CONTENTS Ty~16 Aircraft Operating Limitations ... PART ONE AIRCRAFT MAINTENANCE AND OPERATION Pre-Flight Inspection of Airoraft ... Pre-Flight Inspection of Cabins and Crew Stations Pre-Plight Inspection of jection Seats sesseseseee Il of Ica ct is He ict a Es cy a (ey 5 io a Ss 2. 3 1o 2 ch Starting the Ingines ... Engines Warm-Up and Testing - Starting Engine on the Ground with Correction of Main Fuel Supply seceeeeseseeeeeees III. Saxding and_Ingines Stopping Taxiing Out from Parking Apron and Taxiing .. Taxiing to Parking Apron and Engines Stopping » Day_under_Simple leather by. Pattern Flying . Go-Around severe Landing Approach and Crosswind Landing Landing with Drag Chutes .... Advanced Manoeuvres .. 13 23 28 28 32 46 46 64 65 66 67Page Plying Range and Endurance sveseeeersevereeesereees 79 High-Altitude Plights sressereeees 83 Take-Off with Maximum Gross Weight 92 Landing with Gross Weight of 55 tons sees 95 Flight at Maximum Speeds and Limit Mach Numbers +++ 95 MMroraft Behaviour at Minimum Permissible Speed of Plight and Its Control under Stall Conditions» 99 Aircraft Control by Means of All-5-2M automatic 105 a4 PLLOG svsccceevevevvonecses Plight for Aerial Gunnery +++ 119 119 121 122 125 Vv. Flights in Adverse General seeceeser Flights in Clouds see Aireraft Control in “Bumpy” Air + ights with Use of ILS Bawipmen’ .. pattern Flying with Landing Approach and Judgement for Rectangular Landing. Pattern eeesses 125 Rectangular Landing Pattern after Returning fron Cross-Country Flight sessecesessees 130 Judgement and Sevaight-In approach 132 VII. Blight at Night veevesesssseecersenceseersree eres’ 135 VIII. Speod: 140 140 141 Engine Failure during Take-Off sscevesseoees Flight with One Engine Operating verceesecese Actions of Crew in the Bvent of Engine Failure din Plight seesesees Failure of Automatic F el Consumption System eerere 145 Crew Actions when Trouble in Undercarriage Extension and Retraction System Is Detected seers 149 Failure of Main and Emergency Systems of Under- carriage Extension sececerscsecvecsoseres seveeveseeevens 143Page Landing when Nosewheel Leg Fails to Extend seeeceres 154 Landing on One Main Undercarriage Leg and Nosewheel Leg eeevessecs ee $155 Belly Landing sevssecvvves 157 Landing Flaps Fail to Extend seesee 158 Urgent Landing and Frel Jettison » 159 Spontaneous Stopping of Both Engines in Plight « 160 Cabins Depressurization at High Altitudes. serves. 162 froubles in Oxygen System « sevens 164 Fire in Aircraft Cabins and Compartments «+ 165-6 Failure of Braking System secevesessreveres 17 Operation of Units in Emergency CaseS eeosee 174 failure of Pitot-Static Systems «+. 182 padlure of Long-Range Radio Set « . 183 Failure of Aircraft Intercommunication System seee+ 164 Actions of Orew when Bombing Equipment Fails 184 Actions of Crew when Guns Fail sessseseseees 186 Ix. Organization of Observation, by Crev_Membe 187 Xe Bahl Out sevsveceseecvacccevssavecscesss 189 xi. Peouliarities cf operation of TY ANES eeerceescceeees 195 PART TWO MAINTENANCE OF UNITS AND BQUIPMENT Fire-Extinguishing System «+ ceveccnecevere 208 Pre-Flight Inspection of Autopilot and Its Check by Crew Members seeveseeseeees oe 209 checking Readiness of Oxygen Equipment for Plight. 15 217 221 veeneeneonee 224 Use of Oxygen Equipment «+ Electrical Mains « A.C. Sources seesTy-16 AIRCRAFT OPERATING LIMITATIONS 1. Te maximum take-off weight is 75.8 tons. 2. The normal design landing weight is 48 tons. Hote: Lending with a gross weight exceeding 50 tons is FORBIDDEN. In emergency cases, landing with a gross weight of up to 55 tons is permitted under the condition that it will be made on a concrete Tun~ way with utmost attention on the part of the pilot. 3. During flight the TAS should not exceed: TAaSe645 km/hr for gross weights from 75,8 to 70 tons at altitudes from 0 up to 7000 metres. TaSe685 kn/hr for gross weights from 70 to 55 tons at altitudes from 0 up to 6250 metres. TASs700 km/hr for gross weights of 55 tons and less at altivudes from 0 up to 6000 metres. TaSe420 km/hr at all altitudes with the undercarriage down. the values of the indicated airspeed ere given with account cf aerodynamic correction of the airspeed indicator equal to minus 10 km/hr. he he permissible aircraft accelerations and the values of the angles of bank considerably vary, depending on the weight, altitude, and flying speed, whereas the minimum airspeeds change versus the weight and flight altitude, lihite studying the flight mission, the aircraft commander should determine the take-off and landing characteristics of the airoraft and the permissible values of aircraft accelerations, angles of bank, and minimum airspeeds according to the charts. 75. The maximum permissible indicated Mach number is equal to 0.9. As an exception, at altitudes above 10,000 m. it is permitted to employ a descending manoeuvre, at which the Mach number may exceed 0.9. 6. The maximum permissible IAS with deflected flap: ~400 km/hr at the flaps deflection angle of up to 20°; “340 lm/hv at the flaps deflection angle exceeding 20°. 7, The maximum permissible IAS during extension and retraction of the undercarriage is 400 km/hr. 8. The operational location of the centre of gravity (CG): - forward C.G, limit is 18.4% MAC; = aft 0,G, limit is 32.3% MAC. WARNING: 1. To ensure normal landing, the aircraft should have the cperational location of the centre of gravity equal to 21.7% MAC. During landing with more forward location cf the centre rf gravity, it is neces! to increase the landing speed by 8 to 10 kti/hr per each per cent of the centre of gravity location. It is necessary to take into account the instrumental correction for all the given values of the IAS and Mach numbers. The Ty-16 aircraft has a small reserve of longitudinal stability during flights at the aft opera~ tional lecation of the centre of gravity. Due to this fact, the crew should pay utmost attention to maintaining the prescribed speed and altitude cf flight while flying the aircraft with the location cf the centre of gravity clcse to the aft. 9. With eross-wind velocity in excess of 15 m/sec. at an angle of 90° to the runway, the take-off clearance mst not be given to the Ty-16 aircraft.Part One AIRCRAFT MATN TENANC: I. PRE-FLIGHT INSPECTION E Airoratt 10. The commander of the ship begins the exterior inspec- tion from the nose section of the fuselage and carries it out according to the route of aircraft inspection shown in Figel. During the aircraft exterior inspection the aircraft commander will inspect and check: (1) nose section of the fuselage: - intactness and cleanness of windows; - intactness and good condition of the APK-5 loop antennas - intactness of the PEIl-} radar bombsight radome; (2) port side of the fuselage: ~ absence of canvas covers on the Pitot-static tubes and plugs closing the static pressure vents; ~ good condition of the entry door and sealing of hatches; ~ intactness of the landing lights and their tight fit to the fuselage, and also the reliability of the taxi light attachment; (3) nose wheel leg: ~ the hook of nose wheel uplock is opened; - the collapsible brace strut and its fixing lock are in good condition;There should be no gap between the front link rests and the flat framework, w + showla the lock is normally closed, the st: re deflection of 8 - 10 mm downward: have deflection of 0.5 - 1 mm upwards relative to xk. (It should be checked visually through the inspection ports in links). he terminal sw the axis of rotation of the - the lec! tehes are securely fastened; - the pneus of the front wheels are not