“Mil Moscow Helicopter Plant” Joint-Stock Company

APPROVED
171A1.0000.00 РЛЭ-ЛУ

Mi-171A1 HELICOPTER
FLIGHT MANUAL
171A1.0000.00 РЛЭ

P A R T II

DESIGN DATA

Title Page

Russia, Moscow, 107113, Sokolnichesky Val, 2

Tel/fax: (095) 264-55-71, 264-91-74
telex: 412144 Mil, teletype: 112247 ”Yubilyar”

2005
 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

Mi-171A1 HELICOPTER

FLIGHT MANUAL
171A1.0000.00 РЛЭ
P A R T II
DESIGN DATA
 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

Mi-171A1 HELICOPTER

FLIGHT MANUAL
PART 2
DESIGN DATA

Feb 18/05 1/2

 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

RECORD OF REVISIONS

Revision Number

Date

Revision ...................................................................... 0 .................................................................. Feb 18/05

Feb 18/05 3/4

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LIST OF EFFECTIVE PAGES

PART 2

DESIGN DATA

Page
Revision

Title Page 1/2................................................................................ 0

Record of Revisions 3/4................................................................................ 0
List of Effective Pages 5/6................................................................................ 0
List of Temporary Revisions 7/8................................................................................ 0
Table of Contents 9…16 .......................................................................... 0
Section 7 7-1/2 … 7-27-3/4 ......................................................... 0
Section 8 8-1/2 … 8-31/32........................................................... 0
Section 9 9-1/2 …9-41/42............................................................ 0

Feb 18/05 5/6

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RECORD OF TEMPORARY REVISIONS

Revised page Revised

No. Date By Signature

Feb 18/05 7/8

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TABLE OF CONTENTS

PART 1

CREW ACTIONS

SECTION 0 – SERVICE INFORMATION

SECTION 1 – LIMITATIONS
SECTION 2 – ACTIONS UNDER NORMAL CONDITIONS
SECTION 3 – ACTIONS IN EMERGENCY SITUATIONS AND IN MALFUNCTIONING (FAILURE) OF
SYSTEMS AND EQUIPMENT
SECTION 4 – FLIGHT PERFORMANCE
SECTION 5 – HELICOPTER MASS, BALANCE AND LOADING
SECTION 6 – SUPPLEMENTS

PART 2

DESIGN DATA

Page
SECTION 7 – DESCRIPTION OF SYSTEMS AND EQUIPMENT

Title Page ..................................................................................................................... 7-1/2

Table of Contents .......................................................................................................... 7-3
Introduction ................................................................................................................... 7-7/8
7.1. Brief Description of Helicopter. Basic Dimension Data ................................................. 7-1-1
7.2. Instrument Panels, Consoles and Control Panels ........................................................ 7-2-1
7.3. Helicopter Control.......................................................................................................... 7-3-1
7.4. Landing Gear................................................................................................................. 7-4-1
7.5. Engine, Its Systems, Transmission ............................................................................... 7-5-1
7.6. Auxiliary Power Unit ...................................................................................................... 7-6-1
7.7. Air Cooling System........................................................................................................ 7-7-1/2
7.8. Fuel System .................................................................................................................. 7-8-1
7.9. Hydraulic System .......................................................................................................... 7-9-1
7.10. Fire Extinguishing System............................................................................................. 7-10-1
7.11. Electrical Power System................................................................................................ 7-11-1
7.12. Ice Protection System ................................................................................................... 7-12-1
7.13. Dust Protection Device.................................................................................................. 7-13-1
7.14. Oxygen and Smoke Protection Equipment ................................................................... 7-14-1
7.15. Lighting Equipment........................................................................................................ 7-15-1

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7.16. Warning, Cautioning and Indicating System............................................................... 7-16-1
7.17. Pneumatic System ...................................................................................................... 7-17-1/2
7.18. Ventilation System ...................................................................................................... 7-18-1
7.19. Flight Equipment ......................................................................................................... 7-19-1
7.20. Navigation Equipment................................................................................................. 7-20-1
7.21. Instruments ................................................................................................................. 7-21-1/2
7.22. Communications Equipment....................................................................................... 7-22-1
7.23. Flight Data Recorder................................................................................................... 7-23-1
7.24. Voice and Audio Recording Equipment ...................................................................... 7-24-1
7.25. Emergency Exits ......................................................................................................... 7-25-1/2
7.26. Emergency Radio Equipment ..................................................................................... 7-26-1
7.27. Identification Radio Equipment ................................................................................... 7-27-1

List of Illustrations

Fig. 7.1. Helicopter Basic Geometrical Dimensions .......................................................... 7-1-7/8

Fig. 7.2. Arrangement of Instrument Panels, Boards, Consoles and Control Panels in
Flight Compartment ............................................................................................. 7-2-2
Fig. 7.2.1. Left Instrument Panel .......................................................................................... 7-2-3/4
Fig. 7.2.2. Right Instrument Panel ........................................................................................ 7-2-5/6
Fig. 7.2.3. Central Console................................................................................................... 7-2-7/8
Fig. 7.2.4. Left Side Panel of Electrical Control Panel.......................................................... 7-2-9/10
Fig. 7.2.5. Left Board of Electrical Control Panel ................................................................. 7-2-11/12
Fig. 7.2.6. Left Panel of Electrical Control Panel.................................................................. 7-2-13/14
Fig. 7.2.7. Middle Panel of Electrical Control Panel ............................................................. 7-2-15/16
Fig. 7.2.8. Right Circuit Breaker Panel ................................................................................. 7-2-17/18
Fig. 7.2.9. Right Panel of Electrical Control Panel ............................................................... 7-2-19/20
Fig. 7.2.10. Right Board of Electrical Control Panel ............................................................... 7-2-21/22
Fig. 7.2.11. Right Side Panel of Electrical Control Panel ....................................................... 7-2-23/24
Fig. 7.2.12. Electrical Control Board....................................................................................... 7-2-25/26
Fig. 7.2.13. Left Circuit Breaker Panel.................................................................................... 7-2-27/28
Fig. 7.3.1. Helicopter Control Diagram ................................................................................. 7-3-5/6
Fig. 7.3.2. Cyclic Pitch Manual Control Diagram.................................................................. 7-3-7/8
Fig. 7.3.3. Left Collective Pitch Control Lever ...................................................................... 7-3-9/10
Fig. 7.5.1. Variation of Air Pressure in Idling AI-9V (АИ-9В) Engine Air Bleed Manifold
(Without Bleeding to Consumers) Versus Outside Air Temperature and
Airfield Elevation Above Sea Level or Flying Altitude ......................................... 7-5-31/32
Fig. 7.5.2. Gas Generator Rotor Rotational Speed at Idle Power and Maximum
Tolerable Gas Temperature During Start-Up Versus Outside Air
Temperature ....................................................................................................... 7-5-33/34

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Fig. 7.5.3. Gas Generator Rotor Rotational Speed Versus
Engine Inlet Temperature (H = 0, V = 0, Pamb = 1013.25 mbar (760 mm Hg) and Maximum
Tolerable Gas Generator Rotor Rotational Speed at Pout < 1013.25 mbar
(760 mm Hg) ........................................................................................................ 7-5-35/36
Fig. 7.5.4. Determining nGG Corrections for Take-Off Power Versus Pout ............................. 7-5-37/38
Fig. 7.5.5. Gas Generator Rotational Speed at Take-Off and Maximum
Continuous Power Versus Pressure Altitude Determined Against Altimeter Set
to Pressure of 1013.25 mbar (760 mm Hg) ......................................................... 7-5-39/40
Fig. 7.5.6. Joint Run-Up of Engines During Preflight Preparation ........................................ 7-5-41/42
Fig. 7.5.7. Maximum Tolerable Engine Exhaust Gas Temperature Versus Outside Air
Temperature During Check of Partial Acceleration ............................................. 7-5-43/44
Fig. 7.5.8. Engine Oil System ............................................................................................... 7-5-45/46
Fig. 7.5.9. Main Gearbox Oil System .................................................................................... 7-5-47/48
Fig. 7.5.10. Transmission........................................................................................................ 7-5-49/50
Fig. 7.7.1. Air Cooling System .............................................................................................. 7-7-3/4
Fig. 7.8.1. Fuel System ......................................................................................................... 7-8-7/8
Fig. 7.9.1. Board with Hydraulic System Controls and Monitoring Instruments on
Middle Panel of Electrical Control Panel.............................................................. 7-9-7/8
Fig. 7.10.1. Fire Extinguishing System ................................................................................... 7-10-5/6
Fig. 7.12.1. Ice Protection System .......................................................................................... 7-12-11/12
Fig. 7.14.1. Oxygen Mask MS10-06-125 (MC10-06-125)....................................................... 7-14-7/8
Fig. 7.14.2. Oxygen Bottle GLF 512 ....................................................................................... 7-14-9/10
Fig. 7.14.3. Smoke Protection Oxygen Mask DKM-1M (ДKM-1M)......................................... 7-14-11/12
Fig. 7.14.4. Oxygen Supply Unit BKP-2-2-210 (БKП-2-2-210)............................................... 7-14-13/14
Fig. 7.14.5. Oxygen Supply Unit BKP-3-2-210 (БKП-3-2-210)............................................... 7-14-15/16
Fig. 7.15.1. Light FPP-7M (ФПП-7М) Control Panel............................................................... 7-15-7/8
Fig. 7.18.1. Flight Compartment Ventilation
Fig. 7.19.1. USBS-200-11E (УСБС-200-11Э) Speed Indicator.............................................. 7-19-15/16
Fig. 7.19.2. P/N 5934-3 Altimeter............................................................................................ 7-19-17/18
Fig. 7.19.3. P/N 7130 Rate-of-Climb Indicator........................................................................ 7-19-19/20
Fig. 7.19.4. Supply Diagram of Pressure Instruments ............................................................ 7-19-21/22
Fig. 7.19.5. AGB-96D (АГБ-96Д) Gyro Horizon...................................................................... 7-19-23/24
Fig. 7.19.6. PNP-72-14 (ПНП-72-14) Horizontal Situation Indicator ...................................... 7-19-25/26
Fig. 7.19.7. A-034-4-17AF (A-034-4-17AФ) Indicator of A-034 Radio Altimeter .................... 7-19-27/28
Fig. 7.20.1. PU-27E (ПУ-27Э) Control Panel ......................................................................... 7-20-11/12
Fig. 7.20.2. KM-8 Compensator.............................................................................................. 7-20-13/14
Fig. 7.20.3. ARK-15M (APK-15M) Control Panel.................................................................... 7-20-15/16
Fig. 7.20.4. KI-13 (КИ-13) Liquid Magnetic Compass............................................................. 7-20-17/18
Fig. 7.22.1. KMA 24N-70 (KMA 24Н-70) Front Panel, External View .................................... 7-22-13/14
Fig. 7.22.2. ORLAN-85ST (ОРЛАН-85СТ) Radio Set, Remote Control Panel ...................... 7-22-15/16

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Fig. 7.22.3. KMA 24N-70 (KMA 24Н-70) Intercommunication System Additional Point ........ 7-22-17/18
Fig. 7.23.1. PU-25 (ПУ-25) Control Panel .............................................................................. 7-23-7/8
Fig. 7.24.1. P-507-3BS (П-507-3БС) Voice Recorder Controls ............................................. 7-24-3/4
Fig. 7.26.1. R-855A1 (P-855A1) Emergency Radio Set......................................................... 7-26-3/4
Fig. 7.27.1. Article 6201 Control Panel................................................................................... 7-27-3/4
List of Tables
Table 7.4.1. Landing Gear Operating Data ............................................................................. 7-4-1
Table 7.5.1. Engine, Its Systems and Transmission Operating Data...................................... 7-5-7
Table 7.11.1. Electrical Power System Operating Data ............................................................ 7-11-9
Table 7.14.1. Crew Oxygen Equipment Operating Data ........................................................... 7-14-2
Table 7.14.2. Smoke Protection Oxygen Equipment Operating Data....................................... 7-14-3
Table 7.14.3. Passenger Oxygen Equipment Operating Data .................................................. 7-14-5/6
Table 7.17.1. Pneumatic System Operating Data ..................................................................... 7-17-1/2
Table 7.19.1. Permissible Difference Between Pressure Dial (Counter) Readings of
Foot-Graduated Altimeter) and Pressure at Aerodrome Level ....................... 7-19-8
Table 7.19.2. Permissible Errors of Foot-Graduated Altimeters When Making Checks
at High-Level Aerodromes .............................................................................. 7-19-8
Table 7.20.1. Operation Mode of GMK-1GE (ГМК-1ГЭ) Gyro Units as Function of
Controls Position ............................................................................................. 7-20-2
Page
SECTION 8 – OPERATION AND MAINTENANCE

Title Page ................................................................................................................ 8-1/2

Contents................................................................................................................... 8-3/4
8.1. Towing ..................................................................................................................... 8-5
8.2. Parking..................................................................................................................... 8-11/12
8.3. Covering the Helicopter with Protection Covers ...................................................... 8-11/12
8.4. Mooring the Helicopter ............................................................................................ 8-11/12
8.5. Tie-Down Main Rotor Blades .................................................................................. 8-17/18
8.6. Helicopter Preflight Ground Maintenance and Servicing Points.............................. 8-17/18
8.7. Types of Fuels Used ................................................................................................ 8-25
8.8. Fueling the Helicopter .............................................................................................. 8-27
8.9. System Capacity, Grades of Oils and Other Materials Used................................... 8-27
8.10. Check and Adjustment of Rotor System.................................................................. 8-29

List of Illustrations

Fig. 8.1. Tow Bar ............................................................................................................... 8-7/8

Fig. 8.2. Tow Cable ........................................................................................................... 8-9/10
Fig. 8.3. Covering the Helicopter with Protection Covers.................................................. 8-13/14

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Fig. 8.4. Helicopter Mooring.................................................................................................. 8-15/16
Fig. 8.5. Tie-Down of Main Rotor Blades ............................................................................. 8-19/20
Fig. 8.6. Tie-Down of Main Rotor Blades to Withstand Storms ............................................ 8-21/22
Fig. 8.7. Ground Servicing Points ......................................................................................... 8-25/26
List of Tables
Table 8.1. Types of Fuel in Use ............................................................................................... 8-25
Table 8.2. Grades of Oils Used for Engines ............................................................................ 8-29
Page
SECTION 9 – ADDITIONAL INFORMATION

Title Page ................................................................................................................... 9-1/2

Contents ...................................................................................................................... 9-3
9.1. Introduction ....................................................................................................................... 9-5
9.2. Recommendations for Flight Execution in Unpredictable Situations ................................ 9-5
9.3. Helicopter Thrust ............................................................................................................... 9-5
9.4. Speed Range for Single-Engine Flight ............................................................................. 9-5
9.5. Calculation of Required Amount of Fuel ........................................................................... 9-6
9.6. Reference Tables for Conversion of Measurement Units ................................................ 9-13

List of Illustrations

Fig. 9.1. Range of True Airspeeds for Single-Engine Flight for Different Masses
and Pressure Altitudes at 2.5-minute, 30-minute and Continuous
Engine Power Setting In Standard Atmospheric Conditions ............................................ 9-21/22
Fig. 9.2. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 2.5-minute Engine Power Setting .................................................................................. 9-23/24
Fig. 9.3. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 30-minute Engine Power Setting ................................................................................... 9-25/26
Fig. 9.4. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at Continuous Engine Power Setting ................................................................................. 9-27/28
Fig. 9.5. Kilometer Fuel Flow Rate at Cruising Speed as Function of
Flight Altitude for Different Flight Masses ......................................................................... 9-29/30
Fig. 9.6. Fuel Flow Rate Per Hour at Economic Speed as Function of
Flight Altitude for Different Flight Masses ......................................................................... 9-31/32
Fig. 9.7. Kilometer Fuel Flow Rate as Function of Speed and Flight Altitude
for Different Flight Masses In Standard Atmospheric Conditions ..................................... 9-33/34
Fig. 9.8. Service Range at Cruising Speed with 30-minute Fuel Reserve ..................................... 9-35/36
Fig. 9.9. Service Range at Economic Speed with 30-minute Fuel Reserve ................................... 9-37/38

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Fig. 9.10. Derivative Taking into Account Change in Kilometer Fuel
Flow Rate As Function of Temperature at Cruising Speed .............................................. 9-39/40
Fig. 9.11. Derivative Taking into Account Change in Fuel Flow Rate
Per Hour As Function of Temperature at Cruising Speed ............................................... 9-39/40
Fig. 9.12. Chart Illustrating Flight Range as Function of Equivalent Wind ....................................... 9-41/42
List of Tables
Table 9.1. Capacity of Fuel Tank ...................................................................................................... 9-6
Table 9.2. Fuel Flow Rate, Horizontal Distance Covered and Time
of Takeoff and Climb (Vind = 120 km/h (65 kt), N max dur) .............................................. 9-7
Table 9.3. Fuel Flow Rate, Horizontal Distance Covered and Time
of Descent and Landing ................................................................................................... 9-8
Table 9.4. Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour
at Cruising Speed as Function of Flight Mass and Altitude nMR = 95 % ........................... 9-9
Table 9.5. Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour
at Economic Speed as Function of Flight Mass and Altitude ........................................... 9-9
Table 9.6. Fuel Flow Rate in Hovering Mode Out of Ground Effect .................................................. 9-10
Table 9.7. Equivalent Wind Speed .................................................................................................... 9-12
Table 9.8. Conversion Table of Fahrenheit Degrees (F)
into Celsius Degrees (°C) ................................................................................................. 9-13
Table 9.9. Conversion of Gallons into Liters ..................................................................................... 9-15
Table 9.10. Conversion of Inches into Millimeters .............................................................................. 9-16
Table 9.11. Conversion of Feet into Meters ........................................................................................ 9-16
Table 9.12. Conversion of Pounds into Kilograms .............................................................................. 9-17
Table 9.13. Conversion of Speed Measurement Units ....................................................................... 9-17
Table 9.14. Conversion of Vertical Speed Measurement Units .......................................................... 9-19/20

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SECTION 7

DESCRIPTION OF SYSTEMS AND EQUIPMENT

Feb 18/05 7-1/2

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SECTION 7

DESCRIPTION OF SYSTEMS AND EQUIPMENT

Table of Contents

Page
SECTION 7 – DESCRIPTION OF SYSTEMS AND EQUIPMENT

Title Page ..................................................................................................................... 7-1/2

Table of Contents .......................................................................................................... 7-3
Introduction ................................................................................................................... 7-7/8
7.1. Brief Description of Helicopter. Basic Dimension Data ................................................. 7-1-1
7.2. Instrument Panels, Consoles and Control Panels ........................................................ 7-2-1
7.3. Helicopter Control.......................................................................................................... 7-3-1
7.4. Landing Gear................................................................................................................. 7-4-1
7.5. Engine, Its Systems, Transmission ............................................................................... 7-5-1
7.6. Auxiliary Power Unit ...................................................................................................... 7-6-1
7.7. Air Cooling System........................................................................................................ 7-7-1/2
7.8. Fuel System .................................................................................................................. 7-8-1
7.9. Hydraulic System .......................................................................................................... 7-9-1
7.10. Fire Extinguishing System............................................................................................. 7-10-1
7.11. Electrical Power System................................................................................................ 7-11-1
7.12. Ice Protection System ................................................................................................... 7-12-1
7.13. Dust Protection Device.................................................................................................. 7-13-1
7.14. Oxygen and Smoke Protection Equipment ................................................................... 7-14-1
7.15. Lighting Equipment........................................................................................................ 7-15-1
7.16. Warning, Cautioning and Indicating System ............................................................... 7-16-1
7.17. Pneumatic System ...................................................................................................... 7-17-1/2
7.18. Ventilation System....................................................................................................... 7-18-1
7.19. Flight Equipment ......................................................................................................... 7-19-1
7.20. Navigation Equipment ................................................................................................. 7-20-1
7.21. Instruments.................................................................................................................. 7-21-1/2
7.22. Communications Equipment ....................................................................................... 7-22-1
7.23. Flight Data Recorder ................................................................................................... 7-23-1
7.24. Voice and Audio Recording Equipment ........................................................................ 7-24-1
7.25. Emergency Exits ......................................................................................................... 7-25-1/2
7.26. Emergency Radio Equipment ..................................................................................... 7-26-1
7.27. Identification Radio Equipment ................................................................................... 7-27-1

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List of Illustrations

Fig. 7.1. Helicopter Basic Geometrical Dimensions .......................................................... 7-1-7/8

Fig. 7.2. Arrangement of Instrument Panels, Boards, Consoles and Control Panels in
Flight Compartment ............................................................................................. 7-2-2
Fig. 7.2.1. Left Instrument Panel .......................................................................................... 7-2-3/4
Fig. 7.2.2. Right Instrument Panel ........................................................................................ 7-2-5/6
Fig. 7.2.3. Central Console................................................................................................... 7-2-7/8
Fig. 7.2.4. Left Side Panel of Electrical Control Panel.......................................................... 7-2-9/10
Fig. 7.2.5. Left Board of Electrical Control Panel ................................................................. 7-2-11/12
Fig. 7.2.6. Left Panel of Electrical Control Panel.................................................................. 7-2-13/14
Fig. 7.2.7. Middle Panel of Electrical Control Panel ............................................................. 7-2-15/16
Fig. 7.2.8. Right Circuit Breaker Panel ................................................................................. 7-2-17/18
Fig. 7.2.9. Right Panel of Electrical Control Panel ............................................................... 7-2-19/20
Fig. 7.2.10. Right Board of Electrical Control Panel ............................................................... 7-2-21/22
Fig. 7.2.11. Right Side Panel of Electrical Control Panel ....................................................... 7-2-23/24
Fig. 7.2.12. Electrical Control Board....................................................................................... 7-2-25/26
Fig. 7.2.13. Left Circuit Breaker Panel.................................................................................... 7-2-27/28
Fig. 7.3.1. Helicopter Control Diagram ................................................................................. 7-3-5/6
Fig. 7.3.2. Cyclic Pitch Manual Control Diagram.................................................................. 7-3-7/8
Fig. 7.3.3. Left Collective Pitch Control Lever ...................................................................... 7-3-9/10
Fig. 7.5.1. Variation of Air Pressure in Idling AI-9V (АИ-9В) Engine Air Bleed Manifold
(Without Bleeding to Consumers) Versus Outside Air Temperature and
Airfield Elevation Above Sea Level or Flying Altitude ......................................... 7-5-31/32
Fig. 7.5.2. Gas Generator Rotor Rotational Speed at Idle Power and Maximum
Tolerable Gas Temperature During Start-Up Versus Outside Air
Temperature ....................................................................................................... 7-5-33/34
Fig. 7.5.3. Gas Generator Rotor Rotational Speed Versus
Engine Inlet Temperature (H = 0, V = 0, Pamb = 1013.25 mbar (760 mm Hg) and Maximum
Tolerable Gas Generator Rotor Rotational Speed at Pout < 1013.25 mbar
(760 mm Hg)........................................................................................................ 7-5-35/36
Fig. 7.5.4. Determining nGG Corrections for Take-Off Power Versus Pout ............................. 7-5-37/38
Fig. 7.5.5. Gas Generator Rotational Speed at Take-Off and Maximum
Continuous Power Versus Pressure Altitude Determined Against Altimeter Set
to Pressure of 1013.25 mbar (760 mm Hg)......................................................... 7-5-39/40
Fig. 7.5.6. Joint Run-Up of Engines During Preflight Preparation........................................ 7-5-41/42
Fig. 7.5.7. Maximum Tolerable Engine Exhaust Gas Temperature Versus Outside Air
Temperature During Check of Partial Acceleration............................................. 7-5-43/44
Fig. 7.5.8. Engine Oil System ............................................................................................... 7-5-45/46
Fig. 7.5.9. Main Gearbox Oil System.................................................................................... 7-5-47/48
Fig. 7.5.10. Transmission ....................................................................................................... 7-5-49/50

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Fig. 7.7.1. Air Cooling System .............................................................................................. 7-7-3/4
Fig. 7.8.1. Fuel System ......................................................................................................... 7-8-7/8
Fig. 7.9.1. Board with Hydraulic System Controls and Monitoring Instruments on
Middle Panel of Electrical Control Panel.............................................................. 7-9-7/8
Fig. 7.10.1. Fire Extinguishing System ................................................................................... 7-10-5/6
Fig. 7.12.1. Ice Protection System .......................................................................................... 7-12-11/12
Fig. 7.14.1. Oxygen Mask MS10-06-125 (MC10-06-125)....................................................... 7-14-7/8
Fig. 7.14.2. Oxygen Bottle GLF 512 ....................................................................................... 7-14-9/10
Fig. 7.14.3. Smoke Protection Oxygen Mask DKM-1M (ДKM-1M)......................................... 7-14-11/12
Fig. 7.14.4. Oxygen Supply Unit BKP-2-2-210 (БKП-2-2-210)............................................... 7-14-13/14
Fig. 7.14.5. Oxygen Supply Unit BKP-3-2-210 (БKП-3-2-210)............................................... 7-14-15/16
Fig. 7.15.1. Light FPP-7M (ФПП-7М) Control Panel............................................................... 7-15-7/8
Fig. 7.18.1. Flight Compartment Ventilation
Fig. 7.19.1. USBS-200-11E (УСБС-200-11Э) Speed Indicator.............................................. 7-19-15/16
Fig. 7.19.2. P/N 5934-3 Altimeter............................................................................................ 7-19-17/18
Fig. 7.19.3. P/N 7130 Rate-of-Climb Indicator........................................................................ 7-19-19/20
Fig. 7.19.4. Supply Diagram of Pressure Instruments ............................................................ 7-19-21/22
Fig. 7.19.5. AGB-96D (АГБ-96Д) Gyro Horizon...................................................................... 7-19-23/24
Fig. 7.19.6. PNP-72-14 (ПНП-72-14) Horizontal Situation Indicator ...................................... 7-19-25/26
Fig. 7.19.7. A-034-4-17AF (A-034-4-17AФ) Indicator of A-034 Radio Altimeter .................... 7-19-27/28
Fig. 7.20.1. PU-27E (ПУ-27Э) Control Panel ......................................................................... 7-20-11/12
Fig. 7.20.2. KM-8 Compensator.............................................................................................. 7-20-13/14
Fig. 7.20.3. ARK-15M (APK-15M) Control Panel.................................................................... 7-20-15/16
Fig. 7.20.4. KI-13 (КИ-13) Liquid Magnetic Compass............................................................. 7-20-17/18
Fig. 7.22.1. KMA 24N-70 (KMA 24Н-70) Front Panel, External View .................................... 7-22-13/14
Fig. 7.22.2. ORLAN-85ST (ОРЛАН-85СТ) Radio Set, Remote Control Panel ...................... 7-22-15/16
Fig. 7.22.3. KMA 24N-70 (KMA 24Н-70) Intercommunication System Additional Point ........ 7-22-17/18
Fig. 7.23.1. PU-25 (ПУ-25) Control Panel .............................................................................. 7-23-7/8
Fig. 7.24.1. P-507-3BS (П-507-3БС) Voice Recorder Controls.............................................. 7-24-3/4
Fig. 7.26.1. R-855A1 (P-855A1) Emergency Radio Set ......................................................... 7-26-3/4
Fig. 7.27.1. Article 6201 Control Panel ................................................................................... 7-27-3/4
List of Tables
Table 7.4.1. Landing Gear Operating Data.............................................................................. 7-4-1
Table 7.5.1. Engine, Its Systems and Transmission Operating Data ...................................... 7-5-7
Table 7.11.1. Electrical Power System Operating Data............................................................. 7-11-9
Table 7.14.1. Crew Oxygen Equipment Operating Data ........................................................... 7-14-2
Table 7.14.2. Smoke Protection Oxygen Equipment Operating Data ....................................... 7-14-3
Table 7.14.3. Passenger Oxygen Equipment Operating Data................................................... 7-14-5/6

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Page
Table 7.17.1. Pneumatic System Operating Data ..................................................................... 7-17-1/2
Table 7.19.1. Permissible Difference Between Pressure Dial (Counter) Readings of
Foot-Graduated Altimeter) and Pressure at Aerodrome Level........................ 7-19-8
Table 7.19.2. Permissible Errors of Foot-Graduated Altimeters When Making Checks
at High-Level Aerodromes............................................................................... 7-19-9
Table 7.20.1. Operation Mode of GMK-1GE (ГМК-1ГЭ) Gyro Units as Function of
Controls Position.............................................................................................. 7-20-2

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INTRODUCTION

This section describes the helicopter, its main and auxiliary systems, equipment and procedure for performing
the operations by the crew involving operation of the systems and equipment as applicable to the stages of
crew work in the expected flight conditions.
The section contains the data on passenger version of the helicopter with the standard set of equipment.

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7.1. Brief Description of Helicopter. Basic Dimension Data

The helicopter features a single-rotor configuration with the five-blade main and three-blade tail rotors
and serves for carriage of passengers, up to 26 persons in number.
The helicopter is propelled by two TV3-117VM (TB3-117BM) turbo-shaft engines.
The helicopter fuselage is an all-metal semimonocoque with variable cross-section and includes nose
and central parts, a tail boom and a tail boom pylon.
The nose part of the fuselage accommodates a flight compartment equipped with required instruments,
flight, navigation, electrical and radio equipment and controls. The flight compartment is glazed with
glass panels. The nose and central parts of the fuselage are separated from each other with a partition
with a door for entering the flight compartment.
The central part of the fuselage accommodates a passenger compartment. Entry into the passenger
compartment is provided through an entrance stairs on the port side or through the entrance in the rear
doors.
The fuselage port side is provided with one emergency exit door and five rectangular windows,
whereas on the starboard – two emergency exit doors and four rectangular windows are provided.
The rear entrance doors are provided with an emergency exit. All emergency exits and doors are
provided with the emergency jettison mechanisms and can be jettisoned both from inside and from
outside the helicopter. Each emergency exit is provided with an instruction plate describing the door
jettisoning procedure.
For passenger accommodation, 13 twin seat units are provided in the compartment.
Near the port side entrance, a hinged seat for a flight attendant is provided. The flight attendant’s work
station is provided with two-way radio communication with the crew members.
The passenger seats and the seat of the flight attendant are equipped with the waist seat belts with
single-point control locks.
For passengers servicing and for improvement of the passenger comfort, the helicopter is provided with
the following:
– heat insulation-sound proofing;
– oxygen equipment (two sets);
– passenger compartment lighting equipment;
– baggage compartment on the rear doors;
– floor carpet mat;
– coat rack (behind the rear row of seats on the starboard);
– group first-aid kit.
The passenger compartment equipment layout is given in Section 0 in Fig. 0-2.
The tail boom is shaped as a truncated cone. Inside, the boom is provided with reinforcement for
transmission shaft supports running over the frames.
The boom skin is provided with cutouts for passage of the stabilizer spar. The stabilizer is mounted on
the tail boom and serves for providing the required helicopter stability and controllability. The stabilizer
setting angle is variable and is locked on the ground.
The tail boom pylon consists of an antitorque rotor pylon and a removable fairing.
The fairing forms an antitorque rotor pylon rear line and serves as an aerodynamic rudder improving
the helicopter yaw stability.

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The helicopter landing gear includes a nose leg, two main legs and a tail skid block provided with liquid-
gas shock struts. The landing gear is nonretractable in flight and serves for absorption of shocks
occurring during landing, landing roll or take-off run, as well as for taxiing on the ground. The skid block
serves for protection of the tail rotor from impacts against the ground and for reduction of the tail boom
overload during landing with a high pitch-up angle.
Each landing gear leg carries one wheel with pneumatic plate brakes.
The nose LG leg carries two wheels without brakes. The nose LG leg is provided with a castoring
wheel levered suspension which ensures better conditions for shock strut operation during taxiing over
an uneven surface.
For creation of a lift force and a thrust required for flight execution, the helicopter is provided with a five-
blade main rotor. In addition, the helicopter swashplate affects the main rotor blades to control the
helicopter relative to the longitudinal and lateral axes. The main rotor hub is provided with spaced
horizontal, vertical and feathering hinges.
The hub is provided with hydraulic dampers for damping the blade oscillations relative to the vertical
hinges and a flapping compensator changing the blade angle during blade flapping. The blades are of
an all-metal structure provided with a spar damage warning pneumatic system and an electrical anti-
icing system.
For damping the main rotor hub oscillations in the disc plane for the purpose of reduction of the
helicopter vibration level, the hub may be provided with an oscillation damper.
For balancing the main rotor torque reaction and for ensuring the yaw stability and yaw controllability,
provision is made for a three-blade tractor variable-pitch tail rotor.
The tail rotor blades are equipped with an electrical anti-icing system.
The helicopter power plant includes two TV3-117VM (TB3-117BM) turbo-shaft engines with free
turbines which are connected with the VR-14 (BP-14) main gearbox and operate on an independent
basis which makes it possible to fly with one engine running.
The airborne auxiliary power unit including the AI-9V (АИ-9В) engine serves for:
– supplying the helicopter TV3-117VM (TB3-117BM) engines ground and air start pneumatic system;
– supplying the helicopter electrical system with DC power during the equipment check on the ground;
– supplying the helicopter electrical system with DC power in flight in case of failure of main generators.
The AI-9V (АИ-9В) engine is installed in the upper part of the fuselage behind the hydraulic unit panel
and is provided with an independent lubrication, breathing and startup system, as well as an
adjustment and monitoring system.
On the top, behind the TV3-117VM (TB3-117BM) engines, a fan unit driven by the main gearbox is
installed.
The air supplied from the fan blows out the oil cooler and some air gets into the inner space of frame
No. 1K of the cowling which is essentially a collector from which the air is supplied through the
pipelines to the main gearbox accessories which require forced cooling.
The helicopter cooling fuel serves for accommodation of the required fuel reserve on board the
helicopter and for its continuous supply to the main engines, airborne auxiliary power unit engine in all
operating conditions. Fuel is accommodated in two rigid external fuel tanks arranged outside the
helicopter on its sides.
Fuel is supplied from the external tanks to the engines by fuel pumps.
The helicopter transmission serves for changing the rotational speed and transmission of torque from
the TV3-117VM (TB3-117BM) engines to the main and tail rotors, fan of the air cooling system and to
the accessories installed on the main gearbox. The transmission includes the VR-14 (BP-14) main
gearbox, the intermediate and tail rotor gearboxes, transmission shafts, main rotor braking system and
transmission operation monitoring instruments.

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The main gearbox reduces the rotational speed and transmits torque from the engines to the main rotor
shaft, tail rotor and fan unit. The main gearbox design provides for presence of freewheel clutches
disconnecting the engine free turbines from the gearbox with the main rotor rotating in the autorotation
mode or in case of one of the engines shutdown.
The VR-14 (BP-14) main gearbox lubrication system is independent and ensures oil supply under
pressure to the bearings, to the gears, their lubrication, cooling and withdrawal of wear products from
the gearbox.
Mounted on the gearbox housing at the inlet to the tail rotor drive shaft is a main rotor brake. Presence
of the brake provides for reduction of the main rotor stopping time and ensures locking of the
transmission on the parking area.
The intermediate gearbox installed on the sloping frame of the tail boom pylon serves for changing the
direction of the tail rotor shaft axis through 45o according to the tail boom pylon bending and for
transmitting torque from the main gearbox to the tail rotor gearbox without changing the rotational
speed.
The tail rotor gearbox installed on the tail boom pylon flange serves for transmitting torque from the
intermediate gearbox to the tractor tail rotor with reduction of the rotational speed.
It is provided with the tail rotor blades pitch changing mechanism connected with the pedal control
system.
In the intermediate and tail gearboxes, a splash lubrication method is employed.
The helicopter is controlled by changing the value and direction of the main rotor thrust and by
changing the value of the tail rotor thrust. The longitudinal and lateral control is effected by the control
stick which, when deflected by the pilots, changes the direction of the main rotor thrust resultant force
through the swashplate.
The directional control is effected by the foot control system pedals by changing the pitch of the tail
rotor blades and therefore the tail rotor thrust.
For applying the required force to the control stick and pedals, as well as for removing this force
therefrom on achieving the sustained flight conditions, the cyclic pitch and directional control system
includes spring-operated load feel units controlled by electromagnetic brakes with the aid of the TRIM
(ТРИММЕР) tabs on the helicopter control sticks.
The main rotor thrust is changed with the aid of the main rotor collective pitch and throttle control lever.
Along with the joint control, the helicopter is provided with separate engine control which makes it
possible to run up each engine without changing the main rotor collective pitch.
The helicopter control system includes the KAU-80B (КАУ-80Б) two-chamber combination control
hydraulic actuators operating on the non-reversible basis.
The helicopter hydraulic system serves for supplying the AMG-10 (АМГ-10) operating fluid to the KAU-
80B (КАУ-80Б) hydraulic actuators, collective pitch control lever friction clutch hydraulic actuator and
the helicopter longitudinal control stop hydraulic actuator. The hydraulic system includes the main and
standby hydraulic systems operating at a time.

BASIC DIMENSION DATA

General Data

Helicopter length, m (in):

........ – less main and tail rotors............................................................................................. 18,854 (742.28);
........ – with main and tail rotors rotating................................................................................ 25,310 (996.45).

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Helicopter height, m (in):

....... – less tail rotor (with respect to the static discharge cable) .......................................... 4.865 (191.53);
....... – with tail rotor rotating ................................................................................................. 5.544 (218.26).
....... Distance from ground to fuselage lower point (clearance), m (in): .............................. 0.445 (17.5).
2 2
....... Stabilizer area, m (ft ) .................................................................................................. 2.0 (22).
....... Stabilizer angle relative to tail boom axis...................................................................... minus 3o.
....... Passenger compartment overall dimensions.
....... Passenger compartment:
....... – length over floor (frames Nos 1 to 16), m (in) ............................................................ 5.340 (210.23);
....... – width, maximum, m (in) .............................................................................................. 2.340 (92.125);
....... – height, m (in): ............................................................................................................. 1.800 (70.866).
....... Main Rotor
....... Diameter, m (in)............................................................................................................. 21.3 (838.5).
....... Number of blades .......................................................................................................... 5.
....... Sense of rotation ...........................................................................................................counterclockwise, if
looking from
below, from main
gearbox side.
....... Main rotor disc area, m2 (in). ........................................................................................ 356.1 (3.830).
....... Solidity ratio................................................................................................................... 0.0777.
Droop angle:
– with respect to lower droop stop ............................................................................... 4o 20’;
– with respect to centrifugal droop stop ....................................................................... 1o 40’ +20’.
Blade angle (against pitch indicator):
– minimum.................................................................................................................... 1o
– maximum................................................................................................................... 14o 45’ ±30’.
Blade fixed trim tab up bending angle.......................................................................... (2±3)o.
Maximum flapping angle .............................................................................................. 25o ±30’.
Blade angles in main rotor disc plane (counted from direction normal to horizontal hinge axis):
– forward 13o ±15’.
– backward ................................................................................................................... 11o ±10’.
Main rotor axis forward tilt angle .................................................................................. 4o 30’ –10’;
Swashplate tilt angle:
– forward ...................................................................................................................... 7o 30’ +30’.
+6 '
– backward ................................................................................................................... 5o −12 ' .
– leftward...................................................................................................................... 4o 12’ ±12’;
– rightward....................................................................................................... 4o ±12’;
Control stick travel corresponding to these swashplate tilt angles, mm (in):
+10 +0.38
– forward ...................................................................................................................... 170 −25 .(6.7 −0.99 ).

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+10 +0.38
– backward .................................................................................................................. 170 −25 .(6.7 −0.99 ).;

+15 +0.58
– rightward ................................................................................................................... 157 −10 .(6.19 −0.4 ).;
+15
– leftward ..................................................................................................................... 135 −10 .(5.31 +−00..639 ).
Swashplate tilt angle with control stick neutral:
– forward..................................................................................................................... 2o ±12’;
o
– leftward 0 30’ ±6’.
Minimum distance from blade tip to tail boom (in the parking area) ........................... 0.5 m (19.6 in).
Tail Rotor
Diameter, m (ft) ........................................................................................................... 3.908 (153.85 in)
Sense of rotation.......................................................................................................... counterclockwise, if
looking at the drive
flange
Number of blades ........................................................................................................ 3.
Blade angle (through 0.7 radius):
+1o10 '
– minimum (with LH pedal fully pushed)...................................................................... minus 6o −50 ' ;

+30 '
– maximum (with RH pedal fully pushed) .................................................................... minus 23o −15 ' ;

Blade angles of SPUU-52 (СПУУ-52) tail rotor maximum pitch limit system:
+30 '
– with limit stop electric mechanism rod fully retracted ............................................... 23o −15 ' ;

– with limit stop electric mechanism rod fully extended .............................................. 17o 20’ ±25’;
Pedals travel forward and backward from neutral position, mm (in) ........................... 100±6 (3.94±0.24);
The basic geometrical dimensions of the helicopter are given in Fig. 7.1.

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Helicopter Basic Geometrical Dimensions

Figure 7.1

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7.2. Instrument Panels, Consoles And Control Panels

In the flight compartment, the instrument panels, consoles and control panels carry the instruments,
controls, test and monitoring devices, indicators and alarm system elements which are used by the
crew on the ground and in flight. In addition, some controls are arranged on the cyclic pitch control
sticks and on the collective pitch control levers.
The control panels, consoles and instrument panels are provided with the instrument dials and
inscriptions red light illumination system, lights or lamps built into the instruments.
The instrument panels carry the instruments required for flying, as well as the instruments and
annunciators indicating normal operation of the systems, accessories, assemblies and equipment, as
well as occurrence of emergency situations.
The general location of instrument panels, consoles and control panels and boards in the flight
compartment is shown in Fig. 7.2.
Arrangement of the instruments, controls, test and monitoring devices, indicators and alarm system
elements on the instrument panels, consoles and control panels is shown in Figs 7.2.1 to 7.2.13.

NOTE. The figures show the instrument panels, consoles and control panels with complete set of
equipment for all probable variants and conditions of helicopter employment. Actually,
depending on the composition of the additional equipment, the instrument panels, consoles and
control panels on the helicopter may be different.

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1. Left Side Panel of Electrical Control Panel

2. Left Board of Electrical Control Panel
3. Left Panel of Electrical Control Panel
4. Left Circuit Breaker Panel
5. Middle Panel of Electrical Control Panel
6. Right Circuit Breaker Panel
7. Right Panel of Electrical Control Panel
8. Right Board of Electrical Control Panel
9. Right Side Panel of Electrical Control Panel
10. Electrical Control Board
11. Right Instrument Panel
12. Central Console
13. Left Instrument Panel

Arrangement of Instrument Panels, Boards, Consoles and Control Panels in Flight Compartment
Figure 7.2

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Left Instrument Panel

Figure 7.2.1

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Right Instrument Panel

Figure 7.2.2

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Central Console
Figure 7.2.3

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Left Side Panel of Electrical Control Panel

Figure 7.2.4

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Left Board of Electrical Control Panel

Figure 7.2.5

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Left Panel of Electrical Control Panel

Figure 7.2.6

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Middle Panel of Electrical Control Panel

Figure 7.2.7

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Right Circuit Breaker Panel

Figure 7.2.8

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Right Panel of Electrical Control Panel

Figure 7.2.9

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Right Board of Electrical Control Panel

Figure 7.2.10

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Right Side Panel of Electrical Control Panel

Figure 7.2.11

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Electrical Control Board

Figure 7.2.12

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Left Circuit Breaker Panel

Figure 7.2.13

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The left instrument panel (Ref. Fig. 7.2.1) carries the following:
– master warning lights and annunciators of the flight equipment;
– the USBS-200-11E (УСБС-200-11Э) speed indicator;
– the AGB-96D (АГБ-96Д) gyro horizon;
– the P/N 7130 vertical velocity indicator;
– the AGB-96R (АГБ-96P) gyro horizon;
– the A-037 radio altimeter indicator;
– the NAV1 – NAV2 – GPS (HAB1 – HAB2 – GPS) selector switch;
– the P/N 5934-3 altimeter;
– the PNP-72-14 (ПНП-72-14) combined course indicator;
– the ITE-1 (ИТЭ-1) main rotor speed indicator;
– the ITE-2T (ИТЭ-2T) engine gas generator speed indicator ;
– the 2UT-6K (2УТ-6К) dual exhaust gas temperature indicator;
– the ADF MW – VHF (APK CB-УКВ) selector switch;
– the rotor pitch indicator;
– the IR-117Ch (ИР-117Ч) engine pressure ratio indicator;
– the MS (MC) hovering and low-speed indicator;
– the KI-204 indicator;
– the limit roll selector switch;
– the KR-21 marker radio receiver indicator;
– the engine and transmission emergency conditions annunciators.
The upper edge of the left instrument panel carries the KN-53 navigation system indicator.
The right instrument panel (Ref. Fig. 7.2.2) carries the following:
– the flight equipment annunciators;
– the USBS-200-11E (УСБС-200-11Э) speed indicator;
– the AGB-96D (АГБ-96Д) gyro horizon;
– the P/N 7130 vertical velocity indicator;
– the P/N 5934-3 altimeter;
– the NAV1 – NAV2 – GPS (HAB1 – HAB2 – GPS) selector switch;
– the ITE-1 (ИТЭ-1) main rotor speed indicator;
– the ITE-2T (ИТЭ-2T) engine gas generator speed indicator;
– the placard bearing the information on fuel amount consumption;
– the SKES-2027I (СКЭС-2027И) fuel quantity indicator;
– the emergency fuel remainder and Doppler meter failure annunciators;
– the fuel quantity indicator selector switch;
– the KI-204 indicator;
– the US-PS (УС-ПС) drift angle and ground speed indicator;
– the DISS-32 (ДИСС-32) coordinate indicator;
– the passenger compartment air temperature indicator.
The upper edge of the right instrument panel carries the KN-53 navigation system indicator.

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The central console (Ref. Fig. 7.2.3) carries the following:

– the KEA-130 foot-graduated altimeter indicator and the correction table for it;
– two EMI-3RI (ЭМИ-3РИ) left and right engines pressure and oil temperature indicators;
– the EMI-3RVI (ЭМИ-3РBИ) main gearbox oil pressure and intermediate and tail gearbox oil
temperature indicator;
– the TUE-48 (ТУЭ-48) main gearbox oil temperature indicator;
– the KN-63 DME indicator;
– the KT-76S (KT-76C) transponder control panel;
– the IN-4 (ИН-4) trim indicator;
– the BUR-1-2 (БУР-1-2) control panel;
– two control panels of the KMA24N-70 (KMA24H-70) intercommunication equipment;
– the AP-34B (АП-34Б) autopilot control panel;
– two three-position switches of the KMA24N-70 (KMA24H-70) intercommunication equipment;
– the SPUU-52 (СПУУ-52) tail rotor maximum pitch limit system control unit;
– the ACHS-1 (АЧС-1) aircraft clock;
– the electrical system emergency cutout dual switch;
– two emergency landing on water annunciators;
– the ORLAN-85ST (ОРЛАН-85СТ) radio set control panel.
On the top of the console, the TNL-2101 system receiver-processor unit is mounted.
The left side panel of electrical control panel (Ref. Fig. 7.2.4) carries the following:
– the emergency landing on water system control panel;
– the signal flare firing control panel;
– the Almaz-UPM (Алмаз-УПМ) equipment control panel;
– the item 6201 control panel;
– the P-507-3BS (П-507-3БС) recorder control panel;
– the engine systems operation control panel;
– the pneumatic system air pressure gauge;
– the brake air pressure gauge;
– the passenger compartment lighting facilities activation panel;
– the FDR (БУР), RED LIGHTING (КРАСНЫЙ ПОДСВЕТ), DOPPL (ДИСС) and FAN (ВЕНТИЛЯТОР)
switches;
– the horn activation button;
– the annunciators.
The left board of electrical control panel (Ref. Fig. 7.2.5) carries the following:
switches:
– of the windshield wiper;
– of the radio altimeter;
– TRP (СПУУ-52);
– ATT MNTR (БКК-18);
– of the gyro horizons (main and standby);
– Almaz-UPM (Алмаз-УПМ);

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– of Pitot tube heating,

and the dome light selector switch.
The ATT MNTR TEST (КОНТР БКК) attitude monitor test button and the annunciators.
The left panel of electrical control panel (Ref. Fig. 7.2.6) carries the following:
– the ice protection system control panel;
– the engine gas generator operation monitoring panel and the emergency mode switches;
– the chip in oil test system monitoring panel;
– the ice protection system annunciators, the doors, blisters and hatches closing annunciators;
– the ORLAN-85ST (ОРЛАН-85СТ) main radio set control panel;
– the IPS currents test wafer selector switch;
– the IPS currents monitoring ammeter;
– the IPS monitoring annunciators.
The middle panel of electrical control panel (Ref. Fig. 7.2.7) carries the following:
– the fire extinguishing system warning annunciators;
– the fire extinguishing system control panel;
– the fire extinguishing system test panel;
– the APU exhaust gas temperature indicator;
– the APU air bleeding pressure indicator;
– two fluid pressure indicators of the main and auxiliary hydraulic systems;
– the main and auxiliary hydraulic systems activation panel;
– the AI-9V (АИ-9В) auxiliary power unit starting panel;
– the TV3-117VM (TB3-117BM) engines starting panel;
– the fuel system control panel and annunciators.
The right circuit breaker panel (Ref. Fig. 7.2.8) carries the circuit breakers of the helicopter systems and
equipment.
The right panel of electrical control panel (Ref. Fig. 7.2.9) carries the following:
– the ARK-15M (APK-15M) automatic direction finder control panel;
– the ADF–VHF (APK-УД) control panel;
– the GMK-1GE (ГМК-1ГЭ) control panel;
– the passenger compartment ventilation switches;
– the storage batteries annunciators.
The right board of electrical control panel (Ref. Fig. 7.2.10) carries the following:
switches:
– of the windshield wiper;
– of the throat microphone;
– of the ADF–VHF (APK-УД) interlock;
– of the Pitot tube heating and alarm system;
– of the Yadro-1G1 (Ядро-1Г1) communication radio set;
– of the GMK-1 (ГМК-1) compass system;
– of the RH AGB-96D (АГБ-96Д) gyro horizon;

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– of units air cooling;

as well as:
– the dome light selector switch and the Pitot system annunciators.
The right side panel of electrical control panel (Ref. Fig. 7.2.11) carries the following:
– the Yadro-1G1 (Ядро-1Г1) communication radio set control panel;
– the DIM (ДИМ) transformers selector switch.
switches:
– of the lamp test;
– of the navigation, contour and formation lights;
– of the flashing beacons;
– of the engine dust protection devices;
– of the clock heating;
– of control and instrument panels red lighting;
– of the fan.
The annunciators lighting changeover from day to night mode selector switch and the dust protection
device and generators monitoring annunciators.
The electrical control board (Ref. Fig. 7.2.12) carries the ammeters, voltage indicators, switches,
annunciators, DC and AC selector switches.
The left circuit breaker panel (Ref. Fig. 7.2.13) carries the following:
– warning alarm system and emergency lighting switches;
– automatic equipment disabling annunciators;
– navigation system switches;
– the NAV (HAB) switch and indicator lamp.

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7.3. Helicopter Control

(a) Brief Description.

The helicopter is controlled by changing the value and direction of the main and tail rotor thrust.
The helicopter control system includes the following:
– dual manual control in which two cyclic pitch control sticks are kinematically interconnected and
coupled with a swashplate;
– dual foot control provided with two pairs of pedals kinematically interconnected and coupled with a tail rotor;
– dual collective pitch control in which two collective pitch control levers are kinematically interconnected
and coupled with the swashplate sleeve and with the levers of the engine fuel control units;
– separate engine control effected by two separate throttle control levers coupled with the levers of the
engine fuel control units;
– control of spring-operated load feel unit electromagnetic brakes which are activated and deactivated
by the buttons arranged on the cyclic pitch control sticks;
– control of fuel shut-down valves provided with two handles which are coupled with the levers of the
engine fuel control units;
– control of the main rotor brake in which the brake control stick in the flight compartment is
kinematically connected with the lever of the brake mounted on the main gearbox.
To create the required force applied to the control sticks and pedals for providing smooth maneuvering
of the helicopter, the spring-operated load feel units are included into the control system. The force
applied during change of the helicopter center of gravity position is removed from the control sticks and
pedals with the aid of the TRIM (ТРИММЕР) tabs arranged on both control sticks.
The longitudinal control includes the hydraulic stop which is engaged only on the ground. Abrupt increase
of the force applied to the control stick warns the pilot that it is intolerable to pull further the control stick to
avoid probable contact of the main rotor blades with the tail boom when taxiing on the ground.
In the tail rotor control system, use is made of the SPUU-52 (СПУУ-52) tail rotor maximum pitch limit
system.
The maximum stop limit system serves for automatic limitation of the tail rotor blades maximum angle
versus the ambient air temperature and pressure characterizing the air density.
As the air density increases, the maximum blade angle decreases protecting the tail rotor and
transmission from overloads, and with the air density decrease it increases thus ensuring the required
margin for foot control.
The system set includes:
– the control unit arranged on the central console;
– the measuring complex;
– the electric temperature bulb;
– the feedback transducer;
– the MP-100M (МП-100М) electrical mechanism which is essentially a system actuator and which
controls the pitch limit system;
the pitch limit system.
The control unit carries the following:
– the trim indicator;
– the OFF (ОТКЛ) annunciator-button;

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– the TEST (КОНТРОЛЬ) knob;

– the P ↔ t press-to-operate switch.
Mounted the pedals are microswitches for changing over the autopilot yaw channel to the slaving mode
when the pilot changes the helicopter course of flight.
Both collective pitch control levers are provided with the following:
– the collective pitch control lever friction clutch disengagement buttons;
– four-position light control selector switches;
– the correction knobs (the extreme left position of the knob corresponds to the idle power setting and
the extreme right position – to the AUTOMATIC CTRL (АВТОМАТИКА) mode);
– the main rotor rotational speed readjustment selector switches. It is permitted to readjust the main
rotor rotational speed to maintain it within the assigned limits both on the ground (before take-off) and
in flight.
The left collective pitch control lever carries the external store tactical and emergency release buttons
(to be used with the external store system installed). The disc-type friction clutch with electrohydraulic
control retains the collective pitch control lever in any position. Normally, the friction clutch is tightened
so that with the friction clutch disengagement button released the collective pitch control lever can be
moved by a force of 20 to 25 kgf (45 to 55 lbf). If necessary, the friction clutch tightening force can be
adjusted by a handwheel.
The right collective pitch control lever, as distinct from the left one, is not provided with a friction clutch,
separate throttle control levers and the external store tactical and emergency release buttons.
Both collective pitch control levers carry the FLOATS INFLATION (НАДУВ ПОПЛАВКОВ) dual switch
which is closed with a protective cap, locked with thread and sealed (to be used with the emergency
landing on water system installed).
The separate throttle control is provided on the LH collective pitch control lever bracket and serves for
changing the power setting of each engine without change of the main rotor collective pitch. It includes
two levers interconnected by the tie rods with the levers of the engine fuel control units. Both levers are
provided with friction clutches and are locked with the aid of a locator.
The main rotor brake control system includes the handle connected with the brake lever with the aid of
a cable control linkage. The main rotor brake control handle is mounted in the flight compartment to the
right of the pilot’s seat. The handle can be locked in different positions with the aid of a latch which is
engaged by the spring with the recesses of the toothed sector mounted on the bracket. To unlock the
handle, press the button on its grip.
The brake control system is interlocked with the engine starting system and as a result, the engines
can be started only with the transmission fully released.
Interlocking is effected by a limit switch installed on the bracket.
The fuel shut-down valves control system includes two handles mounted on the flight compartment
ceiling, cables and control rods connected with the levers of the engine fuel control units. The handles
are provided with spring-operated locators which ensure their locking in the extreme positions. To shut
down or start the engine, move the handle to the respective position up to stop.

