DCS GUIDE

Mi-8MTV2 By Chuck
Last Updated: 20/09/2023
1
 TABLE OF CONTENTS
• PART 1 – INTRODUCTION
• PART 2 – CONTROLS SETUP
• PART 3 – COCKPIT & GAUGES
• PART 4 – PRE-FLIGHT & MISSION PLANNING
• PART 5 – START-UP
• PART 6 – TAKEOFF
• PART 7 – LANDING & SHUTDOWN
• PART 8 – ENGINES & ANCILLARY SYSTEMS
• PART 9 – PRINCIPLES OF HELICOPTER FLIGHT
• PART 10 – AUTOROTATION
• PART 11 – MISSION TYPES AND ROTORCRAFT OPERATION
• PART 12 – WEAPONS & COUNTERMEASURES
• PART 13 – RADIO TUTORIAL
• PART 14 – RADIO NAVIGATION
• PART 15 – AP-34B AUTOPILOT
• PART 16 – MULTICREW
• PART 17 – OTHER RESOURCES

Special thanks to Paul "Goldwolf" Whittingham for creating the guide icons. 2
 The Mil Mi-8 “Magnificent Eight” is truly the most underrated module in the DCS
hangar. Why does the Huey get all the love while the Mi-8 gathers dust? The answer
is simple: people just don’t know much about it.
MI-8MTV2

Buying a DCS module is just like buying a car: in order to want it, you need an
emotional connection with it. Since Capitalist Pigs Westerners like myself have
HIP

grown up watching movies about the Vietnam War and Hueys dropping GIs into the
jungle, we have not heard much about the Mi-8 helicopter. Yet, the Mi-8 has a long
and rich history and is a big part of the russian aviation heritage. The Americans had
Vietnam and the Huey… the Soviet Union had Afghanistan and the Mi-8.

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

For its wonderful performance characteristics, handling, and ease of flight and Михаи́ л Лео́ нтьевич Миль
maintenance operations, personnel transitioning from the Mi-4 to the Mi-8 dubbed
(1909-1970)
the new helicopter "Vasilissa the Beautiful". By 1969, the Mi-8 completely replaced
the Mi-4 on the production line. Its production rates grew year by year reaching
several hundred helicopters per year. From 1965 to 1996, the Kazan Helicopter
Plant manufactured, in different modifications, a total of four and a half thousand
Mi-8s powered by TV2-117 engines. In 1970, the Ulan-Ude Helicopter Plant started
production of the Mi-8 in parallel with Kazan. To date this facility has produced
more than 3700 Mi-8s powered by TV2-117 engines. In 1981, the Mi-8MT debuted
at the Paris air show. For promotional reasons, it was designated Mi-17, which
became its export designation on the world market. This is why we have public
access to Mi-17 manuals (which are the same as the ones for the Mi-8 in everything
but name).

The Mi-8 is a delight to fly. You feel like a shirtless badass riding a polar bear in the
Siberian winter. It is very stable, very powerful and the minute you leave the
ground, you will instantly understand why the Russians called the Mi-8 “the
3
Magnificent Eight”.
 “HELICOPTERS SUCK!” is the first thing I said when I crashed my Huey for the first
time. This is what many people among the flight sim community think as well.
Choppers are slow, blocky, noisy, sluggish… who would want to be a glorified taxi
MI-8MTV2

driver when you could be Maverick and save the world at Mach 1.5?

Well, you should! Why? Simply because helicopter pilots have one of the most
HIP

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

Flying helicopters is difficult, much more difficult than flying an airplane.

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

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

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

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

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

4
MI-8MTV2

UV-26 Start Dispensing (Flares)

(Grey button on RHS) Autopilot Altitude Up
Autopilot Heading Right
HIP

Autopilot Altitude Down

Autopilot Heading Left Right Headlight UP
Right Headlight RIGHT
Right Headlight DOWN
Right Headlight LEFT
ZOOM IN SLOW
Release Weapons
ZOOM OUT SLOW

First Detent: ICS Trigger

Second Detent: Radio Trigger

ZOOM IN SLOW
TRIMMER Left Headlight
COMMUNICATION
MENU Controls
PART 2 – CONTROLS SETUP

TRIMMER RESET

ZOOM OUT SLOW

RELEASE BOMB

Turn OFF Autopilot

Re-Adjust Free Turbine Speed INCR
Left Headlight
Re-Adjust Free Turbine Speed DECR
Controls
External Cargo Hook

WHEEL BRAKE
(Press and Hold)
External Cargo Hook
External Cargo Tactical Unhook

5
 CONTROLS FOR GUNNERS, CREW & INTERFACE MANAGEMENT
MI-8MTV2

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

• SET COPILOT SEAT SWITCHES TO COPILOT SEAT (“2” BY DEFAULT)
HIP

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

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

• SHOW CONTROLS INDICATOR TOGGLE CONTROL INDICATOR INTERFACE (RCTRL+ENTER)

• TRACKIR AIMING ON/OFF TOGGLE SIDE GUNNER AIMING WITH OR WITHOUT TRACKIR (LALT+T)

NOTE: These labels are only visible if you have the “Control Helper” options ticked in the “SPECIAL – MI-8” Options tab.
Also, the “AI AUTOPILOT” feature will only be available if the “AUTOMATIC ADJUSTMENT” option is checked in the “SPECIAL” Options tab.
6
 CONTROLS FOR GUNNERS, CREW & INTERFACE MANAGEMENT
MI-8MTV2

In the “Special” tab, make sure AUTOPILOT ADJUSTMENT, RUDDER TRIMMER and CUSTOMIZED COCKPIT: ENGLISH options are selected/ticked! Note that “rudder trimmer”
(which is in fact for the anti-torque pedals) is optional and up to your personal taste. The real life Mi-8 has it (pedals remain in place once trimmed) but most rudder pedals
HIP

we have use springs, which makes rudder trim impractical.

PART 2 – CONTROLS SETUP

7
MI-8MTV2
HIP

To assign axis, click on Axis Assign. You can also

select “Axis Commands” in the upper scrolling
menu.
PART 2 – CONTROLS SETUP

To modify curves and sensitivities of axes,

click on the axis you want to modify and
then click on “Axis Tune”.

8
 BIND THE FOLLOWING AXES:
MI-8MTV2

• CYCLIC PITCH (DEADZONE AT 3, SATURATION X AT 100, SATURATION Y AT 85, CURVATURE AT 21)

• CYCLIC ROLL (DEADZONE AT 3, SATURATION X AT 100, SATURATION Y AT 85, CURVATURE AT 21)
HIP

• RUDDER/ANTI-TORQUE (DEADZONE AT 0, SATURATION X AT 100, SATURATION Y AT 100, CURVATURE AT 14)

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

NOTES ABOUT CONTROLS

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

your vertical stab.

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

9
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

10
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

11
 SEAT SELECTION CONTROLS
Pilot: 1
CoPilot: 2
MI-8MTV2

Flight Engineer: 3
Side Gunner: 4
HIP

Flight Engineer
Crew Chief
Copilot
Navigator

Pilot Commander
PART 3 – COCKPIT & GAUGES

12
MI-8MTV2
HIP

SEAT SELECTION CONTROLS

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

REAR GUNNER
(NOT SELECTABLE)
13
7.62 MM PKT MACHINEGUN
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

DOOR CONTROLS
Left Door: L_Ctrl+L_Shift+C
Left Blister Door: L_Ctrl+C
Right Blister Door: L_Shift+C
Cargo Doors: L_Alt+L_Ctrl+C
14
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

15
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

16
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

17
MI-8MTV2
HIP

Mirror
PART 3 – COCKPIT & GAUGES

Window Handle

Visual Ice Detector

Indicates ice accumulation

18
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

19
MI-8MTV2

Emergency Cargo
Release Button Searchlight Control
HIP

Collective

Left Engine Condition

Lever (ECL)

Handwheel Collective Right Engine

Friction Adjustment Condition Lever (ECL)
PART 3 – COCKPIT & GAUGES

Clutch Release Button

Tactical External
Throttle / Corrector Stores Jettison Button
(Twist Grip)

20
MI-8MTV2
HIP

Rotor Brake Lever

FWD: DISENGAGED
AFT: ENGAGED
PART 3 – COCKPIT & GAUGES

21
 Fire RS Button (Weapon Release)
Cyclic ICS (Intercommunication System)
Push-to-Talk Radio Switch
MI-8MTV2
HIP

Force Trim
Button

Anti-Torque Pedals
PART 3 – COCKPIT & GAUGES

Wheel Brake Handle

Autopilot
Disengage Button

22
 Signal Flare Cassette 1 Power Switch Signal Flare Launch Switches

Signal Flare Cassette 2 Power Switch

MI-8MTV2

Left Side Red Interior Lights

Brightness Controls
HIP

Left & Right Engine Temperature

RI-65B Voice Warning System
Regulator Operating Annunciators
Remote Control Panel
PART 3 – COCKPIT & GAUGES

Engine Vibration Indicator

Test Switch

Flight Data Recorder ON Annunciator

Flight Data Recorder Power Switch
EGT gauge Ground / Air
Test Switches Left/Right Engine Temperature
Regulator Test Switches

23
MI-8MTV2
HIP

Countermeasure Dispensers

Signal Flare Dispenser Cassettes

PART 3 – COCKPIT & GAUGES

24
MI-8MTV2

IFF Responder Control Panels

HIP
PART 3 – COCKPIT & GAUGES

MVU-10K Pneumatic System

Air Pressure Gauge (kg/cm2)
Set Reserve Annunciator

MA-60K Landing Gear System

Air Pressure Gauge (kg/cm2)

External Cargo Auto Release Switch

Code NAV (DOWN = AUTO)
Lights Button

Air Horn Switch Doors Open Annunciator

Air Horn ON Annunciator

Shackle Open Annunciator
25
 SPUU-52 Tail Rotor Pitch RI-65 VWS (Voice Warning
Limit System Power Switch System) Power Switch
MI-8MTV2
HIP

Pitot Heat Test Switch

Windshield Wiper Switch

HEATER OK
P-503B CVR (Cockpit Voice Recorder) Annunciator
Control Panel
PART 3 – COCKPIT & GAUGES

Dome Light Switch

Fan Power Switch

Left Attitude Indicator

Power Switch

TURN ON VWS (Voice Warning

System) Annunciator

VK-53 Gyro Correction

Cut-out Power Switch

26
 Rocket Station Selector Switch
1-2-5-6: Inner & Outer Stations
ABT: AUTO (all stations) R-863 VHF Radio FM/AM Selector Switch
3-4: Middle Stations UP = FM, DOWN = AM
MI-8MTV2

Rocket Burst Quantity Selector

HIP

8/16/4 rockets per burst

GUV Gunpod Fire Burst Cutoff Switch

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

Weapon Selector Switch

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

GUV gun pod burst length (in seconds)

Ex: 0.40 is a burst length of 0.40 seconds
PART 3 – COCKPIT & GAUGES

GUV gun pod Firing Mode Selectors

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

Gun Camera Switch

Left YakB-12.7 mm Gun Reload Right YakB-12.7 mm Gun Reload

(I = armed) (I = armed)

27
 Right Engine Anti-Ice Heater Switch Glass Heater Switch

Left Engine Anti-Ice Heater Switch Ice Detector Heater Switch

MI-8MTV2
HIP

Ice Detector Heater Test Button

Defrost Mode Switch
Manual/Auto

Defrost OFF Pushbutton

Ice Detector Heater Normal
Operation Annunciator
Icing Detected Annunciator

Anti-Ice System ON Annunciator Right Engine Anti-Ice ON Annunciator

Left Engine Anti-Ice ON Annunciator Right Dust Protection

PART 3 – COCKPIT & GAUGES

Indicates valve controlling supply of hot air to the left Forward Device Annunciator
engine air intake is open
Right Dust Protection Aft
Left Dust Protection Forward Device Annunciator Device Annunciator
Indicates valve controlling supply of hot air to the left
engine dust protection device is open AF1-150 Ammeter

Left Dust Protection

Aft Device Annunciator Anti-Ice Section Test Annunciators
Indicates the section of the main rotor
blade Anti-Icing system being tested.
• Top Left: Section 1
• Top Right: Section 3
• Bottom Left: Section 2
• Bottom Right: Section 4

Ammeter Load Current

Selector Switch 28
 Minelaying PUS Fire Control
System Arm Power Switch
Jettison All Stores Switch
MI-8MTV2

(not funct.)
Aiming Correction Main Weapons
Radio Selector Jettison Power Switch
HIP

Table “Explode” Switch

"УКР" (UHF) – R-863 UHF/VHF radio set
"СР" (HF) – YaDRO-1A radio set UP: Bombs ARMED
DOWN: OFF
"КР" (VHF) – R-828 LVHF radio set
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set Radio Monitor
"РК 2" (SAR) – ARK-UD VHF homing set Volume

Radio Master
Volume Weapons Control
Panel Lamp Test
PART 3 – COCKPIT & GAUGES

Ammo Empty
Lamp

СЕТЬ 1-2
NET 1-2 Gunsight
Brightness Control

Emergency ICS/Radio Selector GUV Gun Pod Left UPK/GUV Gun Pod Right UPK/GUV Gun Pod
СПУ: ICS Intercomm Switch 7.62 mm ammo counter
Transmission Switch РАД: RADIO ammo counter ammo counter 29
 RACK 4 LOADED Annunciator RACK 5 LOADED Annunciator

RACK 3 LOADED Annunciator RACK 6 LOADED Annunciator

MI-8MTV2

RACK 2 LOADED Annunciator

HIP

Jettison ARMED Annunciator

RACK 1 LOADED Annunciator

Fire Extinguisher 1 ARMED Annunciator

Gun CCT (Electrical
Circuit) ON Annunciator

Gun Camera ON Annunciator

PART 3 – COCKPIT & GAUGES

Fire Extinguisher 3 ARMED Annunciator

Fire Extinguisher 3 ARMED Annunciator

Fire Extinguisher 4 ARMED Annunciator

Rocket CCT (Electrical

Circuit) ON Annunciator

30
 Weapons Master Arm Handle
MI-8MTV2
HIP

Engine Stop Lever

Right Engine
PART 3 – COCKPIT & GAUGES

Engine Stop Lever

Left Engine

Master Arm Light

RED = ARMED

31
MI-8MTV2
HIP

PKV Gunsight Range

Setter (x 10 m)

Magnetic Compass
PART 3 – COCKPIT & GAUGES

Cockpit Fan

PKV Gunsight

32
MI-8MTV2
HIP

Accelerometer (g)
PART 3 – COCKPIT & GAUGES

Current Acceleration

Maximum Acceleration

Accelerometer Reset Button

33
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

Left Landing Light Switch

UP: LIGHT ON
MIDDLE: OFF
DOWN: RETRACT

Taxi Light Switch

Static Pressure System Mode

LEFT/COMMON/RIGHT 34
 Barometric
Bomb Sight Course Indicator Barometric Setting Knob
Pressure (mm Hg) Hover and Low Speed
Control Indicator
Barometric Altimeter
MI-8MTV2

HSI: Horizontal
Short needle: 1000 m Situation Indicator
Long needle: 100 m
HIP

Radar Altimeter Indicator (m)

Radar Altimeter Power

UP: ON / DOWN: OFF

Main Rotor Tachometer

(% max RPM) HSI selector
ARK-9 (MW) / ARK-UD (VHF)
Main Rotor Pitch Angle (deg)
PART 3 – COCKPIT & GAUGES

EPR: Engine Pressure Ratio

Amber Index: Current Power Setting
O (T) Index: Takeoff Power Setting
H (M) Index: Nominal Power Setting Vertical
K (C) Index: Cruise Power Setting Velocity
Indicator (m/s)

Attitude Indicator
Airspeed Indicator
(x10 km/h)
Slip Indicator

Engine N1 (Gas Turbine/Compressor Turn & Bank Indicator UV-26 Countermeasure

Speed) Indicator (% max RPM) Dispenser
PTIT (Power Turbine Inlet
Temperature) Indicator (x100 deg C) 35
 Left Engine Free Turbine Right Engine Free Turbine Left Engine Low Oil Pressure Right Engine Low Oil Pressure
Overspeed Annunciator Overspeed Annunciator Annunciator Annunciator
MI-8MTV2

Emergency Power Left Engine Emergency Power Right Electronic Control Left Engine Electronic Control Right Engine
Annunciator Engine Annunciator OFF (GOV PWR) Annunciator OFF (GOV PWR) Annunciator
HIP

EXT PWR ON (External Power

ON) Annunciator

6201 (IFF Responder)

FAIL Annunciator

Main Gearbox Chip

PART 3 – COCKPIT & GAUGES

Detected Annunciator

Intermediate Gearbox Chip

Detected Annunciator

Tail Rotor Gearbox Chip

Left Engine Fuel Filter Clogging Right Engine Fuel Filter Clogging Detected Annunciator
Detected Annunciator Detected Annunciator
Left Engine Oil Chip Detected Right Engine Oil Chip Left Engine Abnormal Vibration Right Engine Abnormal Vibration
Annunciator Detected Annunciator Detected Annunciator Detected Annunciator
Fire Detected Annunciator Spare Annunciator (Not Left Engine Excursion Limit Right Engine Excursion Limit
Used) Vibration Annunciator Vibration Annunciator
FIRE Annunciator STOP LEFT ENGINE Annunciator STOP RIGHT ENGINE Annunciator

36
MI-8MTV2
HIP

Intercom Control Panel

PART 3 – COCKPIT & GAUGES

Central Red Interior Lights Brightness Controls

37
MI-8MTV2 Right engine oil pressure (kg/cm2)

Left engine oil pressure (kg/cm2)

HIP

TOP: Main Transmission Gearbox Oil Pressure (kg/cm2)

