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Sabtu, 25 Februari 2012

MH-53 ( Heli )

2/25/2012 05:18:00 PM  Moch Fikri Hidayat  No comments

Sikorsky MH-53

From Wikipedia, the free encyclopedia
HH-53 "Super Jolly Green Giant"
MH-53 Pave Low
An MH-53 Pave Low from the 20th Special Operations Squadron at Hurlburt Field, Florida
Role Heavy-lift helicopter
Manufacturer Sikorsky Aircraft
First flight 1967
Retired 30 September 2008
Status Retired[1]
Primary user United States Air Force
Produced 1967-1970
Number built 72[2]
Unit cost MH-53J: US$40 million (2001)[3]
Developed from Sikorsky CH-53 Sea Stallion
The Sikorsky MH-53 Pave Low series is a long-range combat search and rescue (CSAR) helicopter for the United States Air Force. The series was upgraded from the HH-53B/C, variants of the Sikorsky CH-53 Sea Stallion. The HH-53 "Super Jolly Green Giant" was initially developed to replace the HH-3 "Jolly Green Giant". The helicopters later transitioned to Special Operations missions. The U.S. Air Force's MH-53J/M fleet was retired in September 2008 and was replaced by the CV-22B Osprey.[1]

Design and development

The US Air Force ordered HH-53B and HH-53C variants for Search and Rescue units, and developed the MH-53J Pave Low version for Special Operations missions.
The Pave Low's mission was low-level, long-range, undetected penetration into denied areas, day or night, in adverse weather, for infiltration, exfiltration and resupply of special operations forces. Pave Lows often work in conjunction with MC-130H Combat Talon for navigation, communications and combat support,[4] and with MC-130P Combat Shadow for in-flight refueling.[5][6]
The large green airframe of the HH-53B earned it the nickname "Super Jolly Green Giant". This name is a reference to the smaller HH-3E "Jolly Green Giant", a stretched variant of the H-3 Sea King, used in the Vietnam War for combat search-and-rescue (CSAR) operations.

HH-53B

The US Air Force favorably regarded their Sikorsky S-61R/HH-3E "Jolly Green Giant" long-range combat search and rescue (CSAR) helicopters and was interested in the more capable S-65/CH-53A. In 1966, the USAF awarded a contract to Sikorsky for development of a CSAR variant of the CH-53A.[7]
A HH-53B of the 40th Aerospace Rescue and Recovery Squadron refueling from a HC-130P Hercules over North Vietnam, 1969-70
The HH-53B, as it was designated, featured:
  • A retractable in-flight refueling probe on the right side of the nose.
  • Spindle-shaped jettisonable external tanks with a capacity of 650 US gallons (2,461 L), fitted to the sponsons and braced by struts attached to the fuselage.
  • A rescue hoist above the right passenger door, capable of deploying a Forest penetrator on 250 feet (76 m) of steel cable.
  • Armament of three pintle-mounted General Electric GAU-2/A 7.62 mm (.308 in) six-barreled Gatling-type machine guns, with one in a forward hatch on each side of the fuselage and one mounted on the tail ramp, with the gunner secured with a harness.
  • A total of 1,200 pounds (540 kg) of armor.
  • A Doppler navigation radar in the forward belly.
Early HH-53Bs featured T64-GE-3 turboshafts with 3,080 shaft horsepower (2,297 kW) each, but these engines were later upgraded to T64-GE-7 turboshafts with 3,925 shaft horsepower (2,927 kW). Five crew were standard, including a pilot, copilot, crew chief, and two pararescuemen.[7]

