The Mi-14, allocated the NATO reporting name ‘Haze’, is an amphibious version of the Mi-8 intended to replace the Mi-4 in the ASW and mine counter-measure roles with the Soviet navy.

Mil Mi-14 Article

The prototype SSSR-11051, initially designated V-8G, then designated V-14, was first flown in September 1969 with a redesign watertight hull and sponsons containing fuel and a retractable undercarriage and with Mi-8 power plant. The sponson carry inflatable flotation bag each side at rear and small float the under tailboom. It has marine-type rudders on either side of the aft portion, into which the rear landing gear units retract. Two forward-retracting single-wheel nose units and two rearward-retracting twin-wheel main units. A fairing for the search radar is fitted under the nose, and a dipping sonar or magnetic anomaly detector beneath the root of the tail boom.

Production aircraft feature two 1,434kW Klimov TV3-117MT turboshafts, with a special anti-corrosion finish. Radar is the I-2M or I-2ME Initziativa undernose radar. Instrumentation includes RW3 radio altimeter, ARK-9 and ARK-U2 ADFs, DISS-15 Doppler, Chrom Nikiel IFF, AP34-B autopilot/autohover system and SAU-14 autocontrol system.

Using the twin powerplants and rotor system of the Mi-17, the ‘Haze’ went into service in 1977 and has become the basic shore-based helicopter with the Soviet navy for use in three distinct roles. Although amphibious, the Mi-14 is only intended for occasional operations from water. Initial deployment was with shore based antisubmarine units, although Haze was also expected to be oper¬ated from the Moskva Class helicopter car¬riers and the Kiev Class antisubmarine cruisers.

In the main cabin, which in transport versions can be equipped with 32 seats, a mission crew of three or four sit round a tactical display served by the radar, a towed MAD (magnetic anomaly detection) ‘bird’ and dipping sonar. Some ex¬amples have additional radio aerials and a few have a rescue hoist above the large sliding door on the left side. Fuel is housed in large tanks along the sides under the main floor, and poss-ibly also in the rear sponsons, leaving the central compartment free for use as a weapon bay, with belly doors.

Two versions have been identified: Haze A, the ASW variant with undernose search radar, towed MAD, and an internal weapons bay; and the Haze B mine countermeasures variant.

It was estimated in mid 1983 that there were 65 for the AV MF and 12 for Bulgaria. By 1991, about 230 had been delivered, with exports to Bulgaria, Cuba, East Germany, North Korea, Libya, Poland, Romania, Syria and Yugoslavia.

Gallery

Versions:

Mi-14BT (buksir-tralschik) (‘Haze-B’)
Mine countermeasures version; fuselage strake, for hydraulic tubing, and air conditioning pod on starboard side of cabin; no MAD; container for searchlight, to observe MCM gear during deployment and retrieval, under tailboom forward of Doppler box.

Mi-14GP (gruzo-passazhirskyi)
Conversion by Konvers Avia of military variants for civil use as cargo/passenger combi aircraft; 24 seats or 5,000kg payload. Two 1,434kW TV3-117M turboshafts.

Mi-14P (passazhirskyi)
Conversion of military variants for civil use as passenger aircraft by Konvers Avia; 24 seats or 5,000kg payload. Two 1,434kW TV3-117M turboshafts.

Mi-14PL (protivo-lodoctinyi) (‘Haze-A’)
Basic ASW version; four crew; large undernose radome; OKA-2 retractable sonar in starboard rear of planing bottom, forward of two probable sonobuoy or signal flare chutes; APM-60 towed Magnetic Anomaly Detection (MAD) bird stowed against rear of fuselage pod (moved to lower position on some aircraft); weapons include one AT-1 ASW or APR-2 torpedo, one 1kT ‘Skat’ nuclear depth bomb or eight PLAB-250, PLAB-50-64 or PLAB-MK depth charges or OMAB-25-120 or OMAB-MK in enclosed bay in bottom of hull; VAS-5M-3 liferaft (in all versions).

Mi-14PL ‘Strike’
Subvariant with provision for Kh-23 (AS-7 Kerry) air-to-surface missiles. Tested from 1983.

Mi-14PW
Polish designation of Mi-14PL ‘Haze-A’

Mi-14PLM (protivo-lodochnyi mod) (‘Haze-A’)
As Mi-14PL, but with updated equipment including rescue basket.

Mi-14PS (poiskovo-spasatelnyi) (‘Haze-C’)
Search and rescue version, carrying 10 20-person liferafts; room for 10 survivors in cabin, including two on stretchers; provision for towing many more survivors in liferafts; fuselage strake and air conditioning pod as Mi-14BT; double-width sliding door at front of cabin on port side, with retractable rescue hoist able to lift up to three persons in basket; searchlight each side of nose and under tailboom; three crew.

