"MINISTRY OF TRANSPORT OF RUSSIA DEPARTMENT OF AIR TRANSPORT MANUAL FOR OPERATING AN-24 (AN-24RV) AIRCRAFT Currently ..."

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MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

OPERATION

AIRCRAFT AN-24 (AN-24RV)

To this Flight Manual for the An-24 (An-24RV) aircraft

changes No. 1-33, 35 were introduced.

All terms and units are in accordance with

with valid GOSTs.

Implement the Leader

DLS GS GA MT RF

Tarshin Yu.P.

Amendment No. 6 to the Airplane Flight Manual of the AN-24 aircraft (editions of 1995). Amendment No. 6 to the Airplane Flight Manual of the AN-24 aircraft (editions of 1995)

With the entry into force of this Amendment, it is necessary:

RLE sheets of the List of valid pages 7-8, Contents p. 15-16, 2. p. 3-4, 2. P.

5-6, 4. P. 1-2 remove and replace with the enclosed ones.

Insert new sheets with 4 pages. 12a-b, 4. Pages. 12c.

Approved by the UGNBP FAS of Russia on April 8, 1999 Amendment No. 5 to the Airplane Flight Manual of the AN-24 (AN-24RV) aircraft (1995 editions) Amendment No. 5 to the Airplane Flight Manual of An-24 aircraft, 1995 edition.

Regarding the operation of the aircraft with F20 / 27H1C-M3 rechargeable batteries.

With the receipt of this Change RLE sheets with pages 7. Pg. 92 and 7. p. 95 replace with the enclosed ones.

Approved by the UGNBP FAS of Russia on March 30, 1999 Amendment No. 4 to the Airplane Flight Manual of the AN-24 (AN-24RV) aircraft (1995 edition) Amendment No. 4 to the Airplane Flight Manual of the An-24 aircraft, 1995 edition

On the use of the ILS and VOR Navigation Systems.

With the receipt of this Amendment, the RLE sheets 2. Pages. 5-6.7. P. 149-150.7. P. 155-156 replace with enclosed ones.

Approved by the UGNBP FAS of Russia Amendment No. 1, 2, 3 to the Airplane Flight Manual of the AN-24 (1995 edition) Amendment No. 1 (approved on 13.11.97).

On the issue of clarifying the text of clause 3 of subsection 7.1.c. (7.P. 24).

CHANGE No. 2 (approved on 03.24.97) on the application of the text of subsection 4.6.4. “Approach and landing of an aircraft with two operating engines with a fixed maximum fuel drain by the PRT-24 system on one of the engines” (4. p. 14).

AMENDMENT No. 3 (approved on 17.10. 97 on the following issues:

RV-5 dial settings during landing approach (4.P. 10, Appendix 4.P.

Clarification of the text of clause 9 of the nature of malfunctions of the “List of permissible failures and malfunctions” (Appendix 2. Page 10);

Correction of misprints made during the reprint (7.P.7. 7.P. 125).

An-24 (An-24RV)

FLIGHT MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATING RESTRICTIONS Section 3. CHECKING AIRCRAFT READY FOR FLIGHT Section4. PERFORMANCE OF FLIGHT Section 5. SPECIAL CASES IN FLIGHT Section 6. CHARACTERISTICS OF AIRCRAFT Section 7. OPERATION OF AIRCRAFT SYSTEMS Section 8. FEATURES OF FLIGHT OPERATION OF AN-24RV AIRCRAFT.

Applications:

1. Instructions for loading and centering the An-24 (An-24RV) aircraft

2. List of permissible failures and malfunctions of the An-24 (An-24RV) aircraft, with which it is allowed to complete the flight to the home aerodrome

3. Sheets of the control inspection of the An-24 (An-24RV) aircraft by the crew

4. Checklist of the An-24 (An-24RV) aircraft by the crew

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1. GENERAL INFORMATION

1.1. Airplane destination

1.2. Basic geometric data of the aircraft ………………………………… .. 3

1.3. Basic flight data

2. OPERATING LIMITS

2.1. Weight restrictions

2.6. Other restrictions

3. CHECKING THE AIRCRAFT READY FOR FLIGHT

3.1. General instructions

3.2. Aircraft pre-flight inspection and system check

4. PERFORMANCE OF THE FLIGHT

4.1. Preparing for taxiing and taxiing

4.2.1. Takeoff from the brakes

4.2.2. Takeoff with a short stop on the runway ……………………………… 8 4.2.3. Features of takeoff with a crosswind

4.2.4. Takeoff with noise reduction on the ground (at airfields civil aviation where the noise limit is set)

4.2.5. Features of takeoff at night ... ....... ……………………………………. ……… 8b

4.3. Climb

4.4. Flight along the route …………………………………………………… ............ 9

4.5. Decrease …………………………………………………………… ................ 9

4.6 Approach and landing

4.6.1. Approach

4.6.2. Elimination of lateral deviations from the runway axis during landing approach ... .... 12 4.6.3. Landing

4.6.5. Peculiarities of landing in a crosswind ……………………………………………………………………………………………………………… 15 4.6.6. Features of landing at night

4.7. Errors when landing at high speed (high-speed "goat") ........... 16

4.8. Go-around

FLIGHT MANUAL

4.9. Taxiing into the parking lot and stopping the engines …………………………………………………………………………………………………………………………………………………………………………………………………………… 18

4.10. Features of aerodromes

4.11. Features of aircraft operation at high air temperatures and at high-altitude aerodromes ............................................. 26

5. SPECIAL FLIGHT CASES

5.1. Engine failure

5.1.3. Engine failure on takeoff ....... ……………………………………………. 5 5.1.4. Failure of the engine in the climb

5.1.5. Engine failure in level flight ………………………………… .12 5.1.6. Engine failure during pre-landing planning ……………………… ..14 5.1.7. Approach and landing with one engine inoperative ……………. 15 5.1.8. Go-around with one failed engine …………………… ... 17 5.1.9. Landing with asymmetric engine thrust at low throttle ... 18 5.1.10. Stopping and starting the engine in flight ……………………………………… 18

5.2. Fire on the plane

5.2.1. Fire in the nacelle compartments of AI-24 engines ………………………………………………………………………………………… .... 21 5.2.2. Fire inside the AI-24 engine

5.2.3. Fire in wing compartments

5.2.4. Fire in aircraft cabins and luggage rooms ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… than or than or better than ……………………………………………………………………………………………………………………………………………………………………………………………………… 24 5.2.5. Fire on the ground

5.3. Depressurization of the cab

5.4. Emergency descent ………………………………………………………. 26

5.8. Landing of an aircraft with a faulty landing gear ..................................................................... 43

5.9. Crew actions during aircraft icing ……………………………… ... 45

5.10. Features of piloting an aircraft with ice breaker on the stabilizer ........ 50

5.12. Actions of the crew in case of spontaneous deflection of the aileron trim or rudder trim to the extreme position in flight with the autopilot disabled ………………………………………………………………………………… ……… 53

5.14. Aircraft behavior near critical angles of attack …………………… 54

5.15. Crew actions in case of stopping two engines in flight ……………… .. 57

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5.17. Termination of takeoff for reasons other than engine failure ... 60

5.18. Failure of two artificial horizons in flight ………………………………………… 60

6. AIRCRAFT SPECIFICATIONS

6.1.2. The most advantageous flight altitude

6.1.3. Fuel refueling calculation

6.2. Takeoff characteristics ………………………………………………… .... 13

6.3. Climb mode

6.4. Flight characteristics along the route ……………………………………… ... 68

6.5. Descent mode from a height ………………………………………………… .76

6.6. Landing characteristics

6.7. Aerodynamic corrections ……………………………………………… .87

7. OPERATION OF AIRCRAFT SYSTEMS

7.1. Power plant ………………………………………………………… ... 1 7.1.1. General information

7.1.2. Preparing for flight ..... ............................................................... 5 7.1.3. Heating of engines in the cold season ………………………………… 20 7.1.4. Vibration monitoring equipment IV-41A ………………………………… ..21 7.1.5. Water injection system into the engine

7.1.6. Possible malfunctions and actions of the crew …………………………… 25

7.2. Fuel system ………………………………………………………… ... 1 7.2.1. General information ……………………………………………………………… 1 7.2.2. Preparation for flight ……………………………………………………… ..2 7.2.3. Operation in flight …………………………………………………… ..6 7.2.4. Possible malfunctions and actions of the crew …………………………… .8

7.3. Oil system ………………………………………………………… .1 7.3.1. General information …………………………………………………………… .1 7.3.2. Preparation for flight ……………………………………………………… ... 2 7.3.3. Operation in flight …………………………………………………… ..2

7.4. Fire extinguishing system

7.4.1. General information …………………………………………………………… .1 7.4.2. Pre-flight check ………………………………………………… ... 1 7.4.3. Operation in flight …………………………………………………… ..2 7.4.4. Possible malfunctions and actions of the crew …………. ……………… ... 3/4

7.5. Hydraulic system………………………………………………………… 1 7.5.1. General information …………………………………………………………… ... 1 7.5.2. Preparing for the flight ……………………………………………………… ... 3 7.5.3. In flight

7.5.4. Possible malfunctions and actions of the crew …………………………… .4

7.6. Chassis ………………………………………………………………………… ..1 7.6.1. General information ………………………………………………………… ......... 1 General content page 4 An-24 (An-24RV)

FLIGHT MANUAL

7.6.2. Flight preparation

7.6.3. In flight

7.6.4. Operation of the landing gear after an aborted takeoff …………………………… ..8 7.6.5. Possible malfunctions and actions of the crew …………………………… 8

7.7. Control system

7.7.1. General information

7.7.2. Flight preparation

7.7.3. Possible malfunctions and actions of the crew …………………………… .5

7.8. Air conditioning system

7.9. Heating system for space under the floor of cabins (SOPP) ………………… ..1

7.10. Cab air pressure control system

7.10.1. General information

7.10.2. Flight preparation

7.10.3. Operation in flight ……………………………………………… ........ 2 7.10.4. Possible malfunctions and actions of the crew ………………………… ... 3

7.11. Oxygen equipment

7.11.1. General information

7.11.2. Flight preparation

7.11.3. Operation in flight …………………………………………………… .3

7.12. Anti-icing system …………………………………………… .1 7.12.1. General information

7.12.2. Pre-flight check ………………………………………………… .1 7.12.3. Operation in flight ……………………………………………………… .4 7.12.4. Possible malfunctions and actions of the crew ………………………… .. 5

7.13. Electrical equipment ……………………………………………… ............ 1 7.13.1. Power supply

7.13.2. Lighting

7.14. Flight and navigation equipment

7.14.1. General information

I. Flight equipment ………………………………………………… ....... 2 7.14.2. Total and static pressure systems …………………………… ...... 2 7.14.3. The system of indication and control of the spatial position of the aircraft 9 7.14.4. Autopilot AP-28L1 ……………………………………………………… .27 7.14.5. Automatic machine for angles of attack and overloads with signaling AUASP-14KR …… ​​.. 39 7.14.6. Radio altimeters ……………………………………………………… .... 41 7.14.7. Ground Proximity Speed ​​Alarm System (GAS) ... 47 II. Navigation equipment

7.14.8. Course instruments ………………………………………………… .......... 49 7.14.9. Automatic radio compass ARK-11 …………………………………… ..53 7.14.10. Radar stations

7.14.11. Landing systems

7.14.12. Aircraft transponder SOM-64

7.14-13. Product "020M" ("023M")

FLIGHT MANUAL

7.15. Radio communication equipment …………………………………………… ........ 1 7.15.1. General information

7.15.2. Command radio stations …………………………………………… ......... 1 7.15.3. Communication radio stations …………………………………………………… ... 5 7.15.4. Airplane intercom SPU-7B …………………………… ... 12b 7.15.5. Aircraft loudspeaker SGU-15 ……………………… ... 14

7.16. Recording devices …………………………………………… ........... 1 7.16.1. System of registration of flight modes of MSRP ……………………………… .1 7.16.2. Aircraft tape recorder MS-61B ………………………………………… ... 3

7.17. Onboard rescue equipment ………………………………… 1 7.17.1. General information

7.17.2. Pre-flight check …………………………………………………… 2 7.17.3. Operation of rescue equipment ……………………… 2

7.18. Household equipment

7.18.1. General information

7.18.2. Preparing for the flight …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… all other things only 7.18.3. Operation in flight …………………………………………………… ... 1 7.18.4. Possible malfunctions and actions of the crew …………………………… .2

8. FEATURES OF FLIGHT OPERATION OF AN-24RV AIRCRAFT

8.1. General information

8.1.1. Basic flight data of the An-24RV aircraft ……………………………… ..5 8.1.2. Basic data of the RU19A-300 engine …………………………………… ... 6

8.2. Operational limitations …………………………………………… ..6 8.2.1. The main restrictions on the aircraft ………………………………………… ... 6 8.2.2. Main limitations for the RU19A-300 engine …………………………… 6

8.3. Checking the readiness of the aircraft for flight

8.4. Flight execution

8.4.1. Taxiing ………………………………………………………………… .......... 7 8.4.2. Takeoff …………………………………………………………………… .......... 7 8.4.3. Climb

8.4.4. Flight along the route …………………………………………………… .......... 9 8.4.5. Decrease ……………………………………………………………………… ... 9 8.4.6. Approach and landing

8.4.7. Go-around ………………………………………………………… .10

8.5. Special occasions in flight ……………………………………………………… ..10 8.5.1. AI-24 engine failure on takeoff

8.5.2. Failure of the RU19A-300 engine on takeoff

8.5.3. Failure of the AI-24 engine in the climb …………………………………… ..11 8.5.4. Failure of the AI-24 engine in horizontal flight …………………………… 12

a) Flight with a feathering propeller of a failed AI-24 engine ... ... ..12

FLIGHT MANUAL

8.5.5. Failure of the AI-24 engine on descent …………………………… .. ………… .13 8.5.6. Approach and landing with one operating engine AI-24 …… ... 13 8.5.7. Go-around with one AI-24 engine and RU19A-300 engine running (the screw of the failed AI-24 engine is air-flooded) ………………………… ..14 8.5.8. Fire in the compartment of the RU19A-300 engine in flight …………………………… ... 14 8.5.9. Fire in the compartment of the RU19A-300 engine on the ground …………………………… ... 15

8.6. Aircraft characteristics ……………………………………………………… .16 8.6.1. General information

8.6.2. Takeoff characteristics …………………………………………… ........ 17 8.6.3. Climb modes

8.7. Aircraft systems operation

8.7.1. Operation of the RU19A-300 engine …………………………………… ....... 39

1. Modes of operation and operational data ………………………………… ... 39

2. Restriction system maximum temperature gases behind the turbine of the RU19A-300 (OMT-29) engine ... ……………… .. ………………………………………………………………………………………………………………………………………………………… 40

3.Preparation for flight…. …………………………………………………………… .41

4. Features of operation of the RU19A-300 engine at negative air temperatures ……………………………………………………………………………………………………………………………… 48

5. Starting the RU19A-300 engine in flight …………………………………………… 48

6. Starting the AI-24 engine from the RU19A-300 engine ……………………………… 50 8.7.2. Fuel system of the RU19A-300 engine …………………………………… .51 8.7.3. Oil system of the RU19A-300 engine …………………………………… ..52 8.7.4. Malfunctions of the RU19A-300 engine and its systems ………………………… .52 Appendices

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INTRODUCTION The flight manual contains information, instructions and recommendations necessary for the safe flight within the established flight restrictions and flight conditions for a given airplane in accordance with its intended purpose.

Departure without flight control is prohibited.

The page numbering of sections 1 - 6 and 8 is made taking into account the autonomy of the sections, and the numbering of the pages of section 7 and the Appendix is ​​made taking into account the autonomy of the subsections and Appendices, for example:

7.8. P. 9, where 7 is a section, 8 is a subsection, 9 is a page.

The numbering of subsections of section 8 coincides with the numbering of sections of the Airplane Flight Manual. Changes in the Guide are made by replacing old ones, adding new sheets or canceling sheets without replacing them.

All changes are marked with a vertical line on the left margin of the page, opposite the changed text or graphics (picture).

The newly introduced sheets indicate the date of approval.

All changes must be reflected in the "Change registration sheet".

Changes to the Manual related to the replacement of old ones, the addition of new sheets or the cancellation of sheets without replacement, are sent to the organization operating the aircraft, together with a new "List of Valid Pages", in which all new pages are marked with a "*".

All changes to the Guidelines are recorded in the "Change Registration Sheet" indicating the date of the change and the signature of the person responsible for the changes in the Guidelines.

Note. If both pages of one sheet are changed at the same time, their numbers in the "Change registration sheet" are written in fraction, for example: 7.8. P. 9/10.

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1.1. Aircraft designation ……………………………………………………… .. 3

1.2. Basic geometric data of the aircraft ……………………………… 3

1.3. Basic flight data …………………………………………………… 6

1.4. Basic data of the power plant

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1.1. PURPOSE OF THE AIRCRAFT An-24 (An-24RV) passenger turboprop aircraft is designed to carry passengers, baggage, mail and cargo on medium-haul air lines.

The passenger version of the aircraft is designed for 48 seats. The design of the passenger compartment allows the aircraft to be used also in the cargo version by removing the passenger seats and partitions.

The fuselage houses the cockpit, passenger compartment, cloakroom, toilet, luggage and cargo spaces.

The An-24 aircraft is equipped with two AI-24 2nd series or AI-24T turboprop engines with AV-72 or AV-72T propellers, and the An-24RV aircraft, in addition, is equipped with one RU19A-300 turbojet engine, which can be used at all stages of flight. The generator of the RU19A-300 engine can be used on the ground and in flight as an autonomous source direct current.

Flight and navigation, radio communication and radio technical equipment allows the aircraft to be operated day and night, in simple and difficult meteorological conditions.

General form aircraft is given in Fig. 1.1.

1.2. BASIC AIRCRAFT GEOMETRIC DATA

1.2.1. GENERAL DATA Aircraft height, m ​​…………………………………………………………………. 8,32 Aircraft length, m …………………………………………………………………… 23.53 Ground clearance during landing gear compression, m ……………… ………………………… ... 0.86 Track of the chassis (along the axes of the struts), m

Landing gear base, m …………………………………………………………………………. 7.85 Aircraft parking angle, min ………………… …………………………………… ..- 17 Distance from the end of the propeller to the side of the fuselage, m …………………………………… ..0.73 Distance from the end of the propeller blade to land, m …………………………………… 1.145

1.2.2. WING

Wingspan, m

Wing area, m2:

for aircraft with a two-slot center wing flap …………………………………………… ......... 72.46 for aircraft with a single-slot center wing flap

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Average aerodynamic chord, m:

for aircraft with a two-slot center wing flap

for aircraft with a single-slot center wing flap

Transverse angle "V", city .:

along the detachable part of the wing ……………………………………………. -2 in the center section

Wing sweep angle (at 25% chord)

Wing installation angle, degrees …………………………………………………………… 3

Aileron deflection angle, deg .:

Angles of deflection of the aileron trim up and down from the neutral position, deg.

On airplanes modified according to Bulletin No. 907 DM, the angles of deflection of the aileron trim up and down from the neutral position, degrees ………………………………………………… ... ± 7 ± 1

Flap deflection angle, degrees:

on takeoff …………………………………………………………… 15; 5 ± 1 on landing

1.2.3. FUSELAGE AND PRESSURE CABIN Fuselage length, m …………………………………………………………………. 23.53 Total volume of pressurized cabin, m3

Dimensions of the cargo door opening, m:

height …………………………. …………………………………………… 10 width

Dimensions of the passenger (entrance) door opening, m:

width …………………………………………………………………… .0.75 Dimensions of the luggage door opening (located between sp. No. 34-36), m:

Sizes of openings of side escape hatches, m:

Distance from the ground to the opening, m:

cargo door

tailgate

passenger (entrance) door ………………………………………… 1.4

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1.2.4. FEMALE The area of ​​the horizontal tail, m2 ………………………………… .. …… 9.09 Angle of stabilizer installation (relative to the wing chord), degrees ……………… ....... -3 Vertical tail area (without forkil), m2 …………………………………… .13,28 Keel height above the fuselage, m

Elevator deflection angle, degrees:

up ……………………………………………………… ... ……………… 30 down ……………………………………………… …………………………… ... 15 Angles of deflection of the elevator trim, degrees ……………………………………… ... ± 20 Angles of deflection of the rudder, degrees …… ………………………………………… ± 25 Rudder trim deflection angles, degrees ……………………………… ... ...… ± 20 Spring compensator deflection angles, degrees ... ………………………………… .. ± 16.5 Angles of deflection of the combined trimmer-servo-compensator (on airplanes with one controlled surface on the rudder), degrees:

in trimmer mode ………………………………………………… .. ± 19 -3 + 1 in servo compensator mode .... ± 19 ^

1.3. BASIC FLIGHT DATA Cruising speed at an altitude of 6000 m, km / h

The speed of the beginning of lifting the front support with a takeoff weight of 21,000 kg, km / h:

h = 15 ° ……………………………………………………………… ..… .210 h = 5 ° ……………………………… ………………………… ... ………… .225 Take-off run with a take-off weight of 21000 kg (CA), m;

h = 15 ° ………………………………………………………………… ... 850 h = 5 ° ……………………………… ……………………… .. mileage with a landing weight of 20,000 kg at the runway and main runway with a conditional soil strength of 8.0 kgf / cm2 (CA), m

The length of the aborted takeoff in the event of a failure of one of the engines at a speed of Vp op with a take-off weight of 21,000 kg at the runway, (CA), m:

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Vertical speeds, climb time and service ceiling of the aircraft at the maximum rate of climb at the nominal mode of two operating engines

Vertical speeds, time of aircraft climb in economic mode at nominal mode of two operating engines ……………………… see table. 6.7 Vertical speeds, climb time and service ceiling of an aircraft with one engine running at maximum speed (the propeller of a failed engine is feathering) ……………………………………………………………. see table. 5.1 and 5.2 Stall speeds in the flight idle mode ... ... see in table. 5.4 and fig. 5.7.