LEFT: Intermediate Gearbox oil temperature (deg C)
RIGHT: Tail Rotor Gearbox oil Temperature (deg C)

Main Transmission Gearbox

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

Right engine oil temperature (deg C)

Left engine oil temperature (deg C)

38
 Engage SPUU-52 Tail Rotor Pitch Limit System
SPUU-52 Tail Rotor Pitch
Uses a linear actuator linked to a mechanical stop to adjust the
Limit System Indicator maximum tail rotor blade pitch angle within a range of 16°20' to
MI-8MTV2

20°30'. The adjustment is based on air temperature and density:

• increased density (low altitude or/and low temperature)results in
Trim Indicator Panel of a decrease in the maximum blade pitch angle,
HIP

Automatic Flight Control Autopilot Altitude Mode Button • decreased density (high altitude or/and high temperature) results
System (AFCS) GREEN = ON in a increase in the maximum blade pitch angle.
RED = OFF

SPUU-52 Control Adjustment

Autopilot Pitch & Roll Mode Button
GREEN = ON
R-863 VHF radio preset / manual selector
UP = PRESET, DOWN = MANUAL
Autopilot Heading Mode
Button SPUU-52 Left/Right Control P/t
PART 3 – COCKPIT & GAUGES

GREEN = ON
RED = OFF R-863 VHF Radio Squelch (noise suppression)
36V Instrument Transformer Switch
UP: MAIN
MIDDLE: OFF
DOWN: STANDBY

Autopilot Yaw / Roll / Pitch

Controls R-863 VHF Radio
Frequency Indicators

Autopilot Altitude Control

Left Click = DOWN R-863 VHF Radio
Right Click = UP Frequency Tuners

Emergency Rectifier Bypass Switch Warning Lights Check Switch 39

 CT (Compressor Turbine) Check Switch
MI-8MTV2

• UP: RH TC (Right Compressor Turbine/N1) Test

• MIDDLE: Normal Operation
• DOWN: LH TC (Left Compressor Turbine/N1) Test
HIP

Left Engine ER (Emergency

Power) Switch Right Engine ER (Emergency
Power) Switch
Left Engine EEG (Engine
Electronic Governor) Switch

Right Engine EEG (Engine

Electronic Governor) Switch
PART 3 – COCKPIT & GAUGES

Left Engine FT (Free Power Right Engine FT (Free Power

Turbine/N2) Check Switch Turbine/N2) Check Switch
• UP: FT1 / Test 1 • UP: FT1 / Test 1
• MIDDLE: Normal Operation • MIDDLE: Normal Operation
• DOWN: FT2 / Test 2 • DOWN: FT2 / Test 2
40
 Weapon Systems Engine, Electrical, Navigation & Radio Systems
Circuit Breakers Circuit Breakers
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

41
 Main Fire Extinguisher
KO-50 Heater
MI-8MTV2

Main Fire Extinguisher Discharge Fuel Crossfeed Valve

Main Fire Extinguisher Switch
Discharge Button / Right Engine Button / APU (Auxiliary Power Unit)
HIP

Fuel Shutoff Valve

Switch / Right Engine Bypass Valve Switch
Main Fire Extinguisher Fire Signal
Discharge Button / Left Engine OFF Button

Fuel Shutoff Valve

Switch / Left Engine
PART 3 – COCKPIT & GAUGES

Alternate Fire Extinguisher

Discharge Button / APU Gear
Alternate Fire Extinguisher
Discharge Button / Right Engine
Alternate Fire Extinguisher
Alternate Fire Extinguisher Discharge Button / KO-50 Heater
Discharge Button / Left Engine

Refueling Fuel Pump Switch

Control Switch Right Engine
Service Tank Fuel Fuel Pump Switch
Pump Switch Left Engine 42
 Squib Test Switch Fire Circuit Check Selector APU (Auxiliary Power Unit) EGT
DOWN: Main Bottle (Exhaust Gas Temperature, x100 deg C)
UP: Reserve Bottle
MI-8MTV2

Fire Detector Test Switch

Air Pressure
(kg/cm2)
HIP

APU (Auxiliary Power Unit) Starter Mode

UP: START
MIDDLE: CRANK
DOWN: FALSE-START

Engine Starter ON Button APU (Auxiliary Power Unit) STARTER Button

Auxiliary Hydraulic System OFF Button

PART 3 – COCKPIT & GAUGES

BACKUP Hydraulic Pressure (kg/cm2) APU OFF Button

MAIN Hydraulic
Pressure (kg/cm2)
Engine Starter OFF Button

Engine Starter Mode Switch

Left/Right Engine UP = Start
Hydraulic System Selector Auxiliary Hydraulics Ignition Test Switch LEFT/RIGHT
Start Selector DOWN: Dry Crank
UP: MAIN Switch
DOWN: BACKUP 43
 Left Engine FIRE Annunciator Right Engine FIRE Annunciator KO-50 Heater FIRE Annunciator APU FIRE Annunciator
Main Fire Extinguisher Left Main Fire Extinguisher Right Main Fire
Fire Detector
Extinguisher
TestKO-50 Main Fire Extinguisher APU
Engine Annunciator Engine Annunciator HeaterSwitch
Annunciator Annunciator
MI-8MTV2

Alternate Fire Extinguisher Alternate Fire Extinguisher Alternate Fire Extinguisher KO- Alternate Fire Extinguisher
Left Engine Annunciator Right Engine Annunciator 50 Heater Annunciator APU Annunciator
HIP

Fire Detector Test Annunciator

APU Normal Oil Pressure Annunciator

APU AUTO IGNITION ON Annunciator

APU Normal Speed (RPM) Annunciator

APU RPM Overspeed Annunciator

Left Engine Fuel Valve

PART 3 – COCKPIT & GAUGES

Closed Annunciator
Right Engine Fuel Valve
Closed Annunciator

Main Hydraulic System Fuel Service Tank Fuel Crossfeed Valve

ON Annunciator Pump ON Annunciator Closed Annunciator
Engine AUTO IGNITION
ON Annunciator
Left Fuel Pump ON
Auxiliary Hydraulic Right Fuel Pump ON
Annunciator 44
System ON Annunciator Engine Starter ON Annunciator Annunciator
 KO-50 Heater COMBUSTION HEATER ON Annunciator
MI-8MTV2

KO-50 Heater IGNITION Annunciator

HIP

KO-50 Heater PREHEAT Annunciator

PART 3 – COCKPIT & GAUGES

KO-50 Heater Start Button

KO-50 Heater Master
KO-50 Heater Mode Selector Temperature Control Knob
UP: MANUAL
MIDDLE: OFF KO-50 Heater Regime Selector KO-50 Heater Fan Switch
DOWN: AUTOMATIC UP: Priming
MIDDLE: Full Rate
DOWN: Medium Rate 45
MI-8MTV2

ARK-UD ADF Control Panel

HIP
PART 3 – COCKPIT & GAUGES

ARK-9 ADF Control Panel

ARK-9 Frequency Dial GMK-1A Gyrocompass Control Panel

Main / Backup
46
 Radio Master Volume
Radio Monitor Volume
Radio Selector
MI-8MTV2

"УКР" (UHF) – R-863 UHF/VHF radio set

"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 LVHF radio set
HIP

"ДР" (SW) – not utilized

"РК 1" (ADF) – ARK-9 ADF set
Right Side Red Interior Lights Brightness Controls
"РК 2" (SAR) – ARK-UD VHF homing set

СЕТЬ 1-2
NET 1-2

Emergency Transmission Switch

ICS/Radio Selector Doppler System &

СПУ: ICS InterComm Switch Yadro-1A radio control
РАД: RADIO
panel lighting switch
PART 3 – COCKPIT & GAUGES

Windshield Wiper Switch

Microphone Power Switch
Doppler System
Power Switch VHF-ADF Interlock Switch

Right Pitot Tube

Right Ceiling Lights
Heating Test Switch UP = Red
Middle = OFF
DOWN = White
KO-50 Heater OK Annunciator
Fan Power Switch

Right Attitude Indicator Power Switch

Yadro-1A HF Radio
Power Switch Gyrocompass Power Switch
47
 Bomb Emergency Mode
Bomb CCT (Electrical
ARMED Annunciator BOMB RACK 1 through 6 LOADED Annunciators
Circuit) ON Annunciator
MI-8MTV2
HIP

ESBR Heating Switch

Bomb Jettison
“Explode” Switch
PART 3 – COCKPIT & GAUGES

UP: Bombs ARMED

DOWN: OFF

FAT: Free Air

Temperature (deg C x 10)

Lamp Test Button Payload Profile Table

Bombs Main Power Switch

Payload Profile Selector

I: All rockets
II: All bombs
Bomb Jettison Arming Switch III: 4 bombs + 2 rockets
UP = ARMED IV: 2 heavy bombs + 2 rocket launchers
DOWN = NOT ARMED V: 2 heavy bombs + 2 standard bombs
48
 PKT (Nose-Mounted Machinegun) Control Selector Switch
UP: Flight Engineer (SIDETECHNIQUE)
MI-8MTV2

DOWN: Pilot
HIP

Mirror

HSI: Horizontal Situation Indicator NS430 Navigation System

Barometric Altimeter Main Rotor Tachometer

Short needle: 1000 m (% max RPM)
Long needle: 100 m
PART 3 – COCKPIT & GAUGES

Attitude Indicator

Airspeed Indicator
(x10 km/h)

Vertical Velocity Indicator (m/s)

49
MI-8MTV2
HIP

Fuel Quantity Indicator

(x100 L)
Low Fuel (270 L)
Annunciator Light
PART 3 – COCKPIT & GAUGES

Clock

Fuel Content Selector

“ВЫК” (OFF)
"СУММА" (TOTAL)
"Дл" (LEFT MAIN)
"Дпр" (RIGHT MAIN)
"РАСХ" (SERVICE CELL)
"Пл" (LEFT AUXILIARY)

50
 Doppler System
Fail Annunciator
MI-8MTV2

LEFT / RIGHT Lateral Deviation

AFT / FWD Distance Counter

HIP

DISS-15 Doppler System

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

Distance Flown (km)

Desired Course Angle Engine N1 (Gas Turbine/Compressor

Speed) Indicator (% max RPM)
PART 3 – COCKPIT & GAUGES

Cargo Cabin
Temperature (x10 deg C)

Doppler System TURN ON (ENABLE) Light

• Illuminates when DISS-15 Doppler system is
Doppler System Ground enabled and running
Speed & Drift Indicator
51
MI-8MTV2
HIP

Right Landing Light Switch

PART 3 – COCKPIT & GAUGES

UP: LIGHT ON
MIDDLE: OFF
DOWN: RETRACT

Electrical Release Control System (ESBR) Power

Left: OFF / Right: ON

Bomb/Store Release Setting

I: Single
II: Pairs
Arabic numerals: Release Number in release sequence 52
 Battery I & II Switches
Standby Generator Switch
UP=ON/DOWN=OFF
UP=ON/DOWN=OFF
APU Generator Load Indicator
MI-8MTV2

DC Bus Selector
Standby Generator Voltage
Adjustment Rheostat
HIP

Anti-Collision (Strobe) Light Switch

Rotor Tip Lights Switch

Formation Lights Switch

Rectifiers I, II, III
Navigation Lights Equipment Test Switch
Switches
UP=ON/DOWN=OFF

DC External Ground
Power Switch
UP=ON/DOWN=OFF
PART 3 – COCKPIT & GAUGES

Cargo Cabin Duty (Standby)

Lighting Switch

Cargo Cabin General Clock Heating

Lighting Switch Power Switch
LEFT / RIGHT Engine Dust
Protector System Switch Annunciator Lights
Battery Heating Switch Brightness Switch
UP = DAY / DOWN = NIGHT

LEFT / RIGHT Pitot Heat Warning Blinker Switch

UP = ON / DOWN = OFF 53
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

Left Engine Dust Protection

System ON Annunciator

Right Engine Dust Protection

System ON Annunciator TURN ON RECTIFIER 1
Annunciator
Equipment Test BIT (Built-In
Test) Annunciator

TURN ON RECTIFIER 2
Annunciator TURN ON RECTIFIER 3 DC External Power ON
Annunciator Annunciator 54
MI-8MTV2
HIP

AC Voltage Control Rotary #1

AC Voltage Control Rotary #2

AC Power Control Selector
PART 3 – COCKPIT & GAUGES

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

Generator #1 switch
Inverter #1 (115 V)
UP = MAN / DOWN = AUTO
Generator #2 switch
AC External Ground Power Switch
Generator #1 FAIL Annunciator

Generator #2 FAIL Annunciator

EXT PWR (AC External Power) ON Annunciator

INVERTER ON Annunciator
55
 DC Voltmeter
MI-8MTV2

DC Battery #1 Ammeter
HIP

DC Battery #2 Ammeter

AC Rectifier #3 Voltmeter
PART 3 – COCKPIT & GAUGES

AC Rectifier #2 Voltmeter

AC Rectifier #1 Voltmeter

AC Generator Voltmeter
AC Generator #2 Ammeter

AC Generator #1 Ammeter

56
MI-8MTV2
HIP

Doppler Control Panel

Mode selector
Position 1-4: Test
РАБОТА: OPERATE

5.5 V Backlight
PART 3 – COCKPIT & GAUGES

Brightness Control

Magnetron Failure Light

Doppler Computer
Failure Light
57
 R-828 Radio Power
FWD = ON
AFT = OFF
MI-8MTV2

R-828 Radio Mode

FWD: NAV HOMING
AFT: COMM VOICE
HIP

R-828 Radio
Channel Setter

YaDRO-1A Squelch Knob

YaDRO-1A Test Switch

PART 3 – COCKPIT & GAUGES

YaDRO-1A Volume Control

R-828 Radio
Volume R-828 Radio
Squelch

YaDRO-1A
R-828 Radio ACG Frequency Setter
Automatic Gain Control

YaDRO-1A Mode Selector

"ВЫКЛ" (OFF)
"ОМ" (SSB, Single Sideband)
58
"АМ" (AM)
 Left/Both/Right Flare Dispenser Selector
Selected Countermeasure Parameter Display
MI-8MTV2

Left: Display Remaining Flares

Right: Display Flare Program
HIP

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

Reset countermeasure program

Execute Flare Dispenser

Program
PART 3 – COCKPIT & GAUGES

Stop/Cancel Flare
Dispenser Program

Flare Salvo Quantity Setter

Number of Program Sequences

(how many times flare dispenser program will
repeat itself)

59
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

60
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

B-8V2OA Rocket Pod

20 x S-80FP2 Rockets

UPK-23-250 GUV 9-A-800 Grenade

Gun Pod Launcher Pod
61
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

FAB-250 Bomb

GUV YakB GSHP

62
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

Pitot Tube

Armor Plates
Pitot Tube

63
MI-8MTV2
HIP

Right Landing Light

PART 3 – COCKPIT & GAUGES

Taxi Light

Left Landing Light

Note:
Landing Lights are also used as Search Lights. They
are controllable individually with the Light Beam
Control hat switch on the collective (pilot & copilot).

64
MI-8MTV2
HIP

Anti-Collision (Strobe) Light

Red Navigation Light

White Navigation Light

PART 3 – COCKPIT & GAUGES

Rotor Blade Tip Light

Green Navigation Light

65
 Formation Light
MI-8MTV2

Formation Light
HIP
PART 3 – COCKPIT & GAUGES

Formation Light

66
MI-8MTV2 Oil Cooler Fan

PZU
Engine Inlet & Particle Separator System (PSS),
also known as Dust Protection Device (DPD)
HIP
PART 3 – COCKPIT & GAUGES

Engine Exhaust Infrared

Signature Suppressor

67
MI-8MTV2
HIP
PART 3 – COCKPIT & GAUGES

Tail Skid

DISS-15 Doppler Radar High Frequency Unit

68
 MI-8MTV2
PART 3 – COCKPIT & GAUGES HIP

PPI-26 Flare Cartridge Mounts

69
MI-8MTV2 PRE-FLIGHT
The Pre-Flight phase is very important. Your payload will depend on
the air temperature (FAT), the humidity and the pressure-altitude.
The Pre-Flight planning is a tedious task and a good example is
HIP

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

The nose wheel running takeoff maximum takeoff weight chart can be used to determine the max takeoff weight
In the meantime, I will simply introduce you the general idea of the for a nose wheel running takeoff.
PART 4 – PRE-FLIGHT & MISSION PLANNING

parameters you should take into account when flying the Mi-8.
Execute a test hover to verify correct maximum weight calculation prior to performing a nose wheel running
takeoff. The takeoff can be performed if the helicopter is able to lift off the ground during the test hover. In all
cases, the max takeoff weight should never exceed 13000 kg (Mi-8 maximum takeoff gross weight).

Maximum Takeoff Weight for a Nose Wheel Running Takeoff

FAT: Free Air Temperature 70

(deg C x 10)
 CHART C: IGE Maximum Hover Weight Chart (Hover Altitude 3 m)
MI-8MTV2 CALCULATING MAXIMUM TAKEOFF WEIGHT PZU & Anti-Icing Disabled

Maximum takeoff weight for out of ground effect vertical takeoff (landing) (OGE max hover
weight) is displayed by Chart B. Maximum takeoff weight for in ground effect vertical takeoff
(landing) (IGE maximum hover weight) is displayed by Chart C.
HIP

The max hover weight charts display max takeoff weight in relation to the pressure altitude of
the landing field and free air temperature (FAT), assuming calm winds, 93 % main rotor RPM,
PART 4 – PRE-FLIGHT & MISSION PLANNING

disengaged PZU air inlet particle separator system, and disengaged anti-icing systems.

CHART B: OGE Maximum Hover Weight Chart (Hover Altitude 20 m)

PZU & Anti-Icing Disabled

Any headwind increases max takeoff weight: + 200 kg at 5 m/s; +1200 kg at 10 m/s.