Mi-14PX
Single Polish Mi-14PL converted for SAR training. With all portable ASW equipment removed, extra liferafts and sponson-mounted searchlights.

Mi-14PZh Eliminator III
Firefighting conversion.

Specifications:

Mi 14 ‘Haze’
Powerplant: two 2,200 shp (1641 kW) Isotov TV3 117A turboshafts
Empty weight approx 800,0 kg (17,650 lb)
Loaded weight approx 12000 kg (26,455 lb)
Length overall about 25.30 m (83 ft 0 in)
Height on ground 5. 65 m (18 ft 6½ in)
Main rotor disc area 355.0 sq.m (3,828.0 sq ft).

Mi-14
Engine: 2 x Klimov TW3-117MT turboshaft
Instant pwr: 1434 kW
Rotor dia: 21.6 m
Height: 6.93m
Empty weight: 11750kg
MTOW: 14,000 kg
Fuselage length: 59 ft 8 in (18.2m)
Max speed: 135 kts / 230km/h
Cruising speed: 215km/h
Service ceiling: 3500m
Max range: 1135 km
Service ceiling: 11,500 ft
Crew: 4

Mil Mi 14 PL
Engines: 2 x TW3-117M, 1923 shp
Length: 60.302 ft / 18.38 m
Height: 12.828 ft / 3.91 m
Rotor diameter: 71.982 ft / 21.94 m
Max take off weight: 30870.0 lb / 14000.0 kg
Max. speed: 124 kts / 230 km/h
Service ceiling: 13123 ft / 4000 m
Range: 613 nm / 1135 km
Crew: 4

The origins of the V-12 / Mi-12 (NATO reporting name Homer) lie with a 1965 Soviet air force requirement for a heavy-lift helicopter able to carry major missile components. These would be brought into remote missile site areas by fixed-wing aircraft, notably the Antonov An-22, and then lifted from the airfield to the launch site by the new helicopter.

There also existed a civil requirement for such a machine, principally for use in developing Siberia which is resources-rich but communications-poor. The military specification, calling for a tandem-rotor configuration using dynamic system components from existing helicopters, and the V-12 has the same basic hold dimensions as the An-22: 4.4m by 4.4m, with length only 4.85m less than that of the An-22 at 28.15m.

Mil Mi-12 Article

Although the requirement called for a tandem-rotor layout, Mil received early permission to concentrate instead on a twin side-by-side rotor configuration, which the design bureau claimed as having better reliability, fatigue life and stability. Thus the V-12, which first flew in the second half of 1968, appeared with a fuselage resembling that of a fixed-wing aircraft, from whose top spring two inversely tapered wings carrying the twin dynamic systems at their tips.

To avoid the task of developing new set of rotors, reduction gears and transmission, decision taken to double up Mi-6 dynamics and use two sets of Mi-6 engines, gearboxes and lifting rotors side-by-side, left rotor being mirror image, with small overlap.

The two engines are located side-by-side with twin intakes, and drive five-bladed metal rotors. The left rotor rotates anti-clockwise and the right unit clockwise; the two units are connected by transverse shafting to ensure synchronization and the continued rotation of both units in the event of engine failure at either wingtip. The lower part of each cowling can be dropped to form a working platform for mechanics.

The engines were 6500shp Soloviev D-25VF turbines giving the helicopter a maximum speed of 260km/h, with a 35400kg load and 500km range. The two 6500shp Soloviev D- 25VF turboshafts are uprated from the 5500shp of the Mi-6’s Soloviev D-25V by the addition of a zero stage to the compressor and by an increase of operating temperature. Rotor rpm reduced to 112; gearboxes linked by transverse shafting. Axes inclined forward 4deg 30min. Engine/rotor groups carried on wings of light-alloy stressed-skin construction with 8deg dihedral, sharp inverse taper and set at incidence 7deg root 14deg tip. Braced at root and tip to main landing gears with torque reacted by horizontal bracing to rear fuselage. Inner/outer trailing-edge flaps fixed in up position after flight trials. Fuel in outer wings and two external tanks; optional ferry tanks in cabin. Fixed twin-wheel landing gear with main tyres 1750 x 730mm, pneumatic brakes, and steerable nose tyres 1200 x 450mm. Large stressed-skin fuselage with crew door each side, three sliding side doors and full-section rear clamshell doors and ramp with left/right twin-wheel ventral bumpers. Aeroplane tail with fin, tabbed rudder, dihedralled tailplane with tabbed elevators, and endplate fins mounted vertically but toed inwards. Flight deck for pilot (left) with engineer behind and co-pilot (right) with elec-syst operator behind. Upper flight deck for nav with radio operator behind. Hydraulic flight control with emergency manual reversion. Autopilot with three-axis autostab; mapping radar under nose. AI-8 turbine APU for ground power and engine start. Main cabin 28.15m long, 4.4m square. Overhead gantry crane with four 1t hoists. Tip-up seats along sides (50 to 120).