1.4. POWER PLANT BASIC DATA

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engine's type

Takeoff power, ehp ………………………………………………………… ........ 2550 Rated power, e.h. ………………………………………………………… .2100 Mass of the engine, kg

1.4.2. AI-24T ENGINE

Takeoff power, ehp

Maximum power, e.hp ……………………………………………………………………………………………………………………………………………………………………… 2510

1.4.3. TURBOGENERATOR TG-16 (TG-16M)

engine's type

Range of operating frequencies of rotation of the rotor, rpm 31000-33500 Maximum output power at the GS-24 terminals in the range of operating frequencies, kW .... 59-60

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Screw diameter, m

Direction of rotation …………………………………………………………… .. left

Blade installation angles, degrees:

Minimum ………………………………………………………… 8 - intermediate stop

Vane position

Range of working angles of the blades, deg. 8-50

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2.1. Weight restrictions

2.2. Centering restrictions

2.3. Powertrain restrictions

2.4. Indicated speed limits

2.5. Restrictions on maneuvering

2.6. Other restrictions

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2.1. WEIGHT RESTRICTIONS Maximum take-off weight of the aircraft, kg

Maximum landing weight of the aircraft, kg

Maximum commercial load mass, kg passenger version

cargo option

Maximum number of passengers, people

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2.4. INSTRUMENT SPEED LIMITATIONS 2.4.1. Maximum permissible indicated speed, km / h:

In service (flaps retracted)

When flaps are extended and retracted, as well as when flying with flaps deflected at an angle: 15 ° -5 °

When extending and retracting the chassis

When the landing gear is released with the mechanical opening of the retracted position locks ……………………………………………………………… ... 320 - when flying with the landing gear extended

With an emergency decline

2.4.2. The minimum permissible instrument speed for flights is the climb speed (excluding take-off and pre-landing gliding modes).

It is prohibited to reduce the speed below the climb speed for a given altitude (see Sect.

6, tab. 6.7- 6.14).

2.5. MANEUVERING RESTRICTIONS

Maximum allowable roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flight

Maximum allowable roll angle in flight with one failed engine, deg 15 Maximum deflection of the ball according to the sliding indicators when performing the maneuver No more than one diameter of the ball

Maximum permissible vertical overload:

With the flaps retracted

With flaps extended

Minimum permissible vertical overload

2.6. OTHER RESTRICTIONS

2.6.1. BY CREW MEMBERS

The main composition of the aircraft crew:

Aircraft commander;

Second pilot;

Navigator;

Flight mechanic.

By agreement with DVT MT, the aircraft crew can consist of three people (the navigator is excluded from the main crew) or five people (the radio operator is included in the main crew).

2.6.2. ON WIND SPEED DURING TAKE-OFF AND LANDING The maximum permissible wind speed during take-off and landing on a dry runway with a friction coefficient of 0.6 or more, and on the main runway are indicated in Table. 2.2.

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The maximum allowable crosswind speed (at an angle of 90 ° to the runway axis) during takeoff and landing on the runway, which has a friction coefficient of less than 0.6, is shown in Fig. 2.1.

Dependence of the maximum allowable crosswind (at an angle of 90 ° to the runway on the runway friction coefficient) The maximum component of the tailwind speed during takeoff and landing is up to 5 m / s.

2.6.3. RUNWAY LENGTH The minimum runway length at which the airplane is permitted to operate. An-24 1300 m With a runway length of 1600 m and less, take off with flaps deflected by 15 °.

With a runway length of more than 1600 m - with flaps deflected by 5 °.

Take off from the main air route with h = 15 ° regardless of the main air route length.

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For two drive radio stations (OSP) 100 1500 For one drive radio station (OPRS) 200 2500

A minimum of 50x700 can be set when approaching at aerodromes equipped with a Category II-III radio beacon system. In other cases, it must be at least 60x800.

Values ​​of Hpr and 1, view. specified in the table are installed for landing radars of the RP-2 and RP-3 types. For other types of PRL (OPRL), the tabular values ​​of Hpr increase by 20 m and Lview - by 200 m.

2.6.6. FRONT CHASSIS WHEEL CONTROL Maximum speed when steering the wheels of the front landing gear from the steering wheel - no more than 30 km / h.

At speeds over 30 km / h, it is allowed to use steering wheel steering from the steering wheel only in exceptional cases - to prevent an accident.

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3.1. General instructions

3.2. Pre-flight inspection of the aircraft by the crew and check of systems

3.2.1. Duties of a flight mechanic

3.22. Duties of the navigator

3.23. Duties of the radio operator

3.2.4. Duties of a flight attendant

3.2.5. Duties of the co-pilot

3.2.6. Duties of the pilot-in-command

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3.2. CREW PRE-FLIGHT INSPECTION AND SYSTEM CHECK

3.1.1. RESPONSIBILITIES OF THE FLIGHT TECHNICIAN

Before the start of the pre-flight inspection, check that the following are on board the aircraft:

Aircraft airworthiness certificates;

Aircraft registration certificate;

Aircraft logbook;

Flight manuals for An-24 aircraft;

Aircraft health log.

Make sure that the flight time of the aircraft after this flight does not exceed the deadline for the next scheduled maintenance and the end of the life of the aircraft and engine.

Check out the order card for the operational type of aircraft maintenance.

According to the entry in the aircraft preparation log, make sure that the recorders MSRP-12-96, KZ-63 and MS-61B are in good working order.

Accept additional information on adjustments or replacement work performed on the aircraft since the previous flight.

Make sure that any faults recorded in logbook aircraft eliminated.

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Notes: 1. Heating of AI-24 engines must be carried out at an oil temperature at the engine inlet below minus 15 ° С (when operating engines on oil mixture) and below minus 25 ° С (when operating engines on MN-7.5U oil), regardless of outdoor temperature.

2. The RU19A-300 engine must be warmed up at an oil temperature at the engine inlet below minus 25 ° C (if the engine is started from on-board storage batteries) and below minus 30 ° C (if the engines are started from an airfield power source or from starter-generators of AI-24VT engines) regardless of the outside temperature.

3. When using the APU TG-16 (TG-16M), it must be heated at an outside air temperature below minus 25 ° C.

Air propellers. Easily turn by hand in the direction of rotation and there is no extraneous noise in the engine

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1. Check out the documentation for maintenance... Take over the plane from the technical crew.

2. Report to the aircraft commander about the readiness of the aircraft for flight, the remaining resource, the amount of fuel filled, and the readiness of the engines for launch.

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Report to the pilot-in-command of the inspection and equipment check.

Notes:

1. In the absence of a radio operator in the crew, the navigator performs a pre-flight inspection of the aircraft in the amount specified in paragraph 3.2.3. ("Duties of the radio operator").

2. In the absence of a navigator in the crew, the pre-flight inspection of the aircraft in the amount specified in clause 3.2.2 shall be performed by the co-pilot and ATB specialists. The performance check of the ARC, radar, GIK, GPK and KI-13 is carried out by ATB specialists.

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Inspection and inspection object Check and make sure - instructions and tables for tuning radio stations, Fuses and a set of spare radio tubes are available;

Microphone and microtelephone headset; There are

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3.2.6, RESPONSIBILITIES OF THE AIRCRAFT COMMANDER Accept reports from the crew on the results of the inspection and inspection of the aircraft.

Inspect and inspect the aircraft.

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Wheel steering wheel of the front landing gear; Neutral - front landing gear wheel control switch; Disabled - landing gear release and retraction control switches, Neutral, fixed by flaps;

Airplane on parking brake Installed

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Provide (via STC) pre-flight information.

Give the command to the crew to get ready to start the engines. Start the engines as indicated in subsection. 7.1.

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4.1. Preparation for taxiing and taxiing …………………………

42.1. Takeoff from the brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of takeoff with a crosswind

4.2.4. Takeoff with reduced noise on the ground

4.25. Features of takeoff at night

4.3. Climb

4.4. Flight along the route

4.5. Decrease

4.6. Approach and landing

4.6.1. Approach

4.6.2. Elimination of lateral deviations from the runway axis during approach

4.63. Landing

4.6.4. Approach and landing of an aircraft with two operating engines with a fixed maximum fuel drain by the PRT-24 system on one of the engines

4.6.5. Features of landing with a crosswind

4.6.6. Features of landing at night

4.7. Errors when landing at high speed (high-speed "goat")

4.8. Go-around

4.9. Taxiing into the parking lot and stopping the engines

4.10. Features of aircraft operation on unpaved, snowy and ice airfields ... 17 4.10.1. Aircraft operation on unpaved airfields

4.10.2. Aircraft operation at aerodromes with compacted snow cover ... ............ 20 4.10.3. Aircraft operation at the ice airfield

4.11. Features of aircraft operation at high air temperatures and at high-altitude airfields

4.12. Flying in icy conditions

4.12.1. General Provisions

4.12.2. Takeoff and climb

4.12.3. Flight at echelon

4.12.4. Descent, approach and landing

Section 4 bldg. 2 An-24 (An-24RV)

FLIGHT MANUAL

FLIGHT PERFORMANCE - Taxiing

4.1 PREPARATION FOR TAXING AND STEERING

1. Make sure the fuselage door (front door) is closed.

2. Make sure the pressure in the hydraulic system is 120-155 kgf / cm2, check the activation of the automatic wheel braking.

3. Check if the screws have been removed from the intermediate stop.

4. Switch on the flight and navigation equipment and radio equipment.

On airplanes not equipped with a CCS, set the value of 100 m on the radio altimeter control unit.

5. Check the free play of the aircraft controls. Set the trim tab PB to the position corresponding to the aircraft's takeoff centering, and the trim tabs of the aileron and launch vehicle to the neutral position.

6. Turn on the heated glass in a weakened mode.

7. Turn on the aircraft and engine icing alarms.

8. Make sure that the switch "WING OPER. ENTRANCE RU-19 ”(“ WING and OPER ”) is set to“ OFF ”(neutral position).

9. Make sure the switch "LEFT. VNA RIGHT "is located:

In the "OPEN" position

In case of conditions of possible icing;

In the "CLOSED" position - in the absence of these conditions.

10. Install the drive-through latches of the engine control levers in the appropriate position according to table. 7.2,

11. Turn on the identification system, set the code.

12. Read the “Before Taxiing” section of the Checklist.

1. Engage the front landing gear steering.

2. Make sure there are no obstacles in the taxiway.

3. Give the command: "Crew, I'm taxiing."

ATTENTION: 1. IT IS FORBIDDEN TO START MOVING THE AIRCRAFT

ROTATE STEERING WHEEL AND TILT

PEDALS WITH TAKE-OFF AND LANDING CONTROL.

2. WHEN TAXING, ALL GYROSCOPIC INSTRUMENTS MUST BE SWITCHED ON.

AIRLANDS REDUCED.

3. WHEN THE ENGINES OPERATE AT 0-35 ° MODES ON OPRT OF THE RODS, MOVE

SMOOTHLY, RATE 10-15 ° / s.

4. Release the airplane from the parking brake and smoothly increase the engine operating mode up to 15-20 ° according to the UPRT.

5. By selecting the engine mode, depending on the state of the taxiway, set the required taxi speed.

6. It is allowed, in agreement with the dispatcher, to taxi on one running engine on runways and taxiways with artificial turf and on a dry unpaved airfield without grass cover in winds up to 7 m / s and a friction coefficient of more than 0.5, start another engine at a preliminary start or friend ………………………………………………………………………………………………………………………………… ………………………………………………………………………………………………………………………………… ……………………… Section 4 bldg. 3 An-24 (An-24RV)

FLIGHT MANUAL

PERFORMANCE OF FLIGHT - Throttle steering, counter the turning moment by turning the wheels of the front landing gear at an angle of no more than 20 ° (according to the steering wheel for steering the wheels of the front landing gear and braking).

7. Read the “On Taxi” section of the Checklist.

When taxiing, check:

Operation of the main braking system;

Operation of the emergency braking system by smooth and simultaneous deflection of the emergency braking handles (emergency pumping station works - the yellow indicator lights up);

Control of the wheels of the front landing gear from the pedals;

Steering the wheels of the front landing gear from the steering wheel.

After checking, set the "WHEEL TURN" switch to required position and continue steering With the WHEEL STEER switch in the OFF position, you can steer with the brakes (if necessary) with the front caster wheels.

ATTENTION. IT IS FORBIDDEN TO MAKE AIRCRAFT TURNS AROUND

FIXED WHEELS SUPPORT. STEERING TURNS PERFORM

SMOOTHLY, FROM CALCULATION 90 ° IN TIME AT LEAST 6-8 C.

In the process of taxiing the aircraft along the taxiway (or runway) with a known azimuth to the executive start, taxi as accurately as possible along the axis):

a) set the value on the GPK-52 scale magnetic azimuth Taxiway (or runway);

b) check the correspondence of the course indications on the indicators of the GPC-52 PIC and the co-pilot to the taxiway (or runway) azimuth.

After performing these operations, the heading devices GPK-52 and GIK-1 are ready for takeoff and their exhibition at the executive start is not required.

Note. If the taxiing conditions on the taxiway at the final start do not allow the course exhibition to be performed, then this exhibition should be performed at the executive start.

At the preliminary start:

1. Lower the flaps to 15 ° or 5 °, depending on the launch conditions, turn on the heating of the high-pressure jet and PUA (turn on the heating of the high-pressure jet no later than 1 minute at positive, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff) ...

2. Check the setting of the PB trimmer to the position corresponding to the aircraft's takeoff center.

3. Verify that the aileron and PH trims are in neutral.

4. Check the setting of the oil cooler flap control switch to the "AUTOMATIC" position.

5. Set the air intake from the engines to the "OFF" position.

6. Read the Preliminary Start section of the Checklist.

At the executive start:

1. Position the aircraft on the runway centerline in the direction of takeoff, taxi in a straight line for 5-10 m and brake the wheels.

2. Set the switch for removing screws from the intermediate stop to the "SCREW ON STOP" position.

3. Read the section “At the Executive Start” of the Checklist.

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4.2. RISE 4.2.1. RISE FROM BRAKES

After receiving clearance for take-off:

1. Verify that there are no obstacles on the runway.

2. Keeping the aircraft on the brakes, smoothly and synchronously increase the operating mode of the engines up to 30-40 ° according to the UPRT and with the establishment of a stable rotational speed of 99.5-100.5% for AI-24 engines of the 2nd series or 103-105% for AI-24T increase the engine operating mode up to 100 ° according to UPRT.

ATTENTION. TEMPORARILY, BEFORE REFERENCES. ON RELEASE

5 ° FLAP TO DISABLE AUDIBLE SIGNALS

(SIRENS) ABOUT 15 ° FLAP NOT RELEASED PRESS THE BUTTON

RIGHT PILOTS "OFF. SIR. AND PREP. HIGH SIGNAL ", WITH THIS

RELEASE FLAP LIGHT BOARD CONTINUES BURNING.

SOUND ALARM COMES TO STARTING POSITION AFTER CLEANING

CHASSIS. SPECIAL ATTENTION ON THE LOOKING PAY WITH THE SIGNALING LIGHT ABOUT

OF A FIRE ON AN AIRCRAFT, AS SOUND ALARMS ABOUT

FIRE FOR TAKE-OFF BEFORE CHASSIS CLEANING IS DISCONNECTED. FORBIDDEN

DISCONNECT. SOUND SIGNALING WITH THE HELP OF A NPP.

After making sure that the engines are working properly, tilt the control wheel away from you at least half of the stroke from the neutral position, smoothly release the brakes and start the takeoff run, preventing the aircraft from taking off prematurely.

3. On takeoff, the aircraft has a slight tendency to turn to the right.

ATTENTION. MAINTAIN AIRCRAFT DIRECTION

IT IS PROHIBITED TO CHANGE THE ENGINE OPERATING MODES.

On the takeoff run up to the decision speed (V1), stop the takeoff if:

Red indicator lights or light-signal board lit up;

Circumstances or malfunctions have arisen that, according to the PIC's assessment, may pose a threat to the safety of continuing take-off or subsequent termination of the flight.

The crew's actions to terminate takeoff do not differ from those prescribed for the case of an interrupted takeoff in the event of a single engine failure.

5. If, during takeoff from a wet or slippery runway, it is impossible to hold the airplane on the brakes during takeoff or nominal operation of the engines, set the engines to 30-40 ° according to the UPRT. Then release the brakes and during the takeoff run, bring the engines to the takeoff mode, while not allowing the throttle to move abruptly in order to avoid the aircraft turning.

6. Upon reaching the speed Vпоп, depending on the take-off weight of the aircraft (see Fig. 6.3), taking the control wheel, start lifting the wheels of the front landing gear until the aircraft separates from the runway.

The separation of the aircraft occurs at a speed of 5-10 km / h more than the lifting speed of the wheels of the front landing gear.

A WARNING. TO AVOID FUSELAGE TOUCHING THE RUNWAY

IT IS FORBIDDEN TO INCREASE ANGLE OF ATTACK MORE THAN 11.5 ° BY UAP-14KR.

7. After lift-off with practically no maintenance, transfer the airplane to climb with simultaneous acceleration. Parry the striving of the aircraft after taking off to turn to the right by deviating the rudder and ailerons.

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8. Brake the wheels at a height of at least 3-5 m. When the yellow warning lamps come on, make sure that the automatic wheel braking is working properly.

A WARNING. IF AFTER TAKING OFF, WHEN BRAKING THE WHEELS,

YELLOW LIGHTS WERE NOT LITTING WHICH INDICATES

ABOUT MALFUNCTION OF THE AUTOMATIC BRAKE. SWITCH OFF THE AUTOMATIC

BRAKES; BEARING WHEN LANDING THAT THE AUTOMATOR IS TURNED OFF AND

BRAKE SMOOTHLY.

9. Give the command to the flight mechanic to retract the landing gear, the flight mechanic, after making sure that the "ON BY PEDAL" warning lamp for steering the wheels of the front landing gear is off, retracts the landing gear.

A WARNING. IF AFTER THE AIRCRAFT TAKE OFF THE LIGHT SIGNAL

"ON BY PEDAL" DO NOT EXTEND. TURN OFF TAKE-OFF AND LANDING

FRONT CHASSIS WHEEL CONTROL RETRACT CHASSIS. ON

LANDING TAKE-OFF AND LANDING CONTROLS ON ONLY AFTER

TOUCHING THE RUNWAY WITH THE FRONT CHASSIS STAND.

Notes: 1. When taking off with a large take-off weight (over 20,000 kg) or high Temperatures ambient air in the process of retracting the landing gear during takeoff from (h = 5 °), short-term vibration of the front support is possible.

2. At aerodromes with a take-off scheme that provides for a flap before cleaning the wing mechanization, make a flap from a height of at least 100 m (by radio altimeter) at a speed of at least 230-255 km / h, depending on the takeoff weight, with a climb. Retract the flaps after exiting the turn on a straight line.

10. At an altitude of at least 120 m at a speed of 240-270 km / h (h = 15 °) and 245-275 km / h (h = 5 °), depending on the take-off weight, issue a command. "Retract flaps", according to which the flight mechanic retracts the flaps in three steps (the flaps from the 5 ° position and on aircraft modified according to bulletin No. 1321BU-G are retracted in one step). Avoid loss of altitude and decrease in pitch while retracting the flaps. Remove forces that arise at the steering wheel with the elevator trim tab. By the end of flap retraction, increase the speed to 270-300 km / h depending on the takeoff weight.

ATTENTION. 1. AT ALL STAGES OF THE FLIGHT, EFFORTS FROM THE AIRCRAFT CONTROLS

REMOVE WITH TRIMMERS. WHEN POSITIONING THE FLAP LOADS

REMOVE AFTER EACH FLAP CLEANING (RELEASE) RECEPTION.

2. WHEN THE SIGNALING "DANGEROUS EARTH" IS ACTIVATED IN THE PROCESS OF TAKE-OFF TO

ATTENTION TO RETRACT THE FLARS, STOP REDUCING IMMEDIATELY AND

TURN THE AIRCRAFT TO CLIMB. WHEN AN ALARM IS ACTIVATED

DANGEROUS EARTH "AFTER HANDLING THE FLAPS

MANEUVERING IN THE TAKE-OFF AREA IF THE FLIGHT IS OVER

HILLY OR MOUNTAINS. ENERGY TRANSFER THE AIRCRAFT INTO

CLIMBING (NOT ALLOWING OUTSIDE THE PERMISSIBLE VALUES

OVERLOADS AND ATTACK ANGLES) AND SET THE ORE TO TAKE OFF.

KEEPING IT UP TO DISABLE THE ALARM.

Note. When flying at low altitudes (over 250 m according to the radio altimeter), a short-term (no more than 2 s) signaling “DANGEROUS EARTH” is possible in the bumpy, which does not require the crew to change the flight trajectory.

11. Climb to the first turn at a speed of 300 km / h. Perform the first turn at an altitude of at least 200 mu and a speed of 320-330 km / h.

12. At an altitude of 400 m, smoothly moving the RUDU, set the nominal mode (65 ° according to UPRT for AI-24 engines of the 2nd series or 63 ° according to UPRT for AI-24T engines). After translation Section 4 page 6 An-24 (An-24RV)

FLIGHT MANUAL

PERFORMANCE OF THE FLIGHT - Takeoff of the engines to the nominal operating mode, balance the aircraft with trimmers, turn on the air bleed from the engines to the air conditioning system.

For airplanes equipped with an automatic switch on the wing, tail and air intake RU19A-300, regardless of weather conditions, the “WING and OPER.

ENTRANCE RU19A-300 "(" WING AND OPER ") set to the" AUTOMATIC "position.

4.2.2. TAKE-OFF WITH A SHORT STOP ON THE RUNWAY

1. The fundamental difference between takeoff with a short stop on the runway and takeoff with brakes is the start of the takeoff run before the engines reach takeoff mode and the achievement of takeoff thrust at the initial stage of the takeoff Takeoff with a short stop is used in order to save fuel and increase the capacity of airfields.

2. The use of takeoff with a short stop on the runway is permitted provided that the actual weight of the aircraft is less than the maximum allowable weight calculated using the parameters D and R

3. The PIC is obliged to inform the crew about the use of take-off with a short stop on the runway before the aircraft is taken to the preliminary start.

4. At the preliminary start, each of the crew members must perform all operations in accordance with the instructions of subsection 4.1 "Preparation for taxiing and taxiing" (at the preliminary start). At the end of the control under the section "At the preliminary start"

Checkout cards PIC to request permission to taxi to the final start.

5. Having received permission to taxi, the PIC gives the command: “We are taxiing. Control by Card ".

In the process of taxiing to the executive start, each of the crew members perform operations in accordance with the instructions of subsection 4.1 "Preparation for taxiing and taxiing"

(at the executive start) and start control under the section "At the executive start" of the Control Check Card.

Wherein:

To the co-pilot, check that the AHP heating is on and report: “AHP heating is on. Ready";

The flight mechanic should switch SO-63 to "ATC" mode and report to the PIC.

6. After taking the aircraft to the runway axis, the PIC switch on the take-off and landing wheel steering of the front landing gear, steer 5-10 m and, stopping the aircraft, hold it with brakes. The crew shall complete control according to the Checkout Checklist.

Wherein:

The flight mechanic set the switch for removing screws from the intermediate stop to the "SCREWS ON STOP" position and, after making sure that the hazard warning lamps are off, report: "Red signals are off. Ready". Smoothly and synchronously move the throttle to the 30-40 ° position according to the UPRT;

Navigator (co-pilot) agree exchange rate system(if earlier it was not agreed on the taxiway) and report: “Course ..., agreed. Ready";

Report to the aircraft commander: “Front wheel - takeoff - landing.

