Il 76 cargo transportation standard instructions for. Transportation of self-propelled and tracked vehicles

A.F.Belan

As a manuscript

INSTRUCTIONS

ON FLIGHT OPERATIONS

IL-76 AIRCRAFT

Klin-5, Publishing House “Thought of the People”, 1998

GENERAL DATA OF IL-76 AIRCRAFT	1
Geometric characteristics	1
Aircraft restrictions	4
OPERATION OF AIRCRAFT SYSTEMS	10
Control system	10
Aircraft power supply	17
Oxygen equipment	21
APU TA-6A	23
Anti-icing system	27
Windscreen wipers	31
Engine D-30KP (II series)	32
Hydraulic system of the Il-76 aircraft	47
Chassis	49
High altitude equipment	52
SAU-1T-2B	65
Fire extinguishing system	67
Fuel system	70
Imported oils and liquids	75
Cargo compartment equipment	76
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 landing cases	128
Generator failure	136
Airplane shaking in flight	138

GENERAL DATA OF THE IL-76 AIRCRAFT

Geometric characteristics
Wingspan 50.5 m

Aircraft length 46.6 m

Parked aircraft altitude 14.76 m
Fuselage

Fuselage length 43.25 m
Midsection diameter 4.8 m
Extension 9

Cargo compartment length without ramp 20 m
Length of cargo compartment with ramp (to pressurized bulkhead) 24.5 m
Cargo compartment width 3.45 m
Cargo compartment height 3.4 m

Ramp length 5 m
Ramp width (operational) 3.45 m
Ramp parking angle 14°
Height from ground to cargo compartment floor 2.2 m

Wing
Area without overlap (along the base trapezoid) 300 m 2
Angle of transverse V wing - 3°
TsAGI profiles P – 151

CAR 6.436 m
Distance from the leading edge to the beginning of the MAR 18.141

Installation angle of attack: on board 3°

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

along the side of the fuselage (0.095 z = 2.4 m) 12.9

0.45 z = 11.4 m 10.9

Relative profile curvature, %:

along the side of the fuselage (0.095 z) 0.8

Deflection angle:

internal flaps 43°

External flaps 40°
slats 25°
ailerons up - 28°
down +16°

trimmers ±15°
servo compensators up 30°

Down 20°
spoilers:

In braking mode 20°
in aileron mode 20°

brake flaps 40°
Horizontal tail
Spread 17.4 m

Area 63 m 2

RV area 17.2 m 2

1/4 chord sweep angle 30°

Stabilizer deflection angle:

Pitching - 8°
dive +2°

RV deflection angle: for pitching up 21°

dive 15°

Deflection angle of the trimmer – flettner RV:

as trimmer up 4°

as a flatner up 5 0

Vertical tail

Area 49.6 m 2

Area pH 15.6 m 2

1/4 chord sweep angle 38°

LV deflection angle in flight ± 27°

on the ground ± 28°

RN trimmer deflection angle ±10°
Deflection angle of the LV servo compensator:
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
Front support wheel deflection angle:

when taxiing + 50 0

during takeoff and landing + 7 0
Engines
Distance from the aircraft symmetry plane to

motor axis:

internal 6.35

external 10.6

Height from ground to engine 2.55 m

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

Cruising speed 750 - 800 km/h

Ferry range 10000 km
Service ceiling (km) temperature +15°:
Weight 100 110 120 130 140 150160

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

Maximum maximum load weight on the ramp (including weight

container), kg 5000

NOTE:

Transportation of cargo on a ramp weighing 5 tons is permitted only in UAK-5 or UAK-5A containers on aircraft whose ramps are equipped with mooring units for securing these containers.
When installing a load weighing from 2 to 5 tons on the ramp, the excess pressure in the cargo compartment must be reduced to the values specified in table. 6.8.3 M.

Alignment restrictions
extremely anterior 20% MAR

extremely posterior 40% MAR
Limitations when flying at high angles of attack
M 0.54 0.6 0.7 0.74 0.77

additional 15° 13.5° 11° 10° 9°
Flight altitude limitation
Maximum flight altitude depending on 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 permissible overloads when flying in a turbulent atmosphere
Aircraft G 100 120 140 160 180

N y max additional 2.9 2.6 2.4 2.2 2.1
By wind speed:

Maximum headwind speed 25 m/s

Maximum permissible wind speed when 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 component 5 m/s
Minimum aircraft
A. Minimum for takeoff

B. Minimum for landing

NOTE:

Minimums apply if you have a ZAR, the flight time to which from the departure airfield does not exceed 2 hours. In this case, the airfield at which the actual and predicted weather conditions are not lower than the minimum for landing on it is accepted as an airfield. In the absence of an air defense system, a decision to take off is made if the weather conditions at the departure airfield are not worse than the minimum for landing there.
A minimum of 200 m is applied when  = 0.5 and the side wind component is not more than half of the additional allowable value. takeoff values.

