CONTENTS

CHAPTER 1.HELICOPTER GENERAL CHARACTERISTICS AND MAIN DATA . . . . . . . . 5

1.1. GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5
1.2. MAIN WEIGHT DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3. BASIC PERFORMANCE (MAINFLIGHT DATA) . . . . . . . . . . . . . . . . . . . . . . 10
1.4. HELICOPTER BASIC DIMENSIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11

CHAPTER 2.FUSELAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

2.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
2.2. FUSELAGE NOSE SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
2.3. FUSELAGE CENTRE SECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .17
2.4. TAIL BOOM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
2.5. PYLON (VERTICAL FIN) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.6. STABILIZER (HORIZONTAL STABILIZER) . . . . . . . . . . . . . . . . . . . . . . . . . 24
2.7. FUSELAGE OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
2.8. STRUCTURAL ACCESS DOOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .26

CHAPTER 3.LADING GEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28

3.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
3.2. LANDING GEAR MAIN DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
3.3. LANDING GEAR NOSE LEG. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30
3.4. MAIN LANDING GEAR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32
3.5. TAIL BUMPER. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
3.6. LANDING GEAR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .36

CHAPTER 4.AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37

4.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.1.1. MAIN TECHNICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
4.2. AIR SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
4.3. AIR SYSTEM UNITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4.4. AIR SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45

CHAPTER 5.MAIN ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46

5.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
5.1.1. MAIN TECHNICAL DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
5.2. MAIN ROTOR HUB ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
5.3. MAIN ROTOR BLADE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
5.4. MAIN ROTOR BLADE TRACKING TEST. . . . . . . . . . . . . . . . . . . . . . . . . . . .52
5.5. MAIN AND TEIL ROTOR HUB LUBRICATION. . . . . . . . . . . . . . . . . . . . . . . . . . 54
5.6. MAIN ROTOR OPERATIONAL INSPECTION. . . . . . . . . . . . . . . . . . . . . . . . . . . 55

CHAPTER 6.TAIL ROTOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56

6.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.1.1. BASIC SPECIFICATIONS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.2. TAIL ROTOR HUB ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 56
6.3. TAIL ROTOR BLADE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
6.4. TAIL ROTOR OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .59
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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 CHAPTER 7.HELICOPTER CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
7.2. SWASH PLATE ASSEMBLY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 62
7.2.1. SWASH PLATE MAIN TECHNICAL DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . .62
7.3. LONGITUDINAL- LATERAL CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . .64
7.4. DIRECTIONAL CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
7.4.1. MOVEABLE STOP OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
7.4.2. OPERATION OF THE CПУУ-52 MOVEABLE STOP SYSTEM . . . . . . . . . . . . . .70
7.4.3. CПУУ-52 MOVEABLE STOP SYSTEM FAILURE. . . . . . . . . . . . . . . . . . . . . . . . 71
7.5. MAIN ROTOR COLLECTIVE PITCH AND ENGINES
COMBINED CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
7.6. FREE TURBINE RPM READJUSTMENT SYSTEM. . . . . . . . . . . . . . . . . . . . 74
7.6.1. OPERATION OF FREE TURBINE RPM GOVERNOR
READJUSTMENT SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 74
7.7. ENGINE SHUT DOWN CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . 75
7.8. MAIN ROTOR BRAKE CONTROL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . 76
7.9. CONTROL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .77
7.9.1. CONTROL SYSTEM PROBLEMS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78

CHAPTER 8.HYDRAULIC SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80

8.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
8.1.1. HYDRAULIC SYSTEM MAIN DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .81
8.2. HYDRAULIC SYSTEM COMPONENTS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 82
8.3. HYDRAULIC SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 92
8.4. MAIN HYDRAULIC SYSTEMTROUBLES . . . . . . . . . . . . . . . . . . . . . . . . . . . 93

CHAPTER 9.TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
9.2. MAIN GEAR BOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.2.1. MAINGEAR BOX GENERAL DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 96
9.2.2. GEARBOX ATTACHMENT OF THE HELICOPTER. . . . . . . . . . . . . . . . . . . . . . .97
9.2.3. GEARBOX BODY. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.2.4. GEARBOX MECHANISM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
9.2.5. MAIN GEARBOX OIL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 99
9.2.6. MAIN GEARBOX OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
9.2.7. MAIN GEARBOX TROUBLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
9.3. INTERMADIATE GEARBOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .103
9.3.1. INTERMEDIATE GEARBOX GENERAL DATA. . . . . . . . . . . . . . . . . . . . . . . . .103
9.3.2. INTERMEDIATE GEARBOX DESIGN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
9.3.3. INTERMEDIATE GEARBOX OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . .104
9.4. TAIL ROTOR GEARBOX. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 104
9.4.1. TAIL RPTPR GEARBOX GENERAL DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . .104
9.4.2. TAIL ROTOR GEARBOX DESIGN. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .105
9.4.3. TAIL GEARBOX OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
9.5. TAIL ROTOR DRIVE SHAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106
9.5.1. TAIL ROTOR DRIVE SHAFT TROUBLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . .107
9.6. FAN DRIVE SHAFT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .108
9.6.1. FAN DRIVE SHAFT TROUBLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
9.7. MAIN ROTOR BRAKE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

2 Prepared by:-WO RASHED, Airframe Fitter.
 9.7.1. MAIN ROTOR BRAKE TROUBLES. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .109
9.8. HELICOPTER TRANSMISSION INSTRUMENTS. . . . . . . . . . . . . . . . . . . . .110
9.8.1. ЭMИ-3PBИ ELECTRONIC OIL PRESSURE AND TEMPERATURE GAUGE . 110
9.8.2. TУЭ-48T ELECTRICAL TYPE UNIVERSAL TEMPERATURE INDICATOR . . 111
9.8.3. ПC-1 CHIP-DETECTOR. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
9.8.4. ИTЭ-1T MAIN ROTOR RPM INDICATOR (ONE POINTER TACHOMETER) . .111

CHAPTER 10.POWER PLANT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .112

10.1. GENERAL INFORMATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
10.2. ENGINES ATTACHMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .113
10.3. COWLING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
10.4. AIR COOLINGSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
10.5. FUEL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
10.5.1. PURPOSE AND MAIN TECHNICAL DATA. . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
10.5.2. FUEL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
10.5.3. FUEL SYSTEM UNITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 119
10.5.4. FUEL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
10.6. ENGINE OIL SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .130
10.6.1. GENERAL CHARACTERISTICS AND MAIN TECHNICAL DATA. . . . . . . . . . 130
10.6.2. OIL SYSTEM OPERATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .131
10.6.3. OIL SYSTEM UNITS. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 131
10.6.4. OIL SYSTEM OPERATIONAL INSPECT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 134

CHAPTER 11.HELICOPTER EQUIPTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136

11.1. THE COCKPIT AND CARGO COMPARTMENT EQUIPTMENT . . . . . . . . .136
11.1.1. THE COCKPIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .136
11.1.2. THE CARGO COMPARTMENT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
11.2. EXTERNAL LOAD/SLING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .137
11.3. HOIST BOOM WITH ELECRTICAL WINCH. . . . . . . . . . . . . . . . . . . . . . . . .141
11.4. COCKPIT AND CARGO COMPARTMENT
VENTILATION AND HEATING SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 142
11.5. FIRE EXTINGGUISHING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .144
11.5.1. CREW ACTIONS IN CASE OF FIRE. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 149
11.6. ANTI-ICING SYSTEM. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150

CHAPTER 12.APPLICATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 155

12.1. COCKPIT. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .155
12.2. HELICOPTER CONFIGURATION. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .158

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 Basic specifications of the Mi-8 helicopter family
Main data Mi-8MT (Mi-17) Mi-8MTV-1 (Mi-17-1V)
Year of manufacture 1975 1987
Crew 3 3
Number of passengers 24 24
Power plant type TV3117MT TV3-117VM
Take-off power, hp. 2X1900 2X2000
Main rotor diameter, m 21.3 21.3
Empty weight, kg 7200 7381
Weights, kg
Normal take-off weight 11100 11100
Maximum take-off weight 13000 13000
Payload, kg
Normal 2000 3000
Max. 4000 4000
On a sling 3000 4000
Speed, km/h
Max. speed 250 250
Cruising speed 220 240
Hovering ceiling, m
Without ground effect 1760 3980
With ground effect 3500 ~
Service ceiling, m 5000 6000
Operational range, km 580 590

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

4 Prepared by:-WO RASHED, Airframe Fitter.
 CHAPTER 1. HELICOTER GENERAL
CHARACTERISTICS AND MAIN DATA

1.1. GENERAL INFORMATION

The Mи-8MT (Mi17) helicopter (fig. 1.1)
was developed in the design office of M, Mil,
it is a modification of the Mi-8T helicopter
(fig. 1.2) which has been in production since
1965. The Mi-17 (Mи-8MT) helicopters first
flight was on August 5th of 1975. The Mi-17
(Mи-8MT) series production was started at
the Kazan helicopter factory in 1977.
The Mi-17 (Mи-8MT) helicopter has some
engineering differences from its predecessor.
First, it has the more powerful TB3-117MT
engines. Takeoff power of each of these
engines is 2225 h.p. but this power can only
be used when one engine fails during flight
at an altitude of 1700m (5577 ft.) MSL or
higher. In normal conditions the engine
power is limited to 1950 h.p. second is the
addition of the AИ-9 Auxiliary Power Unit
(APU) which provides compressed air for
starting the engines and also drives the
standby generator. The AИ-9 can be used
continuously 30 minutes; as a power source
on the ground for electrical power
requirements and in flight for 30 minutes
when the main power sources have failed.
Third, is that the main electrical power
system is alternating current (AC) and the
direct current DC) electrical power
requirements are provided by rectifiers.
Mi-17-1V (Mи-8MTB-1) helicopter (fig.
1.3) is a subsequent modification of the Mi-
17 (Mи-8MT) helicopter. The Mi-17-1V (Mи-
8MTB-1) helicopter has been produced at
the Kazan helicopter factory since 1988. It
has the TB3-117BM (modified altitude)
engines, which improves the helicopter
weight lifting capacity in mountainous and
high temperature conditions.
The TB3-117BM engine differs from the TBЗ-117MT engine in the number of
constructive changes to the engine, the automatic control system (CAP) and the fuel supply
which increases turbine efficiency, compressor design providing for more stable engine
operation in low and high temperature conditions, improved efficiency of engine thermo-
loaded components cooling, and amplification of separate constructional elements.
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
MI-17 R&I, BAF Base ZHR. Feb 2016 5
CHAPTER For increased optimal engine control and better use of additional reserve capacity in the
automatic control system. The TB#-117BM engine has the ЭPД-3BM electronic governor
1 rather than the PПP-3A limit governor. The ЭPД-3BM provides for:
- frequency limitation of the engine compressor section RPM, according to temperature
HELICOPTER GENERAL CHARACTERISTICS AND MAIN DATA

and pressure altitude;

- signals for engine shut down and illumination of the <EXCESSIVE N free turbine LEFT
ENGINE> and <EXCESSIVE N free turbine RIGHT ENGINE> warning lights when the
free turbine REACHES MAXIMUM ALLOWABLE rpm;
- change in the power contour of the turbine compressor RPM to the emergency rating
and illumination of <EMERGENCY RATING LEFT ENGINE>and<EMERGENCY
RATING RIGHT ENGINE> WARNING LIGHTS;
- advisory panel light for <CUT OFF ELECTRONIC GOVERNOR RIGHT/LEFT
ENGINE>
Engineering changes to the engine components, automatic control system, and the fuel
power supply provide for:
- automatic emergency rating engine output in case of one engine failure;
- maintenance of emergency rating maximum power. With bleed air on for powering the
DPU, engine power is not less than 2100 h.p. and 2200 h.p. with bleed air off.
Maximum engine power level is kept constant up to 2200 m (7218 ft.) altitude and
+30ºC;
- maintenance of takeoff rating maximum power. With bleed air on for powering the DPU,
engine power is not less than 1900 h.p. and 2000 h.p. with bleed air off. Maximum
engine power level is kept constant up to 3600 m (app. 11,800 ft.) altitude and +40ºC;
- improved engine performance at altitude of up to 6000 m (app. 19685 ft.) with improved
reliability of engine stating up to 4000 m (13123 ft.);
- readjustment of the hydraulic governor unit (HP3-BM) to lower fuel consumption in case
of electronic governor (ЭPД-3BM) failure providing for overloading the main
transmission;
- increased fuel flow at transient rating engine operation to ensure that 2100 h.p. is
available when the bleed air is operating the DPUs;
- increased fuel flow at the minimum ratings of engine operation, in flight, to prevent free
moving clutch of main gearbox/transmission;
The Mi-17-1V (Mи-8MTB-1) helicopter is a single main rotor type with anti toque tail rotor.
The main rotor system consists of five blades and the tail rotor system has three blades.
The helicopter fuselage is of semi-monocoque design. The sections of the helicopter are
the nose section, the center section, the tail boom, and the pylon.
The helicopter landing gear assembly consists of a tricycle landing gear configuration
and a tail bumper. Each of the two main landing gear struts carry one wheel, each a having
pneumatically activated shoe type brake system. The nose gear is fitted with two caster type
brakeless wheels.
The helicopter has duel flight controls. To reduce the effort required for movement of the
flight controls, the helicopter is fitted with a flight control hydraulic system. The hydraulic
boosters take up the load from the main and tail rotors. Spring feel (force trim) mechanism
are included into the longitudinal and lateral (cyclic), and directional controls (pedal).
Electromagnetic brakes (ЭMT-2M) are used to remove the load from the springs. The
CПУУ-52-1 pitch limit system is installed in the directional control system and limits
automatically the maximum blade angle of the tail rotor according to pressure altitude and
temperature. This protects the helicopter main transmission from overload when the density
altitude is high and ensures an adequate reserve of directional control when the density
altitude is low.
The hydraulic system supplies hydraulic pressure to the flight control hydraulic boosters.
The hydraulic system consists of a main and backup/ reserve hydraulic system.

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 The fuel system consists of one service tank and two external, non-removable fuel tanks.
To increase the range and endurance, one or two additional fuel tanks may be installed in
the fuselage center section. Total capacity of the fuel system with the two additional tanks is
4415 liters or about 7815 lbs.

There are three independent oil systems on the helicopter, two for lubricating the engine
and one for lubricating the main gearbox/transmission.
The fire extinguishing system in the helicopter services the following compartments;
- left engine compartment;
- right engine compartment;
- main gearbox/transmission and APU compartments;
- KO-50 kerosene heater compartment;
The helicopter de-icing system provides anti-icing for the main rotor and tail rotor
blade surfaces, the two front windscreens, dust protection units, and air intake ports.
The de-icing for the rotor blades and windscreens are electrical heating elements.
De-icing for the DPUs is bleed air and electrical heating elements, and engine air inlet
de-icing is provided by bleed air.
Heated air for cockpit and cabin heating is provided by the KO-50 kerosene heater
and is delivered by fans in the ventilation system.
The jib crane and ЛПГ-150M electric winch (rescue hoist) for performing emergency
rescue operations are installed on the helicopter in front of the cabin door. The load capacity
of the hoist is 150 kg.
The helicopter may be operated at ambient temperature of between -50ºc and +50ºC.
Flight into icing conditions when the ambient air temperature is below -12 ºc is
prohibited.
The Mi-171 (Mи-8AMT) helicopter (fig. 1.4) has been in production at the Ulan-Ude
aircraft factory since 1991.
The Mi-171 (Mи-8AMT) is equipped
with the ЛГ-65 electric lock with an
external cargo / sling capacity of 4000 kg.
a weight measuring indicator in the cabin
for the external sling system is planned.
Additionally, the ФПП-7M light for external
sling operation s at night is provided.
A removable modular boom with
the electric winch (CЛГ-300) having a load
capacity of 300 kg and a 60 meter cable is
installed on the MI-171 (Mи-8ATM) for
loading and unloading cargo through the
front door into the cargo compartment while on the ground and at a hover.
A wagon with a load capacity of 1500 kg and a wheeled tray with a load capacity of
2500 kg are available foe mechanically loading and unloading cargo into the cargo
compartment.
It is possible to installed 36 passenger seats with seatbelts. The emergency exits are
equipped with handles on the inside and outside.
The normal and maximum takeoff weight and balance limits of the Mi-171 (Mи-8AMT)
helicopter are the same as the Mi-17-1V (Mи-8MTB-1) series helicopter.

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CHAPTER
1.2. MAIN WEIGHT DATA
1 Takeoff weight:
HELICOPTER GENERAL CHARACTERISTICS AND MAIN DATA

- maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13000 kg

- normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11100 kg

The empty weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7150 kg

Maximum weight of load:

- inside the fuselage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4000 kg

- on external sling of cable structure. . . . . . . . . . . . . . . . . . . . . . . . . . . . . .3000 kg

Maximum number of passengers:

The helicopter may be used for the following types of operations

Transport – maximum number of passengers . . . . . . . . . . . . . . . . . . . . . . . . . . . 22

Ambulance . . . . . . . . . . . . . . . . . . . . 12 invalids on the stretches and one medical

Passenger – maximum number of passengers . . . . . . . . . . . . . . . . . . . . . . . . . . 28

Center of gravity limits:

Forward:
- at takeoff weight of 12500 kg and less. . . . . . . . . . . . . . . . . . . . . . . . . . .+300 mm
- at takeoff weight of 13000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+257 mm

Aft:
- at takeoff weight of 12500 kg and less. . . . . . . . . . . . . . . . . . . . . . . . . . . .-95 mm
- at takeoff weight of 13000 kg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+20 mm

At an intermediate value of takeoff weight from 12500 kg to 13000 kg extreme

center of gravity limit changes in linear law (fig. 1.5).

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER 1.3. BASIC PERFORMANCE (MAIN FLIGHT DATA)
1 Maximum flight speed (by instrument) at altitudes from 0 to 1000 m:
- at takeoff weight of 13000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230 km/h
HELICOPTER GENERAL CHARACTERISTICS AND MAIN DATA

- at takeoff weight of 11100 kg and less. . . .. . . . . . . . . . . . . . . . . . . . . . 250km/h

NOTES:
1. At normal takeoff weight and aft center of gravity (at common center of mass position of
transported cargo against appropriate red pointer on right board of cargo compartment) maximum
speed of flight is limited to 240 km/h
2. At flying weight more normal for helicopter with negative center of gravity, the maximum flight
speed at climbing is limited to 220 km/h.

Cruising speed (by instrument) at altitudes from 0 up to 1000 m:

- at takeoff weight of 13000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 205~215 km/h

- at takeoff weight of 11100 kg and less. . . .. . . . . . . . . . . . . . . . . . . 220~230 km/h

Economic speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 120 km/h

Minimum speed of horizontal flight (by instrument) at altitudes from 0 to 1000 m . . . 60 km/h

Maximum flight altitude:

- at takeoff weight of 13000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4800 m
- at takeoff weight of 11100 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6000 m

Hovering ceiling in standard atmospheric conditions (out of ground effect):

- at takeoff weight of 11100 kg. . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3980 m
- at takeoff weight of 13000 kg. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1500 m

Time to climb at nominal rating of engine operation and most advantageous climb
out speed (120 km/h) with switched off de-icing system:

a) With normal takeoff weight:

1000 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 6 min
3000m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4, 8 min
4000 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6, 5 min
5000 m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8, 7 min
6000 m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13, 9 min

b) With maximum takeoff weight:

1000 m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 3 min
3000m . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7, 1 min
4000 m. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10, 4 min

Vertical descending and motor planning at speed less than 40 km/h it is allowed to
perform with vertical speed not more than 4 m/s.

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 1.4. HELICOPTER BASIC DIMENSIONS
General view of helicopter is shown in figure 1.6 (a and b).
Helicopter length:
- without the main and tail rotors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18, 424 m
- with rotating main and tail rotors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25, 352 m

Helicopter height:
- without tail rotor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .4, 756 m
- with rotating tail rotors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .5, 521 m

Cargo Compartment Dimensions:

- length without cargo door panels. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5, 34 m
- width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 06 m
- height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . , , , , , , , , , , , , , , , , 1, 8 m

Cargo Compartment door aperture/doorway:

- height. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1, 405 m
- width. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0. 825 m

Fuselage aperture/doorway in the cargo doors:

- height . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .1, 620 m
- width (longitudinal line) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2, 288 m

Angle of inclination of main rotor axis forward

Stabilizer area . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 m²
Angle of stabilizer installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -3º

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CHAPTER

1
HELICOPTER GENERAL CHARACTERISTICS AND MAIN DATA

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12 Prepared by:-WO RASHED, Airframe Fitter.
 CHAPTER 2. FUSELAGE

2.1. GENERAL INFORMATION

The fuselage is an all-metal semi-monocoque structure of four sections consisting of
frames (formers) and stringers covered with a stressed metal skin. The four sections: the
nose section, the center section, the tail boom, and the pylon (fig. 2.1), are joined by three
major structural joints.

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CHAPTER
2.2. FUSELAGE NOSE SECTION
2 The nose section of the fuselage (fig. 2.2) constitutes the cockpit. It is an independent
section of 2.15 meters in length.
FUSELAGE

The nose section of the fuselage has five frames and is composed of the ceiling
panel, the floor panel, two side panels, two sliding windows, ceiling, cockpit canopy, and
joining frame №5.

The ceiling has a hatch and door allowing access to the aircraft top, the engines, and
the main gearbox/transmission (fig. 2.3).
The cockpit floor (floor panel) consists of a framework, floor plating, and an outer skin.
The skin has opening for the installation of two landing lights ФПП-7M (fig. 2.4). In the floor
there is an access hatch to the nose gear strut and holes for the heading system tubing.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 The side panels have openings for the
sliding side windows the size of which are 750
mm x 750 mm (fig. 2.5). Each of the sliding
windows is made of a cast magnesium frame
into which is fitted a 3 mm thick Plexiglas blister
type pane/panel. These sliding windows are
fitted with locks which allow them to be opened
from inside the cockpit only. There is an
emergency release on both of the sliding
windows.

The ground power unit electrical

receptacles, the grounding cable, and
compartments for the batteries are on the port
side panel (fig. 2.6).
The rectifiers (BУ-6) and a cooling fan
are installed on the starboard panel. There is
an inlet in the skin for rectifier cooling air intake
and an exhaust port (fig. 2.7).
The cockpit canopy consists of a frame
and glazing. The two middle windscreens are
made of film-heated triplex and are fitted with
wipers (fig. 2.8). The remaining windscreens
are made of Plexiglas and are heated by hot air
from the cabin heating system.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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CHAPTER Joint frame №5 has a bulkhead which separates the cockpit from the cargo
compartment. The cockpit entry doorframe is built into this bulkhead. The armored door has
2 two locks and a peephole (fig. 2.9).
FUSELAGE

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 2.3. FUSELAGE CENTER SECTION
The fuselage center section (fig. 2.10) is 8.74 meters in length. The skin if made of
duralumin sheets (Л-16AM) between 0.8mm and 1 mm thick. The fuselage center section
consists of 23 frames/formers, stringers, and longitudinal booms. Frames 1, 2, 3, 7, 8, 10,
11, 13, and 23 are thicker and stronger frames.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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CHAPTER The center section is composed of a floor panel, two side panels, a sliding door,
2 ceiling panel, rear section, and the cargo door panels.

