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

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MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

FOR OPERATION

AIRCRAFT AN-24 (AN-24RV)

To this An-24 (An-24RV) Flight Operation Manual

changes No. 1-33, 35 were made.

All terms and units of measurement are given in accordance

with current GOSTs.

Put into action Head

DLS GS GA MT RF

Tarshin Yu.P.

Amendment No. 6 to the RLE of the AN-24 aircraft (editions of 1995) Amendment No. 6 to the RLE of the AN-24 aircraft (editions of 1995)

With the entry into force of this Amendment, you must:

sheets of the RLE of the List of current pages 7-8, Contents pp. 15-16, 2. Pg. 3-4, 2. Pg.

5-6, 4. Pg. 1-2 withdraw and replace with the attached ones.

Insert new sheets with pages 4. Pg. 12a-b, 4. Pg. 12th century

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

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

With the receipt of this Amendment, sheets of the Flight Manual with pages 7. Pg. 92 and 7. Pg. 95 to be replaced by the attached ones.

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

Regarding the use of ILS and VOR navigation systems.

With the receipt of this Amendment, RLE sheets 2. Pg. 5-6.7. Page 149-150.7. Page 155-156 to be replaced by the attached ones.

Approved by the UGNBP FAS Russia Amendment No. 1, 2, 3 To the RLE of the AN-24 aircraft (edition 1995) CHANGE No. 1 (approved on 13.11.97).

On the issue of clarifying the text of paragraph 3 of subsection 7.1.c. (7.Page 24).

AMENDMENT No. 2 (approved on March 24, 1997) regarding the application of the text of subsection 4.6.4. “Approach and landing of an aircraft with two operating engines with a fixed maximum drain of fuel by the PRT-24 system on one of the engines” (4. P. 14).

CHANGE No. 3 (approved on 10/17/97 on the following issues:

PB-5 master settings during landing approach (4.Page 10, Appendix 4.Page

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

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

An-24 (An-24RV)

FLIGHT MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATIONAL LIMITATIONS Section 3. AIRCRAFT FLIGHT READINESS CHECK Section 4. FLIGHT PERFORMANCE Section 5. SPECIAL CASES IN FLIGHT Section 6. AIRCRAFT CHARACTERISTICS Section 7. AIRCRAFT SYSTEM OPERATION Section 8. FEATURES OF AN-24RV AIRCRAFT FLIGHT OPERATION.

Applications:

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

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

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

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

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1. GENERAL

1.1. Purpose of the aircraft

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

1.3. Basic flight data

2. OPERATIONAL LIMITATIONS

2.1. Mass restrictions

2.6. Other restrictions

3. CHECKING AIRPLANE READINESS FOR FLIGHT

3.1. General instructions

3.2. Aircraft pre-flight inspection and systems check

4. OPERATION OF THE FLIGHT

4.1. Preparing for taxiing and taxiing

4.2.1. Takeoff with brakes

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

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

4.2.5. Take-off features at night ……………………………………….……… 8b

4.3. Climb

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

4.5. Decreased ………………………………………………………………................................ 9

4.6 Approach and landing

4.6.1. Approach

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

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

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

4.8. Go-around

FLIGHT MANUAL

4.9. Taxiing into the parking lot and stopping the engines ……………………………….. 18 aircraft operation on unpaved, snowy and ice

4.10.Features of airfields

4.11.Features of aircraft operation at high air temperatures and at high-mountain airfields ……………………………………………………………...26

5. SPECIAL OCCASIONS OF FLIGHT

5.1. Engine failure

5.1.3. Engine failure on takeoff.......…………………………………………………. 5 5.1.4. Engine failure in climb

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

5.2. Airplane fire

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

5.2.3. Fire in the wing compartments

5.2.4. Fire in aircraft cabins and luggage compartments ……………………… 24 5.2.5. Fire on the ground

5.3. Cabin depressurization

5.4. Emergency reduction …………………………………………………………. 26

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

5.9. Actions of the crew in case of aircraft icing …………………………………...45

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

5.12. Crew actions in case of spontaneous deviation of the aileron trimmer or rudder trimmer to the extreme position in flight with the autopilot disengaged ……………………………………………………………………………………… ………53

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

5.15. Actions of the crew during the shutdown of two engines in flight ……………….. 57

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5.17. Takeoff aborted for reasons other than engine failure...... 60

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

6. AIRCRAFT CHARACTERISTICS

6.1.2. Best flight altitude

6.1.3. Fuel filling calculation

6.2. Take-off characteristics……………………………………………………....13

6.3. Climb mode

6.4. Characteristics of the flight along the route ………………………………………...68

6.5. Descent mode ……………………………………………………….76

6.6. Landing characteristics

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

7. OPERATION OF AIRCRAFT SYSTEMS

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

7.1.2. Preparation for flight ……………………………………………………….....5 7.1.3. Heating of engines in the cold season ………………………………… 20 7.1.4. Vibration control equipment IV-41A ……………………………………..21 7.1.5. Engine water injection system

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

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

7.3. Oil system ………………………………………………………………….1 7.3.1. General information ……………………………………………………………….1 7.3.2. Flight preparation…………………………………………………………...2 7.3.3. Operation in flight ………………………………………………………..2

7.4. Fire extinguishing system

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

7.5. Hydraulic system……………………………………………………………1 7.5.1. General information………………………………………………………………...1 7.5.2. Flight preparation …………………………………………………………...3 7.5.3. Operation in flight

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

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

FLIGHT MANUAL

7.6.2. Flight preparation

7.6.3. Operation in flight

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

7.7. Control system

7.7.1. General information

7.7.2. Flight preparation

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

7.8. Air conditioning system

7.9. Underfloor space heating system (SOPP) …………………..1

7.10. Cab Air Pressure Control System

7.10.1. General information

7.10.2. Flight preparation

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

7.11. oxygen equipment

7.11.1. General information

7.11.2. Flight preparation

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

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

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

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

7.13.2. Lighting

7.14. Flight and navigation equipment

7.14.1. General information

I. Flight equipment ……………………………………………………....... 2 7.14.2. Total and static pressure systems ………………………………..... 2 7.14.3. Aircraft attitude indication and control system 9 7.14.4. Autopilot AP-28L1…………………………………………………………….27 7.14.5. Automatic angle of attack and overload with signaling AUASP-14KR …….. 39 7.14.6. Radio altimeters …………………………………………………………....41 7.14.7. Ground proximity warning system (SSOS)... 47 II. Navigation equipment

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

7.14.11. landing systems

7.14.12. Aircraft transponder COM-64

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

FLIGHT MANUAL

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

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

7.16. Recording instruments ………………………………………………........... 1 7.16.1. Flight modes registration system MSRP ………………………………….1 7.16.2. Aircraft tape recorder MS-61B ……………………………………………... 3

7.17. Airborne emergency equipment ……………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………1 7.17.1. General information

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

7.18. household equipment

7.18.1. General information

7.18.2. Flight preparation …………………………………………………………...1 7.18.3. Operation in flight ………………………………………………………...1 7.18.4. Possible malfunctions and actions of the crew …………………………….2

8. FEATURES OF THE AN-24RV AIRCRAFT OPERATION

8.1. General information

8.1.1. Basic flight data of the An-24RV aircraft ………………………………..5 8.1.2. Basic data of the engine RU19А-300 ……………………………………...6

8.2. Operating restrictions …………………………………………………..6 8.2.1. The main restrictions on the aircraft ……………………………………………...6 8.2.2. Basic restrictions on the RU19A-300 engine ……………………………6

8.3. Aircraft flight readiness check

8.4. Flight performance

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

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

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

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

8.5.2. RU19A-300 engine failure on takeoff

8.5.3. AI-24 engine failure during climb ……………………………………..11 8.5.4. AI-24 engine failure in level flight ……………………………12

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

FLIGHT MANUAL

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

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

8.6.2. Preliminary characteristics ...................................................... ........ 17 8.6.3. Climb modes

8.7. Operation of aircraft systems

8.7.1. Operation of the RU19А-300 engine ……………………………………....... 39

1. Operating modes and operating data …………………………………...39

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

3.Preparing for flight ….…………………………………………………………….41

4. Features of operation of the RU19А-300 engine at negative air temperatures …………………………………………………………………………………………48

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

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

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INTRODUCTION The flight manual contains information, instructions and recommendations necessary for the safe flight within the established limitations and flight conditions for this aircraft in accordance with its purpose.

Departure without RLE is prohibited.

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

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

The numbering of subsections of section 8 coincides with the numbering of sections of the RLE. Changes in the Manual are made by replacing old sheets, adding new sheets or canceling sheets without replacement.

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

Newly entered sheets indicate the date of approval.

All changes must be reflected in the Change Registration Sheet.

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

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

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

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1.1. The purpose of the aircraft ……………………………………………………….. 3

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

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

1.4. Basic data of the power plant

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

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

The fuselage houses the cockpit, passenger compartment, wardrobe, toilet, luggage and cargo space.

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

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

The general view of the aircraft is given in fig. 1.1.

1.2. MAIN AIRCRAFT GEOMETRIC DATA

1.2.1. GENERAL DATA Aircraft height, m ​​……………………………………………………………………. 8.32 Aircraft length, m…………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. …………………………...0.86 Chassis track (along the rack axes), m

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

1.2.2. WING

Wingspan, m

Wing area, m2:

For aircraft with a two-fold centercloth ........................................................................... 72.46 For airplanes with the one-skate cent route

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Average aerodynamic chord, m:

for aircraft with a double-slotted center flap

for aircraft with a single-slot center flap

Angle of the transverse "V", deg.:

on the detachable part of the wing ………………………………………………. -2 on the center section

Wing sweep angle (at 25% of the chord)

Wing installation angle, deg……………………………………………………………… 3

Aileron deflection angle, degrees:

Aileron trimmer deflection angles up and down from the neutral position, deg.

On aircraft modified according to bulletin No. 907 DM, the angles of deviation of the aileron trimmer up and down from the neutral position, deg………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………

Flap deflection angle, degrees:

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

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

Cargo door opening dimensions, m:

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

Passenger (entrance) door opening dimensions, m:

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

Sizes of openings onboard emergency hatches, m:

Distance from the ground to the opening, m:

cargo door

tailgate

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

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1.2.4. TAILAGE Horizontal tail area, m2 ……………………………………………..17.23 Horizontal tail span, m ……………………………………………… …… 9.09 Stabilizer setting angle (relative to the wing chord), deg………………....... -3 Vertical tail area (without forkle), m2…………………………………… .13.28 Height of the keel above the fuselage, m

Elevator deflection angle, degrees:

up …………………………………………………………………………… 30 down……………………………………………… ……………………………...15 Elevator trim angles, deg……………………………………………………………………………………………………………………………………………………………………………………………………………………………. ………………………………………… ±25 Deflection angles of the rudder trim tab, deg………………………………………………………………±20 Deflection angles of the spring compensator, deg… ………………………………….. ±16.5 Deflection angles of the combined trimmer-servo-compensator (on aircraft with one controlled surface on the rudder), degrees:

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

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

The speed of the beginning of the lifting of the front support with a take-off weight of 21000 kg, km / h:

z =15°…………………………………………………………………..….210 z =5° ……………………………… …………………………...………….225 Takeoff run at a takeoff weight of 21000 kg (CA), m;

z =15°………………………………………………………………………...850 z =5°……………………………… ……………………………………...1000 at the GVPP with conditional soil strength of more than 8.0 kgf/cm2, s =15°……………....... 900 Length run at a landing weight of 20,000 kg on the runway and main runway with a conditional soil strength of 8.0 kgf/cm2 (CA), m

The length of the aborted takeoff in case of failure of one of the engines at a speed of Vp op with a takeoff weight of 21000 kg on the runway, (CA), m:

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Vertical speeds, climb time and practical ceiling of the aircraft at the maximum rate of climb mode with the nominal mode of two working engines

Vertical speeds, aircraft climb time in economy mode with nominal mode of two operating engines ……………………… see in Table. 6.7 Vertical speeds, climb time and practical ceiling of the aircraft with one engine running at maximum mode (the propeller of the failed engine is feathered) ……………………………………………………………. see table. 5.1 and 5.2 Stall speeds in flight idling ...... see table. 5.4 and in fig. 5.7.

1.4. MAIN DATA OF THE POWER PLANT

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engine's type

Takeoff power, e.l.s. ……………………………………………………………........ 2550 Rated power, el.s. …………………………………………………………….2100 Engine weight, kg

1.4.2. AI-24T ENGINE

Takeoff power, e.l.s.

Maximum power, el.s. …………………………………………………………...2510 Rated power, el.s.

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

engine's type

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

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Screw diameter, m

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

Blade angles, degrees:

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

Vane position

Range of operating angles of installation of blades, hail. 8-50

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2.1. Mass restrictions

2.2. Centering restrictions

2.3. Power plant restrictions

2.4. Airspeed limits

2.5. Maneuvering restrictions

2.6. Other restrictions

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2.1. WEIGHT LIMITS Maximum aircraft takeoff weight, kg

Maximum landing weight of the aircraft, kg

Maximum payload weight, kg passenger version

cargo variant

Maximum number of passengers, pers.

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2.4. INSTRUMENT SPEED LIMITS 2.4.1. Maximum allowable instrument speeds, km/h:

In service (flaps retracted)

When extending and retracting flaps, as well as when flying with flaps deflected at an angle: 15 ° -5 °

When releasing and retracting the landing gear

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

With an emergency drop

2.4.2. The minimum allowable IAS for flights is the rate of climb (excluding takeoff and gliding modes).

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

6, tab. 6.7-6.14).

2.5. MANEUVERING LIMITS

Maximum allowable roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flights

Maximum allowable bank angle in flight with one failed engine, deg15

Maximum allowable vertical overload:

With flaps retracted

With flaps extended

Minimum allowable vertical overload

2.6. OTHER LIMITATIONS

2.6.1. BY THE NUMBER OF CREW MEMBERS

The main composition of the aircraft crew:

aircraft commander;

Second pilot;

Navigator;

Flight mechanic.

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

2.6.2. BY WIND SPEED DURING TAKEOFF AND LANDING 2.2.

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

Dependence of the maximum permissible crosswind (at an angle of 90° to the runway on the runway friction coefficient) Maximum speed component fair wind during takeoff and landing - up to 5 m / s.

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

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

Takeoff from the main runway should be performed with z = 15°, regardless of the length of the main runway.

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By two driving radio stations (OSB) 100 1500 By one driving radio station (LORS) 200 2500

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

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

2.6.6. ON MANAGEMENT OF THE WHEELS OF THE FRONT PILLAR OF THE CHASSIS The maximum speed of taxiing when controlling the wheels of the front landing gear from the helm is not more than 30 km/h.

At speeds over 30 km/h, it is permitted to use the wheel control of the front landing gear from the steering wheel only in exceptional cases - to prevent an accident.

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3.1. General instructions

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

3.2.1. Responsibilities of a Flight Mechanic

3.22. Navigator duties

3.23. Responsibilities of a radio operator

3.2.4. Responsibilities of a flight attendant

3.2.5. Responsibilities of co-pilot

3.2.6. Duties of the pilot-in-command

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3.2. CREW PRE-FLIGHT INSPECTION AND SYSTEM CHECK

3.1.1. RESPONSIBILITIES OF THE ENGINEER

Prior to the start of the pre-flight inspection, check that the aircraft has:

Aircraft airworthiness certificates;

Aircraft registration certificates;

aircraft logbook;

An-24 aircraft flight manual;

Aircraft health log.

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

Familiarize yourself with the order card for the operational type of aircraft maintenance.

