Loading tracked vehicles.

Instruction No.___

INSTRUCTIONS
on labor protection
for the flight crew of the IL-76 aircraft

The instruction was drawn up in accordance with the "Typical instruction on labor protection for the flight crew of the crew of the IL-76 aircraft" TOI R-54-004-96.

1. General safety requirements

1.1. The instruction applies to the crew of the IL-76 aircraft:

• commander of the aircraft;
• second pilot;
• navigator;
• flight engineer;
• radio operator;
• senior flight operator;
• flight operator.

Contains the basic requirements for labor protection of crew members in the performance of their duties. Special requirements that ensure the safety of crew members in the process of preparing for a flight and during a flight are set out in the IL-76 Aircraft Flight Operation Manual (AFM) and the Flight Operations Manual (NMP).

1.2. Aircraft crew members, regardless of qualifications and length of service, must pass in a timely manner and in full:

• induction training;
• primary at the workplace and repeated;
• during breaks in flight work for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, crew members must undergo an unscheduled briefing (individually or by the entire crew of the aircraft).

Persons who have not been instructed are not allowed to work.

1.3. During work, crew members can be affected mainly by the following hazardous and harmful production factors:

• aircraft moving on the territory of the airfield, special vehicles and self-propelled mechanisms;
• jets of exhaust gases of aircraft engines, as well as stones, sand and other objects that have fallen into them;
• air suction streams moving at high speed (area of ​​aircraft engine nozzles);
• rotating propellers of parked planes and helicopters;
• protruding parts of the aircraft and its equipment (sharp edges of antennas, open hatches, hatches, etc.);
• increased slip (due to icing, moistening and oiling of aircraft surfaces, gangways, stepladders, parking areas and airfield surfaces);
• objects located on the surface of the aircraft parking area (hoses, cables, grounding cables, etc.);
• performance of work close to unprotected differences in height (on a ladder, ladder, aircraft plane, at an open hatch, front door, etc.);
• electric current, which, in the event of a short circuit, can pass through the human body;
• sharp edges, burrs, roughness on the surface of equipment, loads, ropes, etc.;
• transported goods during loading and unloading of the aircraft;
• falling loads, collapsing structures of lifting mechanisms;
• increased noise level from working aircraft engines and APU;
• high or low temperature and humidity;
• discharges of static electricity;
• insufficient illumination of the working area, aircraft parking area, apron;
• fire or explosion.

1.4. To control the state of health, crew members must undergo an annual medical examination in the medical flight expert commission (VLEK) and periodic medical examinations in the prescribed manner.

1.5. Crew members who have not passed a periodic medical examination and an annual examination at VLEK are not allowed to fly. Crew members must use overalls, footwear and other personal protective equipment in accordance with applicable regulations.

1.6. In case of illness, poor health, insufficient pre-flight rest (when they are away from their home base), crew members must report their condition to the aircraft commander and seek medical assistance.

1.7. If an accident has occurred with a crew member, then he must be provided with medical assistance and reported about what happened in the prescribed manner in order to organize an investigation of this case in accordance with the current "Regulations on the procedure for investigating and recording accidents at work".

1.8. Crew members must be able to provide first aid, use the on-board first aid kit.

1.9. Crew members must comply with the working hours and rest periods established for them: the norms of flight time, pre-flight and post-flight rest, rules of conduct while on duty, in reserve, etc.

1.10. To prevent the possibility of fires and explosions, crew members must themselves comply with fire and explosion safety requirements and prevent violations by passengers (do not smoke at the aircraft parking lot, do not use open fire, etc.).

1.11. Crew members who do not comply with the requirements of the labor protection instructions may be subject to disciplinary liability. If the violation of the instructions is associated with causing material damage to the enterprise, crew members may be held liable in accordance with the established procedure.

2. Safety requirements before departure during pre-flight preparation

2.1. Crew members are required to undergo a medical examination before the flight.

When flying abroad, a pre-flight medical examination is not carried out. The commander of the aircraft is responsible for the observance by the crew members of adequate rest.

2.2. When moving around the territory of the airfield, crew members must observe the following rules:

• walk only on specially designated routes.
• in order to avoid accidents from collisions with vehicles and self-propelled mechanisms, be careful while walking, especially in difficult meteorological conditions (rain, fog, snowfall, ice, etc.) and at night; it should be remembered that in conditions of aircraft noise, the sound signals given by vehicles and the noise of the running engine of an approaching car or self-propelled mechanism may not be heard.
• exercise caution near areas of increased danger (zones of aircraft engines operating, rotation of aircraft propellers, rotors and tail rotors of helicopters, radiation from antennas of ground and airborne radio equipment, taxiing and towing aircraft, maneuvering special vehicles and mechanization equipment near an aircraft, refueling an aircraft with fuel and lubricants, loading - unloading operations, etc.), as well as on the carriageway, pay attention to bumps and slippery places on the surface of the airfield and avoid moving along them.

It is dangerous to be at a distance:

• less than 50 m in the direction of the gas outlet from the engine;
• less than 10 m in front of the engine air intake;
• less than 20 m during the operation of airborne radar stations.

2.3. During the pre-flight inspection, you must:

• use serviceable ladders and ladders provided for the IL-76 aircraft; special care should be taken in adverse weather conditions (for example, during rain, snow). You can not jump off the stepladder or go down, stepping through several steps;
• be careful when moving around the parking lot so as not to trip or hit on hoses, cables, cables, sleeves, stop blocks, carts, cylinders, etc.;
• in order to avoid injury to the head, be careful when moving under the fuselage near low-lying parts of the aircraft (for example, external antennas, open hatches, hatches, etc.) and in the area of ​​the ramp;
• before boarding the aircraft, it is necessary to make sure that the onboard ladder is securely installed, excluding the possibility of its spontaneous movement; at the same time, attention should be paid to ensure that the eyes of the ladder enter the sockets, and that there are no ice, fuels and lubricants and other substances that promote sliding on the surface of the ladder;
• when climbing (descent) on the side ladder, you should be extra careful, do not rush; there should not be more than one person on the side ladder at the same time; ascent and descent should be carried out facing the onboard ladder.

2.4. In the process of pre-flight preparation, each crew member must be guided by the requirements of the Flight Manual.

Flight engineer.

When inspecting the aircraft from the outside (in accordance with the established route), you must:

• make sure that the necessary fire extinguishing equipment is available near the aircraft, thrust blocks are installed under the wheels of the main landing gear, the aircraft is grounded;
• check that there are no foreign objects under and near the aircraft.

When viewed inside the aircraft:

• make sure that all technological hatches, floor and ceiling panels are closed;
• make sure that the aisles in the cockpit are free;
• inspect the cargo compartment and the crew cabin and make sure that there are no foreign objects in them;
• make sure that the doors, hatches and ramp are closed;
• make sure that emergency equipment and floating craft are on board and securely fastened, onboard manual fire extinguishers are in place, onboard first aid kits are complete;
• check the presence of oxygen masks and oxygen in the system;
• make sure that the chair locks securely, the seat belts are not damaged and the belt lock is in good order (if necessary, adjust the seat and the length of the seat belts);
• check the pockets of the seats to avoid hand injuries left by piercing and cutting objects.

Second pilot:

• check the placement and securing of cargo in the aircraft;
• carry out an external inspection of the cabin, then take your workplace, make sure that the chair is securely locked, the seat belts are not damaged and the belt lock is in good order (if necessary, adjust the chair and the length of the seat belts);
• check the presence of oxygen masks and the serviceability of the oxygen system.

Air Force Commander:

• accept the reports of the crew members on the readiness of the aircraft and its equipment for flight, then personally conduct an external inspection of the aircraft;
• inspect the cabin and make sure there are no foreign objects;
• take your place of work, make sure that the chair is securely locked, the seat belts are not damaged and the belt lock is working (if necessary, adjust the chair and the length of the seat belts).

All crew members must check the proper operation of the seat mechanisms, seat belts and the reliability of seat fixation in the flight position; To avoid injury on the edge of the shelf, when rolling the seat to the rearmost position, keep your hands on the armrests.

2.5. When loading and unloading, the following basic requirements must be observed:

• to prevent the aircraft from tipping over onto the tail section during loading and unloading of the cargo compartment, the tail support must be extended; extension and retraction of the tail gear should be carried out with the ramp in a horizontal position;
• before lowering and raising the ramp, extending and retracting the tail gear, opening and closing the doors in the cargo compartment, which are electro-hydraulically controlled from the front console of the senior flight operator and from the navigator’s control panel, you must make sure that in the area of ​​operation of the mechanisms, as well as in the areas of movement of the ramp, supports and doors missing people;
• steel ropes used when working with loads must correspond to the mass of the load being moved; ropes that are not provided with information (for example, using a tag) about their testing should not be used in work;
• when loading and unloading containers using electric winches, the flight operator is prohibited from being in the way of their movement (respectively, in front or behind the container). To prevent injuries, it is forbidden to be under a container or other cargo, as well as at the edge of the ramp;
• when loading and unloading containers and other cargo with the help of telphers, the flight operator must insure the cargo from swinging with special escort slings; to prevent injury to hands on steel ropes, it is necessary to use protective gloves;
• loading and unloading of self-propelled tracked and wheeled vehicles must be carried out on their own; after placing the equipment in the cargo compartment, set it to the parking brake, and install stop blocks under the wheels on both sides;
• when loading and unloading with the use of ladders according to the "bridge" scheme, the senior flight operator must make sure that the intermediate support is stable and secure;
• after placing cargo in the cabin, it is necessary to moor them with mooring chains, net, belts and using locks on containers in accordance with the alignment of the aircraft according to the mooring scheme;
• lifting (lowering) of cargo on the side ladder is prohibited.

2.6. When refueling an aircraft, the following requirements must be met:

• before refueling, it is necessary to check the grounding of the aircraft and the tanker, their connection with a cable to equalize the potentials of static electricity;
• make sure that the necessary fire extinguishing equipment is available at the aircraft parking area.

2.7. During aircraft refueling it is prohibited:

• perform any type of aircraft maintenance work, as well as loading and unloading operations and treatment of the aircraft with Arktika anti-icing liquid;
• connect and disconnect the airfield power supply to the onboard power supply;
• use open fire and lamps that do not meet the requirements of fire and explosion safety;
• continue refueling if a thunderstorm approaches.

3. Safety requirements in the process of performing a flight mission

3.1. The main condition for ensuring the safety of crew members in the process of performing a flight task is their exact compliance with the requirements of the RMP and RLE.

3.2. The aircraft can only be towed if there is pressure in the braking system.

3.3. During the towing of the aircraft, the crew members must be at their workplaces and, if necessary, take measures to stop the aircraft in a timely manner.

3.4. When towing an aircraft at night and in poor visibility conditions, turn on the pulse beacon, navigation and position lights and make sure that the headlights and position lights on the tractor are also turned on.

3.5. The speed of towing on a dry concreted path with the “nose” forward is allowed no more than 10 km/h, with the “tail” forward - no more than 5 km/h, near obstacles - no more than 5 km/h.

3.6. Starting the engines can only be started after obtaining permission from the aircraft engineer producing the aircraft and reports from the crew members on the readiness of the aircraft for flight.

3.7. Before starting the engines, make sure that there are no foreign objects in the area of ​​the exhaust gas jet and the intake air flow in the area of ​​the engines; the aircraft engineer producing the aircraft is ready to start the engines and has taken his place.

3.8. Before starting the engines, it is necessary to give the command "From the engines"; having received a response signal from the aircraft engineer, proceed to launch.

3.9. Crew members, when taxiing to the start, climbing and descending, while at their workplaces, must be fastened to the seats with seat belts.

3.10. When taxiing, crew members are required to monitor the environment and warn the commander of the aircraft about obstacles.

3.11. Taxiing near obstacles, in areas of heavy traffic of aircraft, special vehicles, people, as well as in limited visibility, is carried out at a speed that ensures, if necessary, a safe stop of the aircraft.