HH-53C

An HH-53C lowering a PJ during a rescue mission, June 1970
The HH-53B was essentially an interim type, with production quickly moving on to the modestly improved Air Force HH-53C CSAR variant. The most visible difference between the HH-53B and HH-53C was that the HH-53C dispensed with the fuel-tank bracing struts. Experience with the HH-53B showed that the original tank was too big, adversely affecting performance when they were fully fueled, and so a smaller 450 US gal (1,703 L) tank was adopted in its place. Other changes included more armor and a more comprehensive suite of radios to improve communications with C-130 tankers, attack aircraft supporting CSAR actions, and aircrews awaiting rescue on the ground. The HH-53C was otherwise much like the HH-53B, with the more powerful T64-GE-7 engines.[7]
A HH-53 seen from the gunner's position of a helicopter over Vietnam in October 1972
A total of 44 HH-53Cs were built, with introduction to service in August 1968. Late in the war they were fitted with countermeasures pods to deal with heat-seeking missiles. As with the HH-53B, the HH-53C was also used for covert operations and snagging reentry capsules, as well as snagging reconnaissance drones. A few were assigned to support the Apollo space program, standing by to recover an Apollo capsule in case of a launchpad abort, though such an accident never happened.[7]
In addition to the HH-53Cs, the Air Force obtained 20 CH-53C helicopters for more general transport work. The CH-53C was apparently very similar to the HH-53C, even retaining the rescue hoist, the most visible difference being that the CH-53C did not have an in-flight refueling probe. Since CH-53Cs were used for covert operations, they were armed and armored like HH-53Cs.[7] A good number of Super Jollies were converted into Pave Low special-operations helicopters.[7] PAVE or Pave is a USAF code name for a number of weapons systems using advanced electronics.

HH/MH-53H

A Navy MH-53E lifts the body of a damaged Air Force MH-53J
The USAF's Super Jollies were useful helicopters, but they were essentially daylight / fair weather machines, and downed aircrew were often in trouble at night or in bad weather. A limited night / foul weather sensor system designated "Pave Low I" based on a low-light-level TV (LLLTV) imager was deployed to Southeast Asia in 1969 and combat-evaluated on a Super Jolly, but reliability was not adequate.[7]
In 1975, an HH-53B was fitted with the much improved "Pave Low II" system and re-designated YHH-53H. This exercise proved much more satisfactory, and so eight HH-53Cs were given a further improved systems fit and redesignated HH-53H Pave Low III, with the YHH-53H also upgraded to this specification. All were delivered in 1979 and 1980.[7]
The HH-53H retained the in-flight refueling probe, external fuel tanks, rescue hoist, and three-gun armament of the HH-53C; armament was typically a minigun on each side, and a Browning .50cal (12.7mm) gun in the tail to provide more reach and a light anti-armor capability. The improvements featured by the HH-53H included:
  • A Texas Instruments AN/AAQ-10 forward-looking infrared (FLIR) imager.
  • A Texas Instruments AN/APQ-158 terrain-following radar (TFR), which was a digitized version of the radar used by the A-7. It was further modified to be able to give terrain avoidance and terrain following commands simultaneously (first aircraft capable of this unique feature).[citation needed]
  • A Canadian Marconi Doppler-radar navigation system.
  • A Litton or Honeywell inertial guidance system (INS).
  • A computerized moving-map display.[7]
  • A radar-warning receiver (RWR) and chaff-flare dispensers.
The FLIR and TFR were mounted on a distinctive "chin" mount. The HH-53H could be fitted with 27 seats for troops or 14 litters. The upgrades were performed by the Navy in Pensacola, reflecting the fact that the Navy handled high-level maintenance on Air Force S-65s. In 1986, the surviving HH-53Hs were given an upgrade under the CONSTANT GREEN program, featuring incremental improvements such as a cockpit with blue-green lighting compatible with night vision goggles (NVGs). They were then reclassified as "special operations" machines and accordingly given a new designation of MH-53H.[7]
The HH-53H proved itself and the Air Force decided to order more, coming up with an MH-53J Pave Low III Enhanced configuration. The general configuration of the MH-53J is similar to that of the HH-53J, the major change being fit of twin T64-GE-415 turboshafts with 4,380 shp (3,265 kW) each, as well as more armor, giving a total armor weight of 1,000 lb (450 kg). There were some avionics upgrades as well, including fit of a modern Global Positioning System (GPS) satellite navigation receiver. A total of 31 HH-53Bs, HH-53Cs, and CH-53Cs were upgraded to the MH-53J configuration from 1986 through 1990, with all MH-53Hs upgraded as well, providing a total of 41 MH-53Js.[7]

