At the end of the 1950s, work began on the creation of second-generation helicopters with turboshaft engines abroad and in our country, and in May 1960. MVZ started developing a new multi-purpose helicopter to replace well-proven multi-purpose helicopters Mi-4 . The first prototype helicopter AT 8 , with one GTE AI-24V designs by S.P. Izotov and a four-blade main rotor from a helicopter Mi-4 , designed to carry 25 passengers, made its first flight in June 1961, and on July 9 it was first demonstrated at an air festival at the Tushinsky airfield in Moscow, several helicopters were built.
The main attention was paid to the development of a twin-engine helicopter with a new five-blade main rotor, developed on the basis of modified all-metal helicopter blades. Mi-4 , and a new rigid tail rotor. The second experienced helicopter AT 8, with two gas turbine engines TB2-117 power according to 1267kw, made its first flight on September 17, 1962, successfully passed flight tests and since 1965. began to be mass-produced at a helicopter plant in Kazan under the designation Mi-8. A number of original technical solutions were used in the design of the helicopter: large-sized duralumin forgings and glue-welded joints, a new external suspension system, an automatic engine control system that ensures their synchronization and maintains the rotor speed within the specified limits. Compared to a helicopter Mi-4 the new helicopter had higher flight characteristics and twice the payload. By helicopter Mi-8 in 1964-1969 7 international records were set, most of which were female, set by pilots L.G.Isaeva, N.A.Kolets and T.V.Russiyan, and unsurpassed to date.
Helicopters Mi-8 are the most common transport helicopters in the world, second only to light multi-purpose and transport helicopters. Bell UH-1 "Iroquois" and "huey" . More than 8,000 helicopters have been produced in total Mi-8 at the Kazan Helicopter Plant and the Aviation Plant in Ulan-Ude, of which more than 2,000 have been exported to more than 40 countries, where half of them are still in operation.
Helicopters Mi-8 were produced in more than 30 different civil and military modifications, among which the main ones are:
- Mi-8P- passenger helicopter with gas turbine engine TV2-117A power according to 1267kw, with a cabin for 28 passengers and square windows;
- Mi-VPS "Salon"- a passenger helicopter with an enhanced comfort cabin for 11 passengers with an eight-seat common seat on the right side and two armchairs and a rotating seat on the left side, improved interior trim and a ventilation system and a toilet; also produced in versions with a cabin for 9 and 7 passengers;
- Mi-8T- transport helicopter with gas turbine engine TV3-117MT power according to 1454 kW, for the carriage of goods weighing 4000kg in the cockpit, or 3000kg on an external sling, or 24 passengers on the side seats, or 12 patients on a stretcher with accompanying persons; it is distinguished by small round cockpit windows and equipment, in military versions it is equipped with pylons with holders for weapons.
- Mi-8TG- modification of the Mi-8T helicopter with a gas turbine engine TV2-117TG power according to 1103kw, developed in 1987, the world's first helicopter that uses liquefied petroleum gas along with aviation fuel;
- Mi-8TV- airborne transport helicopter for the armed forces with reinforced truss pylons with four holders for blocks of 32 NAR caliber 57mm or other weapons and a mobile installation with a machine gun caliber 12.7mm in the bow, it is possible to install built-in holders for weapons from six blocks of 32 NAR each, and up to six ATGMs on guide rails AT-2 with semi-automatic control; also produced in an export version with six ATGMs AT-3 with manual control. Over 250 helicopters Mi-8TB and MT were converted into Mi-17 .
- Mi-8MT- modernized troop-transport helicopter with a gas turbine engine TV3-117MT power according to 1454kw, with dust protection devices, auxiliary power unit AI-9V and tail rotor mounted on the left for increased efficiency; the helicopter is a transition model to an advanced helicopter Mi-17 ; produced in versions Mi-8AM and MI-8MTV with various equipment and weapons and in the variant Mi-8MTB-1A for civil use;
- Mi-8PP- active jamming helicopter with a container and cross-shaped dipole antennas on the sides of the fuselage; a number of modifications were also built for conducting electronic warfare, relaying, etc.
- Mi-9- helicopter for communication with additional antennas on the tail boom;
- Mi-18 - military transport helicopter, helicopter modification Mi-8T with a cabin length increased by 1 m, which made it possible to place in it more than 38 soldiers or cargo weighing 5-6.5t, and on the external sling - loads of mass 5t. In 1980 two helicopters Mi-8MT have been upgraded to Mi-18 with an enlarged cabin, new fiberglass blades and a retractable tricycle landing gear, and in 1982. passed flight tests, which confirmed the increase in carrying capacity with an increase in speed and flight range by 10-15%;
- Mi-8MTV-2 and 3 - the latest military transport modifications designed for use in airborne transport, ambulance, rescue and combat versions, with weapons from four blocks B8V20-A 20 NAR each S-8, whose firing is controlled by the PUS-36-71 sight; possible suspension of air bombs with a caliber 50-500kg on beam holders BDZ-57KRVM; in the bow can be placed a mobile unit with a machine gun caliber 12.7mm, in the openings of sliding doors up to 8 pivot installations with machine guns caliber 7.62mm, and on the holders - 4 gun containers UPK-23-250 with guns GSh-23L caliber 23mm what makes a helicopter Mi-8MTV-2 the most heavily armed in the world. To dissipate the heat flow of the gas turbine engine, screen-exhaust devices are installed, and to protect against missiles with an IR system, a passive interference system is installed on the helicopter from 4 ACO-2B cassettes on the tail boom and 6 cassettes on the fuselage; Each cassette contains 32 PPI-26-1 IR false targets and pulsed IR signal generators. The helicopter is equipped with armored plates covering the floor, front and rear parts of the cockpit and a hydraulic panel. The helicopter can be equipped with a radar and radio equipment for long-range navigation communications;
- Mi-8AMTSh- combat helicopter variant Mi-8AMT, with a complex of supersonic ATGMs "Storm"; on display at the Farnborough Aerospace Show in September 1996.
DESIGN. The helicopter is made according to a single-rotor scheme with a tail rotor, two gas turbine engines and a tricycle landing gear.
