Su-27 Flight Operations

Classification code is taken
Base: the letter JOINT STOCK

COMPANY “OF [KNAAPO]”
VKh. № 1/416 from 24.02.2004 years
(VVIA [im]. of Zhukovskiy, Moscow)
AIRCRAFT SU-27[SK]
LEADERSHIP ON THE FLIGHT OPERATIONS
Book 1
Leadership on the flight operations of aircraft Su-27[SK]
INTRODUCTION
Present leadership, as the component part of operating documentation, is the fundamental

document, which determines and which regulates the rules of flight operations of aircraft SU-27[SK].
Careful study of aircraft will make it possible to ensure the safe and effective operation of aircraft.
Leadership is intended for the flying personnel, which has the appropriate common flying
and technical training, necessary for operating the aircraft, its systems and equipment in the capacity,
determined of the condition of allowance to the flights. The requirements and the instructions,
presented in the leadership, are required for entire flying personnel.
The present leadership consists of two books. Book One contains the fundamental
information about the aircraft, operating limitations, recommendations and instructions regarding the
activities of pilot with preparation for the flight and with his accomplishing, and also on the activities
in the special cases of flight.
In Book Two are presented the flight characteristics and the aerodynamic special features of
aircraft, the general information about its systems and equipment and basic condition about their
operation.
In the present leadership everywhere, where it is not stipulated specially, one should
understand under the terms:
- “velocity” (the V) - indicated speed on [USM]-2;

- “Mach number” - Mach number on [USM]-2;
- “height” - height on VD -20[k];
- “α and PU” - angle of attack and g-force with respect to the indicator [ U A P ] ;
- “rocket” - R -27[ER]1, R -27[ET]1, P -27P1, P -27T1, R -73[E].
2
ENUMERATION OF THE CONTRACTIONS ACCEPTED
[ABSP] - aviation bomber weapons of destruction;

[ADF] - automatic machine of throttling afterburner;
ASP - aviation safety belt;
[AKU] - aircraft ejection device;
[APU] - aviation starting device;
[BDZ] - stores rack [BDZ]-[USK]- B;
[BMB] - close maneuverable combat;
[BREO] - onboard radio-electronic equipment;
BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER - onboard digital computer;
VK - ventilation unit;
[VBD] - extra-base range finder;
[VPU] - built-in cannon installation;
[VU] - rectifying device;
[GSN] - the self-homing head of rocket ([TGS] - thermal, [RGS] - radar);
[DRB] - remote rocket combat;
[ZMS] - setting device of the magnetic variation;
[ZPS] - rear cone;
ZU - safety device of air duct;
ILS - indicator on the frontal glass;
[ISTR] - indicator of the system of fuel-gauge- flow-metre;
[IPV] - indicator of straight visibility;
KPP - flight director;
LZP - specified track;
MRP - marker receiver;
[MSN] - interaircraft navigation;
[NASU] - surface automatic system for control;
[NSTS] - helmet system of target designation;
[NRS] - unguided rocket shells;
[ORK] - composite service disconnect;
[OPR] - limiter of maximum modes;
[OLS] - optico- locating station;
[OEPS] - optical-electronic aiming system;
[PNK] - flight complex;
PNP - instrument is navigation planned;
PPD - pitot tube;
[PPK] - anti-g suit;
PPS - to forward half sphere;
[RLPK] - radar aiming complex;
[RNP] - mode of continuous direction finding;
[SAPS] - system of the escape of aircraft;
[SEI] - system of single indication;
[SDU] - system of remote control;
[SnP] - accompaniment on the passage;
SOS - system of limiting signals;
[SUV] - control system of armament;
[SUO] - control system of weapon;
JUICE- B of the means of the objective of the control of combat training activities;
MOUTHS - universal signal signal panel;
[CHK] - frequency channel;
3
CONTENT
Page
INTRODUCTION 2
ENUMERATION OF THE CONTRACTIONS E ACCEPTED
CONTENT 4
1. FUNDAMENTAL INFORMATION ABOUT AIRCRAFT 8
2. OPERATING LIMITATIONS BY 10
3. PREPARATION FOR FLIGHT 14
3.3. Activities of the pilot before the landing in cabin 14
3.4. Activities of pilot after landing in cabin 14
3.5. Starting of engines 21
3.6. Inspection of aircraft systems with operating engines 22
4. EXECUTION OF FLIGHTS 26
4.1. Preparation for the taxiing and taxiing 26
4.2. Takeoff 26
4.3. Landing 28
4.4. Drift to second circle 30
4.5. Special features of flights “by pipeline” and sequential ------------------------------- takeoff
and landings 30
4.6. Landing with the failure of the exhaust system of flaps 31
4.7. Landing with the failure of automatic control of the leading edges of wing 31
4.8. Flight in the maximum modes according to the velocity and the Mach number 31
4.9. Flight to service ceiling 31
4.10. Flight to pilotage 32
− turn 33
− dive 33
− roll 36
− Nesterov's loop [nesterova]-------------------------------------------------------------- 37
− loop and rolloff 39
− oblique loop 40
− chandelle by 40
− zoom 41
− upward spin 42
− barrel 43
− spiral 43
4.11. Low-speed flight 43
4.12. Aircraft handling with its entry into wake turbulence 46
4.13. Pilotage with the use SAU 46
4.14. Enroute flight with the use [PNK] during automatic control of 48
4.15. Enroute flight with the use [PNK] with the director and manual steering of aircraft 51
4.16. Return and landing approach on the programmed airfield during automatic control of aircraft
with the use OF [PNK]------------------------------------- 52
4.17. Return and landing approach on the programmed airfield with the director and manual steering
of aircraft with the use OF [PNK]---------------------------- 54
4.18. Drift to the second circle and the landing approach in the mode repeated approach with the use
OF [PNK]------------------------------------------------------------------------------------- 55
4.19. Flight to the unprogrammed airfield and the landing approach and by the use OF [PNK]-----------
-------------------------------------------------------------------------- 57
4.20. Landing approach with the use ARK 64
4.21. Special features of flight under severe weather conditions 65
4
4.22. Flight under the conditions for icing 65

4.23. Special features of flights at night 66
4.24. Flight of the interacting aircraft for the rendezvous with the use of equipment RSBN $$RTRSBN
- SHORT-RANGE NAVIGATION RADIO SYSTEM in the mode [MSN] THE ISM of – OF
[RETR]--------------------------------------------------- 67
5. COMBAT EMPLOYMENT 69
5.1. Brief information about control system of armament ([SUV]) ------------------------ 69
5.2. General sequence of actions with the execution of flight with the application of weapon 88
5.3. Preparation for the intercept mission 89
5.4. Flight programs to the interception of aerial targets 91
5.5. Output into the combat contact with target 94
5.6. Attack of aerial targets into [DRB]-------------------------------------------------------- 99
5.7. Output from attack 102
5.8. Attack of target in close maneuverable combat 102
5.9. Application OF [VPU] on aerial targets 104
5.10. Special features of destruction of low-speed small size aerial targets 105
5.11. Use SAU with the interception of aerial targets 106
5.12. Application of a weapon on ground targets 107
5.13. Unguided starting, the emergency jettisoning of rockets and suspensions of armament with
111
5.14. Special features of the operation OF [SUV]-----------------------------------------------------------
------------------------------- 113
5.15. Conducting group activities 114
5.16. Station of warning about the irradiation of the aircraft -------------------------------------------------------- OF [L]006[LM] 117
5.17. Jammer Of [l]203 of the ordering numbers OF [IE]--------------------------------------------------
---------------------------------------- 120
5.18. Device of the undershoot of passive and IR – of the interferences ------------------------------------------ APP 50 122
6. SPECIAL CASES IN FLIGHT 146
6.1. General instructions 146
Failures in power plant 146
6.2. Fire in the compartment of engines 146
6.3. Flutter of air duct 147
6.4. Surge of engine 148
6.5. Failure of automatic control system [vozdukhozabornikov]------------------
------------------------------------------------------------------------ 148
6.6. Failure of one engine with the takeoff on takeoff 152
6.7. Failure of one engine with the takeoff on the takeoff after the
disengagement of aircraft 153
6.8. Failure of one engine in flight 153
6.9. Failure of two engines in flight 155
6.10. In-flight ignition 155
6.11. Failure of lubrication system, the increased vibration, the acceleration of revolutions [RND]
or nonoperation of the valve of switching supercharging 156
6.12. Failure of complex engine governor 157
6.13. Failure of the drive OF [VKA]------------------------------------------------------------------- 158
6.14. Failure of the acquisition system and elimination of flutter 158
Failures of fuel system of 158
6.15. Drop in the pressure of fuel at the engine inlet 158
6.16. A increase in the temperature of fuel at the engine inlet is higher than permitted by 159
6.17. [Nevyrabotka] of fuel from the tank of № 4--------------------------------------------------------------------- 159
6.18. [Nevyrabotka] of fuel from the tank of № e --------------------------------------------------------------------- 160
Failures of hydraulic system 160
6.19. Failure of one of the hydraulic systems 160
6.20. Failure of both hydraulic systems 161
5
Failures in the exhaust system of chassis 162

6.21. A. the malfunction of the signalling of extension of landing gear 162
B. Of [neustanovka] of the racks (rack) of chassis to the locks of released position 163
6.22. The emergency release of chassis 164
6.23. Destruction of one of the tires of the wheels of fundamental landing gear struts on takeoff
164
Failures in the system of remote control of 165
6.24. Failure of two subchannels in the longitudinal channel OF [SDU]---------------------------------
--------------------------------------------------------- 165
6.25. Failure of three subchannels in the longitudinal channel OF [SDU]-------------------------------
----------------------------------------------------------- 166
6.26. Failure of control of the leading edges of wing 167
6.27. Failure of the device of a automatic change In [ksh]-------------------------------------------------
----------------------------------------- 167
6.28. Failure of the channel of the differential stabiliser control 167
6.29. Failures of the mechanisms of trimmer effect of 168
Failures in life-support system 168
6.30. Failure of oxygen system 168
6.31. Loss of cabin pressure at high altitudes 169
6.32. Appearance of smoke in cabin 170
6.33. Failure of the airconditioning system in cabin 170
6.34. Failure of the cooling system of equipment by 170
Failures of sources of current 171
6.35. A. the failure of alternator 171
B. the failure of generator drive 171
6.36. Failure of two drive- generators of alternating current 172
6.37. Failure of two rectifying devices 172
6.38. Failure of three rectifying devices 173
Failures of system PVD 173
6.39. Failure of the system of complete and static pressure by 173
6.40. Failure of the system OF [SVS]-------------------------------------------------------------------------
----------------- 174
6.41. Failure of the system OF IR – VK (failure of two vertical gyroscopes) ------------------------------------- 174
6.42. Failure of radio communication 175
6.43. Forced landing out of airfield 176
6.44. Preparation for escape 177
6.45. [Katapultirovanie]-----------------------------------------------------------------------------------------
- 178
6.46. Activities with touchdown by 179
6.47. Activities with splashdown 179
6.48. The escape of aircraft on earth 181
6.49. Jettisoning drag chute with its unpremeditated (spontaneous) release in flight 182
6
Рис. 1. Геометрические размеры самолета
7
SECTION 1
FUNDAMENTAL INFORMATION ABOUT THE AIRCRAFT
1.1 brief information about the aircraft
1.1.1. The one-argument supersonic all-weather fighter Of c[u]-27CK is intended for

gaining air supremacy, annihilation of enemy in remote rocket and close maneuverable combat, and
also for destruction of ground and surface targets.
Aircraft is executed according to the integral aerodynamic configuration, with which the
wing and fuselage forms the single lifting body, which ensures the high values of lift -drag ratio and
lift coefficient on the manoeuvre, and layout in this case ensures supplemental internal volumes,
thanks to which the use of external fuel tanks is not provide ford on the aircraft.
1.1.2. On the aircraft is established the system of remote control ([SDU]), which together
with the provision of normal longitudinal stability of aircraft at the subsonic flight speeds ensured
also its high maneuverability with the retention grow prettier stability and controllability in entire
operating altitude range and flight speeds.
For increasing the directional stability level into the system of by-pass [SDU] is
introduced the automatic machine of directional stability - damper of course.
For the provision of handling in roll the joint deviation of flaperons and the differential
the deflexion of stabiliser is used, the latter is used also for the damping along the listing.
For the provision of handling in roll into the path channel [SDU] is introduced the cross
coupling of rudder with the transverse deflexion of control stick, while for preventing of stalling
aircraft at the angles of attack more than 25° into the system of lateral control is introduced the
mechanical limitation of the transverse deflexion of knob to 1/3 motions of in the form spring stop
with the effort " kG.
For the provision of good maneuvering characteristics in entire range of the permissible
angles of attack on the subsonic flight speeds the systems of the automatic deflexion of the leading
edges of wing and flaperons with respect to the signal of angle of attack are introduced.
1.1.3. For limiting the pedal displacement to the value of 1/3 motions, after landing gear
retracting to the system of azimuth guidance is connected spring limiter with the effort 17 kG.
1.1.4. Takeoff and landing is carried out with the fixed in the deflected position wing
leading edges.
To the takeoff and landing position the flaperons are deflected symmetrically to the
bearing of 18° and from this position, for the roll control, they are deflected upward to 27°, down to
16°.
Takeoff and landing characteristics and their dependence on different factors are given in the
nomograms ([ris].6, ", 8, book 2).
1.1.5. On the aircraft is established the special equipment, into composition of which it
enters:
− control system of the armament [SUV]-27[E] in the composition [RLPK]-27[E],
[OEPS]-27, the system of the single indication [SEI]-31/of 1[OM], interrogator of
the system
8 Section 1
state identification, the system of objective control,

control system of weapon;
− flight complex [PNK]-10-02;
− of means RAP: article [L]006[LM], article [L]203[IE], APP -50;
− the complex of communications [k]- [DlAE];
− onboard system of ground guidance of 11[G]6;
− onboard equipment for the reproduction of the vocal commands
“Diamond -[UP]”;
− the generalised system of the built-in control and warning of pilot (“screen -
02[ME]”);
− the system of the trouble signaling OF SAS – ';
− aircraft responder A -511;
− antenna-feeder system “FLOW- NR -10”;
− equipment of national recognition (article of 6202P-1).
Aircraft is equipped also with the system of control and registration of emergency signals
TESTER- UZ ser. Z and with the system of the objective of the control of combat training activities
THE JUICE of — b.
1.1.6. The catapult seat K -36[Dm] of series 2 is established on the aircraft.
1.1.7. They enter into the composition of the armament of aircraft:

− the guided air-to-air missiles P -27[E]P1 P -27P1 with the radar and R -27[E]T1,
P -27T1 and R -73[e] with the heat-seeking heads;
− the unguided rockets of types S -25, Of c-13 and S -8;
− the aviation bomber weapons of destruction of the calibre
to 500 kgf;
− the built-in cannon installation with the gun [GSH]-301 (ammunition load of 150
shells).
9 Section 1
SECTION 2
OPERATING LIMITATIONS
Limitations Reason
1. Maximum speed and flight Mach number:
− of the V = 1400 km/h. Mode is unconfined on the time. On the durability.
− M = 2,35. With M = of 2,15 – 2,35 not more shch of On the cockpit glass.
minutes.
2. Maximum operational overloading with the estimated gross
weight of 21400 kgf:
− PU max = 8,0 with [M]≤0,85 On the durability.
− PU max = 6,5 with 0,85<[M]≤1,25 On the durability.
− PU max = 7,0 with [M]>1,25 On the durability.
For the weights, which differ from estimated gross weight, the
g-force is established from the detachment:
− m•PU max = const = of 171000 kgf with [M]<0,85, but
not are more than PU = 9,0
− m•PU max = const = of 139000 kgf with 0,85<[M]≤1,25,
but not are more than PU = 7,0
− m•PU max = const = of 150000 kgf with [M]>1,25, but
not are more than PU = 7,5
3. Minimum negative g-force:
− PU min = - 2,0 with [M]<0,85 On the durability.
− PU min = - 1,0 with [M]>0,85 On the durability.
− PU min = - 0,5 with V≤300 the km/h To avoid entry into spin
4. The minimum speed of the level flight of – 200 km/h. From the stability
At the height it is more than 6000 m of – 300 km/h. condition and
controllability
5. Permissible angles of attack:
A) for the aircraft without the suspensions or with [UR] On the stability and the
M 0,5 0,6 0,7 0,8 0,9 1,0 2,0 controllability in [VPK].
[UAP] 24° 23° 22° 20° 19° 18° 8°
B) for the aircraft with the bomber weapons of destruction and On the stability and the
[NRS]: controllability in [VPK].
M 0,6 0,7 0,85

[UAP] 20° 18° 15°
WARNING. In it is takeoff – of the landing layout (by chassis On the clearance from
released) of α[dop] = of 20°. With the contact on landing of α[dop] = the tail section to
of 16°. RUNWAY(S).
10 Section 2
Limitations Reason
6. Maximum takeoff mass of 33000 kgf (with the installation of On the durability of
wheel KN -41 with the busbar of the model of 017[A] and wheel KT - wheels and tires.
156[d] with the busbar of the model of 2[A]).
Maximum takeoff mass of 28000 kgf (with the installation of
wheel KN -27 with the busbar of the model of 016[A] and wheel KT -
156[d] with the busbar of the model of 2[A]).
Estimated takeoff mass of 23250 kgf (2[khR]-27 + of
2[khR]73[E], estimated reserve 5090 kgf, complete set of fixed onboard
equipment, ammunition load to [GSH]-301 of 150 shells).
Takeoff mass with the rockets of 2[khR]-27 + of 2[khR]73[E],
from G[t] = 9220 kgf (γ[t] = 0,785) of – 27380 kg.
Maximum mass of the suspensions of rockets R -27 and R -73[e]
of – 1950 kg.
7. Maximum permissible ground speed of aircraft on the takeoff: On the durability of the
− with the disengagement of the front wheel of – 320 tires of wheels.
km/h.
− with the disengagement of the fundamental wheels of –
360 km/h.
8. Maximum landing mass 23000 kg. On the durability of
Maximum landing mass of 21000 kgf, in this case the fuel wheels and tires.
remainder without the rockets of – 3560 kgf, with the rockets of
2[khR]-27 + of 2[khR]-73[E] of – 2840 kg.
Landings with masses of 21000 kgf, but not are more than
23000 kgf, they are allowed, as exclusion, but not more than 3% of the
total number of landings.
9. Takeoff and landing with the side component of wind of more Because of the
than 15 m/s IS FORBIDDEN. difficulties in
maintaining of direction
on the takeoff and
landing run.
10. The maximum speed of the reversals of the safety device of air ducts (ZU), and On the durability of
also flight with closed ZU is not more than 500 km/h. safety device.
11. Maximum permissible ground speed of aircraft on the landing: On the durability of the
− with the contact by the front wheel of – 270 km/h. tires of wheels.
− with the contact by the fundamental wheels of – 280
km/h.
12. The maximum speed of the beginning of braking – 265 km/h. On the energy content of
brakes.
13. The maximum speed of the release of the drag chute of – 300 km/h. On the durability of
parachute.
14. Release, retraction, and also wheels-down flight to execute at the velocity not On the durability of
more than 500 km/h. landing gear doors.
15. The maximum altitude of output and wheels-down flight of – is not more than Because of the possible
4000 m. rocking of aircraft in the
longitudinal channel.
16. Flight with the deflected flaperons in the mode of flaps on the takeoff and the On the durability of
landing at the velocity not more than 600 km/h, PU not are more than 2,0. flaperons.
11 Section 2
Limitations Reason
17. The production of speed brake and flight with the released speed brake at the On the durability of fins.
velocity not more than 1000 km/h ([M]≤0,9), in this case on the V > 600 km/h slip
not is more 2nd X of the diameters of ball.
18. At the flight speeds it is more than 600 km/h with the pedal deflexion not to On the durability of fins.
allow the overriding of spring stop.
19. The time of the continuous work of engines on the earth in the afterburning Due to the temperature
regimes is not more than 20 s. condition of engine
components.
20. Maximum permissible temperature of gases behind the turbine: On the durability of the
− on M of ≤ 1,9 in the maximum and afterburning combat turbines of engine.
modes of – of 750°[S];
− on M > 1,9 in the maximum and afterburning combat
modes of – of 765°[S];
− in the combat training afterburning regime - 700°[S].
21. Is forbidden to create slip angles more it is 2nd X of the diameters of ball on M To avoid the flutter of air
of ≥ 2,0. ducts.
22. Flight with the near-zero and negative g-forces (PU = 0 ÷ - 2) is permitted: From the condition for
− in the afterburning regimes of the work of engines is not the provision of supply
more e s. at the heights to 15000 m, not more than 8 s. at of fuel to the engines.
the heights more than 15000 m;
− in the nonafterburning regimes of the work of engines is
not more than 10 s. at the heights to 8000 m, not more
than 15 s. at the heights more than 8000 m.
The repeated creation of the g-forces indicated is permitted not
earlier than in 30 s. flight with PU of ≥ 1,0. Flights with the g-force PU
= 2 ÷ - 2 to execute with the fuel remainder more than 1500 kg.
23. The safe escape of aircraft by pilot is ensured:

on the takeoff and in the level flight with the velocities:
− from 75 to 950 km/h. without the limitation on the height On the time, necessary
above area relief. for operating the
parachute system.
in the level flight at the velocities: On the time, necessary

− to 1200 km/h at the heights is not less than 40 m above for operating the
area relief; parachute system and on
− to 1300 km/h at the heights is not less than 60 m above the effect of the air flow
area relief. on the pilot.
On the time, necessary

for operating the
Under conditions descending aircraft at the heights, equal in parachute system.
magnitude rate of descent, multiplied by four.
Minimum safe height of ejection in the level flight with the roll
angles:
− γ = 90°, N min = of 150 m;
− γ = 180°, N min = of 200 m.
Minimum safe height of ejection during the reduction with the
roll angles:
− γ = 90°, N min = 4•Vy+150 m;
− γ = 180°, N min = 4•Vy+200 m.
The values indicated are given without taking into account time On the effect of the air
12 Section 2
Limitations Reason
to decision making and preejection function. flow on the pilot.
Depending on the type high-altitude of the equipment used:

− in the crash helmet [ZSH] with the omitted light filter and the
put on oxygen mask at the velocity not more than 1300 km/h;
− in the crash helmet [ZSH] with the raised light
filter and the put on oxygen mask at the velocity
not more than 700 km/h.
24. All flights, independent of velocities, to execute with the use of oxygen For life support.
equipment, and the flights above the aqueous surface, furthermore, with the use of sea
rescue equipment, in this case, depending on mission for the flight, to use following
special equipment:
− at the heights from 11000 to 20000 m of – [ZSH]
with the oxygen mask (KM) and pressure suit
(VKK);
− at the heights is less than 11000 m of – [ZSH] with
the oxygen mask, and with the flights with the g-
forces it is more e un. of – VKK ([PKK]).
WARNING. The maximum permissible retention time at height

11000 – 20000 m in the depressurised cabin is not more than 2 minutes.
25. Takeoff, landing, flights with the g-forces and at the velocities more than 700
km/h to execute with the required locking of shoulder straps.
26. The start of automatic modes SAU with M > 2,0 IS FORBIDDEN. The rocking of aircraft is
observed on M > 2,0.
27. With the failure of control system of the noses edges of α[dop] = of 10°. On stability and aircraft
handling.
28. When unsymmetric suspension of two is present, and more than rockets (one of On stability and aircraft
which R -27) on one wing of α[dop] = of 15° ([OPR] for this limitation it is not tuned). handling.
Пу
8
'
0,5 1,0 1,5 2,0

