ea La eae > VOLUME 22 Mil’s Heavylift Helicopters Yefim Gordon, Dmitriy and Sergey KomissarovMil’s Heavylift Helicopters Mi-G/Mi-10/V-12/Mi-26 Yefim Gordon, Dmitriy Komissarov and Sergey Komissarov MIDLANDMire Heavyit Haticoptors © 2005 Yatm Gorcon, Ditty Komissaroy ‘and Sergey Komissarov isan 1857202063 Rar Publehe by Miland Publishing 4 Watling Diva, Hinckley, LE10 3E¥, England Tel 01485 254 390 Fac 01455 254 485 mai [email protected] ‘Midland Puoishing is an imprint ot lan Alan Pubishing Lic Wort cisouton (excep Norn America). Midland Counties Publications 4 Watling Prva, Hinckley, E10 3EV, England Telephone: 01455 254 450 Fax: 01455 233 737, mai: milanabaoks(@compuserva.com ‘vw mictandcountiessuperstore.com [North American trade dsition: ‘Specialy Press Publshors & Whelesalers Inc 9066 Grand Avene, Noah Branch, MIN 35066, USA Tel 61277 1400 Fax 651 277 1208, Tol reo telephone: 800 805 4585 we-specalypress.com Design concep and layout by Polygon Pross Lid (Moscow Russia) Lune crawings by Polygon ress ‘This books tlustatas wth photos by Yetim Gordon, Dmitry Komissarey, Sergey Komissaroy \iadimir Dobyshevekyy, Altec Matusevich, Sergey Sergeyev, Cis Long, Petr Dasiaon, Marcus. Falber, Chis Knot, ITAF-TASS, a8 wal as ftom the archives ofthe Mi Moscow Helicopter Plan, Rostvaral, Yetim Gardon, Sorgoy and Dmiy omissaray, Ai Forcos Monthy, Ai Progress, Fleger Rene anc World Air Power Joural, anc the Pusan Aviation Research Tust Printed in Englana by lan Alan Ping Utd Riverdene Business Park, Molesey Road Hersham, Surey, KT1248G {Al ight eserved. No part ofthis ppubicaion may bereproduced, Soted ina retrieval system, ansmited In any form oF by any means, elton, ‘mocancal or photo-copied recorded ‘orothermge, without the writen permission of the pudihers, Contents Introduction 3 1. Bigger is Better: The First Soviet Heavylift Helicopter. 5 2. The Flying Cranes a7 3, The Twin-Rotor Giant 59 4. The New Generation 75 Line Drawings 97 Colour Photographs 107 “Tile page: COCP-11287, an AerolltIMoscov Agricultural Aviation & Commuter Air Trafic Directorate M6, cartes a powerline pylon. “This page: Pat ofthe stale elspa Inthe foreground. Front cover: Gleaming with fresh pein, this uncoded Russian Air Force Mi29 makes a demonstration fight a the Mydro Aviation Show 2008 in Ghelend Rear cover, top: Two Russian Air Force MiGs display diferent shades of gr Museum (Mereus Faber the Moscow Domodedove airshow on Sth July 1967. MiP CCCP-88647, Mi-10K CCCP.29115 and Ml-10 CCCP.08102 are (Chris Lofting). Bottom: the second prototype V-12 atthe Central Russian Ai ForceWhen the OKB29 design team led by Mikhail Leontyevich Mil acquted its own pro totype manufacturing tacitly (plant No:823) and was bolstered by an influx of highly skilled cadre in the late 1940s, twas thus ina positon to develop and build the GM light Utty helicopter. (OKB = opyino-konstrook- ‘orstoye byuro— experimental design bureau; tho number is a code allocated for securiy reasons) Redesignated Mi-1 in production form, the OKB's frsting proved highly suo- cessful and was builtin a whole range of ver- sonsinthe 1950s. Building onthe experience gained with the Mi, the Mil OKB created the larger Wi-4 mult-purpose helicopter, Ikewise powered by a racial engine. These machines ‘were putinto large-scale production in Kazan and Rostow-on-Don, whore branch offices of (0K6:328 were setup the branch offcas were tasked wth refining the basic design and cre ating new versions, and cid so with success The Mi was also produced abroad (in Poland) Later products of OK8-829 included such famous machines as the light twin-turbine Mi2 and the ubiquitous and versatile Mi 'win-turbine mecium helicopter, aswel as the MiSandMi-10 bigliters' the world’s largest ‘olary-ning machinesin their day. Othernote- worthy designs created by the company in the 1950s and 1960s included the V-7 exper- mental helicopter with a main rotor driven by ‘ip mounted turbojet engines. Tho unique features of the rotorcrat crated by the Mi OKB often had no direct Let-The GM-t (the frst prototype ofthe Mit utilty helicopter, the ist product of OKE-229) in an early test Introduction analogues in foreign aircraft design and called for the development of cutting-edge technology and specialised test methods, ‘Yet, even though the OKB had made its mark nd proved its abiity 10 develop viable roior- ‘call i tl had Io rake Uo wil ‘Scraps from the table’ in terms of research and develop- ment support within the framework of the Mi istry of Airrat Industry (MAP - Ministerstvo aviatsionnoy promyshlennast). The reason vas that rotoreraft were always regarded as ‘second-best’; MAP's research centres catered chielly for the needs of the OKBs developing cambat ets which enjoyed higher priority. Hence from the outset Mikhail L. Mil and his team had to rely largoly on their own, resources when evolving and mastering the allimportant R&D methods. Novertheless, the OKB never ceased co: ‘operating with the helicopter design depart- ments of the Soviet Union's key aviation research establishments, These were the Central Acro- and Hydrodynamics Institute named after Nikolay Ye. Zhukovskly (TSAGI — Tsentrahl’nyy aero: i ghidrodinamichoskiy insttoot), the Central Aero-Engine Research Institute (TSIAM ~Teentraht'nyy institoot avi. atsionnovo motorostroyeniya), the All-Union Research institute of Aviation Structural Mate- fials (VIAM ~ Vsesayooznyy institoot aviat- sionnykh materiahiov), the Flight Research Institute named after Mikhall M. Gromov (Ul - Lyotno-issledovatel'sky insitoot) and others. Close ties were also forged with the Ministry of Defence's own research establish- Mikal Leant'yevich Mi’ the founder of OKB.928, ‘ments, as well as with engine and avionics ‘manufacturers. As a tesult, in the 1950s the Mil’ OKB formed the core of the Soviet Union’s own school of helicopter design Which soon eamed warldwide recognition, Chief Designer Mikhail L. Mil personally supervised research efforts in various areas of helicopter dynamics and aerodynamics. The OKB persistantly refined its aerodynamic and flight performance calculation methods, The structural strength section achieved a Notable success in calculating rotor loading, ensuring the required dynamic strength, elim- inating rotor blade flutter, ground and aerial ight. Aight: An Aeroflot M-2 uly helleoper flies an le reconnaissance mission from the nuclear powered icbrecker Sibir (Siberia) somewhere in the Artic Ocean, 3resonance and other dangerous phenomena and reducing vibration levels, ‘The years af hard work have brought the Mi OB and its progeny worldwide renown; by the early 1960s the company had earned. a place among the world leaders inthe field of helicopter design. Mi’ helicopters became the holders of numerous world records, test- {ying to the potential of thei creators. Not only were these airoratt delivered in large numbers to numerous customers abroad (staring in 4985, when Mi helicopters were first dis- played outside the Soviet Union) but they also kicked of the helicopter design and manu- facturing industry in several nations affliated with the USSR (namely Poland and the Pao: file's Republic of China). The OKB rendered ‘Gonstanl assistance both to airoratt manufac: turing enterprises in its home country and to foreign operators of Mil types; these were nat limited to the traditional set of the Soviet Union's Wersaw Pact allies and 'thid-worlat ‘countries but included such nations as the USA, the Netherlands and Japan, The most important area, however, was the home market where the Mil! OKB had to cater forthe needs of both the Armed Forces and the sole Soviet airine, Aeroflot, The Soviet Army had an ever-inereasing need to aii large quantities of personnel and bulky ‘and heavy materiel during major airbome assault (or vertical envelopment’) operations. This meant the choppers had to be bigger ‘and haul ever bigger payloads. The national economy was an important customerfor such rotary-wing giants as woll due to the increas- ing industrial activity n the eastern regions ot the USSR, which were rich in natural resources but had a sparse road and railway network ‘The late 1960s and early 1960s were the time when the firs ofthe huge helicopters aed to address these needs were bor, This book deals with the development and service history of the Mi-6, the Mi-t0, the unique V-12 ‘and finally the M26. In recognition of his workin creating these highly capable rotorcraft, Mikhail L. Mi received high government awards ~ the Hero (of Socialist Labour title, three Lenin Orders, the Great Patriotic War Order (2nd Degres), the Order of the Red Banner of Labour, the Rod Star Order and numerous medals. ‘nove ef: The -8 ulity ellcopter Is among the ‘most fomous products ofthe Mif Design Buroau, ‘hie pleture shows the escond prototype, he VBA. Left The M26 isthe atest of he Mit heavylit ‘typos covered in this book - and the most ‘Powerful chopper currnly inservice anywhere. ‘This example chariored by Scorpion Airis seen ‘salvaging @ US Aimy Aviation Boeing Verol {CH-47D Chinook which had been downed by the Taliban queria in Alghanistan during Operation Enduring Freedom.The success achieved in the early 1950s by the Moscow Stato Aircraft Plant No.320 in Gevoloping the Mi4 transport and troop- carrying helicopter filed Chief Designer Mikhail LMI and the members of his staf with con- fidence anc prompted them to try thelr hand atnew rotorcrattof considerably greater load- carrying capacity. The designers came to the conclusion that the next stage in heavylift helicopter construction should be repre- sonied by arotoreraft capable of aititing car- {goes weighing some six tonnas (13,230 lb), such as heavy artilery pieces with their tractors, lorries and sol-propelled guns for the airborne assault troops, VM-6 heavy transport and assault helicopter (project) ‘The engineers of OKE-329 fully realised the complexity ofthe task facing them; they knew that all previous attempts both at home and abroad 10 build a helicopter with an allup eight in excess of 14 tonnes (80,870 Ib) hac ended in failure, Nevertheless, the young team of designers confidently set about the work, and as early as the end of 19521the Gen- al Arrangements Section of the OKB sub- mited the frst projects of amachine featuring haherto unseen dimensions. it was allocated the manufacturer's designation VM-6, which enoted ‘vertolyot Mia (Mil! helicopter) with asictonne payload Despite the opinion of the most prominent Soviet and foreign specialists who expressly recommended! a tandem twin-rotor layout for heavy machines, Mi opted for a single-otor haicopter. He took the bold decision to start projecting a five-blade main rotor ofa hitherto Unseen diameter in excess of 30 m (98 1). At that time the rotors of the biggest helicopters had & diameter not exceeding 25 m (82 and the only attempt to build a rotor of huge cimensions, undertaken by the Hughes Ai- cre Company in the USA, had failed to bring the desired results. As for the mechanical ‘eduction gearbox for such a heavy machine, ‘no one had ever tried to tackle that task Furthermore, inital studies showed that the use of piston engines for machines of that class was inexpecient. In consequence, new turboshat engines had to be mastered The VM-6 was designed around a single TV2F gas turbine engine developed by the Chapter 1 Bigger is Better The First Soviet Heavylift Helicopter Kuibyshev-based OKB-276 design bureau led by Nikolay Dmnitryevich Kuznetsov. In accordance with an agreement reached with Mikhail L.Mil, Chiot Designer Pavel Alek- seyevich Solov'yov at the Perm’-based OKB-19 undertook t0 mocity this engine into a turboshatt version with a free turbine; this version was designated TV-2VM. This layout made it possible to adjust the main rolor RPM within a range that ensured maxi- mum economic efficiency and the greatest possible operating radius. it was decided to place the engine above the cargo nolo Located forward of the main gearbox, it ensured the proper position of CG by provid ing a counterbalance to the long tailboom with the tail rotor. While the work on the project was going ‘on, the military posed anew requirement cal- ing for the increase of the helicopter's load- carrying capacity by 50%. The OKB had to undertake a complete redesign. Now the dimensions of the machine were consider- ably increased and the powerplant came to ‘comprise two TV-2VM turboshafts. In addi- tion, the customer envisaged the use of the transport and troopship helicopter for certain missions calling for a speed of up to 400 km/h (249 mph). This prompted the designers at OKB-329 to study a version utlising the high-speed compound helicopter layout Which wasn vogue at that time. inthis version the machine was to feature detachable can tilever wings equipped with powerful highvitt devices and carrying two turboprop engines with tractor propellers mounted at mid-span for forward propulsion. The wings made possible to offload the main rotor in cruise flight and obiain speeds comparable to those of fxed-wing transport aircrat . BBy the end of 1959 the preliminary design project of the VM-6 powared by two TV-2VMs was completed, but Mikhail L Mil’ stil had to convince the customer of its feasibility. On {Ith June 1954 the Soviet Council of Minis. tors issued a dlractive calling for the develop. Ment of the giant helicopter, which was allocated the designation V-6, The machine was regarded as ‘a new means of ailing army units and almost all types of artillery Pieces employed at the army division lavel ‘and was intended to transport a 6-lonne (13,280) payload at the normal all-up weight, 8 tonnes (17,640 Ib) in overload con: figuration and 11.5 tonnes (25,360 Ib) in the ‘event of fights over short-distances, In accordance with the current practice of that period, concurrently the design bureau headed by Nikolay I'yich Kamov was also alloted the task of designing a rotary-wing airerait of approximately the same class. By that time the Kamov engineers had devel ‘oped the project of the Ka-22 compound hell ‘copier with side-by-side rotors of relatively ‘small diameter and two propulsive tractor pro- peeliers, the engine/rotor/propeller packages being installed at the fips of the shouider- ‘mounted strut-braced wings. In contrast, the ‘Amodel of the V6 project as originally envisaged, showing the low-set wings carrying turboprope with tractor propoliors Note algo the almost hemispherical nose with a machine-gun mont,engineers ofthe Mi OKB rejected outright the economically inefcient compound rotorcraft layout, retaining only small wings intended to offload the main rotor Mi-6 (V-6) heavy transport and troopship helicopter (izdeliye 50) The helicopter was simultaneously designed in vanspor, assault and casualty evacuation (Casevac) versions. By the end of 1954 the Mi’ OKB had complete the advanced devel opment project (ADP) ofthe V8, and by ist diane 1955 the Government commission gave itsapproval to the mock-up Shortly afterwards the Moscow-based Plant No 32 inthe Moscow suburo of Panki {tne searof he mit OK) ane Fiant No s- tated in Fil then also a subure but now long since part ol Moscow) began manufacturing the pars ofthe frst prototype ofthe helicopter wich was now aficaly designated M-6 and allocated the product code fedelie 50 (tedetive (product) such-and-such was, and sill, a common term for cooing Soviet Flussian miltary hardware items) ts con- siruction proceeded under the direction of chief project engineer M. N, Pivowarew, while NG. Roosanovich was appointed Deputy Chis! Designa in charge ofthe projec. “The most aifcuitproblom to be tackled diring the development ofthe V-6 was the design ofthe main rotor bices.Projctng of the blades proceeded under the direction of AE. Malakhovokiy, V. V. Grigoryev and A.M. Grodzinsky, while M.A. Leikand was responsible for the development ofthe rotor heal which, for the frst time in Soviet ho copierdesign practice, incorporated hydraulic ‘dampers, The Mi OKB engineers developed a radically new altmetal main rotor blade dosign which utilised a steel spar and a nib- ov: The Mi potlypedvarsits alaberate. 8 MeTTU ane, ot Zakherkow aie Note the open 84 stinger structure divided into separate Conde svg se nes san thew forward ny do "sections called pockets, The later were not fgidly interconnected: hence they were not subjected to stresses as the blades flexed, which relieved the biada structure of conic erable varaole loads. The blades were of trapezeidalplanorm. Thohigh forward speed spect or the helicopter dictated the use of high-speed airfols at the bade tips (subse quently the main rotor design was changed) The tail rotor had all wooden blades, The TV.2VM turboshats powering the helicopter had a takeof rating of 3,500 eshp each anda nominal ating of 4,700 eshp. This Power was cstrbuted vate main gearboxto the main and tail rotors, the cooling fan, gon erators, hydraulic pumps and other auxiliary ‘mechanisms, The torque imparted tothe out put shaft of he F8fourstage planetary main men‘Avarane (he airino is row rebranded Uta) utferea an insight fre in the pot engine anc wes destroyed by fe ater te ensuing oftea forced tancing 36 km (238 mies) fom Nadym airport. By then the hal copter, which was manulactured by the Ros toy plant on 28th September 1976, hal logged 14.181 hours 41 minutes total tne and 18,998 cycles and had undergone 14 overhauls. (Actually te later figure is nots) exorbitant as may sdem; helicopters gone ally have shorter prescribed times bewieen overhauls than fixed-wing era) Was an accident causes by harcware fare that eventual ec the type to bo with drawn altogether. On 21st July 2002 Mi RABIO74 (en O710) operated Ly Nerist ‘xia went missing during a mission above re “amyr Peinsua. The wreckage was nt dle covered uni several days lar; there were no. survivors among the crew and passengers The investigating panel quick established that the main gearbox had csinigrated a fight, causing a massive fre. Afr that, te CIS interstate Aviation Commitee cancelee the tli6stype conticate,Atpresentinere are no fying M65 in the Air Force, nor ine numerous ines that have been setup inte post Soviet times - they have been super | seded by the Mi-26 United Air Detachment & constituent Fight Ci Aviation Direerate Homebase New opertor name Athngat CA 2nd kbargtshUAD EG Fight Aeitange!seshove 2nd Angel ski Ene FarEatem GAD 2nd Reba UAD/4ah FQN? Sop rebar Valk company Kori CAD Fecora VAD Fight Pears Xoniaia rox Korieavars) sta UAD and Fight vuhia Konia row Koriaiavans) Keasreyrh CAD 2rd Hrsroyask UAD Kasay Noa UAD'2am Fgh Nosh Nasa Magadan CAD Chaukoye UAD)t8ta Fight Chaunskoye | Nosaow Apfel Wor Myachovo VAD? UAD Moscow yack Comut iT Dect * Cental egos CAD j Notte C40 + Atanas Pia CAD Tnen CAD ‘Asan UAD/ 6A Fgh Sq Ashes “yume AD Natt VAD 4st Fgh Niner Tyumen ata Selrard UADDEBH Fgh Satrre Tyme vaans Sug UAD/2 Fight SugitPobest Tyumaaane {st yume UADASR Fight Tyumer-eftanoo Tyumeane Us cao Volga cn “lan CAD Ayurba VAD2OM Fight uta Nut ites Trtng Eiht Dieta UZ] eenchug Ci Avion ying Scho Xcarenchug Bosra tokinovia Site Ci ato Reseach Noszou!heanet 0 Instat Gost Ga) *TheMoscow Agta! Wark & Commu ir Trac Direclrate was expanded and renamedin 197 include th ogo of canal Rusia’ bread bel, + Th Nota CAD was dices nto the Leringyacand Ahangal'sk CAD. $ Disbanded 36‘he ‘dea of using helicopters as ‘tlving crenes for heavy construction work came up s00n afer the operational use of helicopters ad assumed a large scale, The frst dedi- tated crane helicoprers were bult in the USA be 1950s. The Sikorsky Corporation took the lead inthis eld its projects proved to be much more successful than those of its pre- ecessor, For starters, the firm created the $60 experimental helicopter whase design ies opimised for achieving the highest pos- sible payloadiveight ratio: @ thin boom ‘opiaed the adiional fuselage and a light- sight tricycle undercarriage was used. The $44 Skyorane brought out in 1962 carried ‘he concept further: to save weight the ingines were not even fited with cowlings. The fighideck was designed in such a way that the pilots could face elther forward for tanveiional fight or at, enjoying an exce!