MH-53J/M

An MH-53J Pave Low IIIE of the 551st Special Operations Squadron, 58th Special Operations Wing, flying a training mission
An MH-53 Pave Low from the 352d Special Operations Group, RAF Mildenhall, UK approaching a MC-130P during an aerial refuelling demo at RIAT 2004
The MH-53J Pave Low III helicopter was the largest, most powerful and technologically advanced transport helicopter in the US Air Force inventory. The terrain-following and terrain-avoidance radar, forward looking infrared sensor, inertial navigation system with Global Positioning System, along with a projected map display enable the crew to follow terrain contours and avoid obstacles, making low-level penetration possible.
Under the Pave Low III program, the Air Force modified nine MH-53Hs and 32 HH-53s for night and adverse weather operations. Modifications included AN/AAQ-18 forward-looking infrared, inertial navigation system, global positioning system, Doppler navigation systems, APQ-158 terrain-following and terrain-avoidance radar, an on-board mission computer, enhanced navigation system, and integrated avionics to enable precise navigation to and from target areas. The Air Force designated these modified versions as MH-53Js.
The MH-53J's main mission was to drop off, supply, and pick up special forces behind enemy lines. It also can engage in combat search and rescue missions. Low-level penetration is made possible by a state-of-the-art terrain following radar, as well as infrared sensors that allow the helicopter to operate in bad weather. It was equipped with armor plating. It could transport 38 troops at a time and sling up to 20,000 pounds (9,000 kg) of cargo with its external hook. It was capable of top speeds of 165 mph (266 km/h) and altitudes up to 16,000 feet (4,900 m).
The MH-53M Pave Low IV was modified from the MH-53J configuration with the addition of Interactive Defensive Avionics System/Multi-Mission Advanced Tactical Terminal or IDAS/MATT. The system enhanced the defensive capabilities of the Pave Low. It provided instant access to the total battlefield situation, through near real-time Electronic Order of Battle updates. It also provided a new level of detection avoidance with near real-time threat broadcasts over-the-horizon, so crews can avoid and defeat threats, and replan en route if needed.

Operational history

While waiting for delivery of the HH-53Bs, the Air Force obtained two Marine CH-53As for evaluation and training. The first of eight HH-53Bs performed its initial flight on 15 March 1967, and the type was performing CSAR missions with the USAF Aerospace Rescue & Recovery Service in Southeast Asia by the end of the year. The Air Force called the HH-53B the "Super Jolly". It was used for CSAR, covert combat operations, and "snagging" reentry capsules from photo-reconnaissance satellites.[7]
The Super Jollies made headlines in November 1970 in the unsuccessful raid into North Vietnam to rescue prisoners-of-war from the Son Tay prison camp, as well as in the operation to rescue the crew of the freighter SS Mayagüez from Cambodian Khmer Rouge fighters in May 1975. The Air Force lost 17 Super Jollies in the conflict, with 14 lost in combat – including one that was shot down by a North Vietnamese MiG-21 on 28 January 1970 while on a CSAR mission over Laos – and three lost in accidents.[7]
The HH-53B, HH-53C, and CH-53C remained in Air Force service into the late 1980s. Super Jollies operating in front-line service were painted in various camouflage color schemes, while those in stateside rescue service were painted in an overall gray scheme with a yellow tailband.[7]
The first nine HH-53H Pave Lows became operational on 1 July 1980, and were transferred from the Military Airlift Command, where they were to have been CSAR assets, to the 1st Special Operations Wing in the aftermath of the Operation Eagle Claw disaster. Two of the HH-53Hs were lost in training accidents in 1984, and so two CH-53Cs were brought up to HH-53H standard as replacements.[7]
The MH-53 Pave Low's last mission was on 27 September 2008, when the remaining six helicopters flew their last combat missions in support of special operations forces in Southwest Asia. These MH-53Ms were retired shortly thereafter.[1]

Variants

MH-53 Pave Lows fly over Iraq on their last combat missions in September 2008, before their retirement.
  • TH-53A - training version used by US Air Force (USAF)
  • HH-53B - CH-53A type for USAF search and rescue (SAR)
  • CH-53C - heavy-lift version for USAF, 22 built
  • HH-53C - "Super Jolly Green Giant", improved HH-53B for USAF
  • S-65C-2 (S-65o) - export version for Austria, later to Israel
  • S-65-C3 - export version for Israel
  • YHH-53H - prototype Pave Low I aircraft
  • HH-53H - Pave Low II night infiltrator
  • MH-53H - redesignation of HH-53H
  • MH-53J - "Pave Low III" special operations conversions of HH-53B, HH-53C, and HH-53H.
  • MH-53M - "Pave Low IV" upgraded MH-53Js
For other H-53 variants, see CH-53 Sea Stallion and CH-53E Super Stallion.

