN
REAR GUNNER CONTROLS
FIRE button (SPACE) available in the MI-8MTV2 GUNNER Options (NOT SELECTABLE)
SET AI ROE (RULE OF ENGAGEMENT): L_CTRL+5
Control menu or your left mouse button. SET AI FIRING BURST LENGTH: L_SHIFT+5
AI AUTOPILOT ON/OFF: RALT+A
SHOW GUNNER PANEL HINTS: RALT+RSHIFT+K
PART 12 – WEAPONS & COUNTERMEASURES

93
 HOW TO DEPLOY COUNTERMEASURES 1

Deploying flares is quite easy.

MI-8MTV2

1. Press “2” to go in the co-pilot seat and turn ON (UP) countermeasure panel power
switch
HIP

2. Press “1” to go in the pilot seat and deploy flares using the UV-26 button to pop 1
flare..

Note: You can also use the countermeasure panel to create more advanced
countermeasure programs. See pages 112-113 of the DCS Mi-8 manual.
PART 12 – WEAPONS & COUNTERMEASURES

94
 You have three radios you can use.
• The VHF/UHF R-863 command radio set is used for Air-to-Air and Air-to-Ground primary communications (flight & ATC calls).
MI-8MTV2

• The HF YaDRO-1A radio set is used for very long range Air-to-Air and Air-go-Ground communications.
• The LVHF (Lower Very High Frequency) R-828 radio set is used for Air-to-Air and Air-to-Ground alternate communications.
• Note: Can also be used for ADF radio navigation
HIP

• The SPU-7 ICS (InterComm Set) panel allows you to choose which radio set you communicate on.
Most of the time, you will only be using the R-863 radio.

Radio Set Frequency Range

PART 13 – RADIO TUTORIAL

R-863 VHF/UHF 220 to 399.975 MHz

YaDRO-1A HF 2 to 17.999 MHz
R-828 LVHF 20 to 59.975 MHz

95
 SPU-7 ICS (Intercom Set)
This is what you use to select which radio you want to communicate on.
MI-8MTV2

Note: To rearm the Mi-8 in DCS, you have to switch the lower right switch
(No. 5) on the SPU-7 to the "ICS“ position (UP).
HIP
PART 13 – RADIO TUTORIAL

96
 R-863 VHF/UHF COMMAND RADIO SET
1. On ICS panel, select RADIO (DOWN).
MI-8MTV2

2. On ICS panel, select R-863 radio (УКР).

3. On R-863 control panel, set Squelch to OFF (DOWN) position.
4. On R-863 control panel, select AM or FM switch based on desired channel.
HIP

4
5. On central console, select PRESET (UP) or MANUAL (DOWN) Frequency control.
6. Select desired channel on either the central console or the R-863 control panel
7. Use “Radio Trigger RADIO” key binding to communicate.
PART 13 – RADIO TUTORIAL

5
1

3
Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 UHF radio set
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set 6 97
"РК 2" (SAR) – ARK-UD VHF homing set
 YaDRO-1A HF RADIO SET (“JADRO” IN ENGLISH COCKPIT)
1. On ICS panel, select RADIO (DOWN).
MI-8MTV2

2. On ICS panel, select YaDRO radio (CP).

3. On YaDRO control panel, set Squelch to OFF (DOWN) position.
HIP

4. On YaDRO control panel, set power knob to ON (AM).

5. Select desired channel using the frequency selection knobs. The TUNING (HACT) light will
illuminate.
6. Use “Radio Trigger RADIO” key binding to communicate.
PART 13 – RADIO TUTORIAL

5
1

Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 UHF radio set
"ДР" (SW) – not utilized 4
"РК 1" (ADF) – ARK-9 ADF set 98
"РК 2" (SAR) – ARK-UD VHF homing set
 R-828 LVHF RADIO SET
1. On ICS panel, select RADIO (DOWN).
MI-8MTV2

2. On ICS panel, select R-828 radio (KP).

3. On R-828 control panel, set power knob to ON (FWD).
4. On R-828 control panel, set COMPASS/COMM switch to COMM (AFT).
HIP

5. On R-828 control panel, set Squelch to OFF (DOWN) position.

6. On R-828 control panel, select desired preset channel.
7. On R-828 control panel, press Automatic Gain Control TUNE button (АСУ/ACG). TUNING (HACTP) light will illuminate once radio is set.
8. Use “Radio Trigger RADIO” key binding to communicate.

