Helicopter mi 1 technical description. Attitude towards aircraft abroad

A bit of history:
While working at TsAGI during the war years on the problems of aircraft flight dynamics, M.L. Mil did not stop studying the theory of rotary-wing aircraft, which had begun before the war. After the end of the Great Patriotic War, TsAGI had the opportunity to resume research on rotorcraft, and Mil began the development of a three-seat experimental helicopter EG-1 of a single-rotor design with an M-13 engine and an original device for automatically increasing flight stability. April 9, 1946 the project was presented expert commission MAL, who supported him. At the same time, at TsAGI, under the leadership of Mil, a study of the aerodynamic characteristics of rotors began on experimental installations. By order of the head of TsAGI dated March 26, 1947, on the basis of the laboratory of spin and vertical wind tunnel T-105, laboratory 5 was created "to solve scientific problems in helicopter construction and aircraft spin" consisting of two sectors. M.L. Mil was appointed head of the laboratory and helicopter sector. The new emerging industry attracted many talented designers and inventors, and the most successful work in the field of helicopter construction was carried out in the Design Bureau of I.P. Bratukhin and A.S. Yakovlev. In the fall of 1947, a full-size model of the three-seat helicopter EG-1, built in the 5th laboratory of TsAGI, was approved by a government commission.
The first helicopter of the Design Bureau of M. L. Mil, which received the designation GM-1 (Helicopter Mil-1), was developed as a messenger. The cockpit, in addition to the pilot, could accommodate two passengers. The car had a classic single-rotor scheme with three-bladed main and tail tail rotors.
Due to the lack of a production base in OKB-4, the first three experimental GM-1s were built at the Kiev Aviation Plant 473.
The first testing of a helicopter on a rigid leash was also carried out there. The first copy of the GM-1 was ready in August. On September 20, 1948, at the Zakharkovo airfield, test pilot M.K. Baikalov performed the first three lifts into the air on it. September 30, GM-1 has already made a flight with a translational speed of 50-100 km / h. In general, the helicopter demonstrated high maneuverability and satisfactory stability. On subsequent flights, it was possible to achieve top speed 170 km/h.
Unfortunately, during the factory tests, the first flight machine was lost. On November 24, 1948, while determining the dynamic ceiling at an altitude of 5200 m, the lubricant in the mechanisms of the swashplate control system froze, the helicopter entered the uncontrolled buildup mode, and Baikalov had to leave it.
The second car was also waiting for a tragic fate. On March 7, 1949, an accident occurred during a ferry flight from the factory test station at the Air Force Research Institute. Due to poor-quality welding, the tail transmission shaft collapsed, the GM-1 began to rotate relative to the axis of the main rotor, sharply lowered its nose and collapsed to the ground. M.K. Baikalov, who piloted the helicopter, died. In the summer of 1949, a third car was rolled out to the factory airfield.
In August 1949 GM-1 entered the Air Force Research Institute, and on September 10, its state tests began.
During the tests of GM-1, for the first time, such dangerous phenomena like flutter and earth resonance. They were eliminated by altering the blades and re-adjusting the friction dampers.
The following year, at the air parade in Tushino, these machines were shown publicly for the first time.

Appearance:
The Mi-1 is a helicopter built according to a single-rotor scheme with a tail rotor, one PD and a tricycle landing gear.
The fuselage has a truss structure with aluminum alloy skin and a semi-monocoque tail boom with an upward deflected end beam and a controlled stabilizer. The cockpit accommodates a pilot in the front seat and two passengers in the back, in a training version with dual controls - a cadet in the front seat and an instructor behind him.

Behind the cab was the engine compartment. It housed a star-shaped seven-cylinder engine AI-26GR * designed by A.G. Ivchenko with a power of 500-550 hp, which had a built-in angular gearbox, because its axis was horizontal. The use of this engine in terms of weight was less profitable than a motor with a vertical axis, but Miles simply had no choice - the AI-26GR was the only helicopter engine in the USSR. It was placed in front of the main rotor axis, and not behind, as was done on other helicopters of a similar class, which greatly simplified the centering of the machine and made it possible not to carry the cockpit far forward. During testing and refinement of the first GM-1, the engine was replaced by a forced AI-26GRF with a takeoff power of 575 hp of a two-stage main gearbox. It turned out to be easy to manufacture, had a small mass and dimensions, and never failed over the long years of helicopter operation.
Later they began to install the AI-26V.
The power plant also includes a fan for forced cooling. The engine was started with compressed air, the supply of which was small. In order not to get into a difficult situation when the air ran out and the engine could not be started somewhere in the middle of the taiga, the pilots carried a spare can of compressed air with them.
The Mi-1 fuel system includes a tank with a capacity of 240 liters, as well as the installation of an additional external fuel tank with a capacity of 160 liters.

general scheme

The main rotor is three-bladed, with hinged blades and friction dampers. The blades are of mixed construction with a tubular spar made of steel, wooden ribs and stringers, and skin made of plywood and canvas. Trapezoidal blades in plan and profile NACA 230 with variable relative thickness. The latest modifications of the Mi-1 were equipped with rectangular, all-metal blades, with a pressed spar made of aluminum alloy with sections attached to it with aluminum honeycomb core. The tail rotor is three-bladed, pushing with a diameter of 2.5 m, with trapezoidal wooden blades.

Particularly much attention was paid to improving the design and increasing the reliability of one of the most labor-intensive units of a helicopter - the blades. The spars of the blades, joined from three pipes, were replaced in 1956 by solid spars of their cold-rolled steel pipe with a variable wall thickness. In 1957, the first all-metal blade with a pressed duralumin spar was created for the Mi-1. The introduction of all-metal blades led to the inclusion in the control system, first of aerodynamic compensators, and then of irreversible hydraulic boosters. After testing the hub of the Mi-4 helicopter, which has significant structural improvements, radical changes were made to the design of the hub of the Mi-1 helicopter. The main rotor pitch and engine power control systems were combined into single system step-gas.
scheme

The transmission consists of a main gearbox with a clutch, an intermediate and a tail rotor gearbox, shafts and a main rotor brake. The speed of rotation of the main rotor shaft is 232 rpm, the tail rotor is 2050 rpm.

chassis:
The chassis of the Mi-1 is tricycle, non-retractable, the main supports are trussed, the front support is self-orienting. There is a safety support at the end of the tail boom. Chassis track 3.29 m, base - 3.2 m. The Mi-1 had only parking brakes, which were activated by a lever under the dashboard. The pilots tried not to steer the Mi-1 "under their own power", especially on uneven ground - the helicopter very easily entered the "earth resonance" vibrations and instantly crumbled from it. Another domestic helicopter, the Ka-15, had the same drawback.

front landing gear

we make our way inside

pilot and 2 passengers (or three passengers :-)))

dashboard

The control system is mechanical, has a rigid wiring for controlling the collective pitch and a cable - for cyclic control of the pitch of the main rotor blades, as well as the common pitch of the tail rotor; control of the stabilizer from the "step-gas" handle has a rigid wiring. The control system includes unloading spring mechanisms.

Special equipment allows you to fly a helicopter at any time of the day, even in difficult weather conditions (I wonder: what kind of equipment was it in those years?). The main and tail rotor blades, as well as the windshield of the cockpit are equipped with anti-icing alcohol systems.

In addition, in the 1950s, a controlled stabilizer, an external suspension system with a payload capacity of 500 kg, new instrumentation, etc. were installed on the Mi-1. In 1952, the AP-5 aircraft autopilot was tested on the Mi-1 for the first time, and later on the helicopter was repeatedly used as a flying laboratory to test various design innovations.

pedal block

Mi-1 Purpose: multipurpose First flight: 1948 First flight: 1951 Total built: 2500-3000 Manufacturer: M. L. Mil Design Bureau Dimensions Main rotor diameter: 14.35 m Tail rotor diameter: 2.5 m Fuselage length: 12 .40 m Height with swivel screws: 3.3 m Weight Empty: 1880 kg Norm. takeoff: 2470 kg Max. take-off 2550 kg Power plant Engine: 1 PD Progress AI-26V Power: 580 hp Characteristics Crew: 1 person. Passengers: 2 pers. Cruise speed: 145 km/h Max. speed: 170 km/h Range: 360 km Service ceiling: 3500 m Static ceiling: 2700 m Rate of climb: 318 m/min

ceiling

modification schemes:
In 1952-1953, a series of 30 Mi-1s was produced at the Kazan plant No. 387. From 1954 to 1958, 596 vehicles were built at plant No. 47, and 370 Mi-1s were built at Rostov plant No. 168 in 1956-1960. From 1957 to 1965, this helicopter was mass-produced in Poland (1683 helicopters were produced).
Options
Mi-1:
The basic version, designed for a pilot and three passengers.
Mi-1A:
This model differed from the Mi-1T mainly in the presence of electromechanical trimmers instead of spring ones, more advanced instrumentation, as well as an on-board unit for installing an additional fuel tank. There was also a training modification, which bore the designation Mi-1AU, it was equipped with a periscope observation device and an aerial camera spotter - Mi-1 AKR. The resource of the main parts of the helicopter by the end of the 50s reached 1000 hours, by the middle of the 60s. - 2000 hours, and after another 10 years it reached 3000 hours.