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

Accept Additional information on the adjustment or replacement of units that were carried out on the aircraft after the previous flight.

Make sure that all faults recorded in the aircraft logbook are corrected.

–  –  –

Notes: 1. AI-24 engines must be heated when the oil temperature at the engine inlet is below minus 15°C (when engines are operated on oil mixture) and below minus 25°C (when engines are operated on MN-7.5U oil), regardless of outside air temperature.

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

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

Air screws. Easily rotated by hand in the direction of rotation and there are no extraneous noises in the engine

–  –  –

1. Documentation for maintenance. Accept the aircraft from the technical team.

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

–  –  –

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

Notes:

1. In the absence of a flight radio operator in the crew, the navigator performs a pre-flight inspection of the aircraft to the extent specified in clause 3.2.3. (“Obligations of a radio operator”).

2. In the absence of a navigator in the crew, the pre-flight inspection of the aircraft in the scope specified in clause 3.2.2 is performed by the co-pilot and ATB specialists. The ARC, radar, GIK, GPC and KI-13 are tested for performance by ATB specialists.

–  –  –

Object of inspection and verification Check and make sure - instructions and tables for setting up radio stations, There are fuses and a set of spare radio tubes;

Microphone and microtelephone headset; Available

–  –  –

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

Inspect and test the aircraft.

–  –  –

Wheel control wheel front landing gear; Neutral - nose gear wheel control switch; Off - landing gear extension and retraction control switches, Neutral, fixed by flaps;

Aircraft parking brake installed

–  –  –

Spend (on STC) pre-flight information.

Command the crew to prepare to start the engines. Start the engines, as indicated in subsection. 7.1.

–  –  –

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

42.1. Takeoff with brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of take-off with a crosswind

4.2.4. Noise reduction takeoff

4.25. Features of taking off at night

4.3. Climb

4.4. Flight along the route

4.5. decline

4.6. Approach and landing

4.6.1. Approach

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

4.63. Landing

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

4.6.5. Features of landing with a side wind

4.6.6. Features of landing at night

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

4.8. Go-around

4.9. Taxiing into the parking lot and stopping the engines

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

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

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

4.12. Flights in icing conditions

4.12.1. General provisions

4.12.2. Takeoff and climb

4.12.3. flight at flight level

4.12.4. Descent, approach and landing

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

FLIGHT MANUAL

FLIGHT OPERATION - Taxiing

4.1 TAXI PREPARATION AND TAXIING

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

2. Make sure that there is pressure in the hydraulic system of 120-155 kgf/cm2, check that the wheel brake is turned on.

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

4. Turn on flight and navigation equipment and radio equipment.

On aircraft not equipped with SSOS, set the radio altimeter to 100 m.

5. Check the free play of the aircraft controls. Set the PB trim to the position corresponding to the takeoff centering of the aircraft, and the aileron and PH trims to the neutral position.

6. Turn on the glass heating in the reduced mode.

7. Turn on the aircraft and engine icing alarms.

8. Make sure the switch "WING OPERATORS. INPUT RU-19” (“WING and OPERATOR”) is set to “OFF” (neutral position).

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

In the "OPEN" position

In case of conditions of possible icing;

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

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

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

12. Read the Before Taxiing section of the Checklist.

1. Engage nose gear wheel steering.

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

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

ATTENTION: 1. IT IS PROHIBITED BEFORE THE AIRCRAFT STARTS

ROTATE STEERING HANDLE AND DEFLECT

PEDALS WITH TAKE AND LAND CONTROLS ON.

2. WHEN TAXIING ALL GYROSCOPIC INSTRUMENTS MUST BE ON.

AIR HORIZONS ARE CLEARED.

3. WHEN ENGINES WORK AT MODES 0-35°, MOVE

SMOOTHLY, TEMPO 10-15°/s.

4. Release the aircraft from the parking brake and gradually increase the engine operating mode to 15-20° according to the UPRT.

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

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

FLIGHT MANUAL

FLIGHT PERFORMANCE - Taxiing the throttle, counteracting the turning moment by turning the wheels of the nose landing gear at an angle of not more than 20 ° (on the wheel control wheel of the nose landing gear and braking).

7. Read the Taxiing section of the Checklist.

While driving, check:

The operation of the main braking system;

The operation of the emergency braking system by smooth and simultaneous deflection of the emergency braking handles (the emergency pumping station is operating - the yellow light indicator lights up);

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

Wheel control of the front landing gear from the steering wheel.

After checking, set the STUN WHEEL switch to the desired position and continue to steer. With the STUN WHEEL switch set to the OFF position, you can steer with the brakes applied (if necessary) with the caster front wheels.

ATTENTION. IT IS FORBIDDEN TO MAKE THE AIRCRAFT TURNS AROUND

FIXED WHEELS SUPPORTS. TAXI TURNS PERFORM

SMOOTHLY, AT THE CALCULATION OF 90° FOR A TIME NOT LESS THAN 6-8 C.

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

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

b) check the correspondence of the heading readings on the indicators GPK-52 of the PIC and the co-pilot to the azimuth of the taxiway (or runway) of taxiing.

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

Note. If the taxiway conditions for the line start do not allow you to align the heading, then make this show at the line start.

At pre-launch:

1. Extend the flaps by 15° or 5° depending on the launch conditions, turn on the heating of the air pressure valve and the air cooler (switch on the air pressure heater no later than 1 minute at plus, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff run) .

2. Check that the PB trimmer is set to the position corresponding to the takeoff balance of the aircraft.

3. Check that the aileron and PH trims are set to neutral.

4. Check that the oil cooler shutter control switch is set to AUTOMATIC.

5. Set the air intake from the engines to the “OFF” position.

6. Read the Pre-Start section of the Checklist.

At the executive start:

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

2. Set the intermediate stop screw release switch to the SCREW ON STOP position.

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

–  –  –

4.2. TAKEOFF 4.2.1. BRAKING OFF

After obtaining permission to take off:

1. Make sure there are no obstacles on the runway.

2. While holding the aircraft on the brakes, smoothly and synchronously increase the engine operation mode to 30-40° according to the UPRT and when a stable speed is established at 99.5-100.5% for AI-24 engines of the 2nd series or 103-105% for AI-24T increase the operating mode of the engines up to 100 ° according to the UPRT.

ATTENTION. TEMPORARY, UNTIL MODIFICATIONS. ON RELEASE

FLAPS AT 5° TO MUTE ALARMS

(SIRENS) ABOUT FLAPS 15° PRESS THE BUTTON

RIGHT PILOT CONSOLE “OFF. SIR. AND PRER. HIGH SIGN", AND

THE FLAPS OUT LIGHT CONTINUES ON.

SOUND ALARM RESETS AFTER CLEANING

CHASSIS. PAY PARTICULAR ATTENTION TO THE LIGHT SIGNAL ABOUT THE

FIRE ON THE AIRCRAFT, AS THE BUZZER

FIRE FOR THE TAKEOFF PERIOD UNTIL THE CHASSIS IS DISABLED. PROHIBITED

DISABLE. SOUND ALARM USING NPP.

After making sure that the engines are operating normally, deflect the yoke away from you by at least half the travel from the neutral position, smoothly release the brakes and start the takeoff run, preventing premature takeoff of the aircraft.

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

ATTENTION. MAINTAIN THE DIRECTION OF THE AIRCRAFT TAKEOFF

CHANGING THE ENGINE OPERATION MODES IS FORBIDDEN.

On the takeoff run before decision speed (V1), abort the takeoff if:

The red signaling devices or the light signal board lit up;

Circumstances or malfunctions have occurred that, according to the PIC, may pose a threat to the safety of continuing the take-off or subsequent completion of the flight.

The actions of the crew to abort the takeoff do not differ from those prescribed for the case of an aborted takeoff due to the failure of one engine.

5. If during takeoff from a wet or slippery runway it is impossible to keep the aircraft on the brakes at takeoff or rated engine operation, set the engines to 30-40 ° according to the TLS. Then release the brakes and, during the takeoff run, bring the engines to takeoff, while not allowing a sharp movement of the throttle to prevent the aircraft from turning.

6. Upon reaching the speed Vp.op, depending on the takeoff weight of the aircraft (see Fig. 6.3), by taking the yoke, start lifting the wheels of the front landing gear until the aircraft separates from the runway.

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

A WARNING. TO AVOID FUSELAGE CONTACTING THE RUNWAY

IT IS PROHIBITED TO INCREASE THE ANGLE OF ATTACK MORE THAN 11.5° ON UAP-14KR.

7. After lift-off with virtually no holding, move the aircraft into climb while accelerating. The desire of the aircraft after the liftoff to turn to the right is parried by deflecting the rudder and ailerons.

–  –  –

8. At a height of at least 3-5 m, brake the wheels. When the yellow lights come on, check that the wheel brake is working properly.

A WARNING. IF AFTER BREAKING OFF, WHEN THE WHEELS

THE YELLOW LIGHTS DO NOT ILLUMINATE, INDICATING

ABOUT THE MALFUNCTION OF THE AUTOMATIC BRAKING. TURN OFF AUTOMATIC

BRAKING; WHEN LANDING, REMEMBER THAT THE MACHINE IS OFF AND

BRAKING SMOOTHLY.

9. Give a command to the flight engineer to retract the landing gear, the flight engineer, after making sure that the light signaling “ON BY PEDALS” for controlling the wheels of the front landing gear, goes out, retracts the landing gear.

A WARNING. IF AFTER THE AIRCRAFT LEAVES

"ON BY PEDAL" DOES NOT GO OFF. TURN OFF TAIL AND LANDING

FRONT CHASSIS WHEEL STEERING REMOVE CHASSIS. ON THE

LANDING TAKE AND LANDING CONTROLS ONLY ON AFTER

TOUCHING THE RWY WITH THE WHEELS OF THE NOSE PILLAR.

Notes: 1. When taking off with a large takeoff weight (more than 20,000 kg) or at high ambient temperatures during retraction of the landing gear during takeoff from (h = 5°), short-term vibration of the front support is possible.

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

10. At an altitude of at least 120 m at a speed of 240-270 km/h (w=15°) and 245-275 km/h (w=5°), depending on the takeoff weight, give the command. “Flaps retract”, according to which the flight engineer retracts the flaps in three steps (flaps from the 5 ° position and on aircraft modified according to Bulletin No. 1321BU-G are retracted in one step). In the process of retracting the flaps, do not allow the loss of altitude and decrease in pitch angle. Take off the arising forces on the steering wheel with the trimmer of the elevator. By the end of the flap retraction increase the speed to 270-300 km/h depending on the takeoff weight.

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

REMOVE WITH TRIMMERS. WHEN THE POSITION OF THE FLAPS IS CHANGED, THE LOAD

REMOVE CI AFTER EACH FLAPS RETRACTION (EXTENSION).

2.WHEN THE GROUND DANGER ALARM IS ACTIVATED DURING TAKEOFF TO

FLAPS RETRACT IMMEDIATELY STOP DOWN AND

GO TO CLIMB. WHEN THE ALARM IS ACTIVATED

DANGEROUS GROUND" AFTER FLAPS REMOVAL AND FURTHER

MANEUVERING IN THE TAKEOFF AREA IF THE FLIGHT IS OVER

HILLY OR MOUNTAIN TERRAIN. POWER THE PLANE TO

CLIMB (WITHOUT GOING BEYOND

G-LOAD AND ANGLE OF ATTACK) AND SET THE ROD TO TAKE-OFF MODE.

HOLDING IT UNTIL THE ALARM SHUT OFF.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in a bumpy situation, a short-term (no more than 2 s) alarm "GROUND DANGER" is possible, which does not require the crew to change the flight trajectory.

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

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

FLIGHT MANUAL

FLIGHT - Take off the engines to the nominal operating mode, balance the aircraft with trimmers, turn on the air intake from the engines to the air conditioning system.

For airplanes equipped with the RU19A-300 wing, empennage and air intake automatic activation system, regardless of weather conditions, the switch “WING and OPERATORS.

INPUT RU19A-300 "(" WING AND OPERATORS ") set to the position" AUTOMATIC ".

4.2.2. TAKEOFF WITH A SHORT STOP ON THE RUNWAY

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

2. The use of takeoff with a short stop on the runway is permitted provided that the actual airplane mass is less than the maximum allowable, calculated by the parameters D and R

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

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

Control Check Cards PIC to request permission to taxi to line start.

5. Having received permission to taxi out, the PIC gives the command: “Taxiing out. Card control.

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

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

Wherein:

For the co-pilot to check the activation of the air pressure heater and report: “The air pressure heater is on. Ready";

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

6. After the aircraft is brought to the RWY axis, the PIC engages the takeoff and landing control of the wheels of the front landing gear, taxi for 5-10 m and, having stopped the aircraft, hold it with the brakes. To the crew to complete the control according to the Control Inspection Card.

Wherein:

To the flight mechanic, set the switch for removing screws from the intermediate stop to the “SCREWS ON THE STOP” position and, after making sure that the emergency lights are off, report: “The red signals are off. Ready". Smoothly and synchronously move the throttle to the position of 30-40 ° according to the UPRT;

To the navigator (co-pilot) to agree on the heading system (if it was not previously agreed on the taxiway) and report: “Heading ..., agreed. Ready";

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

ATC mode is set. Ready".

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

–  –  –

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

10. If by the time of the “Control” report the engines have not reached the takeoff mode (the flight mechanic’s report “Take off mode” has not been received), the PIC must immediately stop the takeoff, acting in accordance with the instructions of subparagraph a) “Engine failure on takeoff run up to the speed of making a decision V1 when performing flights from the runway and main runway” (clause 5.1.3).

ATTENTION. WHEN THE COUNTER WIND SPEED COMPONENT IS 12 M/S AND MORE

TAKEOFF WITH A SHORT STOP IS FORBIDDEN.

11. Further actions of the crew - in accordance with paragraph 4.2.1 "Take off from the brakes", starting from subparagraph 6.

4.2.3. FEATURES OF TAKEOFF WITH A CROSS WIND 2.1, when taking off from a hard unpaved runway of 12 m/s, take off with the obligatory use of takeoff and landing wheel control of the front landing gear.

The tendency of the aircraft to turn and roll on the takeoff is parried with the rudder and ailerons, using the takeoff and landing control of the wheels of the nose landing gear and, if necessary, the brakes. After takeoff, parry the drift by changing course to the drift angle.

4.2.4. GROUND NOISE REDUCTION TAKEOFF

After takeoff, at a height of at least 5 m, brake the wheels and retract the landing gear. Gradually bring the aircraft into climb while simultaneously accelerating to an IAS of 250 km/h.

Climb at a constant speed with flaps at 15°.

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

At an altitude of at least 500 m, remove the flaps, with an increase in speed up to 280-300 km / h, parrying the tendency of the aircraft to subside by deflecting the helm. Reduce the operating mode of the engines to nominal.

4.2.5. FEATURES OF TAKEOFF AT NIGHT

Take off, as a rule, with the headlights on, for which, after taxiing out on the runway and putting the engines into takeoff mode, turn the headlight control switch to the “HIGH LIGHT” position.

The technique for taking off at night is similar to the technique for taking off during the day.

Keep the direction on the runway according to the relative displacement of the runway landing lights lines and along the runway axis. After the aircraft lift-off, perform piloting according to the attitude indicator, speed indicator and variometer.

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

4.3. CLIMB

1. The values ​​​​of the indicated speed and the operating modes of the engines during the set of the echelon are indicated in subsection. 6.3. "Climb mode".