- let view of the cargo during flying crane’ peaios. The helicopter could transport a leadof 9 tonnes (19,860 lb) — ether on asling 38 pod aiached to the fuselage between the slaky inverted-U shaped main landing gee units - over a distance of 85 km (53 lester versions of he 6-64 (knownin US Air Fore senice as the CH.54 Tarhe) had ther loxdsting capacity increased 10 12 Tones (25,460 It). These machines were in [voduton uni 1973; the $-64 ‘lying crane’ fanks among the bost designs evolved by the Sorsky Corporation Inthe Soviet Union, to0, the idea of using falcoptersas ‘ying cranes’ aroused consid fable interest, After the advent of the Mi-6 heavy sitier in 1957 this helicopter soon {fnad wie use in various operations, The lee cf the M'6 made it possible to reduce (iarratcally the ime required for various con- suction an installation jobs and produced Ingresive economic resulis. A decision to (ete a deticated crane halicopter based on the M6 held promise of stil greater advan- tages. Addtonally, such a machine could be rough out quickly and relatively cheaply; the use of proven components would ipaease relat, simplify the industry's task ln acting production of this machine and ‘uses introduction into service, The work on the new machine, tentatively (ignated V-10, was started pursuant to a ChundilofMristers directive dated 20th Feb- Chapter 2 The Flying Cranes rary 1958. This document tasked OXB-329 with creating a dedicated crane helicopter ‘capable of transporting externally slung loads whose dimensions did not permit their carriage inside the cargo hold of the Mi-6. The helicopter was Intendedo transport ‘a 42-tonne (19,850-b) payload over a dis- tance of 250 km (155 miles) and a 15-tonne (83,000-1b) payload over shorter distances. Development of the V-10 proceeded tundar the direction of Deputy Chief Designer N.G.Roosanovich. At first M.N.Pivovarov \vas appointed chief project engineer; he per- formed these duties in parallel with his work fon the Mi-6. When the scope of work on the V10 increased, the OKB decided that this project merited the appointment of its ‘own chief project engineer; this role was entrusted fo LN. Babushkin. The design work was accompanied by various research studies, including wind tunnel testing of scale models. The machine was intended for use both in the national economy and in the Armed Forces. Requirements posed by the military influenced the machine's configuration to a considerable extent. Above all, it was neces- sary to provide a fuselage with a sufficiently spacious cargo hold which was to be used for accommodating a group of cargo attendants and a system for heating ‘special cargoes’ transported externally. As a result, the cabin ‘was to accommodate either 28 persons of a payload of 3 tonnes (6,615 Ib) which could be loaded through a side door in the aft fuselage with the help of a winch and a boom. To ensure simultaneous lit-off ofall wheals ofthe undercarriage and eliminate the possibilty of ‘bank and side-slip during take-off and land- ing, the centre fuselage together with the powerplant and the main gearbox (and, con- sequently, the rotor axis) was inclined 1°30 to starboard relative to the vertical plane of the flightdeck. The cockpit was upturned by 4"15° relative to the fuselage waterline, which ensured the fightdeck’s horizontal position in ‘cruise fight. Design work on the V-10 was already in progress when anewrequiromont came, stip- Uating that the helicopter should be able to transport cruise missiles and ballistic mis- sles. The V-10 was to be able to ‘straddle’ the “special cargo’ by rolling on tot; there should also ba provisions for the cargo to take its place under the helicopter by moving under its own power or be pulled there by a tractor (sell;ropelled vehicles and trailers respec- tively). This resulted in the emergence of a unique ‘long-legged’ quad undercarriage ‘emulating the layout of tne timber-haulor rucks used at sawmills or the container hhaulers found in large seaports. With the shock absorber struis fully compressed the halicopter's ground clearance was 3.7 m (12H 3% in; the wheel track was in excess of 6 m (19 84 in) and the wheelbase was more than 8m @6 ft in). To preserve ahorizontal posi- tion of the fightdeck when parked, the star- board undercarriage legs were made 300 mm. (11% in) shorter than those on the port side, The use of the dynamic system and pow. erplant from the Mi-6 on the V-10 was not an ‘optimum solution from the standpoint of achieving the maximum payload) weight ratio, The provision ofa bulky and heavy ‘real fuse- lage and the heavy undercarriage consider- ably aggravated this situation. While the US designers succeeded inincceasing the S-60's load-carrying capacity by 25% as compared to the baseline 8-56, the Mil OKB engineers hoped to obtain an increase of 20% at best. ‘The peculiartas of the V-10's design ore- ‘led the risk of so-called around resonance ‘cropping up. However, the huge experience ‘accumulated by the designers in the process ‘of designing the preceding machines, notably the Mi-6, enabled them to tackle this extremely complicated task successfully, Initally provision was made for hooking Lup the cargo placed under the helicopter, lit: ing it up to the fuselage with the help of a winch and fixing it in position between the Undercarriage legs by bracing wires. For this Purpose a truss carrying an LPG-7 winch and ‘an eight-fold pulley was affixed tothe fuselage mainframes inside the cabin near the main gearbox bay; the winch and the pulley ‘catered for the lifting and lowering of the car ‘goes. The hydraulic grips securing the cargo ‘could be controlled trom the crew cockpitand from the ground with the help of @ portable ‘control panel. When the requirement stipulat ing the transportation of missiles appeared, the designers decided to augment the winch, witha set ofremote-controlled hydraulic jacks which made it possibie to lit off the grounc containers and materiel items weighing up to 37‘toe Theis! prototype in an interim configuration wth new main gear units featuring vertical tru and twin wheels. The nove units have been modified to Inexptate boarding steps. The ramps used for loading vehicles onto the suspended platform are visible hor, ‘2tonnes and equipped with four attachment pains matching tho hydraulic aris, To caler for the transportation of loads {nd maerie! not fited with such attachment ons provision was made for a special ver sale platform measuring 8.5 x 3.6 m (27 tt {04inx 11 9% in) and weighing 1,340 kg, [2265 1b); it was to be suspended on hyiadie arps between the undercerriage fs, The platform was equipped with an 134 winchand detachable ramps for rolling itead and tracked vehicles on and off ‘nan carying no load the platform could be ttoved about on the airfield on its own hel. To ensure emergency escape from the helcoper during a fight with the platform alethed, 2 telescopic chute was installed nde the fightdeck; this chute would drop, fending to full Iength ahead of the cargo plsiam and permitting the crew to bail out ly thou striking the slung lea. The V0 also featured the external sling sisi that had been used on the Mi-6: it ‘ud handle cargoes with @ weight of 8 bres (17.840 Ib). The pilots could monitor ‘teundeslung cargo from thelr workstations aadbsed.crcult TV system: its camera was ftedunder the fuselage and the display sat bp ofthe pilots’ instrument panel 10-10) prototype helicopters Tso te use of units rom the Mis the ‘gn tk proceeded rapidly and was com ssn 059, Construction ofthe first proto the bulged flightdeck windows ‘Ahad-on view ofthe fist prototype in dente form; the nose gear units tecture twin wheels as wel, Nol the cables sireiched between special struts ofalitate emergency egress from the ighideck 39‘Above: The Ml-10 prototype In datinitve form with twin wheels onal fur landing ar units, Two concrete blocks are suspended under the fuselage for test ‘purposes. Note the Sikorsky 5-58 inthe background on the righ; this helicopter was purchased for evaluation purposes type V-10 (c/n 04101; 04 is apparently some kind of product code, while 101 means Batch 41, Ofst aircraft in the batch) was finished by the summer ofthe following year. Even belore the beginning ofthe fight tests, however, the. machine was allocated the service designa- tion Mi-10. The first prototype lacked the escape chute, and all undercarriage legs were fitted with single whesls, those of the {ont units being of the castoring type. (On 15th June 1960 the Mi-10 took to the air for the first time al the hands of R.1, Kaprelyan, the OKB's chiof tes pilot. Sub- sequently in the course of manufacturer's tests the helicopter was plloted mainly by G.V. Allyoroy and B. V. Zemskow. The testing proceaded smoothly. Already in its fourth fight tre Mi-10 embarked on a flight over a distance of 3,000 km (1,865 miles) which it successfully accomplished, ‘making several refueling stops en route. Tes pits ofthe Mil tiem explored the helicopte’s Capabilities with regard to transporting vat- ‘ous kinds of materiel. To determine its perfor ‘mance when cartying outsize cargoes on platform, they performed fights with a special container. Concurrently, static tests were con ducted in TSAGI on the third prototype Mi ‘GOCP-04108 (c/n 04103). Generally Sovet iv registrations in the CCOP-04exx block closed by ajtisonable cover. Note how the rear ends ofthe external tanks tin betwoen the rods of the main goar russos. 40- | vere reserved for assorted Polar Aviation a cya, butin this case the registration was obvi ously derived from the construction number. Sadly, in May 1961 the first prototype trashed during a positioning tight from Kazan’ to Moscow. When the helicopter was, Angin the vicinity ofthe town of Sasovo, the ‘en noticed a drop in the main gearbox oil pressure, and the crew captain, test pilot P.A. Anoottiyey, opted for a precautionary lending. Having spotted a small meadow at ‘heedge ofa swamp, he hovered above it and ‘ordered navigator/radio operator S. Klepikov ip disembark and check the site. Klepikov, saw thatthe holicopter’s port underearriage legs wore above the swamp, and forbade the tuuch-down. The crew had to seak another sle for the emergency landing, During the ‘rnstion to horizontal fight the oil pressure doped to zero, The crew barely succeeded inclearing an earthen embankment thal ran ‘ar035 the helicopters flight path; the terrain luther ahead was a rye field with a bumpy surface, and it was there that the helicopter vas forced to land. The machine touched ‘iounatahigh horizontal speed; after rolling un of more than 900 m (1,000 t) the hel: topter hit a hummock, rolled over and burst ino flames, Only Klepikov survived, sustain- ing minor injuries. Co-pilot V. P. Mikhailyuk, fight engineer T. M. Aruin and technician AA Mysiovskiy were killod outright; the cap- fancied on the following morning in a local hospital. Jinan hour Mikhail L. Mi! was informed of the crash, Soon he arrived at the site of the ‘agady in 2 Mi-4 helicopter, accompanied by |AM.Zagordan, an engineer from GKNIVVS, 41d 6. P. Chernyshov, the Air Force repre- serlae al OKB-329, The ensuing investiga- ton raced the cause of the crash to a fallure tithe main gearbox oll pump actuator. ‘Shorty thereafter the secand Mi-10 proto- ‘ipa (in 04102) joined the test programme, Inaddiion to the improved main gearbox oil sisi, the helicopter was fitted with twin nes on all four landing gear units; the racine was equipped with cables with asoft ating mounted outside the fuselage in the fiticeck area so as to facitate emergency scape ofthe crew with the helicopter on the (jound. Subsequently these modifications became standard on production Mi-10s, On Sh July 1961 the second prototype \as shown tothe public forthe frst ime du rgihe teitional Avation Day alr parade at losco4-Tushino, The helicopter transported loth VIP spectator area ofthe airiold a pro- febcated hut for geological survey toams, tnd this was immediately converted into a ‘ols ish. Alter this event the Mi-10 recived, ‘9NATO reporting name Harke. On 231d September a crew captained tyB.V.Zemskov set an absolute world pay- ‘This viow shows clearly how the cargo platform is secured tothe landing goar struts by a sot of struts Not load-to-altitude record on the second proto ype M:-10 by lifting a payload of 15,103 kg (33,302 fb) to an altitude of 2,200 m (7,218), That same day a crew captained by G. V. Allyorov lifted 15 tonnes to 2,326 m (7,632 1) In December 1961 the helicopter was ‘submitted for joint state acceptarice trials. However, it was not admitted to these because the customer presented new oquirements stipulating an increase in the ‘designated service le of he engines and the main gearbox, the installation of new under- carriage legs fitted with fairings and instalia- lion of new main rotor blades. (Intally the main rotor blades of the Mi-6 ~ borrowed in ‘as-was condition for the Mi-10 ~ featured a {ubular steo! spar consisting of three sections Joined together. Laterthe Mi OKB developed a blade with a spar having only one joint and supplemented by pockets with AST metal fil honeycomb filer, which made it possible to enhance reliabilty considerably and increase the blades’ service life Introduction of these changes necessitated a new round of factory s0 the small whests usod for towing the empty platform around the apron. testing of he Mi-10, and the first stage (Stage AA) of the state acceptance tests could com: mence only with a full year's delay. The heli: copier was transferred fo GK NII VWS, where fa team headed by chief project engineer S. Kh. Atabekyan was assigned to the machine for conducting the tests. The team also included project test pilot A. G. Sol ovnikoy, flight engineer V. D. Pirogov, sec: ‘ond pilot N. V. Razomazov and chief project ‘engineer's assistant V. A. Yermolayev. Tn the course of the state acceptance trials experiments were made with transport ing various cargoes, involving the use of the whole range of special devices with which the Mi-10 was provided. For example, the hell- ‘caper airlifted various automobiles (including ‘coaches and tanker lores) on @ platiorm ‘onto which they were driven under their own power. The cargoes transported by the Mi-10 also included railroad containers and ather non-self-propelled cargo items which were hauled onto the platiorm by the onboard winch, Outsize cargoes created a considerable drag a“ret td Sits ee f 2 “The scene a few minutes later as the helicopter axles away. Note the braces atch to the hut's root a stop it from swaying 42 a fii, Sis ‘Above: The second prototype M-10 (c/n 04102 nite original miltary guse during the ar Gelvered prelabricted ot marked ‘Geological prospecting party No.17 tothe alld anc lowered lo the ground, using theintemal winch, a Nae iAbove: I-10 e/n 04102 afow moments bet te ning gear fight. This was especially the case with the pielabricated hut for geological ams, which vas fited with attachment points matching the helicopter’s hydraulic grips and was transported without the platform. During the cenoluding stage of the state acceptance tri als landings were performed in autorotation mode. The testing proceeded at a very high tompo and was basically completed in early 1964, ahead of schedule Generally, on the basis of the test results the Mlc10 received a positive appraisal. The tests confirmed the helicopter's abiity to vrensport cargoes weighing up to 15 tonnes [88,000 Ib) and measuring 20 x 3.6 x5 m (65 ft Thin x 11 ft 8% in x 16 ft 4% in) both on hydraulic grips and on a platform: a cruciform cargo could have a width of up to 10 m/32 ft 9%, However, the testers also revealed c ln shortcomings, The main problem proved tobe the high level of vibrations, which were especialy pronounced at low speeds. There were also other complaints. In particular, it tumed out that the CCTV system instalod in the fightdeck was suitable only for observing the swinging of the load during its transporta ton on asiing. The system proved of litle use fying operations with the cargoes in the hoverand on the ground; therefore, ifthe pilot vished to catch Just a glimpse of what was going on under the helicopter he was forced touching down st Tushino withthe russes obviously accounts forthe shape ofthe hus oot! Note the APU aie intake and exhaust just af ofthe fightdeck cn ss sent RBH Seas = ly passed to tho tat fusolago underside. The shape of [test crew disembarks from one of the Mi-10 prototypes wearing Soviet lr Fores markings and the tactical code 101 Red![Avove: The second prot Part Sho Note at i four oni Se based on @ MAZ-200 alotow M-19 CCOP-08102 makos a tight taxying tun, carrying a Lvov-bullt LAZ-695 ane aul bus, Note the extrome negative inckdence of tho stabilisers, the ‘argohost arm above the starboard-siée cargo door and the Tupolev Tu-128alliner taxying inthe background, TLE Le 6¢F.04102 a few moments after becoming arborne, withthe delightful LAZ-695 sans sufi (identifiable by the rounded rear end with that characteristic split now ana dorsal ai scoop) on te platform, 45‘Above: CCCP-08302 (this time witha TZA-.5-5008 In the state park of tho sth July 1967 a ling bowser based on @ MAZ-SOOA onthe plato) ow at Moszow-Domadedove in company wih ther Milf choppers ‘Above: Mi-10 CCCP-01102 was biel displayed atthe Economie Achievements Exhibition (VONKH) in ‘Moscow, An SPT-14 electrcaly powered mobile gangway provided access tothe inetor. Above and below: We ira prototype (CCCP-08108, ch (04109) carries a 2.-138 bus, The windows in the laters four-lea doors are obscured for some reason. 48 q to open a fighideck window and een oi rea uptohs wat. Thank theta unde farfaga the ighGeck we cove fo sea ond foo evel thus aording an excoen Vion: However during arling take of ora roron landing tehacopler payed ate Greyoaen diningyiomatec aia fe sky undorariage, Atachng te ell gee ohare proves tobe re fviwerd and tmeconsumng.pocedta The rity eusiorors wer seo hal about the need fo prove a wi range combat ats, specs coniiners anal on with atacrnent points matting he a copter’ hyeraule gros | inthe sure of 268 ameeting wast dosgn buen tat and reproreiaves GH NWS: toy dscuced fh et ests a the posses for rening the M40 a reasuresagroed upon became the basa 2 progranme fr the helicopters devil mets iplemrtaton dragged one oul to ul 1867. Win iat prod mary probe ford freon natal Was loundiexpedent 1 have both a val arate hydalfingdovere on boa i Roloptereiinton othe wich ede posse to improve the M-10's payload Wl ao. However, aarp to nal Completely tho Relcoplers main dete. fanieloreeecu nes araa aa th dotcency persed voughou machin’ cons ae Mi-10 production helicopter (zdeliye 60) ‘A decision on puting the M10 into sera] production was taken as far back as 1961, bi [Sinonorton oat ey one) and rot for technical reasons alone. Tos large extent this was due to a gradual wants of intorasttowards heibome missile systors Yet, on Sih March 1964 the Rostov-bast plant No.188 which was building M6 he copters (I was renamed Rostverol late rellectits new specialisation in rotary wingas craft) started the manutacture of the Mii Which received the factory code aco The enterprise was headed by D. M. Chs ‘machenko at that time ittook half a year to bulld the frst poss tion helicopter (c/n 4680101K — thats, year production 1964, plant No.