Aircraft on display

  • MH-53M Pave Low IV, AF serial number 68-10928, was retired 29 July 2007 and placed on display at Air Commando Park, Hurlburt Field, Florida on 3 December 2007. This helicopter took part in the May 1975 Mayagüez incident rescue operation and sustained major battle damage to the engine, rotor blades, and instrument panel. The aircraft flew in combat in Afghanistan and Iraq for its last seven years of service, with its last combat mission in Iraq during the summer 2007.[8]
  • MH-53M Pave Low IV, AF serial number 68-8284, was retired 30 September 2008 and arrived at the Cold War Exhibition at the Royal Air Force Museum, RAF Cosford, UK on 17 December 2008.[10]

Specifications (MH-53J)

MH-53J Pave Low Line Drawing.svg
MH-53 Pave Lows prepare to take off for their final combat mission on 27 September 2008, in Iraq.
Data from USAF MH-53J/M,[3] International Directory,[12] Vectorsite[13]
General characteristics
  • Crew: 6 (two pilots, two flight engineers and two aerial gunners)
  • Capacity: 37 troops (55 in alternate configuration)
  • Length: 88 ft (28 m)
  • Rotor diameter: 72 ft (21.9 m)
  • Height: 25 ft (7.6 m)
  • Empty weight: 32,000 lb (14,515 kg)
  • Max. takeoff weight: 46,000 lb (50,000 lb in war time) (21,000 kg)
  • Powerplant: 2 × T64-GE-100 turboshaft, 4,330 shp (3,230 kW) each
  • Rotor system: 6 blades
Performance
Armament
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Light Combat Helicopter

2/25/2012 05:01:00 PM  Moch Fikri Hidayat  No comments

HAL Light Combat Helicopter


Light Combat Helicopter
Role Attack helicopter
National origin India
Manufacturer Hindustan Aeronautics Limited
First flight 29 March 2010
Status Under development (flight trials)
Primary users Indian Army
Indian Air Force
Produced 2010–present
Developed from HAL Dhruv
The HAL Light Combat Helicopter (LCH) is a multirole combat helicopter being developed in India by Hindustan Aeronautics Limited (HAL) for use by the Indian Air Force and the Indian Army.

Development

In 2006, HAL announced its plans to build a LCH. Funds for the design and development of the LCH to meet the requirements of the Indian Army and the Indian Air Force were sanctioned in October 2006.
The LCH is a derivative of the HAL Dhruv, which was inducted into the Indian armed forces. Using a successful and proven helicopter as the base platform is expected to conserve the project costs for the LCH, which is pegged at INR8.76 billion (US$192.7 million).[1] The Indian Air Force is to acquire 65 LCHs and Indian Army is to acquire 114 LCHs.[2]
The LCH was expected to be ready for the Initial Operational Clearance (IOC) by December 2010 with the Final Operational Clearance (FOC) in 2011. However, the revised timeframes hold that the 5.5-tonne LCH should be ready for induction into IAF by 2012-2013.[3]
The first prototype of LCH completed its first ground run on 4 February 2010.[4] HAL has a firm order to deliver 65 LCH to the IAF and 114 to the Army.[5] HAL has performed the maiden flight of its indigenously designed and developed LCH on 29 March 2010. The first LCH Technology Demonstrator (TD-1) flew a 20 minute flight from HAL's Helicopter Complex, Bangalore. It carried out low speed, low altitude checks on the systems on-board. The crew reported that the performance of the helicopter and systems were satisfactory.[6][7]
Second LCH prototype (TD-2) improved upon TD-1 by incorporating substantial weight reductions. Ashok Nayak, chairman of HAL stated that it has exceeded the human and payload requirements mandated by IAF for development.[8][9][10] TD-2 is the first attack helicopter in the world to get a "digital" camouflage.[11]