3
4
PART 13 – RADIO TUTORIAL

2 7
6

Radio Selector 5
"УКР" (UHF) – R-863 UHF/VHF radio set 8
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 UHF radio set
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set 99
"РК 2" (SAR) – ARK-UD VHF homing set
MI-8MTV2 UNDERSTANDING ADF & NDB

Navigation is an extensive subject. You can check chapter 15 of FAA manual for more details on navigation.
LINK: http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-%20Chapter%2015.pdf
HIP

• “NDB” is what we call a non-directional beacon. It transmits radio waves on a certain frequency on long distances.
These waves are read by an ADF (automatic direction finder). NDBs are typically used for radio navigation.
• “VOR” is what we call a VHF Omnidirectional Range system. It transmits radio waves on a certain frequency.
These waves are read by a VOR receiver. VOR systems, just like NDBs, can be used for radio navigation.
• NDB and VOR are used just like lighthouses were used to guide ships. This way, air corridors and airways are
created to help control an increasingly crowded sky.
PART 14 – RADIO NAVIGATION

• The Mi-8 can navigate using the following equipment:

• ARK-9 ADF radio set: you can track NDB (non-directional beacons), which are scattered throughout the map.
The ADF will give you a direction to follow, but not a range.
• ARK-UD VHF radio set: Emergency radio navigation system used for search and rescue. Useful for units that
transmit emergency signal on VHF frequency.
• ARK-UD and R-828 UHF/AM radio set: Emergency radio navigation system used for search and rescue.
Useful for units that transmit emergency signal on UHF/AM frequency.
• DISS-15 Doppler Navigation System: Navigation system to help you maintain a heading (useful to counter
the effects of wind drift). Used for leg navigation.

100
 ARK-9 ADF – NDB NAVIGATION: HOW TO FIND NDB STATIONS?
Lino_Germany created a wonderful HD map containing all NDB stations and
MI-8MTV2

VOR/ILS stations scattered throughout the map. Use this to know the NDB and
SECONDARY NDB
VOR channel frequencies you need to set.
HIP

490
LINK: https://drive.google.com/open?id=0B-uSpZROuEd3YWJBUmZTazBGajQ&authuser=0 PRIMARY NDB
870
PART 14 – RADIO NAVIGATION

In the following example, we will take

off from Batumi and navigate towards
NDB 870, and then we will turn MORSE
towards NDB 490. CODE 101
 ARK-9 ADF – NDB NAVIGATION TUTORIAL In this example, we will be tracking a primary NDB (freq. 870) and then track a
1. Select Co-Pilot seat by pressing “2” secondary NDB (freq. 490). Once you have set up both your frequencies, you can
MI-8MTV2

2. On ICS-RADIO panel, set radio mode to PK1 easily switch ADF tracking between your primary and secondary NDB using the
(ARK-9). switch mentioned at step 6.
HIP

3. Set ARK-9 mode to KOMP (Compass)

4. Set Frequency for first NDB (870) using the
three rotaries for primary NDB. Fine tune in
order to get a good signal strength.
5. Set Frequency for second NDB (490) using
the three rotaries for secondary NDB. Fine
tune in order to get a good signal strength. Signal Intensity
6. Select Primary (LEFT) NDB to make the ADF
track the primary NDB or Secondary (RIGHT)
to track the Secondary NDB.
7. Select Pilot by pressing “1” and set HSI 3
PART 14 – RADIO NAVIGATION

mode to “CB” (ARK-9)

8. Align white needle with white triangle and
2
you will be heading towards the selected
NDB.

8 4

6 Navigation Tutorial by SlocketSeven

https://www.youtube.com/watch?v=x9I6xi1XVrQ
102
7
 ARK-UD HOMING – SEARCH AND RESCUE Radio Navigation Tutorial by Deephack
https://www.youtube.com/watch?v=gLCc-tGaDRY
MI-8MTV2

The ARK-UD is an emergency radio navigation system used for search and rescue. A ground unit on the ground can broadcast on an
emergency frequency, and the ARK-UD system can pick up the signal and orient the pilot to it using the HSI, which is also used for ADF
HIP

(Automated Direction Finder) radio compass navigation. This system can be used in tandem with the R-828 radio system.

