Calculation of flight elements of the An-24 aircraft

test

6. Calculation of aircraft alignment

Initial data for calculation:

Weight empty plane(from the form) -- 14150 kg;

Equipment weight - 133 kg;

Crew 240 - 3 people;

Flight attendant and buffet containers - 120 kg;

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

Commercial load weight - 3541 kg;

Passengers in the amount of 39 people - 2925 kg;

Load in room I-- 585 kg;

Load in room II-- 31 kg;

Luggage in room III -- 0 kg;

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

Engine oil - 95 kg;

Water in the toilet - 26 kg;

Two portable oxygen cylinders 6 kg;

Toilet chemicals - 6 kg.

Total 133 kg

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

The upper part of the alignment graph provides information about the route number, flight, date and time of departure, aircraft number, and also calculates the maximum payload of the aircraft.

In the middle part of the alignment graph there is a nomogram of the equipped aircraft and scales on which the loading of the aircraft is recorded.

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

At the bottom of the alignment graph there are: a nomogram of a loaded aircraft, a layout diagram (for the passenger version), a graph for determining, corrections to the alignment value for aircraft with a double-slot flap, information about the take-off and landing weight of the aircraft, the alignment value.

Calculation procedure:

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

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

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

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

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

6. From point 2, lower the perpendicular to the “Passengers 48 people” scale and count down a little less than one division in the direction of the arrow. 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 alignment graph.

8. From point 4, lower the perpendicular to the “Cargo space II” scale, count half the division in the direction of the arrow 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 plane take-off weight - 20,900 kg. Finding point B.

10. Using the inclined lines of the alignment values, we determine the alignment of the aircraft on takeoff with the landing gear extended at 27.25% of the MAR. We draw a horizontal line through point B until it intersects with the line of influence of landing gear retraction. We find point G, and on the scale - the amount of forward centering displacement of the aircraft from retracting the landing gear - 2.3% of the MAR. Consequently, the alignment of the aircraft on takeoff with the landing gear retracted is equal to 24.95% of the MAC.

Analysis of methods for mathematical modeling of evacuation of aircraft passengers in an emergency

To calculate the take-off weight of the aircraft in three approximations, we will use the data presented in Table 1.4. Table 1.4 No. Parameter Designation Value 1 Relative thickness of the wing profile C 0.06% 2 Wing extension LKR 3...

Flight dynamics of VAS-118

Flight dynamics of VAS-118

Flight dynamics of VAS-118

The flight range and duration are determined by the amount of available fuel and the aircraft’s flight modes and engine operation. The total range consists of projections onto the horizontal plane of the climb trajectory...

The critical Mach number is the Mach number of the oncoming flow at which a shock wave occurs somewhere on the profile (body) ...

Study of the aerodynamic characteristics of the aircraft

At Mach numbers greater than the critical one, additional wave drag occurs due to the appearance of shock waves. The total drag of an airplane is the sum of the drags...

All properties and parameters of the aircraft are interconnected. The mathematical representation of this relationship is the aircraft mass balance equation. ; where is the takeoff weight of the aircraft. - weight of commercial load. - relative wing mass...

Flight specifications airplane

Determine the relative mass of the wing: ; =0.08652 where =1 is a coefficient that takes into account the unloading of the wing by the power plant. =1 - coefficient taking into account the weight of the wing by operational and technological connectors...

Design of structural and power elements and systems of the TAR-1 strategic military transport aircraft

Calculation of flight performance characteristics of a transport aircraft

The calculation was made using the basic relationships between speed and thrust on a turn in horizontal flight, H = 1 km. Where V, P - speed, required thrust in horizontal flight. Vв, Рв - analog parameters on a turn...

Calculation of the economic efficiency of introducing a new type of aircraft

The task of aerodynamic calculation includes determining, depending on the external forces acting on the aircraft, the kinematic parameters of the steady motion of the aircraft’s center of mass, i.e. its flight performance characteristics (FTC)...

Calculation of flight performance characteristics of the An-124 aircraft

The stability of an aircraft is its ability to maintain a given balancing flight mode without pilot intervention and return to it after the cessation of external disturbances. The plane is statically stable...

Calculation of the economic efficiency of introducing a new type of aircraft

Navigation (navigation) preparation of the crew for flight

(RLE Mi-8 3.1.10)/ Figure 10, 11. take-off alignment. Omsk (Central) in mm = + 322 mm; alignment of the village LPDS - Barabinsk in mm = + 312 mm; take-off centering LPDS - Barabinsk in mm = + 305 mm; alignment of the village Omsk (Central) in mm = +295 mm. Figure 10...

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

-- [ Page 1 ] --

MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

OPERATIONAL INSTRUCTIONS

AIRCRAFT AN-24 (AN-24RV)

Currently, the Flight Operation Manual for the An-24 (An-24RV) aircraft

changes No. 1-33, 35 were made.

All terms and units of measurement are given in accordance

with current GOST standards.

Put into effect Manager

DLS GS GA MT RF

Tarshin Yu.P.

Change No. 6 To the Flight Manual of the AN-24 aircraft (1995 edition) Change No. 6 To the Flight Manual of the AN-24 aircraft (1995 edition) With the entry into force of this Change it is necessary:

sheets of the Operating Manual of the List of current pages 7-8, Contents pages 15-16, 2. Page. 3-4, 2. Page

5-6, 4. Page Remove 1-2 and replace with the attached ones.

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

Approved by the Federal Antimonopoly Service of the Russian Federation on April 8 Change No. K of the Airplane Operating Manual for the AN-24 (AN-24RV) aircraft (1995 edition) Amendment No. K of the An-24 Aircraft Operator's Manual, 1995 edition.

On the issue of operating an aircraft with batteries type F20/27H1C-M3.

Upon receipt of this Change, sheets of the Flight Manual with pages 7. Page. 92 and 7. Pg. replace with those included.

Approved by the Federal Antimonopoly Service of Russia on March 30. Change No. K of the Airplane Operating Manual for the AN-24 (AN-24RV) aircraft (1995 edition) Amendment No. K of the An-24 Aircraft Operator's Manual, 1995 edition.

Regarding the use of ILS and VOR Navigation Systems.

Upon receipt of this Change, sheets of Flight Manual 2. Page. 5-6.7. Page 149-150.7. Page 155 - replace with the enclosed ones.

Approved by the Federal Antimonopoly Service of the Federal Antimonopoly Service of Russia Change No. 1, 2, To the Flight Manual of the AN-24 aircraft (1995 edition) CHANGE No. 1 (approved 11/13/97).

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

CHANGE 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 fuel drain by the PRT-24 system on one of the engines” (4.Page 14).

CHANGE No. 3 (approved on October 17, 1997 on the following issues:

Settings of the RV-5 controller during landing (4.Page 10, Appendix 4.Page.

Clarification of the text of paragraph 9 of the nature of malfunctions of the “List of Acceptable Failures and Malfunctions” (Appendix 2. Page 10);

Correction of typos made during reprinting (7.Page 7. 7.Page 125).

An-24 (An-24RV)

FLIGHT OPERATIONS MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATING LIMITATIONS Section 3. CHECKING AIRCRAFT READINESS FOR FLIGHT Section 4. FLIGHT OPERATION Section 5. SPECIAL CASES IN FLIGHT Section 6. AIRCRAFT CHARACTERISTICS Section 7. AIRCRAFT SYSTEMS OPERATION Section 8. OS FEATURES OF AN AIRCRAFT FLIGHT OPERATION -24РВ.

Applications:

1. Instructions for loading and alignment of the An-24 (An-24RV) aircraft 2. List of acceptable failures and malfunctions of the An-24 (An-24RV) aircraft, with which the flight to the home airfield is permitted to be completed 3. Checklists for the An-24 aircraft (An-24RV) by the crew 4. Map of the control check of the An-24 (An-24RV) aircraft by the crew

FLIGHT OPERATIONS MANUAL

1. GENERAL INFORMATION 1.1. Aircraft purpose

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

2. OPERATING LIMITATIONS

2.1. Weight restrictions

2.6. Other restrictions

3. CHECKING THE AIRCRAFT READINESS FOR FLIGHT

3.1. General instructions

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

4. FLIGHT OPERATION

4.1. Preparation for taxiing and taxiing

4.2.1. Taking off from the brakes

4.2.2. Take-off with a short stop on the runway ……………………………… 4.2.3. Features of takeoff in crosswinds

4.2.4. Takeoff with reduced noise on the ground (at civil aviation airfields where noise restrictions have been established)

4.2.5. Features of take-off 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....... 4.6.3. Landing

4.6.5. Peculiarities of landing in cross winds …………………………………... 4.6.6. Features of landing at night

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

FLIGHT OPERATIONS MANUAL

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

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

5. SPECIAL FLIGHT CASES

5.1. Engine failure

5.1.1. Signs of Engine Failure

5.1.2. Crew actions in case of engine failure

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

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

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

5.2.3. Fire in wing compartments

5.2.4. Fire in aircraft cabins and baggage areas……………………… 5.2.5. Fire on earth

5.3. Cabin depressurization

5.4. Emergency reduction…………………………………………………………. 5.5. Forced landing of a plane

5.6. Forced landing of a plane on water

5.7. Landing with flaps retracted

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

5.12. Actions of the crew in case of spontaneous deviation of the aileron trimmer or rudder trimmer …………………………………………………………………………………………………………… 5.13. Simultaneous generator failure

5.14. Aircraft behavior near critical angles of attack…………………… 5.15. Crew actions when two engines are stopped in flight……………….. 5.16. Piloting an aircraft during short-term (up to 3-5 minutes) failures of all speed indicators

FLIGHT OPERATIONS MANUAL

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

6. AIRCRAFT CHARACTERISTICS

6.1. General information

6.1.2. The best flight altitude

6.1.3. Fuel refueling calculation

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

6.4. Flight characteristics along the route………………………………………... 6.5. 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. Preparing for flight………………………………………………………..... 7.1.3. Heating engines in the cold season …………………………… 7.1.4. Vibration monitoring equipment IV-41A ………………………………….. 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. Preparing for flight……………………………………………………….. 7.2.3. Operation in flight……………………………………………………….. 7.2.4. Possible malfunctions and crew actions……………………………. 7.3. Oil system………………………………………………………………. 7.3.1. General information…………………………………………………………………………………. 7.3.2. Preparing for flight………………………………………………………... 7.3.3. Operation in flight……………………………………………………….. 7.4. Fire extinguishing system

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

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

FLIGHT OPERATIONS MANUAL

7.6.2. Preparing for the flight

7.6.3. In-flight operation

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

7.7.1. General information

7.7.2. Preparing for the flight

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

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

7.10.1. General information

7.10.2. Preparing for the flight

7.10.3. In-flight operation…………………………………………………........ 7.10.4. Possible malfunctions and actions of the crew……………………………... 7.11. Oxygen equipment

7.11.1. General information

7.11.2. Preparing for the flight

7.11.3. In-flight operation………………………………………………………. 7.12. Anti-icing system……………………………………………. 7.12.1. General information

7.12.2. Pre-flight check………………………………………………………. 7.12.3. In-flight operation………………………………………………………. 7.12.4. Possible malfunctions and actions of the crew…………………………….. 7.13. Electrical equipment……………………………………………………………………... 7.13.1. Electricity 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 indicator and control system 7.14.4. Autopilot AP-28L1………………………………………………………. 7.14.5. Automatic angle of attack and overload with alarm AUASP-14KR…….. 7.14.6. Radio altimeters………………………………………………………….... 7.14.7. Ground Speed ​​Alarm System (GSS)... 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”)

FLIGHT OPERATIONS MANUAL

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

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

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

7.18.1. General information

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

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

8.1. General information

8.1.1. Basic flight data of the An-24RV aircraft……………………………….. 8.1.2. Basic data of the RU19A-300 engine……………………………………... 8.2. Operating restrictions………………………………………………………….. 8.2.1. Basic restrictions on the aircraft……………………………………... 8.2.2. Main restrictions on the RU19A-300 engine …………………………… 8.3. Checking the aircraft's readiness for flight

8.4. Flight execution

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

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

8.4.7. Missed approach………………………………………………………………. 8.5. Special cases 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 horizontal flight …………………………… a) Flight with a feathered propeller of a failed AI-24 engine …….. b) Flight with an autorotating propeller of a failed AI-24 engine ……...

FLIGHT OPERATIONS MANUAL

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 of the RU19A-300 in flight……………………………... 8.5.9. Fire in the engine compartment of RU19A-300 on the ground……………………………... 8.6. Aircraft characteristics………………………………………………………. 8.6.1. General information

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

8.7. Aircraft systems operation

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

FLIGHT OPERATIONS MANUAL

INTRODUCTION

The flight manual contains the information, instructions and recommendations necessary to fly safely within the specified flight limitations and conditions for the airplane in accordance with its intended purpose.

Departure without an Flight Manual is prohibited.

The page numbering of sections 1 - 6 and 8 is made taking into account the autonomy of the sections, and the page numbering of section 7 and Appendixes 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 Operating Manual. Changes to the Manual are made by replacing old ones, 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 graph (picture).

The newly introduced sheets indicate the date of approval.

All changes must be reflected in the “Change Registration Sheet”.

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

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

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

FLIGHT OPERATIONS MANUAL

Gas station ANO ZMG IKM RUD SARD SAH TLG TLF

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

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

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

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

The passenger version of the aircraft has 48 seats. The design of the passenger cabin allows the aircraft to also be used as a cargo version by removing the passenger seats and partitions.

The fuselage contains the crew cabin, passenger compartment, wardrobe, toilet, luggage and cargo spaces.

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

Flight navigation, radio communications and radio equipment allows you to operate the aircraft day and night, in simple and difficult weather conditions.

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

1.2. BASIC GEOMETRICAL DATA OF THE AIRCRAFT

Aircraft height, m…………………………………………………………………. 8, Aircraft length, m………………………………………………………………………………… 23, Ground clearance when landing gear is parked, m………………… ……………………...0, Chassis track (along the axes of the struts), m

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

Wing area, m2:

for aircraft with a double-slot center-section flap ………………………………………………………......... 72, for aircraft with a single-slot center-section flap

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

Rice. 1.1. General view of the aircraft

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

Average aerodynamic chord, m:

for aircraft with double-slot center wing flaps

for aircraft with single-slot center wing flap

Transverse angle “V”, degrees:

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

Wing wing sweep angle (at 25% chord)

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

Deflection angles of the aileron trimmer up and down from the neutral position, degrees.