{1]68, Batch Dist airoratin the batch; the K suffi, apc ently meaning Kran (crane), was used de tinguish the Mi-10 from the Mi- in ors ease the work with documents at an ens prise which was simultaneously products both models). On 10th September 195 machine took tothe air with R. | Kapretyang the controls, Gradually the production tag was built up, albeit it remained gene rather low. In 1985 two machines were‘tol the assembly shop; these were exam- ps from the second production batch, e/ns 880201 K and 5680202K. They were followed byaturther two machines from the third batch (G601K and 0302K) and the first three ‘mechnes of Batch 4 (0401K, 6680402K and 04034). In 1967 the plant completed the fauth balch by building Mi10s cins TiEDIO4K and 7680405K and started the rrenulacture of the fith batch. In 1968 the plant tured out the sixth batch; the seventh ‘ai, builtin 1969, was the biggest of al \rually every batch featured some minor (ésign changes and improvements. For ‘vamp, starting with cin 6880402K, jettison: able cockpit doors replacing the original slid- ing iste: windows were introduced to ease t1ew escape in an emergency. In 1986 @ singla Mi-10 crane helicopter as purchased by a Dutch company for fesae to the USA. Registered N16556, the elopter was operated by the Bolivian divi- hn of Petroleum Helicopters, Inc. (PH, an arenterrse which specialises in the support diol and natural gas driling. This was the ‘2 foreign operator of the Mi-10. ‘ota of 40Tong-legged! Mi-10 sans suf fio belcopters were manufactured. These Fuded several special-mission versions as cescrbes below. W-tOR record-breaking helicopter (htt January 1965 @ very special version dite M10 made its fist fight. Designated IIH0R, this machine coded ‘81 Red’ was a scaly prepared for setting world records, fee the R for rekordiy. Its weight wes tought down to the barest minimum; the (aad undercarrage was replaced by a tricy- ¢e undercarriage taken wholesale from the ls with aditional fangs and spats on the pan sts, plus a tail bumper with twin seas Hence some Western sources erro- fewisy felered to this machine as the 1I+0K Yorotkonagyy- shor-leqgea); in real Iythe M10 is a totally diferent vorsion — a (ated ‘tying crane On 28th May 1985 a crew captained by \LP-Koloshenko established the fst record ‘nhs halcopter by liting @ payload of 5 Jones (1,005 Ib) to an altude of 7,151 m Fecwsosalshed by tho M-10 ‘Above: An operational Soviet Ar Forze Mi-10 with the cergo platform attached. Must uf the Mos wore, lator converted for ECM duties. ‘This production Mt ‘Monino, Note the fightdeck escape door replacing the earlier (23,482 f). Two days later a crew captained by G. V.Allyorov used the Mi-10R to satasen sational world record by liting 25,105 kg (65,356.5 ib) 102.840 m (9.3181). A specially manufactured metal slab attached under the fuselage was used as the main load. In all, ‘eight absolute world records were set on the Mi-10 and Ml-10R (see table below) Mi-10RVK heliborne missile system In 1965 fight testing was conducted of the MiORVK (raketno-vertolyotnyy —kompiess, 0 (cin 8680604) bull in 1968 was donated tothe Soviet Alr Force Museum in ing blsee window. heliborne missile system) which became the only helibome missile system based on the Mi-10 helicopter to reach the fight test stage. Ofthe numerous variants of haliborne missile systems and mobile missile maintenance bases using the Mi-10.as the delivery vehicle, only the 9K74 (alias $-5V) system including the 9P116 launcher and the 4K95 cruise mis- sile was developed to the ighttest stage. The launcher was a large trailer that would be towed to the actual launch pad by a cross- Country vehicle after landing, tie Version Description of the record Record figure Crew captain age Mito ‘tae wih payload of 15,000 kg (8.07518) 2008 m (7.83219 .V.Alyorov Meta Maximum payoadto 2 000 m 6580 1) 15,100 kg (a. 8 V.Aljorov as etoR Aude tha payload of 000 410) 781 m(ea.e2e) VP Kobshenko 5088 tO Aue th paid of 50005, 175 ka (1025/1411 7351 m(234628) VP Kolshenk 2518 i108 ‘Aude th a payload of 15000 kg (07515) 2610m 9318) GN Aor 58 eon ‘ttc wt a payload of 2,000 kg (4,100) 2640m 8316H) B.N.Aoror S86 Mito ‘tude wth a payload of 25,000 kg 5,125) 810m )9316%) 8.V.Ajoror 588 Mio Maxum peyload io 2600 m (5808) 2 105%g 86,86 b) 8.V. Alor 47The ‘rials took place in 1965. The WiN0RVK’s take-off weight reached 44.6 ‘ones (98,340 lb), the weight ofthe launcher being 12 tonnes (26,460 Ib); this required the heicoptero be fited with low-pressure tyres, Ar lancing i took five minutes to prepare. thesystem fora launch, The maximum taunch ange was 200 km (124 miles). The work on the MHIORVK was terminated in the same year because the 4K95 missiles were being phased out Mi-tOP (Mi-10PP) ECM and diection-finding helicopter Theyear of 1970 saw the completion of devel- ‘pment work on the Mi-10P EGM helicopter {he mitary profored to call it Mi-10PP; PP Sands forpastanovshchik pomekh, jammer) ites intended for assisting the combat activ- iiss of tactical aviation ty jamming the enemy's radar systems, The machine was ‘fitted with the huge sb-sided ST-8000 Stop" (Steppe) ECM pod weghing 7,125 kg (15,710 Ib) which was sus- fended on hydraulic grips. The pod housed tree Booket (Bouque') jammers which dis- rgd the operation of air defence and mis sie guidance radars by blanking. their screens, and eight Faso!” (Kidney bean) fesponse transmitters intended for creating {ako acar returns (their work produced sev- tal fse target ‘blips’ ata time on the enemy (edarsceens). The font end ofthe pod incor- fore a large radiator dissipating the heat geterated by the mission equipment. The heicopte’s cargo hold housed the ECM opeiors workstations, as wellas the electric poner supply system for the equipmont ‘cxomradated in the pod, Inthe 1970s and 1980s most ofthe Mi-10s tal were on strength with the Armed Forces wie converted into the ECM versions al the tina repair planis in Rostov and Konotop. The prive of the upgraded helicopter was teen millon roubles, nearly six times the pits af the baseline version, The M:-1OPP was operated by the 826th VP (independent Helicopter Regiment) sich was redeployed from the ton of ‘eine Belaya to Garovka-2 aireld situated inte vicinity of Khabarovsk, as well as by Sot Air Force helicopter regimens sta- fined in Nerchinsk (Russian Federation) Kebin(Betorussia) and at Brandis AB (16th fir Amy, Group of Soviet Forces in Ger- nary). By the mid-1980s the 825i OVP ‘teuded.a squadron ofthe Mi-10PP ECM heli- ‘opts; this sub-unit became a gathering felormachines ofthistype which had pre: Vousy been on the strength of air regiments Geloyed inthe western defence districts and amy youps. Apparently, by that time all the fvceable MiOPPs were concentrated oar the Chinese border. ‘Above: A Mi-1ORVK missile carir withthe 9P116 wheeled launcher attached. Note tho fat low-pressure tyres on allfourlancing goar units. ‘Above: The Mi-10P (lias Mi-10PP; cin 7680502K2) withthe huge ST-8000 Step’ ECM pod under the {uselage. Note the forware-mounted radiator and the wheels for towing the po. ‘mobile ore analysis laboratory,Above: The prototype of the Mi-10K tying erane’helicaptor during intial fight tests. An external sting ‘ables attached fo the helicopter [Avove: Tis view shows the i arey/yellow colour schame sim Close-up of tho Mi-10K prototype's forward fuselage, showing the nose gear units, the ventral cookpit and the entry door witha boarding ladder. 50 Mi-10GR direction-finding helicopter prototype Starling in 1966, the Mi-10 was used as @ basis for developing a direction-finding tet ‘copter intended to spot the location of enemy transmitters. That year a single production Mi-410 was converted into the prototype ofan ELINT (direction-inding) helicopter desig ated Mi10GR: the sufix was derived ftom the codename of the ELINT system, Grebeshok (Comb). It was intended for pin pointing the location of radio frequency (RF) ‘transmitters; for this purpose it was equipnad with @ special pod undersiung beneath the {fuselage and fitted with antonnas that could be lowered in the operating mode, Mi-10UPL versatile field laboratory Inaddition tothe versions described above, in 1966 the OKB produced the prototype Mi-1OUPL intended fo carry a mobile versatie field laboratory for ore analysis (ooniversahl. raya polevaya laboratoriya, hence the UPL) The helicopter (the original second prototype, CCGP-04102) carried a heavy-duty two-axe ‘van trailer outttad with special equipment on arrival at the airfield nearest to the geological prospecting ste it would be disengaged and towed to the actual location by a lorry Modified Mi-10 “flying crane’ helicopter prototype Four years later, in 1970, one of the Misa sans suffxe helicopters was re-engined fa trial purposes with uprated 0-25VF tus boshafts delivering 6.500 eshp for take the powertrain had to be reinforced accor ingly. Additionally, the helicopter featured various new equipment items, Mi-10K ‘flying crane’ helicopter ‘The Mil! OKB designers were aware ofthe act ‘that the Mi-10's design configuration was nt ideally suitable for a ‘flying crane’, being intended primavily for operation by Aerolct Taking into account the requirements issue by GosNllGA (Stale Research Insitute of Gi) Aviation), in 1964 the OKB started the deve ‘opment of a ‘short legged! version — notin terms of range but quite iterally. This held be promise of improving the machine's. e2o- nomic eiciency at modest development costs, The designers put to good use the experience of using the Mi-¢ and Mi-6 for construction and. installation jobs. These machines had @ major drawback: their pibis could not see the undersiung load and the place of ts installation from their seats, There fore one of the crewmembers acted as ope ator: taking up a position near the entry doot ‘r the central hatch, he gave signals to te crew captain (later some Mi-4s used as lying ‘oranes’ were relrofited with a closed-cicul TV system). Alter the installation of a maja_— siructure the cable on which it had been sus: ‘pended had tobe jettisoned, This ental the ‘skofnficting damage both to the cable and fo the structure that was being erected. Recovering the jettisoned cable and hooking iLup to the helicopter again also invalved much time-consuming work, The Mil! engi: ers carelully studied the design features incorporated by US designers on the S-84A, The payfoad/weight ratio of this machine was dose to 50%, and its cockpit accommodated ‘2 operatoriplot workstation which afforded anoxcelent view downward and at. The lirsiprolotype Mi-10K (korotkonogiy ‘or:legged) was produced at the Mil fir’s ‘perimental production facility in Panki by ‘onvering the third production MI-10, c/n 680202. Chief project designer A. Kh. Ser: nan wasn charge of this work. The machine ves equipped with anew quad undercariage featuing shorter struts (the track of the nose us was greatly reduced, since there was no longer @ need to straddie external loads) and 124 avonics; sorter external fuel tanks were isle and some addtional measures were token to cut the airframe weight. As a result, tbe Mi-10K's empty weight was reduced by rroethan 1,800 kg (8,307 Ib) as compared to the longegged’ Mi-10 sens suftixe. How. wet, the new helicopter's liting capacity became sortewhat lonor; its upgraded exter ‘al cable suspension sysiom was dasignod ‘ora maximum load of 11.8 tonnes (26,020 ») Siuctural strength considerations did not parmit the machine to operate with greater concentrated loads. An exiensvely glazed additional cockpit ian affecing operator's seat and an extra sit of controls was mounted under the M104 forward fuselage at the location pre. Yinely occupied by the emergency exit ule. When performing constuction and falation jobs, the operator pilot descended hptriscockpt and controlled the helicopter. trying an excellent view of the load and of theplace where twas to be installed ‘he unregistered Ml-10K prototype made Isis fight on 6th September 1966. Shorlly threater It was submitted for the state seorptance trials at GosNll GA which were concucied by a team headed by engineer {| Maslov. During that period the machine 1 used for installation jobs in Leningrad ard the Dagestan Autonomous SSR. in Mescow the helicopter piloted by F. |. Bel- covtkin ited a radio tower to fee the site for te construction of a 10-storey apartment 2uldog and transported the radio tower to te volte’ (Construction Worker) stadium. aut tha use of a fying crane’ this opera ‘an youd have taken some six weeks, In 1967 the Mi-10K, now registered £00°-29115, made its successtul interna {nl debut, being demonstrated at the 27th ‘Above and below: Font and rear views a he MI-1OK protolype (cin 9690202K), Note the bulged blster windows of unequal size (the captains blstr is bigger), Paris Air Show. During the show the heli copter demonstrated its capabilities by dis ‘mantiing a factory gantry crane incorporating 1 fetonne (24,255-b) trusses. Stale accepiance trials of the Mi10K lasted until 1968, Their results led to the con: clusion that for certain jobs the use ofthis hel copter was 50% cheaper than the use of a column crane, required 70% less workforce land made it possible to tackle the job 70% uicker. Nevertheless, the machine was not put into series production immediately. The ‘military hertage incorporated in the machine now displayed to the full extent its negative influence. The baseline Mi-10 sans sutfixe could compensate for the insufficient engine ower by periorming arolling take-off wth the oad on a platform, but the ‘crane’ was deprived of this possibilty, As a result, its nor- ‘mal take-off weight had to be reduced to 37 fonnes (61,590 Ib), and the payload/weight fatio was diminished as compared to the baseline version, going down to 31%. The high level of vibrations remained a serious problem. There were also some other com: plaints — for example, work conditions of the ‘operator pilot had to be improved. Perfecting the helicopter dragged on for several years, Whereupon a decision was taken to start quantity production.“The Mi-10 prototype shows off its leon profile na test ght. Serias manufacture of the Mi-10K started In Rostov on 23rd March 1974. In the course Cf preparations for it the helicopter's control system was modified and dimensions of the Lnderslung cockpit were increased. Inthe fol lowing year the Mi-10K was equipped with a system for damping the vibrations and oscil lations of the undersiung load. Once again, production MIH10Ks were registered in the ‘4,0 block, although the registrations no longer coincided with the cins. Machines from CCOP-04121 up to and including (COGP-04135 had the tralling edge section of the tail rotor pylon deleted; some of them were equipped with a KO-50 kerosene heater installed in a fairing on the starboard side of the fuselage, as on the M-8 utility helicopter. Inthe course of the ‘lying crane's’ opera- tional service the Mil’ OKB invested much fffort into reducing the level of vibrations. Later, in 1975, a M/-10K, equipped with a spe- ‘lal system for damping vibrations and a sys- tem for damping the oscillations of the slung, load was tighttested. “The Mi-10K flying cranes rendered useful operational service until recertly; at least one example was operational as late as 2004. They performed many unique construction and installation jobs which made itpossible to put new industrial enterprises into operation within @ considerably shorter time frame and to reduce the costs of their construction. Allin all, 55 Mi-10 helicopters of different versions were bult in Rostov. According to Rostvertol documents, the Mi-10K’s produc- tion run amounted to 17 machines (seven of them wore delivered in 1976 and the other ten in 1877); this tolal included two ‘long-leaged’ Mi-10s converted into Mi-10Ks by the Rostov plant, tis also known that three or four Mi-10s were transferred to the Moscow Helicopter 82 Plant (the Mil’ KB) for conversion into exper- imental variants and 20 machines were con- verted into ECM helicopters. In 1968 a group of members of the Mit (OKB design staff was awarded a State Prize for the development of the M-6 and Mi-10 helicopters, Structural description of the Mi-10 and Mi-10K helicopters Type: Heavylit helicopter (Mi-10) or dedi- cated ‘lying crane’ helicopter _(Mi-10K) designed for daytime operation in VMC. The Crew of the Mi-10 sans suifixe comprises three persons: the captain (in the left-hand seat) the co-pilotinavigator and the fight encineer. ‘The Mi-10K has a crew of four: two pilots, an ‘operator pilot (when performing the installa tion work) and fight engineer. Fuselage: The fuselage is an all-metal semi monocoque variable cross-section structure with a flat undersurface. Structurally the fuse- lage consists offour sections: the forward and. centre sections, the tallboom and the tal rotor pylon, The forward fuselage houses the Might- deck. On the Mi-10 sans suffite its floor incor- pporates an emergency escape hatch closed by doors and panels; these can be jettisoned wilh the help of a lever and a special mocha nism, allowing the crew to bail out via a tele sseopic chute. On the Mi-10K this emergency hatch is replaced by a spacial hatch giving access to the undersiung adcitional cockpit, The flightdeck glazing features four optically flat windshield panels, three windows in the lower row to provide a measure of downward view for taxying and landing (the two outer ‘segments are curved) and two side windows. De ‘on each side, The side windows are sliding direct vision windows: the forward ones (a the pilots’ seats) are bulged for better down: ward visibility; fate-production Mi410s have jettisonable flghtdeck doors. All four side windows can be jettisoned for emergency ‘evacualion; the Mi-10 sans sufi is provided with special cables running from struts above the outer windshield panels to the nose gear Units to assist evacuation on the ground. Late-production Mi-10s have jettisonable flightdeck doors, ‘The lightdeck root incorporates a forward hinged! hatch opening outwards for access 0 the engines and main rotor head on the ‘round. The flightdeck is separated trom the ‘main cabin by a bulkhead wih a door. The centre fuselage is inclined 1°30 starboard relativato the vertical reference line and houses the entiy vestibule and the cargo cabin. Located on the port side between Frames 2 and 4s a quasl-oval entry door the ‘aperture is lattened! atthe bottom to provide {an even threshold) opening inward and for ward; on most helicopters a bay housing the APU Is located opposite. The forward buk head of the cargo cabin (Frame 5) incorpo: rates a door giving access from the eniy vestibule. Placed on the starboard side between Frames 22 and 25 is a rectanguler ‘cargo door comprising two sections (the fo ‘ward one is larger); the cabin terminates ina bulkhead at Frame 35, which incorporates a door giving access to the tall boom. There ae 42 circular windows to port (door+4-+1+-15) and 11 to starboard (1+8+1+1+door+4}, although the first window to starboard is us: ally transformed into the APU alr intake. The stressed floor of the cargo cabin provided with a circular hatch located between Frames 15 and 17; it measures 4,000 mm (@ ft 3% in) in diameter and is intended for attaching cargoes carried exte nally on a sling. The cargo cabin is 14.04 m (46 ft 