damaged and their inflation is normal; - there is ne hydr e from under the ulic liquid leak f the strw inner tube seall - the nose wheel steering mechanism is good condition and there is no lea! age of hydraulic liquid; - the charging the additional shimmy 4: : Under the normal charge (the wheels are positioned parallel tc the aircraft xis) the check pin should protrude not in excess of 4 mm, or submerge not over 6 mm from the body tip face-piece. - the hatch of = there is no leakage of fuel and hydraulic liquid, the oxygen discharge ports (4) port side of the fuselage (behind the nose wheel leg): - intactness ihe nose-wheel bay is closed; e clean; cleanness ~f the port side fuselage skin; ~ intactness cf the pop out stoppers of the fire extinguishing and ne fire suppressing systems; — availability of the corresponding set of signal flares in the signal flare 1 (5) port engine nacell ener; - there no damage to the engine air intake and to the nacelle skin;eet per is removed from the engine air intake and there is no dirt on the air intake, skin, and the aircreft parts mounted near the air intake; - the stopper is r from the fuel venting inlet and the apertures are not = the lo locked; - there is no leak of the underside lids of the cowlings are £ fuel and o115 ~ the stoppers are removed from the engine nacelle air outlets and from the venting inlet of the oil system, the air blow-off band -f the engine compressor is opened; - the sv om the eni ne jet nozzle; ~ the fuselage side protector is not damaged and has no eracks} (6) port main leg end the undercarri fairing: eels; e chocks ere placed under + = the ccndition of the wheels pneus and their inflation is normal, the autematic prake control unit transmitters and electric wirt ng to them are normally fastened; — there is no leakage from the brake chambers and hoses; ~ compression of the shock absorber is normal and there ds no hydraulic fluid leakage from under the sealing of the strut inner tude; — the taxi light is intact and securely fastened; ® ~ the push-pull rods and the universal joints of +} undercarriage fairing doors are in good condition; - the leg uplock hook is opened; - there is no le: malic liquid; (7) underside the port wing: = the flaps are fully up; cage of the hy ~- the skin of the 1-~ ce is clean and has no sur mechanical damage3 - there is no fuel 1 — the electro-static dischargers and aeronavigation © lights mounted on the wing tips- deflection of the aileron and its trim tab corresponds to the displacement of the control column and to the trim tab pontrol switches (after the check, position the aileron and trim tab neutral); (8) inspect the skin of the port side of the fuselage ama make sure that it is not damaged. check whether the suspended bombs meet the flight mission requirements. Inspect the loading of the HOCAB cclour flare bemb bays Inspect intactness of the C-1 range finder antennae. check whether the canvas covers are removed from the cannon of the ventral gun mounting and make sure that the cannon are in the inoperative position. Inspect the tail bumper and the Il Tl-48Il marker receiver antenna. Make sure, that the lock of is securely closed, and check through the inspection ports thi closed. Check intactness and cleanness of the windows of the ke sure that the emergency exit e arag chutes jettisoning the lock of the parachute container doors is fully rear pressurized cabin. If hatch of the gunner-radin operator fite tightly and the entry door is in grod condition; (9) tail unit: wpe surfaces of rudder and elevator and trim tabs are not damaged, the direction cf their deflection corresponds to the displacement of the control column: pedals, and trim control switches; the magnitude of their deflection is normal (after the check, position the trim tabs neutral)} - the skin he tail unit is clean and is net damaged} the tips of the stabilizer and fin are not damaged; e plug is removed from the air inlet for rear cabin ventilation;- the electro- mounted on the fin and stabilizer tip - the radome of radar is not damaged; 7.0) chee from the cannon of the reaz cannon are in the sition. Check the tail unit aeronavigation light; (11) go %o the starboard side of the fuselage and make the same inspect :5 in the reverse sequence. he fu elage additionally check: radio set fixed antenna; ignal flares; = good condition o ded-dipole antenna of the 1PCB-70M VHF command altimeters and the antennae of radio - whether th inteke is closed; - whether ta the fuselage fuel (12) make sv: each member of the crew should 4 lock with red warning flags ~ the pine ¢ door lock are in their proper placss « ~ the cables of the securely fastencd vo _ the handics of the emergency jettisoning of the hatch -natch door blocking are ad hateh doors; yy mechanical as well as pneumatic damage and are locked and sealeds actuated doors and canor; systems, I e no ex—— -1m4- iring handles (left and e face curtains have no - the safety devices of the right), the handles proper 4nd +! ¢ placed into the initial posi external damage and m end locked; - behind the movable part of the ejection seats and near the seats themselves there are no foresgn objects which may hamper assuming the ejection position. Hote: Before the take-off each member of the crew should make sure that the safety pins of the ground block= ing with the warning flegs are screwed cut of his seat. After the above mentioned inspection, each member of the » crew commences further inspection of his station and checks ition; fastening, and locking of the fire extinguisher bottle. ne of charging, | the presence, external good con 12, The commander of the ship performs inspection in the follewing sequence: (1) prior tc taking his seat, he will check and make sure that: = the cock cf the APZ-54 automatic cabin - pressure regulator is in the operating position (fully turned clock- wise) and is locked; the same check is carried out by the aerial gunner in h: - the cirouit breakers cn the left and hed ON end all the switches and selector cockpits + panels of the pilots are swi switches on the pilots’ instrument boards are OFF (the circuit breakers "C0, bottles control" and “Newtrel gas", whieh are placed on the ec OFF; these circuit breakers will be switched ON directly before the engines are started); pilot's circuit breakers pancl, should be - the push-butt ms of the main undercarriage extension ana retraction cock are in the raised pesition and under the small button of extension and the button of retraction the locking clips are inserted (after the inspection close the lid of the cock);in a 2 - there is a seal on the 1 f the emergency under- f carriage extension end retra system control cock; — the emergency hydraulic accumilator charging cock is sed; ~ the nose wheel steering unit button is depressed and locked; - the automatic pilot sontrol handle is in the stowed position and locked, the cover is removed, and the function switch of the control handle is in the OFF position; (2) take the seat and then: ~ make sure that the MX collimator s: operative position and its light filter is securely fastened; ~ set the emergency brakes levers to the working posi- tion (move ther - adjust the seat and pedals to fit your size; check reliability of the pedals fixii neutral posi- she neutral position of the rudder; ght is in non- up and test smoothness of their travel); g and that the: tion corresponds +o STRICTLY FORBIDDEN to re-adjust the in flight: ~ inspect the control panel of the APK-5 No.1 automatic radio compass; — make suze that the automatic brake control unit