The Mil Mi-8MTV2 (NATO Hip E) is the armed version of the Russian-built, medium lift twin-turbine combat transport and utility helicopter. The Mi-8MTV2’s six external hard points enable it to carry a wide variety of weapons. These include up to 6 x 100 kg or 250 kg, or 2 x 500 kg bombs; 23 mm and 30 mm gun pods; and 80mm rocket pods (120 rockets - HE, AP, Frag, Illum). The Hip E can also mount 12.7mm (0.5 inch) heavy machine guns in a side pod and on a swivel door-pintle.
One of the most successful military helicopters ever built, the Mil Mi-8 entered Soviet Air Force service in 1967. Able to carry up to 24 fully-armed combat troops, the Mi-8T series was also adapted to fire unguided-rockets. More than 17,000 Mil Mi-8 variants have been built, and it is in use with 50 countries.
The Hip E has a cruising speed of approximately 230 kph, a combat radius of 600 km and can carry loads of up to 6000 kg. It has seen combat all over the world, most extensively in the 1979-1989 Russian-Afghan War, where it proved to be a robust, effective and versatile workhorse. Exported widely, the Mil Mi-8 remains in service with many armed forces.
Developed by Belsimtek with help from a seasoned Mi-8 pilot, the DCS: Mi-8MTV2 ‘Magnificent Eight’ was created by the same expert team behind the DCS: UH-1H Huey. Take the controls and enjoy the space where virtual meets reality.
DCS: Mi-8MTV2 Magnificent Eight is a highly realistic PC simulation of the Mi-8MTV2, a combat transport and fire support helicopter and an upgraded variant of one of the most widely produced helicopters in the world - the Russian Mi-8 (NATO reporting name ‘Hip»). Having serving in over 50 countries in a wide variety of models over the past 40 years, the Mi-8 is a revered veteran of countless military operations and civilian services around the world. Developed by Belsimtek and Eagle Dynamics, the team behind the hit title DCS: UH-1H Huey, DCS Mi-8MTV2 continues to deliver exceptional realism and immersive gameplay within the DCS World virtual battlefield.
The simulation features accurate modeling of all primary aircraft systems, avionics, and proper functionality of nearly all cockpit switches and controls. Flight and other dynamics are modeled using real-time physics calculations and carefully tuned using actual Mi-8MTV2 documentation and pilots deeply involved in development and testing. The result is not only the most realistic Mi-8 reproduction on the PC, but a comprehensive helicopter model that correctly presents complex dynamic effects particular to helicopter flight, such as: autorotation, vortex ring state (VRS), translational lift, and many others.
As part of the DCS World battlefield, you are placed in the cockpit of the Mi-8MTV2 to fly combat transport and support missions as the left pilot, right pilot or gunner. Equipped for close fire support, the helicopter can be armed with unguided rockets, gun pods, and on-board machine guns. In the transport role, a cargo of up to four tons can be carried internally or three tons on an external sling system to deliver and retrieve supplies in a wide variety of terrain and weather conditions. A series of single missions and a handcrafted, immersive campaign plunge you into the heat of battle in the DCS World battlefield of countless AI and a variety of player-controlled fighter and attack aircraft, helicopters, and ground units. Get online to play with or against other DCS players in a synthetic online battlefield.
A quickstart guide and interactive training help you get started quickly while the comprehensive Flight Manual details the helicopter's systems and operational procedures. A wide variety of gameplay options allows each player to tailor their difficulty level as required.
Key Features of DCS: Mi-8MTV2 Magnificent Eight include:
The Mi-8MTV2 is designed to enhance the mobility of ground forces and provide fire support on the battlefield.
The primary missions performed by the helicopter include:
The internal and external payload of the helicopter can be configured as required to perform the above missions, including fitting of armament, additional fuel tanks, internal and externally slung cargo, medical stretchers, etc.
The helicopter can be operated in daytime or nighttime and under visual or instrument meteorological conditions.
The crew consists of three members: the Pilot-Commander, Pilot-Navigator, and Flight Engineer.
