The device of the vacuum system of the milking machine. Vacuum systems of milking installations. Myths and truth about oil systems

On the issue:
Landing systems such as PGS-1000R and BPGS (using the equipment of Advanced Technologies Service LLC)

Base:

1. Service note 7602-3916-271 dated 06/30/03

2. Act No. 80.118-76 / 2004-46 based on the results of a complex of ground and flight tests to evaluate the NDO 76 floor landing equipment for parachuteless landing of cargo from Il-76 aircraft.

APPENDIX 13
Delivery of supplies
by parachute and non-parachute
landing systems such as
PGS-1000R and BPGS

 
INTRODUCTION

Flight crews should prepare and perform flights in strict accordance with the requirements and instructions of RLE-76(TD), taking into account the restrictions and recommendations of this Appendix 13.
Crews need to know and remember that flights for landing supply cargoes are complicated by the following factors:

- limited dimensions of landing sites (Pl.D) for cargo (length 350-500 m, width 150-200 m);

- insufficient accuracy in determining the coordinates of Pl.D;

- various excess of Pl.D;

- the limited visual means of signaling and marking Pl.D and the start point of the release (TNV);

- low flight altitudes;

— the presence of residential buildings in the immediate vicinity of D Sq., few or no cordon, which can lead to unauthorized access of people and animals to D Sq.;

- lack of information about the actual weather conditions in the area;

- a limited set or lack of radio equipment on Pl.D and in TNV.

In countries with the conditions of "Maximum Continental ICAO" (see Fig.2-1, section 2 of the AFM), the landing of cargo is further complicated by high temperatures at operating altitude, low atmospheric pressure, the presence of vertical eddies, turbulence (weak in the morning to strong at noon) and difficult ornithological conditions.

Civil aviation flight crews after training in accordance with approved special training programs, as well as landing groups, including four flight operators each, who have completed initial training and have certificates of the established form, are allowed to fly for the landing of supply cargoes with the PGS and BPGS systems.

When landing cargo, light (traffic light above the ramp) and sound (siren) alarms can be used on aircraft with this equipment, as well as additional connection points for SPU cords located in the cargo compartment.

Aircraft must be equipped with long-handled sling cutters.

Flight operators No. 1 and No. 2, who control the front (on exit) locks, must be at their workplaces in special clothes, with parachutes, the necessary safety devices and the presence of two-way communication via STC with crew members.

All crew members and flight operators No. 3, No. 4 must have parachutes with installed safety devices PPK (NPPGA-85 p. 8.2.13.1).

Appendix No. 13 is valid only in terms of non-parachute landing of NDO-76 BPGS systems.

Parachute landing NDO-76 systems of the PGS-1000R type will be put into operation after testing.

1. General information (Fig.1, 2, 3)

The Il-76T (TD) aircraft provides for the placement of easily removable special equipment designed for landing cargo on parachute cargo systems of the PGS type weighing up to 1200 kg, as well as bulk cargo in bag containers on non-parachute cargo systems B PGS weighing up to 1400 kg.

The complex of means placed on the aircraft includes floor landing equipment ND076 (hereinafter referred to as NDO) with guides and roller tracks for installing and moving systems such as PGS and BPGS (hereinafter referred to as "systems") to the edge of the cargo hatch and the PRP cable system ( forced opening of the parachute) for the activation of parachute systems during landing of the PGS type and the release of the circular tightening tape during the landing of BPGS systems.

The NDO with guides and roller tracks is mounted on the floor of the cargo compartment and the ramp, and the cable system is mounted on the rails of the electric hoists.

This equipment can be installed on any Il-76T(TD) aircraft. The installation of the NDO and the preparation of the aircraft is carried out by the landing equipment division of the operator's NAS.

When installing the NDO in the working position, a set of standard panels is also used, which close the niches of the roller tracks in the floor of the cargo compartment and the ramp.

When landing BPGS systems on the ramp, instead of the first sections of the roller tracks with their rolling pins, pallet accumulators are installed (on the right and left sides). Under sections No. 2 and 6 roller tracks, ramps are installed on the ramp. On the floor of the cargo compartment, on the outer mooring units of frame No. 18 (starboard side and port side) and the internal mooring units of frame No. 54 (starboard side and port side), one LTKP-26-1000 brake band in three additions with rings for attaching platforms is installed BPGS systems.

Up to 26 systems of the PGS or BPGS type are placed in the cargo compartment of the aircraft on two parallel guides and roller tracks formed by the NDO (up to 13 systems on each track).

The systems are fixed on the mounting points of the roller tracks with the help of special locks, which are elements of the floor cargo equipment.

Preparation and equipping of systems is carried out in accordance with the Operating Instructions for these systems by specialists in the maintenance of parachute-cargo systems.

The systems are loaded using electric hoists or forklift trucks.
PGS-type systems can be landed singly and in series with the number in a series from two to twenty-six.

BPGS systems can be landed singly and in series, with a series of no more than five on each side.

Landing of the systems in the climb mode (after opening the locks that fix them in the rails of the floor equipment) is carried out along roller tracks through the cargo hatch under the action of the horizontal component of the gravity of the systems.

The front (exit) locks are controlled manually by flight operators using halyards attached to the locks.

The remaining locks holding the systems included in the series are opened by cords connecting them with the previous systems sequentially leaving the cargo compartment.

The locks are opened by flight operators No. 1 and No. 2 at the command of the navigator "Reset", after the green signal of the traffic light lights up with the simultaneous operation of an audible signal (siren) on aircraft with this equipment.

The equipment installed on the aircraft provides the possibility of safe landing of PGS-type systems from altitudes from 300 m to 7000 m and BPGS-type systems from altitudes of 250-300 m singly and in series in one and two streams.

If it is necessary to land fuel and lubricants and special liquids on PGS-type systems, the containers of these materials must comply with the requirements set forth in the “Technical Instructions for the Safe Transportation of Dangerous Goods by Air DOC 9284-AN / 905”, introduced by Order No. 277 of the MGA dated November 30, 1990.

Landing of systems is carried out by the crew and the landing group, including four flight operators (see table 1):

- BO No. 1 of the starboard side and BO No. 2 of the left side - when landing the PGS;

- BO No. 1, 3 of the starboard side and BO No. 2, 4 of the left side - when landing BPGS.

Provides landing work and leads the landing group - SBO.

Table 1

Name of crew members		Accepted abbreviations		Are attracted
W t a t n s th uh to and P a and
	ship commander	QC		For all types of landing PGS and BPGS
	Second pilot	2P
	Navigator	W
	flight engineer	BI
	Flight operator	BR
	Senior flight operator	SBO
	flight operator	BO No. 1 - right, board	G R at P P a d e With a n t and R about in a n and I
D g o r p y o p l p n s and t d her l s b a n n s t e i R h o l v e a n n s i I
	flight operator	BO No. 2 - port side
	flight operator	BO No. 3 - starboard		Only for landing BPGS
	flight operator	BO No. 4 - left side

2. Responsibilities of the crew members

(1) The chief flight operator must:
know the completeness of the NDO used when loading and landing systems;

Organize work to prepare the cargo compartment and equipment for loading;

Perform installation of aircraft NDO, check the reliability of its fastening and serviceability;

Inspect systems prepared for loading such as PGS, BPGS in order to determine their readiness for loading and landing (the absence of external damage and objects protruding beyond the side dimensions of the platform; the absence of water, mud, snow, ice on the surface; the reliability of securing cargo on the platform);

Prepare mooring chains and straps for use in additional mooring and the occurrence of special cases during landing;

Set the spherical stops of the ramp rods to 0° (for systems of the PGS type), "-2°" (for systems of the BPGS type), open (close) the cargo hatch, extend (remove) the tail support;

Connect to the hoist beam suspension system PGS or cargo mooring links on the BPGS system when loading them with electric hoists;

Manage electric hoists when loading systems such as PGS, BGPS;

Carry out locking of locks for fixing systems, connecting them with the base of the front exit systems of the PGS type, hang on the cables of the PRP (forced parachute opening) carbines of the chambers of the pilot chute systems of the PGS type systems or the links for switching on the release of the circular tightening tapes of the BPGS systems;

Together with the navigator during pre-flight preparation, check the operability of the STC communication system between the navigator and flight operators in the cargo compartment;

Check the readiness of systems for landing in accordance with the flight task;

Supervise the work of flight operators;

Conduct exercises with flight operators on preparing systems for dropping and on actions in special cases in flight when landing cargo.

Upon completion of loading, the chief flight operator must make sure:

The locks for fixing the systems PGS, BPGS are closed, locked and connected by cords ShKhBK-125 to the front exit systems correctly and in accordance with the cargo release program;

The connection of the carbines of the pilot chute chambers during the landing of systems of the PGS type or the links for switching on the release of the circular tightening tapes of the BPGS systems to the PRP cables was done correctly;

The spherical stops of the ramp bars are set to "0 °" when landing systems of the PGS type, or "-2 °" - when landing systems of the BPGS type;

After inspection:

Report to the flight engineer about the serviceability of the equipment in the cargo compartment;

Close the cargo hatch, remove the tail support.

Before takeoff, the chief flight operator and flight operators:

Put on parachutes, take seats in front of the cargo compartment and fasten your seat belts;

Report to the commander of the ship about the readiness for flight.

In flight and landing:

Manage the work of flight operators;

Communicate via STC between flight operators and crew;

In the event of emergency situations, together with the flight operators, take measures to eliminate them.

(2) The aircraft flight engineer must:

To be able to correctly lock the system fixing locks, connect them to the base of the front exit systems, suspend the carbines of the pilot chute chambers on the cables of the PRP when landing systems of the PGS type or the links for enabling the release of the circular tightening tapes of the BPGS systems;

Know and be able to act in special cases when landing cargo;

Together with the co-pilot, determine the total weight of the landing load, takeoff and landing weight of the aircraft, takeoff and landing balance, as well as balance, which may occur during the landing of cargo and in special cases in flight.

Upon completion of loading, the aircraft flight engineer, together with the senior flight operator, must make sure:

Locks for fixing systems such as PGS, BPGS are closed, locked and connected to the front exit systems correctly and in accordance with the cargo release program;

The connection of the carbines of the chambers of the pilot chute systems of the PGS type systems (links for switching on the release of the circular tightening tapes of the BPGS systems) to the PRP cables was done correctly;

Chains for additional mooring of cargoes on BPGS systems are installed;

Loading equipment in the stowed position and securely fixed;

Foreign objects have been removed from the cargo compartment.

After the report to the flight engineer by the senior flight operator on the serviceability
equipment in the cargo compartment:

Report to the ship's commander about the completion of loading, fixing systems of the PGS type and systems of the BPGS type and the readiness of the aircraft for flight.