Mi-1MNH (NH):
The Mi-1MNH is an improved version of the Mi-1. Mi-1M became the basis for the emergence of a new civilian modification of the Mi-1MNH. It was created in five versions: a passenger one with a three-seat rear sofa, a sanitary one with side removable gondolas, a postal one with hanging containers, a ferry one with an additional gas tank, and an agricultural one, which, when used for spraying and pollination, was equipped with special side spray tanks and sprayer booms. The Mi-1MNH went into mass production and operation like the Mi-1NH and in 1959 was named Moskvich. Since the early 1960s All Mi-1M and Mi-1NHH began to be equipped with forced AI-26VF engines, as well as all-metal blades and hydraulic boosters in the control system. On June 27, 1960, the Mi-1NH was shown to N. S. Khrushchev. One such helicopter, made in the “luxury” version, was used by the President of Finland.

Mi-1P:
Mi-1P is a variant with floats.

Mi-1U:
The Mi-1U is a dual-control training variant. It was widely used in DOSAAF. (originally GM-2) a training two-seat version of the Mi-1 with dual controls and adjacent pilot seats. Created in 1950, built in series.

Mi-1T:
The Mi-1T is a subsequent development of the Mi-1U modification. On the Mi-1T (T - “three hundred hours”, this meant that the life of the main parts of the machine was brought up to 300 hours), a newer power plant was installed, the AI-26V engine with a take-off power of 575 hp, the cabin doors were expanded, a controlled stabilizer and anti-icing system of both propellers. The new experimental model became a model for the 1955 series. Its two-seat training modification was designated as the Mi-1TU. In 1954, two of these helicopters were re-equipped and sent for operation in the Arctic to be based on icebreakers, at the same time, work began on the creation of a variant of the Mi-1KR artillery spotter (later Mi-1TKR), launched into series in 1956.

Mi-1 deck:
In 1954, two Mi-1Ts were converted for operation in the Arctic and based on icebreakers.

Mi-3:
The Mi-3 is the result of a deeper modernization of the Mi-1. It was created by order of the military for medical needs. The Mi-1 differed from the basic version with a new four-bladed main rotor, a more comfortable cabin, the fuselage design was also changed, and hanging gondolas were installed on the sides for transporting the sick and wounded.

SM-1:
SM-1 is a Polish version of the Mi-1 helicopter, developed by the Polish company PZL Swidnik. For the first time this helicopter took to the air in May 1956, it was piloted by the Soviet test pilot Vinnitsky. In the same month, the new helicopter was demonstrated at the Leipzig International Fair. Serial machines were given the designation SM-1 / 300 (the number 300 meant the overhaul life of the main propeller blades) and corresponded to the Mi-1T. From the beginning of 1957, helicopters were produced from Polish components, except for power plant. But by the end of the year, the AI-26V engine under the designation Lit-Z began to be produced at a plant in Rzeszow. Serial production of this variant continued until 1965. In total, 1597 units of the SM-1 version of various modifications were manufactured in Poland, mainly they were operated in the Soviet Union.

SM-2:
SM-2 is an improved version of the SM-1 helicopter. It was developed by the Polish company PZL Swidnik. Shortly after the start of production of the SM-1, the designers in Svidnik under the command of Jiri Tirkha began to create an improved version of the SM-1 helicopter. The considerable power reserve of the Lit-3 power plant made it possible to create a car with a larger take-off weight, and, consequently, with an increased payload. To accommodate it, it was decided to make a new enlarged fuselage, while keeping the other main units unchanged. The new version of the helicopter became a five-seater, and in the medical modification, the patient could be transported in the cabin, loading the stretcher using the nose hatch.
The SM-2 first flew on September 18, 1959, and went into production in 1961. However, the new helicopter was not widely used. Its flight characteristics were slightly inferior to the Mi-1M, and besides, a more advanced Mi-2 had already been tested in the USSR. Because of this, the SM-2 did not receive recognition, in addition to the Polish Air Force, a number of vehicles were sold to Czechoslovakia. In the same 1961, the release of the SM-2 ended. Only 86 cars were produced.

Military options:
In the second half of the 1950s, armed combat helicopters. In the Soviet Union, such machines began to be developed in 1958, based on the Mi-1MU. On the sides of this helicopter, two cassettes with 12 TRS-132 turbojet projectiles were fixed on brackets. The following year, modifications appeared equipped with Nikitin or Kalashnikov machine guns, 100-kilogram bombs, as well as the country's first helicopter armed with the Falanga anti-tank installation with two or four guided missiles. In 1961-1962, the Mi-1MU anti-tank modification, armed with four 3M11 ATGMs of the Falanga complex, successfully passed state tests and was offered for service, but due to the lack of a position on the use of such helicopters by the command of the Armed Forces, this modification did not go into series . The Mi-1MU variants that appeared three years later, armed with the Falanga ATGM (4 9M17 missiles) or Malyutka (6 9M14 missiles), were not accepted into service due to the completion of the serial production of the Mi-1. The options for arming the helicopter with large-caliber machine guns in side hanging containers also remained unfulfilled.

Mi-1TKR (originally Mi-1KR) modification of the Mi-1 artillery spotter. It was equipped with observation devices, an aerial camera and additional means of communication. In the series since 1956.

Other projects:
In the mid-1950s, the Soviet Navy tried to use the Mi-1 as an anti-submarine helicopter, but the power of the AI-26V power plant was insufficient to transport search and bombing equipment. The design bureau for a deck-based helicopter based on the Mi-1, equipped with folding blades and a tail boom, created at the Design Bureau, was never implemented. In 1957, a modernized version of the Mi-1T was tested - a military stacker telephone lines connections. Containers with coils of telephone wire were hung on its sides, which made it possible to lay a communication line 13 km long in one flight.

Interesting Facts:
* Mi-1 became the first Soviet serial helicopter.
* One Mi-1NH helicopter, made in the "luxury" version, was used by the President of Finland, Urho Kekkonen.
* Once, when Stalin was resting at his dacha in the mountains near Lake Ritsa (Abkhazia), the Mi-1 landed on a small area near his house. After such a demonstration, the leader (who had previously doubted the advantages of helicopters) ordered that the designers be given money for the further development of these machines.

70 years ago, on September 20, 1948, the Mi-1 helicopter took off for the first time. This rotorcraft, which received the designation "hare" in the NATO codification, became the first serial Soviet helicopter. Developed in the late 1940s, the Mi-1 multi-purpose helicopter was mass-produced in the Soviet Union from 1952 to 1960. A total of 2680 such helicopters were built, which remained in operation in the USSR until 1983.

It can be said that the Mi-1 helicopter began the development of a helicopter design bureau, which today bears the name of the famous aircraft designer Mikhail Mil. It was formed on December 12, 1947. Throughout its history, Mil Design Bureau has designed 13 main models of helicopters and more than 200 of their modifications - from light to super-heavy classes, including the most popular Mi-8 multi-purpose helicopter in world history. But it all started with the Mi-1 helicopter, which was mass-produced in the USSR, and then in Poland in passenger, postal, agricultural, sanitary and, of course, military versions. The machine has found wide application in the Air Force and civil aviation of the Soviet Union. The excellent performance characteristics of the rotorcraft "hare" are best evidenced by 27 world records that were set on a helicopter between 1958 and 1968.

Helicopter Mil first (GP-1)

All attempts that have been directed towards creating a suitable practical application helicopter until the mid-1940s ended in nothing. The helicopter turned out to be a much more science-intensive machine than many thought, the creation of rotorcraft was only possible for truly experienced design teams. At the same time, the pre-war years were years of experiments in the field of helicopter construction. The most widespread before the Second World War were gyroplanes. The main rotor of such aircraft rotated in flight by itself under the action of the oncoming air flow, it did not have a mechanical drive from the engine. In the USSR, the first gyroplanes under the designation A-4, designed by Vyacheslav Kuznetsov, entered service with the Red Army in 1934. At the very beginning of the Great Patriotic War A squadron of military gyroplanes A-7-3a (the first production rotary-wing aircraft in the country) designed by Nikolai Kamov was formed in the country. This squadron was used by the Soviet troops in the Smolensk defensive battle in the summer of 1941. The engineer of this squadron was Mikhail Mil, a famous helicopter designer in the future.