Minimum permissible 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

Instrument speed limits

and number M
Maximum permissible speed in conditions

normal operation (Vmax e), km/h 600

The same with fuel remaining less than 5000 kg. 550

Maximum permissible speed with released

chassis (including during emergency descent), km/h 600

Maximum permissible flight Mach number 0.77

Maximum permissible flight speeds with released

wing mechanization, km/h:

slats deflected by 14 0 400

slats deflected by 25 0 370 (380)

flaps deflected at 15 0 400

flaps deflected by 30 0 370

flaps deflected by 43 0 280

speed with extended mechanization during approach

for landing with a weight exceeding the maximum

landing, km/h

flaps deflected by 30 0 380

flaps deflected at 43 0 300

Maximum speed when extending and retracting the landing gear

under normal operating conditions, km/h 370

For the Il-76TD aircraft, the maximum permissible

landing gear release speed when landing with weight,

exceeding the maximum landing 390

Maximum permissible speed during release

chassis for emergency descent, km/h 500

Maximum speed during emergency release

chassis, km/h 350

Maximum permissible speed when not working

yaw and roll dampers, km/h 500

The maximum permissible rotation of the steering wheel at

indicated speed over 450 km/h ½ stroke

helm

Maximum permissible ground speeds according to conditions

strength of pneumatic tires of chassis wheels, km/h For runways

on takeoff 330

upon landing 280

Maximum permissible ground speed

start of braking, km/h 240

Maximum permissible speed when released

brake flaps, km/h 250

The maximum permissible wind speed of any

directions when towing and taxiing an aircraft with

locked rudders, m/sec 25

Minimum permissible indicated speed

when flying at flight level, km/h 370
Other restrictions
Maximum permissible operating pressure difference

in cabins, kg/cm 2 0.5 + 0,02

Maximum permissible pressure difference in cabins,

limited by safety valves, kg/cm 2 0.57

Maximum permissible negative differential

pressure in cabins, kg/cm 2 0.04

Maximum permissible continuous load on

generator, A 167

Minimum required runway width for a turn from

Minimum radius (13.5-15 m) 40 m.
The maneuver is limited to:

roll angle 30 0
during visual approach:

at heights of more than 100 m. no more than 30 0

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

Restrictions on self-propelled guns
Minimum flight altitude:

when flying along a route in mode

automatic control 400 m.

during automatic landing

and director control modes 60 m.
Additional maximum Mach number with AT on 0.74

Centering range with automatic sunset 26 – 36% MAR

Maximum additional roll when turning on the self-propelled guns + 5 0

When operating an ACS, it is prohibited 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

H=10100 m. 8.4 – 8.5 t/h

H=10600 m. 8.0 t/h

H=11100 m. 7.2 – 7.5 t/h

H=11600 m. 7.0 and less

At a decrease 5.5 – 6.0 t/h

Per circle (12") 1.2 t

30" flight to Nkr 3.0 t

Unproduced balance for a group of tanks:

automatic – 2.0 t
manual – 1.0 t

Takeoff and landing are prohibited if:

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

- Ksc  0.5 12 m/s

0,4
- 0,3 ANZ (kg) depending on Gt village and D 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 SYSTEMS OPERATION
CONTROL SYSTEM
1. Stabilizer control
The movement of the stabilizer is accompanied by bells, the frequency of which is proportional to the speed of movement of the stabilizer (when both mechanisms are operating, 26 bells are heard with an interval of 1 With, if one mechanism fails - calls with an interval of 2 With, time for complete transfer 60 With).

To heat the lubricant on the stabilizer lift lead screw during flights at high altitudes, an induction heater with automatic and manual control. The heater automatically turns on at altitudes above 4500 m and turns off when descending to an altitude of less than 4500 m. To manually turn on the heater, switch “HEATING. CLIMB. STABILIZATE.” on the pilot's upper electrical panel, turn it to the “ON” position. DO H=4500 M” . Manual activation is carried out by 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 LAMP “HEATING LIFT” is lit. 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) if the top drive fails, the stabilizer can be moved to a full angle of +2°. . . -8°;

b) if the lower drive fails, 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°.