The fuselage of the frame structure helicopter consists of the nose and central parts, tail and end beams. In the bow there is a three-seat crew cabin, consisting of two pilots and a flight engineer. Cabin glazing provides good visibility, right and left sliding blisters are equipped with emergency release mechanisms. In the central part there is a cabin with dimensions of 5.34 x 2.25 x 1.8m in the transport version with a cargo hatch with wings that increase the length of the cabin to 7.82m, and a central sliding door with dimensions of 0.62 x 1.4m with an emergency drop mechanism; mooring units and an electric winch are located on the floor of the cargo compartment, and an electric winch boom is installed above the door. The cargo cabin is designed to carry cargo weighing up to 4 tons and is equipped with folding seats for 24 passengers, as well as nodes for attaching 12 stretchers. In the passenger version, the cabin has dimensions of 6.36 x 2.05 x 1.7m and 28 seats, installed two on each side with a step of 0.74m and a passage of 0.3m; in the rear part of the cabin on the right there is a wardrobe, and in the back of the doors there is an opening for the rear entrance door, consisting of doors and a ladder.
The tail boom of riveted design of beam-stringer type with a working skin is equipped with nodes for attaching a controlled stabilizer and a tail support.
Stabilizer with a size of 2.7 m and an area of 2 m 2 with a NACA 0012 profile of a single-spar design, with a set of ribs and duralumin and fabric sheathing.
The landing gear is tricycle, non-retractable, the front support is self-orienting, with two wheels measuring 535 x 185mm, the main supports are shaped type with liquid-gas two-chamber shock absorbers and wheels measuring 865 x 280mm. The tail support consists of two struts, a shock absorber and a support heel; chassis track 4.5m, chassis base 4.26m.
Main rotor with hinged blades, hydraulic dampers and pendulum vibration dampers, mounted with a forward inclination of 4° 30". The blades have a rectangular shape in plan with a chord of 0.52m and NACA 230 profiles with a relative thickness from 12% to 11.38% and a geometric twist of 5%, the tip speed of the blade tips is 217m/s, the blades are equipped with visual system signaling of damage to the spar and an electrothermal anti-icing device.
The tail rotor with a diameter of 3.9m is three-bladed, pusher, with a cardan-type sleeve and all-metal rectangular blades in plan, with a chord of 0.26m and a NACA 230M profile.
The power plant consists of two turboshaft gas turbine engines with a free turbine TV2-117AT of the St. Petersburg NPO. V.Ya.Klimov with a takeoff power of 1250kW per Mi-8T or TVZ-117MT - 1435kW per Mi-8MT, AMT and MTB installed on top of the fuselage and closed by a common hood with opening flaps. The engine has a nine-stage axial compressor, an annular-type combustion chamber and a two-stage turbine. Engine length 2.835m, width 0.547m, height 0.745m, weight 330kg. The motors are equipped with dust protection devices.
The fuel system consists of a service fuel tank with a capacity of 445l, a left hanging tank 745 or 1140l, a right hanging tank 680 or 1030l, an additional tank 915l in the cargo compartment.
The transmission consists of the main, intermediate and tail gearboxes, brake shafts, main rotor. The main gearbox VR-8A is three-stage, provides power transmission from engines with an output shaft rotation speed of 12000 rpm to the main rotor with a rotation speed of 192 rpm, the tail rotor - 1124 rpm and the fan - 6021 rpm for cooling , engine oil coolers and main gearbox; the total capacity of the oil system is 60 kg.
The control is duplicated, with rigid and cable wiring and hydraulic boosters driven from the main and backup hydraulic systems. The AP-34B four-channel autopilot ensures the stabilization of the helicopter in flight in terms of roll, heading, pitch and altitude. Main hydraulic system with a working pressure of 4.5 MPa provides power to all hydraulic units, and a backup one, with a pressure of 6.5 MPa, provides power only to hydraulic boosters.
Equipment. The heating and ventilation system provides the supply of heated or cold air to the crew and passenger cabins, the anti-icing system protects the main and tail rotor blades, the front windows of the crew cabin and engine air intakes from icing.
Equipment for instrument flights in difficult meteorological conditions day and night includes two ARB-ZK artificial horizons, two NV speed indicators, a GMK-1A combined heading system, an ARK-9 or ARK-U2 automatic radio compass, and a RV-3 radio altimeter.
Communication equipment includes R-860 and R-828 VHF command radio stations, R-842 and Karat communication HF radio stations, SPU-7 aircraft intercom. On the Mi-8T there is an RI-65 voice communication equipment for notifying the crew of emergency situations in flight. On military versions Mi-8MT installed IR-interference station "Lipa", a screen-exhaust device for suppressing the IR radiation of engines, containers with LC, the cockpit is armored.
At the request of the customer, an external cargo suspension system is installed: cable for 3000 kg and hinged-pendulum for 2500 kg and a winch with a lifting capacity of 150 kg.
Armament. On military versions, a machine gun with a caliber of 12.7 or 7.62 mm is used in a mobile bow mount, built-in holders on shaped pylons on the sides of the fuselage for mounting up to six NAR units with up to six ATGMs placed on top on guide rails. Containers with machine guns or cannons can also be hung on the pylons, and machine guns and grenade launchers can be mounted on pins in the blisters and side openings of the cargo compartment.
E.I. Ruzhitsky "Helicopters", 1997
Technical details Mi-8T
Power point: 2 x GTD TV2-117A power according to 1250kw, rotor diameter: 21.29m, fuselage length: 18.17m, height: 4.38m, fuselage width: 2.5m, takeoff weight: 12000kg, empty weight: 6625kg, maximum speed: 250km/h, cruising speed: 225km/h, dynamic ceiling: 4500m, range of flight:
MOSCOW, November 26 - RIA Novosti. In the north of the Krasnoyarsk Territory, a Mi-8 helicopter crashed, as a result of which, according to preliminary data, 12 people were killed.
The Mi-8 is a multifunctional helicopter, the scope of which is expanding due to constant modernization and the possibility of equipping it with a wide range of additional equipment to perform various tasks. The helicopter can be used in a wide range of conditions and temperatures (from -50 to +50 degrees Celsius), easy to operate and maintain.
The development of the V-8 (Mi-8) helicopter began at the Design Bureau named after M.L. Mil (now OAO Moscow Helicopter Plant named after M.L. Mil, part of the Russian Helicopters holding) in May 1960 to replace the well-proven Mi-4 multi-purpose piston helicopter. The Mi-8 was created as a deep modernization of the Mi-4 with a gas turbine engine. The helicopter was developed simultaneously in two versions: passenger Mi-8P and transport Mi-8T.