The prerequisites for the transition from experimental helicopters to special-purpose helicopters that could be put into mass production developed in the Soviet Union in the middle and second half of the 40s of the last century. At the same time, the country chose the path of creating helicopters, as they say now, of the classical scheme - with one main rotor and one tail rotor. This scheme of helicopters to this day reigns supreme in the field of helicopter construction all over the world. At the same time, in the war and the first post-war years in the USSR, not a single design bureau was engaged in single-rotor helicopters. In 1945, Mikhail Mil, on his own initiative, began work on an experimental helicopter, which he called the EG-1. This machine was a three-seat helicopter, built according to the classic single-rotor scheme.

In 1946, a helicopter laboratory was formed at TsAGI, headed by Mil. Under his direct supervision, a universal test bench for a full-scale helicopter installation (NGU) was created here. This stand was necessary for testing and researching full-size rotors, as well as fine-tuning the design of the main parts of helicopters. It was on the basis of NSU that a helicopter was developed, which received the index GM-1 (Helicopter Mil first). And on December 12, 1947, the historical decree “On the creation of a communications helicopter for the USSR Armed Forces” saw the light of day, this became the starting point in the history of the Milev company, today it is JSC “Moscow Helicopter Plant named after M. L. Mil”, which is part of the holding “Helicopters Russia". In 1947 it was the Allied OKB-4 of Minaviaprom.

Due to the absence at that time in OKB-4 of its own production base, the first three experimental machines were built at an aircraft factory in Kyiv. Helicopter tests were organized at the Zakharkovo airfield, not far from the famous Tushino airfield. Despite a number of air crashes, the tests could be called successful. The helicopter hung confidently in the air, was distinguished by good stability in flight and excellent maneuverability. During the tests of the rotorcraft, a flight speed of 175 km / h and a dynamic ceiling of 5200 meters were achieved. Since 1949, the helicopter has been undergoing state tests, which did not reveal any particular complaints about the machine, with the exception of the magnitude of the vibration and the level of piloting. In the 1950s, a sufficient number of various tests were carried out, which checked the operation of the helicopter in difficult weather conditions, in mountainous terrain and in conditions of emergency landings.

Already on February 21, 1950, a decree was received by the Council of Ministers of the USSR on the start of mass production of the GM-1 helicopter, under the new designation Mi-1. Initially, the new rotorcraft was developed as a messenger, but later the helicopter was used in a variety of roles. Serial production of the helicopter continued from 1952 to 1960 at aircraft factories in Moscow, Kazan, Rostov-on-Don and Orenburg. In the period from 1956 to 1965, the helicopter was also produced in Poland in the city of Swidnik. In total, 2,680 helicopters were assembled during serial production, including more than 1,500 (like the SM-1 and its modifications) in Poland.

The design of the Mi-1 helicopter and its modifications

The Mi-1 helicopter had a classic single-rotor design with a three-bladed main rotor and a tail tail rotor. In front of the fuselage there was a cockpit with a pilot's workplace and a sofa, which could easily accommodate two passengers. Behind the cockpit was the engine compartment with the AI-26GRF piston engine, developed by designer Alexander Ivchenko. This engine was produced in Zaporozhye at the Progress plant, it produced a maximum power of 575 hp. Engine power was enough to accelerate a two-ton car to a speed of 185 km / h, the practical ceiling slightly exceeded three kilometers.

When designing the helicopter, Soviet designers took into account the experience of foreign helicopter construction, but they managed to create an original design that has proven its effectiveness over decades of operation. For example, Soviet engineers developed a main rotor hub with spaced horizontal and vertical hinges. Such a design increased the efficiency of aircraft control and was much simpler than that used on American helicopters with a main rotor hub with combined horizontal hinges, the axis of these hinges passed through the axis of rotation of the main rotor. Initially, the rotor blades of the Mi-1 helicopter had a mixed design (steel and wood parts, linen and plywood sheathing). The landing gear of the Mi-1 helicopter was not retracted in flight.

In the course of serial production and operation of the new helicopter, changes were made to its design, the machine was improved. Soviet designers worked especially hard to improve the reliability and design of one of the most labor-intensive and high-tech units of a rotary-wing machine - the blades. In 1956, the spar, docked from three pipes, was replaced with a one-piece, made of steel pipe with a variable wall thickness. In 1957, an all-metal blade with a pressed duralumin spar was developed for the Mi-1. The introduction of all-metal blades on a helicopter led to the inclusion in the machine control system, first of aerodynamic compensators, and only then of hydraulic boosters, which facilitated the control process. As part of the modernization carried out in the 1950s, multi-purpose Mi-1 helicopters were equipped with an external suspension system with a payload capacity of up to 500 kg. The instrumentation installed on the helicopter was improved, the main rotor hub was replaced.

In total, during the serial production of the Mi-1 helicopter, about 20 modifications were developed, among which the following can be distinguished:

Mi-1U (GM-2, 1950) is a two-seat training helicopter with dual controls.
Mi-1T (1953) - with a new AI-26V engine and a resource increased to 300 hours, in 1954 an arctic version of the helicopter was developed, designed to be based on icebreakers.
Mi-1KR (1956), Mi-1TKR - artillery spotters for the USSR Armed Forces.
Mi-1NH (1956, from 1959 it was called Moskvich) is a national economic version of the helicopter. On the basis of this model representative variants of the helicopter were built piece by piece. For example, in 1960-1968, Finnish President Urho Kekkonen used such a machine.
Mi-1A (1957) - a helicopter with a resource of units increased to 600 hours, as well as a node for attaching an additional fuel tank.
Mi-3 (1954) - a sanitary modification of a helicopter with a four-bladed main rotor, a more comfortable cabin, as well as suspended gondolas designed to transport the wounded and sick.
Mi-1M (1957) - a modernized version of the helicopter with an increased resource, all-weather equipment, as well as a luggage compartment.
Mi-1MG (1958) - a modification of the helicopter, which received a float chassis, it was used on ships of the Soviet Antarctic whaling flotilla Slava.
Mi-1MU, Mi-1MRK (1960) - training and reconnaissance and corrective versions of the Mi-1M for the USSR Armed Forces.

Medical version of the Mi-1 helicopter

It can also be noted that in 1957, another version of the upgraded Mi-1T helicopter was tested in the Soviet Union. This model was a military stacker of telephone lines. Special containers were installed on board the helicopter, inside of which there were coils of telephone wire. A helicopter in one flight could lay a telephone line up to 13 kilometers long. And in 1961, a version of the Mi-1 helicopter with suspended weapons was developed. It was a Mi-1MU helicopter with machine gun mounts and unguided rockets TRS-134. Later on the same helicopter were placed missile systems"Phalanx-M" and "Baby". However, such helicopters were not accepted into service with the Soviet Army due to the lack of clear ideas from the high command about the need for combat helicopters in the troops. Also in the mid-1950s in the USSR, on the basis of the Mi-1 multi-purpose helicopter, a deck modification was developed, which was distinguished by folding blades and a tail boom, but the engine power was not enough to lift specialized search equipment and weapons by helicopter. It was also not possible to bring the B-5 (Mi-5) helicopter with gas turbine engines to the series.

Pilots about the Mi-1 helicopter

The famous test pilot Hero of the Soviet Union Gurgen Karapetyan, who during his service mastered 39 types of aircraft and flew all types of Mil helicopters, in 1960 won the USSR Helicopter Championship on the Mi-1. It was the Mi-1 that was the first helicopter on which he flew at the Central Aeroclub. Until that moment, flying only on gliders and airplanes, on a multi-purpose Mi-1 helicopter, he was immediately struck by the difference in managing a new aircraft for him, Gurgen Karapetyan recalled. “The Mi-1 had a completely different style of piloting, not everyone could cope with it, not everyone succeeded. If on an airplane the first flight for a beginner in the flying club was already after about 5-6, maximum 7 hours of training, then the training program for a rotorcraft pilot took an average of 12-15 hours, ”Karapetyan noted in an interview with the industry magazine of the Russian Helicopters holding ". On the Mi-1 helicopter, Gurgen Karapetyan performed a square landing and took third place, and the following year he became the champion of the country.

According to the 1st class pilot, master of sports of international class Inna Kopets: “The Mi-1 was an excellent helicopter: maneuverable, powerful, quick climb. However, in piloting the car was sensitive and "sharp". The helicopter demanded a lot of attention from the pilot, especially for early production machines that did not have hydraulic boosters. It was very good to learn on the Mi-1 helicopter: whoever managed to learn how to fly this machine could master any other helicopter in the future. At one time, we did such things on “ones”! It is worth noting that Inna Kopets, of course, has something to compare with. This is a unique female pilot, the only one in the world whose flight time on different models of helicopters exceeds 11.5 thousand hours.