(b) Normal Operation

Operating conditions (stage) Procedure

Test check before start-up Check the following:

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Continued

Operating conditions (stage) Procedure

– position of helicopter controls which should occupy the neutral position;

– operation of trim tabs – by hearing (clicks);
– position of the separate throttle control levers. The levers should occupy
the middle position and be locked;
– easy and smooth rotation of the correction knobs, set the knobs to the
position corresponding to the idle power (with the collective pitch control
lever set to the extreme lower position and the correction knob – to the
extreme left one);
– position of the main rotor brake control handle. The handle should
occupy the lower position.
– fuel shut-down valve control handles. The handles should be set to the
CLOSED (ЗАКРЫТО) position;
– position of the TRP (СПУУ–52) switch; the switch should be turned off,
the trim indicator should occupy the middle position and the OFF (ОТКЛ)
annunciator-button should be disabled.
Test check after start-up Check the following:
– easy and smooth movement of controls;
– operation of trim tabs;
– operation of the UShV (УШВ) main rotor pitch indicator by reference to
pointer displacement;
– operation of the SPUU-52 (СПУУ-52) tail rotor maximum pitch limit
system, for which purpose, proceed as follows:
(a) Turn on:
– the circuit breakers on the right panel;
– the TRP (СПУУ-52) switch on the left board of the electrical control panel.
(b) Set the pedals to the neutral position.
(c) Press the OFF (ОТКЛ) button on the central console (the annunciator-
button comes on) and while holding it pressed, set the press-to-operate
selector switch to the “t” position; in so doing, the trim indicator bar
moves to the right intermediate mark, then, to the “P” position, the bar
moves to the left mark.
(d) Release the annunciator button and the press-to-operate selector
switch, in so doing, the annunciator button will go out and the trim
indicator bar occupies the middle position;
(e) Press the OFF (ОТКЛ) annunciator-button and while holding it pressed,
turn the TEST (КОНТРОЛЬ) knob on the SPUU-52 (СПУУ-52) tail rotor
maximum pitch limit system control panel to set the trim indicator bar to
the extreme right position.
(f) Turn off the TRP (СПУУ-52) switch by setting it to the OFF (ОТКЛ)
position and release the annunciator-button, in so doing, the trim
indicator bar should move to the extreme left position and the
annunciator-button should remain glowing.

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Continued

Operating conditions (stage) Procedure

(g) Turn on the TRP (СПУУ-52) switch by setting it to the ON (ВКЛ)

position, press the annunciator-button and while holding it pressed,
manipulate the TEST (КОНТРОЛЬ) knob to set the trim indicator bar
to the middle position.
In flight In flight, the trim indicator bar of the SPUU-52 (СПУУ-52) tail rotor
maximum pitch limit system moves to the left with the temperature increase
or with decrease of the outside air pressure.

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1. Yaw Control Spring-Operated Load Feel Unit 21. Collective Pitch Combined Hydraulic Actuato
2. Longitudinal Control Spring-Operated Load Feel Unit KAU-80B (КАУ-80Б)
3. Lateral Control Spring-Operated Load Feel Unit 22. Yaw Control Combined Hydraulic Actuator KAU-80B
4. Electromagnetic Brake (КАУ-80Б)
5. Separate Throttle Control Levers 23. Lateral Control Combined Hydraulic Actuator
6. Left Collective Pitch Control Lever KAU-80B (КАУ-80Б)
7. Left Cyclic Pitch Control Stick 24. Roller Chain Dowel Bush
8. Main Rotor Brake Handle 25. Tail Gearbox Sprockets
9. Right Collective Pitch Control Lever 26. Bushing-Roller Chain
10. Yaw Control Pedals 27. Yaw Control Bracket
11. Right Cyclic Pitch Control Stick 28. Tail Rotor Control Cables
12. Electromagnetic Brake 29. Tail Rotor Control Cables
13. Engine Shut-Down Levers 30. Tail Rotor Maximum Pitch Limit System Control Unit
14. Bracket with Rollers SPUU-52 (СПУУ-52)
15. Engine Shut-Down Cable Control Linkage 31. Main Rotor Brake Control Cable
16. Electrical Mechanism МP-100М-2s (МП-100М-2с) 32. Lateral Control Rods
17. Engine Control Rods 33. Yaw Control Rods
18. Engine Shut-Down Control Rods 34. Collective Pitch Control Rods
19. Longitudinal Control Combined Hydraulic Actuator 35. Longitudinal Control Rods
KAU-80B (КАУ-80Б) 36. Longitudinal Control Balance Weight
20. Collective Pitch Control Lever

Helicopter Control Diagram

Figure 7.3.1

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1. Angular Bellcrank 17. Balancing Weight of Longitudinal Control

2. Longitudinal Control Rod Linkage
3. Lateral Control Rod 18. Intermediate Bellcrank
4. Lateral Control Bellcrank 19. Spring-Operated Longitudinal Control Load
5. Longitudinal Control Rod Feel Unit
6. Lateral Control Rod 20. Spring-Operated Lateral Control Load Feel
7. Cyclic Pitch Control Column Unit
8. Lateral Control Rod 21. EMT-2M (ЭМТ-2М) Electromagnetic Brake
9. Longitudinal Control Rod 22. Wheel Brake Control Lever
10. Lateral Control Hydraulic Booster 23. INTCOM – RADIO (СПУ – РАДИО) Alternate
11. Longitudinal Control Hydraulic Booster Switching Button
12. Lateral, Longitudinal, Directional and 24. AP Disabling Button
Collective Pitch Control Systems Actuator 25. Reserved Button
13. Roller Guide 26. Electromagnetic Load Feel Unit Brakes
14. Lateral Control Rod Control Trim Tab
15. Longitudinal Control Rod 27. RU-2 (РУ-2) Control Stick
16. Angular Bellcrank 28. Lever

Cyclic Pitch Manual Control Diagram

Figure 7.3.2

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1. Fitting 11. Four-Position Light Control Selector

2. Locator Button 12. Friction Clutch
3. Throttle Separate Control Levers 13. Limiting Screw
4. Bellcrank 14. Body
5. Link 15. Bracket
6. Body Lug 16. Handwheel
7. Body 17. External Store Tactical Release Button
8. Main Rotor Speed Readjustment Selector 18. Collective Pitch Control Lever Friction
9. Correction Handle Clutch Disengagement Button
10. External Store Emergency Release 19. FLOATS INFLATION Dual Switch
Button

Left Collective Pitch Control Lever

Figure 7.3.3

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7.4. Landing Gear

(a) Brief Description.

The alighting gear (landing gear) serves for absorption of the impact energy during the helicopter
landing, landing roll, taxiing, towing and for ensuring the helicopter parking.
The landing gear is nonretractable, of a tricycle type with a tail skid block.
The nose LG includes a castoring levered shock strut with two dual wheels.
The main LG includes two struts (left and right) of a pyramid type equipped with brake wheels.
The tail skid block serves for absorbing the impact energy in case of helicopter landing with high pitch-
up angles.
The main gear tread is 4510 mm (180 in).
The wheel base is (4281±4) mm (168.54±0.15 in).
Wheel dimensions, mm (in):
– nose LG – 595x185 (23.4x7.28);
– main LG – 865x280 (34.05x11.02).
Helicopter parking angle – 4o 35’.

(b) Helicopter Controls and Monitoring Devices.

The left control stick has a brake lever.

The left side panel of the electrical control panel carries the following:
– a pressure gauge indicating air pressure in the pneumatic system;
– a pressure gauge indicating air pressure in the wheel brakes.

(c) Landing Gear Operating Data

T a b l e 7.4.1

Value
Parameter description
minimum normal maximum

Pressure in brake chambers of main wheels, kgf/cm2 (psi) 30 (427) 31 (440.8) 34 (483.5)
Pressure on tires, kgf/cm2 (psi):
– main wheels – 6.5 (92.3) 7.0 (99.4)
– nose wheels – 4.5 (63.9) 5.0 (71)
Full extension of shock strut piston, mm (in):
– for helicopter mass of 7260 kg (15.990 lb):
(a) nose LG 55 (2.17) 65 (2.56) 75 (2.96)
(b) main LG 200 (8) 220 (8.7) 240 (9.5)
– for helicopter mass of 11,100 to 13,000 kg 95 (3.74) – 150 (5.9)
(24.450 to 28.650 lb):
(a) nose LG

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Table 7.4.1, continued

Value
Parameter description
minimum normal maximum

(b) main LG
with mass of 11,100 kg (24.450 lb) 70 (2.8) – 110 (4.3)
with mass of 13,000 kg (28.650 lb) 48 (1.89) – 88 (3.47)
Wheel tire deflection, mm (in):
– for helicopter mass of 11100 kg (24.450 lb):
(a) nose LG 33 (1.3) – 36 (1.42)
(b) main LG 67 (2.64) – 71 (2.8)
– for helicopter mass of 13,000 kg (28.650 lb):
(a) nose LG 48 (1.89) – 53 (2.09)
(b) main LG 76 (2.99) – 81 (3.19)

(d) Normal Operation

Operating conditions (stage) Procedure

Helicopter visual inspection Check the following:
– condition of nose, main LG and tail skid block attachment assemblies;
– charging of shock struts and deflection of wheel tires (visually).
Make sure that:
– the shock struts are free from oil leakage;
– the wheel tires are not turned with respect to the marks;
Test check before start – the wheel tires are free from deep cuts and cracks;
– the shock struts, braces and radius rods are free from cracks, nicks,
scratches and notches.
Check charging of the pneumatic system against the AIR (ВОЗДУХ)
pressure gauge, the pressure should be 40 to 54 kgf/cm2 (570 to 767 psi).
Check operation of the LG wheels braking system:
– on depression of the wheel brake lever, the pressure against the BRAKE
(ТОРМОЗ) pressure gauge should be 31 to 34 kgf/cm2 (440 to 483 psi);
– on brake lever release it should not stick.

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7.5. Engine, its Systems, Transmission

7.5.1. Turboshaft Engine TV3-117VM (TB3-117BM)

(a) Brief Description.

The helicopter is equipped with two TV3-117VM (TB3-117BM) engines which transmit the torque
via the main gearbox to the main and tail rotors and other accessories.
The engines operate independently which permits to fly, if necessary, with one engine running. The TV3-
117VM (TB3-117BM) engine consists of a twelve-stage compressor, annular combustion chamber, two-
stage compressor turbine, two-stage free turbine, exhaust pipe, drive gearbox, fuel supply and control
systems with their main components arranged in the NR-3VM (HP-3BM) unit.
The engine outlet drive shafts are connected through the free engine clutch to the main gearbox
which sums up the powers and transmits them to the main and tail rotors.
Twin mounting of two engines improves safety of helicopter operation. In case of failure of one
engine, the other engine provides the possibility to continue the flight.
The engine inlets may be equipped with dust protection devices which serve for cleaning the air
supplied to the engines from dust and foreign objects.
Engine cranking during the start up is effected by the air starter employing the compressed air
supplied from the AI-9V (АИ-9В) auxiliary power unit. The engine is started on the main (operating)
fuel with the use of main jets and manifolds. The fuel/air mixture is ignited by two igniter plugs by
direct fuel ignition. The fuel is supplied to the combustion chamber through twelve double orifice
nozzles arranged in central holes of the burner liner turbulence chambers.
To provide sustained operation of the engine at all power settings, the inlet guide vanes and four
first stages of the compressor starter are made variable.
Downstream of the compressor seventh stage, two air bypass valves are installed. The compressor
mechanical aids are controlled automatically according to a special program of the control system
including a hydraulic mechanism of the engine fuel control unit and an additional hydraulic
mechanism. The compressed air is supplied continuously from the compressor into the combustion
chamber diffuser section and is divided into two main flows. Some air is supplied through twelve
turbulence chambers into the combustion area of the burner liner, and some other air is supplied into
the space between the burner liner and the combustion chamber casing and through radial holes in
the burner liner it is supplied inside the combustion chamber for cooling the burner liner and for
ensuring more complete burning of the fuel. In addition, secondary air is used for cooling single
elements of engine turbines.
From the combustion chamber, gas is supplied to the two-stage turbine which rotates the engine
compressor and then – to the two-stage free turbine whose power is transmitted through the drive
shaft and the free engine clutch to the helicopter main gearbox. The hot exhaust gases are
supplied to the exhaust pipe duct with further turn away from the helicopter – to atmosphere.
(1) The engine oil system serves for lubricating the drive gearbox, compressor bearings,
compressor turbine and free turbine, shafts and other friction parts of the engine. For each
engine, provision is made for independent oil system which consists of an oil tank, air-oil
cooler, drain valves, delivery, discharge and oil breathing pipelines. The lubrication system
is of a force-feed type, circulating with individual scavenging from all supports.
For oil storage, each engine oil system is provided with an oil tank. Oil system is filled with
oil through the filler neck up to the FULL (ПОЛНО) mark which corresponds to the oil
amount in the tank equal to 11 lit. Some more marks are applied to the oil-sight gage: ADD
(ДОЛЕЙ) – 10 lit, 9 lit; MINIMUM (МИНИМУМ) – 8 lit.

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The oil system operates in the following sequence: oil is supplied from the oil tank to the
pressure stage of the oil pump and then through the fine filter – for lubrication of the engine
gas generator section, drive gearbox, compressor turbine and free turbine, shafts and other
friction parts of the engine. Oil pumped from the first support of the engine and from the
central drive by two scavenging pumps of the oil pump block and from drive gearbox – by
an individual pump, is supplied directly into the oil tank. Oil pumped from the second, third,
fourth and fifth supports of the engine by three scavenging pumps of the oil pump block is
supplied to the helicopter oil cooler and then – to the oil tank. Breathing of the oil chambers
of the supports is effected by pumping out the oil-air emulsion with the aid of scavenging
pumps in the oil tank which is breathed into atmosphere through the expansion tank.
(2) The engine fuel system serves for cleaning, supply and control of fuel usage in the
combustion chamber, for controlling the compressor mechanical aids and disabling the air
starter.
The fuel system includes:
– a low-pressure system;
– a main loop system;
– a drain system;
– pipelines;
– automatic compressor control system.
From the helicopter system, fuel is supplied to the inlet of the DCN-70A (ДЦН-70А)
centrifugal fuel pump which raises the fuel pressure to the required value and supplies it to
the fine filter.
The filtered fuel is supplied to the inlet of the engine fuel control unit. In the engine fuel control
unit, pressure is raised, fuel is metered in the respective manner and is supplied in two flows
through the drain valve to the main and secondary ducts of the burner fuel manifold. Initially,
fuel is supplied through the main duct whereas to the secondary duct it is supplied at power
setting higher than the idle one.
For controlling operation of the engine accessories and assemblies, fuel is supplied under
high pressure from the engine fuel control unit to the air pressurization valve and to the
engine hydraulic actuator from which it is supplied to the air bypass valves.
(3) The engine is started by the air starter installed on the engine drive gearbox. The air starter
operates from compressed air supplied from the AI-9V (АИ-9В) auxiliary power unit gas-
turbine engine.
(4) The engine ignition system ensures ignition of the fuel/air mixture in the combustion
chamber during the engine start on the ground and in flight.
The engine employs a low-voltage capacitive-discharge ignition system including:
– an ignition unit;
– two spark plugs;
– two high-voltage wires;
– an air pressurization valve.
The sequence of the left or right engine start is specified by the wind direction and by uniformity of
serving out the service life. The first to be started is the engine arranged on the side opposite to the
wind direction.
(5) The engine ice protection system serves for protection of the engine inlet section from icing
when operating under the icing conditions. In the ice protection system, use is made of the
hot air bled from the engine compressor. Heating of the engine inlet upright posts is
effected with hot oil. Activation of the RH engine ice protection system can be effected
both, automatically, in response to the command from the SO-121VM (CO-121BM) icing
detector and manually.

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The ice protection system of the LH engine is activated only manually.

(6) The automatic compressor control system ensures the following:
– automatic engine starting;
– generation of the signal for deactivation of the air starter;
– control of fuel consumption at sustained and transition power settings:
– limitation of fuel consumption at maximum rotational speed of the gas generator rotor,
maximum gas temperature upstream of the compressor turbine and at specific rotational
speed of the gas generator rotor;
– maintenance of the main rotor rotational speed within the assigned range;
– synchronization of power of jointly operating engines and automatic increase of power of
one of the engines in case of failure of the other one;
– acceleration and drop of power, as well as the transition power settings;
– distribution of power among the burner nozzles;
– transmission of signals for closing and opening of air by-pass valves;
– control of compressor variable blades;
– automatic engine shutdown on reaching the maximum tolerable rotational speed by the
free turbine.
The automatic compressor control system includes:
– a hydromechanical section (the NR-3VM (HP-3BM) engine fuel control unit);
– an electronic section (the ERD-3VM (ЭРД-3ВМ) and RT-12-6 (PT-12-6) regulators).
The ERD-3VM (ЭРД-3ВМ) regulator serves for:
– limitation of the gas generator rotor maximum rotational speed versus the air temperature
and air pressure at the engine inlet;
– generation of the engine shut-down commands and activation of the FREE TURB OVSP L
(R) ENG (ПРЕВ nСТ ЛЕВ (ПРАВ) ДВИГ) annunciator when the free turbine rotational
speed reaches the maximum tolerable rotational speed;
– readjustment of the gas generator rotor maximum rotational speed limitation circuit for the
2.5-min power at OEI (one engine inoperable) and transmission of commands to the
annunciator;
– generation of commands for activation of the LH ENG CTL OFF (ОТКЛ ЭРД ЛЕВ ДВ)
annunciator.
The RT-12-6 (PT-12-6) temperature regulator is essentially a metering and amplifying device
which transmits a signal to the IM-3A (ИМ-3А) actuator. The regulator operation is checked
with the aid of the LH (RH) EGT REG TEST (КОНТРОЛЬ РТ ДВИГАТЕЛЕЙ ЛЕВОГО
(ПРАВОГО)) buttons and the RPM, GAS (t°) LIMITS LH (RH) (ОГР n Тг ЛЕВЫЙ
(ПРАВЫЙ) annunciator arranged on the left side panel of the electrical control panel.
To provide engine operability in case of failure of the boost pumps, the engine is provided
with the DTsN-70A (ДЦН-70А) centrifugal fuel pump, in addition, a fine fuel filter is installed
with a detector of differential pressure at its filtering element generating the command for
activation of the L (R) ENG FUEL FLTR CLOG (ЗАСОР ТФ ЛЕВ (ПРАВ) ДВИГ)
annunciator.
The automatic compressor control system and the fuel supply system provide the following:
– engine automatic settling at 2.5-minute power in case of failure of one of the engines with
the LH (RH) ENG ECP (ЧР ЛЕВ (ПРАВ) ДВ) switch set to the ON (ВКЛ) position;

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– maintenance of the constant maximum power setting in the ECP (ЧР) mode to the altitude of
2200 m (7,200 ft) under the standard atmospheric conditions and to the outside air temperature
of plus 30 oC near the ground;
– maintenance of the constant maximum power setting in the take-off mode to the altitude of 3600
m (11,800 ft) under the ISA conditions and to the outside air temperature of plus 40 oC near the
ground;
– engine operability within a pressure altitude range of 0 to 5000 m (0 to 16,400 ft) with provision
for reliable engine start on the ground and in flight to the altitude of 4000 m (13,120 ft).

(b) Controls, Monitoring and Alarm Devices

(1) Controls:
– the right circuit breaker panel mounts the following: the START – ENGINES (ЗАПУСК –
ДВИГАТЕЛИ), FUEL SYSTEM (ТОПЛИВНАЯ СИСТЕМА), SPEED CTL (УПРАВЛ ОБОРОТ),
SHUT-OFF VALVES (ПЕРЕКРЫВ КРАНЫ), BY-PASS COCK (КРАН ПЕРЕПУСК) circuit
breakers;
– the middle panel of the electrical control panel carries the ENG START (ЗАПУСК
ДВИГАТЕЛЕЙ) panel.
The panel has the IGNITION TEST LEFT – RIGHT (ПРОВЕРКА ЗАЖИГАН ЛЕВ – ПРАВ)
press-to-operate selector switch which serves for ground check of the ignition unit;
– the collective pitch control levers are provided with the correction knobs and main rotor speed
readjustment selector switches, whereas the bracket of the LH collective pitch control lever
carries the separate throttle control levers;
– arranged on the flight compartment ceiling are the engine fuel shut-down valves;
– the left panel of the electrical control panel carries the GAS GEN TEST OPERATION
(КОНТРОЛЬ ТК РАБОТА) ERD-3VM (ЭРД-3ВМ) regulator control panel and the ECP (ЧР)
switches.
(2) Engine Monitoring Instruments.
Brief Description.
The engine monitoring instruments serve for supplying the crew with the information on engines
operation and include the following:
– instruments indicating the engine power setting;
– instruments indicating the exhaust gas and engine oil temperature;
– engine state analyzing equipment.
(a) Engine Power Setting Monitoring Instruments:
– the ITE-2T (ИТЭ-2Т) electromagnetic drag-type tachometer;
– the IR-117Ch (ИР-117Ч) engine pressure ratio indicator.
The ITE-2T (ИТЭ-2Т) electromagnetic drag-type tachometer serves for continuous remote
measurement of the engine gas generator rotational speed expressed in percent of the maximum
rotational speed.
The remote measurement of the gas generator shaft rotational speed is based on the principle of
conversion of the gas generator shaft rotational speed into the angular displacement of the pointer
of the electromagnetic drag-type measuring unit.

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The indicators are mounted on the left and right instrument panels The digits on the indicator
pointers mean the following: “1” – for the left-hand engine and “2” – for the right-hand engine.
The IR-117Ch (ИР-117Ч) engine pressure ratio indicator serves for remote monitoring of the
engine power settings.
Monitoring of the engine power settings is based on the principle of measurement of the air
pressure downstream of the compressor, its conversion into displacement of the indicator side
indices and comparison with the power settings indicated on the central index whose position is
proportional to the atmospheric pressure and to the ambient air temperature.
The UR-117Ch (УР-117Ч) engine power setting indicator is installed on the left instrument panel.
(b) Engine Gas Temperature Measuring Instruments.
For measuring the gas temperature upstream of the engine compressor turbines, the 2IA-6
(2ИА-6) dual measuring equipment is installed.
The principle of equipment operation is based on the compensation method of measurement of
the thermocouple thermal electromotive force.
The dual temperature indicator is installed on the left instrument panel.
For checking the 2IA-6 (2ИА-6) equipment functioning with the engines shut down and running,
the EGT IND TEST AIR, GROUND (КОНТРОЛЬ 2ИА-6 ЗЕМЛЯ, ВОЗДУХ) buttons are installed
on the left side panel of the electrical control panel.
(c) Engine State Analysis Equipment.
For continuous monitoring of the TV3-117VM (TB3-117BM) engines and light warning on
occurrence of the vibration with vibration velocity values exceeding the limit tolerable for the
TV3-117VM (TB3-117BM) engine, the IV-500E (ИВ-500Е) equipment is installed on the
helicopter.
For testing the IV-500E (ИВ-500Е) equipment, the ENG VIB IND TEST (КОНТРОЛЬ ИВ-500Е)
button is installed on the left side panel of the electrical control panel, and the left instrument
panel carries the LEFT (RIGHT) ENG EXC VIBR (ЛЕВ (ПРАВ) ДВ ВИБР ПОВ) yellow
annunciators and the LEFT (RIGHT) ENG ABNORM VIBR (ЛЕВ (ПРАВ) ДВИГ ВИБР ОПАС)
red annunciators.
Basic specifications:
– monitored frequency range of 190 to 340 Hz;
– range of monitored vibration amplitudes vs the vibration velocity of 5 to 10 mm/s (0.2 to 4 in/s).
(d) Engine Oil Pressure and Temperature Measuring Instruments.
For measuring the engine oil pressure and temperature, the EMI-3RI (ЭМИ-3РИ) electrical
engine gauges are installed on the helicopter (one for each engine) and the MSTV-2.5 (MCTB-
2,5) pressure switches warning on the minimum tolerable oil pressure in the engines.
The UIZ-3K (УИЗ-3К) indicators from the EMI-3RI (ЭМИ-3РИ) set, the combined instruments
indicating pressure of oil supplied to the engine and the oil temperature at the engine outlet, are
installed on the central console.
The indicator measurement limits for oil pressure gauge are 0 to 8 kgf/cm2 (0 to 114 psi), and for
the oil temperature – from minus 50 to plus 150 oC.
The LOW OIL PR LH (RH) ENG (МАЛО Pм ЛЕВ (ПРАВ) ДВ) yellow annunciators are installed
on the left instrument panel.
The MSTV-2.5 (MCTB-2,5) minimum pressure switches are installed on the engines.

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7.5.2. Helicopter Transmission

(a) Brief Description.

The helicopter transmission serves to reduce the engine free turbine rotor rotational speed and to
transmit torque from two gas-turbine engines to the main and tail rotors, fan, auxiliary accessories
installed on the main gearbox. The transmission consists of a main gearbox, tail shaft,
intermediate and tail gearboxes and the main rotor brake.
(1) The main gearbox serves for transmission of power from the engines to the main and tail
rotors, fan, AC generators, hydraulic pumps and air compressor. The engine-to-main rotor
transmission ratio is 0.0128.
The main gearbox is coupled with the engine drive shafts via the free engine clutches which
automatically disengage the gearbox from one or both engines in case of their failure. The
main gearbox lubrication system ensures oil supply under pressure to the bearings, to gear
wheels, their cooling, lubrication and withdrawal of wear products from the gearbox.
Oil filling is checked against the sight gauge. For oil cooling, the helicopter is equipped with
two oil coolers.
For monitoring operation of the gearbox oil system, oil temperature is measured in the
gearbox pan and oil pressure is checked downstream of the oil unit pressure system.
(2) The transmission tail shaft serves for torque transmission from the main gearbox to the tail
rotor. The shaft consists of the horizontal and inclined parts.
(3) The intermediate gearbox serves for transmission of torque from the horizontal part of the
shaft to the inclined one by changing the direction of the tail shaft rotational axis through 45o.
Lubrication of friction parts in the intermediate gearbox is effected by splashing.
(4) The tail gearbox serves for transmission of torque from the transmission tail shaft to the tail
rotor with the change of its rotational speed and position of its rotational axis. Lubrication of
the parts is effected by splashing.
(5) The main rotor brake serves for quick stop of the main rotor after the engines shut-down and
for braking the transmission during the helicopter parking.
The brake control is interlocked versus the engine starting system. Starting is possible only with
the main rotor brake released, when the brake control lever occupies the extreme lower position.
(b) Transmission Operation Monitoring Instruments.
Brief description.
For measuring oil pressure in the main gearbox and warning on the minimum tolerable pressure
value, as well as for measuring the oil temperature in the main, intermediate and tail gearboxes,
the following instruments are installed on the helicopter:
– the EMI-3RVI (ЭМИ-3РBИ) electrical engine gauge;
– the MSTV-2.5S (MCTB-2,5C) pressure switches;
– the TUE-48T (ТУЭ-48Т) multipurpose electrical temperature gauge.
In addition, warning plugs are installed in the main, intermediate and tail gearboxes.
(1) The EMI-3RVI (ЭМИ-3РBИ) electrical engine gauge serves for measuring oil pressure in the
main gearbox and oil temperature in the intermediate and tail gearboxes. Its UIE-6 (УИЭ-6)
indicator is arranged on the central console. The EMI-3RVI (ЭМИ-3РBИ) electrical engine
gauge measuring range is the following: oil pressure: from 0 to 8 kgf/cm2 (0 to 114 psi), oil
temperature from minus 50 to plus 150 oC.

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(2) The MSTV-2.5 (MCTB-2,5) pressure switches (3 pcs) serve for transmission of the main gearbox
minimum tolerable oil pressure signal to the yellow annunciator on the left instrument panel.
In case of pressure drop to 2.5 kgf/cm2 (36 psi), the switches activate the LOW OIL PR MAIN
GRX (МАЛО Pм ГЛ РЕД) annunciators.
(3) the TUE-48T (ТУЭ-48Т) multipurpose electrical temperature gauge serves for remote
measurement of oil temperature in the main gearbox.
It is installed on the central console.
(4) The single-pointer ITE-1 (ИТЭ-1) tachometer serves for measuring the main rotor rotational
speed. The helicopter carries two ITE-1 (ИТЭ-1) tachometers with tachometer set including a
transmitter and an indicator.
The transmitters are installed on the main gearbox, and the indicators – on the pilots’
instrument panels.
(5) The rotor pitch indicator serves for visual monitoring of the main rotor collective pitch.
The indicator is installed on the left instrument panel and is graduated in degrees.
(6) The annunciators are installed on the left instrument panel:
– the ROTOR HIGH SPEED (nНВ ВЫСОКИЕ) yellow annunciator – indicating increase of the
main rotor rotational speed to 100 %;
– the ROTOR LOW SPEED (nНВ НИЗКИЕ) yellow annunciator – indicating decrease of the
main rotor rotational speed to 91 %;
– the LOW OIL PR MAIN GRX (МАЛО Pм ГЛ РЕД) yellow annunciator – indicating drop of oil
pressure in the main gearbox to 2 kgf/cm2 (28 psi);
– the CHIPS IN MAIN GB (СТРУЖКА ГЛ РЕДУК) yellow annunciator – indicating getting of
chips in the main gearbox oil;
– the CHIPS IN INTRM GB (СТРУЖКА ПРОМ РЕДУК) yellow annunciator – indicating
getting of chips in the intermediate gearbox oil;
– the CHIPS IN TAIL GB (СТРУЖКА XB РЕДУК) yellow annunciator – indicating getting of
chips in the tail gearbox oil;
– the HI MGB OIL TEMP (t M ГЛ РЕД ВЫСОКА) – indicating rise of main GB oil temperature
above 90 oC.

7.5.3. Engine, its Systems and Transmission Operating Data

T a b l e 7.5.1

Value
Parameter description
minimum normal maximum

1. Tolerable wind velocity for engine start-up (shut-down).

m/s (kt):
– headwind – – 25 (50)
– right crosswind – – 10 (20)
– left crosswind – – 15 (30)
– tailwind – – 8 (16)

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Table 7.5.1, continued

Value
Parameter description
minimum normal maximum

2. Time of engine continuous operation at power settings

with OEI (one engine inoperable), min:
(a) 2.5-min power, 0.1 % for service life – – 2.5
(b) 30-min power, 0.5 % for service life – – 30
(c) continuous power, 0.85 % for service life – – 60
2.1 Time of both engines continuous joint operation at
power settings, min:
(a) take-off, 10 % for service life – – 6
(b) take-off, 1.25 % for service life (included in 10 %) over 6 15
(c) maximum continuous, 35 % for service life – – 60
(d) idle – – 20

NOTES: 1. The power setting under item 2 (a) corresponds to the “emergency” one. If engine settles at
2.5-minute power, the LH (RH) ENG ECP (ЧР ЛЕВ (ПРАВ) ДВ) annunciator comes on.
2. On expiration of the service life indicated in item 2, the engine is subject to replacement.
3. On elapse of the time of operation at power settings specified in paras (a), (b) and (c), the
engine(s) should be switched over to the lower power.
4. On elapse of the time of operation at power settings specified in para (d), the right correction
is entered.
3. Time of engine repeated settling at power settings at 5 – –
which operation is limited after continuous operation
within the tolerable time, min
4. Gas temperature upstream of compressor turbine at
power settings, oC:
– 2.5-min power (with OEI) – – 990
– 30-min power (with OEI) – – 990
– continuous power (with OEI) – – 955
– take-off (with dust protection enabled) – 890 (885) 990
– maximum continuous (with dust protection enabled) – 845 (855) 955
– idle – – 780
5. At sustained power, deflection or oscillation of gas – – ±25
temperature indicator pointers not exceeding the maximum
tolerable gas temperature values are tolerable, oC

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Table 7.5.1, continued

Value
Parameter description
minimum normal maximum

6. Gas generator rotor rotational speed at power settings, %:

– 2.5-min power (with OEI) – – 101.5
– 30-min power (with OEI) – – 101.5
– continuous power (with OEI) – – 99.0
– take-off – – 101.5
– maximum continuous – – 99.0
– idle Ref. Fig. 7.5.2
7. At sustained power, variations of gas generator rotor
rotational speed are tolerable, %:
– at maximum continuous – – ±0.5
– below maximum continuous – – ±0.7
8. Main rotor rotational speed, %
(a) for no longer than 10 s:
– at maximum continuous power and higher – 101
– at power below the maximum continuous one – – 103
(b) for no longer than 30 s at transition power settings 88 – –
in flight

(c) for no longer than 10 s (with OEI), 4 times for the 75 – –

whole service life*
(d) for no longer than 5 s in case of pull-up landing, 4 70 – –
times for the whole service life*

NOTES: 1. If the operating time or values marked with an asterisk in item 8 are exceeded, the helicopter
should be admitted to further flights only after replacement of the main gearbox.
2. In case of actuation of the rotor free turbine protection device, further operation of the engine
is tolerable only after replacement of the free turbine.

9. Difference in left and right engine gas generators

rotational speed, %:

– at take-off and maximum continuous power – – 2

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Table 7.5.1, continued

Value
Parameter description
minimum normal maximum

– at take-off power with gas temperature regulator – – 3

actuated

NOTE. At transition power settings and at power below the maximum continuous one the difference
between the gas generator rotational speed is not limited.

10. Oil temperature, oC:

– during start-up minus 40 – –
– oil temperature for setting power higher than the idle +30 – –
one
– oil temperature for continuous operation at power +70 +80 to +140 +150
settings from the maximum continuous to the higher
ones
11. Oil pressure, kgf/cm2 (psi): 4.8 (68) (at
Toil<70 oC)
– at idle power 2 (28) –
– at power higher than the idle one 3 (43) 3.5 (50) 4 (57)
At sustained power variation of oil pressure is – – ±0.25(±3.6)
tolerable
12. Amount of oil in oil tank, lit 8 – 11
13. Number of sequential start-ups – – 5
14. The engine starting is provided at Tm.rot, oC:
– at H = 0 m (0 ft) minus 60 – +60
– at H = 4000 m (13.120 ft) minus 60 – +30
16. Time of engines warming up at idle power, min 1 – –
17. Time of engines cooling down at idle power, min:
– in summer 1 – –
– in winter 2 – –
18. Main rotor rotational speed at idle power on the
ground, %:
– with one engine running 35 – 55
– with two engines running 45 – 70
19. Main rotor rotational speed readjustment range, % 89 – 99

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Table 7.5.1, continued

Value
Parameter description
minimum normal maximum

20. Oil pressure in main gearbox, kgf/cm2 (psi):

– at idle power 0.5 (7.1) – –
– at all power settings except for the idle one 3 (43) – 4
– up to 30 s in flight with evolutions 2.5 (36) – –
o
21. Oil temperature in main gearbox, C:
– with engine start-up without warming minus 40 – –
– for settling at power higher than the idle one minus 15 – –
– for long-term operation at power higher than the idle +30 +50 to +80 +90
one
22. Oil temperature in tail and intermediate gearboxes, oC – +90 +110
23. Tolerable oil temperature for start-up without warming,
o
C:
– if the tail and intermediate gearboxes are filled with minus 30 – –
thinned SM-9 (CM-9) oil mixture
– if the gearboxes are filled with the 50/50 oil mixture, minus 45 – –
it is tolerable to start the engines without warming at a
temperature of

7.5.4. Normal Operation

Operating conditions (stage) Procedure

1. Examination of engine, During preparation for engine start-up, proceed as follows:

transmission, during (a) examine the parking area which should be cleaned from foreign objects;
preparation for engine
(b) check availability of fire extinguishing aids near the helicopter;
start-up
(c) make sure that the main LG wheels are chocked;
(d) remove all covers and blanking caps, open the access doors,
entrance stairs, cowlings of engines and main gearbox;
(e) make sure that the inlet dust protection devices of doors and fan are
clean and free from ice, snow, frost.
Remove the dust protection device fairings, examine the engine
inlets. Reinstall the dust protection device fairings checking reliability
of their attachment and attachment of wire bundles;
(f) check the amount of oil in engine oil tanks;

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Continued

Operating conditions (stage) Procedure

(g) examine the APU, make sure that the air intake is clean, free from
ice, snow, frost, leakage of oil and fuel on hatch cover, refer to the
sight gauge to check level of oil in the APU;
(h) examine the engines and main gearbox, make sure that they are free
from leakage of oil and fuel from the accessories and pipelines
arranged thereon, and that the drain valves are closed and locked;
(i) refer to the sight gauge to check level of oil in the main gearbox;
(j) refer to the pressure gauges to make sure that the fire extinguishing
equipment bottles are charged normally;
(k) refer to the sight gauge to check oil level in the intermediate and tail
gearboxes.
2. Preparation for engines Prior to starting up the engines, proceed as follows:
starting (a) remove the wheel chocks, release the main rotor brake, make sure
that the collective pitch control lever is locked by the lower stop with
LH correction, with the separate throttle control levers latched in the
middle position, the control stick is close to the neutral position, the
fuel shut-off valve levers occupy the CLOSED (ЗАКРЫТО) position;
(b) turn on power, all circuit breakers and switches required for starting
up the APU and engines: of the starting system, APU and engines
ignition, fire extinguishing system, hydraulic systems, trim tabs, fuel
tank pumps, fuel quantity indicator, ice protection system, friction
clutch, gyro horizons, compass system, emergency alarm system,
autopilot, tail rotor maximum pitch limit system, recorder, flashing
beacons and set the XFMR ДИМ MAIN – STBY (ТРАНСФ ДИМ
ОСНОВ – РЕЗЕРВ) selector switch to the MAIN (ОСНОВ) position;
(c) make sure that the AC generator switches are set to the OFF
(ВЫКЛЮЧЕНО) (neutral) position;
(d) set the INDICATOR CHECK – FIRE-FIGHTING (КОНТРОЛЬ
ДАТЧИКОВ – ОГНЕТУШЕНИЕ) selector switch to the FIRE-
FIGHTING (ОГНЕТУШЕНИЕ) position;
(e) set the ECP (ЧР) switches on the ERD (ЭРД) board to the ON (ВКЛ)
position;
(f) check serviceability of the vibration test equipment by pressing the
ENG VIB IND TEST (КОНТРОЛЬ ИВ-500Е) button, in so doing, the
LEFT (RIGHT) ENG EXC VIBR (ЛЕВ (ПРАВ) ДВ ВИБР ПОВ) and
the LEFT (RIGHT) ENG ABNORM VIBR (ЛЕВ (ПРАВ) ДВИГ ВИБР
ОПАС) annunciators and the MWL (ЦСО) (master warning light)
annunciators should come on;
(h) check the maximum gas temperature indicator by pressing the EGT
IND TEST GROUND (КОНТР 2ИА-6 ЗЕМЛЯ) button, in so doing,
the indicator pointers should read the temperature above the
maximum tolerable one;

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Continued

Operating conditions (stage) Procedure

(i) by polling the ground servicing personnel or by personal observation

check serviceability of the navigation lights;
(j) check serviceability of the flight data recording equipment, to this
end, set the FDR (БУР) switch on the respective board to the MAN
(РУЧН) position and by flickering of the indicator lamp make sure that
the tape transport mechanism is serviceable;
CAUTION. NEVER START THE ENGINES AND FLY THE HELICOPTER WITH THE FLIGHT DATA
RECORDING EQUIPMENT UNSERVICEABLE.
(k) receive the engines start-up readiness report from the flight engineer
and co-pilot;
(l) turn on the radio set and request the permission for starting up the
engines;
(m) prior to starting up the engines from the APU, turn on the starting fuel
pump, the STBY GEN (РЕЗЕРВ ГЕНЕР) and EQUIPMENT TEST
(ПРОВЕРКА ОБОРУД) switches should be turned off;
(n) start up the APU (auxiliary power unit) (ref. Sub-Section 7.6 of the
Flight Manual).
3. Engine start It is permitted to start the engine by the pilot or by the flight engineer by
the pilot’s command; in so doing, all crew members should occupy their
work stations:
(a) prior to starting up the engines, set the TRANSFER VALVE OPEN –
AUTO – CLOSED (КРАН ПЕРЕКАЧ ОТКР – АВТОМ – ЗАКР) to the
AUTO (АВТОМ) position, turn on the LH booster pump, give the
“clear the rotors” command, set the function selector switch to the
START (ЗАПУСК) position and the LEFT – RIGHT (ЛЕВ-ПРАВ)
selector switch to the respective position for starting up the required
engine;
(b) on receiving the “rotors clear” report, press the start button for 1 to 2
s, then move the lever of the shut-down valve of the engine being
started to the OPEN (ОТКРЫТО) position. The engine should reach
the idle power for no longer than 60 s. During the engine start, the
AUT CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) and the STARTER
ON (СТАРТЕР РАБОТАЕТ) annunciators should be on.
Upon completion of the operating cycle, the AUT CONT UNIT ON
(АВТОМАТ ВКЛЮЧЕН) annunciator should go out in 30 s and the
STARTER ON (СТАРТЕР РАБОТАЕТ) annunciator should go out
on reaching the gas generator rotational speed of 66 to 67 %.
In the process of reaching the idle power and rotor starting, if the
noise appears testifying to impacts of the centrifugal blade droop
stops against the stops, the pilot should move the control stick slightly
to remove the noise;

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Continued

Operating conditions (stage) Procedure

(c) in the process of starting up, watch:

– rise of oil pressure in the engine and in the main gearbox;

NOTE. With the gas generator rotor rotational speed exceeding 45 %, the oil pressure in the engine
should be at least 1 kgf/cm2 (14 psi).

– the gas generator rotor rotational speed;

NOTE. In the process of starting up to the gas generator rotor rotational speed of 60 %, the ENG CTL
OFF (ЭРД ОТКЛ) annunciator of the respective engine being started should glow.

– rise of the gas temperature upstream of the engine turbine;

– pressure in the hydraulic system;
– APU gas temperature;
– air pressure in the start-up manifold;
– steady glowing of the STNDRD OIL PRESS (ДАВ МАСЛ НОРМА),
STNDRD SPEED (ОБОРОТЫ НОРМА), STARTER ON (СТАРТЕР
РАБОТАЕТ) annunciators;
– disabling of the air starter with the rotational speed of the gas
generator of the engine being started being 66 to 67 %.
On detection of abnormal readings of the instruments or on receipt of the
observer’s respective command, shut down the engine, for which
purpose, proceed as follows:
– close the fuel shut-down valve;
– press the DISCONT ENG START (ПРЕКРАЩ ЗАПУСКА) button;
– close the shut-off valve;
(d) as soon as the engine being started reaches the idle power, the flight
engineer should check the parameters of its operation:
– the gas generator rotor rotational speed and the gas temperature
upstream of the turbine according to para 7.5.2;
– oil pressure in the engine (it should be at least 2 kgf/cm2 (28 psi);
– oil pressure in the main gearbox (it should be at least 0.5 kgf/cm2
(7.1 psi);
(e) set the LEFT – RIGHT (ЛЕВ – ПРАВ) selector switch to the second
engine starting position and start it up following the same procedure.
As soon as both engines are started up and reach the idle power, the
main rotor rotational speed should be within 45 to 70 %;

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Continued

Operating conditions (stage) Procedure

(f) turn on the ENG DP LH (RH) (ПЗУ ДВИГАТ ЛЕВ (ПРАВ)) switches
and make sure that the LH DUST PROT ON (ЛЕВ ПЗУ ВКЛЮЧЕН),
RH DUST PROT ON (ПРАВ ПЗУ ВКЛЮЧЕН) annunciators are on;

CAUTION. IF FOR SOME REASON, THE DUST PROTECTION DEVICES WERE NOT REMOVED
FROM THE HELICOPTER, DO NOT ACTIVATE THE DPD EJECTORS ON THE SNOWED
AIRFIELDS (HELIPADS) OR UNDER THE SNOWFALL CONDITIONS.

(g) for supplying electric power to the required consumers at idle engine
power, turn on the STG-3 (СТГ-3) by setting the STBY GEN
(РЕЗЕРВ ГЕНЕР) and EQUIPMENT TEST (ПРОВЕРКА ОБОРУД)
switches to the ON (ВКЛ) position;
NOTE. If the engine is being started from the helicopter batteries only, do not turn off the APU till the
end of engines warming up and settling at the high power (to the main rotor rotational speed of
above 88 %).
As soon as the engines are started and their generators are on,
activate the right fuel boost pump, switch off the APU having first
cooled it at idle power during 0.5 to 1.0 min and switch off the starting
pump;
(h) during running of the TV3-117VM (TB3-117BM) engines, watch the
ENG VIB IND (ИВ-500Е) annunciators of the vibration meter;
(i) discontinue the engine start by pressing the DISCONT ENG START
(ПРЕКРАЩ ЗАПУСКА) button, closing the shut-down valve and its
shut-off valve (fire cock), if the following abnormalities in engine
operation occur:
– the gas temperature upstream of the compressor turbine is higher
than that indicated in the chart given in Fig. 7.5.2;
– in the process of settling the idle power, the gas generator rotational
speed stops rising (hangs up) for longer than 3 s;
– there is no oil pressure in the engine or main gearbox, and if the oil
pressure in the engine is below 1 kgf/cm2 (14 psi) with the gas
generator rotational speed exceeding 45 %;
– there is no pressure in the hydraulic system;
– there is no gas temperature rise upstream of the compressor turbine
and no rise of the gas generator rotor rotational speed takes place
(fuel fails to ignite);
– oil, fuel, hydraulic fluid leak;
– the AUT CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) annunciator failed
to go out 30 s upon depression of the START (ЗАПУСК) button;

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Continued

Operating conditions (stage) Procedure

– forks of flame or smoke are emitted from the exhaust pipe;

– with the rotational speed of the gas generator of the engine being
started being equal to 66 to 67 % the air starter failed to switch off (the
STARTER ON (СТАРТЕР РАБОТАЕТ) annunciator remains on);
NOTE. If the starter failed to switch off – turn off the AI-9V (АИ-9В) auxiliary power unit.
– the engine fails to reach the idle power rotational speed for the time
of 60 s;
– no main rotor starting takes place when the gas generator rotational
speed reaches 20 to 25 %;
– the shock activation of the free engine clutch is accompanied by an
abrupt noise in the vicinity of the main gearbox and by helicopter
shaking;
– oil pressure at engine inlet when it reaches the idle power is below
2 kgf/cm2 (28 psi) or that in the main gearbox is below 0.5 kgf/cm2
(7.1 psi);
– a necessity rises to switch off the APU engine in the process of
start-up;
– short-term extinguishment of the STARTER ON (СТАРТЕР
РАБОТАЕТ) annunciator;
– the observer gives the command to abort the start-up.

CAUTION: 1. IT IS TOLERABLE TO START UP AND SHUT DOWN THE ENGINES ONLY AT WIND
VELOCITY NOT EXCEEDING THE VALUES SPECIFIED IN TABLE 7.5.1.
2. UNDER CONDITIONS OF A STRONG GUSTY WIND OF THE 15 TO 25 m/s (30 TO 50 kt)
VELOCITY THE MAXIMUM CLEARANCE BETWEEN THE MAIN ROTOR BLADE BEING
STARTED AND THE TAIL BOOM IS PROVIDED BY POSITIONING THE HELICOPTER SO
THAT IT SHOULD BE BLOWN BY THE HEAD LEFT CROSS WIND AT AN ANGLE OF 45o.
3. NEVER START UP THE ENGINE IF ITS MONITORING INSTRUMENTS ARE FAULTY.
4. NEVER START UP THE ENGINES IN CASE OF ICE OR SNOW AT THE ENGINE DPD
INLETS AND ON THE MAIN AND TAIL ROTOR BLADES AND HELICOPTER NOSE
STRUCTURAL MEMBERS.
5. AT AN OUTSIDE AIR TEMPERATURE OF +5 oC AND BELOW, CRANK THE ROTORS OF
THE COMPRESSOR AND FREE TURBINE OF THE ENGINE BY HAND NOT APPLYING
TOO MUCH FORCE. IN CASE OF FREEZING IN OF THE COMPRESSOR ROTOR
BLADES OR IN CASE OF ENGINE PARTS ICING, WARM UP THE ENGINE WITH HOT
AIR AT A TEMPERATURE OF NOT ABOVE +80 oC USING GROUND HEATERS.
DELIVER HOT AIR INTO THE ENGINE GAS-AIR FLOW DUCT. HEATING COMPLETED,
CHECK THE ROTORS FOR EASY ROTATION AND FOR ABSENCE OF ICE.
6. AT AN OUTSIDE AIR AND ENGINE OUTLET OIL TEMPERATURE OF MINUS 30 oC AND
BELOW, PRIOR TO STARTING THE ENGINE PERFORM TWO ENGINE COLD CRANKS
AT AN INTERVAL OF 3 min.

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Continued

Operating conditions (stage) Procedure

7. IT IS TOLERABLE TO PERFORM THE REPEATED START-UPS ONLY AFTER

REVEALING AND ELIMINATING THE REASONS FOR ABNORMAL START-UP. IN THIS
CASE, PRIOR TO THE NEXT START-UP, PERFORM ENGINE COLD CRANKING
(BLOWING OUT).
8. AT AN OUTSIDE AIR AND ENGINE OUTLET OIL TEMPERATURE OF BELOW MINUS 40 oC,
WARM THE ENGINE, OIL TANK AND OIL COOLER WITH HOT AIR. THE HOT AIR AT A
TEMPERATURE OF NOT HIGHER THAN 80 oC SHOULD BE DELIVERED TO THE
SPACE UNDER THE COWLING AND INTO THE ENGINE GAS-AIR FLOW DUCT. THE
TIME OF ENGINE WARMING UP SHOULD NOT BE LESS THAN 20 min.
9. IT IS TOLERABLE TO PERFORM THE REPEATED START-UP ONLY AFTER FULL STOP
OF THE ENGINE GAS GENERATOR, AND IF THE START-UP WAS DISCONTINUED DUE
TO FAILURE OF FUEL TO IGNITE OR DUE TO GAS TEMPERATURE RISE – AFTER
COLD CRANKING.
10. AT AN OUTSIDE AIR TEMPERATURE OF +5 oC AND BELOW IN CASE OF HIGH
HUMIDITY (FOG, SNOWFALL, RAIN OR DRIZZLE), ENGAGE MANUAL HEATING OF
ENGINES AND DPD JUST AFTER START-UP OF EACH ENGINE.
11. IF ENGINE IS STARTED WITH FIRE COCKS CLOSED, FURTHER OPERATION OF
THE ENGINE IS FORBIDDEN TILL THE FUEL CONTROL UNIT IS REPLACED.
12. NEVER SHIFT THE ENGINE STARTING SELECTOR SWITCH TO THE POSITION
CORRESPONDING TO START-UP OF THE NEXT ENGINE UNTIL THE ENGINE BEING
STARTED REACHES THE IDLE POWER.
13. NEVER MOVE THE THROTTLE CONTROL LEVER IN THE PROCESS OF STARTING.

4. Engines warming up (a) Warm up the engines at idle power:

– the collective pitch control lever is set against the lower stop;
– correction – fully leftward;
– separate throttle control levers – latched in the middle position.
(b) In the process of engines warming up, watch the readings of the engine
monitoring instruments. The instrument readings should comply with
the values given in Table 7.5.1.

NOTE. Engine operating hours per power settings are registered for the engine running at higher power
against the power meter indicator.

(c) The time of engines warming up at idle power in all cases should not
be below 1 min.
(d) Check operation of controls and hydraulic systems at idle power.
(e) It is tolerable to accelerate the engines from the idle power to the right
correction only after the engine outlet oil temperature reaches +30 oC and
that in the main gearbox is not below minus 15 oC, proceed with further
warming up at the gas generator rotational speed of not below 80 %.