The first prototype of the new helicopter (with one engine and a four-bladed main rotor) took off in July 1961, the second (with two engines and a five-blade propeller) - in September 1962, the first flight of an experienced helicopter took place in 1962.
Serial production of the Mi-8 began in 1965 at Kazan Helicopter Plant OJSC and Ulan-Ude Helicopter Plant OJSC.
Seven world records were set on Mi-8 helicopters in 1964-1969 (mostly by female helicopter pilots).
The Mi-8 surpasses the Mi-4 in maximum payload capacity by 2.5 times and in speed by 1.4 times. The transmission of the Mi-8 helicopter is similar to the Mi-4 helicopter.
The helicopter is made according to a single-rotor scheme with a tail rotor, two gas turbine engines and a tricycle landing gear.
All-metal rotor blades. They consist of a hollow spar pressed from an aluminum alloy. All main rotor blades are equipped with pneumatic spar damage alarm. Powerful hydraulic boosters are used in the control system. The Mi-8 is equipped with an anti-icing system that operates in both automatic and manual modes. The external suspension system of the helicopter allows you to carry cargo weighing up to 3 tons.
If one of the engines fails in flight, the other engine automatically switches to increased power, while level flight is performed without lowering the altitude. The Mi-8 is equipped with an autopilot that provides roll, pitch and yaw stabilization, as well as a constant flight altitude. The navigation and flight instruments and radio equipment that the helicopter is equipped with make it possible to fly at any time of the day and in adverse weather conditions.
The helicopter is mainly used in transport and passenger versions. In the passenger version (Mi-8P), the helicopter is equipped to carry 28 passengers.
The military version of the Mi-8T has pylons for hanging weapons (unguided rockets, bombs). The next military modification of the Mi-8TV has reinforced pylons for hanging a large number of weapons, as well as a machine gun mount in the bow of the cabin.
Mi-8MT is a modification of the helicopter, which was the logical conclusion of the transition from a transport to a transport-combat helicopter. More modern TVZ-117 MT engines were installed with an additional AI-9V gas turbine unit and a dust protection device at the air intake inlet. To combat surface-to-air missiles, there are systems for dispersing hot gases from engines, shooting false thermal targets and generating pulsed IR signals. In 1979-1988, the Mi-8MT helicopter took part in the military conflict in Afghanistan.
Mi-8 can be used in a variety of tasks: for fire support, suppression of firing points, delivery of troops, transportation of ammunition, weapons, cargo, food, medicines, evacuation of the wounded and the dead.
The Mi-8 is the most widespread transport helicopter in the world.
According to the number of modifications, the Mi-8 is the world record holder. There are more than 100 of them. Modifications were created at the M.L. Mil, at the Kazan and Ulan-Ude plants, repair enterprises, directly in military units and detachments of Aeroflot, as well as abroad in the process of operation.
Tactical and technical characteristics of the helicopter:
Crew - 3 people.
The maximum takeoff weight is 13,000 kg.
GTE engine Klimov TV3-117 - 2.
Power - 2 to 1620 kW.
Length - 18.424 / 25.352 m.
Height - 4.756 / 5.552 m.
The maximum speed is 250 km/h.
The practical flight range is 950 km.
Practical ceiling - 5000 m.
Payload - up to 24 soldiers or 12 stretchers with accompanying or 4000 kg of cargo.
Half a century ago, the legendary helicopter opened the way to the sky for thousands of family of "eights". Mi-8 helicopters took part in local conflicts, saved thousands of human lives, withstood severe Siberian frosts, heat, temperature fluctuations, desert dust and tropical downpours. Over the years of operation, about 130 different modifications were created. To date, Mi-8/17 helicopters remain the best in their class and are operated in more than 100 countries around the world.
By the end of the 1950s, the era of piston engines was coming to an end: progress in the field of creating turbojet and turboprop engines with a more favorable ratio of mass and developed power dictated the need to use such engines in helicopters. By this time, American and European helicopter companies were producing light helicopters with turboshaft engines (TVD) in small batches.
In 1955, Piasecki Helicopter built a 15-ton YH-16A Transporter twin-screw giant with two 2650 hp HPTs. With. each. Mikhail Mil in 1959 was able to lift the Mi-6 into the air - the largest and heaviest helicopter in the world with a take-off weight of 40 tons and a payload of 6–12 tons. Not only the type of engines used on the Mi-6, but also their layout contributed to the success of the Milevites above the fuselage. This was the decisive factor for the choice of the V-8 scheme - the future Mi-8.
Chance helped in the creation of the Mi-8 helicopter. During Nikita Khrushchev's visit to the United States, he was taken for a ride in a Sikorsky S-58 presidential helicopter. Upon his return, Nikita Sergeevich demanded that a similar machine be built. The executive helicopter was made on the basis of the Mi-4. Khrushchev liked him very much. Taking advantage of the situation, Mil offered to create an even more comfortable and economical car.
In those years, special helicopter gas turbine engines were not produced in the USSR, and for the first single-engine prototype V-8, it was decided to adapt the AI-24 aircraft engine of the Design Bureau of A. G. Ivchenko.
In total, two experimental single-engine V-8s were built, in the design of which a lot was borrowed from the Mi-4 - almost the entire dynamic system. In 1961, the first B-8 took part in the Tushino air parade and in the Exhibition of Achievements of the National Economy. The second prototype was created in the fall of the same year and was intended for ground endurance testing.
It seemed that the future of the helicopter was basically secured. However, when considering the airborne transport option, the military demanded for greater safety to make the helicopter twin-engine and increase the power of the power plant, which dictated the need to create a new main gearbox. OKB A. G. Ivchenko for a number of reasons did not undertake this work, and it became clear that the problem should be solved differently.
The Design Bureau of S. P. Izotov had the opportunity to create a new helicopter theater and the main gearbox, and already in 1962, the Design Bureau specialists handed over the first copies of the TV2-117 to the Milevites, the first gas turbine engine in the USSR designed specifically for installation on a helicopter. The new power plant of two TV2-117 became the basis for a twin-engine machine.
With a mass of just over 300 kg, each engine developed power up to 1700 hp. s., which is 250 liters. With. more than what was specified in the technical task. Also, the Design Bureau of S. P. Izotov developed the main gearbox VR-8 for the helicopter, and the Design Bureau of M. L. Mil designed a new five-blade main rotor. This resulted in the famous Mi-8.
All these changes were implemented in the third copy, which received the designation B-8A. The standard for serial production was the fifth car, made in the passenger version. In just three years, an experimental device has turned into a reliable machine.