Principal dimensions:
| Length: | |
| Nose to vertical fin training edge | 18.424 m |
| With turning rotors | 25.352 m |
| Height: | |
| Less tail rotor | 4.756 m |
| With turning tail rotor | 5.321 m |
| Clearance | 0.445 m |
| Main rotor: | |
| Diameter | 21.294 m |
| Number of rotor blades | 5 |
| Direction of rotation | Clockwise (viewed from above) |
| Tail rotor: | |
| Type | universal joint |
| Diameter | 3.908 m |
| Direction of travel | Clockwise (viewed from port side) |
| Number of rotor blades | 3 |
| Landing gear | |
| Type | Tricycle |
| Main wheel track | 4.510 m |
| Wheel base | 4.281 m |
| Static ground angle | 4°10' |
Performance characteristics:
| Normal takeoff weight | 11,100 kg |
| Maximum takeoff weight | 13,000 kg |
| Cargo capacity: | |
| Normal | 2,000 kg |
| Maximum (with full main fuel tanks) | 4,000 kg |
| Troop capacity | 21 – 24 |
| Wounded on stretchers capacity | 12 |
| Maximum level flight speed at altitudes of 0 - 1000 m: | |
| Normal takeoff weight | 250 km/h |
| Maximum takeoff weight | 230 km/h |
| Cruising speed at altitudes of 0 - 1000 m: | |
| Normal takeoff weight | 220–240 km/h |
| Maximum takeoff weight | 205–215 km/h |
| Hover ceiling with normal takeoff weight OGE (standard atmosphere) | 3,960 m |
| Service ceiling: | |
| Normal takeoff weight | 5,000 m |
| Maximum takeoff weight | 3,900 m |
| Service range at an altitude of 500 m and cruising speed with full main fuel tanks until 5% fuel reserve: | |
| With a payload of 2,117 kg | 495 km |
| With a payload of 4,000 kg | 465 km |
| With one full auxiliary fuel tank | 725 km |
| With two full auxiliary fuel tanks (ferry range) | 950 km |
Helicopter velocity is determined using complete equations that calculate the forces and moments not only at the fuselage center of gravity (CG), but also acting on the turning rotors, which include the flapping motions of the rotor blades. This makes it possible to model all of the dynamic effects specific to helicopter flight.
The aerodynamic forces acting on the helicopter model are derived as a summation of the parameters of its individual elements: main and tail rotors, fuselage, vertical stabilizer, horizontal stabilizer, pylons, and undercarriage. Each of these elements is positioned and orientated individually within the airframe's local coordinate system and has its own aerodynamic characteristics.
The aerodynamic characteristics of each model element are pre-calculated with special software using numerical methods. In determining the forces and moments acting on the main and tail rotors, the calculations include the axial and longitudinal components of airflow speed, blade pitch, rotor angular velocities, airflow parameters, and blade inertia characteristics.
The aerodynamic forces acting on each model element are determined according to its pre-calculated characteristics in its own coordinate system. This includes local airflow velocity changes in the vicinity of the element as induced by other model elements.
Each element has a damage/destruction capacity that affects the lifting and center of gravity calculations of the model. Damage can be affected either by aerodynamic force or by physical contact with the ground or other objects. Ground and object contact is modeled using a system of rigid body points.
The detailed, real-time modeling of the dynamics involved with the main and tail rotors, fuselage, empennage, and other elements of the airframe produces flight characteristics that closely match those of the real helicopter and make it possible to naturally induce and closely model important flight conditions and effects like torque-induced yaw, translational lift, translating tendency, rotor overspeed and droop, retreating blade stall, autorotation, settling with power (vortex ring state), etc.
The Mi-8MTV2 simulation was developed under the management of an experienced Mi-8 pilot and with reference to a wealth of aircraft documentation and further testing by pilots and other subject matter experts to ensure the accuracy of the model's performance.
DCS: Mi-8MTV2 features an accurate and highly detailed 3D model of the helicopter using a 100,000+ triangle construction and a variety of historically accurate high resolution liveries. Multiple-texture maps, normal maps and specular maps are used to achieve a variety of special effects while skeletal animation is used to animate rotor blade flexing.
The main rotor assembly is fully animated and correctly translates movement of the cyclic and collective controls to the rotor system, making it possible to visually see rotor disc tilting, conning, and blade pitching.
The model includes extensive damage visualization that includes sector-based bullet/shrapnel penetration, canopy/window fracturing and penetration, and variety of partial or complete tearing of aircraft sections.