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

on takeoff ……………………………………………………… 15; 5± on boarding

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

Cargo door opening dimensions, m:

Height Width

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

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

Dimensions of openings of side emergency hatches, m:

Distance from the ground to the opening, m:

cargo door

trunk door

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

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

Area of ​​the horizontal tail, m2 ………………………………………………………..17, Span of the horizontal tail, m…………………………………………………………………… 9. Angle of installation of the stabilizer (relative to the wing chord), degrees………………....... - Area of ​​the vertical tail (without foril), m2………………………………….13 , Height of the fin above the fuselage, m

Elevator deflection angle, degrees:

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

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

The speed at which the front gear begins to rise at a take-off weight of 21,000 kg, km/h:

h =15°……………………………………………………………………..…. z =5° ………………………………………………………...…………. Take-off run length at take-off weight 21000 kg (SA), m;

h =15°……………………………………………………………... h =5°…………………………………………………… …………………………………... on a runway with a conditional soil strength of more than 8.0 kgf/cm2, z = 15°…………....... Length of run during landing weighing 20,000 kg on the runway and main runway with a conditional soil strength of 8.0 kgf/cm2 (CA), m

Length of aborted takeoff in case of failure of one of the engines at speed Vp op with take-off weight of 21000 kg on the runway, (SA), m:

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

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

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

1.4. BASIC POWER PLANT DATA

engine's type

Takeoff power, e.h.p. …………………………………………………………...... Rated power, e.h.p. …………………………………………………………. Engine weight, kg

Takeoff power, e.h.p.

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

engine's type

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

FLIGHT OPERATIONS MANUAL

GENERAL INFORMATION

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

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

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

Vane position

Range of working angles of blade installation, degrees. 8-

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

OPERATIONAL

RESTRICTIONS

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

2.1. Weight restrictions

2.2. Alignment restrictions

2.3. Powertrain restrictions

2.4. Instrument speed limits

2.5. Maneuvering restrictions

2.6. Other restrictions

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

Maximum take-off weight of the aircraft, kg

Maximum landing weight of the aircraft, kg

Maximum payload weight, kg passenger version

cargo version

Maximum number of passengers, persons.

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

Operational alignments, % MAR:

extremely forward alignment

extremely rear alignment

Alignment of airplane tail rollover

2.3. POWER PLANT LIMITATIONS

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

terrestrial idle gas Total engine operating time per resource no more than, %:

Engine operating modes:

Engine rotor speed, %:

overspeed at no more than throttle in flight no less than Maximum permissible temperature when launched in flight

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

2.4. INCLUDED SPEED LIMITS

2.4.1. Maximum permissible indicated speeds, km/h:

In service (with flaps retracted)

When extending and retracting the flaps, as well as when flying with the flaps tilted to an angle: 15°-5°

When extending and retracting the landing gear

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

In case of emergency reduction

2.4.2. The minimum permissible instrument speed for flights is the rate of climb (except for takeoff and pre-landing glide modes).

Reducing the speed below the rate of climb for a given altitude is prohibited (see section

6, table. 6.7-6.14).

2.5. MANEUVERING LIMITATIONS

Maximum permissible roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flights

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

With flaps retracted

With flaps extended

Minimum permissible vertical overload

The main crew of the aircraft:

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

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

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

Table 2. Angle between the wind direction and the axis Maximum permissible wind speed, The maximum permissible 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) The maximum component of the tailwind speed during takeoff and landing is up to m/s.

The minimum runway length at which an aircraft is permitted to operate. An-1300 m If the runway length is 1600 m or less, take off with the flaps deflected by 15°.

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

Take off from the main runway at z = 15°, regardless of the length of the main runway.

FLIGHT OPERATIONS MANUAL

OPERATING LIMITATIONS

With center line lights Note* The minimums are applicable in the presence of an alternate aerodrome, the flight time to which from the departure aerodrome does not exceed 1 hour. In this case, the alternate aerodrome is accepted as an aerodrome where the actual and forecast weather conditions are not lower than the PIC minimum for landing at this aerodrome. In the absence of an alternate aerodrome, the decision to take off is made when the visibility (visual range) on the runway is not Based on the radio-technical landing system (LSP) Based on the landing radar and two drive radio stations (RSP+OSP) Based on the landing radar (GSP) A minimum of 50x700 can be set when approaching landing at airfields equipped with a category II-III radio beacon system. In other cases, it must be at least 60x800.

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

2.6.6. FOR STEERING THE FRONT CHASSIS WHEELS

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

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

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

PREPARATION FOR FLIGHT

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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's responsibilities

3.23. Responsibilities of the flight radio operator

3.2.4. Responsibilities of a flight attendant

3.2.5. Duties of the co-pilot

3.2.6. Responsibilities of the pilot-in-command

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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

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

The aircraft's parking time did not exceed 12 hours;

The crew at this airport has not been replaced.

3.2. PRE-FLIGHT INSPECTION OF THE AIRCRAFT BY THE CREW AND CHECKING THE SYSTEMS

Before starting the pre-flight inspection, check the following on board the aircraft:

Aircraft airworthiness certificates;

Aircraft registration certificates;

Aircraft logbook;

Flight manuals for the An-24 aircraft;

Aircraft health log.

Make sure that the aircraft's flight time after this flight will not exceed the period for performing the next routine maintenance and the end of the service life of the aircraft and engine.

Check out the task card at operational view aircraft maintenance.

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

Accept Additional information about work on adjustment or replacement of units that were performed on the aircraft after the previous flight.

Ensure that all faults recorded in the aircraft's logbook have been corrected.

2. Airplane glider:

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

cabins, glass headlights, beacons, autonomous non-vehicles, receivers Snow, frost or ice there is no total and static pressure;

Side hatches, hatches and antenna radome are operational and the radar is closed;

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

3. Power plant:

Propeller blades and blade deicers, There is no damage, snow, frost or ice, - AI-24, RU19A-300 (on An-24RV aircraft) and APU engines are heated from ground heaters (with Notes: 1. Heating of AI-24 engines should be carried out at an oil temperature at the engine inlet below minus 15°C (when operating engines using oil mixtures) and below minus 25°C (when operating engines using MN-7.5U oil) regardless of the outside air temperature.

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

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

WARNING. TO AVOID DAMAGE TO THE DRIVE

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

THE SCREW IS AGAINST THE DIRECTION OF ITS ROTATION;

Entry channels of engines, tunnels and cells are Clean. There are no oil coolers for dirt, snow, frost or ice;

Location of fuel tanks, fuel units and drips; there are no fuel system pipelines;

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

Fuel tank filler plugs; Securely closed - water tanks of the engine injection system; Fueled (when using the system) 4. Chassis:

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

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

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

5. Cargo spaces and cockpit:

a) cargo spaces:

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

Front landing gear emergency release handle; In the down position and fixed.

hydraulic systems;

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

Aerodrome DC power source; Connected to the aircraft's electrical power supply; - amount of fuel; Meets the flight mission

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

- indication of the injection water level indicator Corresponds to the required amount of water 1. Complete the maintenance documentation. Receive the plane from the technical team.

2. Report to the aircraft commander about the aircraft’s readiness for flight, the remaining service life, the amount of fuel filled, and the readiness of the engines to start.

Antennas and air temperature receivers No mechanical damage 2. Cockpit:

instruments, navigation control panel and There is no damage, securely fastened with radio equipment;

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

Report to the aircraft commander the results of the inspection and testing of the equipment.

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. (“Responsibilities of a flight radio operator”).

2. If there is no navigator in the crew, the pre-flight inspection of the aircraft to the extent specified in clause 3.2.2 is carried out by the co-pilot and ATB specialists. ATB specialists check the functionality of the ARC, radar, GIK, GPK and KI.

1. During an external inspection of the aircraft:

2. Cockpit:

Connecting antenna leads to equipment; Correct, reliable

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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

Microphone and headset; Available 3. When checking under current:

Aerodrome sources of electricity; Emergency power sources have been checked and connected to the on-board network; Checked and connected to the on-board network - heating MSRP-12 depending on the air temperature Enabled Report to the aircraft commander about the results of the inspection and the readiness of the equipment.

Note. If there is no flight radio operator in the crew, his duties are performed by the navigator.

1. Passenger cabin and service areas:

Passenger cabin (cabin upholstery, seats, luggage, no foreign objects, clean shelves, curtains and drapes);

Portable oxygen cylinder of the KP-21 device;

2. When checking under current:

Emergency lighting of the passenger compartment; OK

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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

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

After the check is completed, all switches on the electrical panel are turned off by the flight attendant 4. While the aircraft is loading;

Removable household equipment, luggage and mail; Placed, secured - lighting of the passenger compartment and service areas On Report to the aircraft commander about the result of the inspection and the placement of passengers on the aircraft.

2. Passenger compartment:

Take-off weight and balance of the aircraft; Correspond to the calculated values ​​- approaches to the passenger and cargo doors and emergency doors are free, hatches are not cluttered with luggage and cargo 3. Cockpit:

Instruments on the dashboard and right console; Secured, no damage to speed indicator or compasses;

4. When checking under current:

Workplace lighting, light signaling devices and light signal displays are in good working order;

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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

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

MSRP Report to the aircraft commander about the results of the inspection and check.

Note: In the absence of a navigator and flight radio operator in the crew, the work specified in clause 3.2.2 is performed by the second pilot, and the work set out in clause 3.23 (“Responsibilities of the flight radio operator”), and checking the ARC, radar, GIK, GPK and CI -13 is produced by ATB specialists.

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

Inspect and check the aircraft.

1. Airframe, power plant and landing gear:

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

Instruments on the dashboard and left console; Secured, no damage - altimeters: UVID-30-15, VD-10K Arrows set to zero. Indications according to - graphs of corrections to altimeter and indicator readings. Speed ​​and compasses are available.

FLIGHT OPERATIONS MANUAL

PREPARATION FOR FLIGHT

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

3. When checking under current:

Lighting of the workplace, light signals and light signal boards are in good working order;

Provide (via STC) pre-flight information.

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

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION

FLIGHT OPERATION

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION

4.1. Preparing for taxiing and taxiing …………………………

4.2. Takeoff

42.1. Taking off from the brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of takeoff in crosswinds

4.2.4. Takeoff with reduced terrain noise

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 approach

4.63. Landing

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

4.6.5. Features of landing in crosswinds

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 parking and stopping 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 airfields with compacted snow cover......... 4.10.3. Aircraft operation on an ice airfield

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

4.12. Flying 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 OPERATIONS MANUAL

4.1 PREPARATION FOR TAXIING AND TAXIING

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

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

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

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

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

5. Check the free movement of the aircraft controls. Set the RV trimmer to the position corresponding to the takeoff center of the aircraft, and the aileron and RV trimmers to the neutral position.

6. Turn on the heated windows in reduced mode.

7. Turn on the aircraft and engine icing warning lights.

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

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

In position "OPEN"

In the event of possible icing conditions;

In the “CLOSED” position - in the absence of these conditions.

10. Set the pass-through latches of the motor control levers to the appropriate position according to table. 7.2, 11. Turn on the identification system, set the code.

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

1. Engage the nose wheel steering.

2. Make sure there are no obstacles in the taxi lane.

3. Give the command: “Crew, I’m taxiing.”

ATTENTION: 1. PROHIBITED BEFORE THE AIRPLANE STARTS MOVEMENT

ROTATE THE STEERING KNOB AND DECLINE

PEDALS WHEN THE TAKEOFF AND LANDING CONTROL IS ENABLED.

2. ALL GYROSCOPIC INSTRUMENTS MUST BE TURNED ON WHEN TAXIING.

AIRLINES ARE CLEARED.

3. WHEN THE ENGINES ARE OPERATING IN MODES 0-35°, MOVE THE ORDERS ACCORDING TO THE CONTROL

SMOOTHLY, AT A TEMP OF 10-15°/s.

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

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

6. It is permitted, in agreement with the dispatcher, to taxi with one running engine on runways and taxiways with artificial turf and on a dry dirt airfield without grass with a wind of up to 7 m/s and a friction coefficient of more than 0.5, launching another…………… ………………………………………………………………………………… ……………………………………………………………… …………………………………………………………… ………………………………………………………………………………… ………

FLIGHT OPERATIONS MANUAL

gas, the turning moment is countered by turning the wheels of the front landing gear at an angle of no more than 20° (using the wheel for controlling the wheels of the front landing gear and braking).

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

When taxiing, check:

Operation of the main braking system;

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

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

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

After checking, set the “STEER WHEEL” switch to the required position and continue steering. When you set the “STEER WHEEL” switch to the “OFF” position, you can steer using (if necessary) the brakes with the front wheels casting.

ATTENTION. IT IS PROHIBITED TO TURN THE AIRPLANE AROUND

FIXED SUPPORT WHEELS. PERFORM TURN WHEN TAXIING

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

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

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

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

After completing the above operations, the GPK-52 and GIK-1 heading devices are ready for takeoff and their display at the executive launch is not required.

Note. If the conditions for taxiing along the taxiway at the executive start do not allow you to perform the course adjustment, then make this adjustment at the executive start.

At the preliminary start:

1. Release the flaps to 15° or 5°, depending on the launch conditions, turn on the heating of the airborne propulsion system and the control unit (turn on the heating of the airborne propulsion system no later than 1 minute at positive air temperatures, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff) .

2. Check that the RV trim control is set to the position corresponding to the take-off balance of the aircraft.

3. Check that the aileron and LV trimmers are set to the neutral position.

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

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

6. Read the “At the Pre-Start” section of the Checklist.

At the executive start:

1. Position the aircraft along the axis of 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 removal switch to the “SCREW ON STOP” position.

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

FLIGHT OPERATIONS MANUAL

After receiving clearance for takeoff:

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

2. While holding the aircraft on the brakes, smoothly and synchronously increase the engine operating mode to 30-40° according to UPRT and when establishing a stable rotation speed of 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 to 100° according to UPRT.

ATTENTION. TEMPORARYLY, UNTIL IMPROVEMENTS CARRY OUT. AT RELEASE

FLAPS TO 5° TO MUTE THE SOUND ALARM

(SIRENS) ABOUT NOT EXPANDING THE FLAPS BY 15° PRESS THE BUTTON ON

RIGHT PILOT CONTROL “OFF.” SIR. AND PRER. HIGH SIGN", WITH THIS

THE “FLAPS RELEASED” LIGHT CONTINUES TO BURN.

THE SOUND ALARM RESETS AFTER CLEANING

CHASSIS. PAY SPECIAL ATTENTION TO THE LIGHT WARNING

IN THE EVENT OF A FIRE ON AN AIRPLANE, AS THE SOUND ALARM

THE FIRE WARNING IS TURNED OFF DURING TAKE-OFF BEFORE THE GEAR IS REMOVED. PROHIBITED

DISABLE. SOUND SIGNALING USING NPP.

After making sure that the engines are operating normally, tilt the control wheel away from you by at least half a stroke from the neutral position, smoothly release the brakes and begin the takeoff run, avoiding premature takeoff of the aircraft.