The release of new helicopters launched in Kazan. The first serial Mi-8T took off in 1965. The crew commander of the USSR State Commission was approved by an experienced test pilot Leonid Antropov, who had extensive experience working on Mi-1 and Mi-4 helicopters. The twenty-minute flight on October 26 became his finest hour. Antropov's crew included co-pilot Boris Demchak and flight mechanic Artur Nikolaev. In June 1970, the serial production of Mi-8 helicopters for equipping the Air Force Soviet Union started the Ulan-Ude Aviation Plant (U-UAZ).
Over the long years of production, the Mi-8 has become the basis for many unique developments, one of them is the Mi-14 amphibious helicopter, which made its first flight on August 15, 1969 in Kazan. The leading designer of the machine was Bulat Valishev, the future Chief Engineer Kazan Helicopter Plant (KVZ).
On January 24, 1974, the first lead serial Mi-14 flew. Especially for the amphibious helicopter, a new, more powerful TVD TV3-117 was developed.
Equipping the Mi-8 with this power plant led to the appearance of an upgraded version of the Mi-8MT, which also inherited all transmission gearboxes, shafts and tail rotor from the Mi-14. The updated car mastered high-altitude routes and could work in hot climates. Its export version received the designation Mi-17.
After the start of operation of the Mi-8 in Afghanistan, it was equipped with upgraded TV3-117VM engines, which made it possible to increase the flight altitude, improve the rate of climb, in connection with which the design of the tail rotor blades was changed.
One of the directions for the development of the helicopter was a deep modernization of the fuselage. Its refinement, including the replacement of the wings with a ramp with an electro-hydraulic drive, made it possible to significantly reduce the time of landing, loading and unloading cargo and equipment, and speed up the evacuation of the wounded. The export version of such a machine was named Mi-171Sh.
At the turn of the century, the Mi-8MTV-5 was created. An additional door is installed on the starboard side of the helicopter, the left one is significantly expanded. The number of places for paratroopers was increased to 36. The bow was completely re-arranged. It became "dolphin-shaped", with a one-piece, raised fairing, under which it became possible to install a modern weather radar and new radio equipment. An enlarged hatch in the floor of the cargo compartment made it possible to use an external suspension system equipped with a weight meter and an emergency release device, as well as to increase the carrying capacity from 3 to 4 tons. with which you can lift two people on board at once.
Today, Mi-8/17/171 helicopters are equipped with increased power VK-2500 engines and an upgraded auxiliary unit, which make the machine more efficient in high mountains and areas with hot climates. For the first time on a Mi-17V-5 helicopter, a landing with an engine shutdown at an altitude of 5500 m was made by test pilot Pyotr Chumakov of the KVZ. The mountain platform had dimensions of only 30 x 30 m. Thanks to the power plant, the machine reached a practical ceiling of 7900 m!
In 2014, the Ministry of Defense of the Russian Federation received the latest Mi-8AMTSh-V with modern complex weapons and protection, as well as the latest flight and navigation system. And on November 25, 2015, at the U-UAZ, representatives of the department received the first Mi-8AMTSh-VA helicopter, designed specifically to ensure operation in the Arctic regions of the country.
The latest development based on the Mi-8 was the upgraded Mi-171A2, designed to replace the entire variety of Mi-8/17/171 type helicopters. It is planned that all subsequent civil and military modifications of the family will be based on innovations that are used in this particular project.
Among the measures contributing to this, the all-round development of transport, including civil aviation, was named. At the same time, defense spending was reduced, and the released funds were planned to be used again to improve the people's well-being. A “thaw” began inside the country, and detente began in the world as a whole.
The main Soviet army helicopter of the 50s is the piston Mi-4. It was to be replaced by the gas turbine Mi-8
Photo: MVZ im. M.L. Mile
During this period, the creation of the first generation of aircraft with jet and turboprop engines, as well as the Mi-6 heavy helicopter, was successfully completed. Its creator M.L. Mil proposed a project for a new B-8 medium helicopter.
It was originally created as a version of the Mi-6 reduced to the dimensions of the Mi-4 with two gas turbine engines. The project was supported by the Central Committee of the CPSU, but the State Planning Committee could not realize that the increase in the cost of development, production and operation of a helicopter by 1.5 ... Department of the helicopter industry turned out to be staunch opponents. Aeroflot became interested in the new helicopter, and on February 20, 1958, the Resolution of the Council of Ministers determined the order for the B-8. But in order to please the "uncles from the State Planning Commission", the Design Bureau agreed to make it not as a new car, but as a modification of the Mi-4 for one AI-24V gas turbine engine, a modification of the "aircraft" engine designed by Ivchenko. M.L. himself continued to play the main role in the engineering development of the machine. Mil, but for the B-8 other responsible leaders were appointed in the structure of the Design Bureau: Chief Designer V.A. Kuznetsov and host - G.V. Remezov.
Already in the course of pre-draft study, in agreement with the Customer (and since 1959, two departments - Aeroflot and the Air Force) have been such for the B-8, it was decided to increase the dimension of the helicopter while maintaining a payload of 2 tons, as well as to parallel design a number of modifications B-8. A passenger version, civil and military transport, army armed and naval anti-submarine helicopters were created. Today we will focus on options for army aviation.
The B-8 went further and further from its "prototype" Mi-4 both in layout and in "little things": it used "inflated" transparent glazing panels, glue-welded joints, and large-sized stampings. In the control system, the hydraulic boosters were interlocked with other hydraulic units into a compact "hydraulic combine" and hung directly on the main gearbox. In the vertical hinges of the main rotor (NV), hydraulic dampers were installed instead of friction dampers, and trimmers were placed on the blades. Instead of two front supports, they made one, etc.
In the same year, production of five experimental B-8s began. The own production base of the design bureau, exhausted by moving, was still weak (the Milevites had been at the plant number 329 for more than five years, but had not yet had time to acquire everything they needed). The main units were made by plant No. 23, where there was a representative office of OKB-329 and the Mi-6 was mass-produced. The assembly of the first experimental machine was carried out by the 329th plant. It was delivered in a passenger version with an 18-seat superior cabin and in a modest but beautiful color scheme, however, without a civil registration number and the inscription "Aeroflot". The first flight on it was made by the factory crew under the command of B.V. Zemskov June 24, 1961.