The floor consists of a frame, and outer skin and floor plating. Twenty-seven cargo
FUSELAGE

mooring (tie-down) rings are in the floor. There is a hatch in the floor for external load
operations allowing the external cargo sling extension cable to pass through the floor. This
hatch is located between frames №8 and №9 (fig. 2.11).
There are five round windows (fig. 2.12) on the sides of the cargo compartment. On
the port side, there is a doorframe, 1405 mm high and 825 mm wide, which extends between
frames 1 and 3, with a sliding door.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 The cargo compartment sliding door (fig. 2.13) is fitted with emergency release
handles on both the outside and inside of the cargo compartment (fig.2.14).

The first (forward) window on the starboard side of the cargo compartment is built into
a panel that can be used as an emergency exit. Its dimensions of the opening are 460 mm
high and 700 mm wide (fig. 2.15). The emergency release mechanism is a pin type
mechanism (fig. 2.16).

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

MI-17 R&I, BAF Base ZHR. Feb 2016 19
CHAPTER The ceiling panel is a 0.6 mm thick skin of titanium alloy.
2 The engines, TB-117BM, are installed atop the cargo compartment, between frames
№2 and №7. The main gearbox, BP-14, is mounted between frames №7 and №10, the fuel
service tank is mounted between frames №10 and №13, and the auxiliary power unit (APU),
FUSELAGE

AИ-9, is mounted between frames №12 and №13.

The rear compartment of the fuselage superstructure emprises the upper part of the
fuselage, located between frame№13 and №23. The radio and electrical equipment units
are installed in this section. A hatch for entrance into this compartment is located between
frames №16 and №18.
The cargo door panels (fig. 2.17) are located between frame №13 and №21.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 There is a hatch on the right cargo door for emergency egress (fig. 2.18). On the left
cargo door there are exhaust louvers for ventilation and on this door is mounted a flare
launcher. A red warning light in the cockpit with the words, “DOORS OPEN” signals that the
cargo doors are open. This light is located on the left side electrical panel (fig. 2.19).

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CHAPTER
2.4. TAIL BOOM
2 The tail boom (fig. 2.20) is 5.44 meters long and consists of 17 frames, 26 stringers, and
a metal skin (fig. 2.21). Frames №2, №6, №10, №14 have stiffeners in their upper parts for
FUSELAGE

supporting the tail rotor drive shaft. These stiffeners also have textolite guides for the tail
rotor control cables.
The stabilizer spar passes between frames №13 and №14 of the tail boom.

The tail bumper (stinger) is attached to fittings on frames №15 and №17.
The tail bumper is attached to the central part of the fuselage with 52 bolts. Twenty-four
of these bolts are 10 mm in diameter and twenty-eight are 12 mm in diameter.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 2.5. PYLON (VERTICAL FIN)
The pylon (fig. 2.22) consists of a fin beam
and fairing. Together, these form the vertical
fin (fig. 2.23).
The fin beam is made of nine frames, a
spar, stringers, and the skin. On frame №2,
the pylon runs at a 43º10’ angle relative to the
tail boom axis. The intermediate gearbox is
attached to frame №3 and the tail rotor
gearbox (90) is mounted to frame №9.

The fairing acts as a rudder providing for

better directional stability while in forward
flight.
The pylon is attached to the tail boom
with 18 bolts, seven are 10 mm in diameter
and eleven are 12 mm in diameter.

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CHAPTER
2.6. STABILIZER (HORIZONTAL STABILIZER)
2
The horizontally mounted stabilizer,
mounted at a 3 angle of incidence relative to
FUSELAGE

the axis of the tail boom, contributes to

aircraft stability and controllability while in
forward flight. The angle of incidence is fixed
maintenance personnel and can be changed
on the ground by maintenance personnel.
The angle of incidence allowable range is
from (-) 9 to (+) 9 (fig. 2.24).
The horizontal stabilizer is a symmetrical
airfoil (NACA-0012) and consists of two
halves (fig. 2.25). Each half (fig. 2.26)
consists of a spar, 7 ribs, a tail stringer, and
an end tip fairing made of fiberglass/plastic.
The leading edge section (spar) is made of
duralumin. The skin from the spar to the
trailing edge is made of AM-100 aircraft
fabric. Since 2005, the skin of the entire
stabilizer is made of metal.

The casing, with a 2 kg of anti-flutter

weight is attached to the front part of frame
№7. The casing is closed by a removable fin
tip made of fiberglass.
A bracket with an eyelet is attached to the
nose of rib №1, with the help of a bracket with
response knot on a frame №13 of the tail
boom.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 2.7. FUSELAGE OPERATION
The following items must be checked when inspecting the fuselage:

 The fuselage skin for condition, free of corrosion, dents, crack, and rupture holes.
 The glass windscreens for condition. Heated glass panels may not be cracked. On
all other panels, cracks may not be longer than 100 mm.
 The stabilizer skins for condition. Skin pricking and tears are unacceptable. Pricks
and tears smaller than 50 mm may be repaired. Pricks and tears larger than 50
mm will require stabilizer removal for repair.
 Rivets for condition. A weak rivet is detected by a black color band around the
head or the rivet. Weak or broken rivets must be repaired.
 Tail boom attaching bolts for centered position and the pylon for condition. Bolt
weakening and breakage is detected by the broken fabric strips (bands) glued to
the joints of the fuselage.
 Door and sliding window locks and emergency release handles for condition and
function. Check safety wire condition on emergency release handles.
 Locks on cargo compartment entrance doors.
 Condition of cargo attachment mooring units (tie downs clevises).
 Condition of tracks on sliding windows.
The cargo doors, door panels, emergency hatch doors, and the cabin entrance door
must be closed and locked before starting the engines (fig. 2.27).

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CHAPTER 2.8. STRUCTURAL ACCESS DOORS
2 Special maintenance hatches are built into fuselage and floor (figures 2.28 and 2.29).
FUSELAGE

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER CHAPTER 3. LANDING GEAR
3
LANDING GEAR

3.1. GENERAL INFORMATION

The landing gear is fixed-type, non-retractable, and consists of two main struts and a
nose strut (fig. 3.1) and a tail bumper (stinger). Each strut of the landing gear is a gas-liguid
shock absorber.
The nose strut is fitted with two cast O-ring-type, brakeless wheels. After the wheels
leave the ground, they automatically move back parallel to the longitudinal axis of the
helicopter.
Each of the main landing gear struts has one wheel with a pneumatic, shoe-type brake.

3.2. LANDING GEAR MAIN DATA

Landing Gear Base . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,281 m
Landing Gear Track . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,510 m
Clearance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0,445 m
Ground Angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4º10’
The amount of AMГ-10 oil for shock absorbers:
for landing gear nose leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,08 lit
in low-pressure chamber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1,11 lit
in high pressure chamber. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2,4 lit
for tail bumper. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0,3 lit
The Initial Nitrogen Pressure in Shock Absorbers:
for landing gear nose strut. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32±1 kgf/cm²
in low-pressure chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26±1 kgf/cm²
in high pressure chamber . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60±1 kgf/cm²
for tail bumper . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27±1 kgf/cm²

The Air Pressure in the Wheel-Tire:

for landing gear nose leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4,5+0,5 kgf/cm²
for landing gear main legs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6,5+0,5 kgf/cm²

The Landing Gear Sizes:

for landing gear nose leg . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . …. .595x185 mm
for landing gear main legs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 865x280 mm

Clearance between the blocks and brake . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3~0.4 mm

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER 3.3. LANDING GEAR NOSE LEG
3 The nose gear (fig. 3.2) is a lever-type consisting of the following parts:
LANDING GEAR

- Gas-liquid shock absorber.

- Lever-action shock/strut.
- fixing device (retainer).
- Forked brace strut.
- Two brakeless wheels.

The shock absorber (fig. 3.3) is fitted to the unit on frame №1 of the fuselage center
portion and consists of an outer tube, inner tube, plunger, and piston having a calibrated
orifice 5 mm in diameter. Two bronze sleeves act as the guides of the inner tube when it is
moving within the outer tube. Rubber
and fluorine rings ensure shock
absorber tightness. These rings fit
inside the annular grooves of the lower
sleeve. The outer tube has two lugs,
one serves for helicopter mooring.
The lever-action shock/strut
cushions bumps when taxiing the
helicopter over and irregular surface. It

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

30 Prepared by:-WO RASHED, Airframe Fitter.
consists of a swivel bracket arm, lever, and connecting rod. The connecting rod attached to
the lower part of the inner tube by hinges and to the lugs on the middle part of the lever. The
lower portion of the outer tube is mounted to a swivel bracket that rotates on bronze sleeves.
A bushing is welded into the swivel bracket for attaching a drawbar.

The fixing device is designed to set and fix the wheels parallel to the helicopter
longitudinal axis after the helicopter is airborne. It consists of two profiled cams. The lower
cam is set into the outer tube and the upper cam is welded onto the lower end of the inner
tube. When the shock absorber is compressed more than 40 mm, the inner tube got together
with the lever-action shock/strut and wheels turn freely relative to the outer tube. Mounted at
the lower end of the inner tube is a lower bushing with sealing rings and a radial locating lug
for moving the wheels into the direction when the inner tube is fully extended. A forked brace
strut, consisting of two steel tubes welded to each other is on the lower part. From one side,
the brace strut is secured to the log on the shock strut outer tube and from the other side it is
attached at two points on frame №2 of the fuselage center section.
Each wheel of the landing gear nose strut has a drum and a wheel tire. The wheel is
mounted on the axle on two tapered roller bearings (fig. 3.4). The installation of two dual
wheels on the nose gear helps in the damping of shimmy type vibrations and oscillations.

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CHAPTER 3.4. MAIN LANDING GEAR
3 The helicopter main landing gear (fig. 3.5) struts are the pyramid type. As the shock
absorber is compressed, the landing gear track changes and a cross force is experienced.
LANDING GEAR

This cross force is an inherent problem with this type landing gear.

Each leg of the main gear consists of:

- A two-chambered shock strut
- A wheel axle assembly
- The wheel and tire.

The shock strut (fig. 3.6) is attached to

frame №10 of the fuselage center section.
This shock strut has a high-pressure
chamber, a low-pressure chamber, and an
intermediate tube. The high pressure
chamber is designed for helicopter
operation at high gross weights and the low-
pressure chamber is designed for helicopter
operations at lower gross weights.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

32 Prepared by:-WO RASHED, Airframe Fitter.
 The high-pressure chamber (Fig. 3.7) consists of a cylinder, rod, upper sealed bushing,
lower bushing with a back-stroke ring, a diffuser, a shaped needle, and a charging valve.

The low-pressure chamber (fig. 3.8) consists of a cylinder, rod, upper sealed bushing,
lower bushing with a back-stroke ring, a diffuser, a charging valve, and a rubber buffer ring
which mitigates shock loads through compression of the low-pressure chamber. To keep the
cylinder from twisting the low-pressure chamber relative to the rod, they are connected by a
torque link.
The wheel axle assembly is of welded tubular construction. The assembly is fastened to
frame №11 of the fuselage with a lug that is welded to one end of the axle. The other end of
the axle has a wheel brake attachment flange, lugs for brace strut attachment, and an ear for
fastening the shock strut. The cantilever wheel axis is attached to the axle.
The brace strut is a steel tube with lugs welded on each end that are used to attach the
wheel axle unit to frame №13 of the fuselage center section. The inner cavity of the brace
strut acts as an air tank for the compressed which powers the wheel braking system.

The wheel of each main gear consists of a brake drum, brake shoes, and the tire. To
prevent lateral wheel failure, the drum has rims, one of which is detachable for mounting the
tire. The tires are self-sealing. Each brake is a pneumatically controlled, block-type brake.
The wheel is mounted on the axle on two conical roller bearings and is secured with a nut
and bolt.

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CHAPTER
3.5. TAIL BUMPER
3 The tail bumper (stinger) (fig. 3.9) is
LANDING GEAR

designed to prevent tail rotor ground during

excessive nose-high pitch altitudes. The tail
bumper includes a shock absorber, two
brace struts, a forked mount, and a step
bearing.

The shock absorber (fig. 3.10) is

attached to frame №17 of the tail boom. It
consists of a cylinder, rod, plunger, a sealed
upper bushing, the lower bushing with a
breaking ring, and a charging valve.

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34 Prepared by:-WO RASHED, Airframe Fitter.
 The brace struts connect to a forked unit on the lower ends and the upper ends are
mounted with a rubber damper at frame №15 of the tail boom (fig. 3.11).

The step bearing (fig. 3.12&3.13) is mounted to the forked unit and held, with a spring, at
an angle to that will prevent the tail bumper from contacting the ground during touchdown.

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CHAPTER
3.6. LANDING GEAR OPERATION
3 The landing gear should be inspected for:
LANDING GEAR

1. Wheel/tire deflection.
 The nose gear deflection should not be more than 43 mm.
 The main gear deflection should not be more than 68 mm.

2. Tires for condition and wear. The tires should have uniform wear up to the first
layer of cord with no deep cuts, pinholes, or swells.

3. Inspect the tire slippage marks for displacement.

4. Wheel locking nuts for security and slippage.

5. Landing gear strut components for condition and security.

6. Shock absorber play and for oil (AMГ-10) leaks.

Landing gear nose strut deflection scale indications:
 At a gross weight of up to 7,260 kg . . . . . . . . . . . . . . . . . . . . . . . . 65 mm ±10 mm
 At a gross weight of up to 13,000 kg. . . . . . . . . . . . . . . . . . . . . . . .95 ~ 150 mm

The low pressure chambers of the main strut should be fully deflected.

The rod output of the high pressure chambers (using an inspection mirror) should be:

 At a gross weight of up to 7,260 kg. . . . . . . . . . . . . . . . . . . . . . . . .220 mm ± 20 mm

 At a gross weight of up to 11,100 kg. . . . . . . . . . . . . . . . . . . . . . . . 90 mm ± 20 mm
 At a gross weight of up to 11,100 kg to 13,000kg . . . . . . . . . . . . . . 68 mm ± 20 mm

7. Landing gear leg mounting units for condition, deformation and cracks.

8. The maximum ground taxi speed (day and night) is 30 km/h (18 mph or 16 knots).
Maximum taxi speed in dusty conditions or on snow covered surfaces is 10 km/h.
Do not make pivot turns about one wheel or perform rearward ground taxi.

Maximum wind speed for taxi operations (day or night) is 25 m/s for a headwind (56
mph or 48 knots) and 15 m/s (34 mph or 29 knots) for any other wind direction relative to the
helicopter.

The landing surface weight capacity must not be less than 3 kgf/cm² and surface
irregularities must not exceed 0.1 meter.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

36 Prepared by:-WO RASHED, Airframe Fitter.
 CHAPTER 4. AIR SYSTEM

4.1. GENERAL INFORMATION

The helicopter air system (fig. 4.1) is designed for:
- Operation the main gear brakes.
- Inflation of the tires when an air compressor is not available.

There are three lines in Air System:

- One for charging the gear strut air cylinders from the helicopter compressor.
- One for charging the gear strut air cylinders using a ground source.
- One for controlling the brakes.

Most of the air system units are mounted on a panel which is attached between frames
№12 and №13 on the left side of the fuselage center section.

4.1.1 MAIN TECHNICAL DATA

Main gear air cylinder capacity . . . . . . . . . . . . . . . . . . . . . . . . 10 liters (5 in each cylinder)

Cylinder air pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40 ~ 54 kgf/cm²

Brake air pressure:

- Brake lever fully depressed. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 ~ 34 kgf/cm²
- Brake lever released . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.

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CHAPTER 4.2. AIR SYSTEM OPERATION
4 The air system schematic is shown in figure 4.2.
AIR SYSTEM

During engine operation, the system air cylinders are charged with compressed air from
the AK-50T1 APU. While at a maintenance facility, the air system cylinders may be
charged/filled using a ground air compressor. Cylinder air pressure is controlled by and
automatic pressure control unit AД-50 and the pressure gauge MBУ-100 indicates cylinder
pressure.

When the system is charged with an external source, the air enters the system through a
y-strainer and passes through the on-board charging filter where the solid particles are
removed from the incoming air. The air then passes through a check valve and the AД-50
automatic pressure control unit and into the air cylinders.

In flight, the pressure is created by air compressor and the air is supplied through the
gravity filter which cleans the air of water and oil and then through a check valve and into the
pressure control unit. From the pressure control unit, the air is fed into the on-board
cylinders.

From the air cylinders, compressed air travels through the filter, to the pressure reduction
valve УП-25/2 and at the same time to the reducer/accelerator УП-03/2M. Braking is applied
by depressing the lever on the captain’s cyclic stick. This lever is connected, by a Boden
shell encased cable, to the pressure reduction valve УП-25/2. The amount of pressure
applied to the brakes is dependent upon the degree to which the brake lever is applied as
the reducer valve directs compressed air to the command cavity of the УП-03/2M reducer
valve which both feeds and bleeds air from the cylinders to the wheel brake cylinders. Air
pressure which is supplied to the brake cylinders is three times higher than the control
pressure supplied by the pressure reduction valve УП-25/2 to the reducer accelerator УП-
03/2M, which amplifies wheel braking.

Since the braking system is not divided, left from right, the same pressure is supplied to
both left and right wheel brake cylinders. Pressure in the brakes is controlled by the MB-60
monometer.

The main gear wheel brakes are released with the relief of pressure to the captain’s
cyclic stick brake lever, air pressure to the reducer accelerator is stopped and the air in the
command cavity is released into the atmosphere through the УП-25/2 pressure reduction
valve. The air in the wheel brake cylinder is also released into the atmosphere through the
УП-03/2M pressure reduction valve.

For parking, the brake lever may be locked in the depressed position with a lock located
at the base of the brake lever.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER
4.3. AIR SYSTEM UNITS
4 The air system consists of the following units: helicopter strut air-cylinders, AK-50T1 air
AIR SYSTEM

compressor, one gravity-filter, two check valves, two air cleaners, pneumatic charging union,
AД-50 automatic pressure control unit, УП-25 reducing valve, УП-03/2 pneumatic control
unit, MBУ-100 and MA-60 pressure gauges.
The cavities of the two brace struts of the main landing gear (fig. 4.4) act as air
tanks/helicopter air resiviours (fig. 4.3). A charging valve (fig. 4.5) located on the left
horizontal brace strut for connecting a hose for inflating the tires when an external air
compressor is not available.
The AK-50T1 air compressor (fig. 4.6) is used to pressurize the helicopter pneumatic
system while in flight. This compressor is driven by the main transmission. It is mounted to
the main transmission compressor flange with studs. The air compressor is a two-stage,
piston type compressor. The air in the brace struts is pressurized to and maintained at
40~54 kgf/cm². The air compressor operation is illustrated in figure 4.7.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

40 Prepared by:-WO RASHED, Airframe Fitter.
 The gravity-filter (fig. 4.8 & 4.9)
removes oil and water from the air delivered by
the compressor. It is located in the main
transmission compartment. A drain valve on the
bottom of the filter body allows the system to be
drained.

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CHAPTER
The check valve (fig. 4.10 & 4.11) permits airflow in one direction and closes the line
4 when airflow is reversed. The pneumatic system has two check valves. Both of these valves
are located on the helicopter.
AIR SYSTEM

The air cleaner / filter (fig. 4.12 & 4.13) cleans the air of particulate impurities. There are
two of these filters in the pneumatic system.
One filter cleans the air which flows from the
ground air tanks and the other filter cleans the
air supplied by the brace-strut air cylinders.
The air moves from the filter to the УП25/2
pressure reducing valve and the УП03/2M
pneumatic control unit / reducing valve. The
first cleaner is installed on the helicopter air
panel and the second is mounted under the
cockpit floor.
The pneumatic charging union /
coupling (fig. 4.14 & 4.15) charges the strut
air cylinders with air from the ground air tanks.
It is located on the port side of the helicopter
between frames №12 and №13.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

42 Prepared by:-WO RASHED, Airframe Fitter.
 The AД-50 automatic pressure control unit (fig. 4.16) automatically switches the
compressor to idle operation when the air pressure reaches 50+4 kgf/cm². when the
pressure drops to 40 kgf/cm² (fig. 4.17), the compressor is switched on to pressurized the
system. During idle operation, air is directed from the compressor into the atmosphere. The
AД-50 automatic pressure control unit is installed on the air system.
The УП-25/2 reducing valve (fig. 4.18 & 4.19) reduces the air pressure going to the
wheel brakes. This valve supplies compressed air reduced to the proper pressure, to the
control chamber of the УП-03/2M pneumatic control unit / pneumatically control reducing
valve. Pressure reduction depends upon the travel of the lever incorporated in the УП-25/2
reducing valve. Maximum air pressure delivered by the reducing valve is 11 kgf/cm². The
reducing valve is mounted under the cockpit floor and is connected by a cable to the lever on
the left cyclic stick.

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CHAPTER The УП-03/2M pneumatic control unit / pneumatically-controlled reducing valve (fig.
4 4.20 & 4.21) supplies compressed air from the main gear air tank/bottles to the wheel brake
cylinders with reducing pressure through the УП-25/2 reducing valve, which meters the
pressure delivered to the УП-03/2M pneumatic control unit. The control pressure variation
AIR SYSTEM

causes proportional variation of the air pressure in brakes. Air pressure supplied to the
wheel brake cylinders is three times higher than control pressure.
The MBУ-100 and MA-60 pressure gauges are mounted on the upper left side panel of
cockpit. The MBУ-100 gauge (fig. 4.22) measures the strut cylinder air pressure, and the
MB-60 gauge (fig. 4.23) measures the air pressure in the wheel brake cylinders.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 4.4. AIR SYSTEM OPERATION
During pre-flight, the following items must be checked:

1. The gravity-filter drain is closed.

2. The MBУ-100 pressure gauge indicates 40~54 kgf/cm².
3. The MB-60 wheel brake pressure gauge should indicate 30~34 kgf/cm² with the cyclic
brake lever fully engaged. When disengaged, the pressure gauge should indicate 0
with no pressure in the wheel brake cylinders.
4. While the cyclic break lever is fully engaged, the MBУ-100 pressure gauge should not
indicate a decrease in pressure.

During air system operation, the following malfunctions may occur:

1. The flexible hoses, the reducing valve, and the pneumatic control unit seals may leak.
2. Moisture may be present on the felt discs of the air filters and may freeze.
3. The AД-50 automatic pressure control unit may not properly function.

If the AД-50 automatic pressure control unit fails in flight during compressor operation,
the air pressure in the system may increase above 54 kgf/cm². If this occurs, bleed the
system by periodically operating the break lever until the pressure is within limits, 40~54
kgf/cm². if the pressure control unit fails while at idle, the strut tank will not be continuously
pressurized and the strut tank will gradually lose pressure with each engagement of the
breaks. In this case it will be necessary to employ the breaks only when required.

If the air system is not serviceable or malfunctions, flight and ground taxi is prohibited.

