PILOT'S FLIGHT OPERATING INSTRUCTIONS FOR AIRCRAFT MIG-21FL

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R001800160001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 193
• Document Creation Date: December 22, 2016
• Document Release Date: March 9, 2011
• Sequence Number: 1
• Publication Date: January 1, 1966
• Content Type: REPORT

111111111E
EIMIE
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CENTRAL INTELLIGENCE AGENCY
Thle inittetial oOntainif information affecting the National Defence of the tinititcl 8109re irit* the tnergaing of the Esplorkne
111, ti.13.0. Sm. 793 and 759., the traneniisidon or revelation of which in =1 wanner to ith unauttorked pomp b prohibit
?
COUNIM USSR
fl'
maim iPilot's Plight Operating
Instructions for Aircraft WC-
11FL
One copy of a Soviet English-language manual, I., * 1;1047
pitges, entitled Pilot's Flight 0 n Instr
Kr raft MIG-21P 5:0:1:74'
1 ngaaa gven. Tie book s our clapt
t tied as follows: Pilot's Preparation for Plight, Operatic
or Aircraft on Ground and in the Air; Rectangular Circuit
flights, Advanced Plying and Combat Employment ' Pilot Acti t '
in 'Emergency Cases; Description of Airciaft _its Systems and
Equipment..
,
i!
're electronic equipment of the MIG-2014 is listod,aS consis
o Ithe RSIU-;g radio, ARK-10 radib compass,' SRO tranaPonder,
Rii,9-21 radar, and the, MRP-56p recei!ore
50X1-HUM1
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intaximmiffsignampowaffinumi
50X1-HUM:,
PILOT% FLIGHT OPERATING INSTRUCTIONS
FOR AIRCRAFT MIG-21FL
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;
MR1'12141,11
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11111=1111.111111111/114
?
\' SECRET
50X1-HUM:
4110Wellsagffavo, 4.44ore,m!
94444inessameem 444**,04
711,
? ? "1.;
V?ts- '
,yru ), ? ,;') 4
03? iCL RCtNDgro
42!
Operaticr. 0 &ma sx-4, agz6
Ararat Ti; Toti
Adrardiet aniteing 0 V, F.' .? 4: . .! ,..,. 4,s
ppowation
13gs:cation or Awl
. Operatiou of Autopilot ,
i)statif ,
714:1?:'"
0.1411.0 :
ttootangtulait? Cir.lattit
1P1712,* iyith iti..vp Tank
]P1onrig (41# 1411.111.111311
1P411rillte Airmrititt
lialeAllecAngt1Lkt
?? Mikis Us, ithioth Agsweifiat
lnitos mice *trams Weatbw ,
111.71,4 NisktAtim
ALtraitim mot
50X1-HUM
."! . liiinerterrtrr
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PERM-
77:77:77
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r'n
y
YJELCRI2'..a('
5.1).g0:12
,ir.raratt
37.7,1sht Rarga. ?43,
4j*i-k:zi tit
50X1 -HUM
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_
Page
3ASES
mints
OOOOO 04,001,0 94
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4111PIPMIPT
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$peopessi-994180
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$ .J?
:
SEC
H
b k0
- ?
PK; Alli.9114KT. 0 SEP ,
7.1011JAR:5
1, ));dcw a gli0.3 ,
to the plot on tho vivoya.l; :qocaiRow
the pile 0 mount old gTak guel tznA
tanks erouut taysenp olcohol 72!7)
pilot OA roeketm muepond.(mA (10. PA all Y2PAgr47
performs oa tha oUTra2 qamofl
2, ViheA J.K.KipaiYof1.9F,: olx(Tagp ,
(a) aorhslitiou t70,,)
(b) thi lasdiss o'hcoA lAraD ,
the shoc]: astruto fov i;
4
(c) ongiso
and ora.cceii tbn Fik,the
(d) condition anfl.,
should b r3tr83ted riecu.7rA3 .,Vc.O.J-)! ?
dhsoked 4 veforenoo to [
OO ne zlityl condition og
(e) .the essine
fluid .amA fuel leargi6
(f) til sAc s 1141'K:111w 1-.=...Fio F;-4.57yi.
uirsktiot. tubm3 prfr4vc_;,:s,,f1,
Plugs gull .17,to OMIT aro
that. thoky to.24.)
50X1-HUM
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(1) ti 9 DAIW..105 6 '
(j) tho \-1?)1('' '
by ohook,
3, 'Before ;o1ip.1.-3 tto
It nd check to make aura tIrl,W,
(a) paraohiti ox;Tigen
oxygen am recinied and that;
oxygen apparatur3 13 :Loki wAt7,-.k
NN, (b) time-x.(1.6am) pechwd.45m
of 2 see (eettirg of tho apparaton
foi,' the FarachWIt openivg at
pvcr the terraip, ralief);
(c) the fl6xib1a pim a
nit m le locked lAt71 w:cea na.0,
packed;
(d) tho flcgrol(,.1) hov
nism is SOULtd 1J8C1.171M:Vi'
parachute;
?
(e) tha ficodlAo N.)2
AIWA if3 aeearell:
oho pack COVOL ti.aN
) the autemat1,5
cvnaected to thc xa.p oova e:YJ: t.70 Thq
la :tooled ea reoLvd?,
(g)?the mut)er alzat tA7.573or.0.7.4
peek cover (for Attembmtnt 5166
=-
&t doses llvoo the pnvaotqt avid -
the aircraft toc4alcien to pRaco ..4y3gAahutt
pea andicomaact 1,11 to tki.,9 luvapf,.75
? ot the aircrart,
50X1-HUM
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ng TiiIi
ebneni;8
t pan inapeot
d with
tchiag on the
rating time
wad provide
than 2000 a
Uwe Iseoha-
proper4
lamas mocha-
s Los* of the
ease mocha-
of the para-
?
? is properly
rip cord pin
the ptiraohute
oesson tVOI.3
asand to
meat
,01113
50X1-HUM
.4, Bofera
sure tat3
(0 the grouzA tP. wiGa
cylinder Yvdo tak, me m,
aro inatall0;
(b) the rod m134.+%
,
loan coineideA aP
ere eatetied3
(o) tha ground aafolv AoTAcios 17mv. bc.;
-
in the tiring mechanism Qf t1:1 000151M gtaW,Itz-
-
drogno(and :13X the canopy alltormemnti"
protective) Owen; aro placct on Ito e;!isati,
(4) the etorago battm F.ultlhv oll
circuit breakers on the laCt-
horpsovul. pemele aro 0:TY
(*) all circuit byaal:cxLi
BUSBLR lo03 (MIEL No, ?4f.-1
switch Anal aro OF (cLuxit rIveakor TAM(
OBP00) tihOUld bo owitao
performodo stile cigattit 1.1.q:o.akty
()AM BMW CMPHAIVIMI PACMOs'KK:
before Aight flying)0
(f) the ovum etWAY ao cJA,
(g) the :pilotto oxygon nupply ajotcn
(h) the selector ImItehnrJ ",401.14,97
redly; vhen tiiwIth p:ociirazo0,
be garood to position PR, riva, ago roo.
Aring with an ovgenma&. Qof!
OM a1 Ti UlaRga (4)6
(i) the handlem JoiltzT,
Positions I to, I (cumo5) ,71n0, LUMAY,
in turacA hone to the riOt
(J) the lauding gem 711';'15Y0
booked Aft the latch;
00 the lardloz
leol4d8
" 5wtt
50X1-HUM-
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(1) the Arixl.vaU
the
X7,77;
loss than 40 A-hr wham
(m) the valve a au-',7;po
le not to ON (F70) ORa
(n) DO :orxIgya nwtj.canr..3
50 ()heel: ()Anon IJ:") ?
eirop tank (
indioationnU tho :z71
(a) the oxjietvl.pww
lo nithin 9 ,, lo.5
(b) the axygom
As within 13C-150 1,7.gini
(o) the.orasauro in
Atkin 110 - keterioen
(d) the Awl flolvDatc ?
21ying (110 drop trkPl:.
stlrtinG
3190 lit rosploUvelyY,
6. Check that tho
:Imps:cod oorv)otly aaa rn17.
(a) the Arigg zwob.E4,14
iithoxplosiT) chargoB
(b) safe4 harkleo
Tician cocked ev..A a* to
4 its soalel
(o) the Axlibla pLA
PeohaDism lo lookea cl
?
oonnocted to?;'.-he eimragt olOpj
(d) the rinap hook oR
cnthe lower 'olook a coanonovg,,,z-c,
(e) the eje4tioa noat arl'aOjw4,;(:0, ?b')
rh Mack that tko pnrAcamt:o t.'..,kavgea
iJat pa. and aIl jokktri
itata
(a) the 1,oullell cal"(ao t77
:panmollate ogycan appmtmq ';.;:???
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block of CAMMOD ci:
xn...27d is connected p:5!oaf]mx-o (,,;Di ? ,g0.:,i)k-R R01-
03) common ,conm.coiT;o7 couloc;
5.
4hecti.ng pull greoto hatdlo a us.7pv
--r,o) the rubbor Elhocak aboorivo on4 ,?
block 'of comon eonnooto
? the cord of paraAlhlTrol
eonalt64 to tho
lit when
filiDg with the
2700 lit aid
the pilot," si
17 on the
SO* OS
3, (igeeb: that
your r.m.k1 tho ,,;,)ca;,70..;1 tho rleaNO,:;A
tho -,0aos
7J.,cgp
wthe:I r'aecetllurtalC
ei ZA:ft,), ffiy.
Oonnoet the ahould:,Ohe 7-..
tO E.20th,'nka ?
that the central :1,4)
1,:',;) Connect tha -..v.f,nL;a-4 ?
mak) end of the pr 02 .C4'0 ? 1 77::::.1"t;:,5,c7.)
PCA-'-.5u and to the..,4pp uk?o1,1
Connaot the hoee 'of tiw.7.41.--1J.
contmller AA-5a0 Cotmeoi; p1.114.?
helmet glue plees h.eate.L. Vhe 1
helz,at (the head phono)
upper: block of CliMMA eq,anntoy!
ha1f-111AP: of the paITTImo .12.?P.,3
10. Secure ygostmro "
abuts harness lOoke opor'atigo -
net (Ko) undor excoesive
pressure& Cheek the'hamme ,Lz'o,;61 : -
apertiti OA*
n ? Omani the atro-ragt;
tivo Govern sag all tocartt riegFty
grouni meaty lock -92,7mi Oam1,11,
the eSeetiOieSee; ? gAT,d_ar.,3 7goobAntror
tba coakpit)q;
?
:
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(heel to noo 1J:1)11.-% .(')7..r71 (Y.:7 cv
are, oloeed. .(tho KOO.
campy liftivg redo chuolill bo
the. hook8 ,;(0P.0 03,tt OZ thr
lifting roAp it 7Pl11
get oponed3 tbio bens %.;1?,0'(=c,)
take off trJar a EllooloyAlld. 17:1?)
OYAock thobxa1a x.
front hee brako ouitcbc0. t1lon
real by th...) tgo,1?ointoK p.1.1so
witUn 9 - 10 ken6cno R,ANA
brake levT? presoedv tho
=braked !theca abould etRop
130 (Plaok the ODOjn OF-jt:T2D'A MY.0
aoonrity of locking and fo:z)
STOP (OTOTr) IDM RATIgG WAR MOD NAXIPATA 01
MEWED (*MAMMA (MOM) o.7A. ATJUYTV
6160A109
CAUTICia It io forlAdiit
ato:eago battax.y Qr,a Zby,?r,y,?
(P11X0AHMA RAW) craftliccy
140 Tb.1 611aTom. b4),
al/ tinea?
OAUTIO40 Whonx,o y'.aoiv:J c-,Jotr.3
It J. fo:Colddoa to opoT,mo t1to nA.J1.e7R
wit.1 tbe onovelm. to c.fooW.
va17ori of tho bmt6171:'
150 Giva oompsard to o.n ro ?
27 V 1400 aNd 115 V A000,T, .1100,01)
,OAUT/OW. hcahook446 tho ;91voragt :A4-J
uae Mould bo ma4 e omM pewow 8iAMt?
? IOWA& on thi storago laattow0 PAU'
Vatmtep, vako contain that; tki) almnd MQJ'4
rsootook,to.tko aimet d3 itiftte,o?ohm?L
28? 29 Ile ?
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aVRET
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? rfih--
414111
'
?
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r jettison syttox
lecke securing
le red marks om
cof
the oaropy
alikency looks
,is not allow to
Aiminated,
,tration with Us
he pressure aa
S brakes should bo
Ails with the
moor tube of the
14
41.
for easy trovelo
laced to rositiore
(110252
With the
ICE PUME
Siltraed CA at
ulic systems;
booster &flitch .
of the silts
li, '?
weer souroes,
?1
onto anti units@
? on370
the aircraft
? im von-
read
ft lira's,
?
?
JP.01:!.4
EGOrai ard on ltgbt
the zoilpectivire *b.7,J.;-:7;-1-g *a
2et tho altifetcz
metrio pressivo byxaXo:7..c.in
reepeees to the' yfixsaTAK
. aircrat olsk gOT
1V, 0A,00k the T?e.9tt7U,D, 'ne
002/0 antiaargo
(c) -*1) MO& eg t.3e10-0
13h0u141 be plReed to poi,*,o.;.,-1-aNOMAD,0
aomo gmAtoh ohoula o17" '
,
(U) ths nolooto
ahatters ahoidd beF.JEa .
(92B0111 ABTONfe
Oblak the pionn ?
(With Cle cope 00PA.W.,
!i.,t1110)0
I;1) - , .
Xez opezatiow
(10 .the medo
yositiolaTOMATIO (J.LTOMT) ar
. (t) the ane:.
(0) the pointm off t7,-.).47
be,il% Vie extreme1eyp:731t.;101?
(d) light STABIIIZER
on 140-4 panel T-t nhon7.0.
20, Oheot oporatie. e2'
SYro hoAgoultio-300 (20[0,, To opq.?, al
? (a) kiiteh en ,
(b) make oaro the* ac
AX471 1311nrning and piTtal...t
(o)bake mum* the.t ;k1Air.r1rU'*
horizon i3di-detor,A1A-1.Nozw
em1taht4 =the inotrum8lt5
atAr ths irAleatU3
that tho) groo
verly;
50X1-HUM
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?
7,11-Trrr-nT,
?
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"j!.
o1lera.2t 170'4113i
horlzoP, RA-300 (2.(0);,;
the inntrunnykt
the pottor tho
Tight ur
.2Z-3 Ohor%
(u) afte to
1ndicatm AO -1 ;,..?.00
- 5 MiP.
Zightey
To thiu onde pros6
hold it ra3ocd
donee csim7?laTo tki.0 '
alromi 1;
2. hock Gp0aj.:??????:,.
Tor .s421. .,;:h.
(e.,) rmil;eh OP.
(t) 06t tho
9,3m91 t EADIO
(C) wait; -.Z.,32,y.
OPZUDilatiOP, 13111071.K.Q:i.
(d ) prevo the .
mo oxAns9iitho g5;;:of1.9.0.
zequirel volmav by tuxx,r,:f; clotz
check operatioA-47f.Ta
. suypreta or being
(I) v:401, a 01131.11ti
o)era4.44t of thear-.3.1;;,;
if taw oOr be...1.113004
(g) etter oAooll.ari
mwitan tht retplvf4
Tho radio aimqoa 7;M
COnditi OM npaimwal tb,: rodu.o0,
MeadTRAIM .1c-onge tyr xvolto
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tummy:
/50X1-HUM
gPrOPT
(k) But aelootor
WiFV
to COIla (arbffati) 4.21 ERko Liarr) 17.119
tanod to the it .bow
(1) with the .aid of nolator,
chock do loop (the pointer a foltoatcw
to ils right ani to the left,
If dheek operatiog of
en other fixed obannelo'CbuttolOr
24 cheek , operation oftVJRA
purpose prooeed .followas
(a) switch on otwat buakar
(b) sot rad:lo oo. Rep zwtlf3 c,:xi'f apc27.Elia.f:):,-,
?,#
to 1034 (PPM); ,
(0) by operAting seleto tivixh .6'-0Q.kW_ V ?
set the loop (by referomo to isgicat)r :i,TIZ,?-'2: 7.. r':.L'L':[,:',.:?'.--:..,?':!."-..?
0 ? 200 as read from tho oAi;o:',-2 bolwon IT4!..ia:0?:,..;E,,,
(d) command the techzlician ti:1, av."-itch on ''..731.? 7.3-7Z'fi....7.i.Y)::-,' ,:-.-.':-.'H
SiiitiatIOrl after weitahing ou, Valo aarker radic lo':; oki.A.!:
operate,(tbis is dheolted by in4ifJAt1ng light VV,T...0 (0Y0Xr=.4,
44
on light panel T-4 and audio alp+ '4.heerd ill t.1;1 h.,TYjd
-then the automatic radio oo 11miaos d automata1.4
over to MAR (RIME) whioh wiii be tr.16t4ted :v?:,-Jinh..1,,...)1i',
of light ARO .... IOU (1.1% - 1;00)o Mako oam ....3..1', 'T.,,o :',.1.,k1:.
amass-hes ?banged over to t:m.i anm bancoP,
its call Signe; see to it thgq; el..% :1.3,1obn
are in the 1,rope r positionm, ..
(a) farm the loop of italf,P +3.1e4V.IV.,0 .7.:'0.0)... (.i
40 - 1500' *Y., 20 - 2100) by rgoanq etc. ,g9lectu (.'f:: : ..1.:6' ',
IPANKit 2 ,4. a) till light A4-to 7 Ram (vs - P."6:,.?..H (:;(..c. ,-:?::..'???
make eerttiu that atitomatio z.,idlto CZZ73110f1 '',...,1 C.;. ? l'',1
. inner beasoa frequency,'
, Having made sure that autanatAo
proper404et the node of opoxabl= me186t15 74) ... ..H,..._?''
. (KOMMAO)vthe selector switch on control::,.P '.(:0....',.
L lkl
;
conmenies onset ar to EMI? 04430)g
' reignirei .. one ,., (button) on tho ontrel., FT!,....5:,,-)::., , 'j,,; .:;:.H:-.; :: ..?
., tUrasliii:0114)41111$-.16 MO popar.23?,
SFCRE
50X1 -HUM
riotea
nftt
ati tht
MAr
C:,00.tritato V.
MIAL
'MO
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c radio coripc'3o
oonOO,;.29
(..;) Jnt ;j ::n:.
REPAUEB.01'0
,":1T1'x7t .
hould be q71)...0k,3a
gAR.
BEROMTE 7707.CATCR
(PAUKA E)
posiAon
ifct130:,
nowted, 1:ri:?0 Al -
10 -750EA?,
ao9ratc
?? Jr
,Topery,
r5t."61.1,"1,11.;
narke:, beacon
aet should
i. (WIMP)
head phonon):
ally change
nothing-up
the xadio
stoning to
tuning accio
? Operaes
WIONWAS
$ that the
? the outcast-
aacted .;c70 t%9
look c
wheel eld th,o 319.P1Olos
the Prow? YQatic,a,
oloOkwileo the *Tigon?
tion. IfITIPAY, (F.) 9.-4,-,r1.
(OMMOW, .
CAJTY,OL
opargoncy --
AUTOVATIO Ct6,
23, Cbeelg.th
for amid oordltion. T3
cermet* smitoh on, nn .;t6YV
knob tartmvg
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SCUD 2 - 3 all Orlat4 oa ?
it is at diemied, Whoa thoc306
rheostat knob :',4k acoordsmo vkaa, ?
the 000kpit,
29, Cheek oporatiola a W)
0AD0WS0 prealure ooniditio.ho, V.411 omk.rz4va
(11) put ol Val) face-piw a 'il.:;;AID -goen.:KATA
gaak)1
(b) eharc) ovvo the o:imym utiv-,av
positionOTHAL (H) to :p7itii,ek:UOVIWN SKY OF,
KOOTOU,01,
(o) clot) tito ;:koloo
vith the fiugom
(d) bui16 up pw000uro in '',fyyD a
O$ 1000 mat of water actioratiaglv vaairdwz,
oounterolockwisel, chock immmov.rn T7,y
preasure gaugo M-2000;
(a) make, two or thx.c ki.111:00i0.op7i
wit u .741ke inoroane of 97_,.oziomw
(Mak) there alno inernaeon tightoDLIF
pointer Of Olsour( gauge M-2000 deileoto tc.)
inbtlation'Ibl novo 100 - 120 water) LK :A
initial poiition ont
operate prOperly.
The ohook ovor5 twk.
ts it will evo tako awsy 1:gom
ia
pressure ratio oontrollx, PCM-1?;71.Y.; f2,n
handle to BIVTALL (H),
OUTIOWs 1, Om :171,t is;) :41,T1f2crialMo
Aquirod prensure ia tin yeoEmtret20.,:).9
of water) oz. in tit vAck: Nv to XV-0
the haaftkeal tumed omplotolY
eatVe of the &alum a ';Ja6 eirora-R
This being the (*agog 11N1AR la Eorbiadm'T'7'.
2, Iti.s striotlylogbiadenH.?
preemie in the preartarimi hatleo
;4101 is not wearivg FAMAI5W-")
AM4V4r to th*
4insdit
Oo
336
vook
cleut
(
Sanitized
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Frn FT
50X1-HUM
Ohoo?7_ nnt,
oivo p!onquxo, To Vo.J., do
(v) -Mao
4ty -2 poouaon locV, 0,;,u
17 hand le from
ON (PK IMO
ller
ceseurined holTA
mit ard the
20 left during !
returns to tho
Cozusitlered to
Ul up .Jhe V-
iet (u9 to 200)
of water) with
wiU
en equipneate,
raild docooveivt
gm mask IShen th
this ne;T cause
(11) o t40
Begmvaa An.d1cat.o7-?
togothrl tb.at,
(H)
3 Put an tllo o;
ozygor, nal% boforo 171te:Jc*I.r
WA37,1 La night, %oop
to the p'Joariuro gatkv :;,7,01,oataK.
operatlon og avgaR 19pa7,7JI:i-an ? ?
Ohoc177,
to oft12,11,1 altitudo coA
oxypn viN)r13X :?:,by
)0 lt V.
*;
(4000 m)?
Bhoula boo,:,..c)
ot po(la oxygen pupply 1171,1;017.a4 yen
ovitoh oa tho oxygon 07.oxsoacg tmy0y
oxygail omorgonoy nupp'Ay a7,/A61:Ao on. pa7.11a),
ON ?EMMEN KOOTMMA),, fltVf.)0 :;
tubeo will got ingaaW 5y5,46oa 4:
prosolrized holmet Eank ooAtimovA.:,
movo hoair =motion oa penia
?
44, Filowuld the slaw og tho prwr.51-) .4
b000lvl dimme49 turn Ve0 emootat R. ? -,;:b
as it4111 WhomthgtAoo Imomvilf;
indoro thp thant4.1,11 :nolINJA
the roarAo.nvA
,
50X1-HUM
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
,v1f.
? ,?? .?
?
C=f-OVT
.7,??
50X1-HUM
Ix case e failure a t1.19
surisod helot face-yieos d2;1 pi)
safe altitude (4000 a). while puled:1411yptii4atton:
PIM EWING 0 PBES. HEMET CBU(TTO0'6012.KWiPVIMA)
1 - 2 min. When at an altitude of 4000 7k otl
surised helot face-:pleoe and cemr1
look provided :or the rerpoono
112,0M69,MIZartilvir-11-6.Sain.
350 irreseective of -altitudov ?ki,? o?Aze,..
be perfonsed in the ;pressurised cabin with the etkicolvalw.:4':' ok.:?t
and with cabin heater selector switth.;get to AUTO i( (.111.31?011T),?
The cabin should be prossurlzed on tho gromd
in& by placing the pressUricationwalm handle to
front positioal the cabin in moretterged?by govix ?tt
supply valve lovor to the (=tram() goat pOoltim,
36. 'Used 1,12 all the flieitn ClacrAtA 677:47/.'iT21
and pane:bats engen apparatu&?
USA firkitS to enVit1tli0
airspeed lsot axoseeding 750 kaihrt,, :Mg caliowed
musk without a pressure suit awl aproloeurin,d
in this GM, Itaikrits of a crash b,91116t; it obUt r qgeDn
accosplishing 61 combat 1111621011 porgornivg aorot
should be aadupf an anti .pult, yghenroovillg
the boats for InAppUing oxygen into thi ovit (VA-1
are ratio controller POI(-31,4icplutszoL,
37. Tama flyips at altitude:II up to. 151000
airspeeds isp.to 750 Wiwi, it in allovtvi,ti
and 11.0.allik helmet with obligatox7 rproEm
Plying at 411101:tan4es exceeding- 150009 Fl al;r4
Lai 750 kalbr (in the latter,oano 4Toapectiva 00
1101449) as weiLl a f341n6 for a filogibot Adosin
gator,' maim: og a pressure suit mad primarmtAia
OATIPICS8o ls Prior to a fliatt with the
skit Ers.am pnevaro oni,t thci,
sure Awnstrollsr 4-5a shgn10, h.a '''-????,7*
.? ? , (MUM andllocked,,,.?
18
SECT FT
50X1-HUM
t4'??
r.T
1;,ne
? t.,Z4,101
W:401) tog
?
frn '7;77,1 e'r''
eta
t
,
,
' 11
- ,- '7"..!?,:% 1
. '.4
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
,
50X1-HUM
bi ca so ,a0J.I.rco ,,Jzs)Eiy
aurized heLrtfaon-pco
safe altituJi MOO m) 'pcyJmdlf,JAKA7
FAST JEATIFC OP PRES. REY.,MgT (TTP1,0,
1 - 2 min. NIOR 0,t an al'61.4o /2,00 TA,
=rind holvot faco-Ploco rrr.
lock provi&A tho pwc:pocl,
GpoultfoR
350 lamlspootivo of
be porformed 1YA ti) Imnouz-mj viW).
and with eabAT hoator Elot
'Tho oahAn ohould bo pno0ENo0? tIkc
ing by placiAg tho praosPlAmtAoyl vc070 WxPaXo
front positiont tho cabln ?,)y
=pp:4y valve levole tot_M
360 Usej in all the
ana parachuti oxygen appavato,
When flyirs up to ap,
airspeed not exceeding y51) 1,-pi?:0 f:AA16-ac
monk without a proosuro 1.n
in this case wearing of o. cx'o lo
seeomplishirc a combat oinalon
should be made of an anti-C, v:c301: a
the hose for ovipplyirg ovum
oars ratio oontlz'ollor FOg-30
WheY1 fljing at rtatidocs 11
airspeeds up to 750 bilike,
and a orash helmet with obligrAtovy c.,1
Riying at altitueoa excoodi%
ing 750 km/hr (tn the lattew eJ.Ari,)
titude) as wcil an flyirg EOR
gatory usage Ar a pkawatAvo t702,73.,
OUTION011 PAOT -ZIJE1At u1t1:.:1 ?
mat (.13E-31,4
sure wItmolInr
(MIREWO mad
?
? out
.?41..To
ftt
4;stli tO
Iva
;:y211
? acl
1:4,.4,,zuets
,
klAt
43%
50X1-HUM
,
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
attire ths proc-
). descend to a
sing buton
Immusait) foe
off the pree-
ebute barmen
;SFCRFT
50X1-HUM
38.0
necostaw place
catiLtch tu.
, . , ?
1 emirs)
39.
the eireriort should ottliy. Xi the tempnrAt4J.:-
anroorobtrgor onprose tht anlootor f24,:-4-1!ukd7,11t-':!411
AUTOHLTIO (ARPOMAT)e OnD (iattmaig)
before taxi-
to the extreao
awing the *obit'
on.
equipment
a at an inlicatod
to wear oxygen
Minot; however,
tory. Than
aerobaticsl uso
aa,outW1001 eat,
the hose 3g preo-
a at indicated
an omen sank
aware eat.
airspeeds mooed-
of flying al-
requires ?Wi-
sed helmet.
anti-G
of pros-
10311131UM
tha requited tEmporataxe 4,11,4-.."17#4,;i1;
40. ,Oeponalrg on EA .X.:n1W; P:AtitnlY,C) ::?
maintainell ettilta tietli.iLf by cA):171.-pr,allw..m) y-;
. Control of cablrft porroKy,cd
imessurolUllorontial ga?g WilA n (TV*. rimpz.i.roarc
opertteh 9oper:179 XO( TT pRaqr.mr,-ci
increastrs from goko aittialvjo 2000 K1
Takla eQwd to 0$ kri8q,u2: 0.,:t.dt1D a ?
further ivierease of "le ?
value, tha lattor Uui
PoprmiurildtiOlt tii10
Oct* af.,-eltr? toxiing
AIRORAFT TOW/KO Z4GIM
TgiWINV! ATFOP,13
?