Standard safety instructions for pilots

crew of the Il-76 aircraft

(approved by the Department air transport Ministry of Transport of the Russian Federation

TOI R-54-004-96

1. General safety requirements

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

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

1.3. During work, crew members may be exposed mainly to the following dangerous and harmful production factors:

Aircraft, special vehicles and self-propelled mechanisms moving through the airfield;

Jets of exhaust gases from aircraft engines, as well as stones, sand and other objects caught in them;

Air suction flows moving at high speed (aircraft engine nozzle area);

Rotating propellers of parked airplanes and helicopters;

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

Increased slip (due to icing, wetting and oiling of aircraft surfaces, stairs, stepladders, parking area and airfield surface);

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

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

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

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

Cargo moved during loading and unloading of an aircraft;

Falling loads, collapsing structures of lifting mechanisms;

Increased noise level from operating aircraft engines and APUs;

Increased or decreased temperature and humidity;

Static electricity discharges;

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

Fire or explosion.

1.4. To monitor their health, crew members must undergo an annual medical examination at the Medical Flight Expert Commission (VLEK) and periodic medical examinations in the prescribed manner.

1.5. Crew members who have not passed periodic medical examinations and annual certification at VLEK are not allowed to fly. Crew members must use special clothing, safety shoes and other personal protective equipment in accordance with current Standards.

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

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

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

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

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

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

2. Safety requirements before departure in progress

pre-flight preparation

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

When flying abroad, there is no pre-flight medical examination. The aircraft commander is responsible for ensuring that crew members take proper rest.

2.2. When moving around the airfield, crew members must comply with the following rules:

2.2.1. Walk only along specially designated routes.

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

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

It is dangerous to be at a distance:

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

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

Less than 20 m when airborne radar stations are operating.

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

2.3.1. Use serviceable stepladders and ladders provided for the Il-76 aircraft; Particular care should be taken in adverse weather conditions (for example, rain, snow). You cannot jump off a stepladder or go down several steps.

2.3.2. Be careful when moving around the parking lot to avoid tripping or hitting hoses, cables, cables, sleeves, stop blocks, carts, cylinders, etc.

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

2.3.4. Before boarding the aircraft, you must ensure that the on-board ladder is securely installed to prevent its spontaneous movement; In this case, you should pay attention to the fact that the eyes of the ladder fit into the sockets, and also that there is no ice, fuels, lubricants or other substances that promote sliding on the surface of the ladder.

2.3.5. When ascending (descending) the side stairs, you should exercise extreme caution and do not rush; There should not be more than one person on the side stairs at the same time; Ascent and descent should be done facing the side stairs.

2.4. During the pre-flight preparation process, each crew member is required to follow the requirements of the flight manual, including:

2.4.1. Flight engineer:

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

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

Check for foreign objects under and near the aircraft;

when viewed inside the aircraft:

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

Make sure that the passages in the cockpit are clear;

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

Make sure that doors, hatches and ramps are closed;

Make sure that emergency equipment and flotation devices are on board and securely secured, on-board manual fire extinguishers are in place, and on-board first aid kits are stocked;

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

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

Check the seat pockets to avoid injury to your hands from piercing or cutting objects.

2.4.2. Second pilot:

Check the placement and securing of cargo on the aircraft;

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

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

2.4.3. Air Force Commander:

Receive reports from crew members on the readiness of the aircraft and its equipment for flight, then personally carry out an external inspection of the aircraft;

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

Take your seat, make sure that the chair locks securely, that the seat belts are not damaged and that the seat belt lock is working properly (if necessary, adjust the seat and the length of the seat belts).

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

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

2.5.1. To prevent the aircraft from tipping onto its tail during loading and unloading of the cargo compartment, the tail support must be extended; The tail support should be released and retracted with the ramp in a horizontal position.

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

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

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

2.5.5. When loading and unloading containers and other cargo using hoists, the flight operator must insure the cargo against swinging with special support slings; To prevent hand injuries from steel ropes, you must use protective gloves.

2.5.6. Loading and unloading of self-propelled tracked and wheeled vehicles must be done under their own power; After placing the equipment in the cargo compartment, you should set it to the parking brake, and install thrust blocks under the wheels on both sides.

2.5.7. When loading and unloading using struts according to the “bridge” scheme, the senior flight operator must make sure that the intermediate support is stable and securely fastened.

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

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

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

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

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

2.7. While refueling the aircraft, it is prohibited:

Perform any type of aircraft maintenance work, as well as loading and unloading operations and treating the aircraft with “Arctic” anti-icing fluid;

Connect and disconnect the airfield power supply to the on-board electrical network;

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

Continue refueling if a thunderstorm approaches.

3. Safety requirements during the process

performing a flight mission

3.1. The main condition for ensuring the safety of crew members during the flight mission is their strict compliance with the requirements of the GMP and Flight Manual.

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

3.3. While the aircraft is being towed, crew members must remain at their workplaces and, if necessary, take measures to stop the aircraft in a timely manner.