Two V12 prototypes were built. Both prototypes had the same registration! This registration CCCP-21142 is in Cyrillic and means SSSR-75499. The first prototype was damaged in a heavy landing, but was repaired.

First hover 1967 terminated by impact with ground causing severe damage; cause coincidence of primary airframe aeroelastic freq with natural freq of control system, causing uncontrollable vertical oscillations.

The four Soloviev D-25 VF turboshaft engines had a combined output of 19388kW, enabling the V-12, first flown on 10 July 1968, to establish a series of records in February 1969. When submitted for ratification, was the first intimation received in the West of the existence of this giant helicopter. Later in the year, on 6 August 1969, the V-12 lifted a payload of 40204.5kg to a height of 2255m, establishing a record.

The first prototype was destroyed in a non-fatal landing accident during 1969, caused by engine failure.

The second prototype (21142, now at Monino), which was presented in the West at the 1971 Paris Air Show, and had set seven load-carrying records in 1969. On 22 February, a 31030kg load was lifted to 2951m and on August 6 1969, a load of 40,204.5kg was lifted to 2255m flown by Vasily Kolochenko. This was a new payload record for 2000m, and payload-to-height records for 35,000kg and 40,000kg.

No further development or production ensued.

The rebuilt first prototype Mil V-12 is located today next to the Mil Helicopter factory in Lyubertsi-Panki. The second prototype Mil V-12 CCCP-21142 is at the Central Museum of the Air Forces at Monino, located approximately 38 km from Moscow, Russia.

Mil Mi-12 (V-12)
Rotor dia: 114 ft 10 in (35 m)
Overall rotors span: 67m
Length: 121 ft 4.5 in (37 m)
Height: 41 ft 0 in (12.5 m)
Fuselage width: 4.4 m
Engines: 4 x Soloviev D-25VF turboshaft, 6500 shp / 4780kW
Empty weight: 60000kg
Max TO wt: 231,500 lb (105,000 kg)
Max level speed: 161 mph (260 kph).
Cruising speed: 240km/h
Service ceiling: 3500m
Range: 800km
Crew: 6-10

The V-10 prototype was a development of the Mi-6 heavylift helicopter, but optimised for the flying-crane role. Retaining basically the same rotor, transmission and powerplant, the V-10 had a slender fuselage and appears (falsely) to be much greater in length. The Mi-10 is 31.8cm shorter than the Mi-6. Wide-track stalky quadricycle landing gear is provided, so that the helicopter can taxi over a bulky load that is to be carried externally, and because it is intended to be used more extensively in the heavylift role than the Mi-6, it dispenses with the stub wings of this earlier helicopter. First flown during 1960, the V-10 entered production as the Mil Mi-10, then gaining the NATO reporting name ‘Harke’, and was first demonstrated publicly at Tushino in July 1961,
Development aircraft had trapeze wires from above flight deck to front wheels for emergency crew escape in low hover. To counter side-thrust at tail and torque effects right legs 300mm shorter than left, crew cabin being canted to keep it laterally level on ground. The fuselage cabin is 14.04m long, 2.5m wide and 1.68m high for cargo and with 28 tip-up wall seats.

(Korotkonogii, short-legged) presaged by special Mi-10 flown 1965 with single centerline nose gear and single spatted main gears of min length and weight, used to lift 25,105kg to 2840m. This was restored to Mi-10R standard, but in 1966 OKB flew Mi-10K with four short landing gears reducing door sill height from almost 4 to 1.8m. New crew compartment with single pilot at original level and second in central all-glazed gondola facing aft with full controls for helicopter and load. Larger internal fuel cells, giving total with two external tanks of 9000 litres. Tail bumper and much narrower tail fin. Cleared for production October 1966, about 20 built. The Mi-10K differs from the Mi-10 by having an uprated 6500shp Soloviev D-25VF turboshafts in fully developed models. This allows a payload of 14,000kg in the slung mode, compared with the Mi-10’s 8000kg. The main cabin can be used for freight and/or passengers, the latter totalling 28 on tip-up seats.

First displayed publicly in Moscow on 26 March 1966, the USSR revealed for the first time the Mi-10K. At least one Mi-10K has been seen with a conventional tricycle undercarriage; this may have been the machine which in May 1965 established a new load-to-altitude record by lifting a weight of 25105kg to a height of 2840m.