3.12. During flights lasting more than 4 hours, as a preventive measure, you should breathe oxygen for 7 minutes every 2 hours of flight, and also before descending; when using oxygen equipment, it should be remembered that in order to avoid the possibility of an explosion, it is necessary to exclude any contact between oxygen and fats; therefore, work with oxygen equipment should be done with clean hands without traces of fats and oils.

3.13. The time and order of meals for the crew members in flight is determined by the aircraft commander. It is forbidden for both pilots to eat at the same time.

3.14. To avoid accidents, do not pour hot water through the top opening of the electric kettle.

3.15. In emergency cases, open the lid of the electric hot water boiler only 10 minutes after disconnecting it from the mains.

3.16. It is forbidden to brew tea and coffee in an electric kettle, as well as to heat liquids in an electric oven.

3.17. Hot water from the electric boiler must be poured only through taps.

3.18. To open bottles and cans, use only serviceable and intended devices and tools.

4. Safety requirements in emergency situations

4.1. In the event of a fuel spill during refueling on the surface of the aircraft or covering the parking area, refueling must be stopped until the spilled fuel is completely removed. At the same time, the engines can be started no earlier than 10-15 minutes after the removal of spilled fuel from the surface of the aircraft and its parking area.

4.2. In the event of a fire in an aircraft on the ground, crew members must immediately inform the ATC service about this, and at the same time begin the evacuation of passengers. When extinguishing a fire, in addition to airborne means, it is necessary to additionally use ground-based fire extinguishing means available at the aerodrome.

4.3. In flight, if smoke, burning or open flame is detected in the pilot or cargo cabin, it is necessary to immediately report this to the aircraft commander and start searching for and extinguishing the fire using hand-held fire extinguishers and other available means. The fire must be reported to the air traffic controller.

4.4. When smoke appears in the cockpit, all crew members should wear smoke protection equipment (oxygen masks and smoke goggles).

4.5. In the event of a fire in any consumer of electrical energy, it must be immediately de-energized.

4.6. The actions of the crew members in the event of an emergency landing of the aircraft and in other special cases must comply with the requirements of the Flight Manual.

5. Safety requirements at the end of the flight

5.1. After taxiing to the parking lot, it is possible to leave the working places only after the engines are completely stopped and the aircraft is de-energized with the permission of the aircraft commander.

5.2. When leaving the aircraft, you must be attentive and careful, because after the flight the body is tired after the adverse effects of such production factors as noise, vibration, pressure drop, etc.

5.3. The flight engineer must make sure that thrust blocks are installed under the wheels of the main landing gear, and that the aircraft is grounded.

5.4. When performing an external post-flight inspection of the aircraft, it is necessary to observe the precautions set forth in clause 2.3 of the Instructions.

5.5. Crew members must proceed from the aircraft along the apron in the designated areas in a safe way, taking into account the security measures set out in clause 2.2 of the Instruction.

Nikolay TALIKOV

Chief Designer, Head of the OKI of the Aviation Complex. S.I. Ilyushina

MILITARY TRANSPORT AIRCRAFT IL-76 (-M.-MD)

The design bureau team began to develop the Il-76 turbojet aircraft in accordance with the order of the Minister of Aviation Industry of the USSR dated June 28, 1466. The order ordered to carry out research work to determine the possibility of creating a medium military transport aircraft with four turbofan engines, “designed to perform the tasks assigned to for military transport aviation of central subordination and for front-line military aviation for landing and parachute landing of troops, military equipment and military cargo.

Based on the results of the design and research study carried out jointly with TsAGI, a technical proposal was developed for the creation of a military transport aircraft with D-30KP turbofan engines designed by OKB P. A. Solovyov. Technical proposal General designer S.V. Ilyoshin approved on February 25, 1967. On November 27, 1967, the Council of Ministers of the USSR adopted a Resolution on the creation of the Il-76 military transport aircraft. Fulfilling this Decree, the OKB team began to develop design documentation for the aircraft. All work on the creation of the aircraft took place under the leadership of Deputy General Designer G.V. Novozhilov (on July 28, 1970 he was appointed General Designer of the Experimental Design Bureau of the Moscow Strela Machine-Building Plant - currently the Aviation Complex named after S.V. Ilyushin). Work on the creation of a draft design and preparation for the Model Commission was carried out under the leadership of D.V. Leshchinera.

The work of the Mockup Commission to review the developed materials and the mock-up of a full-size aircraft was held at the Design Bureau from May 12 to 31, 1969. The Mockup Commission was headed by the commander of military transport aviation, Lieutenant General G.N. Pakilev. One of the sections of the commission's work was carrying out full-scale fittings of military equipment intended for transportation on this aircraft. This section of the work of the Model Commission on the part of the design bureau was headed by the Deputy Chief Designer R.P. Pankovsky. Since 1976 - Chief Designer for the Il-76 aircraft and its modifications. The floor of the layout was built with a power ramp, which made it possible to fully load, moor and unload self-propelled and non-self-propelled equipment into the aircraft mock-up. In addition, fittings were carried out for the placement of troops in the options for landing and parachute landing.

For two weeks, almost around the clock, the Model Commission was working hard. The results of her work made it possible to work more deeply and thoroughly on the release of design documentation for the aircraft. On November 20, 1969, the Act of the Model Commission was approved by the Commander-in-Chief of the Air Force P. S. Kutakhov.

The first experimental IL-76

The first experimental IL-76 in flight

Designing a transport aircraft with a variety of requirements imposed on it, dictated by the versatility of the aircraft, is a technically difficult task. For the Il-76 aircraft, this task was even more complicated by the requirements to ensure the operation of the aircraft on unpaved airfields of limited dimensions and, under these conditions, to obtain relatively short takeoff and run lengths for this class of aircraft. Therefore, it was necessary to find new technical solutions and conduct additional research. In particular, it was necessary to create a special multi-wheeled off-road chassis.

A relatively short run and run were provided by the following design solutions:

– aerodynamic layout of a moderately swept wing with highly efficient mechanization:

- increased thrust-to-weight ratio due to the installation of four engines with a take-off thrust of 11,760 daN (12,000 kg) each, equipped with reverse thrust devices for braking the aircraft during the run;

- high-performance braking system of the wheels of the aircraft's main landing gear.

These features favorably distinguish the Il-76 aircraft from existing transport aircraft both in the USSR and abroad. In addition, during the development of the aircraft, much attention was paid to ensuring flight safety, reliability and autonomy of operation. In the process of creating the aircraft, more than two hundred copyright certificates for inventions and more than thirty foreign patents were obtained for its design and systems.

The construction of the first prototype aircraft was carried out in Moscow at the pilot plant of the enterprise with the participation of many enterprises of the country, which supplied the materials necessary for the construction of the aircraft, assemblies and systems. The construction of the aircraft was headed by the director of the enterprise, D. E. Kofman, and the chief engineer, V. A. Yudin.

The construction of the first prototype aircraft was completed in early 1971. The plane was rolled out to the Central airfield of the city of Moscow. As you know, the famous Khodynka is located only six kilometers from the Kremlin, but the first flight was to be made from here. Aerodrome testing of the aircraft was carried out by the teams of the general assembly shop under the direction of V. M. Orlov, the laboratory and bench complex under the direction of V. P. Bobrov and the aircraft brigade under the direction of senior ground mechanic V. V. Lebedev. General management of the preparations for the first flight of the aircraft was entrusted to the lead engineer for flight tests of the aircraft M. M. Kiselev. On March 25, 1971, the crew, headed by the Honored Test Pilot E.I. Kuznetsov, performed the first flight on the first experimental Il-76 aircraft, landing at the Ramenskoye airfield.

Immediately after the flight of the aircraft to the flight base of the enterprise, the factory stage of flight tests began to determine the flight performance and takeoff and landing characteristics of the aircraft.

In May of the same year, the aircraft was demonstrated to the leaders of the country at the Vnukovo airfield near Moscow, and then was first presented at the XXIX International Aviation and Space Salon in Paris.

Almost two years later, the second experimental Il-76 aircraft was raised from the same Central Airfield. The first flight on this aircraft was performed by a crew led by test pilot G.N. Volokhovmm. The lead engineer for flight tests was P.M. Fomin, and then V.V. Smirnov. The aircraft started flight tests of the aircraft systems, as well as the flight and navigation sighting system.

On May 5, 1973, the first production aircraft made its first flight, it also became the third experimental aircraft, which was raised from the airfield of the Tashkent Aviation Plant by the crew of test pilot A.M. Tyuryumin. This aircraft has started flight tests in the section of combat use (working out the issues of landing and parachute landing of personnel, cargo and equipment). The leading test pilot of this section of the Il-76 aircraft test was Alexander Mikhailovich Tyuryumin. In August 1974, he was awarded the title of "Honored Test Pilot of the USSR", and in March 1976, by the Decree of the Presidium of the Supreme Soviet of the USSR "for testing and mastering new aviation equipment and showing courage and heroism" he was awarded the title Hero of the Soviet Union. Navigators V. A. Shchetkin, S. V. Tersky and V. N. Yashin, who worked with him in the same crew when performing landing programs. were also awarded the high title of "Honored Test Navigator of the USSR".

The test team was headed by lead flight test engineer V.S. Kruglyakov, who subsequently led flight tests of such aircraft as the first Il-86 wide-body passenger aircraft, the Il-102 attack aircraft. passenger aircraft Il-96-300 and Il-96MO. A. D. Egutko and N. D. Talikov were the leading engineers for testing the airborne transport and sanitary equipment of the Il-76 aircraft.

In November 1973, the second serial (fourth prototype) aircraft completed its first flight. This aircraft was lifted into the air by the crew of test pilot S.G. Bliznyuk. The tests were carried out by a team led by lead engineer G.D. Dybunov, and then P.M. Fomin. On this aircraft, its armament was practiced. On December 15, 1974, the State tests of the Il-76 military transport aircraft were completed. This stage of testing was carried out by test teams of the State Red Banner Research Institute named after V.P. Chkalov. A total of 964 flights with 1,676 flight hours were completed on four experimental aircraft.

The first Il-76 aircraft began to enter the 339th Military Transport Order of Suvorov III degree aviation regiment, which was based in the Belarusian city of Vitebsk. This was exactly the regiment on the basis of which the first production Il-76 aircraft was tested for combat use. The regiment commander at that time was Colonel A.E. Chernichenko, who, together with the commander of the Smolensk Guards Orders of Suvorov and Kutuzov, VTA division V.A. Grachev, provided great assistance in conducting flight tests of the Il-76 aircraft.

If we talk about the assistance provided by the Airborne Forces in conducting tests, then it cannot be overestimated. Colonel General G. N. Pakilev, commander of the military transport aviation, and Army General V. F. Margelov, commander of the airborne troops, and his successor, Army General D. S. Sukhorukov, provided enormous assistance. Seeing this help, their subordinates also provided comprehensive assistance and support.

Il-76M / MD - the basis of the VTA and the wings of the Airborne Forces

Landing BMD-1 from Il-76M

On April 21, 1076, the Decree of the Government of the USSR was issued on the adoption of the Il-76 military transport aircraft with four D-30KP turbofan engines into service with military transport aviation.

The first modifications of the Il-76 aircraft had a take-off weight of 170 tons, a carrying capacity of 28 tons and a flight range with a maximum load of 4,200 km. During the modernization, the take-off weight increased to 190 tons, the carrying capacity was up to 43 tons, and the range with this load reached 4,000 km.

The cargo compartment can accommodate 145 or 225 (modifications -M, -MD in a two-deck version) soldiers or 126 paratroopers (there were 115 in the original version). The cargo compartment can accommodate three airborne combat vehicles BMD-1, which can be transported in the variant of landing landing, and in the variant of parachute landing in platform or strapdown form. The aircraft can land four cargoes weighing 10 tons each or two monocargoes weighing 21 tons each.

Significantly, in comparison with turboprop aircraft, the range of flight speeds has expanded - from 260 to 825 km / h. This made it possible to reduce the time for completing tasks, increase the ability to overcome enemy air defenses, and also improve the conditions for landing personnel and military equipment.