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

ATTENTION. MAINTAIN THE DIRECTION OF THE AIRCRAFT RUN

CHANGING ENGINE OPERATING MODES IS PROHIBITED.

On the takeoff roll to decision speed (V1), abort the takeoff if:

The red lights or the light signal board have come on;

Circumstances or malfunctions have arisen that, in the opinion of the PIC, may pose a threat to the safety of continued takeoff 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 in the event of failure of one engine.

5. If, during takeoff from a wet or slippery runway, it is impossible to hold the aircraft on the brakes during takeoff or nominal engine operation, set the engines to 30-40° according to UPRT. Then release the brakes and during the takeoff run, bring the engines to take-off mode, while avoiding sudden movement of the throttle to avoid the aircraft turning.

6. Upon reaching the speed Vp.op, depending on the take-off weight of the aircraft (see Fig. 6.3), take the helm and begin lifting the wheels of the front landing gear until the aircraft separates from the runway.

The aircraft lifts off at a speed 5-10 km/h higher than the speed at which the wheels of the front landing gear lift.

WARNING. TO AVOID THE FUSELAGE TOUCHING THE RUNWAY

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

7. After lift-off with virtually no holding, move the aircraft into a climb with simultaneous acceleration. The tendency of the aircraft to turn to the right after takeoff is countered by deflecting the rudder and ailerons.

FLIGHT OPERATIONS MANUAL

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

WARNING. IF AFTER THE TAKEOFF, WHEN BRAKING THE WHEELS,

THE YELLOW LIGHTS DO NOT LIGHT UP, INDICATING

ABOUT A MALFUNCTION OF THE AUTOMATIC BRAKING. TURN OFF THE AUTOMATIC

BRAKING; WHEN LANDING, BE AWARE THAT THE AUTOMATIC IS TURNED OFF AND

BRAKE SMOOTHLY.

9. Give the command to the flight mechanic to retract the landing gear; the flight mechanic, making sure that the “PEDAL ON” light for controlling the wheels of the front landing gear has gone out, retracts the landing gear.

WARNING. IF AFTER THE AIRCRAFT TAKES OFF, THE LIGHT

“PEDAL ON” DOES NOT GO OUT. TURN OFF TAKEOFF

NRO STAR WHEELS STEERING REMOVE THE CHASSIS. ON

AT LANDING, TURN ON TAKEOFF AND LANDING CONTROL ONLY AFTER

TOUCHING THE RUNWAY WITH THE WHEELS OF THE FRONT LANDING GEAR.

Notes: 1. When taking off with a high take-off weight (more than 20,000 kg) or when high temperatures ambient air during the process of retracting the landing gear during takeoff (z = 5°), short-term vibration of the front support is possible.

2. At airfields with a take-off scheme that provides for a turn-in before the wing mechanization is retracted, the turn-in must be done from a height of at least 100 m (as measured by a radio altimeter) at a speed of at least 230-255 km/h, depending on the take-off weight, with a climb. Retract the flaps after exiting a straight line turn.

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 take-off weight, give the command. “Remove flaps”, according to which the flight mechanic 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). While retracting the flaps, do not allow a loss of altitude or a decrease in pitch angle. Remove the resulting forces on the steering wheel using the elevator trimmer. Towards the end of the flap retraction, increase the speed to 270 km/h depending on the take-off weight.

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

REMOVE WITH TRIMMERS. WHEN THE POSITION OF THE FLAPS CHANGES, THE LOAD

REMOVE AFTER EACH CLEANING (RELEASE) OF THE FLAPS.

2. WHEN THE “EARTH DANGER” ALARM IS ACTIVATE DURING TAKE-OFF BEFORE

IMMEDIATELY STOP Descent AND

MOVE THE PLANE TO CLIMB. WHEN AN ALARM IS ACTIVATE

DANGER GROUND" AFTER REMOVING THE FLAPS AND THEN

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

HILLY OR MOUNTAINOUS TERRAIN. ENERGETICALLY MOVE THE AIRPLANE TO

CLIMBING HEIGHT (NOT ALLOWED TO GO BEYOND ALLOWED VALUES

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

STANDING IT UNTIL THE ALARM IS TURNED OFF.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in bumpy conditions, a short-term (no more than 2 s) activation of the “EARTH DANGER” alarm is possible, which does not require action from the crew to change the flight path.

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 at a speed of 320-330 km/h.

12. At an altitude of 400 m, smoothly moving the thrust control, set the nominal mode (65° according to UPRT for AI-24 engines of the 2nd series or 63° according to UPRT for AI-24T engines). After the transfer

FLIGHT OPERATIONS MANUAL

engines to the nominal operating mode, balance the aircraft with trimmers, turn on air bleed from the engines to the air conditioning system.

For aircraft equipped with the RU19A-300 automatic activation system for the POS of the wing, empennage and air intake, regardless of weather conditions, the “WING and OPER.

Set the RU19A-300 INPUT (“WING AND OPERA”) to the “AUTOMATIC” position.

4.2.2. TAKE-OFF WITH A SHORT-TERM 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 takeoff mode and the achievement of takeoff thrust at the initial stage of the takeoff. Takeoff with a short stop is used to save fuel and increase the capacity of airfields.

2. The use of take-off with a short stop on the runway is permitted provided that the actual weight of the aircraft is less than the maximum permissible weight calculated according to parameters D 3. The PIC is obliged to inform the crew about the use of take-off with a short stop on the runway before taking the aircraft to the preliminary take-off.

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 and taxiing” (at the preliminary start). Upon completion of the control under the section “At the preliminary start”

Control check cards PIC request permission to taxi to the executive start.

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

During taxiing to the executive start, each of the crew members perform operations in accordance with the instructions of subsection 4.1 “Preparation for taxiing and taxiing”

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

Wherein:

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

The flight mechanic switches the SO-63 to ATC mode and reports to the PIC.

6. After bringing the aircraft onto the runway axis, the PIC engages takeoff and landing control of the wheels of the front landing gear, taxis 5-10 m and, stopping the aircraft, holds it with the brakes. The crew must complete the inspection using the Checklist.

Wherein:

The flight mechanic should set the switch for removing screws from the intermediate stop to the “SCREWS ON STOP” position and, making sure that the hazard warning lights are not on, report: “The red lights are not on. Ready". Smoothly and synchronously move the throttle to the 30-40° position according to the UPRT;

The navigator (co-pilot) must agree on the heading system (if it was not previously agreed upon on the taxiway) and report: “Course..., agreed. Ready";

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

ATC mode is set. Ready".

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

8. On the command “Take off”, the flight mechanic smoothly and synchronously moves the thrust levers of the AI- engines to the 100° position according to the UPRT. When the engines reach takeoff mode, report:

FLIGHT OPERATIONS MANUAL

9. The navigator (co-pilot) should control the speed and, at the moment the speed is reached km/h, report: “Control”.

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

ATTENTION. WITH A COUNTER WIND SPEED COMPONENT OF 12 M/S OR MORE

TAKE-OFF WITH A SHORT-TERM STOP IS PROHIBITED.

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

4.2.3. FEATURES OF TAKE-OFF WITH CROSS WIND The maximum permissible cross wind speed (at an angle of 90° to the runway axis) when taking off from the runway, depending on the runway friction coefficient, is shown in Fig. 2.1, when taking off from a hard dirt runway, 12 m/s, take off with the obligatory use of takeoff and landing control of the wheels of the front landing gear.

The aircraft's tendency to turn and roll during the take-off run is counteracted by the rudder and ailerons, using takeoff and landing control of the wheels of the front landing gear and, if necessary, the brakes. After liftoff, counter the drift by changing course to the drift angle.

4.2.4. TAKE-OFF WITH REDUCED TERRAIN NOISE After lift-off, at a height of at least 5 m, brake the wheels and retract the landing gear. Smoothly move the aircraft into a climb while simultaneously accelerating to an instrument speed of km/h.

Climb at a constant speed with the flaps deflected by 15°.

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

At an altitude of at least 500 m, retract the flaps, increasing the speed to 280-300 km/h, counteracting the tendency of the aircraft to sag by deflecting the steering wheel. Reduce the operating speed of the engines to nominal.

Take off, as a rule, with the headlights on; to do this, after taxiing onto the runway and putting the engines into takeoff mode, move 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.

Maintain the direction on the take-off run according to the relative displacement of the runway edge light lines and along the runway axis. After the aircraft takes off, pilot using 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 engine operating modes when gaining flight level are indicated in subsection. 6.3. "Climb mode".

FLIGHT OPERATIONS MANUAL

2. At the transition altitude, the PIC and at 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 a given flight level according to UVID-30-15K when flying on domestic airlines, and on foreign airlines according to VEM-72FG, which has access to the aircraft transponder. Other barometric altimeters should be used to monitor the main altitude channel.

THE PROCESS OF CLIMBING ALTITUDE IF THE FLIGHT IS PERFORMED OVER

HILLY OR MOUNTAINOUS TERRAIN, OR IF THE CREW

THE NATURE OF THE RELIEF IS UNKNOWN. ENERGETICALLY MOVE THE AIRPLANE TO

A STEADER CLIMBING TRAJECTORY (NOT ALLOWING GOING BEYOND

ON TAKE-OFF MODE. STANDING IT UNTIL SHUT DOWN

ALARMS. MONITOR THE TERRAIN USING THE LOCATOR. AT

GAIN ALTITUDE BY CHANGING COURSE AS NECESSARY.

Having reached the given altitude, without changing the engine operating mode, transfer the aircraft into horizontal flight and set the engine operating mode required for the given flight weight and flight altitude.

The characteristics of horizontal flight are given in subsection. 6.4.

Monitor air temperature and pressure drop in the cabin, the operation of aircraft engines and systems. Make sure that fuel is produced evenly from the left and right groups of tanks by using a ringing system to level the fuel.

ATTENTION. WHEN THE "DANGER GROUND" ALARM IS ACTIVATED IN

HORIZONTAL FLIGHT OVER HILLY OR MOUNTAINOUS TERRAIN

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

ALLOWABLE VALUES OF OVERLOAD AND ANGLE OF ATTACK) AND SET THE ORDER

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 altitude of the circle to the value of the circle height on the altitude adjuster.

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

Read the section “Before descending from flight level” of the Checklist.

Carry out the reduction in modes in accordance with the recommendations of subsection. 6.5 “Descent from altitude mode.”

ATTENTION. WHEN THE "DANGER GROUND" ALARM IS ACTIVATED ON

WHEN DESCENDING, INCLUDING IN THE LANDING AREA, IMMEDIATELY REDUCE

VERTICAL SPEED OF DECLINE. IF THERE IS A FLIGHT

WHETHER OVER HILLY OR MOUNTAINOUS TERRAIN, OR IF

THE NATURE OF THE TERRAIN IS UNKNOWN TO THE CREW, TRANSLATE ENERGETICALLY

AIRPLANE CLIMBING IN ALTITUDE (NOT ALLOWING GOING BEYOND PERMITTED

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

MODE, MAINTAINING IT UNTIL THE ALARM IS TURNED OFF.

FLIGHT OPERATIONS MANUAL

OBSERVE THE TERRAIN USING THE LOCATOR, IF NECESSARY

GAIN ALTITUDE WITH CHANGES IN COURSE. ABOUT THE MANEUVER PERFORMED

REPORT TO ATC CONTROLLER.

Perform the descent according to the descent and approach scheme established for the given airfield.

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

If, during the descent from the transition level to the circle altitude, the radio altimeter preset altitude alarm is triggered, stop the descent, check the barometric altimeter readings and evaluate, taking into account the terrain, their compliance with the radio altimeter readings. Check that the pressure is set correctly on the barometric altimeters and the set circle height on the radio altimeter.

Check the functionality of the radio altimeter using the built-in control.

If necessary, check with the air traffic controller about the aircraft's position and pressure at the landing airfield.

Having ensured that you can continue to confidently control your flight altitude, continue descending to the altitude of the circle.

If, during the descent to the height of the circle, the radio altimeter set altitude indicator did not work, then at the height of the circle, taking into account the terrain, evaluate the correspondence of the barometric altimeter readings to the radio altimeter readings and check the functionality of the radio altimeter using the built-in control.

Set the radio altimeter dial to 60 m (or VLOOF, if VLOV is less than 60 m).

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

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

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

ATTENTION. WHEN THE ALARM IS ACTIVATE, THE EARTH IS DANGEROUS" IN PROCESS

PERFORMING A MANEUVER FOR LANDING AT AN AERODROME,

LOCATED IN A MOUNTAINOUS OR HILLY AREA. VIGOROUSLY

MOVE THE AIRPLANE TO CLIMB (NOT ALLOWING GOING BEYOND

ALLOWABLE VALUES OF OVERLOAD AND ANGLE OF ATTACK) AND SET THE ORDER

TO TAKE-OFF MODE, MAINTAINING IT UNTIL SHUTDOWN

ALARMS. REPORT THE PERFORMED MANEUVER TO THE DISPATCHER

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

WARNING. IF THE CHASSIS IS NOT RELEASED:

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

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

- WHEN THE FLAPS ARE EXTENSIONED BY 13-17°, THE SIREN WILL BE HORNING AND THE BUTTON WILL BE TURNED OFF.

SIR. AND PRER. HIGH SIGN. WILL NOT TURN OFF.

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

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

FLIGHT OPERATIONS 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 along the shortest path, at an instrument speed of 280-300 km/h, lower the flaps to 15°.

ATTENTION. IF THE EQUILIBRIUM IS DISTURBED DURING THE FLAPS EXTENSION PROCESS

AND THE AIRCRAFT WILL ARISE, SUSPEND RELEASE

FLAPS AND LAND WITH FLAPS DECLINED

UNTIL THE POSITION AT WHICH THE ROLL STARTS.

When the flaps are deflected, the aircraft tends to take off. which must be countered by proportionately deflecting the steering wheel away from you. Remove the forces on the steering wheel by deflecting the elevator trimmer. After the flaps are adjusted to 15°, set the instrument speed to 250 km/h and perform the fourth turn.

At airfields with an approach procedure that includes turns with a bank angle of 25°, lower the flaps to 15° before the third turn at a speed of 280-300 km/h. Then, at a speed of 250 km/h, perform the third and fourth turns with a bank angle of 25°.

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

Read the “Before Entering the Glideslope” section of the Checklist.

ATTENTION. IN THE EVENT OF THE “DANGER GROUND” ALARM IS ACTIVATED

IMMEDIATELY REDUCE VERTICAL RATE

DECLINE RATE AND CHECK PROFILE CORRECTNESS

LOWERING AND CHASSIS POSITIONS; IF THE CHASSIS HAS BEEN

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

RV OR “GROUND DANGER” (GND) ALARMS WHEN FLIGHTING ON

PRE-LANDERING DIRECT BEFORE ESTABLISHING RELIABLE

VISUAL CONTACT WITH APPROACH LIGHTS OR OTHERS

USING THE LANDING COURSE, GO TO THE SECOND CIRCLE.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in bumpy conditions, as well as when approaching an airfield with complex surface topography on the landing straight, including when flying on 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 special service information in relation to a given landing course of a particular airfield), the “GROUND DANGER” alarm is triggered, which does not require the crew to take action to change the flight path.