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CHAPTER
CHAPTER 5. MAIN ROTOR
5
MAIN ROTOR

5.1. GENERAL INFORMATION

The main rotor is designed to:
- Create lift and thrust.
- Create propulsive force/power.
- Provide longitudinal and lateral control of the helicopter.
The main rotor consists of the hub assembly and five blades. The blades are attached to
the hub assembly by means of flapping, feathering, and drag hinges.
The flapping hinge allows for blades flapping movements in the vertical plane while under
the influence of various aerodynamic forces. As a result, the blade shank is relieved of
alternating vertical bending movements. To decrease these flapping movements, a flapping
compensator is used. The flapping compensator allows the blade pitch angle to decrease by
flapping up and blade pitch angle to increase by flapping down.
The main rotor blades are prevented from contacting the tail boom by blade droop
limiters activated by centrifugal force. When the rotor speed is less than 50%, the droop
limiters limit the blade droop angle to 1º40’.
The drag hinge allows the blade oscillate in the plane of rotation under the influence of
the various inertial and aerodynamic forces. As a result, the blade shank is relieved from
alternating lead/lag bending movements. Hydraulic dampers are used for blade
oscillation/vibration damping in the plane of rotation.
The feathering hinge allows the blade to change pitch angles while rotating about the
longitudinal axis.
There is a pendulum-type vibration suppressor on the main rotor hub. It suppresses and
dampers main rotor oscillations in the plane of rotation and reduces the vibration level in the
cockpit.
The main rotor blades are equipped with a rotor blade spar damage warning system and
an electro-thermal anti-icing system.

5.1.1 MAIN TECHNICAL DATA

Diameter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.294 m
Frequency of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 192 RPM (95.3%)
Weight of hub assembly . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 610 kg
Weight of blades (set) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135 kg
Blade chord . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 520 mm
Maximum flapping angle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25º
Blade droop angle:
-Blade resting on clamp . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4º
-Blade resting on droop limiter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1º40’
Blade oscillation angle (relative to drag hinge):
-Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13º
-Backward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11º
Setting angle (relative to feathering hinge):
-Minimum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1º
-Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14º45’
Coefficient of flapping compensator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.5
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
46 Prepared by:-WO RASHED, Airframe Fitter.
 5.2. MAIN ROTOR HUB ASSEMBLY
The main rotor hub (fig. 5.1)
attaches the blades to and transmits
torque from the main
gearbox/transmission shaft (mast). It
also transfers the forces created by
the blades to the helicopter.

The basic parts of the main rotor

hub assembly are (fig. 5.2): hub
body, flapping hinges, intermediate
yokes, drag hinges, feathering
hinges, blade turning arms, hydraulic
dampers, centrifugal droop limiters,
and a pendulum-type vibration
suppressor (damper).

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CHAPTER The hub body is mounted on the splined end of the main gearbox shaft (mast). It is
5 secured to the shaft by a nut. The hydraulic damper reservoirs, the rotor slip ring assembly,
and a pendulum-type vibration suppressor are secured to the upper part of the hub
assembly.
MAIN ROTOR

The hub body (assembly) lug, two intermediate yoke lugs and a pin, mounted on two
needle bearings (fig. 5.3), from the flapping hinges. Two bronze rings receive the forces/load
along the axis of the pin. The pin is secured with a nut from the axis displacement, and when
the pin is turned relative to the yoke, it is secured by a key. From one side, a pin has two
lugs for the hydraulic damper inner tube attachment. From the other side, the pin has a lug
for attachment of the screw clamp.
The intermediate yoke (clamp) is a box-section part with two pairs of lugs. The centrifugal
droop limiter mechanism is mounted inside each yoke.
The drag hinge (fig. 5.3) is composed of: two bronze rings, two lugs of the intermediate
yoke, one lug of the feathering hinge trunnion (journal), and a pin mounted on two needle
bearings.
The feathering hinge is formed by the
connection of the trunnion and the
feathering hinge body (fig. 5.3). the
feathering hinge bearing are located on the
trunnion shank: two radial ball bearings that
take up bending moments transmitted from
the blade, and one thrust roller which takes
up centrifugal forces. The body of the
feathering hinge is made in the form of a
cup with the base having a fork with lugs for
attaching the rotor blade.
One end of the blade turning arm is
secured to the feathering hinge body and
the other end is connected to the swash
plate vertical rod.
The hydraulic damper (fig. 5.4)
consists of a cylinder, inner tube with piston
and a cover, the hydraulic damper cylinder
is installed on the brackets of the feathering
hinge trunnion. The piston has eight bypass
valves. When the pressure drop between
the cylinder cavities is 20 kg/cm², the
bypass valves open. Four bypass valves
allow fluid to flow in one direction and the
other four bypass valves allow the fluid to
flow in the opposite direction. The hydraulic
damper cover is has a lug that receives the
compensating ball valve through which the
cylinder cavities are connected to the
compensating tank in the upper part of the
hub body and servicing to route air bubbles
and compensate for changes of liquid
volume.
The centrifugal blade droop limiter (fig.
5.5) is installed on the intermediate yoke
and consists of a counterweight, spring rod,

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

48 Prepared by:-WO RASHED, Airframe Fitter.
and a pawl. While the main rotor is running at 95% RPM (50%) or below, the spring holds
the pawl and counterweight engaged and the blade droop angle is limited to 1º40’. When the
rotor speed is at or above 108 RPM (54.5%), the counterweight shifts due to the pressure of
centrifugal force and stretches the spring and turns the pawl. When the main rotor speed
reaches 111RPM, the pawl position is fully away from the yoke and forms a gap between the
stop and the pawl and the blade droop is limited only by the yoke stationary stops allowing
the blade to droop down 4º. When the main rotor speed drops to 108 RPM, the centrifugal
mechanism begins to move back and at 95 RPM the pawl returns to a position restricting
blade droop to 1º40’.
A pendulum-type suppressor / pendulum vibration damper (fig. 5.6) is installed on the
main rotor hub body and consists of a bracket, hub with five sleeves and five pendulums
connected with hub sleeves by bifilar suspension (fig. 5.7). Each bifilar suspension consists
of two roller couplings fitted into the openings / orifices of the pendulum hubs and the hub
(fig. 5.8). Five hollow bolts secure the bracket to the main rotor hub assembly. Oil flows into
the flapping hinge through the cavities of these bolts. The hub is mounted on the bracket by
pins.

When there’s no vibration, the pendulum moves to the extreme position by centrifugal
force. With the onset of vibration the pendulums move progressively in anti-phase with hub
vibrations.
When the vibration damper mass is 0.8% of normal take-off weight, the pendulum
vibration damper reduces the vibration by an amplitude of 3 times.

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CHAPTER
5.3. MAIN ROTOR BLADE
5 The main rotor blade (fig. 5.9) is constructed of metal and is rectangular in its
MAIN ROTOR

dimensions. It consists of the following parts:

- Spar
- Spar damage warning system.
- De-icing/anti-icing heating elements.
- Twenty-one sections.
- Fairing / tip cap.
- Blade tip.
The main load carrying part of the
main rotor blade is the spar. The spar is
constructed a aluminum alloy (AB-1T). it
is a hollow beam with a main/inner duct of
consistent dimension cross section. To
obtain the required lateral balancing of
the blade, the spar nose portion has a
counterweight composed of eight steel
blocks, 400 mm long and weighting one
kilogram each. These blocks are covered
with rubber to ensure a tight installation
and setting. These counterweights are
necessary for the lateral center of gravity
of the blade and increase the critical
speed of the blade.
The spar cavity is sealed by tip and
root plugs. An inflation valve is set into
the root plug and allows for charging of
the spar with compressed air up to a
pressure of 0.25 to 0.8 kg/cm². This
pressure is necessary for operation of the
spar damage-warning unit (fig. 5.10).

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

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 The spar damage-warning unit consists of
a red cylinder that is connected to the
sensing element and a duralumin
(duraluminum) sleeve with a Plexiglas cap.
The bellows are charged with pressurized
helium to 1.1 kgf / cm² and is soldiered
sealed.
If a crack in the spar is present or if the
spar seal is broken, the pressure in the spar
cavity will be equal to the atmospheric
pressure and the bellows will expand and
push the red cylinder into the cavity of the
Plexiglas cap.
The heating elements of the de-icing
system are arranged along the blade length
and 12% of the chord. These heating
elements are made of stainless steel,
arranged between layers of glass fabric and
cemented to the layers. All heating elements
are divided into four sections. When the de-
icing system is on, each section is energized
for 38.5 seconds. When the de-icing system
is turned off, each section is de-energized for
115.5 seconds. The heating elements are
protected from damaged by a layer of rubber
and shielded by stainless steel shielding
(from eight to twenty-one sections).
The sections are the body of the blade
from the back of the spar to the trailing edge
of the blade. Each section (fig. 5.11) is a
honeycomb core covered with an aluminum
skin cemented to the core, two ribs and one
stringer. The sections are glued to spar cap
and the trailing edge spar web. They are
joined to one another with packing inserts to
prevent airflow between the joints of the
sections. Sections 16 and 17 have a trim tab
on the trailing edge for adjusting the blade
track.
The blade tip/fairing (fig. 5.12) is made
of two parts. The front piece is bolted to the
blade and is removed when checking the
tracking lights and the balancing plates.
The inboard blade tip (fig. 5.13) is made
of steel and is bolted to the spar root. It is
designed for attaching the blade to the
feathering hinge.

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CHAPTER
5.4. MAIN ROTOR BLADE TRACKING TEST
5 Main rotor blade tracking and adjustment must be performed in these cases:
MAIN ROTOR

- Main rotor blade replacement.

- Main rotor hub replacement.
- Swash plate replacement.
- Main transmission/gearbox replacement.
- Logbook entries of unacceptable main rotor vibration or poor rotor disc coning.

Main rotor blade tracking is performed when the wind speed is below 5 m/s (11 mph, 9.7
knots). The helicopter should be moored or loaded to normal takeoff weight and each of the
rotor blade tips marked with a distinct color using a substance that will mark a tracking flag.
The tracking flag is a sheet of thick, white paper or light cloth, at least 500mm in length, and
attached to the tracking test unit or tracking flag holder. Pre-tracking measurements of the
trim tabs (fig. 5.14) should be made and if tracking test indicates that adjustment is
necessary bend the tabs up at an angle of 2º from the lower blade surface. Perform the
preliminary setting of the feathering hinge bodies. The length of the vertical swashplate
thrust should be 380 mm.

Main rotor blade tracking is performed in three ranges:

First range – Warm the engine up at idle power then set the first range: main rotor RPM
at 45% to 70% and main rotor pitch at 1. After recording the rotor blade track, using the
tracking flag (fig. 5.15), shut down the engines and measure the spread of the blade ends by
measuring the markings on the tracking flag (fig. 5.16). The allowable spread is 20 mm. If
the spread is greater than 20 mm it will be necessary to adjust the push/pull tubes. One turn
changes blade angle by 26’ which changes the blade end position by approximately 60~65

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

52 Prepared by:-WO RASHED, Airframe Fitter.
mm. Swashplate vertical thrust
length change is allowed within the
limits of 380±5 mm. After the first-
stage out of track condition is
corrected, set the second range.

Second Range – Main rotor

RPM at 95±2% and main rotor
pitch 1. The measured spread of
the blade track should not exceed
20 mm. the blade tracking is
performed by trim tabs bending.
The tab bending of 1º will change
the blade end position by 20~25
mm. the angle adjustment range
for individual tabs is from 1º down
to 5º up from the lower surface of
the blade. The measurement of
the angle for each tab must be
made by measuring the angle in
three sections of the trim tab. After
the second stage out of track
condition is corrected, check the
trim in the third range.

Third range – Set the MR RPM

at 95±2%, MR pitch at 1º and turn
off the main and standby hydraulic
systems. When the hydraulic
system is turned off, the stiffness
of control systems decreases and
if the out-of-balance forces are
present on the swashplate, a
change of the in-track condition will
occur. The measured spread of the
blade track should not exceed 20
mm. the blade tracking on the third
range is performed by trim tabs
bending. The tab bending of 1º will
change the blade end position by
40~50mm.

After reaching the in-track condition on the third range, check rotor blades tracking of the
first and second ranges and make corrections if necessary.

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CHAPTER
5.5. MAIN AND TAIL ROTOR HUB LUBRICATION
5 According to the helicopter maintenance schedule, the following oil grades are used for
MAIN ROTOR

main and tail rotor hinge lubrication:

Ambient air
Unit Oil grade Remark
temperature (OAT)

from +50ºCto-15ºC Oil for hypoid gears

Flapping and drag

MR hinges from +50ºC to- 15ºC Operating time on
short-time (up to 10 Oil mixture CM-9 CM-9 not more than
days) to +10ºC 50% per service life

from +50ºC to 0ºC

short-time (up to 10 MC-20
days) to - 10ºC

from +15ºCto-25ºC MC-14

MR and TR
from +15ºCto-40ºC Oil mixture CM-10
feathering hinges

from +5ºC to -50ºC Operating time on

short-time (up to 10 BHИИHП-25 CM-9 not more than
days) to +10ºC 50% per service life

from +50º C to-50ºC BO-12

Hydraulic damper AMГ-10

Other units ЦИATИM-201

NOTE:

1. When the ambient air temperature is -10ºC and lower, it is necessary to remove to
remove grease / lubrication from the pin of centrifugal blade droop limiter with a help
of AMГ-10 liquid.
2. When the ambient air temperature is from -40ºC to -50ºC, helicopter operation is
allowed (if it is necessary), if hub feathering hinges are filled up with CM-10 oil mixture
with main and tail rotor hub heating during 30~40 min.
3. CM-10 oil mixture consists of 75% of MC-14 oil and 25% of dioktilsebatsinat.
4. CM-9 oil consists of 2/3 oil for hypoid gear and 1/3 AMГ-10 oil.

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54 Prepared by:-WO RASHED, Airframe Fitter.
 5.6. MAIN ROTOR OPERATIONAL INSPECTION
The main rotor should be inspected for the following;

- Main rotor blade mooring/tie down.

- Hydraulic dampers and hinge tightness.
- Hydraulic dampers compensating tank oil level. Oil level (grade AMГ-10) must be
between the mark and the tank casing of the Plexiglas cap.
- Main rotor hub assembly for condition, corrosion, deformation and cracks.
- Security of main rotor hub assembly components.
- Flapping and drag hinge pin damage.
- Logbook entry to ensure that the proper oil grade (for the air temperature) in the
hinges.
- Rotor blades clear of ice and snow.
- Condition of the trim tabs, de-icing elements, and the rotor blade end fairings.
- Rotor blade spars for condition and security and spar damage warning cylinder
indications.

It is necessary to check the main rotor RPM (in flight and on the ground).

Operating MR RPM is:

- at idle rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55~70%

- at 1st cruising rating (Ntc=97.5%). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95±2%

- at 2nd cruising rating (Ntc=95.5%). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95±2%
- at normal rating (Ntc=99%). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .95±2%
- at takeoff rating (Ntc=101%). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .93±1%
- at emergency rating (Ntc=101%). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ..93±1%

Maximum permissible MR RPM is allowed to be not more than 20sec,:

- 101% - at the engine ratings higher than the 2nd cruising rating
- 103% - at the engine ratings lower than the 2 nd cruising rating
- 108% - 2 times per service live.

In flight the temporary MR RPM decreasing is allowed:

- at transient ratings (not more than 30 sec) up to 88%;
- at single engine failure 4 times per service life (not more than 10 sec each time)
up to 88%;
- during landing with MR “pull-up” with one operating engine (not more than 5 sec),
4 times per engine service life up to 75%.

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CHAPTER CHAPTER 6. TAIL ROTOR
6
TAIL ROTOR

6.1. GENERAL INFORMATION

The variable pitch tail rotor is designed to provide thrust to counteract the toque of the
main rotor and provide directional control. A three bladed tractor type tail rotor is installed on
the helicopter.
On the average, the number of tail rotor blades is proportional to the thrust requirements
based on the mass of the helicopter and anti-torque requirements. Thus, there are two
blades on the Mi-2 helicopter, three blades on the Mi-8 and Mi-24, four blades on the Mi-6,
and five blades on the Mi-26.
A pusher type tail rotor is used on must helicopters because of its higher aerodynamic
efficiency over the tractor type. The pulsating aerodynamic loads of the tractor type tail
rotor’s inductive airflow cause an adverse influence on vibration tension and helicopter
durability.
The tractor tail rotor is installed on the Mи-8MTB (Mi-17) helicopter to accommodate for
reverse blade rotation without design change of the transmission.
On Mи-8MTB (Mi-17), the tail rotor consists of a cardan-type hub and tree blades.
6.1.1 BASIC SPECIFICATIONS
Rotor diameter. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.908 m
Rotor swept area. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 m²
Flapping compensator coefficient. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.0
Rotor weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 122.8 kg
Blade weight. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 kg
Blade chord. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .0.305 m

Blade setting angles:

- maximum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +17º20’~23º20’
- minimum. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6º20’
Blade flapping angle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .±10º
Frequency of rotation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1120 RPM

6.2. TAIL ROTOR HUB ASSEMBLY

The tail rotor hub assembly (fig. 6.1) consists

of the following major parts (fig. 6.2):
- Hub;
- Flap limiter;
- Cardan (gimbals);
- Carrier.
The hub is comprised of: a steel cylinder with
a flange for attachment to the gearbox shaft;
outer spines for mounting the cardan (gimbals)
cross-piece; internal spines for guiding the slide.
A flap limiter, comprised of a disc with a
rubber ring, is installed on the hub.

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CHAPTER The cardan (gimbals), a combining flapping hinge, ensures blade inclination (tilt) at an
6 angle of ±10º, and consists of a cross piece, cardan casing and hub casing. The hub casing
has three trunnions where the feathering hinges are mounted.
TAIL ROTOR

The trunnions and body/casing form each feathering hinge. The body is installed on the
trunnions on a two-row thrust roller bearing (to take up centrifugal force) and two roller
bearings which take up bending moments.
The oil tank is attached to the feathering hinge body. The oil tank has a Plexiglas cap to
allow the hinge oil level to be checked.
The carrier allows for tail rotor pitch change. It is attached to the slide. The carrer is
connected to blade turn shafts, mounted on the feathering hinge body/casing, with an
adjustable control rod. The slide, through two-row ball bearings, is connected to the tail rotor
pitch control rod worm mechanism.
6.3. TAIL ROTOR BLADE
The tail rotor blade (fig. 6.3) is an all-metal structure. It has neither aerodynamic twist nor
geometric (twist). It consists of the following parts;
- Spar.
- De-icing system heating elements.
- Tail compartment.
- Steel tip.
- Blade tip fairing.
The basic load-carrying element of the blades is the spar; it is made of a pressed
duralumin profile.
The de-icing system heating elements are arranged on the spar nose portion (20% chord
wise) along the entire blade length. They comprise the steel plates, cemented between the
glass-fabric sheets. The heating elements are guarded against mechanical damage/abrasive
effect by a layer of rubber and tipping of a stainless steel. The heating elements of each
blade are divided into 2 seconds.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

58 Prepared by:-WO RASHED, Airframe Fitter.
 The tail compartment is attached to the rear spar web and consists of honeycomb filter
and a fiberglass skin, as well as the tail stringer and the end rib.

The steel tip is designed for attaching the blade to the feathering hinge body.

The end fairing consists of 2 parts, the front part, attached with screws and is removed
to check the balancing plates.

6.4. TAIL ROTOR OPERATION

The tail rotor should be inspected for the following:

1. The locking of the tail rotor hub assembly for proper condition.
2. The tightness of the feathering hinges and the oil level in the sleeves, which is
checked when the blades are in the lower position.
3. Corrosion, deformation and cracks on the tail rotor hub assembly. None are allowed.
4. Jamming in the feathering hinges and in cardan is not allowed.
5. Rotor blades are clear of ice and snow.
6. The skin and the fairings of the tail rotor blades for proper condition.
7. The rubber protectors and steel tipping on the blades for proper condition.

If the tail rotor blade is damaged, the reduction in tail rotor thrust might be
compensated for by an increase in tail rotor pitch. If a loss of mass has occurred to the
aerodynamic imbalance of the tail rotor will leads to a sharp increase of vibration and
dynamic loading of the tail boom. This condition may cause separation of the tail pylon /
vertical fin in the area of the intermediate gearbox within 60 seconds after the blade has
been damaged.

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CHAPTER CHAPTER 7. HELICOPTER CONTROL SYSTEM
7
HELICOPTER CONTROL SYSTEM

7.1. GENERAL INFORMATION

Helicopter control, while airborne, is accomplished by changing the magnitude, value,
and direction of the main rotor aerodynamic force and by changing the magnitude of the tail
rotor thrust.

Changing the magnitude of the main rotor provides vertical control. This is accomplished
by adjusting the main rotor collective pitch and engine power using the collective pitch lever.

Changing the direction of the main rotor aerodynamic force provides longitudinal and
lateral helicopter control. This is accomplished by using the cyclic stick to change the plane
of the main rotor disc through cyclic changes of the angles of the main rotor blades.

The tail rotor (anti-torque) pedals collectively change the pitch of the tail rotor blades and
thus change the thrust created by the tail rotor.

Helicopter control is provided by following systems (fig. 7.1):

- Combined system of the main rotor collective pitch and engine control.

- Cyclic control for longitudinal-lateral control.

- Tail rotor pedals (anti-torque) for directional control.

Other systems which are used for helicopter control are:

- Engine shut-off system.

- Main rotor brake system.

Hydraulic actuators decrease the effort necessary to manipulate the flight controls. The
actuators receive electrical inputs from the autopilot when the autopilot system is engaged.

An artificial feel to the flight controls is provided by spring loaded mechanisms attached
to the cyclic and the anti-torque control systems. This system may be temporarily disable by
using the ЭMT-2M solenoid brake interrupt button on the cyclic control and built into the anti-
torque pedals.

The directional control system is equipped with a tail rotor pitch limit system (CПУУ-52)
which automatically limits tail rotor blade angles depending on the ambient air temperature
and pressure altitude. This system protects the helicopter transmission from overload when
the air density is high and also provides a margin of directional control when the air density
is low.
The main helicopter control systems are semiautomatic and a set of controls are at the
pilots and co-pilots station.

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CHAPTER 7.2. SWASH PLATE ASSEMBLY
7 The swash plate mechanism (fig. 7.2) simultaneously changes the pitch of the main rotor
blades either collectively, cyclically, or both. These actions change the magnitude (collective
HELICOPTER CONTROL SYSTEM

pitch) and direction (cyclical pitch) of the main rotor thrust.

Swash plate assembly consists of the following main elements (fig. 7.3):
- Slider guide.
- Slider.
- Slider bracket.
- Universal joint.
- Swash plate.
- Torque link.
- Longitudinal control bell crank.
- Collective pitch lever.
The slider guide is a steel cylinder with a flange
which attaches to the main gearbox body (MGB).
The slider itself is a steel cylinder with two bronze
bushings secured inside. The slider is equipped
with an outer flange for mounting a bracket.
The slider bracket has two lugs on its front part for mounting the lateral control bell crank
axle and longitudinal control bell crank pin.
The collective pitch lever is attached to the rear part of the bracket.
The universal joint consists of two steel rings pivotally connected to each other and to the
slider. The outer ring of the universal joint has two pins which are connected to the
longitudinal and lateral bell cranks with rods. The pins are shifted 21º in the direction of
longitudinal and lateral helicopter axes of the main rotor (MR) rotation providing for
independent longitudinal and lateral control.
The swash plate is installed on the outer ring, on a two-row radial thrust bearing. Pitch
rods (control tubes) connect the swash plate to the main rotor blade pitch horns.
The torque link transmits rotation from the swash plate to the main rotor hub.
Longitudinal and lateral bell cranks are mounted on the slider bracket. They have stops
which restrict their turning and have vernier dials which provide for the measurement of the
swash plate tilt angle.
The main rotor collective pitch lever consists of two asymmetric flanges attached to each
other with a bolt and spacing bushing.