The development team was able to record actual Mi-8 audio in the field both inside and outside the cockpit under a variety of conditions specifically for this project. Many custom audio samples of actual Mi-8 sounds were taken in an effort to faithfully represent and immerse the player in the audio environment of the helicopter. Inside and outside the cockpit, the sound environment is filled with handcrafted audio that includes the main rotor, tail rotor, engine components, various cockpit switches and controls, and weapons.
A video of the team's field trip to record Mi-8 audio is available here: http://www.youtube.com/watch?v=yQY4TtjK0qk
DCS: Mi-8MTV2 features an accurately reproduced, highly detailed and interactive 3D cockpit with six-degrees-of-freedom ("6DOF") technology that allows the player to move the viewpoint in any direction inside the cockpit space. This means you can not only look up, down, left and right, but also raise or lower your viewpoint, slide to either side, move closer or further from the instrument panel, and even tilt left or right.
The cockpit includes the three standard crew positions of Pilot-Commander in the left seat, Pilot-Navigator in the right seat, and Flight Engineer in the center and slightly back.
Nearly all of the onboard systems of the helicopter are animated and functional, allowing the player to configure the systems in the cockpit by either using the mouse to click on the desired switches and controls or by using keyboard shortcuts that can be mapped to the player's control devices.
For low light/night operations, fully adjustable internal lighting is available and includes two flood lights and a number of panel and instrument light controls.
The helicopter is equipped with lateral, longitudinal, integrated collective pitch-throttle, and directional flight control subsystems. Control inputs are transferred from the cockpit to the rotor blades by mechanical linkages and hydraulic servos. Pilot control is assisted by an automatic flight control system (AFCS) with an integrated four channel autopilot, the hydraulic flight control servos, and pitch, roll, and yaw trim systems. Both the pilot and copilot have collective, cyclic, and directional controls, which are carried by mechanical linkage to the first and second stage control units which combine, sum, and couple the cyclic, collective, and yaw inputs. Resultant output signals are boosted and routed to the main and tail rotors through mechanical linkages with the hydraulic servos.
Lateral and longitudinal control of the helicopter is by movement of the cyclic sticks through push rods, bell cranks, and servos to the main rotor swashplate. Movement in any direction tilts the plane of the main rotor blades in the same direction, thereby causing the helicopter to move in that direction.
The cyclic stick is mounted on the cockpit floor in front of the pilot's seat. The stick assembly is of metal construction and includes a wheel brake lever and lock. The grip includes a three position ICS/RADIO button, an AUTOPILOT DISENGAGE button, a weapons FIRE button, and a TRIM control button. The FIRE button has a guard to prevent accidental activation.
A hydraulic cylinder and mechanical stop are included in the longitudinal control linkage to limit swashplate aft tilt to a maximum of 2°12' when the helicopter is on the ground or taxiing. The stop is controlled by weight-on-wheels microswitches mounted on the main landing gear strut supports. As the pilot pulls back on the cyclic, the longitudinal stop causes a sharp increase in the force required to move the stick when the swash plate aft tilt reaches 2°12'. As the helicopter lifts off the ground, the microswitch contacts open and the stop disengages, releasing the limit on aft swashplate tilt.
The collective pitch control system includes integrated throttle and main rotor collective pitch control linkages. The collective inputs raise or lower the swashplate slide. This changes the pitch of the main rotor blades, causing an increase or decrease in lift on the entire rotor disc. When the collective stick is moved upward, main rotor collective pitch increases. At the same time, the engines increase to a higher power setting. When the collective stick is moved downward, main rotor pitch and engine power decreases. The collective control inputs reach the main engine throttle controls via a series of bellcranks and push rods. The collective inputs to the main rotor swashplate slide are routed via bellcranks and push rods to the collective flight control servo and collective lever/rocker.
The collective stick is mounted on the cockpit floor to the left of the pilot's seat. The stick includes the twist-grip throttle control with friction adjustment, covered control buttons for external cargo emergency jettison and normal release, a spring-loaded N2 trim INCR/DECR switch, a searchlight control button, and a CLUTCH RELEASE button. A hydraulic clutch holds the stick securely in any position, allowing the pilot to make smooth pitch adjustments and preventing the stick from creeping. Ordinarily, the clutch is adjusted manually using the handwheel to allow the stick to be moved, without releasing the clutch, with a force of 20-25 kg. The CLUTCH RELEASE button activates the hydraulic clutch release system, allowing the stick to be moved with a force no greater than 1.5 kg. When the button is released, the clutch re-engages. The CLUTCH RELEASE button also disengages the autopilot altitude channel. The engine condition levers (ECLs) are mounted on the left side of the collective bracket.