Table 4. By decision of the aircraft commander, landing can be performed with flaps deflected below 30°. In this case, increase the pre-landing glide speed by 10 km/h. The required runway length for landing will increase by 180 m.

Fly the DPRM at the altitude specified in the diagram for a given airfield.

Make additional turns to clarify the exit to the runway after passing the DPRM with a bank angle of no more than 15°, control the altitude using a barometric altimeter and radio altimeter.

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

FLIGHT OPERATIONS MANUAL

Fly the BPRM at the altitude indicated in the diagram for a given airfield.

Monitor your altitude using a barometric altimeter and radio altimeter.

If, before establishing reliable visual contact with ground landmarks (approach lights, etc.) along the landing course, the radio altimeter light is activated, it is necessary to immediately begin the missed approach maneuver.

Maintain the set gliding speeds and refine the landing calculations by changing the engine operating mode.

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

The actual landing distance of the aircraft, depending on the weather conditions at the landing aerodrome, landing weight, and 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 the nomogram is shown with arrows and dotted lines.

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

4.6.2. ELIMINATING LATERAL DEVIATIONS FROM THE RUNWAY AXIS WHEN APPROACHING

LANDING

After establishing reliable visual contact with ground references, before reaching the runway, the PIC must estimate the amount of lateral deviation of the aircraft from the runway axis.

Maximum permissible lateral deviations from the runway axis:

The PIC assesses actual lateral deviations visually, using landing lights and other landmarks.

If the actual lateral deviation exceeds the maximum permissible, the pilot-in-charge at an altitude not lower than the maximum altitude must begin a missed approach.

If the actual lateral deviation is within acceptable limits, the PIC, when making a decision to land, at an altitude and below the VTOL must begin a maneuver to eliminate the lateral deviation.

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

The side maneuver has the shape of the letter “S” in plan and consists of two conjugate turns.

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

The maximum bank angle should not exceed 15° at the beginning of the maneuver and 2-3° at the beginning of the runway. After passing the VPR and before the start of leveling, the flight must be carried out according to

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION – Approach

FLIGHT OPERATIONS MANUAL

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

(1) Visual approach - an approach conducted in accordance with instrument flight rules (IFR) when part or all of the instrument approach procedure is not completed and the approach is made with visual contact with the runway and/or its guidelines.

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

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

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

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

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

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

“I see the runway” and receive permission (confirmation) to perform a visual approach.

Piloting during a visual approach must be carried out by the aircraft commander with constant visual contact with the runway or its landmarks. If, when approaching the runway, visual contact is not established or is subsequently lost, a turn must be made towards the runway with a climb and entering the established approach pattern. second instrument lap for subsequent IFR approach.

(7) Maneuvering during a visual approach should be carried out with rolls of no more than 30° (8) Before starting a turn in the direction of the runway of the intended landing, at an altitude not lower than the minimum descent altitude is necessary;

- release the wing mechanization to the landing position - set the speed Vzp according to section 4.6.1 or 4.8.

FLIGHT OPERATIONS MANUAL

- carry out control operations according to the Control Check Card corresponding to the Card “After giving the aircraft a landing configuration”, perform a turn to the landing course while maintaining the speed Vzp with a decrease at a vertical speed not exceeding 5 m/s to the altitude of entering the glide path. The recommended roll when turning to a landing course is 20° but not more than 30°. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN PERFORMING A TURN ON A LANDING COURSE, IT IS POSSIBLE

AND THE ROLL LIMIT ALARM IS ALLOWED.

(9) After reaching the landing course, the PIC must assess the position of the aircraft relative to the runway. If the aircraft is in a landing position, set the approach speed Vzp and the glide path descent mode (~3°). The PIC report to the landing controller that he is ready to land and obtain permission to land.

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

2/P controls the flight using instruments, paying special attention to maintaining the minimum descent altitude, speed and bank angles established for a given aerodrome. When making a turn to a landing course with the bank limit indicator panel lit - 2/P, the PIC informs the PIC that a 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 OPERATIONS MANUAL

Before leveling, maintain an indicated speed of 200-210 km/h. Start leveling at a height of 6-8 m. At the end of leveling, set the engine control levers to the flight idle stop. Finish leveling at a height of 0.5-1 m.

WARNING. DURING THE ALIGNMENT PROCESS, SHARP HANDLING IS PROHIBITED. WITH

BY IMPACTING THE STOP OF THE PASSING LATCH, THE ORE MOVES.

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

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

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE STOP

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

THE AIRCRAFT'S MILEAGE AFTER REMOVING THE PROPELLERS FROM THE STOP DURING THE PERIOD WHEN

LIGHTS IN KFL-37 ARE BURNING, DO NOT MOVE ORE IN

POSITION (26±2)° OR HIGHER ELECTRICALLY AS MAY HAPPEN

AUTOMATIC FINGING OF PROPELLERS (ON

AIRPLANES WITH A CONNECTED AUTOVANCING SYSTEM SOFTWARE

NEGATIVE TRADE).

Maintain the direction during the run with the rudder, using takeoff and landing control of the wheels of the front landing gear and, if necessary, the brakes.

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

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

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

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

After clearing the runway during taxiing, retract the flaps, release excess pressure in the cabin using an emergency pressure release valve or smoothly opening the cockpit window, turn off the heating of the air pressure receivers, as well as the icing alarms SO-4AM, RIO-3 and ROV.

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

4.6.4. APPROACH AND LANDING OF AN AIRCRAFT WITH TWO WORKERS

ENGINES WITH A FIXED MAXIMUM FUEL DRAIN

WITH THE PRT-24 SYSTEM ON ONE OF THE ENGINES

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

FLIGHT OPERATIONS MANUAL

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

Table 4.

WARNING. TO OBTAIN MODE 0е BY UPRT BY REMOVAL

OF THE PROPELLER WITH THE STOP ON THE ENGINE RUSH WITH

SET THE MAXIMUM FIXED FUEL DRAIN IN

POSITION 10-12° RIGHT. WHILE MONITORING THE ROTATION FREQUENCY

ROTOR OF THIS ENGINE, AND IN CASE IT FALLS BELOW ZMG

TURN OFF THE ENGINE WITH THE STOP CRANE, DECREASE RIM TO 10 KGS/CM

AT MODES 35° AT UPRT AND HIGHER RESULTS IN SPONTANEOUS

ENGINE SHUTDOWN WITH AUTOMATIC FINGING

PROPELLER.

A missed approach is possible from any altitude up to the altitude of the start of alignment at a speed not lower than that recommended for pre-landing glide.

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

When constructing a rectangular route and landing approach, take into account the wind and introduce a lead for drift. After the fourth turn until the moment of landing, eliminate the drift with the lead angle. Immediately before landing, deflect the rudder in the direction of the drift and turn the aircraft along the axis of the runway.

Note. If it is impossible to land according to a pattern 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 Section. 2 RLE. The start of turns when flying according to the approach pattern and the bank angle must be maintained according to the calculations of the crew and in agreement with the air traffic controller.

Similar works:

“15/1/13 Transmittal Note ADDENDUM TO DOC 8632 ICAO TAX POLICY IN INTERNATIONAL AIR TRANSPORT (Third Edition - 2000) 1. The attached Supplement supersedes all previous supplements to Doc 8632 and includes information received from Contracting States regarding their position regarding the Council resolution on the issue of taxation in the field of international air transport as of 15 January 2013. 2. Additional information...”

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

-- [ Page 1 ] --

MINISTRY OF TRANSPORT OF RUSSIA

AIR TRANSPORT DEPARTMENT

MANAGEMENT

OPERATIONAL INSTRUCTIONS

AIRCRAFT AN-24 (AN-24RV)

Currently, the Flight Operation Manual for the An-24 (An-24RV) aircraft

changes No. 1-33, 35 were made.

All terms and units of measurement are given in accordance

with current GOST standards.

Put into effect Manager

DLS GS GA MT RF

Tarshin Yu.P.

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

With the entry into force of this Change it is necessary:

sheets of the Operating Manual of the List of current pages 7-8, Contents pages 15-16, 2. Page. 3-4, 2. Page

5-6, 4. Page Remove 1-2 and replace with the attached ones.

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

Approved by the Federal Antimonopoly Service of Russia on April 8, 1999 Amendment No. 5 to the Aircraft Flight Manual of the AN-24 (AN-24RV) aircraft (1995 edition) Amendment No. 5 to the An-24 Aircraft Flight Manual, 1995 edition.

On the issue of operating an aircraft with batteries type F20/27H1C-M3.

Upon receipt of this Change, sheets of the Flight Manual with pages 7. Page. 92 and 7. Pg. 95 replace with the enclosed ones.

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

Regarding the use of ILS and VOR Navigation Systems.

Upon receipt of this Change, sheets of Flight Manual 2. Page. 5-6.7. Page 149-150.7. Page 155-156 replace with the enclosed ones.

Approved by the Federal Antimonopoly Service of the Federal Antimonopoly Service of Russia Change No. 1, 2, 3 To the Flight Manual of the AN-24 aircraft (1995 edition) CHANGE No. 1 (approved 11/13/97).

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

CHANGE 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 fuel drain by the PRT-24 system on one of the engines” (4.Page 14).

CHANGE No. 3 (approved on October 17, 1997 on the following issues:

Settings of the RV-5 controller during landing (4.Page 10, Appendix 4.Page.

Clarification of the text of paragraph 9 of the nature of malfunctions of the “List of Acceptable Failures and Malfunctions” (Appendix 2. Page 10);

Correction of typos made during reprinting (7.Page 7. 7.Page 125).

An-24 (An-24RV)

FLIGHT OPERATIONS MANUAL

Introduction Section 1. GENERAL INFORMATION Section 2. OPERATING LIMITATIONS Section 3. CHECKING AIRCRAFT READINESS FOR FLIGHT Section 4. FLIGHT OPERATION Section 5. SPECIAL CASES IN FLIGHT Section 6. AIRCRAFT CHARACTERISTICS Section 7. OPERATION OF AIRCRAFT SYSTEMS Section 8. FEATURES OF FLIGHT OPERATION OF AN-24RV AIRCRAFT.

Applications:

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

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

3. Control inspection sheets for the An-24 (An-24RV) aircraft by the crew

4. Card of the control check of the An-24 (An-24RV) aircraft by the crew

–  –  –

1. GENERAL INFORMATION

1.1. Aircraft purpose

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

1.3. Basic flight data

2. OPERATING LIMITATIONS

2.1. Weight restrictions

2.6. Other restrictions

3. CHECKING THE AIRCRAFT READINESS FOR FLIGHT

3.1. General instructions

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

4. FLIGHT OPERATION

4.1. Preparation for taxiing and taxiing

4.2.1. Taking off from the brakes

4.2.2. Take-off with a short stop on the runway ……………………………… 8 4.2.3. Features of takeoff in crosswinds

4.2.4. Takeoff with reduced noise on the ground (at civil aviation airfields where noise restrictions have been established)

4.2.5. Features of take-off at night….....……………………………………….……… 8b

4.3. Climb

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

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

4.6 Approach and landing

4.6.1. Approach

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

4.6.5. Peculiarities of landing in cross winds …………………………………...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 OPERATIONS MANUAL

4.9. Taxiing to the parking lot and stopping the engines…………………………….. 18 operation of the aircraft 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 FLIGHT CASES

5.1. Engine failure

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

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

5.2. Airplane fire

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

5.2.3. Fire in wing compartments

5.2.4. Fire in aircraft cabins and baggage areas……………………… 24 5.2.5. Fire on earth

5.3. Cabin depressurization

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

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

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

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

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

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

5.15. Actions of the crew when two engines are stopped in flight……………….. 57

–  –  –

5.17. Termination of takeoff for reasons not related to engine failure...... 60

5.18. Failure of two attitude indicators in flight………………………………………………………60

6. AIRCRAFT CHARACTERISTICS

6.1.2. The best flight altitude

6.1.3. Fuel refueling calculation

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

6.3. Climb mode

6.4. Flight characteristics 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. Preparing for flight……………………………………………………….....5 7.1.3. Heating engines in the cold season………………………………20 7.1.4. Vibration monitoring 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. Preparing for flight………………………………………………………..2 7.2.3. Operation in flight………………………………………………………..6 7.2.4. Possible malfunctions and crew actions…………………………….8

7.3. Oil system……………………………………………………………….1 7.3.1. General information…………………………………………………………….1 7.3.2. Preparing for flight………………………………………………………...2 7.3.3. In-flight operation………………………………………………………..2

7.4. Fire extinguishing system

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

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

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

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

FLIGHT OPERATIONS MANUAL

7.6.2. Preparing for the flight

7.6.3. In-flight operation

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

7.7. Control system

7.7.1. General information

7.7.2. Preparing for the flight

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

7.8. Air conditioning system

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

7.10. Cabin air pressure control system

7.10.1. General information

7.10.2. Preparing for the flight

7.10.3. In-flight operation…………………………………………………........ 2 7.10.4. Possible malfunctions and actions of the crew……………………………...3

7.11. Oxygen equipment

7.11.1. General information

7.11.2. Preparing for the flight

7.11.3. In-flight operation……………………………………………………….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 crew actions ………………………….. 5

7.13. Electrical equipment……………………………………………………………………... 1 7.13.1. Electricity 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 indicator and control system 9 7.14.4. Autopilot AP-28L1……………………………………………………….27 7.14.5. Automatic angle of attack and overload with alarm AUASP-14KR…….. 39 7.14.6. Radio altimeters………………………………………………………...41 7.14.7. Ground Speed ​​Alarm System (GSS)... 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 OPERATIONS MANUAL

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

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

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

7.17. On-board emergency rescue equipment……………………………1 7.17.1. General information

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

7.18. Household equipment

7.18.1. General information

7.18.2. Preparing for flight………………………………………………………...1 7.18.3. Operation in flight………………………………………………………...1 7.18.4. Possible malfunctions and crew actions…………………………….2

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

8.1. General information

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

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

8.3. Checking the aircraft's readiness for flight

8.4. Flight execution

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

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

8.4.7. Missed approach…………………………………………………………….10

8.5. Special cases during 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 horizontal flight……………………………12

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

FLIGHT OPERATIONS 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 engine compartment of the RU19A-300 in flight……………………………...14 8.5.9. Fire in the engine compartment of RU19A-300 on the ground……………………………...15

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

8.6.2. Take-off characteristics………………………………………………………........ 17 8.6.3. Climb modes

8.7. Aircraft systems operation

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

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

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

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

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

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

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

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INTRODUCTION The flight manual contains the information, instructions and recommendations necessary to operate safely within the specified flight limitations and conditions of the airplane in accordance with its intended purpose.