(3) An aircraft navigator must:

Check, together with the flight operators, the operability of the STC communication between the navigator and the flight operators in the cargo compartment;

Know the release plan - the number of systems to be dropped in each run;

Know the allowable range of altitudes and landing speeds for PGS-type systems and BPGS-type systems;

Clarify the data required to calculate the discharge of systems of the PGS type and systems of the BPGS type;

To know the technology of performing a flight for parachute landing of PGS-type systems and the technology of performing a flight for landing of BPGS systems.

(4) The co-pilot must:

Check whether the nomenclature and quantity of the arrived cargo, specified in the documentation (in the cargo list);

Find out the restrictions on the carriage of goods indicated in the accompanying documentation;

Determine whether the equipment and cargo are securely fixed on the systems platforms;

Determine the location of systems in the aircraft, based on the operational balance of the aircraft;

Together with the flight engineer, determine the total weight of the landing load, takeoff and landing weight of the aircraft, takeoff and landing balance, as well as expected balances that may occur during the landing of cargo and, in special cases, with cargo in flight;

Be able to use mooring chains and straps;

Know and be able to act in special cases when landing cargo.

(5) The captain of the ship is obliged:

Organize the inspection of the cargo, determine its readiness for loading and transportation;

Know the amount of cargo, its weight and overall characteristics;

To carry out general management and control over the loading of systems such as PGS or BPGS systems;

Know the reset program - the number of systems to be reset in one run;

Know the limitations when performing cargo landing;

Do not accept the cargo for loading if it is not prepared for transportation and if loading it will lead to excess of the allowable takeoff weight or violation of the operational balance of the aircraft;

Require the consignor of the cargo to perform the necessary additional work to ensure the transportation of the cargo;

Carry out exercises with the crew in the cockpits of the aircraft on the stages of flight (from taking up working positions to dropping cargo) and in special cases in flight.

Accept reports:

From the co-pilot about the weight of the aircraft during takeoff and landing, about the takeoff and landing balance, about the change in weight and balance during the landing of cargo and in the expected special cases;

Upon completion of the loading of the aircraft, from the flight engineer on the loading of the systems, their fastening and the readiness of the aircraft for flight;

Upon completion of loading the aircraft, from the senior flight operator on readiness for flight.

In flight:

According to the stages of the combat course, give commands to the crew and control the actions of the performers;

Carry out aircraft turns at the command of the navigator;

Do not allow the aircraft to turn and change the flight mode 10 seconds before the start of the landing and during its execution;

When landing systems such as BPGS, do not allow a change in the roll and pitch of the aircraft by more than 1 ° -2 ° when rolling pallets with their cargo from the stowed position to the initial position for their release.

During the landing:

To keep the aircraft in the initial flight mode during the drop, parrying the pitching moment that occurs when the cargo moves through the cargo compartment of the aircraft, and after the cargo exits the aircraft, the diving moment;

Control the reset of PGS-type systems, BPGS-type systems according to the reports of the senior flight operator;

3. Preparation and loading of systems such as PGS and BPGS into the cargo compartment of the aircraft

 When the airfield power supply is on

(a) Set the spherical stops of the ramp bars to "0°" when landing systems of the PGS type or to "-2°" when landing systems of the BPGS type.

(b) Open the cargo hatch (see 6.17.2A RLE).

(c) Extend the tail gear (see 6.17.3A RLE).

(d) Locate the systems, fully prepared for loading, near the cargo hatch along longitudinal axis right and left rows of roller tracks for cargo equipment.

(e) Move the rear pair of electric hoists to the cargo hatch area, hang the upper (hoist) beam on them.

(e) Connect the harness type PGS, the upper part of the cargo mooring links on the system BPGS with mooring chains threaded through the loops of the suspension system and chain connection locks to the hoist beam.

(g) Raise the system to the level of the roller tracks and move it to the area of ​​frames No. 64-67 (for G1 GS systems) and to the area of ​​frames No. 57-64 (for BPGS systems), at the same time leading it into the guide rails of the cargo equipment.

(i) Lower the system onto the roller tracks and disconnect it from the suspension on the hoist beam.

(j) Manually move the system with one or two people to its original reset position. Close the system fixing lock on the NDO rails.

(k) Load subsequent systems according to (e)-(j).

Close the locks for fixing all systems and lock with the core of the ShKhB-125 (SHKHB-60) cord in two additions.

WARNING.
WHEN MOVING THE SYSTEMS ON THE ROLLER TRACKS TO THE ORIGINAL POSITION FOR RESETTING, DO NOT ALLOW THE SYSTEM PLATFORM POSITIONING INTO THE GUIDES.

(l) In accordance with the cargo release plan, connect the systems fixing locks to the systems adjacent to the exit using 0.3 m long ShHB-40 cords using the belt holes in the systems platforms.

NOTE.
The length of the cord connecting the system fixing lock in the cargo compartment with the system adjacent to the exit on the ramp must be at least 2 m (the cord is installed with a slight slack).

(n) Attach the starting halyards (from the ShKhBK-125 cord, 4.5 m long with a carabiner at the end) to the locks for fixing the first exit systems located on the ramp and fasten them to the restrictive nets in the area of ​​sp. No. 56).

(o) When dropping loads in series for systems located in the cargo compartment area, pass the free ends of the launch halyards attached to the locks for fixing the systems first to exit (in each series) through the rings of the side removable tie-downs. Attach these ends to the onboard seatbelt attachment ring nearest
from the position of the flight operator when resetting the next series. Removable units should be installed on the exit side of the systems at a distance of at least 0.5 m from the locks for fixing the systems.

(p) After loading the PGS systems into the cargo compartment, hang the carabiners of the chambers of the pilot parachutes of the PGS systems on the PRP cables, while the link connecting the pilot chute with the links of the main parachutes should hang with a slight slack, and lay the rest of its length in the upper part of the load under the mooring straps cargo.

(p) Install additional mooring chains for BPGS-type systems on each group of four systems (two on the starboard and two on the port sides) in the same position, two chains from moving forward and one chain from moving back).

(c) Move the electric hoists to the stowed position.

Safety measures when loading (unloading) systems:

1) before loading (unloading), check the correct assembly of the cargo securing;

2) load (unload) the systems only with the tail gear extended. Release the support only on cleared (from ice or snow) soil or concrete;

3) when releasing (retracting) the tail gear, opening (closing) the cargo hatch, make sure that there are no people and foreign objects nearby that interfere with the movement of the tail gear and opening (closing) of the cargo hatch;

4) in the absence of brake pads under the chassis wheels and the parking brake is used, follow the instructions of clause 6.6.5.D RLE-76T(TD);

5) do not be under the load while it is being lifted by the hoists.

6) do not stand in front of the load in the direction of its possible rolling;

7) secure the cargo for anti-rolling protection with mooring chains or fixation locks;

8) when loading (unloading) and mooring systems, use only standard aircraft equipment.

4. Conditions for the landing of supply cargoes by PGS and BPGS systems

Cargo drop should be carried out during the day in simple weather conditions in the area of ​​the landing site (visually).

The platform for receiving goods should have the following dimensions:

- not less than 150 m wide;

- length not less than - 350 m.

The Head of Cargo Reception (RPG) at the landing site is appointed from the Customer (owner of the cargo) after his appropriate training.

RPG must:

- prepare and mark the site for receiving goods; TNV (smoke bombs, bonfires, colored panels);

- instruct and set up a cordon in the directions of the most probable movement of people and animals;

- to have constant communication with the crews performing the cargo drop;

- inform the crews about the weather conditions in the area of ​​the site and about the readiness to receive cargo;

- give permission (or prohibit) for landing;
The RPG is obliged to prohibit the crew from dumping cargo when:

- the absence of a cordon;

- when people or animals are on the site;

— the presence of vertical whirlwinds (tornadoes);

— lack of visual contact of the site by the crew;

— complex ornithological environment.
The crew is prohibited from dumping cargo when:

- lack of communication with the RPG;

- lack of visual observation of the landing site;

- proximity to the site of residential buildings;

- finding people, animals or equipment on the landing site;

— the resulting wind speed component at an angle of 90° to the site axis is more than 15 m/s;

- the presence of a strong chatter (with an increase in overload ± 0.4 units or more);

- the presence of thunderstorm activity in the landing area, vertical vortices, weather conditions N n.g.o.

Complex ornotological environment.

5. Methodology for performing flights for the landing of supply cargo

1) The flight to the place of landing of cargo is carried out using all the standard flight and navigation equipment of the aircraft. The use of the I-11-76 (I-21) inertial system, the Kupol-76 sighting navigation and flight system, the KLN90B satellite navigation system in the complex ensures sufficient accuracy of reaching the target using the ARK-15M route at the final stage at medium waves in "Press" mode, i.e. closing a ground-based medium-wave radio station for transmission (the range of reliable bearing reception is 150-200 km).

2) Exit to the TNV is carried out visually ("according to the eye") or using the NKPB-7 sight, for aircraft where it is available.
To provide a visual exit to Pl.D, the TNV can be marked with smoke bombs, bonfires or colored banners.

     A. Parachute landing of cargoes by PGS systems from low altitudes (200÷1000 m)

     1. Flight preparation

Carry out pre-flight inspection of the aircraft and check its systems in accordance with the requirements and instructions of subsection 4.1, section 6 of the Flight Manual, as well as recommendations, paragraph B.1 and paragraph. (a)÷(k) of this Annex.

     2. Flying

When performing a flight on Pl.D, the navigator reports the removal to the TNV, the ship's commander gives the commands corresponding to the stage of the flight, the performer reports on their implementation.

(1) “To TNV – 120 km”………………………………………………………………………………………………

Establish a connection with the RPG on Pl.D, request the situation in the landing area (weather conditions, ornithological conditions, marking TNV and Pl.D and other data)…………………………………………………… …QC

(2) “Up to TNV-70 km”……………………………………………………………………………………………………

“We are starting to decline. Wear oxygen masks”……………………………………………………….KK

They open oxygen, put on masks, report (see 6.10. RLE)……………..SBO (BO No. 1 and 2)

(a) At an altitude of 4000 m: "Depressurize the cargo compartment"………………………………………….KK

Forcibly depressurize the cargo compartment (see 6.8.3 RLE)……………………………..Ш

(b) “Commander! Take the landing course ... "………………………………………………………….SH

“Landing course… occupied”………………………………………………………………………….KK

Check cabin depressurization and report………………………………2P, (Sh, SBO)

(3) “To TNV - 40 km”…………………………………………………………………………………………………

“Flight operators to take up working positions”……………………………………………………………………QC

“Remove locks of NDO locks within the reset series”…………………………………………

Take a seat at the system fastening locks, remove the locks of the NDO locks……………..BO No. 1 and 2

“Lock lock removed”…………………………………………………………………………………… SBO

(4) “To TNV – 20 km”…………………………………………………………………………………………………

At a given altitude, turn off the ACS and set, depending on the flight weight of the aircraft, the speed for the release of mechanization (see Table 2)………………………………………………………………… …………………………………QC

table 2
Launch speed for slats 25°, flaps 30°

Give the command: “Slats 25°, flaps 30°……………………………………………………………..KK

Extend flaps and slats, check for proper extension and report……………….B I

Balance the plane / see. 4.2.8A p.(5) RLE/…………………………………………………………….QC

(5) “To TNV - 15 km”…………………………………………………………………………………………………

“Remove additional mooring chains”………………………………………………………………………

"Commander! Take a combat course…”………………………………………………………………………………

“Combat course… occupied”………………………………………………………………………………………….KK

(6) “Up to TNV - 10 km”…………………………………………………………………………………………………

Report the RPG: “On the combat course”

“Open the cargo hatch”……………………………………………………………………………………………..KK

Open the cargo hatch and report………………………………………………………………………………

Controls the opening of the cargo hatch and reports “The pressure seal has gone. The hatches are open, the pressure shutter is locked”…………………………………………………………………………………………………………………… ……………..SBO

(a) Set the speed, depending on the weight of the aircraft (see Table 3), at which the angle of attack corresponds to 9-10° according to AUASP.