7.2.1 SWASH PLATE MAIN TECHNICAL DATA

Slider full travel . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 49.5±1mm

Swash plate tilted angle when cyclic stick at neutral position:
-Forward. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .2º
-To the left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0º30’
Swash plate tilt angle with the cyclic stick at extreme positions:
-Forward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 º 30’
-Backward . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5º
-To the left . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4º12
-To the right . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4º
Maximum rearward tilt angle when hydraulic stop is operative . . . . . . . . . . . . . . . . . . . . . . . . 2º

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CHAPTER
7.3. LONGITUDINAL-LATERAL CONTROL SYSTEM
7
The longitudinal-lateral control system consists of the following units (fig. 7.4):
HELICOPTER CONTROL SYSTEM

- Left-seat and right-seat flight controls.

- Longitudinal control linkage.
- Lateral control linkage.
- Hydraulic stop.
- KAУ-30Б hydraulic servos (2ps).
- Spring-loaded mechanisms (2ps).
- ЭMT-2M solenoid brakes (2ps).

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 The left and right seat controls are connected by rods. Each set of controls consists of a
bracket, a cross piece and the cyclic stick. The lateral control linkage is connected to the
cross piece and the longitudinal control linkage is connected to the cyclic stick with a hinged
rod.
The upper part of the left seat cyclic stick is equipped with a brake lever and parking
position lock, and plastic grip with following buttons:”ICS-RADIO”, trim interrupt button,
autopilot disengage button and special purpose button (fig. 7.5).
The longitudinal linkage rigidly connects the cyclic stick to the longitudinal control bell
crank of the swash plate. Control rods lead from the cargo compartment to the MGB
compartment with a help of unit of longitudinal, lateral, directional control and collective pitch
control. The unit is installed in the MGB compartment onto frame №10 with four telescopic
shafts assembled with attached arms on their ends. The arms are connected to control rods.
Lower angled bell cranks of controls on frame №5 of nose section are connected to the
autopilot compensating transmitters. The upper angled longitudinal control bell crank is
mounted on frame №5 of the nose section and equipped with a roller stop for a hydraulic
stop piston.
The hydraulic stop (fig. 7.6) limits the rearward tilt of the swash plate to 2º while the
helicopter is on the ground, preventing main rotor blade contact with the tail boom. The
hydraulic stop is attached to frame №5 of the nose section and consists of a bracket, a
cylinder, cross piece and a piston. The maximum extended length of the piston 18mm. to tilt
the swash plate back more than 2º with the hydraulic stop engaged a force of a least 15 kgf
is necessary.
Hydraulic servos, KAУ-30Б, are installed on the special bracket behind the MGB and are
designed as hydro-electro-mechanical actuators. The hydraulic servos operated by one-way
flow with manual control and also provide combined control, i.e. manual control with
stabilization from the autopilot in range of the autopilot piston travel (about 20%from full
travel of the hydraulic servo piston).

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CHAPTER Spring loaded mechanisms (fig.
7 7.7) are connected to the intermediate
bell cranks of controls on frame №5 of
HELICOPTER CONTROL SYSTEM

the nose section. These mechanisms

are of identical design differing only in
spring tension. Maximum spring
tension of the longitudinal control is
8.6 kgf, lateral control spring tension is
4.7 kgf, and directional control spring
tension is 12 kgf. Each spring loaded
mechanism consists of a casing, rod,
spring and two bronze bushings. The
spring has an initial tension which
improves centering of the levers. It is
this spring tension which creates the
required 2 kgf increase of cyclic stick
pressure. The resistance due to the
friction of the control rods, bell cranks,
and slide valves of the hydraulic
actuators, prevents the inadvertent
travel of the slide valve when the
hydraulic actuators are engaged.
The solenoid brake, ЭMT-2M (fig.
7.7), releases the loaded on control
levers during steady flight. The brake
is designed as a controllable stop and
consists of a friction clutch with discs
which are compressed by a spring, a
solenoid, centrifugal damper and a
gearbox which output shaft is
connected to the spring loaded
mechanism by means of an arm.
The solenoid brakes are controlled
by pushing the trim button in on either
the left or right cyclic sticks.

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66 Prepared by:-WO RASHED, Airframe Fitter.
 7.4. DIRECTIONAL CONTROL SYSTEM
The directional control system consists of the following elements:
- Pedals.
- Control linkage.
- Screw mechanism.
- PA-60Б hydraulic servo.
- Spring loaded mechanism.
- ЭMT-2M solenoid valve.
- CПУУ-52 tail rotor pitch limit system.
The pedals are of parallelogram type (fig. 7.8)
and can be adjusted for pilot height in the range
of 75 mm using an adjustment screw which
connects the pedal arms. Maximum travel of
pedals from neutral position (90±5 mm) is
restricted by adjusted stops. The pedals are
equipped with micro switches (fig. 7.9) which can
switch autopilot directional channel over to slaving
mode.
The control linkage is of combined
construction. The control linkage is of the rigid
construction from pedals to the hydraulic booster.
The hydraulic servo rod is connected to a two-
groove quadrant which leads cable linkage. Cable
ends are connected to a bushing-roller chain which sits on a sprocket of the worm
mechanism. To provide reliability of the cable linkage the cable are coupled. Cable tension is
adjusted by turn-buckles and must be 80~90 kgf under an ambient temperature of +15ºC.
A worm gear is installed in the tail rotor gearbox and transforms sprocket rotation to rod
sliding. The rod is connected to the tail rotor hub slider by a bearing. When the sprocket
rotates, the rod and tail rotor slider with a driving element will move, collectively changing the
pitch of the tail rotor blades. When left pedal is moved forward the rod extends and results in
the decreased pitch angle of tail rotor blades and the tail rotor thrust is decreased. When
right pedal is moved forward the rod retracts, resulting in greater tail rotor pitch angle and tail
rotor thrust is increased.
A load feel spring mechanism is connected to the intermediate bell crank of the control
linkage on the frame №5H. It is designed to create a forced gradient or “feel” in the controls.
The ЭMT-2M solenoid brake releases pressure on the flight controls during steady flight.
The solenoid brake is a controllable stop consisting of a friction clutch with discs which are
compressed by a spring, a solenoid, centrifugal damper, and a gearbox output shaft which is
connected to the spring-loaded mechanism by an arm.
The ЭMT-2M solenoid brake is controlled by the “TRIMMER” button on the cyclic stick.
The CПУУ-52 tail rotor pitch limit system automatically restricts maximum angle of the tail
rotor blades depending on the ambient temperature and pressure altitude. This protects the
transmission from an overload when the air density is high and also provides for a sufficient
reserve of directional control when air density is low.

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CHAPTER

7
HELICOPTER CONTROL SYSTEM

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

68 Prepared by:-WO RASHED, Airframe Fitter.
 The tail rotor pitch limiting system consists of:
1. The БУ-32 control unit (fig. 7.11) which is installed on the
central instrument panel and consists of:
- Red light-button “OFF”.
- Travelling pointer to monitor the position of the moveable
stop.
- Spring-loaded switch to check temperature and pressure
channels.
- Centering knob.
2. ИKД-27Д, a pressure integrated system, installed under the
cockpit floor panel, to measure air pressure.
3. П-1 temperature bulb, installed between engine inlets, to
measure air pressure.
4. MП-100M linear actuator is attached to the movable stop
mechanism bracket in the MGB compartment on the service
tank container sidewall. It is the executive part of the pitch
limiting system and controls the position of the movable stop.
5. The DOS-6S feedback sensor/transmitter is mounted on the
movable stop linkage in the MGB compartment. When the
rod of the linear actuator moves, a signal from the feedback
sensor is sent to the БУ control unit and provides pressure
and temperature signal compensation.
6. A movable stop mechanism (fig. 7.12)
installed on a bracket which is mounted to the
service tank container in the MGB
compartment. It consists of a bushing with a
spring, two-arm bell crank with a stop and
micro switch.
The bushing and spring are attached to a rod
which connects combined control unit arm with the
slide-valve bell crank of the PA-60Б hydraulic servo.
The spring provides for the reduction of shock loads.

The ball crank with a stop and micro switch is

bolted onto the side of the service tank container.
One arm of the bell crank is connected to MП-100M
electric mechanism rod the second arm is connected
to the stop which is equipped with a spring, reducing
shock loads. The limit switches which functions to
disengage the channel of the autopilot direction when
the stop comes to the bushing attached to a slide
valve rod.

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CHAPTER 7.4.1 MOVEABLE STOP OPERATION
7 Based on the ambient temperature and barometric pressure, a summarized signal
from the feed-back sensor is sent to the БУ-32 control unit. The signal is amplified and sent
HELICOPTER CONTROL SYSTEM

to the MП-100M, linear actuator. The linear actuator moves the bell crank which moves the
control rod and setting the stop and restricting the movement of the slide valve rod down. As
a result, the maximum angle of the tail rotor blades is limited.
When flight is performed with autopilot on and the autopilot signals the right pedal to
move forward from the neutral position, the control rod moves downward, increasing tail
rotor pitch. Since the control rod spring is much stronger than the combined strength of the
stop spring and the micro switch shaft, the micro switch is activated and the autopilot
channel will disengage and switch the directional control to the matching mode and the right
pedal movement will be stopped.

7.4.2 OPERATION OF THE CПУУ-52 MOVEABLE STOP SYSTEM

The moveable stop control system is energized by the “CПУУ-52” circuit breaker (fig.
7.13) and the “CПУУ-52” switch which is located on the left triangle panel (fig. 7.14).
The operation of the tail rotor pitch limit system is indicated by the position of the
moveable needle on. The needle in the full left position indicates that the stop is retracted
and the maximum pitch angle of the tail rotor blades is 23º20’. The needle in the full right
position indicates that the stop is completely extended and angle of the tail rotor blades is
limited to 17º20’.
When you turn ON the “CПУУ-52” circuit breaker on the БУ-32 control panel, the light button
“OFF” comes on and the moveable needle must occupy the extreme left position. When you

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

70 Prepared by:-WO RASHED, Airframe Fitter.
turn ON the “CПУУ-52” switch, the light-button goes off and the moveable needle must
occupy some intermediate position depending on the ambient temperature and pressure.
Under high pressure and low temperature the needle must occupy the position close to the
right stop but with low pressure and high temperature must be close to the left stop.

Pre-flight inspection of the system must be done when the twist grip (“THROTTLE”) is
fully to the right, the“CПУУ-52” circuit breaker and “CПУУ-52” switch must be ON, and
pedals in the neutral position. The system check includes the system operational check
when the system is turned ON and the operational check of the pressure and temperature
channels and the centering channel.
To perform the pressure and temperature operational check, push the light-button “OFF”.
The light will come on, indicating that the system is in the testing mode. Keeping the light-
button pressed, push and hold the switch on the control panel position “P” and then to
position “T”. The moveable needle should move to the left and then to the right according to
the position of the test switch.
When the switch and the light-button are released the moveable needle on the panel
must occupy initial position and light-button “OFF” must go off.
To check the centering channel, press light-button “OFF” (it will come “ON”) and keep it
pressed while turning the test knob on the control panel in a clockwise direction. The
moveable needle must move to the right. To continue, release light-button “OFF” and turn off
“CПУУ-52” switch located on the triangular panel. The light-button “OFF” must remain “ON”
steady and the moveable needle must travel to the extreme left position.

7.4.3 CПУУ-52 MOVEABLE STOP SYSTEM FAILURE

If the moveable stop system fails, the light-button “OFF” comes on or the indicator needle
does not change its position. It is then necessary to turn off the switch. The indicator needle
on the БУ-32 control panel must be in the extreme left position, indicating that the stop is
retracted and the maximum pitch angle of the tail rotor blades of 23º20’ is available. In this
situation, flight and landing is performed as usual but it is recommended that sharp pedals
movement are avoided and to not use full right pedal travel in order to prevent transmission
overloading.
If, after the “CПУУ-52” is turned off, the indicator needle does not move to the extreme
left position, it indicates that the moveable stop is not retracted and maximum angle for the
rail rotor blades is not available. In this case, there is the danger of insufficient directional
control during a vertical landing and that there may not be sufficient travel of the right pedal
to maintain heading control when power is applied. It is recommended to perform a running
landing if a suitable area is available, otherwise the landing should be delayed until fuel is
consumed from external and auxiliary tanks.
It must be remembered that the moveable stop electric diagram is designed in such a
way that the stop is retracted when “CПУУ 52” circuit breaker is “ON” and the “CПУУ-52”
switch is “OFF”. If the system fails and the crew makes the mistake of turning off the “CПУУ
52” circuit breaker first turn and then the “CПУУ 52” switch second, the moveable stop will
not be retracted and the maximum angle for the tail rotor blades won’t be available. To
retract the stop in this situation, it is necessary to first close (turn on) the “CПУУ 52” circuit
breaker for a few seconds without moving the “CПУУ 52” switch to the ON position and
checking that the movable stop has retracted by nothing the travel of the indicator needle on
the БУ-32 control panel.

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CHAPTER
7.5. MAIN ROTOR COLLECTIVE PITCH AND ENGINES COMBINED
7 CONTROL SYSTEM
HELICOPTER CONTROL SYSTEM

Main rotor collective pitch and engine power is controlled by adjusting the collective
pitch lever. The collective pitch lever is mechanically connected to the swash plate slider and
simultaneously to the arms of the turbo compressor RPM governors of the HP-3BM fuel
control units of both engines (fig. 7.15). When the collective pitch lever is pulled up, the main
rotor collective pitch and the power of both engines is increased simultaneously.
To change the main rotor RPM without moving the collective pitch lever, the lever is
equipped with twist-grip which is mechanically connected to the turbo compressor RPM
governors of the fuel control units of both engines.
To change the engine power rating of each engine separately without moving the
main rotor collective pitch lever, there are two separate control levers installed on the
helicopter which are connected to the turbo compressor RPM governors of the fuel control
units of the engines.

The combined control system consists of the following elements:

- Two collective pitch levers.
- Two engine separate control levers.
- Interconnecting shaft.
- Differential unit.
- Main rotor collective pitch control linkage.
- KAУ-30Б hydraulic servo.
- Two linkages of engine power control.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

72 Prepared by:-WO RASHED, Airframe Fitter.
 The collective pitch levers are mounted on brackets which are installed on the
helicopter cockpit floor panel. The left bracket (fig. 7.16) is equipped with an adjustable
friction brake for holding the position of the collective pitch levers. The friction mechanism is
adjusted by turning the wheel such a way as to prevent the collective pitch lever from un
commanded movement. If required, then the collective lever can be moved without releasing
the friction by applying a force of 20~25 kgf. The friction brake is released by the main
hydraulic system when the “FRICTION” button on the collective pitch lever is pressed.
The collective pitch lever is equipped with the following element: the twist-grip, friction
adjustment wheel, and light control button. “Friction” button to release collective pitch lever
friction, tactical cargo release button, and emergency cargo release button, used when flying
with an external cargo sling (fig. 7.17).
The right-side collective pitch lever has no friction clutch adjustment wheel or tactical
cargo release and emergency cargo release buttons.
Individual engine separate levers are installed on the left bracket next to the left-side
collective pitch lever. In the neutral position, the levers are fixed by a spring lock. At other
positions, a friction mechanism creates the required effort of 3~4 kgf to move the lever.
An interconnecting shaft run under the cockpit floor and consists of two telescopic
shafts. The inner shaft is connected to the engine power control linkage; the outer shaft is
connected to the main rotor collective pitch control linkage. The interconnecting shaft
provides for the synchronized operation of left and right collective pitch levers.
The differential unit is located under the cockpit floor next to frame №5 and consists
of an inner shaft and an outer shaft. It provides parallel connection of the engine control
levers with the engine power control linkage.
The main rotor collective pitch control linkage rigidly connects the collective pitch
lever with the swash plate collective pitch lever. It runs parallel to the longitudinal and lateral
control linkages.
The KAУ-30Б hydraulic servo is
installed on a bracket behind the main
gearbox. It decreases the effort required to
manipulate the collective pitch levers.
The engine power control linkages
rigidly connect the collective pitch levers,
twist-grips and engine separate control
levers with the arms of the fuel control units
of the engines. The control rods run from
the cargo cabin to the engines compartment
via a block of shafts installed on the ceiling
next to frame №5.
Since the combined travel (of the
collective pitch lever, twist-grip and engine
control levers) of the engine control linkage
is more than the travel of the fuel control
unit arms, there are adjustable stops which
are installed on the brackets of the
intermediate bell cranks on the frame №5
which limit the travel of engines control
linkage.

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MI-17 R&I, BAF Base ZHR. Feb 2016 73
CHAPTER 7.6. FREE TURBINE RPM READJUSTMENT SYSTEM
7 The free turbine RPM readjustment system provides a means for the pilot to adjust the
HELICOPTER CONTROL SYSTEM

engine free turbine RPM governors in order to maintain the main rotor RPM in the range of
91±2% to 96~99%.
The system consists of:
- Two spring-loaded switches (installed on the collective pitch levers) (fig. 7.17).
- Distributing shaft with rods and the MП-100M electric mechanism (installed into
engines compartment) (fig. 7.18).

Adjusting the three turbine RPM, to change the main rotor RPM, is accomplished by the
pilot pushing the main rotor RPM adjustment switch to the position “HIGHER” or “LOWER”.
A linear actuator rod then moves and the movement is transmitted, through the distributing
shaft and rods, to the fuel control units of both engines and the spring tension of the fuel
control unit free turbine governors is changed. When the adjustment switch is released, it
occupies a neutral position due to the spring tension and power is not supplied to the linear
actuator. As a result, its rod stops moving and remains at its new position maintaining the
newly set main rotor RPM.

7.6.1 OPERATION OF FREE TURBINE RPM GOVERNOR READJUSTMENT SYSTEM

Pre-flight inspection requires a free turbine RPM governor adjustment range check. The
adjustment range check is performed after the engines run check. With a main gearbox oil
temperature of at least 30ºC, move the twist-grip fully to the right, adjust and maintain 3º of
main rotor collective pitch as indicated by the УШB-1 MR collective pitch indicator.

When pushing the switch to the position “LOWER”,

the main rotor RPM must stop at 91±2% and when
pushing the switch to the position “HIGHER”, the main
rotor RPM must stop at 96~99%. If the main rotor
RPM cannot be adjusted to at least 96% it is
necessary to warm the MGB oil to a temperature of
40~60ºC and to repeat the check. After the check is
complete, set the main rotor RPM to 95%.

Before takeoff, the main rotor RPM must be set to

95%.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

74 Prepared by:-WO RASHED, Airframe Fitter.
 7.7. ENGINE SHUT DOWN CONTROL SYSTEM
Shut down of the engines is accomplished
by moving two levers attached to a bracket
mounted on the ceiling panel of the cockpit
(fig.7.19).

The levers are connected to the HP-3BM

FCU shut off arms by means of a mixed
control linkage (fig. 7.20).
At the full forward position the levers are
locked by detents. At the full rearward
position the levers are held by spring tension.
During engine start the lever is moved
forward to stop in 2~3 seconds after pushing
“START” button and after a rise in №1 has
occurred.
To shut down the engine, move the lever
to its full rearward position.

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CHAPTER
7.8. MAIN ROTOR BRAKE CONTROL SYSTEM
7 The main rotor brake (fig. 7.21) is applied by raising a lever (fig. 7.22) which is installed
HELICOPTER CONTROL SYSTEM

on a bracket of the cockpit floor panel. The main rotor brake lever is connected to the main
rotor brake arm by means of a cable linkage. A spiral spring prevents the brake lever from
overloading the cable linkage.
The main rotor brake control is interconnected with the engine starting system and
prevents engine start when the brake is applied.
The starting system is blocked by a micro switch installed on the brake handle, a
quadrant is also installed on the bracket to provide brake lever fixation at any position.
When both engines are shut down, the main rotor brake must be ON (main rotor brake
lever clicking at upper position).
During the control system check before engine start, the brake lever must be set to its
lowest position.
After the engines have been shut down, allow the main rotor to slow to a stop without the
use of the brake. If, after the engines are shut down, the rotor does not stop after waiting a
sufficient time, the main rotor brake may be smoothly moved up to slow the main rotor.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

76 Prepared by:-WO RASHED, Airframe Fitter.
 7.9. CONTROL SYSTEM OPERATION
During the before engines start check list procedure, check:
- Cyclic stick position in regard to neutral position. The cyclic must be between neutral
and the extreme forward position.
- Trimmer buttons operation by sound (buzz clicks).
- Location of the separate engine control levers. They must be in the neutral position
and in the detent.
- Collective pitch lever position. Both must be in the full down position.
- Smoothness and ease of rotation of the twist-grips. Turn the twist-grip to the position
of ground idle power rating (full left).
- Main rotor brake control lever position. It must be in the full down position.
- Location of engine shut down levers. They must be set to the “Closed” position.

During check procedure, after engines start, check for:

- Smoothness of control movement and ease of travel. One by one, move the cyclic
stick for 1/3 of its full movement, pedals and collective pitch lever.
- Operation of trimmers.
- Operation of the УШB-1 main rotor collective pitch indicator by the movement of its
pointer.
- Operation of the CПУУ-52 tail rotor pitch limiting system.
- Free turbine RPM governors adjustment range.

Before taxing and takeoff, the twist-grip must be turned fully to the right and the main
rotor RPM must be set at 95%.

During takeoff and in flight, move the collective pitch lever smoothly:
- Collective pitch movement from idle power rating to the maximum rating must not be
less than 5 seconds.
- Collective pitch downward movement must not be faster than 1º per second (except
case of engines failure).

All roll and pitch angle limitations must be observed.

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CHAPTER Maximum permitted angles of roll depend on flight altitude:
7 Altitude, m
Takeoff weight 11000 and Takeoff weight 11000 and
less more
HELICOPTER CONTROL SYSTEM

50~3000 m 30º 20 º

More than 3000 m 15 º 15 º

When flying with an external cargo sling, perform all turns without slipping, a flight altitude
of not less than 100 meters, and a roll angle of not more than 15 º.
Turns during autorotation are limited to a roll angle of not more than 20 º.
A roll angle up to 45 º (hard turns, if required), at an altitude from 50 to 1000 meters, with
normal takeoff weight or less, with an airspeed more than 120 km/h, is allowed.
When performing turns at altitude up to 50 meters, the permitted roll angle is equal to
flight altitude in meters (i.e. at altitude 10 m - 10 º, 20 m -20 º, 30 m - 30 º) but in no case
may the angle exceed 45 º.
Hovering turns near the ground are allowed to be performed with an angular speed of not
more than 12 º per second (360 º turn not faster than 39 seconds). The turning stop must be
done in not less than 3 seconds. Tail rotor pitch control near the ground, as well as at steady
flight, must be performed smoothly. Pedal travel time from stop to stop must not be faster
than 3 seconds.
360 º turns are prohibited with a wind velocity of more than 10 m/sec.

7.9.1 CONTROL SYSTEM PROBLEMS

1. Control pressure is not released from controls when pushing “TRIMMER”
button.

Primary cause:
Trimmer mechanisms failure.
Crew action:
If the flight controls can be moved smoothly and the helicopter position can be controlled,
flight may be continued.
2. Collective pitch lever friction is not released when the “FRICTION” button is
pressed.

Primary cause:
Failure of collective pitch lever friction release system.
Crew action:
Adjust the collective friction wheel in an effort to reduce collective friction. If collective
friction is reduced, flight may be continued.
3. Tail rotor control damage (tail rotor drive is operative).

Primary cause:
The helicopter does not react to pedal inputs and turns itself.
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
78 Prepared by:-WO RASHED, Airframe Fitter.
 Crew action:
- Air speed must be set 140~160 km/h indicated airspeed.