0% in) long. Provision is made fr installing detachable tip-up seats for 28 per sons along the cabin walls between Frames and 28, The seats are arranged as follows: three 3-seat blocks and four single seats to starboard, four 3-seat blocks and three single seats to port Placed above the centre fuselage are tengine and main gearbox bays and a serice {uel tank container, Two hatches are provided in the cabin ceiling for inspecting the engines and the main gearbox. ‘The tallboom Is a stressed:-skin structue {featuring frames and stringers. Inside, along its upper part, the boom accommodates the {all shaft ofthe powertrain and cable linkages for the stabiliser and tail rotor conto Mounted between Frames 15 and 16 are attachment fitings for the stabiliser, cutous are made in that area for the stabiliser spar- ‘floor made of aluminium sheets is provided {or passage inside the tallboom. The tallboom 'sjpined to the centro tuselage by frames with [pining flanges and the help of 71 stee! bolts. |The tat rotor pylon ¢fin) comprisos three pats: afin, a fixed rudder and a detachable ‘aking, Frame 7 of the tail rotor pylon carries ‘heintermediate gearbox of the tall rotor drive, Access to its possible via an oval opening in the spar web of the tail rotor pylon, The fixed rudder features an asymmetrical profile and has a duralumin skin on the side of the tal ‘0.0 (starboard) and fabric covering on the | opposite side. in the upper part on the port sido there are louvres to lotin the air for coo ing the intermediate gearbox. Landing gear: The Mi-10 sans suffixe has a ‘quad undercarriage which enables it to per: fonmtake-offs and landings on grass airstrips, as well as on paved airstrips or other pre- pared pads. The undercarriage provides a (ound clearance of 3.75 m (12 ft 3% in). It comprises two levered:suspension nose legs | andiwo main legs with oleo-pneumatic shock absorbers. The starboard units are 300 mm (1%in) shorter than the port ones. Each castoring nose gear unit comprises f shock strut, five bracing struts forming a | ss, and twin K2-112 non-braking wheels ‘measuring 950 x 250 mm (37.49.84 in). Tyre assure in the nosewheels i 4.7 kglcm’ [6886 ps). The space between the two inner. | mst bracing struts of each forward leg is faired over, and the port nose gear unit incor orates boarding steps, ach main undercarriage unit consists of @ pyramid shaped welded truss, an upper bracing ‘strutandalowerVshaped bracing strut, ashock strut and twin KT-115 braking wheels measuring 4,230 x 280 mm (48.42 x 1024 in). Mainwhce! tyre pressureis 6 5 ka/em (92.47 psi) “The quad undercarriage of tho Mi-10K has ‘a ground clearance of 1.65 m (6 ft 5 in) in the atea of the main units. Each lovered-suspen sion nose unit comprises a shock strut, two bracing sttuts (inboard and rear) and twin 2116 wheels measuring 695 x 185 mm (23.42 x 7.28 in). Each main unit comprises a shock strut, a truss formed by five struts, and luvin IT-54 braking wheels measuring 50 x. ‘860 mm (87.4 x 18.78 in). Unike the Mi-10.sans suffixo, the Mi-10K has a tall bumper compris- ing a shock absorber, two tubular bracing struts and a skid made of cast magnesium, Powerplant: Twwo D-25V turboshaft engines (see M6 for description), The engines are installad above the cargo cabin symmetrically felative to the longitudinal axis and have an inclination of 0°4428" forward and downward relative to the fuselage waterline. The engines ‘and main gearbox are enclosed by acommon {airing with hinged cowlings and powered ‘work platforms, as on the M-6. ‘An AL-8 APU is installed on the starboard side of the entry vestibule, with the air intake ‘and the exhaust located in tandem, | esac typ ns ar rene clu ecae a Coor-9118, Powertrain and rotor system: As for the M6, except that an AV-63B-Kh65 or AV-63B tall rotors fitted. Control system: Generaly similar to that of the Mi-6. The helicopter has dual controls (on the Mi-10K a third set of controls is installed in the ventral cackpit; it can be disconnectad by a switch on a special panel in the fightcock). Control linkages are of @ mixed type, mostly figid. Cablos are used for controls dealing with the rotor brake and fuel shut-off cocks, as Well as for the stabiliser and tail rotor control in that part of the control linkages which runs through the centre fusolage and the talboom, The helicopter is equipped with an AP-SIV three-channel autopliot which sta- bilises the machine in pitch, roll and yaw (the Mi-10K is equipped with the AP-348 Srs 2 dif- {erential four-channel autopilot which ensures stabilsation in roll, yaw, pitch and altitude), The control system incorporates BU-32A and [BU-82A (AP.28) two-chamber hydraulic actu alors which double as the autopilot servos. The manual control system incorporates spring-loading devices intended to create the necessary stick forces and to eliminate them when a stable fight mode has been achieved, Fuel system: The fuel system comprises five tanks: a service tank, two strap-on tanks and two additional tanks (four adcitional tanks on the Mi-10K). The addtional tanks are mounted on the cargo cabin floor on special 53Another view of CCCP-29115. Note the rain guiter above the APU air intake window. suppor's, The total amount of fuel is 8.230 kg (18,150 Ib), oF 10,620 litres (2,996.4 Imp gal) for the M10 sans suffixe (11,600 litesi2,552 Imp gal on the Mi-10K). Refueling is per formed through the filers of the tanks or via a single-point refuelling connector. Hydraulics: The hydraulic system comprises three systems: main, backup and auxiliary. The main and backup systems work all hydraulic actuators. The auxiliary system works ihe windshield wipers, pilot seat adjust- ‘ment jacks, the cylinder controlling of the cooling fan's adjustable guide vanes, discon- nects the friction coupling of the collective pitch lever, works the hydraulic grip system (onthe Mi-10 sans suff), ensures the open ing and closing of the powerplant cowling panels doubling as work platforms, operates the lock of the sting system (on the Mi-tOK it ‘additionally operates the rear daor of the ven. tral cockpit, works the hydraulic damper inthe pedal control circuit and feeds the hydraulic ‘coupling which switches on the controls inthe ventral cockpit), The main units of the hydraulic system, together withthe hydraulic accumulators and hydraulic tanks, are grouped into the GB-1 hydraulic unit. Each hydraulic system com- prises the NShS-28 pump, a hydraulic accu- mulator (two accumulators in the main system), an automatic device for reducing the load effecting the pump, with the non-return valve and pressure ‘elie! valve, filers for course and fine purlication, the DIN-240 (240K) electric manometer, electric hydraulic valve and so on. Switching from the main sys. tem to the backup system is effected auto: matically and is triggered by a drop of pressure in the main system. To check up the > hydraulic system on the ground, a panel fo Connecting the aitport servicing hydraulic unt is provided on the port side of the fuselage (on the Mi-10K the main system is provided with @ Model 485MTV elecitic pump wich is ‘actuated by an external power source, the ALB APU of, under exceptional circum stances, the DC batteries). The total capacity of the hydraulic system i 150 litres (33 Imp gal) of AMG-10 oil, The working pressure is 120-180 kg/om® (1,714-2,142 psi). Pneumatic system: Tho pnaumatic systems actuates the whee! brakes and feeds com pressed air into electramagntic valves for Contoting te bands which regulate hea bleed from the engine compressors. Com pressed air with a pressure of 50 kg/cm! | (711.29 psi is stored in two botlles; the role! these bottles is played by the internal volume cf the upper bracing struts of the main under carriage legs. The air is replenished by the AK-SOT compressor installed on the por engine. The system’s capacity Is 75 tives (16.5 Imp gab. De-icing system: As for the Mi-6, except thal the AV-63B Srs 2 tail rotor has electric de. icing; the alternative AV-63B tail rotor has alcohol de.icing Electrics: Generally 2 fr the Mi-6. 0 power 's supplied by two STG-12TM starter-genera tors, two 12SAM-55 storage batteries and the | ALB APU. AG power is supplied by two | ‘SGS-90/360 generators, PO-3000 (PO-750A) ‘and PT-500Ts converters Avionics and equipment: The radio equip: ‘ment comprises communications and rade navigation equipment. The communication: lequiament caters for air-to-ground and air‘c air communication, as well as for intercom Mi-10s sans suffixe up to c/n 6680202K hac an Argon-S. shortwave communications radio, replaced by the Neon radio on subse ‘quent machines and by the Karal-M radio an the MiH0K. Helicopters up to cin 7680501K are fitted with an RSIU-4B (R-8018) commanc radio, later machines have an RSIU8. (F-802B) radio, the Mi-10K is fitted with an 860-2 radio. All Mi-1Ds are equipped wih the SPU intercom. The Argon-S radio has wire aerial mounted on the starboard side between the forward and main undercarriage legs (on the Mi-10K the antenna runs along the tallboom). Machines equipped with the F-802B are fied with ASS blade aerials ‘mounted on port upper side of the fuselage between Frames 28 and 28. ‘The radio navigation equipment serves cr piloting the helicopter with recourse to locater beacons, broadcasting radio stalions and Tadio beacons. It comprises the ARK-10 or— ARK.9 automatic direction finders, RV-UM or Vradio altimeters, The fixed direction aer- ilofthe ARK-10is located above the fuselage between Frames 93:94, its omnidirectional terial is located beneath the fuselage between Frames 30 and 35. ‘Theflight instrumentation includes a set of fight and navigation instruments and a set of insruments interdlad to moritor the function Ingo! the engines, powertrain and other sys- toms of the helicopter. The instruments are Paced on the pilots’ and flight engineer's ipsrumont panels Cargo handling equipment: The cargo han- 4ing equipment comprises a cargo platiorm, ayraule grips, an extemal sling attachment Avice ete, The cargo platform's useful area measures 8590 3,542 mm (27 f111% nx 11 ‘Pin the platform is fited with three wheels, Jeursupporing struts for resting on the ground ‘ising loading, and three detachable ramps ‘erthe loading of vehicles. In fight configura- ‘nthe ramps are attached to the sides ofthe plaorm on special brackets, The platform is, frovded with 92 tie-down cleats and four #tacamentfitings with ball-ends to match the lacks ofthe Hycrauiic grips. Mounted on port sige sanatiachment point for the LPG-3 winch lsc for hauling the cargo onto the platform. Tre ptform’s tie-down equipment includes a fiild pulley, tie-down cables and nets, shaciles (with or without rollers for cables), hoo! chocks and hydraulic jacks which are sed in special containers. Hycraulic grips are provided for attach: rg ousize cargoes or the platform to the flopter. They constitute a suspension fjstem comprising eight hydraulic jacks heh provent the cargo from being dis lated in any direction. Placed on the fsses of the main undercarriage units are ‘wo pyramids of the rear hydraulic grips fumed by three struts each. The forward hyiaulic grips, depending on the cargo ‘ype are attached either to fitings on centre ‘seage Frame 5 of to ftings in the upper prtol the nose gear struts. The locks grip tng he cargo have a shape of tongs with ‘heal hollows on the inner sides of the Chass to ft the spherical tips of the fitings ‘ached to the cargo or tothe platform. The byttaulic arp and hydraulic cylinders have ‘sof adjustable length to suit various kinds di cargoes to be altached. The hydraulic (9632 controlled by electric and hydraulic Gwices by means of switches on a portable ten! panel, The hydraulic system of the Jylauic grips constitutes a part of the aux: fay hydraulic system of the helicopter. Dur- ‘ig fights without cargoes the hydraulic vps ae fixed in place by a special device. Foisionismade for an emergency jettison igotthe cargo in tg Basie specifications ofthe Ml-10 and M-10K helicopters Length ignorngrtos s2.880m (07 9%in) ‘ois tuning stm (194 R6in)* Nain cor ameter 360m (141019 Weights, ig (6) empty 27100 69785) rormal AW 48380 (96028) rex AUB 48,700 06358) ‘Ceo weight kf): roma 12.000 26 460) raxinur 1,000 3075) onasing 83000 (17.0) ‘Sec, kh (re maximum 335,208) cruising 160 (112) Service coin, mf) ering cling otf ground ett 3000 9840) hovering cing in grouncetect namic cing Practical nga, ris) 90,087) * Some souroas stl the ent a 4 89m (137 Ri) Mi10K mito 824m {06 3K) ga m(ler tain) 350m (1188019) 25480 (85117) {77000 (1585) £8000 (83790) 3.000 6615) 11,90 (26019) 950 2175) 224,041) +0 (280) 300048840) 4790(15 885) 0 tt) ‘Above: MI-10K CCCP-29115 in he static park atthe 1967 Pais Air Show. Note the exhibit cade H-241 on the fuselage Another view ofthe M-1OK at Le Bourget.Above: M-10K CCCP.04124 (c/n 2169) of the Tyumen’ CAD in 197%-standard Aeroflot very. Note the 0-50 cabin heater ahead ofthe external el tank. “The Mi OKB's Mi-10K CCCP.29115, now pained in almost-standard blue/white Aeroflot livery, propares tolita section of anil retinery instalation. ‘A device for the sling suspension and extemal cartiage of outsize cargoes weigh Ing up t0 8,000 kg (17,640 Ib) is located Under the ceiling of the cargo cabin; itis attached to Frames 14 and 18. It comprises a stressed frame, a swivel lock, a cargo cable with a snap hook for slings and a tip match: 56 ing the gripping pincers of the lock. The MPT-2 mechanism caters for proper tension Of the cable. The swivel lock is provided with electric and hydraulic control which is effected with the help of buttons on the left hand ‘pitch-throttie ever, or manuelly in case of need. Tho onboard boom with the LPG-2 eles. tic winch permits to fit and load into the ‘cargo cabin cargoes weighing up to 200 kg (441 tb). The boom is instaled near the rear door on starboard side betwen Frames 22 ‘and 25; it can rotate around a vertical axis, On the Mi-10K the external sling device permits hooking up cargoes weighing up to 11.8 tonnes (26,000 |), their aiciting and ‘Quick unhooking at the place of destination, The main elements of this device are: a lack with a hydraulic cylinder, the LPG-3 electric Winch, a set of cargo stings with a hook or the 0-65 electric lock, @lock for hooking-up and other things. A pyrotechnic cable-cuting device caters for the emergency jettisoning, The Mi-10 and Mi-10K in service The crane helicopter was put into service already at the prototype stage when it per formed a series of demonstration flights in Europe. In 1965 the Soviet Government decided to show Soviet helicopters forthe first time atthe 26th Paris Aerospace Show; unil then, only fixed-wing aircraft had represented the Soviet airrait industry at Le Bourget, In the course of preparation for the international debut the second prototype had its tail ‘bumper deleted, the space between the mal bracing struts on all four undercarriage legs was faired over, thelr shock struts were pro- vided with fairings, and the machine isl received a new coat of paint (On 1st June a group of helicopters com: prising a Mi6, a M-8 and the second proto- type M10, sot off from an airiold near ‘Mosoow on a long-range fight spanning over, 7,000 km (4,850 miles) and crossing the ter: tories of six European countries (the crew of the Mi-10 was captained by test pilot B, Zen skov). One more helicopter piloted by G. V. Allyorov accompanied this group as far as the Soviet border. Refueling stops were ‘made at Smolensk, Vitebsk-Vorony, Warsaw Okgcia, Berlin-Schdneleld, Copenhagen: Kasirup and Brussels-Zaventem. Since West Germany had denied the Soviet group per mission to overt its territory, the route had ta pass over Denmark and the Netherlands. This was the frst time when such larga helicopters ‘lew over the sea. For this they used @ 20.4m (12.4-mile) corridor situated close to a target practice range of the West German Ai Defence troops. A Soviet ship, M/S Ivan Po! zoonov, performed radar monitoring of this fight until the helicopters were safely over cry land again. During that year’s show in Le Bourgat the Mi-t0, together with the Mi-6 and the An-22 Antey (Antheus) atltter, became the stars ot the show. The Mi-10 demonstrated the trans- Portation of a LAZ-696 sans suftixe bus on the ‘cargo platform, while the US visitor, the Sikor- sky S-64A, failed to demonstrate its capabil >ties, During the static show the Mi-10's plat form was used for setting up a miniature ‘movie theatre in which documentary films boul Soviet helicopters were shown. ‘Since the Soviet Gavernment took a deci son to star saling the new helicopters to for- feign customers, Mikhail. Mi’ was authorised {o show ‘everything’ and answer ail sorts of ‘questions. US representatives were amazed ty the unexpected openness on the Soviet tide; their pilots wore permitted to perform a fignton the M6, In return, pilots from the Mi fem wore given the opportunity to pilot the Bell 47 and one of the Sikorsky helicopters, In the following year an invitation was fecelved from Western Europe for the Mi-6 and the M-10 to undenake & demonstration, tour to a number of countries. On 7th March 1986 the two helicopters (the Mi-10 was piloted by Zemskov) set off from Sheremet- yevo on one more journey. After intermediate lendings in Vitebsk, Vilnius, Warsaw, Berlin, ‘Copenhagen and Billund (th latter city is also In Denmark) the group arrived in Rotterdam ‘nhete a demonstration flight took place on {2h March. On 14th March the helicopter lew to Amsterdam where the M10 made several spectacular fights with a 12-tonne (2,460-1b) Caterpillar bulldozer tied down on its cargo platform, As a resull, customers from Nether- lands bought one Mi-10 helicopter through the Aviaexport foreign trade agency: shortly ‘hereafter they resold tto the USA. Inthe USA Ihgheicopter passed tests, logging 170 fight hours and receiving a high appraisal ‘As for the of the practical operation of the M10 bby its main customer, the Soviet Air Force, the type's service career was on the Whole not quite successful. As series produc- tion of the M-10 went on, several examples of the machine (and sometimes single exam- ples) were distributed to Independent Heli- ‘copter Regiments which already had tha M-6 in their inventory. The crews from the heli- copter centre in Lugansk, where the M6 haa also started its service, were the frst to got ‘acquainted with the new machine, Among the service unils notable progress in mastering the heavylit helicopters was scored by a reg- iment stationed at Torzhok which later formed the basis for he 344th TSBP I PLS of the Army Avian. The ‘westernriust’ regina to receive the Mi-10 was the 239th GyOVP sia tioned at Brandis AB, East Germany. In the fist half of the 1970s it had up to four Mi-10s cn sirength. Helicopters of this type were delivered to the Stst OGVP stationed at Aleksandriya AB (Kirovograd Region, the Ukraine), the 181st OVP (Dzhambul, Kaza- khstan), the 280th OVP (Kagan, Tajikistan), the 1 12nd OVP (Nerchinsk, Chita Region), the 826th OVP (Sredne-Belaya AB, Amur Region) and to ragiments stationed in Legnica (Poland). Kobrin (Belorussia) and to some ther units ‘The unorthodox machine differed from the MiB in some respects as regards han- Gling and maintenance (primarily due to the taller undercarriage); moreover, it had some unpleasant peculiarities. The standard opera tional procedure was that aloaded helicopter would perform a roling take-off, and the machine behaved decently enough even ‘when operating from an unpaved airstrip. However, training flights were often por formed with no payload, and in such cases the M10 swayed quite noticeably. During rolling landings the front wheels occasionally, suffered a shimmy. Therefore service pilots, when flying unloaded Mi-10s, tied to perform take-offs and landings vertically, which had some negative effect on the crews’ prof ciency for actions in combat conditions. In cruising fight the Mi-10 was lass stable than the M6, A cargo tied down on the platform not only crested considerable drag but was also prote lu icing up if Ure actin eriteread clouds, which was fraught with the danger of the helicopter simply dropping to the ground. The crews were instructed in such cases to leave the dangerous zone as quickly as pos: sible and, should the situation become crii- cal, resort to emergency jetisoning of the platform. Transportation of cargoes too bulky for the cargo hold of the M6 was regarded as the Mi-10's main task. In the course of combat training, including mejor military exercises, the crews perfected their skil in transporting various kinds of materiel on the platform: lor- fies, armoured scout vehicles, armoured per- sonnel carriers, mobile radio stations and so fon. Sometimes the Mi-10s were involved in rendering assistance to local civil authorities. For example, crews of the 112th OVP under- Unspeakably ity and wea ed, RA-08120 (cn 2294) of Komiavia was one of th Mi-tOKs operated by the successors of Aerotot. 