Safety requirements in emergency situations.

# G1 APPROVED

First Deputy Director

Department of Air

transport

G.N. Zaitsev

10.04.96 N DV-52 / I

# G0 Typical instruction

on labor protection for flight personnel

# G1Instruction coming into effect

from 06/01/96 instead of instructions,

approved by the MGA from 10.07.90

# G01. GENERAL SAFETY REQUIREMENTS

1.1. This Model Instruction * applies to the crew of the IL-76 aircraft (aircraft commander, co-pilot, navigator, flight engineer, flight radio operator, senior flight operator, flight operator) and contains the basic labor protection requirements for crew members in the performance of their duties. Special requirements to ensure the safety of crew members during preparation for the flight and during the flight are set out in the IL-76 Flight Operation Manual (hereinafter referred to as the RLE) and the Flight Operation Manual (hereinafter referred to as the NPP).

# G1 ---------------

# G0 * On the basis of the Model Instruction, an instruction on labor protection is developed, taking into account the specific conditions at the enterprise (in the organization).

1.2. Aircraft crew members (hereinafter referred to as crew members), regardless of qualifications and work experience, must complete all types of labor protection briefings in a timely manner and in full (introductory, primary at the workplace, repeated). In case of interruptions in flight work for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, the crew members must undergo unscheduled instructions (individually or by the entire aircraft crew). Persons who have not been instructed are not allowed to work.

1.3. During work, the crew members can be influenced mainly by the following hazardous and harmful production factors:

Aircraft moving on the territory of the airfield, special vehicles and self-propelled mechanisms;

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

Air suction streams moving at high speed (zone of nozzles of aircraft engines);

Rotating propellers of parked aircraft and helicopters;

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

Increased sliding (due to icing, wetting and oily coating of the surfaces of the aircraft, gangway, ladders, parking lot and airfield cover);

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

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

Electric current, which, in the event of a short circuit, can pass through the human body;

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

Moving cargo during the loading and unloading of the aircraft;

Falling loads, collapsing structures of lifting mechanisms;

Increased noise level from operating aircraft engines and APU;

High or low temperature and humidity;

Discharges of static electricity;

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

Fire or explosion.

1.4. To monitor the state of health, the aircraft crew must annually undergo a medical examination by a medical-flight expert commission (VLEK) and periodic medical examinations in accordance with the established procedure.

1.5. Crew members who have not passed the periodic medical examination and annual examination at VLEK are not allowed to fly. Crew members must wear special clothing, footwear and other personal protective equipment in accordance with the current Regulations.

1.6. In case of illness, poor health, insufficient pre-flight rest, the crew members are obliged to report their condition to the aircraft commander and seek medical help.

1.7. If an accident occurs with a crew member, then he needs to provide medical assistance and report the incident in the prescribed manner to organize an investigation of this case in accordance with the current Regulation on the procedure for investigating and recording accidents at work.

conducting; to prevent injury to hands on steel ropes, use protective gloves.

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

2.5.7. When loading and unloading using bridge pads, the chief operator must ensure that the intermediate support is stable and secure.

2.5.8. After placing the cargo in the cabin, it is necessary to moor them with mooring chains, nets, belts and with the help of locks on containers in accordance with the centering of the aircraft according to the mooring scheme.

2.5.9. It is prohibited to lift (lower) loads along the side ladder.

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

2.6.1. Before refueling, check that the aircraft and the tanker are grounded and that they are connected with a cable to equalize the potential of static electricity.

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

2.7. When refueling the aircraft, it is prohibited:

Perform any types of aircraft maintenance, as well as loading and unloading operations and treatment of the aircraft with the "Arktika" anti-icing fluid;

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

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

Continue refueling in the event of an impending thunderstorm.

3. SAFETY REQUIREMENTS IN THE IMPLEMENTATION PROCESS

FLIGHT JOB

3.1. The main condition for ensuring the safety of crew members in the process of performing a flight mission is their exact compliance with the requirements of the NPP and RLE.

3.2. The aircraft can only be towed when there is pressure in the braking system.

3.3. During the towing of the aircraft, the crew members must be at their workplaces and, if necessary, take measures to timely stop the aircraft.

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

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

3.6. The start of the engines can only be started after obtaining permission from the aircraft technician who produces the aircraft and reports from the crew members on the readiness of the aircraft for flight.

3.7. Before starting the engines, make sure that there are no foreign objects in the area of the exhaust gas jet and the intake air flow in the area of the engines, the aircraft technician is ready to start the engines and has taken his place.

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

3.9. When taxiing to the start, climbing and descending, while at their workplaces, the crew members must be fastened to the seats of the seats with safety belts.

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

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

3.12. When flying for more than 4 hours for preventive purposes, you should breathe oxygen for 7 minutes every 2 hours of flight, also before descent; when using oxygen equipment, it should be remembered that in order to avoid the possibility of an explosion, it is necessary to exclude any contact of oxygen and fats; therefore, work with oxygen equipment with clean hands, free from traces of fats and oils.

3.13. The time and sequence of meals by the crew members during the flight shall be set by the aircraft commander. Both pilots are not allowed to eat at the same time.

3.14. To avoid accidents, do not pour hot water through the top of the boiler.

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

3.16. It is forbidden to brew tea and coffee in an electric boiler, as well as to heat liquids in an electric oven.

3.17. Hot water from the electric boiler must be dispensed only through the taps.

3.18. To open bottles and cans, use only serviceable and intended devices and tools.

4. SAFETY REQUIREMENTS IN EMERGENCY SITUATIONS

4.1. In the event of a fuel spill during refueling on the surface of the aircraft or covering the parking space, refueling should be stopped until the spilled fuel is completely removed. At the same time, the engines can be started no earlier than 10-15 minutes after the spilled fuel has been removed from the surface of the aircraft and its parking area.

4.2. If a fire breaks out in an aircraft on the ground, the crew members must immediately inform the ATC service about this, and at the same time begin to evacuate passengers. When extinguishing a fire, in addition to on-board equipment, it is necessary to additionally use ground-based fire extinguishing equipment available at the aerodrome.

4.3. In flight, if smoke, burning or an open flame is detected in the pilot's or cargo compartment, it is necessary to immediately report this to the aircraft commander and start searching for and extinguishing the fire source using hand-held fire extinguishers and other available means. The fire must be reported to the ATC dispatcher.

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

4.5. In the event of a fire in any consumer of electrical energy, it is necessary to immediately de-energize it.

4.6. The actions of the crew members in the event of an emergency landing of the aircraft and in other special cases must comply with the requirements of the Airplane Flight Manual.

5. END OF FLIGHT SAFETY REQUIREMENTS

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

5.2. When leaving the plane, you must be careful and careful, because after the flight the body is tired after the adverse effects of such industrial factors as noise, vibration, pressure drop, etc.

5.3. The flight engineer must ensure that thrust blocks are installed under the wheels of the main landing gear and that the aircraft is grounded.

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

5.5. Crew members must follow the airplane along the apron at designated locations in a safe way, taking into account the safety measures set out in paragraph 2.2 of this Model Instruction.

# G1 APPROVED

Flight Union President

composition of Russia

S.M. Plevako

On the issue:
Landing of systems such as PGS-1000R and BPGS (using the equipment of LLC Advanced Technologies Service)

Base:

1. Service note 7602-3916-271 dated 06/30/2003

2. Act No. 80.118-76 / 2004-46 based on the results of a complex of ground and flight tests to assess the NDO 76 floor-based amphibious equipment for parachute-free landing of cargo from Il-76 aircraft.

APPENDIX 13
Delivery of supply cargo
by parachute and non-parachute
landing systems such as
PGS-1000R and BPGS

INTRODUCTION

Flight crews shall prepare and perform flights in strict accordance with the requirements and instructions of RLE-76 (TD), taking into account the restrictions and recommendations of this Appendix 13.
Crews need to know and remember that supply drop flights are complicated by the following factors:

- limited dimensions of the landing sites (area D) of cargo (length 350-500 m, width 150-200 m);

- insufficient accuracy in determining the coordinates of Pl.D.

- various excess of Pl.D.

- limited visual means of signaling and marking Pl.D. and the point of start of the release (TNV);

- low flight altitudes;

- the presence of residential buildings in the immediate vicinity of Pl.D., few or no cordon off, which can lead to unauthorized entry of people and animals to Pl.D.

- lack of information about the actual meteorological conditions in the area;

- a limited set or lack of radio equipment at Pl.D. and in TNV.

In countries with the conditions of "Maximum Continental ICAO" (see Fig. 2-1, section 2 of the Airplane Flight Manual), the landing of cargo is additionally complicated by high temperatures at operating altitude, low atmospheric pressure, the presence of vertical vortices, turbulence (weak in the morning hours to strong at noon ) and difficult ornithological conditions.

Aircraft flight crews are allowed to airdrop of supply cargoes with ASG and BPGS systems after training according to approved special training programs, as well as drop groups, including four flight operators each, who have undergone initial training and have certificates of the established form.

When landing cargo, light (traffic lights above the ramp) and sound (siren) alarms can be used on aircraft with this equipment, as well as additional connection points for SPU cords located in the cargo compartment can be used.

Airplanes must be equipped with long handles.

Flight operators No. 1 and No. 2, who control the front (at the exit) locks, must be at their workplaces in special clothing, with parachutes, necessary safety devices and two-way communication with the crew members via SPU.

All crew members and flight operators No. 3, No. 4 must have parachutes with installed PPK safety devices (NPPGA-85 clause 8.2.13.1).

Appendix No. 13 applies only to the non-parachute landing of NDO-76 BPGS systems.

The parachute landing of the NDO-76 systems of the PGS-1000R type will be put into operation after the tests.

1. General information (Fig. 1, 2, 3)

The Il-76T (TD) aircraft provides for the placement of easily removable special equipment designed for landing cargo on parachute cargo systems of the PGS type weighing up to 1200 kg, as well as bulk cargo in bag containers on non-parachute cargo systems B PGS weighing up to 1400 kg.

The complex of means placed on the aircraft includes the ground-level landing equipment ND076 (hereinafter referred to as NDO) with guides and roller tracks for installing and moving systems such as PGS and BPGS (hereinafter referred to as “systems”) to the edge of the cargo hatch and cable system PRP ( forced opening of the parachute) for the introduction of parachute systems during the landing of the PGS type and the clearing of the circular tightening tape during the landing of the BPGS systems.

NDO with guides and roller tracks is mounted on the floor of the cargo compartment and ramp, and the cable system is mounted on the rails of electric hoists.

This equipment can be installed on any Il-76T (TD) aircraft. The installation of the NDO and the preparation of the aircraft is performed by the airborne equipment subdivision of the operator's NAS.

When installing the NDO in the working position, a set of standard panels is also used, which cover the niches of the roller tracks in the floor of the cargo compartment and ramp.

When landing the LPGS systems on the ramp, instead of the first sections of the roller tracks with their rolling pins, pallet accumulators are installed (on the right and left sides). Ramps are installed under sections No. 2 and 6 of the roller tracks on the ramp. On the floor of the cargo compartment, one LTKP-26-1000 brake band in three folds with rings for fastening platforms is installed on the outer mooring units of frame No. 18 (starboard and left side) and internal mooring units of frame No. 54 (starboard and left side) BPGS systems.

The cargo compartment of the aircraft accommodates up to 26 systems of the PGS or BPGS type on two parallel guides and roller tracks formed by the NDO (up to 13 systems on each track).

The systems are fixed on the mounting points of the roller tracks with the help of special locks, which are elements of floor cargo equipment.

Preparation and equipping of systems is carried out in accordance with the Instruction for the operation of these systems by specialists in the maintenance of parachute and cargo systems.

The systems are loaded with electric hoists or forklift trucks.
Systems of the PGS type can be landed singly and in series with the number in series from two to twenty-six.

BPGS systems can be landed singly and in series with the number in a series of no more than five from each side.

The landing of systems in the climb mode (after opening the locks that fix them in the rails of the floor equipment) is carried out along roller tracks through the cargo hatch under the action of the horizontal component of the gravity of the systems.

The front (at the exit) locks are controlled by flight operators manually using the halyards attached to the locks.

The rest of the locks that hold the systems included in the series are opened with cords connecting them with the previous systems sequentially leaving the cargo compartment.

The opening of the locks is carried out by flight operators No. 1 and No. 2 at the command of the navigator "Reset", when the green signal of the traffic light comes on with the simultaneous sounding of a sound signal (siren) on airplanes with this equipment.

The equipment installed on the aircraft provides the possibility of safe landing of PGS-type systems from altitudes from 300 m to 7000 m and of BPGS-type systems from altitudes of 250-300 m singly and in series in one and two streams.

If it is necessary to drop fuels and lubricants and special fluids on systems of the PGS type, the containers of these materials must comply with the requirements set forth in the "Technical Instructions for the Safe Transport of Dangerous Goods by Air DOC 9284-AN / 905", introduced by Order No. 277 of the MGA dated November 30, 1990.

The landing of the systems is carried out by the crew and the landing group, which includes four flight operators (see table 1):

- BO No. 1 of the starboard side and BO No. 2 of the left side - during the landing of the ASG;

- BO No. 1, 3 on the starboard side and BO No. 2, 4 on the left side - during the landing of the BPGS.

Provides work on the landing and supervises the landing group - SBO.

Table 1

Crew members		Accepted abbreviations		Are attracted
NS T a T n NS th NS To and NS a f
	Ship commander	QC		For all types of landing of ASG and BPGS
	Second pilot	2P
	Navigator	NS
	Flight engineer	BI
	Radio operator	BR
	Senior flight operator	SBO
	Onboard operator	BO number 1 - right, board	G R at NS NS a d e with a n T and R O v a n and I am
D g about p n y o n l n n s and t d her l with b a n n s t e and R h about l in e a n n s and I am
	Onboard operator	BO No. 2 - left side
	Onboard operator	BO No. 3 - starboard		Only for the landing of the BPGS
	Onboard operator	BO No. 4 - left side

2. Duties of crew members

(1) The chief operator must:
know the completeness of the NDO used when loading and dropping systems;

Organize work to prepare the cargo compartment and equipment for loading;

Mount the airplane NDO, check the reliability of its fastening and serviceability;

Inspect prepared for loading systems such as PGS, BPGS in order to determine their readiness for loading and landing (no external damage and objects protruding beyond the lateral dimensions of the platform; absence of water, mud, snow, ice on the surface; reliability of cargo fastening on the platform);

Prepare mooring chains and belts for use during additional mooring and in the occurrence of special cases during landing;

Set the spherical stops of the ramp rods at 0 ° (for PGS-type systems), "-2 °" (for BPGS-type systems), open (close) the cargo hatch, release (remove) the tail support;

Connect to the telpher girder the suspension system of the ASG or the links for mooring the goods on the system of the LPGS when loading them with the electric hoists;

Operate electric hoists when loading systems such as PGS, BGPS;

Locking the locks for fixing the systems, connecting them to the base of the front exit systems of the PGS type, suspending the carabiners of the pilot parachute chambers of the PGS type systems or the links for clearing the circular tightening tapes of the BPGS systems on the PRP cables (forced opening of the parachute);

Together with the navigator, during pre-flight preparation, check the operability of the communication system via the SPU between the navigator and the flight operators in the cargo compartment;

Check the readiness of the systems for landing in accordance with the flight assignment;

Supervise the work of flight operators;

Conduct simulations with flight operators on preparing systems for dropping and on actions in special cases in flight when landing cargo.

Upon completion of loading, the chief operator must ensure:

Locks for fixing the systems ASG, BPGS are closed, locked and connected by cords ShKhBK-125 with the systems in front of the exit correctly and in accordance with the program of the release of goods;

The connection of the carabiners of the pilot parachute chambers during the landing of systems of the PGS type or links of the inclusion of the clearing of the circular tightening bands of the BPGS systems to the cables of the PRP is performed correctly;

The spherical stops of the ramp rods are set at the "0 °" mark when landing systems such as PGS, or "-2 °" - when landing systems such as BPGS;

After inspection:

Report to the flight engineer about the health of the equipment in the cargo compartment;

Close the cargo door, remove the tail support.

