This comprehensive training program is designed for licensed helicopter pilots converting to the Mil Mi-8, Mi-171, or Mi-172 types after initial pilot training. It aligns with Lao Civil Aviation Authority (Lao CAA) regulations and the standards of other civil aviation authorities that continue to certify and operate Russian Mi-series helicopters (e.g. in Russia, Central Asia, and parts of Africa).
In all of these jurisdictions, a specific type rating is required to act as pilot-in-command on heavy multi-engine helicopters like the Mi-8 family (which exceed 5,700 kg/12,500 lbs MTOW). The program is structured into separate modules for each helicopter type (Mi-8, Mi-171, Mi-172), with a standardized curriculum layout covering ground school, simulator training, flight training, and final testing.
Simulator usage is integrated in accordance with international best practices – where a qualified flight simulator is available, it is used to safely train for complex or emergency scenarios (e.g. vortex ring, tail rotor failure) that are impractical or risky to reproduce in a real aircraft.
Each module outlines prerequisites, training content, required hours (both simulator and actual flight), duration, and assessment criteria up to the final check ride. The program ensures that pilots meet Lao CAA’s licensing requirements and those of any accepting authority, following ICAO-compliant standards for type rating issuance. Below, the training curriculum for each helicopter type is detailed.
Mi-8 Type Rating Conversion Course
Prerequisites:
Pilots must hold at least a valid helicopter pilot license (CPL(H) for commercial operations, or PPL(H) if for private use) and be qualified on at least one helicopter type from initial training. Lao CAA and ICAO rules also require an appropriate class medical certificate and English language proficiency (ICAO Level 4 or higher) for international operations.
This prerequisite module covers basic multi-engine helicopter concepts and systems to bridge the knowledge gap. In summary, entrants should have:
- A current CPL(H) or PPL(H) license with instrument rating if IFR operations are intended.
- A Class 1 medical (for CPL) or Class 2 (for PPL) as required by Lao CAA.
- Sufficient flight experience (by regulation, heavy helicopter type training requires a foundation of helicopter PIC hours; for example EASA rules mandate ~70 PIC hours before starting a multi-pilot heavy type course).
- (Recommended) prior exposure to turbine helicopters or completion of a turbine transition course.
- English proficiency (ICAO Level 4+) to understand technical training and for eventual international operations.
It is recommended that the pilot has accumulated a baseline of rotorcraft flight experience (e.g. 70 hours Pilot-in-Command on helicopters if seeking a multi-pilot type rating, per typical international guidelines) to ensure they can benefit fully from the advanced training. If the pilot’s previous experience is only on single-engine or light helicopters, a brief turbine engine and multi-engine familiarization module is included prior to the Mi-8 course.
Ground School (Mi-8):
The Mi-8 ground school is an extensive classroom and/or computer-based instruction phase, typically 40–50 hours of coursework. It is a CAA-approved syllabus covering all systems and operational knowledge required for safe Mi-8 operation.
Major topics include:
- Aircraft Systems and Limitations: Detailed study of Mi-8 airframe and systems – airframe structure, twin turboshaft engines (TV2-117 series on legacy Mi-8), fuel system, electrical system, hydraulics, main and tail rotor systems, transmission and gearbox, flight controls (including autopilot or stabilization systems if installed), avionics and navigation equipment (typically analog gauges and basic nav radios on older Mi-8), and all associated limitations and normal operating ranges. Students learn by referencing the Mi-8 Rotorcraft Flight Manual and manufacturer’s documentation.
- Performance and Flight Planning: Mi-8 performance data (weight and balance calculations, load limitations, center-of-gravity, performance charts for hover ceiling IGE/OGE, takeoff distance, climb rates, cruise fuel burn, etc.) and the helicopter’s Category B performance characteristics. (Since the Mi-8 is an older design not fully meeting modern Category A engine-out takeoff profiles, special attention is paid to Performance Class 2 procedures – e.g. safe forced-landing areas after takeoff – and understanding single-engine service ceiling and climb capabilities.) Trainees compute performance for various scenarios and payloads and learn to plan flights in high/hot conditions or high altitudes which are common operational environments for Mi-8s.
- Operational Procedures: Normal and abnormal operating procedures from preflight to shutdown. This includes standard crew duties in a multi-crew environment (as the Mi-8 typically operates with two pilots and possibly a flight engineer). Emphasis is given to crew resource management (CRM), checklist usage, and coordination with a flight engineer (if applicable) for tasks like fuel management and systems monitoring.
- Emergency Procedures (Systems): Classroom training on all emergency procedures and malfunctions as per the Mi-8 flight manual. This covers engine failures (one or both engines), engine fire, generator or hydraulic failures (the Mi-8 has hydraulic boosters on controls), tail rotor drive failure or tail rotor loss, transmission malfunctions, electrical failures, fuel emergencies, and flight control issues. For each emergency, trainees learn the memory items and checklist steps, as well as the underlying system logic (e.g. understanding how an engine governor failure would affect rotor RPM).
- Aircraft Systems Differences: If the pilot’s initial training was on Western helicopters, the ground school also highlights differences in Russian helicopter design/operation philosophy (for example, the Mi-8’s engine and auxiliary power unit operations, use of Russian instrumentation units, etc.). Terminology and some placards may be bilingual (Russian/English), so pilots are familiarized with any language differences in the cockpit.
- Regulations & Documentation: Review of Lao CAA operating regulations for commercial helicopter flights (if applicable), Mi-8 specific Airworthiness Directives or advisory notices, and required aircraft documents. Pilots also learn to use the Mi-8’s Pilot Operating Handbook and performance charts effectively.
- Human Factors & Weather: Given the likely operation in diverse environments, there is reinforcement of weather analysis, mountain flying considerations (common for Mi-8 operations), and human factors/crew resource management specific to a multi-engine helicopter cockpit.
Ground school typically concludes with a theoretical knowledge exam. The trainees must pass a written or oral exam (administered by the training center or Lao CAA examiner) covering systems, performance calculations, and emergency procedures to demonstrate mastery of Mi-8 knowledge before proceeding to flight training.
Simulator Training (Mi-8): Wherever possible, a high-fidelity flight simulator (Flight Training Device or Full Flight Simulator for the Mi-8/17 family) is used to augment training. The program allocates a significant portion of the required flight training hours to the simulator, as allowed by regulations, in order to practice complex procedures safely.
Approximately 8–10 hours of simulator sessions are scheduled (often split into 4–6 sessions of 1.5–2 hours each). An EASA-certified Level D full-flight simulator for the Mi-17 (which closely represents the Mi-8/Mi-17 family cockpit) is typically used, or an equivalent device approved by Lao CAA.