Mi-1AU from DOSAAF in flight, photo: aviaru.rf

Remembering the Mi-1 helicopter, test pilot Milya Gurgen Karapetyan also told a curious story. “The first helicopter flight took place on September 20, 1948, on that day pilot Matvey Baikalov lifted the rotorcraft into the air. After him, test pilot Mark Gallay flew in a helicopter. After landing, he issued his verdict: "This thing will not fly." Then the honored test pilot of the USSR Mark Gallai was mistaken. The helicopter flew and flew successfully. The last Mi-1 helicopter was officially decommissioned in the Soviet Union only 35 years after his words - in 1983.

Mi-1 helicopter operation

The good performance characteristics of the Mi-1 multi-purpose helicopter were confirmed by a large number of different records. In total, from 1957 to 1968, Soviet pilots set 27 world records on the machine. Among them were three flight speed records (210, 196 and 141 km/h) at a distance of 100, 500 and 1000 meters respectively, flight distance records - 1654 km and flight altitude - 6700 meters, as well as 11 women's records.

The first state order for a helicopter was limited to the production of only 15 machines. Initially, in the Soviet leadership circles, they were rather skeptical about the idea of mass production of new aircraft. However, the situation completely changed during the Korean War, after the USSR received enough information about the successful use of helicopters by the Americans. The Mi-1 and its capabilities were personally demonstrated to Stalin, after which the rotorcraft went into large-scale production.

Aeroflot Mi-1A helicopter, photo: aviaru.rf

The first training squadron in the Air Force, which was engaged in the development of helicopters and the training of pilots, was formed in Serpukhov at the end of 1948. Initially, the squadron used G-3 helicopters, created in the Design Bureau of IP Bratukhin. The first Mi-1 helicopters from the pre-production batch began to enter the squadron at the beginning of 1951, it was then that the pilot operation of the Mi-1 helicopter began. In the future, helicopters of this type in droves began to enter the units ground forces, and later in separate helicopter squadrons and flight schools of the USSR. For a long time in the Soviet Union, the Mi-1 helicopter was the main type of training helicopter.

In 1954, during maneuvers using a real nuclear weapon at the Totsk test site, Mi-1 helicopters were used for the first time in history as radar scouts. At the same time, part of the Mi-1 helicopters was used in the border troops, where they were used for patrolling state border. The baptism of fire of the Soviet military helicopters Mi-1 took place in 1956. Helicopters were used in Hungary, where they were used for communication, surveillance of the area and evacuation of the wounded. After 12 years, Mi-1 helicopters were already used for the same purposes in Czechoslovakia.

Since February 1954, the operation of Mil's units began in the civil aviation of the USSR. A few years later, the Mi-1 was actively used by Aeroflot already throughout the entire territory of the Soviet Union. Wherein regular operation of the Mi-1 helicopter and the Mi-4 medium-class helicopter began almost simultaneously. These machines made up a rather successful "tandem", mutually complementing each other's capabilities. "Aeroflot" rotary-winged "hares" were used to transport people and small cargo, deliver mail. Since 1954, the helicopter began to be used in the national economy of the country. Like the military, Mi-1 helicopters have long become the base helicopter for training civilian pilots.

In total, several dozen Mi-1s were lost in various aviation incidents during the operation of this helicopter. different types. At the same time, two experimental helicopters crashed at the testing stage in 1948-1949. In the crash that occurred on March 7, 1949, test pilot of the Design Bureau Mil Matvey Baikalov, who was the first to fly the Mi-1 helicopter on September 20, 1948, died. Later, Mikhail Mil will speak about this: "a real chief designer is one who is able to survive the first crash of his aircraft and not break." At the same time, he experienced the catastrophe and the death of the pilot Miles very strongly, he did not appear at the workplace for three days.

AT different years Mi-1 helicopters were widely used in the armed forces of the Soviet Union, Albania, Algeria, Afghanistan, Bulgaria, Hungary, Vietnam, East Germany, Egypt, Indonesia, Iraq, Yemen, North Korea, China, Cuba, Mongolia, Poland, Romania, Finland, Czechoslovakia. They were also used by the Soviet civil air carrier - Aeroflot. The army modification of the Mi-1V helicopter was quite actively used by the PRC during police operations, in addition to this, the vehicles were used by the Egyptian and Syrian military during the hostilities against the Israeli army. The last Mi-1 helicopter in the USSR was officially decommissioned in 1983, but Mi-1 helicopters continued to serve in the armies of some countries of the world even into the 1990s. It so happened that it was the Mi-1 multi-purpose helicopter - the rotary-winged "hare" - that became the first Soviet serial helicopter, the ancestor of a whole dynasty of Mil helicopters, the machine that paved the way for domestic helicopters into the sky.

Flight performance of the Mi-1:
Overall dimensions: length - 12.09 m, height - 3.30 m, main rotor diameter - 14.35 m, tail rotor - 2.50 m.
The weight of the empty helicopter is 1700 kg.
The normal take-off weight is 2140 kg.
Maximum takeoff weight - 2330 kg.
The power plant is PD Progress AI-26GRF with a power of 575 hp.
The maximum flight speed is 185 km / h.
Cruising flight speed - 130 km / h.
Practical range - 430 km.
Practical ceiling - 3500 m.
Crew - 1 person, payload - 2 passengers or 255 kg of various cargoes in the cabin, on an external sling up to 500 kg.

Information sources:
https://tass.ru/armiya-i-opk/5582222
http://www.airwar.ru/enc/uh/mi1.html
http://oruzhie.info/vertoleti/676-mi-1
http://www.russianhelicopters.aero
Materials from open sources

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Usually, companies that can be considered start-up smartphone manufacturers begin to cooperate closely with Google. However, the partnership with the world famous Xiaomi has moved to such a level that both giants decided to jointly release a smartphone within the framework of android programs one. As a result, a beautiful and high-quality Xiaomi Mi A1 camera phone appeared.

Other Android One series smartphones:

Equipment

The box with the smartphone contains: a charger, a USB cable - USB Type-C, instructions, a warranty card and a paper clip to remove the SIM card slot and memory card.

Design and ergonomics

Smartphone Xiaomi Mi A1 outwardly completely repeats its predecessor - Xiaomi Mi 5x.

The body of the device is made of metal and contains only two small plastic inserts necessary for stable operation in wireless networks.

At the top of the front side of the smartphone, there is a front camera, sensors and a voice speaker.

Below the display are three control buttons: menu, home and back. If desired, the action of each of the buttons can be reassigned at your discretion.

The back side of the smartphone houses a dual camera, dual LED flash and a fingerprint scanner.

On the top edge there is an infrared port for household appliances, as well as a microphone for noise reduction.

As for the bottom edge, here are: a 3.5 mm headphone port, a USB Type-C port for recharging and connecting to a PC, a main microphone and a speaker.

Quite the usual arrangement of elements on the side faces.

On the right are the power button and volume rocker, and on the left is the tray for SIM cards and a memory card.

It is known that the novelty will be available in three colors: black, gold and rose gold.

Display

The smartphone is equipped with a large 5.5-inch display with a resolution of 1920 x 1080 pixels. The screen is quite bright and has large viewing angles.

The touchpad supports up to ten touch points simultaneously.

The screen is covered with 2.5D glass, which means that using a smartphone will be as pleasant as the budget hit of 2017 -.

Performance

The novelty received an 8-core Snapdragon 625 processor with a frequency of 2 GHz, 4 GB of RAM, and 64 GB of internal memory. Graphics are handled by the Adreno 506 processor.

Most games will perform well. For example, with Asphalt 9 and Modern Combat 5, the device does not experience any problems.

The only real drawback of such a phone is overheating. If Xiaomi used its own thermoregulation algorithms, then the situation would be better, but here it is pure Android.

In any case, if you are not an avid gamer, then you will not have problems with Xiaomi Mi A1. The maximum measured case temperature is 42 degrees, which is quite acceptable for such devices.

The new product has a dedicated 10-watt audio amplifier, which allows you to use even the most serious studio headphones with your smartphone.

In the AnTuTu test, the device scores 63298 points.