Items which are interchangeable between the Mi-6 and Mi-10 include the power plant, transmission system and reduction gearboxes, swashplate assembly, main and tail rotors, control system and most items of equipment. The power of the Soloviev turboshaft engines remains constant up to 3,000m and to an ambient temperature of 40 deg C at sea level. The aircraft will maintain level flight on one engine. Full navigation equipment and an autopilot permit all-weather operation, by day and night.

The tall long-stroke quadricycle landing gear, with wheel track exceeding 6.0m and clearance under the fuselage of 3.75m with the aircraft fully loaded, enables the Mi-10 to taxi over a load it is to carry and to accommodate loads as bulky as a prefabricated building.

Use can be made of interchangeable wheeled cargo platforms which are held in place by hydraulic grips controllable from either the cockpit or a remote panel. Using these grips without a platform, cargoes up to 20m long, 10m wide and 3.1m high can be lifted and secured in 1.5 to 2 minutes. The cabin can accommodate additional freight or passengers.

The standard Mi-10 rotor system is the same as for the Mi-6, except that main rotor shaft is inclined forward at an angle of only 0 deg 45′. The landing gear is a non-retractable quadricycle type, with twin wheels on each unit. All units fitted with oleo-pneumatic shock-absorbers. Telescopic main legs. Main wheels size 1,230 x 260mm each with brake. Levered-suspension castoring nose units. Nosewheels size 950 x 250mm. All landing gear struts are faired. The port nose gear fairing incorporates steps to the crew door. Despite the height of the gear, the Mi-10 can make stable landing and take-off runs at speeds up to 100km/h.

Two 4,101kW Soloviev D-25V turboshaft engines, are mounted side by side above cabin, forward of main rotor drive-shaft. Single fuel tank in fuselage (731 litres) and two external tanks (3500 litres each) on sides of cabin 2400 litres (1920kg), with total capacity of 6,184kg. Provision for carrying two auxiliary tanks in cabin, to give total fuel capacity of 8,260kg. Provision for pressure-fuelling from ground whilst hovering. Engine cowling side panels (opened and closed hydraulically) can be used as maintenance platforms when open.

The maximum payload is 11000kg, but this can be increased to 14000kg by installing Soloviev D-25VF engines, each of which yield 6500shp.

Two pilots and flight engineer accommodated on flight deck, which has bulged side windows to provide an improved downward view. Flight deck is heated and ventilated and has provision for oxygen equipment. Crew door is immediately aft of flight deck on port side. Main cabin can be used for freight and/or passengers, 28 tip-up seats being installed along the side walls. Freight is loaded into this cabin through a door on the starboard side, aft of the rear landing gear struts, with the aid of a boom and 200kg capacity electric winch. In addition to the cargo platform described earlier, the Mi-10 has external sling gear as standard equipment. This can be used in conjunction with a winch controlled from a portable control panel inside the cabin. The winch can also be used to raise loads of up to 500kg while the aircraft is hovering on rescue and other duties, via a hatch in the cabin floor. AI-8 turbine APU permanently installed for electric/hydraulic power without main engines.
Equipped with anticing as the Mi-6A.

A closed-circuit TV system, with cameras scanning forward from under the rear fuselage and downward through the sling hatch, is used to observe the payload and main landing gear, touchdown being by this reference. The TV system replaces the retractable undernose ‘dustbin’ fitted originally.

Construction of both versions totalled 55 when production ended in 1971; manufacture was resumed briefly in 1977, but no new production figures have been quoted. Harke is operated by Aeroflot and by the Soviet forces in comparatively small numbers. The Mi 10K is not known to be in military service.
All versions were grounded in August 1992.

Mi-10
Engine: 2 x D-25V turboshaft, rated at 4045kW
Main rotor diameter: 35.0m
Length without rotors: 32.86m
Height: 7.8m
Max take-off weight: 43450kg
Empty weight: 24680kg
Max speed: 235km/h
Cruising speed: 220km/h
Service ceiling: 3000m
Range with 8,000kg payload: 420km
Payload: 8000-12000kg

Mi-10
Engines: 2 x Soloviev D-25V single-shaft free-turbine engines driving common R-7 gearbox, 5,500 shp each.
Main rotor diameter: 114 ft 10 in (35 m)
Overall length (rotors turning): 137 ft 5½ in (41.89 m)
Fuselage length: 107 ft 9¾ in (32.86 m)
Height: 32 ft 2 in (9.8 m)
Empty weight 60,185 lb (27.300 kg)
Max loaded weight 96,340 lb (43.700 kg)
Max speed: 124 mph (200 km/ h)
Service ceiling: 9,842 ft (3000 m)
Range: (with 12,000 kg platform load) 155 miles (250 km)
Armament: normally none

