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Mil Mi 2 for sale

Mil Mi 2 for sale

By the end of the 50-IES is widely used in the armed forces and the national economy of the USSR light helicopter Mi-1 piston engine AI-26V has already failed to meet the demands of the times. A number of projects for the modernization of MI-1 (including a gas-turbine engine) remained on paper. In the course of design work from designers OKB-329, chaired by Mikhail Mil, the idea of applying the lightweight helicopter powerplant of two gas turbine engines. This ensures greater reliability and flight safety. The draft of the new twin-engine multipurpose helicopter received the designation b-2. You can find Mil Mi 2 for sale offers below. Mil Mi 2 prices you can get by contacting our specialists. Average Mil Mi 2 price – $300,000

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Mil Mi 2 specifications:

ModificationMi-2
Main rotor diameter, m14.50
Tail rotor diameter, m2.70
Length, m11.40
Height, m3.70
Mass, kg
blank2372
normal takeoff3500
Max takeoff3659
Fuel, l
internal600
additional tank238
Engine type2 GTD GTD-350 Klimov
Power, kW2 x 298
Maximum speed, km/h210
Cruising speed, km/h194
Range, km
normal580
with maximum loading340
with an additional tank790
Rate of climb, m/min270
Service ceiling, m4000
Static ceiling, m2000
Crew, pers1
Payload:10 passengers or up to 8 soldiers
https://www.youtube.com/watch?v=uQlZ2t1Cf-U
More information about Mil Mi 2

Mil Mi 2 for sale

The new helicopter were interested not only CIVIL AIR FLEET, but the air force. May 30, 1960 came government regulation, according to which the OKB-329 (now the mil Moscow helicopter plant m. L. Mil) was developing a light helicopter in several variants: passenger, agricultural, transportation, health and training. Started by helicopter oversaw the Deputy Chief Designer v. a. Kuznetsov, and directly led to their Chief Designer a. x. Serman (later-a. Britvin).

In the process of developing in-2 designers tried to make maximum use of the sites, aggregates and parts of MI-1 (in particular, hosts the main gearbox, transmission, rotor and other parts), but in General, a completely new machine lučmlas′, and claims by some Western authors that ” Mi -2- this twin-engined version of the Mi-1″, able to call in the best case, condescending smile.

For power plant meet Leningrad OKB-117 under the leadership of Sergei Petrovich Izotova (now-NPP them. V. Klimov), which devised for helicopters-2 GTD-350 turboshaft engine rated at 400 HP its application allowed quickly deploy in the production and exploitation of a new lightweight, small size helicopter second generation, greatly surpassing the MI-1 on flying characteristics.

New helicopter had an all-metal construction. The powerplant was located in an imposing superstructure above the fuselage-the so-called Cabane (from French: cabane). Ahead of the main reducer trëhstupenčatogo were two of the engine GTD-350, and above them-masloradiatora cooling fan and main reducer. The pilot and passenger seats were placed in the front part of the fuselage, there were batteries and equipment. Next was mixed cargo cabin with door on the left side; to the floor of the cabin was the container of the fuel tank, simultaneously serving as a point of attachment for two triple sofas. For another (eighth) to the back of the passenger cabin was the rumble seat. Sanitary version in the cabin can accommodate up to four patients on stretchers and the accompanying health worker.

On the sides of the fuselage could be fastened two additional cylindrical fuel tanks. A helicopter equipped with an cargo boom-winch and external sling system capacity up to 800 kg. Towards the end of the tail boom was managed stabilizer; its installation angle changed automatically in accordance with changing pitch rotor blades.

Nosewheel undercarriage consisted of two main pillars and pyramid dvuhkolësnoj front strut with lever suspension. Rackmount chassis used single-chamber pnevmomaslânye shock absorbers. Winter ski or could install with ski undercarriage.