Table 3

G, t	100	110	120	130	140	150	160	170	180	190
Vnp, km/h	260	270	280	290	300	310	320	330	340	350

(b) If necessary, balance the aircraft / see. 4.2.8A p. (5) RLE/………………………………QC

(7) “To TNV - 2 km. ATTENTION”………………………………………………………………………………….SH

(8) “Climb!” 2-3 s before exit to TNV…………………………………………………………………..Ш

“Denomination!”………………………………………………………………………………………………………..KK

NOTE. With the flight weight of the aircraft: - equal to or more than 150 tons - "Take off" mode;

Equal to and less than 150 t and t nv ≤ +35°С - "Nominal". Set and control the mode of engines.

Report: “Nominal mode”………………………………………………………………………………BI

Move the aircraft without roll and slip at a constant indicated airspeed (see Table 3) to climb………………………………………………………………………………… …………………………………………………..QC

WARNING. WHEN THE AIRPLANE IS CLIMBING, STRICTLY OBSERVE:

INCREASE ANGLE OF ATTACK NO MORE THAN 4. . .5° FROM HOME;

ANGLE OF ATTACK FOR AUASP NO MORE THAN 15°;

VERTICAL CALL SPEED 8. . .10 M/S;

OVERLOAD (pu) NO MORE THAN 1.3.

Monitor and record speed, angle of attack, G and altitude (every 50 m).2P

(9) “TNV! Reset!”, turn on the stopwatch……………………………………………………………………………..Ш

At the command "Reset", open the appropriate system fastening locks, taking all precautions so as not to be hit by a moving load and report:

“The goods went”…………………………………………………………………………………………..BO No. 1 and 2

(10) While dropping loads in climb mode, KEEP strictly without rolling or sliding. constant SPEED(see Table 3), n y = 1.0 and ANGLE OF ATTACK……………………………………………………………………………KK (2P)

(11) After the goods go beyond the edge of the cargo hatch, report:

“Cargo out”……………………………………………………………………………………………………..SBO

Transfer the aircraft to level flight avoiding overload less than plus 0.2…………KK(2P)

WARNING. IN ALL CASES WHEN THE AUASP ALARM IS ACTIVATED BY α add (n dop), REJECT THE HEEL "AWAY" BEFORE THE AIRCRAFT GOES TO THE OPERATING ANGLES OF ATTACK (GLOAD) AND, IF NECESSARY, TRANSFER THE AIRCRAFT TO THE LEVEL-FLIGHT MODE.

(12) Entries are repeated depending on the number of cargo release series…………………………….KK

NOTE. The number of cargoes in one series in one run can be different. Loads can be dropped:

Separately for each board;

Simultaneously on both sides.

It is possible to dump all (up to 26) cargoes in one run (due to the size of the landing site).

(13) At the end of the ejection, in steady level flight: “Flight operators to inspect the opening of the cargo hatch”…………………………………………………………………………………… ……………………………………………………QC

If there are pilot chute chambers, remove them from the hatch opening (move them along the cables into the cargo compartment)…………………………………………………………………………………… ……………………………………….BO No. 1 and 2

“The pilot chute chambers have been removed, the cargo hatch is ready to close”…………………………SBO

(14) “Close and seal the cargo hatch”………………………………………………………………….KK

Closes the cargo hatch (see 6.17.2 RLE) and pressurizes the cargo compartment (see 6.8.3 RLE) and reports:

“The cargo hatch is closed, I am sealing the cargo compartment”…………………………………………………….SH

After making sure that the cargo hatch is closed and the cabin is pressurized, it reports: “The cargo hatch is closed, the cabin is pressurized”…………………………………………………………………………………… …………………………………… SBO

(15) Remove the wing lifts, following the requirements of 4.2.3A, para. (15), (16) and (17), dial flight level……………………………………………………………………………………………… ……………………………………..QC

     B. Parachute landing of cargoes by PGS systems with H=7000 m

Dropping cargo from H- 7000 m (unlike dropping from low altitudes) is carried out in the configuration δ pr = 14°/δ z = 15° in level flight mode and is characterized by a small margin in angle of attack (Δα = 2° ÷ 4°) before reset.

ATTENTION. RESETTING SYSTEMS FROM H=7000 m MAY BE PERFORMED UNDER THE FOLLOWING CONDITIONS:

DELETE PL.D NO MORE THAN 1500 KM;

FLIGHT WEIGHT AT THE TIME OF DISCHARGE NO MORE THAN 135 T;

WEIGHT OF 26 SYSTEMS IS NOT MORE THAN 20 T;

RESET OF 26 SYSTEMS IN ONE (ALL AT ONCE), TWO, THREE SERIES IS DETERMINED BY THE SIZE OF PL.D.

The flight to drop cargo is carried out by the crew and the landing group, the composition of which is indicated in Table 1. The crew and the landing group must have flight equipment (see Table 4).

Table 4

№ P.P.	Composition of equipment	KK, 2P, Sh, BI, BR	SBO, BO No. 1, 2, BO No. 3, 4
1	Rescue parachute	+
	Landing parachute		+
2	Knapsack Opening Devices (PPK) 1). Opening with an excess of 1000 m above the highest point Δh p along the flight route	+
	Device for commissioning the main dome (PPK). Opening with an excess of 1000 m above the highest point Δh p along the flight route		+
3	Parachute oxygen device (KP)	+
	Parachute oxygen device paratrooper (KP)		+
4	Wearable emergency supply	+
5	Smoke protection oxygen mask	+
	Paratrooper oxygen mask		+
6	2 portable oxygen supply units with 2 smoke masks		+

      1. Preparing for flight

Conduct pre-flight inspection of the aircraft and check its systems in accordance with the requirements for the instructions of subsection 4.1, section 6 of the AFM and the recommendations of this Appendix 13.

(a) Place the parachute in the cup of the seat and connect the PIK carabiner with the bracket on the seat, and the KP stud carabiner with the chain on the seat…………………………………………………………………… ……………………………………………KK, 2P, Sh, BI, BR

(b) Check the flight equipment of the crew and landing team (see Table 4)…………………….QC

(c) Remove the portable oxygen supply unit with a smoke mask in the cockpit and fix it in the cargo compartment)……………………………………………………………………………… ……………………………………………BI

(d) On the oxygen shields in the cockpit and on the KSPC in the cargo compartment, open all oxygen supply valves. Using the pressure gauges on the oxygen shields and portable units, make sure that the oxygen cylinders of the system and portable units are filled to a pressure corresponding to the ambient temperature (see 6.10 RLE)…………….BI

(e) Attach oxygen masks to workplaces……………………………………………SBO, BO No. 1 and 2

(e) Identify portable oxygen supply units with smoke masks that will need to be used when moving to the places where the system fastening locks are opened, if these places do not have on-board individual oxygen supply points…………………………………………… ……………………………………………………………….BO No. 1 and 2

(g) Take your seats, put on and fasten the parachute harness and harness………………………………………………………………………………………… ………………………………………………..E

(h) After occupying the workplaces, receive reports on the flight readiness of the crew and the landing group ../………………………………………………………………………………… ………………………………………………………………QC

(i) Check the operability of the communication line with the landing group…………………………………..Ш

(j) Based on the magnitude and direction of the wind at altitudes in the area of ​​Pl.D, calculate the TNV and the flight course from the TNV for cargo release and report to the commander………………………………………………………… ………………………………………….SH

      2. Flying

Perform takeoff, climb and flight along the route, guided by the requirements of subsection 4.2, section 6 of the AFM and the instructions of clause 5, p.p. 1) and 2) of this Application.

(1) “To TNV – 120 km”…………………………………………………………………………………………………

Establish a connection with the RPG on Pl.D and request the situation in the area (weather conditions, marking Pl.D and TNV and other data)……………………………………………………………… ……………………………………………………………………..KK

(2) “Up to TNV - 70 km”………………………………………………………………………………………………….SH

“Depressurize the cargo compartment”………………………………………………………………………….KK

“I will depressurize the cabin” (see 6.8.3 RLE)…………………………………………………………………..SH

On this command, put on oxygen masks and connect to individual oxygen supply points…………………………………………………………………………………………………… ………..SBO (BO No. 1 and 2)

(3) “Up to TNV – 40 km”………………………………………………………………………………………………….SH

“Flight operators to take up working positions”………………………………………………………………….KK

“Commander, take the landing course…”……………………………………………………………….SH

“Landing course… sewn up”……………………………………………………………………………….KK

Take working positions at the locks of the systems and connect to individual oxygen supply points………………………………………………………………………………………………… ……………………BO No. 1 and 2

NOTE. In the absence of an individual in this place

Remove the locks of the NDO locks of the reset series…………………………………………..BO No. 1 and 2

“Working positions were taken, locks were removed”…………………………………………………………………SBO

Check cabin depressurization and report to the commander………………………..2P (Sh, SBO)

(4) “Up to TNV - 20 km”………………………………………………………………………………………………….SH

In level flight at H=7000 m, with a flight weight of 135 tons, reduce the flight speed to 370 km/h PR………………………………………………………………………… …………………………………………………………………QC

“Slats 14°, flaps 15°”………………………………………………………………………………….KK

Release the mechanization, check the correct release and report to the commander………………..BI

Set the speed to 320÷330 km/h RH………………………………………………………………………..KK

(5) “To TNV - 15 km. Remove additional mooring chains "……………………………………………….SH

Remove the chains and report: “The chains are removed”……………………………………………………………………………….