Along with the main flight performance characteristics of the new aircraft, the quality and capabilities of radio communications have increased significantly. navigation, flight, airborne transport equipment and aircraft armament. PNPC-76 made it possible to carry out an automatic flight along the route, reaching the landing point. aiming, landing and approach in automatic or director mode. The equipment of the aircraft made it possible to fully automate the flight in combat formations.

FEATURES OF THE AIRCRAFT LAYOUT

The Il-76 military transport aircraft, created mainly on the basis of the achievements of domestic and foreign aviation technology tested in operation, has many unusual features that required the solution of a number of problems in its design. Of great interest in this regard are: the layout of the rear fuselage, highly effective wing mechanization, special multi-wheel landing gear, fuel system, aircraft control system. as well as a complex of onboard transport equipment.

When designing the IL-76 aircraft, one of the most difficult problems was to determine the optimal dimensions of the fuselage. its configuration, as well as the location and size of the cargo hatch, which would most effectively meet the operating conditions of the aircraft.

The choice of the dimensions of the cargo compartment of a transport aircraft is a difficult task due to the wide variety of cargo and equipment transported. For the transportation of bulky cargo and equipment on the Il-76 aircraft. fit into the standard railway gauge 02-T, providing passages of sufficient width along the sides for mooring cargo and equipment, the cross section of the cargo compartment was chosen 3.45 m wide and 3.4 m high with cut off upper corners, and the fuselage cross section was round with a diameter 4.8 m

The length of the cargo compartment of 20 m (excluding the ramp) was determined from the condition of placing six standard aviation containers 2.44x2.44x2.91 m (or three containers 2.44x2.44x6.06 m) and various types of equipment, taking into account the installation in front of the cargo compartment there are two loading winches, an on-board technician workplace for airborne equipment and the presence of a transverse passage of sufficient width.

The total length of the cargo compartment with an inclined cargo ramp, which simultaneously serves as a ladder for the entry of equipment, is 24.5 m. The space under the floor of the cargo compartment is used for auxiliary cargo compartments to accommodate various equipment.

The design of the rear fuselage with a large cargo hatch became one of the main problems in the development of the aircraft. The creation of a rear inclined cargo hatch, which provides the possibility of dropping heavy bulky cargo on platforms by parachute stall, required to ensure the height of the cargo hatch in the clear (in flight). close to the height of the cargo compartment.

As a result of the analysis of the fuselage layouts of various military transport aircraft for the Il-76, such a configuration of the tail section of the fuselage was chosen, which ensured the free and quick loading of the aircraft from the tail, as well as the free exit of cargo during their parachute landing.

Studies carried out at TsAGI on dropping oversized cargo on platforms using parachutes showed the possibility of reducing the height of the cargo hatch opening in the zone of the ends of the flaps from 3.4 to 3.0 m.

To ensure the necessary strength of the aft fuselage, it was necessary to make a special rigidity (upper closed loop), based on the side beams - reinforced longitudinal box-section elements that limit the hatch cutout in the aft fuselage.

The cargo hatch is closed by a ramp and three leaves: the middle one, which opens up and two side flaps, which open outwards. Due to the division of the cargo hatch flaps into small ones in width (middle and two side flaps), when opened in flight, the side flaps do not have a noticeable effect on the external aerodynamics of the fuselage. In addition, the movement of the rear pair of electric hoists beyond the threshold of the ramp is provided. The cargo ramp is one of the wings of the cargo hatch and serves to close it, to enter the cargo compartment of the equipment (when the ramp is lowered to the ground), as well as to dump cargo in flight when it is in a horizontal position.

The cargo compartment ends with a vertical pressure seal at the end of the ramp, which made it easier to seal the large cargo hatch. The pressure door in the open position takes a horizontal position, freeing the passage for goods.

The configuration of the forward fuselage was determined by the need to place a lower (survey) antenna in it and provide the navigator with a good downward view. The cockpit was divided into an upper one, which accommodates two pilots, a flight engineer and a flight radio operator, and a lower one, which accommodates a navigator with a complex of flight and navigation equipment. Behind the cockpit there is a technical compartment with equipment, an additional folding seat for the flight operator for airborne transport equipment and crew rest areas.

The cockpit and cargo cabin of the Il-76 aircraft are pressurized and pressurized to a pressure drop of 0.049 MPa (0.05 kgf/cm). Due to this, normal atmospheric pressure is maintained in the cabins up to a flight altitude of 6,700 m. and at an altitude of I I 000 m, the pressure in the cabins corresponds to a flight altitude of 2,400 m.

Structurally, the fuselage of the aircraft is an all-metal semi-monocoque with a reinforced longitudinal and transverse set along the boundaries of large cutouts and in places where other units are attached to the fuselage. Fairings are located on the sides of the fuselage. into which the main supports of the aircraft are removed.

On the Il-76 aircraft, four main supports are used, the wheels of which are 300x480 mm in size, equipped with highly efficient brakes of high energy intensity and are located four on the common axis of each support. This arrangement of the wheels made it possible to significantly improve the aircraft's patency on the ground. The cleaning of the main supports with a 90" turn of the wheels around the rack is carried out under the floor of the cargo compartment in special-shaped fairings with flaps that open only when they are extended or the landing gear is retracted. This prevents water, snow and dirt from entering the compartments when the aircraft is moving along the airfield, which is especially important when the aircraft is operated on an unpaved airfield.The minimum dimensions of the landing gear fairings and their location made it possible to exclude the occurrence of harmful interference of the air flow from the fairings.

Four wheels 1x100x300 mm in size are installed on the front support.

The nose gear wheels can be rotated 50" to enable the aircraft to turn on a 40 m wide runway.

A special multi-wheel landing gear allows the Il-76 aircraft to use a much larger number of unpaved airfields than the An-12 aircraft.

The installation of four D-ZOKP engines on the Il-76 provides the aircraft with a high thrust-to-weight ratio. The engines are equipped with flap (bucket) type thrust reversal devices, which makes it possible to use the engine thrust as an additional means of braking the aircraft during the run.

The location of the engines on pylons under the wing made it possible to unify the power plant of the IL-76 aircraft and make the engines with nacelles interchangeable.

The fuel system of the Il-76 aircraft is highly reliable. ease of operation and ensures uninterrupted power supply of engines with fuel in all possible flight modes. The fuel is placed in the caisson wing tanks, divided into four groups according to the number of engines. Each group of tanks has a consumable compartment from which fuel is supplied to the engine.

The operation of the fuel system, including the control of pumps for transferring fuel to consumable compartments, is carried out automatically, without additional switching of tanks in the process of fuel depletion.

One of the main features of the Il-76 aircraft control system is the ability to switch from booster control to manual control, which required the solution of complex technical problems for an aircraft of such large dimensions, which, moreover, has a sufficiently high flight speed. This solution made it possible to have a minimum redundancy of booster control, which ensured the control of the aircraft during landing in the event of failure of all engines and. thus significantly improving flight safety. Another feature of the control system is the use of autonomous steering machines, combining in one unit a booster and a hydraulic pump station (with a tank and an electric drive), which made it possible to increase the reliability of the control system (due to the rejection of a widely branched centralized hydraulic system for powering boosters), as well as significantly simplify maintenance and maintainability of the system in airfield conditions.

The mechanical wiring of the control system (except for the rudder) is duplicated and made in the form of rigid rods. laid on both sides of the fuselage to ensure their separation in case of jamming of one of them.

AIRBORNE TRANSPORT EQUIPMENT

The effectiveness of a military transport aircraft is largely determined by the perfection and versatility of the complex of onboard airborne transport equipment. In this regard, the Design Bureau carried out fundamentally new design studies on the complex of onboard airborne transport equipment, in which the main attention was paid to ensuring the ease of its operation by the crew, especially in the autonomous operation of the aircraft in isolation from its base. In addition, the Il-76T aircraft was tasked with ensuring the transportation of goods in aviation containers and on pallets, which are increasingly used in civil aviation.

The airborne amphibious transport equipment complex developed for the Il-76 not only significantly expanded the range of transported goods, including long and large-sized equipment and standard international land-sea containers, but also ensured their quick loading and unloading without the use of special ground equipment. All this has qualitatively increased the efficiency of transportation on the IL-76, especially when operating the aircraft at non-equipped airfields in remote areas of the country. The complex of onboard airborne transport equipment installed on the aircraft was tested in real conditions and received a positive assessment.

The study of options for loading cargo and equipment with the help of cargo winches and electric hoists showed that for the Il-76 aircraft the most appropriate equipment is two traction cargo winches located at the front wall of the cargo compartment, and four lifting electric hoists, two from each side, which provided the aircraft high equipment with loading facilities, maneuverability in their use and autonomy when working on unequipped airfields.

Transportation of land-sea containers of international type on the Il-76T, which are not intended for transportation by aircraft, is ensured by the presence of four electric hoists on the aircraft, the possibility of extending the rear electric hoists beyond the threshold of the ramp by more than 5.6 m and the high height of the cargo compartment, sufficient for lifting containers with electric hoists from a container semi-trailer and moving them inside the cargo compartment.

The use of four ladders that can be adjusted along the width of the ramp makes it possible to provide a wide range of formation of cargo lanes for the entry of vehicles with different gauges, and the system of their mechanized cleaning and release dramatically reduces the time of loading and unloading operations and eliminates manual labor for their installation and removal.

A feature of the method of loading high-sized self-propelled equipment with lifting it by a cargo ramp is that the equipment drives along inclined undercarriages and a ramp until the moment. when its wheeled (caterpillar) course will be entirely on the ramp, and there is a safe gap between the cab ceiling and the equipment. In this position, the equipment is moored to the ramp, which rises to align it with the line of the cargo floor of the cab. After that, the equipment is unmoored and moves into the cargo compartment. This method is successfully used on the Il-76 aircraft, which ensures the loading of equipment up to 3.35 hours high.

When loading long and oversized equipment, the ramp is lifted and set to a position with an angle of inclination to the ground of about 6 °, straps connected in series are hung on the carrier, with additional supports installed between them. At the same time, the angle of entry along the ladders and the ramp is also close to 6 ". Due to the small angle of entry, long-length equipment with its bow does not rest against the ceiling of the cargo compartment and passes into it with a safe clearance. This method of loading long-length equipment made it possible to load and transport on the IL-76 a large range of long-length equipment and perform operations for loading and unloading long-length and oversized equipment at non-equipped airfields without the use of overpasses, trailers and other ground loading facilities, which are practically non-existent either in the Armed Forces or at almost most civilian airports.

In addition, a special mooring device has been developed for the Il-76T aircraft, consisting of front and rear thrust walls and several transverse frames installed along the length of the cargo compartment. This device allows you to transport long loads such as pipes, rolled sheets, profiles and various oil and gas equipment, while ensuring the fullest use of the aircraft's carrying capacity.

Special equipment was also created for the landing of personnel for the first time. The main goal in creating such equipment was to reduce the time when transferring it from traveling to working position. The equipment consists of onboard and sections of the central seats, cables for the forced opening of parachutes, separators and interrupters of the flow of paratroopers and onboard protective panels that protect the paratroopers from the air flow on the ramp. The PRP cables are installed on board the aircraft in such a way that the opening of the paratroopers' stabilizing parachutes occurs in the opening of the cargo hatch, but outside the ramp, which makes it possible to exclude possible snagging or ruptures of the stabilizing devices. Side doors protect paratroopers from the oncoming flow during landing and allow them to safely leave the aircraft. Due to the unique aerodynamics of the aircraft, the landing speed of personnel is in the range of 260-400 km/h, which creates more comfortable landing conditions by reducing the dynamic loads on the paratroopers.

In the landing version, personnel can be transported both in a single-deck version on the side and sections of the central seats, and in a two-deck version with the addition of a second deck. On the second deck, the personnel are placed on seats placed in two rows along the sides.

Aircraft equipment in the sanitary version is a section of sanitary racks, each of which is fixed three tiers of sanitary stretchers. The basic principle of this equipment is also to ensure the minimum installation time of this equipment by the aircraft crew.