Crosswind up to 5 m/s reduces performance by affecting the tail rotor and increasing engine power
requirements. Reduce max takeoff weight by 200 kg in the presence of a crosswind of up to 5
m/sec. At greater crosswind speeds, translational lift effects become more dominant.

Chart C includes a solution (orange arrows) to the following example problem: determine the maximum hover
weight for vertical takeoff in ground effect from an airfield located at an altitude of 2,300 m and +30°C FAT.
SOLUTION:
Using the IGE maximum hover weight Chart C, enter the graph from the left at the point of the desired pressure
altitude of 2,300 m. Draw a line horizontally to intersect the desired temperature of +30°C. From the intersection
point, draw a vertical line down to find the maximum hover weight value, in this case 11,780 kg. To determine the
maximum takeoff weight for a vertical takeoff out of ground effect, perform the same process using the OGE
With PZU system turned on, reduce max weight indicated in chart by 200 kg. With engine 71
maximum hover weight Chart B.
and rotor anti-ice systems turned ON, reduce max weight indicated in chart by 1000 kg.
 MI-8MTV2
PART 4 – PRE-FLIGHT & MISSION PLANNING HIP
PERFORMANCE DATA TABLE

72
 MI-8MTV2
PART 5 – START-UP PROCEDURE HIP

73
MI-8MTV2 PRE-START
NOTE: Some steps from the real life checklist will be omitted to
keep the procedure concise and practical. A link to the full
checklist will be available at the end of the Start-Up section. We 4
HIP

will assume that your helicopter is in pristine condition and that

the ground crew did their job properly. Also, make sure you
switch to appropriate position to reach the switches you need to
press (pilot/co-pilot/engineer = 1/2/3)

1. Engine control levers (ECL) – Check that levers are in the

MIDDLE detent position
2. Throttle Twist Grip – FULL LEFT (Page Down binding)
3. Collective – FULLY DOWN
4. Rotor Brake Lever – OFF (FULLY DOWN)
PART 5 – START-UP PROCEDURE

5. Battery I and II switches– ON (UP)

6. DC selector knob – BATT BUS
7. STBY Gen – OFF (DOWN)
8. DC voltmeter – Check (Not below 24V)

5
6
1 8
7

3
2 74
 11a – CBs OFF
PRE-START
9. On the center console, set 36V Instrument Transformer – MAIN (UP)
MI-8MTV2

10. 115V Inverter – MANUAL (UP)

11. Select Flight Engineer by pressing “3” and turn on all circuit breakers
HIP

by clicking handles.
12. Turn off Anti-Ice system breakers if you are flying in a hot day (above
0 deg C).
13. Set Fire Circuit Check Selector – OFF
14. Arm the Fire Suppression System: set Fire Detector Test switch –
FIRE EXTING (UP)

11b – CBs ON
PART 5 – START-UP PROCEDURE

10

12

14
13 75
 PRE-START 19
20
15. Set Left & Right Fuel Shutoff Valve Switches – OPEN (UP)
MI-8MTV2

(Note: flip red cover up)

16. Set Service Tank Fuel Pump Switch – ON (UP)
HIP

17. Set Left & Right Engine Fuel Pump Switches – ON (UP)
18. Set Hydraulic switch – MAIN (UP)
19. Set Fuel Crossfeed valve – ON (UP)
20. Set Fuel Bypass Switch – OFF (DOWN).
15
21. Set Fuel Content Selector to “Total” and check fuel 17
quantity.
22. Set radio to AM, R-863 (УКР/UHF) and RADIO
23. Tune radio to desired frequency (tower)
PART 5 – START-UP PROCEDURE

16
18

22b
22c

21
23
22a
76
 START-UP (APU START)
1. APU (Auxiliary Power Unit) Mode Switch – START (UP).
MI-8MTV2

2. Press APU START switch for 2 to 3 sec.

3. Confirm that AUTO IGNITION ON annunciator illuminates during APU start. This indicates a good APU start.
HIP

4. Make sure APU EGT (Exhaust Gas Temperature), Air Pressure and Oil Pressure (OIL PESS NORMAL annunciator) are rising within 9 seconds.
5. Wait until APU EGT (Exhaust Gas Temperature) stabilizes below 720 deg C, APU air pressure stabilizes between 1.2 and 2.0 kg/cm2, and APU RPM reaches IDLE Speed
(RPM NORMAL annunciator). Process should take between 20 sec and 1 minute.
6. Now that the APU is started, the air pressure generated by it will be used to drive the engine pneumatic starter.
7. The APU must run for a minimum of 1 minute before attempting to start the main engines.

4 4
APU EGT APU Air Pressure
PART 5 – START-UP PROCEDURE

2
1

4 4
APU Oil Pressure Normal APU RPM Normal

77
 START-UP (LEFT ENGINE START)
8. Select Left Engine (or downwind engine first) and select “START” (UP)
MI-8MTV2

starting mode.
9. Press “START” button for 2 to 3 seconds to initiate start sequence.
HIP

10. Confirm good engine start: engine oil pressure should increase, and the 9
AUTO IGNITION ON and STARTER ON annunciators should be visible.
11. Once Engine N1 (Gas Turbine/Compressor Speed) increases, click on
left/selected engine red fuel shutoff lever (“Engine Stop”) to push it 10
forward. Fuel flow will kick in and engine N1 will increase to IDLE speed.
12. Once Left Engine reaches a N1 RPM of 70-75 % (IDLE speed), wait 1 minute
for APU to cool down (optional).
8b
8a
PART 5 – START-UP PROCEDURE

11b
12

11a

10

78
MI-8MTV2 START-UP (LEFT ENGINE START)
HIP

Main Rotor Tachometer

(% max RPM)
PART 5 – START-UP PROCEDURE

Engine N1 (Gas Turbine/Compressor PTIT (Power Turbine Inlet

Speed) Indicator (% max RPM) Temperature) Indicator (x100 deg C)

79
Maximum Idle N1/Starting Temperature
 START-UP (RIGHT ENGINE START) 14

13. Select Right Engine.

MI-8MTV2

14. Press “START” button for 2 to 3 seconds to initiate start sequence.

15. Confirm good engine start: engine oil pressure should increase, and the AUTO
HIP

IGNITION ON and STARTER ON annunciators should be visible.

16. Once Engine N1 (Gas Turbine/Compressor Speed) increases, click on right/selected
engine red fuel shutoff lever (“Engine Stop”) to push it forward. Fuel flow will kick in 15
and engine N1 will increase to IDLE speed (70-75 % RPM).
17. When both engines reach IDLE RPM, Main Rotor Speed should be between 45 and 70
% RPM.
13
PART 5 – START-UP PROCEDURE

16c
17

16a

16b

15

80
 START-UP (ENGINE RUN-UP)
18. Increase engine power to Nominal Engine Power setting by
MI-8MTV2

18b
turning the Twist Grip Fully Right (MAX) by using the “Page
18a
Up” binding.
HIP

19. When the Twist Grip is set to MAX, it will engage the
Governor system, which will maintain Main Rotor Speed to
95 % RPM.
20. Confirm Main Transmission Gearbox oil pressure and
temperature stabilize to nominal values, and that
Intermediate Transmission Gearbox and Tail Transmission
Gearbox oil temperatures stabilize to nominal values.
PART 5 – START-UP PROCEDURE

19

20

81
 START-UP (ENGINE POST-START) 21

21. Set Engine Start Selector to MIDDLE (Neutral).

MI-8MTV2

22. Generators #1 & #2 – ON (UP)

23. Rectifiers #1, #2 & #3 – ON (UP)
HIP

24. 36V & 115V Inverters – AUTO (DOWN)

25. Press APU OFF button 25
26. Left Attitude Indicator – ON (UP)
27. Gyro Cut-Out Switch – ON (UP) 27
28. Voice Warning System – ON (UP)
29. Tail Rotor Pitch Limiting System – ON (UP) 26 29
30. Doppler System Power switch – ON (UP)
31. Doppler System Mode Switch - OPERATE
(РАБОТА) (behind co-pilot seat)
32. YaDRO-1A radio – ON (UP)
PART 5 – START-UP PROCEDURE

33. Gyrocompass System – ON (UP)

34. Right Attitude Indicator – ON (UP)
35. Navigation Lights – ON (UP) 28
36. Formation Lights – ON (UP)
37. Blade Tip Lights – ON (UP)
38. Anti-Collision (Strobe) Light – ON (UP)
39. Left & Right Pitot Heat switches – ON/UP (as
required)

23

31

35 36
37 38 39

30 32 33 34 82
22 24
 START-UP (ENGINE POST-START) 41b

40. Engage Pitch & Roll Autopilot Channels of the

MI-8MTV2

AFCS (Automatic Flight Control System) by

pressing the Pitch/Roll Push-Lamp (Green = ON) 41a
HIP

41. Confirm that the Main Hydraulic System is active

(MAIN SYS ON annunciator) and that you have 41
40
positive hydraulic pressure.
42. Radar Altimeter – ON (UP). The Radar Altimeter
will then automatically perform a self-test. During
this test, the radar altimeter will display 800 m.
43. Once Radar Altimeter Test is complete (30 sec
approx.), the LOW ALTITUDE WARNING light will
illuminate.
44. Rotate (mousewheel scroll) yellow Radar
PART 5 – START-UP PROCEDURE

Altimeter Index Setting knob until the index

reaches 0 m. The warning light will then
extinguish.
45. Press the Accelerometer RESET button
46. Tap the Wheel Brake Lever (binding: “W”) to
release parking brake.
Note: Parking Brake can be engaged again by 45
pressing “LSHIFT+W” 46a 46b
Index
44
42b
Brake
Engaged
42a
Brake
Released

Radar Altimeter 83
43
Index Setting Knob
 START-UP (ENGINE POST-START)
47. Close Side Blister Windows
MI-8MTV2

• Left : LCtrl+C
• Right: LShift+C
HIP

Blister Window Open

PART 5 – START-UP PROCEDURE

47

Blister Window Open

84
 REARMING
To contact the ground crew to rearm the Mi-8 in DCS, you
MI-8MTV2

have to switch the lower right switch (No. 5) on the SPU-7 to

the "ICS“ position (UP).
HIP
PART 5 – START-UP PROCEDURE

85
 HOW TO HOVER
1. Apply right pedal to stay centered and avoid drifting. Helicopter naturally
MI-8MTV2

2. Use cyclic to remain straight and level (right & aft input).
3. Raise collective very gently to initiate a hover.
rotates to the left
4. Hovering is hard at first. Failure to predict the helicopter’s
HIP

reaction after cyclic input will often result in you dancing the
French Cancan for a looong long time. Think of it like doing
plate-spinning: you need to put yourself in a position of
equilibrium, so you always need to think one step ahead.
5. Hold the “TRIMMER” button (on your cyclic) and your stick
will remember that “hover” position. Keep in mind that trim
works a bit differently from a plane’s trimming.
6. Anticipate the rotorcraft’s reaction when you trim.

Hover and Low Speed

Control Indicator Right Anti-Torque pedal input
• Vertical Speed: m/s
• Horizontal Speed: km/h is required to counter torque
PART 6 – TAKEOFF

86
 TAKING OFF
NOTE: There are many ways to takeoff in a Mi-8. The best way is generally a function of your loadout, weight
MI-8MTV2

and mission.

1. Check that all your engine and transmission gauges (pressure & temperature) are within safe operation
HIP

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

Vertical Takeoff with Acceleration In Ground Effect 87

MI-8MTV2 TAKING OFF
HIP

Vertical Takeoff with Acceleration In Ground Effect

Running Takeoff
PART 6 – TAKEOFF

Vertical Takeoff with Acceleration Out of Ground Effect

Running Nose Gear Takeoff 88

 VISUAL LANDING
NOTE: When you think about it, a helicopter is usually landed like an aircraft: you maintain a descent rate, reach a touchdown point and pull back on your cyclic to bleed
MI-8MTV2

speed and come to a full stop. There are many different types of approaches. Your approach and landing type will depend on the type of LZ (landing zone) and the type of
mission you are doing.
HIP

1) Start descent from 2000 m. Fly towards a reference point on the runway. Pay particular attention to the Vortex Ring State (state in which the helicopter is settling in its
own downwash and gets sucked down, which is caused by a flight profile of forward flight less than ETL (Effective Translational Lift, helicopter is slower than 40 km/h).
VRS is further explained in Part 9: Principles of Helicopter Flight.
2) Use collective and cyclic input to maintain 120 km/h for a descent rate between 3-5 m/s
3) Reduce speed to 60 when you are 100 m: you will start feeling excess lift being generated by ground effect. Adjust collective to keep a straight trajectory towards your
reference point while reducing airspeed.
4) You should reach your reference point in a 3 m hover. Use your cyclic to come to a full stop, and raise your collective to “cushion” the sudden drop caused by the loss of
translational lift (which is caused by the loss of airspeed).
5) Once you have come to a full stop in a 3 m hover, you can slowly reduce collective to safely land on the ground.
PART 7 – LANDING & SHUTDOWN

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

89
 Plan the turn to final so the helicopter rolls out on an imaginary
extension of the centerline for the final approach path. This
path should neither angle to the landing area, as shown by the
helicopter on the left, nor require an S-turn, as shown by the
helicopter on the right.
MI-8MTV2
HIP

Rapid deceleration or quick stop

PART 7 – LANDING & SHUTDOWN

Steep approach to a hover

Shallow approach and running landing

90
 VGS (Ground Speed) = 160 km/h
MI-8MTV2

VS (Vertical Speed) = 2-3 m/s

Approach Ground Speed (AGS) = 150 km/h
HIP

Roll Angle = 10 deg

PART 7 – LANDING & SHUTDOWN

Straight In Approach with a Teardrop Procedure Turn Diagram 91

 MI-8MTV2
PART 7 – LANDING & SHUTDOWN HIP

Tight Rectangle Pattern Diagram

92
 MI-8MTV2
PART 7 – LANDING & SHUTDOWN HIP

Wide Rectangle Pattern Diagram

93
 ENGINE SHUTDOWN
1. Aircraft position – Into the Wind
MI-8MTV2

2. Parking Brake – Set

3. Chocks – As required
HIP

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

13. AC generators 1, 2 – OFF

14. Throttle – FULL LEFT (IDLE 2 MIN)
15. Fuel Shutoff Levers – Closed
16. Engine coast down – 50 seconds minimum
17. Rotor brake – As required (< 20 % Nr)
18. Fire EXT system – TEST (DOWN)
19. Fuel fire shutoff valves – OFF (0 % N1)
20. Fuel boost pumps – OFF
21. Fuel Indicator gauge – OFF
22. Instrument transformer switch – OFF
23. 115V & 35V inverter – OFF (CENTER)
24. Anti-collision light – OFF
25. Miscellaneous switches – OFF
26. Radar Altimeter – OFF
27. Parking brake – RELEASE
28. Cockpit/Instrument lights – OFF
29. DC selector knob – OFF
30. Batteries 1 and 2 - OFF

94
 SECTION STRUCTURE
MI-8MTV2

• POWERPLANT
• TV3-117VM Powerplant Introduction
HIP

• Engine Controls
• Engine Indications
• Engine Operation Limits
• Engine Protection Systems
PART 8 – ENGINES & ANCILLARY SYSTEMS

• N1 Governing Loop
• N2 Governing Loop
• PTIT Limiter
• Generator Failure
• Synchronizer
• PZU: PSS (Particle Separator System) / DPD (Dust Protection Device)
• FUEL SYSTEM
• HYDRAULIC SYSTEM
• ELECTRICAL SYSTEM
• ANTI-ICE SYSTEM
• Overview
• Ice Detection
• Particle Separator System Integration
• Bleed Air & Electrical Heating Components
• Rotor Anti-Ice
• FIRE PROTECTION SYSTEM
• Operation
• Indication & Alarm System Check
• KO-50 KEROSENE COMBUSTION HEATER SYSTEM

95
 POWERPLANT – TV3-117VM ENGINE INTRODUCTION
MI-8MTV2

The Mi-8MTV2 helicopter powerplant consists of two Klimov TV3-117VM free-turbine

turboshaft engines, assisted with the AI-9V APU (Auxiliary Power Unit). The engines
are installed on the fuselage deck in a common nacelle with the oil cooler fan of the
HIP

air cooling system.

The "VM" in TV3-117VM stands for "high altitude, modernized“. It was initially
designed for the Mi-28 helicopter, and later installed also on Mi-8MT/Mi-17 models.
PART 8 – ENGINES & ANCILLARY SYSTEMS

This engine features an automatic switch to emergency power.

96
 Engine N2 Trim Control
POWERPLANT – ENGINE CONTROLS
The engine control system includes a manual adjustment for N2
MI-8MTV2

Joint engine operation is controlled using the twist grip throttle control on the pilot or copilot collective RPM. The pilot introduces trim changes with the INCR-DECR
sticks. The engines are controlled individually by the pilot’s engine condition levers (ECLs). If one engine switch on the collective stick.
fails when the engines are operating at power settings above flight idle, as long as the collective pitch
HIP

remains unchanged, the droop compensator will engage and automatically bring the operating engine to The switch is a three-position type and is held in the INCR (UP)
MAX RATED (or Emergency) Power Setting to maintain the main rotor RPM. If the automatic control position to increase the power turbine speed or down to the
systems fail, the engine power setting can be controlled by manual adjustment of the twist grip throttle, DECR position to decrease the power turbine speed.
the collective pitch, and the engine condition levers to maintain the main rotor RPM.
PART 8 – ENGINES & ANCILLARY SYSTEMS

The trim adjustment range is from 91 +/- 2 % to 97 +2/-1%.