Specify the combat course and report to the commander………………………………………………………………..Ш

(6) “To TNV - 10 km”………………………………………………………………………………………………….SH

Report the RPG: "On the combat course"……………………………………………………………………………….KK

“Open the cargo hatch”…………………………………………………………………………………………………QC

“Open the cargo hatch (see 6.17.2 RLE) and report: “I open the cargo hatch”………………………………..Ш

Control the opening and report: “The pressure seal has gone. The hatches are open, the pressure shutter is locked”…………………………………………………………………………………………………………………… ………………SBO

(7) At Н=7000 m with an open cargo hatch, in the configuration δ pr = 14°/δ w = 15° with an aircraft flight weight of 130 - 135 t, set the speed to 270 ÷ 290 km/h RL (angle of attack corresponds to 11 ÷ 12° according to AUASP)………………………………….KK

(8) “To TNV - 2 km. ATTENTION”…………………………………………………………………………………..SH

(9) "Nominal" 2-3 seconds before entering the TNV………………………………………………………………………..SH

Set the engines to nominal mode and report………………………………………………..BI

Maintain the speed of 270÷290 km/h RL, while the pitch angle must be 9÷11° according to AUASP..KK

(10) “TNV! Reset", turn on the stopwatch……………………………………………………………………………

Open the locks of the first systems to exit, taking precautions so as not to be hit by a moving load and report: “The loads have gone”……………………………………………………………………… …………………BO No. 1 and 2

(11) While dropping loads, KEEP A CONSTANT SPEED, n y =1.0 AND ANGLE OF ATTACK:………………………………………………………………………………… …………………………………………………………….KK

WARNING. IN THE PROCESS OF LOADS MOVING IN THE CABIN AND WHEN THEY GO BEYOND THE CARGO HATCH, DO NOT ALLOW THE AIRCRAFT TO GET BEYOND THE ESTABLISHED LIMITS.

(12) When the goods go beyond the edge of the ramp, report: “The goods went out”…………………………………………SBO

Hold level flight…………………………………………………………………………..QC

NOTE. When resetting the last series, the required deviation of the steering wheel “away from you” for approaches, while the increment of overload should be Δn y = 0.15.

WARNING. WHEN THE AUASP ALARM IS ACTIVATED, REJECT THE HANDLEL “FROM YOURSELF” BEFORE THE AIRCRAFT REACHES THE OPERATING ANGLES OF ATTACK (GLOAD) AND TRANSFER THE AIRCRAFT INTO LEVEL FLIGHT.

     C. Non-parachute landing of cargoes by BPGS systems with H=250÷300 m

Non-parachute landing of cargo (in contrast to the landing of parachute systems PGS) is carried out in the configuration δ pr \u003d 14 ° / δ z = 30 °, limited by the number of systems in one series (no more than 5 pairs) and the altitude of use.

3 pairs in 4 runs with a load weight of 8400 kg on 6 platforms from positions 2, 3 and 4;

4 pairs in 3 runs with a load weight of 11200 kg on 8 platforms from positions 2, 3, 4 and 5;

3 pairs, 4 pairs, 5 pairs each with a load weight of 14000 kg on 10 platforms from positions 2, 3, 4, 5 and 6;

From one pair with a load weight on 2 platforms of 2500 kg from the ramp (position 1).

These discharges are performed with the transfer of the next series of systems (one system at a time) to positions 2, 3, 4, 5 and 6.

2) Dumping cargo without rolling:

From the 1st position (ramp) single one pair;

From the 2nd position from the edge of the cargo compartment from three to five pairs of pallets;

From the 5th position up to three pairs of pallets.

The rest of the cargo in this version is dumped with rolling up to two positions, while the series is completed with no more than four pairs of pallets.

3) The time of the release of the cargo and the "accuracy" of its landing depends on the rate of creation of overload in the process of increasing the pitch angle before dropping.

With smooth input, the series is stretched.

The rate of taking the yoke “on itself” at centering over 30% MAR must be smooth, not exceeding an increase in the pitch angle of 3° per second, with n y ≤1.3 and α≤12° (pitch not more than 10°).

4) Changing the alignment during the transfer of cargo from positions 13, 12, 11, 10, 9 to positions 2, 3, 4, 5, 6 does not complicate the piloting technique, but requires timely repositioning of the stabilizer for longitudinal balancing of the aircraft.

5) The preparation and management of the work of the NDO for the non-parachute landing of cargo is provided by four flight operators of the landing group, two flight operators on the starboard and port sides (see table 1).

1. Flight preparation
Carry out the pre-flight inspection of the aircraft and check its systems in accordance with the requirements and instructions of subsection 4.1, section 6 of the Flight Manual, as well as the recommendations of clause B.1 and p.p. (a)÷(k) of this Annex.

2. Flight performance

Takeoff, climb and flight along the route follow the requirements of subsection 4.2, section 6 of the RLE and the instructions of paragraph 5, p.p. 1) and 2) of this Application.

NOTE. The first approach to the landing site is carried out idle without opening the cargo hatch with maintaining the specified flight modes, giving all commands and simulating the release of cargo.

(1) “Up to TNV 200-150 km”……………………………………………………………………………………………Sh

Establish contact with the RPG on Pl.D, request the situation in the landing area………………KK

At the calculated line of the beginning of the decline, report:

(2) “Line of the beginning of decline”……………………………………………………………………………………..Ш

“Starting the decline”…………………………………………………………………………………………..K

(a) At an altitude of not more than 4000 m: “Depressurize the cargo compartment! Wear oxygen masks”………………………………………………………………………………………………………………………… …………QC

Depressurize the cargo compartment (see 6.8.3 RLE) and report……………………………….SH

Control the depressurization of the cargo compartment and report……………………..2P(Sh, SBO)

(b) Open oxygen, put on oxygen masks and report (see 6.10 AFM)…….SBO (BO No. 1 and 2)

(3) “Up to TNV-40 km”…………………………………………………………………………………………………..SH

“Prepare the first series of systems for reset”…………………………………………………………..QC

(a) Take up their working positions, remove the chains of additional mooring of the first series of systems…………………………………………………………………………………………… ………………………..BO No. 1,2,3 and 4

(b) According to the wind data, refine the TNV for this site……………………………………………..SH

(4) “Up to TNV-20 km”…………………………………………………………………………………………………..SH

At a given altitude (H ist =400 m), turn off the ACS and set, depending on the weight of the aircraft, the speed for the release of mechanization (see Table 2)…………………………………………………… ……………………………………………QC

“Slats 14°, flaps 30°”……………………………………………………………………………….KK

Release mechanization and report………………………………………………………………………….BI
Set the speed to 300 km/h OL and balance the aircraft /see 4.2.8A, paragraph (5) of the AFM/……………..KK

(5) “Up to TNV-15 km! Take the combat course ... "…………………………………………………………………….SH

(6) “Up to TNV-10 km”…………………………………………………………………………………………………..SH

Report RPG: “On a combat course”…………………………………………………………………………….KK

“Cargo hatch open”………………………………………………………………………………………….KK

Open the cargo hatch (see 6.17.2A RLE) and report………………………………………………………

Supervises the opening and reports:

“The airlock has gone. The hatches are open, the pressure shutter is locked”……………………………………SBO

NOTE. The opening of the ramp to the “-2” position is accompanied by the appearance of a pitching moment (in the first 10-12 s), then a dive moment. The forces on the steering wheel reach ± ​​5 kg.

With V y \u003d 3÷4 m / s, take H ref \u003d 200-250 m, having previously set the radio altimeter altitude control to a height of 180 (230) m.

Set the speed to 280-290 km/h RL, maintaining α = ≤ 9° according to AUASP and balance the aircraft /cm. 4.2.8A, clause (5) of the AFM/……………………………………………………………………………………………………… ……………………………QC

NOTE. For the first 2-3 series of landing systems, balance the aircraft with slight pressing forces, for the final series of landing - with slight pulling forces on the helm.

(7) “To TNV-2 km. ATTENTION”…………………………………………………………….….………………….SH

(8) “Set” (2-3 seconds before TNV) ……………………………………………………………….……….…………SH

“Takeoff (or “value”)”……………………………………………………………….……..…………KK

NOTE. Set the engine operation mode, when:

G with-that ≥ 150 t - take-off

G s-that ≤ 150 t and t nv ≤ + 35 ° C - nominal.

Set the mode and report……………………………………………………….……………..………BI

Transfer the aircraft without roll and slide to climb, not exceeding n y =1.3 for 2-3 s, you should create a pitch of 10 °.…………………………………………………………… …………………………………………………………….…………QC

WARNING:
1. WHEN THE AIRPLANE IS CLIMBING, STRICTLY OBSERVE:

SPEED 290-280 KM/H RH;

ANGLE OF ATTACK FOR AUASP NO MORE THAN 12°;

VERTICAL CALL SPEED 8-10 M/S;

OVERLOAD (n y) NO MORE THAN 1.3;

PITCH ANGLE 10°;

2. WHEN THE AUASP ALARM IS ACTIVATED (WHICH MOST LIKELY CAN HAPPEN IN THE PROCESS OF CREATING A DESIGNATED SCREEN ANGLE BEFORE DISCHARGE OF THE FINAL SERIES OF LOADS WHEN THE BALANCE IS MORE THAN 30% MA), BY REVOLVING THE HEEL “FROM YOURSELF”, DECREASE THE ATTACK ANGLE. THE ENGINE OPERATING MODE MUST BE INCREASED TO TAKE-OFF.

Control and give a reading of speed, angle of attack and height (every 50 m)……………2P

(9) TNV "Reset!", according to SPU.

Duplicate the navigator’s team according to SSU………………………………………………………….…..SBO

Press the "RESET" button to turn on the light and sound alarms (on aircraft equipped with this alarm)……………………………………………………….………………………… …………………………………………Ш

Open the appropriate system fastening locks, taking care not to be caught by a moving load ……………………………………………………….………………………………… ………………BO No. 1 and 2

“The goods have gone”……………………………………………………………………….……….………..………SBO

(10) In the process of reset, strictly maintain the aircraft without roll and slip, with overload n y =1.0, α=9-6° and speed of 280-270 km/h PR…………………………………… ………………………………………..………………………..………QC

(11) “The cargo came out”……………………………………………………………………….…………………..……..SH

Bring the aircraft into level flight at a speed of 280-290 km/h OL………………….…QC

ATTENTION. LEVELING SPEED MUST NOT BE LESS THAN 260 KM/H RIGHT.

(12) “Proceed to prepare the next series”………………………………..…………………………QC

(13) We start preparing……………………………………………………….…..……………..……… SBO

ATTENTION. IN PREPARING TO RESET THE FOLLOWING SYSTEMS:

STRICTLY MAINTAIN LEVEL FLIGHT;

Raise the ramp (see 6.17.2A), leaving a gap between the pressure door and the package of platforms of the dropped systems - 100-200 mm (according to the information from BO No. 1) and report……………………………………………… ………….………….………SBO

(14) Remove the platforms dropped from the drive on the ramp……………………………..……BO No. 1 and 2

(a) Transfer these platforms to the cargo compartment and secure them with mooring straps to the side seat latches along both sides……………………………………………………………………………… …………………BO No. 3 and 4

(b) Attach the safety mooring chain across the cargo compartment in the area of ​​sp. No. 56……………………………………………………………………………………… ………………………………………….BO No. 1 and 2

(15) Remove mooring nets and auxiliary mooring chains from systems intended to drop the next series…………………………………………………………………………………… ………………..BO No. 1, 2, 3 and 4

(16) Close the cargo hatch and report: “We are ready to roll the next series of systems”………..SBO

If the rest of the systems are dropped on the same Sq.D, perform a maneuver to re-apply for dropping loads, after having previously rolled the systems.