These simulator sessions reinforce learning from ground school and train the pilot in a wide range of scenarios that would be impractical or risky to attempt in the real aircraft. Key elements of the Mi-8 sim training include:
- Normal Procedures & Handling: The first sim sessions cover start-up, taxi, takeoff, basic flying, approach, and shutdown in the Mi-8 to build familiarity with its cockpit flow and handling characteristics. Pilots practice hover maneuvers (hovering a large Mi-8 is a new skill for those used to smaller helis), transitions to forward flight, and basic instrument flight on the simulator’s visual and instrument systems. This allows muscle memory and procedural flow to develop before flying the real helicopter.
- Malfunctions and Emergency Procedures: The simulator is extensively used for emergency training. Instructors introduce one- and two-engine failure scenarios at various phases of flight (takeoff, cruise, approach) so the pilot can practice the immediate actions and flying techniques: e.g. single-engine fly-away or landing after losing one engine (one-engine-inoperative flying), or autorotation procedures following dual engine failure.
Other emergencies practiced include tail rotor failure (leading to autorotative landing or contingency control techniques), hydraulic system failures (simulating manual control forces), electrical failures, engine fire (including activation of fire extinguishing systems in the sim), and even rarely encountered issues like stuck pedals or governor malfunctions. The simulator’s capability allows safely experiencing these events with realistic visuals and motion cues.
Adverse Weather and Aerodynamics: Training includes inadvertent IMC (entering clouds unexpectedly) recovery procedures – the trainee practices transitioning to instrument flight, using the Mi-8’s attitude indicator and navigation instruments to level the aircraft and perhaps performing instrument approaches (if the pilot is instrument-rated).
Additionally, the sim is used to demonstrate dangerous aerodynamic situations:
vortex ring state (settling with power), and loss of tail rotor effectiveness (LTE). As recommended by safety regulators, scenarios like vortex ring and LTE are practiced in the simulator because they are unsafe to induce intentionally in the real aircraft. The trainee learns to recognize the onset (e.g. high descent rate in hover, or uncommanded yaw) and recover properly. Windy conditions, brownout/whiteout (blowing dust or snow) on landings, and night operations can also be simulated.- Crew Coordination & Workload Management: With an instructor or a second pilot in the simulator, scenarios of two-pilot coordination are run. This may include instrument approaches requiring one pilot to fly while the other manages radios and checklists, or emergency scenarios where tasks must be shared (for example, one pilot flying while the other handles the malfunction per checklist).
If a flight engineer is part of the crew in real ops, the simulator training also addresses how pilots interact with the engineer (though in civil operations of Mi-8, usually two pilots handle everything). CRM principles are put into practice in real-time during these simulated flights.
Line-Oriented Flight Training (LOFT): As a capstone, a LOFT scenario may be conducted – a full mission simulation from takeoff to landing, including a planned route and unforeseen events. Concord XXI (a Mi-17 training provider) notes that it offers LOFT scenarios to train Mi-17 crews for “any eventuality”.
In a similar vein, the Mi-8 trainees might fly a representative mission (e.g. transporting cargo to a remote site) where they must handle normal operations and respond to a surprise emergency or change in weather along the way. This ties together all skills in a realistic context.
Flight Training (Mi-8): After or in parallel with simulator training, pilots undergo actual flight training in the Mi-8 helicopter under the supervision of a qualified Mi-8 flight instructor. Lao CAA regulations (aligned with ICAO/EASA standards) stipulate a minimum number of flight hours for type rating training, and a portion of these hours may be in an approved simulator.
For a first multi-engine helicopter type rating, typically around 8 hours of real flight training (dual, with instructor) are required at minimum. In this program, we plan approximately 8–10 hours of in-aircraft flight time for the Mi-8 module, to ensure ample practice (this includes a final skill test of about 1 hour).
Training flights are structured to gradually build the trainee’s proficiency and confidence in handling the Mi-8’s considerable size and power. Key components of the flight phase include:
- Aircraft Familiarization Flights: The initial sorties focus on basic aircraft handling. The trainee practices pre-flight inspection on the actual Mi-8 (learning to identify key points on the large airframe, such as rotor head checks, engine intakes, etc.), then performs engine start, taxiing (if applicable, though many Mi-8 operate from helipads), hover practice, and simple takeoff-to-landing patterns.
They experience the weight and inertia of the Mi-8 – e.g. anticipating slower control responses than a light heli, using pedal for the powerful tail rotor, and managing the twin-engine throttle levers (though governors handle RPM, the pilot learns to monitor engine outputs). Simple maneuvers like spot turns, hovering turns, and quick stops are practiced.
Advanced Maneuvers & Performance: As training progresses, the pilot practices take-offs at maximum takeoff weight and understand the performance limits. For instance, confined area operations: the instructor might take the Mi-8 to a confined landing site or simulate one, requiring the student to execute precise approaches and departures.
They practice running takeoffs and landings (as opposed to vertical, when heavy or in high altitudes) and learn to adjust techniques for density altitude. Autorotations in a large twin: The instructor will demonstrate an autorotation (often to a power recovery rather than full touchdown to avoid stress on the aircraft) and then allow the student to practice entries and flares.Single-engine flight is also practiced in the real helicopter – typically one engine is brought to idle in-flight to let the trainee fly on one engine, learning to maintain control and perform a single-engine landing or go-around (the second engine is then restored). This real-life one-engine inoperative (OEI) practice is critical to feel the helicopter’s behavior and verify the trainee can handle it, complementing the sim training.
- Navigation and Instrument Flight: If the pilot is instrument-rated or if IFR operations are anticipated for this Mi-8 (some civil Mi-8s are day-VFR only, but assume we want full capability), at least one flight under simulated or actual instrument conditions is conducted.
The trainee uses the Mi-8’s navigation equipment (VOR/ADF, potentially GPS if equipped) to fly enroute and possibly perform a procedure like a VOR or ILS approach (if the Mi-8 has the equipment and if Lao CAA requires an instrument approach in the type check). Night flying (if relevant) can also be included – demonstrating cockpit lighting, use of search lights, etc.
Emergency Procedure Flights: Certain emergencies can be introduced in-flight in a controlled manner. For example, the instructor might simulate a hydraulic failure by switching off a hydraulic pump, forcing the trainee to control higher stick forces and land without hydraulic boost.
Engine-out procedures are often practiced as “simulated engine failure” by retarding one throttle at a safe altitude to let the student execute the contingency plan (as done earlier in sim). Other emergencies like generator failures or minor system issues can be verbally simulated to test the pilot’s reaction and usage of checklist in the air. Throughout, safety is paramount – the instructor will only simulate failures in conditions (altitude, location) where recovery or safe landing is assured.
- Crew Coordination in Aircraft: If two pilots are training together or an instructor and student act as a multi-crew, the flight training will also emphasize real cockpit coordination: conducting challenge-response checklists, delegating tasks (e.g. one flies, one navigates), and communication with ground/ATC as a crew. This mirrors real two-pilot operations of the Mi-8 in commercial service.
