Mil Mi 171 Flight Manual Book 1.stamped

Effective for helicopter .
NO171E 00 05440 2401 U
HELICOPTER Mi-1'71
FLIGHT MANUAL
BOOK I
FLICHT OPERATION
Section
SERVICE INFORMATION
ATTENTION!
1 The helicopter is not equipped with the following:
* "Trevoga" system,
o EYB-8A helicopter control unit,
2 The helicopter is equipped with the following:
* ramp with electrical-hydraulic drive instead of cargo clainshell doors,
"Orlan-85ST" radio instead of "Baltlan-20" radio,
e "Almaz-UPM" voice information reporting system instead of "Almaz-UP",
* RH external &el tank of increased capacity instead of the standard one,
s GYP-1-2 series 2 flight data recorder unit instead of the analog 5YP1-2.
3 The helicopter is additionally equipped with the following:
* RFI sliding door,
* long static line for paradropping through the RH door,
a elements for SLG-300 hoist installation near the RH sliding door,
additional troop seats (4 pcs.) on the frame,
* GNS-430 satellite navigation system wirh SAE-35 encoding feet-graduated
altimeter
* KT-76C ATC transponder
due to installatio~lof the IW sliding door, the KO-50 compartment is
Notes:
shifted to the area over the RW door.
FLIGHT MANUAL
LIST OF EFFECTIVE PAGES
Section, SubSection, Subject

Title Page
List of Effective
Pages
Dec 23193
Sept 09104
Section, Sub-Section,
Subject
1.6. Usage of
Check-List and
Procedures
Title Page of
1
2
Dec 23193
3
4
Nov 18104
Dec 23193
Section 2
5
6
Dec 23193
Dec 23/93
Contents of
718
Dec 23/93
Section 2
2.1. Helicopter
General contents
Dec 08/05
Category
2
3
Dec 23193
Dec 23193
2.2. General Limita-
Dec 23/93
tion of Operating
Dec 23193
Condition
Dec 23/93
'Title Page of
2.3. Minimum
Section 1
Contents of
Crew
Section 1
1.1. Foreword
1.2. Purpose of
112
Dec 23/93
2.4. Maximum
Number of
Occupants
1.1
1.2
Dec 23193
Dec 23193
1.3
Dec 23/93
1.411
1.412
Dec 23/93
Sept 09104
Dec 23193
Sept 09104
Flight Manual
1.3. Flight Manual
Holder's Duties
1.4. Usage of
Symbols and
Dec 23193
Abbreviation
1.5. Revision
System
2.5. General Light

Limitation
1.5
Dec 23193
Dec 23193
Dec 23193
Dec 23193
PAGE 1
Dec 08105
FLIGHT MANUAL

2.6. System and
Equipment
Limitation
Page
Date
Dec23193
Dec 23/93
Title Page of
Scction 3
Contents of
Section 3
3.1. Calculation of
Flight Data
3.1. Calculation of
Flight Data
3.1.1
3.1.2
3.1.3
3.1.4
3.1.5
3.1.6
3.1.7
3.1.8
3.1.9
3.1.10
3.1.11
3.1.12
3.1.13
3.1.14
3.1.15
3.1.16
3.1.17
3.1.18
3.1.19
3.1.20
3.1.21
3.1.22
3.1.23124
3.1.25126
3.1.27128
3.1.29130
3.1.31
3.1.32
3.1.33
3.1.34
Dec 23193
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec23193
Dec23193
Dec 23193
Dec 23/93
Dec 23/93
Dec23193
Dec 23/93
Dec 23/93
Dec23193
Dec23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Section, Sub-section,
Page
Subject
3.1. Calculation of
3.1.37
Flight Data
3.1.38
3.1.39
3.1.40
3.1.41
3.1.42
3.1.43
3.1.44
3.1.45
3.1.46
3.1.47
3.1.48
3.1.49
3.1.50
3.1.51
3.1.52
3.1.53
3.1.54
3.1.55
3.1.56
3.1.57
3.1.58
3.1.59
3.1.60
3.1.61
3.1.62
Dec 23193
Dec 23193
Dcc 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec23193
Dec 23193
Dec 23/93
Dec 23/93
Dec23193
Dec 23193
Dcc 23193
Dec 23193
Dec 23193 '
Dec 23193
Dec 23/93
Dec 23193
3.2.1
3.2.2
3.2.3
3.2.4
3.2.5
3.2.6
3.2.7
3.2.8
3.2.9
3.2.10
3.2.1 1
3.2.12
3.2.13
3.2.14
3.2.15
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93 '
Dec 23193 '
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Date

PAGE 2
Dec 23193
FLIGHT MANUAL
Section. SubSection, Subject

3.2. Pre-Flight
Check
Page
Date
Subject
Page
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
4.8. Check-Out Sheet
Title Page of
Section 4
Contents of
Sectio~l4
112
Dec 23/93
4.1. Taxiing
4.1.1
4.1.2
4.1.314
4.2.1
4.2.2
4.2.3
4.2.4
4.2.5
4.2.6
4.2.7
4.2.8
4.3.1
4.3.2
4.3.3
4.3.4
4.3.516
4.4.1
4.4.2
4.4.3
4.4.4
4.5.1
4.5.2
4.5.3
4.5.4
4.5.5
4.5.718
4.6.1
4.6.2
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Nov 18/04
Nov 18/04
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
4.6.4
4.6.5
4.6.6
4.6.7
4.618
4.6.9
4.6.10
4.6.1 1
4.6.12
4.7.1
4.7.2
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23/93
4.2. Takeoff and

Low-Altitude Flight
4.4. Cruising Flight

4.5. Descent
4.6. Landing
Approach
4.7. Landing
4.9. List of Acceptable

Failures
1
Title Page of
Section 4a
4a.l Extreme LowAltitude Fliglits
Date
4.9.1
4.9.2
4.9.3
4.9.4
4.9.5
:4f8
Dec 23/93
Dec 23193
Dec 23/93
Dec 23/93
Dec 23193
Dec23R3
Dec 23/93
112
Dec 23/93
4a.l.1
Dec 23193
Dec 23/93

PAGE 3
Nov 18104
FLIGHT MANUAL
Section, Sub-Section,
Subject
Page
Date
Dec 23193
Dec 23193
Mountai~iousArea
4a.9.6
43.10. Flights
for Killing Wild
Ani~nsls
Dec23193
Dec 23/93
Dec 23/93
Dec 23/93
Dec23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
4a.3. Peculiarities of
Flights wit11 Use of
Dust-, Sand- and
Snow-Covered Pads
4a.4. Instrument
IFivinn
4a.5. Night Flights
4a.6. Peculiarities
of Flights to Sites
Selected from Air
4a.7. Flights with

External Store
-4a.8. Fliehts for Performing Building and

Installation Operations
4a.9. Flights for Extinguishing Forest
Fires
48.4.3
4a.4.4
4a.5.1
Dec 23193
Dec 21193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Date
Page
11
1
43.1 1. Flizhts
for ~ r o o u k e
Csrgoes and
/~srachutists
11
II
11
4a.10.l
4a.10.2
4a.10.3
4a.10.4
4a.ll.l
Dec 23193
1
I
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dcc 23193
1
1
Title Page of
Section 5
Contents of
Section 5
Dec 23193
5.1. General Instructions on

Actions to Be
Taken bv Crew
Members in
Adverse Situation
Dec 23193
5.2. Adverse Situation CheckOut Sheets
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
5.3. Flight withFailured Engine

Control Svstem
Dec 23193
Dec 23/93
5.4. Danger
(Excessive) Vibration of Engine
Dec 23193
Dec 23193
5.5. Droo of Oil

Pressure in
Engine
Dec 23193
Dec 23193

PAGE 4
Dec 23/93
FLIGHT MANUAL
Section, Subject
Rise or
5.6.2
Dee 23193
Dec 23193
Engine Oil
5.7. Failure of Engine Temperature
Regulator
5.7.1
5.7.2
Dec 23193
Dec 23193
5.8. Troubles of
Gearboxes
5.8.1
5.8.2
Dec 23/93
Dee 23193
5.9. Failure of
vice Tank Booster
Pump
5.9.112
5.10. Failure of
Transfer Pumps
5.10.1
5.10.2
5.11.Cloggingof
Fuel Filter
5.11.1
5.1 1.2
5.12. Illumination
of 270-1 FUEL
MAIN
5.13. Failure of
viceTank Float
Valve
5.14. Failure of
Hydraulic System
5.15. Failure of
Gyro Horizon
5.16. Failure of
Gvro Horizo~ls
5.17. Failure of
Monitoring Unit
GI<K-18
5.18. Failure of
/Speed I~idicators
5.19. Ground
nance
5.20. Low-Frequency Oscillations of Helicooter in Flight
Page
Date
Page
Dee 23193
Dec 23/93
Dec 23193
Dec 23193
5.13.112
Dee 23193
5.14.1
5.14.2
Dec 23193
Dec 23/93
5.15.1
5.15.2
5.1 5.314
Dec 23/93
Dec 23/93
Dec 23193
5.18.1
5.18.2
5.19.1
5.19.2
5.20.1
5.20.2
16.1. General
6.2. Emerzencv
Check-Out
Sheets
Dec 23193
Dec 23193
Dec 23193
Dec 23193
6.3. Rules for

of Emergency
Check-Out
Out Sheets
6.4. Fire it1
Maill Gearbox.
Auxiliary Power
Unit BCY. KOHeater
tlnent
6.5. Fire in
Compartment
Dec 23193
5.17.112
Contents of
Section 6
Dec 23193
5.12.1
5.12.2
5.16.1
1.16.2
Section 6
6.6. Failure of
Two Engines in
Flieht
Dee 23193
Dec 23193
Dee 23193
Dec 23193
6.7. Flinlit with

One Engine 111operative
Dec 23193
Dec 23193
6.8. Flight with
All Generators
Inoperative
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dcc 23193
Dee 23193
Dec 23193
Dec 23/93
Dec23n3
Dec 23193
Dec 21/93
Dec 23193
Dec 23193
Dee 23193
Dec 23193
Dee 23193
Dec 23/93
Dec 23193
Dec 23193
Dee 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dee 23193
Dec 23193
Dec 23193
Dee 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193

PAGE 5
Dec 23/93
FLIGHT MANUAL
Page
Date
' Subject
6.9. Emergency
La~ldi~lg
6.10. Ditching
6.1 1. External Store

Emergency Release
6.9.1
6.9.2
6.9.3
6.9.4
Dec 23/93
Dec 23/93
Dec 23/93
Dec 23193
6.10.1
6.10.2
6.10.3
6.10.4
6.10.516
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
6.1 1.112
Dec 23193
6.12. "Vortcx-Ring"
State
6.12.1
6.12.2
Dec 23193
Dec 23193
6.13. Failure of Di1.ectiona1Control

ill Flight
6.13.1
6.13.2
6.13.3
6.13.4
6.13.516
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23/93
6.14.1
6.14.2
Dec 23193
Dec 23/93
6.14. Occurrence of
Low- Frequency
Vertical Oscillatio~ls
Title Page of
Section 7
Cotltet?tsof
Section 7
7.1. Basic Characteristic
7.2. Su~n~ilary
of
Characteristic
Speeds
112
Dec 23/93
7.1.1
7.1.2
7.1.3
7.1.4
7.2.112
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Page
Date
7.3. Takeoff
7.3.1
7.3.2
Dec 23193
Dec 23/93
7.4. Climb
7.4.1
7.4.2
Dec 23/93
Dec 23193
7.5. Cruising
Flight
7.5.1
7.5.2
7.5.3
7.5.4
7.5.5
7.5.6
Dec 23193
Dec 23/93
Dec 23193
Dec 23193
Dec 23193
Dec 23193
7.6. Descent
7.6.112
Dec 23/93
7.7. Approach
and Landing
7.7.112
Dec 23193
7.8. Operational
Limits
7.8.112
Dec 23193
7.9. Position
Error Correctio~~s
7.9.112
Dec 23/93
7.10. Helicopter
Control Features
7.10.1
7.10.2
7.10.3
7.10.4
7.10.5
7.10.6
7.10.7
7.10.8
7.10.9
7.10.10
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dec 23193
Dee 23193
Dec 23193
7.1 1. Nomographs, Graphs
7.11.1
7.1 1.2
7.11.3
7.11.4
Dec 23193
Dec 23193
Dec 23/93
Dec 23193
i
i

PAGE 6
Dec 23/93
FLIGHT MANUAL

e
PAGE 718
Dec 23/93
FLIGHTMANUAL
GENERAL CONTENTS
Book One
GENERAL CONTENTS
Page
Section 1. SERVICE 1.1. Foreword
1.1
INFORMATION
..........................
of Flight Manual . . . . . . . . . .
1.2
.....
1.3
1.2. Purpose
1.3. Flight Manual Holder's Duties
1.4. Usage of Symbols and Abbreviations. 1.4

1.5. Revision System . . . . . . . . . . . . . . . . . . . . 1.5
1.6. Usage of Checklists and Procedures. 1.6
Section 2. GENERAL 2.1. Helicopter Category
...............
OPERATIONAL LIMITA-2.2. General Limitations of Operating

TIONS
Conditions ........................
......................
Number of Occupants . . . . . . .
Flight Limitations . . . . . . . .
2.3. Minimum Crew

2.4. Maximum
2.5. General
2.6. Systems and Equipment Limitations .
........
........................
Data on Calculation . . . .
Section 3. PREPARA-3.1. Calculation of Flight Data

TION FOR FLIGHT
3.1.1.
General
3.1.2. Initial
3.1.3.
Selection of Flight Level and

Flight Conditions . . . . . .
3.1.4.
Determination of Required
of Fuel . . . . . . . . . . . . . . .
. . . . . . . .Optimum
. . . . . . . . Quantity
3.1.5.
Determination of Maximum
........Permissible Takeoff Mass of
. . . . . . . .Helicopter . . . . . . . . . . . . . . . . . . . . .
3.1.6.
Determination of Maximum of
Landing Mass
. . . . . . . .Helicopter. . . . . . . . . . . . . . . . . . . . .
. . . . . . . . Permissible
3.1.7.
Determination of Payload
.......
3.1.8.
Final Calculation of Helicopter.

. . . . . . . .Takeoff Mass..... . . . . . . . . . . . . . . .
3.1.9.
Calculation of Time, Track and

Flight
. . . . . . . . Fuel Consumption at
. . . . . . . . Stages . . . . .....................
Dec 23/93
General Contents
FLIGHT MANUAL
GENERAL CONTENTS .Book One
3.1.10. Calculation of Return Boundary . .
Page
3.1.21
3.1.11. Calculation of Helicopter Center

of Gravity . . . . . . . . . . . . . . . . . . . . . . 3.1.23/24
. . . . . . . . . . . . . 3.1.23/24
Pre-Flight Check . . . . . . . . . . . . . . . 3.2.1
General ........................ 3.2.1
Helicopter External Inspection . 3.2.2
Helicopter Internal Inspection . 3.2.9
3.1.12. Nomographs. Graphs

3.2.
3.2.1.
3.2.2.
3.2.3.
3.2.4.
Preparation of Engines for

Starting . . . . . . . . . . . . . . . . . . . . . . . 3.2.19
3.2.5.
Preparation for Taxiing
Section 4 . NORMAL
4.1.
PROCEDURES
4.2.
4.3.
4.4.
4.5.
4.6.
4.7.
4.8.
4.9.
Section 4a . USE OF 4~2.1.

4a.2.
HELICOPTER FOR
4a.3.
VARIOUS OPERATIONS
........
Taxiing . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff and Low-Altitude Flight .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruising Flight . . . . . . . . . . . . . . . .
Descent . . . . . . . . . . . . . . . . . . . . . . . .
Landing Approach . . . . . . . . . . . . . . .
Landing . . . . . . . . . . . . . . . . . . . . . . . .
Check-Out Sheet . . . . . . . . . . . . . . . .
List of Acceptable Failures . . . .
Extreme Low-Altitude Flights . . .
Flights in Mountainous Area . . . .
Peculiarities of Flights with
Use of Dust..
Sand- and SnowCovered Pads . . . . . . . . . . . . . . . . . . .
Instrument Flying . . . . . . . . . . . . . .
Night Flights . . . . . . . . . . . . . . . . . .
Peculiarities of Flights
To Sites Selected from Air . . . . .
Flights with External Store . . . .
Flights for Performing Building
and Installation Operations . . . .
Flights for Extinguishing
Forest Fires . . . . . . . . . . . . . . . . . . .
Flights for Killing Wild
Animals . . . . . . . . . . . . . . . . . . . . . . .
General Contents
Dec 23/93
3.2.22
4.1.1
4.2.1
4.3.1
4.4.1
4.5.1
4.6.1
4.7.1
4.8.1
FLIGHT MANUAL
GENERAL CONTENTS - Book One
Page
Section 5. ABNORMAL
PROCEDURES
5.1
Flights for Dropping Cargoes

and Parachutists . . . . . . . . . . . . . . . . 4 a . l l . l
General Instructions on Actions
to Be Taken by Crew Members in
Adverse Situations . . . . . . . . . . . . . . 5 . 1 . 1
Adverse Situation Check-Out
, , ,
,
. . . . . 5.2.1
Sheets
Rules for Use of Adverse
Situation Check-Out Sheets . . . . . . 5 . 2 . 9
Flight with Failed Engine
Control System . . . . . . . . . . . . . . . . . . 5 . 3 . 1
Danger
(Excessive) Vibration
of Engine . . . . . . . . . . . . . . . . . . . . . . . 5 . 4 . 1
Drop of Oil Pressure in Engine . . 5 . 5 . 1
Oil Temperature Rise or
Appearance of Metal Chips in
Engine Oil . . . . . . . . . . . . . . . . . . . . . . . 5 . 6 . 1
Failure of Engine Temperature
Regulator . . . . . . . . . . . . . . . . . . . . . . .5 . 7 . 1
Troubles of Gearboxes . . . . . . . . . . . 5 . 8 . 1
Failure of Service Tank Booster
Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . .5 . 9 . 1 / 2
Failure of Transfer Pumps . . . . . . . . 5 . 1 0 . 1
Clogging of Fuel Filter . . . . . . . . . - 5 . 1 1 . 1
Illumination of 2 7 0 - 1 FUEL
REMAIN Annunciator . . . . . . . . . . . . . . 5 . 1 2 . 1
Failure of Service Tank Float
Valve . . . . . . . . . . . . . . . . . . . . . . . . . . .5 . 1 3 . 1 / 2
Failure of Main Hydraulic
System . . . . . . . . . . . . . . . . . . . . . . . . . .5 . 1 4 . 1
Failure of Main Gyro Horizon . . . . 5 . 1 5 . 1
Failure of Two Gyro Horizons . . . . 5 . 1 6 . 1
Failure of Roll Monitoring
Unit FIN-18 . . . . . . . . . . . . . . . . . . . . . 5 . 1 7 . 1 / 2
Failure of Two Speed Indicators
5.18.1
Ground Resonance . . . . . . . . . . . . . . . . 5 . 1 9 . 1
Low-Frequency Oscillations of
Helicopter in Flight . . . . . . . . . . . . 5 . 2 0 . 1
... . . . . . . . ....
Generol C o n t e n t s
Dec 2 3 / 9 3
FLIGHT MANUAL
GENERAL CONTENTS . Book One
Section 6 .
EMERGENCIES
6.1.
6.2.
6.3.
Section 7 .
PERFORMANCE
Page
General . . . . . . . . . . . . . . . . . . . . . . . . .6 . 1 . 1
Emergency Check-Out Sheets . . . . . . 6.2.1
Rules for Use of Emergency
Check-Out Sheets . . . . . . . . . . . . . . . . 6.3.1
Fire in Engine. Main Gearbox.
Auxilia.ry Power Unit BCY.
K O - 5 0 Heater Compartments . . . . . . . 6 . 4 . 1
Fire in Ca.rgo Compartment . . . . . . . 6 . 5 . 1
Failure of Two Engines in
Flight . . . . . . . . . . . . . . . . . . . . . . . . . .6 . 6 . 1
Plight with. One Engine
inoperative . . . . . . . . . . . . . . . . . . . . .6 . 7 . 1
Flight with All Generators . . . . . . .
Inoperative . . . . . . . . . . . . . . . . . . . . . 6.8.1
Emergency Landing . . . . . . . . . . . . . . . 6 . 9 . 1
Ditching . . . . . . . . . . . . . . . . . . . . . . . . . 6.10.1
External Store Emergency
Release . . . . . . . . . . . . . . . . . . . . . . . . . 6.11.112
"Vortex-Ring" State . . . . . . . . . . . . . 6 . 1 2 . 1
Failure of Directional Control
in Flight . . . . . . . . . . . . . . . . . . . . . . . 6.13.1
Occurrence of Low-Frequency
Vertical Oscillations . . . . . . . . . . .
Basic Definitions . . . . . . . . . . . . . . .
Summary of Characteristic
Speeds . . . . . . . . . . . . . . . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Cruising Flight . . . . . . . . . . . . . . . . .
Descent . . . . . . . . . . . . . . . . . . . . . . . . .
Approach and Landing . . . . . . . . . . . .
Operational Limits . . . . . . . . . . . . . .
Position Error Corrections
Helicopter Control Features . . . . .
Nomographs. Graphs . . . . . . . . . . . . . .
(cont'd)
General Contents
4
Dec 23/93
FLIGHT MANUAL
GENERAL CONTENTS . Book TWO
Page
Book 2
Section 8
8.1.
OPERATION OF
HELICOPTER SYSTEMS 8.2.
AND EQUIPMENT
8.3.
8.4.
8.5.
8.6.
8.7.
8.8.
8.9.
8.10.
8.11.
8.12.
8.13.
8.14.
8.15.
8.16.
8.17.
8.18.
8.19.
8.20.
8.21.
8.22.
8.23.
Appendices
Main Dimensional Data of

