Back Mil V-12
1969

Mil V-12

By far largest helicopter ever built, this was unusual extrapolation of Mi-6 a decade later to match greater fixed-wing airlift of An-22 and Il-76. To avoid immense task of developing new set of rotors, reduction gears and transmission, decision taken to double up Mi-6 dynamics and use two sets of Mi-6 engines, gearboxes and lifting rotors side-by-side, left rotor being mirror image, with small overlap. Rotor rpm reduced to 112; gearboxes linked by transverse shafting. Axes inclined forward 4°30’. Engine/rotor groups carried on wings of light-alloy stressed-skin construction with 8° dihedral, sharp inverse taper and set at incidence 7° root 14° tip. Braced at root and tip to main landing gears with torque reacted by horizontal bracing to rear fuselage. Inner/outer trailing-edge flaps fixed in up position after flight trials. Fuel in outer wings and two external tanks; optional ferry tanks in cabin. Fixed twin-wheel landing gear with main tyres 1750 x 730mm, pneumatic brakes, and steerable nose tyres 1200 x 450mm. Large stressed-skin fuselage with crew door each side, three sliding side doors and full-section rear clamshell doors and ramp with left/right twin-wheel ventral bumpers. Aeroplane tail with fin, tabbed rudder, dihedralled tailplane with tabbed elevators, and endplate fins mounted vertically but toed inwards. Flight deck for pilot (left) with engineer behind and co-pilot (right) with elec-syst operator behind. Upper flight deck for nav with radio operator behind. Hydraulic flight control with emergency manual reversion. Autopilot with three-axis autostab; mapping radar under nose. AI-8 turbine APU for ground power and engine start. Main cabin 28.15m long, 4.4m square. Overhead gantry crane with four 1t hoists. Tip-up seats along sides (50 to 120).

First hover 1967 terminated by impact with ground causing severe damage; cause coincidence of primary airframe aeroelastic freq with natural freq of control system, causing uncontrollable vertical oscillations. Second (21142, now at Monino) flown by V.P.Koloshchyenko Aug 1969 to 2255m with payload of 40,204.5kg. NII tests completed and demos at Paris, but abandoned because Mi-26 far superior. ASCC name ‘Homer’.

Bill Gunston "The Osprey's Encyclopedia of Russian Aircraft", 2000

Mil V-12

The Mil Mi-12, known as V-12 in the Soviet Union, and by the NATO reporting name Homer, is so far the only helicopter produced by the Mil bureau to depart from the single main rotor plus tail rotor formula. It is to date the world's largest helicopter and flew for the first time in 1968, but did not enter production. The second prototype, which was presented in the West at the 1971 Paris Air Show, set seven load-carrying records in 1969: in February, a 31030kg load was lifted to 2951m and the following August, 40204kg was taken to 2255m.

The Mi-12 project was started in 1965 with the aim of producing a vertical take-off aircraft capable of carrying missiles or other loads compatible with those of the four-engine An-22. The bureau chose the side-by-side rotor formula in order to use the engine-transmission-rotor assembly of the helicopters of the Mi-6 / Mi-10 series with minimal modifications. Two of these assemblies were in fact mounted at the tips of the two short wings, which had an inverse taper from the root to the wingtips. The engines were 6500shp Soloviev D-25VF turbines giving the helicopter a maximum speed of 260km/h, with a 35400kg load and 500km range. The large cargo hold measuring 28.15m long by 4.4m wide could take various kinds of loads, including very bulky ones, as well as troops or handling crews. The fuselage had a conventional, semi-monocoque structure, with large clamshell loading doors at the rear to facilitate handling of bulky loads. The flight deck was on the upper floor of the cabin and there were six crewmembers. On the ground, the helicopter was supported by large, fixed tricycle landing gear with two wheels on each unit. A large end-plate fin tail unit was mounted at the rear of the fuselage, with moving vertical and horizontal surfaces.