- Operational Scenarios: The latter part of flight training might involve short cross-country flights or mission profiles that the pilot is likely to encounter. For instance, carrying a sling load (if that is common in local ops – optional module if needed), or flying to an oil platform (for offshore operators – also optional specialized training), or simply multi-leg navigation flights simulating passenger transport. The goal is to ensure the pilot can manage the Mi-8 in normal service conditions outside the traffic pattern.
All flight training is logged and endorsed by the instructor. By the end of the flight phase, the trainee will have completed at least the regulatory minimum flight hours and demonstrated competency in all required maneuvers and procedures. In practice, many programs conduct around 10 hours to ensure a buffer above the bare minimum, especially if the trainee is new to multi-engine helicopters.
Duration: The Mi-8 conversion course is designed to be completed in approximately 4–6 weeks of full-time training. This includes roughly 1–2 weeks of ground school, 1 week of simulator and procedural training, and 1–2 weeks of aircraft flight training and check rides.
Actual duration can be tailored to trainee proficiency and scheduling, but will not be shorter than the regulatory minimum. Some civil aviation authorities and operators in Asia/Africa running Mi-8/17 type courses also use a similar timeframe – for instance, the Ghana Air Force recently ran a Mi-17 type-rating course over 4 weeks to cover all requisite training.
Assessment & Final Check Ride (Mi-8): The Mi-8 module includes continuous assessment and a final certification check. During ground school, there are quizzes or a written exam to ensure theoretical knowledge. In simulator and flight phases, instructors provide continual feedback; any maneuvers or procedures not performed to standard will be repeated until proficiency is met.
Completion Standards are derived from Lao CAA’s practical test standards (which align with ICAO and often mirror FAA/EASA standards for type rating skill tests). That means by the end of training, the pilot must be able to: operate the Mi-8 safely under normal conditions, handle all prescribed emergency procedures, demonstrate competent instrument flying (if IFR rated), and exhibit sound judgment and CRM.
The final check ride is conducted by a Lao CAA Designated Examiner or an authorized senior instructor, in the Mi-8 (or partly in a simulator if approved for some maneuvers).
This check ride follows a standardized profile similar to an ATP-level helicopter type rating exam. According to FAA guidance (which we use as a benchmark), the examiner will follow the practical test standards for a helicopter type rating – in other words, a thorough flight evaluation including;
- Pre-flight inspection oral questioning (examiner asks about systems, performance, weight & balance).
- Normal startup, taxi (if applicable), takeoff and departure.
- Basic maneuvers: hover, hover taxi, steep turns, approaches (normal and steep), landing to a hover and to the ground.
- At least one simulated engine failure: e.g. engine failure after takeoff (requiring appropriate response – either continue flight if safe or land if not), and one during approach (leading to a single-engine landing or go-around).
- Autorotation or simulated autorotation: The examiner will typically require an autorotative descent to a flare (power recovery at low altitude to avoid risk in a heavy helicopter) to see that the pilot can manage an engine-off descent.
- Other emergency tasks: e.g. hydraulic-off landing, simulator demonstration of tail rotor failure if not safe in aircraft, or use of fire extinguisher procedures, etc. The candidate must perform the correct memory items and demonstrate cool, coordinated handling.
- Instrument flight segment (if required): This could involve flying by instruments, recovery from unusual attitude on instruments, and possibly an instrument approach (partial panel if they want to test redundancy).
- Navigation and mission management: possibly a short cross-country segment or diversion scenario to gauge the pilot’s ability to navigate and manage fuel.
- Crew coordination and communication: the pilot must show proper checklist usage and crew calls with the co-pilot or examiner acting as the other crew.
The check ride will end with a debrief. A successful candidate will then have the Mi-8 type rating endorsement recommended to Lao CAA. The Lao CAA (and other civil authorities that accept Mi-series training) will issue a Mi-8 type rating certificate upon receiving the training completion documents and examiner’s recommendation.
Given that FAA treats all Mi-8/17 variants under a single type designation, a Mi-8 type rating could also cover Mi-17/171/172 in some jurisdictions; however, in our program we still train each variant’s specifics to full competency. The standard for passing is zero tolerance for safety-critical errors (any major mistake in emergency procedure is disqualifying) and a consistently smooth, controlled handling of the helicopter. The examiner’s criteria are in line with international best practices for rotorcraft type ratings to ensure the pilot is truly ready to operate the Mi-8 safely.
If the pilot does not meet the standards on the first attempt, additional training flights are scheduled to address deficiencies, followed by a re-check. Only upon satisfactory completion is the pilot certified on the Mi-8. At that point, they can operate the Mi-8 as pilot (and in multi-crew operations, as commander or co-pilot as appropriate) under Lao CAA regulations and ICAO recognition. The training records and signed check ride report form the compliance evidence that the program meets all regulatory requirements for Mi-8 type rating issuance.
Mi-171 Type Rating Conversion Course
Prerequisites: The Mi-171 module is intended for pilots who have completed initial training (and possibly hold another type rating) and now need a type rating on the Mi-171. Prerequisites are largely the same as for the Mi-8 module due to the similar weight and complexity category of the helicopter.
The pilot must have a current CPL(H) or equivalent, a valid Class 1 medical, and sufficient helicopter experience to handle a multi-engine turbine machine. If the Mi-171 conversion is the pilot’s first heavy multi-engine type, then the same recommendations apply (70+ hours PIC, etc., as mentioned above).
Many trainees for Mi-171 may already be experienced on Mi-8 or Mi-17 – in such cases, credit may be given for overlapping knowledge/skills, but the course still covers all unique aspects of the Mi-171 in full. Notably, English proficiency remains crucial, as Mi-171 cockpit placards can be in Russian/English and manuals may not be in the pilot’s native language (depending on training location).
If coming from the Mi-8 module or similar, a pilot might have credit for some hours or ground topics. However, for the purpose of this program, we assume a pilot new to the Mi-171, so all components are delivered. (Per typical aviation authority rules, credit or reduced hours may be possible for those with prior similar type experience, but minimum syllabus completion is still required.
About the Mi-171:
The Mi-171 is essentially an export/upgraded version of the Mi-8MT. Built by Ulan-Ude Aviation Plant, it features improvements like modernized engines (often Klimov TV3-117VM or VK-2500 with digital engine control), updated avionics, and in some sub-variants a reduced crew requirement (some versions eliminate the flight engineer, with two-pilot operation and more automation).
There are also specialized civil variants (Mi-171A, etc.) which meet Western certification standards (FAR-29/JAR-29). The training focus on the baseline Mi-171 and its civil equipment, while highlighting differences to the classic Mi-8. This means that while much of the curriculum resembles the Mi-8, certain systems are different and will be taught as such.