Helicopter . . . . . . . . . . . . . . . . . . . . . . 8.1.1
Engine. Its Systems and
Transmission . . . . . . . . . . . . . . . . . . . . . 8.2.1
Auxiliary Power Unit . . . . . . . . . . . . 8.3.1
Fuel System . . . . . . . . . . . . . . . . . . . . . 8.4.1
Hydraulic System . . . . . . . . . . . . . . . . 8.5.1
Pneumatic System . . . . . . . . . . . . . . . . 8.6.1
Electrical Power System . . . . . . . . . 8.7.1
Helicopter Flight Controls . . . . . . 8.8.1
Landing Gear . . . . . . . . . . . . . . . . . . . .8.9.1
Fire Protection System . . . . . . . . . . 8.10.1
Heating and Ventilation System . . 8.11.1
Ice-Protection System . . . . . . . . . . . 8.12.1
Oxygen Equipment . . . . . . . . . . . . . . . . 8.13.1
Radio Navigation Equipment . . . . . . 8.14.1
Communications Equipment . . . . . . . . 8.15.1
Flight and Navigation Equipment
8.16.1
Lights . . . . . . . . . . . . . . . . . . . . . . . . . . 8.17.1
Instruments and Instrument System 8.18.1
Flight Data Recording . . . . . . . . . . . 8.19.1
External Load Sling System . . . . . . 8.20.1
Air-Cooling System . . . . . . . . . . . . . . 8.21.1
Dust Protection Device . . . . . . . . . . 8.22.1
Main Rotor Limit Speed Warning
Unit FCr0-400A . . . . . . . . . . . . . . . . . 8.23.1/2
Weighing Device .................. 8.24.1
............ 8.25.1
~~~i~ment/Furnishings
Instructions for Ground Crew
Which Preparing Loads for
Transportation by External
Load Sling System . . . . . . . . . . . . . . . 9.1.1
Instructions on Application
of Device for Lowering People
and Stores from Helicopter . . . . . . 9.2.1
Dec 23/93
General Contents
FLIGHT MANUAL
GENERAL CONTENTS - Book Two
Page
9.3.
9.4.
9.5.
9.6.
9.7.
Elimination of Out-of-Track
Condition of Main Rotor Blades . .
Instructions on Helicopter
Fueling . . . . . . . . . . . . . . . . . . . . . . . . .
Summary Checklist for Crew . . . . . .
Measuring Helicopter Rotor
Thrust . . . . . . . . . . . . . . . . . . . . . . . . . .
Reference Data . . . . . . . . . . . . . . . . . .
Ceneral Contents
000
Dec 23/93
9.3.1
9.4.1
9.5.1
9.6.1
9.7.1/2
I3
Fi
FLIGHT MANUAL
SERVICE INFORMATION - Contents
S e c t i o n 1
SERVICE INFORMATION
TABLE OF CONTENTS
Page
1.1. Foreword
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.1
1.2. Purpose of Flight Manual . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2
1.3. Flight Manual Holder's Duties . . . . . . . . . . . . . . . . . . . . . . . . . 1.3
1.4. Usage of Symbols and Abbreviations . . . . . . . . . . . . . . . . . . . . 1 . 4
1 . 5 . Revision System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.5
1.6. Usage of Checklists and Procedures . . . . . . . . . . . . . . . . . . . . 1.6
000
Dec 23/93
Contents
1.1/2
FLIGHT MANUAL
SERVICE INFORMATION - Foreword
1.1.
FOREWORD
1.1.1.
The helicopter Flight Manual contains the information, instructions and recommendations required for the complete
use of the helicopter capabilities and safe accomplishment
of the flight within the established limitations, flight
and operating conditions. The skilled operation of the
helicopter is provided if the Manual is thoroughly studied
by the personnel and the instructions laid down therein
are correctly followed.
1.1.2.
The Flight Manual consists of two books

Book 1 . Flight Manual proper, comprising the' following
sections:
1.
Service Information;
2.
General Operational Limitations;
3.
Preparation for Flight;
4.
Normal Procedures;
4a. Use of Helicopter for Various Kinds of Operations.and

under Various Conditions;
5. Abnormal Procedures;
6. Emergencies;
7. Flight Performance;
Book 2. Operation of Helicopter Systems and Equipment,
comprising the following sections:
8. Operation of Helicopter Systems and Equipment;

9. Appendices.
The Flight Manual contains the values of parameters of the

systems and equipment which have the informative nature
determining their serviceability (efficiency, functioning)
in flight. The values of parameters, accuracy-characteristics for the systems and equipment are determined in
accordance with the helicopter Maintenance Manual.
-
000
Dec 23/93
1.1
FLIGHT MANUAL
SERVICE INFORMATION - Purpose of Flight Manual
1.2.
PURPOSE OF FLIGHT MANUAL
1.2.1.
The helicopter Flight Manual is the basic flight and technical document which determines and specifies the particular flight operation rules and piloting technique for
the given type of helicopter, with the helicopter flying
peculiarities taken into account.
1.2.2.
The requirements and instructions laid down in the present

Flight Manual are mandatory for all pilots in command and
flying personnel operating this type of helicopter.
1.2.3.
The helicopter is prohibited to take off if no Flight

Manual is taken aboard.
1.2
Dec 23/93
FLIGHT MANUAL
SERVICE INFORMATION - Flight Manual Holder's Duties
1.3.
FLIGHT MANUAL HOLDER'S DUTIES
1.3.1.
The Flight Manual holder is the helicopter commander, and

in the units, enterprises and training establishments the unit commanders and chiefs of the enterprises and
training establishments.
1.3.2.
The Flight Manual holder is responsible for the timely and

correct entry of all revisions and amendments in the
Manual in compliance with the established procedure (refer
to Sub-section 1.5)
1.3.3.
The helicopter commander bears the responsibility for

timely obtaining the necessary information both in flight
and on the ground.
1.3.4.
The aircraft maintenance base chief is responsible for

taking care that the Flight Manual is on board the
helicopter.
000
Dec 23/93
1.3
FLIGHT MANUAL
SERVICE INFORMATION - Usage of Symbols and Abbreviations
1.4.
USAGE OF SYMBOLS AND ABBREVIATIONS
1.4.1.
The symbols are intended for easy finding and determining

the nature and content of the revisions and amendments
introduced into the Flight Manual.
1.4.2.
To decrease the volume of Flight Manual, the terms, words

and word groups used most frequently are abbreviated or
designated with symbols.
1.4.3.
Used in the Flight Manual are the following symbols:
the verticl line on the left margin of a page opposite

the revised or added text;
000
the symbol put at the end of the sub-section indicates

the end of the given sub-section;
(cont'd)
the abbreviation put at the end of the page indicates

that the text of the given sub-section will be continued
on the next page.
1.4.4.
The FLight Manual contains the following abbreviations:

AC
- aircraft commander;
ADF
AMB
- aircraft maintenance base;
APU
CA
CB
- circuit breaker;
CCI
CS
DA
- drift angle;
DH
AS1
ATC
CP
automatic direction finder;
auxiliary power unit;

airspeed indicator;
air traffic control;
civil aviation:
combined course indicator;

co-pilot;
compass system;
decision height;
(cont'd)
Dec 23/93
1.4/1
FLIGHT MANUAL
f9
SERVICE INFORMATION
Usage of Symbols and Abbreviations
DPD
- dust protection device;
DRA
- danger-restricted altitude;
EP
- emergency power;
FE
- flight engineer;
FM
FR
GCAS
- ground-controlled approach system;
IPS
LA
- local airline;
LSE
- landing system equipment;
ME
- navigator;
ON
OFF
- turned off;
RA
FO
HIFS
IFR
Plight Manual;
flight operator;
fuel reserve;
helicopter
helicopter intergrated flight system;
instrument flight rules;
ice protection system;
main rotor;
turned on;
radio acids;
RWY
SGH
- standby gyro horizon;
TR
runway;
tail rotor;
VHF
UHF
- ultra high frequency;
VFR
SR NDB
ISA
visual flight rules;

very high frequency;
- short-range non-directional beacon)

- International Standard Atmosphere.
FLIGHT MANUAL
SERVICE INFORMATION
Revision System
1.5.
REVISION SYSTEM (GOST B 21454-85)
1.5.1.
As the personnel acquires skills another design modifications
or changes in the on-board equipment are made these changes and

modifications are issued instead of or in addition to the
Flight Manual in the form of separate standard printed sheets
and are sent to the Flight Manual holders.
1.5.2.
For ensuring rapid informing of the Flight Manual users,

temporary revisions, may be made to be printed on a colour
paper of the required size which complies with that of the
Flight Manual.
It is not allowed to make amendment into the Record of
Temporary Revisions should it be necessary to make amendment in
the Record of temporary revisions, the latter should be deleted
and new revisions are to be made.
1.5.3.
Prompt amendments and revisions may be introduced as separate

in sets with the required printed text or as a text written by
hand followed by issuing of the revisions which are used to
change and amend the Flight Manual sheets.
1.5.4.
The revisions should be made in the Flight Manual on compliance

with the requirements of the present standard and GOST 2.60368, Section 2.
When assigning numbers to the Flight Manual pages so that the
number of the Section complies with ordinal number of the page
and the Section number with the ordinal number of the page, the
Flight Manual includes the "List of Effective Pages1' and the
"Record of Revisions and temporary Record of Revisions; the two
latter of them and given at the end of the book.
When through numbering of pages is used in book, the latter
contains only the "Record of Revisions" introduced in the
Flight Manual".
- 000 Dec 23/93
1.5
FLIGHT MANUAL
2/
s'i
SERVICE INFORMATION - Usage of Checklists and Procedures
1.6.
USAGE OF CHECKLISTS AND PROCEDURES
1.6.1.
The check-out is a basis for preparation of the helicopter

and training of the helicopter crew for the next stage
(boundary) of the flight. It comprises the execution of
the
mandatory
maintenance
operations
required
for
operation of the helicopter, by each crew member within
the scope pre-scribed by the checklists.
Perform the
check-out:
preparation
and
training
according
to
the
(a) during the visual inspection of the helicopter;

(b) before starting the engines;
(c) before taxiing out;
( d l after interception of the transition altitude;

(el before descending;
(f) before leaving the parked helicopter

1.6.2.
For the detailed operating procedures concerned with

operation of the helicopter systems and equipment and
prescribed by the checklists, refer to the respective
subsections of Section 8.
1.6.:.
The checklist containing the operations to be performed by

each member of the crew consists of two columns: the left
column contains the brief name of the object to be
inspected, the right column contains the generalized scope
of operations to be performed.
In the checklists prescribed for the external and internal
inspections of the helicopter in its preparing for flight,
the right column contains the generalized content of the
necessary characteristic of the object being inspected,
which may be estimated visually.
1.6
000
Dec 23/93
Section 2
GENERAL OPERATIONAL
LIMITATIONS
FLIGHT MANUAL
GENERAL OPERATIONAL LIMITATIONS
a5
Contents
2
S e c t i o n
GENERAL OPERATIONAL LIMITATIONS
TABLE OF CONTENTS
2.1.
2.2.
2.3.
2.4.
2.5.
2.6.
Page
Helicopter Category . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1
General Limitations of Operating Conditions . . . . . . . . . . 2.2
Minimum Crew . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.5
Maximum Number of Occupants . . . . . . . . . . . . . . . . . . . . . . . . . . 2.6
General Flight Limitations . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.7
Systems and Equipment Limitations . . . . . . . . . . . . . . . . . . . . 2.15
000
Dec 23/93
Contents
2.1/2
FLIGHT MANUAL
GENERAL OPERATIONAL LIMITATIONS - Helicopter Category
2.1.
HELICOPTER CATEGORY
2.1.1.
The cargoes up to 4 t are allowed for transportation both

in the cargo compartment and as an external store. It is
allowed to transport simultaneously the people accompanying the cargo or the cargo in the cargo compartment and
the external store in compliance with the Weight and
Balance Manual of the helicopter.
2.1.2.
The transport helicopter may transport passengers. Simultaneous

transportation of passengers and cargo except for the
passengers lugguage is strictly prohibited.
2.1.3.
It is allowed to transfer the passenger type of the helicopter

to the transportation version provided this is specified in
technical papers for the specific helicopter.
Dec 23/93
2.1
FLIGHT MANUAL
GENERAL OPERATIONAL LIMITATIONS - General Limitations
of Operating Conditions
GENERAL LIMITATIONS OF OPERATING CONDITIONS

Oaeratinrr Conditions and Tvoes of Flights
The helicopter may perform the flights in the various
meteorological and geographical conditions,by the visual
and instrument flight rules (VFR - IIBU and IFR - IIIIII) in
the day time and at night, using the attended, poorly attended and una.ttended routes of the civil aviation, as
well as flying off a.n airway and over the unmarked terrain. Both radar-controll.ed airfields and unprepared
sites, as well. as the sites selected from air may be employed for the takeoff and landing purposes. When carrying
the external cargoes, i-t is allowed to use the mode of
hovering over the sites .selected from air and unfit for
landing the helicopter.
It is allowed to fly the helicopter over the water surface, with the flight mass ensuring the flight without
descent in case of failure of one of the engines, with the
second engine operating up to the extreme power rating
within the permissible time 1.imits and when flying the
helicopter with externa.1 cargo, within the maximum permissible takeoff mass in accordance with nomograph 3 . 1 . 1 .
Flight Altitude a u i r Tenuerature
It is allowed to operate the helicopter at the ambient air
temperature from +50 to minus 50 OC.
The maximum flight altitude is 6000 m
Minima
The visual flights are performed with the observance of
the visual flight rules (VFR) and VFR minima established.
The meteorological conditions for the check hovering:
the cloud ceiling (vertical visibility)
He., . . . . . . . . . . . . . . . . . . . . . . . . . . . 50 m
visibility . . . . . . . . . . . . . . . . . . . . . 500 m
(cont'd)
2.2
Dec 2 3 / 9 3
FLIGHT MANUAL
2.2.3.3.
The takeoff and landing minima when flying the helicopter

by the instrument flight rules:
the takeoff minimum;
the cloud ceiling (vertical visibility):
visibility
. . . . . . . . . . . . . . . . . . . . . 400
Note. The
takeoff is allowed in the actual meteorological

conditions below the minimum for landing. the helicopter on the airfield of departure:
- at the airfields having the runway length not less

than 600 m , provided with the day marking for performing the takeoff in the day time and runway
edge lights for performing the takeoff at night;
when the alternative airfield is available, the
flight time to this airfield does not exceed 1 h,
and the actual and forecast meteorological conditions are not below the minimum for landing the
helicopter on this airfield. If even one of these
conditions cannot be met, the takeoff decision is
made, with the meteorological conditions in the
departure airfield being not below the minimum for
landing the helicopter on it.
(cont'd)
Dec 2 3 / 9 3
2.3
FLIGHT MANUAL
The landing minima:

Mode of landing approach
Landing minimum parameters

Runway viDecision
height Wd, m
sual range
his, m
By reference to the precision-approach radar and non-directional

beacons (GCAS + LSE)
By reference to the precision-approach radar (GCAS)
By reference to two non-directional
beacons (LSE)
By reference to one non-directional
beacon (ONDB)
2.4
000
Dec 23/93
FLIGHT MANUAL
GENERAL OPERATIONAL LIMITATIONS - Minimum Crew
2.3.
MINIMUM CREW
2.3.1.
The helicopter crew consists of three men:
2.3.2.
the helicopter commander (KC);

the co-pilot (CP);
the flight engineer (FE).
In performing the flights with the external store, the flight

mechanic does the work of the flight operator.
Notes: 1 . When, performing the flights for extinguishing the
forest fires, the pilot observer is included into
the crew.
2 . When performing the flights indicated in the civil
(refer to
aviation navigation manual (HIIIC r A )
Sub-section 2 . 1 0 1 , the navigator may be included
into the crew.
000
Dec 2 3 / 9 8
2.5
FLIGHT MANUAL
GENERAL OPERATIONAL LIMITATIONS - Maximum Number of Occupants
2.4.
MAXIMUM NUMBER OF OCCUPANTS
2.4.1.
It is allowed to carry the people in the cargo compartment

in the quantity specified in the Weight and Balance Manual
of the helicopter.
2.4.2.
The transport helicopter may transport up to 26 passengers and

cabin attendant (in compliance with the number of
passengers and passenger seats)
one
2.6
000
Dec 23/93
3x,
FLIGHTMANUAL
GENERAL OPERATIONAL LIMITATIONS - General Flight Limitations
2.5. GENERAL FLIGHT LIMITATIONS

2.5.1.
Extreme Center-of-Gravity Limits
2.5.1.1.
Extreme forward center of gravity:
(a) for the flight mass of 12,500 kg and less
(b) with the flight mass of 13,000 kg
plus 300 mm
fore of main
rotor axis)
plus 257 mm
2.5.1.2. Extreme aft center of gravity:

(a) for the flight mass of 12,500 kg and less
minus 95 mm
aft of main
rotor axis)
(b) with the flight mass of 13,000 kg
plus 20 mm
2.5.1.3. With the flight mass intermediate values being from

12,500 kg to 13,000 kg, tolerable center-of-gravity positions vary in accordance with the graph presented in Fig.
3.1.37.
2.5.2.
Helicopter Mass Limitations
2.5.2.1. Maximum takeoff mass

Normal takeoff mass
2.5.2.2. Maximum takeoff mass when flying with the
external store (including external store
mass)
13,000 kg
2.5.2.3. Maximum mass of cargo carried inside the

fuselage (with the main fuel tanks filled
completely)
4000 kg
2.5.2.4. Maximum mass of external store
4000 kg.
Note. The tolerable loads on the fuselage floor and the

center-of-gravity graphs are indicated in the Weight
and Balance Manual of the helicopter.
(cont'd)
Dec 23/93
2.7
FLIGHTMANUAL
GENERAL OPERATIONAL LIMITATIONS - General Fliqht Limitations
2.5.3.
Rotational Speed of Main Rotor
2.5.3.1. During the flight at the transient power settings, the main
rotor speed may be increased for a short time not exceeding
20 s:
at the power setting over cruising power

setting I1 up to
101 %
- at the power setting below cruising power

setting I1 up to
103 %
- two times during the service life up to
108 %
2.5.3.2. During the flight, the main rotor speed may be decreased
for a short time:
- at the transient power settings (up to

30 s) up to
- in case of failure of one engine, four
times during the service life (each time
for not more than 10 s)up to
-
during the main rotor "pull-up" landing,

with one engine running, for not more than
5 s (by reference to the indicator), four
times during the engine service life up to
75 %.
2.5.3.3. The main rotor speed at which the generators are automatically switched off is less than 88 % .
2.5.4.
Flight Speed
2.5.4.1. The speed authorized for climbing, level flight, power-on

glide, authorization flight are indicated below.
2.8
(cont' d )
Dec 08/05
FLIGHT MANUAL
GENERAL OPERATION=
Altitude, m
LIMITATIONS - General Flight Limitations
Permissible itidicated airspeed (kmlh) versus pressure altitude of flight

more than 1 1,100
Up to 1000
2000
3000
4000
4800
5000
1 1,100 and less
maximum
minimum
maximum
~ninirnum
230
195
160
120
100
60
60
60
60
80
250
60
60
60
60
60
60
130
100
6000
230
210
170
140
80
Notes: 1. With the normal takeoff mass and aft center of gravity (with the colnmon
center of gravity of the cargo being carried positioned opposite the red arrow
on the cargo compartment starboard), the maximum flying airspeed is limited
up to 240 kmlh.
2.
With the flight mass exceeding the normal one for the helicopter with minus
center of gravity, the maximum climb speed is limited to 220 kmlh.
2.5.4.2.
It is allowed to perform the vertical descent and power-on glide at the speeds less than 40
kmlh, with the vertical velocity not exceeding 4 mls.
2.5.5.
Turn Rate. Angles of Roll and Pitch
2.5.5.1.
The maximum rate of hovering turn should not exceed 12 degls. In this case, the pedal
reversal time in changing the hovering turn direction should be at least 3 s.
2.5.5.2.
At the wind velocity more than 10 mls, the 360-degree turns are intolerable.
2.5.5.3.
It is allowed to perform the turns and 360-degree banked turns at the roll angles not
exceeding:
(a)
15 deg, throughout the entire range of airspeeds and flight masses of the helicopter
in the IFR conditions
(cont'd
Sept 09104
2.9
FLIGHT MANUAL
I
I
and at night and also when flying with the external store, in the extreme turbule~lceconditions, with
one engine operating, in the main rotor autorotation mode and at altitudes over 3000 m;
(b) 30 deg, while flying as per VFR, at the flight airspeeds up to 250 kmlh, with the normal flight mass
amounting to 11 100 kg and less, at the altitudes ranging from 50 to 3000 In.
It is allowed to perform the euergetic turns (in case of necessity) with the angles of roll amouilting
up to 45 deg., while flying as per VFR at the altitudes of 50 to 1000 m, with the helicopter flight
mass 11 100 kg and less, at the airspeeds ranging from 100 to 200 kmlh.
When performing the banked turns and turns at the altitudes up to 50 111over the relief, the tolerable
angle of roll in value is numerically equal to the flight altitude (i.e. at the altitudeof 10 m - 10 deg,
20 m - 20 deg, 30 111- 30 deg ), but in all cases it should not exceed 45 deg;
(c) 20 deg, while flying as per VFR, at the airspeeds up to 250 kmlh, with the flight mass over 11 100
kg., with the altitudes ranging from 50 m to 3000 m.
Maximum allowed angles of pitch for nose-up pitching and diving.. ........................
.20 deg.
1 2.5.5.4. Pitch angles
I1
Due to the absence of accelerometer at the helicopter, the maximum rate of pitch angle measurement
should not exceed:
-
at airspeeds over 200 kmih.. ........................................................

more than 3 deglsec
at airspeeds 200 k m h and less.. ....................................................
more than 5 degisec
2.5.6. Flight Altitude

2.5.6.1. The helicopter maximum flight altitude (service ceiling):
(a) with the flight mass more than 11 100 kg
(b) with the takeoff flight mass of 11,100 kg and less
2.5.6.2. The lielicopter static ceiling at the takeoff
Inass of 11,100 kg and less, wit11 the air bleed
for the dust protection device ejectors switch
ed off, in the standard atmospheric conditions
Note. The pressure altitudes specified in the Flight Manual text, table and figures are valid for the
standard conditions.
(cont'd)
2.10
Sept 09104
FLIGHT MANUAL
2.5.6.3.
2.5.7.
2.5.7.1.
It is allowed to perform the flights over the broken country

(hills, ravines, etc.) at an altitude of at least 20 m and
at an airspeed of at least 60 km/h, over the even terrain,
at an altitude of at least 15 m ; when flying at night over
the even terrain and broken country, keep the helicopter at
the safe altitude.
Maximum Wind Velocity
The maximum wind velocity is given in the table below.
Direction of wind
Tolerable wind
velocity at engine
start and shutdown, m/s
Tolerable wind
velocity during
helicopter hovering, takeoff and
landing, m/s
25
25
Headwind, 0 deg
R - h crosswind,
90 deg
L - h crosswind,
270 deg
Tailwind, 180 deg
10
15
The engine start and shutdown, hovering, takeoff and landing

are allowed at the airspeeds and wind directions with respect to the helicopter heading, indicated in Figs 2 . 1 . 1 and
2.1.2.
2 . 5 . 7 . 2 . The taxiing speed in the day time and at night Should not
exceed 30 km/h.
When taxiing on the dust- and snow-covered pads, the taxiing

speed should not exceed 1 0 km/h.
2.5.7.3.
It is allowed to taxi the helicopter in the day time and at

night at the wind velocity not exceeding 15 m/s in any direction of the wind with respect to the helicopter longitudinal axis, and also at the headwind velocity up to 25 m/s,
making the corrective turns up to 35 deg. with respect to
the wind direction.
2 . 5 . 7 . 4 . The engine warm-up and test, taxiing, hovering, takeoff and
landing on the dust-covered pads are carried out with the

dust protection device switched on.
Dec 23/93
2.11
FLIGHT MANUAL
For increasing the takeoff (landing) mass of the helicopter,
it is allowed to perform the takeoff (landing), with the
dust protection device ejector switched off, at the
helicopter commander's discretion.
It is recommended to operate the helicopter without the use
of the dust protection device in winter conditions at the
snow-covered airfields.
2.5.8.
Dimensions of Landing Pad Elements
2.5.8.1. The minimum dimensions of the landing pads for no-run takeoff and landing without the use of ground effect are
21x17 m .
2.5.8.2. The minimum dimensions of the landing pads for non-run takeoff and landing in the ground effect and for takeoff and
landing with run and roll are indicated in the Table 2.2
given below. The dimensions of the stopways and shoulders
should be at least 5 m.
I
Pressure altitude, m
1500
Over
Over
Over
Over
Notes:
For no-run takeoff

and landing in
ground effect
For takeoff and

landing with run
and roll
and less
1500 to 2000
2000 to 3000
3000 to 3500
3500 to 4000
I . The pad dimensions indicated in the table for the
flight masses determined from the nomographs presented in Figs 3.1.1, 3.1.3 are given without ac
count of the engine failure at takeoff and landing.
2. The surface of the pad for takeoff and landing
with run and roll (pavement and ground conditions)
should ensure the safe run of the helicopter at
takeoff and its roll at landing.
(cont'd)
2.12
Dec 23/93
FLIGHT MANUAL
M u - 8AMT
2 . 5 . 8 . 3 . The minimum dimensions of the working area of the landing
pads for the no-run takeoff and landing are 10x10 m , for the
takeoff and landings with run and roll are 110x20 m.
Notes: 1. It is allowed to arrange the working area in any
place of the landing pad.
2. At the distance up to 20 m from the working area

edge, no obstacles having the height more than
1 m should be beyond the landing pad.
2 . 5 . 8 . 4 . . The air approach legs (L1 and L2) (Fig. 2.1.3) as well as the
slopes of the obstacle limitation conventional plane (tgel,

tg02, tgp) are:
- for the non-run takeoff and landing without the use of the
ground effect: L1 = 15, Lz = 300/150 m) in the direction of
the landing pad
longitudinal or cross center line,
respectively), tgel = 1/10, tge2 = 1/2, tgP1 = 1/10, tgP2 = 1/1;
for the non-run takeoff and landing in the ground effect and
takeoff and landing with run and roll:
L1 = 100 m, L2 = 1120 m, tg01 = 1/10, tgB2 = 1/8, tgPl = 1/2,
(in this case, width bl of the obstacle limitation
conventional plane at the end of leg L1 is 100 m, whereas
width bz at the end of leg L2 is 660 m)
2 . 5 . 8 . 5 . The no-run landing and takeoff without shutting down the en-
gines are tolerable on the pad having the following slope

(gradient):
with the nose towards the slope
up to 7 deg;
with the nose down the slope
up to 5 deg;
with the port side towards the slope
up to 7 deg;
- with the starboard towards the slope
up to 3 deg.
(cont'd)
Dec 2 3 / 9 3
2.13
FLIGHT MANUAL
The maximum slope values of the pad for performing the norun takeoff and landing, with the engines shut down, should
not exceed 3 deg.
2.5.8.6.
The landing pad working area should have the underlying surface
strength at least 3 kgf/cm2; in this case, the height of the
working area surface roughness should not exceed 0.1 m.
2.5.8.7.
If it is impossible (proceeding from the relief conditions)

to equip the bilateral takeoff position, it is allowed to
equip the unilateral takeoff position. In this case, the
distance from the landing pad end to the obstacle obstructing the second direction of the takeoff position should be
at least 2 0 m .
2 . 5 . 8 . 8 . For preventing the possible main
rotor blade bump against
the tail boom, it is prohibited to:
- deflect the control stick backward from the neutral position through more than 1/2 of the control stick travel in
all flying conditions, with the forward speeds exceeding
8 0 km/h;
- deflect the control stick backward through more than 1 1 2
of the control stick travel behind the neutral position,
with the main rotor collective pitch being less than 3 deg
against the rotor pitch indicator when performing the helicopter landing with roll and taxiing.
2.14
Dec 23/93
FLIGHT MANUAL
41
GENERAL OPERATIONAL LIMITATIONS - Systems and Equipment Limitations
2.6.
SYSTEMS AND EQUIPMENT LIMITATIONS

The systems and equipment limttations are laid down in Section 8 "Operation of Helicopter Systems and Equipment".
FLIGIIT MANUAL
GENERAL OPERATIONAL LIMITATIONS - Gcneral F l i g h t L i m i t a t i o n s
Example. With a right-hand crosswind direction of 300 relative

to the helicopter heading, the maximum wind velocity
is 20 mls (point A )
Maximum Velocity of Wind Versus Its Direction Relative

to Helicopter Heading During Wain Rotor Starting and
Stopping and Helicop-ter Taxiing
Figure 2 . 1 . 1 .
Dec 2 3 / 9 3
2.16
i%
FLIGHT MANUAL
GENERAL OPEEATIONAL LIMITATIONS - General Flight Limitations
Example. With a right-hand crossmind direction of 40 relative to the helicopter heading, the maximum wind
velocity is 15 m/s (point 6)
Maximum Velocity of Wind Versus Its Direction Relative to
Helicopter Heading During Helicopter Hovering, Takeoff
and Landing
Figure 2.1.2
(cont'd)
Dec 23/93
GENERAL OPERATIONAL LIhlITATIONS
General Plight Limitations
Diagram of obstacle limitation during no-run takeoff and

landing without the use of ground effect at pads of 21x17 m.
A-A
Diagram of Landing Pad and Approach Areas when Flying Under

Visual Flight Rules (IIBII): h - equal to 150 rn - obstacle
@2, 0 limitation altitude; 11, t 2 - approach legs;
slopes of obstacle limitation bl, b2 is the width of
conventional plane at end of legs e l and t'2
Figure 2.1.3
- 000 Dec 23/93
2.18
Section
PREPARATION FOR FLIGHT
FLIGHT MANUAL
Section
Contents

TABLE OF CONTENTS
Page
....................
3.1.1
3.1.
Calculation of Flight Data
3.1.1.
General
3.1.2.
Initial
3.1.3.
Selection of Flight Level and Optimum Flight

Conditions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.L.1
3.1.4.
Determination of Required Quantity of Fuel. . . . .
3.1.5.
Determination of Maximum Permissible Takeoff

Mass of Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.5
3.1.6.
Determination of Maximum Permissible Landing

Mass of Helicopter . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.8
3.1.7.
3.1.8.
Final Calculation of Helicopter Takeoff Mass . . .
3.1.9.
Calculation of Time, Track and Fuel Consumption

at Flight Stages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.11
.......................................
Data on Calculation . . . . . . . . . . . . . . . . . . .
3.1.1
3.1.1
..
......................
Calculation of Return Boundary
1. j . 3
3.,.9
3.1. i l
................
3.1.2'~
Calculation of Helicopter Center of Gravity . 3.1.23/24

Nomographs, Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.1.2?;/?4
Pre-Flight Check . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
3.2.:.
......................................
Helicopter External Inspection . . . . . . . . . . . . . . . .
Preparation of Engines for Starting . . . . . . . . . . .
3.2.,
General
3.2.9
3.2.:1.9
. . . . . . . . . . . . . . . . . . . . . . . 3.2.22
000 Dec 23/93

-
Contei?t.:j
3 . 3. / ?:
FLIGHT MANUAL
PREPARATION FOR FLIGHT - Calculation of Flight Data
3.1.
CALCULATION OF FLIGHT DATA
3.1.1.
General
Before each flight, the crew must carry out the flight calculation which includes the following procedures:
reception of the initial data for calculation;

determination of the optimum flight level and airspeed;
determination of the required quantity of fuel;
determination of the maximum permissible mass of the helicopter for takeoff and landing;
- calculation of the helicopter center of gravity;
- determination of the payload;
-determination of the time, track and fuel consumption at
the flight stages;
- calculation of the return boundary.
3.1.2.
Initial Data on Calculation

For making the flight calculation, * t h e crew
provided with the following initial data:
3.1.3.
should
be
the enroute distance from the airfield of departure to

the airfield of destination;
the distance from the airfield of destination to the most
distant alternate airfield (within its reach);
the data on distribution of wind and air temperature in
the altitudes;
the actual or forecast weather conditions at the airfields of departure, destination and the alternate airfield (the wind direction and velocity, air pressure and
temperature);
the mass of the loaded helicopter and its center of gravity according to the log book;
the parameters of the takeoff and landing pads;
the data on mass and overall dimensions of the carried
cargoes as well as the position of their center of gravity.
Selection of Flight Level and Optimum Flipht Conditions
3.1.3.1.Selection of Flight Level

When it is practically possible to select the flight level,
the crew should determine the optimum cwith respect to the
Dec 23/93
3.1.1
FLIGHT MANUAL
fuel consumption) altitude, with the actual situation taken
into account: the weather conditions, wind velocity and direction in the altitudes, enroute flight distance. When flying the helicopter in the still conditions, the fuel consumption decreases with the altitude increase, reaching the
minimum value at an altitude of 3000 m , with the helicopter
flight mass being close to -the normal one (11,100 kg) and at
an altitude of 2000 In when the helicopter flight mass is
equal to the maximum one (13,000 kg). As far as the wind
effect is concerned, the optimum altitude of flight will be
that at which the ground speed variation under the wind
effect is the most favourable (the maximum increase or minimum decrease of the ground speed).
3.1.3.2. Selection of Optimum Flight Speed
For performing the horizontal flight, the speed is selected
proceeding from the requirements and conditions of the mission: whether the flight is aimed at reaching the maximum
range or maximum endurance. It is recommended to perform the
prolonged flights at the cruising speeds or the speeds close
to them within an accuracy of -10 km/h. In this case, the
engine power rating in flight should correspond (approximately) to the cruising power rating (refer to Item 8.2.2).
The maximum flight time (maxj.mum flight endurance) is reached when flying the helicopter at speeds of 120 to
140 h / h
The maximum flight range of the helicopter is obtained at
the speeds corresponding to the minimum consumptions of fuel
per kilometer and determined for the particular conditions
of the flight frbm the graphs presented in Figs 3.1.14 to
3.1.20.
The maximum range and maximum endurance speeds (cruising and
economical speeds) are indicated in Table 7.5.1.
The speed for carrying the external store is determined by
the conditions of its behaviour. With the speed increasing
within the range of recommended speeds for carrying the
externai. stores, the flight range increases.
(coi~t'd)
3.1.2
Dec 23/93
FLIGHT MANUAL
5/
Thus, the fl.i.ght speed is selected from the flying mission

and the conditions offered for performing the flight.
3.1.4.
Determination of Required Quantitv of Fuel
3.1.4.1. If the flight is performed at the cruising speed in the ISA

conditions, the required quantity of fuel is determined from
the flight range graphs shown in Figs 3.1.7 to 3.1.13.
The fuel quantity determined from the graphs includes the
fuel consumed in the flight from the takeoff to the landing
as well as the guaranteed fuel reserve required for flying
the helicopter for 30 lnin at the preset alti-tude and
cruising speed.
The required quantity of fuel under the wind conditions is
determined from the same graphs by reference to the air
track covered by the helicopter during the flight to the
assigned range, with the wind effect being taken into
account. The air track calculation procedure is laid down in
Subitem 3.1.9.7a. The difference of the outside air temperature from the standard one and air bleed to and power
consumption of the helicopter systems (ice protection system, dust protection device) are accounted for by increasing
the required quantity of fuel determined from the graph in
accordance with the recommendations laid down in Subitems
3 . 1 . 9 . 7 (b) and 3.1.9.7 (c).
The flight range graphs are used as follows:
select the graph corresponding to the respective flight

altitude;
from the point corresponding to the flight range (flight

track) draw a horizontal line until it intersects the
helicopter takeoff mass line;
by reference to the horizontal line intersection with the

flight range graph, find the required fuel reserve (mf,
kg) in the horizontal axis.
500 m , the enFor example, assigned are flight altitude H

route fuel reserve for 30 min of flight at the cruising
speed, standard atmospheric conditi.ons. These data correspond to the operational range graph presented in Fig. 3.1.8.
(cont'd)
Dec 23/93
3.1.3
FLIGHT MANUAL
PREPARATION FOR FLIGHT - Calculation of Fligh'
Data
The assigned takeoff mass 3s 1 3 t and operational range in

still air Lop = 500 km. From the point corresponding to Lop
500 k m , draw the horizontal line till it intersects the
range graph for mt/o = 1 3 t and the point of intersection
1 7 6 0 kg
will give the required takeoff fuel reserve mf.tlo
on the horizontal axis.
And vice versa, if the takeoff fuel reserve in the given

1600 kg) and helicopter takeoff
conditions (for example mf
1 2 t) are known, using the graph
mass (for example, mt/,
460
presented in Fig. 3 . 1 . 8 , determine operational range L
km at altitude H
500 m with a guaranteed fuel reserve for
30 minutes of fljght at the cruising speed in the standard
atmospheric conditions.
3 . 1 . 4 . 2 . The quantity of fuel filled into the tanks should exceed the
required amount of fuel by 50 kg (the ground fuel consumption - 30 k g and unusable fuel - 20 kg).
3 . 1 . 4 . 3 . If the flight is performed at the speeds lower or higher
than the cruising speeds, carrying the external store, with

the increased enroute fuel reserve, etc., then the required
quantity of fuel is determined by the consequent calculation
according to the flight stages (refer to Items 3 . 1 . 6 and
3.1.7).
3 . 1 . 4 . 4 . The complete fuel reserve aboard the helicopter
is determined by the fuel. tank capzcity. The fuel tanks are filled
by gravity fuelling through the filler necks.
For the helicopter

3.1.1.
fuel system capacity, refer to Table

Table 3 . 1 . 1
Fuel tanks
Main (service and drop) fuel

tanks
Main fuel tanks and one
auxiliary fuel tank
Main fuel tanks and two
auxiliary fuel tanks
3.1.
Dec 2 3 / 9 3
Capacity,
-y
Mass, k g , at
= 0 . 7 7 5 kg/l
FLIGHT MANUAL
3.1.5.
Determination of Maximum Permissible Takeoff Mass

of Helicoater
3.1.5.1. The helicopter maximum permissible takeoff mass is dependent

on the airfield (pad) elevation, outside air temperature,
altitude of hovering over the pad and is determined by reference to the nomographs presented in Figs 3.1.1 to 3.1.6.
3.1.5.2. The nomographs presented in Figs 3.1.1 and 3 . 1 . 3 are constructed for engines TB3-117BM operating at the takeoff
power.
The maximum permissible takeoff (landing) mass determined

from the nomographs presented in Figs 3.1.1 and 3 ~ 1 . 3should
be decreased by:
200 k g when the dust protection device is switched on at

the altitudes from 0 to 3 km inclusively;
1000 kg when the ice protection system of the engines and
rotors are switched on.
3 . 1 . 5 . 3 .When performing the no-run takeoff in the ground effect, the

helicopter maximum permissible takeoff mass is determined
from the nomograph presented in Fig. 3 . 1 . 3 , and without the
use of the ground effect, from the nomograph presented in
Fig. 3.1.1.
The maximum permissible takeoff mass ensuring the accomplishment of the level flight at the optimum speed and at the
altitude exceeding the takeoff pad elevation by 300 m , with
one engine failed and the other engine operating at the
emergency power, is determined from the nomograph presented
in Fig. 3.1.5.
Should need arise to climb at vertical speed Vy

0.8 m/s,
with one engine failed and the other engine operating at the
emergency power, the maximum permissible takeoff mass at the
optimum speed and at the altitude exceeding the takeoff pad
elevation by 300 m should be determined from the nomograph
presented in Fig. 3.1.6.
3.1.5.4. When performing the running takeoff, determine the permissible takeoff mass of the helicopter from the nomograph presented in Fig. 3 . 1 . 3 , increasing the obtained mass value by
500 kg.
(cont'd)
Dec 23/93
3.1.5
FLIGHT MANUAL
3.1.5.5.The increment of the maximum permissible mass of the helicopter at takeoff and landing under the wind effect on the
pad is determined from the graphs presented in Figs. 3.1.2
and 3 . 1 . 4 .
In determining the maximum permissible mass, with the wind
effect taken into account, one should bear in mind that the
wind direction and velocity may vary in the process of takeoff and landing. Therefore, in determining the maximum permissible mass under the unsteady wind conditions, it is necessary to take the minimum value of maximum permissible
mass for the possible wind variation range.
In all cases, the limit mass should not exceed the helicopter maximum takeoff mass - 13,000 kg.
3 . 1 . 5 . 6 .The procedure for determining the maximum permissible takeoff mass of the helicopter from the nornographs is given in
examples 1 , 2 , 3 , 4.
E x a m ~ l e1 .
Determine the helicopter maximum permissible mass

provided the outside air temperature on the pad
is minus 10 OC, the pad is located at the height
of 2000 m above sea level, the pad dimensions
and air approaches to the pad allow the
helicopter takeoff and landing without use of
the "ground" effect. The wind on the pad blows
from the left tovrards the takeoff direction,
the wind velocity is 7 m/s.
Solution. By reference to the nomograph presented in

Fig. 3 . 1 . 1 , find the point on the outside air
temperature scale, corresponding to the temperature of minus 10 OC and draw a horizontal line
till it intersects the line corresponding to the
altitude of 2000 m . In this case, the helicopter
maximum permissible takeoff mass found on the takeoff mass axis in the still air conditions will be
equal to 12,780 kg. By reference to the graph
presented in Fig. 3 . 1 . 2 , determine that at the wind
blowing from the left at a velocity of 7 m/s the
maximum takeoff mass should be increased by 440 kg,
hence, it should amount to 12,780 k g + 440 kg
3.1.6
Dec 23/93
FLIGHT MANUAL
13,220 k g , but not more than to 13,000 kg according to Subitem 3.1.5.7; thus, the helicopter
takeoff mass should be taken to be 13,000 kg.
E x a m ~ l e2.
Determine the helicopter maximum permissible

takeoff mass, provided the outside air temperature is +I5 OC, the pad elevation is 1500 m , the
pad dimensions and air approaches to the pad
allow the helicopter-type takeoff and landing in
the ground effect. The tail wind blows on the
pad towards the takeoff direction, the wind
velocity is 4 m/s.
Solution.
By reference to -the nomograph presented in Fig.

3 . 1 . 3 , find the point on the outside air temperature scale, corresponding to the teinperature
of +15 OC and draw a horizolltal line till it:
intersects
the
line corresponding
to
the
altitude of 1500 m. Let a perpendicular fali
from the point of intersection to the takeoff
mass scale line and find the maximum permissible
takeoff mass in the still air condit,ions, it
will be equal to 14,160 kg. By reference to the
graph presented in Fig. 3 . 1 . 4 , cletermine that at
a tail wind velocity of 4 m/s, the takeoff mass
should be decreased by 1300 kg. It should amount
to 14,160 k g - 1300 kg = 12,860 kg.
Example 3 .
Determine the maximum permissible takeoff ~nass of

the
helicopter, provided
the
outside
air
temperature on the pad is minus 15 'C, the pad
elevation is 4000 ni level, the pacl dimensions
and air approaches to the pacl allow the
helicopter running takeoff and landing.
Solution. By reference to the graph presented in Fig. 3 . 1 . 3 ,

find the point on the temperature scale, corresponding to the temperature of minus 15 OC and draw
a horizontal line till it intersects the curve
corresponding to the altitude of 4000 m . Let a
perpendicular fall from the point of intersection
to the takeoff mass scale line and find the
Dec 23/93
FLIGHT MANUAL
maximum permissible takeoff mass for the no-run
takeoff in the ground effect, it will amount to
12,050 kg. To obtain the takeoff mass for the
running takeoff, it is necessary to increase this
value by 500 kg; in this case, the takeoff mass in
the given conditions at the running takeoff will
amount to 12,050 kg + 500 kg = 12;550 kg.
Example 4. Determine the maximum permissible takeoff mass of
the helicopter, which allows the accomplishment
of the horizontal flight at the optimum speed
and at the altitude exceeding the pad height by
300 m , with one engine failed and the other
engine
operating
at
the
emergency
power,
provided that the outside air temperature is
minus 30 OC, the pad elevation is 1500 m.
Solution
By reference to the graph presented in Fig. 3.1.5,

find the point on the temperature scale, corresponding to the temperature of minus 30 OC and draw
a horj.zonta1 line till it intersects the curve
corresponding to the altitude of 1500 m . Let a
perpendicular fall from the point of intersection
to the takeoff mass scale line and find the desir12,580 kg. The recomed mass which should b
mendations on determination of the main rotor
thrust -correspondence to the Maintenance Manual
nomographs are laid down in Section 9.
3.1.6.
Determination of Maximum Permissible Landinp Mass

of Helicopter
Determine the maximum permissible landing mass of the helicopter in the same order and by reference to the same nomographs as in case of determination of the maximum permissible takeoff mass of the helicopter (refer to Item 3.1.5).
If the data
on .the pad
calculating
helicopter,
on the outside air temperature are not available

planned for landing the helicopter, then, for
the maximum permissible landing mass of the
the following data should be taken into account:
(a) if the height of the pad planned for landing the helicopter is equal to the height of the airfield of depar-
3.1.8
Dec 23/93
FLIGHT MANUAL
ture, then the outside air temperature is taken to be
equal to the temperature at the airfield of departure;
(b) if the takeoff and landing pads have the different elevations, the outside temperature variation is estimated
in accordance with the International Standard Atmosphere
(the temperature drops by 6 . 5 OC for every 1000 m of the
height increase).
If the data on the wind are not available and it is
impossible to determine the wind direction at landing,
calculate the helicopter maximum permissible mass for
the most unfavourable combination of the wind velocity
and direction (the tail wind velocity is 4 to 6 m/s).
3.1.7.
3.1 . I .1. Payload mass value mp/l if it is not specified by the flight
conditions, is determined from the formula:
where: mt/,
mload
is the assigned or maximum permissible takeoff

mass of the helicopter;
is the loaded helicopter mass
is the required quantity of fuel
The maximum permissible

directed in Item 3 . 1 . 5 .
takeoff
mass
is
determined
as
The required fuel reserve is avilable in compliance with

Item 3.1.4.
3.1.7.2.The mass values of the loaded helicopter and its components
are indicated in Table 3.1.2.
If the mass of the particular loaded helicopter differs from
that indicated in Table 3.1.2 at the expense of the
additional operational items, then this difference should be
taken into account.
FLIGHT MANUAL
Table 3 . 1 . 2
I
I
Characteristics of masses in kg with

respect to variants of employment:
with
cargo
located
inside
fuselage
Name of mass
with:
with external carried
people
with
with
store
one ad. two a d ditiona ditiotank
na 1
tanks
- unloaded helicopter
- crew (three members)
- oil, when system is
fully filled with oi
- drainable remainder
of unusable fuel
- entrance ladder
- cargo ramps
- external store
- winch FJI-47
- additional fuel tank
with fasteners and
mounting fittings
- seats with seat
belts for 27 seats
7240
240
72
20
7
49
The helicopter mass is specified in the helicopter log book.
(cont'd)
3.1.10
7628
Loaded helicopter,
including:
Ferrying
helicopter
Dec 2 3 / 9 3
FLIGHT MANUAL
59
3.1.8.
Final Calculation of Helicopter Takeoff Mass

Make the final calculation of the helicopter takeoff mass
after determining the required fuel reserve and payload mass
from the formula:
The takeoff mass calculated from formula 3 . 1 . 2 should not

exceed the maximum permissible mass determined from the
graphs presented in Figs 3 . 1 . 1 to 3 . 1. G for the actual
takeoff conditions.
3.1.9.
Calculation of Time. Track and Fuel Consumption

at Flight Stages
3.1.9.1.The calculation consists of the consequent determination of

the flight time and quantity of consumed fuel at each leg of
the flown track.
Prior to making the calculation, the 'route is divided into
the following characteristic legs of the flight:
(a) takeoff and climb;
(b) descent, approach and landing;
(c) level flight legs at constant altitude and constant
speed;
(d) other legs (for example, descent and landing at the waypoint for unloading and loading the helicopter w i t h subsequent takeoff and climb).
The calculation begins with the leg for which the helicopter
flight mass is known at one of the boundary points. As a
rule, it is the leg of takeoff and climb, with the helicopter takeoff mass known (assigned, calculated or maximum
permissible mass). But sometimes the calculation is made
beginning with the end of flight, when the flight mass is
determined as the last priority after the required quantity
of fuel has been found as a result of made calculation.
The characteristics of each leg of the route are determined
with allowance for the favourable (for example, the tail
wind) and unfavourable factors having an effect on the fuel
consumption. Included into the boundary points are also the
Dec 23/93
3.1.11
FLIGHT MANUAL
reference points at which the
flight parameters are checked.
remaining fuel and
other
3 . 1 . 9 . 2 . Takeoff and Climb
The distance flown, flight time and quantity of fuel consumed during the takeoff and climb in the maximum climb rate
conditions (with the engines running at the nominal power,
indicated airspeed being in compliance with the recommendations laid down in Section 7 ) are selected from Table 3.1.3.
Note. When carrying the external store, the hovering time

and quantity of fuel consumed for picking up the cargo
are recommended to be taken equal to 75 kg and 5
minutes, respectively.
3.1.12
Dec 23/93
FLIGHT MANUAL
3.1.9.3.Descent, Approach and Landing
The distance flown, flight time and quantity of fuel consumed during the descent and landing (without allowance for
the time and fuel consumption during the approach) are
selected from Table 3.1.4.
Table 3.1.4
Top of
descent,
m
Indicated
airspeed,
km/h
Rate of
descent,
m/s
td
min
3
6000
5000
4000
3000
2000
1000
500
100
Deceleration
Hovering
Notes: 1 . W h e n carrying the external store, the hovering

time and fuel consumption are taken to be equal to
5 minutes and 75 kg, respectively.
2 . When performing the tight rectangular approach (at
the indicated airspeed of 160 km/h and altitude of
300 m), the flight time and quantity of fuel
consumed are taken to be equal to 6 minutes and
130, respectively. In this case, the characteristics of descent to an altitude of 300 m should be
taken from the table.
3.1.9.4.Other Flight Conditions
For operating the helicopter in the hovering mode without
the influence of the ground effect, calculate the quantity
of fuel consumed depending on the hovering time, with use of
the data presented in Table 3.1.5.
(cont'd)
Dec 23/93
3.1.13
FLIGHT MANUAL
Table 3 . 1 . 5
Helicopter
mass in hover0
ing, m
Fuel consumption per hour (kg) at pad

elevation, m
500
1000
2000
3000
4000
Determine the fuel consumption per kilometer ( q ) and mean

during the level flight,
consumption of fuel per hour Q
with one engine shut down, from Table 3 . 1 . 6 .
Table 3 . 1 . 6
I
3.1.14
Dec 2 3 / 9 3
64
FLIGHT MANUAL
The quantity of fuel consumed by the engines during their
operation on the ground includes:
the fuel consumption in starting and warning up the engines, taxiing to the takeoff position - 30 kg for 5 min
( 6 kglmin);
the fuel consumption during operation of engine AM-9B to

provide the on-board power supply until starting of the
helicopter engines (1.25 kg/min)/
3.1.9.5. Level Flight
(a) The length of the route horizontal leg (Lh,f) is calculated from the formula:
Lh.f
"
(Lcl
Ldes)
(3.1.31,
where L
is
the total length of the route between the airfields of departure and destination (it is determined as a result of plotting the route);
Lc 1
is
the distance flown during the climb (refer to

Table 3.1.3);
Ldes
is
the distance flown during the descent (refer

to Table 3 . 1 . 4 .
(b) The time of flight on the horizontal leg of the route

(th,f) is calculated from the formula:
where: T
is the assigned total time of flight;
thov 1 is the hovering time

Table 3.1.3);
at
takeoff;
(refer to
tcl
is the climb time (refer to Table 3.1.3);
tdes
is the descent time (refer to Table 3.1.4);
tappr
is the approach time (the approach time is

calculated depending on the established approach pattern);
thov 2 is the hovering

Table 3.1.5).
Dec 23/93
time
at
landing
(refer
to
3.1.15
FI,IGHT MANUAL
If time T is not assigned, the flight time on the horizontal
leg is calculated from the formula:
th.f
where: Vtrue
ue
Lh.f
(3.1.5)
+U e
Vtrue the true airspeed of the flight;
is
is
the equivalent wind

Table 3.1.8).
velocity
(refer
to
(c) The quantity of fuel consumed on the horizontal leg of

the route (Mf,leg) is calculated from the formula:
where
is
the fuel consumption per kilometer.
Value q is selected from the graphs presented in Figs 3.1.14

to 3.1.20 for the mean flight mass of the helicopter on the
level flight leg.
The mean flight mass is determined by one of the methods:
if the helicopter mass at the end of the level flight leg

is known, then
Mmean
Mend
K'C4end'Lh.f
at Lh,f < 100 km
(3.1.7)
- 0.5;
In this case, qend is determined for Mend;
if the helicopter mass at the start of the level flight

leg (Mst) is known and Lh.f is assigned, then
Mmean
where: K
Mst -
'qst
Lh.f
(3.1.8),
0.49, qst is determined for Mst;
if the helicopter mass at the start and end of the level

flight leg (Mst, Mend) is known, then
Mmean
- 0.5 (Mst
(cont
3.1.16
'
Mend)
'dl
Dec 23/93
(3.1.9).
FLIGHT MANUAL
The fuel consumption in flight, with one engine shut down,
is calculated by reference to the data presented in Table
3 . 1 . 6 . Fuel consumption per hour Q = q . Vtrue for any of
speeds and altitu.des is determined from the graphs presented
in Figs 3.1.20 to 3.1.27. Values q and Q at the long-range
cruise speeds for the various flight masses are indicated in
Table 7.5.2.
3.1.9.6.Calculation of Flight Range and Endurance
Carrying External Store
for Helicopter
The procedure for calculating the flight range and endurance

for the helicopter carrying the external store does not
differ from the usual one.
The level flight speeds of the helicopter carrying the
external store depend on the maximum cross-section of the
carried store (the additional parasitic drag).
The minimum and economical speeds in the level flight of the
helicopter carrying the external store do not differ from
the minimum and economical speeds of the helicopter during a
normal flight. The maximum and cruising speeds of the
flight, with the external stores having the various flight
masses and cross-section area for the altitudes (absolu.te
and indicated altitudes) up to the service ceiling are
presented in Figs 3 . 1 . 2 8 to 3.1.32.
The increment of the fuel consumption per kilometer, when
carrying the external store with maximum cross-section of
1 ]n2 in comparison with the fuel consumption per kilometer
during the helicopter flight without external store versus
the indicated air speeds is indicated in Table 3.1.5 and in
Fig. 3.1.33.
Increment of fuel consumption per kilometer
Aq in Flight
with External Store Having Maximum Cross-Section of 1 m 2
Versus Indicated Airspeed
Table 3.1.7
Vind, km/h
A q , % m2
Vind, km/h
160
100
110
120
130
140
1.3
1.7
2.1
2 . 5 3 . 0 3.6
170
180
190
200
210
Dec 23/93
150
220
230
240
3.1.17
FLIGHT MANUAL
In this case, the mean flight mass for determining the fuel
consumption per kilometer is taken with due account of the
external store mass.
When carrying the external stores having the maximum crosssection other than that of 1 m 2 , the increment of fuel consumption per kilometer is determined by multiplying the percentage of its increment Aq when carrying the external store
with maximum cross-section of 1 m2 (refer to Table 3.1.5) by
the actual maximum cross-section of the carried store.
When calculating the flight range and endurance of the helicopter carrying the external store, it is necessary to additionally take into account:
the fuel consumption and time for the takeoff and cargo
attachment - 60 k g , 4 minutes;
the fuel consumption and time for selection of a site,
cargo release and landing - 50 k g , 5 minutes.
3.1.9.7.Allowance for Influence of Various Factors
on Calculated Characteristics of Flight
The flight calculation should be made with allowance for
influence of the wind, difference between the outside air
temperature and the standard one, main rotor speed, engine
power take-off t o t h e helicopter systems.
(a) Wind Direction and Velocity
It is recommended to take the wind influence into account
with the aid of the so-called equivalent wind adopted and
approved by the International Civil Aviation Organization
(ICAO). The equivalent wind implies a false wind which
always coincides with the route direction and gives much the
same value of the ground speed as the true wind. For the
equivalent wind velocity versus the velocity and direction
of true wind, refer to Table 3 . 1 . 8 .
Practically, Table 3 . 1 . 8 ensures the sufficient accuracy for
the entire range of wind velocities of the helicopter. It is
recommended to make the calculation of the fuel consumption
in flight with allowance for the wind by reference to the
3.1.10
Dec 23/93
d .F
FLIGHT MANUAL
air track covered by the helicopter in flight to the assigned range under the influence of the equivalent headwind
or tail wind.
The time in flight on a route leg may be determined either
by the air track and true airspeed or by the actual length
of the track leg and ground speed. The helicopter air track
is determined with the use of the graph presented in Fig.
3.1.34.
For using the graph presented in Fig. 3 . 1 . 3 4 , proceed as
follows :
from the point corresponding to the length of horizontal

leg (for example, point C - a leg distance of 7 1 0 km),
draw a line parallel to the headwind or tail wind curve
till it intersects the line corresponding to the equivalent wind velocity (for example, point D - a headwind
velocity of 29 km/h, point E - a tail wind velocity of
29 km/h);
draw a horizontal line from the intersection point and

find the air track distance: proceeding from the example
conditions - 6 3 0 km ( ~ o i n tD ) and 8 2 0 km (point El.
When no-wind range is assigned and the helicopter actual

flight track, with the wind taken into account, should be
found, the procedure for using the graph presented in Fig.
3.1.34 will be somewhat different:
draw a horizontal line from the point corresponding to

the no-wind range (for example, point A - a distance of
568 km) till it intersects the line corresponding to the
equivalent wind velocity (for example, point B - a wind
velocity of 23 km/h);
from the point of intersection, draw a line parallel to
the tail wind or headwind curve and find the helicopter
actual flight track (for example, 520 km at a headwind
velocity of 23 km/h).
Dec 23/93
3.1.19
FLIGHT MANUAL
Table 3 . 1 . 8
Equivalent Wind Velocity at True Wind Velocity
Wind
Tail wind
Headwind
Wind angle
degree
right left
drift drift
0
10
20
30
40
50
60
70
80
90
100
110
120
130
140
150
160
170
180
360
350
340
330
320
310
300
290
280
270
260
250
240
230
220
210
200
190
180
True wind velocity, kmlh

10
20
30
40
50
60
70
80
Equivalent wind velocity, km/h

10
10
9
9
8
6
5
3
1
0
2
4
5
6
8
9
9
10
10
20
20
19
17
15
12
9
6
2
I
4
8
11
12
16
17
19
20
20
30
30
28
25
22
18
13
8
3
2
7
12
17
21
24
26
28
30
30
40
39
37
34
29
23
17
10
2
4
11
18
23
28
32 1
36
38
39
40
50
49
46
42
35
28
20
11
1
7
15
23
30
36
41
47
49
50
60
59
55
49
42
33
22
12
70
69
64
57
49
37
24
12
80
78
73
65
54
41
26
12
1
10
20
29
37
44
1
14
25
36
45
53
3
18
60
31
43
54
62
80
(b) Outside Air Temperature

At the cruising speeds and constant r . p . m of the main
rotor, the flight range changes slightly with the increase of the outside air temperature above the standard
one.
Each 1 0 OC fall of the temperatue below the standard one
causes the fuel consumption per kilometer to increase
and the flight range to decrease by 3 % , respectively.
(cont ' d l
3.1.20
Dec 2 3 / 9 3
FLIGHT MANUAL
69
At the economical speeds, the outside air temperature

variation has no practical effect on the flight range
and endurance.
(c) Engine Power Take-Off to Helicopter Systems
Depending on the flight conditions, the certain systems
aboard the helicopter are switched 02. For their operation, they require the additional power to be taken off
the power plant.
In this case, the fuel consumption should be increased
as compared with that indicated on the graphs presented
in Figs 3 . 1 . 1 4 to 3 . 1 . 2 1 by:
3 % , when the ice protection system of the air intakes and inlet guide vane assemblies of the engines
are switched on;
2 % , when the ice protection system and the main and

tail rotors are switched on.
When the dust protection device ejector is switched on

in the helicopter hovering, the fuel consumption per
kilometer increases by 3 % as compared with that
indicated in Table 3 . 1 . 4 .
3 . 1 . 9 . 8 . Calculation of Required and Filled Fuel Quantity
The required quantity of fuel is calculated as a sum of fuel

consumption at the flight stages and en-route fuel reserve.
Added to the required fuel reserve are the expected quantity
of fuel consumed on the ground, unusable fuel, thus
obtaining the necessary quantity of fuel to be poured into
the tanks.
3.1.10.
Calculation of Return Boundary

The return boundary is a critical point on the flight route
from which the actual quantity of fuel remained aboard the
helicopter allows the latter to safely return to the airfield of departure or alternate airfield.
For returning to the airfield of departure, the critical
point should be located at the distance equal to the radius
(cont'd)
Dec 2 3 / 9 3
3.1.21
FLIGHT MANUAL
of action of the helicopter. If the helicopter returns from
the flight route to the alternate airfield, the critical
point should be located at such a distance from the alternate airfield so that the actual air track of the helicopter
does not exceed the remaining distance of flight by reference to the actual quantity of fuel remained aboard the
helicopter.
The distance to the critical point of return to the airfield
of departure is calculated from the formula:
where: LC , p
L
is the distance to the critical point;

is the no-wind flight
fuel reserve;
range
with
available
L r , t is the helicopter track during the reverse turn

(when making a standard turn, the distance
flown is taken to be equal to the circumference length, refer to Table 3.1.9);
ue
is the equivalent wind velocity;
Vtrue is the true airspeed

Table 3.1.9
Helicopter Track During Reverse Turn for Reciprocal
Heading, L r , t , km
V , kmlh
100
120
140
160
180
200
220
240
260
1.4
1.9
2.5
3.1
3.9
4.7
5.5
6.5
7=20
0.7
1.4
1.7
2.2
2.8
3.3
4.6
7-30
0.5
0.7
0.9
1.1
1.4
1.8
2.1
2.5
2.9
- 15'
(cont'd)
3.1.22
Uec 23/93
FLIGHT MANUAL
The proper arrangement and attachment of the cargo on the

helicopter are necessary for the ensuring the flight safety.
In all cases of loading, the helicopter center of gravity
should not fall outside the tolerable limits.
The cargoes should be arranged in the cargo compartment in
compliance with the directions laid down in the Weight and
Balance Manual of the helicopter and in accordance with the
marking applied to the cargo compartment starboard. It is
necessary to arrange the common center of masses of all cargoes between the red and blue arrows corresponding to the
mass of carried cargoes.
It is necessary to load the cargo compartment symmetrically
in the lateral direction. If it is impossible to meet this
requirement, arrange the cargo so that the cargo moment does
not exceed 900 kgf with respect to the cargo compartment
floor middle.
After loading the helicopter, it is necessary to make certain that the helicopter -center of gravity is within the
tolerable limits and will not fall outside them during usage
of fuel in flight. The change in the helicopter center of
gravity versus the flight mass and usage of fuel in flight
is shown on the graph presented in Fig. 3.1.37. The calculation and check of the helicopter center of gravity are
performed in compliance with the data and recommendations
given in the weight and Balance Manual of the helicopter.
The flight mechanic is responsible for reception of the
cargo aboard the helicopter, check of the cargo loading, arrangement of the cargo with due account of the tolerable
centers of gravity and loads on the cargo compartment floor.
3.1.12. Nomographs, Graphs
Nomographs, Graphs to calculation of flight are adduced on
fig.3.l.L.3.1.37.
(cont' d)
Dec 23/93
3.1.23/24
*qj/?q
FLIGHT MANUAL
of Flight Data. Nomographs. Graphs
. Calculation
Nomograph for Determining Maximum Permissible Mass of

Helicopter During Non-Run Takeoff and Landing Without Use of
"Ground" Effect (Engines Run at Takeoff Power Setting, Dust
Protection Device Is Installed and Switched Off
Figure 3.1.1
When the dust protection device ejector is switched on at the
altitudes of 0 to 3 km, the takeoff mass should be decreased
by 200 kg, when the engine ice protection system, main and
tail rotors are switched on, the takeoff mass should be
decreased by 1000 kg.
Deo 23/93
3 5/?6
FLXGICT MANUAL
of Flight Data, Nomographs, Graphs
- Calculation
Nomograph for Determining Increment of Helicopter Mass

Versus Wind Velocity and Direction During Takeoff
and Landing Without Use of "Ground" Effect
Figure 3.1.2
Dec 2 3 / 9 3
3.1.2'7,'2S
FLIGHT MANUAL
PREPARATION FOR FLIGHT - Calculation of Flight Data, Nomographs, Graphs
Nomograph for ~eterminin~

Maximum Permissible Mass of
Helicopter During No-Run Takeoff and Landing with Use of
"Ground" Effect (Engines Run at Takeoff Power Setting, Dust
Protection Device Is Installed and Switched Off)
Figure 3.1.3
When the dust protection device ejector is switched on at the
altitudes of 0 to 3 km, the takeoff mass should he decreased
by 200 kg, when the engine ice protection system, main and
tail rotors are switched on, the takeoff mass should be
decreased by 1000 kg.
(cont'dt
Dec 23/93
3.1.29/30
?9
PREPARATION FOX FLIGHT
FLIGHT MANUAL
Calculation of Flight Data, Nomoaraahs, G r a ~ h s
Nomograph for Determining Increment of Helicopter Mass Versus

Wind Velocity and Direction During Takeoff and Landing with
Use of "Ground" Effect
Figure 3.1.4
Dec 23/93
3.1.31
F L I G H T MANUAL
PREPARATION FOR FLIGIIT
Calculation of Flight Data, Nomographs, Graphs
Nomograph for Determining Maximum Permissible Takeoff Mass of

Helicopter Allowing Level Flight at Optimum Speed and Altitude
Exceeding Takeoff Pad Elevation by 300 m in Case of Failure of
One Engine and Operation of Other Engine at Emergency Power
'Setting (Dust Protection Device Is Installed and Switched Off)
Figure 3.1.5
Dec 23/93
YO
8/
PLIGHT MANUAL
PREPARATlOS I'OK FLIGIII' -
Flight D a t a , Nornographs. Graphs
1 I
Nomograph for Determining Maximum Permissible Takeoff Mass of

Helicopter Allowing Climb, with Va 0.8 m/s, at Optimum Speed
and Altitude Exceeding Takeoff Pad Elevation by 300 m, in Case
of Failure of One Engine and Operation of Other Engine at
Emergency Power Setting (Dust Protection Device Is Installed
and Switched Off
Figure 3.1.6
Dec 2 3 / 9 3
-3.1.33
FLIGHT MANUAL
C a l c u l a t i o n of F l i g h t D a t a , Nomographs, Graphs
Operational Range of Flight

Figure 3.1.7
Dec 2 3 / 9 3
3.1.34.
82
83
PREPARATION FOR FLIGIIT
FLIGHT MANUAL
Calculation of F l i ~ h tData, Nomographs, Graphs

Figure 3.1.8
(cont'd)
Dec 23/93
3.2.. 25
FLIGHT MANUAL

Figure 3.1.9
(cont'd)
Dec 23/93
3.1.36
8Y
85
FLIGHT MANUAL

Figure 3.1.10
(cont'd'l
86
FLIGIfT MANUAL
Lop, km
ljD0 ~ I S A; mfg
for 30-min fIighf sf
fT

Figure 3.1.11
(cont'd)
Dec 2 3 / 9 3
3.1.35
87
FLIGHT MANUAL
t ~ : mLq
s ~for 3D-min fight of &p
I I

Figure 3.1.12
Dec 2 3 / 9 3
:;.1.>9
FLIGlIT MANUAL
Calculation of F l i g h t Data, N o m o g r a p h s , G r a p h s

Figure 3.1.13
(cotit'dl
Dec 23/93
3.1.40
8,3
89
FLIGHT MANUAL
Fuel Consumption per Kilometer Near Ground

Figure 3.1.14
(cont'd)
Dec 23/93
?.. ?. ,!2.
PLIGHT MANUAL
Fuel Consumption per Kilometer at Altitude of 500 m

Figure 3.1.15
Dec 2 3 / 9 3
3.1.42
$0
91
FLIGHT MANUAL

Figure 3.1.16
(cont'd)
Dec 2 3 / 9 3
PLIGHT MANUAL
C a l c u l a t i o n of F l i g h t Data, N o m o g r a p h s , G r a p h s

Figure 3.1.17
3%
5j
FLIGHT MANUAL

Figure 3.1.18
(cont'd)
Dec 2 3 / 9 3
;.1,ci
. FLIGHT MANUAL
-'~ a i l c u l a t i o nof P l i g h t Data, Nornographs , Graphs

Figure 3.1.19

Figure 3.1.20
(cont'd)
Dec 2 3 / 9 3
3.1.46
94'
PREPARATION FOR PLIGHT
FLIGHT MANUAL
Fuel Consumption per Hour Near Ground

Figure 3.1.21
(cont'd)
Dec 2 3 / 9 3
3.1.47
PREPARATION FOR FLIGliT
PLIGHT MANUAL
Fuel Consumption per Hour at Altitude of 500 m

Figure 3.1.22
(cont'dt
Dec 2 3 / 9 3
3.1.48
96
91
FLIGHT MANUAL
Calculation of Flizht Data, Nomo~ravhs.Gravhs

F i g w e 3.1.23
(cont'd)
FLIGHT MANUAL
Calculation o f Flight Data, Nomographs, Graphs

Figure 3.1.24
Dec 2 3 / 9 3
3.1.50
38
29
FLIGHT MANUAL
MH)
500
COO
200

Figure 3.1.25
PLIGHT MANUAL
Calculation of Plight Data, Nornographs, Graphs

Figure 3.1.26

Figure 3.1.27
(cont'd)
3.1.52
Dec 2 3 / 9 3
(5'0
FLIGHT MANUAL
Dependence of Flight Speed on Cross-Sectional Area of External

Store
Figure 3.1.28
Dec 2 3 / 9 3
.,
..*
,.I.;.,
PREPARATION FOR FLlGliT
PLIGIfT MANUAL
( . 3 ? ~ ~ 1 3 1 1 0 of
1 1 Fllgl~t D a t a , Nomographs, Graphs

Store
Figure 3.1.29
Dec 2 3 / 9 3
FLIGIIT hlANUAL
C a l c u l a t i o n of F l i g h t Data, Nomographs, Graphs

Store
Figure 3.1.31
{OY
105'
FLIGHT MANUAL
Calculztion of Flight Data, Nomographs, Graphs

Store
Figure 3.1.32
Dec 2 3 / 9 3
-,
.re...
. 2--!
FLIGHT MANUAL
Increment of Fuel Consumption per Kilometer with External

Store Having Maximum Cross-Section of 1 m2 Versus Indicated
Airspeed
Figure 3.1.33
(cont'd)
Dec 23/93
3.1.50
t190
'(OF
FLIGHT MANUAL
Calculation of Fliaht Data, Nomoaraphs, G r a ~ h s
Dependence of Flight Range and Radius of Action on Equivalent

Wind
Figure 3.1.34
PLIGHT MANUAL
PREPARATION FOR FLIGHT - Calculation of Flight Data, Nomographs, Graphs
Variation of Actual Air Temperature from That Given in ISA

Condj tions
Figure 3.1.35
3.1.60
Dec 2 3 / 9 3
fLt>j'
/V
FLIGHT MANUAL
Calculation of Flight Data, Ncmographs, Graphs
Conversion of Barometric Pressure into Airfield Elevation

Figure 3.1.36
Dec 2 3 / 9 3
FLIGHT MANUAL
-complete fue/ling of main fuel funks
f
23-
fuel only in service funk

emergency remaining fuel funk
4 -fully consumed fuel
Take -off wifh mcix take-off
mass o f IJt fcenfer of load
gravity on main rotor axis)
Take-oFf with normal take-off mass
X,rt (center of load grovify on main
rotor axis)
Take-off wifh normal take-off
mass ( helicopfer corries
no load)
-r
11
Change of Helicopter Center of Gravity Versus

Fuel Consumption in Flight
Figure 3.1.37
000
Dec 2 3 / 9 3
3.1.62
FLIGHT MANUAL
PREPARATION FOR FLIGHT - Pre-Flight Check
3.2.
PRE-FLIGHT CHECK
3.2.1.
General
3.2.1.1. The pre-flight check includes the mandatory inspection operations performed by the crew before flight on the helicopter up to termination of preparation for taxiing-out.
The pre-flight inspection includes the following stages:
external inspection;
internal inspection of' the

for starting the engines;
preparation for taxiing-out
helicopter
and
preparation
The pre-flight check is carried out in the sequence and

within the scope specified in the checklists.
For the detailed content of operations specified in the
checklists, refer to Section 8 of the Flight Manual.
3.2.1.2. Prior to performing the pre-flight inspection of the helicopter, the flight engineer should:
(a) receive the report (information) from the aircraft technician concerning the helicopter readiness for flight;
(b)get acquainted with the order chart and sign it;
(c) check to see that the helicopter is filled with fuel and
oil in compliance with the flying mission, the fuel
sediment is drained from the tanks;
(dl make sure that the chocks are placed under the landing
gear wheels and no foreign objects are present in the
vicinity of the helicopter;
(e) check to see that the fire extinguishing means
available in the helicopter zone;
are
(f) check to see that the following papers are available

aboard the helicopter in compliance with the civil aviation Flight Operations Manual:
Dec 23/93
3.2.1
FLIGHT MANUAL
- the
- the
- the
- the
- the
- the
3.2.2.
Flight Manual;
Helicopter Registration Certificate;
Helicopter Airworthiness Certificate;
Helicopter Sanitary Condition Log;
Permit to Operate Radio Sets:
Helicopter Weight and Balance Manual.
Helicopter External Inspection
3.2.2.1.The helicopter external inspection is performed by all crew

members in compliance with the external inspection circuit
and checklists. The helicopter external inspection circuit
is presented in Fig. 3.2.1.
3.2.2.2.Checklist for Ifelicopter Commander to Perform
External Inspection
To be inspected
Operations performed
Fuselage, tail boom pylon,

tail boom with stabilizer
Check :
- the skin and glazing of the flight
and cargo compartments for condition
- the windows and doors for condition
- the oil and fuel for absence of
leakage
Main and tail rotors
Check the blades for condition, make

certain that they are not damaged,
free from frozen snow, ice, hoarfrost
Engines
Check:
- for absence of foreign objects;
- the cowls for intactness and cowl
locks for serviceability;
- for absence of oil and fuel leakages
Landing gear
Check to see that

damaged. Estimate
ton extension and
sion depending on
ing
Helicopter fuel system
Check the filler necks for being

closed
3.2.2
Dec 23/93
the tyres are not

the shock strut pisshock strut compresthe helicopter load-
FLIGHT MANUAL
3 . 2 . 2 . 3 . Checklist for Co-Pilot to Perform
External Inspection
To be inspected
Fuselage, tail boom

pylon, tail boom with
stabilizer
Check:
- the skin and glazing of the flight
and cargo compartments, windows and
doors for condition;
- windshield wipers for attachment and
mating contact:
- the antennae for proper attachment
and fairings for intactness;
- the pitot-static tube for condition
and proper attachment, make sure that
the slip covers are removed
Main and tail rotors
Check the rotor blades for condition,

make sure that they are not damaged,
free from frozen snow, ice, hoarfrost
Engines
Check :
- for absence of foreign objects;
- the cowls for intactness and cowl
locks for serviceability;
- for absence of oil and fuel leakages
Landing gear
Check to see that the tyres are not

damaged.
Estimate the shock strut piston exten
sion and shock strut compression depending on the helicopter loading
Helicopter inspection
results
Report the inspection results to the

helicopter commander
Dec 2 3 / 9 3
3.2.3
FLXGIIT MANUAL
3 . 2 . 2 . 4 . Checklist for Flight Engineer to Perform
External Inspection of Helicopter

To be inspected
Glazing of the flight

compartment nose section, movable blisters,
doors, stairways, emergency exit cover provided in the cargo compartment door, cowls of
the engines, main gearbox
Make sure that they are not damaged, free to open and close.
Open them for inspection and close them
after inspection
Slip covers, blanks for

the inlets of engines,
fan, exhaust pipes,
pitot-static tubes
Make sure that they are removed.

Inspect the pitot-static tubes, check
them forproper attachment and their
openings for cleanliness
Fuselage
Check:
- the skin for being free from damage;
- the compartment glazing for condition;
- the windshield wipers for proper attachment and mating contact;
- the antennae for proper attachment and
the fairings for intactness;
- for absence of leakage of fuel and oil
AMI' ;
- the glasses of the external lighting
and warning systems for intactness;
- to see that the grounding cable is
removed
