Avionics F PDF

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MI – 172
AVIONIC SYSTEM MAINTENANCE ISSUE 00 03-2018
TYPE TRAINING MANUAL
REVISION 00 03-2018
TABLE OF CONTENTS
1. GENERAL INTRODUCTION ATA 00-20 .................................................................................................................................................... 12
1.1. BASIC CONFIGURATION .................................................................................................................................................................... 13
1.2. AIRFRAME MAIN DIMENSIONS ......................................................................................................................................................... 15
1.3. TOWING THE HELICOPTER ............................................................................................................................................................... 16
1.4. DOCUMENTATIONS ........................................................................................................................................................................... 17
2. HEATING AND VENTILATION, SAFETY & WARNING DEVICES ATA 21 ................................................................................................ 31
2.1. THE AIR INTAKE SHUTTER................................................................................................................................................................ 32
2.2. THE VENTILATION AND HEATING SYSTEM (GENERAL VIEW) ...................................................................................................... 33
2.3. HEATER TURNING ON ....................................................................................................................................................................... 36
2.4. HEATER TURNING OFF...................................................................................................................................................................... 39
3. AUTOPILOT SYSTEM ATA 22 ................................................................................................................................................................... 41
3.1. GENERAL ............................................................................................................................................................................................ 41
3.2. AUTOPILOT UNITS ............................................................................................................................................................................. 42
3.3. DESCRIPTION AND OPERATION ...................................................................................................................................................... 62
4. RADIO COMMUNICATION SYSTEM ATA 23 ............................................................................................................................................ 73
4.1. INTER COMMUNICATION SYSTEM SPU-7........................................................................................................................................ 76

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4.2. PASSENGER PUBLIC INFORMATION CGU-15 ................................................................................................................................. 91
4.3. ORLAN-85ST ..................................................................................................................................................................................... 102
4.4. YADRO-1 HF-RADIO ......................................................................................................................................................................... 116
4.5. PИ-65 ................................................................................................................................................................................................. 130
4.6. П-503 .................................................................................................................................................................................................. 142
5. ELECTRICAL POWER SYSTEM ATA 24 ................................................................................................................................................. 147
5.1. PRIMARY ELECTRICAL POWER SYSTEM ...................................................................................................................................... 148
5.2. SECONDARY ELECTRICAL POWER SYSTEM ................................................................................................................................ 149
5.3. EXTERNAL POWER SUPPLY ........................................................................................................................................................... 150
5.4. AC ELECTRIC POWER ..................................................................................................................................................................... 151
5.5. DIRECT CURRENT SYSTEM ............................................................................................................................................................ 158
5.6. EXTERNAL POWER ELECTRICAL SYSTEM ................................................................................................................................... 166
5.7. SWITCH-GEARS BUSES OF MI-172 HELICOPTER ......................................................................................................................... 169
6. EQUIPMENT AND FURNISHING ATA 25 ................................................................................................................................................ 171
6.1. PILOT'S SEAT .................................................................................................................................................................................... 173
6.2. PILOT'S HARNESS STRAPS ............................................................................................................................................................ 175
6.3. FLIGHT ENGINEER'S SEAT .............................................................................................................................................................. 177

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6.4. LIGHT FILTER.................................................................................................................................................................................... 179
6.5. HANDLE ............................................................................................................................................................................................. 180
6.6. REARWARD VIEW ON PLIGHT COMPARTMENT ........................................................................................................................... 181
7. FIRE FIGHTING SYSTEM ATA 26 ........................................................................................................................................................... 183
7.1. STATIONARY FIRE EXTINGUISHING SYSTEM ............................................................................................................................... 183
7.2. SCHEMATIC DIAGRAM ..................................................................................................................................................................... 185
7.3. YБШ-4-4 FIRE EXTINGUISHERS ...................................................................................................................................................... 186
7.4. OPERATION ...................................................................................................................................................................................... 196
8. FLIGHT CONTROLS, HYDRAULIC BOOSTER KAY ATA 27 .................................................................................................................. 199
8.1. GENERAL .......................................................................................................................................................................................... 199
8.2. LONGITUDINAL-LATERAL CONTROL SYSTEM .............................................................................................................................. 203
8.3. DIRECTIONAL CONTROL SYSTEM ................................................................................................................................................. 210
8.4. MAIN ROTOR COLLECTIVE PITCH AND ENGINES COMBINED CONTROL SYSTEM .................................................................. 225
9. FUEL SYSTEM ATA 28 ............................................................................................................................................................................ 239
9.1. FUEL SYSTEM OPERATION............................................................................................................................................................. 241
9.2. FUEL SYSTEM UNITS ....................................................................................................................................................................... 243
10. HYDRAULIC POWER ATA 29 ............................................................................................................................................................... 258

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10.1. GENERAL INFORMATION ................................................................................................................................................................ 259
10.2. HYDRAULIC SYSTEM COMPONENTS ............................................................................................................................................ 262
10.3. HYDRAULIC SYSTEM CONTROL ..................................................................................................................................................... 289
11. ICE & RAIN AND DUST PROTECTION SYSTEM ATA 30 .................................................................................................................... 293
11.1. HEATING MR ..................................................................................................................................................................................... 294
11.2. HEATING TR ...................................................................................................................................................................................... 296
11.3. CONTROL HEATING SYSTEM ......................................................................................................................................................... 297
11.4. THE ANTI-ICING SYSTEM OF THE COCKPIT GLASS WINDSCREENS ......................................................................................... 298
11.5. THE DE-ICING SYSTEM OF THE ENGINE ....................................................................................................................................... 299
11.6. ICE DETECTOR PИO-3 ..................................................................................................................................................................... 302
11.7. CONTROL SYSTEM .......................................................................................................................................................................... 305
12. INDICATING SYSTEM ATA 31 ............................................................................................................................................................. 309
12.1. RH CIRCUIT BREAKER PANEL ........................................................................................................................................................ 311
12.2. LH CIRCUIT BREAKER PANEL......................................................................................................................................................... 312
12.3. RH INSTRUMENT BOARD ................................................................................................................................................................ 313

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12.6. LH SIDE PANEL OF ELECTRICAL PANEL ....................................................................................................................................... 316
12.7. RH SIDE PANEL OF ELECTRICAL PANEL....................................................................................................................................... 317
12.8. RH BOARD OF ELECTRICAL PANEL ............................................................................................................................................... 318
12.9. LH BOARD OF ELECTRICAL PANEL ............................................................................................................................................... 319
12.10. CENTER CONSOLE .................................................................................................................................................................... 320
12.11. CENTER PANEL OF ELECTRICAL PANEL ................................................................................................................................ 322
12.12. RH PANEL OF ELECTRICAL PANEL ......................................................................................................................................... 323
12.13. RH PANEL OF ELECTRICAL PANEL ......................................................................................................................................... 324
12.14. LH PANEL OF ELECTRICAL PANEL .......................................................................................................................................... 325
12.15. LH PANEL OF ELECTRICAL PANEL .......................................................................................................................................... 326
12.16. ELECTRICAL BOARD ................................................................................................................................................................. 327
13. LANDING GEAR SYSTEM ATA 32 ....................................................................................................................................................... 329
14.2. THE NOSE LANDING GEAR ............................................................................................................................................................. 330
14.3. THE WHEEL OF NOSE LANDING GEAR.......................................................................................................................................... 332
14.4. THE MAIN LANDING GEAR .............................................................................................................................................................. 334
14.5. THE WHEEL OF MAIN LANDING GEAR ........................................................................................................................................... 336

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14.6. THE TAIL BUMPER (STINGER) ........................................................................................................................................................ 338
14. LIGHTING SYSTEM ATA 33 ................................................................................................................................................................. 339
14.1. ILLUMINATION OF CREW MEMBERS' STATIONS .......................................................................................................................... 341
14.2. RED LIGHTS SYSTEM ...................................................................................................................................................................... 345
14.3. HELICOPTER LIGHT WARNING SYSTEM ....................................................................................................................................... 351
14.4. LIGHTING OF CARGO ...................................................................................................................................................................... 364
14.5. THE RADIO COMPARTMENT AND THE TAIL BOOM COMPARTMENT LIGHTS ........................................................................... 366
14.6. EXIT LIGHTS AND NO SMOKING ..................................................................................................................................................... 367
14.7. WIRING DIAGRAM ............................................................................................................................................................................ 368
14.8. EXTERIOR LIGHTING ....................................................................................................................................................................... 370
15. RADIO NAVIGATION SYSTEM ATA 34 ................................................................................................................................................ 381
15.1. APK-15M ............................................................................................................................................................................................ 386
15.2. APK – YД ........................................................................................................................................................................................... 395
15.3. A-037 RADIO ALTIMETER................................................................................................................................................................. 408
15.4. RADIO RANGE FINDER KN 63 ......................................................................................................................................................... 418
15.5. THE CО-70 TRANSPONDER ............................................................................................................................................................ 422
15.6. THE RDR 1400 C ............................................................................................................................................................................... 436

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15.7. GARMIN GNS 430 ............................................................................................................................................................................. 440
15.8. ELT KANNAD 406 .............................................................................................................................................................................. 461
16. HEADING SYSTEM ATA 34 .................................................................................................................................................................. 469
16.1. КИ-13К COMPASS ............................................................................................................................................................................. 470
16.2. АГБ-3K GYRO HORIZONS ................................................................................................................................................................ 471
16.3. ЭУП-53 ELECTRIC TURN INDICATOR ............................................................................................................................................. 475
16.4. ВК-53Э-РВ ERECTION CUT-OUT SWITCH ...................................................................................................................................... 478
16.5. ΓМК-1A HEADING SYSTEM .............................................................................................................................................................. 480
17. PNEUMATIC SYSTEM ATA 36 ............................................................................................................................................................. 495
18. AIRFRAME, DOORS, WINDOWS AND STABILIZER ATA 51-56 ......................................................................................................... 511
19. MAIN ROTOR ATA 62 ........................................................................................................................................................................... 523
19.1. THE MAIN ROTOR HUB .................................................................................................................................................................... 525
19.2. THE HUB BODY................................................................................................................................................................................. 526
19.3. THE DRAG HINGE ............................................................................................................................................................................. 527
19.4. THE HYDRAULIC DAMPER .............................................................................................................................................................. 528
19.5. THE CENTRIFUGAL BLADE DROOP LIMITER ................................................................................................................................ 529
19.6. THE PENDULUM-TYPE ..................................................................................................................................................................... 530

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19.7. THE MAIN ROTOR BLADE ................................................................................................................................................................ 531
20. TRANSMISSION SYSTEM ATA 63-65 .................................................................................................................................................. 543
20.2. THE MAIN GEARBOX ........................................................................................................................................................................ 544
20.3. THE GEARBOX BODY ...................................................................................................................................................................... 548
20.4. THE MAIN GEARBOX MOUNTS ....................................................................................................................................................... 551
20.5. THE GEARBOX MECHANISM ........................................................................................................................................................... 552
20.6. MAIN GERABOX OIL SYSTEM ......................................................................................................................................................... 554
20.7. THE INTERMEDIATE GEARBOX ...................................................................................................................................................... 561
20.8. THE TAIL ROTOR GEARBOX ........................................................................................................................................................... 564
20.9. ИTЭ-1 ONE-NEEDLE TACHOMETERS ............................................................................................................................................ 573
20.10. ЭMИ-2PBИ ELECTRIC OIL PRESSURE AND TEMPERATURE GAUGE .................................................................................. 577
20.11. TYЭ-48 UNIVERSAL ELECTRIC THERMOMETER .................................................................................................................... 581
21. TAIL ROTOR ATA 64 ............................................................................................................................................................................ 585
21.1. TAIL ROTOR BASIC CHARACTERISTICS........................................................................................................................................ 585
21.2. TAIL ROTOR HUB ............................................................................................................................................................................. 587
21.3. TAIL ROTOR BLADE ......................................................................................................................................................................... 589

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22. AIRCRAFT FLOATATION SYSTEM ATA 95 ......................................................................................................................................... 591
22.1. OPERATING LIMITATIONS ............................................................................................................................................................... 592
22.2. MAIN FLOATS.................................................................................................................................................................................... 593
22.3. FRONT FLOATS ................................................................................................................................................................................ 594
22.4. BOTTLES UNDER THE HELICOPTER BOTTOM ............................................................................................................................. 595
22.5. BOTTLES INSIDE THE HELICOPTER .............................................................................................................................................. 596
22.6. CONTROLS AND MANAGEMENT OF THE SYSTEM ....................................................................................................................... 597
22.7. PRE-FLIGHT CHECK ......................................................................................................................................................................... 599
23. APU MAIN PARTS AND STARTING SYSTEM ATA 49 ........................................................................................................................ 602
23.1. GENERAL .......................................................................................................................................................................................... 602
23.2. THREE OPERATIONAL MODES ....................................................................................................................................................... 603
23.3. MAIN DATA ........................................................................................................................................................................................ 605
23.4. DESIGN FEATURES .......................................................................................................................................................................... 607
23.5. OIL SYSTEM ...................................................................................................................................................................................... 609
23.6. THE FUEL SYSTEM .......................................................................................................................................................................... 612
23.7. FUEL SYSTEM OPERATION............................................................................................................................................................. 616
23.8. SYSTEM OF AIR BY-PASS ............................................................................................................................................................... 618

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23.9. THE STARTING SYSTEM.................................................................................................................................................................. 619
23.10. THE CONTROLS AND AИ-9В ENGINE CONTROLS ................................................................................................................. 625
24. ENGINE PARTS, INSTATALLATION AND SYSTEMS ATA 71-79 ....................................................................................................... 627
24.2. ENGINE MAIN SYSTEMS .................................................................................................................................................................. 629
24.3. ENGINE PRIMARY UNITS ................................................................................................................................................................. 630
24.4. ENGINE OPERATION PRINCIPLE .................................................................................................................................................... 631
24.5. COMBINET OPERATION OF TWO ENGINES .................................................................................................................................. 633
24.6. COMPRESSOR.................................................................................................................................................................................. 634
24.7. THE COMBUSTION CHAMBER ........................................................................................................................................................ 636
24.8. COMPRESSOR TURBINE ................................................................................................................................................................. 638
24.9. THE EXHAUST .................................................................................................................................................................................. 640
24.10. THE DRIVES OF THE AUXILIARIES .......................................................................................................................................... 641
24.11. THE ENGINE OIL SYSTEM ......................................................................................................................................................... 646
24.12. ENGINE FUEL SYSTEM ............................................................................................................................................................. 655
24.13. ЭРД-3ВМ CONTROL PANEL ...................................................................................................................................................... 688
24.14. AIR BLEED SYSTEM................................................................................................................................................................... 689

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24.15. ENGINE ANTI-ICING SYSTEM ................................................................................................................................................... 692
24.16. AIR OPERATED PRESSURE SWITCH MCTB-1,5AC ................................................................................................................ 698
24.17. ENGINES CONTROL .................................................................................................................................................................. 699
24.18. ИTЭ-2 TWO-POINTER TACHOMETER ...................................................................................................................................... 704
24.19. ИP-117M ENGINE PRESSURE RATIO INDICATOR .................................................................................................................. 705
24.20. 2ИA-6 MEASURING EQUIPMENT .............................................................................................................................................. 708
24.21. OIL SYSTEM OPERATION CONTROL ....................................................................................................................................... 711
24.22. FUEL SYSTEM OPERATION CONTROL.................................................................................................................................... 719
24.23. START-UP SYSTEM CONTROL ................................................................................................................................................. 721
24.24. ANTI-ICING SYSTEM CONTROL ............................................................................................................................................... 722
24.25. ИВ-500Е VIBRATION MONITORING EQUIPMENT .................................................................................................................... 724
25. ENGINE STARTING SYSTEM ATA 80 ................................................................................................................................................. 727
25.1. ENGINE STARTING ........................................................................................................................................................................... 727
25.2. THE CRANKING SYSTEM ................................................................................................................................................................. 731
25.3. THE IGNITION SYSTEM .................................................................................................................................................................... 734

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1. GENERAL INTRODUCTION ATA 00-20
The helicopter is of single-rotor configuration with

five-blade main rotor and three-blade tail rotor. Two
turbo-propeller TV3-117VM engines with takeoff
power of 2200 hp each are installed on the
helicopter. Helicopter crew consists of two pilots and
one flight engineer.
This helicopter with outstanding performance
parameters can be used in several basic
configurations. Existing helicopter configurations
can be equipped with electric hoist and jib with lifting
capacity of either 150kg or 300 kg. In case the
helicopter is equipped with pulley block, up to 3000
kg of wheel cargo can be towed into the cargo
compartment.
For long-distance flights, the helicopter can be

equipped with one or two auxiliary fuel tanks, which
are installed in the cargo compartment.
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1.1. BASIC CONFIGURATION
Transport configuration:
Transportation of up to 4000 kg cargo;
Passenger transportation: 24 persons;
External load transportation: 3000...5000 kg
Passenger configuration 26 passengers
VIP-helicopter up to 11 passengers;
Ambulance helicopter: 12 lying patients

and one medical
person.
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OPERATIONAL PERFORMANCE (VN - 8428)
Maximum takeoff weight: 13000 kg
Empty weight: 7425 kg
Equipped helicopter weight 8179 kg
Maximum instrument flight 250 km/h

speed
Cruising instrument flight 220 km/h

speed
Maximum flight altitude: 6000 m
Static ceiling 3980 m
Flight range (with full fueling) 950 km

up to
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1.2. AIRFRAME MAIN DIMENSIONS
Cargo compartment dimensions
Length (less cargo doors) 5,34 m
Width at the flooring: 2,06 m
Width at heating ducts: 2,14 m
Width maximum: 2,34 m
Height 1,80 m
Passenger compartment dimensions
Width (across the flooring) 2,05 m
Passenger compartment 1,80 m

height:
Cockpit dimensions: 2,15x 2,05 x 1,70 m

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1.3. TOWING THE HELICOPTER
The helicopter is towed with a hard tow bar

attached to its nose gear while towing on a concrete
taxiway, asphalt and hard surface.
Maximum towing speed on a concrete taxiway or

asphalt should be 8 km/h, and 5 km/h while towing
at the hard surface. Towing speed at sharp turns
should be 4 km/h.
Maximum helicopter turn angle on towing is 30°.

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1.4. DOCUMENTATIONS
The helicopter documentation is divided in three

main parts:
- The Aircraft Documentation;
- The Engine, Power Plant, Documentation;
- The Equipment Documentation.

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1.4.1. AIRCRAFT DOCUMENTATION
Aircraft documentation is including:
- Operating documentation;
- Maintenance documentation;
- Identification catalogues;
- Special publications, including modifications

or information memos.
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a. OPERATING DOCUMENTATION
Operating documentation is including:
- Flight Manual (FLM);
- Maintenance Schedule (MS);
- Log books:
Journey Log Book;
Aircraft Log Book;
Engine Log Book;
Individual Inspection Log Book

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i. FLIGHT MANUAL (FLM)
The helicopter Flight Manual contains the

information, instructions and recommendations
required for the complete use of the helicopter
capabilities and safe accomplishment of the flight
within the established limitations, flight and
operating conditions. The skilled operation of the
helicopter is provided if the Manual is thoroughly
studied by the personnel and the instructions laid
down therein are correctly followed
NOTE:
The helicopter is prohibited to take off if no Flight

Manual is taken aboard.
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ii. MAINTENANCE SCHEDULE (MS)
Maintenance Schedule is the main service

document determining the objects to be serviced
(systems, subsystems, articles) in the helicopter, the
list and intervals of the operations to be performed
on them.
The qualitative performance of the maintenance

operations in due time ensures the specified level of
the helicopter reliability and its readiness for flight.
The Maintenance Schedule consists of three

parts:
Part 1 – “Airframe, Helicopter Systems, Power Plant

and Transportation Equipment”.
Part 2 – “Airborne Equipment”.
Part 3 – “Electronic Equipment”.

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b. MAINTENANCE DOCUMENTATION
Maintenance documentation is including:
- Maintenance Manual
- Wiring Diagrams
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i. MAINTENANCE MANUAL (MMA)
The Maintenance Manual (MM) is a composite

document comprising the description and operating
instructions for the helicopter and its systems. The
Maintenance Manual contains the information
necessary for studying the helicopter design as well
as for maintenance and servicing of the helicopter
on the ground.
The entire contents of the Maintenance Manual

are divided by the numbering system into sections,
subsections and subjects presenting a breakdown
into three elements: number-point, number-point,
number
Example:
024.00.00 - Electrical Power
024.30.00 - DC Electrical Power

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All information contained in a section (sub-section,

subject) is broken down into topics arranged on the
following pages (provided the topic is required):
Description and Operation 1 to 100
Troubleshooting 101 to 200
Maintenance Practices 201 to 300
Storage 901 to 1000
Transportation 1001 to 1100

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ii. WIRING DIAGRAMS
The album of the Mi-172 helicopter electro-radio

circuits, in conjunction with the Maintenance Manual,
is designed to study the design and operation of
helicopter assemblies and systems, as well as
maintenance operations.
The album consists of two parts:
- Part one - Electrical equipment;
- Part two - Radio electronic equipment.
In the album, electrical schematic diagrams and

electrical wiring diagrams are given.
in this illustration.
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In each sheet of the album, there is a numerical

designation of the illustration.
Example: 4-1 / 5-8,
The first digit (4) feeder number
The second digit (1) the schematic number
The third digit (5) the sheet number of the

illustration
The fourth digit (8) the total number of sheets

in this illustration
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c. IDENTIFICATITION CATALOGUES
Identification catalogues are including:
- Illustrated Parts Catalog
- Spares and Material Requirements

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i. ILLUSTRATED PARTS CATALOG
The Parts Catalog is an illustrated list of helicopter

parts and assemblies and is intended for use in the
requisition of spare parts required for operation and
overhaul as well as for reference purposes. To
requisition a part or an assembly whose appearance
is known, find the illustration thereof in the respective
figure, determine its item number, then turn to the
Detailed Parts List, find the item, number and read
the part number, nomenclature and required
quantity of the part (assembly).
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ii. SPARES AND MATERIAL

REQUIREMENTS
The Spares and Material Requirements determine

the nomenclature and average consumption rates of
spares and materials necessary to perform all types
of preparatory operations, scheduled maintenance
services, minor and running repairs of the airframe,
engine, electronic and aircraft equipment by the
using organizations provided the total flying time of
the helicopter equals 100 hours.
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d. SPECIAL DOCUMENTATION
Special documentation is including Service

Bulletins for a new defined OTL, TBO of helicopter’s
parts as well as of the helicopter or modifications for
the helicopter.
1.4.2. POWERPLANT DOCUMENTATION
The powerplant documentation is including 3

books. Each book has all needed information for the
maintenance:
- Description and operation

- Troubleshooting
- Maintenance task
- Storage
- Transportation
1.4.3. EQUIPMENT DOCUMENTATION
The equipment document has the same structure

as MMA.
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2. HEATING AND VENTILATION, SAFETY &

WARNING DEVICES ATA 21
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, installed in the
streamlined cowling on front of the right external fuel
tank.
In the heating mode a heater fan takes air either

from the atmosphere, through the air 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.
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2.1. THE AIR INTAKE SHUTTER
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 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 N 2 and N 3.
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2.2. THE VENTILATION AND HEATING

SYSTEM (GENERAL VIEW)
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.
It is recommended that the kerosene heater should

only be turned on at an ambient temperature below
+ 5°C 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.
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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 -13°C
Note: At high ambient temperatures, 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. In this case, the kerosene heater is
removed, and the air conditioners units are installed
instead. The evaporators are installed in the
passenger compartment on the luggage racks.
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COMBUSTION HEARTER FUEL SYSTEM

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2.3. HEATER TURNING ON
2.4.1. AUTO MODE CONTROL
To start the heater in auto mode, COMB HTR circuit

breaker should be on, KO-50 MAST.t° UNIT selector
should be set at 30°, MAN-AUTO switch should be set
in AUTO position and START button should be
pressed; HEATER light annunciator should illuminate
which marks the start of the fuel heating. With 70±5 °C
fuel temperature, HEATER light annunciator goes out,
IGNITION light annunciator illuminates to inform of
spark plug turning on and COMBUST HTR ON light
annunciator illuminates to inform of heater start. After
30 seconds maximum with over-zero outside air
temperature and maximum 2 minutes with sub-zero
outside air temperature, IGNITION light annunciator
goes out which means stable fuel combustion in the
heater. The temperature of the air to be supplied in the
cabins is auto maintained and is adjusted by the
change of KO-50 MAST.t° UNIT setter position
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2.4.2. MANUAL MODE CONTROL
To start the heater in heating mode with manual

temperature adjustment, COMB HTR circuit breaker
should be on, MAN-AUTO switch should be set in
MAN position, PRIMING-FULL RATE-MED RATE
switch should be set in FULL RATE position and
START button should be pressed. Further procedure
of heater start-up is similar to that of auto start-up.
When cabin air temperature decrease is required,
PRIMING-FULL RATE-MED RATE switch should be
set in MED RATE position.
NOTES:
1. In case KO-50 heater failed on start-up, (IGNITION

light annunciator does not illuminate) it should be off
with MAN-AUTO switch set in neutral position. For 1-2
minutes, air should be blown through the radiator. After
that, the fan should be off, and start-up should be
repeated.
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2. The heater is switched from heating mode with auto

temperature adjustment to manual mode and in
reverse only after its turning off (with MAN-AUTO
switch in neutral position). With this switch and in case
heater should be re-started, it should be cooled down
for 10-15 minutes.
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2.4. HEATER TURNING OFF
To deter moisture accumulation inside the fan body

and freezing-on of the fan impeller, in 2 minutes before
the shut-down the heater should be set in recirculation
mode to blow it down with the cabin air and to remove
the moisture from the fan body.
To turn the heater off, MAN-AUTO switch should be

set in its neutral position and drain tank should be de-
fueled after landing.
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3. AUTOPILOT SYSTEM ATA 22
3.1. GENERAL
The four-channel electro hydraulic autopilot is

intended for automatic stabilization of the helicopter
in pitch, roll, direction, altitude, and speed of flight.
The four channels (direction, roll, pitch, altitude) of
the autopilot provide:
- stabilization of helicopter attitude relative to the

three axes- of direction, roll and pitch in horizontal
flight in descent, climb, hovering and in change- over
from one mode to another;
- stabilization of pressure altitude of helicopter

flight in a horizontal flight and in hovering;
- stabilization of helicopter indicated speed;
- execution of evolutions allowed by piloting

techniques instructions for the helicopter with
autopilot engaged by the aid of ordinary controls.
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3.2. AUTOPILOT UNITS
The AП-34Б autopilot set includes the following

units:
- Control panel 6C2.390.007;
- Control unit 6C2.399.000;
- Direction gyro 1209K;
- Roll rate gyro 1209Г;
- Pitch rate gyro 1209E;
- Amplifier unit 1479B;
- Trim indicator ИH-4;
- Two force-balance transducers 6C2.553.002;
- Altitude controller KB-11.
Equipment Interacting with the Autopilot:
- Directional system ГMK-1A
- The co-pilot's gyro horizon AГБ-3K

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- The V STAB. switch
- The indicated air speed controller (IASC)
- Filter unit БФ-34
- Force-balance pitch transducer (FBPT)
- The ready signal unit (RSU)
- Combined servo units KAY-115
- Electromagnetic valves ГA-192
- Two AP OFF buttons K3
- Two buttons KHP-1Б
- Four small-sized switches Д701
- Small-sized switch AM-800K
- Time relay TBE-101B
- Autopilot junction box
-
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3.2.1. THE CONTROL PANEL AND TRIM

INDICATOR ИH-4
- The control panel is arranged on the center control

pedestal.
- Trim indicator ИH-4 is arranged on the center

control pedestal
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3.2.2. THE AMPLIFIER UNIT
The amplifier unit is installed on the right-hand rack

in the flight compartment.
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3.2.3. THE CONTROL UNIT
The control unit is installed on the right-hand rack

in the flight compartment
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3.2.4. RATE GYROS
The direction and roll rate gyros are located on the

right-hand rack in the flight compartment whereas
the pitch rate gyro - in the radio compartment.
Riveted on mounting brackets adjacent to each rate
gyro is an instruction plate. The instruction plates
have signs repeating information given on the
housing of the respective instrument. The bars on
the housings of the roll and pitch rate gyros when
being set should match with those on the instruction
plates. The planes on which the gyros are installed
are made horizontal (the installation error should not
exceed ±20 with the helicopter levelled).
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3.2.5. FORCE-BALANCE TRANSDUCERS
Two force-balance transducers are mounted on

the brackets secured on the wall of frame №5H on
the side of the passenger compartment.
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3.2.6. FILTER UNIT БФ-34
To prevent helicopter self- oscillations, the

following components should be connected to the
autopilot:
- filter unit БФ-34;
- force-balance pitch transducer (FBPT) complete

with the phase-sensitive rectifier (PSR) and
capacitance filter using capacitor K50-29.
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The filter unit is intended for filtering out the signals

of rate gyros in the autopilot roll and pitch channels.
It prevents passage of rate gyros signals on
frequencies close to the resonance one equal to the
natural frequency of longitudinal vibrations of the
helicopter elastic fuselage. The filter unit is installed
in the cargo compartment, port side, between frames
№4 and 5. The upper plate of the unit mounts four
adjustable resistors with scales of 10 divisions.
Resistors "ωz" and "ωx" are included to adjust the
output signal making it possible to preserve the
values of gear ratios in roll and pitch rates while the
"Troll", "T pitch" resistors provide the desired time
constant value.
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3.2.7. FORCE-BALANCE PITCH TRANSDUCER

(FBPT)
The additional force-balance pitch rate gyro

completes with the phase-sensitive rectifier and
capacitance filter suppresses the low-frequency
oscillations caused by the pilot in pitch control. The
signals of the main and additional force-balance
pitch rate gyro are summed up in the control unit.
With continuous deflection of pilot's control stick in
longitudinal direction, there is practically no signal
from the additional pitch rate gyro.
Vibration of control stick in its movement in

longitudinal direction causes signals to appear from
the main and additional force-balance rate gyros.
Since these signals show opposite polarity, the total
low-frequency signal is less than that from the main
force-balance pitch rate gyro. The capacitance filter
parameters are selected such that most effective
filtration occurs on frequencies of 3Hz and up.
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The additional force-balance pitch rate gyro is

installed on frame №5H on the side of the passenger
compartment close to the location of control rods
whereas the phase- sensitive rectifier, capacitors
and the resistor are arranged in the junction box of
the compensators, which is installed on the ceiling of
the flight compartment behind the circuit breaker
right hand panel
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3.2.8. ALTITUDE CONTROLLER KB-11
Altitude controller KB-11 is installed on the

bracket, port side, in the radio compartment between
the frames №20 and 21. The static pressure line of
the altitude controller is made of flexible rubber
hoses and is attached to the pipe connection
secured in the lower section of the fuselage close to
frame №21 where six holes are made in the skin.
Made in the static pressure line is a water trap. The

transparent cap of the water trap is made easy
detachable on thread to provide possibility of
condensate removal.
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3.2.9. THE RSU AND THE IASC
The ready signal unit (RSU) is intended for

operation together with the indicated speed
controller and for output of the ready signal indicating
serviceability of the IASC follow-up system.
The indicated air speed controller (IASC) is

intended to generate an electrical signal proportional
to deviation of speed from the desired one. The
indicated air speed controller acts upon the pitch
channel. To control the linkage gear ratio in air
speed, use is made of the SPEED GEAR RATIO
resistor installed on the fuse panel located on frame
№5H on the side of the cargo compartment
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3.2.10. KAY-115 AND AГБ-3K
Combined servo units KAY-115 are forced

actuators of the autopilot and act on the controls. The
four servo units KAY-115 are installed in the
longitudinal, cross and foot control and in main rotor
collective pitch control. Built into the servo units are
feedback transducers used to provide feedback in
the autopilot.
Roll and pitch signals to the autopilot from the co-

pilot's gyro horizon AГБ-3K.
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3.2.11. THE V STAB. SWITCH
The V STAB. switch is used to activate the

indicated speed stabilization mode by the IASC
signals and the V STAB annunciator indicating mode
of activation. The switch and the annunciator are
installed on the center control pedestal. In the output
signal zeroing mode, the speed controller operates
with the MAIN AUTOPILOT automatic circuit
breaker cut- in and open V STAB. switch. The speed
stabilization is activated by the V STAB. switch with
the autopilot pitch channel turned on.
When it is required to change the flight speed, it is

necessary to turn off the V STAB. switch and close
it again after the helicopter has been balanced in the
new flight mode.
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3.2.12. AP OFF BUTTONS AND BUTTONS

KHP-1Б
Two AP OFF buttons K3 for disengaging the

autopilot are installed on the helicopter control sticks.
Two buttons KHP-1Б for disconnection of the

altitude channel are installed on the collective pitch
control levers.
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3.2.13. DIRECTIONAL SYSTEM ГMK-1A
Directional system ГMK-1A. The directional

system issues heading signals to the autopilot
control panel to provide automatic stabilization of the
helicopter in the desired heading. Besides, the
directional system issues a signal to the control
panel to change the autopilot direction channel over
to the synchronization mode when the directional
system check and heading task setting modes are
engaged.
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3.2.14. ELECTROMAGNETIC VALVES ГA-

192
Electromagnetic valves ГA-192 are intended to

change over the servo units by the signals from the
autopilot control panel to operation in a differential
circuit in the autopilot mode.
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3.2.15. FOUR SWITCHES Д701 AND

SWITCH AM-800K
- Four small-sized switches Д701 are installed on the

toot control pedals. As the pilot places his feet on the
pedals the small-sized switches will operate, and the
direction channel will be transferred to the
synchronization mode.
- Small-sized switch AM-800K is installed on the

moving stop mechanism crank of system CПYY-52
and is intended to change the autopilot direction
channel over to the synchronization mode when the
foot control rod approaches the stop whose position
is defined by system CПYY-52.
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3.2.16. TIME RELAY TBE-101B AND

AUTOPILOT JUNCTION BOX
- Time relay TBE-101B with a delay of 0.5s is used

to transfer the direction channel to the
synchronization mode and intended to prevent self-
oscillations of foot control when the autopilot is
switched over to the synchronization mode. The
relay is installed on the fuse panel.
- Autopilot junction box is installed overhead the flight

compartment.
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3.3. DESCRIPTION AND OPERATION
Autopilot is supplied with 27 V direct current from

battery and rectifier buses through AUTOPILOT
MAIN, AUTOPILOT FRICT and AUTOPILOT
SOLENOID CLUTCHES circuit breakers at the right
circuit breakers panel. 36 V 400 Hz alternating three-
phase current is generated by 36V 400 Hz generator
buses and is sent through the AUTOPILOT fuses at
the fuses panel
AП-34Б autopilot provides:
- maintaining of helicopter attitude about three

axes in level flight, descent and climbing, hovering
and transfer from one to another flight mode;
- stability of barometric altitude in a level flight and

on hovering;
- stability of indicated airspeed;
- changes of helicopter attitude with control levers

and autopilot on.
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Each of four autopilot channels influences its

particular helicopter control systems: yaw channel
governs tail rotor pitch, roll channel provides lateral
control of the swashplate, pitch channel provides
longitudinal control of the swashplate, and altitude
channel governs main rotor collective pitch.
AП-34Б autopilot operates together with KAY-30Б

and PA-60Б boosters, which are incorporated into
the control circuit in differentiating circuit and allows
both pilot and autopilot to influence helicopter control
levers. Controls’ shift is an algebraic sum of shifts
caused by pilot's and autopilot actions. Controls'
shifting from autopilot signals is not sent to control
levers.
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With autopilot on, two closed control systems

appear: "helicopter-pilot" and "helicopter-autopilot".
Preset attitude of helicopter gets stabilized because
of autopilot influence of controls through the
boosters, and a pilot can control the helicopter with
autopilot engaged. In case a pilot does not control
the helicopter, only "helicopter-autopilot" system is
engaged. This is stability mode of autopilot. In case
a pilot does control the helicopter, two closed
systems are engaged. This is control mode of
autopilot.
The stability of helicopter attitude is achieved by

the adjustment of its angle, angle speed and
barometric pressure with rigid feedback available.
Autopilot feedback is provided with feedback
sensors which are built into the boosters and are
cinematically connected to the rods of mixed control
cylinders. Feedback sensors send a signal to control
unit input and ИH-4 trim indicator.
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Sensing elements of the autopilot are sensors,

which fix deviation angle and helicopter rotation
speed about one of its axes. The sensors which
receive helicopter deviation angle are: ГA-6 gyro unit
of ГMK-1A heading system for yaw control; right
AГБ-3K gyro horizon for roll and pitch control. Yaw,
pitch and roll channels have roll, pitch and yaw rate
gyros, which send to autopilot electric signal in
proportion to angle speed of helicopter rotation about
vertical, longitudinal or lateral axis. Electric signals in
proportion to any change of altitude or flight speed
as compared to preset ones are also sent to
autopilot. KB-11 altitude controller and KЗCП IAS
controller send electric signals to autopilot in
proportion to any change of altitude and flight speed
as compared to preset ones.
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Sensor signals from each channel go to control unit

intake. Here these signals are summed, processed,
amplified and go to the windings of directive relays
of the boosters from the output of the control unit.
Directive relay armature moves in proportion to the
signals and causes control valve of autopilot to
move. To deter helicopter deviation in opposite
direction, a signal goes from booster feedback
sensor to control unit input. This signal is opposite in
sign to the feedforward command.
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Main operation modes of the autopilot are stability

mode and control mode. With autopilot power supply
on, power portion is not connected thereto, but
sensor signals are zeroized and autopilot operates in
synchronization mode. The signals should be
zeroized in 2 minutes maximum to prepare autopilot
to engage its channels in preset stable attitude of the
helicopter and avoid any jerks or oscillations when
autopilot is connected to boosters.
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Boosters are connected to autopilot with three ГA-