- Balance the helicopter by slipping and continue flight until an area suitable for a safe
rolling is found. To prevent loss of helicopter control, do not apply collective pitch
lever before touchdown.

4. Tail rotor drive damage.

Primary cause:
The helicopter yaws sharply to the left and rolls to the right.

Crew action:
a. Hovering near the ground:
- Apply cyclic as necessary to prevent helicopter rolling.
- Perform a landing by smoothly decreasing MR collective pitch while keeping the
helicopter in a horizontal attitude.
- At the moment of touching the ground immediately and sharply decrease collective
pitch to full down and shut down the engines.

b. At steady flight:
- Enter an autorotation by sharply decreasing collective pitch to minimum. To maintain
direction, roll to the opposite side of helicopter turn.
- Balance the helicopter in flight by slipping; counteract the tendency of helicopter to
yaw by lateral control.
- Select an area for landing.
- Shut down the engines using the engine shut down levers.
- Direct the flight engineer to close the fire cut-off valves, turn off fuel boost pumps and
transfer pumps.
- Perform autorotation landing. Before landing decrease the ground speed to eliminate
roll at touchdown.

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CHAPTER CHAPTER 8. HYDRAULIC SYSTEM
8
HYDRAULIC SYSTEM

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

80 Prepared by:-WO RASHED, Airframe Fitter.
 8.1. GENERAL INFORMATION
The helicopter system (fig. 8.1) consists of two independent systems; main and standby.

The main hydraulic system is indeed to:

- Supply four hydraulic servos to augment the helicopter control system.
- Provide for collective pitch lever friction hydraulic.
- Provide a longitudinal hydraulic control stop.
The standby hydraulic system automatically comes
into operation when the main hydraulic system fails
and powers the hydraulic servos of the control
system.

The pressure for the main and standby hydraulics is

provided by two gear-types, high pressure pumps,
driven by the BP-14 main gearbox.

There are external valves used to connect an

external hydraulic power unit for oil servicing and
systems operation check. These valves are located on
the centre fuselage left side between frames no12 and
no13.

Most of the hydraulic components are mounted on

a special panel installed in the main gearbox
compartment which forms an independent hydraulic
block (fig. 8.2).

8.1.1 HYDRAULIC SYSTEM MAIN DATA

Operating fluid . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AMГ-10

Oil quantity:
- Hydraulic system total quantity . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . 22 liters
- Main hydraulic system tank . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . . . .10 liters
- Standby hydraulic system tank . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . . . . . 10 liters

Hydraulics operational pressure:

- Main hydraulic system . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . . .45±3~65+8
−2
kgf/cm²
- Standby hydraulic system . . . . . . . . . . . . .. . . . . . . . . . . . . . . . . 45±3~65+8
−2
kgf/cm²
- Minimum pressure in main system
at which hydraulic boosters are fed from standby system . . . . . . . . . .30±5 kgf/cm²

- Initial nitrogen pressure in hydraulic accumulators . . . . . . . . . . . . .. . .30±5 kgf/cm²

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CHAPTER
8.2. HYDRAULIC SYSTEM COMPONENTS
8 The hydraulic system consist of: the hydraulic tank, two HЩ-39M hydraulic pumps, four
OK-10A check valves, two 8Д2.966.017-2 fine filters, two ГA-77B automatic relief valves,
HYDRAULIC SYSTEM

thee hydraulic accumulators, two induction pressure transmitters of the ДИМ-100 electrical
pressure gauge, two ГA-47M/5 solenoid valves, ГA-59/1 emergency supply automatic valve,
MCT-35A standby hydraulic system pressure switch, two ФГ-11БН fine filters, five ГA-192/2
solenoid valves, ГA-172-00-2 metering valve, four external hydraulic valves, collective pitch
lever friction mechanism control cylinder, hydraulic stop and four hydraulic servos (fig.8.1).

The hydraulic tank (fig. 8.3) is one common tank for both the main and standby
hydraulic systems. It is a welded structure and consists of a tank sell and two bottoms. The
inside of the tank is divided into two equal parts by a partition. The tank is equipped with
common filter neck and two sight glasses.

The HЩ-39M hydraulic pump (fig. 8.4) created the operational pressure for the
hydraulic system. The pump is one-stage, gear-type, consisting of a casing, a cover, driven
and driven cogs (fig. 8.5). There is a vent line attached to the pump casing to monitor the
drive shaft tightness.

Pump capacity under the pressure of 65 kgf/cm² is 30 lit/min. Operational pressure is

45 ~65kgf/cm². The pump of the main hydraulic system is installed on the left-side drive box
of the main gearbox, and the standby system hydraulic pump is installed on the right-side
drive box of the main gearbox.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

82 Prepared by:-WO RASHED, Airframe Fitter.
 The OK-10A check valve (fig. 8.7) allows hydraulic fluid to flow in only one direction and
prevents fluid from flowing to the opposite side.

The 8Д2.966.017-2 fine filter (fig. 8.7) removes tiny particles (12~16 microns) from the
hydraulic fluid. The filter consists of a case, filtering element (nickel twill-woven gauze),
cutoff valve and by-pass valve, with a tension spring, which opens by deferential pressure of
more than 7±2 kgf/cm² (fig. 8.8).

The ГA-77B automatic relief valve (fig. 8.9) idles the hydraulic pump (i.e. returns
hydraulic fluid to the tank) when the system pressure reaches 63 to 73 kgf/cm² and returns
the system to the operation mode when system pressure decreases to 42 to 48 kg/cm². In
case of hydraulic system malfunction, the valve also prevents the system pressure from
rising over 78+10 kgf/cm². The automatic relief valve consists of a casing and following
internal components:
- Distributing slide valve with a catch.
- Actuating slide valve with a spring tension calculated to 7~10 kgf/cm² of pressure.
- Safety slide valve with a ball-type valve and spring. The spring tension is adjusted for
78+10 kgf/cm² of presser.
- Check valve (ball-type) which prevents hydraulic accumulators from discharging when
the hydraulic pump is operating in the idle mode.

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CHAPTER The hydraulic accumulator (fig. 8.11) decreases the frequency and amplitude of hydraulic
8 fluid pulsations in the systems that can occur when the hydraulic system is operating. The
main hydraulic system is equipped with two hydraulic accumulators and the standby
HYDRAULIC SYSTEM

hydraulic system is equipped with only one accumulator. The hydraulic accumulator is a
steel sphere of 2.3 liters capacity. The sphere is divided into two cavities (a gas cavity and a
hydraulic fluid cavity) by a rubber diaphragm (fig. 8.12). Initially, nitrogen pressure in the gas
cavity is 30±2 kgf/cm². When the hydraulic pump is in the operating mode, the accumulators
absorb energy by nitrogen compression and when the hydraulic pump is operating in idle
mode the accumulators return fluid to hydraulic system. Fluid pressure raising from 45 to 65
kgf/cm² takes only 2 seconds and a pressure decrease from 65 to 45 kgf/cm² takes 10~12
seconds.

After the last flight of the day the accumulators

should be bled by smoothly moving the cyclic stick
until the pressure gauge drops to zero.

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

84 Prepared by:-WO RASHED, Airframe Fitter.
 The ДИМ-100 electrical-type pressure gauge indicates the hydraulic fluid pressure in the
hydraulic system. The УИ1-100 pressure gauge indicators (fig. 8.13) of the main and standby
hydraulic systems are located on the central part of power panel.

The ГA-74M/5 system control valve (fig. 8.14) is operated by an electromagnetic solenoid
activated by the “MAIN HYDRAULIC SYSTEM’ switch. When the valve is open or “ON”,
hydraulic fluid is supplied to the hydraulic servos. The valve consists of a solenoid and a
casing consisting of (fig.8.15):

- Command slide valve (connected to

solenoid armature).
- Actuating slide valve with a plunger-
damper.

Solenoid valves of the main and standby

system are controlled by two switches located
on the central panel of upper power panel
(fig. 8.16). The standby hydraulic system
switch is always in the “ON” position is
covered by a safety guard which is secured
by locking wire.

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CHAPTER The ГA-59/1 emergency supply valve (fig. 8.17) switches the standby hydraulic system
8 from the idle mode to the operating mode when the main hydraulic system pressure drops
below 30±5 kg/cm², and switches the standby hydraulic system to idle mode when main
HYDRAULIC SYSTEM

hydraulic system pressure increases to 35±5 kg/cm². The valve consists of a slide valve,
case and spring (fig. 8.18). To prevent slide valve oscillation, a flow restrictor is mounted into
the connector of the main hydraulic system line.

The MCT-35A pressure transmitter (fig. 8.19) closes the electric circuit to turn on a
green light when main hydraulic system pressure increase to over35 kg/cm².

The MCT 25A pressure transmitter closes the contacts of the electric circuit and turns
on the red light of the standby hydraulic system when its pressure increases over 25 kg/cm².
Both lights are located on the central power panel (fig. 8.16).

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

86 Prepared by:-WO RASHED, Airframe Fitter.
 The ФГ-11БH fine filter (fig.8.20) filters the
hydraulic fluid of particles of the size of 12 to 16
microns. The filter consists of a case, sleeve
and a filtering element (i.e. metal twill woven
gauze) (fig. 8.21).

The ГA-192/2 way solenoid valve (fig.

8.22) consists of a case, solenoid, slide valve
and a spring (fig. 8.23). There are five valves
installed into hydraulic system:
- One valve controls the hydraulic fluid
supply to release the collective pitch
lever friction. The valve is activated by
the friction button on the collective pitch
lever.
- One valve controls the fluid supply to the
hydraulic stop of the longitudinal control.
It is activated by micro switches
mounted the main landing gear which
are triggered when the helicopter is on
the ground.
- Three of the valves switch the flight
control servos to the combined control
mode.

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CHAPTER The ГA-172-00-02 metering valve (fig-
8 8.24) is installed in the hydraulic line which
supplies fluid to the collective pitch lever
friction control cylinder. The valve prevents
HYDRAULIC SYSTEM

hydraulic fluid leakage from the main

hydraulic system in case of line damage.
The minimum metered quantity of hydraulic
fluid, in case of one-time operation of the
metering valve, is 400 cubic centimeters.
The metering valve consists of a cylinder
shaped case and stop with a sleeve which is
installed inside. The sleeve consists of a
floating valve and a slide valve with a return
spring. The slide valve consists of a check
valve and a spring (fig. 8.25).

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

88 Prepared by:-WO RASHED, Airframe Fitter.
 The external valves (fig. 8.26) are located on the left fuselage side between frames
№12 and №13 of the central fuselage section. When the external hydraulic unite is
connected to the fittings, the valves open and allow hydraulic fluid servicing and hydraulic
system check. The hydraulic fluid supply lines from the hydraulic tank to the external valves
are equipped with mechanical cutoff valves to prevent hydraulic fluid leakage when those
lines are damaged. The cutoff valves are located in the main gearbox compartment. The
normal positions of the valves are closed and are opened only after the external hydraulic
unit hoses are connected to the external hydraulic valve fittings. After the hydraulic system
operation check has been completed, the valve must be closed before the external hydraulic
system hoses are disconnected from the external hydraulic valves.

Hydraulic fluid servicing from the external/ground unit is performed by suction connection
of the main hydraulic system which is located on the board panel. The hydraulic tank is fitted
by fluid to upper mark of the sight glasses.

In exceptional cases, in the fluid, it is permissible to use the open method for hydraulic
system refilling. Each case of refilling should be written into the log book. A silk or cambric
filter should be used for this method of
refilling.

The collective pitch lever friction

control mechanism (fig. 8.27) is installed
in the axle cavity of the left lever and
consists of a cylinder and a piston. When
the “FRICTION” button is pressed the ГA-
192 solenoid valve is activated and
hydraulic fluid is supply to the cylinder. The
hydraulic fluid pressure moves this piston
which pushes a disk which seats the
springs and releases the friction disks (fig.
8.28).

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CHAPTER The hydraulic (longitudinal) stop (fig.
8 8.29) restricts the backward tilt of the swash
plate to a tilt angle of 2º±12’ when the
helicopter is on the ground. The hydraulic stop
HYDRAULIC SYSTEM

is installed on the partition of frame №5 of the

nose fuselage section. The stop consists of a
bracket, cylinder, bushing and a piston (fig.
8.30). The maximum stroke of the rod is 18
millimeters. To increase swash plate backward
tilt angle more than 2 “when the hydraulic stop
is operative it is necessary to apply 15kgf.
The KAУ-30Б lateral, longitudinal, and
collective flight control servos (hydraulic
servos, fig. 8.31) reduced the effort required by
the pilot hydraulic servos installed on roller
bearing supports which are secured on the
bracket behind the main gear box. Each
hydraulic servo consists of two parts:
distributing assembly and actuating assembly
(fig. 8.32).
The distributing assembly is a case
consisting of:
- A switching valve which supplies
hydraulic pressure from the standby hydraulic
system should the main hydraulic system fail.
- A manual control distributing slide valve
with hydraulic damper which controls the
hydraulic fluid supply to the power cylinder. The
damper prevents resonance oscillation of the
slide valve.
- Power cylinder two ball cross-feed
valves (connects the power cylinder cavities
HYDRAULIC SYSTEM

through the distributing slide valve to provide a

“hard traction” mode for the hydraulic servo if
there is no pressure in the main and standby
hydraulic systems).
- Combined control rod with a piston.
- Combined control rod locking
mechanism (it restrains the distributing
assembly case toward the rod of combined
direction in neutral position after the autopilot
has been turned off).
- Cross-feed valve of cylinder chambers
of the combined control (it connects the
cylinder chambers of the combined control to allow the retracting mechanism to set
the body to neutral position in regard to the combined control rod after the autopilot
has been turned off).
- Autopilot control distributing valve (controls hydraulic fluid supply to the combined
control cylinder).
- PЭР-8T polarized relay (converts autopilot signals to mechanical movements of the
autopilot control distributing valve).
- ИПБ-45-1 potentiometer (functions as the autopilot control feedback transmitter).

CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER

90 Prepared by:-WO RASHED, Airframe Fitter.
 Hydraulic servos can operate in three modes:

- Manual control mode.

- Combined control mode (operating from movement of control levers and autopilot
input. When operating in the combined mode, the hydraulic servo rod can shift in a
range of 20% of full travel; this ensures flight safety in case of autopilot failure).
- “Rigid” mode (when there’s no pressure in the main and standby hydraulic systems).

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CHAPTER 8.3. HYDRAULIC SYSTEM OPERATION
8 The following items must be checked during helicopter inspection:
1. Hydraulic system tightness.
HYDRAULIC SYSTEM

2. Hydraulic tank fluid level (AMГ-10 hydraulic fluid). The hydraulic fluid level must be
between the upper and lower mark of the hydraulic tank sight glasses. Each tank
contains 10 liters of hydraulic fluid.

During the before engines start check, do the following:

1. Turn the main and standby system circuit breakers “ON” (fig. 8.35).

2. Confirm that the hydraulic switches are “ON”. The standby system switch is covered
with a safety cap and is secured with safety wire. It is prohibited to break the wire
from the cap and to set the switch in the “OFF” position.
During engine start with both hydraulic switches “ON”, it is possible that the standby
hydraulic system will come into operation first. In this case, the “AUX HYDRAULIC SYSTEM
ON” red light will illuminate.
Before checking the hydraulic system for proper operation, the main hydraulic system
must be switched on. To do so, press the “AUX HYDRAULIC SYSTEM OFF” button, located
on the middle panel of the pilots’ electrical board. This button must be held in until the “MAIN
HYDRAULIC SYSTEM ON” green light illuminates. The “AUX HYDRAULIC SYSTEM ON”
red light should go “OFF” (fig. 8.36).

While the engines are warming up, do the following:

1. Observe the fluctuation of the pressure gauge pointer of the main hydraulic system
from 42 to 73 kgf/cm² and back. If the main hydraulic system pressure rises or drops
instantly, it indicates that the hydraulic accumulators are disengaged. In this case shut
down the engines and check the nitrogen pressure of both main hydraulic system
accumulators.

2. Move, in turn, the cyclic control stick, the pedals, and the collective lever for 1/3 of
their full travel, check that they move smoothly, without jerks or seizing.

3. When moving the control levers and pedals, confirm that main hydraulic system
pressure changes in the range of 42~73 kgf/cm² and that the standby hydraulic

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92 Prepared by:-WO RASHED, Airframe Fitter.
 system pressure gauge reads zero (about 5 kgf/cm²on the pressure gauge). The
“MAIN HYDRAULIC SYSTEM ON” green light must be illuminated.

4. Turn the main hydraulic system switch “OFF” (for 2~3 minutes), confirm that the “AUX
HYDRAULIC SYSTEM ON” red light illuminates, and that the “MAIN HYDRAULIC
SYSTEM ON” green light goes off. When the controls are moved, the pressure in the
standby hydraulic system should change in the range of 42~73 and the pressure in
the main hydraulic system should remain within the same limits (42~73 kgf/cm²).

5. Turn the main hydraulic system switch “ON” and confirm that the “MAIN HYDRAULIC
SYSTEM ON” green light illuminates. The system pressure should change to within
42~73 kgf/cm², the “AUX HYDRAULIC SYSTEM ON” red light goes “OFF”, and the
standby pressure drops to 5 kgf/cm².
On the helicopters with updated electrical diagram of the hydraulic system, changing over
to the main hydraulic system after turning the main hydraulic system switch “ON”, push “AUX
HYDRAULIC SYSTEM OFF” button located on the central panel of electric board and hold
the button in until the “MAIN HYDRAULIC SYSTEM ON” green light illuminates and the
“AUX HYDRAULIC SYSTEM ON” red light goes out.

8.4. MAIN HYDRAULUC SYSTEM TROUBLES

1. Main hydraulic system failure.

Failure symptoms:
- Pressure drop in the main hydraulic system is less than 30±5 kgf/cm².
- The “AUX HYDRAULIC SYSTEM ON” red light comes “ON”.

Crew action:
- Confirm that the pressure in the standby hydraulic system is 42~73 kgf/cm².
- Turn the main hydraulic system switch “OFF”.
- Abort the mission, select an area and land.

WARNING:
When the standby hydraulic system comes into operation the following units will be
inoperative:
- Autopilot.
- Hydraulic stop (Aft cyclic).
- Collective pitch friction system.

If necessary, the amount of force required to move the collective lever can be
changed using the collective pitch adjusting wheel.

2. Depressurization of the gas cavity of one of the main hydraulic system

hydraulic accumulators.

Failure symptoms:
- Increasing frequency of the pressure gauge pointer fluctuation by two times
compared to normal conditions of the main hydraulic system operation.
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CHAPTER
Crew actions:
8 - Turn “OFF” the autopilot.
- Continue the flight.
HYDRAULIC SYSTEM

- Repair gas cavity seal after landing.

3. Depressurization of both gas cavities of the main hydraulic system hydraulic

accumulators.

Failure symptoms:
- Sharp increase in the fluctuation frequency of the main hydraulic system pressure
gauge pointer.

Crew actions:
- Turn the main hydraulic system switch “OFF”.
- Abort the mission, select an area and land.

4. Self-oscillation of the hydraulic booster autopilot slide valve.

Failure symptoms:
- High frequency vibration in control levers.

Crew actions:
- Turn “OFF” the autopilot.
- Abort the mission, select an area and land.

5. Hydraulic servo slide valve sticking.

Failure symptoms:
- Jamming of control levers while the main hydraulic system pressure is normal.
- The “MAIN HYDRAULIC SYATEM ON” green light is “ON”.

Crew actions:
- Turn “OFF” the autopilot.
- Push the “TRIMMER” button and confirm there is no jamming in the spring-loaded
mechanisms.
- Turn the main hydraulic system switch “OFF” and continue operation with the
standby hydraulic system.
- Abort the mission, select an area and land.

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94 Prepared by:-WO RASHED, Airframe Fitter.
 CHAPTER 9. TRANSMISSION

9.1. GENERAL INFORMATION

The helicopter transmission (fig. 9.1) is an assembly of the gearboxes and shafts
which transmit the torque from the engines to the main rotor, tail rotor and secondary units.
The transmission of the Mи-8MTB (Mi-17) helicopter consists of the following major
parts:
- BP-14 main gearbox.
- Intermediate gearbox.
- Tail gearbox.
- Tail drive shaft.
- Fan drive shaft.
- Main rotor brake.

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CHAPTER
9.2. MAIN GEARBOX
9 The main gearbox (fig. 9.2) combines the
power of both engines and transmits the torque to
TRANSMISSION

the main rotor shaft, tail rotor drive shaft, fan drive
shaft, air compressor, AC generators and
hydraulic pumps providing their optimal RPM.

9.2.1 MAIN GEARBOX GENERAL DATA

Frequency of rotation:
- Input shafts . .. . . . . . . . . . . . . 15000 RPM
- Main rotor shaft . . . .. . . . . . . . . 192 RPM
- Tail rotor drive shaft . . . . . . . . . 2594 RPM
- Fan drive shaft . . . . . . . . . . . . . 6031 RPM

Gear ratio:
- To the main rotor shaft . . . . . . . . . 0, 0128
- To the tail rotor drive shaft . . . . . . 0, 1729
- To the fan drive shaft . . . . . . . . . . . . 0,393
- Oil grade . . . . . . . . . . . . . Б-3B or ЛЗ-240
- Oil quantity in the gearbox . . . . . . 39 liters
- Trapped oil . . . . . . . . . . . . . . . . . . . 5 liters
- Oil consumption not more than 0.1 kg/hour

Oil pressure at the gearbox inlet:

- At idle power rating . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not less than 0.5kgf/cm²
- At ratings higher than idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3~4 kgf/cm²
- In yawed flight, the oil pressure drop is allowed (up to 30 sec) . . . . . up to 2.5 kgf/cm²
- During operation at all power ratings-
the oil pressure oscillation is allowed. . . . . . . . . . . . . . . . . . . . . . . up to ±0.15 kgf/cm²

Oil temperature at the gearbox inlet:

- Min. oil temperature for the engine starts without preheating . . . . . . . . . . . . . . . 40ºC
- Min. oil temperature to set power rating higher than idle . . . . . . . . . . . . . . . . . . 15ºC
- Min. permissible oil temperature at continuous operation . . . . . . . . . . . . . . . . . +30ºC
- recommended . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50~80ºC
- Maximum . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .+90ºC
- Main gearbox dry weight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 842.5 kg

Main gearbox permissible operation time at power ratings (in % from service life):
- At takeoff power rating from two engines -5%, including from one engine – 2% (by 1%
from each engine);
- At nominal power rating from two engines 40%, including from one engine – 4% (by 2
% from each engine);
- At cruise power and idle power rating from two engines – not limited, including from
one engine – 4% (by 2% from each engine).
The main gearbox operation is allowed at takeoff power rating for 1 (one) continuous
hour, for one time during its service life. After that, the gearbox must be removed from the
helicopter and replaced.

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96 Prepared by:-WO RASHED, Airframe Fitter.
 9.2.2 GEARBOX ATTACHMENT TO THE HELICOPTER

The main gearbox is attached to the helicopter by means of eight brace struts. Four of
them are main (rigid) and four are articulated (fig. 9.3). The main brace struts are connected
to the gearbox brackets and to the units on frames №7 and №10 of the central part of the
fuselage. The articulated brace struts are connected to the gearbox brackets and to the main
brace struts. The brace struts connections are interconnected with spherical bearings. The
main gearbox is mounted with the lilt of the main rotor shaft forward at an angle of 4º30’.