–  –  –

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

CLIMB PROCESS IF FLIGHT OVER

HILLY OR MOUNTAIN TERRAIN, OR IF CREW

THE CHARACTER OF THE RELIEF IS UNKNOWN. POWER THE AIRCRAFT TO

A STEEPER CLIMB TRAJECTORY (WITHOUT GOING OUT

ON TAKEOFF MODE. HOLDING IT UNTIL SHUTDOWN

ALARMS. OBSERVE THE RELIEF ON THE LOCATOR. AT

NEED CLIMB WITH CHANGE OF COURSE.

4.4. FLIGHT ON THE ROUTE Having reached the desired altitude without changing the engine operation mode, transfer the aircraft to level flight and set the engine operation mode required for the given flight weight and flight altitude.

Characteristics of horizontal flight are given in subsection. 6.4.

Control the air temperature and pressure difference in the cabin, the operation of the aircraft engines and systems. Keep track of even fuel consumption from the left and right groups of tanks, using the banding system to equalize the fuel.

ATTENTION. WHEN THE EARTH DANGER ALARM IS ACTIVE

LEVEL FLIGHT OVER HILLY OR MOUNTAIN TERRAIN

OR IF THE CREW IS UNKNOWN THE NATURE OF THE TERRAIN. VIGOROUSLY

ALLOWABLE GLOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD

ALARMS.

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

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

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

Read the “Before De-Leveling” section of the Checklist.

Decrease in the modes in accordance with the recommendations of Sec. 6.5 "Descent Mode".

ATTENTION. WHEN THE GROUND DANGER ALARM IS ACTIVATED ON

DECREASE, INCLUDING IN THE LANDING ZONE, IMMEDIATELY DECREASE

VERTICAL DECREASE RATE. IF THERE IS A FLIGHT

IS CARRIED OUT OVER HILLY OR MOUNTAIN TERRAIN OR IF

THE CREW DOES NOT KNOW THE NATURE OF THE TERRAIN, TRANSLATE ENERGICALLY

AIRCRAFT CLIMBING (WITHOUT GOING BEYOND

G-LOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD TO TAKE-OFF

MODE, HOLDING IT UNTIL THE ALARM IS OFF.

–  –  –

OBSERVE THE RELIEF ON THE LOCATOR, IF NECESSARY

CLIMB WITH A CHANGE OF COURSE. ABOUT THE EXECUTED MANEUVER

REPORT TO ATC.

Make a descent according to the descent and approach pattern established for the given aerodrome.

At transition level altitude, after receiving the landing aerodrome pressure from the air traffic controller, read the “After transition to aerodrome pressure” section of the Checklist.

If in the process of descent from the transition level to the height of the circle, the radio altimeter preset altitude alarm went off, stop the descent, check the readings of the barometric altimeters and evaluate, taking into account the terrain, their compliance with the radio altimeter readings. Check that the pressure setting on the barometric altimeters and the set circle height on the radio altimeter are correct.

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

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

After making sure that you can continue to confidently control the flight altitude, continue the descent to the height of the circle.

4.6. APPROACH AND LANDING 4.6.1. LANDING APPROACH If in the process of descending to the altitude of the circle, the radio altimeter preset altitude signaling device did not work, then at the height of the circle, evaluate, taking into account the terrain, the correspondence of the barometric altimeter readings to the radio altimeter readings and check the operability of the radio altimeter with the built-in control.

Set the radio altimeter setter to 60 m (or VLOOKUP if VLOOKUP is less than 60 m).

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

Maintain the height of the log in a circle according to the instructions for this airfield.

Perform level flight in a circle with landing gear retracted at an IAS of 300 km/h.

ATTENTION. WHEN THE ALARM IS SAFE EARTH" IN PROGRESS

PERFORMING A MANEUVER FOR LANDING APPROACH AT THE AERODROME,

LOCATED IN MOUNTAIN OR HILLY AREAS. VIGOROUSLY

PUT THE AIRCRAFT IN CLIMB (WITHOUT GOING OVER

ALLOWABLE GLOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD

TO TAKE-OFF MODE, KEEPING IT UNTIL SHUT DOWN

ALARMS. REPORT TO THE CONTROLLER ON THE COMPLETED MANEUVER

ATC.

Before the start of the third turn at a speed of 300 km/h, give the command to extend the landing gear, and when approaching the shortest route, extend the landing gear at a distance of at least 14 km.

A WARNING. IF THE CHASSIS IS NOT RELEASED:

- WHEN HARVESTING ORES BEFORE THE FLIGHT LOW GAS, THE SIREN WILL BURN,

WHICH CAN BE DISABLED BY THE “OFF” BUTTON. SIR. AND PRER. HIGH SIGN";

WHEN THE FLAPS ARE EXTENDED AT 13-17°, THE SIREN WILL BE BUM AND THE BUTTON IS OFF.

SIR. AND PRER. HIGH SIGNAL WILL NOT DISABLE.

Set the flight latch stop control lever against the range mark corresponding to the actual air temperature near the ground at the landing airfield. Check that the landing gear wheel control is engaged.

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

–  –  –

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

Before the fourth turn or at the estimated distance from the fourth turn when landing on the shortest path, at an IAS of 280-300 km/h, extend the flaps to 15°.

ATTENTION. IF BALANCE IS DISTURBED IN THE PROCESS OF FLAPS EXTENSION

AND THE PLANE WILL OCCUR, SUSPEND RELEASE

FLAPS AND LANDING WITH FLAPS DEFLECTED

BEFORE THE POSITION AT WHICH THE ROLL BEGINS.

When the flaps are deflected, the aircraft tends to soar. which must be parried by a proportional deviation of the steering wheel from itself. Efforts on the steering wheel are removed by deflecting the trimmer of the elevator. After deflecting the flaps by 15°, set the IAS to 250 km/h and complete the fourth turn.

At aerodromes with 25° bank approach procedures, extend 15° flaps before the third turn at 280-300 km/h. Then, at a speed of 250 km/h, make the third and fourth turns with a bank angle of 25°.

Extend the flaps to 38° before entering the glide path. With additional release of the flaps, the tendency of the aircraft to soar is less pronounced and is parried by a slight pushing the helm away from you. Gliding speed with flaps deflected by 38° should be 210-200 km/h on the instrument, depending on the flight weight (Table 4.1).

Read the “Before Entering the Glide Path” section of the Checklist.

ATTENTION. IN THE EVENT OF AN EARTH DANGER ALARM WHEN

IMMEDIATELY DECREASE VERTICAL

DROP RATE AND CHECK PROFILE

LOWERING AND POSITION OF THE CHASSIS; IF THE CHASSIS HAS BEEN

UNRELEASED. GO FOR THE SECOND CIRCLE. IN THE EVENT OF ACTIVATION

ALARMS TO BE OR "DANGER TO GROUND" (SSOS) WHEN FLIGHT ON

LEADING STRAIGHT UNTIL A RELIABLE

VISUAL CONTACT WITH APPROACH LIGHTS OR OTHER

GO TO THE SECOND LAP WITH THE LANDING COURSE.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in a bumpy, as well as when approaching an aerodrome with a difficult surface topography on the landing straight, including when flying along a glide path with an inclination angle of more than 3 ° (flying over an obstacle), a short-term , but not more than 2-3 s (or the time specified in the special service information in relation to this landing course of a particular aerodrome), the “GROUND DANGER” alarm is triggered, which does not require the crew to take actions to change the flight trajectory.

Table 4.1 Flight weight, kg Instrument gliding speed, km/h Less than 19000 200 By decision of the pilot-in-command, landing can be performed with flaps deflected no more than 30°.

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

Fly over the DPRM at the altitude indicated in the chart for the given aerodrome.

Turns to clarify the exit to the runway after the flight of the LBM should be performed with a bank angle of not more than 15 °, control the height using a barometric altimeter and a radio altimeter.

At an altitude of 200-100 m, turn off the air intake from the engines to pressurize the cabin.

Section 4 p.11 An-24 (An-24RV)

FLIGHT MANUAL

FLIGHT OPERATION – Landing Approach Flew the UPDM at the altitude specified in the procedure for the given aerodrome.

Altitude control by barometric altimeter and radio altimeter.

If before establishing reliable visual contact with ground references (approach lights, etc.) the radio altimeter light signaling device worked on the landing course, it is necessary to immediately start a go-around maneuver.

Preservation of the set gliding speeds and refinement of the calculation for landing is carried out by changing the mode of operation of the engines.

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

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

The length of the runway at the landing aerodrome should not be less than the actual landing distance for z = 38°, determined from Fig. 6.41.

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

LANDING After establishing a reliable visual contact with the ground reference points, before reaching the TLS, the PIC should assess the value of the lateral deviation of the aircraft from the runway axis.

Maximum allowable lateral deviations from the runway axis:

–  –  –

The PIC evaluates the actual lateral deviations visually, using landing lights and other reference points.

If the actual lateral deviation exceeds the maximum allowable one, the PIC at an altitude not lower than the VLR must start a go-around.

If the actual lateral deviation is within the allowable limits, the PIC, when making a decision on landing, at and below the VLR, must begin a maneuver to eliminate the lateral deviation.

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

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

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

–  –  –

4.6.2a "Features of piloting during visual approach".

(1) Visual approach means an approach flown in accordance with instrument flight rules (IFR) when part or all of an instrument approach procedure has not been completed and the approach is in visual contact with the runway and/or her guidelines.

(2) Entry into the zone (area) of the aerodrome is carried out by the PIC or 2/P according to the established patterns (STAR) or along the trajectories specified by the ATC service. Descent and IFR approach should be carried out with the help of RMS radio landing and navigation aids. RSP.

OSB, OPRS (RPRS. BPRS), VOR, VOR / DME up to the established height of the visual approach start point (VT VZP).

(3) Prior to reaching the start point of the visual approach, landing gear and wing flaps must be retracted to an intermediate position.

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

(5) At the height of the visual approach start point, if visual contact with the runway or its landmarks is not established, the airplane should be leveled until good visual contact is established with the runway or its landmarks.

(6) When reliable visual contact is established, the PIC must report to the controller:

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

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

(7) Maneuver on visual approach with banks not exceeding 30° (8) Before turning towards the runway of the intended landing at a height not lower than the minimum descent height is necessary;

Release the wing mechanization to the landing position

Set the speed Vcp according to section 4.6.1 or 4.8.

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

FLIGHT MANUAL

FLIGHT - Landing

Perform control operations according to the Control Check Chart corresponding to the Chart "After giving the aircraft a landing configuration", turn to the landing course while maintaining the speed Vcp with a decrease with a vertical speed not exceeding 5 m/s to the height of the entrance to the glide path. The recommended list when turning to the landing heading is 20° but not more than 30°. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN TURNING TO A LANDING COURSE, IT IS POSSIBLE

AND THE ALARM OF LIMIT ROLLS IS ALLOWED TO BE ALARMED.

(9) After entering the landing course, the PIC needs to assess the position of the aircraft relative to the runway. If the position of the aircraft is landing, set the approach speed Vdc and the glideslope descent mode (~3°) The PIC shall report to the landing controller that he is ready for landing and obtain a landing clearance.

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

2/P controls instrument flight, paying special attention to maintaining the minimum descent height, speed and bank angles established for the given aerodrome. When making a turn to the landing heading with the bank limit signaling board lit - 2/P, the PIC informs the PIC that the bank has reached 30°. The navigator controls the altitude and speed of the flight and, if possible, the position of the aircraft relative to the runway.

–  –  –

4.6.3. PERFORMING LANDING Maintain an IAS of 200-210 km/h until leveling off. Start leveling at a height of 6-8 m. At the end of leveling, set the engine control levers to the stop of flight idle. Finish leveling at a height of 0.5-1 m.

A WARNING. DURING THE LEVELING PROHIBITED SHARING. FROM

IMPACT ON THE STOP OF THE LATCH MOVEMENT OF ORE.

Landing with a slightly raised front support. The aircraft lands smoothly at an IAS speed lower than the glide speed by 30-35 km/h.

After landing, slowly lower the front landing gear, set the engine control levers to the 0° position on the ST, remove the propellers from the intermediate stop.

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE STOP

DO ONLY AFTER THE FRONT SUPPORT IS LOWERED. 2. ON

AIRCRAFT RUN AFTER THE PROPELLERS ARE REMOVED DURING THE PERIOD WHEN

LIGHTS ARE ON IN CFL-37, DO NOT MOVE ORE TO

POSITION (26±2)° OR ABOVE AS IT CAN HAPPEN

AUTOMATIC PROPELLER FEEDING (ON

AIRCRAFT WITH A CONNECTED AUTOWEather SOFTWARE SYSTEM

NEGATIVE DRIVING).

Keep the direction on the run with the rudder, using the takeoff and landing control of the wheels of the nose landing gear and, if necessary, the brakes.

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

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

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

In case of failure of the main wheel braking system, emergency braking must be applied.

After vacating the runway during taxiing, retract the flaps, relieve excess pressure in the cockpit with an emergency pressure relief valve or smoothly open the cockpit window, turn off the heating of air pressure receivers, as well as the SO-4AM, RIO-3 and DUA icing detectors.

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

4.6.4. AIRCRAFT APPROACH AND LANDING WITH TWO OPERATING

ENGINES WITH A FIXED MAXIMUM FUEL DRAIN

PRT-24 SYSTEM ON ONE OF THE ENGINES

Landing approach and landing of the aircraft shall be carried out in accordance with the recommendations set forth in paragraphs. 4.6.1 and 4.63. In addition to the takeoff mode, the required mode of the engine with a fixed fuel drain is set by the PCM; To obtain the takeoff mode (go-around, pull-up), both engines are switched to the 100 ° mode according to the UPRT.

–  –  –

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

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

–  –  –

A WARNING. TO OBTAIN MODE 0e ON CONTROL PERVD BY REMOVAL

PROPELLER WITH STOP ON THE ROAD OF THE ENGINE WITH

MAXIMUM FIXED FUEL DRAIN SET TO

POSITION 10-12° ON CONTROL WHEN DOING THIS, OBSERVE THE SPEED OF ROTATION

ROTOR OF THIS ENGINE, AND IF IT FALLS BELOW ZMG

TURN OFF THE ENGINE BY THE STOP CRANE, REDUCING Rikm TO 10 KGS/CM2

AT MODES 35° AT STANDARD AND ABOVE LEADS TO SPONTANEOUS

ENGINE SHUTDOWN WITH AUTOMATIC FEEDING

AIR SCREW.

Go-around is possible from any height up to the height of the beginning of the alignment at a speed not lower than recommended for pre-landing planning.

4.6.5. FEATURES OF LANDING WITH A SIDE WIND 2.1; on a hard unpaved runway 12 m/s.

Carry out the construction of a rectangular route and landing approach taking into account the wind, introducing a drift lead. After the fourth turn before touchdown, correct drift with the lead angle. Just before touchdown, turn the aircraft along the runway axis by deflecting the rudder towards the drift.

Note. If it is impossible to approach according to the scheme with a bank angle of 25°, it is allowed to perform an approach with a bank angle acceptable for piloting, but not more than that specified in Sec. 2 RLE. The start of turns during the flight according to the approach pattern and the bank angle should be maintained in accordance with the crew calculation and in agreement with the air traffic controller.

When landing with a crosswind, the precise approach of the aircraft to the ground and a smooth landing are mandatory; high leveling and rough landings are unacceptable. It should be taken into account that the side wind increases the length of the run. The landing speed in a crosswind should be 10 km/h higher than that specified in paragraph 4.63, and the propellers should be removed from the intermediate stop a little later than when landing in calm.

After landing, slowly lower the front landing gear and move the helm fully away from you.

