Flight Controls

6.1 Overview
 Overview
The aircraft flight controls are comprised
of the following items:
• Dual cyclic controls connected to the
main rotor swashplate
• Dual tail rotor control pedals connected
to the tail rotor swashplate
• Force trim system connected to cyclic
controls and tail rotor control pedals
•Dual collective/throttle controls
connected to the main rotor swashplate
and engine fuel controls
• Separate engine condition levers
• Rotor speed adjustment control
• Engine shutdown levers
• Rotor brake
• Hydraulic actuators (servos)
• Associated cables and linkages
Flight Controls

6.2 Cyclic Controls

 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

• Lateral and longitudinal control linkages

 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

• Lateral and longitudinal control linkages

• Longitudinal hydraulic stop

 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

• Lateral and longitudinal control linkages

• Longitudinal hydraulic stop

• Lateral and longitudinal spring-feel

mechanisms
 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

• Lateral and longitudinal control linkages

• Longitudinal hydraulic stop

• Lateral and longitudinal spring-feel

mechanisms

• Lateral and longitudinal magnetic brakes

(The Mi-172KF has trim servos in place of magnetic
brakes)
 Cyclic Controls
The cyclic control system is comprised of
the following units:

• Left and right cyclic control columns

• Lateral and longitudinal control linkages

• Longitudinal hydraulic stop

• Lateral and longitudinal spring-feel

mechanisms

• Lateral and longitudinal magnetic brakes

(The Mi-172KF has trim servos in place of magnetic
brakes)

• Lateral and longitudinal hydraulic boosters

 Longitudinal Hydraulic Stop
• A hydraulic stop is installed in the longitudinal control linkage to
prevent excessive aft cyclic application while the aircraft is on the
ground in order to prevent the main rotor from striking the tail boom.

• The hydraulic stop is activated and deactivated by the

“weight-on-wheels” microswitches installed on the main
landing gear struts.

• When the aircraft is on the ground, the

hydraulic stop is extended. A roller on the
bellcrank comes into contact with the face
of the stop when the cyclic is moved aft to
a position corresponding to 2° of aft
swashplate tilt.

• The stop does not completely prevent

movement of the controls, but instead
adds 12kg (26.5lbs) to the force required
to continue moving the cyclic aft.
 Force Trim
• The cyclic and directional control systems
include a force trim system to provide
feedback during control movement and to
hold the controls in place during flight. The
force trim system includes feel spring
mechanisms and magnetic brakes.
 Force Trim
• The cyclic and directional control systems
Feel springs
include a force trim system to provide
feedback during control movement and to
hold the controls in place during flight. The
force trim system includes feel spring
mechanisms and magnetic brakes.
 Force Trim
• The cyclic and directional control systems
Magnetic brakes
include a force trim system to provide
feedback during control movement and to
hold the controls in place during flight. The
force trim system includes feel spring
mechanisms and magnetic brakes.
 Force Trim
• The cyclic and directional control systems
include a force trim system to provide
feedback during control movement and to
hold the controls in place during flight. The
force trim system includes feel spring
mechanisms and magnetic brakes.

• When the trimmer button on the cyclic

control is depressed, the magnetic brake
allows the feel spring mechanism to move
freely. The controls can be moved with no
feedback from the springs.

• When the trimmer button is released, the

magnetic brake de-energizes, engaging a
clutch which prevents the feel spring
mechanism from moving freely. Any force
applied to the cyclic control must overcome
the force of the feel spring mechanism.
 Force Trim
• For the Mi-172KF, the magnetic brakes in
the force trim system are replaced with MGU-
1 (МГУ-1) trim servos.
 Force Trim
• For the Mi-172KF, the magnetic brakes in
the force trim system are replaced with MGU-
1 (МГУ-1) trim servos.

Trim Servos
 Force Trim
• For the Mi-172KF, the magnetic brakes in
the force trim system are replaced with MGU-
1 (МГУ-1) trim servos.

Feel
Springs
 Force Trim
• For the Mi-172KF, the magnetic brakes in
the force trim system are replaced with MGU-
1 (МГУ-1) trim servos.

• The trim servos perform identically to the

magnetic brakes when the force trim button
is pressed and released.

• In addition to the brake function, the trim

servos can be actuated at the direction of the
autopilot or via switches on each cyclic grip in
order to move the controls without manually
moving the cyclic control.