410 'Iou,ing the airort-AD,; abo:at
on,lti with the aircraft cookvit 4'.3alalpy
Thoo tOriAg speed ahonAd, 0708eA
o14e concrete airfieldv 10 T12/hp imaaoo
end 5 kahr *ton towing ,7,7!),0 1,;'J Sii,ata620
boing to.T:edv the 'yilot OT
oo4Npitel4 be rea0 to apply tk.,.) ;
When ltdelas takes plaoe'
WiligatiO3 3 too
4'
L
.r4
50X1-HUM
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
50X1-HUM
qT:CPFT
42, AB a '1,11o, wb.0A
Iv) mado of a rowal :?owe.47
:
the aircraft s',.;o7rago bati;o7,
sare that the :dnratt 77:1 tko
mtingtishing .71RO
cotieloe are vonent ggf.)71 n1.7:1;oaf
e it; See tha;1 pvipt3otiw
cog the take-W Couttora V,v.1 ?or7Ite,
the en6i2o intAke is iron 6)f r.T7,y
43. Bet O) vtarting tho
STORAGE BATTEY< (MUM:MOP) z-):,:!A DA, GTAERAW
1100TOANION TCA) an wol1 Ro lic:4
trzetkores g47300 (20.0),) Inn.) ,PAPNO)
ca the Awl flet or tho 'im000two gapo),
WMP (PAMOAELIA HA000)0 STARTING WITS (AIIMMH
CONE AM SHUTUR CONTROL CATABBDUB PWOOOM
MEWED. WINN ()0PUAY, MAKO1MAA)0 ram
VANN (HOIAPRO3 CEOPYROBAME@ HNREKVM09, PW12)ov
MAIL. To lmwo autemmovz F.vicav1An.s
switch on. tho 00:0.9117K1 l'oq_oh Ter)
stetting.
c1JTION Xt io forbida4m Aoe%Avr
HNGINE UAW OADWI N)W00
engipt deas4 for with ';T!OW VVIKDIta (AC
the purtn of tho obmbo:e c),7A
may gut humt omt aw) bofixf-:.;
aflaY.LNKIIK,94,,AMETA?,NYMBeinc7sZ
44. Giro amiana CLEAROThaGAR1 (OT VEVAT) C1:1.
tech:dant &Pt the glum 7.:IolAy.A.5.og axowo:WAg
07F (BOTh OT puremo otaKt 0 (?;"
*es folimes
(a) 4,4*$ ':;; ?
ri3)1
50X1-HUM
Sanitized
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
nee anti(
ume
tho?engine asks
fire
or
obi to the au?
on the holes
lite in troni at
that iraitchfo
(1111NPANT,
sure to mita
) SWIM
SANCIii);
onarral),
difertfi
engine do not
sot used for 41 COSI
of ayotet
with the
the mime
starting units
supplied*
to tho
nein
Vita ado Proot
sup Udir i
4
'
?!. ?
50X1-HUM.-.
SECRET
.TE11,) proav,' EV1/15.;? 0.0 .1A\
it 9r:0950d CW 2 1tjohauld
of indicating ligt; 5WITO,OTAT IRMO OKINURC
Litut pus1 T-10y0
Tile avow !Ana:4A aotaAatitanaly (13 71. 7. :?:?1H 11? ?1?????NT.
T?41, .104 4: equal to 2905% witattal 50 gf.3g
' 45, During ouga Vale 0:k'1'0
not emood
46, As Rolm ao 12.11'3
hiti-pressurs 'oto v 2,;?.a"Ithe pointig Y;F:
gauge should irdicato bul204*-up or px:!.:1145upin Oitugs
value bas rosalked 25 - 3.0-,5; the pri3saar 1TAthp?
ations Should boeollz (wk.% to 2i0lok:locil,ot,
470 indlosting aight MINH OP I( v?
MAW) will go omt aftoJT nIttobitgth
46 p; of high -prer.imAY:po
:
gUTI8 Lwhoa
3,(AN,K. I;;4') vaatt
??
?
?
4,1
?
*g the i4lo
gargoo
?
?????
Viitz
....v..'" ? L'
- ?
; 0313 AN,tat?11) 0111 "Er 1 kVA g2JE:Al;Ac11:4
? "..AW ? '.1'
, 011 'JAN) Xt.'1 .g irai.,c,7i
bigh-pro3suxo n,?77Pcm,
dist:maim* 6N1TUILV,c: (J',74:74J,U0
alagine oontrA71, A4svw2
?
:(F..Y.OJO
71'???-11'.
1
fii?Witola of,f JrZie.:(.? 1. ?
curip.aw atlyroya)?
'1 ?
FkittC:4:1 a2.74,3 Cla "
i ? .
? ? . ? . . ?
1
311201.7, ARTITZari C.,71Axgr,i
out uwitah 911.arlt
(ATPEVATH auyoxA) 40
lAt,roltto osaRp2a);
that hAs V)06A Irterrupted,. ri%lg
brgalEao0 Raseat
j.
th* 057,gAR 1.!miluyp
viii9A.rat43$1, z4F&
50X1-HUM
?
; .
?
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
-
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
?
50X1-HUM
-?) ci-,T.,,,.:1_,?:,..-.? ..-;-..-,--,,,--',. -.-
cro tbltl
(A) the
fio (\.17,:k ;71:1.c.):-:.-fh..0...-.,..7. -..-,-::' .,..,-,,,1:.-, -,.,?..y.:; 7?:;'.-.., ''.... ;:-- , ? ? ,
1 increase (dcwr020) (.:, D...11.--?,:::,,1 F.,- A .:: ' `.7.:-.., 7-,,-? ,
-.9g9gFuro rot(T ::::2e,PW-lo 0.C.,1.1.7*.'.,, (:....-:,...4'.i. ) ?,:: (Ii....'.111.7)
(b) icihn 0J'):9;11..; U ';_;,,H.,..Y.'.)7'.'f'.:7r-.-j:
(0) thr.. 0:11 ';'0WT10:1;,-...-fl ','-',,.: --'' ',..'-":"I.U.';, ..
49, Who:
1,;0,0 p2,,lotieduv
perfc.,m avtonos.0.:1
VD oontr,)1 1,evo-i? -Za7-7.?
button, ENGIRT!) r2O1J11D
Tho ong:T.5 nbol.:0A
cA41,41.1
to 290 CT.),
49310, ,,0 1(21PgiTw
lot moro thom tb:.;:ae,J)tima
7)attorioo, haviro capacity a 5 /,.. ar.1
the MCA motor)awl D4.1t
3torago battorlo5 bAviug. capacity
When starting the on,jt),tk aui;ovomo
light GENERATOR OPF (rEREPATOR FAFTME)
Qut with tho-.enGit.)..o 'high-pinoem ?
rcachips 31 - 51 IN,
To provide most gavoumblo
1r6 and tociY)avtro rAddif4olial ialar (4..2
3toragc battorien-in flight.9 :140
to switch offtl-y3. gonoratAw ,..17,?
ift4 ono PI,PA1 ?4-7(,) 1.q
Av?
AlEMAIArfftr
GiT) wii4p,?,31ti% wca2 .5.1az1
oomms4t
th iuri,i1powow Vc:;ov ti;MAP:AJ. ?
the genarato is switched in:,;,3o (Avoxan pCP;14,?
? gibould, b aAo by referaw '717) Wilsmtima 2440
(nala'ATOP BAXPIPO) clva31A
'the voltustc,ttla oboaM -
22
C1904
50X1-HUM
rIPMCIEt
Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Vating repotoo :
420c03
follow '
SOMOSe
Sot tbs
MO and prose
2 3 sec.
bo perfornel
storaga '
(ss read by
with tho
36 10.br.
IndioskOg
)iiU go
rotor repo).
OM for train. 1
of tbs 1
r000nmendoi
or not. 3vveer
startim
1
1
SECRET
54 IV
50X1-HUM
next latch 1tTID1t0Q
(a) (rrcuit braaker ROM WBIVER
SUM (K0110 RADIO CO1PA83 (A1tz)0 Tan, FRFA, 10144.61
aminammaiR
fisvit:h pano11
(b) te2ael puope cO,f cpoTon
(0) tN) preasurized
raT)cik AIRCRVAIR,1 (An)
to the revied poeitiow
(d) eat* MUM? WIER& ".1.1,Agfl (OTOY, NOIEQ,
(e) mdio ?ovum APTI-X0 nottiag ne 6
oz the conlava panel to CMTAM (Kommo),,i;
(f) tl.ancipoNder
control pare1;33
(g) pumplw; woli;
0AUTIC11. Easina
ed with the .air Qono farky
iDeloating light q0NE ETTEAND (MORN; :HUVOM
parel T-4 is mot 4ps&;x2n;
pouition indlcate7,2 :vnqo
51, Wurn up the ellgir.o ';1.Y.,'
(mmiarrAE ratiugreglA
(a).orsratioA of th.:.-J offcyi7,''J
purposes
- pree the neleotor
and then forware4 Whoa :Naant,TA, Q02.13,
follow the eovenut of the 2o:lotiv ff.,witeh*:
after ehedldng att tra0 'MT:Via:US
by reference to indicating ligV.; TEIN? EVEgP1,-1:
CEncmammme MEV ATIWITIRO) on laght payna
eating Light abould, bey'buzaing,
moll/rim reutra19 press 14y)
forward portion
kitting tho
dstlibet the control stick 4to
riStiti-Aiand posit/x*3e
gill net ex out;
50X1-HUM
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
,712.1
50X1-HUM
(b)
- the ailm'om
mootb1r -t) no oxtono
throe or ?fc.ur 17J.7lo 7-771?.7n
control stck oxfpoy:160).
that offorc.;ii
fee/ mecharloyl;
- derec thi)
checktyks vtabillmw 47:o
deflect t( tooJaron
when roloarld, 4..c)
position;
. Zs) opiratioA
107-31, for 71hich prono'2
atta'm tho 071.431m
ILigh-prossuA)
:otor
novo tho coutrO,
maximum pt: iblo qpoe.eq 000 7?; c?c)N
pressure in tho maka at 1.ak;()'??
not drop baow 180.kg/sqoo:r.,1
preau WttolA BOOOTER , i' 41cf.g
OHOTEUM) and ovo the unti.'o"). ccal
at a maxim= possible npoc fll noo
hydrauli y3tom ((mo not dw,p i)c)".4'(7 hsP4::)e
pressure in .:7,ho booster vyat(u 2_71 eAlmriw,&.;
exterl and retract no amo% ?
perly exteniA and ntraotell
PLAN EXADDAD (31EPUZICE }3}1fi9) en LTA
light ie ON uhen tho f1ap3 ay:t7.) oAor.liled Rad
are rotracte01 and by tho 14w3 72ado by thc
nician; the check oyer loavo DJApn
extoW and rotraot tItn rd'E' bnkoa by ,
oontrol lever slippor; im416Mivg light 4117, MAIL WMP--
(4MTIN BUMEN) on ILS'ImetioatuyPC-2m Wmad
the. air braku axtanded dwold cuti klan
votracted; airman tftWoiaa
tOr Ambevontim wane:ton oxa
50X1-HUM
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???
,??
-
-
,
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
for ',Alia, pu4oael
he control stick
eft-hand Poaitioz;
diiing this the
jam sake oxtail
the artificial
then rearwalcsito
01 stick shm44
Jakbigi
to its Initial
?
pulp wait
the engine
malty at a '
o aystnes does
BICTIKPBOti ;
SS diagonally
e in the mils I.
on and the :
(210 kii/scicoa)1
t they are prom
citing light
ator MiC-20 (the ?
is ON when tihei:
reran tech-
)
ed;
oration the
't
. .11
rig the erigtIO
JO:TIMED
on with (-17
they ir,
the air bra/al
?
SFC RFT
MaTODIS2
(1' the
2c, Undf7P 1,nk?S Tio,-71,jtttox
atb, tho spoca eq-Ann to50 Yi; oft
34p,,11e aVICW0a :-.r:":0R ND XCAISU1:2 .i!.f_n 2
0M3iVB should c9oRao at a ,vec4a.
-prealmf-o
52. Ej MlOoth:V ov&ofi) 6
the C tED r.pom. 773,Arbl 10 ail: to OS -?
rstol;' rop.m.0 warm vp ne.exkO?:as 59 47.r6.
least 10 see the engine loan airoa(Jy,ba
begivaing o.0 tho nyArt,T, ,doy) alad, chock oj''.mtto:24
rte sir distxibutor 'Xe this ondo 3H,"4,00 tho
supplf valve bandie f;e (DNg (OUNTO)
selector switch girst GOI,D cKozoglami0
(X01011112;0 The tompoxatl..
should change; the cb.041Y,
AITIMTIO (ABTOMAT),
4hock operation,
olperalms properly,i'ilglf4atiw!,; 1..31'It C:1-11:47.1 2.'0'44'?
BAWDIER) on light prv,,,
reads a voltage og 2? -29 V
?330 Cheei . oporati,olo,
by nabimg the engine 00Pt--7,43,
VANS
23st 'bias readiap -no lylotkaq:,-.41:,:m?
-
1-rue - ,
,? onbeant sao ompfx,n-g7,70 -
preSaiNo , -
Yuation, o P.tAgiViW.3
rtta. Prior t 1gh JjpilOt
the 41,A4,0,0 at an 2,,2attksoir
(the lqwvrecouro Totor ro?,..a. ?
93 / 0.55 and tho oll pz,orlf.77, ?
' 405 P:gisQ.cm)?.
,Ole roquired9 ch4Tok of,-,1(x,mt,-4;:,!,?..
suguerted xatLago,f?
bo placed:4m, MTUI4P-W MOUNKR7 qjP1U.'11V5'-
' 7i17.7.1774.."
50X1-HUM
,
,
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:
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5ECREI 50X1-HUM
! '
CAUTIC[o
malimm Pq ?
at t,atingD mp ';() 'n!7)
1p n
&wall bo porfo.
thc alr(Imin
by mooriglz cabioilo
emitalm3-0n of thc.7
refereroe 1.1) Lii1:k0Y61) 7fi
(
light pauo:J;. T-10y which
obargod naiad of orginD 0110Eat 67W0.7a ?
Waking tho erarafi. r)wli,14:4;%s
weed ret2:rg is vocownle. 4!,aint-.Wm
drop of tho exhowt ga2 4's; 20 -.-rn
with the echeust gem te:mpfyr =7:1mv?
ihort-time obange
rotor 1'op$A0 4omontaxy t.NaoqJi a no crzAKii
rsp.m. ia Allowed to bo ::; !!K
and up to 2.0105% for no,1 ,Iikft,? daw
of the *memo high.T:reaws
Move 4to erzinti noncixol 3ULY.1 AUG 'HN1TV MO,*
WPM) arA in 5 - 7 6I-04 iAwoo
ANISOIND (MEHEMAXIMA QOPOW?,
eteadily_wAthout nry frossiug, .nAt
Whim '4ho engine pprAtt4tr the ausigc.1.1
lust:masa rwedlrge &mad 470A
(a) 11w-promeure r4)tn 7V,1,1r, -
c
(b) tlbauot gas -
(o) cAl momwalm - 5,6
The total time e-
, h6
*Maid mot mood 15 moo,
ealtoh eft the aft*vbw,i:1, 4.vgd o,;:pA 44&-1)
Impopreseure rotor rnpcm* of 004 tor
sortral lover rearvard to tho idling ptAtioD,
7:7,t1
?
S*
sta4
ffit it*
vAt I
va
14MAN0
mid it mew thkt th* fot4 t,A mot tani.,
ignited attar apitehtms au th* KettOburser?e,-
topperatura Ms droned doe ;, bolos
ohms* am tho 44ima **Oral ,viro, to WrifOr
50X1-HUM
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the augmented culd
gine acceleratiou
ed ratings.
oat site with
o the pow
be checked by
located on
bearing somewhat .
power impulse
minimum aug-
or some 5 sec)
?O (as compari' H
rating) and bly
high*presoure
ow-pressure rotor
er than 5 see
tar/ decrease,.
limited*
q0) Mad
to linina.d
? ?
? ? I exceed 20 sec, The tine of costae aeceleratieyA fron the lo'c-
Ono
ratings() the i
premium voter r.p.m0 equal to 95* to those ecTal to 99 nfaca
? amount to 8 - 11 sec.
When checking ongi acocoloratioN momoyaw in000mo ex!'
0 1 the exhauot gas temperature should not mooed vicOoe %ILO
1 .momontary inoreaeo in the low-loess/aro netpr00flosho0A
operate
?20 If switching nand suiteidng off the.aftulazT..7)2
is accompanied by engine surge OR Ri00 1.12.tir3
exhaust gas temperature in excess of porissible
value o switch off the afterburmr.by placing the
engine control lever to mum (=OHM) a!? ta.
a lower power rati140
3. If the surge and the rise in to exhaust gos
? temperature persist, stop the engine b# merggrz .
the engine control lever to 623P MOM. 17t7ottc..
switching-on 'is not allowed unW, the-anit4r,s
found out and ell 'bed. .
(1. If the afterbtwnor has failede got sultehr.A
off following the . change-..ovor ?,7)f tho enano
'control levers., suitch off the atov wner att3),
the hell) of circuit breaker /WM" nrmaril
?,(o0pcA1 MAKORECC).
55e Check. acceleration of the engine 1(-3c)
ma21mura ratings by moving the ?mine Control Aevo:,:,
105 2,soc.
Time of engine acceleratfion from the ,idle ratirs
to the low-pressure rotor r.p.M,: equal to 99 at umbimt
air temperature of +15?0 should amoupt to 11-.5 l405 sc30
With the ambient air temperature deoreasing (licreacdFz) 6y
264 the time of engine acceleration should :42cronso (dco=o)
by 0.5 sec.
The time of ongins'aCceleratiogfrem the'idle.mtir3
tho augmented ratings (to be checked if requiJocashould
3
01 power ratl
at the
move the
0 ..: exeeed 105.5g for not more thim 5 see and 10l.Z ger INt E9n
1
. than 2 min.
56. Under emergonAy conditions (ho it ',3,9 nocosomw to
') .
.1 take off as soon as possible) it is allowed to)nins the c93ipe
,
,) to the operation at the amgconta natins,immciAatay aftuo
.
.1 mai ling )* id r.p.m. Ter thin WA) prCbeed sr] .gollowao
;!
.:- (a) ahift the enzire contra .lover CO fil..:, c) ci;op 17N.W.9Y1
- (UMORUAZ) within 1 " 2 0036 ,
\,
Mat be:ome
erburrerAthe
below 4 Ow)
er to
,;?
SECRET
5 OX 1 -HUM
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-4,thtWal!!?
SECRET
50X1 -HUM
(b) toop the ongino oporating at the,paz:11:71 ,
5 SOO;
(c) switch on the aftorbUrner.
,Homentary incroaso of the e7haust sadterap:Tattlx in nArl
case Should not exceed 7500O.
,
57,. After twang the engine switch on suolossivay ante-
pilot KAH-2 damping and stabiliantion operating dutiet4 the
former by operating switch BANK DAUER (rymaux NPEUA)
latter by pressing the right-hand button ton the control stictai
Hake sure that the control stick is sot neutral 7hich COY:-
respado to the neutral position of the aileron:Jo Mato ceKt[qn
that the stabilization operating duty has been riwitchod on
i.
flashing-up of indicating light AUTOPILOT ON (EV0IDIA05,
BILIVIEH) on the instrument booma,
? !ho chock overt, switch off tho stabiliatia operstl
? duty by pressing the loft-hand button on the control ntick)
in this case indicating light AUTOPILOT ON (ABTORMOT EN51PTA
will go out,
Wais, 1, Switching-on of the autopilot oporatins dution
shoUld be made aftor checking tho operation
readiness of gyro horizon APA-1 (this should
made at least 2 in after breake:oIW
has boon switched on)0
.2. Switching-on of the autopilot epamtinG dlAt;Scr:J
? should not bc.accompanied 4y jo.vu: o1,;ho
control stick?
J__..
58. ?lobo tho canopy arA pronourizo the oaTAA,,
000 that there is no smoke 14 the. c[ookpit avsl tit 7r,ze
sure aifferontial exists an road Iv cablal alti,tneke ar13,
? suro differential gauge, :53UA-200
Hake SUM that air in auppitatt to the oabilA gOR vihiat
purpose mow) the air euppV Valve woothly oiL,Plaoo
odoin air toworature controllerstlitch in tui Co
(X04WL) (Ind te HOT (rONTIER)D am the 3u1td,.?pwon6A
mat lava thou 30 woo Ramdfool Wtothov cola ma .3.1.2orIVA7M710
is supplied .to tho.caropy ammo Aftor ahcdtirs
goo the moleotor mit% to AUTOMMO (AMMATX,
cl (an
eviT,
t9
1111En
c'70:F:tCA)
50X1 -HUM
SEC:Riff
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alum ONIMOX021
11113, NADA nsf474,Eto
cessive4
duties@ tho
ZP DEM) argil
contyol etti
thigh
Hake anti
en dwitahrod ati
(Mainz ;
tion operatim
control ,stieki
ABTOUNZOf BMA
operating elute
the operation
1 (this should
? sit breaker
ope.mti data
Ag_
jerks of the ),
cabin. audio!
that no progni
titudp ani pro
bin kor which
marls Place tki
io (IMO ?
tab piessed.0:i
'tkori IR?
th. #40,18.
'
fltSM
fthauot z-
ips et12:0 tat
enf:ine
ovos,
100 2 0,0
ael
Ropom? vary
wading ea glV,p3
altitude antl
amattat toa
50 at 3000 n,
70 ;r y00 tau
80 at 109000 mo
gi? atitam?
highor thom
MOM )2
tRA 670Z,
700
'got (war)
420 ?.,Vo-.,;?i 2,00
Walt:le:11 ?
Of: G01.2
y,ot
Watoto
9 44701ZatUATa
Ulan
?
zip to
cr2
Ei (200 El
M
1oco:3
OZ4
190C90 n.
1.7a trox2 ,
39 tata ArT,
Oman,
xhOt awe
6an 2.0 ran
at
tPo
100010 r3
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Adm. Z. The time of the engine continuous cTercOion
in the r0p000 range of 98 - 10013 is limitod
within the same values as when operatins at tPo
maximum and augmented rdtings0 The time of
continuous operation at the engine ..ntings
Idle to 98% is not limited.
2, If the maximum permissible time for ifxto olosiPo
continuous operation hoe expired 0 r3aching of
the maximum and augmented ratings ?Dow is
allowed only after the engine has operated at
low-pressure,rotor repels? below 95% for 1 min,
30 When operattng at the maximum and augmented
ratings, thOsigh-preseure rotor rapom0 win
increase with the increase of the fying epoeao
At the airspeeds close to M=2 the high-prescuro
rotor rop0m. should not exceed 1030 I 0.5%.
Whtn attaining 104% of the high-pressure rotor '7
'ropGioup further;accoleration.of the aircraft 177An
result in decreased low-prassure,roter r0p0M.
4, When flying at the maximum rate of climb with
?the angina operating at the maximum rating, the
exhaust gas temperature dfops and the high-Ww,-
sure rotor rep0m0 decrease approximtely by Z$6
When at an altitude of 10,000 Elp the exhauot,.
gas temperature should mot be lowor than 550N,.,)
600 he vinimkm indicated airspeed ensuring gellable
)) etitching-on of thelottorburner is co followac
. 500 Wit/hr up to 15,000 m3
- 550 knihr at altitudps in excess of 1500009r?
At lower 1111115 speedo the aftorburner mAy.fai?, to co.7J
twitched onand the engine may spontaneously get cut-ufg.
]?. 2he afterburner can be switched on only. by pleling the
engine control lover to PULL AUGMENT (UMW 001100)0
Shifting the engine control lever.w1thin the augnoMed
odtrollablo range le allowed after 8 - 10 Geo have oxptred
since the iogine oontrol lover bas bean, placed to 1i.T4L -
Ammo caomult topowo 0
. Whenewitching on the afterburacr.indicating 1:143ht
MONAD (40F0A;) on light p 1 T-14-411 flub u91 there wilt\
lake anoo ft mhort-tine (4 to 5a ),Itrelp ckfitio el4mOpm
,tempenture Oy 20 - 120?00 a Immantaw vilt, a tbs ;',9i17Pres
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S'ECRET
is-
orated at
for 1 rain.
ed
41n. will
ins speed,
gh-Dreeswe
b?Oi+
rotor
aircraft will
r.r.p.a.
liab with
rating, the
biehi-pres?
to by 00
than 55ovum
liable
1 to est
tr. off.
re the
id ratite ?
oxpind
mum rotor ropm. (not over 105.5A), a manantaty (ws,), a
high.Pressure .rotor ropor109 ard Atom= tri.:ho ozia3 thimrA
felt bieJa impact,
0.9 With the engine operating withim the az ,,mtaa ?
rash:409 flying is enema to be perZermeds
. (*) within the entin range of tlo ittcupook porAcollno
forth aircraft up to an altitude of 1000 m; ' ?
( ) at the indicated airspeed not leso thaa ,',50 haitv
when at altitudes within;1000 - 150000
. (0) at the indicated airspeed not losg tb 500 WU, vOtva
,
at altitudes An excess of 159000 mo
.
E. When the. afterburner operates n.et otazidil9, pxodol.oieci
longitidinai oscillations of the airman 04, flic.-:',Zw..tice of
the e ne rop.m.9 proceed aa follows ,.,.
(E) with the engine operating at tho fully e-?,2Smanta
rating inareaseGthe flying speo4 duo to bringing ne airmagp '
Into dasoent while leaving the ong.ya controlls at oteo '
.,
FULL A GUNTED (a Eal
(L) with the,engins opoiating at tho pinimuz ov :LI:1ton.,
nediat augmented ratingshift tho eagino contro 10VOR tewnndo
stopPLL AMEN= (nommal 001704). (1..)r inamase t1o elmppea
by dee ending the?airensft tintil na ?agile, ulasto:qy epaiAtbm
,
discon
6
burner
inues.
The interval be
a
within the paxml
operation should be rat 1
engine control lever to t
t;.o.m7:7-lichiltstoof if.!.:) ater,--11
limito of tito a-ste.,w) contlzamo
_than a0 soo.If fto::?
101EZIAM position tho Zael
failed to ignite (the oxhaUitaii tempratugp bao Ogoppoa
below 50?O) or spontaneous tmtotf pEthoafterbuoR boo
taten place, chin the en, no ooniml lover froi tJo ALMEarD
(teCiU) poaLtiono
Repeated switchire-on of tho rtfterbwmon ityrkvi(1ea tti \
it has failed to set .8s/itched on) zlioaldb ado
than 3.0 aeo after the engine eentrol lave&Das boon ohiTtcca
to WM( (MAK0RMLS)0 'Higher ralabilitkr outtaing-en ay2
the afterburner require's itoronsal alimpocto aFfi,
.000010 .
?
SECRET
50X1-HUM
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50X1-HUM
It is allowed to switch off the arterbu,ke '276A shi.1.;J no
'engine control lover boon tho AUGLIERMID (00PCAE) position :1.n
case of spontensous cutoff of tho artorburnor OP uho n ito
afterburner rails to bo ouitched on. Tho Mins cord1tio7os
should be the same as irdicatod ror tho orgiao opo ration
the augmented ratinga. ?
To switch off tho afterburrarp akin tho or:ylre 00,WW0,
10V0r to position mardum (MOM) uithin.1 sae.
switching off. the afterburner? indicating light AUGMTNTED
((0F0A1) should go out, Ohould it occur that arto-i,? shirtiPs
engine control lever from tho AUG TED (00P-6AFA) position tho
afterbuxner has failed to got owitched off? witch it ag uitb,
tho help of circuit bredzor AUGIENTED0 nuimum (oopcAno MAK0En,JW
Should it be the ooze that after shifting tho (nano conk,o,
lover from. the 11.1101=ED ta zIrui*Mon 13117'4'10S in
afterburner has stopped brit tho 011111113t no.1-3slo stEttoea vo
railed .to close (the exhaust gam temperature is bDlou 45000
the high-pressure rotor r.p.m..axo bolou tho lou-ncourej
rotor ro:pah and emOlnit to about 92),p Eliot? the ::.?.hattoRa!UM.
the aid a oinuit breaker MUTTER gaLRGR,Tel 517IVAING-0,%
AUGhtame IIAMUM (ABAPe BMA. OTEo1oX0 GOPCAgo ? rw.reirall),
640 At altitudes below /50000 flnT. accol(v..atiora
013gitia and aceelerationstyreocded by ageed docroacov from 2,2Lo
rating to maximat ratixe aro allowed at the indicu,tod aix'sOcl
,J of not loss than 350 km/hp; it is also alloued to AooreaserV,:o
,i engine r,,p.m. to those or the eldlo rating fron agy eraltao imti!.
by shifting to engine control lover gor 105 - a c_310
' Mr flying higher than 15?000_ It iaCYlacacta -:?-:) .
throttle down the ergiro below aallmmm ratirgo ?