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

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

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

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

Immediately completely stop braking the wheels;

–  –  –

Using the rudder and turning the wheels of the front strut without braking the main wheels, bring the aircraft to the runway axis;

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

4.6.6. PECULIARITIES OF LANDING AT THE NIGHT When landing after the fourth turn, extend the headlights. When visibility is good at an altitude of 100 m, turn on the headlights by setting the headlight control switch to the HIGH LIGHT position.

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

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

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

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

4.7. ERRORS WHEN LANDING AT HIGH SPEED (HIGH-SPEED

KO3EL) Goat tendencies when landing at recommended speeds

the aircraft does not.

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

the steering wheel does not have time to create a landing angle for the aircraft, which ensures a landing on the main supports. Increased landing speed can be facilitated by increased engine thrust at flight idle.

The high-speed "goat" is characterized by frequent (after 1-2 s) repeated separations of the aircraft from the runway. When the front support of the aircraft hits the runway. When the front support of the aircraft hits the runway, the shock absorbers quickly actuate, and the reverse motion damping works almost instantly, which leads to a sharp increase in the angle of attack of the wing; due to the high forward speed of the aircraft, a repeated separation of the aircraft occurs. In an attempt to prevent high angles of attack, the pilot pulls the helm away from himself, which leads to a second hit by the front support and a repetition of the process. The height of the first compartment from the runway does not exceed 1-2 m, the height of subsequent compartments (with the specified action of the pilot) increases to 6-8 m with simultaneous deceleration.

Attempts by the pilot to respond proportionately with the helm to prevent re-touching the aircraft with the front leg can aggravate the situation and cause a series of progressive "goats"

Section 4 p.15 An-24 (An-24RV)

FLIGHT MANUAL

FLIGHT PERFORMANCE - Go-around In the event of a “goat” during landing, it must be parried at the very first separation of the aircraft from the runway as follows: fix the helm in the initial position, remove the engine control levers by the pass-through latch (0 ° according to the control) and land .

A WARNING. CONSIDERING THE DIFFICULTITY OF CORRECTING THE "GOAT", LANDING

AIRCRAFT AT HIGH SPEED IS NOT ALLOWED.

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

When leaving for the second round: you must:

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

Smoothly bring the aircraft out of the descent, keeping the speed unchanged until the transition to climb;

After the appearance of a positive vertical speed, remove the landing gear;

After overcoming obstacles at a height of at least 120 m at a speed of 230-250 km/h, retract the flaps with impulses with a simultaneous increase in speed by the end of the retraction of the flaps to 270-300 km/h. The retraction of the flaps is accompanied by the tendency of the aircraft to draw down, which is parried by a slight deflection of the steering wheel towards itself;

Balance the aircraft with the elevator trim. Upon reaching a height of 400 m, switch the engines to the nominal operating mode.

ATTENTION. WHEN AN AIRCRAFT GOES-OFF WITH TWO WORKING

ENGINES WHEN THE POSITION OF ORES MORE THAN 76° ACCORDING TO UPRT, S

EXTENDED CHASSIS, AT ANY FLAPS POSITION. EXCEPT 13 BEFORE REMOVING THE CHASSIS

PANEL SIGN "RELEASE THE FLAPS",

4.9. PARKING IN AND STOPPING ENGINES

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

Taxiing on a single engine is easy and practically no different from taxiing on two engines, and fuel consumption is halved.

At the beginning of the movement, when giving gas, parry the turning moment by turning the wheels of the front landing gear at an angle of not more than 20 ° (along the wheel control wheel of the front landing gear) and braking.

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

Crew members in the process of taxiing are obliged to observe obstacles and report them to the PIC in a timely manner.

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

Before turning off the engines after taxiing on loose snow, landing on a runway covered with snow slush, or during precipitation, fully open the oil cooler flaps to better blow out the honeycombs.

Section 4 p.16 An-24 (An-24RV)

FLIGHT MANUAL

OPERATE A FLIGHT - Taxiing into a parking lot

After taxiing to the parking lot:

Put the aircraft on the parking brake;

Turn off unnecessary consumers of electricity;

Turn off wheel control of the front landing gear;

Turn off STG and GO generators;

Use a voltmeter to check the presence of voltage in the DC power supply from the batteries.

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

Turn off the VHA heating, if it was turned on;

Turn off the engines;

Lock the aircraft control by moving the lock handle to the "STOP" position, and then lock the rudders and ailerons by moving the pedals and the yoke.

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

After the rotation of the screws stops, return all systems to their original position;

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

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

A WARNING. UNTIL THE SCREWS COMPLETELY STOP

IT IS STRICTLY FORBIDDEN TO DISCONNECT THE ON-BOARD BATTERIES.

POST-FLIGHT INSPECTION OF THE AIRCRAFT

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

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

Flight radio operator (navigator in the absence of a flight radio operator, co-pilot in the absence of a navigator in the crew) to inspect the aircraft antenna devices, radar radome and make sure that there are no external damages;

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

4.10. FEATURES OF AIRCRAFT OPERATION ON GROUND, SNOW

AND ICE AERODROMES

4.10.1. AIRCRAFT OPERATION AT UNDERGROUND AIRROMES An-24 (An-24RV) aircraft can be operated from unpaved airstrips that meet the following requirements:

Airstrip soils must have a conditional strength of at least 5.75 kgf/cm2 for a takeoff weight of 19,500 kg, at least 6 kgf/cm2 for a takeoff weight of 20,000 kg, and at least 6.5 kgf/cm2 for a takeoff weight of 21,000 kg;

The soils of the launch sites must have increased conditional strength (from the condition of the possibility of starting the aircraft from its place and maintaining the turf cover of the airfield;

after the aircraft has stopped at the start with the engines running for 1-1.5 minutes):

not less than 6.75 kgf/cm2 for a takeoff weight of 19500 kg.

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

FLIGHT MANUAL

FLIGHT PERFORMANCE - Flights on unpaved and ice airfields of at least 7.5 kgf/cm2 for a takeoff weight of 21,000 kg;

Aircraft parking areas must have artificial turf.

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

1. Aircraft operation at aerodromes with dry hard ground with a conditional soil strength of more than 8.0 kgf/cm2 Most unpaved airfields in summer have a conditional strength exceeding 8.0 kgf/cm2.

At such airfields, the An-24 (An-24RV) after taxiing either does not leave a track at all, or the track is not deeper than 1-2 cm. Taxiing, takeoff and landing at such airfields are carried out in the same way as on a concrete runway.

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

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

2. Operation of the aircraft at an aerodrome with soft dry soil with a conditional soil strength of 5.5-8.0 kgf / cm2 When the aircraft is parked with the engines running, the wheels sink into the ground, the depth of the wheels immersion depends on the time and mode of operation of the engines. When the engines are running at the start for 1.5 minutes, the track depth from the aircraft wheels doubles compared to the track formed at taxiing, when the engines are running at the start for 1 minute - 1.5 times. Therefore, testing engines on such soil is not recommended.

At airfields with soft ground, aircraft taxiing requires increased engine operating modes, taxiing speeds should be moderate in order to avoid heavy loads on the landing gear when the aircraft enters areas with loose ground.

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

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

The turning radius must be at least 15 m, since with a smaller radius, the turf cover of the airfield is cut off.

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

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

3. Operation of the aircraft at airfields with wet ground Taxiing the aircraft on ground with a wet top layer is difficult, since when the wheels of the front landing gear are controlled from the helm, the aircraft practically does not react to the deviation of these wheels due to skidding. Taxiing on wet ground should be carried out using the takeoff and landing control of the wheels of the front landing gear and the brakes of the wheels of the main landing gear. At the same time, the turning radius increases (up to 30 m).

–  –  –

If it is required to perform turns with a small radius, taxiing should be performed by braking the wheels and changing the power of the engines, turning off the control of the wheels of the front landing gear.

Taxiing at an aerodrome with a wet upper layer of soil on one engine is impossible, since the control of the wheels of the front landing gear is ineffective under these conditions.

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

The direction of the aircraft's movement is maintained with the help of takeoff and landing wheel control of the front landing gear.

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

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

After taking off from the wet soil of the airfield, in order to avoid dirt getting into the landing gear compartment, it is necessary to brake the wheels before retracting the landing gear.

When landing on wet ground, after landing the aircraft, continue the run on the main supports, keeping the helm fully taken over, and smoothly lower the nose of the aircraft at the lowest possible speed. This will reduce the impact load on the front support.

Maintain the direction of the run by deflecting the pedals. When the aircraft is landing on wet ground with one engine running, the direction of the run is maintained at the initial stage by the rudder, and after the front wheels are lowered, by the takeoff and landing control of the front landing gear wheels and brakes. Takeoffs and landings on wet ground are allowed with a lateral wind component of no more than 8 m/s.

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

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

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

–  –  –

4.10.2. AIRCRAFT OPERATION AT AIRPOINTS WITH SEALED

SNOW COVER

The operation of the An-24 (An-24RV) aircraft on snowy airstrips can be carried out with a takeoff weight of 20,000 kg at a pressure in the aircraft tires of the main wheels of 5 kgf/cm2, with a rolled snow strength of at least 5 kgf/cm2.

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

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

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

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

Takeoff at airfields with compacted snow cover should be performed from 63s 15° at the speeds shown in Fig. 6.4. and 6.5.

1. Operation of the aircraft at airfields with a snow cover strength of 5-7 kgf/cm2 The aircraft is held on the brakes at the line start with both engines simultaneously put into takeoff mode (100° according to the UPRT).

The takeoff run should be started after both engines are simultaneously put into takeoff mode by smooth releasing of the brakes.

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

The rejected takeoff distance of an aircraft with a takeoff weight of 20,000 kg in the event of an engine failure at a speed of 180 km/h in winter conditions is 1200 m.

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

The braking of the wheels on taxiing, run and at the termination of the takeoff is effective.

With one engine running, the aircraft taxis steadily in the engine running mode 18-20 ° according to the UPRT.

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

–  –  –

To move the aircraft from a standstill, release the brakes smoothly and increase the engine power to takeoff (100 ° according to the UPRT) during the takeoff run.

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

The rejected takeoff distance of an aircraft with a takeoff weight of 20,000 kg in the event of an engine failure at a speed of 180 km/h in winter conditions is 1,300 m.

When the take-off is terminated in the event of failure of one of the engines and when landing with one engine running, the propeller of the operating engine should be removed from the stop on the run to maintain direction only after the front wheel has completely compressed and the aircraft keeps its direction steadily.

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

Starting off in the event of a stop of the aircraft should be carried out by a smooth increase in the operating mode of the engine, but not more than 30 ° according to the UPRT, in order to avoid a sharp turn of the aircraft on the spot.

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

The braking of the wheels during taxiing, run and at the termination of the takeoff is satisfactory.

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

4.10.3. OPERATION OF THE AIRCRAFT AT THE ICE AIRFIELD

Aircraft equipped with skid sensors, automatic release systems for the wheels of the main landing gear and a front landing gear with feedback in the steering system are suitable for operation at an ice airfield. Landings on the ice strip with the automatic wheel release system turned off are possible with appropriate training and skill of the pilot and require increased attention to maintain the direction. Otherwise, when braking on the run, an almost uncontrolled turn of the aircraft on the runway occurs with a deviation from the direction of the run up to 90 °, especially with a side wind.

When taking off from the ice strip, the aircraft with braked wheels starts moving off at the line start when both engines are simultaneously brought to the operating mode of 30-35 ° according to the UPRT.

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

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

The rate of bringing the engines to takeoff power should be the slower, the more difficult the takeoff conditions.

After starting the aircraft from its place, move the steering wheel away from you behind the neutral position to press the front support.

To maintain the direction during the takeoff run by pedaling more energetically than when taking off from a concrete runway. The speed when lifting the front support should be 150-160 km / h. If there is no confidence in maintaining the direction during the takeoff run, lift the front support at a higher speed.

–  –  –

When landing on an ice strip, start braking after you are sure that the direction of the run is stable.

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

Takeoffs and landings at an ice aerodrome are allowed with a side wind component of more than 8 m/s.

4.11. FEATURES OF AIRCRAFT OPERATION AT HIGH

AIR TEMPERATURES AND AT HIGH-MOUNTAIN AIRDOMS

When flying in areas with a hot climate and at high-mountain airfields, the engine thrust decreases, which leads to an increase in the length of the takeoff run and take-off distance, the rate of climb deteriorates, and the practical ceiling of the aircraft decreases.

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

When taking off, apply water injection to the engines.

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

4.12. FLIGHTS IN ICING CONDITIONS 4.12.1. GENERAL PROVISIONS

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

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

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

ATTENTION. IT IS FORBIDDEN TO DEPARTURE IF ON THE SURFACE

AIRCRAFT AND ENGINES HAVE ANY ICE DEPOSIT,

SNOW OR FROST.

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

4. Anti-icing system provides protection of the aircraft from icing up to an air temperature of "20°C.

ATTENTION. THE CREW IS OBLIGED TO TAKE ALL POSSIBLE MEASURES TO EXIT FROM

ICING ZONES IN CASES:

- AIRCRAFT ENCOUNTERED IN ICING WHEN TEMPERATURES ARE BELOW

- FAILURE OF THE ANTI-ICE SYSTEM;

- FAILURE OF ONE ENGINE.

2. IN THE EVENT OF THE FAILURE OF THE POS, IF POSSIBLE, LANDING AT THE AIRDOME,

WHERE THERE IS NO ICE CONDITION.

5. Signs of icing are:

–  –  –

Illumination of light-signal boards "ICED" and light signaling devices "ICED. A LION.

ENGINE", "OBLED. RIGHT ENGINE";

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

6. In the case of a single-engine flight with the wing and empennage on, the serviceable engine is allowed to operate in takeoff mode for 1.5 hours.

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

8. Before flying, regardless of weather conditions, turn on:

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

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

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

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

For 3 minutes at zero and negative outdoor temperatures;

For 1 min - at positive temperatures.

4.12.2. TAKEOFF AND CLIMB

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

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

Propeller heating - during taxiing, but not earlier than 10 minutes before takeoff (set the "PROPELLER" switch to the SAFETY Syst position);

Glass heating - on taxiing (set the glass heating switch to the "INTENSIVE" position);

Wing and empennage heating - after takeoff and transfer of engines to nominal or maximum mode (set the "WING AND OPERATORS" switch to the "HEATING" position, and for aircraft equipped with automatic switching on, the "WING AND OPERATING INPUT RU19-300" switch to position "MANUAL"),

ATTENTION. BEFORE TURNING ON THE WING POS AND OPENING TO THE “HEATING” (“MANUAL”) MODE AT HEIGHTS BELOW ZOOOM, DECREASE THE SYSTEM AIR SUPPLY

AIR CONDITIONING UP TO 2 UNITS FOR EACH URWC, ​​AND AFTER TURNING OFF THE POS

RESTORE AIR SUPPLY TO 3.5-4.5 UNITS.

Note. Due to the unreliable operation of the SO-4AM icing detectors, setting the “SCREW” switch to the “OSN. SIST does not provide timely automatic and reliable switching on of propeller heating. Turn on the heating of the screws only by setting the “SCREW” switch to the “EMERGENCY” position. SIST".

2. Pilot the aircraft as you would under normal conditions.

–  –  –

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

The propeller heating switch to the “OSN. SIST."

4.12.3. FLIGHT ON FLIGHT

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

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

In conditions of high intensity icing, to prevent the formation of barrier ice behind the heated area of ​​the wing toes and empennage, turn on the heating of the wing and empennage periodically: set the heating switch to the “OFF” position for 8-10 minutes, and then to reset the ice to the “HEATING” position (“ MANUAL") for 3-4 minutes.