Carrier system consisted of trëhlopastnogo main rotor with blades rectangular in plan and two-bladed tail rotor thrust. Rotor was fitted with hydraulic dampers. General management and cyclic pitch of the main rotor was carried out with the help of power and in case of failure of the hydraulic system the pilot could use direct (manual); the efforts on the handle were quite acceptable.

In January 1961, 2011. the State Commission signed the Act in layout-2. In August of the same year at the factory # 329 in Latonyerpum=yahoo.com under Moscow (experimental production of OKB m. L . Mile ) completed the construction of the first prototype instance (factory n-0101, t. (e) . the first series, the first instance in the series). Factory trials started literally through the month. Leading engineerOM gross tests nominated. Makarova. 22 September of the same year, test pilot, first grabbed in-Alferov 2 from the ground and after a brief 15-minute made hovering flight at low speed.

During the factory testing helicopter equipped Ottoman tail rotor thrust increased, but he failed and was replaced with a two-bladed (but of a different design) in October, an experienced in-2 transferred to consolidated state. Initially the first prototype had no signs, but in the tests received registration number SSSR-06152 (according to other data-USSR-01617) air force hoped to use the new helicopter mostly as TRAnsportnyj, sanitary and communication. The first two options can be applied to the CIVIL AIR FLEET, but the necessary modification for civil aviation was considered agriculture. It is in this version of the plant #329 completed in late 1961 g. Assembly the second prototype in-2 (head. # 0102). He intended for spraying and pollination of agricultural and forest land. Chemist ATA were housed in two metal tanks of capacity 400 l, krepivšihsâ on the sides of the fuselage. Spraying chemicals produced by using a long transverse rods through special fans and pumps, installed at the bottom of the tank. In addition, the second prototype was different from the first presence of pitching plane on the tail boom to the improvement of track stability (repudiated), cockpit glazing design, the placement of the antennas and the addition of a flashing beacon.

In December, pilot-ipytatel′ and Anopov raised the second prototype b-2 into the air, and in February 1962, this machine also handed over to the State. During flight tests May 14, 1963 test pilot v. Anopov and tester NII GVF l. Babadzhanova installed on the second prototype light helicopter speed record (253.818 km/h on the basis of 100 km). For the record flight of agricultural equipment was dismantled, in order to reduce the drag of the main landing gear wheels were replaced with rollers, and nasal-wheel-lyžonkoj. Later, in 1965, this record was broken on the same machine lëtčicej t. Rusiân (269.38 km/h).

In 1963-65 b.c. the second prototype in-2 participated in special activities at the collective farm ” Wrestler » (Moskovskaya Oblast), (a) then it was demonstrated at the international exhibitions “Chemistry” and “Modern agricultural equipment and machines”. As and the first prototype, ponačalby it was without number, but by 1965 he was registered SSSR-06180.1 by the time the helicopter worked (in particular had increased glazing area cabin). This machine is actively used in the OKB for testing new equipment (for example, 600-liter fiberglass tanks for chemicals), as well as to experiment with color schemes.

Despite successful tests, lapping and improving agricultural equipment took so long as design m. L. Mil, and later Polish constructors when upgrading helicopters.

In the process of testing experienced 2 revealed some weaknesses. problems principally on powerplant engine GTD-350 needed trimming; in addition, the construction of the power plant had to be refined to improve ease of maintenance: engines ” push » , that led for a partial adaptation of the transmission and the fuselage. Accordingly, a few changed the shape of the boar: its anterior portion steeper abated down and was not convex, and </b153 > concave. Slightly decreased obtecatel near bushes main rotor, and-type pimple on each side front of engine exhaust pipes become cloven not angular and do instead of horizontal blinds below round air intake masloradiatora, pridavavših placeholders in a type 2-smorŝennogo the elder, there were two oval holes, “a metal grid and air intake lost chrome edging; re-directed masloradiatora moved forward.

Rotor completely remade with the increase in the number of revolutions. Was created and a new tail rotor with greater thrust. For the testing of all these innovations in mid-1966 he was finalized by the second prototype (USSR-06180); Now this machine serves as a training tool at the Moscow Aviation Institute.