87'N16556 operated by the American company Petroleum Helicoplers, nc. wa the sole M-10 to be exported. ‘00k transportation of high-voltage power line pylons. ‘The Mi-10s of the 1818t OVP took part in the Afghan War. In January 1980 the regiment was redeployed from Dzhambul__ to ‘Aighanistan where it was stationed at Kunduz a its main base. In the summer of the same year a Mi-10 performing @ fight from Kunduz to Maimane sutfered a crash when transport- ing a TZA-7.5-500A refuelling bowser (based ‘on the MAZ-500A cabover), the driver sitting in the helicopter's cargo cabin. When one of the engines cut unexpectedly, the crew jetti- ssoned the platform and tied to periorm a rolling emergency landing at a site which they ‘spotted ahead of them. However, ittumed out 10 be covered with large stones and potholes; ‘85 a result, the nose gear units collapsed, the helicopter nosed over, disintegrated and burned out. Another Mi-10 arrived from Dzhambul to replace it. Unlike the Ml-6, the Mi-10 proved to be vir- tually unneeded in the Soviet Air Force. Its main mission, which had exerted so much influence on its design features, was forgotten virtually from the outset. However, soon a new ‘and worthy task was found for this machine: it ‘came to be used as en ECM helicopter. Tho. ‘Step! pod carried by the new MI-10P version housed standard Soviet airborne ECM equip- ment. The crane helicopters were sent one by fone to alreraft repair plants in Rostov and Konotop where they were converted into ‘Mi-10PS (Mi-10PPs) and then sent back, olten to.quite different helicopter regiments. ‘The Mi-10 was operated by the Soviet Air Force until 1989, whereupon the helicopters were progressively phased out and scrapped, Some of thelr units and systems were saved, though, and served as spare parts for other types of miltary hardware. For ‘example, the Stop’ ECM pods of the 112th 68 (OVP wore transferred to the 36th OSAP (Inde pendent Composite Ait Regiment) where theit contents were used for the maintenance of ECM equipmenton the An-12PP ECM aircraft “Two helicopters were donated fo museums in Monino and Torzhok, and one machine was placed on a plinth in Garovka. Deliveries of the 'shortlegged’ Mi-t0k crane helicopters to Aeroflot began in the rmid-1970s. Initially they were operated by three Flights: the 223rd Flight of the Komi CAD/Ukhta United Air Detachment (Komi Autonomous SSR), the 255th Flight of the ‘Tyumen’ CAD/tst Tyumen’ UAD based at ‘Tyumen'-Plekhanovo, and by a detachment based al Myachkovo near Moscow. The greater part of the Mi-10Ks (sovan or eight ‘machines in each case) found their way into the first two of the mentioned detachments, Later, in the course of reorganisations, the ‘machines of the 223rd Flight were transferred to the Ukhta UAD/302nd Flight, while those operated by the 255th Flight passed to the 1st Tyumen’ UAD/438th Flight. In addition, at least one such helicopter was tumed over to NII PANKh (Al-Union Scientific Resoarch Institute for Employment of Aviation in ‘National Economy) in Krasnodar. Between 1975 and 1979 the crews of Uhta-based machines performed more than ‘50 compiex installation jobs. Among the oper- ations performed by them especially worthy Cf note is the installation af a 70-metre (230-1) ‘TV relay mast on the route of the Nadym ~ Ukhta gas pipeline and of high-voltage power line pylons during the construction of a power, transmission line over the Volga River near Kostroma. Some of the feats accomplished by the Mi-10 crews were truly unique. In 1980 the Ukhta UAD operating the fying cranes’ (it was led by. Matsev, a well-known pilot who had been awarced a State Prize) for the first time inthe world used two helicopters simul taneously forthe installation of heavy meld trusses. AV relay mast 100 m (830 fig and weighing 40 tonnes (88,000 1b) was ‘assembled on the ground and fited with pi ‘ting attachment points; them it was ereciss into the vertical positon by two Mi-10 hel copes. nthe following year asiilarjob as performed inthe Tyumen’ region. ‘According to assassmants made by Gos NGA, the costo instalation jobs performed by the M-10K ‘lying crane’ helicopter prove tobe 1.5 times lower than when the Mi as used. The early 1980s saw the introductions several adcitional devices designed to male ‘operations wih an undersiung load more cent, These included a ‘sel-onpping took which made it possible to hook up a camp without assistance from ground personel and aseeker’ for performing instalation bs, lkawise, without assistance from consiuc: tion workers. One more such device wa the sysiem permitting the slung cargo to be ented inthe required direction, The relatively small number of productin MitOKs succeeded admirably in tackling the numerous jobs onthe vast teritory ol Soviet Union, The Mi-tOK's sufclent frying range and good navigation equioment mate it possible to transfer the machinos que from one construction site to another, pee forming ferrying igh around the clock Only one Mi-10K has been lost in an accident, and then was a non fatal one. On 2ist December 1992 the port engine of ‘GCOP-04120 (c/n 2162) operated by the The ‘men’ CAD/ist Tyumen’ UAD/43@th Fight ol during fongsine operations in the vicnty Noyabrsk, Tyumen’ Rogion, followed tne seconds later by the starboard one. Theceu Jetisoned the slung load and attempied an éemergency landing in autorotation mode, ba the helicopter came down ina swamp, ut ing heavy damage. It was later salvaged bu deciared a write-off The breakup of the Soviet Union was accompanied by collapse of Aerio a ihe biggest air carer in tho word its recon! branches slarted turning into independ enterprises. The M-tOKs became the prop erty of new owners. For example, in 1982.21 Mi-10K previously operated by a Tyunet branch of Aeroflot was placed at the dspes of the Skytech company with headquarters Brussels. This company used the M10 wit much success for the instalation of rads relay masts in the Aips. However, ont whole te intensity of the Mi10's operations use diminishod considerably after the dems of the Soviet Union. The reason for this was not so much the general worsening of th ‘economic situation as the need to extend in machines’ service lie, which was coming an end.V2 heavy transport helicopter Iidetive 65) The\-12 helicopter, of which two prototypes re but, became the last-ever helicopter to Jeluotha side-by-side twin-rotorlayout. One si ptosumo that it marked the nal chapter ‘ne cevlopment of ant helicopters. Tne capapiiies displayed by ine Mis, ich tren reigned supreme as the world's layest transport heicopter, were by no ears he Limost that could be obtained, The designers were convinced that the dimen: srs and payload of transport helicopters {oid be futher Increased. To reinforce the poi there was a need for a VTOL. aircraft czzabl of iting commercial and military sir de cargoes weighing more than 20 tonnes (400016. 1n1959 he Mit OKB started its fst project Suds o an utra-heavyift helicopter which as designated V-12, or izdelye 65. In 1961 Fro V. Demert'yev, Chairman of the State Canmitee for Aviation Hardware (GKAT — Gascodarstvennyy komitet po. aviatsionnioy twhnio) offcialy endorsed a document {ing he OKB with developing a project of Ahelcaptr capable of iting 20 to 25 tonnes [40055 000i); twas folowed by an of- fl recive issued by the Council of Minis ‘es calig forthe development of the V-12 Yarspr helcopter with cargo hold dimen: {ers smi o those of the giant An-2 ai ier ttt was under development in the Aiono) OKB. The helicopter was intonded i.titing various tems of combat matoriel grin up to 25 tonnes (55,000 Ib, includ- ligt dlelye 8KE7, BK7S and 8KB2 inter caving balistc missiles NT Roosanovich was crecty responsi “slots project as Deputy Chiet Designer 491963 he was succeeded by Marat N. ‘cienko inthis capacity. G. V. Remezov ‘ocane he V-12's chief project engineer wie D. T. Malsitskiy and V. A. tzakson. ‘ieov were appointed chief engineers in ttaeot he fight tests. Crng thet period the biggest US hell tr manufacturing companies were also tz in desion stucies on heavyit hel bps, butthey cid not proceed as faras the Gist of prototypes. On the other jc research conducted by the Mi team fit t possible to convince the country's Fst that buiing an ultrasheavyift he Cp was quite feasible. Chapter 3 The Twin-Rotor Giant Initially the Soviet designers, just ke thelr US colleagues, stuck to the opinion that & heavylit helicopter could be created only Using the tandem twin-rotor layout. To study the specific properties ofthis layout, the fight test facility of Plant No32¥ procured a pro- duction Yakovlev Yak-24 helicopter from an army unit, as well as an example af the Boe ing Verto! V-44 helicopter that had been pur- cchasod in the USA for evaluation purposes. These machines were used to study the Inter- ference of the tandem rotors, the distribution Of power between them, the required engine power in dierent fight modes; the problems associated with side-slip and many other things were also assessed, A the same time work went ahead on the first V-12 project. Two main rotor/powerplant packages from the Mi-6 were arranged in tan dem and ctoss:shafted, the disc areas of the five-blade rotors overlapping: the gearboxes ‘were different, of course, since the rotors turmed in opposite directions. The overiap- ping was kept to minimum because of the danger of the blades coliing in fight; this made the fuselage considerably longer and bulkier than stipulated by the specification, Furthermore, the air intakes of the aft pair of engines were placed in the wake of the exhaust gases coming from the forward engines; ingestion of these gases could ‘cause the rear engines to surge. Atthe same time, research into the properties ofthe tan. dem twin-rotor layout showed that this layout could not ensure ahigh dynamic ceiling, high speed and ahigh ate of climb. Afelure of wo engines would make the continuation of fight impossible; a fight atthe dynamic ceiling and in high ambient temperatures would be accompanied by a drastic deterioration of Performance. As a result, the tandem layout ‘was dropped and a study into alternative lay- us had to be undertaken, The single-rotor layout would appear to be the simplest option. initially there were plans to make use of a jet-powered rotor of the type used on the V-7 experimental heli- ‘copier, bul, bearing in mind the negative experience ofthe laiter's testing, this idea had to be given up. Opting for a mechanical drive from the engines to the rotor, the designers ‘sought to enhance the torque imparted to the shaft of the main gearbox; this was to be achieved by arranging two R-7 main gear- boxes borrowed from the Mi-6 above one another to drive a common output shat. The main rotor was to have a diameter of 38 m (124 fe 8 in) and feature eight stock blades from the Mi6; the 1-m (@ ft in) increase in diameter would be achieved by attaching the blades to fonger shank extensions, However, this configuration of the main gearboxes required thorough prior research and lengthy testing, while the had to meet a specific fight test deadline. Therefore the idea arose of uti- ising a low-speed large-diameter free turbine with a vertical shaft which would be placed under the main gearbox on the same vertical axis; each engine's core would be connected to the turbine by a gas duct ~ the so-called ‘This erly project configuration ofthe V-12 was probably the only tandem-rotor helicopter with wings! Note the angled vertical tals, the marked noso-up attitude and the twin nosewnecls,‘Above: A schomatic madet of the V-12in ils ulimate side-by-side twin-otor configuration. The mode! served for verifying the powerplantipowertrain layout = Looking like a ritway catioge with wings this full-scale test ig at Pankl was usod fr testing the actual ‘engine'rotor packages and transmission. Onl the starboard pal af engines is ited hor. oo Zi ‘snail (oflecting the likeness to a snails pt ralshaped shell. In this case the main ex: ‘box design would be much simpler thanks io the absence of bevel gears, but developing low-speed turbine with a diameter of 4.5m (14 119 in) was also a time-consuming tak Hence in 1962 the designers of the Mil! 8. decided to revert to the idea of ‘duplicatng the powerplant/main rotor assembly fromthe ‘Mis, but this time the machine was to fealue a transverse layout In developing an ultra-heavylitt sido‘ side twin-rotor helicopter, the Mil! OKB haga tackle a number of extremely dificut prob lems associated with this layout ~ prablens that had not bean solved by any helicopter: tmenufacturing company in the West. Th problems were aggravated by the sheer se ‘of the machine under development. When projecting the V-12, its designes sought to make the fullest possible use ol th experience accumulated in the developmen and construction of prototype helicopters ated by ivan P, Bratukhin's OKB in the 1950s. ‘The worst problem posed by the side-by-side twin-totor layout was the design of the tant: verse supporting structures carrying the por erplantirotor packages; the objective was make these structures sufficiently lightweight ‘and minimise their resistance to the rot ownwash, and yet make them sturdy ard rigid, Strut-braced aeroplane-style wingshad tobe rejected from the outset because of her excessive weight and considerable loss & ‘main rotor thrust in hovering flight. On tte ‘other hand, the use of rigid and streaming! trusses (stub wings) right provoke ‘aed resonance’ of rotors mounted on an elestc ‘base. The risk ofthis resonance cropping up Con a helicopter featuring a side-by-side tw rotor layout was increased by the presenced! heavy engine nacelles mounted at the tas the stub wings, Nevertheless, by mid-1963 the designs succeeded in evolving a structure intended for mounting the two powerplant/rotor pat ages that would have sulicient bending ans torsional sifness while minimising the tus losses resulting trom the structure's ress tance to the rotor downwash. Having care studied several structural arrangemat ‘options, the designers selected an unothe: dox solution: the powerplantirotor packagis ‘were to be placed at the outer ends of trae: dimensional russes, some elements ofwhie ‘were shaped like wings with reverse tape Using wings with this planform solved toa considerable extent the problem of minis ing the losses arising from the wings’ rs tance to the rotor downwash: the air created by the rotors had the highest speed the area where the wing chord was at is ak rowest. Atthe same time the wings' maxinu chord was in the area close to the rotor bleoe and Delo: The full-scale mock-up of th ere the ral hing was bul. The engin sarks; tis prevented the emergence of favese airflow in the area characterised by regaive induced speeds The giant helicopter was to be powered byfou6 500-eshp D-25VF turboshatts deve! ‘geiby OKB-19 led by Chief Designer Pavel A Solovyor; each of the two pairs would ive ts ovn main geartox. Mounted on the min gearbox output shafts were two five- ade rotors measuring 35 m (114 ft 10 in) in \daneter.Theengines, main gearboxes, rotor fads and swashplates were slightly modi fed versions of the same units that had been dearer onthe proven Mi-Gand Mi-t0 pro: theion helicopters. However, this was the onl hing the new ulta-heavy aiiter had in ‘anmcn with its predecessors. The basic cif. feenees inthe design ofits main components wre dictated by the special features of the stedyside twinotor layout (the need or precise synchronisation of the two rotors! Wall speed and the altered principle of ‘entling the machine in the roll channel). Thespeed ofthe rotors, whose disc areas fada3im (9 10 in) overlap, was synchro: kes via a cross-shaft connecting the two cn gearboxes, To cater for the ‘kink’ of the ‘ouss-shatt between the dihedral wings, a ‘9204 intermediate gearbox was installed in aibay above the fuselage where the wing irals]oned each other. In adaition, the cross: tht served for transmitting the power from ne main gearbox to the other. The need for ‘ach power transmission on a side-by-side Innolor helicopter was constantly present ‘tothe fact that roll control was effected by ‘ifeeially changing the collective pitch on shaped ater on. the port and starboard rotors while retaining the same power setting of the port and star board powerplants. The cross-shatt could also perform the function of transmitting ower trom one powerplant tothe other in sit tuations when their power output was unequal (for example, when one or even both engines. ‘on one side became inoperative} ‘Choosing the rotors’ direction of rotation correctly was equally important. Research /12n the assembly shop of plant No.329 in Pank. Note the stepped nose and the Tl: both features changed results showed that olland yaw control could best be harmonised if the advancing rotor blades passod above the fuselage (thats, the pot rotor turned anti-clockwise and the star- board rotor clockwise when seen from above), ‘The helicopter's fuselage comprised the ‘crow section situated in the nose and @ cargo hold of impressive cimensions: it meat BAS x44 x44 G2 MAIN 14 RS).9¢ ofthe second prototype. The citferent nose design is obvious; not the ‘curious ‘penthouse’ forthe navigator which was one ofthe V-12' trademark features. amshell doors which opened to pro cess for whe ‘as wellas fr loading of various single cargoes weighing} 05 tonnes erful electric winch Mounted abc Ato system of the: Va ith due regard to the stantial length of the linkages, the pos deformations of the airframe, the high al weight and the considerable friction fore arising in the control linkages during t operat stem inc stages and included main and intermeds actuators, as red an control forces and synchronised the def tion of control surfaces. The intermedi actuators, as well as the special hydr actuators of the rudder and elevators, powered by a hydraulic system housed in the intermediate shaft g (in the wing centre section). The hydraulic actuators were por hydraulic systems housed in the por @ starboard engine packages. All the three s sompletely independent; each ns, in their turn, comprised! Close-up ofthe test prototypes starboard engine nacelle, showing the main gearbox main system and a back-up system,To check the airrame's fundamental res- €8 