• A 4th trim servo is installed on the Mi-172KF

in the flight control closet for the collective.
The hydraulic friction clutch is disabled on
these aircraft and friction is provided by the
trim servo.
 Flight Controls

6.3 Directional Controls

 Directional Controls
The directional control system is
comprised of the following units:

• Left and right foot pedals

 Directional Controls
The directional control system is
comprised of the following units:

• Left and right foot pedals

• Control linkages
 Directional Controls
The directional control system is
comprised of the following units:

• Left and right foot pedals

• Control linkages

• Magnetic brake and spring feel

mechanism
 Directional Controls
The directional control system is • Tail rotor pitch limit system
comprised of the following units:

• Left and right foot pedals

• Control linkages

• Magnetic brake and spring feel

mechanism
 Directional Controls
The directional control system is • Tail rotor pitch limit system
comprised of the following units:
• Directional hydraulic booster
• Left and right foot pedals

• Control linkages

• Magnetic brake and spring feel

mechanism
 Tail Rotor Pitch Limit System
• The directional flight controls include
a tail rotor pitch limit system, referred
to as the SPUU-52 (СПУУ-52) system.

• The purpose of the tail rotor pitch

limit system is to limit right pedal travel
(thereby limiting the maximum amount
of pitch in the tail rotor blades) in order
to prevent overloading the tail rotor or
the main gearbox when operating in
high air density conditions.

• With the pitch limiter fully engaged,

tail rotor pitch is limited to 17°20’.
When the system is off or fully
retracted, the tail rotor is permitted its
full travel to 23°20’.
 Flight Controls

6.4 Collective Pitch and Engine

Controls
 Collective Pitch and Throttle Controls

The collective pitch and engine controls are

comprised of the following units:

• Left and right collective pitch and combined

throttle controls
 Collective Pitch and Throttle Controls

The collective pitch and engine controls are

comprised of the following units:

• Left and right collective pitch and combined

throttle controls

• Separate engine throttle controls

 Collective Pitch and Throttle Controls

The collective pitch and engine controls are

comprised of the following units:

• Left and right collective pitch and combined

throttle controls

• Separate engine throttle controls

• Control linkages
 Collective Pitch and Throttle Controls

The collective pitch and engine controls are

comprised of the following units:

• Left and right collective pitch and combined

throttle controls

• Separate engine throttle controls

• Control linkages

• Collective hydraulic booster

 Collective Pitch and Throttle Controls

The collective pitch and engine controls are

comprised of the following units:

• Left and right collective pitch and combined

throttle controls

• Separate engine throttle controls

• Control linkages

• Collective hydraulic booster

• Hydraulic friction clutch

 Combined Throttle Control
• Each collective lever has a twist throttle
for combined engine control.
 Combined Throttle Control
• Each collective lever has a twist throttle
for combined engine control.

• The throttle twists through 90°, with the

full left (counterclockwise) position
corresponding to the ground idle power
setting, and full right (clockwise)
corresponding to the automatic power
setting.

• Unless there is an emergency, the twist

throttle will always be set to the full right
position during flight.

• The pilot’s (left seat) collective is fitted

with a friction collar to prevent the twist
throttle from inadvertent movement. The
co-pilot’s (right seat) collective does not
include this friction collar.
 Separate Throttle Control
• For testing and emergency purposes, the
pilot’s collective bracket contains two
separate engine condition levers.
 Separate Throttle Control
• For testing and emergency purposes, the
pilot’s collective bracket contains two
separate engine condition levers.

• Under normal operating conditions, the

engine condition levers remain locked in
their center detent position, and the
engine throttles are adjusted
simultaneously using the combined
throttle twist grip on the collective.

• Pressing the detent release button on

the levers allows them to be moved
upward to increase engine power and
downward to decrease engine power.
 Hydraulic Friction Clutch
• In order to prevent inadvertent movement of
the collective lever, a friction clutch assembly is
built into the pilot’s collective lever assembly.
 Hydraulic Friction Clutch
• In order to prevent inadvertent movement of
the collective lever, a friction clutch assembly is
built into the pilot’s collective lever assembly.

• The collective lever friction can be adjusted

using the hand wheel. The friction is normally set
to require a force of 20-25kg (44-55lbs) in order to
move the collective lever without the use of the
hydraulic friction release.
 Hydraulic Friction Clutch
• In order to prevent inadvertent movement of
the collective lever, a friction clutch assembly is
built into the pilot’s collective lever assembly.

• The collective lever friction can be adjusted

using the hand wheel. The friction is normally set
to require a force of 20-25kg (44-55lbs) in order to
move the collective lever without the use of the
hydraulic friction release.