Heater KO-50
Make sure that fuel leakage, dents and

other visible defects are absent
Main rotor
Check:
- for absence of damage to the rotor
blade surface;
- the tips, trim tabs for condition;
3.2.4
Dec 23/93
16
FLIGHT MANUAL
To be inspected
the spars for serviceability, as

evidenced by absence of the indicator
red bands, their damage;
the glasses of rotor blade tip lights
for intactness
WARNING. IN CASE OF APPEARANCE OF THE

RED BAND ON THE
SPAR DAMAGE INDICATOR CAP,
NEVER FLY THE
HELICOPTER.
Landing gear
Check :
- for absence of leakage of fluid on the
shock strut pistons ;
- the shock struts for proper filling as
indicated by the visible height of the
piston working part which should be:
(a) not more than 1.50 mm, for the nose
landing gear;
(b) for the main landing gear:
(90~20)m m , with the helicopter
weighing 11,100 k g ;
(68220) mm, with the helicopter
weighing 13,000 k g ;
- the wheel tire inflation by the tire
deflection, which should be:
(a) not more than 43 mm, for the nose
landing gear wheels;
(b) not more than 68 mm, for the main
landing gear wheels;
- for absence of the tire creeping with
respect to the trim marks
Tail boom, tail boom

pylon, tail. bumper,
stabilizer
Check :
- the attachment fittings for intactness;
- for absence of physical damage;
Dec 23/93
3.2.5
FLIGHT MANUAL
To be inspected
- for presence of ice, frozen snow;

- the lubricant leakage;
- the external warning system glass for
intactness
Tail rotor
Check :
- the hubs and blades for absence of
damage ;
- to see that the tail rotor is free from
ice and snow (in winter time);
- the level and colour of oil in the
check sleeves of the blade feathering
hinges, with the blade facing down in
the vertical position;
- to see that the lubricant leakage is
absent
Engines
Inspect and make certain that:

- no oil., fuel leak from the units,
pipelines, the locking devices are
intact:
- the inlets of the dust protection device (DPD) and fan are clean;
- the exhaust pipes are free from damage
and clogging.
Remove the DPD fairings
Inspect the engine inlet, install the DPD
fairings, check the fairings and electric
wire bundle for proper attachment.
Check the oil level in the engine tanks
by reference to the oil level sight
gauge (the oil level should be located
between the FULL (IIOJIHO) and TOP UP
(fiOJIEm) marks).
Main rotor hub
3.2.6
Inspect the main rotor hub and make

certain that the visible damage is a b -
Dec 23/93
FLIGHT MANUAL
/IF
To be inspected
sent, the lubricant does not leak from

the main rotor hub hinges, oil AMI' does
not leak from the hydraulic dampers;
the swash plate, pitch-change control
rods and locking devices are intact.
Check the level of oil AMF in the
hydraulic damper compensation tank
Engine AH-9B
Remove the blanks

Make sure that there are no visible
damage and foreign objects.
Inspect the inlet section,blades of
the compressor.
Check the oil level in the oil tank by
reference to the oil level sight gauge
(the oil level should be between the
FULL and TOP UP marks)
Main, intermediate,
and tail gearboxes
Make sure that there is no leakage

through the joints
Check the oil quantity by reference to
the marks provided on the oil level
sight gauges (the oil level should be
located between the FULL and TOP UP
marks)
Units and pipelines of

the engine fuel and oil
systems
Check to see that the units and pipelines

are free from physical damage, fuel and
oil leakages. Drain 1.5 to 2 1 of fuel
sediment through the fuel tank drain
valves
I
Check :
Pipelines, hoses
(sleeves) of the hydrau- - for absence of physical damage and
fluid leakage;
lic system
- the level of oil AMr in the hydraulic
tanks by reference to the oil level
sight gauges (the oil level should be
Dec 2 3 / 9 3
3.2.7
FLIGHT MANUAL
To be inspected
located at the upper mark of the oil
dipstick)
Fire extinguishers
Make sure that the fire extinguishers

are available and check the pressure by
reference to the pressure gauge (the
pressure should correspond to that indi.
cated for the given outside air temperature)
Fuel system
Check visually for absence of the blanks,

clogging of the drain pipe connections
of the helicopter fuel tanks
Auxiliary fuel tanks

(ferry fuel tanks)
Check:
- the tanks for proper attachment;
- for absence of fuel lea,kage;
- the tanks for proper filling with fuel
External store
Check :
- the attachment fittings for intactness ;
- for absence of damage to the joints,
electrical locks and wiring;
- for absence of seizure of the clamps
and hooks when they are set in the
various positions in the gripping
fittings;
- the cables for completeness and proper condition (perform the check
before the flight in which the exter
nal store is expected to be used)
External inspection
results
The commander receives the reports from

the co-pilot and flight e n g i n e e r concerning the helicopter external inspection
results.
(cont'd)
3.2.8
Dec 23/93
FLIGHT MANUAL
3.2.3.
Helico~terInternal Insaection
3 . 2 . 3 . 1 . Checklist for Helicopter Commander to Perform

Internal Inspection of Helicopter
To be inspected
Reports from the crew

members on the helicopter readiness
Receive
Individual features of
the helicopter
Get acquainted
Flight documentation
Make certain that the flight documentation is available
Indentification code
Make certain that the identification

code has been received and set
Calculation of the center of gravity for maximum permissible takeoff

mass and landing mass
To be checked
Foreign objects in the

flight compartment
No foreign objects are allowed to be in

the flight compartment
Upper hatch
Check the hatch for proper closure
Work station
Occupy the station, adjust the seat

belts and fasten them
Seat, pedals
Adjust for the long-and-short leg positions and stature
Movable blisters
Check for proper opening, closure, check

the emergency jettison handles for condition and proper locking
Flight compartment glazing
Check the flight compartment glazing for

intactness and cleanliness
(cont
'dl
Dec 2 3 / 9 3
3.2.9
FLIGHT MANUAL
To be inspected
Instruments
Check the instruments visually for condition
Control elements located Check the control elements for setting

on the panels, consoles, (the switches should be turned off, selector switches should be placed in the
boards
initial position)
Separate throttle control levers and engine
shutdown valves
Check the levers and valves for their

smooth travel. Set the levers to the
neutral position and catch them, set
the engine shutdown valves to the CLOSED
(SAKPbITO) position
Oxygen equipment
Check the oxygen equipment for condition

before a high-altitude flight.
Instrument flight curtains
Check the curtains for proper closing

and opening before flight, with the
flight compartment curtained.
Power supply system
Give a command to the flight engineer

to switch on the on-board storage batteries and connect the external power supply source. If no external AC power
supply source is available, give a command to start engine AH-9B and switch
on its generator
Aircraft intercom
Check the intercom for proper communication among all crew members after the
flight engineer reports that the onboard electrical system has been energized and checked
Barometric altimeter
Set the barometric altimeter pointers to

"0" and check the barometric pressure
3.2.10
Dec 23/93
FLIGHTMANUAL
PREPARATION FOR F'LIGHT
To be inspected
Pre-Fliqht Check
for correspondence to the actual pressure
at the airfield level (the difference
should be within .+ 1 . 5 mm Hg) .
Check for presence of the altimeter table.
Annunciator panel
Check the annunciator panel for serviceability
Pilot-static tube heating indication system
Check the PST heating indication system

for serviceability
Ice detector
Check the ice detector for serviceability

at the main rotor temperature below + 5 OC
DAY - NIGHT (HEHb -HOYb) Set the potentiometer to the required

potentiometer
position
FLIGHT - PARKING (nOJIET
- CTORHKA) lever
Set the annunciator to the FLIGHT position
Fuel system
Give a command to the co-pilot to check

the fuel quantity by reference to the fuel
quantity gauge
Check the booster and transfer pumps for
serviceability after their switching-on by
reference to illumination of the
annunciator.
Heater KO-50
Check the heater for proper functioning in

the cold season of the year or before a
high-altitude flight
Flight data recorder

system BYP-1-2
At the outside air temperature below 110

OC, warm up the FDR system (BYP),
(contId)
Dec 23/93
3.2.11
FLIGHTMANUAL
To be inspected
for which purpose set the selector switch

to the MAN (PYYH.) position.
The warm-up time:
- 15 min at to , from minus 60 to minus 40
OC ;
- 3 min at to
above minus 40
OC
After warming up the system, introduce the

data: time, date of flight, flight No.,
takeoff mass
Check the fire detection system for serviceability
Switch on the radio set and check it for
proper functioning
Issue the command to the co-pilot to
switch on and check the communication
radio set.
Give a command to the co-pilot to check
the system for proper functioning
Fire detection system

Command radio set
Communication radio set
TREVOGA (ALERT) system
Check the information report system and

voice recorder for serviceability
Information report system, voice recorder
Wheel brake
Check the wheel brake for tightness
When preparing the helicopter for flight at

night, in addition to the
above-mentioned operations, perform the
following operations:
(a) before inspecting the
flight compartment,
switch off the white
light ;
3.2.12
(cont'd)
Dec.23/93
FLIGHT MANUAL
To be inspected
(b) switch on the integral red lighting
of the instruments,
consoles and panels;
(c) switch on the navigation lights and
beacon MCJI-3;
(dl check the lamps for
serviceability
Crew report of the helicopter internal inspection results
Receive
3.2.3.2. Checklist for Co-Pilot to Perform Internal

Inspection of Helicopter
Prior to performing the inspection, the co-pilot should:
(a) receive the cargo and shipping documents aboard the helicopter;
(b) supervise the loading and check the total mass of cargo
(by reference to the shipping documents), arrangement of
the cargo with allowance for the tolerable centers of
gravity and loads on the cargo compartment floor;
(c) check the cargoes for reliable lashing;
(dl verify the center of gravity and takeoff mass;
(e) when carrying the cargo accompanied by the personnel (on
the passenger carrying helicopter) check arrangement of
passengers aboard the helicopter, they should be briefed
on their conduct in flight, the signals and procedure for
forced abandonment of the helicopter on the ground and
emergency release of the doors and emergency hatches, make
sure that the passenger's luggage is properly arranged;
Dec 23/93
3.2.13
FLIGHT MANUAL
(f) report the calculation of center of gravity, takeoff and
landing mass of the helicopter to the helicopter commander.
To be inspected
the helicopter
Get acquainted with the helicopter individual featurs
Foreign objects in the

flight compartment
Check to see that no foreign objects are

available in the compartment
Work station
Occupy the station, adjust the seat

belts and fasten them
Seat, pedals
Adjust the seat and pedals to the

stature
Movable blister
Check the blister for proper opening

and closing, the emergency release
handle for condition and proper locking
Flight compartment glaz- Check the glazing for intactness and

cleanliness
ing
Instruments
Check the instruments visually for

condition
Control elements located

on the panels, consoles
and boards
Check the control elements for proper

setting (the switches should be turned
off, selector switches should be placed
in the initial position)
Annunciator panel
Check the annunciator panel for serviceability
Intercom, communication
radio set
Switch on and check them by order of

the helicopter commander
(cont'd)
3.2.14
Dec 23/93
FLIGHT MANUAL
Pre-Flight Check
To be inspected
Fuel quantity gauge
Check the fuel quantity gauge for serviceability, determine the total fuel
quantity in the tanks and report the
matter to the helicopter commander
Lighting equipment
Before the night flight, check the instrument integral lighting, the lamps
for serviceability
Oxygen equipment
Check the oxygen equipment for proper

functioning before the high-altitude
flight
Ground-speed meter
Check the ground-speed meter for serviceability, introduce the initial

data
Weather radar
Check the weather radar for serviceability
Long-range navigation
system
Check the long-range navigation system

for serviceability
TREVOGA ALERT system
By the helicopter commander order, check

the system for proper functioning
Instrument error correc- Check to see that the charts are available
tion charts
Aircraft clock
Wind the clock, set the exact time
Barometric altimeters
Check for correspondence of the barometric pressure to the actual one at

the airfield level
, Inspection results
Report the inspection results t u Li~e

FLIGHT MANUAL
fa
3 . 2 . 3 . 3 . Checklist for FLight Engineer to Perform Internal
Inspection of Helicopter
To be inspected
the helicopter
Cargo (passenger) compartment
Get acquainted with the helicopter individual features

Check the seat, seat belts, bulkheads, nets,
shelves and toilet room for condition
Flight compartment
glazing
Check to see that the glazing is intact

and clean
Seat belts
Check the belts for serviceability and

adjust them
Instruments
Check the instruments visually for condition
Control elements located

on the instrument board
and consoles
Check the control elements for proper

setting (the switches should be turned
off, selector switches should be placed
in the initial position, the safety
caps should be closed)
Pneumatic system
Check the pressure in th& pneumatic

system
Airborne storage batteries
Check the storage batteries for being

properly charged
Oxygen equipment
Check the oxygen equipment for condition

before a high-altitude flight
Automatic circuit breakers for starting
Turn on the circuit breakers
Power supply system
By order of the helicopter commander,

turn on the airborne storage batteries,
give a command to the aircraft technicians to connect the external power
supply. If no external AC power supply
is available, start the auxiliary power
Dec 2 3 / 9 3
FLIGHT MANUAL
To be inspected
unit by order of the helicopter commander and switch on the APU generator.
Inform the crew members about application of electric power
Annunciators, power
plant instruments, fuel
quantity gauge, booster
and transfer pumps
Check them for serviceability
Fire detection system
Check the fire extinguisher squibs and

fire detection system for proper functioning, for which purpose proceed as
follows :
- turn on the FIREX SYS (IIPOTWBOIIOXAPHAR
CWCTEMA) circuit breaker;
- set the SQUIB CHECK (KOHTPOJIb IIMPOIIATPOHOB) selector switch to positions I
and I1 - the amber lamps on the annunciator panel should not illuminate;
- set the INDICATOR CHECK-FIRE FIGHTING
(KOHTPOJIb AATYWKOB - OrHETYIlIEHWE) selector switch to the DETECTOR CHECK
position; in so doing, the INDICATOR
CHECK annunciator will illuminate ;
- use the wafer selector switch to check
the fire detection system for proper
functioning;
- when the wafer selector switch is set
to positions 1 and 2 , the LEFT ENG
FIRE (IIOXAP JIEB. AB.), RIGHT ENG FIRE
(IIOXAP IIPAB. AB.), KO-50 FIRE
(IIOHAP KO-501, APU GEARBOX FIRE
(IIOXAP PEAYK. BCY) annunciators
should illuminate;
- when the wafer selector switch is set
to position 3 , the KO-50 annunciator
should extinguish;
Dec 2 3 / 9 3
3.2.3.7
FLIGHT MANUAL
To be inspected
when the wafer selector switch is set

to positions 4, 5 , then, after placing
the wafer selector switch to position
6 , the APU GEARBOX FIRE annunciator
should illuminate, whereas the other
annunciators warning of the fire
in the respective compartments should
extinguish;
- set the wafer selector switch to the
OFF (BMKJI.) position;
- set the INDICATOR CHECK-FIREFIGHTING
selector switch to the FIRE FIGHTING
position ;
- turn off the FIREX SYS (IIPOTkiBOIIOXAPHAR CWCTEMA) circuit breaker
WARNING. TO AVOID ACTUATION OF THE FIRE

EXTINGUISHERS,
NEVER TURN THE
WAFER SELECTOR
SWITCH KNOB WHEN
THE "INDICATOR
CHECK - FIRE
FIGHTING" SELECTOR SWITCH IS
PLACED IN THE
"FIRE FIGHTING"
POSITION UNTIL
THE WAFER SELECTOR SWITCH
IS SET TO THE
"OFF" POSITION
Lighting equipment
3.2.18
Prior to performing a night flight,

switch on the instrument integral and
interior lights
Dec 23/93
FLIGHT MANUAL
To be inspected
Airborne flight data re- Set the flight data recorder system to
the MAN (PYYH.) position
corder system
I Inspection results
3.2.4.
3.2.4.1.
Report the inspection results to the

Pre~arationof Engines for Starting

Checklist for Helicopter Commander to Perform
Pre-Start Operations
To be inspected
I
Main rotor
Voice recorder
II
/
Chocks under wheels

Wheel brakes
Release the main rotor brake

Switch on the "Continuous operation"
mode
Order the ground personnel to remove
the chocks
Make sure that the brake lever is locked
Collective pitch lever
Make sure that the lever is set in the

lower position against the stop, the
left-hand rotation of the throttle control twist grip is available
Separate throttle control levers
Make sure that the levers are locked in

the middle position
Control stick
Make sure that the control stick is

placed in the position close to the
neutral one
Engine shutdown levers
Make sure that the engine shutdown levers are placed in the CLOSED (3AKPbITO)
position
Function selector switch
Set the switch to the START (3AIlYCK)

position
Dec 2 3 / 9 3
3.2.19
FLIGHT MANUAL
To be inspected
START: LEFT - RIGHT

(3AIIYCK: JIEBLa - IIPABLm)
selector switch
Set to the position corresponding to the

engine to be started
Pitch limit system
Turn on CnYY-52 switch and make sure

that it is serviceable
INDICATOR CHECK - FIRE

FIGHTING (KOHTPOJIb BATYHKOB OI'HETYUIEHHE) selector switch
Make sure that the selector switch is

set to the FIRE FIGHTING position
Make sure that the circuit breaker is

EYP ON (EYP BXJIK)YEH)
placed in the ON (BKJI.) position
circuit breaker
Vibration test equipment Give a command to the flight engineer
to check the equipment for serviceabiHB-500E
lity
Maximum gas temperature
warning unit

to check the warning unit for serviceability
Tank pumps

to switch on the tank pumps
Hydraulic system
switches
Make sure that the main hydraulic system

switch is turned on, the auxiliary hydraulic system switch is capped
Command radio set
Make sure that the command radio set is

switched on
External store system
Check the external store indication,

emergency and tactical release systems
for serviceability (the check is performed before the flight in which the
external store is planned to be used)
Give a command to the co-pilot to read

Check-out sheet section
"Before Starting Engines" the respective sheet section
Perform the operations in compliance with
Starting, warm-up and
the directions laid down in Item 8 . 1 . 2
test of the engines
of the present Flight Manual
3.2.20
(cont'd)
Dec 2 3 / 9 3
FLIGHT MANUAL
3.2.4.2. Checklist for Co-Pilot to Prepare Engines for Starting
To be inspected
Pitch limit system
Turn on the CnYY-52 circuit breaker

"Before Starting Engines"
Perform the respective operations and

report the engine readiness for starting to the helicopter commander

test of the engines
While warning up the engines, switch on

and check the equipment in compliance
with the directions laid down ir~Item
8.2.3, Section 6 of the present Flight
manual^
3.2.4.3. Checklist of Flight Engineer to Prepare Engines for

Starting
To be inspected
Engines
Perform the operations as directed in Item 8.2

of the present Flight Manual
Switcher of AC generators
Set to NEUTRAL position

Open the fire shut-off valve
Fire shut-off valve
Switch on the pumps by order of the helicopter commander
I
I
Tank pumps
External store system
Check the external store indication, emergencq

and tactical release systems for
serviceability (the check is per-formed beforc
the flight in which the external store is
planned to be used) Perform the respective
operations and report the engine readiness for
start-ing to the helicopter commander
Check the instruments for proper readings.

"Before Starting Engines"
test of the engines
Check the ice protection system at the outside

air temperature of +5 OC and below or during
the flight, if such temperature is expected
FLIGHT MANUAL
3.2.4.5. General Instructions for Cooperation of Crew Members
During Starting, Warm-Up and Test of Engines
(a) Prior to starting the engines, the crew should perform
the check-out as directed in the "Before Starting Engines" section of the check-out sheet.
(b) Only the helicopter commander is allowed to perform the
starting, warm-up and test of the engines; in this
case,
all the crew members should occupy their work stations.
(c) At the crosswind, the first to start is the engine on
the downwind side (when the wind blows from the right,
the first to start is the left engine).
(d) The engines are warmed up and tested, with the dust
protection devices being switched on, and when the outside
air temperature is +5 O C and below, the dust protection
device heater is cut in as well.
(e) While warming up the engines, the crew checks the helicopter systems and equipment for serviceability in compliance with the directions laid down in Section 8 of
the present Flight Manual.
3.2.5.
3.2.5.1. Checklist for Helicopter Commander to Prepare

Helicopter for Taxiing-Out
To be inspected
Engines
ake sure that the engines are set to the

right-hand rotation of the throttle
control twist grip
Autopilot
Switch on the ROLL (KPEH), PITCH

(TAHTAX), YAW (HAIIPABJIEHVIE) channels
Commander's (main) gyro

horizon (ArK), stand-by
Make sure that the instruments read

properly
3.2.22
(cont'd)
Dec 23/93
FLIGHT MANUAL
To be inspected
Identification system
Make sure that the system is switched

on
Red and yellow annunciators
Make sure that the annunciators are

dead
Extreme roll
Make sure that the extreme roll is set
Wheel brakes
Release the main landing gear wheel

brakes
Landing lamps
Before performing a night flight; switch

on and extend the lamps, adjust the
beam direction, then switch off the
lamps
Heating of the pitotstatic tubes and

glasses
Switch on the heater at the outside air

temperature of +5 OC and below
Dust protection device
Switch on the dust protection device

(irrespective of preparation of the
base pad or airfield)
Main rotor speed
Make sure that the main rotor speed

amounts to 95 %

Give a command to the co-pilot to read
"Preparation of Helicop- the respective section
ter for Taxiing-Out"
ATC clearance for taxiing-out
Receive the clearance
Obstacles in direction
of taxiing
Make sure that the obstacles are absent
Control stick in the

FLIGHT position
Blister
Set the control stick to the FLIGHT

position
Close the blister, and make sure that
the FLIGHT annunciator glows
Dec 2 3 / 9 3
3.2.23
FLIGHT MANUAL
3.2.5.2. Checklist for Co-Pilot to Inspect Helicopter Before
Taxiing
To be inspected
Instruments
Make sure that the instruments read
properly
Doppler sensor AMCC
Make sure that the grivation is set, the

coordinate indicators counters are
zeroed
Automatic direction
finder APK
Make sure that the relative bearing

pointers read the direction to the homing radio station (locator beacon)
System PCAH (A-723)
Make sure that the initial data are

introduced for the first leg of the
route
Control stick in the

FLIGHT position
Set the control stick to the FLIGHT

position
Blister
Close the blister, make certain that

the FLIGHT annunciator illuminates

"Preparation f o r Taxiing-Out"

report the helicopter readiness for
taxiing-out
3.2.24
Dec 23/93
FLIGHT MANUAL
3.2.5.3. Checklist for Flight Engineer to Inspect Helicopter Before
Taxiing-Out
To be inspected
Cargo compartment
Make certain that the airborne ladder is

removed inside the helicopter and close
the cargo compartment doors; make sure
that the persons accompanying the cargo
occupy the assigned seats and their seat
belts are fastened
External power supply

wire bundle
Make sure that the wire bundle is disconnected
Grounding cable
Make sure that the grounding cable is

placed into the seat
Work station
Occupy the work station, fasten the seat

belts
Storage batteries,
generators
Make sure that the storage batteries and

generators are switched on
Engines, transmission,
hydraulic system
Hake sure that the monitoring instruments

and annunciators read properly
/ Tachometric equipment
/ Check the equipment for serviceability
Gas temperature measuring Check the equipment for serviceability

equipment
Check to see that the dust protection

equipment is switched on
Ice protection system
Make sure that the ice protection system

is switched on at the outside air
temperature of + 5 O C and below
System 3PH (electronic

pressure regulator), YP
(extreme power)
Make sure that the EPR system is switched

on, extreme power is selected
Red and yellow annunciators
Make sure that they are dead

"Before Taxiing-Out"

report the helicopter readiness for
taxiing-out to the helicopter commander.
(cont'd)
Dec 2 3 / 9 3
3.2.25
FLIGHT MANUAL
PREPARATION FORFLIGHT -Pre-Flight Check
Circuit of Pre-Flight Inspection of Helicopter

1 to 13 - sequence of inspection;
- external inspection;
- internal Inspection
- - A
Figure 3.2.1
3.2.26
- 000 Dec 23/93
Section 4
5:
.-6
+-2
Cd
NORMAL PROCEDURES
Gn
FLIGHT MANUAL
NORMAL PROCEDURES - Contents
S e c t i o n
NORMAL PROCEDURES
TABLE OF CONTENTS
4.1. Taxiing
Page
.............................................
4.1.1
.....................
4.2.1
4.2. Takeoff and Low-Altitude Flight

4.3. Climb
................................................
4.4. Cruising Flight

4.5. Descent
.............................................
4.6. Landing Approach

4.7. Landing
.....................................
....................................
.............................................
4.8. Check-Out Sheet
.....................................
4.9. List of Acceptable Failures
.........................
Dec 23/93
Contents
4.1/2
FLIGHT MANUAL
NORMAL PROCEDURES
Taxiing
TAXIING
General
Prior to taxiing the helicopter, it is necessary to
perform all the operations specified in the "Before
Taxiing-Out" checklist and in the "Before Taxiing-Out"
section of the check-out sheet.
Perform all the operations as directed in the "Taxiing"
section of the check-out sheet.
Perform the taxiing on the hard and even surface of the
pad (refer to Section 2) at the speed n o t exceeding
30 kmlh and the wind velocities indicated in Item 2.5.7.3.
If the pad condition does not ensure the taxiing or the
wind velocity exceeds the tolerable value, it is necessary
to perform a hop instead of the taxiing or takeoff directly from the pad, acting as directed in Sub-Section 4 . 2 . TAKEOFF.
At the hindered parkings, if it is impossible to perform
the taxiing, hop or takeoff, the helicopter should be
towed to the starting and holding point.
In case of the crosswind taxiing, to prevent the
helicopter spontaneous turn upwind and banking downwind,
it is necesary to counteract the turn by the respective
deflection of the pedals, and the banking, by deflecting
the control stick upwind.
While taxiing the helicopter on the wet ground or ground
covered with precipitation, then, prior to parking the
helicopter, it is necessary to brake the main landing gear
wheels 2 or 3 times to remove moisture from the brakes and
to prevent freezing of the brake shoes during the
helicopter parking.
It is necessary to taxi the helicopter on the snow-covered
pads, if possible, on the rolled cover (on the prepared
pads) .
In the day time, in the conditions of poor visibility, the
rotor blade tip lights, navigation lights and flashing
Dec 2 3 / 9 3
4.1.1
FLIGHT MANUAL
NORMAL PROCEDURES
Taxiing
beacons should be switched

windshield wipers are cut in.
4.1.1.9.
on.
If
necessary,
the
At the outside air temperature of + 5 OC, the following

should be switched on:
the automatic modes of the ice protection system of the

dust protection device and engines;
the pitot-static tube heater;
- the automatic mode of the rotor ice protection system.
In the icing conditions, switched on in addition are:

- the glass heater;
- the windshield wipers (if necessary).
WARNING : 1. AT THE OUTSIDE AIR TEMPERATURE OF MINUS 5 OC

AND BELOW, THE HELICOPTER TAXIING IN THE SNOWFALL CONDITIONS AND ALSO ON THE SNOW-COVERED
SURFACE OF THE PAD SHOULD BE PERFORMED WITH
THE ICE PROTECTION SYSTEM OF THE DUST PROTECTION DEVICE AND ENGINES SWITCHED OFF. IN THIS
CASE, SWITCH ON THE ICE PROTECTION SYSTEM OF
THE DUST PROTECTION DEVICE AND ENGINES BEFORE
TAKEOFF.
2 . NEVER PERFORM THE TURNS ON THE SPOT WITH RES-
PECT TO ONE WHEEL AND BACKWARD TAXIING.

'
4.1.2.
Check-Out Before Taxiing

Perform the check-out in compliance with the directions
laid down in the check-out sheet (refer to Sub-section 4 . 8
of the present Flight Manual).
4.1.3.
Taxiing Conditions
4.1.3.1.
When taxiing the helicopter, proceed as follows:
4.1.2
make certain that there are no obstacles on the way of

taxiing;
Dec 2 3 / 9 3
FLIGHT MANUAL
NORMAL PROCEDURES - Taxiing
.-793
194
- check all the instruments for proper readings;
contact the command post and receive the taxiing clearance ;
- rotate the throttle control twj.st grip extremely to the

right and set the main rotor speed equal to 95 % , increase the collective pitch by 1 or '2 and, gradually
deflecting the control stick forward, proceed to the advance motion;
- at the beginning of the helicopter motion, check to see
that the brakes are serviceable;
4.1.3.2.
after moving off from rest, control the taxiing speed

with the aid of the control stick, collective pitch
lever and wheel brakes.
While taxiing, perform the turns gradually by deflecting

the pedals, avoid the turns with small radius at the increased speed since the energetic turns provoke the helicopter tendency to skidding and overturning. Should the
skidding and overturning tendency develop, it is necessary
to decrease the engine power without delay (decrease the
pitch and set the left-hand rotation of the throttle control twist grip), holding the hglicopter against banking at
the same time by deflecting the control stick to the side
opposite to the bank, gradually deflect the pedal towards
the skidding and stop the helicopter.
If it is impossible to perform the taxiing without skidding, for example, on the slipping ground, with the crosswind being available thereon, it is necesssary to perform
a hop.
4.1.3.3.
To stop the helicopter in the process of taxiing, it is

necessary to decrease the engine power to the minimum one,
gradually deflecting the control stick backward, to the
position close to the neutral one, and apply the brakes.
w.NEVER
APPLY THE MAIN ROTOR BRAKING (BY PULLING

THE CONTROL STICK BACKWARD) WHEN THE MAIN ROTOR
COLLECTIVE PITCH IS MINIMUM ONE.
-000Dec 23/93
4.1.3/4
FLIGHT MANUAL
NORMAL PROCEDURES - Takeoff and Low-Altitude Flight
4.2.
TAKEOFF AND LOW-ALTITUDE FLIGHT
4.2.1.
General
4 . 2 . 1 . 1 . The following types of helicopter takeoff are possible:
the vertical takeoff, i.e. the vertical

forward speed;
the no-run takeoff without the ground effect, i.e. the

vertical climb exceeding the obstacle height by at least
10 m and acceleration till the required forward speed is
obtained without the ground effect;
the no-run takeoff in the ground effect during which,

after hovering, the acceleration or its portion (the
beginning) is executed in the ground effect at the height
of at least 1.0 to 1 . 5 m from the ground to the landing
gear wheels;
the short takeoff, i.e. the run (acceleration) of the

helicopter on the runway until the speed not exceeding
40 km/h is obtained, separation of the helicopter from
the ground and the further acceleration of the helicopter with simultaneous climb.
climb without
4 . 2 . 1 . 2 . In each particular case, the method of takeoff is determined
by the helicopter commander, depending on the pad dimensions

and condition and presence of the obstacles on the takeoff
heading as well as the weather conditions in the takeoff
area.
4 . 2 . 1 . 3 . All
types of flights are performed with the autopilot

engaged. For the training purposes, it is allowed to perform
the flight, with the autopilot disengaged.
4 . 2 . 1 . 4 . It is allowed to perform the takeoff, hoverings, hovering
turns, movements and

the wind velocities
Item 2 . 5 . 2 of the
perform the takeoff,
upwind.
low-altitude flights near the ground at

not exceeding the values indicated in
present Flight Manual. If possible,
hoverings and movements near the ground
Dec 2 3 / 9 3
4.2.1
FLIGHT MANUAL
All the types of takeoffs and low-altitude flights near the
ground should be performed so as to avoid the helicopter
prolonged staying in the danger areas of altitude and airspeed shown on the graph presented in Fig. 7 . 3 . 3 of the present Flight Manual, determined from the conditions of landing safety in case of failure of one engine.
The minimum dimensions of the helicopters and landing pads
as well as the maximum angles of their approach areas should
correspond to the recommendations laid down in Sub-section
2 . 6 of the present Flight Manual.
Each time, prior to performing a flight, the helicopter
con?mander should execute the check hovering near the ground
with a view to checking the power plant for proper
functioning, helicopter control system for serviceability
and helicopter center of gravity, determining the type of
takeoff.
Before hovering (takeoff), the crew should perform all the
operations specified in the "At Holding Point" and "At
Lineup" sections of the check-out sheet.
The ice protection system is switched on before takeoff in
compliance with the directions laid down in Section 8.
In case of failure of one engine at takeoff, the helicopter
commander should make decision to discontinue or continue
the takeoff depending on the particular situation and
possibilities for 'landing or continuation of the flight. In
this case, act as directed in Item 6 . 7 . 3 for the given
situation.
Vertical Takeoff. Hovering Turns, Hovering Movement and
Low-Altitude Flight Near Ground
The hovering near the ground is performed before each flight
(the check hovering) and also with the view of training and
in performing special operations.
For performing the vertical takeoff and hovering, proceed as
follows:
4.2.2
Dec 23/93
f9F
FLIGHT MANUAL
after making certain that the instruments read normally,
contact the command post and request the clearance for
performing the check hovering;
set the throttle control twist grip to the rightmost
position and increase the main rotor collective pitch up
In this case, the main rotor speed should amount to
to .'3
95 % .
If necessary, set the preset main rotor speed with the aid
of the resetting switch;
- turn the helicopter upwind;
smoothly move the collective pitch control lever upward

for the helicopter to take off the ground and climb to
gain the preset hover height, holding the helicopter
against the turnsand rolls and avoiding the main rotor
speed decrease below 9 2 % .
One should bear in mind that the takeoff power gained by the
engines is determined by decreasing the main rotor speed,
when moving the collective pitch control lever upward, from
95 X down to 92 to 9 4 % and the engine turbocompressor speed
corresponding to the takeoff power at the given ambient air
temperature, in accordance with the graph presented in Fig.
8.2.3 of the present Flight Manual. Besides, the takeoff
power gain is checked by the crew by reference to the power
indicator.
CAUTION. DURING LIFTOFF, THE HELICOPTER TENDS TO MOVE FORWARD AND TO THE LEFT, THEREFORE, IT IS NECESSARY TO
COUNTERACT THIS TENDENCY BY RESPECTIVELY DEFLECTING
THE CONTROL ELEMENTS AND TRIM OUT THE SLIGHT CONTROL FORCES BY DEPRESSING THE AUTOTRIM BUTTON.
At an altitude of not below 3 m , it is necessary
determine the engine power rating and make certain that:
the power
takeoff ;
reserve
to
is sufficient for the helicopter to
Dec 2 3 / 9 3
4.2.3
FLIGHT MANUAL
the variations in the operating conditions of the engines

and in the readings of the monitoring instruments do not
exceed the tolerable limits;
the directional control margins are sufficient;
the helicopter center of gravity is within the tolerable

limits.
If the helicopter fails to reach the preset hover height, it

is necessary to touch down the helicopter, decrease the
takeoff mass, of the helicopter and repeat the check hovering.
4.2.2.3.
The helicopter hovering over the water surface is performed

at the altitude of at least 1 5 m. When hovering over the
less altitude, the water splashes cover the flight compartment glazing, which considerably lowers the visibility.
4.2.2.4.
It is necesary to make the hovering turns by smoothly

deflecting the pedals towards the desired direction, holding
the helicopter against movements with the aid of the control
stick at the angular velocity not exceeding that indicated
in Item 2 . 5 . 5 of the present Flight Manual.
&-&.
4.2.2.5.
When moving the right pedal forward (the right turn),

the main rotor speed decreases for a short time, the
helicopter descends. When moving the left pedal forward, the helicopter has the tendency to climb. In
this case, .maintain the altitude by the respective
deflection of the main rotor collective pitch control
lever.
The helicopter hops and movements at the low altitude near

the ground are performed when the ground state does not
allow the helicopter taxiing and also when performing the
special operations and for the purpose of training.
When performing the hovering turns, movements and hops at
the low altitude, it is necessary to proceed as follows:
take the wind velocity and direction near the ground into
account. With the wind velocity amounting to 1 0 m/s, the
hovering movement may be performed in any direction with
(cont'd)
4.2.4
Dec 2 3 / 9 3
;Y/B
NORMAL PROCEDURES
FLIGHT MANUAL
Takeoff and Low-Altitude Flight
With the wind velocity amounting to

a turn through 360'.
10 to 20 m/s, the hovering turns and movement may be performed with a turn through 30' with respect to the wind
direction; with the wind velocity amounting to 20 to
25 m/s, the hovering and movements are performed strictly
upwind ;
avoid the forward speed in excess of 10 km/h when performing the backward and cross movements;
have the necessary altitude margin.
When performing the hovering, hops and movements, determine

the altitude visually and check it against the radio altimeter, determine the speed visually by reference to the
ground movement.
The low-altitude flights over the difficult country (ravines, gorges, precipices) are performed at the altitudes of
at least 20 m over the terrain and at the indicated airspeeds of at least 60 km/h.
4.2.2.6. The angular velocity at turns should not exceed 12 deg/s. In
changing the turn direction, the complete reversal of pedals
should be accomplished for at least 3 s . When deflecting the
pedals at the high rate, the increased loads occur on the
tail rotor. transmission and tail boom.
4.2.3.
No-Run Takeoff with Acceleration in Ground Effect
4.2.3.1. The no-run takeoff with acceleration in the ground effect is

performed when the helicopter can hover at the altitude of
at least 3 m over the ground, with the engines running at
the takeoff power setting.
The maximum permissible takeoff mass of the helicopter with
acceleration in the ground effect is determined by the nomograph presented in Fig. 3.1.3.
4.2.3.2. For performing the takeoff, proceed as follows:
position the helicopter upwind, if possible;
-gradually increasing the main rotor collective pitch, lift

off the helicopter and perform the check hovering;
(cont'd)
Dec 23/93
: 4.2.5
FLIGHT MANUAL
make sure that the indication of the engine instruments is
normal, the hovering height and power reserve are sufficient for accelerating the helicopter;
-descend the helicopter to an altitude of 1 m ;
- gradually deflecting the control stick forward, accelerate

the helicopter and simultaneously increase the engine
power till the takeoff one is gained, avoiding the main
rotor speed drop below 9 2 % .
Accelerate the helicopter with simultaneous climb so that at
the altitudes of 1 . 5 to 3, 1 0 to 1 5 and 20 m over the ground
(the takeoff pad level) the indicated airspeed reaches 20,
40 and 60 km/h, respectively.
Perform the further climb till the obstacles are negotiated
.at the indicated airspeed of 60 to 70 km/h without changing
the engine power setting. After negotiating the obstacles at
the said airspeeds and power setting (but at the altitude of
at least 1 0 m over the obstacles), it is necessary to
proceed to the optimum climb in accordance with the flight
mission.
4.2.3.3.
During the crosswind takeoff, it is necessary to counteract

the tendency to drift by deflecting the control stick
windward.
The right-hand crosswind takeoff is more complicated than
the left-hand trneand requires the particular attention.
4.2.4.
No-Run Takeoff with Acceleration Without Ground Effect
4.2.4.1.
The no-run takeoff with acceleration without the ground effect is performed when the obstacles in the takeoff direction do not allow the helicopter acceleration in the ground
effect and when the helicopter carries the external store.
The helicopter takeoff mass should ensure the hovering
without the ground effect; it is predetermined by the
nomograph presented in Figs 3.1.1 and 3 . 1 . 2 .
4.2.4.2.
For performing the takeoff, proceed as follows:
(cont'd)
4.2.6
Dec 2 3 / 9 3
7rb
FLIGHT MANUAL
f.f-1
position the helicopter into the wind, if possible, then,

gradually increasing the main rotor collective pitch,
lift off the helicopter and make a strictly vertical
climb ensuring a safe flight over the obstacles;
gradually deflecting the control stick forward, accelerate the helicopter and, if the excessive power is
available simultaneously increase the engine power till
the takeoff one is gained.
Accelerate the helicopter gradually, without noticeable

change in the helicopter pitch angle. While increasing the
collective pitch, watch the main rotor speed, avoiding its
drop below 92 % . While accelerating the helicopter at the
helicopter flight altitude less than 1 0 0 m, the indicated
airspeed should not exceed 1 2 0 km/h.
4.2.5.
Short Takeoff
4.2.5.1.
The short takeoff is performed when the helicopter, having the

mass not exceeding the maximum permissible one for the actual
conditions and method of takeoff, steadily hovers at the
altitude at least 10 m from the ground to the landing gear
wheels, at the engine power up to the takeoff one.
The maximum permissible takeoff mass of the helicopter for
the short takeoff is determined as directed in Item 3.1.5.4
of the present Flight Manual.
4.2.5.2.
For performing the takeoff, proceed as follows:
engage the roll and pitch autopilot;
perform the check hovering at the altitude not below 1 m

for determining the engine power setting and make certain
that it is not the takeoff one:
trim out the control stick forces by the autotrimmer;
touch down the helicopter, decrease the main rotor collective pitch so that the helicopter steadily rests on
the ground;
deflecting the control stick forward and gradually increasing the collective pitch, perform the helicopter
(cont'd)
Dec 23/93
4.2.7
FLIGHT MANUAL
'transition to the takeoff running till the speed of 20 to
40 km/h is gained.
Continue to increase the main rotor collective pitch (till
the takeoff power is gained) and pull the control stick
backward, lift off the helicopter. During the takeoff run,
the helicopter tends to raise the main landing gear wheels
off the ground first and then, the nose' landing gear wheel.
Counteract this tendency at the moment of liftoff by pulling
the control stick backward. After liftoff, bring the indicated airspeed of 60 to 70 km/h, executing at the same time
a gradual climb: counteract the changes in the lateral and
directional trims as well as the helicopter tendency for the
altitude loss at the moment of energetic acceleration by
deflecting the respective control elements. Counteract the
helicopter drift tendency at the crosswind takeoff by deflecting the control stick windward. The right-hand crosswind
takeoff is more complicated and requires the particular
attention.
At all types of takeoff, perform a climb till the obstacles
are negotiated at the airspeed of 60 to 70 km/h.
After flying over the obstacles (but at the altitude not less
than 20 m), it is necessary to accelerate the helicopter to'
an airspeed of 120 km/h.
This airspeed should be maintained constant till an altitude
of 1 0 0 m is reached. After climbing to an altitude of 1 0 0 m ,
change over the he'licopter to the steady power in accordance
with the flight mission.
4.2.6.
Takeoff Under Noise Restriction Conditions
4.2.6.1.
The takeoff direction under the noise restriction conditions

should be selected so that the flight track by-passes the
populated areas, industrial and argicultural enterprises
(especially the cattle-breeding and poultry farms), heavy
traffic roads, rest zones and other crowded places.
4.2.8
Dec 23/93
FLIGHT MANUAL
NORMAL PROCEDURES - Climb
4.3.
CLIMB
4.3.1.
General
4 . 3 . 1 . 1 . The climb (to the assigned flight level) is performed in ac-
cordance with the traffic pattern established for the given

airfield.
4 . 3 . 1 . 2 . In the steady climb conditions, it is necessary to perform
the operations concerning the monitoring and control of the

power plant, systems and equipment of the helicopter, specified for climbing in Section 8.
4 . 3 . 1 . 3 . As soon as the transition altitude is reached, it.is neces-
sary to change over the pressure scale of barometric altimeters from the airfield pressure to the 760-mm Hg readout.
When flying 'the helicopter at low altitudes, below the lower
flight level, after exit from the circle, the minimum pressure reduced to the sea level is set on the route. Initially, the pressure readout is set by the co-pilot, then
after his report and after rollout on the course, by the
helicopter commander.
4 . 3 . 1 . 4 . In case of the prolonged climbing, it is necessary to take
into account the limitations on the maximum time of the

engine continuous operation at the power ratings above the
nominal one and the minimum time interval between these
power ratings.
4 . 3 . 1 . 5 . The oxygen equipment is used in compliance with the recommendations laid down in Sub-section 8 . 1 3 .
4 . 3 . 1 . 6 . In the conditions of poor visibility or if the visibility
worsening is expected, the helicopter commander and co-pilot

fly the helicopter and should be ready at any moment to
change over to the instrument flying.
4 . 3 . 1 . 7 . Depending on the forward speed, flight mass and flight alti-
tude, the climb should be executed as with the main rotor speed
at least 92 %. During the steady climb, all the crew members
should scan the air space in their sectors of view and report
the helicopter commander on the detected obstacles.
Dec 2 3 / 9 3
4.3.1
FLIGHT MANUAL
4.3.1.8.
While climbing, depending on the atmospheric conditions,

the difference in the readings of the rotational speed of
the turbocompressors of the left and right engines may
occur. This is explained by the engine speed control law
and by functioning of the compressor pressure ratio limiter
and turbine inlet temperature limiter. In this case, the
difference in the rotational speed of the engine turbocompressors should not exceed that indicated in Sub-section
8.2 of the present Flight Manual. If necessary, decrease
the engine power by moving the collective pitch control
lever down till the tolerable turbocompressor speed difference is obtained.
4.3.1.9.
In the process of steady climb, systematically watch the

readings of the instruments monitoring the operation of the
power plant, transmission and other systems and units of
the helicopter.
Note. After climbing to an altitude of at least 50 m ,

switch off the dust protection device.
4 . 3 . 1 . 1 0 . After climbing to the assigned altitude, level out the
helicopter, for which purpose set the assigned airspeed by
the control stick and then, using the collective pitch
control lever, gradually set the engine power rating corresponding to the assigned airspeed.
4.3.2.
"After Interce~tinnTransition Altitude" Checklists
4.3.2.1.
Checklist for Hellcopter Commander

To be inspected
Pressure indication on
barometric altimeter
Set a pressure of 760 mm Hg
I Set
Heading, airspeed and
altitude according to
the traffic pattern (directions of the air
traffic controller)
4.3.2
Dec 2 3 / 9 3
FLIGHT MANUAL
To be inspected
Engine power rating
Set
Altimeters
Order the flight engineer to check the

pressures for proper setting
Cargo compartment
Order the flight engineer to check the

cargo compartment
4 . 3 . 2 . 2 . Checklist for Co-Pilot
To be inspected
Heading, flight altitude and airspeed
Check of the flight track and
general orientation
Set the pressure of 760 mm Hg
Check and report the matter to
Carry out
4 . 3 . 2 . 3 . Checklist for Flight Engineer
To be inspected
Readings of the instruments monitoring the operation of the helicopter power plant and systems
I Lashing
state and cargo displace-
Absence of leakage of fuel, oil,

hydraulic mixture
Check
I Check
Make sure
(cont'd)
Dec 2 3 / 9 3
4.3.3
FLIGHT MANUAL
The flight engineer reports the check results to the helicopter commander.
4.3.3.
Climb Conditions
4.3.3.1.
Depending on the helicopter flight mass and altitude, the

climb is performed within the range of airspeeds indicated
in Item 2 . 5 . 4 . 1 .
For obtaining the maximum flight-path slope angle, perform the
climb at the airspeeds equal to the minimum permissible ones.
For obtaining the maximum rate of climb, it is necessary to
perform the climb at the optimum airspeed.
The climb performance at the nominal power rating of the
engines versus the flight altitude and flight mass of the
helicopter is shown on the graphs presented in Section 7.
4.3.3.2.
It is recommended to climb at the nominal power rating of

the engines. If necessary, it is allowed to climb at the
other power ratings of the engines until reaching the
takeoff one.
4.3.3.3.
The engine power rating is established by the helicopter

commander by reference to the engine power indicator and
is determined by the position of the side marker relative
to the center markers "H" (nominal power rating) and "K"
(cruising power rating), namely:
the takeoff power rating

above center marker "H":
the nominal power rating - the side marker is located

above center marker "K" up to the position opposite to
marker "H";
the cruising power rating - the side marker is located

opposite to or below center marker "K".
the side marker is located
Notes: 1. The engine power rating is determined by reference to the engine power indicator until reach-
4.3.4
Dec 2 3 / 9 3
FLIGHT MANUAL
ing the maximum permissible speed of the turbocompressor or gas temperature as specified in
Sub-section 8.2 of the present Flight Manual.
2. On reaching the maximum permissible turbocompressor speed or gas temperature, the power setting and monitoring should be performed by reference to the parameter to be the first to
reach its maximum permissible value.
4.3.3.4.
The maximum permissible flight altitudes (the service

ceiling) versus the actual flight mass are given in
Section 2 and shown on the graph presented in Section 7
The
flight characteristics are presented
for steady
atmospheric conditions. For other flight conditions, the
calculated parameters of the flight (the indicated altitudes
and airspeeds) should be corrected in compliance with che
directions laid down in Sub-section 7.9.
'
4.3.4.
Climb in Turbulent Air
4.3.4.1.
It is necessary to perform the climb in the turbulent air,

taking into account the peculiarities indicated in Item
4.4.5.
4.3.5.
Failurt of Engine in Climbing
4.3.5.1.
If one of the engines fails in climbing, the crew, acting

in accordance with the directions laid down in Section 6 ,
should change over the helicopter to fly with one engine.
The
helicopter
commander,
in
accordance
with
the
recommendations laid down in Section 7, should set the
further flight conditions versus the distance to the
takeoff airfield, serviceability of the power plant and
systems of the helicopter, make a decision whether to
continue the flight or land the helicopter.
Dec 2 3 / 9 3
4.3.5/6
FLIGHT MANUAL
NORMAL PROCEDURES - Cruisinq Fliqht
4.4.
CRUISING FLIGHT
4.4.1.
General
4.4.1.1. During the level flight, the crew should perform the operations relating to the monitoring and control of the power
plant, systems and equipment of the helicopter, specified
in Section 8 for the cruising flight.
4.4.1.2. The airspeed hold is initiated by the SPD HLD (CTAB)

switch, with the autopilot pitch channel engaged. Should
the necessity arise to change the flight speed, turn off
the SPD HLD switch and turn it on again after the helicopter has been trimmed out in the new flight conditions.
4.4.2.
Cruising Flight Conditions
4.4.2.1. Depending on the flight mass and altitude, the level flight
is performed within the range of airspeeds indicated in
Section 7. Maintain the flight altitude above 2700 m,
taking into account the airborne altimeter table data.
It is recommended to perform the prolonged enroute flights
at the cruising airspeeds. With the external conditions
varying, correct the calculated parameters of the cruising
flight in compliance with the directions laid down in SubSection 7.5.
Make the turns and 360 turns at the roll angles indicated
in Section 2.
The power plant operating conditions should be within the
limits indicated in Section 8.
4.4.2.2. For the automatic hold of the heading, it is recommended to
perform the steady flight without turns at the safe
altitude, without depression of the pedals.
4.4.2.3. The prolonged level flight may be performed, with the
control stick and pedals being released, for which purpose
proceed as follows:
(cont'd)
Nov 18/04
4.4.1
FLIGHT MANUAL
NORMAL PROCEDURES - Cruisinq Flight
make sure that the movable marker of the pitch channel

indicator is near the neutral position. If necessary, set
it to the neutral position by depressing the autotrimmer
button;
- engage the autopilot altitude channel;
- switch on the flight airspeed hold.
Before changing the flight conditions, switch off the
flight airspeed hold.
4.4.2.4. For transition from the level flight to the climb, gradually deflect the collective pitch control lever to set
the assigned rate of vertical climb and use the control
stick to set the required flight airspeed.
For transition from the level flight to the descent, deflect the collective pitch control lever down till the assigned rate of vertical descent is obtained and use the
control stick to set the assigned flight airspeed.
4.4.2.5. The helicopter tendency to the roll, pitch and yaw
deviations in the transient conditions should be counteracted by the respective deflections of the control stick
and pedals and trim out the control forces by making the
short and frequent depressing on the autotrimmer button.
To prevent the helicopter over swinging, before depressing
the button, do not apply the excessive forces to the
control stick and also perform the transient conditions,
with the autotrimmer button depressed.
4.4.3.
Peculiarities of Helicopter Behaviour at High Altitudes

and Airspeeds
4.4.3.1. When flying the helicopter at the airspeeds close to the

maximum ones, the longitudinal static instability of the
helicopter may occur. Therefore, for maintaining the assigned flight conditions use the controls more frequently.
4.4.4.
Peculiarities of Helicopter Behaviour at Low Airspeeds
4.4.4.1. When flying the helicopter within the range of low

airspeeds (from the hovering to 70 to 80 km/h), the
transition to the steady flight at the higher airspeed
calls for
(cont' d)
4.4.2
Nov 18/04
FLIGHT MANUAL
NORMAL PROCEDURES - Cruising Flight
the considerable deflection of the control stick forward.
During the further increase in the level flight airspeed,
the amount of control stick forward deflection decreases.
It is necessary to avoid the prolonged flights at the
airspeeds from 20 to 50 km/h since they are accompanied by
the increased vibration of the helicopter structure and
unstable readings of the airspeed indicators.
Peculiarities of Helicooter Flvinp in Turbulent Air
When flying the helicopter in the turbulent (bumpy) air
conditions, the indicated airspeed may vary within 20 to
30 km/h, the heading may vary within 4 to 6 deg and the
rate-of-climb indicator readings are unstable.
When the. helicopter gets into these conditions, it is
necessary to change the flight altitude to leave the
extreme turbulence zone.
When flying the helicopter in the extreme turbulence area,
avoid the sharp pitch-up evolutions, make the turns at a
roll not exceeding 15'.
Do not attempt to exactly hold the
initial flight conditions concerning the altitude and
airspeed, fly the helicopter by reference to the gyro
horizon readings. In the extreme turbulence conditions, it
is necessary to fly the helicopter at the indicated airspeed of 160 to 180 km/h and flight altitude up to 2000 m
and
at the indicated airspeeds by 15 to 30 km/h less
that the maximum airspeed of the flight, with the flight
altitude exceeding 2000 m.
In the extreme turbulence conditions, it is necessary to
perform the flight, with the autopilot altitude channel
disengaged. In case of the pedal jerks, disengage the yaw
channel.
Flight with One Engine Throttled

The level flight and power-on glide, with one engine
throttled, are recommended to be performed for the training purposes at the speeds ranging from 120 to 180 km/h
and altitudes ranging from 300 m to 1000 m , making the
turns at a roll not exceeding 15O.
(c011t'd)
Dec 2 3 / 9 3
4.4.3
FLIGHT MANUAL
NORMAL PROCEDURES - Cruising Flight
The helicopter .takeoff mass should ensure the flight in
the assigned conditions, with one engine being inoperative, at ,the optimum speed; it is determined from the
graph presented in Fig. 3.1.5 of the present Flight
Manual.
4.4.6.2.
For throttling the engine in flight, proceed as follows:
at the assigned altitude, set a speed of 150 km/h;
shift the separate throttle control lever of the engine

to be throttled to the lower position and make sure that
the other engine has gained the increased power rating;
make sure that the level flight is possible at the power

rating not above the nominal one;
- perform the flight in accordance with the mission.
Note. If, in throttling the engine, the other engine fails

to gain the increased power rating or has gained the
takeoff power rating, it is necessary to change over
to the flight on two engines;
4.4.6.3.
4.4.4
after accomplishing the mission, gradually shift the

separate throttle control lever of the throttled engine
to the middle locked position and set the required
flight conditions.
For checking the engine operation in flight

emergency power rating, refer to Section 8.
Dec 23/93
at
the
FLIGHT MANUAL
NORMAL PROCEDURES - Descent
4.5.
DESCENT
4.5.1.
General
4.5.1.1. The helicopter allows the following types of descent:
- the vertical descent, with the engines operating;

-
the power-on slope descent;
- the main rotor autorotation descent.

4.5.1.2. The power-on slope descent is the main type of descent and
is performed in accordance with the established pattern at
the given airfield or by the instruction of the air traffic
controller.
4.5.1.3. Before descent, the crew should perform all the operations
indicated in the "Before Descent" checklist and "Before
Descent" section of the check-out sheet.
4.5.1.4. While descending, carry out the operations relating to the
monitoring and control of the power plant and equipment of
the helicopter, specified in the section describing the
descent.
4.5.1.5. The oxygen equipment is used in compliance
directions laid down in Sub - Section 8.13.
with
the
4.5.1.6. In intercepting the transition level at descent, it is necessary to set the barometric pressure of the landing airfield on altimeters first by the helicopter commander, then
by the co-pilot.
4.5.1.7. For the time of descent, fuel consumption and distance
flown, refer to Section 3.
(cont'd)
Dec 23/93
4.5.1
FLIGHT MANUAL
4.5.2.
"Before Descent" Checklists
4.5.2.1. Checklist for Helicopter Commander

To be inspected
Weather conditions at the landing

and alternate airfields, descent
conditions approach methods
Get acquainted
Cargo compartment (cargo state,

absence of fuel, oil, hydraulic
mixture leakage)
Order the co-pilot to perform

the check and report the check
results
Calculated takeoff mass, center of

gravity and amount of remaining
Receive the report from the copilot about the calculation

results
Descent conditions, approach

methods
Receive from the air traffic

controller
Set the airfield pressure,

check the altimeter for proper
setting by the co-pilot
1 Set
the landing heading and

give the respective command to
the co-pilot
Heading selector
Autopilot speed and altitude hold

channels
Disengage
Radio altimeter selector
Set to read 60 m
Air space in his sector, especially Observe and estimate by reference to the radio
in the descent direction
conversation with the ATC
controller
4.5.2
Dec 23/93
FLIGHT MANUAL
4 . 5 . 2 . 2 . Checklist for Co-Pilot
To be inspected
Takeoff mass, center of gravity
and amount of remaining fuel
Calculate and report to the

Desired track angle pointer
Set to the landing heading
Automatic direction finder (APKE;)
Tune to the locator outer and

middle markers
Air space in his sector, especially in the descent direction
Observe and estimate by reference to the radio conversation with the approach controller
The co-pilot reports

descent readiness.
4.5.2.3.
the
helicopter
commander
on
the
Checklist for FLight Engineer
To be inspected
Readings of the instruments monitoring the operation of the helicopter power plant and systems
Check
Lashing state, cargo displacement
Check
Absence of fuel, oil, hydraulic

mixture leakage
Check
The flight engineer reports the helicopter commander on

the check results and descent readiness.
f cont'd)
Dec 2 3 / 9 3
4.5.3
FLIGHT MANUAL
4.5.3.
Descent Conditions
4.5.3.1.
The vertical descent is performed:
at the altitude from 1 0 m to the ground - in all cases;
at the altitudes over 1 0 m - when it is impossible to

glide because of the certain obstacles or when the helicopter is specially employed. In this case, the flight
mass of the helicopter should ensure its hovering without the ground effect.
4.5.3.2.
During the vertical descent and power-on gliding at the

forward speed less than 4 0 kmlh, avoid the vertical rate
of descent in excess of 4 m/s, and from an altitude of
1 0 m it is necessary to decrease the descent rate so that,
by the moment of touchdown, this speed should not exceed
0 . 2 m/s. Should the vertical descent rate spontaneously
increases in excess of 4 m/s, it is necessary to decrease
it by gradually increasing the collective pitch, avoiding
the main rotor heaviness. If in this case the engine power
reserve proves to be insufficient and the main rotor speed
drops below 92 % , it is necessary to change over to the
helicopter flight at the forward speed.
4.5.3.3.
The vertical descent in the close proximity to the ground

should be performed upwind, if possible, avoiding the
helicopter drifts, turns, particularly at the moment of
touchdown. Check the vertical direction of descent by
reference to the ground and the hovering and low airspeed
indicators.
To change over from the hovering to the vertical descent,
it is necessary to decrease the collective pitch of the
main rotor till the helicopter starts gradually descending.
4.5.3.4.
4.5.4
While performing the power-on slope descent at the forward

speed, it is necessary to maintain the main rotor speed
within the tolerable limits by changing the main rotor
collective pitch. With the flight altitude decreasing, the
constant rate of descent is gained by gradually decreasing
the collective pitch, maintaining the main rotor speed
within the tolerable limits.
Dec 2 3 / 9 3
(23
FLIGHT MANUAL
The recommended main rotor speed is 95 2 2 % .
The recommended descent rate at the altitudes below 2 0 0 0 m
is within 1 2 0 to 1 8 0 km/h; in this case the vertical rate
should be within 3 to 5 m/s.
Notes: 1. In case of the turbocompressor speed variations
due to actuation of the air bleed valves, change
(increase or decrease) the engine power rating
with a view to stop the periodic opening and
closing of the valves.
2 . When performing the power - on flight, the decre -
ase in the main rotor collective pitch with

simultaneous energetic deceleration of the forward speed is accompanied by the short-time increase in the main rotor speed. In this case,
the pitch increase rate for decelerating the
forward speed should be so that the main rotor
speed does not fall outside the tolerable
limits.
4.5.3.5.
When flying the helicopter, with one engine operating,

perform the descent at the airspeed of 1 5 0 to 1 2 0 km/h.
4.5.3.6.
Perform the main rotor autorotation descent in case of

failure of two engines and also for the training purpose.
To perform the transition to the autorotation for the
training purpose, proceed as follows:
select the pad on which the landing simulation will be

performed at the main rotor autorotation;
set the airspeed at which the helicopter will descend at

the main rotor autorotation;
decrease the collective pitch to the minimum value and
make sure that the main rotor speed amounts to 9 5 2 2 % ;
- counteract the right-hand turn by respectively deflecting

the control elements;
- turn the throttle control twist grip to the leftmost
position ;
(cont'd)
Dec 2 3 / 9 3
4.5.5
FLIGHT MANUAL
maintain the main rotor speed within the tolerable limits after transition to the autorotation by changing
the collective pitch control lever.
It is recommended to perform the main rotor autorotation

descent at the indicated airspeeds:
at the altitude of 2000 m and over
at the altitude below 2000 m
100 to 120 km/h;
120 to 190 km/h.
The airspeed corresponding to the maximum descent distance

at the altitudes below 2000 m is 180 km/h. The vertical
rate of descent is dependent on the selected forward
speed, flight mass and outside air temperature. The minimum vertical rate of descent corresponds to the forward
speed of descent (110 to 150 km/h) and amounts to 9 to
10 m/s.
It is allowed to make the turns at the main rotor autorotation descent, with the roll not exceeding 20'.
To recover the helicopter from the main rotor autorotation
descent, with the engines operating, proceed as follows:
gradually turn the throttle control twist grip to the

right, watching the increase in the turbocompresor and
main rotor speed;
at the altitudes above 1500 m , counteract the main rotor

speed tendency to fall outside the maximum limits by
timely increasing the collective pitch;
gradually increase the main rotor collective pitch,

watching the main rotor speed and avoiding its drop
below 9 2 % , to recover the helicopter from the descent
to the level flight.
4.5.4.
Descent in Turbulent Air Conditions
4.5.4.1.
Perform the descent in the turbulent air conditions,

taking into account the peculiarities indicated in Item
4.4.5.
4.5.5.
Descent in Icinn Conditions

(cont'd)
4.5.6
Dec 23/93
FLIGHT MANUAL
769
fro
4.5.5.1.
Perform descent of the helicopter in the icing conditions

at the same airspeeds.
In the icing conditions, the turbocompressor speed should
be at least 86 X .
The procedure for using the ice protection system at
descent in the icing conditions is the same as that
specified in Section 8 for using the ice protection system
in flight.
Switch off the ice protection system of the main and tail
rotors on a lapse of 2 to 3 minutes after leaving the
icing area. At the outside air temperature of +5 OC and
below and also when flying the helicopter in the IFR conditions, it is necessary to switch off the ice protection
system of the dust protection device and engines, the
heating system of the pitot-static tube and flight
compartment glazing after taxiing-.in for parking.
4.5.6.
Holding Flight
4.5.6.1.
Perform the holding flight at the altitude

with the air traffic controller.
coordinated
The flight endurance in the holding area during which the

minimum fuel consumption per hour is obtained corresponds
to the optimum flight speed of 120 km/h.
- 000Dec 23/93
4.5.7/8
FLIGHT MANUAL
NORMAL PROCEDURES
Landing Approach
LANDING APPROACH
General
The instrument approach in the day time and at night may
be executed at the airfield provided with the ground controlled approach system (GCAS) and landing system equipment
(LSE) or one locator beacon at the meteorological minima
indicated in Section 2 .
The flight in the airfield area is performed in compliance
with the approach pattern authorized for the given
airfield.
If the airfield is provided with the ground controlled approach system and landing system equipment, the GCA system
is the main approach means, whereas the landing system
equipment is used for monitoring the approach.
While approaching the airfield, the crew should perform
the monitoring and control of the power plant, systems and
equipment of the helicopter, specified in Section 8 for
the given stage of flight and in the "After Transition to
Airfield Level Pressure" and "Before Rollout on Base Leg"
sections of the check-out sheet.
The radio altimeter selector is set to a value of 60 m by
the helicopter commander after transition to the airfield
level pressure, and for the training and practice
purposes, before taxiing-out according to the approach
pattern.
Pilotinp Techniaue
General
The approach maneuver is performed in accordance with the
aeronautical information publication pattern intended for
the piston-engined aircraft and helicopters.
The main approach pattern
approach traffic pattern.
Dec 2 3 / 9 3
is
the
tight
rectangular
4.6.1
FLIGHT MANUAL
NORMAL PROCEDURES - Landing Approach
Depending on the particular conditions, the airfield approach is performed at one of the lower holding flight
levels or at the preselected circling flight altitude. The
helicopter is brought from the pattern to the locator
outer marker (LOM) or to one of the points of the tight
rectangular approach pattern over the shortest way.
In the first case, perform the approach according to the
standard pattern (refer to the Flight Manual, Fig. 4.6.11,
for which purpose proceed as follows:
- when approaching the airfield, set the compass system to

operate in the directional gyro mode for reading out the
heading with respect to the landing airfield magnetic
meridian or change over the compass system to the magnetic heading mode and depress the slave button;
- tune the direction finder to the locator outer marker;
using the heading select knob, set the wide pointer of
combined indicator YI'P-4YK to the reading equal to the
landing magnetic track angle against the inner scale;
- bring the helicopter to the locator outer marker by reference to the direction finder, with the heading being
close to the landing one (MICn - landing magnetic heading) ;
make a turn with roll of 10 to 15'
(or twin 180'
turn);
after accomplishing the turn on crosswind leg, continue

flying in the direction perpendicular to the landing
heading for the time from the turn on crosswind leg to
the turn on downwind leg;
4.6.2
upon expiration of the indicated time, make a turn on

downwind leg with a roll of 10 to 15' till the heading
opposite to the landing direction is obtained;
after accomplishing the turn on downwind leg, continue

flying till RB3 is obtained, after which make a turn
onto base leg with a roll of 10 to 15' (the check relative bearing of the locator outer marker at the point of
turn onto base leg should be equal to 240' 2 drift angle
Dec 23/93
FLIGHT MANUAL
YC during the left-hand turn and 120'
during the right-hand turn);
2 drift angle YC
after accomplishing the turn on base leg and setting the

course in the direction perpendicular to the base leg,
continue flying till the relative bearing of the locator
outer marker becomes equal to RB4 2 drift angle YC (285'
+ drift angle YC during the left-hand turn and 75'
2
drift angle YC during the right-hand turn);
on reaching the indicated relative bearing, make a final

turn with a bank of 10 to 15' for rolling out onto the
base leg;
varying the roll within the tolerable limits during the

final turn, try to precisely roll out onto the base leg,
orienting yourself by the rate of alignment of the
relative bearing (RBI and desired track angle (DTA)
pointers on indicator YI'P-4YK. In case of the accurate
approach during the 30' turn till rollout onto the base
leg, the RB and DTA pointers should align and the
further turn should be made with the aligned pointers.
If during the first half of the turn, the angle between

the RB and DTA pointers remains constant or even increases, it is necessary to decrease the roll. If the
angle between the pointers decreases and after alignment
the RB pointer starts to lag behind the DTA pointer, it is
necessary to increase the roll up to 15O, maximum.
Recover from the turn, with no drift available, so that
the aligned RB and DTA pointers settle under the heading
marker on indicator YI'P-YK, with the magnetic heading
being equal to the runway landing magnetic heading.
Note. When flying the helicopter in the rectangular pattern, beginning with the moment of flying abeam the
locator outer marker it is necessary to maintain the
forward speed of 160 kmlh, descending, if necessary,
so that, not later than the final turn end moment,
the helicopter occupies the preselected altitude of
the circling flight. If the longitudinal or side
component of wind velocity exceeds 5 m/s, it is
expedient to introduce the corrections into the
Dec 23/93
4.6.3
FLIGHT MANUAL
course on %he rectangular legs at a rate of 1.5' for
each meter per second of the wind velocity component, taking into account the respective change in
the check relative bearings;
after accomplishing the turn on final, it is necessary
to set the flight speed of 140 km/h.
It is expedient to hold the flight direction on the base
leg by reference to indicator YI'P-4YIC, for which purpose
proceed as follows:
- having accomplished the turn on final, make a corrective

turn of the helicopter to the locator outer marker, i .e.
till the relative bearing becomes equal to O O ;
- if the heading selector wide pointer does not coincide
with the outer scale zero triangular index, make a corrective turn of the helicopter to the side opposite to
the wide pointer position so that the radio compass indicator pointer is located between the zero triangular
index and the wide pointer; in this case, the pointer of
the radio compass should be located closer to the wide
pointer, cutting off about a quarter of the approach
angle wedged between the zero triangular index and wide
pointer on indicator YFP-4YK;
4.6.4
making the smooth inconsiderable corrective turns, preserve the indicated relation of the angles on the indicator, if the approach angle varies; in this case, the
helicopter will fly along the base leg or the leg close
to it, with the drift being automatically taken into
account:
if no drift is available, the helicopter will gradually

roll out on the base leg, whereas the radio compass
indicator pointer and the wide pointer will align with
the zero triangular index and then this position will be
preserved;
after the locator outer marker has been passed, proceed

with flying to the locator middle marker in the same
manner.
Dec 23/93
FLIGHT MANUAL
Check the track in direction when flying on the base leg
by reference to the position of the radio compass narrow
pointer on indicator YI'P-4YK with respect to the heading
selector wide pointer, i.e. in the same manner as during
the en-route flight.
In this case:
if the narrow pointer is located left of the wide one

(the bearing is less than the track angle), the helicopter is right of the base leg;
- if the narrow pointer is located right of the wide one

(the bearing is greater than the track angle); the helicopter is left of the base leg.
At the steady heading, the pointer "misalignment" equal to
the angular deviation of the helicopter from the base leg
may be different depending on the drift angle value, but
should not exceed ;'5