Specifications Xiaomi Mi A1



	63298
	Xiaomi Tissot
Announcement date	2017, September
Network support	GSM / CDMA / HSPA / LTE
- 2G	GSM 850 / 900 / 1800 / 1900 - SIM 1 and SIM 2
- 3G	HSDPA 850 / 900 / 1900 / 2100
- 4G	LTE band 1(2100), 3(1800), 5(850), 7(2600), 8(900), 34(2000), 38(2600), 39(1900), 40(2300), 41(2500) )
Bluetooth	4.2, A2DP, LE
WiFi	Wi-Fi 802.11 a/b/g/n/ac, dual-band, WiFi Direct, hotspot
Dimensions	155.4 x 75.8 x 7.3 mm (6.12 x 2.98 x 0.29 inches)
The weight	165 g (5.82 oz)
Accumulator battery	Fixed, Li-Ion 3080 mAh
Display	(~70.1% of smartphone surface)
- permission	1080 x 1920 pixels (~403 ppi)
CPU	Qualcomm MSM8953 Snapdragon 625
- CPU frequency	Octa-core 2.0 GHz Cortex-A53
- graphic arts	Adreno 506
Memory	64 GB, 4 GB RAM
USB	2.0, Type-C 1.0 reversible connector
Camera
- main	Dual 12 MP (26mm, f/2.2; 50mm, f/2.6), phase detection autofocus, 2x optical zoom, dual LED dual tone flash
- frontal	5 MP, 1080p
Operating system	Android 7.1.2 (Nougat)

Battery

Xiaomi Mi A1 has a 3080 mAh battery. From a practical point of view, this is quite enough for a full working day, but using a special power saving mode, battery life can be slightly increased.

Charging is carried out through a modern USB Type-C port, but there is no support for Quick Charge technology.

Camera

Xiaomi Mi A1 is equipped with three camera modules. The front camera has a resolution of 5 MP, and the dual main cameras have 12 MP each. At the same time, the main modules have different focal length(26 and 50 mm), which made it possible to equip the camera with a 2x optical zoom.

Using the portrait mode, in which two camera modules are involved at once, you can achieve a good programmatic background blur effect (bokeh), which, upon a cursory examination, almost completely repeats the work of SLR cameras.

Sample photos on Xiaomi Mi A1

In general, in good light, photos are of excellent quality in both normal and portrait modes.

However, this cannot be said when shooting at night. Like most other smartphones, Xiaomi Mi A1 will take longer to focus, and the quality of photos will noticeably deteriorate.

Stock Android on Mi smartphone

The main difference between MI A1 and the rest Xiaomi smartphones is the lack of a proprietary MIUI shell.

Only 3 applications will remain from the base assembly: Mi Remote, Mi Store and Feedback. Everything else on the phone is pure Android 7.1.2.

The “Camera” application has also been changed, as support for the operation of the dual main module is required.

Running a smartphone on pure Android allows you to free up additional funds to use a more powerful processor. As a result, both the system and applications will work faster.

Video - Unboxing and review of Xiaomi Mi A1

Results

pros

recognizable pure Android interface;
speed of receiving firmware updates;
good performance.

minuses

strong noise in photos in low light;
quite modest battery capacity.

Xiaomi Mi A1 is a premium device of the Android One family, which is perfect for those users who trust the quality of Xiaomi smartphones, but have not been able to get used to the proprietary MIUI shell. In Russia, Xiaomi Mi A1 will appear in October 2017 at an estimated price of 17,000 rubles.

On September 28, 1948, a landmark event in the history of Russian aviation took place. On this day, the Mi-1 helicopter took off into the sky, destined to become the first Soviet serial rotary-wing machine and the ancestor of a whole dynasty of wonderful Mil Design Bureau machines.

Mi-1 is a Soviet multi-purpose piston helicopter, the development of which began in the mid-40s. The operation of this machine began in 1951, and the helicopter turned out to be so successful that it was used in the Soviet Union until the early 80s. Moreover, according to the data published by the authoritative specialized publication Flight International, in 1995 about 150 Mi-1s were operated in different countries of the world. That is, more than half a century after its creation. Based on this, we can confidently say that Mikhail Mil's debut turned out to be more than successful.

Initially, the production of the Mi-1 helicopter was launched at several Soviet aircraft factories (Orenburg, Kazan, Rostov), but after a few years it was transferred to Poland. In 1954, the production of these machines began in the Polish city of Swidnik. Most of the products of Polish aircraft manufacturers were purchased by the Soviet Union. In the USSR, production continued until 1960, in Poland - until 1965. In total, 2680 cars were produced at the enterprises of both countries. During serial production and operation, numerous modifications of the helicopter were developed. Mi-1 was actively exported to a number of countries, it was willingly purchased by China, Egypt, Iraq, Afghanistan, Finland, Syria and Algeria.

The Mi-1 helicopter was used for both civilian and military purposes. There were several exclusively military variants of this machine, armed with unguided rockets, machine guns, and aerial bombs. Mi-1 became the first Soviet anti-tank helicopter - in the early 60s, a modification of the machine was created, armed with the Falanga ATGM. True, this helicopter was not interested in the military.

Mi-1 was used during the Civil War in China, in several Middle East conflicts, in Yemen and in Cuba.

You can also add that the Mi-1 helicopter has more than twenty world records, including those in altitude, speed and flight range. So this car was very advanced for its time.

History of creation

In the Soviet Union, the creation of rotorcraft was engaged in the 30s. For the most part, these were autogyro projects various designs. The future legendary designers Kamov and Mil took an active part in the creation of new technology. In 1940, a special design bureau was even created to develop such equipment. Nikolai Kamov was appointed its leader. Just before the war, the first Soviet combat autogyro was built, which was called the A-7.

Mikhail Mil was Kamov's deputy, and after the end of the war he headed a new specialized design bureau-4, which was engaged in the development of helicopters. This happened in 1947, it was then that work began on a new machine, which in the future received the name Mi-1.

The designers needed to create a light multi-purpose helicopter that could be used both in civil aviation and for military purposes. We needed a reliable, easy-to-operate and high-tech machine. Even before the start of work, a full-scale installation was built at TsAGI to study the aerodynamic characteristics of the main rotor (“full-scale helicopter installation”).

At the development stage, the helicopter had the designation GM-1 (Helicopter Mil-1), it was conceived according to the classic single-rotor scheme with a three-bladed main rotor and a tail rotor. In their work, the designers were limited by what the domestic aviation industry could offer for the new machine. So, for example, the only engine suitable for a helicopter was the AI-26GR with a power of 500 hp. with.

When creating a new car, the designers took into account not only the best foreign experience, but also tried to implement their own original solutions. So, for example, the rotor hub of the helicopter was made with spaced horizontal and vertical hinges, which greatly simplified the control of the machine.

OKB-4 did not have its own production base, so the first three prototypes were built at an aircraft factory in Kyiv. Factory tests began in September 1948, and in the summer of 1949 the GM-1 was sent for state tests. They lasted a month and a half and ended successfully. The military liked the new machine, and after some modifications, the helicopter under the designation Mi-1 was put into service.

At the beginning of 1950, the USSR Council of Ministers issued a decree on the production of an experimental batch of 15 Mi-1s. Their production was deployed in Moscow, at plant No. 3. But the mass production of cars was constantly delayed and postponed.

It should be noted that the military did not take helicopters seriously for a long time, considering them an obscure technical curiosity. So it was in the United States, a similar situation was observed in the Soviet Union. Rotorcraft were considered too slow, underarmed and vulnerable to fire from the ground. The situation was changed by the war in Korea, during which the Americans for the first time massively used helicopters. Already a few months after the start of hostilities, the generals demanded to increase the production of these machines and saturate the troops with them. Helicopters were ideal for conducting reconnaissance, adjusting artillery fire, evacuating the wounded from the battlefield ... For example, the use of ambulance helicopters increased the survival rate of the wounded by several times. Already towards the end Korean War The US has become the #1 helicopter power in the world. Although, of course, the rotorcraft of that period were far from perfect.

The distant war on the Korean Peninsula largely determined the fate of the Mi-1. Stalin was informed about the high efficiency of the combat use of helicopters, and already in October 1951 a government decree was issued, after which several aviation enterprises were connected to the production of the Mi-1 at once. From 1952 to 1953, 30 new machines were manufactured at the Kazan plant, almost 600 were produced by the Orenburg aircraft plant, and in 1956 plant No. 168 (Rostov-on-Don) was connected to the production of the Mi-1, from the assembly line of which 330 helicopters.

In 1953, the USSR began operating the Mi-4 military transport helicopter, which significantly exceeded the Mi-1 in terms of carrying capacity and flight range. Therefore, aircraft factories were reoriented to its production. But the Soviet Union also needed a light helicopter. Then it was decided to transfer the production of Mi-1 to the Poles. In 1954, an appropriate intergovernmental agreement was signed, and the production of the Mi-1 began at an aircraft factory in the city of Svidnik. Most of the output was purchased by the Soviet Union.