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CHAPTER
9.2.3 GEARBOX BODY

9 The gearbox body is cast of magnesium alloy (type MЛ-5) and consists of the main rotor
shaft body/housing, main body and the oil sump which are connected to each other by pins.
TRANSMISSION

The main rotor shaft body/housing is provided with:

- Swash plate.
- Bracket of hydraulic boosters.
- Breather.
- Main rotor pitch indicator transmitter.
The mechanism body is provided with the
following units:
- in the front part - two freewheel clutches
and a fan drive;
- in the rear part - a tail rotor drive shaft and
main rotor brake;
- on the right side – a drive box on which a
hydraulic pump of the reserve hydraulic
system and the AK-50T1 air compressor
are mounted.
- on the left side – a drive box on which the
hydraulic pump of the main hydraulic
system and two Д-1M tachometers and
two AC generators are installed;
- in the upper part – five brackets for brace
struts attachments.
The oil sump is fitted with:
- Three ПC-1 chip-detector plugs.
- Filter neck with a sight glass.
- Oil filter.
- П-1 oil temperature transmitter.
- Oil pump.
9.2.4 GEARBOX MECHANISM
The gearbox mechanism (fig. 9.4) consists of three reduction stages which reduces
rotation by 78.1 to 1.
The first reduction stage reduces the rotation approximately by 3.6 to 1 and consists of
two driving and one driven cylindrical gears / cog-wheels.
The second reduction stage reduces the rotation by 2.1 to 1 and consists of driving and
driven cone gears / cog-wheels.
The third reduction stage reduces the rotation by 10.2 to 1. This stage is a closed
differential mechanism.
The gearbox mechanism has two freewheel clutches which transmit the torque from
engines to the main gearbox and engine automatic disconnecting from the main gearbox in
case of engine failure. This design provides comfortable conditions to continue flight during
single engine operation, and provides normal conditions for landing in the autorotative mode
in case of dual engine failure. Each freewheeling clutch consists of a driving shaft, driven
race, separator with rollers and a spiral spring which ensures freewheel clutch engagement
during engine start up.

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98 Prepared by:-WO RASHED, Airframe Fitter.
 9.2.5 MAIN GEARBOX OIL SYSTEM

The main gearbox is a self-contained, circulation type oil system (fig. 9.5). The normal
amount of oil in the system is 47 liters (39 liters in the gearbox and 8 liters in the system).
The oil system of the main gearbox is comprised of:
- Oil sump.
- Oil pump.
- Oil filter.
- Two oil coolers with thermo regulators.
- Tree ПC-1 chip detector plugs.
- Monitoring instruments.

The oil sump is cast of magnesium alloy and serves as a reservoir for oil. It is divided in
to two sections: a hot oil section in which the oil for lubricating the gearbox flows out and a
section of cooled oil in which the oil is returned after passing through the oil coolers. Both
sections are connected by holes in the partition. This design provides for the oil pump to take
oil from hot section in case of oil cooler damage.
The oil pump is a gear type and consists of one pressure section: two scavenge
sections and a reducing valve, which limits the upper level of the working pressure in the oil
system. The oil pump pressure section takes oil from the cold section and through the oil
filter supplies it to the nozzles for the bearings and cog-wheels lubrication. After lubrication

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CHAPTER the hot oil drains to the hot section. By two
9 scavenge sections the hot oil passes to the oil
coolers after cooling the oil returns to the cold
section of the oil pump. The intake of the pump
TRANSMISSION

compressor section is arranged below the

scavenging section intake. Therefore, if the oil
cooler is damaged, some amount of oil will
remain in the oil sump for gearbox lubrication.
The oil filter (fig. 9.6) is a cylindrical frame in
which the screen filtering elements and a
pressing-type disc are secured with the aid of a
locking ring. When mounting the filter, a pressing
disc opens the cut-off valves, which prevent the
oil leakage from the oil sump while the filter is
removed.
The oil coolers (fig. 9.7) cool scavenged oil
from the main gearbox. They are made of
aluminum alloy and secured on the frame N1 of
the cowl. Each oil cooler consists of a
body/housing, honeycomb filters and thermo
regulator (fig. 9.8). the thermo-regulator is fitted
with a thermo sensitive element and allows to
pass some pail; of oil without entering the
honeycomb filters of the oil cooler if its
temperature at the outlet is below 60~65ºC.
Besides, the thermo regulator serves as a safety
valve: when pressure in the oil cooler drops
more than 2 kg/cm², the oil is by-passed into the
tank without entering the honeycomb filters of
the oil cooler (it does not depend on the oil
temperature).
The ПC-1 chip-detectors (fig. 9.9) check the
inner condition of the gearbox. The cut-off
valves are mounted in the holes of the magnetic
plugs. These valves prevent the oil leakage from
the oil sump after removing the magnetic plugs.

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 9.2.6 MAIN GEARBOX OPEARTION

During pre-flight inspection of the helicopter, check the following:

1. That the gearbox is free of mechanical damages.
2. Security of attached components.
3. The tightness of the main gearbox oil system.
4. The oil level in the oil sump (by the oil gauge glass (fig. 9.10). when the oil level in the
main gearbox is below the lower inscription “Add” or is above than the upper
inscription “Full” (39 liters) operation of the main gearbox is prohibited (fig. 9.11).
5. The locking of the filter neck and chip-detectors (magnetic plugs).

Before starting the engines when the main gearbox oil temperature is below -30ºC, it is
necessary to warm up the main gearbox with hot air until the oil temperature not below(-
15)ºC (for not less than 20 min.).
During engine starting the oil pressure in the engines and in the main gearbox should be
smoothly increased. After engine start the main gearbox oil pressure must be at least 0.5
kg/cm² or the engine must be shut-down.
NOTE:

During engine starting without main gearbox preheating (when the oil temperature in the main gearbox is
from -30ºC to -15ºC) the maximum main gearbox allowable oil pressure is 7kgf/cm².

After starting, warm up the engines at idle until the engine oil temperature is +30ºC or greater and the
gearbox oil temperature is not below -15ºC (for not less than 1 min.).

In flight it is necessary to check the main gearbox oil pressure and the oil temperature. The oil pressure
should be:
- 3.0 ~ 4.0kgf/cm² (at working ratings).
- not less than 2.5 kgf/cm² (for 30 sec. in yawed flights).

The oil temperature should be:

- above +90º or below +30ºC.

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CHAPTER 9.2.7 MAIN GEARBOX TROUBLES
9 1. The oil pressure drops below 3kgf/cm² during normal operation or at below 2.5
kgf/cm² in yawed flight.
TRANSMISSION

Reasons:
- Oil pumps failure;
- The oil pump pressure reducing
valve is stuck in the open position;
- The oil system is leaking oil.
Pilot’s response must be to descent at
low engine power and perform a power on
landing to a suitable area.

2. The oil temperature rises above

+90ºC.

Reasons:
- Oil cooler thermo regulator failure;
- Fan drive shaft damage;
- Oil quantity less or more than
required;
- Inner or outer oil cooler clogging.
Pilot’s response must be to descend at
low engine power and perform a power on
landing to a suitable area.

3. The warning light “CHIPS IN MAIN GEARBOX” (fig. 9.12) comes ON (flashing or
steady).

Crew actions:
- Check the main gearbox oil pressure and oil temperature.
- If the warning light comes ON and the oil temperature and oil pressure is normal,
abort the mission and proceed to the nearest airfield for system diagnosis or repair.
- In case of a sharp oil temperature rise or oil pressure drop, begin an immediate
descend at a low engine power at a speed of 120~140 km/h and land to an area that
will allow a rolling landing if possible.

4. The free-wheel clutch failure or the damage of the gear/cog-wheel of the main
gearbox.

To prevent over speeding and damage to the free turbine, the engines are equipped with
a free turbine protection system which provides the emergency shutdown of the engine if the
frequency of the free turbine rotation exceeds the permissible level. Thus, a symptom of the
free-wheel clutch failure can be engine auto shutdown; the protection system will prevent
engine star.

During activation of the free turbine protection system operation is accompanied by a

sharp fuel pressure drop, gas temperature decrease and engine shutdown (both engines
shutdown). An autorotative emergency landing will be necessary.

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 9.3. INTERMEDIATE GEARBOX
The intermediate gearbox (fig. 9.13) changes the tail rotor drive shaft axis angle of 45º
in accordance with a pylon direction.

9.3.1 INTERMEDIATE GEARBOX GENERAL DATA

Gear ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1:1
Shafts nominal frequency of rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . 2594 RPM
Oil grade:
- In summer up to +5ºC (with preheating up to 15ºC) . . . . . . . . . . . . . TC hypoid oil
- All season . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CM-9 or “50/50”
Oil quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3 liters
Minimum temperature for start without preheating:
- For lubrication TC (hypoid oil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (+) 5ºC
- For lubrication CM-9 oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (-) 30ºC
- For lubrication “50/50” oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . (-) 45ºC
Maximum permissible oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . (+) 110ºC
Gearbox weight without oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24.4 kg

9.3.2 INTERMEDIATE GEARBOX DESIGN

The intermediate gearbox consists of the following major parts (fig. 9.14)
- body / housing;
- sleeve with a driving gear/ cog-wheel;
- sleeve with a driven gear/ cog-wheel.
The intermediate gearbox body is cast of magnesium alloy (type MЛ-5) and has openings
for the installation of:
- Breather.
- Oil temperature transmitter.
- Oil dipstick.
- Oil gauge glass.
- ПC-1 chip detector (a magnetic plug).

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CHAPTER The sleeves with driving and driven gears / cog-wheels are secured on pins in the bores
9 body. The gears / cog-wheels are mounted in each sleeve on bearings, which are formed
integrally with the shafts. The outlets of the shafts are tightened by a two-stage labyrinth
sealing.
TRANSMISSION

The intermediate gearbox lubrication method is splash lubrication. The oil is splashed by
the driving gear, which is partly submerged into oil.
The gearbox is attached to the frame №3 of the pylon.

9.3.3 INTERMEDIATE GEARBOX OPERATION

During helicopter inspection it is necessary to check:

1. Gearbox tightness.
2. Oil level.
3. Locking for proper condition.
Before engines starts, heat the oil in the gearbox if necessary.
In flight check the oil temperature. It shouldn’t be above 110ºC.

Gearbox troubles:

1. The oil temperature increases above 110ºC.

Reasons:

- Bearing damage.
- Low oil level.

Crew actions:
- Abort the mission, descend at a rate of 120~140 km/h and perform landing to a
suitable area.

9.4. TAIL ROTOR GEARBOX

The tail rotor gearbox (fig. 9.15) transmits the torque to the tail rotor shaft.

9.4.1 TAIL ROTOR GEARBOX GENERAL DATA

Gear ratio . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0, 43
Nominal frequency of rotation of the driven shaft . . . . . . . . . . . . . . . . . 1120 RPM
Oil grade:
- In summer up to +5ºC (with preheating up to 15ºC) . . . . . . . . . . . . . TC hypoid oil
- All season . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .CM-9 or “50/50”
Oil quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.7 liters
Minimum temperature for start without preheating:
- For lubrication TC (hypoid oil) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (+) 5ºC
- For lubrication CM-9 oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (-) 30ºC
- For lubrication “50/50” oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . . (-) 45ºC
Maximum permissible oil temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . (+) 110ºC
Gearbox weight without oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58.7 kg
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 9.4.2 TAIL ROTOR GEARBOX DESIGN

The tail rotor gearbox consists of a body; driving and driven gears (fig. 9.16).

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CHAPTER
The tail rotor gearbox body is cast of magnesium alloy (type MЛ-5) and consists of a
9 casing and filter neck. A worm mechanism of the tail rotor pitch control is secured in the bore
of the casing on the left side. The casing has openings for:
TRANSMISSION

- Breather.
- Oil temperature transmitter.
- Two sight / gauge glasses (fig. 9.17).
- Two ПC-1 chip detectors (a magnetic plug).
The body of the tail rotor gearbox has a flange on which the tail rotor de-icing system slip
ring assembly is mounted.
The tail rotor gearbox lubrication method is splash lubrication. The oil is splashed by the
driving gear, which is partly submerged into oil.
The tail gearbox is attached to the frame №9 of the pylon.
9.4.3 TAIL GEARBOX OPERATION
The gearbox should be inspected for the following:
1. Tail gearbox security.
2. Oil level.
3. Locking of the tail gearbox assembly
for proper condition.
Before starting the engines, heat the oil in
the gearbox if it is below the prescribed
temperature for the type of oil it contains.
In flight check the oil temperature. It
shouldn’t be above 110ºC.
Tail Gearbox troubles:
1. The oil temperature increases above
110ºC.
Reasons:
- Bearing damage.
- Low oil level.
Crew actions:
- Discontinue flight, descend at a rate of
120~140 km/h and land to a suitable area.

9.5. TAIL ROTOR DRIVE SHAFT

The tail rotor drive shaft (fig. 9.18) transmitted the torque from the main gearbox to the
tail rotor gearbox.
The tail rotor drive shaft consists of nine steel tubes. Eight tubes pass inside the central
part of the fuselage and the tail boom. One tube passes inside the pylon.
To provide for axial movements of the shaft, individual sections which are connected with
a fuselage deformation and for alignment variations of shafts installation, the tubes are
connected by drive shaft couplings. Each coupling consists of a sleeve, the inside surface of
which has long splines, and an end piece with short splines. The coupling cavity is filled with
hypoid oil and sealed by rubber rings. Steel half-rings hold the tail shaft –tubes together to
prevent their displacement along the coupling splines.
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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 To components temperature expansion of the tail rotor drive shaft and the fuselage, the
shaft has movable spline connections are greased by the HK-50 grease.
The tail rotor drive shaft rests on seven supports, which are secured to frames of the
fuselage and the tail boom. Each support consists of a bracket, rubber holder and a closed
type ball bearing.
To monitor a shaft twisting the tubes are painted with linear red lines.

9.5.1 TAIL ROTOR DRIVE SHAFT TROUBLES

1. Damage of spline couplings.
Symptoms:
- No tail rotor rotation.
- The helicopter sharply turns to the left and banks to right.
Reasons:
- Increased misalignment of the tail rotor drive shaft connections.
- Insufficient lubrication.
- Abrupt pedal input.
Crew actions:
A. Hovering near the ground:
- Hold the helicopter from rolling.
- Perform landing by smoothly decreasing collective pitch and when possible hold the
helicopter at the horizontal position.
It is prohibited to accelerate the helicopter to stop turning during hovering.
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CHAPTER B. In steady flight:
9 -
-
Enter an autorotation by immediately lowering the collective to the full down position.
Apply cyclic as necessary to control the helicopter roll and pitch.
- Directional control, during descend, is accomplished with cyclic inputs (roll), collective
TRANSMISSION

applications and manipulating the throttle.

- Shutdown engines at an altitude of 50~100 meters.
2. Supports bearings damage.
Symptoms:
- bearing temperature increasing. It is detected by touching with a hand during post
flight inspection.
- Rubber race rotation in the fuselage bracket.
Reasons:
- Damage of the bearing tightness and grease leak.
- Foreign objects entering into the bearing cavity.
3. Tail rotor drive shaft twisting.
Symptoms:
- Inspection line twist.
Reason:
- Tail rotor sudden stoppage, possibly due to ground strike.

9.6. FAN DRIVE SHAFT

The fan drive shaft (fig. 9.19) transmits the torque from the main gearbox to the shaft of
the fan wheel.
The shaft is a steel tube. A flange is secured to one end of the steel tube with a help of
cardan. A splined bush is fastened to the opposite end of the steel tube. This splined bush is
connected to the shaft of the fan wheel and a flange is connected to the main gearbox drive
by bolts.

9.6.1 FAN DRIVE SHAFT TROUBLES

1. Damage of bolts connecting the cardan

shaft with a main gearbox drive.
Symptom:
- The oil temperature increasing in the engines
and in the main gearbox.
Reasons:
- The nuts are slightly tightened to each bolt.
2. Damage of cardan bearings.
Symptoms:
- Abnormal noise.
Reasons:
Bearings are not adequately serviced with grease
according to the service schedule.

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 9.7. MAIN ROTOR BRAKE
The main rotor brake (fig. 9.20) is of a block type with a mechanical control. It consists of
the following parts:

- Drum.
- Brake body/housing.
- Two brake shoes.

The brake drum (fig. 9.21) is secured onto the tail rotor drive shaft flange and rotates with
it.
The brake body is secured to the main gearbox body by studs. The brake shoes hinge on
the brake body and tighten by the return / clamping spring. A distance rod is installed
between the shoes (fig. 9.22).
Two adjustment screws adjust the clearance between the shoes and the drum (within the
limits of 0.2~0.5 mm).

9.7.1 MAIN ROTOR BRAKE TROUBLES

1. Brake operation is not efficient because of
the oil on the brake shoes.
2. Brake shoes freezing to the brake drum
because of moisture.
3. Self maladjustment of the brake. Detected
by brake drum heating.

Flight with a defective main rotor brake is

forbidden.

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CHAPTER 9.8. HELICOPTER TRANSMISSION INSTRUMENTS
9 To measure the oil pressure and oil temperature in the main gearbox, intermediate
gearbox and the tail gearbox, the following instruments installed in the helicopter:
TRANSMISSION

- ЭMИ-3PBИ electric engine gauge.

- TУЭ-48T electrical type universal indicator.
- ИTЭ-1T tachometer.
On gearboxes manufactured since 01/01/90, three ПC-1 chip-detectors are installed
instead of magnetic plugs and the ФCC-1 chip-detector filter. They produce a signal to the
warning light labeled “CHIP IN THE GEARBOX” (fig. 9.23).

9.8.1 ЭMИ-3PBИ ELECTRONIC OIL PRESSURE AND TEMPERATURE GAUGE

The ЭMИ-3PBИ electronic oil pressure and temperature gauge measures oil in the main
gearbox and oil temperature in the intermediate gearbox and tail gearbox. It consists of:
- УИЗ-6 indicator (fig. 9.23).
- ИД-8 induction pressure transmitter (fig. 9.24).
- Two П-1T temperature sensor (fig. 9.25).

The УИЗ-6 tree- pointer indicator indicates oil pressure and oil temperature. It is located
on the central panel. The ИД-8 induction transmitter measure oil pressure in the main
gearbox. It is installed on the main gearbox body. The П-1T temperature sensors measure
temperature in the intermediate gearbox and tail gearbox.

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110 Prepared by:-WO RASHED, Airframe Fitter.
 9.8.2 TУЭ-48T ELECTRICAL TYPE UNIVERSAL TEMPERATURE INDICATOR

The TУЭ-48T electrical type universal temperature indicator is used to measure the oil
temperature of the main gearbox. It consists of:
- TУЭ-48 indicator (fig.9.23).
- П-1 temperature sensor (fig. 9.25).
The indicator is installed on the central panel and the temperature sensor is on the main
gearbox body.
Temperature indicators are based by measuring the temperature sensor’s sensing
element’s resistance when ambient temperature is measured.
The indicator is installed on the central panel and the temperature sensor is on the main
gearbox body.

9.8.3 ПC-1 CHIP-DETECTOR

The ПC-1chip-detector produces a signal indicating that metal chips are present in the
main gearbox oil system. The chip-detector system of the main gearbox comprises three
chip-detectors which send a signal to one common light labeled “CHIP IN THE GEARBOX”
(fig. 9.23).

9.8.4 ИTЭ-1T MAIN ROTOR RPM INDICATOR (ONE POINTER TACHOMETER)

The ИTЭ-1T single-pointer tachometer indicates the main rotor RPM in percent from
maximum RPM.
The measuring kit consists of:
- Two ИTЭ-1T indicators (fig. 9.26) on the left and right pilot instrument panels.
- Two Д-1 transmitters (fig. 9.27) installed on the main gearbox.

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 CHAPTER CHAPTER 10. POWER PLANT
10
10.1. GENERAL INFORMATION
POWER PLANT

The power plant creates power to drive the main and tail rotors as well as drive the
auxiliary units.
The helicopter power plant consists of:
- Two TB3-117BM gas-turbine engines with dust protection units (DPUs).
- AИ-9B auxiliary power unit APU).
- Engines attachment elements.
- Cowling.
- Air cooling system.
- Fuel supply system.
- Engine oil system.
The TB3-117BM engine (fig. 10.1) is a one-shaft design with a free turbine. It consists of
an axial type twelve stage compressor, annular type combustion chamber, two-stage
compressor turbine, drive box, adjustment and de-icing systems.

The AИ-9B auxiliary power unit (fig.

10. 2) provides individual / independent
stating of the main engines with
compressed air. It can also be used as
an electrical power source on the
ground or in flight if the main electrical
sources fail. It is limited to 30 minutes
of constant operation.

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 10.2. ENGINES ATTACHMENT
The engines are mounted in parallel to each other and symmetrically to the helicopter
longitudinal axis with inclination, or tilt, forward and down at an angle of 4º30’ to the fuselage
horizontal line.

Each engine is secured in the front behind the compressor body to two units onto frame
№2a, of the fuselage center portion, by four struts. The rear part of the engine is attached to
the main gearbox body with a help of a spherical support (fig. 10.3).

The adjustment of engine alignment with a main gearbox is performed by changing the
length of struts which have threaded tails.

The rear spherical support consists of a spherical bushing which is attached to the main
gearbox body and to the spherical flange, which is attached to the engine body.

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CHAPTER 10.3. COWLING
10 The cowling covers the engines, main gearbox, cooling fan, and AИ-9B auxiliary power
unit compartments. It consists of the following parts (fig. 10.4):
POWER PLANT

- Engine air intake ducks (part of DPU);

- Cooling fan air intake duct;
- Two covers of engines compartments;
- Two upper and two side covers of the fan compartment;
- One upper and two side covers of the gearbox compartment;
- Two covers of the hydraulic compartment;
- Two covers of the APU compartment;
- Frames №1 and №2 of the cowlings.

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114 Prepared by:-WO RASHED, Airframe Fitter.
 The cooling fan air intake duct (fig. 10.5) is
riveted. The front part has a non-heated air intake
and the rear part has a flange for attaching body
of the fan inlet guide vane.
The space under the cowling is divided into
three sections by longitudinal and lateral firewalls:
- Left engine compartment;
- Right compartment;
- Main gearbox compartment;
Before flight it is necessary to check:
- The serviceability and reliability of the
cowling locks closing.
- The absence of ice, snow and foreign objects on the engines and fan air intakes.
- The absence of foreign objects in the space under the cowling.

10.4. AIR COOLING SYSTEM

The air cooling system (fig. 10.6) provides air
to the:
- Engine oil coolers.
- Main gearbox oil coolers.
- AC generators.
- AK-50T1 air compressor.
HШ-39M hydraulic pumps of the main and
standby hydraulics.
The air cooling system consists of a fan,
cowling frame №1 and air ducts.

The axial type fan consists of a guide vane

assembly, driving wheel, stator vane assembly,
and the inner and outer casings (fig. 10.7). The
fan is attached to cowling frame №1 by a flange

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CHAPTER of the outer casing. The lower part is held by a brace strut. The fan productivity is adjusted
10 on the ground by adjusting a metering disk which has two positions:”W”- winter,”S”- summer
(fig.10.7).
POWER PLANT

Rate of wheel rotation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6031 RPM

Air Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .not less than 4.6 m³/sec
Power consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37.5 kWt

The fan is located above the rear part of the engine compartment and draws air from the
intake duct which delivers it to the oil coolers through the holes the №1 cowl frame. Hot air
then passes into the upper part of the gearbox compartment. The cavity of cowl frame №1
acts as a manifold for the air drawn from the fan and is used for cooling AC generators, the
compressor, and the hydraulic pumps.