switch is ON; - put on the parachute pack, adjust and buckle the harness and make sure that the harness locking mechanism is in order; = put on the helmet 2 ot it to the intercom plug; ols and make sure that the ~ unlock the aircraft cont: @ in the extreme rear posi- controls locking lever is tions ¢ controls travel; ~ check smoothness of the aireref (3) having taken your seat, inspect the control panels on the port side of the cockpit and make sure that:~16- - the emergency bomb jettison lever is locked; — the emergency canopy-jettison and control column disconnect pneumatic cock is in the CLOSED position and locked; - the fuel jettison cock is in the CLOSED position and locked; ~ the pressure in the pneumatic system is 80 ~ 150 xe/on® _ the emergency pressure release valve button is fully pulled up; ~ the cock for switching to emergency static line is closed; - the correct code is set on the transponder code panel; _ the transponder destruction button cover is locked and sealed; — the selector switch of the CIlY-10 intercom is set to the NETWORK No.1 position; = the flaps extension and retraction switch is positioned neutrally and is fixed reliably; - the rheostats of the ultraviolet 1 ts and cockpit top lights are OFF and the accessory wiring is securely fastened; _ the localizer and glide-path receivers are OFF; - the radio-range finder is OFF; _ the engine throttle levers displace smoothly and are securely retained by the idle rating stops} (4) order the second navigator: "Switch on the storage pattery and inverter* (having made sure in advance, that the ground power unit is connected to the aircraft). Check the neutral position of the elevator trim tab, aileron trim tabs, rudder trim tab and the simultaneous operation of the aileron trim tabs by the warning light and by the reports of the com pilot and the mechanic in charge of the airerait; (5) switch on the gyro instruments and inspect the to right, making sure that the instrument panels from 1 principal instruments initial readings are correct:-1- - the DEK power supply on, mote Liquid oxygen level indicators: with tne needles indicate the quantity (in kg) of liquid oxygen in the KIMH-30 liquid oxygen converter} en the KIH-30 Liquid oxygen converters are ready for operation and the KB-5 - the oxygen pressure gauges MK=13M: ow oxygen shut-off valve is opened, the needles indicate the actual oxygen pressure in the system (8 ~ 10 kg/om?)3 when the oxygen valve is closed, and the pressure is released from the oxygen converter, the needles read zero; ~ the AN-10 (or A-8) accelerometer: poth needles are in the zero position; ~ tne Yallek? flaps position indicator: the needle indicates actual position of the flaps (the flaps must be retracted); — the MU-1 Machmeter: the needle reads the scale division 0.53 - the KYC-1200 I in the zero position; the misalignment of +2 mm along the and TAS indicator: both needles are aro of the scale is allowed; = the BAD-30, rate-of-climb indicator: the necdle is in alignnent of +0.5 m/sec. along the instrument scale is allowed; = the BI-20 altimeters both needles read zero, ‘he ure scale indicates pressure in the given the zero position; parometric pre! point of terrain; — the ATB-2 artificial horizon: with ne TAT-1@ inverter oP, the movable index cccupies an arbitrary position; _ the TMK-52 directional gyro: the needle indicates an arbitrary heading; - the SYIF53 electric turn needle is at the central index of the scale; the misalignment na slip indicator: the of =1 mm along the are of the s ale is allewed; when the aircraft is in horizontal attitude, the pall of the slip indicator is in the central position (between the fixed indexes);-~18- ~ the T95-2 tachometer: the needles read zero} — the TBT-i1 exhaust-gas temperatuxe indicators: the needles are at the beginning of the sc - the SIMY~3 electric renote-reading fuel pressure gaugess the needles are in the zero position; the misalignment of 42 mm along the arc of the scale is allcwed; 2les$ ~ the 1-45 cabin air temperature gauge: the needle mst \ indicate air temperature in the cabin; ~ the PIC-16 2uel flow indicators: the needles indicate actual amount of fuel in the tanks (the needles should be preliminary set in accordance with the actual amount of fuel); — the Kil-12 magnetic compass: the card indicates the magnetic heading cf the afroraft on the parking apron} - the MP=250 brake systems pressure gauges: the needles indicate actual pressure in the hydraulic system of the nain (left-hand gauge) and emergency prake (right-hand gauge) normal pressure in the brake systems mst be equal to 150 ke/em*; — the MP-250 main hydraulic system pressure gauge: the needle is in the 0 - 157 position; = the ITMK-7 indicator of the remote-reading gyro~ magnetic compass: the needle indicates the heading equal to the reading of the Jil navigator's course indicator; - the Jencedle indicator ®MI-3P; the needles of the oi] and fuel pressure gauges read zero; the misalignment of 42 mm along the are of the scale is allowed; the needle of the oil- temperature gauge indicates actual temperature of ofl; - the (B-+15 outside air temperature indicator indicates actual vemperature of outside air; the indicators of the COTC-6OM fuel quantity gauges: with power supply on, the needles indicate actual amount of fuel in the tanks; _ the indicator of the YBIIJ-15 cabin altitude and pressure differential gauge: the needles are in the zero positions19 - ~ the PBY-46y air flow indicator: the needle is in the zero position; - the TIT-13 de-icer thermometers: the needles indicate actual temperature in the wing leading edge} - the 70129 turbdo-starter thermometers: the needles indicate actual temperature of the turbo-starter} ~ the T3945 turbo-starter tachometer: the needle reads 0; Besides, check: = the undercarriage position indicator (green lamps must burn); - correspondence of the readings of the fuel quantity gauges by the groups and total scales to the actual amount of filled fuel; if the needles of the fuel quantity gauges were preliminary set in accordance with the actual amount of fuel, the reading of the "Sum" scale must correspond to the readings of the fuel quantity gauges; ~ the fuel supply panel: whether the lamps are in proper condition and all the switches are OFF; = good condition of the anti-fire system; Notes: 1. Check of operation of the fuel pumps manual control and check of the fuel control unit should be made directly before starting the engines. 2. The check and operating procedures of the systoms arc described in Part Two of the present Instructions. 3. Shutters of all the warning lights must de opened completely during day-time flights and closed during night flights according to Para.195 of the present Instructions; (6) check readiness of the oxygen equipment. Press-button control of the low altitude ventilation of the cabin, located on the upper electric panel, set to the CLOSED position, keep it pushed for 15 - 20 seconds and then release it.