192T solenoid valves. The valves are controlled with
green switch-lights from autopilot control panel. With
buttons pressed, lamps illuminate which means ГA-
192T valves are engaged and the boosters are
connected to autopilot. At the same time autopilot
sensors are connected to the output of the control
unit. Autopilot now is in stability mode. In this mode,
control rods of KAY-30Б boosters can move up to
20% of their full move from the signals of autopilot.
Note that solenoid brakes of ЭМТ-2 loading
mechanism will fix helicopter control levers in their
preset position.
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In some cases, though (i.e. in yaw channel on

acceleration and deceleration), this control margin is
not enough for autopilot and the stability may be
damaged, as a result. To avoid this, PA-60Б
"rectifying" boosters are used in directional control
system. "Rectification" allegedly expands control
margin of autopilot and causes pilot's control levers
move in the direction where autopilot's control
margin lacks. Because of flight safety reasons,
"rectifying" speed is comparatively low (~10% of
maximum).
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In control mode, angle deviations signals of the

helicopter must not influence hydraulic boosters. For
this, force-balance transducers are incorporated in
longitudinal and lateral control systems. They are
kinematically connected with manual control column
and when it moves the signals are sent to autopilot.
These signals are equal in value but are opposite in
sign to the feedforward commands. Thus, a pilot can
control a helicopter with a control stick, and with
autopilot engaged, the latter constantly maintains
aircraft attitude.
For yaw control with autopilot engaged, pedals

triggers should be pressed. Miniature switches
disengage heading angle sensor, and yaw channel
is transferred into synchronization mode. When the
feet are removed from the pedals, yaw channel
engages automatically, and autopilot starts
operating in stability mode for new helicopter
heading.
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With the press of the friction button at the collective

pitch lever, altitude channel disengages
automatically and is transferred into synchronization
mode. Lever friction is released. After the setting of
the collective pitch in a new position (change of flight
altitude), altitude channel should be engaged again
with a button at the control panel.
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4. RADIO COMMUNICATION SYSTEM ATA 23
Communication System:
- Inter Communication System (ICS): SPU-7
- Passenger Public Information System: SGU-15
- Command Radio Communication station

(VHF/AM): ORLAN-85ST
- HF Communication Station: IADRO-IA
- Voice Alert Information Device: RI-65B
- Aircraft Voice Recorder: P-503 or P-507
- Others
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1. Fuses Board
2. ORLAN-85ST control panel
3. IADRO-IA control panel
4, 5. SPU-7 control panel of pilots
6. SPU-7 Amplifier Box
7. PI-65B Control Panel
8. PIC’ Loudspeaker
9. P-507 Voice Recorder control panel
10. Junction Box (SPU-7)
11. SGU-15 Y-2 Amplifier
12. SGU-15 Y-15 Amplifier
13. ORLAN-85ST Transceiver
14. IADRO-IA Antenna
15. ORLAN-85ST Antenna
16. P-503 or P-507 Voice Recorder Box

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17. Aural Voice Alert Device, Switching box
18. UP-48 & RI-65-30 boxes
19. IADRO-IA Transceiver
20. IADRO-IA, Fan Power Supply Box
21, 22, 23, 24. Loudspeakers, Passengers
22A. SPU-7 control panel for Sling Operator
25. SGU-15 Control Panel for Flight Attendant
26. Additional Control Panel for Flight Engineer
27. Push-To-Talk (P.T.T) button on Cyclic sticks
28. CGU-15, Control Panel, PIC’

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4.1. INTER COMMUNICATION SYSTEM SPU-7
4.1.1. GENERAL
The intercommunication system СПУ-7 mounted

on Mi-172 helicopters, to ensure the following
functions:
• To ensure internal communications between the

pilot and the crew members (pilots, flight engineer,
motorized crane winching staff etc.)
• To ensure radio communications through the

radio receiver-transmitter equipment (VHF, HF,
etc.…)
• To ensure awareness (hearing by telephone) the

radio navigation equipment (ADF, VOR, Radio
Altimeter, DME, Airborne voice warning system
etc...)
• It also works in conjunction with a number of other

equipment such as: Player system and to inform
passengers etc...
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4.1.2. COMPONENT & LOCATION
The number of blocks depending on the aircraft

type.
A set of the Intercom System SPU-7 installed on

MI-172 includes:
- Amplifier Box: 01
- Main Control panels: 03
- Additional: 03
- Junction Box: 01
See diagram of communication systems on Mi-172

for the information of the Location of the boxes of the
SPU-7
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4.1.3. PERFORMANCES
- Power supply: 27v ± 10% (Battery Bus Bar)
- Power: with 1 amplifier and 6 Control Panel can

reach to 50W.
- Output Voltage on 06 telephones of type TA-56M

(high resistance) connected at the same time when
the input signal level 0, 5v 1000 Hz, the SPU-7
amplifier is adjusted at max. value, is: 45-70v.
- The change of output voltage is not more than 20%

when changing number of telephones from 6 to 2
- The change of output voltage is not more than 25%

when changing number of microphones type ЛА-56
from 2 to 1
- Frequency range: 300-3500 Hz.
- The voltage of power supply feed Ларингафонов

ЛА-5 is: 4.5 v ± 0.6 v
- The voltage of power supply feed Ларингафонов

ЛА-5 in cold mode is: 10v.
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The interphone control boxes are used to control

the connection of the user's throat microphones and
earphones to different communication means as well
as to perform switching operations of the transmitter
triggering relay supply circuits.
The necessary switching operations are carried

out by the function selector switch, selector switch
СПУ - RADIO (СПУ - РАДИО), general call buttons,
located on the interphone control boxes, and by
some remotely operated buttons of a sequential
switching, arranged on the helicopter control sticks.
Selector switch MAINS 1-2 (СЕТЬ 1-2) on the
helicopter is shunt, then, it can be set to any position.
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The function selector switches, located on the

interphone control boxes of the pilot and co-pilot,
perform the following switching operations of the
radio equipment coupled with the
intercommunication system:
Position УКР corresponds to the usage of main

VHF command radio set;
Position CP corresponds to the usage of

communication radio set YADRO-1G1;
Position KP corresponds to the usage of standby

VHF command radio set; ccorresponds to the usage
of VHF command radio set (standby);
Position ДР is not used;
Position PK1 corresponds to monitoring direction

finder APK-15M signals;
Position PK2 corresponds to monitoring VHF

direction finder APK-УД signals - if installed on
helicopter;
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The additional communication point, located in the

crew flight compartment door opening in the special
well, is used to establish communication by a flight
technician. This additional communication point has
remotely operated button СПУ and selector switch
АРК-15M-СПУarranged on the right rack bracket.
The specified button is connected in parallel to
switch THR MIC (ЛАРИНГ.) of the flight technician's
additional communication point. This button
duplicates the function of switch THR MIC and is
installed for convenience of operation.
Selector switch АРК-15M-СПУ provides

establishment of one of three signals
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4.1.4. WORK PRINCIPLE
Intercommunication system is divided into two

channels: internal communications and external
communications.
Internal Communication Channel includes:
- Microphone ЛА-5.
- Amplifiers
- Telephone TA56 with high resistance type.
- Outside communication includes:
- Microphone ЛА-5.
- Input Circuits of the radio station
- Output Circuit of the radio station.
- Telephone ТА-56 with high resistance type

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Monitoring for the following:
Direction finder АРК-15М - in position АРК-СВ;

internal СПУ system monitoring - in position СПУ.
The volume knob, switch THR MIC (ЛАРИНГ.),

general call button CALL (ВЫЗОВ), cord for headset
connection are installed on the additional
communication point.
Switch THR MIC - ON (ЛАРИНГ. - ВКЛ.) is located

on the electrical control panel right board with the
use of which the co-pilot, in case of necessity, can
connect the microphone of his headset to the СПУ
amplifier input for a long period of time. In this case,
it is possible to conduct communication without
pressing press-to-talk switch СПУ, located on the co-
pilot control stick.
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Remotely operated switch THR MIC - ON is

installed near interphone control box СПУ, located in
the cargo compartment. The purpose and function of
this remotely operated switch are similar to the
purpose and function of switch THR MIC - ON the
co-pilot electrical control panel.
To provide for a pilot change-over from the internal

communication to the external one and back, button
of sequential switching СПУ - RADIO, type 2КПП, is
installed on each helicopter control stick. While
pressing the trigger of this button, before the
operation of the first stage, an operation in mode
СПУ is ensured, whereas while pressing before
operation of the second stage - an operation in mode
RADIO (external communication) is ensured.
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The intercommunication system provides for the

following:
two-way internal voice communication between

the pilots and other crew members with any positions
of selector switch СПУ - RADIO and function
selector switch on their interphone control boxes,
when the trigger of sequential switching button СПУ
- RADIO is pressed on the helicopter control stick
until the first stage comes into operation (position
СПУ), is established. In this case, the pilot monitors
simultaneously the signals of the communication
facility receiver, to which the pilot's interphone
control box function selector switch is set, with a
decreased volume.
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The radio set transmitter triggering, and

modulation are carried out by the pilots, when the
function selector switch is set to positions: УКР, CP
and KP, and selector switch СПУ -RADIO on the
interphone control boxes is set to position RADIO as
well as while the trigger of button СПУ - RADIO is
pressed on the helicopter control stick until the
second stage comes into operation (position
RADIO).
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In this case, reception is carried out at a full volume

whereas monitoring of the intercommunication
system signals - with a decreased volume.
Internal communication between the co-pilot and

operator is established without pressing button СПУ
- RADIO on the control stick by the pilot, by setting
switches THR MIC, located, respectively, on the pilot
right board of the electrical control panel, and near
the interphone control box in the cargo compartment,
to position ON (ВКЛ.).
Internal communication is continuously being

conducted from the additional communication points
with switches THR MIC set to position ON on the
communication point front panels.
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Momentary internal communication can be

established from the flight technician additional
communication point, when remotely operated
button СПУ is pressed.
Internal conference voice communication is

conducted by every crew member, when the general
call button is pressed and with arbitrary positions of
the selector switches on the interphone control
boxes and additional communication points. In this
case, the user monitors the signal with a decreased
volume of those radio communication facility to
which the interphone control box functional selector
switch is set.
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Transmission of the voice message applied from

equipment ALMAZ-UPM to the pilot earphones with
full volume is possible irrespective of the selector
switch positions on the interphone control box
Transmission of audio signal “Critical Altitude”
(“Опасная Bысота”) applied from radio altimeter A-
037 to the pilot earphones is possible irrespective of
the selector switch positions on the interphone
control box.
Selector switch ППГ-15К with СПУ-АРК positions

is set on the flight technician operating place for
АРК-15М monitoring.
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4.2. PASSENGER PUBLIC INFORMATION

CGU-15
4.2.1. GENERAL
The passengers notice system СГУ-15 is used for:
- Pilot or flight attendant to transmit the information

to pay attention to passengers.
- When the system СГУ-15 is working, the radio

signals from ICS СПУ-7 are prevented and not
transmitted to the passengers.
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- Power supply: 27VDC, Rectifier Bus Bar (Channel

1)
- Pilot control panel
- Flight attendant control panel
- Amplifier Y-15 (For Passengers)
- Amplifier Y-2 (For PIC)
- Speakers with combined transformers (

passengers) : 8 each
- Pilot Speaker pilots: 1 piece (in cockpit)

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- The PIC control panel is located on the left side

above the electric panel
- The speaker of the pilots is located above the flight

engineer seat of the door to cockpit
- Amplifier Y-2 is located on the right hand between

the frames 1 and 2.
- Control Panel of flight attendant is on the left side

of the frame No1 close to the Aircraft door
- Amplifier Y-15 is placed in the RH between frames

No 6-7 in the lateral ones
- Circuit breaker “PAS” is on the CB panel
- Passenger Speakers (2 piece) are in the

Passengers cabin (the right & left of the places
between frame No 4 and 5 and to the frames 13 And
14)
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+ For PIC: The self-control signal of the СГУ-15 is

transferred to the pilot (PIC) headset or speaker
Information from microphone of the СГУ-15 to the

passenger speakers; besides, PIC can hear the
other information come from the all directions.
+ For flight attendant:
Information from “FA” microphone of the СГУ-15

to the passenger speakers.
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Functional test of СГУ-15 for different contact

types:
1/ Turn on the Circuit Breakers "PA", "INT", "CMND

Radio" and "COMN radio"
2/ Functional test of radio communication (For PIC):
- Set selector switch on the SGU control panel of PIC

on “INT” Position;
- Set the switch "INT-RADIO" on the PIC’ SPU

control panel to "RADIO" Position.
- Set the Selector switch on the PIC SPU control

panel to "VHF/COMM" Position.
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- Click the RADIO button (Level 2) on the LH cyclic

stick. The transmitter can transmit, the PIC can hear
by himself via Headset the words he is talking on his
SGU Mike (maybe 1, 2, 3). - - Select the selector
switch on his SPU control panel again on "VHF
radio", or COMM. Radio while keeping PTT push
button on PIC Cyclic stick. In this working mode the
selected transmitter can be on transmitting mode.
- Speak into a microphone and hear himself heard in

the speakers broadcast information in the Cockpit
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- Check the working of the knob volume "SPKR" on

the pilots SGU control Panel by rotating the knob
while talking into the microphone. The voice signal is
increasing When turning the volume knob and the
volume is decreasing when the knob is turning with
opposite direction. To set the selector switch on the
PIC СГУ-15 control panel to position "INT".
NOTES:
To place the СГУ-15 microphone close to the

mouth with distance of 1-2 cm, the angle between
the speaker and the microphone must be 20-30° to
ensure the quality of the broadcast when working
with ДЭМШ microphone.
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3/ To establish the internal communications of the

pilot:
- Switch the mode on the SGU control panel the pilot

put on the position "INT".
- Set the selector switch "INT-RADIO" on the SPU-7

control panels of PIC and Co' pilot to position INT.
- Press and hold the press button "RADIO" on the

Cyclic Stick, say on the Mike (of pilot headset) and
confirm the hearing of himself in the Co 'pilot and
Flight Engineer.
- Press the microphone button ДЭМШ of the

amplifier, to say on the microphone and confirm the
hearing in the pilot speaker and in all pilot’ Headsets.
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4/ The “Notice information to passengers” are

transferred to Passengers Speakers by setting the
selector switch on the PIC SGU control panel to
"PASS" position; To push the button on microphone
ДЭМШ, to say on the microphone and confirm the
hearing in the pilot’ speaker, the speakers in the
passenger cabin and in all pilot headsets.
NOTES:
To prevent damage to the amplifier Y-15, The

system must be disconnected after 10 minutes in the
"PASS" mode by setting the selector switch on the
PIC SGU control panel to "INT" or "STWD" position
at least 10 minutes.
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The “Notice information to passengers” from flight

attendants by pressing the microphone button
located at near the flight attendants control panel,
while saying on the microphone and confirm the
announcement from the speaker in the passenger
cabin.
NOTE:
The “Notice information to passengers” of flight

attendant are only transmitted to passengers when
the pilot did not conduct any communications, it
means the selector switch on the pilot's SGU control
panel is not in the "PASS" position.
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4.3. ORLAN-85ST
4.3.1. GENERAL
- VHF Communication radio station ORLAN-85ST is

used for two-way communication between aircrafts,
between the aircraft and the ground station in VHF
wave bands (m).
- To remain the emergency channel in the frequency

121.5 MHz reception shown by the light and sound
in case of emergency signal in case of damage the
control functions of the station.
- In addition, it is also associated with the Voice Alert

equipment RI-65B or equivalent device to announce
the critical failures of the aircraft for air traffic control
stations
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a. THE BOXES
There are two sets of the VHF/AM radio stations

on the Mi-172: 1 (main) and 01 (standby) can
substitute for each other. Each set includes:
1. Transceiver
2. Control Panel
3. Mounting Frame
4. Antenna
b. LOCATION
- The main and stand-by Transceivers with the

Mounting frame is located in the radio compartment
between frames 16-17 and 18-19.
- Control panel of the PIC (Main VHF station) is

mounted on the LH of the overhead electrical panel.
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- The Antenna (of the Main VHF station) is

mounted on the tail boom between frames 2B-3B.
- Control panel of the Stan-by station is mounted

in the cockpit, in the central equipment panel (The
Console).
- The Antenna of the Stan-by station is placed at

the bottom of the fuselage, in RH nose section,
between frames 18-19.
- Circuit Breakers of the main and stand-by VHF

station (COMMAND RS MAIN, COMMAND RS
STBY) are located on RH overhead Circuit Breakers
Panel.
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4.3.3. MAIN PERFORMANCES
- Power Supply: 27VDC, Battery Bus Bar
- Working frequency: 118.0 to 137.9917 MHz
- The distance between the channel frequencies:

8.33/25 kHz
- The total number of channels: 2400
- Transmission Power on 50 Ohms load: 25-40W
- Modulation coefficient of transmission: 90% (min)

mod. Freq. 1000 Hz
- Output Voltage for self-hearing: 5.0-8.0 V (low

resister) & 20-50 V (high resister)
- Sensitivity of the receiver: 1.5 mv (not less)
- The Squelch Threshold: 1.5 mv (not greater than)
- Voltage of receiver output: 50-100 v (load 600

Ohms)
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- Non-linear distortion factor of the receiver: 7.5%

(max)
- Intermediate frequency: 12.6 MHz and 250 kHz
- Power consumption: 40W (in reception) and

240W (in transmission) Max
- Channel switch time: 60 ms max
- Time switch from receive to transmit: 50ms
- The normal working temperature: -55o to +55o C
- Cycle of receive-transmit: 1minute of transmitting

- 4 minutes of reception
- Operating time limit: 30 000 hours //15 years

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a. RECEPTION
This is the main transceiver condition. The signals

acquired by the antenna which is sensitive to the
electric fields of electromagnetic waves are
delivered to the duplexer and relayed to a broadband
amplifier. They are then mixed with the local
frequency (FL) delivered by the synthesizer. If the
local frequency level is satisfactory, the intermediate
frequency (FI) signals delivered by the mixer are
amplified via a series of intermediate amplifiers. Ever
other signal is rejected by the Fi filters.
The intermediate frequency signals are then

demodulated by the AM detector; the audio signal is
amplified and delivered to the intercommunication
system via the squelch gate.
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To avoid high variations in the audio signal level,

an Automatic Gain Control (CAG) system varies the
gain of FI stages according to the level of the signal
received.
The squelch system (SIL) closes the gate to avoid

internal noise amplification whenever the signal
received is either too low or inaudible. The squelch
gate is open once the Fi signal level is high enough.
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b. TRANSMISSION
The microphone signal is amplified, and its level is

held constant by the amplifier-compressor.
This signal is then delivered to the modulator

varying power stages gain according to its level.
These stages receive traffic frequency from the
synthesizer. The amplified and modulated signal is
delivered to the duplexer. A part of the signal
transmitted is sampled and delivered to the
reception channel to ensure the audio monitoring
function is operative.
The push-To Talk switch is activated prior to

transmission and the signal is delivered to the
antenna where it is transformed into an
electromagnetic wave
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4.3.5. CONTROL PANEL
- Control panel of the PIC (Main VHF station) is

mounted on the LH of the overhead electrical panel.
- Control panel of the Stan-by station is mounted in

the cockpit, in the central equipment panel (The
Console).
1- Frequency Indicator.
2- Emergency mode light.
3- KHz frequency select knob
4- The light sensor of automatic brightness control

circuit
5- Switch ON-OFF of the Emergency receiver
6- The Potentiometer of indicator Brightness Initial

Setting
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7- Noise Squelch Switch
8- MHz frequency select knob
Volume Knob, the working mode indicator is on the

Panel also.
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4.3.6. OPERATION
a. The ORLAN-85ST is supplied by 27V DC:
- The main ORLAN-85ST is powered by 27V DC

from Battery Bus Bar via the 2-k circuit breaker
AZSGK-10-DD COMMAND RS MAIN (item 1/42)
- The Stand - by ORLAN-85ST Station is supplied

by 27V DC from the battery bus bar via circuit
breaker AZSGK-10 COMMAND RS STBY (Item
7/42 See connection diagram of main and stand-by
stations of the diagram 172.7200.04273.2).
b. Radio ORLAN-85ST has the ability to perform

two-way communication with the other contacts
through the intercom. system SPU-7.
- To switch the mode from reception to

transmission is done by pressing the button switch
on the cyclic stick in the second step.
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c. Preparing for working:
- To supply power for the radio by switching

COMMAND RS MAIN or COMMAND RS STBY
circuit breaker. Then the radio starts to work.
- Preparation of the internal communication

system SPU-7: to set the selector switch of SPU-7
control panel to “YKP” (VHF) position or KP for the
stand – by VHF station; to set the switch INT-RADIO
to RADIO position. The stations are ready for
operation.
NOTE: The lock circuit between the two VHF

stations on the Mi-172 is not being applied, so do not
transmit two VHF stations at the same time.
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4.3.7. BAKLAN-20
BAKLAN-20 VHF-radio provides crystal-stabilized

communication between helicopter crew and ground
control tower, and between airborne helicopters.
Radio set incorporates:
- transceiver (unit 5);
- control unit (unit 4).
The helicopter is equipped with two radios, main

and stand-by.
The radios are supplied from battery bus through

CMND RADIO and CMND RADIO STBY circuit
breakers at the right circuit breakers panel.
BAKLAN-20 radio is installed at Mil-8MTV, Mil-

8AMT, Mil-171 and Mil-172
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4.4. YADRO-1 HF-RADIO
YADRO-1 HF-radio provides crystal-stabilized

simplex communication between helicopter crew
and ground control tower at no less than 400
kilometers as per the radio forecast, and between
airborne helicopters.
The radio is designed in blocks. All the blocks,

except that one of remote control, are installed in the
radio compartment between the frames No. 13 and
16. Remote control block is installed in the cockpit
under the right blister between the frames No. 3H
and 4H (at Mil-8MT, Mil-8MTV, Mil-17-1V types) or
at the right-side electrical control panel (at Mil-8AMT
and Mil-171 types).
The radio operates in double-beam wire antenna

with aerial lead-in in the area of Frames No. 15 and
16, at the starboard.
The radio is controlled from the control panel.

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4.4.1. MAIN TECHNICAL FEATURES
1. Frequency and frequency net: 2000-17999.9 KHz

(2-17.9999 MHz) with 100Hz or 1 KHz depending on
the type of Control Panel.
2. Working Conditions:
- Ensuring continuous working in 6 h with the cycle

of 1minute transmission and 3 minutes of reception,
following the conditions: 9100m or 12000m of the
height depending on the type of coordinated antenna
block Б5А-ЯР1.
- Temperature Range: -55 to +55 o C
- Mechanical Overload: 12 g
3. Preparation time: 15 minutes work in normal

conditions.
4. Working mode:
- Amplitude Modulation Mode
- Single side band (SSB- OM);

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- Compression of the carrier wave and lower side

band is not less than 40 dB in comparison with peak
power.
5. Sensitivity of the receiver: the calculation ratio of

the Useful Signal Noise /Noise is more than 10db
- In AM Mode: 5 µv
In OM mode: 3 µv
6. Output of the receiver:
- In high ohm’s load: ³ 40v
- In low ohm’s load: ³ 7v
7. The Transmission power (on the load 50 Ohm):
- Not less than 100W on the frequency range from

02 to12 MHz;
- Not less than 50W on the frequency range from 12

to 17.9999 MHz
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8. The level of modulation:
- Modulation factor is from 80% to 100% in the AM

mode when frequency of audio modulation signal is
1000 Hz, the voltage of modulation is 0.25V and the
voltage of modulation is 0.05V in the LSB
9. Power supply: 640W of the 27v DC in the

transmission mode, 280w in reception. 2.10.
Ventilation system: to use for cooling of the receiver-
transmitter component.
10. Protection: the overload, over temperature,

pressure is protected according to the coefficient of
running wave.
11. The ability to test: The build-in test system if

available to conduct the self-test and troubleshooting
of the HF station failures.
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4.4.2. THE DESIGN
Receiver-exciter and power amplifier are

incorporated into the Monoblock unit due to their
installation at the same shock mount. The blocks are
fixed at the shock mount with bearing-type span
latches. At the same time, the shock mount protects
the units from any mechanical damage and provides
electrical connection between the blocks and lead of
the electric circuits of the units with other blocks and
with airborne electrical circuit.
Air manifold to deliver the air to power amplifier unit

for its normal temperature condition is installed at the
bottom of the shock mount horizontal panel. Airflow
is generated with electrical fan which is installed at
the input of the manifold at the rear of the shock
mount.
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As the fan is supplied with 115V 400Hz alternating

current, and the radio is supplied with 27 V direct
current, a helicopter is provided with the converter,
fan power unit. Fan power consumption is 70 V*A.
Antenna coupler in made as a rectangular box and

is fixed with shock absorbers to the structure.
Terminal circuits of the radio («IN», «OUT»,

«START») are connected to ÑÏÓ-7 interphone
device in MED positions of switches at the
interphone control boxes of left and right pilots.
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4.4.3. REMOTE CONTROL UNIT
Remote control unit allows frequency setting,

operation mode choice, volume adjustment, squelch
level, and engagement of the self-test. For this, the
face of the panel is supplied with:
- frequency setting knobs, with right knob being dual-

function knob;
- digital device of drum type;
- radio on/off button, and AS/SSB mode selector

switch;
- volume adjustment knob;
- squelch step adjustment knob and disengagement

of the squelch system;
- TUNING and EMERG light annunciators to indicate

tuning period and any emergency;
- eye of visual indication and control button.

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The most important signatures, digits and symbols

are illuminated with built-in red light.
1. Squelch Threshold
2. Tuning Indicator
3. Test Light
4. Test Button
5. Defect indicator
6. Volume Adjustment
7. Frequency Selector
8. Mode Selector switch
9. Frequency Indicator

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4.4.4. COMM RADIO CIRCUIT BREAKER
The radio is supplied with direct current either from

rectifier bus and from APU bus (at Mil-8AMT, Mil-171
modifications) or from rectifier bus (at Mil-8MT, Mil-
8MTV, Mil-17-1V modifications) through COMM
RADIO circuit breaker at the right electrical sub-
panel.
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4.4.5. SEVERAL OPTIONS OF SETS
YADRO-1 radio has several options of sets.
Description Code YADRO-1А YADRO-1А1 YADRO-1Г1
Receiver-Exciter Б1-ЯрП-IA + + +
Power Amplifier Б4-ЯрI + + +
Antenna Coupler Б5-ЯрI + - -
Antenna Coupler Б5A-ЯрI - + +
Shock mount Б10Б-ЯрI + + -
Shock mount Б10В-ЯрI - - +
Remote Control Unit with Setting of Any Frequency Б7А1-ЯрI + + -
Remote Control Unit with Setting of Any Frequency and Multiplex System Б7А2-ЯрI - - +
Fan Power Unit Б18-ЯрI + + +

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4.4.6. CONNECTION DIAGRAM

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4.4.7. OPERATION
a. OPERATION INSTRUCTION
The usage of the HF station Control Panel Б7А1-

ЯР1 is to select the working frequency, the working
mode of the radio station up to 30 m.
The HF station Control Panel Б7А1-ЯР1 is

presented as below:
- To select the frequency with step of 100Hz in the

range of 2 to 17.9999 MHz
- To Select the operation mode of the station (the AM

or LSB).
- To adjust the volume of the receiver.
-To adjust the squelch threshold of the noise.
-To indicate the tuning period (HACTP) indicator.
- To indicate the ABAP indication in case of the

failures of the station (over temperature, defects…)
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b. FUNCTION TEST
Function test of the HF communication IADRO-1A

is in the following step (Note: for the safety purpose,
to confirm that the Circuit Breakers, switches,
buttons… of the other equipment not in use are in off
or in required positions):
- To supply the 27 V DC power for the HF

communication IADRO-1A on the Mi-172 helicopter
is come from the rectifier bus bar (APU)
-Turn on the Circuit Breaker of the HF and ICS

system.
- Set the mode selector switch on HF control Panel

to the desired position (AM or OM).
- The light HACT is illustrated about 9 seconds.
- To set the Selector switch of the Pilot ICS system

on KB (HF) position.
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- To Press the button КОНТРОЛЬ on the HF control

Panel. The КОНТР light is goes on and the sound of
800Hz signal is available in the headsets of the pilot.
- Set the working frequency according to ATC

station. Conduct a HF radio contact with the ATC
station to confirm the quality of the contact
-Turn off the HF station and ICS system.
NOTES
- Do not conduct any transmission activities of the

HF station when tuning cycle is not completed the
indicator HACTP is still light.
- Do not conduct any transmission activities of the

HF station when the light ABAP is appeared
- Carefully conduct the task for checking the antenna

condition of the HF station
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4.5. PИ-65
4.5.1. GENERAL
РИ-65Б voice information equipment informs the

crew (through the interphone) and ATC controller
(through the airborne command radio) of any
emergency in flight.
Voice information equipment incorporates:
- РИ-65-10 unit (voice message device);
- РИ-65-20 unit (remote control panel).
РК-РИ-65 junction box with the switchgear (relays,

semi-conductor diodes, terminal blocks) is also in
the set. РИ-65Б is supplied from the battery bus
through ПМ-2 fuse at the fuses panel. The supply is
switched on with РИ-65: ON-OFF switch at the left
electrical control panel. With this switch in ON
position, SWITCH ON РИ-65 light annunciator goes
out. РИ-65 is ready for operation immediately after
the switching of its power supply.
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4.5.2. MAIN PERFORMANCE PARAMETERS
Number of Recorded Voice 16 maximums

Messages
Time of One Cycle (two 10 - 12 seconds

playbacks)
Dynamic Range 35 dB minimum
Power Supply Voltage 27 V ± 10%
Power Consumption 35 W maximum

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PИ-65-10 unit (voice message device)

automatically sends voice messages to crew
interphones and to command radio input when any
signals from airborne systems sensors are sent to
input.
PИ-65-10 unit consists of:
- PИ-65-11 tape-moving mechanism with auto

control device;
- PИ-65-12 signal priority selection unit;
- PИ-65-13 linear commutator of magnetic heads to

connect the required head and playback amplifier;
- PИ-65-14 playback amplifier.
The feature of the device is the use of tape moving

mechanism and of two 8-channels units of the
magnetic heads for the record and for the playback.
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Voice messages are recorded at P -65-10 with P -

65-50 ground recorder. Magnetic tape with voice
messages recorded at different P -65-10 is not
recommended to use in P -65-10 due to possible
distortion of voice messages during playback.
Any monitored message can be disconnected

during playback and the signal can be sent to
transfer the command radio from TRANSMISSION
mode into RECEPTION mode. Disconnection is
made with OFF button.
РИ-65-10 is operative, when with TEST button

pressed a message is played back at the 16th
channel.
РИ-65-10 is installed at the port side of radio

compartment between the frames No. 20and 21. РК-
РИ-65 junction box is also installed there.
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P -65-20 remote control panel provides the control

of P -65-10.
The face of the panel is equipped with:
- ОТКЛ (OFF) button for the monitoring of the

message with the switch of the radio from
transmission to reception;
- ПОВТОР (REPEAT) button for the repeat of the

message;
- ПРОВЕРКА (TEST) button for the test of voice

message unit on the channel No.16;
- УСИЛ-ВЫКЛ (AMPL-OFF) switch which is out of

use at the helicopter;
- Small-size red illumination equipment.
P -65-20 is installed at the left-side electrical

control panel.
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4.5.3. OPERATION
Channel Voice Message

No.
1 Board No.... Fire in left engine

compartment
2 Board No... Fire in right engine

compartment
3 Board No... Fire in main gear box

compartment
4 Board No... Fire in heater compartment
5 Hazardous vibration of left engine
6 Hazardous vibration of right engine
7 Main hydraulic system failed
9 Emergency fuel reserve
10 Service tank pump failed

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11 Right fuel tank pump failed
12 Left fuel tank pump failed
13 Icing
14 First (left) generator failed
15 Second (right) generator failed
19 Low Oil Pressure in Main Gearbox
20 Low main rotor rpm
21 High main rotor rpm
22 Low oil pressure in right engine
23 Low oil pressure in right engine
24 Chips in oil gearbox
25 Chips in right engine oil
26 Chips in left engine oil
48 Information reporting system unit Î. Ê.

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A signal from the airborne sensor goes to signal

priority selection unit (PИ-65-12 unit), from where
the signal is sent to heads linear switch (PИ-65-13
unit) to connect the required channel of the head,
and to PИ-65-11 unit to switch tape-moving
mechanism on. With the signal available, the sound
carrier starts to be transported through the slot of the
magnetic head.
Pre-recorded message is played back as sound

frequency signals. After the preamplification in PИ-
65-13 unit and final amplification in playback
amplifier (PИ-65-14 unit) up to desired level, the
signal goes to all the interphone control boxes, while
the messages sent at 1-4 channels also go to the
input of command radio transceiver, thus putting it
into TRANSMISSION mode.
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After the processing of the message, the signal

from PИ-65-11 unit goes to PИ-65-12 unit to set the
voice information system back to stand-by mode.
«Board. » means registration number of the

helicopter assigned by its operator. The messages
transmitted through the radio should have «Board
No... » words before the text of the message to be
recorded by the operator.
19-26 channels are used at Mil-172 helicopter

only.
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CAUTION:
1- To repeat any warning message, press push-

button “Repeat” on control panel only after
completion of the playback cycle for the specified
warning.
2- Time of depression of push-button “Repeat” is not

less than 1 second.
3- Do not turn on the Command VHF/AM radio

station. In case of conducting functional test for the
first 04 messages (fire...), when fight operation is
going on.
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4.5.4. FUNCTIONAL TEST (on ground)
1- Connect ground power supply (AC/DC)
2- Turn off “COMM RADIO” circuit breaker
3- Turn on “INT” circuit breaker
4- Turn on the IRS switch: Annunciator “SWITCH

ON IRS” should be get out
5- Press push button “TEST” on IRS control panel.