ATC mode is set. Ready".

7. Having received permission to take off, the PIC gives the command: “Take off” and releases the brakes.

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9. To the navigator (co-pilot) control the speed and at the moment of reaching the speed of 150 km / h report: "Control".

10. If by the time of the "Control" report the engines have not reached the take-off mode (the flight mechanic's report "Take-off mode" has not been received), the PIC is obliged to immediately stop take-off, acting in accordance with the instructions of subparagraph a) "Engine failure on takeoff up to the speed of decision-making V1 when performing flights with runways and main runways "(clause 5.1.3).

ATTENTION. AT A COUNTER WIND SPEED OF 12 M / S AND MORE

IT IS PROHIBITED TO USE A SHORT-TERM TAKE-OFF.

11. Further actions of the crew - in accordance with clause 4.2.1 "Take-off with brakes", starting with sub-clause 6.

4.2.3. FEATURES OF TAKE-OFF AT SIDE WIND The maximum allowable crosswind speed (at an angle of 90 ° to the runway axis) during takeoff from the runway, depending on the runway friction coefficient, is shown in Fig. 2.1, when taking off from a solid unpaved strip of 12 m / s, Take off with the obligatory use of takeoff and landing control of the wheels of the front landing gear.

Counter the airplane's urge to turn and roll on the take-off run with the rudder and ailerons, using the takeoff and landing control of the wheels of the front landing gear and, if necessary, brakes. After lift-off, fend off the drift by changing course to the drift angle.

4.2.4. TAKE-OFF WITH REDUCED NOISE ON THE GROUND

After lift-off, at a height of at least 5 m, brake the wheels and retract the chassis. Smoothly place the aircraft into the climb with simultaneous acceleration to an instrument speed of 250 km / h.

Climb at a constant speed with the flaps tilted 15 °.

If necessary, to reduce noise, it is allowed to make a turn away from settlement in the climb mode at an altitude of at least 100 m (by radio altimeter).

At an altitude of at least 500 m, remove the flaps, with an increase in speed up to 280-300 km / h, countering the tendency of the aircraft to sink by deflecting the steering wheel. Reduce the operating mode of the motors to the rated one.

4.2.5. FEATURES OF NIGHT TAKE-OFF

As a rule, take off with the headlights on, for which, after taxiing onto the runway and bringing the engines to takeoff mode, turn the headlamp control switch to the “BIG LIGHT” position.

The technique for performing a takeoff at night is similar to the technique for performing a takeoff during the day.

Maintain the direction on the take-off run according to the relative displacement of the runway landing light lines and along the runway axis. After taking off the aircraft, fly according to the artificial horizon, airspeed indicator and variometer.

At an altitude of 50-70 m, turn off and remove the headlights.

4.3. CLIMB

1. Values ​​of indicated airspeed and engine operating modes when gaining flight level are indicated in subsection. 6.3. "Climb mode".

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2. At the height of the transition, the PIC and at his command 2 / P must set the pressure at the altimeters to 760 mm Hg. Art. (UVID-30-15K, VD-10K), 1013, 25 hPa (VEM-72FG). The PIC is obliged to withstand during flights on domestic airlines a given flight level according to UVID-30-15K, on ​​foreign airlines according to VEM-72FG, which has an exit to the aircraft transponder. Other barometric altimeters should be used to monitor the primary altitude measurement channel.

CLIMBING PROCESS IF FLIGHT IS OVERVIEW

HILLY OR MOUNTAINS, OR IF THE CREW

UNKNOWN NATURE OF RELIEF. ENERGY TRANSFER THE AIRCRAFT TO

Steeper dialing trajectory (NOT ALLOWING OUTPUT

FOR TAKE-OFF MODE. HOLDING IT UP TO DISCONNECTING

ALARMS. MAIN RELIEF OBSERVATION BY LOCATOR. AT

NECESSARY GET UP HEIGHT WITH A CHANGE IN COURSE.

4.4. FLIGHT ALONG THE ROUTE After gaining a given altitude without changing the operating mode of the engines, transfer the aircraft to level flight and set the required operating mode for the engines for the given flight weight and flight altitude.

Level flight characteristics are given in Sec. 6.4.

Monitor the air temperature and pressure drop in the cockpit, the operation of engines and aircraft systems. Keep an even production of fuel from the left and right groups of tanks, using the ringing system to level the fuel.

ATTENTION. WHEN THE "DANGEROUS EARTH" ALARM IS ACTIVATED

HORIZONTAL FLIGHT OVER HILLY OR MOUNTAINS

OR IF THE CREW DOES NOT KNOW THE NATURE OF THE RELIEF. VIGOROUSLY

PERMISSIBLE OVERLOAD AND ATTACK ANGLE) AND INSTALL ORE

ALARMS.

4.5. DESCENT 5-10 minutes before the start of the descent, the crew conducts pre-landing preparation.

Before descending, turn on the radio altimeter and set the value of the circle height on the PB height adjuster.

If the height of the circle is greater than the maximum height to which the PB adjuster can be set, set the adjuster to the maximum possible height value.

Read the section “Before Descent” of the Checklist.

Make the reduction in modes in accordance with the recommendations of Sec. 6.5 "Mode of descent from a height".

ATTENTION. WHEN THE SIGNALING "DANGEROUS EARTH" IS ACTIVATED ON

REDUCTIONS, INCLUDING IN THE LANDING AREA, IMMEDIATELY REDUCE

VERTICAL REDUCTION SPEED. IF AT THIS FLIGHT

PRODUCED OVER HILLS OR MOUNTAINS, OR IF

THE CREW DOES NOT KNOW THE NATURE OF THE RELIEF, TRANSLATE ENERGY

THE AIRPLANE CLICKING UP (NOT ALLOWING OUTSIDE THE

OVERLOAD AND ATTACK ANGLE VALUES) AND INSTALL ORE FOR TAKE-OFF

MODE, KEEPING IT UNTIL DISABLE THE SIGNALING.

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OBSERVE THE RELIEF BY THE LOCATOR, IF NECESSARY

GET UP HEIGHT WITH A CHANGE IN COURSE. ABOUT THE PERFORMED MANEUVER

REPORT TO ATC CONTROLLER.

Descent should be performed according to the descent and approach scheme established for the given aerodrome.

At the altitude of the transition level, after receiving the pressure value at the landing aerodrome from the air traffic controller, read the section "After the transition to the airfield pressure" of the Checklist.

If in the process of descent from the transition level to the height of the circle the alarm of the set height of the radio altimeter is triggered, stop the descent, check the readings of the barometric altimeters and evaluate, taking into account the terrain, their correspondence to the readings of the radio altimeter. Check the correct pressure setting on the barometric altimeters and the target circle height on the radio altimeter.

Check the operation of the radio altimeter with the built-in control.

If necessary, check with the air traffic controller for the position of the aircraft and the pressure at the landing aerodrome.

Once you are convinced that you can continue to confidently control the flight altitude, continue your descent to the circle altitude.

4.6. APPROACH AND LANDING 4.6.1. APPROACH TO LANDING If, during the descent to the height of the circle, the signal device of the set height of the radio altimeter did not work, then at the height of the circle, taking into account the terrain, evaluate the correspondence of the readings of the barometric altimeters to the readings of the radio altimeter and check the operability of the radio altimeter with the built-in control.

Set 60 m on the radio altimeter dial (or VLOOKUP, if VLR is less than 60 m).

If the radio altimeter dial does not allow setting 60 m, set it to the nearest lower altitude value.

Maintain the height of the log in a circle according to the instructions for the given aerodrome.

Perform horizontal flight in a circle with the landing gear retracted at an instrument speed of 300 km / h.

ATTENTION. WHEN AN ALARM IS TRIGGERED, EARTH'S EARTH "IN PROCESS

PERFORMING THE AERODROME APPROACH MANEUVER

LOCATED IN MOUNTAIN OR HILLY AREA. VIGOROUSLY

TURN THE AIRCRAFT INTO AN ALTITUDE (NOT ALLOWING A

PERMISSIBLE OVERLOAD AND ATTACK ANGLE) AND INSTALL ORE

TO TAKE-OFF MODE, HOLDING IT UP TO DISCONNECTION

ALARMS. REPORT THE PERFORMED MANEUVER TO THE CONTROLLER

ATC.

Before the start of the third turn at a speed of 300 km / h, give the command to release the chassis, and when approaching shortest path release the chassis at a distance of at least 14 km.

A WARNING. IF CHASSIS IS NOT RELEASED:

- WHEN HANDLING THE ORE, THE SIREN WILL BE HUNTING BEFORE THE FLIGHT LOW GAS,

WHICH CAN BE DISABLED BY BUTTON "OFF. SIR. AND PREP. HIGH SIGN ";

WHEN THE FLARES ARE EXTENDED TO 13-17 ° THE SIREN WILL BE HUNTING AND THE BUTTON OFF.

SIR. AND PREP. HIGH SIGN. WILL NOT BE DISCONNECTED.

Position the flight idle latch stop control lever against the range mark corresponding to the actual air temperature at the ground at the landing aerodrome. Check that the front landing gear wheel steering is engaged.

Read the section "Before the third U-turn or at a distance of 14-16 km" of the Checklist.

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Set the speed to 280-300 km / h and take the third turn.

Before the fourth turn or at the estimated distance from the fourth turn when approaching along the shortest path, at an instrument speed of 280-300 km / h, extend the flaps to 15 °.

ATTENTION. IF THE EQUILIBRIUM IS DIFFERENT DURING THE FLAP FLAP

AND THERE WILL BE A LIFTING OF THE AIRCRAFT, SUSPEND THE RELEASE

FLARES AND LANDING WITH THE FLAP RUNNING

UNTIL THE POSITION AT WHICH THE ROLL BEGAN.

When the flaps are deflected, the airplane tends to take off. which must be countered by a commensurate deflection of the steering wheel away from you. Relieve forces on the steering wheel by deflecting the elevator trim. After flaps are tilted 15 °, set the instrument speed to 250 km / h and perform the fourth turn.

At aerodromes with an approach scheme that provides for turns with a roll angle of 25 °, release the flaps by 15 ° before the third turn at a speed of 280-300 km / h. Then, at 250 km / h, make the third and fourth turns with a 25 ° bank angle.

Before entering the glide path, extend the flaps to 38 °. When the flaps are extended, the tendency of the aircraft to take off is less pronounced and is countered by slightly pushing the control wheel away from itself. The gliding speed with the flaps deflected by 38 ° should be 210-200 km / h according to the instrument, depending on the flight mass (Table 4.1).

Read the section "Before entering the glide path" of the Checkout Chart.

ATTENTION. IN THE CASE OF THE "DANGEROUS EARTH" ALARM WHEN

DECLINE GLISSIDE IMMEDIATELY REDUCE VERTICAL

RATE OF REDUCTION AND CONTROL THE CORRECT PROFILE

REDUCES AND CHASSIS POSITIONS; IF THE CHASSIS PROVIDES

UNRELEASED. GO TO THE SECOND CIRCLE. IN CASE OF OPERATION

RV SIGNALING OR "DANGEROUS EARTH" (SOC) WHEN FLYING ON

BACKGROUND STRAIGHT BEFORE ESTABLISHING A RELIABLE

VISUAL CONTACT WITH APPROXIMATE LIGHTS OR OTHER

GUIDELINES FOR THE LANDING COURSE LEAVE THE SECOND CIRCLE.

Note. When flying at low altitudes (over 250 m by radio altimeter) in a bumpy, as well as when approaching an aerodrome with complex surface relief on the landing straight, including when flying on a glide path with an inclination angle of more than 3 ° (overflying an obstacle), a short-term , but not more than 2-3 s (or the time specified in the special service information in relation to a given landing course of a particular aerodrome), triggering of the “DANGEROUS EARTH” alarm, which does not require the crew to change the flight trajectory.

Table 4.1 Flight weight, kg Gliding speed according to the instrument, km / h Less than 19000 200 By the decision of the aircraft commander, landing can be performed with flaps deflected at 30 °.

At the same time, increase the speed of pre-landing planning by 10 km / h. The required runway length for landing will increase by 180 m.

Fly the DPRM at the altitude indicated in the diagram for the given aerodrome.

Do turns to clarify the exit to the runway after passing the DPRM with a roll angle of no more than 15 °, control the height using the barometric altimeter and radio altimeter.

At an altitude of 200-100 m, turn off the air bleeding from the engines for the cabin pressurization.

Section 4 page 11 An-24 (An-24RV)

FLIGHT MANUAL

PERFORMANCE OF THE FLIGHT - Approach. Fly the BPRM at the altitude indicated in the scheme for the given aerodrome.

Control the altitude using the barometric altimeter and radio altimeter.

If, before establishing reliable visual contact with landmarks (approach lights, etc.) along the landing course, the radio altimeter warning light is triggered, you must immediately start the go-around maneuver.

Maintaining the set gliding speeds and adjusting the calculation for landing by changing the operating mode of the engines.

If the flaps are not released from the main system, extend them from the emergency system by 15 ° and land. Glide with the flaps deflected by 15 °, perform at a speed of 220-240 km / h, landing occurs at a speed lower than the gliding speed by 20 km / h.

The actual landing distance of the aircraft, depending on the meteorological conditions at the landing aerodrome, the landing weight, the friction coefficient for the flaps deflected by 38 °, is determined from Fig. 6.41. The nomogram applies to dry, wet, wet and water-covered artificial turf runways. An example of using the nomogram is shown by arrows and dotted lines.

The length of the runway at the landing aerodrome must be no less than the actual landing distance for w = 38 °, determined from Fig. 6.41.

4.6.2. ELIMINATION OF LATERAL DEVIATIONS FROM THE RUNWAY AXIS WHEN APPROACHING

LANDING After establishing reliable visual contact with landmarks, before reaching the ILO, the PIC must estimate the value of the lateral deviation of the aircraft from the runway axis.

Maximum permissible lateral deviations from the runway axis:

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The PIC makes an assessment of the actual lateral deviations visually, using landing lights and other landmarks.

If the actual lateral deviation exceeds the maximum allowable, the PIC at an altitude not lower than VPR must start a missed approach.

If the actual lateral deviation is within the permissible limits, the PIC, when deciding to land, at an altitude and below the VPR, must begin a maneuver to eliminate the lateral deviation.

To eliminate the lateral deviation, a maneuver is performed towards the runway axis by coordinated deviation of the controls.

The lateral maneuver has the shape of the letter "S" in the plan and consists of two conjugate turns.

The first turn (towards the runway axis) is performed with a roll angle of 10-12 °, and the second turn (towards reverse side) - 6-8 °. The lateral deviation maneuver must be completed before the start of the runway.

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4.6.2а "Features of piloting during a visual approach".

(1) A visual approach is an approach performed in accordance with instrument flight rules (IFR) when part or all of the instrument approach procedure is incomplete and the approach is in visual contact with the runway and / or its landmarks.

(2) Entry into the aerodrome zone (area) is carried out by the PIC or 2 / P according to established procedures (STAR) or according to trajectories specified by the ATC service. Descent and IFR approach should be carried out using radio-technical means of landing and navigation RMS. RSP.

OSP, OPRS (DPRS. BPRS), VOR, VOR / DME to the set altitude of the visual approach start point (TN VZP).

(3) Before reaching the visual approach start point, the landing gear and high-lift devices must be extended to an intermediate position.

(4) As a general rule, a rigid visual approach is not established. In the general case, a visual flight in the visual maneuvering zone should be carried out with a circular maneuver at a circular flight altitude (Нкр.взп), not less than Nms of a particular aerodrome (Fig. 4.1).

(5) At the altitude of the visual approach start point, if visual contact with the runway or its landmarks is not established, the airplane should be level flight until reliable visual contact with the runway or its landmarks is established.

(6) Upon establishing reliable visual contact, the pilot-in-command must report to the dispatcher:

"I see the runway", and get permission (confirmation) to perform a visual approach.

Piloting during a visual approach should be carried out by the pilot-in-command with constant visual contact with the runway or its landmarks. instrument go-around for subsequent IFR approach.

(7) Maneuver during a visual approach with a roll of no more than 30 ° (8) Before turning in the direction of the intended landing runway, at an altitude not lower than the minimum descent altitude, it is necessary;

Release the wing mechanization to the landing position

Set the speed Vzp according to section 4.6.1 or 4.8.

Section 4 bldg. 12-A An-24 (An-24RV)

FLIGHT MANUAL

FLIGHT PERFORMANCE - Landing

Carry out control operations according to the Checkout Checklist corresponding to the Chart "After giving the aircraft a landing configuration", Perform a turn to the landing course with maintaining the speed Vzp with a descent with a vertical speed not exceeding 5 m / s to the height of the entrance to the glide path. The recommended roll when turning to the landing course is 20 ° but not more than 30 °. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN PERFORMING A LANDING TURN, IT IS POSSIBLE

AND THE SIGNALING OF LIMIT ROLLS IS ALLOWED.

(9) After entering the landing course, the PIC should assess the position of the aircraft relative to the runway. If the aircraft is in a landing position, set the approach speed Vzp and the mode of descent along the glide path (~ 3 °), the PIC, report to the landing controller about the readiness for landing and obtain a landing clearance.

(10) From the starting point of the visual approach, piloting is carried out only by the PIC.

2 / P controls instrument flight by reversing Special attention to maintain the minimum descent altitude, speed and roll angles established for a given aerodrome. When making a turn to the landing course with a lighted board signaling limit rolls - 2 / P informs the PIC about reaching a roll of 30 ° The navigator controls the altitude and speed of flight and, if possible, the position of the aircraft relative to the runway.

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4.6.3. PERFORMING THE LANDING Maintain the instrument speed of 200-210 km / h before leveling. Start leveling at a height of 6-8 m. At the end of leveling, set the throttle control levers to the flight idle stop. Finish the alignment at a height of 0.5-1 m.

A WARNING. DO NOT SHARP DURING THE ALIGNMENT PROCESS. WITH

IMPACT ABOUT THE LATCH STOP ORE MOVEMENT.

Land with the front support slightly raised. The plane lands smoothly at an instrument speed lower than the gliding speed by 30-35 km / h.

After landing, smoothly lower the front support, set the engine control levers to the 0 ° position according to the UPRT, remove the screws from the intermediate stop.

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE SUPPORT

PRODUCT ONLY AFTER LOWERING THE FRONT SUPPORT. 2. ON

AIRPLANE MILEAGE AFTER REMOVING THE PROPELLERS DURING THE PERIOD

LIGHT SIGNALS ARE BURNING IN KFL-37, DO NOT MOVE ORE IN

POSITION (26 ± 2) ° OR ABOVE CONTROL AS COULD HAPPEN

AUTOMATIC PROPELLER FEEDING (ON

AIRCRAFT WITH A CONNECTED AUTO FLUGE SYSTEM ON

NEGATIVE TRACTION).

Maintain the direction on the run with the rudder, using the takeoff and landing wheel steering of the front landing gear and, if necessary, the brakes.

When landing on a runway covered with atmospheric precipitation, start braking the landing gear wheels at a speed of 160 km / h.

The chassis wheels with working inertial sensors can be braked immediately after the front support is lowered. When the automatic braking system is turned off or inertial sensors are not working, brake the wheels at the beginning of the run by impulses with a gradual increase in the compression of the brake pedals.

In connection with the effective braking of the aircraft by propellers with a sufficient runway length, it is advisable to use the wheel brakes in the second half of the run.

If the main wheel braking system fails, emergency braking must be applied.

After the runway is cleared during taxiing, remove the flaps, relieve the excess pressure in the cockpit with an emergency pressure relief valve or by smoothly opening the cockpit window, turn off the heating of the air pressure receivers, as well as the SO-4AM, RIO-3 and DUA icing alarms.

Do not turn off the power to the gyro devices before taxiing into the parking lot.

4.6.4. APPROACH AND LANDING OF THE AIRCRAFT WITH TWO WORKERS

ENGINES WITH FIXED MAXIMUM FUEL DRAIN

SYSTEM PRT-24 ON ONE OF THE ENGINES

Carry out approach and landing of the aircraft in accordance with the recommendations set out in paragraphs. 4.6.1 and 4.63. In addition to the takeoff mode, the required engine mode with a fixed fuel drain is set according to the PCM, it is necessary to achieve the same PCM readings of the engine with a fixed fuel drain and a normally operating engine. To obtain the takeoff mode (go-around, pull-up), both engines are switched to 100 ° mode according to the UPRT.

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The PMG mode (approximately zero thrust mode) on an engine with a fixed maximum fuel drain corresponds to the following values ​​according to the UPRT, depending on the air temperature (Table 4.2).

Table 4.2 tv ° C + 60 + -10 -ll + -20 -21 + -30 -31 + -40

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A WARNING. FOR OBTAINING MODE 0e BY OPRT FROM STOP BY REMOVAL

AIR SCREW WITH A STOP ON THE RUN STROKE OF THE ENGINE WITH

MAXIMUM FIXED FUEL DRAIN INSTALL IN

POSITION 10-12 ° ON OPRT. WHILE THIS WILL MONITOR THE SPEED OF ROTATION.

THE ROTOR OF THIS ENGINE, AND IN THE CASE OF ITS FALLING BELOW ZMG

TURN OFF THE ENGINE BY STOPPING THE CRANE, RICM REDUCTION TO 10 KGS / CM2

ON MODES 35 ° ON UPRT AND ABOVE LEADS TO SELF-WILL

SWITCHING OFF THE ENGINE WITH AUTOMATIC FEEDING

AIR SCREW.

A missed approach is possible from any height up to the height of the start of leveling at a speed not lower than the recommended speed for pre-landing planning.

4.6.5. FEATURES OF LANDING WITH A SIDE WIND The maximum permissible crosswind speed (at an angle of 90 ° to the runway axis) when landing on a concrete runway, depending on the friction coefficient, is shown in Fig. 2.1; on a solid unpaved runway 12 m / s.

Carry out the construction of a rectangular route and landing approach taking into account the wind, making a lead for demolition. After the fourth turn before landing, correct lead angle drift. Immediately before landing, rotate the airplane along the runway axis by tilting the rudder towards drift.

Note. If it is impossible to approach the landing according to the scheme with a roll angle of 25 °, it is allowed to perform an approach with a roll angle acceptable for piloting, but not more than specified in Sec. 2 РЛЭ. The beginning of the turns during the flight according to the approach pattern and the roll angle should be maintained according to the crew's calculations and in agreement with the ATC controller.

When landing with a crosswind, an accurate approach of the aircraft to the ground and a smooth landing are required; high alignment and rough landing are not acceptable. It should be borne in mind that a crosswind increases the length of the run. The landing speed in a crosswind should be 10 km / h higher than that specified in clause 4.63, and the screws should be removed from the intermediate stop somewhat later than when landing in calm weather.