Departure without an Flight Manual is prohibited.

The page numbering of sections 1 - 6 and 8 is made taking into account the autonomy of the sections, and the page numbering of section 7 and Appendixes 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 Operating Manual. Changes to the Manual are made by replacing old ones, 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 graph (picture).

The newly introduced sheets indicate the date of approval.

All changes must be reflected in the “Change Registration Sheet”.

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

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

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

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

The passenger version of the aircraft has 48 seats. The design of the passenger cabin allows the aircraft to also be used as a cargo version by removing the passenger seats and partitions.

The fuselage contains the crew cabin, passenger compartment, wardrobe, toilet, luggage and cargo spaces.

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

Flight navigation, radio communications and radio equipment allows you to operate the aircraft day and night, in simple and difficult weather conditions.

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

1.2. BASIC GEOMETRICAL DATA OF THE AIRCRAFT

1.2.1. GENERAL DATA Aircraft height, m………………………………………………………………………. 8.32 Aircraft length, m………………………………………………………………………………… 23.53 Ground clearance when landing gear is parked, m……………… …………………………...0.86 Chassis track (along the axes of the struts), m

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

1.2.2. WING

Wingspan, m

Wing area, m2:

for aircraft with a double-slot center-section flap ……………………………………………......... 72.46 for aircraft with a single-slot center-section flap

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Average aerodynamic chord, m:

for aircraft with double-slot center wing flaps

for aircraft with single-slot center wing flap

Transverse angle “V”, degrees:

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

Wing wing sweep angle (at 25% chord)

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

Aileron deflection angle, degrees:

Deflection angles of the aileron trimmer up and down from the neutral position, degrees.

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

Flap deflection angle, degrees:

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

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

Cargo door opening dimensions, m:

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

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

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

Dimensions of openings of side emergency hatches, m:

Distance from the ground to the opening, m:

cargo door

trunk door

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

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1.2.4. TERRAIN Area of ​​horizontal tail, m2 ……………………………………………..17.23 Span of horizontal tail, m ……………………………………………………………… …… 9.09 Angle of installation of the stabilizer (relative to the wing chord), deg………………...... -3 Area of ​​the vertical tail (without foril), m2………………………………… .13.28 Height of keel above fuselage, m

Elevator deflection angle, degrees:

up ………………………………………………………...……………… 30 down ……………………………………………………………… ……………………………...15 Angles of deflection of the elevator trimmer, degrees………………………………………………………... ±20 Angles of deflection of the rudder, degrees…… ………………………………………… ±25 Angles of deflection of the rudder trimmer, degrees……………………………………………±20 Angles of deflection of the spring compensator, degrees… ……………………………….. ±16.5 Deflection angles of the combined trimmer-servo-compensator (on aircraft with one control surface on the rudder), degrees:

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

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

The speed at which the front gear begins to rise at a take-off weight of 21,000 kg, km/h:

z =15°…………………………………………………………………………………..….210 z =5° ……………………………………………………… ………………………………….225 Take-off run length at take-off weight 21000 kg (SA), m;

z =15°………………………………………………………………...850 z =5°…………………………………… ……………………………………...1000 on a main runway with a conditional soil strength of more than 8.0 kgf/cm2, h =15°………………....... 900 Length run with 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

Length of aborted takeoff in case of failure of one of the engines at speed Vp op with take-off weight of 21000 kg on the runway, (SA), m:

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

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

1.4. BASIC POWER PLANT DATA

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engine's type

Takeoff power, e.h.p. …………………………………………………………........ 2550 Rated power, e.h.p. ……………………………………………………….2100 Engine weight, kg

1.4.2. ENGINE AI-24T

Takeoff power, e.h.p.

Maximum power, e.h.p. ………………………………………………………...2510 Rated power, e.h.p.

1.4.3. TURBO GENERATOR TG-16 (TG-16M)

engine's type

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

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Screw diameter, m

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

Blade installation angles, degrees:

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

Vane position

Range of working angles of blade installation, degrees. 8-50

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2.1. Weight restrictions

2.2. Alignment restrictions

2.3. Powertrain restrictions

2.4. Instrument speed limits

2.5. Maneuvering restrictions

2.6. Other restrictions

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

Maximum landing weight of the aircraft, kg

Maximum payload weight, kg passenger version

cargo version

Maximum number of passengers, persons.

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2.4. INDICATED SPEED LIMITS 2.4.1. Maximum permissible indicated speeds, km/h:

In service (with flaps retracted)

When extending and retracting the flaps, as well as when flying with the flaps tilted to an angle: 15°-5°

When extending and retracting the landing gear

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

In case of emergency reduction

2.4.2. The minimum permissible instrument speed for flights is the rate of climb (except for takeoff and pre-landing glide modes).

Reducing the speed below the rate of climb for a given altitude is prohibited (see section

6, table. 6.7-6.14).

2.5. MANEUVERING LIMITATIONS

Maximum permissible roll angle with symmetrical thrust, degrees:

in visual flight

in instrument flights

Maximum permissible bank angle in flight with one failed engine, deg15 Maximum deflection of the ball according to the slip indicators when performing a maneuver No more than one ball diameter

Maximum permissible vertical overload:

With flaps retracted

With flaps extended

Minimum permissible vertical overload

2.6. OTHER RESTRICTIONS

2.6.1. BY NUMBER OF CREW MEMBERS

The main crew of the aircraft:

Aircraft commander;

Second pilot;

Navigator;

Flight mechanic.

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

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

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The maximum permissible 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) The maximum component of the tailwind speed during takeoff and landing is up to 5 m/s.

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

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

Take off from the main runway at z = 15°, regardless of the length of the main runway.

–  –  –

For two driving radio stations (OSP) 100 1500 For one driving radio station (OPRS) 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 ​​of Hpr and 1, view. indicated in the table are installed for landing radars of the RP-2 and RP-3 types. For other types of PRL (OPRL), the table values ​​of Hpr increase by 20 m and Ltype - by 200 m.

2.6.6. ON CONTROL OF THE NEAR LANDING GEAR WHEELS The maximum steering speed when steering the front landing gear wheels from the steering wheel is no more than 30 km/h.

At speeds over 30 km/h, using the steering wheel to control the wheels of the front landing gear is only permitted 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's responsibilities

3.23. Responsibilities of the flight radio operator

3.2.4. Responsibilities of a flight attendant

3.2.5. Duties of the co-pilot

3.2.6. Responsibilities of the pilot-in-command

–  –  –

3.2. PRE-FLIGHT INSPECTION OF THE AIRCRAFT BY THE CREW AND CHECKING THE SYSTEMS

3.1.1. RESPONSIBILITIES OF THE FLIGHT MECHANIC

Before starting the pre-flight inspection, check the following on board the aircraft:

Aircraft airworthiness certificates;

Aircraft registration certificates;

Aircraft logbook;

Flight manuals for the An-24 aircraft;

Aircraft health log.

Make sure that the aircraft's flight time after this flight will not exceed the period for performing the next routine maintenance and the end of the service life of the aircraft and engine.

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

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

Please accept additional information regarding any adjustments or component replacements that have been performed on the aircraft since the previous flight.

Ensure that all faults recorded in the aircraft's logbook have been corrected.

–  –  –

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

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

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

Air propellers. They can be easily turned by hand in the direction of rotation and there is no extraneous noise in the engine

–  –  –

1. Complete maintenance documentation. Receive the plane from the technical team.

2. Report to the aircraft commander about the aircraft’s readiness for flight, the remaining service life, the amount of fuel filled, and the readiness of the engines to start.

–  –  –

Report to the aircraft commander the results of the inspection and testing of the equipment.

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. (“Responsibilities of a flight radio operator”).

2. If there is no navigator in the crew, the pre-flight inspection of the aircraft to the extent specified in clause 3.2.2 is carried out by the co-pilot and ATB specialists. The functionality of the ARC, radar, GIK, GPK and KI-13 is checked by ATB specialists.

–  –  –

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

Microphone and headset; Available

–  –  –

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

Inspect and check the aircraft.

–  –  –

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

Airplane parking brake installed

–  –  –

Provide (via STC) pre-flight information.

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

–  –  –

4.1. Preparing for taxiing and taxiing …………………………

42.1. Taking off from the brakes

4.2.2. Takeoff with a short stop on the runway

4.2.3. Features of takeoff in crosswinds

4.2.4. Takeoff with reduced terrain noise

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 approach

4.63. Landing

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

4.6.5. Features of landing in crosswinds

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 parking and stopping 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 airfields with compacted snow cover......20 4.10.3. Aircraft operation on an ice airfield

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

4.12. Flying 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 page 2 An-24 (An-24RV)

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION - Taxiing

4.1 PREPARATION FOR TAXIING AND TAXIING

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

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

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

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

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

5. Check the free movement of the aircraft controls. Set the RV trimmer to the position corresponding to the takeoff center of the aircraft, and the aileron and RV trimmers to the neutral position.

6. Turn on the heated windows in reduced mode.

7. Turn on the aircraft and engine icing warning lights.

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

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

In position "OPEN"

In the event of possible icing conditions;

In the “CLOSED” position - in the absence of these conditions.

10. Set the pass-through latches of the motor control levers to the appropriate position according to table. 7.2,

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

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

1. Engage the nose wheel steering.

2. Make sure there are no obstacles in the taxi lane.

3. Give the command: “Crew, I’m taxiing.”

ATTENTION: 1. PROHIBITED BEFORE THE AIRPLANE STARTS MOVEMENT

ROTATE THE STEERING KNOB AND DECLINE

PEDALS WHEN THE TAKEOFF AND LANDING CONTROL IS ENABLED.

2. ALL GYROSCOPIC INSTRUMENTS MUST BE TURNED ON WHEN TAXIING.

AIRLINES ARE CLEARED.

3. WHEN THE ENGINES ARE OPERATING IN MODES 0-35°, MOVE THE ORDERS ACCORDING TO THE CONTROL

SMOOTHLY, AT A TEMP OF 10-15°/s.

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

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

6. It is permitted, by agreement with the dispatcher, to taxi with one running engine on runways and taxiways 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 the other engine at the preliminary start or friend………………………………………………………………………………………………………………… ……………………………………………………… …………………………………………………………………… ……………………………………………………… ……………………… Section 4 page 3 An-24 (An-24RV)

FLIGHT OPERATIONS MANUAL

FLIGHT - Taxiing the throttle, counter the turning moment by turning the wheels of the front landing gear at an angle of no more than 20° (using the wheel for controlling the wheels of the front landing gear and braking).

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

When taxiing, check:

Operation of the main braking system;

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

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

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

After checking, set the “STEER WHEEL” switch to the required position and continue steering. When you set the “STEER WHEEL” switch to the “OFF” position, you can steer using (if necessary) the brakes with the front wheels casting.

ATTENTION. IT IS PROHIBITED TO TURN THE AIRPLANE AROUND

FIXED SUPPORT WHEELS. PERFORM TURN WHEN TAXIING

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

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

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

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

After completing the above operations, the GPK-52 and GIK-1 heading devices are ready for takeoff and their display at the executive launch is not required.

Note. If the conditions for taxiing along the taxiway at the executive start do not allow you to perform the course adjustment, then make this adjustment at the executive start.

At the preliminary start:

1. Release the flaps to 15° or 5°, depending on the launch conditions, turn on the heating of the airborne propulsion system and the control unit (turn on the heating of the airborne propulsion system no later than 1 minute at positive air temperatures, and at zero and negative air temperatures 3 minutes before the start of the aircraft takeoff) .

2. Check that the RV trim control is set to the position corresponding to the take-off balance of the aircraft.

3. Check that the aileron and LV trimmers are set to the neutral position.

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

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

6. Read the “At the Pre-Start” section of the Checklist.

At the executive start:

1. Position the aircraft along the axis of 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 removal switch to the “SCREW ON STOP” position.

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

–  –  –

4.2. TAKE-OFF 4.2.1. TAKE-OFF WITH BRAKES

After receiving clearance for takeoff:

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

2. While holding the aircraft on the brakes, smoothly and synchronously increase the engine operating mode to 30-40° according to UPRT and when establishing a stable rotation speed of 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 to 100° according to UPRT.

ATTENTION. TEMPORARYLY, UNTIL IMPROVEMENTS CARRY OUT. AT RELEASE

FLAPS TO 5° TO MUTE THE SOUND ALARM

(SIRENS) ABOUT NOT EXPANDING THE FLAPS BY 15° PRESS THE BUTTON ON

RIGHT PILOT CONTROL “OFF.” SIR. AND PRER. HIGH SIGN", WITH THIS

THE “FLAPS RELEASED” LIGHT CONTINUES TO BURN.

THE SOUND ALARM RESETS AFTER CLEANING

CHASSIS. PAY SPECIAL ATTENTION TO THE LIGHT WARNING

IN THE EVENT OF A FIRE ON AN AIRPLANE, AS THE SOUND ALARM

THE FIRE WARNING IS TURNED OFF DURING TAKE-OFF BEFORE THE GEAR IS REMOVED. PROHIBITED

DISABLE. SOUND SIGNALING USING NPP.

After making sure that the engines are operating normally, tilt the control wheel away from you by at least half a stroke from the neutral position, smoothly release the brakes and begin the takeoff run, avoiding premature takeoff of the aircraft.

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

ATTENTION. MAINTAIN THE DIRECTION OF THE AIRCRAFT RUN

CHANGING ENGINE OPERATING MODES IS PROHIBITED.

On the takeoff roll to decision speed (V1), abort the takeoff if:

The red lights or the light signal board have come on;

Circumstances or malfunctions have arisen that, in the opinion of the PIC, may pose a threat to the safety of continued takeoff 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 in the event of failure of one engine.

5. If, during takeoff from a wet or slippery runway, it is impossible to hold the aircraft on the brakes during takeoff or nominal engine operation, set the engines to 30-40° according to UPRT. Then release the brakes and during the takeoff run, bring the engines to take-off mode, while avoiding sudden movement of the throttle to avoid the aircraft turning.

6. Upon reaching the speed Vp.op, depending on the take-off weight of the aircraft (see Fig. 6.3), take the helm and begin lifting the wheels of the front landing gear until the aircraft separates from the runway.

The aircraft lifts off at a speed 5-10 km/h higher than the speed at which the wheels of the front landing gear lift.

WARNING. TO AVOID THE FUSELAGE TOUCHING THE RUNWAY

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

7. After lift-off with virtually no holding, move the aircraft into a climb with simultaneous acceleration. The tendency of the aircraft to turn to the right after takeoff is countered by deflecting the rudder and ailerons.