Flight testing

LCH TD2 with Desert digital camouflage displayed at Aero India 2011
The third test flight of the LCH was successfully made on 23 May 2010 and it fulfilled the desired parameters and also paves the way for further testing with weapons. The second prototype, which has been weaponized with more sub-systems was unveiled at Aero India 2011 in February 2011. Light Combat Helicopter TD-2 achieved its first flight on 28 June 2011.[12] Over 20 test flights have been conducted to check various flight parameters. Two more prototypes are under construction to speed up its induction into the Indian Air Force in 2012.[citation needed]

Design

LCH TD2
The LCH incorporates stealth features, ability to perform night operations and crash landing gear for high survivability. The LCH will have a narrow fuselage, with two crew stations.[13]
The LCH is being designed to fit into an anti-infantry and anti-armour role and will be able to operate at high altitudes (16,300 feet).[14] The helicopter is powered by the HAL/Turbomeca Shakti turboshaft engine. The helicopter will be equipped with helmet-mounted targeting systems, electronic warfare systems and advanced weapons systems.
In 2006, HAL selected the M621 cannon incorporated in a Nexter THL 20 turret for the gun armament of the helicopter, operated by a helmet mounted sight.[15][16] Three prototypes will be built. The second version will be fitted with weaponry before its test flight. The Indian Air Force will be provided with the third prototype for user trials.[17]
The LCH is to have a glass cockpit with multifunction displays, a target acquisition and designation system with FLIR, Laser rangefinder and laser designator. Weapons will be aimed with a helmet mounted sight and there will be an electronic warfare suite with radar warning receiver, laser warning receiver and a missile approach warning system.
The helicopter is to be fitted with a data link for network-centric operations facilitating the transfer of mission data to the other airborne platforms and ground stations operating in the network, facilitating force multiplication.[18]
With these features, the LCH is expected to play a major role in air defence against slow moving aerial targets, destruction of enemy air defence operations, escort to special heliborne operations, support of combat search and rescue operations, anti-tank role and scout duties.[18]
The two pilots in the LCH sit one behind the other, compared to side-by-side in the Dhruv. All the flight controls, the hydraulics and the fuel system had to be redesigned for the LCH.[citation needed]

Operators

 India

Specifications

Data from Globalsecurity[20]
General characteristics
Performance
Armament
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AH-2 Rooivalk ( Heli )

2/25/2012 04:57:00 PM  Moch Fikri Hidayat  No comments

Denel AH-2 Rooivalk

From Wikipedia, the free encyclopedia
AH-2 Rooivalk
A Rooivalk flying at the Ysterplaat air show in 2006
Role Attack helicopter
Manufacturer Denel
First flight 1990
Introduction 1999
Status Active service
Primary user South African Air Force
Number built 12
Unit cost $40 million (2007, estimated)[1]
Developed from Aérospatiale Puma
The Denel AH-2 Rooivalk (previously designated CSH-2) is an attack helicopter manufactured by Denel of South Africa. Rooivalk is Afrikaans for "Red Kestrel".[2]
The South African Air Force (SAAF) ordered 12 Rooivalk AH-2As, the first of which entered service in July 1999. The helicopters are flown by 16 Squadron, which is based at AFB Bloemspruit near Bloemfontein.

Development

The Rooivalk project began in early 1984 under the auspices of the Atlas Aircraft Corporation, a predecessor of Denel Aviation. Faced with the increasingly conventional nature of the South African Border War, the South African Defence Force recognised the need for a dedicated attack helicopter and accordingly set along the process of developing a suitable aircraft.
The Atlas XH-1 Alpha was the first prototype to emerge from the program. It was developed from an Aérospatiale Alouette III airframe, retaining that helicopter's engine and dynamic components, but replacing the original cockpit with a stepped tandem one, adding a 20 mm cannon on the nose and converting the undercarriage to tail-dragger configuration. The XH-1 first flew on 3 February 1985. The results were ultimately good enough to convince Atlas and the SAAF that the concept was feasible, opening the door for the development of the AH-2 Rooivalk.
During the AH-2's development it was decided to base the aircraft on the dynamic components of the Aérospatiale Super Puma,[3] a larger and more powerful helicopter. These components were already used on the Atlas Oryx, a local upgrade and modification of the Aérospatiale Puma.[1]