OPERATIOI SIBTEH
OdVII
(6)1Aell
(i.pri 630
5-11?
aro
tic
(50 gt44
;1-11,catlyz 114
tb...,A a the
67? tte
1 13 t
EIR 1
(11001 12.
1
tiaL
650 tael Consumption should bo. oblDshod by XegCOR.2 0
the fuel flownoter aa d tho la/pat/mg lights?
flyiwl without a drop tamke the Indloatiti3 light& CM
. ,
light ;awl 240i_should irdioato consurptleat o2 tto,titA iiik
,
the folliTing wAy8
i41444 Via
(a) lion 900 - 1100 at
dloat q AtoZ wan Sa tto 'i,..3a.kao .S1C,.--' .
f.:;spolv. 1 a rpo ParCe)
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Ifo-
o
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?
, and ohttt
position IA
when tho
'0111Vitiono
.)peration
xgiae control
3 sec. Aftext
AUGMENTED
er shifting
) position tha
tch it off teak
(00PCAN. )LAKez4
ngiiae contra
ng in ths
shutters by..,
,
below 450?00
a-pressure
e shutters OA
INHING-010
MANOIM,
coloration of tb
et from idle
catittd airOt
to deoreass
ani *Wins
2 sec.
aUottO
?
t0
40.
astit64#08.1,,
at the atualln;
the WAN :,Sle
anal ani
. r
SECRET
50X1-HUM
(b) Woon 450 1: 50 :M.; cV :Alia romfabi :1m %'::',, , 11,_Ii.f,-': -1:,-,_-1?? ? ?
ilkc light PUIVIIIIDER 550 LIT (00V,Z00b 550 t'A) olif,iga 6u'r1.3
(0) whon, 250 lit; of rum). 2.-viatim, in tho .i'.-if.1?-,J,
light TAM GROUP 3 (3 X`.1?,,, Bill(013) aohould. cone oi,, '
Ilhon fbing with the drop tan%0 the :42.ol timid? 'Z,12.0
, ?
.d.r.. tank is firot to be consumed, Vith .'ite
t tick f?u.1.7ther grygnalioation of fuoi
. tion tri 1 operate in the 681110 soquori,,,:o no stcp
flying without the drop tank.
56,) After proper amount of Ao1 hae boon ovrimoti alaa
,
indiOating light TAM GROW I (I P4.',', BAKOB) hap boemo 6:10
swito32 off the.respeotive circuit breaker. .,
0. When reeking qoproaohlor larslins v7ith0 ENM1.2-12./0 C?
fuel ides than 200 lit. witch on circuit brook-on MT 03
TANK iIROUP 1 (HMO 1 PP, 1Wk0B) alul Pump OF ME CROUP 5
(HAM 3 .Fp., BARON) to pum over the romaininz :Ciael .2.rc,i.7. tan
group 3, end tank group 3 isto the iDorolpo tank croupg A'(:3 '
.allowed to swi.tch off these circuit breahoro attic,;-.7 1710 vor:;,1,-,03:1\7c)
indicating. light ie ritonclily burn1,32.30
.:;.
?MUMMY OF AUO0PritiR
E,434, Autopilot KAH-2 ig reaay.gor operat$on o...:Noyl,, ok
broakir AN has been awitohed on (the oiroult breD%or dienla 'bo
switoied on aftor.praparing refereztee gyro ?A111-1 ..?oL, opeattace 4-11P;a0
radar sight? Circuit breakw LADNOTIEG fRor It?.)710
RKT MU (DYCK 009 PO) c*uY,,(1. be sultab.cd od2ca ?
on the combat DOM? Card.73T.D1A70-Cg Ogg '''llafj3
hag been d4scontinned0
1900 To drop rpLet pods TA-3716-5V gWD the
.16 neoeseamy to tbre3 badk the gap hoR,Ags.prv1917Ua
DR(r. 03 L.X1'j (AlppiatiA ourai cEIA
50X1-HUM
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?
011.
-button, After dropping the roelget pada indieatipg :1.ighto,RIC?
MISSILE SUSPENDED (IIOJJ.SEEM UPADMR) aLici
MAZER ADMR) amid go out.
ylEITT
VADTIONS8 10 In caso og a fprced lardinsp
emergency drop of the rocket missileno DependiPs
pituatioh it is ponsiblo to drop miopileo Y2-3a ()Mix?
together vith launcher ARY-,c using the opbrgeney 015W?
mystom umaking use of the emergency lauv.thing oy0:m0
20 It lo.forbiddon to taxi to the pflitigs rAto
with ammunition on board the eircraft0 UhcA any
ammunition remains in the aircraftp it in ecennoKy .;(D
taxi to the assigned nit() to mnload the ar7amoai;0
FLYING UDDER MERV, MATHER 0007RIOUG
1910 Instalment ng approaah and judgemen wAth -6he
Awe of tbc ILS equifmont mq be perfumed using t,h Ocalowl;
methedsv landing approach from tho.estimatod lipao ntraight-an
-landing approach landing qpproach in two lee-tarag aad
tangular pattern landing apprqsh0 Innding appreach fro the
estimated line is the main inetriment :Lantdina. approach mac(10
Approach rand catination or laains made as tie 160?.41!i;L?:1
? end rectangular pattern landing approach are Lined vfiaen ;It
impoesiblOo perform larding approach from the MoAmptcd nE9
or straight-in landing approaehg and with the trail.xls pmpoer.30
. DE,d2LFAULEsuas
? 1920 Beforo nakiws c flight maw advert:3o i'aoff,hos)064,--
,
ditlone listen to the techniciano report and.inspcot the
,oixeraft using the same procedure) as In tha owe tai' a g/AeM ';JO
be made under ordinary wvather condition/30
,? When Inspecting the aircronp puttealar atteiAca ehoIec
be paid_ to the operation a tho cgro horisonv antoraoto dimr,
thane eyeteme Vadio compasoo radio ocit p otand-by k7ro kkeY4fh`3T1
?Ail-300 (200) and other night nn4 Pavigiattoh lnotn:Twit30
? CAUTION; 0,y-re horizon Arg-1 diroctioral oyoten
?, ahead be ready tee oporatlem lemt 2?ITg.el?T=
thy have boon witched on (tbieh rnaks7
starthr tize)0.
.74
roTeo,
)r,1
toX
I 001),
1
.:?1,1,?1 gor 8 Pr
A
evovu `'"
(0) Otitis of
1-13 cam)
E:T!.,:xlm iota
'IA mai" ad
ttte
Id Ci (101)
047
Won
r.A.4
ii;olha
roue
cot
I-AA to
450
hilrz g
LI hut'
trmz,j,
tiL'A
SECRET
-.70710141,19 *WNW*
,
50X1-HUM
?
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,
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SECRET
is above tho
0 Penetrate t
rating it toratti
tho fueht
retertil
and the vertical
e to' the crro
e (mime.
$ ef,'?ror, lit is
oompartre
200), to gait)
CrittOR 3:a72112Z
deflecting from 0 to 160?. Men flying OVOR
beacons start the stop-watch, turn, the' aircraft te the acotrizVs
course (through the correction turi.i ogle) Oa proceorl aylvz
during the estimated time after which pe*orut a tura to the
lading courne? ihi1e turning ii0,02:100.E300 the alt.ltudo by all) m
and change the bank to accurately take the lartlrg coerce0..
plying from tae outer homing beacon to tb.,) Ecipat to
landing course in ,assumed should 1)e mule at.
speed of 600 kmihr..
2020 After as ng the lep.ding course eO tho ainairs
gear when performing. a 30-sec level flighto aftimia aAzOlot.):66Z
'airspeed of ,500 loaihr and then ;br,Ing the aircLagt a etecruazZio'
When on the landing couraeo maintain the :rA-011q-ydr..3
of descent 8
? (a) 40 Wee? down to an altitude a 2000 .
(b) 15 m/sec from 2000' to 1000 ia5
(o) 10 misec from 1000 to 600,..r26.
(d) 5 m/sec from 600 to 300 mo.
203. Vib.en. at on altitude ?of 300 mo brins the oirorcSt into
a level flights reduce the airspeed to 450 lculr cicolaticm.
flying at thin altitude (in the overcast or be the olcutra
base) until reaching within the outer marker Loaccaaa
Ping over the outerTmrkor boaeon should be Ella() at aa
altitude a 300 810
204.Vlb., en. flying over the, out,ar_rilarker bercono ao mn 0,13
the radio compass gets automaticailx switched OVOY frep
tO
cater marker beacon frequer...ay to the inner maor bovscoa ?
frequeney, tura the aircraft to obtain Iladota 111) (M)
extend the flaps? stavt deaceriling at a vorticol rate el?,
dement equal to 5 7 ra/eac, ihono while malE.:talatzg
RaUta RB, (!W) En OD approach the itm.r mailwo bOagen ?
,ltitudo. id CO - 100. ara 'at.an.airapee0, of ::7,G0 5C07-5211?-0
Aftrj3.yjn over the ie r taarkor beacon finD.:?,inoto?
AIPPTceich end estimation vlowLitly att .Devg.er2.`210:117Z0
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50X1-H UM
In addition to the above said flying Ovo, the outer nra
inner markor.beacons should bo checked by operation of tho
airor-I light and sound nignalization system?
-Note.' Should the radio compass fail to switch over mte-
matically to the inner marker beacoA frequemy,
switch it over to that frequency manually by -pheim
selector scatoh OUTER OVULIRKS BzutoRig)
to INNER (BMW).
Apkvsysb, Eff_jLE-on I'a-1-14.11615,-'4191!1_WI-21:11;
205, After accomplishing the mission esZOAlsh ra0,0
oontaot with the flight Control ander (MS c:::ecard :Loint1040,
report the flying altitude and proceed to the iAencorp staYAF3
with A course aesigned by the flight colOnol egiCOR0
On reaching the descent starting lire t:,A the alTcmf
(following the 'command given from the ground) '';() 0,0311.110
assigned course and then bring it into a descont while
taming the assigned ratingc In the course of Aeoceading 'follT3
the commands from :the ground amid correct the onarso av11, vogti..
cal, rate of doecont accordingly,
?at2i, The direction of descending (i,o, course) ehouldbo
? given to the pilot oo that ho can bin.the airomT3
. to an altitude of 2000 m just to a point where the
turn to the landing course should be started, TO
flight conditions'underwhich the scent is to be
? 'made are establishiid by the flight control officer.
When flying with the training purposes? descendint3
an altitude of 2000 m should be pcifonTod at au
indicated airspeed Of 5.043.kalkg, and a rate of deem-
' eqUal to40 misec, ?
206, On reaching an altitude of 2000 m ly.dng the .aiToragt
into a level flight and then perform a cerrWlon turn el a
bank of 300 to take the landing course, To bring the airerativ
onta0 landing oeurse aocurately? change .the. 7.4ankAT regagodo
fallow all the cemmands sent by the growl MGM contra 'got
and request radio bearinge0
2070 When on the landis4 acmes (ihile flying durlYz
30-aeo level), obtain an indicated airspeed o 500 kahr? at
the landins gear and abut demanding Ina 01) 6azo prooe
. as Intl* Gage ot a ntral.ght-in balmlime
SECRET
50X1 -HUM
it 67:
t1t2
arr
GT,
tiO?
re-
tit:1C:r1
14111.LI,
1 C123 Mgt
1101313W
tt41t1,9 641;
tag
cl 81 tia3
ratg 41
[fp! s1t4tatt
.1,..tr,g gtat
,101PliA p
rzi tOrl
? ?
?
1
.f
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SECRET
courso) Welk
bring the aired
a point there tto
be started. lb
descent 18 tOW
t control offles
oasts, descer4
seated at as ?
rato of las
.?caltiAs jeat ogto
2080 If it aP1
(duedondco;c0e)::Ersizelyaahi:sli,ts:
spoetoodirt
infoothmuguratlie.aptlipoaQcvhelatldi an
aremd procedure and request clearance for larattrz
approach below the overcast or ger ins. trumWr lwapas, quiroatt
ohm in the overcast or. bolo!) made. in two 2.,COcCJiaqn7s dopt-ml
on the weather conditions aid terrain renege
kallms.Auslacji_apilLeiisvaluAa J,?,)
Two 180?-Nzu
2090 When maldng a go-around procedure tp, order t-a approaw
for landirg in two 180?-turaae 9 accelerate the cagine to Etrarao
r.p.m. 'start the stop-watch at the Moment of it-iny over no
lamer Barker beacons turn. the atacraft to tako the lemain
*worn and thens rthen flying at on airspeed o,500 lotiar t3.3A)
vertical rate of descent equal. to 5 19 1'lice:1;;, calx t319.
assigned altitude (500 m), Vibile gaining the 0,titvItles retymot
the :Landix gear and flap.se;
? 210. One minute after ?k:kying over the 1)2k:Dr naV.co..v 12.aricaar.
(or I sin 30 sec after f3zring over. the outer vnr.lw beacon)
perform a, tiari at a bank of 300 to' mama the .:,,ourio) revowp
to the landing one If requireds after tuminli: On7041t; th0
004r80 for drift? Two siinuten after loavirs t17,D beam og Mr:.)
outer marker beacon while flying :Level porfoxm tttum ger n0
?
landing course maintaining? a bank 'of 30-n
0. l'Io111 the no.no,:oA
half of the turn make efforts to accaratay cirpArio the :Thar:c1im
courao by changing the amount of bank.
.211. When making. a 30-seo lovel, flight cd-",_;,:w clommmIJI
ituding.00urscp extend the lerdirs Gears deownno tho
down to 450 lagthr and brixiir:the aircraft into c: decocat;
thS rate a descent amounting to. 5 pioco, mon :'':(4107;
procedure wed for .a straight-in landing approval?
Zdaliziamme.h.9.2A1;tie.leikeitim,),1Wi!.s
ast,AmpilarjzataajAtTSSZL.
212. When going around in .order to porforz lnr,dis.
aPitaaah .by flying the rectal:saw traffic pattavas ivorotylo
) the amaine
g30pon to the maximuti %INN start tto citey-mtph
?
50X1-H.UM
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CPCDPT
50X1-HUM
If it appears impossible to mho a lagi.U.,ps ;itA0i.;
2080
&1st:it:mars through, the overcast (duo to oxcessiv):k7, 16-10.1ci
op a eat inaccurate approach for landing; ete);
around procedure and request oloapar.ce fop visuet. loral$N
approach below the overcast or EoR iRstruneat cw,:ztagr,1
(den in the overcast or below) made in two 1800-'4m2.ti aoytol,g.'zv
the weather conditions mizi terrain relief.
tablish radio
ground facilitti
e descent dual
ntrol officer.
the aircraft
) to ass= tlu
cent while We-
t' descending foli
course and vuti?
course) chca
bring the *Ltd
a point whore*
be started.
descent Si to
t Control Wks
essay dester0
erformed at a .
Id ? rate Of del
briDg the sill?
WA= tal*_its"
ring the Ilic4s6__
bank,ifrow-
oon
fd. inca0
209. When vt.l.? ng a go-around procedure in o::der to
for landing in two 180?-t-urno; accelerate the
r.p.n.otart the stop-watch at the moment of g30::?:; OVOR
inner marker beacon; tura the airerakt to take the Aandi33,3 '
vase and then; when flying at on airspeed of
vortical rate of descent equal to 5 10rioce, [;01.11 the
wiggled altitude (500 in) Thi10 gaiating the alt.`'.:51,..do;
the landing gear and flaps,.
210. One minute after flying over the inilDV
(or 1 min 30 sec after Mixt; over the outer raar;o1 boacoa)
perform a turn at a bank of 300 to ROMEO the covlle reverse
to the landing on.o. If required; after tuning c,)prect the
course for drift. Two minutes after leaving the 'oeam of the
outer marker beacon while flying level perform a turn for
larding course maintaining a bank of 30?c Men ta the-Jar:1mA .
half of the turn make efforts to accurately asthr3o the lasfilrg
Course by changing the amount of bank.
211. When making a 30-see level flight ate:2 amramills it?
in course, extend the landing,seart demon() the eirspoia
doan to 450 )m/hr aid bring.the aircraft into a aescept tith
the rate of descent outing to 5 14/00(10 ?h.& ati falai/ the
procedure used for a straight-in landing approadi
2120 Then going around in ,order o perform lemane,
"Pau% by flying tin. rectangular ?Intlaffia pattsz4 lwraoso
the *setae re.pom. to de =Laud %name; start tb:) otoPrntih
50X1-HUM
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50X1-HUM
SEC'RET,
4 ,l; I . ^WOW ' ?
Tr^
when Mina over the inner narker beacon, make a cOrrea,
turn to assume the larding tonrse'and start clim!)ing after .j
reaching an airspeed of 500 km/hro In the course ?. the ollaba
retract the lauding gear end flapso nt an altitude of 500
.
bring the airoraft into a level fligbto After the inner Marke
beacon has bean flown over and the estimated time (I min) .
elapsed make a turn through 90?0
With the radio station relative bearing being 240 0200)
perfaa the aeoond turn at a bank 0 30? to aseume the count)
reverse to the landing oneo Proceed faying Witn this course
and report over the radio when flying abeam of the inner . .
marker beacon; with the radio station relative bearing .beilag
equal to 2300 (130?)? make, the third turn throaah 90?, Raving
made the tura and ae eon as the radio station nelative
bor-
'ing has become equal to 205a 2900 (75 - 80?)? atart turning in
the level plans to assume the landing course. ny changing th(;-
bank obtain accuracy in assuming the leading ()curse? .
213, On the landiee course, while making a 30esea level
flight, reduce the airspeed to 150 km/hr and belng.the aire
*raft into a descent at a vert.:oal rate.ok 3 minim? Then, nee the,
ammo proceaure-as in the case of a straight-in aandirg appwneb
perfotmed from =altitude of 500
0
'
PLYING IN MET-TINE
2144 Inspection of the aircraft before a right fligne
should be performed in, the eame sequence and mope ao uhen
*inspecting at before a day-time flight?
'Besides, prior to entering the cockpit mak? owW
e tj
: circuit breakera LAO WARN1NG?NAVIGATION LIGHTS (OHM thae0E0 .
ARO), L&8.,LANDLIG GEAR EXTERNAL SYGNAL0 MAPID ;MEM? OHM
1A000,1E0 LIGHT (Mandl OBDT),and OXYGEN Few%
BRAURDIXTENSIO4 LAMP DX0 (0E01iEB KKO0 HEPENO0Han ZAMA 10)
' the rear ri.,,t-haril electrical switeh panel ono
On. entering the codkpit proCeed assfellowep,
? (a) Obtain the requirad, brightnesa of the efen Wahte
? l*nating.the coOkPit ny adjus4na the rheesta60 ?
Wee ia the -
t ta tore
.n hi -
titt mardea
aM
to:
(11:iD:att dant
laze,
r:1? zaY
1.? ?
Deleateelti,T
23-Ge The
0-ctato ma the
zaintela.
???
80
SECRET
50X1-HUM
lirmitiorm
? .
aanr.,,aaaan
? '
'
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50X1-HUM'
Ii, mahe eorroctlo4
tart elizbing orttt
he Couroo ot the%
n altitukle of 5004
aer the inner ttattl
Wd time
ring being 2400 00
to aeauxee the court,
ag with this conro
eam of the in
lative bearing beir4
throwth 900* 11014
tation relative bear.
800)0staft_t!abo
urea. By CLIMPartng ttl
in course.
irirtg a'30-aeo level
and bring the ail"
of 5 mille?'"!!
ght-in landing uwa5
(b) cheek the ornorgone,y iiht1n o.fc' t'ixo 1.pritruFvg.i3 befricot,
for which purpoao ?witch e:Cf.' thk) inBtrimoni;
by oporating the rhoot3tat and turn on ovi1t13111 STALID-DY PR.)
Lime (Aarandatug Icpond CBET)3 the cheek (iverp awitch
otaiyi-by :Lights and obtain the required br.1.(..1htneer3 tho
instrument board iliuminattas thta threlOA the uno
rheostat;
(c) fraitch lax the exteneion lamp aud'ohoe it 007? ?
ivorationi;
(d) close the blinds of the indicatirc lights GA t4e,
instrument board and panels until the roquod intenoity og Mr-U'
is obtained; sat the blinds of both the licht panels (TA og
the ILS irdicator to the night flying position;
(e) obtain the required illumination og the eco 1.cy
operating the rheostat on the radio'compecn control pano4
(f) switch on the navigation lights, ctock then goz5 ,
proper operation and sot the selector ,67.1.M1 to the assiGa7A
position, i.e to one of the following posf,,,tionls LOW (PAM% ?
momm (Mad) or FOIL (OONIa);
?
(g) place the lamp selector.g, toh to MIMEO (llOOPROTRAQ)
and then\to TAXIING (lIngilkg) aud make o that the :larI4o
are emu& and their beams are direeted propor4; aftor olredrs
place the selector switch to RETRAGTED,(Y1100)0,
Engine start and toot should be made?voing the cem
cedar? as in the cede of a day-time flaghtv
215. Before taxiing slave directional cystam KOI:L
After being cleared for taxiing brake the wheolsv oc=zrA
the teazle/au TAKE OFF OHO= (YBPAIS )10,310J,M) Jyblianag
with the navigationaights Having made sur that the eholks
are removed and that no obstacles are presult in trent tho
aircraft start taxiing. When starting taxiizgo switch .c.2. tho
taxiing lamp. Taxiing in the night-time is .4,erformedia&D ?
ease way as in the day-timeo except that 1K, 5h3 ni0t-tApo.
is necessary to keep looliing around paxtioularly 701 ma to
Periodically switch ozx tho taxiing 1=90
216. The techniques used by the V.12.ot tal=3 off cat ? ?
aight 'are the. sem as tdban talus ,off inits ,40-tit00. te.d
eft sOintaLin tho direction by 2oforonoo to no ritang Mt.j-ltbQ ?
re a aight flight
and scope as don
it aiake aura that
LIGHTS (CHM
OAPH, B:t1 Ciire
MUM,
DEFEHOGHAI kirai
pdpi are One
(1310fee I
the it'd Mb?
eeetatel
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OZ '
50X1-HUM
ri?
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SECT
50X1-HUM
Under the 1/Olt-night, coraitione p9sit:16 ei? the ,
=De ii the ?ours? oi' the taka-ofg w1ohoeie dotaxviz,?1
re:tarmac? to the horison Uo ma the 3.11.E.wcgr light-39 1.731:11,e
under the dark-night conditions oals by K9,c1,:,contio Vile ,lo,?.3.7;vf
lights,
217, AftertO aircraft has become eiY7030`01.0.
look. (without c.henging.positice of the coat:vele) to to lifAt3 ,
O n the left ads of the xvsrriay ma continue gainisks
'while gradually increasing the distance bet...-;oen the Elai'Z'
AIL*44t arid the grounds at en altitude of 15 - 20 nl :-etract the .1aLel'4r
gear anii at en altitude of 200 m retract th.D
218, Flying technique used by the pilo trailoy:th Us:q4;,?
night conditions does not differ from that .o.sed mica? tb,,,.)
'day-time conditions. Men the natural horisa'cannot
observed, perform flying by reference to th.-.) itutzaimen.to,.
? 219, Flying the lending pottern? sequetee setica-0 v:3?taa
.flying the landing pattern and making IandiTg s4,3proach ava
atailar to those used in the day-time flyin3, The tm7,-.4. l'A) 0,0
base leg should be. made somewhat later than ?uhon on the be
the outer marker beacon? leo. when; the radio station -;i:eir.:.1.xo
bearing becomes equal to 2600 (in ease of a countoroloec,,Til,co
flow a traf:ric) or 1000 (in case of caoelviicio flora e:e?
toaffio)e,
220, When fing at night under 0,(3,vewJe we4itho7, co7,3(11..tlezno
tE$8 landing approach methods axe similar to.;.:;hose use t1
flying under adverse weather conditionsin o dcw-iar.),
It is charaoteristic of flying at migh-",,; in the ovcrearr7J
that there appears reflected-light screen VAo& the
DAVigation lights are burning.. This indirec.;1iht vTido:17
varies duo to the liming &malty of the oloftdoo which 1K;oy,,
fares with the pilot corzeztraiAns on flykr,; by s,?c-Sol,c,v3c,
the instruments@
? 2210 At might whonmallins outimationgty? atlyta*yz arj
while landing on, the floodliminwouse eme
teohnigge and procedure as in the dog-ttmeo rmOcnil
lo to be selected 75 - 100 ra, short of the 2nr on og no
tunes/ thin the strip ilInnimatod by ti/o ::14TA,A,s13D0
'?'2232:41.03:1t1;:1711:1:
talu
(b)L.flight
qfnatic
(?) nit
xvati.4
I
d.Vc
"=1,,
SECRET
50X1-HUM
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50X1-HUM
11 or the
1 be date 44h.
222,; Lauding with the uso of the larding 3..rtto
kue 03,1
LI row which is not illuminated with the floodEtjhto io
i
:
to t raquires from the pilot pax,tieuMr attcnO,kn
= in he
Iltermining the heiOlt above the 8TOUPaUlT2n Vd
=le shirt :our .raking rourdout and floating? -
.Gliding after turning to Ural approach eh1:1 bo T2No
18) to the
ai 11.4,J._
a?
. 0441 to brirg the aircraft to the voundout 'poir60 Eaeatc
niu8 eirepeed "
en the ita rnmdoat point in thie ells() eve the ramcg Awoholl.
L - m -
tract the luldh/larTen altitude of at leant 100 m owitoh on no mTmo
flaps ,
by placing the selector switch to LANDING (1100.kr.)? Pw71 cv.A
under the light. !altitude a 30 - 20. la (Ain the look to tho greu.A.
ed mder the ? with the light of the landing lamps and concentr:71to on
cannot be :determining the distance to the ground to start ew111.5Acao
instrumento' . lt an altitude of 10 - 12 m start Rourdlns oat Ir smeothV
41 of actions emi saving the control stick rearward GQ no to finloTA it at cm
approach are . ttudo :not over 1 m above the Ground and then poor.71 fleatWs
The turnto andlanling on the two riol.n whe016,
? en on the bwad: The landing roll completed placo the :imp so:kcatov ornn -
station relative to TAITING (MEMO and taxi the aircraft to to pmtims 171,0
ounterelookviso
AIRMAN MUT NUM
se flow of
. 223. The purpose of testios sift i 1i' in
weather coulitigeheek operation -of the aircraft ergiao9 airframe vxito mg ? .
home =Idaho gaiters, radio communication systemp radio axe mvigatioroA -
'equipment as von as to evalu th
ate e ell:craft performR16
inttlorisErciant .;!Ilumactoristiosa
224, When in servicop the aircraft lo to be pubjcotrA.
the aircraft
(a) annual check fliat test ?
sight widely
(b) flight testing after performir the rontila Ends2v,
Whit* Welk' taimmoe op aircraft;;
EJ
on the craft;
by reference 03
.(0) flight testing performed after OEMOMI.PXYSVAS the
? ofr-
'P nPlacing its engine or ",11,01 piurp governor) to wa'A
and atter eliminating the defects wW.oh Laver the eimro...tt
nu:dad/00,
sa of 00 , 11.04 When ?tarp flight tectinz 6 the
4 drop tont oh d hOoarriod"
50X1-HUM
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. ? ,,.? .k ?,?? ,, ? ?
4:1 !. ?
.1 .1 !..
225e, Annual check flight touting ohcald be made ig omp -
formit7 with Items 230 239 of the preocu'd Laatalottom
(Item 235 should be omitted).
. After every 50-hour end 100-hour g012122.9 meint6manee
operations perform flight toting of the mIroraft uclW
^ u,n 0-tve otn,
iprocedure set forth under Items 23v C.ID U9 U
234 "b", "es "d"; 235 "a? (for the coaonq flight) orl 2% 0 .
the preeept Instructiondc;
After replacing the engine gly the al.72praft nt low
rating? for 30 min vithin the airfield araa wid then poRgo=
flight teating acoording to Item 2350 .
tlight testing cf the aircraft after replacing the Cr'T1113
fuel4upp governor -2102 should be mde according to
Item 235 "a"s "d" (for the first flight) and after rop1acin3:.
fuel pump governor HP-222 according to nom 235 NI? (:or IAD
tirit'flight) and ?a" (for tho seeend
226. Flight Check of the aircraft geT proper bo1amoin3.
should be made according to Item 231w 232 and 233 172, the
folloving cosecs
(a) after assemblying the aircraft E5Optea in die-
aosoOled condition;
(b) after replacing or repairing the alrozzEt otabin=0
ailerons rudder or flap;
(c) atter replaoirg the aircraft aprA9g-1eadcZ mehrolms
the actuating mechanism for controller APY3D0 the 1513,1rniu3
effect Mechanism, booster BY45a or BIT-51rle;
? (d) when there are oorriplainto on tho pt og ti))oyL1e.
about the aircraft abnormal behaviour in r,light,
. Before flying for aircraft balancing the pilot o120:31:i4
acquainted with the balandins card?