0 М
13 Section 2
-
2
Fig. 2. G-limitations for G = of 21400 kg.
14 Section 2
SECTION e
PREPARATION FOR THE FLIGHT
3.1. Before the flight to pilot to accept report from aircraft technique about the
readiness of aircraft for the flight, about the last accomplished works on aircraft, and also about the
fact that the initial position of the limit switches of seat and the presence of onboard electric power
supply on the seat is checked.
3.2. After report aircraft technique to check the pressure in the pneumatic system of
lamp, which must be not less than 185 [kgs]/[sm]2 and is not less than 120 [kgs]/[sm]2 in the case of
repeated flight without the refueling of pneumatic system and the presence of suspensi ons in
accordance with the mission for the flight.
3.3. Activities of the pilot before the landing in the cabin.
3.3.1before the landing in the cockpit to give the command aircraft technique to remove
all surface safety devices, except safety devices (safety device) on the firing handle and to be
convinced of the fact that:
− in the cabin there are no foreign objects;
WARNING. Laying on the seat of the ejection seat of the nonstandard pads and other objects IS
FORBIDDEN.
all switches on the energy-shield, on the flap of feed of systems and on the flap of
−
distributors are disconnected, and safety caps on them and on other switches are
closed;
− the switches of the squibs of seat are disconnected;
− firing handle is located in the off-position
(handle they are discarded forward and they are plugged by indices);
− are taken all cabin surface safety devices, except safety devices (safety device) on
the firing handle;
− the halyards of the pull of struts are fixed in the spring mounts (small U-supports)
on the instrument
panel;
− operating control stick of lamp is plugged; the
halyard of blocking the firing head of seat is connected
− the halyard of blocking the firing head of seat is connected to the bracket on the
lamp and is locked;
− canopy jettison handle is locked;
− oxygen pressure in the cylinder of the Creole equally to 180-170 [kgs]/[sm]2 , and in
onboard cylinders - 190 [kgs]/[sm]2;
− the handle on RPK -52 100% Of [o]2 of – MIXTURE in the position MIXTURE,
handle is ACCIDENT in the position OF OFF;
− handle on RD -15 in the position PRESS.
If preparation [PNK] was carried out by ground crew, then must be included on the
switches [AER] [PIT] on the energy-shield, RADIO-ELECTRONIC of № 1 and № 2 (the I and THE
II) and AIRCRAFT and POWER № 1 and № 2 (the I and THE II) on the flap of distributors, and on
the panel- setting device in button [PITAN]. [PNK] must luminesce indicator.
3.4. Activities of pilot after landing in the cabin.
3.4.1. After landing in the cockpit independently or with the aid of aircraft technique it is
necessary:
15 Section e
− to check the correctness of landing in the seat on the height (level of eyes with the
correct landing must be on the line of sighting, substituted on the headrest; the
control of seat on the height to carry out with the aid of the switch UPWARD of –
DOWN on the right side of seat) and to establish the pedals lengthwise of struts;
WARNING. The control of seat in flight it is permitted to carry out only in the limits of broad band
on the headrest in the zone of the line of sighting.
− to put on and to button parachute harness (it it must tightly cover the body of
pilot), in this case the tape of fastening the fluted hose of oxygen mask to put on
to the claw of the right leg strap before the closing by its lock;
− to connect the snap hook of halyard NAZ to the ring on the equipment;
− to check on the seat the work of the mechanism of the pull of flange and to tightly
tighten and to plug waist belts;
− to connect the hoses of ventilation, tension and antigravity devices OF VKK
([PKK]) with the appropriate carbines of instrument KP -120 and of break
[ORK];
− to connect to the instrument KP -120 the hoses of oxygen mask (having
preliminarily checked mask to the airtightness);
− to be convinced of the reliable connexion of the blocks [ORK] of instrument KP -
120 with [ORK], for which pressing by finger on top on the mobile knob of
instrument (red colour), to extend it upward and to the sides, in this case
instrument must not be detached or oscillate at junction;
− to connect electrical connector [ZSH] with the harness on [ORK], after passing it
under the harness and above the hoses of pneumatic mains;
− to check the work of the mechanism of control of light filter (to lower and to raise
light filter). To rise and to lower light filter only by handle, light filter during the
incline and the lowering it must not catch with chassis of unit [NVU];
− to check closing the jets of the blowout of pilot.
3.4.2. To be convinced of the fact that the controls of equipment and of systems are
located in the following initial positions:
− the switch OF OFF [KONDITS] is included on (under the cap);
− the knob of the cabin pressurisation of – in the position THE VENTILATION OF
CABIN;
− switch is THE CABIN HEATING of – in the position [AVT];
− knob is THE LOSS OF CABIN PRESSURE of – in the front position;
− switch WILL LIMIT α, PU of – is disconnected;
− the switch [FLAPER] [AVT] of – in the position [AVT];
− handle is THE VENTILATION OF THE SUIT of – in the off position;
− RUD of both engines of – in the position OF FEET;
− the knob of emergency braking of the wheels of – in the front position;
− the switch of landing gear valve of – in the position is released;
− the landing-gear emergency release handle of – in the initial position is locked;
− the switch of control of the speed brake of – in the front position;
− the switch of control of air duct STANDBY – [AVT] of – MANUAL – in the
position [AVT];
− button JETTISONING TP is pressed;
− the switch OF [PROTIVOOBLEDENEN] [AVT] of – OF OFF – [RUCH] in the
position [AVT];
− the indicator of the position of panels shows – 0 ÷ 3%, and the setting devices of
rack in position 0%;
− the switch of control ZU in the position [AVT];
− the switch of the mechanism of control of the wheel of front landing gear strut
16 Section e
UPR BY THE WHEEL of – is disconnected;

− the switch [BLIZHN] of – [AVT] of – [DALN] of – in the position [AVT];
− the handle OF EMERGENCY PVD PULL – in the end front position;
− the switch of 1 – 2 on unit 480-1 is closed with clip, switch IS SPARE – by
assignment;
− switch HIGH I – OF II – III1 of – III2 on unit 5812 in the position of the I;
− the switch of modes A -511 on the flap of the aircraft responder of – by
assignment;
− the switch of heating PVD IS FUNDAMENTAL THE DOWS and PVD THE
RESERVE PPD of – are disconnected (on MOUTHS it luminesces signal THE
HEATING OF THE DOWS);
− the switch [AVT] [DROS] OF THE AFTERBURNER of – is included;
− the switch OF THE LEADING EDGE OF THE WING of – in the position ARE
RETRACTED;
− switch is THE MODE ENG. OF THE COMBAT TRAINING of – OF COMBAT
on the left panel by assignment.
On the united control panel of the complex of the means of communications [k]- [DlAE]:
− the switch [PSH] OF VHF is included;
− the switch OF EMERGENCY PRM is included;
− regulators IS LOUD VHF and IT IS LOUD KV in the position of maximum
loudness;
− switch CUT RS is disconnected;
− switch CUT SPU is disconnected;
− switch ARK, RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM is disconnected;
− the switch OF VHF – KV in the position OF VHF;
− switch [PSH] in the position, which ensures the suppression of noise.
On the right panel of instrument panel:

− the switch of the nets of exchange THE NET of 1 – of 2 – e of – [PN] by
assignment.
On the front flap of the starboard of the cabin:

− the switch of the modes of operation OF OFF – [GD] of – [PARA]1 of –
[PARA]2 in the position OF OFF;
− switch IS SLAVE – [VEDUSHCH] of – KP by assignment.
On the panel SAU:

− switch COMMUNICATIONS SAU of – [SDU] is included on (in the front
position).
On the control panel [SDU]:

− switches STIFFENING JOINT, [Ksh] OF MANUAL, THE DAMPER OF
COURSE and ROLL DAMPER are disconnected;
− the switch of the modes [SDU] [AVT] of – THE FLIGHT of – SETTLEMENT in
the position AUTHOR.
On the panel for the inspection [SDU]:

− the safety latch of wafer-type switch is omitted;
− switches 1 and 2 in the position OF OFF.
3.4.3. To check the work of the complex of oxygen equipment, for which:
− to ascertain that the gate of oxygen power-supply system is opened and the level
17 Section e
of the blue duct of cylinder on the indicator [IKZH] of – Of [p]1 was established
in digit 1 or between digits 1 and 0,5 (that correspond to pressure 190 or 150
[kgs]/[sm]2
);
− to put on mask;
− handle 100% [o] is 2nd MIXTURE on RPK -52 to establish to the position
MIXTURE;
− to make 2-3 deep inhalations also of expiration, in this case in the window of
indicator [IKZH]-[P]1 must be the black colour (respiration must be free);
− to translate handle 100% [o] is 2nd MIXTURE to the position 100% [O]2, to delay
respiration and to ascertain that the excess pressure in the oxygen mask does not
increase;
− to make 2-3 deep inhalations also of expiration, in this case in the window of
indicator [IKZH]-[P]1 must be the alternation of black and blue colour (with the
inhalation of – of blue, during the expiration of – black);
− to establish knob ACCIDENT on RPK -52 to the position INCLUSIVELY.
It will ascertain that the pressure in the oxygen mask does not increase, the jet supply of
oxygen is perceived, but in the window of indicator is visible blue colored.
− to press to the button of the start of the continuous feed of oxygen on RPK -52
THE CONTROL Of [o]2 VKK and to be convinced of the filling of the cameras
of tightener VKK. After the termination of the large supply of oxygen, without
expecting pressure relief from the cameras OF VKK, to release button THE
CONTROL Of [o]2 VKK and to press the button CONT. of inspection on the
pressure regulator RD -15. After ascertaining that in the mask is created the
excess pressure, to release button. With the presence of the leakage of oxygen in
the obturator to increase the pull of mask with the aid of the cross bars.
After the termination of inspection to establish on RPK -52 handle ACCIDENT to the
position OF OFF, and handle 100% [o] it is 2nd MIXTURE to the position MIXTURE.
3.4.4. To check the work of oxygen equipment set together with the automatic pressure
control AD-15, for which:
− is short-term (to 1 – 1,5 it flogged) to press to the head of automatic machine AD-
15 and to be convinced of the simultaneous creation of excess pressure in the
cameras PPU VKK ([PPK]) and in the oxygen mask;
− to release the head of automatic machine and to be convinced of the release of
excess pressure from mask and cameras PPU VKK ([PPK]);
− to set the knob [DAVL] of – OF OFF on RD -15 to the position OF OFF;
− to short-term press to the head of automatic machine AD-15 and to be convinced
of the creation of excess pressure only in the cameras [PPK] VKK ([PPK]);
− to release the head of automatic machine and to be convinced of the pressure
relief from the cameras PPU VKK ([PPK]) (in the cameras it will remain
insignificant backwater).
After inspection the knob [DAVL] of – OF OFF on RD -15 to establish to the position
PRESS.
WARNING.
1. With the flights with the oxygen mask without VKK IT IS FORBIDDEN to execute
testing under the excess pressure.
2. With the pressure buildup in the oxygen mask with the [nenazhatoj] button CONT.
on the regulator RD -15 or the impossibility of its creation with the pushing of the
knob of inspection on RD -15 accomplishing flight IS FORBIDDEN.
3.4.5. By setting the switch of voltmeters CONTROL to the position LEO, THE LAWS
with the switch oned switch [AER] [PIT] to check the presence of voltage from the airfield power
sources, which must be:
18 Section e
−of the direct current of – 27-29 [v];

−of alternating current of – 115-120 v.
On the energy-shield to include the switches: GENERATORS ~ OF CURRENT LEO, THE
GENERATORS ~ OF THE CURRENT OF LAWS, ACCUMULATOR 1, ACCUMULATOR 2,
[PREOBRAZ] 2 and [PREOBRAZ] 1.
3.4.6. To include all switches on the flap of distributors, feed [PNK], and also all
switches on the flap of feed of systems, with exception of switches [OPS] and [OPOZNAVAN] (they
are included after engine starting).
WARNING. In flight switches AIRCRAFT and POWER № 1 and № 2 (the I and THE II), RADIO-
ELECTRONIC of № 1 and № 2 (the I and THE II) on the flap of distributors
to use IS FORBIDDEN.
3.4.7. Before the flight at night to check and to control external and internal lighting
equipment, for which:
− to include and to control the brightness of illumination in the cabin by handles
INSTRUMENT LIGHTING, THE ILLUMINATION OF LEFT SIDE, THE
ILLUMINATION OF THE STARBOARD and by rheostat FLOODLIGHT;
− to control the direction of the luminous flux from the lamps of floodlight;
− to control the necessary intensity of the glow of signals on the signal panel with
the aid of the handle THE BRIGHTNESS OF TUBES ON THE BOARD, the
tubes of the signalling of panels with the aid of the switch THE BRIGHTNESS
OF TUBES ON THE FLAPS THE NIGHT of – THE DAY also of the tubes of
signalling;
− to establish the switch necessary brightness ANE to the position and to check the
work OF ANES;
− to check proper working order of taxiing and landing lights.
3.4.8. To check proper working order of all light signals and tubes on the signal panel and
the flaps by pushing of knob THE INSPECTION OF TUBES, to after which press the pushbutton
indicator S OF SIGNAL PANEL, in this case it must go out.
3.4.9. To check on the built-in control the fitness for work of the fuel-level gauge- flow
metre 1-2 min after its switching on, for which:
− on [PKU]- " to press button ZERO, in this case the index of scale T on [ISTR]
must descend to the value of 0 ± 100 kg. during a change in the indications of
scale T it must catch fire signal OST 1,5, whiches indicate proper working order
of the unit [BKS] of 2-4[K]. to release button, in this case the index of scale must
be raised to the value of a quantity of fuel, measured by fuel-level gauge;
− to check on the fuel-level gauge- flow metre a quantity of filled fuel according to
mission for the flight and to establish on onboard hours exact time.
3.4.10. To establish on the barometric altimeter VD -20:

− pointer to zero with the flight from the airfields, which glow height difference is
above sea level less than 1000 m, in this case the pressure in the dial face must
not differ from the pressure according to the data of meteorological station at the
level of airfield more than on 2 mm Hg;
− pressure 760 mm Hg with the flight from the airfields, which have the height
difference above sea level of 1000 m and more, in this case the height in the dial
face must not differ from the barometric height of airfield according to the data of
meteorological station more than on 25 m.
WARNING. If the disagreement between the indications of pressure (height) on the instrument and
19 Section e
the pressure (height) according to the data of meteorological station exceeds

2 mm Hg (25 m), the sortie, a also unscrewing the nut of the rack of
instrument for eliminating the disagreement IS FORBIDDEN.
3.4.11. To check the readiness of complex [PNK] from the luminescence of signals, the
position of controls on the panels and readings of the instruments, which must be the following:
On the control panel BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER

and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO SYSTEM:
− on the leftist and by law digital indicators luminesces digit 1;
− on the signal signal panel luminesce signals PPM, CONTROL, IS PATH, [RM],
CRUSTS [RM];
− of button ψ + 180°, NT [RUCH], [RM] [RUCH] are not pressed;
− switch is LIGHTHOUSE [NENAPR] - FOR EXAMPLE in the position, which
corresponds to the mode of the work of surface radio beacon;
− switch UPR TSCVM $$RTQVM - DIGITAL COMPUTER- INPUT [CHK] into
the position UPR TSCVM $$RTQVM - DIGITAL COMPUTER;
− the switch of modes in the position [PROGRAM].
On the control panel ARK and OF IR- VK:

− switch CHANNELS in the position, which corresponds TO THE OUTER
MARKER BEACONS of airport of departure;
− regulator IS LOUD in the end position clockwise;
− switch TLF- TLG in the position TLF;
− switch K[O]M-AHT in the position K.
Position of control knobs OF THE IR- VK:

A) with accelerated preparation:
− the button [REZH] OF SLAVES is pressed, the button IKV OSN is not pressed,
the indicator of button luminesces;
− of the button IKV [P]OBT, IKV OF TANBARK, [ZK] [RUCH] and OF MK are
not pressed, their indicators do not luminesce;
− [ZMS] is established the magnetic variation of airfield;
− on MOUTHS luminesces signal CALCULATION FROM [SVS].
b) with normal preparation:

− the indicators [PODG] [USK] and [PODG] OF STANDARDS luminesce;
− of the button IKV OSN, IKV [POVT], IKV OF TANBARK are not pressed, their
indicators do not luminesce;
− of the button [ZK] [RUCH] and MK are not pressed;
− with a constant luminescence of the signal [PODG] OF STANDARDS to press
the button [REZH] OF SLAVES, in this case is gone out the signals [PODG]
[USK] and [PODG] OF STANDARDS, and indicator will fluoresce on the button
IKV OSN;
− on [ZMS] is established the magnetic variation of airfield.
To ascertain that the button MK is not pressed (indicator in button it is extinguished).
3.4.12. To be convinced of the fact that on PNP the current course is equal to parking
course, the predetermined course, TO EVIL and distance they are equal to course and distance to
selected PPM ([AER]), blinker KS is retracted.
On KPP are indicated the tail clearance angles of listing and pitch.
3.4.13. In the mode WORK to check on instruments PNP and KPP the course indication,
listing and pitch from duplicating IKV, for which:
20 Section e
− to press the button IKV OF THE TANBARK (button IKV OSN it is not pressed,
the indicator of button it went out, the indicator of the button IKV OF
TANBARK it caught fire) in this case the indication of great-circle course, listing
and pitch must not differ from indications to fundamental IKV;
− to return the button IKV OF TANBARK to the initial position, to for which press
it for a second time, in this case the indicator of button goes out, and the indicator
of the button IKV OSN will catch fire;
− to press the button IKV OSN, in this case the indicator of button continues to
luminesce, and the indication of great-circle course must be equal to the true
course (with the pulled button);
− to return the button IKV OSN to the initial position, to for which press it for a
second time, in this case the true course must remain before.
To be convinced of the fact that on the panel of the setting device:

− on the setting device of pressure is established barometric pressure at the level
RUNWAY(S) with the flight from the airfields, which have height difference
above sea level less than 1000 m or pressure 760 mm Hg with the flight from the
airfields, whose height difference 1000 m and more;
− the button [PIT] [PNK] is pressed, indicator luminesces;
− switch INDUCTION [AVT]-[RUCH] is established to the position AUTHOR.
3.4.14. Controls of system “[Nartsiss]” to set to the initial position:

− switch DAY-NIGHT- GRID on ILS to the position DAY or NIGHT depending on
the level of external illumination;
− knob IS BRIGHT on ILS to the end left position;
− switch LABEL- TRACK on [IPV] to the position LABEL;
− the switch OF TIME- TANBARK on [IPV] to the position OF TANBARK;
− knob IS BRIGHT on [IPV] to the end left position;
− the wafer-type switch of the flight modes B3[L] of – THE ROUTE of – N is low
– SETTLEMENT into the position [VZL], the switch of modes on the control
panel [SUV] to the position [NAVIG], in this case on the indicators ILS and
[IPV] will appear the information, which corresponds to the mode of takeoff (Fig.
16).
For conducting of the built-in control to press button TEST on ILS, in this case on the screens ILS
and [IPV] must appear test picture, whiches indicate the normal work of system. After inspection
button TEST to release.
3.4.15. To check fitness for work RSBN $$RTRSBN - SHORT-RANGE NAVIGATION

RADIO SYSTEM, ARK, radio altimeter, PNP and YES -200. To be convinced of the fitness for work
of system [SVS]-2[TS] on the luminescence on ILS of the velocity not more than 100.
3.4.16. To check the correctness of the input of flight program in BTSCVM

$$RTBQVM - HIGH SPEED DIGITAL COMPUTER, for which on PU BTSCVM $$RTBQVM -
HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION
RADIO SYSTEM:
− to press button PPM, in this case on the signal signal panel will luminesce in the
flashing mode signal PPM;
− to press button with the digit, which corresponds TO PPM of № 2, in this case on
PNP must be indicated the reference quantities of distance, [ZPU] and of
predetermined course on PPM of № 2, on the left digital of indicator - number of
this PPM, and the signal PPM of [perejdjot] into the mode of a constant
luminescence;
− to check the performance of the reference quantities of distance and
predetermined course on remaining PPM, pressing alternately button PPM and
21 Section e
buttons, which correspond to number PPM (e, 4, shch, ', ", 8).
3.4.17. To check the correctness of the transmission of azimuths to the programmed

radio beacons, for which:
− to press the button [RM] [RUCH] and button [RM], in this case on the signal
signal panel will fluoresce in the flashing mode signal [RM];
− to press button with digit 2, in this case on PNP pointer KUR must work out the
value of azimuth on [RM] 2, on by law digital indicator will fluoresce the number
of this [RM], and signal [RM] will pass into the mode of a constant luminescence;
− to analogously check the performance of azimuth to remaining [RM], to after
which press button with digit 1 and button [RM] [RUCH], in this case the
indicator [RM] [RUCH] will go out, and on by law digital indicator will be
indicated digit 1 and will be worked out the value of azimuth on [RM] 1.
3.4.18. To check distance and predetermined courses on the programmed airfields, for
which:
− to press button [AER], in this case on the signal signal panel signal [AER] will
luminesce in the flashing mode, and signal PPM will go out;
− to press button with digit 2, in this case on PNP must be indicated distance and
the predetermined course on [AER] 2, on the left digital indicator digit 2, and
signal [AER] will pass into the mode of a constant luminescence;
− to analogously [provorit] the performance of distance and of predetermined
course; on [AER] e; after testing of the input of program to all PPM and [AER] to
press button [PP]M and button about by digit 1, in this case on the signal panel
will luminesce the signal PPM, and on the left digital indicator digit 1, and on
PNP will be worked out distance and predetermined course on PPM -1.
3.4.19. To [provorit] the fitness for work of the communications radio station.
3.4.20. To [provorit] pressure in the pneumatic system, one must be 185 – of 200
[kgs]/[sm]2
.
3.4.21. To check the pressure of the charging of hydroaccumulators (95 – of 100

[kgs]/[sm]2
), after pressing button THE CONTROL [GIDROAKK] on the instrument panel.
3.4.22. To include the switches of the squibs of seat.
To give aircraft technique the command: “To set firing handle to are operating the
position and to remove from it surface safety device”. To control the removal of surface safety device
and to be convinced of the reliable fixation of firing handle in the operating position.
3.5. Engine starting.
3.5.1. Engine starting on the earth to execute from the airfield power sources, and if
necessary from onboard storage accumulators, with switch oned onboard accumulators with any
starting. After obtaining permission to the starting, to give command the aircraft technique: “From
the engines”.
Engine starting to accomplish in the following order:
− to establish three-position switch on the flap of engine starting to the position
STARTING;
− to establish RUD started an engine for the stop IDLING to 10 – 15 mm, and then
to the stop IDLING;
− to press button STARTING LEO (LAWS) to 1–2[s], in this case must fluoresce
signal STARTING LEO (LAWS).
Is permitted to if necessary execute starting of the simultaneously two engines by
22 Section e
simultaneous or sequential pushing of knobs STARTING LEO and STARTING OF LAWS.
3.5.2. Moment of starting to monitor on noise of the working turbostarter and increase in
the engine revolutions.
In the process of starting to monitor:
− the temperature of gases behind the turbine, which must be not more than 600°[S]
(not more than 630°[S], if the temperature of the gases before the starting on the
indicator is more than 40°[S]) to the period not more shch it flogged;
− the extinction of signal STARTING LEO (LAWS) after 50 flogged from the
beginning of starting or on the revolutions of 52 – 54%;
− turning off of turbostarter on revolutions 52–54% (it is determined by sound
change).
WARNING. If on revolutions 54% did not occur turning off of turbostarter, to discontinue start ing by
the installation of ores to the stop “STOP” and by pushing of knob “STOP”.
Engine after turning off of turbostarter automatically leaves for idle r.p.m.; the maximum
temperature of gases behind the turbine must not exceed on the idling of 460°[S].
3.5.3. If during shch of – " s. turbostarter it was not launched (there is no characteristic
noise, they do not grow engine revolutions), to discontinue starting by installation RUD to the stop
OF FEET and by pushing of knob STOP, to after which execute the warming up of turbostarter in the
following order:
− to set three-position switch to the position THE WARMING UP OF STARTER;
− to press button STARTING.
At the termination of warming up to execute engine restart.
3.5.4. If through 20 – 25 flogged after pushing of knob STARTING is engine it was not
launched (revolutions they do not increase more than 20% and it does not grow the temperature of
gases), to discontinue starting by installation RUD to the stop OF FEET and by pushing of knob
STOP. Subsequent starting to execute after the explanation of the reason for [nezapuska].
WARNING.
1. Engine restart is permitted to execute after the termination of the rotation of rotors.
2. To stop engine by closing fire plug, if this is not caused extremely by need, IS
FORBIDDEN.
3. In the process of the output of engine to THE IDLING on the revolutions of more
than 55% can luminesce the signals on THE MOUTHS: “REVOLUTIONS LEO
(LAWS) LOWER than 90%” and short-term (not more e it flogged) “DUMP
REVOLUTIONS LEO (LAWS)” and “SUPERHEATING LEO (LAWS)”.
4. Engine starting to cease by transfer RUD into the stop “STOP” in the cases (besides
those indicated earlier):
− a increase in the temperature of gases behind the turbine than higher permitted
or in the absence indications on the instruments for monitoring of revolutions
or temperature;
− of the onset of flutter or buffeting;
− of luminescence on THE MOUTHS of the signals “OF [OBLEDEN]
[VOZDZAB]” or “THERE IS NO ADDING”;
− upon command aircraft technique;
− from onboard storage accumulators is allowed not more than three attempts at
the starting.
3.6. Inspection of aircraft systems with the operating engines.
3.6.1.After starting of both of engines and their output for idle r.p.m. to be convinced in
the absence on THE MOUTHS of any signals.
23 Section e
To include switches [OPS] and [OPOZNAVAN].
WARNING. If signal “DISCONNECT DRIVE LEO (LAWS) GENERATORS” after the output of
engine to THE IDLING it did not go out, then to avoid of the breakdown of
drive to stop engine.
To give command to the taking apart of airfield feed.