Engine control is mostly automated and the pilot typically adjusts power settings with the collective while
the throttle twist grip is rarely used at all unless in emergency situations. The Engine Condition Levers (ECL) and manual trim control are
used to control engines during engine testing and during special
Left Engine Condition flight conditions (i.e. single engine failure) to adjust the Main
Lever (ECL) Rotor RPM (NR) to 95 %RPM, which is the nominal value it
Middle: Normal Operation should be running at.
Right Engine Condition
Lever (ECL)
Middle: Normal Operation

Throttle / Corrector
Collective (Twist Grip)

97
 POWERPLANT – ENGINE INDICATIONS Main Rotor Tachometer
(% max RPM)
MI-8MTV2

The four engine indications you should keep an eye on at all

times are:
• N1 (Gas Turbine Speed) – used to monitor health and
HIP

power setting of the engine Main Rotor Pitch Angle (deg)

• NR (Main Rotor Speed) – used to monitor rotor
overspeed or underspeed
• EPR (Engine Pressure Ratio) – used to define reference
PART 8 – ENGINES & ANCILLARY SYSTEMS

power settings for different phases of flight

• PTIT (Power Turbine Inlet Temperature) – must be
monitored to prevent engine overheat EPR: Engine Pressure Ratio
Amber Index: Current Power Setting
O (T) Index: Takeoff Power Setting
H (M) Index: Nominal Power Setting
K (C) Index: Cruise Power Setting
N1 (Gas Turbine / Compressor Rotation Speed in %RPM)

Engine N1 (Gas Turbine/Compressor

Speed) Indicator (% max RPM)
Needle 1: Left Engine
Needle 2: Right Engine

PTIT (Power Turbine Inlet

Temperature) Indicator (x100 deg C)

N2 (Free Power Turbine Rotation Speed in %RPM)

Incidentally, since the Power Turbine drives the Main Rotor shaft, in
normal operation N2 is equal to the Main Rotor Speed (NR, in %RPM)

98
 Left engine oil pressure (kg/cm2)
POWERPLANT – ENGINE INDICATIONS
Right engine oil pressure (kg/cm2)
MI-8MTV2

Additionally, engine oil and various transmission

gearbox oil indicators must be monitored once in a
while to watch for oil leaks (which are often fatal
HIP

issues if not found quickly, resulting in degraded

transmission performance or even catastrophic
transmission failure).
PART 8 – ENGINES & ANCILLARY SYSTEMS

TOP: Main Transmission Gearbox Oil Pressure (kg/cm2)

LEFT: Intermediate Gearbox oil temperature (deg C)
RIGHT: Tail Rotor Gearbox oil Temperature (deg C)

Main Transmission Gearbox

Left engine oil temperature (deg C) Right engine oil
Oil Temperature (x10 deg C)
temperature (deg C)

1. Oil Cooler Driveshaft

2. VR-14 Main Transmission
3. Tail Rotor Driveshaft
4. Intermediate Gearbox
5. Rear Tail Rotor Driveshaft Section
6. Tail Rotor Gearbox Helicopter Drive System
7. TV3-117M Engine Driveshafts
8. Oil Cooler Fan 99
 Maximum Idle N1/Starting Temperature
POWERPLANT – ENGINE OPERATION LIMITS
MI-8MTV2

Mi-8MTV2 Performance Limitations

Max Takeoff Weight 13,000 kg
HIP

Max Speed 230 km/h

Max Main Rotor Speed 101 % for no more than 20 seconds
PART 8 – ENGINES & ANCILLARY SYSTEMS

Max PTIT (Power Turbine Inlet 880 deg C

Temperature) Normal Operation between 720-750
deg C)
Min Main Rotor Speed 88 % for no more than 30 seconds
Min Main Rotor Speed 70 %
During Autorotation

TV3-117VM Engine Maximum Operating Range Limits

Power Setting MAX PTIT (Power Turbine Max N1
Inlet Temperature) % RPM
Deg C
Max Rated 990 101.0
Takeoff 990 101.0
Max Limited Cruise 955 99.0
Limited Cruise 910 97.5
Cruise 870 95.5

Idle 780 Max Idle N1 Table Value

100
 POWERPLANT – ENGINE OPERATION LIMITS
TV3-117VM Engine Operating Range Table
MI-8MTV2

Power Setting RPM

HIP

Engine Oil Temperature (deg C) MAX Time

N1 NR Oil Pressure
Allowed
(kg/cm2)
(Minutes)
One Engine Two Engines MAX Recommended Min Oil Temp Min Initial
PART 8 – ENGINES & ANCILLARY SYSTEMS

Operating Operating Continuous Operation Oil Temp

IDLE Maximum Idle 40-55 55-70
N1/Starting >2 - - - - 20
Temperature Table
CRUISE N1 must not 95 ± 2 3.5±0.5 150 80-140 70 30 No Limit
exceed:
LIMITED • EPR Power 95 ± 2 3.5±0.5 150 80-140 70 30 No Limit
CRUISE Setting Index for
MAX LIMITED desired power
setting 95 ± 2 3.5±0.5 150 80-140 70 30 60
CRUISE
• Maximum
TAKEOFF Operating Range 93 ± 1 3.5±0.5 150 80-140 70 30 6
Limits (see
MAX RATED previous page) 93 ± 1 - 3.5±0.5 150 80-140 70 30 See NOTE A

Note A - MAX RATED Allowed Time

Exceeding 6 minutes of operating time in the EMER (MAX RATED) /Take Off settings or the time limits for other power
settings, will result in a reduction in engine service life.

Note B – One Engine Operating EPR: Engine Pressure Ratio

When one engine has failed, the operating engine automatically elevates power to MAX Rated available. MAX Rated Amber Index: Current Power Setting
Power operating mode can not be activated for both engines simultaneously. O (T) Index: Takeoff Power Setting
H (M) Index: Nominal Power Setting
In other words, MAX Rated Power operating mode one of two engine can be activated only when the other engine K (C) Index: Cruise Power Setting
failure (i.e. any action of the crew with (for) two simultaneously operating engines can not be set MAX Rated Power).
101
 CHART B: N1 (%) Adjusted for Barometric Pressure
POWERPLANT – ENGINE OPERATION LIMITS
MI-8MTV2
HIP
PART 8 – ENGINES & ANCILLARY SYSTEMS

CHART A: N1 Limits (%) Adjusted for Ambient Temperature

1. Maximum allowed N1 at standard atmospheric pressure

2. MAX RATED Power Area
3. TAKEOFF Power Area
4. MAX LIMITED CRUISE Power Area
5. LIMITED CRUISE Power Area
6. CRUISE Power Area

Note: Apply the N1 (%) established in CHART A to CHART B (N1 Adjusted for
Barometric Pressure) to find the N1 for the power setting required.

Example: To obtain minimum N1 for 24 deg C (a), proceed vertically to the MIN
Take Off power setting diagonals (b). Continue from the intersecting point to the
left to obtain the Minimum N1 (97.2%, c). Maximum N1 is 99.4%.

As per CHART B, for a barometric pressure of 660 mm Hg (or 25.99

102 in Hg), an
adjustment of 2 % N1 is required.
 POWERPLANT – ENGINE OPERATION LIMITS
Main Transmission Maximum Operating Limits Intermediate Gearbox Operating Limit
MI-8MTV2

Oil Pressure (kg/cm2) Oil Temperature (dec C) Oil Temperature (dec C)

HIP

IDLE Mode 0.5 MAX 90 All Power Settings MAX 110

Other Power Setting Mode 3.5 ± 0.5 Recommended 50 – 80
Tail Rotor Gearbox Operating Limit
Min Initial Oil Temperature -15
PART 8 – ENGINES & ANCILLARY SYSTEMS

Oil Temperature (dec C)

Min Oil Temperature Continuous Operation +30
All Power Settings MAX 110
Main Rotor RPM (NR) Limits
Absolute Limits NR (% RPM) Maximum Time Allowed
Max Rated & Takeoff Power 103 % Max 10 sec
Max Rated & Takeoff Power 88 % Min 30 sec
All Settings Above Limited Cruise 101 % Max 20 sec
All Settings Below Limited Cruise 103 % Max 20 sec
Normal Operating Limits NR (% RPM) Maximum Time Allowed
Idle 55 to 70 – two engines 20 minutes
40 to 55 – one engine
Cruise 97 % Max Not Limited
Limited Cruise 97 % Max 60 minutes
Max Limited Cruise 97 % Max 60 minutes
Takeoff 94 % Max 6 to 15 minutes
Max Rated Power 94 % Max 6 to 60 minutes 103
 POWERPLANT – ENGINE PROTECTION SYSTEMS
N1 (GAS GENERATOR/COMPRESSOR) GOVERNING LOOP
MI-8MTV2

During steady-state operation, the N1 regulator, droop compensator, engine governor and temperature limiter automatically control the fuel flow
into the combustion chamber of the engine. Each element affects the fuel flow only during specific conditions:
HIP

• The N1 RPM regulator controls the fuel flow at IDLE power

• The Droop Compensator adjusts the fuel flow at operational power conditions from FLIGHT IDLE up to LIMITED TAKEOFF. This includes flat pitch
descents.
• The Engine Governor system controls maximum fuel flow at LIMITED TAKEOFF and TAKEOFF power.
PART 8 – ENGINES & ANCILLARY SYSTEMS

• The Gas Temperature (PTIT) Limiter system also controls maximum fuel flow at LIMITED TAKEOFF and TAKEOFF power.

The Engine Governor N1 Loop prevents compressor overspeed by reducing the fuel flow to the combustion chamber when the preset maximum RPM
is reached.

The system monitors and corrects the maximum N1 limit by using inputs from:
• N1 RPM transducer mounted on the engine accessory drive
• Pressure readings from a pressure transducer mounted in the cargo cabin
• Temperature readings from the engine inlet temperature probe

The Temperature Limiter actuator (IM-3A) controls the amount of fuel reduction.

104
 POWERPLANT – ENGINE PROTECTION SYSTEMS
N2 (FREE POWER TURBINE) GOVERNING LOOP
MI-8MTV2

The Engine Governor N2 Loop automatically activates and shuts down the engine in the event of power turbine
overspeed (118 +/- 2 % N2 RPM). The N2 loop uses the input from a pair of N2 transducers mounted in the aft support
HIP

housing to determine actual N2 speed. The emergency fuel shutoff valve cuts off the fuel flow into the combustion
chamber and the engine shuts down if the maximum N2 speed is reached. A power boost circuit is included in the
governor system to allow maximum power for emergency takeoff with one engine.
PART 8 – ENGINES & ANCILLARY SYSTEMS

In a climb at maximum continuous power with a constant collective pitch angle, the main rotor RPM is automatically
maintained at 95±2% up to a limited altitude. Further climb will result in the main rotor RPM drooping as engine
power output is reduced due to compressor RPM limits imposed by the engine governor system. Maintain main rotor
RPM above 92% by gradually reducing collective pitch as main rotor RPM begins to droop. The maximum continuous
power limitations begin to affect main rotor RPM at 1000 - 1500 m.

In a climb at cruise power with a constant collective pitch angle, the main rotor RPM is automatically maintained
constant up to an altitude of 2000 - 2500 m.

In a climb at takeoff power with constant collective pitch angle, the main rotor RPM is not maintained automatically.
Maintain main rotor RPM in the 92-94% range by gradually reducing collective pitch as altitude increases.

In transitional maneuvering, the main rotor RPM is automatically maintained at 95± 2% only within a limited rate of
collective application:
• When increasing collective, no less than 5 seconds from 1 - 3° collective pitch up to the pitch angle establishing
takeoff power.
• When reducing collective, no more than 1°/sec from any starting collective pitch angle

Collective input rates above these limits can lead to main rotor RPM drooping below the minimum allowable limit
(88% NR) when increasing collective or overspeed the main rotor above the maximum allowable limit (103% NR)
when reducing collective.

Note: If main rotor RPM runs outside 95±2%, adjust collective to return RPM to the normal range.

105
 POWERPLANT – ENGINE PROTECTION SYSTEMS
PTIT (POWER TURBINE INLET TEMPERATURE) LIMITER
MI-8MTV2

When the Power Turbine Inlet Gas Temperature (PTIT) reaches 985±5°C, the temperature limiter begins to send
signals to the temp limiter actuator. The RT LEFT (or RIGHT) ON caution light on the pilot’s left side console
HIP

begins to flash.

As the PTIT continues to increase, the signal pulse duration and the flashing speed of the caution light also
increases. This results in increased fuel spillage from the throttle control chamber through the temp limiter
PART 8 – ENGINES & ANCILLARY SYSTEMS

actuator, decreasing the amount of fuel fed to the combustion chamber.

The gas temperature limits at all power settings are between 980 and 990°C. The fuel control includes a slide
valve that blocks the actuator if the temperature limiter fails.

If the temperature limiter sends a constant false signal or a very high temperature signal to the actuator, the
slide valve disengages the actuator when the N1 RPM decreases to 85±1% (overtemperature protection system).

POWERPLANT – ENGINE PROTECTION SYSTEMS

GENERATOR FAILURE

As you start flying the Mi-8 in aggressive manoeuvers, you may find yourself hearing the dreaded ”GENERATOR
FAILURE” aural warning and then lose electrical power (and the autopilot in the process). This is due to an
electrical protection feature that automatically disconnects generators if Main Rotor RPM drops below safety
limits or exceeds maximum limits.

If you happen to run into a GENERATOR FAILURE of your own doing, how do you fix this?

• In case of a Main Rotor underspeed (rotor droop), lower collective to unload the rotor. The RPM will then
increase again. Generators will re-engage automatically again by themselves. However, the autopilot will need
to be restarted manually.
• In general, fly smoothly and avoid sudden RPM drops/rotor drooping in the first place.
• Monitor power usage carefully on the relevant gauges (i.e. EPR Gauge, NR Gauge, N1 Gauge, and PTIT Gauge)
whenever flying at high altitudes in the mountains or with heavy cargo, when rotor overload and RPM drop is
more likely to happen. 106
 POWERPLANT – ENGINE PROTECTION SYSTEMS
SYNCHRONIZER
MI-8MTV2

Since the Mi-8 uses two engines, engine power synchronizers are required to balance joint engine operation; this is performed by engine fuel controls linked by power
synchronizers.
HIP

The power synchronizers measure and compare the compressor delivery pressure of both engines. The engine with the lower delivery pressure (the driven engine)
receives an increase in fuel flow which increases the N1 RPM. This action also causes an increase in the N1 RPM of the engine with the higher compressor delivery
pressure (the driving engine). The droop compensator of the driving engine then reduces the fuel flow and thus, the RPM of the driving engine. The power synchronizers
PART 8 – ENGINES & ANCILLARY SYSTEMS

and droop compensators of both engines counterbalance each other until the compressor delivery pressure of both engines is equal.

The power synchronizer only affects the fuel flow of the driven engine, while the rotor droop compensator affects the driving engine.

If the main rotor RPM surges above 107%, the synchronizer cutoff valve in the engine fuel control disconnects the power synchronizer of the driven engine. The driven
engine drops to flight idle, while the driving engine continues to operate at maximum power.

To adjust and maintain the correct Main Rotor RPM if the power synchronizer disengages, the pilot must manually adjust the collective pitch, twist grip throttle control, or
ECL.

107
 POWERPLANT – PZU
PSS (PARTICLE SEPARATOR SYSTEM) / DPD (DUST PROTECTION DEVICE)
MI-8MTV2

The "PZU" air inlet Particle Separator System (PSS), or Dust Protection Device (DPD), protects the engine inlet during taxi, takeoff, and landing at unprepared airstrips and in
sandy/dusty environments. In addition, the system provides electrical and bleed air anti-ice heating.
HIP

The system mounts on the front of the engine, in place of the nose cone assembly. Each engine has an independent particle separator system. The system begins to operate
when bleed air is supplied to the ejector by opening the flow control valve. When the system is running, suction pulls contaminated air into the inlet duct passages (1).
Centrifugal forces throw the dust particles toward the aft dome surface (2) where they are driven by the air flow through the separator baffles (4). The main portion of the air,
PART 8 – ENGINES & ANCILLARY SYSTEMS

with the dust removed, passes through the duct to the engine air inlet (3). The contaminated air (dust concentrate) is pulled into the dust ejector duct (5) and discharged
overboard (6).

Air Inlet Particle Separator System Functional Diagram 108

 POWERPLANT – PZU
PSS (PARTICLE SEPARATOR SYSTEM) / DPD (DUST PROTECTION DEVICE)
MI-8MTV2

The dust protection system can be armed by setting the ENG DUST PROT switches ON
(UP). Keep in mind that the PSS consumes engine bleed air, which reduces available
HIP

engine power.
PART 8 – ENGINES & ANCILLARY SYSTEMS

Dust Protection System ON Annunciators

When ON, electric shutter opens hot air
flow to PSS ejector for vacuum creation.

LEFT / RIGHT Engine Dust

Protector System Switch

Dust Protection Annunciators

When ON, electrical shutter opens
hot air flow for anti-ice system needs
109
 FUEL SYSTEM
Location of Fuel System Units
MI-8MTV2

The engine fuel system supplies and controls the fuel flow to the
combustion chamber, controls the inlet and compressor variable guide
vanes and air discharge valves, and shuts down the engine in the event
HIP

of power turbine overspeed. The fuel components mounted on the

engine include the fuel control, fuel nozzle/manifold assembly, fuel
boost pump, fuel/drain valve, filters, and an emergency fuel shutoff
valve. The aircraft fuel system supplies fuel to the input of the fuel boost
PART 8 – ENGINES & ANCILLARY SYSTEMS

pump. The fuel boost pump increases the fuel pressure to the required
level and feeds it to the main fuel filter.
1. Service Fuel Cell
2. Right Saddle Tank
3. Left Auxiliary Tank
(Not Available in DCS)
Fuel Quantity Indicator (x100 L) 4. Left Saddle Tank
• Outer scale: reads total fuel quantity
• Inner scale: reads fuel quantity in separate tanks

Fuel Content Selector

• “ВЫК” (OFF) Low Fuel (270 L)
• "СУММА" (TOTAL)
• "Дл" (LEFT MAIN)
Annunciator Light
• "Дпр" (RIGHT MAIN)
• "РАСХ" (SERVICE CELL)
• "Пл" (LEFT AUXILIARY)

Fuel Tank Capacity

Service Fuel Cell 415 liters / 322 kg
Right Saddle Tank 1040 liters / 832 kg
Left Saddle Tank 1130 liters / 904 kg
Auxiliary Tank 895 liters / 694 kg (not simulated) 110
 HYDRAULIC SYSTEM
Location of Hydraulic System Units
MI-8MTV2

The Main hydraulic system serves for feeding of combined control units
(hydraulic boosters) КАУ-30Б (KAU-30B, installed in longitudinal, lateral and
collective pitch control systems) and РА-60Б (RA-60B, lateral control system),
HIP

collective pitch control clutch dumping cylinder, variable lock cylinder (lateral
control).