Monitor visually the release of ice.

Signs of severe icing are:

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

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

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

A WARNING. DELATED START-UP OF VNA AND

AIR INTAKE ENGINES ARE UNACCEPTABLE AS THIS

RESULTS IN THE DISCHARGE OF FORMED ICE INTO THE INLET CHANNEL

ENGINE. ICE DISCHARGE CAUSES OPERATING DISTURBANCES

ENGINE FEATURES OF WHICH ARE:

LOSS OF POWER, SHAKING AND CLASSING. HIT

CHOCKS OF ICE OF SIGNIFICANT SIZES IN THE ENGINE TRAIN CAN

CAUSE IT TO STOP AND CAUSE DAMAGE.

2. Control the activation of the POS by the ignition of the corresponding light signaling devices, a drop in engine power by 5-10 kgf / cm2 according to PCM and an increase in the readings of the alternating current ammeter of the GO16PCH8 generator by 58-65 A.

3. Control the state of the stabilizer (ice break) through a special window in the rear fuselage (on the left side), wing and engines - from the cockpit; use headlights at night.

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

5. Turn on the heating of the TG-16 15-20 minutes before landing, if it is planned to take off again using the TG-16 to start the AI-24 engines.

A WARNING. IN THE EVENT OF ICE ON THE AIR INTAKE

- WHEN FLIGHTING AT LOW ALTITUDE IN THE AREA OF THE AERODROME, LAND IMMEDIATELY. NOT INCLUDING HEATING AND AIR INTAKE

ENGINES;

- WHEN FLYING ON THE ROUTE, EXIT THE ZONE OF ICING AND MAKE

LANDING AT THE NEAREST ALTERNATIVE AERODROME, ALSO NOT INCLUDING HEATING

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

ENGINE A FAULTY HEATING SYSTEM CAN JOB. ENGINE SHUTTING AND LOSS OF POWER IF AFTER

–  –  –

ICE REJECTION NORMAL ENGINE OPERATION IS NOT RECOVERED. FEED THE PROPELLER. AFTER LANDING, INSPECT THE AIR INTAKE AND BLADES OF THE FIRST STAGE COMPRESSORS (AVAILABLE FOR INSPECTION).

4.12.4. DOWN, APPROACH AND LANDING

1. Switch on the aircraft and engine control system for continuous operation before starting to descend from flight level in the following cases:

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

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

Set heating switches:

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

Screws in the position "ESC. SIST";

Glasses in the position "INTENSIVE";

Wings and plumage to the position "HEATING" ("MANUAL"),

2. In the absence of ice on the wing and the stabilizer (icebreak) and with the AIS running, land in the same way as in normal conditions.

ATTENTION. WHEN LANDING APPROACH WITH THE PLANE IN

AVOIDING NEGATIVE DRAFT OPERATING MODE

ENGINE CORRESPONDING TO APPROXIMATELY ZERO THRESHOLD (FLIGHT

Idle GAS), INCREASE 4° FROM THE TOP

VALUE SET BY THE FLIGHT STOP LEVER

LOW GAS BY THE ACTUAL AIR TEMPERATURE.

REDUCTION OF RIM UP TO 10 KGS/CM2 AT MODES 35° UPRT AND HIGHER

LEADS TO SPONTANEOUS ENGINE SHUTDOWN WITH

AUTOMATIC PROPELLER FEEDING.

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

4. Turn off the POS:

Wings and plumage - after landing on the run;

Screws, PVD and ROV - taxiing;

Glass - after taxiing to the parking lot;

VNA, engine air intakes and TG-16 - in the parking lot before stopping the engines. Switch off ice warning devices after taxiing into the parking lot.

5. In the event of failure of the wing and empennage control system and the impossibility of leaving the icing zone or proceeding to another airfield, as well as in the presence of ice on the bearing surfaces of the aircraft or in case it is impossible to verify its absence, make the approach and landing in accordance with the instructions set out in subsection 5.9.

–  –  –

5.1. Engine failure

5.1.1. Signs of engine failure

5.1.2. Crew actions in case of engine failure

5.1.3. Engine failure on takeoff

5.1.4. Engine failure in climb

5.1.5. Engine failure in level flight

5.1.6. Engine failure on descent

5.1.7. Approach and landing with one failed engine

5.1.8. Go-around with one failed engine

5.1.9. Landing with asymmetric engine thrust at low flight gas

5.1.10. Stopping and starting the engine in flight

5.2. Airplane fire

5.2.1. Fire in the compartments of AI-24 engine nacelles

5.2.2. Fire inside the AI-24 engine

5.23. Fire in the wing compartments

5.2.4. Fire in aircraft cabins and luggage compartments

5.2.5. Fire on the ground

5.3. Cabin depressurization

5.4. emergency descent

5.5. Forced landing of aircraft

5.5.1. General instructions

5.5.2. Crew actions before forced landing on land

5.5.3. Passenger evacuation

5.5.4. Responsibilities of a flight attendant during an emergency landing

5.5.5. Actions of the crew in case of an aircraft accident on land

5.6. Aircraft forced landing

5.6.1. General instructions

5.6.2. Actions of the crew before the forced landing on the water

5.6.3. Preparing and performing a forced landing on water

5.6.4. Passenger evacuation

5.6.5. Responsibilities of a flight attendant during a forced landing on water

5.7. Landing with flaps retracted

5.8. Landing an aircraft with a faulty landing gear

5.8.1. General instructions

5.8.2. Landing on the main landing gear with the front landing gear not extended …………………….....35 5.8.3. Landing on the main and front legs with one main leg not extended

5.8.4. Landing on the front support with the main supports not extended

5.85. Landing on one main leg with the other legs not extended

5.8.6. Landing on the fuselage

5.9. Actions of the crew in case of aircraft icing

5.9.1. Approach and landing

5.9.2. Actions of the crew in case of stall on the wing or on the stabilizer

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

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

5.11. Flight in a turbulent atmosphere

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

FLIGHT MANUAL

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

5.13. Simultaneous failure of generators

5.14. Aircraft behavior near critical angles of attack

5.15. Actions of the crew in the event of an in-flight shutdown of two engines

5.15.1. Stopping engines at circle height and below

5.15.2. Stopping engines at altitudes higher than the height of the circle

5.15.3. Landing with two engines inoperative

5.16. Aircraft piloting in case of short-term (up to 3-5 minutes) failures of all speed indicators

5.17. Takeoff aborted for reasons other than engine failure

5.18. Failure of two artificial horizons in flight

–  –  –

5.1. ENGINE FAILURE 5.1.1. SIGNS OF ENGINE FAILURE The main symptom of an engine failure in flight is the aircraft rolling and turning towards the failed engine, followed by a tendency to reduce airspeed.

Possible signs of engine failure are:

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

2) fuel pressure drop in front of the injectors with the engine throttle position unchanged;

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

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

5) drop in oil pressure in flight below 3.5 kgf/cm2 (at negative G-forces, a short-term drop in oil pressure below 3.5 kgf/cm2 is allowed);

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

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

b) when the aircraft is landing after the throttle is retracted to the 0° position according to the UPRT and when the propellers are removed from the stop for a period of negative thrust that exceeds the sensor setting;

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

8) lighting of the light signaling device "SCREW IS REMOVED FROM THE STOP" or "OUTPUT FROM WEATHER vane LEFT DV." (“REMOVING THE WEATHER vane RIGHT DV.”);

Illumination of the indicator light "CHIP IN THE ENGINE".

5.1.2. ACTIONS OF THE CREW IN THE EVENT OF AN ENGINE FAILURE

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

2. Onboard mechanic:

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

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Calculation of the flight elements of the An-24 aircraft

test

6. Aircraft balance calculation

Initial data for calculation:

The weight of the empty aircraft (from the form) is 14150 kg;

Equipment weight - 133 kg;

Crew 240 - 3 people;

Flight attendant and buffet containers - 120 kg;

The mass of fuel (excluding fuel consumed for starting, testing engines and taxiing) - 1437 kg;

Payload weight - 3541 kg;

Passengers in the amount of 39 people - 2925 kg;

Cargo in the room I-- 585 kg;

Cargo in room II-- 31 kg;

Luggage in room III -- 0 kg;

Balancing of an empty aircraft (undercarriage released) from the formulary-- 22.0% SAH. Equipment includes:

Oil for engines - 95 kg;

Water in the toilet - 26 kg;

Two portable oxygen cylinders 6 kg;

Toilet chemicals - 6 kg.

Total 133 kg

To calculate the balance of the aircraft, we use the balance graph.

The upper part of the centering graph contains information about the route number, flight, date and time of departure, aircraft number, and also calculates the maximum commercial load of the aircraft.

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

Moreover, on the left side are the names of the scales, the maximum load, and on the right side - the price of one division of the scale, the actual load on this scale and indicate the reference board.

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

Calculation procedure:

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

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

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

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

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

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

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

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

9. From point 5 we lower the perpendicular to the nomogram of the loaded aircraft until it intersects with the horizontal of the aircraft's takeoff weight - 20,900 kg. Finding point B.

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

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Flight dynamics VAS-118

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

-- [ Page 1 ] --

MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

FOR OPERATION

AIRCRAFT AN-24 (AN-24RV)

To this An-24 (An-24RV) Flight Operation Manual

changes No. 1-33, 35 were made.

All terms and units of measurement are given in accordance

with current GOSTs.

Put into action Head

DLS GS GA MT RF

Tarshin Yu.P.

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

sheets of the RLE of the List of current pages 7-8, Contents pp. 15-16, 2. Pg. 3-4, 2. Pg.

5-6, 4. Pg. 1-2 withdraw and replace with the attached ones.

Insert new sheets with pages 4. Pg. 12a-b, 4. Pg. 12th century

Approved by the UGNBP of the Federal Antimonopoly Service of the Russian Federation on April 8 Change No. K RLE of the AN-24 (AN-24RV) aircraft (1995 editions) Amendment No. K of the RLE of the An-24 aircraft, edition 1995 r.

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

With the receipt of this Amendment, sheets of the Flight Manual with pages 7. Pg. 92 and 7. Pg. replace with the ones supplied.

Approved by the Federal Antimonopoly Service of the Federal Antimonopoly Service of the Russian Federation on March 30 Change No. K RLE of the An-24 (AN-24RV) aircraft (1995 editions) Amendment No. K of the An-24 Aircraft Flight Manual, edition 1995

Regarding the use of ILS and VOR navigation systems.

With the receipt of this Amendment, RLE sheets 2. Pg. 5-6.7. Page 149-150.7. Page 155- replace with the attached ones.

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

On the issue of clarifying the text of paragraph 3 of subsection 7.1.c. (7.Page 24).

AMENDMENT No. 2 (approved on March 24, 1997) regarding the application of the text of subsection 4.6.4. “Approach and landing of an aircraft with two operating engines with a fixed maximum drain of fuel by the PRT-24 system on one of the engines” (4. P. 14).

CHANGE No. 3 (approved on 10/17/97 on the following issues:

PB-5 master settings during landing approach (4.Page 10, Appendix 4.Page

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

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

An-24 (An-24RV)

FLIGHT MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATING LIMITATIONS Section 3. AIRPLANE FLIGHT READINESS CHECK Section 4. FLIGHT OPERATION Section 5. SPECIAL INCIDENTS IN FLIGHT Section 6. AIRPLANE CHARACTERISTICS Section 7. AIRPLANE SYSTEM OPERATION Section 8. FLIGHT OPERATION SPECIFIC -24РВ.

Applications:

1. Instructions for loading and balancing the An-24 (An-24RV) aircraft 2. List of permissible failures and malfunctions of the An-24 (An-24RV) aircraft, with which it is allowed to complete the flight to the home airfield 3. Checklists for the An-24 aircraft (An-24RV) by the crew 4. Checklist of the An-24 (An-24RV) aircraft by the crew

FLIGHT MANUAL

1. GENERAL INFORMATION 1.1. Purpose of the aircraft

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

2. OPERATIONAL LIMITATIONS

2.1. Mass restrictions

2.6. Other restrictions

3. CHECKING AIRPLANE READINESS FOR FLIGHT

3.1. General instructions

3.2. Aircraft pre-flight inspection and systems check

4. OPERATION OF THE FLIGHT

4.1. Preparing for taxiing and taxiing

4.2.1. Takeoff with brakes

4.2.2. Takeoff with a short stop on the runway ……………………………… 4.2.3. Features of take-off with a crosswind

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

4.2.5. Take-off features at night ……………………………………….……… 8b 4.3. Climb

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

4.6.1. Approach

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

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

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

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……………………………….. 4.10. Features of airfields

4.11.Features of aircraft operation at high air temperatures and at high-mountain airfields ……………………………………………………………... 4.12. Flights in icing conditions

5. SPECIAL OCCASIONS OF FLIGHT

5.1. Engine failure

5.1.1. Signs of engine failure

5.1.2. Crew actions in case of engine failure

5.1.3. Engine failure on takeoff.......…………………………………………………. 5.1.4. Engine failure in climb

5.1.5. Engine failure in level flight …………………………………. 5.1.6. Engine failure during pre-landing planning ……………………….. 5.1.7. Approach and landing with one failed engine ……………. 5.1.8. Go-around with one failed engine……………………... 5.1.9. Landing with asymmetric engine thrust at idle flight... 5.1.10. Stopping and starting the engine in flight ……………………………………… 5.2. Airplane fire

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

5.2.3. Fire in the wing compartments

5.2.4. Fire in aircraft cabins and luggage compartments ……………………… 5.2.5. Fire on the ground

5.3. Cabin depressurization

5.4. emergency descent…………………………………………………………. 5.5. Forced landing of aircraft

5.6. Aircraft forced landing

5.7. Landing with flaps retracted

5.8. Landing an aircraft with a faulty landing gear………………………………………5.9. Actions of the crew in case of aircraft icing………………………………... 5.10. Peculiarities piloting an aircraft with an icebreaker on the stabilizer ........ 5.11. Flight in a turbulent atmosphere

5.12. Crew actions in case of spontaneous aileron or rudder trim deflection ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………… 5.13. Simultaneous failure of generators

5.14. Aircraft behavior near critical angles of attack…………………… 5.15. Actions of the crew in the event of an in-flight shutdown of two engines……………….. 5.16. Aircraft piloting in case of short-term (up to 3-5 minutes) failures of all speed indicators

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

6. AIRCRAFT CHARACTERISTICS

6.1. General information

6.1.2. Best flight altitude

6.1.3. Fuel filling calculation

6.2. Take-off characteristics…………………………………………………….... 6.3. Climb mode

6.4. Characteristics of the flight along the route ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. Descent mode ……………………………………………………. 6.6. Landing characteristics

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

7. OPERATION OF AIRCRAFT SYSTEMS

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

7.1.2. Flight preparation ………………………………………………………..... 7.1.3. Heating of engines in the cold season ………………………………… 7.1.4. IV-41A vibration control equipment ………………………………….. 7.1.5. Engine water injection system

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

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

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

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7.6.2. Flight preparation

7.6.3. Operation in flight

7.6.4. Operation of landing gear after aborted takeoff ……………………………….. 7.6.5. Possible malfunctions and actions of the crew …………………………… 7.7. Control system

7.7.1. General information

7.7.2. Flight preparation

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

7.9. Underfloor space heating system (SOPP) ………………….. 7.10. Cab Air Pressure Control System

7.10.1. General information

7.10.2. Flight preparation

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

7.11.1. General information

7.11.2. Flight preparation

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

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

7.13.2. Lighting

7.14. Flight and navigation equipment

7.14.1. General information

I. Flight equipment ……………………………………………………....... 7.14.2. Total and static pressure systems ………………………………..... 7.14.3. Aircraft attitude indication and control system 7.14.4. Autopilot AP-28L1…………………………………………………………. 7.14.5. Automatic angle of attack and overload with signaling AUASP-14KR …….. 7.14.6. Radio altimeters ………………………………………………………….... 7.14.7. Ground Approach Alarm System (SSOS)... II. Navigation equipment

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

7.14.11. landing systems

7.14.12. Aircraft transponder COM-64

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

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

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

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

7.18.1. General information

7.18.2. Flight preparation …………………………………………………………... 7.18.3. Operation in flight ………………………………………………………... 7.18.4. Possible malfunctions and actions of the crew …………………………….