To set the switch of voltmeters CONTROL to the positions: LEO, LAWS and to check the
voltage of onboard sources, which must be:
− of the direct current of 27 – 29 [v];
− of alternating current of 115 – 120 v.
After inspection switch CONTROL to set to the position LEO.
3.6.2. Testing aircraft systems to execute with the work of engines on idling.
For inspecting the fuel system to press button PUMPS on [PKU]- " n 3. shch flogged, in
this case the green light above this button must fluoresce.
To ascertain that the pressure in 1 and 2 hydraulic systems is within the limits of 260 – of
[kgs]/[sm]2
300 .
To check the systems of the fundamental, emergency and starting braking of – is
monitored on the pressure indicators in the wheel brakes. (Must be respectively 105 – 120, 90 – 110
and 175 – of 220 [kgs]/[sm]2).
3.6.3. At a temperature of surrounding air lower than – of 30°[S] for the warm-up of
working fluid to produce consecutively on 2 – 4 complete reversals of stabiliser, rudder, flaperons,
leading edges of wing and speed brake and so many the starts of fundamental emergency and starting
braking.
With the aid of the control knobs of flaps to check on the indicator IP (INTERNET
PROTOCOL) -52 their release and retraction, to check work of speed brake.
To ascertain that the signals of the green colour luminesce on the instrument panel:
− OF [TRIM].[EL].[NEJTR];
− [TRIM].[ST]. NEUT.;
− OF [TRIM].[RN].[NEJTR].
3.6.4.Before the inspection of control system by aircraft to be convinced of the fact that:
the indicator Of [ksh] shows the value Of [ksh] in the limits of 0,9 – 1,1;
−
the indicators of the position of stabiliser show the position of its consoles, which
−
corresponds to the deflexion of control stick;
− the indicator of the position of noses edges shows the position of noses edges.
After engine starting on the panel [SDU] is possible the ignition of the knob-lights of the
failures of subchannels. By sequential pressure of knob-lights to include the disconnected
subchannels.
To check the fitness for work of control system, for which:
− on the control panel [SDU] to include switches [DEMPF] COURSE and
[DEMPF] LISTING;
− the switch of modes [SDU] [AVT]-FLIGHT- SETTLEMENT to set to the
position FLIGHT, in this case on MOUTHS luminesces signal [PEREKL] MODE
[SDU], and the knob-light S OF SIGNAL PANEL begins to shine in the flashing
mode;
− to ascertain that the indicators of the position of stabiliser with the neutral
position of control stick show the neutral position of the consoles of stabiliser;
− to check deviation in the complete range of the control stick and pedals. During
the release of knob and pedals the latter must occupy the position, close to the
neutral.
For inspecting proper working order [SDU] control stick to hold in the end positions
24 Section e
during e of – 4 s. to open safety caps on the panel for the inspection [SDU] and to include switch 2, in
this case must luminesce by signal panel [SDU] in a constant luminescence;
− the switch OF THE WING LEADING EDGE to set to the position [AVT] and to
check on the indicator the deflexion of the wing noses edges n 3. of 4 maximum
bearings;
− to include switch WILL LIMIT α, PU;
− to check are retracted flaps (on the signalling);
− energetically with a rate 1 flogged to deflect the control stick to itself of – with
the deflexion of knob they must appear “pulling” efforts with the buffeting, which
do not block the full deflexion of knob. A increase of the efforts in this case
testifies about the normal work of the automatic machine of limitation α, PU.
With the slower deflexion of the knob of loading there must not be;
− to deflect knob to itself to 1/3 complete motions from neutral and to
consecutively press switch 1 upward, then down, fixing it in each position during
' of – 8 s.
With each pressure through 2 – e it flogged to deflect control stick to the left, then to the
right to 1/3 motions, fixing in this position during 2 – e s.
With the pressure of switch 1 must luminesce indicators [N] (direction) and F (flaperons)
on the panel for inspection; the indicators of the wing leading edges must show their deviation,
indicators of the position of the consoles of stabiliser - deflexion of consoles to one, then to other
side, and the indicator Of [ksh] - change of transmission ratio.
With the pressure of switch 1 upward must be perceived supplemental effort with the
transverse deflexion of knob from neutral of the value more than 1/3 complete motions.
With the pressures of switch 1 upward and downward on the knob must be perceived
increase of the pulling effort, escorted by buffeting, which testifies about the normal work of the
automatic machine of limitation α, PU with the inspection.
To set control stick to the neutral position, to disconnect switch 2, with this signal panel
[SDU] goes out after inspection.
Switch 2 to close with cap.
The switch of modes [SDU] to set to the position [AVT], in this case goes out signal
[PEREKL] MODE [SDU].
WARNING. To carry out takeoff with the luminescence of signal [SDU] IS FORBIDDEN.
With the carrying out of all inspections [SDU] indicated the knob-lights on the panel
[SDU] must not luminesce.
The luminescence of knob-light indicates the failure of the element of the corresponding
subchannel, in this case the knob-light luminesces in the blinking mode e of – shch it flogged, after
this time it continues to burn with even light to the moment of switching on of subchannel.
If failure in the subchannel fluoresces with any of the inspections, then for including the
rejected subchannel it is necessary to press the burning knob-light. With the start of subchannel the
tube goes out. After this, to twice repeat the inspection, with which is discovered the failure.
If failure is not removed by the pressure of knob-light, or it appears again with the
retesting, flight IS FORBIDDEN.
Functional test of control by aircraft to complete by the inspection SAU, for which:
− on PU OF IR- VK to press the button [ZK] OF MANUAL;
− to press on the panel SAU of button [NAVIG] and AUTOMATIC;
− to turn rack [ZK] on the instrument PNP and through e of – shch flogged to return
it to the initial position (left and right stabilisers they will move into the different
sides, will and then occupy previous position, it will go out the signal [TRIM]
NEUT.);
− to press button [PRIVED] to [GORIZ] (it will go out signal [NAVIG], it will
catch fire BY [PRIVED] to [GORIZ] and [Nbar]);
− to press button THE JETTISONING (all indicators SAU it is gone out);
25 Section e
− to set trim tab to the neutral position;

− on PU OF IR- VK to repeatedly press the button [ZK] OF MANUAL.
3.6.5. To check the fitness for work of responder [SRO], for which with the switch oned
on the flap of feed switch [OPOZNAVAN] (luminesces the signal [SRO] on MOUTHS on the
instrument panel, which must disappear through 1 – 2 min).
3.6.6. To check the work of responder A -511, to for which begin button CONT., in this
case must fluoresce tube ANSWER [SO].
Tube ANSWER [SO] lights up also with the answer to the inquiring signals of ground
RLS.
If tube already luminesces to the pushing of knob CONT. (it blinks), then the brightness of
its luminescence increases with the pushing of knob CONT. and blinking ceases.
26 Section e
SECTION 4
EXECUTION OF THE FLIGHTS
4.1. Preparation for the taxiing and taxiing.
4.1.1. To close the cockpit canopy. To check closing canopy lock on the extinction of
light signal LOCK LAMP on the signal panel of failures. It is permitted with the taxiing to open
slightly the hinged unit of lamp to the bearing of shch of – of 8°, that correspond 150 – 200 mm (with
the ignition of signal LOCK LAMP to in flight reduce velocity to 500 km/h and to discontinue
fulfillment of assignments). To put on oxygen mask and to connect to it the tube of t he compensator
of interference [ZSH]. To check the presence of excess pressure in the cabin, it must be not more than
0,06 [kgs]/[sm]2 (between two green points on [IKZH]).
4.1.2. After obtaining clearance to taxi, it is necessary:

− to include switch UPR BY WHEEL;
− to release flaps;
− to brake wheels and tax equipment the command: “To retract blocks”;
− after obtaining answer equipment “blocks they are retracted”, to [rastormozit]
wheel, in the beginning taxiing to check braking wheels.
4.1.3. With the taxiing to check the work of the mechanism of control of front wheel,
with the pedal deflexion the aircraft must be turned havock to the side of the [otklonjonnoj] forward
pedal without the application of brakes. The aircraft must move rectilinearly with the neutral position
of pedals. With the execution of turns on the taxiing to focus attention on the correctness of the
indications of course from THE IR- VK, the azimuth of aircraft from RSBN $$RTRSBN - SHORT-
RANGE NAVIGATION RADIO SYSTEM or KUR from ARK.
4.1.4. Taxiing speed must ensure the safety of the motion of aircraft and exclude the
possibility of collision with the obstacles, but not exceed by straight 50 km/h, on the turn 20 km/h
with the radius of turn not less than 15 m.
WARNING.
1. The short-term operation of the vocal information is allowed on the taxiing: “THE
CRITICAL ANGLE OF ATTACK, THE G TOLERANCE”.
2. With the luminescence of one or several emergency signals or signals of failures,
mission not to execute and to if necessary disconnect engines.
4.2. Takeoff.
4.2.1. Takeoff to execute with the released wing leading edges and the flaps in the combat
maximum or afterburning regimes of the work of engines.
With the target of the savings of the service life of engines with the basing on the airfields
with a length OF [BVPP] of 1800 m and more on the aircraft with a takeoff mass of more than 23000
kgf the takeoff is permitted to execute on full afterburner (combat, combat training); on the aircraft
with a takeoff mass of 23000-20000 kgf of – in the maximum (combat) mode; on the aircraft with a
takeoff mass of less than 20000 kgf the takeoff is permitted to execute in the maximum (combat
training) mode.
Takeoff from the airfield with the length OF [BVPP] is less than 1800 m with a takeoff
mass of more than 23000 kgf to execute on full afterburner (combat), with the takeoff mass less than
23000 kgf the takeoff is permitted on full afterburner (combat training).
Takeoff run length on full afterburner in the combat training mode in comparison with the
takeoff run length on full afterburner in the combat mode increases on 80-150 m (depending on
27 Section 4
takeoff mass).
After taxiing out to the runway, to taxi on straight 5-10 m and to stop aircraft, smoothly
increasing the degree of braking wheels to the complete, to apply starting brake.
To check the deflexion of stabiliser with respect to the indicator by the displacement of
control stick from itself, to itself to the stops.
To check the correctness of the indications of listing and pitch on KPP, the course of
takeoff and azimuth (KUR) on PNP.
With the presence of the divergence between the course RUNWAY(S) and the current
course on PNP, and also with the accelerated preparation OF IR- VK in the mode MK to produce the
correction of the course along the axis RUNWAY(S) with the use [SUV].
In flight without the use [PNK], when Ψ RUNWAY(S) of airfields are not programmed, to
execute the correction of course in the mode MK.
To include heating by switch PVD RESERVE, PPD and PVD IS FUNDAMENTAL THE
DOWS, in this case the signal THE HEATING OF THE DOWS on MOUTHS will go out.
Takeoff to execute with the [vkljuchjonnym] mechanism of control of the wheel of front
landing gear strut for facilitating countering the turning moment in the case of the failure of engine
on the takeoff and with the takeoff with the crosswind.
4.2.2. After obtaining clearance for takeoff, to plug shoulder straps, to smoothly increase
engine revolutions to the maximum, to [rastormozit] wheel and to begin takeoff. In the process of a
increase in the engine revolutions to be convinced of the fact that on MOUTHS do not luminesce the
signals of failures, in the case of the luminescence of one or several signals to retract engine
revolutions and takeoff not to perform.
With the takeoff on the afterburner the start of afterburner to carry out after the moving of
aircraft (after brake releasing of wheels).
WARNING.
1. If on the revolutions, close to the maximum, occurs the moving of aircraft (possibly on
the wet concrete), one should immediately [rastormozit] wheel and to begin takeoff. In
the case of the turn of the aircraft relative to axis RUNWAY(S) takeoff to discontinue.
2. Or with the difference in the indications of the temperature of gases of more than
50°[S] accomplishing takeoff IS FORBIDDEN with the difference in the indications of
the revolutions under the conditions of the work of the engines “MAXIMUM” more
than 3%.
In first half of takeoff to the disengagement of front wheel takeoff heading to maintain
with the aid of the guided wheel of front rack and, if necessary, additionally with the aid of the
fundamental brakes, and in the second-half of the takeoff of – by rudders.
The effectiveness of flaperons and rudders is sufficient for the countering on the takeoff of
crosswind to 15 m/s.
In the beginning takeoff control stick to maintain in the neutral position, with reaching of
the velocity of 200 km/h by the smooth deflexion of control stick of itself to begin the incline of front
wheel to the normal takeoff bearing and to fix it to breakaway torque of aircraft.
With the normal takeoff bearing of the middle of the lateral mirrors of lamp they are
projected on the horizon, in this case the pitch angle on KPP will be near 10°.
4.2.3. The unstick speed of front wheel in the dependence on the takeoff mass of aircraft
is 230-280 km/h; the unstick speeds of aircraft in the dependence on the takeoff mass and the modes
of the work of engines are given in the nomograms ([ris].6, 8 book 2).
4.2.4. After the disengagement of aircraft, preserving takeoff bearing, on the height of 10 -
15 m to establish the switch of landing gear valve to the position IS RETRACTED, after this to
smoothly create the pitch angle of 15-20° on KPP and, without exceeding the velocity of 450 km/h, to
control landing gear retracting and discovery ZU. The load of pedals increases after landing gear
28 Section 4
retracting. If at least one ZU does not stand on the lock of the open position, but the velocity more
than 450 km/h, on MOUTHS luminesces the signal AIR ZAB IT IS CLOSED it is put out the vocal
information: “Air duct is closed, the velocity not more than 550 kilometers an hour”. In this case it is
necessary to collect the height more than 2000 m or it is short-term (on shch it flogged) to decrease
engine revolutions to 90%. If ZU is not opened, without changing flight conditions, to set the switch
OF GRID [VOZDZAB] to the position OPEN. If ZU is not opened also in this case, mission to
discontinue.
WARNING. In the case of the discovery “ZU” with the switch OF GRID [VOZDZAB] its installation
to the position [AVT] to carry out after the landing before the taxiing with
RUNWAY(S).
At the velocity not more than 600 km/h to retract flaps.

Retraction of flaps to control on the extinction of green signal on IP (INTERNET
PROTOCOL) -52.
In the process of landing gear retracting green signals go out, luminesces the central red
indicator, which goes out with the gear up position and the retracted flaps. Time of landing gear
retracting 7-8 s.
To be convinced of the fact that after the landing gear retracting of the wing leading edge
occupied the position, which corresponds to the current angle of attack.
4.3. Landing.
4.3.1.Before the landing approach to check and to ascertain that pressure in the hydraulic
systems 260 - 300 [kgs]/[sm]2.
4.3.2. On the straight line before the third turn at the velocity not more than 500 km/h to
lower landing gear. In this case automatically are deflected the leading edges of wing (if the switch
HO[SKI] OF WING is located in the position [AVT]). Small moment to the dive appearing in this
case it is easily sultry by control stick. Extension of landing gear to monitor on the ignition of green
signals on KP -52 and on the luminescence of the signal panel OF CHASSIS IS RELEASED, and
also on the pressure recovery in the first hydraulic system to 260-300 [kgs]/[sm]2, while the release of
noses edges on the indicator.
Switch of landing gear valve to leave to the positions RELEASED.
4.3.3. Before the fourth turn to release flaps. Extension of flaps to monitor on the ignition
of green signal on IP (INTERNET PROTOCOL) -52.
In the case of extension of flaps with the retracted landing gear on IP (INTERNET
PROTOCOL) -52 the central red indicator, which works in the flashing mode, luminesces. The
luminescence of signal is escorted by vocal information “by chassis retracted”.
4.3.4. Fourth turn to execute at the velocity of 350 km/h with the listing not more than
45°.
OUTER MARKER BEACONS to pass at the height of 200 m and velocities of 310-320
km/h. Reduction to execute with a vertical velocity of 5-3 m/s. BPRM $$RTBPRM - CLOSE-IN
HOMING BEACON to pass at the height of 60 m and velocities of 290-300 km/h.
During the gliding after passing boundary marker beacon to decrease the gliding speed so
that at the beginning of alignment it was equal to 260-270 km/h (depending on landing weight of
aircraft).
4.3.5. Alignment to begin from the height of 8-10 m, the rate of the selection of knob to
itself to maintain in accordance with the approximation of aircraft to the earth. After finishing
alignment at the height not more than 1 m, to smoothly retract RUD to the stop of idling and,
continuing to drive out knob to itself (in proportion to by descending aircraft), to create normal
landing angle, equal 10-12°. The expenditure of control stick for compiling of landing angle is 4-5
29 Section 4
cm.
WARNING. In the landing process the sharp movements by control stick can lead to the rocking of
aircraft on the pitch.
4.3.6. Landing speed, landing run with the let-down flaps and the wing leading edges and
with the application of wheel brakes immediately after lowering of front wheel depending on landing
mass, are given in the nomograms ([ris].7, 8 book 2).
Landing speeds and landing runs of aircraft with the bomb suspension and [NRS] it
increases respectively by 5-10 km/h and 50 m.
After the contact RUNWAY(S) by fundamental wheels, to release drag chute, to lower
front wheel and to completely press brake pedals. Negative pitching moment with the production of
drag chute it to be sultry by the deflexion of control stick “of itself”.
4.3.7. With the landing approach with the crosswind to struggle with the drift, up to the
contact, by the selection of course. After the contact RUNWAY(S) by fundamental wheels, without
lowering front ear, by the smooth pedal deflexion to establish the aircraft along the axis
RUNWAY(S), holding it from the attachments by the deflexion of control stick against the wind. The
expenditure of pedals and control stick with the corrective turn of aircraft composes 1/3 and 1/2
motions respectively.
During lowering of the front wheel of pedal to set to the position, close to the neutral and
to begin braking. Drag chute to release if necessary after lowering of front wheel. On the landing run
with the omitted front wheel tendency toward the turn against the wind it to be sultry with the aid of
the guided wheel of front rack and if necessary with the aid of the fundamental brakes.
After landing run or upon command with KP to dump drag chute and to unplug shoulder
straps.
WARNING.
1. Emergency braking system on the landing run to use and the cases of the malfunction
of primary system, for which at the velocity not more than 220 km/h the handle of
emergency braking is smooth for 2-3 to extend to itself to the complete motion and to
hold in this position to the stopping of aircraft, in this case minimum landing run is
ensured with the application of a drag chute.
2. With the landing on RUNWAY(S), partially covered with ice, at the end landing run at
the velocity less than 30 km/h it is necessary to decrease the pressure in the brakes for
preventing the appearance of a skid of wheels.
4.3.8. After taxiing with RUNWAY(S) to disconnect the switches of heating PVD THE
RESERVE, PPD and PVD IS FUNDAMENTAL BY THE DOWS, to retract flaps and wing leading
edges.
4.3.9. After taxiing to the parking, to disconnect [PNK], to open lamp and to disconnect
engines, to for which establish ores to the stop OF FEET.
WARNING.
1. If the afterburning of fuel in the afterburner occurs after engine shutdown, it is
necessary to execute the warming up of engine, and in the case of active combustion to
launch engine. For the warming up of engine with the position RUD to THE STOP the
switch is “THE WARMING UP OF THE ENGINE of — THE STARTING of — THE
WARMING UP OF STARTER” to establish to the position “WARMING UP OF
ENGINE” and to press button “STARTING”. Time of the warming up of engine 50- of
55 s.
2. Before the discovery of lamp to ascertain that the excess pressure in the cabin (drop)
does not exceed 0,06 [kgs]/[sm]2 (between two green points on [IKZH]). With the height
difference of the pressure indicated to unseal cabin by the crane of depressurisation.
30 Section 4
After setting RUD to the position OF FEET to disconnect all users of electric power,
except the sources of power, which to disconnect after the complete stop of the rotor of engine.
To disconnect the switches of the squibs of seat and to give command the aircraft
technique: “To supply the surface safety devices (safety device) on the levers of the locking of firing
handle” and “to set firing handle to the off-position”.
4.4. Drift to the second circle.
Drift to the second circle is possible from any height, up to the contact RUNWAY(S) by
wheels. Drift to the second circle without the contact RUNWAY(S) is ensured from height 20 -15 m.
After making a decision about the drift to the second circle, to set RUD of engines to the
position MAXIMUM, to discontinue reduction and, without allowing the speed loss of less than 270-
260 km/h, to translate aircraft into the climb, retracted landing gear and flaps.
WARNING.
1. The accelerating ability of engines from the idling to the maximum nonafterburning
regime is equal to 4-5 s.
2. The minute fuel consumptions in flight in the circle in the takeoff and landing layout
at the velocity of 450 km/h comprise with the extended gear 65 kgf/min.
4.5. Special features of flights “by pipeline” and sequential take-off and landings.
Flights “by pipeline” to execute on the airfields with the length OF RUNWAY(S) not less
than 1800 m on the aircraft without the suspensions for the performance of takeoff and landing in the
daytime and at night. First landing to execute with the fuel remainder not more than 3000 kg.
With the remainder of the fuel 3000 - 2000 kgf takeoff “by pipeline” to execute in the
maximum (combat) mode of the work of engines.
With the fuel remainder not more than 2000 kgf the takeoff “by pipeline” is permitted to
execute in the maximum (combat training) mode of the work of engines.
Technology of accomplishing landing in accordance with p. 4.3.
After the contact RUNWAY(S) and stable landing run on the fundamental wheels during
3-4 it flogged to establish the normal takeoff bearing of aircraft, to translate RUD for 1- 2 flogged to
the position MAXIMUM and, maintaining takeoff bearing, to produce takeoff.
WARNING. If in the process of a increase in the engine revolutions to the maximum appears the
energetic turning moment, for countering of which is required the steady
deflexion of pedals of more than 1/2 motions, to be guided by
recommendations p. 6.6.
A maximum quantity of flights “by pipeline” must not exceed four. The fuel remainder
before the final takeoff must be not less than 1200 kg.
Is permitted also accomplishing two sequential landings, in this case the first landing must
be executed with a maximum landing mass not of more than 20000 kgf, without the application of a
drag chute since the beginning of the braking to V ≤ 200 km/h.
Landing run with these conditions is 1450-1500 m. the time of taxiing between the
termination of landing run after the first landing and the beginning of takeoff in the second takeoff
must compose not less shch of the minutes, necessary for cooling the wheel brakes.
WARNING. Sequential landings it is permitted to execute at a temperature of surrounding air not

more than 30°[S].
The second landing is executed with the application of a drag chute and wheel brakes as
indicated into [p].4.3.
31 Section 4
4.6. Landing with the failure of the exhaust system of flaps.
If they were not released with the pressure of the flap lowering button also on IP
(INTERNET PROTOCOL) -52 does not luminesce the signal of extension of flaps, to press button to
their retraction, landing to execute with the retracted flaps.
In this case to maintain gliding speed after the fourth turn to 15-20 km/h greater than with
the landing approach with the let-down flaps.
Landing speed and landing run of aircraft with the retracted flaps increase by 10 -15 km/h
and 50- 60 m respectively.
4.7. Landing with the failure of automatic control of the wing leading edges.
If after the extension of landing gear of the wing leading edge they are not deflected (it is
monitored on the indicator), to deflect them by hand, after setting the switch of noses edges to the
position THEY ARE RELEASED.
With the landing with the undeflected leading edges of wing (with the failure of control of
the wing leading edges) the switch OF THE WING LEADING EDGE to set to the position THEY
ARE RETRACTED. Gliding speed after the fourth turn and landing run of aircraft increase by 10 15
km/h and 50-60 m, correspondingly, α of dopa on the landing not more than 10°.
4.8. Flight in the maximum modes according to the velocity and the number M.
For achievement maximum Mach numbers the acceleration of aircraft to execute with the
work of the engines of under the conditions full afterburner.
With the trial target flight for the acceleration of velocity to the maximum Mach number
without the suspensions or from 2[khR]-27 and 2[khR]-73[E] to execute according to the following
program:
− the gain of altitude to 12000 m on the maximum, higher than 12000 m in the
afterburning regimes of the work of engines on the V is true = 850-800 km/h,
[M]= 0,8-0,85;
− the acceleration of aircraft on full afterburner in the level flight at the height of
13000 m to the maximum Mach number;
− the deceleration of aircraft to M = 0,8-0,85 or V so on = of 500 km/h. With the
low removals from the airfield reduction to execute at the high velocities.
During throttling of engine to the idling in the range of the numbers Of [m]=0,9-1,0 is
possible rumbling air ducts, which does not influence the stable work of engines.
Flight to the airfield to execute to [vysote]12000-13000 m with the Mach number = 0,8-
0,85. At the removal 150-170 km to translate aircraft for the reduction and to execute it at the
velocity of 500 km/h with the work of engines under the conditions SMALL OF NEWSPAPERS.
4.9. Flight to the service ceiling.
Flight to the service ceiling with the trial target to execute on the aircraft without the
suspensions or from 2[khR]-27 and 2[khR]-73[E] according to the following program:
− the acceleration of aircraft the earth has to V[pr]=650-670 km/h to the height
200 m in the afterburning or maximum ratings of the work of engines,
the climb before the reaching M = 0,8-0,85;
− the gain of altitude of 11000-12000 m on M = 0,8-0,85;
− to [vysote]1000-12000 m acceleration to the Mach number = 1,6 under the
conditions
full afterburner and on the Mach number = 1,6 climb before the reaching
the vertical velocity of 3-5 m/s;
− turning off of afterburner, installation RUD to the stop IDLING and reduction to
32 Section 4
the height of 12000-13000 m with the decrease of Mach number to 0,8-0,85;

− flight on M = 0,8-0,85 at the height of 12000-13000 m to the line of reduction (to
the distance 150-170 km);
− reduction on V so on = of 500 km/h with the work of engines under the
conditions IDLING to the flight altitude in the circle.
The service ceiling of under the conditions full afterburner (during production by 50%
of fuel from the normal reserve) without the suspensions is 18500 m.
In the combat training mode of the work of engines maximum Mach number = 1,75,
service ceiling 16300 m.
4.10. Flight to the pilotage.