Ground School (Mi-171):
The Mi-171 ground school spans roughly 50 hours, comparable to the Mi-8 course but tailored to the Mi-171’s systems and any additional avionics. The curriculum includes all subjects from the Mi-8 ground school (since the fundamentals – engines, rotors, etc. – are very similar), with emphasis on what is new or enhanced in the Mi-171:
- Airframe & Systems Differences:
Pilots study the Mi-171’s improved powerplants (e.g., the TV3-117VM or VK-2500 engines with FADEC). Engine starting procedures, temperature limits, and power ratings are covered in detail. If the Mi-171 has Western avionics or a glass cockpit upgrade (some Mi-171 have GPS, modern radios, and even EFIS displays in newer variants), those avionics are taught, including their operation and failure modes.
The hydraulic and electrical systems are discussed with any changes (for instance, improved APU or different onboard generator capacities). The presence of weather radar or Doppler navigation radar in some Mi-171 variants is noted – training covers their use if applicable.
- Performance & Category A Operations:
A key aspect in Mi-171 civil training is that certain models (Mi-171A1, Mi-171A2) are certified to Category A performance standards. Thus, the ground school addresses Class 1 performance planning: calculating takeoff decision points, reject/continue criteria, and landing diagrams where an engine failure at critical points can still result in a safe landing or climb out.
Even if a specific Mi-171 the pilot will fly is not the latest A2 model, we instill knowledge of the highest safety standards. Pilots learn how to determine maximum allowable takeoff weight for given conditions to meet climb requirements on one engine, and how to plan routes to always have an emergency landing site within reach (Performance Class 1/2 considerations). Weight & balance for the Mi-171 (especially in passenger or cargo configurations) is taught thoroughly.
- Avionics and IFR Systems:
Unlike older Mi-8s, Mi-171s often come with more comprehensive IFR avionics (ILS/VOR, GPS, autopilot that can couple to approaches, etc.). Ground school includes training on the autopilot/automatic flight control system of the Mi-171 – e.g., many Mi-17/Mi-171 have a three-axis autopilot to reduce pilot workload; the course teaches how to engage/disengage it, modes available (altitude hold, heading hold, etc.), and limitations.
If a moving-map GPS or other modern nav system is installed, the pilot learns its operation. This prepares the pilot for potentially flying the Mi-171 in all weather conditions, as many operators (including in Lao PDR or neighboring countries) use Mi-17/171 for IFR transport flights.
- Crew Roles and CRM:
Since certain Mi-171 variants are operated by two pilots without a flight engineer (thanks to digital engine controls and simplified systems), the ground course addresses how the two pilots share duties that in older models were done by an engineer. This includes monitoring engine instruments (which might have more automation but still require oversight) and performing tasks like fuel management or systems cross-checks that a flight engineer would handle.
Even if an operator uses a flight engineer, pilots are trained to be capable of managing without one in case they fly in a configuration that doesn’t have that crew member. CRM principles are revisited with this two-crew concept in mind – clear division of responsibilities and mutual monitoring is stressed.
- Emergency Procedures:
All emergency procedures from the Mi-8 curriculum are included, with adjustments for Mi-171 systems. For example, engine failure procedures are similar, but the presence of FADEC might change how an engine flame-out or surge is handled.
The ground school details any new failure modes – e.g., digital engine control failures (reverting to manual throttle mode), autopilot failures, or emergencies related to any Western avionics onboard. The use of improved fire suppression or caution advisory systems in the Mi-171 is covered. Students commit to memory the immediate actions for critical failures in this aircraft.
- Regulatory Compliance: If the Mi-171 the trainee will fly is to be operated in a country with specific additional requirements (for example, if training under Russian FAR or others), those are mentioned. However, Lao CAA’s expectations for ground training content are fully met by the topics above.
The training material references any available Mi-171 flight manuals, and, where applicable, documentation from the manufacturer (Russian Helicopters JSC) or civil certification documents for the type.
Ground school for Mi-171 ends with a knowledge exam focused on systems and performance. Passing this is required to move on to hands-on training. Since many Mi-171 trainees might be transitioning from Mi-8, the exam also ensures they note the differences between the types.
Simulator Training (Mi-171):
The Mi-171 simulator training is very much like the Mi-8’s, with at least 8–10 hours of simulator time planned. In fact, we utilize the same Mi-17 family Level D Simulator for Mi-171 training, but configured to the Mi-171’s cockpit specifics (if there are differences in instruments or avionics). Simulator sessions cover normal and emergency operations, with scenarios tailored to the Mi-171’s enhancements. Highlights include:
- Normal flight ops with automation:
Pilots practice using the autopilot or stability augmentation in the simulator – for example, engaging auto-hover if available, or practicing an ILS approach with the autopilot coupled (if the Mi-171 variant supports it). This gets the pilot comfortable with advanced avionics in a safe environment. They also run through start-up and shutdown using any digital engine control panels unique to Mi-171.
- Failures and Emergencies:
In addition to the standard emergencies (engine fires, etc.), the sim training emphasizes any new ones: e.g., simulate a FADEC failure where the pilot has to manually govern engine power, or simulate an autopilot hardover requiring quick disengagement.
The same spectrum of engine-out, hydraulic, tail rotor, etc., is practiced. Because Mi-171 may have slightly different weight and performance, simulator engine-out scenarios will reflect that (for instance, a Mi-171 with VK-2500 engines might have a bit more power to handle OEI; pilots see this in the sim’s handling).
- Category A Takeoff/Landing Practice:
If the Mi-171 model supports Category A procedures (i.e., has takeoff decision points with rejected takeoff capabilities), the simulator is used to rehearse those profiles. The crew will practice a balanced field takeoff concept: accelerating with both engines, facing an engine cut at the decision point in the sim and either aborting on the remaining runway or continuing the takeoff path on one engine along a predefined flight path.
Similarly, they’ll practice a contingency after takeoff, where if an engine fails past a certain height/speed, they continue and come back for landing. These critical scenarios can be repeated in the sim until the pilot executes them correctly according to the performance plan. This level of training is essential for civil certification compliance and is safer to perfect in a simulator.
- Multi-Crew and IFR scenarios:
As with Mi-8, the sim is used for multi-crew coordination. Given Mi-171’s IFR capabilities, one session might be fully devoted to instrument flight in various conditions (including use of weather radar if installed to navigate around storms). Another session might simulate a long-range flight with an enroute diversion or a systems failure enroute to test decision-making.
LOFT scenarios are equally valuable here; for instance, a simulated inter-city passenger flight where mid-flight a generator fails and the crew must manage electrical load and divert. Our simulator facility highlights the ability to train crews for “any eventuality” using various databases.
It immerses the pilot in realistic missions, perhaps using databases/terrain of Laos or mountainous regions if available, to practice mission management and terrain avoidance.
- Night/NVG (if applicable):
Some Mi-171 operators use Night Vision Goggles. If this is in scope (optional), the simulator can be darkened to simulate night operations, and pilots can practice flying with NVG visuals. This would be an extra module if needed by an operator (like some central Asian or African operators who use Mi-17 at night for EMS or military transport).
Overall, the simulator phase ensures the pilot can handle the Mi-171’s flight dynamics and systems under all conditions. It significantly reduces the required “blade time” (actual flight hours) by handling high-risk training in the sim, which is both cost-effective and safer.