227w rf the pilot detects abnormal bnavieur e
iiroraft or improper operatiom'of the englnas oopn-,ato
or butitruments Amin. a testIlights ho atot xepovt tbAo
:Lodiste]' over the radios discontinue the Elooleal.a0 'ov200-
londingo.:Aftor oliminatiug the.defooto, At An R3000005 "1"
anothw Avis* tot,
%ft*
(0) Ottli
qa:t218014
tria viatea,'W
Lanedis
Ma wit
fleh
u0;
zwhOs in
clatet
altitude 01
We:
0.000 Vept:
z3ttin 411
(0)
an(
Dat29rit*
ranrom,
Mits
SECRET
50X1-HUM
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?
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id be made c
!Inetractica..l
nO Maintenanco
Alkft tudx8
d";
flight) ord z360
raft at low
a and then poem
replacing the c6
according to
after rep1ee4
235 *0 Oct'
t)
pri?er belandrg
233 in ta
opted in die-
aircraft atabilin
wacadetl adagio
3e, the tit?
C;
of the POI
the Old 11/1111
vicar of tb)
aelvatt.
4 rePort thijj'
sled? r0
Dews? "
?
50X1-HUM
SFCRET
s
Men
?
1
-
228o performing a test flight foow no Yykotr.sagcqAeP,9
?
alAirtrait and Ensino Operation? the preseHat Instractim5
till pertinent Bulletins. When making a tectiPs flighty OA
entries should be made as presmibed by tho assignment()
?
After each touting flight inspect the drevagt
?
sCOO o2 a postflight inspection.
- ?
229. In every unit 5 - 8 pilots in tho post rot le,,..yeR Onc?-).:
flight corm,ander should be appointed to ca?- unt flic7A
? itg..These pilots should be instructed in ';:im) E.7,1;hcf2.:3 noca
on testing the aircraft in flight?
An014 Cheq1/211ALWAR
2300 In. the course of the testing flicht it is Ecaoccmv
to check the followings .
(a) synchronous and effective brakin and malwalgiaz a ao
aircraft; wheels 9 controllability of the alt:xYagt dny117; trili123,
operation of the stand-by brake systen8
(b) behaviour of the aircraft during.the take-off Imo
after becoming airborne tad in tho coUrso climb (stability '
.ani controllability) 9 operation of controLlxr APY-33 taarl
trbmaing effect mechanism;
(c) proper functioning of the booster calaainieji.',M1-2?43 ?
systems? for which purpose operate the hydz'aulio oyate74uyit5;. t'
arid watch the pressure drop' and increase by the pressuweaus'g
the landing geat o flaps and air brakes for :gopsr retra6t1on 7
(after their retraction the relative indicating lights thrall
flash up); besides check should be made of the aircraft' ca0aY
surfaces and air brakes for offectiverass ol operation; the
check should be nade while flVing the traffic pattern at eM
altitude of 5000 - 6000 m;
(d) engine for steatr operation and or3ine paramatm.
(to!, ropemee exhaust as temperature,and el pressure) gai
meeting the specifications at eteadyand transient ratingm ?
. (0) longitudinalp lateral and directioall balomino
2310. longitudinal balancing of .the ainrat Should be
( .Parfermed while?clinbing to an altitude of 5000 a at.tto mint
iaamilama voting at an'indicated airspeed 02 '150 UP 11E4*
11.01128 use of the trizoir4 afoot Medinif3 WM47. rprizaintlio
SEC:RET 50X1-HUM
-
?
?
-
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SECRET
50X1 -HUM
If the eircraft.fails to get .balanced normallyo accolorato
it to an indicated airspeed of 1000 1090 km/br at an altitude
up to 4000 no When accelerating the aircraft o foraos
=cod 4 kg, IT pulling goracs !
on the control stick should 110
greatly exceed 4 kg while accelerating the .airlmafto the .
balarcing!should be discontinued and the aircraft should bo
landed. After landing:the "drift" of the stabiLloav contaa'
oystem should be increased.
If the pilot made use of the trimming effect EleChalASEI
order to balance the aircraft longitudinally at an indicated '
airspeed of 796 ? 100 kmihro he 'should not use the mechanism
'after the aircraft has been balanced till the end of the flight?
'After landing it is necessary to perform additional adjusting
of the ing effect mechanism in order to place the stabi1iE.
or to the trimmed position,
119121 WhonperforMing aircFaft longitudinal balancirso
pressing forces on the control stick are net LUAUS,
232. Lateral balancing of the aircraft sinuld be choekoll
with the aileron boosters switched on and then off and iOCC1-1
case vith autopilot EA11-2 switched off and the7??.. switched OP
under danVmg conditions.
When checking lateral balemaing of the aVaraft with 'no.
atleroh boosters on flying should be performeA at an altAtnao ? .
up to 4000 - 9000 nand at an indicated airspec4 of
1000 - 950 km/hr.
'It is allowed to start lateral balanotreg f the alxoymt
with the aileron boosters off if rot moro than .1/6 of the
.controll. atick full travel is required to countomat the c'
craft bankingo
lf it requires more than 1/4? of the oontro:k ntic% ftIV
.travel to counteract the aircraft banking
it omeoeopaw W
adjust the aileronsisalignment after 1anding6 this' dono0
perform another choking of the aircraft later1.110a
the aileron booetere on, m,vs
. To cheek lateral balanCing'of the alooragt with tho
aileron, boosters cap switch off tha boosterj?Claa. at aaltl-
tad* of 4000 0 5000.m and at an infto4ted.airspoed of 60077,41,P5
than, whiip.denoen0743..(a,' a emnii anglo domont) to -
86
014
001"a
o14106.
gitic
Wit
fict foe
gaol at*
ethattb
t
gtafased 044
tt: dm'
Ma use
N401144!
11104
keti
414
Mi. la
Ong tot
bateto
c.atio
t14
kxlakor
.
(re.
.tto
(siz
SEC.R 50X1 -HUM
PITON;
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50X1-HUM
'Aced nor-041
1050
Q,44/01t1tude of 2500 - 3500 m with the engino operating atitho
atratt, p,i,
1 4 kgo Iv Q 441
tr'r 40xiamm ratingpaccelerate the aircraft to an irdicated airspocA
r? It44 P.111,,, f 1000 - 950.1althr; when flying under these fligtt conditUrov
elr'Irat4, t'l the control. stick forces required to counteract the atocraf13
() aireraft cicalabo einAang should not exceed 15 kg; after reduciv.r; the indiontea
0etabil.
-.Atop contiv drspeed to 750 km/hr switch on the aileron boosters?
At the initial ntage of aircraft accolorat..1.,on the coRtrel
atteZtr,47,1ti glck forces required to counteract the aircr40.; bull:dais? nhomY
at au szli.c1,111)0 minimum; but as soon as the airspeed is gaiw.)dp they PcI.Y.
not Iwo v.....) :, Increase avi change the nigno
?11 the ad or tto /BA, If the control stick forces exceed 15 kgo :?emembor the
a
--vtndicated airspeed, flying altitude, direotion of baloki? lig9
adlLtilc:41 ElJutri.
erto tkiwrontrel stick force and travel required for courptoracting the
a nco the abi
b raft banking; this done, reduce the indicaixd olvapecA '...;c)
. ?50km/hr and switch on the aileron boosters? titer landivs.
1 tudIral N1m1t',7, thmck to see that the trailing edges of the ailorons and flopn
? ot% aro tot ithittire not deformed and adjust .the tab bending of the port a2oreao
t shaula bl accked If the aileron tab has been bent with the cdjustiocs
Cknetraulinetela"8"9 it is necessary to check the lateral 4alansinG of no
iiroraft in flight with the aileron boostc;rs offo
ant eau clitackea ?
Having checked the aircraft for lateral balaneilog vath
di Ittopilot KAH-2 switched (129 perform checking of the alro27al?t .
th.2 eiruatiOw4
or lateral :balancing with the autopilot switchal OA '.3c.) cpoKa'i3fD
rforx! at on altitaL:
imier.damping c onditiono,
arspooi of
ns of thotdmIn
tha 2/4 tho
cadIzt".7.7,?,t
ooztrol ptic.k
11:ccosa/ ti)
d ? tai.D
llt4raltalarciA3
vitt 00
tor* v2zon at a,a tag?
?I.ispood of coo 01,
caesoot) to el SECRET
.0AUTION, Lateral balancing of the aireraft hoild 1;0 ir7.0
, with the autopilot switched offo
Vhen on the ground before raking a flight Ocw
balancing the aircraft laterally, it is %scommerdcb2t72.at
servo unit PAY-107 be set exactly neutrcl to avoid
? influence of aircraft banking .on balansiv30 Qo this
end? prior to taxiing, with the engine cymativg anO,
the aileron boosters switched off, switokA maim:1.1,11';
breakor AUTOPILOT (IBTOHMOT) and tumble WIPER
' (MW) tho.logt-hard panel; unit gon, 2 -3 &T-
M's ma then Emit& off circuit byoalcap AUTOPILOT.
. :(ABTOUROT) and than tumblar DAMPER (=DU)O This ,
? being tho oasot tha OOKVO. Wit will oama"jumt ?to the
50X1 -HUM
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Nat
crrnsi
neutral position where it will be locked by tho
electromagnetic stop.
. .233c Directional balarcing.of the aircraft should be
' checked when accelerating the aircraft to the F.?,,,aimum povainOtN
indicated airspeed and Mach nambero
, When flying at an indicated arapeed eralecdips 1000
and with Mach number eNcooding'00950 smooth eccifting of the
ball in stand-by gyro horizon AA-300,(200) le allowed by ml
amount up to ?1 diameter of the ball. (while flyiw; level
without any acceleration with the pedals not applied),
being the case? the pilot should be able to ocuntoract the
'aircraft turning by applying the pedals with vaitable foroe,;.
Sharp'spontansous tarns of the aircraft are not :permissible,
? . if the aixeraft is not balanced dirootiopally at afly
of the engine ratings? to pilot should remember the fo11o71E3
parameters while flying at this engiis ratinv indicated 0i7-.
speed or Mach number? flying altitude directioi, and amount
of travel of the ball in stand-by gyro horizon A11-300 (200)
with the pedals notapplied0 and approxLmato v,mount eg,pedel
force required to counteract the circraet turArzo
Having landed the aircraft? make care that the jot :1101-:!610
chatters are symmetrical at all engine ratings and adjut the .
%bending of the tab on therudder. ?
. After bending the tab Vile neempary to perforn adaitlem
. Checking of the aLaaraft?directional balarciw?; in flight? ,
2340 In addition to the above it is necessary to phec%
. the followings
(a) operation of the cone control system when incronoiP7,
.the flying airspeed or decreasing the engine ::,?op,mc; with the
? airspeed remaining constant? the pointer of indicatev
should smoothly travel to the right; when deceasing the
. ? airspeed or, increasing the engine 'ropeao with the airopecra
? remaining constantg.the pointer should amoothy tmvel to the
?? lefts. . . ??
. .
.(b) funotioningeg theaighU and rAvidatien instrumeno?
? the oxygon4 high.eltitude?: and olootrical cqp.bLIont tbgazilchon
the 64ttle.flight; ?? ?
?
foU
D,12111,1s
aritio
OB ea".
orst *a
es wit
is tit% ama)
Mt* at
V. P0
() Mai
N9,1 7'delt is
(by UM.
L73
ta 1036 t
1oraisits the
0 rattail
wftea %%tins
(e) elms
1t ti
eat. the e
ton.oxix
:`LZ at on alt
ENca og at le
Maus the
(a) 0,000
q%4C01-, of 3
105 - not
uutte
50X1 -HUM
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50X1-HUM ?
SECRET
Pe locked by, the
iircraft chocia be
oto mazimen pert4
exceeding 1000
poth drifting er the
00) is allowed an
le fl,ying level
? not applied). Thu
to counteract the
with au.itable tore,
are not pormioaiblo;
(Atonally at are'
remember the WIWI
tins: tainted sigi,
? notion end Bourg?
orison At-300 (203)
?sat; amount of pedal
t turnings
? that the jot Boob
tinge and 4111?5t 12'1
to perform glad
encirIS in flight'
neoesea4 to 41641
ate; when 111"4514
ins rem; with*
of intliCaUf 1113:4:
? decreasiAS
with the airsPela
"yi&itb;
tiontStrgi?
*VIPS?
(0) behaviour of the aircraft in glikpg ma AR
ate ratability and controllability), otead'1.Peoo tho op3Jp.-)
;Pcjeti?operation of the land* ); gear mEk glaPo coat2,
tr ea 31i
m(to sake GlAr0 that no bankin?,P rohent 17h0e7,' 0.7;i';OF:f;
the MVO 8
(d) operation and functioning of tho 0m73 ohto qota7,10
offectiveneso of the uhool brateo tho OCU230 of lflpRil,73
Test Flight Piaaii?
4i50 Mon making a toot flight afte )Q j c?
Wok the followings ?
During tho :Lot g t
(a) engine control by onoothly ehiftirg the cRi70,M,,CI-J7
lever (in the cam direction for 15 - 20 Quo) foant2M.:ko
rating to the MaXIMUL3 rating and back '(be rlwe that 'no
ropes) aro not Vlagging" behind the engine ooAtrel :41.ctim? z7f,:q?Zo
it ia being noved)5 thio check ohould be mite vihon d.:F;;71,r3
altitude of 8000 - 209000 ri at on indicatei, a/Kopec:1 c2::
450 - 500 luoihrl
?(b) *motioning of the limiter fon tho high-pr000mo ,770:1E,77
r.p.m.9 which lc determined by a drop of ttio 1c77-prome nto
r.p.m. (by come O5- when inoreaoingLehambez.1 tMo
case the high-pressure rotor rep,m, ehould be conGtant
equal to 103.5 ?o? 0058 the check should be ;oestoMrAd 177iliao
accelerating the air0raft to ttach number eual to .10,1,1 2,?(1
iit an altitude of 139000 ai cdtia the ogiino eperatirgaJ to012-7,?
laugmented ratingg
(e) operation, of the ongin at hb
nucontod vatirg 317,
with the afterburner off a to thio endvaooderate the revoiTatio
then set the engine to the ninimun augoienta rating aml mante
IL zoom with the indicating airspeed doorman tO .550 6,9
when at an altitude of .169000 - 199000 El. at the so,eKeetca
aped of at 'least 500 krl/hre mdtch off the aftOrbitIlleR Y. ? ?
ohifti tho engine control lorm 'to&Mir. (EA.ROZW) ?
(d) acceleration of tae vagina tialle flying at on imolicatop.' ? ?
8P6c11 of 350 Whir .by roving thO122 ..2outro1 laver Ow ? ? :
4,5.- 2 see within the re toA 14.1ingtOrattm
Itroper tolling-on of the. atertant09 4261-63?"a13"77
?
?
SECRET ? 50X1-kum
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4 , 'i?
?? ? I ? ?
? ?? "
011
of the Wasino within the rkme from Irlinimun to gall auroaitc.:'a
rating while flying at al indicated airspeed og 510 e. 55o lnfL,211
the ob.001c should be porfomod after descending to co,
lower ,then .150000 mo '00
During ,the second
4-51
(a) caas in the high-Tressure rotor ropoy.),,, .and ,_tiona
)4514t
' ,prOOSUTO rotor roponio depending on Btach ?nambero Auctuat4v,, Ovl r-
-
T p mo and low-pressure .o.ator r,pdmg tlEtt01
O
the high-Tressure ro
with the engine operating at the high-pressure op
re, g
limiter, exhaust gas maxLpum tomporRture and bil!A-pressure nte 460%
tt
maximus ropom,8 the check should be made at on c3.titude of, ?
\ /3,000 m while accelerating, the sivoraft to 03.110.11a p07,73/01391,0
Mach] umber;
cT,
(b) engine operation for steadiness in ?VI-bins when
) reaching the static ceiling and at the static coilingt
to
\ climb to the' static ceiling should be mad6 by 50013i/11S atT2.P3
-"" whioli 000 to it that Mach number is not less tIman 1,75 - 108,t3 ?
when at 'the static ceili 9, chellt operation of the on_sino tialo
Ming with Mach /limber oval to 10350
.4'ittia, When performing a. test after replacing the
engine, cheek operation of the intehe cone auto-
matio control system and fuel consupotion tb_vor.
the . entire fli t 0
CIL3eAws,..9:mdtss_9.2 Raclio and liadeo_EquipmexA
236o As far as the rage and radar equipnont iseonc..,,oracflo
Check the following:
(a) operation of teams/A "radio act PORIY-5PtonalKo imx,e
that it ensures proper communication both bet7;een the ai,-zwzag''3
and the. grow& and. between the separate aircraft in glicsWo
at nazism ranges (acoordiln to the specifiections)D
(b) operation of the AP1-10 automatic Tali? collpano
make sure that it accunately indicates the ro.(Alo tatat2,e-A Ere.
sotto bearing or the aircraftnel. Asti? beariP3 at the.
.ranges acoording to 'the 5peolfications5 aocurns'y in read:1n, ito
beizings .by referenoe't6 13.13,icator YEZ-2 sho'.21d be eilt/er,
at art aitlAndo of 10'1000 ra and ev15 a distance 0ogT.112
from station UP-3B'M at a diatom() a u) '6o GOO 1.-5-3
from station IIAP-9;
?
90
SECRET
50X1-HUM
a
Who aPd
mcs Ms in
1.1ahuld ra
t:rsAtActifa
7:00.
tho ert
t
*411124(14
Qthz olvokatt
141,to v'
'dB; Irrorata
(b) ?i)/ obe?c
trx, lys
Ir
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50X1-HUM
SECRET
LIZ1Z1 to
p
:.apeed 550b4i
ceratta' to cl tatit,,111
fliqhtt
,opozor
20 ar..4
itenen.re rotor r.p.ni
*attire Pt4Or toPo?
and kic&prosztro rott
at ea altitade ot
to ezudttm
(c) operation of the automatic unit for rotuniag radio
oompass APK-10 from the outer marker beacon to the inaor
beacon.whon making a landing approach 2rd f201:1 to inno:v 52D7617TR
beacon to the outer marker beacon when nakinc, a ge-areurd
procedural
(d) aircraft transponder 0P0 by watchinz roopon.oe p_arko
aearing on the plan position ivdisater (PK') of the grunEl
radar stational
(e) target location aad loc%-on rarzoo vihich the
radar sight can operate when controlled by tho grounA radaz,
atation.
EllEn-a91119,3_20.92.0te-110MW
Horizon ALE1
237. The remote-indicating gyro horison ArA-1 should be
checked in flight under ordinaw weather .condAtions once ovey
three months and each time after replacement of :,to pan? c,:?
after eliminating defects found in it.
Final conclusions as to the operation of cgre herkm
ter repladrzthe ArA-1 should be made after accomplishing the 1,iollewin3
inte co43 autc maneuvers while in the test flights 180o-turr3 (ono to the
onsunption thronshi
right and one to the left at a bank of le 2)? and then. ons -to
1
- the right and one to the left at a bank of 65 - 700), left
and right rolls left and right half-loopo, au:m.(10110o (ono
to the left and the other to the right)0
ipment is concorai
238; Errors in the gyro hon on indicatioYlo ohould be
determined using the folloio procedures
? (a) after executing each of the above mamuvers level
Off the aircraft (as gar an the pitch is concerned) by refs- /
race to the vertical speed indicator and'remvo the bank by/
reference to the gyro horizon; this done the miniature air-
craft should be aligned with zero readings of the bank scale;
(b) by observing the regerenso marks in the direation a
flight and by watohing the indications of the compass and the.
turn indicator determino the aircraft attitude (loot, rihethoz.
VIA aircraft to in o. lova MEM or in tam-!.)o V the .
SRMET
50X1-HUM
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? airoragt is in a txrn0 lovo?. it out tultil armentl,towli
. thio case the NM of lap cyre hoPloomIC1tmtau:,.1
the notches (in the ?oentro)0
(o) by denoting theraniaturo nirox,,va; egf tho co:igo ?
readirz of the ban% male &Moine the erser of. ftgre kko:docgrA
J,1144 bark, after rix,/ing Ito turno vitt tile alma teanko
' error ahead not orteed 3? Comtism the (:)..-crol, may vac&
' 9 M 6?); after ea& aercbatic =Mos, tha o.r,rev ahead zint
emceed 3?;
. (d) in the come of the test night ; nocensay to
determine error in pi:bch that mot be prooc-At atm taking MI
to this mit perform taking off and. ekoolmatetialroraft
? (without turnirs) to on aitr4,,4101 that wi3 bo the be olimbirs
einapeed0 after ttioh make ,a lawn Miran& 90?1 when on LA St3,1
goareeo bx.ing the ait,oraft $.21130 a Wei r_41,gat avaiding at-T
, beak (by reference to stand.byyohorisoA Xv?&i..300 (20))0 the
.,irscetiane and W.12041106 after. turning thromh 90? the acemaeltatat
errorpitoh will ,OC.30 to am mop. brnI30 thio oco ehold
,
not exceed 3?0 ? ?
2390 Who n ahooklus ambopilot lun.20 Nowca no gollwoo
' (a) cheek bobadoun o tlive airovaft WPM
EIPMMS) at BTABILUATNU OMBRIMAW) conlitico at am
' altitude of 5000 9000 m Vont) amoloyatIvgtho? atoratt
indioated airspeed a 00 9,00 Witt) 0..rA uhtko dcaol? oratiez
fres. 900 Wier to 409 OO t.:50130:
(b) at an indioated airopaed of, 8-00 909 Lroihr
'acceleration) check LINIVIDD (110 mural COSMO, (Xi)
?siorw am bringing the airoraft to a f3ev baltz peoidAo, rxtfi
? the bank 'mass a 40 c 5o? tihon'ploolm ?Pn o..enk7e,?, f-'3cAetz,
"7) nentraI8
(o). with the engine atti L tho g,L,Til;j,,s,zo 0:Ur.)
to' an altitude of 100000 Eft and while flyivz atilt
'X 01 OAI5 cheek .41.2212112331110 11.ty 0) ntrol0 E.7.1,,,A
. .
oo.?-
.?.,STABIglArgif (02M3118.4141,11) ope Wag dt,-,4 (to Do olo,s'esca
? inoiticatinelighiget=i,TICCI going. osit) w.111.7, ok,col?,;
.1,41,0t,tegt Wind% to a',csero boat egae
, ? ...IX"; 05104.1,48 017!,, OUITatim1001 09enat:ts-13
92
? 50X1-HUM
SECRET
rr!?r7Irq,RPrrmr.-,
,?
1 ? ,
r
-
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WI-
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50X1-HUM
SECRET
Matitlo mce:224k
h merit Attu, tzdrilt
ad ander:to ths
that lel 1444 beat of
tarr41 90?1 *ea Mau
rittt nattliq
ittriso3 U-300 WA
tteccet 90? to mai
its tie; tits areig
ZA141 ;Midis folios
IttaSttit 08.
112:1) ds
icesilinatisS siva"
Sailv auS daticati
I 4 ,
Of ." ? 9C"2111(taldl
1301C=1) eCattra 1!4,-41 a-
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320000 nd 000ierate tho alroraft Elc,,,ch MnbCTO 07;7
/09 uith' STABILIZEION (CTABITIMaAggYopoKauz,; -, 071
bry tho end of tho aooCuation elect VaZUDB (110.1110PVITR-771) ?
ocTitrol and bgia tio kitapilot to II SOF0 ban a7110
angles of 40
- BEd:bob Off the dtorbmwev Ite511 Ca; 1711,9 0,7V-D
MaZiniS ratinge switch off STABILIZMI03 COMEMAreal Vozatir4
duti and check the aircrafb bohailour radar, dcm9211,g eeraitUngg
an. indicated ainepeed og 650 - EV,0 kwilm
es ranging tram 0 to 100000 n with th
oratirg at the ratLusa up to tha maximum
?1 ivo) pinioned fluAtuationa jbatk
quo, 44. 01 1 (710Mo and an amplitude of
no infauenoo on tholVing teabalquv.a
50X1-HUM
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PILOTg8 ACTIONS TB Empw_pAggl
240,; Whethor the flying personnel aro roalj to 1:00i; 011s
cope with alOq emergency or abnormal eituation lnglIzht Ao og
a paramonxb importance se far as flying criferT la Goicorat-,:ac
Any gailure that ha a 000UXTea on the aireaft thouldJO
reported by the pilot over the radio to the gl2ght o'omtina
. officer. The pilot should toll the two c AlTtwo 6xi.1
. proceed aa inatraoted by the flight control ofglool7 ord doDovak3:
.ou the situation,
In aoy emergeney rfituation then the pilot anclo 31019v Lo
should aqtoh on signal FJERGEM(BEACTBED) 1E thoftelellAnerM,0
Mtn.
IMMURE OR NGB?ADICH.APT 6E611,275 ATIO
IIISTRUEEMSaiFLIGHT
?ATS2carlagarPlantLaVal
241D The ai intako =go ova be !mown by ny.oatoa pcoo
in the W30 portion at the aircraft while the onsive on.vco enn
..? be known? by a single pop or ropsated pops la t!:Io tall pen4Ao7,
of the aircraft,
It the MD =se .O t3 moult eg the aiR tTO MT-Pp
y.the pilot may not be aware og the popes
In post oases the DIX intako Or mine onTzo lo acoo:r0,0?
by. a spontaneous engine stop whieit eon be detoz0y.c,Aby a Ono.
, drop the na voyemo avd the eahanot '',';cmpoNatuuoo
???.'777.7476'=:-.1,..1-,.
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In some oases the air intake or engine surge 10 RCK;
accompanied by the engine stop? Thin VOSU1t0 111a ohavo axwo
Of the low-pressure rotor ropom. to 60 - 8fr ana an intoago
rise in the cuthaust gas tenperature.
242. In case of the air intaYo surge that did not OCAUDO
spontaneous stop of the engine, wooeed ao followw
? ? (a) when flying at Mach numbers lower than 1070 open
manually the antisUrgo shutters OT emtend tho cone until tho
surge discontinues; check operation of the 01)j,D0 by rep.),P.s
the indications of r.p.m. and =ballet gee tel:maraturoc
(b) when glying at Mach =hem exosediPf3 1,79 ani; oa'
engineo open manually the antieurgeshutters aad reduoe te. ?
airspeed until .the surge discontinues; dosoeFil to an altlk
Which the engine can be started for ?woo cleno the (1.71,?W,czwcsa ,
shutters and start the engine?
Should the engine surge memo out off Oo oo cDon
manually the antisurgo shutters, descend to En altitudo vAGOO
the engine can be started for earoo start ito oleos the (mt-
stilEA Shattorso A,A00AtigIO the D10810A aRa tJO
airfield? .
Spontaneoup rAmine .W71
. 2430 Spontaneous stop of the ensiEn can laown nr)
aircraft deceleratione change in the engine 4:7pRai.Aca caml
and by the drop in the engine roNno ana tho x.chanot
temperature,
In ooze of a spontaneous ntop of the 021t1.0.0 pronci.no
fel/visa
(a) place the engine control lover to.S5102 (GTOR);
(b) if the engine has stoppc4 spontavsomAy algikr; .
surge of the power plant? decrease the flying ppood wW "o?n
surge discontinues and then Ath Mhch =Inv beis not NOU
1,30 close tho antisurge ohuttera4
(9) should the engine otop ontoiy uhon glyims
the stratcephorou descolt-c: to an altitude of 10,000the
direction of the cm or the nackrelEtt arn.02,0.,c'61 tta the
'
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50X1-HUM
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50X1-HUM
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.e.ii4.14n3101:41/ ? I
SECRET
Jj
Afl
7.413;41* 8tanli
244, liable ongino start ulth the use 42 the
oxygen feed system is possible up to an altitu4o oR 100000 n
when flying at an, indicated airspeed of 450 - 650 kmihro Uhon
flying at altitudes from 110000 to 120000 m0 is poodble ?
to start the engine at anairopeed of 500 - Gpltr"ro n 20
oxygenic prosont lathe engin') teed limo enj.ne stoot chtula?
be mode when flying at altitudes 10WOP VOA 8M0Flat'aa ?
cd airspeed:of stleast 450 kahro
? Engine tuarb is allowed in the. cours6o0 Gliding vhen
slight pops and air turbulenge aro present in ';ho intake?