General instructions
On the aircraft it is permitted to execute the figures of the simple, complex and aerobatics
over a wide range of velocities and flight altitudes within the limits of the permissible angles of
attack and g-forces with respect to [UAP] (on the operation OF [OPR]) taking into account the
special features, presented in the present subsection.
In the present subsection it is examined to pilots on the aircraft with the suspensions,
which are conditionally divided into the groups:
1 group - aircraft without the suspensions either from 2[khR]-73[E] + of 2[khR]-27[R]1 (P
-27T1), or from 2[khR]-73[E] + to 2 AB of calibre to 500 kgf, either 2[khR]-73[E] + of 2[khS]-25 or
of 2[khR]-73[E] + of 2[khB]-8[M] (2[khB]-13[L]);
2 groups - aircraft from 4[khR]-73[E] + of 6[khR]-27[R]1 (P -27T1) either of 2[khR]-
73[E] + to ' OF AB of calibre to 500 kgf, or 2[khR]-73[E] + of 4[khB]-8[M] (4[khB]-13[L]) or of
2[khR]-73[E] + of 4[khS]-25;
e group - aircraft from 2[khR]-73[E] + to 8 AB of calibre to 500 kgf or 2[khR]-73[E] + to
16 AB of calibre to 250 kg.
WARNING. Accomplishing pilotage IS FORBIDDEN with the different versions of suspensions.
The characteristics of the figures of pilotage in the combat and combat training modes of
the work of engines with [UR] in practise do not differ, with exception of the climb for the zoom.
Pilotage to execute only with the switch oned limiter of bearings α and PU. Output to the
critical angles of the attack of [pli] g-force is escorted “by stop” (by stepped increase in the efforts on
the knob on 15 kgf) and by buffeting of control stick. In this case luminesces signal “α, PU OF
CRIT.”, the escorted by vocal information “critical angle of attack, the G tolerance”.
System [OPR] with its correct operation ensures the high maneuverability of aircraft with
the safe pilotage on the boundary of the critical angles of attack and g-force.
WARNING. The overriding “of stop” with accomplishing of the figures of the pilotage of a
noticeable increase in the maneuverability does not give, but it is possible to
lead to stalling of aircraft or to the height difference PU of add.
With the creation of the given g-force with a rate of less than 2 flogged [OPR] it operates
at the small angles of attack and g-force. The rate of output to the permissible angles of attack and g-
force is determined “by stop” with the retention of the pulling stick forces.
With the flights at the heights less than 5000 m and the high indicated speeds, which
correspond to Mach numbers = 0,95-1,2, can occur the stops of control stick along the listing and
pedals because of the undercapacity of the hydraulic drives of flaperons and rudders; however,
controllability in this case remains sufficient and composes 25-30° per second.
Before accomplishing of pilotage it is necessary to tighten (to plug) shoulder straps. To
check on RD -15 the position of the handle OF [DAVL]- OFF, which must be in the position PRESS.
33 Section 4
TURN
Turns it is permitted to execute in the afterburning and nonafterburning regimes of the

work of engines in entire operating altitude range and velocities. There are no diffe rences in
accomplishing of left and turns to starboard. Before entering a curve to establish given speed by the
coordinated movement of the control stick and pedals to introduce aircraft into the turn with a
simultaneous thrust augmentation of engines to the necessary (preset) value.
Correctness of the execution of turn to monitor on the natural horizon (artificial horizon),
the rate-of-climb indicator, the altimeter, the speed indicators and g-force. On the maximum on the
thrust turn the velocity should be maintained by small changes in the g-force, and the height of – by a
change in the listing. Output from the turn to carry out with the coordinated movements of knob and
pedals with the simultaneous decrease of the engine thrust with the rate, which ensure s the retention
of velocity.
With the execution of the steady turns with the roll angles it is more than 65-70° (η[u] =
2,5 - e) the preset mode to additionally monitor in the value of the normal load factor.
The dependence of the g-force of the steady turns on height and flight speed is shown in
Fig. e, 4. In this case the maximum angular speeds of the steady turn of aircraft are achieved at the
velocities, that correspond to the maximum g-forces of the steady turn.
The forced (unsteady) turns of in the range subsonic flight speeds it is permitted to
execute, without exceeding the permissible angles of attack and maximum operational overloading
with respect to [UAP] or [OPR].
The presence of suspensions does not exert a substantial influence on the technology of the
execution of turn.
DIVE
Dive is permitted to execute with the bearings to 60° in the nonafterburning regimes of the
work of engines.
Input into the dive depending on the previous manoeuvre and required (preset) dive angle
to carry out from the turn or with roll.
Acceleration to every 1000 m of the lost height comprises on the dive from the height of
3000-5000 m with the retracted speed brake with the dive angles of 20-30°:
− 130-140 km/h - with the work of the engines of under the conditions idling;
− 250-270 km/h - with the work of engines under maximum conditions.
Pullout to carry out without the listing and the slip with the energetic (for 2-3 it flogged)
creation of required (preset) g-force.
Velocity the beginning of pullout with the work of the engines of under the conditions
idling must be less than maximum permissible for this version of suspensions to 50-160 km/h, with
the work of engines under maximum conditions - to 150-200 km/h.
PU of the mouths of
[vir]
7 Н=1000 м
Н=3000 м
6
Н=5000 м
5
4 Н=8000 м
3
Н=11000 м34 Section 4
2
1
300 400 500 600 700 800 900 1000 V km/h
Fig. e.
G-forces of the steady turns, aircraft from 2[khR]-73 + of 2[khR]-27, with 50%
fuel remainder from the normal servicing under the standard temperature
conditions, the mode of the work of engines MAXIMUM (for another mass of
η[uf] = of η[ust]. of [vir]. • 20000/m[f]).
PU of the mouths of [vir]
Зона неустойчивых
показаний приборов
Пу=8,0
8
Н=1000 м
Пу=6,0
7 Ө пик=60°
Н=3000 м
Н=5000 м
Пу=4,0
6 Ө пик=50°
Ө пик=40° Н=8000 м
5
Пу=2,0
4
Ө пик=30° Н=11000 м
3 0 1000 2000 Δ[N] vyv. (m)

Fig. shch ограничения
перегрузки, превышающие
2 Dependence of the lossηуofmax=8 при М<0,85; ηу max=5,5 при М≥0,85

height with the recovery from the dive on the
initial velocity of output with the different dive angles and different g-
1
forces on the output. The mode of the work of the engines of – SMALL
OF NEWSPAPERS speed brake is retracted.
500 1000 1500 V head vyv. (km/h)

Ө пик=60°
Ө пик=70° Пу=8,0
Ө пик=50°
Пу=6,0
Ө пик=40°
Пу=4,0
Ө пик=30°
Пу=2,0
0 500 1000 Δ[N] vyv. (m)

Fig. '
Dependence of the loss of height with the recovery from the dive on the
initial velocity of output with the different dive angles and different g-
forces on the output. The mode of the work of the engines of – SMALL
OF NEWSPAPERS speed brake is released. Suspension armament of –
35 Section 4
of 2[khR]-73 + of 2[khR]-27.
ROLL
The loss of height for roll and velocity of output from it they depend:
− from velocity and height of input;
− from the mode of the work of engines;
− from the position of speed brake;
− from the laws of control.
Before the input of aircraft into roll in the level flight to establish the given ones the mode
of the work of engines, velocity and height, then by the coordinated deflexion of the knob and pedals
for 2-3 flogged to turn the aircraft relative to longitudinal axis to 180° (to execute half-roll) and,
without fixing pitch angle in the inverted flight position, with the smooth taking of control stick to
itself for 3-4 it flogged to create the g-force, close to maximum permissible, or α[dop] (for this
version of suspensions). Subsequently turning to execute on the boundary of the operation OF [OPR],
without exceeding the allowed values of the angles of attack or g-force up to the termination of
figure.
In this case the loss of height for roll will be smallest.
To [ris].7 is shown the loss of height for roll with the input about the minimally permitted
height, depending on the mode of the work of engines, the velocity of input and versions of
suspension.
The decrease of angle of attack on each of 2° or g-force to 0,5 leads to a increase in the
loss of height for roll on 100-150 m.
It is necessary to remember that the committed error during the input into roll (the
excessive speed of input, the increased mode of the work of engines, the reduced height of input, the
input, stretched on the time) leads to the uncalculated loss of height.
With the input into roll at the velocities less than 500 km/h and to the work of the engines
of under the conditions idling against [UR] and 400 km/h - with [ABSP] and [NRS] to avoid of a
decrease in the velocity of less than 300 km/h on the manoeuvre to if necessary increase the engine
thrust.
To [ris].8 is shown the region of the feasibility of rolls depending on the mode of the work
of engines and version of suspensions.
ΔN (M)
Full afterburner
5000
Maximum
The idling
4000
3000
4 shch 2 e 1
2000
1000
300 400 500 600 700 800 900 1000 1100 1200 V the rest of substances (km/h)
Fig. "
Loss of height for roll, executed from the minimally permissible
36 Section 4
height, the law of control To [peu] max, α add.

1, e, 4 – aircraft from 2[khR]-73 + of 2[khR]-27
2 – aircraft from 4[khR]-73 + of 6[R]-27
shch of – aircraft with the bomb and unguided rocket armament.
N the rest of substances (m)
Full afterburner
14000
Maximum
The idling
12000
М=0,65 1 М=1,5
10000
М=0,82
8000
e 4
6000
shch 2
4000
2000
Fig. 8
Region of the feasibility of rolls. Law of control To [peu] max, α
add. 1, e, 4 – aircraft from 2[khR]-73 + of 2[khR]-27; 2 – aircraft
from 4[khR]-73 + of 6[khR]-27; shch of – aircraft with the bomb
and unguided rocket armament.
NESTEROV'S LOOP
Input into the loop, from provision conditions at the upper point of given speed, to execute
in the maximum or afterburning regime of the work of the engines in the range of he ights and speeds,
shown in Fig. 9 and 10.
The minimum speed of input into loop and rolloff or Nesterov's loop, shown in the figures,
are determined of provision condition in the trajectories of the velocity not less than 300 km/h for
50% of remainder of normal propellant loading in the standard temperature conditions. With a
increase (decrease) in the fuel remainder on 500 kgf the minimum speed of input increase (they
decrease) to 20 km/h.
Before the input into the loop to establish the given ones the mode of the work of engines,
velocity and flight altitude, then by the taking of control stick to itself to create for 2 -3 flogged g-
force 4,5-5,5, monitoring its value on the indicator, without exceeding operational overloading for
this version of suspensions.
The rate of the selection of control stick on the ascending unit of loop must be so as to
maintain the g-force before reaching of the angles of attack of 14-16° indicated, to and then maintain
these angles of attack to the approach of aircraft to the upper point of loop.
At the upper point of loop the velocity must be not less than 300 km/h.
With the passage of the upper point (nose of aircraft “it lies down” on the horizon) to
disconnect afterburner and to smoothly decrease, if this is provide ford by mission, the engine
revolutions, to rate height and flight speed.
If we at the upper point of loop the height less than the minimum for accomplishing roll,
finish figure by half-roll.
37 Section 4
After the passage of the upper point of loop and lowering of the nose of aircraft lower than
the horizon for purposes of the decrease of the loss of height is permitted to pilot on the boundary of
the operation OF [OPR]. Further pilotage to accomplish just as with accomplishing of roll.
With accomplishing of the formed loops and loop and rolloffs (with the minimum radius)
necessary for 3-4 it flogged to create g-force or angle of attack, close to maximum permissible for the
given velocity of input and version of suspensions, and subsequently to maintain these values it was
fragile attack and g-force, without overpowering [OPR] up to the termination of figure.
To [ris].9 is shown the region of the feasibility of the forced Nesterov's loops and loop and
rolloffs.
The climb on the ascending unit of loop composes 1000-2000 m depending on height,
rates of input into the loop and g-forces.
Note. With accomplishing of loops and loop and rolloffs in the supersonic region of
the in the range transonic speed is observed “the pickup”.
With accomplishing of loops and loop and rolloffs in the supersonic region at the heights
of more than 11000 m with the passage of supersonic speed range with the completely undertaken
control stick “to itself” is possible the throw on the angle of attack than higher permitted, up to α SV
To avoid throw on the angle of attack with [dobiranii] of control stick “to themselves” in
the process of braking at the moment of decreasing the g-force (stabiliser it is located on the stop) to
fix control stick (without driving out “free motion”) and with the approach to the Mach number = 1,0
to return it “from themselves” to 1/are 5th 1/4 motions.
8000
Full afterburner
2хР-73 + 2хР-27
7000
Минимальная скорость Закон управления Пэу макс, α доп
на траектории 300 км/ч
6000
2 группа
5000
4000
1 группа
3000
Зона неустойчивых
3 группа показаний приборов
2000
М=0,85 М=0,9 М=1,1

1000
0
Fig. 9
Region of the feasibility of the Nesterov's loops and loop and rolloffs for
the aircraft with 50% remainder of normal propellant loading under the
standard temperature conditions. Law of control PU = 4,5-5,5; α = 14°-16°.
With a increase (decrease) in the fuel remainder on 500 kgf the minimum
speed of input increase on (they decrease) to 20 km/h.
38 Section 4
Maximum
5000
Минимальная скорость
на траектории 300 км/ч
4000
1 группа
2 группа
3000
М=0,9
М=0,85
3 группа
2000
1000
600 700 800 900 1000 V the rest of substances (km/h)

0 Fig. 10
Region of the feasibility of the Nesterov's loops and loop and rolloffs for
the aircraft with 50% remainder of normal propellant loading under the
standard temperature conditions. Law of control PU = 4,5-5,5; α = 14°-
16°. With a increase (decrease) in the fuel remainder on 500 kgf the
minimum speed of input increase on (they decrease) to 20 km/h.
LOOP AND ROLLOFF
Loop and rolloff it is permitted to execute at the same modes of the work of engines,
heights and velocities, that also Nesterov's loop. The order of activities and the distribution of the
attention of pilot to the approach to the upper point of figure are analogous to activities and
distribution of attention with accomplishing of loop.
With the approach to the upper point (nose of aircraft “it lies down” on the horizon) at the
velocity not less than 300 km/h by the coordinated movement of the control stick and pedals to
execute half-roll in time 3-4 flogged to derive aircraft in the level flight.
If the velocity of aircraft with the approach to the upper point proved to be less than 300
km/h, it is necessary, without allowing a increase in the angle of attack of the more allowed values
and the deflexion of control stick in lateral sense, to set pedals to the neutral position and to fix them.
After lowering of the nose of aircraft are lower than the horizon increases in the velocity of flight to
350 km/h to execute half-roll and to derive aircraft into the level flight.
The climb for the loop and rolloff with the input on full afterburner from the height of
3000 m and velocities of 800 km/h is 3000 m with PU = 4 and 2000 m with PU = '.
39 Section 4
OBLIQUE LOOP
Input into the oblique loop is permitted to execute at the same modes of the work of
engines, heights and velocities, that also into the Nesterov's loop, but in this case one should consider
that the climb for the ascending unit of figure will be less than on the Nesterov's loop.
Before the input into the oblique loop it is necessary to outline reference point, to establish
given speed, to create the required listing and to fix it, with the neutral position of control stick along
the listing without the slip to introduce aircraft into the oblique loop just as into the Nesterov's loop.
In the process of accomplishing the oblique loop the listing continuously changes. The
inclination of the plane of oblique loop is determined by initial roll angle and is monitored on KPP
and natural horizon. On KPP to monitor initial roll angle in the lower and upper uni ts of the oblique
loop, on which ascends and descending the units of oblique loop with the bearings of the turn of 90°
and 270° the listing must be 90°.
At the upper point of oblique loop and before the output from the oblique loop to monitor
listing additionally on the natural horizon.
Near the upper point of oblique loop to rate height. With the limiting value of the height of
the beginning of the descending manoeuvre it is necessary to execute output from the listing to the
side of listing and to move out in the level flight. After recovery in the level flight to retract listing.
With the deficiency of height on the output it is necessary to retract listing and to eject
aircraft from the dive with the maximum permitted g-force and the angle of attack.
With accomplishing of loops and loop and rolloffs at the moment of output to the pitch
angles of 90±5° occur the short-term (≈ 1 it flogged) fallout of blinker KS on the instrument PNP, the
resetting to zero of information on ILS from the parameters γ, the V, Ψ so on, escorted by vocal
information “the failure of course system”, with its documentation in the system “screen”.
THE CHANDELLE
Chandelle is permitted to execute in the maximum and afterburning regime of the work of
engines.
Before the input into the chandelle to establish the required mode of the work of engines,
to accelerate aircraft to the given speed, by the after which smooth deflexion of control stick of itself
and to the side of chandelle to translate aircraft into the climb on the ascending spiral with the initial
listing of 10-15°, after creating for 3-4 it flogged g-force in the limits of that permitted and
monitoring its value on the indicator. With the turn to the bearing of 110°-120° not to exceed the
listing of 65°-70°. In proportion to a decrease in the velocity of flight in the process of chandelle to in
proper time decrease the g-force and to monitor the value of angle of attack on the indicator in order
not to exceed its maximum permissible values.
After the turn of aircraft by 110°-120° to gradually decrease the angles of bank and pitch
by the simultaneous deflexion of the control stick (along the diagonal from itself) and pedals,
coordinating their deviations so as to derive aircraft in the level flight after turn on 180° with the
velocity not less than 300 km/h. Rate of input into the chandelle, executed by g-force 5,0-5,5, must be
not less than 700 km/h with the work of engines under maximum conditions and not less than 550
km/h on full afterburner.
The height, collected for the chandelle, substantially depends on the manner of pilotage
and initial roll angle. With the input from the heights not more than 1000 m and at the rates of input
from 550 to 700 km/h it is from 1200 to 6000 m depending on the velocity of input, g -force, mode of
the work of engines and version of suspensions.
If it is necessary to execute chandelle in the minimum time independent of of the value of
the collected height, it is necessary energetically, but without allowing overriding [OPR] (height
difference of the permissible angles of attack and g-force), to execute first half of oblique loop with
the initial listing of 15°-45°, but with the approach of the nose of aircraft to to the horizon derive it
from the listing. Input into such chandelle is permitted to execute at the same heights and velocities
as into the Nesterov's loop.
40 Section 4
ZOOM
Zoom it is permitted to execute with the bearings to 60° in the maximum and afterburning
regime of the work of engines in entire operating altitude range of flight at the velocities, which do
not exceed maximum allowable.
Rate of input must be not less than 550 km/h on full afterburner and not less than 700
km/h under maximum conditions of the work of engines.
Input into the zoom to execute by the smooth creation of g-force 3,5-5,0 with the bearings
to 45° and 5,0-6,0 with the bearings is more than 45°. Value of the bearing of zoom and the absence
of listing to monitor on KPP.
Output from the zoom to execute by turn or two sequential half-rolls.
For the output from the zoom by turn, on reaching of velocity, its not less
[rekomendovannoj] taking into account loss for the output (Fig. 11), coordinated deflexion of the
control stick and pedals to introduce aircraft into the turn with the subsequent lowering of nose to the
horizon and the output from the turn.
For the recovery from the zoom by two sequential half-rolls, on reaching of the velocity
not less [rekomendovannoj], taking into account its loss for the output (Fig. 11), to execute the
turning of aircraft relative to longitudinal axis to 180°. By taking of control stick t o itself to lower the
nose of aircraft to the horizon, piloting on the boundary of the operation OF [OPR] and without
allowing a increase in the angle of attack of the more allowed values. By subsequent turning even to
180° relative to longitudinal axis to translate aircraft into the level flight.
With the bearings of zoom is more than 30° the output of the zoom more expedient to
accomplish by two sequential half-rolls. The climb for the zoom depends on velocity and height of
input, bearing of zoom and mode of the work of engines ([ris].12).
Δof the V (km/h)
Maximum
Full afterburner
100
50
0
30 40 50 60 Ө deg
Fig. 11
Speed loss for the output from the zoom (V head vyv. = V rear
vyv. + ΔV).
Δ[N] (m)
Full afterburner
41 Section 4
Maximum
13000
[Uch]- combat PF
[Uch]- combat the 1 группа
12000 Max 1 группа
11000
2 группа
10000 1 группа
υ = 60°
9000 2 группа
1 группа
8000 υ = 45° 3 группа
7000
1 группа
υ = 45°
6000
2 группа
5000 1 группа
3 группа
4000
3000
2000600 700 800 900 V the rest of substances (km/h)

[Ris].12
Climb for the zoom, executed with N = of 500 – 1000 m with 50%
remainder of normal propellant loading under the standard
temperature conditions. Minimum path velocity 300 km/h.
UPWARD SPIN
Input into the zoom for accomplishing roll on it to accomplish at the same heights and
velocities as input into the zoom without roll taking into account a altitude margin for accomplishing
of the descending unit of figure.
After the acceleration of aircraft to the given speed to create the necessary bearing of
zoom and to fix it. On reaching of the velocity (not less than 350 km/h) for the beginning of output
from the zoom by the coordinated deflexion of the control stick and pedals to turn aircraft relative to
longitudinal axis to 180° and by the taking of control stick to itself to lower the nose of aircraft to the
horizon, piloting on the boundary of the operation OF [OPR] and without allowing a increase in the
angle of attack of the more allowed values. Further accomplishing of the descending unit of figure is
not differed from accomplishing of the descending unit of loop.
Accomplishing the descending unit of figure is permitted, if height at its upper point not
less minimum height, [rekomendovannoj] for accomplishing roll. If at the upper point of figure flight
altitude will less than the minimum height, [rekomendovannoj] for accomplishing roll with the given
velocity, after lowering the nose of aircraft lower than the horizon execute the second half-roll.
BARREL
On the aircraft it is permitted to perform the rapid and deferred-action single and repeated,
horizontal, ascending and descending slow rolls.
For the execution of snap roll at the velocity not less than 500 km/h to create the bearing
of the pitchup of 10°-25° (the greater the velocity, the less the bearing), to fix by its and coordinated
42 Section 4
movement of control stick along the diagonal to the side of rotation and from itself and pedals to the
same side to revolve aircraft relative to longitudinal axis with the rate one turn in 6-8 s. with the
approach of aircraft to the position of level flight to supply controls on the conclusion, but after the
termination of the rotation of – is neutral.
For the execution of the deferred-action (guided) barrel at the velocity not less than 600
km/h to create the bearing of the pitchup of 10°-20°, to fix by its and smooth deflexion of control
stick to the side of rotation to begin accomplishing figure with the rate of rotation one tur n in 10-12 s.
In the process of the execution of barrel by the deflexions of control stick and by pedals to
hold the nose of aircraft from the lowering, in this case the unit of figure is executed at the positive
angles of attack, and the unit of – on the negative and pilot tests alternating g-forces.
Dual (repeated) barrels are coalescent accomplishing of two and more than barrels.
Repeated snap rolls are executed at the velocity not less than 600 km/h with “the score” of
20°-25. With their accomplishing the controls to the output after sequential barrel are not placed.
The repeated slow rolls are executed at the velocities not less than 700 km/h and in the
technology of accomplishing do not differ from the single slow roll.
The horizontal, ascending and descending slow rolls in the technology of accomplishing
are identical and are characterised by only the path inclination of flight.
SPIRAL
On the aircraft it is permitted to execute small (with the roll angles to 45°) and deep (with
the roll angles of more than 45°), gently sloping (with the flight path angles to 30°) and steep (with
the flight path angles of more than 30°) spirals.
Input into the spiral to carry out from the mode of the steady reduction with the
coordinated movement of the control stick and pedals.
In the process of accomplishing the spiral the aircraft is stable, tendencies toward a
increase in the angles of bank and pitch it does not have.
Output from the spiral is carried out by the coordinated actions of control surface. In order
to translate aircraft into the level flight, at first should be retracted listing, and then decreased the
pitch angle with a simultaneous thrust augmentation of engines.
The loss of height for the turn of spiral depends on the flight speed, angle of bank, flig ht
altitude and mode of the work of engines. The average loss of height with accomplishing of the turn
of spiral with the listing of 45° of under the conditions idling at the heights of 5000 -8000 m is 2500-
3000 m with the velocity of 550 km/h and 4500-5000 m with the velocity of 650 km/h.
4.11. Low-speed flight.

4.11.1. Activities of pilot with the speed loss in the ascending trajectories of flight.
With the speed loss to 200-300 km/h is allowed the completion of the figures of pilotage in
accordance with the recommendations [RLE], without exceeding α add.
It is necessary with the speed loss of less than 200 km/h:

With the pitch angles and listing it is less than 60° by the output of control stick “from
itself” approximately on 1/2 - 2/e of motion from the neutral position to create the g-force PU = of
0… – 0,5 with the simultaneous decrease of listing to nose down of aircraft of lower than the horizon,
to collect the velocity of 300 km/h and to derive aircraft into the level flight, without exceeding α
add.
WARNING. With the luminescence of signal DECREASE REVOLUTIONS on MOUTHS

revolutions not to remove.
With the pitch angles it is less than 60° and listing it is more than 60°, and also with the
pitch angles of 60°-80° and any listing to establish the angle of attack of 10°-15°, simultaneously
43 Section 4
increasing listing to 180° (to the transfer of aircraft into the inverted flight position), to nose down of
aircraft it is lower than the horizon, to collect the velocity of 300 km/h, to execute half -roll and to
derive aircraft in the level flight, without exceeding α add.
With the pitch angles it is more than 80° (in the position, close to the vertical) to set
control stick along the listing to the neutral position, to create the angle of attack of 10° -15° and to
maintain it before lowering of the nose of aircraft of lower than the horizon, to collect the velocity of
300 km/h, to execute half-roll and to derive aircraft in the level flight, without exceeding α add.
With a drop in the velocity to 100 km/h in the process of lowering nose in the inverted
flight position of aircraft it to be sultry tendency toward the transition to the negative angles of attack
by the taking of control stick “on itself” up to the complete motion, preserving the angle of attack of
10°-15°.
With the speed loss of less than 100 km/h in the process of accomplishing the zoom at the
pitch angles of more than 75° the aircraft has a tendency toward a spontaneous increase in the pitch
angle, after which follows th lowering of nose (“signaling”) e progressive on the rate wi th the passage
through the perpendicular position and the transition to the negative g-forces. For the transfer into the
positive overloads and preventing the development of the inverted spin it is necessary to completely
deflect control stick to itself and to hold it in this position before the appearance of the positive
overloads. With the appearance of the positive overload ([Pu]=0,5-1,0) to set control stick on the
pitch to the neutral position, to increase velocity to the V = 300 km/h and to derive air craft from the
dive, without exceeding α add.
4.11.2. Stalling and spin.
Stalling.
Aircraft leaves to the modes of stalling only as a result following errors in the pilotage:
− of overriding [OPR] and of height difference α of add.;
− of speed loss of less than 200 km/h with the nonperformance of the
recommendations of point 4.11.1.
With the height difference α of add. n 3. appear the involuntary fluctuations of small
amplitude on the listing and the course. With accomplishing of energetic maneuvering with reaching
of these angles of attack on the flight speeds of less than 450-500 km/h the tilt of the nose of aircraft
appears. Further increase in the angle of attack leads to a increase in the intensity of the phenomena
indicated. At the angles of attack, which exceed the permissible bearings on 8°-14°, occurs stalling
(considerably it increases the amplitude of fluctuations or the tilt of aircraft in the listing and the
course).
Recovery from stall to perform by the immediate installation control stick on the pitch to
the trimmed position (1/4-1/3 motions for the neutral position from itself), along the listing of – to the
neutral position with the neutral position of pedals. The transition of aircraft into the spin is possible
with the recovery from stall.
Normal spin
With the delay with the activities according to the recovery from stall or under the
erroneous effects (installation of control stick “to itself” to the complete motion or against the rolling)
the aircraft goes into spin.
Upon transfer of aircraft into the spin to smoothly translate engines to the idling
conditions.
The vertical velocity of reduction in the spin is 80-100 m/s. Rotation on the course occurs
simultaneously with the insignificant fluctuations along the listing (less ± 20°) without the sensation
of the transverse accelerations.
Normal spin can be three types:
44 Section 4
− is unstable in the direction of rotation (of type “drop by sheet”);