Flight Training (Mi-171):
The real flight training in the Mi-171 focuses on confirming the trainee’s ability to operate the helicopter in normal and abnormal situations, and to acquaint them with any handling differences from the Mi-8. We schedule around 8 hours of flight training (dual) plus a check ride for Mi-171 – consistent with minimum requirements for a new type, though additional hours are readily provided if needed to meet standards. Key training flights include:
- General Handling and Power Check:
The first flights allow the pilot to get a feel for the Mi-171’s performance. The instructor will demonstrate, then have the trainee practice, basic maneuvers: hovering (noting any differences if the Mi-171 has different rotor blades or higher hover ceiling), transitions to forward flight, and turns.
Because the Mi-171 engines might produce more power, the pilot learns to be mindful of not exceeding power limits. They will practice a max power climb and note instrument indications, ensuring they recognize engine limit parameters.
- Performance Takeoffs and Landings:
The trainee performs a variety of takeoff profiles – including a Category A takeoff and landing if the aircraft and airport allow. This means actually practicing an aborted takeoff: the instructor sets up a scenario at the airfield where at a computed decision speed, they will call “engine failure” and the trainee will reduce power and stop (or continue if that’s the profile).
These maneuvers demonstrate the pilot’s proficiency in executing the precise procedures that were calculated in ground school. They also do confined area operations and pinnacle landings if relevant, using the Mi-171’s more powerful engines to perhaps operate in places the Mi-8 could not – but still respecting weight limits.
- Emergency Procedure Drills in Flight:
Many of the emergency exercises from the Mi-8 flight training are repeated in the Mi-171 to verify the pilot can do them in this variant. For example, a one-engine inoperative approach and landing with the Mi-171 (the instructor will likely simulate an engine out by bringing one engine to idle in-flight). The trainee must control the helicopter single-engine and land or go-around as directed.
The improved engines of Mi-171 might make this easier than in Mi-8, but it’s still a critical test of skill. Other in-flight drills: hydraulic off approach, fuel crossfeed management if one engine is out, etc. If the Mi-171 has an operational mode without flight engineer, one of the pilots (trainee or instructor) will handle what the engineer normally would (e.g. reaching overhead panels), so the trainee sees how to juggle tasks.
- IFR Flight and Navigation:
Most Mi-171s are equipped for IFR, so one training flight will be under instrument conditions. The trainee will practice an instrument departure, enroute navigation using VOR/NDB or GPS, and perhaps an ILS approach to minimums. The use of autopilot might be integrated: for example, engage the autopilot during cruise or approach to see how it assists or how to intervene if it malfunctions. If available and required, the trainee might do a coupled approach (autopilot flies an ILS down to a certain point).
Recovery from unusual attitudes on instruments can be practiced (in case of spatial disorientation scenarios). This ensures the pilot is comfortable using the Mi-171’s full IFR capabilities and prepared for bad-weather operations common in monsoon regions.
- Longer Mission Profile:
As a culmination, the instructor may plan a cross-country flight with the trainee taking the lead. For instance, flying from one airport to another 100 km away with a load or passengers (simulated). En route, they might throw in a diversion or a simulated system abnormality (like one hydraulic system shows low pressure) to see how the trainee handles it.
The pilot will have to manage navigation, communication (with ATC if in controlled airspace), fuel checks, and any situation that arises, demonstrating real-world aeronautical decision-making. This also gives the trainee experience in planning fuel stops or alternate landing sites as needed for a larger helicopter.
- Multi-Crew Exercise:
If not already done, at least one flight will emphasize crew coordination: the trainee might act as Pilot Flying while the instructor acts as Pilot Monitoring, and vice versa for portions. This way the trainee practices both roles – flying the helicopter and handling radios/checklists or monitoring while the other flies. In two-pilot operations, both skill sets are important, especially if they will eventually upgrade to captain from co-pilot.
After each flight, thorough debriefings are conducted, identifying any weaknesses. By the end of the ~8 hours, the trainee should consistently demonstrate smooth operation and correct procedure adherence in the Mi-171.
Duration:
The Mi-171 conversion course also runs about 4–6 weeks. In many cases, since Mi-171 trainees might be current pilots, the timeline can be on the shorter side of that range. However, given the high importance of thorough emergency training (especially if doing Category A scenarios), we do not rush the process.
A typical breakdown could be 2 weeks ground (including some sim integrated), 1 week dedicated sim, 1-2 weeks flight. If the pilot was already Mi-8 qualified, the course could potentially be condensed to ~2-3 weeks focusing on differences and flight, but that would be determined case by case with CAA approval (training credits for prior experience may reduce required hours, but the pilot must still demonstrate all competencies).
Assessment & Final Check Ride (Mi-171):
Like the Mi-8, the Mi-171 course ends with a comprehensive evaluation. The pilot must pass a written exam on Mi-171 systems and performance (often this can double as a differences exam if they hold Mi-8 type – but if this is their first type, it’s a full theory exam). For the practical test, an examiner (or authorized instructor examiner) will conduct a Mi-171 type rating skill test.
The check ride profile will be very similar to the Mi-8’s, but adjusted to include Mi-171-specific elements: for example, the examiner may specifically test an instrument approach given the Mi-171’s IFR capability, and will likely include a one-engine failure after takeoff scenario to test Category A procedure if the helicopter and regulations permit.
The candidate will be expected to perform at the standards required by Lao CAA (which, as with Mi-8, align to ICAO standards for type rating). This means performing all maneuvers safely and within tolerances (e.g., maintaining helicopter within altitude/heading limits during maneuvers, proper airspeed control on approaches, etc.).
Special attention is paid during the Mi-171 check to the pilot’s ability to manage the advanced systems: for instance, the examiner might fail the autopilot during an approach to see if the pilot can hand-fly and still complete it, or might ask the pilot to demonstrate use of alternate navigation (say GPS instead of VOR if one fails).
Use of crew resource management is also observed – even if the examiner is the only other person on board, how the pilot involves them (e.g. calling out engine indications during an engine-out drill, or using the other pilot to run checklists) can be part of the assessment in a multi-crew type.
A successful check ride results in a Mi-171 type rating endorsement. Given that in some jurisdictions Mi-8 and Mi-171 are not distinguished on the license (considered one family), the examiner might actually be using a common checklist – but our program ensures the pilot knows the Mi-171’s unique features intimately, beyond just a common designation.
The examiner’s report, along with training records showing the required simulator and flight hours (including at least ~8 actual flight hours, are submitted to Lao CAA for issuance of the Mi-171 type rating on the pilot’s license.
In summary, after completing ground, sim, and flight training and passing the check ride, the pilot is certified on the Mi-171.
They will have met all Lao CAA requirements and also any additional expectations of other authorities that accept Mi-171 training (for example, Vietnam’s CAAV or Russia’s Rosaviatsia, should the pilot seek validation there, as those countries actively train crews on Mi-17/171. The training provides a full conversion from initial skills to the advanced proficiency needed for this helicopter.