The voice warning “The voice warning system is
serviceable” should be heard in pilot headset
6- Turn on and off the circuit breakers: FUEL TANKS

PUMPS, MAIN HYDRAULIC SYSTEM...and
switches generators;
In case of zero pressure in the hydraulic system

and in fuel system, as well as zero voltage on
terminal of generators, the following voice warning
messages will be head in pilot’s earphones:
- Failure of fuel service tank pump

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- - Failure of the left fuel tank pump
- - Failure of the right fuel tank pump
- - Failure of left – hand generator
- - Failure of right – hand generator
7- Press “IV-500E Test” push button on the left side

electrical panel; the following voice warning
messages will be head in pilot’s earphones:
- Abnormal vibration in the left engine
- Abnormal vibration in the right engine
8- Simulate the other warning signals and designed

voice warning messages will be head in pilot’s
earphones
9- Turn off the IRS switch, switches and all CBs.
10- Disconnect ground power supply (AC/DC)

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4.6. П-503
4.6.1. GENERAL
Voice recorder П-503Б is used for magnetic

recording audio signals arriving at the pilot's
earphones applied from the helicopter radio
equipment internal and external communication
links. The information recorded by the voice recorder
is used for an objective assessment of the crew and
ground communication center operations.
Composition of voice recorder П-503Б is the

following:
• recording device - 1 pc;
• control panel ПУ - 1 pc.
• recorder unit JB (from helicopter №2802 and on

№2410, 2505).
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4.6.2. LOCATIONS
Arrangement of the voice recorder on the

helicopter is the following:
The control panel ПУ is installed on the left side

board of the upper electrical control panel.
The recording device is installed on the tail boom

under the housing, in the area of frames Nos 11б
and 14б. The dome light with lamp 1 and switch 4
are installed on the bracket above the recording
device to provide its illumination. The recording unit
JB is installed on the RH side in the cockpit between
frames №№ 4H-5H (from helicopter №2802 and on
№2410, 2505).
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4.6.3. OPERATION
On the ground the voice recorder is energized by

the toggle switch from the voice recorder control
panel. When the helicopter becomes airborne, the
voice recorder power is switched on automatically by
means of the nose landing gear shock strut limit
switches irrespective of the toggle switch position on
the voice recorder control panel.
The time signal recording channel is not used.
The standby voice recorder set installation on the

present helicopter is not provided for
Maintenance toggle switch WTM ON CONT -

FROM CP (ВКЛ. МПП НЕПР. - OT ПУ) on the
recording device should be set to position FROM
CP.
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Toggle switch RVS ON - OFF (РЕВЕРС ВКЛ. -

ОТКЛ.) should be set to a position depending on the
flight mission, while performing the pre-flight
procedures. When the flight duration is up to 4
hours, it is allowed to use the mode of the engaged
automatic reverse. The information flow is not
possible.
When the flight duration is exceeding 4 hours but

not more than 9 hours the mode of the disengaged
automatic reverse can be used. In this case to avoid
the information flow, the feed reel should have a full
sound recording medium.
Provided on helicopter is an automatic delay of the

recording device deactivation for 5 min ±7% after
compression of the main landing gear or pressure
drop in the helicopter main and auxiliary hydraulic
systems.
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4.6.4. FUNCTIONAL TEST
- Turn on the A/C Electrical Power Supply (27 DC

voltages, Battery Bus Bar)
- Turn on the SPU-7 system
- Set the ON-OFF switch to ON position
- Set the working mode switch to Continuous

Record, the Recording light should be come on
- Set the working mode switch to Automatic Record,

the Recording light should be get out.
- To carry out the intercommunication from any crew

member position, the Recording light should be
come on. To stop the intercommunication, the
Recording light should be get out.
- To set the switch of resource of recorded signal to

Mike, to say the numbers 1, 2, 3 ..., the Recording
light should be come on.
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ELECTRICAL GENERATING SYSTEM COMPRISES: 5. ELECTRICAL POWER SYSTEM ATA 24
Mil-172 helicopter electrical equipment combines

1 PRIMARY ELECTRICAL POWER SYSTEM;
electrical generating system, electrical load
distribution system and electrical power consumers.
2 SECONDARY ELECTRICAL POWER SYSTEM;
Electrical generating system comprises primary
3 EXTERNAL POWER SUPPLY. and secondary generating systems, and ground
power supply.
Electrical load distribution system is used to

transfer electric power from its sources to the
consumers, to protect consumers and power
sources from overloads and short circuits, and to
regulate and control power sources and consumers.
Units and devices of different helicopter systems

together with instruments and avionics are power
consumers.
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5.1. PRIMARY ELECTRICAL POWER SYSTEM
The system of generating the 115/200 V 400 Hz three-phase AC voltage is considered as the primary electrical power system on the
helicopter. The generating system consists of two channels operating separately. The rated power amounts to 80 kVA, of the channel - to 40
kVA.
With normal operation each channel of the generating system feeds its buses the maximum load to which is distributed uniformly. Fed from
the channel №2 buses are rectifying device №2, transformer TC310CO4Б, 115V - 400Hz single-phase AC voltage services, ice protection
system of glasses and dust protection device, and from the channel №1 buses - the rectifying device №1, ice protection system of main and
tail rotors.
With failure of generating system channel №1 on the helicopter provision is made for power supply of rectifying devices №1 and №2, 115V -
400Hz single-phase AC voltage services, transformer TC310CO4Б and ice protection system of glasses and dust protection device.
With failure of generating system channel №2 on the helicopter provision is made for power supply of: rectifying devices №1 and №2, 115V
- 400Hz single-phase AC voltage services, transformer TC310CO4Б, ice protection system of glasses and dust protection device. Power supply
of the ice protection system of the main and tail rotors is backed up with the dust protection device removed only.
Should the whole generating system fail power supply for the loads required for completion of flight and safe landing is provided from the
standby power sources.
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5.2. SECONDARY ELECTRICAL POWER SYSTEM
The helicopter is provided by the following secondary electrical power system:
1. The 36V - 400Hz single-phase AC voltage system is fed with power from the 115V - 400Hz single- phase AC voltage primary system
through the main or standby transformer TP115/36. The system is intended to provide power for the instruments used for checking the power
plant and hydraulic system.
2. The 36V - 400Hz three-phase AC voltage system draws power from generating system channel №2 through the main or standby
transformer TC310CO4Б rated at a power of 1kVA. Provision is made in the system for backing up of transformer TC310CO4Б power supply
with failure of channel №2 by switching power over to channel №1.
With failure of both channels the system draws power from converter ПТС-800-БМ through standby Transformer TC310CO4Б.
With failure of main transformer TC310CO4Б three-phase 36V - 400Hz voltage the loads will be fed from standby transformer TC310CO4Б
drawing power from any operating channel through the buses of converter ПТС-800-БМ.
3. The 27V DC voltage system draws its power from both channels of the generating system through two rectifier units BY-6Б rated at a
power of 6kVA. The DC system is a two-channel one with a rectifier unit in each channel. With failure of one rectifier unit the buses of both
channels are combined, and all the DC loads will draw their power from the operating rectifier unit.
With failure of one of the primary system channels the two rectifier units are fed from one operating channel.
With failure of both channels power for the loads required for completion of the flight and safe landing is provided from the standby DC power
sources - two storage batteries NCSP C 25150 (one in a channel) and starter-generator CTГ-3 of APU motor when it operates as a generator
for 30 minutes. In this case, the storage battery buses of the channels are combined.
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4. Use is made of the following helicopter standby power supply sources: two storage batteries NCSP C 25150; converter ПТС-800-БМ;
starter-generator CTГ-3 of the APU motor.
The two storage batteries with converters ПТС-800-БМ provide power for the loads required for safe landing of the helicopter with failure of
the primary electrical power system.
Continuation of flight with failure of the primary electrical power system is made possible for 20 to 25 min only with simultaneous operation of
the storage batteries complete with starter-generator CTГ-3 of the APU motor, operating as a generator. In this case, the equipment is fed with
AC current from converter ПТС-800-БМ.
This mode of operation of the standby power sources may be used on ground (when the helicopter is based outside the aerodrome) for
checking the equipment.
Due to limited power of starter-generator CTГ-3 (3 kW) the equipment is allowed to be checked by in-turn connection of the loads.
5.3. EXTERNAL POWER SUPPLY
On ground, with inoperative engines, the airborne electrical system is fed with 115/200 V three-phase
AC voltage from airfield power unit for which purpose the helicopter side mounts ground supply plug connector ШРАП-400-3ф.
To switch on the DC external power source to the board mains connect the receptacle of external source wire bunch to plug ШРАП-500К on
the helicopter.
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5.4. AC ELECTRIC POWER
Primary electrical generating system and

secondary alternating current generating systems
comprise one alternating current system, which is
used to supply the consumers with all the kinds of
alternating current.
Sources and inverters of alternating current

system are as follows:
- generating system;
- two ТС310С04Б transformers;
- two Tp115/36 transformers;
- ПТС-800БМ inverter;
- СПО-9 inverter.
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Generating system to supply helicopter equipment

with 115/200 V 400 Hz three-phase alternating
current consists of two separate channels and
includes:
- two ГТ40ПЧ8В generators;
- two БРН120Т5А voltage control units;
- two БЗУНП355Г protection control units;
- two РМ-355Г frames;
- two blocks of БТТ40БТ current transformer;
- БЧФ-208 phase-sequence unit.

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5.4.1. TURNING-ON OF SYSTEM
The system is controlled from pilots' electrical

control panel. Alternating current system is switched
on after engines start-up with minimum 92% of main
rotor rpm.
Before generators switching, the system should be

checked with GENERATORS switches pressed in
CONTROL position. GEN I FAIL, and GEN II FAIL
light annunciators should go out in 5 seconds
maximum. After the release of the switches, these
light annunciators should illuminate again.
To switch the system on, GENERATORS switches

should be set in both 1 and 2 positions, provided that
generator No.2 should be on first, and then, if direct
current ground power supply is on, EXT PWR switch
should be set in OFF position.
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When standard voltage and frequency will be

reached at the generators' terminals, they will
automatically connect to airborne electrical wiring
system and GEN I FAIL, and GEN II FAIL light
annunciators will go out.
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5.4.2. CHECK OF LOAD VOLTAGES AND

CURRENTS
The voltage is checked with the wafer switch

against ВФ04-150 voltmeter readings. A, B, C phase
voltage of generators No.1 and 2 or ground power
supply voltage and ПТС-800БМ inverter buses
voltage can be checked depending on VOLTAGE
CONTROL GENERATORS - EXT PWR switch
position. Phase voltage should be within 115…119V
range.
Presence of voltage across buses 3 - 400Hz 36V

may be indicated by the operation of gyro horizon A
-3K located on the instrument panels.
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Load current of generators is checked in the most

loaded phase against АФ1-150 ammeters readings.
At standard conditions, load current should be as

follows:
- for generator No.1 in the 10…30A area;
- for generator No.2 in the 10…100A area.
In case of flight in icing conditions, load current

should be as follows:
- for generator No.1 in the 80. 110A area;
- for generator No.2 in the 80…100A area.

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5.4.3. TURNING-ON OF STANDBY SOURCES
The switches of TP-P 36 B and ПТ stand-by power

sources should be set in AUTO position.
In case of both generating system channels failure,

ПТС-800БМ inverter will actuate automatically and
ПТС ON light annunciator will illuminate. In case of
single channel failure, the inverter will not actuate.
With failure of main transformer TC310CO4,

standby transformer TC310CO4 will be
automatically turned on in operation causing the 36
V STBY light annunciator to come on.
An inverter or a stand-by transformer can be

switched on manually, with ТР-Р 36 В and ПТС
switches in MANUAL position. After ПТС ON light
annunciator illumination, inverter voltage should be
checked with the wafer switch set in required
position.
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5.5. DIRECT CURRENT SYSTEM
Secondary direct current system and stand-by

power sources with distribution buses, commutation
and protection equipment, control and warning
equipment make direct current system to supply
helicopter equipment with 27 V direct current.
Power sources of direct current system are:
- two ВУ-6Б rectifiers with ДМР-200ВУ units;
- two 20НКБН-25 batteries;
- СТГ-3 starter-generator of АИ-9В APU with

protection and control equipment.
Commutation and protection equipment of the

system is installed in left, right and DPD junction
boxes and at fuses panel
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5.5.1. SYSTEM SWITCHING
Direct current system is controlled from pilots'

right-side electrical control panel.
Direct current system is switched on with ground

alternating current source connected to helicopter or
with airborne alternating current system, provided
that rectifier protection units in right and left junction
boxes should be on.
To switch direct current system on, following

switches should be set in ON position:
- BATTERY 1 and BATTERY 2. ВУ 1 INOPER, ВУ 2

INOPER annunciators should illuminate;
- RECTIFIERS 1, RECTIFIERS 2.
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After load connection to battery buses (15 A

minimum for each channel), ВУ 1 INOPER and ВУ 2
INOPER light annunciators should go out, and
rectifier buses will connect to battery buses of their
channels.
During the equipment check from ground power

supply and load decrease down to 15 A per channel,
self-shutdown of rectifier is possible. In this case,
rectifier switching off is recommended.
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5.5.2. STAND-BY GENERATOR SWITCHING

AND EQUIPMENT CHECK
Before the switching of СТГ-3 starter-generator,

АИ-9В APU should be started, and when it will reach
its normal rpm, STBY GEN switch should be set in
ON position.
For the equipment test from СТГ-3, EQUIP TEST

switch should be on, EQUIP TEST red light
annunciator should illuminate, and all the direct
current buses will join and connect to СТГ-3
generator.
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ATTENTION
1. Due to limited capacity (3 kW) of СТГ-3 starter-

generator, the equipment should be tested
alternately.
2. To deter batteries discharge to electrical wiring

system in case of any failures in СТГ-3 feeder, the
absence of discharge current should be checked
against batteries ammeters. If there is any discharge
current, EQUIP TEST and STBY GEN switches
should be set in OFF position
After the test, STBY GEN and EQUIP TEST

switches, АИ-9В APU and batteries should be off
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5.5.3. VOLTAGE, LOAD CURRENTS CHECK
Batteries, rectifiers and stand-by generator voltage

is tested before their connection to electrical wiring
system with the wafer switch set in BATT 1 and
BATT 2, RECT 1, RECT 2 and STBY GEN positions.
Stable readings of voltmeter should be as follows:
- 24 V minimum at batteries;
- 26...29 V at rectifiers;
- 27...29 V at stand-by generator.
Stand-by generator voltage is readjusted with BC-

25TB VOLT ADJUST resistor.
Rectifier bus voltage at channels No. 1 and 2 is

tested after ВУ-6Б No. 1 and 2 rectifiers switching
with the wafer switch set in BUS ВУ CHAN 1 and
BUS ВУ CHAN 2 positions, provided that buses
voltage should be 26...29 V against voltmeters
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Currents are tested with A-1 ammeters with the

load connected to system buses. Load current for
rectifier of the channel No.1 is 90...160 A, and for
rectifier of the channel No.2 is 118...130 A.
Maximum load (difficult weather, anti-icing system
operating) for channel No.1 is 190 A maximum, and
for channel No.2 is 139 A maximum. Load current of
stand-by generator should be 100 A maximum.
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5.5.4. ДМР-200ВУ UNITS CONTROL
Function of short-circuit protection either ДМР-

200ВУ rectifiers with more than 15 A load for each
channel is monitored with short-term (1-minute
maximum) press of ДМР-200ВУ 1-2 TEST-
RETURN switch in TEST position. If the units are
operative, ВУ 1 INOPER or ВУ 2 INOPER light
annunciators should illuminate. After the check, the
switches should be pressed for 1 minute maximum
in RETURN position until light annunciators go out.
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5.6. EXTERNAL POWER ELECTRICAL

SYSTEM
External power electrical system is used for

ground supply of electrical wiring system without
engines running and consists of alternating current
system and direct current system.
To connect ground direct current source to

electrical wiring system, a socket of ground supply
should be connected to ШРАП-500K plug at the
helicopter. EXT PWR ON light annunciator should
illuminate. After light annunciator illumination and
check of ground power supply voltage, EXT PWR
switch at direct current panel should be on.
With EXT PWR switch on and correct polarity of

ground power supply voltage, blocking relay
disconnects switching circuits of rectifiers, batteries,
and СТГ-3 starter-generator, while ДМР-200Д unit
connects battery bus and rectifier bus.
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To connect alternating current ground source to

electrical wiring system, a socket of ground source
harness should be connected to ШРАП-400-3ф plug
at the helicopter. EXT PWR ON light annunciator
should illuminate. After light annunciator illumination
and check of ground power supply voltage, EXT
PWR switch at alternating current panel should be
on.
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5.6.1. STATIC ELECTRICITY PROTECTION

DEVICES
To equalize helicopter body potential about ground

potential, there is a cable with spike for body-to-
ground connection while parking. Before the flight,
the cable is coiled and is put into the access door on
the left side of airframe nose section between the
frames No. 4H and 5H.
Before the fueling, reliability of both the helicopter

and fuel truck grounding should be checked.
Main landing gear legs are fitted with grounding

pins to touch the ground on landing and to remove
electrical charge from helicopter surface.
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5.7. SWITCH-GEARS BUSES OF MI-172

HELICOPTER
Sources-to-customers power transfer and

connection between the sources is made with
distribution buses, which are installed inside the
junction boxes and fuses panels. A bus is a short
copper sheet segment of helicopter circuit.
Following distribution buses are installed at the

helicopter:
ALTERNATING CURRENT
115/200 V 400 Hz 3 GENERATOR No.1 BUSES;
115/200 V 400 Hz 3 GENERATOR No.2 BUSES;
115/200 V 400 Hz 3 GENERATOR BUSES;
36 V 400 Hz 3 BUSES;
36 V 400 Hz 1 BUSES;
115/200 V 400 Hz 3 ПТ BUSES.

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DIRECT CURRENT
BATTERY BUS CHANNEL No.1;
BATTERY BUS CHANNEL No.2;
ВУ BUS CHANNEL No.1;
ВУ BUS CHANNEL No.2;
APU ВУ BUS;
APU BATTERY BUS.

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6. EQUIPMENT AND FURNISHING ATA 25
The furnishing equipment of the helicopter is the equipment ensuring the necessary conditions for performance of the flight and includes
removable equipment in the crew cabin. the furnishing and equipment of the passenger cabin and the emergency equipment of the helicopter.
The furnishing and equipment in the crew The furnishing and equipment of the The emergency equipment of the
cabin passenger cabin helicopter
- Pilot's Seats - Passenger Seats - Three The life raft. TSO- C70TYPE1
- Flight Engineer's Seat - Twenty-six life jackets ALJ - 85
- Instrument Flying Blinds - Three subsea acoustic beacons
Glare Curtain
- Hook for Suspending Bag with Flight

Documentation
- First Aid Kits
- Light Filters
- Handles on Forward Posts of Blister

Openings
- Error Correction Table Cassettes

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- Crew Cabin Floor Mat
- Heat and Noise Insulation
- Mirrors for Observing Main Rotor System
- Rear View Mirrors
- Emergency Axe
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6.1. PILOT'S SEAT
1. Seat Pan
2. Safety Harness Straps
3. Seat-Back Cushion
4. Strut-to-Seat Attachment Eye
5. Lever
6. Core
7. Seat Back
8. Cross- Piece
9. Ball- Type Lock Body
10. Lock Ball
11. Strut with Seat Frame Deflection Mechanism
12. Ball-Type Lock Spring
13. Spring
14. Guide
16. Tube
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17. Strut Spring
18. Eye Attaching Strut to Bracket on Floor in Flight

Compartment
19. Bracket
20. Looking Pin
21. Retainer
22. Spring
23. Carrier
24. Bushing
25. Sleeve
26. Cotter Pin
27. Handle
28. Handle
29. Mechanism Control Cable with Bowden Sheath

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6.2. PILOT'S HARNESS STRAPS
1. Clamp
2. Upper Shoulder Harness Strap
3. Buckle
4. Lock Base
5. Lock Cover
6. Spring
7. Hook
8. Clamp
9. Locking Shackle
10. Left Lower Shoulder Harness Strap
11. Corset
12. Left Waist Harness Strap
13. Buckle
14. Main Buckle of Waist Harness Strap

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16. L-Shaped Buckle of Lower Shoulder Harness

Strap
17. Look
18. Ball
19. Handle
20. Buckle
21. Corset
22. Right Waist Harness Strap
23. Right Lower Shoulder Harness Strap
15. L- Shaped Buckle of Lower Shoulder Harness Strap

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6.3. FLIGHT ENGINEER'S SEAT
1. Safety Harness Strap
2. Plight Engineer1a Seat
3. Spring
4. Seat Hinge Bracket
5. Frame Bottom
6. Stop Bracket
7. Ball-Type Retainer
8. Felt Gasket
9. Locator-Pin
10. Latch
11. Pocket
12. Hut
13. Clasp Bar
14. Body
15. Spring Hook

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16. Buckle
17. Cable
18. Spring Hook
19. Spring Hook
20. Lock Spring
21. Plate
I. Helicopter Symmetry Line
II. Flight Compartment Floor Line

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6.4. LIGHT FILTER
1. Bracket
2. End-piece
3. Stem
4. Filter
5. Bolt
6. Spring
7. Nut
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6.5. HANDLE
1. Screw 8AП-2-7808-01
2. Eye
3. Loop
4. Handle
5. Button Fastener 1712c52; 1715c52
6. Mating Part of Button Fastener 1719c52

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6.6. REARWARD VIEW ON PLIGHT

COMPARTMENT
1. Mirror
2. Guide
3. Truss
4. Clamp
5. Screw
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7. FIRE FIGHTING SYSTEM ATA 26
7.1. STATIONARY FIRE EXTINGUISHING

SYSTEM
The built-in fire extinguishing system 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.
Mounted on the helicopter are three sets of the

ССП-ФК equipment and fourteen groups of fire
detectors:
four groups of fire detectors in the compartment of

the main gearbox and service fuel tank;
three groups of fire detectors in each compartment

of LH and RH engines TB3-117BM;
two groups of fire detectors in the compartment of

auxiliary power unit АИ-9В and in the compartment
of kerosene heater KO-50.
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There are two OY-2 portable fire extinguishers,

one in the passenger compartment and one in the
cockpit. One extinguisher is installed on the web of
frame N5, the other one on the right cargo door.
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7.2. SCHEMATIC DIAGRAM
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 CAPП-12ДM (БYP-1-2) data flight
recorder.
- Indication of the fire extinguishing system

operation.
- Fire system serviceability check and operational

readiness.
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7.3. YБШ-4-4 FIRE EXTINGUISHERS
The fire extinguishing system consists of two

YБШ-4-4 fire extinguishers, with supply lines and
sprayers / atomizers, located in the protected
compartments.
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The YБШ-4-4 special aviation extinguisher stores

the extinguishing agent. The extinguisher consists of
a steel spherical bottle of 4 liters capacity and an
adapter with four ПГKц squib heads, pressure gauge
and a safety diaphragm which breaks if pressure in
the bottle exceeds 200±20 kgf/cm due to
overheating
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7.3.1. LAYOUT DIAGRAM OF YБШ-4-4 FIRE

EXTINGUISHERS
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/cm at the temperature of 15°C 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.
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7.3.2. VALVE-TYPE ПГKц SQUIB CONTROL

HEAD
Valve-type squib control head 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 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.
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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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7.3.3. ДПC DETECTORS CHECK (CHART)
If fire is detected visually and the CCП-ФK 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).
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7.3.4. DETECTORS
Fire detector (23) is practically a thermal battery

assembled of three series-connected thermal
couples (26) made of chromium-nickel and alumel
alloy. The working (Ion-inertia) junctions of
electrodes have considerably less sizes than the
non-working (inertia) junctions. Owing to the cutouts
in the cap of the fire detector the working junctions
are open, not protected with insulation from the
environment of the compartment being checked.
The fire detector is coupled with receptacle СОП-

2И-РМ (22) and secured with union nut (28).
The receptacle serves for attachment of the fire

detector to bracket (20) at the place of installation
and connection to the circuit.
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Operation of the fire detector consists in quick

heating of the media surrounding the fire detector,
whose low-inertia junctions, having the small mass,
are heated considerably quicker than the inertia
ones.
Due to the difference in heating temperatures of

the working and non-working junctions the thermal
electromotive force appears on the output pins of the
detector.
Installed on the helicopter are forty-two tire

detectors integrated into fourteen groups.
The arrangement diagram of the fire detectors is

presented in Figure.
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For convenience in service and for revealing the

faulty fire detector, the attachment brackets of
detectors of the same channels in all compartments
are painted similarly:
- Brackets attaching the fire detectors of the first

channel, with red enamel;
- brackets attaching the fire detectors of the

second channel, with grey enamel;
- brackets attaching the fire detectors of the third

channel, with green enamel;
- brackets attaching the fire detectors of the fourth

channel, with blue enamel;
- brackets attaching the tire detectors of the fifth

channel, with yellow enamel;
- brackets attaching the fire detectors of the sixth

channel, with brown enamel.
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7.4. OPERATION
In case of fire in one of the compartments, the

CCП-ФK fire warning system comes 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 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.
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When fire in any compartment is suppressed, the

warning light indicating the fire in that compartment
goes off, but on the left instrument panel the warning
light “FIRE” remains on and should go off only after
the “FIRE WARNING OFF” button is pressed.
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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.
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.
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8. FLIGHT CONTROLS, HYDRAULIC BOOSTER

KAY ATA 27
8.1. GENERAL
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 cyclical changes of the angles of the main
rotor blades.
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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:
- 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.
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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 disabled by using

the ЭМТ-2М solenoid brake interrupt button on the
cyclic control and built into the anti-torque pedals.
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The directional control system is equipped with a

tail rotor pitch limit system (СПУУ-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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8.2. LONGITUDINAL-LATERAL CONTROL

SYSTEM
The longitudinal-lateral control system consists of

the following units:
- Left-seat and right-seat flight controls.
- Longitudinal control linkage.
- Lateral control linkage.
- Hydraulic stop.
- КАУ-30Б hydraulic servos (2ps).
- Spring-loaded mechanisms (2ps).
- ЭМТ-2М solenoid brakes (2ps).
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.
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8.2.1. THE FLIGHT CONTROLS
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.
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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 N10 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 N5 of
nose section are connected to the autopilot
compensating transmitters. The upper angled
longitudinal control bell crank is mounted on frame
N5 of the nose section and is equipped with a roller
stop for a hydraulic stop piston.
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8.2.2. HYDRAULIC STOP
The hydraulic stop limits the rearward tilt of the

swash plate to 2 while the helicopter is on the
ground, preventing main rotor blade contact with the
tail boom. The hydraulic stop is attached to frame N5
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 2 with the hydraulic stop
engaged a force of at least 15 kgf is necessary.
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8.2.3. HYDRAULIC SERVOS КАУ-115
Hydraulic servos, КАУ-115, are installed on the

special bracket behind the MGB and are designed
as hydro-electro-mechanical actuators. The
hydraulic servos operate by one-way flow with
manual control and 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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8.2.4. SPRING LOADED MECHANISMS
Spring loaded mechanisms are connected to the

intermediate bell cranks of controls on frame N5 of
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.
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8.2.5. THE SOLENOID BRAKE ЭМТ-2М
The solenoid brake, ЭМТ-2М releases the load 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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8.3. DIRECTIONAL CONTROL SYSTEM
The directional control system consists of
the following elements:
- Pedals.
- Control linkage.
- Screw mechanism.
- РА-60Б hydraulic servo.
- Spring loaded mechanism.
- ЭМТ-2М solenoid valve.
- СПУУ-52 tail rotor pitch limit system.

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8.3.1. THE PEDALS
The pedals are of parallelogram type and can be

adjusted for pilot height in the range of 75mm using
an adjustment screw which connects the pedal
arms. Maximum travel of pedals from neutral
position (90±5mm) is restricted by adjusted stops.
The pedals are equipped with micro switches which
can switch autopilot directional channel over to
slaving mode.
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8.3.2. THE CONTROL LINKAGE
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 cables are coupled. Cable tension is
adjusted by turn-buckles and must be 80-90 kgf
under an ambient temperature of +15C°).
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HYDRAULIC SERVOS КАУ-115

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8.3.3. SPRING LOADED MECHANISM AND THE

ЭМТ-2М
A load feel spring mechanism is connected to the

intermediate bell crank of the control linkage on the
frame N5H. It is designed to create a forced gradient
or “feel” in the controls.
The ЭМТ-2М 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 ЭМТ-2М solenoid brake is controlled by the

“TRIMMER” button on the cyclic stick.
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8.3.4. THE СПУУ-52 TAIL ROTOR PITCH

LIMITING SYSTEM
The СПУУ-52 tail rotor pitch limiting 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.
The bushing and spring attached to a rod which

connects combined control unit arm with the slide-
valve bell crank of the РА-60Б hydraulic servo. The
spring provides for the reduction of shock loads.
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The bell 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 МП-100М
electric mechanism rod the second arm is connected
to the stop which is equipped with a spring, reducing
shock loads. The limit switch 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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The tail rotor pitch limiting system consists of:
- The БУ-32 control unit which is installed on the

central instrument panel and consists of:
+ Red light-button “OFF”.
+ Traveling pointer to monitor the position of the

moveable stop.
+ Spring-loaded switch to check temperature and

pressure channels.
+ Centering knob.
- ИКД-27Д, а pressure integrated system, installed

under the cockpit floor panel, to measure air
pressure.
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a. OPERATION OF THE СПУУ-52
- П-1 temperature bulb, installed between engine

inlets, to measure air pressure.
- МП-100М linear actuator is attached to the

movable stop mechanism bracket in the MGB
compartment on service tank container sidewall. It is
the executive part of the pitch limiting system and
controls the position of the moveable stop.
- 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.
- A moveable stop mechanism 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.
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b. MOVEABLE STOP OPERATION
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 to the МП- 100М, 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.
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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.
The moveable stop control system is energized by

the “СПУУ-52” circuit breaker and the “СПУУ-52”
switch which is located on the left triangle panel.
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The operation of the tail rotor pitch limit system is

indicated by the position of the moveable needle on
the БУ-32 control panel.
The needle in the full left position indicates that the

stop is retracted, and the maximum pitch angle of the
tail rotor blades is 230 20'. The needle in the full right
position indicates that the stop is completely
extended, and angle of the tail rotor blades is limited
to 170 20'.
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When you turn ON the “СПУУ-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 turn ON the “СПУУ-
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.
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Pre-flight inspection of the system must be done

when the twist grip (“throttle”) is fully to the right,
“СПУУ-52” circuit breaker and “СПУУ-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 to 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.
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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 “СПУУ-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.
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8.4. MAIN ROTOR COLLECTIVE PITCH AND

ENGINES COMBINED 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
НР-3ВМ fuel control units of both engines. 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 a
twist-grip which is mechanically connected to the
turbo compressor RPM governors of the fuel control
units of both engines.
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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.
- КАУ-30Б hydraulic servo.
Two linkages of engine power control.

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8.4.1. THE COLLECTIVE PITCH LEVERS
The collective pitch levers are mounted on

brackets which are installed on the helicopter cockpit
floor panel. The left bracket 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 uncommand
movement. If required, the collective lever can be
moved without releasing the friction by applying a
force of 20-25kgf. The friction brake is released by
the main hydraulic system when the “Friction” button
on the collective pitch lever is pressed.
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The collective pitch lever is equipped with the

following elements: 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.
The right-side collective pitch lever has no friction

clutch adjustment wheel or tactical cargo release
and emergency cargo release buttons.
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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 3-4kgf to
move the lever.
An interconnecting shaft runs 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 N5 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.
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8.4.2. THE MAIN ROTOR COLLECTIVE PITCH

CONTROL LINKAGE
The main rotor collective pitch control linkage

rigidly connects the collective pitch lever with the
swashplate collective pitch lever. It runs parallel to
the longitudinal and lateral control linkages.
The КАУ-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
N5.
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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 N5 which limit
the travel of engines control linkage.
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8.4.3. FREE TURBIN RPM READJUSTMENT

SYSTEM
The free turbine RPM readjustment system

provides a means for the pilot to adjust the 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).
- Distributing shaft with rods and the МП-100М

electric mechanism (installed into engines
compartment).
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Adjusting the free 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.
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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 30°C, move the twist-grip
fully to the right, adjust and maintain 3° of main rotor
collective pitch as indicated by the УШВ-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
40-60°C 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%.
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8.4.4. 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.
The levers are connected to the НР-3ВМ FCU shut

off arms by means of a mixed control linkage.
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 N1 has
occurred.
To shut down the engine, move the lever to its full

rearward position.
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8.4.5. MAIN ROTOR BRAKE CONTROL SYSTEM
The main rotor brake is applied by raising a lever

which is installed 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.
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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 clicked 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.
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CHAPTER 09 Page 239
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9. FUEL SYSTEM ATA 28
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.
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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The helicopter has two main fuel tanks and one

service tank in which fuel is stored.
To increase range and endurance, internal or

external auxiliary fuel tanks can be installed.
There are special pylons, above the side windows,

on which the external auxiliary fuel tanks are
mounted.
For extended or ferry flights, four auxiliary internal

fuel tanks can be installed in the cargo compartment.
The auxiliary tanks may be arranged in different
configurations, including the variant with fuel tanks,
chairs and flap seats.
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9.1. FUEL SYSTEM OPERATION
Fuel is supplied to the engines from the service

tank by one electrically driven 463 fuel boost pumps,
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.
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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-91 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 pumps 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.
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9.2. FUEL SYSTEM UNITS
9.2.1. THE SERVICE FUEL TANK
The service fuel tank is installed in the area

between frames N10 and N13 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. 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.
The lower part of the tank is fitted with an adapter

which is connected to the 463 boost pump and a line
with a check valve for draining fuel from the service
tank.
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9.2.2. ELECTRICAL TYPE VALVE
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
and one 768600MA electrical type valve. The aft line
is equipped with one 768600MA electrical type valve
The electrical type valves are designed to enable

disconnecting the external tanks when flying in a
combat zone. Both valves are controlled by one
switch “Cross feed valve” which is located on the fuel
system control panel. The position of the valves is
indicated by a light on the control panel
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.
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9.2.3. A CENTRAL DRAIN VALVE
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 N8
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9.2.4. 637000 FOUR-WAY VALVE
The 637000 four-way valve 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.

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9.2.5. ЭЦH-91 FUEL PUMPS
Two ЭЦH-91 fuel pumps are electrically driven,

centrifugal, one-stage 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. Two switches, arranged on
the fuel system control panel, control pumps
operation. The delivery of the pump is 3800 lit/h
when pressure drop is not less than 0.8 kg/cm.
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9.2.6. 463Б FUEL PUMP
The 463Б fuel pump 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. Operation of the
fuel pump is controlled by one switch which is
installed on the fuel system control panel. The
delivery of the pump is 4000 lit/h when pressure drop
is not less than 0.8 kg/cm.
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9.2.7. CД-29A PRESSURE SWITCH WITH Д-002

DAMPER
CД-29A pressure switch with Д-002 damper.
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/cm.
The pumps are 2 installed on the web of the frame
N12 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.
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9.2.8. THE 766300A-1 FLOAT-METERING VALVE
The 766300A-1 float-metering valve 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-
91pumps fail.
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9.2.9. SHUT-OFF VALVES
The helicopter fuel system is equipped with five

768600MA shut-off (by-pass) valves, which close
and open fuel lines.
Two shut-off valves are used as fire shutoff 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. Electric power is
given to the switches through the circuit breakers
“FUEL SYSTEM. SHUT-OFF VALVES. LEFT,
RIGHT”. The yellow lights - LEFT CLOSED, RIGHT
CLOSED indicate the closing of the shut-off valves
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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 OPEN. The valves 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 panel. The
yellow light “CROSS-FEED CLOSED” indicates that
the valve is in the closed position.
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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. BYPASS” located on the middle
panel of the electrical control panel. Electric power
to the switch is through the circuit breakers FUEL
SYSTEM. BY-PASS VALVE
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9.2.10. DRAIN FUEL TANK
Drain fuel tank is installed on the fuselage left side

between frames N4 and N5.
The drain fuel from the fuel system units is drained

into the drain tank. The lower part is equipped with a
600400M drain valve. Fuel is drained from the tank
after each helicopter landing.
The drain system of the tanks is a line which

connects the upper parts of all fuel tanks to each
other and leads to the fuselage skin on the right side
of the fuselage between frames N12 and N13. In the
hydraulic compartment the line is looped with a vent
line on top for venting into the atmosphere.
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9.2.11. A 610200A SOLENOID VALVE AND

11TФ30CT FUEL FILTER
The auxiliary power unit APU (AИ-9B) is supplied

by fuel from the service fuel tank. The APU fuel line
is equipped with a 610200A solenoid valve and
11TФ30CT fuel filter.
Solenoid valves 610200A are intended for control

of fuel supply to auxiliary-power unit АИ-9Вand
kerosene heater KO-50. The solenoid valve installed
in the fuel supply line of auxiliary power unit АИ-9В
is installed in the gear box compartment and is
opened automatically when pressing the start button
of the auxiliary power unit. Closing of the valve is
performed upon switching on auxiliary power unit
АИ-9В.
Fuel filter 11ТФ30 CT-0 is intended for cleaning off

fuel from mechanical admixtures in the supply line of
auxiliary power unit АИ-9В and is installed in the АИ-
9В compartment.
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9.2.12. FUEL SYSTEM OPERATION

CONTROL
Direct current power source and PUMPS OF FUEL

TANKS circuit breaker should be on.
Service tank pump is switched with SERVICE

switch. Each of service tank pumps are switched on
separately with LEFT and RIGHT switches.
Fuel pumps operation can be checked against

three green (yellow TANK INOPER) light
annunciators. Light annunciator’s circuits are closed
through CД-29A contacts. When a pump fails, or the
fuel is burnt out of the tank, green light annunciators
go out, while yellow light annunciator illuminates.
FUEL PUMPS OPERATION WITHOUT FUEL IS

PROHIBITED.
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Fuel shutoff valves are governed with two

SHUTOFF VALVES switches. When the valves are
shut, yellow light annunciators illuminate under the
switches.
Bypass valves are governed with BYPASS switch

at the right instrument deck. The fuel is bypassed
when 300 L FUEL REMAIN light annunciator
illuminates prematurely. Bypass should be stopped
with 420 liters of fuel in the service tank.
Cross feed valves of the external fuel tanks are

governed with CROSSFEED switch, and their
position is checked against the annunciator under
the switch. Before the flight, cross-feed should be on
(the switch should be covered with cap).
Fuel amount in the tanks is checked at the right

instrument deck by БЭ-04 indicator and П-8Y switch
from fuel quantity gauge set.
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10. HYDRAULIC POWER ATA 29

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10.1. GENERAL INFORMATION
The helicopter hydraulic system consists of two

independent systems: main and standby.
The main hydraulic system is intended 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-type,
high pressure pumps, driven by the BP-14 main
gearbox.
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There are external valves used to connect an

external hydraulic power unit for oil servicing and
systems operations check. These valves are located
on the center fuselage left side between frames N12
and N13. Most of the hydraulics components are
mounted on a special panel installed in the main
gearbox compartment which forms an independent
hydraulic block.
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10.1.1. HYDRAULIC SYSTEM MAIN DATA
Operating fluid AГM-10
Oil quantity:
Hydraulic system total quantity 22 liters
Main hydraulic system tank 10 liters
Stand by hydraulic system tank 10 liters
Hydraulics operational pressure:
Main hydraulic system .45 ± 3 −

65+8
−2 kgf/cm
Stand by hydraulic system 45 ± 3 −

65+8
−2 kgf/cm
Minimum pressure in main system 30±5

at which hydraulic boosters are kgf/cm2
fed from standby system
Initial nitrogen pressure in 30±2 kgf/cm2

hydraulic accumulators
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10.2. HYDRAULIC SYSTEM COMPONENTS
The hydraulic system consists of:
- the hydraulic tank,
- two HШ-39M hydraulic pumps,
- four OK-10A check valves,
- two 8Д2.966.017-2 fine filters,
- two ГA-77B automatic relief valves,
- three hydraulic accumulators,
- two induction pressure transmitters of the ДИM-100

electrical pressure gauge,
- two ГA-47M/5 solenoid valves,
- ГA-59/1 emergency supply automatic valve,
- MCT-35A pressure switch of the main hydraulic

system,
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- MCT-25A standby hydraulic system pressure

switch,
- two ФГ-11БH 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.

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10.2.1. THE HYDRAULIC TANK
The hydraulic tank is one common tank for both

the main and standby hydraulic systems. It is a
welded structure and consists of a tank shell and two
bottoms. The inside of the tank is divided into two
equal parts by a partition. The tank is equipped with
common filler neck and two sight glasses.
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10.2.2. THE HШ-39M HYDRAULIC PUMP
The HШ-39M hydraulic pump creates the

operational pressure for the hydraulic system. The
pump is one-stage, gear type, consisting of a casing,
a cover, driven and driving cogs. 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 45-65 kgf/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.
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10.2.3. THE OK-10A CHECK VALVE
The OK-10A check valve allows hydraulic fluid to

flow in only one direction and prevents fluid from
flowing to the opposite side.
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10.2.4. THE 8Д2.966.017-2 FINE FILTER
The 8Д2.966.017-2 fine filter 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
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10.2.5. THE ГA-77B AUTOMATIC RELIEF

VALVE
The ГA-77B automatic relief valve idles the

hydraulic pump (i.e. returns hydraulic fluid to the
tank) when the system pressure reaches 63 to 73
kgf/cm and returns the 2 systems to the operation
mode when system pressure decreases to 42 to 48
kgf/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:
- Control slide valve with a spring which has an

initial tension 45 kgf/cm2
- Distributing slide valve with a catch.