As well as being designed for military use, the Mi-12 was probably intended for service with Aeroflot, especially for deployment in areas of Siberia which are rich in resources but which have very poor communications. Technical problems were almost certainly responsible for development of this aircraft being abandoned in favour of the Mi-26.

G.Apostolo "The Illustrated Encyclopedia of Helicopters", 1984

Mil V-12

Although only two examples of the Mil Mi-12 were built, both being V-12 prototypes, this giant machine is worthy of mention as the world's largest helicopter to have flown to date. To economise in effort and development cost, the Mil design team adopted the main rotor, transmission and powerplant of the Mi-6, using them in duplicate, one such unit being located at the tip of each of the extensively-braced fixed wings. The use of twin counter-rotating main rotors eliminated the requirement for a tail rotor, the tail unit consisting instead of conventional surfaces, plus endplate fins at the tips of the tailplane. The four Soloviev D-25 VF turboshaft engines had a combined output of 19388kW, enabling the V-12, first flown on 10 July 1968, to establish a series of records in February 1969 which, when submitted for ratification, was the first intimation received in the West of the existence of this giant helicopter, then allocated the NATO reporting name 'Homer'. Later in the year, on 6 August 1969, the V-12 lifted a payload of 40204.5kg to a height of 2255m, establishing a record that remains unbeaten. The first prototype was destroyed in a non-fatal landing accident during 1969, but although the second prototype was used for a large number of demonstration flights, no further development or production ensued.

D.Donald "The Complete Encyclopedia of World Aircraft", 1997

The V-12 had a fuselage and tail unit more akin to a fixed wing trans-port and was lifted by two Mi-6 rotors mounted at the ends of outrigger wings. A pair of D-25VF turbines was fitted at the tip of each wing to power the rotors. With the crew perched in a cockpit above the nose the V-12 had an unobstructed cabin capable of carrying 120 passengers. Unfortunately, testing of the V-12 started with a disastrous heavy landing and the Mil team experienced major stability difficulties with the two remaining prototypes. The performance of the V-12 never matched that of Mil's other large trans-port helicopters and it was eventually abandoned.

R.Simpson "Airlife's Helicopter and Rotorcraft", 1998

The Mil V-12 (Mi-12), which was allotted the NATO reporting name Homer, is currently the world's largest helicopter, but does not appear to have progressed past the development phase. This is presumably because of technical problems rather than performance deficiencies, for the V-12 holds many world records for payload and payload- to-altitude.

The origins of the V-12 lie with a 1965 Soviet air force requirement for a heavy-lift helicopter able to carry major missile components. These would be brought into remote missile site areas by fixed-wing aircraft, notably the Antonov An-22, and then lifted from the airfield to the launch site by the new helicopter.

There also existed a civil requirement for such a machine, principally for use in developing Siberia which is resources-rich but communications-poor. The military specification, calling for a tandem-rotor configuration using dynamic system components from existing helicopters, was paramount, however, as evidenced by the fact that the V-12 has the same basic hold dimensions as the An-22: 4.4m by 4.4m, with length only 4.85m less than that of the An-22 at 28.15m.

Although the requirement called for a tandem-rotor layout, Mil received early permission to concentrate instead on a twin side-by-side rotor configuration, which the design bureau claimed as having better reliability, fatigue life and stability. Thus the V-12, which first flew in the second half of 1968, appeared with a fuselage resembling that of a fixed-wing aircraft, from whose top spring two inversely tapered wings carrying the twin dynamic systems at their tips. Each of these dynamic systems is very closely related to that of the Mi-6 helicopter: it comprises two 6500shp Soloviev D- 25VF turboshafts, uprated from the 5500shp of the Mi-6's Soloviev D-25V by the addition of a zero stage to the compressor and by an increase of operating temperature.