? 245, To start the =gimp use 'On follows pmedama
?(a) obtain the required airspeed depenam om the 'ayim
altitude;
(b) turn on switch IN-DIMET FAME STARri? (3AAW B
AM) and Chock to sac that the engine start cysteu has bosom
switched on by reference to.lndiCating light MINH OgP
IGNITION (BWNVIELSAINVARKE) on Ur ht pmel (tho
log light should be burning)g
(o) shift the engine control lover to
stop; within 15 20 no? the ongim should
thci 10,10 Intim
rep,c1 tho
rating rep,m, corresponding to the flying altitudeo
Oheoking ottho engine, for propor otartirs ohoulq Lo Eaqo.
by reference to the rep,m, that should incream and by kmaTs
the engine operation nourA0 Tho oxhauot goo tul)xaten vuan
slowlrbeing note sign indleattvo of the engiPe operilAticA0
. 246, After the engine has acoolorated to he idle rat:
rop,m, tura out switch IN-PUGET &NOME START (BAUM 1M73-
AXE.) and, while smoothly movititathe mine control lever()
sure that the engine ropono aro growing (the .Y.,,p0m0
rioimg.only after theAngino control lover hac boon shiftfA
from pia; poyond:tho idling ser6 gor the giVer, aying.oltitde)O
When no rtao in the ropx, aocuxol shift. the u3ino contKol
:446v4aa tgr as STO. (OOH) ned - o sec wpoRt tho
:prooadage*r otartiNg the mina;
Tho engine oxygen, good system in ncq;,'Dd for
imo otarto with switoh MeLIGHT EMEE
?D,B03,11M) boing critehed g0:1 2.0i3 CO
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SECRET
50X1-HUM
trp to ra 0.1t1t.15 cz 10'41
to 12A:4 no it lo ;,12:31:11
ot C:3 17140 Istil
od 111:10 ercit.3 ot4t, 0,44
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estir3 LI.nt ETTIM Ci
Ucht 9.42,1 2.107 (t1;,5 ted
than 30 sec. To switch it on ..or a .900.6. len;or tha5A
40 sec .is not allowed other:Ape no iyltic*ook.a
may gail.
247. When all attempts to start the ODfAM LAKa
in vaino stop trying to stut it at ma nititu0.0 YVv;
2000 me This boing the caso take a deoinion to ban *11'6 (7z., 3
prZOKa a dead-ongino landins.
248. The doad-engine landin3 shou be Fado o7., to olon
or On a preselected site provided that the lantig site 9,,n ?
visually observed from an altitude not :keno than 5000
Approach for landilos should he peoxalotl only wAn qn
ongino autorotatirs.
? 249. Oa coMing to a decision to pm'foKn a
leading proceed as followss
. (a) when in a glidoo obtain aT,N og 440 - 40 NV/ ve
(b) place the ensime control lowv to STOP (OAI)
(c) switch off the fuol pumos and press button MU20112
UTNE (URPEUMBHOn OM) that, has been switehca of tho
UMWto thoi&le LtiZ3timo being;
&oak roach the Idle
(d) dinown.Cot oloctao ppor oor7e.7.ozo tirAi
Anal gatitibe reciAired;
gt=t23 Elcda bit (0) switch of: tho autopilot
ii.treztee.rtt k7 b84 (f) jettison the drop teSok9 missiles9 arg.5
? -
tc;,5eratte gice
? Of ea? cr:Ar4 cvnitlaie
to4 to the idle sal
7212 (wrr, V
theOstia ccelvi irai
'tog) W04 Tr1110,
loor fulf,
1:JbetZelitg
fog ea eso 4 .1 es f011owas
$ 0 CC
19 ev.:0,1"'" (a) fly the aixaraft em vlO
oothly cult &fop annslAasa,
IV
(g) make sure that circuit brot:x? Pure (ENO
OTAKUM) is switched ono
ats, If the canopy becomes mistl when degoorains
the dead orOne from a high altitude deproosurlso'
' the cockpit at an altitude o...? 5000 - 600)gato
eliminate miatiugo
250. To maintain proiDem ii the 7:,Tdr..01110 EgfitaT10
to ow= 331)rata operation of tho nim-aft contY:e151 yo,
lin to ro1Ot.'01,:;'ii !momenta of:tho control otioki
4?.7.? :(b) when the engine auto rotating vopc'E.40 ore too AO, ,a6
67,0 'whoa .prooffare in tha tudnadio 6..yote-ff 113 IttSafidelatio P714
'- '18 re*liar'75' oft the ellioroya, r000pt%'vol '
rotar:;2.1'''' re; lw
tat:a (i3 i4r
SECRET ? 50X1 -HUM
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SECRET
(c) do not make use 6 thr broken at7, Can
(d) oaten& the landing gear ming ea pmazoloy vincedino;
(e) when opproachivs for lagdinse wateh Vho prosmum.in
the hydraulic systems..
2510 Make approach to ne alvaold po a to =eh Uo
near end of the runway tat. atitado of 500U 5500m ,
'course close to the landins.one or at en altitudo o2 4200 m
oo to to be 0 the beam of the mar matJ uway at a
distance of 5 - 6 km away 'RAM it while ulth a oommo
mores to the landing one.
252. timation Tor lendinz ahead bo muae Dy wfmalo
the following check pointot the fi Icoi itUT.x) tto
near 'end of the runwaye the seond check poirt will bo 'the
bean of the runway no end (at a distance a' 5 - 6 lazi ciuAy
it), the third check polmtiil1Pite the beam the'ento2 EaTIOT
beam (whore turnitg to the time leg should omado) maArtho
fourth checkpoint will be over the outer RIIYOP bnl'an CaDao
the turn to final qproach io to be eozrpletee
The pilot should remember the eocenta an tho tMgn c71,
pointe by reference to the ground landmarlo.
Unmaking estination for Randinze takc the RolloAu
pointss the first shook point whoa alpvomobir3 i*D
aireield with the landins (=moo the secomd or thirJ cbc10.1.
point when approaching it 61th a ?moo rovmo to tile :tc,J2M,r3
Celito
.253. When approaching the first oheeh kluAht with Mo
loading course at =altitude of 5000 . 5500 npper2olo a
1800-turn at a bank of 30 . 40?:whi1e flying at an ArEWateft
airspeed of 450 - 470 km/hro
Should it occur that the attitude over '!?A.D git7A
poitt Li more than 5500 Me pee= turnirs toc]ewhat iatco
the difference between the actual amd the aarguelatJLC
Nooses redueed tcr hale.
, 2,40 then flying Over the mond shook yAnte the att;:z
.shopla amount to. 4200 m. Xf the .tlying altltdle it 4200 n og
higher* extend the landi gear (f011owing .emolzeBV
pilmeduie); it itisloss thait.*00 ne 4o WA; OXt;00,1 MO
iodizing gewantillho third Om* Ao
SECRET
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255. Flying over the thtrd check point sheall bo wIdo c\.;
an altitude of 3000 Ecl, This being the case axteri. the 1aaaJP,7
sear (if retracted) and make a turn to the base leg ig en
over
altitude over the third check point is higher tha 3000 m9
perform turning to the base log somedtat later whYA.Z;he
'difference between the actual and the assigned alUthdos
'decreases by half.
256. After making the tura to the base 1ego pcogoyITA
gliding at an angle somewhat loss than 900 relative to the
Fog; make the turn to the final approach so as to 00:711.791Qi,30
it over the outer marker beacon at an altitude e ?
1200 - 1300 in (the outer marker beacon being 4 IcilavAly
the runway).
Maintain a gliding speed not less then 450 I:Nhr (i0o,
within 450 . 470 Whr) throughout the entire gl:Isle till the
moment the roundout is to be started?
OAUTILL When making landing not on the a1.1.o1d but or\
a preselected site it is necessary to jo.;;ticoa the .
canopy when at an altitude 1500 - 100) no
257. When making approach for lamding umder head
ir
conditions, with the wind blowing at a velocity S - 10 ulococ
maintain an altitude me 3200 - 3300 n over the third cheek
point and 1400 - 1600 m over the fourth chock point?
258. After turning to the iinal approach the airerc5:t
should be glided to a point which is 200 - 300 m away Orem.
near end of the runway, The pilot should not be too vie% in
finalizing the lanalrg approadho for under those conaitiow)
usually seems to every pilot that ho is overshootims.
When at in altitude of 200 . 300 no perforr the giS5'',3
(preliminary) roundout by deoreaelEg the glia0 rlio to a
normal wee kfter.desaending to an altitude of - SO n
OT the the second roundouto By the moment the seccna ronaott
is to be made the airspeed becomes kv4ao9d tO 3!:0 360 lanikgo
259. if widershooting has occurred when on Anal appoz60
lard the ef. Lrcraft at greater pitab. Mies than tscinellq.,En. 1$2.2Anit.
Pu.11img the control stick full Wm to the z,cM0
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6 .
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awitching them over to oporatl.QA :Crom stand-by plta4 tube
the pilot should thee% Me flight conditions by l'eforokeo
the gyro horizon in combination 7ith the tAtrn. :4,die1tor CW.
engine r0p0m0; flying altitude amid be checkca by 1X)COVOP,90
to cabin altitude and pressure difZerential garze 734g-2O
(whon flying at altitudes over 2000 me cabin anitule amoutil
approximately to half the flying altitude; whop. flying 107-Je2
than 2000 cabin altitude is approximately ecpal to tllo.
a1titude)0 If landing approach is made uoias IIS cy.,:;tc2.0
the pilot should .check hie fligh .wnditions after obtais
the required data from the ground radar statioyr,i0
Presented in. Table 3 are pitch anGleo ana 247"-ps,ostauw)
rotor ripem for different flight eenditioa3 .1.7-\
of pitot-statio tube 1IDA-70
3070 In all cases when pitot-static systal failso it in
necessagy to discontinue the mission and lmairz cn
home or auxiliary airfield?
In the course of flying to the airfield, oY,300.% 7;',1,0t320.7. 00
indicated airspoed corresponds to the indicaticoo ag ocnt7onm
APy. Change over controlleraPY to manual contr:olv ifros5212],cac; ,
Before making approach for landing charge ever oentrellor
manually to LOW SPEED (OARMI =MOM
Failure of fl4flJflfl
,..7t923
. 308, When in flights failuro or erroneous indioatius a
the gyro borizon in apy flight oenaitiox oan tx dotorztrA Z7
cowering the iniiications of the thole group of flight all2
navigation inatruments ao well 12.0 by referenoe :i;e.tao imlicsti73
light on the indicator of remote -reading gyro Lc- A'0
309. .Should it occur that the gyro horizon staLts =317
orromeously9 cage the instrument dale in a straight aufl loupl
night by pressing the button for a Short doze nig Wiemo
the indicating light to burn for net longer Ov, S5 ocoo Mo
instrument ptroista.roading osroamomayo tIldo e7:1,213
gyro berive lo out of ogdoR0
50X1-HUM
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th
tho gyro horison beiDg out of ordorp f:1,y the olz7:Tafl.;
by reference to otand-by gyro horizon pn.-390 (200) 00:11-25aat:AC,
system 0110
with the airspeed :Wioctoilo tlw? ms1
LaatT-.9,50.0,PAR9S4A0a-kAi.E.LKagE
4 by the followings
310. Vallure of the diwictIonal nyu;;ort XON
(a) the scale of indicator WN-2 lc AbiAovo.b),e novoo
n 6 I
jorko whon the aircraft is boxg turned;
r, 0
1: . (b) the scale encillaton when tlle a akiy
aly.
' straight flight.
?
4;11 g 340 In cape of failure of directioy,fll 4-017
10,16...,
1-1 N11 ?If continue accomplishing tbe nission and appw,,ach the
airfield 4y reference to the radio coripc1C::, Ulth olutavanoo
datecfroz the radio direction finder.
g1 obi ;3altz to
rotu If the directional aystem Rallu duo to. the :eallvoo
of the gyro unit or gyro horiccno the airoxagt ceurn,
can be determined when no/ 2.01701 at a cootant. ,
a.fropeed after pressing button UAVITIG
? Mr CORVINE 101)0
hal11114g EPALSOPasq
312, Failure of the radio comma COIl beOotox.W.viA Irrv
(a) the pointer oR the r1c1jo compass c?1 iratrtmorit YER-a
?maiming stationary while changing the fir di by
e pointer uniform travel while ins atralpt Talghte
at ion.
(b) the absence.of audible signals fool the 4cnIvo;
necessary to s,
313, In order. to chock the rad10:0o7yacn 207. 'zip/T.:at:10A it
(a) cheek operation of Inmrtpr,lia..06c (log rota me-
t radio cOmmunication oan, be establishtd) ,
.(
(0) make certairLthat the Ea of, opermAon eolo4toz '--
)
toh oa th! raft? compass ootoreol.pom,l.it2 nOt tO OOMPARa
? ? .
01440) 1Ppli spiootor switeh, NAM! (ual?! Alt)
rcD11, ?
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,;:,:r777.114?< \
? .4%.4`? ?
(c) make sure that tin acp oii tho raw nigi coo tval
knob aro looked;
(d) check the position of oolootm ovitch 611Ta
(mama -
(e) request the flight control officer vgacnw the hozam3
station is operatinm.
'(f) chock operation of the Radio oompaob tRaP.gh othvR
fixed channels?
314?. Should the radio cempano.fail to oper,Atat, approach
the airfield by reforms? to tha directicualoyJtem KCE. Recoo5t
periodically for radio boaripso to nake sure thl'i; the approach
is made correct3y0
If the radio compass falls to. oPerate when ayinG in tho
. overcast or above the ovorcasto perform landing .apEroach by
reference to the .direetion6.1 system; alma:W=1Tb' Maim the
? pecessam data from the radio direction finder f:Dli 2ollew t.bz
commands of the flight control officer?
Egam9411?Mato comaadeam
'150 Whenever radio communication, has boon :altem7Optoil
,awidAmxVI proceed as followss
(a) make mire that selector witch BAWD .4 MIMEO
(PAW - IMMO) on the radio statiaa coDtrel paaol Is Sot
RADIO (NANO);
(b) make certain that the proper channel is Aolocteau
(c) check the head phones (pressurioation h(Amet) corA
prepor connection;
? (d) cheek the volume control for propo toetyLvi3
(e) switch off the noise tupproosor by plaePs :Lta twitn
,to ary0IIKAMER0);
(f) ohOckposition of thc.power selector nviroh art-A Om
it to position KU POWER Napalm nommo, iz1-:,(valyea6
? . (g) ohook.radio Otental.liMatifint on other .chanrolc? -
IT radio, ?oosnandoation has 'vat been rootioree, ciVcos4.0.0 ?
diSQ011thllo tocoragtoltins the miosica at1203.co
Approach for landing' vdaiIe net .intemptizg rate traznatco2,en
vbsri4tiszetliaiped
tadlme:
t
east:,
fllsn8
(t)
seliatek
4) 3
AB;
(41) OZ
10Ck
:et.ti
let0 Z
10-
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(11)
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50X1-HUM
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316, :C;.Z a homing radio station is prc7ided with
equipment which enables the flight contra officor to zo-7-77:6K:'
with the aircraft in flight() it is nocessaw to nako ,aco of t17.3
automatic radio compass receiver' to i'ollo;77 the cozmaElo af
flight control officer.,, This being the casoo procen ao fon(c=:73o.
(a) set selector owitch RADIO - COM1tT3 (PAWD
on the control panel for mdio set POEF to y)c5Uion 011(2AM
(KVIUA0)1
(b) place the mode of operation pelco:;or cuitoh to
:radio compass control pctmol to AmElaTA
(0) mice certain that selector tit-Atoll '\ay
1:f2sr lo cot to VOICE (TEO), ?
OR receiving commands from the flight oontrol eglaco:;
periodioal/y the node of operation solootcx,, Lvaite on
compass control panel to 'oczition COMM (EC2I2.0) An
be able to check the flight directionp
EFESE__4Z4.114,13.....?1.M.051.2,1a1
3170 Landing outside the fjoX o cUc7icil cn
permitting landing with tin lasiding scare arl.251Ca
dition that the pilot io owe of a cafe lor:lizgo
' 310, Iti ease og laadiva ontside theataa.o2d - 0:7=2 -
613-followes
(a) reper the ewe to On glint cont '11 eg2L La
lug the seleotad ate;
(b) jettison thDda,tep tank ig it contol iefto2p
(0) POSO2t to cmergerzy dRep og Cao
pods 7B;
(d) Eat021(3. the ?lamling Gea2 an2
(o) leak the sagoty laarmsol
(f) jettison the canopy wkiem glyius at .'111 catittldo, cg
1500:a. 3.000 El at du indicated eirspaed 410..0* 405.0 71M12.
Nhena'at a lower altitudoo cone to ad:0431cl o2L4qttivi7
:U6o canopy depending tn the ditAaaticm)3 2
* (g) cut off 'the casino boepro the. tomMvagl
? ? (h) roloast the. ditrAg auto aralzaMP.hiAT't!to
?attar fttep.tho tvadyltvilim
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(i) when in a 1U1iU 0llpctpply the IRO:zoo into
consideration the hardness of tho soil and preeenco of obotncloo.
At al tines the forced larding should be Dada v.r.lth to,
landing. gear extended,
kapoo of or ValeAUL9s.a.tep
XJandear stalk
319,4 The following aro no signs indicating d-lago cs
co
of the tires o the .landing gear ni Wheels when 11
runt severe vibration of the aircrefto turning mr,ojt
.\?\ craft baking in the direction of the damaged tir,oc,
3204 If the tire or wheel of the landing oem? :?.Y.,x1;i-,1 0 .ei."?.,'n`3.
) has boon damaged during the f.iret 11.,:tl-T of th,o
neoessary tos
(a) disoontime the tako-ofieD
(b) hold the aircraft from tuanatem
(o) release the drag chute
(d) out out the engine,
If it is impossible to hold 1.12,o ,Earcraft ?.rey, turaipso
mitoh off the automatic brake system and malitalr, the Ofi,rcoUe,
by pressing the brae lever (oven f cauoce to=o oigze
tiro).
321. In case of failure of the tire or vaeol the
landing gear main strut before the aircraft limo become oirbe:lo
do as foilowss
(a) continue taking offi
(b) immediately after the take-off brake the -,lnelo
out retracting the landing gear (whon, malting a occbat flight?
it is allowed retracting the landing gear)
(a) pert= landing approach and estimation
using a standard procedure, Before making approaoL for learliEs
eFitch off .the 'duel brake automatic oyeten; PoLlo.-3
on a concrete runway; after touchdom switch oi\f 1,ine 022gize.z.,
relearn the drag chute and porEoma nasal braNivs.vg vit),1&)c,
counteract the airaraft tendency to turning by de0.ceting V,Y.)
rudder, ? ,
tha.a two: of fuel r O taT!.73 nrfr,r nocr)
.441ditiono should bo,minio-no
50X1-HUM
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,111.
tha
..,,ic::1114510.11:1511061"24tua
rWthe
Bali it
t1.0 sales
Taboo 8the1
MT 7 Ge
!lax !Ai:nice
t:(41)tbc
(t))?:1.aeo the
en the
tha
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the
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being the can do not v.ao tho c,irlog-ivaoy liE3ecauviJ oxtail
the landing goarc, amid he 119i,to eac. rja7., YAMTCY "D,
the WEIO leg (which should have been aktonde(. by uporatins
the ,autonomous extension control) mil the empty eop ta7i.1%
an00,112ter the touchdown roloase tho drag chutoc,
325.. L4r4iw3 approach end,oet/zaldo7. ehoald oizaao iai.tho
mai way, Be sure that the sracuat o lael remail'W,i. tb.o
tanks in Before turolas to ''',1ho base 10.13 :Lck* tic
homesti; Prior to tonohtiown trAtoh o'a the enp3.111.(3, Rtei). rr:V?,
To shorten the laadinz rola lengthp HOO tfAIOUld bo 172f10 02
'Illi tho drag chute provided on the airoraft. Tho'dmg ohuto li) otez.:,,
.ed in a cpcotkl oontainer arrapzda in the botera loft!ImA 17-,v,,
tion of the fuselage tail unite The parachute ecntainoz, Imo ..,t;o
shutters that should be closed() To release thu dras chutop "In?
pilot should proaa the button located on the 'coy let-1ml .
':w.:1' portion of the instrument bsara..Tho yzmnhutc d.N)1? bntton Aa .
? loofited on the ?soit loft,-Rtnnd emtrol yanpl. Pamohnto zoaa,:co' .
' and drop are c000mplished tliith tlio aid ,Og the ncotYspoamt2o
i system.
. ....,.,....',-41
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4
"nap
C73 rtl C7)
To Improve the airoraft tah.o...a2 and 2ard2ps Foidora,:moo
characteristics, the wings of the airoraft are provided mtn,
floating flapao When the flaps are in the take-a-EVorland'4s
position the flap angle equal? 25?, When re ed the gInp
are held .by the ball looks in the hydraulle cyntdeva and by ,
the operating fluid prossure3 when ortendod'o thoy are hold ava'y
by the operating fluid Prommoo No to t11149
ilape under tin ootiort of the aerodynamic load 13gan2 oc eon
Zn till; .airaysod hae reached 340 kntihr aa ,road the 'wide
,pOint4r while at an airapeed of WO km/hr they L11, be veted Ka61,
conpletely with the fluid ,being fereed out a the oyllmap6_
into the delistory lineo
the flaw arc controlla by valve fa-lawitia.tho pig lo'g
two binttoqo located on the ookylt lataband eoaTol *yao,i4e:
than both flop asv4stail,deOldloptingIlight4A124:trebtata'- .
50X1-HUM . .
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50X1-HUM:
.(3MSEE4 =WM) on the night and landing waritlAs hlaneX
(moo ono Mould one Of the flap be eztendod om.X17 rt
the indloating Right uill not beeeme ono
Air Brnkeq
C.43 CI C71 ?7.1" Ca)
. The aireraft le provided with to air T=13.,er.(tw ctdo.
, ? flaps and one rear flap) whioh ohould kr mod for'CaloiptiKT;
)
. airepeed uhan flying under different glight eerditiono, The
i. .brakes are controlled by meano og two valveo PA-284 on (:) wh:%h
le ueed for oontrol 02 the old? napo ea tho othu
of the rear flap. The rear nap valve lo?intorZeekc1 W.h
. fuel drop tank by'neane of the limit euitch. Ulth
euependedvthe roar air brake cannot be oztomded.
Control of the air brakoo lo bow:mail-3W by nD
ewitoh on the engine control levor. Mien the owito ',o ?AyA ''n
? ON Mum) popitiong the air brakop 72emaln
. When preeeure in the main hydranlie eystom
brake') are held retracted by the nonreturn va2v, ,to.::?
\ preoluding the fluid againet flowing grog the .vt-.;:-A,
) . The linec for retracting nid eztendiag the 1A(, ?,:.i m:ET
are' oonneoted with the k
pipeline provided 0,th A c17,!o-oc6.
, ? .
With the oroec.food valve cape% no retracition or eat7ib.-aon ,y. n).
vide air brakes) in ponniblo by moinE the preoeure n1
hydraulio:ayetemi ?
. ..Oheoking of the air brakon Zor proper extenoim ':c3
, . ao?oaplj.hed.by referenee to indloating light AO BRLITO IIM=
,- Minit WIRED On'tho night awl landing contx=e1 pTA.
roraft Control Gvatem
. . . . .0.0,,.....,....,?...,.?.?-....,4,..,-,.,,,-.......:,0
. Thf. aireraftnontrol'aptem inc/udoo the ntabilnor al
alieroniganUarnontrol eyetom.and the klAddor contgoa oyetcm (uM
th, rudder being'oontr011ed by app/lc?on. q vodni0) 0 ''
., Btabilinor Contra
. .
, . . . .. . . . . . . . .. .
. - The,oio1411koe le controlled by opor6tAws the cO,Tt,7 .
000r01*10kOhe'etibillsor, control tiyam inoludea 4cftr,11 F.,a6o,
? ':rookiiik,a?wo..;ohambot:boostow.EMIU00 tho :tattoo Ooratir5 AP,
',As irpiversalo eyeloo.The.chombere'Og the Wooter oa;.(3 .ftl wiP
. . . .
! erAMO
to rb:
sa
or
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sts
tbs.i
c..--.1t0110?
c.,:-"..1,1R,14 ea logii
Cf. centre
11'1 c,?,7ii1NA etict
oultrelter .
DE the
th-11 lute
012etittv0
ctAlataor.t
t' ??
Q(1,5 %hex%
t:b1:1,1t,d0 timie
f.),3toato
:::[;c`,111,0 etabt
tht
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AW4,44:4
43 warning panol
3d 0711Y Part tally
46'
brakes (two OA
ed for' dioolpaties3
oonditions. Tie air
rA-184 ono of rhict
he other for control
.terlookod ulth the
11th the drop tank
endedo
ihed by operating the
';he strItoh to in tho
extonded,
ratan dropsy the air
valve, tho latter
Fite retraction dad%
the side air brakes
th a cross...food valm
on or extension og tl
assure In tho
extension is
t LIR MACS RI
control nel.
en
? otabllisor ow)
sr control oetess (vit?
tol? pedele)o
1
?
tins the aircraft
inaludeo risid VA,
be latter operatiog
bOONter ars Sod 00
SECRET
flultl ladOpondentlyD with the hydraulio essure being onpplied
from the booster and main hydraullo systems simultaneously.
Inoluded in the stabilizer control nyotem is controller
AP1-3B whioh ohangeo automatioaly tranoninnion ration lantnenn
the control stick and the stabilizer and nimultancounly botwnen
the control otiok and tho opring?loadcd' rochanism deflon6lag on
flying altitude and airopoodo
The upring?loadod mooheniom buildo v.p efforts on the contea
otiok in proportion to tho oontrol ntioh' 0.og1ootion gl'om the
neutral position and to, the position o2 The APY-3D controllo
aotuating meohanismo
Inoluded in the system is also the tAmming of2oot moh3?
niam whose purpose is to remove centinuorn efgorts.from the
control stioli by changing the tension of the npringn in '1.1e
spring?loaded mechilnism. Control of the.toimming effeet poolnuiso
le a000mplished through the nue og a pressure?type switeh looat.
ed el the control stioR0
Controller APY-3n oonointo oga oontpol unite an aotuetng
meohanism and an indicator. With oontroner An-3n operating, ?
the amount of control atiolK travel (from otop to sten) Fornftno
nnohangedy while defleotion range of the otabiliser and cyggets.
011 the control stick are ohanging0 The 2E7 of cop.trel aecer2i5ig
to whioh controller APY-3n operates depons'on the airoLped nnd
flying altitude; with the controller operating propo' 2s ,
interforenoo of the pilot is required, WheA flying at altitudcs'.
bolow15000 m9 oontrol will be dependent oYA the airspeed only
With,tho pitironoo in the airspeed whon flying at pubsonio
speeds, offootivoness of the etabilltier it inoreanAras anlav wW1-i-
.the stabi1iscr.469oontrol.stiok tranoninoion ration remaining
unohanged* may grow excessively. During tE,onnition to rmpe7.,sonic_
airspeeds there) intonsivoly grows the almaft longitudir6.2. .
stability*. while effectiveness og the stabilisev demmnoen 0 a
Oortgin extent. Consequently*.to.hou the .?r0M,gt 602ra.f.IN
menouverability.within allowable limits, ne pilot easiall 1-72Qt'
inorease stabillsor deflootiop anglespad.non.dissotiolo..
inoronrang the melon. .6g donootlolli no opo no the.nkJoaTaf.
reitieben superepao
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ubbvo will bo porgormed by controller P.PY,1) Go
tt119
,A41,41h
i';i041C1
1t6h6s
50)6-HUM
lowos
(a) with the indicated airepoode Wine; leu3 tbEln 450 WAR
and oorreoponding to the take.ofgo landing and traffic.gattcon
flight airoppedep tho aotuating pechanion og ocntrolloli? AW*
io set to the /arm arm (low ?peed) uhich ecrEeopondo to &mat
anglee of doglootion og the otabalser Old to u:311 og'gOutn 03 ;
the oontrol otiok?
,
(b) with tho itoreace in the indicated aftr'.-19oca gaim [50
.,:..
2020 lon/hr the etabl/inor deflection angle? (eucaoe,7,7hae the WOH) ?A"
, I ? . .
effort on the oontrol ?tick increaser)? .. 1310a vedo :,:...