oscillation frequencies and to ensure predetermined stifiness and resonance ieracteristics of the helicopter's structure, gies and development work were con- glad on scaled-strength models but to Ith scale. A ful-scale test rg ooking ike a ar with wings was built to test the rotors, sion and powerplant. Scale models fhe helicopter were subjected to wind tun- tests at TSAG! AA steadily growing number of subcon- for organisations were involved in the elopment of the giant helicopter; gradu: the development of the V-12 began 10 sme the character of a national pro sme. In April 1965 the Council of Ministers done more directive an the construction the first prototype of the V-12, which pied the Moscow Helicopter Plant (Mit KB) to improve its production and research es considerably. Concurrent aircraft plant No.282 started tooling for manufacturing a service test batch of Mi-12 helicopters (as the machine was to designated in production form). In late representatives of the Air Force con tests on a fullsize mock-up in order to k the possiblities of accommodating 96 sof combat hardware in the helicopters hold, After that, n April 1986, the mock fFeview commission gave is final approval fhe mock-up and endorsed the construc- lof the fist ying prototype. Upon completion of its assembly the frst prototype was subjected to frequency testing, Rightin the assembly workshop the pratotype was suspended on elastic cables to special pillars, and the rotor heads were fitted with imitation blades and vibrators. The tests con- fired that the airrame was sufficiently rigid ‘and resistant to aerial resonance. By the early summer of 1967 the frst fying prototype of the giant rotororaft was ready for fight testing, ‘The as-yet unregistered V-12 prototype performed its frt lift-off from the factory pad in Panki on 27th June 1967, piloted by test pilot V. P. Koloshenko. In full viow of the humerous spectators and the General Designer the helicopter, after a few oscilla tions in close proximity ofthe ground, made a rough touchdown an ane wheel, The damage was insignificant (a burst tyre and a bert wheel disc), but a mishap during the very first fight hada depressing effect on the morale of the Design Bureau staff. Moraover, the West em press carried reports alleging thet the hel ‘copter had been severely damaged. Ittured out that the fist if-otf ofthe giant helicopter had been accompanied by a now type of self.inducad vibrations of the ‘control system ~ airframe’ type. Deflecions of the Control stick to the sides proved to be kine: matically linked with the vibrations of the ‘cockpit floor through the pilot's hand and arm under the conditions when the frequency of solf.induced vibrations of the contral system coincided with that of the helicopter's air frame. This dynamic phenomenon was very Quickly eliminated after some minor modifica tions designed to increase the rigidity of the control system. Endplate fins were added to the tips of the horizontal tal In December 1967, after modifications hich had improved the effectiveness of the control system, the V-12 started performing small hops as @ matter of routine, and on 10th July 1968 the helicopter (now wearing the 'MAP-tyia’ registration CCCP-21142) made a positioning fight from the factory pad to the flight test facilty ofthe Mil’ OKB in Lyubertsy just outside Moscow. The manufacturer's flight test programme was completed within a ‘month without any mishaps. This was due not least to the very thorough experimental checking of the project, but also to the use of the powerplant and main rotor assemblies of the Mi-6 helicopter which had been perfected in the course of series production. Inthe autumn of 1968 the fist fying pro- totype of the V-12 was transferred tothe Fight Test institute (LI) n Zhukovskly for Stage A of the joint state acceptance trials. No special problems were noted; development work was concerned mainly with the halicopter’s equip ‘ment, In addition to the specially designed ‘AP-44 autopilot, the V-12 received the exper ‘mental VUAP-2 autopilot; later twas replaced by the AP-S4B1. The machine was also fitted with an ROZ-1 Lotsiya (Navigational direc tions) weatherinavigation radar (the chin radome intended fort was empty at first) and ceremonial rliout of he fie prototype ofthe V-12. The rotor biades andthe fightdeck emergency doors have yt tobe Med‘Above: The biggest and the smallest ofthe Mi OKE's turbine-angined progeny -the first prototype V-12 and an earyproduction M2 ulty helicopter which ‘Guarfed by the giant iter. Note the underage ai intake and exhaust ports forthe APU aft ofthe as-yet empty radome “Another view ofthe M2 and the V-12. The ater’ huge engine cowlings give vitally unrestricted access tothe engines and the main gearboxes, Note the ‘ine! tal bu the supports on which the cargo ramp ress. 64Wearing the Le Bourget exhibit code H-633, the V-12 prototype sts on taxiway onthe north side of Moscow-Sheremetyevo airport the present 'yevor) belore departure to te Pals Air Show. Tall gangways were required for boarding. or view of CCCP.21142 eit taxies at Moscow-SheremetyevoAbove: The V-12 during aretueling stop Cf course the Mercedes-Benz Unimog UE00 was not used 1o tow the glant helicopter, only the tral ‘mounted Satu ling system. Note te boarding ladder. [an aera view o the V-12 at Le Bourget. The registration was caried across the top ofthe wings but not onthe wing undersurtace. 66‘The V-12 was impressive enough on the ground, but In fight was rly awesome sight. Note the ol cooler ir outlets at he rear ends a he engine the ol cooler air intake scoops ae located on the outer faces of the nacelles inne with he rotor heads.The v-12 stl cextamal strap-on fuel tanks. The original all ‘metal rotor blades taken from the Mi-6 were replaced for trial purposes by new blades fea turing a composite construction; they had a steel spar in combination with glassfibre lead- Ing-edge and trailing-edge sections, the latter with a metal foil honeycomb file. the show at Le Bourget‘. The vistors queved for hour 12come aboard (On 22nd February 1968, in the course of fight testing, a Mil OKB crow captained by \V.. Koloshenko established a new absolute world payioad-to-attude record by Iiting a oad of 31 tonnes (68,355 i) to an altitude of 2,350 m (7.708 ft). Half a year later, on 6th ‘August, Koloshenko and his crew ited on the Wore helicopter records established by the V-12 helicopter V-12 prototype a payload of 40.2 tonnes (68,641 lb) toan altude of 2.250 m (7,380 fi this record remains unsurpassed to this days In all, seven world records were establish con the V-12. For the development of the VA Ultre-heavy iter the Mil’ OKB received its Secs cond Sikorsky Prize which was awarded by ‘American Helicopter Society for outstanci ‘achievements in helicopter technology. ‘Thus, prior thorough theoretical stu land the chosen layout of the ultra-heay helicopter fully proved their worth. The copter successtully passed the entire planned test programme, making 122 fight ‘and 77 hovers; the testing fully corrobor the design performance characteristics demonstrated the machine's reliably. V-12 displayed fine handling, qualities with the autopilot engaged and in the mank Control made, good handling in the autor tion mode and low noise and vibration lev thad a comfortable fightdeck; furthermore, could continue fight with two of its engi inoperative. The helicopter’s payload could Increased by using the roling take-of te rrique. The volume of the cargo hold ‘passed that of the M6 by a factor of 7.2, the specific weight characteristics of the ‘machine proved to be comparable to those its predecessor. In 1970 the completion ‘Stage A of the V-12's joint state accepta trials was marked by a long-range fight the Moscow region to the GK Nil WS at Viadimirovka AB in Akhtoobinsk, Sar Region. In October of the same year the ‘commission recommended the helicopter series production, providing appropri ‘modifications were made to its systems the detects noted during tests were re During stage ‘A’ of the state accept trials the leaders of the country took a sion to show the giant helicopter at the Paris Air Show and thus demonstrate potential of the Soviet aircraft industry. May-June 1971, wearing the Paris Air She ‘exhibit code H-833, V-12 CCOP-21142 star ‘a series of glorious fights over Europe. At Bourget the brand-new supersonic airliners the Soviet Tu-144 and the Anglo-F Date Record description Record figure Test plot 221069 ‘tude wih aloe of 15,00 (3.0751) 2061 m 2) V.Kooshenko mea. ‘tude wih aoa of 20,00 hg (41001) 2951 m 9.62") V.Koicshenka 722.1369 ‘Aude wi aoa of 25,00 hg (5 125) 2951 m 96828) V.Kooshecko 7221960 ‘tude wih aload 0 30,00 (68,180) 2951 m 0682) VKocshenko 722.1969 Macro to 2000 6,560) 5,050 (680185) V.Kooshenko 6 1968 ‘tude wi a load of $5.00 bg (771751) 220m 7.9828) V.Kocshenko 81069 ‘Ateude wih load 4,00 (8.200) 225097 3828) V.Kocshenko 5.1969 Macro to 2000 m (6,560 1) 40.204 (686998) \.Kooshenko 68tie, two PMZ-13 fre engines based onthe ZiL-187 are wheeled into the fist protetype. Th eters onthe pre-1963 Ex number pate othe ear vehicle (821 YUASH) indicate itis registered inthe Moscow Region. The cargo ramp oor design is elesry visible aT corde ~ happened to be parked along: fhe V-12 and were accommodated virtue under its engine nacelles. The American port and cargo helicopters also shown in = the tandem-rotor Bosing Vertol CH-47 rook and the conventional Sikorsky 58 Stallion — had much smaller dimen. ‘and were dwarfed by the V-12 ultra liter. Sergey Sikorsky, vice-president fhe Sikorsky Corporation and the son of V. Sikor-sky, the great Russian aircrat ner who had emigrated to the USA (he come to Paris to present the CH-53 hell fe to the public) took a good look at the 2 and expressed his admiration, saying gone could only bow in deference’ to such Ehnological achievements Aviation specialists wore amazed not only the helicopter’s outstanding performance fhe but also by the unorthodox design fea associated with the powerplant layout @ the special gearboxes and transmission fhe rotors arranged side-by-side. Thus, the Bviet leaders’ ‘demonstration plan’ was pletely fulfiled and the giant helicopter mo the star of the show at Le Bourget it event was followed by demonstration in Paris, Copenhagen and Bertin ports published abroad spoke of the new Here, 97.22 articulated refueling bowser on a KrAZ.258 6 x 4 tractor uni is backed inte the cargo cabin etv-izccer.2tta2 «9[Above: The nose ofthe second prototype V-12, which i preserve Museum in Mono. machine with admiration. The NATO assigned the reporting name Homer to the V-12 Yet, despite the successful completion of the frst stage of the state acceptance trials and the triumph achieved by the machine in Europe, development ofthe V-12 was running behind schedule. The second flying proto type, which had been assembled at the Mi experimontal production facity in Park’, sat idle in the workshop fora full year, wating for the engines to be delivered; not before March 1973 could itbe flown tothe fight test faciity ‘or participation in Stage B of the state accep- tance trials. The second machine differed from the first prototype (which at that time was undergoing an overhaul for the purpose of pinpointing defective parts and units) in hav: ing more rigid control linkage rods and slightly altered rear fuselage support struts. A crew captained by test pilot G. V. Alfyorow was assigned to the second machine. The hel- ‘copter pertormed successful fights, but then suddenly the Air Force relused to accept the machine forthe state acceptance trials, cing This view iustrates the V-12's cargo ramp design, the three hinged vehiclevoading ramps andthe clamshell doors with hinged actuating arms and internal stiffening braces. 7 ‘a number of reasons. The chief reason was that the task for which the V-12 was devel: oped (rapid deployment of strategic ballistic missiles) was no longer on the agenda by the fend of the 1960s. The General Staff altered the missiles’ deployment concept; in addie tion, some of the missile systems which were to be served by the V-12 proved disappoints ing and were phased out. For the same reas son the An-22 transport aircraft was manus factured in smaller numbers than originally planned. Other types of military and civil car goes did not need so acutely such a costiy vehicle as the huge V-12 helicopter. ‘There were ather reasons which also had a negative influence on the V-12's production entry. For example, the Saratov aircraft plan whieh had bean preparing to manufacture the type, had its hands full producing other types of hardware by the time the state commission recommended the V-12 for production, Also, by then the Mil’ OKB was already projecting a new-generation helicopter, the M-26. Despite ‘being somewhat inferior to the V-12 in pays oad, the future Mi-26 was considerably supa rior in terms of technology and economigl efficiency. Placing the M12 into production could hamper the progress of the more mod fem Mi-28. Furthermore, the young Chief Designer Marat N. Tishchenko, who became head of OKB-329 ater its founder's death i January 1970, did not yet command suticientl authority to insist on granting production stay tus to a helicopter as unorthodox as the V-12. “Thus, the designation 'Mi-12' bestowed upom the machine by some Western journalists turned out to be wishful thinking. 111974 all development work on the V1 helicopter was suspended. The frst prototypas remained at the OKB's production facility i anki, while the second prototype wal donated to the Soviet Air Force Museum i Monino. Curiously, prior to this the same rege istration CCCP-21142 was applied to this ‘machine as well Nevertheless, the construction and test ing of a super-heavy helicopter with side-bys side twin rotors provided much valuabial information, and Soviet aitcraft constructors were not the only ones who benefited from i The design staff of the Moscow Helicopter Plant named after M. L. Mi’ succeeded ial ‘Gemonstrating the advantages of helicopters featuring a side-by-side twin-rotor layout ang proved the viability of the method of ‘dupi ‘cating’ the powerplantrotor packages for th purpose of increasing their iting capacty. General Designer, Doctor of Technical Sciences Mikhail L Mil received due recog Fition for his achievernents in the creation of the V-12 and other helicopters. He was! awarded the country’s highest prizes (thal State Prize in 1958 and the Lenin Prize it 1968) and the prestigious Hero of Socialistequivalent ofthe Her tile). Many other members sctural description of the V-12 Heavy military ta ned for day/night operation. The air ‘construction ptor tur; the basic cross-section is oval with ertcal, Structurally the fuse- e Consists of thee sections “The forward fuselage comprises the crew fon and the front end of th crew section comprises two cockpits cargo hotd , the fight engineer and the ele rit features five windshie of optically flat glass, two jet y escape doors with bulged win- port side one i Bw) and two more escape doors. The upper ned structure with three windshield panels and two side windo. small windo port at his station, th the fightd for the radar antenna tor; there are tw and one t Undern board, is the APU bay with ventral air intake and exhaust por The centre mmadates mast of the cargo suring 28.15 x4.4 x.4.4.m (92 fea inx 14 ft 8% in). The hold has 15 f-siding jettsonable cated in tandem, constant-section Close-up ofthe port engine nacelle with al cong panels open for inspection. Note the bisek ‘ant-soot Stipe along the underside ofthe lower cowling panel a ofthe apertures forthe jetpipes.‘Above, lf and ight: Two views a he tall unt showing the rudder and {nto the fin, con each side (the window arrangement is B41 4door+142+2+2+door+2). The rear fend serves as an attachment point for the hinged cargo ramp; two telescopic supports ‘are provided under the rear end to stop the helicopter irom falling over on its til during loading and unloading, The centre fuselage carries the wings and the complex wingjland- ing gear trusses. Two KO-50 kerosene heaters are mounted in extemal fairings ‘ahead of the forward entry doors. ‘The tapered rear fuselage is cut away from below; the cutout is closed by the hydraulically actuated cargo ramp and two large hydraulically actuated clamshell doors featuring @ sharply sloping hinge line. The ramp has two bumpers on which itrests when lowered: detachable vehicle loading ramps can be hooked up tots trailing edge. Wings: Strut-bracad —shoulder-mounted monaplane wings of trapezoidal plantorm with reverse taper, mounted above the fuse lage to leave the interior unobstructed. No sweepback at quarter-chord, forward sweep on leading edges, traling-edge sweepback, marked dihedral and camber from roots. The wings are supported by highly com: plex bracing structures (russes) which include the main lancing gear units. There are front and rear horizontal braces and a single strut sloping down from the wing root to form ‘a pyramid inboard of each main gear unit, a \-strut outboard between the main gear unit ‘and the wingtip, and finally a large drag strut running from the wingtip to the centrelrear fuselage joint. Additionally, there are small N- struts between the outboard V-struts and the wing underside, large V-struts linking the drag struts to the wings and smaller V-struts linking the drag struts to the fuselage. “The wingtips cary the engine/rotor pack ‘ages and house the cross-shaft between them. The wingyfuselage joint is covered by a teardrop fairing housing the intermediate (gearbox; the faring incorporates hinged pan els for access to this gearbox. The wing trail ing edge is almost entirely occupied by |wo-section flaps deflecting 80° at low speed {and in hovering fight to reduce the wing area Impeding the rotor downwash ‘Te plots instrument panels and centre contol pees! ofthe 12, Note the ifferent erangement ofthe Instruments onthe captain's and co-pllo's panels 2unit: Conventional tail surfaces of all stressed-skin construction attached to rear fuselage. The cantilever trapezoidal tal tail featuring strong dihedral con ‘of two stabilisers and one-piace eleva. The trapezoidal vertical tail consists of a ‘a prominent filetand a one-piece rud- ‘augmented by two trapezoidal vertical at the stabiliser tips. The rudder elevators feature rim tabs, gear: Non-etractable tricycle type, twin wheels on each unit. The levered-sus- ‘casioring nose unit wth twin rear jury Js mounted under the forward fuselage; main units are mounted on vertical struts paat of the wing support trusses. All have cleo-pneumatic shock absorbers: }on the main units are ofthe two-chamber Adcitionaly, two tal bumpers with small wheels are mounted side by side ahead of ramp to protect the fuselage ina tail landing. The mainwheels are equipped jpneumatic brakes; steering on the ground citferential braking, lant: Four Solov'yoy D-25VF turbo- rated at 6,500 eshp apiece. The D-25VF Uprated version of the 5,500-eshp i, as described in Chapter 1 ‘engines are mounted in pairs in large mounted at the wingtips. Each has its individual air intake and a id-angied exhaust pipe located halfway along the nacoll's length. The aft of the engines is occupied by the {gearbox for each respective pair, with ‘coolers further aft; air enters the oil through scoops on the nacelle's sides, ‘exits via an oval outlet at the rear. The feature numerous lateral and ventral panels doubling as work platforms jne/gearboxjol cooler maintenance ine starting is catered for by a TAS Jhoused in the forward fuselage. In: Each pair of