After landing, gently lower the front support and move the steering wheel completely away from you.

If the plane touched the runway not on the center line, then first it is necessary to maintain the initial direction of the run, and then proceed to smoothly bringing the plane onto the runway axis.

On the run, maintain the direction by deflecting the rudder up to full and turning the wheels of the front rack, as well as, if necessary, by One-sided braking of the wheels. timely counter the aircraft's tendency to deviate from the runway axis.

In the event of a significant deviation of the aircraft on the run from the runway axis, stop braking the wheels, use the rudder and turn the wheels of the front strut to restore the direction of run, bring the aircraft onto the runway axis, and then start smooth and synchronous braking of the wheels again.

In the event of a lateral displacement of the aircraft from the runway axis with a simultaneous drift of its tail to the edge of the runway, it is necessary:

Immediately stop braking the wheels completely;

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Use the rudder and turn the wheels of the front strut without braking the main wheels to bring the aircraft onto the runway axis;

After complete restoration of controllability and confident movement of the aircraft along the runway axis, apply wheel braking.

4.6.6. FEATURES OF LANDING AT NIGHT When approaching after the fourth turn, release your headlights. If visibility is good at a height of 100 m, turn on the headlights by setting the headlamp control switch to the “BIG LIGHT” position.

When approaching in low visibility conditions (fog, haze, precipitation), the headlights are switched on at the discretion of the PIC. Switch on the landing lights after making contact with the ground. In the event that when the landing lights are turned on, an interfering light screen is created, the headlights must be turned off.

With a sufficient runway length, land with z = 30 °. At the same time, increase the speed of pre-landing planning by 10 km / h. The required runway length for landing is increased by 180 m.

Landing with headlights on on a strip not illuminated by spotlights is somewhat more difficult and requires increased attention.

After landing, keep the direction on the run according to the runway lights or along its axis illuminated by headlights. At the end of the run, set the headlight control switch to the LOW LIGHT position; the BIG LIGHT mode while taxiing is allowed to be used only for a short time. After taxiing into the parking lot, turn off and remove the headlights, turn off the ANO and flashing beacons.

4.7. LANDING ERRORS AT HIGH SPEED (SPEED

KO3EL) When landing at the recommended speeds, there is a tendency to "goats"

the plane does not.

A high-speed "goat" on landing can occur when landing at an increased speed (190 km / h and higher with flaps deflected at 38 °, and landing weights of 19,000 kg or less) with an advanced rough touch of the aircraft's front support to the runway. Such a situation can arise when approaching at a high speed and the desire to land at "T" or with a low approach of the aircraft, if the pilot, not energetically enough

the control wheel does not have time to create a landing angle for the aircraft, which ensures landing on the main supports. The increased landing speed can be facilitated by the increased thrust of the engines in the flight idle mode.

The high-speed "goat" is characterized by frequent (in 1-2 s) repeated separation of the aircraft from the runway. When the front support of the aircraft hits the runway. When the front support of the aircraft hits the runway, the shock absorbers are quickly triggered, and the reverse damping is triggered almost instantly, which leads to a sharp increase in the angle of attack of the wing; in connection with the high forward speed of the aircraft, the aircraft takes off again. Trying to prevent the pilot from reaching high angles of attack, the pilot pushes the control wheel away from him, which leads to a second impact with the front support and repeating the process. The height of the first compartment from the runway does not exceed 1-2 m, the height of the subsequent compartments (with the indicated action of the pilot) increases to 6-8 m with simultaneous damping of speed.

Attempts by the pilot to commensurately respond with the control wheel to prevent the aircraft from touching the front foot again can aggravate the situation and cause a series of progressive "goats"

Section 4 page 15 An-24 (An-24RV)

FLIGHT MANUAL

PERFORMANCE OF THE FLIGHT - Going around In the event of a "goat" on landing, it must be parried at the very first compartment of the aircraft from the runway as follows: fix the control wheel in starting position, remove the engine control levers behind the latch (0 ° according to the UPRT) and land.

A WARNING. CONSIDERING THE DIFFICULTY OF THE "GOAT" CORRECTION, LANDING

AIRCRAFT AT HIGH SPEED IS NOT ACCEPTABLE.

4.8. SECOND CIRCUIT A go-around with two engines running with the landing gear extended and flaps deflected by 38 or 30 ° is possible from any height up to the leveling start height, at a speed not lower than recommended for pre-landing planning.

When leaving for the second stage: it is necessary:

Transfer the engines to takeoff mode (100 ° according to UPRT);

Smoothly take the plane out of the descent, keeping the speed unchanged until the transition to climb;

After a positive vertical speed appears, retract the landing gear;

After overcoming obstacles at an altitude of at least 120 m at a speed of 230-250 km / h, retract the flaps with pulses with a simultaneous increase in speed by the end of the retract to 270-300 km / h. Retraction of the flaps is accompanied by the aircraft's tendency to drawdown, which can be countered by a slight deflection of the control wheel towards itself;

Balance the aircraft with the elevator trim. Upon reaching an altitude of 400 m, switch the motors to the nominal operating mode.

ATTENTION. WHEN THE AIRCRAFT LEAVES FOR THE SECOND CIRCLE WITH TWO WORKERS

ENGINES WITH ORE POSITION MORE THAN 76 ° ON UPRT, C

RELEASED CHASSIS, IN ANY FLAP POSITION. EXCEPT 13 BEFORE CLEANING THE CHASSIS IS FALSE LIGHTED ON THE LIGHT

PANEL INSCRIPTION "RELEASE THE CLOSURES",

4.9. TESTING TO PARKING AND STOPPING ENGINES

It is allowed to turn off one engine after landing at the end of the run and taxi on one running engine along the runway and taxiway with artificial turf and along a dry unpaved airfield without grass cover with a friction coefficient of at least 0.5 and with a wind of no more than 7 m / s.

Taxiing with one engine is not difficult and practically does not differ from taxiing with two engines, and the fuel consumption is halved.

At the beginning of the movement, when giving gas, parry the turning moment by turning the wheels of the front landing gear at an angle of no more than 20 ° (along the steering wheel of the wheels of the front landing gear) and slow down.

Before taxiing into a parking lot, check that there is pressure in the hydraulic system and that the braking system is working properly.

During taxiing, the crew members are obliged to observe obstacles and report them to the PIC in a timely manner.

If taxiing to the parking lot is difficult, stop the aircraft and turn off the engines 40-60 m from the parking lot. In this case, the aircraft is towed to the parking space by a tractor.

Before turning off the engines after taxiing on loose snow, landing on a runway covered with snow slush, or during precipitation, open the oil cooler flaps completely for better honeycomb blowing.

Section 4 page 16 An-24 (An-24RV)

FLIGHT MANUAL

PERFORMING THE FLIGHT - Taxiing into the parking lot

After taxiing into the parking lot:

Put the airplane on the parking brake;

Turn off unnecessary consumers of electricity;

Turn off the wheel steering of the front landing gear;

Turn off the STG and GO generators;

Using a voltmeter, check the presence of voltage in the DC on-board network from the batteries.

Note. In the absence of voltage on the emergency bus from the batteries or at a voltage below 24 V, stop the engines either after connecting an aerodrome DC power source with a voltage of 28-29 V, or by an emergency feathering system;

Turn off the heating BHA, if it was on;

Turn off the engines;

Lock the aircraft control by moving the locking handle to the “STOP” position, and then lock the rudders and ailerons by moving the pedals and the rudder.

Note. To avoid jamming of the RN, RV and aileron stoppers, it is forbidden to install rudders and ailerons on the stoppers by moving the pedals and steering wheel at intermediate positions of the locking handle;

After stopping the rotation of the screws, bring all systems to their original position;

Place the brake pads under the wheels of the main landing gear and release the parking brake.

Note. At the discretion of the PIC, depending on the conditions of the aircraft parking, it is allowed not to release the parking brake.

A WARNING. UNTIL THE ROTATION OF THE SCREWS FULLY

IT IS FORBIDDEN TO DISCONNECT ON-BOARD BATTERIES.

AFTER-FLIGHT INSPECTION OF THE AIRCRAFT

After taxiing the aircraft into the parking lot, perform an external inspection of the aircraft:

The flight mechanic visually inspect the airframe of the aircraft, propellers from the ground and make sure that there are no external damages;

For the flight radio operator (navigator in the absence of a radio operator, co-pilot in the absence of a navigator in the crew) inspect the aircraft antenna devices, radar fairing and make sure that there is no external damage;

The pilot-in-command inspect the wheels of the landing gear and make sure that there is no external damage. Receive reports from the crew on the inspection of the aircraft.

4.10. FEATURES OF OPERATING THE AIRCRAFT ON DIRT, SNOW

AND ICE AERODROMES

4.10.1. AIRPLANE OPERATION ON DIRT AERODROMES The AN-24 (An-24RV) aircraft can be operated from unpaved runways that meet the following requirements:

The soils of the runway must have a nominal strength of at least 5.75 kgf / cm2 for a takeoff weight of 19500 kg, at least 6 kgf / cm2 for a takeoff weight of 20,000 kg, at least 6.5 kgf / cm2 for a takeoff weight of 21000 kg;

The soils of the starting sites must have an increased conditional strength (from the condition of the possibility of the aircraft moving off the spot and preserving the turf cover of the airfield;

after the aircraft is parked at the start with the engines running for 1-1.5 minutes):

not less than 6.75 kgf / cm2 for a take-off weight of 19500 kg.

not less than 7 kgf / cm2 for takeoff; weight 20000kg Section 4, page 17 An-24 (An-24RV)

FLIGHT MANUAL

FLIGHT PERFORMANCE - Performing flights on unpaved and ice airfields of at least 7.5 kgf / cm2 for a take-off weight of 21,000 kg;

Aircraft parking spaces must have artificial turf.

Take off from unpaved runways with h = 15 ° at the speeds indicated in Fig. 6.4 and 6.5.

1. Operation of the aircraft on airfields with dry solid soil with a conditional soil strength of more than 8.0 kgf / cm2 Most unpaved airfields in the summer have a conditional strength exceeding 8.0 kgf / cm2.

At such airfields, the An-24 (An-24RV) after taxiing either leaves no track at all, or the track is no deeper than 1-2 cm. Taxiing, takeoff and landing at such airfields are carried out in the same way as on a concrete strip.

Since unpaved strips, as a rule, have irregularities, in order to avoid additional loads on the front support during takeoff, it must be unloaded at a speed of 130-140 km / h, avoiding premature separation, and later lowered on landing.

The takeoff run of an aircraft on solid ground with a takeoff weight of 21,000 kg standard conditions is 700 m; the lengths of the run and the rejected take-off in case of engine failure at the lift-off speed practically correspond to the same lengths on the concrete strip.

2. Aircraft operation at an airfield with soft dry soil with a conditional soil strength of 5.5-8.0 kgf / cm2 When the aircraft is parked with the engines running, the wheels are pushed into the ground, the immersion depth of the wheels depends on the time and operating mode of the engines. When the engines are running at the start for 1.5 minutes, the depth of the track from the aircraft wheels is doubled in comparison with the track formed during taxiing, when the engines are running at the start for 1 minute - by 1.5 times. Therefore, it is not recommended to test engines on such soil.

At airfields with soft ground, taxiing of an aircraft requires increased engine operation, taxi speeds should be moderate in order to avoid heavy loads on the landing gear when the aircraft hits areas with weakened ground.

If taxiing with a uniform, moderate speed requires a throttle position of 20-25 ° according to the UPRT, then this indicates an extremely weak soil strength. In this case, the aircraft should not be stopped until it reaches an area of ​​greater strength or artificial turf.

When taxiing, use the steering wheel of the front landing gear from the steering wheel.

The turning radius should be at least 15 m, since at a smaller radius, the sod cover of the airfield is cut.

The braking of the aircraft wheels after landing on soft ground should be applied in the second half of the run, if possible not intensively, to preserve the sod cover of the airfield.

The takeoff run of the aircraft on soft ground with a takeoff weight of 20,000 kg under standard conditions is 730 m.

3. Operation of the aircraft on airfields with soggy ground Taxiing of an aircraft on soil with a soggy top layer is difficult, since when the wheels of the front landing gear are controlled from the steering wheel, the aircraft practically does not react to the deflection of these wheels due to skidding. Carry out taxiing on wet ground using takeoff and landing wheel steering of the front landing gear and brakes of the wheels of the main landing gear. In this case, the turning radius increases (up to 30 m).

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If you need to make turns with a small radius, perform steering by braking the wheels and changing the engine power, disabling the wheel steering of the front landing gear.

Taxiing at an airfield with a soggy top layer of soil on one engine is impossible, since steering the wheels of the front landing gear under these conditions is ineffective.

When taking off from wet ground, when the brakes are ineffective, the engines should be switched to takeoff mode during the takeoff run, smoothly moving the engine control levers to avoid turns.

Maintain the direction of movement of the aircraft using the takeoff and landing wheel steering of the front landing gear.

When taking off on soggy ground, to lift the front wheels, the steering wheel is taken over to the point of failure from the moment the throttle is brought up to takeoff power.

After detaching the front support from the ground, give the aircraft a pitch angle slightly less than the takeoff angle (by 1-2 °). In this position, the aircraft accelerates to a speed of 150 km / h, which must be reached to the preselected take-off point (approximately 500 m to the end of the runway). If the speed of 150 km / h before this point is not reached, takeoff must be stopped.

After takeoff from the soggy ground of the airfield, in order to avoid dirt getting into the landing gear compartment, it is necessary to brake the wheels before removing the landing gear.

When landing on soggy ground after the aircraft has landed, continue the run on the main supports, keeping the control wheel fully taken over, and at the lowest possible speed, smoothly lower the nose of the aircraft. This will reduce the shock load on the front foot.

Maintain the direction of travel by deflecting the pedals. When the aircraft lands on wet ground with one engine running, the direction of travel is maintained at the initial stage by the rudder, and after lowering the front wheels - by takeoff and landing control of the front landing gear wheels and brakes. Takeoffs and landings on soggy ground are allowed to be performed with a side wind component not exceeding 8 m / s.

4. Operation of the aircraft on airfields, the soil of which has stone inclusions (gravel or crushed stone).

When taking off at an airfield with stone inclusions in the ground, hold the aircraft on the brakes, smoothly and synchronously increasing the engine power up to 25 ° according to the UPRT; as the propellers are loaded, increase the engine operating mode to 30-40 ° according to the UPRT.

After establishing a stable rotational speed, making sure that the engines are working normally, release the brakes smoothly and increase the engine power to takeoff during the takeoff run (at a distance of 25-30 m from the take-off site). During the take-off run to raise the front wheels, the steering wheel is taken over to the full from the moment the throttle is brought up to takeoff power. In this case, the separation of the front support occurs at a speed of 120-130 km / h.

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4.10.2. OPERATION OF AIRPLANE AT AERODROMES WITH SEALED

SNOW COVER

The An-24 (An-24RV) aircraft can be operated on snow strips with a take-off weight of 20,000 kg at a pressure in the main wheels of the aircraft tires of 5 kgf / cm2, with the strength of the packed snow not less than 5 kgf / cm2.

The required length of a snow runway from the condition of a safe termination of takeoff in the event of engine failure at a speed of 180 km / h is 1300 m.

Takeoffs and landings on snowy airfields must be performed with the skid sensors of the automatic wheel release system turned on.

When flying on compacted snow with a strength of 7 kgf / cm2 and more, the destruction of the surface of the airfield does not occur, with the strength of the snow cover less than 7 kgf / cm2 a track is formed from the wheels with a depth of 5-6 cm.

The minimum turning radius of the aircraft, measured on the outer main support, when taxiing at a speed of 5-10 km / h on compacted snow with a strength of 5-6 kgf / cm2 is equal to 15-16 m, when taxiing on compacted snow with a strength of 8-10 kgf / cm2 - 12-13 m. When taxiing out of the parking lot, the aircraft takes off at the engine operating mode corresponding to the throttle position 18-24 ° according to the UPRT.

Take off at aerodromes with compacted snow cover from 63s 15 ° at the speeds indicated in Fig. 6.4. and 6.5.

1. Operation of the aircraft at airfields with a snow cover of 5-7 kgf / cm2 The aircraft is held on the brakes at the executive launch while simultaneously bringing both engines to takeoff mode (100 ° according to UPRT).

The takeoff run should be started after the simultaneous release of both engines to takeoff mode by smoothly releasing the brakes.

The takeoff run of the aircraft with a takeoff weight of 20,000 kg in winter conditions (p = 760 mm Hg, air temperature "10 ° C) is 520 m.

The distance of the aircraft's interrupted take-off with a take-off weight of 20,000 kg in case of engine failure at a speed of 180 km / h in winter conditions is 1200 m.

When the takeoff is terminated in the event of a failure of one of the engines and when landing with only one operating engine, the propeller of the operating engine should be removed from the stop on the run to maintain direction a little later than during a normal landing.

Wheel braking when taxiing, taking off and stopping takeoff is effective.

On one engine running, the plane steers steadily at the engine operating mode 18-20 ° according to UPRT.

2. Operation of the aircraft at airfields with snow cover strength exceeding 7 kgf / cm

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To get the aircraft off the ground, smoothly release the brakes and increase the engine power to takeoff (100 ° according to UPRT) during the takeoff run.

The takeoff run of the aircraft with a takeoff weight of 20,000 kg in winter conditions is 460 m.

The distance of the aircraft's interrupted take-off with a take-off weight of 20,000 kg in case of engine failure at a speed of 180 km / h in winter conditions is 1300 m.

When the takeoff is terminated in the event of a failure of one of the engines and when landing with one operating engine, the propeller of the operating engine should be removed from the stop on the run to maintain direction only after the front wheel is completely compressed and the aircraft stably maintains its direction.

Taxiing with one engine running at speeds less than 5 km / h is possible only when using takeoff and landing control of the wheels of the front landing gear (without switching it to taxiing).

Pulling away from the spot in case of aircraft stopping should be performed by smoothly increasing the operating mode of the engine, but not more than 30 ° according to the UPRT, in order to avoid a sharp turn of the aircraft on the spot.

At a taxi speed of more than 5 km / h, switch to steering the wheels of the front landing gear. The aircraft is steadily taxiing with the engine running at 18-20 ° according to UPRT.

Wheel braking during taxiing, mileage and when stopping takeoff is satisfactory.

Takeoffs and landings at an airfield with a snow cover strength of more than 7 kgf / cm2 are allowed to be performed with a side wind component not exceeding 10 m / s.

4.10.3. PLANE OPERATION AT ICE AERODROME

Suitable for operation at the ice airfield are airplanes equipped with skid sensors, systems for automatic release of the wheels of the main supports and a front support with feedback in the taxiing system. Landings on the ice strip with the automatic wheel release system turned off are possible with appropriate training and pilot skill and require increased attention to maintain direction. Otherwise, when braking on the run, an almost uncontrollable turn of the aircraft occurs on the strip with a deviation from the run direction up to 90 °, especially with a crosswind.

When taking off from the ice strip, the aircraft with braked wheels starts off at the executive launch while simultaneously bringing both engines to the operating mode of 30-35 ° according to the UPRT.

During takeoff, hold the aircraft on the brakes, smoothly and synchronously increasing the engine power up to 20 ° according to the UPRT.

As the propellers are loaded, increase the engine operating mode to 30 ° according to the UPRT, release the brakes and smoothly bring the engine power to takeoff during the takeoff run.

The rate at which the engines reach take-off power should be the slower the more difficult conditions takeoff.

After starting the aircraft from its place, give the control wheel away from you for the neutral position to press the front support.

Maintain the direction on the takeoff run by deflecting the pedals more energetically than when taking off from a concrete strip. The speed when lifting the front support should be 150-160 km / h. In the absence of confidence in maintaining the direction during the takeoff run, raise the front support at a higher speed.

- & nbsp– & nbsp–

When landing on an ice strip, start braking after you are confident in the stable preservation of the direction of run.

At the end of the run, before stopping, the aircraft jerks due to the frequent triggering of the skid sensors. If it is necessary to stop the aircraft completely on the ice strip just before stopping, the skid sensors can be temporarily turned off.

Takeoffs and landings at the ice airfield are allowed to be performed with a side wind component of more than 8 m / s.

4.11. SPECIFIC FEATURES OF THE AIRCRAFT OPERATION AT HIGH

AIR TEMPERATURES AND AT HIGH ALTITUDE AERODROMES

When flying in areas with a hot climate and at high-altitude airfields, the engine thrust decreases, which leads to an increase in the take-off run and take-off distance, the climb characteristics deteriorate and the aircraft's practical ceiling decreases.

Takeoff and landing characteristics depending on aerodrome altitude and air temperature are given in Sec. 6.

Apply water injection to the engines during takeoff.

Note. When taking off from a concrete or unpaved runway with a strength of 8.0 kgf / cm2 or more, turn on the water injection system before the start of the takeoff run when the engines are operating in takeoff mode, and when taking off from an unpaved runway with a strength less than 8.0 kgf / cm2 - when the engines are running at 30-40 ° mode according to UPRT.

4.12. FLIGHTS UNDER ICE CONDITIONS 4.12.1. GENERAL PROVISIONS

1. Before the flight, study the meteorological situation along the route and especially at take-off and landing points, given that most icing occurs during climb and descent at altitudes below 5000 m.

2. When preparing for flight, check the operation of the anti-icing system in accordance with the instructions in subsection. 7.12.

Before starting the engines, make sure that there is no ice on the surface of the aircraft and engines.

ATTENTION. IT IS FORBIDDEN TO FLY IF ON THE SURFACE

AIRCRAFT AND ENGINES HAVE ANY ICE DEPOSIT

SNOW OR FROST.

3. Conditions of possible icing: air temperature + 5 ° С and below in the presence of cloudiness, fog, snowfall, rain or drizzle.

4. The anti-icing system protects the aircraft from icing up to an air temperature of "20 ° C."

ATTENTION. THE CREW MUST TAKE ALL POSSIBLE MEASURES TO EXIT FROM

ICE ZONES IN CASES:

- THE AIRCRAFT HITS IN THE CONDITIONS OF ICE AT THE TEMPERATURE BELOW

- FAILURES OF ANTI-ICING SYSTEM;

- ONE MOTOR FAILURE.

2. IF THE POS FAILURES, AS POSSIBLE, TO LAND ON THE AERODROME,

WHERE ARE NO ICE CONDITIONS.

5. Signs of icing are:

- & nbsp– & nbsp–

Illumination of the light signal board "IZEDEN" and the light signaling devices "ICE. A LION.

ENGINE "," ICE. RIGHT ENGINE ";

Ice deposition on the VUO-U-1 visual icing indicator, on the middle unheated glass and windshield wipers.