Mi-10K
Engine: 2 x Solovyov D-25V turboshaft, 4101kW
Main rotor diameter: 114 ft 10 in (35 m)
Overall length (rotors turning): 137 ft 5½ in (41.89 m)
Fuselage length: 107 ft 9¾ in (32.86 m)
Height: 25 ft 7 in (7.8 m)
Empty weight 54,410 lb (24,680 kg)
Max loaded weight 83,776 lb (38,000 kg)
Service ceiling: 9,842 ft (3000 m)
Armament: normally none.
Range with typical payload: 250km
Max payload: 11000kg

Designed originally in May 1960, the V-8 ‘Hip-A’ prototype helicopter was basically a turbine-powered version of the Mi-4, retaining initially its rotor, transmission and a number of other components. Intended powerplant was two Isotov turboshaft engines, but as these were not fully developed when the V-8 was nearing completion, it was powered instead by a single large 2700 shp Soloviev AI-24V turboshaft derated to the 2013kW limit of the transmission, for its first flight in 24 June 1960. However, the second machine (flown for the first time on 17 September 1962) introduced the Isotov TV2-117 engines, each then rated at 1119kW, and this became the standard installation on early production aircraft, designated Mil Mi-8 (NATO reporting name ‘Hip B’). The only other major change to be introduced since that time resulted from problems with the main rotor inherited from the Mi-4, replaced in 1964 by a five-bladed rotor of more advanced design in the ‘Hip-B’ prototype.

Mil Mi-8 / Mi-9 / Mi-19 Article

The fuselage is an all metal semi-monocoque in the pod and boom style. The rotor head has a conventional machined steel head spider with blades seated in oil-lubricated drag and flapping hinges. Collective pitch control is interlocked with the throttles and engine speeds and torques are automatically synchronized. The main rotor blades are all metal interchangeable blades of basic NACA 230 section, solidity 0.0777and employ automatic electkothermal de-icing and are fitted with an automatic gas pressure spar failure warning system. The main rotor shaft is inclined forward 4 degrees 30 minutes from the vertical. The blades are carried on a machined spider; pendulum vibration damper; and three-blade starboard tail rotor. The gear box is a VR-8 twin stage planetary reduction gearbox which drives the main rotor shaft and the intermediate and tail rotor gear boxes, the oil cooling fan, genera¬tors, and hydraulic pumps. The two 1500 shp Isotov turbo shafts with free turbines are automatic self governing of the main rotor speed, with a manual over-ride. Both engines drive the one main VR-8 two-stage planetary main reduction gearbox giving main rotor shaft/engine rpm ratio of 0.016:1and operate independently which permits flying the helicopter with one engine operative, when necessary. The transmission comprises gearbox, intermediate and tail rotor gearboxes, main rotor brake, and drives off main gearbox for tail rotor, fan, AC generator, hydraulic pumps and tachometer generators. The tail rotor pylon forms small vertical stabiliser and there is a horizontal stabiliser near the end of the tailboom; clamshell rear-loading freight doors.

Flying controls are mechanical with irreversible hydraulic boosters; main rotor collective pitch control linked to throttles.

The structure is all-metal; main rotor blades each have extruded light-alloy spar carrying root fitting, 21 honeycomb-filled trailing-edge pockets and blade tip; balance tab on each blade; each tail rotor blade made of spar and honeycomb-filled trailing-edge; semi-monocoque fuselage.

The undercarriage is a non-retractable tricycle type; steerable twin-wheel nose unit, locked in flight; single wheel on each main unit; oleo-pneumatic (gas) shock-absorbers. Mainwheel tyres 865 x 280mm; nosewheel tyres 595 x 185mm. Pneumatic brakes on mainwheels; pneumatic system can also recharge tyres in the field, using air stored in main landing gear struts. Optional mainwheel fairings.

Power is from two 1,250kW Klimov TV2-117A turboshafts (1,434 kW TV3-117MTs in Mi-8MT). Main rotor speed governed automatically, with manual override. Single flexible internal fuel tank, capacity 445 litres; two external tanks, each side of cabin, capacity 745 litres in port tank, 680 litres in starboard tank; total standard fuel capacity 1,870 litres. Provision for one or two ferry tanks in cabin, raising maximum total capacity to 3,700 litres. Fairing over starboard external tank houses optional cabin air conditioning equipment at front. Engine cowling side panels form maintenance platforms when open, with access via hatch on flight deck. Total oil capacity 60kg.