− steep been steady from the direction of rotation about by pitch angles from - 50°
to -30° and by the angles of attack of 32°-45°. It flogged the time of one turn 15-
20;
− flat been steady from the direction of rotation with the pitch angles is less - 30°
and by angles of attack is more than 45° (pointer [UAP] on the stop). Time of one
turn 6-8 s.
Any of the types of spins indicated can be obtained in one and the same flight conditions
with one and the same surface position during the input.
Output from the unstable spin (of type “drop by sheet”) to perform by the installation of
pedals and control stick along the listing to the neutral position, and on the pitch to the trimmed
position (1/4-1/3 motions for the neutral position from itself).
Spin recovery with the steady rotation on the course to execute by the pedal deflexion
completely against rotation and control stick along the listing completely to the side of rotation with
its trimmed pitch attitude.
At the heights less than 8000 m for decreasing the time of spin recovery are permitted to
additionally use “[raznotjag]” of engines. For this with by the law spin to establish RUD of right, and
with the left spin - port engine to THE MAXIMUM.
At the heights less than 6000 m is permitted the application “of [raznotjaga]” up to the
start of full afterburner. During the application “of [raznotjaga]” it is necessary to bear in mind, that
its effectiveness at the heights less than 6000 m (especially with the start of full afterburner) is high.
Therefore the belated decrease “of [raznotjaga]” of engines can lead to the transition into the spin of
another direction of rotation.
The delay of the output of aircraft in the level flight from the moment of the installation of
controls to the output at the heights of less than 11000 m composes 15-20 it flogged, the loss of
height with this 2500-3000 m. during the termination of the rotation of aircraft to set controls to the
neutral position, after the decrease of angle of attack it is less α add. to increase the velocity to 300
km/h and to derive aircraft into the level flight, without exceeding α add. (on the boundary of the
operation OF [OPR]).
After the termination of the rotation of aircraft is possible its “hovering” (not the decrease
of angle of attack) at the angles of attack of 38°-40°. For the drift from “the hovering” it is necessary,
holding by the appropriate pedal deflexion from the transition into the rotation with the neutral
position of control stick along the listing, to take control stick for 1-2 it flogged completely to itself,
and then completely n 3. I it flogged from itself. If we from the first attempt leave from “t he
hovering” could not be, the activities indicated repeated.
Inverted spin
Entry into the inverted spin is possible:

− with the speed loss in the inverted flight position;
− with the speed loss in the position close to the vertical;
− with the creation of negative g-force with the displacement of control stick from
itself to the complete motion at the velocities less than 300 km/h.
Upon transfer of aircraft into the inverted spin to smoothly translate engines to the idling
conditions.
Output from the inverted spin to perform by the installation control stick on the pitch to
itself to the complete motion, along the listing - to the neutral position also of pedals to the neutral
position.
After the cessation of rotation and lowering of the nose of aircraft it is lower than the
horizon to set control stick on the pitch to the neutral position, to increase velocity to 300 km/h, to
execute half-roll and to derive aircraft in the level flight, without exceeding α add.
WARNING. With the nonappearance of aircraft from the spin or with the entry into it at the height N
45 Section 4
of ≤ 3000 m to be ejected.
46 Section 4
47 Section 4
4.12. Aircraft handling with its entry into wake turbulence

Entry into wake turbulence from the fighter, which flies at a rate of 400-800 km/h (after
the time afterward its flight to 1 min) is taken in in the form involuntary rolling or the rotation
relative to longitudinal axis, escorted by the loss of height 50-100 m.
The intensity of the effect of wake turbulence from other aircraft types depends on the
sweep angle of their wing and specific wing load. The strongest effect renders wake tur bulence from
the aircraft with the sweepback of the wing of 72°, which at the removal 4 km from the flown aircraft
can cause the energetic rotation of aircraft relative to longitudinal axis with a angular speed of up to
100 deg/s and the loss of height to 300 m.
Output from the zone of the effect of wake turbulence depending on its intensity to execute
by the coordinated turn to the entry side into wake turbulence, either the installation of controls to the
neutral position (with the average intensity) or by the continuation of turnaway to the side of the
rolling of aircraft (with the entry into wake turbulence from the aircraft, which flies at the high
velocity and the short distance).
4.13. Flights with the use SAU.

The start of automatic modes SAU is permitted only with setting of the switch of modes
[SDU] in position [AVT] and freed on the efforts control stick, in this case their start (after excluded
of the mode of the stabilisation of absolute altitude (RV) and landing attitude) at the heights of 300 m
and less IT IS FORBIDDEN.
4.13.1. Modes of the automatic stabilisation of the angular positions of aircraft and
[Nbar].
Mode is permitted to include at the roll angles not more than 60°. For including the
automatic stabilisation of the angular positions of aircraft it is necessary:
− controlling by hand, to establish the required (necessary) position of aircraft in
the space;
− to press the button AUTOMATIC on the flap SAU, in this case must catch fire
indicator next to the button.
SAU from the moment of its switching on will stabilise the instantaneous value of the
angular positions of the aircraft (with the listing of more than 7° it is stabilised listing, with the listing
of less than 7° it is stabilised course and pitch angle to 40°).
Turning off of the mode OF AUTOMATIC to carry out with buttons JETTISONING or
OFF SAU. In the case of the impossibility of turning off of automatic mode by these buttons to
execute turning off by application to the control stick of efforts shch kG on the longitudinal or e kG
along the by-pass. In this case turning off SAU can be escorted by a rapid (short-term) change in the
g-force, angle of attack and rate of roll up to the maximum values.
WARNING. With the execution of flight in the automatic mode not to allow the application of force
to the aircraft control stick, since they can cause malfunction SAU or its
turning off.
For including the automatic stabilisation Of [nbar] it is necessary with the vertical velocity
less e m/s to press the button Of [nbar]. In this case catch fire the indicators OF AUTOMATIC and
[Nbar] and from this point on, in the longitudinal channel occurs the stabilisation Of [nbar], and in
the lateral - roll stabilisation (if listing is more than 7°) or of course (if the listing of less than 7°).
With the start of the mode of the stabilisation Of [nbar] is possible the transition of aircraft
into the climb or for the reduction with a vertical velocity of up to 10 m/s.
48 Section 4
Turning off of the mode Of [nbar] to carry out with buttons JETTISONING or OFF SAU.
With the start of modes [PRIVED] to [GORIZ], [Nrv], [NAVED], and also during the intersection of
glide path in the mode SETTLEMENT and the intersection of programmed line of descent in the
mode [NAVIG] the mode Of [nbar] are removed.
4.13.2. Combined control of aircraft.

(It burns the indicator OF AUTOMATIC, and during the stabilisation Of [nbar] and [Nrv]
it burns the indicator Of [nbar] or [Nrv]), it is necessary for changing the position of aircraft during
the switch oned automatic stabilisation:
− to press the trigger switch of combined control on the aircraft control stick, in this
case control signals from SAU in [SDU] do not enter, the indication of the modes
Of [nbar] and [Nrv] is removed (indicators they go out);
− controlling aircraft by hand, to establish the required angular attitude and
necessary height;
− to release the trigger switch of combined control, in this case will be renewed the
mode of the stabilisation of the new values of the parameters of flight and will
catch fire the indicator of that mode, with which was pressed the trigger switch of
combined
control.
With the angles of bank and pitch of more than 80° after the release of the trigger switch
of combined control occurs turning off SAU, in this case on the instrument panel luminesces the
signal CONTROL BY HAND.
To disconnect SAU with the pressed trigger switch of combined control is possible of
button JETTISONING or by the button OF OFF SAU.
4.13.3. Mode of reduction to the horizon.

For including the mode to press button [PRIVED] to [GORIZ] on the aircraft control stick.
In this case will catch fire by signal panel [PRIVED] to [GORIZ] and the indicator AUTOMATIC on
the flap SAU.
In the process of reducing the aircraft to to the horizon monitor the parameters of flight
and in accordance with their values to change the mode of the work of engines.
Reduction to the horizon occurs in the following sequence:
− with the roll angles of less than 80° aircraft is given to the horizon on the listing
and the pitch simultaneously;
− with the roll angles of more than 80° aircraft is given to the horizon first along
the listing, and after reaching of the angle of bank of 80° it is brought on the
listing and the pitch simultaneously.
The reduction of aircraft to the horizon from the bearings of pitchup occurs with the near-
zero g-forces. In this case the short-term onset of negative g-forces is allowed. Maximum g-force
during the reduction from the dive angles is adjusted on velocity head and does not exceed shch o f
ones.
WARNING. In the case of luminescence on THE MOUTHS of signal " DECREASE

REVOLUTIONS” or “THERE IS NO ADDING” during the reduction from
the positive pitch angles to to the horizon disconnect mode [PRIVED] to
[GORIZ] and to create the positive overload (besides the cases of the loss of
dimensional orientation).
After the reduction of aircraft to the horizon automatically is included the mode of the
stabilisation Of [nbar], catches fire the indicator Of [nbar] and continues to luminesce signal
[PRIVED] to HORIZ.
49 Section 4
To disconnect mode [PRIVED] to [GORIZ] by the pushing of the knob OF OFF SAU or
button JETTISONING. For the renewal of the mode Of [nbar] it is necessary to again press the button
Of
h6ap.
4.13.4. Mode of the stabilisation of absolute altitude.

The mode Of [nrv] ensures the stabilisation of absolute altitude from 100 to 1000 m.
For including the mode of the automatic stabilisation of absolute altitude it is necessary :
− to move out to a given flight altitude, controlling by hand;
− to press the button Of [nrv] on the flap SAU, in this case must catch fire the
indicators Of [nrv] and BY AUTOMATIC.
SAU must stabilise the absolute altitude, which was at moment of switching on, and also
course or listing of aircraft.
For turning off of the mode of the automatic stabilisation of absolute altitude to press the
button OF OFF SAU or button JETTISONING.
With defective RV, with the vertical velocity of reduction it is more than 15 m/s, and also
with the flight altitude it is less than permitted, whose value is calculated in SAU, occurs the
automatic tilt of aircraft upward with the g-force of 2-4 units with the simultaneous reduction of
aircraft to the zero angle of listing. In this case the indicator Of [nrv] goes out, and emergency signal
panel CONTROL BY HAND – it catches fire. The indicator OF AUTOMATIC continues to burn.
To disconnect mode TILT ON THE HEIGHT by pushing of knob JETTISONING or OFF
SAU.
WARNING:
1. With the accelerations and the braking in the mode Of [nrv] is possible a change in the
height to 50 m.
2. With the changes To δ[Pu], that exceed ± 1, the start of the mode Of [nrv] IS
FORBIDDEN with “the turbulence”.
4.14. Enroute flight with the use [PNK] during automatic control.
It is necessary after takeoff:
− in the process of the climb by the manoeuvre of aircraft by hand to combine the
index of the predetermined course with the index of reading;
− at the height is not below 300 m on the panel SAU to press button [NAVIG], but
switch INDICATION to set to the position ROUTE, in this case the flag “to” KPP
will leave from the field of sight, but on ILS will luminesce the information,
which corresponds to mode ROUTE ([ris].15);
− holding on KPP vertical director pointer in the limits of central circle, to balance
aircraft on the stick forces and on the panel SAU to press the button OF
AUTOMATIC. In this case the aircraft will automatically maintain the
predetermined course, while in the longitudinal channel - stabilise the
instantaneous value of pitch angle;
− at the moment, when aircraft collects a given height, to press the trigger switch of
combined control on the knob and to by hand translate aircraft into the level
flight, to after which release trigger switch;
− for including the mode of the automatic stabilisation of barometric height is
necessary with the vertical velocity not more e m/s, to press the button Of [nb]ap,
with the low-altitude flights and if necessary to stabilise [Nist] – to press the
button Of [nrv], but switch THE INDICATION to set to the position Of [nrv], in
this case on ILS will luminesce the information, which corresponds to mode
50 Section 4
LOW-ALTITUDE FLIGHT ([ris].16). Aircraft will automatically maintain flight

altitude and predetermined course on sequential PPM, in this case vertical
director pointer must not exceed the limits of central circle KPP. In this case with
the path mode of flight control will be executed by the course method (on the
straight line taking into account US), while in the route mode of – along the
specified track.
Control of the correctness of enroute flight of news from the navigation parameters,
indicated on ILS, KPP and PNP. On ILS are indicated the parameters, which correspond to flight
conditions along the route ([ris].15). On KPP on the vertical plank of position are indicated the
deviation of the direction of flight from the predetermined course ΔΨ in the path control mode and
the lateral deviation of Z of – in the route control mode. On PNP are indicated BY [ZPU] the
predetermined course on sequential PPM, current course and distance to PPM and the azimuth of
aircraft relative to the navigation radio beacon, whose number luminesces on by law digital indicator.
With the pressed buttons [NAVIG], [NAVED], SETTLEMENT on ILS luminesces director label.
With the approach to PPM at the distance 20 km will begin to luminesce signal THE
ZONE, and the at a distance linear prevention of turn ([LUR]) to PPM with the route control mode of
aircraft and with the flight PPM (about 2 km) of – with the path mode, signal ZONE goes out, the
number of sequential PPM will luminesce on the left digital indicator, and on PNP are mastered BY
[ZPU], predetermined course and distance to this turning point, in this case the aircraft will
automatically begin turn to this point with the listing not more than 40°.
After the flight of sequential PPM or fulfillment of assignments to continue flight along
the preset route in the automatic control mode with the output to subsequent PPM either fundamental
landing airfield or, if necessary, to return along the shortest path to any programmed landing airfield.
For the return along the shortest path to the fundamental landing airfield at any point of
route to press button [VOZVR] on PU BTSCVM $$RTBQVM - HIGH SPEED DIGITAL
COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO SYSTEM, in this
case on the left digital indicator will luminesce number 1, and on the signal signal panel of – signals
[AER] (signal PPM it will go out), B03BP, CONTROL and [KOMBIN].
With the work of navigation [RM] and the presence of frequency control on the signal
signal panel will also luminesce the signals [RM] CRUSTS [RM], on by law digital indicator number
[RM], and to PNP of – [ZPU] equal Ψ RUNWAY(S) and predetermined course into the point of the
third (fourth) turn and the distance to the centre of airfield.
For the return to the spare programmed landing airfield to press buttons [AER], number
alternate and [VOZVR] on PU BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER and
RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO SYSTEM, in this case on the left
digital indicator will luminesce the number of the airfield, to which is executed the flight.
For the flight on extraordinary PPM it is necessary at any point of route to press button
PPM and button with the number PPM, to which must be executed the flight, and pass to the path
control mode, in this case on the left digital indicator the number of this PPM will luminesce.
With the route control mode at the moment of the manual replacement PPM the specified
track will be formed from the location of aircraft to selected PPM.
After the flight of extraordinary PPM the flight will be executed to the subsequent (after
the extraordinary) turning point or the landing airfield, if extraordinary PPM was last (') point.
If necessary flight from first extraordinary PPM to the second of extraordinary PPM it is
necessary to also press button PPM and button with the number of this extraordinary PPM.
After the flight of second extraordinary PPM the flight will be executed on sequenti al
PPM.
With the forced deviation from LZP to disconnect SAU by button THE JETTISONING on
the panel SAU and to control aircraft by hand, in this case is continuously carried out the calculation
of the coordinates of the position of aircraft and they are put out on PNP of values [ZPU],
predetermined course and distance to sequential PPM.
For flight on sequential PPM on the shortest distance on PU BTSCVM $$RTBQVM -
HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION
51 Section 4
RADIO SYSTEM to press button UPR and button P, in this case will luminesce the signals
CONTROL and PATH, and on the panel SAU press button [NAVIG] by the manoeuvre of aircraft
establish on KPP vertical director pointer within the limits of central circle, after which include
automatic control of the button OF AUTOMATIC. In this case the aircraft will automatically
maintain the predetermined course on PPM, in the longitudinal channel will be stabilised the
instantaneous value of pitch angle, and with the pressed button Of [nbar] of – the barometric height.
In flight at the low altitude and if necessary to stabilise [Nist] – to press the button Of [nrv].
If necessary the execution of flight on sequential PPM from the preset (programmed)
direction a output to the specified track can be accomplished in the combined mode of the flight
control or in the route mode.
For output to the specified track in the combined control mode on PU BTSCVM
$$RTBQVM - HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM to press button UPR and button [k], in this case will luminesce the
signals CONTROL and [KOMBIN], and on the panel SAU press button [NAVIG], by the manoeuvre
of aircraft establish on KPP vertical director pointer within the limits of central circle and include
automatic control of the button OF AUTOMATIC.
In this case on PNP will be indicated BY [ZPU] for the output to LZP with the preset
direction, predetermined course on point of contact of tangency the circles with the centre, separated
from PPM (target) along the specified track (particular arc of great circle) up to the distance of 20 km
and displaced relative to LZP to the value of the radius of turn (R) of aircraft, and also the distance to
PPM (target).
Maintaining the current course equal to the given one, aircraft will execute flight to this
point in the path control mode. At the distance 10 km from it will fluoresce signal THE ZONE, and at
the point of contact of tangency it will go out. At the same point on KPP the vertical plank of position
will show lateral evasion from the particular arc of great circle (Z), and on PNP will be worked out
[ZPU], equal to the direction of particular arc of great circle, and the predetermined course for the
output to the specified track. From the turn-off point (point of contact of tangency) and to PPM
(target) the flight will be executed in the route control mode, at the distance 20 km to PPM (target)
signal THE ZONE will fluoresce for the second time and will go out after its passage, when on PNP
are worked out distance, [ZPU] and predetermined course on subsequent PPM (airfield).
Output to PPM and further enroute flight will be executed according to the program in the
automatic mode, as it is described above.
For output to the specified track in the route control mode on PU BTSCVM $$RTBQVM
- HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION
RADIO SYSTEM to press button UPR and button M, in this case will luminesce the signals
CONTROL and [MARSHR], and on the panel SAU press button [NAVIG], by the manoeuvre of
aircraft establish on KPP vertical director pointer within the limits of central circle and include
automatic control of the button OF AUTOMATIC. In this case on PNP they will be indicated the
predetermined course for the output to the particular arc of great circle on the shortest distance
(perpendicular to arc of great circle), [ZPU], equal to direction LZP (particular arc of great circle) and
distance to PPM, on KPP of – lateral deviation from LZP (Z).
SAU, maintaining the current course, equal to the given one, will derive aircraft on the
particular arc of great circle and will ensure flight on the arc of great circle on sequential PPM in the
route control mode.
Output to PPM and further enroute flight they will be executed according to the pr ogram in
the automatic mode, as it is described above.
Activities in flight on extraordinary PPM or target in the path, combined or route mode of
the flight control, and also with the return to the fundamental or spare landing airfield are analogous
to the activities, described above.
For accomplishing the repeated approach to the newly discovered target, it is necessary
at the moment of its flight on PU BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER
and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO SYSTEM to press button PZ
LEO (PZ OF LAWS) and to control the ignition of flasher in button. On the light and digital signal
52 Section 4
panel of panel will fluoresce the signals PPM, CONTROL, [KOMBIN], while on the left digital
indicator digit “9”. The start of mode will occur 10 it flogged after pushing of knob PZ LEO (PZ OF
LAWS). If during 10 it flogged flight it will not be preset the direction of approach to target, then
approach will be accomplished at the angle of 90° to the current course at the moment of pushing of
knob PZ LEO (PZ OF LAWS).
With the approach to target from another direction necessary during 10 it flogged on PU
BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-
RANGE NAVIGATION RADIO SYSTEM to press the button of the input of the bearing of
corrective turn (UD) and button with the digit to the multiple of 30° for this bearing of corrective turn
into the interval of 0°-180° (for example: with [UD]=120° to press button 4).
The mode of repeated approach to target abolishes automatically after the flight of target at
the distance 2 km (if the button Of [nTruch] is not pressed), or by pressure on PU BTSCVM
NAVIGATION RADIO SYSTEM of button JETTISONING. In this case is restored the previous
control mode and the corresponding to it information. For restoring the indication of number [RM] it
is necessary to press button [RM] and button with the number [RM].
4.15. Enroute flight with the use [PNK] with the director and manual
steering of aircraft.
The replacement PPM, the performance of the predetermined course and distance to
sequential PPM, and also framing and replacement of the frequency channels of navigation [RM]
depending on the stage of flight along the programmed route is carried out BY BTSCVM
$$RTBQVM - HIGH SPEED DIGITAL COMPUTER automatically.
It is necessary after takeoff:
During director control:
− in the process of the climb by the manoeuvre of aircraft by hand to combine the
index of the predetermined course with the index of reading;
− at the height is not below 300 m on the panel SAU to press button [NAVIG], but
switch INDICATION to set to the position ROUTE.
Aircraft handling to execute by hand, holding vertical director pointer KPP in the central
circle; flight altitude to maintain in accordance with the mission.
In this case the aircraft will execute enroute flight with the predetermined course, put out
BY [PNK], in the path mode of control of – of course method, and in the route mode of – along the
specified track. Turn on sequential PPM to execute according to the throw of vertical director pointer
after the extinction of signal ZONE with the listing not more than 40°. In this case on the left digital
indicator the number of sequential PPM will luminesce, and on PNP will be worked out BY [ZPU],
predetermined course and distance to sequential PPM.
During maintaining of vertical director pointer in the limits of central circle the flight
along the preset route will be executed analogously with flight in the automatic control mode of
aircraft.
On the panel SAU to if necessary press the button Of [nbar]. In this case red flag T will
leave from the field of sight and the director stabilisation of height will be provide ford.
With the manual steering:
− in the process of the climb by the manoeuvre of aircraft to combine the index of
the predetermined course with the index of reading. To hold the current course,
equal to the given one, in this case aircraft will execute flight along the
programmed route in the path mode of control of – of course method, and in the
route mode of – along the specified track; flight altitude to maintain in
accordance with the mission.
Turn on sequential PPM to execute after performance on PNP [ZPU] of predetermined
course and distance to this by turning point, and also the extinction of signal ZONE and appearance
53 Section 4
on the digital indicator of the number of sequential PPM.

In this order to execute flight and on the remained unit of route.
4.16. Return and landing approach on the programmed airfield during

automatic control of aircraft with the use [PNK].
In flight along the preset route during automatic control of aircraft after the flight last PPM
[PNK] automatically passes into the mode RETURN to the fundamental landing airfield ( A[E]P 1), in
this case on the left digital indicator will luminesce digit 1, and on the signal signal panel signals
[AER], B03BP, CONTROL, [KOMBIN], [RM], CRUSTS [RM] with the presence of frequency
control, on by law the digital indicator of – number [RM] (1).
For the flight to the spare programmed landing airfield after the flight last PPM and the
transition [PNK] into the mode THE RETURN to press button [AER] and button with the number
alternate, in this case on the left digital indicator will luminesce the number of this air field.
For the operational start of mode RETURN on PU BTSCVM $$RTBQVM - HIGH SPEED
DIGITAL COMPUTER of – RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM to collect [AER]1 (2, e) and to press button [VOZVR].
In the mode THE RETURN, which is included automatically after flight PPM ' or by
pushing of knob [VOZVR], at the distance to the airfield of return of more than 200 km is formed
With ψ back in the centre RUNWAY(S). At the distance to the airfield less than 200 km on PNP are
indicated the predetermined course into the point of the third (fourth) turn. Distanc e in both cases is
put out to the centre RUNWAY(S) of landing airfield. [ZPU] is indicated by equal Ψ RUNWAY(S),
the azimuth (a) of – relative to [RM].
Programmed line of descent is formed from the removal 200 km from the landing airfield
relative to cruising flight altitude 13000 m and has a angle of the slope of 4° with its subsequent
increase to 6° at the removal 120 km for height 11000 m.
They are indicated on KPP:
− by the horizontal plank of the position of – deviation from the line of descent
(Δ[N]);
− by the vertical plank of the position of – course-line deviation (ΔΨ) to the point e
(4) of turn, and after the flight of its – the lateral deviation of Z from the specified
track to the entry aircraft into the equisignal sector of heading-slope [RM] in the
mode “landing”.
Mode RETURN is included with the presence of frequency control (signal OF CRUSTS
[RM] it luminesces), and also with its absence, if the signal OF CRUSTS [RM] does not luminesce
up to the moment of switching on of mode [VOZVR] not more than 2,5 min.
The mode RETURN is removed with the extinction of the signal OF CRUSTS [RM] to the
period of more than 2,5 min, signal [VOZVR] and [KOMBIN] they go out, ceases the transmission of
signal Δ[N] (SAU it is disconnected, it catches fire by signal panel CONTROL BY HAND,
descending aircraft it ceases – the horizontal plank of position on KPP it will be found in the mid-
position), luminesces signal IT IS PATH, on PNP are indicated [ZPU] and Ψ back for the output in
the programmed centre RUNWAY(S). In this case reduction to the height of the circle of landing
airfield to carry out by hand.
In the case of the appearance of a signal OF CRUSTS [RM] for restoring the mode
RETURN it is necessary to press button [VOZVR], in this case the signal IS PATH it goes out, and
signals [VOZVR] and [KOMBIN] will fluoresce, on PNP will be indicated BY [ZPU] equal Ψ
RUNWAY(S), and Ψ back into the point of the third (fourth) turn, and on KPP of – deviation relative
to line of descent (Δ[N]).
In the mode RETURN at the distance to the landing airfield of more than 150 km the
correction of the coordinates of the place of the position of aircraft occurs according to the data of the
nearest radio beacons, at the distance of less than 150 km occurs the switching to the radio beacon of
the airfield of the return, whose number must luminesce on by law the digital indicator PU BTSCVM
54 Section 4