6. In the case of a single-engine flight with the wing and tail POS switched on, a serviceable engine is allowed to operate in take-off mode for 1.5 hours.

7. Turning on the aircraft POS and engines leads to a decrease in power by 5-10 kgf / cm2 by PCM and a decrease in flight speed by 10-20 km / h, depending on the take-off weight, flight altitude and other factors. To maintain the set speed, increase the operating mode of the motors.

8. Before the flight, regardless of weather conditions, turn on:

Icing detectors for SO-4AM engines and RIO-3 airframe - after starting the engines;

Heated glasses in the "WEAK" mode - before taxiing out;

Wing and empennage POS in "AUTOMATIC" mode - after takeoff and transfer of engines to the nominal (or maximum) mode.

9. Before the start of the takeoff run, turn on the heating of the LDPE and ROV:

In 3 minutes at zero and negative outside temperatures;

In 1 min - at positive temperatures.

4.12.2. TAKEOFF AND CLIMBING

1. If takeoff and climb is performed at an air temperature near the ground + 5 ° C and below. in the presence of cloudiness, fog, snowfall, rain or drizzle, turn on for continuous operation:

Heating VNA and engine air intakes - after starting the engines and setting them to idle mode (set the "LEFT. VNA RIGHT" switches to the "OPEN" position);

Heated propellers - while taxiing, but not earlier than 10 minutes before takeoff (set the “SCREW” switch to the SAVAR. SYSTEM position);

Heated windows - when taxiing (set the heated glass switch to the "INTENSIVE" position);

Heating of the wing and empennage - after takeoff and transferring the engines to the nominal or maximum mode (set the "WING AND OPER" switch to the "HEATED" position, and for airplanes equipped with automatic switching on, the "WING AND OPER. INPUT RU19-300" switch - to position "MANUAL"),

ATTENTION. BEFORE SWITCHING THE WING POS AND OPERATION INTO THE "HEATING" ("MANUAL") MODE AT THE HEIGHTS BELOW ZOO, REDUCE AIR FOR THE SYSTEM

AIR CONDITIONING UP TO 2 UNITS ON EACH URVK, AND AFTER POSITIONING

RESTORE AIR OUTLET TO 3.5-4.5 UNITS

Note. Due to the unreliable operation of the SO-4AM icing alarms, setting the VINT switch to the OSN. SIST "does not provide timely automatic and reliable switching on of heating screws. Turn on the heating of the screws only by setting the "SCREW" switch to the "AVAP. SIST ".

2. Pilot the airplane as under normal conditions.

- & nbsp– & nbsp–

Switch for heating VNA and engine air intakes to the "CLOSED" position;

The switch for heating screws to the position "OCH. SIST. ".

4.12.3. FLIGHT IN ECHELON

1. Switch on the POS of the aircraft and engines before entering the cloudy, snowfall, rain or drizzle at an air temperature of + 5 ° C and below, for which set the heating switches:

Wings and empennage to the "HEATED" ("MANUAL") position. In conditions of low and medium icing intensity, the wing and empennage heating must be switched on for continuous operation.

In conditions of high-intensity icing, to prevent the formation of the wing tips and the barrier ice behind the heated zone behind the heated zone, the wing and empennage heating should be switched on periodically: set the heating switch to the “OFF” position for 8-10 minutes, and then to reset the ice to the “HEATED” position (“ MANUAL ") for 3-4 minutes.

Visually check the ice release.

Signs of high intensity icing are:

Rapid ice build-up on the VUO-U-1 visual icing indicator, on the wipers and the middle windshield;

Impacts on the skin of the fuselage - ice, breaking off from the propeller blades;

Decrease in speed according to the device after entering the icing zone (with constant engine operation).

A WARNING. LATE STARTING OF POS VNA AND

ENGINE AIR INLETS ARE NOT PERMISSIBLE BECAUSE THIS

LEADS TO DISCHARGE OF FORMED ICE INTO THE INLET CHANNEL

ENGINE. ICE DISCHARGE CAUSES OPERATING DISTURBANCES

ENGINE SIGNS OF WHICH ARE:

DROP IN POWER, SHAKING AND COTTONS. HIT

ICE PIECES OF SIGNIFICANT SIZES IN THE ENGINE TRACT CAN

TO STOP IT AND CAUSE DAMAGE.

2. Control the switching on of the POS by the lighting of the corresponding light signaling devices, the drop in engine power by 5-10 kgf / cm2 by PCM and the increase in the readings of the alternating current ammeter of the GO16PCh8 generator by 58-65 A.

3. Control the condition of the stabilizer (ice breaker) through a special window in the tail section of the fuselage (on the left side), wings and engines from the cockpit; use headlights at night.

4. After leaving the icing zone, turn off the POS in accordance with the instructions in paragraph 4.12.2.

5. Turn on the heating of the TG-16 15-20 minutes before landing, if a repeated flight using the TG-16 is expected to start the AI-24 engines.

A WARNING. IN CASE OF ICE APPEARANCE ON AIR INLETS

- FOR FLIGHTS AT LOW ALTITUDE IN THE AERODROME AREA, MAKE AN IMMEDIATE LANDING. NOT INCLUDING HEATING OF THE INLETS AND AIR INLETS

ENGINES;

- WHEN FLYING ON THE ROUTE, LEAVE THE ICE AREA AND MAKE

LANDING AT THE NEAREST RESERVE AERODROME, ALSO NOT INCLUDING HEATING

VNA AND AIR INTAKE. IN THE SPONTANEOUS DISCHARGE OF ICE INTO

ENGINE SHAKE POSSIBLE DUE TO HEATING SYSTEM FAILURE. COTTONS AND DROP IN ENGINE POWER IF AFTER

- & nbsp– & nbsp–

ICE RELEASE NORMAL ENGINE OPERATION WILL NOT RESTORE. MAKE THE FLUGE OF THE SCREW. AFTER LANDING INSPECT AIR INTAKE AND FIRST STAGE COMPRESSOR BLADES (AVAILABLE INSPECTION).

4.12.4. DESCENT, LANDING AND LANDING

1. Switch on the POS of the aircraft and engines for continuous operation before the descent from the level in the following cases:

Before entering cloudy weather, fog, snowfall, rain or drizzle at an air temperature of + 5 ° C and below;

Actual or predicted icing, as well as when the air temperature at the landing point is below + 5 ° C.

Install heating switches:

VNA and engine air intakes to the "OPEN" position;

Screws to the position "ABAR. SIST ";

Glass to the "INTENSIVE" position;

Wings and empennage to the "HEATED" ("MANUAL") position,

2. In the absence of ice on the wing and stabilizer (ice breaker) and with the POS operating, land in the same way as in normal conditions.

ATTENTION. WHEN APPROACHING THE LANDING WITH THE AIRCRAFT OPERATED IN

PREVENTION OF NEGATIVE DRAFT OPERATION MODE

ENGINES CORRESPONDING TO APPROXIMATE ZERO THRUST (FLIGHT

SMALL GAS), INCREASE BY 4 ° ACCORDING TO UPRT IN COMPARISON WITH THIS

VALUE THAT IS SET BY THE LEVER OF THE FLIGHT STOP

LOW GAS AT ACTUAL AIR TEMPERATURE.

RICM REDUCTION TO 10 KGS / CM2 AT 35 ° MODES ON UPRT AND ABOVE

LEADS TO AUTOMATIC SHUTDOWN OF THE ENGINE WITH

AUTOMATIC PROPELLER FELLING.

3. Perform a missed approach in icing conditions with the anti-icing system of the aircraft and engines turned on, while it is allowed to use the take-off operating mode of the engines.

4. Turn off the POS:

Wings and empennage - after landing on the run;

Propellers, LDPE and DUA - on taxiing;

Glasses - after taxiing into the parking lot;

VNA, engine air intakes and TG-16 - in the parking lot before stopping the engines. Turn off icing alarms after taxiing into a parking lot.

5. In the event of failure of the wing and tail POS and the impossibility of leaving the icing zone or following to another aerodrome, as well as if there is ice on the bearing surfaces of the aircraft or if it is impossible to make sure that it is absent, approach and land in accordance with the instructions, set out in subsection 5.9.

- & nbsp– & nbsp–

5.1. Engine failure

5.1.1. Signs of engine failure

5.1.2. Crew actions in case of engine failure

5.1.3. Engine failure on takeoff

5.1.4. Failure of the engine in the climb

5.1.5. Engine failure in level flight

5.1.6. Engine failure on descent

5.1.7. Approach and landing with one engine inoperative

5.1.8. Go-around with one failed engine

5.1.9. Landing with asymmetric engine thrust at low gas flight

5.1.10. Stopping and starting the engine in flight

5.2. Fire on the plane

5.2.1. Fire in the nacelle compartments of AI-24 engines

5.2.2. Fire inside the AI-24 engine

5.23. Fire in wing compartments

5.2.4. Fire in aircraft cabins and luggage spaces

5.2.5. Fire on the ground

5.3. Depressurization of the cab

5.4. Emergency decline

5.5. Forced landing of an aircraft on land

5.5.1. General instructions

5.5.2. Crew actions before an emergency landing on land

5.5.3. Evacuation of passengers

5.5.4. Obligations of a flight attendant during an emergency landing on land

5.5.5. Crew actions in case of an aircraft accident on land

5.6. Forced landing of an airplane on the water

5.6.1. General instructions

5.6.2. Crew actions before a forced landing on water

5.6.3. Preparation and execution of a forced landing on water

5.6.4. Evacuation of passengers

5.6.5. Obligations of a flight attendant in an emergency landing on water

5.7. Landing with retracted flaps

5.8. Landing an aircraft with a faulty landing gear

5.8.1. General instructions

5.8.2. Landing on the main supports when the front support is not released ………………… ..... 35 5.8.3. Landing on the main and front supports with one non-released main support

5.8.4. Landing on the front support when the main supports are not released

5.85. Landing on one main support with the remaining supports not released

5.8.6. Fuselage landing

5.9. Crew actions during aircraft icing

5.9.1. Approach and landing

5.9.2. Crew actions in the event of a stall on the wing or on the stabilizer

5.9.3. Crew actions to bring the aircraft back to normal flight mode ............................................................. 38

5.10. Features of piloting an aircraft with ice breaker on the stabilizer

5.11. Flying in a turbulent atmosphere

Section 5 bldg. 2 An-24 (An-24RV)

FLIGHT MANUAL

5.12. Crew actions in case of spontaneous deviation of the aileron trim or rudder trim to the extreme position in flight with the autopilot disabled

5.13. Simultaneous generator failure

5.14. Aircraft behavior near critical angles of attack

5.15. Crew actions when two engines are stopped in flight

5.15.1. Stopping engines at circle height and below

5.15.2. Stopping the engines at altitudes above the circle height

5.15.3. Landing with two engines inoperative

5.16. Airplane piloting in case of short-term (up to 3-5 min) failures of all airspeed indicators

5.17. Termination of takeoff for reasons other than engine failure

5.18. Failure of two artificial horizons in flight

- & nbsp– & nbsp–

5.1. ENGINE FAILURE 5.1.1. SIGNS OF ENGINE FAILURE The main symptom of engine failure in flight is the roll and turn of the aircraft towards the failed engine, followed by a tendency to decrease the flight speed.

Possible signs engine failures are:

1) an increase or decrease in the engine rotor speed beyond the permissible limits, as well as fluctuations in the engine rotor speed of more than ± 1%;

2) the drop in fuel pressure in front of the injectors at a constant position of the engine throttle;

3) drop in oil pressure according to PCM (at the moment of failure, when the propeller is feathered, there is a short-term excess of oil pressure according to PCM);

4) an increase in the temperature of the gas behind the turbine beyond the permissible limits;

5) the drop in oil pressure in flight is below 3.5 kgf / cm2 (with negative overloads, a short-term drop in oil pressure below 3.5 kgf / cm2 is allowed);

6) ignition of the engine failure indicator light in the KFL-37 button, except for the following cases, in which the engine failure indicator light must be on:

a) before starting, when starting and stopping the engine, when the oil pressure in the command channel is below 2.5 kgf / cm2, and in accordance with the principle of operation of the negative thrust sensor;

b) when the aircraft lands after the throttle is removed to the 0 ° position according to the UPRT and when the propellers are removed from the stop for the period of the appearance of negative thrust exceeding the sensor setting;

7) illumination of the "DANGEROUS VIBRATION" light signaling device, an increase in the value of vibration load (more than 6 g) according to the indicating device of the IV-41A equipment, one-sided change in the stable values ​​of vibration overloads of the engine at flight level during one flight more than 1.0 g, in the last three flights more than 2 g It is allowed to burn the "DANGEROUS VIBRATION" light indicator and "throw" the arrow of the IV-41A indicating device in the emergency descent mode of the aircraft;

8) lighting up of the light signaling device "THE SCREW REMOVED FROM THE SUPPORT" or "EXIT FROM THE VANE LEFT DV" ("WITHDRAWAL FROM THE VANE OF THE RIGHT DV");

lighting up of the "CHIPS IN ENGINE" light signaling device.

5.1.2. CREW ACTION IN THE EVENT OF ENGINE FAILURE

1. The pilot-in-command of the aircraft to fend off the desire of the aircraft to turn, having previously turned off the autopilot, if it was on, and give the appropriate commands to the crew members.

2. Flight mechanic:

In case of engine failure at modes more than (26 ± 2) ° according to UPRT for aircraft with AI-24 engines of the 2nd series (autoflower system for negative thrust is connected) or more (35.5 + 2) ° according to UPRT for aircraft with AI engines -24T (the autoflower system for negative thrust is not connected) make sure by the speed indicator (rotation speed) that the automatic system of introducing the propeller into the vane worked normally (with the autofluor the engine rotor speed decreases in 2.5-3 s to 25-30% with its subsequent decrease to 1 - 5%). and report: "the screw in the weather vane"

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Calculation of the flight elements of the An-24 aircraft

test

6. Calculation of aircraft alignment

Initial data for the calculation:

Empty aircraft weight (from the form) - 14150 kg;

Equipment weight - 133 kg;

Crew 240 - 3 people;

Flight attendant and canteen containers - 120 kg;

Fuel mass (without fuel consumed for starting, testing engines and taxiing) - 1437 kg;

Commercial load weight - 3541 kg;

Passengers in the amount of 39 people - 2925 kg;

Indoor cargo I - 585 kg;

Indoor load II - 31 kg;

Baggage in room III - 0 kg;

Alignment of an empty aircraft (landing gear extended) from the form - 22.0% MAR. The equipment includes:

Engine oil - 95 kg;

Toilet water - 26 kg;

Two portable oxygen cylinders 6 kg;

Toilet chemicals - 6 kg

Only 133 kg

To calculate the center of the aircraft, we use a centering graph.

At the top of the center graph, information is given on the route number, flight, departure date and time, aircraft number, and the maximum commercial aircraft load is calculated.

In the middle part of the centering graph, there is a nomogram of the equipped aircraft and scales, according to which the aircraft load is taken into account.

Moreover, the names of the scales, the maximum load are given on the left side, and the price of one scale division, the actual load on this scale, and the counting direction are indicated on the right side.

In the lower part of the centering graph there are: the nomogram of the loaded aircraft, the layout diagram (for the passenger version), the graph for determining, corrections to the CG value for airplanes with a double-slotted flap, information on the takeoff and landing weight of the aircraft, CG value.

Calculation procedure:

1. The calculation begins with the determination of the balance of the equipped aircraft. Weight of equipped aircraft (without crew): 14 150 kg + 133 kg = 14 283 kg.

2. The weight of the equipment (133 kg) does not affect the balance and the balance of the equipped aircraft will be equal to 22.0% of the MAR.

3. In the upper part of the centering graph on the nomogram for the equipped aircraft, we find point A, corresponding to the above-defined mass and centering of the equipped aircraft. This point lies at the intersection of the horizontal corresponding to the mass of 14,283 kg and the inclined line corresponding to the centering of 22.0% MAR.

4. From point A we lower the perpendicular to the "Crew" scale. In the direction of the arrow, we count three divisions corresponding to the mass of the three crew members. Find point 1.

5. From point 1 we lower the perpendicular to the “Flight attendant, food” scale. On this scale, in the direction of the arrow, we count three divisions corresponding to a mass of 120 kg, and find point 2.

6. From point 2 we lower the perpendicular to the scale "Passengers 48 people" and in the direction of the arrow we count slightly less than one division. Find point 3.

7. From point 3 we lower the perpendicular to the scales and do the same. After these operations, we find point 4 in the eleventh line of the centering graph.

8. From point 4 we lower the perpendicular to the scale "Cargo space II", in the direction of the arrow we count half of the division and find point 5.

9. From point 5 we lower the perpendicular to the nomogram of the loaded aircraft until it intersects with the horizontal take-off mass of the aircraft - 20,900 kg. Find point B.

10. Along the inclined lines of centering values, we determine the centering of the aircraft during takeoff with the landing gear extended at 27.25% of the MAR. Draw a horizontal line through point B until it intersects with the line of influence of the landing gear retraction. We find the point G, and on the scale - the value of the displacement of the center of the aircraft forward from the landing gear retraction - 2.3% of the MAR. Consequently, the center of the aircraft during takeoff with the landing gear retracted is 24.95% of the MAR.

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Flight dynamics VAS-118

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"MANUAL ON OPERATION OF THE AN-24 (AN-24RV) AIRCRAFT. Changes have been made to the An-24 (An-24RV) aircraft, No. 1-33, 35. All terms and ..."

-- [ Page 1 ] --

MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

OPERATION

AIRCRAFT AN-24 (AN-24RV)

To this Flight Manual for the An-24 (An-24RV) aircraft

changes No. 1-33, 35 were introduced.

All terms and units are in accordance with

with valid GOSTs.

Implement the Leader

DLS GS GA MT RF

Tarshin Yu.P.

Amendment No. 6 to the Airplane Flight Manual of the AN-24 aircraft (editions of 1995). Amendment No. 6 to the Airplane Flight Manual of the AN-24 aircraft (editions of 1995) With the entry into force of this Amendment, it is necessary:

RLE sheets of the List of valid pages 7-8, Contents p. 15-16, 2. p. 3-4, 2. P.

5-6, 4. P. 1-2 remove and replace with the enclosed ones.

Insert new sheets with 4 pages. 12a-b, 4. Pages. 12c.

Approved by the UGNBP FAS of Russia on April 8th Amendment No. K of the Airplane Flight Manual of the AN-24 (AN-24RV) aircraft (editions of 1995). Amendment to the Airplane Flight Manual No. of the An-24 aircraft, edition of 1995.

Regarding the operation of the aircraft with F20 / 27H1C-M3 rechargeable batteries.

With the receipt of this Amendment, the RLE sheets with pages 7. Page 92 and 7. p. replace with the supplied ones.

Approved by the UGNBP FAS of Russia on March 30 Amendment No. K of the Airplane Flight Manual of the AN-24 (AN-24RV) aircraft (editions of 1995) Amendment of the No. K Airplane Flight Manual of An-24 aircraft, edition of 1995

On the use of the ILS and VOR Navigation Systems.

With the receipt of this Amendment, the RLE sheets 2. Pages. 5-6.7. P. 149-150.7. P. 155- replace with enclosed ones.

Approved by the UGNBP FAS of Russia Amendment No. 1, 2, К RLE of the AN-24 aircraft (editions of 1995). Amendment No. 1 (approved on 13.11.97).

On the issue of clarifying the text of clause 3 of subsection 7.1.c. (7.P. 24).

CHANGE No. 2 (approved on 03.24.97) on the application of the text of subsection 4.6.4. “Approach and landing of an aircraft with two operating engines with a fixed maximum fuel drain by the PRT-24 system on one of the engines” (4. p. 14).

AMENDMENT No. 3 (approved on 17.10. 97 on the following issues:

RV-5 dial settings during landing approach (4.P. 10, Appendix 4.P.

Clarification of the text of clause 9 of the nature of malfunctions of the “List of permissible failures and malfunctions” (Appendix 2. Page 10);

Correction of misprints made during the reprint (7.P.7. 7.P. 125).

An-24 (An-24RV)

FLIGHT MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATING LIMITS Section 3. CHECKING AIRCRAFT READY FOR FLIGHT Section 4. FLIGHT OPERATION Section 5. SPECIAL CASES IN FLIGHT Section 6. AIRCRAFT OPERATION Section 7. AIRCRAFT OPERATION Section 8. AIRCRAFT OPERATION Section 8. AIRCRAFT OPERATION Section 8. AIRCRAFT OPERATION Section 8. AIRCRAFT OPERATION -24РВ.