The installation of two engines instead of one opened the way to improve flight data and improve the reliability of the Mi-8
Photo: O. Yakubovsky
The "Eight" not only quickly and successfully passed the factory testing stage, but also immediately "liked" the top party leadership. Mil attached paramount importance to demonstrations of the machine, and after a couple of weeks the B-8 participated in the Tushino air parade, and then was exhibited with great success at VDNKh, where it was immediately noticed by the foreign press.
At the end of 1961, the B-8 was transferred to the State tests, but Mil already knew that a single-engine car would not go any further.
The first solution is the best
Taking advantage of Khrushchev's interest in helicopters, Mil convinced both customers and Gosplan of the need for two engines. It was no longer a modification of the Mi-4, but a completely new product, expensive, but effective. Khrushchev, having visited the USA, saw “their” government helicopters and got excited about the idea of such a machine, and one engine did not provide sufficient reliability - and on May 30, 1960, a Decree was issued on the B-8A helicopter with two light and economical gas turbine engines of 1250 hp . development of the Leningrad KB-117 S.P. Izotov. Initially, a competitive development was supposed, but, oddly enough, there were no more people who wanted to take this order. The same team also made a new gearbox. During the design, while maintaining the specified weight of 300 kg and length of 3 m, it was possible to increase the power to 1500 hp. on takeoff. This guaranteed landing on a remote site at any flight weight on one engine.
The B-8A helicopter with two gas turbine engines entered the test in the passenger version. The first hovering on it was carried out on August 2, 1962. In March of the 63rd, the car was handed over to the State Tests, in which both civilian pilots and the military from the Civil Aviation Research Institute of the Air Force participated.
Serial army transport helicopter Mi-8T of the first series without weapons
Photo: O. Yakubovsky
Despite the generally successful course of testing, various improvements were constantly made to the design of the helicopter, sometimes very serious ones.
Firstly, a “quiet” five-bladed main rotor with a reduced level of vibrations appeared. Solved the issue with the synchronization of the rotation of the motor shafts, the stabilization of the HB frequency within the specified limits. An emergency mode was introduced for a short-term increase in the power of one engine in the event of a failure of the second. The AP-34 autopilot was unified with the Mi-4 and Mi-6. The buildup of the helicopter at the moment of takeoff and touchdown (“earth resonance”) was eliminated by installing two-chamber liquid-gas suspension shock struts of the landing gear instead of primitive single-chamber ones. The wheels of the main supports were enclosed in fairings. True, the "bast shoes" were not in demand in the series. Soon, the B-8A was handed over for life tests, and then again for flight tests, but in 1966 the car died in a crash due to the destruction of the tail rotor bushing.
In the summer of 1963, the third machine, V-8AT, entered the test. It was the first helicopter for the Air Force. Behind the large rectangular windows of the passenger version, there was a cabin for 20 ... 24 paratroopers, and a nest for an A-12.7 machine gun was installed in the bow, while empty. "Car" doors were replaced by sliding ones, which was later adopted for the civilian version. The rest of the car was like the B-8A. After short factory tests, the B-8AT passed into the hands of the military.
Experienced B-8AP No. 4 was delivered with a government cabin, which housed chairs for the "main passenger" and assistant assistant, separated by a mahogany table from the "guest" chair, as well as chairs and a side sofa for attendants. The car had new communication and household equipment. It was at the V-8AP that the stage "B" of the State Tests began in September: confirmation of the declared characteristics by the testers of the Customer. A month later, the same process began on the third machine. In the spring of 1965, the V-8AP was radically redesigned once again. It mounted the usual passenger compartment for 28 seats. This layout later became the basis for the serial version for the MGA.
The fifth prototype helicopter has become the benchmark for the series. In 1965, a positive conclusion based on the results of State tests was issued for the passenger, and then for the transport and landing options.
Omnipresent Mi-8
Initially, it was supposed to produce a new Mi-8 helicopter at plant No. 23 in Fili, where the Mi-6 was mass-produced. But this enterprise was given over to the experimental base of the Chelomey missile design bureau and to this day it works “for space”, and the production of the Mi-8 was transferred to Tataria, far from Moscow, to plant No. 387 in Kazan. He already built Mi-1 and Mi-4 helicopters, and in the early 60s he began to receive documentation in versions for Aeroflot (Mi-8P) and the Air Force (Mi-8T). In 1965, when the B-8 was still being tested, the first production vehicles were accepted by the Customer.
The development of the Mi-8 enabled the plant to switch from the production of auxiliary aircraft to products that were in the first lines government plans. The plant has grown both in terms of area and quality. On its basis, a representative office of the Mil Design Bureau was formed, then it received the status of a branch, and now an independent design bureau is successfully operating there, which is involved in the process of improving the Mi-8 and Mi-17.
In the early 70s, an aircraft plant in Ulan-Ude, Buryatia, joined the production of the Mi-8. Prior to that, this enterprise built Ka-25 helicopters, but the order for them was small. “The plan was made” by a large series of An-24s, but the directorate wanted to “narrow down” the scope of activities and “knocked out” an order for the Mi-8 helicopter, but still could not get away from the aircraft theme. In parallel with the Mi-8, the company first built the MiG-27, and then the famous "rook" - the Su-25 attack aircraft.
The serial production of the G8 was rapidly gaining momentum and became an indicator of which of the two Customers, represented by the Ministries of Civil Aviation and Defense, has the “right of the first night” in relation to an order for helicopters, which until recently did not arouse any particular interest. The MGA received its "rotary-winged airliners", but in the future most of them were delivered in the Mi-8T version and mainly to the Air Force. Production continued for more than 30 years and stopped in Kazan in 1996, but soon the market demanded to restore it anyway. About 4,000 Mi-8s were made there.
In Ulan-Ude, the last Mi-8T was handed over in 1994, this plant gave the country about 3700 Mi-8s with the power plant of the first version. Interestingly, the helicopter was so in demand that even the Yeltsin-Gaidar bacchanalia of the early 90s could not completely stop its production.
The undoubted advantage of the Mi-8 over similar American and European vehicles is a large payload and a convenient cargo ramp.
Photo: archive of D. Proskurnin
"Eight" was larger and more complex than the Mi-4, however, its release in as soon as possible has become widespread. This was largely facilitated by a well-thought-out design that combined technologically justified innovations and time-tested traditional solutions. Already the first series included 40 cars. Almost immediately with the start of production, improvements began to be made based on the results of production and operation. Here are just a few.