engines drives its main gearbox based on the F-7 used -Mi-6)M-10; the design of the port and id gearboxes is similar but the output ‘are counterotating. The two geat- are linked by a mult-section eross- passing through the wings to ise propeller rotation. A special iate gearbox is installed in a fairing the fuselage (at the wing/tusolage 0 cater for the ‘kink’ of the cross-shaft by the wing dinedral. ssystom: Two fve-biade rotors measur im (114 ft 10 in) in diameter; the port turns anti-clockwise and the starboard Clockwise when seen from above. The heads and swashplates are slightly Specifications ofthe V-12heliop Number of passengers Mala rtordareter Empty weigh kg ft) Weights, i (): normal take weght maximum ket Woh Paya, kg (o oral rmaxinum Speed, mh (np masrum seed cruising speed Hovering cen, mt cut ground otc, in gourd eect Sericeceing, mt) Cpertonal ange, km ile) Ferny range km miles) ‘Achlewetnarecore-rskng ght ‘modified versions of similar units used on the Mi6 and MI-10. The rotors overtap (the over- lap area ism (@110in) wide), requiring their rotation speed io be constantly synchronised. Flight control system: The fight control sys tem i designed in accordance with the fol lowing basic principles of helicopter contro: + a change in the propulsive force is effected by simultaneous longitudinal titing of the swashplates; = altum around the vertical axis is effected by a cifferential change in the longitudinal inclination of the swashplates; = lift is controled by changing simultane- ‘ously the collective pitch of both rotors; roll control is effected by a differential change in the collective pitch ofthe port and starboard rotors, 6 196 sem (tt4tioin) 63,100 (152365) 9700 213885) 105.000 (2 525) 200044100) 00082007" 280(162) 290(149) 1016 01968) 350 (11.480) 00 att) 1.000622) Furthermore, the control system is designed with due regard to other special fea- ‘ures ofthe helicopter, such as the consider able length of control linkages, possible deformations of the airframe, the high AUW {and considerable friction forces arising in the Control linkages during their operation The helicopter features a two-stage con {rol system. The first stage consists of the usual helicopter controls: cyclic pitch control sticks, collective pitch levers and directional ‘control pedals, rigid linkages and five inter: mediate hydrauilc actuators of relatively low ower. Four hydraulic actuators are incorpo: fated in the control channels, one each for pitch, rol, yaw and collective pitch control, the fit actuator is connected with the throttle ‘grip and moves the engine contra levers simutaneously Flanked by a Mkoyan MIG-29fightor (it) and a Sukhoi Su-27M fight, the second prototype sits inthe ‘utdoordiploy aren ofthe Central Russian Air Force Museum. H wears a diferent colour scheme rom the first prototype, butt 43 probably repainted on ite. m8‘speed turbines driving sicblade rotors, The intermediate hydraulic actuators are installed in the fusolage on a special unit intended for transforming the separate move ment of the controls in each control channel into combined inputs addressed to the actua tors: the powerful hydraulic actuators for cyclic and collective pitch control which are placed in two pairs on the main gearboxes of the port and starboard powerplants. Simulta- neously with the summating of the control inputs by the summating unit the inputs are transferred ftom rigid push-pull rods to cable linkages whose travel is several times greater than that ofthe rigid linkages. In the engine nacelles, in the immediate Vicinity of the hydraulic actuators, rigid link ‘ages are again used; this is accompanied by a reduction of the gear ratio. To enhance effectiveness of directional control at medium and high forward speeds, the vertical tal incorporates a rudder con- trolled by @ special hydraulic actuator tor irectional control in unison with the move: ment of pedals. The same principle applies to the elevators which function in unison withthe collective pitch changes. The intermediate hydraulic actuators anc special hydraulic actuators for the rudder and elevator are powered by a hydraulic system accommadated in the intermediate gearbox bay; the main hydraulic actuators are pow: ered by hydraulic systems accommodated in the port and starboard engine nacelles. Al three systems are completely inde- pendent; each of them comprises a main sys tem and a back-up system. The principles of redundancy and transition from the main sys tems to the back-up systems are basically similar to the corresponding systems of the Mi6 helicopter (hydraulic actuator systems) ‘and the M:-8 (intermediate hydraulic actuator system). Fuel system: Fuelis carried inwing tanks and external strap-on tanks. Fuel consumption is controlled automatically. [A mode! ofthe projected MI-12M. Not the arge-ameterjtpipes ofthe D-30V engines and the sincbiage 4 Avionics and equipment: The helicopter is equipped for dayinight operations in good and adverse weather conditions. The fo channel autopilot installed in the helico and a system automatically maintaining t preset rotor RPM substantially ease the pilot’ workioad. An ROZ-1 Lotsiya panoramic weather/navigation radar featuring an LTs+ revolving antenna in a chin radome is fited Cargo and troop-carrying equipment: rear fuselage incorporates a loading rat ‘and clamshell doors allowing sel-propell vehicles to be loaded/unloaded under ti ‘own power. Wheeled vehicles witha fengines can be hauled in with the help o powerful electric winches; various other ‘le cargoes weighing up to § tonnes (11.00 Ib) can be loaded by overhead gantry cranes V-16 (Mi-16) heavy transport helicopter (project) ‘Concurrently withthe construction of the the Mi OKB was working on the project of ‘lte-heavy’ V-16 helicopter with a iti ‘capacity of 40-50 tonnes (88,200-1 10,2501 which was regarded as a further develop! of the V-12. The V-16 was intended for t transportation of large single cargoes, eng reer troops materiel and main battle tanks: ‘was also expected to serve as a logistic be for a mobile intercontinental missile sys Originally the V-16 project envisaged three-otor layout with si D-25VF engines Oj However, It was superseded by a project resenting basically a V-12 powered by i high-output gas-turbine engines feat low-speed free turbines with vertical shaf The work on the project was disconting before it reached the detail design stage. ‘Mi-12M heavy transport helicopter (project) In 1966 the Mi’ OKB used the project oft \V-16 helicopter as a basis for preparing ap posal envisaging @ further upgrading of V-12; the new version was. desig Mi-12M. In accordance with this project # four D-25VF engine installed on the V-12: t0 be replaced by two 20,000-eshp Solov'ys 1-90 turboshatfs (based on the D-90 tur fan; V stands for vertolyatryy — helicopié used altrbutively). The number of blades ‘each rotor was increased to six. The Mi12I as intended to transport a load of 25 tr (65,125 Ib) over a distance of 500 km (34 miles) anda load of 2 tonnes (88,200 Ib) o a distance of 200 km (124 miles). This p posal received support trom the Governmé but the cancellation of the V-12 progre caused the work on the Mi-12M to be dis tinued when ithad reached the full-size mi up stage.16 heavy transport helicopter the early 1960s the Mi-6 remained the in heavyiift transport and assault. hel- fr of the USSR for a decade. By the early 970s, however, he complexity and scope of tasks to be tackled by the county's hel fer fleet grew considerably, and the Rechines currently oparatad proved inca. le of meeting them to the full extent, Stud i undertaken at that time revealed an asing need for the transportation of ky cargoes weighing up to 20 tonnes 000 Ib) over distances of up to 800 km O miles). These cargoes were primarily the prospective ypes of armament for mech- ised infantry divisions; importantly, the Ealties of eventual operations could be jas high as 1,500 m (4,900) abovethe level. Therefore the Mil’ Moscow Hel: Plant (headed by Chief Designer Marat Tishchenko since 1970) embarked on pro- ing heavyiit helicopters of a new genera- At the same time the programme of the elopment of the V-12.utra-heavy transport opter was wound up. Ghiet Designer G. P. Smimov and his uty AG. Samoosenko were directly Sponsible for managing the work on the programme. The creation of the new jit transport and assault helicopter With selecting the machine's layout determining its basic characteristics. At st the designers tre to utlise as much as sible the production units and assemblies had been used on the MH6 and V-12, as. as anumber oftechnical features evolved Chapter 4 The New Generation ‘Above: ‘The Partially invisible Helicopter the M-26's fullscale powerplant/dynamic components test ig. earlier. Several layouts were considered for the future machine; they included a single rotor layout, a side-by-side twin rotor layout and a tandem twin-cotor layout. The tandem twin-rotor layout appeared to be the best option (incidentally, it was this layout that was chosen by the designers of the XCH-62 in the USA). This layout promised some advantages, such as the reduction of the main rotor diameter and of the power trans mitted by the main gearboxes, allowing the rotors and gearboxes to be made smaller and ighter. in addition, this would obviate the need for a large tail rotor, development ot which could be a problem. However, studies and right The static test irame of he M26 suspended under a gantrytype tet rig which wae used for testing the landing g revealed that in the long run a tandem-roto helicopter would be a considerably heavier ‘and more complex machine, among other things, due to the presence of cross-shatts ‘between the two main gaarboxes, Preliminary calculations showed that the intention to Utlise units and assemblies from earlier hel copters in the new machine, as well as to resort tothe previously tried design methods, would hardly be conducive to success, whichever layout was chosen. The take-off weight of the new helicopter could come lose to 70 tonnes (some 154,000 tb), and it was necessary 1 reduce this figure to approx. imately 50 tonnes (110,000 Io) 8‘Above: The fll scale mock-up othe M26 nearing completion at Plant No.$29 in Pankl with he tail rotor (Of Sin the foreground, [Above: The rollout ofthe Mi-28 prototype, CCCP-06141 In October 1977. Cloth covers ae fied ove the ‘Snpie ar intake ters, cooling fan intake and otpipes. Note thatthe helicopter lacks Aarotiot es. ‘crane i used to install the M26 prototypes main rotor blades. The vehicle in the background isan [AGP series cherry picker servicing platform based on petro-engined Ural-375D 6x 6 ermy ory 76 Research undertaken by the Moscow: Helicopter Plant (44VZ) together with TSAGE ‘anc the Central Aero Engine Insitute (TsIAM = Tsentrahinyy —institoot _aviatsionnow ‘motorostroyeniya) prompted the designers ta ‘opt for the classical single-otor layout. The new-generation heavylt helicopter was allo= cated the designation Mi26 (product cod fadelye 90’), lis PD project was approved By: ne Scientific and Technical Council of the Ministry of Aircraft Industry (MAP) in Decem: ber 1971, and in the following year the MVE received posiive assessments from sever Institutes subordinated to MAP and the Mis istry of Defence. In accordance with the Cus: tomer’s requirements, the helicopter was intended to transport cargoes weighing up ta 20 tonnes (44,000 Ib) over a distance of 400 km (250 miles), while having a static ceiling i excess of 1,500 m (4,900 f). To attain these performance characteris tics, a powerplant was needed wit a total outs put of at least 20,000 eshp. It was envisaged! that the powerplant would comprise tg 11,400-eshp D-136 turboshaft engines: Development of this angine had just begun a the Zaporozhye-based ‘Progress’ Enging Design Bureau (2MKB ‘Progress’ ~ ‘Zepos rozhskoye motorno-konstrooktorskoye by formerly OKB-478) headed by General Designer V. A. Lotarev. The new turboshall ‘was based on the core of the D-36 turbofan Chief Designer F. M. Muravchenko being) directly responsible for the design. The engine featured a modular design incorporal ing a system for early detection of failures ‘which held a promise of considerably easing) tengine repair and maintenance. The powers plant was expected to incorporate as stan dard en integral system for automaticalig ‘maintaining the pre-set main rotor RPM andl harmonising the power of the engines; in thal event of an engine failure the system would automatically set the lve engine to conti gency made. In this case the power of ong tengine should be sufficient to enable the hel ‘copter to continue climbing and to hover i ‘ground effect, providing the all-up weight di not exceed 40 tonnes (88,200 Ib) Certain dificultes were posed by the problem of transmitting the enormous outpi of the powerplant to the main roto; this proba lem was successfully tackled by developing) the VR-26 main gearbox. twas developed ins house by MVZ (previously the main geata boxes had been daveloped by engine design Dureaux). Inthe design of he VF-26 the heavy planetary layout was relinquished in favour of @ racically new three-cascade layout. This innovetion, coupled with some other new fea tures, made it possible to transmit to the maf rotor tice the power and 50% greater torqual compared othe Mi6 at the cost ofan insigrif icant increase of the gearbox’s weight.and below: The fst prototype Ml2 during initial fight tats. Note the asymmetrical door)window arrengoment, the port side maintenance access steps, ‘ata boom atachod othe nose radome andthe sakes onthe clamshell cargo doors. Those slrakes wore later daoted as unnecessary.‘Above: A head-on view of M:26 CCCP-06141 withthe ar data boom in pace, ‘The MVZ specialists paid much attention to selecting the optimum parameters of the main rotor, Following research work con Cuctad together with TSAGI, they developed rotor biades of metal and glassfibre construc- tion which increase the main rotor efficiency ‘considerably. The rotor had eight blades and measured 28 m (91 ft 10% in) in diameter. It proved to be 40% lighter than the five-biade rotor of the Mi-6. For the first time the rotor head was made of a titanium alloy which ensured great fatigue strength and a 15% weight reduction as compared to the Mis rotor head, No less innovative was the design ofthe tal rotor whose blades featured an all lasstibre construction (as the reader remem bers, they were wooden on the Mi6). AS a result, the five-blade tall rotor of the M-26 developed twice the thrust and had a 1.4 m (4tt74in) greater diameter while retaining the ‘same weigh as the Mi6's tal rotor. When projecting the M26, its designers ‘sought to make the fullest use of the experi ‘ence gained in the course ofits predecessor's sence career. For example, the engine air intakes were provided with vortexctype dust debris fiers separating 65-70% of the dust; subsequently this enabled the helicopter to operate in dusty localities virtually with no detriment to the engines’ service fe and at the cost of a minimum derating. To obviate the need for external electric power and com- pressed air sources, the helicopter was pro- vided with an APU; to make the machine independent of round iadders and work plat forms for maintenance, the hinged engine ‘coming panels doubled as work platforms; a crawlway to the tail rotor was arranged inside the tallboom and the tail rotor pylon. Furthermore, improvements were made concerning the machanisation of cargo han dling procedures: the Mi-26 featured two 18 CCCP-06141 hovers for he frst ime on th Decomber 1977. No air data Boom sted yet. Note that the black ant st panels neat the engine jetpipes were considerably enlarged later. 8 electric winches and an overhead gantny crane with aliting capacity of up to § tonnes (11,025 Ib). The hydraulically operated cargo ramp could now be controled not oniy from the fight engineer's workstation or from the cargo hold, but also from outside the fuse= lage. It could be fixed in a horizontal positions enabling the helicopter to carry items of o size length, On the ground the cargo ra could be fixed in a position level with a truck bed or a ground loader. The design of ‘main undercarriage units made it possible i Change the ground clearance of the parked helicopter by slightly raising the aft fuselag ‘making it possible to align the load witht cargo ramp. To provide unrestricted aoc Cf vehicles to the loading hatch, the ta ‘bumper was retracted tole lush withthe booms undersurface. The external susp sion system enabled the helicopter to ca ‘outsize cargoes weighing up to 20 tont (44,100 ib). The helicopter could be out for Casevac duties within a few hours; int cease It was equipped with 60 stretchers a three seats for medical attendants. The new helicopter's navigation avionics suite included a weather radar which pert tad the machine to operate around the ck in visual and instrument weather consi ‘The M-26's fight control system incorpor a three-channel autopilot, systems for trajea tory and fight director control there was a a slale-otthe-art fight data recorder 5) and a voice warming system informing tt crew of emergency situations in fight During the development of the Mia ‘much attention was paid to experiment with fullsize assemblies and units of t helicopter for the purpose of perfect their design. For example, a unique testo was built for testing the powerplant and ‘main roto; itremains unmatched to this d Very interesting experiments were conduct Con another test rig where a full-size fusel fof the machine was dropped 10 test impact survivability. Valuable information obtained during the fights of a M-6 conve into a testbed for the purpose of testing t Mi26's main rotor. MI-26 (izdeliye 90) heavy transport helicopter prototypes Construction of the fullsize mock-up of t Mi26 started in 1972, and its approval by ‘mock-up review commission took piace t years later By then the work on projecting t machine was largely completed. Two mo years of intensive work passed, and in Oct ber 1977 the fist fying prototype, registe (CCCP-06141, was rolled out ofthe asset shop of the MVZ experimental prod facilty in Panki, On 14th December, after woeks of ground development work, M26 t00k to the air for the first time forMi-26.CCCP-06181, now with Aerofiot 8 red radome andthe Le Bourget "8x6 lorry wating its turn, Note he entry door design. jnute hover. The machine was flown ‘captained by project test plot Gour R. Karapetyan. In February 1978 the et was ferred to the flight-est facility Mil firm in Lyubertsy where the main lof the manufacturer's tests was con- The Mi-26 passed joint state acceptan fat GNIKI WS (State Research Insitute of Force) between May 1979 and August he first prototype was soon joined by ond prototype which was also built by SMVZ. During the state tests the two hel performed a total of 150 fights, log 9 fight hours between them: they did feoee any probloms worthy of nate to the 28 was recom: Bed for series production and for intro- Into the inventory of the Soviet army. heavy transport and assault copter Bostov helicopter plant No.168 (renamed P Rostvertolin 1992) began tooling up or ufacture ofthe Mi-26 as early as 1976, the state acceptance trials were stil in Officially the helicopter entered production on sth October 1977. Con- ly the Motorostroite! (Engine Con- Ein) Production Association (omerly 1No.478; now called Motor-Sich Joint Co) in Zaporozhye, the Ukraine, series manufacture of the D-136 tur: gt. The engine proved to be very suc Siu; in addition to a very high power @ I featured a low SFC of only 9.206 ® (20.29 Ibihp). Coupled with the very aerodynamics of the helicopter with its ly streamlined fuselage, this mace it possible to obtain an unprecedentodly low fuel burn per tonne of payload. The D-136's Chief Designer F. M. Muravchenko received the State Prize for his contribution to the development ofthe new helicopter. The same kind of prize was awarded to a number of ‘employees of MVZ, including O. P. Bakhov, while M. N. Tishcheko, who was promoted to the rank of General Designer, received the Hero of Socialist Labour tte, Inthe evening of 4th October 1980 the frst production Mi-26 (possibly cin 94001212002: fuselage number 0101 - that is, batch 01, ist aircraft in the batch) was rolled out from the final assembly shop in Rostov-on-Don and towed to the fight test facility for ground ‘evelopment. The first hover fight took place latnoon on 25th October; it was followed by a ib cade H-95, swallows an ATS-A0-131 fre engine, with a KrAZ-28881 circuit fight on the following day. In both ceases the helicopter was piloted by an MVZ test crew comprising pilots G. R. Karapetyan and A. P. Grooshin, navigator B. |. Meshkov and fight engineer A. F. Denisov. Further tests ofthe first production M28 were con- ducted jointly by crews from the plantand the ‘customer (thats, the Air Force) ‘Note: Mi-26s intended forthe home mar: ket have 11-digit construction numbers. The first eight digts are invariably 34001212 and remain unexplained: the remaining three are individual and appear to run in sequence though there were very probably gaps in the sequence in orderto confuse would-be spies. Additionally, M-26s have fuselage numbers showing the batch number and the number of the machine within the batch. So far ithes not The firs prototype (lreagy with the red radome but sil without tes) during test Might 79261 COCP-06197 (ein 34001212000) owned by the Mit Moscow Helicopter Plant splays races ofthe Le Bourget 89 exhibit code H-280 on the eae “This M26 wearing a derk camouflage scheme is Force. tis seen here undergoing pre-elivery checks atthe factory sifils In Rostov. Note the folding work plttorms under ‘suoly obscured by the ant-200 panels. 