Lapping helicopter and engine delayed testing in-2, which ended only in 1967, and all the tests have shown that not only the helicopter Mi-1 is far superior to performance specifications, but also has advantages in reliability and security in many foreign odnodvigatel′nymi similar class helicopters. Features in-2 could completely replace in the national economy and the army not only MI-1, but also more heavy Mi-4. September 20, 1963 State Commission recommended that a new light helicopter to launch serial production under the designation Mi-2.

The first information about the new helicopter Mi-2 were published on the eve of the opening of the XXII Congress of the CPSU as a ” gift Congress”. In those times such “gifts” were in the order of things.

The creation of the helicopter-2 (MI-2) was an important stage in the continuation of the process initiated in the 50-IES Soviet-Polish cooperation on licensed production of aeronautical engineering. In September 1962, the first experimental machine showed members of the Soviet Government and the representatives of the people’s Republic of Poland. After this show, it was decided to expand the series production of Mi-2 in NDP forces concern ” Pezetel » (PZL-Parlstwowe Zaklady Lotnicze, Public aviazavody). Curious , that in difference from other withovetskoj aircraft on the production which Poles have received the license (en-2, MIG-15bis, MIG-17F fighters/PF), this machine has not been produced in the USSR.

Representatives of the two countries ‘ aviation negotiations for serial production of helicopter Mi-2 began in 1963 in January 1964, signed the agreement on the Polish side of the licenses for the production of Mi-2 helicopters and engines for them. Under the agreement, the Soviet Union guaranteed purchase in Poland of a sufficient number of helicopters, engines and spare parts.

In those days, such issues can be resolved quickly because the dare over. So even before the signing of the agreement, at the end of 1963, began developing the serial production of Mi-2 in one of the branches of the concern ” Pezetel » – vertolëtnom plant in g. Ŝvidnik Lublin province (WSK Swidnik, i.e. Sprzetu Wytworma Komumkacyjnego-plant vehicles).

Earlier at the same factory under the designation SM-1 (from the word Smiglowiec-pronounced “ŝmiglbvec” – helicopter) was built on license helicopter Mi-1, as well as its modification, developed in Poland-SM-2. Gtd-350 engines and gearboxes VR-2 instructed branch concern “Pezetel” in g. Rzeszow (WSK Rzeszdw).

Typically, licensed production is based on serial production documents; in the case of Mi-2 Polish specialists have only drawings, prototypes and technological and organizational part had to develop in zavodskoy KB. Initially the helicopter got was the designation SM-3, but then decided not to mudrstvovat′ crafty and returned to the designation ” Mi -2 ».

Plants in Ŝvidnike and Rzeszow had in a short time to learn new technological processes. The Soviet Union assisted in the Organization of production, supplying equipment and materials to the Polish factories were sent to Soviet specialists.

in August 26, 1965 Ŝvidnike flew the first Mi-2, assembled from Soviet components. First flight of Mi-2, completely manufactured in Poland (head. # cited as 320001), took place on 4 November 1965 onwards; machine piloted by a crew composed of b. Mercika (w. Mercik), k. Moskovich (k. Moskowicz) and x. Ârovskogo (n. Jarowski).

The first cars (the zero series) was transferred to the Soviet Union for trial operation. Externally, the serial Mi-2 modified second prototype differed from the lack of pitching surface on the tail boom and some form of holes in front of the wild boar under masloradiatora air intake (they were oval and rectangular). Changed the location of antennas, radios and flashing lamp (from the middle of the tail boom it was postponed to the end of it).

Next year production began at full power. the first instance (serial number 101. # 520101086) was transferred to the AIR FORCE of the NDP 29 December 1966 g. after četyrëhmesâčnyh factory tests. Alas , this the machine is not preserved: it was written off after the accident, and its tail boom installed on another Mi-2 Polish Air Force (Board 2026. # 552026101).