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

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

3.6. Starting the engines can begin only after receiving permission from the aircraft technician and reports from the crew members that the aircraft is ready for flight.

3.7. Before starting the engines, you must make sure that there are no foreign objects in the area of the exhaust gas stream and the suction air flow in the engine area; the aircraft technician releasing the aircraft is ready to start the engines and has taken his place.

3.8. Before starting the engines, it is necessary to issue the command “From engines”; Having received a response signal from the aircraft technician, proceed to launch.

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

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

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

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

3.13. The time and order of meals for crew members in flight is determined by the aircraft commander. Both pilots are prohibited from eating at the same time.

3.14. To avoid accidents, it is prohibited to pour hot water through the upper neck of the electric boiler.

3.15. In emergency cases, you can open the lid of an electric boiler with hot water only 10 minutes after disconnecting it from the power supply.

3.16. It is prohibited to brew tea and coffee in an electric boiler, or to heat liquids in an electric oven.

3.17. Dispensing hot water from an electric boiler must only be done through taps.

3.18. To open bottles and cans, you should only use equipment and tools that are in good working order and designed for this purpose.

4. Safety requirements in emergency situations

4.1. If fuel is spilled during refueling on the surface of the aircraft or the surface of the parking area, refueling must be stopped until the spilled fuel is completely removed. In this case, the engines can be started no earlier than 10-15 minutes after removing spilled fuel from the surface of the aircraft and its parking area.

4.2. If a fire occurs in an aircraft on the ground, crew members must immediately notify ATC and simultaneously begin evacuating passengers. When extinguishing a fire, in addition to on-board means, it is necessary to additionally use ground fire extinguishing means available at the airfield.

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

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

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

4.8. Actions of crew members in case of emergency landing aircraft and in other special cases must comply with the requirements of the Flight Manual.

5. Safety requirements at the end of the flight

5.1. After taxiing to the parking lot, you can leave your workplace only after the engines have been completely stopped and the aircraft has been de-energized with the permission of the aircraft commander.

5.2. When exiting the plane, you must be attentive and careful, since after the flight the body is tired due to the adverse effects of such production factors as noise, vibration, pressure drop, etc.

5.3. The flight mechanic must ensure that the main landing gear wheels are chocked and that the aircraft is grounded.

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

5.6. Crew members must proceed from the aircraft along the apron at designated locations in a safe manner, taking into account the safety measures set out in paragraph 2.2. of this Standard Instruction.

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

INSTRUCTIONS

ON FLIGHT OPERATIONS

IL-76 AIRCRAFT

Klin-5, Publishing House “Thought of the People”, 1998

GENERAL DATA OF IL-76 AIRCRAFT	1
	1
Aircraft restrictions	4
OPERATION OF AIRCRAFT SYSTEMS	10
Control system	10
Aircraft power supply	17
Oxygen equipment	21
APU TA-6A	23
Anti-icing system	27
Windscreen wipers	31
Engine D-30KP (II series)	32
Hydraulic system of the Il-76 aircraft	47
Chassis	49
High altitude equipment	52
SAU-1T-2B	65
Fire extinguishing system	67
Fuel system	70
Imported oils and liquids	75
Cargo compartment equipment	76
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 landing cases	128
Generator failure	136
Airplane shaking in flight	138

GENERAL DATA OF THE IL-76 AIRCRAFT

Geometric characteristics
Wingspan 50.5 m

Aircraft length 46.6 m

Parked aircraft altitude 14.76 m
Fuselage

Fuselage length 43.25 m

Midsection diameter 4.8 m
Extension 9

Cargo compartment length without ramp 20 m

Length of cargo compartment with ramp (to pressurized bulkhead) 24.5 m
Cargo compartment width 3.45 m
Cargo compartment height 3.4 m

Ramp length 5 m

Ramp width (operational) 3.45 m
Ramp parking angle 14°
Height from ground to cargo compartment floor 2.2 m

Wing
Area without overlap (along the base trapezoid) 300 m 2
Angle of transverse V wing - 3°
TsAGI profiles P – 151