–  –  –

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

WARNING. IF AFTER THE TAKEOFF, WHEN BRAKING THE WHEELS,

THE YELLOW LIGHTS DO NOT LIGHT UP, INDICATING

ABOUT A MALFUNCTION OF THE AUTOMATIC BRAKING. TURN OFF THE AUTOMATIC

BRAKING; WHEN LANDING, BE AWARE THAT THE AUTOMATIC IS TURNED OFF AND

BRAKE SMOOTHLY.

9. Give the command to the flight mechanic to retract the landing gear; the flight mechanic, making sure that the “PEDAL ON” light for controlling the wheels of the front landing gear has gone out, retracts the landing gear.

WARNING. IF AFTER THE AIRCRAFT TAKES OFF, THE LIGHT

“PEDAL ON” DOES NOT GO OUT. TURN OFF TAKEOFF

NRO STAR WHEELS STEERING REMOVE THE CHASSIS. ON

AT LANDING, TURN ON TAKEOFF AND LANDING CONTROL ONLY AFTER

TOUCHING THE RUNWAY WITH THE WHEELS OF THE FRONT LANDING GEAR.

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

2. At airfields with a take-off scheme that provides for a turn-in before the wing mechanization is retracted, the turn-in must be done from a height of at least 100 m (as measured by a radio altimeter) at a speed of at least 230-255 km/h, depending on the take-off weight, with a climb. Retract the flaps after exiting a straight line turn.

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 take-off weight, give the command. “Remove flaps”, according to which the flight mechanic 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). While retracting the flaps, do not allow a loss of altitude or a decrease in pitch angle. Remove the resulting forces on the steering wheel using the elevator trimmer. Towards the end of retracting the flaps, increase the speed to 270-300 km/h depending on the take-off weight.

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

REMOVE WITH TRIMMERS. WHEN THE POSITION OF THE FLAPS CHANGES, THE LOAD

REMOVE AFTER EACH CLEANING (RELEASE) OF THE FLAPS.

2. WHEN THE “EARTH DANGER” ALARM IS ACTIVATE DURING TAKE-OFF BEFORE

IMMEDIATELY STOP Descent AND

MOVE THE PLANE TO CLIMB. WHEN AN ALARM IS ACTIVATE

DANGER GROUND" AFTER REMOVING THE FLAPS AND THEN

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

HILLY OR MOUNTAINOUS TERRAIN. ENERGETICALLY MOVE THE AIRPLANE TO

CLIMBING HEIGHT (NOT ALLOWED TO GO BEYOND ALLOWED VALUES

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

STANDING IT UNTIL THE ALARM IS TURNED OFF.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in bumpy conditions, a short-term (no more than 2 s) activation of the “EARTH DANGER” alarm is possible, which does not require action from the crew to change the flight path.

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 at a speed of 320-330 km/h.

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

FLIGHT OPERATIONS MANUAL

PERFORMANCE OF FLIGHT - Take off the engines to the nominal operating mode, balance the aircraft with trim tabs, turn on air bleed from the engines to the air conditioning system.

For aircraft equipped with the RU19A-300 automatic activation system for the POS of the wing, empennage and air intake, regardless of weather conditions, the “WING and OPER.

Set the RU19A-300 INPUT (“WING AND OPERA”) to the “AUTOMATIC” position.

4.2.2. TAKE-OFF WITH A SHORT-TERM 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 takeoff mode and the achievement of takeoff thrust at the initial stage of the takeoff. Takeoff with a short stop is used to save fuel and increase the capacity of airfields.

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

3. The pilot-in-command must inform the crew about the use of takeoff with a short stop on the runway before the aircraft is taken to the preliminary take-off.

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 and taxiing” (at the preliminary start). Upon completion of the control under the section “At the preliminary start”

Control check cards PIC request permission to taxi to the executive start.

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

During taxiing to the executive start, each of the crew members perform operations in accordance with the instructions of subsection 4.1 “Preparation for taxiing and taxiing”

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

Wherein:

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

The flight mechanic switches the SO-63 to ATC mode and reports to the PIC.

6. After bringing the aircraft onto the runway axis, the PIC engages takeoff and landing control of the wheels of the front landing gear, taxis 5-10 m and, stopping the aircraft, holds it with the brakes. The crew must complete the inspection using the Checklist.

Wherein:

The flight mechanic should set the switch for removing screws from the intermediate stop to the “SCREWS ON STOP” position and, making sure that the hazard warning lights are not on, report: “The red lights are not on. Ready". Smoothly and synchronously move the throttle to the 30-40° position according to the UPRT;

The navigator (co-pilot) must agree on the heading system (if it was not previously agreed upon on the taxiway) and report: “Course..., agreed. Ready";

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

ATC mode is set. Ready".

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

–  –  –

9. The navigator (co-pilot) should control the speed and, when the speed reaches 150 km/h, report: “Control”.

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

ATTENTION. WITH A COUNTER WIND SPEED COMPONENT OF 12 M/S OR MORE

TAKE-OFF WITH A SHORT-TERM STOP IS PROHIBITED.

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

4.2.3. FEATURES OF TAKE-OFF WITH CROSS WIND The maximum permissible cross wind speed (at an angle of 90° to the runway axis) when taking off from the runway, depending on the runway friction coefficient, is shown in Fig. 2.1, when taking off from a hard dirt runway, 12 m/s, take off with the obligatory use of takeoff and landing control of the wheels of the front landing gear.

The aircraft's tendency to turn and roll during the take-off run is counteracted by the rudder and ailerons, using takeoff and landing control of the wheels of the front landing gear and, if necessary, the brakes. After liftoff, counter the drift by changing course to the drift angle.

4.2.4. TAKE-OFF WITH REDUCED TERRAIN NOISE

After lift-off, at a height of at least 5 m, brake the wheels and retract the landing gear. Smoothly move the aircraft into a climb while simultaneously accelerating to an instrument speed of 250 km/h.

Climb at a constant speed with the flaps deflected by 15°.

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

At an altitude of at least 500 m, retract the flaps, increasing the speed to 280-300 km/h, counteracting the tendency of the aircraft to sag by deflecting the steering wheel. Reduce the operating speed of the engines to nominal.

4.2.5. FEATURES OF TAKE-OFF AT NIGHT

Take off, as a rule, with the headlights on; to do this, after taxiing onto the runway and putting the engines into takeoff mode, move 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.

Maintain the direction on the take-off run according to the relative displacement of the runway edge light lines and along the runway axis. After the aircraft takes off, pilot using 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 engine operating modes when gaining flight level are indicated in subsection. 6.3. "Climb mode".

–  –  –

2. At the transition altitude, the PIC and at 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 a given flight level according to UVID-30-15K when flying on domestic airlines, and on foreign airlines according to VEM-72FG, which has access to the aircraft transponder. Other barometric altimeters should be used to monitor the main altitude channel.

THE PROCESS OF CLIMBING ALTITUDE IF THE FLIGHT IS PERFORMED OVER

HILLY OR MOUNTAINOUS TERRAIN, OR IF THE CREW

THE NATURE OF THE RELIEF IS UNKNOWN. ENERGETICALLY MOVE THE AIRPLANE TO

A STEADER CLIMBING TRAJECTORY (NOT ALLOWING GOING BEYOND

ON TAKE-OFF MODE. STANDING IT UNTIL SHUT DOWN

ALARMS. MONITOR THE TERRAIN USING THE LOCATOR. AT

GAIN ALTITUDE BY CHANGING COURSE AS NECESSARY.

4.4. ROUTE FLIGHT Having reached the given altitude, without changing the engine operating mode, transfer the aircraft into horizontal flight and set the engine operating mode required for the given flight weight and flight altitude.

The characteristics of horizontal flight are given in subsection. 6.4.

Monitor air temperature and pressure drop in the cabin, the operation of aircraft engines and systems. Make sure that fuel is produced evenly from the left and right groups of tanks by using a ringing system to level the fuel.

ATTENTION. WHEN THE "DANGER GROUND" ALARM IS ACTIVATED IN

HORIZONTAL FLIGHT OVER HILLY OR MOUNTAINOUS TERRAIN

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

ALLOWABLE VALUES OF OVERLOAD AND ANGLE OF ATTACK) AND SET THE ORDER

ALARMS.

4.5. DESCENT 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 altitude of the circle to the value of the circle height on the altitude adjuster.

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

Read the section “Before descending from flight level” of the Checklist.

Carry out the reduction in modes in accordance with the recommendations of subsection. 6.5 “Descent from altitude mode.”

ATTENTION. WHEN THE "DANGER GROUND" ALARM IS ACTIVATED ON

WHEN DESCENDING, INCLUDING IN THE LANDING AREA, IMMEDIATELY REDUCE

VERTICAL SPEED OF DECLINE. IF THERE IS A FLIGHT

WHETHER OVER HILLY OR MOUNTAINOUS TERRAIN, OR IF

THE NATURE OF THE TERRAIN IS UNKNOWN TO THE CREW, TRANSLATE ENERGETICALLY

AIRPLANE CLIMBING IN ALTITUDE (NOT ALLOWING GOING BEYOND PERMITTED

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

MODE, MAINTAINING IT UNTIL THE ALARM IS TURNED OFF.

–  –  –

OBSERVE THE TERRAIN USING THE LOCATOR, IF NECESSARY

GAIN ALTITUDE WITH CHANGES IN COURSE. ABOUT THE MANEUVER PERFORMED

REPORT TO ATC CONTROLLER.

Perform the descent according to the descent and approach scheme established for the given airfield.

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

If, during the descent from the transition level to the circle altitude, the radio altimeter preset altitude alarm is triggered, stop the descent, check the barometric altimeter readings and evaluate, taking into account the terrain, their compliance with the radio altimeter readings. Check that the pressure is set correctly on the barometric altimeters and the set circle height on the radio altimeter.

Check the functionality of the radio altimeter using the built-in control.

If necessary, check with the air traffic controller about the aircraft's position and pressure at the landing airfield.

Having ensured that you can continue to confidently control your flight altitude, continue descending to the altitude of the circle.

4.6. APPROACH AND LANDING 4.6.1. APPROACH If, during the descent to the altitude of the circle, the radio altimeter preset altitude indicator does not work, then at the altitude of the circle, taking into account the terrain, evaluate the correspondence of the barometric altimeter readings to the radio altimeter readings and check the functionality of the radio altimeter using the built-in control.

Set the radio altimeter dial to 60 m (or VLOOF, if VLOV is less than 60 m).

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

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

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

ATTENTION. WHEN THE ALARM IS ACTIVATE, THE EARTH IS DANGEROUS" IN PROCESS

PERFORMING A MANEUVER FOR LANDING AT AN AERODROME,

LOCATED IN A MOUNTAINOUS OR HILLY AREA. VIGOROUSLY

MOVE THE AIRPLANE TO CLIMB (NOT ALLOWING GOING BEYOND

ALLOWABLE VALUES OF OVERLOAD AND ANGLE OF ATTACK) AND SET THE ORDER

TO TAKE-OFF MODE, MAINTAINING IT UNTIL SHUTDOWN

ALARMS. REPORT THE PERFORMED MANEUVER TO THE DISPATCHER

ATC.

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

WARNING. IF THE CHASSIS IS NOT RELEASED:

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

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

WHEN THE FLAPS ARE EXTENSIONED BY 13-17° THE SIREN WILL BE HORNING AND THE BUTTON WILL BE TURNED OFF.

SIR. AND PRER. HIGH SIGN. WILL NOT TURN OFF.

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

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

–  –  –

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 along the shortest path, at an instrument speed of 280-300 km/h, lower the flaps to 15°.

ATTENTION. IF THE EQUILIBRIUM IS DISTURBED DURING THE FLAPS EXTENSION PROCESS

AND THE AIRCRAFT WILL ARISE, SUSPEND RELEASE

FLAPS AND LAND WITH FLAPS DECLINED

UNTIL THE POSITION AT WHICH THE ROLL STARTS.

When the flaps are deflected, the aircraft tends to take off. which must be countered by proportionately deflecting the steering wheel away from you. Remove the forces on the steering wheel by deflecting the elevator trimmer. After the flaps are adjusted to 15°, set the instrument speed to 250 km/h and perform the fourth turn.

At airfields with an approach procedure that includes turns with a bank angle of 25°, lower the flaps to 15° before the third turn at a speed of 280-300 km/h. Then, at a speed of 250 km/h, perform the third and fourth turns with a bank angle of 25°.

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

Read the “Before Entering the Glideslope” section of the Checklist.

ATTENTION. IN THE EVENT OF THE “DANGER GROUND” ALARM IS ACTIVATED

IMMEDIATELY REDUCE VERTICAL RATE

DECLINE RATE AND CHECK PROFILE CORRECTNESS

LOWERING AND CHASSIS POSITIONS; IF THE CHASSIS HAS BEEN

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

RV OR “GROUND DANGER” (GND) ALARMS WHEN FLIGHTING ON

PRE-LANDERING DIRECT BEFORE ESTABLISHING RELIABLE

VISUAL CONTACT WITH APPROACH LIGHTS OR OTHERS

USING THE LANDING COURSE, GO TO THE SECOND CIRCLE.

Note. When flying at low altitudes (over 250 m according to the radio altimeter) in bumpy conditions, as well as when approaching an airfield with complex surface topography on the landing straight, including when flying on 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 special service information in relation to a given landing course of a particular airfield), the “GROUND DANGER” alarm is triggered, which does not require the crew to take action to change the flight path.

Table 4.1 Flight weight, kg Instrument gliding speed, km/h Less than 19000 200 By decision of the aircraft commander, landing can be performed with flaps deflected below 30°.

In this case, increase the pre-landing glide speed by 10 km/h. The required runway length for landing will increase by 180 m.

Fly the DPRM at the altitude specified in the diagram for a given airfield.

Make additional turns to clarify the exit to the runway after passing the DPRM with a bank angle of no more than 15°, control the altitude using a barometric altimeter and radio altimeter.

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

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

FLIGHT OPERATIONS MANUAL

PERFORMANCE OF FLIGHT – Approach Overflight the landing gear at the altitude specified in the diagram for a given airfield.

Monitor your altitude using a barometric altimeter and radio altimeter.

If, before establishing reliable visual contact with ground landmarks (approach lights, etc.) along the landing course, the radio altimeter light is activated, it is necessary to immediately begin the missed approach maneuver.

Maintain the set gliding speeds and refine the landing calculations by changing the engine operating mode.

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

The actual landing distance of the aircraft, depending on the weather conditions at the landing aerodrome, landing weight, and 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 the nomogram is shown with arrows and dotted lines.