80Seen possible to match the two systems; the exception is a Soviet Air Force M26 ured on27th December 1982, which jen 34001212013 and /n 0303, The fist Eh included three machines (tins 0101 gh 0103), the second batchincludedtive $0201 through 0206). Further production in batches of ten. Batch 4 is an ‘comprising eleven airrames; the ff these, fn O410A, was dalvered to Bitor static tosts in 1986 Export examples, as well as some intended for export but not delivered iccigit c/ns under what may be tho’Aviaexpor system. Ths, to, does ate the batch number or number farcraft in the batch for exactly the ‘security reasons. The fist three cits country code, the frst one indicating gion; for instance, 226 equals lraq IEurope, 2 = Asia and the Middle East IAica, 4 = Central Americe and the 8 = South America). The fourth is epparenty ays a 2 and the other are the sequence number of the uit for export. Thus, M-Z6T L-MOA manufactured on 3tst January isthe sixth example built or export and ed for the rag Ar Force in is embossed on small metal found on the left-hand side of al three 1600's (tat is, the leading edge ofthe ‘doors and the walling edge of the d door), as well as on the forward fad of tho cargo hold (near the root hatch onthe por sie), the rer ond of G0 ramp, the two vehicle loading hinged to the latter and on some tems on the walls of the cargo It pays to check several of these plates, ‘are cases when M:-26s swap doors items with the cin on them in the ‘of an overhaul! The cn is also ste: jon the port wall ofthe fightdeck and on and side ofthe tunnel fr the exter- 3 Jock inthe teight hold floor) testing of production machines did 6 proceed smoothly. For example, mentioned M26 cin 34001212013 by the Fight Research Institute (Li) et an industialaireld known by the Kazbek on 8th July 1887. A landing Sach with an excessively nose-high at- ater a test fight ended in a talstike, pon the tailboom broke otf, the hel spun to the lf rolled aver on its star- G side and burst into lamas. Luckily the survived. On another occasion a test with the objective of developing the gue ofa single-engine roling landing ‘S22 small landing site ina fly fuelled hel- sects ended ina crash. Ate the touchdown 26 bounced and then crashed on its side, snapping off the tallboom. [Above: This M267 (RA.06088, c/n 34001212499) wears the smart redibiueiite colours of Rostverto ‘Again the machine was destroyed by the ‘ensuing fre but the crew of six, which included Merited Test Pilot V. P. Somov as co pilot, succeeded in escaping from the biaze. After this accident recommendations were ‘evolved for improving the landing gear shock absorbers ang/reinforcing the tallboom. Pos: sibly the aircraft in question was M-26T (CCGP-060683 (cin 34001212108) of the Tyu- men’ GAD/tst Tyumen’ UAD, which was dam- aged beyond repair at Labyinangi airport Tyumen’ Region, on 14th May 1989 during a ‘ingle-engine training session Production Mi-26s were intended primar- lly for equipping the helicopter regiments of the Air Force; delveries to the Aeroflot ranked second in importance. The military version Gitfered from the civil configuration in being equipped with chafiflare cispensersin promi- nent fairings on the fuselage sides and ‘mounts for hand-held weapons at the cargo cabin windows. Soviet Air Force Mi26s were delivered in a two-tone green camouflage scheme. Mass delivers of the Mi-26 to the Armed. Forces and to Aeroflot had not yet started when this holicopter set a series of world records. For example, on ath February 19828 crew captained by test pilot G. V. Alfyoro per- formed a fight in which a payload of 25 tonnes (65,125 Ib) was ited to an altitude of 4,060 m (13,320 f); inthis ight the helicopter climbed to 2,000 m (6,560 ft) at an allup ‘weight of 56,768.8 kg (125,151.6 Ib), which ‘was also a world record. In the same year & Mi26 crew captained by woman pilot Inna Kopets set nine world records for women ‘When the machine was already in widespread service, military test pilots beat one more ‘world record that had been set by the Mi:8 back in 1967. Preparation for this fight was conducted at GNIKI WS under the direction ‘of project engineer Yu. Krylov. On 7th August 1988 a crew comprising Test Pitts 1st Ciass AA. Razbegayev and A. Lavrent’yev, Merited Test Navigator L, Danilov and fight engineer ‘A. Boorlakov passed the Moscow: Voronezh- Kulbyshev-Moscow closed-clcult route spanning over 2,000 km (1,242 miles) at an average speed of 279 kmih (173 mph). Its worth noting that the final stretch ofthe route was compounded by an atmospheric front ‘accompanied by severe turbulence and aain, shower. ‘Along with the pilots of the Mil! Moscow Helicopter Plant and GNIKI WS, a notable contribution to the M26 development history was made by Lil test plots. For example, in 1986 this institute was engaged in evolving the techniques of transporting an outsize ‘cargo weighing 37 tonnes (81 570 Ib) by two helicopters. During one of the fights a faulty bar of a suspension unit on the helicopter piloted by A. Makarov caused a disengage ment of the sling. This was fraught with the anger of a crash for the second helicopter capiained by A. Grishchenko. The tragedy was averted thanks to the instantaneous reac: tion of co-pilot V. Somov who jettisoned the ‘cargo. That marked the end of the unique ‘experimental job. By 1998 Lil had completed comprehen: ve fight testing of the Mi-26 forthe purpose of assessing the special features of the ait- frame stressing within the range of admissible flight speeds, determining the longitudinal stabilty and controlablity characteristics and studying the machine's behaviour during landings in autorotation mode, This research was intended to enhance the operational Ccapabiities ofthe helicopter. The Mi-26 was shown to the general pub- lic for the first time in June 1981 at the 3th Paris Air Show where it became the star of the show. It was allocated the NATO reporting name Halo atMI-26T heavy commercial transport helicopter (On 12th January 1985 a civil version of the helicopter designated Mi-26T (trahnsportayy = transport, used attributively) was put int series production. The commercial versi fered trom its military stablemate prim in the navigation avionics suit; it lacked cchatfflare dispensers and the mounts assault rifles. The complement of equip designed to enhance the machine's caps ties for operating with slung cargoes was: siderably increased. For example, the azimuth orientation system ensures its mum position during cruise fight and ext load orientation in the hover. A system damping oscillations through the auto [Above: M26 04 Yellow’ in company with M-SA 16 Yello’ and 2 Mi-24P at Kubinka AB. Note the counieeecs repress sea Oa ‘Choracteraic enotiire dlapensere above the main gear unite ited tomost SoviewCIS miltary examples, AN leciroric weight-measuring system ‘mines the weight ofthe load in the hover: an error margin of 19; the machine feat G-85 or VIDG-20 electrically operated makingit possible to disengage the load ‘out assistance from the cargo handling sonnel. An external suspension system with a special spreader bar permits thet poration of standard marine containers out assistance from cargo han personnel. The versatile stabilising plat (USP — ooniversantnaya stabil shchaya platforma) makes it possible increase the tight speed with bulky elongs items (guch as a prefabricated hut, @ tainer of a pipe) on a sling to 200 kmin (ti mph) and reduces the fuel consumption up to 50%. In adltion, the range of dé utilised by the M26 was supplemented by: ‘automatic grip for handling large-diameter ‘and gas pipes and a grip for logging o tions in mountainous areas. MI-26TS (Mi-26TC) heavy commerci [Avove: A Ruslan Ar Force Mi-26 coded'80 Yellow sits withthe main gearbox emoved fer repair. The transport helicopter ‘main rotor blados are placed on a special trolley beside the helicopter ‘The next tags In the halicopter’s img ment was to incorporate measures enh ing operational reliability and survivability emergency situations. For instance, the ‘minium push-pull rods in the control sys Were replaced by steel ones to reduce the: Cf their melting in the event of an in-fight fi with an ensuing loss of contol In this quise the machine was certiied the Air Register ofthe CIS Interstate Aviat Committee (AR MAK ~ Aviatsionnyy regl ‘Mezhdunarodnovo aviatsionnovo ‘komite in accordance with the Russian NLGV-2 A ‘worthiness Regulations for Civil Helicop harmonised with the American FAR-29 regu lations, The new version receved the desig= ation M-26TS (sertiitseerovannyy ~ certiied) ‘on 27th September 1995. In advertising mate- rials forthe export market, however, the hel Copter is referred to as the Mi-26TC. Te same Mi-26 transitions to forward fight ater tke ot 82Mi-2672 heavy transport helicopter (Currently MVZ and Rostvertol are jointly con- SSering equipping the Mi-26 with state-of- Beart avionics, including a ‘glass cockpit’ I electronic fight instrumentation system) jan undernase electro-optical survey sys These measures appear cartain to make helicopter more attractive for potential tomers. The introduction of a system for iforing the technical condition and ser lita of airrame units will reduce the main- ce man-hours by some 20%%. Fiting the pter with an advanced navigation sys- fight and navigation instruments, a mov: ap display, @ new radar, powerplant itoring instruments, a precision system fight control in he hover, night-vsion gog. ‘and so on wil allow the fight crew to be 110 two pilots, automating away the tor and the fight engineer. Designated Mi26T2, the proposed de was unveiled at the Famborough ational 2002 airshow in the form of a ing fightdeck mock-up; the same mock jwas later demonstrated at the MAKS-2003, 24th August 2003). According to the tes of Western experts, the upgraded 5T2 could fetch between $15 milion and milion on the world market, whereas the 1d Mi-28 costs from $11 milion to $13 STM heavy transport and crane’ helicopter ipatural crection of work in modifying the ter was the enhancement ofits poten: for performing construction and instala- fobs. The Rostvertol Joint Stock Co. ped a version designated Mi26TM jerovannyy - modified) and fted with l2dditional cockpit forthe plot/operator. Two alternative upgrade versions are Incone of them, arear cockpit with fy re controls is fitted in place ofthe load: amp and clamshell doors which are 64, n a similar manner to the smaller sTV-1K lying crane’. In the other version Jesckpit with a set of controls mechanically fo the existing ones can be suspended the centre fuselage between Frames The additional cockpitis provided wth an ment panel, afan, window wipers, aseat fan adjustable back and jettisonable side allowing rapid escape in an emer- y. This cockpit was publicly unveiled in kup form a the MosAeroShow 92 Rus: BESs first real international airshow held at IBekovskiy on 110h-16th August 1992. The M:26TM prototype with the ventral Seckpit(RA-06089, cin 34001212498) owned Sy Rostvertol made its first fight on 13th Nevemiver 1982; at that point the machine 2 sillin Aerofot livery with adeitional Rost 2) ~ Russia - Rostov.on-Don’ tities. From ‘Above: Unregistered Mi-26TS c/n 24001212611 In rediwhite Moscow Fite Department colours atthe [MAKS-2001 airshow. This helicopter was later registered RA-06285. ‘Above: M/-26TS (cn 34001212811) witha VSU-1S ‘Bambi Bucket shows ite feoighting eapabilies. 0th August to Sth September 1998 the same machine was displayed at the MAKS-93 air show in Zhukovskiy in a new alFwhite colour ‘scheme with huge 'MI-26TM' tes (the M was later deleted) and the code "059 The prototype of the version with the rear cockpit (08088, cin unknown) followed on 15th October 1983. Apparently no more Mi26s were thus modified, ML-26PK heavy transport and ‘flying crane’ helicopter In Moscow the initiative ofthe Rostov factory's designers did not find support - obviously ‘The VSU-AS is replenished trom a body of water. because the head office had a competing project fits own. In 1987 MVZ offered its own ‘tying crane’ modification designated Mi26PK (podvesnaya kabina ~ suspended Cockpit). As the name suggested, a lateral pilot/operator cockpit accessible from inside the cargo hold was installed in place of the poor forward entry door; twas fited with a set of controls connected to the existing ones by mechanical linkages The Mi26PK prototype was converted from the abovemantioned Mi-26T RA-08089, which stil had the characteristic ventral cock: pit. Apart from the adcition of the port side a'Mi-267P RA-06169 (cla 24001212477 belonging to Rostvetal érope a load of water at hel ‘cockpit, the machine had a device looking like @ cathode-ray tube (CAT) display in a boxy housing installed on the port side of the nose immediately ahead of the captain's windscreen. In this guise the helicopter was displayed statically at the MAKS-97 airshow (19th-24th August 1967). Four years lator a Fussian Air Force example coded '80 Yellow’ (cin 24001212061) was in the static park at the MAKS-2001 airshow (‘4th-19th August 2001). This M-26 beasted an identical exter ‘nal cockpit (except forthe addon of an extra navigation light above the windows) but lacked the device on the nose seen earlier on FRA-06089; the external cockpit was painted to match the helicopter’s camouflage scheme and sported the logo of the Vzlot (Take-of) specialised alr services enterprise which ‘operated the helicopter. Mi-26K heavy “flying crane’ helicopter (project) For quite afew years MVZ has been working ‘ona project of radical redesign of the Halo ~ the M-26K hoavy crane helicopter witha crew of six, Making use ofthe dea that had proved its worth on the Mi-10 and mating it withthe ‘design features used by Sikorsky on the S-64 Ba (CH-54), the Mil’ OKB's decided to mate the existing crew section with a new thinner fuse~ lage and new main undercarriage units closely resembling those of the Skycrane. ‘The machine was to have a maximum take-of Weight of 4 tonnes (119,000 lb), a maximum payload of 25 tonnes (85,125 Ib), a cruising ‘speed ot 200 km/h (124 mph) with a slung load, @ range of 520 km (323 miles) with apay- load of 17 tonnes (37,500 Ib) and a hovering Coling of 1,800 m (5,800). There were pians 10 put the Mi-26K into production in 1996, yet not even @ prototype has been built up to now due to funding difficulties. |-26TP fire-fighting helicopter (On 16th August 1994 the Mi-26TP experimen talfie-fighting helicopter took tothe air for the first time in Rostov. It is Intended for putting ‘outfiree, including fies at industrial sites, in all ‘geograrhical types of localties and for dav: cing various items of special equipment and firefighting teams. The helicopters firefight ing equipment comprises an operator's work station, four water tanks with a total capacity of 15m? (528.7 cult), two reservoirs for chem: Teal agents (re retardant or foaming agent) with a volume of 0.91? (31.78 cut), a system for pressurising these tanks to a level of 14 kglom: (20 psi), a system for ejecting the fire extinguishing liquid through a manifold pass- ing through the standard external sling hatch ‘and a system for dosing the chemical agents fed to the water tanks. The helicopter is also equipped with @ thermal imaging device, a satelite navigation ‘system, means of individual protection for ‘crew when operating in smoky environ ‘and means of communication with the fighting teams operating on the ground. ‘The engineers responsible for the mi cation claim that any standard Mi-26 can outfited as a M-26TP frebomber in ust hour. The discharge of water takos 35-45: fonds and the replenishment of the tanks on the ground takes not more than minutes. Mi-26 fire-fighting versions with external tanks A aifferent fresighting system based on. Mi-28 has been tested by Rostvertol: the ‘copter is equipped with an external st sion system with a 60-m (197-1) centr attached sling carrying a biock of mock comprising two EP-8000 tanks. However, ‘version does not seem to hold much pro because a mobile refiling station is requi for filing the tanks with water. Much more attractive is the option e aging the use of the Mi-26 with the so- Bambi Bucket flexible tanks which proved their worth in 72 countries in ‘course of 25 years of operation. In this fon the Mir helicopter can deliver 19,600 I (4312 Imp gal) of water tothe fir site in pass. Electric remote control makes it bie o discharge the water from the tanks in ‘salvo’ or one by one. Provided that one ti around during the firefighting operation accomplished within five minutes, the cost dalivery per lire of water is a mere 0.05 cer (as compared to 0:33-0.55 cents for f wing airerat, according to US estimates) Tests involving a Mi-26TS belonging Krasnodar-based Nil PANKn (Naood! {ssledovatel'sky institoot primeneniya avi {sil v narodnom khozyaistve - Res Institute for the Use of Aviation in the Nati Economy) and equipped with Twin Bi Buckets holding in all 15 tonnes (33,000 Ib) water were conducted near stantsa (Cosse village) Lazarevskaya, Krasnodar Territory, 1997. They showed that the helicopter was: stable with this load at speeds up to 227 kr (141 mph). Alter that the machine made @ {good showing in Turkey, whereupon a cone tract was signed for fire-fighting operations in Italy and Spain. During the operations on the Apennine Penineula the aifmen from Krasnodar started their working day at 7 00am {and finished it after sunset; they were wares