8. FEATURES OF THE AN-24RV AIRCRAFT OPERATION

8.1. General information

8.1.1. Basic flight data of the An-24RV aircraft ……………………………….. 8.1.2. Basic data of the RU19A-300 engine ……………………………………... 8.2. Operating restrictions……………………………………………….. 8.2.1. Basic restrictions on the aircraft ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. Basic restrictions on the RU19A-300 engine …………………………… 8.3. Aircraft flight readiness check

8.4. Flight performance

8.4.1. Taxiing …………………………………………………………………….......... 8.4.2. Take-off ………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………….. 8.4.3. Climb

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

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

8.5.2. RU19A-300 engine failure on takeoff

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

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

8.6.2. Take-off performance …………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………….. 8.6.3. Climb modes

8.7. Operation of aircraft systems

8.7.1. Operation of the RU19A-300 engine ……………………………………....... 1. Operating modes and operating data ……………………………………... 2 .The system for limiting the maximum temperature of gases behind the turbine of the engine RU19A- (OMT-29)... ………………..…………………………………………………….... ... 3. Preparation for flight ….……………………………………………………………. 4. Features of the engine operation of the engine RU19A-300 at negative temperatures of air .............................................................................................. 5. Run in flight ……………………………………………… 6. Starting the AI-24 engine from the RU19A-300 engine ……………………………… 8.7.2. Fuel system of the RU19А-300 engine ……………………………………. 8.7.3. Oil system of the RU19A-300 engine …………………………………….. 8.7.4. Malfunctions of the RU19A-300 engine and its systems …………………………. Applications

FLIGHT MANUAL

INTRODUCTION

The flight manual contains information, instructions and recommendations necessary for the safe performance of a flight within the established limitations and flight conditions for a given aircraft in accordance with its purpose.

Departure without RLE is prohibited.

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

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

The numbering of subsections of section 8 coincides with the numbering of sections of the RLE. Changes in the Manual are made by replacing old sheets, adding new sheets or canceling sheets without replacement.

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

Newly entered sheets indicate the date of approval.

All changes must be reflected in the Change Registration Sheet.

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

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

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

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AZS ANO ZMG IKM RUD SARD SAH TLG TLF

FLIGHT MANUAL

GENERAL INFORMATION

FLIGHT MANUAL

GENERAL INFORMATION

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

FLIGHT MANUAL

GENERAL INFORMATION

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

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

The fuselage houses the cockpit, passenger compartment, wardrobe, toilet, luggage and cargo space.

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

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

The general view of the aircraft is given in fig. 1.1.

1.2. MAIN AIRCRAFT GEOMETRIC DATA

Aircraft height, m ​​……………………………………………………………………. 8, Aircraft length, m………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………………. ……………………...0, Chassis track (along the rack axes), m

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

Wing area, m2:

For aircraft with a two-fold centerclosure ................................................................... ......... 72, for airplanes with one-skate centerclosure

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GENERAL INFORMATION

Rice. 1.1. General view of the aircraft

FLIGHT MANUAL

GENERAL INFORMATION

Average aerodynamic chord, m:

for aircraft with a double-slotted center flap

for aircraft with a single-slot center flap

Angle of the transverse "V", deg.:

on the detachable part of the wing ………………………………………………. - on the center section

Wing sweep angle (at 25% of the chord)

Mounting angle of the wing, deg……………………………………………………………………………………………………………………………………………………………………………………………………………………………………

Aileron trimmer deflection angles up and down from the neutral position, deg.

On aircraft modified according to Bulletin No. DM, aileron trimmer deflection angles up and down from the neutral position, deg…………………………………………………………………………………………………………………………………… ±7± .:

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

Fuselage length, m ……………………………………………………………………. 23, Total volume of pressurized cabin, m3

Cargo door opening dimensions, m:

Height Width

Passenger (entrance) door opening dimensions, m:

width …………………………………………………………………….0

Sizes of openings onboard emergency hatches, m:

Distance from the ground to the opening, m:

cargo door

tailgate

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

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GENERAL INFORMATION

The area of ​​the horizontal tail, m2 ……………………………………………..17, Span of the horizontal tail, m …………………………………………………… 13 , Height of the keel above the fuselage, m

Elevator deflection angle, degrees:

up down……………………………………………… ……………………………... Elevator trimmer deflection angles, degrees………………………………………………………………………………………………………………………………………………………………………………………………………… ………………………………… ± Angles of deflection of the rudder trimmer, degrees…………………………………………± Angles of deflection of the spring compensator, degrees……………… ………………….. ±16, Deflection angles of the combined trimmer-servo-compensator (on aircraft with one controlled surface on the rudder), degrees:

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

The speed of the beginning of the lifting of the front support with a take-off weight of 21000 kg, km / h:

h =15°…………………………………………………………………..…. h =5° …………………………………………………………...…………. Takeoff run at a takeoff weight of 21000 kg (SA), m;

h =15°…………………………………………………………………………………………………. …………………………………... on the main runway with conditional soil strength of more than 8.0 kgf/cm2, h = 15°……………....... weight of 20,000 kg on runway and main runway with conditional soil strength of 8.0 kgf/cm2 (SA), m

The length of the aborted takeoff in case of failure of one of the engines at a speed of Vp op with a takeoff weight of 21000 kg on the runway, (CA), m:

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GENERAL INFORMATION

Vertical speeds, climb time and practical ceiling of the aircraft at the maximum rate of climb mode with the nominal mode of two working engines

Vertical speeds, aircraft climb time in economy mode with nominal mode of two operating engines ……………………… see in Table. Fig. 6. Vertical speeds, climb time and practical ceiling of the aircraft with one engine running at maximum mode (the propeller of the failed engine is feathered) ……………………………………………………………. see table. 5.1 and 5. Stall speeds in flight idling ...... see table. 5.4 and in fig. 5.7.

1.4. MAIN DATA OF THE POWER PLANT

engine's type

Takeoff power, e.l.s. …………………………………………………………........ Nominal power, el.s. …………………………………………………………. Engine weight, kg

Takeoff power, e.l.s.

Maximum power, el.s. ………………………………………………………... Rated power, e.h.p.

engine's type

Rotor operating frequency range, rpm 31000- Maximum output power at the GS-24 terminals in the operating frequency range, kW .... 59-

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GENERAL INFORMATION

Propeller type ……………………………………………........ pulling, four-bladed with automatic Propeller diameter, m

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

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

Vane position

Range of operating angles of installation of blades, hail. 8-

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OPERATING LIMITATIONS

OPERATIONAL

RESTRICTIONS

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OPERATING LIMITATIONS

2.1. Mass restrictions

2.2. Centering restrictions

2.3. Power plant restrictions

2.4. Airspeed limits

2.5. Maneuvering restrictions

2.6. Other restrictions

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OPERATING LIMITATIONS

Maximum takeoff weight of the aircraft, kg

Maximum landing weight of the aircraft, kg

Maximum payload weight, kg passenger version

cargo variant

Maximum number of passengers, pers.

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

Operational alignments, % SAH:

extreme forward centering

extreme rear centering

Centering the rollover of the aircraft on the tail

2.3. POWER PLANT LIMITATIONS

Parameters Permissible time of continuous operation no more than, min:

terrestrial low gas Total engine operation time for a resource, not more than,%:

Engine operating modes:

Engine rotor speed, %:

overspeed at no more gas in flight not below the maximum allowable temperature at start in flight

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OPERATING LIMITATIONS

2.4. INSTRUMENT SPEED LIMITS

2.4.1. Maximum allowable instrument speeds, km/h:

In service (flaps retracted)

When extending and retracting flaps, as well as when flying with flaps deflected at an angle: 15 ° -5 °

When releasing and retracting the landing gear

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

With an emergency drop

2.4.2. The minimum allowable IAS for flights is the rate of climb (excluding takeoff and gliding modes).

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

6, tab. 6.7-6.14).

2.5. MANEUVERING LIMITS

Maximum allowable roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flights

Maximum allowable bank angle in flight with one failed engine, deg

With flaps retracted

With flaps extended

Minimum allowable vertical overload

The main composition of the aircraft crew:

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

2.6.2. BY WIND SPEED DURING TAKEOFF AND LANDING 2.2.

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OPERATING LIMITATIONS

Table 2. Angle between wind direction and axis. 2.1.

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

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

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

Takeoff from the main runway should be performed with z = 15°, regardless of the length of the main runway.

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OPERATING LIMITATIONS

With center line lights In the absence of an alternate aerodrome, the decision to take off is made with visibility (visibility range) on the runway not By the radio landing system (LSS) By the landing radar and two locating radio stations (RSL + NLS) By the landing radar (GLS) landing at airfields equipped with category II-III radio beacon systems. In other cases, it must be at least 60x800.

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

2.6.6. ON CHASSIS WHEEL MANAGEMENT

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

At speeds over 30 km/h, it is permitted to use the wheel control of the front landing gear from the steering wheel only in exceptional cases - to prevent an accident.

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FLIGHT PREPARATION

FLIGHT PREPARATION

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FLIGHT PREPARATION

3.1. General instructions

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

3.2.1. Responsibilities of a Flight Mechanic

3.22. Navigator duties

3.23. Responsibilities of a radio operator

3.2.4. Responsibilities of a flight attendant

3.2.5. Responsibilities of co-pilot

3.2.6. Duties of the pilot-in-command

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FLIGHT PREPARATION

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FLIGHT PREPARATION

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

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

The aircraft parking time did not exceed 12 hours;

The composition of the crew in this airport was not replaced.

3.2. CREW PRE-FLIGHT INSPECTION AND SYSTEM CHECK

Prior to the start of the pre-flight inspection, check that the aircraft has:

Aircraft airworthiness certificates;

Aircraft registration certificates;

aircraft logbook;

An-24 aircraft flight manual;

Aircraft health log.

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

Familiarize yourself with the order card for the operational type of aircraft maintenance.

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

Accept additional information about the work on the adjustment or replacement of units that have been carried out on the aircraft since the previous flight.

Make sure that all faults recorded in the aircraft logbook are corrected.

2. Airplane glider:

External surfaces of the aircraft, glazing Clean, no external damage.

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

Side hatches, hatches and radome Radar serviceable and closed;

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FLIGHT PREPARATION

3. Power plant:

Propeller blades and blade de-icers. No damage, snow, frost or ice, - AI-24, RU19A-300 engines (on An-24RV aircraft) and APUs. be carried out at an oil temperature at the engine inlet below minus 15°C (when engines are running on oil mixture) and below minus 25°C (when engines are running on MN-7.5U oil) regardless of the outside air temperature.

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

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

A WARNING. TO AVOID DAMAGE TO THE DRIVE

STARTER-GENERATOR STG-18TMO IS FORBIDDEN TO CHANGE THE AIR

SCREW AGAINST THE DIRECTION OF ITS ROTATION;

inlet channels of engines, tunnels and cells Clean. Mud, snow, frost or ice no oil coolers;

Locations of fuel tanks, fuel units and drips no fuel system pipelines;

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

Plugs of jellied mouths of fuel tanks; Reliably closed - water tanks of the injection system into the engine; Fueled (when using the system) 4. Chassis:

Connections of hydraulic units of the chassis, pipelines, seals No external damage or leaks of shock absorbers, connections of the brake system of the wheels of the main supports;

Chassis and sash locks, lock control mechanisms; Clean. not damaged

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FLIGHT PREPARATION

5. Cargo spaces and cockpit:

a) cargo spaces:

Entrance, cargo, luggage doors and emergency hatches; Reliably closed - locks of the closed position of doors and hatches; Located on the control box panel (y - emergency equipment for passengers and members Available Securely fixed to the crew;

Handle for emergency release of the front landing gear; In the lower position and fixed.

hydraulic systems;

Aircraft, engines and systems control; In the initial position 6. When testing under current:

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

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FLIGHT PREPARATION

- indication of the water level indicator for injection Corresponds to the required amount of water 1. Prepare maintenance documentation. Accept the aircraft from the technical team.

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

Antennas and air temperature receivers No mechanical damage 2. Cabin crew:

instruments, navigation control panel No damage, securely fixed by radio equipment;

Graphs of corrections for altimeter readings, pointers Speed ​​and compass available 3. When testing under current:

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

Notes:

1. In the absence of a flight radio operator in the crew, the navigator performs a pre-flight inspection of the aircraft to the extent specified in clause 3.2.3. (“Obligations of a radio operator”).

2. In the absence of a navigator in the crew, the pre-flight inspection of the aircraft in the scope specified in clause 3.2.2 is performed by the co-pilot and ATB specialists. The operability of the ARC, radar, GIK, GPC and KI is checked by ATB specialists.

1. During the external examination of the aircraft:

2. Cabin crew:

Connecting antenna leads to equipment; correct, reliable

FLIGHT MANUAL

FLIGHT PREPARATION

- instructions and tables for setting up radio stations. There are fuses and a set of spare radio tubes;

Microphone and microtelephone headset; Available 3. When testing under current:

Aerodrome sources of electricity; Checked and connected to the on-board network - emergency sources of electricity; Checked and connected to the on-board network - MSRP-12 heating depending on the air temperature On Report to the aircraft commander on the results of the inspection and readiness of the equipment.

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

1. Passenger cabin and utility rooms:

Passenger compartment (cabins, seats, luggage compartments No foreign objects, Clean shelves, curtains and curtains);

Portable oxygen cylinder of the KP-21 device;

2. When testing under current:

Duty lighting of the passenger compartment; Correctly

FLIGHT MANUAL

FLIGHT PREPARATION

- lighting of the buffet, cloakroom, vestibule, baggage room and toilet;

3. With engines running (with the permission of the engine tester):

After the end of the test, all switches on the electrical panel are turned off by the flight attendant 4. During the loading of the aircraft;

Removable household equipment, luggage and mail; Placed, fixed - lighting of the passenger cabin and amenity areas. On Report to the aircraft commander on the result of the inspection and accommodation of passengers on the aircraft.

2. Passenger compartment:

Takeoff weight and balance of the aircraft; Correspond to the calculated values ​​- approaches to the passenger and cargo doors and emergency doors are free, the hatches are not cluttered with baggage and cargo 3. Crew cabin:

Devices on the dashboard and the right remote control; Fixed, no damage to the speed indicator and compasses;

4. When testing under current:

Lighting of the workplace, light signaling devices and Light signal boards are working;

FLIGHT MANUAL

FLIGHT PREPARATION

- KPPM device (when checking the SP by the commander of the aircraft, the vessel is operational);

Heating of PVD, RIO-3, angle of attack sensor AUASP, SO-4AM Operable and glasses;

MSRP Report to the pilot-in-command on the result of the inspection and verification.

Note: If there is no navigator and flight radio operator in the crew, the work specified in clause 3.2.2 is performed by the co-pilot, and the work set forth in clause 3.23 ("Obligations of the flight radio operator") and checking the ARC, radar, GIK, GPC and CI -13 are produced by ATB specialists.