Later, the Poles developed several of their own modifications of the helicopter.

Exploitation

Even before the adoption of the Mi-1 into service and the completion of state tests in Serpukhov near Moscow, a special training unit was formed, which trained pilots for the new helicopter. It was here that cars from the pre-production batch began to arrive.

Initially, the Mi-1 was conceived as a communications helicopter, so serial vehicles began to enter the signal troops. Somewhat later, the Mi-1 turned into a training helicopter, it was equipped with flight schools, and it was used in combat units in a similar way.

In 1954, the civil operation of the machine began - the first helicopters began to arrive at Aeroflot. The Mi-1 and the heavier Mi-4 began to be used at the same time, while these machines complemented each other perfectly.

The Mi-1 helicopter turned out to be a reliable and easy-to-operate machine, with excellent power-to-weight ratio. He sat well in autorotation. Although, this car had significant drawbacks. The machine was unstable to lateral gusts of wind, a serious problem was the flutter of the main rotor. Like other helicopters of this period, the Mi-1 was subject to a phenomenon called "earth resonance", which led to the complete destruction of the machine. The Mi-1 engine was started from compressed air, so it was not uncommon for a helicopter to simply not take off somewhere at a distant airfield due to excessive emptying of the cylinders.

In terms of its flight performance, the Mi-1 helicopter generally corresponded to its Western counterparts - the British Bristol 171 and the American S-51 - created around the same time. However, there was one significant difference: the above helicopters were produced for a short time and in small batches, and the Milevsky Mi-1 was in active operation until the mid-90s.

In the USSR, the Mi-1 was used to deliver mail, small cargo and passengers to remote areas of the country, as an ambulance helicopter, was used to serve in the traffic police, and they tried to adapt the car to perform other tasks. So, for example, in the mid-60s, they wanted to make an air taxi from Mi-1 in Odessa, which would carry passengers within the city. In the Arctic, the Mi-1 was used for ice reconnaissance.

The Mi-1 was finally withdrawn from civilian operation in the USSR only in 1983.

The military used the Mi-1 primarily as a communications vehicle. On the basis of the basic modification, the Mi-3 helicopter was created - an ambulance for military needs. Later, a modification of the helicopter was developed to correct artillery fire. They tried to make Mi-1 and attack helicopter, although he was not very suitable for such tasks. In the early 60s, an anti-tank modification of the Mi-1MU was developed with four Falanga guided missiles on board. Another interesting version of the machine was a modification of the Mi-1T - a helicopter designed for laying military communication lines. However, it was never put into production. A helicopter armed with large-caliber machine guns in hanging containers also remained at the testing stage.

Design Description

The Mi-1 helicopter is made according to the classical scheme: it has one main rotor and one tail rotor, placed on the end beam. The machine has a semi-monocoque fuselage, the end beam is deflected upwards, there is a controlled stabilizer. The Mi-1 fuselage skin is made of aluminum. The helicopter is equipped with a non-retractable tricycle landing gear.

The glazed cockpit is located in front of the machine. It accommodates a pilot and two more passengers. The engine compartment is located at the rear of the helicopter fuselage, it houses the motor, main gearbox, axial fan and rotor brake.

The Mi-1 has a main rotor with three hinged blades. Their shape is trapezoidal, the construction is mixed, it includes wooden ribs and steel spars, all this is covered with canvas and plywood on top. Later modifications of the machine were already equipped with all-metal blades.

The tail rotor of the helicopter also consists of three trapezoidal blades made of wood.

The helicopter landing gear consists of two main truss supports and a front caster wheel. There is an additional safety support on the tail boom. The helicopter is equipped with a parking brake only.

The most serious problem of the Mi-1 was the phenomenon of "earth resonance", which the machine easily entered. Knowing this, the pilots tried to “steer” a smaller helicopter on the ground, especially on uneven surfaces.

The Mi-1 helicopter is equipped with an AI-26V star-shaped piston engine with seven cylinders and a power of 423 kW. It is installed horizontally and rotates the main rotor through the gearbox, and the tail rotor through the gearbox and shafts system. A fan is used for forced cooling of the engine. Compressed air is used to start the engine. Moreover, its supply is quite limited. In order not to get stuck somewhere in the taiga or in the mountains, pilots often took additional air tanks with them.

The capacity of the helicopter's fuel tank is 240 liters, if necessary, an additional 160 liters external tank can be installed on the machine.

Modifications

Since the start of serial production, the helicopter has been repeatedly upgraded. There are a large number of both civilian and military modifications of this machine. Moreover, they were developed both in the Soviet Union and in Poland. The main modifications of the Mi-1:

Mi-1. This is the basic helicopter model, adopted in 1951. In addition to the pilot, he could take on board two passengers;
Mi-1A. Improved basic modification of the helicopter with electromechanical trim tabs instead of mechanical ones and improved instrumentation;
Mi-1NH. The most massive civil modification of the helicopter. It was used to transport passengers, mail and small cargo. In addition, the Mi-1NH was used to transport the wounded and sick, as well as to cultivate farmland. Moreover, the helicopters of this modification, designed to perform various functions, had significant differences. The passenger version had an additional seat, the sanitary version had special removable gondolas for transporting stretchers, and the agricultural version was equipped with equipment for processing gardens and fields;
Mi-1U. Educational modification of the machine with a place for an instructor and duplicated controls. It was used in DOSAAF and flight schools;
Mi-1P. Modification of a helicopter with floats, with the help of which landing on the water was carried out. It was very popular with domestic whalers;
Mi-3. Deep modernization of the basic version of the machine. Mi-3 was developed at the request of the military and was later used as an ambulance helicopter. It differed from the basic model by a four-blade main rotor, a special gondola for transporting the wounded and a more comfortable cabin;
SM-1. This is a Polish modification of the Mi-1, which was developed by the designers of PZL Swidnik. This helicopter consisted entirely of Polish parts and components, only the engine remained Soviet. The production of this machine began in 1956 and continued until 1965. Basically, these machines were also sent to the Soviet Union;
SM-2. An upgraded version of the SM-1 with a slightly enlarged fuselage. Thanks to this, the helicopter could take five people on board. Production of the SM-2 began in 1961, with a total of 86 helicopters of this type produced.



Purpose:	Multipurpose
The first flight:
Start of use:
Total built:
Manufacturer:	OKB M. L. Mil

Rotor diameter:
Tail rotor diameter:
Length with rotation screws:
Fuselage length:
Height with rotation screws:


Norm. takeoff:
Max. takeoff
Power point
Engine:	1 PD Progress AI-26V
Power:
Characteristics

Passengers:
Cruising speed:
Max. speed:
Practical ceiling:
Climb:

Production

Design

Carrier system

Power point

Fuel system

Transmission

Control system

Equipment

Exploitation

Options

Mi-1MNH (NH)

Military options

Other projects

Catastrophes and accidents

Literature

Interesting Facts

Mi-1 (Hare according to NATO classification) is a Soviet multi-purpose helicopter developed by OKB M. L. Mil in the late 1940s. The first Soviet serial helicopter.

Initially designated as GM-1 ( Helicopter Mil-1). The Mi-1 made its first flight in September 1948. In 1951, it was put into trial operation. Serial production was carried out in 1954-1960, a total of 2680 machines were built.

Story

After the end of the Great Patriotic War, Mil began to develop a three-seat experimental helicopter EG-1 (not to be confused with the EG Yakovlev Design Bureau), built according to a single-rotor scheme with an M-13 engine and an original device for automatically increasing flight stability. On April 9, 1946, the project was demonstrated to the MAL expert commission, which approved it, but advised to make a number of changes caused by the real capabilities of the Soviet aircraft industry.

On February 17, 1947, the design of a universal test bench began - the "full-scale helicopter installation" (NGU), designed to study full-size rotors and refine the design of the main parts of rotorcraft.

By order of the head of TsAGI dated March 26, 1947, on the basis of the laboratory of spin and vertical wind tunnel T-105, laboratory 5 was created "to solve scientific problems in helicopter construction and aircraft spin", which consisted of two sectors. M. L. Mil was appointed head of the laboratory and the helicopter sector.