10.5. FUEL SYSTEM

10.5.1 PURPOSE AND MAIN TECHNICAL DATA

The fuel system arranges fuel on the helicopter and supplies it to the engines, the APU,
and to the kerosene heater at all power ratings.
The helicopter has two main fuel tanks and one service tank in which fuel is stored (fig.
10.8).
To increase range and endurance, internal or external auxiliary fuel tanks can be
installed. There are special pylons, above the side widows, on which the external auxiliary
fuel tanks are mounted (fig. 10.9).
For extended or ferry flights, four auxiliary internal fuel tanks can be installed in the cargo
compartment (fig. 10.10). The auxiliary tanks may be arranged in different configurations,
including the variant with fuel tanks, chair and flap seats.

Fuel type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .. . . . . . . .T-1, TC-1 and PT kerosene

Capacity of fuel tanks:
- Service tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 445 liters
- Left-hand external tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1140 liters
- Right-hand external tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1030 liters
Auxiliary fuel tanks:
- External fuel tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 895 liters each
- Internal fuel tanks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .915 liters each

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER

10
POWER PLANT

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 10.5.2 FUEL SYSTEM OPERATION
The basic operation of the fuel system is shown in fig. 10.11.
Fuel is supplied to the engines from the service tank by one electrically driven 463 fuel
boost pump, which supplies fuel through the fire shut-off valves to the engine fuel pumps
(ДЦH-70A). After that, fuel flows through fine filters which are equipped with a differential
pressure switch and is then delivered to the HP-3BM fuel control units (FCU).
Fuel is supplied to the service tank from the external tanks through two fuel transfer
pumps (ЭЦH-91C) which move fuel from the external main fuel tanks to the service tank.
If the auxiliary fuel tanks are installed in the helicopter, fuel is supplied to the external
main tanks by gravity. Fuel is used first from the auxiliary tanks, then from the external tanks,
and then from the service tank.
A float-valve is mounted in the service tank. It serves to prevent service tank overfilling
during fuel transfer from the external tanks. If the float valve fails, there is a by-pass valve,
which ensures that fuel is supplied from the external tanks into the service tank.
If one of the ЭЦH-91C fuel transfer pumps fails, the fuel flows freely from one tank into
the other one and it is transferred from both external tanks into the service tank by one
pump.
Operation of the 463 pump and ЭЦH-91 fuel pumps is indicated by three light panels
which are located on the upper electrical board.
Fuel consumption and fuel quantity in the tanks are checked by a float-type fuel quantity
gauge.

10.5.3 FUEL SYSTEM UNITS

Layout of the fuel system units is shown in fig.

10.12.
The service fuel tank (fig. 10.13) is installed in
the area between frames №10 and №13 on the
ceiling panel of the central part of the fuselage.
The tank is made of a kerosene-resistant rubber
and rubberized caprone fabric.
A plate is mounted on the upper part of the tank
(fig. 10.14). It is equipped with a filler neck, fuel
quantity transmitter, fuel supply pipe / tube from
the external fuel tanks, float-metering valve, vent
fitting / union and drain fitting.

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CHAPTER The lower part of the tank is fitted with an adapter, which is connected to the 463 boost
10 pump and a line with a check valve for draining fuel from the service tank.
The external fuel tanks (fig. 10.15) are of welded structure. The upper part of the tanks
POWER PLANT

is equipped with a filler neck, fuel quantity transmitter and drain fitting. The lower part of
each tank has fittings for connecting the tanks to each other, a drain valve flange, and a
flange for the transfer pump installation (on the front part of the left tank and the rear part of
the right tank).
The external fuel tanks are mounted to the outside of the fuselage by four steel bands.
The internal auxiliary fuel tanks (fig. 10.17) are of welded structure and are
interchangeable. Each auxiliary fuel tank is mounted on a support of riveted structure and is
attached to the floor of the cargo compartment.
The upper part of the tank is equipped with a filler neck, fuel quantity transmitter flange
and drain fitting. The lower part of the tank is equipped with a fitting of a valve for sediment
drain and a union for connecting the auxiliary tank to external fuel tanks through a four-
position valve.
The drain of the auxiliary fuel tanks is connected to the common drain system. The filler
neck extends to the outside of the fuselage between frames №8 and №9 (fig. 10 18).

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 The external auxiliary fuel tanks (fig. 10.19) are of welded structure. Two external fuel
tanks can be installed on the helicopter. Each tank is attached by three steel straps to a
pylon. The pylons are installed on the left and right side of the fuselage.
The upper part of the tank is equipped with a filler neck, fuel level switch flange and drain
line flange. The lower part of the tank is equipped with filters and elbows for the connecting
to the fuel system line. The tank also has a drain tube and drain valve (fig. 10.29).
The external fuel tanks are connected with two lines which run under the cargo
compartment floor. The front line is equipped with a mechanical valve (fig. 10.21) and one
768600MA electrical type valve (fig. 10.22). The aft line is equipped with one 768600MA
electrical type valve (fig. 10.22).

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CHAPTER The electrical type valves are designed
10 to enable disconnecting the external tanks
when flying in a combat zone. Both valves
are controlled by one switch “CROSS FEED
POWER PLANT

VALVE” which is located on the fuel system

control panel. The position of the valves is
indicated by a light on the control panel (fig.
10.23).
The normal position of the valves is
“OPEN”. It is necessary to close them before
draining fuel from one external tank or
disconnecting the external tanks. The valves
also should be closed before refueling to
prevent the fuel flowing from one tank to the
other. After refueling the valves should be
opened.
There is a central drain valve for draining
fuel from the external and auxiliary tanks. It
is located under the helicopter fuselage in
the area of the frame №8 (fig. 10.24).

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 The 637000 four-way valve (fig. 10.25) is
mounted in the line connecting the auxiliary
tanks to the external tanks. The valve is
located under the cargo compartment floor. It
is controlled by a handle, which can be set at
four positions:
- Left auxiliary tank is opened.
- Right auxiliary tank is opened.
- Both tanks are opened.
- Both tanks are closed (fig. 10.26).

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CHAPTER Two ЭЦH-91 fuel pumps (fig. 10.27) are electrically driven, centrifugal, one-stage
10 pumps. They transfer fuel from the external tanks into the service tank. The pumps are
installed in a special mounting block inside the external tanks (fig. 10.28). Two switches,
POWER PLANT

arranged on the fuel system control panel, control pumps operation (fig. 10.23). The delivery
of the pump is 3800 lit/h when pressure drop is not less than 0.8 kg/cm².
The 463 fuel pump (fig. 10.29) is electrically driven, centrifugal, single-stage. It supplies
fuel from the service tank to the fuel pump (ДЦH-70A) of each engine. The pump is installed
onto the adapter on the lower part of the service tank (fig. 10.30). Operation of the fuel pump
is controlled by one switch which is installed on the fuel system control panel (fig. 10.23).
The delivery of the pump is 4000 lit/h when pressure drop is not less than 0.8 kg/cm².

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 CД-29A pressure switch with Д-002 damper (fig. 10.31).
Three CД-29A pressure switches are designed to illuminate the panel light, which
indicates the pumps are operating. The pressure of the CД-29A pressure switch operation
should be not less than 0.15 kg/cm². The pumps are installed on the web of the frame №12
of the cargo compartment side. Two pressure switches are connected to the lines behind the
transfer pumps and one is connected to the line behind the 463 pump. The Д-002 damper is
installed to decrease the fuel pressure pulsing.
The 766300A-1 float-metering valve (fig. 10.32) prevents the service tank overfilling
during fuel transfer from the external tanks. The valve keeps the fuel level in the service tank
within the limits of 415±10 liters. It is mounted inside the service tank and attached to the
upper plate. A fuel supply line from the external tanks is attached to the plate over the float
valve. The fuel by-pass valve and two unions for the overspill line connection are attached to
the flanges of the line. The check valves are installed in the outlet side of the union. They
prevent fuel transfer from one external tank to the other one if one of the ЭЦH-91C pumps
fail.
The helicopter fuel system is equipped with five 768600MA shut-off (by-pass) valves (fig.
10.33), which close and open fuel lines.
Two shut-off valves are used as fire shut-off valves. They are installed in the TB3-
117BM engines fuel supply lines on the ceiling panel in the main gearbox compartment.
Operation of the valves is controlled by two switches labeled “FIRE SHUT-OFF VALVES.
LEFT, RIGHT”, which are protected with hinged, red safety covers. These switches are
installed on the middle panel of the electrical control panel (fig. 10.34). Electric power is
given to the switches through the circuit breakers “FUEL SYSTEM SHUT-OFF VALVES.
LEFT, RIGHT”, (fig. 10.35). The yellow lights – “LEFT CLOSED, RIGHT CLOSED” indicate

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CHAPTER the closing of the shut-off valves. They are located beneath the switches (fig. 10.34).
10 Two shut-off valves are used as cross-feed valves. They are installed in the lines
connecting the external tanks in the front and the rear. Normal position for the valves is
POWER PLANT

“OPEN”. The valve must be closed to provide the fuel storage in one of the external tanks if
the other one is damaged. They also must be closed on the ground if one of the tanks is
removed or during the fuel transfer into the service fuel tank from one of the external tanks.
Operation of the valves is controlled by a switch “CROSS-FEED.CLOSED.OPENED”. This
switch is protected by a red cover and it is located on the middle panel of the electrical
control. The yellow light “CROSS-FEED CLOSED” indicates that the valve is in the closed
position. It is located beneath the switch (fig. 10.34).

One shut-off valve is used as a bypass

valve to supply fuel to the service tank from the
external tanks if the 766300A-1 float valve fails
in the closed position. The valve is installed on
the service tank plate. Operation of the valve is
controlled by a switch “FUEL SYSTEM. BY-
PASS” located on the middle panel of the
electric control panel (fig. 10.34). Electric
power to the switch is through the circuit
breakers “FUEL SYSTEM.BY-PASS VALVE”
(fig. 10.35).

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 10.5.4 FUEL SYSTEM OPERATION
Before preflight inspection, check with the ground staff for details about
completion of the following procedures:
- Refueling (in accordance with a flight plan).
- The fuel quality inspection by the fuel
passport.
- The fuel sediment drains of the fuel
system.
During preflight inspection, check the
following:
- The fuel system units and fuel system
connections are tightly fastened.
- The fuel filler caps are closed.
- The drain valves are securely closed,
Before starting the engines, check the
following:
- That there is sufficient fuel for the mission. Then set the fuel quantity gauge selector
switch to the “SERVICE” position (fig. 10.40).
- The fuel boost and transfer pumps lights are illuminated.
- The fire shut-off valves lights are illuminated.
In flight, check the following:
1. That the fuel boosts and transfer pumps lights remain illuminated.
2. The fuel quantity of the service tank by periodically checking the service tank fuel
quantity every 20 minutes. The fuel quantity gauge selector switch must be at the
“SERVICE” position. Every 20 minutes of flight, the fuel quantity in each tank and the total
remaining fuel must be checked.
3. If the actual fuel consumption is more than calculated, and the remaining fuel is less
than the fuel service for 30 minutes of flight, it may become necessary to consider landing to
an alternate airfield or alternate refuel location.
In case of illumination of the “27000LITER
270 LITER FUEL RSVG” light (fig. 10.40), the captain
FUEL RSV
land the helicopter to prevent fuel starvation and engine failure. The helicopter control must
be performed smoothly, turns should be coordinated; a slipping flight must be avoided to
prevent air from entering into the fuel system resulting in engine failure due to fuel starvation.
WARNING:
After the “270-LITER FUEL RSV” light comes ON, it is possible to continue flight for 16 minutes at a
speed of 220km/h at altitude of 200 m. The flight range is 50 km (no-wind condition).
Fuel system troubles:
1. The 463 booster pump failure of the service tank.
Failure symptoms:
- Green light “SERV TANK PUMP ON”
goes OFF (fig. 10.41).
- Signal from the PИ-65 audio warning
system – “SERVICE TANK PUMP FAILURE”.
Crew actions:
- Check serviceability of the light, turn off the failed pump and perform landing to the
nearest airfield. Power changes and control movements should be performed
smoothly. (ДЦH-70 pumps provide full fuel quantity supply to the engines).

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CHAPTER 2. Two ЭЦH-91C transfer pumps failure.
10 Failure symptoms:
- Lights “LEFT ON”, “RIGHT ON” go OFF (fig. 10.42), the fuel level is decreased in the
POWER PLANT

service tank.
Crew actions:
- Shut OFF the failed pumps (fig. 10.43) and perform a landing to an airfield (a main or
alternate) or to an area selected based on the fuel quantity in the service tank.
NOTE:
a. Fuel remaining in the service tank is
sufficient, 21 minutes of flight at an altitude
of 500 m and airspeed of 220 km/h,
approximately 70 km.
b. If one ЭЦH-91 transfer pump fails, the
remaining operative pump provides an
adequate fuel supply to the service tank for
operating the engines.

3. Float –metering valve failure in closed

position.
Failure symptoms:
- Fuel level decreases in the service tank
while fuel is present in the external tanks
and the transfer pumps continue to
operate.
Crew actions:
- Set the “FUEL BYPASS” switch on the
fuel system control panel to the “OPEN”
position (fig. 10.44). Fill the service tank to
370~390 liters and then close the by-pass
valve. Further fuel consumption is
accomplished by opening and closing the
bypass valve to prevent overfilling the
service tank.
- The captain makes the decision to
continue or discontinue the flight.

4. Float-metering valve failure in opened

position.
: Failure symptoms:
- Overfilling of the service tank as indicated
by the fuel gauge;
- Fuel leakage from the drain line;
- Increase fuel consumption.
Crew actions:
- Shut OFF one or both ЭЦH-91C transfer
pumps (fig. 10.45). Turn ON the transfer
pumps periodically checking fuel
consumption from the service tank.

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 5. Fuel system drain clogging.
Failure symptoms:
- One or both of the transfer pumps lights, ЭЦH-91C, “LEFT OPERATE”, “RIGHT
OPERATE” begin flashing or go out (fig. 10.46);
- Flashing or steady illumination of the warning light “ REMAINIIN
270 LITERFUEL RSV L”” (fig.
FUEL 0270
10.47) when fuel is present in the external tanks;
- Fuel consumption from the external and auxiliary fuel tanks stops or is decreased;
- Any combination of the above conditions.
Crew actions:
- Immediately land to a suitable area;
- Be prepared for both engines to fail and an autorotative landing.

6. Fuel filters clogging.

Failure symptoms
- Flashing or steady illumination of the “FUEL FILTER CLOGGING LEFT ENG” or
“FUEL FILTER CLOGGING RIGHT ENG” yellow warning lights (fig. 10.48).
Crew actions:
- Abort the mission and perform landing to the nearest airfield.

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CHAPTER 10.6. ENGINES OIL SYSTEM
10 10.6.1 GENERAL CHARACTERISTICS AND MAIN TECHNICAL DATA
POWER PLANT

Each engine has its own individual, circulating type oil system. The engine oil system can
be divided into the inner part which is mounted on the engine, and the outer part which is
mounted on the fuselage.
The components of the outer part of the oil system of each engine (fig. 10.49) are;
- Oil tank with a breathing tank.
- Air-oil cooler.
- Two drain valves.
- Oil system instruments (pressure gauge and temperature indicator).
- Oil lines.

Oil grade . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Б-3B or Л3-240

Oil capacity of one engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17 liters
Oil tank capacity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 liters
Oil consumption . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not more than 0.3 lit/h
Oil pressure:
- At idle power rating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . not below 2 kgf/cm²
- At power ratings higher than idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3~4 kgf/cm²
- With oil temp less than 90ºC . . . . . . . . . . . . . . . . . . . . . . . . not higher than4.8 kgf/cm²
Oil temperature:
- Min temp. for the start up without heating. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -30ºC
- Min temp. to advance RPM higher than idle. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30ºC
- Min temp. for continuous operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70ºC
- Recommended temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 80~140ºC
- Maximum temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 150ºC
CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
130 Prepared by:-WO RASHED, Airframe Fitter.
 10.6.2 OIL SYSTEM OPERATION
The Oil from the oil tank passes to the intake line by the pressure pump of the MA-78 oil
pump unit / assembly. From the pump, oil is delivered through the shut-off valve and filter to
her drive box for lubrication, five supports, and engine central drive.
Oil is scavenged from the drive box by the MHO-78 pump directly to the oil tank passing
the air-oil cooler.
Oil is scavenged from the first support of the engine and engine central drive by two oil
pumps of the MA-78 oil pump assembly and delivered directly to the oil tank passing air-oil
cooler as well.
From the other engines supports, oil is scavenged by three pumps of the MA-78 oil pump
assembly and passes through the oil cooler into the oil tank. Engine oil scavenge line and
the line of the oil return from the oil cooler to the oil tank are connected with a bypass valve.
Through the bypass valve, some quantity of oil is delivered into the oil tank bypassing the oil
cooler. This prevents oil from splashing into engine duct / flow section if back pressure is
rising in the outer line more than 1.25 kgf/cm².

10.6.3 OIL SYSTEM UNITS

The outer part of the oil system of each engine (fig. 10.50) is comprised of:
- Oil tank with a breathing tank.
- Air-oil cooler of 2281Б type.
- Two drain valves.
- Oil system instruments (pressure gauge and temperature indicator).
- Oil lines.

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CHAPTER The oil tank (fig. 10.51) is of welded structure. It is installed in the engine compartment
10 and attached to two supports on the ceiling panel. The upper part of the tank has a filter
neck with a cap, holding screw, and cross piece. The lower part of the tank is equipped with
POWER PLANT

couplings; the oil feed from the engine and air cooler; the oil intake into the pressure oil
pump and 600400M drain valve.
The upper inner cavity of the oil tank is equipped with a welded, labyrinth type breathing
tank (fig. 10.52). The cover of the upper part of the breathing tank has a connection to the
engine vent line. The lower part of the breathing tank has a hole to allow oil vapor to drain
into the oil tank.
The breathing tank serves to connect the oil tank with the atmosphere. Inside the
breathing tank, the oil vapors are separated
from the air. The oil condensation flows into the
atmosphere via a line which leads to the cut of
the engine exhaust pipe. The lower part of this
line is connected with the drain tank of the fuel
system.

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 The air-oil cooler (fig. 10.53) cools oil flowing to the engines. It is made of aluminum
alloy and installed behind the cooling fan. The oil cooler consists of a housing, honeycomb-
tubes and thermo-regulator. If the oil temperature at the oil cooler outlet is below 60~65ºC,
the thermo–regulator has a thermo-sensitive element which allows some of the oil to flow
without entering the honeycombs of the oil cooler. At the same time the thermo–regulator
serves as a safety valve. When pressure in the oil cooler drops more than 2kgf/cm², the oil is
by-passed into the tank without entering the honeycombs of the oil cooler independent of the
oil temperature.
The 636700A drain valves (fig. 10.54) are installed in the main gearbox compartment.
One valve allows oil to drain from the oil tank and the other one allows oil to drain from the
engine and oil cooler.
The CC-78 chip-detector is installed in the line of the scavenged oil from the engine in
the oil cooler inlet. It detects the presence of the metal particles.
The warning light CHIP LEFT ENGINE / CHIP RIGHT ENGIN indicates the presence of
metal chips in the oil. It is located on the left instrument panel (fig. 10.55).

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CHAPTER The ИД-8 transmitter (fig. 10.56) measures pressure of the oil in the pressure line. It is
mounted in the oil feed line going to the engine supports.
10
The П-1 oil temperature bulb (fig. 10.57) measures oil temperature in the engine outlet.
POWER PLANT

The ЭMИ-3PИ measuring set consists of the ИД-8 oil pressure transmitter, П-1
temperature bulb, and УИ3-3 indicator. The measuring set indicator is installed on the
central instrument panel (fig. 10.58).
10.6.4 OIL SYSTEM OPERATIONAL INSPECT
During inspection, check the following:
1. The oil level in the oil tank. Flight is prohibited if the oil level in the oil tank is lower
than the “ADD” mark. Engine operation is not allowed if the oil level is lower than the
“MINIMUM” mark (fig. 10.59).
2. The drain valves and the covers / caps of the oil tank filler neck for proper closing and
locking.
3. The oil system tightness.
During engine start, it is necessary to check that the engine oil pressure is increase. After
engine start, engine oil pressure should be not less than 2kgf/cm². After engine start, if the
oil pressure is less than 2kgf/cm², the engine must be shut down.
After starting, warm up the engines at idle
rating. Before advancing the engine RPM, the oil
temperature at the engine outlet should be not
less than +30º C and at the main gearbox inlet it
should be not below than -15º C.

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 If the oil pressure is in an engine decreases to below 3kgf/cm², but not lower than
2kg/cm², it is necessary to do the following:
- Decrease power rating of the effected engine by using the appropriate engine control
lever, set the speed of 130~140 km/h by the speed indicator, and make sure that the oil
temperature in the affected engine does not exceed +150º C.
- Abort the mission and land to the nearest airfield performing a rolling landing.
If the engine oil pressure drops below 2 kg/cm², it is necessary to shut down the engine
and perform landing.
If the oil temperature in the engine is above 150ºC, it is necessary to shut down the
engine and land to the nearest airfield performing a rolling landing.
For the crew warning, there is a panel / warning light “CHIPS OF LEFT ENGINE”,
“CHIPS OF RIGHT ENGINE” on the left instrument panel that indicates the presence of
chips in the oil. There are also warning lights indicating an oil pressure drop “LOW OIL
PRESSURE LEFT ENGINE”,”LOW OIL PRESSURE RIGHT ENGINE” (fig. 10.60).
If the warning light “LOW OIL PRESSURE” of either engine illuminates, it is necessary to
do the following:
- Check the oil temperature and oil pressure instruments.
- If the oil parameters are normal, continue flight giving additional attention to the
engine oil pressure and oil temperature.
- If the oil pressure drops to 2 kg/cm², shut down the affected engine and perform
landing.

If the warning light “CHIPS IN LEFT”, “CHIPS IN RIGHT” engine flashes or is steady, it is
necessary to do the following:
- Increase attention for the oil pressure and oil temperature in the engine.
- If the engine parameters are within limits, abort the mission and return to the base
field or land to the nearest one.
- If the oil pressure or oil temperature exceeds limits or the warning light or dangerous
vibration light comes ON, adjust power to the optimal flight mode.
- Shut down the affected engine, close its shut-off valve, and perform emergency
landing.

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CHAPTER CHAPTER 11. HELICOPTER EQUIPMENT
11
HELICOPTER EQUIPMENT

11.1. THE COCKPIT AND CARGO COMPARTMENT EQUIPMENT

11.1.1 THE COCKPIT
The cockpit (fig. 11.1)
The inner surfaces of the cockpit side panels and ceiling panel are covered with heat
insulation-sound proofing, consisting of two-layer blankets.
The two pilot seats are located on the floor between frames №3 and №4. Each pilot seat
can be adjusted for height in the range of 160 mm and in the longitudinal direction in the
range of 65 mm. The pilot seats are equipped with seat belts and safety harnesses. The
seats have back cushions made of porolon (Vibrafoam) covered with textovinit fabric.
The flight engineer seat is mounted in the cockpit door opening, between frames №4 and
№5. In the operating position, the seat rests on brackets and is fixed by ball retainers. In the
up or tilted position, the seat is supported by springs.
11.1.2 THE CARGO COMPARTMENT
There are 22 hinged seats in the helicopter cargo compartment. All of the seats are
equipped with seat belts (fig. 11.2).
The ceiling panels of the cargo compartment are covered with gray pavinol, a rugged,
durable plastic. They are attached to the fuselage main frame by screw-locks. The ceiling
panels have openings for the dome lights and hatches, and sliding covers for stretcher strap
attachment.
The medevac (Medical Evacuation)
configuration (fig. 11.3) provides for the installation
of 12 stretchers for non-ambulatory (bed-ridden)
patients. These stretchers are installed in three
levels along the left and right side of the fuselage.