Design

A Rooivalk at AFB Ysterplaat in Cape Town, South Africa
Due to the SAAF's decades of helicopter experience in the harsh African environment, the Rooivalk has been designed to operate for prolonged periods without sophisticated support. All that is needed to keep the Rooivalk flying is a medium transport helicopter equipped with a basic spares supply plus four groundcrew.
The AH-2 carries a range of weapons depending on the mission profile. It is generally fitted with a nose-mounted 20 mm cannon and can also carry air-to-air missiles, anti-armour missiles and unguided rockets. The AH-2 has a fire control system for target acquisition and tracking as well as an advanced navigation system using Doppler radar and GPS. Also incorporated is an electronic countermeasures suite coupled with chaff and flare dispensers.
Notable features include a tandem cockpit, starboard tail rotor with a port tailplane, a fixed wheeled undercarriage as well as wire cutters above and below the cockpit and on the undercarriage.
The following types of missions are foreseen for the AH-2 Rooivalk: Reconnaissance, heliborne escort, close air support, deep penetration and anti-armour.

Operational service

By April 2005, only six of the 12 aircraft were operational with the others in need of software upgrades. The South African Air Force Chief hoped that the helicopters would be ready around June 2007, indicating the "extremely worrying factor of time that the project was taking to reach maturity", attributing the delays to the exodus of personnel from Denel as well as its financial problems. This has forced the SAAF to assess alternative defence development partners.[4]
One airframe was damaged beyond repair on 3 August 2005 after an "uncontrolled landing".[5]
On 17 May 2007, Denel group CEO Shaun Liebenberg announced a decision[6] to cease development and funding for the Rooivalk following its failure to win the Turkish attack helicopter tender[7] against the Agusta A129 Mangusta.
During November 2007, Defence Minister Mosiuoa Lekota announced in Parliament, that the SAAF is to invest R962 million (about US$137 million in 2007 exchange rates) in the helicopter over three years to 2010/2011, in order to bring it up to full operational status. The helicopter will be deployed on peace-keeping duties as soon as initial operating capability is achieved.[8]
On 1 April 2011 the SAAF received the first five of eleven (one of the twelve aircraft originally delivered to the SAAF was written off after an accident) Block 1F upgraded Rooivalk. The upgrade involves improved targeting systems and other avionics which enable the helicopter to use guided missiles for the first time. The Mokopa ATGM was qualified as part of the upgrade process. Gearbox components were improved and cooling problems with the F2 20mm cannon were also addressed.[9][10][11]

Operators

 South Africa

Specifications

Data from Jane's All The World's Aircraft 2003–2004
General characteristics
  • Crew: 2 (pilot & weapon systems officer)
  • Length: 18.73 m[13] (61 ft 5½ in)
  • Rotor diameter: 15.58 m (51 ft 1½ in)
  • Height: 5.19 m (17 ft 0¼ in)
  • Disc area: 190.60 m² (2,052.1 sq ft)
  • Empty weight: 5,730 kg (12,632 lb)
  • Loaded weight: 7,500 kg (16,535 lb)
  • Max. takeoff weight: 8,750 kg (19,290 lb)
  • Powerplant: 2 × Turbomeca Makila 1K2 turboshafts, 1,420 kW (1,904 shp) each
  • Internal fuel capacity: 1,854 L (489.8 US Gallons)
Performance
Armament
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Mi-28 ( Heli )

2/25/2012 04:32:00 PM  Moch Fikri Hidayat  No comments

Mil Mi-28
Mi-28
Mil Mi-28N in flight
Role Attack helicopter
Manufacturer Mil
First flight 10 November 1982[1]
Introduction 2006 (Russia)
Status In production
Primary users Russian Air Force
Venezuelan Army
Number built 48
Unit cost € 12 million[2]
The Mil Mi-28 (NATO reporting name 'Havoc') is a Russian all-weather day-night military tandem two-seat anti-armour attack helicopter. It is a dedicated attack helicopter with no intended secondary transport capability, better optimized than the Mil Mi-24 for the role. It carries a single gun in an undernose barbette, plus external loads carried on pylons beneath stub wings.