Before takeoff, the senior flight operator and flight operators:

Put on parachutes, take seats in front of the cargo compartment and fasten with seat belts;

Report to the ship commander about readiness for flight.

In flight and during landing:

Supervise the work of flight operators;

To carry out communication on the SPU between the flight operators and the crew;

In the event of emergency situations, together with the flight operators, take measures to eliminate them.

(2) The flight engineer of the aircraft must:

To be able to correctly perform the locking of the system fixing locks, their connection to the base of the systems forward in the exit, the suspension of the parachute chambers carabiners on the PRP cables when airborne systems such as PGS or links for clearing the circular tensioning tapes of the BPGS systems;

Know and be able to act in special cases when landing cargo;

Together with the co-pilot, determine the total weight of the landing load, the takeoff and landing weight of the aircraft, the takeoff and landing balance, as well as the balance that may occur during the landing of cargo and in special cases in flight.

Upon completion of loading, the aircraft flight engineer, together with the senior flight operator, must make sure:

Locks for fixing systems such as ПГС, БПГС are closed, locked and connected to the front-exit systems correctly and in accordance with the program for the release of goods;

The connection of the carabiners of the pilot parachute chambers of the PGS-type systems (links for the opening of the circulating tensioning tapes of the BPGS systems) to the PRP cables is done correctly;

Chains for additional mooring of cargoes on the systems of the FPGS are installed;

Loading equipment in the stowed position and securely fastened;

Foreign objects have been removed from the cargo compartment.

After a report to the flight engineer by the senior flight operator about the serviceability
equipment in the cargo compartment:

Report to the ship commander on loading, fixation of PGS-type systems and BPGS-type systems and readiness of the aircraft for flight.

(3) The navigator of the aircraft must:

Check, together with the flight operators, the operability of the communication via the SPU between the navigator and the flight operators in the cargo compartment;

Know the release plan - the number of systems to be dropped in each run;

Know the permissible range of heights and landing speeds for systems such as PGS and systems such as BPGS;

Clarify the data required for calculating the discharge of systems of the PGS type and systems of the BPGS type;

Know the technology of performing a flight for parachute landing of systems of the PGS type and the technology of performing a flight for landing systems of BPGS.

(4) The co-pilot must:

Check whether the nomenclature and the amount of the arrived cargo specified in the documentation (in the cargo sheet);

Find out the restrictions on the carriage of goods indicated in the accompanying documentation;

Determine if equipment and cargo are securely attached to system platforms;

Determine the location of the systems in the aircraft, based on the operational alignment of the aircraft;

Together with the flight engineer, determine the total weight of the landing load, the takeoff and landing weight of the aircraft, the takeoff and landing balance, as well as the estimated balance that may occur during the landing of cargo and in special cases with cargo in flight;

Be able to use mooring chains and belts;

Know and be able to act in special cases when landing cargo.

(5) The commander of a ship is obliged to:

Organize an inspection of the cargo, determine its readiness for loading and transportation;

Know the amount of cargo, its weight and dimensions;

Exercise general management and control over the loading of systems such as PGS or systems of APGS;

Know the reset program - the number of reset systems in one run;

Know the restrictions when carrying out the landing of cargo;

Do not accept cargo for loading if it is not prepared for transportation and if its loading will result in excess of the allowable take-off weight or violation of the aircraft operational alignment;

Require the consignor of the cargo to perform the necessary additional work to ensure the carriage of the cargo;

Conduct simulations with the crew in the cockpits of the aircraft by stages of flight (from occupying working positions to dropping cargo) and on special occasions in flight.

Accept reports:

From the co-pilot on the weight of the aircraft during takeoff and landing, on the takeoff and landing CG, on the change in weight and CG when airborne cargo and in anticipated special cases;

Upon completion of the aircraft loading, from the flight engineer on the loading of the systems, their fastening and the readiness of the aircraft for flight;

Upon completion of the aircraft loading, from the senior flight operator on readiness for flight.

In flight:

According to the stages of the combat course, give commands to the crew and control the actions of the performers;

Turn the aircraft at the command of the navigator;

Avoid turning the aircraft and changing the flight mode 10 seconds before the landing and during its implementation;

When landing systems such as BPGS, do not allow a change in the roll and pitch of the aircraft by more than 1 ° -2 ° when rolling pallets with cargoes from the stowed position to the initial position for their release.

During the landing:

To keep the aircraft in the initial flight mode when dropping, fending off the pitching moment that occurs when the cargo moves along the aircraft's cargo compartment, and after the cargo leaves the aircraft - the diving moment;

Control the discharge of systems of the PGS type, systems of the BPGS type according to the reports of the senior flight operator;

3. Preparation and loading of systems such as PGS and BPGS into the cargo compartment of the aircraft

When the aerodrome power supply is on

(a) Set the spherical stops of the ramp rods to the "0 °" mark when landing systems of the PGS type, or to the mark “-2 °" when landing systems of the BPGS type.

(b) Open the cargo hatch (see RLE 6.17.2A).

(d) Place the systems, fully prepared for loading, near the cargo door along the longitudinal axis of the right and left rows of roller tracks of the cargo equipment.

(e) Move the rear pair of electric hoists to the cargo hatch area, hang the upper (hoist) beam on them.

(f) Connect the suspension system of the PGS type, the upper part of the cargo mooring links on the LPGS system with the help of the mooring chains threaded through the loops of the suspension system and the chain connection locks to the telpher beam.

(g) Raise the system to the level of the roller tracks and move it to the area of frames no. 64-67 (for G1 GS systems) and to the area of frames no. 57-64 (for systems of APGS), while driving it into the guide rails of the cargo equipment.

(i) Lower the system onto the roller tracks and disconnect it from the suspension on the trolley beam.

(j) Move the system manually with one or two people to the initial release position. Close the system fixing lock on the NDO guides.

(k) Load the subsequent systems in accordance with paragraphs (e) - (k).

Close and secure the fixing locks of all systems with the core of the ShKhB-125 (ShKhB-60) cord in two folds.

A WARNING.
WHEN MOVING THE SYSTEMS ON ROLLER TRACKS INTO THE STARTING POSITION FOR RESET, DO NOT SKIN AND JAMMING THE PLATFORM OF THE SYSTEMS IN THE RAILS.

(m) In accordance with the cargo release plan, connect the system fixing locks with the systems adjacent to the exit using ShKhB-40 cords 0.3 m long, using the holes for the belts in the platforms of the systems.

NOTE.
The length of the cord connecting the system fixing lock in the cargo compartment with the system adjacent to the exit on the ramp must be at least 2 m (the cord is installed with a slight slack).

(m) Attach the launch halyards (made of a ShKhBK-125 cord, 4.5 m long with a carabiner at the end) to the fixing locks of the systems located on the ramp, the first at the exit, and fix them on the restraining nets in the area of sp. No. 56).

(o) When dropping loads in series for systems located in the area of the cargo compartment, pass the free ends of the launch halyards attached to the fixing locks of the first exit systems (in each series) through the rings of the side removable mooring nodes. Attach these ends to the side harness anchorage ring nearest
from the operator's position when dropping the next batch. Install removable units from the side of the system outlet at a distance of at least 0.5 m from the system fixing locks.

(p) After loading the ASG systems into the cargo compartment, hang the carbines of the pilot parachute chambers of the ASG systems on the PRP cables, while the link connecting the pilot parachute with the links of the main parachutes should hang with a little slack, and put the rest of the length in the upper part of the load under the mooring belts cargo.

(p) Install additional mooring chains for systems such as БПГС on each group of four systems (two on the starboard and two on the port sides), located in the same position, two chains from the forward and one chain from the rearward).

Safety measures when loading (unloading) systems:

1) before loading (unloading), check the correct assembly of the cargo securing;

2) load (unload) the systems only with the tail support extended. Release the support only on cleared (from ice or snow) soil or concrete;

3) when releasing (cleaning) the tail support, opening (closing) the cargo hatch, make sure that there are no people or foreign objects nearby that interfere with the movement of the tail support and the opening (closing) of the cargo hatch;

4) in the absence of brake pads under the wheels of the chassis and using the parking brake, follow the instructions in clause 6.6.5.D RLE-76T (TD);

5) do not be under the load when it is being lifted by telphers.

6) do not stand in front of the load in the direction of its possible rolling;

7) secure the load to secure it against rolling off with mooring chains or locking locks;

8) when loading (unloading) and mooring systems, use only standard aircraft equipment.

4. Conditions for the landing of supply cargoes by ASG and BPGS systems

Dumping cargoes should be carried out during the day in simple meteorological conditions in the area of the landing site (visually).

The area for receiving goods must have dimensions:

- not less than 150 m wide;

- not less than 350 m in length.

The Cargo Acceptance Manager (RPG) at the landing site is appointed by the Customer (cargo owner) after appropriate preparation.

RPG must:

- prepare and mark the site for receiving goods; TNV (smoke bombs, bonfires, colored panels);

- instruct and set up a cordon in the directions of the most probable movement of people and animals;

- to have constant communication with the crews performing the discharge of cargo;

- inform the crews about the meteorological conditions in the area of the site and about the readiness to receive cargo;

- give permission (or prohibit) for landing;
RPG is obliged to prohibit the crew from dumping cargo, if:

- lack of cordon;

- when people or animals are on the site;

- the presence of vertical vortices (tornadoes);

- lack of visual contact of the site by the crew;

- difficult ornithological conditions.
The crew is prohibited from dumping cargo when:

- lack of communication with the RPG;

- lack of visual observation of the landing site;

- close location to the site of residential buildings;

- finding people, animals or equipment at the landing site;

- the resulting component of the wind speed at an angle of 90 ° to the axis of the site is more than 15 m / s;

- the presence of strong bumpiness (with an increase in overload ± 0.4 units and more);

- the presence of thunderstorm activity in the landing area, vertical eddies, meteorological conditions.

Difficult ornotological environment.

5. Methods of performing flights for the landing of supply cargo

1) The flight to the landing site is carried out using all the standard onboard flight and navigation equipment of the aircraft. The use of the I-11-76 (I-21) inertial system, the Kupol-76 sighting navigation and aerobatic system, the KLN90B satellite navigation system in the complex ensures sufficient accuracy of reaching the target using the ARK-15M route at the final stage at medium waves in the "Push" mode, i.e. short-circuit of a ground-based medium-wave radio station for transmission (the range of confident bearing reception is 150-200 km).

2) The exit to the TNV is made visually ("by eye") or with the help of the NKPB-7 sight, for aircraft, where it is available.
To provide a visual exit to Pl.D. TNV can be marked with smoke bombs, bonfires or colored panels.

A. Parachute landing of cargo with ASG systems from low altitudes (200 ÷ 1000 m)

1. Preparation for flight

Carry out pre-flight inspection of the aircraft and check its systems in accordance with the requirements and instructions of subsection 4.1, section 6 of the Airplane Flight Manual, as well as the recommendations, clauses B.1 and pp. (a) ÷ (j) of this Appendix.

2. Flight execution

When flying to Ploshchad D, the navigator reports on the removal to the TNV, the ship's commander gives the commands corresponding to the stage of the flight, the performer reports on their implementation.

(1) “Up to TNV - 120 km” …………………………………………………………………………………………… Ш

Establish communication with the RPG on Pl.D., request the situation in the landing area (meteorological conditions, ornithological conditions, TNV and Pl.D. marking and other data) ………………………………………………… ... QC

(2) "Up to TNV-70 km" ………………………………………………………………………………………………… Ш

“We are starting to decline. Put on oxygen masks "…………………………………………………… .KK

They open oxygen, put on masks, report (see 6.10. RLE) …………… .. SBO (BO No. 1 and 2)

(a) At an altitude of 4000 m: “Pressurize the cargo compartment” ………………………………………… .KK

Forcibly depressurize the cargo compartment (see 6.8.3 Airplane Flight Manual) …………………………… ..Ш

(b) “Commander! Take a landing course ... "………………………………………………………….

"The course of the landing ... took over" .................................................................. KK

Check the cabin depressurization and report …………………………… 2P, (W, SBO)

(3) “Up to TNV - 40 km” ……………………………………………………………………………………………… Ш

"For the operators to take working positions" ..............................................................

"Remove the locking mechanism of the NDO locks within the releasable series" ……………………………………… Ш

Take places at the system fastening locks, remove the lock of the NDO locks …………… ..BO No. 1 and 2

"Locks released" …………………………………………………………………………………… SBO

(4) “Up to TNV - 20 km” ………………………………………………………………………………………………… Ш

At a given altitude, turn off the ACS and set, depending on the flight weight of the aircraft, the speed for the release of mechanization (see Table 2) ………………………………………………………………… ………………………………… QC

table 2
The speed of the beginning of the release of slats 25 °, flaps 30 °

Give the command: “Slats 25 °, flaps 30 ° …………………………………………………………… ..KK

Lower the flaps and slats, check for correct extension and report ……………… .B AND

Balance the plane / cm. 4.2.8A p. (5) RLE / ………………………………………………………… .KK

(5) "To TNV - 15 km" ……………………………………………………………………………………………… Ш

"Remove additional mooring chains" ………………………………………………………………… Ш

"Commander! Take a combat course ... "………………………………………………………………………… Ш

"Combat course ... took" .............................................. ………………………………………………………………………………………

(6) "Up to TNV - 10 km" ……………………………………………………………………………………………… Ш

Report to RPG: "On a combat course" ………………………………………………………………………… KK

"Open the cargo door" ………………………………………………………………………………………… ..КК

Open the cargo door and report to ………………………………………………………………………… Ш

Supervises the opening of the cargo hatch and reports “Hermetic door has gone. The hatches are open, the pressurized door is locked "……………………………………………………………………………………………………………… …………… .. SBO

(a) Set the speed, depending on the weight of the aircraft (see Table 3), at which the angle of attack corresponds to 9-10 ° according to AUASP.

Table 3

G, t	100	110	120	130	140	150	160	170	180	190
Vnp, km / h	260	270	280	290	300	310	320	330	340	350

(b) Balance the plane / cm if necessary. 4.2.8A p. (5) RLE / ……………………………… KK

(7) “To TNV - 2 km. ATTENTION "……………………………………………………………………………… .Ш

(8) "Climb!" 2-3 seconds before entering the TNV ……………………………………………………………… ..Ш

"Denomination!" …………………………………………………………………………………………………… ..КК

NOTE. With the flight weight of the aircraft: - equal or more than 150 t - "Takeoff" mode;

Equal to or less than 150 t and t HB ≤ + 35 ° С - "Nominal". Establish and control the mode of the motors.

Report: "Nominal mode" ………………………………………………………………………… BI

Transfer the aircraft without roll and slip at a constant indicated speed (see Table 3) to climb ……………………………………………………………………………… ………………………………………………… ..KK

A WARNING. AT THE MOMENT OF THE PLANE'S TRANSFER INTO AN ALTITUDE, MAKE SURE TO MAINTAIN:

ATTACK ANGLE INCREASE NOT MORE THAN 4.. .5 ° FROM ORIGIN;

ANGLE OF ATTACK ON AUASP NOT MORE THAN 15 °;

VERTICAL DIAL SPEED 8.. .10 M / S;

OVERLOAD (ny) NOT MORE THAN 1.3.

Control and read off the speed, angle of attack, overload and height (every 50 m).

(9) “TNV! Reset! ”, Turn on the stopwatch ……………………………………………………………………… ..Ш

At the command "Reset", open the appropriate locks for securing the systems, taking all precautions so as not to be touched by a moving load and report:

"The goods have gone" ……………………………………………………………………………………… ..BO No. 1 and 2

(10) In the process of dropping weights in the climb mode, strictly HOLD the constant SPEED without roll and slip (see Table 3), ny = 1.0 and ANGLE OF ATTACK ………………………………………… …………………………………… QC (2P)

(11) When the cargo leaves the cargo door, report:

“The cargo left” ………………………………………………………………………………………………… ..