The directional control system is operated by the pilot or copilot pedal assemblies. From the pedals to the directional servo, the control linkage consists of a system of push/pull rods and bellcranks. Cables are used to pass control inputs to the tail rotor gearbox. The pitch change mechanism for the gearbox consists of a chain, sprocket, and worm gear, which extends or retracts the pitch control rod. Rod movement is transmitted via the pitch change links to the blade grips, resulting in a change of blade angle. Pushing the left pedal forward causes the pitch control rod to retract. The blade pitch angle decreases and the helicopter turns to the left. Pushing the right pedal forward extends the pitch control rod, increasing the blade pitch angle, and the helicopter turns to the right. Right pedal movement is limited by СПУУ-52-1 (SPUU-52-1) moveable stop (pitch limiter) system which uses air density and temperature to adjust the maximum tail rotor pitch angle and prevent overloading of the tail rotor and drive system.
The pilot's pedals are mounted on a bracket on the cockpit floor in front of the seat. Pedal adjusters are provided to adjust the pedal distance for individual comfort. Microswitches are mounted in each sub-pedal assembly to allow the pilot to introduce directional control inputs while the autopilot yaw channel is engaged.
Force centering devices are incorporated in the cyclic and directional control systems. These devices are installed in the control linkages routed along the left forward bulkhead in the cargo cabin. The devices furnish a force gradient or "feel" to the cyclic sticks and pedals. The farther the control element is deflected, the more force is applied. A TRIM DISENGAGE button is located on the pilot and copilot cyclic stick grips. Pressing and holding the TRIM DISENGAGE button will immediately reduce the forces on stick and pedals to zero. Releasing the button reengages the trim.
The helicopter is equipped with the AP-34B autopilot system. The autopilot stabilizes the helicopter in pitch, heading, roll, altitude, and airspeed. The autopilot interfaces with the helicopter navigation equipment to hold a selected course. The AFCS includes the four-channel autopilot system and an airspeed correction unit.
The autopilot system is designed to stabilize control of the helicopter while taxiing, during takeoff, while hovering, in flight, and during landing. Under normal operating conditions, the yaw, pitch, and roll channels are engaged before beginning to taxi and remain engaged throughout the flight and landing. The altitude channel is engaged as needed to maintain the selected barometric altitude. The autopilot system includes an integrated control panel for the yaw, roll, pitch, and barometric altitude channels; a trim indicator unit; an amplifier/control unit; pitch and roll compensation transducers; and yaw, pitch, and roll rate gyros. The control panel and trim indicator unit are located on the center console. The hydraulic flight control servos apply autopilot corrections to the flight control surfaces and provide feedback signals to the autopilot channels. Autopilot roll, pitch, and altitude correction signals are limited to a maximum of 20% of control travel for flight safety in the event of false signals or system failure. The pilot may intervene at any time while the autopilot is engaged to make manual corrections by operating the flight controls. The autopilot channels are engaged by pressing the green ON buttons at the top of the control panel on the Center Console. The roll and pitch channels are designed to work together continuously, while the yaw and altitude channels can operate independently. The yaw and altitude channels can be disengaged individually using the red OFF buttons on the control panel. Each channel has a trim indicator which shows the relative displacement of the flight control servo spindle. The control panel has centering knobs for the yaw, pitch, and roll channels which allow the pilot to introduce small corrections (±10°) by turning the knob for the channel requiring correction.
The Mi-8MTV2 helicopter power plant consists of two TV3-117VM turboshaft engines. The engines are installed on the fuselage deck in a common nacelle. They are situated parallel to helicopter's longitudinal centerline at a distance of 600 mm from each other and are tilted downward, toward the front, at an angle of 4°30' relative to the fuselage horizontal reference line. The rear output shafts of the engines are connected, via a uniball coupling, to the main transmission, which transmits power to the main rotor, AC generators, tail rotor, and accessories.
The engines have an integrated regulating system which provides main rotor speed control and synchronizes the power output of both engines. They have both automatic and manual throttle control systems. Either engine may be operated independently to allow for flight or emergency takeoff with one engine inoperative. The engines are equipped with individual air inlet particle separators and anti-ice systems.