The requirements for the accuracy of cargo placement in the cabin turned out to be somewhat overestimated and difficult to implement. Therefore, already on the 17th machine of the 1st series (“short” serial number 1701), the permissible range of the position of the center of gravity of the cargo was somewhat expanded, which externally affected the layout of the cargo compartment.
On the 22nd helicopter of the 1st Mi-8T series (machine 2201), the main external tanks of increased capacity were introduced. The same tanks on the civilian Mi-8P were introduced a little later - from the machine number 1015.
By the end of the 60s, more reliable TV2-117A engines with an increased resource went on. Around the same time, instead of the old RP-7422 icing alarms, new radioisotope RIO-3s were installed, which ensured the simultaneous automatic activation of the POS and the engines and the helicopter. In this regard, the system for switching on the POS of the APS-2 engines was removed. True, there were complaints about the new sensors, in particular, they did not work well at near-zero temperatures, where the danger of icing was greatest. The Mi-8 POS was being finalized for a long time by the OKB, LII MAP, NII ERAT and other organizations, but even now it is "rather solved than not."
In the 80s. a Doppler speed and drift meter appeared on the Mi-8T, unlike the previously installed DIV device, it worked in any modes. DISS-15 was installed in the "bath" under the tail boom. Further, newer samples of Doppler equipment appeared, both domestic and imported.
Mi-8TV helicopter with A-12.7 machine gun nose mount of the Afanasyev system
Photo: A. Artyukha
Not all useful innovations were brought to the series, for which there were both objective and "incomprehensible" reasons. An example of this was the improvement of the main rotor. We tried dozens of options, some were very successful, but none of them reached the consumer. The struggle for the resource of the tail rotor did not end with anything either. After a difficult search for its optimal design, a semi-rigid five-bladed propeller was created, which was recommended for production, but production never mastered it. Meanwhile, the total resource of the machine was brought up to 20,000 flight hours, and reducing the range of units replaced during this period according to their own resource is a commercially important task.
They tried to “smooth out” the aerodynamics of the helicopter - the external tanks were removed into the fuselage, fairings were installed on the HB hub and engine exhaust pipes, new cargo flaps and improved fuselage sealing. But it was not possible to “cross a horse and a quivering doe” - the performance characteristics of the machines did not grow dramatically, and this set of improvements was not implemented on the Mi-8T.
At one time, a program was also proposed for the phased modernization of the TV2-117 engine, while maintaining a lower cost compared to the new TV3-117. However, this new gas turbine engine "eclipsed" it with its high performance.
For quite a long time, the Mi-8 suited the military in the "naked" form in which it was born. Now it is simply strange to see the army "eight" without the usual pylons for weapons. Foreign magazines of those years were full of pictures of "Iroquois", "Sinights", "Choctaves" and so on and so forth, hung with machine-gun turrets and rockets. Finally, our Customer began to move, and the Design Bureau was paid for the installation of weapons on the Mi-8. True, they approached the choice of weapons in a strange way.
The Mi-8TV attack helicopter provided for the use of an A-12.7 machine gun in a mobile nose mount, unguided aircraft missiles (4 blocks of 16 S-5 shells each) and 4 bombs of 50 to 500 kg caliber. But, having calculated the mass of weapons, the designers realized that they had to get rid of one thing, and decided to sacrifice the machine gun. As a result, the Mi-8 could become similar to the fighter-bomber of those years, but the Mi-8 is a truck, and it’s still hard for her to famously dive with bombs and missiles at the target. It would be much more useful to leave a machine gun on board, and even then it would not hurt to think about means of increasing survivability.
The Mi-8TV was officially put into service only in 1969, when it had been serving in the army for the fourth year. Finally, the state also worthily noted the work of the Design Bureau. Prominent employees of the "firm" A. Braverman, S. Kolupaev, V. Kuznetsov, G. Remezov and E. Yablonsky became laureates of the USSR State Prize for 1968 for the creation of the Mi-8. And the armed Mi-8 itself went into a series for the Air Force, but it retained its former name and was supplied as the Mi-8T. During serial production, the suspension was simplified without compromising its capabilities and flight characteristics. In particular, the streamlined oval cross-section BD truss mount pipes used on the experimental machine were replaced by simple and cheap round ones.
The transport-combat Mi-8TV could carry the Phalanga or Malyutka ATGM, blocks of S-5 unguided rockets or bombs, an A-12.7 machine gun was installed in the bow
Photo: MVZ im. M.L. Mile
The shortcomings of the first version of the armament were obvious, and in 1974 the second version of the Mi-8TV was released. The NUV-1-2M machine gun mount with the Afanasyev heavy machine gun was installed in the lower segment of the cockpit glazing. This firing point, together with the K-10 sight, has already been well mastered in production for the Mi-4, Mi-6 and Mi-24A helicopters. All other weapons have also been significantly strengthened.
Instead of four beam holders of the 3rd group, that is, allowing the suspension of ammunition weighing up to 500 kg, six were made. They also provided for the installation of UB-32 blocks, with which the helicopter's rocket salvo reached an impressive size - 192 S-5 projectiles. And above the four external databases, beam launchers were placed for anti-tank guided missiles "Phalanx". But tests showed that such a “flying dreadnought” was losing its flight qualities, and few serial Mi-8TVs were built. For export, this modification was supplied under the designation Mi-8TB. They differed from the Soviet counterpart by installing the old 9M14M Malyutka ATGMs (for the GDR) or their complete absence (for Nicaragua).
MVZ made several special modifications of the basic Mi-8T helicopter with weapons, but they remained experimental. Perhaps the most successful of them was the study of air mine layer for ground forces Mi-8AV (Mi8VSM). In its fuselage, the VMP-1 minelayer, developed for the Mi-4, was installed, the rest of the armament remained the same as that of the Mi-8TV model of the 68th year. At first, the Mi-8AV could lay 64 mines, then their number was increased to 200. The Mi-8AD variant was made to lay small non-removable anti-personnel mines. A small number of "minzags" were supplied to the USSR Air Force.
The helicopter grouping of the USSR Air Force grew. Separate transport and combat regiments were formed, armed with transport Mi-8s and combat Mi-24s. It was believed that in the event of war they should have increased mobility, in other words, they should work in isolation from stationary bases. In order to prevent a drop in the combat readiness of the units under these conditions, the flying maintenance unit of the Mi-8TECh-24 was designed. The most necessary plumbing, electrical, control and inspection and other equipment was installed on board, most often used in the daily operation of helicopters and for repairing damaged machines. A prototype of this modification was submitted for testing in 1977, and later the TECh helicopter was built in a small series.