CAR 6.436 m

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

Installation angle of attack: on board 3°

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

along the side of the fuselage (0.095 z = 2.4 m) 12.9

0.45 z = 11.4 m 10.9

Relative profile curvature, %:

along the side of the fuselage (0.095 z) 0.8

Deflection angle:

internal flaps 43°

external flaps 40°
slats 25°
ailerons up - 28°
down +16°

trimmers ±15°

servo compensators up 30°
spoilers:

in braking mode 20°

in aileron mode 20°

brake flaps 40°

Horizontal tail
Spread 17.4 m

Area 63 m 2

RV area 17.2 m 2

1/4 chord sweep angle 30°

Stabilizer deflection angle:

for pitching up - 8°

dive +2°

RV deflection angle: for pitching up 21°

dive 15°

Deflection angle of the trimmer – flettner RV:

as trimmer up 4°

down 7°

as a flatner up 5 0

Vertical tail

Area 49.6 m 2

Area pH 15.6 m 2

1/4 chord sweep angle 38°

LV deflection angle in flight ± 27°

on the ground ± 28°

when taxiing + 50 0

during takeoff and landing + 7 0
Engines
Distance from the aircraft symmetry plane to

motor axis:

internal 6.35

external 10.6

Height from ground to engine 2.55 m

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

Cruising speed 750 - 800 km/h

Ferry range 10000 km

Service 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

Maximum maximum load weight on the ramp (including weight

container), kg 5000

NOTE:

Transportation of cargo on a ramp weighing 5 tons is permitted only in UAK-5 or UAK-5A containers on aircraft whose ramps are equipped with mooring units for securing these containers.
When installing a load weighing from 2 to 5 tons on the ramp, the excess pressure in the cargo compartment must be reduced to the values specified in table. 6.8.3 M.

Alignment restrictions
extremely anterior 20% MAR

extremely posterior 40% MAR

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

additional 15° 13.5° 11° 10° 9°

Flight altitude limitation
Maximum flight altitude depending on 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 permissible overloads when flying in a turbulent atmosphere
Aircraft G 100 120 140 160 180

n y max additional 2.9 2.6 2.4 2.2 2.1

By wind speed:

Maximum headwind speed 25 m/s

Maximum permissible wind speed when 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 component 5 m/s

Minimum aircraft
A. Minimum for takeoff

NOTE:

Minimums apply if you have a ZAR, the flight time to which from the departure airfield does not exceed 2 hours. In this case, the airfield at which the actual and predicted weather conditions are not lower than the minimum for landing on it is accepted as an airfield. In the absence of an air defense system, a decision to take off is made if the weather conditions at the departure airfield are not worse than the minimum for landing there.
A minimum of 200 m is applied when  = 0.5 and the side wind component is not more than half of the additional allowable value. takeoff values.

Minimum permissible 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

Instrument speed limits

and number M
Maximum permissible speed in conditions

normal operation (Vmax e), km/h 600

The same with fuel remaining less than 5000 kg. 550

Maximum permissible speed with released

chassis (including during emergency descent), km/h 600

Maximum permissible flight Mach number 0.77

Maximum permissible flight speeds with released

wing mechanization, km/h:

slats deflected by 14 0 400

slats deflected by 25 0 370 (380)

flaps deflected at 15 0 400

flaps deflected by 30 0 370

flaps deflected by 43 0 280

speed with extended mechanization during approach

for landing with a weight exceeding the maximum

landing, km/h

flaps deflected by 30 0 380

flaps deflected at 43 0 300

Maximum speed when extending and retracting the landing gear

For the Il-76TD aircraft, the maximum permissible

landing gear release speed when landing with weight,

exceeding the maximum landing 390

Maximum permissible speed during release

chassis for emergency descent, km/h 500

Maximum speed during emergency release

chassis, km/h 350

Maximum permissible speed when not working

yaw and roll dampers, km/h 500

The maximum permissible rotation of the steering wheel at

indicated speed over 450 km/h ½ stroke

helm

Maximum permissible ground speeds according to conditions

strength of pneumatic tires of chassis wheels, km/h For runways

on takeoff 330

upon landing 280

Maximum permissible ground speed

start of braking, km/h 240

Maximum permissible speed when released

brake flaps, km/h 250

The maximum permissible wind speed of any

directions when towing and taxiing an aircraft with

locked rudders, m/sec 25

when flying at flight level, km/h 370

Other restrictions
Maximum permissible operating pressure difference

in cabins, kg/cm 2 0.5 + 0,02

Maximum permissible pressure difference in cabins,

limited by safety valves, kg/cm 2 0.57

Maximum permissible negative differential

pressure in cabins, kg/cm 2 0.04

Maximum permissible continuous load on

generator, A 167

Minimum required runway width for a turn from

minimum radius (13.5-15 m) 40 m.