Mi-172 Type Rating Conversion Course
Prerequisites:
The Mi-172 being a close cousin of the Mi-17/Mi-171, the entry requirements remain consistent with the previous modules. A pilot must hold a valid license (very likely a CPL(H) since Mi-172 is typically used in commercial passenger transport roles), have a current medical, and adequate prior experience.
If the pilot is coming fresh from initial training, prerequisites as described for Mi-8 apply here as well (turbine experience recommended, etc.). If the pilot already has a Mi-8/17 series type rating, the Mi-172 course can be structured as a differences or additional type training, focusing on the civil passenger features of the Mi-172.
One specific prerequisite emphasis for Mi-172: since this helicopter is often used for civil commercial passenger operations, trainees should be well-versed in civilian aviation standards (like passenger safety, dangerous goods basics, etc.) and hold at least an ICAO Level 4 English proficiency to communicate with international airports and passengers.
Additionally, if the Mi-172 operation will be under airline-like rules, the pilot might need an Air Transport Pilot License (ATPL(H)) or at least pass ATP theory – however, for type rating training, a CPL(H) suffices and ATPL can be obtained separately.
About the Mi-172:
The Mi-172 is the civil passenger-carrying version of the Mi-17, built by Kazan Helicopter Plant and based on the Mi-8MTV-3 model. It is typically outfitted as a 26-28 seat passenger helicopter, with enhancements for comfort and safety: for example, an enlarged entry door, cabin emergency exits, and often Western avionics to meet civil certification requirements.
The Mi-172 was designed to comply with civilian airworthiness standards (FAR Part 29) for passenger transport, which include stringent Category A performance and safety systemsen.
As such, it represents the most “airliner-like” variant of the Mi-8 family. The training program for Mi-172 will therefore put particular focus on passenger safety, advanced performance planning, and compliance with civil operating rules (much like an airline training program would, but adapted to a helicopter).
Ground School (Mi-172):
The Mi-172 ground school module runs about 50–60 hours, slightly more than the others due to additional content on passenger transport operations. It covers all technical subjects from the Mi-171 course (as the Mi-172’s systems and engines are virtually the same as an Mi-17V-3/Mi-8MTV) and adds topics related to its role as a commercial transport. Key areas include:
- Aircraft Systems:
Essentially identical to Mi-17/Mi-8MTV systems – twin Klimov engines (often the TV3-117VM), auxiliary power unit (AI-9 APU in many Mi-17s), three-channel autopilot, etc. The ground training ensures the pilot knows the Mi-172’s cockpit layout which may have bilingual labels and possibly some Western instruments added for certification.
Any differences from standard Mi-17 are highlighted: for instance, the Mi-172 might have an enhanced passenger cabin emergency system (like oxygen or life rafts if used for offshore), “fasten seatbelt” signs, and extra communications (PA system to cabin). The pilot is taught the use of these systems, since in small airline operations the pilot might have to control cabin announcements or signage.
- Performance and Category A Planning:
This is extremely important for Mi-172. The helicopter is operated to FAR/JAR 29 standards meaning it has certified Category A charts. Ground school goes in-depth on how to use those charts. Pilots learn to compute takeoff performance with a Clear Area or Elevated Helipad profile, determine the Takeoff Decision Point (TDP), Reject/Continue procedures, and the Approach/Landing Path that meet regulations.
For example, they calculate how much weight they can lift from Vientiane airport on a hot day and still meet climb gradient if one engine fails at TDP. They also cover Performance Class 1 procedures required in many countries for passenger flights – essentially meaning an engine failure at any point should not lead to catastrophic outcome.
This planning is more stringent than what was needed for Mi-8 operations and is central to safe passenger transport. Weight & balance training is also extensive: loading 20+ passengers plus bags must be done within CG limits. The pilot learns to use loading graphs or software and account for shifting CG as passengers move or fuel burns.
- Civil Operating Rules:
Because Mi-172 will likely fly under an Air Operator Certificate (AOC) for commuter operations, the pilot must be knowledgeable about applicable civil aviation operating rules. Ground school will cover Lao CAA’s rules for commercial air transport in helicopters: flight time limitations, required briefings, manifest, etc.
It will also reference any other authority’s rules if needed (for instance, if the training is also meant to satisfy another country’s requirements where the Mi-172 might be registered). For example, topics like passenger briefing requirements, use of cockpit voice and flight data recorders (if installed), and compliance with Category A takeoff areas (ensuring a clear emergency landing area or appropriate takeoff path) are discussed.
- Passenger Safety and Crew Resource Management:
Unlike the Mi-8 or Mi-171 which often carry cargo or troops, the Mi-172 is configured for passengers. Pilots are trained in passenger handling from the cockpit perspective: they learn how to supervise boarding (often through communication with a crew chief or cabin attendant if carried), weight and balance implications of passenger seating, and emergency passenger evacuation procedures.
They are taught the emergency equipment on board (location of life vests, rafts if overwater, ELT activation, etc.). CRM training here expands to include coordination with any cabin crew (if a flight attendant is present for passenger flights, how do pilots communicate in an emergency? E.g., a ditching scenario – pilots need to give a brace warning to passengers via the PA).
If no cabin crew is carried, pilots might have to brief passengers directly – so the course includes guidance on giving a passenger safety brief in a helicopter. This human-factors aspect is crucial for safe civil operation and is emphasized per the regulatory and company manuals.
- Advanced Avionics and Navigation:
Most Mi-172s that have been exported for civil use have some Western nav aids installed to meet airspace requirements (like mode C/S transponders, possibly TCAS collision avoidance or at least a radar altimeter for CAT A profiles).
The ground course ensures familiarity with these. If TCAS II is installed (some operators might if carrying 20+ pax in busy airspace), the pilots learn the TCAS procedures. Navigation in controlled airspace (using IFR waypoints, etc.) is taught theoretically as well.
- Emergency Procedures:
While technically similar to Mi-17, here some emergency procedures have a passenger dimension. For example, an engine failure after takeoff in a Mi-172 – the procedure must consider where to land the helicopter full of passengers (if before TDP, likely abort on the helipad/runway; if after, continue and come back – these decisions are drilled).
Also, in an emergency landing, how do pilots prepare the cabin? The training covers the “pilot flying, pilot monitoring” roles in emergencies: one aviates, the other communicates and if time permits, coordinates passenger actions (via PA: “brace, brace” or similar, though simplistic in a helicopter context). Additional emergency equipment like floatation gear (if Mi-172 has emergency floats for over-water, they need to know how to arm and deploy them) or ground evacuation (fuel shutoff, rotor brake usage to stop rotors quickly after landing, etc.) are covered.
Essentially, while the core emergency procedures are the same (engine fires, etc.), the presence of passengers and regulatory expectations for outcome (Category A means even with one engine out, must still land safely without injury) raises the bar for how these procedures are executed and taught.