The Il-76 aircraft occupies a special place in providing air transportation to Afghanistan. In the period from December 1979 to 1984, all types of military transport aircraft in service with the VTA were used in transportation, and since 1985 only Il-76 and An-12 aircraft were used, with the bulk of traffic carried out on Il- 76 (89% of personnel and 74% of cargo), which turned out to be the most effective and protected from air defense fire. In total, BTA performed 26,900 aircraft flights to Afghanistan. of which IL-76 aircraft account for 14,700 aircraft flights. By the mid-1980s, the IL-76 had become the main aircraft of the military aviation aviation fleet both in terms of numbers (about 50% of the aircraft fleet) and in terms of the combat capabilities of the group (more than 60%). By 1991 (the year of the collapse of the USSR and the powerful army), these figures reached 69% and 70%, respectively.

"The flight and tactical-technical dacha aircraft Il-76 made it possible to solve almost the entire range of various and complex tasks of landing airborne assault forces, air transportation of troops, military equipment and cargo, patients, performing special tasks ... The Il-76 aircraft from the point of view of leadership and everything personnel of the Military Transport Aviation will forever remain a golden page in the history of the OKI and the plant.

(From the speech of V.F. Denisov, Deputy Commander of Military Transport Aviation, at the anniversary flight technical conference dedicated to the 20th anniversary of the operation of Il-76 aircraft in civil aviation.)

In 1999 V.F. Denisov was appointed commander of the 61st Air Army of the Commander-in-Chief Reserve (VTA).

The characteristics of the Il-76 aircraft made it possible to carry out work on setting aviation world records. In July 1975, on the first production aircraft Il-76, the crew of the Honored Test Pilot of the USSR, Hero of the Soviet Union Ya.I. M. Tyuryumina in flights on a closed route showed a record average flight speed of 857.657 km / h with a load of 70 tons at a distance of 1,000 km and with a load of 70 tons at a distance of 2,000 km a record average speed of 856.697 km / h was achieved. A few days later, the crew of A. M. Tyuryumin, in flight with a load of 40 tons along a closed route 5,000 km long, reached a record average flight speed of 815.968 km / h. In total, 25 world records were set on the Il-76 aircraft these days. Three more world records were set using the Il-76 aircraft. On April 4, 1975, Soviet paratroopers set a new world record - they left the Il-76 aircraft at an altitude of 15,386 m and flew 14,780 m in free fall. Major General S.G. Grandfather.

IL-76(TD)

Loading "Ikarus" in IL-76T

On October 26, 1977, Soviet paratroopers set two world records - a single jump from a height of 15,760 meters and a free fall to a height of 960 m and a group jump from a height of I4, 846 meters - a free fall to a height of 631 m. On October 27 of the same year, another one was set women's world record - a parachutist left the Il-76 aircraft at an altitude of 14,974 m and flew in free fall to a height of 574 m. A. M. Tyuryumin was the crew commander in these flights.

The Il-76 aircraft opened up new opportunities for delivering various cargoes, including equipment, to hard-to-reach places, including drifting research stations in the Arctic Ocean, using various methods of parachute landing. Thus, since 1982, high-latitude air expeditions have been repeatedly carried out to deliver cargo to drifting stations. Almost all of them were attended by the crews of the Aviation Complex named after S.V. Ilyushin, headed by Honored Test Pilot Hero of the Soviet Union S.G. Bliznyuk and Honored Test Pilot Hero of the Russian Federation I. R. Zakirov. Moreover, during these expeditions, specialists from the Design Bureau and the flight complex developed a new method of landing cargo on parachute-cargo systems using gravity (dropping cargo in climb mode), which today is quite often used in solving problems of cargo delivery in extreme situations.

TRANSPORT AIRCRAFT IL-76T (TD)

In the second half of the 1960s, an intensive growth in air cargo traffic began in our country. In those years, a significant amount of cargo was transported on passenger aircraft due to their additional loading, and bulky cargo and equipment were transported on An-12 transport aircraft or An-22 aircraft, which were in service with the Military Transport Aviation.

The need to deliver goods by air, especially to remote and roadless regions of Siberia. The Far North and Far East, as well as the need to quickly increase the efficiency of the MGA transport aircraft fleet, determined the feasibility of creating a new transport aircraft in our country or using the Il-76 aircraft created in those years in the interests of the MGA.

In accordance with the order of the Minister of Aviation Industry of the USSR dated March 6, 1970, the Design Bureau team began to create a civilian modification of the Il-76 aircraft.

In May 1973, the MGA Model Commission was held to review materials on the aircraft intended for operation in the MGA. This commission was headed by Deputy Minister of Civil Aviation Aksyonov.

In May 1975, the first production aircraft underwent trial operation in the Tyumen region, carrying various cargoes from Tyumen to Surgut, Nadym and Nizhnevartovsk. The crew commander was A. M. Tyuryumin, the lead flight test engineer V. V. Shkitnn. During this trial operation, air transportation of goods in a container was carried out for the first time

rah. with the use of easily removable floor equipment of the aircraft, which made it possible to apply new technologies in air transportation.

In December 1975 - February 1976, the first experimental aircraft operated in this region with a more complex program, which also transported various cargoes to the cities of Western Siberia. More than 1,700 g of cargo was transported, including various engineering and construction equipment, cars. buses type "Ikarus". The crew commander in this expedition was Honored Test Pilot of the USSR, Hero of the Soviet Union E. I. Kuznetsov, leading engineer - I. B. Vorobyov.

In December 1976, the Tyumen Civil Aviation Administration received two serial Il-76 aircraft. These were practically the same Il-76 aircraft, which were supplied by the VTA, but without weapons.

The geography of flights of Il-76T aircraft is connected with the development of the regions of the Far North, Western and Eastern Siberia, and the Far East. The aircraft reliably operates on unpaved and snow-covered airfields in difficult weather conditions. In the spring of 1978, Il-76T aircraft entered international routes and today they fly in all regions of the world, in any climatic conditions.

Il-76TD aircraft, which are operated by the Ministry of Emergency Situations, do a great and necessary job.

"The appearance in civil aviation of such a heavy-duty universal transport aircraft was quite natural, meeting the requirements for solving the problems facing the industry. And at the same time, its comfort for the crew, autonomy, the ability to take on board almost all kinds of loads (even "from the ground" ), the possibility of using unpaved and snow-covered airfields of relatively limited dimensions for takeoff and landing, with the simplest ATC facilities and a minimum of airfield equipment. (From the speech of the former commander of the Il-76 aircraft detachment of the Central Directorate for International Air Communications of Civil Aviation G.P. Aleksandrov at the flight technical conference dedicated to the 20th anniversary of the flight operation of Il-76 aircraft in civil aviation).

Il-76MF

MODIFIED MILITARY TRANSPORT AIRCRAFT IL-76MF

Almost simultaneously with the adoption of the Il-76 aircraft into service. On January 13, 1976, the Ministry of Aviation Industry of the USSR instructed to study the issue of creating the Il-76MF aircraft. having better characteristics in terms of transport performance. At that time, there was no suitable engine for such an aircraft, so work on the creation of this modification of the Il-76 aircraft was suspended.

In the 1980s, the necessary engine was created, it was installed on the Il-96-300 and Tu-204 aircraft. The economic situation in our country has also changed. Taking into account the limited financial possibilities of the country and the need to maintain the potential of the BTA. The Aviation Complex named after S. V. Ilyushin, according to the Terms of Reference of the Air Force, created the Il-76MF aircraft. which is a modification of the main VTA aircraft - Il-76MD.

The main differences between the Il-76MF aircraft and the Il-76MD:

- cargo compartment lengthened by 6.6 m;

- D-30KP engines were replaced by PS-90A-76 engines;

- flight and navigation sighting system PNPK K-II-76 was replaced by PNPK K-III-76;

- the aircraft was transferred to operation due to technical condition without major repairs.

The first production aircraft Il-76MF was built by the Tashkent Aviation Production Association named after V.P. Chkalov in cooperation with Russian aviation enterprises (- 90% of components and materials). The aircraft performed its first flight on August 1, 1995. The crew commander was A. N. Knyshov.

In terms of its transport capabilities, the Il-76MF aircraft is 40% superior to the Il-76MD aircraft, the volume of the cargo compartment has been increased from 326 m 2 up to 400 m G. a new floor mechanization system was installed in the cargo compartment, which ensures the movement and fastening of international aviation pallets and containers with cargo. All these changes allowed:

- increase the combat load from 50 tons to 60 tons;

– provide the possibility of long loads (up to 31 m);

– increase flight range by 20%:

– reduce specific fuel consumption by 15%;

– meet the ICAO requirements for the level of noise on the ground and emissions (emissions of harmful impurities during fuel combustion);

– reduce the level of direct operating costs.

One of the decisive factors in the creation of a modified Il-76MF aircraft for the VTA. rather than the creation of a new military transport aircraft, is the fact that the entire infrastructure of military transport aviation has been preserved, since the Il-76 aircraft is the main aircraft of the Military Transport Aviation.

To date, the factory stage of flight design tests of the aircraft has been carried out to determine the flight performance and takeoff and landing characteristics of the aircraft, and this program was carried out with the participation of engineers and flight crews of the 929th GLITS MO (as the GK NII VVS is called today). 459 flights were completed with a flight time of 1,428 hours. That is, a large amount of testing was completed, but the issue of starting State tests is constantly delayed and mainly on political issues - in parallel, work is underway to create an An-70 medium military transport aircraft. Naturally, the Ministry of Defense of the Russian Federation cannot finance two large programs ...

However, in mid-March of this year, the issue moved forward. To Tashkent, where the Il-76MF aircraft is now located. sent a complex brigade of the Russian Air Force and AK them. S. V. Ilyushin with the task of carrying out a small amount of testing of the aircraft in order to make a decision on the possibility of starting mass production of the Il-76MF aircraft based on the results of the work carried out since 1995.

IL-76TF TRANSPORT AIRCRAFT

Simultaneously with the creation of a modified Il-76MF military transport aircraft, the Design Bureau began to create another modification of the aircraft - the Il-76TF transport aircraft. This aircraft differs from its military counterpart in that, as in its time, when creating the I-76T aircraft from the Il-76M and Il-76TD from the Il-76MD, all weapons and special equipment were removed from it. By reducing the weight of the equipment, the flight range of the Il-76TF aircraft has been increased and direct operating costs have been reduced.

IL-76TF-100 TRANSPORT AIRCRAFT

The design bureau worked on the issue of creating the Il-76TF aircraft with French CFM-56-5C4 engines. Basically, the characteristics of the aircraft turned out to be the same as those of the Il-76TF aircraft. The aircraft was created as a safety net in case there were not enough PS-90A-76 engines. In addition, the issues of the proposed export deliveries of aircraft could be resolved in this way.

TRANSPORT AIRCRAFT IL-76MD(TD)-90

In order to ensure the compliance of the Il-76MD(TD) aircraft with ICAO standards in terms of noise level on the ground and engine emission standards, the Design Bureau carried out work on installing PS-90A engines on aircraft. Aircraft in this case will fully comply with these standards and will be able to fly without restrictions on any routes, land and take off at any foreign airfields, where since April 2002 strict restrictions have been strictly observed.

It turned out like this. that the PS-90A engines will first of all be installed on several Il-76MD aircraft belonging to the Air Force of our country and which provide flights for the President of the Russian Federation to foreign countries.

For several years, negotiations have been ongoing with airlines that have Il-7bTD aircraft on the need to carry out work on replacing D-30KP engines with PS-90A engines. In our opinion, first of all, airlines should have been the first to respond to this problem and find a source of financing for aircraft modifications. Moreover, today all the documentation for these improvements has been released (at the expense of the S. V. Ilyushin Aircraft Company), put into production and passed a comprehensive assessment, including flight, on the Id-76MF aircraft. That is, airlines do not risk anything, but by investing their funds, they receive an aircraft that fully meets international standards. At the same time, flight performance characteristics change slightly. even for the better. But airlines prefer another solution - to finish off the aircraft by their resource (which they got almost free of charge as a result of the division of the former Aeroflot and the division of aircraft remaining in the former Soviet republics of the USSR), without investing a penny in their modernization. But 2006 will also come unnoticed, when even more stringent restrictions will be introduced. What will these airlines do then?