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

4.6.2. ELIMINATING LATERAL DEVIATIONS FROM THE RUNWAY AXIS WHEN APPROACHING

LANDING After establishing reliable visual contact with ground references, before reaching the runway, the PIC must estimate the amount of lateral deviation of the aircraft from the runway axis.

Maximum permissible lateral deviations from the runway axis:

–  –  –

The PIC assesses actual lateral deviations visually, using landing lights and other landmarks.

If the actual lateral deviation exceeds the maximum permissible, the pilot-in-charge at an altitude not lower than the maximum altitude must begin a missed approach.

If the actual lateral deviation is within acceptable limits, the PIC, when making a decision to land, at an altitude and below the VTOL must begin a maneuver to eliminate the lateral deviation.

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

The side maneuver has the shape of the letter “S” in plan and consists of two conjugate turns.

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

–  –  –

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

(1) Visual approach - an approach conducted in accordance with instrument flight rules (IFR) when part or all of the instrument approach procedure is not completed and the approach is made with visual contact with the runway and/or its guidelines.

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

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

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

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

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

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

“I see the runway” and receive permission (confirmation) to perform a visual approach.

Piloting during a visual approach must be carried out by the aircraft commander with constant visual contact with the runway or its landmarks. If, when approaching the runway, visual contact is not established or is subsequently lost, a turn must be made towards the runway with a climb and entering the established approach pattern. second instrument lap for subsequent IFR approach.

(7) Maneuvering during a visual approach should be carried out with rolls of no more than 30° (8) Before starting a turn in the direction of the runway of the intended landing, at an altitude not lower than the minimum descent altitude is necessary;

Release the wing mechanization to the landing position

Set the speed Vzp according to section 4.6.1 or 4.8.

Section 4 page 12-A An-24 (An-24RV)

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION – Landing

Perform control operations according to the Control Check Card corresponding to the Card “After giving the aircraft a landing configuration.” Perform a turn on the landing course while maintaining the speed Vzp with a decrease at a vertical speed not exceeding 5 m/s to the altitude of the entry into the glide path. The recommended roll when turning to a landing course is 20° but not more than 30°. The height of the entrance to the glide path must be at least 150 m.

ATTENTION! WHEN PERFORMING A TURN ON A LANDING COURSE, IT IS POSSIBLE

AND THE ROLL LIMIT ALARM IS ALLOWED.

(9) After reaching the landing course, the PIC must assess the position of the aircraft relative to the runway. If the aircraft is in a landing position, set the approach speed Vzp and the glide path descent mode (~3°). The PIC report to the landing controller that he is ready to land and obtain permission to land.

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

2/P controls the flight using instruments, paying special attention to maintaining the minimum descent altitude, speed and bank angles established for a given aerodrome. When making a turn to a landing course with the bank limit indicator panel lit - 2/P, the PIC informs the PIC that a 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. LANDING Before starting leveling, maintain an instrument speed of 200-210 km/h. Start leveling at a height of 6-8 m. At the end of leveling, set the engine control levers to the flight idle stop. Finish leveling at a height of 0.5-1 m.

WARNING. DURING THE ALIGNMENT PROCESS, SHARP HANDLING IS PROHIBITED. WITH

BY IMPACTING THE STOP OF THE PASSING LATCH, THE ORE MOVES.

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

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

WARNING: 1. REMOVING THE SCREWS FROM THE INTERMEDIATE STOP

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

THE AIRCRAFT'S MILEAGE AFTER REMOVING THE PROPELLERS FROM THE STOP DURING THE PERIOD WHEN

LIGHTS IN KFL-37 ARE BURNING, DO NOT MOVE ORE IN

POSITION (26±2)° OR HIGHER ELECTRICALLY AS MAY HAPPEN

AUTOMATIC FINGING OF PROPELLERS (ON

AIRPLANES WITH A CONNECTED AUTOVANCING SYSTEM SOFTWARE

NEGATIVE TRADE).

Maintain the direction during the run with the rudder, using takeoff and landing control of the wheels of the front landing gear and, if necessary, the brakes.

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

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

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

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

After clearing the runway during taxiing, retract the flaps, release excess pressure in the cabin using an emergency pressure release valve or smoothly opening the cockpit window, turn off the heating of the air pressure receivers, as well as the icing alarms SO-4AM, RIO-3 and ROV.

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

4.6.4. APPROACH AND LANDING OF AN AIRCRAFT WITH TWO WORKERS

ENGINES WITH A FIXED MAXIMUM FUEL DRAIN

WITH THE PRT-24 SYSTEM ON ONE OF THE ENGINES

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

–  –  –

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

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

–  –  –

WARNING. TO OBTAIN MODE 0е BY UPRT BY REMOVAL

OF THE PROPELLER WITH THE STOP ON THE ENGINE RUSH WITH

SET THE MAXIMUM FIXED FUEL DRAIN IN

POSITION 10-12° RIGHT. WHILE MONITORING THE ROTATION FREQUENCY

ROTOR OF THIS ENGINE, AND IN CASE IT FALLS BELOW ZMG

TURN OFF THE ENGINE WITH THE STOP CRANE, DECREASE RIM TO 10 KGS/CM2

AT MODES 35° AT UPRT AND HIGHER RESULTS IN SPONTANEOUS

ENGINE SHUTDOWN WITH AUTOMATIC FINGING

PROPELLER.

A missed approach is possible from any altitude up to the altitude of the start of alignment at a speed not lower than that recommended for pre-landing glide.

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

When constructing a rectangular route and landing approach, take into account the wind and introduce a lead for drift. After the fourth turn until the moment of landing, eliminate the drift with the lead angle. Immediately before landing, deflect the rudder in the direction of the drift and turn the aircraft along the axis of the runway.

Note. If it is impossible to land according to a pattern 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 Section. 2 RLE. The start of turns when flying according to the approach pattern and the bank angle must be maintained according to the calculations of the crew and in agreement with the air traffic controller.

When landing with a crosswind, precise approach of the aircraft to the ground and a smooth landing are required; High alignment and rough landings are not acceptable. It should be taken into account that cross winds increase the length of the run. The landing speed in a crosswind should be 10 km/h greater than that specified in paragraph 4.63, and the removal of the propellers from the intermediate stop should be done somewhat later than when landing in a calm environment.

After landing, smoothly lower the nose gear and push the control wheel completely away from you.

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

During the run, maintain the direction by deflecting the rudder up to full and turning the wheels of the front pillar, as well as, if necessary, unilaterally braking the wheels. promptly counter the tendency of the aircraft to deviate from the runway axis.

If the aircraft deviates significantly from the runway axis during the run, stop braking the wheels, restore the direction of the run with the rudder and turn the wheels of the nose gear, bring the aircraft onto the runway axis, and then begin smooth and synchronous wheel braking again.

If there is a lateral displacement of the aircraft from the runway axis with a simultaneous drift of its tail towards the edge of the runway, it is necessary:

Immediately stop braking the wheels completely;

–  –  –

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

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

4.6.6. FEATURES OF LANDING AT NIGHT When landing after the fourth turn, lower your headlights. When visibility is good at a height 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 turned on at the discretion of the PIC. Turn on the landing lights after making contact with the ground. If turning on the landing lights creates an interfering light screen, the lights should be turned off.

If the runway is sufficiently long, land with azimuth = 30°. In this case, increase the pre-landing glide speed by 10 km/h. The required runway length for landing increases by 180 m.

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

After landing, keep the direction along 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 “SMALL LIGHT” position; the “BIG LIGHT” mode while taxiing is allowed to be used only for a short time. After taxiing into the parking lot, turn off and retract the headlights, turn off the automatic control system and flashing beacons.

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

KO3EL) When landing at recommended speeds, there is a tendency for “goats” to occur

the plane does not have.

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 a forward rough contact of the aircraft’s front landing gear with the runway. This situation can occur when approaching at high speed and trying to land at the “T” or when the aircraft is approaching low, if the pilot is not “getting” energetically enough

the helm does not have time to create a landing angle for the aircraft, ensuring landing on the main supports. Increased speed landing can be facilitated by increased engine thrust in flight idle mode.

A high-speed “goat” is characterized by frequent (every 1-2 s) repeated separations of the aircraft from the runway. When the nose of the aircraft hits the runway. When the front landing gear of the aircraft hits the runway, the shock absorbers are quickly activated, and the reverse shock absorption is activated 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, repeated separation of the aircraft occurs. Trying to prevent reaching high angles of attack, the pilot pushes the steering wheel away from himself, which leads to a second impact with the nose gear and repeating the process. The height of the first separation from the runway does not exceed 1-2 m, the height of subsequent separations (with the indicated action of the pilot) increases to 6-8 m with simultaneous reduction in speed.

Attempts by the pilot to react proportionately with the control wheel to prevent the aircraft from touching the aircraft again with the nose gear can aggravate the situation and cause a series of progressive “goats.”

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

FLIGHT OPERATIONS MANUAL

FLIGHT PERFORMANCE – Go-around If a “goat” occurs during landing, it must be countered at the first separation of the aircraft from the runway as follows: fix the control wheel in its original position, remove the engine control levers by the pass-through latch (0° according to UPRT) and land .

WARNING. CONSIDERING THE COMPLEXITY OF CORRECTING THE “GOAT”, LANDING

AIRCRAFT AT HIGH SPEED IS NOT ALLOWED.

4.8. MISSED APPROACH A missed approach with two engines running with landing gear extended and flaps deflected to 38 or 30° is possible from any altitude up to the altitude of the start of leveling, at a speed not lower than that recommended for pre-landing glide.

When leaving for the second round: it is necessary:

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

Smoothly bring the aircraft out of the descent, keeping the speed constant until it begins to climb;

After the positive vertical speed appears, remove the landing gear;

After overcoming obstacles at an altitude of at least 120 m at a speed of 230-250 km/h, retract the flaps with impulses while simultaneously increasing the speed towards the end of retracting the flaps to 270-300 km/h. Retracting the flaps is accompanied by the aircraft's tendency to sag, which can be countered by slightly deflecting the steering wheel toward itself;

Balance the aircraft using the elevator trim. When reaching an altitude of 400 m, switch the engines to nominal operating mode.

ATTENTION. WHEN AN AIRCRAFT IS GOING BACK WITH TWO OPERATING

ENGINES AT ORDER POSITION MORE THAN 76° ACCORDING TO UPRT, WITH

WITH THE CHASSIS EXTENDED, IN ANY POSITION OF THE FLAPS. EXCEPT 13 BEFORE RETRAVING THE CHASSIS, THE LIGHT IS FALSELY LIGHTED

PLAYBOARD INscription “RELEASE FLAPS”

4.9. PULLING INTO PARKING AND STOPPING ENGINES

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

Taxiing with one engine is easy and practically no different from taxiing with two engines, and fuel consumption is halved.

At the beginning of movement, when applying gas, counter the turning moment by turning the wheels of the front landing gear at an angle of no more than 20° (using the wheel control wheel of the front landing gear) and applying the brakes.

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

During taxiing, crew members are required to observe obstacles and promptly report them to the PIC.

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

Before turning off the engines after taxiing on loose snow, landing on a runway covered with slush, or during precipitation, fully open the oil cooler flaps for better purging of the cells.

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

FLIGHT OPERATIONS MANUAL

FLIGHT OPERATION – Taxiing to parking

After taxiing into the parking lot:

Place the airplane on the parking brake;

Turn off unnecessary electricity consumers;

Turn off the wheel steering of the nose landing gear;

Turn off the STG and GO generators;

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

Note. If there is no voltage on the emergency bus from the batteries or when the voltage is below 24 V, stop the engines either after connecting an airfield DC source with a voltage of 28-29 V, or an emergency feathering system;

Turn off the VHA heating if it was turned on;

Turn off the engines;

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

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

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

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

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

WARNING. UNTIL THE SCREWS COMPLETELY STOP ROTATION

IT IS STRICTLY PROHIBITED TO TURN OFF 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 mechanics should visually inspect the aircraft airframe and propellers from the ground and make sure there is no external damage;

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

The aircraft commander should inspect the landing gear wheels and make sure there are no external damages. Receive reports from crew members regarding the inspection of the aircraft.

4.10. FEATURES OF AIRCRAFT OPERATION ON GROUND AND SNOW

AND ICE AIRDROMES

4.10.1. OPERATION OF AIRCRAFT ON DIRT AIRPORTS Operation of the AN-24 (An-24RV) aircraft can be carried out from unpaved runways that meet the following requirements:

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

The soils of the launch areas must have increased conditional strength (from the condition of the possibility of moving the aircraft from its place and preserving the turf cover of the airfield;

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

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

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

FLIGHT OPERATIONS MANUAL

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

Aircraft parking 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. Operation of the aircraft at airfields with dry hard soil with a conditional soil strength of more than 8.0 kgf/cm2. Most unpaved airfields in the summer have a conditional strength exceeding 8.0 kgf/cm2.

At such airfields, the An-24 (An-24RV) aircraft, after taxiing, either does not leave a rut at all, or the rut is no deeper than 1-2 cm. Taxiing, takeoff and landing at such airfields are carried out in the same way as on a concrete runway.

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

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

2. Operation of the aircraft at an airfield with soft dry soil with a conditional soil strength of 5.5-8.0 kgf/cm2 When the aircraft is parked with the engines running, the wheels are pushed into the ground, the depth of the wheels immersion depends on the time and operating mode of the engines. When the engines are running at the start for 1.5 minutes, the depth of the rut from the aircraft wheels doubles compared to the rut formed during 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, taxiing the aircraft requires increased engine operating modes; taxiing speeds must be moderate to avoid heavy loads on the landing gear when the aircraft hits areas with weakened soil.

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

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

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

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

The take-off run of an aircraft on soft ground with a take-off weight of 20,000 kg under standard conditions is 730 m.

3. Operating an aircraft at airfields with wet soil Taxiing an aircraft on wet ground top layer difficult, since when the wheels of the front landing gear are controlled from the helm, the aircraft practically does not react to the deflection of these wheels due to the occurrence of skidding. Taxiing on wet ground is carried out using the takeoff and landing control of the wheels of the nose gear and the brakes of the wheels of the main landing gear. The turning radius increases (up to 30 m).

–  –  –

If it is necessary to make turns with a small radius, taxi 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 airfield with a wet top layer of soil on one engine is impossible, since control of the wheels of the front landing gear is ineffective in these conditions.

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

The direction of movement of the aircraft is maintained using takeoff and landing control of the wheels of the front landing gear.

During the takeoff run on wet ground, to lift the front wheels, the steering wheel is fully taken over from the moment the throttle is brought to takeoff power.

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

After takeoff from wet airfield soil, in order to prevent dirt from 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 steering wheel 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 travel by deflecting the pedals. When landing an aircraft on wet ground with one engine running, the direction of flight is maintained in initial stage rudder, and after lowering the front wheels - takeoff and landing control of the wheels of the nose landing gear and brakes. Takeoffs and landings on wet ground are permitted with a side wind component of no more than 8 m/s.