Transfer the aircraft to level flight, avoiding overload less than plus 0.2 ... ... ... ... KK (2P)

A WARNING. IN ALL CASES WHEN THE AUASP ALARM IS ACTIVATED ON α add (n udop), DECLINE THE WHEEL "FROM YOURSELF" BEFORE THE AIRCRAFT EXITS THE OPERATING ANGLES OF THE ATTACK (OVERLOAD) AND, IF NECESSARY, IN NECESSARY, PERFORMANCE.

(12) Entries are repeated depending on the number of series of discharge of loads ...

NOTE. The number of cargoes in one series in one run can be different. Cargo can be dropped:

Separately for each side;

Simultaneously on both sides.

It is possible to drop all (up to 26) cargo in one pass (due to the size of the landing area).

(13) At the end of the drop, in steady horizontal flight: “For the operator to inspect the cargo hatch opening” ……………………………………………………………………………………………………… …………………………………………………… QC

If there are pilot parachute chambers, remove them from the hatch opening (move them along the cables into the inside of the cargo compartment) ………………………………………………………………………………………………………… ……………………………………… .BO No. 1 and 2

"The chambers of the pilot chutes are removed, ready to close the cargo hatch" ………………………… SBO

(14) “Close and seal the cargo hatch” ………………………………………………………………… .KK

Closes the cargo hatch (see 6.17.2 of the Airplane Flight Manual) and seals the cargo compartment (see 6.8.3 of the Airplane Flight Manual) and reports:

“The cargo hatch is closed, I am sealing the cargo compartment” …………………………………………………… .Ш

After making sure that the cargo door is closed and the cabin is pressurized, reports: "The cargo door is closed, the cabin is pressurized" ……………………………………………………………………………………………………… …………………………………… SBO

(15) Remove the wing mechanization, guided by the requirements of 4.2.3A p. (15), (16) and (17), pick up the echelon …………………………………………………………………………………………… …………………………………… ..КК

B. Parachute landing of cargo with ASG systems with H = 7000 m

Dropping of loads from H- 7000 m (as opposed to dumping from low altitudes) is carried out in the configuration δ pr = 14 ° / δ z = 15 ° in horizontal flight mode and is characterized by a small margin of attack angle (Δα = 2 ° ÷ 4 °) before dumping.

ATTENTION. RESETTING OF SYSTEMS WITH H = 7000 m CAN BE PRODUCED WHEN THE FOLLOWING CONDITIONS are met:

REMOVING PL.D NOT MORE THAN 1500 KM;

FLIGHT WEIGHT AT THE MOMENT OF DISCHARGE NOT MORE THAN 135 T;

LOAD WEIGHT OF 26 SYSTEMS NOT MORE THAN 20 T;

RESETTING OF 26 SYSTEMS ONE (ALL AT ONCE), TWO, THREE SERIES DEFINED BY THE SIZES OF PL.D.

The flight to drop cargo is carried out by the crew and the landing group, the composition indicated in Table 1. The crew and the landing group must have flight equipment (see Table 4).

Table 4

№ P.P.	Equipment composition	KK, 2P, Sh, BI, BR	SBO, BO No. 1, 2, BO No. 3, 4
1	Rescue parachute	+
1	Parachute landing		+
2	Knapsack opening devices (PPK) 1). Opening with an excess of 1000 m above the highest point Δh p along the flight route	+
2	The device for putting into operation of the main dome (PPK). Opening with an excess of 1000 m above the highest point Δh p along the flight route		+
3	Parachute oxygen device (KP)	+
3	Paratrooper parachute oxygen device (KP)		+
4	Wearable emergency stock	+
5	Smoke protection oxygen mask	+
5	Paratrooper oxygen mask		+
6	2 Portable oxygen supply units with 2 smoke masks		+

1. Preparation for flight

Carry out the pre-flight inspection of the aircraft and check its systems in accordance with the requirements for the instructions of subsection 4.1, section 6 of the Airplane Flight Manual and the recommendations of this Appendix 13.

(a) Place the parachute in the chair cup and connect the PIK carbine with the bracket on the chair, and the KP stud carabiner with the chain on the chair ………………………………………………………………… …………………………………………… KK, 2P, Sh, BI, BR

(b) Check the flight equipment of the crew and the landing group (see Table 4) …………………… .KK

(c) Remove the portable oxygen supply unit with a smoke mask in the cockpit and fix it in the cargo compartment) ………………………………………………………………………………………………… …………………………………………… BI

(d) Open all oxygen supply valves on the cockpit oxygen shields and on the KSCP in the cargo compartment. Using the pressure gauges on the oxygen shields and on the portable units, make sure that the oxygen cylinders of the system and portable units are filled to a pressure corresponding to the ambient temperature (see 6.10 RLE) …………… .BI

(e) Fasten oxygen masks at workplaces ……………………………………… SBO, BO No. 1 and 2

(f) Outline portable oxygen supply units with smoke-protective masks that will need to be used when moving to the places where the system fastening locks are opened, if these places do not have on-board individual oxygen supply points ……………………………………… ……………………………………………………………… .BO No. 1 and 2

(g) Take your jobs, put on and fasten your parachute harness and harness ………………………………………………………………………………………………………………… ………………………………………………..NS

(h) After occupying the workplaces, receive reports on the readiness for the flight of the crew and the landing group ../ ……………………………………………………………………………… ……………………………………………………………… QC

(i) Check the operability of the communication line with the landing group ………………………………… ..Ш

(j) Based on the data on the magnitude and direction of the wind in heights in the area of Pl.D., calculate the TNV and the flight path from the TNV to drop the cargo and report to the commander ………………………………………………………… ………………………………………….NS

2. Flight execution

Take off, climb and fly along the route, being guided by the requirements of subsection 4.2, section 6 of the Airplane Flight Manual and the instructions in clause 5, p. 1) and 2) of this Appendix.

(1) "Up to TNV - 120 km" ……………………………………………………………………………………………… Ш

Establish communication with the RPG on Pl.D. and request the situation in the area (meteorological conditions, Pl.D. and TNV markings and other data) ……………………………………………………………… ………………………………………………………………… ..КК

(2) “Up to TNV - 70 km” ………………………………………………………………………………………………….

“Depressurize the cargo compartment” ……………………………………………………………………… .KK

"I will depressurize the cabin" (see 6.8.3 RLE) ……………………………………………………………… ..Ш

At this command, put on oxygen masks and connect to individual oxygen supply points ………………………………………………………………………………………………… ……… ..SBO (BO No. 1 and 2)

(3) “Up to TNV - 40 km” ……………………………………………………………………………………………….

“For operators to take working positions” ………………………………………………………………… .KK

"Commander, take a landing course ..." ……………………………………………………………….

"The landing course ... is sewn up" …………………………………………………………………………… .KK

Take working positions at the system fastening locks and connect to individual oxygen supply points ……………………………………………………………………………………………… …………………… BO No. 1 and 2

NOTE. In the absence of an individual in this place

Remove the locks of the NDO locks of the releasable series ………………………………………… .. BO No. 1 and 2

“The working positions are taken, the locks are removed” …………………………………………………………… SBO

Check the cabin depressurization and report to the commander ……………………… ..2П (Ш, СТО)

(4) "Up to TNV - 20 km" ……………………………………………………………………………………………… .Ш

In level flight at Н = 7000 m, with a flight weight of 135 t, reduce the flight speed to 370 km / h. PR ……………………………………………………………………… ………………………………………………………………… QC

"Slats 14 °, flaps 15 °" …………………………………………………………………………… .KK

Release mechanization, check the correctness of release and report to the commander ……………… ..BI

Set the speed to 320 ÷ 330 km / h PR …………………………………………………………………… ..KK

(5) “To TNV - 15 km. Remove the additional mooring chains ”…………………………………………… .Ш

Remove the chains and report: "Chains removed" ……………………………………………………… BO No. 1 and 2

Specify the combat course and report to the commander …………………………………………………………… ..

(6) "Up to TNV - 10 km" ……………………………………………………………………………………………… .Ш

Report to RPG: "On a combat course" …………………………………………………………………………… .KK

"Open the cargo door" …………………………………………………………………………………………… КК

“Open the cargo hatch (see 6.17.2 RLE) and report:“ Opening the cargo hatch ”…………………………… ..Ш

Check the opening and report: “The pressurized door has gone. The hatches are open, the pressurized door is locked "……………………………………………………………………………………………………………… ……………… SBO

(7) At H = 7000 m with an open cargo hatch, in the configuration δ pr = 14 ° / δ z = 15 ° with an airplane flight weight of 130 - 135 t, set the speed of 270 ÷ 290 km / h PR (angle of attack corresponds to 11 ÷ 12 ° according to AUASP) ………………………………… .KK

(8) “To TNV - 2 km. ATTENTION "……………………………………………………………………………… ..Ш

(9) "Nominal value" 2-3 seconds before entering the TNV …………………………………………………………………… ..Ш

Set the motors to the rated mode and report …………………………………………… ..BI

Maintain a speed of 270 ÷ 290 km / h PR, while the pitch angle should be 9 ÷ 11 ° according to AUASP..KK

(10) “TNV! Reset ", turn on the stopwatch ……………………………………………………………………… Ш

Open the locks of the first systems on the way out, taking precautions so as not to be touched by the moving load and report: “Loads have gone” …………………………………………………………………… ………………… BO No. 1 and 2

(11) In the process of dropping loads, MAINTAIN CONSTANT SPEED, ny = 1.0 AND ANGLE OF ATTACK: …………………………………………………………………………… …………………………………………………………… .KK

A WARNING. DURING THE MOVEMENT OF LOADS IN THE CABIN AND WHEN THEY LEAVE THE CIRCUIT OF THE LOAD DOOR, DO NOT ALLOW THE AIRCRAFT TO LEAVE THE ESTABLISHED LIMITATIONS.

(12) On the exit of the goods over the edge of the ramp, report: "The goods have gone out" …………………………………………………………………………………………………………

Keep level flight …………………………………………………………………… ..KK

NOTE. When resetting the last series, the required deviation of the steering wheel "from itself" on the approach, while the increment of the overload should be Δn y = 0.15.

A WARNING. WHEN THE AUASP SIGNALING IS ACTIVATED, DECLINE THE WHEEL "FROM YOURSELF" BEFORE THE AIRCRAFT EXITS THE OPERATIONAL ATTACK ANGLES (OVERLOAD) AND TRANSFER THE AIRCRAFT TO HORIZONTAL FLIGHT.

C. Non-parachute landing of cargoes by BPGS systems with Н = 250 ÷ 300 m

Parachute-free landing of cargo (in contrast to the landing of parachute systems of ASG) is carried out in the configuration δ pr = 14 ° / δ h = 30 °, limited by the number of systems in one series (no more than 5 pairs) and the height of application.

3 pairs in 4 approaches with a load weight on 6 platforms of 8400 kg from positions 2, 3 and 4;

4 pairs in 3 approaches with a load weight on 8 platforms 11200 kg from positions 2, 3, 4 and 5;

3 pairs, 4 pairs, 5 pairs with a load weight on 10 platforms of 14,000 kg from positions 2, 3, 4, 5 and 6;

From one pair with a load weight on 2 platforms 2500 kg from the ramp (position 1).

These discharges are carried out with the rolling of the next series of systems (one system at a time) to positions 2, 3, 4, 5 and 6.

2) Dumping cargo without rolling:

From the 1st position (ramp) singly of one pair;

From the 2nd position from the cut of the cargo compartment from three to five pairs of pallets;

From the 5th position up to three pairs of pallets.

The rest of the cargo in this version is dropped with rolling up to two positions, while the series must be completed with no more than four pairs of pallets.

3) The time of release of the load and the "accuracy" of its landing depends on the rate of overload creation in the process of increasing the pitch angle before dropping.

With a smooth input, the series is stretched.

The rate of taking the steering wheel "to oneself" when centering more than 30% of the MAR should be smooth, not exceeding an increase in the pitch angle of 3 ° per second, with n y ≤1.3 and α≤12 ° (pitch not more than 10 °).

4) Changing the alignment in the process of rolling loads from positions 13, 12, 11, 10, 9 to positions 2, 3, 4, 5, 6 does not complicate the piloting technique, but requires timely shifting of the stabilizer for longitudinal balancing of the aircraft.

5) Preparation and control of the operation of the NDO for the non-parachute landing of cargo is provided by four airborne operators of the landing group, two flight operators on the starboard and port side (see table 1).

1. Flight preparation
Carry out pre-flight inspection of the aircraft and check its systems in accordance with the requirements and instructions of subsection 4.1, section 6 of the Airplane Flight Manual, as well as the recommendations of clauses B. 1 and pp. (a) ÷ (j) of this Appendix.

2. Flight execution

Take off, climb and fly along the route in accordance with the requirements of subsection 4.2, section 6 of the Airplane Flight Manual and the instructions of point 5, p. 1) and 2) of this Appendix.

NOTE. The first approach to the landing site is carried out idle without opening the cargo hatch, maintaining the specified flight modes, giving all commands and simulating the release of loads.

(1) "Up to TNV 200-150 km" …………………………………………………………………………………………… Ш

Establish communication with the RPG on Sq. D, request the situation in the landing area ……………… KK

At the estimated turn of the beginning of the decline, report:

(2) “The turn of the beginning of the decline” ………………………………………………………………………………… ..Ш

"We begin to decline" ……………………………………………………………………………………… ..К

(a) At an altitude not exceeding 4000 m: “Depressurize the cargo compartment! Put on oxygen masks "……………………………………………………………………………………………………………………… ………… QC

Depressurize the cargo compartment (see 6.8.3 RLE) and report to ……………………………… .SH

Control the depressurization of the cargo compartment and report to …………………… ..2П (Ш, СТО)

(b) Open oxygen, put on oxygen masks and report (see 6.10 RLE) …… .SBO (BO No. 1 and 2)

(3) "Up to TNV-40 km" ……………………………………………………………………………………………… ..Ш

"Prepare the first series of systems for discharge" ……………………………………………………… ..KK

(a) Take up your working positions, remove the additional mooring chains of the first series of systems …………………………………………………………………………………………… ……………………… ..BO No. 1,2,3 and 4

(b) According to the wind data, specify the fuel pump for this site …………………………………………… ..Ш

(4) "Up to TNV-20 km" ……………………………………………………………………………………………… ..Ш

At a given height (H ist = 400 m), turn off the ACS and set, depending on the weight of the aircraft, the speed for the release of mechanization (see table 2) …………………………………………………… …………………………………………… QC

"Slats 14 °, flaps 30 °" ………………………………………………………………………… .KK

Release the mechanization and report to …………………………………………………………………… .BI
Set the speed to 300 km / h PR and balance the aircraft / cm. 4.2.8A, item (5) RLE / …………… ..KK

(5) “Up to TNV-15 km! Take a combat course ... "………………………………………………………………….

(6) “Up to TNV-10 km” ……………………………………………………………………………………………… ..Ш

Report RPG: "On a combat course" ………………………………………………………………………… .KK

"Open the cargo hatch" .................................................................. ………………………………………………….

Open the cargo hatch (see 6.17.2А RLE) and report to …………………………………………………… Ш

Supervises the opening and reports:

“The hermetic door has gone. The hatches are open, the hermetic door is locked "…………………………………… SBO

NOTE. The opening of the ramp to the "-2" position is accompanied by the appearance of a pitch-up moment (in the first 10-12 s), then a dive. Efforts at the steering wheel reach ± 5 kg.

With V y = 3 ÷ 4 m / s, take H out = 200-250 m, after setting the radio altimeter height adjuster to a height of 180 (230) m.