The two engines are located side-by-side with twin intakes, and drive five-bladed metal rotors. The left rotor rotates anti-clockwise and the right unit clockwise; the two units are connected by transverse shafting to ensure synchronization and the continued rotation of both units in the event of engine failure at either wingtip. The lower part of each cowling can be dropped to form a working platform for mechanics. Fuel is housed in two cylindrical tanks mounted externally on the lower fuselage sides. The main units of the fixed tricycle undercarriage are supported by a plethora of struts bracing the wings and running from the lower fuselage, wings and engines.

Although the V-12 could accommodate large numbers of passengers, tip-up seats are provided for only 50; the reason for this is that the type is intended mainly for heavy-lift work, with accommodation only for drilling crews, missile crews etc. The main freight hold has overhead rails for a moving crane which has four loading points, each rated at 2500kg, or can alternatively lift a single item of up to 10000kg. The bottom of the rear fuselage comprises an inbuilt loading ramp, with large clamshell doors forming the rear fuselage aft of this point.

The first prototype crashed, apparently as a result of engine failure, during 1969, but the second prototype established seven world records the same year. On February 22, the V-12 lifted a payload of 31,030kg to 2951m, breaking the records for maximum payload carried to 2000m. On August 6, a load of 40,204.5kg was lifted to an altitude of 2255m, which constituted a new payload record for 2000m, and payload-to-height records for 35,000kg and 40,000kg.

Despite these impressive performances, little has recently been heard of the V-12, and technical problems have presumably led to its abandonment.

Bill Gunston "The Illustrated Encyclopedia of Commercial Aircraft", 1980

*     *     *


Photo Gallery 

Mil Mi-12

Models of two V-12 tandem-rotor variants

Model of V-12 winged tandem-rotor variant

A model of V-12 single-rotor variant powered by four D-25V turboshafts

A model of V-12 single-rotor variant powered by two high-power engines with low-rotating turbine and vertical shaft

Full-scale testing stand of V-12 final side-by-side twin-rotor variant

K-10S cruise missile loading into V-12 cargo cabin mock-up

V-12 first flying prototype assembling in the shop of the helicopter plant in Panki

V-12 first flying prototype assembling in the shop of the helicopter plant in Panki

A truss cantilever and a wing of the V-12

V-12 cargo cabin

V-12 roll-out from assembly shop, June 1967

V-12 at production flight tests

V-12 at production flight tests

V-12 first prototype in flight

Self-propelled technic loading into V-12 cargo cabin

Self-propelled technic loading into V-12 cargo cabin

M.L.Mil at V-12 tests

V-12 supergiant and Mi-2 light helicopter

V-12 second prototype in Monino Air Force Museum

Technical data for Mi-12

Crew: 6-10, engine: 4 x D-25VF turboshaft, rated at 4780kW, rotor diameter: 35.0m, wingspan: 67.0m, length: 37.0m, height: 12.5m, take-off weight: 97000-105000kg, empty weight: 60000kg, max speed: 260km/h, cruising speed: 240km/h, service ceiling: 3500m, range: 800km

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He told me that has a medicine call ASPOLINE BC ROOT MEDICINE AND TIVON D1, D2 CETRIN that he uses in curing HIV/AIDS. This sound so unusual because i went to some stores and pharmacies to find this drugs, i didn't see them. He then said this drugs are not ordinary medicine, that they are spiritual herbal medicine prepared for only 7days usage and i must do what he tells me because he is going to be working in his temple with my pics with the spirits as i use this medicine.
I did as he has said and adhere to his words. he prepared the herbal medicine for me and i used it for 7days exactly. The greates news is that immediately i have finished the medicine he asked me to burn the cup and use the ashes to bath. I did as he said and also did some prayers. I then went to the hospital to confirm if i am truly healed, the result that came out said "i have no HIV/AIDS in my cells and blood and that i am completely ill free, this surprise me because i was expecting to see may be i am almost healed, but the results said i am completely HIV/AIDS NEGATIVE.
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Sh, na, 02.05.2013

no comment

Edgardo, edgardo_oscar=yahoo.com.ar, 24.03.2013

es impresionante este helicoptero, que capacidad tecnologica e industrial tienen los rusos. Muy buena la página, saludos.