4. Operation of the aircraft at airfields whose soil contains 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 UPRT; As the propellers are loaded, increase the engine operating mode to 30-40° according to UPRT.

After establishing a stable rotation speed, making sure that the engines are operating normally, smoothly release the brakes and increase the engine power to take-off during the takeoff run (at a distance of 25-30 m from the take-off point). During the take-off run to lift the front wheels, the steering wheel is fully taken over from the moment the throttle is brought to take-off 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 COMPACTED AIRPORTS

SNOW COVER

Operation of the An-24 (An-24RV) aircraft on snowy runways can be carried out with a take-off weight of 20,000 kg with a pressure in the main wheel tires of 5 kgf/cm2, with a compacted snow strength of at least 5 kgf/cm2.

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

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

When flying on compacted snow with a strength of 7 kgf/cm2 or more, destruction of the airfield surface does not occur; when the snow cover is less than 7 kgf/cm2, a wheel rut 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 from the parking lot, the aircraft takes off at the engine operating mode corresponding to the throttle position of 18-24° according to the UPRT.

Take off at airfields with compacted snow cover at 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 executive launch while both engines are simultaneously brought to takeoff mode (100° according to UPRT).

Start the takeoff run after both engines are simultaneously brought to takeoff mode by smoothly releasing the brakes.

The take-off run of an aircraft with a take-off weight of 20,000 kg in winter conditions (p = 760 mm Hg, air temperature “10 ° C) is 520 m.

The aborted take-off distance of an aircraft with a take-off weight of 20,000 kg and an engine failure at a speed of 180 km/h in winter conditions is 1200 m.

When stopping takeoff in the event of failure of one of the engines and when landing with one engine running, remove the propeller of the running engine from the stop during the run to maintain direction slightly later than during a normal landing.

Wheel braking during taxiing, cruising and when stopping takeoff is effective.

With one engine running, the plane taxis stably at the engine operating mode of 18-20° according to UPRT.

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

–  –  –

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

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

The aborted take-off distance of an aircraft with a take-off weight of 20,000 kg and an engine failure at a speed of 180 km/h in winter conditions is 1,300 m.

When stopping a takeoff in the event of a failure of one of the engines and when landing with one engine running, remove the propeller of the running engine from the stop during the run to maintain direction only after the front wheel has been completely compressed and the aircraft is stably maintaining direction.

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

When the aircraft stops, take off by smoothly increasing the engine operating mode, but not more than 30° according to UPRT, in order to avoid a sharp turn of the aircraft on the spot.

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

The braking of the wheels during taxiing, cruising and when stopping takeoff is satisfactory.

Takeoffs and landings at an airfield with a snow cover strength of more than 7 kgf/cm2 are permitted with a side wind component of no more than 10 m/s.

4.10.3. AIRCRAFT OPERATION AT AN ICE AIRDROME

Suitable for operation on an ice airfield are aircraft equipped with a skid sensor, an automatic wheel brake release system for the main landing gear, and a front landing gear with feedback in the steering system. Landings on an ice strip with the automatic wheel brake system turned off are possible with appropriate training and skill of the pilot and require increased attention to maintain direction. Otherwise, when braking on the runway, an almost uncontrollable turn of the aircraft occurs on the runway with an deviation from the direction of runway up to 90°, especially in crosswinds.

When taking off from an ice strip, lifting off an aircraft with braked wheels from its place at the executive launch occurs when both engines are simultaneously brought to the operating mode of 30-35° according to the UPRT.

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

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

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

After moving the aircraft off the ground, move the control wheel away from you beyond the neutral position to press the front support.

Maintain the direction during the take-off run by deflecting the pedals more vigorously than when taking off from a concrete runway. The speed when lifting the front support should be 150-160 km/h. If you are not confident in maintaining direction during the take-off run, lift the front support at a higher speed.

–  –  –

When landing on an ice strip, start braking after you have confidence in the stable direction of the run.

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 stopping, the skid sensors can be temporarily turned off.

Takeoffs and landings at an ice airfield are permitted 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 AIRDOMES

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

The takeoff and landing characteristics depending on the airfield altitude and air temperature are given in Section. 6.

When taking off, use water injection into 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 takeoff run when the engines are running in takeoff mode, and when taking off from a unpaved runway with a strength of less than 8.0 kgf/cm2 - when the engines are running at 30-40° mode according to UPRT.

4.12. FLIGHTS IN ICE 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, taking into account that most cases of icing occur during ascent and during descent at altitudes below 5000 m.

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

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

ATTENTION. DO NOT TAKE OUT IF ON THE SURFACE

THERE ARE ANY ICE DEPOSITS ON THE AIRPLANE AND ENGINES,

SNOW OR FROST.

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

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

ATTENTION. THE CREW IS OBLIGATED TO TAKE ALL POSSIBLE MEASURES TO EXIT

ICE AREAS IN CASES:

- THE AIRCRAFT ENTERED IN ICING CONDITIONS AT A TEMPERATURE BELOW

- FAILURES OF ANTI-ICE SYSTEM;

- FAILURE OF ONE ENGINE.

2. IN THE EVENT OF POS FAILURES, IF POSSIBLE, LAND AT THE AERODROME,

WHERE THERE ARE NO ICE CONDITIONS.

5. Signs of icing are:

–  –  –

Lighting of the “ICED” light indicators and the “ICED. A LION.

ENGINE", "ICED. RIGHT ENGINE";

Ice deposits 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 tail POS switched on, operation of a serviceable engine in takeoff mode is allowed for 1.5 hours.

7. Turning on the POS of the aircraft and engines 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 take-off weight, flight altitude and other factors. To maintain the set speed, increase the operating speed of the engines.

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

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

Heated windows in the “LOWER” mode - before taxiing;

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

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

In 3 minutes at zero and negative outdoor temperatures;

In 1 minute - at positive temperatures.

4.12.2. TAKE-OFF AND CLIMB

1. If take-off and altitude climb is carried out at an air temperature near the ground of +5°C and below. If there are clouds, fog, snowfall, rain or drizzle, turn on continuous work:

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

Propeller heating - during taxiing, but not earlier than 10 minutes before takeoff (set the “PROPELLER” switch to the EMERGENCY SYSTEM position);

Heated windows - while taxiing (set the heated glass switch to the “INTENSIVE” position);

Heating of the wing and tail - after take-off and transfer of the engines to nominal or maximum mode (set the “WING AND OPERATOR” switch to the “HEATING” position, and for aircraft equipped with automatic switching, the “WING AND OPERATIONAL INPUT RU19-300” switch - to "MANUAL" position),

ATTENTION. BEFORE TURNING THE WING AND TERRAIN SYSTEM INTO THE “HEATING” MODE (“MANUAL”) AT ALTITUDES BELOW ZOOM, REDUCE THE AIR BLEED FOR THE SYSTEM

AIR CONDITIONING UP TO 2 UNITS. FOR EACH URVK, AND AFTER THE POS IS TURNED OFF

RESTORING AIR BLEEDING TO 3.5-4.5 UNITS.

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

2. Fly the aircraft as under normal conditions.

–  –  –

Switch for heating the VHA and engine air intakes to the “CLOSED” position;

The propeller heating switch is in the “OSN” position. SYST."

4.12.3. FLIGHT AT LEVELS

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

Wings and empennage to the “HEATING” (“MANUAL”) position, in conditions of light and medium intensity heating of the wing and tail must be turned on for continuous operation.

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

Visually monitor ice release.

Signs of severe icing are:

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

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

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

WARNING. DELAYED TURN ON OF POS VNA AND

ENGINE AIR INTAKES ARE NOT ALLOWED AS THIS

RESULTS IN THE DISCHARGE OF FORMED ICE INTO THE INPUT CHANNEL

ENGINE. DISCHARGING ICE CAUSES OPERATION DISRUPTIONS

ENGINE, THE SIGNS OF WHICH ARE:

POWER DROP, SHAKERING AND CLACKING APPEARANCE. HIT

PIECES OF ICE OF SIGNIFICANT SIZES INTO THE ENGINE TRACT CAN

CAUSE IT TO STOP AND CAUSE DAMAGE.

2. Monitor the activation of the PIC by the lighting of the corresponding indicator lights, a drop in engine power by 5-10 kgf/cm2 according to the PCM and an increase in the readings of the alternating current ammeter of the GO16PCh8 generator by 58-65 A.

3. Monitor the condition of the stabilizer (ice breaker) through a special window in the rear part of the fuselage (on the left side), the wing and engines - from the cockpit; At night, use headlights.

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

5. Turn on the TG-16 heating 15-20 minutes before landing if you plan to fly again using the TG-16 to start the AI-24 engines.

WARNING. IN THE EVENT OF ICE APPEARING ON THE AIR INTAKES

- WHEN FLIGHTING AT LOW ALTITUDE IN THE AERODROME AREA, MAKE AN IMMEDIATE LANDING. NOT INCLUDING HEATER HEATING AND AIR INTAKES

ENGINES;

- WHEN FLIGHTING ON THE ROUTE, EXIT THE ICING ZONE AND CARRY

LANDING AT THE NEAREST ALTERNATIVE AIRPORT, ALSO WITHOUT TURNING ON THE HEATING

VNA AND AIR INTAKES. WHEN ICE IS ACCIDENTALLY DISCHARGED IN

ENGINE SHAKES DUE TO A FAILURE IN THE HEATING SYSTEM. CLOPING AND ENGINE POWER DROP IF AFTER

–  –  –

RESETING THE ICE WILL NOT RESTORE NORMAL ENGINE OPERATION. FEATHERING THE PROPELLER. AFTER LANDING, INSPECT THE AIR INTAKE AND BLADES OF THE FIRST STAGE COMPRESSORS (AVAILABLE FOR INSPECTION).

4.12.4. DESCENT, APPROACH AND LANDING

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

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

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

Set heating switches:

VNA and engine air intakes to the “OPEN” position;

Screws to the “EMERGENCY” position. SIST";

Glass to the “INTENSIVE” position;

Wings and tails to the “HEATING” (“MANUAL”) position,

2. If there is no ice on the wing and stabilizer (ice breaker) and with the POS operating, perform landing in the same way as under normal conditions.

ATTENTION. WHEN APPROACHING WITH THE AIRCRAFT POS ENABLED

AVOIDING THE APPEARANCE OF NEGATIVE DRAFT OPERATING MODE

ENGINES CORRESPONDING TO APPROXIMATELY ZERO THRUST (FLIGHT

SMALL GAS), INCREASE BY 4° BY UPRT COMPARED TO THOSE

THE VALUE THAT IS SETTED BY THE FLIGHT STOP LEVER

LOW GAS ACCORDING TO ACTUAL AIR TEMPERATURE.

REDUCING RIM TO 10 KGS/CM2 AT 35° MODES AT UPRT AND HIGHER

RESULTS IN AN ARBITRARY ENGINE SHUTDOWN WITH

AUTOMATIC FINGING OF THE PROPELLER.

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

4. Turn off the PIC:

Wings and tails - after landing on the run;

Propellers, PVD and ROV - on taxiing;

Glass - after taxiing into the parking lot;

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

5. In the event of a failure of the wing and tail surfaces and the impossibility of leaving the icing zone or proceeding to another airfield, as well as if there is ice on the lifting surfaces of the aircraft or if it is impossible to verify its absence, perform 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 during climb

5.1.5. Engine failure in level flight

5.1.6. Engine failure on descent

5.1.7. Approach and landing with one engine failed

5.1.8. Go-around with one engine failed

5.1.9. Landing with asymmetric engine thrust at low flight throttle

5.1.10. Stopping and starting the engine in flight

5.2. Airplane fire

5.2.1. Fire in the AI-24 engine nacelle compartments

5.2.2. Fire inside the AI-24 engine

5.23. Fire in wing compartments

5.2.4. Fire in aircraft cabins and baggage areas

5.2.5. Fire on earth

5.3. Cabin depressurization

5.4. Emergency reduction

5.5. Forced landing of a plane

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 on land

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

5.6. Forced landing of a plane on water

5.6.1. General instructions

5.6.2. Crew actions before forced landing on water

5.6.3. Preparation and execution of an emergency 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 a plane with faulty landing gear

5.8.1. General instructions

5.8.2. Landing on the main supports with the front support not extended………………….....35 5.8.3. Landing on the main and front supports with one main support not released

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

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

5.8.6. Landing on the fuselage

5.9. Crew actions during aircraft icing

5.9.1. Approach and landing

5.9.2. Actions of the crew in the event of a flow stall on the wing or stabilizer

5.9.3. Actions of the crew to return the aircraft to normal flight mode…………………...38

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

5.11. Flight in a turbulent atmosphere

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

FLIGHT OPERATIONS MANUAL

5.12. Actions of the crew in case of spontaneous deviation of the aileron trimmer or rudder trimmer to the extreme position in flight with the autopilot disabled

5.13. Simultaneous generator failure

5.14. Aircraft behavior near critical angles of attack

5.15. Crew actions when two engines are stopped in flight

5.15.1. Stopping engines at lap height and below

5.15.2. Stopping engines at altitudes higher than the circle height

5.15.3. Landing with two engines inoperative

5.16. Piloting an aircraft during short-term (up to 3-5 minutes) failures of all speed indicators

5.17. Termination of takeoff for reasons other than engine failure

5.18. Failure of two attitude indicators in flight

–  –  –

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

Possible signs of engine failure are:

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

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

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

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

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

6) the engine failure light comes on in the KFL-37 button, with the exception of following cases, at which the engine failure indicator light should light up:

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 operating principle of the negative thrust sensor;

b) when landing the aircraft after retracting the thrust levers to the 0° position according to the UPRT and when removing the propellers from the stop for the period of occurrence of negative thrust exceeding the sensor setting;

7) lighting of the “DANGEROUS VIBRATION” light indicator, increase in the vibration load value (more than 6 g) according to the IV-41A equipment indicating device, one-sided change in the stable values ​​of engine vibration overload at flight level during one flight more than 1.0 g, the last three flights more than 2 g , The “DANGEROUS VIBRATION” light is allowed to light and the needle of the IV-41A indicating device is “thrown” in the emergency descent mode of the aircraft;

8) the light indicator “SCREW IS REMOVED FROM THE STOP” or “OUTPUT FROM WEATHER WINDER LEFT.” (“OUTPUT FROM WEATHER WEATHER RIGHT MOTOR.”);

The “CHIPS IN THE ENGINE” indicator light comes on.

5.1.2. CREW ACTIONS IN THE EVENT OF ENGINE FAILURE

1. The aircraft commander should counter the aircraft’s tendency to turn, having first turned off the autopilot, if it was turned on, and give the appropriate commands to the crew members.

2. Flight mechanics:

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

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