Applications:

1. Instructions for loading and centering of the An-24 (An-24RV) aircraft 2. The list of permissible failures and malfunctions of the An-24 (An-24RV) aircraft, with which it is allowed to complete the flight to the home aerodrome 3. Control inspection sheets of the An-24 aircraft (An-24RV) by crew 4. Checklist of An-24 (An-24RV) aircraft by the crew

FLIGHT MANUAL

1. GENERAL INFORMATION 1.1. Airplane destination

1.2. Basic geometric data of the aircraft ………………………………… .. 1.3. Basic flight data

2. OPERATING LIMITS

2.1. Weight restrictions

2.6. Other restrictions

3. CHECKING THE AIRCRAFT READY FOR FLIGHT

3.1. General instructions

3.2. Aircraft pre-flight inspection and system check

4. PERFORMANCE OF THE FLIGHT

4.1. Preparing for taxiing and taxiing

4.2.1. Takeoff from the brakes

4.2.2. Takeoff with a short stop on the runway ……………………………… 4.2.3. Features of takeoff with a crosswind

4.2.4. Takeoff with noise reduction on the ground (at civil aviation aerodromes where noise restrictions are set)

4.2.5. Features of takeoff at night ... ....... ……………………………………. ……… 8b 4.3. Climb

4.4. Flight along the route………………………………………………………............ 4.5. Decrease……………………………………………………………… ................ 4.6 Approach and landing

4.6.1. Approach

4.6.2. Elimination of lateral deviations from the runway axis during landing approach ... .... 4.6.3. Landing

4.6.5. Features of landing in a crosswind ……………………………………………………………………………………………………… 4.6.6. Features of landing at night

........... 4.8. Go-around

FLIGHT MANUAL

……………………………… .. 4.10. Features of aerodromes

4.11. Features of aircraft operation at high air temperatures and at high-altitude airfields ………………………………………………………………………………………………………………………………………………………… 4.12. Flying in icy conditions

5. SPECIAL FLIGHT CASES

5.1. Engine failure

5.1.1. Signs of engine failure

5.1.2. Crew actions in case of engine failure

5.1.3. Engine failure on takeoff ....... ……………………………………………. 5.1.4. Failure of the engine in the climb

5.1.5. Engine failure in level flight …………………………………. 5.1.6. Engine failure during pre-landing planning ……………………… .. 5.1.7. Approach and landing with one engine inoperative ……………. 5.1.8. Go-around with one failed engine …………………… ... 5.1.9. Landing with asymmetric engine thrust at low throttle ... 5.1.10. Stopping and starting the engine in flight ……………………………………… 5.2. Fire on the plane

5.2.1. Fire in the nacelle compartments of AI-24 engines …………………………… .... 5.2.2. Fire inside the AI-24 engine

5.2.3. Fire in wing compartments

5.2.4. Fire in aircraft cabins and baggage rooms ……………………… 5.2.5. Fire on the ground

5.3. Depressurization of the cab

5.4. Emergency decline…………………………………………………………. 5.5. Forced landing of an aircraft on land

5.6. Forced landing of an airplane on the water

5.7. Landing with retracted flaps

5.8. Landing an aircraft with a faulty landing gear………………………………………5.9. Crew actions during aircraft icing……………………………… ... 5.10. Peculiarities piloting an aircraft with ice breaker on the stabilizer ........ 5.11. Flying in a turbulent atmosphere

5.12. Actions of the crew in case of spontaneous deflection of the aileron trim or rudder trim ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… Simultaneous generator failure

5.14. Aircraft behavior near critical angles of attack…………………… 5.15. Crew actions when two engines are stopped in flight……………….. 5.16. Airplane piloting in case of short-term (up to 3-5 min) failures of all airspeed indicators

FLIGHT MANUAL

5.17. Termination of takeoff for reasons other than engine failure...... 5.18. Failure of two artificial horizons in flight…………………………………………

6. AIRCRAFT SPECIFICATIONS

6.1. General information

6.1.2. The most advantageous flight altitude

6.1.3. Fuel refueling calculation

6.2. Takeoff characteristics ………………………………………………… .... 6.3. Climb mode

6.4. Flight characteristics along the route ……………………………………… ... 6.5. Descent mode from a height ……………………………………………………. 6.6. Landing characteristics

6.7. Aerodynamic corrections ……………………………………………….

7. OPERATION OF AIRCRAFT SYSTEMS

7.1. Power plant …………………………………………………………… ... 7.1.1. General information

7.1.2. Preparing for flight …………………………………………………………………………………………………………………………………………………………………… ..... 7.1.3. Heating of engines in the cold season ……………………………… 7.1.4. Vibration monitoring equipment IV-41A ………………………………… .. 7.1.5. Water injection system into the engine

7.1.6. Possible malfunctions and actions of the crew …………………………… 7.2. Fuel system…………………………………………………………… ... 7.2.1. General information ……………………………………………………………… 7.2.2. Preparation for flight …………………………………………………… .. 7.2.3. Operation in flight …………………………………………………… .. 7.2.4. Possible malfunctions and actions of the crew ……………………………. 7.3. Oil system………………………………………………………………. 7.3.1. General information ……………………………………………………………. 7.3.2. Preparation for flight …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… ... 7.3.3. Operation in flight …………………………………………………… .. 7.4. Fire extinguishing system

7.4.1. General information ……………………………………………………………. 7.4.2. Pre-flight check ………………………………………………… ... 7.4.3. Operation in flight …………………………………………………… .. 7.4.4. Possible malfunctions and actions of the crew …………. ……………… ... 3 / 7.5. Hydraulic system ……………………………………………………… 7.5.1. General information …………………………………………………………… ... 7.5.2. Preparation for flight …………………………………………………………………………………………………………………………………………………………………………………… 7.5.3. In flight

7.5.4. Possible malfunctions and actions of the crew ……………………………. 7.6. Chassis………………………………………………………………………… .. 7.6.1. General information ……………………………………………………… .........

FLIGHT MANUAL

7.6.2. Flight preparation

7.6.3. In flight

7.6.4. Landing gear operation after an aborted takeoff …………………………… .. 7.6.5. Possible malfunctions and actions of the crew …………………………… 7.7. Control system

7.7.1. General information

7.7.2. Flight preparation

7.7.3. Possible malfunctions and actions of the crew ……………………………. 7.8. Air conditioning system

7.9. Heating system for space under the floor of cabins (SOPP) ………………… .. 7.10. Cab air pressure control system

7.10.1. General information

7.10.2. Flight preparation

7.10.3. Operation in flight ……………………………………………… ........ 7.10.4. Possible malfunctions and actions of the crew ………………………… ... 7.11. Oxygen equipment

7.11.1. General information

7.11.2. Flight preparation

7.11.3. Operation in flight ……………………………………………………. 7.12. Anti-icing system……………………………………………. 7.12.1. General information

7.12.2. Pre-flight check …………………………………………………. 7.12.3. Operation in flight ……………………………………………………. 7.12.4. Possible malfunctions and actions of the crew ………………………… .. 7.13. Electrical equipment………………………………………………… ............ 7.13.1. Power supply

7.13.2. Lighting

7.14. Flight and navigation equipment

7.14.1. General information

I. Flight equipment ………………………………………………… ....... 7.14.2. Full and static pressure systems ……………………………………………………………………………………………… 7.14.3. The system of indication and control of the spatial position of the aircraft 7.14.4. Autopilot AP-28L1 …………………………………………………………. 7.14.5. Automatic machine for angles of attack and overloads with signaling AUASP-14KR …… ​​.. 7.14.6. Radio altimeters ……………………………………………………… .... 7.14.7. Ground Proximity Speed ​​Alarm System (GSS) ... II. Navigation equipment

7.14.8. Course instruments …………………………………………………… .......... 7.14.9. Automatic radio compass ARK-11 …………………………………… .. 7.14.10. Radar stations

7.14.11. Landing systems

7.14.12. Aircraft transponder SOM-64

7.14-13. Product "020M" ("023M")

FLIGHT MANUAL

7.15. Radio communication equipment……………………………………………… ........ 7.15.1. General information

7.15.2. Command radio stations …………………………………………… ......... 7.15.3. Communication radio stations …………………………………………………… ... 7.15.4. Airplane intercom SPU-7B …………………………… ... 12b 7.15.5. Aircraft loudspeaker SGU-15 ……………………… ... 7.16. Recording devices……………………………………………… ........... 7.16.1. System of registration of flight modes of MSRP ………………………………. 7.16.2. Aircraft tape recorder MS-61B ………………………………………… ... 7.17. Airborne rescue equipment……………………………… 7.17.1. General information

7.17.2. Pre-flight check …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… 7.17.3. Operation of rescue equipment ……………………… 7.18. Household equipment

7.18.1. General information

7.18.2. Preparing for flight ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… 7.18.3. Operation in flight …………………………………………………… ... 7.18.4. Possible malfunctions and actions of the crew …………………………….

8. FEATURES OF FLIGHT OPERATION OF AN-24RV AIRCRAFT

8.1. General information

8.1.1. Basic flight data of the An-24RV aircraft ……………………………… .. 8.1.2. Basic data of the RU19A-300 engine …………………………………… ... 8.2. Operational limitations……………………………………………… .. 8.2.1. The main restrictions on the aircraft ………………………………………… ... 8.2.2. Main limitations for the RU19A-300 engine …………………………… 8.3. Checking the readiness of the aircraft for flight

8.4. Flight execution

8.4.1. Taxiing ………………………………………………………………… .......... 8.4.2. Takeoff …………………………………………………………………… .......... 8.4.3. Climb

8.4.4. Flight along the route …………………………………………………… .......... 8.4.5. Decrease ……………………………………………………………………… ... 8.4.6. Approach and landing

8.4.7. Go-around …………………………………………………………. 8.5. Special occasions in flight………………………………………………………… .. 8.5.1. AI-24 engine failure on takeoff

8.5.2. Failure of the RU19A-300 engine on takeoff

8.5.3. Failure of the AI-24 engine in the climb …………………………………… .. 8.5.4. Failure of the AI-24 engine in level flight ……………………………

FLIGHT MANUAL

8.5.5. Failure of the AI-24 engine on descent …………………………… .. …………. 8.5.6. Approach and landing with one operating engine AI-24 ... ... ... 8.5.7. Go-around with one AI-24 engine and RU19A- engine running (the propeller of the failed AI-24 engine is feathering) …………………………… .. 8.5.8. Fire in the compartment of the RU19A-300 engine in flight …………………………… ... 8.5.9. Fire in the compartment of the RU19A-300 engine on the ground …………………………… ... 8.6. Aircraft characteristics………………………………………………………. 8.6.1. General information

8.6.2. Takeoff characteristics ……………………………………………… ........ 8.6.3. Climb modes

8.7. Aircraft systems operation

8.7.1. Operation of the RU19A-300 engine …………………………………… ....... 1. Operating modes and operating data ………………………………… ... 2 . System for limiting the maximum temperature of gases behind the turbine of the RU19A- (OMT-29) engine ... ……………… .. ………………………………………………… .... ... 3.Preparation for flight…. …………………………………………………………. 4. Features of operation of the RU19A-300 engine at negative air temperatures …………………………………………………………………………………… 5. Starting the RU19A-300 engine in flight ……………………………………………… 6. Starting the AI-24 engine from the RU19A-300 engine ……………………………… 8.7.2. Fuel system of the RU19A-300 engine ……………………………………. 8.7.3. Oil system of the RU19A-300 engine …………………………………… .. 8.7.4. Malfunctions of the RU19A-300 engine and its systems …………………………. Applications

FLIGHT MANUAL

INTRODUCTION

The flight manual contains information, instructions and recommendations necessary for the safe operation of flight within the established flight restrictions and conditions for a given airplane in accordance with its intended purpose.

Departure without flight control is prohibited.

The page numbering of sections 1 - 6 and 8 is made taking into account the autonomy of the sections, and the numbering of the pages of section 7 and the Appendix is ​​made taking into account the autonomy of the subsections and Appendices, for example:

7.8. P. 9, where 7 is a section, 8 is a subsection, 9 is a page.

The numbering of subsections of section 8 coincides with the numbering of sections of the Airplane Flight Manual. Changes in the Guide are made by replacing old ones, adding new sheets or canceling sheets without replacing them.

All changes are marked with a vertical line on the left margin of the page, opposite the changed text or graphics (picture).

The newly introduced sheets indicate the date of approval.

All changes must be reflected in the "Change registration sheet".

Changes to the Manual related to the replacement of old ones, the addition of new sheets or the cancellation of sheets without replacement, are sent to the organization operating the aircraft, together with a new "List of Valid Pages", in which all new pages are marked with a "*".

All changes to the Guidelines are recorded in the "Change Registration Sheet" indicating the date of the change and the signature of the person responsible for the changes in the Guidelines.

Note. If both pages of one sheet are changed at the same time, their numbers in the "Change registration sheet" are written in fraction, for example: 7.8. P. 9/10.

FLIGHT MANUAL

Gas station ANO ZMG IKM RUD SARD SAH TLG TLF

FLIGHT MANUAL

GENERAL INFORMATION

FLIGHT MANUAL

GENERAL INFORMATION

1.1. The purpose of the aircraft ……………………………………………………… .. 1.2. Basic geometric data of the aircraft ……………………………… 1.3. Basic flight data …………………………………………………… 1.4. Basic data of the power plant

FLIGHT MANUAL

GENERAL INFORMATION

An-24 (An-24RV) passenger turboprop aircraft is designed to carry passengers, baggage, mail and cargo on medium-haul air lines.

The passenger version of the aircraft is designed for 48 seats. The design of the passenger compartment allows the aircraft to be used also in the cargo version by removing the passenger seats and partitions.

The fuselage houses the cockpit, passenger compartment, cloakroom, toilet, luggage and cargo spaces.

The An-24 aircraft is equipped with two AI-24 2nd series or AI-24T turboprop engines with AV-72 or AV-72T propellers, and the An-24RV aircraft, in addition, is equipped with one RU19A-300 turbojet engine, which can be used at all stages of flight. The generator of the RU19A-300 engine can be used on the ground and in flight as an autonomous source of direct current.

Flight and navigation, radio communication and radio technical equipment allows the aircraft to be operated day and night, in simple and difficult meteorological conditions.

The general view of the aircraft is shown in Fig. 1.1.

1.2. BASIC AIRCRAFT GEOMETRIC DATA

Aircraft height, m ​​……………………………………………………………………. 8, Aircraft length, m ……………………………………………………………………… 23, Ground clearance when landing gear is compressed, m …………………… …………………… ... 0, Track of the chassis (along the axes of the struts), m

Landing gear base, m ………………………………………………………………………… ..7, Airplane parking angle, min …………………… ………………………………… ..- Distance from the end of the propeller to the side of the fuselage, m …………………………………… ..0. Distance from the end of the propeller blade to the ground, m …………………………………… 1, Wingspan, m

Wing area, m2:

for aircraft with a two-slot center wing flap …………………………………………… ......... 72, for aircraft with a single-slot center wing flap

FLIGHT MANUAL

GENERAL INFORMATION

Rice. 1.1. General view of the plane

FLIGHT MANUAL

GENERAL INFORMATION

Average aerodynamic chord, m:

for aircraft with a two-slot center wing flap

for aircraft with a single-slot center wing flap

Transverse angle "V", city .:

along the detachable part of the wing ……………………………………………. - in the center section

Wing sweep angle (at 25% chord)

Wing installation angle, degrees ………………………………………………………… Aileron deflection angle, degrees .:

Angles of deflection of the aileron trim up and down from the neutral position, deg.

On airplanes modified according to Bulletin No. DM, the angles of deflection of the aileron trim up and down from the neutral position, degrees ……………………………………………… ... ± 7 ± Angle of deflection of the flaps, degrees .:

on takeoff …………………………………………………………… 15; 5 ± on landing

Fuselage length, m …………………………………………………………………. 23, The total volume of the pressurized cabin, m3

Dimensions of the cargo door opening, m:

Height Width

Dimensions of the passenger (entrance) door opening, m:

width …………………………………………………………………… .0, Dimensions of the luggage door opening (located between sp. No. 34-36), m:

Sizes of openings of side escape hatches, m:

Distance from the ground to the opening, m:

cargo door

tailgate

passenger (entrance) door ………………………………………… 1,

FLIGHT MANUAL

GENERAL INFORMATION

Horizontal tail area, m2 ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. 9. Angle of stabilizer installation (relative to the wing chord), degrees …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… .13 , Keel height above the fuselage, m

Elevator deflection angle, degrees:

up down……………………………………………… ………………………… ... Angles of deflection of the elevator trim, degrees ……………………………………… ... ± Angles of deflection of the rudder, degrees …………… ………………………………… ± Angles of deflection of the rudder trimmer, degrees ……………………………… ...… ± Angles of deflection of the spring compensator, degrees ……………… ………………… .. ± 16, Angles of deflection of the combined trimmer-servo-compensator (on airplanes with one controlled surface on the rudder), degrees:

in trim mode ………………………………………………… .. ± 19 -3+ Cruising speed at an altitude of 6000 m, km / h

The speed of the beginning of lifting the front support with a takeoff weight of 21,000 kg, km / h:

h = 15 ° ……………………………………………………………… ..…. h = 5 ° ……………………………………………………… ... …………. Takeoff run with a takeoff weight of 21,000 kg (CA), m;

h = 15 ° ………………………………………………………………… ... h = 5 ° ………………………………… …………………………………… ... at GVPP with a conditional soil strength of more than 8.0 kgf / cm2, s = 15 ° mass of 20,000 kg at the runway and main runway with a conventional soil strength of 8.0 kgf / cm2 (CA), m

The length of the aborted takeoff in the event of a failure of one of the engines at a speed of Vp op with a take-off weight of 21,000 kg at the runway, (CA), m:

FLIGHT MANUAL

GENERAL INFORMATION

Vertical speeds, climb time and service ceiling of the aircraft at the maximum rate of climb at the nominal mode of two operating engines

Vertical speeds, time of aircraft climb in economic mode at nominal mode of two operating engines ……………………… see table. 6. Vertical speeds, climb time and service ceiling of an aircraft with one engine running at maximum speed (the failed engine propeller is feathering) ………………………………………………………………. see table. 5.1 and 5. Stall speeds in the flight idle mode ... ... see table. 5.4 and fig. 5.7.

1.4. POWER PLANT BASIC DATA

engine's type

Takeoff power, ehp …………………………………………………………………………………………………………………………………………………………………………………………………………. …………………………………………………………. Engine weight, kg

Takeoff power, ehp

Maximum power, e.hp ……………………………………………………… ... Rated power, e.p.

engine's type

Range of operating frequencies of rotation of the rotor, rpm 31000- Maximum output power at the GS-24 terminals in the range of operating frequencies, kW .... 59-

FLIGHT MANUAL

GENERAL INFORMATION

Screw type …………………………………………… ........ pulling, four-blade with automatic Screw diameter, m

Direction of rotation …………………………………………………………… .. left Angles of installation of blades, degrees:

Minimum ………………………………………………………… - intermediate stop

Vane position

Range of working angles of the blades, deg. eight-

FLIGHT MANUAL

OPERATING LIMITATIONS

OPERATIONAL

RESTRICTIONS

FLIGHT MANUAL

OPERATING LIMITATIONS

2.1. Weight restrictions

2.2. Centering restrictions

2.3. Powertrain restrictions

2.4. Indicated speed limits

2.5. Restrictions on maneuvering

2.6. Other restrictions

FLIGHT MANUAL

OPERATING LIMITATIONS

Maximum takeoff weight of the aircraft, kg

Maximum landing weight of the aircraft, kg

Maximum commercial load mass, kg passenger version

cargo option

Maximum number of passengers, people

Note. In each specific case, the maximum allowable take-off weight of the aircraft is determined depending on the take-off conditions (see Section 6).

Operational balance,% MAR:

extreme front centering

extreme rear centering

Centering aircraft overturning on the tail

2.3. POWER PLANT LIMITATIONS

Parameters Permissible continuous operation time, no more, min:

ground gas Total time engine operation for a resource no more,%:

Engine operating modes:

Engine rotor speed,%:

overspeed with no more throttle in flight not lower than Maximum admissible temperature when launched in flight

FLIGHT MANUAL

OPERATING LIMITATIONS

2.4. INSTRUMENT SPEED LIMITS

2.4.1. Maximum permissible indicated speed, km / h:

In service (flaps retracted)

When flaps are extended and retracted, as well as when flying with flaps deflected at an angle: 15 ° -5 °

When extending and retracting the chassis

When the landing gear is released with the mechanical opening of the retracted position locks ……………………………………………………………… ... - when flying with the landing gear extended

With an emergency decline

2.4.2. The minimum permissible instrument speed for flights is the climb speed (excluding take-off and pre-landing gliding modes).

It is prohibited to reduce the speed below the climb speed for a given altitude (see Sect.

6, tab. 6.7- 6.14).

2.5. MANEUVERING RESTRICTIONS

Maximum allowable roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flight

Maximum allowable roll angle in flight with one failed engine, degrees Maximum deflection of the ball according to the slide indicators when performing a maneuver No more than one ball diameter Maximum allowable vertical overload:

With the flaps retracted

With flaps extended

Minimum permissible vertical overload

The main composition of the aircraft crew:

By agreement with DVT MT, the aircraft crew can consist of three people (the navigator is excluded from the main crew) or five people (the radio operator is included in the main crew).

2.6.2. ON WIND SPEED DURING TAKE-OFF AND LANDING The maximum permissible wind speed during take-off and landing on a dry runway with a friction coefficient of 0.6 or more, and on the main runway are indicated in Table. 2.2.

FLIGHT MANUAL

OPERATING LIMITATIONS

Table 2. Angle between wind direction and axis The maximum allowable wind speed, The maximum allowable crosswind speed (at an angle of 90 ° to the runway axis) during takeoff and landing on the runway, which has a friction coefficient of less than 0.6, is shown in Fig. 2.1.

Dependence of the maximum allowable crosswind (at an angle of 90 ° to the runway on the runway friction coefficient) The maximum component of the tailwind speed during takeoff and landing - up to m / s.

The minimum runway length at which the airplane is permitted to operate. An-1300 m With a runway length of 1600 m and less, take off with flaps deflected by 15 °.

With a runway length of more than 1600 m - with flaps deflected by 5 °.

Take off from the main air route with h = 15 ° regardless of the main air route length.

FLIGHT MANUAL

OPERATING LIMITATIONS

With center line lights Note * The minima are applicable if there is an alternate aerodrome, the flight time to which from the departure aerodrome does not exceed 1 hour. In this case, an aerodrome where the actual and predicted weather conditions are not lower than the PIC minimum for landing at this aerodrome is taken as a alternate aerodrome. In the absence of an alternate aerodrome, the decision to take off is made when the visibility (visibility range) on the runway is not. landing at aerodromes equipped with category II-III radio beacon systems. In other cases, it must be at least 60x800.

Values ​​of Hpr and 1, view. specified in the table are installed for landing radars of the RP-2 and RP-3 types. For other types of PRL (OPRL), the tabular values ​​of Hpr increase by 20 m and Lview - by 200 m.

2.6.6. FRONT CHASSIS WHEEL CONTROL

The maximum speed of taxiing when steering the wheels of the front landing gear from the steering wheel is no more than 30 km / h.

At speeds over 30 km / h, it is allowed to use steering wheel steering from the steering wheel only in exceptional cases - to prevent an accident.

FLIGHT MANUAL

PREPARING FOR FLIGHT

PREPARING FOR FLIGHT

FLIGHT MANUAL

PREPARING FOR FLIGHT

3.1. General instructions

3.2. Pre-flight inspection of the aircraft by the crew and check of systems

3.2.1. Duties of a flight mechanic

3.22. Duties of the navigator

3.23. Duties of the radio operator

3.2.4. Duties of a flight attendant

3.2.5. Duties of the co-pilot

3.2.6. Duties of the pilot-in-command

FLIGHT MANUAL

PREPARING FOR FLIGHT

FLIGHT MANUAL

PREPARING FOR FLIGHT

Note: The scope of pre-flight preparation of the aircraft by the crew at intermediate and final landing airports is allowed to be limited only by external inspection and performance of the work specified in the flight manual, except for checking the aircraft systems and equipment, under the following conditions:

During the flight, there were no malfunctions of systems and equipment on the plane;

The aircraft staying time did not exceed 12 hours;

The composition of the crew at this airport has not been replaced.

3.2. CREW PRE-FLIGHT INSPECTION AND SYSTEM CHECK

Before the start of the pre-flight inspection, check that the following are on board the aircraft:

Aircraft airworthiness certificates;

Aircraft registration certificate;

Aircraft logbook;

Flight manuals for An-24 aircraft;

Aircraft health log.

Make sure that the flight time of the aircraft after this flight does not exceed the deadline for the next scheduled maintenance and the end of the life of the aircraft and engine.

Check out the order card for the operational type of aircraft maintenance.