In the same 1977, another modification of the helicopter appeared - the Mi-8TZ fuel tanker and transporter. He replenished the fleet of Mi-4 and Mi-6 of a similar purpose both in the Air Force and in Aeroflot.
Greater success accompanied the consistent improvement of previously built machines. On ordinary combatant "armed transport workers" the possibility of installing additional weapons gradually appeared. First of all, a bow gun mount was mounted on part of the helicopters and the B-8V blocks were installed, intended for the new S-8 80 mm caliber NAR, much more powerful than the 57 mm S-5. Later, armor was also installed on part of the helicopters - flat sheets behind the glass of the pilots' doors and faceted on the outside along the sides of their cockpit. But for some reason they did not protect the crew from below.
A lot of work on fine-tuning the Mi-8T to wartime requirements was carried out during the provision of "international assistance" to Afghanistan. Through the efforts of combat units and industry, additional machine guns or even an AGS-17 heavy grenade launcher in doors and hatches, and PKT machine guns on an armament farm began to be installed on combat vehicles. UPK23-250 cannon gondolas, one-time bomb clusters and containers with small mines and KMG-U bombs began to be “hung” on the databases themselves. They replaced it with a more powerful PKT tank machine gun and a regular A-12.7 in the bow mount. They put an automatic jamming machine for portable anti-aircraft missile systems with thermal homing. Worked out for the Mi-8T and ways to reduce the thermal radiation of engines - screen-exhaust devices, or EED. But they went into the series only on the Mi-8MT and in a highly modified form.
Two technicians can stand on the inside of the open hood of the Mi-8 engine compartment, performing work on the engine
Photo: N. Okolelova
The conditions of Afghanistan also prompted actions to improve the performance of the machine. Starting engines in the heat and at high altitude has been improved. Tellingly, there was no need to invent anything - since 1973, an export version of the Mi-8TS helicopter for Syria (for a dry climate) was produced, which provided for such modes.
The Mi-8 helicopter was intended for operations over land, but for a country with such a length of coastline, the need for the sea use of its main helicopter over the sea could not but arise. The first marine variants did not have any special differences from the base model. They were intended to work only from coastal bases in the coastal zone. Their tasks have also changed little - the delivery of goods and people to remote "points", medical service, air surveillance - depending on the requirements of the operator. Subsequently, a special marine helicopter Mi-14 was designed on the basis of the Mi-8, but here we will not dwell on this machine, which deserves a separate publication.
One of the first specialized naval versions of the Mi-8 appeared not to solve domestic problems, but according to the requirements of the international situation. After the Arab-Israeli war of 1973, the waters of the Mediterranean and Red Seas, as well as the strategic Suez Canal, ceased to be safe - both sides of the conflict thoroughly bombarded them with mines, including bottom mines with remote fuses. In order to clear the most important routes for the entire world and our own shipping, several minesweeper helicopters were designed in the USSR at once. In 1974, the Mi-8BT trawl towing vehicle was created. A number of trawls were created - heavy, bulky and rather complex units designed for hooking the anchor cables of floating mines and undermining bottom mines with acoustic, magnetic and combined fuses. The trawl was picked up in hover mode from the board of a special vessel, delivered on a suspension to the desired area, lowered into the water - and work began. The Mi-8BT did not go into mass production, as specialized Mi-14 marine vehicles turned out to be more suitable tugs.
Installation of a bracket for a machine gun in the open cargo door of the Mi-8
Photo: S. Sergeeva
The Mi-8MB, one of the first "flying hospitals" in the USSR, was built in small batches. For the first time, equipment was installed on an ambulance evacuation vehicle, which made it possible to immediately provide emergency assistance to the seriously wounded, and not just take them out of the battlefield. But the dimension of the Mi-8 helicopter would not allow it to be used to work in the enemy’s fire zone, the all-powerful Customer did not show due interest in such machines in the seventies, and the Mi-8MB did not receive a decent distribution either. In the future, this work continued on the Mi-8MT.
Greater success accompanied the creation of special marine rescue modifications of the G8, although not immediately. For a long time, Mi-8s (and helicopters of almost all other types) were used to perform search and rescue tasks at sea and on land, which were not subjected to any modifications. Special marine rescue Mi-8SP appeared in 1976. He might already be in action. bad weather, which was the main point terms of reference. On its basis, a special Mi-8SPA helicopter was created to lift astronauts in the event of their splashdown, but at that time there was already a more suitable modification of the Mi-14 rotary-wing flying boat.
The cabin of the Mi-8 provided good visibility until armor was installed. But without her, darling, in battle it’s very “uncomfortable”
Photo: S. Sergeeva
In 1973, the Tupolev Design Bureau created a new tactical reconnaissance complex VR-3 "Reis" with an unmanned aircraft "143". The new technology was appreciated by the troops, but for all its positive qualities, it also gave rise to problems. According to the TOR, it was required to ensure the re-flight of the UAV no more than 4 hours after landing, and the “bird” did not always “return to its nest”, and it had to be found and delivered to the position or rear base as soon as possible. This was supposed to be done with the help of the TZM-143 transport-loading vehicle, which was part of the complex, on an automobile chassis, and it was difficult to fulfill this paragraph of the Requirements. It was proposed to introduce an air search for the apparatus, and a radio beacon was supposed to speed it up, giving signals to the MRP-56 marker receiver and the helicopter radio compass. For this, the Mi-8T turned out to be the most convenient. It was equipped with a load-lifting device LPG-150M and a hinged-pendulum mechanism.
After the UAV is found, the helicopter lands nearby. A special team is preparing the "Reis" for transportation. The Mi-8 hovers over it, hooks cars up to a cable no longer than 15 meters long, and takes them home at speeds up to 140 km/h, and with a short 5-meter cable - up to 200 km/h. It was recommended to attach a small parachute to the tail section for stabilization.
After a successful experience with the "Reis" (and the Mi-8 was also provided with the combat operation of the VR-3), it was repeatedly used in testing unmanned aircraft and missiles of various tonnage - from very small to quite serious machines weighing a ton or two. They also carried vehicles after a regular landing, and simply collected debris, often scattered over many kilometers of the Caspian steppes. From the board of the Mi-8, parties were also landed for the degassing of lands contaminated with toxic components rocket fuel. Heptyl, for example, was burned out with "barrel" napalm. Difficult, monotonous and sad work ...