(o) with the airspeed inoreaang in ?zoom 42 awio %1fp:2 oskolt,,-- ..:,..,.
the actuating meohaniori og controller Affc',53 RCC.1i.9.0not tg 'L;ig:1 i...410 a to eV
miler armv whioh oorroopondo to otabiliner 173461muu aegAceUenh''
,
anglee and to maximum ofgorto on tho oontral otAdc; , g ',45 only the
.:.:-...
. (d) when glying at altitude? Alm 5000 to aop000 rip.cilow.1.10,Amommxel
tion of the oontrollor &Tondo both on the lops5t proeouw a:A 00:00Nooterco
flying altitudol for each flying attitude from 5300 to lOpennamixiaopers,
there lo quite a definite indicatea dropped apgcaohinz 3 COLIS.%tholforte ou
epeed; further inoream in thecated airopei deco not
require any additional int:moue in the otabilizer dogleotSOB flizmio ind on t
angles; with the inorcaoe in the flying altitude. there decrearlerit,,,via,5 own it
the range within Whioh tho controller in dep,ondo2t 02 th0 :Vr.irtr10`ontacti .
vavoca :.i'.:6:'?
pressure; the offortu on the eo trol ?tick are clocreaping while
the otabiliner defleotion 1? increneiks by the mount el:: conUo2: ;:alompiluotar
Ul 00AtTO% of the ::i..-;
etiok.defleotiong
(e) when flying at altitude? oven l00000 no the tv3IlmipANtly adleattla
ratios of the oontroller remain conotant irroopetive og the t=1,11/ ,
UM
flying speed and altitude? .
Choking the operation of controller AN-3n AD necomplieheai ,:;.110 4100reacm.
by reference to the indloator Anntailed in the top left,hw_:1 Ililllohimurs
:'i----:
corner of the instrument WO awl te indicatin licht SYMNY,Mtl'o2 th oon.
tv,
.1.TbAKIAtcj-
POR.ZANDING (OTABUNBATOPYA TIONANY) 2,00(ATN2 (.) nem; P9,0?- ::::::::::
A?-..,,i
, . Controller Apy...31) operate? independently V,;,' toUps'we
dynamic, atd static, preocurpo &cm the aircraft Ni.repeed tur)o f?1,1;011:cp:114::,,,,;..?..,,,,:.;
,Zr..
..:,.....,,.,,.,.
Systems Un d. er normal .oporation NEMO= no AacJos,go.yoncc (N?I
TO
pilot is are4ui200 le no 002tRe2aCO g8g1e3g MO 'LAM;
,,.=??::.-
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5cDo -HUM
?exeroiee control of the aotnnting meollauirpl UJ17
,
manually. To this end, the pilot should two
tion oelootor switoh nud the pressure-type
manual owl:Oh-over of the oantroller to lOv7
both of the switches being located in the
of the inotramont board?
. Ailoron Contlsol
, -? t', a?,, r77 C,71 t ."7 r 3 Ll? c:.1
,.- I ,4t1
' 1 , Control of the airoraft ailerons lo aceempIiehoil tbronGh
? ' ? :I Qii
the COk 0:C?.
102.00tCr2 fi7i'.607.A
11:101 r,T=tici?
oowl.cT
?- ?
?: ??i? "
? t4),,
; :) ?1,...? ? .1
_ .
? ? :f
(.13
, r
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?g;:???,:-2 r.;;;;:.;
, 11,??????*?????11 tkl
?????? 4 ? et a, ??
4?.:Ya t4;?:
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P'14-""4-" 4" 4.isl rr...73 CIO
tett era 301C:i) pi
evIt.741N, do
1:7-..;3
taiti
loc.Itcl
the use of the control ctich,. Tho aileron control uptc,2
dudes rigid rods and rookers no well no tt.o boosters MI-X;e,
operating in an irreveroible cycle and 1(1(11,74;0d jnot not to
silerono, a nonlinear neohanism and rell-stbilioatien alltoys
1UU-2.
It io only the eyeing-loaded measmiom ew.mter3 DC20
effort on the control etiok when the latter Ao defloeted with
the aileron boosters operating? When owiteheq off, the oiloTan,
boosters will-operate RO rigid rode Men doloctins the son.t7?:o
stiok the efforts on it will grow due to colinteraotir the
aerodynamio load on the ailerons.
The tranamionion ratio nonlinear ?hang? z=hanico ao
to provide normal lateral stability of the tftraraft at 1!4h
indicated airspeeds when the ailerons aro crTmemoively offset:Ivo.
end the lateral eontrol of the aircraftio otremely rocreop.oRvoo
The nonlinear transmission, mochanion pvidocl or
may oontrol of the ailerons when the control sti e4 is oRlw ?
slightly deflected from the neutral pooltimA with the !mots= ?
Inoperative as well as for proper lateral control og the nirorja
uhen flying at high airspeeds with the booeers operative.
The deoreased effectiveness of the ail-:ono uhon nyin,g at
high Mach numbers or at low airopoods, reques greater Obflos-,
tion of the control latish' and consequently uentv
4alislos of the ailerons?
lo mod TO2 invonng clTo7.3gt
Cad coUtr011 bility in rolling he anllopn0 hes two operatftg
diatioos.damping and stabilisation? ?
. Whoa zwit4hed to eamping9.the antopAW 141,1% Own- Qo
n:.??,. ? ?
ltOral oscillations of the amralt
SECRO" '50X1-HUM .2495
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-
50X1-HuM7
angular rate of the roll?5-Ilie faoilitateo flyeeg coneideely
(the number of oontrol etio% movemente requive:i to 17:YARFI
the assigned bank will bo evently redueed)0
After preseing tIle etabillention button t:e) antopfl,let will
. .
gr a
bring 'the airoraft to novo bonk from any initic;:os bon? 0.,Feis;ieelneeef,,etate
,41 the inverted flight), with pitoh angle? being ::;10(9 MA
., tiC71011 t''
airoraft oontrol etiok being neutral? 1 ,,i ottg at
By defleoting the oontrol utiok laterally :.leen the ncntm'A ro-- sr
og Of 41
potation by 170 map with the autopilot witohe(1, on to refeebinee,P?at ofite
tion l the pilot on change the bank angle :Crop 0 to 30 Tilinc
flying by referee= to the control Lytle. In tea] cameo with
the oontrol stioh held doglootodp the niroraf:i oontralofl bv 01?4"14
Defleotion of the oontrol etiok by core tinu 70 rn uan 1:11
the autopilot will maintain the asoigned bank?
lead to usual oontrol of the airoroft by referenoe to the reeepAePaq?41
rate. In this oase maintaining the noeigned bayl (in (mom i'ai cdte
a 36?) should be made by the pilot? Xt le ohaeoterietie ea? reeeeteice
4, * flying with the autopilot ewitohed on to atabVisation the,t lz 02 ths etabil
-:-\\ maintaining the aseigned bank requireo holding ';:he oentvore etieKIH) 01 Oa
defieoted with some effort? e
4
c s
. When the control stiot lo plooed to the nenteol eeeitiee, .t:;r
:in:
the ciroraft recovers to oro bank,
e
Ilsed servo unit in autopilot PAR- the r an eetrereoeheeel
; nioal exteneion rod (PAY-10'7) instgllool 1.n the FO.lor
= off on orno:, Oultohingeb
system. If the autopilot io itched o, e eet melon reel
ao a 2 i, clt: Imerte
.,
opera boa as ueual rigid rod? Men the autopiloe is switeNeel Oep ill
?,
., 14.401,01.0.6.*ho' oontrol Lotlet in moo 'og gantlY0 o'g 110
and te perforp landing while 0ounteraoting the nivorre beeAere r->
ate a bank angle transmitter. Gyro trompaittor[VC- 10 NnnaRccl;
' pull .travel of the eervo unit red will (melee the aileeeee
'ie. defloot by 5050. This enablee the pliot to ceetinue J..U.yAne h14040 110011 1
for.esasuring angular rate of roll?
the length of the exteneion rod vaviee depeediee OP, 00 P.11g0,OF :::
r ::,,:; '
ate o the rora
f aift in roll? Thin being the wee, the ol.aora4 cl-vol t
will be defleoted to dampen the lateral opeillceione withcet oey, fsecamvo 1., '
interference') of the pilot?
The gyro unit of gyro horizon inel le uoc,,1 Rn the reueee'Ace: ,
. C:he eudde
, .. .,
:
-_, - -
. ?? .
. soliopOpts,(eog......when.satensisa. rat PAY-107 has b00000 la=61)0.
, ,?,,, er324.5
Sanitized
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FornertAvormaw
SECRET
50X1-HUM
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SECRET
In order to =itch on tho autopiloto the plAot should el,r'(;
in oiroult breaker ANg 4300 (200)2APj aad a Agtor th000
.oirouit breakers have been switched on horizon AM..1.3,12(1
tranomittor ac.x otart oporating. Tho pilot detorminos tihot3ao
the Autopilot is ready ger the 'required ?praline duty (clemp
or otabilization) to be sultobed on after making c3uvo that ma
herinoi Ar4-1 la ready for operation 6he latter fto vcady
operation aftor at least 2 min have 1/3000d ChM tho Esuont
switoaing.on
Of oiroult?breaker
Prior to ewitohing on the autopilot it lo necossary to
nwitoh on the aileron hoonters and build up prossrz,6 in tho
hydraulio agate; otherwise the autopilot will gall to got .
ewitohed beoause of the pressure interlooke
I)or switohing on the'damping opluating duty s'At01 DALE
Mali Gump gm) should be uso4v
.Por switching on the stabilisation oporat'ing 6* it lo
n0000sarzr to press the button on the control stiok After. mite..
Ing
on the stabilisation operating duty indicating light AP.
on.
SNITCHED au BEIMEN) on the instrument board sh2Ild boos2o
To, switoh off the
sao.lon operating-duty, the pilot,
stiok. i
ehoad press tho left.hand button located on the at..-,oraft central'
/ -
.
. , Switahin the au
g-off of topilot in aight'om an aircraft
1 .
. ,
belanoed 'laterally may oauso banking. This in duo to the taot ,
that ewitohing.off.of the autopilot brings servo.unl..b MY6107. ,
to the neuiral position within 2105 cm In tho direoCon of- the ': .
red travelp whioh. corresponds to 4.5? in bank. ' '
The Above mentioned banking is-permissible a..4 :,,.()
,
eubjeotto elimination.
?
The rudder oontrol vote la rigidl:oonalating
rocker.; aid a motheaten for transmission ratio noillnearthings
(no boosters *re inoluded in the rudder oontrol.syStet00.?. ? .
The *shalom for trananissionfratio'nonlinear eilange :
.Provades emu denecielou sigles of the. rudder with tbe,padal
tr,1n4:*nc great* . thia.. improves the rudder von?o at:
r ,
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P. II
A
50X1-HUM
airspeeds and .deoreases et ol
?ao tl ' irwo on the peda1J0 Elookaium
ls mounted in the fin.
,Proaaurizod Cabin
The airovaft pressurised oabin lo of a vent2ation typo,
being provided with presourlsation from the engil:.o ompeormr,
The cabin in furnished with a canopy, The otzopy sous:if-An
of a oollapsible heady a ror-hood, a transparent armomed
shield with aide flaps and a pressurisation partition.
When opening the 000kpit9' the cellapnible ho4lo 1ifte2
forward (in the direotion of flight) while turninz about the
axle boated at the armoured obiold. Lifting ,o0k4e Sollapoible
portion of- the canopy. la made throubb the use of Tioutaatle
cylinders.. The canopy is coaled after it has been lowered al0
its looks have been Closed. The.adal.le.provided vi).th the ho1y?
of sealing hose laid on tho fuaolago. Doprosatarlion in Endo
)either autematically when the canoptiooka open o by meam og
? speoial button providej. for the purpeGe.
The canopy control handle and the canopy preuearlsation
button are located on the left side of thecookpit, nen Oaolvr?
the controlihandle to the vertical position as tar as retainer
A STOP (GTOCI), the air is blesded fro the canopy actuating
(Winders and the canopy is lowered. To oiose the eano)y IN-go
) the ?atop oontrol handle should be pushed to the o%tremo Oormed
position where it. should remalwin the filet of the panel.. Havins
. made surothat the 1eoka are closed (the indiontin3 dine a the
aide lecke thouldoome ort):it is .neeessary to praosuelne?tho
eanopylq plaoing the prossurisauon butto to the ,20117alm prA?-,
110n.
?
Opening and *Using of the canopy from tho etthAdo in cf?160
11th,t1,..144.0fthenezternal.canopy control tondle Zonated ,la?tho
? Mesa orovided:lia.the? fuselago. left
. _ .
CAUTION. When the Osno 16Lite agrenna mgoty gn
AbOuldle inatolled in the help of tho iletntAnts.
Ailindtr'rOm
or jsttiscitng the. oanoiy tho /711cot ahoul oty:nto tIto
out* .4it:Ileosa hamtle lo to4 aia the :11.maeataso, z1.,gy) oatloo
SECRET
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pOS
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(,iciota
PY"t, og
ass
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4 road
QW a
111
ot
Vig
4/3
lc, kr 001114
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odotatiot
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U3 plum raga,
to tI
rgentm
oan e2
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50X1 -H
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Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6 ?
50*1-HUM
crzfrncT
The oanopy jettison loo hc avo opened thwmgh tho win (V the
oxplouii.o ()harp nyotem. Camopy t000lng lo aoocripliohe0 by tho
IN
.,1
r?N,
to 230 kg/sq.om.
oanopy actuating oylindern whioh ore fed ulth tho mv ypoorno
The hooks of the rods of the riaht ana logt c?otuatlws .
..,..1
oylinders are provided with rod mnr/
1!
1.1.,,ho itthe popoible goy.,
.. I pilot to ohook vieually whether the oalaopy ,lottlgon oyatm .
in the olosed position, Ulth the oyoton ol000cl, the
on the hooks should be oovered with tho goato og the te,37qn
belloranks so that they cannot be seem
Tho sir supplied 2or pressurization9 vontlietlen oi72.6 l'A03,,,.
'S
..");
in of the 000kpit is taken behind stage 6 of the englno eoiliwoo,,.?
.:4 oor. For supplying air into the cookpit the yllot oho uX6 opx..1
? 4t. valve COCKPIT SUPPLY (WM RABIN) by plultag At to the gc,-;
fixed position. The assigned pressure ln the coopit an
.3,..) maintained automatioaIly by pressure regulator AW',57D zbloh
: regulates airflow from the pressuris5od ?Labia.
The pressure regulator located on'the cabin 2.oft side
ilp provided with a valve whioh should nlwayo rem2An lqiege(i i2 Mo
.,A .
OtaiEHO) position. ,
.: 4 ? Pressure regulator Alli...57D mammon gxeo vontV3tien o: to
000kpit up to an altitude of 2000(,)1N At alltItuden.on 2000
,A
i A
? IV
'' 109000 m the pressure regulator yorhito cpooth trailly? e, .
? - :-:0
' , exoesolve pressure in the 000kplt up to 0.29 - 0037 Waloonb,
? . this pressure remains constant?in spite 02 2urther ;h2OZO300 .2,P,'
?'11 c
- altitude. Pressure differential at oabln Oltituk r1Tx) ohoolx0
. uY referenee to the cator of cabln atituele arA y),Tecenro
..';?' differential gauge YBRA..'20.
In ease of failure of the Femme YeGaltov 1,41 rkip'cr..;000 . fq
Id
in the 000kpit vill be blooded thronab the safety vtivo to 117..o 1 li
;1.. etWepheno Th6 safety va1v9 lo set to nn exoopolve 3:.ocrikwo
. : Of 0.327 kg/egoom (240 mm Hg).
:j The aseigned air temperature ln the ecepiji lo t'llon0Azmn .
oenetaut aUtematioally. Vith the ocekpit heaftno ouloh yloocil.
?:f
? p
. to AROMA= (AITONAT)01 the air supplia from the opOus to
,
1 q
; Peokpit.is divided by the distribution vaZVO into twe
'1 Vne air stream roma through the ealv opleziana,Mrp0 ttb ttnt,
. ,
. ,
/ 000lor in order 19 be cs02040 the othor otmom (hot at,?):6P,o ? .
,
in
SECRO'
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SECRET
50X1 -HUM
? I:
through the pipeline to tho-oilotee 000kpito Be:Zoro entex'ing,
the cockpit both streams get m:7ed.
Amounts of hot and 000led 2h ou1911,A to the 000kpi'c
oontrolied automatically (depending on the temOraturo In tho
000kpit) by.tomperature'controller TIT 45:i w4leh oontrelo the
throttles of the air distribution valved
If,the automatio syotom fa1l39 thopilot wIn control the
air temperature in the cockpit manually. 'To thfu) end, ho ohouid
place the cockpit beating switoh to OLD (XOWNO or HO (ro.
PagilM) depending on that is required.
,Plaoing tho switch to the noutral position will oulteh ogf,
the distribution valvop the throttles of the vtAve vorminive In
the same position as at the moment of switchiner,oft
Tht alroraft le provided with the wet= cg
ventilation to make it possible for the pilot to
cockpit for a long time (in woo of ground alelt
engine inoperative?
Do.I2er Rygt2m.?
eookpit ::s;orood.
remain in the
Wool) with the
. ? The purpoee oR the aircraft de-ioe system fts to remove ino-
from the canopy. front glaes panel. For removing loe, alcohol in
supplied to the front glees panel from the re coir of .a.40541t
eapaoity0 The reeervoir is boated im the,fuseloao upper portion
in front of the equipment compartment and conneated with the '
manifold.
'To switoh the system on and off p the pilot ohould EnTIM uuo
'of button CANOPY DB.= (flimmOBA, tompfl) olA the le2t.41.o,nd
panel of the. instrument board. Whon proteeing the button, valve
By7 0.41 opened and .the air glove from the Ei3i air onto
in40 vpreasors ofl Worloomr to thereservolP thereby ',!oroW
theHaloahol, outrof it, thealeolol beim n1.1pNial to..tho eaufw
? gliss.i4rengh the manifoldd
HTo?OPirate the I4eteM, tho pilot ohould Fikfir ho *"fr, ?
peVeralliiemp.each pressing lasting to qp-Aem onm,n
:t?i1001,19* 15.applloatiens0
SECRET
c4
tO
6
Da gel ths-
ii,',10' 13
0 rid Via ./.
elfle
elsoti
zoom Or
t:317939 too
gog oloott,
ilite% a Ito
Pet, to sonata
PA .34
:y itoh
6:60
'mtriint see
oiltOpy
Tao oleo
fral uttlt. tb
dootrial
huedt t
Arzt (ortos
50 v20
riht
hingo
r.Ilot bolt
tm,ot bolts
tb.e.) zilatt
r.y,Alssisz
Ii
poTtor
lc:n1 2ovva;
.tantvaimt
Inintea
)50X1 -HUM
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50X1-H UM
SECRET
I Tho airoraft ojootion oyetem mokoo it zl000iblo for tho
pilot to abando*, tho airoraft oafoly undo onorgonoy oorditemx3
both at low and at high airspoodo.
Used for proteoting the pilot from dant_.;0rono ogIooto a tho
hnpaot sir is the onnopy col/opal() yortion uhioh io oatohed by
the coat when ejootiago During ejeotion tho oanopy ooMnpolblo
) ? portion oovoro the pilot due to whioh it lo pcolblo to hwetloo
H the airspeed of cafe bailout?
The ojootion syetem coaciderably deoroaceo tho timo whfteh
.lo n000soary for the pilot to pooparo for ejection while in.tho
000kpit9 lee the time oinoe the moment the Nlot token a (leei?'
01011 for ojootion till the moment he aocumeo the requirca
titude and prom:leo the arm recto. It lo hot obligatory foR tho,
, pilot to assume a definite attitude before e;loctiom he chonM
only press the arm recto?
The ejeotion seat lo provided with the IT:rneoo oltomtie
I rootraint mechanism. Bjewkion may be aocomplichod either with
tho oanopy used for protootion of the pilot ex; without no
.(1I. canopy whioh ehould be then jettloonod yrior to ejection?
? ,J
The ejootion coat lo a rigid ocnctruotlem conoloti9c) cvg-ne
frame with the coat pan and of tho. oentrol oyntemo, The ceat
po
la elootrioally oontrolled? When in f11ght9 lt eon be alicea.e
.1 lowered at the pl/lotoo wino Oloaranoe between the pre13cuvino6
*
helmet (orach helmet) and tho canopy 61aoo ohuzlid be oqua2, ?
to 50 mmo
The pilot lc looked in the oeat with the holy) of the avg(Ay
? harnese having three looko9 two of them being located at the
11.
waist belt and one at the ohoulder otrapoo The tightnew of the
walet bolto oan be clanged by operating the halo inetalaed @?.
the right aide of the coat pano The .ohouldor otap geotraiM
meohanism le notuated by a opeolol spring when OpTati!.Z,"1 ?
by: powder gases when cleating. Ilhon in g3laht9 the9220t cm?
* lean forward and get look*I4,thic position? Cbatgol eg the
. restraint looka'ic aecomplichod 2J3 the OOog t40 12n72.Mo _
*wed on .Tho cent pan loft 0?,400.
,4.1rora!t!)ootion 4otom
SECRET
50X1-HUM ?
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50X1 -HUM
To unlook the phould'er otray reotraint moohamIgmAlt.io
neoessary to rove the handle on tho legt.hanA ost of.to
ejection seato ?
The following aro the min oharaotoriatica og thp ejoeUen ?
syatem8.
(a) the oystem provides for cafe eSeetlea'whe flying lama
at indicated, airspeeds up to 1100 km/hr; ? .
?(b) the otrength of the system component eler.znto mho 2,.t
posaible to aecomplish safe ejoctosonjap to the marlmum airspood
values;
.(o) G-foroe alum built up during ejeotion cre an high no.
15 -.20; .
?
(1) del:toleration force at an indicated nirspecA og 1100 Whi
li equal to 35 - 36;
(11) minimum safe OPOiltia altitude In a level nI6ht 16
we; to 220 me
? imployed in the system lo life pacachuto YMVidod With
safety 'harness made of ?apron?
13.1.2.seotiwto Having taken a &minien. fa
ejeotient the pilot should withdraw his foot frcztho pedal .
'strain ejeotion is also possible without removal o2 the 2oet
from the pedal straps9 for the latter are provided with detaeh.
able'apring looks) and proem the triggers of the olootion seat '
arm rests (either both of the triggers or one of thom)0 Thio will
oeuee operation of the safety harness restraint firing meohanism ?
(which .draws the pilot tight to the seatback and lpoko him In '
this Position) and of the main firing mechanism, An a result of
this the 'scat will start moving upward?
Au the mat la oving upwardv the following mohsniomo
Operate autonatioallyu
(a) the canopy rear engaging lecke got ol000d on the pont
trnnnions while the oanopy Jettison, looks got oponal; the onnon
being: disengaged from the fuaolagep starts movIng (othop wtth
the "WI.
(Wthe stabiliser .drogue tiring meobanism *oaten am8
11.10Y111 pt.:drogue oblate uperdol the drogue elmte ltili)oks the
lasephateh Over. out and brings the main l*raohmo into to
.413astFoliiii, *pro the egootleh ment hmu 1aft the g-a6c1 goTAM4
!s.
Sanitized
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obalt
iitom thst
deg the sts
(h) TOV
Vutoted Iron,
0,11tunIDISI
(i) then tlio
giliz the CCM
ro3 stiwaisa,'
hl the ?
elt1 harness
i,bz the sive
I) the pil
control
r3 cm a
Ikela e3oot
Lp don to an al
:icr.):scs the paral,
ell'on the
nt
? 11 attemistV
P11 tile hand
,t:,24611.ort et the
LIT:-100 looko
(..41) 'car Qamet
r tat) rallt6co TA
Ef;
50X1 -HUM
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50X1-HUM
clarorr
,
,
(c) the oanopy supports got oponod and '.1.00hed la pill:VVI
(d) safety harness automatic unlock mecksnim AA-5 pet te
NI an operating time of 105 sec gets euitched Ol'A
(e) under the action of Co' tho.p11000 'foot aRo
,
?A mod automatically onto the Root rests and cot 1oolted3
(f) the front portion of the canopy rolls of the wftntl-
, ...ii
shield onto the opened supports and gets loacq thou the co,P,
Zlz, A engaged with the oancy separate? from the Wvomft n.57?R '2.Moo
ovor the fin;
(g) in 1.5 seo oinoe the mament of ejeotlen ClUteMt9.0
" unlook moohaniep AA-3 operates allA actuate? t320 mlnopy jot.Pn
,.,.., firing meohaniems; those meohanteme open the. c3nopy fz'o2V; o
'
ins; looks that oonneot the ejeotion mat with the oanow 0212 'e....0
look of the stabiliEer drogue rol4
? ,-A (h) the rod along with the stabiliser drc:)rp.) boomco
-..?-11 disoonneoted from the seat co as not to inter2ore wit?71 tFTo
canopy turning;
(i) then the canopy no about the truirlftens; the acei.m
.:22k holding the canopy on the trunnions got opeuo0. azd the (732,nlvy .
beoomeo separated from the neat;
(j) by the end of the travel of the firiTT neshallics alq
: :?'- oafety harness looks become openedp.the pilot co legs &Flo aeaenC, .
--.;5 ed from the grips and the pilot gots ceparatet from no oc,lao
J
As noon as the pilot is separated from the =Int) 717'23tnt0
..::Ii;1 getn engaged.
1
:-j-4.-4 release oontrol unit KA1F-3m installed inside to przezit tot
When ejeoting at high altitudes9 thevilct ms7.1e2 a Celnycn
drop down to an altitude at which unit NAH-bogarateo oaa
.!:?,1 releases the paraohuteT If the unit Saito to oratoo Mo plIo'
ohomld open the paraohute by piling the paraollato Tke,-cmi oing
.:10. at an altitude not lower than 1000 p above the Grocmdc
?'?,ii
If autonatio unlook paohaninn AA-3 falls() the pilot azan
?O' .
pall the handgrip located on the seat pan. Wo will eaate ?
1 operation of the firing E0Ohellieltf) which-releaso the sagty. ? .
.411 harness looks an the log gripe YtIrther =ovemcnt of the banil-
-fil drtp nay (muse oponing of the safety barn= Iva@ ie lo
,- .j aripsiiaftem whioh tho hmagrip baoomom diGoorlmt:7.0,o '
50X1-HUM
SECRET
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?
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50X1-HUM
mailaullhae oansumaption. EJectior, without (maw
protection io possible when flying at an lndloatuil aix.nood
to 700 km/hr. When cdooting under thesq sonditiop-J9 the piRef3
ohould previously jettison the oanopy. To this er.0.9.ho ohould
thrwdown and pull book the canopy. jettison hanao located 0.
the 000kpit otarboard side. When the oanopy jettfton hanno
defleoted down9 there operate? the diaphragm valvo o2 the
emergonoy.air eyetem fox oanopy toacing.,Thia allem the niR to'
be fed into the oylinder for opening the timo deYay look.aul
into the oylinder for oanopy tossing. By deflootMkg the.caneg
jettison handle book the pilot engages the esplocAve 8D/tarp
aeohaniem for opening the oanopy Jettison looks (no a reoult e
whit% the oanopy lo jettisone() and ?pow the vavo of the
preoeure bleeding devioe provided in the bame EijLato of the
firing mechanism to dooms? G-foroes &trims ejooUon whie%
will follow (the oanopy being already jettisoaW.
Purther actions of the pilot as well pp travel of the elm,'
tion seat and operation of the mechanisms aro quflAe similar to
those as in the owe of ejeetion with ?anew proWetion, the ?
prooedure of separation of the oallopy from the ocet.o-oocv
being exoluded.
? Airoraft Arpment
The airoratt lo op:1Iva with rootot ani ?pan
miscalee.
'Main armament of the aircraft eondoto of ti
mieeilee P-o (auepended from the waoko) with tho no? og
chore W6300 ??
Rocket armament consisto of trio sixtoon-tub wc/cot p3t2o
YE-16-57y for rooket missiles C-5IA or'C-5R. Rookot pod? '1l.-167.5?
are impended from ankle? ,0-5? of rooks PA3-6-21y0
Radar night P1921 uid oollAmatins sight WE inotallaq en
:the airoraft are used for aiming and lunohing olusiloo P,400
When Unwilling missiles Po at ground targoto oT firlp5
rOOkiri misalleat ,laing lo peFforma with the ai(1o coniEnticF,
sigh4 ?itc.7 0
? ? Ihe retiole of sight HEM hes two rings mnd n oroodim4jvione212 wAth
he at Fina has a 2,0 m, il dimet tfano no c=aa
, . . ,
. 162 ?