-20- Switch on the intercom networks No.1 and No.2. Inspect control panels of the PCWW-All radio set. Make eure the? tne volume control knobs are set to the LOUD position, switch on the radio set power supply on the port side of the cabin and the required channel on the control panel. Check operation of the intercom in both channels, good condition of the PCMY=4Il radio set, artificial horizons (the main one from the aircraft mains and the emergency one from the aircraft mains and the storage batteries), the directional gyro, the turn and slip indicator, and the automatic pilot, switch on the power supply of the IFF transponders Check operation of the tail unit de-icing system by the warning light, which burns for 40 seconds and does not burn for 80 seconds} during this test the second navigator will wateh by the ammeter the value of the consumed current which must be equal to 480 - 500 amperes (for the de-icers). Check heating of the cabin windows by means of the ammeter, Consumption of current must be equal to: for the navigator's windscreen heating - 90 amperes, fcr the pilots! windows heating - 100 amperes. check operation of the heater fan (assy 107) and its operation by sections. 13. the co-pilot (deputy aircraft commander) performs pre-flight inspection and his seat inspection following the same procedure and scope as the aircraft commanders Besides, he checks: = condition of the skin and wing fences on the upper part of the wing; — amount of filled main fuel (through the necks of the tanks of each group) and that the filler neck lids are reliably closed; ~ amount of filled starting fuel through the filler neck (the tank must be filled completely) and that the filler neck lid is relisbly closed.= 2e1- During inner inspection of the cockpit the co-pilot must check air-tightnoss of the entry and emergency hetches sealing system. For this purpose it is necessary: = to make sure that all the emergency and entry hatches are closed and one of the crew members is in the rear pressuriz~ ed cabin; ~ to make sure that there is pressure before the reducer as indicated by the high-pressure gauge located on the hatches sealing panel; = to open the valve of the HIGH PRESSURE MAINS reducer} - to make sure that there is pressure after the reducer as indicated by the low-pressure gauge located on the hatches sealing panel; - to open the valve SEALING OF HATCHES. At this, the pressure indicated by the low-pressure gauge mst sharply decrease, and then, as the rubber bladders are being filled with compressed air, must gradually increase to the initial value; ~ to close the valve of the HIGH PRESSURE MAINS reducer after the bladders have been filled with the compressed air and the pressure has been restored. Make sure that there is no leakage of air from the system by watching the low-pressure gauge for 0.5 - 1 minute; Note: the pilot must know that the period of the pressure drop Zrom 4 to 3 kg/om, as indicated by the low- pressure gauge, must not be less than 20 minutes+ = to close the cock SEALING OF HATCHES and release pressure from the sealing bladders of the entry hatches. For this purpose, pull the pressure release ring mounted on the cover of the hatch of the front cabin, and in the rear cabin ~ push the entry hatch cover jettison lever, on the axis of which there is a cam which pushes the rocking arm of the two- way air cock}QING: In order to prevent jettisoning of the entry nged Lever hatch cover of the rear cabin, the with the roller of the hatch mechanism should be hinged aside before the pressure 15 released from the sealing bladder. = 40 interlock again the two-way cocks with the pressure release nechanisns; _ 40 check air-tightness of the cabin pressurization shut-off valves centrol systems and of the wing de-icing system. For this purpose it is necessary: - te make sure, that the valve SEALING OF HATCHES is closed} - to open the valve of the HIGH PRESSURE MAINS reducer and to make sure that there is pressure after the reducer as read off the low-pressure gauges = to open the cocks of cabin prescurization and the cock of the wing de-icing systems during this the pressure read off the low-pressure gauge must drop and quickly restore UP to the initial value; ~ to close the valve of the HIGH PRESSURE MAINS reducer and by means of the low-pressure gauge make sure that the pressure does not drop; the pressure arop will indicate that the system or valves are not air-tight; = to close the valves of cabin pressurization and the wing de-loing system valve+ gr Tt ds STRICTLY FORBIDDEN to fly with leaking bladders of hatches and with leaking shut-off valves of the cabin pressurization system and the wing de-icing and engine de-icing systemse after the checks mentioned above, the co-pilot mst make sure that: - wgne function switch of the APZ-54 automatic cabin= pressure regulator is in the NORMAL position;- the control valve handwheel of the KKZ combined pressure valve is in the O.i kg/cm” positions locked and sealed, and the button of the valve is fully depressed; - the cabin air supply regulator is in the CLOSED positions «the POB=70li command radio set is in good condition and the wireless control is in the REMOTE CONTROL positions lb. the rest of the crew members perform their pre~ flight inspection and inspection of their working places in the sequence and scope prescribed by the specialized instructions to each member of the crew. 15. While inspecting the seats make sure that: _ the AJ-3 safety harness automatic unlock mechanism 4s cocked and its cord is connected to the seat carriage which stays in the aircraft on ejection; - the cord of the KAI-3 parachute release control unit ds connected to the ring mounted on the seat; the chain for actuating the HIl-23 parachute oxygen preathing apparatus is connected to the seat carriage and to the K-23 safety pin; the Kil-23 hose is connected to the hose of the aircraft oxygen mains and the hoses are not damaged and have no bends; — the shorter oxygen hoses are passed through the slots in the sides of the seats; ~ pressure in the K[l-23 parachute oxygen apparatus equals 150 kg/om?. pesides, it is necessary: - to check travel of the carriage together with the ejection seat up to the extreme rear position and reliable fixing of the seat (the retainers should enter the holes);- to make sure that in the extreme rear position of the pilots! seats, the interlocking retainer (mounted on the stationary frame) is depressed and the pracket mounted on the axis of the face-blind shaft, does not touch the retainer; ~ to check intactness of seals and locks on the handles of the control colum disconnect; — to make sure that the air ccok of hatch cover jettison, mounted on the central panel, is sealed; - after the back travel of the seat has been checked, it is necessary to move it forward, adjust it to tit the size, fix it, and check its reliable fixing by the position cf the fixing handle; the handle head must be om one level with the elbow-rests or somewhat lower. WARNING: It is strictly forbidden for all the crew members to insert the pelt buckles, inverted by 180°, into the lock, otherwise the buckles may not get cut of the look. Inspection of Airereft_Navigator!s Ejection Seat 16. Daring the inspection make sure that: = the hose of the KIl-23 parachute oxygen apparatus is comnected to the hose on the seat and the safety pin of ‘the Kll-23 hose is connected to the ring of the K-23 cut in mechanisms ~ the oxygen hose on the seat is connected to the hose of the alreraft oxygen mains, the disconnect pin of the hose is comected to its chain and the hoses are not damaged - the shorter oxygen hose is passed through the slot in the right elbow-rest of the seat; _ the oxygen hose, running to the K-23 oxygen apparatus along the back and the right side of the seat, is located in such a way that when the seat is moved back it cannot accidentally get on the ejection roller;~ pressure in the Kil-23 oxygen apparatus equals 150 kg/om? 5 = the A[-3 safety hamess automatic unlock mechanism ds cocked and its cord is comected to the aircraft side} _ the free end of the KAll-3 parachute release control vnit cord is connected to the seat; - the