(17) “Start rolling the next series of systems”………………………………………..…………QC

ATTENTION. ROLLING IS PERFORMED ONLY ON ONE BPGS SYSTEM.

(18) Roll the next series of systems to positions 2, 3, 4, 5, 6 or 2, 3, 4 or 2, 3, 4, 5 depending on the reset option / see. V. p.p. 1) and 2) of this Annex/:

Before rolling, attach each base of the system to the ring of the brake band;

When moving systems, use brake bands with carabiners;

Secure systems with mooring chains;

Lock each system in its original reset positions with padlocks;

Connect the fixation locks with the systems adjacent to the output with ShHB-40 cords 0.3 m long;

…………………………………………………………………………………………………….BO No. 1, 2, 3 and 4

“Ready to reset the next series of systems”…………………………………………………………..SBO

(19) Perform an approach to reset the prepared series, guided by the instructions in paragraph B.2. p.p. (3)÷(11)
of this Application………………………………………………………………………………………………………………….E

(20) After the reset of the last series of systems, in steady flight: “Inspect the opening of the cargo hatch”…………………………………………………………………………………… …………………………………………………..QC

“The cargo hatch area is free from foreign objects, ready to close the cargo hatch”……………………………………………………………………………………………… ……………………………………..SBO

6. Security measures for landing systems such as PGS, BPGS

In the event of special cases related to the landing of systems, crew members must be guided by the following rules:

(1) If the fixing lock is opened, but the system type PGS, BPGS remains in its place, before finding out the reason, it is necessary to fix the system with mooring chains to the power elements.

(2) For emergency fastening of the system against displacement back and forth in case of failure of the system fixation lock, mooring chains are used, which must be connected to the power elements of the system, for which the captain of the ship allocates a free crew member to assist the flight operators.

(3) After connecting chains (belts) for emergency mooring to systems such as PGS, BPGS, you must first select the slack of the chains to prevent the system from moving backward (towards the cargo hatch), and then the chains that prevent the systems from moving forward (towards the cockpit) .

If during mooring it is noticed that the system has begun to move, stop mooring immediately and move quickly in the opposite direction of the system movement.

(4) If it is necessary to achieve an acceptable balance of the aircraft or to close the cargo hatch, take all measures to move the system, securing it in front with slightly loose mooring chains or straps that move alternately.

(5) If it is not possible to move the system, in order to achieve an acceptable alignment, it is necessary to achieve it by moving weights.

(6) When closing the cargo hatch, it is forbidden to stand in the area of ​​the ramp.

(7) In the event of a malfunction that prevents the continuation of the reset of systems of the PGS type, the BPGS will take all measures to eliminate the malfunction and continue the reset. Troubleshooting should be carried out with the cargo hatch closed. If it is impossible to eliminate the reason preventing the reset, stop the mission and return to the base.

All work in flight SBO and flight operators must be carried out with
parachutes.

7. Landing with cargo hatch open, ramp level or -2° lowered

 Signs:

(1) Visually the ramp is in a horizontal position, the cargo door is not closed.

(2) The red sign (“HATCH IS NOT CLOSED”) on the left instrument panel of the cockpit is lit.

(3) The green cargo door closed position lamp on the forward operator's console is not lit.

(4) The green sign "CLOSED" on the control panel of the navigator's cabin is not lit.

(5) The green display “LOAD. HATCH CLOSED" on the left control panel of the cockpit.

 Crew actions:

(1) If the cargo hatch doors do not close, flight operators move to the cockpit.

(2) Continue to the nearest airfield at an airspeed not exceeding 400 km/h.

(3) Approach and land with flaps at 43° and slats at 25°.

Maintain glide path descent rates 20÷30 km/h higher than those recommended for the specified aircraft configuration and weight.

ATTENTION.

1. IN ORDER TO AVOID RAMP CONTACTING THE CARGO HATCH WHEN LANDING, THE AIRCRAFT ANGLE OF ATTACK MUST NOT EXCEED 3° AUASP.

2. FLIGHT TIME WITH THE CARGO HATCH OPEN MUST BE MINIMUM.

1. Attach braking devices to removable mooring units in the area of ​​sp. No. 17 (see Knot I) with a marine knot.

2. Fasten the braking devices to the removable tie-down units in the sp. No. 54 (see Knot II) by the sea knot, having previously selected the slack of the tape to the storage area, taking into account the stretching of the tape when dropping loads. Fasten excess tapes to the mooring knots of the floor of the cargo compartment.

3. Fix the earring of the devices to the BPGS platforms (see Node II) using the earring pos.1.

4. * Positions for reference.

INSTALLATION OF BRAKES
Fig.1

INSTALLATION OF FORCED PARACHUTE OPENING CABLES
IN THE CARGO CABIN
Fig.2

TYPICAL INSTALLATION DIAGRAM FOR ADDITIONAL MOORING
LANDING SYSTEMS TYPE PGS-1000R AND BPGS
Fig.3

INSTRUCTIONS

FOR FLIGHT OPERATION

AIRCRAFT IL-76

Klin-5, Publishing house "Thought of the people", 1998

GENERAL IL-76 AIRCRAFT DATA	1
	1
Aircraft restrictions	4
SAOLET SYSTEM OPERATION	10
Control system	10
Aircraft power supply	17
oxygen equipment	21
APU TA-6A	23
Anti-icing system	27
Wipers	31
Engine D-30KP (II series)	32
IL-76 aircraft hydraulic system	47
Chassis	49
Altitude equipment	52
SAU-1T-2B	65
Fire extinguishing system	67
Fuel system	70
Imported oils and liquids	75
Cargo cabin equipment	76
Radio electronic equipment	80
EQUIPMENT CHECKS	90
SIGNAL BOARDS	99
SPECIAL CASES	105
Engine failures	105
Fire	112
SARD failures	118
Failures in the aircraft control system	120
Special landings	128
Generator failure	136
Airplane shaking in flight	138

GENERAL DATA OF THE AIRCRAFT IL-76

Geometric characteristics
Wingspan 50.5 m

Aircraft length 46.6 m

Height of the aircraft in the parking lot 14.76 m
Fuselage

Fuselage length 43.25 m

Midsection diameter 4.8 m
Extension 9

Cargo cabin length without ramp 20 m

The length of the cargo compartment with a ramp (up to the hermetic partition) 24.5 m
Cargo cabin width 3.45 m
Cargo cabin height 3.4 m

Ramp length 5 m

Ramp width (operational) 3.45 m
Parking ramp angle 14°
Height from the ground to the floor of the cargo compartment 2.2 m

Wing
Area without flow (along the base trapezoid) 300 m 2
The angle of the transverse V wing - 3 °
Profiles TsAGI P - 151

MAR 6.436 m

Distance from the leading edge to the beginning of the MAR 18.141

Mounting angle of attack: on board 3°

at the end 0°
Geometric twist - 3 0
1/4 chord sweep angle 25°
Relative profile thickness, %:

along the fuselage (0.095 z = 2.4 m) 12.9

0.45 z = 11.4 m 10.9

Relative profile curvature, %:

along the fuselage (0.095 z) 0.8

Deflection angle:

inboard flaps 43°

outer flaps 40°
slats 25°
aileron up - 28°
down +16°

trimmers ±15°

servo compensators up 30°
spoilers:

in braking mode 20°

in aileron mode 20°

brake flaps 40°

horizontal tail
Span 17.4 m

Area 63 m 2

PB area 17.2 m 2

1/4 chord sweep angle 30°

Stabilizer Deflection Angle:

for pitching - 8°

dive +2°

Deflection angle RV: for cabling 21°

dive 15°

Trimmer deflection angle - Fletner RV:

as trimmer up 4°

down 7°

as a flatner up 5 0

vertical tail

Area 49.6 m 2

PH area 15.6 m 2

1/4 chord sweep angle 38°

PH deflection angle in flight ± 27°

on the ground ± 28°

Trimmer deflection angle RN ±10°
Deflection angle of servo compensator RN:
in flight ±20°
on the ground ±15°
Chassis
Chassis track on outer wheels 8.16 m
Chassis base (from nose to rear main wheels) 14.17 m
Angle of deflection of the wheels of the front support:

when taxiing + 50 0

during takeoff - landing + 7 0
Engines
The distance from the plane of symmetry of the aircraft to

motor axis:

internal 6.35

external 10.6

Height from ground to engine 2.55 m

Aircraft parking angle (G=170t , SACH==30%) 0.85°

Cruise speed 750 - 800 km/h

Ferry range 10000 km

practical ceiling (km) temperature +15°:
Weight 100 110 120 130 140 150 160

4 engines 12.85 12.75 12.25 11.75 11.25 10.75 10.25

3 engines 10.2 9.7 9.5 9.25 8.7 8.5 8.2

4 engines 9.75 9.25 8.75

3 engines 7.75 7.25 6.75

Aircraft restrictions

Weight restrictions

Max-dop cargo weight on the ramp (including the weight

container), kg 5000

NOTE:

1. 
   Transportation of cargo on a ramp weighing 5 tons is allowed only in containers UAK-5 or UAK-5A on aircraft, the ramps of which are equipped with mooring units for securing these containers.
2. 
   When installing a load weighing from 2 to 5 tons on a ramp, the excess pressure in the cargo compartment must be reduced to the values ​​\u200b\u200bspecified in Table. 6.8.3 M.

Centering restrictions
extreme anterior 20% SAH

extreme posterior 40% MA

Limitations when flying at high angles of attack
M 0.54 0.6 0.7 0.74 0.77

add 15° 13.5° 11° 10° 9°

Flight altitude limitation
Maximum flight altitude depending on the flight weight:

Height, m ​​9100 9600 10100 10600 11100 11600 12100

Weight, t 183 173 163 153 143 133 > 123
Permissible range of maneuvering overloads in flight
Weight Mechanization removed Mechanization released

170 t - 0.3...+2.0 +0.2...+1.7

170 tons and more - 0.3...+1.8 +0.2... +1.5
Maximum allowable overloads when flying in a turbulent atmosphere
Aircraft G 100 120 140 160 180

n y max add 2.9 2.6 2.4 2.2 2.1

By wind speed:

Wind speed maximum oncoming 25 m/s

Maximum wind speed while taxiing

(boosters on, rudders and ailerons unlocked) 15 m/s

Lateral component at an angle of 90° to the runway axis:

dry runway 12 m/s

wet runway 7 m/s

Tailwind maximum wind component 5 m/s

By minimum aircraft
A. Minimum for takeoff

NOTE:

1. 
   The minimums are applied in the presence of ZAR, the flight time to which from the departure aerodrome does not exceed 2 hours. In this case, an aerodrome is taken as a ZAR, on which the actual and forecast weather conditions are not lower than the minimum for landing on it. In the absence of a ZAR, a decision to take off is made if the weather conditions at the departure aerodrome are not worse than the minimum for landing on it.
2. 
   A minimum of 200 m is applied when =0.5 and the side wind component is not more than half of the pred.perm. takeoff values.