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- Actuating slide valve with a spring tension

calculated to 7-10 kgf/cm2 of pressure.
- Safety slide valve with a ball-type valve and a

spring. The spring tension is adjusted for 78+10
kgf/cm2 of pressure.
- Check valve (ball-type) which prevents hydraulic

accumulators from discharging when the hydraulic
pump is operating in the idle.
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10.2.6. THE HYDRAULIC ACCUMULATOR
The hydraulic accumulator decreases the

frequency and amplitude of hydraulic 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 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. 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 the idle mode the accumulators return
fluid to hydraulic system. Fluid pressure rising from
45 to 65 kgf/cm2 takes only seconds and a pressure
decrease from 65 to 45 kgf/cm2 takes 10 -12
seconds.
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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.
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10.2.7. THE ДИM-100
The ДИM-100 electrical-type pressure gauge

indicates the hydraulic fluid pressure in the hydraulic
system. The ДИM-100 pressure gauge indicators of
the main and standby hydraulic systems are located
on the central part of power panel.
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10.2.8. THE ГA-74 M/5
The ГA-74 M/5 System control valve 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:
- 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. The standby hydraulic
system switch is always in the “ON” position and is
covered by a safety guard which is secured by
locking wire.
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10.2.9. THE ГA-59/1
The ГA-59/1 emergency supply valve switches the

standby hydraulic system from the idle mode to the
operating mode when the main hydraulic system
pressure drops below 30±5 kgf/cm, and switches the
standby hydraulic system to idle mode when main
hydraulic system pressure increases to 35±5 kgf/cm.
The valve consists of a slide valve, case and spring.
To prevent slide valve oscillation, a flow restrictor is
mounted into the connector of the main hydraulic
system line.
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10.2.10. THE MCT-35A
The MCT-35A pressure transmitter closes the

electric circuit to turn on a green light when main
hydraulic system pressure increases to over 35
kgf/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 kgf/cm2. Both lights are
located on the central power panel.
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10.2.11. THE ФГ-11БH FINE FILTER
The ФГ-11БH fine filter 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).
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10.2.12. THE ГA-192, 2 WAY SOLENOID

VALVE
The ГA-192, 2-way solenoid valve consists of a

case, solenoid, slide valve and a spring. 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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10.2.13. THE ГA-172-00-02 METERING

VALVE
The ГA-172-00-02 metering valve is installed in the

hydraulic line which supplies fluid to the collective
pitch lever friction control cylinder. The valve
prevents 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.
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10.2.14. THE EXTERNAL VALVES
The external valves are located on the left fuselage

side between frames N12 and N13 of the central
fuselage section. When the external hydraulic unit 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 valves
must be closed before the external hydraulic system
hoses are disconnected from the external hydraulic
valves.
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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 filled by fluid to upper
mark of the sight glasses. In exceptional cases, in
the field, 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.
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10.2.15. FRICTION CONTROL MECHANISM
The collective pitch lever friction control

mechanism 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 supplied to
the cylinder. The hydraulic fluid pressure moves this
piston which pushes a disk which seats the springs
and releases the friction disks.
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10.2.16. THE HYDRAULIC (LONGITUDINAL)

STOP
The hydraulic (longitudinal) stop restricts the

backward tilt of the swash plate to a tilt angle of
2°±12' when the helicopter is on the ground. The
hydraulic stop is installed on the partition of frame
N5 of the nose fuselage section. The stop consists
of a bracket, cylinder, bushing and a piston. 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 15 kgf.
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10.2.17. THE KAY-115
The KAY-115 lateral, longitudinal, and collective

flight control servos reduced the effort required by
the pilot to operate the helicopter flight controls. The
hydraulic servos are installed on roller bearing
supports which are secured on the bracket behind
the main gearbox. Each hydraulic servo consists of
two parts: distributing assembly and actuating
assembly.
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.
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- Power cylinder two ball cross-feed valve

(connects the power cylinder cavities 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).
- Autopilot control distributing valve (controls

hydraulic fluid supply to the combined control
cylinder).
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- 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).
- Polarized relay (converts autopilot signals to

mechanical movements of the autopilot control
distributing valve).
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- ДОС potentiometer (functions as the autopilot

control feedback transmitter).
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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In the directional control system, a KAY-115 or a

PA-60E hydraulic servo may be installed.
10.2.18. THE PA-60E HYDRAULIC SERVO
The PA-60E hydraulic servo (directional flight

control servo, fig) is installed in the directional control
system. It serves to take up loads from the hinged
moments of the tail rotor.
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The servo differs from the KAY-115 hydraulic

servo by two extra mechanisms: a rigid feedback
release mechanism and a disconnecting mechanism
of the 3MT-2M directional control solenoid brake.
These mechanisms come into operation if signals
from the autopilot actuate the rod to travel more than
20%. In this situation the servo operates in the
matching mode. When the hydraulic servo operates
in the matching mode the pedals will move within
their full range. The rigid feedback release
mechanism is equipped with a spring stop which
provides for autopilot override in the travel mode
operation if the autopilot course channel is not
disconnected when the pilot puts his feet on the
pedals. To override the autopilot, an additional 15-
20 kgf of pressure to the pedals is required.
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10.3. HYDRAULIC SYSTEM CONTROL
Hydraulic system is controlled and managed from

hydraulic system control panel in the cockpit at the
central panel of the upper electrical control panel.
Following controls are installed at the panel:
• MAIN switch of main hydraulic system control;
• AUX switch of stand-by hydraulic system control

(under the cap in ON position);
• OFF AUX button to disengage stand-by system;
• MAIN SYS ON light annunciator to inform of main

hydraulic system operation;
• AUX SYS ON light annunciator to inform of stand-

by hydraulic system operation;
• Two YИ1-100K indicators of 2nd series pressure

gauges in main and stand-by hydraulic systems.
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Hydraulic system pipelines are made of steel

pipes, aluminum alloy pipes and of flexible sleeves.
While made, all the pipelines are strength-tested

hydraulically: steel pipeline is tested with 120
kgf/sq.cm pressure, and aluminum alloy pipeline is
tested with 30 kgf/sq.cm pressure.
All the pipes are grey with color enamel marking

rings painted on them.
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11. ICE & RAIN AND DUST PROTECTION

SYSTEM ATA 30
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 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).
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11.1. HEATING MR
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.
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Icing of the engine inlet leads 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 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 bearings due to
engine rotor imbalance.
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11.2. HEATING TR
The helicopter is equipped with an anti icing

system to prevent icing or ice forming on: the MR
blades, TR blades, the two cockpit glass
windscreens and the pitot-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.
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11.3. CONTROL HEATING SYSTEM
The electric heating elements are supplied by

voltage of 208V AC from the CГC-40ПY 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 ПMK-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 indicates voltage
in the AC network and an ammeter with a selector
switch, which measures current load in all groups of
the heating elements.
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11.4. THE ANTI-ICING SYSTEM OF THE

COCKPIT GLASS WINDSCREENS
The anti-icing system of the cockpit glass

windscreens 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 25-35°C
is maintained by two TЭP-1M thermo-electronic
regulators with TД-2 thermo-sensors.
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11.5. THE DE-ICING SYSTEM OF THE ENGINE
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.
The following parts have the electrical heating:
- Front part of DPUs fairing.
- Aft part of the fairing.
- Dust ejector exhaust pipe housing.
- Dust ejecting cone.
- Strut edges.
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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 temperatures by
automatically switching the electric heating elements
on and off.
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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 of the DPU ejector and to
the thermo-regulator, 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.
The engine inlets (fairings, 1st support struts of the

compressor and engine inlet guide vanes) are
heated by hot air from the compressor.
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11.6. ICE DETECTOR PИO-3
The main ice detector is either the PИO-3 radio-

isotope ice detector. Besides the main ice detector,
a visual icing indicator is installed, on the outside of
the pilots sliding window. This pin type probe is
painted with alternating red and black transverse
strips, each 5 mm in width. In flight, when the ice
formation begins, the following information is
provided by the ice warning system:
- Warning light “ICING”.
- 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 БYP-1-2 flight data recorder about

icing.
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After leaving the icing zone, the ice detector stops

producing the signal and the deicing system must be
manually turned off.
The anti-icing system of the rotors and glasses

comes into operation automatically from the PИO-3
ice detector signal or it is put into operation manually.
The signal from the PИO-3 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 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 +5°C and
below after the engines started.
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The anti-ice system provides for automatic

activation of the rotor de-ice system and the right
engine and its DPU heating system by a signal from
the PИO-3 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 -
12°C or below. In case of inadvertent entry to the
icing zone at an ambient temperature below -12°C,
measures must be taken to immediately leave this
temperature zone.
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11.7. CONTROL SYSTEM
Air Intake Anti-Icing System Control: To energize

the air intake anti-icing system, it is required to cut in
the ENG LH DP, ENG RH DP circuit breakers, close
the HEAT - ENG LHDP selector switch and set the
HEAT -ENG RH DP selector switch to the MANUAL
position. In doing so, the LEFT FRONT DUST
PROT, LEFT REAR DUST PROT, RIGHT FRONT
DUST PROT and RIGHT REAR DUST PROT green
annunciators will light up and in 23 to 37 s the LEFT
ENG HEAT and RIGHT ENG HEAT green
annunciators will light up as well.
Besides, the anti-icing system of the right air intake

can be energized automatically (if it has not been
energized manually) together with anti-icing system
of the main and tail rotors in response to the signal
furnished from the PИO-3 ice detector.
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Windshield Heating System Control: To energize

the windshield heating system, it is necessary to cut
in the GLASSES ICE PROTECTION SYSTEM and
CONTROL circuit breakers, the GLASSES
HEATING switch must be in the AUTO position and
the COMMON switch, in the AUTO position and then
to cut in the ice detector; to this end, cut in the PИO-
3 ice detector circuit breaker. In this case, the
windshield heating system gets energized
automatically in response to the signal furnished
from the PИO-3 ice detector. If need arises, the
windshield heating can be cut in manually by setting
the COMMON switch to the MANUAL position.
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Rotor Anti-Icing System Control: To energize the

main and tail rotor anti-icing system on the
helicopter, it is necessary to cut in the CONTROL
and PИO-3 circuit breakers, set the COMMON
switch to the AUTO position. When the helicopter
enters the zone of icing, the PИO-3 ice detector
furnishes the signal; in this case, the ICING red
annunciator lights up and the rotor anti-icing system
gets energized automatically that is indicated by
lighting up of the ICE PROT SYS ON green
annunciator.
When the helicopter leaves the zone of icing, the

PИO-3 ice detector cancels the signal and, as a
result, the ICING red annunciator goes out. This
done, it is necessary to reenergize the anti-icing
system by pressing the COMMON OFF button. For
manual energizing the rotor anti-icing system, set
the COMMON selector switch to the MANUAL
position.
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12. INDICATING SYSTEM ATA 31

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12.1. RH CIRCUIT BREAKER PANEL

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12.2. LH CIRCUIT BREAKER PANEL

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12.3. RH INSTRUMENT BOARD

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12.6. LH SIDE PANEL OF ELECTRICAL PANEL

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12.7. RH SIDE PANEL OF ELECTRICAL PANEL

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12.8. RH BOARD OF ELECTRICAL PANEL

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12.9. LH BOARD OF ELECTRICAL PANEL

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12.10. CENTER CONSOLE

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12.11. CENTER PANEL OF ELECTRICAL PANEL

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12.12. RH PANEL OF ELECTRICAL PANEL

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12.13. RH PANEL OF ELECTRICAL PANEL

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12.14. LH PANEL OF ELECTRICAL PANEL

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12.15. LH PANEL OF ELECTRICAL PANEL

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12.16. ELECTRICAL BOARD

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CHAPTER 13 Page 329
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13. LANDING GEAR SYSTEM ATA 32
The landing gear is a fixed-type, non- retractable,

and consists of two main struts and a nose strut and
a tail bumper (stinger). Each strut of the landing gear
is a gas-liquid shock absorber.
The nose strut is fitted with two castoring-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 have one

wheel with a pneumatic, shoe-type brake.
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13.2. THE NOSE LANDING GEAR
The nose gear is a lever-type consisting of the

following parts:
- Gas-liquid shock absorber.
- Lever-action shock/strut.
- Fixing device (retainer).
- Forked brace strut.
- Two brakeless wheels.
The shock absorber is fitted to the unit on frame

No. 1 of the fuselage center portion and consists of
an outer tube, inner tube, plunger, and piston having
a calibrated orifice 5mm 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.
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The lever-action shock/strut cushions bumps when

taxiing the helicopter over and irregular surface. It
consists of a swivel bracket arm, lever, and
connecting rod. The connecting rod attaches 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.
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13.3. THE WHEEL OF NOSE LANDING GEAR
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 40mm, the inner tube
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 No. 2 of the
fuselage center section.
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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. The installation
of two dual wheels on the nose gear helps in the
damping of shimmy type vibrations and oscillations.
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13.4. THE MAIN LANDING GEAR
The helicopter main landing gear struts are the

pyramid type. As the shock absorber is compressed,
the landing gear track changes and a cross force is
experienced. 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 is attached to frame No. 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.
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The high-pressure chamber consists of a cylinder,

rod, upper sealed bushing, Lower bushing with a
back-stroke break ring, a diffuser, a shaped needle,
and a charging valve.
The low-pressure chamber consists of a cylinder,

rod, upper sealed bushing, lower bushing with a
back-stroke break 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.
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13.5. THE WHEEL OF MAIN LANDING GEAR
The wheel axle assembly is of welded tubular

construction. The assembly is fastened to frame No.
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 No. 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.
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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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13.6. THE TAIL BUMPER (STINGER)
The tail bumper (stinger) is designed to prevent tail

rotor ground contact during excessive nose-high
pitch attitudes. The tail bumper includes a shock
absorber, two brace struts, a forked mount, and a
step bearing.
The shock absorber is attached to frame No. 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.
The brace struts connect to a forked unit on the

lower ends and the upper ends are mounted with a
rubber damper at frame No. 15 of the tail boom.
The step bearing 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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14. LIGHTING SYSTEM ATA 33
The helicopter lighting system is designed for

flying the helicopter and for ensuring its ground
operation under different weather conditions both in
the daytime and at night.
The lighting system includes:
- lighting of the flight compartment;
+ illumination of the crew members' stations:
+ light illumination system;
+ helicopter light warning system;
+ receptacle 47K of the portable lamp.
- lighting of the cargo and service compartments:
+ illumination of the cargo compartment;
+ illumination of the radio compartment;
+ illumination of the tail boom;
+ receptacles 47KB of the portable lamp.

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- exterior lighting:
+ navigation lights БАНО-64 (green and red) and

XC-62 (white);
+ three landing-search lights ФПП-7М;
+ two flashing beacons МСЛ-3;
+ formation-keeping lights ОПС-57;
+ contour illumination lights CM7,5-9;
+ taxiing light ФР-100

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14.1. ILLUMINATION OF CREW MEMBERS'

STATIONS
The flight compartment is illuminated from inside

by means of white (main) and red (stand-by) lights
(Ref. feeder 11-1, Wiring Diagram Manual) with the
use of two dome lights mounted on the compartment
ceiling between Frames Nos 3H and 4H on both
sides of the helicopter line of symmetry. Each dome
light is equipped with two 5-W lamps, one of them,
type CM-29, is white and the other, CM28-5 is red.
In addition, use is made of light СБК arranged at the
compartment starboard side, between Frames Nos
4H and 5H and of light СМ-1БМ which employs 4.8-
W lamps CM28-4,8 at the compartment port side.
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Compartment light СБК is designed for illumination

of the navigation map display with direct (flood) light
and of the instrument board, control boards and
panels arranged in the flight compartment, with red
(indirect) light, in case the main light illumination
system fails to operate.
Light СМ-1БМ is intended for the additional

illumination of signal flare control panels with direct
flood light. The light bracket makes it possible to turn
it around the lateral and longitudinal axes.
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The supply circuits of the flight compartment LH

dome light and light СМ-1БM are connected to the
battery bus of channel 1 via the PLT DOME LIGHT
fuse (1/11), the supply circuit of the RH dome light is
connected to the battery bus of channel 2 via the
CPLT DOME LIGHT fuse (5/11). The dome lights of
the cockpit are switched on by the RED – WHITE
DOME LIGHT selector switches (2/11 and 1/11)
mounted on the LH and RH boards of the electrical
panel. СМ-1БМ light is switched on as soon as the
RED – WHITE DOME LIGHT selection switch (1/11)
located on the LH board, in set "RED" position.
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The supply circuit of light СБК is connected to the

battery bus of channel 2 via the PORTABLE LAMPS
5A fuse (36/11) mounted on the fuse panel. White or
red light is selected by turning the mandrel with
respect to the case. It is possible to adjust the light
flux by means of rheostat from the minimum to
maximum value with consequent disconnection of
the lamp.
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14.2. RED LIGHTS SYSTEM
The helicopter is equipped with the light

illumination system, which serves to illuminate the
inscriptions at the indicators, control panels of the
systems and placards on the instrument boards,
center pedestal and electrical panel. The placards
with instructions and signs are made from the sheet
organic glass with special coating; the background
of the placard is black, and letters and signs are
white. The placards have through holes for
accommodating special lights with light filter - light
fixtures, type AПM-l.
The control panels of most systems have the built-

in system of light illumination, i.e., the control panels
are structurally equipped with lamps. Such control
panels are connected only to the power supply
system of the light illumination system.
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The indicators (pressure gauges, ammeters, etc.)

which have no built-in illumination are illuminated by
flood light with the help of slotted lights, type CB-2.
Structurally, such instruments are made for the
illumination system only, i.e., the background of the
scale is black, and the inscriptions are white, and the
luminous medium is absent. Letter "K" is included
into the designation of the type of the given
instruments. Lights AПМ-1 and CB-2 are completed
with the electric incandescent lamps CM6,3-1,4.
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The integral light illumination system of the

instrument boards, center pedestal and electrical
panel is divided in supply into two groups. Light
group 1 is connected to the three-phase 400-Hz,
115/200-V INV bus via the LIGHTS, LH (ПОДCВ.
ЛЕВ.) fuse (1/13) and LIGHTS, RH (ПОДСВ.
ПРАВ.) fuse (3/13), whereas light group 2 is
connected to the GEN (ГЕНЕР) three phase 400-Hz,
115/200-V bus via the LIGHTS, LH (2/13) and
LIGHTS, RH (4/13) fuses. The fuses are mounted on
the fuse panel (see feeder 13-1 in WDM).
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The integral light illumination lamps are supplied

with the 5.5-V voltage via transformers TP100/2
(18/3 and 19/3). The LIGHTS (ПОДСВЕТ)
transformers are mounted on the light panels of the
pilot and co-pilot under the blisters. The adjustment
of the voltage Level is carried out step by step
changing of the primary winding turns with the help
of the transformer wafer switch. To connect the
transformer to the main sand to connect the load,
use is made of the terminal block located on the
transformer rear wall and closed by the cover.
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The part of the equipment mounted on the

helicopter is equipped with the built-in light system
fed with the 20-V voltage. To feed the 20-V voltage
to the lights use is made of transformersТПП70-40-
400 В (15/13, 16/13, 17/13), which increase the 5.5-
V voltage supplied from transformers TP-100/2 up to
20 V. All three transformers are mounted on the co-
pilot's light illumination panel. Fuses (5/13 through
12/13) are also mounted on the light illumination
panels.
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Lights of both groups are turned on by means of

the LIGHTS switches (13/13, 14/13 and 61/13,
62/13) installed on the LH and RH side panels of the
electrical panel. The stepwise voltage switching is
performed by means of the wafer switch knob of the
LIGHTS transformers (18/13 and 19/13). If the
control knob is shifted to the extreme left position,
the transformer supply circuit is disconnected. When
the control knob is shifted to the extreme right
position, the voltage is varied to the maximum value.
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14.3. HELICOPTER LIGHT WARNING SYSTEM
The condition and operation of the helicopter

systems and units, except for the respective test and
measuring instruments, are carried out with the use
of the helicopter light warning system which uses
warning and caution system CAC-4-9 (system CAC)
with light annunciators TC-5M with lamps CM28-1,4-
1, master warning lights TCK-2 with lamps CM28-
4,8-1.
System CAC ensures the interaction of the

warning, and caution light annunciators TC-5M with
transmitters of the helicopter systems and units,
master warning lights and helicopter interphone
system (IFS).
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Light warning and caution system CAC includes:
- switching unit БК-7;
- one warning signal unit БУ;
- two warning/caution signal units БАП.
The БК-7 unit is used to: adjust the brightness of

the light annunciators; shape the aural signal, type
buzzer; ensure operation of the light annunciators in
flashing mode.
The units of system CAC are mounted on the

ceiling of the cargo compartment, to the right,
between Frames Nos 4 and 5 and the CAC system
panel is installed between Frames Nos 5 and 6.
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Annunciators TC-5M are equipped with the red,

amber and green light filters and arranged on the
instrument boards, center pedestal and electrical
panel. Red light filters are used for the warning
signals which indicate the failure in operation of the
unit or system which requires the immediate
interference of the pilot or crew members; amber
filters are intended for the caution signals which
indicate the disturbances of the normal operation of
units or systems, but not lead to the emergency
conditions; green light filters serve for the informing
signals indicating the normal operation of the main
important systems.
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Two master warning lights TCK-2 (red and amber

ones) are mounted on the LH instrument board. The
red master warning light comes on simultaneously
with the emergency light annunciators and also
operates in flashing mode. As soon as the switch
light of the red warning light is depressed, the
warning light annunciators are switched from the
flashing mode to the continuous glowing mode and
the red master warning light is turned on.
The amber master warning light comes on

simultaneously with the indicating light annunciators
connected to units БАП and operates in the flashing
mode. In response to the depression of the switch-
light, the amber master warning light is turned off.
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The brightness of the master warning lights and

annunciators is adjusted evenly by hand depending
on the angle of turn of the DAY - NIGHT (ДЕНЬ -
НОЧЬ) potentiometer, installed on the RH side panel
of the electrical panel.
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The supply circuits of the CAC system are

connected to storage battery bus of channel 2 via the
CAC circuit breaker installed on the RH circuit
breaker panel of the electrical panel.
The annunciator test mode is selected by the

LAMPS CHECK (ПРОВЕРКА ЛАМП) switch (2/14)
mounted on the RH side panel. As soon as the
LAMPS CHECK switch is turned on, all annunciator-
tors and master warning lights should illuminate in:
FLASH" and "Continuous Illumination" modes.
The brightness of the master warning lights and of

the light annunciators connected to the CAC system
is controlled by the DAY - NIGHT potentiometer
(11/14) installed on the RH side panel of the
electrical panel.
The outputs of the CAC system are protected by

diodes Д237А against negative pulses created by
the inductance coils of the sensors.
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When the handles of the emergency exit bolts are

in the PARKING (СТОЯНКА) position,
microswitches (22/14 through 25/14 and 31/14) are
in the normally-closed position and the PARKING
annunciator (26/14) illuminates.
When all handles of the emergency exit bolts are

in the FLIGHT (ПОЛЕТ) position, the FLIGHT
annunciator (29/14) lights up.
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Light annunciators operating in FLASHING mode together with red master warning light:
Description of light annunciator Location
GEN No. 1 OFF (3/2) Electrical board of electrical panel
GEN No. 2 OFF (50/2) Electrical board of electrical panel
270 L FUEL REMAIN (9/4) RH instrument board
LEFT ENG ABNORM VIBR (28/5) LH instrument board
RIGHT ENG ABNORM VIBR (29/5) LH instrument board
STBY ON (11/8) Center panel of electrical panel
LEFT ENG FIRE (38/9) Center panel of electrical panel
RIGHT ENG FIRE (46/9) Center panel of electrical panel
GEAR BOX APU FIRE (74/9) Center panel of electrical panel
КО–50 FIRE (102/9) Center panel of electrical panel
ICING (95/10) LH panel of electrical panel

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Light annunciators operating together with amber master warning light:
SERVICE INOPER (37/4) Center panel of electrical panel
LH INOPER (22/4) Center panel of electrical panel
RH INOPER (29/4) Center panel of electrical panel
36 V AC RESERVE (62/2) Electrical board of electrical panel
INV ON (67/2) Electrical board of electrical panel
STBY LINE ON (66/2) Electrical board of electrical panel
RECT 1 INOPER (22/3) Electrical board of electrical panel
RECT 2 INOPER (23/3) Electrical board of electrical panel
RECT 3 INOPER (24/43) Circuit breaker left panel
LEFT ENG EXCESS VIBR (30/5) LH instrument board
RIGHT ENG EXCESS VIBR (31/5) LH instrument board
CHIPS IN RIGHT ENG OIL (59/5) LH instrument board
CHIPS IN LEFT ENG OIL (60/5) LH instrument board

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CHIPS IN TAIL ROTOR GB OIL (71/6) LH instrument board
TRS FAIL (31/68) LH instrument board
Light annunciators operating without master warning light:
LH HORIZON FAIL (36/154) LH instrument board
RH HORIZON FAIL (41/154) RH instrument board
STBY HORIZON FAIL (38/154) LH instrument board
LEFT ENG ЭPД OFF (59-Н5) LH instrument board
RIGHT ENG ЭРД OFF (59-Н6) LH instrument board
HORIZON ОUТ ОF CTL (37/154) LH instrument board
MAIN ROTOR (RPM) HIGH SPEED (5/56) LH instrument board
MAIN ROTOR (RPM) LOW SPEED (6/56) LH instrument board
LH DUST PROT ON (45/7) RH side panel of electrical panel
RH DUST PROT ON (49/7) RH side panel of electrical panel

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MAIN BUS ON (4/8) Center panel of electrical panel
ICE PROT SYS ON (76/10) LH panel of electrical panel
LH ENG HEAT (30/10) LH panel of electrical panel
RH ENG HEAT (39/10) LH panel of electrical panel
LH FRONT DUST PROT (19/10) LH panel of electrical panel
Light annunciators, not connected to system CAC-4:
IGNITION (1/16) RH panel of electrical panel
HEATER (2/16) Center panel of electrical panel
AUT CONT UNIT ON (13/1) Center panel of electrical panel
OVERSPEED (25/1) Center panel of electrical panel
STNDRD SPEED (28/1) Center panel of electrical panel
STNDRD OIL PRESS (29/1) Center panel of electrical panel
AUT CONT UNIT ON (39/1) Center panel of electrical panel

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STARTER ON (50/1) Electrical board
EXT PWR IN USE (23/2) LH panel of electrical panel
PARKING (28/14) RH panel of electrical panel

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Annunciators TC-5M operating on the ground only

(during starting of engines АИ-9A, TB3-117BM,
emergency landing, etc.,) interact will the
transmitters of the systems and units directly,
without light warning and caution system CAC. In
addition, the LH panel of the electrical panel mounts
the FLIGHT (ПОЛЕТ) and the PARKING
(СТОЯНКА) light annunciators indicating the
position of the handles of the emergency exit bolt.
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14.4. LIGHTING OF CARGO
The light illumination system of the cargo

compartment is performed by six dome lights ПБС-
1 (54/11, 25/11 through 29/11, Ref. feeder 11-1
Wiring Diagram Manual) with main (white) light and
six dome lights П-39 (17/11 through 22/11) with
stand-by light. The dome lights are mounted on the
ceiling of the cargo compartment to the right and to
the left of the helicopter line of symmetry, between
Frames Nos 2 and 3, Nos 4 and 5, Nos 6 and 7, Nos
8 and 9, Nos 10 and 11, Nos 12 and 13.
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On helicopters, modified for night vision goggles

application in the cargo compartment, two stand-by
dome lights П-39 (near left entrance door and near
cargo door or ramp) are modified for NVG operation.
Light ФР-100 with lamp CM28-80 (35/11) serves to
illuminate the service apron during the operations
being performed near the cargo hatch. It is fixed
atop, at Frame No. 19, above the cargo doors.
Blocking microswitch A-812B (33/11) is installed in

the clamshell doors to indicate the clamshell doors
open position. When the doors are closed, the
microswitch becomes activated and opens power
circuit of CLAMSHELL DOORS OPEN annunciator.
The annunciator goes out.
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14.5. THE RADIO COMPARTMENT AND THE

TAIL BOOM COMPARTMENT LIGHTS
- The radio compartment is illuminated by three

dome lights П-39 with lamps CM28-5 installed
between Frames Nos 14 and 15, Nos 17 and 18, Nos
19 and 20.
- The tail boom is illuminated by two dome lights

П-39 with lamps CM28-5 installed between Frames
Nos 2 and 3, Nos 6 and 7.
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14.6. EXIT LIGHTS AND NO SMOKING

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14.7. WIRING DIAGRAM
White dome lights in the cargo compartment are

switched on by means of LIGHTING GENERAL
circuit breaker (23/11) and stand-by illumination - by
means of LIGHTING STBY circuit breaker (16/11).
Circuit breakers (23/11) and (16/11) are installed

on the RH side panel of the electrical panel.
Helicopters, equipped for NVG operation in cargo
compartment, have “ADD STBY LGHT” switch on JB
panel of additional third ФПП-7 for turning off the
cargo compartment stand-by dome lights, not
adapted for NVG use.
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Light ФР-100, dome lights of the radio

compartment and tail boom are switched on with the
help of CARGO DOOR (34/11), RADIO CMPT (8/11)
and TAIL BOOM (13/11) circuit breakers,
respectively, installed on the illumination panel
arranged in the radio compartment between frames
Nos 17 and 18 (frame 19 in case of ramp
installation). The dome light located in ЗБН/ZBN
container from FDR-1-2 (БУР-1-2) and tape recorder
compartment is switched off by switch (52/11)
mounted near the dome light.
Receptacles 47KB are connected to the battery

bus of channel 2 via PORTABLE LAMPS fuse
(36/11) located on the fuse panel.
Receptacles 48KB are connected to the 115/200-

V AC generator bus via the РД 1 fuse.
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14.8. EXTERIOR LIGHTING
14.8.1. THE NAVIGATION LIGHTS
The navigation lights are designed for luminous

marking of the helicopter, detecting it, determining its
attitude and direction of motion at night both during
movement on ground and in flight. In addition, the
navigation lights are intended for supplying the light
signals in the conventional code. The БАНО-64
forward lights with red and green light filters are
installed on the fuselage nose section LH and RH
sides, respectively, between Frames Nos 1H and
2H. White rear navigation light XC-62 is mounted on
the tail boom fairing.
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The navigation lights are powered from the battery

bus of channel 2 through NAV LTS (AHO) circuit
breaker (16/12) mounted on the RH circuit breaker
panel of the electrical panel. The navigation lights
are controlled by NAV LTS BRT - DIM) selector
switch (17/12) installed on the RH side panel of the
electrical panel
As soon as the selector switch is set to the DIM

position, the power is supplied to the lights via
damping resistor (21/22) (installed on the RН side
panel of the electrical panel) which reduces the
lamps filament. The light code is selected by NAV
LTS CODE button (15/12) located on the LH side
panel of the electrical panel.
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14.8.2. LANDING-SEARCH LIGHTS ФПП-

7М
The ФПП-7М landing-search lights are designed

for searching a landing apron, illuminating the
landing apron and terrain during the helicopter
taxiing on the ground, illuminating the area where
the loading/unloading operations are performed at
night and under adverse weather conditions. Two
lights are installed in the fuselage nose section
under the flight compartment floor, between Frames
Nos 2H and 3H on both sides from the helicopter line
of symmetry, the third light is mounted between
Frames Nos 2 and 3.
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The ФПП-7М RH light is connected to the battery

bus, APU whereas the LH light is plugged to the
rectifier bus of channel 2. LIGHT LH - CTL (1/12),
LIGHT LH - LAMP (2/12). LIGHT RH - CTL (6/12),
LIGHT RH - LAMP (7/12) circuit breakers installed in
the lamps control and supply circuits are arranged
on RH circuit breaker panel.
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Two ФПП LEFT (RIGHT) LIGHT – RETRACTED

selector switches serve to illuminate the lights and to
feed power supply to the selector switches (used for
extending, retracting and turning the lights) when
they are set to the LIGHT position. The selector
switches are installed on the LH and RH side
brackets of the instrument boards. The control over
the extension and retraction, RH and LH turning of
the lights is effected by means of two 4-position
selector switches installed on the collective-pitch
control levers. After the selector switches are shifted
to the RETRACTED position, the lights become
dead and retracted. After being fully retracted the
lights automatically return to the initial position with
respect to the helicopter center line. After that it is
necessary to set the selector switches to the neutral
position. The full light retraction and extension are
fixed with the use of limit switches.
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14.8.3. THE МСЛ-3 LAMP FLASHING

BEACON
The МСЛ-3 lamp flashing beacon is intended for

the helicopter luminous marking during night flight
and serves to ensure the flight safety under normal
and adverse weather conditions. One flashing
beacon is installed atop, on the helicopter tail boom,
along the line of symmetry, between Frames Nos 3
and 4, the second one - in the fuselage lower portion,
between Frames Nos 4H and 5H, to the left.
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Anti-collision light МСЛ-3 are switched on with the

help of the anti-collision UP, DOWN (ПРОБЛЕСК.
МАЯК ВЕРХ НИЗ) circuit breaker on the RH side
panel of the electrical panel. As soon as the beacon
is actuated, the DC electric motor starts turning the
platform with two mirror lamps secured thereon via
the gear box. The lamps make two evenly turning
luminous beams directed to the opposite sides on
the horizon level. The light beams passing through
the light filter make it possible to obtain a visible red
flash. The flashing beacon can operate without
blowing for not more than 10 minutes (with the main
rotor being inoperative).
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14.8.4. THE ОПО-57 FORMATION-

KEEPING LIGHTS
The ОПО-57 formation-keeping lights serve to

facilitate to the helicopter group which is flying
behind to form and keep formation during group
flights at night or under poor visibility. The helicopter
mounts three formation-keeping lights: atop,
between Frames Nos 21 and 22, on the fuselage
and between Frames Nos 7 and 8, Nos 15 and 16
on the tail boom.
The formation-keeping lights are powered from the

rectifies bus of channel 2 via FORMATION LTS –
BRT – DIM selector switch (23/12) installed on the
RH side panel of the electrical panel. When the
selector switch is set to the DIM position, the lights
are powered via damping resistor (27/12) installed
on the RH side panel of the electrical panel, which
reduces the filament of the lamps.
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14.8.5. THE CONTOUR LIGHTS
The contour lights are designed for indicating the

contour of the surface being flapped by the main
rotor during night flights. Lamp CM7,5-9 is used as
light. The contour lights are mounted on the tips of
the main rotor blades in special holders. To replace
the lamp, one should remove the blade tip nose
section.
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The contour illumination lights are powered from

phase A buses 3 - 400 Hz 115/200 V GENERATBUS
via the CONTOUR LTS fuse (36/12) installed on the
fuse panel. The positive wire of the contour
illumination light lamp is arranged in the groove of
the leading edge of the spar and runs to the plug
connector in the blade shank. The negative wire is
shorted to the frame of the spar. The contour
illumination lights are switched on with the aid of the
CONTOUR LTS switch (37/12) installed on the right
side electrical control panel via step-down
transformer TH-115/7,5 B installed in the radio
compartment between frames 18 and 19, portside,
and via the current collector installed on the main
rotor shaft.
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14.8.6. THE ФР-100 TAXIING LIGHT
The ФР-100 taxiing light is intended for illuminating

the terrain during helicopter taxiing at night and
under poor visibility and is installed at Frame No. 5H.
The ФР-100 taxiing light is turned on by TAXIING

(РУЛЕЖНАЯ) switch installed on the LH bracket of
the instrument board with LIGHT RH CTL (ФАРЫ
ПРАВАЯ – УПРАВЛ.) circuit breaker (6/12) turned
on.
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15. RADIO NAVIGATION SYSTEM ATA 34
The radio navigation equipment is used for

performing the following operations:
- helicopter piloting in response to the homing

beacon and broadcasting radio station signals with
their auditory indication;
- helicopter guidance to the continuous and pulse

radiation radio beacons for the purpose of searching
helicopters (aircraft), their crews and other objects;
- helicopter guidance to the landing airfield area;
- carrying out the helicopter intermediate approach;
- determination of the flight navigation data;

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- automatic and continuous measurement and

indication of the ground speed vector, drift angle and
computation of the helicopter position transverse-
pole spherical coordinates;
- detection of thunderstorms, cloud pack as well as

ensuring navigation orientation relative to
characteristic reference points.
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1. Transceiver 5701 of Radar 8A8 13k 19. Automatic Direction Finder APK-YД Junction Box
2. Antenna 0102 of Radar 8A8 13k 20. Antenna Unit APK-YД
4. Ground Speed and Drift Angle (YCПC) Indicator and Coordinate 21. Automatic Direction Finder APK-YД Antenna Amplifier
Indicator (Unit 8)
5. Indicator 0405k of Radar 8A81 3k 23. Loop Antenna Unit of Automatic Direction Finder APK-15M
6. Control Panel of Automatic Direction Finder APK-15 24. Antenna Matching Device of Automatic Direction Finder APK-
15M
7. Control Panel of Automatic Direction Finder APK-YД 25. Loop Cable Equivalent
8. Molino Panel (БПK) from Set of Equipment /ДИCC-32-90A 26. Sense Antenna AH of Automatic Direction Finder APK-15M
10. Coordinate Computer Unit (EBK) of Equipment ДИCC-32-90A 27. Receiver (Mechanical Adapter Unit БПM) of Automatic
Direction Finder APK-15M
11. Transceiver A-037-1B of Radio Altimeter A-037 28 Altimeter (Unit A-034-4-17) of Radio Altimeter A-037
12. Antenna AШC-YД of Automatic Direction Finder APK-YД 29. Hovering and Low-Speed Indicator (Unit 6 from Set of
Equipment ДИCC-32-90A
13. Transmitting Antenna A-037-2 of Radio Altimeter A-037 31. Speed Component Computer Unit BCC and HП-2 Unit of
Equipment ДИCC-32-90A
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14. Receiving Antenna A-037-2 of Radio Altimeter A-037 32. Selector Switch MF ADF - VHF (APKCB- APKYKB)
15. RF Unit (BЧ) of Equipment ДИCC-32-90A 33. Radio Magnetic Indicator YГP-4YK (or FNI)
16. Coupling Unit of Equipment ДИCC-32-90A 34 Switch APK-YД INTERLOCKING (EJIOKHPOBKA)
17. Direction-Finder of Automatic Finder APK-YД 35. Circuit Breaker AЗCГK-15 of Equipment ДИCC-32-90A
Indicator Illumination Selector Switch DAY-NIGHT (ДEHb-HOЧb)
18. Generator of Automatic Direction Finder APK-YД

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15.1. APK-15M
15.1.1. GENERAL
Frequency Range: 150 - 1799,5 kHz
- sub-band I 150 - 239,5 kHz
- sub-band II 240 - 399,5 kHz
- sub-band III 400 - 699,5 kHz
- sub-band IV 700 - 1199,5 kHz
- sub-band V 1200 - 1799,5 kHz
Interval between the tuning frequencies 500 Hz
Error of Frequency Setting ±100 Hz
Time of Receiver Re-Adjustment 4 seconds
Sensibility of ADF Receiver in LOOP mode during Reception of 5 µV

Telephone Signals
Limit Sensibility of ADF with relative bearing error of ± 10° maximum 25 µV

and oscillations of indicator needle of ±3° maximum
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Speed of Heading Indicator Needle Autorotation with 1000 µV/m 30 deg./sec

intensity
Relative Bearing Indication Error on Approach to Homing Radio not worse than ± 2°
Power Consumption in 27V±10% Direct Current Circuit 2 A maximum
Power Consumption in 36V 400Hz Alternating Current Circuit 1 A maximum

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15.1.2. LOCATION AND ULITITY
Automatic Direction Finder (ADF: APK -15M) is

intended for homing the helicopter to the airport zone
and for performing intermediate approach by Non-
Directional Beacons. In addition to the above, the
ADF may also be used for air navigation purposes
by homing and broadcasting radio stations in
frequency band from 150 kHz to 1799.5 kHz.
ADF set includes:
- Radio receiver;
- Control panel;
- Loop antenna unit;
- Loop equivalent cable (2m);
- Test connector marked "W3 APK-15M TEST";
- Non-directional antenna;
- Antenna matching device;

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- matching resistor and switching elements
- The radio receiver and the “W3 APK-15M TEST"

connector are installed on the rack in the cockpit,
frame No. 5H.
- The control panel is installed on the RH electrical

overhead panel (Co 'pilot).
- The loop antenna unit is installed under the floor of

the passengers’ cabin between frames No. 5 and
No. 6
- The loop equivalent cable is placed under the floor

of the of the passenger’s cabin on the wall of the
fuselage floor longitudinal beam to the left looking
forward between frames No. 5 and No. 6.
- The receiver box is arranged on the rack behind the

co-pilot,
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- The fuses are arranged in the fuse panel; use is

made of type ПМ-2 fuses, placard - "ADF-MF”, the
matching resistor is installed in the intercom system
junction box.
- The "ADF MF" circuit breaker is installed on the

right-hand overhead electric panel.
- The nondirectional antenna is essentially a

capacitive antenna.
- The antenna matching device is placed under the

floor of the passenger’s cabin on the left between
frames No.5 and No.6.
- The redone is made of glass-reinforced plastic.