Hydraulic boosters can operate in two modes:

PART 8 – ENGINES & ANCILLARY SYSTEMS

• Manual control (by pilot)

• Combined control (autopilot on)

The Backup (Standby) hydraulic system duplicates the main hydraulic system; it
performs main system functions in case of the main system failure. The backup
system is activated automatically, if main system pressure drops to 30±5
kgf/cm². In case of main system failure and backup system activation, the
following units are deactivated automatically: autopilot АП-34Б (AP-34B),
collective pitch control clutch dumping system and hydraulic lock. At that,
hydraulic boosters are operated in manual mode only.

1. Hydraulic Units Panel

2. Hydraulic Boosters
3. Main System Hydraulic Pump
4. Charging Connections Panel
5. Backup System Hydraulic Pump
6. Hydraulic Lock Cylinder
7. Collective Pitch Control Clutch Dumping Cylinder
111
 MI-8MTV2
PART 8 – ENGINES & ANCILLARY SYSTEMS HIP
ELECTRICAL SYSTEM

112
 ANTI-ICE SYSTEM
OVERVIEW
MI-8MTV2

Icing conditions have a critical impact on four main

areas of a helicopter:
HIP

• Front glasses of the cockpit (loss of visibility)

• Engine Inlet (loss of power)
• Main Rotor & Tail Rotor Blades (loss of lift)
• Pitot Tubes (loss of air pressure sensors)
PART 8 – ENGINES & ANCILLARY SYSTEMS

Flying in icing conditions requires both a robust ice

detection system and a reliable anti-ice system.

1. Heated Cockpit Glasses

2. Heated parts of air intakes (including Particle
Separator System and engine inlets)
3. Heated parts of Main Rotor Blades Anti-Ice System Overview
4. Heated Parts of Tail Rotor Blades

113
 ANTI-ICE SYSTEM
ICE DETECTION
MI-8MTV2

For detection of icing, warning about helicopter structures icing and automatic energizing of anti-icing system, the Mi-8 is equipped with a radio-isotopic ice detector (RIO-3).
The detecting unit of the ice detector is installed in the fan’s air intake duct. Operation of the ice detection system is based on the variation in conductivity of electric circuit
HIP

section, which is energized by radio-isotope beta-ray emission.

Take note that there is also a visual ice detector installed on the left sliding blister. The rod has red and black vertical stripes (5 mm wide each), which are used as a scale to
evaluate the rate of icing.
PART 8 – ENGINES & ANCILLARY SYSTEMS

Radio-isotopic Visual Ice Detector

Ice Detector Indicates ice accumulation

114
 Diagram of Hot Air Bleed for PSS and Engines’ Inlets anti-ice system and for PSS Needs
ANTI-ICE SYSTEM
PARTICLE SEPARATOR SYSTEM INTEGRATION
MI-8MTV2

The air inlet of the PSS (Particle Separator System) anti-icing system
combines two types of anti-icing:
HIP

• Hot Bleed Air (from combustor cooling loop)

• Electrical Heating

Note: Engine inlets are heated by bleed air only.

PART 8 – ENGINES & ANCILLARY SYSTEMS

1. Anti-Ice System of air intake (intake lip)

2. Electric shutter, opens hot air flow for anti-ice system needs
3. Temperature regulator
4. Electric shutter, opens hot air flow to PSS ejector for vacuum
creation
5. Fitting for bleed air from engine combustor cooling loop
6. Heating of governor pump thermal compensator air receiver
(for correct operation of governor’s system)
7. Heated parts of inlet guide vane (vertical and horizontal
supports)
8. Bleed air for PSS trap heating
9. PSS ejector 115
 ANTI-ICE SYSTEM
BLEED AIR & ELECTRICAL HEATING COMPONENTS
MI-8MTV2

Particle Separator System parts heated by hot bleed air Particle Separator System parts heated by electrical heating elements
HIP
PART 8 – ENGINES & ANCILLARY SYSTEMS

1. Fairing front
2. Nose of fairing support
1. Intake Lip 3. Dust removal pipeline casing
2. Duct surface 4. Fairing back
3. PSS trap 5. Dust exhaust throat

116
 ANTI-ICE SYSTEM
ROTOR ANTI-ICE
MI-8MTV2

Blades of the main rotor and tail rotor are heated by electrical heating elements powered by AC voltage.
• The Main Rotor heating element comprises four sections
HIP

• The Tail Rotor heating element comprises two sections

Sections are energized in cycles. In one cycle:

• The cyclic timer activates heating of every section of the main and tail rotors for 38.5 sec
PART 8 – ENGINES & ANCILLARY SYSTEMS

• The cyclic timer activates cooling of heating elements for 115.5 sec for the main rotor section,
and 38.5 for the tail rotor section.

Heating elements sections are energized in the following sequence:

a) The first sections of the tail rotor blades’ elements are energized along with the sections I and III
of the main rotor blades’ heating elements.
b) The second sections of the tail rotor blades’ elements are energized along with the sections II
and IV of the main rotor blades’ heating elements.
Main & Tail Rotors Blades Anti-Ice System.
Diagram of Heating Elements Location Relative to Blade Profile

Anti-Ice System Consumers Current Selector

Allows you to monitor main rotor blade heating element
currents (sections I-2-3-4-5) and tail rotor blade heating
elements currents.

1. Diagram of Main Rotor

Heating Elements (4 sections)
2. Diagram of Tail Rotor Heating
Elements (2 sections) 117
 a b c d
FIRE PROTECTION SYSTEM
OPERATION
MI-8MTV2

1
As you fly in hostile territory, you may end up with an on-board fire. However, a fire detection, III
indication and extinguishing system can help you stay in the air even if a fire catches aboard the ship. 2
HIP

I. Set Fire Protection System Circuit Breakers ON (UP)

• Indication (СИГНАЛИЗАЦИЯ), First Order Operation (1 ОЧЕРЕДЬ ) and Second 3
Order Operation (2 ОЧЕРЕДЬ) circuit breakers will power the fire detection
PART 8 – ENGINES & ANCILLARY SYSTEMS

indications and the two bottles of fire-extinguisher liquid

I II
4

II. In case of fire, a fire alarm light on the front dash will warn the 1. Lamp indicating FIRE in the protected units (LEFT ENGINE FIRE, RIGHT ENGINE FIRE, KO-
crew 50 FIRE, MAIN ROTOR/FUEL CONSUMED TANK/APU FIRE)
III. Watch the Fire Protection System switchboard on overhead 2. Lamp indicating operation of the first order fire extinguishing system
console to identify fire source and click on the First Order Fire 3. Lamp indicating operation of the second order fire extinguishing system
Extinguishing System push-button for the fire source identified. 4. First order fire extinguishing system pushbutton
• Image on the right shows that BLUE columns are for four different
5. Second order fire extinguishing system pushbutton
detections systems (a = LEFT engine, b = RIGHT engine, c = KO-50
kerosene-combustion heater, d = main rotor transmission, fuel tank 6. Alarm Silence pushbutton
and APU)
• I.e. if a fire is detected in the left engine (red caution light in first Letters mark lamps indicating fire, operation of fire extinguishing system ballons and
column), push the First Order Ex. Button on the first column, first pushbuttons of units fire protection system as following:
row of buttons to empty the first FIRE EX bottle. A – LEFT ENGINE
• When fire is extinguished, the LEFT ENGINE FIRE (ПОЖАР ЛЕВ ДВ) B – RIGHT ENGINE
caution should come off within 10 s but the 1 ORDER (1 ОЧЕРЕДЬ)
C – KO-50 Kerosene Combustion Heater
caution should remain on. To set these cautions OFF, you can use 118
the ALARM SILENCE push-button (ВЫК. СИГНАЛИЗАЦИИ ПОЖАРА) D – MAIN ROTOR transmission, fuel consumed tank and APU
 FIRE PROTECTION SYSTEM
INDICATION AND ALARM SYSTEM CHECK
MI-8MTV2

The procedure explained in the last page is very, very much simplified. For the full procedure, please consult the “7.6 FIRE PROTECTION SYSTEM” section in Belsimtek’s
manual. The previous tutorial assumes that everything is functioning as expected, but real life is not so perfect. Before each flight, you need to monitor the serviceability
HIP

of the fire protection and detection systems (whether they work or not). This is why we have a “Signal Devices Monitoring” panel on the center overhead console.

• The monitoring system is operated by battery bus via the “Fire Protection System
Indication” circuit breaker (ПРОТИВОПОЖАРНАЯ СИСТЕМА СИГНАЛИЗАЦ) and the Positions for connection of signal
PART 8 – ENGINES & ANCILLARY SYSTEMS

“Signal Devices Monitoring” (КОНТРОЛЬ ДАТЧИКОВ) rotary switch (5). Signal devices are devices channels 1-2-3-4-5-6 or
integrated into six monitoring channels, and each of them is connected to its switch monitoring shutting down (OFF)
contact. For monitoring, each switch is required to set the checking channels position
alternately. Signal devices serviceability is shown if the appropriate “Indicating Fire” lamp
(3) is illuminated. Fire Detector Test Annunciator
• Division of the groups of different units signal devices for monitoring channels is given in
the table below:
Monitoring Channels
Monitored Units Lamps ON
I II III IV V VI

Left Engine LEFT ENGINE FIRE

x x x
ПОЖАР ЛЕВ. ДВ.
Right Engine RIGHT ENGINE FIRE
x x X
ПОЖАР ПРАВ ДВ.
Main Rotor Transmission MAIN ROTOR AI-9 FIRE
x x x X
and Service Fuel Cell ПОЖАР РЕДУК. АИ-9
AI-9V (АИ-9В) Engine KO-50 FIRE
x X
ПОЖАР РЕДУК. АИ-9
KO-50 Kerosene- KO-50 FIRE Fire Circuit Check Selector
x x Fire Detector Test Switch
combustion Heater ПОЖАР КО-50
Squib Test Switch
DOWN: Main Bottle
For a more thorough explanation on the fire protection system, please consult this presentation by AlphaOneSix: UP: Reserve Bottle
LINK: https://drive.google.com/file/d/0B-uSpZROuEd3cXJOMU9wS1FOWTA/view?usp=sharing 119
 2 KO-50 Control Panel
KO-50 KEROSENE COMBUSTION HEATER SYSTEM
MI-8MTV2

The KO-50 Kerosene Combustion Heater system is mainly used to heat the cabin and
cockpit. 1 6
HIP

The heater operates in the following way: after heater is started, in the combustion
chamber the kerosene-air mixture is being burned and exhaust gas is being removed
through the exhaust nozzle. Heat from the combustion warms up the calorifer. The airflow
from a fan moves through calorifer, air warms up in the process and us then fed to the
PART 8 – ENGINES & ANCILLARY SYSTEMS

helicopter’s cockpit.

The heater can operate either in automatic, manual or ventilation mode. 3

4 5
• When heater is operating in automatic mode, the temperature, set by the temperature
knob, is being maintained constant.
• Manual control is used for maximum or medium heating output modes. The recirculation
1. KO-50 Start Button
mode is used to speed up the heating of the cabins during winter conditions by using air
2. KO-50 Status Panel
from the cargo cabin.
• PREHEATER indicates engagement of the fuel preheater
• IGNITION indicates operation of the igniter
• COMBUST HTR ON: KO-50 is operating
Location of the 3. KO-50 Modes Switch
KO-50 Heater • MANUAL
• NEUTRAL
• AUTO
4. PRIME-HIGH-MEDIUM Output Mode Selector
• HIGH and MEDIUM heat output modes
• PRIME is used for system maintenance (not simulated)
5. Fan Switch
6. Temperature Control Knob

120
 FORCES: TORQUE, TRANSLATIONAL & VERTICAL LIFT
IN A NUTSHELL…
MI-8MTV2

In a hover, you will most likely generate vertical lift only since the lift vector is pointing upwards. However, if you push
your nose down and gain horizontal speed, you will notice that you will generate much more lift as you gain speed. This
is called “Translational Lift”: your blades gain much more lift efficiency as you accelerate.
HIP

You might also wonder why you need to apply right pedal when you are hovering. This is simply to counter the torque
created by the main rotor blades’ rotation in the yaw axis. In a prop airplane, the torque will force you to use pedal on
takeoff to stay straight. The same principle applies for a helicopter, but in a different axis.

Translating tendency is a left lateral movement of the helicopter that is a combination of tail rotor thrust and main rotor
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

torque; translating tendency is countered with right cyclic.

A tail rotor is designed to produce thrust in a direction opposite torque. The
thrust produced by the tail rotor is sufficient to move the helicopter laterally.

The airflow pattern for 1-5 knots of forward airspeed. Note how the downwind vortex is beginning
to dissipate and induced flow down through the rear of the rotor system is more horizontal.

The airflow pattern for 10-15 knots. At this increased airspeed, the airflow continues to become more horizontal.
The leading edge of the downwash pattern is being overrun and is well back under the nose 121
of the helicopter.
MI-8MTV2 GYROSCOPIC PRECESSION
IN A NUTSHELL…
The spinning main rotor of a helicopter acts like a gyroscope. What we call “gyroscopic precession” is the resultant action or deflection of a spinning object when a force is applied to this object. This
action occurs 90 degrees in the direction of rotation from the point where the force is applied, like on a rotating blade.
HIP

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

122
 IN A NUTSHELL…
RETREATING BLADE STALL & DISSYMMETRY OF LIFT Did you ever wonder why your helicopter can never stay straight when you
center your cyclic stick? The reason why you always need to hold your stick to
In forward flight, the relative airflow through the main rotor disk is different on the advancing and retreating your left and towards you is because the lift generated by your rotor blade is
MI-8MTV2

side. The relative airflow over the advancing side is higher due to the forward speed of the helicopter, while not equal everywhere on your blades. Therefore, the lift profile is not
the relative airflow on the retreating side is lower. This dissymmetry of lift increases as forward speed symmetric. “Lift dissymmetry” is just other fancy ways to refer to this
increases. To generate the same amount of lift across the rotor disk, the advancing blade flaps up while the phenomenon.
HIP

retreating blade flaps down. This causes the AOA to decrease on the advancing blade, which reduces lift, and
increase on the retreating blade, which increases lift. “Retreating Blade Stall” is a major factor in limiting a helicopter's maximum
forward airspeed. Just as the stall of a fixed wing aircraft wing limits the low-
At some point as the forward speed increases, airspeed flight envelope, the stall of a rotor blade limits the high-speed
the low blade speed on the retreating blade, potential of a helicopter.
and its high AOA cause a stall and loss of lift.
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

Retreating blade stall is a major factor in limiting

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

Thus, retreating blade stall is encountered at a

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

123
 OGE VS IGE: UNDERSTANDING GROUND EFFECT
Ground effect is the increased efficiency of the rotor system caused by interference of the airflow when near the
MI-8MTV2

ground. The air pressure or density is increased, which acts to decrease the downward velocity of air. Ground effect
permits relative wind to be more horizontal, lift vector to be more vertical, and induced drag to be reduced. These IN A NUTSHELL…
conditions allow the rotor system to be more efficient. Ground Effect is what gives you additional lift when you are flying close
HIP

to the ground. A hover, for instance, is much easier to maintain close

Maximum ground effect is achieved when hovering over smooth hard surfaces. When hovering over surfaces as tall to the ground torque-wise since ground effect is nullified at higher
grass, trees, bushes, rough terrain, and water, maximum ground effect is reduced. Rotor efficiency is increased by altitudes.
ground effect to a height of about one rotor diameter (measured from the ground to the rotor disk) for most
helicopters. Since the induced flow velocities are decreased, the AOA is increased, which requires a reduced blade Ground effect is specially important on missions where you need to fly
pitch angle and a reduction in induced drag. This reduces the power required to hover IGE. NOE (Nap-Of-Earth, where even lawnmowers dare not set foot).
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

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

REDUCED ROTOR TIP

VORTEX

124
 VORTEX RING STATE (VRS)
Vortex ring state describes an aerodynamic condition in which a helicopter may be in a vertical descent with 20 percent up to
MI-8MTV2

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

In a normal out-of-ground-effect (OGE) hover, the helicopter is able to remain stationary by propelling a large mass of air
down through the main rotor. Some of the air is recirculated near the tips of the blades, curling up from the bottom of the
rotor system and rejoining the air entering the rotor from the top. This phenomenon is common to all airfoils and is known as
tip vortices. Tip vortices generate drag and degrade airfoil efficiency. As long as the tip vortices are small, their only effect is a
small loss in rotor efficiency. However, when the helicopter begins to descend vertically, it settles into its own downwash,
which greatly enlarges the tip vortices. In this vortex ring state, most of the power developed by the engine is wasted in
PART 9 – PRINCIPLES OF HELICOPTER FLIGHT

circulating the air in a doughnut pattern around the rotor.

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

WHY SHOULD YOU CARE?