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 11.2. EXTERNAL LOAD / SLING SYSTEM
The external load / sling system is designed for transporting cargo outside of the
helicopter fuselage (fig. 11.4).
The external load / sling system expands the versatility of the helicopter use, particularly
in transporting large-size cargo or vehicles to areas of limited dimensions, buildings, and
assembly works. Helicopter operation with the external load sling system reduces the time
and the number of personnel necessary, and increases mobility of transportation.
Mи-8MTB-1 (Mi-17-1V) helicopters are equipped with an external sling of cable design.
Its lifting capacity is 3000 kg.
The external sling system consists of the following elements:
- Four main cables.
- Hinge unit.
- Weight-measuring unit.
- ДГ-64M cargo shackle.
- Extension cable / pieces (length 1.5 and 10 meters).
- Cargo slings.
The main cables are attached to hinged points on frames №7 and №10, located on the
central part of the fuselage (fig. 11.5).
In the stowed position, the cargo shackle of the external sling cable is attached to a
special knot, located on the cargo compartment ceiling near frame №11 (fig. 11.6).

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CHAPTER There is a hatch on the helicopter floor panel through which the extension cable of the
11 external load sling system extends to the outside of the helicopter. The hatch is also used by
the sling load operator for observing the cargo. For the stowed position, this hatch is closed
HELICOPTER EQUIPMENT

from inside the cargo compartment by closing two coupled covers (the inner and outer one)
(fig. 11.7).
The hatch is equipped with a detachable protection guard for safety during sling load
operations (fig. 11.8). in the stowed position it is removed, divided into two parts and is
secured to the left cargo door panel by rubber shock absorbers.
The weight-measuring unit of the external sling system is of hydraulic type. It is
designed to indicate the weight of the external load. This unit is a part of the external load
sling structure.
The ДГ-64M electric shackle (fig. 119)
serves to secure or release the load/cargo
while on the ground, as well as to release it in
flight. The main units of the ДГ-64M cargo
shackle are as follows: a lever-type
mechanism of suspension and electro-
magnetic mechanism.

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 The shackle is closed manually. To accomplish this, the load-carrying lever should be
abruptly turned completely to the stop. As a result, the supporting lever is released and
returns into the initial position by a spring. Then this lever should be turned fully to the stop
by pressing the projecting shank of the shackle.
The shackle is opened electrically by pressing the “TACTICAL RELEASE” button located
on the left collective pitch control lever (fig. 11.8). In an emergency, the load can also be
released by pressing the “EMERGENCY RELEASE” button, also located on the side of the
left collective pitch control lever (fig. 11.10). In either case, when the shackle is opened
electrically, a micro-switch operates and a green “THE SHACKLE OPENED” light illuminates
(fig. 11.10). The shackle is released automatically if the load is decreased to 25~75 kgf on
the load-carrying lever. For the automatic release of the shackle, switch on the “AUTO
RELEASE” switch, located on the left electrical control panel (fig. 11.11).
For mechanical release of the ДГ-64M shackle, apply a bottom-up effort to (pull up on)
the handle which is installed on the shackle, removing the pin of the handle.
The extension cable/piece is a component cable making it possible to shorten its total
length thus reducing external load oscillations which affect helicopter stability and
controllability. The required length of the cables depends on the cargo dimension and
weight, and the state and dimension of the runway and approaches.
To prevent twisting of the extension cable/pieces in flight, the external sling system is
provisioned with a swivel (rotating lock) which does not allow the cargo to twist the
extension cable/pieces.

The sling system should be inspected for the

following:
- Integrity of the attachment units and
absence of the cable damage.
- Smooth rotation of hinged connections.
- Condition of the outer cable part of
suspension (the extension cable and cargo
slings may not have damaged threads).
- Working capacity of the ДГ-64M cargo
shackle.

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CHAPTER Before stating engines:
- Close the circuit breakers “CARGO
11 SHACKLE/HOOK OPEN CONTROL”
HELICOPTER EQUIPMENT

“MAIN” and “STANDBY” on the right-hand

panel of the circuit breaker (fig. 11.12);
- Set “AUTO RELEASE” switch to the “OFF”
position on the left electrical control panel
(fig. 11.11).
- Manually close the electric cargo shackle (if
it is opened), the green light “CARGO
SHACKLE OPENED” must go OUT (fig.
11.11).
- Check the operation of the cargo tactical
release system by pressing the tactical
release button, located on the left collective
pitch control lever (fig. 11.10) and check that
the green panel light “CARGO SHAKLE
OPENED” illuminates (fig. 11.11). Make
sure that the cargo shackle is opened.
- Check the intercom system for proper operation.
- Check the safety belt for proper condition and adjust it if necessary.
The aerodynamic stability of the external load is determined by its weight and its shape.
Adjust the en route airspeed at the beginning of the flight to find the most stable airspeed for
the external load. Fuel consumption decreases as speed increases.
Flight without a load on the external sling system is permitted, at airspeed of not more
than 150 km/h, when using a swivel (rotating lock) and cargo slings at the end of the
extension cable/pieces. Without the swivel, the airspeed is limited to not more than 60 km/h.

Emergency in flight cargo release is required in the following cases:

- While hovering with maximum engine power applied and the helicopter starts to
spontaneously descend, or due to snow (dust) vortex with no visual ground contact.
- Static line ground contact during takeoff acceleration or approach to a hover.
- Cargo contacting the ground during takeoff acceleration or deceleration.
- If a forced landing becomes necessary and landing with an external load is
impossible.
- In flight emergencies (fire, engines failure, etc.).
- In case of high lateral cargo oscillation/swing that endangers continued flight.

The high lateral cargo oscillation on the external load sling takes place when:
- The extension cable touches a limit ring which is installed on the perimeter of the
hatch of the cargo compartment floor.

The emergency cargo release is performed by pressing the tactical or emergency release
button on the left side collective pitch lever.

On the helicopters which are equipped with a remote cargo release button, the cargo
should be release by the operator with a simultaneously report to the captain.

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 11.3. HOIST BOOM WITH ELECTRICAL WINCH
The hoist boom (fig. 11.13) is designed to lift small-sized cargo into the cargo
compartment or lower it to the ground using the ЛПГ-150M electrical winch. Maximum
permitted cargo weight is 150 kg.

The hoist boom is located on the outside of the helicopter near the cargo compartment
sliding door. It consists of:

- Bracket (it is attached to frame №1 of the central part of the fuselage).

- Cantilever (it is hinged mounted on the bracket).

The hoist has two positions: the operating and stowed positions. The cantilever is turned
manually using a handle. In the operating and stowed position, the cantilever is locked by a
retainer/lock located inside the cargo compartment in the area of the hoist boom installation
bracket.

The ЛПГ-150M electric winch is installed on the bracket of the hoist boom. It consists of
the following units: two reversible DC electric motors with solenoid brake clutches, a
gearbox, and friction clutch. The hoist cable is 40 meters long and 3mm in diameter.

The electric winch has two speeds of the drum rotation: the 1 st speed – both electric
motors operating: the 2nd speed is half of the 1st speed – one electric motor operating.

The electric winch is remotely controlled. The ПУЛ-1 portable control panel (fig. 11.14)
and the KУЛ-50 control box are mounted on the web of frame №5 of the fuselage central
part. The ПУЛ-1control panel has a “PAY-OUT” button, and a “RETRACT” button, and a
lever for changing the winch speed.

On the end of the winch cable is a weight

for ensuring adequate cable tension during
release and retraction providing for the proper
operation of the cable-packer. This weight is
equipped with a weighted grounding cable.

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CHAPTER
11.4. COCKPIT AND CARGO COMPARTMENT VENTILATION AND
11 HEATING SYSTEM
HELICOPTER EQUIPMENT

The ventilation and heating system creates comfortable temperature conditions in the
cockpit and cargo compartment. The heating system is also designed to heat the pilots’ feet,
direct warm air to the windshields and side windows (blisters) of the cockpit, as well as
heating the fuel system drain tank and air system units.
The main unit of the heating system is the KO-50 kerosene combustion heater (fig.
11.15), installed in the streamlined cowling on front of the right external fuel tank (fig. 11.16).
In the thing mode a heater fan takes air either from the atmosphere, through the air
intake, which has a shutter valve in the cowling of the heater, or from the cargo compartment
(in recirculation mode) to make cockpit and cabin warm up process faster, taking air through
a hole in the starboard side of the fuselage.
When starting the heater on the ground or during hovering at low altitude, it is
recommended to start in the recirculation mode to prevent dust and foreign objects from
entering into the KO-50 air inlet or intake. The air intake shutter is controlled from the cargo
compartment by handle located on the starboard side between frames №2 and №3 (fig.
11.17).

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 The heated air from the KO-50 heater is directed into the outlet distributor, in which the
air is divided into two streams, flowing into the cargo compartment and into the cockpit. The
warm air is directed into the cargo compartment through the lower heating ducts. The warm
air is directed into the cockpit to the pilots’ feet through the heating manifolds and shutters
on the floor panel (fig. 11.18).

It is recommended that the kerosene heater should only be turned on at ambient

temperature below +5ºC and after the engines are started. Do not operate the kerosene
heater on the ground for more than one hour when the helicopter is using and external
power source.

The recirculation mode is used during the kerosene heater start up or shut down. The
recirculation mode is also used for quickly heating the cockpit and cargo compartment,
automatic or manual mode, at ambient temperatures below -13ºC.

At high ambient temperature the kerosene heater fan can operate in the ventilation mode
without using the heating function and fuel supply. In the ventilation mode air is taken from
the atmosphere, through the air intake, and is delivered (without heating) into the distributor.
The air is then fed into the cockpit and cargo compartment by the same channels as in the
heating mode of operation.

Helicopters designed for operation in regions of hot climate are equipped with two on-
board Freon air conditioners. The evaporators are installed in the passenger compartment
on the luggage racks.

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CHAPTER
11.5. FIRE EXTINGUISHING SYSTEM
11
HELICOPTER EQUIPMENT

The built-in fire extinguishing

system (fig. 11.19) is used for the
detection and fire suppression in the
engines compartments, main gearbox
compartment, service fuel tank and
AИ-9B (APU) compartments and the
KO-50 kerosene heater compartment
(fig. 11.20).

There were two OУ-2 portable fire

extinguishers (fig. 11.21), one in the
passenger compartment and one in the
cockpit. One extinguisher is installed
on the web of frame №5, the other one
on the right cargo door.

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 The built-in fire extinguishing system is
comprised of:
- CCП-ФK fire warning system.
- Fire extinguishing system.
The CCП-ФK fire warning system
provides:
- Fire detecting in the helicopter
protected compartments.
- Crew alert warning lights.
- Transmitting signals to the PИ-65Б
audio warning system and to CAPП-12ДM
(БУP-1-2) data flight recorder.
- Indication of the fire extinguishing
system operation.
- Fire system serviceability check and
operational readiness.
The fire extinguishing system consists of
two УБШ-4-4 fire extinguishers (fig. 11.22),
with supply lines and sprayers / atomizers,
located in the protected compartments.

Fig.11.21. The portable fire extinguisher

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CHAPTER The УБШ-4-4 special aviation extinguisher (fig. 11.23) stores the extinguishing agent.
11 The extinguisher consists of a steel spherical bottle of 4 liters capacity and an adapter with
four ПГKц squib heads (fig. 11.24), pressure gauge and a safety diaphragm which breaks if
HELICOPTER EQUIPMENT

pressure in the bottle exceeds 200±20 kgf/cm² due to overheating.

The fire bottle contains Freon 114B2 (Halon 2402) extinguishing agent with weight 5.64
kg and is charged with air and nitrogen to the pressure of 100 kgf/cm² at the temperature of
15ºC to dispense the extinguishing agent from the bottle to the squib. The front extinguisher
comes into automatic operation by a signal from the fire warning system or manually using
the buttons on the fire extinguishing system panel. The aft extinguisher is put into operation
manually, using buttons on the fire extinguishing system panel. Both fire extinguishers are
installed in the main gearbox compartment (fig. 11.25).

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 Valve-type ПГKц squib control head
(fig. 11.26) disperses the extinguishing
agent from the fire bottle. The head has a
cylinder shaped body which contains a
valve with a spring, and a collet lock which
holds the valve in the closed position, two
squibs and a safety pin.
ПП-3 squibs (fig. 11.27) open the
collet lock when the electrical signal
comes from the fire warning system or
from one of the fire extinguishing control
panel buttons. They have separate power
supply circuits and they are divided into
two groups by control circuits.

The safety pin prevents an inadvertent

opening of the squib head and must be
permanently installed on the squib head of
the charged fire extinguisher. The pin
should be replaced after the fire
extinguisher is installed and connected to
the fire system lines, squibs installation
and their electric circuit checks.
For proper connection of the squibs,
their coupling nuts and their appropriate
lines of the system are painted with the
same color.

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CHAPTER In case of fire in one of the compartments, the CCП-ФК fire warning system comes
11 activates. This system turns on the light indicating the location of the fire, and produces the
electrical pulse to the applicable fire extinguisher squibs of the automatic bottle. After the
HELICOPTER EQUIPMENT

squibs are activated, the collet lock is opened by gas pressure and the valve is opened by
the bottle inner pressure and the extinguishing agent is directed to the compartment where
the fire is located. The extinguishing agent is dispensed in less than 1.3 seconds and the
valve is then closed by its spring. This design prevents the extinguishing agent supplied by
the backup bottle from going into the empty bottle if it becomes necessary to activate the
second fire extinguisher bottle.
When fire in any compartment is suppressed, the warning light indicating the fire in that
compartment (fig. 11.28) goes off, but on the left instrument panel the warning light “FIRE”
remains in (fig. 11.29), and should go off only after the “FIRE WARNING OFF” (fig. 11.28)
button is pressed.
In case of fire in the KO-50 kerosene heater compartment, the heater is automatically
shut down and the electric supply circuits of the heater are opened.
In case of fire in the APU compartment, an electric signal for the APU shut down is
produced, and the APU start up system will be blocked. In order to re-enable the APU startup
system, after the fire is extinguished, recycle the “WARNING” circuit breaker (fig. 11.30).

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 In case of fire in any compartment, the PИ-65Б voice informer comes into operation
automatically, and information about the fire is automatically transmitted to the ground
controller through the VHF radio.

If fire is detected visually and the CCП-ФК fire warning system does not automatically
activate, the squib control head can be opened by pushing the appropriate button on the fire
extinguishing control panel.

To manually open the fire extinguisher squib control heads, there are four additional
buttons on the fire extinguishing control panel.

The serviceability check of the fire extinguishing system consists of the warning system
check, squibs serviceability and their supply circuits, and the pressure check of the fire
extinguisher bottles.

The serviceability check of the warning system consists of the warning lights and ДПC
detectors check (chart 11.1).

11.5.1 CREW ACTIONS IN CASE OF FIRE

In case of a fire in the engine compartment, shut down the engine using the fuel fire
shutoff valve, monitor the situation to ensure that the fire is out, and make an emergency
descent and landing.

In case of a fire in the main gearbox compartment, monitor the situation to ensure that
the fire is out, and make an emergency descent and landing.

In case of fire in the KO-50 compartment, shut down the KO-50 heater and make an
emergency descent and landing.

CHART 11.1

Connection of the ДПC detectors groups of the CCП-ФК system

in the helicopter checked compartments to the check channels
Check channels Corresponding
Checked compartments
1 2 3 4 5 6 Warning Light
Left engine + + + FIRE L ENG
Right engine + + + FIRE R ENG
MGB and service tank + + + + FIRE TRANSMISSION /
APU
APU + +
КO-50 heater + + FIRE Кo-50
All compartments All channels FIRE

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CHAPTER 11.6. ANTI-ICING SYSTEM
11 Ice formation on the main and tail rotor blades, airframe and engines air inlets will result
in increased power requirements and a reduction of available power. As a result of ice
HELICOPTER EQUIPMENT

accumulation, drag increases significantly, leading to a reduction in airspeed and altitude, as

well as a degradation of helicopter flight characteristics (i.e. horizontal airspeed range
decreases, climb rates are degraded, descent rates become greater, fuel consumption
increases, and flight range and flight duration decreases).
Due to airflow deterioration around the MR, TR and stabilizer, helicopter oscillation and
MR RPM fluctuation will occur, resulting in a reduction of helicopter stability and
controllability.
Because of the weight imbalance of the MR and TR, the vibration and dynamic force
applied to the airframe is increased.
Icing of the engine inlet loads to the irregularity of the duct opening, changing the air
characteristics of the compressor inlet, the way that the air flows into the inlet channel, the
air flow rate decreases causing a decrease in the engine air pressure ratio in the
compressor, the engine power is reduced, the gas temperature rising before entering the
turbine, increase of engine vibrations due to asymmetrical ice formation, and ice ingestion
into the compressor blades. All of the above mentioned phenomena can cause the
compressor stall or surge, automatic engine shut down, damage to the compressor blades,
and damage of the support bearing due to engine rotor imbalance.
The helicopter is equipped with a anti-icing system to prevent icing or ice formation on:
the MR blades, TR blades, the two cockpit glass windscreens and the pilot-static tubes have
an electric heating anti-icing system. The engine air inlets and dust protection units (DPUs or
air particle separators) are equipped with a combined de-icing system. The engines inlets
have an air-heating anti-icing system.
The heating of the front edges of the MR and TR blades is performed by the electrical
heating elements which are glued between layers of fiberglass along the entire length of the
spar (fig. 11.31 and 11.32).

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 The electric heating elements are supplied by voltage of 208V AC from the CГC-40ПУ
generator, which is installed in the main gearbox. The main rotor blade heating elements are
divided into four sections; the tail rotor blade heating elements are divided into two sections.
To reduce the required power consumed for the heating of the MR and TR, the sections of
the heating elements are turned on cyclically. The switching on of the sections is performed
by the ПMК-21 programming mechanism, provides heating of each MR and TR blade
section for one cycle of 38.5 seconds and cooling down for 115.5 seconds for MR blade
section and 38.5 seconds for the TR blade section. Monitoring of the blades de-icing system
operation is performed by a voltmeter, which measures current load in all groups of the
heating elements (fig. 11.33).

The anti-icing system of the cockpit glass windscreens (fig. 11.34) is of constant
operation. The heater of the glass windscreens is a clear electro conductive film between the
layers of the triplex glass. The heat is supplied from the AC electrical system. The
temperature of the glasses in the range of 25~35ºC is maintained by two TЭP-1M thermo-
electronic regulators (fig. 11.35) with TД-2 thermo-sensors (fig. 1134).

The de-icing system of the engine air inlets and DPU is of mixed type: one part is heated
by the hot air from the engine compressor; the other part is heated electrically by a heating
plate.

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CHAPTER The following parts have the electrical heating;
- Front part of DPUs fairing.
11 - Aft part of the fairing.
HELICOPTER EQUIPMENT

- Dust ejector exhaust pipe housing.

- Dust ejecting cone.
- Strut edges.
The heating elements are made of metal screen,
insulated by fiberglass layers and protected from the
abrasive wear on the dust ejecting cone by steel
tipping. The heating power circuits are connected to
the three phase AC 200V 400Hz bus bars. The TД-2
thermo-sensors are glued between the skin and
packs of the heating elements which operate with the
TЭP-1M thermo-regulators. The sensors provide a
stable temperature field on the DPU structural
elements under different ambient temperature by
automatically switching the electric heating elements
on and off.
The parts, heated by hot air:
- DPU separator.
- Air intake collector lip.
- Air intake of the HP-3BM thermal compensator.
Hot air from the engine compressor is supplied to the 1919T shutter valve (fig. 11.37) of
the DPU ejector and to the thermo-regulator (fig. 11.38) which depending on the hot air
temperature regulates its consumption. After the thermo-regulator, the hot air is supplied to
the 1919T shutter valve of the engine and DPU anti-icing system (fig. 11.36).
The engine inlets (fairings, 1st support struts of the compressor and engine inlet guide
vanes) are heated by hot air from the compressor.
The main ice detector is either the PИO-3 radio-isotope ice detector (fig. 11.39) or the
CO-121BM vibration detector (fig. 11.40), which detect ice formation on the helicopter.
Besides the main ice detector, a visual icing indicator is installed (fig. 11.41), on the outside
of the pilots sliding window.

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 This pin type probe is painted with
alternating red and black transverse strips,
each 5 mm in width.

The CO-121BM ice detector is a single

channel system which consists of the ДCЛ-40-
T transmitter and ПЭ-11M converter (fig.
11.42), mounted on the PM-5 mounting frame
which is located in the cockpit on the left rack.
The ДCЛ-40-T transmitter of the CO-121BM
ice detector as well as PИO-3 ice detector
transmitter is installed on the air inlet of the
fan housing.

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CHAPTER The principle of operation of the CO-121BM ice detector is based on the frequency of the
11 transmitter output signal, which is dependent on the ice thickness on its sensing element – a
diaphragm/membrane. In icing conditions, ice is formed on the diaphragm and makes the
HELICOPTER EQUIPMENT

diaphragm more rigid which increased the oscillation frequency. When ice thickness on the
detector becomes 0.3mm, the ПЭ-11M converter produces the signal indicating icing.
In flight, when the ice formation begins, the following information is provided by the ice
warning system:
- Warning light “ICING” (fig. 11.43).
- Anti-icing system of the rotors blades, right engine, its air inlet, DPU and glass
windscreen heaters come into operation automatically.
- Signal to the PИ-65 audio warning system “ICING”.
- Signal to the БУP-1-2 or CAPПП-12 flight data recorder about icing.
After leaving the icing zone, the ice detector stops producing the signal and the de-icing
system must be manually turned off.
The anti-icing system of the rotors and glasses comes into operation automatically from
the PИO-3 (CO-121BM) ice detector signal or it is put into operation manually.
The signal from the PИO-3 (CO-121BM) may be delayed when the DPU and engines are
already covered with a significant amount of ice. If the de-icing system is turned on too late,
accumulated ice can separate and penetrate into the engine which can lead to the engine
failure. To avoid such situations, the DPU and engine heating systems must be manually
activated at ambient temperatures of +5ºC and below after the engines startup.
The anti-ice system provides for automatic activation of the rotor de-icing system and the
right engine and its DPU heating system by a signal from the PИO-3 (CO-121BM) ice
detector.
Due to the lack of efficiency of the MR blades de-icing system, the helicopter is prohibited
from flights into icing conditions at an ambient temperature of -12ºC or below. In case of
inadvertent entry to the icing zone at an ambient temperature below -12ºC, measures must
be taken to immediately leave this temperature zone.

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 CHAPTER 12. APPLICATION

12.1. COCKPIT

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CHAPTER

12
APPLICATION

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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CHAPTER
12.2. HELICOPTER CONFIGURATION
12
APPLICATION

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 CONSTRUCTION AND OPERATION OF THE Mi-17-IV (Mи-8MTB-1) HELICOPTER
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