Two pilots side by side on flight deck, with provision for flight engineer’s station in between. Military versions can be fitted with external flight deck armour. Windscreen de-icing standard. Basic passenger version furnished with 24 to 26 four-abreast track-mounted tip-up seats at pitch of 72 to 75cm, with centre aisle 32cm wide; removable bar, wardrobe and baggage compartment. Seats and bulkheads of basic version quickly removable for cargo carrying. Mi-8T and standard military versions have cargo tiedown rings in floor, winch of 150kg capacity and pulley block system to facilitate loading of heavy freight, an external cargo sling system (capacity 3,000kg), and 24 tip-up seats along sidewalls of cabin. All versions can be converted for air ambulance duties, with accommodation for 12 stretchers and tip-up seat for medical attendant. Large windows on each side of flight deck slide rearward. Sliding, jettisonable main passenger door at front of cabin on port side; electrically operated rescue hoist (capacity 150kg) can be installed at this doorway. Rear of cabin made up of clamshell freight-loading doors, which are smaller on commercial versions, with downward-hinged passenger airstair door centrally at rear. Hook-on ramps used for vehicle loading.

The standard heating system can be replaced by full air conditioning system; heating of main cabin cut out when carrying refrigerated cargoes. Two independent hydraulic systems, each with own pump; operating pressure 44 to 64 bars. DC electrical supply from two 27V 18kW starter/generators and six 28Ah storage batteries; AC supply for automatically controlled electrothermal de-icing system and some radio equipment supplied by 208/115/36/7.5V 400Hz generator, with 36V three-phase standby system. Engine air intake de-icing standard. Provision for oxygen system for crew and, in ambulance version, for patients. Freon fire extinguishing system in power plant bays and service fuel tank compartments, actuated automatically or manually. Two portable fire extinguishers in cabin.

A four-axis autopilot to give yaw, roll and pitch stabilisation under any flight conditions, stabilisation of altitude in level flight or hover, and stabilisation of preset flying speed; Doppler radar box under tailboom.

Intended primarily for Aeroflot, the Mi-8 carries a 2- or 3-man crew and has seating accommodation for up to 28 passengers in its standard airline form. Alternative internal arrangements include a de luxe saloon cabin for executive travel or a cargo layout for an internal payload of 4000kg. Emergency conversion of the cargo model to a passenger carrier can be carried out quickly by installing 24 tip-up seats along the cabin sides. Clamshell rear doors are provided for loading large items of cargo or, in the ambulance role, 12 stretchers which can be carried with an accompanying medical attendant. Large numbers of Mi-8s are used by Aeroflot in the transport role, being deployed also for ice reconnaissance, rescue operations and logistic support, but even greater numbers are operated by the Soviet Union’s Frontal and Naval Aviation and, in addition, these helicopters have been supplied to the armed forces of about 40 other nations.

The Mi-8 can also be used as a rescue machine with a winch on the cabin side capable of lifting a 250kg load, or with an under-fuselage hook for an external sling load of about 2500kg.

The Mil Mi-8V is a 28-seat multi-role transport helicopter powered by two Izotov turboshaft engines. The Mi-8 was exported to over 50 countries.

The Mil Mi-8MTV-1 is a 24-seat multi-role transport helicopter powered by two Klimov TV3-117VM turboshaft engines.

Powered by 1,900 shp Isotov TV3-117MT engines replacing the 1,700 shp TV2-117As, Hip serves Frontal Aviation in several forms, the principal of these being the basic assault transport Hip-C, which can carry 128 57-mm rockets in four packs on lateral outriggers; Hip-D which performs electronic duties, and Hip-E is the heavily armed attack variant, fitted with a flexibly-mounted 12,7-mm gun in the nose and can carry 192 57-mrn rockets in six packs plus four AT-2 Swatter anti-armour missiles. Hip F is the export version of the Hip E, with six AT-3 Sagger missiles, while Hip G is another communications relay model. Hip J and Hip K are electronic warfare derivatives, used principally to jam communications.

The primary task of Hip is to deposit assault troops, equipment and supplies immediately behind the enemy lines and evacuate casualties, and for this purpose it can carry up to 28 fully-equipped troops, 8,820 lb (4 000 kg) of freight or 12 casualty litters.

The Mi-8 Salon is an executive transport.

The Mi-8PPA is a special communications jammer variant.

In 1981, the Mi-8 was replaced in production by the re-engined Mi-17 that was flown first as Mi-8MT in 1980.

More than 10,000 Mi-8 and Mi-17 Hips have been built in several models, and production of both the Mi-8 and Mi-17 continued in 1987. Many hundreds being exported to more than 40 operators.

Mi-8s, Mi-17s and Mi-171s were marketed and delivered from Kazan (Mi-8, Mi-17, Mi-172) and Ulan-Ude (Mi-8T, Mi-171) plants for civil and military use, including 2,800 exported; many Mi-8s converted to Mi-17 standard.