The maneuver is limited to:

roll angle 30 0
during visual approach:

at heights of more than 100 m. no more than 30 0

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

Restrictions on self-propelled guns
Minimum flight altitude:

when flying along a route in mode

automatic control 400 m.

during automatic landing

and director control modes 60 m.
Additional maximum Mach number with AT on 0.74

Centering range with automatic sunset 26 – 36% MAR

Maximum additional roll when turning on the self-propelled guns + 5 0

When operating an ACS, it is prohibited 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

H=10100 m. 8.4 – 8.5 t/h

H=10600 m. 8.0 t/h

H=11100 m. 7.2 – 7.5 t/h

H=11600 m. 7.0 and less

At a decrease 5.5 – 6.0 t/h

Per circle (12") 1.2 t

30" flight to Nkr 3.0 t

Unproduced balance for a group of tanks:

automatic – 2.0 t
manual – 1.0 t

Takeoff and landing are prohibited if:

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

- Ksc  0.5 12 m/s

0,3 ANZ (kg) depending on Gt village and D 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 SYSTEMS OPERATION

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

To heat the lubricant on the stabilizer lift lead screw during flights at high altitudes, an induction heater with automatic and manual control is installed inside the propeller. The heater automatically turns on at altitudes above 4500 m and turns off when descending to an altitude of less than 4500 m. To manually turn on the heater, switch “HEATING. CLIMB. STABILIZATE.” on the pilot's upper electrical panel, turn it to the “ON” position. DO H=4500 M” . Manual activation is carried out by 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 LAMP “HEATING LIFT” is lit. 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) if the top drive fails, the stabilizer can be moved to a full angle of +2°. . . -8°;

b) if the lower drive fails, 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 the rudders and ailerons
While the aircraft is parked and when taxiing, if the wind is more than 15 m/s, The RV, LV and ailerons are locked using four electric mechanisms and two push switches. The launch vehicle and each aileron are locked directly, and the propeller through its own wiring. The position of the rudders after locking: RV - completely down, RN - neutral, ailerons: right - up, left - down. Before locking the ailerons, disconnect the wiring.

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

Elements of signaling and control of locking rudders and ailerons
Gas station “STEERING LOCKING” - the red lamp next to it lights up if the gas station is turned on.

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

Push switches “DISTANCE-STOP” are paired for turning on electric mechanisms.

“STEERING STOP” display - yellow, lights up when the locking mechanisms reach the extreme locked position and goes out when at least one mechanism moves to the unlocked position.

"STEERING STEERING" display - green, lights up when the locking mechanisms reach the extreme unlocked position and goes out when at least one mechanism moves from place to lock.
The procedure for releasing the rudders and ailerons
Attention! The boosters must be turned on before the rudders and ailerons are unlocked and turned off only after they are locked. If the temperature in the boosters is below -30°, warm up the boosters by turning on the pumping stations and moving the rudders to full speed, while the pressure in the boosters should be at least 0.5 kg/cm 2 .

At temperatures of -60° and below, begin shifting the rudders 1.5 minutes after turning on the pumping stations.

Turn on the booster boosters, ailerons, one booster booster, roll damper and yaw damper (to position “1”). Make sure that the pressure in the boosters is not lower than 0.5 kg/cm 2, the booster switches are in the “MAIN” position, the “PRESSURE IS LOWER” display. EXTRA.” The LV and RV have gone out, the green PLATE “DAMPER NEUTRAL” of the LV and ailerons are on.

Turn on the “STEERING STEERING LOCK” gas station (the red light and the “STEERING STEERING STOP” and “STEERING LOCKING” displays will light up).

Press the paired switch to the “DISTANCE” position. at 15-20 With, At the same time, the red “STOPPER ON” indicator will go out. and the green “STEERING STEERING DISTANCE” sign will light up.
Turn on the remaining RV boosters.
Connect the aileron and spoiler wiring by setting the steering wheel to the neutral position (angle ±10° from neutral) and turning on the switch on the central console, while the “Pressure below allowable” display will appear. the ailerons will go out.
Turn off the gas station “STEERING STEERING LOCK”, while the gas station lamp and the “STEERING STEERING LOCKING” display. - will go out.

Functionality check

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

Check the completeness and ease of control movement in booster mode, the compliance of control deviations and steering surfaces. When checking the RF and spoilers in aileron mode, pay attention to the RF and spoiler indicators and the activation of the “CHECK RF POSITION” display. When checking the launch vehicle, make a complete deviation smoothly, for a time of at least 2 With.

After 200 hours of work, check the rudders and ailerons in booster-free mode in a wind of no more than 5 m/s.
Check the operation of the charger and MFC of all channels.
Set booster switches to “RESERVE.” and repeat the check.

- Check the operation of the self-propelled guns.

Check the stabilizer deflection using the indicator, display and visually (by the marks on the fin), alternately deflecting it from the left and right helms by 3-4° to pitch up and back. When the stabilizer is in the “+1 0” position, the red “CHECK THE STABILIZER ANGLE” sign lights up, and bells ring when it moves. Press the “HEATING” SWITCH. LIFT STABILIZ.” on the pilot’s upper shield towards “CONTROL”, if the system is working properly, a green lamp next to it lights up.