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Continued

Operating conditions (stage) Procedure

5. Engines running up (a) For checking serviceability, the following types of engines running up
are specified:
– joint running up of the engines to the power which excludes
helicopter unsticking;
– separate running up of the engines on the ground with reaching up
to 2.5-minute power, in so doing, the engine not involved in the run-
up should be shut down or set to idle power;
– check of engines operation at power settings up to the take-off one
at hovering.
(b) The first and second types of running up should be performed after
replacement or adjustment of the accessories of the power plant,
main and tail rotors, upon completion of the scheduled maintenance
and upon elimination of the trouble occurred in flight.
(c) The third type of running up should be carried out for the purpose of
checking the joint operation of engines, as well as for checking
serviceability and operability of the power plant before each flight.
Engines joint running up For joint running up of the engines with reaching the power at which
helicopter unsticking is excluded, proceed as follows:
(a) Make sure that the engines and main gearbox are warmed up (the oil
temperature in the engines is not below plus 30 oC and in the main
gearbox – not below minus 15 oC).
(b) Check the 2IA-6 (2ИА-6) exhaust gas temperature measuring
equipment, for which purpose, press the EGT IND TEST AIR
(КОНТРОЛЬ 2ИА-6 ВОЗДУХ) button, in so doing, the pointers of the
running engines indicators should move to the value of below 150 oC.
(c) Check serviceability of the ice protection system (ref. Sub-Sections
7.12 and 7.13).
(d) Check serviceability of the ERD-3VM (ЭРД-3ВМ) free turbine
regulator, for which purpose, proceed as follows:
– select the idle engine power;
– set the ENG CTL LH, RH (ЭРД ЛЕВ, ПРАВ) switches to the ON
(ВКЛ) position;
– set the FREE TURB 1 TEST – OPERATION – FREE TURB 2
TEST (КОНТРОЛЬ СТ1 – РАБОТА – КОНТРОЛЬ СТ2) selector
switches to the FREE TURB 1 TEST (КОНТРОЛЬ СТ1) position;
– turn gradually the correction knob to the right and increase the main rotor
rotational speed till the FREE TURB OVSP L (R) ENG (ПРЕВ nСТ ЛЕВ
(ПРАВ) ДВИГ) yellow annunciators come on. The annunciator should
come on at main rotor rotational speed equal to (91.5±2) %;

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Continued

Operating conditions (stage) Procedure

– reduce gradually the main rotor rotational speed by 5 to 7 % (but it

should not become lower than 88 %). In so doing, the FREE TURB
OVSP L (R) ENG (ПРЕВ nСТ ЛЕВ (ПРАВ) ДВИГ) annunciators
should be turned on;
– set the FREE TURB 1 TEST – OPERATION – FREE TURB 2
TEST (КОНТРОЛЬ СТ1 – РАБОТА – КОНТРОЛЬ СТ2) selector
switches to the OPERATION (РАБОТА) position, the FREE TURB
OVSP L (R) ENG (ПРЕВ nСТ ЛЕВ (ПРАВ) ДВИГ) annunciators
should go out;
– set the FREE TURB 1 TEST – OPERATION – FREE TURB 2
TEST (КОНТРОЛЬ СТ1 – РАБОТА – КОНТРОЛЬ СТ2) selector
switches to the FREE TURB 2 TEST (КОНТРОЛЬ СТ2) position
and perform the check similar to that with the selector switches set
to the FREE TURB 1 TEST (КОНТРОЛЬ СТ1) position;
– after checking the free turbine electronic regulator through the free
turbine circuit, set the FREE TURB 1 TEST – OPERATION – FREE
TURB 2 TEST (КОНТРОЛЬ СТ1 – РАБОТА – КОНТРОЛЬ СТ2)
selector switches to the OPERATION (РАБОТА) position;

Operating conditions (stage) Procedure

CAUTION: 1. IF DURING THE SERVICEABILITY CHECK OF THE LEFT OR RIGHT ENGINE REGULATOR
FREE TURBINE CIRCUIT, THE “FREE TURB OVSP L (R) ENG” (ПРЕВ nСТ ЛЕВ (ПРАВ)
ДВИГ) ANNUNCIATORS FAIL TO COME ON OR FLICKER WHEN THE MAIN ROTOR
ROTATIONAL SPEED REACHES (91.5±2) %, NEVER OPERATE THE ENGINE WITH THIS
REGULATOR UNTIL THE FAILURE REASON IS REVEALED AND ELIMINATED.
2. IF THE “L (R) ENG FUEL FLTR CLOG” (ЗАСОР ТФ ЛЕВ (ПРАВ) ДВИГ) ANNUNCIATOR
COMES ON DURING THE ENGINE RUN-UP, ABORT THE RUN-UP AND SHUT DOWN
THE ENGINES.

(e) Check the main rotor rotational speed readjustment range, for which
purpose, proceed as follows:
– set a collective pitch of 3o against the UShV (УШВ) indicator, select
the right-hand correction, the oil temperature in the main gearbox
should be at least 30 oC;
– shift the readjustment selector switch on the collective pitch control
lever down and when the main rotor rotational speed stops
changing, check its value against the indicator, the rotational speed
should be 89 to 93 %;
– move the selector switch upward and make sure that the main rotor
rotational speed is 96 to 99 %. If the upper limit is not reached,
warm up the main gearbox oil to 40 to 60 oC and repeat the check;

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Continued

Operating conditions (stage) Procedure

– after checking the readjustment range, select the main rotor

rotational speed of 94 to 95 % using a selector switch and shift the
collective pitch control lever down as far as it will go.
(f) Increase the engine power to the value at which the helicopter
unsticking is excluded by moving the collective pitch control lever
upward, make sure that the collective pitch control lever moves
smoothly and its unlocking hydraulic clutch is serviceable.
(g) Make sure that movement of the collective pitch control lever upward
results in increase of the engine power.
(h) Shift the collective pitch control lever down as far as it will go and
make sure that the engine power is sustained, run the engine at this
power for 1 min, note the value of the engine gas generator rotational
speed at this power and turn the correction knob to the extreme left
position and check the engine operating parameters at idle power.
(i) Check the engine partial acceleration. The engine partial acceleration
should be checked from the idle power to the rotational speed which
is by 1 to 1.5 % lower than the right-hand correction rotational speed,
for which purpose, proceed as follows:
– smoothly select the engine power corresponding to the right-hand
correction and note the gas generator rotational speed;
– change the engines over to the idle power and enter the right-hand
correction again for the time of 1 to 2 s noting the time passed from
the moment of correction right-hand movement initiation to the
moment at which the gas generator rotational speed becomes by 1
to 1.5 % lower than the rotational speed of the gas generators
rotors during the right-hand correction. In this case the exhaust gas
temperature should not exceed the values specified in the chart
given in Fig. 7.5.7.
The time of partial acceleration should be within 3 to 6 s.
(j) Monitor the engines operating power against the IR-117Ch (ИР-117Ч)
engine pressure ratio indicator:
– OEI (the 2/5-minute power) – the side index of the engine pressure
ratio indicator should settle against the OEI central index;
– T.o. (TAKE-OFF POWER) – the side index should settle against the
“T.o.” central index or above the “MC” central index;
– MC (MAXIMUM CONTINUOUS POWER) – the side index should
settle against or below the “MC” central index.
(k) During the engines run-up, pay special attention to the helicopter
behavior and hold it in position by manipulating the controls.

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Continued

Operating conditions (stage) Procedure

(l) During the engines run-up under the probable icing conditions, when
the idle power is reached, turn on the anti-icing system of each
engine manually.
(m) During the engines run-up, the flight engineer should watch the
readings of the power plant monitoring instruments which should
comply with the data indicated in the operating limitations described in
this Manual. In case of their deviation, report the matter immediately
to the pilot.
Engines separate run-up For separate run-up of the engines on the ground with reaching the take-
off and emergency power, load the helicopter to the mass of at least
13,500 kgf (29,740 lb):
– with the RH correction power settled shift the separate throttle
control lever of the engine not under check down up to stop and
make sure that the other engine reached the accelerated power;
– manipulate the collective pitch control lever to increase the engine
power to the take-off one and then to the 2.5-minute power. Check
power reaching against the IR-117Ch (ИР-117Ч) engine pressure
ratio indicator, exhaust gas temperature and gas generator
rotational speed (the temperature should not exceed 990 oC and
the gas generator rotational speed should not exceed 101.5 %),
when the engine reaches the 2.5-minute power, the LH (RH) ENG
ECP (ЧР ЛЕВ (ПРАВ) ДВ) annunciator comes on;
– check operation of the EGT control and the gas generator rotational
speed governor, for which purpose, proceed as follows:
(a) select the RH correction;
(b) the flight engineer should press the LH (RH) EGT REG TEST
(КОНТРОЛЬ РТ ДВИГАТЕЛЕЙ ЛЕВОГО (ПРАВОГО)) button
arranged on the left side panel of the electrical control panel;
(c) smoothly increase the engine power till the RPM, GAS (t°) LIMITS
LH (RH) (ОГР n, Тг ЛЕВЫЙ (ПРАВЫЙ)) annunciator comes on
(begins to flicker). In this case the exhaust gas temperature
should be 820 to 850 oC.
CAUTION. IF AT TAKE-OFF POWER THE EXHAUST GAS TEMPERATURE IS BELOW 850 OC AND THE
ANNUNCIATOR FAILS TO COME ON (TO FLICKER), PERFORM THE CHECK WHEN THE OUTSIDE
AIR TEMPERATURE RISES AND THE EGT AT TAKE-OFF POWER IS NOT BELOW 850 OC.
(d) the flight engineer should release the LH (RH) EGT REG TEST
(КОНТРОЛЬ РТ ДВИГАТЕЛЕЙ ЛЕВОГО (ПРАВОГО)) button. In
so doing, the RPM, GAS (t°) LIMITS LH (RH) (ОГР n, Тг ЛЕВЫЙ
(ПРАВЫЙ)) annunciator should go out and the exhaust gas
temperature and the gas generator rotational speed may rise;

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Continued

Operating conditions (stage) Procedure

– reduce the collective pitch to the minimal value;

– latch the separate throttle control lever of the engine not under
check in the middle position;
– follow the same procedure to check the other engine.
6. Check of aviation It is tolerable to check the aviation equipment with the power supplied
equipment from the following sources:
– from the external AC power source;
– from the STG-3 (СТГ-3) generator of the AI-9V (АИ-9В) auxiliary
power unit engine;
– from the AC generators after their connection.
NOTE. With the APU engine running, it is possible to check the equipment
from its STG-3 (СТГ-3) generator, except for the main and tail rotors
ice protection systems, ice protection system of the dust protection
device, windshield heating system, contour lights, gyro horizons,
compass system, autopilot, ground speed and drift angle meter, tail
rotor maximum pitch limit system and automatic direction finder.
Due to restricted power (3 kW) of the STG-3 (СТГ-3) starter
generator, the equipment can be checked from it only alternately.
The STG-3 (СТГ-3) current value with the equipment activated
should not exceed 100 A.
For checking the equipment, set alternately the STBY GEN (РЕЗЕРВ
ГЕНЕР) and EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) switches to the
ON (ВКЛ) position. Set the 36V XFMR (ТР–Р 36В) and the INV (ПТС)
selector switches to the MAN (РУЧНОЕ) position.
For checking the aviation equipment from the AC generator, proceed as
follows:
– in the RH correction mode with the main rotor rotational speed being not
below 88 % give the flight engineer a command to switch on and check
serviceability of the electrical power system (ref. Sub-Section 7.11);
– turn on all flight, navigation, radio and electronic equipment required
for the next flight and check its operation (ref. Sub-Sections 7.3, 7.12,
7.13, 7.14, 7.16, 7.17, 7.18, 7.19, 7.20, 7.21, 7.25, 7.26, 7.27).
7. Engines shut-down To shut down the engines, proceed as follows:
(a) turn off all electrical power consumers except for the fire cocks, fire
extinguishing system, fuel pumps, instruments monitoring power
plant, hydraulic system, dust protection devices and required lighting
equipment.
Turn off the right booster pump;

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Continued

Operating conditions (stage) Procedure

(b) turn off the rectifiers and AC generators;

(c) set the collective pitch control lever to the extreme lower position;
(d) fully remove correction to the left;
(e) pull the control stick through about 1/3 of its travel;
(f) cool the engines at idle power during 1 to 2 min in summer and 2 to 3
min in winter;
(g) turn off the dust protection device;
(h) shut down the engines by moving the shut-down levers to the
extreme backward LH (RH) ENG SHUT-DOWN (ОСТАНОВ ДВИГ
ЛЕВ (ПРАВ)) position;
(i) check by hearing presence of an unusual noise and make sure that
the gas generator rotor rundown time is at least 40 s to the
compressor rotational speed of 3 % against the indicator;
(j) apply brake to the main rotor and set the rotor so that neither of its
blades should be positioned over the tail boom and stabilizer. Apply
brake smoothly beginning with the main rotor rotational speed of 12
% against the indicator;
(k) after full shut-down of the engine rotors, close the shut-off valves (fire
cocks) and turn off the transfer valve;
(l) switch off the LH starting boost fuel pump;
(m) turn off all circuit breakers and switches except for the switch of the
standby hydraulic system (capped);
(n) set the selector switch on the flight data recorder control board to the
AUTO (ABTOM) position;
(o) turn off the ZBN (ЗБН) protected flight data recorder switch;
(p) turn off the storage batteries.
8. Engine shut-down in flight To shut down the engine in flight, proceed as follows:
for training purpose (a) start the APU;
(b) smoothly move the separate throttle control lever of the engine to be
shut down downward as far as it will go;
(c) make sure that the power of the other engine rises and the level flight
is possible;
(d) after 1-minute running at idle power, close the shut-down valve of the
engine to be shut down.

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Continued

Operating conditions (stage) Procedure

9. In-flight engine start The in-flight engine start is tolerable at an altitude of not above 4000 m
(13,120 ft).
Prior to starting up the engines, proceed as follows:
– make sure that the APU operates normally;
– make sure that the separate throttle control lever of the engine to be
started is set against the lower stop;
– set a speed of 120 km/h (65 kt);
– make sure that the STBY GEN (РЕЗЕРВ ГЕНЕР) selector switch is
set to the OFF (ОТКЛ) position;
– make sure that the rotor of the gas generator of the engine to be
started is rotating (windmilling) and its rotational speed does not
exceed 7 %;
CAUTION. IF THE COMPRESSOR FAILS TO WINDMILL (THE POINTER IS SET TO 0), SET THE
“START – ENG CRANK” (ЗАПУСК – ПРОКРУТ) SELECTOR SWITCH TO THE “ENG
CRANK” (ПРОКРУТ) POSITION AND PRESS THE “START” (ЗАПУСК) BUTTON FOR 2 TO 3
s, IF THE POINTER FAILS TO SHIFT FROM 0 WITHIN 5 s, PRESS THE “DISCONT ENG
START” (ПРЕКРАЩ ЗАПУСКА) BUTTON, COOL DOWN THE ENGINE FOR 2 min AND
REPEAT THE ENGINE CRANK.
IF DURING THE REPEATED CRANKING THE POINTER FAILED TO LEAVE THE 0
POSITION, DO NOT START THE ENGINE, SWITCH OFF THE APU, CONTINUE THE
FLIGHT WITH ONE ENGINE RUNNING AND GO TO LAND.
– start up the switched off engine following the recommendations of
para 7.5.4 (3);
– as soon as the engine being started reaches the idle power, set the
separate throttle control lever to the middle position and latch it
therein;
– check the position of the correction knob (turn it to the right up to stop);
– check the main rotor rotational speed which should be (95±2) %;
– select the assigned flight conditions;
– turn off the APU.
10. Check of 2.5-minute For checking the 2.5-minute engine power in flight, proceed as follows:
engine power in flight – before the flight, make sure that the helicopter take-off mass is within
11,100 to 12,000 kg (24.450 to 26.430 lb);
– on the ground, run up the engines in turn with reaching the maximum
possible power excluding the helicopter unsticking. Make sure that
the engines run normally at this power;
– take off and climb to at least 200 m (660 ft). Set a level flight speed of
140 to 160 km/h (75 to 85 kt);

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Continued

Operating conditions (stage) Procedure

– in level flight, move smoothly the separate throttle control lever of the
engine not under check to the lower stop (idle) and make sure that
the other engine in this case, reached the accelerated power;
– accelerate the helicopter without loss of altitude with engine power
increased to the 2.5-minute setting. Monitor the engine power against
the IR-117Ch (ИР-117Ч) engine pressure ratio indicator and
illumination of the LH (RH) ENG ECP (ЧР ЛЕВ (ПРАВ) ДВ)
annunciator. With the main rotor rotational speed being 92 to 94 %,
the gas generator rotational speed should not exceed 101.5 % and
the gas temperature upstream of the turbine should not exceed 990
o
C, the time of flight at 2.5-minute power should not exceed 30 s;
– the flight engineer should wright down the main parameters
characterizing the engine operation: the main rotor and gas generator
rotational speed, the gas temperature upstream of the turbine, the
collective pitch value and the engine power against the IR-117Ch
(ИР-117Ч) engine pressure ratio indicator;
– decrease the engine power;
– reduce the helicopter flying speed to 140 to 160 km/h (75 to 85 kt);
– move smoothly the separate throttle control lever of the throttled
engine to the middle position and latch it therein;
– check position of the correction knob, turn it rightward as far as it will go;

NOTE. If during the engine throttling the other engine failed to reach the accelerated power or if the level
flight with one engine running at 2.5-minute power is impossible, smoothly move the separate
throttle control lever of the throttled engine to the middle position and latch it therein, abort the
mission and go to land.

– follow the same procedure for checking the 2.5-minute power of the
other engine;
– after landing, check compliance of the 2.5-minute power parameters
with table 7.5.1.
11. False engine start The false engine start is carried out for the following purposes:
– preservation/depreservation of the engine fuel system;
– check of the systems involved in the start;
– check of the engine fuel system pipelines for leakage;
– check of the fuel supply to the combustion chamber.
To make the false engine start, proceed as follows:
– switch on the starting fuel pump;

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Continued

Operating conditions (stage) Procedure

– release the main rotor brake;

– start up the APU;
– set the START – ENG CRANK (ЗАПУСК – ПРОКРУТ) selector switch
of the main engines to the ENG CRANK (ПРОКРУТ) position;
– set the LEFT – RIGHT (ЛЕВ – ПРАВ) selector switch to the position
corresponding to the engine to be checked;
– open the fuel transfer valve;
– open the shut-off valve of the engine to be checked;
– press the START (ЗАПУСК) button for 1 or 2 s;
– open the shut-down valve of the engine to be checked.
In the process of the false start, check the following:
– presence of oil pressure in the engine (it should not be below 0.5 kgf/cm2
(7.1 psi);
– absence of unusual noise in the engine;
– duration of the starting panel cycle (it should be 51 to 59 s);
– discharge of fuel from the exhaust pipe (to be checked by the ground
servicing personnel).
If it is necessary to abort the false start of the main engine, press the
DISCONT ENG START (ПРЕКРАЩ ЗАПУСКА) button for 1 to 2 s.
Upon completion of the false engine start, proceed as follows:
– close the fuel transfer valve;
– close the engine fuel shut-down valve;
– close the shut-off valve;
– disable the APU and starting pump.

CAUTION. IF A FALSE ENGINE START WAS CARRIED OUT, PERFORM COLD CRANKING PRIOR
TO STARTING THE ENGINE.

12. Engine cold cranking Cold cranking of the main engine should be carried out for the following
purposes:
– check of the air starter;
– check of the starting panel operating cycle time;
– filling of the oil system after engine installation or oil changing;
– blowing air through the engine gas-air flow duct to remove fuel after a
failed or false start;

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Continued

Operating conditions (stage) Procedure

– engine cooling before restarting or after its shut-down if the gas

temperature exceeds 150 oC;
– prior to starting the engine on the high airfields (above 3500 m
(11,480 ft)) or at outside air temperature of minus 35 oC and below.
To perform the engine cold cranking, proceed as follows:
– switch on the starting fuel pump;
– release the main rotor brake;
– start up the APU;
– set the START – ENG CRANK (ЗАПУСК – ПРОКРУТ) selector
switch of the main engines to the ENG CRANK (ПРОКРУТ) position;
– set the LEFT – RIGHT (ЛЕВ – ПРАВ) selector switch to the position
corresponding to the required engine;
– open the fuel transfer valve;
– open the shut-off valve;
– press the START (ЗАПУСК) button of the main engines for 1 or 2 s, in
so doing, the AUT CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) and the
STARTER ON (СТАРТЕР РАБОТАЕТ) annunciators should come on.
NOTE. Engine cold cranking should be effected with the shut-down valve closed
In the process of cold cranking, check the following:
– presence of oil pressure in the engine (it should not be below 0.5 kgf/cm2
(7.1 psi);
– absence of unusual noise in the engine;
– duration of the starting panel operation cycle (it should be 51 to 59 s);
– gas generator rotational speed (it should be 20 to 26 %).
If it is necessary to abort the cold cranking of the engine, press the
DISCONT ENG START (ПРЕКРАЩ ЗАПУСКА) button for 1 or 2 s.
Upon completion of the cold cranking, proceed as follows:
– close the fuel transfer valve;
– close the engine fuel shut-off valve;
– disable the APU and starting pump.
13. Discontinuity of engine start To discontinue the engine start, proceed as follows:
– close the shut-down valve;
– press intermittently the DISCONT ENG START (ПРЕКРАЩ ЗАПУСКА)
button.

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Continued

Operating conditions (stage) Procedure

14. Engine emergency shut- For emergency shut-down of the engine at any power, shut it down with
down the aid of a shut-down valve.
15. Check of engine running Prior to taxiing, make sure that:
before taxiing – the engines settle at the right-hand correction power, readings of all
instruments are normal.
16. Check of engine running Prior to helicopter unsticking, make sure that:
at hovering – the collective pitch control lever is locked at lower stop;
– the main rotor rotational speed makes up 94 to 95 %;
– readings of the engine monitoring instruments are normal, the fuel
boost pumps are activated, the starting pump is deactivated, the fuel
transfer pump is set to the AUTO (ABTOM) position.

NOTE. To unstick the helicopter and climb to the assigned hovering height, move the collective pitch
control lever gradually for the time of at least 5 to 6 s.

When hovering, determine the engine power and make sure that:
– the engine power margin is available to perform the take-off;
– difference in engine power settings and displacement of the engines
monitoring instrument pointers do not exceed the tolerable values;
– the assigned main rotor rotational speed is maintained.
17. Engine operation during During the take-off, proceed as follows:
take-off – change the engine power and move the engine controls smoothly,
avoiding abrupt decrease of the main rotor rotational speed;
– after take-off and climb to an altitude of 100 m (330 ft), switch off the
dust protection device.
18. Engine operation during Climb at maximum continuous engine power or, if necessary, at other
climb and in level flight power settings, and fly level at any engine power setting versus the flight
mass, flying altitude and speed.
19. Engine operation in Under the transient conditions of flight, automatic maintenance of the
transient conditions main rotor rotational speed within the range of (95±2) % is endured only
by the certain rate of collective pitch control lever movement, namely:
– upward, for the time of at least 5 s from the collective pitch value of 1
to 3o to the pitch corresponding to the take-off power;
– downward, no faster than 1 deg/s at any initial value of the collective pitch.
20. Engine throttling in flight To fly with one engine throttled, proceed as follows:
for training purpose – make sure that the LH (RH) ENG ECP (ЧР ЛЕВ (ПРАВ) ДВ) switches
on control panel of the ERD (ЭРД) electronic engine regulator occupy
the ECP (ЧР) position;

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Continued

Operating conditions (stage) Procedure

– move smoothly the separate throttle control lever of the engine to be

throttled to the idle position and make sure that the other engine
reached the accelerated power, up to 2.5-minute power setting.
– make sure that the level flight is possible at engine power not higher
than the maximum continuous one;
– upon completion of the mission, avoiding shock activation of the free
engine clutch, shift smoothly the separate throttle control lever of the
throttled engine to the middle position and latch it therein to select the
required flight conditions.
21. Engine operation during Prior to going to land, proceed as follows:
landing – at an altitude of 70 to 50 m (230 to 165 ft), activate the dust protection
device;
– set the main rotor rotational speed of 95 %.
22. Engine operation under At an outside air temperature of plus 5 oC and below, in case of clouds,
icing conditions fog, snowfall, rain or drizzle, fly with the engines ice protection system and
dust protection device operating in the manual mode.

CAUTION. IN CASE OF LATE ACTIVATION OF THE ENGINES ICE PROTECTION SYSTEM AND
DPD, ENGINES MAY STOP RUNNING DUE TO GETTING THEREIN OF ICE
ACCUMULATED AT THE ENGINE INLETS.

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Variation of Air Pressure in Idling AI-9V (АИ-9В) Engine Air Bleed Manifold (Without Bleeding to Consumers)
Versus Outside Air Temperature and Airfield Elevation Above Sea Level or Flying Altitude
Figure 7.5.1

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Gas Generator Rotor Rotational Speed at Idle Power and Maximum Tolerable Gas Temperature During
Start-Up Versus Outside Air Temperature
Figure 7.5.2

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NOTES: 1. The gas generator rotor rotational speed at take-off and 2.5-min power is limited automatically versus the
outside air temperature and pressure.
2. The zone of take-off and 2.5-min power covers the whole family of the TV3-117VM (TB3-117BM) engines.
The gas generator rotor rotational speed at take-off power for each specific engine is determined against the
“AERD” chart, attached to the engine service log, at an accuracy of ±0.5 %.
3. During flight from high airfields, the maximum tolerable gas generator rotational speed at take-off and
2.5-min power is determined with the account of the outside air pressure correction (Ref. Fig. 7.5.4) but
should not exceed the limit values for Pout < 1013.25 mbar (760 mm Hg)

Gas Generator Rotor Rotational Speed Versus Engine Inlet Temperature (H = 0, V = 0, Pamb = 1013.25 mbar
(760 mm Hg) and Maximum Tolerable Gas Generator Rotor Rotational Speed at Pout < 1013.25 mbar (760 mm Hg)
Figure 7.5.3

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Determining nGG Corrections for Take-Off Power Versus Pout

Figure 7.5.4

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Gas Generator Rotational Speed at Take-Off and Maximum Continuous Power Versus Pressure Altitude
Determined Against Altimeter Set to Pressure of 1013.25 mbar (760 mm Hg)
Figure 7.5.5

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Joint Run-Up of Engines During Preflight Preparation

Figure 7.5.6

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Maximum Tolerable Engine Exhaust Gas Temperature Versus Outside Air

Temperature During Check of Partial Acceleration
Figure 7.5.7

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1. Oil Tank
2. Oil Tank Breathing Pipeline
3. Air-Oil Coolers
4. Oil Cooler Oil Tapping Hose
5. Oil Cooler Oil Supply Hose
6. Drain Valves
7. Pipelines
8. Oil Temperature Receiver
9. Connection for Oil Tapping from
Engine to Radiator
10. Connection for Oil Supply from
Tank to Engine

Engine Oil System

Figure 7.5.8

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1. Main Gearbox
2. Pressure Transmitter
3. Chip Detect Filter
4. Temperature Sensor
5. Oil-to-Gearbox Tapping Pipeline
6. Flexible hoses
7. Air-Oil Coolers

Main Gearbox Oil System

Figure 7.5.9

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1. Fan Drive
2. Main Gearbox
3. Transmission Shaft
4. Intermediate Gearbox
5. Transmission Shaft End Portion
6. Tail Gearbox
7. TV3-117VM (TB3-117BM) Engine Drives
8. Fan

Transmission
Figure 7.5.10

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7.6. Auxiliary Power Unit

(a) Brief Description.

The airborne auxiliary power unit (APU) consists of the AI-9V (АИ-9В) gas-turbine engine and unit
servicing systems. The AI-9V (АИ-9В) gas-turbine engine serves as a source of compressed air for
starting the TV3-117VM (TB3-117BM) engines on the ground and in flight and as a source of
electric power for powering consumers on the ground and in flight (in case of failure of two main
generators or both rectifiers). The APU is installed in the upper fuselage behind the panel carrying
the hydraulic accessories.
The AI-9V (АИ-9В) engine has its own fuel system, independent oil system, adjustment system,
starter-generator and accessories ensuring engine start-up and operation.
The fuel system ensures supply of fuel to the engine at all power settings and comprises a low-
pressure system, a starting system and a high-pressure system.
The lubrication system is autonomous, closed-circuit, circulating under pressure providing oil
delivery for lubrication and cooling to all highly loaded surfaces. The low-loaded surfaces are
lubricated by a splash method.
Engine oil system breathing is effected through the jet nozzle. Compressed air bleeding is effected
from the AI-9V (АИ-9В) engine compressor.
The AI-9V (АИ-9В) engine starting system includes the electrical and fuel supply systems.
Automation of the starting process is provided by the automatic control panel which according to
the cyclogram generates the commands for activation/deactivation of the starting system
accessories at a certain time.
The AI-9V (АИ-9В) engine start electrical system provides the following:
– engine start on the ground and in flight;
– false engine start;
– engine cold cranking;
– discontinuation of the process of start, false start, cold cranking at any moment of time and
engine shut-down.

(b) APU Controls, Alarm and Monitoring Devices

(1) The APU controls are arranged as follows:

(a) the circuit breakers on the right circuit breaker panel: START APU IGN (ЗАПУСК
ТУРБОАГРЕГАТ ЗАЖИГ) and START (ЗАПУСК);
(b) on the middle panel of the electrical control panel:
the AUXILIARY POWER UNIT START (ЗАПУСК ТУРБОАГРЕГАТА) panel which carries:
– the START – ENG CRANK – FALSE START (ЗАПУСК – ПРОКРУТ – ЛОЖНЫЙ
ЗАПУСК) selector switch;
– the START (ЗАПУСК) and OFF (ВЫКЛ) buttons.
(2) Monitoring and Alarm Instruments
(a) the middle panel of the electrical control panel carries the APU indicators:
– the AIR PRESS UNIT (ДАВЛ ВОЗДУХА ВСУ) induction pressure gauge;
– the GAS TEMP APU (ТЕМПЕР ГАЗОВ АГРЕГАТ) temperature indicator.

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The pressure gauge serves for measuring the excessive air pressure downstream of the
AI-9V (АИ-9В) engine and measures the pressure within the range of 0 to 3 kgf/cm2 (0 to
43 psi).
The thermoelectrical temperature indicator serves for remote measurement of the
exhaust gas temperature downstream of the AI-9V (АИ-9В) engine turbine.
The indicator scale is graduated from 0 to 900 oC.
(b) The AUXILIARY POWER UNIT START (ЗАПУСК ТУРБОАГРЕГАТА) panel carries the
following annunciators:
– AUT CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) indicating activation of the automatic
control unit;
– STNDRD OIL PRESS (ДАВ МАСЛ НОРМА) indicating that oil pressure is normal;
– STNDRD SPEED (ОБОРОТЫ НОРМА) indicating reaching of normal speed by the
engine;
– OVERSPEED (ОБОРОТЫ ПРЕДЕЛ) indicating that the gas generator rotational speed
reached the maximum tolerable value.
(c) The voltage and current intensity of the STG-3 (СТГ-3) generator are measured against
the indicator and ammeter installed on the electrical control board.
(c) Operating Data.
– start-up of the AI-9V (АИ-9В) engine is ensured at an outside air temperature of minus 60 to plus 60 oC;
– the maximum altitude of the AI-9V (АИ-9В) engine operation (engine start-up, air bleeding for
starting the TV3-117VM (TB3-117BM) engines on the ground and in flight, operation as a
generator on the ground and in flight) is 4000 m (13,120 ft);
– the speed at which the APU starting and operation in flight is recommended makes up 100 to 160
km/h (55 to 85 kt);
– concurrent air bleeding and power take-off from the AI-9V (АИ-9В) engine are not tolerable;
– the maximum tolerable gas temperature downstream of the AI-9V (АИ-9В) engine turbine is as
follows:
during start-up – 880 oC;
at idle power – 720 oC;
in air bleeding and generator modes – 750 oC;
– the maximum time of continuous operation in the generator mode should not exceed 30 min, after
which the engine should be shut-down and cooled for at least 15 min;
– it is permitted to make three successive starts of the AI-9V (АИ-9В) engine on the ground and in
flight with the interval between the starts being at least 3 min, then, the engine shut-down and
cooling for at least 15 min is required.

NOTE. In order to increase the time of flight on batteries in case of failure of both generators or
rectifiers, it is recommended to make only one attempt of the APU start.

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7.6.3 Normal Operation

Operating conditions (stage) Procedure

1. Preparation for flight (a) Turn on all circuit breakers and switches required for starting the AI-9V
(АИ-9В) engine: those of the starting system, monitoring instruments
and indicators, fire cocks, fire extinguishing system, starting pump and
fuel quantity meter.
(b) Make sure that the fire extinguishing system detectors test switch is
set to the FIRE-FIGHTING (ОГНЕТУШЕНИЕ) position and the
INDICATOR CHECK (КОНТРОЛЬ ДАТЧИКОВ) annunciator is dead.
(c) Make sure that the STBY GEN (РЕЗЕРВ ГЕНЕР) and the
EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) switches occupy the OFF
(ОТКЛ) position and the EQUIPMENT TEST (ПРОВЕРКА ОБОРУД)
annunciator is dead.
2. Engine start on ground and (a) On the AUXILIARY POWER UNIT START (ЗАПУСК
in flight ТУРБОАГРЕГАТА) panel, set the START – ENG CRANK – FALSE
START (ЗАПУСК – ПРОКРУТ – ЛОЖНЫЙ ЗАПУСК) selector switch
to the START (ЗАПУСК) position.
(b) Press the START (ЗАПУСК) button for 1 to 2 s and start the
stopwatch.
(c) The AUT CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) annunciator will
come on, the engine automatically settles at idle power, in so doing,
the STNDRD OIL PRESS (ДАВ МАСЛ НОРМА), STNDRD SPEED
(ОБОРОТЫ НОРМА) annunciators will come on.
(d) In the process of engine start, check the following:
– time of reaching idle power (20 s, max.);
– exhaust gas temperature (should not exceed 880 oC).
(e) As soon as the engine reaches the idle power, check its operating
parameters and make sure that:
– the exhaust gas temperature is not in excess of 720 oC;
– the STNDRD OIL PRESS (ДАВ МАСЛ НОРМА), STNDRD SPEED
(ОБОРОТЫ НОРМА) annunciators are on;
– the air pressure in the manifold for engine start air bleeding should
be within the value specified in the chart given in Fig. 7.5.1.
(f) The flight engineer should report the pilot on the AI-9V (АИ-9В)
engine start.
After warming up the AI-9V (АИ-9В) engine for at least 1 min, report
the pilot on readiness to start the TV3-117VM (TB3-117BM) engines.
3. Cold cranking Cold cranking is carried out in the following cases:
– for blowing air through the combustion chamber to remove fuel got
there during the false or failed start;

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Continued

Operating conditions (stage) Procedure

– prior to starting the AI-9V (АИ-9В) engine on high airfields (over 3500 m)
or at an outside air temperature of minus 30 oC and below.
To perform cold cranking, proceed as follows:
– switch on the starting pump;
– set the START – ENG CRANK – FALSE START (ЗАПУСК – ПРОКРУТ –
ЛОЖНЫЙ ЗАПУСК) selector switch to the ENG CRANK (ПРОКРУТ)
position;
– press the START (ЗАПУСК) button for 1 to 2 s (in so doing, the AUT
CONT UNIT ON (АВТОМАТ ВКЛЮЧЕН) and the STNDRD OIL
PRESS (ДАВ МАСЛ НОРМА) annunciators should come on).
As distinct from the engine start, the cold cranking is effected without
activation of ignition and supply of starting fuel.
To discontinue cold cranking, press the APU OFF (ВЫКЛ АИ-9В)
button for 1 to 2 s.
5. Start at low outside air At an outside air temperature of minus 40 oC and below, before the start,
temperature warm up the AI-9V (АИ-9В) engine with hot air at a temperature of not
higher than +80 oC during 25 to 30 min.
If at an outside air temperature of below minus 40 oC the AI-9V (АИ-9В)
engine was running for over 10 min, it is permitted to restart it without
warming up within 1 hour from the moment of its shut-down.
6. Activation of external load (a) It is permitted to perform three successive air bleedings at an interval
of 1 min at idle power between the bleedings.
The duration of each air bleeding should not exceed 45 s. In this
case, the total time of AI-9V (АИ-9В) engine continuous operation at
the indicated power is not in excess of 10 min, after which it should
be shut-down for cooling during 15 min.
(b) In case of necessity, it is permitted to perform five successive air
bleedings for starting the TV3-117VM (TB3-117BM) engine, each
lasting for no longer than 45 s with an interval of at least 1 min at idle
power between the bleedings. The total continuous time of operation,
in this case, should not exceed 13 min, then it should be switched off
and cooled down for at least 15 min.
(c) In the process of AI-9V (АИ-9В) engine start, NEVER perform air
bleeding for starting up the TV3-117VM (TB3-117BM) engine and
turn on the STG-3 (СТГ-3) generator.
(d) To use the AI-9V (АИ-9В) engine as an DC power source, turn on the
STBY GEN (РЕЗЕРВ ГЕНЕР) and EQUIPMENT TEST (ПРОВЕРКА
ОБОРУД) switches on the electrical control panel board.

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7.7. Air Cooling System

(a) Brief Description.

The helicopter accessories air cooling system serves for cooling the oil in the coolers of the oil system
of the engines and main gearbox, AC generators, geared hydraulic pumps and air compressor.
The air cooling system consists of a fan unit and air hose-pipes. Cooling of engines and main
gearbox oil is effected by blowing the air taken from outside the helicopter through the air-oil
coolers. The heated air is emitted through the pipes outside the cowling in the top part of the
gearbox compartment.
Cooling of the generators, hydraulic pumps and air compressor is effected by direct blowing with air
supplied through hose-pipes.
The other portion of air gets through meshes inside the frame 1K. From this space, air is bled
through the hose-pipe for cooling the generators, hydraulic pumps and air compressor.
The fan unit is provided with a seasonal adjustment.
Adjustment (of flow rate, pressure and power consumption) is effected by opening (in winter
position) or closing (in summer position) of the throttle installed in the guide vanes fairing by turning
the spline groove on the ground manually.
Operation of the fan at an outside air temperature of plus 5 oC and below is effected by setting the
spline groove to mark “W” (З) (winter) and at a temperature of above plus 5 oC – by setting the
spline groove to mark “S” (Л) (summer).

(b) Normal Operation

Operating conditions (stage) Procedure

Test inspection by flight In winter period of operation, check setting of the throttle in the
engineer before flight guide vanes fairing to the “W” (З) position.
In summer period of operation, check setting of the throttle to
the “S” (Л) position.

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1. AC Generator
2. Fan Unit
3. Upper Air Supply Pipe
4. Lower Air Supply Pipe
5. Air-Oil Coolers
6. Hose-Pipes
7. Air Compressor
8. Hydraulic Pumps

Air Cooling System

Figure 7.7.1

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7.8. Fuel System

(a) Brief Description.

The helicopter fuel system serves for accommodation of the required fuel amount on board the
helicopter and uninterruptible fuel supply to the main engines and to the engine of the airborne
auxiliary power unit at all operational power settings.
The fuel system (Ref. Fig. 7.8.1) includes fuel tanks, instruments and monitoring devices.
The fuel system consists of two external fuel tanks (5) and (29) with the ECN-91S (ЭЦН-91С)
boost pumps (7) and (25) and the ECN-75B (ЭЦН-75Б) starting pump installed therein. The ECN-
91S (ЭЦН-91С) boost pumps are placed in the uninterruptible fuel supply chambers with non-
return valves and low fuel level detectors indicating decrease of the fuel level in the uninterruptible
fuel supply chambers below the tolerable limit. Each external fuel tank, in addition to the available
main fuel vent manifold is supplied with additional vent pipeline (inside the tank) with a float vent
valve. Each external fuel tank accommodates two jet pumps (6), (8), (15) and (16) connected by
the transfer pipelines with the opposite parts of the tank. Each external fuel tank is provided with a
filler neck, a fuel quantity transmitter from the SKES-2027I (СКЭС-2027И) set and with water drain
valves (9), (14), (18) and (26) – two valves in each tank.
The external fuel tanks are interconnected by the fuel cross-feeding pipeline (32) with mechanical
shut-off valve (31) and electrically driven cross-feed valve (28) installed thereon.
The ECN-91S (ЭЦН-91С) boost pumps are connected with the engines by the supply pipelines
with the non-return valves, by-pass thermal valves, fire fuel shut-off cocks (electrically driven) (1)
and (3) installed in them. The SD-29A (СД-29А) pressure switches (22) and (23) of the ECN-91S
(ЭЦН-91С) boost pumps are connected with the supply pipelines.
In the cross-feed pipeline (20) connecting the supply pipelines of the LH and RH TV3-117VM (TB3-117BM)
engines, the electrically driven transfer valve (30) is installed.
The ECN-75B (ЭЦН-75Б) starting pump installed in the LH external tank is connected with the LH
engine supply pipeline and then – with the APU supply pipeline. Operation of the starting pump is
monitored by the SD-29A (СД-29А) pressure switch (21).
Fuel for supplying the AI-9V (АИ-9В) engine is delivered from the LH engine supply pipeline.
The starting pump and the left boost pump are connected to the BATT (AKK) bus and APU. The RH
boost pump is connected to the RECT (ВУ) bus and APU.
Fueling is effected through the filler necks of the external fuel tanks till the TANK FULL (БАК
ПОЛОН) annunciators mounted near the filler necks come on.
The cross-feed (28) and transfer (30) valves under normal conditions are constantly closed.
With the cross-feed and transfer valves closed, the fuel system is separated into two parts. From
the left tank, fuel is supplied to the left engine and from the right tank – to the right one, which
ensures independent fuel supply to the engines.
Prior to starting up the APU, the starting pump is activated and fuel is supplied to the APU. Prior to
starting up the main engines, open the transfer valve (30) by setting the TRANSFER VALVE OPEN –
AUTO – CLOSED (КРАН ПЕРЕКАЧКИ ОТКР – АВТОМ – ЗАКР) selector switch to the AUTO
(ABTOM) position, switch on the left boost pump (25) and fuel is supplied to the main engines. After
starting up the main engines and switching on their generators, switch on the right boost pump. The
TRANSFER OPEN (ПЕРЕКАЧ ОТКРЫТ) annunciator should go out.

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As soon as the APU is shut down, switch off the starting pump and leave the TRANSFER VALVE
OPEN – AUTO – CLOSED (КРАН ПЕРЕКАЧКИ ОТКР – АВТОМ – ЗАКР) selector switch in the
AUTO (ABTOM) position.
Fuel is supplied into the uninterruptible fuel supply chambers by the jet pumps operated by the
boost pumps which provides for replenishment of the fuel in the uninterruptible fuel supply
chambers at various pitch angles of the helicopter.
In case of failure of one of the boost pumps (the LH INOPER (ЛЕВЫЙ НЕ РАБОТ) or RH INOPER
(ПРАВЫЙ НЕ РАБОТ) annunciator comes on), check illumination of the TRANSFER OPEN
(ПЕРЕКАЧ ОТКРЫТ) annunciator to make sure that the transfer valve (30) is automatically
opened. After this, set the TRANSFER VALVE OPEN – AUTO – CLOSED (КРАН ПЕРЕКАЧКИ
ОТКР – АВТОМ – ЗАКР) selector switch to the OPEN (ОТКР) position. Fuel will be supplied by
one operating ECN-91S (ЭЦН-91С) boost pump to both engines. In so doing, to ensure even fuel
usage from the tanks, also open the cross-feed valve (28). The shut-off valve (31) should always
be open in flight.
The cross-feed valve (28) should also be opened on reaching the emergency fuel remainder level
in one of the tanks.
If necessary, an additional left fuel tank may be installed in the cargo compartment, from which fuel
is the first to be used. During fuel usage from the additional fuel tank, the cross-feed valve (28) and
by-pass valve (17) should be open. Upon completion of fuel usage from the additional fuel tank,
close the cross-feed and by-pass valves.
The fuel reserve in the tanks is measured with the aid of the SKES-2027I (СКЭС-2027И) fuel
quantity indicator. With the selector switch handle set to the position corresponding to one of the
tanks, fuel remainder in an individual tank is measured, and when it is set to the TOTAL (СУММА)
position – total fuel remainder in the system (less the additional tank) is measured.

(b) Controls, Monitoring and Alarm Devices

1. The right circuit breaker panel carries the following circuit breakers: FUEL SYSTEM
(ТОПЛИВНАЯ СИСТЕМА): FUEL TANK PUMPS STARTING, LEFT RIGHT (НАСОСЫ
ТОПЛИВНЫХ БАКОВ ПУСКОВ, ЛЕВОГО, ПРАВОГО), FUEL QTY IND (ТОПЛИВОМЕР), X-
FEED VALVE (КРАН КОЛЬЦЕВ), SHUT-OFF VALVES LEFT, RIGHT (ПЕРЕКРЫВ КРАНЫ
ЛЕВЫЙ, ПРАВЫЙ), TRANSFER SELECTOR VALVE (КРАН ПЕРЕКАЧ).
2. The middle panel of the electrical control panel carries the fuel system control panel inscribed
FUEL SYSTEM (ТОПЛИВНАЯ СИСТЕМА) which carries the following:
– the SHUT-OFF VALVES LEFT, RIGHT (ПЕРЕКРЫВ КРАНЫ ЛЕВЫЙ, ПРАВЫЙ) selector
switches (closed with safety caps) having the OPEN – CLOSED (OTKP – ЗAKP) positions;
– the X-FEED VALVE (КРАН КОЛЬЦЕВ) switch with the OPEN – CLOSED (OTKP – ЗAKP)
positions;
– the TRANSFER SELECTOR VALVE (КРАН ПЕРЕКАЧ) selector switch with the OPEN –
AUTO – CLOSED (ОТКР – АВТОМ – ЗАКР) positions;
– the LH CLOSED (ЛЕВЫЙ ЗАКРЫТ), RH CLOSED (ПРАВЫЙ ЗАКРЫТ), X-FEED OPEN
(КОЛЬЦЕВ ОТКРЫТ), TRANSFER OPEN (ПЕРЕКАЧ ОТКРЫТ) yellow annunciators;
– the three-position selector switch with the FUELLING – OFF – TEST (ЗАПРАВ – ОТКЛ – КОНТР)
positions;
– three pump switches: TANK PUMPS: START, LEFT, RIGHT (НАСОСЫ БАКОВ ПУСКОВОЙ,
ЛЕВЫЙ, ПРАВЫЙ) with the ON – OFF (ВКЛ – ОТКЛ) positions;

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– the pumps operation annunciators: START OPER (ПУСКОВОЙ РАБОТАЕТ) (green), LH

INOPER (ЛЕВЫЙ НЕ РАБОТ), RH INOPER (ПРАВЫЙ НЕ РАБОТ) (yellow);
– annunciators: LH TANK FUEL LOW (ЛЕВ БАК МАЛО), RH TANK FUEL LOW (ПРАВ БАК
МАЛО) under the common placard TANK CMPT FUEL (ТОПЛИВО В ОТСЕКАХ) indicating
decrease of the fuel level in the uninterruptible fuel supply chambers below the emergency
fuel remainder level.
3. The right instrument panel carries the SKES-2027I (СКЭС-2027И) fuel quantity indicator, the
fuel quantity indicator selector switch, the FUEL CONSUMPTION AT FULL FUELING 2760 L
(ВЫРАБАТЫВАЕМЫЙ ОБЪЕМ ТОПЛИВА ПРИ ПОЛНОЙ ЗАПРАВКЕ 2760 л), two red 145
L FUEL REMAIN (ОСТАТОК 145 л) annunciators of the left and right tanks.

(c) Operating Data

The capacity of external fuel tanks with the fuel density being 0.775 kg/lit (1.707 lb/lit) is as follows:
left external tank, lit (kg (lb)) 1380 (1070 (1,826.5));
right external tank, lit (kg (lb)) 1385 (1073 (1,831.6));
Total, lit (kg (lb)) 2765 (2143 (3,658.1)).
Unusable fuel, lit (kg (lb)) 5 (4 (9)).
The fuels and their mixtures in use are given in Table 8.1 of Section 8 of the Flight Manual.
NOTE. In case of failure of one boost pump the amount of fuel in the tank with the failer pump
increases by 25 lit (19.4 kg) (33 lb).

(c) Normal Operation

Operating conditions (stage) Procedure

1. Fuel system test during During the preflight inspection, make sure that:
preparation for flight (a) There is no fuel leakage from the external tanks, accessories and
pipelines of the system.
Check reliable closing of filler neck caps and absence of plugs in the
drain intakes.
The mechanical shut-off valve in the cross-feed system should be
open.
(b) The fuel system control switches should be turned off and the valves
should be closed.
2. Before start of APU and During the preparation for flight, the flight engineer should do the following:
engines
(a) Turn on the following circuit breakers: FUEL SYSTEM (ТОПЛИВНАЯ
СИСТЕМА): FUEL TANK PUMPS STARTING, LEFT, RIGHT (НАСОСЫ
ТОПЛИВНЫХ БАКОВ ПУСКОВ, ЛЕВОГО, ПРАВОГО), FUEL QTY IND
(ТОПЛИВОМЕР), X-FEED VALVE (КРАН КОЛЬЦЕВ), SHUT-OFF
VALVES LEFT, RIGHT (ПЕРЕКРЫВ КРАНЫ ЛЕВЫЙ, ПРАВЫЙ),
TRANSFER SELECTOR VALVE (КРАН ПЕРЕКАЧ), in so doing, the
following annunciators will light up on the fuel system control panel: LH
INOPER (ЛЕВЫЙ НЕ РАБОТ), RH INOPER (ПРАВЫЙ НЕ РАБОТ), LH
CLOSED (ЛЕВЫЙ ЗАКРЫТ), RH CLOSED (ПРАВЫЙ ЗАКРЫТ).
(b) Check the fuel amount against the fuel quantity indicator.

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Continued

Operating conditions (stage) Procedure

(c) On the fuel system control panel, turn on/off alternately the X-FEED
VALVE (КРАН КОЛЬЦЕВ) switch and the TRANSFER SELECTOR
VALVE OPEN – AUTO – CLOSED (КРАН ПЕРЕКАЧ ОТКР –
АВТОМ – ЗАКР) selector switch to check serviceability of the cross-
feed and transfer valves monitoring their operation by illumination and
extinguishment of the X-FEED OPEN (КОЛЬЦЕВ ОТКРЫТ) and
TRANSFER OPEN (ПЕРЕКАЧ ОТКРЫТ) annunciators.
(d) Turn on the starting pump switch on the fuel system control panel: set
the TANK PUMPS START (НАСОСЫ БАКОВ ПУСКОВОЙ) switch to
the ON (ВКЛ) position, in so doing, the START OPER (ПУСКОВОЙ
РАБОТАЕТ) annunciator will come on;
– set the SHUT-OFF VALVES LEFT, RIGHT (ПЕРЕКРЫВ КРАНЫ
ЛЕВЫЙ, ПРАВЫЙ) selector switches to the OPEN (OTKP)
position, in so doing, the LH CLOSED (ЛЕВЫЙ ЗАКРЫТ), RH
CLOSED (ПРАВЫЙ ЗАКРЫТ) annunciators will come on;
– set the FUELLING – OFF – TEST (ЗАПРАВ – ОТКЛ – КОНТР)
selector switch to the TEST (КОНТР) position.
3. After start of APU After start of APU, proceed as follows:
– set the TRANSFER SELECTOR VALVE OPEN – AUTO – CLOSED
(КРАН ПЕРЕКАЧ ОТКР – АВТОМ – ЗАКР) selector switch on the
fuel system control panel to the AUTO (АВТОМ) position, in so doing,
the TRANSFER OPEN (ПЕРЕКАЧ ОТКРЫТ) annunciator will come
on;
– set the TANK PUMPS LEFT (НАСОСЫ БАКОВ, ЛЕВЫЙ) switch to
the ON (ВКЛ) position, in so doing, the LH INOPER (ЛЕВЫЙ НЕ
РАБОТ) annunciator will go out.
4. After engines start As soon as the main engines are started and their generators are switched
on, set the TANK PUMPS RIGHT (НАСОСЫ БАКОВ, ПРАВЫЙ) switch to
the ON (ВКЛ) position, in so doing, the RH INOPER (ПРАВЫЙ НЕ
РАБОТ) and the TRANSFER OPEN (ПЕРЕКАЧ ОТКРЫТ) annunciators
will go out.
5. After shut-down of APU After shut-down of the auxiliary power unit, proceed as follows:
– leave the TRANSFER VALVE OPEN – AUTO – CLOSED (КРАН
ПЕРЕКАЧКИ ОТКР – АВТОМ – ЗАКР) selector switch in the AUTO
(ABTOM) position;
– set the TANK PUMPS START (НАСОСЫ БАКОВ, ПУСКОВОЙ) switch
to the OFF (ОТКЛ) position, in so doing, the START OPER
(ПУСКОВОЙ РАБОТАЕТ) annunciator will go out.
6. Operation in flight The flight engineer in flight should monitor continuously operation of the
fuel system and amount of fuel in the fuel tanks reporting periodically the
total fuel remainder to the pilot every 15 to 20 min.

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Continued

Operating conditions (stage) Procedure

7. After landing After taxiing in to the parking area:

– activate the fuel transfer valve;
– switch off the right boost pump:
After engines shut-down
– close the shut-off valves;
– switch off the left fuel pump;
– set the TRANSFER VALVE OPEN – AUTO – CLOSED (КРАН
ПЕРЕКАЧКИ ОТКР – АВТОМ – ЗАКР) selector switch to the CLOSED
(ЗАКР) position.

NOTES: 1. When the helicopter is parked with not fully fuelled tanks with boost pumps inoperative, the LH TANK
FUEL LOW (ЛЕВ БАК МАЛО) or RH TANK FUEL LOW (ПРАВ БАК МАЛО) annunciator may come on.
After activation of the boost pumps and filling of uninterruptible fuel supply chambers, the
annunciator should go out.
2. On the ground and in flight with the fuel amount being less than 190 lit in each tank and with the
helicopter pitch angle exceeding +4o 30’, the 145 L FUEL REMAIN (ОСТАТОК 145 л)
annunciator may come on.
3. It is recommended to take readings of the fuel quantity indicator when flying level. In this case,
the readings will be within the tolerable error counted from the final value of the indicator scale:
– against the zero mark:
• when measured against the group scale (per tank) – ±2.5 %;
• when measured against the total scale – ±3 %;
– on other part of the scale during per-tank measurement and total – ±5 %.
At other power settings and during helicopter maneuvering, the fuel quantity indicator pointer may
oscillate and the LH TANK FUEL LOW (ЛЕВ БАК МАЛО), RH TANK FUEL LOW (ПРАВ БАК
МАЛО) annunciator may come on and go out (flicker). The pointer oscillation amplitude depends
on the rate of variation of fuel amount in the tanks.