• Each collective lever incorporates a friction

release button which, through the use of
hydraulic pressure provided from the hydraulic
system, releases the clutch plates and allows the
collective lever to move freely.
 Hydraulic Friction Clutch
• In order to prevent inadvertent movement of
the collective lever, a friction clutch assembly is
built into the pilot’s collective lever assembly.

• The collective lever friction can be adjusted

using the hand wheel. The friction is normally set
to require a force of 20-25kg (44-55lbs) in order to
move the collective lever without the use of the
hydraulic friction release.

• Each collective lever incorporates a friction

release button which, through the use of
hydraulic pressure provided from the hydraulic
system, releases the clutch plates and allows the
collective lever to move freely.

• The Mi-172KF does not have a hydraulic friction clutch.

Instead, friction is provided by a trim servo located in the flight
control closet.
 Flight Controls

6.5 Engine Speed Adjustment, Engine

Shutdown, and Main Rotor Brake
Controls
 Engine Speed Adjustment Control
• When the combined throttle control is in
the full right position, corresponding to
automatic speed control of the engines,
the main rotor speed should lie within a
range specified in the pilot’s operating
handbook.
 Engine Speed Adjustment Control
• When the combined throttle control is in
the full right position, corresponding to
automatic speed control of the engines,
the main rotor speed should lie within a
range specified in the pilot’s operating
handbook.

• If the main rotor speed falls outside of

the specified range, the engine speed can
be adjusted using the engine speed
adjustment control. This adjustment is
carried out using the INCR-DECR switch on
each collective lever. Both engines are
adjusted in unison.
 Engine Speed Adjustment Control
• When the combined throttle control is in
the full right position, corresponding to
automatic speed control of the engines,
the main rotor speed should lie within a
range specified in the pilot’s operating
handbook.

• If the main rotor speed falls outside of

the specified range, the engine speed can
be adjusted using the engine speed
adjustment control. This adjustment is
carried out using the INCR-DECR switch on
each collective lever. Both engines are
adjusted in unison.

• Signals from the switch are sent to an

electric actuator on the left engine deck,
which actuates to move the control shafts
attached to each engine’s fuel control.
 Engine Shutdown Control
• Engine shutdown is performed using two
engine shutdown control levers located
above the pilot’s seat.

• The levers, through a cable run, attach to

pull rods on each engine fuel control.

• During engine start, the lever is moved

forward to allow fuel flow into the engine
fuel control.

• In order to shutdown an engine, its

respective engine shutdown control lever
is moved rearward to the stop.

• Each lever is provided with a locking

mechanism to prevent inadvertent engine
shutdown.
 Main Rotor Brake Control
• The main rotor brake control lever is
mounted to the right of the pilot’s seat.
 Main Rotor Brake Control
• The main rotor brake control lever is
mounted to the right of the pilot’s seat.

• The lever is locked in place by a series

of detents, and is moved by pressing the
release button at the end of the lever.
 Main Rotor Brake Control
• The main rotor brake control lever is
mounted to the right of the pilot’s seat.

• The lever is locked in place by a series

of detents, and is moved by pressing the
release button at the end of the lever.

• The cable run includes a spring

assembly to prevent overloading the
rotor brake.
 Main Rotor Brake Control
• The main rotor brake control lever is
mounted to the right of the pilot’s seat.

• The lever is locked in place by a series

of detents, and is moved by pressing the
release button at the end of the lever.

• The cable run includes a spring

assembly to prevent overloading the
rotor brake.

• In order to prevent engine starting

with the rotor brake engaged, a
microswitch is installed on the rotor
brake control to cut out the engine
starting system unless the rotor brake
lever is fully lowered.
Flight Controls

6.6 Swashplate
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the Lateral and longitudinal control bellcranks and
swashplate assembly. The swashplate collective pitch control lever
consists of the following main units:
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the
Collective slide guide and slide
swashplate assembly. The swashplate
consists of the following main units:
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the
Non-rotating swashplate (gimbal)
swashplate assembly. The swashplate
consists of the following main units:
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the
Rotating swashplate
swashplate assembly. The swashplate
consists of the following main units:
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the
Pitch control rods
swashplate assembly. The swashplate
consists of the following main units:
 Swashplate
Cyclic and collective flight control inputs
are transmitted to the rotor system via the
Drive link
swashplate assembly. The swashplate
consists of the following main units:
 Swashplate
• Maximum movement of the swashplate
is as follows:
Slide travel 49.5mm
Min. collective pitch 1°
Max. collective pitch 14°45’

Forward 7°30’
Aft (on ground) 2°
Aft (in flight) 5°
Left 4°12’
Right 4°

• Cyclic rigging is checked through the use

of vernier scales on the longitudinal and
lateral control bell cranks and collective
rigging is checked on the slide with a
feeler gauge and caliper.
 Flight Controls

6.7 Hydraulic Actuators

 Hydraulic Actuators
• Four non-reversible hydraulic actuators are
installed on the aircraft in order to reduce the
force required to move the flight controls.