Today, the first two Il-76MD aircraft belonging to the Air Force are located at the Voronezh Aviation Plant, and remotorization work is being carried out on them - replacing engines. Thus, the Air Force will soon receive aircraft that meet modern standards.

At the same time. these aircraft will also be equipped with new flight and navigation equipment, which is also installed in accordance with ICAO requirements.

The experimental design bureau is also preparing for work on a deep modernization of flight and navigation equipment. And after some time, six multifunctional liquid-crystal screen indicators will be installed in the cockpit, on the screens of which all flight and navigation information will be fully displayed, and all information about the operation of aircraft systems will also be displayed. For this, some systems and equipment will have to be replaced.

The IL-76 aircraft will receive a new face and new modern qualities.

AVIATION AND MARINE SEARCH AND RESCUE COMPLEX IL-76MDPS.

At present, the aviation of the Ministry of Emergency Situations widely uses Il-76TD transport aircraft to perform various tasks facing the rescue and emergency situations prevention service. Il-76TD aircraft are used to deliver humanitarian cargo to areas of natural disasters and to evacuate victims from these areas.

In the fifties, Soviet aviation began to carry out assigned tasks over the waters of the seas and oceans. In the process of performing these tasks, aircraft accidents sometimes occurred over water areas. The crews were provided with passive assistance by dropping emergency rescue containers with the necessary means of rescue either from aircraft flying in a group with the aircraft that had crashed, or from rescue aircraft specially sent to the disaster area. Often these funds were not enough. In the sixties, specialized search and rescue aircraft appeared as part of naval aviation. as a consequence, new ways of assisting crews in distress have been developed.

In 1965, part of the Tu-16T torpedo bombers was converted into Tu-16S search and rescue aircraft. in the cargo compartment of which there was a special rescue boat "Fregat". The boat was dropped from the aircraft in the area of ​​the accident using a single-dome parachute system. The launch of the boat directly to those in distress was carried out from the carrier aircraft using the Ray radio control system. The range of the Tu-16s aircraft reached 2000 kilometers. The experience of operating the radio-controlled boat "Fregat" has shown that the absence of a crew on board the boat practically excludes the possibility of rendering assistance on the water to physically weakened people.

To replace the Tu-16S complex in 1969, a search and rescue complex based on the An-12PS carrier aircraft with the Ersh landing boat (project 03447) was developed and then put into service. This complex made it possible to land a crew of three along with the boat. After splashing down the boat, the crew ensured its approach to people in distress, rendering first aid, lifting the injured to the boat. The short range, the lack of sufficient means of navigation and search significantly reduced the possibility of using these search and rescue complexes, therefore, on August 27, 1981, Decision No. complex AM PSK Il-76MDPS based on the military transport aircraft Il-76MD in accordance with the Terms of Reference of the Air Force and Navy. approved in the 1980 Schon.

The complex included the Il-76MDPS rescue aircraft. rescue boat "Gagara" (project 14010) with landing gear P-211 and multi-dome parachute system MKS-350-10. The main purpose of the complex is the search for descent spacecraft, the rescue and evacuation of astronauts after splashdown.

The main developers of the complex were the S. V. Ilyushin Experimental Design Bureau in terms of developing the I.1-76MDPS carrier aircraft. design bureau "Redan" in terms of developing the rescue boat "Gagara", the Moscow aggregate plant "Universal" in terms of developing means of landing P-211. Moscow Research Institute of Automatic Devices in terms of developing the ten-dome parachute system MKS-350-10 and its Feodosia branch in terms of developing a hydrop system designed to orient the boat in the wind during splashdown.

December 18, 1984 on the basis of the Tashkent Aviation Production Association named after V. II. Chkalov, the modified Il-76MDPS SSS "R-76621 aircraft made its first flight. The crew commander in this flight was test pilot of the S. V. Ilyushin Design Bureau Yu. V. Mazonov.

The main work on the design and manufacture of the components of the complex. as well as their bench tests were completed by the middle of 1985, and on June 23, flight tests of the complex began at the Developer stage (stage "A" of State tests). During these tests, the parachute system was tested and 11 landings of mock boats were made from the Il-76MDPS aircraft. Tests were carried out on Lake Pskov, on the reservoir of the Mingechaur hydroelectric power station in Azerbaijan, as well as on the Black Sea on the basis of the Feodosia branch of the State Red Banner Air Force Research Institute named after V.P. Chkalov (Cape Chauda area).

Flight tests at this stage were carried out by the crew of the Honored Test Pilot. Hero of the Soviet Union A. M. Tyuryumin, lead engineer for flight tests - M. N. Vainshtein.

After carrying out factory flight tests, which ended with positive results in November 1985, the complex was presented for State flight tests, which began on July 14, 1986. The tests were carried out on the basis of the Feodosia branch of the State Research Institute of the Air Force. 31 flights were performed with a flight time of 68 hours 32 minutes.

At this stage, comprehensive tests of the flight and navigation system designed to perform cross-country flights to the search site in a given area, 5,000 km away from the departure airfield, were carried out. loitering in the area and conducting search and rescue operations. In the disaster area in any weather conditions, the complex performs a radio search and detects rescue objects equipped with beacons and transponders, and in their absence, they are visually searched during the day with optical visibility and at night if the objects are equipped with emergency lighting equipment.

Loading a rescue boat in IL-76

The rescue boat "Gagara" with a crew of three people can land from an aircraft along two of the four roller tracks available on board from heights from 600 to 1,500 meters, at flight speeds of 350-370 km / h with sea waves up to 5 points and speed wind 18-20 m/s. The relatively high landing speed of the boat is explained by its dimensions - its length is 10,000 mm. height 2 800 mm. and the width is 3,200 mm. That is, when landing, it passes from the sides of the cargo compartment of the aircraft with gaps of 124 mm, and the gap along the ceiling is only 175 mm. And so that it would not hit the structure of the aircraft fuselage when passing through the edge of the aircraft ramp, it was necessary to increase the minimum speed of its landing by almost 100 km / h, despite its relatively low curb weight (8.5 tons), and also install specially profiled ramps on the edge of the ramp transfer rollers that prevent the boat from moving laterally. Immediately after the boat leaves the aircraft, the platform is automatically separated from the boat, and after the opening of the main parachute system, the guide drop is dropped. Bringing the boat into readiness for work after splashing down is not difficult for the crew, while the time for its preparation for work is only 11 minutes.

The boat has a cruising range of up to 500 km at an economic speed with a sea state of up to 1 point, a speed of 13 km / h. The seaworthiness of the boat in sailing mode is up to 5 points. The autonomy of navigation in terms of fuel reserves is two days. The passenger capacity of the boat with the provision of satisfactory living conditions is 15 people, the maximum capacity is 20 people, according to the number of places for lying (comfortable option) - 7 people. At the same time, 25-30 people can additionally be accommodated on the PSN-25/30 raft towed by a boat.

During the State tests, 14 landings of the rescue boat from the Il76MDPS aircraft were performed, of which two landings were made with the experimenter inside the boat. The first, on February 3, 1987, was parachutist-tester of the Research Institute of Aviation A. Lisichkin, and the second, on February 9, 1987, was parachutist-tester of the GK Research Institute of the Air Force, Major A. M. Sukhov. At this stage, the tests were carried out by the crew led by the lead test pilot Colonel I. Shkurko and senior pilots S. Ivanov, V. Nikolaev, G. Parshin, the lead flight test engineer - R. Khafnzov.

The data of AMPSK Il-76MDPS made it possible to significantly expand the scope of its application. This is, first of all, the rescue of the crews of aircraft and ships in distress. The complex can also carry out transport flights to transport cargo weighing up to 48 tons, as well as deliver to the accident site and parachute a group of paratroopers-rescuers of up to 40 people.

To improve the efficiency of the complex during rescue operations, the issues of dropping the "garland" of life rafts PSN-25/30 were worked out. Life rafts, interconnected by rails, were placed in the cargo compartment of the aircraft on two roller tracks free from the boat. Depending on the situation, the rafts could be dropped before or after the landing of the boat. Moreover, the rafts must be dropped from the windward side of the people in distress, so that the chain ("garland") put into operation even before the splashdown of the rafts under the influence of wind force would move towards the object of rescue. The crew of the rescue boat can, by their actions, help to group the life rafts at the rescue object and thereby provide even more effective assistance to those in distress.

State flight tests of the AMPSK IL-76MDPS were completed on December 9, 1986. The act on the test results, approved by the Commander-in-Chief of the Air Force A. Efimov and the Commander-in-Chief of the Navy V. Chernavin on November 23-25, 1987, states that "the complex passed the tests and can be recommended for adoption into service and launch into serial production." The IL-76MDPS complex has large reserves and prerequisites for further development. The flight range of the complex can be increased up to 7,000 km, flight duration up to 16 hours by providing in-flight refueling from tanker aircraft of the Il-78, Il-78M type.

According to the test results, measures were developed, the essence of which was to increase the efficiency of the complex.

April 7, 1989 On this day in the Barents Sea there was a catastrophe with the nuclear submarine "Komsomolets". Numerous forces of the Northern Fleet, including Il-38 anti-submarine aircraft, were sent to help the crew. The planes found the submarine in distress and its crew. From the Il-38, emergency rescue containers with floating craft were dropped quite accurately. But, unfortunately, the crew of the submarine could not use them because of the very low sea temperature - many people who escaped from the submarine could not swim to the dropped boats and froze in cold water.

At the meeting of the State Commission on this catastrophe, held at the headquarters of the Northern Fleet, the chairman of the commission, O. D. Baklanov, asked representatives of the Northern Fleet aviation the question of why the An-12PS or Il-76MDPS rescue aircraft were not used in this case. Baklanov received the following answer: An-12 aircraft. unfortunately, it was not ready to fly, and something was heard about the Il-76MDPS, but it is not yet in combat units. Soon, the Design Bureau learned with great surprise that the topic "Aviation-sea search and rescue complex AMPSK Il-76MDPS" was closed, and the brand new aircraft, which had a flight time of about 300 flight hours, was decommissioned. This is how the "brave" officials from the Air Force reacted to the terrible tragedy that occurred in the Barents Sea.

You can't stop life - work continues.

On August 1, 1995, a new modified Il-76MF aircraft with PS-90A engines made its first flight. The aircraft takes two Gagar rescue boats at once, which, in combination with an increased flight range, gives the AMPSK created already on the basis of this aircraft completely new opportunities.

In recent years, the specialists of the Centrospas Detachment and aviation of the Ministry of Emergency Situations of Russia have been carrying out purposeful work on the development and implementation of advanced air parachute technologies to provide emergency assistance in emergency situations. Particular attention is paid to the development and application of new technologies to solve the problems of ensuring security in the water areas of Russia and the World Ocean. At present, the aviation of the Ministry of Emergency Situations of Russia has practically worked out the task of prompt delivery and landing of emergency rescue equipment and rescue paratroopers from the Il-76MD transport aircraft to the disaster area.

The delivery of rescue equipment to the disaster area became possible thanks to the use of parachute-cargo systems with life rafts laid on them (PSSP). This technology was developed on an initiative basis by specialists from the Centrospas detachment and passed a preliminary check together with specialists from the S. V. Ilyushin Aircraft Company as part of the Joint Guard-2000 international exercise preparation program during test flights for landing PSSP from an Il-76MD aircraft at the airfield "Kirzhach" and the Sea of ​​Azov near the city of Taganrog.

The positive results of the work allowed the leadership of the Ministry of Emergency Situations of Russia to decide on the possibility of demonstrating the new technology at the international exercises "Joint Guard-2000", which took place off the coast of Iceland from June 6 to 12, 2000. During the exercise on June 10, in the area of ​​the ship in distress, 14 PSN-YuMK rafts were landed on four PGS-500 platforms and eight rescue jumpers. At all stages of development and application of this technology in the conditions. close to real, comments on the work of the material part. the actions of the crew of the Il-76MD aircraft and the group of paratroopers-rescuers led by A. M. Sukhov were not. The work shown by the specialists of the Ministry of Emergency Situations of Russia was highly appreciated by the official leaders of the international exercises.