The ARK-UD can be used for either

VHF or UHF (AM) frequencies.

The available frequencies are preset

and appropriate frequencies from
broadcasting units need to be set
in the mission editor accordingly.
PART 14 – RADIO NAVIGATION

BAND FREQUENCY PRESET

(MHz) CHANNEL
VHF 114.166 1
VHF 114.333 2
VHF 114.583 3
VHF 121.5 4
VHF 123.1 5
VHF 124.1 6
UHF/AM 243.0 N/A
103
 ARK-UD & R-828 UHF/AM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A UHF (AM) FREQUENCY.
MI-8MTV2

1. Check mission briefing to know which preset channel you need to use.
2. Set ARK-UD mode to NARROW (УП).
3. Set ARK-UD preset channel based on mission briefing (we will use Channel 1 for a UHF/AM frequency for this
HIP

example).
4. Set ARK-UD frequency to appropriate band (for this example we will use UHF/AM (ДЦВ) ):
• VHF (УКВ) – UP POSITION for VHF preset channels (“MW” in English cockpit)
• UHF/AM (ДЦВ) – DOWN POSITION for UHF/AM preset channels (“DW” in English cockpit)
5. Set R-828 radio to “RADIO” (DOWN)
6. Select ARK-UD radio (PK2). 6
7. Green light on ARK-UD panel will be lit once signal is picked up. 5
8. On your HSI, select ARK-UD VHF (УКВ) mode (switch to the right).
9. Follow the white needle to get to target.
PART 14 – RADIO NAVIGATION

3
8
104
 ARK-UD & R-828 VHF HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A VHF FREQUENCY.
MI-8MTV2

1. Check mission briefing to know which preset channel you need to use.
2. Set ARK-UD mode to NARROW (УП).
3. Set ARK-UD preset channel based on mission briefing (we will use Channel 1 for a VHF frequency for this
HIP

example).
4. Set ARK-UD frequency to appropriate band (for this example we will use VHF (УКВ) ):
• VHF (УКВ) – UP POSITION for VHF preset channels (“MW” in English cockpit)
• UHF/AM (ДЦВ) – DOWN POSITION for UHF/AM preset channels (“DW” in English cockpit)
6
5. Set R-828 radio to “RADIO” (DOWN)
6. Select ARK-UD radio (PK2). 5
7. Green light on ARK-UD panel will be lit once signal is picked up.
8. Set R-828 radio – ON (FWD)
9. Set R-828 mode to COMPASS (FWD)
10. Select VHF preset frequency (given in mission briefing)
11. Press and hold down ACУ button (AGC in English cockpit) to enable “automatic gain control”. Wait until the green
PART 14 – RADIO NAVIGATION

squelch light flickers to confirm signal reception. 7

12. On your HSI, select ARK-UD VHF (УКВ) mode (switch to the right).
13. Follow the white needle to get to target.

9
8
2

10 11 13
3

12
105
 DISS-15 DOPPLER SYSTEM – IN A NUTSHELL
Old generation aircraft traditionally navigate using a magnetic compass and a directional gyro. A needle points somewhere, and by staying the course they expect to arrive to
MI-8MTV2

their destination. However, real life is not so simple. Wind can have a dramatic effect on navigation, especially on long-distance flights. If a pilot follows a certain heading and
wind is pushing him sideways, he can start drifting and be completely off course. The compass will tell him that he is going in a certain direction (and in a certain sense, he is
facing a direction that is parallel to the direction he intends to take) but in reality he will be drifting away.
HIP

This is why Doppler navigation systems were

conceived: it allowed the pilot to fly to a certain ACTUAL
heading and detect whether or not the wind is FLIGHT PATH
pushing him off course.
INTENDED
The Doppler effect is probably that boring FLIGHT PATH
phenomenon you heard about in high school and
didn’t care about at the time. Basically, the
Doppler effect is the reason why airplane fly-bys in
airshows are so awesome to listen to: a moving
PART 14 – RADIO NAVIGATION

object (like a plane) is emitting waves (like sound

waves) that are received by an observer (you), and
the frequency of this wave (like the sound pitch)
will change the closer or farther the aircraft comes
to you.