on the base leg, bring the helicopter into a descent at
the vertical rate exceeding the design one by 0 . 2 to
0 . 5 m/s.
Descend the helicopter at the indicated vertical rate to
the altitude at which the helicopter flies over the
locator outer marker, after which fly level;
- when flying over the locator outer marker, change over

the radio compass to the locator middle marker and bring
the helicopter into a descent at the design vertical
rate to the decision altitude read against the barometric altimeter;
at the decision altitude of +30 m , the helicopter commander, proceeding with the instrument flying, momentarily shifts his sight (several times, if necessary) to
the out-of-flight compartment space, starts establishing
the visual contact with the ground landmarks and estimates the helicopter position with respect to the runway. In this case, the co-pilot checks the flight only
against the instruments', without distracting his attention to the out-of-flight compartment space;
(cont'd)
Dec 2 3 / 9 3
4.6.5
FLIGHT MANUAL
;
if the visual contact with the approach lights is established at the decision altitude and the lateral deviations from the runway center line do not exceed 150 m ,
the helicopter commander gives the "Landing" command and
the visual landing is performed;
- if the visual contact with the approach light is not

established at the decision altitude, level off the
helicopter. If the approach lights are not detected
after passing the locator middle marker, the helicopter
commander gives the "Go-around" command and the helicopter goes around;
if the helicopter commander does not give the "Landing"

or "Go-around" command by the moment of passing the
locator middle marker, the co-pilot goes around;
after passing the locator middle marker, perform the
flight on the base leg with gradual decrease of the
forward speed which should be within 60 to 7 0 kmls by
the moment the helicopter enters the runway threshold.
WARNING. IN ALL CASES, WHEN THE LANDMARKS ARE NOT VISIBLE,

IT IS PROHIBITED TO PERFORM THE FURTHER DESCENT
OF THE HELICOPTER WHEN THE RADIO ALTIMETER OPERATES. WHEN THE WARNING SYSTEM OPERATES, CHANGE
OVER TO THE CLIMB AND PROCEED WITH CLIMBING TILL
THE RADIO ALTIMETER WARNING SYSTEM STOPS ITS
FUNCTIONING.
4.6.2.3.
4.6.2.4.
During the approach and IFR flying, the pilot's attention

is distributed as follows:
the gyro horizon

climb indicator:
the gyro horizon - altimeter - speed indicator and so on

in the same order.
compass system indicator
rate-of
The descent path is checked by the readings of the gyro

horizon, barometric altimeters, radio altimeter and rateof -climb indicators in accordance with the established
descent path slope and the check altitudes indicated in
Dec 2 3 / 9 3
FLIGHT MANUAL
the aeronautical
airfield.
information
publication
for the given
When flying on the landing heading, the flight engineer

should report the helicopter commander on the altitude
every 50 m , the moment of flying over the locator outer
and middle markers and gliding speed.
WARNING. During all stages of the instrument approach, the
vertical rate of descent should not exceed 4 m/s.
When executing the approach over the shortest way, the
helicopter is brought to one of the rectangular pattern
points by the commands of the air traffic controller, then
the approach is executed on the remaining portion of the
tight rectangular pattern in accordance with the approach
pattern established for the given airfield.
4.6.2.5.
Approach with the Aid of Direction Finder APK-YA
UHF automatic direction finder APK-YE is designed for:
directing the helicopters involved in search to the UHF

radio set of the crashed helicopter (aircraft);
bringing the helicopter to the cloud breaking areas and
performing the approach by reference to the emergency
UHF radio set.
The functioning of UHF direction finder does not depend on

the functioning of medium-frequency direction finder.
Automatic direction finder APK-YA functions together with
the UHF radio set installed on the helicopter.
Prior to performing the maneuver, proceed as follows:
- turn on the UHF ADF (KOMIIAC YKB) circuit breaker located

on the upper power control board;
set the function selector switch located on the control

panel of automatic direction finder APK-YA to the WB
(mII) position, the band selector switch to the VHF (YKB)
position arid the CHANNELS (KAHAJIbI) selector switch to
position "4";
Dec 23/93
4.6.7
FLIGHT MANUAL
:
set the selector switch located on the intercommunication system control box to the RC2 (PK2) position and
the CIIY - RADIO (CIIY - PAHHO) selector switch to the
RADIO position; in this case, the volume control located
on the intercommunication system control box should be
placed in the maximum volume position;
bring the helicopter to the search area; in so doing,

take into consideration that the coverage of automatic
direction finder APK-YA increases both in detection and
homing with the flight altitude increase (at the altitude of 500 m , the coverage is at least 25 km);
- in case of detection of the beacon (locator marker) in

the standby conditions, the respective indicator lamp
should illuminate.
The maneuvers for breaking clouds, approach and search of
the crashed helicopter
(aircraft) are performed by
reference to the VHF radio set in accordance with the
pattern presented in Fig. 4 . 6 . 2 of the present Flight
Manual.
After detection and identification of the beacon (locator
marker), it is necessary to conduct the search and determine the location of this beacon (locator marker), for
which purpose proceed as follows:
4.6.8
set the function selector switch to the position corresponding to the alive indicator lamp (WB or NB). If the
NB (YII) indicator lamp illuminates, set the function
selector switch to the NB position;
use the ANT L (or ANT R) (AHT. JI. (HI) button to deflect
the indicator pointer to the left or to the right from
the bearing position and make certain that when the
button is released, the pointer returns to the previous
position :
turn the helicopter through RB

0, determine the magnetic heading of flight to the VHF radio set and place
the helicopter on this heading.
Dec 23/93
FLIGHT MANUAL
At the great distances, it is necessary to start homing in
the NB (Yn) mode. With the signal volume increasing in the
earphones, it is necessary to change over to the WB (IM)
mode since automatic direction finder APK-YA functions
more reliably in this mode;
if necessary, introduce the corrections into the heading, with the relative bearing being equal to ;
'
0
- 2 or 3 minutes before the design time of the VHF radio

set signal interception, set the assigned speed of
circling flight;
determine the emergency VHF radio set flyover by reference to the relative bearing change from 0 to 180';
after the VHF radio set flyover, turn the helicopter to

place it on the heading perpendicular to the runway
landing heading;
after accomplishing the turn, continue flying in the

direction perpendicular to the base leg for the time
from the turn on crosswind leg to the turn on downwind
leg;
upon expiration of the indicated time, make the turn to

downwind leg at a roll of 15' till the heading opposite
to the landing direction is gained;
after accomplishing the turn on downwind leg, continue

flying till RB3 is gained, after which make a turn on
base leg at a roll of 15' (the check relative bearing of
VHF radio set at the point of the turn to base leg
should be equal to RB3 2 drift angle);
after accomplishing the turn onto base leg and setting

the heading in the direction perpendicular to the base
leg, continue flying till the relative bearing becomes
equal to RBq 2 drift angle;
after reaching the indicated relative bearing, make a

turn on final for rolling out onto the base leg;
- complete the turn on final at an altitude of 200 m at

Vind " 100 to 120 km/h;
Dec 23/93
4.6.9
FLIGHT MANUAL
NORMAL PROCEDURES
Landing Approach
varying the roll within the tolerable limits during the

turn on final, try to precisely enter the base leg;
during the precise approach and with no drift available
on the runway landing heading, the indicator pointer
should read the relative bearing equal to 0, whereas
the compass indicator shows the runway landing heading.
If the helicopter fails to precisely roll out onto the
base leg during the turn to final, it is necessary to
correct the mistake.
If the magnetic heading, with the relative bearing being

equal to O0 exceeds the intermediate approach heading,
turn the helicopter to the right, if the magnetic heading
is less than the intermediate approach one, turn the helicopter to the left, having set the heading to the base
leg, taking account of the approach angle equal to the
double deviation in the heading. Hold this heading equal
to the passing angle, after which turn the helicopter to
the runway landing heading. After rolling out onto the
base leg, the helicopter is changed over for descent at a
vertical rate of 2 to 3 m/s till the break-through is
gained, then visually determine the helicopter position
more exactly with respect to the landing direction and
touch-down point.
Notes: 1. The rectangular pattern flight, till the moment

of ending of the turn on final, is performed at
the altitude not below the established safe
altitude.
2. At the great distances between the helicopter
and the crashed aircraft, the H - L (B - M)
selector switch located on the control panel of
automatic direction finder APIC-YA should be set
to the H (high sensitivity) position. For decreasing the compass indicator pointer oscillations at the short distances between the helicopter and the crashed aircraft, it is necessary
to set the said selector switch to the L position.
( c o n t 'dl
4.6.10
Dec 23/93
1'84
F L I G H T
NORMAL PROCEDURES
GO-around
M A N U A L
Landing Approach
Hrtf
%=%,design
Va'i&,des,sn
Hcr
HLOM
LMM
LSE Approach Pattern

Figure 4.6.1
F L I G H T
NORMAL PROCEDURES
M A N U A L
- Landing
Approach
Approach with Use of Automatic Direction Finder APK-YA

Figure 4.6.2
FLIGHT MANUAL
NORMAL PROCEDURES - Landing
4.7.
LANDING
4.7.1.
General
4.7.1.1.
The following types of landing are possible for the helicopter:
the no-run landing out of the ground effect, i.e. the

deceleration till the helicopter hovers at the altitude
exceeding the obstacle altitude by at least 3 to 5 m and
the subsequent vertical descent till the helicopter
touches down:
the no-run landing in the ground effect, i . e , the deceleration till the helicopter hovers at the altitude of
2.0 to 3.0 m from the ground to the helicopter landing
gear wheels and the subsequent vertical descent till the
helicopter touches down;
the short landing, with two engines running;
- the short landing, with one engine being inoperative;
4.7.1.2.
the landing, with the main rotor autorotation.
Depending on the location and nature of the pad (the pad

dimensions, state of the ground, height of obstacles in
the approach areas and the pad height) as well as the
landing mass and weather conditions near the ground, the
helicopter commander determines the method of landing.
The maximum permissible landing mass is determined in
compliance with the recommendations laid down in Item
3.1.3 of the present Flight Manual.
4.7.1.3.
All types of landing are performed into the wind, if

possible. The limitations on the tolerable landing speed
and wind direction are indicated in Item 2.5.7.
In case of the crosswind landing, it is necesary to counteract the drift tendency by deflecting the control stick
upwind. The turn tendency is counteracted by the
respective deflection of the pedal.
Dec 23/93
4.7.1
FLIGHT MANUAL
4.7.1.4.
The helicopter intermediate approach descent for all types

of landing is performed at the indicated airspeed of 60 to
70 km/h and descent rate of 2 to 4 m/s. The transition to
the indicated descent rate and airspeed is executed at the
altitude of 200 to 1 0 0 m , and for the purpose of decreasing the noise in the area, at the altitude of 300 m. If
necessary, the helicopter may descend at the common forward speed and less descent rate.
The landing planning is corrected by varying the forward
speed and rate of descent.
Notes:
1. Before transition to the descent, it is neces-
sary to switch on the dust protection device.

2 . The forward indicated airspeed of 60 to 7 0 km/h
at the descent rate of 2 to 4 m/s corresponds to
the descent path angle of 6 to 13' in the steel
air. The crosswind or downwind results in increase or decrease of the descent path slope at
the constant forwad speed (airspeed) and descent
rate values. The dependence of the descent angle
on the descent rate at the constant forward
indicated airspeed of 60 to 7 0 km/h for the
various values of crosswind and downwind velocities is shown on the graph presented in
Fig. 4 . 7 . 1 .
4.7.1.5.
For all types of landing, with the exception of the no-run

landing out of the ground effect, with a view of
increasing the landing safety in case of failure of an
engine, it is necessary to decrease the forward speed
(decelerate the helicopter so that the speed amounts to 20
to 40 km/h at the altitude of 3 to 1 0 m , respectively.
4.7.1.6.
Prior to landing the helicopter on the airfield or pad

where the atmospheric pressure is less or the outside air
temperature is greater than at the takeoff point, make
certain that the tail rotor pitch limit system is serviceable. In this case, the indicator movable index should be
closer to the leftmost position than during the takeoff.
4.7.2
Dec 2 3 / 9 3
FLIGHT MANUAL
NORMAL PROCEDURES - LANDING
4.7.1.7. When landing' the helicopter in the poor visibility conditions, at the helicopter commander's discretion, the
landing lamps should be switched on.
4.7.2.
Landing Technique
4.7.2.1. No-Run Landing Out of Ground Effect

When landing the helicopter on the pad limited by the
obstacles, the descent and forward speed decrease are
performed at the altitude exceeding the obstacle height by
at least 10 m.
It is necessary to start decreasing the vertical and
forward speeds of the flight at the altitude of 40 to 50 m
over the selected hovering point. Increase the collective
pitch gradually, avoiding the main rotor speed drop below
88 % .
Decrease the airspeed from 40 km/h to the hovering one in
the close proximity to the pad or over it if the pad
dimensions permit, avoiding in this case the descent rate
more than 1.5 to 2 m/s. Beginning with the altitude of 15
to 20 m, check the altitude and descent rate visually by
reference to the ground.
During transition to the helicopter hovering over the pad
out of the ground effect, the energetic descent of the
helicopter is counteracted by increasing the main rotor
collective pitch earlier than it is performed when the
helicopter hovers over the ground in the ground effect.
After hovering, perform the further descent so that the
descent rate at the moment of touch-down does not exceed
0.2 m/s.
After the helicopter touch-down, decrease the main rotor
collective pitch to a minimum value being quite sure that
the helicopter reliably rests on the firm ground.
With the collecting pitch decreasing, the helicopter tends
to turn to the right. This tendency is counteracted by
deflecting the left pedal forward.
(cont' d)
Dec 23/93
4.7.3
FLIGHT MANUAL
If the necessity arises to go around after hovering, climb
vertically over the pad to the altitude exceeding the
obstacle height by 10 m, after which accelerate the
helicopter.
4.7.2.2. No-Run Landing in Ground Effect
The helicopter landing at the airfields and on the pads
allowing the use of ground effect is the main type of the
helicopter landing.
It is necessary to start decreasing the vertical and
forward speeds of the flight at the altitude of 40 to 50 m
relative to the touch-down point.
Increase the collective pitch gradually, avoiding the main
rotor speed drop below 88 %, and so that the descent rate
amounts to not more than 1.5 to 2 m/s at the indicated
airspeed below 40 km/h. Beginning with the altitude of 10
to 6 m, smoothly deflecting the control elements, it is
necessary to finely reduce the forward and vertical speeds
of the helicopter so that it hovers at the altitude of 2 to
3 m.
As the helicopter approaches the ground, decrease the descent rate so that, by the moment of touch-down, it does not
exceed 0.2 m/s.
WARNING. A LAG OF INCREASING THE ENGINE POWER AND SHARP INCREASE IN THE ENGINE POWER BEFORE THE HELICOPTER
HOVERING MAY RESULT IN THE MAIN ROTOR SPEED
DECREASE AND ROUGH LANDING.
For going around, it is necessary to increase the collective pitch of the main rotor, avoiding the main rotor speed
drop below 92 % and, deflecting the control stick forward,
accelerate the helicopter to the required forward speed and
go into a climb.
Before touching down, avoid the lateral displacements of
the helicopter, especially to the left.
In the process of deceleration and hovering, trim out the
control
stick
force by
periodically
depressing
the
(cont'd)
4.7.4
Dec 23/93
'.
FLIGHT MANUAL
autotrimmer button. Before the helicopter hovering near
the ground, deflect the control stick forward and to the
right to counteract the helicopter tendency to increase in
the pitch angle, turn and left roll. A failure to comply
with this requirement may result in the backward displacement of the helicopter or to its rough landing.
4.7.2.3.
Short Landing with Two Engines Running

Perform the short landing with two engines running if it
is impossible to hover because of shortage of the available engine power (for example, when landing the helicopter at the high-level airfields at the high outside air
temperatures, on the dust-covered (snow-covered) pads) and
for the training purposes.
The helicopter may land at the airfields or on inspected
even pad, if the safe approach is provided. It is necessary to start decreasing the forward and verticl speeds at
the altitude of 40 to 50 m by gradually increasing the
main rotor collective pitch, avoiding the main rotor speed
drop below 92 % , and so that the engine power rating at
the altitude of about 5 m is close to the takeoff one, and
the forward speed amounts to 20 to 40 km/h with respect to
the ground.
At the altitude of 5 to 1 0 m from the ground to the
helicopter landing gear wheels, push the control stick
forward so that the helicopter has the landing angle and
thus preventing the ground touching by the tail boom.
Land the helicopter smoothly first on the main wheels,
then on the front ones.
At the low altitude near the ground, increase the collective pitch more energetically so that the helicopter
touches down at the descent rate of 0 . 1 to 0 . 2 m/s and
forward speed of 5 to 30 km/h.
When it is necessary to apply the energetic braking after
touch-down, proceed as follows:
deflect the control stick backward through 1/3 of its

travel from the neutral position, without decreasing in
Dec 2 3 / 9 3
4.7.5
FLIGHT MANUAL
this case completely the collective pitch, apply the
wheel brake. After the helicopter comes to a stop, set
the control stick to the neutral position, decrease the
main rotor collective pitch and completely turn the
control throttle twist grip to the left so as to prevent
the main rotor starting.
WARNING: 1. IN CASE OF OCCURRENCE OF THE "GROUND RESONANCE" DURING THE LANDING RUN, IT IS NECESSARY
TO DECREASE THE MAIN ROTOR PITCH TO THE MINIMUM VALUE WITHOUT DELAY, TURN THE THROTTLE
CONTROL TWIST GRIP FULLY TO THE LEFT, THEN
SHUT DOWN THE ENGINES.
2. TO PREVENT THE TAIL BOOM CONTACT WITH THE MAIN
ROTOR BLADES, IT IS PROHIBITED TO CONSIDERABLY
PULL THE CONTROL STICK BACKWARD BEHIND THE
NEUTRAL POSITION, WITH THE MAIN ROTOR PITCH
3 AGAINST THE ROTOR PITCH INBEING LESS THAN '
DICATOR.
3. IN CASE OF THE CROSSWIND LANDING, HOLD THE
HELICOPTER AGAINST DRIFT WITH THE AID OF THE
CONTROL STICK DEFLECTED WINDWARD TILL THE COMPLETE TOUCH-DOWN OF THE HELICOPTER AND ITS
STEADY POSITION ON THE GROUND.
4.7.2.4. Landing with One or Two Inoperative Engines

In case of failure of one engine or for the training purpose, the flight of the helicopter and its landing with
one inopertive engine may be carried out.
The power-off autorotation landing is carried out in case
of failure of two engines in flight or in case of breakdowns which do not disturb the tail rotor operation. The
recommendations on carrying out the flight and landing
with inoperative engine and landing with two inopertive
engines are laid down in Sub-Sections 6.6 and 6.7 of the
present Flight Manual.
4.7.6
Dec 23/93
FLIGHT MANUAL
4.7.3.
Post-Flight Inspection
After accomplishing the flight, prior to shutting down the
engines, it is necessary to perform the check inspection
according to the post-flight inspection checklists (refer
to Subitems 4.7.3.1, 4.7.3.2 and 4.7.3.3).
4.7.3.1. Post-Flight Inspection Checklist for Flight Engineer
To be inspected
Electric power consumers
To be switched off
To be switched off
Flight data recorder BYP-1-2
To be set to the ON position
Stopwatch
To be switched off
Seat belt
To be unfastened
Heater KO-50
To be switched off
Pilot-static tube heater
To be switched off
Hydraulic systems
The auxiliary hydraulic system is

switched off
Ice protection system of main and

tail rotors, glass panels
To be switched off
Flashing light
To be switched off
Report to helicopter commander
"Cooling time expired, ready to

shut down the engines".
4.7.3.2. Post-Flight Inspection Checklist for Co-Pilot

To be inspected
Communication radio set
Compass system
Gyro horizon
Automatic direction finder
Flight data recorder 6YP-1-2
To
To
To
To
To
be
be
be
be
be
switched
switched
switched
switched
switched
off
off
off
off
off
FLIGHT MANUAL
4.7.3.3. Post-Flight Inspection Checklist for Helicopter Commander
To be inspected
I "Collective pitch" control lever
] Throttle control
] To be
placed on the lower stop
( T o be turned to the left
twist grip
(Wheel brake
To be applied
Autopilot
To be disengaged
Gyro horizon
To be switched off
Radio altimeter
To be switched off
IFF transponder
To be switched off, the code

should be reset
Report of the flight engineer on

his readiness for shutting down
the engines
To be received
1 Clearance for shutting down the
I To be
received
engines
4.7.3.4. After accomplishing the flight and shutting down the

engines, if the line maintenance is not performed, the crew
members should carry out the visual inspection of the
helicopter from the ground (without opening the cowls), in
accordance with the pre-flight check inspection walk around
route specified for the helicopter commander and make
certain that there are no damage and fuel and oil leakage.
(cont' d)
4.7.8
Dec 23/93
F L I G H T
W A N U A L
NORMAL PROCEDURES - Landinp
Descent- angle af ianding, 8, deg

10
f5
20
25
Dependence of Descent Angle Versus Vertical Velocity

Figure 4.7.1
Dec 2 3 / 9 3
4.7.9/10
FLIGHT MANUAL
NORMAL PROCEDURES - Check-Out Sheet
CHECK-OUT SHEET
General
The check-out sheet allows the crew to additionally check
the accomplishment of the most important operations defining the helicopter and its crew readiness for the next
flight stage and having the direct influence on the flight
safety .
The preparation for each flight stage should be carried
out in accordance with the checklists; the check against
the check-out sheet should be initiated only after each
member of the crew has reported on accomplishment of the
preparation in accordance with the checklist.
The check with use of the check-out sheet is a set of
mandatory operations carried out under supervision of the
helicopter commander at the assigned flight lines when
preparing for flights of any purpose.
The contents of check operations are given in the checkout sheet in the conventional generalized form, decoded in
the detailed contents of the check-out sheet of the present sub-section.
The check in compliance with the check-out sheet is initiated at the assigned flight lines by the command of the
After delivering the "Read the check-out sheet" command,
each crew member should be ready to carry out the read
check operations concerned and report as soon as the
operations are accomplished.
The respective section of the check-out sheet is read
aloud througtr the intercommuniction system (intercom) by
the flight engineer who after the last report on the
respective section of the check-out sheet, reports the
helicopter commander on the accomplishment of the check
against the respective section of the check-out sheet.
Dec 23/93
4.8.1
FLIGHT MANUAL
4.8.1.7.
Flight stage to. start reading the check-out sheet sections:

the "Before Starting Engines" section to be read after
the reports are delivered from the crew members on
readiness for starting -the engines after accomplishing
the preparation in compliance with the "Before Starting
Engines" checklist (refer to Item 3 . 2 . 3 of the present
Flight Manual);
the "Before Taxiing-Out" section to be read after the
reports are delivered from all crew members about readiness for taxiing-out after accomplishing the preparation
in accordance with the "Before Taxiing-Out" checklist
(refer to Item 3 . 2 . 4 of the present Flight Manual);
- the "Taxiing" section to be read after taxiing out to

the straight portion of the taxiway clear of the obstacles calling for the particular attention.
Depending on the taxiing conditions, the indicated flight
stage may be changed at the helicopter commander's discretion.
It is allowed to start the check in compliance with the
"Taxiing" section of the check-out sheet before taxiingout, but not before the check against the "Before TaxiingOut" section is accomplished.
the "Taxiing" check has not
been accomplished by the
moment of reaching the holding point (preliminary start),
it may be completed at the holding point:
~f
4.8.2
the "At Holding Point" section to be read before requesting the clearance for taxiing-out to the lineup;
the "At
takeoff
all the
section
the "Before Descent" section to be read 5 to 1 0 minutes

before requesting the descent clearance;
Lineup" section to be read before requesting the

clerance; on the pads having no holding point,
operations specified in the "At Holding Point"
for this stage are performed at the lineup;
Dec 2 3 / 9 3
FLIGHT MANUAL
- the "After Transition to Airfield-Level Pressure" section to be read after receiving the descent clearance by
reference to the airfield-level pressure; depending on
the flight altitude, the "Before Descent" and "After
Transition to Airfield-Level Pressure" may be combined.
In this case, the operations according to the lines are

carried out in succession and the flight engineer reads
both sections of the check-out sheet;
- the "Before Base Leg Entry" section to be read directly
after accomplishing the turn on final or at the distance
of 2 to 3 km short of the runway (pad).
4.8.2.
"Before Starting Engines" Section of Check-Out Sheet

(a) Before starting the auxiliarv aower unit:
No.
To be checked
(1)
Storage batteries
(external power
supply)
(2)
Voice recorder
(3)
Readability over
intercommunication
system
Collective pitch
control lever lock
Tail rotor pitch
limit system
(4)
(5)
(6)
Control stick and

pedals
Report
Reported by
helicop- co-pilot flight
ter comengi (CP)
mander
neer
(HC)
(FE)
1
Switched on
(connected),
voltage
normal
Switched on,
operative
Good
Dec 23/93
Open
Switched
on, serviceable
Near the
neutral pnsition
4.8.3
.
FLIGHT MANUAL
No.
(7
(8)
(9
(10)
(11)
(12)
To be checked
Starting and system

circuit breakers
Flight papers, keys,
blanks
Takeoff data
Cargo doors, doors,

hatches
Pitot-static tube
covers
Wheel brakes
(13)
(14)
Main rotor brake

Separate throttle
control levers
(15)
Collective pitch
control lever,
throttle control
twist grip
Annunciators
Information reporting system
Vibration equipment
Flight data recorder BYP
(16)
(17)
(18
(19)
4.8.4
Dec 2 3 / 9 3
FLIGHT MANUAL
No.
To be checked
:eported by
Report
(HC)
(20) Fire extinguishing system

(21) CONSUMPT switch
(22) Fuel quantity gauge
(23) Fuel quantity
(24) Generators
(25)
(26)
(27)
(28)
(29)
Fuel pumps
Fire shut-off
valves
Engine shutdown
levers
External store
station
Cargo
engi -
FIREX
serviceable
ON
Serviceable
. . . ltr
Switched
off
Switched on
Open
Set in the
backward
position
Serviceable
Secured,
arranged,
clearances
normal
(b) With the auxiliary Dower unit oeeratine:

To be checked
APU parameters
Stand-by generator
KYDRAULIC SYSTEM:
MAIN, STBY switches
Report
Leported by
helicop co-pilot flight
ter cam
engi (CP)
mander
neer
(KC)
(FE)
Normal
Switched on
Switched on
(cont'd)
Dec 23/93
4.8.5
FLIGHT MANUAL
To be checked
Flashing beacons
IIT and T P - P 36 B
selector switches
Readiness for
starting the engines
4.8.3.
Report
Reported by
ter comengi (CP)
mander
neer
(KC)
(FE)
Switched on
Placed in
the MANUAL
position
Engines are
ready for
starting
1
1
"Before Taxiing-Out" Section of Check-Out Sheet

(a) With the engines running at the idle power:
No.
To be checked
(1
Engine operation
parameters
Dust protection
device
Gearboxes
(2)
(3)
Heating and ventilation system

Hydraulic systems
(4)
(5)
I
(6)
Radio sets
Report
Normal
Switched on
Warmed up,
serviceable
AUTO START
l 1 /
Switched on,
serviceable
Switched on,
checked
(cont'd)
4.8.6
Reported by
ter comengi (CP)
neer
mander
(HC)
(FE)
Dec 23/93
FLIGHT MANUAL
No.
To be checked
Report
helicop- co-pilot
ter cornmander
I
1 (1)
(2)
(3)
flight
engi -
At the outside air temperature of +5 OC and below:
I Ice protection sys-
Switched on
tem of engines,
dust protection device
Ice protection sys- Switched on,
tem of rotors
Switched on
Heaters of pitotstatic tubes,
glass panels
(b) With the throttle control twist prio turned to the

right:
No.
(1)
(2)
(3)
(4)
To be checked
On-board power supP ~ Y

Standby generator
and auxiliary
power unit
External power
supply
IlTandTP-P 3 6 B
selector switches
Report
Reported by
. engiter com(CP)
neer
mander
(HC)
(FE)
Switched on
Switched
off
Switched off
Placed in
the AUTO
position
1
1
(cont ' d )
Dec 23/93
4.8.7
FLIGHT MANUAL
No.
To be checked
Report
(5)
(6)
Main rotor speed

Gyro horizons
1
1
(7)
Roll monitoring
unit EKK
Compass system
Set
Switched
off, readings normal
Serviceable
Switched on,
slaved
Switched on,
tuned to
LOM (ONDB)
Switched
off, tuned
Switched on
Switched on,
ready for
use
Switched on,
code is set
Switched on
Set
(8)
(9)
Automatic direction finder APK
(10)
Equipment PCHH
(11) Weather radar

(12) Ground speed and
drift meter JHCC
(13)
(14)
(15)
(16)
(17)
Information,
identification
Radio altimeter
Airfield-level
pressure on altimeters
Electronic pressure
regulator, extreme
power
Power plant and
transmission operation parameters
Serviceable,
extreme power selected
Normal
(coi~t'd)
4.8.8
Reported by
ter comengi (CP)
mander
neer
(HC)
(FE)
Dec 23/93
1
2
1
1
1
1
2
FLIGHT MANUAL
No.
Report
To be checked
Central annunciator
panel, red and yello
annunciators
FLIGHT annunciator
Wheel brakes
Obstacles in taxiing direction
Readiness of taxiing
eported by
helicop- co -pilot flight
ter comengi (CP)
mander
neer
(1IC)
(FE)
Dead
On
Released
Absent
Ready
Additional operations performed under conditions of poor

visibility:
Rotor blade tip
lights, navigation
lights
Windshield wipers
Switched on
Switched on
When flying at night:

Cabin illumination
Lighting
Rotor blade tip
lights, formation
lights
Landing lights
Normal
Normal
Switched on
Switched
on, extended
When flying with external store:

Balance
Switched
on, checked
IMPORTANT. THE HELICOPTER WITH INOPERATIVE FLIGHT DATA

RECORDER SHALL NOT BE CLEARED FOR FLIGIIT
(cont'd)
Dec 2 3 / 9 3
4.8" 9
FLIGHT MANUAL
4.8.4.
"Taxiing" Section of Check-Out Sheet

To be checked
Wheel brakes
Obstacles
Main rotor speed
Power plant, systems
4.8.5
No.
Reported by
ter comengi (CP)
mander
neer
(HC)
(FE)
Serviceble
Absent
...
Instrument
readings
normal
"At Holding Point" Section of Check-Out Sheet

To be checked
Takeoff heading on
compass indicator
Wind direction and
velocity
4.8.10
Report
Report
I Set
Headwind
(from the
left, right
tail wind)
Dec 23/93
Reported by
ter comengi (CP)
mander
neer
(HC)
(FE)
1
FLIGHT MANUAL
4.8.6.
"At Lineup" Section of Check-Out

.
.
Sheet
To be checked
Report
helicop
ter com
mander
(HC)
Obstacles in takeoff direction

Takeoff heading on
compass indicator
Gyro horizons
Autopilot, roll,
pitch channels
Takeoff method
beported by
co-pilot
(CP)
enpi
- neer
(FE)
Absent
Coincides
with runway magne tic heading
Same readings
Engaged
No - run
takeoff, in
ground ef fect (out
of ground
effect),
running
takeoff
Readiness for take- Ready
off
4.8.7.
No.
"Before Descent" Section of Check-Out Sheet

To be checked
Report
teported by
engi ter com(CP)
neer
mander
(FE)
Approach pattern
Mass, center-ofgravity location
Acquainted
Mass . . . kg,
center-ofgravity . . .
(cont'd)
Dec 2 3 / 9 3
4.8.11
FLIGHT MANUAL
To be checked
No.
Report
Landing conditions
(3)
Known,
landing
provided . . .
(type of
landing)
Tuned
Tuning of automatic direction finder APK to locator

outer and middle
markers
Autopilot
1
1
(7)
(8)
1
1
Engaged,
altitude
channel and
speed hold
switched
off
Normal
Cargo attachment
Condition of systemd Serviceable
Readiness for
Ready
descent
4.8.8.
No.
"After Transition to Airfield-Level Pressure" Section

of Check-Out Sheet
To be checked
Report
ter cornmander
(1)
4.8.12
Airfield-level
pressure on altimeters
Set, . . . mm
altitude
... m
Dec 23/93
engi -
FLIGHT MANUAL
2-05.
r;To be checked
Reported by
Report
engi -
ter cornmander
Altitude
of 60 m
4.8.9.
Remaining fuel at
decision altitude
Compass system
Landing heading
on compass indica-
"Before Base Leg I ,try" Section of Check-Out Sheet

To be checked
Report
Reported by
engi (CP)
ter com. neer
mander
(FE)
(HC)
Correspond
to runway
landing
heading
(left,
right of
runway 1
Drift
Drift angle, runway landing heading angle . . .
deg, runway
landing
heading . . .
Compass indicator
readings
( c o n t 'dl
Dec 2 3 / 9 3
4.8-13
FLIGHT MANUAL
To b e checked
No.
(3)
(4)
(5)
Heading, altitude,
speed
Type of landing
Readiness for
landing
4.8.10.
Report
Reported by
engi ter com(CP)
mander
neer
(HC)
(FE)
Calculated
No - run
landing in
(out) of
ground,
running
takeoff
Ready
Detailed Contents of Check-Out Sheet
4.8.10.1. "Before Starting Engines" Section of Check-Out Sheet

(a)
Before starting auxiliary power unit:
(1)
The storage batteries (external power supply)

ched on (connected), voltage normal - the
engineer.
switflight
The flight engineer checks the AC and DC power supply

sources, their voltage values, setting of the selector switches to the position corresponding to the
external or on-board supply source, illumination of
the respective annunciators in compliance with the
requirements laid down in Sub-sections 8.2 and 8.6.
(2) The voice recorder flight engineer
switched on, operative
The flight engineer makes sure that

voice recorder functions normally.
Dec 23/93
the
the
on-board
FLIGHT MANUAL
(3)
The readability over the intercommunication system good - the flight engineer, co-pilot, helicopter
commander.
All crew members check the intercommuniction system
for proper functioning and make sure that the conversation readability is good.
(4) The collective pitch control lever lock

co-pilot.
open - the
The co-pilot makes sure that the collective pitch

control lever lock is open.
(5)
The tail rotor pitch limit system - switched on, serviceable - the helicopter commander
The helicopter commander switches on tail rotor pitch
limit system CIIYY-52 and makes certain that the
annilnciator
button with red light filter is dead,
whereas the zero indicator movable index has been
displaced from the leftmost position to the right by
the value corresponding to the air density near the
ground.
(6)
The control stick and pedals - near

position - the helicopter commander
the
neutral
The helicopter commander makes sure that the control

stick and pedals are set near their neutral position.
(7)
The starting and systems circuit breakers - turned on

- the flight engineer, co-pilot
The flight engineer and co-pilot should make certain
that all the circuit breakers located on the panels
and power control boards are turned on. When the
helicopter is fed from the external AC power source,
the flight engineer should check to see that the EXT
PWR (A3P. IIHTAHUE) switch is turned on and the EPS
CNCTD (PAII IIOJICJI.) annunciator lights up.
(8)
The light papers, keys, blanks

flight engineer
Dec 23/93
on
board
the
4.8.15
FLIGHT MANUAL
Based on the result of the helicopter pre-flight inspection, the flight engineer reports that the flight
papers indicated in Subitem 3.2.1.3, keys and all
blanks are available aboard the helicopter.
(9) The takeoff data - mass

mm - the co-pilot.
. . . kg, center of gravity . . .
The co-pilot reports the actual takeoff mass of the

helicopter and the center-of-gravity location.
(10) The cargo doors, doors, hatches
engineer
closed - the flight
The flight engineer makes sure that the cargo doors,

doors and hatches are closed.
(11) The pitot-static tube covers
engineer
removed
the flight
The flight engineer reports about the removal of the

pitot-static tube
covers by
reference
to the
helicopter pre-flight inspection results.
(12) The wheelbrakes - serviceable, locked, pressure normal - the helicopter commander, the flight engineer.
The helicopter commander makes sure that the wheel

brake system is tight and the brake control lever is
locked. The flight engineer checks to see that the
pressure in the brake system is normal.
(13) The main rotor brake
released
the flight engineer
The flight engineer makes sure that the main rotor

brake control lever is placed in the lowermost position.
(14) The separate throttle control levers - placed in the

middle position and latched - the helicopter commander
The helicopter commander makes sure'that the separate
throttle control levers are placed in the middle
position and latched.
(cont'd)
4.8.16
Dec 23/93
FLIGHT MANUAL
(15) The collective pitch control lever
stop, throttle control twist grip left - the helicopter commander
on the lower
turned to the
The helicopter commander makes sure that the collective pitch control lever is placed on the lower stop
and the throttle control twist grip is turned to the
left.
(16) The annunciators - serviceable - the helicopter commander, co-pilot, flight engineer
The helicopter commander and co-pilot check 'and report the flight engineer on the annunciator serviceability and setting of the DAY - NIGHT (AEHb - HOYb)
potentiometer to the required position. The flight
engi,neerchecks the annunciators for serviceability.
(17) The information reporting system - serviceable

the
The helicopter commander switches on the information

reporting system, depresses the CHECK (IIPOBEPEA)
button and, by reference to the received information,
makes certain that the system is serviceable.
(18) The vibration
engineer
equipment
serviceable
the flight
The flight engineer depresses the HB-500 button; in

so doing, the master warning lights on the annunciators labelled LEFT ENG EXC VIBR (JIEB. AB. BMBP
HOB.), RIGHT ENG EXC VIBR (HPAB. AB. BBFP HOB.), LEFT
ENG ABNORM VIBR (JIEB. AB. BBFP OIIAC.1 , RIGHT ENG
ABNORM VIBR (IIPAB. AB. BHFP OllAC.1 should illuminate
and the "Abnormal vibration of the left engine",
"Abnormal vibration of the right engine" voice information should be delivered.
( 1 9 ) The flight data recorder - switched on, data introduced - the co-pilot, flight engineer
The flight engineer switches on the flight data

recorder (FYP), for which purpose he sets the selec-
Dec 23/93
4.8,17
FLIGHT MANUAL
tor switch to the MANUAL (PYUHOE) position and checks
the flight data recorder for serviceability and
proper setting of the data: time, date of depature,
flight No. and takeoff mass.
(20) The fire extinguishing system
the flight engineer
FIREX, serviceable
The flight engineer makes sure that the fire extinguishing system is serviceable and the INDICATOR
- FIRE FIGHTING (KOHTPOJIb - AATYHKOB
CHECK
OFHETYUIEHME) selector switch is placed in the FIRE
FIGHTING position, the INDICATOR CHECK annunciator is
dead.
(21) The CONSUMPT (PACXOA) switch-on
the flight engineer
The flight engineer makes sure that the CONSUMPT

switch is placed in the ON (BKJI.) position, the
CONSUMPT FAIL (PACXOA HE PAEOT) annunciator is dead.
(22) The fuel quantity gauge - serviceable
engineer
the flight
The flight engineer switches on the fuel quantity

gauge and checks the fuel quantity by reference to
the fuel quantity indicator and reports the check
results to the helicopter commander.
(23) The fuel quantity
. . . ltr - the co-pilot
The co-pilot checks the total amount of poured fuel

and makes sure that the fuel amount corresponds to
the flight mission.
(24) The generators
OFF - the flight engineer
The flight engineer makes sure that the generators

are switched off.
(25) The fuel pumps - ON
the flight engineer
The flight engineer switches on the fuel pumps, sets

the LEFT (JIEBLIR), RIGHT (IIPABLIR) tank pumps selector
switches to the ON (BKJI.) position and makes sure
(cont'd)
4.8.18
Dec 23/93
FLIGHT MANUAL
that the LEFT OFF (JIEBLm HE PAFOT.),
(IIPABbm HE PABOT.) annunciators are dead.
( 2 6 ) Fire shut-off valves - open
RIGHT
OFF
the flight engineer
The flight engineer opens the LEFT (JIEBL~),

(IIPABL~) fire shut-off valves.
RIGHT
(27) The engine shutdown levers - in the backward position

- the flight engineer, helicopter commander
The flight engineer and helicopter commander make

sure that the engine shutdown levers are placed in
the backward position ENG SHUTDOWN LEFT RIGHT.
(28) The external store station
engineer
serviceable - the flight
The flight engineer reports about the serviceability

of the external store control system and indication
elements by reference to the helicopter pre-flight
inspection results.
(29) The cargo - secured, arranged, clearances normal the flight engineer and co-pilot
The flight engineer and co-pilot report about arrangement and securing of the cargo aboard the helicopter in compliance with the directions laid down in
the Helicopter Weight and Balance Manual, by reference to the results of inspection of the cargoes after their loading.
(b)
With the auxiliary power unit operating
(1)
The auxiliary power unit parameters

flight engineer
normal
the
After illumination of the OIL PRESS NORM (AABJI. MACJIA

HOPMA), R.P.M. NORM (OFOPOTM HOPMA) annunciators and
warming up the auxiliary power unit for at least one
minute, the flight engineer refers to the indicator
to make sure that the pressure in the air bleed
system is within the tolerable limits.
a+&
FLIGHT MANUAL
C2)
The standby.generator - ON
the flight engineer
The flight engineer switches on the standby generator.

(3)
The HYDRAULIC SYSTEM: MAIN, STBY (I'Ml(P0CMCTEMA:

OCHOBH. , AYBJIIIP.) selector switches - turned on - the
The helicopter commander makes sure that the main and
standby hydraulic systems are switched on and the
standby hydraulic system switch is located under the
cap.
(4) The flashing beacons
ON - the co-pilot
The co-pilot switches on the flashing beacons

(5)
The IIT and TP-P-36B selector switches - MANUAL - the

flight engineer
The flight engineer sets the IIT and TP-P-36 B selector switches to the MANUAL (PYYHOE) position; in this
case, the 36 V STBY (36 PE3EPB.1, IIT ON (IIT BRJIIOYEH)
and STBY LINE ON
(PE3EPB. JIElHElSI BICJI.) annunciators
should illuminate.
(6)
Readiness for starting engines - ready. - the flight

engineer, co-pilot, helicopter commander.
The flight engineer, co-pilot, and helicopter commander
report on accomplishment of the required operations
and their readiness for starting the engines.
4.8.10.2. "Before Taxiing-Out" Section of Check-Out Sheet

(a) With the engines running at the idle power:
(1)
The engine operation parameters

engineer, helicopter commander
normal
the flight
The flight engineer makes sure that the engine operation parameters are within the tolerable limits. The
helicopter commander checks the engine instrument
readings.
(cont'd)
4.8.23
Dec 23/93
FLIGHT MANUAL
(2)
The dust protection device
ON
the flight engineer
The flight engineer makes sure that the dust protection devices of the engines are switched on and the
LEFT DPD ON (JIEB, II3Y BICJIBYEH), RIGHT DPD ON (IIPAB.
II3Y BICJWYEH) annunciators illuminate.
(3)
The gearboxes
engineer
warmed up, serviceable
the flight
By reference to the annunciators and instrument readings, the flight engineer makes sure that the gearboxes are warmed up and serviceable.
(4) The heating and ventilation system

(ABTOM. 3AIIYCIC) - the co-pilot
AUTO
START
The co-pilot makes sure that the heater functions

normally, the KO-50 OPERATES (KO-50 PABOTAET) annunciator illuminates and sets the selector switch to
the AVERAGE COND (CPEAH. PEHMM) position.
(5)
The hydraulic systems - ON, serviceable

copter commander, flight engineer
the heli-
The helicopter commander makes certain that the main

hydraulic system functions normally, the respective
annunciators illuminate. The flight engineer checks
the pressure in the hydraulic systems and proper functioning of the respective annunciators.
The hydraulic system serviceability is estimated also
by reference to the check results during the test of
the engines and systems.
(6) The radio sets
der, co-pilot
ON, checked
the helicopter comman-
The helicopter commander, and co-pilot switch on the

radio sets and check them for proper functioning.
At the outside air temperature of +5 OC and below:
(1)
The ice protection system of the engines and dust

protection device - ON - the flight engineer
(cont'd)
Dec 23/93
4.8.21
FLIGHT MANUAL
The flight engineer manually switches on the ice protection system of the engines and dust protection device.
(2) The ice protection system of the rotors

the flight engineer
- ON,
AUTO
The flight engineer switches on the rotor ice protection system, sets the switch to the AUTO (ABTOMAT)
position.
(3) The heaters of the pitot-static tubes, glass panels

ON - the flight engineer
The flight engineer switches on the heaters of the

pitot-static tubes and glass panels of the flight
compartment.
(b)
With the throttle control twist grip turned to the

right:
(1)
The on-board power supply - ON
the flight engineer
Following the requirements laid down in Sub-sections

8 . 3 and 8 . 7 , the flight engineer checks the on-board
DC and AC power supply sources for proper cutting-in,
illumination of the respective annunciators and setting of the EXT PWR ( A 3 P . WTAHWE) switch to the OFF
(OTKJI.) position. The flight engineer makes certain
that the generators and rectifiers are switched on.
(2) The standby generator and auxiliary power unit
- OFF
the flight engineer
The flight engineer switches off the standby generator and auxiliary power unit and, by reference to the
respective annunciators which should extinguish,
makes sure that they are deenergized.
(3) The external power
- OFF -
The helicopter commander makes sure that the external

power supply wire bundle is disconnected and the
grounding cable is placed into the socket.
(cont'd)
4.8.22
Dec 2 3 / 9 3
FLIGHT MANUAL
(4) The IIT and TP-P 36 B selector switches

flight engineer
AUTO
the
The flight engineer sets the lIT and TP-P 36 B selector switches to the AUTO (ABTOMAT.) position.
(5)
The main rotor speed
set
The helicopter commander makes sure that the main rotor speed against the indicator is within 93 to 97 %.
(6) The gyro horizons - ON, readings normal
copter commander, co-pilot
the heli-
The helicopter commander and co-pilot check to see

that the LH GN (Ar . JIEB. ) , STBY GN (Ar PEBEPB. ) , RH
GN (AI' IIPAB.) gyro horizons are switched on, their
readings are correct, the initial pitch angle is set,
the gyro horizons are uncaged.
(7) The roll monitoring unit - serviceable - the helicopter commander
The helicopter commander checks to see that the roll
monitoring unit is switched on, depresses the selector switch to set it to the EKK CHECK I (I KOHTP.
EKK) position and, by reference to the EKK SERVICEABLE (MCnPABH. EKK) , ROLL HIGH (KPEH BEJITIMK) annunciators which should illuminate, determines the roll
monitoring unit serviceability.
(8) The compass system

copter commander
ON, slaved
the co-pilot, heli-
The co-pilots makes sure that the compass system is

switched on and slaved, the airfield geographical
latitude and zero magnetic declination are set, the
heading indicator readings correspond to the helicopter ramp heading and ItM-13 readings.
(9) Automatic direction finder (APK) - ON, directed to
outer locator (non-directional beacon)
the copilot, helicopter commander
The co-pilot makes certain that the ADF channel is

switched on, directed and set, the relative bearing
Dec 2 3 / 9 3
4.8.23
FLIGHT MANUAL
of the radio beacon (locator) is correct. The helicopter commander ensures that the APE-CB-APK-YICBselector switch is set to the APK-CB position.
(10) Equipment PCAH
ON, tuned
the co-pilot
The.co-pilot makes sure that the long-range navigation equipment is switched on and the initial data of
first two route legs are introduced.
(11) The weather radar
ON
the co-pilot
The co-pilot makes sure that the weather radar is

switched on (the CB, RADAR, ON ( A X , PJIC, BIWI) circuit
breaker is turned on), the SLOPE (HAKJIOH) control knob
is turned clockwise, the BRIGHT (HPKOCTb) control knob
is set in the middle. position, light-emitting diode
annunciators illuminate.
(12) Ground speed drift meter ARCC
the.co-pilot
ON, ready for use
The co-pilot makes sure that equipment AHCC is

switched on, the grivation equal to the magnetic declination, but opposite in sign, the longitudinal and
lateral deviations are set on the indicators, the selector switch on the drift angle and ground speed
indicator is placed in the position corresponding to
the nature of underlying surface, refers to the
annunciators and indicator lamps to make certain that
ground speed and drift meter ARCC functions normally.
(13) The information reporting system and IFF equipment

ON, code set - the co-pilot, helicopter commander
The co-pilot checks the information reporting system

for proper functioning.
The heljcopter commander checks to see that the IFF
equipment is switched on, the code is set.
( c o n t 'dl
4.8.24
Dec 2 3 / 9 3
FLIGHT MANUAL
(14) The radio altimeter - ON
The helicopter commander checks to see that the radio

altimeter is switched on, altitude of 60 m is set and
the failure flag disappears.
(15) The airfield-level pressure on the radio altimeters
set - the helicopter commander, co-pilot
The helicopter commander and co-pilot make sure that,
with the pointers reading zero, the readings against
the barometric pressure scale correspond to the airfield-level pressure.
(16) The electronic pressure regulator, extreme power serviceable, extreme power - selected - the flight
engineer
The flight engineer checks the position of the EPR
(3PA) and EP (YP) selector switches; they should be
turned on.
(17) The power plant and transmission operation parameters
normal - the flight engineer
The flight engineer makes sure that the power plant
and transmission operation parameters are within the
tolerable limits.
(18) Central annunciator panel UCO, red and yellaw annun-
ciators - dead - the flight engineer, co-pilot, helicopter commander.

The flight engineer, co-pilot and helicopter commander make certain that master warning lights QCO, red
and yellow annunciators of the emergency and warning
lights indicating the failures or malfunctions of the
separate systems and units are dead.
(19) The FLIGHT (IIOJIET) annunciator
engineer
glows
the flight
The flight engineer makes sure that the PLIGHT annunciator glows.
Dec 23/93
4-8.25
FLIGHT MANUAL
( 2 0 ) The wheel brakes
released
the helicopter comman-
der
The helicopter commander releases the wheel brakes
- absent
flight engineer, co-pilot, helicopter commander
( 2 1 ) The obstacles in the taxiing direction
the
Each crew member observes the space in his sector in

the taxiing direction and makes sure that no obstacle
hindering the taxiing procedure is available.
( 2 2 ) Readiness for taxiing
ready
co-pilot, helicopter commander
the flight engineer,
The flight engineer, co-pilot and helicopter commander report their readiness for taxiing.
The additional operations to be performed under conditions
of poor visibility:
(1)
The rotor blade tip lights, navigation lights

the co-pilot
- ON -
The co-pilot switches on the rotor blade tip lights

and navigation lights.
(2)
The windshield wipers

commander
- ON -
the co-pilot, helicopter
The co-pilot and helicopter commander switch on the

windshield wipers, if required.
When flying at night:
(1)
The flight and cargo compartments illumination

normal - the helicopter commander, co-pilot, flight
engineer
The helicopter
commander, co-pilot and
flight
engineer report on the degree of illumination of
their work stations.
(2) The red lighting - normal - the flight engineer, copilot, helicopter commander
(cont'd)
4.8.26
Dec 2 3 / 9 3
FLIGHT MANUAL
The flight engineer, co-pilot, helicopter commander
report on degree of illumination of the instrument
boards and consoles with red light.
(3)
The rotor blade tip and formation lights

co-pilot
ON
the
The co-pilot switches on the rotor blade tip and formation lights.
(4) The landing lamps helicopter commander
ON, extended
the co-pilot,
The co-pilot and helicopter commander make sure that

the landing lamps are extended and switched on.
When flying with the external store
(1) The balance
ON, checked
The helicopter commander switches on the balance and

checks it for proper functioning in compliance with
Item 8.24 of the present Flight Manual and sets the
required data.
CAUTION. THE HELICOPTER SHALL NOT BE CLEARED FOR
FLIGHT IF THE FLIGHT DATA RECORDER IS INOPERATIVE.
4.8.10.3.
"Taxiing" Section of Check-Out Sheet

(1) The wheel brakes - serviceable
mander
the helicopter com-
In taxiing the helicopter on the straight portions of

the taxiway, the helicopter commander estimates the
landing gear wheel brakes by the efficiency of braking and periodic check of the pressure against the
indicator.
(2)
The obstacles - absent - the flight engineer, copilot, helicopter commander

The flight engineer observes the taxiway in his sector and if the obstacles are available, estimates the
(cont'd)
Dec 23/93
4.8.27
FLIGHT MANUAL
distance to. them and reports the matter to the helicopter commander.
The co-pilot observes the right hemisphere and warns
the helicopter commander about the probability of
dangerous closure with the obstacles. The helicopter
commander observes the left hemisphere, in taxiing
the helicopter, he estimates the terrain (slopes,
condition of the ground), obstacles available on the
way, their features, distance to them and also estimates the taxiway width to make certain that it is
sufficient for making the left or right turn.
(3)
The main rotor speed mander
the helicopter com-
The helicopter commander makes certain that the main

rotor speed amounts to 93 to 97 % against the indicator.
(4) The power plant, systems

- the flight engineer
instrument readings normal
In taxiing the helicopter, the flight engineer watches the readings of the instruments and annunciators
of the power plant and systems of the helicopter.
4.8.10.4. "At Holding Point" Section of Check-Out Sheet

(1)
The takeoff heading on the heading indicator

the co-pilot, helicopter commander
set

the takeoff heading is set on the heading indicator.
(2) The wind direction and velocity
headwind (from the

left and right, tail wind) - m/s - the helicopter
commander
The helicopter commander estimates and reports the

wind direction and velocity.
(cont'd)
4.8.28
Dec 23/93
FLIGHT MANUAL
NORMAL PROCEDURES - Checklout Sheet
4.8.10.5.
"At Lineup" Section of Check-Out Sheet

(1) The obstacles in takeoff direction
pilot, helicopter commander
absent
the co-

there no obstacles in the takeoff direction.
(2)
The takeoff heading on the heading indicator

coincides with the runway magnetic heading - the helicopter commander, co-pilot
The helicopter commander and co-pilot make sure that
the takeoff heading on the heading indicator coincides with the runway heading.
( 3 The gyro horizons

engineer
the same readings
the flight
The flight engineer checks the gyro horizon readings

which should be identical.
(4) The autopilot, roll and pitch channels
- ON -
the
The helicopter commander switches on the autopilot

roll and pitch channels.
(5)
The takeoff method

no-run takeoff in .(out of)
ground effect, running takeoff - the helicopter commander
The helicopter commander determines the takeoff method, proceeding from the particular actual conditions.
(6)
The takeoff readiness - ready


report on their readiness for takeoff.
(cont'd)
Dec 23/93
4.8.29
FLIGHT MANUAL
4.8.10.6. "efore
Descent".Section of Check-Out Sheet
(1) The approach pattern

acquainted
the co-pilot,
The co-pilot, helicopter commander familiarize themselves with the approach pattern for the given airfield.
(2)
The mass, center of gravity

mass
gravity
mm - the co-pilot
- kg,
center of
The co-pilot reports the calculated landing data;

mass - kg, center of gravity
mm .
(3)
The landing conditions

known, landing ensured
the
Proceeding from the received weather conditions and

approach pattern as well as the limitations imposed
on the helicopter and tolerance for weather minimum,
the helicopter commander estimates the possibility of
landing.
(4) Tuning of automatic direction finder APK to the locator outer and middle markers - tuned - the co-pilot
The co-pilot makes sure that automatic direction finder APE is tuned to the locator outer and middle markers by reference to the results of operations carried out in compliance with the "Before Descent" checklist.
(5)
The autopilot - engaged, altitude channel and speed

hold - OFF - the helicopter commander
The helicopter commander makes sure that the autopilot roll, pitch and yaw channels are switched on,
the altitude channel and speed hold are switched off.
(6) The cargo attachment
normal
the flight engineer
The flight engineer reports the results of inspection

of the cargoes in the cargo compartment in compliance
4.8.30
Dec 23/93
FLIGHT MANUAL
with the operations specified in the "Before Descent"
checklist.
(7) The systems serviceability
engineer
serviceable
the flight
The flight engineer reports on the systems serviceability referring to the check results of instrument
readings and annunciators in compliance with the
"Before Descent" checklist.
(8) Readiness for descent

ready

report on their readiness for descent.
4.8.10.7.
"After Transition to Airfield-Level Pressure" Section of

Check-Out Sheet
(1) The airfield-1evel:pressure - mm on altimeters

set, altitude
m - the helicopter commander, copilot
At the level-flight transition, the helicopter commander, co-pilot set the landing airfield-level pressure on the barometric altimeters and check the altimeter readings by reference to the information delivered over the intercommunication system.
(2)
The radio altimeter

an altitude of 60 m set
the
The helicopter commander sets an altitude of 60 m on

the radio altimeter with the aid of the selector.
(3)
The remaining fuel at the decision altitude

- the co-pilot
- kg
The co-pilot reports the calculated remaining fuel at

the decision altitude.
(4) The compass system
slaved
Dec 23/93
the co-pilot
1.8.31
FLIGHT MANUAL
The co-pilot reports the compass system slaving by
reference to the results of performance of this
operation in accordance with the "Before Descent"
checklist.
(5)
The dust protection device

gineer
- ON -
the flight en-
The flight engineer switches on the dust protection

device and reports on its switching-on to the commander;
(6)
The landing heading on the heading indicator

the co-pilot, helicopter commander
set

the desired track angle (DTA) pointer is set to the
landing heading and report the matter to the air
traffic controller.
4.8.10.8. "Before Base Leg Entry" Section of Check-Out Sheet

(10) The heading indicator readings - on the landing
heading (left, right of the runway) - the co-pilot,
The co-pilot, helicopter commander check the helicopter position with respect to the runway center
line by reference to the heading indicators.
(2)
The drift angle, landing heading - drift angle

- the co-pilot
deg, landing heading
Referring to the ground speed and drift, the co-pilot
determines the actual drift angle and reports the
matter to the helicopter commander.
(3)
The heading, altitude, airspeed

calculated
the
The co-pilot, helicopter commander make sure that the

indicated heading, altitude and airspeed correspond
to the calculated values. If it is necessary to
introduce the actual drift angle correction into the
landing heading, the helicopter commander makes the
( c o n t 'd)
4.8.32
Dec 23/93
FLIGHT MANUAL
corrective turn to the corrected heading by reference
to the aligned R B and DTA pointers.
(4) Type of landing - no-run landing in (out of) ground

effect), running landing
The helicopter commander informs the crew about his

decision on the selected type of landing in compliance with the actual conditions available on the
runway.
(5)
Readiness for landing - ready


report on their readiness for landing.
000
Dec 23/93
4.8.33/34
FLIGHT MANUAL
NORMAL PROCEDURES - List of Acceptable Failures
LIST OF ACCEPTABLE FAILURES

General
The present list defines the acceptable failures and
troubles in the helicopter, allowing the crew to fly to
the airfield of destination or to the base airfield.
WARNING. THE HELICOPTER WITH FAILURES AND TROUBLES IS NOT
ALLOWED TO DEPART FROM THE BASE AIRFIELD.
After receiving the report on the troubles detected in the
helicopter, the helicopter commander makes decision to
depart without elimination of the troubles, taking the
given list as a basis. He is also authorized to delay the
flight until the trouble is eliminated, if the flight
conditions and the detected trouble cannot ensure the
flight safety under the specific conditions.
The list is used only when it is impossible or not
expedient to eliminate the failure (trouble) at the
intermediate airfield or at the airfield of destination.
List of Acceptable Failures
No.
Name of
system
Name of unit,
Clerance
Permistrouble symptom sible num- for flight
ber of
failed
units
1. Failure of
electric
heater of
flight compartment
windshield
on the copilot's
side
2. Failure of
radio-isotope system
Additional
requirements or
conditions
To destina- No icing
enroute
tion airfield
To destination
airfield
Dec 23/93
Same
4.9.1
FLIGHT MANUAL
Name of
system
Electric
equipment
Clerance
PermisName of unit,
trouble sympton sible num' for flight
ber of
failed
units
control uni
co-121
3. Illuminatio
of MR IPS
FAIL (OTKA3
IIOC HB) annunciator
4. Failure of
dust protec
tion device
ice protection system
(to be
checked by
current)
1. Failure of
warning
lamps of
generator
failure
2. Failure of
common
lighting
system of
flight and
cargo compartments
3. Failure of
red lighting system
4.9.2
Dec 23/93
Additional
require ments or
conditions
To desti- Same
nation
airfield
To destination
airfield
Same
To destination
airfield
It is necessary to
intensify
watch on
operation
of generators by reference to
ammeter
With emergency lighting system
being serviceable
To destination
airfield
To destination
airfield
Only in
day time
~ X Y
FLIGHT MANUAL
NORMAL PROCEDURES
No. Name of
system
List of Acceptable Failures
Name of unit,
Permis
Clerance
trouble symptom sible num- for flight
ber of
failed
units
4. Some lamps
of red
lighting
faulty
To base
airfield
5. Failure of
one landing
lamp
6. Failure of
To base
airfield
navigation
lights
7. Failure of
flashing
lights
To base
airfield
Flight-cont- 1. Airspeed indicator

rol and naYC-45OK
vigation
equipment
2. Rate of
climb indicator BAP-3OMK
To base
airfield
To destination
airfield
To destination
airfield
Additional
requirements or
conditions
When adequate visibility of
instruments
required
for performing
flight mission is
provided
With one
landing
lamp being
serviceable
Only in day
time
With navigation
lights
being
serviceable
With helicopter commander ' s
airspeed
indicator
and ground
speed and
drift meter
AHCC being
serviceable
With helicopter
commander's
rate-of-
( c o n t 'dl
Dec 23/93
4.9.3
230
PLIGHT MANUAL
Additional
requirements or
conditions
4.9.4
Dec 23/93
climb indicator being

serviceable
With helicopter
commander's
altimeter
being
serviceable
With ground
speed and
drift meter
AHCC being
serviceable
When flight
mission
does not
require use
of automatic direction finder
APK-YA
With cont-rol and
FLIGHT MANUAL
Dec 23/93
4.9.5
FLIGHT MANUAL
No. Name of
system
Name of unit,
PermisClerance
ber of
failed
units
drift meter AMCC-32
airfield
10. Radio altimeter

A-037
To destination
airfield
11. Item "6201"
To destination
airfield
12. Gyro horizon AFK-77
To destination
airfield
13. Heading
indicator
To destination
airfield
(cont'd)
4.9.6
Dec 23/93
Additional
require ments or
conditions
recton finder APK,

gyro-magnetic compass
I'MK-lI'3
being completely
serviceable
With radio
altimeters
BA-lOK
being completely
serviceable
Flight mission is
authorized
after
agreement
with air
defence
service
With helicopter
commander's
gyro hori zon being
serviceable
With helicopter
commander's
heading indicator
%jd.
FLIGHT MANUAL
$23
L3r/
Name of
system
Clerance
PermisName of unit,
ber of
failed
units
1 4 . Command
radio set
" BAKLAN "
(EAICJIAH)
To destination
airfield
Additional
requirements or
conditions
being serviceable
With one
of radio
sets being
serviceable
000
Dec 23/93
4.9.7/8
Section 4a
USE OF HELICOPTER
FOR VARIOUS OPERATIONS
a3 7
&M
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS
S e c t i o n
Contents
4a

TABLE OF CONTENTS
Page
4a.l. Extreme Low-Altitude Flights . . . . . . . . . . . . . . . . . . . .

4a.2. Flights in Mountainous Area . . . . . . . . . . . . . . . . . . . . .
4a.3. Peculiarities of Flights with Use of Dust-,
Sand- and Snow-Covered Pads . . . . . . . . . . . . . . . . . . . . .
4a.4. Instrument Flying . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4a.5. Night Flights . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4a.6. Peculiarities of Flights to Sites Selected . . . . . .
from Air . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4a.7. Flights with External Store . . . . . . . . . . . . . . . . . . . . .
4a.8. Flights for Performing Building and Installation
Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4a.9. Flights for Extinguishing Forest Fires . . . . . . . . . .
4a.10. Flight for Killing Wild Animals . . . . . . . . . . . . . . . . .
4a.11. Flights for Dropping Cargoes and Parachutists . . .
4a.l.l
4a.2.1
Dec 23/93
Contents
4a. 1/2
FLIGHT MANUAL
Low-Altitude Flights
Extreme
4a.l.
EXTREME LOW-ALTITUDE FLIGHTS
4a.l.l.
Peculiarities of Flieht at Extreme Low Altitude
4a.1.1.1. The prolonged enroute flights at the low altitude below

the safe one require the particular attention and circumspection as well as the teamwork of all crew members.
4a.1.1.2. The flights at the extreme low altitude have the following
peculiarities:
the ground proximity and obstacles on the ground require

the constant watch on the flight altitude and terrain
flown ;
a short time of flight over the landmarks, rather restricted field of view, a short time to make a decision
to perform a maneuver in case of a sudden apperance of
an obstacle;
the necessity of using the instrument and visual information for the terrain and spatial orientation, which
requires the clear distribution of attention between the
instruments located in the flight compartment and the
ground objects;
the increased effect of such factors as the turbulent
air and possible collision with birds.
4a.1.1.3. The medium ranges of detection and identification of the

landmarks from the altitude of 30 to 50 m at the indicated
airspeed of 200 to 220 !un/h have the following features:
large populated points are detected at the distance of 6

to 10 km, with the smoke, chimneys, domes, high buildings being visible on the horizon;
the medium populated points are detected at a distance
of 2 to 4 m and identified at the distance of 1 to
3 km:
Dec 2 3 / 9 3
4.2.1.1
FLIGHT MANUAL
Extreme
small populated points are detected on the open country

at a distance of 1 to 2 km and identified when flying
over them;
lakes of 1 to 2 km and more in diameter are detected

within the line-of-sight range; in winter, they practically cannot be identified as they resemble the field
covered with snow;
rivers, highways and railroads are detected both in winter and summer when flying over them;
4a.1.2.
electric power line masts are detected at a distance

less than 1 km; power-line wires are also detected at a
distance less than 1 km and are visible when flying over
them.
Preuaration for Flight
4a.1.2.1. Used as the base map for the extreme low-altitude flights
is a map to a 1:200,000 scale.
For the detailed study of the landing area, use the maps
to scales 1:100,000, 1:50,000 and the aerial photographs.
4a.1.2.2. Plotting the course on the map and preparation of the map
for flight at the extreme low altitude are performed in
the same manner as when preparing for any other enroute
flight.
Simultaneously with the course plotting, the crew should
study in detail the terrain on the route legs. Plot the
most elevated points on the map within the zone of 25 km
to either side of the track line. Plotted are also the
known and expected obstacles with indication of their
heights which may be used as the specific landmarks when
flying at the extreme low altitude.
It is necessary to select the flight route clear of the
populated points, industrial and agricultural enterprises
(particularly, the cattle-breeding and poultry farms and
4a.1.2
Dec 23/93
FLIGHT MANUAL
Extreme
fur farms), rest zones, places of people gathering, heavy

traffic roads.
4a.1.2.3. The helicopter fix can be determined at the moment of
flying over the specific landmarks (reference points),
therefore, the flight route should be plotted so as to
ensure the most favourable conditions for identification
of the check reference points and search of the landing
airfields.
42.1.2.4. In order to reduce the calculations in flight and increase
the time for conducting the orientation, the co-pilot
should plot the cross-track errors and off-course
corrections on the flight map, on each route leg at first
reference points and mark the reference stages for
determining the navigation elements of the flight. The
reference stage length on the map to 1:20,000 should be at
least 15 km.
In this case, the ground speed is determined accurate to 2
to 3%.
4a.1.2.5. Before a flight at an extreme low altitude, a safe
altitude is calculated for each route leg (Hsafe). It is
essentially the absolute minimum safe altitude preventing
the helicopter from collision with the ground or-obstacles
when the visibility lowers and the flight becomes
impossible at the low altitude in the VFR conditions.
4a.1.3.
Flight at Extreme Low Altitude
4a.1.3.1. It is expedient to fly the helicopter en route by the

commander and co-pilot in turn. In this case, each of them
should be respectively trained for flying at the extreme
low altitude.
The continuous flight endurance is determined by presence
and intensity of the turbulent air (bumpliness), nature of
terrain, relative bearing and solar angle and is established individually by each helicopter commander.
(cont'd)
Dec 23/93
4a.1-3
FLIGHT MANUAL
2 ?2
Extreme
The pilot flying the helicopter should spare the most of

his time in flight so as to observe the terrain and
airspace in front of the helicopter up to the horizon and
partially to the right and to the left of the helicopter,
strictly maintain the preset course, fulfil the commands
for making the heading correction maneuver to roll out on
the course line or by-pass the obstacles, conduct the
general orientation.
The pilot not involved in flying the helicopter should
conduct the orientation, order the crew to correct the
heading for rollout on the course line, timely warn the
pilot flying the helicopter about appearance of the
obstacles on the ground or in the airspace and, if necessary, intervene into the helicopter control.
WARNING. ANY CREW MEMBER WHO HAS NOTICED THAT AN OBSTACLE
APPEARS OR THE FLIGHT ALTITUDE BECOMES LOWER THAN
THE SELECTED ONE, SHALL IMMEDIATELY REPORT THE
MATTER TO THE HELICOPTER COMMANDER.
4a.1.3.2. When flying at the extreme low altitude, the co-pilot
should :
4a.1.4
conduct the continuous detailed orientation;
record the fix and time of flying over the check reference points directly on the map since making an entry in
the flight log distracts his attention from the detailed
orientation;
determine the navigational elements on the check stage

by reference to the mean course, actual track angle and
flight time;
check the time of reaching the route turning points,

check reference points and landing pads. The estimated
time en route should be predicted so as to know the time
of reaching 2 or 3 reference points located ahead of the
helicopter with an accuracy up to 30 s ;
Dec 23/93
& y4.
FLIGHT MANUAL
Extreme
use all means of helicopter flying, visual orientation,

magnetic compasses, automatic direction finder APK,
ground speed and drift meter XHCC and the ground radio
direction finders. This increases the planned-route
flight accuracy and allows the crew to avoid the blunders in calculations and prevent the significant deviations from the route in case of a sharp change of wind
direction or failure of some instruments.
4a.1.3.3. If the weather conditions do not allow the helicopter to

fly at the extreme low altitude, it is necessary to bring
the helicopter to the altitude not below than the safe
altitude calculated before the flight. Set the minimum
pressure en route, received before the flight on the barometric altimeters.
4a.1.3.4. Maintain the flight altitude visually and check it against
the radio altimeter. It is necessary to take into account
that when flying the helicopter over the forest, the radio
altimeter reads the distance to the ground without allowance for the height of trees. Therefore, the respective
correction should be introduced into the radio altimeter
readings.
4a.1.3.5. When performing the flights at the extreme low altitudes,
the magnetic anomalies have the considerable influence on
the magnetic compass readings. Therefore, when flying in
the magnetic anomaly zone, the course instruments should
be used in the directional gyro mode and, if possible, use
the radio compass and radio direction finders.
4a.1.3.6. When flying the helicopter at the extreme low altitude in
the turbulent air, it is necessary to take into account
the peculiarities specified in Item 4.4.5.
4a.1.3.7. Approach the airfield or pad equipped with the radio aids
with use of the locator markers (locator beacons).
4a.1.3.8.
It is recommended to approach the pad not equipped with

the radio aids with use of the landmarks.
(cont'd)
Dec 23/93
48.1.5
FLIGHT MANUAL
SYY
Extreme
The helicopter may approach the pads provided with the VHF
and UHF radio sets (radio beacons) with the aid of
automatic direction finder APK-YJ.
4a.1.3.9. To prevent collision with obstacles when flying the
helicopter at extreme low altitudes, it is allowed to make
the energetic runs at rolls up to 45' with simultaneous
decrease in the flight speed. In this case, the turns may
be made both at the constant value of the main rotor
collective pitch and with the change in its position in
the process of the helicopter turn. With the entry speed
being less than 200 km/h, an energetic turn may be made at
the collective pitch constant value, and at the speeds
exceeding 200 kmlh, both at the constant value of the
collective pitch and with its decrease by 2 to 5O against
the rotor pitch indicator.
\'hen making an energetic entry into a turn at the constant
collective pitch, the main rotor speed increases by 2 to
2.5 % .
\?%en
entering a turn with decrease in the collective
pitch, the main rotor speed rise occurs more energetically, therefore, the rate and value of collective pitch
decreaseland the control stick backward deflection at the
turn should be so that the main rotor speed does not fall
outside the tolerable limits.
When making an energetic turn, maintain the selected
altitude of flight in the process of turn by varying the
rate of deceleration or decreasing the roll angle.
Upon reaching an airspeed of 100 km/h, gradually deflect
the control stick forward to stop the further change in
the airspeed and for maintaining the altitude, increase