At the same time, the aviation leadership of the EMERCOM of Russia and the Centrospas detachment concluded that. that the provision of assistance to those in distress in the seas or oceans will be more effective when using the Il-76MDPS Aviation and Marine Search and Rescue Complex, which has received a positive assessment from the Air Force and the Navy, together with the use of new technologies.

Conducted in July - early August 2000, studies to determine the possibility of recreating the Il-76MDPS AMPS showed the reality of this task in today's conditions.

"AIR START" PERFORMED BY ILYUSHINTS

For ten years, Americans have been launching satellites weighing up to 50 kilograms into near-Earth orbit. These launches are carried out by the American company "Orbital Science Corp." using the Pegasus cruise launch vehicle, which is dropped from the L-1011 wide-body aircraft. The first launches of Minuteman missiles for the first time in world practice were carried out by the US Air Force from a C-5A Galaxy military transport aircraft back in 1974.

On May 23, 2000, the Moscow World Trade Center hosted a presentation of the domestic aviation-rocket complex for space purposes "Air Launch". There are a lot of publications in the press

on the preparation of this project in our country. The key point of the project is landing at height

11,000 m of a hundred-ton rocket from the An-124-100 Ruslan transport aircraft. After being dropped, the rocket launches into space and puts a satellite weighing up to 3.5 tons into orbit, which is eight times more than in the United States.

In his article "Russia should not leave the space markets" in the journal "Aviamarket", No. 3-4 for 2000, General Director of the airline "Polyot", president of the Aerospace Corporation "Air Start" A.S. Karpov writes that "know- how the Aerospace Corporation "Air Launch" is the landing of a rocket in the "hill" mode, close to weightlessness. A rocket located in an aircraft becomes, as it were, weightless before the moment of landing."

The following is a description of two works carried out by specialists of the Experimental Design Bureau named after S. V. Ilyushin in the recent past. These works show that the owner of this "know-how" is not the Aerospace Corporation "Air Start" at all.

The first work is the creation of the main multi-dome parachute system 171012 for the "rescue" of detachable parts of space rockets weighing up to 53 tons. The work was carried out by specialists from the Research Institute of Automatic Devices (now the Research Institute of Parachute Engineering) in collaboration with specialists from the S. V. Ilyushin Experimental Design Bureau and the Moscow Aggregate Plant "Universal" (subject "Buran"). The topic was held in accordance with the Decree of the Central Committee of the CPSU and the Council of Ministers of the USSR No. 132-51 of February 17, 1976 and the approved schedule of December 18, 1982.

One of the important and defining stages of the work was flight tests to develop the parachute system. According to the technical specifications of the Research Institute of Autonomy, the specialists of MAZ "Universal" developed unique means of landing for a mock cargo with a total mass of 20 to 60 tons, the length of which was 10.4 m and the height - 2.7 m. S.V. Ilyushin performed a theoretical justification for the possibility of landing cargo of such a mass from the Il-76MD military transport aircraft.

In accordance with the terms of reference for the aircraft, which was once developed by the Air Force, the Il-76MD is designed for landing military cargo and equipment with a total weight of up to 42 tons, and the weight of a monocargo should be no more than 21 tons. This mass was incorporated into the strength limits of the aircraft. excess, in order to avoid damage to the aircraft, was strictly prohibited.

The OKB specialists faced the problem of how to safely parachute a mono-cargo from an aircraft, the mass of which is almost three times the maximum allowable for this type of aircraft. It was possible to carry out strengthening of the aircraft structure for this work. But calculations showed that such reinforcements led to the creation of an almost new aircraft. To create a new aircraft for almost the sake of one job - it was simply unrealistic. Some other solution had to be found. Although, if we recall the history, the Soviet state could afford such a luxury - the OKB named after O.K. Antonov created a unique An-225 Mriya aircraft, designed to transport the domestic space shuttle Buran.

A group of OKB specialists, headed by the leading design engineer V. V. Smirnov, as a result of performing a large amount of calculations in 1984-1986, created a unique method for landing cargo in the mode of creating its "reduced weight". The term "reduced gravity" suggests that it is practically impossible to carry out a landing of cargo by creating a long-term "weightlessness" mode (pure zero g-force). In carrying out this work, the group widely used its own results of research on the development of methods for piloting and leveling the Il-76K and I.P-76MDK laboratory aircraft, which are currently used for training cosmonauts and conducting biomedical studies of spacecraft crews. , testing units, systems and equipment of spacecraft in short-term weightlessness.

The Il-76K and Il-76MDK aircraft were created by the design teams of the Design Bureau named after S.V. Ilyushin and the Tashkent Aviation Production Association named after V.P. Chkalov based on the Il-76 and Il-76MD aircraft.

The Il-76K aircraft made its first flight on August 2, 1981, and the Il-76MDK aircraft on August 6, 1988. The first flight on the Il-76K aircraft was performed by the crew under the command of the Honored Test Pilot of the USSR S.G. Bliznyuk (in February 1940 he

will be awarded the high title of Hero of the Soviet Union), who then, as a lead test pilot, did all the work on testing this aircraft, including working out the methods of piloting the aircraft in order to create maximum "weightlessness" in time. It was possible to choose such a piloting technique and aircraft flight trajectory that the "weightlessness" time was increased from 16 seconds (the weightlessness time achieved in flights of the Tv-104 laboratory aircraft) to 23-25 ​​seconds.

As a result of theoretical calculations, four methods for dropping cargo from the Il-76 aircraft were developed. Three of them assumed the reset in the mode of horizontal flight of the aircraft with parrying the moments of forces arising from the movement of cargo in the cargo compartment with different intensity deviations of the elevator. Such techniques were familiar to the flight crew, since the usual landing of cargo from the Il-76 aircraft is carried out in almost the same way. However, when dumping according to existing methods, vertical overloads occur, reaching values ​​of 1.5g in the cargo hatch area. that with masses of cargo up to 21-23 tons it is quite acceptable, since the aircraft was designed for these overloads in terms of strength. In the case of dropping cargo weighing up to 60 tons, in order to absorb the resulting loads, it was necessary to carry out significant strengthening of the aircraft structure. Instead of strengthening the structure, a new one was proposed. fourth, the methodology and calculations of the cargo release in the "low weight" mode were carried out. In this case, the aircraft is flying along a parabolic trajectory. At a given altitude, the aircraft with an open cargo hatch is switched to the climb mode with a vertical speed of 7-10m/sec. At the same time, the pilot chute is normally put into action, while the lock of the platform with the load is opened, and the platform itself is held in its original position by a special safety device. After the pilot chute is inflated, the pilot-in-command deflects the steering wheel for a dive to the stop, thereby creating a "zero" vertical g-force, and in the process of deflecting the steering wheel, presses the "reset-2" button, additionally installed on his steering wheel, to turn off the safety device that holds the platform in original position. The platform under the action of the load from the pilot chute moves to the edge of the cargo hatch. Until the cargo exits the aircraft, the elevator is strictly kept in the position rejected for a dive. Upon a signal that the platform with the cargo leaves the cargo compartment, the aircraft commander energetically takes the helm and brings the aircraft out of the descent from the opti

small vertical overload. After the aircraft enters level flight, the aircraft is balanced and then the cargo door is closed. On August 12, 1986, this methodology was approved by the General Designer G.V. Novozhilov, and then agreed with the main co-executors of the work, including the V.P. Chkalov Air Force Research Institute. The technique was filed as an invention application "Method of piloting an aircraft during airborne landing of cargo" with priority dated January 2, 1986, according to which a copyright certificate No. 245955 was issued on December 1, 1986 (authors V. V. Smirnov and N. D. Talikov) .

Calculations showed that there is no need to carry out major work to strengthen the structure of both the aircraft itself and its airborne transport equipment. A slight strengthening of the aircraft structure was made only to absorb the forces acting on the aircraft structure in the area of ​​the cargo hatch when loading and lifting the ramp with the platform and the load installed on it with a total mass of 60 tons. hydraulic cylinders to the beam and ramp, ramp rods designed to fix the ramp in a horizontal position, and the ramp itself was reinforced. After the implementation of these reinforcements, the aircraft structure increased by a little more than 50 kg.

The first drop on the topic "Buran" was carried out on September 11, 1987 from the aircraft I.1-76MD USSR-86871. The crew commander was Honored Test Pilot of the USSR, Hero of the Soviet Union A. M. Tyuryumin. In the period from September 1987 to February 1988, five flights were made with the landing of cargo weighing 20-22 tons, in which the proposed drop method was tested. These flights showed a very high convergence of flight results and theoretical calculations.

On July 22, 1990, the crew of the Honored Test Pilot of the USSR I.R. Zakirova (in March 1994, for the courage and bravery shown during the testing of new aviation equipment, he was awarded the high title of Hero of the Russian Federation) dropped the heaviest load in the history of domestic aviation from the I.P-76MD aircraft. The weight of the cargo was 44,600 kg.

A total of 12 flights were performed under this program. The flights were carried out from the airfield "Kirovskoye" in the Crimea. Drops were carried out at the Chauda test site of the Feodosia branch of the State Red Banner Air Force Research Institute named after V.P. Chkalov. The leading engineer of the aircraft during the tests was I. I. Gordin.

The second work carried out at the Design Bureau named after S.V. Ilyushin, - the creation of an aviation rocket and space complex "Aerokosmos" with a rocket "Shtil-2A". The complex was created on the basis of the marine intercontinental ballistic missile RSM-54 as part of the conversion work and was intended to launch small spacecraft for various purposes weighing up to 730 kg into near-Earth orbits, as well as vehicles launched into suborbital trajectories.

The lead developer of this ARKK was the State Rocket Center - the Design Bureau of Mechanical Engineering named after V.P. Makeev. Co-executors of the work - Design Bureau named after S.V. Ilyushin, the Moscow Aggregate Plant "Universal" and the Research Institute of Automatic Devices.

The launch vehicle with a mass of 40-40.37 tons and a length of 17.3-18.35 meters was placed on the launch platform in the cargo compartment of the Il-76MD transport aircraft in a horizontal position. The total mass of the landing cargo was 45-46 tons. The missile was dropped at an altitude of 10-12 km at an aircraft flight speed of 360-400 km / h. At launch, a rocket with a launch platform is pulled out of the cargo compartment of the aircraft by a special exhaust parachute system, and then separated from the platform at a given height, after which the engine of the first stage of the rocket is started.

Work was also carried out to ensure the launch of small-sized spacecraft for various purposes weighing up to 950 kg using the Aerokosmos aviation rocket and space complex with the Shtil-3A rocket. The launch mass of the launch vehicle was 45 tons, and its length was 18.7 meters. In this project, the rocket was launched from the Il-76MF transport aircraft. The flight speed of the aircraft when launching the carrier rocket at an altitude of 10-12 km was also equal to 360-400 km/h.

The main element of launching a launch vehicle from Il-76MD and Il-76MF aircraft was piloting the aircraft along a special trajectory. creating a "reduced weight" of the dropped launch vehicle. All the necessary calculations during the work on the creation of the Aerokosmos ARSC with Shtil-2 and Shtil-3 rockets were performed, and they showed the reality of launches of launch vehicles weighing up to 45 tons from Il-76MD and Il-76MF transport aircraft. .

In parallel with the Design Bureau named after S.V. Ilyushin, studies of launches of launch vehicles from the An-124ARKK transport aircraft were also carried out at the Design Bureau named after O.K. Antonova.

(Ending to follow)

On the 1st and 4th pages of the cover photo by M. Nikolsky On the 2nd page of the cover photo by E. Gordon

Standard instruction on labor protection for flight

of the crew of the Il-76 aircraft

(approved by the Department of Air Transport of the Ministry of Transport of the Russian Federation

TOI R-54-004-96

1. General safety requirements

1.1. This Standard Instruction* applies to the crew of the Il-76 aircraft (aircraft commander, co-pilot, navigator, flight engineer, flight radio operator, senior flight operator, flight operator) and contains the basic requirements for labor protection of crew members in the performance of their duties. Special requirements to ensure the safety of crew members in the process of preparing for the flight and during the flight are set out in the Flight Operation Manual for the Il-76 aircraft (hereinafter referred to as the AFM) and the Flight Operations Manual (hereinafter referred to as the NPP).