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1- Volume knob
2- Phone or CW signal
3- Red light
4- Control Panel Selection Button (it is not affect on

Mi-172)
5- Mode selector (OFF-COMP-ANT-LOOP)
6- Frequency selector (stand-by)
7- Channel selector
8- Frequency selector (main)
9- Rotation button of loop antenna

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15.1.4. FUNCTIONAL TEST
- Turn on the A/C Power system (DC and AC

electrical power)
- Turn on SPU-7 system (for hearing the ID of the

NDB station)
- Turn on the direction GMK system
- Switch on the CB (ADF MF) on RH electrical CB’

Panel (Overhead)
- Set the Mode Selector (On ARK control panel) on

position COMP
- To select the frequency of the nearest NDB
(Frequency band: 150 kHz —> 1799.5 kHz)
- In telephone will be the ID audio of the NDB
- Set the Mode Selector (On ARK control panel) on

position ANT
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- The needle of ARK indicator will indicate the

desired relative Bearing,
- Press the Button LOOP, the needle of ARK

indicator will turn clockwise; release the button, the
needle of ARK indicator will turn back with speed
30o/s to the initial position with oscillation not more
than 3o.
- It is possible to adjust the Speed of the needle of

ARK indicator by turning the screw
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15.2. APK – YД
15.2.1. GENERAL
Frequency Range: 114,166 - 124,1 MHz
VHF 243 MHz
UHF Not worse than 25 µV/m
Limit Sensibility on Homing at Standard Not worse than 10 µV/m

Conditions in continuous operation, with
return of the heading indicator needle
back to ±13° sector with 15 deg./sec:
- in wide band Not worse than 75 µV/m
- in narrow band No more than ± 200 ì
Limit Sensibility on Homing in impulse ±3° maximum

mode at Standard Conditions (with signals
of t = 40 ms impulses and impulses
repetition frequency of Fn = 300 Hz)
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Accuracy of Homing of the Search 30 km minimum

Helicopter to Emergency Station (beacon)
with side deviation at 1000 m altitude
Instrument Error of АРК-УД ADF Azimuth 2,0 A maximum

with minimum 1000 µV/m intensity and
zero relative bearing
Operation Range of АРК-УД Homing at 0,1 A maximum

the flight to the fixed stations of Р-855УМ
type at flight altitude of 3000 m and 1,5 m
elevation of the stations
Power Consumption form airborne wiring 0,2 A maximum

system:
- 27 V direct current
- 115 V 400 Hz alternating current
- 36 V 400 Hz alternating current

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15.2.2. UTILITY
ARK-UD (Homing System) is used for tracking

the helicopter at continuous and pulse radio
beacons to search & rescure missions; for finding
the aircrafts, their crews and other objects to be
searched ..., which are equipped with Emergency
Locator Transmitter.
ARK-UD Homing System provides:
- Omni bearing indication and helicopter homing to

VHF and UHF stations, which operate with crystal
frequency control;
- Mark of station passing by 180° change of heading

indicator readings;
- Identification of beacon (radio station) signals, to

which the helicopter is homed.
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15.2.3. THE CHANNEL
The channels can be selected in flight from the

control panel.
Frequency (MHz)
Channel
VHF UHF
1 114,166 243,0
2 114,333 -
3 114,583 -
4 121,5 -
5 123,1 -
6 124,1 -
Frequencies are calibrated in 1-6 conventional

signs.
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YADRO-1 communication radio in transmission

mode significantly distorts the readings within all the
frequency range of АРК-УД ADF. Due to this reason,
auto interlocking of АРК-УД receiver is provided,
when communication radio is in its transmission
mode.
BAKLAN-20 command radio also influences АРК-

УД operation, but not in all the frequencies. For this,
VHF ADF INTERLOCK switch is installed right
electrical control subpanel to switch on АШС-УД
antenna interlock, when the separation of radio
station and АРК-УД ADF frequencies is not
sufficient.
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15.2.4. LOCATION
- Antenna unit is installed in a pan under the cargo

compartment floor, between the frames No. 11 and
12. The loop is covered with radio-transparent
material from outside.
- Control panel is installed at the right electrical

control panel.
- Antenna amplifier is installed under the cargo

compartment floor, between the frames No.11 and
12.
- Direction-finder receiver, self-test generator and

switchbox are installed in the radio compartment, on
the right of flight direction, between the framed No.
14 and 15.
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- ADF operates with non-directional antenna of

АШС-УД type, which is installed at the top of the tail
boom, between the frames No. 1b and 3b.
- ADF antenna unit and indicator are matched

through the mechanical adapting unit at the right
rack in the cockpit.
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15.2.5. INDICATOR
Relative bearings of the fixed stations are

indicated at БСУП-2 indicator at the left instrument
desk.
УГР-4УК device can also be used as an indicator.

At this indicator at the left instrument desk data from
АРК-15М and АРК-УД ADFs are shown. An ADF
can be selected with АРК СВ - АРК УКВ (ADF MF -
ADF VHF) switch next to the indicator.
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15.2.6. THE CONTROL PANEL
Power supply: 27v DC ; 115V AC (400Hz)
The Control Panel includes:
1-ON and modes Selector.
2- NB, WB and Pulse lights.
3- Channel Selector (6 positions) CHANNEL.
4- Push buttons for rotating the antenna to right or

left (R-L)
5-TEST push button.
6- The knob to adjust the volume
7- Switch for Frequency Band Selection
8-Sensitivity Switch B-M

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15.2.7. FUNTIONAL TEST
The ADF is supplied with:
- direct current from 2K rectifier bus through the

RADIO VHF circuit breaker at the right circuit
breakers panel;
- alternating current 115 V 400 Hz from generator

bus 115 V 400 Hz through ПМ-2 fuse at the fuses
panel;
- alternating current 36 V 400 Hz from generator bus

(phases B and C) through ПМ-2 fuses at the fuses
panel.
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Test the work ability on the A/C by Built-in test

system
Perform the check according to the following steps:
1. Set the Frequency Channel Selector to position 4
2. Set Channel switch to position VHF.
3. Set the mode Selector to position the WB
4. Press the push button to Rotate the antenna right

or left to confirm the needle directed towards 30 o or
330o then release the push button.
5. Press the TEST button and hold about 10-15s.

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Devices to work normally in WB mode if:
• Listen to 1000 Hz signal in the headset. The WB

and NB light come on
• Indicator Needle turns 180 with error ±100
-Set the mode switch to position NB and conducted

the work as items 4 and the devices will work
normally in NB mode if:
• The 400Hz signal is available in the headset.
• the signal light NB comes on
• Indicator Needle turns 1800 with error ±100
- Set the mode switch to position I and repeat the

task as items 4 and 5. Devices will work normally in
I mode if:
• The 300Hz audio signal is available in the headset.

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• the signal light I comes on.
• Indicator Needle turns 180o with error ±10o
-Set the Band switch to UHF position and channel

selector on position 1;
Conduct the following tasks by items 3, 4 and 5
The ARK-UD will be in normal working condition if:
-The 1000 Hz signal is available in the headset in the

WB and HB and 300 Hz audio signal is available in I
mode.
- indicator light for each mode comes on.
- Indicator Needle turns 1800 with error ±10o

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15.3. A-037 RADIO ALTIMETER
15.3.1. GENERAL
A-037 radio altimeter measures current flight

altitude over any surface, except low-altitude flights
over thick snow or ice, and provides the crew and
the helicopter systems with information:
- current flight altitude as indications of the needle

of the altitude indicator;
- altitude alter signal for the flight at below the

altitude as preset with motion of index at the altitude
indicator.
NOTE: At the downward pass of alert altitude and

further descent, yellow lamp illuminates at the
altitude indicator, and audio signal of 400 Hz
frequency is delivered to crew headsets for 3...9
seconds.
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Altitudes Measurement Range 0 - 750 meters - failure signal as a flag (blinker) at the indicator for
a damage in any unit, indicator included, or when an
Error of True Altitude Measurement for 95% of Measurements:
accuracy is questionable, or when a flight is above
a) at analog output:
operating range of the altimeter.
- at 0 - 60 meters ±(0,6+0,05H) m
In mountain flights, when altitude varies widely and
- over 60 meters ±0,06H can be above the measurement range, an altimeter
is not suggested to use.
b) at altitude indicator:
With more than 20° of bank and pitch angles,
- at 0 - 20 meters ±2 m
altitude measurement error increases due to inclined
- over 20 meters ± 0,1H
range influence. With more than 40° of bank and
Error of Altitude Alert Signal about Current True Altitude: pitch angles, radio altimeter is not suggested to use.
- at 0 - 20 meters ±2 m
- over 20 meters ± 0,1H
Operating Frequency Band 4200...4400 MHz
Power Consumption:
- 27 V direct current 30 W
- 115 V 400 Hz alternating current 10 V*A

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Radio altimeter set incorporates:
- transceiver (A-037-1B instrument) at the

shockmount;
- receiving and transmitting antennas (A-037-2

instruments);
- altitude indicator (A-034-4-22 instrument);
- 2РМД test fitting plug.

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15.3.2. FUNTIONAL TEST
The order of performing the Functional test of the

R.A
1. Turn on the A/C power for the test (27VDC,

115VAC)
2. Turn on the CB of “INT”
3. Turn on the CB of “Altimeter”
4. Set the Switch “RADIOALT” on L.H Instrument

Panel.
NOTES: IN GROUND
*After the RA is turned on for a few minutes:
- The warning flag on the indicator must be

disappeared.
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- The indicator needle is pointing to the proper

location depending on the relative position of the
antenna compared with the ground, etc... General,
when the aircraft is on the ground, the height needle
is pointing just 0 m. If the preselected DH value
greater than the actual height, then the DH light
comes on and the the audio frequency signal is heart
(in Pilot telephone)
The function TEST can be performed for

confirming the work ability of the Radio Altimeter. To
activate this function, the “Test Button” is pressed by
the pilot or technician . In this function the built – in
circuit processed at a fixed altitude value of 15
meters. When pressing the TEST button, the flag is
desappeared, the height needle will point about
height of 15 m. The test procedure is available in
A/C Mainternance Manual.
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NOTES: IN FLIGHT
Do not require any adjustments of the radio

altimeter in flight .
Pilots should be noted that:
1. When A/C is flying above the area with a thick

layer of ice and snow, the altitude indicator is not
very reliable, altitude indicator can be calculated
from the bottom of the ice and snow layers (lower
than the surface layer of ice). The Surface of the ice
layer measured only in case of dirty snow and ice.
Moreover, pay attention when flying at altitudes
below 50 m above the ice layer
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2. when the A/C is flying above the vast forests, then

depending on the nature, the density, the height can
be measured by distance from the top edge of the
tree (the jungle) or the ground (woodlands, thin
forest) to the A/C. So pay attention when flying at the
altitudes below 50 m above the forest for safety
purpuse.
3. It does not require using the Radio antimeter,

when the A/C is flying over mountainous terrain, that
altitude is exceeded the measuring range of the
Radio altimeter.
4. In case of the A/C Pitch and Roll are exceed 20°,

the Height value will be measured with more error
due to the oblique of the measure line.
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5. In case of the A/C Pitch and Roll are exceed 40°,

the height measured by Radioaltimeter is not
suitable for using.
6. When the A/C is flying at an altitude beyond the

high measuring range of the RA (higher). The
radioaltimeter will report broken, by appearing the
the red flag, and the height pointer is just in dark
areas of the indicator
7. To use the TEST mode can be done at any

altitude levels (by pressing the TEST button), the
time needed to take for testing is the time to read the
altitude value on the indicator, at a height of 15 m is
pointed and the read flag disappears
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8. Right after the pointer is down lower than the

presetted altitude, the DH light comes on and a
sound is heard in the headset.
9. When the radio does not work, then a red flag

appears on the indicator and the indicator needle will
build in a certain position on the scale
10. When the radio does not work, then a red flag
appears on the indicator and the indicator needle will
stop in a certain position on the scale.
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15.4. RADIO RANGE FINDER KN 63
The DME is a transceiver computing the oblique

distance separating the helicopter from the DME
ground station that has been selected.
Radio range finder KN 63 belongs to the helicopter

short-range navigation radio communication
systems and is intended for determination of the
helicopter slant range to the radio beacons of DME
system.
The next information as follows:
- helicopter ground speed;
- estimated time to the radio beaconis read only

on the display (indicator KDI 572) of the radio range
finder besides the slant range information.
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15.4.1. LOCATION
- unit KN 63 is located in the cargo compartment,

frames Nos 1 and 2, RH side (for helicopters with
one entrance door on the LH side. For helicopters
with the RH side entrance door the KN 63 unit is
mounted under the cargo cabin floor between
frames 2 and 3 along the line of symmetry;
- indicator KDI 572 is set in the flight compartment

on the center pedestal (see 031.10.00 fig.5);
- antenna КА-61(KA-60) is set on the outside, frames

Nos 2n and 3n, boottom section.
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15.4.2. CONTROL
ON/OFF SWITCH: Turn on the KN 62A only after

engine start-up, and turn it off prior to engine shut-
down.
FREQUENCY SELECTION: Tune your frequency

by using the two frequency selection knobs. Pushing
the smaller knob in changes the 0.1 MHz digit (0.0,
0.1, 0.2, etc.). Pulling out the smaller knob adds 0.05
MHZ to the frequency, and tunes the frequency in
0.1 MHz steps (0.05, 0.15, 0.25, etc.). Turning the
outer, larger knob changes the larger digits (1 MHz,
10 MHz).
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3-POSITION FUNCTION SWITCH: This switch

determines both the information displayed and the
channeling source. On the Frequency (FREQ)
setting, the unit can be channeled internally. On
Groundspeed/Time-to-Station (GS/T), the unit holds
the internally selected frequency and also displays
distance, groundspeed and time-to-station
information. On Remote (RMT), the DME is
channeled when you select your NAV frequency on
the NAV receiver and displays distance,
groundspeed and time-to-station once it locks in on
a ground station.
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15.5. THE CО-70 TRANSPONDER
15.5.1. GENERAL
The CО-70 transponder is intended for operation

with foreign secondary radars of the ATC RBS
system to control air traffic on routes and in the
aerodrome zone. The secondary radar includes both
the airborne and ground equipment. The ground
radar triggers the transponders of helicopters being
in its coverage zone. To effect interrogation, use is
made of two-pulse interval codes. The Airborne
transponders radiate code elements whose structure
depends on the mode of operation.
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15.5.2. COMPONENTS AND LOCATION
Composition of transponder CO-70 on the

helicopter:
- Transceiver unit ПП-02;
- Coder unit WK ИКАО-01;
- Interface unit БC-01;
- Control panel CP;
- Antenna AM-001.
Units ПП-02, WK ИКАО-01, БC-01 are arranged

on the same shockmount of the CО-70 transponder
(Monoblock).
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- The monoblock is located in the cargo

compartment, RH, on the rack close to frames No
1 and 2, arranged hereat are test connectors ШФ
254, ШФ 255;
- Control panel is located in the flight compartment

on the right-hand board of the power supply
switching panel;
- Antenna AM-001 is arranged under the helicopter

fuselage close to frames No.1 H and 2H, RH port
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15.5.3. MAIN FEATURES
The transponder operation is controlled by the

control panel:
- 3: ON-OFF toggle switch is intended for turning on

the transponder;
- 5: TEST button is used for built-in test to confirm

the TDR serviceability;
- TEST light is intended to indicate the reply signal

and check the transponder serviceability;
- 4: IDENT button is used for transmit ting the

helicopter ID signal. The identification signal is
designed to select the mark of the required
helicopter among other helicopters on the radar
indicator;
- 2: Mode selector switch having four positions:

SBY, A, B, C;
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- Four switches are used to set one of 4096 codes;
- 7 the AR toggle switch is intended to turn off

information on the altitude when the toggle switch is
set to the OFF position. In this case, only the frame
pulses are present in the reply message.
- 1: Number setting-up knob
- 6: Switch to select a working complex for doubled

CО-70 set (It is not used on Mi-172)
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MODE OF OPERATION 1. The SBY mode. In this mode, the transponder

does not reply the requests but it is in the ON state.
2. Mode A: In this mode, the transponder replies to

interrogation code A by any of the 4096 codes being
set up by the four switches on the control panel.
Besides, to request in code C the transponder
issues the reply code containing information on the
flight altitude.
3. Mode B. In this mode, the transponder replies to

the interrogation code by one of the 4096 codes
being set up by the four switches on the control
panel. To request in code C the transponder issues
the reply code containing information on the flight
altitude.
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4. Mode C. In this mode, the transponder replies to

interrogation code C. The reply code contains
information on the flight altitude. Selection of mode
A or B depends on the ground radar operation. The
required mode of the transponder operation is
usually given to the crew before departure.
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15.5.4. SETTING UP OF CODES
The value of set-up code CODE is displayed in

the window on the control panel (the lett-hand
upper knob is used to set the high-order digit of
number code - the extreme left).
The left-hand knob is used to set up the following

code digit - the second from left. The right-hand
lower knob is used to set up the following digit - the
third from left.
The right-hand upper knob is intended to set up

the low-order code digit - extreme right.
In flight the transponder operation is monitored by

visual observation of the TEST lamp glowing; the
lamp is located on the control panel.
Periodic flashing up of the lamp (at the instant the

transponder is irradiated by the radar) indicates that
the reply is available. When the helicopter leaves the
radar coverage zone, the lamp will go out.
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15.5.5. PANEL-MOUNTED
TRANSPONDERS KT-70
IDENT Button
Marked IDT, the KT 70’s Ident button is pressed

when ATC requests an “Ident” or “Squawk Ident”
from your aircraft. When the Ident button is pressed,
the reply indicator, an “R”- shaped annunciator light
will glow for approximately 18 seconds. An optional
Remote Ident switch may also be installed to
perform the same function.
ID Code
The ATCRBS Transponder Identification code

(squawk code) for the aircraft is displayed in the
Ident Window on the right side of the display.
Each of the four Transponder Code Selector

Knobs selects a separate digit of the identification
code.
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Reply
The lighted “R” reply indicator blinks when the

transponder is replying to a valid interrogation and
illuminates for 18 seconds after the initiation of the
Ident.
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Altitude Display
The KT 70 and KT 71 display Flight Level Altitude,

marked by the letters “FL” and a number in hundreds
of feet, on the left side of the display. For example,
the reading “FL 071” corresponds to an altitude of
7,100 feet, referenced to 29.92 inches of mercury (or
1013 hP) at sea level. Flight Level Altitude
represents “pressure altitude”, and should not be
confused with true altitude. Please note that the
displayed altitude may not agree exactly with the
aircraft’s altimeter when flying below 18,000 feet,
because encoders are preset to 29.92 inches of
mercury. An encoder’s altitude transmission is
automatically corrected for proper altimeter setting
by a ground-based computer, to present the correct
altitude to the controller.
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Ranging from -1,000 to +99,900 feet, Flight Level

Altitude is displayed only when altitude reporting is
enabled. If the altitude window is blank or shows a
series of dashes (as in the case of an invalid
altimeter code being reported), altitude reporting will
be disabled.
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VFR
Momentarily pressing the VFR
Pushbutton/Function Selector Knob recalls the

preprogrammed VFR code, superseding whatever
code was previously entered. If the VFR Push
buttonis pressed inadvertently, the previous code
may be retrieved by pressing the Function Selector
Knob and holding it for two seconds.
If a preset VFR code other than the factory-set

1200 is desired, a new code may be programmed as
follows:
1. Place the unit in Standby (SBY)
2. Select the desired VFR code
3. While holding the IDT (Ident) button in,

momentarily press the VFR button (Function
Selector Knob).
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Function Selector Knob
The Function Selector Knob on the right side of the

KT 70 enables you to choose from among the
following operating modes:
OFF - The unit is not receiving power.
TST (TEST) - Replies are disabled in test mode,

and the unit illuminates all segments of the display
for at least four seconds.
GND (GROUND) - In the KT 71, all interrogations

are inhibited. In the KT 70, ATCRBS (Air Traffic
Control Radar Beacon System) Mode A&C
interrogations are inhibited.
ON - The KT 70 is able to reply to all valid Mode A,

C and S interrogations.
ALT - In the “ALTITUDE” mode, the KT 70 replies

to all valid Mode A, C and S interrogations
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15.6. THE RDR 1400 C
15.6.1. INTRODUCTION
The RDR 1400 C is an on-board radar operating in

band I with 10 kW peak power. The radar antenna
scans forward of the helicopter and the data
obtained are displayed on color navigation indicators
provided on the instrument panel.
Three operating modes are available:
– Weather (WX) mode: this is the main mode

providing data related to rain clouds, storms and
icing conditions areas that help avoid hazardous
zones (cumulo-nimbus etc.)
– SEARCH (SRCH) mode: this mode provides a

map display of the surface below the helicopter with
landmarks identification (water expenses, islands,
mountains, bridges etc.) and allows detecting small
objectives (ships etc.) even in poor conditions.
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– BEACON (BEACON) mode: In this mode the radar

locates and identifies fixed transponder beacons
(standard or DO 172) on the indicators. This function
allows the pilot to find an objective amongst others
of the same type (oil rigs in some areas). This mode
also provides 2 scales (0.5 and 1 mile).
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15.6.2. TECHNICAL CHARACTERISTICS CAUTION:
CHARACTERISTICS DESCRIPTION - Either a dummy load representing the antenna or a

radiation absorbing screen installed forward of the
Power supply 28 Vdc - 5 Amps 115 V-400 Hz - 3VA
helicopter shall be used during radar transmissions.
Peak power 10 kW
- Should this prove impossible, the personnel shall
I band frequency 9375 MHz ± 5 MHz in "SEARCH" "WEATHER" and
operate more than 5 m away from the radar swept
"BEACON" reception mode. 9310 MHz in "BEACON"
area.
mode.
- The radar shall not be operated when refueling or
Repetition 249 Hz and 746 Hz
close to recipients containing flammable or explosive
Pulse width 0.5  seconds for scales lower than or equal to 20 NM. materials.
2.35  seconds for scales higher than 20 NM.
Blind distance 300 yards
Maximum range 240 NM
Swept sector 120° or 60°
Scanning speed 28°/ second
Tx / Rx operating - 50°C to + 50°C / 50000 ft

limitations.
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15.7. GARMIN GNS 430
The VHF/AMNOR/LOC/GLIDE/GPS GARMIN

GNS 430:
- General description;
- Communication system:
+ Description;
- Navigation system:
+ Description;
+ Direct-to Navigation Page;
+ CDI Page;
+ Bearing-to Page;
+ Message Page;
+ Flight plan Page;
+ Procedures Page;
+ Main Page Group;
+ Configuration mode.
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The VHF/AMNOR/LOC/GLIDE/GPS GARMIN

GNS 430 transceiver system is used for the following
functions:
- A radio communications function, in the 118.00 -

136.975 MHz frequency band enabling air-to-air and
airto-surface radiotelephone communications;
- A navigation function designed to receive signals

transmitted by the VOR/ILS (LOC) beacons, ILS
(GLIDE) beacon and GPS satellites. A VOR-
ILS/GPS switch is used to select the display of GPS
or VOR navigation data on the HSI.
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15.7.1. DATABASE CARDS
- On the left side of the GNS 430, near the power

on/off knob, there is two card slot;
- The left card , the Aviation Database, can be

updated on www.jeppesen.com site and contains
informations about airports. Radio-navigation means
and airway intersections;
- The right card, the Terrain/Obstacle Database.

used for the terrain/obstacle display, can be updated
on www.garmin.com site.
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15.7.2. COMMUNICATION
Communication Controls and Displays:
- The GNS is swiched on by the "C" knob, also

dedicated to the COM volume adjustment and, by
depressed it, enable or disable the automatic
squelch;
- In the COM Stand-by Frequency Field, the MHz

selection is done by using the outer left rotary knob
and the kHz selection by the inner left rotary knob.
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Communication Controls and Displays:
- The frequency currently used by the pilot is

displayed in the COM Active Frequency Field;
- When, in the COM Stand-by Frequency Field, the

new COM frequency has been selected, a press on
the COM Flip-flop Key will exchange the two
frequencies;
- The Stand-by frequency became the Active one

and the Active frequency became the Stand-by
frequency.
Receive Indication:
- While receiving a station, an 'RX' indication

appears in the upper right corner of the COM
Window to the immediate right of 'COM'.
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Transmit Indication:
- A 'TX' indication appears at the same location

when transmitting.
Emergency Channel:
- The GNS 430's provides a quick method of

selecting 121.500 MHz. Emergency channel, by
press and hold the COM Flip-flop Key for
approximately two seconds.
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15.7.3. NAVIGATION
Navigation Controls and Displays:
- To select a VOR/Localizer/ILS frequency, press

the small left knob, the "PUSH CN" Knob, to highlight
the VLOC Stand-by Frequency;
- VLOC frequencies are tuned with the large and

small left knobs when the tuning cursor is in the
standby VLOC frequency field;
- The standby frequency always appears below the

active frequency;
- The active frequency is the frequency currently in

use;
- To make the standby frequency the active

frequency, press the VLOC Flip-flop Key.
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Navigation Function, Tone indication:
- VLOC audio volume is adjusted using the VLOC

Volume Knob;
- VLOC ident is enabled by pressing the VLOC

Volume Knob. When VLOC ident is enabled, an "ID"
indication appears in the upper right corner of the
VLOC Window, to the immediate right of "VLOC".
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DIRECT-TO NAVIGATION PAGE:
- The GNS 430 can use direct point-to-point

navigation to provide guidance from takeoff to
touchdown, even in the IFR environment;
- Once a destination is selected. the unit provides

speed, course, and distance data based upon a
direct course from the present position to the
destination;
- A destination can be selected from any page with

the Direct-to Key.
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CDI AND OBS KEYS
- The GNS 430's Course Deviation Indicator, CDI,

Key is used to couple the GPS or VLOC receiver to
the external CDI (or Horizontal Situation Indicator,
HSI). When the external CDI (or HSI) is being driven
by the GPS receiver, "GPS"appears at the bottom
left corner of the page, directly above the CDI Key.
When the external CDI (or HSI) is being driven by
the VLOC receiver, "VLOC" appears instead;
- To couple the external CDI (or HSI) to the GPS

receiver or VLOC receiver. press the CDI Key to
display "GPS" or "VLOC", as desired.
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OBS Key:
- Selects Omnibearing Selector, OBS, mode,

which retains the current "active to" waypoint as the
navigation reference even after passing the
waypoint. Pressing the OBS Key again returns the
unit to normal operation, with automatic sequencing
of waypoints;
- When OBS mode is selected, the pilot may set

the desired course to/from a waypoint using the
"Select OBS Course" pop-up window, or an external
OBS selector on the HSI or CDI.
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MESSAGE PAGE
- The GNS 430 uses a flashing "MSG" annunciator

at the bottom of the screen (directly above the MSG
Key) to alert the pilot of any important information or
warnings;
- When the "MSG" annunciator flashes, press the

MSG Key to display the message;
- Press the MSG Key again to return to the

previous page.
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FLIGHT PLAN PAGE
- The GNS 430 lets the pilot create up to 20 flight

plans, FLP, with up to 31 waypoints in each flight
plan. Flight plans are created, edited, and activated
using the FPL Key.
The FPL Page Group includes two pages:
- The Active Flight Plan Page and the Flight Plan

Catalog Page;
- The small right knob is used to switch between

the two Flight Plan pages.
Active Flight Plan Page:
- It provides information and editing features for the

flight plan currently in use (referred to as 'flight plan
00').
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Flight Plan Catalog Page:
- The Flight Plan Catalog Page serves as the main

page for creating new flight plans, as well as editing
or activating previously created flight plans;
- The Flight Plan Catalog Page Menu is displayed

by pressing the Menu key.
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PROCEDURES PAGE
- The GNS 430 allows the pilot to fly non-precision

and precision approaches to airports with published
instrument approach procedures;
- All available approaches are stored on the

Jeppesen NavData Card, and are automatically
updated when the new card is inserted into the GNS
430;
- Subscription information for NavData cards is

included in the GNS 430 package;
- The Procedures Page is displayed by pressing

the PROC Key;
- The Procedures Page provides direct access to

approaches, departures, and arrivals, based upon
the active flight plan or direct-to destination;
- In either case, the departure and destination

airports must have published procedures associated
with them.
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MAIN PAGE GROUPS
The GNS 430's main pages are divided into four

separate page groups:
- NAV, WPT, AUX, and NRST;
- Each page group is comprised of multiple pages;
- The groups are selected using the large right

knob;
- The individual pages are selected using the small

right knob.
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NUMBER NAV WAYPOINT AUXILIARY NEAREST
1 Default NAV Page The Airport Location Page Flight Planning Page Nearest Airport Page
2 Map Page Airport Runway Page Utility Page NRST Intersection Page
3 Terrain Page Airport Frequency Page Setup 1 Page NRST NDB Page
4 NAV/COM Page Airport Approach Page Setup 2 Page NRST VOR Page
5 Position Page Airport Arrival Page NRST User Waypoint Page
6 Satellite Status Page Airport Departure Page NRST Center (ARTCC) Page
7 Vertical Navigation Page Intersection Page NRST Flight Service Station (FSS) Page
8 NDB Page Nearest Airspace Page
9 VOR Page
10 User Waypoint Page

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CONFIGURATION PAGE
Press and hold the ENT key and turn the unit on.
Release the ENT key when the display activates.
After the data base pages, the first page displayed is
the MAIN ARINC 429 CONFIG page. While in
Configuration Mode, pages can be selected by
ensuring the cursor is off and rotating the small right
knob.
To change data on the displayed Configuration

Page, press the small right knob (CRSR) to turn on
the cursor.Turn the large right knob to change
between data fields. Turn the large or small right
knob to change a field that the cursor is on. Once
you have made the desired selection, press the ENT
key to accept the entry.
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MAIN RS 232 CONFIG PAGE:
Configures the GPS RS 232 output and input.
MAIN INPUTS 1: Allow you to monitor the data on

ARINC 429, RS232 and others electrical inputs.
Information not received is dashed out.
MAIN ARINC 429 CONFIG PAGE:
Configures the GPS ARINC 429 output and input

ports.
MAIN INPUTS 2 Allow you to monitor the data on

ARINC 429, RS232 and others electrical inputs.
Information not received is dashed out.
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15.7.4. INSTRUMENT PANEL SELF TEST
Compare on-screen indications with information

displayed on connected instruments.
MAIN LIGHTING Set display parameters that

affect the display backlight and key lighting
brightness.
DATE/TIME SETUP Set date and time to aid in

acquiring a GPS position.
MAIN DISCRETE INPUTS To verify that the

decoded altitude field indicate the correct altitude.
MAIN DISCRETE OUTPUTS To verify the

operation of any external annunciators and switches
present in the installation.
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MAIN CDI/OBS CONFIG To verify the CDI

outputs, both lateral and vertical, and verify and
calibrate the main OBS input. COM SETUP Change
spacing , calibrate squelch and sidetone.
VOR DISCRETE INPUTS Allow to verify the

operation of an external VLOC transfer switch(if
present).
VOR/LOC/GS CDI To verify and calibrate the CDI

outputs, both lateral and vertical from the
VOR/LOC/GS receiver. As well as the OBS resolver
input to the VOR receiver. Select the format for DME
tuning data.
VOR/LOC/GS CDI To configure the VOR/ILS

ARINC 429 output and input ports.
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15.8. ELT KANNAD 406
15.8.1. GENERAL
The KANNAD 406 INTEGRA AP-H extended

range is an automatic portable ELT with built-in GPS
and integral antenna which may replace the main
antenna in case on unavailability of this last one.
The ELT is designed to transmit on 2 frequencies

in case of crash or distress:
- On 406 MHz,a digital message to the COSPAS-

SARSAT satellites for localization and identification.
Thanks to the built-in GPS receiver the position will
also be transmitted in this message;
- On 121.5 MHz, a sweep tone used by SAR

services for homing in the final stage of rescue
operations.
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The ELT installation includes:
- A KANNAD 406 INTEGRA transmitter box witch

contains the battery, a impact detector (G-
SHOCK),a buzzer, a GPS receiver and an integral
antenna;
- An external antenna;
- An auxiliary antenna;
- A dongle connector which contains the coded

information of the helicopter;
- A remote control on the instrument panel.

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The ELT is off when the switch on the ELT is in

"OFF" position whatever the remote control switch
position.
This "OFF" mode must only be selected when the

ELT is removed from the aircraft or when the aircraft
is parked for a long period or for maintenance.
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The remote control in ARMED position.
When switching the ELT from "OFF" to "ARM", the

self test of the ELT is realized.
The buzzer operates during the self test procedure

and the good test result is displayed after about 10
seconds on the visual indicators by a long flash.
The ELT is armed, this is the stand by mode to

enable automatic activationby the shock sensor or
by manual activation.
This mode is mandatory during flight.

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By switching ON the remote control switch, The

ELT starts transmitting:
- After 50 seconds on 406 MHz (one burst every

50 seconds);
- After the GPS lock on 121,5 MHz (continous

transmission between each 406MHz burst).
Note: If GPS lock does not occur within 5 minutes,

the 121.5 MHz will be activated.
The red visual indicators flashes during

transmission: short flashes every 0,7 seconds during
121,5 MHZ transmission and a long flash during 406
MHz transmission.
The buzzer operates a pulse signal every 0,7

seconds during 121,5 MHz transmission.The ELT
can be reset by switching momentarlily the
"RESET/TEST". The transmission is stopped.
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In case of shock, the internal G-Switch of the ELT

switches automatically the ELT on transmitting
mode.
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The ELT can also be used outside the helicopter:
- The ELT is switched to "OFF" and disconnected

from the external antenna and the remote control;
- The auxiliary antenna is connected and placed in

vertical position;
- Switching to "ON" position, the ELT performs the

self test first and then the transmission mode is
activated;
- The ELT transmits, the LED's illuminates and the

buzzer operates.
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15.8.2. TEST
A series of short flashes indicates false test result.
The number of flashes indicates the type of failure:
3 + 1 = LOW BATTERY VOLTAGE.
3 + 2 = LOW TRANSMISSION POWER.
3 + 3 = FAULTY VCO LOCKING (FAULTY

FREQUENCY).
3 + 4 = NO IDENTIFICATION PROGRAMMED or
MAINTENANCE CODE.
3 + 5 = Faulty Voltage Stationnary Wave Ratio(link

to external antenna).
3 + 6 = GPS SERIAL LINK.