the engine power rating.
4e.1.6
Dec 23/93
FLIGHT MANUAL
Flights in Mountainous Area
4a.2.
FLIGHTS IN MOUNTAINOUS AREA
4a.2.1.
General
4a.2.1.1. The flights in mountainous area are performed, as a rule,

in the increased atmospheric turbulence conditions. In
this case, it is necessary to bear in mind that such
flights may also be the flights over the unmarked terrain
and flights in the zone of heavy atmospheric turbulence
(bumpiness), thunderstorm activity or icing. Prior to performing the mission, the particular attention should be
paid to the weather analysis and possibility of formation
of heavy ascending and descending air flows, cumulonimbus
and thunderstorm clouds, determination of wind velocity
and direction, study of terrain, directions of gorges and
mountainous valleys, grounds and sites which may be used
for the forced landing pads.
WARNING. IT IS PROHIBITED TO PERFORM THE FLIGHTS IN THE

AREAS WITH SEVERE (STORM-PRODUCED) BUMPINESS AT
WHICH THE VERTICAL DASHES MORE THAN 50 M, SHARP
VARIATIONS IN THE INDICATED AIRSPEED (MORE THAN
30 KM/H) OCCUR. IN CASE OF INADVERTENT GETTING
INTO THE SEVERE BUMPINESS, IT IS NECESSARY TO
LEAVE THE BUMPINESS ZONE. THE MOST FAVOURABLE
CONDITIONS FOR PERFORMING THE FLIGHTS IN THE
MOUNTAINOUS AREA ARE OFFERED IN THE MORNING AND
EVENING HOURS.
PERFORM THE FLIGHTS IN THE MOUNTAINOUS AREA ONLY
UNDER THE VISUAL FLIGHT RULES.
IT IS PROHIBITED TO ENTER THE CLOUDS ON PURPOSE.
4a.2.1.2. It is prohibited to perform the flights at the barometric
altitudes over 3500 m without use of the oxygen equipment
for all crew members and passengers.
4a.2.1.3. When flying over the mountains, especially over the mountains with sharp peaks, the radio altimeter measures the
distance not from the peaks, but from the mountain slopes,
Dec 23/93
4e.2.1
FLIGHT MANUAL
therefore the radio altimeter readings in this case shall

not be used.
The VHF radio set ensures radio communication with the
ground within the line-of-site range, therefore, when
flying in the mountainous area, the V H F communication
failures may occur. In this case, the radio communication
should be established over the HF radio set.
When flying in the mountainous area, the employment of the
radio compass involves difficulties because of the
"mountainous effect". In mountains, the radio compass
reads with an error up to 25* and even more in some cases.
The error value is dependent on the mountain height,
distance from the helicopter to the mountains, wavelength
of the radio set whose bearing is being taken, absolute
altitude of flight and also on the relative position of
the mountains, helicopter and locator marker.
For increasing the accuracy of direction finding, it is
necessary to use the radio sets with a shorter wavelength
(higher frequency). In case of the radio compass unsteady
reading, do not use it to determine the navigational
elements.
4a.2.1.4. The specific feature of the flights in the mountainous
area is the absence of the even takeoff and landing pads,
therefore, for performing the takeoff and landing in the
mountainous area from and on the restricted pads, the
helicopter commander should master well the flying technique, have the skill in.determinining the dimensions and
slopes of the landing pads from the air.
Depending on the type of takeoff, the landing pad elements
should comply with the requirements laid down in SubSection 2.6.
4a.2.1.5. When flying in the mountainous area, it is not recommended
to approach the mountain slopes and thick cumulus clouds
which are formed in the day time over the mountains.
4a.2.2
Dec 23/93
FLIGHT MANUAL
It is necessary to cross the mountain ridges with terrain

elevation of at least 600 m. If such an elevation cannot
be obtained, cross the ridge at an acute angle with
respect to it in order to have the possibility to quickly
turn away from the ridge peak in case of sharp loss of the
flight altitude because of getting into the descending air
flows. The basic symptom of presence of the strong ascending and descending air flows which may present a hazard
for the flight are the thick cumulus clouds occurring over
the mountains in the day time.
4a.2.1.6.
Prior to flying into a gorge, it is necessary to calculate

the radii of turns at various speeds of the flight at the
maximum roll angles for the given flying conditions.
4a.2.1.7.
If the selected pad according to its dimensions complies

with the requirements laid down in Sub-section 2.5, but
has the ground strength insufficient for landing or has
the slopes exceeding the maximum permissible ones, it is
allowed to unload (load) the helicopter hovered at an
altitude of 0.2 to 0.5 m from the ground to the landing
gear wheels or after the helicopter touchdown without
pitch decrease. When the helicopter touches down without
pitch decrease, it is necessary to maintain the helicopter
position by timely deflecting the control elements, paying
the particular attention to the collective pitch change
(when the helicopter is loaded, the collective pitch
should be increased in due time, when the helicopter is
unloaded, the collective pitch should be decreased).
4a.2.1.8. During the prolonged hovering (maneuvering) near the

ground at the positive temperatures, especially when the
tail wind blows, the temperature of oil in the engines and
main gearbox may be increased up to the permissible
limits; in this case, it is necessary to land the
helicopter and shut down the engines to let them cool off.
4a.2.2.
Preparation for Flieht
4a.2.2.1. When preparing the helicopter for flight in the mountainous area, apart from fulfilment of the basic recommen-
(cont'd)
Dec 23/93
48.2.3
FLIGHT MANUAL
dations laid down in the Flight Manual, the crew should

additionally proceed as follows:
study the Manual for Flivht Operations in Mountainous

Area, developed for the given route;
study the location of separate peaks, direction of ridges, gorges, mountain valleys and their relative position in the strip 50 km wide on both sides of the flight
route and draw the flight pattern. If the flight route
crosses the mountain ridges with great elevations and
there is a possibility with small deviations to plot the
route in the river valleys, it is expedient to plot the
route bypassing the great elevations;
mark the dominant heights and determine the safe flight

altitudes on each leg of the route;
study the climatic peculirities of the given air track

or the route leg, thoroughly analyze the weather situation on the flight route, with the actual terrain taken
into account. When analyzing the weather situation, it
is necessary to thoroughly study the wind conditions in
the steady and unsteady air mass; the conditions for
performing the flights within the flying day, at the
beginning of warm-up and at the maximum warm-up, the
wind conditions in case of cold front invasion; the possibility of penetration of warm air mass, when the great
contrast of temperatures near the ground and at the
altitude occurs. After receiving the weather consultation, pay attention to the presence of bumpiness in
the flying area;
study and analyze the presence of lsnding pads on the

flight route. The possibility cf selecting the landing
pad in the flying area may be preliminarily estimated by
reference to the thickness of the contours plotted on
the map. It is necessary to analyze the possible conditions for performing the landing on these pads.
For performing the flights in the mountainous area, the

helicopter should be additionally equipped with the flare
4a.2.4
Dec 23/93
FLIGHT MANUAL
gun and set of signal flares, smoke pots for determining

the wind velocity and direction during the approach.
4a .2.2.2. The maximum permissible takeoff (landing) mass of the
helicopter flying in the mountainous area is determined
proceeding from the selected type of takeoff (landing), in
compliance with the recommendations laid down in Item
3.1.3 of the present Flight Manual. In this case, it is
necessary to bear in mind that, with the landing pad barometric height increasing, the ground effect will be manifested in the less degree, whereas the ground effect
proper will be manifested at the less geometric height.
CAUTION. DURING THE FLIGHT, THE CALCULATED LANDING CONDITIONS MAY SIGNIFICANTLY VARY. THEREFORE, AFTER
REFINING THE LANDING CONDITIONS, IT IS NECESSARY
TO RECALCULATE THE MAXIMUM PERMISSIBLE LANDING
MASS FOR REFINING THE LANDING CONDITIONS AND COMPARE THIS MASS WITH THE ACTUAL FLIGHT ONE. IF THE
ACTUAL MASS PROVES TO BE GREATER THAN THE CALCULATED ONE, IT IS NECESSARY TO BURN A CERTAIN PORTION OF FUEL OR SELECT THE OTHER PAD ALLOWING THE
LANDING WITH THE ACTUAL LANDING MASS.
4a.2.2.3. For decreasing the mass of the empty helicopter and increasing the payload mass, it is allowed to remove the
units, parts and equipment which have no influence on the
flight safety from the helicopters performing the flights
in the mountainous area
WARNING. IN EACH PARTICULAR CASE, DEPENDING ON THE NATURE
OF THE FLIGHT MISSION TO BE CARRIED OUT, ONLY
THOSE UNITS, PARTS AND EQUIPMENT MAY BE REMOVED
WHOSE REMOVAL WILL NOT RESULT IN REDUCTION OF THE
FLIGHT SAFETY. THE EQUIPMENT TO BE REMOVED IS DETERMINED BY THE FLYING UNIT COMMANDER.
The change in the structural mass and center of gravity of
the empty helicopter after removal of the respective
equipment should be entered in the helicopter flight log
and taken into account in calculating the flight mass and
Dec 23/93
4a.2.5
FLIGHT MANUAL
center of gravity in compliance with the helicopter Weight

and Balance Manual.
4a.2.3.1. The helicopter takeoff from the pads located in the

mountainous area are performed depending on the dimensions
and condition of the pad, in compliance with the
recommendations laid down in Sub-section 4.2 of the
4a.2.3.2. When performing the en route flight, it is necessary to
systematically check the weather situation change and conduct the orientation. It is necessary to conduct the visual orientation by comparing the map with the terrain,
orientating not only with respect to the terrain seen forward and under the helicopter, but also with respect to
the lateral landmarks (the rivers, valleys, spurs of mountains, separate peaks). When flying by reference to the
linear landmark, it is necessary to select the course,
check the ground speed, determine the wind speed and velocity (by reference to the difference between the ground
and indicated speeds). The wind determined in such a way
should be taken into account in analyzing the general wind
situation in the flying area, including the approach and
landing areas as well.
4a.2.3.3. It is recommended to plot the flight route along the gorges. In this case the gorge width at the flight altitude
should be at least 500 m and ensure, if required, the possibility of making a turn through 180.
Fig. 4a.2.1 of the present Flight Manual illustrates the
dependence of the radius of coordinated turn on the flight
speed and roll angle, allowing the crew to estimate the
possibility of accomplishing the turn. It is recommended
to make a turn in the gorge in the coordinated manner
(holding the gyro horizon ball in the center) at the indicated airspeed equal to 100 km/h and at the maximum roll
angle, within the limitations specified in Subitem 2.5.5.2
of the present Flight Manual, avoiding the helicopter descent by increasing the engine power rating. For decreasing
40.2.6
Dec 23/93
FLIGHT MANUAL
the radius of turn, it is allowed to decrease the

indicated airspeed to the minimum permissible value. When
making a turn, the distance from the main rotor blade tips
to the mountain slopes should be at least 5 0 m.
It is recommended to perform the flight along the gorge,
keeping to one of the gorge sides, depending on the conditions and flying convenience, so as to ensure the possibility of the safe maneuvering if the necessity arises
to immediately leave the gorge.
4a.2.3.4.
The landings on the pads located in the mountainous area

are performed, depending on their dimensions and condition, in compliance with the recommendations laid down in
Sub-section 4.7 of the present Flight Manual.
4a.2.3.5. When landing the helicopter on the pads located in the

mountainous area, it is necessary to take into account
that with the increase in the landing pad barometric
height, the helicopter increases the settling tendency before its hovering. During the energetic deceleration,
especially in the presence of the wind, the settling may
result in the premature touchdown of the helicopter and
damage to the tail rotor. The helicopter deceleration at
the descent before landing occurs sluggishly, therefore,
for planning the accurate approach, it is necessary to
start decreasing the flight speed earlier than on the
pads located at the heights close to the sea level.
4a.2.3.6. While approaching, it is necessary to enter the base leg
at the indicated airspeed of 60 to 90 km/h and the
vertical descent rate of 1.5 to 2 m/s, at a distance of
1.5 to 2 k m from the pad and elevation of 1 0 0 to 1 5 0 m
above it.
The forward speed should be decreased so that at a
distance of at least 1 5 0 m from the pad threshold, the
indicated airspeed amounts to 60 km/h. The further
deceleration should be executed at the rate ensuring the
pad threshold passing at the forward speed of 20 to 30
km/h and the vertical velocity of 0.5 to 1 m/s. In this
(cont'd)
Dec 23/93
48.2.7
FLIGHT MANUAL
case, the helicopter should be smoothly decelerated at the

nose-up pitch angle of 5 to .'8
When landing the helicopter in the ground effect, the
altitude at which the helicopter flies over the pad
threshold should amount to 8 to 10 m, whereas the
helicopter hover height should amount to 2 to 3 m.
When landing the helicopter out of the ground effect, the
helicopter flies over the pad threshold at the higher
altitude for ensuring the helicopter hovering at an
altitude of 10 m over the obstacles.
4a.2.3.7.
It is necessary to go around in all cases of the approach

wrong planning by the crew and unintentional go of the
helicopter off the flight path. If' with the helicopter
descending during the approach at the indicated airspeed
of 60 km/h and the vertical descent rate being within 1.0
to 1.5 m/s, the engine turbocompressor speed margin equal
to 5 % is not ensured with respect to the rotational speed
at the takeoff power (this may be the symptom of getting
into the ascending flow), discontinue the approach and go
around. The possibility and direction of go-around should
be set during the check flight around the pad before the
helicopter approach.
4a.2.3.8. The approach to the pads with unilateral takeoff calls for
the increased accuracy in planning the approach. The
helicopter may touch down at any spot of the pad at the
safe distance to the obstacles.
4a.2.3.9.
The approach to the pads located on the slope benches,

ridges should be executed at the angle with respect to the
ridge direction so that the go-around, if required, is
ensured with a small turn-away towards the terrain
depression.
4a.2.3.10. Prior to landing the helicopter on the pad selected from

the air, the flight engineer should abandon the helicopter
by the order of the helicopter commander when the
helicopter hovers at an altitude of 0.2 to 0.5 m or when
it touches down without decreasing the main rotor pitch
f
4a.2.8
cont'd)
Dec 23/93
FLIGHT MANUAL
for estimating the ground strength and pad fitness for the
helicopter
touchdown. During
the
touchdown without
complete decrease in the main rotor pitch, it is necessary
to constantly check the position of the helicopter,
holding it against displacement by timely and proportional
deflections of the control elements.
4a.2.3.11. It is recommended to land the helicopter on the pad, with
the helicopter nose or port side facing the slope. The norun takeoff from and landing on the pads having the
slopes, with the wind velocity amounting to 5 m/s, in any
position with respect to the wind, and at the wind
velocity more than 5 m/s, only into the wind, with the
tolerable slope maximum value taken into account. When
hovering over the pad having a slope, the helicopter has
the tendency to displacement under a slope, which should
be eliminated by deflecting the control stick in the
direction opposite to the displacement.
When the helicopter is landed, with its nose facing the
slope, the helicopter touches down first with the nose
wheel, then with the main landing gear wheels.
As soon as the nose wheel touches down, hold
helicopter
from
moving
back
down
the
slope
proportionally pushing the control stick forward.
the
by
When taking off, with the helicopter nose facing the

slope, the main landing gear wheels lift off first and
then the nose wheel lifts off. After the main landing gear
wheels lift off, hold the helicopter from moving back down
the slope by proportionally pushing the control stick
forward.
At the moment the nose wheel lifts off, a nose drop may
occur, which can be easily counteracted by slightly
pulling the control stick backward. To avoid damage to the
attachment units of the nose landing gear shock strut, do
not allow the lateral displacements of the helicopter in
the process of extension of the main landing gear wheels
at landing or their retraction at takeoff.
FLIGHT MANUAL
To land the helicopter, with its nose facing down the

slope, execute the hovering at an altitude of at least 3 m
to prevent the tail bumper from touching the ground. After
hovering, descend only vertically, avoiding the helicopter
displacements, particularly with the helicopter tail
facing the slope. At the moment of hovering over the pad
at an altitude of 3 m , the distance from the tail bumper
skid to the ground amounts to 0 . 8 to 0 . 6 m and at the
moment of the helicopter liftoff and touchdown at landing,
this distance should amount to 0 . 3 m . The excessive
deceleration before hovering and sharp decrease of the
collective pitch after touchdown may cause the tail bumper
to touch the ground.
Land the helicopter on the pad with a slope or perform
take off the helicopter from it, with the helicopter
wheels braked. After landing, place the chocks under the
main landing gear wheels. Decrease the main rotor
collective pitch to the minimum val.ue after being fully
confident that the helicopter steadily rests on the ground
with its all landing gear wheels and has no tendency to
overturning when moving the collective pitch control lever
down.
WARNING. WHEN APPROACHING AN UNKNOWN PAD, IT IS NECESSARY
TO TAKE INTO ACCOUNT THAT IT IS VERY DIFFICULT TO
DETERMINE THE ACTUAL SLOPE VALUE FROM THE AIR.
THEREFORE, IF, IN THE PROCESS OF DECREASING THE
COLLECTIVE PITCH AT LANDING, THE CONTROL STICK OR
PEDAL APPROACHES THE STOP, DISCONTINUE THE FURTHER LANDING PROCEDURE ON THIS PAD, SMOOTHLY
SEPARATE THE HELICOPTER FROM THE GROUND AND LAND
IT ON THE PAD HAVING THE LESS SLOPE VALUE.
Change over the engines to the idle power rating and shut
them down when landing the helicopter on the pad across
the slope only after the flight engineer has inspected the
ground surface condition and estimated the position of the
landing gear wheels on the ground.
Separate the helicopter from the ground at takeoff across
the slope strictly vertically, avoiding the lateral
(co~lt'dj
4a.2.10
Dee 23/93
FLIGHT MANUAL
displacements and turns of the helicopter. At the moment

the helicopter lifts off, with the helicopter port side
facing the slope, the helicopter sharply rolls to the
left, when the helicopter starboard faces the slope, it
rolls to the right. The helicopter rolling is counteracted
by the respective deflection of the control stick.
4a.2.3.12.Perform the takeoff from and landing on the dust- and
snow-covered pads in compliance with the recommendations
laid down in Sub-section 4a.3 of the present Flight
Manual.
4 a . 2 . 3 . 1 3 .Prior to performing the takeoff of the helicopter carrying
the external store in the mountainous conditions, carry
out the check hovering of the helicopter at the main rotor
speed of at least 93 % .
During the base leg approach, if required, turn on the
AUTO RELEASE (ABTOM. CFPOC) switch.
Transport the helicopter external store in the mountainous
conditions as recommended in Sub-section 4a.G of the
Such flights may be entrusted to the pilots (crews) having
the practice in performing the flights with landings on
the mountainous pads with restricted dimensions. .
(cont'd)
Dec 23/93
40.2.11
F L I G H T
d5'6
M A N U A L
USE OF HELICOPTER FOR VARIOUS OPERATIONS . ,Flights in Mountainous Area
^6= so
-=lJOO
4000
3000
T=fY
F
E:
+ 2000
r=20
%,
-3
-G
7.30"
lDD0
0 ,
0
. -
50
100
150 2D0
True airspeed, km/h
.
250
300
Dependence of Radius of Turn o n F l i g h t Speed a n d

Angle of R o l l
Figure 4 a . 2 . 1
Dec 2 3 / 9 3
4a.2.12
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Peculiarities
of Flights with Use of Dust-, Sand- and Snow-Covered Pads
4a.3.
PECULIARITIES OF FLIGHTS WITH USE OF DUST-,

SAND- AND SNOW-COVERED PADS
4a.3.1.
General
CAUTION. THE NO-RUN TAKEOFF AND LANDING AS WELL AS THE
HELICOPTER MOVEMENTS ON THE PADS WHOSE PRELIMINARY PREPARATION WITH A VIEW TO PRECLUDING THE
OCCURRENCE OF A DUST (SNOW) VORTEX IS IMPOSSIBLE
SHOULD BE PERFORMED WITH THE HELICOPTER TAKEOFF
(LANDING) MASS ENSURING THE HELICOPTER EIOVERING
OUT OF THE GROUND EFFECT.
4a.3.2.
Taxiing
4a.3.2.1. If possible, it is necessary to avoid the helicopter

taxiings about the dust- and snow-covered pads and
airfields. Move the helicopter by towing.
4a.3.2.2. In case of uneven or sticky ground as well as a deep layer
of dust or snow, it is necessary, to avoid the helicopter
overturning, to hop out of t,he vortex zone instead of
taxiing to the takeoff point or take off for executing the
mission directly from the parking point in compliance with
the recommendations laid down below.
4a.3.2.3. For taxiing the helicopter, proceed as follows: prior to
turning the throttle control twist grip to the right, make
sure that there are no obstacles in the taxiing direction
and when the throttle control twist grip is turned to the
right, the helicopter moves off froill rest, the motion
direction is held on the compass and determine the taxiing
speed by reference to the ground. Having taxied 20 to 25
m , with the visibility worsened, decrease the taxiing
speed or stop the helicopter and wait until the horizontal
visibility is restored and after making sure that there
are no obstacles in the taxiing direction, continue
taxiing. In some cases, when the strong tail wind is
available, taxi the helicopter at the low speed so that
the vortex is ahead of the helicopter at a distance of 10
to 15 m .
(colnt'd)
Dec 23/93
-.
4a.3.1
FLIGHT MANUAL
4a.3.2.4. The speed of taxiing about the dust- and snow-covered
airfields (pads) should be so that in case of necessity
the helicopter can be stopped at once by applying the
wheel brakes.
4a.3.3.
Short Takeoffs and Landings
4a.3.3.1. If possible, perform the takeoffs and landings on the

dust-, sand- and
snow-covered airfields
and
pads,
executing the short takeoff run and.landing roll.
4a.3.3.2. Perform the helicopter liftoff at short takeoff run after
passing the vortex; in this case, hold the takeoff run
direction by reference to the heading indicator and
landmarks (the runway edge markings, etc.). The helicopter
takeoff run is effected by pulling the control stick
backward through the amount ensuring the steady motion of
the helicopter on the ground. The collective pitch
increases by the value excluding the helicopter separation
from the ground in the dust (snow) vortex zone.
Perform the approach with landing roll so that the snow
(dust) vortex remains behind the helicopter till the
helicopter touchdown.
NOTE. The snow (dust) vortex remains behind the helicopter

and the horizontal visibility is ensured at the
touchdown speed of at least 30 to 40 kmlh in the
still air conditions.
Before landing with roll, in case of lowering of the
horizontal visibility, it is necessary to increase the
flight speed without
delay the flight speed and go
around. During the missed approach, the touchdown speed
should be higher by 5 to 10 kmlh than that during the
previous approach.
After landing, hold the roll direction by reference to the
heading indicator and landmarks.
461.3.2
(cont'd)
Dec 23/93
dzsB
FLIGHT MANUAL
4a.3.4.
No-Run Takeoffs and Landings
4a.3.4.1. Perform the no-run takeoffs and landings on the dust- or

snow-covered pads when the pad condition (the thickness of
dust or snow layer, pad dimensions, etc. does not allow
the crew to carry out the takeoff (landing) with run
(roll) or if the pad condition is unknown (when performing
the flights with selection of a pad from the air).
The takeoff (landing) mass of the helicopter at takeoff
from (landing on) the dust-covered (snow-covered) pad
should ensure the helicopter hovering out of the ground
effect.
4a.3.4.2. Perform the hovering over the dust- and snow-covered pads
into the wind; avoid the prolonged hovering over the dustcovered pads.
Before takeoff, with the throttle control twist grip
turned to the right, it is necessary to work on the ground
so that the landmarks near the helicopter become visible.
If the pad dimensions and condition allow, it is recommended, before taking off, to make the required quantity
of turns around the takeoff point and blow out dust (snow)
with an air jet produced by the main rotor to improve the
visibility.
While hovering, check the helicopter attitude by observing
the landmarks located directly under the helicopter.
The hovering is significantly facilitated when the autopilot roll and pitch channels are switched on.
4a.3.4.3. When taking off, it is necessary to perform the vertical
climb at which the horizon or landmarks are visible ahead
of the vortex. It is necessary to perform the vertical
climb in steps, provided the vertical visibility is
constant.
If, in climbing,
a result of the
proceed with the
the vortex zone.
the contact with the landmarks is lost as

visibility lowering, it is necessary to
vertical climb till the helicopter leaves
In this case, the helicopter attitude in
(cont'd)
Dec 23/93
4a.3..3
FLIGHT MANUAL
8 Gd
yaw, pitch and roll is checked against the instruments by

the helicopter commander, whereas the altitude is checked
against the radio altimeter and the main rotor speed is
reported to the helicopter commander by the flight engineer. After performing the vertical climb and ensuring the
adequate horizontal visibility, it is necessary to gradually accelerate the helicopter, proceeding with the
climb and avoiding the helicopter getting into the vortex.
WARNING. WHEN THE BLISTER IS OPEN FOR IMPROVING THE VISIBILITY AT HOVERING, THE PARTICLES OF DUST OR SNOW
MAY GET INTO THE UNPROTECTED EYES OF THE PILOT.
4a.3.4.4. Prior to performing the no-run landing, the helicopter may
be hovered at the altitude ensuring the visibility of the
horizon or the landmarks ahead of the vortex. It is necessary to descend the helicopter at landing in steps, with
the horizontal or vertical visibility being constant.
If the visual contact with the ground or landmarks is lost
during the descent, it is necessary to change over to the
instrument flying without delay, having increased the
collective pitch and altitude for leaving the vortex zone.
When performing the no-run landing, in case of unintentional getting of the helicopter into the dust (snow) vortex, when the visual contact with the ground is lost, it
is necessary to leave the vortex zone by increasing the
hover height (flight altitude) of the helicopter.
In case of unintentional getting of the helicopter into
the dust (snow) vortex, when the power excess required for
making the vertical maneuver is absent (the helicopter hovering is ensured only in the ground effect), it is ne..
cessary to go around, flying the helicopter on the instruments. When the helicopter gets into the dust (snow) vortex zone, the go-around is ensured, provided the helicopter acceleration heading zone is free from the obstacles
and has the length of at least 150 m and the width of at
least 50 m on both sides of the acceleration heading.
(cont'd)
?-
4a.3.4
Dec 23/03
FLIGHT MANUAL
of Flights with Use of D u s t - , Sand- and Snow-Covered Pads
If the said zone is not available, it is necessary to land

the helicopter, flying it on the instruments. In this
case, the helicopter failure may occur.
For leaving the vortex zone and going around, the helicopter flying on the instruments is accelerated by gradually
pushing the control stick forward and changing the nosedown pitch angle by 2 or .'3
In this case, the yaw, pitch
and roll are checked by the helicopter commander against

the heading indicator and gyro horizon, whereas the absolute altitude and main rotor speed are reported to him
over the intercommunication system by the flight engineer.
If the horizontal visibility is not recovered within 15 to
20 s (the vortex follows the helicopter), it is necessary
to additionally push the control stick forward, increasing
the nose-down pitch angle by 1 or ZO. Upon gaining the
airspeed o f 30 to 40 km/h (after the vortex has lagged behind the helicopter), it is necessary to go into a climb
at the takeoff power of the engines and at the same time
proceed with the further acceleration of the helicopter to
the airspeed of at least 80 km/h.
WARNING. IF THE VISUAL CONTACT WITH THE GROUND IS LOST,

WHEN THE HELICOPTER UNINTENTIONALLY GETS INTO THE
DUST (SNOW) VORTEX, IT IS PROHIBITED TO CARRY OUT
THE SEARCH OF THE LANDMARKS SELECTED FROM THE
AIR.
Carry out the helicopter touchdown only when the steady
contact with the ground or landmarks is established. In
case of failure to blow out the dust (snow) on the pad
till the adequate visibility is restored, it is necessary
to climb and fly to another pad (return to the base).
4a.3.4.5. If the landing pad has no natural landmarks, i-t;is necessary to use an artificial landmark presenting a load up to
1.5 k g , attached to which are the ribbons having the
colour contrasting with respect to the terrain (snow), 0.1
m wide and 1.0 to 1.5 m long or other landmarks used for
this purpose.
FLIGHT MANUAL
of Flights with Use of D u s t - , Sand- and Snow-Covered Pads
The artificial landmarks are dropped by the flight

engineer through the sliding door by the "Prepare for
drop" and "Drop" commands of the helicopter commander,
from an altitude of 20 to 30 m when the helicopter hovers
or from an altitude of 3 0 to 50 m when the helicopter
flies level at the indicated airspeed of 60 to 80 km/h.
After dropping the artificial landmark, it is necessary to
perform the flight over the expected landing area for
estimating the visibility and position of the landmarks on
the pad.
4a.3.6
000 -
Dec 23/93
L6.L
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Instrument Flying
4a.4.
INSTRUMENT FLYING
4a. 4.1.
The flight-control and navigation equipment installed on

the helicopter makes it possible to perform the instrument
flights beyond the ground visibility, both in the day time
and at night, with landing at the established minimum on
the airfields and pads provided with the radio/radar and
lighting equipment.
4a.4.2.
Prior to performing the IFR flights, it is necessary to

thoroughly get acquainted with the weather in the area
where the flights are to be conducted, paying the particular attention to the presence and intensity of icing,
wind velocity and direction.
4a.4.3.
It is recommended to perform the flights in the following

cond2tions :
-
the climb at the indicated airspeed of 150 km/h and vertical velocity of 3 to 4 m/s;
the level flight minimum speed of 100 km/h;
- the descent at the speed of 100

tical velocity of 3 to 4 m/s;
-
I
1
I
to 200 km/h and ver-
the level flight speed durlng the LSE approach being

equal to 160 km/h.
The prolonged flight speed should be maintained as directed in Item 4.4.4 of the present Flight Manual.
4a.4.4.
For preventing the sharp changes in the helicopter trim

and flight speed, it is necessary to perform the instrument flying by carrying out the gradual and coordinated
motions.
4a.4.5.
When flying the helicopter on the instruments in the bumpy

air conditions, it is necessary to correct the heading by
the coordinated deflections of the control stick and pedals. The heading correction only by deflecting the pedals
results in the helicopter hunting. In this case, it is
necessary to decrease the maximum speed of the flight in
the bumpy air conditions by 20 km/h in comparison with the
(cont'd)
Dec 23/93
4a.4.1
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Instrument Flyinq
maximum permissible speeds indicated in Item 2.5.4 of the

During the instrument flights, the autopilot yaw channel
may not be switched on; in this case, no difficulties are
observed in flying.
4a.4.6.
The helicopter IFR flying is effected by reference to the

gyro horizon and compass system indicator, periodically
checking the helicopter attitude against the slip indicator.
When flying the helicopter under the instrument flight
rules, the helicopter commander should continuously check
the flight instruments for proper readings, comparing
their readings for timely determining- the possible
failures in operation.
The moment of entering the clouds at night is determined
by disappearance of the landmarks, runway lights and
appearance of the flare spots from the flashing beacon,
navigation lights and rotor blade tip lights; the moment
of breaking out the clouds is determined by appearance of
the landmarks (runway lights) and disappearance of the
flare spot.
4a.4.7.
The left (right) gyro horizon failure may be detected by

appearance of the flag against the scale background (caused by cut-out of the DC or AC power supply), by actuation
of the AT6 ROLL FAIL (OTKA3 Ar6 KPEH) , ATE; PITCH FAIL
annunciator, by comparison of the readings of the left and
right gyro horizons, speed indicator, rate-of-climb
indicator, standby gyro horizon, altimeter and compass
system indicator. The failure of the pressure instruments
may be detected by comparing their readings with the
readings of the gyro horizon and instruments located on
the co-pilot's station.
If the failure of one or several instruments is detected,
it is necessary to change over to flying on the standby
instruments, report the matter to the traffic control
officer and act in compliance with his instructions.
4a.4.2
(cont'd)
Dec 23/93
865
FLIGHT MANUAL
4a.4.8.
When flying the helicopter on the instruments, the heli copter commander should check the flight course more
frequently since even at the small roll angle which is
practically unnoticeable for the pilot by reference to the
gyro horizon, the helicopter deviates from the selected
course.
During the instrument flight, the helicopter commander's
attention should be distributed as follows:
- during
cator,
meter;
in the
the climb: the gyro horizon - rate-of-climb indigyro horizon - compass system indicator - altithe gyro horizon - speed indicator and further on
same order;
- during the level flight: the gyro horizon - rate-ofclimb indicator, gyro horizon - compass system indicator
- altimeter, gyro horizon - speed indicator and further
on in the same order. It is necessary to periodically
watch the engine power rating;
when making the 360' banked turns and turns: the gyro
horizon (the miniature airplane - ball) - rate-of-climb
indicator, gyro horizon - compass system indicator rate-of-climb indicator and further on in the same
order:
during the approach descent after making the turn to final: the gyro horizon - compass system indicator - rateof-climb indicator, gyro horizon - compass system indicator - altimeter - speed indicator and further on in
the same order;
when flying on the standby instruments (in
gyro horizon failure) : the turn -and-slip
compass system indicator;
turn-and-slip
rate-of-climb indicator; 'the turn-and-slip
speed indicator - altimeter.
4a.4.9.
case of the
indicator indicator indicator -
For facilitating the helicopter flying, the loads arising

on the control elements due to the helicopter out-of-trim
in 'changing the flying regime and when making the turns
should be renioved by depressing the autotrimmer but,ton. In
this case,bear in mind that the force from the controls
FLIGHT MANUAL
are
removed
practically
immediately,
which
makes
impression that the helicopter stability is decreased.
WARNING: 1. CONDUCT THE TRAINING IN FLYING ON THE STANDBY

INSTRUMENTS ONLY IN THE CLOSED FLIGHT COMPARTMENT DURING THE VFT FLIGHTS.
2. PRIOR TO ENTERING THE CLOUDS, IT IS NECESSARY
TO MAKE SURE THAT THE GYRO HORIZONS ARE SERVICEABLE, FOR WHICH PURPOSE TURN THE HELICOPTER
TO THE LEFT AND RIGHT. THROUGH 5 TO 10' FROM
THE FLIGHT COURSE AT THE '5 ROLLS.
3. PERFORM THE INSTRUMENT FLIGHTS ONLY WHEN THE
AUTOPILOT IS SERVICEABLE. IN CASE OF PARTIAL

OR COMPLETE FAILURE OF THE AUTOPILOT, THE
FLYING IS POSSIBLE, BUT BECOMES COMPLICATED TO
SOME EXTENT.
4a.4.10.
The instrument approach in the clouds or in the closed

flight compartment is executed with the aid of the direction finder by reference to the locator markers.
4a.4.11.
When flying under the IFR rules, the illusions may appear
in the pilots, i.e. such a state when the helicopter
attitude perceived by the pilot visually against the
instruments does not coincide with the pilot's physiological sensation of the helicopter spatial attitude. This
phenomenon may lead to the spatial disorientation. I n this
case, proceed as follows:
roll out without delay and set the ball of the turn-andslip indicator at the center;
- set the zero pitch by reference to the gyro horizon;
by reference to the readings of the rate-of-climb indicator and speed indicator, ascertain whether the helicopter climbs or descends and gradually level out the
helicopter, after which check to see that the roll and
pitch channels of the autopilot are switched on.
4e.4.4
000 -
Dec 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Night Flights
d16q
4a.5.
NIGHT FLIGHTS
4a.5.1.
The no-run takeoffs and landings at night are performed

from and on the airfields provided with the ground lighting equipment and from and on the pads provided with the
simplified lighting of the touchdown area.
4a.5.2.
The short takeoffs and landings may be performed only from

and on the airfields provided with the landing lighting
equipment.
4a.5.3.
Prior to taxiing out, it is necessary to turn on the

FLASHING LIGHT (MHI'AJIICA), FLASHING BEACON (ITPOIGJfECICOBbIli
MABIG), NAV LTS (AHO) and ILLUMINATION (OCBENEHME) switches
located on the upper side console of the pilot (if
required).
4a.5.4.
Perform the hovering and maneuvering near the ground at

the height not below 5 m in the directions preliminarily
observed by the crew with the aid of the helicopter
landing lamps and ground light sources. When maneuvering
near the ground, especially at the airfields arid pads
provided with restricted ground lighting, it is necessary
to use two landing lamps of the helicopter.
In this case, use the helicopter commander's landing lamp
to illuminate the helicopter heading space and the copilot's landing lamp to illuminate the space directly
ahead of the flight compartments.
WARNING. THE LIGHT FLUX FROM THE FULLY EXTENDED LIGHTS
GOES AWAY FROM THE GROUND AND DOES NOT ILLUMINATE
THE RUNWAY.
4a.5.5.
Before performing the no-run takeoff, the pilot's landing

light is set at the angle ensuring the surface observation
in the takeoff direction at the required distance (40 to
50 m); the co-pilot's landing light is fully extended.
The night takeoff practically does not differ from the day
takeoff, however, when the helicopter lifts off, it is
necessary to pay the particular attention to the lateral
displacements, holding the directions by reference to the
takeoff lights and landing light beams.
Dec 23/93
4a.5.1
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOIJS OPERATIONS - Night Flights
4a.5.G.
The helicopter acceleration and climb up to 50 m are

executed more gradually at night than in the day time. The
climb flight level speeds as well as the descent rate are
maintained at night in the same manner as in the day time.
4a.5.7.
At the altitude of 30 to 50 m , it is necessary to change

over to the instrument flying an&, if possible, to the
flying by reference to the natural horizon, after which
switch off and retract the landing lights.
4a.5.8.
When flying over the terrain at the dark time (at night),
when the light markers are not available, the helicopter
flying is executed on the instruments, periodically observing the air space (for conducting the circuminspection)
and landmarks (for conducting the orientation).
WARNING. AFTER TAKEOFF, WHILE CLIMBING, IT IS NECESSARY TO
MAKE SURE THAT THE GYRO HORIZONS ARE SERVICEABLE,
FOR WHICH PURPOSE VARY THE ROLL THROUGH AN ANGLE
OF +5 O .
4a.5.9.
For ensuring the helicopter control during the prolonged

flight, it is necessary to use the autopilot with its all
channels switched on.
When performing the circling flight, it is necessary to
switch on only the roll and pitch channels.
WARNING. WHEN FLYING AT NIGIIT, IT IS NECESSARY TO BE READY
FOR FLYING ONLY ON THE INSTRUMENTS SINCE IT BECOMES DIFFICULT TO DETERMINE THE HELICOPTER APPROACH TO THE CLOUDS AND THE HELICOPTER MAY ENTER
THEM SUDDENLY.
4a.5.10.
When the light markers are available on the ground, the

plotting of the circuit pattern without homing radio aids
as well as the plotting of the descent path, planning and
landing present no difficulties.
4a.5.11.
When the light markers are not available on the ground,

the approach to the even we11 known airfield or pad is
complicated. The landing is executed in the same manner as
in the day time. At the altitude of 50 to 70 ni, it is
4s.5.2
Dec 23/93
268
%W
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Night Flights
necessary to extend the landing lights and
direction of the landing light beams.
adjust the
In the process of landing, the landing light beam direction is corrected. In the process of landing, the altitude
is determined against the radio altimeter with the check
performed by reference to the illuminated sections of the
ground and light markers.
WARNING. IF THE LANDING LIGHTS CREATE THE HEAVY FLARE SPOT

IMPEDING THE GROUND OBSERVATION DURING THE INTERMEDIATE APPROACH DESCENT IN THE RAIN OR SNOWFALL,
WHEN THEY ARE SWITCHED ON AT THE ALTITUDE OF 50
TO 70 M , IT IS NECESSARY TO SWITCH THEM OFF AND
DETERMINE THE TOUCH-DO\VNAREA BY REFERENCE TO THE
LIGHT MARKERS.
4a.5.12.
After shutting down the engines and stopping the main

rotor rotation, the night lighting equipment is switched
off.
874
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Peculiarities of Flights to Sites Selected from Air
PECULIARITIES OF FLIGHTS TO SITES SELECTED FROM AIR

The sites selected from the air should be considered: the
surfaces of the natural or artificial origin, not intended
specially for landing the helicopter of the given type on
them and preliminarily not examined with a view to
determining their fitness for landing the helicopter.
Equated to the sites selected from the air are the helidromes, airfields and pads intended for landing the aerial
vehicles, where the air traffic controllers and the respective flying aids are absent and whose condition is not
checked by the ground aids service for more than one day
since they are not intended for landing the helicopter of
the given type.
The landing site shape may be arbitrary
In this case, the requirements for the dimensions of the
landing pad elements, laid down in Sub-section 2.5 of the
present Flight Manual should be met, i . e . the landing pad
of the required dimensions should fit to the contour of
the site selected from the air, and the tilt angles of the
conventional planes limiting the obstacles should not
exceed the tolerable ones.
The dimensions of the elements of the landing sites
selected from the air are mainly determined by eye. For
excluding the errors in estimating the dimensions of the
expected landing sites towards their decrease, the site
linear dimensions should be increased by 20 to 30 % .
The approach area of the site selected from the air should
ensure the helicopter go-around from an altitude of 3 m .
The helicopter landing mass when the crew performs the
first landing within the day on the site selected from the
air, having the natural surface, not intended specially
for landing the helicopter, should ensure the helicopter
hovering out of the ground effect.
The landing site is preliminarily selected from the air at
the safe flight altitude established by the Civil Aviation
Dec. 23/93
4a.6.l
2%
FLIGHT MANUAT,
USE OF HRLICOPTER FOR VARIOUS OPERATIONS P e c u l i a r i t i e s of F l i g h t s t o S i t e s S e l e c t e d from A i r
F l i g h t M a n ~ a : ~ Froin
.
t h i s a l t i t u d e , t h e s i t e dimensions,
presence
(absence)
of
t h e o b s t a c l e s on t h e e x p e c t e d
l a n d i n g h e a d i n g a n d p o s s i b l e g o - a r o u n d , wind d i r e c t i o n a r e
determined.
When s e l e c t i n g t h e l a n d i n g s i t e f r o m t h e a i r on t h e mount a i n peak o r r o c k s o v e r h a n g i n g o v e r t h e p r e c i p i c e , i t is
necessary t o perform t h e f l i g h t a t t h e s i t e h e i g h t a t t h e
l a t e r a l d i s t a n c e f r o m i t n o t l e s s t h a n 4 0 ni f o r r e f i n i n g
t h e s i t e lle i g h t , i n s p e c t i n g t h e s u r f a c e c o n d i t i o n a n d
e s t i n i a t i n g t h e s l o p e s ; i n t h i s c a s e , t h e minimum a l t i t u d e
of f l i g h t o v ( ? r t h e o b s t a c l e s s h o u l d be a t l e a s t 1 0 In. A t
t h e i ~ c l i c o l , t ~ ? comlnander's
r
d i s c r e t i o n , clepci~cling on t h e
t e r r a i n r e l i e f , may be i n s p e c t e d by p e r f o r m i n g t h e r e p e a t etl f l i g h t s o v e r t h e s i t e ( a t i t s ].eve11 o r by p e r f o r m i n g
t h e c i r c l i n g f l i g l l t a t t h e iridicatecl a i r s p e e d of a t l e a s t
SO k m / h .
'
WARNING. THE RICH GREEN GRASS COVER ON THE S I T E , CONTRAST1 N G AGAINST THE GENERAL BACKGROUND MAY BE THE
SIGP OF THE TERRAIN SWAMI'Y STATE.
4a.(5.8.
A t t h e wind v e l o c i t y i n e x c c s s o f 5 m / s , i t i s n o t
recommended 1.0 s e l c c t t h e l a n d i n g s i t e s f r o m t h e downwind
s i d e o:f t h e nlassivn o b s t a c l e s i n t h e f o r m o f w a l l s , r i d g e s
o f n l o u n t a i n s , e t c . , a n d a l s o f r o m t h e downwind s i d e o f t h e
f o r e s t e d g e s i n c e when tlic h e l i c o p t e r a p l ~ r o a c h e s s u c h
o b s t a c l e s , i:; g e t s i n t o t h e zone o f i n c r e a s e d t u r , b u l e n c e
of descendin.,r fI.ow, a n d i n t h e c l o s e p r o x i ~ ~ l i t yt o t h e
o b s t a c l e s , below them - t o t h e " s h a d i n g " zollc i n w h i c h t h e
wind v e l o c i t y may be c o n s i d e r a b l y l e s s t h a n o v e r t h e
o b s t a c l e s . Ii' t h e n e c e s s i t y a r i s e s t o l a n d t h e h e l i c o p t e r
ort s u c h a s i t e , t h e h e l i c o p t e r l a n d i n g nixss shoulcl be
c a l c u l a t e d f o r t h e l a n d i n g c o n d i t i o n s o u t of t h e ground
e f f e c t . I t i s ; I-econnnended t o p e r f o r m t h e h o v e r i n g , i f p o s s i b l e , above t h e o b s t a c l e s o r a t a n a l t i t u d e of a t l e a s t
20 m , w i t h t l ~ es u l ~ s e q u a n tv e r t i c a l d e s c e n t o f t h e h e l i c o p t e r u n t i l i.t l : o ~ r c h e sdown. I n tile p r o c e s s o f v e l - - t i c a l . t l e s c e n t , i t i s -1ecc.ssal-y t o l ~ sr e a d y t o c o u n t e r a c t t i l e sllar.],
l a n d i n g o f t.hc h e l i c o p t e r l ~ c c a u a c o f i t s g e t t i n g i n t o t h e
" s h a d i n g " z o ~ t c . F o r p r e v c i n t i n g t l t e he! icop1;er r i r g i t
i s n c c c s s a r , y t,o i r ~ r e et h e mai 1-1 r o t - cr, I l c c t i v e p i tc17
FLIGHT MANUAL
in due time and gradually, avoiding the rotational speed
drop below the minimum permissible value.
4a.6.9.
The helicopter commander makes a decision to land the

helicopter on the selected site only after refining the
following parameters:
1. The landing site dimensions comply with the requirements laid down in the present Flight Manual.
2. The helicopter landing mass corresponds to the actual
weather conditions.
3. The obstacles allow the crew to go around

4a.6.10.
When the helicopter commander is not sure in the helicopter hover planning accuracy, it is expedient to perform
the level flight with deceleration of 30 to 40 km/h (the
"buffeting") at the height of the site selected in the
mountainous area or at the absolute altitude of at least
50 m over a flat or rolling country. If the helicopter
"settling" does not occur, the helicopter may land.
4a.6.11.
If the helicopter actual landing mass proves to be greater

than the tolerable one calculated from the nomograms,
NEVER land the helicopter on the site selected from the
air. In this case, for landing the helicopter, it is
necessary to burn a certain portion of fuel or select
another site on which the weather conditions allow the
crew to land the helicopter with the actual landing mass.
The wind direction on the site is determined by inclination of the trees, bushes, water ripple, smoke, dust and
also by dropping the wind indicators or using the flares
and smoke pots or by reference to the drift direction of
the helicopter flying at the minimum airspeed.
4a.6.12.
The approach to and landing on the site selected from the

air are executed in compliance with the 1-eco~~w~cnclations
laid down in Sub-sections 4.6 and 4.7 of the present
light Manual.
,
FLIGHT MANUAL
4a.6.13.
With the helicopter landing mass ensuring the helicopter

hovering out of the ground effect, if the cii-cumstances
preventing the successful accomplishment of landing occur
in the process of landing right until the hovering
(detection of the previously unnoticed obstacles, pits,
great slopes, etc.), it is necessary to discontinue the
further descent, increase the engine power up to the
takeoff power, with
the helicopter
change-over to
acceleration till an airspeed of 120 km/h is gained, climb
to the safe altitude, after which select the other site
more suitable for landing the helicopter.
If the site is found unsuitable for touchdown after hovering, it is allowed to move the helicopter in the hovering
mode to the suitable site, if the latter is located nearby
at an altitude of at least 10 m over the obstacles.
4a.6.14.
If the landing site with its slope is suitable for

touchdown, it is necessary, gradually decreasing the main
rotor collective pitch, compress the shock struts.
While compressing the shock struts, the co-pilot through
the right blister, and the flight engineer through the
entry door, if possible, having abandoned the helicopter,
should watch the wheel installation on the ground and, if
necessary, give the commands to the helicopter commander
on the helicopter displacement direction. \ W e n landing the
helicopter on the soft ground, check to see that the
helicopter main landing gear wheels do not plunge into the
ground deeper than up to the wheel rim.
For being assured in the stable position of the helicopter
on the soft ground, the helicopter commander should
decrease the main rotor collective pitch in steps,
repeatedly increasing and decreasing this pitch.
4a.6.15.
After the final decrease of the main rotor collective

pitch and braking the wheels on the soft ground, shut down
the engines and keep a watch on the helicopter state.
When the signs of the wheel plunging into the ground
occur, it is necessary to stop plunging the wheels into
the ground without delay (by placing the boards or other
(collt'd)
4a.6.4
Dec. 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Peculiarities of Flights to Sites Selected from A i r
-
improvised materials under the main landing gear struts)

or start the engines, take off and hop to the other site.
4a.6.16.
If it is impossible to decrease the main rotor collective

pitch because of the soft ground and necessity of
performing the cargo handling operations, it is necessary
to . hold the helicopter in the half-suspended state,
keeping a watch on the main landing gear wheel plunging
into the ground.
CAUTION. NEVER ALLOW THE WHEELS TO BE COMPLETELY PLUNGED
INTO THE LOOSE GROUND, MUD, WATER-SATURATED SNOW,
ETC. UNTIL THEY ARE INSTALLED ON THE STRONGER
UNDERLYING SURFACE (BOTTOM), SINCE IN THIS CASE
IT IS IMPOSSIBLE TO CONDUCT THE WATCH ON THE
WHEEL PLUNGING, WHICH DOES NOT EXCLUDE THE WHEEL
INSTALLATION ON THE HUMMOCKS, BOULDERS WITH SUBSEQUENT SLIPPING OF THE WHEELS FROM THEM IN THE
PROCESS OF THE COLLECTIVE PITCH DECREASE.
4a.6.17.
If it is impossible to touch down and hold the helicopter

in the half-suspended state, it is allowed to perform the
cargo handling operations and disembark (embark) the
passengers, with the helicopter hovering at an altitude up
to 0.5 m .
CAUTION: 1. IN CASE OF DISEMBARKATION OF THE PASSENGERS

FROM THE HOVERING HELICOPTER ON TILE SOFT
GROUND, IT IS NECESSARY FIRST TO MAKE CERTAIN
THAT THE GROUND IS RATHER STRONG, AFTER WHICH
THE FLIGHT ENGINEER SHOULD PRELIMINARILY LEAVE
THE HELICOPTER WITH THE USE OF THE SAFETY BELT
WITH STATIC LINE (ROPE) FASTENED TO THE MOORING
RINGS ON THE HELICOPTER FLOOR.
2. IF, IN THE PROCESS OF THE HELICOPTER PARKING,
WITH THE ENGINES SHUT DOWN, THE HELTCOPTER

3
AND ITS PITCH
ROLLED THROUGH MORE THAN '
CHANGED THROUGH MORE THAN '5 WITH RESPECT TO
THE HORIZON, NEVER ATTEMPT TO RECOVER THE HELICOPTER ATTITUDE BY STARTING THE ENGINES AND
TAKING OFF. IF THE SAID CHANGE IN ROLL OR
FLIGHT MANUAL
PITCH OCCURS, WITH THE ENGINES RUNNING, SHUT
DOWN THE ENGINES. THE SUBSEQUENT START OF THE
ENGINES AND TAKEOFF ARE TOLERABLE ONLY AFTER
RECOVERY OF THE HELICOPTER STATIC GROUND POSITION WITH THE AID OF THE GROUND MEANS WITH THE
POSSIBILITY OF THE HELICOPTER REPEATED ROLLING, BEING EXCLUDED.
If the rolling and change in the pitch angle occurred
within + 3 and +so, respectively, it is necessary to
gradually increase the main rotor collective pitch, counteracting the helicopter tendency to displacement towards
the roll and turn due to the uncoordinated forward movement of the pedals and execute the takeoff.
4a.6.18.
If the site selected from the air is intended for the

repeated use, it is recommended to clear it from the minor
obstacles in the takeoff and landing directions (the great
stones, bushes, etc.) and post up the indicating flags.
4a.6.19.
If the dimensions of the site selected from the air amount

to at least 120x50 m and the tilt angles of the conventional planes limiting the obstacles comply with the
requirements laid down in Sub-section 2.5 of the present
Flight Manual, then, the flights followed after the first
one within the day may be performed proceeding from the
helicopter landing mass ensuring the helicopter hovering
in the ground effect
4a.6.20.
The helicopter takeoff from the site selected from the air
practically does not differ from the takeoff from the
artificial airfields or helidromes, however, calls for the
particular attention on the part of the crew due to the
possible error made by eye in estimating the obstacle
height on the takeoff heading.
For obtaining the maximum steepness of the takeoff path,
it is reco~mnended to use the takeoff power rating, with
the main rotor speed amounting to 92 % , and hold the
minimum indicated airspeed for the given flight altitude
till the obstacles are flown over with subsequent
acceleration of the helicopter till the maximum airspeed
of 120 km/h is obtained and climb to the safe altitude.
4a.6.6
Dec. 23/93
ATTENNION!
On helicopters equipped with hoistdoom winh SLG -300 system the
"LOCK OPEN/JAMOK OTKPbIT" annunciator will be replaced with "LOAD
RELEASE/CI;POC ~ P Y ~ A " .
FLIGHT MANUAL
- Flights with External Store
4a.7.
FLIGHTS WITH EXTERNAL STORE
4a.7.1.
General
4a.7.1.1. The helicopter provided with the external store system may
s Cu1.e.
be used for carrying the ex-Le1.11a1
4a.7.1.2. The sites at the store coupling (uncoupling) points should
be prepared: the minor unfastened objects should be
removed, the dusty site should be sprinkled with water and
freshly fallen snow should be compacted.
If the sites cannot be prepared beforehand, before
coupling (uncoupling) the load, it is necessary to hover
over the site and blow out dust or snow with an air jet
from
the
main
rotor.
The
maneuver
for
coupling
(uncoupling) the load is executed only after the site is
well visible from the hovering point.
4 a . 7 . 1 . 3 . The required length' of the slings of the store in each
particular case is selected proceeding from the shape,
dimensions and mass of the load, dimensions and state of
the surface of the load coupling (uncoupling) site,
location of the obstacles in the tahenff, landing area.
4a.7.1.4. The long loads (pipes, power transmission line supports,
etc.) are carried suspended from the store slings both in
horizontal and vertical positions.
Transportation of the load in the horizontal position
ensures the more simple lifting and stowage of the long
load but may lead to the more intensive swinging of the
load in flight as compared with its transportation in the
vertical position.
4a.7.1.5. In some cases, when carrying the external store in the
special conditions (the closed approaches to the loading
or unloading sites, night flights, etc.), at the discretion of the flying unit commander, the flying control
officer (officers) are assigned to one or both sites from
the command and flying personnel authorized for performing
the given type of operations.
(cont'd)
Dec 23/93
4a.7.1
FLIGHT MANUAL
IJSE OF HELICOPTER FOR VARIOUS OPERATIONS
4a.7.1.6. In handling the loads having the different mass, first to

be transported are the light loads, then, with the fuel
consumption, the heavy loads.
4a.7.1.7. During the flights with external stores, do not use the
radio altimeter for determining the flight altitude since
the radio altimeter reads wrongly because of the load
effect, especially when flying at the high speed (when the
load is located under the radio altimeter antennae).
The flight altitude is determined against the barometric
altimeter and when the helicopter.' hover.s, the distance
from the load to the ground is determined by reference to
the information delivered by the flight control officer
and flight engineer's report.
4 a . 7 . 1 . 8 . For ensuring the checlc of the distance from the external
store to the ground, it is recommended to secure a piece
of rope 3 m long with a load of 1 to 2 kg and a red flag
at the end of the rope to the lower point of the load.
The rope tensile strength should
When carrying the long load, it
the ropes with red flags at both
is impossible to determine which
lower one.
4a.7.2.
be not more than 50 kgf.

is recommended to secure
ends of the load when it
of the load ends is the
Duties of Crew Members
4a.7.2.1. The crew of the helicopter carrying the external store

should consist of the commander, co-pilot and flight
engineer. The flight engineer fulfils the work of the
external store operator.
4a.7.2.2. Apart from the basic duties indicated in the Civil Aviation Flight Manual, the helicopter commander should:
- calculate the length of the slings of the external store

proceeding from the particular conditions of the load
coupling and uncoupling points, in compliance with the
configuration, mass and length of the load;
4a.7.2
Dec 23/93
FLIGHT MANUAL
during the load coupling and lifting, during the helicopter deceleration before hovering, stowage and uncoupling of the load, fly the helicopter on the commands
from the external store operator watching the working
process ;
transfer the helicopter to (from) the load on the commands from the flight control officer (delivered over
the radio or by the visual signals);
if necessary, give the commands to the external store operator to carry out the emergency mechanical release of the
load.
4a.7.2.3. Apart from the basic duties indicated in the Civil Aviation Flight Manual, the co-pilot should:
during the load coupling, i i i stowage and uncoupling, be sure to maintain the altitude over the obstacles
in the right hemisphere within the possible visibility
from his station:
watch the rotational speed of the main rotor, engine

turbocompressors and the other instruments, check the
fuel consumption and remaining fuel;
during the steady level flight, fly the helicopter on

the command by the helicopter commander and before descent hand over the control again to the helicopter commander;
at the moment the helicopter commander communicates with

the flight engineer, keep contact over the radio with
the flight control officer (the air traffic controller)
and inform the helicopter commander about the received
commands.
4a.7.2.4. Before the flight, the external store operator should:
- check to see that the external store sling system is fit

for service. When in flight, the external store operator
should stay at the open entry door or hatch provided in
the cargo compartment floor and must:
FLIGHT MANUAL
- lower the external store slings from the helicopter and

receive them in the helicopter (if possible and necessary). This operation should be carried out, with the
protective gloves put on;
in the process of maneuvering, when coupling, lifting,

lowering and uncoupling the load, give the respective
commands to the helicopter commander over the intercommunication system;
- when in flight, keep the intercommunication system always switched on for transmission and inform the helicopter commander about the load "behaviour" and state of
the slings and electrical lock. The commands should be
short and distinct. For example: "2 m forward", "1 m
right" "Half meter left", "1 m backward", "Up", "Down",
"1 m up", "1 m down", "Rope catches load", "Load coupled", "Slings connected", "Sling stretched", "Load under
detachment (stowage)", "Load lifted (put on)", "Load uncoupled", "Sling dropped", "Load slowly turns", "Load
swings through 4 5 O W , etc.;
inform the helicopter commander ,in due time about the
noticed abnormalities.
In all cases, the external store operator should wear the
goggles protecting his eyes from dust and snow, the safety
belt and have the communication with the helicopter
commander over the intercommunication system (it is not
recommended to use the open microphones due to the great
noise interference).
WARNING. WHEN PERFORMING THE WORK NEAR THE OPEN ENTRY DOOR
OR WITH THE HELICOPTER CARGO DOOR ANGLES REMOVED,
THE EXTERNAL STORE OPERATOR SHOULD WEAR THE SAFETY BELT WHOSE DRIVING ELEMENT IS COUPLED THROUGH
THE SNAP HOOK WITH THE HELICOPTER PRIMARY STRUCTURE (MOORING RINGS PROVIDED ON THE CARGO COMPARTMENT FLOOR, ETC . ) SO AS TO EXCLUDE THE UNINTENTIONAL STEPPING OVER THE ENTRY DOOR EDGE
OR CARGO DOOR APERTURE.
48.7.4
Dcc 23/93
FLIGHT MANUAL
4a.7.2.5. The flight control officer should stay at the distance of

20 to 50 m from the load coupling (uncoupling) point within the field of view of the helicopter commander and have
the ground VHF radio set for establishing the communication with the helicopter crew. The communication is effected with the aid of the throat microphones and earphones. It is not recommended to use the open microphones
and earphones (reversible) since the great noise interference occurs during the helicopter operation. Prior to
performing the work, the visual signals should be in
agreement as recommended in the Civil Aviation Flight
Manual for using them in case of failure of the radio
communication.
The
flight
operations:
control
officer
performs
the
following
- together with the helicopter commander or independently,

determines the load coupling (uncoupling) point;
- gives the clearance for takeoff and landing (change-over
from the hovering to forward speed flight and vice
versa), load coupling and uncoupling by reference to the
reports of the leader of the work team on the site (the
rigging team leader);
- informs about the load height over the ground (obstacles) during the helicopter hovering, acceleration and
descent;
4a.7.3.
gives the respective commands if the flight safety is

endangered (the intolerable descent, the tail rotor is
close to an obstacle, etc.).
Flight
4a.7.3.1. Depending on the'available conditions, the load may be

coupled with the external store slings of the helicopter
by two methods:
after the helicopter landing on the site near the load;
(cont'd)
Dec 23/93
43.7.5
23.2
FLIGHT MANUAL
- coupling of the load with the external store slings of

the hovering helicopter (this method is used when the
helicopter cannot land on the site near the load).
After the helicopter landing, the load is coupled in the
following order:
the helicopter lands on the site near the load and

taxies to it after which the engines are changed over to
the idle power. For facilitating the helicopter takeoff
and hovering over the load, it is expedient to perform
the landing and taxiing so that the load is located left
of the helicopter. If the load height does not exceed
2 m , it may be arranged within the main rotor area, but
not closer than 1 m from the main wheel;
- after coupling the load, t h e helicopter commander should

interrogate all members of the crew about their readiness for takeoff. After receiving the reports from all
members of the crew about their readiness for takeoff,
he should request the takeoff clearance from the flight
control officer over the radio or make a decision to
take off independently.
This done, hover the helicopter strictly into the wind so
that the distance from the main wheels to the ground is
1 . 5 to 2 m. Having assured that the power plant and special equipment monitoring instruments read normally, the
helicopter commander should fly to the load with a slight
climb and hover the helicopter strictly over the load
center.
The load coupling in
performed as follows:
the
helicopter
hovering
mode
is
before hovering over the load, the helicopter commander

should open the protective caps from the tactical and
emergency release buttons, receive the reports from all
members of the crew about the load coupling and flight
readiness:
(cont'd)
4a.7.6
Dec 23/93
FLIGHT MANUAL

the helicopter should be hovered strictly into the wind

in the close proximity to the load so that the distance
from the main wheels to the ground does not exceed 1 to
2 m and the load should bc locatcd lcft of the helicopter;
- the ground personnel should close the sling shackle in

the external store lock (the external store sling system
should be preliminarily coupled with the load hard
points) .
NOTES: 1. After closing the lock, the LOCK RELEASED (3Ah4OK

OTKPbIT) green annunciator extinguishes. The
ground personnel should forward the sling shackle through the hatch provided in the helicopter
floor to the external store operator who should
close the shackle in the lock. Besides, it is
allowed to couple the sling shackle with the
preliminarily released cable of the hand-operated winch by pulling it into the helicopter and
closing the lock shackle.
2. It is allowed to fly to the load with cable

secured in the external store sling lock at the
airspeed less than the buffetting and perform
the subsequent coupling of the load; in this
case, descend the helicopter till the sling system touches the load or ground, thus ensuring
the decrease in the helicopter electrostaLic
charge.
After receiving the report from the external store operator
about the load coupling, the helicopter flies towards the
load with a slight climb and centering of the helicopter
over the load on the commands from the external operator is
executed.
WARNING. AFTER ACCOMPLISHING THE LOAD COUPLING, THE GROUND

PERSONNEL SHOULD GO TO THE SAFE I'LACE TO AVOID
GETTING UNDER THE LOAD OR EXTERNAL STORE SLINGS
IN CASE THEY ARE RELEASED BY THE HELICOPTER COMMANDER.
Dec 23/93
4a.7.7
FLIGHT MANUAL
4a.7.3.2. After receiving the report from the external store

operator that the load is coupled, the ground personnel is
at the safe place, the helicopter hovers over the center
of the load, the helicopter commander on the commands from
the external store operator should gradually climb
vertically till the external store sling system is
completely stretched.
It is necessary to climb gradually at the vertical

velocity of 0 . 2 to 0.3 m/s strictly over the load,
avoiding the longitudinal and lateral displacements of the
helicopter.
After completely stretching the external store sling
system by gradually shifting the collective pitch control
lever up, increase the engine power up to the takeoff one
to separate the load from the ground.
4a.7.3.3. After separating the load from the ground, the external
store operator should report the helicopter commander
about the state and position of the external store slings,
the load behaviour and also about the height from the load
to the ground.
WARNING. IN CASE OF UNEQUAL STRETCHING OF THE SLINGS WHEN

LIFTING THE LOAD, THEIR ENTANGLEMENT OR CATCHING
BY THE PROJECTING PORTIONS OF THE LOAD, IT IS NECESSARY TO DECREASE THE HOVER HEIGHT OVER THE
LOAD AND AFTER CORRECTING THE SLING ENTANGLEMENT
BY THE GROUND PERSONNEL, REPEAT THE LOAD LIFT. IF
NECESSARY, DROP THE EXTERNAL STORE LOAD SLINGS
AND REPEAT THE COUPLING OPERATION. TO AVOID THE
HAND INJURY, IT IS PROHIBITED FOR THE GROUND PERSONNEL TO CORRECT THE EXTERNAL STORE SLING SYSTEM
HOOKS POSITION WHILE STRETCHING THE EXTERNAL
STORE SLINGS WHEN THE HELICOPTER HOVERS.
4a.7.3.4. Gradually increasing the collective pitch, transfer the
helicopter to the hover height at which the distance from
the ground to the load will be at least 3 m ; this matter
should be reported by the external store operator or the
flight control officer to the helicopter commander.
fcont'd)
48.7.8
Dec 23/93
FLIGHT MANUAL
4a.7.3.5. Perform the check hovering at this height.
If the
steady hovering is ensured during the engine

operation at the power rating up to the takeoff one, and
the main rotor speed is at least 9 2 %, the helicopter may
be accelerated.
While hovering, no helicopter turns with respect to the
wind direction are tolerable since in this case, when the
crosswind blows (especially from the right) and the
engines operate at the full power due to decrease in the
main rotor speed, hence the tail rotor speed as well, the
helicopter may be spontaneously turned to the left (the
right rudder pedal is on the stop).
4a.7.3.6. When the load behaviour in hovering is normal, gradually,
without the noticeable change in the helicopter pitch
angle, accelerate the helicopter and simultaneously
increase the collective pitch up to the main rotor speed
of at lest 92 % with subsequent transition to the climb at
the takeoff power rating.
During the smooth transition from the hovering to the
forward speed flight, the helicopter airspeed during
acceleration practically does not decrease.
WARNING: 1. TO PREVENT THE POSSIBLE CATCHING OF THE LOAD
BY THE GROUND DURING TRANSPORTATION OF THE
LONG LOAD, IT IS NECESSARY TO CHANGE OVER THE
HELICOPTER TO ACCELERATION WHEN THE LOAD SLOWLY ROTATING IN HOVERING ASSUMES THE POSITION
CLOSE TO THE PERPENDICULAR ONE WITH RESPECT TO
THE FLIGHT DIRECTION.
2. WHEN CARRYING THE EXTERNAL STORE, THE DISTANCE
FROM THE HELICOPTER TO THE LOAD IN ALL CASES
SHOULD BE AT LEAST 4 M.
4a.7.3.7. After gaining the indicated airspeed of 60 to 70 km/h, it
is necessary to change over the helicopter to the steady
climb and close the protective caps on the emergency and
tactical release buttons.
(cont'd)
Dec 23/93
48.7.9
FLIGHT MANUAL
Perform the further increase in the airspeed both during

the climb and level flight depending on the load
"behaviour" (by reference to the external store operator's
report) .
4a.7.3.8. Make the turns without slipping at the altitude not below
100 m by gradually deflecting the control elements at the
roll angle up to 15'.
When making the turns, the external store operator should
thoroughly keep watch on the load "behaviour" since the
load starts swinging during the slipping.
4a.7.3.9, Perform the enroute flights with external store at the
altitude of at least 150 m over the terrain flown.
4a.7.3.10. To avoid the load swinging, carry out the transient
regimes (the acceleration, deceleration, turns) gradually
and slowly during transportation of the external store.
Notes: 1. The external store "behaviour" is mainly determined by the load mass and aerodynamic shape,
therefore, at the beginning of flight, varying
the airspeed, it is necessary to select such
flying regime at which the load "behaviour" will
be the most calm. However, it is necessary to
bear in mind that the fuel consumption considerably decreases with the flight speed increase.
2. The load swinging complicating the flying decreases with the decrease in the airspeed and
flight altitude. Some symmetrical loads turn in
flight, which practically does not exert an adverse effect on the helicopter flying.
4a.7.3.11.When performing the flights with external store, the
navigation is executed during operation of the compass
system in the directional gyro mode, and in the area of
the locator marker steady reception, with the aid of the
direction finder. If possible, plot the flight route away
from the populated points.
4a.7.10
Dec 23/93
FLIGHT MANUAL
4a.7.3.12. During the flights with external store, it is necessary to

descend the helicopter on the path more flat than during
the flights without external store, gradually decreasing
the flight altitude and speed.
4a.7.3.13.During the helicopter approach to the store stowage site,
the helicopter commander should fulfil the commands
delivered by the flight control officer (if he is present)
from the ground and at the last stage, the helicopter
commander should fulfil the commands delivered by the
external store operator. If the flight control officer is
absent, the helicopter commander should in all cases
fulfil the commands delivered by the external store
operator.
4a.7.3.14.Prior to decelerating the helicopter, the helicopter
commander should open the protective caps on the emergency
and tactical release buttons and, if necessary, turn on
the AUTO RELEASE (ABTOM. CBPOC) switch.
4a.7.3.15.It is necessary to decelerate the helicopter gradually,
smoothly increasing the engine power and avoiding the
considerable change in the pitch angle so that the
required engine power is received at the hovering point.
The deceleration becomes longer in time than during the
normal no-run landing and is accompanied by the increased
vibrations of the helicopter (from an airspeed of 70 km/h
to the complete hovering). When the airspeed decreases at
the normal rate (as in case of the no-run landing without
external store), the store longitudinal swinging occurs.
WARNING: 1 . IF THE AIRSPEED DECREASE (DECELERATION) BEGINS
TOO EARLY IT IS NECESSARY TO HOVER THE HELICOPTER WITH STORE AT THE CERTAIN DISTANCE FROM
THE STORE UNCOUPLING POINT (WHILE HOVERING,
THE DISTANCE FROM THE STORE TO THE GROUND
SHOULD BE AT LEAST 3 m) AND THEN EXECUTE A IIOP
TO THE UNCOUPLING POINT AT A SPEED OF 5 TO
10 km/h.
Dec 23/93
4a.7.11
FLIGHT MANUAL
2. IF THE HELICOPTER COMMANDER FAILS TO SMOOTHLY

DECREASE THE SPEED BY THE MOMENT OF HOP TO THE
SITE ON WHICH IT IS NECESSARY TO UNCOUPLE THE
STORE, DISCONTINUE THE FURTHER FLIGHT SPEED
DECREASE, INCREASE THE MAIN ROTOR COLLECTIVE
PITCH AND INDICATED AIRSPEED UP TO 60 TO 100
km/h, THEN GO INTO A CLIMB AND EXECUTE THE
MISSED APPROACH TO THE STORE UNCOUPLING SITE.
4a.7.3.16.After the helicopter hovering over the store stowage point
and ascertaining that the store state is steady, gradually
decreasing the collective pitch, descent the helicopter
and put the store on the ground.
To avoid damage to the store, the descent rate of the
store during its contact with the ground should be minimum
(not more than 0 . 5 mls). In case of necessity to stow the
long stores in the selected direction and after turning
the store under action of an air jet from the main rotor,
put it on the ground.
The long stores carried in the vertical position should be
stowed so as to avoid the unsteady position of the stores,
for which purpose, after the store has touched the site
surface, slightly displace the hovering helicopter in the
stowage selected direction; as the helicopter descends, it
is necessary to perform its further displacement forward,