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1. Additional Vent Pipeline 18. Water Drain Valve 600400M

2. Filler Neck 19. Water Drain Valve 600400M
3. Right External Fuel Tank 20. ECN-75B (ЭЦН-75Б) Electrically Driven
4. Right Electrically Driven Fire Cock Centrifugal Pump
5. Jet Pump 21. SD-29A (СД-29А) Pressure Switch
6. Right ECN-91S (ЭЦН-91С) Electrically Driven 22. SD-29A (СД-29А) Pressure Switch
Boost Pump 23. SD-29A (СД-29А) Pressure Switch
7. Jet Pump 24. Filler Neck
8. Left Engine Supply Pipeline 25. Water Drain Valve 600400M
9. Left Electrically Driven Fire Cock 26. Left ECN-91S (ЭЦН-91С) Electrically Driven
10. APU Supply Pipeline Boost Pump
11. Right Engine Supply Pipeline 27. Additional Vent Pipeline
12. Vent Pipeline 28. Electrically Driven Cross-Feed Valve
13. Vent Pipeline 29. Left External Fuel Tank
14. Cross-Feed Pipeline 30. Electrically Driven Transfer Valve
15. Jet Pump 31. Mechanical (manual) Shut-Off Valve
16. Jet Pump 32. External Fuel Tank Cross-Feed Pipeline
17. By-Pass Valve 637000

Fuel System
Figure 7.8.1

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7.9. Hydraulic System

(a) General Information and Design Features

The KAU-80B (КАУ-80Б) hydraulic actuators are installed in the longitudinal, lateral and yaw
control and collective pitch control channels.
Supply of combined accessories with the operating fluid (AMG-10 (АМГ-10) oil) is effected by the
helicopter hydraulic system comprising the main and auxiliary systems.
On the helicopter equipped with the KAU-80B (КАУ-80Б) hydraulic actuators, the main and
auxiliary hydraulic systems operate at a time.
The main hydraulic system supplies one of two KAU-80B (КАУ-80Б) hydraulic actuator chambers
and the autopilot servo units built into the KAU-80B (КАУ-80Б) hydraulic actuators. In addition, the
main hydraulic system feeds the collective pitch control lever friction clutch unlocking hydraulic
actuator and the variable stop hydraulic actuator in the helicopter longitudinal control system.
The auxiliary system feeds the second chamber of the KAU-80B (КАУ-80Б) hydraulic actuator.
Each chamber has the main and standby slide valves with microswitches. In case of main slide
valve failure (jamming), the standby one begins to operate.
In case of failure of the main and auxiliary hydraulic systems, one of the KAU-80B (КАУ-80Б)
hydraulic actuator chambers stops functioning, and the second one being fed from the normally
operating hydraulic system creates a force across the KAU-80B (КАУ-80Б) hydraulic actuator rods
sufficient to overcome the external load which ensures backing up of the helicopter control.
In case of failure of the hydraulic booster main slide valve in the altitude (yaw) channel, the autopilot
altitude (yaw) channel is disabled, and in the roll (pitch) channel, or in case of failure of the main
hydraulic system, autopilot is disabled through all channels, inconsiderable additional forces are
applied to the controls.
To prolong maintenance of the fluid operating pressure by the GA-77V (ГА-77В) automatic relief
valve, in the auxiliary hydraulic system, provision is made for the second hydraulic accumulator (like
in the main hydraulic system).
In the auxiliary hydraulic system, the MST-30A (МСТ-30A) pressure switch is installed.
The operating fluid pressure is built up by the NSh-39M (НШ-39М) high-pressure geared pumps of
the main and auxiliary hydraulic systems mounted on the main gearbox drives. This ensures
normal operation of the hydraulic system in case of engines failure and helicopter changeover to
the main rotor windmilling mode. The operating fluid is supplied to the pumps from the hydraulic
tank separated into two mutually isolated chambers one of which supplying the main hydraulic
system and the other – auxiliary hydraulic system.

(a) The main and auxiliary hydraulic systems include:

– the NSh-39M (НШ-39М) high-pressure geared pumps (2 pcs);

– two hydraulic accumulators in each hydraulic system;
– fine filters (4 pcs);
– two OK-10A non-return valves in each hydraulic system;
– the MST-30A (МСТ-30A) pressure switches (2 pcs) and ID-100 (ИД-100) transmitters of the DIM-100K
(ДИМ-100К) pressure gauge (2 pcs);
– the GA-171-00-2/T (ГA-171-00-2/T) metering unit;

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– the GA-74M/5 (ГA-74M/5) two-position valve (2 pcs) for connecting supply to the KAU hydraulic
actuator from the main and auxiliary hydraulic systems;
– the GA-77V (ГА-77В) automatic relief valves (2 pcs);
– the GA-192T (ГА-192T) collective pitch control lever friction clutch control distributor;
– the GA-192T (ГА-192T) variable stop hydraulic actuator control distributor;
– the delivery (2 pcs) and return (2 pcs) manifolds of the main and auxiliary hydraulic systems
mounted on the hydraulic system control panel;
– the UI1-100K (УИ1-100К) indicator of the DIM-100K (ДИМ-100К) pressure gauge (2 pcs);
– the 8A-5302-00 hydraulic tank;
– the hydraulic tank filler neck with filter;
– the 1925A-1-T airborne pressure valve of the main hydraulic system;
– the 1890A-3-T airborne suction valve of the main hydraulic system;
– the 1890A-3-T airborne suction valve of the auxiliary hydraulic system;
– the 1925A-1-T airborne pressure valve of the auxiliary hydraulic system;
– the lateral control KAU-80B (КАУ-80Б) hydraulic actuator;
– the collective pitch control KAU-80B (КАУ-80Б) hydraulic actuator;
– the yaw control KAU-80B (КАУ-80Б) hydraulic actuator;
– the longitudinal control KAU-80B (КАУ-80Б) hydraulic actuator;
– the throttle;
– the longitudinal control system variable stop hydraulic actuator;
– the collective pitch control lever friction clutch control hydraulic actuator.
The hydraulic system control panel is installed in the gearbox compartment in close vicinity to high-
pressure pumps and combined control accessories which are attached to the main gearbox.
Mounted on the fuselage port side between frames Nos 12 and 13 is a panel with four disconnect
valves for coupling the external servicing unit hoses during operation check of the hydraulic system
on the ground without starting the engines, as well as for filling the hydraulic system with the
operating fluid (AMG-10 (АМГ-10) oil) under pressure.
(c) For controlling and monitoring operation of the hydraulic system, the following elements are
mounted on the middle panel of the electrical control panel (Ref. Fig. 7.9.1):
– two DIM-100K (ДИМ-100К) pressure gauge indicators for measuring pressure of the operating
fluid in the main and auxiliary hydraulic systems;
– two red MAIN SYST FAIL (ОТКАЗ ОСН) and AUX SYST FAIL (ОТКАЗ ДУБЛ) annunciators
indicating failure of the main and auxiliary hydraulic systems;
– two yellow AUX SLD VLV MAIN SYST (РЕЗ ЗОЛОТ ОСНОВН) and AUX SLD VLV AUX SYST
(РЕЗ ЗОЛОТ ДУБЛ) annunciators indicating activation of the auxiliary slide valves of the fist or
second chambers in one of the KAU-80B (КАУ-80Б) hydraulic actuators;
– the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ – ДУБЛ) selector switch for disabling the
main or auxiliary hydraulic system;
– the TEST AUX SLIDE VALVES MAIN – OFF – AUX (ПРОВЕРКА РЕЗЕРВ ЗОЛОТ ОСН –
ОТКЛ – ДУБЛ) selector switch for checking activation of the auxiliary slide valves of the first
chambers of the KAU-80B (КАУ-80Б) hydraulic actuators supplied from the main hydraulic
system and for checking activation of the auxiliary slide valves of the second chambers of the
KAU-80B (КАУ-80Б) hydraulic actuators supplied from the auxiliary hydraulic system.

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The right circuit breaker panel carries the HYDRAULIC SYSTEM MAIN, STBY (ГИДРОСИСТ
ОСНОВН, ДУБЛИР) and HYDRAULIC SYSTEM OFF SLIDE VALVES (ГИДРОСИСТ ОТКЛ
ЗОЛОТНИКИ) circuit breakers.

(d) Basic Specifications of Hydraulic System

Number of autonomous hydraulic systems – two:

– main hydraulic system;
– auxiliary hydraulic system.
Hydraulic system type .................................................................................. Open, less hydraulic tank
pressurization
Operating fluid .............................................................................................. AMG-10 (АМГ-10) oil
Range of operating pressure in hydraulic systems, kgf/cm2 (psi)................ 42 to 73 (597 to 1,038)
Pressure in the system at which the pump operating mode is .................... 45±3 (640±43)
engaged, kgf/cm2 (psi)
Pressure in the system at which the pump is changed over........................ 65+8 (924+114)
to idle operation, kgf/cm2 (psi)
Pressure at which safety valve in the GA-77V (ГА-77В) ............................ 78+10 (1,109+142)
automatic relief valve actuates and fluid is returned to
tank, kgf/cm2 (psi)
Pressure for charging hydraulic accumulators with nitrogen ....................... 30±2 (427±28)
at temperature of ambient air and operating fluid of
(+25±10) oC, kgf/cm2 (psi)
Ambient air temperature range within which normal.................................... -60 to +60
operation of hydraulic system is provided, oC
Tolerable temperature of operating fluid, oC ................................................ +70, max.
Amount of oil in hydraulic system, lit............................................................ 22.
Pressure in main and auxiliary hydraulic systems ....................................... 30±5 (427±71)
at which the MST-30A (МСТ-30A) pressure switches
actuate to inform on activation of hydraulic systems, kgf/cm2 (psi)

(e) Normal Operation

Operating conditions (stage) Procedure

Visual inspection of Check level of the AMG-10 (АМГ-10) oil in the hydraulic tanks of the main
helicopter by flight engineer and auxiliary hydraulic systems against sight gauges.
The oil level in both tanks should be between the upper and lower marks
(with no pressure in the hydraulic systems)

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Continued

Operating conditions (stage) Procedure

Test check in flight Switch on the HYDRAULIC SYSTEM MAIN, STBY (ГИДРОСИСТ
compartment before engine ОСНОВН, ДУБЛИР) and HYDRAULIC SYSTEM OFF SLIDE VALVES
start (ГИДРОСИСТ ОТКЛ ЗОЛОТНИКИ) circuit breakers on the right circuit
breaker panel.
Make sure that the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ –
ДУБЛ) selector switch is set to the ON (ВКЛ) position and the TEST AUX
SLIDE VALVES MAIN – OFF – AUX (ПРОВЕРКА РЕЗЕРВ ЗОЛОТ ОСН
– ОТКЛ – ДУБЛ) selector switch occupies the OFF (ОТКЛ) position.
During engines start Monitor gradual rise of pressure in the main and auxiliary hydraulic
systems against the pressure gauge indicators arranged on the middle
panel of the electrical control panel to the value of 42 to 73 kgf/cm2 (597
to 1,038 psi).
As soon as the pressure of 30±5 kgf/cm2 (427±71 psi) is reached, the
MAIN SYST FAIL (ОТКАЗ ОСН) and AUX SYST FAIL (ОТКАЗ ДУБЛ)
annunciators should go out, the AUX SLD VLV MAIN SYST (РЕЗ ЗОЛОТ
ОСНОВН) and AUX SLD VLV AUX SYST (РЕЗ ЗОЛОТ ДУБЛ)
annunciators should be off.
Engines warming and run-up Check the hydraulic system and helicopter control at idle power, for which
purpose, proceed as follows:
– move the control stick, pedals and collective pitch control lever
gradually through 10 to 15 mm (0.4 to 0.6 in) from the neutral position
and make sure that the controls move smoothly, without sticking and
jerks, the pressure in the main and auxiliary hydraulic systems is
within the limits of 42 to 73 kgf/cm2 (597 to 1,038 psi).
Change over to operation from the auxiliary hydraulic system, for which
purpose, proceed as follows:
– set the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ – ДУБЛ)
selector switch to the OFF MAIN (ОТКЛЮЧ ОСН) position, in so
doing, the MAIN SYST FAIL (ОТКАЗ ОСН) annunciator will come on.
With the controls moved smoothly, pressure in the main and auxiliary
hydraulic systems should remain within the limits of 42 to 73 kgf/cm2
(597 to 1,038 psi);
– set the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ – ДУБЛ)
selector switch to the ON (ВКЛ) position, the MAIN SYST FAIL
(ОТКАЗ ОСН) annunciator will go out.
Change over to operation from the main hydraulic system, for which
purpose, proceed as follows:
– set the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ – ДУБЛ)
selector switch to the AUX (ДУБЛ) position, in so doing, the AUX
SYST FAIL (ОТКАЗ ДУБЛ) annunciator will come on;

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Continued

Operating conditions (stage) Procedure

– move the controls to make sure that pressure in the main and
auxiliary hydraulic systems is within the limits of 42 to 73 kgf/cm2 (597
to 1,038 psi);
– set the OFF MAIN – ON – AUX (ОТКЛЮЧ ОСН – ВКЛ – ДУБЛ)
selector switch to the ON (ВКЛ) position, the AUX SYST FAIL
(ОТКАЗ ДУБЛ) annunciator will go out and pressure in the main and
auxiliary hydraulic systems should be within the limits of 42 to 73
kgf/cm2 (597 to 1,038 psi).
Check activation of the KAU-80B (КАУ-80Б) hydraulic actuator auxiliary
slide valves, for which purpose, proceed as follows:
– with the controls fixed, set the TEST AUX SLIDE VALVES MAIN –
OFF – AUX (ПРОВЕРКА РЕЗЕРВ ЗОЛОТ ОСН – ОТКЛ – ДУБЛ)
selector switch to the MAIN (ОСН) position;
– move alternately and separately through 10 to 15 mm (0.4 to 0.6 in)
the control stick (in longitudinal and lateral directions), pedals and
collective pitch control lever;
– during movement of each control, the AUX SLD VLV MAIN SYST
(РЕЗ ЗОЛОТ ОСНОВН) annunciator should come on and additional
load (heaviness) should be applied to the controls; with the controls
fixed, the AUX SLD VLV MAIN SYST (РЕЗ ЗОЛОТ ОСНОВН)
annunciator will go out;
– set the TEST AUX SLIDE VALVES MAIN – OFF – AUX (ПРОВЕРКА
РЕЗЕРВ ЗОЛОТ ОСН – ОТКЛ – ДУБЛ) selector switch to the AUX
(ДУБЛ) position and follow the same procedure to check operation of
the auxiliary slide valves;
– during movement of the controls, the AUX SLD VLV AUX SYST (РЕЗ
ЗОЛОТ ДУБЛ) annunciator will come on and additional load will be
applied to the controls;
– with the controls fixed, set the TEST AUX SLIDE VALVES MAIN – OFF – AUX
(ПРОВЕРКА РЕЗЕРВ ЗОЛОТ ОСН – ОТКЛ – ДУБЛ) selector switch to the
OFF (ОТКЛ) position, in so doing, the AUX SLD VLV MAIN SYST (РЕЗ
ЗОЛОТ ОСНОВН) and AUX SLD VLV AUX SYST (РЕЗ ЗОЛОТ ДУБЛ)
annunciators should remain dead and additional load to the controls should
disappear.
CAUTION: 1. DURING CHECK OF ACTIVATION OF THE KAU-80B (КАУ-80Б) HYDRAULIC ACTUATOR SLIDE
VALVES BY SMOOTH MOVEMENT OF CONTROLS, THE AUX SLD VLV MAIN SYST (РЕЗ
ЗОЛОТ ОСНОВН) AND AUX SLD VLV AUX SYST (РЕЗ ЗОЛОТ ДУБЛ) ANNUNCIATORS MAY
FAIL TO COME ON. TO OBTAIN ILLUMINATION OF THESE ANNUNCIATORS, MOVE THE
CONTROLS MORE VIGOROUSLY.

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Continued

Operating conditions (stage) Procedure

2. IN CASE THE TEST AUX SLIDE VALVES MAIN – OFF – AUX (ПРОВЕРКА РЕЗЕРВ
ЗОЛОТ ОСН – ОТКЛ – ДУБЛ) SELECTOR SWITCH IS SET TO THE OFF (ОТКЛ)
POSITION AND THE AUX SLD VLV MAIN SYST (РЕЗ ЗОЛОТ ОСНОВН) AND AUX SLD
VLV AUX SYST (РЕЗ ЗОЛОТ ДУБЛ) ANNUNCIATORS FAIL TO GO OUT WITH
CONTROLS FIXED, SET THE TEST AUX SLIDE VALVES MAIN – OFF – AUX
(ПРОВЕРКА РЕЗЕРВ ЗОЛОТ ОСН – ОТКЛ – ДУБЛ) SELECTOR SWITCH TO THE MAIN
(ОСН) OR AUX (ДУБЛ) POSITION AGAIN AND RETURN IT TO THE OFF (ОТКЛ)
POSITION.

With the autopilot enabled, check the hydraulic system along with the
check of the autopilot (ref. para 7.19.1 (d) of the Flight Manual).

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Board with Hydraulic System Controls and Monitoring Instruments on Middle Panel of
Electrical Control Panel
Figure 7.9.1

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7.10. Fire Extinguishing System

(a) Brief Description

The fire extinguishing equipment serves for detection of, alarm on and elimination of fire in the
protected compartments.
The helicopter fire extinguishing equipment consists of the fire alarm and fire extinguishing
systems. Fire detection and crew alarm are ensured by the SSP-FK (ССП-ФК) electrical fire
detection system.
The SSP-FK (ССП-ФК) system ensures protection of all fire hazardous compartments: power plant
compartments (of the left and right engines), the AI-9V (АИ-9В) engine compartment.
The stationary fire extinguishing system consists of two ball-like bottles, type 1-4-4M with the fire
extinguishing agent with their discharge provided in two sequences. The stationary bottles are
charged with the fire extinguishing agent Halocarbon 12V1 (13B1), 5.64 kg (12,42 lb) in mass, and
are equipped with four explosive caps. Each explosive cap is opened by two squibs.
The helicopter passenger compartment accommodates two portable fire extinguishers with the
“Halocarbon” and “Water” fire extinguishing agents which are designed for extinguishing fire in the
flight and passenger compartments.
The fire extinguisher is actuated by pressing the lever on its handle.
The fire alarm system includes four red annunciators:
(1) the LEFT ENG FIRE (ПОЖАР ЛЕВ ДВ) and RIGHT ENG FIRE (ПОЖАР ПРАВ ДВ) two
annunciators, which warn on fire occurred in the helicopter left and right engine
compartments, respectively;
(2) the APU FIRE (ПОЖАР ВСУ) annunciator, which warns on fire in the AI-9V (АИ-9В) engine
compartment;
(3) the MWL (ЦСО) annunciator – an additional annunciator backing up illumination of any of
three main annunciators.
Along with it, the respective actuating unit transmits the signal to the flight data recorder system
and to the information reporting equipment which informs on the place of fire.

(b) Controls and Annunciators (Ref. Fig. 7.10.1)

The right circuit breaker panel carries the following circuit breakers: FIRE EXTINGUISHING
SYSTEM INDIC (ПРОТИВОПОЖАРНАЯ СИСТЕМА СИГНАЛИЗ), 1 SEQUENCE AUTO–MAN (1
ОЧЕРЕДЬ АВТОМАТ–РУЧН), 2 SEQUENCE AUTO–MAN (2 ОЧЕРЕДЬ АВТОМАТ–РУЧН).
Mounted on the middle panel of the electrical control panel are:
– the FIRE-FIGHTING – INDICATOR CHECK (ОГНЕТУШЕНИЕ – КОНТРОЛЬ ДАТЧИКОВ)
selector switch;
– the CARTRIDGES CHECK I – II (КОНТРОЛЬ ПИРОПАТРОНОВ I – II) selector switch;
– the INDICATOR CHECK (КОНТРОЛЬ ДАТЧИКОВ) wafer selector switch for channel-by-
channel serviceability check of the fire alarm system;
– the INDICATOR CHECK (КОНТРОЛЬ ДАТЧИКОВ) annunciator;
– three red annunciators: LEFT ENG FIRE (ПОЖАР ЛЕВ ДВ), RIGHT ENG FIRE (ПОЖАР ПРАВ ДВ)
and APU FIRE (ПОЖАР ВСУ);

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– six red buttons for manual activation of the sequence 1 and 2 fire extinguishers arranged under
the yellow annunciators of the sequences 1 and 2;
– three yellow annunciators 1 SEQUENCE (1 ОЧЕРЕДЬ) and three yellow annunciators 2
SEQUENCE (2 ОЧЕРЕДЬ) indicating actuation of sequence 1 and 2 fire extinguishers;
– the LH CLOSED (ЛЕВЫЙ ЗАКРЫТ) and RH CLOSED (ПРАВЫЙ ЗАКРЫТ) yellow
annunciators indicating closing and opening of fire cocks.

(c) Operating Data

Pressure in the stationary fire extinguishers is 150 kgf/cm2 (2,130 psi)

CAUTION: 1. NEVER START THE TV3-117VM (TB3-117BM) AND AI-9V (АИ-9В)
ENGINES AFTER EXTINGUISHMENT OF FIRE IN THEIR COMPARTMENTS
2. CHECK SERVICEABILITY OF THE FIRE EXTINGUISHING EQUIPMENT ELECTRICAL
SYSTEM WITH THE COMMAND RADIO SET SWITCHED OFF TO AVOID
TRANSMISSION OF VOICE FIRE WARNINGS ON THE AIR.

(d) Normal Operation

Operating conditions (stage) Procedure

1. Serviceability check of fire After switching on the electrical power sources, the flight engineer under
extinguishing equipment supervision of the pilot should do the following:
electrical system – switch off the command radio set;
– switch on all the FIRE EXTINGUISHING SYSTEM (ПРОТИВОПОЖАРНАЯ
СИСТЕМА) circuit breakers;
– set alternately the CARTRIDGES CHECK (КОНТРОЛЬ
ПИРОПАТРОНОВ) selector switch to positions I and II and check the
squib electrical circuits for continuity (the yellow annunciators on the
fire extinguishers annunciator panel should be dead);
– set the FIRE-FIGHTING – INDICATOR CHECK (ОГНЕТУШЕНИЕ –
КОНТРОЛЬ ДАТЧИКОВ) selector switch to the INDICATOR CHECK
(КОНТРОЛЬ ДАТЧИКОВ) position. In so doing, the INDICATOR
CHECK (КОНТРОЛЬ ДАТЧИКОВ) annunciator should come on;
– set the wafer selector switch alternately to all five channels.
With the selector switch set to positions 1 and 2, the LEFT ENG FIRE
(ПОЖАР ЛЕВ ДВ), RIGHT ENG FIRE (ПОЖАР ПРАВ ДВ) and APU
FIRE (ПОЖАР ВСУ) annunciators should come on.
With the selector switch set to positions 4, 5 and then 6, the APU
FIRE (ПОЖАР ВСУ) annunciator should be on and all other
annunciators should go out;

NOTE. Positions TEST (КОНТРОЛЬ) and 3 of this selector switch are not used.

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Continued

Operating conditions (stage) Procedure

– after check of the system, set the wafer selector switch to the OFF
(ОТКЛ) position and the FIRE-FIGHTING – INDICATOR CHECK
(ОГНЕТУШЕНИЕ – КОНТРОЛЬ ДАТЧИКОВ) selector switch – to
the FIRE-FIGHTING (ОГНЕТУШЕНИЕ) position.
2. System deactivation After taxiing in to the parking area and shutting down the engines, turn off the
FIRE EXTINGUISHING SYSTEM (ПРОТИВОПОЖАРНАЯ СИСТЕМА)
circuit breakers

CAUTION. TO AVOID ACTUATION OF THE FIRE EXTINGUISHERS OF THE FIRST (AUTOMATIC)

SEQUENCE OF THE SYSTEM, NEVER TURN THE WAFER SELECTOR SWITCH KNOB
FROM THE “OFF” (ВЫКЛ) POSITION WITH THE FIRE-FIGHTING – INDICATOR CHECK
(ОГНЕТУШЕНИЕ – КОНТРОЛЬ ДАТЧИКОВ) SELECTOR SWITCH SET TO THE FIRE-
FIGHTING (ОГНЕТУШЕНИЕ) POSITION OR SET THE FIRE-FIGHTING – INDICATOR
CHECK (ОГНЕТУШЕНИЕ – КОНТРОЛЬ ДАТЧИКОВ) SELECTOR SWITCH TO THE FIRE-
FIGHTING (ОГНЕТУШЕНИЕ) POSITION BEFORE THE WAFER SELECTOR SWITCH IS
SET TO THE “OFF” (ВЫКЛ) POSITION.

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1. Fire Extinguisher Bottles

2. Fire Extinguishing Fluid Discharge Pipe
3. Rear Portable Fire Extinguisher
4. Spray Diffusers in APU Compartment
5. Spray Rings
6. Front Portable Fire Extinguisher
7. Annunciators Not in Use
8. Buttons Not in Use

Fire Extinguishing System

Figure 7.10.1

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7.11. Electrical Power System

(a) Brief Description

The electrical power system serves to provide electrical power to the entire helicopter equipment
on the ground and in the air.
The electrical power system consists of a primary AC system of 115/200 V, 3 phase, 400 Hz, a
secondary DC system with a rated voltage of 27 V and an emergency system built as a part of the
primary and secondary systems.
The sources of the primary system are two generators of 40 kVA power each, rotated by the main
gearbox. The neutral power wire of the generators is connected to the helicopter airframe for powering the
consumers of 115 V, 1 phase, 400 Hz.
The generators operate separately each supplying its own channel.
The primary system includes the distribution system comprising the generator No. 1 busbars, generator
No. 2 busbars to which the respective generators are connected, the generator busbars of 115/200 V, 3
phase, 400 Hz, which are the main in the AC power distribution system. On the ground, in the absence
of the external power source with the APU started and the STG-3 (CTГ-3) starter-generator operating
as a generator for the purpose of checking the equipment, the generator busbars of 115/200 V, 3
phase, 400 Hz, may be powered from the PTS-800BM (ПТС-800БМ) inverter, for which purpose the
EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) switch should be turned on.
In the primary electrical power system, two transformers are installed – the main and the standby
ones converting the voltage of 115/200 V, 3 phase, 400 Hz, into the voltage of 36 V, 3 phase, 400 Hz,
for powering the navigation system consumers, and two transformers of 36 V, 1 phase, 400 Hz – the
main and the standby ones, for powering pressure gauges of the engines and transmission.
The emergency AC power system (static inverter busbars) is built as a part of the primary AC
power system and with at least one generator operating it is powered from the generator busbars
of 115/200 V, 3 phase, 400 Hz. In case of failure of two generators, the busbars are powered
from the PTS-800BM (ПТС-800БМ) inverter automatically or manually.
The secondary system is essentially a DC system with a rated voltage of 27 V built around a single-
wire circuit where the helicopter airframe is used as a negative wire. The main sources of this
system are two rectifiers, type VU-6B (ВУ-6Б), of 6-kW power, each operating in parallel with the
main power source of the emergency system – storage battery (SAFT 26108-1).
In case of normal operation, the VU-6B (ВУ-6Б) rectifiers Nos 1 and 2 receive power from the busbars
of generators Nos 1 and 2, respectively, and in the event of failure of the generator of one of the
channels, they are connected to the busbars of the operable generator.
On the ground in the absence of the external power source, the DC current consuming equipment
is checked with the aid of the STG-3 (CTГ-3) starter-generator.
The DC power distribution system is built around a two-channel circuit. With the electrical power
system operating normally, the channels operate separately. Each channel is provided with rectifier
busbars and battery busbars of the first and second channels. In case of failure of any rectifier, the
channels are jointed and supplied from the operable rectifier.
The emergency DC system is built as a part of the main DC system. The main sources of the
emergency system are two storage batteries, type SAFT 26108-1, which in emergency flight operate
in parallel. The standby power source of the emergency system is the STG-3 (CTГ-3) starter-
generator installed on the APU, which allows to increase the time of flight in case of failure of both
generators.

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Specifications of Storage Battery 26108-1

Minimum open-circuit voltage .................................................................................. 25.5 V
Rated voltage........................................................................................................... 24 V
Rated capacity at hourly discharge current ............................................................. 26 A h
Operating temperature range .................................................................................. minus 5 to +71 oC
Battery mass............................................................................................................ 24.5 kg
For monitoring the temperature conditions of the batteries 26108-1, the helicopter light indication
system is provided with two BATT 1 TEMP HI (АККУМ 1 Т ВЫСОКА) and BATT 2 TEMP HI
(АККУМ 2 Т ВЫСОКА) annunciators.
Illumination of the annunciator testifies to rise of the battery temperature above 71 oC initiated by
the charging currents – beginning of “thermal acceleration”, or to battery overheat caused by the
ambient air temperature.
The battery temperature conditions indicating system is connected to the helicopter systems
“Check of indicator lamps” and “Flasher”.
When comes on, the annunciator will remain glowing till the indication circuit is opened by the
temperature sensor as the battery cools down.

CAUTION. REPEATED ENABLING OF THE STORAGE BATTERY IS PERMITTED ONLY FOR

COMPLETION OF THE FLIGHT WITH BOTH AC GENERATORS FAULTY.

To fully de-energize the helicopter in case of emergency (with fire source unknown and after
emergency landing), provision is made for the POWER (БОРТ СЕТЬ) dual switch.
On the helicopter, provision is made for connection of the external AC power source with the aid of
a plug connector.
Using the external power source with the rectifiers activated, all electrical systems except for the
main and tail rotor ice protection system and dust protection device can be powered and checked
for serviceability, and the AI-9V (АИ-9В) engine can be started.

(b) Controls, Monitoring and Alarm Devices

The controls, monitoring and alarm devices of the electrical power system are arranged on the
central console and electrical control board provided with two panels – DC and AC power panels.
The central console carries the POWER (БОРТ СЕТЬ) dual switch with the ON – OFF (ВКЛ –
ОТКЛ) positions located under a safety cap.
Arranged on the DC power panel (Ref. Fig. 7.2.12) are:
– two DC ammeters with a measurement range of 0 to 500 A for measuring the discharge (load)
current of the storage batteries and indication of the charging conditions;
– the ammeter and the CURRENT CHECK (КОНТРОЛЬ ТОКА) wafer selector switch which allow
to monitor the source loads according to the position of the wafer selector switch;
– two BATTERIES 1, 2 (АККУМУЛЯТОРЫ 1, 2) switches for activation/deactivation of the
respective battery;
– the DC voltage level indicator with a measurement range of 0 to 30 V and the wafer selector
switch for changing over the measurement points;

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– two RECT 1 INOPER (ВУ 1 НЕ РАБОТАЕТ) and RECT 2 INOPER (ВУ 2 НЕ РАБОТАЕТ)
yellow annunciators testifying to the fact that the respective rectifier is de-energized or fails to
get energized;
– two RECTIFIERS 1, 2 (ВЫПРЯМИТЕЛИ 1,2) switches for activation/deactivation of the
rectifiers;
– the EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) red annunciator testifying to activation of the
respective mode of the electrical power system operation for equipment test on the ground with
the APU generator operating;
– the EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) switch for activation of the equipment ground
test mode of the electrical power system operation;
– the STBY GEN (РЕЗЕРВ ГЕНЕР) switch for switching on/off the STG-3 (CTГ-3) starter-
generator;
– the VOLT REGULATOR INCR – DECR (РЕГУЛИР НАПРЯЖ М – Б) remote resistor for
correction of the STG-3 (CTГ-3) starter-generator voltage level.
Arranged on the right panel of the electrical control panel are (Ref. Fig. 7.2.9):
– two BATT 1 TEMP HI (АККУМ 1 Т ВЫСОКА) and BATT 2 TEMP HI (АККУМ 2 Т ВЫСОКА) red
annunciators.
Arranged on the AC panel are (Ref. Fig. 7.2.12):
– two ammeters with a measurement range of 0 to 150 A for measuring the load current of
generators Nos 1 and 2;
– the voltage indicator with a measurement range of 0 to 150 V for measuring the voltage across
the plug connector terminals and the inverter busbars or busbars of the generators Nos 1 and 2
versus the position of the VOLTAGE CHECK (КОНТРОЛЬ НАПРЯЖЕНИЯ) wafer selector
switch and the GENERATORS – INV, EXT POWER (ГЕНЕРАТОРЫ – ПТС – АЭР ПИТАН)
selector switch;
– two three-position selector switches: GENERATORS 1 and 2 – OFF – CHECK (ГЕНЕРАТОРЫ
1 и 2 – ОТКЛ – КОНТРОЛЬ) for checking the generators, their activation and deactivation;
– two red annunciators: GEN 1 OFF (ГЕН № 1 ОТКЛЮЧ) and GEN 2 OFF (ГЕН № 2 ОТКЛЮЧ)
indicating disabled state of the generators;
– two three-position selector switches: 36V XFMR (ТР–Р 36В) and INV (ПТС) with the positions
AUTO – OFF – MAN (АВТ – ОТКЛ – РУЧНОЕ) for controlling them in the respective mode;
– the EXT POWER (АЭР ПИТАН) switch for connection/disconnection of the external power
source;
– the VOLTAGE CHECK GENERATORS – INV, EXT POWER (КОНТРОЛЬ НАПРЯЖЕНИЯ
ГЕНЕРАТОРЫ – ПТС, АЭР ПИТАН) selector switch for checking the voltage of the generators
or standby inverter and external power source;
– the wafer selector switch for checking voltage across the A, B and C busbars of the generators,
external power source and inverter;
– the ∼36V AC RESERVE (∼36В РЕЗЕРВ) yellow annunciator indicating automatic or manual
changeover of the 36-V, 3-phase, 400-Hz power supply of the busbars from the main
transformer to the standby one;
– the INV ON (ПТС ВКЛЮЧЕН) yellow annunciator testifying to manual or automatic activation of
the inverter;

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– the STBY LINE ON (РЕЗЕРВ ЛИНИЯ ВКЛ) yellow annunciator testifying to changeover of the
115/200-V, 3-phase, 400-Hz power supply of the generator busbars from the generator No. 2
busbars to the generator No. 1 ones;
– the EXT POWER RECEPT ON (АЭР ПИТ ПОДКЛЮЧ) yellow annunciator notifying the crew on
mechanical coupling of the external power source wire bundle to the helicopter electrical system
regardless of the presence of the voltage at the external power source and connection of the
external power source to the helicopter electrical system.
Arranged on the side panel of the electrical control panel are:
– the XFMR ДИМ (ТРАНСФ ДИМ) selector switch with the MAIN – STBY (ОСНОВ – РЕЗЕРВ)
positions;
– two green annunciators: GEN 1 TEST (ГЕН 1 КОНТРОЛЬ) and GEN 2 TEST (ГЕН 2
КОНТРОЛЬ) testifying to continuity of the generator electrical circuits during their check.

(c) Normal Operation

Operating conditions (stage) Procedure

1. Activation and check of Prior to beginning the work, connect the batteries to the helicopter
storage batteries for electrical system and check condition of the storage batteries, for which
serviceability purpose, proceed as follows:
– on the DC power control panel, set the wafer selector switch
alternately to the BATTERIES 1 (АККУМУЛЯТОРЫ 1), then – 2
positions and make sure that the open-circuit voltage across each
battery is at least 25.5 V against the voltage indicator;
– switch on the lights, set the Pitot system and navigation lights heating
to 100 %, activate the fuel pumps and the inverter;
– turn on for 3 to 5 s the BATTERIES 1 (АККУМУЛЯТОРЫ 1) switch
and make sure that the load against the voltmeter is 85 to 100 A, and
the voltage indicator reads at least 24 V with the wafer selector switch
set to the BATTERIES 1 (АККУМУЛЯТОРЫ 1) position;
– set the wafer selector switch to the BATTERIES 2 (АККУМУЛЯТОРЫ 2)
position;
– turn on for 3 to 5 s the BATTERIES 2 (АККУМУЛЯТОРЫ 2) switch
and turn off the BATTERIES 1 (АККУМУЛЯТОРЫ 1) switch;
– make sure that the voltage is at least 24 V against the indicator;
– turn off the activated electric power consumers;
– turn on the BATTERIES 1 (АККУМУЛЯТОРЫ 1) switch;
– with the storage batteries activated the RECT 1 INOPER (ВУ 1 НЕ
РАБОТАЕТ), RECT 2 INOPER (ВУ 2 НЕ РАБОТАЕТ), GEN 1 OFF (ГЕН
№ 1 ОТКЛЮЧ) and GEN 2 OFF (ГЕН № 2 ОТКЛЮЧ) annunciators will
come on;
– for checking serviceability of other annunciators, turn on the LAMP
TEST (ПРОВЕРКА ЛАМП) switch.

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Operating conditions (stage) Procedure

After check of the storage batteries, it is permitted to start the APU.

2. Connection of external To activate the external power source, proceed as follows:
power source – check the storage batteries in accordance with para 1;
– couple the external power source receptacle with the plug of the
helicopter part of the connector, in so doing, the EXT POWER
RECEPT ON (АЭР ПИТ ПОДКЛЮЧ) annunciator will come on;
– set the GENERATORS – INV, EXT POWER (ГЕНЕРАТОРЫ – ПТС –
АЭР ПИТАН) selector switch to the INV, EXT POWER (ПТС – АЭР
ПИТАН) position;
– set the VOLTAGE CHECK (КОНТРОЛЬ НАПРЯЖЕНИЯ) wafer
selector switch alternately to positions A, B, C and EXT POWER (АЭР
ПИТАН), the voltage against the indicator should be 115 to 119 V;
– set the INV (ПТС) selector switch to the AUTO (АВТОМАТ) position,
the INV ON (ПТС ВКЛЮЧЕН) and the STBY LINE ON (РЕЗЕРВ
ЛИНИЯ ВКЛ) annunciators will come on;
– set the VOLTAGE CHECK (КОНТРОЛЬ НАПРЯЖЕНИЯ) wafer
selector switch alternately to positions A, B, C and INV (ПТС), the
voltage against the indicator should be 115 to 119 V;
– set the 36V XFMR (ТР–Р 36В) selector switch to the AUTO (ABTOMAT)
position, the ∼36V AC RESERVE (∼36В РЕЗЕРВ) annunciator will come on;
– set the EXT POWER (АЭР ПИТАН) switch to the ON (ВКЛ) position,
the ∼36V AC RESERVE (∼36В РЕЗЕРВ), STBY LINE ON (РЕЗЕРВ
ЛИНИЯ ВКЛ) and INV ON (ПТС ВКЛЮЧЕН) annunciators will go out;
– set the GENERATORS – INV, EXT POWER (ГЕНЕРАТОРЫ – ПТС
– АЭР ПИТАН) selector switch to the GENERATORS (ГЕНЕРАТОРЫ)
position;
– using the VOLTAGE CHECK (КОНТРОЛЬ НАПРЯЖЕНИЯ) wafer
selector switch check presence of the 115– to 119-V voltage across
the busbars of generators 1 and 2;
– set the RECTIFIERS 1, 2 (ВЫПРЯМИТЕЛИ 1,2) switches to the ON
(ВКЛ) position, in so doing, the RECT 1 INOPER (ВУ 1 НЕ
РАБОТАЕТ) and RECT 2 INOPER (ВУ 2 НЕ РАБОТАЕТ) annunciators
should go out;
– set the wafer selector switch on the DС (ПОСТОЯННЫЙ ТОК) board to
the RECT BUS CHANNELS 1, 2 (ШИНА ВУ КАНАЛЫ 1, 2) position and
check the voltage across the rectifier busbar (it should be 27 to 29 V),
then set the wafer selector switch to the OFF (ОТКЛ) position;
– check the batteries charging current.

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Continued

Operating conditions (stage) Procedure

Upon completion of these operations, the APU may be started.

NOTES: 1. At low load across the busbars of rectifiers Nos 1 and 2, cyclic disabling of one of the rectifiers
is possible.
2. The charging current of the normally charged batteries should not exceed 10 A. If the batteries
are charged insufficiently, the charging current upon activation of the rectifier may exceed 10 A,
but in this case, it should decrease as the batteries are charged and in 30 min of rectifier
operation it should not exceed 10 A.

3. Activation of APU generator In the absence of external power sources for checking the helicopter
for ground check of systems, the STG-3 (CTГ-3) starter-generator of the APU is used.
equipment

NOTES: 1. The STG-3 (CTГ-3) starter-generator can be used for checking all equipment except for the
consumers connected to the busbars of AC generators 1 and 2.
2. Due to limited power of the starter-generator (3 kW) and inverter (800 VA), they should be
used only alternately for checking the equipment.
The STG-3 (CTГ-3) starter-generator current value during check of the equipment should not
exceed 100 A.

To this end, proceed as follows:

– check the battery voltage;
– check serviceability of the fire extinguishing system;
– start the APU;
– turn on the STBY GEN (РЕЗЕРВ ГЕНЕР) switch on the DC
(ПОСТОЯННЫЙ ТОК) board;
– set the voltage test wafer selector switch to the STBY GEN (РЕЗЕРВ
ГЕНЕР) position and refer to the indicator to check the APU
generator voltage (it should be 28.5 V), if necessary, adjust it with the
aid of the VOLT REGULATOR INCR – DECR (РЕГУЛИР НАПРЯЖ
М – Б) rheostat;
– set the INV (ПТС) and 36V XFMR (ТР-Р 36В) selector switches on
the AC (ПЕРЕМЕННЫЙ ТОК) board to the MAN (РУЧНОЕ) position,
then – to the AUTO (АВТОМАТ) position, in so doing, the ∼36V AC
RESERVE (∼36В РЕЗЕРВ), INV ON (ПТС ВКЛЮЧЕН) and the
STBY LINE ON (РЕЗЕРВ ЛИНИЯ ВКЛ) annunciators will come on;
– make sure that the AC voltage is present, for which purpose, proceed as
follows:

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Continued

Operating conditions (stage) Procedure

– set the GENERATORS – INV, EXT POWER (ГЕНЕРАТОРЫ – ПТС –

АЭР ПИТАН) selector switch to the INV, EXT POWER (ПТС – АЭР
ПИТАН) position, set the wafer selector switch on the AC
(ПЕРЕМЕННЫЙ ТОК) board alternately to the INV (ПТС) A-B-C
positions (it should be within 115 to 119 V);
– set the INV (ПТС) and 36V XFMR (ТР-Р 36В) selector switches to
the MAN (РУЧНОЕ) position, in so doing, the STBY LINE ON
(РЕЗЕРВ ЛИНИЯ ВКЛ) annunciator will go out;
– turn on the EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) switch, in so
doing, the EQUIPMENT TEST (ПРОВЕРКА ОБОРУД) annunciator
will come on.
Upon completion of these actions, the DC and AC consumers may be
connected for check.

4. Connection of AC For connecting the generators to the helicopter electrical system, the
generators and rectifiers right-hand correction power should be selected with the main rotor
rotational speed being at least 88 % and the pilot should order the flight
engineer to check serviceability of the electrical power system and to
activate it in the following sequence:
– press the GENERATORS 1, 2 (ГЕНЕРАТОРЫ 1, 2) selector
switches to the CHECK (КОНТРОЛЬ) position, in so doing, the GEN
1 TEST (ГЕН 1 КОНТРОЛЬ) and GEN 2 TEST (ГЕН 2 КОНТРОЛЬ)
annunciators should come on for no longer than 5 s, and upon
release of the selector switches, these annunciators should go out;
– to switch on the AC electrical power system, first, set the
GENERATORS 2 (ГЕНЕРАТОРЫ 2) selector switch to the on
position, then, as soon as the GEN 2 OFF (ГЕН № 2 ОТКЛЮЧ)
annunciator goes out, set the GENERATORS 1 (ГЕНЕРАТОРЫ 1)
selector switch to the on position. As soon as the GEN 1 OFF (ГЕН
№ 1 ОТКЛЮЧ) annunciator goes out, set the EXT POWER (АЭР
ПИТАН) switch to the OFF (ОТКЛ) position;
– set the GENERATORS – INV, EXT POWER (ГЕНЕРАТОРЫ – ПТС –
АЭР ПИТАН) selector switch to the GENERATORS (ГЕНЕРАТОРЫ)
position;
– using the VOLTAGE CHECK (КОНТРОЛЬ НАПРЯЖЕНИЯ) wafer
selector switch check presence of the 115– to 119-V voltage across
the busbars of generators 1 and 2;
– uncouple the external power source receptacle from the helicopter
connector plug, in so doing, the EXT POWER RECEPT ON (АЭР ПИТ
ПОДКЛЮЧ) annunciator will go out;

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Continued

Operating conditions (stage) Procedure

– set the standby power sources selector switches 36V XFMR (ТР-Р 36В)
and INV (ПТС) to the AUTO (АВТОМАТ) position;

– set the XFMR ДИМ (ТРАНСФ ДИМ) selector switch to the MAIN
(ОСНОВ) position;
– set the RECTIFIERS 1, 2 (ВЫПРЯМИТЕЛИ 1,2) switches to the ON
(ВКЛ) position, in so doing, the RECT 1 INOPER (ВУ 1 НЕ РАБОТАЕТ)
and RECT 2 INOPER (ВУ 2 НЕ РАБОТАЕТ) annunciators should go out;
– set the wafer selector switch on the DС (ПОСТОЯННЫЙ ТОК) board
to the RECT BUS CHANNELS 1, 2 (ШИНА ВУ КАНАЛЫ 1, 2)
position and check the voltage across the rectifier busbar (it should
be 27 to 29 V), then set the wafer selector switch to the OFF (ОТКЛ)
position;
– refer to the DC and AC power boards to check extinguishment of all
annunciators;
– switch on the required equipment and check its operation.
5. Flight engineer’s actions Make sure that:
before taxi-out – the batteries, rectifiers and generators are switched on;
– the auxiliary power unit is off;
– the 36V XFMR (ТР-Р 36В) and INV (ПТС) switches are set to the
AUTO (АВТОМАТ) position;
– the XFMR ДИМ (ТРАНСФ ДИМ) selector switch is set to the MAIN
(ОСНОВ) position;
– the EXT POWER RECEPT ON (АЭР ПИТ ПОДКЛЮЧ) annunciator
is dead;
– the EXT POWER (АЭР ПИТАН) switch is turned off;
– the external power source is disconnected;
– all annunciators on the AC (ПЕРЕМЕННЫЙ ТОК) and DС
(ПОСТОЯННЫЙ ТОК) boards are turned off.
6. Flight engineer’s actions in Every 30 min of flight check the battery charging current which should not
flight exceed 10 A.
7. System deactivation After taxiing in to the parking area:
– turn off all electric power consumers except for the fire cocks, fire
extinguishing system, engine monitoring instruments, hydraulic systems,
dust protection device and required lighting equipment;
– switch off the rectifiers and generators;

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Continued

Operating conditions (stage) Procedure

– as soon as the engines are shut-down, switch off all remaining consumers
and then – storage batteries.

CAUTION. THE TIME OF PROVIDING CATEGORY I POWER CONSUMERS WITH ELECTRIC POWER IN
THE EVENT OF TWO GENERATORS FAILURE MAKES UP 30 MIN WITH BATTERIES
OPERATING AND 60 MIN WITH THE APU GENERATOR ACTIVATED.

(d) Electrical Power System Operating Data

T a b l e 7.11.1

Parameter value
Unit of
Parameter
measurement
minimum normal maximum

Rated voltage V – 115/200 –

Phase voltage V 115 117 119
Frequency Hz 380 400 420
Number of phases – – 3 –
Rated power of: kVA
– whole system – 80 –
– each channel – 40 –
DC voltage V 25.4 27 29.4
Open-circuit voltage of storage battery
(emf)
– less load V 25.5 – –
– with load of 85 to 100 A V 23 – –
Time of providing category I consumers 60
with electrical power with two generators min 30 – (with APU
faulty generator on)

(e) List of category I consumers still powered after failure of two generators:
1. Engine monitoring instruments
2. The ERD-3VM (ЭРД-3ВМ), RT-12-6 (PT-12-6) regulators
3. Left external tank fuel pump and starting pump
4. Transmission monitoring instruments
5. The SPUU-52 (СПУУ-52) tail rotor maximum pitch limit system
6. The AGB-96D (АГБ-96Д) gyro horizons (left)

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7. The BUR-1-2 (БУР-1-2) flight data recorder

8. The ARK-15M (APK-15M) automatic direction finder
9. Fire extinguishing system
10. Fuel quantity indicator
11. Warning and caution system
12. Radio altimeter
13. The ORLAN-85ST (ОРЛАН-85СТ) command radio set (main)
14. Information reporting equipment
15. Icing detector
16. Recorder
17. The KMA24N-70 (KMA24H-70) intercommunication equipment (left)
18. The FPP-7M (ФПП-7М) light, right
19. Pitot heater, left
20. Emergency lighting equipment
21. Instruments and panels lighting equipment
22. Navigation lights
23. Pilot’s windshield wiper
24. Pilot’s and co-pilot’s dome lights
25. Pilot’s light

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7.12. Ice Protection System

(a) Brief Description

The helicopter ice protection system (IPS) serves for protection of the main and tail rotor blades,
engine inlets with dust protection device, flight compartment windshields, as well as Pitot static
tubes and icing detector from icing.
The IPS of rotors, windshields, Pitot static tubes and SO-121VM (CO-121BM) detector is a
thermoelectrical one. The IPS of the engine inlets employs hot air. For heating, use is made of the hot
air bled from the engine compressors. Hot oil is used for heating upright posts of the engine inlets.
The ice protection system of the dust protection device is a combined one – it employs hot air and
electrical heating system.
The ice protection systems of the rotors, right engine with dust protection device and that of the
windshields are activated automatically by the signal of the SO-121VM (CO-121BM) detector or
manually.
The IPS of the left engine with the dust protection device and Pitot tube are activated only
manually.
The electrical heating system is powered by the AC voltage of 200 V, 400 Hz.
The IPS of the rotor blades is of a cyclic action, heating of the sections is changed over with the aid
of a programming mechanism which for one cycle ensures heating of each section of the main and
tail rotors within 38.5 s and cooling within 115.5 s for the main rotor section and within 38.5 s for the
tail rotor section.
The helicopter is provided with the following devices as an icing detector:
– the SO-121VM (CO-121BM) detector;
– the visual icing detector.
The SO-121VM (CO-121BM) icing detector ensures generation of the icing initiation signal,
continuous indication during flight in the icing area and automatic activation of the ice protection
system.
The principle of detector operation is based on dependence of the output signal frequency on the
thickness of the ice coating on its sensing element – membrane.
When the helicopter leaves the icing area, the detector stops transmitting the signals, deactivation
of the ice protection system should be effected manually.
The SO-121VM (CO-121BM) icing detector transducer is installed in the fan air intake tunnel and
the mounting frame with the inverter – on the left rack in the flight compartment.
Under icing conditions, ice precipitates on the membrane which results in increase of the
membrane rigidity and increase of the vibrational frequency. The inverter generates the signal for
activation of the IPS and illumination of the annunciators on the left panel of the electrical control
panel: ICING (ОБЛЕДЕН), ICE PROT SYS ON (ПОС ВКЛЮЧЕНА), RH ENG HEAT (ОБОГРЕВ
ДВИГ ПР), RH FRONT DUST PROT (ПРАВ ПЗУ ПЕРЕДН), RH REAR DUST
PROT (ПРАВ ПЗУ ЗАДН), the ICING (ОБЛЕДЕНЕНИЕ) and HEAT (ОБОГРЕВ) indicators on the
inverter and for activation of the icing detector transducer heating.
The visual icing detector is essentially a rod mounted on the LH sliding blister in the field of pilot’s
view and constitutes an additional means for icing detection.
For cleaning the flight compartment windshield from drops of rain and wet snow, provision is made
for windshield wipers which on the ground and in flight are activated as the need arises.

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(b) Controls and Monitoring Devices

(a) The right circuit breaker panel carries the following circuit breakers: ICE PROTECTION SYSTEM
(ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ СИСТЕМА) – CTL (УПРАВЛ), ENG DP – LEFT – RIGHT
(ПЗУ ДВИГАТ – ЛЕВОГО – ПРАВОГО), ICE DETECT (CO-121), GLASSES (СТЕКОЛ), W/S
WIPER – LEFT – RIGHT (СТЕКЛООЧИСТ – ЛЕВЫЙ – ПРАВЫЙ).
(b) The left panel of the electrical control panel carries the ICE PROTECTION SYSTEM
(ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ СИСТЕМА) panel (Ref. Fig. 7.12.1). The following controls
and indicators are mounted thereon:
the GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН – АВТОМ) selector switch and the OFF
(ОТКЛ) button; the HEATING ON – OFF DP LH ENG (ОБОГРЕВ ВКЛ – ОТКЛ ДВИГ ПЗУ
ЛЕВ) switch, the HEATING MAN – AUTO (ОБОГРЕВ РУЧНОЕ – АВТОМАТ), DP RH ENG
(ДВИГ ПЗУ ПРАВ) and GLASSES (СТЕКОЛ) selector switches;
Arranged under the control panel are the following annunciators:
ICING (ОБЛЕДЕН) – red;
ICE PROT SYS ON (ПОС ВКЛЮЧЕНА) – green;
ROTOR IPS FAIL (ОТКАЗ ПОС НВ) – yellow;
LH ENG HEAT (ОБОГРЕВ ДВИГ ЛЕВ) – green;
RH ENG HEAT (ОБОГРЕВ ДВИГ ПРАВ) – green;
LH FRONT DUST PROT (ЛЕВ ПЗУ ПЕРЕДН) – green;
RH FRONT DUST PROT (ПРАВ ПЗУ ПЕРЕДН) – green;
LH REAR DUST PROT (ЛЕВ ПЗУ ЗАДН) – green;
RH REAR DUST PROT (ПРАВ ПЗУ ЗАДН) – green;
ICE DETECT OK (СО-121 ИСПРАВЕН) – green.
Mounted on the left panel of the electrical control panel for checking the IPS electrical heating
system are:
– ammeter;
– the LOAD CURRENT (ТОК ПОТРЕБИТЕЛЕЙ) wafer selector switch with the positions: OFF
(ВЫК), MAIN ROTOR BLADES (ЛОПАСТИ НЕСУЩЕГО ВИНТА) 1, 2, 3, 4, 5 (according to
sections), TAIL ROTOR (ХВОСТ ВИНТ), GLASSES (СТEКОЛ), DP – LH – RH (ПЗУ – ЛЕВ – ПРАВ);
green annunciators: SECTION 1 (1 СЕКЦИЯ), SECTION 2 (2 СЕКЦИЯ), SECTION 3 (3
СЕКЦИЯ), SECTION 4 (4 СЕКЦИЯ).