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Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
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50X1-H UM
SECRET
ring has a 70-mil diameter. The value of the eroseholP
division is 20 mile the value of its siyaler division lo
10 mils. The dimmer looated on the lower ?witch panel of the
instrumentbeard is used for mitre' of rotiole lighting,
Cheoking the results of launohing missiles P-3o io
pomplished through the use of radar oamer3 RAY473 whieh
photographs the radar eight .indinator 000N;
Depending on the position of the solootor ewiteh 02
un
,B0M6.1 radar oamera 11AY473 starts opor3tipf either with the
radar eight high voltage switehed. on (in 1,19.oh One tho
ewitoh ehould be placed to the HION.VOLTAU (OW) pniUon).
or following the oommand from the ground.
When the radar sight operates under cosnnlnG or ?,;Tatol:A77,
-oonditione9 radar camera BY-473.oparatoo vIndo clonAnftom
(1 frame per 2.5 see); with the giring button deps000F20
operates under einem oonditiono (8 2 tmale.o pe r:0000 Uhon
releasing the firing button p radar oamera HAY473 2.0 ekaSCO G\-A:t.V
to operation under pulse eondilons.
CAUTION. With missiles Po suopendor4 at lc .ge2Malot W
oheck radar camera RAY-473 for op7ation by umoogg
the firing button.
R9c1#1011,1201-1W-4
The airoraft electrioal equipment ocunibto of ;q000 c1,2R A060
power soureec, ourrent oonsumors and airorcat 222.R0c)
The main power souree of direct eurreHt ao ot,mitov.,13o1.2oKatvo.
MP-CT-12,00GL When operating es a generator() it reFosento. ,
D.0, generator with parallel exoltation;. wLoa used CO 0:otmtero
it repreeents a comtound excitation motor. . ?
Baal.? epeolfieations or sterter-goner3tor
fire se 2o11owoo rated voltago ..2805Ve4latc4 (meant -.40.0 Ao
power (with voltage being 30 V) . 220000 W oad woleat .? 29 1go
.. Connecting the otattorcagenorator to the airmaft iu?
ehould. be.Alde with the high-proneure Feta ..ED6d0.9q012,1nrs
... 340; dieconnectinaahould bo mide at a aefimite vaitap .07?
inane vopala, depending on .the Ind opa onto og no
Steep batteries?
50X1-HUM,
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_SECRET
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?
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SECRET
50X1-HUM
'
Two storage batteriee 1541P45 Gra ueed aa Aditionr,Y1
nouroe of DeCo eleotrio power?
Bitola opeolfioatione of thee? bntVeriee aro ac 2ollew-og
rated yoltage . 22,5 'gig eapoolty - 45 A-brp woight a the Tont,
tory filled with eleotrolyte - not ovor 16 tgo
10 Otfic3ti?aa
4- a tgazgO
no.150V?
To prenerve the battery equity at low ambient tomporam,
1.0LJ
, reap the airoraft otorage battorioa ahould bo inotaled on tho
alt
airoraft in Warkl cacao provided pith eleotrioal heterao laeotc., 06-'4
?rins I of 4?13
el heating of the storage batterion to provided tkrough the T.100
of the ground ?power oouroo; to ?witch on the eleeteal heatiws VO, 0
? 'of the batterieo9 turn on awitoh STORAGE BATTERY VATER (0EOPEBB
jUtyUY
made by refereuoe to voltmeter B-1 inatalled on tho inotrument ? OA cops control
MOM looated on the right.hand oontrol paml of tho
eookpit.
?hooking the voltage aor000 the airorat nainu ohoad
) board. The voltmeter. should read a voltage o2 28 . 29 V with
the generator operating and 26 - 27 V with the alraF:aft ritcmp
batterieeoperating without any load.
When in flight, otorage butterieo 15-011C-45 tv)oomo ohargod
olowly. This being the clomp to preeerve the oapneAty of tho
ntorage batteries, oheoking o2 the alroraft flight and ravica-
,
tion and radar equipment on the ground (when the vlgine in
.inoperative) ohould be made only from the ground Eno? ewe?.
On oonneoting the ground .power aouree to the 31,rer6ft miluo
the generator and storage battorieo got antomationly dl000nnoet.
ed from the mine,
:The dietributien bnobaro og the eleotrionl owltoh tlanolo
are provided with two.way supply() being divided into aeotiono
'? whioh are *mooted by.oirout:; breakera ASP.40.0iwnlit.broalgon
, ABP.60(Bao 19 BUS 29 BUB 3) 4410114 4 ONE lip are inotol.
? ? led in the airoraft 000kpit under protective fjoveY and ova
alwas owitohed on,. ? ?
The foliating nnito amueed CO A.000 PUOY 0C4T0008
genol*toii 010-81or.2 and iwortoro n04500 17.'2E3 119-75M0 FiT-5aLio
nit.44 Osniatatora0.8mSara le 'nod for mapplyiurthe
.- ? :#1111m0.phaso Mai= with an cateramtlus inWront og c otablnuen
c_
voltge am& a.vaxylas troquoncy0
igvorter OU*
co to Wader
Egn CI Si
Thie
tyntically alto()?
invertera ill
164
SECRET
1-i-Lt tato a tare
400.4)
bate Mt-
urItCisla
it
lB
Lc'att breaker
t:hel yang i
.11:4=2,11w
rard)-Byl
13 the.e
5
50X1-HUM
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. -
gi:raCT
50X1 -HUM
1"4 tt2 tyCi 5
t.L1
/11 ip=?:,
graft Ea
wagatallIZ:=6
e*..41.0 441 611 t:.1
4.A1:404".4417. ..?
3 Ir. '41 10
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4.4
To,t)04
Loji 06 v41,
? 1.7"? trj toe'
'7:4'4 JO
e 1
Baal(' speoifications for gonoratorCr0-8.-So.v0P are no
follows: voltage - 115 V9
fzequency
8 kU, weight - 31 kge - 400 - 900 o.p.p., pwo-o
The generator la need for energizing th odoftehtv
system P-30 and transponder CPO.
Inverters 110-1500w? -2n and 110-750a convet direot opv:,2on
into a eingle-phaae alternating current with a volt030 o)15
and a frequenoy of 400 o.p.s.
Inverter HO-750a feeds current to radio station FCHY-5Pv
radio oompass AEW-100 oil pressure gauge ANtWv g1407,
PTC-1&a.14 cone control system Mr-ado firo 1-7aaing nyotell D-2,1
end marker radio reoeiver M141756u.
Inverter 110.15007-2u supplies power to radar sight 17g-9-21J,0
If inverter 110-750a gallop all lto 00MG11000 M3Y ho mftt072-
0 over to inverter 110-1500V1-2U by switohing OR olrollit bzyytor?
INVERTER EMERGENCY SWITCH-MR (ABAMHOE IIERMOTEIMIE OM,
PABOBATERE). This being the ?easy the radar oht win Gc.)
antomstioally disoonneoted froosinverter HO-15C0-2q0
Invertore HT-5004 and HAP-4 are need for ,7a117i0PHY13 N7d1.;
current into a three-phase alternating ()arrant 3(5-V
voltage and a 400-cope13. frequanoy.
Invorter BT-500g suppllea youor to antopalo
tional system myi and gyro horisen 0A-10
Inverter 1lJJ.4 supplies pcuer to stand-by cyoo hoplooti.
AA-mo (200).,
For lighting the airoraft ocohpit red Zight Ao u0000
Employed .in the lighting system pro incondoesent :loop CO-':)V
in which red.,00lour light flltere axe usedo,
The lamps are powered from the aircraft mins through
oirouit breaker BED LIGHT ( Acnun MT) loopted rC,12torc.:172
right-hsnd switch panel.'
Two dimmers mounted on the righthan4
sontrol panel in the voakpit are used for aultohk.13 o tho
cockpit lighting system anffor'oontrol of 1104 Antonalty6.
eir the lighting system fail og the pilot shouit?ii M.Ium oh .
132LND-Br D LIGHT (MOW uracmg UV? thao,
"n? onlY the omorgeneY f''-'014Y of inotrumato vill AntasPexaD
50X1-HUM.
SECRET
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50X1-HUM
QsroMir
the rest of the instruments as well as the right.,lisnd and loit-
? hand control panels being not illum1nated.
AlEpraft Tnqtruments
The airoraft inotruments comprise three grouN ei
mentst flight and navigation inotruments9 engine instrucento
instruments for checking the aireraft systems.
lcimghCa and Navigation Instrumenc;
" . Co
Two.pointer airspeed lildieaton
ICYCO-a5oo: measuring range - from 200.to,2500 kof-9 divieRc2.
value up to 400 km/hr . 10 km/112,9 division value (lai2ting
from 400 km/hr . 50 km/hr.
Bar'ometrie altime;Ger BDR-30 in Sumined
with two diale. The outer dial has a measuring rw3s fram 0 to
1000 m with the division value balag 10.m; the inner dial has a
measuring range from 0 to 28 to uith the division value
being 1 km.
t.and.by? gyro horisona,M) (200), .
Combined in the instrument body are a vertical opal indient&T
and a turn-and.slip indiontor. Veasuring range of the vortical
speed Andioator la from 0 to 300'(200) asso, divisiOn value .t4)
to 20 m/peo la 1 m/aeo9 division value for opedo ovw 20 mA:co,
is 20 m/soo. '
Maoh motor: measuring Tango . koLl 04 to 2.5
divleion value . 0.02 M.
Gyro ,h 0.rimonam.loBasio spesifisaions o2 no
gyro -horisen are as follows:
(a) starting timo (Leo tins' dnrins uhioh tho Anstsw7,off,;
booms ready for operation after being sultehed on) is oun71
to 1 2 mint ?
(b) errors in the Inotrutoni; indications whel? doto=ilsir
bank angles liturns.up to 360? are not in emend og 2:30,1
(0.wormiall bank ant pitoh angle indleatiemcto y:
log acrobatic mansuvermare tot mon 2e;
(d) error after tatco=a2 As not an &mow
046
og 2300
50X1-HUM
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direiolma
t1evotitteti
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11* Os
:c....,3twyso
t
Pia 0 to
1-A114.-pith
titvolbtvt
Et
0 1),
r,11?Zi-) 'An "bea,
-
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50X1-HUM
SECRET
Direotional systenECN '0 'as foMoviip
? buic simifications of the systems
(a) starting time after energising Uto oyotom Ao not
over 2 in
(b) error in mngnetio 0011R00 W036111.3 V7i102 2y1mG
nnd level at a ()a:natant airspeed lo not An mosso cy2
(o) additional error dna to asimnth of the cyb
vjc
flying by reference to the directional uygo IauPt in ()mom
of /2? within 30 min;
(d) error in radio station relative.buLring rea,,SiDss at
sem division is not in 0E0000 of 21? bhilc at the 2ent
divisionm 11 should not armed 2205?0
, Aooelerometev A2-10. DiaZ, Eonsuritic rance .
? from .5 to +10 gg division value . 005 co
Airaraft sloe% AgX00
Encino Instrnmentc
E13 4:0 aa
TaohenotovErgem,20 Moarmilms
1.1014 division value . 200 Ths. tachometer lAleator io'vravAdeg,
with two pointereg, the pointer with inden 01? being mod fe
, atneurlas 10w.proneure rotor ropom4 and the ointor with an,
';0 dez "2, being need for =oaring high.preone rotor N,Op000 ?
2hount gao thermom_o 2111%.410011=m*
??';JtIfl ringe from 300 to 90e0,01vinioL valno - 10%
171/.10)1 2lownotoppTC.16a.40 Heeeuring vango
?:-;10 tton 0 to 4000 lite divioion value . 200 lito.The indleato2 Ao
, ;collided with a rook need ger potting the OTAloator ia on
,a division oorrepponding to the amount a fuel filledo Oottine
-
,10 the polriter kAuld be nvio after the plyore hao be alTway
fuolodo
? 41
Oil, ps4ocion,72e Gang() Ang-4T0 ffmnszan2
?I magb tROM 0 to 0 ON 1.;is,fi 111violon ram lc 005, atm.,
[
To?
1;
? ;?.10, A
_or
?, APAtmata ghtAlligaigarga.Y640'32.
cabin laltItud ID EA 6 9ogoori've
erenta ?4' 2 aana Direno g.:,nemilms zocup ? :*
troll 0 to 20 kip ita divIthlon wake lo 6(59 atggeirCita:
?
50X1 -HUM '
???
SiltRET
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tial measuring ranga is from -0A to rc-006 IT.g/sq.or, Divielon
value for positive rango la 0.02 I:g/sq.em and for tQqative
in 0.01 kg/eq.c!n.
pro/3011re zaugo2amm,250g. NensurAng :7(02.
from 0 to 250 kg/sq.Omp division value . 10.kgisq.
.Pronsure. ga'ugo. 2M-/500 Uessuring vange, -
from 0'. to 150 kg/sq.omp diviniaa value . 10 kg/igioci.
Preesure gauge 0.12. Measurig rx.lgo from
' 0 to 12 kg/sq.omg divinion value . 1 tgisq.cm..
Zntegratias ?ampore-ho e ECA,
? Measuring range . from 0 to 100 .A.hr divinion valuo
' ? ? acine position andleat.ow NA4Q-30Moaouv.,
ingrains? . troni 0 to .100%o dion value - W.
roltmetor
. 267.02___ALT,..4,pjant0
ployed on the airoraft is oxygen equipviont oot 14.0
The ICK0.3 oxygen eqUipment not oemprines:
(a) airoralt oxygen resnlator -30
(h) high.altitude pressure suit 13KI4 (ENg-3*
? (e) preseure ratio oontroller peArkil
? '(d) preeeurised helmet 111-4M0 (M414) or
(e) paraohute oxygen.apparstuo12.27m8
(z1) remote-oentrolieyetom AY-2;
(g) oommon oonneetor 0PX-2; '
, .
. (h) reduoar K.P.26, valve EB-200 and ohook luoto
(HZ-18 rtrd 11.2000),
1 . . Oxygen equipment net KKO.3 is used 2on oupp2y2m3 mweon
. .
? the pilot; under the tenoning oonditionss
, . (a, oontinuoucly . when flying in the pronoutkoc3 eBbAn up
1
: to an altitude of 0 km and in the detwonourined eBbAn up to M
altitde of 12 km; .
(b for.a.ehort time.. whoa dowser:Juicing tho(:31,J2.E1 at
.'.. *Mind over 12 1m; .? . . .
(0) for a,short tlino: whoa .vomaYtlag td 122Alout at nu
. . Alt1tnile up to 301cmo '
?
. . ,
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H , ; .., ...... . . 01oi
Eivkpacx gr.02Ek,?r, go0t 25 J3 21; C. ,
. , . . ,:. . .?
. . ? 104 te en altitude of 38 km In 'the prommtis06 enWW nr1
. .
up to*Oilt1tuda'of 12 km. in the doproosario6d onino
' 3.68 ?? , I:. !, '... ' ,.
onnw mrlz
1172,21;
otg r ?
Or,
oet
"-
jtV
Wag,114w tt
to
pf,114. t4,..?t1:10
.6 QV
MVP I/1
;
oetiOa V4r
ditort:#.
e
1,01
itio101.;?
Oaodsol 14.1*
ai0D1) ai
'ultei Minot
? 20 a alit
? thin
PN144) ere
tho Mote
? Orgeou is
h).Ed (or to
hvo boOn I
a
AB noon ae
the
(zin 6oaditiotil
h'497:? infitait
IzYomw,,, spat
? waft ri
03cm:61.,1430
rilOgA0 1.177,60% ?
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50X1-HUM
cFCTFT
htop gi-34
ondel? thooe oonditione oxygen rep
opowIton
omplOYing the prinolple of the breathing autointio apparctnco
chaoking the not for aound condition, ohoug bn P.3(RO by T,v,i'o'gomb
to cxygen,glou indicator 1Cc180
Up to an altitude og 10 km (a0oudins to oahim altltn(lo
and preneure differential gauge MO Ojgomixturo ie
supplied to the preeeurised helmet (or oaygen imok)v po2oontnGo
of oxygen in the mixture being regulated a000rding to the
altitudes by meane of the air diluter? Startivg from /0 tm only
pure oxygen is supplied to the pgeocurised heItlot (oxygen on510,0
The sir being suoked additionally from tho atcoophoz3o vAr,
the auction valve at altitudeo up to 2 kmo percentage of exyGen
in the mixture eupplied to the pilot gOR Anh5k),1;iom lo
oigntfionnto due to whioh the Woken og oxyge12.2lw7 ingAmtc7.?
18 may. mot rcepond to inhalation:it and.onhC3tiono.
To proolude oxygen otarvation in (me of vocr oe31 of no
prebsurizod helmet or 03ygem mit at cabin altudoo zvom
to 12,000 alp alight 0230000iVG preoeure lo Elainta9,no0 An the
.suricad helmet (or in the oNygen mant00
20 At altitudes in =cone of A2 km in once of o2Wla Oamoc,,-
ouricatione
? If this is the 030e9 the bladOdero of preecTn) onit
(NE:,-.3M) aro inflated within I.. 2 coo ana baok pgoopmpo Iyo),V5
u' on the pilet90 body0
Oxygen is eupplied in a ?toady flow to the EnTepouicon
holaot (or to the sank) just after the bladdern of the 127coaluo
suit have been inflated. Steady glov of oxygen ,(1 intomIpM
automation/2y at on altitude og 0000 . 9000 o0
Am coon.ao the bledderno the pone= cz), havo 17=1:m
.inflated, the. pilot should ,4hook the oxygen oWymcat to
sound oondition. by roferenos to premouro gauge k.2011,90 32o
latter Indicatins the amount ag oneennivelTemio 1.72 Ito
breathing apt= mm e water?
3d When martins to Nootion at atituaeo:,70-tQ
Olen 00(41404. fiewin oonneetm 0M-2 Gete ot-Th IeZ,57co
- bloc* of 0010011 oonneetor OFSQ remino om the aawaftp
middle bloalc-0 Oa th0 ant enn:the mov baect clovs
SMUT
50X1-HUM XC9
,
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I.
SECRET
-50)(1-HUM
sure ratio oontrollerIVA-3m Nominn on the 11000P tho proc,
surized .helmet .
Juet as oonmon oonneotor 0PX..2 10 being dlooerveetedv
paraehute oxygen apparatus% KU-27m is switched on erl the oNysm
hoees'are autoustleallieeparated from the airoraft osygoil
breathing apparatus. After the bladders Of tho vreolgo cult
have beoome inf1ated9 oxygen le supplied to the FOJOUMEOR
helmet (or to the mask) in a ateady flou.
As the oxygen in the parachute oxygen brosthin.,; appavaWe
to being oonsumodp every fthalation map by the !pot nom the.
nenreturn valve provided on the upper Hook of eommon eoanoetor
01.2 to.suok in additional air from the atmoapherc,,
Pressuro euit BE-4 allows the pilot to ulthotez1 e.lonL
up to 8. Preeeurised helmet 1.1M41so (17E40) prateoto thepiletos ?
faele from the impaot prenoure of the'airetraam at to cement o2
ejection at indicated (limeade up to 2200 kraihvo
2h2o C. kiLlgAlot.0.c.H1027a1.11I00022TVLITV5
? 3rflfliiillUAcIIIMVPB
lame putting, on preocure cult EKE-4 (f) 'che Nlot
should ?hook it for eound oondition to make sere they,!,3 thea%eng
seams, b1addere9 anti-G devioCep lopinge and stpporo rwo-conn&
' When inepeoting the preseurioed holmeto mite oetnan thst8,
(a) no ruptures of the ixx02 rubber helmet MI Ac.) thvoaU
velve ere present;
.(b) the microphone le securely attaohed6
(e) the transparent feouyilees le olea'n onA coml
(d) the banter wiring eammunioation linoo as ws
neotors Aro free of damege; ,
(o) the house inhalation valve exhalation V32,V00
pressurized helmet body aro free.ofdamagq the rnbbcT onlmto
of the bayonet fasteners for the home ETO *pr000nt ar.fl conaGo
If Hthe pilot le wearing the omen minho Ail; An rf;eopcmy
to ?hook:
,.(a). the oxygen meek inhalation valve fO2,propop 3irtfiglitinoo,
To thu and, it la neeeseerY to etyma the bByoaot 'Inteno7
Ottbs exhalation 1,4vo.hoes6 to the-plpo unlenof the? tonolonv
Oompensatorheee to to the &won nee % t'Arcatay to
SECRET
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i?P'''' ,,,,, OA
CO 1'7'19 it i a
fs3pelbs1e _.,,........::.?::..,,,
oi to Ow. ? ?-.; ..-..
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Xi) the pilot..';'.'''.''''.....:
tli'..'.1 cpc.loial qui
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C: .I'llitragi; ttf. '::-.,',----- ..,
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aleill:,..i..:.:...:.;'....;......,.':-'.'.....;'..'.,:..:.11..'..-::..:.,,,'
IM(gii 14N tde il'...:,:,.',,,,,',::,?.?:,.....-,,:,.,..-:,,,.s.,,.',,...;.:....i:...,..:...'..',..._?:.....?.'
t1:7,,,i.ca gu zirt -...,:x:-....--..-1.?..,
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oho chouli
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.7:.1,:ttoallial4
..C?:i? 311'?'i2c,s3 Vg0D111: 1:''
,C2YCL111.2T? cug, 1
C::oaclorTu to DI
',4,174-.,.a. BOO tb4
50X1-HUM
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50X1-HUM
) 'the faoe to mako an exhalation. If it io impoonbIo to mko Ma
exha1ation9 the inhalation valve should be conNidorod ait.Aght3
(b) the oxygen mask exhalation valve Dem opo
,
To this end, it is neoossary to Press tho mast to the Raco '
p; airtightnonno
t1ghtIy9 then ()lamp tho corrugated hoeo and maim an inhalation?
If it is impossible to mnko an inhalation tho oshalation vaXvo
should be oonoidorod airtight? Simultaneously it 9.0 nocoopary
\, to chock the mask for proper gating tho oiso c? tho faco
for airtightneds);
I (o) the mask-to-faoo tightness oomponsator for propc*?
, airtightness@ To this en d2 it is neoossary to ::loto tho oc
f .
.,? pensator through the hoso by blowing EAT into :V3 uith the
." mouth9 to olamp tho hoso uith tho fingeTo and then to palm rxivo
that there is no air leak
-)
i After putting on the pressure suit ?heck vfiwthov.At
?
properly* If no pressure oxisto in the bladdore of the tensiw'imo
,,) .1 the suit should fit the pilotes body clooely but oo that tho
, ! pilot feels no pain due to czcooatvo pressuro and Is ngt
. : hindered in his movemonto. The pressure suit terotoner shouail in
'i
? 'I ()hooked for airtightnoss uith the uoo og =mon tot cot EY-6
4.,
m or inotrumont UHT by smoothly building up pressuvo in the
? ': bladders of the tonsionor up to 1 kg/ogoom (oheoMpg should be
: performed by a median). ?Meer on duty or by e meAnnie do31ins
with speoial equipmont)..
If the pilot is wearing 3 pressurised helmeo it An nococ,
sary to oheo% the pressurised helmet gOD proper (Ajuotmont (oo
that it fits the faoe of the pilot ?lonely) and :'orairtieathosoo
1!. This cheek should be made simultaneously with ohecking the cult
i tensioner for tightness. .' .
II. ?
Prior to placing the parachute into the eboLpit it is-
neeessary to ohook .paraohnto ozygon hvoat108 apvmtno Iffi-aM .
, ..
.iiij for being properly packed into the pocket og the yaraohnto
? ' ) container and for proper filling with mygela0 EssAlesp
. .
Imaginary to mkt, =WO that the ensving mechilnicA ect?Z*:? pai: In
??,
*.ii lOoked.,Bee thstt oubboR'ohooN bbombel? lo oommoto,a to the. ,) praohuto oontainovo .
?

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SECRET
50X1-HUM
rA.IX `3'
: iyw A
P vpra e
,
.r.;?O %I.. if, poo, tO
,stostio 08
',Po ton t
65'
?
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rf,c111011?6 bi
Airorat R019-XAM1Ean
The airoraft radio equipment inoludos tho Yon000looN
(a) communioation radio station PONY-54
(b) automatio radio oomp000 AM-10;
(c) trancpondor CPO;
(d) radar sight PH.9-2111.
(e) markor radio reoolvor MP1-56R0
The main units of the radar eight aro mounto:2 on a =noon
.? framo metalled on thcoextoncion oono of the air latao.
Reocivor UPH-50 is installed in the gin foloDAna, the root
of the radio cquipmont boing looatod in the uppor nom 000Tort-
? (2,40 von? oof
' cent of the'fuselageo
gn mow
Boaxillezzlyzao 10 a yob() trancolli',.tino-0000ioiloz (61-4
radio station with a quarts-otabilloed frequonoyo t eau b0 t'11?2 ?Ier_?
ad (previous to operation) to 20 ?prating oommlailtai0E1 oiMMCi?-d.4:0Zaaatir
To ohanga over from one channel to anothor9 turn control ? ? aggil
wCHABBEI" on the oontrol Ilona to 91400 it to a poition oor- tol 0 the radio
.responding to the accignod ohannel (the numbor of tho oolootoe CIO Ta
. channel ie coon in the room? rod() in. the ems) the0Ont'.-;(9a tna3 Inadigg0
.panel). :.0101(ill0s8a
The radio station cot inoludoos tRanfintktt0000AVn CPO e
'control panels ampliflor SE-2n and batman. ?',IQ =lie
? Tho radio set r000ivor 013191.0Y0 411 0,900iLl1 2.0.1VC..DiliyiyVOONAM i;i1771t0 freT4
oiroulte ?
rotheetional
Tho radio etotion
copoo Wigs
coitoh
otation tranamitter ea n oporato ..lodoo the 0000,-
tions of' full or. reduood poworo
_ .
Maximum range of radio oommunioation io roapoO nndor
pain oonditions with the noloo oupprocoor owitchocl of:
.The radio station oporatoo within the wavo mop og 2 - 3 n
(or frequeney'range of 250 - 100 aoposo), The ITWO of radAo
.00mmunication with a ground radio otations,typo,W.Y-Rapio at
least 120 ,km when flying pt an altitude. of. 1000 09 20 ohoo
ling At 5000 m and 350 km when flytoo; at 109000 no Whom wont-
wider.rod4eod power oonditAono, the oommunleatioa 233p
reduced 205.Uree.?
.4414;flor YR- .1 stallod on tho loftc,h6nd ocloro.11, rna
.0tI aptikpit .ouSe'd tO onsura.oporat1on tho =Wen'
? .
,
from the t14,014 Ithonsc or Morophono (in the prodboolned hoquot)
? ?
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SECRET
19:03.11a0;;,
?Santo
o2 no radio
ks'.-VZSQ7.! baa
0141,11:111 cent
Inaten 2VG
?
ol,tecatiea,
nolat Ara
Poicotov
50X1-HUM
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? SECRET
50X1 -HUM
When flying pith hoed phonoo on2thQ opi000r cuitohoo 02 a?-
plifier YR-al obould bo plaood to (MGM DISK (K11) aml 91110W
PHO M; when the pilot is won-1 1 1 1 ? n'
ng procovx.sec acd.co.G,
should be placed' to PRESSURE HELMET Chi) nicRegoIR (m).
Automatic) radio RRIZO9 AP1-10 proviCeo antemtie tv11.1OP
to a radio station (whose bearing lo to be tnhen) whoa epotir3
on any of. the nine provionnly 'caned chanucao (.2ragmanaion).
n000ccary9 it oan provide czooth tuning tc the requiro
? when in flight. Change-over fTom ono frequeTny to nnntl)or fto
a000mpliohed by prancing
panel. n relative button OA the eentvel
? The radio oompano hao ticao operatirs ItatOor18 .00:IPAF,S
(gONHAG)9 ANTENNA (ARTERHA) cad LOOP (PMEA).
When under COMPASS (HOM) oanditiono, the L=a2c) amp:17,
automatically :takes bearings of the homins radio stntiemf3 viLe71
under ANTENNA (MTEHRA) oenditionsp there takeo plabe v27),y
ing of the radio comps? and monitcrizAg of the hom125 otat.9x3
ilignalog when under LOOP avugm oonditOonco the radio cemaf.7
takes beariaga of the homing radio otation Toducin3 couE2
oignal (in 0300 of failure a the eompnoo prtien cx? the
oompass)0 a7N.,o.
Tho radio compass cot includeoc reeeivcy20 control L7ac,ol,'
remote frequeney control (OPA)L, directional nntemn (lee),
nondireotional antenna (which lo common with the ante= of
radio station PM.511)9 pouor nupply unit9 Al2.1102A020
?ours? indicator (Y.3&2)2 zkAlo oompaso antc23tle celeator
oultoh yAH4 and manual polootop oulteh OU2E XUPDI (TIATIO
BINVOIR)
Selootor switch YAC io med. gor autolnl Juitobir,E-zvo?