avoiding the vertical position or forward displacement of
the slings. The non-observance of these recommendations
may lead to the store sharp turn.
4a.7.3.17.Depending on the operating conditions (the sling length,
the site peculiarities, shape and dimensions of the store,
store slinging method, presence of other sling components,
etc.), the store may be uncoupled with and without drop of
the slings.
4a.7.3.18.If the AUTO RELEASE (ABTOM. CFPOC) switch is turned on
before the store touches the ground, the sling lock at the
moment the store touches the ground (with the load on the
lock being decreased to 75 to 25 kg) should get
automatically released; in this case, the LOCK RELEASED
(cont'd)
4s.7.12
Dec 23/93
FLIGHT MANUAL
(3AMOIC OTICPbIT) annunciator will illuminate. In so doing,

the store may be damaged by the dropped slings.
4 a . 7 . 3 . 1 9 . T o uncouple the store and
helicopter, proceed as follows:
sling
system
from
the
on the "Store on ground" command from the external store

operator, the helicopter descends vertically over the
store with subsequent displacement away from it so that
the released external slings, hook and shackle do not
drop on the store;
on the command from the external store operator, the helicopter commander opens the external sling lock by
depressing the tactical release button.
4a.7.3.20.The external sling system is uncoupled from the store or

from the helicopter by the ground personnel in the
following order:
after putting the store on the ground, the helicopter

descends vertically over the store with subsequent displacement away from it;
the ground personnel uncouples the hooks - the snap

hooks of the external sling system from the store or the
spider shackles from the sling hook, or opens the lock
manually.
4a.7.3.21. In some cases, for protecting the store and slings against
damage, it is allowed to drop the slings attached to the
rope by lowering the latter, for which purpose, proceed as
follows :
- prior to taking off with the external store, attach the

rope to the upper portion of the sling, having the
length by 3.5 m longer than the external sling length,
round section, with the tensile strength being at least
300 kgf (it i s desired to have a capron or nylon rope);
secure the rope in the helicopter compartment, having

taken up the rope slack;
(cont'df
Dec 23/93
4a.7.13
FLIGHT MANUAL
Flights with External Store
- before dropping the slings, the external store operator

should stretch the rope and after opening the lock, hold
the sling. For lightening the rope, it is necessary to
make a turn around the round structural member of the
stairs, post, seat back, boom, etc.;
after the sling shackle leaves the lock, the external

store operator should lower the slings on the site surface (on the store), drop the rope end. Report the helicopter commander about accomplishment of the uncoupling
operation.
Note. Perform the manual drop of the slings attached to

the rope as directed in Sub-Item 4a.7.3.21,proceeding from the physical potentialities for performing
the given operation.
WARNING. IT IS PROHIBITED TO LAND THE HELICOPTER WITHOUT
DROPPING THE SLING SYSTEM OR ITS UNCOUPLING FROM
THE STORE.
4a.7.3.22. After uncoupling the store, dropping the slings and
retracting the external store sling system inside the
cargo compartment, the external store operator should
report the helicopter commander about the performed
operations, after which' the commander lands the helicopter
or continues the flight in accordance with the assigned
mission.
m. It
is allowed to perform the flights with the extended external store sling system and the "spider"
attached to the sling end at an airspeed not exceeding 150 km/h. If the "spider" is not available, the
helicopter may move (hop), with the external store
sling system being extended, at airspeeds not exceeding 60 km/h.
4a.7.14
000
Dec 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Performing Building and Installation Operations
4a.8.
FLIGHTS FOR PERFORMING BUILDING AND INSTALLATION

OPERATIONS
4a.8.1.
General
4a.8.1.1. The present sub-section is a supplement to Sub-section

4a.7 of the Flight Manual.
The aviation building and installation operations are the
building operations with the use of the helicopter
(helicopters) as the lifting and transport means for
installation (assembly and mounting) or removal of the
constructions, structures, technical equipment, units,
machines, apparatuses, etc. made from the vendor parts
(units) and members.
4a.8.1.2. When performing the building and installation operations,
the flight control officer is assigned from the command
and
flying personnel with
the
radio
communication
facilities to the installation point. The flight control
officer's duties are laid down in Subitem 4a.7.2.5.
4a.8.1.3. For performing the building and installation operations,
with a view to decreasing the structure mass, the unused
equipment which does not exert an influence on the
particular
flight safety may
be removed
from the
helicopter (refer to Subitem 4a.2.2.4).
4a.8.2.
4a.8.2.1. The helicopter crew executing the flights for performing

the building and installation operations should consist of
the helicopter commander, co-pilot and external store
operator (flight engineer).
4a.8.2.2. Apart from the duties indicated in Subitem 4a.7.2.2 of the
present Flight Manual, the helicopter commander should:
warn the external store operator by delivering the "On

f-inal" command about his approach to the installation
point;
(cont'd)
Dec 23/93
4a.8.1
FLIGHT MANUAL
when the installation point gets into the field of view

of the external store operator, perform the further flying of the helicopter on the commands from the external
store operator and the flight control officer.
4a.8.2.3. The co-pilot should do his work in compliance with the

directions laid down in Subitem 4a.7.2.2 of the present
Flight Manual.
4a.8.2.4. Apart from the duties indicated in Subitem 4a.7.2.4 of the
present Flight Manual, the external store operator (flight
engineer), when the installation point gets into his field
of view, should report: "Object seen" to the helicopter
commander.
4a.8.3.
Flight Peculiarities
4a.8.3.1. Approach to the installation point is performed at the

altitude at which the distance between the store and
installation point amounts to 1.5 to 2 m since when the
helicopter hovers at the higher altitude at the moment of
lowering the store on the "target", helicopter moves aside
and the installation accuracy decreases.
Note. The flight control officer determines the distance

(in meters) from .the suspended store to the nearest
installation points and transmits the data over the
radio to the helicopter.
4a.8.3.2. After accomplishment of the accurate hovering over the
installation point and cessation of the store swinging,
the external store operator gives a command to execute the
vertical descent gradually at the rate up to 0.5 m/s till
the store is completely installed at the assigned point.
If the store fails to be installed at its place, perform
the gradual vertical lift and repeat the store direction
at the "target".
4a.8.3.3. After installing the store at its point, the helicopter
descends vertically by 2 or 3 m , slightly moving aside, on
the commands from the external store operator.
4a.8.2
Dec 23/93
FLIGHT MANUAL
After making certain that the installed part does not fall
during this descent and displacement of the helicopter and
the riggers moved to the safe place, the external store
operator gives the "Drop" command and after separation of
the slings from the helicopter, he gives the "Slings
dropped" command.
4a.8.3.4. The metallic supports of the power transmission lines are
installed by the overturning method in the following
order:
the helicopter takes off and hovers over the selected

slinging point. The external store sling system should
be extended (in the working position), and the lock of
this system should be coupled with the sling having the
length allowing the distance from the helicopter landing
gear wheels to the obstacles to be at least 10 m;
the ground team couples the external slings with the

slings (slip knots) on the support;
after receiving the signal from the ground

termination of the coupling operation, the
commander, on the commands from the external
rator, gradually stretches the external store
team about
helicopter
store opeslings.
4a.8.3.5. The reinforced concrete supports are also installed into

the round foundation pits by the turning method. In this
case, the support lower end is not secured, but is free to
rest near the catcher. The sequence of operations is
maintained as directed in Subitem 4a.8 . 3 . 4 of the present
Flight Manual.
4a.8.3.G. The wire (cable) reeling-out both on the ground along the
power transmission line and directly on the power
transmission line support cross-arms is executed with the
aid of the special devices by transporting the appliances
with wire (cable) suspended from the external sling
system.
4a.8.3.7. The wire (cable) reeling-out may be executed by displacing
the helicopter in any direction. The method of wire
(cable) reeling-out by displacing the helicopter to the
( c o n t 'dl
Dec 23/93
da.8.3
FLIGHT MANUAL
left is more preferable. The wire (cable) reeling-out by

displacing the helicopter to the right and backward is
executed only in the exceptional cases.
When reeling out the wire (cable), the maximum airspeed of
the helicopter should not exceed:
1 0 km/h when flying in the lateral direction;
- 40 km/h when flying forward;

- 1 0 km/h when flying backward.
WARNING. IN THE CONDITIONS OF DIFFICULT COUNTRY, THE
FLIGHTS FOR REELING OUT THE WIRE (CABLE) SHOULD
BE PERFORMED AT THE WING VELOCITY NOT EXCEEDING
5 MIS.
4a.8.3.8. When reeling out the wire (cable), the flight altitude is
selected proceeding from the condition for ensuring the
distance from the appliance suspended from the external
store sling system to the obstacles (power transmission
line supports) to be at least 5 m . The preferable length
of the external slings is 5 m.
46.8.4
Dec 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Extinguishing Forest Fires
4a.9.
FLIGHTS FOR EXTINGUISHING FOREST FIRES
4a.9.1.
General
4a.9.1.1. I n extinguishing the forest fires, the

perform the flights with a view to:
helicopter
may
patrolling the forests;
delivering and landing the airborne party - firemen in

the open areas, with the helicopter landing there;
delivering the containers with extinguishment, self-propelled units, fire hose-laying vehicles and other forest
fire extinguishing equipment suspended from the external
sling system;
- lifting the forest fire extinguishing equipment

stores and removing them from the forest.
and
4a.9.1.2. When flying the helicopter with empty water drain unit,
the indicated airspeed should not exceed 160 kmlh.
CAUTION. THE WATER BODY FROM WHICH THE WATER IS EXPECTED

TO BE TAKEN SHOULD BE PRELIMINARILY INSPECTED
FROM AN ALTITUDE OF 50 M. IN THIS CASE, IT IS
NECESSARY TO MAKE CERTAIN THAT THERE ARE NO SUNK
TREES AND OTHER OBJECTS BY WHICH THE WATER DRAIN
UNIT MAY GET CAUGHT WHEN IT IS SUBMERGED INTO
WATER.
4a.9.1.3. The helicopter deceleration, hovering over the water body,
approach and landing with the water drain unit aboard are
performed in the same manner as when flying the helicopter
carrying the external store (refer to Item 4a.7.3 of the
present Flight Manual).
4a.9.1.4. The helicopter hovering for taking water and hovering are
performed on the commands from the flight engineer,
strictly into the wind, over the open water body, near the
bank.
FLIGHT MANUAL
Flights for Extinguishing Forest Fires
4a.9.1.5. For taking water, it is necessary to gradually decrease

the hover height and submerge the water drain unit into
the water body.
Note.
If the stream is available before the sling stretch-
ing and lift of the water drain unit, hover the helicopter over the center of the water drain unit on
the commands from the flight engineer.
4a.9.1.6. Fly to the fire area, with the water drain unit filled
with water to capacity, at an airspeed not exceeding
180 km/h.
4a.9.1.7. When approaching the fire area, it is necessary to
decrease the flight altitude and speed to the optimum ones
at which the fire extinguishing is efficient.
WARNING: 1. FOR EXTINGUISHING THE GROUND FIRES IN THE OPEN

COUNTRY, THE DISTANCE FROM THE WATER DRAIN
UNIT TO THE GROUND SURFACE SHOULD BE AT LEAST
20 M AND THE FLIGHT SPEED SHOULD NOT EXCEED 40
TO 50 KM/H.
IN THE WOODEN COUNTRY, THE DISTANCE FROM THE
WATER DRAIN UNIT TO THE TOPS OF TREES SHOULD
BE AT LEAST 15 M, THE FLIGHT SPEED, 20 TO
40 KM/H.
2 . FOR EXTINGUISHING THE SEPARATE SEATS OF FIRE
IN THE OPEN COUNTRY, THE DISTANCE FROM THE

WATER DRAIN UNIT TO THE GROUND SURFACE SHOULD
BE AT LEAST 6 0 M IN THE HOVERING MODE.
IN THE WOODEN COUNTRY, THE DISTANCE FROM THE
WATER DRAIN UNIT TO THE TREE TOPS SHOULD BE AT
LEAST 15 M IN THE HOVERING MODE.
3. IF THE TURBINE INLET TEMPERATURE IN THE ENGINE
COMPRESSOR SPONTANEOUSLY INCREASES WHEN THE

HELICOPTER APPROACHES THE SEAT OF FIRE, IT IS
NECESSARY TO INCREASE THE FLIGHT ALTITUDE AND
SPEED.
4a.9.2
Dee 23/93
FLIGHT MANUAL
4. WHEN FLYING FOR EXTINGUISHING THE GROUND

FIRES, APPROACH THE FIRE AREA AT THE ANGLE OF
20 TO 340' WITH RESPECT TO THE WIND DIRECTION.
IN THIS CASE, IT IS PROHIBITED TO ENTER THE
SMOKY ZONE WITH LIMITED VISIBILITY.
4a.9.1.8. Perform the flight with loaded hose-laying vehicle at the
indicated airspeed not exceeding 180 km/h, without the
guard net, at the indicated airspeed not exceeding
100 km/h, and with the empty hose-laying vehicle, at the
indicated airspeed of 120 km/h. The fire hose laying is
executed at the airspeed not exceeding 10 km/h; in this
case, the wind velocity should not exceed: forward 15 m/s, from the left - 5 m/s, from the right and backward
- 0 m/s.
4a.9.2.
4a.9.2.1. When performing the flights for patrolling the forests in

extinguishing the forest fires, the helicopter crew should
consists of four members: the helicopter commander, copilot, flight engineer and observer pilot.
4a.9.2.2. The basic duties of the helicopter commander are indicated
in the Civil Aviation Flight Manual.
The additional duties in extinguishing the forest fires,
associated with transportation of the stores suspended
from the external sling system are indicted in Subitem
4a.7.2.2 of the present Flight Manual.
4a.9.2.3. The basic duties of the co-pilot are indicated in the
Civil Aviation Flight Manual. The additional duties in
extinguishing the forest fires, associated with transportation of the stores suspended from the external sling
system are indicated in Subitem 4a.7.2.3 of the present
Flight Manual.
Note. When
flying the helicopter with water drain unit,

with the observer pilot being absent aboard the
helicopter, the responsibility for planning the aimed drop of extinguishment or water is placed on the
co-pilot.
(cont'd)
Dec 23/93
4a.9.3
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Extinguishing Forest Fires
4a.9.2.4. Apart from the basic duties indicated in the Civil

Aviation Flight Manual and additional duties associated
with performing the work of the external store operator
during transportation of the store suspended from the
external sling system, the flight engineer should:
- when flying the helicopter with water drain unit, report

"Container filled" to the helicopter commander,
having assured that the container is filled with water;
- after receiving the executive command from the observer
pilot or co-pilot, immediately shift the drain control
lever up to open the water drain unit container lock.
4a.9.2.5. During the flights for extinguishing the forest fires, the
observer pilot should:
- when patrolling the forests, keep watch on the ground

situation.
Note. In patrolling the forests, the observer pilot may

occupy the flight engineer's station. The observer
pilot and flight engineer change their stations during the steady level flight at the safe altitude on
the command from the helicopter commander;
- when flying the helicopter with water drain unit, calculate the aimed drain of water on the seats of fire:
set the flying conditions to be used by the helicopter

commander and indicate visually the object to be sprinkled with water;
give the preliminary and executive commands for

flight engineer about the beginning of water drain;
the
- supervise the lowering (lifting) of the airborne party firemen and various stores, performing the work of the
dropmaster, control the lowering device (if necessary)
or when the lowering is executed simultaneously from two
points ;
(cont'd)
4a.9.4
Dec 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS .
- together with the co-pilot, set the lowering sequence

and lifting order and arrangement of the airborne party
and stores so that the helicopter center of gravity in
all cases does not fall outside the tolerable limits.
Note. The
observer pilot is assigned by the respective air

base commander and bears the responsibility for observance of the safety rules for lowering (lifting)
the people and stores.
WARNING: 1. DURING THE FLIGHTS ASSOCIATED WITH THE LOWERING (LIFTING) OF THE PEOPLE AND STORES, THE
DROPMASTERS SHOULD HAVE THE KNIVES FOR CUTTING
THE LOWERING DEVICE STRING IN CASES SPECIFIED
IN SUB-SECTION 9 . 5 OF THE PRESENT FLIGHT
MANUAL.
2. DURING THE LOWERING (LIFTING) OF THE PEOPLE
AND STORES, THE DROPMASTERS SHOULD WEAR THE
SAFETY BELTS WHOSE CARRIERS ARE COUPLED WITH
THE PRIMARY STRUCTURAL MEMBERS OF THE HELICOPTER (THE MOORING RINGS ON THE CARGO COMPARTMENT FLOOR, ETC.) THROUGH THE SNAP HOOKS SO AS
TO EXCLUDE THE UNINTENTIONAL STEPPING OVER THE
EDGE OF THE ENTRY DOOR OR HATCH.
4a.9.3.
Flight Peculiarities
4a.9.3.1. Perform the flights to the fire area for delivering the
airborne party-firemen and various equipment and also the
flights for patrolling the forests at the safe altitude.
4a.9.3.2. Perform the flights over the forest for inspecting the
fire area and selecting the place for landing the fire
team and unloading the equipment at the altitude not below
100 m and the indicated airspeed of at least 100 km/h. In
performing the hoverings and landings, the distance to the
fire edge should be at least 100 m.
Note. Perform the flights in the fire area visually, with

the visibility being ensured at the distance of at
least 2000 m.
Dec 23/93
48.9.5
FLIGHT MANUAL
WARNING. PRIOR TO CHANGING OVER FROM THE HOVERING TO LEVEL

FLIGHT, THE HELICOPTER COMMANDER SHOULD RECEIVE
THE REPORT FROM THE DROPMASTERS ABOUT THE COMPLETION OF THE LOWERING (LIFTING) OPERATION. IT
IS ALLOWED TO MOVE THE HELICOPTER FOR SELECTING
THE PLACE FOR LANDING WITH AIRBORNE PARTY MEMBER
(THE FIREMAN) OR THE STORE SUSPENDED FROM THE

LOWERING STRING ONLY IN CASE OF SEIZURE OF THE
ROPE OR STRING AT THE AIRSPEED OF NOT MORE THAN
20 KM/H.
4a.9.3.3. The tolerable altitude when flying over and minimum
distance from the ground fire edge are determined from the
graph given in Fig. 4a.9.1.
(cont 'dl
A.a.9.6
Dec 23/93
gf
30h
F L I G H T
M A N U A L
USE OF HELICOPTER FOR VARIOUS OPERATIONS - Flights far Extinguishing Forest Fires
Graph of Tolerable Altitudes and Distances of Helicopter

from Ground Fire Edge
Fig. 4a.9.1
- 000 -
Dec 23 93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Killing Wild Animals
4a.10.
FLIGHTS FOR KILLING WILD ANIMALS
4a.10.1.
General
4a.10.1.1.The helicopter may be used in killing the wild animals.

4a.10.1.2. The helicopter used for killing wild animals should be
furnished with the additional flare gun with a set of
flares, a set of wind indicator streamers, snow-shoe skies
(if the deep blanket of snow is available), headset to .the
intercommunication system interphone control box in the
cargo compartment and the safety belts.
Note. A
wind indicator streamer consists of a light duralumin post 800 to 1200 mm long, terminating in the
massive steel tip weighing 1.5 to 2 k g at one end,
secured to the other end of this post is a cloth in
the form of extended isosceles triangle sizing 250
to 350 mm in base and 600 to 800 nun in height.
4a.10.1.3. Permitted to take part in the flights for killing the wild
animals are up to three hunters detached by the hunting
farm administration.
4a.10.1.4. The hunters should be briefed by the crew members on the
embarkation and disembarkation order, precautions to be
observed in handling the rifles aboard the helicopter,
methods of attachment by the safety belts, rules for their
behaviour
during
the
flight. Before
flights, the
respective ground training on the helicopter should be
conducted with respect to all elements of the expected
flight and cooperation of the hunters with the crew which
will execute the flight.
4a.10.1.5. The most experienced hunter well informed of the terrain,
probable locations of the animals, their habits and well
orientated from the air may occupy the seat behind the
flight engineer for the time of search; in this case, the
hunter should be secured with the aid of the safety belt.
4a.10.1.6. It is allowed to kill wild animals from the cargo compartment, depending on the flight conditions:
Dec 23/93
4a.10.1
FLIGHT MANUAL
Flights for Killing Wild Animals
- through the aperture of the entry sliding door on the

port side;
through the aperture of the hatch provided in the cargo

compartment floor;
through the apertures of the open windows on the port

side and starboard.
The shooting should be delivered only in the lower hemisphere, in the sectors free from the helicopter structural
members (the landing gear, fuel tanks, etc.).
4a.10.1.7. During shooting, the hunters should be reliably secured
with the aid of the safety belts.
4a.10.1.8.Entrusted for performing the given operations are the
pilots authorized for executing the out-of-track flights
with selection of the landing sites from the air and
trained in accordance with the respective program.
4a.10.1.9.Before beginning the killing of the wild animals, thoroughly study and fly around the area where the operations
are expected to be carried out. Pay the particular attention t o the location of the typical reference lines and
areas, natural and artificial obstacles, their elevation
over the terrain.
4a.10.2.
Duties of Crew Members and Hunters
4a.10.2.1.The helicopter crew used for performing the flights for

killing wild animals should consist of the helicopter
commander, co-pilot and flight engineer.
4a.10.2.2. The, duties of the crew members are similar to the duties
indicated in Item 4a.9.2 of the present Flight Manual. In
addition to them, the helicopter commander should give the
commands to the hunters concerning the beginning and cessation of the shooting, whereas the flight engineer should
duplicate these commands. In the process of killing the
animals, when the helicopter commander handles the helicopter, the flight engineer is in the cargo compartment,
the co-pilot keeps a watch on the obstacles on the flight
48.10.2
Dec 23/93
FLIGHT MANUAL
heading, checks the operation of the power plant, consumption of fuel and remaining fuel.
4a.10.2.3.The hunters should fulfil the commands delivered by the
helicopter commander (flight engineer) and conduct the
observation of the assigned sectors of view for detecting
the targets. The most experienced hunter (the group leader) should occupy the seat behind (near) the flight
engineer and conduct the orientation on the terrain,
searching the locations of the animals.
4a.10.3.l. The helicopter flight mass for the given type of operations should be selected proceeding from the conditions
for ensuring the hovering out of the ground effect.
4a.10.3.2. Conduct the search for the wild animals at the indicated
airspeed of 100 to 120 kmlh at an altitude of 100 m. For
the detailed inspection of the terrain, it is allowed to
descend the helicopter to an altitude of 50 to 20 m and
decrease an airspeed to 60 to 40 km/h. Conduct the search
of wild animals by using one of the methods: the divergent
or convergent spiral, tacks, parallel headings, trace
flight. Each of these methods is used depending on the
underlying surface, kind of animals to be killed and stage
of search. It is allowed to execute the trace flight, pursuit of the animals at the airspeed down to the hovering
and also by moving aside or backward.
In all cases, the necessary altitude margin of at least
10 m over the obstacles should be ensured.
For studying the traces of animals, it is allowed to land
the helicopter on the site selected from the air or hover
the helicopter over this site and land the hunter.
In landing the hunter, the hover height should be not more
than 1 m.
4a.10.3.3.Wild animals are killed from an altitude of 20 to 40 m .
The flight speed is equalized with the animal speed
(cont'd)
Dec 23/93
48.10.3
FLIGHT MANUAL
Before making a maneuver for killing the animals, the

helicopter commander gives the command over the intercommunication system: "Get ready - target from starboard
(port side)". The flight engineer duplicates the command,
opens the respective hatches, door. The hunters direct
their rifles towards the safe sector and load the rifles,
track the target and when it gets into the aimed shooting
zone, open fire.
If the target tracking becomes impossible (in case of a
sharp maneuver of an animal, its run towards the close
obstacles, etc.), the helicopter commander gives the
"Break off" command over the intercommunication system and
repeats the run-in depending on the changed conditions.
Till the next run-in, the hunters should be ready to
deliver fire; in this case, the rifle barrels should be
directed to the fire safe sector.
WARNING: 1. WHEN FLYING THE HELICOPTER AT THE SPEED LESS
THAN 6OKM/H, STRICTLY OBSERVE THE LIMITATIONS
ON THE WIND DIRECTION AND VELOCITY.
2. WHEN FLYING THE HELICOPTER AT A SPEED LESS
THAN 20 KM/H IN CONDUCTING THE SHOOTING OVER
THE DUST-, SAND- AND SNOW-COVERED PADS, WITH
FRESHLY FALLEN SNOW THEREON, IT IS NOT RECOMMENDED TO DESCEND TO THE ALTITUDES BELOW 25 M
SINCE THE RAISED DUST (SNOW) VORTEX SHARPLY
DECREASES THE VISIBILITY.
4a.10.3.4.When hitting the target, one of the hunters should mark
the animal location by dropping the portable wind
indicator streamer.
4a.10.3.5.While tracking the target, fly the helicopter smoothly,
start maneuvering in advance, with the engine acceleration
being taken into account.
4a.10.4
Dec 23/93
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Dropping Cargoes and Parachutists
4a.11.
FLIGHTS FOR DROPPING CARGOES AND PARACHUTISTS
4a.11.1.
General
The helicopter may be used for dropping cargoes and parachutists during the emergency and rescue operations and also for
the national economy purposes.
The cargoes are dropped through the entry door, cargo
hatch, with the doors removed, and the external stores are
released from the external sling system, The cargoes may
be dropped without parachutes and also with the use of
parachutes.
The maximum mass of the cargo dropped through the cargo
hatch should not exceed 500 kg.
The maximum length of the parachute static lines extending
beyond the helicopter (outside) should not exceed 2.5 ni.
The static line ends should be free from the heavy objects
of the "snap hook" type for excluding the helicopter damage when they hit the fuselage after dropping cargoes.
The parachutes should be deployed not earlier than 2 s
after their release.
For ensuring the drop of heavy cargoes manually, they
should be provided with wheels or rolls dropped together
with cargoes or they should be rolled down over the rolls
(rollers, roller conveyer) installed on the helicopter
floor.
When installing the wheels on the cargo to be dropped, use
at least three axles for this purpose since, in case of
the two-axle arrangement, the cargo may hang up at the
door or hatch edge when the front axle wheels leave the
helicopter floor.
Prior to performing the flights, with the doors removed,
the necessary precautions should be taken to preclude the
drop-out or blow-out of the foreign objects.
If several cargoes are intended for dropping, then, when
preparing for flight, the cargo drop sequence should be
(cont'd)
Dec 23/93
4a.ll.l
FLIGHT MANUAL
determined: when dropping the cargoes with use of parachutes, the attachment points of the static lines should
be determined beforehand. The heavy loads provided with
wheels or dropped (rolled down) over the rolls should be
set beforehand in the direction of their movement during
drop. For dropping the cargoes through the cargo hatch, it
is expedient to arrange the cargoes as close to the floor
edge as possible, ensuring in this case the reliable and
at the same time quick-detachable lashing.
The lashing should exclude the spontaneous displacement of
cargoes during the helicopter evolutions in flight.
For lashing the cargoes, use the standard mooring cables
with wedging locks or the textile cords, static lines,
etc. withstanding (according to their tensile strength)
the double mass of the lashed cargo. The mooring cables
with wedging locks should be installed so as to ensure the
free access in flight to the locks. When lashing the cargoes with the aid of textile cords, the points should be
marked beforehand on them, at which they should be cut
before dropping the cargoes. It is expedient to roll down
the solids of revolution (barrel-shaped cargoes) manually
without the use of the wheels and rolls (by "own power"),
including the cargo having the mass up to 500 kg.
The parachutists are dropped in compliance with the directions laid down in the Manual for Civil Aviation ParachuteRescue Training. IT IS PROHIBITED to drop the parachutists
with forced pulling of the cover from the parachute canopy
with the aid of the static line. It is allowed to perform the
parachute jumps with forced deployment of the pack and the
cover pulled from the canopy with the aid of the static line
during the level flight at a speed of 140 to 250 km/h.
The helicopter designed for performing the parachute jumps
should mount the protective casing on the entry door outer
handle and the fairing on the charging pipe connection of
the left strut shock absorber.
4.3.11.2
Dec 23/93
368
FLIGHT MANUAL
USE OF HELICOPTER FOR VARIOUS OPERATIONS Flights for Dropping Cargoes and parachutists
Both solo and group parachute jumps may be performed from

the helicopter. The time interval between the jumps should
be at least 1 s when the parachutists are separated from
the helicopter at an airspeed exceeding 140 km/h and at
least 2 to 3 s at the airspeed less than 140 km/h.
WARNING. IT IS PROHIBITED TO PERFORM THE PARACHUTE JUMPS
SIMULTANEOUSLY THROUGH THE ENTRY DOOR AND CARGO
HATCH APERTURES.
4a.11.2.
4a.11.2.1.When performing the flights for dropping the cargoes from

the helicopter, its crew should consist of the helicopter
commander, co-pilot and flight engineer (external store
operator).
4a.11.2.2.The basic duties of the helicopter crew members are
indicated in the Civil Aviation Flight Manual and Manual
for Civil Aviation Parachute-Rescue Training.
4a.11.2.3. Apart from the basic duties indicated in
Aviation Flight Manual, the co-pilot should:
the
Civil
- calculate the moment of cargo dropping,,depending on the

flight altitude and speed, wind direction (for dropping
the life raft and inflatable dinghy, it is recommended
to use the Instructions for Airdrop of Life Rafts CII-12
and Inflatable Dinghies JIAC-5M-3);
correct the helicopter guidance on the "target" by giving

the respective commands to the commander: "On final",
"Target left (right)", "Turn left (right)", "Going precisely" ;
- give the commands to the flight engineer (external store
operator) "On final", "Get ready for drop" directly
after rolling out onto the drop heading, "Drop" - at the
previously calculated point on the helicopter flight
path.
Prior to performing
additionally:
the
Dec 23/93
jumps,
the
co-pilot
should
4a.11.3
FLIGHT MANUAL
check the parachutists for correct arrangement in the cargo

compartment and their knowledge of the commands and signals
given in flight;
- calculate the parachutists drop point.
4a.11.2.4.Apart from the basic duties indicated in the

Aviation Flight Manual, the flight engineer should:
Civil
on the command from the co-pilot, drop the cargo and

make certain that the cargo separated from the helicopter (the cargo or parachute did not catch hold of the
helicopter structure).
Notes: 1. The static lines of the parachutes and other

systems (the life rafts, inflatable dinghies,
etc.) should be attached with the aid of the
snap hook to the mooring rings on the helicopter
cargo compartment floor. If necessary for convenience, the static lines may be elongated to
some extent in comparison with the length of the
standard static lines, however, the length of
the static line external portion should not exceed 2.5 m.
2 . In performing the drops, the flight engineer
should wear the safety belt whose carrier should
be coupled with the aid of the snap hook with
one of the mooring units on the cargo compartment floor so as to exclude unintentional stepping over the entry door or cargo hatch edge and
avoid catching hold of the static lines and components of the dropped cargoes.
3. The external store is released by the helicopter

commander, on the command from the co-pilot, by
depressing the tactical or emergency release
button.
During the jumps of parachutists, the flight engineer should
additionally:
(cont'd)
48.11.4
Dec 23/93
FLIGHT MANUAL
4a.11.3.
before flight, check for presence of the protective casing on the entry door handle and the fairing on the pipe
connection of the left strut shock absorber and also
check for presence of the signal means aboard the helicopter (the white and red flags), knife and static line
having the length of at least 6 m with the snap hooks at
the ends;
when in flight, if the dropmaster is absent, do his

work, give the signals to the parachute with the aid of
the flags and render assistance to the parachutists in case
of his catching and hanging on the helicopter structure independently or help the dropmaster.
Peculiarities of Flights
4a.11.3.1. For ensuring the precise getting of the cargoes dropped

from the helicopter at the assigned point, it is necessary
to thoroughly study the cargo drop area, for which
purpose, on arrival at the assigned area perform 2 or 3
check flights over the "target" for inspecting the place
of possible touchdown of the cargo, refining the wind
direction and selecting the optimum direction of the
dropping run. For more precise determination of the wind
direction near the ground and qualitative estimation of
the wind velocity, it is recommended to drop the flare
smoke pots on the ground.
Perform the flyovers at an altitude of 50 to 100 m and at
the indicated airspeed of 100 to 120 kmlh. A smoke pot may
be dropped during one of the flights over the "target".
When flying over the water surface, additionally, for
determining the wind direction, the wave motion direction
may be used as a guide, however, one should bear in mind
in this case that the wind at the altitude may not
coincide with the wave motion direction, which is
particularly important in dropping the parachuted cargoes.
4a.11.3.2. It is recommended to drop the cargoes without parachutes
from an altitude of 20 to 50 m at the indicated airspeed
of 60 to 100 kmlh and from the hovering altitude through
(cont 'd)
Dec 23/93
do.11.5
FLIGHT MANUAL
the entry door or cargo hatch, depending on the dimensions

and mass of the cargo and also to release the external
store. The maximum accuracy of the cargo getting at the
assigned point is effected during the helicopter hovering.
4a.11.3.3. The parachuted cargoes are dropped from the altitude
ensuring the reliable deployment of the parachute of the
given system within the indicated airspeeds of 6 0 to
120 km/h.
4a.11.3.4. The cargoes are dropped at night from an altitude of at
least 50 m.
4a.11.3.5.The maximum
accuracy
of
ditching
of
the
buoyant
apparatuses (the life rafts, type CII-12, and inflatable
dinghies, type JIAC-5M) is ensured in the day time at a
flight altitude of 25 to 50 m and an indicated airspeed of
60 to 100 km/h, at night at a flight altitude of 50 m and
indicated airspeed of 60 km/h, however, one should bear in
mind that the absence of damage to the buoyant apparatuses
on impact against water is ensured by their inflation with
gas in the process of fall: life raft CII-12 - from an
altitude of 150 m and inflatable dinghy JIAC-5M - from an
altitude of more than 100 m. It is not recommended to drop
the buoyant apparatuses for the drowning persons from the
hovering helicopter since the helicopter main rotor jet
adversely affects the persons to be rescued.
4a.11.3.6. It is recommended to plan the run for dropping the cargoes
into the wind, especially the buoyant apparatuses. The
buoyant apparatuses are dropped so as to ensure the
"target" overshoot and to exclude the buoyant apparatus
fall on the persons to be rescued.
4a.11.3.7. The actions taken by the crew in dropping the cargoes are
the following:
48.11.6
after reaching the cargo drop area, determining the

"target" location and refining the wind direction, the
flight engineer occupies the station at the entry door
or hatch;
Dec 23/93
3fL
FLIGHT MANUAL
on the drop heading (on the final leg), the helicopter

commander flies the helicopter, strictly maintaining the
heading, altitude and airspeed of the flight; the copilot gives the "Prepare for drop" command to the flight
engineer, corrects the helicopter motion path, keeping a
watch on the "target", and upon reaching the previously
planned drop point, gives the "Drop" command to the
flight engineer; on the "Prepare for drop" command, the
flight engineer unlocks or cuts off the mooring cord,
checks the static lines for correct and reliable attachment and reports: "Ready for drop" to the helicopter
commander and co-pilot and, holding the cargo with
hands, waits for the next command. On the "Drop" command, the flight engineer drops the cargo without delay
and reports: "Cargo dropped, cargo separated" to the
helicopter commander and co-pilot.
Notes: 1 . Before delivering the "Drop" command, the copilot should take into account the delay in actions of the flight engineer:
0 . 5 to 1 s when dropping the cargoes weighing

50 to 1 0 0 k g ;
1 to 3 s when dropping the cargoes weighing 100

to 300 k g ;
3 to 4 s when dropping the cargoes weighing

300 to 500 kg.
When dropping the life rafts, type CII-12, as

we11 as the elongated cargoes, then, for decreasing the drop time, it is recommended for
the flight engineer, on receiving the "Prepare
for drop" command, move the cargo through 113 of
its length beyond the floor edge so that the
cargo center -of gravity is inside the helicopter.
4a.11.3.8.
Bring the helicopter to the point of paradropping in compliance with the planning laid down in the Manual for Civil
Aviation Parachute-Rescue Training.
(cont'd)
Dec 2 3 / 9 3
48.11.7
FLIGHT MANUAL
4a.11.3.9. When dropping the parachutists after bringing the helicopter to the "point", the co-pilot should report: "Over
point" to the helicopter commander.
After receiving this report, the helicopter commander
gives the "Get ready" command; on this command, the
flight engineer gives a short signal with the aid of the
horn.
If the flight engineer does the work of the dropmaster,
on this command, he should leave his station, open the
entry door, check the parachute static line for proper
attachment and, keeping contact with the helicopter
commander over the intercommunication system, on the
"Go" command, clear the way to the door with his hand
or bar it on the "Stop" command. If the dropmaster is
present, then, after delivering a short signal with the
aid of the horn for attracting the
parachutists'
attention, on the "Go" command, the flight engineer
should signal with a white flag, and on the "Stop"
command, with a red flag. In this case, the helicopter
entry door should be open beforehand and closed after
jump of the last parachutist and retraction of the static
lines.
4a.11.3.10. For increasing the parachutists' drop accuracy, it is
expedient to drop the harmonizing devlce \a parachute
with cargo - dummy) at the design point.
4a.11.3.11. In case of the parachute catching on the helicopter structure and parachutist hanging, the flight engineer should
immediately report the matter to the helicopter commander
and independently or together with dropmaster, take the
necessary measures to hold the parachutist hanging on the
parachute. In this case, the helicopter commander should
decrease the flight speed down to the minimum one and, if
the flight mass and relief allow, descend the helicopter
with hovering at an altitude of 20 m and gradually lower
the parachutist on the ground. As soon as the parachutist
touches the ground, perform the further descent of the
helicopter with simultaneous movement to the right.
4a.11.8
Dec 23/93
FLIGHT MANUAL
In the process of the helicopter descent and landing, it

is necessary to keep a watch on the parachute canopy
which under effect of the main rotor jet may get into
the main rotor zone and, if necessary, take the
necessary measures to collapse the canopy.
4a.11.3.12. If the landing with preliminary hovering cannot be executed, the flight engineer together with dropmaster
should draw the parachutist inside the helicopter. If the
dropmaster is absent, the assistance may be rendered by
the co-pilot who leaves his station for this purpose.
4a.11.3.13. If the parachutist hanging occurs out of reach from the
cargo compartment (for example, on the landing gear
wheel) and the parachutist cannot separate himself from
the helicopter or cannot be drawn into the helicopter,
it is necessary to land the helicopter in compliance
with the directions laid down in Subitem 4a.11.3.11.
Dec 23/93
4a.11.9/10
ISeotion 5
ABNORMAL PROCEDURES
FLIGHT MANUAL
ABNORMAL PROCEDURES . Contents
S e c t i o n
ABNORMAL PROCEDURES
TABLE OF CONTENTS
Page
5.1. General Instructions on Actions to Be Taken by Crew

Members in Adverse Situations . . . . . . . . . . . . . . . . . . . . . . .
5.2. Adverse Situation Check-Out Sheets
5.2.2a.
..................
Rules for Use of Adverse Situation Check-Out

Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.3. Flight with Failed Engine Control System . . . . . . . . . . . .

5.4. Danger
(Excessive) Vibration of Engine . . . . . . . . . . .
5.5. Drop of Oil Pressure in Engine
......................
5.6. Oil Temperature Rise or Appearance of Metal Chips

in Engine Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.7. Failure of Engine Temperature Regulator . . . . . . . . . . . . .
5.8. Troubles of Gearboxes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
................
5.10. Failure of Transfer Pumps . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.11. Clogging of Fuel Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
5.12. Illumination of 270-1 FUEL REMAIN Annunciator . . . . . . .
5.13. Failure of Service Tank Float Valve . . . . . . . . . . . . . . . . .
5.14. Failure of Main Hydraulic System . . . . . . . . . . . . . . . . . . . .
5.15. Failure of Main Gyro Horizon . . . . . . . . . . . . . . . . . . . . . . . .
5.16. Failure of Two Gyro Horizons . . . . . . . . . . . . . . . . . . . . . . . .
5.17. Failure of Roll Monitoring Unit FKK-18 . . . . . . . . . . . . . .
5.18. Failure of Two Speed Indicators . . . . . . . . . . . . . . . . . . . . .
5.9. Failure of Service Tank Booster Pump
5.19. Ground Resonance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5.20. Low-Frequency Oscillations of Helicopter in Flight
Dec 23/93
..
Contents
5.112
FLIGHT MANUAL
ABNORMAL PROCEDURES - General Instructions on Actions to Be
Taken by Crew Members in Adverse Situations
5.1.
GENERAL INSTRUCTIONS ON ACTIONS TO BE TAKEN

BY CREW MEMBERS IN ADVERSE SITUATIONS
This section contains the instructions on use of the
helicopter and actions to be taken by the crew members in
the adverse (difficult) situations. An adverse situation
is a specific situation whose transition to an emergency
situation may be prevented by timely and correct actions
of the crew members (in compliance with the directions
laid down in the present Flight Manual), including the
immediate change in the flight plan, profile and flying
conditions. Adverse situation is characterized by the
increase in the psychophysiological load on the crew,
deterioration of the stability characteristics and controllability or performance, deviation of one or several
flight parameters beyond the operating limits (the conditions, regimes and values of parameters whose intentional
fall outside the limits is intolerable in the process of
helicopter service).
If the helicopter encounters an

flight, the crew members should:
(a)
(b)
adverse
situation
in
the flight engineer:
report to
(failure);
take all the necessary measures to eliminate the

developed situation in compliance with the directions laid down in the check-out sheets;
follow the helicopter commander's instructions
the
helicopter
commander
the
trouble
the co-pilot:
follow the helicopter commander's instructions;

inform the air traffic control service of what has
happened and what measures are being taken;
- render assistance to the helicopter commander;
(c)
read the adverse situation check-out sheet as instructed by the helicopter commander;

(cont'd)
Dec 23/93
5.1.1
FLIGHT MANUAL
ABNORMAL PROCEDURES - General Instructions on Actions to Be
Taken by Crew Members in Adverse Situations
make certain that the air traffic control service

is informed of what has happened;
organize the crew actions to eliminate the adverse

situation;
- if necessary, give the instruction to the co-pilot

to read the adverse situation check-out sheet;
fly the helicopter.
CAUTION. FOR THE FLIGHT ENGINEER TO AVOID MISTAKES WHEN

SHUTTING DOWN THE ENGINE IN THE ADVERSE AND
EMERGENCY SITUATIONS, IT IS NECESSARY TO PERFORM
THE FOLLOWING: PRIOR TO CLOSING THE ENGINE SHUTDOWN VALVE, THE FLIGHT ENGINEER SHOULD MAKE SURE
THAT THE PROPER VALVE IS TO BE CLOSED AND REPORT:
"CLOSING THE LEFT (RIGHT) ENGINE SHUTDOWN VALVE"
TO THE HELICOPTER COMMANDER OVER THE INTERCOMMUNICATION SYSTEM.
5.1.2
000 -
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURS
Adverse Situation Check-Out Sheets
5.2.
ADVERSE SITUATION CHECK-OUT SHEETS
5.2.1.
Fliaht with Failed Enaine Control Svstem

Check-Out Sheets (Sub-section 5.3)
*
(1) Main rotor speed
*
(2) Cruising speed
*
*
*
To be maintained
Helicopter commander
To be set
(3) Engine power monitoring To be intensified
Flight engineer
(4) Mission execution
To be aborted
(5) Descent and approach to To be executed

the nearest airfield or
site selected from air
Helicopter commander,
co -pilot
(6) In case engine operaTo be shut down

tion parameters fall
outside tolerable limits,
engine
flight engineer
(7)
Troubles (failures) oc- To be reported to

curred and measures
ATC service
taken
co-pilot
(8)
If one engine is off,

act as in case of the
flight with one inoperative engine
co-pilot, flight engineer
5.2.2.
Daneer (Excessive) Vibration of Enaine

(Sub-section 5.4)
(1) Monitoring of the
To be intensified
flight engineer
To be reduced
To be aborted
To be executed
co-pilot
engine operation parameters

(2) Engine power rating
*
*
(4) Descent and landing on

the nearest airfield
*(5) If vibration level ex- To be shut down

ceeds tolerable limit,
engine
Dec 23/93
flight engineer
5.2.1
jd'i
FLIGHT MANUAL
ABNORMAL PROCEDURS
(6)

curred and measures
ATC service
taken
co-pilot
(7)
If one of engines is
off, act as in case of
co-pilot, flight
engineer
5.2.3.
Drop of Oil Pressure in Engine (Sub-section 5.5)
*(I) Oil pressure drop
To be reported
Flight engineer
*(2) If oil pressure drops

to 2 kgf/cm2 , engine
power rating
To be reduced
To be aborted
To be executed
co-pilot
To be intensified
Flight engineer
To be shut down
flight engineer
*
*
( 4 ) Descent and landing on

* ( 5 ) Monitoring of engine
operation parameters
* ( G I If oil pressure drops
below 2 kgf/cm2 , engine
(7) Troubles (failures) oc- To be reported to

curred and measures
the ATC service
taken
(8)
If one of engines is
off, act as in case of
5.2.4.
co-pilot
Oil Temperature Rise or Appearance of Metal Chips

in Enpine Oil (Sub-section 5.6)
(1) Oil temperature rise or To be reported
Flight engineer
appearance of chip-inoil signal
*
*
To be decreased
To be intensified
Flight engineer
*(4) Mission execution
To be aborted
(3) Monitoring of engine

(cont'd)
5.2.2
Dec 23/93
BW
ABNORMAL PROCEDURS
*
1
FLIGHT MANUAL

To be executed
(6) If oil temperature ex- To be shut down

ceeds 150 OC, engine

curred and measures
ATC service
taken
(8) If one
act as
flight
rative
5.2.5.
To be intensified
(3)

curred and measures
ATC service
taken
(4)
If one
act as
flight
rative
co-pilot
Failure of Engine Temperature Regulator

(Sub-section 5.7)
(2) In case of increase in To be shut down

gas temperature upstream of compressor
turbine in excess of
tolerable limit, engine
5.2.6.
flight engineer
engine is off,
in case of
with one inopeengine
*(I) Monitoring of engine

co-pilot
of engines is o f f ,
in case of
with one inopeengine
flight engineer
f l i g h t engineer
co-pilot
Troubles of Gearboxes (Sub-section 5.8)
(1) Illumination of the an- To be reported
Flight engineer
nunciator and parameter

falling outside the tolerable limits
To be aborted
(3) In case of parameters

To be changed over Helicopter commander
fall outside the tolerable limits for descent
at lower power
Dec 23/93
5.2.3
FLIGHT MANUAL
326
ABNORMAL PROCEDURS - Adverse Situation Check-Out Sheets
*(4) Monitoring of gearbox

(5)
To be intensified

curred and measures
ATC service
taken
(6) Landing on site select- To be executed

ed from the air or on
5.2.7.
*
*
Flight engineer
To be aborted
Troubles (failures) oc- To be reported

curred and measures
to ATC service
talten
5.2.8.
To be executed
co-pilot
Failure of Transfer Pumps (Sub-section 5.10)
(1) Failure of one transfer pump
To be reported
Flight engineer
(2) Feed of fuel to service tank
Make sure fuel

is fed
Flight engineer
To be continued
(4) Failure of two transf er pumps
To be reported
Flight engineer
To be aborted
*
*
*
co-pilot
Failure of Service Tank Booster Pump (Sub-section 5.9)
(4) Landing on airfield of

departure or on the
nearest airfield
co-pilot
(1) Failure of service tank To be reported

booster pump
(3)
Flight engineer,
(6) Troubles (failures) oc- To be reported

curred and measures
to ATC service
taken
co-pilot
(7)
co-pilot
Landing on the nearest

airfield or on site
selected from air
5.2.9.
To be executed
C l o e ~ i n pof Fuel Filter (Sub-section 5.11)
* ( I ) Illumination of LEFT
To be reported
(RIGHT) ENG FF CLOG

(cont'd)
5.2.6
Dec 23/93
Flight engineer
FLIGHT MANUAL
ABNORMAL PROCEDURS
(QACOP T@ JIEB. (IIPAB.)

HB.) annunciator
*
*
To be reduced
To be aborted

curred and measures
to ATC service
taken
co-pilot
(5)
co-pilot

airfield
5.2.10.
To be executed
Illumination of 270-1 FUEL REMAIN

(Sub-section 5.12)
(1) Illumination of 270-1 To be reported

FUEL REMAIN annunciator
and quantity of fuel in
service tank
Flight engineer
(2) Possibility of flight

To be estimated
to planned landing point
co-pilot
(3)
Troubles (failures) oc- To be reported

curred and measures
to ATC service
taken
(4) Decision to continue

To be made
flight or land the helicopter
5.2.11
*
*
Annunciator
Failure of Service Tank Float Valve
co-pilot
(Sub-section 5.13)
(1) Decrease of fuel quantity in service tank
To be reported
Flight engineer
(2) Possibility of execution of further flight
To be estimated
(3) Measures on execution

To be taken
of further flight on
command of helicopter
commander
curred and measures
to ATC service
taken
Dec 23/93
Flight engineer
co-pilot
5.2.5
.3Al
FLIGHT MANUAL
5.2.12.
Failure of Main Hvdraulic System (Sub-section 5.14)
(1) Failure of main hydra- To be made sure
Flight engineer
lic system
*
*
(2) MAIN HYD SYS (~HJPO- To be turned off

CMCTEMA OCHOBH.) switch
Flight engineer
(3) Monitoring of auxiliary To be intensified

system operation
Flight engineer

curred and measures
ATC service
taken
co-pilot
(5)
co-pilot
Descent and landing on

site selected from the
air
5.2.13.
To be executed
Failure of Main Gvro Horizon (Sub-section 5.15)
(1) Turning-on of gyro

horizon
To be checked
co-pilot
*
(2) Check of safety fuses
*
To be performed
Flight engineer
*
(4) Piloting
*
To be carried out
Co-pilot
(5) Check by reference to

standby gyro horizon
To be performed
( 6 ) Readings of gyro
To be compared
co -pilot
To be performed
Co-pilot
(3) Reading of gyro horizon To be compared

with another and
standby gyro
horizons
horizons
( 7 ) Check by reference to
co-pilot
standby gyro horizon

curred and measures
to ATC service
taken
co-pilot
(9) Execution of mission in To be aborted

IFR conditions or at
night
5.2.14.
Failure of Two Gvro Horizons (Sub-section 5.16)
( 1 ) Turning-on of gyro
horizons
To be checked
(cont'd)
5.2.6
Dec 23/93
co-pilot
FLIGHT MANUAL
3ZY
(2) Check of the safety

fuses
To be performed
(3) Piloting by reference

To be carried out
to standby gyro horizon
Flight engineer

curred and measures
to ATC service
taken
co-pilot
(5)
Execution of mission in To be aborted

IFR conditions or at
night
5.2.15.
Failure of Roll Monitorinp Unit FKK-18

(Sub-section 5.17)
(1) Autopilot
Readings of gyro
horizons
Roll monitoring unit
* (2) Mission execution
To be disengaged
To be compared
To be turned off
To be continued

curred and measures
to ATC service
taken
5.2.16.
co-pilot
Failure of Two Saeed Indicators (Sub-section 5.18)
(1) When flying in IFR

To be checked
conditions, turning-on
of pitot-static tube
heater and its serviceability
co-pilot
(2) Correct readings of
To be estimated
speed indicators
(3) If the static and dyna- To be set
mic pressure systems

and pitot-static tube
heater are serviceable,
flight regime (not over
cruising one)
(4) Speed by reference to

ground speed and drift
meter AHCC
To be maintained
Dec 23/93
co-pilot
5.2.7
3.30
FLIGHT MANUAL
curred and measures
to ATC service
taken
(6)

airfield
5.2.17.
To be performed
co-pilot
co-pilot
Ground Resonance (Sub-section 5.191
(a) Ground Resonance in Testing Engines
(1) Collective pitch cont-
rol lever
(2) Throttle control twist

grip
To be deflected
all way down
To be turned to
left
*(3) If main rotor speed de- To be shut down

crease does not lead to
cessation of helicopter
oscillations, engines
flight engineer
(b) Ground Resonance During Takeoff Run and Landing Roll
*(I) Collective pitch cont- To be deflected

rol lever
(2) Throttle control twist

grip
*
(3) Control stick
(4) Wheel brakes
*(5)
all way down

To be turned to
left
To be held in
neutral position
To be applied
If main rotor speed de- To be shut down

crease does not lead to
cessation of helicopter
oscillations, engines
5.2.18.
flight engineer
Low-Frequency Oscillations of Helico~terin Flight

(Sub-section 5.201
(1) Collective pitch cont- To be locked

rol lever
Autopilot
To be disengaged
Control stick
To be released
(2) When helicopter oscil- To be eliminated
lations occur in turn,
roll
5.2.8
Dec 23/93
33 1
ABNORMAL PROCEDURS
*
*
*
FLIGHT MANUAL
(3) Autopilot
To be engaged
co-pilot
To be continued
(5) If, after engagement of

autopilot oscillations
occurred again, actions
indicated in Item (11, To be repeated
flight speed,
To be decreased
flight with disengaged To be completed
autopilot
5.2.2a.
Rules for Use of Adverse Situation Check-Out Sheets
5.2a.l.
The adverse situation check-out sheets are the means for

organizing the crew actions required in the adverse situations in case of occurrence of the troubles; the timely
execution of these actions ensures the prevention of transition of the adverse situation to the emergency or catastrophic one.
5.2a.2.
In the indicated circumstances, the flight safety is determined by the teamwork of the crew performing a complex
of operations under the supervision of the helicopter commander (the list of mandatory operations and their sequence are indicated in the respective check-out sheets).
5.2a.3.
The adverse situation check-out sheets contain the generalized conventional descriptions of the required operations. Alongside with the description of each sheet, the
reference is given to the respective sub-section of the
present Flight Manual, containing the detailed information
on the whole complex of actions to be taken in the adverse
situation, prescribed by the given sheet. The check-out
sheet steps marked with an asterisk ( * ) are primary and
the crew members should know them by heart and perform
them in the respective sequence and scope without loss of
time should the need arise.
5.2a.4.
Under conditions requiring the use of the adverse situation check-out sheets, when the time reserve after execut-
Dec 23/93
5$2.9
FLIGHT MANUAL
ing the first-priority operations allows, the helicopter
commander orders one of the crew members (at his discretion) to read the respective sheet aloud to remind the
crew of the main prescribed operations and to ensure the
possibility of checking them for proper accomplishment.
- 000
5.2.10
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES - Flight with Failed Engine
Control System
5.3.
FLIGHT WITH FAILED ENGINE CONTROL SYSTEM
5.3.1.
General
(a)
Failure of the free turbine channels (CT) of the

electronic pressure regulator is accompanied by the
following symptoms:
flickering of yellow annunciator button of central

annunciator panel 4CO and illumination of the OVERSPEED nf,t, LEFT (RIGHT) ENG (IIPEB, nc, JIEB.
(HPAB.) HB) yellow annunciator;
failure to shut down the engine.
In this case, the crew members should act as follows:
switch off central annunciator panel QCO;

switch off the electronic pressure regulator of the
respective engine;
make sure that the OVERSPEED nf,t , LEFT (RIGHT) ENG
annunciator goes out;
switch on the electronic pressure regulator;
- if the annunciator fails to illuminate after

switching on the electronic pressure regulator,
make sure that the engine instruments read normally, continue to execute the mission and intensify the monitoring of the engine operation parameters :
if the annunciator remains alive after switching on

the electronic pressure regulator, switch off the
electronic pressure regulator, intensify the monitoring of the engine operation parameters, discontinue the mission execution and land the helicopter
on the nearest airfield.
WARNING. IF THE ENGINE OPERATION PARAMETERS FALL OUTSIDE

THE TOLERABLE LIMITS AFTER ILLUMINATION OF THE
"OVERSPEED nf.t, LEFT (RIGHT) ENG" ANNUNCIATOR,
IT IS NECESSARY TO DISCONTINUE THE MISSION EXECUTION. SHUT DOWN THE ENGINE AND CHANGE OVER TO THE
SINGLE-ENGINE FLIGHT.
Dec 23/93
5.3.1
3 39
FLIGHT MANUAL
Control System
(b)
Failure of the electronic pressure regulator is accompanied by the following symptoms:

flickering of the yellow annunciator button of central annunciator panel QCO and illumination of the
3P.4 OFF, LEFT (RIGHT) ENG (OTICJI. 3PA JIEB. (IIPAB.)
AB) annunciator;
- failure to shut down the engine;

- during operation of the engine at the parameter
nT,) , the engine turbocomlimitation ratings ,
pressor speed (nTK) may increase up to 102 % .
5.3.2.
Crew Operating Procedures

The detailed contents of the "Flight with Failed Engine
Control System" adverse situation check-out sheet:
(1) The main rotor speed

copter commander
to be maintained
the heli-
If the main rotor speed deviates from the selected

mode, the helicopter commander should maintain it
within the selected limits by shifting the collective
pitch control lever.
*(2) The cruising speed
mander
to be set
the helicopter com-
Depending on the flight altitude and helicopter

flight mass, the helicopter commander should set the
flight cruising speed.
(3) Monitoring of the engine power - to be intensified the flight engineer

The flight engineer should intensify the monitoring
of the engine instrument readings.
( 4 ) The
mission execution
to be
discontinued
the
The helicopter commander should discontinue the mission execution.
5.3.2
( 5 ) Descent and landing on the nearest airfield or site

selected from the air - to be executed - the helicopter commander, co-pilot
Dec 23/93
FLIGHT MANUAL
Control System
The helicopter commander and co-pilot should initiate

descent and execute the landing on the nearest airfield or site selected from the air. The crew should
remove the emergency radio set from the helicopter.
(6) In case the engine operation parameters fall outside

the tolerable limits - the engine should be shut down
- the helicopter commander, flight engineer
After illumination of central annunciator panel L[CO
and the OVERSPEED nf.t, LEFT (RIGHT) ENG (IIPEB. nc,
JIEB. (IIPAB.) AB.) annunciator and in case the engine
operation parameters fall outside the tolerable
limits, the helicopter commander should shut down the
engine with the aid of the engine shutdown valve and
order the flight engineer to close the fuel fire
shut-off valve of the shut-down engine.
( 7 ) Troubles (failures) occurred and measures taken -
to
be reported to the ATC service - the helicopter commander, co-pilot
The helicopter commander or the co-pilot (on the command of the helicopter commander) should report to
the ATC service about the engine shutdown and landing
on the airfield or site selected from the air. The
crew should remove the emergency radio set from the
helicopter.
( 8 ) If one engine is off, act as in case of the flight

with one inoperative engine - the helicopter commander, co-pilot, flight engineer
If one engine is off, act as in case of the flight

with one inoperative engine.
Dec 23/93
5.3.3/6
FLIGHT MANUAL
ABNORMAL PROCEDURES
Danger (Excessive) Vibration

of Engine
5.4.
DANGER (EXCESSIVE) VIBRATION OF ENGINE
5.4.1.
General
The engine excessive vibration in flight is accompanied by
the following symptoms:
flickering of the yellow annunciator button of central

annunciator panel QCO and illumination of the LEFT
(BIGHT) ENG VIBR EXC (JIEB. (IIPAB.)
AB. BMBP. HOB.)
annunciator;
5.4.2.
flickering of the red button of central annunciator

panel 4CO and the LEFT (RIGHT) ENG VIBR ABNORM (JIEB.
(IIPAB.) BMFP. OIIAC.) red annunciator, in this case, the
information reporting system reads: "Abnormal vibration
of the left (right) engine".
Crew O~eratinpProcedures
The detailed contents of the "Danger (Excessive) Vibration
of Engine" adverse situation check-out sheet:
(1) Monitoring of the engine operation parameters - to be
intensified - the helicopter commander, flight engineer

In case of flickering of the yellow annunciator button,
the helicopter commander should switch off central annunciator panel UCO, intensify the engine operation monitoring and continue to execute the mission. The flight engineer should keep a watch on the engine parameters. If they
fall outside the tolerable limits, report the matter to
the helicopter commander.
( 2 ) The engine power rating - to be reduced - the heli-
copter commander
In case of flickering o f the red annunciator button.
the helicopter commander should switch off central
annunciator panel UCO, reduce the engine power
rating; if the LEFT (RIGHT) ENG VIBR ABNORM red
annunciator is dead, the helicopter commander should
Dec 23/93
5.4.1
338
FLIGHT MANUAL
ABNORMAL PROCEDURES - Danger (Excessive) Vibration
of Engine
set the airspeed of 130 to 140 km/h and proceed to

the nearest airfield.
(3) The mission execution - to be aborted

ter commander
the helicop-
The helicopter commander should abort the flight mission execution.
( 4 ) The descent and landing on the nearest airfield - to
be executed - the helicopter commander, co-pilot

The helicopter commander and co-pilot should pass
over to descent and execute the landing on the
nearest airfield, with the landing roll, if possible.
(5) If the vibration level exceeds the tolerable limit the engine should be shut down - the helicopter commander, flight engineer
If the LEFT (RIGHT) ENG VIBR ABNORM red annunciator

remains alive, the helicopter commander should shut
down the engine showing the abnormal vibration with
the aid of the engine shutdown valve and order the
flight engineer to close the fuel fire shut-off
valve.
(6) The troubles (failures) occurred and measures taken to be reported to the ATC service - the helicopter
commander, co-pilot
The helicopter commander or co-pilot (on the command
of the helicopter commander) should report to the ATC
service about the increased vibration of the engine
and measures taken (to continue or stop the flight).
(7) If one of engines is off, act as in case of the

co-pilot, flight engineer.
the helicopter,
If one of the engines is off, all members of the crew

should act in compliance with the instructions for
executing the flight with one inoperative engine.
5.4.2
000
Dec 23/93
FLIGHT MANUAL
359
ABNORMAL PROCEDURES
Drop of Oil Pressure in Engine
5.5.
DROP OF OIL PRESSURE IN ENGINE
5.5.1.
General
The engine oil system pressure drop is accompanied by the
following symptoms:
5.5.2.

annunciator panel QCO and illumination of the LOW OIL
PRESS IN LEFT (RIGHT) ENG (MAJIO PM JIEB. (IIPAB.) A B . )
yellow annunciator located on the left instrument board:
decrease of oil pressure in the engine to 2 kgficm2
Crew O~eratingProcedures
The detailed contents of the "Drop of Oil Pressure in
Engine" adverse situation check-out sheet:
(1) Oil pressure drop

gineer
to be reported - the flight en-
As the LOW OIL PRESS IN LEFT (RIGHT) ENG annunciator

illuminates, the flight engineer should inform the
helicopter commander about the oil pressure in the
failed engine.
(2) If the oil pressure drops to 2 kgf/cm2 - the engine

power rating should be reduced - the helicopter commander
If the oil pressure drops to 2 kgflcm2 , the helicopter commander should reduce the engine power rating
with the aid of the separate throttle control lever,
set an indicated airspeed of 130 to 140 kmlh.
( 3 ) The mission execution

ter commander
to be aborted
the helicop-
The helicopter commander should abort the mission
(4) Descent and landing on the nearest airfield

executed - the helicopter commander, co-pilot
to be

Dec 23/93
5.5.1
FLIGHT MANUAL
ABNORMAL PROCEDURES
3Yc
Drop of Oil Pressure in Engine
* ( 5 ) Monitoring of the engine operation parameters - to be
intensified
the flight engineer

of the engine operation parameters. If the oil pressure drops below 2 kgf/cm2, the flight engineer
should report the matter to the helicopter commander.
* (6) If the oil pressure drops below

engine should be shut down
mander, flight engineer
2 kgf/cmZ - the
the helicopter com-
If the oil pressure drops below 2 kgf/cm2, the helicopter commander should shut down the engine with the
engine shutdown valve and order the flight engineer
to close the fuel fire shut-off valve of the failed
engine.
On command from the helicopter commander, the flight
engineer should close the fuel fire shut-off valve of
the failed engine, check the valve closure by reference to illumination of the LEFT (RIGHT) CLOSED
(JIEBMm (IIPAB6m) 3AICPLIT) yellow annunciator.
( 7 ) The troubles (failures) occurred and measures taken -
to be reported to the ATC service commander, co-pilot
the helicopter

service about the engine oil drop and measures
taken.
(8) Descent and landing on the airfield or site selected

from the air - to be executed - the helicopter commander and co-pilot
nearest airfield or on the site selected from the air
in compliance with the instructions for executing the
flight with one inoperative engine. The crew should
remove the emergency radio set from the helicopter.
5.5.2
000
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES - Oil Temperature Rise or Appearance
of Metal Chips in Engine Oil
5.6.
OIL TEMPERATURE RISE OR APPEARANCE OF METAL

CHIPS IN ENGINE OIL
5.6.1.
General
The oil temperature rise or appearance of tho metal chips
in the engine oil is respectively accompanied by the
following symptoms:
5.6.2.
the oil temperature increase over the maximum permissible value;

annunciator panel 4CO and illumination of the CHIPS IN
LEFT (RIGHT) ENG OIL (CTPYXKA JIEB. (IIPAB.) AB.) annunciator.
Crew Ooeratine Procedures

The detailed contents of the "Oil Temperature Rise or
Appearance of Metal Chips in Engine Oil" adverse situation
check-out sheet:
(1) Oil temperature rise or appearance of metal chips

to be reported - the flight engineer
In case of the engine oil pressure rise over the

maximum permissible value or flickering of the annunciator button of the central annunciator panel KC0
and illumination of the CHIPS IN LEFT (RIGHT) ENG OIL
annunciator, the flight engineer should report the
(2) The engine power rating

copter commander
to be reduced - the heli-
In case of the oil temperature rise, appearance of

the metal chips in the engine oil, the helicopter
commander should reduce the engine power rating and
set the flight speed within 130 to 140 kmlh.
( 3 ) Monitoring of the engine operation parameters - to be

intensified - the flight engineer

of the engine operation parameters. In case the
engine operation parameters fall outside the toler-
Dec 23/93
5.6.1
FLIGHT MANUAL
able limits, the flight engineer should report the
( 4 ) The mission
execution
copter commander
to be aborted
the heli-
The helicopter commander should abort the mission.
(5) Descent and landing on the nearest airfield - to be

executed - the helicopter commander, co-pilot

(6) If the oil temperature exceeds 1 5 0 OC - the engine

should be shut down - the helicopter commander,
flight engineer
If the engine oil temperature exceeds 1 5 0 OC, the

helicopter
commander
should
change
over
the
engine to the reduced power rating with the aid of
the separate throttle control lever, then shut down
the engine with the aid of the engine shutdown valve
and order the flight engineer to switch off central
annunciator panel qCO.
The flight engineer (on command from the helicopter
commander) should close the fuel fire shut-off valve
of the shut-down engine. The flight engineer should
check the fuel fire shut-off valve for closure by reference to illumination of the LEFT (RIGHT) CLOSED
(Ji~Bba(IIPABbm) 3AICPBT) annunciator.
commander, co-pilot
The helicopter commander or flight engineer (on the
command from the helicopter commander) should report
to the ATC service about the troubles (failures)
occurred and the measures taken.
( 8 ) If one of the engines is off, act as in case of the
flight with one inoperative engine commander, co-pilot, flight engineer

( c o n t 'dl
5.6.2
Dec 23/93
the helicopter
FLIGHT MANUAL

should act in compliance w i t h the instructions for
performing the flight with one inoperative engine.
000
Dec 23/93
5.6.314
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Engine Temperature Regulator
5.7.
FAILURE OF ENGINE TEMPERATURE REGULATOR
5.7.1.
General
The engine temperature regulator failure is accompanied by
the following symptoms:
5.7.2.

annunciator panel QCO;
illumination of the TR (3PA) - LEFT (RIGHT) OPERATES (PT

(3P,4) - JIEB. (IIPAB.) PAEOTAET) annunciator;
the possible turbine

tolerable value.
inlet temperature
rise over the
Crew Oaerating Procedures

The
detailed
contents
of
the
"Failure
of
Engine
Temperature Regulator" adverse situation check-out sheet:
(1) Monitoring of the engine operation parameters - to be

- the helicopter commander, flight
intensified
engineer
The helicopter commander and flight engineer should
intensify the monitoring of the engine operation
parameters and make sure that the gas temperature
measurement equipment is serviceable. If the temperature is within the tolerable limits for the given
conditions, they should continue the flight.
(2) In case of increase in gas temperature upstream of

the compressor turbine in excess of the tolerable
limit - the engine should be shut down - the helicopter commander, flight engineer
The helicopter commander, using the separate throttle
control lever, should change over the failed engine
to the reduced power rating and shut it down with the
aid of the engine shutdown valve and order the flight
engineer to close the fuel fire shut-off valve; the
helicopter commander should switch off central annunciator panel QCO. On the command from the helicopter
commander, the flight engineer should close the fuel
fire shut-off valve and check the valve closure by
reference to illumination of the LEFT (RIGHT) CLOSED
yellow annunciator.
(cont'd)
Dec 2 3 / 9 3
5.7.1
3Y6
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Engine Temperature Regulator

( 3 ) The troubles (failures) occurred and measures taken -
to be reported to the ATC service-the helicopter commander, co-pilot

of the helicopter commander) should report the troubles (failures) occurred and the measures taken to the
ATC service.
(4) If one of the engines is off, act as in case of the

flight with one inopertive engine
commander, co-pilot, flight engineer
the helicopter

should act in compliance with the instructions for
performing the flight with one inoperative engine.
5.7.2
000
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES - Troubles of Gearboxes
5.8.
TROUBLES OF GEARBOXES
5.8.1.
General
The gearbox
symptoms :
troubles
are
accompanied
by
the
following
appearance of the abnormal noise and buffeting

helicopter;
of
the
- sharp increase in the oil temperature;
oil pressure drop;
- illumination of the LOW OLL PRESS I N MAIN GEARBOX (MAJIO PM

m. PEJJYKT.) yellow annunciator or the C H I P S I N INTERM. GEARBOX O I L (CTPYXKA nPOM. PEJJYK.) and C H I P S I N T A I L ROTOR GEARBOX O I L (CTPYXKA XBOCT. PEAYK.) annunciators located on the
left instrument board.
5.8.2.

The detailed contents of the "Troubles
adverse situation check-out sheet:
of
Gearboxes"
(1) Illumination of the annunciator and parameter falling
outside the tolerable limits - to be reported - the

flight engineer
The flight engineer should report to the helicopter
commander about illumination of the LOW OIL PRESS IN
MAIN GEARBOX or CHIPS IN GEARBOX OIL annunciator and
also in case the readings of the oil pressure and
temperature in the intermediate (tail rotor) gearbox
exceed the tolerable limits.
*(2) The mission execution copter commander
to be aborted
the heli-
In case of illumination (flickering or continuous

illumination) of the CHIPS IN GEARBOX OIL yellow
annunciator, not accompanied by the oil temperature
rise or pressure decrease, the helicopter commander
should abort the mission and proceed to the nearest
airfield.
* ( 3 ) In case of parameter falling outside the tolerable
limits for descent at lower power - to be changed
over - the helicopter commander
Dec 23/93
5.8.1
FLIGHT MANUAL
ABNORMAL PROCEDURES - Troubles of Gearboxes
In case of appearance of the abnormal noise or buffeting, temperature rise over the maximum permissible
value or oil pressure drop in the main gearbox below
the minimum permissible value and also in case of
illumination of the CHIPS IN GEARBOX OIL or LOW OIL
PRESS IN MAIN GEARBOX, the helicopter commander
should change over to descent without delay at the
lower power of the engines and airspeed of 130 to
140 km/h and land the helicopter on the site selected
from the air, with the landing roll, if possible.
(4) Monitoring of the gearbox operation parameters - to

be intensified - the helicopter commander, flight
engineer
With the flight going on, the flight engineer should

intensify the monitoring of the gearbox operation
parameters and periodically report to the helicopter
commander about the gearbox oil temperature value and
oil pressure value in the main gearbox.
commander, co-pilot
The helicopter commander or the co-pilot (on the command from the helicopter commander) should report to
the troubles (failures) occurred and measures taken
to the ATC service.
(6) Landing on the site selected from the air or on the

nearest airfield - to be executed - the helicopter
commander, co-pilot
The helicopter commander should execute landing on
the site selected from the air or on the nearest airfield.
The co-pilot should render assistance in selecting
the site when landing the helicopter off the airfield. The crew should remove the emergency radio set
from the helicopter.
000
~~~.
5.8.2
Dec 23/93
3ro
3Y $3
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Service Tank Booster Pump
5.9.
FAILURE OF SERVICE TANK BOOSTER PUMP
5.9.1.
General
The failure of the service tank
accompanied by the following symptoms:
booster
pump
is
- flickering of the yellow annunciator button of central