A Doppler system installed on the Mi-8 transmits

and receives waves, and a computer calculates HEADING
your ground speed and drift angle. It also gives a ON COMPASS
more responsive approximation of your vertical (WHERE THE PILOT
speed, which is very useful to know if you are THINKS HE’S GOING)
sinking too quickly during precision approaches.
Pretty cool, eh?

106
 DISS-15 DOPPLER SYSTEM – THE BASICS
The Doppler System is used for leg navigation (i.e. navigating from point A to point B, and then to point C…). If you have a map and a set of waypoints, you can create a flight
MI-8MTV2

plan from a starting reference point (i.e. fly for 20 km at a 330 heading, then fly for 30 km at a 090 heading…) and use the Doppler system to monitor the distance you travelled
from the reference point and how far you are drifting from your real intended flight path. Using the Doppler system is very simple: you turn it on and set your reference point,
follow the heading using the HSI (Horizontal Situation Indicator) and make sure the drift displayed is equal to 0.
HIP

Doppler Navigation Tutorial by SlocketSeven

IN THE FOLLOWING EXAMPLE ON THE NEXT https://www.youtube.com/watch?v=x9I6xi1XVrQ
PAGE, WE WILL WANT TO NAVIGATE FOR
INTENDED 20 KM FOLLOWING A HEADING OF 330
FLIGHT PATH
PART 14 – RADIO NAVIGATION

REFERENCE
POINT 107
 DISS-15 DOPPLER SYSTEM – NAVIGATION TUTORIAL
2
1. Select Co-Pilot by pressing “2”.
MI-8MTV2

2. Turn ON (UP) Doppler & 5.5V Lights systems.

3. Set Doppler System mode to OPERATE (РАБОТА) and front panel brightness as required.
HIP

• Note: Look behind you to locate Doppler panel.

4. Set your Doppler ground speed & drift indicator to “C” (LAND) or “M” (SEA) depending on where you will fly
over.
5. Set your Doppler ground speed & drift indicator to “P” (OPERATE).
6. Set your LATERAL DRIFT (km) to 0 using the LEFT and RIGHT buttons.
7. Set your DISTANCE (km) to either 0 (if you want to have a counter of the distance you travelled so far) or to
the distance you want to travel using the “H” (AFT) button (if you want to have a counter that tells you how
close you are to your waypoint).
8. Set your HEADING ANGLE (degrees) to 330 deg & 0 minute.
9. Set Doppler System to ON to tell the system to take your current location as your reference point.
2
PART 14 – RADIO NAVIGATION

Ground Speed Right Drift Angle

(km/h) (deg)
Displayed for 50
Left Drift km/h or more
angle
(deg) 6

8
3

C: Land 9
K: Test M: Sea
108
P: Operate 5 4
 DISS-15 DOPPLER SYSTEM – NAVIGATION TUTORIAL
10. Set your HSI (Horizontal Attitude Indicator) course setter to 330.
MI-8MTV2

11. Fly to align your white needle with your course setter. You can monitor your drift angle and your speed using the Ground Speed & Drift Angle Indicator.
HIP

11
IN THIS EXAMPLE, WE ARE 8
DEGREES OFF COURSE. THIS IS
WHAT THE HSI AND THE
DOPPLER GROUND SPEED &
DRIFT ANGLE INDICATORS ARE
SAYING.
PART 14 – RADIO NAVIGATION

10

11

11
109
 DISS-15 DOPPLER – STATIONARY FLIGHT INDICATOR
The Doppler system is not only useful for ground speed: it is also useful for low
MI-8MTV2

speed or stationary flight (hover). The Stationary Flight Indicator needs the
Doppler system to be set to OPERATE (РАБОТА) as shown in previous Doppler
HIP

Tutorials.

Why would you need this Doppler indicator if you already have vertical velocity
and airspeed indicators? Well, normal airspeed gauges rely on pitot tubes and
air pressure in order to derive an airspeed from pressure values.

The Doppler System does not rely on air pressure: it is a separate system that
relies on the wave transmitter and receivers installed on the airframe itself. The
advantage of the Doppler System is that it is much more responsive (meaning
PART 14 – RADIO NAVIGATION

that you will have a quicker approximation of your actual velocity), which is very
useful when you are coming for precision approaches.
Vertical Axis
Forward /Rearward
You can do the test yourself and compare the vertical velocity indicator under Speed (km/h)
the SFI with the vertical speed value displayed on the Stationary Flight Indicator.
You will notice that the SFI gives you a quicker and better approximation.