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

Inspect and test the aircraft.

1. Glider, power point and chassis:

External surfaces of the aircraft, power plant; Damage, leakage of fuel and oil, - ailerons, rudders, flaps and trimmers; No damage, trims in neutral 2. Cabin crew:

Devices on the dashboard and left console; Fixed, no damage - altimeters: UVID-30-15, VD-10K Arrows set to zero. Readings on - graphs of corrections to the readings of the altimeter, pointer There are speeds and compasses

FLIGHT MANUAL

FLIGHT PREPARATION

- valve for switching on emergency pressure to the main system; Closed - wheel control wheel of the front landing gear; Neutral - nose gear wheel control switch; Off - landing gear extension and retraction control switches, Neutral, fixed by flaps;

3. When testing under current:

Lighting of the workplace, light signaling devices and Light signal boards are working;

Spend (on STC) pre-flight information.

Command the crew to prepare to start the engines. Start the engines, as indicated in subsection. 7.1.

FLIGHT MANUAL

FLIGHT OPERATION

FLIGHT OPERATION

FLIGHT MANUAL

FLIGHT OPERATION

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

4.2. Takeoff

42.1. Takeoff with brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of take-off with a crosswind

4.2.4. Noise reduction takeoff

4.25. Features of taking off at night

4.3. Climb

4.4. Flight along the route

4.5. decline

4.6. Approach and landing

4.6.1. Approach

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

4.63. Landing

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

4.6.5. Features of landing with a side wind

4.6.6. Features of landing at night

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

4.8. Go-around

4.9. Taxiing into the parking lot and stopping the engines

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

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

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

4.12. Flights in icing conditions

4.12.1. General provisions

4.12.2. Takeoff and climb

4.12.3. flight at flight level

4.12.4. Descent, approach and landing

FLIGHT MANUAL

4.1 TAXI PREPARATION AND TAXIING

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

2. Make sure that there is pressure in the hydraulic system of 120-155 kgf/cm2, check that the wheel brake is turned on.

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

4. Turn on flight and navigation equipment and radio equipment.

On aircraft not equipped with SSOS, set the radio altimeter to 100 m.

5. Check the free play of the aircraft controls. Set the PB trim to the position corresponding to the takeoff centering of the aircraft, and the aileron and PH trims to the neutral position.

6. Turn on the glass heating in the reduced mode.

7. Turn on the aircraft and engine icing alarms.

8. Make sure the switch "WING OPERATORS. INPUT RU-19” (“WING and OPERATOR”) is set to “OFF” (neutral position).

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

In the "OPEN" position

In case of conditions of possible icing;

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

10. Install the pass-through latches of the engine control levers in the appropriate position according to the table. 7.2, 11. Turn on the identification system, set the code.

12. Read the Before Taxiing section of the Checklist.

1. Engage nose gear wheel steering.

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

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

ATTENTION: 1. IT IS PROHIBITED BEFORE THE AIRCRAFT STARTS

ROTATE STEERING HANDLE AND DEFLECT

PEDALS WITH TAKE AND LAND CONTROLS ON.

2. WHEN TAXIING ALL GYROSCOPIC INSTRUMENTS MUST BE ON.

AIR HORIZONS ARE CLEARED.

3. WHEN ENGINES WORK AT MODES 0-35°, MOVE

SMOOTHLY, TEMPO 10-15°/s.

4. Release the aircraft from the parking brake and gradually increase the engine operating mode to 15-20° according to the UPRT.

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

6. It is allowed, in agreement with the controller, taxiing with one engine running on a runway and taxiway with artificial turf and on a dry unpaved airfield without grass in winds up to 7 m/s and a friction coefficient of more than 0.5, launching another engine with another…………… ………………………………………………………………………………………………………………………………………… ……………………………………………………………………………………………………………………………………… ………

FLIGHT MANUAL

gas, turning the moment to parry by turning the wheels of the front landing gear at an angle of not more than 20 ° (on the wheel control wheel of the front landing gear and braking).

7. Read the Taxiing section of the Checklist.

While driving, check:

The operation of the main braking system;

The operation of the emergency braking system by smooth and simultaneous deflection of the emergency braking handles (the emergency pumping station is operating - the yellow light indicator lights up);

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

Wheel control of the front landing gear from the steering wheel.

After checking, set the STUN WHEEL switch to the desired position and continue to steer. With the STUN WHEEL switch set to the OFF position, you can steer with the brakes applied (if necessary) with the caster front wheels.

ATTENTION. IT IS FORBIDDEN TO MAKE THE AIRCRAFT TURNS AROUND

FIXED WHEELS SUPPORTS. TAXI TURNS PERFORM

SMOOTHLY, AT THE CALCULATION OF 90° FOR A TIME NOT LESS THAN 6-8 C.

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

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

b) check the correspondence of the heading readings on the indicators GPK-52 of the PIC and the co-pilot to the azimuth of the taxiway (or runway) of taxiing.

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

Note. If the taxiway conditions for the line start do not allow you to align the heading, then make this show at the line start.

At pre-launch:

1. Extend the flaps by 15° or 5° depending on the launch conditions, turn on the heating of the air pressure valve and the air cooler (switch on the air pressure heater no later than 1 minute at plus, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff run) .

2. Check that the PB trimmer is set to the position corresponding to the takeoff balance of the aircraft.

3. Check that the aileron and PH trims are set to neutral.

4. Check that the oil cooler shutter control switch is set to AUTOMATIC.

5. Set the air intake from the engines to the “OFF” position.

6. Read the Pre-Start section of the Checklist.

At the executive start:

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

2. Set the intermediate stop screw release switch to the SCREW ON STOP position.

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

FLIGHT MANUAL

After obtaining permission to take off:

1. Make sure there are no obstacles on the runway.

2. While holding the aircraft on the brakes, smoothly and synchronously increase the engine operation mode to 30-40° according to the UPRT and when a stable speed is established at 99.5-100.5% for AI-24 engines of the 2nd series or 103-105% for AI-24T increase the operating mode of the engines up to 100 ° according to the UPRT.

ATTENTION. TEMPORARY, UNTIL MODIFICATIONS. ON RELEASE

FLAPS AT 5° TO MUTE ALARMS

(SIRENS) ABOUT FLAPS 15° PRESS THE BUTTON

RIGHT PILOT CONSOLE “OFF. SIR. AND PRER. HIGH SIGN", AND

THE FLAPS OUT LIGHT CONTINUES ON.

SOUND ALARM RESETS AFTER CLEANING

CHASSIS. PAY PARTICULAR ATTENTION TO THE LIGHT SIGNAL ABOUT THE

FIRE ON THE AIRCRAFT, AS THE BUZZER

FIRE FOR THE TAKEOFF PERIOD UNTIL THE CHASSIS IS DISABLED. PROHIBITED

DISABLE. SOUND ALARM USING NPP.

After making sure that the engines are operating normally, deflect the yoke away from you by at least half the travel from the neutral position, smoothly release the brakes and start the takeoff run, preventing premature takeoff of the aircraft.

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

ATTENTION. MAINTAIN THE DIRECTION OF THE AIRCRAFT TAKEOFF

CHANGING THE ENGINE OPERATION MODES IS FORBIDDEN.

On the takeoff run before decision speed (V1), abort the takeoff if:

The red signaling devices or the light signal board lit up;

Circumstances or malfunctions have occurred that, according to the PIC, may pose a threat to the safety of continuing the take-off or subsequent completion of the flight.

The actions of the crew to abort the takeoff do not differ from those prescribed for the case of an aborted takeoff due to the failure of one engine.

5. If during takeoff from a wet or slippery runway it is impossible to keep the aircraft on the brakes at takeoff or rated engine operation, set the engines to 30-40 ° according to the TLS. Then release the brakes and, during the takeoff run, bring the engines to takeoff, while not allowing a sharp movement of the throttle to prevent the aircraft from turning.

6. Upon reaching the speed Vp.op, depending on the takeoff weight of the aircraft (see Fig. 6.3), by taking the yoke, start lifting the wheels of the front landing gear until the aircraft separates from the runway.

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

A WARNING. TO AVOID FUSELAGE CONTACTING THE RUNWAY

IT IS PROHIBITED TO INCREASE THE ANGLE OF ATTACK MORE THAN 11.5° ON UAP-14KR.

7. After lift-off with virtually no holding, move the aircraft into climb while accelerating. The desire of the aircraft after the liftoff to turn to the right is parried by deflecting the rudder and ailerons.

FLIGHT MANUAL

8. At a height of at least 3-5 m, brake the wheels. When the yellow lights come on, check that the wheel brake is working properly.

A WARNING. IF AFTER BREAKING OFF, WHEN THE WHEELS

THE YELLOW LIGHTS DO NOT ILLUMINATE, INDICATING

ABOUT THE MALFUNCTION OF THE AUTOMATIC BRAKING. TURN OFF AUTOMATIC

BRAKING; WHEN LANDING, REMEMBER THAT THE MACHINE IS OFF AND

BRAKING SMOOTHLY.

9. Give a command to the flight engineer to retract the landing gear, the flight engineer, after making sure that the light signaling “ON BY PEDALS” for controlling the wheels of the front landing gear, goes out, retracts the landing gear.

A WARNING. IF AFTER THE AIRCRAFT LEAVES

"ON BY PEDAL" DOES NOT GO OFF. TURN OFF TAIL AND LANDING

FRONT CHASSIS WHEEL STEERING REMOVE CHASSIS. ON THE

LANDING TAKE AND LANDING CONTROLS ONLY ON AFTER

TOUCHING THE RWY WITH THE WHEELS OF THE NOSE PILLAR.

Notes: 1. When taking off with a large takeoff weight (more than 20,000 kg) or at high ambient temperatures during retraction of the landing gear during takeoff from (h = 5°), short-term vibration of the front support is possible.

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

10. At an altitude of at least 120 m at a speed of 240-270 km/h (w=15°) and 245-275 km/h (w=5°), depending on the takeoff weight, give the command. “Flaps retract”, according to which the flight engineer retracts the flaps in three steps (flaps from the 5 ° position and on aircraft modified according to Bulletin No. 1321BU-G are retracted in one step). In the process of retracting the flaps, do not allow the loss of altitude and decrease in pitch angle. Take off the arising forces on the steering wheel with the trimmer of the elevator. By the end of flap retraction, increase speed to 270-km/h depending on takeoff weight.

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

REMOVE WITH TRIMMERS. WHEN THE POSITION OF THE FLAPS IS CHANGED, THE LOAD

REMOVE CI AFTER EACH FLAPS RETRACTION (EXTENSION).

2.WHEN THE GROUND DANGER ALARM IS ACTIVATED DURING TAKEOFF TO

FLAPS RETRACT IMMEDIATELY STOP DOWN AND

GO TO CLIMB. WHEN THE ALARM IS ACTIVATED

DANGEROUS GROUND" AFTER FLAPS REMOVAL AND FURTHER

MANEUVERING IN THE TAKEOFF AREA IF THE FLIGHT IS OVER

HILLY OR MOUNTAIN TERRAIN. POWER THE PLANE TO

CLIMB (WITHOUT GOING BEYOND

G-LOAD AND ANGLE OF ATTACK) AND SET THE ROD TO TAKE-OFF MODE.

HOLDING IT UNTIL THE ALARM SHUT OFF.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in a bumpy situation, a short-term (no more than 2 s) alarm "GROUND DANGER" is possible, which does not require the crew to change the flight trajectory.

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

12. At an altitude of 400 m, smoothly moving the throttle, set the nominal mode (65° for UPRT for AI-24 engines of the 2nd series or 63° for UPRT for AI-24T engines). After translation

FLIGHT MANUAL

engines to the nominal operating mode, balance the aircraft with trimmers, turn on the air intake from the engines to the air conditioning system.

For airplanes equipped with the RU19A-300 wing, empennage and air intake automatic activation system, regardless of weather conditions, the switch “WING and OPERATORS.

INPUT RU19A-300 "(" WING AND OPERATORS ") set to the position" AUTOMATIC ".

4.2.2. TAKEOFF WITH A SHORT STOP ON THE RUNWAY

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

2. The use of a takeoff with a short stop on the runway is permitted provided that the actual aircraft weight is less than the maximum allowable weight calculated according to parameters D 3. The pilot-in-command must inform the crew about the use of a takeoff with a short stop on the runway before taking the aircraft to a preliminary start.

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

Control Check Cards PIC to request permission to taxi to line start.

5. Having received permission to taxi out, the PIC gives the command: “Taxiing out. Card control.

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

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

Wherein:

For the co-pilot to check the activation of the air pressure heater and report: “The air pressure heater is on. Ready";

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

6. After the aircraft is brought to the RWY axis, the PIC engages the takeoff and landing control of the wheels of the front landing gear, taxi for 5-10 m and, having stopped the aircraft, hold it with the brakes. To the crew to complete the control according to the Control Inspection Card.

Wherein:

To the flight mechanic, set the switch for removing screws from the intermediate stop to the “SCREWS ON THE STOP” position and, after making sure that the emergency lights are off, report: “The red signals are off. Ready". Smoothly and synchronously move the throttle to the position of 30-40 ° according to the UPRT;

To the navigator (co-pilot) to agree on the heading system (if it was not previously agreed on the taxiway) and report: “Heading ..., agreed. Ready";

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

ATC mode is set. Ready".

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

8. On the command “Take off”, the flight mechanic should smoothly and synchronously move the throttle of the AI- engines to the position of 100 ° according to the UPRT. At the moment the engines reach the takeoff mode, report:

FLIGHT MANUAL

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

10. If by the time of the “Control” report the engines have not reached the takeoff mode (the flight mechanic’s report “Take off mode” has not been received), the PIC must immediately stop the takeoff, acting in accordance with the instructions of subparagraph a) “Engine failure on takeoff run up to the speed of making a decision V1 when performing flights from the runway and main runway” (clause 5.1.3).

ATTENTION. WHEN THE COUNTER WIND SPEED COMPONENT IS 12 M/S AND MORE

TAKEOFF WITH A SHORT STOP IS FORBIDDEN.

11. Further actions of the crew - in accordance with paragraph 4.2.1 "Take off from the brakes", starting from subparagraph 6.

4.2.3. FEATURES OF TAKEOFF WITH A CROSS WIND 2.1, when taking off from a hard unpaved runway of 12 m/s, take off with the obligatory use of takeoff and landing wheel control of the front landing gear.

The tendency of the aircraft to turn and roll on the takeoff is parried with the rudder and ailerons, using the takeoff and landing control of the wheels of the nose landing gear and, if necessary, the brakes. After takeoff, parry the drift by changing course to the drift angle.

4.2.4. TAKEOFF WITH REDUCTION OF NOISE ON THE TERRAIN After takeoff, at a height of at least 5 m, brake the wheels and retract the landing gear. Gradually bring the aircraft into climb while simultaneously accelerating to an instrument speed of km/h.

Climb at a constant speed with flaps at 15°.

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

At an altitude of at least 500 m, remove the flaps, with an increase in speed up to 280-300 km / h, parrying the tendency of the aircraft to subside by deflecting the helm. Reduce the operating mode of the engines to nominal.

Take off, as a rule, with the headlights on, for which, after taxiing out on the runway and putting the engines into takeoff mode, turn the headlight control switch to the “HIGH LIGHT” position.

The technique for taking off at night is similar to the technique for taking off during the day.

Keep the direction on the runway according to the relative displacement of the runway landing lights lines and along the runway axis. After the aircraft lift-off, perform piloting according to the attitude indicator, speed indicator and variometer.

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

1. The values ​​​​of the indicated speed and the operating modes of the engines during the set of the echelon are indicated in subsection. 6.3. "Climb mode".