seat moves freely along the guide rails and stops in the rear position; ~ the Kll-23 and A[-3 pins disconnecting mechanism is cocked. Besides, it is necessary: = to put on the parachute, adjust and look the harness, and check operation of their locking mechanism} — to check operation of the oxygen equipments 17. During the inspection make sure that: ~ the shorter oxygen hose is passed through the slot in the rear part of the right side of the seat and the hoses are not damageds ~ pressure in the KIl-23 oxygen apparatus equals 150 ke/en? ~ tne AJ-3 automatic unlock mechanism 1s cocked} _ the Ki-23 oxygen apparatus hose is connected to the adroraft oxygen mains and the snap hook of the I-23 safety pin and the AJ-3 unlock mechanism cord are connected to the ring of their cut in mechanism; _ the pins pull-out mechanism of the I-23. and AD-3 devices is cooked; — the free end of the KAN~B parachute release control unit 4s fastened to the seat. Besides, it is necessary: — to «test travel of the seat up and down with the help of the hoist;~ 26 - - to put on the parachute, adjust the seat harness, and chock operation of their locking mechanism; - to check operation of the cxygen equipnent. 18. During the inspection make sure that? = the emergency jettison lever, mounted on the hatch cover, is set to the operating position and locked,and the cover cap is closed; ~ pressure in the KMl-23 oxygen breathing apparatus equals 150 ke/en*s ~ the hose of the Kil-23 apparatus is connected to the aircraft oxygen hose and the hoses are not damaged and have no bends; = the snap hook of the K-23 apparatus is connected to the aircraft side by means of a chain; ~ the AJ+3 ana KAM~3 automatic devices are cocked, the Ale3 cord is connected to the airoraft side, and the cord of the KAI-3 device is connected to the seat. Besides, it is necessary: - to test smoothness of travel of the seat and reliable fixing of the seat; = to put on the parachute, check good condition and operation of the straps tightening mechanism and the condi~ tion of their locks; - to check travel of the collapsible part of the back cf the seat and efficiency of its locking; 1. Before the radio~gunner will take his seat it is necessary to screw out the safety pin of ground lock with red warning flags because it is impossible to screw it cut after the seat has been taken. Do not let the parachute move too far towards the back of the seat because in this case the oxygen hose will be jammed by the right hand~ rail of the seat. 2- 27 - = to check operation of the oxygen equipments = to make sure that the function switch of the APJ+54 automatic cabin-pressure regulator is 4n the NORMAL position; the control handwheel of the KK] cabin combined pressure valve is in the 04 ke/om® position, locked, and sealed, while the valve button is completely depressed; the cabin low- altitude ventilation cock is closed. 19. During the inspection make sure that: — the emergency jettison lever, mounted on the hatch cover is set to the operating position; - pressure in the Kll-23 oxygen apparatus equals 150 ke/om’3 - put the parachute with the Kil-23 oxygen apparatus on the seat,having connected the chain to the airoraft side at the Kll-23 cut-in snap hook; make sure that the oxygen hoses are not damaged; = check charging of the AJ-3 and KAN-3 automatic devices and connection of the AJl-3 cord to the aircraft structure and the KAN-3 cord to the seat; ~ take the seat, put on the parachute, close the lock, lock the harness, and check the straps tightening mechanism and condition of the straps locks; - check travel of the ejection seat and reliability of its fixing in the ejection positions — make sure that the button of the emergency pressure release valve is pulled upward completely; ~ check operation of the oxygen equipment. 20. After the inspection of his seat each crew member should check communication with the rest of the crew members through the Ciy-10 intercommunication system.= 23 + II. STARTING AND GROUND TEST OF ENGINES Starting the Engines 21. Before starting the engines, the members of the crew must make sure that the safety pins of ground lock with red warning flags are screwed out of their ejection seats. Noe 1. It 4s forbidden to start the engine with the air blow-off band closed. 2, To check efficiency of the hydraulic pumps of the main hydraulic system, it is necessary to begin starting the engines from the port engine on one dey of flight and the starboard engine on the other day- 22. Before starting the engines, the aircraft commander should make sure that: - the messenger is present; _ there are no foreign things within the zone of exhaust gas stream; = the chocks are put under the wheels; - there are no foreign things and waste in front of the engine air intakes; _ there are fire-extinguishing facilities near the air- crafts = the airereft controls are unlocked; - the cover of the rear cabin entry hatch is locked (vy the radio-gunner's report); = voltage of the aircraft electric mains under load is within 24 ~ 28 volts (by the navigator-radar operator's report). After that open the fuel shut-off valves. 23, During starting and running the engines the servic ing personel mst not be nearer than lo metres from the air intakes and 50 metres from the jet nozzles.= 29 - 2h. Before proceeding to start the engines the aircraft commander should order the crew to report readiness for flight through the intercon, On receiving the order all the crew nembers must report their readiness as scon as they are ready to flight. 25. The engine should be started on the ground as follows: - apply the parking brakes; - when starting the engines by means of the ground power units, engage the master selector switch mounted on the engine starting panel, the 110-4500 inverter, and the automatic fuel contrel; - when starting the engines by means of the aircraft storage battery, engage the master switch mounted on the engine starting panel, set the AUTOMATIC - MANUAL selector switch on the automatic control panel to the MANUAL position and switoh on the booster pumps of the tank groups which are first to deliver fuel; 1. When starting the engines from the first group of tanks, the pumps of the engine to be started should be switched on only, as this group is fitted with two booster pumps for each engine. Therefore, if the first groups of both engines are engaged, four pumps will be on and the storage battery will get discharged. 2. The power supply master seleotor switch is OW during the whole flight, except an urgent cutting out of the engine. 1S ~ after the master selector switch, mounted on the engine starting panel, has peen out in, check opening of the turbo~ starter exhaust duct baffle plate through flashing of the warning light; ~ make sure that the fuel shut-off valves are fully open through the presence of fuel pressure before the [H-28-15 pumps (it must equal 1 to 1.4 ke/om”);- 30 - = set the throttle lever of the engine to be started on the transiént slow running limit stop; = command: "Keep off engines and on receiving the reply? "Engines cleared", push the START button oa the engine gvound starting panel, and release it after 1 or 2 seconds. During the turbostarter spimiing, watch oil pressure in the turbostarter by means of the warning light, If the warning light does not burny the starting must be discontinued immediately» (the light should go on 10 or 12 sec. after the starting button has been pushed). After the starting button has been pushed, 1t takes the engine no longer than 120 seconds to arrive at the slow run- ning rating automatically, smoothly and without suspended r.pem. Gas temperature after the turbine should not exceed 680°C, During starting some bursts of flame may appear from the jet nozzle, which does not testify to the abnormal opera~ tion of the engine. Ng: 1. Daring the engine starting avoid setting the throttle lever above the slow running transient limit stop, as in this case continuous flame, accompanied with a sharp rise in gas temperature, may appear from the jet nozzle. In this case the engine starting should be discontinued. 