(c) Arranged on the left and right boards of the electrical control panel are:

– the HEATING PITOT LH 1, RH 2 (ОБОГРЕВ ПВД ЛЕВ 1, ПРАВ 2), SIGNAL (СИГНАЛ),
HEATING PITOT – SIGNAL, LH 2, RH 1 (ОБОГРЕВ ПВД – СИГНАЛ, ЛЕВ 2, ПРАВ 1);
– each board carries two PITOT OFF (ПВД ОТКЛ) yellow annunciators.

(d) The left and right boards of the electrical control panel carry the W/S WIPER (СТЕКЛООЧИСТИТЕЛЬ)
selector switches having the positions: 1 ST SPEED (1 СКОР), 2 ND SPEED (2 СКОР), OFF (ОТКЛ),
START (ПУСК), RESET (СБРОС).

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CAUTION: 1. AT AN AIR TEMPERATURE OF BELOW MINUS 20 OC DO NOT SELECT THE

2ND SPEED OF THE WINDSHIELD WIPER.
2. WITH THE SELECTOR SWITCH SET TO THE RESET (СБРОС) POSITION,
THE WINDSHIELD WIPERS OCCUPY THE EXTREME POSITION AND DO
NOT INTERFERE WITH OBSERVATION.

(c) Operating Data

1. The helicopter ice protection system ensures efficient protection from icing at an outside air
temperature of up to minus 12 oC.
2. Should interference occur in operation of the ORLAN-85ST (ОРЛАН-85СТ) and Yadro-1G1
(Ядро-1Г1) radio sets, ARK-15M (APK-15M) automatic direction finder and KN-53 equipment, it
is permitted to switch off the main and tail rotor ice protection system for no longer than 30 s.

(d) Normal Operation

Operating conditions (stage) Procedure

1. Serviceability check of Pitot Proceed as follows:

heating system – switch on the storage batteries;
– turn on the HEATING PITOT LH 1, RH 2 (ОБОГРЕВ ПВД ЛЕВ 1,
ПРАВ 2), SIGNAL (СИГНАЛ) switches on the left panel of electrical
control panel and the HEATING PITOT – SIGNAL, LH 2, RH 1
(ОБОГРЕВ ПВД – СИГНАЛ, ЛЕВ 2, ПРАВ 1) switches on the right
panel of electrical control panel;
– make sure that two PITOT OFF (ПВД ОТКЛ) annunciators on each
board are dead which testifies to serviceability of the Pitot heating
system;
– turn off the switches.
CAUTION. THE TIME OF PITOT SYSTEM CHECK ON THE GROUND WITH ENGINES INOPERABLE
SHOULD NOT EXCEED 1 MIN.
2. IPS check before engines (a) Switch on the storage batteries.
start (b) Turn on the ICE PROTECTION SYSTEM
(ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ СИСТЕМА) circuit breakers on
the right circuit breaker panel: CTL (УПРАВЛ), ENG DP – LEFT –
RIGHT (ПЗУ ДВИГАТ – ЛЕВОГО – ПРАВОГО), ICE DETECT (CO-
121), GLASSES (СТЕКОЛ), W/S WIPER – LEFT – RIGHT
(СТЕКЛООЧИСТ – ЛЕВЫЙ – ПРАВЫЙ).
(c) On the ICE PROTECTION SYSTEM
(ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ СИСТЕМА) control panel, set the
HEATING ENG DP RH (ОБОГРЕВ ДВИГ ПЗУ ПРАВ) and
GLASSES (СТЕКОЛ) selector switches to the AUTO (АВТОМАТ)
position and the ENG DP LH (ДВИГ ПЗУ ЛЕВ) switch – to the OFF
(ОТКЛ) position.

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Continued

Operating conditions (stage) Procedure

(d) Set the GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН – АВТОМ)

selector switch to the MAN (РУЧН) position, in so doing, the ICE
PROT SYS ON (ПОС ВКЛЮЧЕНА) and RH ENG HEAT (ОБОГРЕВ
ДВИГ ПРАВ) annunciators will come on.
(e) Set the GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН – АВТОМ)
selector switch to the AUTO (АВТОМАТ) position and press the
GENERAL – OFF (ОБЩЕЕ – ОТКЛ) button, in so doing, the ICE
PROT SYS ON (ПОС ВКЛЮЧЕНА) and RH ENG HEAT (ОБОГРЕВ
ДВИГ ПРАВ) annunciators should go out.
(f) Set the HEATING DP LH ENG (ОБОГРЕВ ДВИГ ПЗУ ЛЕВ) switch to
the ON (ВКЛ) position. In so doing, the HEATING LH ENG
(ОБОГРЕВ ДВИГ ЛЕВ) annunciator will come on.
(g) Set the HEATING DP RH ENG (ОБОГРЕВ ДВИГ ПЗУ ПРАВ) selector
switch to the MAN (РУЧНОЕ) position, in so doing, the HEATING RH
ENG (ОБОГРЕВ ДВИГ ПРАВ) annunciator will come on.
(h) Set the HEATING DP LH ENG (ОБОГРЕВ ДВИГ ПЗУ ЛЕВ) switch
and the ENG DP RH (ДВИГ ПЗУ ПРАВ) selector switch to the OFF
(ОТКЛ) and AUTO (АВТОМАТ) positions, respectively, in so doing,
the HEATING LH ENG (ОБОГРЕВ ДВИГ ЛЕВ) and HEATING RH
ENG (ОБОГРЕВ ДВИГ ПРАВ) annunciators will go out.
(i) Check serviceability of the SO-121VM (CO-121BM) icing detector, for
which purpose, proceed as follows:
– remove blanking cap from the vibration transducer;
– turn on the ICE PROTECTION SYSTEM (ПРОТИВООБЛЕДЕНИ-
ТЕЛЬНАЯ СИСТЕМА), ICE DETECT (CO-121) circuit breakers on
the right circuit breaker panel, in so doing the HEATING (ОБОГРЕВ)
and ICING (ОБЛЕДЕНЕНИЕ) indicators on the inverter should not
come on.
Intermittent illumination of the HEATING (ОБОГРЕВ) indicator is
tolerable;
– remove the safety cap from the SIMULATION (ИМИТАЦИЯ) button
on the inverter face panel;
– press the SIMULATION (ИМИТАЦИЯ) button and release it at the
moment the HEATING (ОБОГРЕВ) and ICING (ОБЛЕДЕНЕНИЕ)
indicators on the inverter panel and the ICING (ОБЛЕДЕНЕНИЕ)
annunciator on the left panel of electrical control panel light up;
– start the stopwatch and check the time of glowing of the ICING
(ОБЛЕДЕН) and ICE DETECT OK (СО-121 ИСПРАВЕН) annunciators.
– From the moment of release of the SIMULATION (ИМИТАЦИЯ)
button:

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Continued

Operating conditions (stage) Procedure

– in 6 to 10 s, the ICING (ОБЛЕДЕН) annunciator should go out;

– in 30 to 52 s, the ICE DETECT OK (СО-121 ИСПРАВЕН) annunciator
should come on;
– in 55 to 59 s, the ICE DETECT OK (СО-121 ИСПРАВЕН) annunciator
will go out.
Close the SIMULATION (ИМИТАЦИЯ) button with the safety cap.

CAUTION. IN ORDER TO PREVENT FAILURE OF THE TRANSDUCER, REPEATED DEPRESSION OF

THE “SIMULATION” (ИМИТАЦИЯ) BUTTON SHOULD BE CARRIED OUT NOT EARLIER
THAN IN 2 MIN.
IF THE SUBSEQUENT CHECKS ARE REQUIRED, PRESS THE “SIMULATION” (ИМИТАЦИЯ)
BUTTON NOT EARLIER THAN IN 15 MIN.

3. Check of IPS after CAUTION. CHECK OPERATION OF THE MAIN AND TAIL ROTOR IPS
engines start WITH THE GENERATORS OPERATING ONLY.
If necessary, it is permitted to check serviceability of the main and tail rotor
IPS up to an outside air temperature of plus 25 oC, in so doing:
– at a temperature of 5 to 15 oC, it is permitted to activate the IPS for no
longer than 5 min;
– at a temperature of 15 to 25 oC – for no longer than 2 min.
The next activation of the IPS is tolerable no earlier than in 5 min.
For checking the IPS, proceed as follows:
(a) Turn on the ICE PROTECTION SYSTEM (ПРОТИВООБЛЕДЕНИ-
ТЕЛЬНАЯ СИСТЕМА) circuit breakers on the right circuit breaker panel.
(b) On the ICE PROTECTION SYSTEM (ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ
СИСТЕМА) control panel, set the GENERAL – MAN – AUTO (ОБЩЕЕ –
РУЧН – АВТОМ) selector switch to the MAN (РУЧН) position, in so
doing, the ICE PROT SYS ON (ПОС ВКЛЮЧЕНА), RH ENG HEAT
(ОБОГРЕВ ДВИГ ПРАВ), RH FRONT DUST PROT (ПРАВ ПЗУ
ПЕРЕДН), RH REAR DUST PROT (ПРАВ ПЗУ ЗАДН) annunciators will
come on. In this case, the LH engine heating system is not activated.
(c) Set alternately the LOAD CURRENT (ТОК ПОТРЕБИТЕЛЕЙ) wafer
selector switch to the MAIN ROTOR BLADES (ЛОПАСТИ
НЕСУЩЕГО ВИНТА) 1, 2, 3, 4, 5 position, refer to the ammeter to
check the current consumed by each section of the main rotor heating
elements. The number of consuming section is determined by
illumination of the SECTION 1 (1 СЕКЦИЯ), SECTION 2 (2
СЕКЦИЯ), SECTION 3 (3 СЕКЦИЯ), SECTION 4 (4 СЕКЦИЯ)
annunciator.
Current consumed by each section should be within 60 to 80 A.

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Continued

Operating conditions (stage) Procedure

(d) Set the LOAD CURRENT (ТОК ПОТРЕБИТЕЛЕЙ) wafer selector

switch to the TAIL ROTOR (ХВОСТ ВИНТ) position; current
consumed by the group of the heating element sections of the same
number should be within 120 to 150 A read against the ammeter.
(e) Check operation of the windshield heating system by setting the
HEATING GLASSES (ОБОГРЕВ СТEКОЛ) switch to the MAN
(РУЧНОЕ) position. Set the wafer selector switch to the GLASSES
(СТEКОЛ) position. The current consumption should not exceed 58 A
against the ammeter. Check the glass heating by touch.

NOTE. Windshield heating is activated if the outside air temperature is below the value to which the
temperature regulators are adjusted.

(f) Set the current consumption check wafer selector switch alternately to
the DP LH, RH (ПЗУ ЛЕВ, ПРАВ) positions.
The current consumed by the dust protection device ice protection
system of the left (right) engine should be within 105 to 145 A.
Set the LOAD CURRENT (ТОК ПОТРЕБИТЕЛЕЙ) wafer selector
switch to the OFF (ВЫК) position.
(g) Switch off the ice protection system by setting the GENERAL – MAN
– AUTO (ОБЩЕЕ – РУЧН – АВТОМ) selector switch to the AUTO
(АВТОМ) position and press the GENERAL OFF (ОБЩЕЕ ОТКЛ)
button, in so doing, all glowing annunciators should go out.
(h) Check IPS of the engines for which purpose, set the HEATING DP LH
ENG (ОБОГРЕВ ДВИГ ПЗУ ЛЕВ) switch to the ON (ВКЛ) position
and the ENG DP RH (ДВИГ ПЗУ ПРАВ) selector switch to the MAN
(РУЧНОЕ) position. In so doing, the LH ENG HEAT (ОБОГРЕВ
ДВИГ ЛЕВ), LH FRONT DUST PROT (ЛЕВ ПЗУ ПЕРЕДН), LH
REAR DUST PROT (ЛЕВ ПЗУ ЗАДН), HEATING RH ENG
(ОБОГРЕВ ДВИГ ПРАВ), RH FRONT DUST PROT (ПРАВ ПЗУ
ПЕРЕДН), RH REAR DUST PROT (ПРАВ ПЗУ ЗАДН) annunciators
will come on.
As soon as the engines IPS is activated, the gas temperature upstream
of the compressor turbine should rise by no more than 60 oC and the
gas generator rotational speed should rise by no more than 2 %.
(i) Set the DP LH ENG (ДВИГ ПЗУ ЛЕВ) and ENG DP RH (ДВИГ ПЗУ
ПРАВ) selector switches to the OFF (ОТКЛ) and AUTO (АВТОМАТ)
positions, respectively, in so doing, the LH ENG HEAT (ОБОГРЕВ
ДВИГ ЛЕВ), LH FRONT DUST PROT (ЛЕВ ПЗУ ПЕРЕДН), LH REAR
DUST PROT (ЛЕВ ПЗУ ЗАДН), HEATING RH ENG (ОБОГРЕВ ДВИГ
ПРАВ), RH FRONT DUST PROT (ПРАВ ПЗУ ПЕРЕДН), RH REAR
DUST PROT (ПРАВ ПЗУ ЗАДН) annunciators will go out

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Continued

Operating conditions (stage) Procedure

NOTE. With the dust protection devices removed, the ice protection system should be checked in the
same sequence, in this case, the RH FRONT DUST PROT (ПРАВ ПЗУ ПЕРЕДН), RH REAR
DUST PROT (ПРАВ ПЗУ ЗАДН), LH FRONT DUST PROT (ЛЕВ ПЗУ ПЕРЕДН), LH REAR
DUST PROT (ЛЕВ ПЗУ ЗАДН) annunciators will not come on.

(j) After checking the ice protection system, make sure that the knob of
the wafer selector switch is set to the OFF (ВЫК) position and the
GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН – АВТОМ) switch on
the ICE PROTECTION SYSTEM (ПРОТИВООБЛЕДЕНИТЕЛЬНАЯ
СИСТЕМА) control panel is set to the AUTO (АВТОМ) position, the
ENG DP RH (ДВИГ ПЗУ ПРАВ), GLASSES (СТЕКОЛ) selector
switch occupies the AUTO (АВТОМАТ) position, the DP LH ENG
(ДВИГ ПЗУ ЛЕВ) switch is set to the OFF (ОТКЛ) position.
(k) Check serviceability of the windshield wipers:
– turn on the W/S WIPER – LEFT – RIGHT (СТЕКЛООЧИСТ –
ЛЕВЫЙ – ПРАВЫЙ) circuit breakers;
– set the W/S WIPER (СТЕКЛООЧИСТИТЕЛЬ) selector switch on
the left and right boards of the electrical control panel to the START
(ПУСК) position and then – alternately to the 1 ST SPEED (1
СКОР) and 2 ND SPEED (2 СКОР) positions and make sure that
the wipers move;
– shift the W/S WIPER (СТЕКЛООЧИСТИТЕЛЬ) selector switch to
the neutral position, the wipers should stop;
– press the selector switches intermittently to the RESET (СБРОС)
position, the wipers should come to the extreme position not
interfering with observation through the windshield;
– turn off the W/S WIPER – LEFT – RIGHT (СТЕКЛООЧИСТ –
ЛЕВЫЙ – ПРАВЫЙ) circuit breakers.
NOTE. To retain the windshield transparency in dry weather, check serviceability of the windshield wipers
by their movement off from the rest after intermittent setting of the selector switches to the START
(ПУСК) position
4. Before flight: After engines start, turn on for the whole time of flight:
– regardless of the weather – the SO-121VM (CO-121BM) icing detector;
conditions – the Pitot heating system at outside air temperature of above zero –
1 min and at zero and sub-zero temperature – 3 min before flight;
– IPS of the main and tail rotors, windshields, right engine – set to the
automatic mode of operation.

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Continued

Operating conditions (stage) Procedure

– at an outside air temperature Perform engines warming and run-up, taxiing with the ice protection
of plus 5 oC and below in systems of the engines and dust protection devices, main and tail rotor
mist, snowfall, rain or drizzle blades and windshields set to the manual mode, for which purpose,
conditions proceed as follows: set the GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН –
АВТОМ) selector switch to the MAN (РУЧН) position, the HEATING DP RH
ENG (ОБОГРЕВ ДВИГ ПЗУ ПРАВ) selector switch – to the MAN
(РУЧНОЕ) position, and the HEATING DP LH ENG (ОБОГРЕВ ДВИГ ПЗУ
ЛЕВ) switch – to the ON (ВКЛ) position, set the HEATING GLASSES
(ОБОГРЕВ СТЕКОЛ) selector switch – to the MAN (РУЧНОЕ) position.
If a long-term operation of one or both engines on the ground at idle
power under the icing conditions is required, to ensure normal operation
of the IPS of the engines and dust protection devices, every 5 min of
continuous operation, perform throttle correction from left to the right for at
least 5 min with subsequent return to the left position.
5. Flight execution at air (a) In case of involuntary getting into the icing area at an outside air
temperature of plus 5 oC temperature of below minus 12 oC, take measures to leave the area
and below under immediately.
cloudiness, mist, snowfall, Monitor getting of the helicopter into the icing area by illumination of
rain or drizzle conditions the ICING (ОБЛЕДЕН) annunciator and visually – by ice precipitation
(probable icing conditions) on the visible parts of the skin, glass, windshield wipers and visual
icing detector.
(b) If on the ground the air temperature was above plus 5 oC and the IPS
of the engines and dust protection devices was not activated manually
and in flight the air temperature decreased, activate the IPS (also
manually) when the air temperature reaches plus 5 oC.

CAUTION: 1. IN CASE OF LATE ACTIVATION OF THE ENGINES IPS, THERE IS A PROBABILITY OF

ENGINES SHUT-DOWN CAUSED BY FALL OF ICE FORMED AT THEIR INLETS.
2. ACTIVATE THE ENGINE IPS ALTERNATELY TO AVOID PROBABLE SHUT-DOWN OF
BOTH ENGINES AT A TIME.
3. IN CASE OF ONE ENGINE SHUT-DOWN DURING ACTIVATION OF ITS ICE PROTECTION
SYSTEM, DO NOT ACTIVATE THE IPS OF THE OTHER ENGINE.

In this case, self-deactivation of the engine is accompanied by the following:

– slight pop in the vicinity of the power plant without rise of the gas
temperature upstream of the turbine above the tolerance and without
an unusual metallic noise;
– vigorous decrease of the gas generator rotor rotational speed, gas
temperature and oil pressure.
After engine self-deactivation, proceed as follows:
– the pilot should withdraw the helicopter from the icing area;

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Continued

Operating conditions (stage) Procedure

– the flight engineer should detect the faulty engine by reference to the
instrument readings;
– the flight engineer should deactivate the IPS of the faulty engine,
close its shut-down and shut-off valves.
(c) Due to the design features of the outside air temperature indicator, its
readings differ from actual ambient air temperature. So, when
determining the air temperature for activation of the ice protection
system and the need of leaving the icing area, use, if possible, the
data provided by the airfield meteorological service.
If no such data is available, determine the air temperature against the
temperature indicator with the account of temperature rise by 3 oC.
On the ground, determine the temperature before heating the flight
compartment.
(d) In flight, check periodically operation of the IPS by illumination of the
respective annunciators and by the value of the current consumption
against the AC ammeter.
(e) After leaving the icing area being fully confident in absence of ice on the
protected surfaces, set the GENERAL – MAN – AUTO (ОБЩЕЕ – РУЧН –
АВТОМ) selector switch to the AUTO (АВТОМ) position, the HEATING DP
RH ENG (ОБОГРЕВ ДВИГ ПЗУ ПРАВ) selector switch – to the AUTO
(АВТОМАТ) position, and the DP LH ENG (ДВИГ ПЗУ ЛЕВ) switch – to the
OFF (ОТКЛ) position.
6. After taxiing in to the Deactivate the main and tail rotor IPS, Pitot and windshield heating
parking area system, windshield wipers.
7. Before engines shut-down Deactivate the IPS of the engines and dust protection devices.

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1. Heated Windows
2. Dust Outlet Funnel
3. DPD Heater
4. Upright Posts
5. Inlet Tunnel
6. Flow Control Unit Temperature
Compensator Air Intake
7. Pipeline
8. Electromechanical Shutter
9. Engine TV3-117VM (TB3-117BM)
10. Main Rotor
11. Tail Rotor

Ice Protection System

Figure 7.12.1

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7.13. Dust Protection Device

7.13.1. DPD

(a) Brief Description

The dust protection device (DPD) serves for cleaning the air supplied into the TV3-117VM (TB3-117BM)
The DPD set includes two dusters (left and right), two separators, two electrically driven shutters, pi
The DPD operating principle is as follows:
Air supplied into the compressor passes through a curved circular tunnel. Affected by the centrifug
some dusty air is cleaned due to the air flow turn and arrives at the engine inlet. A small
portion of the dusty air is supplied through the separator duct into the dust outlet pipeline
and due to the rarefaction created by the ejector it is sucked and exhausted into
atmosphere.
The DPD is activated when compressed air is supplied into the ejector through the electrically contr
(b) Controls
Arranged on the right side panel of the electrical control panel are:
– the ENG DP LH, RH (ПЗУ ДВИГАТ ЛЕВ, ПРАВ) switches for switching on the DPD of the
left and right engines;
– the LH DUST PROT ON (ЛЕВ ПЗУ ВКЛЮЧЕН), RH DUST PROT ON (ПРАВ ПЗУ
ВКЛЮЧЕН) green annunciators for indicating activation of the DPD.

(c) Operating Data

– heating, running up of the engines, taxiing, hovering, take-off, landing with the helicopter
used on dusty helipads should be effected with the dust protection device on;
– DPD activation/deactivation should be carried out with engines operating at idle power;
– in case of one engine failure in flight or occurrence of the fire symptoms in the engine
compartments, in addition to the actions described in Section 3 of the Flight Manual, the dust
protection device should be activated;
– the dust protection device does not ensure 100-% cleaning of air at engine inlets. That is
why, it is desirable to water the dusty (sandy) helipad before engines start (landing);
– when using the helicopter on the snowed helipads, remove the DPD fairings and
separators and install standard engine cones.

(d) Normal Operation

Operating conditions (stage) Procedure

After engines start and Actions of Co-Pilot:

settling at idle power – in response to the pilot’s command, turn on the ENG DP LH (RH)
(ПЗУ ДВИГАТ ЛЕВ (ПРАВ) switches;

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Continued

Operating conditions (stage) Procedure

– make sure that the LH DUST PROT ON (ЛЕВ ПЗУ ВКЛЮЧЕН), RH

DUST PROT ON (ПРАВ ПЗУ ВКЛЮЧЕН) annunciators are on
NOTE. Activation of the DPD is accompanied by rise of the gas temperature upstream of the turbine by 10
to 15 oC.
Increase of the gas generator rotor rotational speed by no more than 0.5 % is also possible.
Flight execution Actions of Co-Pilot:
– after take-off on leaving the dust cloud switch off the DPD;
– switch on the DPD before landing;
– after taxiing-in to the parking area prior to shutting down the engines,
switch off the DPD.

7.13.2. Dpd Ice Protection System

(a) Brief Description

The DPD ice protection system is built combined: some assemblies are heated with hot air
and the other ones are provided with an electrical heating system. Heated with hot air are a
separator assembly, an inlet manifold tunnel lip and the tunnel surface;
The DPD IPS is activated along with activation of the IPS of the engines.
The electrical heating is provided on the front and rear parts of the fairing, pipeline shroud
and dust outlet funnel, leading edges of the fairing posts. Heating cover plates are stuck to
the indicated surfaces over the entire area inside and outside. Temperature sensors are
stuck between the skin and the heating cover plate which along with the temperature
regulators ensure stable temperature of the heating cover plate at various temperatures of
the outside air.
(b) Controls and Monitoring Devices

Mounted on the left panel of the electrical control panel are:

– the DP LH ENG (ДВИГ ПЗУ ЛЕВ) switch for manual activation of the DPD IPS of the left engine;
– the DP RH ENG AUTO – MAN (ДВИГ ПЗУ ПРАВ ABTO – РУЧНОЕ) selector switch for
automatic or manual activation of the DPD IPS of the right engine;
– four annunciators: LH FRONT DUST PROT (ЛЕВ ПЗУ ПЕРЕДН), RH FRONT DUST PROT (ПРАВ
ПЗУ ПЕРЕДН), LH REAR DUST PROT (ЛЕВ ПЗУ ЗАДН), RH REAR DUST PROT (ПРАВ ПЗУ
ЗАДН) for indication of activation of the electrical heating of the front and rear parts of the DPD fairings;
– two annunciators: LH ENG HEAT (ОБОГРЕВ ДВИГ ЛЕВ), RH ENG HEAT (ОБОГРЕВ
ДВИГ ПРАВ) to indicate supply of electric power to electrical mechanisms for opening the
DPD inlet heating shutters.

(c) Operating Data

The DPD IPS operating data correspond to the helicopter ice protection system data given in
para 7.12 (c) of the Flight Manual.

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(d) Normal Operation

Serviceability of the DPD IPS is checked along with the check of the engines IPS in
accordance with the recommendations given in para 7.12 (d) of the Flight Manual. The
procedure for execution of flight under icing conditions is also described therein.

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7.14. OXYGEN AND SMOKE PROTECTION EQUIPMENT

The helicopter oxygen and smoke protection equipment comprises:

– oxygen equipment for crew;
– smoke protection oxygen equipment;
– oxygen equipment for passengers.

WARNING. FAT AND OIL SPOTS ON OXYGEN EQUIPMENT ARE NOT TOLERABLE SINCE OIL
COMBINATION WITH OXYGEN IS EXPLOSIVE.

7.14.1. Oxygen Equipment for Crew

(a) Brief Description

The oxygen equipment for crew comprises three sets of easily detachable individual-use
oxygen equipment “INTERTEKHNIK-EROS” installed in the flight compartment (Ref. Fig.
0.2, Section 0 of the Flight Manual).
Each set includes:
– ....the MS 10-06-125 (MC 10-06-125) oxygen mask (Ref. Fig. 7.14.1) with the MXP105 holder;
– the MXP210-00 smoke protection goggles;
– the GLF512 oxygen bottle (Ref. Fig. 7.14.2).
The mask includes the following main assemblies: oxygen regulator, headstrips, facepiece
with built-in microphone, hose, electrical wire bundle with connector plug.
The oxygen regulator is attached to the mask facepiece and ensures the lung-governed
oxygen feed of the oxygen-air mixture with automatic regulation of the oxygen content
therein depending on the flying altitude.
Also provision is made for manual initiation of the pure oxygen supply, as well as of the
emergency oxygen supply.
Attached to the upper part of the oxygen regulator are the headstrips designed for securing
and pressing the oxygen mask to the crew member’s face due to headstrips inflation.
The mask is controlled by two levers and a button. The button when turned in the direction of arrow
ensures activation of the emergency oxygen supply, and when pressed – provides check of the
mask oxygen regulator on the ground. The adjustment lever has two positions: MIXTURE
(СМЕСЬ) and 100 % O2 and serves for manual transfer from mixture breathing to breathing of the
pure oxygen. Pressing of the inflation lever ensures inflation of the mask headstrips.
In the MIXTURE (СМЕСЬ) position the content of oxygen in the breathed in mixture is
regulated versus the flying altitude with the aid of an aneroid capsule. As the altitude
increases,
the amount of air in the mixture decreases to full absence and pure oxygen is supplied for
breathing.
If necessary, changeover to pure oxygen may be effected at any altitude by setting the
oxygen supply lever on the mask manually to the 100 % 02 position.
Connected to the mask from below are the oxygen supply hose with a bayonet lock with the
built-in operation indicator and the oxygen mask microphone wire bundle with the connector
plug for connecting the mask microphone to the headset. The mixture or oxygen supply is
activated by pressing the supply lever to the respective position.

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The MXP105 holder is designed for accommodation of the oxygen mask in the correct position
when stored on-board the helicopter.
The GLF512 oxygen bottle, 4.5 lit in capacity, is provided with a head installed on its upper portion
and equipped with a pipe connection for coupling the pressure gauge (1), the charging connection
(2) and the connection for coupling the hose of the oxygen mask (3).
On its top, the head is provided with the lever (4) having the positions: ON (OTKP) and OFF
(ЗАКР) marked with the arrows for opening or closing the oxygen supply from the bottle.
The crew members are also equipped with the MXP210-00 smoke protection goggles which are to
be used in the event of smoke getting into the flight compartment.

(b) Crew Oxygen Equipment Operating data

T a b l e 7.14.1

Value
Parameter
minimum normal maximum

Bottle capacity, lit – 4.5 –

2 2
Oxygen pressure in bottle, kgf/cm (lbf/in ) 15 (215) – 150 (2,150)
Time reserve for oxygen breathing, min – 150 –

(c) Normal Operation

Operating conditions Procedure

(stage)
Preflight inspection 1. Check serviceability of the oxygen equipment, presence of oxygen in the
bottle against the pressure gauge, make sure that the set parts are free
from damage, dents, fat and oil spots.

2. Make sure that the disconnect device pin is locked, the oxygen mask is
connected to the bottle and is free from damage, the oxygen supply
lever on the mask is set to the MIXTURE (СМЕСЬ) position.
Put on the oxygen mask, connect the microphone wire bundle to the
headset and with the interphone equipment activated check operation of
the built-in microphone.

Check of operation 1. Set the lever on the bottle to the ON (OTKP) position, press the mask
headstrips inflation lever till the mask tightly fits the face and release the
lever. Make several respirations to make sure that oxygen is supplied
into the mask.

2. Leaving the lever on the mask untouched, press the ground check
button on the mask and check oxygen supply into the mask.
3. Upon completion of the oxygen equipment check, leave the oxygen
supply lever on the mask in the MIXTURE (СМЕСЬ) position, shift the
lever on the oxygen bottle to the OFF (ЗАКР) position, make several
respirations to relieve pressure, remove the mask and put it into the
holder.

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Continued

Operating conditions Procedure

(stage)

Operation in flight 1. The crew should use the oxygen equipment when flying at the
following altitudes:
– from 3000 to 3600 m (9,840 to 11,800 ft) – in no longer than 30 min
after climbing to these altitudes;
– at altitudes higher than 3600 m (11,800 ft) – during the whole time
of flight at these altitudes.
2. Monitor the oxygen consumption against the pressure gauge. With
the pressure in the bottle being below 25 kgf/cm2 (358 lbf/in2),
descend to
the altitude not exceeding 3000 m (9,840 ft).
3. Watch supply of oxygen for breathing against the operation indicator.
4. In case of insufficient oxygen supply (if the crew member feels bad),
set the oxygen supply lever on the mask to the 100 % O2 position,
and oxygen will be supplied continuously under excessive pressure
into the mask.
5. In flight, if necessary (in the event of respiratory affection, smoke in
the flight compartment, etc.), set the oxygen supply lever on the mask
to the 100 % O2 position to ensure breathing with pure oxygen without
air suction from atmosphere.
6. Upon completion of use of oxygen or after descending to the altitude
below 3000 m (9,840 ft), set the lever on the bottle to the OFF (ЗАКР)
position, shift the oxygen supply lever on the mask to the MIXTURE
(СМЕСЬ) position, relieve pressure from the mask, remove the mask
and place it in the holder.

7.14.2. Smoke Protection Oxygen Equipment

(a) Brief Description

The smoke protection oxygen equipment is designed for use when spotting the points of fire,
sources of smoke in the passenger compartment.
The portable smoke protection oxygen equipment includes:
– the DKM-1M (ДКМ-1М) smoke protection oxygen mask (Ref. Fig. 7.14.3);
– the BKP-2-2-210 (БКП-2-2-210) oxygen supply unit (Ref. Fig. 7.14.4).
The equipment operation is based on the principle of the lung-governed oxygen feed.
The smoke protection equipment is arranged near the flight attendant’s work station.

(b) Smoke Protection Oxygen Equipment Operating Data

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T a b l e 7.14.2

Value
Parameter
minimum normal maximum

Bottle capacity, lit – 2 –

Oxygen pressure in bottle, kgf/cm2 (psi) 15 (215) – 210 (2,980)
Time reserve for oxygen breathing, min – 10 –

WARNING. IN CASE THE OXYGEN PRESSURE IN THE BOTTLE DROPS BELOW 15 kgf/cm2
(215 psi), THE SMOKE PROTECTION OXYGEN EQUIPMENT FAILS TO ENSURE
THE REQUIRED PROTECTION.

(c) Normal Operation

Operating
Procedure
conditions (stage)

1. Preflight 1. Check serviceability of the oxygen equipment, make sure that the set
inspection parts are free from damage and dents, fat and oil spots.
2. Make sure that the oxygen bottle is under pressure.
3. Put on the oxygen mask and check it for pressure tightness, for which
purpose, pinch the corrugated hose and make an inhalation, if it is
impossible to inhale – the mask is pressure tight.
2. Check of 1. Check presence of pressure in the oxygen bottle. Put on the oxygen
smoke mask, set the handle on the oxygen supply unit to the ON (ВКЛЮЧЕНО)
protection position, couple the oxygen set hose of the DKM-1M (ДКМ-1М) oxygen
oxygen mask with the aid of a bayonet lock to the BKP-2-2-210 (БКП-2-2-210)
equipment unit nipple.
operation
Make a few inhalations and make sure that oxygen is supplied.
2. After check, remove the mask, set the handle on the oxygen supply
unit to the OFF (ВЫКЛ) position, put the set in its standard location.
3. In flight In case of smoke in the passenger compartment, to reveal and eliminate
the seat of fire or to find the cause of smoke (toxic agent) appearance,
the flight attendant, on the pilot’s command, should put on the portable
oxygen set, evaluate the situation and follow his instructions.

7.14.3. Oxygen Equipment for Passengers

(a) Brief Description

For therapeutic oxygen supply to the passengers in case of their decline in flight, two BKP-3-2-210
(БKП-3-2-210) oxygen supply units are installed in the passenger compartment (Ref. Fig. 7.14.5).

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The BKP-3-2-210 (БKП-3-2-210) units are arranged in the rear part of the passenger compartment.
Each unit consists of a bottle and two MKP-1T (МКП-1Т) oxygen masks.
The oxygen from the bottle is supplied through the shut-off-and-reducing device into the mask
with a certain consumption.
The Mask is provided with a hand-operated oxygen flow-rate selector from 2 to 4 lit/min.
The oxygen flow rate is selected depending on the passenger health.
(b) Passenger Oxygen Equipment Operating Data
T a b l e 7.14.3

Value
Parameter
minimum normal maximum

Bottle capacity, lit – 2 –

2
Oxygen pressure in bottle, kgf/cm (psi) 10 (140) – 210 (2,980)
Oxygen pressure at unit outlet, kgf/cm2 – – 7 (99)
(psi)
Oxygen flow rate, lit/min 2 – 4
Time reserve for oxygen breathing, min – 120 –

(c) Normal Operation

Operating Procedure
conditions (stage)

Preparation for Before flight, the flight engineer together with the flight attendant should
flight check the following:
– absence of physical damage to the units;
– absence of fat and oil spots;
– oxygen pressure in the bottle;
– oxygen supply to the mask. To this end, put on the mask, turn the
knob on the unit to the ON (ВКЛЮЧЕНО) position and make 2 or 3
inhalations, then set the knob to the closed position and remove the
mask.
In flight Use the oxygen supply unit in the event of passenger decline. The flight
attendant should render assistance to the passenger in need in
putting on the oxygen mask and supplying oxygen.

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Oxygen Mask MS10-06-125 (MC10-06-125)

Figure 7.14.1

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Oxygen Bottle GLF 512

Figure 7.14.2

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1. Oxygen Set KP-108 (КП-108)

2. Full-Scope Glass
3. Mask Blind
4. Lace
5. Adjustment Buckle
6. Mask Inner
7. Inhalation Valve
8. Mask Interphone
9. Exhalation Valve

Smoke Protection Oxygen Mask DKM-1M (ДКМ-1М)

Figure 7.14.1

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1. Pressure Gauge
2. Belt
3. Yoke
4. Bottle
5. Shut-Off-and-Reducing Device
6. Tee

Oxygen Supply Unit BKP-2-2-210 (БКП-2-2-210)

Figure 7.14.4

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1. Case
2. Bottle
3. Charging Connection
4. Shut-Off-and-Reducing Device
5. Oxygen Mask MKP-1T (МКП-1Т)
6. Cover
7. Pressure Gauge
8. Sight Gauge
9. Support
10. Belt
11. Lock

Oxygen Supply Unit BKP-3-2-210 (БКП-3-2-210)

Figure 7.14.5

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7.15. Lighting Equipment

(a) Brief Description

The helicopter lighting equipment ensures execution of flight both, in the day, time and at night.
The lighting equipment comprises:
– the lighting equipment of the flight compartment;
– the lighting equipment of the passenger compartment;
– external lighting equipment;
– emergency lighting equipment.

LIGHTING EQUIPMENT OF FLIGHT COMPARTMENT

It includes:
– lighting equipment of work stations in flight compartment;
– red lighting system.
(1) The flight compartment is illuminated with the aid of two red and white dome lights mounted on the
compartment ceiling. The dome lights are switched on by the DOME LIGHT RED – WHITE (ПЛАФОН
КРАСН – БЕЛЫЙ) selector switches which are arranged on the left and right boards of the electrical
control panel.
Mounted on the port side for additional illumination of the flares control panel is a light which is
switched on when the DOME LIGHT RED – WHITE (ПЛАФОН КРАСН – БЕЛЫЙ) selector switch
is set to the RED (КРАСН) position.
Mounted on the starboard is a removable white-and-red light for illumination of the instrument
panels, boards and control panels in case of failure of the lighting system. It is switched on by the
rheostat or by the button arranged on the dome light.
(2) The red lighting system ensures illumination of the inscriptions on the indicators, system control
panels and inscriptions on the placards arranged on the instrument panels, central console and
electrical control panel.
The control panels of many systems are provided with a built-in red lighting system.
The instruments not provided with the built-in red lighting system are illuminated with the red light
emitted by slot lights.
The red lighting system is activated with the aid of the RED LIGHTING GROUP 1 (КРАСНЫЙ
ПОДСВЕТ ГРУППА 1) and RED LIGHTING GROUP 2 (КРАСНЫЙ ПОДСВЕТ ГРУППА 2) switches
arranged on the left and right side panels of the electrical control panel.
Lighting brightness is controlled by the wafer selector switches of the transformers mounted on the
red lighting panels under the pilot’s and co-pilot’s blisters.
PASSENGER COMPARTMENT LIGHTING EQUIPMENT
The passenger compartment lighting equipment includes the equipment for main and standby
lighting, illumination of the entrance door opening and entrances airstairs in the rear compartment,
illumination of the coat rack, toilet and vestibule.
(1) The main lighting of the passenger compartment is provided from the illumination panels with
luminescent lamps arranged on the ceiling on the port side and on the starboard.

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The luminescent lamps are switched on by the CABIN LIGHTING MAIN – GROUP 1
(GROUP 2) (СВЕТ САЛОНА ОСНОВНОЙ ГРУППА 1 (2)) switches arranged on the left side
panel of the electrical control panel.
(2) The standby lighting is effected by the filament lamps mounted between the main lighting
lamps. Both groups of the standby lighting are switched on by the CABIN LIGHTING
STANDBY ((СВЕТ САЛОНА ДЕЖУРН) switch on the left side panel of the electrical control
panel.
Mounted above the flight compartment door on the passenger compartment side are the
illuminated panels designated with the NO SMOKING (НЕ КУРИТЬ) and FASTEN SEAT
BELTS (ЗАСТЕГНУТЬ РЕМНИ) which come on when the NO SMOKING (НЕ КУРИТЬ),
FASTEN SEAT BELTS (ЗАСТЕГНУТЬ РЕМНИ) symbols switch is set to the ON (ВКЛ)
position.
Opened state of the entrance door in the tail part of the fuselage is indicated by the TAIL
DOOR OPEN (ХВ ТРАП ОТКРЫТ) annunciator on the left side panel of the electrical control
panel which is switched on by the microswitch.

HELICOPTER EXTERNAL LIGHTING EQUIPMENT

It serves to inform the crew of another helicopter (aircraft) and the ground servicing personnel
on the helicopter position and direction of movement on the ground and in the air and
comprises the following:
– two airborne navigation lights with red and green light filters mounted on the port side and
starboard of the nose fuselage;
– white tail navigation light mounted on the antitorque rotor pylon.
The navigation lights are controlled by the NAV LTS BRT – DIM (АНО ЯРКO – ТУСКЛО)
selector switch arranged on the right side panel of the electrical control panel;
– two flashing beacons mounted on top of the tail boom and in the lower part of the fuselage. Flashing
beacons are activated through the FLASHING BEAKON – UP – DOWN (ПРОБЛЕСК МАЯК –
ВЕРХ – НИЗ) circuit breakers arranged on the right side panel of the electrical control panel;
– formation lights which serve for execution of group flights at night or under the poor
visibility conditions to support and facilitate building up and maintenance of the formation
parameters.
The helicopter carries three OPS-57 (ОПС-57) formation lights: two on top of the fuselage and
one – on the tail boom. The formation lights are powered through the LIGHTS FORMATION
(ОГНИ СТРОЕВ) circuit breaker mounted on the right circuit breaker panel. The lights are
controlled by the LIGHTS FORMATION BRT – DIM (ОГНИ СТРОЕВ ЯРКO – ТУСКЛО)
selector switch arranged on the right side panel of the electrical control panel;
– contour lights for light designation of the contour of the main rotor blade swept plane during
night flights. The contour lights are installed in the tip fairings of the main rotor blades. The
contour lights are switched on by the LIGHTS CONTOUR (ОГНИ КОНТУР) switch
arranged on the right side panel of the electrical control panel;
– two FPP-7M (ФПП-7М) movable landing lights designed for searching for a landing area,
illumination of the landing point and terrain while taxiing on the ground. The lights are installed on
both sides of the nose fuselage under the flight compartment floor. The electrically driven lights
may move vertically (extension-retraction) and turn or perform circular motion in a horizontal
plane. The movable landing lights are powered through the LIGHTS LEFT LIGHT (ФАРЫ
ЛЕВАЯ СВЕТ), LIGHTS RIGHT LIGHT (ФАРЫ ПРАВАЯ СВЕТ) and LIGHTS LEFT CTL
(ФАРЫ ЛЕВАЯ УПРАВЛ), LIGHTS RIGHT CTL (ФАРЫ ПРАВАЯ УПРАВЛ) circuit breakers.

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The lights are switched on by the MOVABLE LND LT RIGHT LIGHT RETRACT (ФПП
ПРАВ СВЕТ УБРАНО) selector switch mounted on the bracket on the right instrument
panel and by the MOVABLE LND LT LEFT LIGHT RETRACT (ФПП ЛЕВ СВЕТ УБРАНО)
selector switch mounted on the left instrument panel bracket.
The lights extension and retraction, left and right turns are controlled by two four-position
LIGHTS (ФАРЫ) selector switches mounted on the collective pitch control levers;
– the third FPP-7M (ФПП-7М) light providing illumination during work with the hoist boom at
night. The light is mounted between frames Nos 2 and 3 on the port side. The light is
powered and controlled by the MOVABLE LND LT CTL (ФПП-7 УПРАВЛ) and MOVABLE
LND LT LIGHT ON – OFF (ФПП-7 СВЕТ ВКЛ – ОТКЛ) circuit breakers. Light turning on
and supply of power to the light extension/retraction and turn selector are effected by the
MOVABLE LND LT LIGHT – OFF– RETRACT (ФАРА СВЕТ – ОТКЛ – УБРАНА) selector
switch by setting it to the LIGHT (СВЕТ) position.
The lights extension and retraction, left and right turns are controlled by the four-position
RETRACT – EXTEND – LEFT – RIGHT (УБОРКА – ВЫПУСК – ЛЕВ – ПРАВ) selector
switch. The third light circuit breaker and selector switches are arranged on the light control
panel mounted above the entrance door;
– the FR-100 (ФР-100) taxi light which serves for illumination of the terrain during taxi at
night under the poor visibility conditions.
The taxi light is powered through the LIGHTS – RIGHT – CTL (ФАРЫ – ПРАВАЯ
УПРАВЛ) circuit breaker arranged on the right circuit breaker panel. The light is switched
on by the TAXI – OFF – ON (РУЛЕЖНАЯ – ВЫКЛ – ВКЛ) switch arranged on the left
instrument panel bracket.

EMERGENCY LIGHTING EQUIPMENT

(1) The internal emergency lighting includes:

– six illuminated EXIT (ВЫХОД) panels mounted above the entrance doors, emergency exit
doors on the starboard and port side and on the partition along frame No. 13 on the
starboard;
– general emergency lighting which will be provided by some standby lighting lamps;
(1) The external emergency lighting includes:
– four dome lights installed outside above the emergency exit doors on the starboard and
port side;
– a dome light installed above the emergency exit door in the rear entrance door on the tail
boom.
The external and internal emergency lighting is switched on by the EMERGENCY LIGHT
(АВАРИЙНЫЙ СВЕТ) switch with the ON– OFF – AUTO (ВКЛ – ОТКЛ – АВТ) positions.
With the switch set to the AUTO (АВТ) position, the emergency lighting is switched on
automatically during landing on water. The switch is arranged on the left circuit breaker
panel. The EMERGENCY LIGHT (АВАРИЙНЫЙ СВЕТ) switch arranged on the passenger
compartment illumination panel can also be used for switching on the helicopter
emergency lighting.
(b) Operating Data
On the ground with the engines inoperable, do not switch on the beacons, navigation and
formation lights for longer than 5 min to avoid cracking of their light filters.

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(c) Normal Operation

Operating conditions (stage) Procedure

Inspection check of helicopter Check integrity and serviceability of the helicopter lighting equipment by
by flight engineer. visual inspection.
Inspection check before start Turn on the lighting equipment and make sure that it is serviceable and
operable.

NOTE. It is recommended to switch on the FR-100 (ФР-100) taxi light only with electrical power supplied
from the external source (the lamp power is 70 W) and when powered from the helicopter storage
batteries, it should be switched on for no longer than 30 s.

Adjust the instruments, boards and control panels illumination intensity

ensuring distinct reading of the instruments. To improve observation of
the surrounding space, it is recommended to switch off the flight
compartment lighting (especially the white lights).
In case of poor visibility in the day-time, switch on the navigation lights.
At night, switch on the navigation lights.
Before embarkation of The flight engineer or the flight attendant should turn on the following
passengers switches:
DOOR LIGHT (СВЕТ ДВЕРИ), DOOR DOME LIGHT (ПЛАФОН
ДВЕРИ), EXIT LT PANEL (ТАБЛО ВЫХОД), NO SMOKING (НЕ
КУРИТЬ) and FASTEN SEAT BELTS (ЗАСТЕГНУТЬ РЕМНИ), and as
soon as the passenger embarkation is completed, switch off the DOOR
DOME LIGHT (ПЛАФОН ДВЕРИ) and DOOR LIGHT (СВЕТ ДВЕРИ)
switches.
Switch on the main lighting of the passenger compartment (the CABIN
LIGHTING MAIN – GROUP 1 (GROUP 2) (СВЕТ САЛОНА ОСНОВНОЙ
ГРУППА 1 (2)) switches) as the need arises, and switch it off after taxiing
in to the parking area.
After engine start In the day-time, switch on the flashing beacons.
At night, switch on the flashing beacons, taxi light and contour lights. The
formation lights should be switched on when flying in formation.
Taxi At night, taxi with the taxi light on, and if necessary, switch on and extend
one or both movable landing lights controlling the light extension and turn
angles depending on the taxiing conditions and situation on the parking
area, taxi strip or runway.
Before take-off At night, the pilot should do the following:
– switch on, extend the movable landing light and set it to the required
position;
– give a command to the co-pilot to switch on, extend the other (right)
light and to set it to the position required for take-off.

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(c) Normal Operation

Operating conditions (stage) Procedure

NOTE. With the lights fully extended (through an angle of 120o), the light beams do not cover the land
surface since they are directed above the horizon line.
Climbing At night upon reaching the altitude of 50 to 70 m (165 to 230 ft), switch off
and retract the lights.
In flight At night or in the day-time under the poor visibility conditions (if necessary),
change the illumination intensity in the flight compartment to create the
more favorable conditions for viewing and observation of ground reference
points and objects.
Prior to going to land, at an altitude of 70 to 50 m (230 to 165 ft), switch on,
extend the light and set the direction of the movable landing light beams,
switch on the taxi light.
In the process of landing, correct the light extension and turn angles
selecting the best conditions for illumination of the space ahead and the
supposed landing area.

NOTE. Sometimes, during the landing approach (or take-off) under the snowfall, rain or dust conditions,
switching on of the lights results in occurrence of the so-called “reflection screen” interfering with
helicopter flying. If this occurs, switch off the lights and determine the landing area referring to the
surface illuminated by the ground lighting facilities or to other light reference points.

After landing Switch on the taxi light and switch off the landing lights.
Taxiing to the parking area To be carried out with the taxi light on. At night (if necessary), change the
illumination conditions in the flight compartment.
Taxi in to the parking area with periodic switching on of the movable
landing lights. After taxiing in to the parking area, switch off the taxi light
and flashing beacons.
After engines shut-down Switch off all lighting equipment of the helicopter.
Before passenger The flight engineer or flight attendant should turn on the following
disembarkation switches:
DOOR LIGHT (СВЕТ ДВЕРИ), DOOR DOME LIGHT (ПЛАФОН
ДВЕРИ), EXIT LT PANEL (ТАБЛО ВЫХОД), NO SMOKING (НЕ
КУРИТЬ) and FASTEN SEAT BELTS (ЗАСТЕГНУТЬ РЕМНИ), and as
soon as the passenger disembarkation is completed, turn off all switches.
The main lighting of the passenger compartment (the CABIN LIGHTING MAIN
– GROUP 1 (GROUP 2) (СВЕТ САЛОНА ОСНОВНОЙ ГРУППА 1 (2))
switches) should be switched on as the need arises.

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Light FPP-7M (ФПП-7М) Control Panel

Figure 7.15.1

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7.16. Warning, Cautioning and Indicating System

The helicopter internal annunciation system ensures monitoring of operation of the following helicopter
systems and accessories:
– power sources;
– engine starting system;
– engine temperature control system;
– fuel system;
– fire extinguishing system;
– ice protection system;
– main and auxiliary hydraulic systems;
– ventilation system;
– Pitot heating system;
– flight data recording system;
– emergency exits indication system (opening).
The circuit breakers of the alarm system are arranged on the circuit breaker panel.
The helicopter annunciation system employs the SAS-4 (CAC-4), warning, cautioning and indicating system
(hereinafter referred to as the alarm system) with the annunciators and master warning lights (MWL).
The alarm system ensures interaction of the warning, cautioning and indicating annunciators with the
transducers of the systems and accessories and master warning lights.
The annunciators operating only during start of the AI-9V (АИ-9В) and TV3-117VM (TB3-117BM)
engines, during emergency landing interact directly with the transducers of the systems and
accessories without participation of the alarm system.
The left panel of the electrical control panel carries the FLIGHT (ПОЛЕТ) and PARKING (СТОЯНКА)
annunciators indicating the position of the emergency exit locks.
The annunciators are provided with the red, yellow and green light filters and are arranged on the
instrument panels, central console and panels of the electrical control panels. The red light filters are
used for emergency alarm signals which indicate failure of the accessory or system requiring
immediate response of the crew members.
The yellow light filters are designed for cautioning signals indicating abnormal operation of the
accessories or systems which will not result in occurrence of the emergency situation.
The green light filters are designed for the indicating signals which indicate normal operation of some
critical systems.
Two master warning lights (MWL) – one red and one amber are mounted on the left instrument panel.
The red MWL comes on along with illumination of the warning annunciators, it flashes with transmission
of the intermittent buzz into the headphones or is accompanied by a voice message. Depression of the
red MWL is followed by change-over of the warning annunciators from flashing to continuous glow, the
red MWL goes out, and the buzz stops sounding.
With the Almaz-UPM (Алмаз-УПМ) equipment installed on the helicopter, activation of the MWL and
warning annunciator is accompanied by transmission of the failure voice message into the
headphones and the buzz is not transmitted in this case.
The amber MWL comes on along with illumination of the cautioning annunciators and flashes. With
the annunciator-button pressed, the amber MWL goes out.

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The MWL and annunciator brightness control is smooth and manual and is effected by the BRT –
DAY – NIGHT (ЯРКO – ДЕНЬ – НОЧЬ) potentiometer mounted on the right side panel of the
electrical control panel.
The annunciator check mode is enabled by the LAMP TEST (ПРОВЕРКА ЛАМП) switch. When the
LAMP TEST (ПРОВЕРКА ЛАМП) switch is turned on, all annunciators and MWL come on in the
respective mode: flashing or continuous-glow.
The helicopter is equipped with the SSA2-3 (CCA2-3) maximum operating limit speed switch. If the
flying speed exceeds the tolerable value (more than the never-exceed velocity), the FAST (СКОРОСТЬ
ВЕЛИКА) lights up on the left instrument panel and an audio signal is transmitted into the headset
phones.