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AT Russian Air Force and all over the world the most massive Soviet helicopters are still in service (export version Mi-17). Numerous modifications of these machines are widely used for both military and civilian purposes. They are still in demand in the global helicopter market, are constantly being improved and will be in operation for decades to come.
History of creation
Multipurpose Mi-4 with a single piston engine and a four-bladed main rotor, it proved itself well, but its time is over and in the late 50s of the last century, the development of second-generation helicopters with turboshaft engines began. In 1961, a new car was shown for the first time in Tushino AT 8 with one theater engine above the cockpit, but still with a main and tail rotor, tail boom and transmission, inherited from Mi-4. Only the fuselage and power plant were new. AI-24V.
Two engines were installed on the next prototype TV2-117, a main rotor with five blades and a tail rotor of increased rigidity. This machine received the designation and in September 1962 was tested in the air. The designers boldly went for the introduction of original technical improvements.
Glue-welded joints and large-sized stampings made of duralumin were widely used, the synchronization and rotation of the main rotor were regulated by a new automation system, the external suspension was radically different from the old one. So in the design bureau of M.L. Mile received a start in life for a new gas turbine helicopter.
Description of the helicopter
The aerodynamic layout is based on a scheme with one five-bladed main rotor and a tail rotor of three blades. The steel rotor hub with all-metal blades is located in horizontal and vertical hinges and is controlled by a cyclic pitch handle in longitudinal control. The main and tail rotor blades are equipped with an electric anti-icing system.
In the all-metal semi-monocoque of the fuselage, the cockpit is located in front. Inside, two pilots sit side by side, a flight technician is placed a little behind in the middle on a folding chair. A new autopilot that stabilizes the helicopter in roll, pitch, heading and speed, height and hovering height is included in the standard equipment.
Two turboshaft gas turbine engines TV2-117A mounted on top of the helicopter body in special engine nacelles, the sidewalls of the nacelles fold back and provide a convenient approach to the power plant for maintenance. The air intake located above the engines serves as a channel for air access to the oil cooler fan.
The cargo cabin accommodates 24 people on folding seats, in the sanitary version, 12 stretchers for the wounded are installed. There are cargo fastening points on the floor, a winch with a load capacity of 200 kg is located above the front door. For loading equipment, a double-leaf cargo hatch and a ramp are used.
The tail section of the fuselage consists of a tail boom, with a tail rotor placed on it, a Doppler speed and drift meter, a stabilizer and a support that prevents the tail rotor from touching the ground. The landing gear of the helicopter consists of three supports, the front strut is fixed in the air during flight, the supports are not removed.
The standard radio-electronic equipment includes VHF and HF radio stations, an automatic radio altimeter, an automatic radio compass and a Doppler speed and drift meter.
Since 1989, they have been equipped with a meteorological radar in a container located under the fuselage, long-range navigation equipment operating on the LORAN system and equipment that stabilizes the helicopter in hover mode.
The performance data of the Mi-8T
- Fuselage length - 18.17 m
- The height of the rotor hub - 5.65 m
- Helicopter length with rotating propellers - 25.24 m
- Engines - 2 X TV2-117A
- Thrust-to-weight ratio - 2 X 1481 hp
- The weight of an unloaded helicopter is 7160 kg
- Maximum takeoff weight - 12 tons
- Fuel supply - 1870 l
- Additional tank in the cargo compartment - 980 l
- Maximum ground speed - 260 km / h
- Maximum rate of climb - 450 m / s
- Dynamic ceiling - 4500 m
- Ferry range - 930 km
- Combat radius - 350-480 km
Armament
- Suspension points - 4 beam holders
- NUR S-5 - 32 pcs. in blocks UB-32-57
- NUR S-5 - 192 pcs. in blocks UB-32-57 (since 1979)
- PTR "Phalanx" - 4 pcs
- Air bombs 250 kg - depending on the load
- Small arms - 12.7 mm machine gun
Combat use in Afghanistan
In Afghanistan, Soviet helicopters solved the widest range of tasks - transporting personnel and cargo, evacuating the wounded, providing direct fire support, and much more. Thousands of Soviet officers and soldiers owe their lives to these machines.
In the Afghan war, helicopter pilots improved their tactics by adopting the “turntable” technique, it was used when attacking by a group, when they approached a target from a dive and covered each other at the exit. The chain of firing points was attacked by the front of helicopters, lining up with a ledge relative to the leading one. Between the mountains in narrow gorges they attacked one by one with the minimum possible interval.
With no combat experience and shackled by various instructions and restrictions, the pilots who arrived in Afghanistan quickly learned during combat missions. Only those who quickly mastered maneuvers with high g-forces survived: turns with a roll of up to 90 degrees, combat turns in the manner of fighters, dives, from which the ground filled the entire view in the cockpit, and slides with negative g-forces, unacceptable for a helicopter in theory.
The pilots said that they really learned to fight in Afghanistan and did not tell the Union about their achievements, the instructions and prohibitions in their homeland were still in effect.
In general, in this war, annual losses amounted to 30-35 helicopters, a whole regiment was out of action per year, but a large percentage of losses fell on the flight crew. The main losses occurred during the landing and withdrawal of paratroopers on the fired areas - 50% and about 15% during the transportation of people and cargo.
Mi-8 disasters in peacetime
Analyzing disasters and accidents that happened outside of hostilities, it can be stated that the main flight accidents occurred: due to human factor– 41.5%; aircraft equipment failure - 37.7%; bad weather conditions - 7%; for other reasons - 14%.
Here is the most characteristic disaster due to the human factor. When flying over the city of Grozny on March 10, 2005 in the Chechen People's Republic, the helicopter caught on a high-voltage power line. 15 people died, one managed to survive.
Here is another similar, but more resonant catastrophe. On April 28, 2002, near the village of Ermaki, in conditions of poor visibility, he crashed into a power line. On board was the Governor of the Krasnoyarsk Territory Alexander Lebed and his inner circle. Together with the head of the region, 9 people died.
The case of human negligence is confirmed by the following catastrophe. During the flight from Surgut to Lyantor on August 30, 2001, a cable that fell out of the open door hit the tail rotor area and was thrown into the main rotor. The car became uncontrollable, rolled over and crashed into a swamp. Five people died.
In such cases, as they say, comments are superfluous.
Video: Mi-8 crash