After ground school, the pilot will undergo a written exam that not only tests technical knowledge but also scenario-based understanding (e.g., given a certain weight and an engine failure at V1 (TDP equivalent), what do you do?). They must show mastery of both the helicopter’s mechanics and the operational decision-making for passenger safety.
Simulator Training (Mi-172):
For the Mi-172, we again utilize a Mi-17 family simulator. We allocate around 10 hours in the sim, with scenarios specifically oriented to civil passenger operations and emergencies. Many scenarios mirror those of Mi-171, but here are some Mi-172-focused uses of the simulator:
- High-Density Takeoff/Landing Simulation:
The sim will be used to practice takeoffs at maximum gross weight with passengers. For example, simulate a fully loaded Mi-172 departing a helipad: the simulator can test whether the trainee follows the correct Category A procedure and what they do when an engine fails at the critical moment.
The benefit of the simulator is we can freeze the scenario, critique performance, and repeat it. Similarly, landings with one engine out and passengers on board (ensuring a smooth, controlled descent) can be practiced repeatedly in the sim.
- In-Flight Emergencies with Passengers:
The simulator allows introduction of multiple cascading failures to test the pilot’s management abilities. For instance, an engine failure followed by, say, a hydraulic failure while returning to land. The pilot must prioritize and handle both, all while presumably in a scenario of caring for passengers.
The SIM instructor might play the role of a panicking passenger on the radio to add realism (in real life, perhaps the cabin attendant would report a situation in back). This kind of CRM and emergency resource management is safer to polish in the simulator environment.
- Instrument Flight and Navigation:
The Mi-172 will often operate from major airports or controlled routes. The simulator sessions include flying SIDs and STARs (Standard Instrument Departures/Arrivals) as a large helicopter in controlled airspace. The pilot practices fitting into airplane traffic flows (e.g., holding patterns, approach spacing) via simulator ATC prompts. Flying an ILS fully configured (with hypothetical passengers, gear if any) to minimums is practiced to ensure competence.
- Abnormal Situations:
We simulate scenarios like depressurization (if it had a pressurized cabin, which it doesn’t, so skip that), or smoke in the cabin. For smoke/fire in cabin, pilots need to know the procedure (perhaps land immediately). The simulator can introduce a cabin smoke warning so the pilot executes an emergency descent and landing, coordinating as would be needed.
Also, emergency ditching if over water: the sim can be set to over-water engine failure, prompting a ditching where the pilot should deploy floats (in sim) and assume proper attitude. This builds confidence that even worst-case scenarios have been handled in practice.
- LOFT scenario – Airline style:
A full mission is flown in the sim from startup at an airport gate, through takeoff, cruise, approach to another airport, and shutdown, as a commercial flight. This LOFT could include ATC interactions, weather changes, etc., and possibly a minor malfunction en route that the crew handles. The idea is to test the pilot’s flow in a realistic airline-like operation carrying passengers.
The instructor might simulate a company dispatcher or ATC as needed. By the end of the sim phase, the pilot will essentially have “flown” several complete missions and handled a spectrum of problems, meaning they are ready for the real aircraft with paying passengers.
Flight Training (Mi-172):
Finally, the trainee will fly the actual Mi-172 helicopter for the hands-on portion, under an instructor’s guidance, for about 8 hours (plus the check ride). These flights confirm the pilot’s ability to operate safely and smoothly with an emphasis on passenger comfort and regulatory compliance:
- Normal Operations with Passengers (or ballast):
Initially, the instructor and trainee might fly alone or with minimal crew to get a feel for the helicopter. But at least one or two flights will involve simulating passenger load – either by adding weight ballast or actual personnel acting as passengers – so the pilot can experience the helicopter’s handling at max weight and understand the pre-takeoff passenger brief, securing cabin, etc.
The trainee practices things like starting engines with passengers onboard (which may have added protocol, such as making sure doors are closed or an assistant is monitoring the cabin), taxiing near terminal areas, and making smooth takeoffs to not jostle passengers.
- Refined Takeoff and Landing Techniques:
Every takeoff in training will be treated as a potential engine-out exercise at the decision point. The instructor might call “Engine failure” at various points – sometimes before reaching TDP (so the trainee aborts on ground), sometimes after (so trainee continues).
This builds the habit pattern required for safe category A operations. Landings will also be practiced to precise landing spots (like onto a helipad representing a rooftop or offshore platform, if relevant) and with consideration of passenger comfort (gentle landings). Approaches with one engine out (simulated) will demonstrate that the trainee can still land within the required distance and not overshoot.
- Line Operations and Airspace:
The trainee will fly at least one route from one airport to another, mimicking a scheduled flight. They will handle flight planning (fuel for alternate, weather checks), file a flight plan if required, and communicate with air traffic control as a commercial flight. This real-flight exercise reinforces what was done in the sim with actual radio communication and real traffic.
The instructor monitors how well the trainee adheres to ATC instructions, maintains altitudes, and times approaches to meet slots, etc. It’s essentially a rehearsal of their job once certified – flying a load of passengers from A to B efficiently and safely.
- Emergency Drills in Flight:
Consistent with previous modules, the instructor will also test the trainee in the real helicopter for critical emergencies. An example: simulate an engine failure at takeoff from an airport – the trainee must continue climb on one engine, enter the traffic pattern and land back (if they already practiced this in sim, now doing it real).
Another: mid-cruise, simulate an engine problem and divert to a nearer airport (the trainee should demonstrate appropriate diversion decision and passenger notification). Possibly a practice of autorotation or emergency descent to landing is done to keep the skill, though in a transport role autorotation would be last resort. The presence of extra crew or passengers (even if simulated by ballast) adds a psychological weight that the trainee must learn to manage – focusing on flying the helicopter first.
- Crew and Cabin Interaction:
If a flight attendant or crewman is on board (some Mi-172 operations include a cabin attendant), one training flight might include that crew to practice coordination – e.g., a drill where a “passenger” is ill or panicking and how the pilots communicate with the cabin to handle it (likely mostly a CRM discussion in briefing rather than actual in-flight, but could be simulated).
At minimum, the trainee practices making a passenger announcement (the instructor will ask them to simulate a PA for turbulence or for an emergency landing). This is not typical in pure flight training, but given the civil nature, we include it to ensure the pilot is comfortable with the role’s soft skills too.
By the end of these flights, the instructor will ensure the pilot can meet all the Airline Transport Pilot skill standards as applicable to a large helicopter operation. The handling must be not only safe but smooth and procedural compliance should be second nature.
Duration:
The Mi-172 course, due to its additional operational training, is expected to take around 6 weeks. It’s a bit more involved because of the passenger operations context. Ground and sim might take 3 weeks combined, and flight training another 2 weeks, plus time for checks. If trainees already are skilled in Mi-17 series, it can be shortened, but assuming a fresh type training, we allocate ample time for the new concepts (like Category A).