Set the speed to 280-290 km / h PR, keeping α = ≤ 9 ° according to AUASP and balance the aircraft / cm. 4.2.8A, item (5) RLE / …………………………………………………………………………………………………… …………………………… QC

NOTE. For the first 2-3 series of airborne systems, balance the aircraft with low pressure forces, for the final series of airborne systems - with low pulling forces on the steering wheel.

(7) “Up to TNV-2 km. ATTENTION "………………………………………………………….…. ………………… .Ш

(8) "Set" (2-3 seconds before TNV) ………………………………………………………………. ………. ………… Ш

“Takeoff (or“ nominal ”)” ……………………………………………………………. …… .. ………… КК

NOTE. Set the operating mode of the engines, when:

G c-ta ≥ 150 t - takeoff

G s-ta ≤ 150 t and t hv ≤ + 35 ° C - nominal.

Set the mode and report ……………………………………………………. …………… .. ……… BI

Transfer the airplane without a roll and slip to the climb, not exceeding ny = 1.3 for 2-3 seconds, create a pitch of 10 °. …………………………………………………………… …………………………………………………………. ………… QC

A WARNING:
1. AT THE MOMENT OF THE PLANE'S TRANSFER TO CLIMB, MAKE SURE TO MAINTAIN:

SPEED 290-280 KM / H PR;

ANGLE OF ATTACK ON AUASP NOT MORE THAN 12 °;

VERTICAL DIALING SPEED 8-10 M / S;

OVERLOAD (n y) NOT MORE THAN 1.3;

ANGLE OF TANGUZH 10 °;

2. WHEN THE AUASP SIGNALING IS ACTIVATED (WHAT MOST PROBABLY MAY HAPPEN IN THE PROCESS OF CREATING THE PRESET ANGLE BEFORE DROPING THE FINAL SERIES OF LOADS AT THE CENTER LEVEL OF MORE THAN 30% WITHOUT THE CENTRAL DEFINITION. ENGINE OPERATION MODE MUST BE INCREASED TO TAKE-OFF.

Control and read off the speed, angle of attack and height (every 50 m) …………… 2П

(9) TNV "Reset!", According to SPU.

Duplicate the command of the navigator for SSU …………………………………………………….… ..SBO

Press the "RESET" button to turn on the light and sound alarm (on airplanes equipped with this alarm) ………………………………………………………. ……………………… …………………………………………NS

Open the appropriate locks for securing the systems, taking precautions so as not to be hit by the moving load ……………………………………………………. ……………………………… ……………… BO No. 1 and 2

“The goods have gone” …………………………………………………………………. ………. ……… .. ……… SBO

(10) During the drop, strictly maintain the aircraft without roll and slip, with an overload ny = 1.0, α = 9-6 ° and a speed of 280-270 km / h PR ………………………………… ……………………………………… .. ……………………… .. ……… QC

(11) “Cargo left” …………………………………………………………………. ………………… .. …… ..Ш

Transfer the aircraft to level flight at a speed of 280-290 km / h PR ………………….… KK

ATTENTION. THE SPEED OF HORIZONTAL FLIGHT SHOULD BE AT LEAST 260 KM / H PR.

(12) “To start preparing the next series” ……………………………… .. ………………………… QC

(13) We start preparing …………………………………………………….… .. …………… .. ……… SBO

ATTENTION. WHEN PREPARING FOR DISCHARGE OF THE NEXT SERIES SYSTEMS:

KEEP HORIZONTAL FLIGHT STRICTLY;

Raise the ramp (see 6.17.2A), leaving a gap between the pressurized door and the package of platforms of dropped systems - 100-200 mm (according to BO No. 1) and report …………………………………………… …………. …………. ……… SBO

(14) Remove the platforms dropped from the storage on the ramp …………………………… .. …… BO No. 1 and 2

(a) Transfer these platforms to the cargo compartment and secure them with mooring straps to the side seat locks along both sides ……………………………………………………………………………………………………… ………………… BO No. 3 and 4

(b) Fasten a safety mooring chain across the cargo compartment in the area of bunker No. 56 ………………………………………………………………………………………………………………… ………………………………………… .BO No. 1 and 2

(15) Remove the mooring nets and additional mooring chains from the systems to be dropped from the next series ……………………………………………………………………………………………………………………… ……………… ..BO No. 1, 2, 3 and 4

(16) Close the cargo door and report: "Ready for rolling the next series of systems" .....................

If the remaining systems are dumped on the same Pl.D., perform the maneuver to re-enter the dumping of loads, having previously performed the roll-over of the systems.

(17) “Start rolling the next series of systems” ……………………………………… .. ………… КК

ATTENTION. HANDLING SHALL BE PERFORMED ONLY ONLY ONLY ONE ABGS SYSTEM.

(18) Roll the next series of systems to positions 2, 3, 4, 5, 6 or 2, 3, 4 or 2, 3, 4, 5 depending on the reset option / cm. V. p.p. 1) and 2) of this Appendix /:

Before rolling, attach each base of the system to the brake band ring;

When moving systems, use brake bands with carabiners;

Secure the systems with mooring chains;

Secure each system to its original reset positions with padlocks;

Connect the fixing locks with the systems adjacent to the outlet using ShKhB-40 cords 0.3 m long;

………………………………………………………………………………………………… .BO No. 1, 2, 3 and 4

“Ready to reset the next series of systems” ……………………………………………………… ..

(19) Perform approach to drop the prepared series, following the instructions in clause B.2. p.p. (3) ÷ (11)
of this Appendix ……………………………………………………………………………………………………………… .E

(20) After the last series of systems has been dropped, in steady flight: “Inspect the cargo hatch opening” ………………………………………………………………………………………………………………… ………………………………………………… ..KK

"The cargo hatch area is free of foreign objects, ready to close the cargo hatch" …………………………………………………………………………………………………………………………… …………………………………… ..

6. Safety measures when landing systems such as PGS, BPGS

In the event of special cases associated with the landing of systems, the crew members should be guided by the following rules:

(1) If the fixing lock is opened, and the system of the type PGS, BPGS remains in place, before finding out the reason, it is necessary to fix the system with mooring chains for the power elements.

(2) For emergency fastening of the system from shifting back and forth in case of failure of the system fixation lock, mooring chains are used, which must be connected to the power elements of the system, for which the ship's commander allocates a free crew member to help the flight operators.

(3) After attaching the chains (belts) for emergency mooring to systems such as PGS, BPGS, you must first take out the slack in the chains that prevent the system from moving backward (towards the cargo hatch), and then the chains that prevent the systems from moving forward (towards the cockpit) ...

If during mooring it is noticed that the system has started to move, immediately stop mooring and quickly step back to the side opposite to the movement of the system.

(4) If it is necessary to achieve a permissible airplane alignment or to close the cargo hatch, take all measures to move the system, securing it from the front with slightly loosened mooring chains or belts that move alternately.

(5) If it is impossible to move the system in order to achieve the permissible alignment, it is necessary to achieve it by moving the weights.

(6) When closing the cargo hatch, it is prohibited to stay in the area of the ramp.

(7) In the event of a malfunction that prevents the continuation of the reset of systems such as PGS, BPGS, take all measures to eliminate the malfunction and continue the reset. Eliminate the malfunction with the cargo hatch closed. If it is impossible to eliminate the reason that prevents the reset, stop the task and return to the base.

All work during the flight of the SBO and the flight operators must be carried out wearing
parachutes.

7. Landing with an open cargo hatch, ramp in a horizontal position or lowered at an angle of -2 °

Signs:

(1) Visually, the ramp is in a horizontal position, the cargo door is not closed.

(2) The red display ("DOOR DOOR NOT CLOSED") on the left instrument panel of the cockpit is on.

(3) The green light for the closed position of the cargo door on the front operator's console is not illuminated.

(4) The green display "CLOSED" on the control panel of the navigator's cockpit does not light up.

(5) The green display “CARGO. HATCH CLOSED ”on the left panel of the cockpit.

Crew actions:

(1) If the cargo door does not close, the flight operators go to the cockpit.

(2) Continue flying to the nearest airfield at an indicated speed of 400 km / h or less.

(3) Approach and land with flaps deflected at 43 ° and slats at 25 °.

Maintain the speed of descent along the glide path by 20 ÷ 30 km / h higher than those recommended for the indicated configuration and weight of the aircraft.

ATTENTION.

1. TO PREVENT THE RUNWAY TOUCHING THE LOAD DOOR RAMP DURING LANDING, THE ANGLE OF ATTACK OF THE AIRCRAFT SHOULD NOT EXCEED 3 ° AUASP.

2. OPEN DOOR FLIGHT TIME MUST BE MINIMUM.

1. Fasten the brakes to the removable mooring knots in the area of sp. No. 17 (see Unit I) with a nautical knot.

2. Fasten the braking devices to the removable swivel assemblies in the area of the splines. No. 54 (see Unit II) by the sea unit, having previously selected the slack of the tape to the storage area, taking into account the stretching of the tape when dumping the cargo. Fasten excess tapes to the mooring nodes of the cargo compartment floor.

3. Fix the earrings of the devices to the LPGS platforms (see Unit II) using the shackle pos.1.

4. * Positions for reference.

BRAKE INSTALLATION
Fig. 1

INSTALLATION OF FORCED PARACHUTE CABLES
IN THE CARGO CABIN
Fig. 2

TYPICAL DIAGRAM OF ADDITIONAL MOORING INSTALLATION
LANDING SYSTEMS OF PGS-1000R AND BPGS TYPE
Fig. 3

Instruction No. ___

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

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

1. General safety requirements

1.1. The instruction applies to the crew of the IL-76 aircraft:

the commander of the Armed Forces;
co-pilot;
navigator;
flight engineer;
radio operator;
senior flight operator;
flight operator.

Contains the basic requirements for the labor protection of crew members in the performance of their duties. Special requirements to ensure the safety of crew members during preparation for the flight and during the flight are set out in the IL-76 Aircraft Flight Manual (RLE) and Flight Operation Manual (NPT).

1.2. Aircraft crew members, regardless of qualifications and length of service, must, in a timely manner and in full, complete:

induction training;
primary in the workplace and repeated;
in case of interruptions in flight operations for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, the crew members must undergo unscheduled instructions (individually or by the entire aircraft crew).

Persons who have not been instructed are not allowed to work.

1.3. During work, the crew members can be influenced mainly by the following hazardous and harmful production factors:

aircraft moving around the airfield, special vehicles and self-propelled mechanisms;
jets of exhaust gases from aircraft engines, as well as stones, sand and other objects trapped in them;
air suction streams moving at high speed (zone of nozzles of aircraft engines);
rotating propellers of parked aircraft and helicopters;
protruding parts of the aircraft and its equipment (sharp edges of antennas, not closed doors of hatches, hatches, etc.);
increased sliding (due to icing, moisture and oiling of the surfaces of the aircraft, gangway, ladders, parking lot and airfield cover);
items located on the surface of the aircraft parking area (hoses, cables, grounding cables, etc.);
performing work close to unshielded height differences (on a stepladder, ladder, plane plane, at an open hatch, front door, etc.);
electric current, which, in the event of a short circuit, can pass through the human body;
sharp edges, burrs, roughness on the surface of equipment, cargo, ropes, etc .;
transported cargo during the loading and unloading of the aircraft;
falling loads, collapsing structures of lifting mechanisms;
increased noise level from operating aircraft engines and APU;
high or low temperature and humidity;
discharges of static electricity;
insufficient illumination of the working area, aircraft parking area, apron;
fire or explosion.

1.4. To monitor the state of health, crew members must annually undergo a medical examination by a medical-flight expert commission (VLEK) and periodic medical examinations in accordance with the established procedure.

1.6. In case of illness, feeling unwell, insufficient pre-flight rest (when outside the base), the crew members are obliged to report their condition to the commander of the aircraft and seek medical help.

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

1.8. Crew members should be able to provide first aid, use an on-board first aid kit.

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

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

1.11. Crew members who fail to comply with OSH instructions may be subject to disciplinary action. If the violation of the instructions is related to the infliction of material damage to the enterprise, the crew members may be held liable in the prescribed manner.

2. Safety requirements before departure during pre-flight preparation

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

When flying abroad, a pre-flight medical examination is not carried out. The commander of the aircraft is responsible for keeping the crew members of good rest.

2.2. When moving around the aerodrome, crew members must observe the following rules:

walk only on specially designed routes.
to avoid accidents from collisions with vehicles and self-propelled mechanisms while walking, be careful, especially in difficult meteorological conditions (rain, fog, snowfall, ice, etc.) and at night; it should be remembered that in conditions of aircraft noise, sound signals from vehicles and the noise of a running engine of an approaching vehicle or self-propelled mechanism may not be heard.
be careful near areas of increased danger (zones of operating aircraft engines, rotation of aircraft propellers, helicopter main and tail rotor propellers, radiation of antennas of ground and airborne radio equipment, taxiing and towing of aircraft, maneuvering special vehicles and mechanization equipment near an aircraft, refueling an aircraft with fuels and lubricants, loading - unloading operations, etc.), as well as on the carriageway, pay attention to unevenness and slippery places on the surface of the airfield and avoid movement on them.

Dangerous to be at a distance:

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

2.3. During the pre-flight inspection, you must:

use serviceable stepladders and ladders provided for the IL-76 aircraft; special care should be taken in adverse weather conditions (eg rain, snow). You cannot jump off a ladder or go down, walking through several steps;
be careful when moving around the parking lot so as not to stumble or hit on hoses, cables, cables, sleeves, thrust blocks, carts, cylinders, etc .;
to avoid head injury, be careful when moving under the fuselage near low-lying parts of the aircraft (for example, outdoor antennas, uncovered hatches, hatches, etc.) and in the area of the ramp;
before getting on the plane, you must make sure that the side ladder is securely installed, excluding the possibility of its spontaneous movement; at the same time, attention should be paid to the fact that the lugs of the stairs enter the nests, as well as that there is no ice, fuels and lubricants and other substances that promote sliding on the surface of the stairs;
when climbing (descending) on the side ladder, you should exercise increased caution, do not rush; there must not be more than one person on the side ladder at the same time; ascent and descent should be carried out facing the side ladder.

2.4. In the process of pre-flight preparation, each crew member must be guided by the requirements of the Airplane Flight Manual.

Flight engineer.

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

make sure that the necessary fire extinguishing equipment is available near the aircraft, thrust blocks are installed under the wheels of the main landing gear, the aircraft is grounded;
check that there are no foreign objects under or near the aircraft.

When viewed inside the aircraft:

make sure that all access hatches, floor and ceiling panels are closed;
make sure that the aisles in the cockpit are clear;
inspect the cargo compartment and the cockpit and make sure that there are no foreign objects in them;
make sure doors, hatches and ramps are closed;
make sure that the rescue equipment and floating craft are on board and securely fastened, onboard hand-held fire extinguishers are in place, and onboard medical kits are complete;
check the presence of oxygen masks and oxygen in the system;
make sure that the seat is securely locked, the seat belts are not damaged and the seat belt buckle is working (if necessary, adjust the seat and the length of the seat belts);
check the pockets of the seats to avoid injuries to the hands from the stabbing and cutting objects left.

Second pilot:

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

Air Force Commander:

accept reports from crew members on the readiness of the aircraft and its equipment for flight, then personally inspect the aircraft;
inspect the cab and make sure there are no foreign objects;
take your workplace, make sure that the seat is securely locked, the seat belts are not damaged and the seat belt buckle is working (if necessary, adjust the seat and the length of the seat belts).