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

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

Countering VRS is easy if you pay attention to your airspeed and descent rate. Once you enter VRS, raising the collective
(which is instinctively what someone would do) will do nothing at best, or aggravate the situation at worst. To reduce the
descent rate, you need to get out of that column of disrupted air. You counter VRS by pointing the nose down (or in any VRS: VERIFY DESCENT RATE & SPEED
direction) to pick up some speed and get away from these nasty vortices.
Note: Many pilots confuse VRS with the inertia of your machine. If you come in too fast and raise your collective too slowly, it
is to be expected that you will crash.
125
 AUTOROTATION
Autorotation is a flight state where your engine is disengaged from the rotor system and rotor blades are driven solely by the upward flow of air through the rotor. It can be caused by engine
MI-8MTV2

malfunction or engine failure, tail rotor failure or a sudden loss of tail rotor effectiveness.
HIP

1. While descending, establish 70-80 km/h IAS, lower

collective to maintain safe rotor RPM (collective fully
down)
2. At 35-50 m altitude, increase pitch to 10 degrees
above horizon
3. At 20-30 m altitude, raise collective to reduce rate of
descent. This requires precise control and timing.
4. At 4-6 m altitude, set landing pitch attitude.
5. Landing
6. Short landing run to complete stop.
Approach to landing, power off
PART 10 – AUTOROTATION

126
 AUTOROTATION – CORRECTIVE ACTIONS
WHY SHOULD YOU WANT TO SIMULATE AUTOROTATION?
MI-8MTV2

Real life does not come with a “re-spawn” button. Life is imperfect: there is always a chance that you could lose engine power for a million reasons. In the world of DCS, odds are that you will be sent
HIP

on dangerous (read: SUICIDAL) missions. Forget about milk runs: combat landings, close gunship support, CSAR… there are very high chances that you will be fired upon. With so much crap flying in
the air, you are bound to get zinged by something. This is why if you enter in an autorotation state, you MUST know what you do.

HOW TO SIMULATE AUTOROTATION

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

AUTOROTATION RECOVERY EXAMPLE:

1) Find a good place to land first and make sure you are at 1000 m or more.
2) Simulate engine loss of power by reducing throttle to IDLE.
3) Push TRIM RESET switch
4) Apply left anti-torque pedal to center the helicopter, lower collective and pull up cyclic to compensate for sudden RPM loss: make sure the power turbine reaches 90-100% RPM.
5) Adjust cyclic for a constant descent at 100-120 km/h
6) Maintain 90-100 % RPM and 100-120 km/h airspeed.
PART 10 – AUTOROTATION

7) RECOVERY MODE: TOUCHDOWN (no power, continue descent and land)

a) Once condition at step 6) is respected , continue descent and do not touch throttle.
b) At 100 m AGL, apply aft cyclic to level out and decelerate to 70 km/h for a vertical landing or 100 km/h for a running landing. Descent rate should be around 5-8 m/s.
c) At 15-10 m AGL, start flaring and raise collective with decision to cushion the landing: not too fast, not too slow. Keep in mind that you have wheels, not skids. This will be very helpful on
landing. Tap your brake lever to slow down once you are on the ground.

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

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

127
 MI-8MTV2
PART 10 – AUTOROTATION HIP

128
MI-8MTV2
HIP
PART 11 – MISSION TYPES & OPERATION

FOR NIGHT OPERATIONS:

NIGHT VISION GOGGLES CONTROLS
ON/OFF: RSHIFT + H
BRIGHTNESS + : RCTRL + RSHIFT + H
BRIGHTNESS - : RALT + RSHIFT + H
129
MI-8MTV2 FLIGHT ENVELOPE: HEIGHT VS SPEED & “DEAD MAN’S CURVE”
All helicopters carry an operator’s manual that has an airspeed versus altitude chart similar to this one. The shaded area on this chart must be avoided. It is often
referred to as the “dead man’s curve” and “avoid curve”. Proper manoeuvres for a safe landing during engine failure cannot be accomplished in these areas.
HIP

Height
(m)
PART 11 – MISSION TYPES & OPERATION

Speed
(km/h)

130
 FLIGHT MODES
Mission planning is a crucial part of flying helicopters. Airmobile operations will often require you to drop troops at a designated LZ (landing zone). The flight path to reach this LZ should be as
MI-8MTV2

safe as possible. The Mi-8 can neither fly fast nor high, therefore his safest routes will often be as close to the ground as possible in order to avoid detection and use terrain to mask his approach.
“NOE” is what pilots call “Nap-of-the-Earth”, a very low altitude flight mode done in a high-threat environment. NOE flying minimizes detection and vulnerability to enemy radar.
HIP
PART 11 – MISSION TYPES & OPERATION

131
 MI-8MTV2
PART 11 – MISSION TYPES & OPERATION HIP
FORMATIONS

132
 TROOP DEPLOYMENT Transport helicopters are called “slicks”. Since slicks carry
troops and are not heavily armed, they are often escorted
by gunships.
MI-8MTV2
HIP
PART 11 – MISSION TYPES & OPERATION

133
 HOW TO LOAD AND DROP TROOPS (CTLD SCRIPT)
1. Land next to ground troops
MI-8MTV2

2. Press “\” to open the main menu

3. Press “F10” to select Other
4. Press “F3” to select CTLD
HIP

5. Press “F1” to select Troop Transport

6. Select troops you want to load by pressing
either “F3”, “F4”, “F5” or “F6”.
7. To Unload / Extract Troops, repeats steps 2)
through 5), then press “F1”
PART 11 – MISSION TYPES & OPERATION

7a

4 6a

6b
134
7b
 SLING LOADS b d
a. Land next to cargo crates
MI-8MTV2

b. Press “\” to open the main menu

c. Press “F6” to select ALL CARGOS
d. Press the key specified to choose the cargo you will pick. Its location will be identified by a
c
HIP

red smoke.
e. Hover about 10 ft (approx. 3 meters) above the target. The Flight engineer will give you
corrections (i.e. “Forward, Left.”) Consult the Doppler Hover & Low Speed Control Indicator
for help.
f. Press External Cargo Hook key binding (RCtrl+Rshift+L) to request a ground crew to attach
cargo to the hoist cable.
PART 11 – MISSION TYPES & OPERATION

Cargo selection menu appearance depends on distance to cargo

135
 SLING LOADS
e. Hover about 10 ft (approx. 3 meters) above the target. e
MI-8MTV2

The Flight engineer will give you corrections (i.e.

“Forward, Left.”) Consult the Doppler Hover & Low
Speed Control Indicator for help.
HIP

f. Press External Cargo Hook key binding (RCtrl+RShift+L) to

request a ground crew to attach cargo to the hoist cable.
PART 11 – MISSION TYPES & OPERATION

Hover and Low Speed

Control Indicator

136
 SLING LOADS
g. When the Flight Engineer tells you “Take Tension”, raise
MI-8MTV2

collective to gain altitude and create tension on the

hoist cable. You will then be able to fly away with the
sling load.
HIP

h. You can press “3” to select the Flight Engineer, which

will now be relocated in the aft cabin, watching over
the cargo hoist.
i. When you fly, be mindful of the pendulum effect the
cargo will have. Do not make hard turns or the hoist
cable will snap.
PART 11 – MISSION TYPES & OPERATION

j. To drop cargo, maintain a hover above drop zone

k. On the collective, flip the DROP CARGO safety switch,
then unhook the cargo by pressing the External Cargo
Tactical Unhook key (RCtrl+Rshift+RAlt+L) binding to
detach cargo.
j

k
e

g 137
 WEAPONS – INTRODUCTION
It is quite interesting to see how the Mi-8 was not originally built as a gunship. Mi-8s were first used for combating the insurgents in Afghanistan long before the Soviet
invasion. These helicopters were operated by the Government troops. The first Soviet Mi-8T squadron was deployed in Afghanistan in the summer of 1979. At first it did not
MI-8MTV2

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

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

You have the following weapon types at your disposal:

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

B-8V2OA Rocket Pod

20 x S-80FP2 Rockets

FAB-250 Bomb
UPK-23-250
Gun Pod GUV 9-A-800 Grenade GUV YakB GSHP
Launcher Pod 138
MI-8MTV2 WEAPONS CHART (CREDITS TO CHIC FROM THE 229TH)
HIP
PART 12 – WEAPONS & COUNTERMEASURES

139
 WEAPONS – AIMING RETICLE
Here is a nice aiming tutorial created by “Teach Yourself DCS”.
https://www.youtube.com/watch?v=ijy1l34GhjE
MI-8MTV2
HIP

Gunsight Brightness Control

PART 12 – WEAPONS & COUNTERMEASURES

Right UPK/GUV Gun Pod

ammo counter

Left UPK/GUV Gun Pod

ammo counter

GUV Gun Pod

7.62 mm ammo counter

140
 MI-8MTV2
PART 12 – WEAPONS & COUNTERMEASURES HIP
WEAPONS – AIMING RETICLE

141
 HOW TO FIRE UPK-23-250 GUN PODS
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Set Payload Management Selector to POD I

4) Set Weapon Selector Switch to УПК/UPK (UP)
HIP

5) Turn Main Weapons Power ON (UP) 6

6) Press “Weapon Release” button (Spacebar) 1
PART 12 – WEAPONS & COUNTERMEASURES

Loaded Hardpoints

Gun Pod ARMED

2

Weapon Selector Switch

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

Loaded Hardpoints
Red = ARMED

142
3
 MI-8MTV2
PART 12 – WEAPONS & COUNTERMEASURES HIP
HOW TO FIRE UPK-23-250 GUN PODS

143
 HOW TO FIRE GUV GUN PODS – 9-A-624/622 MACHINEGUN VARIANT
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Set Payload Management Selector

to ГУВ (GUV)
HIP

2
1
PART 12 – WEAPONS & COUNTERMEASURES

Red = ARMED

Loaded Hardpoints

144
 HOW TO FIRE GUV GUN PODS – 9-A-624/622 MACHINEGUN VARIANT
4) Select desired firing mode (burst firing mode ON Loaded Hardpoints Guns ARMED
or OFF) and burst fire length if burst firing mode is
MI-8MTV2

selected.
5) A) Select desired GUV gun mode
GUV gun pod burst length (in seconds)
HIP

• 800/624 for 12.7 mm guns

• 622 for 7.62 mm guns Ex: 0.40 is a burst length of 0.40 seconds
B) If 12.7 mm guns are selected, press reload 4
keys for left and/or right pods (can be set to I, II
or III, it doesn’t matter). 7
6) Select GUV 624/622+800 switch (DOWN)
PART 12 – WEAPONS & COUNTERMEASURES

7) Turn Main Weapons Power ON (UP)

8) Press “Weapon Release” button (Spacebar)

GUV Fire Burst Cutoff Switch

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

5A

GUV gun pod Firing Mode Selectors

800: 30 mm grenade launcher
(outer stations)
800/624: GShG-12.7 mm mg pods
or 30 mm grenade launcher if equipped
622: GShG-7.62 mm machine-gun

LEFT/RIGHT YakB-12.7 mm 145

5B
Gun Reload
MI-8MTV2 HOW TO FIRE GUV GUN PODS – 9-A-624/622 MACHINEGUN VARIANT
HIP
PART 12 – WEAPONS & COUNTERMEASURES

146
 HOW TO FIRE GUV GUN PODS – 9-A-800 GRENADE LAUNCHER VARIANT
1) Turn ON weapon system breakers
MI-8MTV2

2) Turn ON Master Arm on roof panel

3) Set Payload Management Selector to ГУВ (GUV)
HIP

1
PART 12 – WEAPONS & COUNTERMEASURES

Loaded Hardpoints

Red = ARMED 147

 HOW TO FIRE GUV GUN PODS – 9-A-800 GRENADE LAUNCHER VARIANT
4) Select desired firing mode (burst firing mode ON or OFF) and Grenade Launcher
Loaded Hardpoints ARMED
MI-8MTV2

burst fire length if burst firing mode is selected.

GUV gun pod burst length (in seconds)
5) Select desired GUV gun mode
Ex: 0.40 is a burst length of 0.40 seconds
• 800 for grenade launchers
HIP

6) Select GUV 800 switch (UP) 4

7) Turn Main Weapons Power ON (UP)
8) Press “Weapon Release” button (Spacebar)

GUV Fire Burst Cutoff Switch 7

UP: Burst Firing Mode ON 4
PART 12 – WEAPONS & COUNTERMEASURES

DOWN: Burst Firing Mode OFF

GUV gun pod Firing Mode Selectors 5

800: 30 mm grenade launcher
(outer stations)
800/624: GShG-12.7 mm mg pods
or 30 mm grenade launcher if equipped
622: GShG-7.62 mm machine-gun

148
MI-8MTV2 HOW TO FIRE GUV GUN PODS – 9-A-800 GRENADE LAUNCHER VARIANT
HIP
PART 12 – WEAPONS & COUNTERMEASURES

149
 HOW TO FIRE ROCKETS 4
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

5
3) Set Payload Management Selector to POD I
4) Select desired Rocket Burst Quantity
HIP

5) Select rocket pod stations (ABT = AUTO)

6) Select ROCKET (PC/RS) firing mode (DOWN)
2
PART 12 – WEAPONS & COUNTERMEASURES

3
Red = ARMED 6

150
 HOW TO FIRE ROCKETS
7) Press PUS Fire Control Unit Power Switch for 1-2 Loaded Hardpoints
seconds
MI-8MTV2

8) Turn Main Weapons Power Switch ON (UP)

9) Press “Weapon Release” button (Spacebar) Rockets ARMED
HIP

PUS ARMED
PART 12 – WEAPONS & COUNTERMEASURES

PUS Fire Control

Power Switch 8

Main Weapons
Power Switch
UP = ON

151
 MI-8MTV2
PART 12 – WEAPONS & COUNTERMEASURES HIP
HOW TO FIRE ROCKETS

152
 HOW TO DROP BOMBS
Bombing in the Mi-8 is quite an art. One of the peculiarities of the bombing system is that there is a release order. Bombs HAVE to drop in a sequence that makes sense
because a helicopter is an extremely unstable machine. The farther from the center of gravity of your helicopter a payload is, the bigger the effect it will have on your stability.
MI-8MTV2

From a physical perspective, it is better for your helicopter’s stability to drop the bombs that will make you more unstable first, right? This is why bombs have a sequence drop:
outer bombs will drop first (stations 6 & 1), then the central bombs (stations 5 & 2) and finally the inner bombs that are the closest to the airframe (stations 4 & 3).
HIP

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

Stations 153
 HOW TO DROP BOMBS
But… but… what if I am carrying other things than bombs? Good point! This is where the “Payload Profile Selector” comes in handy.
MI-8MTV2

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

from the outer stations.

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

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

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

III Bomb Bomb Rocket Rocket Bomb Bomb

IV Bomb Rocket Rocket Bomb

V Bomb Bomb Bomb Bomb

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

154
 HOW TO DROP BOMBS (B/G/G/G/G/B Configuration)
1) Turn ON weapon system breakers
2) Turn ON Master Arm on roof panel
MI-8MTV2

3) Set ESRB control box to OFF (LEFT) 1

4) Select bomb station release by right clicking on the
HIP

ESRB selector and choosing “I” for single bomb drop.

Mode “I” will drop a single bomb from the default
bomb drop sequence.
5) Set ESRB control box to ON (RIGHT).
PART 12 – WEAPONS & COUNTERMEASURES

4
3 5

155
Red = ARMED
 HOW TO DROP BOMBS (B/G/G/G/G/B Configuration)
6) Select payload profile II
7) Turn Main Weapons Power ON
MI-8MTV2

8) Bomb arming switch ON (UP).

9) Drop bombs using the “Release Bomb” switch
HIP

(B). Do not confuse with “Weapons Release”.

DROP SEQUENCE:
6-1-5-2-4-3 9
PART 12 – WEAPONS & COUNTERMEASURES

Bombs ARMED

Loaded Hardpoints

156
MI-8MTV2 HOW TO DROP BOMBS (B/G/G/G/G/B Configuration)
HIP
PART 12 – WEAPONS & COUNTERMEASURES

157
 HOW TO DROP BOMBS – IN CONCLUSION
There are many ways to drop bombs. You can release a bomb from any pylon if you want to, but the procedure is not instinctive and I think it confuses most players more
than they help them. Rather than operate the ESRB in a complicated way for a given loadout, I would rather choose my own loadout and choose an easy way to drop
MI-8MTV2

bombs that is instinctive and idiot-proof.

HIP

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

Easy as pie.
PART 12 – WEAPONS & COUNTERMEASURES

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

DCS Mi-8 Manual:

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

158
 HOW TO AIM WITH A GUNNER LEFT GUNNER CONTROLS
TAKE LEFT GUNNER POSITION: 4
SET AI ROE (RULE OF ENGAGEMENT): L_CTRL+LWIN+4 Toggle: LWIN+H
MI-8MTV2

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

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

3) You can toggle the CREW STATUS window (AI Panel) by pressing

4)
“LWIN+H”
By default, the gun will follow where you look in trackIR. If you prefer
REAR GUNNER CONTROLS
to aim with the mouse (recommended), press “LALT+T” (TrackIR (NOT SELECTABLE)
SET AI ROE (RULE OF ENGAGEMENT): L_CTRL+5
Aiming ON/OFF binding). The mouse will then take over. SET AI FIRING BURST LENGTH: L_SHIFT+5
5) Fire using the MACHINEGUN FIRE button (SPACE) available in the MI- AI AUTOPILOT ON/OFF: RALT+A
8MTV2 GUNNER Options Control menu or your left mouse button. SHOW GUNNER PANEL HINTS: RALT+RSHIFT+K
PART 12 – WEAPONS & COUNTERMEASURES

159
 STORES EMERGENCY JETTISON (PILOT)
1
MI-8MTV2

In case of emergency jettison from the pilot’s seat, all stores will be
jettisoned independently on store types.
HIP

1) Turn ON weapon system breakers

2) Turn ON Master Arm on roof panel
3) Set your Bomb Arming switch to the desired setting for bomb
jettison (recommended: OFF)
PART 12 – WEAPONS & COUNTERMEASURES

Loaded Hardpoints

Red = ARMED

160
MI-8MTV2
STORES EMERGENCY JETTISON (PILOT)
4) Turn Main Weapons Power ON
5) If bombs are armed, set the Jettison “Explode” switch to
ARMED (UP). If bombs are disarmed, set Jettison “Explode”
HIP

switch to DISARMED (OFF).