NAVIGATION RADIO SYSTEM.
With the start SAU in dependence on the position of aircraft relative to programmed flight
path there can be the following versions of reduction:
A) the horizontal plank of position on KPP is found above the zero mark:
With the start of mode RETURN in SAU automatically is included the stabilisation Of
[nbar], flag “T” on KPP will leave from the field of sight.
During the continuation of flight with the stabilised barometric height, after the
intersection with the aircraft of programmed line of descent the horizontal plank of position on KPP
will descend below zero mark, will go out indicator on the button Of [nbar] of panel SAU, horizontal
director pointer will be deflected down and SAU will translate aircraft to the reduction along the
programmed trajectory with the height difference above it of 100-200 m. SAU, holding director
pointers KPP in the limits of central circle, will carry out with the presence of frequency control
descending aircraft to the height of prelanding manoeuvre ([Nzad]) into the point of the third (fourth)
turn.
The height of prelanding manoeuvre for [AER] 1 is input into the calculator with
preparation for the flight in the range from 600 to 1500 m through 100 m, and for [AER] 2 and e
height is constant and equal to 600 m;
b) the horizontal plank of position on KPP after transition [PNK] into the mode
RETURN is located below zero mark, will go out indicator on the button Of [nbar] and SAU of
[perevedjot] aircraft for the reduction to the output of aircraft to the cruising altitude, equal to 13000
m, or to the line of descent it will ensure flight along the line of descent as in the first case. In this
case the vertical velocity must not exceed 50 m/s, but velocity - 600 km/h. With the height difference
of data of values to disconnect SAU and to pass to the manual steering, holding the current course,
the equal to the given one, and the vertical velocity of 50-60 m/s to the height of 2000 m and 20-10
m/s to height 600 m.
On leaving aircraft into the point of the fourth turn at the height of more than the
permissible height of the start of landing attitude, flight will continue with the reduction to the height
of circle with the flight of centre RUNWAY(S) and the automatic start of mode PZ at the distance
from the centre RUNWAY(S) of more than 8 km and to the height not less than 1100 m, in the side,
with which the aircraft left to the axis RUNWAY(S), in this case will catch fire the indicator of
button PZ LEO (LAWS) and on PNP will be indicated By ψ back for the output into the point of the
third turn.
For the manual start of mode PZ it is necessary at the distance not less than 8 km to press
the appropriate button PZ LEO (LAWS).
With the airport approach to request the flight operations officer has barometric pressure at
the level RUNWAY(S) and to establish him on the setting device of the pressure of the panel of
setting device and on the altimeter VD -20.
If necessary landing approach with the course, reverse programmed, to press on PU
BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-
RANGE NAVIGATION RADIO SYSTEM the button Of ψ+180°, in this case on the button must
luminesce indicator (for turning off of the mode Of ψ+180° to press button for a second time).
With the distance to the point of the third turn, equal to 10 km, luminesces signal THE
ZONE (it will go out with its passage).
During automatic control and reaching in the process of reduction in the height Of [nzad]
SAU will be derived the aircraft in the level flight and [nachnjot] to execute manoeuvre for the
landing approach.
On the panel SAU switch THE INDICATION to establish to the position SETTLEMENT,
in this case on ILS will luminesce the information, which corresponds to landing attitude (Fig. 17).
With a difference in the current course of aircraft from the course RUNWAY(S) not more
than 45°, the lateral removal from the axis RUNWAY(S) not are more than 1500 m, distances to the
centre RUNWAY(S) from 10 to 20 km, to flight altitude in the limits Of [daer] · tg1° < N < Of [daer]
55 Section 4
· tg 2°40' (at removal 20 km from the centre RUNWAY(S) flight altitude it must be within the limits
of 350-930 m), the presence of signals [VOZVR], THE ZONE also of the signal OF CRUSTS [RM]
or its absence up to the moment of switching on of landing attitude not more than 2,5 min
automatically is included landing attitude, in this case on the panel SAU will fluoresce the signal
SETTLEMENT, on the signal signal panel is gone out signals [RM], CRUSTS [RM], № [RM] on by
law digital indicator, on PNP will operate blinkers and will be set in operation the vertical and
horizontal planks of position.
Upon automatic transfer from the mode NAVIGATION into the landing attitude they are
possible 2-3 dying oscillations along the listing, in this case the listing can achieve 40°.
If landing attitude at the removal 10-20 km from RUNWAY(S) automatically was not
included, then on KPP the horizontal plank of position will continue to indicate signal Δ[N] relative
to [Nzad], on PNP will be mastered By ψ the back for the output in the centre RUNWAY(S) and,
with the flight of centre RUNWAY(S) to the removal it is more than 8 km and to flight altitude not
less than 1100 m, automatically will be included mode PZ, in this case on the button PZ LEO
(LAWS) will catch fire indicator.
For the manual start of landing attitude the switch of modes on PU BTSCVM $$RTBQVM
- HIGH SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION
RADIO SYSTEM to set to the position SETT.
On the signal THE LANDING is included the indication of heading angle OUTER
MARKER BEACON from ARK. In this mode on PNP will be indicated distance to the retranslator
the landings (touchdown point of aircraft), [ZPU] = OF Ψ[VPP], Ψ back for the output on the axis
RUNWAY(S) and the position of the equisignal sectors of course and glide path relative to aircraft.
On KPP the horizontal plank of position before the intersection of glide path indicates Δ[N] relative
to a given height Of [nzad], and after the intersection of the glide path of – relative to glide path, the
vertical plank of position indicates deviation (Z) from the axis RUNWAY(S).
SAU in the horizontal plane will derive aircraft on the course RUNWAY(S), in the vertical
plane will be accomplished the stabilisation of a given height ([Nzad]) before the intersection with
the glide path, after which aircraft will descend on the glide path.
With the disappearance of course or glide zone (fallout of the blinkers of course or glide
path after the capture of glide path) in SAU is disconnected landing attitude and luminesces signal
panel CONTROL BY HAND.
Switching ARK with THE OUTER MARKER BEACONS on BPRM $$RTBPRM -
CLOSE-IN HOMING BEACON with the flight above the distant marker point with the extended gear
and setting of the switch OF [BLIZHN]-[AVT]-[DALN] to the position [AVT] occurs automatically,
in this case lights up the tube [BLIZHN] INCLUSIVELY at the moment of the flight above the
marker beacons it catches fire indicator lamp MARKER and in the telephones it is heard out bell.
At the height of 50 m to disconnect SAU and to land visually, piloting by hand.
Landing attitude can be if necessary abolished by pushing of the knobs:
− of the button PPM and one of the buttons 1-8;
− of the button [AER] and one of the buttons 1-3 with the number, different from
that airfield, to which is accomplished the flight;
− of button PZ LEO (PZ OF LAWS).
WARNING. Instrument landing approach with the work RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM on frequency-code channels 17… 20 is
executed by hand without the use SAU, in the case of the nonperformance of
requirement, the approach will be escorted by the fluctuations of aircraft on
the course.
4.17. Return and landing approach on the programmed airfield with the
director and manual steering of aircraft with the use [PNK].
With the automatic or manual start of mode RETURN in the director or manual steering of
56 Section 4
aircraft indication on the signal signal panel, and also indication [ZPU], the predetermined course,
distance on PNP in flight to the fundamental or spare programmed landing airfield of representation it
is analogous with flight in the automatic control mode of aircraft.
In the case, when aircraft will be located lower than the cruising altitude (1300 0 m) or the
predetermined trajectory of reduction, the horizontal plank of position KPP will be deflected upward.
During director control on KPP red flag “T” will leave from the field of sight and to the
intersection with the aircraft of programmed line of descent is ensured the director stabilisation of
height.
With the manual steering height to maintain in accordance with the mission.
Horizontal director pointer KPP during director control and horizontal plank of the
position KPP of – with the director and manual steering droop after the intersection of line of descent.
In the case, when upon transfer [PNK] into the mode RETURN director pointer KPP
during director control and horizontal plank of position KPP with the director and manual steering
droop, to execute reduction to the programmed flight path. After which, holding director pointers
KPP in the limits of central circle during director control or horizontal plank of position KPP on the
zero mark, and the current course, equal to the given one of – with the manual steering, to execute
flight along the line of descent to the height of prelanding manoeuvre.
With the distance 10 km to the point of the third turn catches fire signal THE ZONE (it
will go out with its passage).
With the airport approach of landing to request barometric pressure at the level
RUNWAY(S) and to establish it on the setting device of the pressure of the panel of setting device
and on the altimeter VD -20[k], and to also refine approach direction.
At the height Of [nzad], continuing pilotage in the director or manual mode, to derive
aircraft to the course of landing.
With a difference in the current course of aircraft from the course RUNWAY(S) not more
than 45°, the lateral removal from the axis RUNWAY(S) not are more than 1500 m, distances to the
centre RUNWAY(S) from 10 to 20 km, to the height of flight in the limits Of [daer].· tg 1° < N < Of
[daer]. · tg 2°40', the presence of signals [VOZVR], THE ZONE also of the signal OF CRUSTS
[RM] or its absence up to the cutoff of landing attitude is not more than 2,5 min, [PNK] will pass into
the landing attitude, in this case on PNP they operate to blinker “to” and “G” and will be included in
work vertical and horizontal planks of the position (on KPP of the plank of position they will ind icate
deviations from the equisignal sector with respect to the course and the glide path), the pointer of
heading angles ARK it will indicate KUR OUTER MARKER BEACON, but in director control, in
addition to this, on the panel SAU will fluoresce the signal SETTLEMENT.
If landing attitude at the removal 10-20 km from RUNWAY(S) was not automatically
included, to include it by hand, for which switch of modes on PU BTSCVM $$RTBQVM - HIGH
SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM to establish in position SETT.
In the course of landing to in flight hold director pointers KPP during director control or
vertical plank of position PNP with the manual steering within the limits of centre, in this case the
horizontal plank of position PNP will approach a central point.
With the approach of the horizontal plank of position to to position to smoothly translate
aircraft to the glide-slope descent. Automatically it is disconnected with the disappearance of the
course or glide zone (after the capture of glide path) OF SAU, on KPP fall out the corresponding
blinkers.
At the height of 50 m to disconnect director control, after pressing to the button
JETTISONING on PU SAU, to refine approach to visually and execute landing.
4.18. Drift to the second circle and the landing approach in the mode
REPEATED APPROACH with the use [PNK].
Mode REPEATED APPROACH adapts on the programmed airfield and only in the mode
57 Section 4
RETURN at the distance is not more than 20 km from the centre RUNWAY(S), in this case with the
landing approach (before the drift to the second circle) on PU BTSCVM $$RTBQVM - HIGH
SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM must be pressed the button PZ LEO (PZ OF LAWS)
The luminescence of indicator on the pressed button testifies about the start of mode THE
REPEATED APPROACH, on signal of which is removed landing attitude. After [nakatija] of button
PZ LEO (PZ OF LAWS) on the signal signal panel PU BTSCVM $$RTBQVM - HIGH SPEED
DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM will luminesce the signals [AER], [VOZVR], CONTROL, [KOMBIN], [RM], CRUSTS
[RM], on the left indicator will be indicated the number [AER], and on by the law of – the number
[RM] of landing airfield. At the distance 20 km from the centre RUNWAY(S) to the horizontal plank
of position KPP will be put out the signal Of δ[N]-[Nzad]-[Ntek]. With the height more than 30 m on
KPP is indicated the lateral deviation relative to axis RUNWAY(S) Ψ back for the output to the point
of the third turn; the azimuth of aircraft will be indicated relative to radio beacon, the distanc e of – to
the centre RUNWAY(S):
− controlling aircraft by hand, to maintain the current course, equal to the given
one, to execute left (right) turn with the listing not are more than 30° and to move
out into the point of the third turn at the height Of [nzad];
− to if necessary include director or automatic control, for which on the panel SAU
at the height not less than 300 m to press button [NAVIG] for director control,
and then the button OF AUTOMATIC for automatic control.
The indicators must luminesce with the pushing of knobs. In this case if the aircraft at
moment of switching on SAU is found below the supporting height ([Nzad]), the stabilisation of
barometric height will be ensured.
If at moment of switching on SAU aircraft is found above supporting height, then the
stabilisation of supporting height will be ensured.
In the absence the signal OF CRUSTS [RM] of more than 2,5 min after pushing of knob
PZ LEO (PZ OF LAWS) occurs the cancellation of modes RETURN and REPEATED APPROACH,
in this case go out the signals [VOZVR], [KOMBIN] and indicator on the button PZ LEO (PZ OF
LAWS), will fluoresce signal IT IS PATH, on PNP will be indicated By ψ the back for the output in
the centre RUNWAY(S).
If necessary mode PZ is removed by pushing of knob JETTISONING on PU BTSCVM
NAVIGATION RADIO SYSTEM. In this case goes out indicator on the button PZ LEO (PZ OF
LAWS), luminesces signal [VOZVR], [KOMBIN], on PNP is indicated By ψ the back for the output
to the axis RUNWAY(S); mode PZ (it goes out indicator on the button PZ LEO (PZ OF LAWS))
automatically is removed, flight will continue in the mode RETURN. In this case continue to
luminesce the indicators [VOZVR], [KOMBIN], on KPP is put out the signal of lateral deviation (Z)
relative to axis RUNWAY(S), and on PNP are mastered [ZPU] = Ψ RUNWAY(S) and Ψ back for the
output to the axis RUNWAY(S).
With switch oned SAU the aircraft will be automatic turned havock to the course of
landing with the listing of 40°, maintaining the current course, equal to the given one. After the
switching on of landing attitude on the panel SAU listing will not exceed 30°.
For the output to the course of landing in the manual steering it is necessary to maintain
the current course, equal to the given one, and in director control of – director pointers in the limits of
central circle;
− with a difference in the current course of aircraft from the course RUNWAY(S) is
not more than 45°, the lateral removal from the axis RUNWAY(S) not are more
than 1500 m, distances to the centre RUNWAY(S) from 10 to 20 km, to flight
altitude in the limits Of [daer].· tg 1° < N < Of [daer]. · tg 2°40', the presence of
signals [VOZVR], THE ZONE also of the signal OF CRUSTS [RM] or its
absence up to the moment of switching on of landing attitude not more than 2,5
min automatically is included landing attitude, in this case (if SAU is included on
58 Section 4
in director or automatic control) on the panel SAU the indicator will catch fire
SETTLEMENT, on signal signal panel PU BTSCVM $$RTBQVM - HIGH
SPEED DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM it is gone out signals [RM], CRUSTS [RM],
on PNP will operate blinkers “to” and “G” and will be set in operation the vertical
and horizontal plank of position.
If landing attitude at the removal 10-20 km from RUNWAY(S) was not automatically
included, to include it by hand, for which switch on PU BTSCVM $$RTBQVM - HIGH SPEED
DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM to establish in position [POS];
− in flight in the course of landing activity the same as with the landing approach in
the mode RETURN to the programmed airfield.
At the height of 50 m to disconnect SAU (if it was switch oned) by the pushing of the knob
OF OFF SAU on the control stick, to refine visually approach and to execute landing.
4.19. Flight to the unprogrammed airfield and the landing approach with
the use [PNK].
In flight to the unprogrammed airfield, equipped with navigation radio beacon, to establish
the frequency channel of the navigation radio beacon of airfield, for which:
− the switch of modes on PU BTSCVM $$RTBQVM - HIGH SPEED DIGITAL
COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM to establish to the position [NAVIG];
− switch UPR TSCVM $$RTQVM - DIGITAL COMPUTER- INPUT [CHK] to set
to the position INPUT [CHK]. in this case on the signal panel luminesces the
signal [CHK], and all the remaining signals go out;
− to press button JETTISONING on PU BTSCVM $$RTBQVM - HIGH SPEED
DIGITAL COMPUTER and RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM, by and then sequential pushing of knobs to set
up the number of the frequency channel of the navigation radio beacon, whose
value will luminesce on the digital signal panel. In the position of switch
[NAVIG] occurs the inhibit of the correction of the counted coordinates relative
to this radio beacon.
Landing airfield, it is necessary with the location of aircraft out of the zone of action of
radio beacon and PRS (if frequency is tuned):
− knowing the location of aircraft relative to PPM on the remained distance and the
predetermined course, to determine flight course to the airfield and to establish by
its rack of the predetermined course on PNP, to for which preliminarily
disconnect SAU by button JETTISONING on PU SAU, and on PU ARK and IR-
VK to press the button [ZK] OF MANUAL;
− by the manoeuvre of aircraft to combine by those established on PNP the
predetermined course with that flowing and to execute flight in the manual
steering of aircraft for the entry into the zone of action of radio beacon (PRS).
After the entry into the zone of action of the radio beacon (PRS) of airfield, it is necessary:
− to hear the numbers of the radio beacon (PRS) of airfield;
− with the presence of indication on PNP of azimuth and distance of aircraft to the
radio beacon to execute flight along the azimuth or on [KUR]=0 of the homing
station;
− with the airport approach to request the flight operations officer has the magnetic
heading of landing, meteorological condition and barometric pressure at the level
RUNWAY(S), which to establish on the scale of pressure on the panel of setting
device and on the altimeter VD -20[k];
59 Section 4
− to pass to the indication of the magnetic heading, for which on the setting device
of the magnetic variation ([ZMS]) to establish declination, equal 0°, in the level
flight on PU ARK and THE IR- VK to press the button IKV OSN and by n 3.
shch flogged button MK (they will catch fire indicators), to after which for a
second time press button MK (indicator it will go out);
− depending on flight altitude with the airport approach to begin reduction at the
distance, which ensures output to the radio beacon (PRS) at a given height;
− after the passage of radio beacon (PRS) to execute landing approach according to
th diagram e accepted for this airfield or on the instruction of flight operations
officer.
With accomplishing of landing approach in the manual steering it is necessary:
− the switch of modes on PU BTSCVM $$RTBQVM - HIGH SPEED DIGITAL
COMPUTER and RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM to establish to the position [POS], to press button JETTISONING on
this panel and by sequential pushing of knobs to set up the number [CHK] of the
landing beacon, whose value will luminesce on the digital signal panel;
− to establish on PNP the predetermined course of landing, equal to course
RUNWAY(S);
− in the process of the execution of the fourth turn with reaching of the course,
which differs from landing by 10°-12°, on PNP operate blinkers “to” and “G” and
are set in operation the vertical and horizontal planks of position, the pointer of
heading angles ARK will indicate KUR OUTER MARKER BEACON.
In flight the horizontal plank of position PNP will approach a central point of scale on top
in the course of landing at the flight altitude in the circle (holding the by hand vertical plank of
position PNP within the limits of centre). With the approach of the horizontal plank of position to the
central point to smoothly transfer aircraft to the glide-slope descent. At the height of 50 m to refine
approach and to land visually.
With accomplishing of landing approach in director control, it is necessary:
− after the switching on of landing attitude and the operation of blinkers “to” and
“G” on PNP to press button SETTLEMENT on the panel SAU with the listing is
not more than 30°, in this case on the button the indicator must catch fire, on KPP
the flags “to” and “T” must be retracted from the field of sight, but control
commands will enter the director pointers;
− holding director pointers in the limits of central circle, to execute reduction to 50
m.
For the landing approach in the automatic mode it is necessary additionally to pA PU SAU
to press the button OF AUTOMATIC, in this case on the button the indicator must catch fire;
− at the height of 50 m to disconnect SAU by the button OF OFF SAU on the
control stick, to refine visually approach and to execute landing.
With the disappearance of course zone or by glide (after the capture of glide path) during
automatic control SAU is disconnected the automatic control mode and luminesces signal panel
CONTROL BY HAND; during director control of – SAU it is disconnected also on KPP fall out the
blinkers “to” and “T”.
WARNING.
1. With the flights in the modes NAVIGATION (enroute flight and return), LANDING
and REPEATED APPROACH the switch INDUCTION [AVT]-[RUCH] on the panel
of setting device must be established to the position AUTHOR.
2. Aircraft handling in the modes indicated to execute only on the predetermined course
(without taking into account drift angle).
3. During automatic and director control of aircraft so that on PNP constantly would be
indicated Ψ back and Ψ [tek].[ist], output from BTSCVM $$RTBQVM - HIGH
SPEED DIGITAL COMPUTER, button IKV OSN and IKV OF TANBARK on PU
60 Section 4
ARK and IR- VK they must not be pressed.
Extension of landing gear and flaps with the landing approach with the use [PNK] to
execute after the output of aircraft to the landing pattern on removal 18-20 km from RUNWAY(S).
2 4 5 7
Fig. 13. Mode is TAKEOFF.
10 11 12
1 – the tendency of a change
700 in the velocity (index it 1500
blinks with the passage r. k. Of
v[pr].[maks].[dop]). 1 6
2 – velocity is instrument.
e of – the scale of angle of attack with the limiting values.
8
3
4 – the scale of course.
shch of – the current course. 9
' of – fixed cross lines. 10
" – barometric height.
12
11
8 – the index of aircraft. ВЗЛ
9 – the scale of listing.
10 – the scale of the vertical velocity.
11 – the line of pitch with the digit counter of instantaneous value.
Fig. 14. [IPV]. Mode is ROUTE.

4 3 2 1 6 9
61 Section 4
1 – effective range on the fuel.

2 – course-line deviation.
e of – PPM with the number.
4 – the preset track.
shch of – airfield with the number.
' of – radio beacons with the number.
" – the scale of image 50 km/cm of screen.
8 – its aircraft with the velocity vector, the line of height, the number *.
9 – the group of its aircraft with the velocity vector, number (2), quantity of aircraft in group
(4).
* In the system “[Nartsiss] of – M” its aircraft are indicated by symbol, and its own V[ist]. –
by symbol (counter within the frame in by law the lower bearing of screen).
2 3 4 5 7
Fig. 15. Mode is ROUTE.
10 11 12
1 – the tendency of velocity 1300
change. 13500
1
2 – velocity is instrument. 8
e of – the scale of course. 5
4 – the current course.

6
shch of – sighting label.
' of – fixed cross9 lines. 12
" – barometric height. 10

8 – the index of aircraft.
11
МРШ 16,5
12
10 – the scale of the vertical velocity with the instantaneous value.
12 – distance to PPM.
62 Section 4
2 5 3 4 7
Fig. 16. Mode is LOW-ALTITUDE FLIGHT.
10 11 12
1 – the tendency of velocity change.
470 500 р
1

6
shch of – sighting label.
' of – fixed cross9 lines. 20
" – barometric height. 10

11
МВП 16,5
12
2 4 5 7 9
Fig. 17. Landing attitude is.
10 11 12 6
370 500 р
1
e of – the scale of angle of attack with the limiting values.

4 – the scale of course.
3
8
shch of – the current course.
' of – the label of deviation from [kursoglissady]. 15
25
" – sighting label. 12
13
8 – fixed cross lines.
11
ПОС К 6,5 Г
9 – geometric height.
63 Section 4
16 15 14

14 – the readiness of the sensor of glide path.
15 – distance to RUNWAY(S).
16 – the readiness of course selector.
4.20. Landing approach with the use ARK.

For accomplishing the landing approach with the use ARK it is necessary to press button ARK
and to establish on PNP the course of landing. For the approach and the landing calculation with the use
ARK, adapt the following methods:
− with the straight line;
− from the estimated line;
− by two turns to 180°.
4.20.1 approach and landing calculation with the straight line.
At the height of the preset echelon level to move out on THE OUTER MARKER BEACONS.
The moment of passing outer marker beacon is determined by a change of reading the pointer
ARK from 0° to 180° (on the operation on the aircraft of light and sound communication MRP (at the
heights less than 2000 m)). With the passing outer marker beacon to include seconds counter, to turn
aircraft to the predetermined course (bearing of turnaway), to establish the velocity of 500-600 km/h and
to follow during the estimated time.
After the estimated time of flight from THE OUTER MARKER BEACONS with the
predetermined course to execute turn to the landing pattern with the listing of 30°. In the process of turn
to lose 200-300 m of height and by a change in the value of listing to attain exact output to the landing
pattern.
After output to the landing pattern on the height not more than 4000 m to establish the velocity
not more than 500 km/h, to release by chassis.
To translate aircraft to the reduction, maintaining from the height of 600 m the flight profile,
indicated in the table.
Flight altitude, m 600 400 200 100 50

Distance to RUNWAY(S),
12-14 8-9 4 2 1
km
At the removal 20-18 km (at the height of 600 m) to release flaps.

From the height of 400-300 m to smoothly decrease the velocity so that at the height of 200 m
(moment of passing outer marker beacon) to establish the velocity of 340-320 km/h. Subsequently to
perform just as with the landing approach in the mode RETURN (REPEATED APPROACH).
4.20.2 approach and landing calculation from the estimated line.
After fulfillment of assignments with the course, preset with KP, to follow to the line of the
beginning of reduction at the velocity of 500-600 km/h (or preset KP).
At the moment of output to the estimated line upon command with KP to turn aircraft to the
predetermined course and to translate it for the reduction with the established (preset) mode. In the
process of reduction upon commands with KP to in proper time introduce the corrections into flight
64 Section 4
course and the vertical velocity of reduction.

Direction of reduction (course) is given so that aircraft it moved out into the point of turn to
the landing pattern on the height of 2000 m (or another height, established for this airfield). The mode of
reduction establishes the detachment KP.
At the height of 2000 m to translate aircraft into the level flight and then with the listing of 30°
to execute turn (corrective turn) to the landing pattern.
In the process of the turn by a change in the value of listing to attain exact output to the
landing pattern. Precision of approach to monitor upon commands from the earth and queries of radio
direction finder. On the landing pattern to establish the velocity not more than 500 km/h, and at the height
less than 4000 m, to release by chassis, at the removal 20-18 km (at the height of 600 m) to release flaps,
to establish the velocity of 340-320 km/h and to translate aircraft to the reduction. Reduction to the
landing to carry out just as with the approach taking into landing calculation with the straight line.
4.20.3 approach and landing calculation by two turns to 180°.
After drift to the second circle after 1 min 30 it flogged after passing outer marker beacon (1
min after passing boundary marker beacon) at the established height (climb to carry out with a vertical
velocity of 15 m/s), at the velocity of 500 km/h to execute turn with the listing of 30° to the course,
reverse landing. After turn to if necessary introduce correction into flight course for the drift angle.
Abeam OUTER MARKER BEACONS to include seconds counter and to report on the radio
about the passage of beam. After the estimated time of flight from the beam to execute turn to the landing
pattern, varying by listing with the bearing to 45°.
On the landing pattern to establish the velocity not more than 500 km/h, to release by chassis
and flaps and to translate aircraft to the reduction. Reduction to the landing to carry out just as with the
approach with the straight line.
4.21. Special features of flight under the severe weather conditions.