Make sure that the green neutral position lamps for all channels are lit.

Release spoilers in braking mode, brake flaps, flaps and slats and verify their release using indicators, signaling devices, displays and visually.

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

Remove all wing mechanization to its original position.

The procedure for locking the rudders and ailerons

Turn off two RV boosters.
Disconnect the aileron and spoiler wiring.
Turn on the gas station lock, and the “STEERING STEERING DISTANCE” display lights up.
Press the locking switches towards “STOP.”. After 20 seconds, release the bar, the “STEERING STEERING” display will go out, the “STOPPER ON” display will go out. will light up.
Lock the rudders: RV - by tilting the steering wheel away from you all the way, RN - by placing the pedals neutral, the ailerons - by smoothly turning the steering wheel clockwise. When this happens, the “STEERING STOP” indicator will light up.
Turn off the “STEERING STEERING LOCK” gas station.
Turn off all boosters and dampers.

Instruction No.___

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

The instructions are drawn up in accordance with the “Standard labor protection instructions for the flight crew of the IL-76 aircraft” TOI R-54-004-96.

1. General safety requirements

1.1. The instructions apply to the crew of the IL-76 aircraft:

commander of the aircraft;
co-pilot;
navigator;
flight engineer;
flight radio operator;
senior flight operator;
flight operator

Contains basic labor protection requirements for crew members when performing their duties. Special requirements to ensure the safety of crew members in the process of preparing for the flight and during the flight are set out in the “Flight Operation Manual of the IL-76 Aircraft” (FLE) and the “Flight Operations Manual” (NPP).

1.2. Aircraft crew members, regardless of qualifications and work experience, must timely and fully complete:

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

Persons who have not completed instructions are not allowed to work.

1.3. During work, crew members may be exposed mainly to the following dangerous and harmful production factors:

aircraft moving across the airfield, special vehicles and self-propelled mechanisms;
jets of exhaust gases from aircraft engines, as well as stones, sand and other objects caught in them;
air suction flows moving at high speed (aircraft engine nozzle area);
rotating propellers of parked airplanes and helicopters;
protruding parts of the aircraft and its equipment (sharp edges of antennas, unclosed doors of hatches, hatches, etc.);
increased slip (due to icing, wetting and oiling of aircraft surfaces, stairs, stepladders, parking areas and airfield surfaces);
objects located on the surface of the aircraft parking area (hoses, cables, grounding cables, etc.);
performing work close to unprotected differences in height (on a stepladder, ladder, plane, near an open hatch, front door, etc.);
electric current, which, in the event of a short circuit, can pass through the human body;
sharp edges, burrs, roughness on the surface of equipment, loads, ropes, etc.;
cargo moved during loading and unloading of an aircraft;
falling loads, collapsing structures of lifting mechanisms;
increased noise level from operating aircraft engines and APU;
increased or decreased air temperature and humidity;
static electricity discharges;
insufficient illumination of the work area, aircraft parking area, apron;
fire or explosion.

1.4. To monitor their health, crew members must undergo an annual medical examination at the Medical Flight Expert Commission (VLEK) and periodic medical examinations in the prescribed manner.

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

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

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

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

1.11. Crew members who do not comply with labor safety instructions may be subject to disciplinary action. If a violation of the instructions is associated with causing material damage to the enterprise, crew members may be held financially liable in the prescribed manner.

2. Safety requirements before departure during pre-flight preparation

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

When flying abroad, there is no pre-flight medical examination. The aircraft commander is responsible for ensuring that crew members take proper rest.

2.2. When moving around the airfield, crew members must comply with the following rules:

walk only on routes specially designated for this purpose.
to avoid accidents from collisions with vehicles and self-propelled mechanisms while walking, be careful, especially in difficult weather conditions (rain, fog, snowfall, ice, etc.) and in the dark; It should be remembered that in conditions of aircraft noise, the sound signals emitted by vehicles and the noise of the running engine of an approaching car or self-propelled mechanism may not be audible.
exercise caution near areas of increased danger (areas of operating aircraft engines, rotation of aircraft propellers, rotors and tail rotors of helicopters, radiation from antennas of ground and on-board radio equipment, taxiing and towing of aircraft, maneuvering special vehicles and mechanization equipment near an aircraft, refueling an aircraft with fuel and lubricants, loading - unloading works, etc.), as well as on the roadway, pay attention to uneven and slippery spots on the surface of the airfield and avoid moving on them.

It is dangerous to be at a distance:

less than 50 m in the direction of gas exit from the engine;
less than 10 m in front of the engine air intake;
less than 20 m when airborne radar stations are operating.