FLIGHT MANUAL

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

CLIMB PROCESS IF FLIGHT OVER

HILLY OR MOUNTAIN TERRAIN, OR IF CREW

THE CHARACTER OF THE RELIEF IS UNKNOWN. POWER THE AIRCRAFT TO

A STEEPER CLIMB TRAJECTORY (WITHOUT GOING OUT

ON TAKEOFF MODE. HOLDING IT UNTIL SHUTDOWN

ALARMS. OBSERVE THE RELIEF ON THE LOCATOR. AT

NEED CLIMB WITH CHANGE OF COURSE.

Having reached the desired altitude, without changing the engine operation mode, transfer the aircraft to level flight and set the engine operation mode necessary for the given flight mass and flight altitude.

Characteristics of horizontal flight are given in subsection. 6.4.

Control the air temperature and pressure difference in the cabin, the operation of the aircraft engines and systems. Keep track of even fuel consumption from the left and right groups of tanks, using the banding system to equalize the fuel.

ATTENTION. WHEN THE EARTH DANGER ALARM IS ACTIVE

LEVEL FLIGHT OVER HILLY OR MOUNTAIN TERRAIN

OR IF THE CREW IS UNKNOWN THE NATURE OF THE TERRAIN. VIGOROUSLY

ALLOWABLE GLOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD

ALARMS.

5-10 minutes before the start of the descent, the crew conducts pre-landing preparations.

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

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

Read the “Before De-Leveling” section of the Checklist.

Decrease in the modes in accordance with the recommendations of Sec. 6.5 "Descent Mode".

ATTENTION. WHEN THE GROUND DANGER ALARM IS ACTIVATED ON

DECREASE, INCLUDING IN THE LANDING ZONE, IMMEDIATELY DECREASE

VERTICAL DECREASE RATE. IF THERE IS A FLIGHT

IS CARRIED OUT OVER HILLY OR MOUNTAIN TERRAIN OR IF

THE CREW DOES NOT KNOW THE NATURE OF THE TERRAIN, TRANSLATE ENERGICALLY

AIRCRAFT CLIMBING (WITHOUT GOING BEYOND

G-LOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD TO TAKE-OFF

MODE, HOLDING IT UNTIL THE ALARM IS OFF.

FLIGHT MANUAL

OBSERVE THE RELIEF ON THE LOCATOR, IF NECESSARY

CLIMB WITH A CHANGE OF COURSE. ABOUT THE EXECUTED MANEUVER

REPORT TO ATC.

Make a descent according to the descent and approach pattern established for the given aerodrome.

At transition level altitude, after receiving the landing aerodrome pressure from the air traffic controller, read the “After transition to aerodrome pressure” section of the Checklist.

If in the process of descent from the transition level to the height of the circle, the radio altimeter preset altitude alarm went off, stop the descent, check the readings of the barometric altimeters and evaluate, taking into account the terrain, their compliance with the radio altimeter readings. Check that the pressure setting on the barometric altimeters and the set circle height on the radio altimeter are correct.

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

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

After making sure that you can continue to confidently control the flight altitude, continue the descent to the height of the circle.

If in the process of descending to the altitude of the circle, the signaling device of the given radio altimeter height did not work, then at the height of the circle, evaluate, taking into account the terrain, the correspondence of the readings of barometric altimeters to the readings of the radio altimeter and check the operability of the radio altimeter with the built-in control.

Set the radio altimeter setter to 60 m (or VLOOKUP if VLOOKUP is less than 60 m).

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

Maintain the height of the log in a circle according to the instructions for this airfield.

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

ATTENTION. WHEN THE ALARM IS SAFE EARTH" IN PROGRESS

PERFORMING A MANEUVER FOR LANDING APPROACH AT THE AERODROME,

LOCATED IN MOUNTAIN OR HILLY AREAS. VIGOROUSLY

PUT THE AIRCRAFT IN CLIMB (WITHOUT GOING OVER

ALLOWABLE GLOAD AND ANGLE OF ATTACK VALUES) AND SET THE ROD

TO TAKE-OFF MODE, KEEPING IT UNTIL SHUT DOWN

ALARMS. REPORT TO THE CONTROLLER ON THE COMPLETED MANEUVER

Before the start of the third turn at a speed of 300 km/h, give the command to extend the landing gear, and when approaching the shortest route, extend the landing gear at a distance of at least 14 km.

A WARNING. IF THE CHASSIS IS NOT RELEASED:

- WHEN HARVESTING ORES BEFORE THE FLIGHT LOW GAS, THE SIREN WILL BURN,

WHICH CAN BE DISABLED BY THE “OFF” BUTTON. SIR. AND PRER. HIGH SIGN";

- WHEN THE FLAPS ARE EXTENDED AT 13-17°, THE SIREN WILL BE BUM AND THE BUTTON IS OFF.

SIR. AND PRER. HIGH SIGNAL WILL NOT DISABLE.

Set the flight latch stop control lever against the range mark corresponding to the actual air temperature near the ground at the landing airfield. Check that the landing gear wheel control is engaged.

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

FLIGHT MANUAL

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

Before the fourth turn or at the estimated distance from the fourth turn when landing on the shortest path, at an IAS of 280-300 km/h, extend the flaps to 15°.

ATTENTION. IF BALANCE IS DISTURBED IN THE PROCESS OF FLAPS EXTENSION

AND THE PLANE WILL OCCUR, SUSPEND RELEASE

FLAPS AND LANDING WITH FLAPS DEFLECTED

BEFORE THE POSITION AT WHICH THE ROLL BEGINS.

When the flaps are deflected, the aircraft tends to soar. which must be parried by a proportional deviation of the steering wheel from itself. Efforts on the steering wheel are removed by deflecting the trimmer of the elevator. After deflecting the flaps by 15°, set the IAS to 250 km/h and complete the fourth turn.

At aerodromes with 25° bank approach procedures, extend 15° flaps before the third turn at 280-300 km/h. Then, at a speed of 250 km/h, make the third and fourth turns with a bank angle of 25°.

Extend the flaps to 38° before entering the glide path. With additional release of the flaps, the tendency of the aircraft to soar is less pronounced and is parried by a slight pushing the helm away from you. Gliding speed with flaps deflected by 38° should be 210-200 km/h on the instrument, depending on the flight weight (Table 4.1).

Read the “Before Entering the Glide Path” section of the Checklist.

ATTENTION. IN THE EVENT OF AN EARTH DANGER ALARM WHEN

IMMEDIATELY DECREASE VERTICAL

DROP RATE AND CHECK PROFILE

LOWERING AND POSITION OF THE CHASSIS; IF THE CHASSIS HAS BEEN

UNRELEASED. GO FOR THE SECOND CIRCLE. IN THE EVENT OF ACTIVATION

ALARMS TO BE OR "DANGER TO GROUND" (SSOS) WHEN FLIGHT ON

LEADING STRAIGHT UNTIL A RELIABLE

VISUAL CONTACT WITH APPROACH LIGHTS OR OTHER

GO TO THE SECOND LAP WITH THE LANDING COURSE.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in a bumpy, as well as when approaching an aerodrome with a difficult surface topography on the landing straight, including when flying along a glide path with an inclination angle of more than 3 ° (flying over an obstacle), a short-term , but not more than 2-3 s (or the time specified in the special service information in relation to this landing course of a particular aerodrome), the “GROUND DANGER” alarm is triggered, which does not require the crew to take actions to change the flight trajectory.

Table 4. At the discretion of the pilot-in-command, landing can be performed with flaps deflected no more than 30°. At the same time, increase the speed of pre-landing planning by 10 km/h. The required runway length for landing will increase by 180 m.

Fly over the DPRM at the altitude indicated in the chart for the given aerodrome.

Turns to clarify the exit to the runway after the flight of the LBM should be performed with a bank angle of not more than 15 °, control the height using a barometric altimeter and a radio altimeter.

At an altitude of 200-100 m, turn off the air intake from the engines to pressurize the cabin.

FLIGHT MANUAL

Fly over the BPRM at the height indicated in the chart for the given aerodrome.

Altitude control by barometric altimeter and radio altimeter.

If before establishing reliable visual contact with ground references (approach lights, etc.) the radio altimeter light signaling device worked on the landing course, it is necessary to immediately start a go-around maneuver.

Preservation of the set gliding speeds and refinement of the calculation for landing is carried out by changing the mode of operation of the engines.

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

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

The length of the runway at the landing aerodrome should not be less than the actual landing distance for z = 38°, determined from Fig. 6.41.

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

LANDING

After establishing a reliable visual contact with ground references, before reaching the VLOOKUP, the PIC must estimate the value of the lateral deviation of the aircraft from the runway axis.

Maximum allowable lateral deviations from the runway axis:

The PIC evaluates the actual lateral deviations visually, using landing lights and other reference points.

If the actual lateral deviation exceeds the maximum allowable one, the PIC at an altitude not lower than the VLR must start a go-around.

If the actual lateral deviation is within the allowable limits, the PIC, when making a decision on landing, at and below the VLR, must begin a maneuver to eliminate the lateral deviation.

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

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

The first turn (toward the runway axis) is performed with a bank angle of 10-12°, and the second turn (in the opposite direction) - 6-8°. The lateral deviation maneuver must be completed before the start of the runway.

The maximum bank angle should not exceed 15° at the beginning of the maneuver and 2-3° towards the beginning of the runway. After passing the VLR and before the start of the leveling, the flight must be carried out according to

FLIGHT MANUAL

FLIGHT OPERATION - Approach

FLIGHT MANUAL

4.6.2a "Features of piloting during visual approach".

(1) Visual approach means an approach flown in accordance with instrument flight rules (IFR) when part or all of an instrument approach procedure has not been completed and the approach is in visual contact with the runway and/or her guidelines.

(2) Entry into the zone (area) of the aerodrome is carried out by the PIC or 2/P according to the established patterns (STAR) or along the trajectories specified by the ATC service. Descent and IFR approach should be carried out with the help of RMS radio landing and navigation aids. RSP.

OSB, OPRS (RPRS. BPRS), VOR, VOR / DME up to the established height of the visual approach start point (VT VZP).

(3) Prior to reaching the start point of the visual approach, landing gear and wing flaps must be retracted to an intermediate position.

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

(5) At the height of the visual approach start point, if visual contact with the runway or its landmarks is not established, the airplane should be leveled until good visual contact is established with the runway or its landmarks.

(6) When reliable visual contact is established, the PIC must report to the controller:

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

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

(7) Maneuver on visual approach with banks not exceeding 30° (8) Before turning towards the runway of the intended landing at a height not lower than the minimum descent height is necessary;

- release the wing mechanization to the landing position - set the speed Vzp according to section 4.6.1 or 4.8.

FLIGHT MANUAL

- perform control operations according to the Control Check Chart corresponding to the Chart "After giving the aircraft a landing configuration", perform a turn to the landing course while maintaining the speed Vcp with a decrease with a vertical speed not exceeding 5 m/s to the height of the entrance to the glide path. The recommended list when turning to the landing heading is 20° but not more than 30°. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN TURNING TO A LANDING COURSE, IT IS POSSIBLE

AND THE ALARM OF LIMIT ROLLS IS ALLOWED TO BE ALARMED.

(9) After entering the landing course, the PIC needs to assess the position of the aircraft relative to the runway. If the position of the aircraft is landing, set the approach speed Vdc and the glideslope descent mode (~3°) The PIC shall report to the landing controller that he is ready for landing and obtain a landing clearance.

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

2/P controls instrument flight, paying special attention to maintaining the minimum descent height, speed and bank angles established for the given aerodrome. When making a turn to the landing heading with the bank limit signaling board lit - 2/P, the PIC informs the PIC that the bank has reached 30°. The navigator controls the altitude and speed of the flight and, if possible, the position of the aircraft relative to the runway.

FLIGHT MANUAL

Maintain an IAS of 200-210 km/h before leveling off. Start leveling at a height of 6-8 m. At the end of leveling, set the engine control levers to the stop of flight idle. Finish leveling at a height of 0.5-1 m.

A WARNING. DURING THE LEVELING PROHIBITED SHARING. FROM

IMPACT ON THE STOP OF THE LATCH MOVEMENT OF ORE.

Landing with a slightly raised front support. The aircraft lands smoothly at an IAS speed lower than the glide speed by 30-35 km/h.

After landing, slowly lower the front landing gear, set the engine control levers to the 0° position on the ST, remove the propellers from the intermediate stop.

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE STOP

DO ONLY AFTER THE FRONT SUPPORT IS LOWERED. 2. ON

AIRCRAFT RUN AFTER THE PROPELLERS ARE REMOVED DURING THE PERIOD WHEN

LIGHTS ARE ON IN CFL-37, DO NOT MOVE ORE TO

POSITION (26±2)° OR ABOVE AS IT CAN HAPPEN

AUTOMATIC PROPELLER FEEDING (ON

AIRCRAFT WITH A CONNECTED AUTOWEather SOFTWARE SYSTEM

NEGATIVE DRIVING).

Keep the direction on the run with the rudder, using the takeoff and landing control of the wheels of the nose landing gear and, if necessary, the brakes.

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

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

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

In case of failure of the main wheel braking system, emergency braking must be applied.

After vacating the runway during taxiing, retract the flaps, relieve excess pressure in the cockpit with an emergency pressure relief valve or smoothly open the cockpit window, turn off the heating of air pressure receivers, as well as the SO-4AM, RIO-3 and DUA icing detectors.

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

4.6.4. AIRCRAFT APPROACH AND LANDING WITH TWO OPERATING

ENGINES WITH A FIXED MAXIMUM FUEL DRAIN

PRT-24 SYSTEM ON ONE OF THE ENGINES

Landing approach and landing of the aircraft shall be carried out in accordance with the recommendations set forth in paragraphs. 4.6.1 and 4.63. In addition to the takeoff mode, the required mode of the engine with a fixed fuel drain is set by the PCM; To obtain the takeoff mode (go-around, pull-up), both engines are switched to the 100 ° mode according to the UPRT.

FLIGHT MANUAL

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

Table 4

A WARNING. TO OBTAIN MODE 0e ON CONTROL PERVD BY REMOVAL

PROPELLER WITH STOP ON THE ROAD OF THE ENGINE WITH

MAXIMUM FIXED FUEL DRAIN SET TO

POSITION 10-12° ON CONTROL WHEN DOING THIS, OBSERVE THE SPEED OF ROTATION

ROTOR OF THIS ENGINE, AND IF IT FALLS BELOW ZMG

TURN OFF THE ENGINE BY THE STOP CRANE, REDUCING Rikm TO 10 KGS/CM

AT MODES 35° AT STANDARD AND ABOVE LEADS TO SPONTANEOUS

ENGINE SHUTDOWN WITH AUTOMATIC FEEDING

AIR SCREW.

Go-around is possible from any height up to the height of the beginning of the alignment at a speed not lower than recommended for pre-landing planning.

4.6.5. FEATURES OF LANDING WITH A SIDE WIND 2.1; on a hard unpaved runway 12 m/s.

Carry out the construction of a rectangular route and landing approach taking into account the wind, introducing a drift lead. After the fourth turn before touchdown, correct drift with the lead angle. Just before touchdown, turn the aircraft along the runway axis by deflecting the rudder towards the drift.

Note. If it is impossible to approach according to the scheme with a bank angle of 25°, it is allowed to perform an approach with a bank angle acceptable for piloting, but not more than that specified in Sec. 2 RLE. The start of turns during the flight according to the approach pattern and the bank angle should be maintained in accordance with the crew calculation and in agreement with the air traffic controller.

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