1.2. Aircraft crew members (hereinafter referred to as crew members), regardless of qualifications and length of service, must timely and fully undergo all types of safety training (introductory, primary at the workplace, repeated). In case of breaks in flight work for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, crew members must undergo an unscheduled briefing (individually or by the entire crew of the aircraft). Persons who have not been instructed are not allowed to work.

1.3. During work, crew members can be affected mainly by the following hazardous and harmful production factors:

Aircraft moving on the territory of the airfield, special vehicles and self-propelled mechanisms;

Jets of exhaust gases from aircraft engines, as well as stones, sand and other objects that have fallen into them;

Air suction streams moving at high speed (aircraft engine nozzle zone);

Rotating propellers of parked planes and helicopters;

Protruding parts of the aircraft and its equipment (sharp edges of antennas, open doors of hatches, hatches, etc.);

Increased slip (due to icing, moistening and oiling of the surfaces of the aircraft, stairs, ladders, parking area and airfield coverage);

Items located on the surface of the aircraft parking area (hoses, cables, grounding cables, etc.);

Performing work close to unprotected differences in height (on a stepladder, ladder, aircraft plane, at an open hatch, front door, etc.);

An electric current that, in the event of a short circuit, can pass through the human body;

Sharp edges, burrs, roughness on the surface of equipment, loads, ropes, etc.;

Moved cargo during loading and unloading of the aircraft;

Falling loads, collapsing structures of lifting mechanisms;

Increased noise level from working aircraft engines and APU;

High or low temperature and humidity;

Discharges of static electricity;

Insufficient illumination of the working area, aircraft parking area, apron;

Fire or explosion.

1.4. To control the state of health, crew members must undergo an annual medical examination in the medical flight expert commission (VLEK) and periodic medical examinations in the prescribed manner.

1.5. Crew members who have not passed a periodic medical examination and an annual examination at VLEK are not allowed to fly. Crew members must use overalls, safety shoes and other personal protective equipment in accordance with the current Regulations.

1.6. In case of illness, poor health, insufficient pre-flight rest (when they are away from their home base), crew members must report their condition to the aircraft commander and seek medical assistance.

1.7. If an accident has occurred with a crew member, then he must be provided with medical assistance and reported about what happened in the prescribed manner in order to organize an investigation of this case in accordance with the current Regulations on the procedure for investigating and recording accidents at work.

1.8. Crew members must be able to provide first aid, use the on-board first aid kit.

1.9. Crew members must comply with the working hours and rest periods established for them: the norms of flight time, pre-flight and post-flight rest, rules of conduct while on duty, in reserve, etc.

1.10. To prevent the possibility of fires and explosions, crew members must themselves comply with fire and explosion safety requirements and prevent violations by passengers (do not smoke at the aircraft parking lot, do not use open fire, etc.).

1.11. Crew members who do not comply with the instructions for labor protection may be subject to disciplinary action. If the violation of the instructions is associated with causing material damage to the enterprise, crew members may be held liable in accordance with the established procedure.

2. Safety requirements before departure in progress

pre-flight preparation

2.1. Crew members are required to undergo a medical examination before the flight.

When flying abroad, a pre-flight medical examination is not carried out. The commander of the aircraft is responsible for the observance by the crew members of adequate rest.

2.2. When moving around the territory of the airfield, crew members must observe the following rules:

2.2.1. Walk only on specially designated routes.

2.2.2. To avoid accidents from collisions with vehicles and self-propelled mechanisms, be careful while walking, especially in difficult meteorological conditions (rain, fog, snowfall, ice, etc.) and at night; it should be remembered that in conditions of aircraft noise, the sound signals given by vehicles and the noise of the running engine of an approaching car or self-propelled mechanism may not be heard.

2.2.3. Exercise caution near areas of increased danger (zones of aircraft engines operating, rotation of aircraft propellers, rotors and tail rotors of helicopters, radiation from antennas of ground and onboard radio equipment, taxiing and towing aircraft, maneuvering special vehicles and mechanization equipment near the aircraft, refueling the aircraft with fuel and lubricants, loading - unloading operations, etc.), as well as on the carriageway, pay attention to bumps and slippery places on the surface of the airfield and avoid moving along them.

It is dangerous to be at a distance:

Less than 50 m in the direction of the gas outlet from the engine;

Less than 10 m in front of the engine air intake;

Less than 20 m when airborne radar stations are operating.

2.3. During the pre-flight inspection of an aircraft, it is necessary to:

2.3.1. Use serviceable ladders and ladders provided for the Il-76 aircraft; special care should be taken in adverse weather conditions (for example, during rain, snow). You can not jump off the ladder or go down, stepping through several steps.

2.3.2. Be careful when moving around the parking lot so as not to trip or hit on hoses, cables, cables, sleeves, thrust blocks, carts, cylinders, etc.

2.3.3. To avoid injury to the head, be careful when moving under the fuselage near low-lying parts of the aircraft (for example, external antennas, open hatches, hatches, etc.) and in the area of ​​the ramp.

2.3.4. Before boarding the aircraft, it is necessary to make sure that the onboard ladder is securely installed, excluding the possibility of its spontaneous movement; at the same time, attention should be paid to ensure that the eyes of the ladder enter the sockets, and that there are no ice, fuels and lubricants and other substances that promote sliding on the surface of the ladder.

2.3.5. When climbing (descent) on the side ladder, you should be extra careful, do not rush; there should not be more than one person on the side ladder at the same time; ascent and descent should be carried out facing the onboard ladder.

2.4. In the process of pre-flight preparation, each crew member must be guided by the requirements of the Flight Manual, including:

2.4.1. Flight engineer:

when inspecting the aircraft from the outside (in accordance with the established route), it is necessary:

Make sure that the necessary fire extinguishing equipment is available near the aircraft, that thrust blocks are installed under the wheels of the main landing gear, the aircraft is grounded;

Check the absence of foreign objects under the aircraft and near it;

when viewed inside the aircraft:

Make sure that all technological hatches, floor and ceiling panels are closed;

Make sure that the aisles in the cockpit are free;

Inspect the cargo compartment and the crew cabin and make sure that there are no foreign objects in them;

Make sure doors, hatches and ramp are closed;

Make sure that emergency equipment and watercraft are on board and securely fastened, onboard manual fire extinguishers are in place, onboard first aid kits are complete;

Check the presence of oxygen masks and oxygen in the system;

Make sure that the seat is securely locked, the seat belts are not damaged and the seat belt lock is working (if necessary, adjust the chair and the length of the seat belts);

Check seat pockets to avoid hand injuries left by piercing and cutting objects.

2.4.2. Second pilot:

Check the placement and securing of cargo in the aircraft;

Carry out an external inspection of the cabin, then take your workplace, make sure that the chair is securely locked, the seat belts are not damaged and the belt lock is in good order (if necessary, adjust the chair and the length of the seat belts);

Check the presence of oxygen masks and the health of the oxygen system.

2.4.3. Air Force Commander:

Accept the reports of the crew members on the readiness of the aircraft and its equipment for flight, then personally conduct an external inspection of the aircraft;

Inspect the cabin and make sure there are no foreign objects;

Take your seat, make sure that the chair is securely locked, the seat belts are not damaged and the belt lock is in good condition (if necessary, adjust the chair and the length of the seat belts).

2.4.4. All crew members must check the proper operation of the seat mechanisms, seat belts and the reliability of seat fixation in the flight position; To avoid injury on the edge of the shelf, when rolling the seat to the rearmost position, keep your hands on the armrests.

2.5. When loading and unloading, the following basic requirements must be observed:

2.5.1. To prevent the aircraft from tipping over onto the tail during loading and unloading of the cargo compartment, the tail support must be released; extension and retraction of the tail gear should be carried out with the ramp in a horizontal position.

2.5.2. Before lowering and raising the ramp, extending and retracting the tail gear, opening and closing the doors in the cargo compartment, which have electro-hydraulic control from the front console of the senior flight operator and from the navigator’s control panel, you must make sure that in the area of ​​operation of the mechanisms, as well as in the areas of movement of the ramp, supports and doors are missing people.

2.5.3. Steel ropes used when working with loads must correspond to the mass of the load being moved; ropes that are not provided with information (for example, using a tag) about their testing should not be used in work.

2.5.4. When loading and unloading containers using electric winches, the onboard operator is prohibited from being in the way of their movement (respectively, in front or behind the container). To prevent injury, it is forbidden to stay under a container or other cargo, as well as at the edge of the ramp.

2.5.5. When loading and unloading containers and other cargo with the help of telphers, the flight operator must insure the cargo from swinging with special escort lines; to prevent injury to hands on steel ropes, protective gloves must be used.

2.5.6. Loading and unloading of self-propelled tracked and wheeled vehicles must be carried out on their own; after placing the equipment in the cargo compartment, set it to the parking brake, and install stop blocks under the wheels on both sides.

2.5.7. When loading and unloading with the use of trapdoors according to the "bridge" scheme, the chief flight operator must make sure that the intermediate support is stable and secure.

2.5.8. After placing cargo in the cabin, it is necessary to moor them with mooring chains, net, belts and using locks on containers in accordance with the alignment of the aircraft according to the mooring scheme.

2.5.9. Lifting (lowering) of cargo on the side ladder is prohibited.

2.6. When refueling an aircraft, the following requirements must be met:

2.6.1. Before refueling, it is necessary to check the grounding of the aircraft and the tanker, their connection with a cable to equalize the potentials of static electricity.

2.6.2. Make sure that the necessary fire extinguishing equipment is available at the aircraft parking area.

2.7. During aircraft refueling it is prohibited:

Perform any type of aircraft maintenance work, as well as loading and unloading operations and treatment of the aircraft with Arktika anti-icing liquid;

Connect and disconnect the airfield power supply to the onboard power supply;

Use open fire and lamps that do not meet the requirements of fire and explosion safety;

Continue refueling if a thunderstorm approaches.

3. Safety requirements in progress

flight mission

3.1. The main condition for ensuring the safety of crew members in the process of performing a flight task is their exact compliance with the requirements of the RMP and RLE.

3.2. The aircraft can only be towed if there is pressure in the braking system.

3.3. During the towing of the aircraft, the crew members must be at their workplaces and, if necessary, take measures to stop the aircraft in a timely manner.

3.4. When towing an aircraft at night and in poor visibility conditions, turn on the pulse beacon, navigation and position lights and make sure that the headlights and position lights on the tractor are also turned on.

3.5. The speed of towing on a dry concreted path "nose" forward is allowed no more than 10 km/h, "tail" forward - no more than 5 km/h, near obstacles - no more than 5 km/h.

3.6. Starting the engines can only be started after obtaining permission from the aircraft engineer producing the aircraft and reports from the crew members on the readiness of the aircraft for flight.

3.7. Before starting the engines, it is necessary to make sure that there are no foreign objects in the zone of the exhaust gas jet and the intake air flow in the zone of the engines, the aircraft technician releasing the aircraft is ready to start the engines and has taken his place.

3.8. Before starting the engines, it is necessary to give the command "From the engines"; having received a response signal from the aircraft engineer, proceed to launch.

3.9. Crew members, when taxiing to the start, climbing and descending, while at their workplaces, must be fastened to the seats with seat belts.

3.10. When taxiing, crew members are required to monitor the environment and warn the commander of the aircraft about obstacles.

3.11. Taxiing near obstacles, in areas of heavy traffic of aircraft, special vehicles, people, as well as in limited visibility, is carried out at a speed that ensures, if necessary, a safe stop of the aircraft.

3.12. During flights lasting more than 4 hours, as a preventive measure, you should breathe oxygen for 7 minutes every 2 hours of flight, and also before descending; when using oxygen equipment, it should be remembered that in order to avoid the possibility of an explosion, it is necessary to exclude any contact between oxygen and fats; therefore, work with oxygen equipment should be done with clean hands without traces of fats and oils.

3.13. The time and order of meals for the crew members in flight is determined by the aircraft commander. It is forbidden for both pilots to eat at the same time.