2.3. During the pre-flight inspection you must:

use serviceable stepladders and ladders provided for the IL-76 aircraft; Particular care should be taken in adverse weather conditions (for example, rain, snow). You cannot jump off a stepladder or go down several steps;
be careful when moving around the parking lot so as not to trip or hit hoses, cables, cables, sleeves, stop blocks, carts, cylinders, etc.;
to avoid head injury, be careful when moving under the fuselage near low-lying parts of the aircraft (for example, external antennas, open hatches, hatches, etc.) and in the ramp area;
Before boarding the aircraft, you must ensure that the on-board ladder is securely installed to prevent its spontaneous movement; in this case, you should pay attention to the fact that the eyes of the ladder fit into the sockets, and also that there is no ice, fuels, lubricants or other substances that promote sliding on the surface of the ladder;
when ascending (descending) the side stairs, you should exercise extreme caution and do not rush; There should not be more than one person on the side stairs at the same time; Ascent and descent should be done facing the side stairs.

2.4. During pre-flight preparation, each crew member is required to follow the requirements of the flight manual.

Flight engineer.

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

make sure that the necessary fire extinguishing equipment is available near the aircraft, thrust blocks are installed under the wheels of the main landing gear, and the aircraft is grounded;
check for foreign objects under and near the aircraft.

When viewed inside the aircraft:

make sure that all service hatches, floor and ceiling panels are closed;
make sure that the passages in the cockpit are clear;
inspect the cargo compartment and cockpit and make sure that there are no foreign objects in them;
make sure that doors, hatches and ramps are closed;
make sure that emergency equipment and flotation devices are on board and securely secured, on-board manual fire extinguishers are in place, and on-board first aid kits are complete;
check the presence of oxygen masks and oxygen in the system;
make sure that the seat locks securely, the seat belts are not damaged and the seat belt lock is working properly (if necessary, adjust the seat and the length of the seat belts);
check the seat pockets to avoid hand injuries from piercing or cutting objects.

Second pilot:

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

Air Force Commander:

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

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

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

to prevent the aircraft from tipping over onto the tail during loading and unloading of the cargo compartment, the tail support must be extended; the tail support should be released and retracted with the ramp in a horizontal position;
Before lowering and raising the ramp, extending and retracting the tail gear, opening and closing the doors in the cargo compartment, which are electro-hydraulic controlled from the front console of the senior flight operator and from the navigator's control console, you must make sure that in the area of operation of the mechanisms, as well as in the areas of movement of the ramp, supports and doors are missing people;
steel ropes used when working with loads must correspond to the weight of the load being moved; ropes that are not provided with information (for example, with a tag) about their testing should not be used in work;
When loading and unloading containers using electric winches, the onboard operator is prohibited from being in the path of their movement (in front or behind the container, respectively). To prevent injuries, it is prohibited to be under a container or other cargo, as well as at the edge of the ramp;
when loading and unloading containers and other cargo using hoists, the flight operator must insure the cargo against swinging with special support slings; To prevent hand injuries from steel ropes, it is necessary to use protective gloves;
loading and unloading of self-propelled tracked and wheeled vehicles must be done under their own power; after placing the equipment in the cargo compartment, you should set it to the parking brake, and install thrust blocks under the wheels on both sides;
when loading and unloading using struts according to the “bridge” scheme, the senior flight operator must make sure that the intermediate support is stable and securely fastened;
after placing cargo in the cabin, it is necessary to moor it with mooring chains, nets, belts and using locks on containers in accordance with the alignment of the aircraft according to the mooring diagram;
Lifting (lowering) cargo along the side ladder is prohibited.

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

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

2.7. While refueling the aircraft, it is prohibited:

perform any type of aircraft maintenance work, as well as loading and unloading operations and treating the aircraft with Arktika anti-icing fluid;
connect and disconnect the airfield power supply to the on-board electrical network;
use open fire and lamps that do not meet fire and explosion safety requirements;
Continue refueling if a thunderstorm approaches.

3. Safety requirements during the flight mission

3.1. The main condition for ensuring the safety of crew members during the flight mission is their strict compliance with the requirements of the GMP and Flight Manual.

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

3.3. While the aircraft is being towed, crew members must remain at their workplaces and, if necessary, take measures to stop the aircraft in a timely manner.

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

3.6. Starting the engines can begin only after receiving permission from the aircraft technician and reports from the crew members that the aircraft is ready for flight.

3.7. Before starting the engines, you must make sure that there are no foreign objects in the area of the exhaust gas stream and the suction air flow in the engine area; The aircraft technician producing the aircraft is ready to start the engines and has taken his place.

3.8. Before starting the engines, it is necessary to give the command “From engines”; Having received a response signal from the aircraft technician, proceed to launch.