According to the entry in the aircraft preparation log, make sure that the recorders MSRP-12-96, KZ-63 and MS-61B are in good working order.

Accept additional information on adjustments or replacement work performed on the aircraft since the previous flight.

Make sure that all faults recorded in the aircraft logbook have been rectified.

2. Airplane glider:

Aircraft exterior, glazing Clean, no external damage.

cabins, glass of headlights, beacons, ANO, receivers Snow, frost or ice are absent of full and static pressure;

Side hatches, hatches and antenna fairing The radar is in good working order and closed;

FLIGHT MANUAL

PREPARING FOR FLIGHT

3. Power plant:

Propeller blades and blade anti-icers, There is no damage, snow, frost or ice, - AI-24, RU19A-300 (on An-24RV aircraft) and APU engines. be carried out at an oil temperature at the engine inlet below minus 15 ° С (when operating engines on oil mixture) and below minus 25 ° С (when operating engines on MN-7.5U oil) regardless of the outside air temperature.

2. The RU19A-300 engine must be warmed up at an oil temperature at the engine inlet below minus 25 ° C (if the engine is started from on-board storage batteries) and below minus 30 ° C (if the engines are started from an airfield power source or from starter-generators of AI-24VT engines) regardless of the outside temperature.

3. When using the APU TG-16 (TG-16M), it must be heated at an outside air temperature below minus 25 ° C.

A WARNING. TO PREVENT DAMAGE TO THE DRIVE

STARTER-GENERATOR STG-18TMO IT IS FORBIDDEN TO TURN THE AIR

SCREW AGAINST THE DIRECTION OF ITS ROTATION;

input channels engines, tunnels and honeycomb Clean. There are no oil coolers for dirt, snow, frost or ice;

Locations of fuel tanks, fuel assemblies and Leaks no fuel system pipelines;

Drainage holes, fuel tank drainage intakes; Clean, open No fuel and oil leaks;

Fuel filler caps; Safely closed - water tanks of the injection system into the engine; Fueled (when using the system) 4. Chassis:

Connections of hydraulic units of the chassis, pipelines, seals There are no external damages and leaks, no shock absorbers, connections brake system wheels of the main supports;

Chassis and door locks, lock control mechanisms; Clean. Not damaged

FLIGHT MANUAL

PREPARING FOR FLIGHT

5. Cargo spaces and cockpit:

a) cargo spaces:

Entrance, cargo, luggage doors and escape hatches; Securely closed - latches of the closed position of doors and hatches; They are located on the control box panel (y - rescue equipment for passengers and members. Available Reliably fixed to the crew;

Emergency release handle for the front landing gear; Down position and locked.

hydraulic systems;

Control of aircraft, engines and systems; In the initial position 6. When checking under current:

Airfield DC power source; Connected to the power grid of the aircraft B electricity; - the amount of fuel; Corresponds to the flight mission

FLIGHT MANUAL

PREPARING FOR FLIGHT

- indication of the water level switch for injection Corresponds to the required amount of water 1. Fill out the maintenance documentation. Take over the plane from the technical crew.

2. Report to the aircraft commander about the readiness of the aircraft for flight, the remaining resource, the amount of fuel filled, and the readiness of the engines for launch.

Antennas and air temperature receivers No mechanical damage 2. Crew cab:

devices, navigation control panel and no damage, secured securely by radio equipment;

Graphs of corrections to readings of altimeters, indicators There are speeds and compasses 3. When tested under current:

Report to the pilot-in-command of the inspection and equipment check.

Notes:

1. In the absence of a radio operator in the crew, the navigator performs a pre-flight inspection of the aircraft in the amount specified in paragraph 3.2.3. ("Duties of the radio operator").

2. In the absence of a navigator in the crew, the pre-flight inspection of the aircraft in the amount specified in clause 3.2.2 shall be performed by the co-pilot and ATB specialists. The performance check of the ARC, radar, GIK, GPK and KI is carried out by ATB specialists.

1. During external examination of the aircraft:

2. Crew cab:

Connecting antenna leads to equipment; Correct, reliable

FLIGHT MANUAL

PREPARING FOR FLIGHT

- instructions and tables for tuning radio stations, there are fuses and a set of spare radio tubes;

Microphone and microtelephone headset; There are 3. When tested under current:

Aerodrome sources of electricity; Checked and connected to the onboard network - emergency power sources; Checked and connected to the onboard network - heating of MSRP-12 depending on the air temperature Enabled Report the inspection results and equipment readiness to the pilot-in-command.

Note. In the absence of a radio operator in the crew, his duties are performed by the navigator.

1. Passenger compartment and utility rooms:

Passenger compartment (upholstery of cabins, seats, luggage No foreign objects, clean shelves, curtains and curtains);

Portable oxygen cylinder of the KP-21 device;

2. When checking under current:

Emergency lighting of the passenger compartment; Correctly

FLIGHT MANUAL

PREPARING FOR FLIGHT

- lighting of the buffet, wardrobe, lobby, luggage room and toilet;

3. With the engines running (with the permission of the person testing the engines):

After the end of the check, all switches on the switchboard are turned off for the flight attendant 4. During the loading of the aircraft;

Removable household equipment, luggage and mail; Placed, secured - lighting of the passenger compartment and utility rooms. Enabled Report to the pilot-in-command of the result of the inspection and placement of passengers in the aircraft.

2. Passenger compartment:

Takeoff weight and aircraft CG; Corresponds to the calculated values ​​- approaches to the passenger and cargo doors and emergency doors. Free, luggage and cargo are not cluttered with hatches 3. Crew cab:

Instruments on the dashboard and right panel; Fixed, no damage to the speed indicator and compasses;

4. When checking under current:

Workplace lighting, light signaling devices and working light signal panels;

FLIGHT MANUAL

PREPARING FOR FLIGHT

- KPPM device (when checking the joint venture by the commander of the aircraft the ship is operational);

Heating LDPE, RIO-3, angle of attack sensor AUASP, SO-4AM Glasses are also efficient;

MFRD Report the inspection and verification to the pilot-in-command.

Note: In the absence of a navigator and a radio operator in the crew, the work specified in clause 3.2.2 is performed by the co-pilot, and the work described in clause 3.23 ("Duties of a radio operator"), and verification of the ARC, radar, GIK, GPK and KI -13 are produced by ATB specialists.

3.2.6, RESPONSIBILITIES OF THE AIRCRAFT COMMANDER Accept reports from the crew on the results of the inspection and inspection of the aircraft.

Inspect and inspect the aircraft.

1. Glider, power plant and landing gear:

Aircraft outer surfaces, power plant; Damage, fuel and oil leaks, - ailerons, rudders, flaps and trim tabs; No damage, trim tabs in neutral 2. Crew cab:

Instruments on the dashboard and left panel; Fixed, no damage - altimeters: UVID-30-15, VD-10K Arrows are set to zero. Readings on - graphs of corrections to readings of altimeter, pointer Speed ​​and compasses are available

FLIGHT MANUAL

PREPARING FOR FLIGHT

- valve for switching on emergency pressure to the main system; Closed - wheel steering wheel of the front landing gear; Neutral - front landing gear wheel control switch; Disabled - landing gear release and retraction control switches, Neutral, fixed by flaps;

3. When tested under current:

Workplace lighting, light signaling devices and light signal panels are in good working order;

Provide (via STC) pre-flight information.

Give the command to the crew to get ready to start the engines. Start the engines as indicated in subsection. 7.1.

FLIGHT MANUAL

FLIGHT PERFORMANCE

FLIGHT PERFORMANCE

FLIGHT MANUAL

FLIGHT PERFORMANCE

4.1. Preparation for taxiing and taxiing …………………………

4.2. Takeoff

42.1. Takeoff from the brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of takeoff with a crosswind

4.2.4. Takeoff with reduced noise on the ground

4.25. Features of takeoff at night

4.3. Climb

4.4. Flight along the route

4.5. Decrease

4.6. Approach and landing

4.6.1. Approach

4.6.2. Elimination of lateral deviations from the runway axis during approach

4.63. Landing

4.6.4. Approach and landing of an aircraft with two operating engines with a fixed maximum fuel drain by the PRT-24 system on one of the engines

4.6.5. Features of landing with a crosswind

4.6.6. Features of landing at night

4.7. Errors when landing at high speed (high-speed "goat")

4.8. Go-around

4.9. Taxiing into the parking lot and stopping the engines

4.10. Features of aircraft operation on unpaved, snowy and ice airfields .. 4.10.1. Aircraft operation on unpaved airfields

4.10.2. Aircraft operation at aerodromes with compacted snow cover ... ............ 4.10.3. Aircraft operation at the ice airfield

4.11. Features of aircraft operation at high air temperatures and at high-altitude airfields

4.12. Flying in icy conditions

4.12.1. General Provisions

4.12.2. Takeoff and climb

4.12.3. Flight at echelon

4.12.4. Descent, approach and landing

FLIGHT MANUAL

4.1 PREPARATION FOR TAXING AND STEERING

1. Make sure the fuselage door (front door) is closed.

2. Make sure the pressure in the hydraulic system is 120-155 kgf / cm2, check the activation of the automatic wheel braking.

3. Check if the screws have been removed from the intermediate stop.

4. Switch on the flight and navigation equipment and radio equipment.

On airplanes not equipped with a CCS, set the value of 100 m on the radio altimeter control unit.

5. Check the free play of the aircraft controls. Set the trim tab PB to the position corresponding to the aircraft's takeoff centering, and the trim tabs of the aileron and launch vehicle to the neutral position.

6. Turn on the heated glass in a weakened mode.

7. Turn on the aircraft and engine icing alarms.

8. Make sure that the switch "WING OPER. ENTRANCE RU-19 ”(“ WING and OPER ”) is set to“ OFF ”(neutral position).

9. Make sure the switch "LEFT. VNA RIGHT "is located:

In the "OPEN" position

In case of conditions of possible icing;

In the "CLOSED" position - in the absence of these conditions.

10. Install the drive-through latches of the engine control levers in the appropriate position according to table. 7.2, 11. Switch on the identification system, set the code.

12. Read the “Before Taxiing” section of the Checklist.

1. Engage the front landing gear steering.

2. Make sure there are no obstacles in the taxiway.

3. Give the command: "Crew, I'm taxiing."

ATTENTION: 1. IT IS FORBIDDEN TO START MOVING THE AIRCRAFT

ROTATE STEERING WHEEL AND TILT

PEDALS WITH TAKE-OFF AND LANDING CONTROL.

2. WHEN TAXING, ALL GYROSCOPIC INSTRUMENTS MUST BE SWITCHED ON.

AIRLANDS REDUCED.

3. WHEN THE ENGINES OPERATE AT 0-35 ° MODES ON OPRT OF THE RODS, MOVE

SMOOTHLY, RATE 10-15 ° / s.

4. Release the airplane from the parking brake and smoothly increase the engine operating mode up to 15-20 ° according to the UPRT.

5. By selecting the engine mode, depending on the state of the taxiway, set the required taxi speed.

6. It is allowed, by agreement with the dispatcher, to taxi on one running engine on a runway and taxiway with artificial turf and on a dry unpaved airfield without grass cover in winds up to 7 m / s and a friction coefficient of more than 0.5, launching another by another …………… ………………………………………………………………………………………………………………………………… …………………………………………………………………………………………………………………………………… ………

FLIGHT MANUAL

throttle, counter the turning moment by turning the wheels of the front landing gear at an angle of no more than 20 ° (according to the steering wheel for controlling the wheels of the front landing gear and braking).

7. Read the “On Taxi” section of the Checklist.

When taxiing, check:

Operation of the main braking system;

Operation of the emergency braking system by smooth and simultaneous deflection of the emergency braking handles (the emergency pumping station is working - the yellow warning lamp lights up);

Control of the wheels of the front landing gear from the pedals;

Steering the wheels of the front landing gear from the steering wheel.

After checking, set the WHEEL STEER switch to the desired position and continue steering. When the WHEEL STEER switch is set to the "OFF" position, you can steer with the brakes applied (if necessary) with the caster front wheels.

ATTENTION. IT IS FORBIDDEN TO MAKE AIRCRAFT TURNS AROUND

FIXED WHEELS SUPPORT. STEERING TURNS PERFORM

SMOOTHLY, FROM CALCULATION 90 ° IN TIME AT LEAST 6-8 C.

In the process of taxiing the aircraft along the taxiway (or runway) with a known azimuth to the executive start, taxi as accurately as possible along the axis):

a) set the value of the magnetic azimuth of the taxiway (or runway) on the GPK-52 scale;

b) check the correspondence of the course indications on the indicators of the GPC-52 PIC and the co-pilot to the taxiway (or runway) azimuth.

After performing these operations, the heading devices GPK-52 and GIK-1 are ready for takeoff and their exhibition at the executive start is not required.

Note. If the taxiing conditions on the taxiway at the final start do not allow the course exhibition to be performed, then this exhibition should be performed at the executive start.

At the preliminary start:

1. Lower the flaps to 15 ° or 5 °, depending on the launch conditions, turn on the heating of the high-pressure jet and PUA (turn on the heating of the high-pressure jet no later than 1 minute at positive, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff) ...

2. Check the setting of the PB trimmer to the position corresponding to the aircraft's takeoff center.

3. Verify that the aileron and PH trims are in neutral.

4. Check the setting of the oil cooler flap control switch to the "AUTOMATIC" position.

5. Set the air intake from the engines to the "OFF" position.

6. Read the Preliminary Start section of the Checklist.

At the executive start:

1. Position the aircraft on the runway centerline in the direction of takeoff, taxi in a straight line for 5-10 m and brake the wheels.

2. Set the switch for removing screws from the intermediate stop to the "SCREW ON STOP" position.

3. Read the section “At the Executive Start” of the Checklist.

FLIGHT MANUAL

After receiving clearance for take-off:

1. Verify that there are no obstacles on the runway.

2. Keeping the aircraft on the brakes, smoothly and synchronously increase the operating mode of the engines up to 30-40 ° according to the UPRT and with the establishment of a stable rotational speed of 99.5-100.5% for AI-24 engines of the 2nd series or 103-105% for AI-24T increase the engine operating mode up to 100 ° according to UPRT.

ATTENTION. TEMPORARILY, BEFORE REFERENCES. ON RELEASE

5 ° FLAP TO DISABLE AUDIBLE SIGNALS

(SIRENS) ABOUT 15 ° FLAP NOT RELEASED PRESS THE BUTTON

RIGHT PILOTS "OFF. SIR. AND PREP. HIGH SIGNAL ", WITH THIS

RELEASE FLAP LIGHT BOARD CONTINUES BURNING.

SOUND ALARM COMES TO STARTING POSITION AFTER CLEANING

CHASSIS. SPECIAL ATTENTION ON THE LOOKING PAY WITH THE SIGNALING LIGHT ABOUT

OF A FIRE ON AN AIRCRAFT, AS SOUND ALARMS ABOUT

FIRE FOR TAKE-OFF BEFORE CHASSIS CLEANING IS DISCONNECTED. FORBIDDEN

DISCONNECT. SOUND SIGNALING WITH THE HELP OF A NPP.

After making sure that the engines are working properly, tilt the control wheel away from you at least half of the stroke from the neutral position, smoothly release the brakes and start the takeoff run, preventing the aircraft from taking off prematurely.

3. On takeoff, the aircraft has a slight tendency to turn to the right.

ATTENTION. MAINTAIN AIRCRAFT DIRECTION

IT IS PROHIBITED TO CHANGE THE ENGINE OPERATING MODES.

On the takeoff run up to the decision speed (V1), stop the takeoff if:

Red indicator lights or light-signal board lit up;

Circumstances or malfunctions have arisen that, according to the PIC's assessment, may pose a threat to the safety of continuing take-off or subsequent termination of the flight.

The crew's actions to terminate takeoff do not differ from those prescribed for the case of an interrupted takeoff in the event of a single engine failure.

5. If, during takeoff from a wet or slippery runway, it is impossible to hold the airplane on the brakes during takeoff or nominal operation of the engines, set the engines to 30-40 ° according to the UPRT. Then release the brakes and during the takeoff run, bring the engines to the takeoff mode, while not allowing the throttle to move abruptly in order to avoid the aircraft turning.

6. Upon reaching the speed Vпоп, depending on the take-off weight of the aircraft (see Fig. 6.3), taking the control wheel, start lifting the wheels of the front landing gear until the aircraft separates from the runway.

The separation of the aircraft occurs at a speed of 5-10 km / h more than the lifting speed of the wheels of the front landing gear.

A WARNING. TO AVOID FUSELAGE TOUCHING THE RUNWAY

IT IS FORBIDDEN TO INCREASE ANGLE OF ATTACK MORE THAN 11.5 ° BY UAP-14KR.

7. After lift-off with practically no maintenance, transfer the airplane to climb with simultaneous acceleration. Parry the striving of the aircraft after taking off to turn to the right by deviating the rudder and ailerons.

FLIGHT MANUAL

8. Brake the wheels at a height of at least 3-5 m. When the yellow warning lamps come on, make sure that the automatic wheel braking is working properly.

A WARNING. IF AFTER TAKING OFF, WHEN BRAKING THE WHEELS,

YELLOW LIGHTS WERE NOT LITTING WHICH INDICATES

ABOUT MALFUNCTION OF THE AUTOMATIC BRAKE. SWITCH OFF THE AUTOMATIC

BRAKES; BEARING WHEN LANDING THAT THE AUTOMATOR IS TURNED OFF AND

BRAKE SMOOTHLY.

9. Give the command to the flight mechanic to retract the landing gear, the flight mechanic, after making sure that the "ON BY PEDAL" warning lamp for steering the wheels of the front landing gear is off, retracts the landing gear.

A WARNING. IF AFTER THE AIRCRAFT TAKE OFF THE LIGHT SIGNAL

"ON BY PEDAL" DO NOT EXTEND. TURN OFF TAKE-OFF AND LANDING

FRONT CHASSIS WHEEL CONTROL RETRACT CHASSIS. ON

LANDING TAKE-OFF AND LANDING CONTROLS ON ONLY AFTER

TOUCHING THE RUNWAY WITH THE FRONT CHASSIS STAND.

Notes: 1. During takeoff with a large takeoff weight (more than 20,000 kg) or at high ambient temperatures during the landing gear retracting during takeoff from (h = 5 °), a short-term vibration of the front support is possible.

2. At aerodromes with a take-off scheme that provides for a flap before cleaning the wing mechanization, make a flap from a height of at least 100 m (by radio altimeter) at a speed of at least 230-255 km / h, depending on the takeoff weight, with a climb. Retract the flaps after exiting the turn on a straight line.

10. At an altitude of at least 120 m at a speed of 240-270 km / h (h = 15 °) and 245-275 km / h (h = 5 °), depending on the take-off weight, issue a command. "Retract flaps", according to which the flight mechanic retracts the flaps in three steps (the flaps from the 5 ° position and on aircraft modified according to bulletin No. 1321BU-G are retracted in one step). Avoid loss of altitude and decrease in pitch while retracting the flaps. Remove forces that arise at the steering wheel with the elevator trim tab. By the end of flap retraction, speed up to 270 km / h depending on takeoff weight.

ATTENTION. 1. AT ALL STAGES OF THE FLIGHT, EFFORTS FROM THE AIRCRAFT CONTROLS

REMOVE WITH TRIMMERS. WHEN POSITIONING THE FLAP LOADS

REMOVE AFTER EACH FLAP CLEANING (RELEASE) RECEPTION.

2. WHEN THE SIGNALING "DANGEROUS EARTH" IS ACTIVATED IN THE PROCESS OF TAKE-OFF TO

ATTENTION TO RETRACT THE FLARS, STOP REDUCING IMMEDIATELY AND

TURN THE AIRCRAFT TO CLIMB. WHEN AN ALARM IS ACTIVATED

DANGEROUS EARTH "AFTER HANDLING THE FLAPS

MANEUVERING IN THE TAKE-OFF AREA IF THE FLIGHT IS OVER

HILLY OR MOUNTAINS. ENERGY TRANSFER THE AIRCRAFT INTO

CLIMBING (NOT ALLOWING OUTSIDE THE PERMISSIBLE VALUES

OVERLOADS AND ATTACK ANGLES) AND SET THE ORE TO TAKE OFF.

KEEPING IT UP TO DISABLE THE ALARM.

Note. When flying at low altitudes (over 250 m according to the radio altimeter), a short-term (no more than 2 s) signaling “DANGEROUS EARTH” is possible in the bumpy, which does not require the crew to change the flight trajectory.

11. Climb to the first turn at a speed of 300 km / h. Perform the first turn at an altitude of at least 200 mu and a speed of 320-330 km / h.

12. At an altitude of 400 m, smoothly moving the RUDU, set the nominal mode (65 ° according to UPRT for AI-24 engines of the 2nd series or 63 ° according to UPRT for AI-24T engines). After translation

FLIGHT MANUAL

balance the aircraft with trim tabs, turn on the air bleed from the engines to the air conditioning system.

For airplanes equipped with an automatic switch on the wing, tail and air intake RU19A-300, regardless of weather conditions, the “WING and OPER.

ENTRANCE RU19A-300 "(" WING AND OPER ") set to the" AUTOMATIC "position.

4.2.2. TAKE-OFF WITH A SHORT STOP ON THE RUNWAY

1. The fundamental difference between takeoff with a short stop on the runway and takeoff with brakes is the start of the takeoff run before the engines reach takeoff mode and the achievement of takeoff thrust at the initial stage of the takeoff Takeoff with a short stop is used in order to save fuel and increase the capacity of airfields.

2. The use of take-off with a short stop on the runway is permitted provided that the actual weight of the aircraft is less than the maximum allowable weight calculated according to parameters D 3. The PIC is obliged to inform the crew about the use of take-off with a short stop on the runway before the aircraft is taken to the preliminary start.

4. At the preliminary start, each of the crew members must perform all operations in accordance with the instructions of subsection 4.1 "Preparation for taxiing and taxiing" (at the preliminary start). At the end of the control under the section "At the preliminary start"

Checkout cards PIC to request permission to taxi to the final start.

5. Having received permission to taxi, the PIC gives the command: “We are taxiing. Control by Card ".

In the process of taxiing to the executive start, each of the crew members perform operations in accordance with the instructions of subsection 4.1 "Preparation for taxiing and taxiing"

(at the executive start) and start control under the section "At the executive start" of the Control Check Card.

Wherein:

To the co-pilot, check that the AHP heating is on and report: “AHP heating is on. Ready";

The flight mechanic should switch SO-63 to "ATC" mode and report to the PIC.

6. After taking the aircraft to the runway axis, the PIC switch on the take-off and landing wheel steering of the front landing gear, steer 5-10 m and, stopping the aircraft, hold it with brakes. The crew shall complete control according to the Checkout Checklist.