Some civil operators might integrate this type training with their company induction training for line pilots; in such case, total time may extend (with supervised line flying after the type rating). However, for the issuance of the type rating itself, our focus is on that ~6-week intensive training that covers everything up to the checkride.
Assessment & Final Check Ride (Mi-172):
The final assessment for Mi-172 is conducted with the highest level of scrutiny, given that this is effectively qualifying the pilot for carrying passengers under commercial air transport. The process involves a written exam (which might be combined with an oral questioning session by the examiner on regulations and performance calculations – for example, the examiner may ask the candidate to explain how they determined the takeoff limits for a given scenario).
After academic requirements are satisfied, the practical test is scheduled, with a Lao CAA examiner or an authorized check pilot (often one who has experience on Mi-17/172). The check ride profile for Mi-172 will include all elements of a standard helicopter type rating test and additional exercises relevant to passenger ops:
- Pre-flight and Documentation:
The examiner will inspect how the candidate performs a pre-flight on the Mi-172, including checking emergency equipment (life rafts, ELT, etc.). The candidate may be asked to present a load sheet for the flight, demonstrating proper weight and balance computation for a mock passenger load. This tests their knowledge of W&B and performance paperwork.
- Normal Takeoff and Departure:
The pilot will execute a normal takeoff following any required noise abatement or departure procedures. The examiner might ask for a specific departure profile (e.g., a performance class 1 departure from a helipad, or a max performance takeoff). The pilot must adhere to the correct speeds and altitudes from the performance plan.
- Enroute Maneuvers:
Some basic maneuvers like steep turns or holding patterns might be tested to ensure the pilot can maneuver the helicopter precisely even with a heavy aircraft. The examiner could simulate ATC vectors requiring tight turns or altitude changes.
- Engine Failure Scenarios:
At least one engine failure after takeoff will be part of the test – a critical item for Mi-172. The examiner will typically cut an engine (or retards a throttle) at the decision point after liftoff. The expected outcome: the pilot continues the takeoff on one engine, climbs out along the planned departure path, and then returns for a one-engine inoperative landing, following the defined procedures (which include possibly circling, using shallow approach, etc.).
The pilot’s ability to handle this smoothly and exactly according to procedure is probably the most important part of the test (as it’s what Category A is all about). A second engine-out could be done in hover or landing to see a rejected takeoff.
- Other Emergencies:
The examiner will also simulate other malfunctions – e.g., a hydraulic failure during cruise (pilot should demonstrate flying without hydraulic boost and perform a powered approach in that condition), or an electrical failure requiring use of backup instruments.
A fire warning might be given to see if the pilot performs the memory items (pull fire handle, etc.) promptly. The pilot’s reactions should match the Mi-172 emergency checklists and be timely.
- Instrument Approach:
The candidate will likely be asked to perform an instrument approach (especially if they don’t already have an IR, this can be done to at least a safety altitude). Many authorities require a demonstration of instrument flying on type checks of multi-engine helicopters.
So, an ILS or non-precision approach down to minima (with one engine out, to really test them, often done) could be in the profile. The pilot must show they can transition to visual and land safely.
- Landing and Taxi-In:
A normal landing and perhaps a steep approach to a confined area landing may be tested. The examiner looks for good judgment in final phase – approach speed control, proper flare, gentle touchdown appropriate for passengers. After landing, how the pilot handles shutdown with passengers (e.g., cooling engines as required, not shutting down too early, and using rotor brake properly if needed) can also be observed.
Throughout the ride, CRM and communication is being evaluated. Since this is a multi-crew aircraft, the examiner may play the role of co-pilot and see if the candidate effectively delegates or coordinates (even if it’s as simple as commanding the “engine fire checklist” and confirming actions). The pilot’s situational awareness, decision-making (especially during the engine-out departure), and overall adherence to procedures are under scrutiny.
Meeting the standards means the pilot conducted all required tasks proficiently, didn’t violate any safety margins, and showed good command of the aircraft. These standards are in line with an airline transport pilot level test, which is appropriate because carrying passengers demands the highest skill and responsibility.
On passing, the examiner will endorse the pilot for the Mi-172 type rating. Given that FAA and some other authorities lump Mi-172 under Mi-8 type, this would effectively be the same from a licensing perspective, but on the training certificate it will specify Mi-172.
The Lao CAA issues the type rating on the license. If any shortcomings are observed, additional training flights might be prescribed before a re-check – for example, if a candidate had trouble with the engine-out takeoff, the examiner could require more practice and test that item again.
After certification, the pilot is now qualified to operate the Mi-172 in civilian service – whether in Laos or in any other country that recognizes the training.
Notably, countries like India, Vietnam, and some African states have operated Mi-172s for civil transport, and their regulators have accepted similar training programs. (For instance, the Mi-171A2 – a close variant – was certified by India’s DGCA, implying training and checks to FAR-29 standards were in place.) Our program’s structure ensures compliance with those high standards, meaning the pilot’s training is globally reputable.
Conclusion:
Across all three modules (Mi-8, Mi-171, Mi-172), the curriculum delivers a thorough conversion training compliant with Lao CAA and international requirements. Each type-specific section builds on a common foundation but addresses the unique systems and operational considerations of that model.
In terms of approved hours, the program uses a mix of simulator and aircraft time to meet and exceed minimum flight experience requirements for type rating issue – typically about 8–10 actual flight hours per type (as mandated for a first multi-engine helicopter type) complemented by an equal or greater number of simulator hours for comprehensive training.
The ground school components (40–60 hours) ensure all theoretical knowledge (systems, performance, emergencies) is mastered. Emphasis on emergency procedures is present at every stage, from classroom theory to high-fidelity sim drills to real flight practice, so that pilots are well prepared for worst-case scenarios. Flight performance and handling training is detailed, especially for the civil-certified Mi-172 where Category A profiles are critical.
Finally, rigorous testing phases – written exams, progressive checks, and final check rides – ensure that only pilots who meet the exacting standards receive their type rating certification. By clearly delineating prerequisites, curriculum content, duration, and standards for each of the Mi-8, Mi-171, and Mi-172 courses, this program provides a structured pathway for pilot qualification on the Mi-series helicopters that is acceptable to Lao CAA and any other civil aviation authority still utilizing these Russian-designed rotorcraft.
Every aspect of the training is documented and conducted under approved Training Organization authority, guaranteeing that a pilot who completes this program can safely and competently transition from initial training to operational duty on the Mi-8, Mi-171, or Mi-172, with full regulatory compliance and professional skill.
The enduring global use of the Mi-8/17 family – from Lao PDR to Africa – is supported by such robust training programs, as evidenced by recent courses and collaborations (e.g. Ghana Air Force’s Mi-17 training in 2024). This program encapsulates that expertise and aligns it with civilian certification requirements, producing pilots who uphold the high safety standards expected in modern helicopter operations.