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7.17. Pneumatic System

(a) Brief Description

The helicopter pneumatic system serves for braking the main LG wheels and charging the wheel tire
tubes from the airborne bottles under the out-of-airfield conditions. The compressed air under a
pressure of 40 to 54 kgf/cm2 (570 to 767 psi) is charged into the bottles represented by the
chambers in the main LG both struts.
The bottles are charged by the compressor driven by the main gearbox or from the external bottle
through the helicopter charging connection,
The air pressure in the system is monitored against the AIR (ВОЗДУХ) pressure gauge on the left
side panel of the electrical control panel. Air pressure in the brakes is monitored against the
BRAKE (ТОРМОЗ) pressure gauge on the left side panel of the electrical control panel.
(a) Pneumatic System Operating Data
T a b l e 7.17.1

Unit of Maximum
Parameter Minimum value Normal value
measurement value

Air pressure in bottles kgf/cm2 (psi) 40 (570) 50 (710) 54 (767)

Air pressure in wheel brakes kgf/cm2 (psi) 30 (427) 33 (469) 36 (511)

(c) Normal Operation

Operating conditions (stage) Procedure

Test check before start-up Check charging of the pneumatic system and operation of the LG wheel
brake system (depression of the brake lever should not be accompanied
by the exhaust air noise, the brake lever release should not be followed
by its sticking).

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7.18. Ventilation System

(a) Brief Description

The helicopter ventilation system serves for creation and maintenance of the comfortable
conditions for the crew members and carried passengers and provides the following:
– supply of atmospheric air to the flight and passenger compartments;
– blowing of the flight compartment windshield and blisters.
For flight compartment ventilation, use is made of the atmospheric air.
The ram pressure atmospheric air is taken by the air intake and supplied to the pipeline provided
with a shutter and connected with the flight compartment distribution pipelines.
The air intake is arranged under the flight compartment floor on the fuselage outside surface at
frame 1N (1H). The amount of incoming atmospheric air is controlled by the shutter which is fitted
in the air intake pipeline. The shutter is opened by the handle arranged on the left side wall of the
central console. With the handle moved upward the shutter opens. When the handle is moved
down, the shutter gets closed. During parking the air intake should be blanked off.
In addition, pilots are provided with individual blowing fans.
The passenger compartment is ventilated by an atmospheric air supplied into the compartment by the
fan units arranged on the helicopter port side and starboard outside the fuselage on its top near frame 5F
(5Ф). Each fan unit includes an air intake, a shutter, an electric fan and an air silencer. The atmospheric
air sucked in by the electric fan through the air intake, open shutter, air silencer and pipe is supplied into
the air ducts and through the individual ventilation connections – into the passenger compartment. The
amount of incoming atmospheric air is controlled by the shutter. The shutter is opened/closed by the
handle. The capacity of each fan sucking air into the passenger compartment is 700 kg/h.
The fans are powered by the 115/200-V, three-phase, 400 Hz voltage and are activated by the
PASSENGER CABIN VENTILATION (ВЕНТИЛЯЦИЯ ПАССАЖИРСКОЙ КАБИНЫ) 1ST MODE
(1 РЕЖИМ), 2ND MODE (2 РЕЖИМ) circuit breakers arranged on the right panel of the electrical
control panel.

(b) Normal Operation

Operating conditions (stage) Procedure

Preparation for flight, flight Remove blanking covers from the air intakes of the ventilation system, make sure
execution that the air intake inlets and air supply shutters are free from foreign objects.
Activation of passenger compartment ventilation:
– open the fan air intake shutters;
– switch on the PASSENGER CABIN VENTILATION (ВЕНТИЛЯЦИЯ
ПАССАЖИРСКОЙ КАБИНЫ) 1ST MODE (1 РЕЖИМ), 2ND MODE
(2 РЕЖИМ) circuit breakers arranged on the right panel of the
electrical control panel.
The amount of atmospheric air supplied into the passenger compartment is
controlled by the shutter drive handle and individual ventilation connections.

CAUTION. IT IS TOLERABLE TO SWITCH ON THE FANS ONLY WITH ENGINE GENERATORS

OPERATING OR EXTERNAL POWER SOURCE CONNECTED.

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7.19. Flight Equipment

The flight equipment of the helicopter includes:

– AP-34B (АП-34Б) autopilot;
– pressure instruments;
– AGB-96D (АГБ-96Д) gyro horizons;
– PNP-72-14 (ПНП-72-14) flight-navigation instrument;
– A-037 radio altimeter.

7.19.1. AP-34B (АП-34Б) Autopilot

(a) Brief Description

The autopilot is designed to improve the navigation characteristics of the helicopter at all flight
modes as well to stabilize the helicopter in roll, heading, pitch, altitude and speed. These four
channels (heading, roll, pitch and altitude) ensure:
– stabilization of the helicopter position relative to three axes (longitudinal, vertical and lateral);
– stabilization of the pressure altitude during level flight.
In case of failure of the autopilot, the safety of flight is ensured by 20 % restriction of
displacement of the flight controls in response to the autopilot in the four channels as well as by
the possibility of pilot’s intervention in parallel with the autopilot control (in roll and pitch
channels).
The roll and pitch angles are obtained from the right-hand gyro horizon, the heading angles are
provided by the GMK-1GE (ГМК-1ГЭ) directional gyro and deviations from the set pressure
altitude are supplied from the KV-11 (KB-11) altitude controller.

(b) Operating Controls and Indicators

The right-hand circuit-breaker panel mounts AUTOPILOT–MAIN–FRICT–SOLENOID CLUTCH

(АВТОПИЛОТ-ОСНОВН-ФРИКЦ ЭЛЕКТРОМУФТЫ) circuit breakers.
Mounted on the central console are:
– autopilot control panel;
– IN-4 (ИН-4) trim indicator.
The pilot’s and co-pilot’s helicopter control sticks are provided with the autopilot disengagement
buttons.
The pilot’s and co-pilot’s collective pitch control levers have special buttons designed to
disengage the autopilot altitude channel.
Mounted on the left-hand instrument panel are three annunciators: AUTOLT HDG (АВТОПЛТ
НАПРАВЛ), AUTOLT ROLL-PITCH (АВТОПЛТ КРЕН-ТАНГ) and AUTOLT ALT (АВТОПЛТ
ВЫСОТА) designed to warn about failure of the respective autopilot channels.
The foot control pedals are provided with tiptoe devices and microswitches that are used for
changing over the directional channel to the slaving mode. After removing the feet from the
tiptoe devices the directional channel becomes engaged automatically.

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(c) Operational Data

The accuracy of maintaining the flight mode in the calm atmosphere:

– ±1° in direction;
– ±0.5° in roll and pitch;
– ±6 m (20 ft) in altitude [up to an altitude of 1000 m (3,280 ft)] and ±12 m (40 ft) [at an altitude
above 1000 m (3,280 ft)];
– ±15 km/h (8 kt) in speed.
The readiness time after cutting in power is 3 min.

(d) Normal Procedures

Operating conditions (stage) Procedure

Check inspection before starting Check to see that:

– all circuit breakers are turned off on the right-hand circuit-breaker
panel;
– indexes of the IN-4 (ИН-4) indicator are in the middle position.
Check test after starting the Make this test in the following order:
engines (with the generators – turn on the AUTOPILOT–MAIN–FRICT–SOLENOID CLUTCH
switched on) (АВТОПИЛОТ-ОСНОВН-ФРИКЦ–ЭЛЕКТРО-МУФТЫ) circuit
breakers and the systems associated with the GMK-1GE (ГМК-1ГЭ)
autopilot, the hydraulic system and the AGB-96D (АГБ-96Д) gyro
horizon;
– shift the helicopter control stick to the right and push it, then shift it to
the left and push it and check to see that the ROLL (KPEH) and
PITCH (TАНГАЖ) dials rotate counterclockwise and then clockwise;
– make the pedals deflect to the left (right) and make sure that the
DIRECTION (НАПРАВЛЕНИЕ) dial rotates counterclockwise
(clockwise);
– depress the ROLL-PITCH ON (ВКЛ. КРЕН-ТАНГАЖ), ALTITUDE
ON (ВКЛ. ВЫСОТА) switchlights on the control console and make
sure that they start glowing;
– depress the AP OFF (ОТКЛ. АП.) button on the pilot’s helicopter
control stick and check to see that the switchlights start glowing;
– use the same procedure to the check the autopilot for switching off
from the co-pilot’s control stick;
– depress the ALTITUDE ON (ВКЛ. ВЫСОТА) switchlight and make
sure that it starts glowing;
– depress the button on the collective pitch control lever for
disconnection of the friction clutch and make sure that the
switchlight goes out;
– check the disengagement of the altitude channel with the use of the
button on the co-pilot’s collective pitch control lever;
– set the pedals to the neutral position and take your feet from the pedals;

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Continued

Operating conditions (stage) Procedure

– depress the DIRECTION ON (ВКЛ. НАПРАВЛЕНИЕ) switchlight, it

should start glowing and the “D” (“H”) pointer on the indicator
should be in the middle position (its tolerable deflection is within a
half of its thickness);
– use the centering knob on the control console in order to turn the
DIRECTION (НАПРАВЛЕНИЕ) dial clockwise and see that the “D”
(“H”) pointer of the IN-4 (ИН-4) indicator deflects to the right;
– put your feet on the pedals – check to see that the pointer is set to
the middle position and the dial returns approximately to the initial
position;
– make a similar check by turning the DIRECTION (НАПРАВЛЕНИЕ)
dial counterclockwise and see that the “D” (“H”) pointer deflects to
the left;
– depress the DIRECTION OFF (OTКЛ. НАПРАВЛЕНИЕ) button on
the control console and make sure that the switchlight goes out;
– depress the ROLL-PITCH ON (ВКЛ. КРЕН-ТАНГАЖ) switchlight on
the control console and see to it that the respective switchlight
starts glowing and the “R” (“K”) and “P” (“T”) pointers are in the
middle position;
– shift the helicopter control stick to the right and push it, the “R” (“K”)
pointer on the indicator should deflect clockwise and the “P” (“T”)
pointer should deflect downwards;
– depress the OFF (ОТКЛ. АП.) button on the control stick, the ROLL-
PITCH ON (ВКЛ. КРЕН-ТАНГАЖ) switchlight should go out and
the respective pointer should settle in the middle position;
– make a similar check by shifting the control stick to the left and
pulling it;
– make sure that the collective pitch control lever is locked in the
downwards position;
– depress the ALTITUDE ON (ВКЛ. ВЫСОТА) button and check to
see that the lamp lights up and the “A” (“B”) pointer is in the middle
position;
– press the TEST (TECT) selector switch on the control console
upwards, the “A” (“B”) pointer should deflect upwards;
– depress the ALTITUDE OFF (OTКЛ. ВЫСОТА) button on the
control console, the respective switchlight should go out and the
“A” (“B”) pointer should return to the middle position;
– shift the collective pitch control lever 1° upwards on the main rotor
pitch indicator;
– depress the ALTITUDE ON (ВКЛ. ВЫСОТА) button and see to it
that the respective switchlight starts glowing, the “A” (“B”) pointer is
in the middle position;

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Continued

Operating conditions (stage) Procedure

– press the TEST (TECT) selector switch on the control console

downwards, the “A” (“B”) pointer should deflect down-wards;
– depress the ALTITUDE OFF (OTКЛ. ВЫСОТА) button on the
control console, the respective switchlight should go out and the
“A” (“B”) pointer should return to the middle position;
– shift the collective pitch control lever downwards as far as it will go;
– engage the ROLL (KPEH) and PITCH (ТАНГАЖ) channels of the
autopilot.

WARNING. WHEN TESTING THE AUTOPILOT FOR SERVICEABILITY, DO NOT ALLOW THE HELICOPTER
TO MOVE OFF FROM REST OR TURN ABOUT A MAIN LANDING GEAR UNIT.
IN ORDER NOT TO ALLOW THE HELICOPTER TO MOVE OFF FROM REST OR TURN
ABOUT A MAIN LANDING GEAR UNIT MAKE THE PEDALS AND CONTROL STICK DEFLECT
SMOOTHLY WITHIN ±50 MM FROM THE NEUTRAL POSITION

Preparation for taxiing Engage the ROLL (KPEH) and PITCH (ТАНГАЖ) channels (check to
see that they are engaged). Engage the DIRECTION (НАПРАВЛЕНИЕ)
channel before hovering.
Flight execution Check the autopilot for functioning during hovering by consulting the
indicators on the control console. Normal functioning of the autopilot
is characterized by minor oscillations of the “R” (“K”), “P” (“T”) and ”D”
(“H”) pointers of the indicator about the neutral position.

NOTE. The”D” (“H”) pointer oscillates only when the pedals are released.

Continuous level flight may be performed with the released controls in

the following way:
– engage the ALTITUDE (ВЫСОТА) channel [at an altitude not below
50 m (165 ft)];
– check to see that “R” (“K”) and ”P” (“T”) pointers are near the neutral
position, if necessary, set them to the neutral position with the use
of the centering knobs or by depressing the TRIM (ТРИММЕР)
button;
– switch on the speed stabilization system.
Prior to changing the flight mode do not fail to switch off the speed
stabilization system.
After taxiing to the parking area disengage the autopilot.
NOTES: 1. In case of failure of the main hydraulic system and changing over to the auxiliary
hydraulic system, disengage the autopilot.
2. In case of failure of the main KAU-80B (КАУ-80Б) slide valve:
– in the altitude channel:

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• the AUTOLT ALT (АВТОПЛТ ВЫСОТА) annunciator goes out on the left instrument
panel;
• the autopilot altitude channel becomes disengaged;
– in the roll-pitch channel:
• the AUTOLT ROLL-PITCH (АВТОПЛТ КРЕН-ТАНГ) annunciator goes out on the
left instrument panel;
• all autopilot channels become disengaged;
– in the direction channel:
• the AUTOLT HDG (АВТОПЛТ НАПРАВЛ) annunciator goes out on the left
instrument panel but the direction channel is not disengaged.

7.19.2. Pressure Instruments

(a) Brief Description.

For measuring speed, flight altitude and vertical climb and descent speeds the helicopter is
provided with:
– two speed indicators USBS-200-11E (УСБС-200-11Э) (Fig. 7.19.1);
– two pressure altimeters P/N 5934-3 (Fig. 7.19.2);
– two rate-of-climb indicators P/N 7130 (7.19.3).
These instruments are located on the pilots’ left and right-hand instrument panels.
The supply system of the pressure instruments (Fig. 7.19.4) provides them with the dynamic and
static pressures from four PVD-6M (ПВД-6M) pitot/static tubes. The pitot/static tubes are
installed on the booms in the front part of the fuselage on its LH and RH sides above the flight
compartment windows.
The supply system of the instruments is subdivided into the main and standby subsystems. The
standby subsystem supplies dynamic and static pressures to the pilot’s instruments in case of
failure of the main subsystem. The co-pilot’s instruments have no standby supply subsystem.
The main supply subsystem designed for the pilot’s instruments is connected to the left
pitot/static tube for the dynamic pressure and to the combined subsystem of the LH and RH
lower pitot/static tubes to supply the static pressure.
The standby supply system of the pilot’s instruments is attached to the upper RH pitot/static tube
for the dynamic pressure supply and to the lower LH pitot/static tube for the static pressure
supply.
The supply system of the co-pilot’s instruments is attached to the upper RH pitot/static tube both
for the dynamic and static pressure supply.
The pitot/static tubes are protected against ice formation by means of the built-in heaters.
The speed indicator USBS-200-11E (УСБС-200-11Э) is designed for measuring and indication
of the indicated airspeed within the range from 0 to 200 knots.
The division value of the P/N 8000 indicator dial is 5 knots.
The dials of the P/N 8000 indicators are marked with the arc-shaped and radial lines to indicate
the careful, normal and dangerous piloting ranges in speed:
– 0 – 35-kt speed range marked with the arc-shaped yellow line (the range of the indicated
airspeeds requiring special attention of the pilots during piloting);

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– 35 – 135-kt speed range marked with the arc-shaped green line (the range of the indicated
airspeeds of normal piloting during running engines);
– 110-kt speed range marked with the shaded radial line corresponds to the never-exceed
indicated airspeed in the mode of the rotor autorotation;
– 135-kt speed range marked with a solid red radial line corresponds to the never-exceed
indicated airspeed during piloting with the running engines.
The speed indicators are mounted both on the LH and RH instrument panels.
The altimeter P/N 5934-3 (Fig. 7.19.2) is designed for indication of the pressure altitude.
Mounted on the face side of the altimeter are:
– a longer pointer for indicating the altitudes within the range from 0 to 1000 feet;
– a shorter pointer for indicating the altitudes within the range from 0 to 10,000 feet;
– a thin pointer for indicating tens of thousands of feet;
– a round dial with the scale divisions numbered from 0 to 9.
The scale between the numbered marks has five divisions with the scale division values different
for each pointer:
– the scale for indicating the set barometric pressure in inches of mercury column numbered
every other 0.1 inch and with the scale division value of 0.02 inch;
– knob for setting initial pressure.
The pressure altitude measurement range is from minus 100 to 20,000 feet. The helicopter is
provided with two altimeters installed on the LH and RH instrument panels.
The position error corrections for the foot-graduated altimeters are accepted equal to zero and
instrumental corrections are taken into account during the flights above 2700 m (9000 feet).
The rate-of-climb indicator P/N 7130 (Fig. 7.19.3) is designed for measuring and indication of the
barometric vertical speed within the range from 0 to ±30 m/s (from 0 to ±3000 feet/min). The
rate-of-climb indicators are installed on the LH and RH instrument panels.
The face side of the indicator P/N 7130 is provided with the pointer and dial. The dial is numbered as
follows: 0, 5, 10, 15, 20, 25 and 30 in both directions from 0 (to indicate climb and descent). The figures
correspond to the hundreds of feet per minute. The scale division value is 100 feet per minute.

(b) Controls:

– two MAIN (OCHOBH) and STBY (РЕЗЕРВ) valves with the PITOT SYST (ДИНАМ. СИСТ.
ПВД) and PITOT STATIC SYST (СТАТ. СИСТ. ПВД) positions are mounted to the left from
the central console for switching over the equipment from the main to the standby supply
systems;
– the LH and RH panels of the electrical control panel are provided with the operating and check
controls intended for testing the heaters of the pitot/static tubes [the HEATING PITOT LH 1, RH 2,
SIGNAL (ОБОГРЕВ ПВД ЛЕВ 1, ПРАВ 2 СИГНАЛ) and LH 2, RH 1, SIGNAL (ЛЕВ 2, ПРАВ 1,
СИГНАЛ) switches and PITOT OFF (ПВД ОТКЛ) annunciator];
– the P/N5934-3 altimeters are provided with a knob for setting the initial pressure.

(c) Normal Procedures

Operating conditions (stage) Procedure

External inspection of the Remove canvas covers (check to see they are removed) from the
helicopter pitot/static tubes. Check the pitot/static tubes for proper attachment and
cleanliness of holes.

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Continued

Operating conditions (stage) Procedure

Check inspection inside the Check the heaters of the pitot/static tubes for serviceability (as
helicopter described in Sub-Section 7.12 of the Flight Manual).
Check the presence of the ICAO tables for the foot-graduated ranges
of the altimeters.
For checking the foot-graduated altimeters set their pointers at zero and
check to see that the difference in the readings on the pressure dials
(counters) and the pressure at aerodrome level does not exceed 0.04 inch.
To check the foot-graduated altimeters on the high-level aerodromes
(when the atmospheric pressure at the aerodrome level is below the
lower limit of the pressure dial (counter), proceed as follows:
– ask the air traffic controller about the absolute barometric altitude of
the aerodrome;
– set the pressure dial (counter) at 760 mm Hg (1013.25 mbars);
– subtract the value of the absolute barometric altitude of the aerodrome
from the foot-graduated altimeter readings;
– consider the foot-graduated altimeter to be good if the difference in
the altitudes does not exceed the values given in Table 7.19.2 in
the Flight Manual.
After checking the foot-graduated altimeters set the pressure of the
departure aerodrome (for the high-level aerodromes – the pressure at
the aerodrome level reduced to the sea level).
For the aerodromes in the region of which the air traffic control is
effected by the atmospheric pressure reduced to the sea level,
proceed as follows:
– set the pressure dial (counter) of the pilot’s foot-graduated altimeter
at the pressure reduced to the sea level;
– set the pointers of the co-pilot’s foot-graduated altimeter at the zero
altitude.
Preparation for taxiing Switch on the heater of the pitot/static tubes at least l min before the
takeoff at the positive air temperatures and at least 3 min before
takeoff at the zero and sub-zero temperatures.
Flight execution After takeoff and climbing to the desired level set the pressure of
29.92 inches (1013.25 mbars) in the foot-graduated altimeters.
Make the pressure settings first at the co-pilot’s and then pilot’s altimeters.
Before the landing approach at the transition level during level flight
adjust the pressure scale (counter) of the foot-graduated altimeters for
the pressure at the aerodrome level. For the aerodromes in the region
of which the air traffic control is effected by the atmospheric pressure
reduced to the sea level, proceed as follows:
– set the pressure dial (counter) of the pilot’s foot-graduated altimeter
at the pressure reduced to the sea level;

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Continued

Operating conditions (stage) Procedure

– set the pressure dial (counter) of the co-pilot’s foot-graduated

altimeter at the pressure at the aerodrome level;
– after the transition level maintain the altitude according to the pilot’s
foot-graduated altimeter up to the point of entering the glide-slope with
the obligatory reference to the co-pilot’s foot-graduated altimeter.
Make the pressure settings first at the pilot’s and then co-pilot’s altimeters.

T a b l e 7.19.1

Permissible Difference Between Pressure Dial (Counter) Readings of Foot-Graduated Altimeter and
Pressure at Aerodrome Level

P/N 5934-3 or KEA-130A (mbar)

Ambient air
Atmospheric pressure
temperature, °C

960 – 1040 mbar 800 – 959, 1041 – 1075 mbar below 800 mbar

Above 45 2.5 4.0 4.5

Above 35 up to 45 2.5 3.5 4.0
From 15 to 35 2.0 3.0 3.5
From 15 to –15 2.5 3.5 4.5
Below –15 up to -45 3.0 4.0 5.0

T a b l e 7.19.2

Permissible Errors of Foot-Graduated Altimeters When Making Checks at High-Level Aerodromes

P/N 5934-3 or KEA-130A (feet)

Ambient air temperature, °C
Atmospheric pressure below 800 mbar

Above 45 –
Above 35 ±105
From 15 up to 35 ±85
Below 15 up to –5 ±95
Below -5 up to –20 ±105
Below –20 up to –45 ±115

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7.19.3. AGB-96D (АГБ-96Д) Gyro Horizon

(a) Brief Description

The gyro horizon (Fig. 7.19.5) is designed for providing the pilots with the visual information
about the helicopter position in roll, pitch and sideslipping in space and producing roll and pitch
signals to the external consumers [such as autopilot, BUR-1 (БУР-1) unit and weather radar].
The helicopter is provided with two gyro horizons located one on the LH and the other on the RH
instrument panels [the third standby AGB-96R (АГБ-96P) gyro horizon is to be found on the LH
instrument panel Sub-Item 7.2.2 in Section No. 6 of Supplement 2].
The gyro horizon is based on the indication of the “ground view from the helicopter” type. Roll
and pitch indications are realized by turning the spherical card relative to the stationary miniature
helicopter. The card has a pitch scale graduated from 0 to 90° both ways from the white zero line
symbolizing the line of artificial horizon. The upper part of the card corresponding to the “nose-
up pitching” is painted sky-blue. The lower part of the card corresponding to the “nose-down
pitching” is painted brown. The pitch angle is read off the pitch scale relative to the center of the
miniature helicopter.
Roll angles are determined by the mutual positions of the miniature helicopter and card. Roll
angles are taken off the stationary roll scale with respect to the mobile roll index.
The slipping of the helicopter is indicated by the position of the ball relative to the tube center
marked with two notches.
The roll and pitch command bars of the LH and RH gyro horizons are not activated.
Gyro horizon failure is indicated by the appearance of the HORIZON (АГ) failure flag.

(b) Gyro Horizon Controls

Power supply to the pilot’s gyro horizon is cut in by means of the LH HORIZON (АГ ЛЕВ.) switch
on the LH panel of the power supply panel and power supply to the co-pilot’s gyro horizon is cut
in by means of the RH HORIZON (АГ ПРАВ.) switch on the RH panel of the electrical control
panel.
The cage control installed on the front flange of the gyro horizon is combined with the initial pitch
trim control knob.

(c) Operational Data

The operational data of the gyro horizon are as follows:

– roll angles indication range within ±360°;
– pitch angles indication range within ±75°;
– initial pitch angle setting range from 7° upwards to 10° downwards;
– pitch and roll reading error within the range from 0 to 30° not excess ±2°;
– readiness time after cutting in power does not exceed 3 min.

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(d) Normal Procedures

Operating conditions (stage) Procedure

Preparation for use Turn on the LH HORIZON (АГ ЛЕВ.) and RH HORIZON (АГ ПРАВ.)
switches.
In 1 to 1.5 min unlock the cage knob (pull the knob as far as it will go
and let it sink by turning it counterclockwise).
Make sure that the HORIZON (АГ) failure flag has disappeared from
the face side and the roll and pitch readings of the gyro horizon
correspond to the parking angles of the helicopter.
Turn the knob in order to set the required initial pitch angle value.
Flight execution After takeoff and climbing to an altitude of at least 100 m (330 ft) check
the gyro horizon for serviceability by rolling the helicopter through an
angle of 5° and comparing the readings of the gyro horizons (without
any slipping),
Superimpose (if necessary) the miniature helicopter over the horizon
line of the pitch scale by turning the respective knob.
The pilot and co-pilot should compare the readings of their gyro
horizons in order to check the serviceability of their instruments.

7.19.4. PNP-72-14 (ПНП-72-14) Indicator

(a) Brief Description

The PNP-72-14 (ПНП-72-14) horizontal situation indicator (hereinafter referred to as HSI) is
designed for checking the helicopter position with respect to the assigned flight path in the
horizontal plane, cardinal points as well as radio beacons during enroute flight and landing
approach.
The helicopter is provided with two PNP-72-14 (ПНП-72-14) indicators one of which is installed
on the LH instrument panel and the other, on the RH instrument panel (Figs 1.1 and 1.2).
Power supply is applied automatically to the indicators after switching on the GMK-1GE (ГМК-1ГЭ)
compass system.
The face side of the PNP-72-14 (ПНП-72-14) indicator is illustrated in Fig. 7.19.6.
The PNP-72-14 (ПНП-72-14) indicator presents the following parameters:
– present heading of the helicopter by the mobile course dial (1) relative to the heading lubber
line (2);
– desired track angle by the pointer (5) on the course dial (1). The desired track angle value is
set manually by means of the desired track angle knob (6);
– deviation of the helicopter from the VOR beacon assigned azimuth line or the equisignal zone
of the localizer of the ILS system indicated by the bar (7) on the dial (8);
– deviation of the helicopter from the equisignal zone of the glide-slope beacon of the ILS
system indicated by the glide-slope bar (9) on the dial (10);
– inbound or outbound flight shown by the indicator (11);
– failure of the localizer receiver by the failure flag (12);

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– failure of the glide-slope receiver by the failure flag (13);

– failure of the transmitter and present heading indicator by the failure flag (14);
– selected heading by the index (23) to be set by means of special knob (15).

(b) Controls

Mounted on the face side of the indicator are:

– desired track angle select knob (6);
– heading select knob (15);
– TEST (TECT) knob for making tests (16);
– stationary miniature helicopter (17).

NOTE. The DME counter (19) with the faulty state shutters (21, 22) is not used.

The LH instrument panel is provided with the ADF MW – ADF VHF (APK CB – APK УКВ) selector
switch. For operation of the PNP-72-14 (ПНП-72-14) indicator with the ARK-15 (APK-15)
automatic direction finder the selector switch should be turned to the ADF MW position and for
operation with the ARK-UD (APK-УД) unit the selector switch should be turned to the ADF VHF
(APK УКВ) position.

(c) Operational Data

The operational data are as follows:

error in the indication of the present heading and radio set relative bearing should not
exceed ±1°;
rate of following up the present heading indicator servo systems is not less than 30 °/s, of
the radio set relative bearing indicator is not less than 60 °/s.
(d) Normal Procedures

Operating conditions (stage) Procedure

Check test after starting the Turn on the HSI (ПНП) switch.
engines Check the indicators for serviceability by depressing the TEST (TECT)
button on the pilot’s and co-pilot’s instruments. When the TEST
(TECT) button is depressed, the instrument indicators should deflect
from their initial positions:
– compass card should deflect by 20°±5° clockwise relative to the
present heading lubber line;
– desired track angle pointer should deflect by 20°±5° counterclockwise
with respect to the compass card marks;
– Al and RB1 bar should deflect by 20°±5° counterclockwise with
relative to the relative bearing scale marks;
– HDG flag should appear on the face side of the instrument.
Release the TEST (TECT) button and see to it that the indicators
return to their initial positions and the HDG flag disappears.
Flight execution Use the information produced by the HSI indicators for solving the
problems of navigation and piloting.

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7.19.5. A-037 Radio Altimeter

(a) Brief Description

The A-037 radio altimeter is designed for measuring the present absolute altitude of the
helicopter flight.
The radio altimeter provides the crew and respective helicopter systems with the following
information:
– absolute flight altitude in the form of the altitude pointer altimeter readings;
– alert altitude signal (by light and audio);
– failure signal – appearance of the failure flag on the altimeter dial in case of fault in any unit,
including the altimeter, as well as in case of flight beyond the limits of the working altitude
range of the radio altimeter [300 m (1,000 ft)] when the radar contact with the ground is lost.
The radio altimeter is provided with the built-in monitoring system (self-test) which makes it
possible to monitor general functioning of the equipment both in flight and on the ground.

(b) Controls

The altimeter indicator is installed on the LH instrument panel.

The ALTIMETER (ВЫСОТОМЕР) circuit breaker is located on the RH circuit-breaker panel.
The R ALTM (PB) switch is to be found on the LH panel of the electrical control panel.
Mounted on the face side of the altimeter indicator (Fig. 7.19.7) are:
– EST (TECT) button for built-in monitoring;
– alert altitude light indicator provided with a yellow light filter combined with the – knob designed
for setting alert altitude;
– dial with the pointer, flag and alert altitude yellow index. The indicator dial is illuminated with
red light.

(c) Operational Data

Altitude measurement range is 0 – 300 m (0 – 1,000 ft).

Error in measurement of the absolute flight altitude:
– at altitudes from 0 to 65±7 ft;
– at altitudes above 65 ft ±0.1H (of measured altitude).
Continuous operation time is 6 h.
The readiness time for operation after switching on should not exceed 2 min.
The radio altimeter pointer indicator has a dial for the following altitudes from 0 to 300 m (0 to 1,000 ft).
The indicator dial has the following three sectors provided with the following graduations:
– 0 – 100 ft with the division value equal to 5 ft;
– 100 – 200 ft with the division value equal to 10 ft;
– 200 – 1,000 ft with the division value equal to 50 ft.
The altimeter indicator dial has a special test sector between the marks of 40 and 55 ft. When
checking the radio altimeter with the use of the built-in monitoring system, after depressing the TEST
(TECT) button the altimeter indicator pointer should assume its position within this test sector.

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ATTENTION! DURING THE FLIGHTS OVER THE HIGH-LEVEL TERRAIN WHEN SHARP
CHANGES IN THE DISTANCE FROM THE GROUND TO THE HELICOPTER
AND REFLECTIONS FROM THE MOUNTAINS CAUSE CONSIDERABLE
ERRORS IN THE READINGS, IT IS NOT RECOMMENDED TO USE THE
RADIO ALTIMETER.
AT THE ROLL AND PITCH ANGLES OVER 20° AN ERROR IN THE READING
OF THE FLIGHT ALTITUDE INCREASES DUE TO THE EFFECT OF THE
SLANT RANGE.
DURING FLIGHTS AT LOW ALTITUDES OVER ICE (SNOW) AND FOREST
THE RADIO ALTIMETER MAY HAVE CONSIDERABLE ERRORS IN THE
ALTITUDE READINGS. THAT IS WHY DURING FLIGHTS AT AN ALTITUDE
BELOW 165 FT OVER THE ABOVE TERRAIN SPECIAL MEASURES SHOULD
BE TAKEN.
THE RADIO ALTIMETER SHOULD BE TURNED ON ONLY AFTER STARTING
THE ENGINES OR WITH THE USE OF THE GROUND POWER SUPPLY UNIT
AND THE RADIO ALTIMETER SHOULD BE SWITCHED OFF AFTER THE
HELICOPTER HAS LANDED BUT BEFORE THE ENGINE SHUTDOWN.

(d) Normal Procedures

Operating conditions (stage) Procedure

Check test after starting the To switch on and test the radio altimeter for serviceability, proceed as
engines follows:
– turn on the ALTIMETER (ВЫСОТОМЕР) circuit breaker and the R
ALTM switch on the LH panel of the electrical control panel;
– approximately in 1 min the failure flag of the altimeter indicator
should disappear from the field of view and the pointer should
assume its position within the limits of two numbered dial marks;
– use the “∆” knob of the altimeter indicator in order to set the alert
altitude index at the 40-ft mark;
– depress the TEST (TECT) button and see to it that the pointer is set
within the test sector between the marks of 40 – 55 ft;
– release the TEST (TECT) button and check to see that at the
moment when the pointer passes the alert altitude mark, the alert
altitude yellow light starts to glow and an audio signal is heard over
the earphones during 3 – 9 s.
The light signal brightness is controlled by turning the knob cap;
– set the alert altitude index at the zero mark and make sure that the audio
signal is not heard and the alert altitude light does not start to glow.

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Continued

Operating conditions (stage) Procedure

Flight execution For operation of the radio altimeter in flight:

– set the alert altitude index at the assigned position;
– check the current flight altitude by the altimeter up to an altitude of
300 m (1,000 ft);
– as soon as a light or warning signal appears, check the flight mode
against the assigned one.

NOTE. The radio altimeter may be checked in the TEST mode at any altitude. After checking the test
altitude the failure flag should disappear from the field of view of the indicator.

Upon completing the flight After taxiing to the parking area, turn off the radio altimeter.

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USBS-200-11E (УСБС-200-11Э) Speed Indicator

Figure 7.19.1

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P/N 5934-3 Altimeter

Figure 7.19.2

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P/N 7130 Rate-of-Climb Indicator

Figure 7.19.3

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Supply Diagram of Pressure Instruments

Figure 7.19.4

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AGB-96D (АГБ-96Д) Gyro Horizon

Figure 7.19.5

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PNP-72-14 (ПНП-72-14) Horizontal Situation Indicator

Figure 7.19.6

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A-034-4-17AФ (A-034-4-17AF) Indicator of A-037 Radio Altimeter

Figure 7.19.7

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7.20. Navigation Equipment

The navigation equipment includes:

– GMK-1GE (ГМК-1ГЭ) compass system;
– ARK-15M (APK-15M) direction finder;
– KI-13 (КИ-13) magnetic compass;
– ACHS-1 (АЧС-1) clock.

7.20.1. GMK-1GE (ГМК-1ГЭ) Compass System

(a) Brief Description

The compass system (CS) is designed for determining the heading of the helicopter and supply
the heading signals to the PNP-72-14 (ПНП-72-14) indicator, Doppler ground speed and drift
indicator (ДИСС), autopilot and the FDR (БУР) unit.
The compass system comprises:
– ID-3 (ИД-3) flux-gate detector;
– KM-8 compensator;
– two GA-6 (ГА-6) directional gyro units (main and standby);
– PU-27E (ПУ-27Э) control panel;
– AS-1 (AC-1) slaving mechanism;
– BS-1 (БС-1) coupling unit.
The GMK-1GT (ГМК-1ГЭ) compass system has three modes of operation: DG – directional
gyro, MC – magnetic correction, CS – course selector.
The directional gyro mode of operation (DG/ГПК) is the main mode of operation of the compass
system with the initial slaving of the heading signals from the flux-gate detector or from the
course selector.
As a rule this mode is used during the whole flight except for the initial setting of the
compass system and its correction in flight.
The magnetic correction mode (MC/MK) is used for slaving the heading signals produced by the
gyro unit with the readings of the flux gate detector. This mode is used for initial setting the
compass system at the magnetic or true heading as well as for introducing correction into the
compass system in flight in order to eliminate errors due to gyro drift (wander). If necessary, the
magnetic correction mode may be used during the whole flight
The course selector mode (CS/ЗК) is used for initial setting of the compass system in the
directional gyro mode at the known parking heading of the helicopter or for fast slaving of the
compass system to the magnetic heading in the magnetic correction mode.
After cutting in power to the compass system the main gyro unit is quickly slaved automatically
to the magnetic heading irrespective of the position of the STBY–MAIN (ЗАП–ОСН) and MC–
DG (МК–ГПК) selector switches.
Both gyro units operate simultaneously. After the end of the starting mode the gyro units are
changed over to the mode of operation selected by the STBY–MAIN (ЗАП–ОСН) and MC–DG
(МК–ГПК) selector switches (Table 7.20.1).

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T a b l e 7.20.1
Operation Mode of GMK-1GE (ГМК-1ГЭ) Gyro Units
as Function of Controls Position

Selector switch position Gyro unit mode of operation

MC-DG STBY-MAIN Main Standby

MC MAIN MC DG
STBY DG MC
DG MAIN DG MC
STBY MC DG

When the compass system is switched over from the directional gyro mode to the magnetic
correction mode, any gyro unit is quickly slaved automatically to the magnetic heading. If the
compass system operates in the magnetic correction mode, errors appearing in the magnetic
heading are followed up with normal (low) rate. In this case, fast slaving is achieved by
depressing the CS (ЗК) selector switch.
When making turns with the angular rate of up to 0.1 – 0.3 °/s, the magnetic correction of the
gyro unit operating in the MC mode is switched off by the signal from the VK-53 (BK-53) switch.
The serviceability of the compass system is checked in the MC mode separately for the main
and standby gyro units. If the compass system is good, the false angles of 0° and 300° are
followed up with an accuracy within ±10°.

(b) Controls

The compass system is controlled by the DG (ГМК) switch located on the RH panel of the
electrical control panel.
The compass system controls are located on the PU-27E (ПУ-27Э) panel and the KM-8
compensator.
The PU-27E (ПУ-27Э) panel is located on the RH panel of the electrical control panel. Mounted
on the face side of the panel are (Fig. 7.20.1):
– MC-DG (MK-ГПК) mode selector switch;
– CS (ЗК) pressure selector switch intended for setting the assigned course in the DG mode and
for cutting in fast slaving of the compass system in the MC mode;
– 0 – TEST – 300 (0 – КОНТР – 300) selector switch for checking the compass system
serviceability in the MC mode;
– STBY-MAIN (ЗАП-OCH) selector switch for changing over the course consumers from one
gyro unit to the other and vice versa;
– NORTH – SOUTH (СЕВ – ЮЖН) selector switch, LATITUDE (ШИРОТА) knob and counter for
setting the geographic latitude of the helicopter position;
– two GU TILT (ЗАВАЛ ГА) annunciators to indicate failure (tilt) of the main and standby gyro units.
The KM-8 compensator is installed on the LH rack in the flight compartment. Mounted on the
face side of the KM-8 compensator are (Fig. 7.20.2):
– outer scale and index to indicate the magnetic course within the range from 0 to 359°;

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– inner scale and shaded index to indicate magnetic declination within the range of ±180°;
– knob for setting the magnetic declination value;
– cam strip for compensation of the quadrantal deviation (protected with a quick-release clamp).

(c) Operational Data

Error in the output magnetic heading not in excess of ±2°.

Error in the DG mode due to the drift of the gyro axis:
– under normal conditions is not in excess of ±2.5°;
– at the ambient air temperatures from minus 45° to plus 50° is not in excess of ±3.5°.
The readiness time after cutting in power is:
– 3 min in the MC mode;
– 5 min in the DG mode.
The slaving rate:
– normal (low) is within 1.5 – 7 °/min;
– high is not less than 6 °/min;
– from the course setter is within 2 – 6 °/s.

(d) Normal Procedures

Operating conditions (stage) Procedure

After starting the engines To switch on the compass system:

– check to see that the NORTH-SOUTH (СЕВ–ЮЖН) selector switch
is turned to the NORTH (СЕВ) position for flying in the northern
hemisphere and to the SOUTH (ЮЖН), for flying in the southern
hemisphere;
– set the latitude of the departure airfield in the latitude potentiometer;
– set a variation equal to zero in compensator KM-8;
– turn on the GKM-1 (ГКМ-1) switch.
Check the compass system serviceability in the MC mode in the
following order:
– turn the MC-DG (MK-ГПК) selector switch to the MC (MK) position
and the STBY-MAIN (ЗАП-ОСН) selector switch, to the MAIN
(OCH) position;
– in 3 min after cutting power to the compass system turn the 0–
TEST–300 (0–КОНТР–300) selector switch successively to
position 0 and then to position 300;
– check to see that angles within 0±10° and 300±10° are followed up on
the compensator and instruments, respectively. When 0–TEST–300
(0–КОНТР–300) selector switch is turned to positions 0 and 300, GU
TILT (ЗАВАЛ ГА) annunciator of the main gyro unit should light up;
– set the 0–TEST–300 (0–КОНТР–300) selector switch to the middle
position. In this case, the compensator should follow up the error
angle and show the ramp heading of the helicopter;

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Continued

Operating conditions (stage) Procedure

– press the CS (ЗК) selector switch to any extreme position and make
sure that the indicators follow up the error angle quickly and show
the ramp heading of the helicopter;
– repeat the serviceability check of the compass system in the MC
mode in the similar order with the STBY-MAIN (ЗАП-ОСН) selector
switch in the STBY (ЗАП) position.
To check the compass system serviceability in the DG mode, proceed
as follows:
– turn the MC-DG (MK-ГПК) selector switch to the DG (ГПК) position
and the STBY-MAIN (ЗАП-ОСН) selector switch, to the MAIN
(OCH) position;
– press the CS (ЗК) selector switch to the extreme counter-clockwise
position and make sure that the indicators follow up the heading so
as to increase the readings;
– press the CS (ЗК) selector switch to the extreme clockwise position
and make sure that the indicators follow up the heading so as to
decrease the readings;
– turn the MC-DG (MK-ГПК) selector switch to the MC (MК) position
and make sure that the indicators follow up the error angle quickly
and show the ramp heading of the helicopter.
Before taxiing For initial setting of the compass system in the MC mode, do as
follows:
– set the average latitude of the flight region at the latitude potentiometer;
– set the variation equal to zero in compensator for operation on the
magnetic heading. For operation on the true course set the variation
of the flight region;
– throw the STBY-MAIN (ЗАП-ОСН) selector switch to the MAIN
(OCH) position and the MC-DG (MK-ГПК) selector switch, to the
MC (MK) position;
– check to see that the indicators show the ramp heading (magnetic
or true course) of the helicopter;
– throw the STBY-MAIN (ЗАП-ОСН) selector switch to the STBY
(ЗАП) position and make sure that the indicators show the ramp
heading (magnetic or true course) of the helicopter;
– return the STBY-MAIN (ЗАП-ОСН) selector switch to the MAIN
(OCH) position and turn the MC-DG (MK-ГПК) selector switch to
the DG (ГПK) position.
At the lineup Position the helicopter strictly along the runway axis and check to see
that the indicators show the heading corresponding to the runway
direction with an accuracy of up to 1°. If the compass system does not
ensure such an accuracy, use the course selector to set the runway
course.

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Continued

Operating conditions (stage) Procedure

Flight execution Check the compass system for normal operation by the instrument
readings and by the accuracy of maintaining the desired track. When
the compass system is used in the DG mode, introduce corrections
into the heading every hour of flight (set the MC mode and after
slaving the compass system return to the DG mode).
After landing After taxiing to the parking area set the MC mode and switch off the
compass system.

7.20.2. ARK-15M (APK-15M) Automatic Direction Finder

(a) Brief Description

The direction finder is designed for piloting the helicopter by the signals of the locator, broadcasting
radio stations and radio beacons.
The ADF ensures measurement and continuous indication of the relative bearing of the radio
station (RB). Together with the compass system it indicates automatically the bearing to the
ground radio station, makes it possible to perform landing approach with the use of the VOR
radio station (non-directional beacon), inbound and outbound flights, to listen to the call signs of
the radio stations operating within the range of 150 – 1799.5 kHz.
The PNP-72-14 (ПНП-72-14) instrument is used as the course indicator for the direction finder.
For operation with the ARK-15M (APK-15M) automatic direction finder the ADF MW–ADF VHF
(APK CB–APK УКВ) selector switch should be turned to the ADF MW (APK CB) position.
Modes of operation:
The automatic direction finder may be used in the following modes of operation:
– COMPASS for taking bearings automatically;
– ANTENNA for receiving signals with the use of the non-directional antenna;
– LOOP for receiving signals with the use of the directional antenna.
The COMPASS mode is the main mode of operation. In this mode the direction finder when it is
tuned to the desired radio station sets automatically the RB (КУР) pointers of the PNP (ПНП)
instruments to the position corresponding to the relative bearing of the radio station.
The ANTENNA mode serves for listening to and identification of the call signs of the radio
stations.
If the station operates with the use of unmodulated oscillations, the signals shall be listened to by
turning the VOICE–C-W (ТЛФ–ТЛГ) selector switch to the C-W (ТЛГ) position.
The LOOP mode is an auxiliary one.
(b) Controls
The ARK-15M (APK-15M) control panel (Fig. 7.20.3) is located on the RH panel of the electrical
control panel. Mounted on it are:
– LOOP (PAMKA) loop rotation knob (1);
– VOLUME (ГРОМК.) control knob (2);
– VOICE–C-W (ТЛФ–ТЛГ) selector switch (3);

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– CHAN 1-2 (KAHAЛ 1-2) selector switch (4);

– CTL-R (УП-Р) panel selector button (5) is not used;
– OFF-COM-ANT-LOOP (ВЫК-КОМ-АНТ-РАМ) mode selector switch (6);
– band selector of the second channel (7);
– band selector of the first channel (8).
(c) Operational Data
The operational data of the automatic direction finder are as follows:
– frequency range within 150 – 1799.5 kHz;
– bearing indication accuracy better than ±2°;
– retuning time is 4 s (less the time required for setting the frequency manually);
– automatic rotation speed (average indication speed) is not less than 30°/s.
ATTENTION! 1. THE DIRECTION FINDER SHOULD BE SWITCHED ON ONLY AFTER
STARTING THE ENGINES OR WITH THE USE OF THE EXTERNAL
POWER SOURCE. IT SHOULD BE SWITCHED OFF AFTER THE
HELICOPTER HAS LANDED BUT BEFORE THE ENGINES ARE SHUT
DOWN.
2. WHEN THE ICE PROTECTION SYSTEM OF THE MAIN AND TAIL
ROTORS IS SWITCHED ON, THE DISTANCE AT WHICH THE CALL
SIGNS ARE HEARD IS REDUCED.
FOR LISTENING TO THE CALL SIGNS OF THE VOR STATION THE ICE
PROTECTION SYSTEM OF THE MAIN AND TAIL ROTORS MAY BE
SWITCHED OFF FOR NOT MORE THAN 30 S.

(d) Normal Procedures

Operating conditions (stage) Procedure

Check test after starting the Press the 1ADF-PHONE (1APK-TЛФ) button on the KMA 24N-70
engines and flight execution (КМА 24Н-70) panel and turn the ADF MW – ADF VHF (APK CB –
APK УКВ) selector switch to the ADF MW (APK CB) position.
Make the following settings on the direction finder control panel:
– throw the mode selector switch to the ANT (AHT) position;
– throw the VOICE–C-W (ТЛФ–ТЛГ) selector switch to the C-W
(ТЛГ) position and make sure that an audio signal is heard over
the earphones;
– throw the VOICE–C-W (ТЛФ–ТЛГ) selector switch to the VOICE
(ТЛФ) position and make sure that an audio signal disappears;
– turn the VOLUME (ГРОМК.) control in the extreme clockwise
position;
– set the CHAN (KAHAЛ) selector switch to position 1;
– use the band selector of the first channel to set the frequency of
the VOR radio station and listen to its call signs which should be
clearly and distinctly heard;
– set the mode selector switch in the COM (KOM) position and
check to see that the RB (КУР) pointer shows the relative bearing
of the desired radio station;

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Continued

Operating conditions (stage) Procedure

– make the RB pointer deflect by 150 – 170° from the initial position
by depressing the LOOP (PAMKA) button;
– release the LOOP (PAMKA) button and check to see that the RB
pointer returns to the initial position;
– set the CHAN (KAHAЛ) selector switch to position 2 and tune the
direction finder in the way described above.
The operations aimed at the tuning, testing and using the direction
finder in flight are similar to those performed during the ground tests.

NOTE. During operation of the direction finder under the conditions of electrostatic interferences use may
be made of the LOOP mode.

7.20.3. KI-13 (КИ-13) Liquid Magnetic Compass

(a) Brief Description

The KI-13 (КИ-13) liquid magnetic compass (Fig. 7.20.4) is designed for determining the
compass heading. It is used as a standby instrument.
The operating principle of the KI-13 (КИ-13) liquid magnetic compass is based on the
interaction of the compass permanent magnets with the magnetic field of the Earth.
The card scale is uniform with the division value equal to 5° numbered every 30°. The compass
heading is read off the scale divisions against the lubber line.
The axes of the permanent magnets are parallel to the North-South line of the scale. The like
poles are looking in one direction.
For elimination of the semi-circular deviation the compass case is provided with a compass
compensator attached at the bottom.

(b) Controls – None.

(c) Operational Data

The operational data of the liquid magnetic compass are as follows:

– compass deviation at the headings of N, 90°, S, 270° does not exceed ±2.5°;
– angular friction error of the card deflected by 5° without knocking does not exceed 1°;
– time required for the compass card to settle after being deflected by 90° does not exceed 17 s;
– normal operation of the compass is ensured at the helicopter roll angles of up to 17°.

(d) Normal Operation

For determining the magnetic heading, introduce the deviation value taken from the deviation
chart available aboard the helicopter into the compass heading.

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7.20.4. ACHS-1 (АЧС-1) Aircraft Clock

(a) Brief Description

The ACHS-1 (АЧС-1) aircraft clock is designed:

– to show the present time in hours, minutes and seconds;
– to show the helicopter time of flight in hours and minutes;
– to show short time intervals (up to 60 minutes) in minutes and seconds.
The clock consists of a prime mover (winding springs), present time mechanism, flight time
mechanism, stopwatch mechanism, clockwork, regulator, controls and electric heater provided
with a temperature regulator.
The present time mechanism is operated by the prime mover continuously (after winding up
and starting the clock). The flight time and stopwatch mechanisms are operated by the present
time mechanism. They can be started and stopped irrespective of one another.
The clock dial has three scales:
– large scale to show the present time;
– FLIGHT TIME (ВРЕМЯ ПОЛЕТА) scale to show the flight time;
– SEC (CEK) scale to show the time counted by the stopwatch.
The clock is installed on the central console.

(b) Controls

The clock has the following controls:

– left-hand (winding) red knob designed for winding the clock and setting the hands as well as
for starting, stopping and resetting into the initial position the hands of the flight time
mechanism;
– right-hand (starting) knob provided with the START (ПУСК) arrow used for starting and
stopping the clock as well as for starting, stopping and resetting the stopwatch hands into
the initial position;
– CLOCK HEATER (ОБОГРЕВ ЧАСОВ) switch located on the RH side panel of the electrical
control panel designed for switching on the clock heater.

(c) Operational Data

The clock has the following operational data:

– daily variation (deviations from exact time) does not exceed ±20 s;
– operation time after winding the clock completely is not less than 3 days.

(d) Normal Procedures

Operating conditions (stage) Procedure

Preparation for flight Wind up the clock by rotating the LH knob fully counter-clockwise.
To start the clock, turn the RH knob along the arrow until a click is heard.
Set the clock hands precisely at the present time (±15 s) by pulling
the LH knob as far as it will go and then turning it counter-clockwise.

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Continued

Operating conditions (stage) Procedure

At the ambient air temperature of plus 5 °C and below switch on the

clock heater.
During takeoff Press the LH knob until a click is heard in order to start the flight time
mechanism.
Flight execution Check the flight duration by the readings of the FLIGHT TIME
(ВРЕМЯ ПОЛЕТА) scale.
To take the time required for performing certain operations, start the
stopwatch by depressing the RH knob until a click is heard. Stop the
stopwatch by depressing this knob once more.
After landing Stop the flight time mechanism by pressing the LH knob.

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PU-27E (ПУ-27Э) Сontrol Panel

Figure 7.20.1

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KM-8 Compensator
Figure 7.20.2

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ARK-15M (APK-15M) Control Panel

Figure 7.20.3

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KI-13 (КИ-13) Liquid Magnetic Compass

Figure 7.20.4

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7.21. Instruments

7.21.1. The set of helicopter instruments provides for:

– navigation and piloting the helicopter;
– checking the operation of the engines, rotor drive system and control systems.

7.21.2. The set of helicopter instruments consists of;

– flight equipment (Subsection 7.19);
– navigation equipment (Subsection 7.20);
– engine instruments (Subsection 7.5);
– rotor drive system check instruments (Subsection 7.5);
– airborne auxiliary power check instruments (Subsection 7.6);
– fuel quantity gauge and flow meter (Subsection 7.8);
– hydraulic system operation check instruments (Subsection 7.9);
– power system check instruments (Subsection 7.11);
– air supply check instruments (Subsection 7.17).

7.21.3. The figures of the instrument panels, consoles and panels and their descriptions are given in
Subsection 7.2.

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7.22. Communications Equipment

The communications equipment of the helicopter includes:
– KMA24N-70 (KMA24H-70) intercommunication system;
– two ORLAN-85ST (ОРЛАН-85CT) command VHF radio sets;
– IADRO-1G1 (ЯДРО-1Г1) radio set;
– ALMAZ-UPM (АЛМАЗ-УПМ) voice warning equipment (to be installed on the Customer request).