In 1967, the international premiere took place, represented the machine not the USSR and Poland. Serial Mi-2 p Polish production (registration SP-PSC. # 530322047) was shown on 27-m International aerospace Salon in Le-Bourget with exhibition number n-152.1 After this Committee NATO on harmonization of aviation standards (ASCC) has assigned helicopter code name “Hoplajt” (-Hoplite Hoplite, foot soldier in the army of ancient Greece). In Poland Mi-2 got the name “Marabut” (Stork Leptoptilos), but it didn’t stick. And very good, that so – Marabu because, as you know, vile bird, fed carrion..

Since 1974, the plant in Ŝvidnike was fully responsible for the design and quality of helicopters. Since then, the Polish designers using Soviet colleagues did a great job on the modernization and improvement of the helicopter. In particular, to the 20-th series (October 1971 g.) sliding front window replaced the left sliding door to facilitate the embarkation and disembarkation of pilots. Fiberglass blades were developed bearing and rotors, new farm equipment (incl. 600-liter fiberglass tanks for chemicals to replace metal 550-liter), improved design and technology of production of many parts and components. In 1971, one of the first cars constructors vertolëtnogo Moscow plant was first installed and tested dust device (ROM), umen′šavšie engine wear when working with dirt floors; Subsequently, ROM staged some of Polish Mi-2.

For assistance with production of Mi-2 number of employees of the Moscow vertolëtnogo plant received the Polish Government awards, and Chief Designer m. l. miles and n. s. Otdelencev who made a significant contribution in the introduction of helicopter-Commander Crosses Polonia Restituta.

For several years, the Mi-2 was the only twin light helicopter, wasn’t mass-produced. Only six years later, in 1971, went to a series of American helicopter of similar class Bell 212 with coupled engines, Pratt and Whitney Canada PT6T-3 Twin Pack (RTbT-3 Twin Races).

In 1965, began exporting Mi-2. Most helicopters of this type was delivered in the USSR and other socialist countries. In addition to the Soviet Union, MI-2 purchased Burma, Bulgaria, Hungary, East Germany, Egypt, Iraq, North Korea, Cuba, Lesotho, Libya, Nicaragua, Syria, Romania, Czechoslovakia and Yugoslavia. In 1978 one Mi-2 in agricultural version got even in the United States, receiving registration N51946.

Later, at the expense of resales Mi-2 appeared in other countries (for example, in Djibouti, Turkey, Venezuela, etc.). The main export modification was mixed, but were delivered to customers, and specvarianty. In 1974 year Czechoslovakia acquired Mi-2 with special equipment for traffic control. In the same year in Bulgaria was diagnosed with Mil Mi-2 radar equipment to monitor pollution in the water area of the Black Sea. Agricultural variant was used in the Soviet Union, Poland, East Germany, Hungary, Iran, Iraq, Yugoslavia and Lebanon.

The Mil Mi-2 helicopters of Polish production appreciated. Sometimes, however, there have been excesses and poles mostly treated, to put it mildly, not Ahti (why-that’s another story), and occasionally this relationship was further not Ahti. Say that in one of the new, just from the factory, MI-2 our pilots found the note to read as follows: ” In this helicopter has a fatal flaw, but you’re its horseradish find! »

In the USSR, the Mi-2 was operated in three main variants: transport-passenger (who could in airfield conditions improved in liaison, health, rescue, patrol, or aèrofotos″ëmočnyj), agricultural and training with dual administration. We have these options were respectively MI-2T, MI-2SH and MI-2U. ” Deuces » actively used in as the ship’s helicopters on icebreakerx for the exploration of ice conditions and the relationship between the courts. Used Mi-2 and Polar aviation.