The air inlet particle separator system protects the engine inlet during taxiing, takeoff, and landing at unimproved airstrips and in sand/dust areas. In addition the system provides electrical and bleed air anti-ice heating.
The system mounts on the front of the engine, in place of the nose cone assembly. Each engine has an independent particle separator system. The system begins to operate when bleed air is supplied to the ejector by opening the flow control valve. The valve is controlled by the DUST PROT LEFT and DUST PROT RIGHT switches located on the Pilot-Navigator's Right Side Console. When the system is running, suction pulls contaminated air into the inlet duct passages (1). Centrifugal forces throw the dust particles toward the aft dome surface (2) where they are driven by the air flow through the separator baffles (4). The main portion of the air, with the dust removed, passes through the duct to the engine air inlet (3). The contaminated air (dust concentrate) is pulled into the dust ejector duct (5) and discharged overboard (6).
The АИ-9В (AI-9V) auxiliary power unit (APU) is used as the source of compressed air to crank the main engine compressor rotors during engine start. It can also be used to supply 27 VDC power to the onboard electrical systems on the ground and in flight if the generators fail. The APU has its own fuel control, oil system, regulating system, starter- generator unit, and ignition unit. It consists of a centrifugal-type compressor, single stage axial turbine, ring-shaped combustion chamber, exhaust nozzle, drive housing, and integrated oil tank. The APU is mounted in the aft nacelle compartment. It is separated from the transmission compartment by a lateral firewall. The APU starting circuits are powered by 27 VDC from the Battery Bus. The APU is designed for up to 30 minutes of continuous operation.
The ВР-14 (VR-14) main transmission is mounted on top of the center fuselage deck. The mounting struts attach at four points to the fuselage. The transmission is basically a reduction gearbox used to transmit power to main rotor, tail rotor and accessories at a reduced RPM. There are freewheeling clutches in the input quills to provide a quick-disconnect of one or both engine in case of a power failure. This allows for safe flight with one engine inoperative and allows the main and tail rotors to rotate in order to accomplish a safe autorotational landing.
The intermediate gearbox is designed to change the angle of the tail rotor driveshaft axis by 45° to conform with the angle between the tail boom and vertical stabilizer.
The tail rotor gearbox is designed to rotate the tail rotor at the required RPM. The tail rotor gearbox mounts at the top of the vertical stabilizer. The gearbox changes the direction of rotation by 90° and reduces the RPM to a nominal speed of 1120 revolutions per minute. The tail rotor gearbox also incorporates a mechanism for changing the tail rotor pitch.
The rotor brake reduces the time required to stop the main rotor. It is also used to block the transmission while the helicopter is parked and during maintenance operations. The brake is operated by a cable linkage from the rotor brake control lever, located to the right of the pilot's seat. The brake control lever assembly contains a microswitch that blocks the engine starting circuits if the brake is engaged. The engines can only be started if the brake is fully released, i.e., the brake lever is in the full down position. The rotor brake control lever has a rachet mechanism to secure the lever in the desired position. A button at the top of the brake lever grip is used to unlock the rachet
The air cooling system includes the oil cooler fan assembly, distribution lines, and cooling shrouds. The oil cooler fan cools the oil in the engine and transmission oil coolers, the AC generators, the hydraulic pumps, and the air compressor. The oil cooler fan assembly mounts over the rear section of the engine compartment. The main transmission drives the fan.
The Mi-8MTV2 armament includes unguided rockets, cannon and machine guns, and free-fall bombs in various payload configurations. The helicopter is equipped with 6 external weapon stations, numbered 1 through 6 if facing forward from the cockpit.
The Mi-8MTV2 can be armed with the following weapon systems:
The PKV (ПКВ) collimating sight is designed to provide aiming cues when employing gun systems, unguided rockets, and bombs against targets within visual contact in day and night time conditions, as well as to provide target range data. The sight is positioned on the left side of the cockpit for use by the Pilot-Commander.
The sight includes a reflector glass and an elevation control rotary to set the angle of depression based on the weapon type and attack profile (target range, airspeed, dive angle, wind).
The sight reticle consists of three conformal rings of 200, 120, and 40 mils in diameter, and vertical, horizontal and diagonal crosshairs scaled with 10 and 20 mil hash marks.