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soccer, mosan.kii=yahoo.uk, 17.06.2011

we like copters and plans not asshole with bullshit about ghost money to get some fools

John, azimuth361=yahoo.com, 27.04.2011

I'm trying think of the advantages of a transverse rotor configuration over a tandem rotor and can't think of any. Maybe they wanted to move the engines away from the fuselage to reduce noise, but the text indicates that this was primarily a cargo aircraft. This configuration takes up more hangar space, adds drag and weight, plus there's the engineering challenge of making the lifting surfaces separate from the fuselage. Why on earth did they choose this configuration?

LaTonyer, LaTonyerPum=Yahoo.com, 21.01.2011

I like big long things. They feel so good inside me. I need fuhk fuhk guud mi sey.

your mum, 07.01.2011

bow chika wow wow!!!!!

a.casais, 14.12.2010

this site have to keep these crap of scam mail apart, we like copters and plans not asshole with bullshit about ghost money to get some fools

Stella Xto, stella_xto323=yahoo.in, 19.06.2010

Dearest in Christ.
I am Mrs Stella Xto from Ísland, I am married to ARCH DEACON SOLOMON who worked with Ísland,embassy in Ivory Coast for nine years before he died in the year 2003.We were married for 25 years without a child. He died after a brief illness that lasted for only four days.

Before his death we were both born again Christian.Since his death I decided not to remarry or get a child outside my matrimonial home which the Bible is against. When my late husband was alive he deposited the sum of $(2.5million) in a bank here in Abidjan.

Recently, my Doctor told me that I would not last for the next Eight months due to cancer problem. Having known my condition I decided to donate this fund to a church that will utilize this money the way I am going to instruct herein. I want a church that will use this fund for orphanages, widows, propagating the word of God and to endeavor that the house of God is maintained.

The Bible made us to understand that "Blessed is the hand that giveth". I took this decision because I don't have any child that will inherit this money and my husband relatives are not Christians and I don't want my husband's efforts to be used by unbelievers. I don't want a situation where this money will be used in an ungodly way. This is why I am taking this decision.

I am not afraid of death hence I know where I am going. I know that I am going to be in the bosom of the Lord. Exodus 14 VS 14 says that "the lord will fight my case and I shall hold my peace".
I don't need any telephone communication in this regard because of my health hence the presence of my husband's relatives are around me always. I don't want them to know about this development.

With God all things are possible. As soon as I receive your reply I shall give you the contact of the bank in Abidjan. I will also issue you an authorisation letter that will proove you the present beneficiary of this fund.
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Please always be prayerful all through your life.Contact me on my email any delay in your reply will give me room in sourcing another church for this same purpose. Please assure me that you will act accordingly as I Stated herein.
Hoping to receive your reply.

Remain blessed in the Lord.
Your's Sister In Christ
Mrs Stella Xto

mohammed abdulai, mohammed.abdulai=live.com, 17.06.2010

Dear Sir,
I saw your address online and i decided to contact you with this regards. Below is the

contacts of my family, We are from Bogoso Tarkwa,Western Region Ghana,our family Chief

name is Chief.Kwami Boakye 111, We are highly interested to deal in a long terms business

with you, if only you can understand our primary problems. we are facing a lots of

problems in our mining concessions, because we lack modern mining equipments and

machines,we are using man power to mine,i mean we uses local method to mine such has been

resulting loosing the life of the workers in the site for lack of machines. For now we

are in the position of 200 kilos of alluvial gold dust 23+ carats with 99.9 purity and

our local price is $15,000usd per a kilo,upon hearing from you then i will disclose to

you exactly the type of equipments machines we need for the projects.
REGADS,

BigDick, cock=yahoo.com, 09.05.2010

Russian made homocopter

bob, joesomebody9=gmail.com, 04.02.2010

hello

jake, jake=yahoo.com, 31.01.2010

why the 419 scam message?

mrs joy abali, joy_abali=cantv.net, 19.11.2009

FROM:MRS JOY ABALI
PLOT 102 RUE 12 KOUMASSI 32
ABIDJAN COTE D' IVOIRE

My Dear,
It's my pleasure to contact you for a business venture which I and my Son,intend to establish in your country. Though I have not met with you before but I believe,one has to risk confiding in someone to succeed sometimes in life.