6) Jettison ordnance by flipping the “Bomb Pod Release” Jettison
switch to UP (ON).
7) Confirm that ordnance has been jettisoned properly with the
annunciator lights
PART 12 – WEAPONS & COUNTERMEASURES

4
5 6a
Bombs Disarmed

Emergency Jettison Bombs Armed Annunciator

Jettisoned
Hardpoints
7

5 6a
Bombs Armed
6b
6b

161
 STORES EMERGENCY JETTISON (COPILOT) Jettison Profile
1 Profile I "all rocket launcher" – nothing will be
MI-8MTV2

If emergency jettison is performed from the co-pilot’s seat, ordnance jettisoned

will be dropped as per the Jettison Profile option selected. Profile II "all bombs" – jettison impulse is sent
to external hardpoints 1, 6, 5, 2, 4 and
HIP

1) Turn ON weapon system breakers 3 simultaneously

2) Turn Main Weapons Power ON
3) Turn ON Master Arm on roof panel Profile III "bombs- rocket launchers" – jettison
4) Set your Bomb Arming switch to the desired setting for bomb impulse is sent to external hardpoints
jettison (recommended: OFF) 1, 6, 2, and 5 simultaneously
5) Select desired Jettison Profile (in our case we will choose profile V
Profile IV "bombs- rocket launchers" – jettison
since we just want to jettison stations 5, 2, 4 and 3)
PART 12 – WEAPONS & COUNTERMEASURES

impulse is sent to external hardpoints

2 and 5 simultaneously
Profile V "all bombs" – jettison impulse is sent
to external hardpoints 2, 5, 3, and 4
simultaneously

3
Loaded Hardpoints

4 Red = ARMED
5
162
MI-8MTV2
STORES EMERGENCY JETTISON (COPILOT)
6) If bombs are armed, set the Jettison “Explode” switch to ARMED (UP). If bombs are disarmed,
set Jettison “Explode” switch to DISARMED (OFF).
7) Jettison ordnance by flipping the “Bomb Pod Release” Jettison switch to UP (ON).
HIP

8) Confirm that ordnance has been jettisoned properly with the annunciator lights

6
Bombs Disarmed

7a
PART 12 – WEAPONS & COUNTERMEASURES

Emergency Jettison Bombs Armed Annunciator

7b
6
Bombs Armed
7a

Jettisoned
Hardpoints

7b

163
 COUNTERMEASURES INTRODUCTION 1. Program display. The digital read-out indicates the currently selected flare dispensing
parameters. When the "НАЛИЧ-ПРОГР" (REMAIN-PROGRAM) switch is in the
"НАЛИЧ" (REMAIN) position, the display shows the remaining quantity of flares (the
MI-8MTV2

Mi-8 can carry a maximum of 128). When in the "ПРОГР" (PROGRAM) position, the
Countermeasure Panel first number indicates the "СЕРИЯ" (SEQUENCES) setting, the second number
HIP

Power Switch indicates "ЗАЛП" (SALVO) setting, and the third number shows the setting for
UP = ON / DOWN = OFF "ИНТЕРВАЛ" (INTERVAL). Right Saddle Tank
2. Dispenser side lamp – Indication that flares will be dispensed from the left dispenser
3. "БОРТ" (LFT-RGT, left/right) Release Select switch. This is a three position switch that
1 can be set to the center position for release of flares from both sides; to the left for
release of flares from the left side or to the right for release of flares just from the
PART 12 – WEAPONS & COUNTERMEASURES

2 right side. Depending on the selection, the appropriate lamp(s) will be visible in the
display field above.
7 4. "СЕРИЯ" (SEQUENCES) button [RShift + Insert]. Pressing this button cycles through
the number of flare sequences options. The number of sequences is equal to the
3 number of times the program will be run (except for 5 when the number of
sequences is 12 and for 7 when the number of sequences is 15). When the value is
4 8 set to 0, flares will be dispensed continuously.
5. "ЗАЛП" (SALVO) button [RCtrl + Insert]. Press this button to cycle between the
9 number of flares to be released in a single program sequence.
6. "СТОП" (STOP) button [Delete]. Stops the currently running program.
5
7. Dispenser side lamp – Indication that flares will be dispensed from the right
dispenser.
10
8. "НАЛИЧИЕ – ПРОГР" (REMAIN - PROGRAM) switch [RCTRL+ ] ]. When set to
6 "НАЛИЧИЕ" (REMAIN), the display indicates the number of flares remaining; when
set to "ПРОГР" (PROGRAM), it shows the current flare program numeric code.
11
9. "ИНТЕРВАЛ" (INTERVAL) button [RAlt + Insert]. Pressing this button cycles between
the time-delay between flare release settings. The delay is in seconds and is equal to
the displayed number except for the cases of 7, 9 and 0, for which the intervals are
0.25, 0.5 and 0.125 seconds respectively.
UV-26 Countermeasure 10. "СБРОС ПРОГР" (RESET) button [RCtrl + Delete]. This button resets the programmed
Dispenser parameters to the default, "110".
11. "ПУСК" (DISPENSE/DYSTY) button [Insert]. Pressing this button executes the
configured flare dispersion program.
164
 MI-8MTV2
PART 12 – WEAPONS & COUNTERMEASURES HIP
HOW TO DEPLOY COUNTERMEASURES

165
 HOW TO DEPLOY COUNTERMEASURES (MANUAL)
Deploying flares in manual mode is quite easy. 1
MI-8MTV2

1. Press “2” to go in the co-pilot seat and turn ON

(UP) countermeasure panel power switch
HIP

2. Press “1” to go in the pilot seat and deploy flares

using the UV-26 button to pop 1 flare.

Note: You can also use the countermeasure panel to

create more advanced countermeasure programs.
PART 12 – WEAPONS & COUNTERMEASURES

Countermeasure Dispensers
166
 HOW TO DEPLOY COUNTERMEASURES (PROGRAM)
1. Press “2” to go in the co-pilot seat and turn ON (UP) countermeasure panel power switch
2. Set desired program
MI-8MTV2

a) Set SIDE switch as required (Middle is recommended to use both sides) 1

b) Set REMAIN – PROGRAM switch to PROGRAM (Right)
HIP

c) Press SEQUENCES button to cycle through the number of flares options

d) Press INTERVAL button to cycle between the time-delay between flare release settings.
e) Press SALVO button to cycle between number of flares to be release in a single program sequence.
3. Press the START button to start deploying countermeasure program.
4. To abort a program sequence, press STOP. 2a
PART 12 – WEAPONS & COUNTERMEASURES

Program Example: 2a
622: 6 sequences, 2 flares in a sequence, 2 second interval. Flares will be dispensed in pairs, one from each side or
from one side only, again depending on the "БОРТ" (SIDE) switch position. 2a
2b
2c

2d

2e

167
 HOW TO DEPLOY SIGNAL FLARES
1. Set Signal Flare Control Panel Power Switches – ON (UP)
Signal Flare Dispenser Cassettes
2. Press the desired Signal Flare Dispense Buttons
MI-8MTV2
HIP
PART 12 – WEAPONS & COUNTERMEASURES

2
1

168
 RADIO SYSTEM OVERVIEW
You have three radios you can use.
MI-8MTV2

• The VHF/UHF R-863 command radio set is used for Air-to-Air and Air-to-Ground primary communications (flight & ATC calls).
• The HF YaDRO-1A radio set is used for very long range Air-to-Air and Air-to-Ground communications.
• The LVHF (Lower Very High Frequency) R-828 radio set is used for Air-to-Air and Air-to-Ground alternate communications.
HIP

• Note: Can also be used for ADF radio navigation

• The SPU-7 ICS (Intercom Set) panel allows you to choose which radio set you communicate on.
Most of the time, you will only be using the R-863 radio.
PART 13 – RADIO TUTORIAL

Radio Set Frequency Range

R-863 VHF/UHF 100 to 149.975 MHz
220 to 399.975 MHz
YaDRO-1A HF 2 to 17.999 MHz
R-828 LVHF 20 to 59.975 MHz

169
 RADIO SYSTEM OVERVIEW
SPU-7 Intercom
MI-8MTV2

SPU-7 Intercom
HIP

AM/FM Switch

R-863 Radio Set

Preset Frequency
Channel Selector
PART 13 – RADIO TUTORIAL

R-863 Radio Set

Preset/Manual Frequency Control

R-828 LVHF Radio Set

R-863 V/UHF Radio Set

Yadro HF Radio Set

170
 SPU-7 ICS (Intercom Set)
This is what you use to select which radio you want to communicate on.
MI-8MTV2

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

171
 R-863 VHF/UHF COMMAND RADIO SET
1. On ICS panel, select RADIO (DOWN). 4
MI-8MTV2

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

3. On R-863 control panel, set Squelch to ON (UP) position for noise cancellation. If radio signal reception is not good, set to OFF (DOWN) to
increase reception range.
HIP

4. On R-863 control panel, select AM or FM switch based on desired channel.

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

6
Preset Frequency
5
PART 13 – RADIO TUTORIAL

ICS (Intercommunication System)

Push-to-Talk Radio Switch
7
1
2 3

Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 LVHF radio set 6 – Manual Frequency
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set 172
"РК 2" (SAR) – ARK-UD VHF homing set
 YaDRO-1A HF RADIO SET (“JADRO” IN ENGLISH COCKPIT)
1. On ICS panel, select RADIO (DOWN).
MI-8MTV2

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

3. On YaDRO control panel, set Squelch to ON (UP) position for noise cancellation. If radio signal reception is
not good, set to OFF (DOWN) to increase reception range.
HIP

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

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

ICS (Intercommunication System)

Push-to-Talk Radio Switch
6
PART 13 – RADIO TUTORIAL

1
2
5

Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 LVHF radio set
"ДР" (SW) – not utilized 4
"РК 1" (ADF) – ARK-9 ADF set 173
"РК 2" (SAR) – ARK-UD VHF homing set
 R-828 LVHF RADIO SET
1. On ICS panel, select RADIO (DOWN).
MI-8MTV2

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

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

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

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

3
4
PART 13 – RADIO TUTORIAL

ICS (Intercommunication System)

Push-to-Talk Radio Switch
8

1 7

Radio Selector
"УКР" (UHF) – R-863 UHF/VHF radio set 5
8
"СР" (HF) – YaDRO-1A radio set
"КР" (VHF) – R-828 LVHF radio set
"ДР" (SW) – not utilized
"РК 1" (ADF) – ARK-9 ADF set 174
"РК 2" (SAR) – ARK-UD VHF homing set
MI-8MTV2 UNDERSTANDING ADF & NDB

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

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

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

• ARK-9 ADF radio set: you can track NDB (non-directional beacons), which are scattered throughout the map. The ADF will give you a direction to follow, but not a
range.
• ARK-UD VHF radio set: Emergency radio navigation system used for search and rescue. Useful for units that transmit emergency signal on VHF frequency.
• ARK-UD and R-828 UHF/AM radio set: Emergency radio navigation system used for search and rescue. Useful for units that transmit emergency signal on UHF/AM
PART 14 – RADIO NAVIGATION

frequency.
• DISS-15 Doppler Navigation System: Navigation system to help you maintain a heading (useful to counter the effects of wind drift). Used for leg navigation.

175
 ARK-9 ADF – NDB NAVIGATION: HOW TO FIND NDB STATIONS?
Lino_Germany created a wonderful HD map containing all NDB stations and VOR/ILS stations scattered
MI-8MTV2

throughout the map. Use this to know the NDB and VOR channel frequencies you need to set.
LINK: https://drive.google.com/open?id=0B-uSpZROuEd3YWJBUmZTazBGajQ&authuser=0
SECONDARY NDB
HIP

490
In the following example, we will take off from Batumi and navigate towards NDB 870, and then we will PRIMARY NDB
turn towards NDB 490. 870
PART 14 – RADIO NAVIGATION

MORSE CODE

176
 ARK-9 ADF – NDB NAVIGATION TUTORIAL In this example, we will be tracking a primary NDB (freq. 870) and then track a secondary NDB
1. Select Co-Pilot seat by pressing “2”
(freq. 490). Once you have set up both your frequencies, you can easily switch ADF tracking
MI-8MTV2

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

4. Set Frequency for first NDB (870) using the Navigation Tutorial by SlocketSeven
three rotaries for primary NDB. Fine tune in https://www.youtube.com/watch?v=x9I6xi1XVrQ
order to get a good signal strength.
5. Set Frequency for second NDB (490) using the Signal Strength
three rotaries for secondary NDB. Fine tune in 3
order to get a good signal strength.
6. Select Primary (LEFT) NDB to make the ADF
track the primary NDB or Secondary (RIGHT) to
track the Secondary NDB.
7. Select Pilot by pressing “1” and set HSI mode to
“CB” (ARK-9)
8. Align white needle with white triangle and you
PART 14 – RADIO NAVIGATION

will be heading towards the selected NDB.

Current Heading

8
2

5
4
6

7 177
MI-8MTV2 ARK-9 ADF – NDB NAVIGATION TUTORIAL

Non-Directional Beacon (NDB)

HIP
PART 14 – RADIO NAVIGATION

178
MI-8MTV2 ARK-UD HOMING – SEARCH AND RESCUE
The ARK-UD is an emergency radio navigation system used for search and rescue. A ground unit on the ground can broadcast on an emergency
frequency, and the ARK-UD system can pick up the signal and orient the pilot to it using the HSI (Horizontal Situation Indicator), which is also used
for ADF (Automated Direction Finder) radio compass navigation. This system can be used in tandem with the R-828 radio system.
HIP

The ARK-UD can be used for either of the following frequencies:

• VHF (AM) – Preset to 6 frequencies of the ARK-UD radio
• VHF (FM) – Preset to 10 frequencies of the R-828 radio
• UHF (AM) – Preset to 243.0 MHz (ARK-UD radio)

The available frequencies for the R-828 radio are preset and appropriate frequencies from broadcasting units need to be set in the mission editor
accordingly.

The UHF AM and VHF AM radio frequencies for the ARK-UD are fixed and currently cannot be configured in the mission editor.

ARK-UD RADIO
PART 14 – RADIO NAVIGATION

CHANNELS & FREQUENCIES

BAND FREQUENCY PRESET
(MHz) CHANNEL
VHF (AM) 114.166 1
VHF (AM) 114.333 2
VHF (AM) 114.583 3
VHF (AM) 121.5 4
VHF (AM) 123.1 5
VHF (AM) 124.1 6
UHF (AM) 243.0 N/A

Radio Navigation Tutorial by Deephack

https://www.youtube.com/watch?v=gLCc-tGaDRY 179
 ARK-UD HOMING – SEARCH AND RESCUE
HSI (Horizontal Situation Indicator)
MI-8MTV2

White Pointer Needle

HIP

R-828 LVHF Radio Set

FM Transceiver Set

HSI ARC-9 (MW) Automatic Radio-Compass /

ARK-UD (VHF) Select Switch
PART 14 – RADIO NAVIGATION

SPU-7 Intercom

SPU-7 Intercom

ARK-UD Control Panel

180
 ARK-UD UHF AM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A UHF AM FREQUENCY.
MI-8MTV2

The ARK-UD radio is primarily a Search & Rescue radio system that is meant to home on standard emergency
frequencies (like an ELT, Emergency Locator Transmitter). The ARK-UD system can home on the ELT
transmission emitter, but the frequency has to correspond to the preset frequency of 243.000 MHz. In this
HIP

case, we will simulate a Search and Rescue mission to recover a crashed Mi-8 helicopter with its ELT
transmitting on a UHF AM frequency of 243.000 MHz. We will first need to set up a mission with a unit that
1 2.I.b, c, d, e
transmits a signal on this specific UHF AM frequency.