annunciator panel 4CO and illumination of the SERVICE,
INOPERATIVE (PACXOH HE PAGOTAET) yellow annunciator;
5.9.2.
the information reporting system reads: "Service tank

pump failed".

The detailed contents of the "Failure of Service Tank
Booster Pump" adverse situation check-out sheet:
(1) Failure of the service tank booster pump - to be re-
ported - the flight engineer
As the SERVICE, INOPERATIVE annunciator illuminates,

the flight engineer should report the matter to the
helicopter commander and switch off the pump.
(2) The mission execution
copter commander
to be aborted
the heli-
In case of failure of the service, tank pump, the

helicopter commander should abort the mission, switch
off central annunciator panel KCO, check. the fuel
system for proper functioning.
(3)
The troubles (failures) occurred and measures taken to be reported to the ATC service - the helicopter
commander, co-pilot
service about the troubles (failures) occurred and
measures taken.
(4)
Landing on the airfield of departure or on the

nearest airfield - to be executed - the helicopter
commander
The helicopter commander should land the helicopter
on the airfield of departure or on the nearest airfield. The commander should gradually change the engine power rating and helicopter flying.
Dec 23/93
5.9.1/2
FLIGHT MANUAL
ABNORMAL PROCEDURES
Failure of Transfer Pumps
5.10.
FAILURE OF TRANSFER PUMPS
5.10.1.
General
The transfer pump failure is accompanied by the following
symptoms :
- flickering of the yellow annunciator button of central

annunciator panel UCO and illumination of the LEFT TANK
PUMP FAIL (HACOCLI EAICOB JIEBbIfi HE PAEOTJ or RIGHT TANK
PUMP FAIL (IIPABbm HE PAEOT.) annunciator or both annunciators;
- the information reporting system reads: "Left fuel tank
pump failed" or "Right fuel tank pump failed";'
5.10.2.
decrease of fuel quantity in the service tank
Crew operating Procedures

The detailed contents of the "Failure of Transfer Pumps"
(1) Failure of one transfer pump - to be reported

flight engineer
the
The flight engineer should inform the helicopter commander about the failure of one of the transfer pumps
and switch off the failed pump.
(2) Feed of fuel to the service tank - to make sure that

the fuel is fed - the flight engineer
In case of failure of one of the pumps, the second
pump should ensure the service tank filling with
fuel.
The flight engineer should make sure that the fuel is

fed to the service tank and report the matter to the
copter commander
to be continued - the heli-
In case of failure of one of the transfer pumps, the

helicopter commander should switch off central annunciator panel 4CO and after m a k i n g certain that the
fuel is fed to the service tank, continue to execute
the mission.
Dec 23/93
5.10.1
FLIGHT MANUAL
3 Set.
ABNORMAL PROCEDURES - Failure of Transfer Pumps

* ( 4 ) Failure of two transfer pumps
to be reported
the
flight engineer
The flight engineer should report the failure of two
transfer pumps to the helicopter commander and turn
off the left and right pumps.
(5) The mission execution - to be aborted - the helicopter

commander.
The helicopter commander, after making certain that
two transfer pumps get out of service, should abort
the mission.
* ( 6 ) The troubles (failures) occurred and measures taken to be reported to the ATC service - the helicopter
commander, co-pilot

'from .the helicopter commander) should report about
the engine shutdown and landing of the helicopter on
the airfield or on the site selected from the air to
the ATC service.
( I ) Landing
on the nearest airfield or on the site

selected from the air - to be executed - the helicopter commander, co-pilot

on the nearest airfield or on the site selected from
the air.
In' case of the off -airfield landing, the co-pilot
should render assistance to the helicopter commander
in selecting a site for landing the helicopter.
WARNING. IT IS NECESSARY TO TAKE INTO ACCOUNT THAT
THE SERVICE TANK FUEL CAPACITY IS SUFFICIENT
FOR PERFORMING A FLIGHT AT AN ALTITUDE OF
500 M AND AN AIRSPEED OF 220 KM/H FOR 2 1 MINUTES OVER A DISTANCE OF 70 KM.
The crew should remove the emergency radio set from
the helicopter.
5.10.2
000
Dec 2 3 / 9 3
FLIGHT MANUAL
ABNORMAL PROCEDURES
5.11.
CLOGGING OF FUEL FILTER
5.11.1.
General
Clogging of Fuel Filter
The fuel filter clogging is accompanied by the following

symptoms:
5.11.2.

annunciator panel UCO, flickering or steady illumination
of the LEFT ENG FUEL FILTER CLOG (3ACOP. TQ. JIEB. AB.)
or RIGHT ENG FUEL FILTER CLOG (3ACOP. TQ. IIPAB. AB.) annunciator.
Crew Oaerating Procedures

The detailed contents of the "Clogging of Fuel Filter"
(1) ~lluminationof the LEFT (RIGHT) ENG FUEL FILTER CLOG

(3ACOP. TQ, JIEB. (IIPAB.) AB.) annunciator - to be reported - the flight engineer
The flight engineer should report about illumination
of the LEFT (RIGHT) ENG FUEL FILTER CLOG annunciator
to the helicopter commander.
*(2) The engine power rating

copter commander
to be reduced - the heli-
The helicopter commander should reduce the power rating of the respective engine.
ter commander
to be aborted - the helicop-
After receiving the report about illumination of the

LEFT (RIGHT) ENG FUEL FILTER CLOG annunciator from
the flight engineer, the helicopter commander should
abort the mission.
commander, co-pilot
The helicopter commander or co-pilot (on the command of

the helicopter commander) should report the troubles
(failures) occurred and measures taken to the ATC service.
(5) Landing on the nearest airfield - to be executed the helicopter commander, co-pilot
Dec 23/93
5.11.1
FLIGHT MANUAL
ABNORMAL PROCEDURES
Clogging o f Fuel Filter
The helicopter commander should execute the flight

and landing on the nearest airfield. The co-pilot
in flying the helicopter to the nearest airfield.
5.11.2
000
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES - Illumination of 270-1 FUEL REMAIN
Annunciator
5.12.
ILLUMINATION OF "270-1 FUEL REMAIN" ANNUNCIATOR
5.12.1.
General
Presence of the remaining fuel reserve in the quantity of
270 ltr aboard the helicopter is accompanied by the following symptoms:
flickering of the red annunciator button on central annunciator panel UCO located on the left instrument board
and the 2'70-1 FUEL REMAIN (OCTAJIOCb 270 JI) annunciator
located on the right instrument board;
- the information reporting system reads: "Emergency remaining fuel".

5.12.2.

The detailed contents of the "Illumination of 270-1 FUEL
REMAIN Annunciator" adverse situation check-out sheet:
(1) Illumination of the 2'70-1 FUEL REMAIN annunciator and
quantity of fuel in the service tank - to be reported

The flight engineer should report illumination of the
270-1 FUEL REMAIN annunciator and the actual amount
of fuel remained in the service tank, determined by
reference to the fuel quantity gauge to the helicopter commander
( 2 ) Possibility
point co-pilot
of the flight to the planned landing

to be estimated - the helicopter commander,
After receiving the report from the flight engineer

about the amount of fuel remained in the service
tank, the helicopter commander should estimate the
possibility of flight to the planned landing point,
taking into account that the remaining fuel in the
quantity of 270 1 is sufficient for performing the
flight at an altitude of 200 m and an airspeed of
220 km/h for 16 minutes over a distance of 50 km. . The
co-pilot should calculate the distance to the landing
point and report the matter to the helicopter commander.
Dec 23/93
5.12.1
PLIGHT MANUAL
ABNORMAL PROCEDURES - Illumination of 270-1 FUEL REMAIN
Annunciator
commander, co-pilot
of the helicopter commander) should report about the
troubles (failures) occurred and measures taken to
the ATC service.
(4) Decision to continue the flight or land the helicopter - to be made - the helicopter commander
Referring to the data received from the co-pilot on
the distance from the helicopter fix to the nearest
airfield and the data received from the flight engineer on the quantity of fuel remained in the service tank, the helicopter commander should make a
decision to continue the flight to the nearest airfield or land the helicopter on the site selected
from the air.
w:
The 2 7 0 - ! FUEL REMAIN (OCTAJIOCb 270 JI) annunciator

may flicker at unstable hovering.
5.12.2
0110
Dec 23/93
FLIGHT MANUAL
33
ABNORMAL PROCEDURES
Failure of Service Tank Float Valve
5.13.
FAILURE OF SERVICE TANK FLOAT VALVE
5.13.1.
General
The service tank float valve failure is accompanied by the
following symptom:
- with the pumps of the drop fuel tanks running, the quantity of fuel in the service tank decreases.
5.13.2.
The detailed contents of the "Service Tank Float Valve
Failure" adverse situation check-out sheet:
(1) Decrease of fuel quantity in the service tank - to be

reported - the flight engineer
The flight engineer should report decrease of fuel
quantity in the service tank by reference to the fuel
quantity gauge to the helicopter commaner.
* (2) Possibility of the execution-of the further flight to
be
estimated
the
helicopter
commander
The helicopter commander should make a decision on

possibility of the further flight execution.
*(3) The measures on execution of the further flight - to
be taken on the command from the helicopter commander
On the command from the helicopter commander, the
flight engineer should set the BY-PASS (IIEPEIIYCK)
switch to the OPEN (OTKP.) position; in this case,
the fuel, passing by the float valve, will flow
through the open shut-off valve.
The flight engineer should manually adjust the further use of fuel, avoiding the service tank overflowing and maintaining the fuel quantity not more
than 370 to 390 1 in the service tank.
commander, co-pilot
from the helicopter commander) should report about
to the ATC service.
000
Dec 23/93
5.13.1/2
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Main Hydraulic System
5.14.
FAILURE OF MAIN HYDRAULIC SYSTEM
5.14.1.
General
The main hydraulic system failure is accompanied by the
following symptoms:
- flickering of the red annunciator button of central annunciator panel 4CO located on the left instrument board
and illumination of the AUX SYS ON (AYBJIMP. BKJIIOYEHA)
annunciator;
- the information reporting system reads: "Main hydraulic
system failed";
- extinguishment of the MAIN SYS ON (OCHOBHAII BICJIIOYEHA)
green annunciator;
- pressure drop
40 kgf/cm2;
in
the
main
hydraulic
system
below
pressure rise in the auxiliary hydraulic system up to

7 3 kgf/cm2.
5.14.2.
Crew O ~ e r a t i n eProcedures
The detailed contents of the "Failure of Main Hydraulic
System" adverse situation check-out sheet:
(1) Failure of the main hydraulic system
sure
to be made
the flight engineer
After receiving the information on the main'hydraulic

system failure, the flight engineer should make sure
that the MAIN SYS ON green annunciator is dead, and
the AUX SYS ON red annunciator is alive, the pressure
in the main hydraulic system is below 40 kgf/cm2 , and
the pressure in the auxiliary hydraulic system is
within 42 to 7 3 kgf/cm2. Report the main hydraulic
system failure to the helicopter commander.
(2) The MAIN HYDRAULIC SYS (FHAPOCHCT. OCHOBH.) switch to be turned off - the flight engineer
After receiving the confirmation from the flight engineer on the hydraulic system failure, the helicopter commander should order the flight engineer to
set the MAIN HYDRAULIC SYS switch to the OFF (BLIKJI.)
( c o n t 'dl
Dec 23/93
5.14.1
FLIGHT MANUAL
ABNORMAL PROCEDURES
Failure of Main Hydraulic System
position and depress autopilot disengagement button

located on the control stick.
m . For
putting the auxiliary hydraulic system into

operation, autopilot An-34E and the collective
pitch control lever friction clutch release
system are disengaged. In this case, for creating the optimum conditions required for shifting the collective pitch control lever, it is
necessary to select the certain tightening of
the collective pitch control lever friction
clutch.
(3) Monitoring of the auxiliary hydraulic system operation - to be intensified - the flight engineer
of the auxiliary hydraulic system operation.
commander, co-pilot
to the ATC servj~ce.
(5)
Descent and landing on the site selected from the air

- to be executed - the helicopter commander, co-plilot
The helicopter commander should abort the mission,
select the site a.nd land the helicopter.
The co-pilot should render assistance in selecting
the landing site. The crew should remove the emergency radio set from the helicopter.
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES
Failure of Main Gyro Horizon
5.15.
FAILURE OF MAIN GYRO HORIZON
5.15.1.
General
The main gyro horizon
following symptoms:
5.15.2.
failure
is
accompanied
by
the
difference in the readings of gyro horizons used by the

helicopter commander and co-pilot and the standby gyro
horizon;
appearance the GYRO ( A r ) flag on the left (right) gyro

horizon;
illumination of the LEFT (RIGHT) GH FAIL (OTICA3 Ar JIEB.

(IIPAB.) annunciator;
the miniature airplane fails to respond to variation in

roll when making the turns;
inadequacy of the gyro horizon indication to the actual

flight conditions (the VFR flight).
Crew Owerating Procedures

The detailed contents of the "Failure of
Horizon" adverse situation check-out sheet:
Main
(1) Turning-on of the gyro horizon - to be checked

helicopter' commander, co-pilot
Gyro
the
The helicopter commander, co-pilot should make certain that the LEFT GH (Al' JIEB.), RIGHT GH (Ar IIPAB.)
switches are placed in the ON (BICJI.) position.
(2) Check of the safety fuses flight engineer
to be performed
the
The flight engineer should check the safety fuses of

the left and right gyro horizons for serviceability
and report the matter to the helicopter commander.
( 3 ) Comparison of the readings with the other gyro horizon and standby one - to be compared - the helicopter
commander, co-pilot
The helicopter commander should compare the readings

of his gyro horizon with the readings of that used by
the co-pilot and the standby gyro horizon. If the
readings of the helicopter commander gyro horizon
Dec 23/93
5.15.1
36 L
FLIGHT MANUAL
ABNORMAL PROCEDURES
differ from the readings of the co-pilot gyro horizon

and the standby one, whereas the readings of the copilot gyro horizon coincide with the readings of the
standby one and correspond to the flight conditions,
the helicopter commander should transfer the helicopter control to the co-pilot.
(4) Piloting
to be executed
the co-pilot
On the command from the helicopter commander, the copilot should take over the control and fly the helicopter by reference to the serviceable gyro horizon.
*(5) Check by reference to the standby gyro horizon - to
be performed - the helicopter commander
When the co-pilot flies the helicopter, the helicopter commander should check the readings against the
standby gyro horizon and render assistance to the copilot in watching the instrument readings.
( 6 ) Readings of the gyro horizons - to be compared - the
helicopter commander, co-pilot
If the co-pilot gyro horizon readings differ from the

readings of the helicopter commander gyro horizon and
the standby one, whereas the readings of the helicopter commander gyro horizon coincide with the readings
of the standby gyro horizon and correspond to the
flight conditions, the helicopter commander should
disengage the autopilot and proceed with the helicopter co'ntrol manually.
( 7 ) Check by reference to the standby gyro horizon - to

be performed - the co-pilot
The co-pilot should check the readings against the
standby gyro horizon and help the helicopter commander in watching the instrument readings.
commander, co-pilot
to the ATC service.
(cont'dj
5.15.2
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES
(9) The mission execution in the IFR conditions or at

night - to be aborted - the helicopter commander
The helicopter commander should abort the mission in
the IFR conditions or at night, request the clearance
for change of the flight level to break out the
clouds and land the helicopter on the nearest airfield.
FLIGHT MANUAL
365-
ABNORMAL PROCEDURES - Failure of Two Gyro Horizons
5.16.
FAILURE OF TWO GYRO HORIZONS
5.16.1.
General
The failure of two gyro horizons is accompanied by the
following symptoms:
- difference in the readings of the gyro horizons;
5.16.2.
appearance of the GYRO (AI')
flags on two gyro horizons;
illumination of the LEFT GH FAIL (OTKA3 Ar JIEB.) and

RIGHT GH FAIL (OTKA3 Ar ~ P A B . )annunciators.
The detailed contents of the "Failure of Two Gyro Horizons" adverse situation check-out sheet:
(1) TurnLng-on of the gyro horizons the helicopter commander, co-pilot
to be checked
The helicopter commander should disengage the autopilot, the helicopter commander and co-pilot should
make sure that the LEFT GH (Ar JIEB.) and RIGHT GH (Ar
IIPAB.) switches are placed in the ON (BKJI.1 position.
The helicopter commander should order the flight engineer to check the safety fuses for serviceability.
(2) Check of 'the safety fuses - to be performed - the

flight engineer
The flight engineer should check the safety fuses of
the left and right gyro horizons for servicebility
and report the check result to the helicopter commander.
(3) Piloting by reference to the standby gyro horizon to be carried out - the helicopter commander
The helicopter commander should change over to piloting by reference to the standby gyro horizon and duplicating instruments.
(4)
commander, co-pilot
from the helicopter commander) should report the ATC
(cont'd)
Dec 23/93
5.16.1
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Two Gyro Horizons
measures taken.
(5)
The mission execution in the IFR conditions or at

night - to be aborted - the helicopter commander
The helicopter commander should abort the mission in
the IFR conditions or at night, request the clearance
for change of the flight level to break out the
clouds and land the helicopter on the nearest airfield.
5.16,2
000
Dec 23/93
3 3
96J
FLIGHT MANUAL
ABNORMAL PROCEDURES - Failure of Roll Monitoring Unit EKK-18
5.17.
FAILURE OF ROLL MONITORING UNIT BKK-18
5.17.1.
General
The failure of roll monitoring unit EKK-18 is accompanied
by the following symptoms:
- illumination of the HORIZON OUT OF CTL (HET KOHTPOJIX A r )

annunciator;
- the ROLL EXCESS (KPEH BEJMK)
inoperative;
5.17.2.
light warning system is
Crew Oseratinr Procedures

The detailed contents of the "Failure of Roll Monitoring
Unit BKK-18" adverse situation check-out sheet:
*(I) The autopilot
to be disengaged, the gyro horizon

readings - to be compared, roll monitoring unit
EKK-18 - to be switched off .- the helicopter commander
The helicopter commander should
pilot, compare the gyro horizon
roll monitoring unit BICK-18; in
(RIGHT) GH FAIL (OTKA3 Ar JIEB.
should extinguish, whereas the
should illuminate.
disengage the autoreadings, switch off

this case, the LEFT
(IIPAB.)) annunciator
HORIZON OUT OF CTL
(2) The mission execution - to be continued - the helicopter commander

The helicopter commander should engage the autopilot
and continue to execute the mission, taking into consideration that the ROLL EXCESS light warning system
is inoperative.
(3)
commander, co-pilot
measures taken.
000
Dec 23/93
5.17.1/2
FLIGHT MANUAL
ABNORMAL PROCEDURES
5.18.
FAILURE OF TWO SPEED INDICATORS
5.18.1.
General
The failure of two speed indicators is accompanied by the
following symptoms:
5.18.2.
the unsteady readings of the speed indicators;
difference between the readings of both speed indicators.
disagreement between the indicated speed and the selected flight conditions;
Crew Ooeratinp Procedures

The detailed contents of the "Failure of
Indicators" adverse situation check-out sheet:
Two
Speed
* (1) When flying in the IFR conditions, turning-on of the

pitot-static tube heater and its serviceability
be checked - the helicopter commander, co-pilot
to
The co-pilot should make sure that the LEFT PITOT

HEAT (OBOrPEB KBA JIEB.) and RIGHT PITOT HEAT (OFOI'PEB
IIBA nPAB.1 switches are turned on.
The helicopter commander and co-pilot should depress

the PITOT ' HEAT CHECK (KOHTPOJIb OEOrPEBA IIBA) buttons
to make sure that the pitot-static tube heater is
serviceable
( 2 ) The correct readings of the speed indicators -
estimated
to be
The helicopter commander should estimate the correctness of the speed indicator readings, for which purpose he should shift the static pressure selector
valve to the LEFT (JIEBAII) position and then to the
RIGHT (IIPABAB) one. If the indicator (indicators)
readings are stable in one of these positions and
correspond to the flight conditions, leave the selector valve in this position and continue the flight.
If the indicator readings are unstable or do not correspond to the flight conditions, set the selector
valve to the COMBINED (OB5EALIHEHHAB) position ; if in
any of the indicated positions of the selector valve,
3w
FLIGHT MANUAL
ABNORMAL PROCEDURES
with
the pitot-static tube heaters being serviceable, the speed indicator readings fail to restore to
the normal value, the helicopter commander should
abort the flight.
i@
(3)
If the static and dynamic pressure systems and pitot

static tube heater are serviceable, flight regime
(not over the cruising one) - to be set - the helicopter commander
The helicopter commander should set the flight regime
not over the cruising one.
"(4)
The speed by reference to ground speed and drift

meter AMCC - to be maintained - the helicopter commander, co-pilot
The helicopter commander should maintain the speed
against the ground speed indicator of equipment AMCC
of the co-pilot, communicating with him over the
intercommunication system.
The co-pilot should inform the helicopter commander
over the intercommunication system about the flight
speed values against the ground speed indicator of
equipment AKCC.
commander, co-pilot
measures taken.
(6) Landing on the nearest airfield to be executed

the

on the nearest airfield. The co-pilot should render
assistance to the helicopter commander in flying the
helicopter to the nearest airfield.
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES
5.19.
GROUND RESONANCE
5.19.1.
General
Ground Resonance
The ground resonance occurrence on the helicopter is

accompanied by appearance of the growing oscillations of
the helicopter in testing the engines or during taxiing, executing the takeoff run and landing roll.
5.19.2.
Crew O ~ e r a t i nProcedures
~
when Testinp Enpines under
Ground Resonance Conditions
The detailed contents of the "Ground Resonance in Testing
Engines" adverse situation check-out sheet:
(1) The collective pitch control lever - to be deflected

all the way down - the helicopter commander
W h e n the helicopter growing oscillations occur, the
helicopter commander should deflect the collective
pitch control lever all the way down.
(2) The throttle control twist grip - to be turned to the

left - the helicopter commander
control twist grip to the left.
turn
the
throttle
(3) If the ma.in rotor speed decrease does not lead to

cessation of the helicopter oscillations - the
engines should be shut down - the helicopter commander, flight engineer
If the main rotor speed decrease does not lead to
cessation of the helicopter oscillations, the helicopter commander should shut down the engines with
the aid of the engine shutdown valve and order the
valves of both engines.
flight engineer should close the fuel fire shut-off
valves of both engines and check their closure by
reference to illumination of the LEFT CLOSED (JIEBMfi
3AICPMT) , RIGHT CLOSED (IIPABLm 3AICPLIT) yellow annunciators.
(cont'd)
Dec 23/93
5.19.1
FLIGHT MANUAL
ABNORMAL PROCEDURES
5.19.3.
Ground Resonance
Crew Ooeratina Procedures During Taxiing, Takeoff

Run and Landing Roll under Ground Resonance Conditions
The detailed contents of the "Ground Resonance During
Taxiing, Takeoff Run and Landing Roll" adverse situation
check-out sheet:
(1) The collective pitch control lever - to be deflected

all the way down - the helicopter commander
When the helicopter growing oscillations occur, the
helicopter commander should deflect the collective
pitch control lever all the way down.
* ( 2 ) The throttle control twist grip - to be turned to the

left - the helicopter commander
control twist grip to the left.
turn the
throttle
(3) The control stick - to be held in the neutral position - the helicopter commander
stick in the neutral position.
hold
the
control
* (4) The wheel brakes - to be applied - the helicopter

commander
The helicopter commander should apply
brakes for stopping the helicopter.
the
wheel
(5) If the main rotor speed decrease does not lead to

cessation of the helicopter oscillations - the
engines to be shut down - the helicopter commander,
flight engineer
If the main rotor speed decrease does not lead to

cessation of the helicopter oscillations, the helicopter commander should shut down the engine by
shifting the engine shutdown valve to the closed
position and order the flight engineer to close the
fuel fire shut-off valves of both engines.
flight engineer should close the fuel fire shut-off
valves and check their closure by reference to the
illumination of the LEFT CLOSED, RIGHT CLOSED yellow
annunciators.
19.2
Dec 23/93
FLIGHT MANUAL
ABNORMAL PROCEDURES
Low-Frequency Oscillations of Helicopter

in Flight
5.20.
LOW-FREQUENCY OSCILLATIONS OF HELICOPTER IN FLIGHT
5.20.1.
General
As a rule, the low-frequency oscillations of the
helicopter in flight occur in the vertical plane at a
frequency of 3 . 5 to 3 . 7 Hz close to the main rotor speed
( 3 . 2 Hz).
5.20.2.
Crew O ~ e r a t i nProcedures
~
The detailed contents of the "Low-Frequency Oscillations
of Helicopter In Flight" adverse situation. check-out
sheet:
(1) The collective pitch control lever - to be locked,

the autopilot - to be disengaged, the control stick to be released - the helicopter commander
When the low-frequency oscillations of the helicopter
in flight occur, the helicopter commander should lock
the collective pitch control lever (release the friction clutch button if it was depressed) without delay, disengage the autopilot on all the channels by
depressing the autopilot disengagement button located
on the control stick, after which release the control
stick, holding the latter against the spontaneous
displacement in roll and pitch. If the oscillations
occur, with the collective pitch control lever
locked, the commander should not depress the friction
clutch release button.
( 2 ) When the helicopter oscillations occur in turn -
the
roll to be eliminated - the helicopter commander

When the low-frequency oscillations occur when making
a turn simultaneously with the actions laid down in
Item (11, the helicopter commander should roll out
the helicopter.
(3)
The autopilot - to be engaged

mander, co-pilot
the helicopter com-
After disappearance of the low-frequency oscillations, the helicopter commander should order the
co-pilot to engage the autopilot by the channels.
(cont'd)
Dec 2 3 / 9 3
5.20.1
39Y
FLIGHT MANUAL
ABNORMAL PROCEDURES - Low-Frequency Oscillations of Helicopter
in Flight

copter commander
to be continued
the heli-
The helicopter commander should continue to execute

the mission.
(5) If, after engagement of the autopilot, the oscillations occur again - the actions indicated in Item
(1) to be repeated, the flight speed - to be decreased, the flight with disengaged autopilot - to be
completed - the helicopter commander
If, after engagement of the autopilot, the low-frequency oscillatons occur again, the helicopter commander should repeat the actions indicated in Item (11,
decrease the flight speed by 20 to 30 km/h as compared with the speed at which the oscillations occurred
and complete the flight, with the autopilot being
disengaged.
5.20.2
Dec 23/93
EMERGENCIES
FLIGHT MANUAL
EMERGENCIES . Contents
S e c t i o n
EMERGENCIES
TABLE OF CONTENTS
Page
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 . 1 . 1
6.1.
General
6.2.
Emergency Check-Out Sheets . . . . . . . . . . . . . . . . . . . . . . . . . . 6 . 2 . 1
6.3.
Rules for Use of Emergency Check-Out Sheets . . . . . . . . .
6.4.
Fire in Engine. Main Gearbox, Auxiliary Power Unit

BCY. KO-50 Heater Compartments . . . . . . . . . . . . . . . . . . . . . . 6 . 4 . 1
6.5.
Fire in Cargo Compartment . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 . 5 . 1
6.6.
Failure of Two Engines in Flight . . . . . . . . . . . . . . . . . . . . 6 . 6 . 1
6.7.
Flight with One Engine Inoperative . . . . . . . . . . . . . . . . . . 6 . 7 . 1
6.8.
Flight with All Generators Inoperative . . . . . . . . . . . . . . 6 . 8 . 1
6.9.
Emergency Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 . 9 . 1
6 . 1 0 . Ditching
6.3.1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .6 . 1 0 . 1
. . . . . . . . . . . . . . . . . . . . 6.11.1/2
6.12. "Vortex-Ring"State . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 . 1 2 . 1
6 . 1 3 . Failure of Directional Control in Flight . . . . . . . . . . . . 6 . 1 3 . 1
6 . 1 1 . External Store Emergency Release
6 . 1 4 . Occurrence of Low-Frequency Vertical Oscillations
0 0 0
...
. 6 . 14 . 1
CONTENTS
Dec 2 3 / 9 3
6.112
FLIGHT MANUAL
EMERGENCIES
6 .l.
General
GENERAL
This section contains the instructions for operation of the
helicopter and the crew operating procedurs in the emergency
situations.
An
emergency
situation
is
the
specific
situation
characterized by the necessity of the emergency landing or
situation whose transition to the catastrophic situation may
be prevented due to the considerable increase in the physical
and psychophysiological loads on the crew and calls for the
high skill of the crew members to prevent a disaster.
In case
should :
an
emergency
situation
occurs, the
crew members
(althe flight engineer:
report the
(fire);
helicopter
commander
about
the
trouble
take measures to eliminate the emergency situation in

accordance with the emergency check-out sheets;
render assistance in
emergency landing;
(b)the
evacuation after
the
helicopter
co-pilot:
- act as ordered by the helicopter commander;
report the ATC service about the troubles

curred;
render assistance to the helicopter commander in selecting the landing site;
(failures) oc-
(c)the helicopter commander:
make sure that the ATC service is notified of what has

happened ;
mobilize the crew members to eliminate the emergency

situation, depending on its nature, flight conditions
and the time available for the crew members to take mea-
Dec 23/93
6.1.1
FLIGHT MANUAL
EMERGENCIES - General
sures, following
present Section;
the
instructions
indicated
in
the
if necessary, order the co-pilot to read aloud the emergency check-out sheet;
after eliminating the emergency situation, make a decision on whether to continue the flight or land the helicopter;
fly the helicopter;
- take measures to save the helicopter and evacuate the

passengers and crew after landing.
6.L2
000
Dec 23/93
FLIGHT MANUAL
EMERGENCIES
6.2.
Emergency Check-Out Sheets
EMERGENCY CHECK-OUT SHEETS
6.2.1. Fire in Engine (Sub-section 6.4)

(a) Fire in the engine compartment on the ground
*(I)
*
*
*
*
The main fire extinguisher discharge has

operated in the right
(left) compartment
Make sure
Flight engineer
(2)
If the automatic control

unit of the main fire extinguisher discharge has
failed to operate in the
right (left) engine compartment, use the alternate fire extinguisher
discharge therein
To be switched
on manually
Plight engineer
(3)
Engines
To be shut down Helicopter commanwithout delay

der, flight engineer
(4) Engine fuel fire shut-off

valves
To be closed
Flight engineer
(5)
If the main fire extinguisher discharge has

failed to fight the fire,
use the alternate fire
extinguisher discharge
in the right (left) engine
compartment
To be switched
on
Flight engineer
(6)
Fire occurrence and measures taken
To be reported
to the ATC
service
Helicopter commander, co-pilot
(7)
Helicopter
To be deenergized
Flight engineer
To be taken
(8) Evacuation measures
(cont'd)
Dec 23/93
6.2.1
FLIGHT MANUAL
EMERGENCIES
(b) Fire in the engine compartment in flight
(1) The helicopter
* (2) The main fire extinguish-
To be transferred for
descent
Make sure
Flight engineer
To be switched on manually
Flight engineer
er discharge has operated

in the right (left) engine
compartment
(3)

failed to operate in the
right (left) engine compartment, use the manual
control
(4) Right (left) engine
*(5)
To be shut down Helicopter commanwithout delay

Air bleed from the engine

for the ice protection
system and dust protection
device
The air bleed

system should
be switched
off
Flight engineer
The fuel fire shut-off

valve of the left
(right) engine
To be closed
Flight engineer
(7)
"Distress" signal
To be injected
(8)
To be reported
to the ATC
service
If the fire has not been

extinguished by the main
fire extinguisher discharge, use the alternate fire extinguisher
To be switched
on
Flight engineer
(G)
(9)
(cont'd)
6.2.2
Dec 23/93
FLIGHT MANUAL
EMERGENCIES
discharge in the right

(left) engine compartment
(10) Landing on the site selected from the air
To be executed
(11)
The running engine
To be shut down Helicopter commander, flight engineer
(12)
The helicopter
To be deenergized
Flight engineer
To be taken
WARNING. AFTER EXTINGUISHING THE FIRE IN THE ENGINE COMPARTMENT,

NEVER ATTEMPT TO START THE ENGINE.
6.2.2. Fire in Main Gearbox Com~artmentor in Auxiliary
Power Unit Comvartment (Sub-section 6.4.4)
(1)
The helicopter
To be transferred for
descent
(2)
The main fire extinguisher

discharge has operated
in the main gearbox compartment (auxiliary power
unit compartment)
Make certain
Flight engineer
(3)

failed to operate, use the
main fire extinguisher
discharge in the main gear
box compartment (auxiliary
power unit compartment) by
manual control
To be switched
on manually
Flight engineer
To be injected
* (4) "Distress" signal
(cont'd)
Dec 23/93
6.2.3
FLIGHT MANUAL
EMERGENCIES
(5)

extinguisher discharge in
the main gearbox compartment (auxiliary power
unit compartment)
To be switched
on
Flight engineer
(6)
To be reported Helicopter commanto the ATC serder, co-pilot

vice
(7)
Landing on the selected

site
To be executed
(8)
Engines
To be shut
down
Helicopter commander, flight engineer
(9)
The helicopter
To be deenergized
Flight engineer
(10)
Evacuation measures
To be taken
Helicopter commander ,
6.2.3. Fire in Com~artmentof Heater KO-50 (Item 6.4.5)
*
*
(1) Helicopter
To be transfer- Helicopter commanred for descent der, co-pilot
(2)
The main fire extinguisher

discharge of heater KO-50
has operated
Make sure
Flight engineer
(3)

failed to operate, use
the main fire extinguisher
discharge of the KO-50
heater compartment by manual control
To be switched
on manually
Flight engineer
6.2.4
Dec 23/93
FLIGHT MANUAL
385
EMERGENCIES

To be switched
off
Flight engineer
To be injected

extinguisher discharge
of the KO-50 heater compartment
To be switched
on
Flight engineer
(7)
To be reported Helicopter commanto the ATC serder, co-pilot

vice
(8)

site
To be executed
(9)
Engines
(10)
Helicopter

To be deenerFlight engineer
gized
(4) Heater KO-50
* ( 5)
* (6)
"Distress"
signal
To be taken
6 . 2 . 4 . Fire in Cargo Compartment (Sub-section 6.51
(1)
*(2)
(3)
Helicopter
To be transfer- Helicopter commanred for descent der, co-pilot,
Oxygen masks
To be put on
Oxygen
Change over to Helicopter commanoxygen breath- der, co-pilot,

flight engineer
ing
(4) Measures on extinguishing

fire with the aid of the
To be taken
Helicopter commander, co-pilot,

flight engineer
Helicopter commander, flight
(cont'd)
Dec 2 3 / 9 3
6.2.5
FLIGHT MANUAL
EMERGENCIES
hand-operated fire extin.

guishers
engineer
(5)
"Distress" signal
To be injected
(6)
The electrical system and

consumers in the fire
area
To be deenergized

flight engineer
(7)
To be reported
to the ATC
service
(8)

site
To be executed
(9)
Engines
(10) Helicopter
To be deenergized
Flight engineer
To be taken
Helicopter comman
der
6.2.5. Fire Caused bv Unknown Source (Item 6.5.3)
(1)
Helicopter
To be transfer- Helicopter commanred for descent der, co-pilot,
(2)
Oxygen masks
To be put on

flight engineer
Oxygen
Change over to
oxygen breathing

flight engineer
(4)
Fire source
To be determin- Flight engineer

ed
*(5)
Fire source
To be deenergized
*(3)
(cont'd)
6.2.6
Dec 23/93
Flight engineer
FLIGHT MANUAL
EMERGENCIES
To be injected
Helicopter comman.
der
(7)
Fire occurrence and

measures taken
To be reported
to the ATC
service
If the fire source is not

determined
The whole heFlight engineer

licopter should
be deenergized
(9)

site
To be executed
(10)
Engines
'(8)
(11)
Evacuation measures
To be taken
6.2.6 Failure of Two Engines in Flight (Sub-section 6.6)
(1)
Transition to the main

rotor autorotation
To be accomplished
Helicopter comman
der
(2)
Engines
To be shut
down
Helicopter comman
(3)
"Distress" signal
To be injected
(4)
Emergency situation and

measures taken
To be reported
to the ATC
service
(5)

the site selected from
the air
To be executed
(6)
Helicopter
To be deenergized
Flight engineer
Dec 23/93
6.2.7
FLIGHT MANUAL
EMERGENCIES
(7)
Evacuation measures
To be taken
6.2.7. Flight with One Enuine Ino~erative (Sub-Section 6.71
*
*
*
*
(1)
Main rotor speed
To be maintain- Helicopter commaned

der
Helicopter comman.
(2) Failed engine
To be determined
(3)
To be shut down Helicopter comman.

der
Failed engine
(4) Fuel fire shut-off

valve of failed engine
To be closed
Flight engineer
To be switched Helicopter cornman.

off, if neces- der, flight
engineer
sary
(6)
"Distress" signal
To be injected
(7)

measures taken
To be reported, Helicopter commanto ATC serder, co-pilot

vice
(8)
Flight to the nearest

airfield or descent
and landing on site selected from air
To be executed
(5)
6.2.8.I
*
1
e (Sub-Section 6.8)
(1)
Left and right generators
To be switched
off
Flight engineer
(2)
Auxiliary power unit

(BCY)
To be started
Flight engineer
(3)
Generator of auxiliary
power unit (BCY)
To be switched
on
Flight engineer
(cont'd)
6.2.8
Dec 23/93
FLIGHT MANUAL
EMERGENCIES - Emergency Check-Out Sheets
369
* (4) If auxiliary power unit
To be reported
Flight engineer
BCY fails to be started

(5)
"Distress" signal
To be injected
(6)

measures taken
To be reported
to ATC service
(7)

site selected from air
To be executed
WARNING. WHEN FLYING ON THE EMERGENCY BUS, ONE SHOULD BEAR IN MIND
THAT :
- THE USABLE FUEL REMAINS IN THE SERVICE TANK;
- THE STORAGE BATTERY CAPACITY POWER RESERVE FOR FEEDING THE
CONSUMERS' IS SUFFICIENT ONLY FOR 1 5 MINUTES:
- IT
IS RECOMMENDED TO SWITCH OFF THE SERVICE TANK PUMP.
6 . 2 . 9 . Emergency Landing (Sub-section 6 . 9 )

*
*
To be injected
To be reported
to ATC service
(2)

measures taken
(3)
Blisters, covers of emerg- To be dropped

ency hatches, doors

airfield or selected
site
(5)
Evacuation measures
(6) Helicopter
Helicopter commander, co-piiot,

flight engineer
To be executed
Helicopter comman
der
To be taken

flight engineer
To be abandoned Co-pilot, flight

engineer, helicopter commander
(cont'd)
Dec 2 3 / 9 3
6.2.9
FLIGHT MANUAL
6.2.10. Emercrencv Ditching (Sub-section 6.10)
* (1)
To be injected
measures taken
To be reported
to ATC service
Preparation for ditching
To be prepared

flight engineer
To be dropped

flight engineer
Descent and hovering
To be executed
Helicopter comrnander, co-pilot
Group buoyant apparatuses
To be put into
action
Co-pilot, flight
engineer
To be executed
Co-pilot, flight
engineer
To be reported
to helicopter
commander
Flight engineer,
co-pilot
"Distress" signal
* (2) Emergency situation and

*
(3)
(4) Blisters, hatch covers,

doors
* (5)
*(6)
(7) Evacuation of passengers
(8)
Completion of evacuation
(9) Command to abandon helicopter for flight engineer, co-pilot
To be deliver- Helicopter commaned

der
(10) Completion of evacuation

of passangers, co-pilot,
flight engineer
Make sure the

evacuation is
safely completed
(11) Displacement of helicopter to safe distance from

buoyant apparatuses
To be executed
(12) Helicopter
To be ditched
( c o n t 'dl
6.2.10
Dec 23/93
FLIGHT MANUAL
EMERGENCIES
(13) Engines
* (14) Helicopter
To be shut down Helicopter commander

To be abandon- Helicopter commander
ed
6.2.11. "Circular Swirl" Mode (Sub-section 6.12)
*
*
(1)
Control stick
To be deflect- Helicopter commaned forward

der
(2)
Flight speed
To be increas- Belicopter commander

ed
Main rotor pitch
To be increas- Helicopter commaned

der
*(3)
(4) Transition to level

flight
(5)

measures taken
To be executed
To be reported
to ATC service
6.2.12. Failure of Directional Control in Flight (Sub-section 6.13)

(a) Failure of Directional' Control at Hovering or During
Helicopter Movements Near Ground
*
*
(1) Descent and touchdown

of helicopter
To be executed
(2)
Engines
To be shut down Helicopter comman

Helicopter
To be deenergized
Flight engineer
To be taken
*(3)
(cont'd)
Dec 23/93
6.2.11
FLIGHT MANUAL
EMERGENCIES
(b) Breakdown of Tail Rotor or Its Transmission in Flight
(1)
Change-over of helicopter
to main rotor autorotation
To be executed
To be executed
by slipping
Autopilot yaw channel
To be disengaged
(4)
Helicopter landing site
To be selected
(5)

measures taken
To be reported
to ATC service
Engines
Autorotation landing
To be executed
Helicopter
To be deenergized
Flight engineer
Evacuation measures
To be taken
* (2) Helicopter trim

*
(3)
(6)
*(I)
(8)
(9)
(c) Damage to Tail Rotor Control in Flight

*(I)
(2)
(3)
Helicopter trim
To be executed
by slipping
Autopilot yaw channel
To be disengaged

measures taken
To be reported
to ATC service
To be executed
(4) Flight to site fit for

roll-on landing
6.2.12
Dec 23/93
FLIGHT MANUAL
*(5)
(6)
R o l l - o n landing
To be executed
Engines
T o be shut
down
Helicopter commander, flight e n gineer
*(7)
Helicopter
To be deenergized
Flight engineer
(8
Evacuation measures
To be taken
000
Dec 23/93
6.2.13/14
FLIGHT MANUAL
395-
EMERGENCIES
Rules for Use of Emergency Check-Out Sheets
6.3.
RULES FOR USE OF EMERGENCY CHECK-OUT SHEETS
6.3.1.
The emergency check-out sheets provide the means for

organizing the crew actions in the emergency situation
which present a direct hazard to the flight safety. The
flight safety under these circumstances is determined by
the clearly defined scope of operations performed by the
crew under supervision of the helicopter commander; the
list of mandatory operations and their sequence are
specified in the sheets.
6.3.2.
The emergency check-out sheets contain the generalized

conventional descriptions of the required operations.
Alongside with the description of each sheet, the
reference is given for the respective sub-section of the
present Flight Manual, containing the detailed contents of
the whole complex of emergency actions specified in the
particular sheet.
6.3.3.
The check-out sheet items (steps) marked with an asterisk

( $ 1 are the primary ones and should be learnt by the
helicopter commander, co-pilot and flight engineer so that
in case of necessity they should be executed in the good
sequence and scope, without loss of time.
6.3.4.
Under the circumstances requiring the use of the emergency

check-out sheets, it is necessary to proceed as follows:
any member of the crew who detects the symptoms of the

respective situation, should immediately report the matter to the helicopter commander;
on the basis of the received report and (or) direct observation, the helicopter commander should clearly
inform the crew about the nature of the occurred situation and order: "Crew, act according to sheet (the description of the sheet)", at the same time, proceed to
read from memory the primary operations specified in the
from the
emergency check-out sheet (on the ii~structio~~
helicopter commander, these items of the sheet may be
read by the co-pilot);
- on the given command, the respective members of the crew

should act in accordance with the read items of the
sheet, paying the particular attention to the oppor-
Dec 23/93
6.3.1
FLIGHT MANUAL
EMERGENCIES - Rules for Use of Emergency Check-Out Sheets
tunity, sequence and accuracy of the prescribed operations;
after accomplishing the operations, the crew members
should report the matter to the helicopter commander in
accordance with the directions laid down on the detailed
contents of the sheet;
when the time reserve after executing the primary operations allows, the helicopter commander orders one of
the crew members to read the respective check-out sheet
aloud to remind the crew of the main prescribed operations and checks to see how they can be accomplished;
when flying the helicopter carrying the external store,
the helicopter commander should release the store in the
safe area.
6.3;2
0 0 0
Dec 23/93
--
FLIGHT MANUAL
EMERGENCIES - Fire in Engine, Main Gearbox, Auxiliary
Power Unit BCY, KO-50 Heater Compartments
6.4.
FIRE IN ENGINE, MAIN GEARBOX, AUXILIARY

POWER UNIT BCY, KO-50 HEATER COMPARTMENTS
6.4.1.
General
When the fire occurs:
- the information reporting system reads: "On board No

Fire in the left (right) engine compartment . . . " '
the red annunciator button of central annunciator panel

4CO and the red annunciator located on the middle panel
of the upper console (on the fire extinguishing system
board) flicker, indicating the fire location:
LEFT ENGINE FIRE (IIOXtAP JIEB. ABHr.), RIGHT ENGINE FIRE
(IIOXAP .IIPAB. JBKI?.), GEARBOX FIRE (IIOXAP PEJYK.), APU
FIRE (IIOXAP BCY), KO-50 FIRE (IIOXAP KO-50);
- the smoke, flame or smell of burning appears in the

flight and cargo compartments;
- the gas temperature may rise in excess of the tolerable
value ;
the smoke plume appears behind the helicopter (according

to the report from the adjacent helicopter or from the
ATC service).
The main
operates
automatic
alternate
manually.
fire extinguisher discharge in

automatically; in case of
control unit, it is switched
fire extinguisher discharge is
each compartment
failure' of the
on manually. The
switched on only
The fire extinguishing system operation is checked by

reference to illumination of the MAIN FIREX DISCH (1st
SEQUENCE) (OYEPEAb "1") or ALTN DISCH (2nd SEQUENCE)
(OYEPEJb " 2 " ) annunciator of the respective compartment.
After extinguishing the fire, the red annunciator of the
compartment in which the fire occurred goes out.
6.4.2.
Fire in Engine Compartment on Ground

The detailed contents of the "Fire in Engine on Ground"
emergency check-out sheet:
Dec 23/93
6.4.1
FLIGHT MANUAL
(1) The main fire extinguisher discharge has operated in

the right (left) engine compartment - make sure - the
flight engineer
The flight engineer should make sure that the automatic control unit of the main fire extinguisher discharge has operated by reference to illumination of
the MAIN FIREX DISCH (1 OYEPEAb) yellow annunciator
of the respective compartment.
* (2) If the automatic control unit of the main fire extinguisher discharge fails to operate - turn on manually
the main fire extinguisher discharge in the right
(left) engine compartment - the flight engineer
The flight engineer should manually turn on the main

fire extinguisher discharge in the right (left)
engine compartment, for which purpose, he should
depress the MAIN FIREX DISCH MANUAL CTL (PYYHOE
BKJJIOYEHKE 1 OYEPEAb) button of the respective compartment.
* (3) The engines - to be shut down without delay - the

helicopter commander, flight engineer
command from the helicopter commander) should shutdown the engines with the aid of the engine shutdown
valve or the helicopter commander should order the
flight engineer to close the engine fuel fire shutoff valves.
* (4) The engine fuel fire shut-off valves - to be closed the flight engineer

flight engineer should close the engine fuel fire
shut-off valves, check the valve closure by reference
to illumination of the RIGHT (LEFT) CLOSED (IIPABLIm
(JIEBJIB) 3AKPMT) yellow annunciator.
(5) If the main fire extinguisher discharge fails to
extinguish the fire, use the alternate fire extinguisher discharge in the right (left) engine compartment - to be switched on - the flight engineer
(cont'd)
6.4.2
Dec 23/93
FLIGHT MANUAL
The flight engineer should depress the ALT FIREX

DISCH (I1 OYEPEAb) button of the engine being on fire
and make certain that the ALT DISCH (I1 OYEPEAb)
yellow annunciator illuminates.
(6)
Fire occurrence and measures taken - to be reported

to the ATC service - the helicopter commander, copilot
of the helicopter commander) should report about the
engine fire and measures taken to the ATC service.
(7) The helicopter

gineer
to be deenergized - the flight en-

flight engineer should deenergize the helicopter,
having switched off the airborne storage batteries.
to be taken
the helicopter
commander
The helicopter commander should instruct the passengers and crew members how to abandon the helicopter.
6.4.3.
Fire in Engine Compartment in Flight