Vertical Speed
(m/s) Horizontal Axis
Lateral Left/Right
Speed (km/h)

110
 The AP-34B four channel autopilot system is designed to stabilize control of the helicopter in roll, pitch, heading, altitude, and airspeed. The four autopilot channels (roll,
pitch, yaw, altitude) provide:
• stabilization of helicopter attitude in three axes (longitudinal, lateral, vertical);
• stabilization of altitude in forward flight and hover;
MI-8MTV2

• stabilization of indicated airspeed;

HIP

When the altitude channel is engaged, the pitch channel receives correction signals from the КЗСП (KZSP) airspeed correction unit to stabilize the airspeed. The pilot may intervene at any
time while the autopilot is engaged to make manual corrections by operating the flight controls. The hydraulic flight control servos apply autopilot corrections to the flight controls surfaces
and provide feedback signals to the autopilot channels. Autopilot roll, pitch, and altitude correction signals are limited to a maximum of 20% of control travel for flight safety in the event of
false signals or system failure. The autopilot system is supplied with roll and pitch data by the copilot's (right) attitude indicator. Heading data is supplied by the GMK-1A gyro compass
system.

With the HEADING channel on, course adjustments can made by turning the HEADING wheel on the IN-4 zero indicator unit. A full turn from one stop to the other corresponds to 10° of
heading change. The autopilot system can be disengaged by pressing the "ВЫКЛ. АП" (Autopilot OFF) button on either cyclic control stick. The autopilot system is engaged for all normal
flight operations. The pitch, roll, and yaw channels are engaged throughout the flight from takeoff to landing.

The system is turned on by pressing the individual button-lamps of the corresponding autopilot channels prior to takeoff. When performing a vertical take-off, the pitch, roll, and yaw
channels are engaged. When performing a rolling takeoff, only the pitch and roll channels are engaged. When in hover, the autopilot stabilizes the helicopter in pitch and roll, as well as
heading when the pedals are released (feet off the pedals). Autopilot functionality in hovering flight can be verified by checking the zero indicator unit for fluctuations in the "К" (roll channel)
PART 15 – AP-34B AUTOPILOT

"Т" (pitch channel) "Н" (yaw channel) servo displacement indicator needles.

H K T B
Yaw Roll Pitch Altitude

111
 MI-8MTV2
PART 16 – OTHER RESOURCES HIP STANDARD COMMUNICATIONS

112
MI-8MTV2 OTHER INTERESTING RESOURCES AND USEFUL STUFF
DCS MI-8 DRAFT MANUAL
https://drive.google.com/open?id=0B-uSpZROuEd3OHZweHNFMU04MTQ&authuser=0
HIP

FM 1-110 ARMED HELICOPTER EMPLOYMENT

FM3-04_203 FUNDAMENTALS OF FLIGHT

TM 1-1520-MI-17-10 OPERATOR MANUAL 2007

MI-8/MI-17 ATM AIRCREW TRAINING MANUAL 2013

PART 16 – OTHER RESOURCES

LINO_GERMANY’S NAVIGATION MAP

http://www.digitalcombatsimulator.com/en/files/588673/

FAA HELICOPTER FLYING HANDBOOK

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/helicopter_flying_handbook/

FAA MANUAL CHAPTER 15: NAVIGATION

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-
%20Chapter%2015.pdf

113
MI-8MTV2 OTHER INTERESTING RESOURCES AND USEFUL STUFF
WINGS OF RUSSIA: MI-8 THE MAGNIFICENT EIGHT (MUST SEE!!!)
PART 1: https://www.youtube.com/watch?v=nlFT6GK4RAg
HIP

PART 2: https://www.youtube.com/watch?v=sRL6hcrBSLc

SLOCKETSEVEN’S YOUTUBE CHANNEL

https://www.youtube.com/playlist?list=PLRxU_Js1stPpx4HS3ooaq0T_ynVRjXA7m

TEACH YOURSELF DCS YOUTUBE CHANNEL

https://www.youtube.com/playlist?list=PLpWui61PBlo3C5XWjFa5Yop5xolL2oTdM
PART 16 – OTHER RESOURCES

114
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