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

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

to prevent the aircraft from overturning onto the tail section during loading and unloading of the cargo compartment, the tail support should be extended; the release and cleaning of the tail support should be carried out with the horizontal position of the ramp;
before lowering and raising the ramp, releasing and removing the tail support, opening and closing doors in the cargo compartment, which are electrohydraulically controlled from the front panel of the senior flight operator and from the navigator's control panel, make sure that in the area of action of the mechanisms, as well as in the areas of movement of the ramp, pillars and doors are missing people;
steel ropes used when working with cargo must correspond to the mass of the cargo being moved; ropes that are not provided with information (for example, using a tag) about their testing should not be used in work;
when loading and unloading containers using electric winches, the flight operator must not be in the path of their movement (respectively, in front or behind the container). To prevent injuries, it is prohibited to stay under a container or other cargo, as well as at the edge of the ramp;
when loading and unloading containers and other cargo using telphers, the operator must insure the cargo against swinging with special escort slings; to prevent injury to hands on steel ropes, it is necessary to use protective gloves;
loading and unloading of self-propelled tracked and wheeled vehicles should be carried out on their own; after placing the equipment in the cargo compartment, set it on the parking brake, and install thrust blocks under the wheels on both sides;
when loading and unloading using bridge pads, the senior flight operator must make sure that the intermediate support is stable and secure;
after placing the cargo in the cabin, it is necessary to moor them with mooring chains, nets, belts and with the help of locks on containers in accordance with the centering of the aircraft according to the mooring scheme;
lifting (lowering) loads along the side ladder is prohibited.

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

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

2.7. When refueling the aircraft, it is prohibited:

perform any types of aircraft maintenance, as well as loading and unloading operations and treatment of the aircraft with the "Arctic" anti-icing fluid;
connect and disconnect the aerodrome power supply to the on-board electrical network;
use open fire and lamps that do not meet fire and explosion safety requirements;
continue refueling in the event of an impending thunderstorm.

3. Safety requirements during the flight mission

3.1. The main condition for ensuring the safety of crew members in the process of performing a flight mission is their exact compliance with the requirements of the NPP and RLE.

3.2. The aircraft can only be towed when there is pressure in the braking system.

3.3. During the towing of the aircraft, the crew members must be at their workplaces and, if necessary, take measures to timely stop the aircraft.

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

3.7. Before starting the engines, make sure that there are no foreign objects in the area of the exhaust gas jet and the intake air flow in the area of the engines; the aircraft technician is ready to start the engines and has taken his seat.

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

3.9. When taxiing to the start, climbing and descending, while at their workplaces, the crew members must be fastened to the seats of the seats with safety belts.

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

3.12. When flying for more than 4 hours for preventive purposes, you should breathe oxygen for 7 minutes every 2 hours of flight, as well as before descent; when using oxygen equipment, it should be remembered that in order to avoid the possibility of an explosion, it is necessary to exclude any contact of oxygen and fats; therefore, work with oxygen equipment with clean hands, free from traces of fats and oils.

3.13. The time and sequence of meals by the crew members during the flight shall be set by the aircraft commander. Both pilots are not allowed to eat at the same time.

3.14. To avoid accidents, do not pour hot water through the top of the boiler.

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

3.16. It is forbidden to brew tea and coffee in an electric boiler, as well as to heat liquids in an electric oven.

3.17. Hot water from the electric boiler must be dispensed only through the taps.

3.18. To open bottles and cans, use only serviceable and intended devices and tools.

4. Safety requirements in emergency situations

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

4.5. In the event of a fire in any consumer of electrical energy, it is necessary to immediately de-energize it.

4.6. The actions of the crew members in the event of an emergency landing of the aircraft and in other special cases must comply with the requirements of the Airplane Flight Manual.

5. Safety requirements at the end of the flight

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

5.3. The flight engineer must ensure that thrust blocks are installed under the wheels of the main landing gear and that the aircraft is grounded.

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

5.5. Crew members must follow the airplane along the apron at designated locations in a safe way, taking into account the safety measures set out in paragraph 2.2 of the Instruction.

Note. It is allowed to use labels with dimensions 37X52 mm, 26X37 mm, if the dimensions of the cargo package do not allow the use of labels with the dimensions indicated in table. 2.3.

2.6.33. When more than two manipulation signs are applied to the place of cargo, it is allowed to combine signs on one label, the size of which must be increased in accordance with the number of signs.

2.6.35. Basic, additional and informational inscriptions, manipulation signs should be executed in a font with a height of 3, 6, 8, 10, 15, 30, 50 and 100 mm.

The main inscriptions should have a height one gradation higher than additional and informational inscriptions.

The main inscriptions, as well as the inscriptions of the airport of departure, applied directly to the container, must have a height:

Seat length or width, m	Up to 0.5	0,6-1,5	Over 1.5
Font height, mm			100

Additional and informational labels applied directly to the container must have a height:

Seat length or width, m	Up to 0.5	0,6-1,5	Over 1.5
Font height, mm

If it is impossible to apply the appropriate marking directly to the package (cargo), it is allowed to reduce the font and size of the mark by one gradation.

2.7. Requirements for metrological support of weighing equipment

2.7.1. Weighing instruments operated in SOPGP (SOP) must comply with the requirements of metrological support established by the State Measurement System.

2.7.2. The head of the SOPGP (SOP) is responsible for the provision, operation, storage and timeliness of filing applications for verification and certification of weighing instruments operated or stored in the SOPGP (SOP).

2.7.3. Weighing instruments are subject to state verification within the intertesting periods established by GOST 8.002-71, local authorities of the State Standard (LGN), technical documentation of manufacturing plants and the "List of Verifiable Measuring Instruments Used in the USSR Civil Aviation", approved by the head of the Metrological Department of MGA on April 21, 1980 G.

2.7.4. The submission of applications for state verification of weighing instruments to the relevant organizations conducting the verification and the local authorities of the State Standard (LGN) is carried out in a timely manner.

2.7.5. Verification, maintenance and admission to operation of weighing instruments and sets of weights are carried out by the organizations of the State Standard (LGN) and the metrological department of the airline within the time frame established by the schedule.

2.7.6. Before verification, weighing instruments must be serviceable and complete, including technical documentation.

2.7.7. Weighing means must have technical records (passports) of accounting, which indicate:

brand;

number and date of manufacture;

manufacturer;

accuracy class and measurement limit;

the frequency of verification;

dates of the last and next checks.

2.7.8. Weighing instruments must be operated in accordance with the requirements of the operational documentation for these devices.

2.7.9. For devices recognized by the inspection organizations as unsuitable for use, notices of unsuitability are issued, which are the basis for their write-off.

2.7.10. Weighing with unverified weighing means, as well as means with an expired verification period is prohibited. The head of the SOPGP (SOP) is responsible for compliance with these requirements.

2.7.11. Weighing instruments that are in long-term storage under conditions that ensure their serviceability may not be subject to periodic verification. Before use, they must undergo state or departmental verification without fail.

2.7.12. Before working on the scales, it is necessary to study the operating instructions for the scales of this type.

2.7.13. It is forbidden to weigh loads exceeding the maximum load capacity of the scale.

2.7.14. Before starting weighing, make sure that the weighing devices are level, and there are no foreign objects on the platform or in the gaps between the platform and the frame of the mortise weighing devices; open the shutter; make sure that the arrow of the dial of the indicating device is set at the zero division of the scale, open and close the shutter 2-3 times and make sure that the arrow of the indicating device does not change the readings on the dial and is set to its original (zero) position after two or three vibrations.

2.7.15. When weighing on weighing instruments with overhead weights, make sure that the handle pin is in the correct hole on the sector. If the handle is in the uppermost position and a load exceeding the maximum allowable weight is placed on the platform, then when the shutter is opened, the weighing device may break or the correctness of its readings may be violated.

The application and removal of overhead weights when manipulating the handle should be free, without much effort.

2.7.16. Load and unload weighing instruments not only during weighing, but even when checking its sensitivity should only be done with the lock closed.

During breaks between work and at the end of work, the lock must be closed.

2.7.17. Before weighing, it is necessary to close the gate, then place the weight to be weighed on the platform and reopen the gate. If the hand of the dial indicator does not show the weight of the weight, then the weight is lighter than the smallest digital value on the dial. In this case, close the shutter and move the locking lever along the sector to the next hole, then open the shutter and fix the weight of the weight, which will be shown by the arrow on the dial scale, then close the shutter and remove the weighed weight from the platform.

2.7.18. Entry to the platform should be smooth, at a speed of no more than 5 km / h., Without sudden braking. Careless attitude to weighing means must not be allowed: impacts, jolts, swaying of the cargo area, sudden opening of the lock at maximum load, etc. The installation of the weighed loads on the platform should be done smoothly, without impacts. With throws, jolts, the prisms can become dull and crumble, which significantly reduces their service life.

2.7.19. It is strictly forbidden to weigh loads that contaminate mechanisms or come in contact with the weighing equipment frame on which they are installed.

2.7.20. At the place of installation of weighing instruments, it is necessary to constantly maintain cleanliness, periodically clean the room, remove dust, residues of weighed materials.

Test weights intended for checking weighing instruments should be stored in a dry room in closed wooden boxes.

Throwing weights, placing them on a dirty surface is prohibited.

2.7.21. Install dial weighing instruments in closed rooms or under a shed. If necessary, they can be temporarily used for outdoor work.

In case of atmospheric precipitation and at the end of work, weighing devices must be covered with a tarpaulin.

2.7.22. Store dial weighers under normal storage conditions. Under conditions of conservation, unpainted, treated surfaces of the scales, and especially prisms, pillows, scales, must be covered with a layer of anti-corrosion grease.

2.8. Transportation of light cargo

Lightweight is a cargo whose volume exceeds 0.008 cubic meters (8000 cubic cm) per 1 kg of gross weight. When determining the volume, each piece of cargo is taken as a rectangular prism. To determine the volume of a piece of cargo, its largest linear dimensions are multiplied: length, height and width. The gross volume of a kilogram is determined by dividing the volume of the piece by the weight of the cargo.

2.9. Transportation of heavy and oversized cargo

2.9.1. A piece of cargo weighing more than 80 kg is considered heavy, and cargo, the dimensions of one piece of which exceed the overall dimensions of the unloading hatches and cargo compartments of passenger ships, is oversized.

2.9.2 Transportation of heavy, oversized cargo, exceeding the specified weight and dimensions, can be carried out by cargo or specially equipped aircraft for these purposes.

2.9.3. Acceptance for transportation of heavy and oversized cargo to the point of destination by direct flights is allowed with the permission of the head of the SOPGP (SOP) of the airport of departure, and acceptance for transportation with reloading on the way is allowed only with the permission of the head of the SOPGP (SOP) of the transfer airports and in the presence of flights provided for by the timetable cargo aircraft from the transfer point to the destination airport.

2.9.4. Heavy cargoes are transported both packed and unpacked, if it is allowed by the technical conditions of their transportation. The container for heavy cargo must be designed for a load equal to the weight of the cargo, taking into account the overload factors given in clause 2.4.1.

2.9.5. Heavy cargoes without packaging (electric motors, engines, etc.) must be presented for carriage mounted on special wooden pallets or must be provided with cushioning material in the form of wooden beams or boards so that the load on the aircraft floor does not exceed the established norm and provided the ability to operate electric forklifts.

2.9.6. Consignors of cargo, if necessary, must apply special means of loading equipment (suspension switches, load distributors, etc.), which are developed by the company - the developer of the cargo and agreed with the carrier's representative.

2.9.7. When transporting heavy and oversized cargo, in matters of loading, mooring and calculating persistent safety walls, one should be guided by the instructions for loading, unloading, mooring and transporting cargo by aircraft of the corresponding types.

2.9.8. Loading and mooring of heavy and oversized cargo of complex configuration, with dimensions close to the dimensions of the cargo compartment, and with a mass close to the maximum carrying capacity of the aircraft, are carried out according to a previously developed scheme approved by the head of the civil aviation enterprise.

2.9.9. Heavy and oversized cargo is loaded under the guidance of the shift supervisor, loading dispatcher, flight attendant (flight attendant No. 3), and, if necessary, the aircraft commander or co-pilot.

2.9.10. Heavy and oversized cargo must be delivered to the airport within the time frame agreed with the carrier.

2.9.11. The sender is obliged to promptly notify the recipient of the dispatch of heavy cargo to his address. The departure airport notifies the destination airport about the same.

2.9.12. The recipient of heavy and oversized cargo is obliged to send transport and labor by the time the aircraft arrives and take the cargo out of the airport immediately after it is unloaded.

2.9.13. The delivery times for heavy and oversized cargo are calculated from the moment of departure of the aircraft, established by the timetable, and for ordered flights, they are determined by the flight plan.

2.10. Carriage of goods with a declared value

2.10.1. For carriage by air, goods with a declared value may be presented.

2.10.2. The sender may present any goods for carriage with a declared value, except for:

perishable;

dangerous;

transported under the responsibility of accompanying persons from the sender (recipient).

2.10.3. Cargoes, the actual value of which cannot be determined in case of loss, are accepted for carriage only with a declared value.

2.10.4. With a mandatory declaration of value, the following are accepted for carriage:

goods for which state prices are not established;

used goods, the degree of wear of which has not been determined;

precious metals, stones, furs, optical glass, carpets;

personal property of citizens.

2.10.5. The amount of the declared value of the cargo must not exceed its actual value and must be confirmed by the sender by the invoices, price lists or other documents attached to the "Air Waybill".

In the absence of the necessary evidence of the declared value, the carrier has the right to refuse to transport the valuable cargo.

2.10.6. The consignor is obliged to mark each piece of cargo with a declared value with indelible paint, making the following clear inscriptions:

the amount of the declared value of the given piece of cargo;

full or conditional name of the recipient;

destination airport name;

the number of pieces of cargo in the consignment and the serial number of the place within the consignment;

full or conditional name of the sender;

the name of the airport of departure;

gross and net weight of a piece of cargo, kg;

overall dimensions of a piece of cargo, m;

volume of a piece of cargo, cubic meters

2.10.7. The receiver of the SOPGP (SOP) of the airport of departure is obliged to carefully inspect the packaging of each individual piece of cargo handed over for carriage with a declared value, and the marking, check the integrity and serviceability of the edging, sealing cord or wire, the correctness, strength and serviceability of the seals hung on them; check the imprints of signs or numbers on these seals with the entry of their signs or numbers in the "Consignor's Waybill" and only after such a check, if everything turns out to be in proper order, accept the goods for transportation and send the consignor for registration of the "Air Waybill".

Cargoes whose packaging does not meet the listed requirements shall not be accepted for carriage by air.

2.10.8. Regardless of the gross weight indicated by the sender at the places of cargo with a declared value, the receiver of the airport of departure is obliged to weigh each individual piece of cargo.

Items of cargo for which the gross mass indicated by the sender differs from the actual one determined during weighing at the airport will not be accepted for carriage. The indicated places of cargo can be accepted for carriage only if there is a written application from the sender, in which he must indicate the reasons for the discrepancy between the mass indicated by him at the places of the cargo, with the actual mass when handing over for transportation and weighing at the airport of departure and making corrections.

2.10.9. When registering an air waybill, pieces of cargo in a standard package with the same declared value can be recorded with the total number of pieces, the total weight and their total (summed up) declared value.

2.10.10. If items with the same declared value, but in different packaging, as well as items with a different amount of declared value are handed over for transportation, then each item is recorded in a separate line of the "Air Waybill" indicating the mass and declared value.

In the "Consignment Note", after recording all such items, the summarized number of items, their weight and the total amount of the declared value shall be entered in figures and in words.

2.10.11. It is prohibited to issue a single "Cargo waybill" cargo with a declared value and cargo without a declared value.

2.10.12. It is prohibited to disconnect cargo items with a declared value from the main consignment and send them according to forwarding receipts.

2.10.13. When registering the "Postage and Freight Lists", goods with a declared value are recorded in it in the first columns with the obligatory additional entry of the following words: "valuable, declared value ... rubles".

2.10.14. Goods with declared value, perishable, as well as goods of increased value (for example, products made of fur or silk, furs, haberdashery, radio parts, etc.), the value of which has not been declared, is accepted by the flight attendant at the commercial warehouse of the SOPGP (SOP) with mandatory weight check.