Minimum allowable speeds and stall speeds:
G 100 110 120 130 140 150 160 170 180 190
0°/0° 250 262 275 285 295 305 315 325 335 343

14°/15° 210 220 230 238 245 255 263 272 280 287

14°/30° 185 195 203 210 220 228 235 243 249 256

25°/30° 185 190 200 208 215 225 232 240 247 253

25°/43° 160 165 175 182 188 195 203 208 215 220
0°/0° 221 232 243 253 263 272 281 290 298 305

14°/15° 172 186 194 203 210 218 224 231 238 245

14°/30° 158 166 174 181 188 194 200 207 213 218

25°/30° 155 162 169 176 182 190 196 202 207 213

25°/43° 144 151 158 165 171 177 183 187 194 200
Operating speeds

IAS limits

and number M
The maximum allowable speed in conditions

normal operation (Vmax e), km/h 600

The same when the remaining fuel is less than 5000 kg. 550

Maximum allowable speed with released

landing gear (including emergency descent), km/h 600

The maximum allowable number M of flight 0.77

The maximum allowable flight speeds with the released

wing mechanization, km/h:

slats deflected by 14 0 400

slats deflected by 25 0 370 (380)

flaps deflected by 15 0 400

flaps deflected by 30 0 370

flaps deflected by 43 0 280

speed with mechanization released at entry

landing with a weight exceeding the maximum

landing, km/h

flaps deflected by 30 0 380

flaps deflected by 43 0 300

Maximum speed when extending and retracting the landing gear

For the Il-76TD aircraft, the maximum allowable

landing gear release speed when landing with weight,

exceeding the maximum landing 390

Maximum allowable release speed

landing gear for emergency descent, km/h 500

Maximum speed with emergency release

chassis, km/h 350

The maximum allowable speed when idle

yaw and roll dampers, km/h 500

The maximum allowable rotation of the steering wheel at

IAS over 450 km/h ½ stroke

steering wheel

Maximum allowable ground speeds according to conditions

strength of tire tires of chassis wheels, km/h For runway

takeoff 330

landing 280

Maximum allowable ground speed

braking start, km/h 240

The maximum allowable speed when issued

brake pads, km/h 250

The maximum allowable wind speed of any

directions when towing and taxiing an aircraft with

locked rudders, m/s 25

when flying at flight level, km/h 370

Other restrictions
Maximum allowable operating differential pressure

in cabins, kg/cm2 0.5 + 0,02

The maximum allowable pressure drop in the cabins,

limited by safety valves, kg/cm2 0.57

Maximum allowable negative difference

pressure in cabins, kg / cm 2 0.04

The maximum allowable continuous load on

generator, A 167

The minimum required runway width for a turn with

minimum radius (13.5-15 m) 40 m.

The maneuver is limited to:

• 
  bank angle 30 0
• 
  during visual approach:

at altitudes over 100 m. no more than 30 0

at heights less than 100 m. no more than 15 0

ACS restrictions
Minimum flight altitude:

• 
  when flying along the route in the mode

automatic control 400 m.

• 
  when landing in an automatic

and director control modes 60 m.
Max additional number M with AT on 0.74

Centering range at autom. sunset 26 - 36% SAH

Max additional roll when the ACS is turned on + 5 0

When operating the ACS, it is forbidden to turn on the APS and use the “NORM - BOLT” switch.

Fuel consumption

In climb 15 t/h

H=9100 m. 9.0 t/h

Н=10100 m. 8.4 – 8.5 t/h

H=10600 m. 8.0 t/h

Н=11100 m. 7.2 – 7.5 t/h

H=11600 m. 7.0 and less

On the decline 5.5 – 6.0 t/h

Per circle (12") 1.2 t

30" flight on Hkr 3.0 t

Non-producible balance per group of tanks:

• 
  automatic - 2.0 t
• 
  manual - 1.0 t

Takeoff and landing is prohibited if:

• 
  The runway is covered with a layer of ice;
• 
  water thickness on the runway > 10mm;
• 
  dry snow thickness on the runway > 50 mm;
• 
  slush thickness > 12 mm;
• 
  Ubok more than the limit, at:

- Kst  0.5 12 m/s

0,3 ANZ (kg) depending on Gt pos and D up to ZAR

GpolS	90	100	110	120	130	140	150
450	8250	8600	9100	9500	10000	10400	10800
500	8600	9000	9500	9900	10400	10900	11350
600	9350	9800	10300	10800	11300	11800	12300
700	10150	10650	11150	11700	12300	12800	13300
800	10900	11500	12000	12600	13200	13800	14300
900	11750	12350	12900	13500	14100	14700	15200
1000	12550	13200	13700	14300	15100	15700	16300

AIRCRAFT SYSTEM OPERATION

CONTROL SYSTEM
1. Stabilizer control
The movement of the stabilizer is accompanied by calls, the frequency of which is proportional to the speed of the movement of the stabilizer (during the operation of both mechanisms, 26 calls are heard with an interval of 1 With, in case of failure of one mechanism - calls with an interval of 2 With, time for complete transfer 60 With).

An induction heater with automatic and manual control is installed inside the propeller to heat the lubricant on the lead screw of the stabilizer lift when flying at high altitudes. The heater automatically turns on at an altitude of more than 4500 m and turns off when descending to an altitude of less than 4500 m. To manually turn on the heater switch “HEATING. CLIMB. STABILIZER.” on the upper electrical panel of the pilot, turn it to the “ON” position. TO H=4500 M” . Manual activation is performed by the decision of the crew commander when flying at an altitude of less than 4500 m lasting more than 20 min at a temperature of -15°C and below, as well as at an altitude of more than 4500 m in in case of failure of automatic activation. When the heater is on, the green signal LIGHT “LIFT HEATING” lights up. STABILIZER”, when the heater is turned off, the lamp goes out.

If one drive fails, the stabilizer can be moved to a certain angle:

• 
  if the stabilizer is in the +2° position:

a) in case of failure of the top drive - the stabilizer can be moved to a full angle of +2 °. . . -8°;

b) in case of failure of the lower drive - the stabilizer can be moved to an angle of +2°. . . -4°:

If the stabilizer is in the -8° position: if any of the drives fails, the stabilizer can be moved to an angle of -8°…-3°.
2. Locking rudders and ailerons
During the parking of the aircraft and during taxiing, if the wind is more than 15 m/s, RV, PH and ailerons are locked using four electromechanisms with two push switches. PH and each aileron are locked directly, and RV through its wiring. The position of the rudders after locking: RV - completely down, PH - neutral, ailerons: right-up, left - down. Before locking the ailerons, disconnect the wiring.

If before takeoff the rudders and ailerons are locked, the parking brake is off, then when the throttle is set to the “Nominal” position and higher, a siren will sound.

Signaling and control elements for locking rudders and ailerons
Gas station “STOPPING RUDS” - the red lamp next to it is on if the gas station is on.

Display “STOP ON” - in take-off position, red, lights up when locking, when at least one locking mechanism moves from its place to locking and goes out when all mechanisms come to the extreme unlocked position.

Push switches “UNLOCK-STOP” are paired, for switching on electromechanisms.

Signboard “STEERING STOP.” - yellow, lights up when the locking mechanisms come to the extreme locked position and goes out when at least one mechanism moves from its place to the unlocking position.

Display board - green, lights up when the locking mechanisms come to the extreme unlocked position and goes out when at least one mechanism moves from its place to locking.
The procedure for unlocking the rudders and ailerons
Attention! The boosters must be turned on before the rudders and ailerons are released and turned off only after they are locked. If the temperature in the boosters is below -30°, heat up the boosters by turning on pumping stations and shifting the rudders to full speed, while the pressure in the boosters must be at least 0.5 kg / cm 2.

At a temperature of -60°C and below, start rudder shifting 1.5 minutes after turning on the pumping stations.

Turn on the boosters of the PH, ailerons, one booster of the RV, the roll damper and the yaw damper (to position “1”). Make sure that the pressure in the boosters is not lower than 0.5 kg/cm2, the booster switches are in the “MAIN” position, the display “PRESSURE LOW. DOP.” LV and RV - went out, the green SIGNAL “DAMPER NEUTRAL” LV and ailerons are on.

Turn on the gas station “STOPPING OF THE RUDDERS” (the red light will light up, the display “STOPS STOP” and “STOP ON.”).

• 
  Push the twin switch to the “UNLOCK” position. at 15-20 With, at the same time, the red display “STOP ON” will go out. and the green display “STEERINGS UNLOCKED.” will light up.
• 
  Turn on the rest of the RV boosters.
• 
  Connect the aileron and spoiler wires by setting the steering wheel to the neutral position (angle ± 10 ° from the neutral) and turning on the switch on the central console, while the display “Pressure below auxiliary.” ailerons will turn off.
• 
  Turn off the gas station “STOPPING THE RUDDERS”, while the lamp of the gas station and the display “STEERINGS UNLOCK.” - go out.

Health check

Deviate the pedals by 1/3 of the stroke and turn the steering wheel by 1/2 of the stroke to the left and right, make sure that there are elastic stops created by the OCD.

Check the completeness and ease of control travel in booster mode, compliance of control deviations and steering surfaces. When checking the RV and spoilers in the aileron mode, pay attention to the indicators of the RV and spoilers, to the operation of the display “CHECK THE POSITION OF THE RV”. When checking the pH, the full deflection should be performed smoothly, over a period of at least 2 With.

• 
  After carrying out 200 hours of work, check the rudders and ailerons in a boosterless mode with a wind of no more than 5 m/s.
• 
  Check the operation of the memory and MFC of all channels.
• 
  Set the booster switches to “RESERVE.” and repeat the test.

- Check the operation of the ACS.

Check the indicator, the scoreboard and visually (by the marks on the keel) the deviation of the stabilizer, alternately deviating it from the left and right handwheels by 3-4 ° for pitching up and back. When the stabilizer is in the “+1 0” position, the red board “CHECK STAB ANGLE” lights up, when it moves, the bells ring. Press the “HEATING” SWITCH LIFT STABILIZATION.” on the upper shield of the pilots towards “CONTROL”, when the system is working, a green lamp next to it lights up.

Verify that the green neutral trim lights on all channels are lit.

Release spoilers in braking mode, brake flaps, flaps and slats and make sure that they are released by signs, signaling devices, scoreboards and visually.

By deflecting the pedals and steering wheels at full speed, make sure that there are no elastic stops created by the OCD.

Remove all mechanization of the wing to its original position.