1. Create Unit that will transmit the distress signal

2. In ADVANCED (WAYPOINT ACTIONS) of Waypoint 0
I. Click on ADD
a) Select Type - PERFORM COMMAND
b) Select ACTION – SET FREQUENCY
c) Set Frequency to a valid frequency (243 MHz)
d) Select AM Band
e) Select Power (i.e. 100 W)
PART 14 – RADIO NAVIGATION

II. Click on ADD

a) Select Type - PERFORM COMMAND
b) Select ACTION – TRANSMIT MESSAGE 2.I.a
c) Select a valid .wav or .ogg audio file with the ELT signal. Add subtitles if desired.
d) Select LOOP 2.II.b, c, d

2.II.c

2.II.a

181
 ARK-UD UHF AM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A UHF AM FREQUENCY.
MI-8MTV2

1. Check mission briefing to know what is the approximate area to search.

2. Set ARK-UD mode to NARROW (УП). ELT Signal Source
3. Set ARK-UD preset channel on any channel (It will not matter since we use a UHF/AM frequency for this example.
HIP

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

Current Heading

2
9

6
4

5
3
182
8
MI-8MTV2 ARK-UD UHF AM HOMING – SEARCH AND RESCUE
HIP
PART 14 – RADIO NAVIGATION

ELT Signal Source

183
 ARK-UD VHF AM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A VHF AM FREQUENCY.
MI-8MTV2

Another interesting functionality of the ARK-UD is that the system can home on a radio transmission
emitter. In this case, we will simulate a Search and Rescue mission to recover a stranded Mi-8 helicopter
crew. We will first need to set up a mission with a unit that transmits a distress call on a VHF AM frequency
HIP

of 121.500 MHz.
2.I.b, c, d, e
1. Create Unit that will transmit the distress signal 1
2. In ADVANCED (WAYPOINT ACTIONS) of Waypoint 0
I. Click on ADD
a) Select Type - PERFORM COMMAND
b) Select ACTION – SET FREQUENCY
c) Set Frequency to a valid frequency (121.5 MHz, associated with preset Channel 4)
d) Select AM Band
e) Select Power (i.e. 100 W)
II. Click on ADD
a) Select Type - PERFORM COMMAND
PART 14 – RADIO NAVIGATION

b) Select ACTION – TRANSMIT MESSAGE

c) Select a valid .wav or .ogg audio file with the distress call. Add subtitles if desired.
d) Select LOOP 2.I.a

2.II.b, c, d

ARK-UD RADIO
CHANNELS & FREQUENCIES
BAND FREQUENCY PRESET
(MHz) CHANNEL
VHF (AM) 114.166 1
VHF (AM) 114.333 2 2.II.c
VHF (AM) 114.583 3
2.II.a
VHF (AM) 121.5 4
VHF (AM) 123.1 5
VHF (AM) 124.1 6
184
UHF (AM) 243.0 N/A
 ARK-UD RADIO
ARK-UD VHF AM HOMING – SEARCH AND RESCUE CHANNELS & FREQUENCIES
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A VHF AM FREQUENCY.
BAND FREQUENCY PRESET
MI-8MTV2

1. Check mission briefing to know which preset channel you need to use.
2. Set ARK-UD mode to NARROW (УП). (MHz) CHANNEL
3. Set ARK-UD preset channel based on mission briefing (we will use Channel 4 for a VHF AM frequency of 121.5 MHz for this example). VHF (AM) 114.166 1
HIP

4. Set ARK-UD frequency to appropriate band (for this example we will use VHF (УКВ) ):
• VHF (УКВ) – UP POSITION for VHF preset channels (“MW” in English cockpit) VHF (AM) 114.333 2
• UHF/AM (ДЦВ) – DOWN POSITION for UHF/AM preset channels (“DW” in English cockpit)
5. Set ICS/RADIO selector to “RADIO” (DOWN) VHF (AM) 114.583 3
6. Select ARK-UD radio (PK2).
VHF (AM) 121.5 4
7. Green light on ARK-UD panel will be lit once signal is picked up.
8. On your HSI, select ARK-UD VHF (УКВ) mode (switch to the right). VHF (AM) 123.1 5
9. Follow the white needle to get to target.
VHF (AM) 124.1 6

7 Current Heading
PART 14 – RADIO NAVIGATION

4
6

5
3
8
185
 ARK-UD VHF AM HOMING – SEARCH AND RESCUE
Distress Signal Source
MI-8MTV2
HIP
PART 14 – RADIO NAVIGATION

186
 ARK-UD & R-828 VHF FM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A VHF FREQUENCY.
MI-8MTV2

The R-828 radio is often used to communicate with ground troops. Another interesting functionality is that
the ARK-UD system can home on the transmission emitter. In this case, we will simulate a Search and Rescue
mission to recover a stranded Mi-8 helicopter crew. We will first need to set up a mission with a unit that
HIP

transmits a distress call on a VHF FM frequency of 50 MHz.

1. Create Unit that will transmit the distress signal 2.I.b, c, d, e

2. In ADVANCED (WAYPOINT ACTIONS) of Waypoint 0
I. Click on ADD
1
a) Select Type - PERFORM COMMAND
b) Select ACTION – SET FREQUENCY
c) Set Frequency to a valid frequency (50 MHz)
d) Select FM Band
e) Select Power (i.e. 100 W)
II. Click on ADD
a) Select Type - PERFORM COMMAND
PART 14 – RADIO NAVIGATION

b) Select ACTION – TRANSMIT MESSAGE

c) Select a valid .wav or .ogg audio file with the distress call. Add subtitles if desired.
d) Select LOOP 2.I.a

2.II.b, c, d

2.II.c

2.II.a

187
 ARK-UD & R-828 VHF FM HOMING – SEARCH AND RESCUE
NOTE: THIS METHOD IS USED IF YOU ARE TRACKING A GROUND UNIT TRANSMITTING ON A VHF FREQUENCY.
MI-8MTV2

1. Check mission briefing to know which preset channel you need to use.
2. Set ARK-UD mode to NARROW (УП).
3. Set ARK-UD preset channel based on mission briefing (we will use Channel 8 for a VHF frequency for this example).
HIP

4. Set ARK-UD frequency to appropriate band (for this example we will use VHF (УКВ) ):
• VHF (УКВ) – UP POSITION for VHF preset channels (“MW” in English cockpit)
• UHF/AM (ДЦВ) – DOWN POSITION for UHF/AM preset channels (“DW” in English cockpit)
5. Set ICS/RADIO selector to “RADIO” (DOWN)
6. Select ARK-UD radio (PK2).
7. Green light on ARK-UD panel will be lit once signal is picked up.
8. Set R-828 radio – ON (FWD) 6 5
9. Set R-828 mode to COMPASS (FWD)
10. Select VHF preset frequency (given in mission briefing). We will use Channel 8 for a VHF frequency for this example since it
matches with 50 MHz.
11. Press and hold down ACУ button (AGC in English cockpit) to enable “automatic gain control”. Wait until the green squelch light
flickers to confirm signal reception.
PART 14 – RADIO NAVIGATION

12. On your HSI, select ARK-UD VHF (УКВ) mode (switch to the right).
13. Follow the white needle to get to target. 7

8 9 Current Heading
13

10
11
4

3
12
188
MI-8MTV2 ARK-UD & R-828 VHF FM HOMING – SEARCH AND RESCUE
HIP

Distress Signal Source

PART 14 – RADIO NAVIGATION

189
 DISS-15 DOPPLER SYSTEM – IN A NUTSHELL
Old generation aircraft traditionally navigate using a magnetic compass and a directional gyro. A needle points somewhere, and by staying the course they expect to arrive to
MI-8MTV2

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

This is why Doppler navigation systems were

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

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

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

A Doppler system installed on the Mi-8 transmits

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

190
 DISS-15 DOPPLER SYSTEM – THE BASICS
The Doppler System is used for leg navigation (i.e. navigating from point A to point B, and then to point C…). If you have a map and a set of waypoints, you can create a flight
MI-8MTV2

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

Doppler Navigation Tutorial by SlocketSeven

https://www.youtube.com/watch?v=x9I6xi1XVrQ

INTENDED
FLIGHT PATH Doppler Mode
IN THE FOLLOWING EXAMPLE ON THE NEXT
PAGE, WE WILL WANT TO NAVIGATE FOR Control Panel
(Aft of Cockpit)
20 KM FOLLOWING A HEADING OF 330
PART 14 – RADIO NAVIGATION

Stationary Doppler Digital

Flight Indicator Display

Ground-Speed
REFERENCE Drift Indicator
POINT 191
 2
DISS-15 DOPPLER SYSTEM – NAVIGATION TUTORIAL
1. Select Co-Pilot by pressing “2”.
MI-8MTV2

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

3. Set Doppler System mode to OPERATE (РАБОТА) and front panel brightness as required.
• Note: Look behind you to locate Doppler panel.
HIP

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

Ground Speed P: Doppler operates

Left Drift (km/h) in Memory Mode
angle Displayed for 50
(deg) km/h or more
Right Drift Angle
(deg)
6

8 3
9b
3

C: Land 9a
M: Sea 4
K: Test 192
P: Operate 5
 DISS-15 DOPPLER SYSTEM – NAVIGATION TUTORIAL
10. Set your HSI (Horizontal Attitude Indicator) course setter to 330. This is useful to have a reference heading to consult to compare the aircraft
MI-8MTV2

heading against the actual course deviation.

11. Fly on desired course by using the HSI heading as a rough reference for direction (keep in mind that the heading and course of the HSI may
not correspond to the desired course if you have to fly “crabbed” due to winds) and the Drift Angle indicator to know how much you deviate
HIP

from the programmed course plotted. You can monitor your drift angle and your speed using the Ground Speed & Drift Angle Indicator.

11

In this example, we are 8 degrees off course. This is what

the HSI (Horizontal Situation Indicator) and the Doppler
PART 14 – RADIO NAVIGATION

10
Ground Speed & Drift Angle indicators are saying.

11
Drift Angle (deg)

11
Airspeed (km/h)

193
 DISS-15 DOPPLER – STATIONARY FLIGHT INDICATOR
The Doppler system is not only useful for ground speed: it is also useful for low speed or
MI-8MTV2

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

Why would you need this Doppler indicator if you already have vertical velocity and airspeed Vertical Axis
indicators? Well, normal airspeed gauges rely on pitot tubes and air pressure in order to Forward /Rearward
derive an airspeed from pressure values. Speed (km/h)

The Doppler System does not rely on air pressure: it is a separate system that relies on the
wave transmitter and receivers installed on the airframe itself. The advantage of the Doppler
System is that it is much more responsive (meaning that you will have a quicker
approximation of your actual velocity), which is very useful when you are coming for precision
approaches.
PART 14 – RADIO NAVIGATION

You can do the test yourself and compare the vertical velocity indicator under the SFI with the
vertical speed value displayed on the Stationary Flight Indicator. You will notice that the SFI Vertical Speed
gives you a quicker and better approximation. (m/s) Horizontal Axis
Lateral Left/Right
Speed (km/h)

194
 The AP-34B four channel autopilot system is designed to stabilize control of
the helicopter in roll, pitch, heading, altitude, and airspeed. The four autopilot
channels (roll, pitch, yaw, altitude) provide:
• stabilization of helicopter attitude in three axes (longitudinal, lateral,
MI-8MTV2

vertical);
• stabilization of altitude in forward flight and hover;
HIP

• stabilization of indicated airspeed;

When the altitude channel is engaged, the pitch channel receives correction
signals from the КЗСП (KZSP) airspeed correction unit to stabilize the airspeed.
The pilot may intervene at any time while the autopilot is engaged to make
manual corrections by operating the flight controls. The hydraulic flight
control servos apply autopilot corrections to the flight controls surfaces and
provide feedback signals to the autopilot channels. Autopilot roll, pitch, and
altitude correction signals are limited to a maximum of 20% of control travel
for flight safety in the event of false signals or system failure. The autopilot
system is supplied with roll and pitch data by the copilot's (right) attitude
indicator. Heading data is supplied by the GMK-1A gyro compass system.
PART 15 – AP-34B AUTOPILOT

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

The system is turned on by pressing the individual button-lamps of the

corresponding autopilot channels prior to takeoff. When performing a vertical
take-off, the pitch, roll, and yaw channels are engaged. When performing a
rolling takeoff, only the pitch and roll channels are engaged. When in hover,
the autopilot stabilizes the helicopter in pitch and roll, as well as heading when
the pedals are released (feet off the pedals). Autopilot functionality in
hovering flight can be verified by checking the zero indicator unit for
fluctuations in the "К/B" (roll channel) "Т/P" (pitch channel) "Н" (yaw channel)
servo displacement indicator needles. 195
 Trim Indicator Panel of Automatic Flight
Control System (AFCS)
• H: Yaw Trim Indicator Autopilot Disengage Button
MI-8MTV2

• B (Rus: K): Bank Trim Indicator

• P (Rus: T): Pitch Trim Indicator
• A (Rus: B): Altitude Trim Indicator
HIP

Force Trim
Autopilot Altitude Mode Button
GREEN = ON Button
RED = OFF

Autopilot Pitch & Roll Mode Button

GREEN = ON

Autopilot Heading Mode

Rotating scale indicating mismatch
Button
GREEN = ON
between signals from yaw, roll and
PART 15 – AP-34B AUTOPILOT

RED = OFF pitch sensors and actual controls

position (1 mark corresponds to 1°)

Autopilot Yaw / Roll / Pitch

Controls
Autopilot Altitude Control
Left Click = DOWN
Right Click = UP

196
 AUTOPILOT OPERATION
MI-8MTV2

The autopilot has three main modes, which can be combined together:
• Pitch-Roll Mode
• Heading Mode
HIP

• Altitude Mode

1. PITCH-ROLL

In Pitch-Roll Mode, the autopilot will attempt to maintain your current bank and pitch angle.
1a
This is mainly used for hovering, rolling takeoffs and general flying.
1b
a) To engage Pitch-Roll, press the Pitch-Roll lamp-button.
b) To disengage, press the Pitch-Roll lamp-button again or press the Autopilot Disengage
Button on the cyclic.
PART 15 – AP-34B AUTOPILOT

1b Autopilot Disengage Button

197
 2c Current Heading: 294
AUTOPILOT OPERATION
MI-8MTV2

2. HEADING HOLD/ADJUST
2b
a) Set cyclic to hold a constant heading.
HIP

b) Engage the Heading Mode lamp-button, then immediately turn the Yaw Control knob until the
display scale shows 0 deg of mismatch between the autopilot and the control position. This
basically “zeroes” the autopilot heading reference to your current heading (as an example, we will
assume our current reference heading is 294).
c) The Heading Mode will then hold your current heading.
d) To adjust the autopilot heading (max 10 deg left or 10 deg right), turn the Heading Mode button
until the rotating scale displays the desired heading offset (shown: 5 deg right).
e) The autopilot will then steer the helicopter 5 degrees right (299) of your reference heading (294)
and maintain this heading.
f) To disengage, press the Heading Mode OFF lamp-button or press the Autopilot Disengage Button
on the cyclic.
Rotating scale indicating mismatch between signals 2b
PART 15 – AP-34B AUTOPILOT

2f Autopilot Disengage Button from yaw, roll and pitch sensors and actual controls
position (1 mark corresponds to 1°)
2e Current Heading: 299

2f

2d
198
 AUTOPILOT OPERATION
MI-8MTV2

3. ALTITUDE HOLD/ADJUST
a) Set collective and cyclic to hold a constant altitude.
HIP

b) Engage the Altitude Mode lamp-button. This basically “zeroes” the

autopilot altitude reference to your current altitude.
c) The Altitude mode will then hold your current altitude.
d) To adjust the altitude, use the Autopilot Altitude Control Switch
(UP/FWD will increase altitude, DOWN/AFT will decrease altitude)
e) The autopilot will then adjust the helicopter pitch to increase altitude
for as long as you hold the Altitude Control Switch.
f) To disengage, press the Altitude Mode OFF lamp-button or press the
Autopilot Disengage Button on the cyclic.

3b
3f Autopilot Disengage Button
PART 15 – AP-34B AUTOPILOT

3f

Autopilot Altitude Control 3d

Left Click = DOWN
Right Click = UP 199
 4b
MULTICREW (LazyBoot’s perspective)

The Mi-8 can be flown by two players in multiplayer. You can also take two
MI-8MTV2

additional players as a flight engineer or a gunner. However, you need to go in the

Mission Editor and make sure the Huey is set up in the following manner:
HIP

1. Select Mi-8 Unit and go in “Additional Properties for Aircraft” menu

2. Make sure “Disable Multicrew” option is not ticked
3. Set “Aircraft Control Priority” to “Equally Responsible”
4. When spawning in multiplayer in any seat, the pilot will receive a request to
let you take control of the other seat.
5. Once you are spawned, you can take control of the aircraft by pressing the
“Request Aircraft Control” binding (“C” key). The other crew member you are
taking controls from must accept. 4c
(LazyBoot’s perspective)
4d
1

5
PART 16 – MULTICREW

2
4a

200
 MULTICREW
Note: you can press “LWIN+H” to display other players in the crew.
MI-8MTV2

• PLAYER is displayed next to your position

• NET is displayed next to another player’s position
HIP

Note: this feature is not implemented yet as of 2023/09/20.

Huey Interface

Mi-8 Interface (2023/09/20)

PART 16 – MULTICREW

201
 MI-8MTV2
PART 17 – OTHER RESOURCES HIP STANDARD COMMUNICATIONS

202
MI-8MTV2 OTHER INTERESTING RESOURCES AND USEFUL STUFF
DCS MI-8 DRAFT MANUAL
https://www.digitalcombatsimulator.com/upload/iblock/3a2/DCS-Mi-8MTV2_FlightManual_EN.pdf
HIP

LINO_GERMANY’S NAVIGATION MAP

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

FAA HELICOPTER FLYING HANDBOOK

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

FAA MANUAL CHAPTER 15: NAVIGATION

http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/pilot_handbook/media/PHAK%20-
PART 17 – OTHER RESOURCES

%20Chapter%2015.pdf

203
MI-8MTV2 OTHER INTERESTING RESOURCES AND USEFUL STUFF
WINGS OF RUSSIA: MI-8 THE MAGNIFICENT EIGHT (HIGHLY RECOMMENDED)
PART 1: https://www.youtube.com/watch?v=nlFT6GK4RAg
HIP

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

VSTERMINUS’ YOUTUBE CHANNEL (HIGHLY RECOMMENDED)

https://www.youtube.com/watch?list=PLLZXnPUD_ish7UIqf9TKxbg4bK5bzkwKx&v=SXoS2N3M5Mw

SLOCKETSEVEN’S YOUTUBE CHANNEL

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

TEACH YOURSELF DCS YOUTUBE CHANNEL

PART 17 – OTHER RESOURCES

https://www.youtube.com/playlist?list=PLpWui61PBlo3C5XWjFa5Yop5xolL2oTdM

204
 THANK YOU TO ALL MY PATRONS
Creating these guides is no easy task, and I would like to take the time to properly thank every single one of my Patreon supporters. The following people have donated a very generous
amount to help me keep supporting existing guides and work on new projects as well:

• ChazFlyz
• JJ “Baltic Pirate”

205
206