• The hydraulic actuators are designed to

operate in three modes:
• Manual mode (no autopilot input)
• Combined Control mode (manual
mode with autopilot stabilization)
• Rigid mode (without hydraulic power)

• The hydraulic connections to each actuator

are:
• Main pressure
• Auxiliary pressure
• Main return
• Auxiliary return
• Autopilot pressure
 Hydraulic Actuators
• The hydraulic actuators are mounted to the aft side of the
main gearbox, just forward of the hydraulic block.

• The Mi-17V-5 and Mi-172KF are equipped with four KAU-

115AM (КАУ-115АМ) actuators. The Mi-8MTV-1 and Mi-17-
1V are equipped with three KAU-30B (КАУ-30Б) actuators
(pitch, roll, and collective) and one RA-60B (РА-60Б) actuator
(yaw).

• In combined control mode, KAU-115AM and KAU-30B

actuators allow up to 20% control authority by the autopilot.
The RA-60B allows 100% autopilot control authority.

• From left to right (looking forward) are the following

actuators:
 Hydraulic Actuators
• The hydraulic actuators are mounted to the aft side of the
main gearbox, just forward of the hydraulic block.

• The Mi-17V-5 and Mi-172KF are equipped with four KAU-

115AM (КАУ-115АМ) actuators. The Mi-8MTV-1 and Mi-17-
1V are equipped with three KAU-30B (КАУ-30Б) actuators
(pitch, roll, and collective) and one RA-60B (РА-60Б) actuator

Pitch
(yaw).

• In combined control mode, KAU-115AM and KAU-30B

actuators allow up to 20% control authority by the autopilot.
The RA-60B allows 100% autopilot control authority.

• From left to right (looking forward) are the following

actuators:
• Pitch
 Hydraulic Actuators
• The hydraulic actuators are mounted to the aft side of the
main gearbox, just forward of the hydraulic block.

• The Mi-17V-5 and Mi-172KF are equipped with four KAU-

115AM (КАУ-115АМ) actuators. The Mi-8MTV-1 and Mi-17-
1V are equipped with three KAU-30B (КАУ-30Б) actuators

Yaw
(pitch, roll, and collective) and one RA-60B (РА-60Б) actuator
(yaw).

• In combined control mode, KAU-115AM and KAU-30B

actuators allow up to 20% control authority by the autopilot.
The RA-60B allows 100% autopilot control authority.

• From left to right (looking forward) are the following

actuators:
• Pitch
• Yaw
 Hydraulic Actuators
• The hydraulic actuators are mounted to the aft side of the
main gearbox, just forward of the hydraulic block.

Collective
• The Mi-17V-5 and Mi-172KF are equipped with four KAU-
115AM (КАУ-115АМ) actuators. The Mi-8MTV-1 and Mi-17-
1V are equipped with three KAU-30B (КАУ-30Б) actuators
(pitch, roll, and collective) and one RA-60B (РА-60Б) actuator
(yaw).

• In combined control mode, KAU-115AM and KAU-30B

actuators allow up to 20% control authority by the autopilot.
The RA-60B allows 100% autopilot control authority.

• From left to right (looking forward) are the following

actuators:
• Pitch
• Yaw
• Collective
 Hydraulic Actuators
• The hydraulic actuators are mounted to the aft side of the
main gearbox, just forward of the hydraulic block.

• The Mi-17V-5 and Mi-172KF are equipped with four KAU-

115AM (КАУ-115АМ) actuators. The Mi-8MTV-1 and Mi-17-
1V are equipped with three KAU-30B (КАУ-30Б) actuators
(pitch, roll, and collective) and one RA-60B (РА-60Б) actuator

Roll
(yaw).

• In combined control mode, KAU-115AM and KAU-30B

actuators allow up to 20% control authority by the autopilot.
The RA-60B allows 100% autopilot control authority.

• From left to right (looking forward) are the following

actuators:
• Pitch
• Yaw
• Collective
• Roll
Flight Controls

End of Presentation