2.10.15. Cargoes with a declared value under a seal are handed over to the crew member responsible for the commercial loading of the aircraft. He is obliged to conduct a thorough examination of each individual place. If any malfunctions are detected, such places are not allowed for loading and can be accepted only after the malfunctions are eliminated and formalized in the prescribed manner.

2.10.16. At the airports of destination, cargo items with a declared value under a seal are accepted from a crew member at the aircraft. If a cargo malfunction is found, it is handed over at the airport's commercial warehouse with a mandatory check of the condition of the package and weighing each individual piece. In case of detection of malfunctions, an act is drawn up.

2.10.17. Acceptance of cargo with a declared value by forwarding companies directly at the warehouses of the senders is prohibited.

2.10.18. Items of cargo with a declared value should be stored at airports separately from other cargo in closed, locked rooms.

2.10.19. When starting to replace the receiving-delivery units, acceptance of the transfer of cargo with a declared value is carried out with a mandatory check of the condition of such places, and, if necessary, with a check of their weight.

2.11. Transportation of transfer cargo

2.11.1. Cargoes to be transported with transshipment at one or more intermediate airports are considered transfer and accepted for carriage only upon agreement with the transshipment airport under the following conditions:

from the initial airport to the destination airport, the schedule does not provide for the movement of aircraft;

from the point of reloading to the point of destination, the schedule provides for the regular movement of aircraft;

delivery of urgent cargo by direct flights cannot be provided on time due to meteorological and other reasons.

2.11.2. Transportation of transfer cargo in all cases is permitted in the shortest possible directions in accordance with the annual "Indication of the routes of freight traffic".

2.11.3. The transfer airport may give permission or prohibit the transshipment, depending on the possibility of sending the goods to the destination on time.

If the prohibition on reloading is given after a previously given permission, the validity of which has not yet expired, then the prohibition begins two days after it is received.

2.11.4. When transporting transfer cargo, it is prohibited:

accept cargo for transportation with registration and payment of the tariff to the airport, which is an intermediate point in relation to the location of the recipient; as an exception, it is allowed to accept such goods for transportation in the presence of a letter (telegram) from the head of the recipient enterprise, guaranteeing the export of goods by their own transport within three days, or a copy of the agreement between the recipient and the transport organization for centralized export of goods; a copy of the warranty statement must be attached to the accompanying documents for each consignment; in case of untimely removal of the cargo, the destination airport informs the departure airport about the termination of acceptance of the cargo to the address of the recipient who committed the violation;

unload cargo from the aircraft at an intermediate airport to send passengers, baggage, mail and cargo located at this airport; in the event of a change in the maximum aircraft load, it is allowed to remove the required amount of cargo with mandatory dispatch on the next flight and paperwork in accordance with Appendix 3 of this Manual;

to send transfer cargoes by a roundabout route, which is not provided for by the "Pointer of Freight Traffic Routes".

2.11.5. Transportation of perishable, heavy and oversized cargo with reloading at airports is allowed only on request.

2.11.6. Initial airports accepting transfer cargoes for transportation are obliged to take into account the technical characteristics of the aircraft on which the cargo will be transported from the transfer airports to the destination airport.

2.11.7. The transfer airport, which has given permission for transshipment, is obliged to ensure the timely delivery of the cargo to the destination airport by direct flight. If permission for transshipment is given not to the point of destination, but to the next point of transshipment, then the airport that issued the permit is obliged to ensure the timely delivery of the received cargo directly to this point also by direct flight.

2.11.8. The expenses for the carriage of goods sent to the transfer airport without appropriate permits shall be charged to the civil aviation enterprises that committed violations.

Monitor the availability and timely dispatch of transfer cargo on a daily basis, and in case of their delay, take appropriate measures to accelerate the dispatch of the specified cargo.

2.11.9. The exchange of transfer cargo between the airports of the same city should be carried out by road systematically as the cargo arrives, but no later than 24 hours later. after his arrival.

2.11.10. Permission to accept for transportation of transfer cargo is given by the head of the SOPGP (SOP) or the deputy head of the airport for the organization of transportation. Under one "Air Waybill" during transfer carriages, the same amount of cargo can be drawn up as during the initial shipments of the cargo (see clause 2.2.8 of this Guide).

2.11.11. Transfer cargoes are sent from the transfer airport in the first place, regardless of the presence of the original cargo accepted for transportation at the airport. If several consignments of transfer cargoes accumulate at the airport, dispatch is made in the order of their arrival.

2.11.12. At transfer airports, upon detection of a malfunction, the goods are weighed again and an act of malfunction is drawn up, and, if necessary, an act of opening in the prescribed manner. Further shipment of goods is carried out after the elimination of packaging faults according to the actual weight with the attachment of acts.

2.11.13. Cargoes arriving at the transfer airport with malfunctions must be repackaged at the expense of the airport that sent them. In this case, an autopsy report is drawn up in triplicate.

2.11.14. Transfer cargo accepted for transportation must be under special dispatch control and dispatched within the timeframes specified in Table 2.1 of this Manual.

2.11.15. Transfer airports are required to:

make the appropriate records about the departure, reception or arrival of goods in the "Register of reception and dispatch of transfer goods";

put a mark on the time of arrival and departure of goods in the "Consignment Note".

2.11.16. The head of the SOPGP (SOP) of the airport is obliged to report to the airports data on the prohibition or permission for the transshipment of cargo on a monthly basis or on a one-time request.

2.11.17. The head of the SOPGP (SOP) of the airport must:

allow or prohibit the transshipment of transfer cargo no later than 6 hours. after the request is received;

when prohibiting overload, indicate the reasons;

timely, against receipt, announce orders for transfer transportation to the dispatching staff of the SOPGP (SOP) and warehouse workers associated with the acceptance and dispatch of the cargo.

2.11.18. If there are two or more airports at the airport (point) of transfer, the transfer cargo shall be accepted for transportation with the consent of the airports participating in these transportation.

2.11.19. The issue of permission or prohibition of overloading is decided by the head of the SOPGP (SOP) of the airport, who bears full responsibility for the correctness of the decision. In his absence, this issue can be resolved by the shift supervisor or dispatcher of the SOPGP (SOP), followed by a mandatory report to the head of the SOPGP (SOP).

2.11.20. All inquiries and responses on the permission or prohibition of the transshipment of transfer cargo are recorded in a special log, which must be kept at each airport.

2.11.21. Concerning the regulation of transfer transportation of goods, interested civil aviation enterprises should contact directly the transfer airports, and, if necessary, to the CAA, which includes the transfer airport.

2.11.22. The head of the SOPGP (SOP) is obliged to:

personally, systematically check the availability of transfer cargo at the airport and the timeliness of their movement to their destination;

in the event of violations of the rules for the carriage of transfer cargoes, take measures to accelerate their dispatch and take disciplinary measures against airport employees, through whose fault the delay and accumulation of transfer cargoes were allowed;

to inform the CAA about untimely dispatch of transfer cargo due to the fault of other airports for appropriate measures to be taken.

2.11.23. Each case of acceptance for carriage and dispatch of transfer cargo in violation of the stated requirements, as well as their delay at transfer airports, shall be considered as a gross violation of the current rules of carriage. The perpetrators of this should be held accountable.

2.12. Transportation of personal property of citizens

2.12.1. Personal property of citizens, transported both with accompanying persons and without them, can be presented for carriage by air.

Personal property transported with accompanying persons is accepted for carriage without declaration of value. In this case, the sender must indicate in the "Consignment note" (in the column "Special marks of the sender") "Without declared value" and this record must be certified by his signature.

Personal property transported without accompanying persons may be accepted for carriage only with a declared value.

In the event of an accumulation of transfer cargo sent in violation of the ban, the violating airports will organize the delivery of their cargo to the destination with their own aircraft engine fleet.

2.12.2. The declared value of personal property must not exceed its actual value.

The value of unused personal property must be confirmed by invoices, price lists or other documents.

2.12.3. Each piece of personal property must be packed in a container and sheathed with strong solid material, the same thread and tied with a strong rope without knots.

2.12.4. The sender is obliged to mark each piece of cargo in accordance with the requirements of clause 2 of these Guidelines and indicate the amount of the declared value of each piece.

2.12.5. The carriage of personal property is issued by the "Air Waybill", which must indicate the name of the personal property (for example, "sewing machine", "TV" or "miscellaneous things").

2.12.6. The procedure for transportation and storage of personal property with a declared value is the same as for the carriage of goods with a declared value.

2.13. Carriage of goods with accompanying persons

2.13.1. By agreement with the carrier, the sender has the right to hand over the goods for carriage under the conditions of being accompanied by a specially designated person (accompanying person) - a representative of the sender or receiver.

2.13.2. When transporting certain types of cargo, at the request of the carrier, the sender is obliged to provide an escort or guard.

2.13.3. The carriage of goods with an accompanying person is carried out under the responsibility of the consignee or the sender, depending on who the accompanying person is appointed by.

2.13.4. When registering the carriage in the "Consignment note" (in the column "Additional marks of the sender"), an entry is made that the goods are accompanied by a representative of the sender (recipient); the surname, name and patronymic of the accompanying person, the name and number of the identity document, the number of the travel certificate and passenger ticket are indicated.

2.13.5. The accompanying person should accompany the cargo and are located in the passenger cabin of the aircraft, and on cargo aircraft - in the cabin of the flight operator.

2.13.6. An escort can take a seat in the aircraft only after loading and mooring the cargo.

2.13.7. Acceptance for carriage of goods traveling with an accompanying person is carried out on a general basis.

2.13.8. When issuing goods traveling with an accompanying person, the goods are not weighed, except in cases where their partial loss or damage occurred through the fault of the carrier.

2.13.9. The person accompanying the goods is obliged to:

monitor the condition of goods, their safety and reliability of mooring;

to immediately report the mixing or unmooring of cargoes to the aircraft commander, flight attendant (operator);

do not allow unauthorized persons to access the cargo;

not to allow the movement of goods in the aircraft without the permission of the commander of the aircraft, operator;

unquestioningly carry out any orders of the aircraft commander in flight;

when accompanied by animals - to feed and water the animals, to clean the premises;

when escorting perishable goods (in the event of an aircraft delay at intermediate airports) - report to the head of the SOPGP (SOP) of the airport on the condition of the goods, the expediency of removing them from the aircraft and its implementation;

after completing the flight, report to the head of the SOPGP (SOP) of the destination airport on the condition of the goods and violations of the rules of transportation;

have a power of attorney to receive cargo at the destination airport and a passenger ticket purchased on a general basis; transportation of accompanying persons on free tickets is allowed in cases of escorting perishable goods weighing more than 2 tons;

be present at the loading and unloading of goods in the aircraft and accompany the goods until they are delivered to the recipient;

control the correctness of stowage and the reliability of cargo fastening;

when escorting dangerous goods - to take measures of personal and public safety and have the necessary tools and means for troubleshooting; know the rules for handling these goods to prevent fire or poisoning; have personal protective equipment and know the rules for using them;

not to perform any operations with cargo during the flight without the permission of the aircraft commander.

2.14. Cargo transportation by registered flights and on leased aircraft

The procedure for organizing the carriage of goods on charter flights and on leased aircraft is determined by special instructions and rules of the MGA.

2.15. Transportation of service cargo and aviation equipment for idle aircraft

2.15.1. Service cargo includes cargo, the sender and receiver of which is the Ministry of Civil Aviation and its departments, enterprises, institutions, organizations.

2.15.2. Cargo equated to service cargo includes:

equipment and consumables intended for aeronautical meteorological stations and centers;

perishable gourmet food products, goods in small packaging and packaging with the Aeroflot emblem, special packaging products that go to the addresses of restaurants at airports and intended for catering shops;

secondary raw materials (plastic aircraft utensils, decommissioned due to wear and tear). sent by GA airports to the manufacturer of new tableware.

2.15.3. The carriage of service cargo is carried out on the terms of payment established by the "Rules for the Application of Tariffs on Air Lines of the USSR".

2.15.4. Transportation of service cargo as baggage weighing within the free baggage allowance (including personal baggage) accompanied by a civil aviation worker is carried out at no additional charge. For weights exceeding these standards, payment is charged at the rate of 50% of the freight rate.

Transportation of service cargo is carried out by bank transfer (checks from limited and unlimited books, payment orders or with payment on credit at the expense of an aviation company).

2.15.5. The carriage of service cargo is formalized on the basis of the "Requirements for the carriage of service cargo" of the established form.

"Requirement" is issued by the management, enterprise, institution, civil aviation organization - the consignor of the cargo for each consignment of cargo, signed by the head of the department, enterprise, institution, organization and the head of the financial service (chief accountant) of civil aviation and certified by the seal.

"Requirements" are strict reporting forms. Storage, accounting of forms and reporting on them are carried out in accordance with the instructions of the MGA dated 06.25.75 N 31 / I.

In case of systematic daily shipments of goods, one "Requirement" may be issued for the entire consignment of daily shipment of goods from a given airport, indicating the total number of pieces of cargo and its weight. Airports of destination of the cargo are indicated in this case only in the consignor's waybills attached to the "Request".

The "Claim" expiration date is set for 20 days from the date of issue.

An unused or expired "Request" is returned to the organization that issued it.

2.15.6. Transportation of service cargo from the airports of other civil aviation departments is carried out on request (letter, telegram) signed by the head of the enterprise to whose address the cargo is to be sent, indicating the conditions of transportation (scheduled or registered aircraft), details for presenting an invoice for payment. The application is attached to the "Consignment note spine" and serves as the basis for registration of transportation.

When a civil aviation enterprise selects a special aircraft (ordered flight) for the removal of service cargo from an airport of another management, the basis for accepting cargo to the warehouse and issuing a "Cargo waybill" is a radiogram of the head of the civil aviation enterprise (a sample of the text of the radiogram is given in Appendix 5), which is attached to "The back of the consignment note" upon delivery of goods to the warehouse and registration of shipping documents. Upon arrival at the airport, where the cargo is to follow, the commander of the aircraft is obliged to hand over to the cash desk of the airport of departure of the cargo a certificate confirming the payment for the ordered flight.

The certificate is submitted by the cashier of the airport of departure to the accounting department for control.

2.15.7. Service cargo is accepted out of turn, stored and accounted for separately from other cargo.

2.15.8. When transporting official cargo of the Ministry of Civil Aviation and its enterprises by specially allocated aircraft, payment is charged according to the tariffs for carriage of registered flights on a general basis.

2.15.9. Free transportation of service cargo in the roadless regions of the North, Siberia, the Far East, the Turkmen, Tajik SSR is carried out within the territory of the corresponding civil aviation departments.

When transporting goods outside the specified territories, free transportation of service cargo from (to) the nearest railway stations is allowed, taking into account the availability of equipped civil aviation warehouses at the transfer airports (points).

Free transportation of service cargo is carried out only in the order of additional loading of scheduled aircraft due to the use of free tonnage.

On the aircraft listed below, operating in-flight flights, service cargo is transported free of charge on one flight in the following rates:

on aircraft of the 2nd and 3rd class - 200 kg;

on aircraft of the 4th class - 50 kg;

on Mi-8 helicopters - 100 kg;

on Mi-2 helicopters - 50 kg.

The carriage of service cargo by scheduled aircraft in excess of the norm is provided in the presence of free tonnage with payment for the cargo tariff with a 50% discount in accordance with Article 103 of the "Rules for the Application of Tariffs on the USSR Air Lines".

When a special aircraft is allocated for the transportation of service cargo in the roadless regions of the North, Siberia, the Far East, the Turkmen, Tajik SSR, payment is charged in accordance with Art. 81 "Rules for the Application of Tariffs on Air Lines of the USSR".

2.15.10. Aviation chemistry (spare parts, assemblies, etc.) for idle aircraft is transported in the order of additional loading of scheduled aircraft free of charge, at the request of Aviatekhsnab, logistics departments of directorates, airports and civil aviation ATB weighing up to 100 kg on one flight.

Cargoes for idle aircraft weighing over 100 kg on one flight are accepted for carriage with payment at the freight rate with a 50% discount with registration in accordance with Art. 103 "Rules for the Application of Tariffs on Domestic Air Lines of the USSR".