7.22.1. KMA 24N-70 (KMA 24H-70) INTERPHONE SYSTEM

(a) Purpose

The KMA 24N-70 (KMA 24H-70) intercommunication system is designed for maintaining voice
communication between the crew members of the helicopter and for providing the pilot and co-pilot
with the possibility to establish external communication with the use of the radio set, to hear the
navigation call signs (VOR, DME, ILS, ADF), messages and signals from the ALMAZ-UPM
(АЛМАЗ-УПМ) voice warning equipment, radio altimeter and marker receiver as well as for
recording these signals on the airborne tape recorder.
The KMA 24N-70 (KMA 24H-70) intercommunication system consists of the interphone button
panel, additional interphone points and a loudspeaker.
The helicopter is provided with two KMA 24N-70 (KMA 24H-70) systems (one for the pilot and the
other for the co-pilot).
The component units of the KMA24N-70 (KMA 24H-70) intercommunication system are installed
on the central console in the flight compartment (Fig. 7.2.3).
The KMA 24N-70 (KMA 24H-70) intercommunication system is interphased with the following
equipment:
– with the airborne P-507-3BS (П-507-3БС) tape recorder;
– with the FDR1-2 (БУР1-2) unit;
– with the main and standby ORLAN-85ST (ОРЛАН-85CT) command VHF radio sets;
– with the IADRO-1G1 (ЯДРО-1Г1) radio set;
– with the KR-21 (KP-21) marker receiver;
– with the ARK-15M (APK-15M) direction finder;
– with the ARK-UD (APK-УД) direction finder;
– with the A-037 altimeter;
– with the KN-53 (KH-53) article;
– with the ALMAZ-UPM (АЛМАЗ-УПМ) voice warning equipment;
– with the KN-63 (KH-63) range finder;
– with the TNL2101 global positioning system.

(b) Controls

The pilot’s KMA 24N-70 (KMA 24H-70) intercommunication system is supplied from the storage battery
bus of channel 1 through the circuit breaker provided with the inscription INTCOM LH (СПУ ЛЕВ) on
the LH circuit-breaker panel in the flight compartment.

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The co-pilot’s KMA 24N-70 (KMA 24H-70) intercommunication system is supplied from the storage
battery bus of channel 2 through the circuit breaker provided with the inscription INTCOM RH (СПУ
ПРАВ) on the RH circuit-breaker panel in the flight compartment.
The pilot’s and co-pilot’s three-position selector switches provided with the inscription INTERCOM
PRIVATE-NORMAL-ISOLATE (СПУ ПИЛОТЫ– НОРМАЛЬНЫЙ-ИЗОЛИРОВАННЫЙ) are
installed on the central console. They ensure three modes of operation: ISOLATE
(ИЗОЛИРОВАННЫЙ), NORMAL (НОРМАЛЬНЫЙ) and PRIVATE (ЧАСТНЫЙ).
In the NORMAL (НОРМАЛЬНЫЙ) mode of operation the identical signal is obtained at the outputs
of the pilot’s and co-pilot’s headphones. In this mode, an audio signal produced by the pressure
buttons, an additional warning signal from the radio altimeter and an audio signal of
intercommunication system from all outputs of the system are applied to the headphones.
In the ISOLATE (ИЗОЛИРОВАННЫЙ) mode the pilot can come out of the closed communication
system and at the same time all other positions of the intercommunication system remain active.
In the PRIVATE (ЧАСТНЫЙ) mode the pilot and co-pilot can maintain two-way communications
with each other in the “hot microphone” mode. At the same time the flight engineer and
compartment attendant independently of the pilots can maintain intercommunication between each
other from the additional points of the intercommunication system.
The front panel of the KMA 24N-70 (KMA 24H-70) intercommunication system together with the
controls is illustrated in Fig. 7.22.1.
Mounted on the front panel are:
– VOL (ГРОМК) internal concentric knob (1) designed to control sound intensity of the intercommunication
system (it does not affect the volume at the receiver output). To establish communication from
any intercommunication point, depress the INTERCOM (СПУ) button or in the VOX mode (voice
activation of the intercommunication system) without depressing the INTERCOM (СПУ) buttons;
– upper row of the SPEAKER (ДИНАМИК) buttons (2) for selecting audio signals to be heard over
the loudspeaker;
– SPKR AUTO (ДИНАМИК АВТО) button provided with the PULL (НА СЕБЯ) inscription (3) is
used for switching on (off) the automatic mode of connection of the audio signals from the
receivers to the loudspeaker in the flight compartment. When the button is pulled, the automatic
mode is switched on and when it is pushed (depressed), audio signals are connected to the
loudspeaker by depressing button (2);
– MIC (МИКРОФОН) selector switch (4) with the following positions:
*EMG (ABAR) – for maintaining communication between the pilot and co-pilot in case of failure
of the KMA 24N-70 (KMA 24H-70) intercommunication system via the main radio set (emergency
mode);
* 1, 2, 3, 4 – for maintaining communication with the use of the main and standby ORLAN-85ST
(ОРЛАН-85СТ), IADRO-1G1 (ЯДРО-1Г1) radio sets;
*RA (PA) – for connecting the microphone to the loudspeaker in the passenger compartment;
*EXT (ВНЕШ) – for connecting the microphone to the external loudspeaker;
– lower row of buttons (5) for selecting the audio signal in the headphones:
COM1 – for the main ORLAN-85ST (ОРЛАН-85СТ) radio set;
COM2 – for the standby ORLAN-85ST (ОРЛАН-85СТ) radio set;
COM3 – for the IADRO-1G1 (ЯДРО-1Г1) radio set;
COM4 – is not used;
NAV1 – for signals from the VOR (KN-53) beacons;

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DME – for signals from the DME (KN-63) beacons;

MKR – for signals from the marker beacons (KR-21);
ADF1 – for the signals from the ARK-15M (APK-15M);
ADF2 – for the signals from the ARK-UD (APK-УД);
NAV2 – for connecting the TNL2101.
– VOX external concentric knob (6) for selecting the method of maintaining intercommunication
and to control the sensitivity of the intercommunication in the VOX mode. When the knob is
turned fully clockwise, the VOX mode is switched on and when it is turned fully
counterclockwise, the mode is switched on by depressing the INTERCOM (СПУ) button.
The sensitivity of the intercommunication voice activation (VOX mode) is adjusted by turning the
VOX knob counterclockwise until the foreign high-frequency noise disappears from the
headphones;
– screwdriver control (7) of the VOX potentiometer designed for adjusting the time required for
switching off the intercommunication after the end of the message in the voice activation mode.

NOTES: 1. The upper row of buttons (2), the SPKR AUTO button (3), the EXT position of the MIC
selector switch (4) are not used aboard the helicopter.
2. If the KN-53 article is not installed on the helicopter, do not use the NAV1 button.
If the KN-63 article is not installed, do not use the DME button.
If the ARK-UD (APK-УД) article is not installed, do not use the ADF2 button.
3. When the pilot and co-pilot depress the INTERCOM-RADIO (СПУ-РАДИО) button for
transmitting a message, all other microphone outputs are muted.
The audio signal outputs selected by the pressure buttons on the KMA 24N-70 (KMA 24H-70)
panel are also muted for the time required for the pilot’s or co-pilot’s operate for transmission.
4. When two KMA 24N-70 (KMA 24H-70) intercommunication systems are used, the
pilot’s system has priority over the co-pilot’s system provided they select the same
transmitter with the use of their microphone selectors.
5. For using the KMA 24N-70 (KMA 24H-70) equipment one should also study the
Operator’s Manual for KMA 24N-70 (KMA 24H-70).

(c) The pilots establish internal and external communication with the use of the INTERCOM-RADIO
(СПУ-РАДИО) buttons located on the helicopter control sticks.
When a crew member is going to use the intercommunication point in the cargo compartment
near the LH door (Fig. 7.22.3), he must operate the ICS KEY switch.
For using the intercommunication point at the work station of the flight engineer he must depress
the INTERCOM (СПУ) button installed in the flight compartment on the bracket of the RH rack in
the door opening.
(d) For using the airborne communication equipment provision may be made for the headsets of the
following types:
– headset, type GSSH-A-14 (ГСШ-A-14) or GSSH-A-18 (ГСШ-A-18) equipped with the low-ohmic
headphones. This headset is connected through the US-1 (УС-1) interphase inset, included into
the set of every headset;
– headset equipped with the high-ohmic headphones which does not require any interphases
(type David Clark).

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When the helicopter crew is supposed to use oxygen equipment of the “Intertechnic – EROS”
firm in flight, the throat microphones of the headset are replaced with the microphones built into
the MS10-06-125 (MC10-06-125) oxygen masks. The masks are attached to the helicopter
communication equipment with the use of the intermediate cable.

(e) Normal Procedures

Operating conditions (stage) Procedure

Pre-flight serviceability check After cutting in the power supply to the radio sets, direction finders, range
finder, navigation systems, circuit breakers of the intercommunication
system, check the intercommunication system in the following order:
– set the RH microphone selector knob on the units of the KMA
24N-70 (KMA 24H-70) intercommunication system to the MIC1
position and depress the COM1-PHONE headphone selector
button;
– connect the headset to the units of the KMA 24N-70 (KMA 24H-70)
intercommunication system. Turn the INTERCOM PRIVATE-NORMAL-
ISOLATE (СПУ ПИЛОТЫ-НОРМАЛЬНЫЙ-ИЗОЛИРОВАННЫЙ) three-
position selector switch to the NORMAL (НОРМАЛЬНЫЙ) position;
– depress the INTERCOM-RADIO (СПУ-РАДИО) button on the LH
control stick to the RADIO (РАДИО) position and make a test
with voice. A voice message with normal volume should be heard
in the headphones. The volume control is effected by rotating the
INTERCOM VOX-VOL external knob. In this case, the test
message from another intercommunication point will be heard at
a reduced level;
– turn the INTERCOM PRIVATE-NORMAL-ISOLATE (СПУ ПИЛОТЫ-
НОРМАЛЬНЫЙ–ИЗОЛИРОВАН-НЫЙ) three-position selector
switch to the PRIVATE position. Establish two-way test communication
between the pilot and co-pilot. In this instant, the test message should
not be heard in the headphones of the additional intercommunication
points;
– turn the INTERCOM PRIVATE-NORMAL-ISOLATE (СПУ ПИЛОТЫ-
НОРМАЛЬНЫЙ–ИЗОЛИРОВАН-НЫЙ) three-position selector
switch to the ISOLATE position. Send a voice message and check to
see that it is not heard in all other headphones;
– turn the INTERCOM PRIVATE-NORMAL-ISOLATE (СПУ ПИЛОТЫ-
НОРМАЛЬНЫЙ–ИЗОЛИРОВАН-НЫЙ) three-position selector
switch to the NORMAL position. Press the INTERCOM-RADIO
(СПУ-РАДИО) button on the LH control stick to the INTERCOM
(СПУ) position and send a test voice message. The message
should be heard with normal volume in the headphones and the
signal of the transmitter should be heard with the reduced
volume. The sound intensity in the mode of intercommunication
is controlled by rotating the INTERCOM VOX-VOL internal knob;

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Continued

Operating conditions (stage) Procedure

– use the same procedure to check the intercommunication system for

functioning by setting the headphones selector knobs on the units of
the KMA 24N-70 (KMA 24H-70) intercommunication system in the
following positions: COM2-PHONE [for standby ORLAN-85ST
(ОРЛАН-85СТ)]; COM3-PHONE [for IADRO 1G1 (ЯДРО 1Г1)];
NAV2 (for TNL-2101); NAV1 (for KN-53); DME (for KN-63); ADF1
[for ARK-15 (APK-15)]; ADF2 [for ARK-UD (APK-УД)];
– turn off the circuit breakers and selector switches used for the
check.
Operation of the Before takeoff turn on all circuit breakers of the radio equipment,
intercommunication system in every crew member should connect his headset to the units of the
flight KMA 24N-70 (KMA 24H-70) intercommunication system and to the
intercommunication points
– set the communication microphone selector on the units of the
KMA 24N-70 (KMA 24H-70) intercommunication system to the
MIC1 position and press the communication headphone selector
button to one of the (COM1–PHONE–COM3-PHONE) positions;
– turn the INTERCOM PRIVATE-NORMAL-ISOLATE (СПУ ПИЛОТЫ-
НОРМАЛЬНЫЙ–ИЗОЛИРОВАН-НЫЙ) three-position selector
switch on the central console to the NORMAL position;
– communication between the pilots and crew members is maintained
by depressing the INTERCOM-RADIO (СПУ-РАДИО) button to the
INTERCOM (СПУ) position with the buttons and knobs on the units
of the KMA 24N-70 (KMA 24H-70) intercommunication system in
any position;
– when the INTERCOM-RADIO (СПУ-РАДИО) button is pressed to
the RADIO (РАДИО) position, the receiver of the selected radio
facility is heard in the pilots’ headphones;
– switching over to intercommunication from the additional communication
points is established by turning on the JCS switch at this point.
The signals from the SAS-4 (CAC-4) system are received irrespective
of the positions of the knobs and buttons on the units of the KMA
24N-70 (KMA 24H-70) intercommunication system.

7.22.2. ORLAN-85ST (ОРЛАН-85СТ) Radio Set

The helicopter is provided with the main and standby ORLAN-85ST (ОРЛАН-85СТ) VHF radio sets

(a) Brief Description

The airborne ORLAN-85ST (ОРЛАН-85СТ) transmit-receive radio set ensures two-way simplex
voice communication of the crew with the ground traffic control services and between the crews
of the aircraft in the air.

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The radio set also ensures continuous sidetone monitoring of the emergency channel at a
frequency of 121.5 MHz (at the command from the remote control panel) without interference into
the main communication and control functions and output of the audio and light indication when
there is a signal at the frequency of the emergency channel. The ORLAN-85ST (ОРЛАН-85СТ)
radio set provides the pilots with two-way radio communication with other radio sets with the use of the
KMA 24N-70 (KMA 24H-70) intercommunication system.
The transceivers of the main and standby radio sets are installed in the radio compartment
between frames N16-17 and N18-19.
The remote control panel of the main radio set is installed on the LH panel of the electrical control panel
and that of the standby radio set is to be found on the central console. The MAIN CMND RADIO
(КОМАНД РС ОСНОВ.) and STBY CMND RADIO (КОМАНД РС РЕЗЕРВ.) circuit breakers are
mounted on the RH panel of the circuit-breaker panel.
The working frequency range is within 118.000 – 137.9917 MHz.
The frequency spectrum pitch is equal to 8.33/25 kHz.
The time required for switching over the equipment from reception to the transmission (and vice
versa) is equal to 50 µs.
The working cycles within the working temperature range are as follows:
– 1 min for transmission;
– 4 min for reception.
The radio sets are controlled from the remote control panels (Fig. 7.22.2).

(b) Operating Limitations

When the squelch system is switched off for receiving weak signals that are below the real
receiver sensitivity, the radio set serviceability continuous check and the sidetone monitoring of
the emergency channel at a frequency of 121.5 MHz are cancelled.
1. At certain frequencies the transmitter of the IADRO-1A-1 (ЯДРО-1A-1) radio set may cause
interference to the receiver of the ORLAN-85ST (ОРЛАН-85СТ) radio set in case of their
simultaneous operation.
2. Simultaneous operation of both ORLAN-85ST (ОРЛАН-85СТ) radio sets for transmission is
prohibited.
3. During operation of the radio set for transmission the localizer and glide slope bars of the
PNP (ПНП) indicator may oscillate during landing approach with the use of the KN-53
system but the flight mode should not be changed.

(c) Normal Procedures

Operating conditions (stage) Procedure

Check test and preparation for use. To check the main radio set of the pilot, proceed as follows:
Checking the main ORLAN-85ST – cut in the power supply to the KMA 24N-70 (KMA 24H-70)
(ОРЛАН-85СТ) radio set for intercommunication system;
serviceability – depress the COM1-PHONE button on the front panel of the KMA
24N-70 (KMA 24H-70) intercommunication system and set the
microphone selector knob to the MIC1 position;
– turn on the MAIN CMND RADIO (КОМАНД РС ОСНОВ.) circuit
breaker and check to see that the digits displayed on the remote
control panel correspond to the radio set tuning frequency before
it was switched off for the last time;

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Continued

Operating conditions (stage) Procedure

– set the assigned communication channel. The LH knob on the

remote control panel is used to set the first three digits, and the
RH knob is used for setting the last three digits of the assigned
communication channel;
– check the squelch circuit for operation by turning on the SQ (ПШ)
switch;
– depress the INTERCOM-RADIO (СПУ-РАДИО) button on the
helicopter control stick until the second stage operates and make
a voice test. The voice message should be steadily heard in all
the headphones;
– establish two-way communication with the aerodrome radio station
or any other helicopter. The communication should be reliable;
– switch off the radio set.
Checking the standby ORLAN- To check the standby radio set of the co-pilot, proceed as follows:
85ST (ОРЛАН-85СТ) radio set – depress the COM2-PHONE button on the front panel of the
for serviceability KMA 24N-70 (KMA 24H-70) intercommunication system;
– turn on the STBY CMND RADIO (КОМАНД РС РЕЗЕРВ.) circuit
breaker and check to see that the digits displayed on the remote
control panel correspond to the radio set tuning frequency before
it was switched off for the last time;
– further actions are similar to those described above for checking
the main radio set;
– switch off the radio set and the intercommunication system.
Flight execution For flight execution the pilot and co-pilot should do as follows:
– cut in the power supply to both KMA 24N-70 (KMA 24H-70)
intercommunication systems;
– depress the COM1-PHONE button on the front panels of the
KMA 24N-70 (KMA 24H-70) intercommunication systems and set
the microphone selector knobs in the MIC1 position;
– use the LH knob on the radio set control panel in order to set the
assigned communication channel in MHz and use the RH knob in
order to set the channel in kHz;
– if necessary, turn on the SQ (ПШ) switch;
– to send a voice message, press the INTERCOM-RADIO (СПУ-
РАДИО) button on the control stick up to the second stage;
– for sidetone monitoring of the emergency channel turn on the GU
and SQ switches on the remote control panel. When there is a
signal at the frequency of the emergency channel, a tone signal
is heard in the headphones and the SM (AC) and RCP (ПДУ)
annunciators light up.

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(d) Fast Frequency Selection

For fast setting of the working channel at the frequency separation equal to 8.33 kHz the remote
control panel is provided with two modes depending on the rotation speed of the RH knob:
– when the knob is rotated slowly all channels can be selected;
– when the “kHz” selector switch is rotated quickly the indicators of the “kHz” tens and units go
out and the “kHz” hundreds are set.
As soon as the knob rotation is stopped the indicators of the “kHz” tens and units light up for the
time of about one second and the remote control panel is changed over to the mode of selection
of all channels.

(e) Troubles

Trouble symptom Procedure

No response to from the ground Check the following:

radio station. – check the helmet connectors for reliable contact and its
No sidetone monitoring when the serviceability for maintaining intercommunication;
radio set is used for interrogation – check the MAIN CMND RADIO (КОМАНД. РС. ОСНОВ.) circuit
breakers for turning on;
– check the SPKR, INT COM LH and INT COM RH circuit breakers
for turning on;
– check the COM1-PHONE button on the front panel of the KMA 24N-70
(KMA 24H-70) intercommunication system for switching on and the
microphone selector knob for setting in the MIC1 position;
– check the required communication channel (wave number) for
proper setting;
– make sure that the volume control is adjusted for the maximum
volume on the radio set control panel;
– check radio communication on other channels.
If the radio communication is not restored after the above check,
switch over to standby radio set by depressing the COM2-PHONE
button.
If both radio sets are out of order, switch over to the SW radio set,
report it to the flight control officer and obey his orders.

7.22.3. IADRO-1G1 (ЯДРО-1Г1) Radio Set

(a) Brief Description

The SW radio set is designed to provide the helicopter crew with a crystal-stabilized voice
communication with the ground services of the traffic control center and the crews of other
aircraft.
The radio set comprises:
– transceiver;
– antenna matching device;
– control panel.

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(b) Controls

The HF COMM (СВЯЗНАЯ РС) switch is located on the RH panel of the electrical control panel.
The control panel is located on the RH panel of the electrical control panel. Mounted on the face
side of the panel (Fig. 7.2.11) are:
– OFF-SSB-AM (ВЫКЛ-ОМ-АМ) selector switch designed for switching on and selection of the
radio set mode according to the type of modulation;
– four knobs for selecting the assigned operation frequency;
– selected frequency counter;
– VOLUME (ГРОМК) control;
– SQ (ПШ) noise suppressor switch;
– TUNING (HACT) annunciator for checking the radio set tuning;
– EMG (ABAP) annunciator for warning about the radio set failure;
– TEST (KOHTPOЛЬ) button and lamp for checking the radio set with the use of the built-in test
system.

(c) Operational Data

The operational data of the radio set are as follows:

– tuning frequency range is within 2,000 – 17,999 MHz with the frequency separation between
the channels equal to 100 kHz in the modes of two-sideband amplitude (AM) or single-side
band (SSB) modulation;
– distance of two-way radio communication (in case of frequency selection in accordance with
radio forecast) is not less than 400 km (215 Nm) at a flight altitude of 1000 m (3,280 ft);
– operation cycles: 1 min for transmission and 3 min for reception;
– during the operation of the radio set for transmission interference may occur in the operation of
the ARK-15M (ARK-15M) direction finder, ORLAN-85ST (ОРЛАН-85СТ) radio sets and KN-53
equipment;
– in case of interference in the RECEPTION mode the main rotor and rudder ice protection
system may be switched off for not more than 30 s.

(d) Normal Procedures

Operating conditions (stage) Procedure

Check test of the co-pilot radio Turn off the HF COMM (СВЯЗНАЯ РС) switch;
set – turn off the squelch circuit;
– turn the voice control all the way clockwise;
– switch on the radio set by turning the modulation selector either to
the SSB (OM) or AM position;
– depress the COM3-PHONE button on the front panel of the KMA
24N-70 (КМА 24Н-70) intercommunication system;
– select the assigned operation frequency of the radio set and check
to see that the TUNING (HACT) annunciator is lighted. In 5 s the
annunciator should go out and noise or the signals of the operating
radio sets should appear in the headphones;

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Continued

Operating conditions (stage) Procedure

– if the TUNING (HACT) annunciator does not go out set again the
working frequency or turn off and on the radio set;
– set the VOLUME (ГРОМКОСТЬ) and GENERAL (ОБЩАЯ) controls
in the required positions;
– check the radio set operation by establishing communication with
other radio sets or with the use of the built-in test system. When the
CONTROL (KOHTPOЛЬ) button is depressed, the noise should be
heard in the RECEPTION mode; in the TRANSMISSION mode the
tone signal should be heard and the CONTROL (KOHTPOЛЬ)
lamp should light in both cases.
Flight execution To execute a flight, do as follows:
– operate the radio set in compliance with Radio Communication
Regulations;
– set the SSB (OM) or AM modulation mode in accordance with the
task or select it in compliance with the range and quality radio
communication.
After the flight To switch off the radio set:
– turn the OFF-SSB-AM (ВЫКЛ-ОМ-АМ) knob to the OFF (ВЫКЛ)
position;
– throw the HF COMM (СВЯЗНАЯ РС) switch to the OFF (ОТКЛ)
position.

7.22.4. ALMAZ-UPM (АЛМАЗ-УПМ) Voice Warning Equipment

(a) Brief Description

The airborne ALMAZ-UPM (АЛМАЗ-УПМ) voice warning equipment is installed on the helicopter
to special order of the Customer. This equipment is designed for voice warning of the crew and
ground service of the traffic control center via the command radio sets about special situations
occurring aboard the helicopter.
The ALMAZ-UPM (АЛМАЗ-УПМ) voice warning equipment is interfaced with the following
equipment:
– KMA 24N-70 (КМА 24Н-70) intercommunication system;
– ORLAN-85ST (ОРЛАН-85CT) command VHF radio sets;
– emergency signal warning units;
– airborne tape recorder.
Twenty four channels are used on the helicopter.
When the signals from the sensors are applied to the reproducer, the message is produced via
the intercommunication system to the headphones. Only the messages recorded via channels
Nos 1, 2 and 3 are produced through the command radio sets into the air.
The channel numbers and voice messages are as follows:

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1 Aboard.........Fire in LH engine compartment.

2 Aboard.........Fire in RH engine compartment.
3 Aboard.........Fire in AI-9 (АИ-9) compartment.
4 Auxiliary hydraulic system failure.
5 Dangerous vibration of LH engine.
6 Dangerous vibration of RH engine.
7 Main hydraulic system failure.
8 Faulty starting pump.
9 Critical fuel reserve.
10 High flight speed.
11 Pump of LH fuel tank failure.
12 Pump of LH fuel tank failure.
13 Icing.
14 LH generator failure.
15 RH generator failure.
19 Low oil pressure in main gearbox.
20 Low speed of main rotor.
21 High speed of main rotor.
22 Low oil pressure in LH engine.
23 Low oil pressure in RH engine.
24 Chips in gearbox oil.
25 Chips in LH engine oil.
26 Chips in RH engine oil.
48 Message reporter serviceable.

NOTE. To avoid disinformation, give the registration number of the helicopter before the
messages of the first three channels are transmitted into the air.

All voice messages are transmitted in the priority of importance beginning with the first one. The
priority of importance is determined according to the following principle: the message produced
via the channel with the lower number is more important than the message with the higher
ordinal number.
The voice messages about special situations aboard the helicopter are registered by the tape
recorder.

(b) Controls

The power supply is cut in with the INF REPORT (РИ) switch on the LH panel of the electrical
control panel. The INF REPORT ON (ВКЛЮЧИ РИ) annunciator is located on the same panel.
The equipment control panel is located on the LH side panel of the electrical control panel.
Mounted on the control panel are:
– CHECK (ПРОВЕРКА) button;
– OFF (OTKЛ) button;

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– REPLAY (ПОВТОР) button;

– AMPLR-OFF (УСИЛ-ВЫКЛ) selector switch is not used.

(c) Normal Procedures

Operating conditions (stage) Procedure

Check test before starting the Cut in power supply by the INF REPORT (РИ) switch and check to
engines see that the INF REPORT ON (ВКЛЮЧИ РИ) annunciator goes out.
Depress the CHECK (ПРОВЕРКА) button on the control panel when the
intercommunication system is switched on, after that the MESSAGE
REPORTER SERVICEABLE is produced into the headphones.
Flight execution To repeat the voice message, depress the REPLAY (ПОВТОР)
button.
To cancel any messages, depress the OFF (OTKЛ) button.

NOTE. Never try to takeoff with faulty ALMAZ-UPM (АЛМАЗ-УПМ) voice warning equipment

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1. VOX – VOL control knob of intercommunication

system
2. Audio signal selection knob of loudspeakers
3. Switching on automatic mode of loudspeakers
4. Microphone selector switch (including positions):
emergency, selection of radio facilities “1 – 4”,
communication with the passengers and broadcasting
with the use of the loudspeaker in the door opening of
the flight compartment
5. Signal selection buttons of headphones
6. Multifunction voice transmission sensitivity control
knob of intercommunication system
7. Screwdriver control of VOX potentiometer (adjustment
of time required for switching off the
intercommunication system after the end of the voice
message)

KMA 24N-70 (КМА 24Н-70) Front Panel, External View

Figure 7.22.1

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1. Frequency Indicator 6. Potentiometer for Initial Adjustment

2. Emergency Mode Indicator of Indicator Brightness
3. ‘kHz” Frequency Selector 7. Squelch Switch Control Circuit
4. Photoresistor for Automatic Brightness 8. “MHz” Frequency Selector
5. Emergency Reception Switch 9. Volume Control

ORLAN-85ST (ОРЛАН-85CT) Radio Set, Remote Control Panel

Figure 7.22.2

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KMA 24N-70 (KMA 24H-70) Intercommunication System Additional Point

Figure 7.22.3

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7.23. Flight Data Recorder

(a) Brief Description

The integrated data recorder system including the FDR-1-2 (БУР-1-2) flight data recorder is
designed for collecting, registering and storage of the parameter information.
The accumulated information may be processed by the SNUO-1 (СНУО-1) specialized ground
processor, LUCH-84 (ЛУЧ-84) unit or the ground system based on the personal computer so as
to be able to check helicopter individual systems and its equipment for technical condition,
supervise the actions of the crew members aimed at the fulfillment of the flight mission and
finding out the objective reasons of the flight accidents and potential flight incidents.
The parameter recording system registers 22 analog parameters and 22 event commands.
The analog parameters recorded in flight are as follows:
1. RH engine gas temperature (T).
2. LH engine gas temperature (T).
3. Position of main rotor collective pitch lever.
4. Longitudinal deflection of cyclic pitch control stick.
5. Position of pedals.
6. Lateral deflection of cyclic pitch control stick.
7. Main rotor collective pitch.
8. Swashplate longitudinal deflection.
9. Swashplate lateral deflection.
10. Tail rotor gearbox rod position.
11. ny load factor.
12. nz load factor.
13. nx load factor.
14. LH engine gas generator rotational speed.
15. RH engine gas generator rotational speed.
16. Main rotor rotational speed.
17. Pressure altitude.
18. Indicated airspeed.
19. Heading.
20. Height from A-037.
21. Pitch.
22. Roll.

The event commands recorded by the system are as follows:

1. min pressure in main hydraulic system.
2. min pressure in auxiliary hydraulic system.
3. Establishing external communication.
4. LH external tank pump failure.
5. RH external tank pump failure.

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6. Engagement of standby slide valve of main hydraulic system.

7. Fuel remainder is 290 lit.
8. Low oil pressure in main gearbox.
9. Critical altitude.
10. LH engine IPS ON (ВКЛ. ПОС).
11. RH engine IPS ON (ВКЛ. ПОС).
12. Main and tail rotor IPS ON (ВКЛ. ПОС).
13. Icing.
14. Fire in auxiliary power unit compartment.
15. Fire in RH engine compartment.
16. Fire in LH engine compartment.
17. Engagement of standby slide valve of auxiliary hydraulic system.
18. LH generator failure.
19. RH generator failure.
20. Closed position of RH fire valve.
21. Closed position of LH fire valve.
22. Shock strut compression.
The airborne flight data recorder comprises;
– BSPI-4-2 (БСПИ-4-2) flight data collecting unit;
– PU-25 (ПУ-25) control panel;
– PRU-1 (ЗБН-1) protected airborne integrator.
The flight data recorder system is switched on before starting the engines and it is switched off
after the engines are shut down completely.
When power supply is cut off from the flight data recorder, the identification data set for the flight
are zeroed and when the engines are started errors may occur in the identification data.
In this case, the identification data for the flight should be set when the generators are running.

(b) Controls

The FDR-1-2 (БУР-1-2) switch having the MAN-AUTO (РУЧН-АВТОМ) positions is installed on
the LH side panel of the electrical control panel.
The PU-25 (ПУ-25) control panel is intended for input and display of the identification data and
time, for switching on the PRU (ЗБН) protected recorder unit by hand at a distance and testing
the units for serviceability.
Mounted on the front side of the panel (Fig. 7.23.1) are:
– annunciator to display six decimal digits;
– selector switch with nine positions for data input;
– PRU ON (ЗБН ВКЛ) switch;
– LAMP TEST (KOHTP. ЛАМП), INPUT TEST (KOHTP. BBOДА), INPUT (BBOД), SHIFT (СДВИГ)
and RESET (СБРОС) buttons;
– FDR-1 FAILURE (ОТКАЗ БУР-1) lamp;
– DAY-NIGHT (ДЕНЬ-НОЧЬ) selector switch.

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The identification data (flight data, flight No., takeoff mass and time setting) is set manually with
the use of the selector switch and INPUT (BBOД) and SHIFT (СДВИГ) buttons.
The control panel is installed on the central console.
On the ground when there is no pressure in the main and auxiliary hydraulic systems to switch on the
system it is sufficient to set the FDR (БУР) switch on the LF side panel to the MAN (РУЧН) position.
The PU-25 (ПУ-25) panel ensures the shaping of the FDR-1 FAILURE (ОТКАЗ БУР-1)
generalized signal. When the BSPI-4 (БСПИ-4) or PRU (ЗБН) units fail, the FDR-1 FAILURE
(ОТКАЗ БУР-1) lamp lights up.
For step control of brightness of the pilot lamp provision is made for the DAY-NIGHT (ДЕНЬ-
НОЧЬ) selector switch. The LAMP TEST (KOHTP. ЛАМП) button is used for checking the
serviceability of the pilot lamp.

ATTENTION! The automatic and manual switching of the FDR-1-2 (БУР-1-2) system in flight
should be duplicated, that is why the FDR (БУР) switch should be in the MAN
(РУЧН) position up to the end of the flight and the PRU (ЗБН) switch on the PU-
25 (ПУ-25) panel should be turned on.

(c) Operational Data

The ambient air temperature is from minus 60 to plus 60 °C.
The readiness time after switching on at the ambient air temperature ranging from plus 60 to
minus 40 °C does not exceed 3 min, and from minus 40 to minus 60 °C does not exceed 15 min.
In case of helicopter parking for less than one hour the system readiness time is equal to 3 min.
The required power does not exceed 150 W.
The time of continuous operation should not exceed 15 h.

WARNING. NEVER TAKE OFF WITH FAULTY BUR-1-2 (БУ-1-2) SYSTEM.

(d) Normal Procedures

Operating conditions (stage) Procedure

Checking the system before the Switch on the system in the following order:
flight, input of the identification – cut in 27 V;
data by the co-pilot
– check to see that the PRU ON (ЗБН ВКЛ) switch is turned off on the
PU-25 (ПУ-25) panel;
– turn the FDR AUTO-MAN (БУР АВТОМ-РУЧН) selector switch to
the MAN (РУЧН) position.
At the same time the FDR-1 FAILURE (ОТКАЗ БУР-1) annunciator
should light up on the PU-25 (ПУ-25) panel. In case of absence of the
FDR-1 FAILURE (ОТКАЗ БУР-1) signal depress the LAMP TEST
(KOHTP. ЛАМП) button in order to check the pilot lamp for
serviceability.
After allowing certain time for warming up the system before starting
the engines, start its checking and input of the information in the
following way:
– turn on the PRU ON (ЗБН ВКЛ) switch on the PU-25 (ПУ-25) panel;

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Continued

Operating conditions (stage) Procedure

In this case, the FDR-1 FAILURE (ОТКАЗ БУР-1) annunciator should

go out. Use the DAY-NIGHT (ДЕНЬ-НОЧЬ) selector switch to adjust
the brightness.
Introduce the following identification data in the decimal system:
– time (hours, minutes) with four digits;
– date of departure (day, month, two last digits indicate the year) with
six digits;
– flight number with four digits;
– takeoff mass in tons with three digits.
Introduce the identification data of the helicopter and the
astronomical time on the PU-25 (ПУ-25) panel in the following
order: use the code selector switch in order to set the high-order
digit of the introduced information (for instance, for the time – tens
of hours);
– depress the SHIFT (СДВИГ) button.
In this instant, the digit appears on the extreme right-hand position
of the display;
– set the next low-order digit (units of hours for the time) and depress
the SHIFT (СДВИГ) button.
In this case, the tens of hours introduced earlier are shifted to the
left of the display and the units of hours appear on the right-hand
position of the display.
After recording the low-order digit (the units of minutes for the time)
use the ID CODE (КОД ОД) selector switch to set the code digit
corresponding to the introduced data (digit 0 for the time) and
depress the INPUT (ВВОД) button. The information is recorded into
the storage device by the INPUT instruction.
Other information is introduced in the way similarly described for the
introduction of the time.
To check the introduced helicopter identification data, do as follows
on the PU-25 (ПК-25) panel:
– use the ID CODE (КОД ОД) selector switch to set the digit
corresponding to the data that is being checked;
– depress the INPUT TEST (КОНТР. ВВОДА) button.
The supplied information appears on the display of the identification data.
Check the displayed information with the data that is being introduced.

NOTE. When checking the identification data, the display may be delayed for a period of up to 12 s.

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Continued

Operating conditions (stage) Procedure

Flight execution. The wrong information can be erased by depressing the RESET
(СБРОС) button and then the required data should be recorded once
more. In this instant, the old information is erased automatically.
In case of an error in the information, repeat the introduction of the
identification data on the PU-25 (ПК-25) panel. The airborne flight
data recorder should be switched on since the moment of starting the
engines up to the instant of the complete shutdown.
After the engines are shut-down. Turn the FDR AUTO-MAN (БУР АВТОМ-РУЧН.) system selector
switch to the AUTO (ABTOM) position.

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PU-25 (ПУ-25) Control Panel

Figure 7.23.1

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7.24. Voice and Audio Recording Equipment

(a) Brief Description

The airborne audio signal collecting facility – P-507-3BS (П-507-3БС) voice recorder ensures
continuous recording of the following information and preserving it during the last period of operation
for 2 hours 20 min:
– voice information transmitted from the helicopter and received by the helicopter crew via all
radio sets installed on the helicopter:
ORLAN-85ST (OPЛАН-85CT) (main);
ORLAN-85ST (OPЛАН-85CT) (standby);
IADRO-1G1 (ЯДРО-1Г1) radio set;
– voice intercommunication between the crew members through the constantly connected
microphones of the headsets of the pilot and co-pilot (in the mode of “hot” microphones of the
headsets, recording without depressing the INTERCOM (СПУ) and RADIO (РАДИО) buttons);
– voice intercommunication of the crew members with the use of the KMA 24N-70 (КМА 24Н-70)
intercommunication system;
– audio (or voice) identification warning signals from all navigation equipment systems and
landing approach systems transmitted via the headphones of the headsets;
– voice messages supplied from the ALMAZ-UPM (АЛМАЗ-УПМ) equipment.

(b) Controls

The VOICE RECORDER ON-OFF (МАГНИТОФОН ВКЛ.-ОТКЛ.) switch and VOICE

RECORDER (МАГНИТОФОН ИСПРАВЕН) annunciators are mounted on the LH side panel of
the electrical control panel (Fig. 7.24.1).
The voice recorder channels are distributed in the following way:
– the first channel is used for recording the information from the pilot’s headphones and
microphones;
– the second channel is intended for recording the information from the headphones and
microphones of the co-pilot’s headset;
– the third channel is used for recording the information from constantly connected microphones
of the pilots’ headsets;
– the fourth channel is not used for making records.
The communications of the flight engineer with the pilots through the intercommunication system
are recorded on the first and third channels, respectively.
To cut in the power supply to the microphones and start its operation, it is sufficient to:
– turn on the VOICE RECORDER ON (МАГНИТОФОН ВКЛ.) switch on the LH side panel of the
electrical control panel;
– build up normal pressure in the main hydraulic system;
– build up normal pressure in the auxiliary hydraulic system;
– make the microswitch of the main LG shock strut operate (during the helicopter takeoff).
After the voice recorder is automatically started by the signal either from the hydraulic system or
from the microswitch, it cannot be switched off with the use of the VOICE RECORDER ON-OFF
(МАГНИТОФОН ВКЛ.– ОТКЛ.) switch.
The voice recorder can be switched off:

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– automatically in 5 min after reducing the pressure in the hydraulic systems irrespective of the
position of the power switch or in 5 min after turning off the automatic circuit breakers of the
hydraulic systems;
– with the use of the switch when the hydraulic systems are inoperative and the pressure in
them is below the normal level.

(c) Operational Data

The design of the voice recorder guarantees the preservation of the recorded information after
the effect of:
– single impact deceleration during 5 ms with the acceleration equal to 9810 m/s2;
– ambient temperature rise up to 1100 °C on the 50 % of the equipment surface during 30 min;
– static load of up to 2300 kgf (5,070 lbf);
– sea water during 36 hours;
– kerosene, fire extinguishing and hydraulic liquids during 5 min.

(d) Normal Procedures

Operating conditions (stage) Procedure

Preflight serviceability test of the Turn the VOICE RECORDER ON-OFF (МАГНИТОФОН ВКЛ.– ОТКЛ.)
voice recorder switch on the LH side panel of the electrical control panel to the ON (ВКЛ)
position. Check to see that the VOICE RECORDER (МАГНИТОФОН
ИСПРАВЕН) annunciator should light up.
In flight Check the voice recorder operation by consulting the VOICE
RECORDER (МАГНИТОФОН ИСПРАВЕН) annunciator; it should be
lighted.

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P-507-3BS (П-507-3БС) Voice Recorder Controls

Figure 7.24.1

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7.25. Emergency Exits

(a) To leave the helicopter after the emergency landing use may be made of all exits and emergency
hatches available on the helicopter as well as of the top hatch in the crew compartment for
escape to the engines.

The diagram of the exits and emergency hatches is shown in Figure 0-2 of Section 0 in the Flight
Manual.
All emergency exits are provided with the emergency jettisoning mechanisms which are operated
by the handles located both inside and outside the helicopter.
The arrows provided with the OPEN (OTKPЫТО) and CLOSED (ЗАКРЫТО) inscriptions near
the jettisoning handles show the direction of movement of the jettisoning handles in order to
jettison the doors and covers of the emergency hatches.
In addition to that, provision is made for the locks with the inscriptions FLIGHT (ПОЛЕТ) and
PARKING (СТОЯНКА) on the doors, blisters and hatches.
Before flight, all the locks should be set to the FLIGHT (ПОЛЕТ) position due to which they can
be opened, if necessary, from the outside. At the same time, the green FLIGHT (ПОЛЕТ)
annunciator lights up on the LH panel of the electrical control panel.
After landing and stopping the engines, all locks should be set to the PARKING (СТОЯНКА)
position. In this position, the doors and hatches cannot be open from the outside and the
PARKING (СТОЯНКА) annunciator lights up.

(b) Overall Dimensions of Exits and Emergency Hatches

The opening of the LH entrance door-stairs, m (ft):

– width .................................................................................................................. 0.825 (2.706);
– height ................................................................................................................. 1.405 (4.608).
Openings of the tail entrance door, m (ft):
– width .................................................................................................................. 0.750 (2.46);
– height ................................................................................................................. 2.000( 6.56).
Openings of emergency hatches, m (ft):
– width .................................................................................................................. 0.510 (1.673);
– height ................................................................................................................. 0.952 (3.123).
Opening of the emergency hatch in the tail entrance door, m (ft):
– width .................................................................................................................. 0.600 (1.968);
– height ................................................................................................................. 0.930 (3.05).
Openings of jettisonable blisters, m (ft):
– width (average)................................................................................................... 0.660 (2.165);
– height ................................................................................................................. 0.800 (2.624).
Opening of the hatch in the flight compartment for escape to the engines, m (ft):
– width .................................................................................................................. 0.440 (1.443);
– height ................................................................................................................. 0.580 (1.902).

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7.26. Emergency Radio Equipment

7.26.1. R-855A1 (P-855A1) Radio Set

(a) Brief Description

The emergency VHF radio set (Fig. 7.26.1) is intended for radio telephone communication of the
crew members of the crash-landed helicopter with the rescue aircraft (helicopters) and directing
them to the place of crash-landing as well as for producing distress signal.
The radio set can be used in the COMMUNICATION and BEACON modes on fixed frequencies
of 121.5 and 243 MHz.
The radio set comprises:
– a transceiver;
– PRIBOY-2c (ПРИБОЙ-2c) storage battery;
– an antenna.

(b) Controls

Mounted on the radio set case are:

– mode selector switch provided with the OFF (ВЫКЛ), COMM 121.5 (СВЯЗЬ 121,5), COMM 243
(СВЯЗЬ 243), BEACON 121.5 (МАЯК 121,5), BEACON 243 (МАЯК 243);
– XMIT (ПРД) button intended for transmission;
– holes for invertible microphone-headphone;
– antenna socket;
– battery connector;
– unpressurization screw;
– instructions for using the radio set.

(c) Operational Data

The radio set operational data are as follows:

– two-way communication range between the emergency radio set located on the ground and the
rescue aircraft (helicopter) at an altitude of 1000 m (3,280 ft) amounts to 40 – 50 km (20 – 25 Nm);
– time of continuous operation of the radio set when using only one storage battery is no less
than 60 hours in the COMMUNICATION mode and not less than 24 hours in the BEACON
mode;
– radio set mass is 1.1 kg (2.4 lb);
– the radio set is made waterproof and remains serviceable after being exposed to the sea water
at a depth to one meter during one hour.

(d) Normal Procedures

Operating conditions (stage) Procedure

Preflight inspection of the Check the standard equipment of the radio set for completeness and
helicopter availability aboard the helicopter

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Continued

Operating conditions (stage) Procedure

After emergency landing Connect the storage battery to the transceiver through the special
connector. At subzero air temperatures, warm the storage battery
under your clothing.
Straighten and connect the antenna.
Back off the unpressurization screw for 3 to 5 s and tighten it up right
home.
Set the mode selector switch to the COMMUNICATION position on
the working frequency.
Check to see that the receiver functions normally by the noise in the
headset.
Press the XMIT (ПРД) button right home and transmit a distress
message after bringing the microphone closely to your mouth.
See to it that the antenna is in the vertical position.
Upon receiving a reply and the GIVE SIGNAL command set the mode
selector switch to the BEACON position on the frequency.

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R-855A1 (P-855A1) Emergency Radio Set

Figure 7.26.1

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7.27. Identification Radio Equipment

(a) Brief Description

Article 6201 is intended for direct use.

The article consists of a control panel and electronic units.
Its controls are installed on the LH side panel of the electrical control panel.
The SPARE ON (ЗАПАСН. ВКЛЮЧИ) yellow annunciator is located on the same panel.
The helicopter is provided with the possibility of automatic change-over of the transmitter from the
dummy antenna to the antenna after the takeoff of the helicopter.
In case of emergency jettisoning of the helicopter entrance door and both blisters, the stored information
is erased automatically.

(b) Operational Data

In order to avoid the effect of the transient voltage on the article operation, the engines should be
started, the ground and airborne power sources should be connected and disconnected only
when the article is switched off.

(c) Normal Procedures

Operating conditions (stage) Procedure

Prior to takeoff The article controls should be in the following initial positions:
– set the AUTO-КD– ±15-КP (ABT-КД– ±15-КП) selector switch to the
AUTO (ABT) position;
– throw the OPER-STANDBY (РАБ-ЗАПАСНОЙ) selector switch to
the OPER (РАБ) position;
– set selector switch 1-2 in compliance with the flight mission;
– the ERASE (СТИР.) button is protected with a cover and sealed;
– the DISTRESS (БЕДСТВИЕ) switch – the flag is in the down
position and sealed.
After starting the engines, turn on the TRSP (CPO) circuit breaker on
the RH circuit-breaker panel.
At the moment of turning on the circuit breakers the KD (КД) [KP
((КП)] lamp starts to glow on the control panel.
In flight If the STANDBY ON (ЗАПАСН. ВКЛЮЧИ) yellow annunciator lights
up in flight or at the command from the ground over the radio, set the
OPER-STANDBY (РАБ-ЗАПАСНОЙ) selector switch on the operation
control panel to the STANDBY (ЗАПАСНОЙ) position.
At the assigned time check the KP (КП) pilot lamp for lighting and the
KD (КД) pilot lamp for going out.
If it did not happen at the assigned time, turn the AUTO-КD– ±15-КP
(ABT– КД– ±15-КП) selector switch to position ±15 and then to the KP
(КП) position.

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Continued

Operating conditions (stage) Procedure

To produce the DISTRESS signal in case of an emergency situation,

turn the DISTRESS (БЕДСТВИЕ) selector switch to the DISTRESS
(БЕДСТВИЕ) position after removing the seal.
In case of an off-field landing or emergency leaving the helicopter,
remove the seal and depress the ERASE (СТИР.) button on the
operational control panel.

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Article 6201 Control Panel

Figure 7.27.1

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SECTION 8

OPERATION AND MAINTENANCE

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OPERATION AND MAINTENANCE

Contents
Page
Title Page ....................................................................................................................8-1/2
Contents ......................................................................................................................8-3/4
8.1. Towing ........................................................................................................................8-5
8.2. Parking ........................................................................................................................8-11/12
8.3. Covering the Helicopter with Protective Covers .........................................................8-11/12
8.4. Mooring the Helicopter ................................................................................................8-11/12
8.5. Tie-Down of Main Rotor Blades ..................................................................................8-17/18
8.6. Helicopter Preflight Ground Maintenance and Servicing Points .................................8-17/18
8.7. Types of Fuels Used ...................................................................................................8-25
8.8. Fueling the Helicopter .................................................................................................8-27
8.9. System Capacity, Grades of Oils and Other Materials Used .....................................8-27
8.10. Check and Adjustment of Rotor System .....................................................................8-30

List of Illustrations

Fig. 8.1. Tow Bar .......................................................................................................................8-7/8

Fig. 8.2. Tow Cable ...................................................................................................................8-9/10
Fig. 8.3. Covering the Helicopter with Protective Covers .........................................................8-13/14
Fig.8.4. Helicopter Mooring ......................................................................................................8-15/16
Fig.8.5. Tie-Down of Main Rotor Blades ..................................................................................8-19/20
Fig.8.6. Tie-Down of Main Rotor Blades Against Storm ..........................................................8-21/22
Fig.8.7. Ground Maintenance Points .......................................................................................8-25/26

List of Tables

Table 8.1 Types of Fuels Used ...................................................................................................8-25

Table 8.2 Grades of Oils Used for Engines .................................................................................8-29

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8.1 Towing

The helicopter is to be towed by a truck (tractor) with the use of a towing fixture. The set of the towing
fixtures includes a tow bar and a tow cable.
Usually the tow bar (Fig. 8.1) is used for towing the helicopter on the aerodrome, highways and
unpaved roads. Under heavy road conditions (on the soft soil or when towing the helicopter to the flat
ground) in order to avoid damage to the nose LG strut, the helicopter should be towed with the use of
the tow cable with the tail looking forward.
Prior to towing the helicopter over the aerodrome, make sure that the main rotor is locked in such a
position that no one blade is over the tail boom or the stabilizer, the main rotor blades are released from
mooring and the mooring cables are removed, check to see that the towing fixtures are in good condition.
For towing the helicopter over long distances outside the aerodrome, remove the blades of the main
and tail rotors. In this case, the blades of the main rotor are transported in special cradles by truck.
The blades of the tail rotor and similar loads may be transported in the cargo compartment of the helicopter.
The towing procedure should be supervised either by the pilot or flight engineer of the helicopter. The
pilot or flight engineer should be on the pilot’s seat in the flight compartment and be constantly ready to
use the wheel brakes.
Never allow anybody to stay near the towing fixture or stand on the tow bar when towing the helicopter.
Be sure to start the movement of the helicopter smoothly without any jerks. Tow the helicopter at the
concrete or asphalt pavement at a speed of up to 8 km/h (4 kt) and on the hard unpaved roads at a
speed of up to 5 km/h (2.5 kt).
The helicopter turn angle (the angle between the helicopter longitudinal line and the truck axis) should
not exceed 60° when towing the helicopter with the use of a hard tow bar on the concrete or asphalt
pavement and 30° when towing the helicopter on the hard soil.
During sharp turns the towing speed should not exceed 4 km/h (2.2 kt).
If while towing the helicopter the tow bar shears the safety bolt securing the end piece to the tube (this
takes place at a load of 4500 kgf±200 kgf (9,910±440 lbf)) or the safety bolt securing the tube to the
fork (this takes place at a load of 8000 kgf±400 kgf (17,620±880 lbf)), cancel the towing operation and
find out why the bolt is sheared.
Towing the helicopter on the sticky ground with the cables attached to the main LG struts
The helicopter is towed on the boggy ground or to the flat ground by attaching the cables to the main
LG struts (Fig. 8.2).
When the cables are used for towing the helicopter, use the tow bar as a guide lever for maintaining
the desired direction.

ATTENTION! WHEN TOWING THE HELICOPTER WITH THE USE OF THE CABLES BE SURE TO
TAKE SPECIAL SAFETY MEASURES IN ORDER TO PREVENT COLLISION OF THE
HELICOPTER WITH THE TOWING TRUCK.

To attach the tow cable, proceed as follows:

– bring the cables to the main LG struts from the side of the tail boom;
– secure the cables to the axles of the main LG struts with the rods;

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– tighten the cables and slip the ring on the truck hook;
– check the tow cable for proper attachment to the helicopter and truck and start towing the helicopter.
Tow the helicopter with the use of the cables attached to the main LG struts at a speed of not higher
than 3 km/h (1.6 kt). The helicopter turn angle should not exceed ±25°.
If while towing the helicopter the tow cable shears the safety bolt of the tow cable (this takes place at a
load of 3250 kgf±250 kgf (7,160±550 lbf)), replace it with one of two spare bolts fixed on the tow bar tube.

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1. Shackle
2. Safety Bolt
3. Beam
4. Nut
5. Washer
6. Sleeve
7. Shock Spring
8. Washer
9. Cable Safety Bolts
10. Body
11. End Piece
12. Wheel
13. Pivot
14. Clamp
15. Safety Bolt

Tow Bar
Figure 8.1

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1. Universal Joint
2. Cable
3. Shackle
4. Safety Bolt 8AT-9800-127

Tow Cable
Figure 8.2

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8.2 Parking
The helicopter parking area should be located in a place that is well protected from the dominant
directions of winds since a high gusty wind can cause damage to the blades of the main rotor.
If possible the helicopter should be positioned on a flat ground.
The distance between the nearest helicopter or aircraft should be not less than two diameters of the
main rotor. The parking area should be provided with fire extinguishers.
To bring the helicopter to the parking area, proceed as follows:
Apply brakes to the helicopter wheels.
Put chocks under the wheels.
Check to see that the blades of the main rotor are set at a low pitch and locked so that none of them is
over the tail boom and stabilizer.
De-energize the buses of the helicopter electrical system.
Install a protective casing (plug) on the ice detector.
Install the blanks in the air intakes and engine exhaust jets as well as on the fuel system vent outlets.
Attach the grounding system.
At the ambient air temperature of minus 5 °C and below remove, the storage batteries from the
helicopter and take them to the room where the temperature is not below plus 15 °C.
At the ambient air temperature of minus 15 °C and below, remove the water fire extinguishers and take
them to a warm room.
Close the doors and hatches and lock them.
Slip the canvas covers (plugs) over the pitot/static tubes.
Under steady adverse weather conditions and in winter time protect the blades of the main and tail
rotors with covers.