2. If during starting the readings of the instruments checking operation of the turbostarter and engine do not correspond to the required values, the starting should be discontinued by setting the throttle lever to the STOP position and switching off the master power supply selector switch.-31- In 1 or 2 seconds the master power supply selector switch should be engaged again to open the starter exhaust duct baffle plate (to avcid cverheating of the starter). Repeated starting should not be made before the cause of failed starting has been found cut and the defects have been removed. 4, Repeated starting should be made only after the engine has been completely stopped (to avoid damaging the turbostarter). Ie the engine was started by means of the aircraft storage battery, it is necessary to change over to the automatic fuel control after the engine arrives at the slow running 3 rating and the generators of this engine are switched on. 6. It 1s PORBIDDEN to push the IN-FLIGHT START- ING button both on the ground and in the air if the engine is running. After the START button has been pushed, see that the turbcstarter arrives at the operating conditioas. During this: - gas temperature in the turbostarter exhaust duct mst not exceed 800°C during the starter acceleration, 680°C during operating rating at an ambient temperature of up to 415°C, and 700°c at ambient temperatures higher than +15°O3 = operating rating cf the turbostarter must not exceed 31,000 - 33,500 repems5 — time of the turbestarter operation from the moment of pushing the starting putton up to its cutting off must not exceed 80 seconds; = momentary increase in repeme during spinning must not be more than 35,000 repm.26, Before testing the engines, warm them up by running them at slow running rating for one minute. After the readings of the instruments and operation of the engines at the slow runnizg rating have been checked, increase the engine speed up to 4100 r.p.m When switching the engine to this rating it is necessary to check: - the revolutions at which the turbostarter exhaust duct paffle plate shuts (to be determined by the moment the warning light goes out); they must be equal to 1850 - 1950 rspeme; ~- the revolutions at which the air bluw-off band shuts (+o be determined through the messenger whether the engine nacelle doors close or not). 27. At the engine speed of 4100 r.p.m. check the high altitude equipment in all pressurized cabins. During this it is necessary to check feeding of the compressed air to the cabins from the port and starboard engines separately. For this check it is necessary: (1) to check pressurization of the cavins by the star- board engine. For this purpose: - open the valve of the HIGH-PRESSURE MAINS reducer on the hatch sealing panel and make sure that there 1s pressure after the reducer; ~ set the starboard engine sliding cock handle, mounted on the control panel of the pressurization shut-off valves, tu the OPEN position; - make sure that the circuit breakers of the TPIBK automatic cabin temperature regulators in pressurized cabins are in the ON position; - make sure that the starboard engire revolutions are equal to 4100 r.p.me; - set the switches of the TPTBK cabin temperature regulators, mounted on the co-pilot's instrument panel and= 93 = the radio-gumer's panel, to the HOT pusition (the complete shift of the baffle plate from one extreme position to the other one takes 30 - 45 seconds; all this time the selector switch should be kept pressed, after that release it and the switch must set to the neutral position by itsel?); - make sure by the flowmeters that there is no air supply to the cabins when the PIB cabin air supply regulators are closed; ~ slowly transfer the PIB air supply regulator throttle ever forward and check the air consumption; during this the Llcwmeter needle must smocthly shift clockwise and read the consumption in conventicnal volume units of consumption from 0 to 105 ~ check the temperature cf the supercharged air by reading cf the TY3-48 thermometer indicator, mounted on the cc-pilct's instrument panel; the engine speed being equal tc 4100 repem. and the air consumption being equal to 6 - @ units per cabin, the temperature of the incoming air, read by the TYR48 thermometer, must equal +50 to +90°C depending cn the ambient air temperature; temperature of the incoming air in the rear cabin ie not determined by the instruments the supply cf the hot or cold air to the rear cabin is determined by feeling the temperature of the air flowing from the duets by hand and alsv through change in the read~ ings of the cabin thermometer} = set the selector switch of the by-pass valve of tne TPTRK cabin air temperature regulator on the co-pilotts instrumert panel and the radio-gumer's panel to the COLD position for 30 - 50 seconds; 1 - 2 min. later, the TY348 thermometer must indicate decrease in temperature cf the supercharged air, and the flowmeter must indicate decrease in the supply up to 3 - 4 units;- 4 - : 1. Before changing over the TPIBK cabin tempera ture regulator from HOT to COLD it is necessary to reduce the air supply to the cabins by the supply regulator tc avoid sharp pressure change in the cabin due to different efficiency of the TXY turbo-cocler and the PKH cabin air pressure reducing valve. After change over to COLD open the PIB cabin air supply regulator completely. 2, While setting the switch to the HOT or COLD position see that the selector switch of the TPTBK cabin temperature regulator returns to its neutral position. If during change over to COLD,consumption and temperature do not decrease to the values mentioned above,stop the air supply to the cabin for a short time (close the PIIB cabin air supply regulator and open it again). w - set the selector switches of the TPTBK by-pass valves to the AUTO position; - set the handle of the sliding cock with the inserip- tion RIGHT, mounted on the co-pilot control penel, to the CLOSED position; feeding of the air into the cabin must stop; ~ close the cabin air supply regulator; (2) check supercharge of the pressurized cabins by the port engine in the same sequence as by the starboard one. : 1. It is not recommended to increase tempera~ ture cf the incoming sir above 100°C when supplying it through the PKH cabin air pressure reducing valve. M avoid damage of the flowmeter indicator, the supply of more than 10 wnits through the PXH cabin pressure reducing valve must not be performed.- 35 - 3, Change over from the PKH cabin pressure reducing valve to the TXY turbo~cooler and vice versa should be done by pulses and the air supply should be choked by means of the vaffle plate of the PIB cabin air supply regulator. 28. When checking the high altitude equipment, the navigator-radar operator should check the upper blister heat- ing system by setting in turns the heating shut-off cock two or three times into the OPEN and CLOSED position checking whether the warn air is blowing at the blister from the collector ducts. 