The first helicopter of the Design Bureau of M. L. Mil, which received the designation GM-1 ( Helicopter Mil-1), was created as a link. In the cockpit, in addition to the pilot, there could be two more passengers. The machine was built according to the classic single-rotor scheme with three-bladed main and tail rotors. Its development took into account the experience of foreign helicopter construction, but at the same time, Soviet engineers tried to create a completely original design. So, they made a main rotor hub with spaced vertical and horizontal hinges. This design increased the efficiency of helicopter control and was much simpler than that used on American machines, schemes with combined horizontal hinges, the axis of which runs along the axis of rotation of the main rotor. Needle bearings were used in vertical and horizontal hinges. On the axial hinge were two deep groove ball bearings and one thrust. To reduce oscillations of the blades in the plane of rotation, friction dampers were used. This apparatus was first designed by N. G. Rusanovich and A. K. Kotikov, and later by A. E. Malakhovskiy, the founder of the design school for the design of carrier systems Mi.

Due to the lack of a production base in OKB-4, the first three experimental GM-1s were built at an aircraft factory in Kyiv.

The first test of a helicopter on a rigid leash was also carried out there under the command of an experienced test engineer G. V. Remezov. The final assembly and fine-tuning of the machines after receiving them from Kyiv was handled by M. N. Pivovarov. The first prototype of the GM-1 was finally ready in August. On September 20, 1948, at the Zakharkovo airfield, test pilot M.K. Baikalov performed the first three takeoffs on it. Ten days later, the GM-1 has already flown at a forward speed of 50-100 km/h. In general, the helicopter showed a fairly high maneuverability and was quite stable during the flight. On subsequent flights was achieved top speed- 170 km / h. However, from the very beginning of the tests, cracks began to appear in the crankcase of the angular gearbox of the engine, which was due to the absence of inertial torsional vibration dampers. During testing, the defect was eliminated by introducing elastic rubber bushings into the design of the main shaft. Later, when designing a new AI-26V model, the Ivchenko Design Bureau used an inertial damper in the engine design.

In the summer of 1949, the GM-1 entered the Air Force Research Institute, and on September 10, its state tests began, in which Tinyakov and leading engineers L. N. Maryin and A. M. Zagordan participated. After a month and a half, the tests were successfully completed. The comments of the military were reduced mainly to the desire to simplify the piloting technique, reduce the level of vibration and facilitate ground operation. In 1950, the Air Force Research Institute conducted additional tests of this helicopter, which included emergency landings in autorotation mode. Subsequently, in the 50s, military testers performed a number of special tests on the GM-1, which included the operation of a helicopter in the mountains and in severe weather conditions.

During the tests of GM-1, for the first time, such dangerous phenomena as flutter and earth resonance arose. They got rid of them by altering the blades and re-adjusting the friction dampers. Testing and fine-tuning of the helicopter led to the emergence in the Mil Design Bureau scientific school solving problems of strength, aerodynamics and flight dynamics of helicopters. Sufficiently young engineers L. N. Grodko, A. V. Nekrasov, A. S. Braverman solved many difficulties associated with ensuring the fatigue reliability of structural parts operating under conditions of significant alternating loads.

Production

At the beginning of 1950, the Council of Ministers of the USSR decided to create an experimental series of 15 GM-1 helicopters under the designation Mi-1 at plant No. 3 in Moscow. However, due to the underestimation of the role of helicopters in the armed forces and civil aviation by government and military figures, the introduction of the Mi-1 into mass production was delayed in every possible way. The situation changed only after the demonstration of the new machine by I.V. Stalin and information on the effective use of American rotorcraft in the Korean War. This led to the “October” government decree on the creation of new assault helicopters, and the Mi-1 began to be produced at several factories. aviation industry. After the construction in 1952-1953 of a small batch (30 pieces) at the Kazan plant No. 387 (now OJSC Kazansky helicopter factory”) in 1954, the mass production of the Mi-1 was able to start at plant number 47 (now Strela OJSC) in Orenburg. (For the period from 1954 to 1958, 597 helicopters were produced there). Three years later, plant No. 168 (now JSC Rosvertol) in Rostov-on-Don began to produce the Mi-1, where 370 new machines were manufactured from 1956 to 1960.

Later, the Soviet aviation industry relied on the production of more modern Mi-4 helicopters at that time, but since the Soviet Union still needed the light Mi-1, the country's leadership decided to transfer the production of these machines to Poland. Having mastered the production of the Lim-1 (MiG-15) fighter and the VK-1 engine in 1952, Polish aircraft manufacturers proved their skill in practice. In 1954, an intergovernmental agreement was signed on the production of the Mi-1 and spare parts for it in Poland. At the same time, the re-profiling of the aircraft factory in Svidnik, which had previously manufactured units for the plant in Melida, began. Preparation for the production of a completely new type of equipment required the staff of the enterprise to master new technologies and professions, which was greatly facilitated by a group of specialists sent from the USSR.

In total, 1683 Mi-1 helicopters were manufactured in Poland in various versions and modifications (including 86 SM-2 helicopters). Most of them were sent to the USSR. The last Mi-1 in the USSR was officially decommissioned in 1983, but, nevertheless, some flight copies of the Mi-1 can still be seen in museums and private collections.

Design

The Mi-1 is a helicopter built according to a single-rotor scheme with a tail rotor, one PD and a tricycle landing gear.

Fuselage

The fuselage has a truss structure with aluminum alloy skin and a semi-monocoque tail boom with an upward deflected end beam and a controlled stabilizer. The cockpit accommodates a pilot in the front seat and two passengers in the back, in a training version with dual controls - a cadet in the front seat and an instructor behind him.

Chassis

The chassis of the Mi-1 is tricycle, non-retractable, the main supports are trussed, the front support is self-orienting. There is a safety support at the end of the tail boom. Chassis track 3.29 m, base - 3.2 m. The Mi-1 had only parking brakes, which were activated by a lever under the dashboard. The pilots tried not to steer the Mi-1 "under their own power", especially on uneven ground - the helicopter very easily entered the "earth resonance" vibrations and instantly crumbled from it. Another domestic helicopter, the Ka-15, had the same drawback.

Carrier system

Power point

The power plant includes one star-shaped seven-cylinder piston engine AI-26V design A. G. Ivchenko with a capacity of 423 kW. It is installed in a horizontal position and is equipped with an angle gearbox and a fan for forced cooling. The engine was started with compressed air, the supply of which was small. In order not to get into a difficult situation when the air ran out and the engine could not be started somewhere in the middle of the taiga, the pilots carried a spare can of compressed air with them.

Fuel system

The Mi-1 fuel system includes a tank with a capacity of 240 liters, as well as the installation of an additional suspended fuel tank with a capacity of 160 liters.

Transmission

It consists of a main gearbox with a clutch, an intermediate gearbox and a tail rotor gearbox, shafts and a main rotor brake. The speed of rotation of the main rotor shaft is 232 rpm, the tail rotor is 2050 rpm.

Control system

The control system is mechanical, has a rigid wiring for controlling the common pitch and a cable - for cyclic control of the pitch of the main rotor blades, as well as the common pitch of the tail rotor; control of the stabilizer from the "step-gas" handle has a rigid wiring. The control system includes unloading spring mechanisms.

Equipment

Special equipment allows you to fly a helicopter at any time of the day, even in difficult weather conditions. The main and tail rotor blades, as well as the windshield of the cockpit are equipped with anti-icing alcohol systems.

Mi-1 in comparison with other multi-purpose helicopters

Mi-1 in comparison with other multi-purpose helicopters
Name	Rotor diameter	Fuselage length	Maximum takeoff weight	Power	Crew + Passengers


				580 HP (427 kW)
Cruising speed	Max. speed	Radius of action	practical ceiling	Developer	The first flight
				Sikorsky Aircraft

				OKB M. L. Mil

Exploitation

At the end of 1948, a training squadron was formed in Serpukhov as part of the Air Force, which was engaged in the development of helicopters and the training of flight personnel. At the beginning of 1951, the squadron received the first Mi-1 helicopters from a pre-production batch - before that, flight training took place on G-3 helicopters developed at the I.P. Bratukhin Design Bureau. Since that time, the Mi-1 began en masse to enter the communications units of the Ground Forces, and later - to separate helicopter squadrons and flight schools. Mi-1 was the main type of training helicopter in the USSR for a long time.

Since February 1954, the operation of the Mi-1 in civil aviation began. A few years later, the Mi-1 was already used by Aeroflot throughout the USSR. In fact, the regular operation of the Mi-1 and the Mi-4 medium-class helicopters began simultaneously - these two types formed a successful "tandem", mutually complementing each other's capabilities.

The power of the AI-26 engine was 580 hp, which gave a significant power-to-weight ratio to a light helicopter ( takeoff weight- about 2.5 tons). In addition, the piston engine switched from low to high revs almost instantly: on the Mi-1 it was easy enough to "jump" over an obstacle without fear of getting into the main rotor overweight (a situation where the engine does not have enough power to maintain its speed). The helicopter landed perfectly in autorotation. At the same time, there were frequent cases of uncontrolled rotation of the helicopter against the main rotor stroke - especially during landing with a side wind, which most often led to an accident. There have been cases of rotor flutter. Like other helicopters developed in the late 40s - early 50s, the Mi-1 easily entered the "earth resonance" when taxiing and instantly fell apart from it. The Mi-1 had only parking brakes. The engine was started with compressed air, from a cylinder, and many pilots went through a situation where, after turning off the engine at some remote "point", it could not be started again, due to a lack of compressed air.