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16. HEADING SYSTEM ATA 34
Thе magnetic, gyro, flight and navigation, celestial

navigation devices include the following instruments
and systems:
- КИ-13К compass;
- two АГБ-3K gyro horizons;
- ЭУП-53 electric turn indicator;
- ВК-53Э-РВ erection cut-out switch;
- ГМК-1ГЭ compass system;

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16.1. КИ-13К COMPASS
The aircraft liquid magnetic compass is used on

the helicopter as a duplicate instrument. The
compass is installed in the flight compartment along
the line of symethry on the blister. The operating
principle of the compass is based on the interaction
of the compass permanent magnets with the earth's
magnetic field. To account the compass reading
errors during its operation, the compass is supplied
with the error correction chart, which is placed in the
cassette attached to the flight compartment canopy
framing.
Gyro unit scale is linear, with 5° division value and

marks placed through 30°. South and north headings
are marked with S and N letters.
The compass is fixed at the frame of the cockpit

canopy. Error correction table is attached for the
calculation of residual deviation. It is kept in a
cassette at the cockpit glazing.
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16.2. АГБ-3K GYRO HORIZONS
• finds helicopter position with space about true

horizontal plane;
• finds side-slip (if any) and its direction;
• issues electrical signals to САРПП-12Д1М FDR

system, ДИСС-15 Doppler system (from left gyro
horizon) and АП-34Б autopilot (from right gyro
horizon) in proportion to bank-and-pitch angles.
АГБ-3К is a combined instrument, which consists

of gyro horizon and slip indicator.
Left АГБ-3К is supplied with 27V direct current

from battery bus and with 36V 400Hz alternating
current from ПТ-200Ц buses, while right gyro
horizon is supplied from rectifier bus and three-
phase ~36V 400Hz generator buses.
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There is power failure warning system to inform

that either alternating or direct current is not
available. The signal also actuates in the event of
open fault of any phase of alternating current
between the plug connector and horizon gyrounit
commutator, or in the event of disconnection of
minimum two outputs of gyromotor. Red flag
appears on the face of the instrument in the event of
power cutout or circuit opening. To reduce gyro
horizon ready time at its switching on mechanical
caging device with PUSH BEFORE START-UP
signature is installed at the face of the instrument.
Adjustment knob moves pitch scale about airplane

silhouette center within 10°.
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Gyro horizon is built around electric displacement

gyroscope with three-phase current gyro motor.
Gyro horizon depends for its operation on the
property of a displacement gyroscope to keep
constant special direction of its main axis.
There is a correction system to keep vertical the

main axis of gyroscope rotor. With continious one-
sided accelerations (acceleration, deceleration,
turn), gyro horizon with its correction on accumulates
the error; to decrease it, lateral correction can be
disconnected at turns with ВК-53Э-РВ correction
switch.
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Slip indicator (inclinometer) enables the pilot to

check the quality of the turns. If inclinometer ball
remains within the center index, the turn is perfectly
coordinated. When the ball deviates, it indicates the
slip. Ball moves in the direction of turn.
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16.3. ЭУП-53 ELECTRIC TURN INDICATOR
ЭУП-53К electric turn indicator shows helicopter

turn about vertical axis and provides the information
on the quality of the turn. Turn indicator is a
combined instrument, which consists of gyroscopic
turn indicator which informs the pilot of rate and
direction of helicopter angle speed in relation to
vertical axis, and slip indicator, which provides the
display of rate and direction of helicopter slip. ЭУП-
53К turn indicator is installed at the left instrument
desk.
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16.3.1. OPERATION OF TURN INDICATOR.
Operation of turn indicator is based on the feature

of one-axis gyroscope to align angular-velocity
vectors of proper and forced rotation. Helicopter turn
about vertical axis is shown by the needle, which
deviates either to the left or to the right of zero
depending on the flight direction. The more angle
speed of the helicopter, the more deviation of needle
is.
16.3.2. OPERATION OF SLIP INDICATOR
The basic property of compound pendulum to set

in the direction of gravity force involved (in the
direction of true vertical, or, in case of a number of
forces involved to set in the direction of their
resultant (in the direction of apparent vertical) is
used in slip indicator.
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A sensor of the indicator is a curved glass tube with

a small ball enclosed. A movement of the ball to the
left or to the right of a center index either in straight
flight or in turn shows that the helicopter is in a slip.
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16.4. ВК-53Э-РВ ERECTION CUT-OUT SWITCH
The erection cut-out switch is intended for

disconnection of the gyro system updating when the
helicopter makes turns. The erection cut-out switch
has the delay mechanism which disconnects
updating at stabilized angular velocity only. In case
of the oscillations and vibrations in flight, the erection
cut out is not disconnected.
The erection cut-out switch is installed on the RH

rack in the flight compartment
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.Maximum Current in Correction Switch Circuits 200 mA maximum Inside the correction switch, springs keep the
gyroscope in its medium position. With an angle
Threshold of Sensitivity of the Correction Switch (minimum 0,1 - 0,3 deg./sec
speed, gyroscope tilts, counteracts the springs and
angle speed when the correction is off)
switches on delay mechanism, which breaks
Delay Time of the Correction Switch 5 - 15 sec
correction circuit in a fixed period after angle speed
Power Supply Voltage: was applied. Because of this, the correction can be
- three-phase alternating current 36 V 400 Hz switched on with stable angle speed only. With in-
- direct current (27 ±2,7) V flight oscillations and jerks of the helicopter,
correction does not switch off.
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Magnetic Heading Error ±1,5° 16.5. ΓМК-1A HEADING SYSTEM
System Error due to Precession of Gyro Axis of the Gyro Unit ±2,5° maximum ΓМК-1A heading system finds and indicator
in Directional Gyro Mode for 1 hour (at standard conditions) magnetic or great circle heading of the helicopter
and its turn angles.
Slaving Rate in Slaving Mode:
In an operation together with APK-15 ADF, the
- normal rate 1,5 - 7 deg./min
system issues magnetic (true) bearings and relative
- high rate 6 deg./sec minimum
bearings.
Ready Time: In an operation together with AП-34 autopilot, the
- in slaving mode 3 minutes maximum system delivers heading signals and deviation
angles of the helicopter to autopilot.
- in directional gyro mode 5 minutes maximum
ΓМК-1A heading system is controlled by BK-53PB
Power Supply Voltage:
correction switch to disconnect its slaving and
- three-phase alternating current 36 V 400 Hz
azimuth torque when helicopter is in a turn.
- direct current (27 ±2,7) V
Power Consumption:
- with alternating current 60 VA maximum
- with direct current 25 W maximum

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Outer gimbal of ΓМК-1A system gyro is not

stabilized and the system is not electrically
connected to АГБ-3K gyro horizon. In bank or pitch,
the heading is displayed with a gimbal error.
Depending on mission type and flight conditions,

heading system operates either in directional gyro
mode or in slaving mode.
Main operation mode of the system is directional

gyro mode with readings regularly corrected by the
magnetic corrector.
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16.5.1. COMPONENTS
ΓМК-1A set consists of:
- ПY-26 control panel,
- ΓA-6 gyro unit,
- AC-1 slaving mechanism,
- KM-8 compensator,
- ИД-3 flux-gate sensor and
- two УΓP-4YK indicators.
ΓМК-1A is supplied with 27 V direct current from

rectifier bus through COMP SYS circuit breaker and
with three-phase 36 V 400 Hz alternating current
from 3~36 V 400 Hz generator buses through COMP
SYS П-5 fuses.
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a. ПY-26 CONTROL PANEL
ПY-26 control panel provides
- Mode selection: magnetic correction or

directional gyro;
- Entering of latitude correction from diurnal

rotation of the Earth both in Northern and in Southern
hemispheres;
- Compensation of azimuth precession of the gyro,

caused by its imbalance;
- Setting of the indicator scale at the preset

heading in directional gyro mode;
- High speed of alignment;
- Connection of monitoring instruments and

heading signal loads to the gyro unit.
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Following controls are installed at the face panel of

the instrument: latitude switch, warning signal, mode
switch, control selector switch, high-speed alignment
and heading setting switch, latitude potentiometer.
Latitude potentiometer scale is marked with digits
from 0° to 90° latitudes.
There are two bulbs at the face of the panel for its
red illumination.
ПY-26 control panel is installed at the right-side

electrical control panel in the cockpit.
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b. ΓA-6
ΓA-6 gyro unit provides
• Averaging and keeping in memory of

helicopter heading, defined by flux-gate sensor;
• Operation as gyro compass;
• Remote issue of heading and off-heading

angles to УΓP-4YK indicators and AП-34 autopilot.
A sensor of the instrument is a displacement

gyroscope with horizontal spin axis. A gyro tends to
keep constant direction of its axis in space (azimuth).
This quality of heading gyro is from the basis of gyro
unit operation.
ΓA-6 gyro unit is installed at the left cockpit rack.

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c. AC-1
AC-1 slaving mechanism provides:
• Start-up mode, which means that with

heading system power supply on, the system is
slaved fast irrespective of its operation mode
(directional gyro or magnetic heading);
• Connection and disconnection of high-speed

slaving with switching from directional gyro mode
into magnetic correction mode and more than 2° of
misalignment between gyroscopic and magnetic
headings;
• Correction disconnection after BK-53PB

correction switch signal;
• Signal gain in “gyro unit selsyn sensor -

correction selsyn receiver” monitoring system.
AC-1 slaving mechanism is installed at the left

cockpit rack.
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d. KM-8
KM-8 compensator provides:
• Connection of ИД-3 flux-gate sensor and ΓA-

6 gyro unit;
• Deterrence of quadrantal deviation and

instrument errors with cam device;
• Magnetic declination entering;
• In-flight correction of magnetic heading to

make it equal to great circle heading.
There are two selsyns in the compensator, one is

for slaving of the rotor of this selsyn to a position of
ИД-3 sensor about the direction of horizontal
component of Earth magnetic field, while other is for
transmission of heading signals from ИД-3 sensor to
ΓA-6 gyro unit, which were previously corrected in
the compensator with cam device and adjustment
knob. KM-8 compensator is installed at the left
cockpit rack
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e. ИД-3
ИД-3 flux gate sensor measures horizontal

component of Earth magnetic field, thus finding
helicopter magnetic heading, which is necessary to
correct ΓA-6 readings.
Sensors are three ferromagnetic probes arranged

in one plane, which make three sides of an
equilateral triangle. Semi-circular deviation is
deterred with a compensator at the cover of the
sensor.
ИД-3 sensor is installed inside the tail boom

between frames No. 6 and 7 at the duraluminum rack
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f. УΓP-4YK INDICATOR
УΓP-4YK indicator is a combined device showing

headings, angles of turn, bearings and relative
bearings of the radio stations.
There are two scales at the face of device.

Heading is read against movable scale and triangle
index of the fixed scale. Radio station bearing is
counted with the needle against movable scale,
while relative bearings are counted against the fixed
scale.
УΓP-4YK indicators are installed at the left and

right instrument desks.
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16.5.2. OPERATIONAL MODES
Depending on mission type and flight conditions,

heading system operates either in directional gyro
mode or in slaving mode.
ΓМК-1A heading system operates in either of two its

main modes:
• Directional gyro mode, main operating mode;
• Slaving mode, standby operating mode.
Besides, power supply circuit of the system

provides several auxiliary operating modes:
• Start-up
• Auto slaving
• Test;
• Course;
• Emergency
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a. DIRECTIONAL GYRO
Directional gyro is the main gyro in the directional

gyro mode. The accuracy of heading generated by
the directional gyro depends on its drift in azimuth.
Free gyro without azimuth correction has “alleged”

precession due to Earth rotation and precessions
caused by friction torques of gimbal suspension
supports. These precessions are compensated with
internal latitude compensator of the ПY-26 control
panel.
In directional gyro mode, heading signal is

generated by heading-transmitting selsyn. Its rotor is
fixed at the vertical axis of the gyroscope and thus
they will process together. Heading loads will receive
latitude compensator-corrected gyroscopic heading.
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b. SLAVING
In slaving mode, magnetic heading signals are

generated with ИД-3 flux-gate sensor and go to KM-
8 compensator. There, variation and deviation
corrections are entered into the magnetic heading
signal and instrument errors of the monitoring
systems are fixed.
Corrected magnetic heading signal goes to ΓA-6

gyro unit to be averaged and “remembered”.
Error signals in the “gyro unit selsyn sensor -

correction selsyn receiver” system are amplified with
AC-1 slaving mechanism amplifier.
In helicopter turns with more than 0,1…0,3

deg/sec angle speed, BK-53PB signals to
disconnect magnetic correction go to slaving
mechanism and gyro unit. Heading signals are
delivered to loads from selsyn sensor of ΓA-6 gyro
unit.
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c. START-UP
In this mode, magnetic heading high-speed auto

alignment is provided in 45-90 seconds from system
connection irrespective of function selector switch
(either direction mode or magnetic heading).
d. AUTO SLAVING
In this mode, high-speed slaving mode is switched

on automatically while its transfer from directional
gyro mode into slaving mode with more than 2°
misalignment between gyroscopic and magnetic
headings.
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e. TEST
In this mode, fast complex test of monitoring

systems of the heading system is made with
response of 0° and 300° headings, which are issued
when ИД-3 sensor winding is connected in certain
combination to direct current source. 0° or 300°
response does not depend on ИД-3 sensor position
in azimuth.
f. COURSE SELECTION
The course is selected with course selector switch

when the system is in directional gyro mode.
g. EMERGENCY MODE
With failed or damaged ПY-26 control panel or ΓA-

6 gyro unit, but “ИД-3 - KM-8” monitoring system
operative, correction mechanism scale can be used
in flight to exhibit readings with quadrantal deviation
and instrument errors (±5° maximum).
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17. PNEUMATIC SYSTEM ATA 36
The helicopter air system is designed for:
- Operating 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 No. 12 and
No. 13 on the left side of the fuselage center section.
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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 MBY-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.
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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 YП-
25/2 and at the same time to the reducer/accelerator
YП -03/2M. Braking is applied by depressing the
lever on the captain's cyclic stick.
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This lever is connected, by a Boden shell encased

cable, to the pressure reduction valve YП-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 YП-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
YП-25/2 to the reducer acelerator YП-03/2M, which
amplifies wheel braking.
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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 YП-25/2
pressure reduction valve. The air in the wheel brake
cylinder is also released into the atmosphere
through the YП-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
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The air system consists of the following units:
- helicopter strut air-cylinders,
- AK-50T1 air compressor,
- two check valves,
- two air cleaners,
- pneumatic charging union,
- AД-50 automatic pressure control unit,
- YП-25 pneumatic control unit,
- YП-03/2 pneumatic control unit,
- MBY-100 and
- MA-60 pressure gauges.

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The cavities of the two brace struts of the main

landing gear act as air tanks/helicopter air resiviours.
A charging valve on the left horizontal brace strut for
connecting a hose for inflating the tires when an
external air compressor is not available.
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The AK-50T1 air compressor 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 kg/cm2.
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The gravity-filter 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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The check valve permits airflow in one direction

and closes the line when airflow is reversed. The
pneumatic system has two check valves. Both of
these valves are located on the helicopter.
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The air cleaner / filter 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 YП25/2 pressure
reducing valve and the YП03/2M pneumatic control
unit / reducing valve. The first cleaner is installed on
the helicopter air panel and the second is mounted
under the cockpit floor.
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The pneumatic charging union/ coupling 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.
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The AД-50 automatic pressure control unit

automatically switches the compressor to idle
operation when the air pressure reaches 50+4
kgf/cm2 . When the pressure drops to 40 kgf/cm2,
the compressor is switched on to pressurize 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
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The YП-25/2 reducing valve reduces the air

pressure going to the wheelbrakes. This valve
supplies compressed air reduced to the proper
pressure, to the control chamber of the YП03/2M
pneumatic control unit / pneumatically controlled
reducing valve.
Pressure reduction depends upon the travel of the

lever incorporated in the YП-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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The YП03/2M pneumatic control unit /

pneumatically-controlled reducing valve supplies
compressed air from the main gear air tanks/bottles
to the wheel brake cylinders with reducing pressure
through the YП-25/2 reducing valve, which meters
the pressure delivered to the YП03/2M pneumatic
control unit. The control pressure variationcauses
proportional variation of the air pressure in brakes.
Air pressure supplied to the wheel brake cylinders is
three times higher than control pressure.
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Pressure gauges are mounted on the upper left

side panel of the cockpit. The MBY-100 gauge
measures the strut cylinder air pressure, and the
MB-60 gauge measures the air pressure in the
wheel brake cylinders.
- Pressure gauge МВУ-100К is intended for

monitoring the air pressure in the bottles of the
helicopter pneumatic system, which should be within
the limits of 4 to 5+0.4 MPa (40 to 50+4 kgf/cm2).
- Pressure gauge MA-60 is intended for monitoring

the air pressure in the braking duct which value
depends on the value of the shift of the brake control
lever when depressed and should not exceed
3.1+0.3 MPa (31+3 kgf/cm2).
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18. AIRFRAME, DOORS, WINDOWS AND

STABILIZER ATA 51-56
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
- the pylon, are joined by three major structural joints.

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The nose section of the fuselage constitutes the

cockpit. It is an independent section of 2.15 meters
in length.
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 No. 5.
The ceiling has a hatch and door allowing access

to the aircraft top, the engines, and the main
gearbox/transmission
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The fuselage center section is 8.74 meters in

length. The skin if made of duralumin sheets (Л-
16AM) between 0.8 mm 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.
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The tail boom is 5.44 meters long and consists of

17 frames, 26 stringers, and a metal skin. Frames
No. 2, 6, 10, and 14 have stiffeners in their upper
parts for supporting the tail rotor drive shaft. These
stiffeners also have textolite guides for the tail rotor
control cables.
The stabilizer spar passes between frames No. 13

and 14 of the tail boom.
The tail bumper (stinger) is attached to fittings on

frames No. 15 and 17.
The tail boom 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.
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The pylon consists of a fin beam and fairing.

Together, these form the vertical fin.
The fin beam is made of nine frames, a spar,

stringers, and the skin. On frame No. 2, the pylon
runs at a 4310' angle relative to the tail boom axis.
The intermediate gearbox is attached to frame No. 3
and the tail rotor gearbox (90) is mounted to frame
No. 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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The horizontally mounted stabilizer, mounted at a

3 angle of incidence relative to 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.
The horizontal stabilizer is a symmetrical airfoil

(NACA-0012) and consists of two halves. Each half
consists of a spar, 7 ribs, a tail stringer, and an end
tip fairing made of fiberglas/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.
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The casing, with a 2 kg of anti-flutter weight is

attached to the front part of frame No.7. The casing
is closed by a removable fin tipmade of fiberglas.
A bracket with an eyelet is attached to the nose of

rib No. 1, with the help of a bracket the half of the
stabilizer with a bolt is connected with response knot
on a frame No. 13 of the tail boom.
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Engines access hatch with cover: The ceiling nose

section has a hatch and door allowing access to the
aircraft top, the engines, and the main
gearbox/transmission.
Sliding bubble style window: The side nose section

have openings for the sliding side windows the size
of which are 750 mm x 750 mm. Each of the sliding
windows is made of a cast magnesium frame into
which is fitted a 3mm 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.
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Emergency exit window: 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. The emergency
release mechanism is a pin type mechanism.
Sliding door: The cargo compartment sliding door

is fitted with emergency release handles on both the
outside and inside of the cargo compartment
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Hatch for external load cable: The floor consists of

a frame, and outer skin and floor plating. Twenty-
seven cargo 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 No. 8 and No. 9.
RH cargo door hatch: There is a hatch on the right

cargo door for emergency egress. On the left cargo
door there are exhaust louvers for ventilation and on
this door is mounted a flare launcher. When the
doors are closed, they are secured by two locks, one
cross and one longitudinal. 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.
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The cargo door panels are located between frame

No. 13 and 21.
RH cargo door hatch: There is a hatch on the right

cargo door for emergency egress. On the left cargo
door there are exhaust louvers for ventilation and on
this door is mounted a flare launcher. When the
doors are closed, they are secured by two locks, one
cross and one longitudinal. 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.
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CHAPTER 19 Page 523
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Diameter ............................................................................. 21.294 m 19. MAIN ROTOR ATA 62
Frequency of rotation .......................................................... 192 RPM (95.3%) The main rotor is designed to:
Weight of hub assembly ..................................................... 610 kg - Create lift and thrust.
Weight of blades (set) ......................................................... 675 (135x5) kg - Create propulsive force/power.

- Provide longitudinal and lateral control of the
Blade chord ........................................................................ 520 mm
helicopter.
Maximum flapping angle ..................................................... 25°
The main rotor consists of the hub assembly and
Blade droop angle: five blades. The blades are attached to the hub
- Blade resting on clamp .................................................. 4° assembly by means of flapping, feathering, and drag
hinges.
- Blade resting on droop limiter ........................................ 1°40'
The main rotor blades are prevented from
Blade oscillation angle (relative to drag hinge):
contacting the tail boom by blade droop limiters
- Forward ......................................................................... 13°
activated by centrifugal force. When the rotor speed
- Backward ....................................................................... 11° is less than 50%, the droop limiters limit the blade
Setting angle (relative to feathering hinge): droop angle to 1°40’.
- Minimum ........................................................................ 1°
- Maximum ....................................................................... 14°45'
Coefficient of flapping compensator.................................... 0.5

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There is a pendulum-type vibration suppressor on

the main rotor hub. It suppresses and dampens 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.
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19.1. THE MAIN ROTOR HUB
The main rotor hub 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: 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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19.2. THE HUB BODY
The hub body is mounted on the splined end of the

main gearbox shaft (mast). It is 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. The hub body (assembly) lug, two
intermediate yoke lugs and a pin, mounted on two
needle bearings, form 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.
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19.3. THE DRAG HINGE
The drag hinge 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. The
feathering hinge bearings 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.
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19.4. THE HYDRAULIC DAMPER
The hydraulic damper 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 having 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 serving to route air bubbles
and compensate for changes of liquid volume.
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19.5. THE CENTRIFUGAL BLADE DROOP

LIMITER
The centrifugal blade droop limiter is installed on

the intermediate yoke and consists of a
counterweight, spring rod, 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
1°40'. 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 111 RPM, 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 4°. 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 1°40'.
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19.6. THE PENDULUM-TYPE
The pendulum-type suppressor/pendulum

vibration damper 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. Each bifilar suspension consists
of two roller couplings fitted into the
openings/orifices of the pendulum hubs and the hub.
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 pendulums move to

the extreme positions by centrifugal force. With the
onset of vibration, the pendulums move
progressively in antiphase 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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19.7. THE MAIN ROTOR BLADE
The main rotor blade is constructed of metal and is

rectangular in its 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.
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19.7.1. THE SPAR
The main load carrying part of the main rotor blade

is the spar. The spar is constructed of aluminum
allow (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 weighing 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.
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19.7.2. THE SPAR DAMAGE-WARNING

UNIT
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.
The spar damage-warning unit consists of a red

cylinder that is connected to the sensing element
and a duralumin™ (duralumin) 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 plexiglass cap
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19.7.3. THE HEATING ELEMENTS
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 deenergized 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).
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The sections for the body of the blade from the

back of the spar to the trailing edge of the blade.
Each section is a honeycomb core covered with an
aluminum skin cemented to the core, two ribs and
one stringer. The sections are glued to the spar cap
and the training 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.
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19.7.4. THE BLADE FAIRING
The blade fairing 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.
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19.7.5. THE INBOARD BLADE TIP
The inboard blade tip 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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19.7.6. MAIN ROTOR BLADE TRACKING

TEST
Main rotor blade tracking and adjustment must be

performed in these cases:
- Main rotor blade replacement.
- Main rotor hub replacement.
- Swashplate replacement.
- Main transmission / gearbox replacement.
- Logbook entries of unacceptable main rotor

vibration or poor rotor disc coning.
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Main rotor blade tracking is performed when the

wind speed is below 5 m/s (11 mph, 9.7 kts). 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 500 mm in
length, and attached to the tracking test unit or
tracking flag holder. Pre-tracking measurements of
the trim tabs should be made and if tracking test
indicates that adjustment is necessary bend the tabs
up at an angle of 2 from the lower blade surface.
Perform the preliminary setting of the feathering
hinge bodies. The length of the vertical swashplate
thrust should be 380mm.
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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, shut down
the engines and measure the spread of the blade
ends by measuring the markings on the tracking flag.
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 60-65mm. 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.
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- Second Range – Main rotor RPM at 95±2% and

1o pitch. 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.
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- 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
swash plate, 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 1°will change the blade end position
by 40 – 50 mm.
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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20. TRANSMISSION SYSTEM ATA 63-65
The helicopter transmission 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-172 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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20.2. THE MAIN GEARBOX
The main gearbox combines the power of both

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

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Oil grade .............................. Б-3B or ЛЗ-240
Oil quantity in the gearbox .............. 39 liters
Trapped oil ......................................... 5 liters
Oil consumption......not more than 0.1kg/hour
Oil pressure at the gearbox inlet:
- At idle power rating ........ not ≤ 0.5 kgf/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 2.5kgf/cm2
- During operation at all power ratings the oil

pressure oscillation is allowed ... up to ±0.15 kgf/cm2
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Oil temperature at the gearbox inlet:
- Min. oil temperature for the engine start without

preheating ................................. 40°C
- Min. oil temperature to set power rating higher than

idle ...................................... 15°C
- Min. permissible oil temperature at continuous

operation ........................... +30°C
- Recommended ............................. +50-80°C
- Maximum ......................................... +90°C
- Main gearbox dry weight ............... 842.5 kg

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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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20.3. THE GEARBOX BODY
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.
The main rotor shaft body/housing is provided

with:
- Swash plate.
- Bracket of hydraulic boosters.
- Breather.
- Main rotor pitch indicator transmitter.
- In the upper part – five brackets for brace struts

attachments.
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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.
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The oil sump is fitted with:
- Three ПC-1 chip-detector plugs.
- Filler neck with a sight glass.
- Oil filter.
- П-1 oil temperature transmitter.
- Oil pump.
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20.4. THE MAIN GEARBOX MOUNTS
The main gearbox is attached to the helicopter by

means of eight brace struts. Four of them are main
(rigid) and four are articulated. The main brace struts
are connected to the gearbox brackets and to the
units on frames N7 and N10 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 4°30'.
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20.5. THE GEARBOX MECHANISM
The gearbox mechanism 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.
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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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20.6. MAIN GERABOX OIL SYSTEM
The main gearbox is a self-contained, circulation

type oil system. 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.
- Three ПC-1 chip detector plugs.
- Monitoring instruments.
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20.6.1. THE OIL SUMP
The oil sump is cast of magnesium alloy and

serves as a reservoir for oil. It is divided into 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.
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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 the hot oil drains to the hot section. By
two scavenge sections the hot oil passes to the oil
coolers. After cooling the oil returns to the cold
section of the oil sump. The intake of the pump
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.
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20.6.2. THE OIL FILTER
The oil filter 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.
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20.6.3. THE OIL COOLERS
The oil coolers 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, honey-comb fillers and
thermos regulator. The thermo-regulator is fitted with
a thermos sensitive element and allows to pass
some pail: of oil without entering the honey-comb
fillers of the oil cooler if its temperature at the outlet
is below 60-65°C.
Besides, the thermos regulator serves as a safety

valve: when pressure in the oil cooler drops more
than 2kg/cm, the oil is by-passed into the 2 tanks
without entering the honey-comb fillers of the oil
cooler (it does not depend on the oil temperature).
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20.6.4. THE ПC-1 CHIP-DETECTORS
The ПC-1 chip-detectors check the inner condition

of the gearbox.
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20.6.5. MONITORING INSTRUMENTS
The oil level in the oil sump (by the oil gauge glass.
When the oil level in the main gearbox is below the
lower inscription "Add" or is above than the upper
inscription "Full" (39 lit.) operation of the main
gearbox is prohibited.
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20.7. THE INTERMEDIATE GEARBOX
The intermediate gearbox changes the tail rotor

drive shaft axis angle of 45° in accordance with a
pylon direction.
INTERMEDIATE GEARBOX GENERAL DATA
Gear ratio 1:1
Shafts nominal frequency of 2594 RPM

rotation
Oil grade
In summer up to +5°C (with TC hypoid oil

preheating up to15°C)
All-season CM-9 or “50/50”
Oil quantity 1.3 liters

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Minimum temperature for start without preheating:
For lubrication TC (hypoid oil) +5°C
For lubrication CM-9 oil -30°C
For lubrication “50/50” oil -45°C
Maximum permissible oil +110°C

temperature
Gearbox weight without oil 24.4 kg
The intermediate gearbox consists of the following

major parts:
- Body / housing.
- Sleeve with a driving gear / cog-wheel.
- Sleeve with a driven gear / cog-wheel.

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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).
The sleeves with driving and driven gears / cog-

wheels are secured on pins in the bores of the 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.
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20.8. THE TAIL ROTOR GEARBOX
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 N3 of the

pylon. The tail rotor gearbox transmits the torque to
the tail rotor shaft.
20.8.1. TAIL ROTOR GEARBOX GENERAL

DATA
Gain ratio 0.43
Nominal frequency of 1120 RPM

rotation of the driven
Oil grade
in summer up to +5°C (with TC hypoid oil

preheating up to -15°C)
all-season CM-9 or “50/50”
Oil quantity 1.7 liters

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Minimum temperature for start without preheating
for lubrication TC hypoid oil +5°C
for lubrication CM-9 oil -30°C
for lubrication “50/50” oil -45°C
Maximum permissible oil +110°C

temperature
Gearbox weight without oil 58.7 kg

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The tail rotor gearbox consists of a body, driving

and driven gears.
The tail rotor gearbox body is cast of magnesium

alloy (type MЛ-5) and consists of a casing and a filler
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:
- Breather.
- Oil temperature transmitter.
- Two sight / gauge glasses.
- Two ПC-1 chip detectors (magnetic plugs).
The body of the tail rotor gearbox has a flange on

which the tail rotor de-icing system slip ring
assembly is mounted.
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The 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 N9 of the pylon.
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20.8.2. THE TAIL ROTOR DRIVE SHAFT
The tail rotor drive shaft transmits 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.
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To compensate temperature expansion of the tail

rotor drive shaft and the fuselage, the shaft has
moveable 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.
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20.8.3. THE FAN DRIVE SHAFT
The fan drive shaft 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.
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20.8.4. PYLON DRIVR SHAFT

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20.8.5. THE MAIN ROTOR BRAKE
The main rotor brake 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 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. Two
adjustment screws adjust the clearance between the
shoes and the drum (within the limits of 0.2-0.5 mm).
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20.9. ИTЭ-1 ONE-NEEDLE TACHOMETERS
Main rotor rpm is measured with two ИTЭ-1 one-

needle tachometers.
Д-1M sensor and ИTЭ-1 indicator are in the

tachometer set. The sensors are installed at the
main gearbox, and the indicators are installed at the
pilots' instrument desks.
The operation of ИTЭ-1 one-needle tachometer is

similar to that of ИTЭ-2 two-needles tachometer.
Meter movable system is damped to increase needle
stability and to improve instrument readings. With
the motion of movable system, magnetic flow of the
magnets induces eddy currents inside the aluminum
disc, and the system obtains its braking torque due
to their interaction with magnetic flow of the
magnets.
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GAUGE OPERATION
Measurement Range 10 - 110%
Tachometer Readings Error,

maximum:
- within 60-100% ±0,5%
- at other ranges ±1,0%
Needle Oscillations, maximum:

- within 10-15% ±1,5%
- within 15-25% ±1,0%
- at other ranges ±0,1%
MAIN PERFORMANCE PARAMETERS
A tachometer operates as follows. In a winding of

sensor stator, rotor rotation generates three-phase
current with the frequency in proportion to engine
compressor turbine rpm. Through three wires the
current goes to the winding of synchronous motor
stator.
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RPM of magnetic field, which rotates about meter

stator, is proportional to the frequency of currents in
the phase windings of the stator, and consequently
to engine rpm. RPM of the rotor of meter engine is
synchronous to that of stator magnetic field.
Meter engine rotor consists of two permanent

magnets and three hysteresis disks, which are
joined together. The interaction of this rotor and
stator magnetic field governs the interaction of
stator, permanent magnets and hysteresis disks
magnetic fields.
At the tip of the engine rotor crankshaft magnetic

measuring assembly is installed, with six pairs of
permanent magnets and sensors between their
poles. While magnetic assembly rotation, eddy
currents are inducted inside the sensor. After the
interaction of eddy currents and magnetic field of
magnetic assembly senor torque appears in
proportion to magnetic assembly rpm.
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Sensor torque is counteracted with spiral spring

torque. One tip of this spring is fixed at the axis of
the sensor, while other one is stationary. As spiral
spring torque is proportional to its torsion angle,
rotation angle of the sensor is proportional to
magnetic field rpm and consequently to the angle
speed of engine gas generator rotation.
Oscillations of moving-contact assemblies in a twin

meter are damped with sensor-to-needle gears. The
motion from the sensor is geared to concentric
bushings and to the axis with the needles pivoted
thereon, which provide readings against the meter
scale.
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20.10. ЭMИ-2PBИ ELECTRIC OIL PRESSURE

AND TEMPERATURE GAUGE
ЭMИ-2PBИ electric oil pressure and

temperature gauge measures oil pressure in the
main gearbox and oil temperature in the
intermediate and tail gearboxes.
Gauge set incorporates:
- YИЗ-6 2 series indicator;
- ИMД-8 oil pressure gauge;
- П-1 oil temperature sensor.
YИЗ-6 indicator is a combined instrument for oil

pressure and temperature measurement and is
installed at the central panel. ИMД-8 oil pressure
gauge measures oil pressure in BP-14 main gearbox
and is installed thereon. П-1 sensors measure oil
temperature in tail and intermediate gearboxes and
are installed on them.
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YИЗ-6 indicators, П-1 sensors and ИMД-8 gauges

are interchangeable.
Oil pressure measurement system is supplied with

36 V 400 Hz alternating current, and oil temperature
measurement system is supplied with 27 V direct
current.
20.10.1. MAIN PERFORMANCE

PARAMETERS OF ИMД-8 OIL PRESSURE
GAUGE
Measurement Range: ........ 1,5 - 6,5 kg/sq.cm
Pressure Gauge Error from Measurement Range,

maximum (with standard temperature):
- in operating mode ............................ ±2,5%
- in non-operating mode: ........................±4%

PARAMETERS OF П-1 OIL TEMPERATURE
SENSOR:
Sensor Error:
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- within 0...+100°C range .... ± 1°C maximum - within other temperature ranges ....... ±2 ° C
Sensor Winding Resistance with Connecting Wiring

Disengaged:
- with 0°C ............................ 90,1±0,15 Ohm
- with 100°C: .......................129,8±0,44 Ohm
20.10.3. GAUGE OPERATION
Oil pressure gauge operates due to change of

sensor coils inductance with the change of oil
pressure, which causes the change of current
strength in the loops of magnetic logo meter and
consequently the motion of the gauge needle.
Oil temperature gauge is a direct current bridge.

The loops of magnetic logo meter are connected to
one of its arms and to its diagonal.
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Oil temperature gauge operation is based on the

measurement of the change of thermometer circuit
resistance because of oil temperature change, with
current redistribution in the bridge circuit and change
of logo meter needle position as a result.