Development

In 1972, following completion of the Mil Mi-24, development began on a unique attack helicopter with transport capability. The new design had a reduced transport capability (3 troops instead of 8) and omitted the cabin, to provide better overall performance and higher top speed. Improved performance was important for its intended role fighting against tanks and enemy helicopters and covering helicopter landing operations. Initially, many different designs were considered, including an unconventional project with two main rotors, placed with engines on tips of wings (in perpendicular layout), and with an additional pusher propeller on the tail. In 1977, a preliminary design was chosen, in a classic single-rotor layout. It lost its similarity to the Mi-24, and even the canopies were smaller, with flat surfaces.
Design work began on the Mi-28 began under Marat Tishchenko in 1980.[3] In 1981, a design and a mock-up were accepted. The prototype (no. 012) was first flown on 10 November 1982.[3] The second prototype (no. 022) was completed in 1983. In 1984, the Mi-28 completed the first stage of state trials, but in October 1984 the Soviet Air Force chose the more advanced Kamov Ka-50 as the new anti-tank helicopter. The Mi-28 development was continued, but given lower priority. In December 1987 Mi-28 production in Rosvertol in Rostov on Don was approved.
A Mil Mi-28N on display
In January 1988 the first Mi-28A prototype (no. 032) flew. It was fitted with more powerful engines and an "X" type tail rotor instead of the three-blade version. The Mi-28A debuted at the Paris Air Show in June 1989. In 1991 the second Mi-28A (no. 042) was completed. The Mi-28A program was cancelled in 1993 because it was deemed uncompetitive with the Ka-50, and in particular, it was not all-weather capable.
Mil Mi-28 nose sensors
Then the Mi-28N, was unveiled in 1995, the N designation meaning "night". The prototype (no. 014) first flew on 14 November 1996. The most significant feature is a radar in a round cover above the main rotor, similar to that of the American AH-64D Longbow Apache. Mi-28N also has improved Tor vision and an aiming device under the nose, including a TV camera and FLIR. Due to funding problems, development was interrupted. A second prototype with an improved rotor design was unveiled in March 2004 at Rosvertol.
Changes in the military situation after the Cold War made specialized anti-tank helicopters, like Ka-50, less useful. On the other hand, its all-weather, two-seat variant Ka-52 had worse performance due to increased weight. The advantages of the Mi-28N, like all-weather action ability, lower cost, and similarity to the Mi-24, have become important. In 2003, the head of Russian Air Forces stated that the Mi-28N will become the standard Russian attack helicopter.[4]
Mil Mi-28 gun mounting
The first serial Mi-28N was delivered to the Army in 2006.[5][6] By 2015 a total of 67 Mi-28Ns is planned to be purchased, when the Mi-24 is to be completely replaced.[6][7]
An export variant of the Mi-28N, designated Mi-28NE, and a simpler day-helicopter variant, the Mi-28D, based on the Mi-28N design, but lacking radar and FLIR have also been developed.

Design

The Mi-28 has two heavily armored cockpits, a windshield able to withstand hits from 7.62–12.7 mm caliber bullets, a nose equipped with electronics, and a narrow-X tail rotor (55 deg) with reduced noise characteristics. It is powered by two 2,200 hp Isotov TV-3-117VM (t/n 014) turboshaft engines.
While the Mi-28 is not intended for use as a transport, it does have a small passenger compartment capable of carrying three people. The planned purpose of this is to enable the rescue of downed helicopter crews.
The Mi-28N features a helmet mounted display for the pilot. The pilot would designate targets for the Navigator/Weapons Officer, who proceeds to fire the weapons required to fulfill that particular task.