1. During the whole period of engine test the shut-off valves of the cabin pressurization by the engines and the PIIB air supply regulators should be opened in both cabins; the air bleed baffle plate to the TXY turbo-cooler is set during this either on HOT or COLD depending on the ambient air temperature. The shut-off valves of the cabin pressurization by the engines and the PIB cabin air supply reguiators should also be opened in both pressurized cabins during taxiing and in flight at ell altitudes, except for fire in the cabins and engines. 2. If the crew is in the cabins before the engines are started and there is 10 pressurization of cabins, and the take-off is delayed, the hatches cf both cabins must be opened for ventilation after 10-minute stay in the cabins. After the check is finished, the co-pilot and the radio~ gunner report on the high altitude equipment operation to the aircraft commander.- 36 - 29. Check the wing leading edge de-icing system-operatiun. For this purpose? - the sliding valve of the de-icers, mounted on the control panel of the shut-of2 valves (co-pilot's cockpit), should be turned by 90° to the left, having raised the lock- ing clip in advance; - check by the TIT-13 de-icer thermometer indicators the hot alr supply; the indicator should indicate temperature increase in the wing leading edges up to +100°C and higher; when the temperature has increased in the wing leading edges higher than +100°C, the sliding valve should be closed and locked by the clip. WARNING: 1. the shut-off valves of the wing de-ioers should be opened for a minimum time (1 or 2 minutes), It is strictly forbidden to open them for a longer period, because during a prolonged hot air supply into the wing, the wing skin may scorch and corrugation may form on the leading edge skin. 2. When the engines are running and the wing de-icers system is not checked, watch that the sliding valve of the shut-off valves control of the wing de-icers is always in the CLOSED position and is locked by the clip; the TIT-13 de-icers thermometer, mount~ 6d on the co=pilot's. panel, should not read the temperature above the ambient temperatures 30. Check operation of the AK-150H air compressors by the aix system pressure gauge. If the pressure is lower than 150 ke/on® with the engines running, the pressure in the air system must increase. Separate check of good operation of the compressors and hydraulic pumps is done by starting the engines in turns.- 37 - 31. After the engine has been running at a speed of 4100 repem. for not less than one minute, check the operation of the engine at the normal and maximum ratings by transfer- ring the engine to the normal and then to the maximum rating smoothly for not less than one minute, WARNING: 1. It is forbidden to allow the engine to develop the maximum rating earlier than 3 minutes after the engine has developed the slow running revolutions during starting and testing. 2. The second development of maximum revolu- tions is allowed after 10 minutes of the engine running at normal engine rating or after 5 minutes of the engine running at a rating not higher than 0.8 of the normal engine rating. 3. When the engine runs at maximum rating (both on the ground and in the air) it is forbidden to bleed the air into the air- craft de-icing system. 4, When the engine is brought from slow run- ning to the maximum rating, a short time increase in gas temperature after the turbine is allowed up to 690°C with a gradual decrease of temperature during 11,5 minutes up to the temperature not in excess of 660°C. After testing the normal and maximum ratings decrease the engine speed up to slow running rating by smoothly shift~ ing the throttle lever during 25 - 30 seconds, checking the engine operation at transient ratings and the engine speed at which the air blow-off band is opened. At the steady and transient engine ratings the engine should run smoothly, without vibration and flame bursts from the jet nozzle.- B- When the engine is operated on the ground and in flight, 1t is forbidden to set the engines control levers below the transient slow running limit stops, except for the cases when the engine should be cut out. 32. After the engine has been run at slow running rating for not less than 1 minute, check the engine for accelerations For this purpose, shift the throttle lever smoothly, without sharp jerke, from the trancient slow running limit stops to the maximum rating limit stop for 1 or 2 seconds, During this the engine should develop 4700 out surge. The time of the engine acceleration during the accelera~ tion test 4s determined from the moment the throttle lever starts moving up to the time the engine develops 4700 £50 T+Peme This time period should not exceed 17 seconds. Mter the engine acceleration test and after the engine has been run at maxinum rating for 8 - 10 seconds, decrease 0 repem. smoothly and with~ ‘the revolutions to slow running ratings for this purpose shift the throttle lever down to the transient slow running limit stop for 1 or 1.5 sec. During this the engine should decrease ts speed to 1750 350 r.pem. smoothly, without irregularities and smoke from the jet nozzle. WARNING: During the engine acceleration test when the engines are run up, the short time increases in revolutions and gas temperature are possible: - the revolutions increase not in excess of 4300 repem. with the following decrease of the engine speed down to the maximum rating not later than after 5 - 7 seconds; ~ the gas temperature increase not higher than 720°C} during this short bursts of flame may appear at the jet nozzle outlet.= 39 - The instrument readings which indicate the normal engine operation during their test on the ground are given in the Ty-16 aircraft engine instructions. ting Engine on gf 33. In case the engine starting automatic equipment fails to operate and it is necessary to urgently start the engine, it 1s allowed to start the engine, with manual correction of main fuel supply. Ia this case it is necessary: = to make sure that the engine control lever is in the STOP position; - to open the fuel shut-off valve; - to switch on the power supply master switch; = to switch on the aircraft fuel booster pumps; ~ to switch on the ENGINE COLD STARTING switch 3° or 4 seconds later after the power supply master switch has been out in; ~ when the engine develops 220 - 280 r.p«m., press the IN-FLIGHT STARTING button and by slowly shifting the engine control lever gradually open the main fuel supply into the engine so as to ensure a smooth acceleration of engine speed and a smooth (without surges) increase of gas temperature after the turbine; - when the engine develops 740 - 880 r.p.m., release the IN-FLIGHT STARTING button; WARNIN : The duration of pressure exerted on the IN~ PLIGH? STARTING button should not exceed 30 seconds to avoid the overheating and failure of the ignition system; - when the engine develops 1150 - 1250 repsm, but not » later than 80 seconds after the ENGINE COLD STARTING switch has been cut in,switch off the switch and gradually move-4o- the engine control lever up to the transient slow running limit stop. Notes: 1. The operation characteristics of the starter and engine should be identical to those of the automatic starting during the above mentioned starting. 