The order of locking the rudders and ailerons

• 
  Turn off two RV boosters.
• 
  Disconnect the aileron and spoiler wires.
• 
  Switch on the stopping gas station, while the display “STEERING RELEASE” lights up.
• 
  Press the locking switches towards the “HOLDING” side. After 20 s, release the bar, the display “STEERING RELEASE” will go out, the display “STOP ON.” will light up.
• 
  Lock the rudders: RV - turning the helm away from you all the way, RN - placing the pedals neutral, ailerons - turning the helm smoothly clockwise. At the same time, the “STOP RUDDLE” display will light up.
• 
  Turn off the gas station “STOPPING RUDDERS”.
• 
  Turn off all boosters and dampers.

To aircraft no.

0013432960 (76463)

BOOK ONE

FIRST EDITION

THE FLIGHT OPERATION MANUAL FOR THE IL-76T AIRCRAFT IS DEVELOPED BY A TEAM OF AUTHOR'S DESIGN BUREAU UNDER THE LEAD OF GENERAL DESIGNER G.V. NOVOZHILOV

This flight manual is intended for flight personnel. Implementation of the instructions and recommendations set forth

in Guidance, allows the crew to ensure flight safety

in within the established limits.

The guide consists of two books. The first book contains general information about the aircraft limitations and flight characteristics, the actions of the crew during preparation for flight and flight performance and in special situations are indicated. The second book contains information about aircraft systems and their operation, as well as the actions of the crew in the event of malfunctions.

The Guidelines are amended twice a year. For the convenience of making changes, the section (subsection) of the Guide has its own page numbering, starting from the first. Pages that have been entered or changed are marked with the new issue date, and the location of the new or changed text is marked with a vertical line in the left margin of the page. The presence of a vertical line in front of the page designation indicates a change in page number and content changes.

The list of active pages sets the number of pages in sections (subsections) and the date of issue of each page. The list is updated each time changes are made and has the date of the last change.

Replacement, withdrawal and inclusion of sheets in the Guide is carried out in accordance with the amended list, which is recorded in the change registration sheet.

For making urgent changes between regular revisions of the Guidelines, sheets of temporary changes are introduced, which are printed on yellow paper. The owner of the manual is responsible for its preservation and is obliged to ensure that changes are made in a timely manner.

ATTENTION!

Based on the instructions of the MGA dated 29.0I.I985. No. 58 / U-1 DSP, 20-65 / 13 EK DSP and instructions of the KRUGA No. 25 / U-DSP dated February 7, 1985 "On measures to prevent the destruction of disks of the first stage of LPC on engines NK-8-2U, NK- 8-4, NK-86". In order to increase the readiness of crews to act in special flight situations and ensure a successful outcome of flights in case of failures of aviation equipment, the following text is additionally entered in the RLE of all types of aircraft in the "Contents of pre-flight information" section:

"The pilot-in-command to conduct a survey of crew members on actions in special cases of flight / fire, failure of one engine, failure of two engines, etc. / in accordance with the recommendations set out in the AFM";

Crew members, when performing operations in accordance with the RLE, in case of failures of aviation equipment, report on their actions to the aircraft commander;

- To the dispatcher in whose area of ​​responsibility the

special situation, strictly observe the rules of radio communication with the crews of aircraft under his control, excluding radio communication that is not related to the current situation.

Art. Leading engineers T.O.

Include in the RLE Il-62, Tu-154, Il-76, aircraft IL-18 In the individual features of used magazines.

COPY IS RIGHT.

FLIGHT MANUAL

BOOK I. SECTIONS 1,2,3,4,5 SPRING CHANGES SHEET

		Publication date
	page
			August 1979
			August 1979
			August 1979
			August 1979

FLIGHT MANUAL

				Entry to make
				timely and clearly
		registration of changes
		section, paragraph,		Basis for
	making	page		making		contributed
				changes		change
		4.2 to page 25		UK. ULS MGA
				12/16/81 №15/3
		39 sheets from		Letter No. 10-19-203
				from 6.04.82 KOAO

	Change Registration Sheet

At the end of March 2016, the aviation community rather modestly celebrated another anniversary: ​​45 years ago, on March 25, 1971, in Moscow from the Central Airfield. Frunze, the crew led by Honored Test Pilot of the USSR Eduard Kuznetsov performed the first flight on a heavy military transport aircraft Il-76.

Three years ago, on March 25, 2013, an agreement was signed between UAC-TS OJSC and Aviastar-SP CJSC for the supply of 39 aircraft of the modernized Il-76MD-90A project as part of the execution of the state contract dated October 4, 2012.

Today, when the first production aircraft Il-76MD-90A has already been delivered to the troops and its operation has begun, “the time has come to talk about many things”: about the history, about the feasibility and prospects for the revival of the aircraft, created almost half a century ago.

45 years in the sky

The aircraft, originally designed to meet the requirements of the airborne troops, was intended for the transportation and landing of personnel and military equipment. For its time, it was a modern machine that met the requirements of the customer. For the first time, a domestic military transport aircraft was equipped with turbojet engines, in addition, it had a fully pressurized cargo cabin and could be used on unpaved areas.

Along with the main transport and landing purpose, the Il-76 has become a platform for creating a wide range of special versions, such as a tanker, jammer, AWACS and so on. Starting from the end of the 70s, the Il-76 in T / TD versions enters the civil aviation service. By the 90s of the twentieth century, military and civilian versions of the main aircraft of the Soviet VTA were operated all over the world.

The first flight of the Il-76 March 25, 1971

Tightening international requirements for noise and emissions (emission harmful substances into the atmosphere) led to the fact that by the beginning of the 2000s, civil operators of aircraft developed in the late 60s thought about possible ways to modernize the existing fleet and order new aircraft of this type. The problems of efficiency, noise and emissions are traditionally of little concern to the military, however, the VTA was interested in increasing the carrying capacity and effective range of the Il-76MD.

Aviation industry and Aviation complex named after S.V. Ilyushin faced a dilemma: to modernize existing aircraft or to revive aircraft production again. The choice was made in a completely Soviet style: if they give you money, you have to do both.

Il-76TD

Il-76TD civil operators making commercial flights to Europe, the USA and Japan were faced with the fact that by the middle of the 2000s, aircraft that did not meet ICAO noise and emission requirements would no longer be allowed into these countries.

Unlike the military, the state offered commercial users to solve the problems of further use of the Il-76 themselves. The remotorization program for the upgraded D-30KP-2 engines could be a way out for small companies, but was never implemented.

Realizing that the rescue of drowning people is the work of drowning people themselves, the largest operator of heavy transport aircraft in the post-Soviet space, the Volga-Dnepr group of companies, began to implement its own program for the modernization of the Il-76TD aircraft. Already in 2002, Volga-Dnepr placed an order with the Perm Motor Plant for the supply of a set of PS-90 engines for the first aircraft. A year later, he buys design documentation for a modernization project from OAO Il. In fact, the entire development and implementation of the Il-76 aircraft modernization program was carried out by the Volga-Dnepr company with the formal participation of Ilyushin.

The result of this work was the launch of the modernized Il-76TD-90VD aircraft with new PS-90A-76 engines, new avionics and the new Kupol-III-76M-VD flight and navigation system.

In four years, a private company, financing the project from its own and borrowed funds, has gone from developing a technical face of a new aircraft to commissioning the first serial copy. Now Volga-Dnepr Airlines has five aircraft of this type and successfully operates them.

Il-76TD-90VD of the airline "Volga-Dnepr"

In this case, Volga-Dnepr's stake on the production of an aircraft from scratch, and not on the repair and modernization of existing aircraft, fully justified itself. No one, except for the Volga-Dnepr airline and the Azerbaijani company Silk Way Airlines, could afford to buy planes for $50 million. Thus, by implementing the project for the construction of five modernized Il-76TD-90VD aircraft, Volga-Dnepr Airlines gained a dominant position in the market for transporting oversized cargo to European destinations and to the United States.

The only known project for the modernization of the civilian version with remotorization for PS-90A-76 engines was carried out in 2015 by the TAPOiCh plant on the order of the Russian airline Shar Inc LTD and received registration number RA-76384. The aircraft is currently operated in Equatorial Guinea under the flag of Ceiba Cargo.

Il-76MD

One of the most repeated theses of supporters of the resumption of production of the Il-76 sounds like this: you can’t extend the resource indefinitely, the aircraft are not eternal. Indeed, the resource of any aircraft is a finite value. Currently, the Russian Air Force is operating about 90 Il-76 units in the standard MD modification, not counting the Il-78 air tankers and platforms for special versions. The resource of IL-76MD assigned by the manufacturer is 30,000 hours. The flight time of combatant boards, mass production of which took place in the 80s of the twentieth century, ranges from 2500 to 3500 hours, that is, the resource depletion today is 10-15 percent.

Two main special variants of the Il-76: the Il-78 tanker and the A-50 "flying radar"

Such figures should not be surprising: the military aviation aviation is not civil aviation, where the monthly flight time of an aircraft, as a rule, more than covers the annual flight time of military transport aircraft. Now the average flight time of IL-76 is 15 hours per month, so the annual flight time does not even reach 200 hours.

Timely maintenance and repair (MRO) allows you to keep aircraft in a state of airworthiness for an unlimited amount of time. good example are the American B-52 strategic bombers, the last of which left the stocks in the early 60s. These aircraft of the US Air Force plan to operate until the 40s of the XXI century.

The realistic approach of domestic military operators to the budget in the early 2000s forced them to look for opportunities to modernize the existing Il-76 fleet. In 2002, the Ministry of Defense of the Russian Federation announced the start of a program to modernize the Il-76 by installing PS-90A-76 engines.

In December 2005, the Il-76MD-90 aircraft, which was modernized at the VASO aircraft plant, took off into the sky. The production aircraft Il-76MD, produced at the TAPOiCh plant in Tashkent in 1991, underwent a rework. As a result of the modernization, the aircraft received engines and avionics similar to the civil project Il-76TD-90VD. The cost of the upgrade was approximately $14 million, of which $12 million was for four PS-90A-76 engines.

In 2006, the Russian Air Force indicated the need for 12 Il-76MD-90 aircraft by 2010. However, the modernized Il-76MD-90 remained the only one of its kind - not a single Air Force aircraft was received.

In 2011, a new project for the modernization of Il-76M and Il-76MD aircraft, developed at Ilyushin according to terms of reference Air Force (ROC "Kuznetsk"). On February 29, 2016, the first aircraft upgraded under this project, which received the Il-76MD-M index, took off. 11 years of hard work between the first flight of the Il-76MD-90 and the first flight of the Il-76MD-M were not in vain: at a comparable cost of modernization of 13-14 million dollars, the aircraft lost modern engines PS-90-76A, but acquired modern flight and navigation equipment.

At about the same time, in 2002, NPO Saturn, on its own initiative, developed a project for a deep modernization of the D-30KP-2 engine serially produced at the enterprise for Il-76 aircraft. In 2005, the first experimental engine was built, which received the name D-30KP Burlak.