Wherein:

The flight mechanic set the switch for removing screws from the intermediate stop to the "SCREWS ON STOP" position and, after making sure that the hazard warning lamps are off, report: "Red signals are off. Ready". Smoothly and synchronously move the throttle to the 30-40 ° position according to the UPRT;

Navigator (co-pilot) to agree on the heading system (if it was not previously agreed on the taxiway) and report: “Heading ..., agreed. Ready";

Report to the aircraft commander: “Front wheel - takeoff - landing.

ATC mode is set. Ready".

7. Having received permission to take off, the PIC gives the command: “Take off” and releases the brakes.

8. Onboard mechanic on command "Take off" smoothly and synchronously move the throttle of the AI-engines to the 100 ° position according to the UPRT. At the moment the engines reach the takeoff mode, report:

FLIGHT MANUAL

9. Navigator (co-pilot) control the speed and at the moment of reaching the speed km / h report: "Control".

10. If by the time of the "Control" report the engines have not reached the take-off mode (the flight mechanic's report "Take-off mode" has not been received), the PIC is obliged to immediately stop take-off, acting in accordance with the instructions of subparagraph a) "Engine failure on takeoff up to the speed of decision-making V1 when performing flights with runways and main runways "(clause 5.1.3).

ATTENTION. AT A COUNTER WIND SPEED OF 12 M / S AND MORE

IT IS PROHIBITED TO USE A SHORT-TERM TAKE-OFF.

11. Further actions of the crew - in accordance with clause 4.2.1 "Take-off with brakes", starting with sub-clause 6.

4.2.3. FEATURES OF TAKE-OFF AT SIDE WIND The maximum allowable crosswind speed (at an angle of 90 ° to the runway axis) during takeoff from the runway, depending on the runway friction coefficient, is shown in Fig. 2.1, when taking off from a solid unpaved strip of 12 m / s, Take off with the obligatory use of takeoff and landing control of the wheels of the front landing gear.

Counter the airplane's urge to turn and roll on the take-off run with the rudder and ailerons, using the takeoff and landing control of the wheels of the front landing gear and, if necessary, brakes. After lift-off, fend off the drift by changing course to the drift angle.

4.2.4. TAKE-OFF WITH REDUCED NOISE ON THE GROUND After lift-off, at a height of at least 5 m, brake the wheels and remove the landing gear. Smoothly transfer the aircraft to the climb with simultaneous acceleration to the instrument speed km / h.

Climb at a constant speed with the flaps tilted 15 °.

If necessary, in order to reduce noise, it is allowed to make a turn away from the settlement in the climb mode at an altitude of at least 100 m (by radio altimeter).

At an altitude of at least 500 m, remove the flaps, with an increase in speed up to 280-300 km / h, countering the tendency of the aircraft to sink by deflecting the steering wheel. Reduce the operating mode of the motors to the rated one.

As a rule, take off with the headlights on, for which, after taxiing onto the runway and bringing the engines to takeoff mode, turn the headlamp control switch to the “BIG LIGHT” position.

The technique for performing a takeoff at night is similar to the technique for performing a takeoff during the day.

Maintain the direction on the take-off run according to the relative displacement of the runway landing light lines and along the runway axis. After taking off the aircraft, fly according to the artificial horizon, airspeed indicator and variometer.

At an altitude of 50-70 m, turn off and remove the headlights.

1. Values ​​of indicated airspeed and engine operating modes when gaining flight level are indicated in subsection. 6.3. "Climb mode".

FLIGHT MANUAL

2. At the height of the transition, the PIC and at his command 2 / P must set the pressure at the altimeters to 760 mm Hg. Art. (UVID-30-15K, VD-10K), 1013, 25 hPa (VEM-72FG). The PIC is obliged to withstand during flights on domestic airlines a given flight level according to UVID-30-15K, on ​​foreign airlines according to VEM-72FG, which has an exit to the aircraft transponder. Other barometric altimeters should be used to monitor the primary altitude measurement channel.

CLIMBING PROCESS IF FLIGHT IS OVERVIEW

HILLY OR MOUNTAINS, OR IF THE CREW

UNKNOWN NATURE OF RELIEF. ENERGY TRANSFER THE AIRCRAFT TO

Steeper dialing trajectory (NOT ALLOWING OUTPUT

FOR TAKE-OFF MODE. HOLDING IT UP TO DISCONNECTING

ALARMS. MAIN RELIEF OBSERVATION BY LOCATOR. AT

NECESSARY GET UP HEIGHT WITH A CHANGE IN COURSE.

Having reached the given altitude without changing the operating mode of the engines, transfer the aircraft to level flight and set the engine operating mode required for the given flight weight and flight altitude.

Level flight characteristics are given in Sec. 6.4.

Monitor the air temperature and pressure drop in the cockpit, the operation of engines and aircraft systems. Keep an even production of fuel from the left and right groups of tanks, using the ringing system to level the fuel.

ATTENTION. WHEN THE "DANGEROUS EARTH" ALARM IS ACTIVATED

HORIZONTAL FLIGHT OVER HILLY OR MOUNTAINS

OR IF THE CREW DOES NOT KNOW THE NATURE OF THE RELIEF. VIGOROUSLY

PERMISSIBLE OVERLOAD AND ATTACK ANGLE) AND INSTALL ORE

ALARMS.

The crew conducts pre-landing preparation 5-10 minutes before the start of the descent.

Before descending, turn on the radio altimeter and set the value of the circle height on the PB height adjuster.

If the height of the circle is greater than the maximum height to which the PB adjuster can be set, set the adjuster to the maximum possible height value.

Read the section “Before Descent” of the Checklist.

Make the reduction in modes in accordance with the recommendations of Sec. 6.5 "Mode of descent from a height".

ATTENTION. WHEN THE SIGNALING "DANGEROUS EARTH" IS ACTIVATED ON

REDUCTIONS, INCLUDING IN THE LANDING AREA, IMMEDIATELY REDUCE

VERTICAL REDUCTION SPEED. IF AT THIS FLIGHT

PRODUCED OVER HILLS OR MOUNTAINS, OR IF

THE CREW DOES NOT KNOW THE NATURE OF THE RELIEF, TRANSLATE ENERGY

THE AIRPLANE CLICKING UP (NOT ALLOWING OUTSIDE THE

OVERLOAD AND ATTACK ANGLE VALUES) AND INSTALL ORE FOR TAKE-OFF

MODE, KEEPING IT UNTIL DISABLE THE SIGNALING.

FLIGHT MANUAL

OBSERVE THE RELIEF BY THE LOCATOR, IF NECESSARY

GET UP HEIGHT WITH A CHANGE IN COURSE. ABOUT THE PERFORMED MANEUVER

REPORT TO ATC CONTROLLER.

Descent should be performed according to the descent and approach scheme established for the given aerodrome.

At the altitude of the transition level, after receiving the pressure value at the landing aerodrome from the air traffic controller, read the section "After the transition to the airfield pressure" of the Checklist.

If in the process of descent from the transition level to the height of the circle the alarm of the set height of the radio altimeter is triggered, stop the descent, check the readings of the barometric altimeters and evaluate, taking into account the terrain, their correspondence to the readings of the radio altimeter. Check the correct pressure setting on the barometric altimeters and the target circle height on the radio altimeter.

Check the operation of the radio altimeter with the built-in control.

If necessary, check with the air traffic controller for the position of the aircraft and the pressure at the landing aerodrome.

Once you are convinced that you can continue to confidently control the flight altitude, continue your descent to the circle altitude.

If, during the descent to the height of the circle, the signal device of the set height of the radio altimeter did not work, then at the height of the circle, assess, taking into account the terrain, the correspondence of the readings of the barometric altimeters to the readings of the radio altimeter and check the operability of the radio altimeter with the built-in control.

Set 60 m on the radio altimeter dial (or VLOOKUP, if VLR is less than 60 m).

If the radio altimeter dial does not allow setting 60 m, set it to the nearest lower altitude value.

Maintain the height of the log in a circle according to the instructions for the given aerodrome.

Perform a horizontal flight in a circle with the landing gear retracted at an instrument speed of km / h.

ATTENTION. WHEN AN ALARM IS TRIGGERED, EARTH'S EARTH "IN PROCESS

PERFORMING THE AERODROME APPROACH MANEUVER

LOCATED IN MOUNTAIN OR HILLY AREA. VIGOROUSLY

TURN THE AIRCRAFT INTO AN ALTITUDE (NOT ALLOWING A

PERMISSIBLE OVERLOAD AND ATTACK ANGLE) AND INSTALL ORE

TO TAKE-OFF MODE, HOLDING IT UP TO DISCONNECTION

ALARMS. REPORT THE PERFORMED MANEUVER TO THE CONTROLLER

Before the start of the third turn at a speed of 300 km / h, give the command to release the chassis, and when approaching along the shortest route, release the chassis at a distance of at least 14 km.

A WARNING. IF CHASSIS IS NOT RELEASED:

- WHEN HANDLING THE ORE, THE SIREN WILL BE HUNTING BEFORE THE FLIGHT LOW GAS,

WHICH CAN BE DISABLED BY BUTTON "OFF. SIR. AND PREP. HIGH SIGN ";

- WHEN THE FLARES ARE EXTENDED TO 13-17 ° THE SIREN WILL BE HUNTING AND THE BUTTON OFF.

SIR. AND PREP. HIGH SIGN. WILL NOT BE DISCONNECTED.

Position the flight idle latch stop control lever against the range mark corresponding to the actual air temperature at the ground at the landing aerodrome. Check that the front landing gear wheel steering is engaged.

Read the section "Before the third U-turn or at a distance of 14-16 km" of the Checklist.

FLIGHT MANUAL

Set the speed to 280-300 km / h and take the third turn.

Before the fourth turn or at the estimated distance from the fourth turn when approaching along the shortest path, at an instrument speed of 280-300 km / h, extend the flaps to 15 °.

ATTENTION. IF THE EQUILIBRIUM IS DIFFERENT DURING THE FLAP FLAP

AND THERE WILL BE A LIFTING OF THE AIRCRAFT, SUSPEND THE RELEASE

FLARES AND LANDING WITH THE FLAP RUNNING

UNTIL THE POSITION AT WHICH THE ROLL BEGAN.

When the flaps are deflected, the airplane tends to take off. which must be countered by a commensurate deflection of the steering wheel away from you. Relieve forces on the steering wheel by deflecting the elevator trim. After flaps are tilted 15 °, set the instrument speed to 250 km / h and perform the fourth turn.

At aerodromes with an approach scheme that provides for turns with a roll angle of 25 °, release the flaps by 15 ° before the third turn at a speed of 280-300 km / h. Then, at 250 km / h, make the third and fourth turns with a 25 ° bank angle.

Before entering the glide path, extend the flaps to 38 °. When the flaps are extended, the tendency of the aircraft to take off is less pronounced and is countered by slightly pushing the control wheel away from itself. The gliding speed with the flaps deflected by 38 ° should be 210-200 km / h according to the instrument, depending on the flight mass (Table 4.1).

Read the section "Before entering the glide path" of the Checkout Chart.

ATTENTION. IN THE CASE OF THE "DANGEROUS EARTH" ALARM WHEN

DECLINE GLISSIDE IMMEDIATELY REDUCE VERTICAL

RATE OF REDUCTION AND CONTROL THE CORRECT PROFILE

REDUCES AND CHASSIS POSITIONS; IF THE CHASSIS PROVIDES

UNRELEASED. GO TO THE SECOND CIRCLE. IN CASE OF OPERATION

RV SIGNALING OR "DANGEROUS EARTH" (SOC) WHEN FLYING ON

BACKGROUND STRAIGHT BEFORE ESTABLISHING A RELIABLE

VISUAL CONTACT WITH APPROXIMATE LIGHTS OR OTHER

GUIDELINES FOR THE LANDING COURSE LEAVE THE SECOND CIRCLE.

Note. When flying at low altitudes (over 250 m by radio altimeter) in a bumpy, as well as when approaching an aerodrome with complex surface relief on the landing straight, including when flying on a glide path with an inclination angle of more than 3 ° (overflying an obstacle), a short-term , but not more than 2-3 s (or the time specified in the special service information in relation to a given landing course of a particular aerodrome), triggering of the “DANGEROUS EARTH” alarm, which does not require the crew to change the flight trajectory.

Table 4. By the decision of the aircraft commander, the landing can be performed with the flaps deflected at 30 °. At the same time, increase the speed of pre-landing planning by 10 km / h. The required runway length for landing will increase by 180 m.

Fly the DPRM at the altitude indicated in the diagram for the given aerodrome.

Do turns to clarify the exit to the runway after passing the DPRM with a roll angle of no more than 15 °, control the height using the barometric altimeter and radio altimeter.

At an altitude of 200-100 m, turn off the air bleeding from the engines for the cabin pressurization.

FLIGHT MANUAL

Fly the BPRM at the altitude indicated in the diagram for the given aerodrome.

Control the altitude using the barometric altimeter and radio altimeter.

If, before establishing reliable visual contact with landmarks (approach lights, etc.) along the landing course, the radio altimeter warning light is triggered, you must immediately start the go-around maneuver.

Maintaining the set gliding speeds and adjusting the calculation for landing by changing the operating mode of the engines.

If the flaps are not released from the main system, extend them from the emergency system by 15 ° and land. Glide with the flaps deflected by 15 °, perform at a speed of 220-240 km / h, landing occurs at a speed lower than the gliding speed by 20 km / h.

The actual landing distance of the aircraft, depending on the meteorological conditions at the landing aerodrome, the landing weight, the friction coefficient for the flaps deflected by 38 °, is determined from Fig. 6.41. The nomogram applies to dry, wet, wet and water-covered artificial turf runways. An example of using the nomogram is shown by arrows and dotted lines.

The length of the runway at the landing aerodrome must be no less than the actual landing distance for w = 38 °, determined from Fig. 6.41.

4.6.2. ELIMINATION OF LATERAL DEVIATIONS FROM THE RUNWAY AXIS WHEN APPROACHING

LANDING

After establishing reliable visual contact with landmarks, before reaching the VPR, the PIC must assess the value of the lateral deviation of the aircraft from the runway axis.

Maximum permissible lateral deviations from the runway axis:

The PIC makes an assessment of the actual lateral deviations visually, using landing lights and other landmarks.

If the actual lateral deviation exceeds the maximum allowable, the PIC at an altitude not lower than VPR must start a missed approach.

If the actual lateral deviation is within the permissible limits, the PIC, when deciding to land, at an altitude and below the VPR, must begin a maneuver to eliminate the lateral deviation.

To eliminate the lateral deviation, a maneuver is performed towards the runway axis by coordinated deviation of the controls.

The lateral maneuver has the shape of the letter "S" in the plan and consists of two conjugate turns.

The first turn (towards the runway axis) is performed with a roll angle of 10-12 °, and the second turn (in the opposite direction) - 6-8 °. The lateral deviation maneuver must be completed before the start of the runway.

The maximum bank angle should not exceed 15 ° at the start of the maneuver and 2-3 ° at the start of the runway. After the flight of the VPR and before the start of leveling, the flight should be carried out according to

FLIGHT MANUAL

FLIGHTING - Approach

FLIGHT MANUAL

4.6.2а "Features of piloting during a visual approach".

(1) A visual approach is an approach performed in accordance with instrument flight rules (IFR) when part or all of the instrument approach procedure is incomplete and the approach is in visual contact with the runway and / or its landmarks.

(2) Entry into the aerodrome zone (area) is carried out by the PIC or 2 / P according to established procedures (STAR) or according to trajectories specified by the ATC service. Descent and IFR approach should be carried out using radio-technical means of landing and navigation RMS. RSP.

OSP, OPRS (DPRS. BPRS), VOR, VOR / DME to the set altitude of the visual approach start point (TN VZP).

(3) Before reaching the visual approach start point, the landing gear and high-lift devices must be extended to an intermediate position.

(4) As a general rule, a rigid visual approach is not established. In the general case, a visual flight in the visual maneuvering zone should be carried out with a circular maneuver at a circular flight altitude (Нкр.взп), not less than Nms of a particular aerodrome (Fig. 4.1).

(5) At the altitude of the visual approach start point, if visual contact with the runway or its landmarks is not established, the airplane should be level flight until reliable visual contact with the runway or its landmarks is established.

(6) Upon establishing reliable visual contact, the pilot-in-command must report to the dispatcher:

"I see the runway", and get permission (confirmation) to perform a visual approach.

Piloting during a visual approach should be carried out by the pilot-in-command with constant visual contact with the runway or its landmarks. instrument go-around for subsequent IFR approach.

(7) Maneuver during a visual approach with a roll of no more than 30 ° (8) Before turning in the direction of the intended landing runway, at an altitude not lower than the minimum descent altitude, it is necessary;

- release the wing mechanization to the landing position - set the speed Vzp according to section 4.6.1 or 4.8.

FLIGHT MANUAL

- carry out control operations according to the Checkout Checklist corresponding to the Chart "After giving the aircraft a landing configuration", Turn to the landing course with maintaining the speed Vzp with a descent at a vertical speed not exceeding 5 m / s to the height of the entrance to the glide path. The recommended roll when turning to the landing course is 20 ° but not more than 30 °. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN PERFORMING A LANDING TURN, IT IS POSSIBLE

AND THE SIGNALING OF LIMIT ROLLS IS ALLOWED.

(9) After entering the landing course, the PIC should assess the position of the aircraft relative to the runway. If the aircraft is in a landing position, set the approach speed Vzp and the mode of descent along the glide path (~ 3 °), the PIC, report to the landing controller about the readiness for landing and obtain a landing clearance.

(10) From the starting point of the visual approach, piloting is carried out only by the PIC.

2 / P monitors instrument flight, paying particular attention to maintaining the minimum descent altitude, speed and roll angles established for the aerodrome. When making a turn to the landing course with a lighted board signaling limit rolls - 2 / P informs the PIC about reaching a roll of 30 ° The navigator controls the altitude and speed of flight and, if possible, the position of the aircraft relative to the runway.

FLIGHT MANUAL

Maintain the instrument speed of 200-210 km / h prior to leveling. Start leveling at a height of 6-8 m. At the end of leveling, set the throttle control levers to the flight idle stop. Finish the alignment at a height of 0.5-1 m.

A WARNING. DO NOT SHARP DURING THE ALIGNMENT PROCESS. WITH

IMPACT ABOUT THE LATCH STOP ORE MOVEMENT.

Land with the front support slightly raised. The plane lands smoothly at an instrument speed lower than the gliding speed by 30-35 km / h.

After landing, smoothly lower the front support, set the engine control levers to the 0 ° position according to the UPRT, remove the screws from the intermediate stop.

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE SUPPORT

PRODUCT ONLY AFTER LOWERING THE FRONT SUPPORT. 2. ON

AIRPLANE MILEAGE AFTER REMOVING THE PROPELLERS DURING THE PERIOD

LIGHT SIGNALS ARE BURNING IN KFL-37, DO NOT MOVE ORE IN

POSITION (26 ± 2) ° OR ABOVE CONTROL AS COULD HAPPEN

AUTOMATIC PROPELLER FEEDING (ON

AIRCRAFT WITH A CONNECTED AUTO FLUGE SYSTEM ON

NEGATIVE TRACTION).

Maintain the direction on the run with the rudder, using the takeoff and landing wheel steering of the front landing gear and, if necessary, the brakes.

When landing on a runway covered with atmospheric precipitation, start braking the landing gear wheels at a speed of 160 km / h.

The chassis wheels with working inertial sensors can be braked immediately after the front support is lowered. When the automatic braking system is turned off or inertial sensors are not working, brake the wheels at the beginning of the run by impulses with a gradual increase in the compression of the brake pedals.

In connection with the effective braking of the aircraft by propellers with a sufficient runway length, it is advisable to use the wheel brakes in the second half of the run.

If the main wheel braking system fails, emergency braking must be applied.

After the runway is cleared during taxiing, remove the flaps, relieve the excess pressure in the cockpit with an emergency pressure relief valve or by smoothly opening the cockpit window, turn off the heating of the air pressure receivers, as well as the SO-4AM, RIO-3 and DUA icing alarms.

Do not turn off the power to the gyro devices before taxiing into the parking lot.

4.6.4. APPROACH AND LANDING OF THE AIRCRAFT WITH TWO WORKERS

ENGINES WITH FIXED MAXIMUM FUEL DRAIN

SYSTEM PRT-24 ON ONE OF THE ENGINES

Carry out approach and landing of the aircraft in accordance with the recommendations set out in paragraphs. 4.6.1 and 4.63. In addition to the takeoff mode, the required engine mode with a fixed fuel drain is set according to the PCM, it is necessary to achieve the same PCM readings of the engine with a fixed fuel drain and a normally operating engine. To obtain the takeoff mode (go-around, pull-up), both engines are switched to 100 ° mode according to the UPRT.

FLIGHT MANUAL

The PMG mode (approximately zero thrust mode) on an engine with a fixed maximum fuel drain corresponds to the following values ​​according to the UPRT, depending on the air temperature (Table 4.2).

Table 4.

A WARNING. FOR OBTAINING MODE 0e BY OPRT FROM STOP BY REMOVAL

AIR SCREW WITH A STOP ON THE RUN STROKE OF THE ENGINE WITH

MAXIMUM FIXED FUEL DRAIN INSTALL IN

POSITION 10-12 ° ON OPRT. WHILE THIS WILL MONITOR THE SPEED OF ROTATION.

THE ROTOR OF THIS ENGINE, AND IN THE CASE OF ITS FALLING BELOW ZMG

TURN OFF THE ENGINE BY STOPPING THE CRANE, REDUCE RICM TO 10 KGS / CM

ON MODES 35 ° ON UPRT AND ABOVE LEADS TO SELF-WILL

SWITCHING OFF THE ENGINE WITH AUTOMATIC FEEDING

AIR SCREW.

A missed approach is possible from any height up to the height of the start of leveling at a speed not lower than the recommended speed for pre-landing planning.

4.6.5. FEATURES OF LANDING WITH A SIDE WIND The maximum permissible crosswind speed (at an angle of 90 ° to the runway axis) when landing on a concrete runway, depending on the friction coefficient, is shown in Fig. 2.1; on a solid unpaved runway 12 m / s.

Carry out the construction of a rectangular route and landing approach taking into account the wind, making a lead for demolition. After the fourth turn before landing, correct lead angle drift. Immediately before landing, rotate the airplane along the runway axis by tilting the rudder towards drift.

Note. If it is impossible to approach the landing according to the scheme with a roll angle of 25 °, it is allowed to perform an approach with a roll angle acceptable for piloting, but not more than specified in Sec. 2 РЛЭ. The beginning of the turns during the flight according to the approach pattern and the roll angle should be maintained according to the crew's calculations and in agreement with the ATC controller.

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