Armament

One armament that is commonly seen amongst Mi-28s are a pair of 8 Ataka missile racks along with 2 B-13L rocket pods, each able to carry 5 S-13 rockets. Other rocket options include two B-8 rocket pods, each able to carry up to 20 S-8 rockets. The 30 mm chain gun is a staple amongst all Mi-28 combat loads.
The Atakas used have 4 variants for different tasks. The 9M120 Tandem High Explosive Anti-Tank (HEAT) warhead variant is used against tanks fitted with Explosive Reactive Armor (ERA), its penetrative ability is stated at 800 mm Rolled Homogeneous Armour (RHA).[8] The 9M120F Thermobaric variant is used against infantry, buildings, bunkers, and caves. The 9M120O expanding rod warhead variant is used against other helicopters. All the variants have a range of 6 km. The 9M120M improved version has a longer range (8 km) and better penetration (900 mm of RHA).[9] All of the variants use SACLOS missile guidance.
The S-8 and S-13 rockets used by the Mi-28 are usually unguided. In the most common configuration, one can expect 40 S-8 rockets or 10 S-13 rockets. Both rockets have their variants, from HEAT warheads to a Thermobaric warhead. The S-8 has a shorter range and smaller warhead than the S-13, but compensates with numbers. Currently, the Russian Air Force are upgrading their S-8 and S-13 rockets to laser guided[10] missiles with the proposed Ugroza ("Menace") system. Rockets upgraded under Ugroza would receive designations S-8Kor and S-13Kor, respectively.
The gun armament of the Mi-28 is the 30 x 165 mm Shipunov 2A42 Autocannon. It is a select fire, dual-feed gun, which allows for a cyclic rate of fire between 200 rounds per minute to 550 rounds per minute. Its effective range varies from 1500 meters for ground vehicles to 2500 meters for air targets. Rounds from High Explosive Incendiary (HEI) to Armour-Piercing Discarding Sabot (APDS) can be used. Stated penetration for the 3UBR8 is 25 mm of RHA at 1,500 meters.

Operational history

The Russian Army received the first Mi-28 prototypes for testing in 2004.[1] It received the first serial production Mi-28N in 2006,[5][6] which then joined two prototype helicopters for army trials. The aircraft entered service in 2006.[11] A total of 24 Mi-28s were in service with the Russian Air Force as of February 2011.[12]
On 15 February 2011 a Mi-28 crashed in southern Russian region of Stavropol. One of the pilots later died in hospital.[13][14]

Export interest

The Indian Military asked for a modified prototype of Mi-28 fitted with French and Belgian avionics. Russian manufacturers were discussing how to meet these requirements.[15] In late October 2011, it was reported that the American AH-64D had emerged as the front-runner ahead of the Mi-28N to fill a requirement for 22 attack helicopters.[16][17]

Variants

Mil Mi-28 weapons load
  • Mi-28A – Original production anti-tank helicopter. Development done in 1998, first flight in 2003.
  • Mi-28N/MMW Havoc – All weather day-and-night combat helicopter. It is equipped with a top-mounted millimeter wave radar station, IR-TV, and laser ranger. Serial Mi-28N will have two Russian Klimov TV3-117V MA-SB3 engines (2,500 hp each), made in production by the Ukrainian Motor-Sich. Max take off weight of 11500 kg, max payload weight of 2,350 kg.
    • Mi-28N has entered service under the name of "Night Hunter" (Russian: Ночной охотник). A squadron of Mi-28N from Torzhok took part in a joint army exercise in Belarus in June 2006.
  • Mi-28D – simplified daylight operation version. Similar to Mi-28N, but without top-mounted radar and TV-channel in sight.
  • Mi-28NAe – export version offered to North Korea.[18]
  • Mi-28L – proposed export version for Iraq.
  • Mi-40 – armed transport version.

Operators

 Russia
  • Russian Air Force 52 helicopters in use[19]
    • 344th Centre for Combat Training and Flight Personnel Training, Torzhok
    • 55th Independent Helicopter Regiment, Korenovsk, has been reported to be the first planned operational unit[20]
    • 118th Helicopter Regiment – Dmitriyevka, Oblast
 Algeria
 Venezuela
 Soviet Union

Specifications (Mi-28N)

Mi-28-Havoc-schema.png
Data from Jane's[1]
General characteristics
  • Crew: 1 pilot (rear), 1 navigator/weapons operator (front)
  • Length: 17.01 m (55 ft 10 in)
  • Rotor diameter: 17.20 m (56 ft 5 in)
  • Height: 4.70 m (15 ft 5 in)
  • Disc area: 232.35 m² (2,501 ft²)
  • Empty weight: 8,600 kg (18,960 lb)
  • Loaded weight: 10,700 kg (23,590 lb)
  • Max. takeoff weight: 11,500 kg (25,350 lb)
  • Powerplant: 2 × Klimov TV3-117VMA turboshaft, 1,636 kW (2,194 shp) each
Performance
Armament
  • Guns: 1× chin-mounted 30 mm Shipunov 2A42 cannon with 250 rounds (±110° horizontal fire)
  • Hardpoints: Two pylons under each stub wing to mount bombs, rockets, missiles, and gun pods. Main armament configurations include:
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