The technical task for the modernization of the D-30KP was to increase the engine thrust from 12,000 to 13,000 kgf. One of the main advantages of the engine, along with unification with serial D-30KU / KP, was the possibility of re-engining combatant IL-76s to it by local technical services without altering the pylons and changing the airframe design. Moreover, the modernization of the D-30KP would not require the production of new engines - it was enough to carry out overhaul existing with simultaneous upgrade to the D-30KP "Burlak" version. At that time, the Russian Air Force showed extreme interest in the implementation of this project.

In addition, the D-30KP Burlak program was supported by commercial operators of the Il-76TD, who could not afford to order new aircraft of the Il-76TD-90VD/SW type. However, the D-30KP-2 project stopped at the stage of flight tests and did not receive further state support.

Conclusion

The anniversary year of the first flight of the Il-76 was traditionally celebrated by the United Aviation Corporation and the Ilyushin Aviation Complex with loud statements, postponement, resignations and long-term plans.

Il-76MD-90A at the flight test station of the Aviastar plant

On March 3, Ilyushin General Director Sergey Velmozhkin announced that in 2016 there are no plans to deliver Il-76MD-90A, but in 2017 "the delivery will be increased to three machines." This is quite an interesting statement, given that the contract provides for the delivery of six aircraft in 2017, and by 2020, under a contract with the Ministry of Defense, all 39 units should be delivered.

On March 24, Ilyushin General Designer Nikolai Talikov announced plans to create the Il-76TD-90A, a civilian modification of a military transport aircraft. "Sufficient quantity will be produced," the general designer emphasized. The question of potential customers of the car remains open, given the extremely narrow market for special cargo transportation, as well as the delivery time for civilian vehicles, despite the fact that the execution of the state contract is clearly delayed.

On the same day, Genrikh Novozhilov, Advisor to the General Director of the company for science, followed up with a statement: “Today we launched the engine in the Il-76MD-90A, which gives us a margin of thrust and will allow us to make a new modification - the Il-76MF.” Apparently, this refers to the prospect of launching the production of an aircraft with an extended cargo cabin Il-76MF, which was produced at the Tashkent plant TAPOiCH and delivered to Jordan.

Actually, the PS-90 engines gave this aircraft a thrust reserve back in 1995, when it made its first flight, however, given the reduction in the weight of the wing, and consequently the entire aircraft by 2.5 tons due to the use of long wing panels, it is quite possible what this modification the military might like it and get a second wind.

Il-76 MF airlinesJordan International Air Cargo

On March 22, it became known that the general director of the Aviastar-SP aircraft manufacturing plant, Sergey Dementiev, is expected to leave his post in April. " This is part of a set of measures to improve the manageability of the corporation. The transfer of powers provides for the termination of existing contracts with some of the general directors of the subsidiaries. Before the decisions come into force, we consider it premature to comment on specific personnel changes.", - explained in the press service of the KLA.

However, the Ulyanovsk news portal 73online.ru reported that, according to its information, Sergey Dementiev was fired for poor performance: “ Over the past few years, several billion rubles have been invested in the modernization of Aviastar. However, labor productivity at the enterprise did not increase. Moreover, costs were not reduced - what was demanded from Dementiev in the first place. It turned out that the workshops were modernized, the equipment was new, but they worked here in the old way and with the old output. Nothing has changed. This was constantly pointed out to the general director of Aviastar».

Considering the current program for the revival of the production of the Il-76 military transport aircraft, one cannot fail to note some positive aspects: aircraft are being produced one way or another, new equipment for re-equipping the plant is being purchased, subcontractors are loaded, budgets are being mastered. And most importantly, the issue of creating and manufacturing a new generation military transport aircraft (Il-106/PAK TA) is justifiably postponed into the distant future, which, of course, removes unnecessary headache from the profile design office.

Il-76TD aircraft

Features of the design and flight operation

V. M. Korneev

© V. M. Korneev, 2016

ISBN 978-5-4483-3855-7

Created with the intelligent publishing system Ridero

General characteristics and basic data of the aircraft

The Il-76TD aircraft is designed to transport various cargoes and equipment. The aircraft crew consists of seven people: the aircraft commander, co-pilot, navigator, flight engineer, flight radio operator, chief flight operator and flight operator.

The aircraft is a cantilever glider with a high swept wing and swept empennage. The wing is equipped with flaps, slats and spoilers.

The fuselage is divided into a cockpit and a cargo compartment.

Four turbojet engines are installed on pylons under the wing.

An auxiliary power unit is located in the fairing of the left main supports.

The landing gear of the aircraft consists of four main and front supports.

Basic Geometric Data

Aircraft length - 46.6 m

Wingspan - 50.5 m

Wing sweep (along the line ¼ chords) - 25 degrees

Aircraft height - 14.76 m

Chassis track - 8.16 m

Chassis base - 14.17 m

Fuselage diameter - 4.8 m

Cargo cabin length - 24.5 m

Basic weight restrictions

Maximum takeoff weight - 190000 kg

Maximum landing weight - 151500 kg

Maximum amount of fuel - 90000 kg

Notes: In exceptional cases, it is allowed to land with any weight up to and including the maximum take-off, as well as with a fuel weight exceeding the maximum allowable, with increased attention from the crew.

airplane glider

The fuselage of the aircraft is a beam structure formed by a set of transverse frames and longitudinal stringers covered with skin.

The fuselage is divided into four parts: front to frame 18, middle between frames 18-67, tail between frames 67-90 and aft between frames 90-95.

In the bow, in front of frame 1, there is a removable radar radome. The compartment of the nose landing gear is located under the floor of the navigator's cabin and the cargo cabin of the aircraft.

The rear wall of the cargo compartment is made in the form of a hermetic sash tilted back and upwards on frame 67.

The center section is attached to the upper part of the fuselage along the power frames 29, 34 and 41.

On the upper surface of the fuselage, in the forward fairing (between frames 24-29), there is an unpressurized compartment of the air conditioning system equipment. The slat control system units are located in the same compartment, and a container for an emergency raft is located in front of the compartment. In the rear fairing (between frames 41-45) there is an unpressurized compartment for hydraulic equipment, control units for flaps, ailerons and spoilers. Under the floor of the cargo compartment are two sealed trunks. The front trunk is located between frames 51-56. Between the frames 35-51 there are compartments of the wheels of the main landing gear.

Note: The rear trunk, due to its small size and small access hatch, is practically better called an equipment compartment.

Between the frames 35-51 there are compartments of the wheels of the main landing gear. In the tail section of the fuselage, from below, the middle and side wings of the cargo hatch are located. On top of the power frames, a vertical tail is attached.

Frame 14 is a sealed partition separating the cockpit from the cargo compartment. Steps are made in the frame wall to exit the cockpit through the upper emergency hatch to the upper surface of the fuselage. In the upper part of frame 14, a window is made for viewing the cargo compartment.

The entrance door of the cockpit is installed at the starboard side on frame 14.

The toilet door is located at the left side on frame 14.

The airtight sash door on the frame 67 is used for passage into the rear fuselage.

The hatch in the floor of the upper cockpit is located between frames 13 and 14 and serves to enter the cockpit.

To notify the crew of the non-closing of hatches or doors, there are corresponding mnemonic red light indicators on the door and hatch signaling panel in the cockpit. Signaling devices light up when the hatch or door is not closed. For general control of the status of doors and hatches, in addition to the dashboard on the left panel of the pilots' dashboard, there is a red panel HATCHES NOT CLOSED, which lights up if at least one hatch or one door is open.

The aircraft has two entrance doors - one each on the right and left sides. Doors open outward. The door drive is hydraulic with electric control. When servicing the aircraft on the ground, the doors can be opened manually from the outside and from the inside. In the closed position, the doors are locked with locks. All locks work from one drive. The mechanism works automatically (from hydraulic cylinders) and manually. The automatic operation of the mechanism is provided by three hydraulic cylinders, while the two lower cylinders are designed to open the locks, and one upper one to close. Manual control is exercised by means of internal and external handles.

Left and right doors have independent control. Each door is controlled by two cylinders: one of the cylinders is connected to the hydraulic system 1, the second to the hydraulic system 2. In addition, there are two cylinders on the left and right doors (one is connected to the hydraulic system 1, the second to the hydraulic system 2) for opening the locks. The cylinder for closing the locks of the left door is connected to hydraulic system 1, and the cylinder for closing the locks right door– hydraulic system 2.

Note: The left door lock cylinder is connected to hydraulic system 1, and the right door lock cylinder is connected to hydraulic system 2. As a result, a situation may occur when the door locks will not close when the entrance door is hydraulically closed. In such situations it is necessary to close the locks manually by turning the inside handle.

The position of the doors is controlled by the yellow signal lamps "Doors open" and green "Doors closed" located on the left side console of the cockpit, on the console of the navigator's cabin and on the front console of the chief flight operator. When the door control switches of both hydraulic systems are turned on to open the door (after preliminary depressurization of the cargo compartment), current is supplied to the GA-163 cranes. The valves connect the pressure lines of hydraulic systems 1 and 2 to the opening lines of the doors, and the closing lines to the drain. Under pressure, the door opens. In the open position, the door is held by fluid pressure.

Note: This allows you to open the front doors in flight across the oncoming air flow to eject paratroopers.

When the switches for disabling the control and the switches for closing the door are turned on, the GA-163 taps bypass the liquid to close the door.

The cargo hatch is designed for loading and unloading cargo and is a system consisting of a hermetically sealed frame 67, a ramp and three wings - the middle one and two side ones. When the cargo hatch is opened, the ramp goes down, the airtight door goes back up and occupies a horizontal position, the middle door goes up, and the side doors open outward.

The drive of all parts of the cargo hatch is hydraulic with electric control. Control is carried out from the navigator's console, as well as from the front and rear consoles of the flight operators. In addition, opening the cargo hatch (together with entrance doors) is carried out when the emergency cargo release switches are turned on, installed on the consoles of the navigator and the commander of the aircraft.

For the entry of equipment on the ramp, there are four trappers. To prevent the aircraft from tipping over on its tail during loading or unloading of the aircraft, a tail support is installed in front of the ramp, which retracts into the ramp in the flight position.

The pressure valve is part of the cargo hatch, works in conjunction with the rest of its parts according to a specific program. The sash is driven by two hydraulic cylinders. In the open position, the sash is fixed with two locks. In the closed position, the sash is connected to the ramp with special grips.

The opening of the cargo hatch is possible if the cargo compartment is depressurized.

When the cargo hatch is fully open, the yellow CARGO OPEN warning lights on the left cockpit console, the navigator's cockpit console, and the front and rear operator consoles light up. When the ramp is in the horizontal position, the yellow HORIZON lamp lights up on the rear operator's console. When the cargo hatch is closed, the green CARGO CLOSED warning lamps on the left cockpit console, on the navigator's cockpit console, and on the front and rear operator consoles are lit. If the hatch is not closed, then the corresponding red lamps are lit on the left panel of the pilots' dashboard and on the hatch and door signaling panel (above the radio operator's console).