The detailed contents of the "Fire in Engine Compartment
in Flight" emergency check-out sheet:
(1) Transition
executed
of the helicopter to descent

the helicopter commander, co-pilot
' -
to
be
The helicopter commander and co-pilot should execute

the helicopter transition to descent and at the same
time proceed to selection of the landing site.
(2) The main fire extinguisher discharge in the right
(left) engine compartment - make sure - the flight
engineer
The flight engineer should make sure that the main
fire extinguisher discharge automatically operates by
reference to illumination of the MAIN FIREX DISCH
(I OYEPEHb) yellow annunciator of the respective compartment.
Dec 23/93
6.4.3
FLIGHT MANUAL
(3) If the automatic control unit of the main fire extinguisher discharge has failed to operate, use the main
fire extinguisher discharge in the right (left)
engine compartment - to be switched on manually - the
flight engineer
The flight engineer should manually switch on the
fire extinguisher of the main fire extinguisher discharge, for which purpose depress the MAIN FIREX
DISCH MANUAL CTL (PYYHOE BICJIIOYEHME 1 OYEPEAb) button
of the right (left) engine compartment.
- to be shut down without delay - the helicopter commander, flight engineer
* ( 4 ) The right (left) engine

command from the helicopter commander) should shut
down the engine with the aid of the engine shutdown
valve;
the helicopter commander should order the
valve.
Furtheron, the helicopter commander flies the helicopter in compliance with the instructions for the
one-engine-failedflight.
( 5 ) Air bleed from the engines to the ice protection sys-
tem and dust protection device - the air bleed system

should be switched off - the flight engineer
The flight engineer should switch off the ice protection system and dust protection device.
( 6 ) The right (left) engine fuel fire shut-off valve - to
be closed - the flight engineer

On the fuel system control panel, the flight engineer
should close the fuel fire shut-off valve of the engine in the compartment of which the fire occurred,
check the valve closure by reference to illumination
of the RIGHT (LEFT) CLOSED (IIPABLII? (JIEBbII?) 3AICPLIT)
yellow annunciator.
6.4.4
Dec 23/93
460
FLIGHT
MANUAL

Power Unit BCY, K O - 5 0 Heater Compartments
(7)
"Distress" signal
commander
to be injected
the helicopter
The helicopter commander should inject the "Distress"

signal.
(8) Fire occurrence and measures taken - to be reported

the engine fire and measures taken to the ATC service.
(9) If the fire has not been extinguished by the main

fire extinguisher discharge, use the alternate fire
extinguisher discharge in the right (left) engine
compartment - to be switched on - the flight engineer
If the RIGHT (LEFT) ENG FIRE (IIOXAP IIPAB. (JIEB.) ) red
annunciator remains alive after operation of the main
fire extinguisher discharge, the flight engineer
should switch on the alternate fire extinguisher discharge by depressing the ALTN DISCH (11 OYEPEAb) button and check the alternate fire extinguisher discharge operation by reference to illumination of the
ALT DISCH yellow annunciator. After extinguishing the
fire, the RIGHT (LEFT) ENG FIRE red annunciator
should go out.
(10)
Landing on the site selected from air - to be executed - the helicopter commander, co-pilot
on the site selected from the air or during the IFR
flights to the nearest airfield, if it is impossible
to change over to the VFR flying.
in compliance with the instructions for landing the
helicopter with one engine operative.
(11)
The running engine - to be shut down - the helicopter commander, flight engineer
(cont'd)
Dec 23/93
6.4.5
FLIGHT MANUAL
command from the helicopter commander), after landing the helicopter, should shut down the running
engine and close its fuel fire shut-off valve.
(12)
The helicopter
engineer
to be deenergized
the flight

(13)
Evacuation measures
commander
to be taken
the helicopter
6.4.4.
Fire in Main Gearbox or Auxiliarv Power Unit Compartment

The detailed contents of the "Fire in Main Gearbox or
Auxiliary Power Unit Compartment" emergency check-out
sheet:
(1) The helicopter transition to descent - to be executed

- the helicopter commander, co-pilot
time to proceed to selection of the landing site.
* (2) The main fire extinguisher discharge into the main

gearbox (auxiliary power unit)
sure - the flight engineer
compartment
make

fire extinguisher discharge has operated automatically by reference to illumination of the MAIN
FIREX DISCH (I OYEPEJb) yellow annunciator of the
main gearbox (auxiliary power unit) compartment.
(3) If the automatic control unit of the main fire extinguisher discharge has failed to operate, use the main
fire extinguisher discharge in the main gearbox
(auxiliary power unit) compartment - to be switched
on manually - the flight engineer
(cont'd)
6.4;6
Dec 23/93
FLIGHT MANUAL
The flight engineer should manually switch on the
main fire extinguisher discharge in the main gearbox
(auxiliary power unit) compartment, for which purpose
he should depress the MAIN FIREX DISCH MANUAL CTL
(PYYHOE BKJIIOYEHME 1 OYEPEAb) button of the main gearbox (auxiliary power unit) compartment.
(4)
"Distress" signal - to be injected - the helicopter

commander
signal.
( 5 ) If the fire has not been
extinguished by the main

extinguisher discharge in the main gearbox (auxiliary
power unit) compartment - to be switched on - the
flight engineer
If the fire has not been extinguished on a lapse of

10 to 15 s after operation of the main fire extinguisher discharge, the A M - 9 GEARBOX FIRE (IIOXAP
PEAYK. AM-9) annunciator remains alive, the flight
engineer should switch on the alternate fire extinguisher discharge by depressing the ALTN DISCH (2
09EPEAb) button, check the alternate fire extinguisher discharge operation by reference to illumination of the ALT DISCH yellow annunciator. After
extinguishing the fire, the AM-9 GEARBOX' FIRE red
annunciator should go out
(6)

the fire in the engine and measures taken to the ATC
service.
('7)
Landing on the selected site - to be executed - the

(cont'd)
Dec 23/93
6.4.7
YO 4
FLIGHT MANUAL

to change over to the VFR flying.
The co-pilot should render assistance to the helicopter commander in selecting the landing site.
(8)
The engines - to be shut down - the helicopter commander, flight engineer

down the engines with the aid of the engine shutdown
valves; the helicopter commander should order the
(9)
The helicopter
engineer
to
be
deenergized
the
flight

(10)
Evacuation measures - to be taken - the helicopter

commander
6.4.5.
Fire in KO-50 Heater Comvartment

The detailed contents of the "Fire
Compartment" emergency check-out sheet:
(1)
in
KO-50 Heater
The helicopter transition to descent - to be exethe helicopter commander, co-pilot

cuted

the helicopter transition to descent at the same
*(2)
The main fire extinguisher discharge in the KO-50

heater compartment has operated - make sure - the
flight engineer
fire extinguisher discharge automatically operates
by reference to illumination of the MAIN FIREX DISCH
Dec 23/93
go5
FLIGHT MANUAL
(1 OYEPEAb) yellow annunciator of the KO-50 heater
compartment.
(3)
If the automatic control unit of the main fire extinguisher discharge has failed to operate, use the
main fire extinguisher discharge in the KO-50 heater
compartment - to be switched on manually - the
flight engineer
If the automatic control unit of the main fire
extinguisher discharge has failed to operate, the
flight engineer should switch on manually the main
fire extinguisher discharge in the KO-50 heater compartment. If the automatic control unit of the main
fire extinguisher discharge has failed to operate,
the. KO-50 FIRE (IIOXAP KO-50) annunciator remains
alive, the flight engineer should manually switch on
the main fire extinguisher discharge, for which
purpose depress the MAIN FIREX DISCH MANUAL CTL
(PYYHOE BICmOrIEHME 1 0YEPEAb) button of the KO-50
heater compartment
(4) Heater KO-50 -
to
be
switched
off
the
flight
engineer
The flight engineer should switch off heater KO-50
and make certain that it is deenergized by reference
to extinguishing of the KO-50 OPERATING (KO-50
PAFOTAET) annunciator.
*(5)
"Distress" signal - to be injected - the helicopter

commander
The helicopter
tress" signal.
(6)
commander should
inject the
"Dis-
If the fire has not been extinguished by the main

extinguisher discharge in the KO-50 heater compartment - the flight engineer
If the KO-50 FIRE red annunciator remains alive
after operation of the main fire extinguisher discharge, the flight engineer should switch on the
alternate fire extinguisher discharge by depressing
the ALTN DISCH (I1 OYEPEAb) button, check the alter(cont'd)
Dec 23/93
6.4.9
FLIGHT MANUAL
nate fire extinguisher discharge operation by reference to illumination of the ALTN DISCH yellow annunciator. After extinguishing the fire, the KO-50 FIRE
red annunciator should go out.
(7)

The helicopter commander or co-pilot (on command
the helicopter fire and measures taken.
(8)
Landing on the selected site - to be executed - the

to change over to the VFR flying. The co-pilot
in selecting the landing site.
(9)
The engines - to be shut down

mander, flight engineer
the helicopter com-

down the engines with the aid of the engine shutdown
valves; the helicopter commander should order the
(10)
The helicopter
engineer
to be deenergized
the flight

commander
to be taken
the helicopter
Dec 2 3 / 9 3
FLIGHT MANUAL
EMERGENCIES
Fire in Cargo Compartment
6.5.
FIRE IN CARGO COMPARTMENT
6.5.1.
General
In case of fire aboard the helicopter at the places not
provided with the fire extinguishing system, it is
necessary to determine the cause of fire and isolate the
latter.
The fire is extinguished by the crew members with the aid
of the hand-operated fire extinguishers.
After detecting the fire source, it is necessary to
disconnect it from the helicopter electrical system and
proceed to extinguishing the fire.
In case of the fire occurrence when the fire source is not
known and cannot be detected, it is necessary to perform
the emergency descent and landing on the site selected
from the air.
6.5.2.
The detailed contents of the "Fire in Cargo Compartment"
emergency check-out sheet:
(1) The helicopter transition to descent

- the helicopter commander, co-pilot
to be executed

(2) The oxygen masks - to be put on - the helicopter commander, co-pilot, flight engineer
The helicopter commander, co-pilot and flight
gineer should take the oxygen masks and put them
The flight engineer should ensure putting of
oxygen masks on the helicopter commander and
pilot.
enon.
the
co-
( 3 ) Change-over to oxygen breathing - to be executed

the helicopter commander, co-pilot, flight engineer
All members of the crew should change over to the

pure oxygen breathing.
(cont'd)
Dec 23/93
6.5.1
FLIGHT MANUAL
EMERGENCIES
* (4)
Fire in Cargo Compartment
Measures t o extinguish fire with the aid of the hand operated fire extinguishers - to be taken - the helicopter commander, flight engineer
The helicopter commander should order the flight engineer to extinguish the fire with the aid of the
hand-operated fire extinguishers.
Notes. 1. When the fire spreads in the vertical plane,

it is necessary to direct an extinguishant
jet to the lower boundary of the fire seat.
2. In case of the fire spreading in the horizontal plane, it is necessary to direct an extinguishant jet to the nearest fire seat
boundary.
3. After disappearance of the open flame, release the fire extinguisher trigger lever and
visually check for the fire seat presence.
CAUTION: 1. THE FIRE EXTINGUISHER IS DISCHARGED WHEN
THE TRIGGER LEVER IS DEPRESSED.
2 . DO NOT INCLINE THE FIRE EXTINGUISHER IN
EXTINGUISHING THE FIRE.
(5)
"Distress" signal
commander
to be injected - the helicopter

signal
(6) The electrical system and consumers in the fire area

- to be deenergized - the helicopter commander, copilot, flight engineer
The helicopter commander, co-pilot, flight engineer
should turn off the circuit breakers and switches of
the consumers located in the fire area.
(7)

the emergency situation and measures taken to the ATC
service.
(8)
6.5.2
fGS
Landing on the site selected from air - to be performed - the helicopter commander, co-pilot
Dec 23/93
Section 7
PERFORMANCE
FLIGHT MANUAL
PERFORMANCE . Contents
S e c t i o n
PERFORMANCE
TABLE OF CONTENTS
Page
...................................
Summary of Characteristic Speeds . . . . . . . . . . . . . . . . . . . .
Takeoff . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Climb . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.1.1
Cruising Flight . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. .
7.5.1
...............................................
Approach and Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
Operational Limits . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7.6.1/2
Basic Definitions
Descent
7.2.112
7.3.1
7.4.1
7.7.112
7.8.1/2
Position Error Corrections . . . . . . . . . . . . . . . . . . . . . . . . . . 7 . 9 . 1 / 2

Helicopter Control Features . . . . . . . . . . . . . . . . . . . . . . . . . 7 . 1 0 . 1
Nomographs. Graphs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 . 1 1 . 1
000
Dec 2 3 / 9 3
CONTENTS
7.1/2
FLIGHT MANUAL
PERFORMANCE - Basic Definitions
BASIC DEFINITIONS
Speeds
The indicated airspeed is the speed indicated by the speed
indicator (meter).
The flight airspeed is the helicopter speed with respect
to the air medium.
The equivalent airspeed is the helicopter speed read by
the ideal (free from errors) speed indicator.
The position error correction for the speed indicator is
the correction taking into account of the errors in measuring the airspeed due to the air flow distortion at the
place of installation of the pitot-static tube.
The minimum permissible flight speed is the minimum
permissible flight speed authorized for the given flight
mass of the helicopter and its flight conditions.
The maximum permissible flight speed is the maximum
permissible indicated airspeed of the flight for the given
flight mass of the helicopter and its flight conditions.
The optimum flight speed is the flight speed at which the
helicopter has the highest rate of climb (maximum power
reserve) and maximum flight endurance.
The cruising speed - is the flight speed at which the enroute maximum-range flights under the specific flight
operating conditions (the flight altitude, outside air
temperature, helicopter flight mass) are executed.
The helicopter takeoff mass is the mass of the helicopter

at the moment of its liftoff out of the ground (runway) at
takeoff.
The helicopter landing mass is the mass of the helicopter
at the moment it touches down on the runway or pad (site)
at landing.
(cont 'd)
Dec 2 3 / 9 3
7.1.1
FLIGHT MANUAL

The helicopter maximum takeoff (landing) mass is the
helicopter mass permissible for takeoff (landing) in
service with regard for the limitations stipulated by the
structural strength, aerodynamics, base conditions.
The helicopter maximum permissible takeoff (landing) mass
is
the
helicopter
maximum
takeoff
(landing)
mass
permissible for the specific takeoff (landing) conditions
on the given site (runway)
Paths and Distances
The normal takeoff (landing) is the takeoff (landing),
with all engines and systems of the helicopter operating
normally, influencing the takeoff performance of the
helicopter, executed with use of the piloting technique
prescribed in the present Flight Manual.
The aborted takeoff is the takeoff which is conducted
normally until the failure of the engine (engines) or
systems of the helicopter, influencing the takeoff
performance, after which the takeoff is aborted and the
helicopter is landed on or off the runway.
The safe landing is the landing including the landing with
failed engine (engines) during which the safety of the
people aboard the helicopter is ensured in the event of
the touchdown practically without roll off or on the
runway. In the event of the off-runway landing, with the
engine (engines) failed, the helicopter breakdown may
occur.
The landing practically without roll is the landing during
which the roll length does not exceed 30 m.
The take-off point is the point on the runway or landing
site determined by the helicopter tip path plane axis
before beginning of the helicopter acceleration.
The aborted takeoff distance is the horizontal distance
covered by the helicopter from the takeoff point to the
helicopter stopping point on the runway or landing site
during the takeoff abortion caused by the engine failure.
Dec 2 3 / 9 3
FLIGHT MANUAL
The takeoff run is the horizontal distance covered by the
helicopter from the takeoff point to the helicopter
liftoff point (runway unstick point).
The landing roll is the horizontal distance covered by the
helicopter from the runway touchdown point to the
helicopter stopping point.
The obstacle limitation line
is the conventional
line (plane) over which no obstacles are present in the
approach area.
The approach area is the air space above the terrain
adjacent to the runway thresholds and located along
extended runway center line in which the helicopters climb
after takeoff and descent during their approach.
The
angle
of
inclination
of
the
obstacle
limit
conventional plane is the angle between the runway plane
and the obstacle limit conventional plane.
Helicoater Thrust
The helicopter thrust is the thrust numerically equal to
the helicopter mass in hovering.
The thrust out of the ground effect is the maximum thrust
developed by the helicopter to hover out of the ground
effect.
The thrust in the ground effect is the maximum thrust
developed by the helicopter to hover in the ground effect.
The helicopter thrust increase coefficient near the ground
- is the ratio of the helicopter thrust in the ground
effect to the helicopter thrust out of the ground effect.
The helicopter main rotor thrust out of the ground effect
at the takeoff power of the engines ( 3 9 0 0 hp), with the
dust protection device ejector switched off, in the
standard atmospheric and still-air conditions at the sea
level amounts to 13,300 kgf.
(cont'd)
Dec 2 3 / 9 3
7.1.3
FLIGHT MANUAL
PERFORMANCE
Basic Definitions
The main rotor thrust, with the engines running at the

rated power ( 3 4 0 0 hp) under the same conditions is equal to
1 2 , 0 4 0 kgf.
Switching on the dust protection device ejector reduces
the thrust approximately by 200 to 300 kgf.
Fig. 7 . 1 . 1 illustrates the dependence of the main rotor
thrust at the takeoff and nominal power ratings on the
hover altitude over the site located above the sea level
in the standard conditions.
7.1.4.6.
The main rotor thrust depends on the outside air

temperature, atmospheric pressure at the site height, wind
velocity and direction; the thrust dependence ori the
indicated parameters is
. illustrated by the nornographs
presented in Figs 3 . 1 . 1 to 3 . 1 . 4 .
7.1.4.7.
The main rotor thrust also depends on the engine actual

power which may decrease in the process of increase in the
engine
operating
time.
Therefore, to
specify
the
helicopter capability to take off, it is necessary, before
takeoff, to execute the check hovering.
7.1.4.8.
The recommendations for measuring the thrust are laid down

in Section 9 of the present Flight Manual.
Dec 2 3 / 9 3
Ydo
FLIGHT MANUAL
PERFORMANCE - Summary of Characteristicspeeds
7.2.
Summary of Characteristic Speeds
Flight conditions
Description of
speed
Indicated speed
Running
takeoff
Liftoff speed
30 to 40 kmlh
Hovering
Rate of turn
12 degls, max.
Climb
Best gradient
speed
120 to 100 km/h depending on altitude
Cruising
Minimum speed
60 to 80 kmlh
Maximum speed
250 to 100 km/h depending on flight

mass
Cruising speed
100 to 230 kmlh depending on altitude

and flight mass
Economy cruise
100 to 120 kmlh depending on altitude
Section (subsection, item,

subitem) of
Flight Manual
Speed during one- 55 to 190 km/h deengine-inoperapending on altitude

and flight mass
tive flight
Descent
Roll-on
landing
Optimum rate of
descent
120 to 180 kmlh at

altitudes below
2000 m
Glide speed in
main rotor auto
rotation mode
As in the level
flight regime
Landing speed
Dec 23/93
7.2.1/2
Ye5
FLIGHT MANUAL
PERFORMANCE
Takeoff
-
7.3.
TAKEOFF
7.3.1.
List of G r a ~ h s
7.3.1.1.
The nomograph to determine the maximum permissible takeoff

mass of the helicopter at the no-run takeoff and landing
out of the ground effect (Fig. 3.1.1).
7.3.1.2.
The nomograph to determine the helicopter mass increment

versus the wind velocity and direction at the takeoff and
landing out of the ground effect (Fig. 3.1.2).
7.3.1.3.
The nomograph to determine the maximum permissible takeoff

mass of the helicopter at the no-run takeoff and landing
in the ground effect (Fig. 3.1.3).
7.3.1.4.
The nomograph to determine the helicopter mass increment

versus the wind velocity and direction at the takeoff and
landing in the ground effect (Fig. 3.1.4).
7.3.1.5.
The nomograph to determine the helicopter maximum

permissible takeoff mass at the no-run takeoff allowing
the level flight at the optimum speed and at the altitude
of 300 m above the takeoff site height, with one engine
failed and other engine running at the extreme power (Fig.
3.1.5).
7.3.1.6.
The nomograph to determine the helicopter maximum

permissible takeoff mass allowing the climb at the
vertical velocity of 0.8 m/s and the optimum speed, at the
altitude of 300 m above the takeoff site, with one engine
failed and other engine running at the extreme power (Fig.
3.1.6).
7.3.1.7.
The normal and aborted takeoff paths during the no-run

takeoff with the maximum permissible mass determined by
the nomograph presented in Fig. 3.1.5 (Fig. 7.3.1).
7.3.1.8.
The aborted takeoff distance dependence on the altitude at

which one engine fails during the takeoff with the maximum
permissible takeoff mass determined by the nomograph
presented in Fig. 3.1.5 (Fig. 7.3.2).
7.3.1.9.
The altitude
speed danger-restricted areas (Fig. 7.3.3).

(cont'd)
Dec 23/93
7.3.1
FLIGHT MANUAL
PERFORMANCE
7.3.2.
Takeoff
To take off, use one of the following methods:
the no-run takeoff with acceleration in the ground

effect;
the no-run takeoff with acceleration out of the ground

effect;
with acceleration up to the speed of 30 to 40 km/h required for the helicopter liftoff (refer to Item 3.1.5
and Figs 3.1.1 to 3.1.4).
7.3.3.
During the no-run takeoff, the common path is recommended

for all flight conditions (refer to Sub-section 4.2). During the takeoff on the recommended path, the takeoff distance value is determined by the graph presented in Fig.
7.3.1. As it is seen from the graph, the takeoff distance
to gain the altitude of 15 m will be equal to 8 0 m . In case
of failure of one engine, the safe landing at the landing
speed of 30 km/h and touchdown rate up to 2 m/s is ensured
at the flight path points indicated in Fig. 7.3.1.
7.3.4.
The aborted takeoff distance is dependent on the altitude

at which the engine failed and is determined by the graph
presented in Fig. 7.3.2. For example, in case of an engine
failure at the altitude of 15 m , the aborted takeoff distance will be equal to 250 m.
7.3.5.
Fig. 7.3.3 illustrates the altitude - speed danger-restricted area where hatched zone 6 determines the boundaries within which the flights are not recommended without
necessity. The other zone (zone A) presented also in Fig.
7.3.3 is authorized for flights if the necessity arises.
The lower boundary of zone A is defined so as to prevent
the excessive vertical acceleration in landing and exclude
the permanent deformations of the helicopter structure in
case of failure of one engine in hovering and when moving
at the low forward speeds.
The right and upper boundaries of this zone are based on
the margin of the hover height during the helicopter movement at the low forward speeds in case of the engine failure. The altitude margin takes account of the pilot's reaction delay and acceleration of the helicopter up to the
level flight speed, with one engine running, or up to the
approach speed with subsequent short landing.
7.3.2
Dec 23/93
FLIGHT MANUAL
PERFORMANCE - Climb
CLIMB
List of G r a ~ h s
Dependence of the vertical velocity
and time of climb on
the altitude and takeoff mass at the nominal power of the
engines, with the ice protection system being switched off
(Fig. 7.4.1).
Dependence of the vertical velocity and time of climb on
the altitude and takeoff mass at the nominal power of the
engines, with the ice protection system being switched on
(Fig. 7.4.2).
The helicopter trim curves representing the speed in the
level flight, climb at the takeoff power, descent, main
rotor autorotation (Fig. 7.10.7).
List of Tables
The best gradient speeds (Table 7.5.1).
The track, time of flight and fuel consumption during the
takeoff and climb (Table 3.1.4).
It is allowed to execute a climb within the indicated airspeed range specified in Table 7.5.1. The maximum rate of
climb is gained at the best gradient speed.
Dependence of the vertical velocity and time of climb at
the nominal power of the engines on the altitude in the
standard atmospheric conditions with the normal takeoff
mass and maximum takeoff mass of the helicopter is illustrated in Figs. 7.4.1 and 7 . 4 . 2 (with the ice protection
system being switched off and on, respectively). Switching
on the ice protection system decreases the vertical velocity by 1 m/s. The service ceiling of the helicopter having the nominal flight mass, with the ice protection system being switched off, amounts to 6000 m , and with the
ice protection system being switched on, 5900 m ; the helicopter service ceiling with the maximum flight mass and
ice protection system being switched off, amounts to
4800 m and when the ice protection system is switched on,
4500 m .
Dec 23/93
7.4.1
FLIGHT MANUAL
PERFORMANCE - Climb
7.4.5.
The track, time of flight and fuel consumption in climb at

the best gradient speed are specified in Table 3 . 1 . 4 . As a
rule, a climb is executed at the nominal power of the
engines. If necessary, the climb may be executed at the
takeoff power (for not more than 6 minutes) and also at
the power below the nominal one.
7.4.6.
The speed trim curves of the helicopter in climbing are

shown in Fig. 7.10.7.
7.4.2
Dec 2 3 / 9 3
FLIGHT MANUAL
PERFORMANCE
7.5.
Cruising Flight
CRUISING FLIGHT
List of Graahs
Variation in the permissible airspeeds versus the helicopter flight mass and altitude (Fig. 7.5.1).
Variation in the permissible flight speeds (indicated
airspeeds) versus the helicopter flight mass and altitude
(Fig. 7.5.2).
The graphs illustrating the fuel consumption per kilometer
(Figs 3 . 1 . 1 4 through 3.1.20).
The graphs illustrating the fuel
(Figs 3.1.21 through 3.1.271.
consumption
per
hour
Dependence of the flight speeds (air and indicated speeds)

on the cross-section of the external store (Figs 3.1.28
through 3.1.321.
The increment of fuel consumption per kilometer when carrying the external store having the maximum cross-section
of 1 m2 versus the indicated airspeed of the flight
(Fig. 3.1.32).
Dependence of the helicopter flight mass on the outside
air temperature in the level flight at the best speed of
120 kmlh in case of failure of one engine and other engine
running at the extreme power (Fig. 3.1.5).
List of Tables
The minimum, maximum, cruising and economy cruise speeds
(indicated and air) in the level flight for the maximum
flight mass and normal flight mass (Table 7 . 5 . 1 1 .
The fuel consumption per kilometer and per hour at the
various altitudes and cruising speeds versus the flight
mass (Table 7.5.2).
Dependence of the speed range in the single-engineoperative flight, with the engine running at the extreme
power, on the helicopter mass and barometric altitude
(Table 7.5.3).
The fuel consumptions per kilometer and per hour in the
single-engine-inoperative flight (Table 3.1.7).
Dec 23/93
7.5.1
FLIGHT MANUAL
VGt
PERFORMANCE - Cruising Flight

The minimum, maximum, cruising and economy cruise speeds (air
and indicated) of the flight for the maximum flight mass and
normal flight mass are indicated in Fig. 7.5.2 and in Table
7.5.3.
7.5.1.
Minimum, Maximum, Cruising and Economy Cruise Speeds (Indicated and

Air) in Level Flight for Maximum Flight Mass and Normal Flight Mass
Table 7 . 5 . 1
m
A1 titude
<
11,100 kg
air speed
In
indicated speed
V
max .
V
cr.
V
vec.
min.
Vb
252
158
264
256
246
213
233
233
233
234
230
213
125
128
132
138
133
141
68
70
72
75
79
82
V
max .
V
cr.
vec.
vb
min .
250
250
250
230
210
170
230
225
220
210
195
170
120
120
120
120
110
110
60
611
60
60
60
60
Table 7 . 5 . 1 , continued
Altitude,
m
11,100 kg
< m 1 13,000 kg
air speed
min.
max .
68
70
72
75
79
82
110
230
230
230
195
160
120
100
'7.5.2
indicated speed
Dec 2 3 / 9 3
min.
FLIGHT MANUAL
PERFORMANCE
Cruising Flight
The minimum flight speed of the helicopter is limited to

60 kmlh at the altitudes up to 4000 m for the flight mass
exceeding 11.1 t and at the altitudes up to 5000 m for the
flight mass of 11.1 t and less since the flights at the
lower speeds may disturb the speed indicator reading as
the pitot-static tube is subjected to the main rotor downwash airflow. The minimum speed limit of 80 km/h for the
helicopter to fly at the service ceiling is dictated by
the available power of the engines and the power required
for performing the level flight.
At the altitudes below 110 m , when the orientation with
respect to the ground is possible, the flight at the lower
speeds down to the hover is tolerable in case of the extreme necessity. However, this is extremely undesirable
since the failure of one engine and particularly two engines presents the certain difficulties during the helicopter landing.
The maximum forward speeds at the altitudes from 0 to
1000 m are limited by the ratio of the required power to
the available one. The maximum flight speeds at the altitudes over 1000 m are limited on the condition that the
sufficient speed margin up to the flight conditions in
which the retreating blade tip stall occurs is provided.
As the flight mass, flight altitude and outside air temperature increase, the flight speed at which the stall occurs decreases. The maximum flight speeds specified in the
present Flight Manual are set with regard to the stall
margin in all steady flight conditions. Since a decrease
in the blade tip stall margin takes place at the high
altitudes and high speeds, avoid the sharp maneuvers under
these conditions. The power of the engines required for
the level flight depends on the flight altitude, speed and
flight mass of the helicopter; the greatest power is required during the hovering and flight at the maximum
speed. Transition from the hovering to the flight at the
forward speed causes the required power to decrease. Decreasing the required power takes place until the forward
Dec 23/93
7.5.3
FLIGHT MANUAL
PERFORMANCE - Cruising Flight
speed at which the power consumption due to the helicopter

drag incrases more rapidly than the power consumption for
development of the main rotor thrust (induced power) will
decrease. This speed is the best gradient speed and
economy cruise speed of the flight, ensuring the maximum
climbing rate and flight endurance. The values of this
speed are indicated in Figs 7.5.1 and 7.5.2 and Table 7.5.1.
Figs 7.10.6 and 7.10.7 (curve "a") illustrate dependence
of the main rotor collective pitch setting angle on the
indicated airspeed of the flight, which denotes the change
performance of the required power versus the forward
speed. As it is seen from the graphs, the main rotor collective pitch required for performing the level flight decreases to the indicated airspeed of 120 km/h and increases with the further rise of the speed.
The prolonged en-route flights are recommended to be conducted at the cruising speeds. When flying at the cruising
speeds or at the speeds close to them (210 icm/h), the
maximum flight range is obtaine,d. At the high altitudes
the cruising speeds coincide with the maximum speeds and
are limited by the main rotor blade tip stall.
The fuel consumptions per kilometer and per hour during
the flight at the cruising speeds are indicted in Table
7.5.2.
7.5.4.
The fuel consumptions per kilometer and per hour during

the level flight depending on the flight speed for the various altitudes and flight mass of the helicopter are
shown on the graphs presented in Figs 3.1.14 through
3.1.27. These graphs are plotted for the airspeeds. If the
necessity arises to find the fuel consumption for the
indicated airspeeds, their conversion into the airspeeds
is executed with the aid of the graph presented in
Fig. 7.9.2.
(cont'd)
7.5.4
Dec 23/93
FLIGHT MANUAL
PERFORMANCE
Cruising Flight
Table 7 . 5 . 2
Fuel Consumption per Kilometer and per Hour
at Various Altitudes and Speeds for Maximum
Range Versus Flight Mass
(Main rotor speed - 95 % )
Fuel consumed by helicopter with flight mass, kg
H,
m
9000
kg/km
100
500
1000
2000
3000
4000
5000
6000
7.5.5.
10,000
2.66
2.55
2.44
2.24
2.11
2.00
2.18
2.62
11,000
kg/h kg/km kg/k kg/km kg/b kg/km

620
593
569
525
485
426
354
380
2.69
2.60
2.49
2.33
2.22
2.14
2.50
3.31
627
605
580
546
510
455
406
480
2.75
2.67
2.57
2.44
2.35
2.36
3.0
4.62
13,000
12,000
641
621
599
572
540
502
488
655
2.84
2.76
2.69
2.56
2.63
3.16
kg/h kg/km
621
601
587
559
500
487
2.93
2.86
2.81
2.71
2.91
3.73
Q
kg/h
640
623
614
592
554
575
The helicopter with normal flight mass and maximum flight

mass ensures the level single-engine-operative flight at
the extreme power of the engine in the standard atmospheric conditions and within the speed range indicated in
Table 7 . 5 . 3 .
When the ice protection system is swiched on, the range of
forward speed is narrowed as compared with that given in
Table 7 . 5 . 3 (the minimum speed increases, whereas the
maximum speed decreases approximately by 20 krn/h). It is
recommended l;o perform the single-engine-operative flight
at the speed of 1 2 0 to 1 3 0 km/h, since the power required
for the flight has the minimum value. The helicopter, with
one engine failed and other engine running at the extreme
power, may continue the level flight with the flight mass
FLIGHT MANUAL
PERFORMANCE
Cruising Flight
indicated on the nomograph presented in Fig. 3.1.5. The

given nomograph is plotted for the helicopter, with the
engine ice protection system switched off; when the engine
ice protection system is switched on, the helicopter mass
should be decreased by 400 to 500 k g as compared with that
shown on the nomograph.
Table 7.5.3
Dependence of Speed Range During Flight with One Engine
Running at Extreme Power on Helicopter Mass and
Barometric Altitude of Flight (with Ice Protection
System Switched Off)
--
Barometric
Indicated airspeed, km/h, with flight mass
altitude, m
up to 11.1 t
from 11.1 to 13 t
Since the time of continuous operation of the engine at

the emergency power is limited (refer to Sub-section 8 . 2
of the present Flight Manual), and the flight at the
nominal power may be followed by descent, it is necessary,
after failure of one engine, to select a site and execute
the landing as short as possible, with the engine running.
The
one-time (within the
service
life)
continuous
operation of the engine at the emergency power is
tolerable in compliance with the directions laid down in
Item 8.2.2.
7.5.6
000
Dec 23/93
FLIGHT MANUAL
PERFORMANCE - Descent
DESCENT
List of Graphs
Rate of descent at the main rotor autorotation versus the
flight speed at the altitude of 1000 m (Fig. 7 . 6 . 1 ) .
List of Tables
Indicated airspeed during descent, rate of descent, fuel
mass consumed during descent, track, power-on descent time
(Table 3 . 1 . 5 ) .
Descent Procedure
The descent procedure is laid down in Section 4 "Descent"
Depending on the flight altitude, the power-on descent is
tolerable both vertically and on the slant paths. The main
rotor autorot,ation descent is executed only on the slant
path.
All descent characteristics (the indicated airspeed, vertical velocity, track, descent time, mass of consumed
fuel) in the descent conditions are given in Table 3.1.5.
In case of failure of two engines in flight, the flight
and landing may be continued in the main rotor autorotative conditions only.
The autorotation characteristic in the form of dependence
of the flight vertical velocity is shown in Fig. 7 . 6 . 1 . As
it is seen from the figure, the minimum vertical velocity
is obtained at the flight speed of 110 to 150 kmlh and the
minimum flight-path angle, at the speed of 1 8 0 to
1 9 0 km/h. Therefore, to obtain the required maximum path
for a safe landing, it is necessary to glide the helicopter from the altitude of 2000 m at the speed of 1 8 0 km/h/;
if no maximum gliding path is desired, the autorotation
flight at the speed of 1 4 0 km/h is recommended.
000
Dec 23/93
7.6.1/2
FLIGHT MANUAL
PERFORMANCE
Approach and Landing
7.7.
APPROACH AND LANDING
7.7.1.
The approach and landing methods are laid down in Section

4 "Normal Procedure".
000
Dec 23/93
7.7.1/2
FLIGHT MANUAL
PERFORMANCE
Operational Limits
7.8.
OPERATIONAL LIMITS
7.8.1.
The flight limit characteristics are laid down in Section

2 "General Operational Limitations".
Dec 2 3 / 9 3
7.8.'1/2
4H
FLIGHT MANUAL
PERFORMANCE - Position Error Corrections
Y80
7.9.
POSITION ERROR CORRECTIONS
7.9.1.
List of Graohs
7.9.1.1.
The position error corrections of the

versus the flight speed (Fig. 7.9.1).
7.9.1.2.
Conversion of the flight speed into the indicated airspeed

(Fig. 7.9.2). The position error corrections for the speed
indicator Vc are indicated in Fig. 7.9.1. The knowledge of
the position error corrections is required for converting
the indicated airspeed into the airspeed and vice versa.
speed
indicator
Flight airspeed V may be determined from the formula:
Vind
Vc
-/a
where A is the air relative density.
Depending on the flight altitude in the international
standard atmosphere conditions, value A may be found from
the formula:
where: p o
0.12492 kgf.s2/m4,
ground ;
is the air density near the
pf - is the air density at the flight altitude.
If the outside air temperature at the flight altitude differs from the standard one, value pf is determined from
the formula:
Pf=
Pst' Tst,
Tf
The graph representing dependence of airspeed on the equivalent and indicated airspeeds is shown in Fig. 7.9.2.
Dec 23/93
7.9.1/2
FLIGHT MANUAL
PERFORMANCE - Helicopter Control Features
HELICOPTER CONTROL FEATURES
List of Graphs
Dependence of the swashplate tilt angle on the control
stick longitudinal deflection (Fig. 7 . 1 0 . 1 ) .
Dependence of the swashplate tilt angle on the control
stick lateral deflection (Fig. 7 . 1 0 . 2 ) .
Dependence of the tail rotor blade
pedal travel (Fig. 7 . 1 0 . 3 ) .
pitch angle
on the
Dependence of the tail rotor blade rod extension on the

pedal travel (Fig. 7 . 1 0 . 4 ) .
Dependence of the extreme pitch angle of the tail rotor
blade on the outside air temperature and flight altitude,
with the right-hand pedal being deflected all the way forward (the characteristic of tail rotor pitch limit system
CIIYY-52) (Fig. 7 . 1 0 . 5 ) .
The helicopter
(Fig. 7 . 1 0 . 6 ) .
straight-and-level speed
trim
curves
The helicopter speed trim curves for the level flight,

climb at the takeoff power, descent, main rotor autorotation (Fig. 7 . 1 0 . 1 ) .
Dependence of the helicopter slip angle on the angle of
roll when conducting the coordinated slipping from the
level-flight
conditions
at
the
various
speeds
(Fig. 7 . 1 0 . 8 ) .
The
angle-of-roll trim
curves when
conducting the
coordinated slipping from the level-flight conditions at
the various speeds (Fig. 7 . 1 0 . 9 )
Helicopter Control Features
The helicopter longitudinal and lateral control is
effected by the respective deflection of the cyclic pitch
control stick.
The main rotor collective pitch is controlled for changing
the vertical component of the main rotor thrust resultant
force.
It is effected by the simultaneous change of all blades
setting angle by means of the collective pi-tch control
lever.
(cont'd)
Dec 2 3 / 9 3
7.10.1
FLIGHT MANUAL
Increasing the collective pitch causes the main rotor
thrust to increase; in this case, the main rotor counterrotating torque acts on the helicopter (relative to the
vertical axis) directed to the side opposite to the sense
of rotation of the rotor. Increasing also is the power
consumed by the rotor, provided the main rotor speed is
maintained constant. Therefore, the main rotor collective
pitch control of the helicopter is associated with the
control of its power plant.
The directional control is effected by changing the tail
rotor collective pitch due to deflection of the tail rotor
control pedals.
Deflecting the pedals causes the tail rotor thrust and, as
a consequence, the torque acting on the helicopter relative to the vertical axis to change. Except the directional control, the tail rotor ensures the equalizing of
the resultant counterrotating torque of the main rotor.
Deflecting the control stick forward and to the left and
the right pedal forward from the neutral position is taken
as positive.
Using the said controls, the pilot can change the forces
and torques acting on the helicopter, thus maintaining the
desired attitude of the helicopter in the various flight
conditions. The main rotor cyclic pitch and collective
pitch are controlled with the aid of the swashplate.
The control stick is kinematically coupled with the swashplate (Figs 7.10.1 and 7.10.2) so that the controls stick
neutral position corresponds to deflection of the swashplate ring forward and to the left, thus decreasing the
amount of deflection of the control stick in the cruising
flight conditions. Similarly, the neutral position of the
pedals corresponds to the positive blade angle of the tail
rotor which allows flying in the cruising conditions, with
the pedals set to the close-to-neutral position (the left
pedal is deflected forward by 10 to 15 % of its travel
(Fig. 7.10.3)). All these factors reduce the pilot fatigue
during the prolonged cruising flights. Fig. 7.10.4 illustrates the tail rotor blade rod extension versus the
pedal travel.
(cont'd)
7.10.2
Dec 23/93
FLIGHT MANUAL
q8-b
7.10.3.
Since the control is effected through the irreversible

hydraulic boosters, provision is made for the artificialfeel springs to impose the load on the control levers.
The spring stiffness and friction force of the autotrinnner
electromagnetic brakes are selected so that in case of
failure of the autotrimmer in any position of the control
levers, the force applied to the control stick does not
exceed 12 kgf and that applied to the pedals (with full
reversal) does not exceed 20 kgf. To take the load off the
load feel mechanisms (artificial feel units), momentarily
depress the autotrimmer button located on the control
stick, by means of which, the brakes of the load feel
mechanism are applied. The helicopter longitudinal control
system is provided with the hydraulic stop limiting the
swashplate tilt backward up to Z012'. The g r e a t e r backward
tilts of the swashplate can be obtained by applying a
force of 13 to 17 kgf to the control stick.
The hydraulic stop system is actuated during compression
of the main landing gear shock struts and is designed to
prevent the tail boom from striking by the blades in case
of a sharp backward pull of the control stick when taxiing
the helicopter. The helicopter directional control is
provided with pitch limit system CIIYY-52 which ensures the
required directional control margin in the hovering in
case of variation in the outside air temperature and
pressure.
While hovering, the required forward travel of the right
pedal is decreased with increase of the outside air density (increase of pressure and decrease of outside air
temperature). Simultaneously, pitch limit system CIIYY-52
shifts the variable stop to decrease the maximum travel of
the tail rotor rod, thus preventing the overload of the
transmission and tail boom. Dependence of the extreme
pitch angle of the tail rotor blade on the outside air
temperature and pressure altitude is shown in Fig. 7.10.5.
Trimming of Helicopter on Ground
When moving the helicopter off from rest, taxiing, running, during the helicopter takeoff and its landing, lifting off and touching down, the helicopter may tend to
overturn laterally relative to the line passing through
the front wheel and one of the main landing gear wheels.
Dec 23/93
7.10.3
FLIGHT MANUAL
PERFORMANCE
7.10.4.
The force of gravity, main rotor thrust, tail rotor thrust

and terrestrial gravity force act on the helicopter, with
its engines running, on the ground. The overturning force
will be the tilt rotor thrust, cross forces caused by the
taxiing turns and wrong actions of the pilot, the main
rotor thrust component. The restoring forces will be the
terrestrial gravity force and (when the pilot's actions
are correctly) the main rotor thrust component. An increase of the main rotor thrust results in a decrease of
the terrestrial gravity force acting on the helicopter. A
lateral tilt of the helicopter decreases the arm of the
gravity force acting on the helicopter with respect to the
line of the wheels and, consequently, decreases the stabilizing effect of this force. The crosswind, low stiffness
of the landing gear (insufficient charging of the shock
struts), high location of the center of gravity promote
the helicopter tendency to overturning on the ground. On
the slant slippery surface (ice, wet grass), the main rotor rotation may promote the lateral skidding. The higher
the main rotor thrust, the more is the overturning or
skidding danger.
Longitudinal Trim
The longitudinal trim at the preset speed is accomplished
by manipulation of the collective pitch control lever and
longitudinal deflection of the control stick.
On the graphs, the longitudinal trim is illustrated as the
trim curves representing swashplate longitudinal tilt 6,,
collective pitch
pitch angle d for the various power
and flight conditions. Tilting the swashplate by lo
corresponds to approximately 28 mm of the control stick
longitudinal travel.
Fig. 7.10.6 illustrates the pitch angles relative to the
helicopter datum line (the flight compartment floor) since
it is this pitch that the pilot feels in flight.
The longitudinal trim is mostly dependent on the flight
speed and change in the longitudinal center-of-gravity
position. The variation in the center-of-gravity position
of the helicopter by 100 mm changes the swashplate longitudinal tilt approximately by 0.6 to 0.7' and the pitch
7.10.4
Dec 23/93
FLIGHT MANUAL
PERFORMANCE
7.10.5.
angle by 1.2' practically over the entire range of flight

speeds.
In case of increasing the speed from the hovering to the
indicated airspeed of 30 to 35 kmlh, a sharp increase in
the total nose-up pitching moment is observed; in this
case, to trim the helicopter, it is necessary to deflect
the control stick considerably forward. With the indicated
airspeed increasing to 90 to 100 kmlh, the pitching moment
decreases: in this case, to trim the helicopter, it is
necessary to deflect the control stick backward.
The trimming position of the control stick practically
does not change in the indicated speed range of 100 to
130 kmlh. Further rise of the speed will cause the amount
of forward trimming deflection of the control stick to
increase and will reach its maximum value at the maximum
speed. The helicopter nose-down pitching increases with
the flight speed growing.
Required collective pitch angles 79 of the main rotor tend
to decrease with the forward speed increasing from the
hovering to the speed of 100 kmlh and then to increase
with the further increase in the speed.
Changing the flight conditions at the same speed brings
about a longitudinal out-of-trim of the helicopter
(Fig. 7.10.7). For instance, the transition from the level
flight to climbing at the speed of 120 km/h calls for the
control stick deflection backward approximately through
20 mm, the transition from the level flight to the main
rotor autorotation at the flight speed of 140 kmlh calls
for the control stick deflection forward approximately
through 25 mm. The longitudinal control margin has the
minimum value when pushing the control stick forward at
the maximum flight speed, with the helicopter having the
aft center-of-gravity limit and when pulling the control
stick backward in the tail-wind hovering of the helicopter
having the forward center-of-gravity limit.
Lateral Trim
The lateral trim is accomplished by the lateral deflection
of the control stick. With the flight speed increasing,
the lateral trim change is estimated by the lateral trim
deflections of the control stick (swashplate) i,n the
( c o n t 'dl
Dec 23/93
7.10.5
FLIGHT MANUAL
486
PERFORMANCE - Helicopter Contr-01 Features

-
7.10.6.
lateral direction at the various speeds in the steady

flight conditions (Figs 7.10.6 and 7.10.7).
While hovering, the helicopter is trimmed only with a
right roll up to 2 to 2.5O, with the control stick
deflected to the right. The crosswind in hovering changes
the required deflection of the control stick: the left
wind decreases and the right wind increases the required
deflection of the control stick to the right.
After transition from the hovering to the forward flight
at the speeds up to the maximum values, the control stick
should be deflected to the left to ensure the lateral trim
of the helicopter.
In the climbing and power-on descent conditions, the
required deflections of the control stick to the left,
with the flight speed increasing, are practically the same
as during the level flight.
The maximum deflection of the control stick to the left is
required when the helicopter is gliding in the main rotor
autorotation conditions at the high speed.
The considered peculiarities of the lateral trim relate to
a flight of the helicopter with symmetrical lateral
center-of-gravity.
Shifting the center-of-gravity towards the right side
requires the control stick deflections to the right to be
decreased. In this case, to meet the lateral force equilibrium condition, the required angles of roll to the
right or slip to the left will be greater than during the
flight with symmetrical lateral loading.
In contrast, shifting the helicopter center-of-gravity
towards the left side results in increasing the amount of
deflection of the control stick to the right, decreasing
the required angles of roll to the right or slip to the
left; in this case, a straight-line flight with no roll
and slip in some flight conditions is possible. Therefore,
if the symmetrical arrangement of the cargoes in the cargo
compartment is impossible, it is recommended to arrange
them towards the left side.
Directional Trim
The directional trim is accomplished by changing the tail
rotor thrust due to deflection of the directional control
pedals.
(cont'd)
Dec 23/93
'lB1
PERFORMANCE
FLIGHT MANUAL
..
7.10.7.
The greatest travel of the tail rotor rod and, as a

consequence, the greatest forward travel of the right
pedal take place in the hover mode. During transition to
the level flight with the speed growing, the required
power of the engines is reduced approximately to the
indicated airspeed of 110 to 120 km/h; a further increase
in the forward speed requires that the engine power should
be also increased.
The required deflection of the pedals for the directional
trim is changed with increase of the speed approximately
in the same manner. However, during the level flight, the
minimum required deflection of the right pedal is needed
at the speeds of 150 to 170 km/h, but not at the speeds of
110 to 120 km/h due to increase of the tail rotor
effectiveness with increase of the flight speed. A further
increase of the speed requires that the forward deflection
of the right pedal should also be increased (Figs 7.10.6
and 7.10.7).
When climbing, the required forward deflections of the
right pedal are greater than during the level flight at
the same speed due to the greater required power of the
engines. In the main rotor autorotation conditions, due to
the friction forces in the gearbox and transmission, the
turning moment occurs and acts in the sense of rotation of
the main rotor. To ensure the directional trim of the
helicopter in this conditions, the left pedal should be
deflected forward. Change in the longitudinal center-ofgravity of the helicopter practically has no influence on
the directional trim. The directional control minimum
margins are provided in the hovering, with the helicopter
having the maximum flight mass and in gliding at the main
rotor autorotation. In these conditions, the control
margins are sufficient (at least 10 % of the full travel
of the pedals).
Trim of Helicopter Executing 360' Banked Turns.
Spirals and Coordinated Slips
An increase of roll when executing the 360' banked turns
and spirals in climbing requires that the control stick
should be pulled significantly backward and this deflection is greater for the left 360' banked turn and spirals than for the right ones. Reducing the power condi-
Dec 23/93
7.10.7
FLIGHT MANUAL
7.10.8.
tions of the engines decreases the required deflection of

the control stick backward.
When executing the spirals, the lateral and directional
trims change insignificantly.
When flying the helicopter, the coordinated slipping
conditions are resorted to only in the specific cases,
when it is necessary to maintain the straight forward
flight (to maintain the selected course) in presence of
the crosswind, for example, when executing the crosswind
approach.
The coordinated slipping is accomplished by the respective
deflection of the pedals. The resultant rolling moments
are
counteracted
by
deflecting
the
control
stick
laterally. Influence of the slip angle on the helicopter
trim is illustrated in Figs 7.10.8 and 7.10.9. At the
great slip angles, the amount of lateral deflection of the
control stick per unit of roll angle decreases.
Peculiarities of Helicopter Stability
The stability implies the helicopter ability to independently return to the initial steady flight conditions
after termination of effects of all external disturbances.
The helicopter stability is divided into the static and
dynamic stability.
The static stability is the helicopter ability to prevent
the specified parameters (speed, angles of attack and
slip) from being changed.
The dynamic stability features the helicopter travel when
restoring the initial flight conditions.
The dynamic stability depends on combination of the static
stability, damping of the helicopter oscillations and
mutual effect of the longitudinal and lateral motions in
the assigned flight conditions. The helicopter features
the high slip-angle static stability and low angle-ofattack and flight speed static stability over the entire
operating range of the flight speeds.
A single-rotor helicopter exhibits the less damping properties than an aircraft. Besides, the helicopter features
the interrelation between the lateral and longitudinal
movements.
Dec 23/93
FLIGHT MANUAL
PERFORMANCE
On being disturbed, the helicopter exhibits the vibratory

motion as far as the speed, roll and pitch angles are concerned, with the amplitude of these parameters being variable in time. Besides, a low aperiodic drift of the helicopter from the operating conditions takes place, i.e. the
helicopter does not feature the dynamic stability over the
entire range of the flight speeds, including the hovering.
At the same time, the degree of dynamic stability of the
helicopter is quite tolerable as indicated by the fact
that the helicopter allows the hands-off flight for rather
a long period of time in the non-turbulent atmospheric
conditions, with the angle of roll (as the most quickchanging parameter) being changed by 10'.
With the autopilot disengaged, the time of flight may reach 2 minutes and
more. When the autopilot is engaged, the flight-disturbance characteristics are improved and the helicopter flying is significantly simplified.
7.10.9.
Helicopter Maneuverability
The helicopter maneuverability is characterized by the
helicopter ability to change the spatial attitude, i . e . to
change the flight speed, altitude and direction.
For accelerating the helicopter during the level flight,
it is necessstry to increase the main rotor thrust component directed along the flight path.
7.10.9.1. Due to a tilt of the main rotor resultant thrust together
with the helicopter tilt, the thrust vertical component
decreases and the helicopter tends to descend, which
should be counteracted by increasing the main rotor collective pitch.
For executing the horizontal acceleration at the maximum
rate, it is necessary to increase the engine power up to
the takeoff one for 9 to 10 s with simultaneous increase
In this
of the nose-down pitch angle up to 15 to 20'.
case, the main rotor speed should be within the minimum
limits. In the process of further acceleration at the constant power of the engines, it is necessary to maintain
the horizontal acceleration by decreasing the nose-down
pitch angle. The time of acceleration of the helicopter at
the maximum rate within the speeds of 60 to 220 km/h
amounts to 36 to 26 s. The maximum speed rise per second
amounts, on the average, to 6 to 9 kmlh. As the flight
Dec 23/93
7.10.9
FLIGHT MANUAL
PERFORMANCE
7.10.9.2.
speed increases, during the helicopter acceleration, the

helicopter exhibits a tendency to roll to the right due to
the change in the helicopter speed lateral trim, which
should be counteracted by deflecting the control stick to
the left.
For decreasing the helicopter speed during the level
flight, it is necessary to increase the pitch angle and
decrease the main rotor collective pitch. The greater the
nose-up pitch angle, the greater is the amount of decrease
in the main rotor collective pitch required for the horizontal deceleration, and hence, the more intensive is the
helicopter deceleration.
For executing the intensive horizontal deceleration at the
speeds close to the maximum ones, it is necessary to increase the pitch angle by 1 0 to 15' as compared with the
initial value for approximately 8 to 1 2 s with simultaneous decrease of the main rotor collective pitch to
maintain the selected flight altitude.
In this case, the main rotor collective pitch decrease may
3 against the indicator. In this case, the
reach 2.5 to '
main rotor speed should be within the maximum limits. In
the process of further deceleration, it is necessary to
maintain the altitude invariable by respectively changing
the pitch angle, and when reaching the minimum speed at
the end of deceleration, it is necessary to increase the
engine power and decrease the pitch angle. The average
time of horizontal deceleration, beginning with the speed
of 220 km/h at the maximum rate may reach 28 s. As the
flight speed decreases during deceleration, the helicopter
exhibits a tendency to roll to the left due to a change in
the helicopter speed lateral trim, which is counteracted
by deflecting the control speed to the right.
The direction of flight is maintained by the respective
deflection of pedals.
7.10.10
000
Dec 2 3 / 9 3
FLIGHT MANUAL
PERFORMANCE - Nornographs,
Graphs
Dependence o f Main R o t o r T h r u s t on Hover A l t i t u d e

Figure 7 . 1 . 1
FLIGHT MANUAL
PERFORMANCE - Nomographs, Graphs
Normal and Aborted Takeoff Paths During No-Run Takeoff with

Maximum Takeoff Mass Determined by Nomograph 3.1.5
Figure 7.3.3
(cont'd)
7.11.2
Dec 23/93
Y93
F L I G H T
M A N U A L
Dependence of Aborted Takeoff Distance on Altitude at Which

One Engine Fails, with Maximum Permissible Takeoff Mass
Determined by Nomograph 3.1.5
Figure 7.3.2
Dec 23/93
7.11.3
F L I G H T
M A N U A L
ALTITUDE
7.11.4
- SPEED Danger Areas

Figure 7 . 3 . 3
Dec 2 3 / 9 3
YJg
F L I G H T
M A N U A L
PED.FORMANCE - Nonographs, Graphs
Dependence of Rate of Vertical Climb and Time of Climb on

Altitude and Takeoff Mass at Nominal Power Setting of Engines
(Ice Protection System Is Switched Off)
Figure 7.4.1
F L I G H T
M A N U A L
PCRFORb4ANCE - Nomographs, Graphs
Dependence of Rate of Vertical Climb and Time of Climb on

Altitude and Takeoff Mass at Nominal Power Setting of Engines
(Ice Protection System Is Switched On)
Figure 7.4.2
F L I G H T
M A N U A L
PERFORMAl4CE - N3mographs, Graohs
Variation in Minimum, Economical, Cruising and hlaximum

Airspeeds Versus Helicopter Flight Mass and Altitude
Figure 7.5.1
F L I G H T
PERFORMANCE -
M A N U A L
Nomcgraphs, Graphs
Variation in Minimum, Economical, Cruising and Maximum

Indicated Airspeeds Versus Helicopter Flight Mass and Altitude
Figure 7.5.2
(cont'd)
Dec 23/93
7.11.8
F L I G H T
M A N U A L
PERFORMA?iCE - Narnograghs, GI-aphs
Rate of Descent in Main Rotor Antorotation Conditions

Figure 7.6.1
Graph of PST Static Pressure Error Corrections Versus

Indicated Airspeed
Figure 7.9.1
F L I G H T
M A N U A L
?EDFORIJtANTE - ?!amographs, Cirapils
Dependence of Flying and Equivalent Airspeeds on Indicated

Airspeed
Figure 7.9.2
COO
F L I G H T
n A N u A L
"E~FORNAtiCE - Nornngt.spns. Graphs
Dependence of SwashplateTilt Angle on Control Stick

Longitudinal Deflection
Figure 7.10.1
F L I Q H T MANUAL
PERFORMANCE NomOgraPhS, Graphs
Dependence of Swashplate Tilt Angle on Control

Stick Lateral Deflection
Figure 7.10.2
Dependence of Tail Rotor Blade Pitch Angle on Pedal Travel

Figure 7.10.3
503
F L I G H T
M A N U A L
Dependence o f T a i l R o t o r Rod E x t e n s i o n on P e d a l T r a v e l
Figure 7.10.4
F L I G H T
PERFORMANCE
M A N U A L
Nomographs, Graphs
Dependence of Extreme Pitch Angle of Tail Rotor on Outside

Air Temperature and Flight Altitude, with Right-Hand
Pedal Deflected All Way Forward (CllYY-52 Characteristic)
Figure 7.10.5
Dec 23/93
7.11.14
F L I G H T
505
M A N U A L
Helicopter Straight-and-Level Flight Trim Curves

Mass - 11,100 kg; flight altitude - 1000 m; center of
gravity: A
+300 mm; B
+I00 mm; C = -95 mm
Figure 7.10.6
F L I G H T
M A N U A L
Helicopter Trim Curves with Respect to Airspeed for

Various Straight Flight Conditions
Figure 7.10.7
Mass - 11,100 kg; center of gravity - 100 m m ; flight altitude
1000 m; A - level flight; B - takeoff power of engines; C power-on descent; Va
5 m/s; D - main rotor autorotation
7.11.16
Dec 23/93
94
F L I G H T
D"WZD?!AblCE
M A N U A L
- 2.?xo3r.i?hs;
r,,.ap!li
Dependence of Helicopter Slip Angle on Angle of Roll when

Conducting Coordinated Slipping from Level Flight
Conditions at Various Speeds
Figure 7.10.8
May 15/91
.,.ll.li
F L I G H T
M A N U A L
PERFOKMAYCE - I!omograghs, Graphs
Helicopter Trim Curves with Respect to Angle of Roll

when Conducting Coordinated Slipping from Level
Flight Conditions at Various Speeds
Figure 7.10.9
Mass - 11,100 kg; center of gravity - 100 mm;
flight altjtude - 1000 m
FLIGHT MANUAL
RECORD OF REVISIONS INCORPORATED IN FLIGHT MANUAL
Dec 08105
Record of Revisions Incorporated

in Flight Manual
Page 1
FLIGHT MANUAL
RECORD OF TEMPORARY REVISIONS
Dec 23/93
Record of Temporary Revisions

Page 2

Mil Mi 171 Flight Manual Book 1.stamped

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Mil Mi 171 Flight Manual Book 1.stamped

Uploaded by

Copyright:

Available Formats

Effective for helicopter .

NO171E 00 05440 2401 U

LIST OF EFFECTIVE PAGES

Section, SubSection, Subject

2.2. General Limita-

2.5. General Light

Section, SubSection, Subject

LIST OF EFFECTIVE PAGES

Section. SubSection, Subject

4.8. Check-Out Sheet

4.2. Takeoff and

4.4. Cruising Flight

4.9. List of Acceptable

LIST OF EFFECTIVE PAGES

Section, SubSection, Subject

4a.7. Flights with

-4a.8. Fliehts for Performing Building and

5.1. General Instructions on

5.2. Adverse Situation CheckOut Sheets

5.3. Flight withFailured Engine

5.5. Droo of Oil

LIST OF EFFECTIVE PAGES

Section, SubSection, Subject

6.3. Rules for

6.7. Flinlit with

LIST OF EFFECTIVE PAGES

6.1 1. External Store

6.13. Failure of Di1.ectiona1Control

Section, SubSection, Subject

7.1 1. Nomographs, Graphs

LIST OF EFFECTIVE PAGES

LIST OF EFFECTIVE PAGES

1.3. Flight Manual Holder's Duties

1.4. Usage of Symbols and Abbreviations. 1.4

OPERATIONAL LIMITA-2.2. General Limitations of Operating

2.3. Minimum Crew

2.6. Systems and Equipment Limitations .

Section 3. PREPARA-3.1. Calculation of Flight Data

Selection of Flight Level and

Final Calculation of Helicopter.

Calculation of Time, Track and

3.1.11. Calculation of Helicopter Center

3.1.12. Nomographs. Graphs

Preparation of Engines for

Preparation for Taxiing

Section 4a . USE OF 4~2.1.

Flights for Dropping Cargoes

Main Dimensional Data of

The Flight Manual consists of two books

General Operational Limitations;

Preparation for Flight;

4a. Use of Helicopter for Various Kinds of Operations.and

8. Operation of Helicopter Systems and Equipment;

The Flight Manual contains the values of parameters of the

PURPOSE OF FLIGHT MANUAL

The requirements and instructions laid down in the present

The helicopter is prohibited to take off if no Flight

FLIGHT MANUAL HOLDER'S DUTIES

The Flight Manual holder is the helicopter commander, and

The Flight Manual holder is responsible for the timely and

The helicopter commander bears the responsibility for

The aircraft maintenance base chief is responsible for

USAGE OF SYMBOLS AND ABBREVIATIONS