2, If due tc some reason the starting is dis- continued by switching off the power supply naster switch, it is necessary to switch on the switch for opening the baffle plate of the starter exhaust tube after 1 or 2 seconds. III. TAXIING AND ENGINES STOPPING < Apron and Taxiing 34, Before taxiing the aircraft commander should: - make sure that the seleotor switch of the instruments power supply from the storage battery is in the GENERATORS position and to close the safety cap; = check that the IFF transponder is switched on and the code corresponds to the required one} = make sure that the automatic brake control unit switch is on; ~ for 30 - 40 seconds manually switch on the booster pumps of the third groups of tanks in order to check their efficiency; after this, change over to the automatic fuel consumption, having left the AS0-5 cirouit breaker of the manual control of the booster pumps of the third groups of tanks in the ON position; = make sure that the AUTO - MANUAL selector switch is in the AUTO positions - make sure that the automatic fuel system functions normally and there is normal pressure in the main and brake hydraulic systems;- Al - ~ make sure that the cabin pressurization system func~ tions properly} ~ set the heading-indicating pointer of the [[WK-7 remote~ reading eyromagnetic compass at the take-off heading; _ make sure that all the gyro instruments are switched on; — tum to the right the on/off control knob of the ATB-2 artificial horizon (remove the flag indicator); = request and obtain the taxi clearance through the wireless; warn the crew about the taxiing out by giving 4 command: "Crew, taxiing out"; in the process of taxiing and flight in the airfield area the aircraft commander 1s con” tinuously listening to the commands coming from the command radio set operated in the take-off network; — switch on the nosewheels steering mechanism. Having received the crew report that there are no obstacles on the taxiway, the aircraft commander releases the parking brakes and begins taxiing straight, increasing the speed of both engines simultaneously. With the beginning of the aircraft movement the engines control levers must be set to the SLOW RUNNING position and after that test the operation of the main brakes. te during the main brakes test the aircraft does not stops dt is necessary to immediately brake the aircraft by the emergency rakes until it stops completely. ‘The levers of the brakes must be kept pressed until the chocks are put under the wheels, after that the engines must be cut out. me Ty-16 aircraft is easily controlled during taxiing. The turns during taxiing should be made by turning the nose wheels and whenever necessary assisted by brakes+ WARNING: IT IS PORBIDDEN: cto use the nosewheel steering mechanism pefore the aircraft starts moving;= 42 - - to sharply brake the aircraft when taxiing with the nosewheels turned to avoid damage of the self-centering device; = to taxi and turn at a speed higher than_30 km/hr. While taxiing to the pre-take-off checks position, test the emergency braking system on the straight sections of the taxiway, after that order the co-pilot to charge = the emergency hydraulic accumulator to capacity. As a rule, taxiing should be performed at the slow running rating (1750 repeme). If it is necessary to increase the speed of taxiing (but not more than 30 kn/nr) on the straight and free sections of the taxiway, the engines speed should be increased up to 2000 - 2100 r«Peme Daring taxiing the aircraft commander operates the engines control levers by his left hand, whereas by his right hand he controls the nosewheel steering mechanism; the co— pilot keeps the control wheel and pedals in the neutral posi~ tion. While taxiing along the taxiway the aircraft commander should orient himself by axial line of the taxiway as shown in Pig.2} with such projection of the taxiway axial line on the windscreen the nosewheels will move in the centre of the taxiway. Daring taxiing the radius of the undercarriage inner bogie turn showld not be less than the width of the main wheels track. IT 1S FORBIDDEN to turn the aircraft if one of the undercarriage bogies does not move. The radius of turn, when taxiing at a higher speedy should not be less than 30 metres. re the main braking system fails, one should use the emergency braking system to stop the aircraft. For this purpose it is necessary to pull the emergency brakes levers smoothly and simultaneously, avoiding sharp braking of the wheels and lowering of the aircraft nose. It is not-recom~y -~43- mended to fully release the emergency brakes levers to avoid rapid pressure drop in the emergency hydraulic accumlator. The emergency brakes are not connected with the automatic brake control units, Therefore, if the emergency brakes levers are pulled vigorously, damage and destruction of the tyres are possible. If the automatic brake control unit operates normally the blue warning light of the automatic brake control unit blinks when the brakes are applied. Continuous shining of the warning light indicates failure of the automatic brake control unit. In this case the automatic brake control unit should be switched off immediately and the braking should be done with- out it by pushing both brake pedals smoothly avoiding sharp braking. Before stopping the aircraft, the nosewheel should be directed along the longitudinal axis of the aircraft. It is necessary to stop the aircraft smoothly with gradual decrease of its speed so as to prevent the longitudinal pitching of the aircraft from sharp braking. IT IS FORBIDDEN 10 TAXI: - if the main or brake hydraulic systems are out of order; - if the ground is not good for taxiing; - if a pneu of even one of the undercarriage wheels is damaged or the braking drums are smoking (except for the urgent necessity to clear the runway); - if the undercarriage warning lights are out of order; if leakage of fuel or hydraulic liquid appears; with the flaps down. No! When preparing for circular flights IT IS FORBIDDEN to taxi along the taxiway with the flaps extended by 20°. In all the cases, mentioned above, the aircraft commander must discontinue taxiing, report the case to the flight control officer, and act according to his instructions.-~ Ae After the landing run is over, switch on the nosewheels steering mechanism and using the aircraft roll inertia proceed to texi at a safe speed (10 - 15 km/hr). At the end of the landing run order the co-pilot: "Fleps up", Clear the runway, report it to the control tower over the radio, and continue taxiing in the direction prescribed by the flight control officer. I? IS FORBIDDEN to direct the jet stream to aircraft mad cther objects when taxiing along the taxiway and while taxiing to the parking apron. topping 35. Before taxiing to the parking apron the aircraft commander should make sure of normal operation of the brakes and availability of normal pressure in the braking hydraulic systems. faxiing to the parking apron is allowedif the parking apron is intended for and has enough place for the Ty-16 aircraft, If the parking aprons are closely located, IT IS TORBIDDEN to taxi to the parking apron. The aircraft in this case must be towed to it by a towing vehicle. In the process of taxiing to the aircraft parking apron all the crew members should observe the taxiway and timely report all the noticed obstructions to the aircraft commander. WARNING: After taxiing to the parking apron IT IS FORBIDDEN +o apply parking brake before the wheels are cocl in order to avoid damage of the expander tubes. After taxiing to the parking apron the aircraft commander should order the crew to switch off all the consumers of electric power and, keeping the aircraft by the brakes, set the engines control levers on the slow running limit stop. After the crew members! report that power supply of the equipment is off (except for the intercom, anti-fire equip-