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Mil Mi-8
1964.

The third of Mikhail Mil''''''''s current quartet of turbine-powered helicopters, the Mi-8, appeared in prototype form towards the end of 1961. In broad terms it bears the same relationship to the Mi-4 as the Mi-2 has to the Mi-1, and (initially at least) the rotor hub, rotor blades, rear fuselage boom and certain undercarriage components were similar to those employed in the Mi-4. The original prototype was powered by a single 2700shp Soloviev shaft turbine mounted over the cabin roof, but in the second machine, which flew for the first time on 17 September 1962, this was replaced by two of the smaller Isotov engines of 1500shp each. The latter has been the standard installation on all subsequent aircraft, the only major design change being the substitution of a 5-blade rotor for the original 4-blade one in 1964.
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 pay-load 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.
Like the other Mil turbine helicopters, 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.

Technical data for Mi-8T
Engine: 2 x TV2-117A turboshaft, rated at 1250kW, main rotor diameter: 21.29m, fuselage length: 18.17m, height: 4.38m, fuselage width: 2.5m, take-off weight: 12000kg, empty weight: 6625kg, max speed: 250km/h, cruising speed: 225km/h, service ceiling: 4500m, range: 425-480km, payload: 4000kg
Động cơ: 2 x TV2-117A loại turboshaft, công suất: 1250kW, Đường kính cánh quạy chính: 21.29m, dài: 18.17m, cao: 4.38m, rộng: 2.5m, trọng lượng cất cánh: 12000kg, trọng lượng rỗng: 6625kg, tốc độ tối đa: 250km/h, tốc độ hành trình: 225km/h, trần bay: 4500m, tầm hoạt động: 425-480km, tải trọng: 4000kg

Được Freesky sửa chữa / chuyển vào 00:26 ngày 25/09/2006

Mil Mi-10K
1965.

The final derivative of the Mi-6 is the Mi-10K, seen in public on 26 March 1966. This differs from the Mi-10 in that it has much shorter landing gear and a thinner tail rotor support structure. A glazed gondola is fixed beneath the nose, with a rearward-facing pilot seat. From this position, the occupant can control the helicopter during hovering and superintend loading and un-loading. The maximum payload is 11000kg, but this can be increased to 14000kg by installing Soloviev D-25VF engines, each of which yield 6500shp.

Technical data for Mi-10K
Engine: 2 x Solovyov D-25V turboshaft, rated at 4101kW, main rotor diameter: 35.0m, length with rotors turning: 41.89m, height: 7.8m, take-off weight with payload on a sling: 38000kg, empty weight: 24680kg, max speed with payload on a sling: 202km/h, ceiling: 3000m, range with typical payload: 250km, max payload: 11000kg

Mil Mi-22
1965 - project

Mil Mi-20
1966.

Mil V-12
1969.

The Mil Mi-12, known as V-12 in the Soviet Union, and by the NATO reporting name Homer, is so far the only helicopter produced by the Mil bureau to depart from the single main rotor plus tail rotor formula. It is to date the world''s largest helicopter and flew for the first time in 1968, but did not enter production. The second prototype, which was presented in the West at the 1971 Paris Air Show, set seven load-carrying records in 1969: in February, a 31030kg load was lifted to 2951m and the following August, 40204kg was taken to 2255m.
The Mi-12 project was started in 1965 with the aim of producing a vertical take-off aircraft capable of carrying missiles or other loads compatible with those of the four-engine An-22. The bureau chose the side-by-side rotor formula in order to use the engine-transmission-rotor assembly of the helicopters of the Mi-6 / Mi-10 series with minimal modifications. Two of these assemblies were in fact mounted at the tips of the two short wings, which had an inverse taper from the root to the wingtips. 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 large cargo hold measuring 28.15m long by 4.4m wide could take various kinds of loads, including very bulky ones, as well as troops or handling crews. The fuselage had a conventional, semi-monocoque structure, with large clamshell loading doors at the rear to facilitate handling of bulky loads. The flight deck was on the upper floor of the cabin and there were six crewmembers. On the ground, the helicopter was supported by large, fixed tricycle landing gear with two wheels on each unit. A large end-plate fin tail unit was mounted at the rear of the fuselage, with moving vertical and horizontal surfaces.
As well as being designed for military use, the Mi-12 was probably intended for service with Aeroflot, especially for deployment in areas of Siberia which are rich in resources but which have very poor communications. Technical problems were almost certainly responsible for development of this aircraft being abandoned in favour of the Mi-26.

Although only two examples of the Mil Mi-12 were built, both being V-12 prototypes, this giant machine is worthy of mention as the world''s largest helicopter to have flown to date. To economise in effort and development cost, the Mil design team adopted the main rotor, transmission and powerplant of the Mi-6, using them in duplicate, one such unit being located at the tip of each of the extensively-braced fixed wings. The use of twin counter-rotating main rotors eliminated the requirement for a tail rotor, the tail unit consisting instead of conventional surfaces, plus endplate fins at the tips of the tailplane. 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 which, when submitted for ratification, was the first intimation received in the West of the existence of this giant helicopter, then allocated the NATO reporting name ''Homer''. 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 that remains unbeaten. The first prototype was destroyed in a non-fatal landing accident during 1969, but although the second prototype was used for a large number of demonstration flights, no further development or production ensued.
The V-12 had a fuselage and tail unit more akin to a fixed wing trans-port and was lifted by two Mi-6 rotors mounted at the ends of outrigger wings. A pair of D-25VF turbines was fitted at the tip of each wing to power the rotors. With the crew perched in a ****pit above the nose the V-12 had an unobstructed cabin capable of carrying 120 passengers. Unfortunately, testing of the V-12 started with a disastrous heavy landing and the Mil team experienced major stability difficulties with the two remaining prototypes. The performance of the V-12 never matched that of Mil''s other large trans-port helicopters and it was eventually abandoned

Mil V-16
1967 - project.

V-16 helicopter project of side-by-side twin rotor design with two high-power turboshafts, low-rotating turbines and vertical shafts.

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