Free transportation of spare parts, assemblies and other things for idle aircraft is carried out on the basis of an application in the established form (Appendix 6) of the Central Aviation Warehouse of the Aviatekhsnab association, OMTS departments, airports, aviation technical bases of civil aviation and the MGA factory inspection located at industrial plants. In these cases, a "claim" is not issued.

2.15.11. Permission to receive aviation chemistry for idle aircraft is given by the head of the transportation organization service, the head of the cargo service of the airport or a person authorized by him (shift manager, senior dispatcher, cargo reception officer).

Transportation is made out with a numbered "Consignment Note", in the column "Received upon departure" it is indicated that the transportation is carried out free of charge, or the corresponding tariff is affixed. In the upper right corner of the "Air Waybill" a stamp is placed or an inscription in red pencil "For an idle aircraft" is made.

The application is attached to the "back of the consignment note" and is submitted to the accounting department of the airport of departure.

Passenger and cargo flights of aviation chemical property for idle aircraft are processed out of turn and dispatched on the first flight.

Control over the timely unscheduled dispatch of aviation chemical property for idle aircraft is carried out by the heads of the SOPGP (SOP) of civil aviation airports.

A special marking "For an idle aircraft" is applied to the packaging of aviation chemical goods handed over for carriage for idle aircraft.

Cargo accepted for transportation for idle aircraft is stored on pallets (in racks) painted red. The storage sector of these cargoes is designated by the inscription "For idle aircraft".

The special registration logs reflect the time of acceptance of goods accepted for carriage for idle aircraft and the time of their dispatch.

When sending cargo for an idle aircraft, the following entry is made in the "Post-cargo sheet": "Cargo according to consignment note N ... for idle aircraft".

At the destination airports, upon receipt of a radiogram with a message about the dispatch of goods for idle aircraft, the CPAP dispatcher informs the recipient of the flight number, the time of arrival of the aircraft.

The airport of destination of the arrival of Aviatekhsnab's service cargo is obliged to immediately inform the airport of departure (by radiogram, airplane message).

If it is impossible to secure cargo in an aircraft or to load units, spare parts in an aircraft due to the fact that their dimensions or weight exceed the permissible standards, the dispatch of aviation equipment for idle aircraft is carried out by a registered flight with payment on a general basis at the expense of the owners of the idle aircraft.

2.15.12. Free transportation of secondary raw materials (plastic aircraft utensils taken out of service due to wear and tear) sent by civil aviation airports to the manufacturer of new utensils is carried out by scheduled aircraft at the expense of free tonnage in an amount of up to 500 kg per month from each airport.

2.15.13. Service cargo can be transported free of charge in the order of using the free tonnage of ordered and leased, paid at the established rates by the customers (lessees) of the aircraft.

2.15.14. Transportation of equipment and consumables intended for aviation meteorological stations and centers is carried out on the basis of local agreements between the CAA and the departments of the State Committee for Hydromet.

Aviation meteorological stations and centers submit applications for the carriage of goods by the Goskomgidromet administration (Appendix 7), on the basis of which civil aviation enterprises at the location of the control (aeronautical meteorological station, center) issue "Requirements" for the carriage of service cargo. Further registration of the transportation of these goods is carried out in the same way as the registration of service and cargo equivalent to them.

2.15.15. Transportation by scheduled aircraft of perishable gourmet food products, goods in small packaging and packaging with the Aeroflot emblem, special packaging goods to restaurants at airports and intended for catering shops is carried out with payment at the baggage rate with a 50% discount.

The shipping rates for these goods are set by the Ministry of Civil Aviation. Acceptance of these goods for shipment at a reduced rate is made on the basis of the application of the sending organization.

Applications with the written permission of the head of the SOPGP (SOP) are attached to the "Bottom of the consignment note" as the basis for registration of the carriage of goods.

2.15.16. Each case of violation of the terms or procedure for sending goods is investigated by officials on behalf of the head of the airport. Based on the results of the investigation, the head of the airport issues a special order, which provides for measures to exclude these violations in the future, and the punishment of those responsible.

2.16. Transportation of perishable goods

2.16.1. Perishable goods include such goods that under normal conditions, i.e. without adequate cooling and maintaining optimal temperatures and humidity, they are easily damaged and therefore require special storage and transportation conditions.

2.16.2. Perishable goods can be divided into the following groups:

plant products: fruits, berries, vegetables, etc .;

products of animal origin: meat of animals and poultry, chilled and smoked fish, eggs, caviar, etc .;

processed products: butter, fats, frozen fruits and vegetables, sausages, cheeses, etc.

live plants, flowers, seedlings, tubers, seeds;

live fish stock: fry, underyearlings, etc .;

canned blood, vaccines, biological products, etc.

2.16.3. Only good-quality perishable goods are allowed to be transported by air, which, when transported within the time specified by the aircraft schedule or stipulated by the contract, will not lose their qualities.

2.16.4. Perishable goods are accepted for carriage upon presentation by the sender of quality certificates or certificates of the established form.

2.16.5. Perishable goods of animal origin are accepted for carriage in the presence of veterinary certificates (certificates) or certificates.

2.16.6. Cargoes from areas declared under quarantine may be accepted for transportation upon presentation of quarantine documents by the sender.

2.16.7. Quality certificates (certificates) must be issued on the day the goods are handed over for transportation and presented by the sender separately for each shipment.

The quality certificates and certificates must indicate the timing of the carriage of goods. The carrier is obliged to refuse to accept perishable goods for carriage if he cannot ensure their delivery within the time specified by the sender.

2.16.8. If, for some reason beyond the control of the carrier, perishable goods cannot be dispatched in a timely manner, the carrier is obliged to immediately notify the sender of this and return the goods and freight charges to him.

2.16.9. The carriage of perishable goods, as a rule, should be carried out on the basis of contracts concluded between the CA enterprise and the consignor.

These contracts stipulate the obligations of the parties and provide for a clear procedure and time for the delivery of goods to the airports of departure, the need to escort or transport goods under the responsibility of the civil aviation enterprise, the procedure for checking the quality of goods and containers presented for transportation and other issues related to ensuring the quality and safety of goods during transportation. ...

2.16.10. When transporting perishable goods without contracts, the latter can be accepted for departure with an accompanying person or with the obligatory sealing of each individual piece.

2.16.11. Perishable goods must be packed in standard containers, meet the requirements of technical specifications, which is confirmed by a quality certificate.

2.16.12. Perishable goods from individual citizens can be accepted for transportation with the permission of the head of the CA enterprise.

2.16.13. The rates of natural loss of fresh vegetables, fruits, grapes, berries, citrus fruits, frozen fish, meat and meat products during their transportation by air and the procedure for their application are established by decrees of the USSR Gossnab.

2.16.14. Transportation of perishable goods is carried out, as a rule, by direct flights. In exceptional cases, with the prior consent of the transfer airport, it is allowed to accept for transportation perishable goods with one reloading en route.

2.16.15. The carrier can sell the goods in accordance with the established procedure, without waiting for the sender's decision, if a delay in the sale of goods can lead to their damage or the complete impossibility of using them for their intended purpose. The carrier is obliged to inform the consignor and consignee of the sale of these goods.

2.16.16. Transportation of fresh cut flowers is carried out only by direct flights. The sender must submit applications for sending a cut of fresh flowers no later than 10 days before the delivery of the cargo to the airport. Depending on the volume of passenger and postal loads, the airport has the right to change the agreed delivery rate for cut fresh flowers. The sender of flowers has the right to adjust the application downward three days before the aircraft departure.

Flowers are accepted in packaging (cardboard, plywood, fiber boxes or boxes), which excludes access to the contents and must be sealed, and are sent without an accompanying person, under the special supervision of a flight attendant or a member of the aircraft crew responsible for receiving and handing over the commercial load. After delivery of flowers for shipment, the sender is obliged to submit a telegram to the addressee with the message of the date of shipment, flight number, invoice number and the mass of flowers to be sent.

Upon arrival of flowers at the airport of destination, SOPGP (SOP) is obliged within 1 hour. notify the recipient by telegram or by telephone.

2.16.17. Transportation of crayfish intended for breeding or acclimatization, valuable commercial fish, food organisms (fertilized eggs), fish seed (fry) is carried out by regular and special aircraft with an accompanying person.

As an exception, it is allowed to transport small consignments of cargo with an accompanying person in the wardrobes of aircraft and passenger cabins, when, at the request of the sender, it is necessary to constantly monitor living organisms on the way.

2.16.18. Perishable goods carried in a passenger aircraft in the amount of 2 tons and more are accepted only with an accompanying person.

2.16.19. When transporting early vegetables and fruits on passenger aircraft, it is allowed to take them as additional loading in mesh bags without sealing under the following conditions:

fruits should be only firm (cucumbers, apples, etc.);

the size of the mesh of the bag should not exceed 10 x 10 mm;

bags should be free of gusts and should be tied securely.

The reception of goods by the flight attendant is carried out directly at the warehouse from the scales, unloading at the airport of arrival and delivery of goods to the warehouse must be carried out no later than 1.5 hours. after aircraft landing.

2.17. Transportation of dangerous goods and radioactive materials

2.17.1. Dangerous goods include substances that, during transportation, loading, unloading and storage, can cause an explosion, fire, damage or deterioration of the aircraft and their equipment, buildings, structures, cargo, baggage and mail located at airports or on board the aircraft, as well as injury, poisoning, burns or irradiation of people and animals.

2.17.2. Transportation of dangerous goods by air is carried out in strict compliance with all the requirements set forth in the "Regulations for the carriage of dangerous goods by air".

2.17.3. Only such dangerous goods can be accepted for transportation, which are named in the lists of the "Rules for the carriage of dangerous goods by air".

2.17.4. Transportation of dangerous goods of all categories is carried out only by direct flights. Acceptance for transportation of the specified cargo with reloading at intermediate airports is strictly prohibited.

2.17.5. The carriage of radioactive substances is regulated by the "Rules for the Carriage of Radioactive Substances by Civil Aviation Aircraft".

2.17.6. All employees of civil aviation enterprises associated with the acceptance and delivery, storage, loading and unloading, transportation and security, control over the movement of aircraft, their maintenance and control over the implementation of the "Rules for the carriage of dangerous goods by air" and "Rules for the carriage of radioactive substances by civil aviation "are obliged to know these rules and strictly follow them.

2.18. Transportation of livestock

2.18.1. Livestock is accepted for carriage only if the sender must present veterinary permits (certificates), and, if necessary, permits from the quarantine service.

When transporting livestock within the same area, the presentation of such permits is not required.

2.18.2. Acceptance for transportation of large animals (animals) can be carried out only with the permission of the head of the civil aviation enterprise.

2.18.3. The transportation of livestock is carried out with accompanying persons assigned by the sender or recipient.

Accompanying persons are responsible for the safety of animals, as well as birds and fish, care for and feed them on the way, and ensure the safety of others.

An entry is made in the Sender's waybill: "The animals are guaranteed to leave the cage."

2.18.4. The sender provides for the transportation of livestock the necessary feed, drinking water, equipment for feeding and drinking animals along the route, bedding and fastening materials, a veterinary first-aid kit and overalls for accompanying persons.

The sender is obliged to provide a supply of feed in case of an unforeseen delay of the aircraft along the route.

In case of short-term parking of the aircraft, all doors and hatches of the cargo compartment must be open, and in case of parking for more than 1 hour. forced ventilation must be provided using airfield ventilation units.

2.18.5. Airports must strictly adhere to the specific instructions of the consignor recorded in the "Air Waybill". The access of unauthorized persons to the living creatures must be excluded. Animals and birds should be kept in the most favorable conditions and under constant supervision of the representative of the sender (recipient).

2.18.6. The sender must load livestock, feed and equipment 1 hour before the appointment of the aircraft departure date. Upon completion of the loading of livestock, the sender immediately informs the recipient of the date and flight number.

The same notification is sent by the airport of departure to the airport of destination, indicating the presence of livestock on board the aircraft and information about the recipient. The recipient is obliged to arrive at the airport before the arrival of the aircraft.

The cargo is accepted at the aircraft.

2.18.7. Maximum loading rates for animals and feed for them, types of transport cages and transportation conditions are determined by the "Veterinary and Sanitary Regulations" of the USSR Ministry of Agriculture, agreed with the Ministry of Civil Aviation.

2.18.8. Large pets are transported in special stalls or containers.

Loading and unloading of large domestic animals and animals is carried out by means of the airport and the sender with the participation of the sender or recipient, who are responsible both for the safety of animals and for ensuring the safety of others.

2.18.9. Fur animals raised in cages on the farms of state farms, collective farms and other organizations are transported on special flights in transport cages.

2.18.10. Transportation of small animals and birds is allowed to be carried out without accompanying persons, subject to strict observance of the following conditions:

small animals and birds are transported only by direct flights;

senders deliver animals and birds to the airport within the time frame agreed with the airport management;

the consignor's representatives ensure the supervision of the cargo during its stay at the airport and loading into the aircraft;

when sending large consignments of animals, as well as in case of an unstable meteorological situation, these goods are accepted for transportation only with accompanying persons.

2.18.11. Laboratory animals (white rats, mice, guinea pigs) are transported in special transport cages of an approved sample, for single use.

The sender nails the lid and seals the cage.

It is prohibited to transport small animals on lettered and controlled flights, when traveling with large groups of foreign passengers, on aircraft that do not have baggage compartments isolated from passengers.

2.18.12. Transportation of crayfish intended for breeding or acclimatization, live fish, fish seed and fertilized eggs is carried out only with an accompanying person in accordance with the requirements of clause 2.13 of this Guide.

2.18.13. Packages with bees are accepted for carriage without accompanying persons in strong plywood boxes, the ventilation of which is carried out through a special metal mesh or through narrow slots.

Packages with bees are stored in warehouses and installed in the aircraft according to the warning labels on the packages.

The bees are delivered to the airport at the agreed time so that the total time spent at the airport does not exceed 12 hours.

The transportation of bees is carried out in the baggage and cargo compartments of the passenger aircraft. The bee bags are loaded last and installed with the vents fully open.

2.19. Transportation of self-propelled and tracked vehicles

2.19.1. Self-propelled and tracked vehicles loaded into the aircraft are placed in the cargo compartment in accordance with the permissible loads on the cargo floor of the aircraft and the requirements of the "Guidelines for Alignment and Loading of Civil Aviation Aircraft".

2.19.2. When accepting self-propelled vehicles for transportation, the "Sender's Application" must indicate: the technical condition of self-propelled vehicles, the name of the driver and whether he has permission to operate this equipment.

When transporting self-propelled and tracked vehicles, you should follow the instructions for loading, mooring and unloading cargo for aircraft of the corresponding types.

Car loading

2.19.3. On all machines, when preparing them for transportation, indicate the center of mass and indicate their mass.

2.19.4. Before loading, particular attention should be paid to the following:

no fuel and oil leaks;

serviceability of brakes;

serviceability of fire fighting equipment.

2.19.5. The entry of cars into the aircraft is carried out at first speed, smoothly, without abrupt stops.

2.19.6. Before mooring cars, the springs are turned off by installing devices that exclude the operation of springs and damping units during the flight. Departure of the vehicle from the aircraft is carried out with the included reverse speed.

2.19.7. Loading of cars and other equipment with inoperative engines (sending for repair or transportation of equipment without refueling, etc.) is carried out using intra-aircraft mechanization.

Loading tracked vehicles

2.19.8. Before loading tracked vehicles (tractors, tractors, bulldozers, etc.), wooden floorings are laid on the ramps and the cargo floor along the track width.

2.19.9. The tractor, at the command of the operator, smoothly, without jerking, should drive along the ramps into the cargo compartment and stop.

2.19.10. Tractors (tractors, bulldozers) are loaded onto the aircraft in such a way that their longitudinal axes coincide with the axis of the aircraft. When placing them in the cargo compartment, it is necessary to ensure the gaps between them are at least 100-150 mm.