3.14. To avoid accidents, do not pour hot water through the top opening of the electric kettle.

3.15. In emergency cases, open the lid of the electric hot water boiler only 10 minutes after disconnecting it from the mains.

3.16. It is forbidden to brew tea and coffee in an electric kettle, as well as to heat liquids in an electric oven.

3.17. Hot water from the electric boiler must be poured only through taps.

3.18. To open bottles and cans, use only serviceable and intended devices and tools.

4. Safety requirements in emergency situations

4.1. In the event of a fuel spill during refueling on the surface of the aircraft or covering the parking area, refueling must be stopped until the spilled fuel is completely removed. At the same time, the engines can be started no earlier than 10-15 minutes after the removal of spilled fuel from the surface of the aircraft and its parking area.

4.2. In the event of a fire in an aircraft on the ground, crew members must immediately inform the ATC service about this, and at the same time begin the evacuation of passengers. When extinguishing a fire, in addition to airborne means, it is necessary to additionally use ground-based fire extinguishing means available at the aerodrome.

4.3. In flight, if smoke, burning or open flame is detected in the pilot or cargo cabin, it is necessary to immediately report this to the aircraft commander and start searching for and extinguishing the fire using hand-held fire extinguishers and other available means. The fire must be reported to the air traffic controller.

4.4. When smoke appears in the cockpit, all crew members should wear smoke protection equipment (oxygen masks and smoke goggles).

4.5. In the event of a fire in any consumer of electrical energy, it must be immediately de-energized.

4.8. The actions of the crew members in the event of an emergency landing of the aircraft and in other special cases must comply with the requirements of the Flight Manual.

5. Safety requirements at the end of the flight

5.1. After taxiing to the parking lot, it is possible to leave the working places only after the engines are completely stopped and the aircraft is de-energized with the permission of the aircraft commander.

5.2. When leaving the aircraft, you must be attentive and careful, because after the flight the body is tired after the adverse effects of such production factors as noise, vibration, pressure drop, etc.

5.3. The flight engineer must make sure that thrust blocks are installed under the wheels of the main landing gear, and that the aircraft is grounded.

5.4. When performing an external post-flight inspection of the aircraft, it is necessary to observe the precautions set out in paragraph 2.3. of this Model Instruction.

5.6. Crew members must proceed from the aircraft along the apron in designated areas in a safe way, taking into account the security measures set out in paragraph 2.2. of this Model Instruction.

This instruction was developed by the Department of Labor Protection DV1 (Elensky V.V.), 037 laboratory of the State Research Institute of Civil Aviation (Vasilenko A.E.) and agreed with the departments DV1: OLEiS (Stolyarov N.A.), OTERAT (Vorobiev V.I.), OAB (Saleev V.N.), Medical Department (Khvatov E.V.), Legal Department (Efimurkin S.M.).

#G1APPROVED

First Deputy Director

Air Department

transport

G.N.Zaitsev

10.04.96 N DV-52/I

#G0Type instruction

on labor protection for flight personnel

#G1Instruction is being put into effect

from 06/01/96 instead of instructions,

approved by the MGA dated 10.07.90

#G01. GENERAL SAFETY REQUIREMENTS

1.1. This Standard Instruction* applies to the crew of the Il-76 aircraft (aircraft commander, co-pilot, navigator, flight engineer, flight radio operator, senior flight operator, flight operator) and contains the basic requirements for labor protection of crew members in the performance of their duties. Special requirements to ensure the safety of crew members in the process of preparing for the flight and during the flight are set out in the Flight Operation Manual of the Il-76 aircraft (hereinafter referred to as the AFM) and the Flight Operations Manual (hereinafter referred to as the NPP).

#G1---------------

#G0* Based on the Standard Instruction, an instruction on labor protection is developed taking into account the specific conditions at the enterprise (in the organization).

1.2. Aircraft crew members (hereinafter referred to as crew members), regardless of qualifications and length of service, must pass all types of labor protection briefings in a timely manner and in full (introductory, primary at the workplace, repeated). In case of breaks in flight work for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, crew members must undergo an unscheduled briefing (individually or by the entire crew of the aircraft). Persons who have not been instructed are not allowed to work.

1.3. During work, crew members can be affected mainly by the following hazardous and harmful production factors:

Aircraft moving on the territory of the airfield, special vehicles and self-propelled mechanisms;

Jets of exhaust gases from aircraft engines, as well as stones, sand and other objects that have fallen into them;

Air suction streams moving at high speed (aircraft engine nozzle zone);

Rotating propellers of parked planes and helicopters;

Protruding parts of the aircraft and its equipment (sharp edges of antennas, open doors of hatches, hatches, etc.);

Increased slip (due to icing, moistening and oiling of the surfaces of the aircraft, stairs, ladders, parking area and airfield coverage);

Items located on the surface of the aircraft parking area (hoses, cables, grounding cables, etc.);

Performing work close to unprotected differences in height (on a ladder, ladder, aircraft plane, at an open hatch, front door, etc.);

An electric current that, in the event of a short circuit, can pass through the human body;

Sharp edges, burrs, roughness on the surface of equipment, loads, ropes, etc.;

Moved cargo during loading and unloading of the aircraft;

Falling loads, collapsing structures of lifting mechanisms;

Increased noise level from working aircraft engines and APU;

High or low temperature and humidity;

Discharges of static electricity;

Insufficient illumination of the working area, aircraft parking area, apron;

Fire or explosion.

1.4. To control the state of health, the crew of the aircraft must annually undergo a medical examination in the medical flight expert commission (VLEK) and periodic medical examinations in the prescribed manner.

1.5. Crew members who have not passed a periodic medical examination and an annual examination at VLEK are not allowed to fly. Crew members must use overalls, safety shoes and other personal protective equipment in accordance with the current Regulations.

1.6. In case of illness, poor health, insufficient pre-flight rest, crew members must report their condition to the aircraft commander and seek medical assistance.

1.7. If an accident has occurred with a crew member, then he must be provided with medical assistance and reported about the incident in the prescribed manner in order to organize an investigation of this case in accordance with the current Regulations on the procedure for investigating and recording accidents at work.

conducting; to prevent injury to hands on steel ropes, protective gloves must be used.

2.5.6. Loading and unloading of self-propelled tracked and wheeled vehicles must be carried out on their own; after placing the equipment in the cargo compartment, set it to the parking brake, and install stop blocks under the wheels on both sides.

2.5.7. When loading and unloading with the use of trapdoors according to the "bridge" scheme, the chief flight operator must make sure that the intermediate support is stable and secure.

2.5.8. After placing cargo in the cabin, it is necessary to moor them with mooring chains, net, belts and using locks on containers in accordance with the alignment of the aircraft according to the mooring scheme.

2.5.9. Lifting (lowering) of cargo on the side ladder is prohibited.

2.6. When refueling an aircraft, the following requirements must be met:

2.6.1. Before refueling, it is necessary to check the grounding of the aircraft and the tanker, their connection with a cable to equalize the potentials of static electricity.

2.6.2. Make sure that the necessary fire extinguishing equipment is available at the aircraft parking area.

2.7. During aircraft refueling it is prohibited:

Perform any type of aircraft maintenance work, as well as loading and unloading operations and treatment of the aircraft with Arktika anti-icing liquid;

Connect and disconnect the airfield power supply to the onboard power supply;

Use open fire and lamps that do not meet the requirements of fire and explosion safety;

Continue refueling if a thunderstorm approaches.

3. SECURITY REQUIREMENTS IN PROGRESS

FLIGHT MISSION

3.1. The main condition for ensuring the safety of crew members in the process of performing a flight task is their exact compliance with the requirements of the RMP and RLE.

3.2. The aircraft can only be towed if there is pressure in the braking system.

3.3. During the towing of the aircraft, the crew members must be at their workplaces and, if necessary, take measures to stop the aircraft in a timely manner.

3.4. When towing an aircraft at night and in poor visibility conditions, turn on the pulse beacon, navigation and position lights and make sure that the headlights and position lights on the tractor are also turned on.

3.5. The speed of towing on a dry concreted path "nose" forward is allowed no more than 10 km/h, "tail" forward - no more than 5 km/h, near obstacles - no more than 5 km/h.

3.6. Starting the engines can only be started after obtaining permission from the aircraft engineer producing the aircraft and reports from the crew members on the readiness of the aircraft for flight.

3.7. Before starting the engines, it is necessary to make sure that there are no foreign objects in the zone of the exhaust gas jet and the intake air flow in the zone of the engines, the aircraft technician releasing the aircraft is ready to start the engines and has taken his place.

3.8. Before starting the engines, it is necessary to give the command "From the engines"; having received a response signal from the aircraft engineer, proceed to launch.

3.9. Crew members, when taxiing to the start, climbing and descending, while at their workplaces, must be fastened to the seats with seat belts.

3.10. When taxiing, crew members are required to monitor the environment and warn the commander of the aircraft about obstacles.

3.11. Taxiing near obstacles, in areas of heavy traffic of aircraft, special vehicles, people, as well as in limited visibility, is carried out at a speed that ensures, if necessary, a safe stop of the aircraft.

3.12. During flights lasting more than 4 hours, as a preventive measure, you should breathe oxygen for 7 minutes every 2 hours of flight, and also before descending; when using oxygen equipment, it should be remembered that in order to avoid the possibility of an explosion, it is necessary to exclude any contact between oxygen and fats; therefore, work with oxygen equipment should be done with clean hands without traces of fats and oils.

3.13. The time and order of meals for the crew members in flight is determined by the aircraft commander. It is forbidden for both pilots to eat at the same time.

3.14. To avoid accidents, do not pour hot water through the top opening of the electric kettle.

3.15. In emergency cases, open the lid of the electric hot water boiler only 10 minutes after disconnecting it from the mains.

3.16. It is forbidden to brew tea and coffee in an electric kettle, as well as to heat liquids in an electric oven.

3.17. Hot water from the electric boiler must be poured only through taps.

3.18. To open bottles and cans, use only serviceable and intended devices and tools.

4. SAFETY REQUIREMENTS IN EMERGENCIES

4.1. In the event of a fuel spill during refueling on the surface of the aircraft or covering the parking area, refueling must be stopped until the spilled fuel is completely removed. At the same time, the engines can be started no earlier than 10-15 minutes after the removal of spilled fuel from the surface of the aircraft and its parking area.

4.2. In the event of a fire in an aircraft on the ground, crew members must immediately inform the ATC service about this, and at the same time begin the evacuation of passengers. When extinguishing a fire, in addition to airborne means, it is necessary to additionally use ground-based fire extinguishing means available at the aerodrome.

4.3. In flight, if smoke, burning or open flame is detected in the pilot or cargo cabin, it is necessary to immediately report this to the aircraft commander and start searching for and extinguishing the fire using hand-held fire extinguishers and other available means. The fire must be reported to the air traffic controller.

4.4. When smoke appears in the cockpit, all crew members should wear smoke protection equipment (oxygen masks and smoke goggles).

4.5. In the event of a fire in any consumer of electrical energy, it must be immediately de-energized.

4.6. The actions of the crew members in the event of an emergency landing of the aircraft and in other special cases must comply with the requirements of the Flight Manual.

5. SAFETY REQUIREMENTS AFTER FLIGHT

5.1. After taxiing to the parking lot, it is possible to leave the working places only after the engines are completely stopped and the aircraft is de-energized with the permission of the aircraft commander.

5.2. When leaving the aircraft, you must be attentive and careful, because after the flight the body is tired after the adverse effects of such production factors as noise, vibration, pressure drop, etc.

5.3. The flight engineer must make sure that thrust blocks are installed under the wheels of the main landing gear, and that the aircraft is grounded.

5.4. When performing an external post-flight inspection of the aircraft, the precautions set out in paragraph 2.3 of this Model Instruction must be observed.

5.5. Crew members must proceed from the aircraft along the apron in designated areas in a safe way, taking into account the security measures set out in paragraph 2.2 of this Model Instruction.

#G1AGREED

Aviation Union President

composition of Russia

S.M. Plevako