From the very beginning of operation of Mi-2 became a popular machine in the civil aviation system. as a rule, ” aèroflotovskie » Mi-2 received registration numbers in Seris 14, 15, 20 and 23 (for example, USSR-14089-15207-20320 and -23309), but there were also cars with numbers in “en-fourteenth” series 81500. Already after the collapse of the SOVIET UNION began to appear “fired” from AIR FORCE copies with numbered in series , 0000 and one Mi-2u had </b163 > “en-twelfth” room of the USSR-11074 (on head. # 548811074). After 1973 g. initial Red-white-grey and greenish-white color scheme replaced the Blue-white-grey on a new uniform standard of Aeroflot. Mi -2, fly on the far North and the far East, got the Orange-sinûYu coloring for greater visibility on the background of snow and ice in the case of a forced landing.

Mi-2 m -multi-purpose helicopter developed by the Polish firm PZL Swidnik based multipurpose helicopter Mil Mi-2. As a result of works to further improve the basic version of the Mi-2 Mi-2 project (Mi-2), i.e. modernised, with forced GTD-350P engines ft capacity of 331 kW (450 HP). initially, according to the established in the year 1967 MVZ project, MI-2 m was supposed to set forced GTD-550 motors, the new Che-tyrëhlopastnoj rotor and an enlarged fuselage moving door closet. Elaboration of the project Polish designers led by x. Červin′skogo (n. Cierwiriski) that was 1968, resulted in two sub-options-MI-regulators (Mi-3) and MI-m2 (Mi-m2), equipped with forced GTD-350P engines.

MI-regulators, in addition to the new powerplant, no different from the underlying model. But MI-m2 had a redesigned fuselage with increased midelem (due to greater heights) and the fuel tank under the floor of the cockpit. Because the helicopter view was quite fun: potbellied and snub the fuselage looked like they took the usual Mi-2 and conned. Removing the fuel tank under the floor, the designers made the cabin floor level and could increase the numbersabout seats up to nine (according to other data-up to 11). Cockpit doors have increased somewhat, and the right door was sliding (standard Mi-2 it swing), and the passanger cabin to assist boarding and alighting have done two sliding doors instead of one swinging from the left side. Fuel capacity was increased to 1311 l (in particular, due to the use of new outboard tanks). The increased gross weight demanded strengthened chassis. All three racks got dlinnohodnye shock absorbers, shock absorber fastening points with major racks were significantly higher than previously (similar to MI-8); While increased wheel track. The bow rack increased diameter wheels have been applied; This, coupled with the modified amortstojkoj changed “posture” of the machine – on ground it stood not horizontally, and pulling up its nose (again same on manners Mi-8).

Experienced MI-m2 (registration SP-PSK. # ZD 0102113) committed the first flight of 1 July 1974 year; Captain the car factory pilots Ohalik (Ochalik) and Zbigniew Dombskij (Zbigniew Dambski). This machine was exhibited in Moscow at the exhibition held at the Expocenter from 17 July to August 18, 1974 and consecrated the thirtieth anniversary of the NDP later was built one prototype (Board 0104. # ZD 0104054), However, from the-wand low reliability uprated engines having both machines have decided to discontinue the first prototype is now stored in Ŝvidnike (register it later got serial W-3), and the second became a Museum exhibit of the brotherhood-in-arms in the town of Džonuv, near Zielona Góra.

Mil Mi 2 prices about 300 000 USD.

ModificationMI-m2
Main rotor diameter, m14.50
Tail rotor diameter, m2.70
Length, m11.40
Height, m3.75
Mass, kg
blank2402
normal takeoff3550
Max takeoff3700
Fuel, l
internal835
with two PTB1311
Engine typeTBG TBG Klimov 2-350P
Power, kW2 x 331
Maximum speed, km/h210
Cruising speed, km/h200
Range, km
with standard fuel350
with PTB12t
Rate of climb, m/min420
Service ceiling, m4000
Static ceiling, m2000
Crew, pers1
Payload:10 passengers or 4 stretcher with an accompanying or 700 kg of cargo in cabin or 800 kg of cargo on the hook

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