Mi-8 derivatives include Mi-9 tactical airborne command post (first flown 1977) and Mi-19 variant for use by commanders of tactical rocket units, Mi-17 (first flown August 1975) with change of engines and other modifications and Mi-171/Mi-172 export models, and lengthened Mi-173. The Mi-8PPA is a special communications jammer variant. The Mil Mi-14 ‘Haze’ anti-submarine helicopter is derived from the Mi-8.

Long-range modification: AEFT (Auxilliary External Fuel Tanks) by Aeroton adds another 1,900 litres in two internal tanks, plus same quantity in four external tanks on the stores pylons of the Mi-8T and Mi-8AT. Operational range with all six tanks is 1,100km; ferry range 1,600km.

All helicopters of Mi-8/Mi-17 series in Russian military service are known as Mi-8s of various subtypes, regardless of engines fitted.

Gallery

Versions:

Mi-8APS
Military VIP transport with enhanced communications fit and more luxurious interior; used as Russian Presidential aircraft.

Mi-8AT
Civil transport version produced by Ulan-Ude; TV2-117AG turboshafts; optional 8A-813 weather radar, DISS-32-90 Doppler radar and A-723 long-range radio navigation.

Mi-8ATS
Agricultural helicopter with spray hoppers on each side, and with ‘wing’-type spraybars.

Mi-8AV
Dedicated minelayer, despatching mines down steep, ladder-like slide projecting from gap between lower corners of clamshell doors.

Mi-8BT
Equipped for minesweeping, towing sled from winch in cabin. Clamshell doors removed for missions.

Mi-8K
Reconnaissance and artillery fire correction version; large window for camera in rear clamshell doors.

Mi-8MT
Flying crane version with operator’s glazed gondola in place of rear clamshell doors. SSSR-254444 may have been the prototype. Designation re-used for Mi-17.

Mi-8P (‘Hip-C’)
Civil passenger helicopter; standard seating for 28 to 32 persons in main cabin with large square windows.

Mi-8PD (punkt dowodzenia)
Polish airborne command post version.

Mi-8PPA (‘Hip-K’)
Active communications jammer; rectangular container and array of six cruciform dipole antennae each side of cabin; no Doppler box under tailboom; heat exchangers under front fuselage; some uprated to Mi-17 standard, with port-side tail rotor.

Mi-8PS (‘Hip-C’)
Military VIP transport; basically as civil Mi-8 Salon.

Mi-8R
Reconnaissance version.

Mi-8S (Salon) (‘Hip-C’)
Original de luxe version of standard Mi-8; normally 11 passengers, on eight-place inward-facing couch on port side, two chairs and swivelling seat on starboard side, with table; square windows; air-to-ground radiotelephone and removable ventilation fans; compartment for attendant, with buffet and crew wardrobe forward of cabin; toilet (port) and passenger wardrobe (starboard) to each side of cabin rear entrance; alternative nine-passenger configuration; maximum T-O weight 10,400kg; range 380km with 30 minutes fuel reserve.

Mi-8SMV (‘Hip-J’)
ECM version with R-949 jamming system; additional small boxes each side of fuselage, fore and aft of main landing gear legs. Also four containers with 32 droppable short-range jammers. Range 54 n miles (100 km; 62 miles).

Mi-8T (‘Hip-C’)
Civil utility transport version, with TV2-117A turboshafts and circular cabin windows, built by Ulan-Ude plant. Alternative payloads include internal or external freight; 24 passengers on removable folding seats; 26 passengers on conventional seats; 12 stretcher patients or executive layout similar to Mi-8S.

Mi-8T (‘Hip-C’)
Also available as standard assault transport of Russian Federation and Associated States (RFAS) army support forces; carrying 24 fully armed troops. Able to dispense 200 anti-personnel or anti-tank mines in flight, by conveyor belt through rear doors.

Mi-8TB (‘Hip-E’)
Development of ‘Hip-C’; KV-4 flexibly mounted 12.7 mm machine gun, with 700 rounds, in nose; triple stores rack each side, to carry total 192 S-5 rockets in six UV-32-57 packs, plus four 9M17P Scorpion (AT-2 ‘Swatter’) anti-tank missiles (semi-automatic command to line of sight) on rails above racks; about 250 in RFAS ground forces; some uprated to Mi-17 standard as Mi-8MTV, with port-side tail rotor.

Mi-8TBK (‘Hip-F’)
Export ‘Hip-E’; missiles changed to six 9M14 Malyutka (NATO AT-3 ‘Saggers’; manual command to line of sight).