In terms of its performance characteristics, the Mi-1 helicopter was close to the American S-51 helicopter, which appeared in 1946, and the English Bristol 171 (1947), however, unlike these machines, which were produced for a relatively short time in small series and soon were superseded by more advanced helicopters, the Mi-1 was widely used in the Air Force and civil aviation of the Soviet Union and many countries of the world. The good flight performance of Mi-1 helicopters is evidenced by 27 world records set in 1958-1968, including speed records - 210.535, 196.452 and 141.392 km / h based on 100, 500 and 1000 m; altitude records - 6700 m and flight range - 1654.571 km, as well as 11 women's records. According to the data that were given in the annual review "Military Aviation of the World", published in the journal "Flight International", in mid-1995, about 150 of these machines were used in the armed forces of the countries of the world.

Mi-1V army helicopters were actively used in China to fight the Chiang Kai-shek armed groups and in other police operations. The Egyptian Syrians used this helicopter in conflicts with Israel, it was also used in the civil war in North Yemen. In Iraq, the Mi-1 was used to suppress Kurdish rebellions. In Cuba, the Mi-1 was used to eliminate armed opposition groups.

Release

In 1952-1953, a series of 30 Mi-1s was produced at the Kazan plant No. 387. From 1954 to 1958, 596 vehicles were built at plant No. 47, and 370 Mi-1s were built at Rostov plant No. 168 in 1956-1960. From 1957 to 1965, this helicopter was mass-produced in Poland (1683 helicopters were produced).

Options

Mi-1

The basic version, designed for a pilot and two passengers.

Mi-1A

This model differed from the Mi-1T mainly in the presence of electromechanical trimmers instead of spring ones, more advanced instrumentation, as well as an on-board unit for installing an additional fuel tank. There was also a training modification, which bore the designation Mi-1AU, it was equipped with a periscopic observation device and an aerial camera spotter - Mi-1 AKR. The resource of the main parts of the helicopter by the end of the 50s reached 1000 hours, by the middle of the 60s. - 2000 hours, and after another 10 years it reached 3000 hours.

Mi-1MNH (NH)

The Mi-1MNH is an improved version of the Mi-1. Mi-1M became the basis for the emergence of a new civilian modification of the Mi-1MNH. It was created in five versions: a passenger one with a three-seat rear sofa, a sanitary one with side removable gondolas, a postal one with hanging containers, a ferry one with an additional gas tank, and an agricultural one, which, when used for spraying and pollination, was equipped with special side spray tanks and sprayer booms. The Mi-1MNH went into mass production and operation like the Mi-1NH and in 1959 was named Moskvich. Since the early 1960s All Mi-1M and Mi-1NHH began to be equipped with forced AI-26VF engines, as well as all-metal blades and hydraulic boosters in the control system. On June 27, 1960, the Mi-1NH was shown to N. S. Khrushchev. One such helicopter, made in the “luxury” version, was used by the President of Finland.

Mi-1P

Mi-1P is a variant with floats.

Mi-1T

The Mi-1T is a subsequent development of the Mi-1U modification. On the Mi-1T (T - “three hundred hours”, this meant that the life of the main parts of the machine was brought up to 300 hours), a newer power plant was installed, the AI-26V engine with a take-off power of 575 hp, the cabin doors were expanded, a controlled stabilizer and anti-icing system of both propellers. The new experimental model became a model for the 1955 series. Its two-seat training modification was designated as the Mi-1TU. In 1954, two of these helicopters were re-equipped and sent for operation in the Arctic to be based on icebreakers, at the same time, work began on the creation of a variant of the Mi-1KR artillery spotter (later Mi-1TKR), launched into series in 1956.

Mi-1U

The Mi-1U is a dual-control training variant. Widely used in DOSAAF.

Mi-3

The Mi-3 is the result of a deeper modernization of the Mi-1. It was created by order of the military for medical needs. The Mi-1 differed from the basic version with a new four-bladed main rotor, a more comfortable cabin, the fuselage design was also changed, and hanging gondolas were installed on the sides for transporting the sick and wounded.

SM-1

SM-1 is a Polish version of the Mi-1 helicopter, developed by the Polish company PZL Swidnik. For the first time this helicopter took to the air in May 1956, it was piloted by the Soviet test pilot Vinnitsky. In the same month, the new helicopter was demonstrated at the Leipzig International Fair. Serial machines were given the designation SM-1 / 300 (the number 300 meant the overhaul life of the main propeller blades) and corresponded to the Mi-1T. From the beginning of 1957, helicopters were produced from Polish components, except for the power plant. But by the end of the year, the AI-26V engine under the designation Lit-Z began to be produced at a plant in Rzeszow. Serial production of this variant continued until 1965. In total, 1597 units of the SM-1 version of various modifications were manufactured in Poland, mainly they were operated in the Soviet Union.

SM-2

SM-2 is an improved version of the SM-1 helicopter. It was developed by the Polish company PZL Swidnik. Shortly after the start of production of the SM-1, designers in Svidnik under the command of Jiri Tirkha began to create an improved version of the SM-1 helicopter. The considerable power reserve of the Lit-3 power plant made it possible to create a car with a larger take-off weight, and, consequently, with an increased payload. To accommodate it, it was decided to make a new enlarged fuselage, while keeping the other main units unchanged. The new version of the helicopter became a five-seater, and in the medical modification, the patient could be transported in the cabin, loading the stretcher using the nose hatch.

The SM-2 first flew on September 18, 1959, and went into production in 1961. However, the new helicopter was not widely used. Its flight characteristics were slightly inferior to the Mi-1M, and besides, a more advanced Mi-2 had already been tested in the USSR. Because of this, the SM-2 did not receive recognition, in addition to the Polish Air Force, a number of vehicles were sold to Czechoslovakia. In the same 1961, the release of the SM-2 ended. Only 86 cars were produced.

Military options

In the second half of the 1950s, armed combat helicopters began to appear abroad. In the Soviet Union, such machines began to be developed in 1958 on the basis of the Mi-1MU. On the sides of this helicopter, two cassettes with 12 TRS-132 turbojet projectiles were fixed on brackets. The following year, modifications appeared equipped with Nikitin or Kalashnikov machine guns, 100-kilogram bombs, as well as the country's first helicopter armed with the Falanga anti-tank installation with two or four guided missiles. In 1961-1962, the Mi-1MU anti-tank modification, armed with four 3M11 ATGMs of the Falanga complex, successfully passed state tests and was offered for service, but due to the lack of a position on the use of such helicopters by the command of the Armed Forces, this modification did not go into series . The Mi-1MU variants that appeared three years later, armed with the Falanga ATGM (4 9M17 missiles) or Malyutka (6 9M14 missiles), were not accepted into service due to the completion of the serial production of the Mi-1. The options for arming the helicopter with large-caliber machine guns in side hanging containers also remained unfulfilled.

Other projects

In the mid-1950s, the Soviet Navy tried to use the Mi-1 as an anti-submarine helicopter, but the power of the AI-26V power plant was insufficient to transport search and bombing equipment. The design bureau for a deck-based helicopter based on the Mi-1, equipped with folding blades and a tail boom, created at the Design Bureau, was never implemented. In 1957, a modernized version of the Mi-1T was tested - a military stacker of telephone lines. Containers with coils of telephone wire were hung on its sides, which made it possible to lay a communication line 13 km long in one flight.

Countries where the Mi-1 was used

Catastrophes and accidents

Literature

G. Tinyakov Mi-1 helicopter and its control // Wings of the Motherland. - M:: DOSAAF, 1957. - No. 1. - S. 14-18.

Mi-1 became the first Soviet serial helicopter.
One Mi-1NH helicopter, made in the "luxury" version, was used by the President of Finland, Urho Kekkonen.
Once, when Stalin was resting at his dacha in the mountains near Lake Ritsa (Abkhazia), the Mi-1 landed on a small area near his house. After such a demonstration, the leader (who had previously doubted the advantages of helicopters) ordered that the designers be given money for the further development of these machines.
Mi-1 starred in the film "Striped flight"
Mi-1 was filmed in the film "Dima Gorin's Career", 1961.
Mi-1 starred in the film "Maxim Perepelitsa"
Mi-1 starred in the film "Nowhere Man"