PARAMETERS
Measurement Range:
- oil pressure gauge: 0 - 8 kg/sq.cm
- oil temperature gauge: -50...+150 °C
Oil Pressure Gauge Error from Measurement

Range, maximum (with standard temperature):
- in operating range: ±1,5%
- in non-operating range: ±2%
Oil Temperature Gauge Error, maximum:
- in operating range: ±4 °C
- in non-operating range: ±6 °C
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20.11. TYЭ-48 UNIVERSAL ELECTRIC

THERMOMETER
TYЭ-48 universal electric thermometer provides

remote temperature measurement of the oil in the
main gearbox.
Thermometer set incorporates:
- TYЭ-48 meter;
- П-1 temperature receiver.
Meters and receivers of various sets are

interchangeable. П-1 receiver is installed at the main
gearbox, and the meter is installed at the central
panel.
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20.11.1. GAUGE OPERATION:
The meter consists of unitized logo meter which is

mounted at the same base as the resistors. Main
element of the meter is a logo meter of
magnetoelectric system with rotating magnet and
fixed windings (r1 and r2 loops).
TYЭ-48 operation is based on the change of

resistance (R9) of receiver thermal-sensitive
element, which is incorporated into one of the arms
of the bridge logo meter. This change occurs due to
the change of the temperature of the oil with П-1
receiver inside it. The change causes currents
redistribution in the logo meter loops, thus making
resultant magnetic field of the loops to turn. The
magnet follows magnetic field and turns a needle
connected thereto. That is, indicator needle position
depends on the temperature of the oil with the
receiver inside.
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PARAMETERS
Measurement Range -70 °C / +150 °C
Operative Range -40 °C / +130 °C
Operative Range Error with

Standard Temperature,
- in meter ± 3 °C
- in thermometer ± 5 °C
Needle Oscillations with Maximum ± 1mm

Engine Running along the scale arch
Direct Current Voltage 27 V ± 10 %

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21. TAIL ROTOR ATA 64
Variable pitch tail rotor is designed for the

compensation of main rotor torque and for the
helicopter directional control due to tail rotor thrust.
The rotor is installed onto the flange of the tail
gearbox output shaft. Rotor pitch can be varied by
the movement of pedals in the cockpit.
21.1. TAIL ROTOR BASIC CHARACTERISTICS
Rotor type thrust propeller
Rotation direction (as seen counterclockwise

from tail gearbox side)
Rotor diameter, m 3,908
Swept area, sq.m 12
Propellant loading ratio 0,135
Flapping compensator 1
coefficient
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Maximum blade angles 22°45'... 24°
Maximum blade angles, 17°21' ± 25'

limited by SPUU-52
Minimum blade angles -6°50'...-4°50'
Maximum blade flapping 10° ± 10'

angle
Maximum blade droop angle: 11°50'... 12°20'
Rotor weight 122,8Kg
Working lubrication ЦИATИM-201,

MC-20
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21.2. TAIL ROTOR HUB
The tail rotor hub assembly consists of the

following major parts:
- 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.
- The cardan (gimbals), a combining flapping

hinge, ensures blade inclination (tilt) at an angle of
±100, and consists of a cross piece, cardan casing
and hub casing. The hub casing has three trunnions
where the feathering hinges are mounted.
- 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.
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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 carrier 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.
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21.3. TAIL ROTOR BLADE
The tail rotor blade 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 blade is the

spar; it is made of a pressed duralumin profile.
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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 sections.
The tail compartment is attached to the rear spar

web and consists of honeycomb filler 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
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22. AIRCRAFT FLOATATION SYSTEM ATA 95
This system provides emergency landing and

stability on water until the crew and the passengers
leave the helicopter.
Inflatable floats are used for emergency landing on

water and for the keeping of the helicopter afloat.
The set of inflatable floats includes two main floats

and two front floats.
Before landing on water, the floats are filled with

air from the independent pneumatic system of the
helicopter.
Depending on the manufacturer, the system may

have different features.
Pneumatic system for floats filling may include

either 6 or 2 bottles with charging devices, rigid and
flexible pipelines and main and front floats.
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22.1. OPERATING LIMITATIONS
Floats inflation - no more than 10 seconds.
Maximum flight speed with floats inflated - 150

km/h.
Maximum allowable forward speed relative to

water surface on water landing (when floats touch
the water) - 20 km/h.
Maximum allowable taxiing speed on water - 15

km/h.
Maximum allowable roughness of water for

emergency landing - 4 points.
A helicopter can remain afloat for no less than 30

minutes.
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22.2. MAIN FLOATS
Main floats (6 m3 each) can be installed at the half-

axes of the main landing gears and consist of body,
float gears, cover and pipelines.
When compressed air is delivered, the lacing

breaks and the air enters the float gear. Filled float
gear is tore-shaped.
Float gear consists of three water-proof sections,

which are separated by the walls.
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22.3. FRONT FLOATS
A pair of front floats (1.8 m3 each) is installed at

the front of the airframe, next to the frames No. 2H
and 5H, symmetrically about longitudinal axis of the
helicopter.
When compressed air is delivered, the lace at the

frame breaks and float gear releases.
Float gear has a wall to separate it into two halves.

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22.4. BOTTLES UNDER THE HELICOPTER

BOTTOM
In this option, bottles of the pneumatic system are

kept in the container, which is suspended under the
helicopter bottom between the frames No.8 and 9.
Four bottles, 18 dm3 each, fill main float gears, and

rigid and flexible pipelines provide a connection
between them and between the main float gears.
Two bottles, 9.01 dm3 each, fill nose float gears of

1.8 m3 each, and rigid pipelines connect them to the
nose float gear.
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22.5. BOTTLES INSIDE THE HELICOPTER
Two bottles with chargers, 70 dm3 each, are

installed between the frames No.12 and 13 on the
port side inside the airframe, on the floor on the
cradle above each other. The bottles are fastened to
their cradles.
Rigid and flexible pipes connect the bottles

between each other, and between front and main
pipelines.
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22.6. CONTROLS AND MANAGEMENT OF THE

SYSTEM
The circuits of inflation management are

connected to the battery bus at the left circuit
breakers panel.
Here, at the control panel for water landing control,

controls of the system are installed.
Inflation circuits (main and stand-by) can be

checked on the illumination of INFL OK green
caution light in the process of switching of INFL CRT
CONTROL wafer switch.
Inflation is started with FLOATS INFL switch, located

at the left collective pitch lever under the cap.
FLOATS INFL amber caution light indicates that

inflation of float gears is engaged.
For inflation of float gears (water landing), open

protective cap and switch on FLOATS INFL switch
at the left collective pitch lever.
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From the battery bus through FLOATS INFL MAIN

and FLOATS INFL STBY and contacts of FLOATS
INFL switch, the power is delivered to heating
elements of the bottles chargers. Gas delivery is
open, and they get inflated.
In the process, the power is sent to FLOATS INFL

caution light at the left circuit breakers panel.
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22.7. PRE-FLIGHT CHECK
Before the flight, you must check the electrical

circuit of the float gears inflation following the
following steps:
- switch on FLOATS INFL MAIN, FLOATS INFL

STBY circuit breakers;
- set INFL CRT CONT switch in FRONT LH, RH;

AFT LH1, LH2, RH1, RH2 positions. In each
position, INFL OK green caution lights should
illuminate.
After the check, switch off FLOATS INFL MAIN

and FLOATS INFL STBY circuit breakers.
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Switch on MAIN FLOATS INFL, STBY FLOATS

INFL circuit breakers before a take-off from the
shore for a flight over the water in the immediate
vicinity of the take-off site, or before take-off from the
over-water runways (sea oil-drilling platforms, ships
etc.).
For land-to-water flight, switch circuit breakers on

after the crossing of the shoreline.
For water-to-land flight, switch circuit breakers off

after the crossing of the shoreline.
In case a water landing is required after any in-

flight emergency, the captain must open cover plug
and put in ON position FLOATS INFL switch at the
left collective pitch lever.
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Check floats inflation by illumination of FLOATS

INFL caution light at the left circuit breakers panel,
and visually, in 5-7 seconds (the captain from the
port side, and the co-pilot from the starboard).
Descend and perform emergency water landing

depending on the situation and as recommended by
the Flight Manual.
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23. APU MAIN PARTS AND STARTING

SYSTEM ATA 49
23.1. GENERAL
The helicopter Mil-172 auxiliary power unit

consists of AI-9V turbine engine with an independent
oil system, self-fuel unit, control system, fuel supply
system and start.
The engine AI-9V is in a special compartment in

fuselage superstructure behind the compartment of
service fuel tank.
The engine AI-9V is intended for supply the main

engines starting systems by compressed air on
ground and in flight, the helicopter electrical system
power supply by DC on ground when electric
equipment checking and in flight when main
generators refusal.
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23.2. THREE OPERATIONAL MODES
The engine AI-9V has three operational modes:
1. Air Bleed Mode: When the engine operates on

working rotational speed, air from the receiver is bled
for main engine starting and the generator is not
charged. Three consistent bleeds to the starting
system are permitted. Continuous time in use is 10
min. max.
If necessary five consistent air bleeds with

interruptions between bleeding is not less 1 min. are
permitted.
Continuous operation time thus should be no more

than 13 min.
After air bleeds the engine should be shut down for

cooling for not less than 15 min.
Duration of an air bleed is no more than 45

seconds.
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2. Generating Mode: When the engine operates on

the working rotational speed, the generator CTГ-3 of
2 series supplies DC to the electrical system by
power up to 3 kWt, and air from a receiver through
the valve KП-9B is bled to the atmosphere.
After the generator de-activating three consistent

air bleeds with interruptions between bleedings not
less than 1 min are permitted.
Continuous operation time at the generator mode,

activation and air bleeds is no more than 30 min.,
then cooling is not less than 15 min.
3. No Load Operation: When the engine operates on

the working rotational speed the generator is not
charged and air is bled off from the receiver to the
atmosphere through the valve KП-9B. Duration of
idle run power operation is 30 min. max.
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23.3. MAIN DATA
Max. altitude when operation allowance: 4000 ft
Rotor operational rotational

speed.........................(35300...39150) ± 475 RPM
Rotor limiting rotational

speed.......................................39150 ± 475 RPM
Maximum tolerable turbine exhaust gas temperature

at starting................................880 °C

at idling..................................720 °C

at the air bleed and generator
mode..........................................................750 °C
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Time limit of the engine continuous operation in the

generator mode....................................30 min
Length.........................................................888 ft
Width..........................................................530 ft
Height..........................................................490 ft
Dry mass.......................................................70 kg
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23.4. DESIGN FEATURES
The engine air intake is made by oil tank walls of a

ring type, which attaches to the drive casing.
The drive casing is used for accommodation

engine assemblies and driving to them. The drive
casing by its own walls is made the air supply flowing
part to the compressor.
The compressor is a centrifugal, single-stage with

oblique wheel of a half-open type and radial diffuser.
Compressed air is supplied to the combustion
chamber and in a ring receiver from the compressor.
From the receiver through the bypass valve AI-9V air
is dropped into the atmosphere or is bled for air
starter cranking when main engines starting.
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The combustion c`hamber of a ring type is counter-

current. Use of the counter-current chamber with
gas-air stream rotation doubly on 180° considerably
has reduced the engine length.
The turbine is an axial, reactive, single-stage and

is used for rotation of the compressor rotor and
engine assemblies.
The output nozzle consists of an outside casing

and fairing.
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23.5. OIL SYSTEM
The engine oil system ensures oil supply to

friction assemblies, its outlet, cool-off and oil hollows
breathing.
The oil system consists of an oil tank, oil pump, oil

filter, injector rings, pipelines and channels, oil
pressure gauge MCTB-1,2A.
23.5.1. MAIN DATA
Used oil Б-3В
Oil pressure 2,5...5 kgf/cm2
Oil consumption not more 0,15 liters/hour
Flooded oil volume 2,5 liters
Oil temperature 165 °C, max

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23.5.2. OIL SYSTEM UNITS
All the units of oil system are located on the

engine:
The oil tank - welded. At shell’s outside are fixed

filler neck - on the right, a sight gage - lower, oil drain
valve- below, oil breathing connection - at the left
above, the connection breathing of rotor bearings oil
hollow - above it.
Air separator and breathing tank are fixed in the

oil tank inside.
The oil pump consists of driving gear, two gears

of exhausting, two gears of pressure sections and
by-pass valve installed in casing.
The oil filter consists of casing, core with the

soldered brass net and retaining ring. The oil filter
casing has the input connection and oil outlet
connection to МСТВ-1,2А.
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MCTB-1,2A oil pressure indicator is intended for

signal supplying when oil delivery pressure line (1,2
± 0,3) kgf/cm2. When oil pressure reaches this
value, the indicating light “STNDRD OIL PRESS”
witches on in the cockpit.
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23.6. THE FUEL SYSTEM
The fuel system ensures engine supply with fuel

at all conditions of its operation and consists from:
- low-pressure system;
- starting system;
- high-pressure system;
- drainage system.
Т-1, ТС-1, РТ
Used fuel
(kerosene)
Fuel pressure at inlet to

0,6...1,7 kgf/cm2
engine
Created AИ-9B fuel

27,5 kgf/cm2, max
pressure
Fuel pressure created by

3...3,5 kgf/cm2
726 pump
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23.6.1. THE LOW-PRESSURE SYSTEM
The low-pressure system is set in the helicopter

and includes the helicopter fuel consumed tank, its
back-up pump, fire shut-off valve, fine filter with the
preservation connection and pipelines. Fuel to AИ-
9B engine is bled from supply line of the starboard
engine up to the fire shut-off valve.
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23.6.2. THE STARTING SYSTEM
The starting system is set in the engine and

consists of the starting fuel pump 726 with the drive
electric motor MY-102ATБ, solenoid valve of the
starting fuel, starting igniter, starting fuel supply
valve to main fuel nozzles when starting and
pipelines.
23.6.3. THE HIGHT PRESSURE SYSTEM
The high-pressure system consists of the Fuel

control unit AИ-9B, main fuel nozzles, fuel manifold,
non-return valve and pipelines.
23.6.4. THE FUEL MANIFOLD
The fuel manifold consists of tubes, reducing and

cap nipples and connection soldered in the form of
an unlocked ring.
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23.6.5. THE ENGINE DRAINAGE SYSTEM
The engine drainage system is intended for the

drainage fluids assembly and discharge from the
combustion chamber, seal AИ-9B and starting fuel
pump. The system consists of a drainage tank (400
cm3), trilling and pipelines. The drain of unburned
fuel from the combustion chamber to the tank is
fulfilled through the cut-off valve, which is closed
when excessive air pressure to the valve 0,4
kgf/cm2.
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23.7. FUEL SYSTEM OPERATION
When the engine is disengaged, shutdown and

starting fuel valves are closed. Thus, the fuel is not
supplied to the nozzles.
In 5 secs after the beginning of start the starting

system actuates the starting pump and opens
starting fuel valve in order to supply the fuel to the
starting nozzle.
In 6 secs after the beginning of start the valve

which supply starting fuel to the main fuel nozzles
opens and shutdown valve as well, and two flows of
fuel are supplied to the main fuel nozzles in order to
kindle the combustion chamber.
In 12 secs after the beginning of start the starting

pump switches off, the starting fuel valve and valve
which supply starting fuel to the main fuel nozzles
closes. This moment the fuel supply is provided by
ÍÐ-9Â only. The FCU (fuel control unit) jet ensures
engine acceleration characteristics.
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When engine rotation speed reaches 35300 + 475

RPM the fuel controlling pressure approaches to the
working rotation speed signaling device; and the
indication panel "STNDRD SPEED" is alight. From
this point the fuel supply is controlled by FCU slide
valve.
If the rotation speed reaches limit dimension, the

fuel proceeds to the limit rpm signaling device and
the panel "OVERSPEED" is light on, shutdown valve
closes, and the engine automatically switches off.
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23.8. SYSTEM OF AIR BY-PASS
The inconvertible surge-free engine run when

start, idling and generating modes is ensured by the
air by-pass valve by means of a part of air by-pass
because of the compressor to the atmosphere.
The air by-pass valve KП-9B of auto operation.
When start of AИ-9B, idle and generating mode

the by-pass valve is unclosed, and the hollow of a
receiver communicates with the atmosphere.
When air bleed the valve is closed cut off the air
by-pass to the atmosphere. The nozzle Venture
limits airflow through the by-pass valve in selection
mode when jam of the valve piston in an open
position and eliminates impermissible gas
temperature rise.
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23.9. THE STARTING SYSTEM
The starting system ensures start, cease of start

and engine shutdown, fulfilment of cranking, false
start and starter-generator operation in a generating
mode.
The starting system units are set on the engine:
- starter-generator СТГ-3;
- ignition unit КР-12СИ;
- starting spark plug СД-55АНМ,
- starting fuel valve, shutoff valve - in НР-9В, starting

fuel supply valve to main fuel nozzles, starting fuel
pump)
- in the helicopter (fuel shut off valve, auto start

control unit АПД-9В, differential - minimum relay
ДМР-200Д, voltage regulator РН-120У, overvoltage
protection unit АЗП-8М, remote resistor ВС-25ТВ,
maximum rotation relay РМО-16, switches, relay,
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starter-generator СТГ-3
Starter-generator СТГ-3 2nd series (four-pole DC

mechanism) of 3 kw power is intended:
- during start mode for acceleration of AИ-9В engine

rotor when false start and cranking;
- during generator mode for helicopter main feeding

on 27 V DC.
ignition unit КР-12СИ
Ignition unit of induction type is designed to

transform voltage of the main from 27 V into
12000…15000 high voltage, which is supplied to the
igniter spark plug. starting spark plug СД-55АНМ
The ignition plug (no separable, shielded) is used

to ignite fuel mixture in the ignition chamber of
combustion chamber with the aid of high voltage
spark discharge.
circuit breakers, indication lights).

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auto start control unit АПД-9В
АПД-9В provides program fulfillment of starting

process (cranking, false start) as per the specified
program, automatic engagement and
disengagement of starting system aggregates.
Panel operation cycle is 30 secs with alight AUT

CONT UNIT ON indication board.
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Activity of a starting system - when pressing the

button «START»:
- comes into effect and it does ensure auto activation

and de-activation of the starting system according to
the given program;
- “AUT COUT UNIT ON” is shown in display. A cycle

of АПД activation is 30 seconds.
In 5 sec. power is supplied to the starter-generator,

starting pump, starting spark plug, starting fuel
solenoid valve.
In 6 sec. power is supplied to the valve of starting

fuel supply to the main fuel nozzles and shutoff valve
НР-9В.
In 6,5 sec. starting resistor network of the starter-

generator is by-passed. The starter-generator
begins to rotate the engine rotor with more intensity.
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In 12 sec. power is de-energized from the starting

fuel valve, ignition unit and starting spark plug, valve
of starting fuel supply to main fuel nozzles, starting
pump.
When engine starting when reduction current

consumed by starter-generator up to 70...50 A (that
occurs when engine rotor rotational speed is
17000... 25000 RPM) the relay ÐÌÎ-16 will de-
energize its power. After starter-generator de-
activation the engine is injected into the idling by
excess power of the turbine.
If in 20 sec. the current relay does not de-activate

the starter-generator from the helicopter electrical
system and the engine for this time does not come
to the idling (will not reach nominal rotations), the
starter-generator and engine (voltage is removed
from the shutoff valve) will be de-activated by the
starting unit.
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The starter-generator actuation to the helicopter

electrical system is fulfilled by the switch ДМР-200Д
and occurs in that moment, when the generator
voltage will exceed the helicopter electrical system
pressure. РН-120У maintains thus constant voltage
on terminals of the starter-generator. ВС-25ТВ
regulates voltage level of the starter-generator within
the limits of ±10%.
Engine shutdown is fulfilled by pressing the button

«SHUTDOWN» or switch of maximum rotational
speed of the fuel flow regulator.
The false start occurs similarly to engine starting,

but the ignition is not actuated.
Cranking is fulfilled without ignition activation and

main fuel starting supply.
Duration of cranking and false start is 20 seconds.

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23.10. THE CONTROLS AND AИ-9В ENGINE

CONTROLS
The controls and AИ-9В engine controls are

located on the middle board of electric panel. The
start control panel comprises:
- mode selector switch "START-CRANKING-FALSE

START" ("ЗАПУСК-ПРОКРУТ-ЛОЖНЫЙ
ЗАПУСК");
- panel "AUT CONT UNIT ON”, "STNDRD OIL

PRESS”, "STNDRD SPEED", "OVERSPEED";
- buttons "START”, "APU SHUTDOWN".
This panel also accommodates TСT-282С

thermometer indicator and air pressure indicator in
the air bleed system.
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24. ENGINE PARTS, INSTATALLATION AND

SYSTEMS ATA 71-79
The power plant of the helicopters Mi-172 consists

of two turboshaft engines TВ3-117ВМ and all
systems, which provide the normal engine operation.
Engine control is provided with “collective pith

control lever” joint system. The system allows to
maintain required main rotor rpm automatically as
well as manually.
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Main Data:
Turboshaft with free

Engine type
turbine
Rotation direction Left
Free turbine RPM 15000 RPM (100 %)
Shaft horsepower (Take-

2000
off)
Weight (dry) 293 kg
Length with aggregates

2055 ft
and exhaust pipe
Width 650 ft
Height 728 ft
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24.2. ENGINE MAIN SYSTEMS
- Fuel system is used for engines fuel supply, engine

ratings control, and to provide service conditions for
some engine control aggregates;
- Lubrication and Breathing System type: opened

scheme, autonomic, single circuit, circulatory,
pressurized. The oil tank and air-oil cooler are
mounted on a helicopter and connected with the
engine oil system. The B-3V synthetic oil is in-use;
- Air Bleed System is intended for icing prevention of

the power plant intake section, for steady engine
operation on transient conditions, for normal
operation of the engine bearing seal and for the
helicopter systems hot air supply;
- Starting System serves to start up an engine on the

ground or in flight, to perform cranking and false
start. The starting system is a pneumatic one with air
bleed from APU of АИ-9В and with pneumatic starter
using for engine rotor acceleration.
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24.3. ENGINE PRIMARY UNITS
Air intake: Smooth canal for atmospheric air

intake. Protected from icing.
Compressor: Axial-blow twelve-stage

compressor.
Combustion chamber: Annual combustion

chamber with twelve fuel injectors.
Compressor turbine: Two-stage axial

compressor turbine.
Free turbine: Two-stage axial free turbine.
Exhaust unit: Exhaust pipe is non-adjustable and

an expanding one.
ADU drive: ADU drive ensures rotation

transmission to the main engine assemblies.
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24.4. ENGINE OPERATION PRINCIPLE
Compressor: Atmospheric air is sucking in by the

twelve-stage compressor through the air intake
assembled on the helicopter. The air is going
through the air canal gradually compressing and
coming into the combusting chamber.
Combusting chamber: Twelve fuel injectors deliver

the fuel continuously into the combusting chamber.
The fuel is burned completely under the small air
abundance providing continuous torch of flame and
high temperature in burning zone. High temperature
and high-pressurized gas flows come to the engine
turbines.
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Compressor turbine: On the compressor turbine

nozzle guide vanes the gas flow energy is
transformed partially into gas kinetic energy (Ek). On
the compressor turbine blades gas energy is
transformed into mechanical work transmitted on
turbine compressor shaft as a torque and further to
the drive of the engine auxiliary aggregates.
Free turbine: The residual gas flow energy is

analogously transformed on the nozzle guide vanes
of free turbine into kinetic energy (Ek). This energy
is transformed into mechanical work and transmitted
to the shaft in order to create the torque for ВР-14
gearbox drive and for rotation of the main and tail
rotors, as well as for drives of accessories installed
on the gearbox, and for main rotor speed governor.
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24.5. COMBINET OPERATION OF TWO

ENGINES
The engine mode of operation can be changed by

main rotor pitch change and, at the same time, by
FCU governor readjusting correspond to a new
engine power dimension.
Engine and main gearbox engagement is carried

out by a special unit and a free wheel which provides
the autorotation of the main and tail rotors in case of
engine breakdown and jam.
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24.6. COMPRESSOR
The purpose of the compressor is to compress air

before inlet to the combustion chamber. Air
compression and heating under the compression
process provide fast and full fuel combustion into the
combustion chamber.
Compressor type is axial-flow subsonic and it is

designed according to single-shaft outline.
Details of construction: the air intake unit is

equipped with variable-incidence vanes. The 1st,
2nd, 3rd and 4th stages have air guiding vane.
Behind the 7th stage there are two automatic air
bleed valves releasing air to the atmosphere.
The compressor has the anti-icing system for

protection of the compressor inlet section and the air
intake (or dust protection device when it is available)
from possible icing.
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The type of the engine anti icing system is

pneumatic warm with auxiliary air use from the
combustion chamber and automatic adjustment of
bleed air flow by the temperature regulator for power
loss decreasing during increased operation power.
Basic compressor data:
Stage quantity: 12
Efficiency: 0,855
Compression ratio at takeoff rating: 9,45
Air flow: 8,85 kg/sec
Inlet airspeed: 149 ft/sec
Outlet airspeed: 112 ft/sec
Relative mass: 0,17

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24.7. THE COMBUSTION CHAMBER
The combustion chamber of TB3-117BM is

designed as an annual-type straight-flow chamber. It
consists of exterior and interior diffuser casings,
flame tube and a collector with twelve nozzles.
The combustion chamber of TВ3-117ВМ is

designed as an annual-type straight-flow chamber. It
consists of exterior and interior diffuser casings,
flame tube and a collector with twelve nozzles. There
are two ignition plugs in the combustion chamber.
The air enters the burning area of the flame tube

through the hollows in external fairing and through
twelve vortexes where floating rings are installed for
compensation of the flame tube thermal expansion.
The outer casing of the combustion chamber

allocates flanges and connections for different
purposes.
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MAIN DATA
Air temperature at inlet: 335 °C
Max. gas temperature at outlet: 990 °C
Air axis speed at combustion chamber inlet: 114

ft/sec
Air axis speed at flame tube inlet: 45 ft/sec
Completeness of combustion factor: 0,98
Excess air sum coefficient: 4,26

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24.8. COMPRESSOR TURBINE
TВ3-117ВM engine consists of two coaxial

turbines cinematically non-joined.
There are a compressor drive turbine and a free

turbine or the main rotor drive turbine.
The compressor turbine: is of axial-flow reaction

and two-staged type. It consists of the rotor, stator,
two nozzle vanes and a rotor bearing. It is used for
the compressor rotor and engine drives rotation.
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A free turbine or the main rotor drive turbine: Two-

stage free turbine consists of a rotor, two nozzle
rings, and rotor bearings (the 4th and 5th engine
bearings). It is intended for power creation which is
transmitted through the gearbox and transmission to
the main and tail shafts rotation and the aggregate
drives of main gearbox rotation.
Free turbine rotor is a cantilever one with two

bearings. It consists of two disks of operating blades
with rotor blades and a shaft. The free turbine stator
has flanges and connections.
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24.9. THE EXHAUST
The function of the exhaust unit is to lead-out

exhaust gases to the atmosphere to right or left sides
depending on engine assembly of right or left
versions.
The exhaust unit consists of a diffuser, an exhaust

pipe, and a clamp.
The diffuser consists of external frame,

transmission frame, and four columns (7). The
external frame is attached to the transmission frame
by four hollow columns.
The exhaust pipe comprises two flanges and a

profiled wall. The pipe ends by a stamped flange, to
which a jet nozzle is attached by a clamp.
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24.10. THE DRIVES OF THE AUXILIARIES
The drives of the auxiliaries consist of the following

units:
- central drive;
- gearbox;
- drive of the free turbine speed governor. from the

gas generator to:
- oil device MA-78;
- the units located on the gearbox: pump-regulator

HP-3BM, fuel pump ДЦН-70А, oil scavenge pump,
gas generator tachometer indicator;
- two stand-by drivers;

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from the free turbine shaft to the free turbine

speed governor located on the pump-regulator HP-
3BM.
Furthermore, on the gearbox there is a drive that

ensures the rotation transmission from the air starter
to the gas generator rotor via the coupling at starting.
The manual engine motoring is carried out by a

special wrench via a drive sleeve located on the
gearbox from the rear left on flight.
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24.10.1. THE CENTRAL DRIVE
The central drive consists of:
- casing;
- drive gear and two driven gears;
- bearing sleeves and six bearings.
The central drive surfaces under the friction are

lubricated with the oil supplied from the gearbox to
the drive upper sleeve via a pipe and further through
drillings and jets to the bearings and gears.
The used oil is drained through the lower sleeve

holes to the oil device scavenging section.
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24.10.2. GEARBOX
Gearbox is designed to allocate the engine

assemblies and their drives.
Gearbox ensures the actuation of the following

units:
- pump-regulator НР-3ВМ;
- centrifugal fuel pump ДЦН-70А;
- oil pump for oil scavenging from the gearbox;
- indicator of gas generator rotor rotation speed.
The bearings and gears are lubricated by forced oil

splashing.
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24.10.3. THE ROTOR OF THE FREE

TURBINE
The rotor of the free turbine is connected to the

free turbine speed governor that is located in the
pump-regulator.
The rotation is transmitted to the governor via a

two-stage gearbox (situated in the inner casing of
the free turbine bearings), an intermediate gearbox,
a flexible shaft and a gear drive system in the
gearbox.
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24.11. THE ENGINE OIL SYSTEM
The engine oil system functions are: to reduce

surface frictional force and mechanical wear; to
reduce power consumption to overcome frictional
force; to provide the cooling process for friction
surfaces; to remove fragments of pieces wear
products from the clearances between friction
surfaces; to prevent corrosion.
Engine TВ3-117ВM oil system is autonomous,

circulating, single-circuit, closed, pressure charged.
The engine oil system is divided into two parts
tentatively the external and the internal ones.
The external oil system comprises all assemblies

and elements installed in a helicopter. There is oil
tank with an expansion one, air-oil cooler, pipe
system and drain cock unit and CC-78 chip detector.
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The internal oil system consists of oil device (MA-

78), pump of oil scavenges from the gearbox (MHO),
oil filter, protection filter (ЗФ), cutoff valve, pipes
system, ducts and oil jets.
Synthetic oil B-3V is used for the engine. Its

cinematic viscosity is not less than 5 cSt at t°=100
°C. Flash point in the opened crucible is 230 °C,
solidification temperature is -60 °C, density at 20 °C
is 0.99...0.997 g/cm3.
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24.11.1. BREATHING SYSTEM
The breathing of bearings oil hollows is

accomplished through the oil-air emulsion
scavenging by the scavenge pumps to the oil tank
that is breathed to the atmosphere by the expansion
tank.
The breathing of gearbox is carried out by the

breathing pipeline to the atmosphere.
The hollow of the gearbox is connected to the

atmosphere by the breather to get in the gearbox
and in the first bearing hollow the given discharging
that ensures the serviceability of fuel assemblies
drives and graphite sealing of the first bearing.
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24.11.2. THE OIL DEVICE MA-78
The oil device is designed to supply oil

(supercharging pump) to the engine oil hollows and
to scavenge used oil from the oil hollows of bearings
and gearbox.
The oil device is installed from below the first

bearing flange. The oil device includes one
supercharging pump (НН), five oil scavenge pumps
(ОН). All pumps are of gear type.
The oil device also comprises following units:
- reducing valve;
- by-pass valve of the oil scavenge system;
- two shutoff valves.
The adjustment of the reducing valve is carried out

by a screw if necessary.
The by-pass valve and shutoff valve are not

adjustable while in operation.
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24.11.3. THE OIL FILTER
The oil filter serves for cleaning the oil supplied

by the oil device to the engine oil hollows from the
wear by-products and foreign particles.
The oil filter has 18 filtering elements (0,0063 mm).

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24.11.4. PUMP FOR OIL SCAVENGE FROM

THE GEARBOX
The pump scavenging from the gearbox is of

gear type (driven and drive gears) and receives the
rotation from the gearbox
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24.11.5. THE CUTOFF VALVE
The cutoff valve serves to prevent oil overfilling in

the hollows of the 4th and 5th bearings at Ngg lower
than 15% and oil leakage to the exhaust pipe.
At engine start when oil pressure is up to (0.32 ±

0.08) kgf/cm2 the locking device opens the access
of oil to the pipeline supplying oil to the bearings. At
engine cutoff and oil pressure drop the valve closes
the oil supply to the bearings.
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24.11.6. THE PROTECTIVE FILTER
The oil is pumped out from the 4th and 5th

bearings through the protective filter. The filter is
designed for big particles to find their way to the oil
scavenge pumps of oil device.
The protective filter consists of a sleeve, grid with

cells 1000 mkm (1.0 mm) and two frame bars.
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24.11.7. OIL SYSTEM MONITORING
In order to carry out the monitoring of pressure and

oil temperature the indicators of pressure and oil
temperature УИЗ-3 are installed on the central
panel.
Left instrument panel:
1. «МАЛО Рм ЛЕВ ДВИГ» (LOW OIL PRESS IN

LEFT ENG), «МАЛО Рм ПРАВ ДВИГ» (LOW OIL
PRESS IN RIGHT ENG). They have yellow light
filters that signal of oil pressure lowering less than
2,5 kgf/cm2 (on nonoperative engine the
annunciators are switched off by the air pressure
indicators MCTB-1,5AC);
2. «СТРУЖКА ЛЕВ ДВИГ» (CHIPS IN LEFT ENG

OIL), «СТРУЖКА ПРАВ ДВИГ» (CHIPS IN RIGHT
ENG OIL) with yellow light filters.
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24.12. ENGINE FUEL SYSTEM
24.12.1. GENERAL INFORMATION
The engine fuel system provides:
- uninterrupted fuel supply to the combustion

chamber and adjustment of fuel consumption in
accordance with the engine modes of operation and
meteorological conditions;
- control air bypass valve; inlet guide vanes and

compressor starter blades of the compressor 1-4
stages;
- produces the signal to disengage the air starter СВ-

78БА during engine starting;
- drainage of the combustion chamber and seals of

fuel system units.
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The fuel from the helicopter system is supplied to

the centrifugal pump (ДЦН-70А). The pump
increases fuel pressure up to required level and
supplies it to the fine filter. Filtered fuel goes to FCU
inlet (HP-3BM). In the FCU fuel pressure increases,
the fuel is dosing and goes in two flows through the
drainage valve to the 1st and 2nd ducts of the nozzle
fuel collector. Initially the fuel is supplied through the
1st duct, to the 2nd duct the fuel is supplied at the
ratings above idle. To provide the control of engine
units and assemblies operation the fuel under high
pressure goes from the FCU to the actuator, air
supercharging valve and the engine hydraulic
actuator, then to the air bleed valve (КПВ).
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The fuel that leaks through the unit seals is taken

away through the drainage pipeline to the ejector
and ejected to the exhaust pipe.
The fuel drained from the combustion chamber

and air supercharging valve when shutdown the
engine proceeds to the drain valve, then – outside
the engine.
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24.12.2. COMPONENTS
The engine fuel system includes:
- low pressure system intended for the rise of fuel

pressure, fuel cleaning and supply to the main duct
system;
- high pressure system designed for fuel supply to

the combustion chamber, for fuel consumption
control, to control compressor mechanization and to
disengage the air starter. Besides, high pressure
system is a hydraulic part of the engine automatic
management system (AMS). The electronic
equipment of the system is represented by electronic
engine control ЭРД-3BM and temperature controller
PT-12-6. AMS includes: - limitation system of gas
temperature before the turbine; - free turbine
protection system;
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- drainage system drainage system which serves

to remove the fuel that leaks through the unit seals,
as well as from the combustion chamber and air
supercharging valve.
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24.12.3. THE LOW-PRESSURE SYSTEM
The low-pressure system serves for fuel pressure

increasing, fuel cleaning and supply to the main duct
system.
The Low-pressure system includes: centrifugal

fuel pump ДЦН-70А; fuel filter 8Д2.966.236;
pipelines
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a. THE PUMP ДЦН-70А
The pump ДЦН-70А is intended to create required

fuel pressure at the inlet to the fuel control unit for its
no cavitation operation. The pump is installed at the
left front side on gearbox and attached by a clamp.
The rotation is transmitted to the pump drive shaft
from a drive of the engine gearbox. The pump ДЦН-
70А consists of casing (collector of scroll-type),
cover with an inlet pipe (impeller with a feed screw)
and a sealing caps unit.
Shaft rotation speed 5340...8900RPM
Capacity 120...800 l/h
Pressure differential created by

0,4...1,6 kgf/cm2
the pump
The serviceability of the pump

up to 5000 ft
ensured at the altitude
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b. THE FUEL FILTER
The fuel filter serves for cleaning the fuel from

mechanical impurities in the fuel system.
0,016...0,025
Filtering nominal fineness
mm
Pressure differential on the

filtering element, when warning 0,4 kgf/cm2
indicator activates
Pressure differential on the

0,7...0,8
filtering element, when the by-
kgf/cm2
pass valve opens
not more than

Operating pressure
10 kgf/cm2
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24.12.4. THE HIGH-PRESSURE SYSTEM
The high-pressure system is intended to supply

and control the fuel flow in the combustion chamber,
to control compressor control system and the air
starter CB-78БА shutoff.
The high-pressure system comprises:
- fuel control unit HP-3BM;
- drainage valve;
- fuel collector with injectors;
- hydraulic cylinder with a limit switch;
- two air bypass valves;
- actuator ИМ-3А;
- air duct;
- pipelines.
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a. THE FUEL CONTROL UNIT НР-3ВМ
The fuel control unit НР-3ВМ is intended to supply

and dose the fuel in all modes of engine operation,
including start-up.
The FCU ensures:
- metering of fuel at start-up, acceleration and reset;
- maintenance of specified operational rates of gas

generator rotation speed and main rotor speed (free
turbine);
- synchronization of air pressure behind

compressors (Рc) at both engines joint operation;
- reduction of fuel supply according to signals of

electronic control units;
- distribution of fuel for injectors ducts;
- control compressor starter blades;
- output the signal to shut off the air starter;
- engine shutdown.
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b. THE DRAIN VALVE
The drain valve is intended to drain the fuel

poured off from the air supercharging valve and
combustion chamber. It is attached to the lower
flange of the combustion chamber with the aid of four
screws. The valve is open when the engine is not
operating.
During starting in the combustion chamber the

secondary air pressure increases up to 1.2 kg/cm2,
the valve is closed. It provides the isolation of the
combustion chamber hollow from the drainage
channels. The fuel from the by-pass valve is drained
through the connection to the helicopter drainage
tank.
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c. THE FUEL COLLECTOR WITH INJECTORS
The fuel collector with injectors is installed in

the combustion chamber. The fuel collector is a ring
unit, which consists of twelve injectors jointed by two
rows of tubes.
Injectors are two-nozzle, two-channel, centrifugal.
The fuel is supplied due to the first line during the

engine starting. The second line fuel supply is
available only at operating engine regimes when the
fuel pressure reaches the required quantity.
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d. A LIMIT SWITCH
The hydraulic cylinder with a limit switch

serves for turning of the inlet guide vanes and
compressor starter blades of the first four
compressor stages and to control compressor air by-
pass valves.
The hydraulic cylinder is installed from below on

the compressor casing.
During engine starting the hydraulic cylinder is

moved to the right. This position ensures complete
turn of guide vanes to be closed, as well as supply
the fuel under high pressure to the air bypass valves,
so they are opened.
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When Ngg corrected is higher than 81% the

piston begins to move to the left providing gradual
turn of the guide vanes to be open.
When Ngg corrected =84...87% the fuel supply to

the air bypass valves is stopped and they are closed.
When Ngg corrected is about 104% the guide vanes
are installed in completely open position (angle= -
6.5°).
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e. ACTUATOR ИМ-3A
Actuator ИМ-3A is designed to drain the fuel from