. of the radio compass from the outer hemips bJJeon frcquoKoy tD'
? the frequenoy of the inner homing beacon when Saylms avc, the
outer homing bonen (the suitohing-ovw taLirE 1200 fe
signal sent by the marker .beacon) and from the 1211Z2 hz.7223. ?
beaoon frequency to the freq*oncy of the oratc7..hminz tazczn
:atter flyins over the inner homing /moan* Whoa miten.Ong C7072 .
:automatically to the inner homiilks beacon freulmeyv lsdi'z=273
11491t INREH EDMIUO WATIO4 Zzcheo uz), *
Beltotor ?witch NAM opmatos coly vien .the 2;c1111T.
50X1-HUM.20
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50X1-H UM
gear in the extended position? When retreating the :itaang
Georg the emleotOr switoh automatleaRly brings the raW.0 eanpoc
to operation et a frequency of the outcv marker beaeen0
When employing the AYkradio conpapepthe follouir
41str1hat1ou of &mein (button) according to their ,:ruotion
,lo laced: 1.9 3, 50 7 frequencies of the cuter VaRLOY 1:czeeng
29 49 098 . frequencies of the lamer mart= becoong.9 ?
frequenoy of the blvedonoting radio otntiong GEO0i; OtTAP.
button. Adjnoent button ehould be need for eaoh of.tho accignon
airfielde, for inotsnoes button 1 fev outer palter beau) o2
the airfie1d9 button 2 gOR the ismer lanntl beacon og cmo
airfield? eto.
. The radio oonpeso operating frequency vau,se (120
is divided into eight bo (An Wo)s
120 . 280
280 . 420
420 . 580
580 ? 720
720
000 . 10M
1020 . 1100
aim 10
- ano 1,3,0/0)
Qu,ning theAlU radle oeccDoos n
t h e dr o Ui Afta OWitehiPs On the VIIMO 6e770111.orA.
warming it up tor 5 . 10 in the pilot ohoulde
(a) mtke sure that colcotor switoh OMR c ILICiANTIM-
Banalani): is pleoed to OMER (AMEHM0
(b) plaoe solootor switch pY VOITE (2N - Cr) .7JD
position oorreeponding to the oper3ti2g conditcno og
radio otation;
(o) pit= seRootor suit& YIARRM WZDD (YEE. ?
the
1.?,m1,r5
WIDE. (111.ti,,oh
(d) plum the m4de of operation ?elector sviteh to /..\1]2E71711\
4WEITaWl;
(o) pe button lg
(t) nrlook tho range seleotov switch hanneo cot the b3T2.3
.00rrocponding to the first essigneg frevency an0 au& the u]Noh
handle; the'frequency marked on the vamp selector cuitch '
....:reapondeito the initial yam of the blasiag thus? gov UnT2C0
?.:.420.10/e it is !wooer& to plum the celestov uwiteh to C205
?(g)!Iralook handle 00AB8E kV= (UNIPONA KNEW 0E11 co
? the wale to.thelmagred wIlue cuocopanging to?the c2cianen '
? SECRET
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t? mot
100tOr
03 s 0 a
t,tb 4
0600:ad&
:::10)(E3c112:00:411:7111
001 it.0 gat
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E:nEay
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oheotialg
ON tains la
mina
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(3) gaze t
(13.01,01
C:AA 4aioet,.
(ti) plan 's
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"Ul ran
PIDX0 00MMS
? 3 12 0.
Q?1-711)00
C7.7Tpot)
12Uttea
t1n 21.
cza?htlonclo
50X1-H UM
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50X1-H UM
SECRtr
44Nk.1
frequenoy using the following rulm the required value of tho
tuning scale division in equal to the assigned frequenoy in
k0/0 minus froquenoy to which the range senotor ciwiteh in Dote
BEIT11210 The assigned frequeney of the homil!E radio atp?
ic 410.ko/s; the frequenoy set by the range
selector mitt% is 200 hots.
8 o 1 u t,i o n. The required value of the tuuin3 male
- division will be: 410 koh ? 280 !gob n koino
(h) acoomplish fine tuning; place eDlootor witoh V11,
NARROW' (MHP. Y81(0) to NARRow (Y3E0); by?turninc the velum
oontrol on the radio oompase oontrol panel ?oars() the pensAt,3
vity to 3 ? 4 divisions n000rding. to the tuning IFA1eater3 Oftuo
3etting of the maie division 0hou1d be M140 witIA the Ms? (,):
handle SMOOTH TUNING OACTPOMMA UMW. To thin 6109 it an
neoeenary preliminarily to prom the handle forwd 00 gaT en
it will fio;
(I) ohooking of proper tuniwr, should be mtdo by WdOKCP,90,
to the tuning indioator,pointor (which should be Aaloemd
through a maEimumangle)'and by listening to the cnll B1612,s
after tuning look the retainer; ?
' (3) place the mode of operation pelsotorawitch to 0011.
PASS (XONflAC); in thin eamthe pointer of indicator,M1,2
nhould indioate direction to the homing rado oUtion;
(k) place seIeetor witch WIN ..NAHROW ? Y810 te'
UIDBI (MOO.
Por the rent of the buttons (channels) porfivA fina
ing using the similar pr000dure.
? To make ?all signs of the homing radio statilaanudiblop
owiteh on radio stationPC!!:!P and place selectm switch
RADII() . COMPASS (PAM - C) on tho'control yauel.to CONMOB
f?-?-?
;
???
WNW, ?
Smo,oth tuning of the AVE rdio'
coMpase (when 1.n flight) is tuning the radio
?
couplet to any range trequeney an omen 0 reaehini the range of ?
. holing radio stations whose frequencies are notko1 on tho
fix.. .buttons and in ease Of failure of the mechanism for owiteho:,:
zugn the timid trequenoleam To,ohange eior to &moth tuning '
eonditionat'preni button 11 to Oneenneot the meth:maim for auta.s,
?
SECRET
50X1 -HUM
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50X1-HUM
SECRET
natio ohange-over and tuno the automatic radio sempasc univg the
ea ms propedure as when tuning it to the.fixed'froquewy. When
.doing this usellandles RANGE ( iSOP) and consp WANG
OACTB*1 ITYWD without unloeking them.
. After using the radio compass under smooth tuning oondi.
tions it; ispesaible.to switch on the radio compass ? cora,.
tion on any of the fixed ohannele br pxoseing the re1ntiva
button. ,
When tuning tho radio compass be oure to rorlemb?2 the
following:
lw The radio compass is reedy for operating normAly In
5 . 7 in sinoe the .moment it has been energised at a positive
temperature and in 10 . 25 min at am ambient tomporatars from
.300 to too
2. f-the automatic) ohange.over aohantt! oto:
ing and. fails to atop after pressing the .required buttons it.io:
' neeeeSery to switch on another button (exeept for button H).
this'oaie the antomatio ohange.ovor moo ism Should Elton rotat..
If this ie the cages switoh sp the required button again.
3. With the retainers of handles RANGE ( W1840 and
004110 !UNING:(0ACTPO ITYUR) opeueds it is forbiedeu to
switch on the Inatome.
.4. To prevent ehift,ing of the tuning males th i1otshonii '
firstssleot the required baud and then the frequency Awarding
to the .uning
. 5. If the button aitch genet it is peenible tuperg.ora
smooth tuning when pressing any fixed Untton..In thiu 0300 the
landles should be unlocked.
6: lor repeated setting of frequency with the hap og tho
:o0An3i Turn (lgoviti mu) handle when under ursioth tunins:.
oen4itionst it is necessary. to pull handle MOTH MUG (OACTEeN
Ark 10100A,O) baok as fariatit will go..
H ULt the automatic radio ooppno 00
ing on the aiaigned'airfieldi.pr000ad me foMowof
Press:the butte's oorresponding to the freqUenv. 0: the
Weald the landing aiigiold(ona eg tho oe.d.4.roTt
?
At tti
ha W.:
6 Dtiot 66,14
lqats has beiati
v.way. itebtj
rj
thcij 14'2t
niEbt ti
N;Q1-:till ini7gts3trAhati
:t1n (\trera2t lo
vAthin thal
thG radar
(3) tarp
t-int miso sTAT
SECRET
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1
, A
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50X1-H UM
SECRET
'4 20 Set the remote frequency seleetor evitoh 0 the figivu
corrospondins to the !liumber denoting the anoigned 3irgield
Annex., marker bealoon button (the even numberaelleAraz tho olltav
marker beaoon button number). Within the region cy? thio nunbo
piaci? the ooleotor owitoh to pooition:
(a) OPP (BMW if the inner marker beaoon Z2oquepoy (Cc
read In the seal? divisions) lo loos than tho out7 marker
beacon froquonoy or if the inner marker beacon frequency eaeoeclo
the outer marker beacon Trequenoy by a value whia. is ()Ina?, to
or greater than 80
(b) ON (M) 12 the 1 nor marker beacon froulauoy (co
in the scale divioiono) ez000do tho outer marker bo3eon frequency
by a value which does not (mood BO Lois.
I??? &4,4
,S7 ? 'I.
.;,4 ' - ?
I J
re :2 r
trIto `4:4?.1.;32/
d
? to
t4:'?
?to4,4S
IbLitnalta. Outer marker beaeon ? 362 ko/s (butt ?)n 5)i innco
?1MiFfer beacon . 748 Ws (button 6). Frequency of
to which the range Selootor owitoh im set Ao 280 kolis .
for the outer marker beacon (coal? 82) and 720 Le/m
the inner Marker beacon (soak 28). The rOflOt0.0)ORtre
seleotor switoh should In plaoed to ig60 in 'Lleeltion
OPP MOO.
3. At the moment of flying over the dute EmrTAw boacen
(and following the signal transpitted by the carke2: reeeive0
the pilot should check to mako cure that the autemtle radle
()empties hap been switohed over to the Inner bmter ttoaeon g2C
quenoy., Switehing-over is indicated by indicating lAGht
WM HONING STATION CAPL . WO) coming on.
asnonder pro produoes and tranomits idantH:leion 00271arJo
Plying with fauRty responder 0R0 is forbidden.
Radar Station Pfl3-2R
.14 CO CO GP CV 12 CO It) C3 CID 4.3
The following are main tasks which can be solvcd by YOAIOR.
siation PO-9.21 irrespective of visibility eouditimm in the
day or night?time under ordinary or adverse noather oonil/tIons?
(a) automatic) manning and location of aerial t7iTgete mal ?
determining their acpeot angles cod ranges to thedrlative to
the aineraft longitudinal isFlo. within tho gomord hutophow,
and within the onglea of 230? in asicuth and 212? 12 olovatIon
with the radar range Was up to 18 . 28 kag
.(h) target 4proaoh and 'zatri2g initial poition ottno:q
:
SECRET
50X1-HUM it
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liwaftw,Waeaksq%1440ftaboamom-
,
(o) eemi-automatio target lock-on at ranges of C - 10 km '
under ALTTUDX(BUCOTA) oonditions within the angles of
1
.asimOth a4.d in elevation With further automatie traokingag the
target by reference to the target present data and teTgot rangq
(d) aiming and autematio oomputing of data requirsd '2011 .
launohingmlasilea 1,-3o 'by referenea to the indicator atlas
radar eight?
; .The radar station comprises 15 units. Desidos; it operatba
in oonjunction with: altitude unit Em.30.210 radayjmra
A1A1.473 and synohronization unit ECO-2. Eipooial contrA pane/
i
is provided for oheoking the radar might on the grounl.
pldiyed in the radar sight is one doubI .dish axLenaa '
whioh operatee auooessively wader Scanning and then waler aiming
I ?
, oonditionel. The antenna generates a narrow beam with 3 beam
width of 407?. To deoreaae the time of scanning, and to ensure
I
rapid ?hanging-0er of the radar eight from the scannaag condi. ?
lion:: to the aiming conditions; the antenna beam is coatinuausly
(manning ) forming in the space a cone whose axis JoinoOes-with '
..i
1
the antenna,axie. When under scanning oeuditiona this pone is
displaoed filooeseively in asimuth and olevatio% in Or to oa
the apaignitd. space. ,
When under aiming conditions; the beam (cone) is oontimouray
traoking tifie target automatically in azimuth; o1ovatioi ard -
.
range.
?
. The rOar eight 'is furnished with one radar targ?t intlioato
? operating. Under scanning and aiming conditions. When wIder
-,..scap4ngoinditione; the indicator has a oweep; typo f'ZIUUTTEI -
.'. RANOB(1:4T .HAVIHOCTL); which permits detormining target
positio0 1 azimuth within 130? and in range up to 20 to.
. ?, .etid avadditional vertical barks T0P(B1311C) and FJOTTOM
(1113)04o the pilot to determine position of the target in ,
. ,
? altitadelr latiire?to the intercepting fighter. If only TOP 02X.
that the target is higher then?the
H.:alroraft.10 '.1pitudilial axis, ]f only BOTTOM UM corks cvo ocon9 '
saitil
1 ,
..svarkeare' aenvItmeane ,
iti
It
,. .,itaill4riert the target la lower than the'airoraft lovgitudinsi
axis. 1When 'reh kinds of marks are. seeno'it moans that tho,
target Is tin the plane passing threugh. the airoraft ioagitudiaaa:
?. . - I: ?
. _autIateriraxes OM aoouraoy In thie'casa being withia 21541)
. ?.
?
178
rael ?der
a atifi?
-* 0 the,
t.
tgaiPll "We'
r
'WI gra
146
me
t'4a OP? 4.
00 00?4
0894'
ogle igtOS,bi
gut* and
tastt$ TIAtea., di/
blk arege
2o OUZO
gaitiOza to
aws the targq,
tot TOi,
and
PI
. The radar
Goati4ora,
h the dirooti
Control ,
(o) radar,';
NIttenos STA
RICK 170;TA
? (b2,04iles
v
t,loit(124:11!C
ccanui
ognatiag
Meuated 01
(1):) t111
SECRET
50X1 -HUM
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----1"...111111111.11091111551.61,111
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R061800160001-6
' ? ."
i 14
? ,
When under aiming oon0.tions9 04 the indicato noroom thom
appears an artifioial image ofthe target (a pip) uhouo oontro
'corresponds to the target location with repot to 6110 airm?aft
longitudinal axis. To make aiming procedure more convoniont9
scald marks are provided on the indiontor soreon: mullor
oirole 10 (1 km)9 arc's - 50 (5 km) and 100 (10 10. Range,
marks (vertical dashes) aro made over the horisont0. daoheo wc:
the pip.
The oomputing unit of the radav eight ocropmtot! amtemtielay
missile launching permitted range depending on the ayins
altitude and the rate at which the interooptor appkoacheo the
target. Thooe data are fed to the indicator and OtICOW0(1
ai
dark arone at the aides of the target pip.
To ohange over the radar eight from operation 7,irider oclo.a0
oonditions to operation under aiming oonditiono9 the pi1ot nhsn7W,
bring the target pip into the lock-on area (25? /n 7.0.nntY10
target TOP (Egno and BOTTOM (H118) imam obsorv(dingo
5 - 10 km) and prone the look.on button on the airc,Aft oeut-
rol
The radar eight oan operate under PIXED BEAM (APEEEMC
in) oonditions. When this is the caue9 the antonna oono lo
in the direction of the aircraft longitudinal aiso
. Control and ()hocking of the radar eight mo aown91A010
through the une of the oontrol and sheet: panclo.
Mounted on the control panel areo
, (a) radar sight selector switeh having the .2o1oviiw?5
pocitiono STATION OFF (CT, ?EnTrOv SUPPLY ON (PAT,) ihh uoasy3
that preparatory switohing-on opelontiom have boon :00,Wmcp
and HIGH VOLTAGE OH 03NC0 BM00
(b) indicating light that becomoo on atter GwicAAiils-on O. ?
high voltage;?
(o) mode of operation seleotor,sultoh invin3 thr.) gollovinz
pooltione: MACKIN (CO HM'kt4WifD whoa eyorating cnocesel7aly
under manning and diming eonditionso RIKED.BEAM (EUP0 aY9)
when operating urder fined bonm.00nditiono anTRABBAB (HOMOW0
Mounted on the ?hook Oand ageS ?
(a) ailliametor mod for ehoeklag the aatkwotopog3UP
paranotere#
SECRET
50X1-HUM
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SECRET
50X1 -HUM
(b) fivo-pooition solootor switch with tho fol1el7ing
tiona3 TK4 (ourrant of oryetal 1), TE-2 (currant of 6'Tyot81 2)'o
TK-3 (oUrrent of oryotal 3)0 TN (current of magnetron) ansl
(presuure oheok).
The iastrnment normal inn/eat:ion in Dositiond T17,42.
and. TK-3 will be 2 - 8 division sition TM, 16 , 22 divA.
eionot and in poaltion gA016 - 19 diviolono.
Mountod on the front panel .of tho indicator lo ocaoctoR
awitoh MAY - NIGHT (4E1th - H05) for solooting the br2.Ghtm000
of the imago a000rding to tho time of the day, ecntiO, IMMO
(1LOACM) for adjuating brightness of tho coroon ocalo, anl
button. INSTANTANEOUS ERASURE or& (1150) for inotantupoono
erasure of the imago on the careen. Located on.the in6ionter
Doreen framing to a rod warning ?light inaloating per.Untbron-
ing off the target, tho light becoming on no coon no the finto2
haa reaohed a dietaneo of 165 kn awqy fron.tho target
Mounted over the upper left-hand panel of the inutmlout
board ia 'button TARGET RESET (M(JO gElia) laced fOr ?Inc,v1113
the radar night from aiming oonditiono to nannies covAltioso.
tie .radar. sight to energized through Circuit bTeC:.er
4A-309 Hu loorated on the roar right-hand oultoh rylnol An tho
cockpit.
: Marker radio,receilmNWP lo deoiGnod fox rocpJAvApfs
eignala cent be' the marker bosoono of ILS oyoton 6nd Asaliont-
ing a moment of flying:over th000 bonoone,
Who the aircraft lo flying &lot ovor n boneon,
light warning inooription b000neo on ma n nomA oigml in 110(10
bythe pilot in hie head phones.
' Dwindled in the marker receiver pet now, reenc000 onto=
and signalization unit.
The.leguallasition Oyoton upyco opontiag :limit? natituclo
!hen oier..the marker baleen oro fren 2(09 to SOT) no
, A1RORAPT PERFORMANCE OHA9A62EMS:21100
Fuel capacity, Ms
vithouvi] tho do insIN 0000000000poo.0000000n 2a3
vith-ne drop tant 0000000000v000000?0
.160
SECRET
14.
glyll's
taboos), .?.
thg droP
dth
OnN'i
arcs
P
'1th ar?P
iNic:11 LT-360146d',
I.
pLirt111::):(i.9:t1P1
Eithout the
L.-1th tbAdrop U
tin ettla vsittiO
Cozcoutci,iat
nto d
otIttohed itude et
.."-
r.-.:116 to Settle
tm alt
at 3(3
at ?
Of olt
(t.V6 al'i3itufac
b3 Settl
boe
.tD Fl.11 (000to
:'-100(3 (Trat
:1-2,0:000 E3 ?,000
? ?)I.,(,'10e,p3 (v4
50X1 -HUM
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?
1 1 1
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
SECRET
50X1-H UM
ormal flying weight with two woollen P-3o
or unite YE-16-57y (poo.; io v7o1ght of
being 0.03 g/ouboom)p kgg
without the drop tank 00.0000.0000000.0,o? 7750
uith the drop tank 000000000000000000000e0 0220
Unotiok airspeed with[Aeolian 2?-300 7.9/hYs
without the drop00000b0000'0000c000.).0 33,0
with the drop tank 000,0.0.0000000.000,0 220
Take.off run length with nil:miles P.3e
ninimum augmented ratans, nv
without the drop tan/c "00,0.00000000000? 00
with the drop tan:k 000000000,,0000000000,),. ;(0. , RCP9
Bent olimbing airopood (co rood by plan
pointer)p km/hrt
without the drop tan% 0,00000000c000.0.0c, Of;2
with the drop tin % at the masiann ratirs , Cff.)1,
with and without the drop trul% at Oo
augmented rating 00000000000.0.00Q0000000,
Raximum rate of olimb with niobileo
(at an altitude of 0000 n the droy tan
should be jettleoned and augmntod rzt17ils
ohould be oultohed on)p aimeg
at 5000 n 000m000L90b000aoc000000c,n000v
at 5000 n (with the drop tom) 13
at 20;900 0.00t000*0000cl00000000v00000ceo*
at 150000n .00.0.0.0.0"..0.0.m000000000
Vida= tiao of olimb with Woollen P-30
(at an altitudo of am n the drop tanIg
should be Jottlooned and augmented ratitnG
should be owitohod on for olinbing Inco
interception profi1o)0 ning
to 5000 m .00.0?00000.0e'0.000000000000.0,0!,0i,
.5000 6 (with the drop tank) (4,4oveof;o'coovoa
10,000 0 ?94,of000tio*G0000p0,100000000000o64
10.000 rz (with' the 4ropIanTO
:
,00',;0000000.0
, 250000 n odgoe.e00Goc.09moolpoobes;00.00064
J30000 R(with tho drop taqt) '0000000.0?0
' SECRET
2,81
50X1-HUM
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
19,000 M 9o1
; 19,000 n (with the drop tank) 2.0.6
Scram) ?ailing with missiler. P-39, la 0;0000 /99G3
Haxtmam permissible indioated airspeeds? hra .
(a) with micelles:R-3o and without eNtpraaa
stores (without tho drop taktOt
Up tO 5,000 m 04...00000000.000001,000006 alat
: from 5000 to 129500 M 000000009o4000000 net
over 129500 n *0.000006000000004000000 LI 0 Jo0j
(b) with the drop tank9 with nionileo P.3o
with unite; yE.16.571 and the drop taak.,
. with units ys.16.57u tat witLout tho
? drop tanks
. up to 12000 M po:t3000000000000000000go
over 12,000 M 40000000000c00000000p0000ll 1,6
Braking 0-1oad 000,000000000000000000000000012
Maximum operating 0.1oad (with fuel Tozainko
loss, tban 1800 lit) 0000....00000000D00,00
' Minimum maneuvering indioatod allAapeedpoR
all altitudes), I
ooap0000Ooovotroe000 603
Indicated airspeed corresponding to =lam
range of 2lightp km/hra
at 5000 m 'oclaciov00000000000Oop000000000
Lat DOW n
? at 11,00 fl ob000meaom000c000di000vo 40
Indieated airspeed oorreeDendins to m3siuw
kalbr
Medium lift -drag ratioS
with the landing gear and 1ap6
retreated ..0.0.0.0.3.o..0.,..0.0.00.00 0
With the lanaing.geav end flaw'
extended goop0000ec000.00000000c'0004,00vo.5
beSt indioatti trimmed when alidins fmm
ai aft Willis (at altitudoo l'Alou ?
41000 arsine control lever anaM bo
atl idle rating mtepp alv bvakoo
ire*Motitoil) Itaihr coop0000t000poov000poop t-23 ?
(b) tht h
taki4
nt tab)
(o) ithe
Qa,141
?I
(.1i) the
501-HUM
;
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?
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,
,?;; .0 '141
64,4???,dia.02......?
SECRET
Normal landing weight9 kg 0.00.0000.0.0.00 6200.
Maximum (overload) landing wokOt On
exceptional oases)9 kg 0.0.0?,,,,000000"0 7250:
Landing airePeedp km/hr:
with 5004it fuel remainior 265 -_, 290
with 1200-lit gU01. YOMARFIOY 00000000 2b -
Landing roll length (with romaAr,doz'
being 500 ,,, /200 1100 as
.(a) on a conoreto runway (,nY00 uhcoas
two braked):
without the drag Onto oc
with the drag chute 00000
(b) on a Doll runway (twe
braked):
without the drag ohnto
MO3
0000000000000 OCO
v7heclo
occo.000000000? n2o ',Z2V9
with the drag ohnto
(o) on a cnowy rummy (tr,o whooao
lone )g
vinholat no ElTong ohlv;;(3 ? ? ? ,
ulth the dras ohute
PLIGHT ROO AM ,T.IRATIO7
Range and duratJlon a glight AnT:clnoo t7in ao?LIgzEc2co 2a
altitude. Mazlcum mngo and:duytion Olght L7,:v 117:
whim flying at altitndeo of MATO 17A.
When caloulating flight 7ause aa i ciawItauiao .2oncalns
ohonld be taken into connidorAtl*a
(a) the amount of fuel oanuaced Glen the ouislze oyerated
OJ tho ground, (includln3 OTh31O otartg and testiag, tuding to
tho tako.off yeoltion on0 hno) fu 7 Dial-70
(b) the out of comma fuolo no Mat vath md time
when taking off9 eliobs and gagains =loyalluL,. to tho
yea!tinont tabloo;
? (o) the mount eg fuol conarm3Oi2 tkon glylug Amaltz
for2 8 alnen 200 Tag Ohio earnogwaotj lyiug toloo the laAdigg?
patternp oaohlieuding pattora Malt scautAns rJ au of tit10,
awl 240 kg of gno1/5
(6) tho mount of tmmpa ,,a)1:,;s ?
SECRET
103
50X1-HUM
,
t:
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
?IP
1
I
04,,K.ostmmq,
'Normal landing weight0 ke ***0**********r00
Maximum (overload) lending Welq1x14 (22
(=optional oneeo)0 kg
Landing airepeed0 km/1hr:
with 50041t fuel revailtior
: with 1200-lit fuel remaandor 0000**,0
Landing roll length (with ftle
being 500 . 1200 U') is
(a) on a ()enact() .way
aro braked):
without the drag ohtto
0,
with the drag ohuto
(b) on acoil runway (twc
braked):
without the drag chute Q0
with the draa; ohute *****
(o) on a onowy runway Ow
braked):
without the drag Out()
(threo cAlocao
- 50X1-HUM
0000,,0000000 A003 Moo
0**0,>0000*,00
30
.)000000000600 MOO 1200. '
00,00000**,00 700 ? 800
whoolo rWD
with no dvng ohuto 000950 ? "A50 ?
VLIGHT RANGE AND WRATXON
Range and duration of flight imTnee with the.kOroce in
altitude* Vaximum range 'and duration of flight )73y 'i.?(Tehed
when flying at altitudee of 100000 ? 1.10000 r=3-
When ealoulating flight range ciL ul,ation0'no
should,be taken into oonolderation:
(a)'the amount of gild conoumod t:hon the onts.3.mirOVOWataa
. on the around (inoluding engine otartis and.toptig0 *,7T:iAng o
the take?off ponition'and h9Ok) for 7 :tin 70 kw;
(b) the amount of columned fuel0 no fligTlt Enth orA
when taking off0 o1imbin5 and alidim ? nocordiP to tho
. pertinent tablo? o
(o) the 'amount of fuelooneumod :QT1)15 pttwm
for. 8:i;in, 280 kg (thio eorreopondo to Zying .;u:koo tho'Acp.dips
pattovnveeoh landing pttorn flight tTmlYin,g ffn
? and. 140 kg og .gt9M .
. . .? () tho amount og. tmtved :'no l .
SECRET
11''.1"'3171L11"1711,777!7"
' ? ' " ? ,
23:.'7? ?
50X1-HUM
77777 77-7=7,177-?
Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
IIIIIIIIIIIIIIIIIIIIII
Sanitized Copy Approved for Release 2011/03/09 : CIA-RDP82-00038R001800160001-6
. . .
? .
'?''???
SECRET
50X1-HUM
(o) 70 gaol rounindoi? o2 'tho r3gna000vocr, 2GO 7,7,(30
Tho data on gun oonouraptIonproong :(33th (ItwAP
. 6114 g1i6o aro' prononteei An rgaloo 7'AMj o(1.3 OD
0
mnge arld duvation
co oonagncel ftm r4'3Wio 9,
a
,
SECRET
50X1-HUM
,
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
141111.111.1 ? - ??? 71.1111!?"7171r677777.777:-.?077.7:771?J'4Y.','"7-
.. ? ? , ' :1 .7:!?.!'t.t.. 'tr... :1'i,
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
IVIVIRINIT=n; urimioin "ki
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1.141.1.11:.)
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
7-71777 ,
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
50X1-HUM
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(z,,)
e.t.
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
j"- svev4 V ,
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00.0381aYr0160001--6
50X1-HUM
LIV3$
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Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6
50X1-HUM
Sanitized Copy Approved for Release 2011/03/09: CIA-RDP82-00038R001800160001-6