There is this huge amount of Seven Million U.S dollar ($7,000,000.00) which my late Husband kept for us in a security house here in Abidjan, Cote d'Ivoire before he was assasinated by unknown persons. Now i and my son have decided to invest this money in your country or anywhere safe enough outside Africa for security and political reasons.

We want you to help us to transfer this fund to your country for investment purposes on the followings below:
1). Estate Industry
2). Hotel Industry

If you can be of an assistance to us we will be pleased to offer to you 15% Of the total fund on our arrival to your country.
I await your soonest response. Extend my warmest regards to your entire family.
Thank you and God bless you.
Sincerely yours,
MRS JOY ABALI.
PLOT 102 RUE 12 KOUMASSI 32
ABIDJAN COTE D' IVOIRE.

Willy K, 13.11.2009

As of Nov-2009 a small model company called Eastern Models have mad ea few 1:200 scale models of it! Quite expensive, but worth it for the collecting enthusiast..

greeen601, 14.07.2009

This one was the superior in my favourite card game I had as a kid.

Nipuna Chamara, nipunachamara=live.com, 14.06.2009

wow wonderful......
I love those immense machines

gary, 940389=mails.ptes.tp.edu.tw, 07.05.2009

1234

HAHA, nick_barratt(=)hotmail.co.uk, 24.04.2009

Who cares, I have two of these things parked in my driveway.

Air, 06.04.2009

V-12 in Monino Museum http://www.monino.ru/index.sema?a=pages&id=22

kadex, goldwing63=gmail.com, 09.03.2009

this is verygood

kadex, goldwing63=gmail.com, 09.03.2009

this is verygood

Duke Net, netorius=hotmail.co.uk, 02.01.2009

probably no one could get their hands on the designs for this monster. im a private engineer and looking in to spending some money on improving some of the failed Russian monsters for jobs in the north Canada area if you can email me at netorius@hotmail.co.uk
(im not for giving my name out cause i don't want the attention that will come with it) ill go by my nickname of nick for any who can help me.
many thanks to all who help.

F, 29.12.2008

Thats one hell of chopper russians are sure building everything huge

seth merrell, lmerrell2=ec.rr.com, 30.09.2008

I think that the MI-12 should be saved.

Fazza, 18.05.2008

Is that the best you can do in forty years?!

Greatezz, the9reat=yahoo.com, 26.03.2008

Please send me A literature of engine choper single pilot, Iam so interest for that, to try my hobbie to make it. thank you.

daisycutter, 19.01.2008

codename homer?....doh the russians loved making technolagy huge its like state sculpture..makes a statement

nn, 09.09.2007

No u didnt

kjdbcsuif, 25.08.2007

I got to fly that thing its crazy!

Mike Burton, nick_barratt=hotmail.co.uk, 09.08.2007

Yes you are.

Nick Barratt, nick_barratt=hotmail.co.uk, 09.08.2007

You are a smelly little cunt ar'nt you!

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FACTS AND FIGURES

© The enormous D-25 turboshaft engines were also used in other very large Mil helicopters like the Mi-6 and Mi-10.

© The one remaining V-12 can be seen at the Monino air force museum in Moscow.

© The V-12 had hydraulic flight controls, but it could also be flown manually.

© Fully loaded, the V-12 was as heavy as nine Mi-24 'Hind' gunships, or more than twice as heavy as an Mi-6.

© The main cabin of the V-12 was 28.15m long and 4.4m square.

© Optional ferry tanks could be carried inside the V-12 for maximum range.



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