HP-3BM FCU in order to automatic disengage the
engine after the signal of the free turbine automatic
protection line contained in the electric engine
control ЭРД-3ВМ. This signal is supplied during
acceleration of engine free turbine to 116...120%
speed. The actuator is located on the engine left
side.
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f. THE AIR DUCT
The air duct is intended for air cooling of the FCU

thermos bulb with the air proceeding from the air
intake of the helicopter
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24.12.5. THE DRAINAGE SYSTEM
The drainage system serves to remove the fuel

and oil that leak through the unit sealings as well as
the fuel leaking from the combustion chamber and
air supercharging valve. The fuel and oil that leak
through the unit sealings are carried off through the
pipeline to the ejector and are removed to the
exhaust pipe.
The fuel leaking from the air supercharging valve

and the fuel drained from the fuel collector to the
combustion chamber at the engine shutdown goes
to the drainage valve, then – outside the engine.
The drainage system comprises:
- a drain valve;
- ejector;
- pipelines.
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a. THE DRAIN VALVE
The drain valve is intended to drain the fuel

poured off from the air supercharging valve and
combustion chamber. It is attached to the lower
flange of the combustion chamber with the aid of four
screws. The valve is open when the engine is not
operating.
During starting in the combustion chamber the

secondary air pressure increases up to 1.2 kg/cm2,
the valve is closed. It provides the isolation of the
combustion chamber hollow from the drainage
channels. The fuel from the by-pass valve is drained
through the connection to the helicopter drainage
tank
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b. THE EJECTOR
The ejector serves for removal of fuel and oil from

cavities of fuel aggregates. It is fixed by four screws
to the case of IV and V bearings.
The air bled behind the compressor, passing

through the ejector connection, creates under
pressure in the swivel connection and drainage
pipeline, connected to it, at the expense of which the
fuel and oil are removed through the ejector casing
to the exhaust pipe
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24.12.6. THE AUTOMATIC CONTROL

SYSTEM
The automatic control system of the engine ТВЗ-

117ВМ consists of hydraulic and electronic parts.
The hydraulic part of ACS is included into the fuel

system (High pressure system) of the main duct and
represents a complex of automatic devices located
in FCU НР-ЗВМ and the lower hydraulic cylinder.
The electronic part of ACS is formed by the

electronic engine control ЭРД-ЗВМ and gas
temperature controller РТ-12-6. The link of
electronic engine control and НР-3ВМ is
implemented through the actuators ИМ-ЗА and ИМ-
47.
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Main functions of ACS at engine operation are:
- automatic maintenance of specified mode of the

power plant operation in unchanged condition;
- change of power plant operating mode with optimal

acceleration;
- limitation of engines emergency modes;
- synchronization of twin engines powers operating

for one rotor;
- during the engine starting ACS also put out a signal

for timely air starter СВ-78БА shut off.
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24.12.7. AUTOMATIC MAINTAINANCE
The specified power plant operating mode is

maintained by one of two ways (programs):
- constancy of gas generator (gg) rotational speed -

Ngg = const;
- constancy of main rotor (mr) speed - Nmr = const.
The laws of engine control come into effect at

different operation modes:
- At idle power Ngg = 72...78 % is maintained. When

the temperature of outdoor air (to) is lower than + 5
oC the gas generator rotation speed is adjusted
towards decreasing, that prevents the rise of
available engine power more than 147 kW (200
h.p.).
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- At the main flight rates (from 2nd cruise up to

nominal inclusive), based on the aim of providing the
optimal conditions of main rotor operation, ACS
realises the program Nmr = 95 ± 2 % = const (Nfr =
of 100 ± 2 % = const) (fr – free turbine) for
achievement maximum efficiency.
- At takeoff power ACS limits the maximum rotational

speed of the gas generator rotor. It limits the
admissible loads for the transmission and helicopter
main gearbox. The performance of the specified
programs of regulation at takeoff power is ensured
by electronic engine controls ЭРД-ЗВМ and РТ-12-
6 acting upon the fuel control unit НР-3ВМ through
the actuator ИМ-47.
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In case of electronic engine control failure (or shut

off) the control system provides for transition to the
program of fuel maximum consumption limitation Gf
мах = const (Ngg max = 102.5%).
- When one of the engines is failed the electronic part

of ACS ensures automatic transition of operable
engine to emergency rate when the GG rotor speed
in comparison with takeoff power increases at 1 +
0.2 %, that corresponds to increasing of engine
power approximately at 147 kW (200 h.p.).
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24.12.8. THE TEMPERATURE

CONTROLLER PT-12-6
The temperature controller РТ-12-6 jointly with the

battery of thermocouples Т-102 and actuator ИМ-47
of the fuel control unit forms a system of gas
temperature limitation in front of the turbine.
On the front panel of the controller the terminal

block for connection of thermocouples, a power plug
connector for the controller connection to the
helicopter circuit and monitoring connector for
control unit connection are set.
When gas temperature increases beyond

adjustment 980...990°C the device of comparison
supplies a signal to the amplifier, where it amplifies
and further through the Ngg head loop ЭРД supplies
to the actuator ИМ-47 of the fuel control unit as high-
frequency impulses.
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When gas temperature rises more than (985 ± 5)

°C the activation of ЭРД-ЗВМ, РТ-12-6 is controlled
as per the activation of light panel «РТ (ЭРД) ЛЕВ.
(ПРАВ). РАБОТАЕТ» («LEFT (RIGHT) ENG РТ
(ЭРД) ON»).
During the system check (with the ENG TEMP

CONT button pressed at the left-side panel of
electrical control panel), the limitation temperature
will be underestimated down to 820-850°C with the
intake gas temperature control system. PT-12-6 will
be activated and will prevent the engine from the
advanced acceleration.
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24.12.9. ЭРД-3ВМ THE ELECTRONIC

ENGINE CONTROL
ЭРД-3ВМ the electronic engine control is a

specialized electronic digital computer with the
invariable program working in real time. ЭРД-
regulator is included into the system of maximum
rates limitation and in the free turbine protection
system. It is intended to generate controlling signals
to the actuator ИМ-47 of FCU, actuator of the free
turbine protection system ИМ-ЗА and to the actuator
of acceleration unit change-over mechanism МКТ-
163.
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The control unit is fed from storage battery buses

and from rectifier unit of board electrical three-phase
AC power system. Power supply voltage - 27 V. The
front panel of electric engine control allocates units
as follows: plugs XI and Х2 for a docking ЭРД-
regulator with engine and helicopter systems; test
receptacle ХЗ for a docking engine control with the
ground test unit ПНК-ЗВМ; the terminal of ground
connection Х4; adjusting screws (resistors)
«Регулировка Nтк» («Regulation Ngg») and
«Регулировка ЧР» («Regulation emergency
power»).
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ЭРД-3ВМ are installed at the ceiling panel of the

cargo compartment between the 3rd and 4th frames.
ЭРД consists of three definite assemblies:
- 27V power source and control panel;
- free turbine protection system;
- gas generator rpm limitation circuit.
ЭРД-3ВМ is equipped with self-test to switch all

the control signals off in case of any failure and
create a command at the ЭРД LH (RH) ENG
SHUTDOWN light annunciator.
During the start-up, ЭРД LH (RH) ENG

SHUTDOWN light annunciator will be illuminating
until Nft will reach 60%.
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24.12.10. FREE TURBINE PROTECTION

SYSTEM
In case of mechanical link breaking of free turbine

rotor and main gearbox attended by the Nft quick
increase, the engine emergency shutdown is carried
out when Nft increases up to maximum value
according the strength requirements of free turbine
rotor (118 ± 2)%.
The system includes:
- automatic control unit of free turbine

protection of the electronic engine control;
- two free turbine tachometer generators ДТА-
10;
- actuator ИМ-3A.
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The control element of this system is the

proportional valve of the fuel control unit НР-3ВМ.
At that in НР-3ВМ the shutoff valves are closing

and engine shutdown. The actuation is controlled as
per the light panel (“OVERSPEED Nft LEFT
(RIGHT) ENG”).
The actuator ИМ-3А consists of an electromagnet

with a movable shutter, valve and fuel filter located
in common casted casing.
The system is equipped with separate self-test for

its each ДТА-10 sensors to be provided from ЭРД
control panel with FT1 - OPER - FT2 pressure-type
switch. The controlled system will be activated in the
same time with LH (RH) ENG OVERSPEED light
annunciator illumination, but the engine will not be
shut down.
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24.12.11. MAXIMUM RATING LIMITATION

SYSTEM
Maximum rating limitation system controls fuel

supply at take-off power, ensuring the maintainance
of GG rotor speed stability Ngg in accordance with t
outside air (to) and P outside air (Po). If one of the
engines is failed, the system ensures automatic
transfer of the serviceable engine to the emergency
rate.
The system includes GG head loop of electronic

engine control ЭРД-ЗВМ, sensor of GG rotor
rotation speed ДЧВ-2500, temperature sensor of
outside air П-77, pressure transmitter of outside air
ИКД-27Да.
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Fuel flow control is carried out by the electronic

engine control acting on the throttle valve НР-3ВМ
by means of the actuator ИМ-47. The system
operation is controlled accordingly the indicating
light «РТ (ЭРД) РАБОТАЕТ» (РТ (ЭРД) ON), «ЧР»
(EMERGENCY POWER). “ЭРД ОТКЛЮЧЕН”
(«ЭРД OFF») is shown on the display when failure
(de-activation) of ЭРД.
The system is equipped with separate self-test to

be provided from ЭРД control panel with GAS GEN
RIGHT - OPER - GAS GEN LEFT pressure-type
switch. The controlled system will be activated at a
value of 3-5% below the required one for the take-off
mode.
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24.13. ЭРД-3ВМ CONTROL PANEL
ЭРД-3ВМ control panel is installed at the central

cockpit control panel and is Plexiglas-covered.
The control panel is equipped with:
- two ЭРД switches to switch on or off electronic

control system of each engine;
- two ЧР switches to switch on ЧР channel of the

respective engine;
- two FT1 - OPER - FT2 (СТ1 - РАБОТА -СТ2)

pressure-type switches to control free turbine
protection system of each engine;
- GG RH - OPER - GG LH (ТК ПРАВ - РАБОТА -ТК

ЛЕВ) pressure-type switch to control the circuit of the
free turbine of each engine.
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24.14. AIR BLEED SYSTEM
GENERAL INFORMATION
Air Bleed System comprises:
Engine support supercharging system is intended

to ensure fail-safe working of rotors supports and
includes sealing supercharging and air exhaust from
support air hollows.
Supercharging of I support sealing is fulfilled by air

supplied from the V stage of the compressor through
the pipeline.
Supercharging of II support sealing is

accomplished directly by air from the compressor
through the labyrinth and combustion chamber
auxiliary air.
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Supercharging of III support sealing is fulfilled by

the air supplied from the VII stage of the compressor
through the pipeline.
Supercharging of IV and V support sealing is

carried out by air supplied from the V stage of the
compressor through the pipeline.
The supply of required pressure values for

supercharging of support sealings is accomplished
by selection of the jets installed in supercharging
pipelines.
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Air bleed for the helicopter systems is provided for:
• anti-icing system of DPD;
• jet of DPD;
• air conditioning;
• pilots suits heating.
The air bleed to the DPD anti-icing system and to

the heating of the air duct cooling FCU thermobulb
is accomplished through the flange (right).
The air bleed to DPD jet is performed through air

bleed connection (right).
The air bleed for air conditioning system and to the

pilots’ suits heating is carried out through the
flanges.
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24.15. ENGINE ANTI-ICING SYSTEM
Engine anti-icing system is intended for ice

protection of the engine inlet section when operation
under ice formation conditions.
The hot air bled from the combustion chamber

casing is used in the engine anti-icing system. Cone
surfaces, I-support horizontal front leading edge,
compressor inlet guide vane and inlet section of air
duct cooling FCU thermo bulp are heated by hot air.
The engine anti-icing system actuates both

automatically after command of the icing
radioisotope sensor and manually.
Anti-icing system includes:
- radioisotope ice detector РИО-3М;
- air valve 1919T;
- thermoregulator;
- pipelines.
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24.15.1. RADIOISOTOPE ICI DETECTOR

РИО-3М
Radioisotope ici detector РИО-3М is used for anti-

icing system automatic actuation when icing
formation begins.
The detector is a part of the helicopter equipment

and is installed in the helicopter fan air duct.
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24.15.2. AIR VALVE 1919T
Air valve 1919T is used for opening and closing hot

air line connecting the combustion chamber and the
engine anti-icing system.
Valve electric actuator ЭПВ-50БТ performs shut-

off reverse to open position when receiving an
electrical signal from the radioisotope detector or
switch (with manual control).
When the valve is completely open the electric

actuator limit switch supplies a signal to the display
«ОБОГРЕВ ЛЕВ (ПРАВ) ДВИГ» (LEFT (RIGHT)
ENG HEAT) with green color filter signaling about
the anti-icing system real actuation.
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24.15.3. THE THERMOREGULATOR
The thermos regulator is intended for limitation of

hot air supply from the compressor to heated
components when the engine operates with the anti-
icing system at the power above idle with the
purpose of power loss reduction.
The thermos regulator is installed in the line of hot

air supply to the anti-icing system and connected to
pipelines by flanges.
When the engine operates with activated anti-icing

system, the hot air from the compressor passing
through the thermos regulator heats bimetallic
spring, which rotates the movable section thus
changing throat area.
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24.15.4. ANTI-ICING SYSTEM CONTROL
Both anti-icing system and APU are controlled from

the left panel of pilots' electrical panel.
In case of helicopter entry into icing zone, a signal

will be issued by РИО-3 detector and ICING red light
annunciator will illuminate. At the same time, right
engine heating will be auto switched on and RH ENG
HEAT light annunciator and RH DPD ELECTRIC
HEAT light annunciator will illuminate.
If necessary, left engine heater can be switched on

manually with LEFT ENGINE HEAT switch. At the
same time, LH ENG HEAT light annunciator and
DPD HEAT light annunciator will illuminate.
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To switch right engine anti-icing system off in case it

was auto switched on, OFF button should be
pressed. Left engine anti-icing system can only be
switched off manually.
Manual switch of the both engine heating is provided

by the chart. The heating is switched on with
switches set in MANUAL position.
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24.16. AIR OPERATED PRESSURE SWITCH

MCTB-1,5AC
Air operated pressure switch MCTB-1,5AC is

intended to complete the circuit when air pressure
gauge behind VII stage of the compressor is 1,5
kgf/cm2.
When the pressure is less than 1,5 kgf/cm2 the

switch breaks power supply circuit of the display
«МАЛО Рм ЛЕВ ДВИГ» (“LEFT ENG LOW OIL
PRESS”) or «МАЛО Рм ПРАВ ДВИГ» (“RIGHT
ENG LOW OIL PRESS”).
Sensitive element of the switch is an elastic

corrugated diaphragm. The switch is installed in the
air bleed flange behind VII stage of the compressor
right on flight.
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24.17. ENGINES CONTROL
24.17.1. MAIN ROTOR COLLECTIVE PITCH

AND ENGINES
Main rotor collective pitch and engines are

controlled with two collective pitch control levers,
which are connected cinematically with the collective
pitch sleeve and fuel control levers of the HP-3BM
fuel control units, which are installed at the engines.
With upwards movement of collective pitch control
levers main rotor collective pitch will be increased
together with engines power.
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24.17.2. TO CHANGE MAIN ROTOR RPM
To change main rotor rpm with the preset value of

the collective pitch, collective pitch control levers are
equipped with throttle control twist grips which are
connected with HP-3BM fuel control units only. With
the twist grip turned to the left, the engines will run
with less power.
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24.17.3. ADJUST FREE TURBINE RPM

REGULATOR MANUALLY
The crew can adjust free turbine rpm regulator

manually if necessary with the switches at the
collective pitch control levers. With the switch
pushed, main rotor rpm will increase of up to 96-
99%, and with the switch pulled, it will decrease of
down to 89-93%.
МП-100 electrical mechanism is installed at the

ceiling panel of the helicopter. It is barred to the HP-
3BM fuel control unit. The mechanism will be
activated with the pressure of the switches at the
collective pitch control levers to re-adjust main rotor
rpm.
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24.17.4. SEPARATE ENGINES CONTROL
The helicopter is equipped with separate engines

control alongside with collective pitch control, which
allows to change operating mode of each engine
without any change of main rotor collective pitch.
Separate control is made with two levers, which are
installed at the bracket of the left collective pitch
lever and barred to the levers of the HP-3BM pumps.
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24.17.5. ENGINE SHUTDOWN
Engine shutdown is controlled with two levers,

which are fixed at the bar of the cockpit ceiling on the
right to the left pilot seat. The levers are cabled to
the HP-3BM levers. To shut the engine down,
respective lever should be pushed to the limit.
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24.18. ИTЭ-2 TWO-POINTER TACHOMETER
ИТЭ-2 two-pointer magneto-induction tachometer

is designed for continious remote measurement of
the engine rpm rate in percent to the maximum.
Helicopter tachometer set consists of two Д-2М

sensors and two ИТЭ-2 two-pointer tachometers,
while each sensor is connected to both tachometers.
Д-2М sensors are installed at the left and right-

hand engines gearboxes, and the tachometers are
installed at the left and right instrument panels.
ИТЭ-2 tachometer - is of dual type and consists of

the same units contained within one body. Each unit
contains a synchronous motor and tachometer
mechanism. The pointers are marked with "1" (for
left engine) and "2" (for right engine) marks
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24.19. ИP-117M ENGINE PRESSURE RATIO

INDICATOR
ИР-117М is designed for the remote control of TB-

117BM engines operating mode.
Control of the engines operating modes is based

on the exhaust air pressure, its conversion to the
motion of the side indexes of the indicator and
comparison to the modes stated at the central index,
which position is proportional both to the
atmospheric pressure and to the outside air
temperature. The law of Pc = f (Poat, Toat) is defined
with following relationships for each mode:
- Nominal mode: Pc.nom. = 3,4 - 0,068 х Toat + 4,03 х

Poat (kgs/sq.cm);
- Cruise mode: Pc.cr. = Pc.cr. - 0,45 (kgs/sq.cm);
- Emergency mode: Pc.em. = Pc.nom + 0,53

(kgs/sq.cm)
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ИР-117М engine pressure ratio indicator set

consists of:
- ДВК, altitude corrector installed under the cockpit

floor between the 3H and 4H frames and connected
to the pitot static system;
- Two ПМ-10МР pitots installed at the cargo

compartment at the top of the 5th frame;
- П-1 temperature sensor installed in the front of

engine compartment;
- УР-117И mode indicator installed at the left

instrument panel.
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Engine operating mode is defined with УР-117M

mode indicator by the position of its side index in
relation to N and C central indexes:
- Takeoff mode - side index is higher than N central

index;
- Nominal mode - side index is higher than C central

index and is opposite N central index;
- Cruise mode - side index is either opposite or lower

than C central index.
Two extreme measuring elements with two ПМ-

10МР receivers as a set are designed to measure
compressor delivery pressure (Pc).
Medium measuring element with ДВК and П-1

receiver as a unit are designed to measure
barometric pressure corrected to outside air
temperature.
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24.20. 2ИA-6 MEASURING EQUIPMENT
Dual 2ИА-6 measuring equipment is designed to

measure engine gas temperature from paralleled
engine thermocouples.
Dual 2ИА-6 equipment has two independent

temperature measuring systems (for left and right
engine).
Dual 2УТ-6Л indicator is designed to measure

engines gas temperature. Its face is marked with two
coarse scales within 0-1200° range with the scale
division value of 100°C, and two accurate scales
within 0-100° range with the scale division value of
5°C.
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Left-side electric panel is equipped with two

buttons 2ИА-6 CONTROL - GROUND and 2ИА-6
СONTROL - AIR to check 2ИА-6 equipment.
With 2ИА-6 CONTROL - GROUND button pressed

before the engines start-up, the pointers of 2УТ-6К
indicator should indicate a temperature above the
maximum allowed one (950-1270°C).
With 2ИА-6 СONTROL - AIR button pressed with

engines running, the pointers of 2УТ-6К indicator
should indicate a temperature of below 150°C.
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Measuring equipment set consists of dual 2УТ-6К

temperature sensor at the left control panel, dual
2УЭ-6Б, series 2 amplifier at the right cockpit rack,
two ПК-6 transition stands in the cargo compartment
at the top of 4th frame, and 28 T-102 thermocouples
(14 for each engine).
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24.21. OIL SYSTEM OPERATION CONTROL
Engine oil inlet pressure and engine oil outlet

temperature are being controlled while engines fuel
systems operating.
The helicopter is equipped with two sets of ЭМИ-

3РИ indicators, one for each engine. ИД-8 oil
pressure sensors and П-2 temperature sensors are
installed in the engine compartments, and УИЗ-3
2nd series three-pointers indicators are installed at
the central instrument panel. Left scale is used to
measure oil pressure, and right scale is used to
measure oil temperature.
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Oil pressure indicating system is supplied with

36V, 400Hz AC, and oil temperature indicating
system is supplied with 27V DC.
CC-78 chip detector will switch on respective light

annunciator at the right instrument panel in case of
chips in fuel systems of either left or right engine.
In case of oil pressure drop of below 2,5 kgs/sq.cm

in lubricating systems of either left or right engine,
LOW OIL PRES IN LH (RH) ENG light annunciator
should illuminate on the signal from minimum oil
pressure switch. The indication will be switched on
only with engines running, when compressor
delivery pressure will increase 1,5 kgs/sq,cm after
the activation of MCTB-1,5AC air pressure switch
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24.21.1. ЭMИ-3PИ ELECTRIC OIL

PRESSURE AND TEMPERATURE GAUGE
ЭMИ-3PИ electric oil pressure and temperature

gauge provides remote control of engine efficiency
and is a combined instrument to measure oil
pressure and temperature.
Gauge set incorporates:
- YИ3-3 2 series indicator;
- ИMД-8 oil pressure gauge;
- П-1 oil temperature sensor.
Two ЭMИ-3PИ sets are installed at the helicopter

(one for each engine). Both indicators are installed
at the central panel, pressure gauges are installed at
the engines, and temperature sensors are installed
in engine compartments inside the oil system
manifold.
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YИ3-3 indicators, П-1 sensors and ИMД-8 gauges

are interchangeable.
Oil pressure measurement system is supplied with

36 V 400 Hz alternating current, and oil temperature
measurement system is supplied with 27 V direct
current.
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PARAMETERS OF ИMД-8 OIL PRESSURE
GAUGE:
Measurement Range: ........ 1,5 - 6,5 kg/sq.cm
Pressure Gauge Error from Measurement Range,

maximum (with standard temperature):
- in operating mode ............................ ±2,5%
- in non-operating mode: ........................±4%

PARAMETERS OF П-1 OIL TEMPERATURE
SENSOR:
Sensor Error:
- within 0...+100°C range .... ± 1°C maximum
- within other temperature ranges ....... ±2 ° C

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Sensor Winding Resistance with Connecting Wiring

Disengaged:
- with 0°C ............................ 90,1±0,15 Ohm
- with 100°C: .......................129,8±0,44 Ohm

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24.21.4. GAUGE OPERATION:
Oil pressure gauge operates due to change of

sensor coils inductance with the change of oil
pressure, which causes the change of current
strength in the loops of magnetic logometer and
consequently the motion of the gauge needle.
Oil temperature gauge is a direct current bridge.

The loops of magnetic logometer are connected to
one of its arms and to its diagonal. Oil temperature
gauge operation is based on the measurement of the
change of thermometer circuit resistance because of
oil temperature change, with current redistribution in
the bridge circuit and change of logometer needle
position as a result.
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PARAMETERS:
Measurement Range:
- oil pressure gauge: 0 - 8 kg/sq.cm
- oil temperature gauge: -50...+150 °C
Oil Pressure Gauge Error from Measurement

Range, maximum (with standard temperature):
- in operating range: ±1,5%
- in non-operating range: ±2%
Oil Temperature Gauge Error, maximum:
- in operating range: ±4 °C
- in non-operating range: ±6 °C
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24.22. FUEL SYSTEM OPERATION CONTROL
Light annunciators connected to the fuel system

operation and engine control system operation are
installed at the left pilot’s panel.
LEFT (RIGHT) FUEL FILTER CLOGGED light

annunciator illumination indicates 8Д2.966.236. fine
filter clogging.
LEFT (RIGHT) ЭРД OFF light annunciator will

illuminate either with ЭРД switched on, but engine
Ngg is below 60%, or in case of ЭРД failure.
LEFT ENG (RIGHT ENG) ECR light annunciators

will illuminate after the respective engine will reach
its emergency mode.
OVERSPEED Nft LEFT (RIGHT) ENG light

annunciators will illuminate after the activation of
free turbine protection system with free turbine
overspeed of 116-120% or during system check with
main rotor rpm of 89,5-91,5%.
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Control buttons and LIM Tg LEFT (RIGHT) ENG

light annunciators are installed at the left-side
electrical control panel and will be activated when
turbine inlet temperature will reach 955-990°C and
PT-12-6 temperature regulator will be activated;
turbine inlet temperature will reach 820-850°C
during the check of PT-12-6; AND maximum gas
generator rpm values and ЭРД-3ВМ gas generator
channel activation and during gas generator
channel check.
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24.23. START-UP SYSTEM CONTROL
Engines start-up panel is installed at the central

electrical control panel.
Following units are installed at the panel:
- AUTO ON green light annunciator to inform of АПД-

78А engine auto start control unit operation;
- STARTER ON green light annunciator to inform of

air starter operation;
- Started engine selector switch;
- START-ENG CRANK function selector switch;
- IGNITION TEST switch for left and right engines;
- START and DISCONT ENG START buttons.

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24.24. ANTI-ICING SYSTEM CONTROL
Both anti-icing system and APU are controlled

from the left panel of pilots' electrical panel.
In case of helicopter entry into icing zone, a signal

will be issued by ÐÈÎ-3 detector and ICING red light
annunciator will illuminate. At the same time, right
engine heating will be auto switched on and RH ENG
HEAT light annunciator and RH DPD ELECTRIC
HEAT light annunciator will illuminate.
If necessary, left engine heater can be switched on

manually with LEFT ENGINE HEAT switch. At the
same time, LH ENG HEAT light annunciator and
DPD HEAT light annunciator will illuminate.
CHAPTER 24 Page 723
MI – 172
REVISION 00 03-2018
VNH TRAINING
To switch right engine anti-icing system off in case

it was auto switched on, OFF button should be
pressed. Left engine anti-icing system can only be
switched off manually.
Manual switch of the both engine heating is

provided by the chart. The heating is switched on
with switches set in MANUAL position.
CHAPTER 24 Page 724
MI – 172
REVISION 00 03-2018
VNH TRAINING
24.25. ИВ-500Е VIBRATION MONITORING

EQUIPMENT
The equipment is designed for a constant

monitoring of the engine vibration rate and for light
information of the vibration with the vibration rate
value indicator in case it will increase maximum
allowed one.
The equipment components are:
- Two engine-mounted MB-03-1 piezosensors;
- Two УсС-6 adaptors installed at the cargo

compartment ceiling next to the 4th frame;
- БЭ-9Е electronic assembly installed at the cargo

compartment next to the 1st frame.
CHAPTER 24 Page 725
MI – 172
REVISION 00 03-2018
VNH TRAINING
Left instrument panel is equipped with:
- LEFT ENG EXCESS VIBR and RIGHT ENG

EXCESS VIBR yellow light annunciators which
should be illuminated with the vibration of above
45mm/sec;
- SHUT LEFT ENG DOWN and SHUT RH ENG

DOWN red light annunciators which should be
illuminated with the vibration of above 60mm/sec;
CHAPTER 24 Page 726
MI – 172
REVISION 00 03-2018
VNH TRAINING
ИВ-500Е CONTROL button installed at the left-

side electrical control panel.
With ИВ-500Е button pressed, all light

annunciators should illuminate.
CHAPTER 25 Page 727
MI – 172
REVISION 00 03-2018
VNH TRAINING
25. ENGINE STARTING SYSTEM ATA 80
25.1. ENGINE STARTING
Engine starting is the process of leading it up to

idle.
The GG rotor cranking on the ground and in flight

is carried out by the air starter CB-78БА.
The combustion of air-fuel mixture is realized by

electric ignition system.
Combustion chamber fuel supply is controlled by

the auto-start unit in accordance with the specified
rule of gas temperature alteration before the turbine.
CHAPTER 25 Page 728
MI – 172
REVISION 00 03-2018
VNH TRAINING
The starting process proceeds according to

assigned starting characteristics, i.e. the
dependence of required power (Pr) to rotate the
compressor as well as compressor turbine power
(Pct) on one hand and the GG rotation speed (Ngg)
in-starting process on other hand with assigned rule
of gas temperature alteration in front of the
compressor turbine. There are three main stages
may be allocated here.
The first stage begins from the moment of the

starter switching on (Ngg=0) and continues up to
initial fuel supply and combustion into the
combustion chamber (Ngg = N1=15...20%). GG
rotor rotation is carried out by the starter only (Pst).
CHAPTER 25 Page 729
MI – 172
REVISION 00 03-2018
VNH TRAINING
The second stage begins from the working

moment of the compressor turbine
(Ngg=N1=15...20%). This stage is completed when
the starter is off (Ngg=N2=60...65%). The GG
acceleration is provided together with the starter and
the compressor turbine at this stage. When
Ngg=P2=60...65% the compressor turbine obtains
the power, which is enough for itself rotation as well
as for the compressor, i.e. such GG rotation speed
is chosen as to switch off the starter and to provide
the turbine power to lead an engine on to Idle rating.
CHAPTER 25 Page 730
MI – 172
REVISION 00 03-2018
VNH TRAINING
The third stage begins from the moment of the

starter disengagement (Ngg=P2=60...65%) and it is
completed at the moment of idle rating set. At this
stage GG rotor cranking is accomplished by the
compressor turbine only. TВ3-117ВМ starting
system includes:
- cranking system;
- ignition system;
- control system.
Start-up system is controlled by the crew from the

engines start-up subpanel from the center panel of
electrical control panel.
CHAPTER 25 Page 731
MI – 172
REVISION 00 03-2018
VNH TRAINING
25.2. THE CRANKING SYSTEM
The cranking system is intended for gas generator

rotor cranking during starting up to the speed, after
which the engine independently recovers to idling
power, and also for rotor cranking at cranking and
false start. The main unit of cranking system is the
air starter СВ-78БА. The starter is installed on the
engine top and attached by a clamp to the flange on
the back wall of the gearbox and by a bracket with a
rubber shock absorber to back flange of the
compressor casing.
CHAPTER 25 Page 732
MI – 172
REVISION 00 03-2018
VNH TRAINING
The signal for the solenoid valve de-energization

(for starter de-activating) can be supplied by:
- the microswitch of the fuel control unit НР-3ВМ

when gas generator rotor reaches rotation speed
60... 65 %;
- АПД-78А auto-start control unit at the end of the

unit 55 ± 4 sec cycle operation;
- the button «ПРЕКРАЩЕНИЕ ЗАПУСКА»

(«DISCONT ENG START»);
- the centrifugal air starter switch when maximum

permissible starter rotor speed is reached.
CHAPTER 25 Page 733
MI – 172
REVISION 00 03-2018
VNH TRAINING
The starter operates feeding on compressed air

supplied from АИ-9В through the pipelines.
Air flow in the turbine up to 0,4 кg/sec
Maximum excess pressure of 1,9 кgf/см2

the air in front of the turbine
Maximum permissible rotation 815 rotations

speed per sec
Maximum permissible 160 °С

temperature at turbine inlet
Gearbox ratio 1:8,9
The air starter is an active single-stage air turbine

with a planetary double-stage, air valve, control unit
and air filter.
CHAPTER 25 Page 734
MI – 172
REVISION 00 03-2018
VNH TRAINING
25.3. THE IGNITION SYSTEM
The ignition system serves for air-fuel mixture

ignition in the combustion chamber at the engine is
starting on ground and in flight.
- the ignition unit (CK-22-2K);
- two spark plugs (СП-26 ПЗТ);
- two high-voltage wires;
- air supercharging valve.
АПД-78А engine starting auto panel switches

ignition system on at the 5th second of the start-up
and switches it off at its 30th second.
In cases of cranking or false start, ignition system

is not switched off by АПД-78А.

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CHAPTER 01 Page 1

1. GENERAL INTRODUCTION ATA 00-20 .................................................................................................................................................... 12

1.1. BASIC CONFIGURATION .................................................................................................................................................................... 13

1.2. AIRFRAME MAIN DIMENSIONS ......................................................................................................................................................... 15

1.3. TOWING THE HELICOPTER ............................................................................................................................................................... 16

1.4. DOCUMENTATIONS ........................................................................................................................................................................... 17

2. HEATING AND VENTILATION, SAFETY & WARNING DEVICES ATA 21 ................................................................................................ 31

2.1. THE AIR INTAKE SHUTTER................................................................................................................................................................ 32

2.2. THE VENTILATION AND HEATING SYSTEM (GENERAL VIEW) ...................................................................................................... 33

2.3. HEATER TURNING ON ....................................................................................................................................................................... 36

2.4. HEATER TURNING OFF...................................................................................................................................................................... 39

3. AUTOPILOT SYSTEM ATA 22 ................................................................................................................................................................... 41

3.1. GENERAL ............................................................................................................................................................................................ 41

3.2. AUTOPILOT UNITS ............................................................................................................................................................................. 42

3.3. DESCRIPTION AND OPERATION ...................................................................................................................................................... 62

4. RADIO COMMUNICATION SYSTEM ATA 23 ............................................................................................................................................ 73

4.1. INTER COMMUNICATION SYSTEM SPU-7........................................................................................................................................ 76

4.2. PASSENGER PUBLIC INFORMATION CGU-15 ................................................................................................................................. 91

4.3. ORLAN-85ST ..................................................................................................................................................................................... 102

4.4. YADRO-1 HF-RADIO ......................................................................................................................................................................... 116

4.5. PИ-65 ................................................................................................................................................................................................. 130

4.6. П-503 .................................................................................................................................................................................................. 142

5. ELECTRICAL POWER SYSTEM ATA 24 ................................................................................................................................................. 147

5.1. PRIMARY ELECTRICAL POWER SYSTEM ...................................................................................................................................... 148

5.2. SECONDARY ELECTRICAL POWER SYSTEM ................................................................................................................................ 149

5.3. EXTERNAL POWER SUPPLY ........................................................................................................................................................... 150

5.4. AC ELECTRIC POWER ..................................................................................................................................................................... 151

5.5. DIRECT CURRENT SYSTEM ............................................................................................................................................................ 158

5.6. EXTERNAL POWER ELECTRICAL SYSTEM ................................................................................................................................... 166

5.7. SWITCH-GEARS BUSES OF MI-172 HELICOPTER ......................................................................................................................... 169

6. EQUIPMENT AND FURNISHING ATA 25 ................................................................................................................................................ 171

6.1. PILOT'S SEAT .................................................................................................................................................................................... 173

6.2. PILOT'S HARNESS STRAPS ............................................................................................................................................................ 175

6.3. FLIGHT ENGINEER'S SEAT .............................................................................................................................................................. 177

6.4. LIGHT FILTER.................................................................................................................................................................................... 179

6.5. HANDLE ............................................................................................................................................................................................. 180

6.6. REARWARD VIEW ON PLIGHT COMPARTMENT ........................................................................................................................... 181

7. FIRE FIGHTING SYSTEM ATA 26 ........................................................................................................................................................... 183

7.1. STATIONARY FIRE EXTINGUISHING SYSTEM ............................................................................................................................... 183

7.2. SCHEMATIC DIAGRAM ..................................................................................................................................................................... 185

7.3. YБШ-4-4 FIRE EXTINGUISHERS ...................................................................................................................................................... 186

7.4. OPERATION ...................................................................................................................................................................................... 196

8. FLIGHT CONTROLS, HYDRAULIC BOOSTER KAY ATA 27 .................................................................................................................. 199

8.1. GENERAL .......................................................................................................................................................................................... 199

8.2. LONGITUDINAL-LATERAL CONTROL SYSTEM .............................................................................................................................. 203

8.3. DIRECTIONAL CONTROL SYSTEM ................................................................................................................................................. 210

9. FUEL SYSTEM ATA 28 ............................................................................................................................................................................ 239

9.1. FUEL SYSTEM OPERATION............................................................................................................................................................. 241

9.2. FUEL SYSTEM UNITS ....................................................................................................................................................................... 243

10. HYDRAULIC POWER ATA 29 ............................................................................................................................................................... 258

10.1. GENERAL INFORMATION ................................................................................................................................................................ 259

10.2. HYDRAULIC SYSTEM COMPONENTS ............................................................................................................................................ 262

10.3. HYDRAULIC SYSTEM CONTROL ..................................................................................................................................................... 289

11.1. HEATING MR ..................................................................................................................................................................................... 294

11.2. HEATING TR ...................................................................................................................................................................................... 296

11.3. CONTROL HEATING SYSTEM ......................................................................................................................................................... 297

11.5. THE DE-ICING SYSTEM OF THE ENGINE ....................................................................................................................................... 299

11.6. ICE DETECTOR PИO-3 ..................................................................................................................................................................... 302

11.7. CONTROL SYSTEM .......................................................................................................................................................................... 305

12. INDICATING SYSTEM ATA 31 ............................................................................................................................................................. 309

12.1. RH CIRCUIT BREAKER PANEL ........................................................................................................................................................ 311

12.2. LH CIRCUIT BREAKER PANEL......................................................................................................................................................... 312

12.3. RH INSTRUMENT BOARD ................................................................................................................................................................ 313