2.19.11. When starting the engines of the equipment loaded on the aircraft, it is necessary to monitor the ventilation in the cargo compartment and fire safety. The ventilation of the cargo compartment is carried out by opening the cargo and emergency hatches.

2.19.12. When loading equipment on an aircraft, it is prohibited:

be in the area of cables and blocks;

be behind the submerged equipment;

load tracked vehicles without decks.

2.19.13. Unloading of self-propelled and tracked vehicles is carried out in the reverse order of loading.

2.20. Transportation of coffins with the dead

2.20.1. Coffins with the deceased are accepted for transportation subject to the sender presenting a death certificate issued by the registry office, and a certificate from the sanitary authorities about the absence of any obstacles on their part to the transportation of the deceased.

2.20.2. The following are allowed for carriage by air:

Metal or sheathed wooden coffins, carefully sealed, nested in wooden boxes;

The free space between the metal coffin and the wooden box should be covered with sawdust, coal, peat or lime;

Urns with ashes - in boxes lined with dense fabric.

2.20.3. The coffins with the deceased are usually transported with an escort. The accompanying person must have a passenger ticket.

2.20.4. Coffins with the dead are accepted for transportation on cargo and passenger aircraft. Transportation of coffins with the deceased on passenger aircraft is allowed if there are luggage spaces isolated from passengers.

On passenger aircraft that do not have isolated baggage facilities, coffins with the dead are transported only by registered flights. Carriage of coffins in the same cabin with passengers is prohibited.

Urns with ashes are transported by both cargo and passenger aircraft.

2.20.5. The loading of coffins with the deceased into passenger aircraft is carried out before passengers boarding; they are unloaded at the destination airport after passengers disembark and unload their luggage.

2.20.6. The crew member responsible for loading and the airport of destination and transfer are notified of the presence of a coffin with the deceased on board.

2.20.7. Carrying out official farewells, meetings and ceremonies during the loading and unloading of coffins with the dead from the aircraft is prohibited.

2.20.8. Transportation of coffins with the deceased is carried out according to the conditional weight and is drawn up by waybills.

2.20.9. For the transportation of coffins with the dead and urns with ashes, a fee is charged in accordance with the rules for the application of tariffs.

2.20.10. To carry out transfer transportation of coffins with the dead, you must have permission from the airports (points) of the transfer of arrival and departure. The provision of transportation between the airports (points) of the transfer should be provided in accordance with local conditions.

2.20.11. Transportation of coffins with the dead without an accompanying person is carried out with compulsory dispatching in accordance with the requirements of paragraph 2.23 of this Guide.

2.21. Transportation of goods in containers and on pallets

2.21.1. The use of containers and pallets for the transportation of goods on board aircraft, equipped with on-board mechanization of loading and unloading operations and mooring of containers and pallets, allows you to increase labor productivity, reduce aircraft downtime, and increase the safety of goods.

2.21.3. In mixed container transportation with the participation of air transport, universal unified containers of 1C standard size (GOST 18477-79, ST SEV 772-77) can be used, which are installed on two PAV-5.6 pallets when mooring them in the cargo compartment of the Il-76T aircraft.

2.21.4. When transporting goods in containers and on pallets, it is necessary to be guided by the current "Regulations on the carriage of goods in containers and on pallets by internal air lines of the USSR", which formulates the requirements for the technical condition, maintenance and repair of containers and pallets, paperwork and for goods transported in containers and on pallets, rules for stowage of goods, the procedure for taking on board the aircraft, safety requirements, responsibility for the use of an unusable container, pallet, reporting, etc.

2.21.5. To rate the labor of workers engaged in container and package transportation, it is necessary to be guided by the standards approved by the MGA for the number of employees for the maintenance and routine repair of containers and pallets and routine repairs of mechanization of container and package transportation, standard time rates and piece rates for work related to loading and unloading containers and pallets.

2.21.6. The technological process of ground handling of containers and pallets is presented in clause 4.4 of this Guide in the form of a flow chart, which lists the sequence of technological operations, as well as the composition of performers, a list of equipment and mechanization means, characteristics and terms of work.

2.21.7. Technological schemes for ground handling of goods transported in containers and on pallets, schemes for placing equipment in a warehouse, used mobile mechanization devices and schemes for installing them at the aircraft, the composition of service personnel, the required number of containers and pallets must meet the requirements set forth in the standard technologies or instructions, for aircraft of specific types: "Typical technology for servicing passengers, handling baggage, cargo and mail of the Il-86 aircraft at civil aviation airports"; "Typical technology for servicing passengers, handling baggage, cargo and mail of the Yak-42 aircraft at civil aviation airports"; "Instructions for ground handling of" flexible "pallets PAV-3,0 for the Tu-154S aircraft"; "Technologies for carrying out loading and unloading operations on the An-26 and An-26B aircraft", etc.

2.22. Interaction of SOPGP (SOP) with the mail transportation department at the airport

The work of the SOPGP (SOP) with the mail transportation department (AOPP) at the airport is carried out in accordance with special rules and instructions.

2.23. Dispatching cargo

2.23.1. The following urgent cargo is subject to dispatch:

government cargo delivered by the economic departments of the Council of Ministers and the Supreme Soviet of the USSR or by decision of these bodies, drawn up on forms of consignment notes with the "Government" stamp affixed by hand or stamped and signed by the responsible person of the commercial warehouse (chief or senior dispatcher);

cargo sent to eliminate the consequences of natural disasters and accidents at state-owned enterprises and construction sites in the country;

cargos intended to support elections to the central authorities of the USSR and the Union republics, drawn up on forms of consignment notes bearing the "Elected" stamp;

spare parts and aircraft equipment intended for the repair of idle aircraft, sent by the Central Aviation Warehouse, Aviatekhsnab and other civil aviation enterprises;

spare parts for agricultural machines (seeders, mowers, harvesters, tractors, cars) sent by the "Selkhoztekhnika" branches to support the sowing or harvesting campaign and issued on forms of consignment notes bearing the "Sowing" or "Harvesting" stamp;

vaccines and serums, as well as medicines intended to combat epidemiological diseases of humans and animals, sent by institutions, organizations and enterprises of the Ministry of Agriculture;

perishable goods;

wild and domestic animals, bees, experimental animals (white mice, guinea pigs, rats, etc.);

natural flowers, planting materials, cut of fresh flowers;

packages with radioactive materials of the 1st, 2nd and 3rd transport categories;

dangerous goods of all transport categories.

2.23.2. Cargoes shipped with accompanying persons are not subject to dispatching.

2.23.3. If it is not possible to send urgent cargo by direct flights, it is allowed to send them with reloading, provided that the transfer airport gives its consent. The exception is the cargo specified in clause 2.11 of this Guide.

It is also allowed to send small consignments of packages with radioactive materials, the "life" (shelf life) of which is not less than five days, as well as photographic films, samples of petroleum products, vaccines, serums, medical preparations.

2.23.4. Control over the delivery of the initial cargo to the airport of destination is carried out by the airport of departure of the specified cargo.

2.23.5. On the day the goods arrive at the final destination, the airport of destination informs the airport of departure by telegram or airplane message about the arrival of the goods, indicating the number of receipts.

If the shipment of goods was carried out according to the "Dispatch to the consignment note", then in the message on the arrival of goods, the destination airport indicates the numbers of the "Cargo waybills", fractionally - the numbers of the parcel and the number of places of the received goods.

In the case of receipt of goods without documents, the airport that found such goods determines the airport of departure according to the transport marking and informs him of the arrival of uncertified goods. If it is possible to accurately determine both the destination airport and the addressee by the marking of the goods, then such goods must be dispatched to the final airport without delay according to the "Consignment notes to consignment notes".

2.23.6. Information about the arrival of goods at the airport of destination at the airport of departure is registered in the "Register for the dispatch of urgent cargo".

For each shipment of goods, the date of arrival, the number and date of the radio message are recorded.

2.23.7. In the absence of confirmation of the arrival of goods at the airport of destination, the airport of departure, within two days after they were sent, asks the airport of destination and transfer airports for the passage of each consignment of cargo through them, simultaneously reporting the date and number of the flight that sent the wanted cargo.

In the absence of a response from the airport of destination, the airport of departure to the telegraph request for tracing the cargo after three days and upon request by letter (airplane message) - after seven days is obliged to inform the first deputy head of the CAA for the subordination of the airport of destination and the operational group of the Central Administration for Control and Administration of Civil Aviation for acceptance measures.

2.23.8. Correspondence on cargo dispatching at airports is carried out by:

informants (operators) of commercial warehouses - for maintaining freight books and information of the clientele about the sent and received goods;

in addition, they have the following responsibilities:

submission of radiograms (airplaneograms) to the airports of departure on the arrival of goods at the airport of destination;

Standard instruction on labor protection for flight

the crew of the Il-76 aircraft

(approved by the Air Transport Department of the Ministry of Transport of the Russian Federation

TOI R-54-004-96

1. General safety requirements

1.1. This Model Instruction * applies to the crew of the IL-76 aircraft (aircraft commander, co-pilot, navigator, flight engineer, flight radio operator, senior flight operator, flight operator) and contains the basic labor protection requirements for crew members in the performance of their duties. Special requirements to ensure the safety of the crew members during preparation for the flight and during the flight are set out in the Flight Operations Manual for the Il-76 aircraft (hereinafter referred to as the RLE) and the Flight Operations Manual (hereinafter referred to as the NPP).

1.2. Aircraft crew members (hereinafter referred to as crew members), regardless of qualifications and work experience, must complete all types of occupational safety briefing in a timely manner and in full (introductory, primary at the workplace, repeated). In case of interruptions in flight work for more than 60 calendar days, as well as in case of violation of the requirements of the labor protection instructions, the crew members must undergo unscheduled instructions (individually or by the entire aircraft crew). Persons who have not been instructed are not allowed to work.

1.3. During work, the crew members can be influenced mainly by the following hazardous and harmful production factors:

Aircraft moving on the territory of the airfield, special vehicles and self-propelled mechanisms;

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

Air suction streams moving at high speed (zone of nozzles of aircraft engines);

Rotating propellers of parked aircraft and helicopters;

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

Increased sliding (due to icing, wetting and oily coating of the surfaces of the aircraft, gangway, ladders, parking lot and airfield cover);

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

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

Electric current, which, in the event of a short circuit, can pass through the human body;

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

Moving cargo during the loading and unloading of the aircraft;

Falling loads, collapsing structures of lifting mechanisms;

Increased noise level from operating aircraft engines and APU;

High or low temperature and humidity;

Discharges of static electricity;

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

Fire or explosion.

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

1.7. If an accident occurs with a crew member, then he needs to provide medical assistance and report the incident in the prescribed manner to organize an investigation of this case in accordance with the current Regulations on the procedure for investigating and recording accidents at work.

1.8. Crew members should be able to provide first aid, use an on-board first aid kit.

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

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

2. Safety requirements before departure in the process

pre-flight preparation

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

When flying abroad, a pre-flight medical examination is not carried out. The commander of the aircraft is responsible for keeping the crew members of good rest.

2.2. When moving around the aerodrome, crew members must observe the following rules:

2.2.1. Walk only on specially designed routes.

2.2.2. To avoid accidents from collisions with vehicles and self-propelled mechanisms while walking, be careful, especially in difficult meteorological conditions (rain, fog, snowfall, ice, etc.) and at night; it should be remembered that in conditions of aircraft noise, sound signals from vehicles and the noise of a running engine of an approaching vehicle or self-propelled mechanism may not be heard.

2.2.3. Exercise caution in the vicinity of high-risk zones (zones of operating aircraft engines, rotation of aircraft propellers, helicopter main and tail rotor propellers, radiation of antennas of ground and airborne radio equipment, taxiing and towing of aircraft, maneuvering special vehicles and mechanization equipment near an aircraft, refueling an aircraft with fuels and lubricants, loading - unloading operations, etc.), as well as on the carriageway, pay attention to unevenness and slippery places on the surface of the airfield and avoid movement on them.

Dangerous to be at a distance:

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

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

Less than 20 m when operating airborne radars.

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

2.3.1. Use serviceable stepladders and ladders provided for the Il-76 aircraft; special care should be taken in adverse weather conditions (eg rain, snow). You cannot jump off a ladder or walk down a few steps.

2.3.2. Be careful when moving around the parking lot so as not to stumble or bump into hoses, cables, cables, sleeves, thrust blocks, carts, cylinders, etc.

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

2.3.4. Before getting on the plane, you must make sure that the side ladder is securely installed, excluding the possibility of its spontaneous movement; At the same time, attention should be paid to the fact that the lugs of the ladder fit into the nests, and also that there is no ice, fuels and lubricants and other substances that promote sliding on the surface of the ladder.

2.3.5. When going up (down) on the side ladder, you should exercise increased caution, do not rush; there must not be more than one person on the side ladder at the same time; ascent and descent should be carried out facing the side ladder.

2.4. In the process of pre-flight preparation, each crew member must be guided by the requirements of the Airplane Flight Manual, including:

2.4.1. Flight Engineer:

when examining the aircraft from the outside (in accordance with the established route), it is necessary:

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

Check the absence of foreign objects under and near the aircraft;

when viewed inside the aircraft:

Make sure that all access doors, floor and ceiling panels are closed;

Make sure that the aisles in the cockpit are clear;

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

Make sure doors, hatches and ramps are closed;

Make sure that the rescue equipment and floating craft are on board and securely fastened, onboard hand-held fire extinguishers are in place, onboard medical kits are complete;

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

Make sure that the seat is securely locked, the seat belts are not damaged and the seat belt buckle is working properly (if necessary, adjust the seat and the length of the seat belts);

Check the pockets of the seats to avoid hand injuries from piercing and cutting objects left behind.

2.4.2. Second pilot:

Check the placement and securing of cargo on the plane;

Carry out an external examination of the cab, then take your workplace, make sure that the seat is securely locked, the seat belts are not damaged and the seat belt buckle is working (if necessary, adjust the seat and the length of the seat belts);

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

2.4.3. Air Force Commander:

Accept reports from the crew members on the readiness of the aircraft and its equipment for flight, then personally inspect the aircraft;

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

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

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

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

2.5.1. To prevent the aircraft from overturning onto the tail section during loading and unloading of the cargo compartment, the tail support should be extended; the release and cleaning of the tail support should be carried out with the ramp horizontal.

2.5.2. Before lowering and raising the ramp, releasing and removing the tail support, opening and closing doors in the cargo compartment, which are electrohydraulically controlled from the front panel of the senior flight operator and from the navigator's control panel, it is necessary to make sure that in the area of action of the mechanisms, as well as in the areas of movement of the ramp, pillars and doors are missing people.

2.5.3. Steel ropes used when working with cargo must correspond to the mass of the cargo being moved; ropes that are not provided with information (for example, using a tag) about their testing should not be used in work.

2.5.4. When loading and unloading containers using electric winches, the operator must not be in the path of their movement (respectively, in front or behind the container). To prevent injuries, it is prohibited to stay under a container or other cargo, as well as at the edge of the ramp.

2.5.5. When loading and unloading containers and other goods using telphers, the operator must insure the cargo against swinging with special escort slings; to prevent injury to hands on steel ropes, use protective gloves.

2.5.7. When loading and unloading using bridge pads, the chief operator must ensure that the intermediate support is stable and secure.

2.5.9. It is prohibited to lift (lower) loads along the side ladder.

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

2.6.1. Before refueling, check that the aircraft and the tanker are grounded and that they are connected with a cable to equalize the potential of static electricity.

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

2.7. When refueling the aircraft, it is prohibited:

Perform any types of aircraft maintenance, as well as loading and unloading operations and treatment of the aircraft with the "Arktika" anti-icing fluid;

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

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

Continue refueling in the event of an impending thunderstorm.

3. Safety requirements in the process

performing a flight mission