Mi-8TG
Modified TV2-117TG engines permit operation on Liquefied Petroleum Gas (LPG) and Kerosene. LPG contained in large tanks, on each side of cabin, under low pressure. Engines switch to Kerosene for take-off and landing. Reduced harmful exhaust emissions in flight offer anti-pollution benefits. Modification to operate on LPG requires no special equipment and can be effected on in-service Mi-8s at normal maintenance centre. Weights unchanged. Large external tanks, each side of cabin, reduce payload by 100 to 150kg over comparable ranges, with little effect on performance. First flight on LPG made 1987.

Mi-8T(K)
Dedicated photo-reconnaissance platform with AFA-42/100 or AFA-A87P starboard oblique camera in forward part of the cabin, possibly with some onboard processing capability. May be used as fire correction platform.

Mi-8TM
Upgraded civil transport version of Mi-8T; weather radar and rotor head integrity system.

Mi-8TP
Military executive version; upgraded communications include R-832 radio with two-blade antennae under front fuselage and tailboom and R-111 with rod antenna lowered under cabin.

Mi-8TS (tropichesky sukhoi: tropical)
Export version for hot and dusty climates.

Mi-8TV (vooruzhonnyi: armed) (‘Hip-C’)
As Mi-8T, but with added twin-rack each side, to carry total of 64 57 mm S-5 rockets in four UV-16-57 packs, or bombs, for army assault forces.

Mi-8TZ
Adapted to deliver fuel to front-line areas.

Mi-8 VIP
De luxe version by Kazan; three crew and seven to nine passengers; main rotor has vibration damper; hinged airstair door; interior divided into vestibule, passenger cabin crew department, cloakroom and toilet; optional water heater, TV and GPS. Maximum take-off weight 12,000kg.

Mi-8VZPU (vozduzhnyi zapasnoi punkt upravlenya: airborne reserve command post) (‘Hip-D’)
As ‘Hip-C’ but rectangular-section canisters on outer stores racks; two large dorsal antennae above forward part of tailboom; no armament.

Mi8AMT, Mi-8MT and Mi-8MTV are versions of the Mi-17, with more powerful turboshafts and port-side tail rotor.

Mi-8M see Mil Mi-17

Mi-9 (‘Hip-G’)
Airborne command post variant of Mi-8; ‘hockey stick’ antennae projecting from rear of cabin and from undersurface of tailboom, aft of Doppler radar box; rearward inclined short whip antenna above forward end of tailboom; strakes on fuselage undersurface. Crew of three to six.

Specifications:

Mil Mi 8
Engine: 2 x Isotov TW 2-117A, 1479 shp
Length: 60.072 ft / 18.31 m
Height: 12.828 ft / 3.91 m
Rotor diameter: 69.849 ft / 21.29 m
Max take off weight: 26460.0 lb / 12000.0 kg
Max. speed: 135 kts / 250 km/h
Service ceiling: 14764 ft / 4500 m
Range: 532 nm / 985 km
Crew: 3

Mi-8 Hip E
Engine: 2 x Isotov TV2
Installed pwr: 2535 kW
Rotor dia: 21.3 m
Fuselage length: 18.2 m
No. Blades: 5
Empty wt: 6625 kg
MTOW: 12,000 kg
Payload: 4000 kg
Max speed: 260 kph
Ceiling: 4500 m
HIGE: 1900 m
HOGE: 800 m
Fuel cap (+aux): 1870 lt ( 1830 lt )
Range: 465 km
Crew: 2
Pax: 32

Mi-8T
Engines: 2 x Klimov (Isotov) TV2-117A turboshaft, 1250 kW (1677 shp)
Max speed: 140 kts / 250km/h
Max cruise speed: 120 kts / 225km/h
Service ceiling: 14,765 ft / 4500m
HIGE: 6235 ft
Range (24 pax + res): 500 km
Empty Wt: 14,990 lbs / 6625kg
MTOW: 26,455 lbs / 12000kg
Rotor dia: 69 ft 10 in / 21.29m
Length overall: 82 ft 10 in
Fuselage length: 59 ft 8 in / 18.17m
Height: 18 ft 7 in / 4.38m
Fuselage width: 2.5m
Disc area: 3932 sq.ft
Pax: 24
Payload: 4000kg

Mi-8M see Mil Mi-17

An experimental tip-drive helicopter completed in 1959. A 4-seat light helicopter with skid u/c, thin triangulated tail boom structure, powered was from two AI-7 tip-mounted ramjets. A pilot and three passengers were in a stressed-skin nacelle with three doors, tail on tubular boom, and kerosene tank in roof. The all-metal blades carrying subsonic tip ramjets. The hub was of design unlike other Mil helicopters. Inclined drive shaft to tail rotor.

One prototype was built and flown in 1959, but it is believed it never flew with more than the pilot on board.

Mil V-7
Engine: 2 x AI-7
Rotor diameter: 11.6m
Loaded weight: 835kg
Empty weight: 730kg