8.3 Covering the Helicopter with Protective Covers

Cover the helicopter with the use of the complete set of protective covers (Fig. 8.3) under adverse
weather conditions or forecast of such conditions as well as when preparing the helicopter for storage.
In case of short-time parking (up to 7 days), use only the cover for the nose portion of the fuselage or
the summer cover for the flight compartment protecting the glazing from sun rays

8.4 Mooring the Helicopter

The mooring of the helicopter (Fig. 8.4) should be effected on a specially-prepared mooring ground with the use
of the mooring cables 19.5 and 27 mm (0.768 and 1.063 in) in diameter provided with end pieces and shackles.
The helicopter is moored in those cases when it should be tested at all modes of operation of the
engines as well as during ground tests. The mooring ensures the fastening of the nose LG strut and
top assemblies of the main LG strut to the mooring ground.
When preparing for the operations connected with the mooring of the helicopter, thoroughly inspect the
mooring ground, mooring cables and attachment units on the helicopter.
Replace the mooring cables with the broken strands.

ATTENTION! WHEN ATTACHING THE MAIN CABLES TO THE TOP ASSEMB-LIES OF THE MAIN LG
STRUTS, TAKE CARE TO AVOID ANY DAMAGE TO THE EXTERNAL FUEL TANKS.
CHECK THE CABLES FOR PROPER ATTACHMENT BEFORE STARTING THE ENGINES.

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1. Canvas Cover for Engine Dust Protection Device

2. Engine Cowling Cover
3. Main Rotor Blade Cover
4. Main Rotor Hub Cover
5. Helicopter Central Portion Cover
6. Cover for Warming Main Rotor Head
7. Cover for Warming Tail Boom Pylon
8. Tail Rotor Blade Cover
9. Cover for Tail Rotor Hub and Blade
10. Cover for Main LG Wheel
11. Cover for Nose LG Wheel
12. Cap with Flag
13. Fuselage Nose Portion Cover

Covering the Helicopter with Protective Covers

Figure 8.3

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1. Front Cables
2. Main Cables

Helicopter Mooring
Figure 8.4

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8.5 Tie-Down of Main Rotor Blades

Turn the main rotor so that no one blade is over the tail boom and stabilizer, set the main rotor at a low
pitch and apply brakes.
Install the pins of the mooring slings on the blade tips with the use of a lever (Fig. 8.5).
Bend the end of each blade downwards and keeping it in such a position tighten up the lanyard. Attach
the lanyards to the ears on the drag struts of the main LG struts.
If the wind speed is over 20 m/s (40 kt), secure the blades additionally with two tie-rods (Fig. 8.6),
which prevent the blades from turning in the feathering hinges.
When installing the tie-rod, attach its one end to the ring of the main rotor flapping hinge shaft and the
other fork-shaped end, to the swashplate hinge shaft.
There is no need in the tie-down of the main rotor blades if the helicopter is planned for making a flight
the next day or engine start and according to the weather forecast the expected wind speed shall not
exceed 20 m/s (40 kt).

8.6 Helicopter Preflight Ground Maintenance and Servicing Points

This subsection contains the information required for preflight preparation of the helicopter.
For more detailed information on maintenance of the helicopter and its systems, refer to the
“Maintenance Manual” and “Maintenance Schedule”.
Before servicing the helicopter, check to see that:
– the voucher for POL is available and properly filled in;
– the servicing equipment is grounded and chocks are placed under its wheels.
The layout of the points for connection of the ground maintenance and servicing facilities as well as the
equipment used for preflight preparation is shown in Fig. 8.7.

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1. Slings
2. Slings
3. Slings
4. Slings
5. Slings

Tie-Down of Main Rotor Blades

Figure 8.5

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Tie-Down of Main Rotor Blades to Withstand Storms

Figure 8.6

Feb 18/05 8-21/22

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8.7 Types of Fuels Used

Foreign fuels with anticrystallization additive

Russian fuels
A1-31 Mil-J-27686F

PT and TC-1 GOST 10227-86 Jet A-1 DERD 2494

and their mixtures with TFC-1 Д-2-3
anticrystallization additive – liquid
TC-1 БДС 5075-82
“I” (“И”)
PL-6 PND 25-005-81
Jet A-1 AFQRJOS
CM-1 JUS B.H2.333
ATF K-50 IS 1571-76
JP-1 MIL-F-5616C
Turbo A-1 DERD2494
T-1 STAS 5639-77

NOTE. 1. The TC-1 fuel may be used at the ambient air temperature not below minus 45 °C.
2. When determining the permissible interchange ability of fuel grades, it is necessary to use the
Maintenance Manual of the ТВЗ-117ВМ and АИ-9В engines.

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1. Connector for Charging Nose LG Shock Strut

2. Engine Oil Tank Filler Neck
3. Main Gearbox Filler Neck
4. Auxiliary System Hydraulic Accumulator Charging Connector
5. Hydraulic Tank Filler Neck
6. Main System Hydraulic Accumulator Charging Connector
7. Tail Gearbox Filler Neck (Vent Outlet)
8. Oil Tank Filler Neck of AI-9B (AИ-9B) Engine
9. Intermediate Gearbox Filler Neck
10. Tail Support Shock Absorber Charging Connector
11. Oil Charging Valve (A – Main Hydraulic System;
B – Auxiliary Hydraulic System)
12. Pneumatic System Charging Connector
13. Chamber Charging Connector (A – main LG Shock Strut
Low Pressure; B – main LG Shock Strut High Pressure)
14. External Fuel Tank Filler Neck

Ground Servicing Points

Figure 8.7

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8.8 Fueling the Helicopter

At the ambient air temperature of 5 °C and below at the departure aerodrome as well as during the
flights beyond the Polar circle or from over the Polar circle irrespective of the ambient air temperature
and flight duration before fuelling the helicopter, check the fuel for anticrystallization liquid within the
limits of (0.1±0.05 to 0.3±0.03) % of the total amount of fuel.
Prior to fuelling, the flight engineer should perform the following operations:
– check the ground around the helicopter for the availability of the fire fighting means;
– check the fuel quality by the certificate or voucher;
– check the sealing of the fuel servicer and the screen filters in the fuel discharge nozzle for condition;
– dump the fuel sediment from the water trap of the fuel servicer and check the sediment cleanliness;
– allow 1 – 2 lit of fuel to flow from the fuel discharge nozzle into the clean vessel and check the fuel quality.

CAUTION! SHOULD FOREIGN PARTICLES, ICE CRYSTALS OR WATER BE DETECTED IN THE

FUEL DRAINED FROM THE WATER TRAP OF THE FUEL SERVICER OR FUEL
DISCHARGE NOZZLE, DO NOT START THE FUEL SERVICING OF THE HELICOPTER.

– check to see that the helicopter and fuel servicer are properly grounded and the grounding cable of
the fuel servicer is attached to the helicopter for equalizing the electrical potential.
When the helicopter fueling is in progress, NEVER:
– start any operations producing sparks at a distance of less than 25 m from the helicopter;
– connect and disconnect power sources, use electrical instruments that can cause sparking;
– lay down the cables interconnecting the helicopter with the power source in the way of approach
(departure) of the ground servicing means;
– start fueling the helicopter if fuel or its vapours are detected inside the helicopter;
– start and warm up the engines, articles and systems;
– use open fire, faulty electric lamps (lanterns) for supervising the fueling operations;
– start the fueling if there is no free way for departure of the fuel servicer from the helicopter and in
case of overheating of wheel brakes;
– allow the passengers to remain in the passenger compartment of the helicopter.
Servicing the Fuel System
Unlock and open the lids of the filler necks of the external fuel tanks in turn and fill the tanks with fuel.
Consult the fuel quantity indicator located on the RH instrument panel to check the fuel level by setting
the indicator selector switch to the TOTAL (СУММА), ExLH (Пл.) and ExRH (Ппр) positions. After the
check switch off the fuel quantity indicator. Close and lock the lids of the filler necks.

NOTE. The X-feed shut-off valves of the external tanks should be always in the open position except for
the cases when due to certain reasons the X-feed of the external tanks should be shut-off (for
separate drainage (filling) of the fuel from them or when one of the tanks should be removed.

8.9 System Capacity, Grades of Oils and Other Materials Used

CAUTION! DO NOT MIX THE FACTORY GRADES OR TYPES OF OILS. IF THE OILS HAVE BEEN
MIXED, DRAIN THE OIL AND FLUSH THE OIL SYSTEM, OTHERWISE THERE MAY BE OIL
LEAKAGE THROUGH THE SEALS.

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The oil system capacity in liters:

TVZ-117VM (ТВЗ-117ВМ) engine ..................................................................................... 17
including:
– oil tank ............................................................................................................................. 11
– pipelines .......................................................................................................................... 2.3
– oil cooler .......................................................................................................................... 2.3
– engine oil lines ................................................................................................................ 1.4

NOTE. The minimum permissible amount of oil in the tank of each engine is 8 lit. Engine operation
with the oil amount less than 8 lit is not tolerated.

VR-14 (BP-14) main gearbox ............................................................................................. 47

including:
– main gearbox .................................................................................................................. 37
– oil cooler (each) ............................................................................................................... 3.7
– pipelines .......................................................................................................................... 2.6

NOTE. The trapped oil in the main gearbox is within 5 – 6 lit.

AI-9V (АИ-9В) engine ........................................................................................................ 2.4 – 2.6

Intermediate gearbox ......................................................................................................... 1.3
Tail gearbox ........................................................................................................................ 1.7
Capacity of the hydraulic system in liters:
of main and auxiliary hydraulic systems ............................................................................ 22
including:
– hydraulic tank of main hydraulic system ......................................................................... 10
– hydraulic tank of auxiliary hydraulic system .................................................................... 10
– pipelines and accessories ............................................................................................... 2
Capacity of LG shock struts in liters:
of main LG .......................................................................................................................... 2 x 3.51
including:
– low pressure chambers ................................................................................................... 2 x 1.11
– high-pressure chambers ................................................................................................. 2 x 2.4
nose LG .............................................................................................................................. 2.08
tail support .......................................................................................................................... 0.3

8.9.2. Grades of Oils Used for Engines

T a b l e 8.2

Foreign oil
Russian oil
Grade Firm

Б-3В Castrol 98 (Turbonycoil 98) DEF STAN 91-98

ТУ 38-101295-85, Turbonycoil 35M DEF STAN 91-98

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Table 8.2, continued

Foreign oil
Russian oil
Grade Firm

ЛЗ-240 Mobil Jet Oil II MIL-PRF-23699

ТУ 301-04-010-92 Mobil Jet Oil 254 MIL-PRF-23699
Turbonycoil 525-2A MIL-PRF-23699
Turbonycoil 600 MIL-PRF-23699
Castrol 599 DEF STAN 91-100
Acroshell Turbine Oil 560 DERD 2499
Castrol 5000 MIL-PRF-23699F
BP Turbo Oil 25 DOD-L-85734

8.9.3. Grades of Oil Used for Main Gearbox

Russian oil: Б-3В ТУ 38-101295-85.
8.9.4. Grades of Oil Used for Intermediate and Tail Gearboxes
Russian oils:
– CM-9 (mixture of 2/3 TC hyp ТУ 38.1011332-90 + 1/3 АМГ-10 GOST 6794-75 in volume);
– “50/50” (mixture of 1/2 TC hyp ТУ 38.1011332-90 + 1/2 АМГ-10 GOST 6794-75 in volume);
– TC hyp ТУ 38.1011332-90 at an ambient air temperature of +5 °C and above.

CAUTION. 1. WHEN DETERMINING THE PERMISSIBLE INTERCHANGEABILITY OF OIL GRADES, IT IS

NECECESSARY TO USE THE MAINTENANCE MANUAL OF ENGINES.
2. AFTER ADDING OIL TO THE OIL SYSTEMS OF THE TVZ-117VM (ТВЗ-117ВМ) AND AI-9V
(АИ-9B) ENGINES AND OF THE MAIN GEARBOX, DO NO FAIL TO MAKE A
CORRESPONDING ENTRY IN THE LOG BOOK FOR THE HELICOPTER.
THE ENTRY SHOULD SPECIFY THE TYPE AND FACTORY GRADE OF THE USED OIL IN
ORDER TO AVOID UNINTENTIONAL MIXTURE OF OILS.

8.10 Check and Adjustment of Rotor System

To track the main rotor blades, proceed as follows:

– prepare the installation designed for checking main rotor blades tracking, fix a roll of white thick
paper on the pole. The roll should extend by not less than 500 mm 20 in beyond the pole;
– paint the blade tips in different colour (each blade should be painted different color);
– use the blade fix trim tab protractor for measuring the angles of all blades and, if necessary, bend the
blade fix trim tab by an angle of +2° (upwards from the lower surface) with the use of a special
appliance. Measurements should be made relative to the lower edge of the trim tab;
– make preliminary installation of the housings of the feathering hinges of the main rotor hub, for which purpose
adjust the length [within L = (380±5) mm [(15±0.2) in] of the vertical tie-rods of the swashplate blades.
The length should be adjusted by driving out (in) the tie-rod from the top fork after loosening the
clamping bolt;
– load the helicopter up to the normal takeoff mass;

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NOTES: 1. Check and adjust rotor blades tracking at the wind speed of at least 5 m/s (9.7 kt).
2. If the helicopter is not moored, put chocks under the main LG wheels.

– start the engines and warm them up at an idle rating.

ATTENTION! THE HELICOPTER ENGINES MAY BE STARTED AND RUN BY THE PILOT, ON THE
PILOT’S COMMAND OR BY THE FLIGHT ENGINEER AND ALL CREW MEMBERS
SHOULD BE AT THEIR STATIONS.

– adjust the rotational speed of the main rotor within 55 – 70 %, blade setting angle of ϕ = 1° as shown
by the pitch indicator. The set angle should not be changed up to the end of the adjustment operation;
– adjust the pole length so that the middle portion of the paper roll is at the level of the main rotor blade tips;
– bring the pole to the rotating rotor so that the blade tips touch the paper leaving their marks on the
paper and take the pole away;
– upon eliminating the tracking of the rotor blades at the rotational speed of the main rotor within 55 – 70 %,
make the same check at the rotational speed of the main rotor within 95±2 % (the pitch of the main rotor
is not changed). The blade marks on the paper at these rotational speeds of the main rotor may be at
different levels;
– determine the required bending angles of the trim tabs from the following conditions:
bend the trim tabs downwards on the blades deflecting upwards from the average level and vice versa.
Bending the trim tab by 1° upwards increases and bending it downwards decreases the plane of
rotation of the blade tip at the rotational speeds of the main rotor (within 95±2) % approximately by 20
– 25 mm (0.8 to 1 in).
The trim tabs are bent with the use of a special holder and the size of bending is taken with a
protractor.
If the difference in the bending angles by the cross-sections exceed 1°, dress the trim tab.
The bending angle of the trim tabs should be within 2±3° (sign “+” is taken from the zero on the
protractor scale upwards and sign ”-“ is taken from scale zero downwards).
– shutdown the engines;
– select the average mark and determine the distance from it to the marks of other blades on the
paper;
– track the rotor blades in the following way:
– the blade whose mark is below the average level on the paper has lower setting angle. In this case,
extend the tie-rod turning the blade.
One turn of the tie-rod changes the height of the blade tip by approximately 60 -65 mm (2.36 – 2.56 in).
Turning the tie-rod by one face causes vertical displacement of the blade tip by 10 – 11 mm (0.39 – 043. in);
– the blade whose mark is above the average level on the paper has greater setting angle. In this
instance, decrease the angle by making the tie-rod length shorter.

NOTE. AFTER ADJUSTING THE LENGTH OF THE TIE-RODS RESPONSIBLE FOR TURNING THE
BLADES, LOCK THEM BY TIGHTENING THE SLEEVES OF THE UPPER FORKS WITH THE
CLAMPING BOLTS. CHECK THEM FOR RELIABLE LOCKING.

– start the engine and using the procedure described above, check rotor blades tracking.
If the marks of the blade tips differ by more than 20 mm (0.8 in), repeat the operations in order to track
the rotor blades;

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– after tracking the rotor blades at the rotational speeds of the main rotor within 55 – 70 % and 95±2 %,
check rotor blades tracking at the rotational speeds of the main rotor within 95±2 %, blade setting
angle of ϕ = 1° and switched off main and auxiliary hydraulic systems.

WARNING! NEVER TRY TO TRACK THE ROTOR BLADES ON THE NON-MOORED HELICOPTER
WITH THE MAIN AND AUXILIARY HYDRAULIC SYSTEMS SWITCHED OFF.

For the detailed description of the rotor blades, tracking refer to the Maintenance Manual of the helicopter.

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SECTION 9

ADDITIONAL INFORMATION

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ADDITIONAL INFORMATION

Contents

Page
Title Page .......................................................................................................................9-1/2
Contents .........................................................................................................................9-3
9.1. Introduction ....................................................................................................................9-5
9.2. Recommendations for Flight Execution in Unpredictable Situations .............................9-5
9.3. Helicopter Thrust ............................................................................................................9-5
9.4. Speed Range for Single-Engine Flight ..........................................................................9-5
9.5. Calculation of Required Amount of Fuel ........................................................................9-6
9.6. Reference Tables for Conversion of Measurement Units .............................................9-13

List of Illustrations

Fig. 9.1. Range of True Airspeeds for Single-Engine Flight for Different Masses
and Pressure Altitudes at 2.5-minute, 30-minute and Continuous
Engine Power Setting In Standard Atmospheric Conditions .........................................9-21/22
Fig. 9.2. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 2.5-minute Engine Power Setting ...............................................................................9-23/24
Fig. 9.3. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 30-minute Engine Power Setting ................................................................................9-25/26
Fig. 9.4. Range of True Airspeeds for Single-Engine Flight as Function
of Pressure Altitude, Flight Mass and Ambient Air Temperature
at Continuous Engine Power Setting ..............................................................................9-27/28
Fig. 9.5. Kilometer Fuel Flow Rate at Cruising Speed as Function of
Flight Altitude for Different Flight Masses ......................................................................9-29/30
Fig. 9.6. Fuel Flow Rate Per Hour at Economic Speed as Function of
Flight Altitude for Different Flight Masses ......................................................................9-31/32
Fig. 9.7. Kilometer Fuel Flow Rate as Function of Speed and Flight Altitude
for Different Flight Masses In Standard Atmospheric Conditions ..................................9-33/34
Fig. 9.8. Service Range at Cruising Speed with 30-minute Fuel Reserve ..................................9-35/36
Fig. 9.9. Service Range at Economic Speed with 30-minute Fuel Reserve ................................9-37/38
Fig. 9.10. Derivative Taking into Account Change in Kilometer Fuel
Flow Rate As Function of Temperature at Cruising Speed ...........................................9-39/40
Fig. 9.11. Derivative Taking into Account Change in Fuel Flow Rate
Per Hour As Function of Temperature at Cruising Speed .............................................9-39/40
Fig. 9.12. Chart Illustrating Flight Range as Function of Equivalent Wind ....................................9-41/42

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List of Tables

Table 9.1. Capacity of Fuel Tank .................................................................................................... 9-6

Table 9.2. Fuel Flow Rate, Horizontal Distance Covered and Time
of Takeoff and Climb (Vind = 120 km/h (65 kt), N max dur) ........................................... 9-7
Table 9.3. Fuel Flow Rate, Horizontal Distance Covered and Time
of Descent and Landing ................................................................................................ 9-8
Table 9.4. Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour
at Cruising Speed as Function of Flight Mass and Altitude nMR = 95 % ........................ 9-9
Table 9.5. Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour
at Economic Speed as Function of Flight Mass and Altitude ........................................ 9-9
Table 9.6. Fuel Flow Rate in Hovering Mode Out of Ground Effect ............................................... 9-10
Table 9.7. Equivalent Wind Speed ................................................................................................. 9-12
Table 9.8. Conversion Table of Fahrenheit Degrees (F)
into Celsius Degrees (°C) .............................................................................................. 9-13
Table 9.9. Conversion of Gallons into Liters .................................................................................. 9-15
Table 9.10. Conversion of Inches into Millimeters ........................................................................... 9-16
Table 9.11. Conversion of Feet into Meters ..................................................................................... 9-16
Table 9.12. Conversion of Pounds into Kilograms ........................................................................... 9-17
Table 9.13. Conversion of Speed Measurement Units .................................................................... 9-17
Table 9.14. Conversion of Vertical Speed Measurement Units ....................................................... 9-19/20

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9.1. Introduction

The present section contains additional information that may be used for preflight preparation. It is given
in the form of fuel flow charts, performance charts and tables for conversion of the measurement units.

9.2. Recommendations for Flight Execution in Unpredictable Situations

In case of unpredictable situations in flight (extraneous noise, excessive vibrations, etc.), the pilot
should take all possible measures to pull out of such situations in the following way:
– set the best speed (120 km/h (65 kt));
– check the operation of the power plant by consulting the instruments; should the noise, vibration, etc.
persist, make emergency landing (see Section 3, Part I, Flight Manual).

9.3. Helicopter Thrust

The main rotor thrust at the constant power of the engines significantly depends on the hovering
altitude over the ground surface, i.e. on the ground effect.
The thrust as function of the hovering altitude under the standard conditions at the sea level is
illustrated in Fig. 4.2, Section 4 of the Flight Manual.
In these conditions at the takeoff rating of the engines the thrust of the main rotor out of the ground effect
amounts to 13,200 kgf (29,070 lbf) and when hovering in the ground effect at a height of 3 m (10 ft), the
thrust amounts to 14,350 kgf (32,000 lbf). The ground effect is equal to 10 % of the free thrust.

9.4. Speed Range for Single-Engine Flight

The range of the airspeeds for single-engine flight for different masses and pressure altitudes at the
2.5-minute, 30-minute and continuous ratings of the engines under the conditions of international
standard atmosphere is illustrated in Fig. 9.1.
The ranges of the airspeeds for single-engine flight as function of the pressure altitude, helicopter
mass and ambient air temperature at 2.5-minute, 30-minut and continuous rating of the engine are
illustrated in Figs 9.2, 9.3 and 9.4.

9.5. Calculation of Required Amount of Fuel

9.5.1. General

The range and duration of the helicopter flight at the given load depend on the fuel reserve and the
flight mode that is determined by the altitude and flight speed. The load and fuel amount determine
the takeoff (landing) mass of the helicopter which should not exceed the maximum permissible mass
determined by the charts for the selected flight methods of takeoff (landing) and actual conditions at
the place of takeoff (landing).

9.5.2. Determining Full Fuel Amount

Full fuel load mf is determined from the following formula:

mf = m – mop mass + mg f,

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where:
m – helicopter takeoff mass (less the mass of fuel amount used on the ground);
mop mass – helicopter operation mass including whole load less the fuel amount;
mg f – fuel consumed during operation of the engines on the ground, determined by the time of
engine operation on the ground and average fuel flow rate (6 kg/min (13 lb/min)).
The full fuel load (after fueling before takeoff) is equal to the filled fuel in liters multiplied by the fuel
specific gravity.
If the actual fuel specific gravity is unknown, the calculations are made with the use of the rated values
of the fuel specific gravity depending on its grade.
T a b l e 9.1
Capacity of Fuel Tanks

Full fuel load after fueling, kg (lb)

Tank Tank capacity, lit
TC-1 and PT
(fuel specific gravity 0.775 kg/l (1.707 lb/l)

Main 2760 2170 (4.770 l/l)

Unusable fuel 5 7.8 (17.2)

The calculations are made with the use of mg f = 30 kg (65 lb) consumed on the ground before the
helicopter takeoff during 5 min (starting, warming up, engine run and taxiing for takeoff).

9.5.3. Determining of Fuel Amount for Horizontal Flight

The amount of fuel used for the horizontal flight is determined from the formula:
mf h f = mf – m f f – mt/o f – md l f – mf res – mun f
where:
mt/o f – the fuel amount consumed during takeoff, setting the mode and climb (to be determined
from Table 9.2);
md l f – the fuel amount consumed during descent, braking, hovering and landing (to be
determined from Table 9.3);
mf res – the fuel reserve (for route deviations, changes in weather conditions, etc.).
The calculations are based on the fuel reserve for 30-min flight at the cruising speed and the given
altitude.
mun f – the unused fuel equal to 7.8 kg (17.2 lb).
9.5.4. Determining Flight Range and Duration
The flight range is determined from the following formula:
L = Lh f + Lt/o + Ld l,
where:
Lh f – the range of the horizontal flight;
mf h
Lh f =
q

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q – the kilometer fuel flow rate (to be determined from Table 9.4 and graphs in Figs 9.5 and
9.7);
Lt/o – the takeoff and climb range at the best climbing speed (to be determined from Table 9.2);
Ld l – the descent and landing range at the best descent speed (to be determined from Table 9.3).
The flight duration is determined from the following formula:
t = th f + tt/o + td l,
where:
th f – the duration of the horizontal flight;
mf h
th f =
Q
Q – the fuel flow rate per hour (to be determined from Table 9.5 and graphs in Fig. 9.6);
tt/o – the duration of takeoff and climb at the best speed of climb (to be determined from Table 9.2);
td l – the duration of descent and landing at the best descent speed (to be determined from
Table 9.3).
The values of the fuel flow rate per hour (Q) and kilometer fuel flow rate (q) are determined for the
average mass of the helicopter at the given flight stage.
The graphs shown in Figs 9.5, 9.6 and Tables 9.4, 9.5 illustrate the dependence of the minimum
kilometer fuel flow rate and fuel flow rate per hour corresponding to the cruising and economic flight
speeds on the flight altitude for different flight masses.
The graphs shown in Fig. 9.7 illustrate the dependence of kilometer fuel flow rate on the flight speed
for different flight masses and altitudes.
The service range and duration of flight of the helicopter with 30-minute fuel reserve at different
altitudes for the takeoff masses from 9,000 kg to 13,000 kg (19,820 lb to 28,650 lb) depending on the
filled amount of fuel (fuel specific gravity is 0.775 kg/l (1.707 lb/l)) are illustrated by the graphs in Figs
9.8 and 9.9.

T a b l e 9.2
Fuel Flow Rate, Horizontal Distance Covered and Time of Takeoff and Climb
(Vind = 120 km/h (65 kt), Nmax durn)

Takeoff mass, kg (lb)

111.00 (24.450) and less over 11.100 (24.450)

Altitude, m (ft)

Fuel flow Range, km Fuel flow Range, km

Time, min Time, min
rate, kg (lb) (Nm) rate, kg (lb) (Nm)

1 2 3 4 5 6 7

Takeoff, acceleration,
setting climbing mode 15 (35) – 1 15 (35) – 1
100 (330) 20 (45) – 1.5 20 (45) – 1.5

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Table 9.2, continued

Takeoff mass, kg (lb)

111.00 (24.450) and less over 11.100 (24.450)

Altitude, m (ft)

Fuel flow Range, km Fuel flow Range, km

Time, min Time, min
rate, kg (lb) (Nm) rate, kg (lb) (Nm)

1 2 3 4 5 6 7

500 (1.640) 25 (55) – 2.0 30 (65) – 2.0

1000 (3.280) 35 (75) 4 (2.2) 2.5 40 (90) 5 (2.7) 3.0
2000 (6.560) 55 (120) 7 (3.8) 4.0 70 (155) 10 (5.4) 5.5
3000 (9.840) 75 (165) 10 (5.4) 6.0 100 (220) 15 (8.1) 8.0
4000 (13.120) 95 15 (8.1) 7.5 140 (310) 30 (16.2) 11.5
4800 (15.740) – – – 215 (475) – 18.0
5000 (16.400) 115 (255) 20 (10.8) 9.5 – – –

T a b l e 9.3
Fuel Flow Rate, Horizontal Distance Covered and Time of Descent and Landing

Altitude at Indicated Descent vertical

Fuel flow rate, Range, km
beginning of airspeed, km/h speed, m/s Time, min
kg (lb) (Nm)
descent, m (ft) (kt) (ft/min)

1 2 3 4 5 6
Braking,
hovering and – – 15 (35) – 1
landing
100 (330) 130 (70) 2-4 20 (45) – 2
(400-800)
500 (1.640) 130 (70) 5-6 25 (55) 5 (2.7) 3
(1.000-1.200)
1000 (3.280) 140 (75) 5-6 30 (65) 8 (4.3) 4
(1.000-1.200)
2000 (6.560) 140 (75) 5-6 45 (100) 16 (8.6) 7
(1.000-1.200)
3000 (9.840) 140 (75) 5-6 65 (145) 27 (14.6) 11
(1.000-1.200)
4000 (13.120) 120 (65) 3-4 100 (220) 40 (21.6) 16
(600-800)
5000 (16.400) 120 (65) 3-4 140 (310) 53 (28.6) 21
(600-800)

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T a b l e 9.4
Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour at Cruising Speed as Function of Flight Mass
and Altitude nMR = 95 %

Flight mass, kg (lb)

Vind, km/h (kt)
9000 (19.820) 10.000 (22.030) 11.000 (24.230) 12.000 (26.450) 13.000 (28.650)

H, m minimum maximum
mass mass
11.100 11.100 q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h
kg kg (lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h)
(24.450 (24.450
lb) lb)

100 230 215 2.66 620 2.69 625 2.75 640 2.86 625 2.94 643
(330) (125) (116) (10.83) (1.366) (10.95) (1.377) (11.19) (1.410) (11.64) (1.377) (11.97) (1.416)

500 225 210 2.56 595 2.62 610 2.68 625 2.76 600 2.86 620
(1.640) (122) (113) (10.42) (1.311) (10.66) (1.344) (10.91) (1.377) (11.23) (1.322) (11.64) (1.366)

1000 220 205 2,44 580 2.49 580 2.57 600 2.69 585 2.80 608
(3.280) (120) (111) (9.93) (1.278) (10.13) (1.278) (10.46) (1.322) (10.95) (1.289) (11.4) (1.,339)

2000 210 195 2,24 525 2.33 545 2.44 570 2.54 555 2.70 593
(6.560) (115) (105) (9.12) (1.156) (9.48) (1.200) (9.93) (1.255) (10.34) (1.222) (11) (1.306)

3000 195 160 2,13 488 2.23 513 2.36 543 2.63 500 2.91 554
(9.840) (105) (86) (8.67) (1.075) (9.08) (1.130) (9.61) (1.196) (10.7) (1.101) (11.84) (1.220)

4000 170 120 2,00 425 2.14 455 2.36 502 3.16 485 3.73 575
(13.120) (92) (65) (8.1) (936) (8.71) (1.002) (9.61) (1.106) (12.86) (1.068) (15.18) (1.266)

100 230 215 2,66 620 2.69 625 2.75 640 2.86 625 2.94 643
(330) (125) (116) (10.83) (1.366) (10.95) (1.377) (11.19) (1.410) (11.64) (1.377) (11.97) (1.416)

5000 120 – 2.18 355 2.5 405 3.00 485 – – – –

(16.400) (65) (8.87) (782) (10.2) (892) (12.2) (1.068)

T a b l e 9.5
Kilometer Fuel Flow Rate and Fuel Flow Rate Per Hour at Economic Speed as Function of Flight Mass
and Altitude

Flight mass, kg (lb)

Economic, 9.000 (19.820) 10.000 (22.030) 11.000 (24.230) 12.000 (26.450) 13.000 (28.650)
H, m (ft) Vind, km/h
(kt) q, Q,
q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h
kg/km kg/h
(lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h)
(lb/Nm) (lb/h)

100 120 3.,51 445 3.72 470 3.93 495 4.14 525 4.35 550
(330) (65) (14.29) (980) (15.14) (1.035) (16) (1.090) (16.85) (1.156) (17.7) (1.211)

500 120 3.38 435 3.59 460 3.80 490 4.01 515 4.22 545
(1.640) (65) (13.76) (958) (14.61) (1.013) (15.5) (1.079) (16.32) (1.134) (17.18) (1.200)

Feb 18/05 9-9

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FLIGHT MANUAL
DESIGN DATA

Table 9.5, continued

Flight mass, kg (lb)

Economic, 9.000 (19.820) 10.000 (22.030) 11.000 (24.230) 12.000 (26.450) 13.000 (28.650)
H, m (ft) Vind, km/h
(kt) q, Q,
q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h q, kg/km Q, kg/h
kg/km kg/h
(lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h) (lb/Nm) (lb/h)
(lb/Nm) (lb/h)

1000 120 3.22 425 3.40 450 3.60 475 3.82 505 4.07 540
(3.280) (65) (13.11) (936) (13.8) (991) (14.7) (1.046) (15.55) (1.112) (16.56) (1.189)

2000 120 2.97 410 3.10 430 3.30 460 3.54 490 3.83 530
(6.560) (65) (12.09) (903) (12.6) (947) (13.4) (1.013) (14.41) (1.079) (15.59) (1.167)

3000 110 2.86 385 3.07 410 3.32 445 3.62 485 4.02 540
(9.840) (60) (11.64) (848) (12.49) (903) (13.51) (980) (14.73) (1.068) (16.36) (1.189)

4000 110 2.59 365 2.81 400 3.12 445 3.54 500 4.08 580
(13.120) (60) (10.54) (804) (11.44) (881) (12.7) (980) 14.41) 1.101) (16.61) (1.278)

5000 100 2.б6 360 2.94 405 3.41 470 – – – –

(16.400) (55) (10.83) (793) (11.97) (892) (13.88) (1.035)

The fuel flow rate values given in Tables 9.4, 9.5 and in Figs 9.3, 9.4 and 9.5 increase:
– when the MR and TR ICE PROT is switched on for 2 %;
– when the heating of the air intake and engine air inlets is switched on in flight for 3 %;
– when the KO-50 fuel flow rate per hour is switched on for 8.7 kg/h (19.2 lb/h).

T a b l e 9.6
Fuel Flow Rates in Hovering Mode Out of Ground Effect

Fuel flow rate per hour (kg/h (lb/h) at ground height, m(ft)
Helicopter mass, kg (lb)
1000 2000 3000 4000
0 500 (1.640)
(3.280) (6.560) (9.840) (13.120)

9000 (19.820) 660 665 670 685 700 725

(1.454) (1.465) (1.476) (1.509) (1.542) (1.597)

10000 (20.030) 715 725 730 745 775 805

(1.575) (1.597) (1.608) (1.641) (1.707) (1.773)

11000 (24.230) 780 790 795 825 850 895

(1.839) 1.740) (1.751) (1.817) (1.872) (1.971)

12000 (26.450) 835 845 860 900 940 –

(1.839) (1.861) (1.894) (1.982) (2.070)
13000 (28.650) 875 905 935 – – –
(1.927) (1.993) (2.059)

9-10 Feb 18/05

 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

The kilometer fuel flow rate and fuel flow rate per hour in Tables 9.4 and 9.5 and on the graphs in Figs
9.5, 9.6 and 9.7 are given for the standard atmospheric conditions. If the temperature differs from the
standard one, the kilometer fuel flow rate and fuel flow rate per hour at the economic speed do not
change in comparison with those given in Table 9.5 and on the graph in Fig. 9.6 while the kilometer
fuel flow rate and fuel flow rate per hour at the cruising speed (ref. Table 9.4 and the graphs in Figs 9.5
and 9.7) should be corrected in compliance with the following formulas:

qt = q + qT⋅Dt
Qt = Q + QT⋅Dt

where:
qt; Qt – the kilometer fuel flow rate and fuel flow rate per hour values at the temperatures
differing from the standard ones;
q; Q – the kilometer fuel flow rate and fuel flow rate per hour values at the standard conditions
(ref. Table 9.4 and the graphs in Figs 9.5 and 9.7);
qT and QT – the derivatives taking into account the changes in the fuel flow rates at the temperature
(ref. Figs 9.10 and 9.11).
Dt = tacl tstd – actual and standard temperature deviations.

9.5.5. Wind Effect

As a result of the comparatively low speed of the helicopter the wind direction and speed have
significant effect on the flight range and duration.
To make account for the wind effect, let us consider such a new notion as an equivalent wind that can
be only headwind or tailwind. It has the same effect on the flight range as the actual wind with its
directions.
The equivalent wind speed is equal to the difference between the true and ground speeds.
Table 9.7 illustrates the equivalent wind speed as function of the actual wind speed and direction (for
true flight speeds of 180 to 250 km/h) (100 – 135 kt).
The wind effect on the flight range is taken into account with the aid of the graph in Fig. 9.12 as
function of equivalent wind value.
Prior to each route flight, the calculations should be corrected by the actual data on the wind direction
and speed at different altitudes obtained not later than 1 h ago.
The calculations of the flight range affected by wind (the range in zero wind is known) are to be made
in the following way:
– determine the equivalent wind and its direction (tailwind or headwind) with the use of the wind
direction and speed data (Table 9.7);
– use the graph given in Fig. 9.12 from the point of intersection of the lines corresponding to the flight
range in zero wind and to equivalent wind, to trace the line equidistant to the lines of wind (tailwind or
headwind) up to the intersection with axis L and find the flight range in case of wind (tailwind,
headwind).

Feb 18/05 9-11

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DESIGN DATA

T a b l e 9.7
Equivalent Wind Speed

Wind angle,
Actual wind speed, km/h (kt)
degree

Wind direction 10 20 30 40 60 70 80
drift to drift to 50 (27)
(5.4) (10.8) (16.2) (21.6) (32.4) (37.8) (43.2)
right left
Equivalent wind speed, km/h (kt)

0 360 10 20 30 40 50 60 70 80
(5.4) (10.8) (16.2) (21.6) (27) (32.4) (37.8) (43.2)
10 350 10 20 30 39 49 59 69 78
(5.4) (10.8) (16.2) (21.1) (26.5) (31.9) (37.3) (42.1)
20 340 9 19 28 37 46 55 64 73
(4.9) (10.3) (15.1) (20) (24.8) (29.7) (34.6) (39.4)
Tailwind 30 330 9 17 25 34 42 49 57 65
(4.9) (9.2) (13.5) (18.4) (22.7) (26.5) (30.8) (35.1)
40 320 8 15 22 29 35 42 48 54
(4.3) (8.1) (11.9) (15.7) (18.9) (22.7) (25.9) (29.2)
50 310 6 12 18 23 28 33 37 41
(3.2) (6.2) (9.7) (12.4) (15.1) (17.8) (20) (22.1)
60 300 5 9 13 17 20 22 24 26
(2.7) (4.9) (7) (9.2) (10.8) (11.9) (13) (14)
70 290 3 6 8 10 11 12 12 12
(1.6) (3.2) (4.3) (5.4) (5.9) (6.5) (6.5) (6.5)
80 280 1 2 3 3 2 1 1 1
(0.5) (1.1) (1.6) (1.6) (1.1) (0.5) (0.5) (0.5)
90 270 0 1 2 4 7 10 14 18
(0.5) (1.1) (2.2) (3.8) (5.4) (7.6) (9.7)
100 260 2 4 7 11 15 20 25 31
(1.1) (2.2) (3.8) (5.9) (8.1) (10.8) (13.5) (16.7)
110 250 4 8 12 18 23 29 36 43
(2.2) (4.3) (6.5) (9.7) (12.4) (15.7) (19.4) (23.2)
120 240 5 11 17 23 30 37 45 54
(2.7) ( (9.2) (12.4) (16.2) (20) (24.3) (29.2)
Headwind 130 230 6 13 21 28 36 44 53 62
(3.2) (7) (11.3) (15.1) (19.4) (23.8) (28.6) (33.5)

9-12 Feb 18/05

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FLIGHT MANUAL
DESIGN DATA

Table 9.7, continued

Wind angle,
Actual wind speed, km/h (kt)
degree

Wind direction 10 20 30 40 60 70 80
drift to drift to 50 (27)
(5.4) (10.8) (16.2) (21.6) (32.4) (37.8) (43.2)
right left
Equivalent wind speed, km/h (kt)

140 220 8 16 24 32 41 50 59 68
(4.3) (8.6) (13) (17.3) (22.1) (27) (31.9) (36.7)
150 210 9 17 26 36 45 54 64 74
(4.9) (9.2) (14) (19.4) (24.3) (29.2) (34.6) (40)
160 200 9 19 28 38 47 57 67 77
(4.9) (10.3) (15.1) (20.5) (25.4) (30.8) (36.2) (41.6)
170 190 10 20 30 39 49 59 69 79
(5.4) (10.8) (16.2) (21.1) (26.5) (31.9) (37.3) (42.7)
180 180 10 20 30 40 50 60 70 80
(5.4) (10.8) (16.2) (21.6) (27) (32.4) (37.8) (43.2)

9.6. Reference Tables for Conversion of Measurement Units

T a b l e 9.8
Conversion Table of Fahrenheit Degrees (F)
into Celsius Degrees (°C)
F = 9/5 °C + 32 = 1.8 (°C + 17.8)
°C = 5/9 (F – 32)

°C. →F. °C. →F. °C. →F. °C. →F. °C. →F. °C. →F.

-62.2 -80 -112.0 71.1 160 320.0 260.0 500 932.0

-56.7 -70 -94.0 73.9 165 329.0 265.6 510 950.0
-51.1 -60 -76.0 76.7 170 338.0 271.1 520 968.0
-45.6 -50 -68.0 79.4 175 347.0 276.7 530 986.0
-40.0 -40 -40.0 82.2 180 356.0 282.2 540 1004.0
-34.4 -30 -22.0 85.0 185 365.0 287.8 550 1022.0
-31.7 -25 -13.0 87.8 190 374.0 293.3 560 1040.0
-28.9 -20 -4.0 90.6 195 383.0 298.9 570 1058.0
-26.1 -15 +5.0 93.3 200 392.0 304.4 580 1076.0
-23.3 -10 14.0 96.1 206 401.0 310.0 590 1094.0

Feb 18/05 9-13

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Table 9.8, continued

°C. →F. °C. →F. °C. →F. °C. →F. °C. →F. °C. →F.

-20.6 -5 23.0 98.9 210 410.0 315.6 600 1112.0

-17.8 0 32.0 101.7 215 419.0 326.7 620 1148.0
-15.0 5 41.0 104.4 220 428.0 337.8 640 1184.0
-12.2 10 50.0 107.2 225 437.0 348.9 660 1220.0
-9.4 15 59.0 110.0 230 446.0 360.0 680 1268.0
-6.7 20 68.0 112.8 236 455.0 371.1 700 1292.0
-3.9 25 77.0 115.6 240 464.0 382.2 720 1328.0
-1.1 30 86.0 118.3 245 473.0 393.3 740 1364.0
1.6 38 95.0 121.1 250 482.0 404.4 760 1400.0
4.4 40 104.0 126.7 260 500.0 415.6 780 1438.0
7.2 45 113.0 132.2 270 518.0 426.7 800 1472.0
10.0 50 122.0 137.8 280 536.0 437.8 820 1508.0
12.8 55 131.0 143.3 290 554.0 454.4 350 1662.0
15.6 60 140.0 148.9 300 572.0 487.2 200 1652.0
18.3 65 149.0 154.4 310 590.0 510.0 950 1742.0
21.1 70 158.0 160.0 320 608.0 537.7 1000 1832.0
23.9 75 167.0 165.6 330 626.0 665.6 1050 1922.0
26.7 80 176.0 171.1 340 644.0 693.3 1100 2012.0
29.4 85 185.0 176.7 360 657.0 621.3 1160 2102.0
32.2 90 194.0 182.2 380 680.0 648.3 1200 2192.0
35.0 95 203.0 187.8 370 693.0 676.6 1250 2202.0
37.8 100 212.0 193.3 380 718.0 704.4 1300 2072.0
40.6 105 221.0 198.9 390 734.0 732.2 1350 2462.0
43.3 110 230.0 204.4 400 762.0 760.0 1400 2652.0
46.1 116 239.0 210.0 410 770.0 787.7 1450 2642.0
48.9 120 248.0 215.6 420 788.0 815.6 1500 2732.0
51.7 126 257.0 221.1 430 806.0 843.3 1550 2822.0
54.4 130 266.0 226.7 440 324.0 871.1 1600 2912.0
57.2 135 275.0 232.2 450 842.0 898.8 1650 3002.0
60.0 140 284.0 237.8 460 860.0 926.6 1700 3–92.0
62.8 145 293.0 243.3 470 878.0 954.4 1750 3182.0
65.6 150 302.0 248.9 480 896.0 982.2 1800 3272.0
68.3 165 311.0 254.4 490 914.0 1010.0 1850 3362.0

9-14 Feb 18/05

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DESIGN DATA

T a b l e 9.9
Conversion of Gallons into Liters

Imperial gallon US gallon Liter

4.16 5 18.93

8.33 10 37.85

12.49 15 56.78

16.65 20 75.70

20.81 25 94.63

24.98 30 113.55

29.42 35 132.48

33.31 40 151.40

37.47 45 1 70.33

41.63 50 189.25

45.80 55 208.18

49.96 60 227.10

54.12 65 246.03

58.28 70 264.95

62.45 75 283.88

66.61 80 302.80

70.77 85 321.73

74.94 90 340.65

79.10 95 359.58

83.26 100 378.50

87.42 106 397.43

91.59 110 416.36

93.26 112 473.96

Feb 18/05 9-15

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T a b l e 9.10
Conversion of Inches into Millimeters

Inches 0 1 2 3 4 5 6 7 8 9

0 – 25.4 50.8 76.2 101.6 127.0 152.4 177.8 203.2 228.6

10 254.0 279.4 304.1 330.2 355.6 381.0 406.4 431.8 457.2 482.6

20 508.0 533.4 558.8 584.2 609.6 635.0 660.4 685.8 711.2 736.6

30 762.0 787.4 812.8 838.2 863.6 889.0 914.4 939.8 965.2 990.6

40 1016.0 1041.4 1066.8 1092.2 1117.6 1143.0 1168.4 1193.8 1219.2 1244.6

50 1270.0 1295.4 1320.8 1346.2 1371.6 1397.0 1422.4 1447.8 1473.2 1498.6

60 1524.0 1549.4 1574.8 1600.2 1625.6 1651.0 1676.4 1701.8 1727.2 1762.6

70 1778.0 1803.4 1828.8 1854.2 1879.6 1905.0 1930.4 1958.8 1981.2 2006.6

80 2032.0 2057.4 2082.8 2106.2 2133.6 2159.0 2184.4 2209.8 2235.2 2260.6

90 2286.0 2311.0 2336.8 2362.2 2387.6 2413.0 2438.4 2463.8 2489.2 2614.6

100 2540.0 2565.4 2690.8 2616.2 2841.6 2667.0 2692.4 2717.8 2743.2 2768.6

T a b l e 9.11
Conversion of Feet into Meters

Feet 0 1 2 3 4 5 6 7 8 9

0 – 0.305 0.610 0.914 1.219 1.524 1.829 2.134 2.438 2.743

10 3.048 3.353 3.658 3.962 4.267 4.572 4.877 5.182 5.486 5.791

20 6.096 6.401 6.706 7.010 7.315 7.620 7.925 8.229 8.534 8.939

30 9.144 9.449 9.753 10.058 10.363 10.668 10.972 11.277 11.582 11.887

40 12.192 12.496 12.801 13.106 13.411 13.716 14.020 14.325 14.630 14.938

50 15.230 15.544 15.849 16.154 16.459 16.763 17.068 17.373 17.678 17.983

60 18.287 18.592 18.897 19.202 19.507 19.811 20.116 20.421 20.726 21.031

70 21.335 21.640 21.945 22.250 22.555 22.859 22.164 23.469 23.774 24.070

80 24.383 24.688 24.993 25.298 25.602 25.907 26.212 26.517 26.822 27.126

90 27.431 27.736 28.041 28.346 28.651 28.958 29.260 29.566 29.870 30.174

100 30.479 30.784 31.089 31.394 31.698 32.003 32.308 32.613 32.918 33.222

9-16 Feb 18/05

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DESIGN DATA

T a b l e 9.12
Conversion of Pounds into Kilograms

Pounds 0 1 2 3 4 5 6 7 8 9

0 - 0.454 0.907 1.361 1.814 2.268 2.722 3.175 3.629 4.082

10 4.536 4.990 5.443 5.897 6.350 6.804 7.257 7.711 8.165 8.618
20 9.072 9.525 9.979 10.433 10.886 11.340 11.793 12.247 12.701 13.154
30 13.608 14.061 14.515 14.969 15.422 15.876 16.329 16.783 17.237 17.690
40 18.144 18.597 19.051 19.504 19.958 20.412 20.865 21.319 21.722 22.226
50 22.680 23.133 23.587 24.040 24.494 24.948 25.401 25.855 26.308 26.762
60 27.216 27.669 28.123 28.576 29.030 29.484 29.937 30.391 30.844 31.298
70 31.751 32.205 32.659 33.112 33.566 34.019 34.473 34.927 35.380 35.834
80 36.287 36.741 37.195 37.648 38.102 38.555 39.009 39.463 39.916 40.370
90 40.823 41.277 41.730 42.184 42.638 43.091 43.545 43.998 44.453 44.906
100 45.359 45.813 46.266 46.720 47.174 47.627 48.081 48.534 48.988 49.442

T a b l e 9.13
Conversion of Speed Measurement Units

Knots (nautical
Mile/h km/h m/s
mile per hour)

5 5.8 9.3 2.6

10 11.5 18.5 5.1
15 17.3 27.8 7.7
20 23.0 37.0 10.3
25 28.8 46.3 12.9
30 34.5 55.6 15.4
35 40.3 64.8 18.0
40 46.0 74.1 20.6
45 51.8 8.3 23.1
50 57.5 92.6 25.7
55 63.3 101.9 28.3
60 69.0 111.1 30.9
65 74.8 120.4 33.4

Feb 18/05 9-17

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FLIGHT MANUAL
DESIGN DATA

Table 9.13, Continued

Knots (nautical
Mile/h km/h m/s
mile per hour)

70 80.6 129.6 36.0

75 86.3 138.9 38.6

80 92.1 148.1 41.2

85 97.8 157.4 43.7

90 103.6 166.7 46.3

95 109.3 175.9 48.9

100 115.1 185.2 51.4

105 120.8 194.4 54.0

110 126.6 203.7 56.6

115 132.3 213.0 59.2

120 138.1 222.2 61.7

125 143.8 231.5 64.3

130 149.6 240.7 66.9

135 155.4 250.0 69.4

140 161.1 259.3 72.0

145 166.0 268.5 74.6

150 172.6 277.8 77.2

155 173.4 287.0 79.7

160 184.1 296.3 82.3

165 189.9 305.6 84.9

170 195.6 314.8 87.4

175 201.4 324.1 90.0

180 207.1 333.3 92.6

185 212.9 342.6 95.2

190 218.6 351.9 97.8

195 224.4 361.1 100.3

200 230.2 370.4 102.9

9-18 Feb 18/05

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FLIGHT MANUAL
DESIGN DATA

T a b l e 9.14
Conversion of Vertical Speed Measurement Units

m/s ft/min

1 196.8
2 393.7
3 590.5
4 787.4
5 984.2
6 1181.1
7 1378.0
8 1574.8
9 1771.6
10 1968.5
11 2165.3
12 2362.2
13 2559.0
14 2755.9
15 2952.7

Feb 18/05 9-19/20

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Engine 2.5-minute power setting

Engine 30-minute power setting Continuous engine power setting

Range of True Airspeeds for Single-Engine Flight for Different Masses

and Pressure Altitudes at 2.5-minute, 30-minute and Continuous
Engine Power Settings In Standard Atmospheric Conditions
Figure 9.1

Feb 18/05 9-21/22

 Mi-171A1
FLIGHT MANUAL
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Range of True Airspeeds for Single-Engine Flight as Function

of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 2.5-minute Engine Power Setting
Figure 9.2

Feb 18/05 9-23/24

 Mi-171A1
FLIGHT MANUAL
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Range of True Airspeeds for Single-Engine Flight as Function

of Pressure Altitude, Flight Mass and Ambient Air Temperature
at 30-minute Engine Power Setting
Figure 9.3

Feb 18/05 9-25/26

 Mi-171A1
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Range of True Airspeeds for Single-Engine Flight as Function

of Pressure Altitude, Flight Mass and Ambient Air Temperature
at Continuous Engine Power Setting
Figure 9.4

Feb 18/05 9-27/28

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FLIGHT MANUAL
DESIGN DATA

Kilometer Fuel Flow Rate at Cruising Speed as Function of

Flight Altitude for Different Flight Masses
Figure 9.5

Feb 18/05 9-29/30

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FLIGHT MANUAL
DESIGN DATA

Fuel Flow Rate Per Hour at Economic Speed as Function of

Flight Altitude for Different Flight Masses
Figure 9.6

Feb 18/05 9-31/32

 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

Kilometer Fuel Flow Rate as Function of Speed and Flight Altitude

for Different Flight Masses In Standard Atmospheric Conditions
Figure 9.7

Feb 18/05 9-33/34

 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

Service Range at Cruising Speed with 30-minute Fuel Reserve

Figure 9.8

Feb 18/05 9-35/36

 Mi-171A1
FLIGHT MANUAL
DESIGN DATA

Service Range at Economic Speed with 30-minute Fuel Reserve

Figure 9.9

Feb 18/05 9-37/38

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FLIGHT MANUAL
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Derivative Taking into Account Change in Kilometer Fuel Flow Rate

As Function of Temperature at Cruising Speed
Figure 9.10

Derivative Taking into Account Change in Fuel Flow Rate

Per Hour As Function of Temperature at Cruising Speed
Figure 9.11

Feb 18/05 9-39/40

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FLIGHT MANUAL
DESIGN DATA

Equivalent wind, km/h

_________ headwind
– – – – – – tailwind

Chart Illustrating Flight Range as Function of Equivalent Wind

Figure 9.12

Feb 18/05 9-41/42

 Руководство по летной эксплуатации
Вертолета МИ-171А1
171A1.0000.00 РЛЭ-ЛУ
(на английском языке)

ЗАО "ИЗДАТЕЛЬСТВО ТЕХНИЧЕСКОЙ ЛИТЕРАТУРЫ"

Изд. № UU-823