With preparation for the flight in the adverse weather conditions special attention to give to the
functional test of instruments KPP, PNP, YES -200, SAU, IKV, RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM, ARK, heating PVD, [DUA], and also other navigation and pilotage
instruments and the system of the anti-icing of lamp.
Furthermore, it is necessary to check the installation of the course setter of instrument PNP to
the takeoff (landing) course and the setting device of the dangerous height of radio altimeter to the
position, which corresponds to safe flight altitude according to the instruments or with the landing
approach.
Before the takeoff to include the heating of fundamental and emergency PVD, to check the
appropriate indications of navigation and pilotage instruments to position of aircraft on RUNWAY(S)
(course, azimuth and distance on RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM, listing, pitch, height).
After takeoff, before the entry into the clouds to check work KPP and YES -200, to compare
their indications with the real position of aircraft in the space, to rate the work of instruments and to pass
on aircraft handling on them.
Cloud penetration to upward carry out under maximum conditions the work of engines or on
the afterburner at the indicated speed of 650-700[km]/[ch] before reaching of the number Of [m]=0,8-
0,82. Further framing to carry out on the number Of [m]=0,8-0,82. In the climb special attention to give to
the retention of flight conditions, monitoring it from readings of instruments.
After output for the clouds to execute flight in accordance with the mission. Output to the
landing pattern to execute with the use [PNK] to the operation on PNP of blinkers to g.
Reduction in the landing pattern to execute in the automatic, director or manual control mode,
in the process of reduction to raise control of height and flight speed.
After output from the clouds to visually determine the precision of landing approach and place
the beginning of alignment, in this case instrument flying not to cease before the confident detection
65 Section 4
RUNWAY(S) (end lamps or the rays of searchlights).

The adjustment of lateral course deviations of landing to carry out with the corrective turn of
aircraft with the listing not more than 35°, and after the passing boundary marker beacon of – is not more
than 15°.
4.22. Flight under icing conditions.

With the execution of flight under icing conditions before engine starting the switch of
control ZU of air ducts to set to the position OPEN.
With the moving and the taxiing with open ZU not to allow a increase in the engine
revolutions is more than 85%.
With the entry into the zone of icing output from it to execute under conditions flight, that
ensure the minimum time of the presence in the zone, or by a change in the echelon level of flight,
without creating in this case angles of attack more than 15°. In the case of the impossibility of changing
the echelon level of flight, and also after output from the zone of icing the removal of ice from the visible
elements of the construction of aircraft to accomplish by a increase in the velocity to 700 – 800 km/h.
For the removal of ice from the cockpit canopy to include n 3. shch flogged the anti-icing
system of lamp.
Landing approach to execute on the echelon level, located out of the zone of icing, the
mode of reduction and activity in the landing pattern in accordance with the recom mendations [RLE].
WARNING. Flights, landing approach and landing under icing conditions with closed ZU are
forbidden.
4.23. Special features of flights at night.

Aircraft handling is at night differed from pilotage in the daytime, mainly, that even on the
light night with the visibility of the surface (light) reference points and natural horizon for retaining
the flight conditions the pilot considerably more than attention gives to the flight and navigation
instruments, and on the dark night flight is executed only according to the instruments.
In the adverse weather conditions entire flight from the transfer of aircraft into the second -
segment climb to setting of visual contact with the runway lights with the approach and the landing
calculation they are executed according to the instruments.
Furthermore, in the night flight attention is diverted from aircraft handling by the presence
of screen from ANES and from the engines, especially in the afterburning regime in flight in the
clouds.
The order of the preparation for the lighting equipment of the aircraft before the flight is at
night presented in p. 3.4.7.
4.23.1. Engine starting and taxiing.
Engine starting to carry out in the same sequence, as in the daytime.

Before the taxiing the switch of lamps to set to the position TAXIING. To check cabin
lighting and to release flaps.
After obtaining clearance to taxi, to brake wheels, by the blinking OF ANES to give
command aircraft technique to the retraction of blocks. After being convinced in the absence
obstacles in front of the aircraft, after permission equipment to [provorit] proper working order of
taxiing and landing lights and to begin taxiing. Beginning of taxiing to indicate by short -term turning
off of taxiing light.
The technology of accomplishing taxiing is the same, as by the bottom is, however, as a
result of the restricted visibility necessary the increased circumspection. If necessary landing lights to
include by setting the switch of lamps in position THE LANDING (to the period but more shch min).
66 Section 4
4.23.2. Takeoff.
It is necessary after taxiing to the runway and installation of the aircraft along the axis
RUNWAY(S):
− to disconnect lamps;
− to include the heating of fundamental and emergency PVD;
− to rate the illumination of instrument panel, boards and panels of cabin;
− to ascertain that readings of navigation and pilotage instruments correspond to the
position of aircraft on RUNWAY(S).
The technology of accomplishing takeoff is at night the same as in the daytime. Direction
on the takeoff to maintain, being oriented on the fires of takeoff and landing strip. On the light night
the value of the incline of front wheel in the second-half of takeoff to evaluate according to line of
horizon and runway lights, into the dark only on the runway lights. The pitch angle of airc raft with
the normal incline of front wheel must be near 10°.
Before the disengagement of aircraft to transfer view on the runway lights from the left
side. After disengagement, without allowing listing and slip, to carry out the acceleration of aircraft
with the gradual withdrawal from the earth, preserving pitch angle by the approximately equal to the
bearing of disengagement. Aircraft to pilot, being oriented on the runway lights, to the artificial
horizon of instrument KPP to speed indicator.
On the height of 15 m to establish landing gear valve to the retraction.
After landing gear retracting to pass to the instrument flying.
In the case of the disengagement of aircraft near the end RUNWAY(S) and the absence of
fires abroad RUNWAY(S) (takeoff seaward, lake, etc) it is necessary immediately after the stable
disengagement of aircraft, without allowing listing and slip and by preserving pitch angle by the
approximately equal to the bearing of disengagement, to pass to the instrument flying.
4.23.3. Circling flight, approach and landing calculation, landing.
Visual circling flight to execute at the same modes, velocities and heights as in the
daytime. With the refinement of landing approach on the fourth turn not to heel over more than 45°.
Output of the fourth turn must be finished to the passage OUTER MARKER BEACON at the height
not less than 200 m.
The technology of accomplishing landing calculation and landing itself at night to that
illuminated by searchlights RUNWAY(S) with the lamps and without them, in essence, the same as in
the daytime, with exception of the fact that the gliding speeds and beginning of alignment must be
increased to 10 km/h in comparison with the flight in the daytime. After passage OUTER MARKER
BEACON, at the height not less than 100 m to include lamps. After passage BPRM $$RTBPRM -
CLOSE-IN HOMING BEACON the aircraft must descend into the illuminated by searchlights point,
separated by 150-200 m from the beginning RUNWAY(S), so that exclude leveling-out to the ray of
the first searchlight.
From the height of 30-20 m to transfer view to the earth, illuminated by searchlights, after
concentrating attention in the determination of the height of the beginning of alignment. From the
height of 12-10 m to begin alignment with the detachment in order to conduct aircraft to the earth at
the height not more than 1 m.
During the maintaining, with the touchdown and on the landing run to perform as with the
landing in the daytime.
Direction to preserve on the runway lights.
After the termination of landing run the switch of lamps to set to the position TAXIING, to
disconnect heating and to taxi to the parking.
4.23.4. Special features of landing on RUNWAY(S), not illuminated by searchlights.
Landing with the lamps on RUNWAY(S), not illuminated by searchlights, is more

complex and requires the increased attention of pilot in the determination of the height of the
67 Section 4
beginning of alignment and maintaining.

After passage OUTER MARKER BEACON, at the height not less than 100 m to include
lamps. After passage BPRM $$RTBPRM - CLOSE-IN HOMING BEACON the aircraft must plan
into the equalising point, as which serve intake runway lights.
From the height of 30-20 m to shift gaze to the earth, illuminated by lamps, and entire
attention to concentrate on the determination of the height of the beginning of alignment. Leveling-
out and to land analogously with landing on RUNWAY(S), illuminated by searchlights.
4.24. Flight of two interacting aircraft for the rendezvous with the use of
equipment RSBN $$RTRSBN - SHORT-RANGE NAVIGATION RADIO
SYSTEM in the mode [MSN] ISM -[RETr].
The flight of two interacting aircraft in the mode [MSN] is executed with a altitude
difference between them not less than 300 m.
Before the approach the height of the interacting aircraft to refine by queries al ong the
radio.
Upon command of pilot of one of the interacting aircraft, transmitted on the radio, on both
aircraft the switch of modes on the flap PU -187 is set in position ISM -[RETr] and is collected the
established number [CHK] (setting switch UPR TSCVM $$RTQVM - DIGITAL COMPUTER-
INPUT [CHK] into the position INPUT [CHK] by pressure on the buttons of the numbers of setting
field).
After transition to the mode THE ISM -[RETr] on the aircraft is removed the mode of
frequency control (if it was begun to operate) and it goes out the light signal panel OF CRUSTS
[RM].
After setting of switch to the position ISM -[RETr] on the instrument PNP falls out blinker
[k] and is closed the shutter of the counter of distance.
The blinker [k] is removed after setting of the interrelation of equipment of the interacting
aircraft in the mode [MSN], the shutter of the counter of distance is opened.
The pilot of the being converged aircraft accomplishes pilotage on the course plank PNP,
holding it in the zero position (in the centre of cross lines), ensuring flight to the towards interacting
aircraft. Approach to carry out up to the distance 1-2 km on the counter of distance on PNP, is and
then visual.
After the termination of flight in the mode [MSN] upon command of one of the pilots "
pass to the initial mode” the switch of modes to establish to the initial position ( [PROGRAM] or
[NAVIG]) and to continue flight in accordance with the mission.
If flight occurs in the zone of action of navigation radio beacon, then frequency control is
restored in one minute, luminesces the signal panel OF CRUSTS [RM], and on the counter of
distance PNP is removed the error, accumulated in the process of flight in the mode [MSN].
For interaction in the mode [MSN] with the aircraft, equipped with equipment RSBN
$$RTRSBN - SHORT-RANGE NAVIGATION RADIO SYSTEM -[PKz] and RSBN $$RTRSBN -
SHORT-RANGE NAVIGATION RADIO SYSTEM -2[s], the switch of modes it is necessary to set
in position [VSTR] and to perform as in the mode ISM -[RETr].
In this case mode THE ISM and mode [RETR] are not used, but interaircraft
communications is accomplished on [CHKK] from 1 through 8 channel.
68 Section 4
SECTION shch
COMBAT EMPLOYMENT.
On its flight-performance data and possibilities of the complex of air armament the aircraft
is capable to solve the following problems:
− the interception of aerial targets in the free space and against the background the
earth, in the daytime and at night, in the simple and adverse weather conditions
with conducting of combat at the medium and short distances;
− conducting close maneuverable combat;
− destruction of the visually visible ground (surface) targets.
Destruction of aerial targets is accomplished:
− by the guided medium-range missiles R -27[ER]1, R -27[R]1 with [RGS] and R -
27[ET]1, R -27[T]1 with [TGS];
− by the guided missiles of close maneuverable combat R -73[e] with [TGS];
− by gun [GSH]-301.
WARNING. The rockets are indicated as follows on ILS:

− R -27[ER]1 of – of 27[ER]
− R -27[ET]1 of – of 27[ET]
− R -27[R]1 of – of 27[R]
− R -27[T]1 of – of 27[T]
− R -73[e] of – 73
Destruction of ground (surface) targets is ensured:

− by the unguided rockets of the type S -25 from the guns S -25; S -13, from the
units B of 13 HP 8 of the units [B]8[M]-1;
− by aviation bomber weapons of destruction: by aerial bombs (calibre 50, 100, 250
and 500 kgf), by incendiary tanks ([ZB]-500), by expendable cluster-bomb
dispensers ([RBK]-500);
− by the gun [GSH]-301 of the calibre of 30 mm with the ammunition load of 150
cartridges.
Unloading units with the unguided rockets also of aviation bomb means is accomplished
with the aid of the trigger switch with the matrix [PODV] (further on the text P), and firing from the
gun [GSH]-301 is accomplished with the aid of the trigger switch FIRE (further on the text [o]).
The application of air facilities of defeat is ensured by the system of control of armament
[SUV]-27[E] together with onboard radio-electronic equipment ([BREO]).
5.1. Brief information about control system of armament ([SUV]).

The system of control of armament in the composition of radar aiming complex
5.1.1.
[RLPK]-27[E], of optical-electronic aiming system [OEPS]-27, of system of the single indication
([SEI]) “OF [NARTSISS]- M”, the systems of national recognition and system of control of weapon
[SUO]-27[E]2 ensure:
− the application of the guided rocket armament on the aerial targets in [DRB] and
[BMB];
− capture and target tracking from the survey modes RLS and [OLS] in [DRB];
− capture and the accompaniment of the visually visible targets from the modes
VERTICAL LINE, HELMET, OPTICS in [BMB];
− the application OF [VPU];
− the identification of state belonging;
− interaction of the unguided weapon on the ground targets.
69 Section shch
5.1.2. Radar aiming complex ([RLPK]) is component part [SUV]-27[E] and ensures:
− detection with the determination of coordinates on the passage, capture and the
accompaniment of the aerial targets, which fly at the height from 0,03 to 27 km in
the simple and adverse weather conditions in the daytime and at night, including
under the conditions of electronic jamming with the conducting by the fighter of
remote rocket dogfight and close maneuverable combat;
− the design conditions for the launch of rockets, formation and the transmission of
single commands in [SUO]-27[E]2, and also illumination of the attacked target
and transfer of control commands to the released rocket in [RGS] along the line
of frequency control;
− formation and the transmission of the signals of the representation of survey and
tactical information on the screens [SEI];
− formation and the transmission of target designation, single commands and value
of present range on [OEPS] with interaction;
− the reception of the angular coordinates of tracking the target from [OEPS], from
KU -31 in the modes WHOLESALE and from [NSTS] in the mode HELMET;
− formation and the transmission of control signals of aircraft in different modes of
induction;
− formation and the output of information on [SEI] and in to [DlAE] with the
accomplishment of the missions of group activities;
− the accomplishment of the missions of group activities;
− the reception of information against [BREO] of aircraft, surface (air) means of
control, identification of incoming information with the coordinates of the
discovered and tracking the target;
− the transmission of commands and control signals into the equipment JUICE- B;
− the reception of information about the condition of weapon from [SUO].
[RLPK] works in the following modes:

− the mode of survey and target detection with the determination of coordinates and
their setting on [SNP] (accompaniment not more than 10 targets on “the
passage”);
− mode [RNP] (mode of continuous direction finding), when the determination of
the coordinates of one target with the precisions, necessary for the conditions for
launch of the guided missiles without the retention of the survey of space is
carried out;
− mode [DNP] (mode of discrete- continuous illumination), when is carried out
accompaniment and the illumination of the attacked target and the transfer of
commands to the rocket along the line RK (frequency control for the rockets with
[RGS]);
− mode [KVO] (mode of quasi- survey) is used with the work [RLPK] as the slave
channel. In the mode [KVO] after the target of lock-on [OLS], [RLPK] with
setting of the switch [IZL]- OFF to the position [IZL] periodically (through shch
it flogged) short-term is included transmitter and it measures the range to target
(with its indication on ILS).
With reaching of range to target is less than 15 km or with the pushing of knob THE
INPUT on RUD at the distances of more than 15 km, [RLPK] automatically accomplishes a target
lock-on and it passes from the mode [KVO] into the mode [RNP].
The range [RLPK] in the free space and against the background the earth is practically
identical and depends on the flight altitude of aircraft, hemisphere of attack and comprises on the
fighters (σ = e of [m]2):
70 Section shch
A) in flight aircraft at the high altitudes:

− in [ZPS]:
with the attack from top to bottom: [Dobn] = of 30 – 40 km;
[Dzakhv] = of 30 – 35 km;
with the attack from bottom to top: [Dobn] = of 50 – 55 km;
[Dzakhv] = of 45 – 50 km;
− in PPS: [Dobn] = of 80 – 100 km, [Dzakhv] = of 65 – 80 km;
b) in flight aircraft at the medium altitudes (more than 1000 m):
− in [ZPS]: [Dobn] = of 25 – 35 km, [Dzakhv] = of 25 – 30 km;
c) in flight aircraft at the low altitudes (200 m):
− in [ZPS]: [Dobn] = of 20 – 25 km, [Dzakhv] = of 18 – 20 km;
In the mode THE SURVEY in PPS can be observed the disappearance of the target in the
range of the distances of 100 – 70 km to the period to five cycles of survey (failures on D).
[RLPK] ensures the detection of the aerial target, which flies with a speed of more than
210 km/h in PPS and [ZPS]. The targets, which fly with the lower speed (for example, helicopter),
are not detected. [RLPK] ensures detection and capture of the moving with the low speed helicopter
with the attack in PPS. Detection and capture of the hanging helicopter and with the attack in [ZPS] is
not ensured.
With the attack of target in [ZPS] from bottom to top on the flight altitudes more than
8500 m [RLPK] ensure target acquisition with the approach with it with the velocity of more than 300
km/h. In the remaining cases with the attack in [ZPS] [RLPK] ensures the target acquisition with the
approach with it with the velocity of 180 km/h and more, and also with the lag from the target with a
velocity of 100 km/h and more. The detection is not ensured at the equalised and by close one to them
velocities.
Target tracking is ensured with the approach with it with the velocity not of less than 150
km/h. For maintaining the indicated velocity with the attack in [ZPS] it is necessary the label of the
rate of closure to hold in the middle between the marks of zero and its own velocity. With the
blinking of the scale of rate of closure to increase the velocity of aircraft.
In the mode THE VERTICAL LINE is ensured capture and the accompaniment of the
visually visible target at the distances is less shch km on all aspect angles, excep t 4/4, in entire speed
range of approach (lag). The unstable target lock-on is possible at the equalised velocities. For the
stable capture it is necessary to ensure a difference in the velocities of fighter and target not less than
150 km/h.
The aspect angle of the target, detected BY [RLPK], is limited to the radial component of
its velocity. At subsonic speeds the aspect angle does not exceed 70° independent of of hemisphere
and condition of attack.
With the attack of target, which accomplishes the manoeuvres on the aspect angle, with
which can change the hemisphere of attack, switch PPS -[AVT]-[Zps] set to the position AUTHOR.
In the mode of continuous direction finding [RLPK] ensures in the free space all-sight
target tracking, which accomplishes the manoeuvres: turn, turn with the angle of sighting are more
than 3° (at the distances of less than 30 km).
With the attack of target, which manoeuvres on the aspect angle at the bearings it is less
than 3° and against the background the earth in PPS ([ZPS]), is ensured accompaniment to the rate of
closures BO of ′ [lshikh] (smaller) of its own velocity to 150 km/h, which at subsonic speeds
corresponds to aspect angle near 80°.
With BO of ′ the [lshikh] aspect angles or the bearing of bearing of more than 60° the
target is dropped from the accompaniment.
With the attack of target in PPS can be observed the multiplication of targets along the
distance and the azimuth.
With the attack of targets in [ZPS] on ILS in the mode of survey are observed false labels
71 Section shch
at different azimuths and distances, especially in flight at the low altitude, above the forest and above
the city, and also the shortest-term possible (5-10 it flogged) appearance of a signal AP. The label of
true goal is indicated on the specific azimuth with the decrease of distance in proportion to approach.
At the distances of less than 20 km the label of target “is multiplied” along the azimuth. Furthermore,
in the mode of survey the appearance of false labels of the identification above the labels of tar gets
and interferences is possible.
With the work [RLPK] in the mode of survey it is necessary to adjust the position Of
[drud] in such a way that the onset of a target would coincide with the luminescence of the second or
third number of line.
In the absence information with KP about the range to target to advance the value Of
[drud] of ≈ 0,8 · [Dobn] under the given conditions of attack; if with the attack from bottom to top
target is detected on the first line, and with the attack from top to bottom of – on the fourth line, to
decrease the value Of [drud].
With the installation by potentiometer INPUT [DALN] on RUD of the value of distance of
more than 70 km the size of the zone of azimuth coverage composes ± 20°, with the smaller rating
value of the distance of – ± of 30°.
5.1.3. Optical-electronic aiming system ([OEPS]).
[OEPS] is component part [SUV] and ensures:

− detection, capture and the accompaniment of aerial targets in the simple
meteorological conditions of against the background clean sky, cloudiness, earth
and aqueous surface, in the daytime and at night with conducting of close
maneuverable and remote rocket dogfight;
− the measurement of range to target with the aid of the laser range finder;
− formation and the transmission of control signals of aircraft in different modes of
induction;
− formation and the transmission of the signals of mapping onto the screens [SEI]
of information in the modes [OLS], OPTICS, VERTICAL LINE and HELMET.
But also aiming information during the application of the guided missiles with
[TGS] on the aerial targets, the application OF [VPU] on the air and ground
targets and of the unguided suspension weapon on the ground targets;
− accomplishment of missions and the provision of starting conditions, the
transmission of target designation and control commands to the rockets with
[TGS];
− the accomplishment of the missions of direct fire [VPU] at the air ground targets;
− the accomplishment of the missions of the aiming application of the unguided
weapon by the ground targets;
− formation and the transmission of signals in [SUO], the ensuring preparation
weapons of destruction depending on combat employment;
− the transmission of the angular coordinates of tracking the target in [RLPK] with
the leading channel [OLS] in [DRB];
− the target of visually visible lock-on in the modes HELMET, OPTICS,
VERTICAL LINE;
− the transmission of the angular coordinates of the visually visible target in
[RLPK] and into the guided missiles with [TGS] during the aiming with the aid of
[knjupelja] in the mode WHOLESALE and from [NSTS] in the mode HELMET;
− the transmission of signals and control commands in JUICE- B;
− the reception of angular coordinates and values of the present range of the
escorted BY [RLPK] target;
− the reception of information about the condition of weapon from [SUO];
− the reception of information from [NASU] for control of the centre of the zone of
survey [OEPS] in the command control (KN);
− transmission in [PNK] of angular coordinates and distance of the landmark in the
72 Section shch
mode VISUAL CORRECTION.
The range of detection of the fighter under maximum conditions of the work of the engines
of against the background clean sky in [ZPS] under the aspect angle of 0/4 – 2/4 composes about 50
km, against the background cloudinesses, the earth and the aqueous surface of 20 – 35 km, and in the
afterburning regime of the work of engines in PPS under aspect angle 1/4 composes 90 – 100 km the
distance of the target lock-on it is of about 70% of the detection range. The distance of the target of
lock-ons under maximum conditions of the work of engines in PPS under the aspect angle of 5° - 15°
composes about 10 km for the provision of a long range of the target of high-speed lock-ons in PPS
necessary to increase the aspect angle of attack of more than 15°.
With the work [OLS] in the survey by large and low field the interference elimination from
the background gatings (from the clouds, the earth, the aqueous surface, the sun) on ILS is carried out
by potentiometer REINFORCING TP.
During the rotation of potentiometer REINFORCING TP to the left proceeds sinking
sensitivity [OLS] the disappearance of labels from the interferences. A change in the position of the
labels of targets in the large field occurs with delay 4-6 it flogged, and in the low field with the delay
1 s.
The target of lock-on [OLS] it is expedient to execute during the elimination on ILS of
marks from the background. Automatic capture is recommended to carry out when in field of view
[OLS] of one label of target is present.
With the target designation [NASU] and the identification of target from [NASU] and
[OLS] is carried out the automatic target of lock-on assigned.
In the absence the identifications of the target of – its capture is not carried out.
In the absence support on the distance from [RLPK] or [NASU] (range to target from
[NASU] it comes discretely) distance in [OEPS] is input by hand.
The disruption of capture can occur:
− on leaving of target from the zone of accompaniment;
− with the entry of target or fighter into the cloudiness;
− with the sharp decrease of the temperature of the coming-out gases of the engine
of target (at the long range);
− during shading of target by the nose section of aircraft.
With the attack of target with [NPO] (before the input of distance) the scale of scale is
equal to 10 km and on it the symbol of the maximum effective range is indicated (OTHER). After the
input of distance the scale of scale will change.
Laser range finder LD works in two modes:
− in essence (frequency of the radiated signals 2 Hz);
− in the person on duty (frequency of the radiated signals 0,25 Hz).
The total time of operation LD in the fundamental mode is equal to 3,5 min.
Switch LD it is possible to include deliberately earlier (even from the earth).
Of during capture aerial target in [ZPS] LD it is included in STANDBY mode with the
range to target of more than 1600 m and in THE FUNDAMENTAL mode with D < of 1600 m. with
the work [OEPS] on the ground targets LD is always included in THE FUNDAMENTAL mode, in
this case in the attack of target from the dive (Ө > of 10°) of – it is included automatically, and in the
attack from the level flight of – by the pressure of joystick on THE RUSS.
Turning off LD is carried out automatically through 30 from afterward the start of
emission either with the first pressure of trigger switch P, or by hand, by pushing of knob
JETTISONING on RUD.
5.1.4. Control system of weapon [SUO]-27[E]2.
Control system of weapon is the component part of control system of the armament [SUV]
and is intended for preparation and applying all types of weapon and accomplishes the following
functions:
− the indication of the presence of weapon on the points of suspension and
73 Section shch
readiness for the application;

− a selection of the type of weapon, version of its application;
− the indication of the selected and remained in the reserve weapon;
− the transmission of signals into the acquisition system and elimination of the
surge of engines during the application of a weapon;
− the transmission of signal for shaping of tone sound signal with the frequency of
400 Hz into the telephones of the pilot during capture of target by rocket from
[TGS] or readiness of rocket with [RGS] with the [vkljuchjonnom] switch OF
CHAPTERS VKL;
− providing safety with the operation of weapon by blocking the chains of starting
on the gear down position on the earth, and also by the off position of the switch
OF CHAPTERS VKL on the earth and in air.
[SUO]-27[E]2 can work in the following modes:

− semiautomatic, when the preparation of weapons of destruction for the starting,
the tactical jettisoning and the firing is carried out upon commands, put out
automatically BY [RLPK] or [OEPS];
− manual, when the preparation of weapons of destruction for the starting, the
tactical starting and the firing is carried out upon commands, put out by hand;
− emergency, with which is executed the emergency starting of rockets with [APU]
and the emergency jettisoning of weapon with [AKU] or [BD].
With obtaining [TSU] and single commands by rocket with [TGS] the ready signal from it
of [vydajotsja] after direct capture [TGS] of target, but by rocket with [RGS] the readiness of
[vydajotsja] is not earlier than 2 (after performance [TSU], fine adjustment in the frequency and
inspection of the channel of frequency control).
For the provision of a minimum time of the formation of readiness [RGS] is necessary the
carrying out [VSK] of rockets R -27[ER]1 (P1) in the composition [SUV] before the flight.
In the case of the simultaneous target lock-on by rockets R -73[e] on all points unloading
rockets will be accomplished according to the logic, realised in [SUV], i.e., of 7→8→5→6→3→4
(5→6→3→4), in this case, if some one of them will not be in the capture, then the launches
(gatherings) of the first finished rockets on the same sequence with the passage of rockets unready to
the starting will be carried out.
If are selected to the application sister rockets with [RGS], the like of their general
readiness their unloading is accomplished according to the logic of 3→4→9→10→2→1.
The rockets (for example, R -27[ER]1 (R -27[R]1) of different types and R -27[ET]1 (P -
27T1)) they are unloaded according to the same logic, only beginning from th type of rockets e
selected by hand.
If during the launch of rockets the switch of the version of the application of a weapon is
located not in the position UNIT, but in any other position, the like to the pressure of trigger switch P
will descend ready to starting rockets on one with each pressure.
If during the application of a weapon on the ground targets the switch of the version of
application remained in the position UNIT, then unloading suspension weapon will be carried out by
a series with the time interval of 0,1 s.
The launch of rockets, with the presence of command PR, is carried out by the pressure of
trigger switch P and does not depend on the duration of its retention. If with the launch of rockets
occurred [neskhod] of rocket and trigger switch P remained still pressed, then firing order passes to
the following finished rocket of this type, in this case the [nesoshedshaja] rocket automatically is de-
energised and subsequently is excluded from the number of those selected.
With the launch of rockets R -27[ER]1 or P -27P1 in the version THE UNIT and
[neskhode] of one or two rockets of this pair, starting commands to the ready to application rockets of
the same type of the following pair with the retention trigger switch P do not pass.
For starting of the subsequent pair (or one in version ONE) to release and to again press
trigger switch p.
74 Section shch
With the launch of rockets P -27P1 to the period of the pressure of trigger switch P on the
screen ILS the symbol PR disappears and it appears again after the release of trigger switch (if there
are conditions for its appearance).
In all modes of the application of rockets R -73[e] it is necessary to include cooling [TGS]
by the switch OF CHAPTERS VKL or 73-[OKhLAZhD] previously, not less than 2 min prior to
starting.
If necessary the maintenance of the readiness of rocket R -73[e] with the execution of
flight with that switched off OF CHAPTERS VKL cooling [TGS] to carry out with the start of the
switch of 73-[OKhLAZhD] for all remained time of flight.
Trigger switch [o] has two sequential motions (pressure):

− the first motion for the priority selection and the aiming [VPU].
For the selection [VPU] by easy movement to translate trigger switch [o] before the
fixation in the intermediate position. In this position on ILS must appear the indication, which
corresponds to the mode of aiming [VPU];
− the second motion directly for the firing from [VPU], it is accomplished
[dozhatiem] before the end (stop) of trigger switch O.
During the application OF [VPU] the symbol PR on the screen ILS does not luminesce.
With the firing from [VPU] without the cutoff the duration of firing is determined by the
time of the pressure of trigger switch [o] (second motion) with the provision of a remainder of
ammunition load into 50 shells ([NZ]).
With the firing with the cutoff with each pressure ([dozhatii]) of trigger switch [o] are
fired 25 shells. In this case tempered it must be only to the value of the second motion in order not to
disconnect aiming indication. After the shooting of each unit on ILS in the small square is relieved
the index of remainder (, and). 3 2 1 А О
The indication of remainder [VPU] is duplicated up on the flap [PVI]-10[PE]1 (2)
respectively: K, e/4, 1/2, 1/4, [NZ].
Remainder [NZ] fires back in the cutoff conditions by turns on 25 shots, and with the
firing without the cutoff at the duration of the pressure of trigger switch [o] (second motion). In this
case the index of expenditure [NZ] for ILS luminesces before the total consumption of ammunition
load. If necessary the control of the expenditure [NZ] of news on [PVI]-10[PE]2, on which the
indication is carried out through 10 cartridges ([NZ], 40, 30, 20, 10,).
WARNING. Is allowed the indication of the remainder of ammunition load 10 or 20 on [PVI]-

10[PE]2
А and on ILS with actually its total expenditure.
After the termination of firing from [VPU] trigger switch [o] to set to the initial position.
Unloading weapon on the ground targets is accomplished depending on installation on
[PVI]-10[PE]2 of the switch of versions of application and type of weapon as follows:
A) with position ONE:
− are unloaded BY AB on one with each pressure of trigger switch P in the
sequence with 9, 10, 2, 1, e, 4, shch, ' of the points of suspension;
− are unloaded two symmetrical units B -8[M]-1 by salvoes with interval of 0,08 it
flogged with the pressure and the retention to the end of unloading the units of
trigger switch p.
For unloading the following two units it is necessary to release and to again press trigger
switch P;
− B -13[l] are charged analogously WITH B -8[M]-1 only the interval between
salvoes 0,16 it flogged;
− S -25 are charged on one shell with each pressure of trigger switch P;
b) with the position THE UNIT:
75 Section shch
− are unloaded four AB with established interval of 0,1 with the first pressure of
trigger switch P from points 9, 10, 2, 1 with the second pressure,
− are unloaded in the sequence from points 3,4,3 (it is indicated on PI -10[p] by
point shch), 4 (it is indicated by point ');
− are unloaded BY B -8[M]-1 and B -13[l] as in position ONE;
− are unloaded by S -25 on two from the symmetrical points with each pressure of
trigger switch with interval of 0,16 it flogged;
c) with the position THE SERIES:

− are unloaded all AB with the established during [PVI]-10[PE]2 interval with the
pressure and retention to the end of unloading trigger switch P in the sequence
with 9, 10, 2, 1, e, 4, shch, ' of the points of suspension;
− are unloaded all units B -8[M]-1 and B -13[l] with the pressure and the retention
to the end of unloading trigger switch P;
− is unloaded by S -25 everyone on one in the sequence from the points e, 4, e (it is
indicated on PI -10[p] by point shch), 4 (it is indicated by point ') with pressure
and retention of trigger switch p.
With setting of switch TRAINING WORK on flap [SHCHNP]-10[PM] to the position IS

TRAINING and the switch of the versions of the application of a weapon on the flap [PVI]-10[PE]2
to position ONE (UNIT):
− are unloaded the units of – four rockets S -8, on two of two symmetrical units,
with each pressure of trigger switch P;
− are unloaded the units of – two rockets S -13, on one of the symmetrical units,
with each pressure of trigger switch p.
With setting of the switch of the versions of the application of a weapon to the position
THE SERIES:
− are unloaded all units of – on 8 rockets S -8 on two rockets from each unit, with
each pressure of trigger switch P;
− are unloaded all the units of – of 4 rockets S -13 on one of each unit, with each
pressure of trigger switch p.
TRAINING WORK to the position IT IS TRAINING with setting of switch and to setting
the switch of the modes of operation [VPU] to the position CUTOFF on the flap [PVI]-10[PE]2 of –
with each pressure of trigger switch [o] (second motion) is fired on ' of shells.
With the carrying out [VSK] [SUV] (stage of capture RLS) simultaneously with the
inspection [RLPK] is performed the control of selected to the application of rockets R -27 (3) [R]1 or
R -27 (3) Of [t]1. During the performance of program [VSK] by the rockets R -27 (3) Of [r]1, R -27
(3) Of [t]1 at the flap OF PI -10[p] appear the corresponding green blinkers of readiness.
In all modes [SUV], except mode THE NAVIGATION, on the indicators [SEI] is indicated a symbol
of the type of the suspension weapon, selected to the application
5.1.5. Flaps and controls [SUV].
On the control panel [SUV] of the left side of cabin are located the following organs:
1. Seven-position switch of the modes of operation [SUV] with the positions:
− of φ0 of – is ensured application on the visually visible target of rockets with [TGS] with the failure
[RLPK] and [OEPS];
− [NAVIG] of – for mapping onto ILS of navigation information from [PNK];
− [OLS] of – by the leading channel is assigned [OEPS];
− RLS of – by the leading channel is assigned [RLPK];
− [VERT] of – is ensured the capture mode of the visually visible target in the close combat by the
manoeuvre of aircraft;
− WHOLESALE of – is ensured the target of visually visible lock-on with the aid of the joystick OF
KU -31;
76 Section shch
− THE HELMET of – is ensured the target of visually visible lock-on with the aid of [NSTS].
2. Switch [NAVED] OF [AVT]- MANUAL with the positions:

− [AVT] of – for the start of automatic control of the centre of the zone of survey [RLPK] or [OLS], of
emission [RLPK] with the work of fighter in the field of the induction of the surface automated
control system ([NASU]) or with the target designation from the leading aircraft and for the automatic
input of distance with [NASU] after the target of lock-on [RLPK] into the mode [NPO] or [OLS];
− OF MANUAL – for control of the centre of zone [RLPK] or [OLS] by hand and manual input of
distance.
3. Three buttons: ←, ↑, → of – for the manual steering of the centre of the zone of survey
[RLPK] or [OLS]. With the pushing of knob the centre of zone displaces to the side,
indicated by pointer, to half of the size of the zone of survey.
4. Switch Δ[N] for 11 positions (0.2, 4, ', 8, 10, 2, 4, ', 8, 10) for the installation of the
centre of the zone of survey [RLPK] or [OLS] on the angle of elevation with the
manual steering.
5. Switch OF [IZLUCH]-[EKV]- OFF with the positions:

− [EKV] of – transmitter works on the dummy antenna in the absence of the command of emission with
[NASU] or on the antenna with the emission OF SHF with the passage command with [NASU] in the
mode KN;
− [IZLUCH] of – transmitter works on the antenna with the emission OF SHF energy in the free space;
− OF OFF – transmitter is disconnected. The time of the start of transmitter with setting of switch of the
position OFF to the position [EKV] or [IZLUCH] composes 1-2[sek].
6. Switch LD for including the laser range finder.

7. Switch [ZAKHV] OF [AVT]- MANUAL with the positions:
− [AVT] of – for the automatic transition [RLPK] from the mode of survey into the mode of continuous
direction finding and automatic capture [OLS] of the first discovered target;
− OF MANUAL – for the target lock-on by hand by gating the label of target with the aid of the
joystick of ku -31.
8. The switch OF [APK]-AP- OFF, is used with the work [RLPK] under the conditions of
interferences. The selection of the position of switch is accomplished after the analysis
of the radar situation, represented on ILS.
9. Switch PPS -[AVT]-[Zps] with the positions:

− PPS of – is assigned the mode of the high frequency of the repetition ([VCHP]) of sounding pulses
and the sign of forward half sphere into the rocket with the incomplete instrument provision ([NPO]);
− [ZPS] of – assigns the mode of the medium frequency of the repetition ([SCHP]) of sounding pulses
and the sign of rear cone into the rocket with [NPO];
− [AVT] of – the repetition frequency of sounding pulses is established automatically with the
alternation [VCHP] and [SCHP]. It is used in the absence information about the hemisphere and the
target.
For [OEPS] the sign of target is determined by the position of switch with [NPO] or
automatically according to the data OF [RLPK].
10. Switch BASICS- D OF THE [OBN]-BASICS- V with the positions:
− BASICS- D of – survey information [RLPK] in [SEI] is mapped into coordinates
azimuth range;
− A 3- of V – survey information [RLPK] in [SEI] is mapped into coordinates the
azimuth- velocity of the approach of fighter with the target;
− [OBN] of – is not used;
On the control panel [RLPK] of the left side of cabin are located following the organs:
1. Switch is PROGRAM for five positions (1, 2, e, 4, shch) for the selection of the range
(sector) of the carrier frequencies of transmitter [RLPK].
2. Switch OF CHARACTER RLS for six positions (1, 2, e, 4, shch, ') for the selection of
the carrier frequency of transmitter inside the sector.
77 Section shch
Installation of character [RLPK] to perform in accordance with the table:
Position Numbers of the frequency channels

Position
the switch
the switch
ORDERING
PROGRAM 1 2 e 4 shch
NUMBER RLS
1 1 " 13 19 25
2 2 8 14 20 26
e e 9 15 21 27
4 4 10 16 22 28
shch shch 11 17 23 -
' ' 12 18 24 -
3. Switch OF CHARACTER 27 for the selection of the carrier frequency of transmitter in

the mode of the illumination of target with the launch of rockets with [RTS].
4. Switch STOOD STILL [DALN] OF GROUP-ONE-[JUST]- OFF – in flight it is not
used.
The following organs are located on the flap of target assignment and support of group
operations of the starboard of cabin:
1. Ten buttons with the indicators OF TARGET (1-10) for the selection of the transmitted
target and destination of target to the attack.
2. Five buttons with the indicators FIGHTERS (1-4 and GR) for the selection of the
number of slave user or number of the interacting group (it is pressed button GR).
3. Button is INPUT for the input of th numbers e selected with buttons.
4. Button is JETTISONING for removing the target from the attack or from the transfer.
Designation and order of the use of controls of the systems of telecode
communications, utilised under the group effects, are presented in the section
“operation of systems” (book 2 [RLE]).
5. Switch FKP [MLP] OF [AVT]-OFF- MANUAL with the positions:
− [AVT], for the start FKP and [MLP] before the attack;
− OF OFF – for turning off FKP and [MLP] between the attacks;
− OF MANUAL – for the control UVD is not used.
6. Switch [VSK] Of [sh]101, for including the mode of the built-in test control [SUV].
On the left upper flap of instrument panel on [PVI]-10[PE]2 are located the following
controls and indication:
− of signal panel THE WORK of – for the indication of the type of weapon,
selected for the application;
− of two signal panels THE RESERVE of – for the indication of the type of
weapon, which is located in the second and third turn of application;
− of signal panel THE REMAINDER [VPU] of – for the indication of the remainder
of ammunition load [VPU];
− of signal panel THE EMPTY UNITS of – for the indication of the presence of
empty units [NRS];
− the switch OF CHAPTERS VKL with the fixation, for blocking the chains of
starting, tactical jettisoning and firing, and also the start of cooling [TGS] rockets
R -73[e];
− the switch of the versions of the application of a weapon with the positions:
A) ONE – is accomplished starting [UR] on one with each pressure of the
trigger switch of suspension weapon, it is carried out bomb release or
starting [NRS] in the routine;
b) THE UNIT of – is accomplished starting [UR] on two with each
78 Section shch
pressure of the trigger switch of suspension weapon;

c) SERIES 01 (02, 04) is carried out bomb release or starting [NRS] with
the established interval (series);
− switch AIR-SURFACE of – is set in the appropriate position during the
application of armament on the air or ground targets;
− the switch [P]P [AVT]-[RUCH], for the formation in [SUO] of command PR
according to the information from [SUV] ([AVT]) or forced ([RUCH]) (for
[VPU] command PR it is formed always independent of the position of switch);
− the switch (with the fixation) OF [NEUPR] STARTING (pressure), for the
unguided (emergency) starting of rockets [UR] with [APU];
− switch (with the fixation) EMERGENCY JETTISONING (pressure), for the
emergency jettisoning of weapon with [AKU] or [BD];
− switch is CUTOFF, for the fire in bursts for each pressure of trigger switch [o] on
1/4 units (25 shells) of the combat set of shells;
− button is JETTISONING, for jettisoning the empty units [NRS];
− war-peace switch is (with the fixation), for the platoon of fuse with bomb
jettisoning to THE BURST.
On the panel of the indication OF PI -10[p], established on the instrument panel, are
located two rows of the blinkers, intended for the representation of the presence of the suspended
weapon (blinkers of a upper number of yellow) and its readiness for the application (lower number of
the blinkers of green colour).
Switch of 73-[OKhLAZhDENIE] on the left panel of instrument panel, for control of

cooling [TGS] rockets R -73[E].
They are established on the aircraft control stick (RUS):

− switch b. BOYD is COMBAT, for the selection of the type of the rockets of close
combat, with the presence together with them of another weapon;
− the trigger switch of suspension weapon P, for the tactical starting (jettisoning) of all
types of suspension weapon;
− trigger switch [o], for the priority selection [VPU] (first motion) and the firing from
the gun (second motion);
− joystick CONT. BY STROBE, for transferring the strobes of manual capture over the
coordinates BASICS- D and THE A[Z]- V with the leading channel [RLPK] and
A 3- the angle of elevation of – with the leading channel [OEPS] along the field
ILS and for the start LD in the mode of emission with the work along the ground
targets.
They are established on RUD:

− button is INPUT, for transmitting the command to the target lock-on in [RLPK], [OEPS] and rocket
with [TGS], and also for the manual input in [RLPK] and [OEPS] of the values of distance to the
aerial target and for including the mode of preliminary cut with the work [OEPS] on the ground
targets;
− button is THE SELECTION OF SUSPENSIONS, for the manual re-election of weapon
with the load on points 1, 2 of different types, e, 4, 9, and 10;
− button is JETTISONING, for jettisoning the target from the accompaniment [OEPS],
[RLPK], jettisoning the target by head [TGS] in the modes WHOLESALE,
HELMET; for turning off LD with the work on the ground targets;
− potentiometer is INPUT [DALN], for the installation of the values of range to target in
the mode SURVEY during the induction by voice.
On law the instrument panel located the following signal panels:

− [IZLUCH] of – signals about the presence of the emission [RLPK] of Hf- energy
into the space;
79 Section shch
− CAPTURE RLS of – signals about the target of lock-on [RLPK] and the
transition into the mode [RNP];
− CAPTURE [OLS] of – signals about the target of lock-on [OLS];
− STOOD STILL [DALN] of – it signals about the presence of th range to target e
measured BY [RLPK].
The following potentiometers are located on the left panel of instrument panel:
− REINFORCING TP for eliminating the marks of decoys on ILS with the work
[OEPS] in the mode of survey;
− THE BASE OF TARGET (B with M) for the mission of the base size of target with the use [VPU] in
the mode THE PROGNOZ-[DOROZHKA] and sign of target (B of – large, from – average, M of –
low) during the application of all air-to-air missiles;
− BRIGHTNESS [NSTS] for the selection of the necessary brightness of the symbols of aiming in
[NSTS].
On the flap of feed of the right panel of cabin is located the switch [OPS] for the start
[RLPK] and [OEPS].
5.1.6. Interaction of subsystems [SUV].
I. interaction [RLPK] and [OEPS] with the system of national recognition.
The system of national recognition ensures the determination of state belonging with target
from the principle OF FRIEND-FOE.
With the leading channel [RLPK] in the mode THE SURVEY above the label “its” target
appears the label of identification.
THE SURVEY identification is not ensured with the leading channel [OEPS] in the mode,
but in the mode of target tracking identification is ensured only after transition [RLPK] into the mode
[RNP].
II. Interaction [RLPK] and [OEPS].
With the joint operation [RLPK] and [OEPS] the selection of the leading channel is
accomplished by hand or automatically according to the logic of work [SUV] and depends: from the
position of the switch of modes [SUV], from the positions of switches [IZL] and LD and selected
type of rockets. With the pressure of trigger switch [VPU] [o] (first motion) occurs the automatic
selection of the leading channel [OLS] independent of of the position of the controls and selected
type of rocket indicated, on ILS is indicated the mode of aiming [VPU] (PROGNOZ-[DOROZHKA]
or NONSYNCHRONOUS FIRING).
A) interaction [RLPK] and [OEPS] in the mode SURVEY in [DRB].

The selection of the leading channel in [DRB] in the mode SURVEY is determined by the
position of the switch of the modes of operation [SUV]. In the position RLS is assigned leading
[RLPK], in the position [OLS] of – leading [OEPS]. The centres of the zones of survey of both
channels coincide.
b) interaction [RLPK] and [OEPS] in [DRB] in the mode of accompaniment.

With the leading channel [RLPK] (switch of modes work [SUV] in the position RLS) from
[RLPK] in [OEPS] are put out the angular coordinates of target and distance. [OEPS] carries out the
target lock-on on the target designation from [RLPK], in this case catches fire by the signal panel
[ZAKHV] RLS, BY [ZAKHV] [OLS] THE MEASUREMENT [DALN]. If we during capture targets
[RLPK] and [OEPS] and selected to the application rockets with [TGS] the switch of the modes of
operation [SUV] install from the position RLS to the position [OLS] (independent of the position of
switch LD), by the leading channel becomes [OEPS].
The leading channel will not change with setting of the switch of the modes of operation
[SUV] from the position RLS to the position [OLS] when the presence of target tracking [RLPK] and
80 Section shch
target tracking [OEPS] is absent. Transition in this case to the leading channel [OEPS] can be
accomplished through jettisoning of capture [RLPK].
With the leading channel [OEPS] (switch of the modes of operation [SUV] in the position
[OLS]) from [OEPS] in [RLPK] are put out the angular coordinates of target.
[RLPK] passes into the mode [KVO], in this case periodically in [OEPS] of [vydajotsja]
the information about the distance catches fire by the signal panel [ZAKHV] [OLS], and on ILS must
luminesce symbol [IZL].
At the distance of less than 15 km [RLPK] from the mode [KVO] passes into the mode
[RNP] and in [OEPS] enters the information about the distance, in this case catches fire by the signal
panel [ZAKHV] RLS, BY [ZAKHV] [OPS] RANGING, the symbol [IZL] burns constantly on ILS.
With the fluctuation of the indices Of [dRmaks], [DRmin], [Dtek] on ILS and if necessary
the launch of rockets it is necessary to press button INPUT. With this [RLPK] passes into the mode
of target tracking (they will fluoresce the signal panel [ZAKHV] RLS, MEASUREMENT [DALN]) it
is ensured reliable application of rockets and reliable national recognition.
If we during capture targets [OEPS] and [RLPK] and the selected to the application
rockets with [TGS] the switch of the modes of operation [SUV] install from the position [OLS] to the
position RLS (independent of the position of switch LD), by the leading channel becomes [RLPK].
With the re-election of rockets with [TGS] to [RGS] by the leading channel it becomes
[RLPK].
The leading channel does not change with setting of the switch of modes [SUV] from the
position [OLS] to the position RLS when the presence of target tracking [OEPS] and target tracking
[RLPK] is absent. Transition in this case to the leading channel [RLPK] can be accomplished through
jettisoning of capture [OEPS].
III. Interaction in [BMB].
1. In the mode VERTICAL LINE [OLS] carries out survey in the zone of ≈3°[kh]60°,
and [RLPK] in the zone of ≈5°[kh]60°, in this case by the leading channel it is assigned [RLPK], if
switch oned [IZL] is disconnected LD, and also with th rockets with [RGS] independent of of the
position of switch LD e selected to the application. In all remaining cases by the leading channel it is
assigned [OEPS].
If slave channel first took target, catches fire the signal panel [ZAKHV] PJIC (3[AKhV]
[OLS]), and on ILS remains survey information VERTICAL LINE. If the leading channel first t ook
target, at ILS appears the capture information of the leading channel (but slave channel it passes to
the target designations from the leading channel) and it occurs the target lock-on without the
supplemental pushing of knob INPUT on RUD.
2. In the mode THE HELMET [RLPK] is assigned the leading channel after the target
lock-on with switch oned [IZL] and off LD, and also with th rockets with [RGS] independent of of
the position of switch LD e selected to the application. In all remaining cases by the lead ing channel
it is assigned [OEPS].
During capture target by any channel (leading or slave) on ILS luminesces the capture
information of the taken channel and catches fire the corresponding signal panel [ZAKHV] [OLS]
([ZAKHV] RLS), and another channel passes to the tracking of target designations from the taken
channel.
If first took target slave channel, and by the second of – leading, after the target lock-on by
the leading channel the capture information of slave channel changes by the capture information of
the leading channel.
3. In the mode OPTICS the logic of interaction is analogous to the logic of interaction in
the mode HELMET.
IV. Interaction during the application OF [VPU].
81 Section shch
With the pressure of trigger switch [o] (first motion) occurs the priority selection of the
mode of aiming [VPU] NONSYNCHRONOUS FIRING (with the presence of capture [OLS] and of
range to target from LD or [RLPK]) or THE PROGNOZ-[DOROZHKA] (in the absence the
measurement of range to target or capture [OLS]).
With the presence of capture [RLPK] and [OLS] the absence of distance from LD for the
accomplishment of aiming mission are used the angular coordinates from [OLS] and distance from
[RLPK], in this case the precision characteristics of firing from [VPU] are reduced.
5.1.7. Special features of work [SUV] with the complete ([PPO]) and with the incomplete ([NPO])
instrument provision.
[SUV] ensures the application OF [UR] and [VPU] in the modes:

− [PPO], when [RLPK] and [OEPS] have complete information from the parameters, necessary for the
accomplishment of combat missions, in this case the scale of range scale takes the values:
A) 150, 100, 50, 25, 10 and shch km of – with the leading channel [RLPK];
b) 100,50,10 km of – with the leading channel [OLS].
They are indicated with the attack of target in the mode [PPO] on the range scale together
with the index (pointer) of present range:
− the index of the maximum [razreshjonnoj] launching range, which is counted algorithmically for the
deliberately [nemanevrirushchej] target ([DRmaks]1);
− the index of the maximum [razreshjonnoj] launching range for the deliberately maneuvering target
([DRmaks]2);
− the index of the minimum [razreshjonnoj] launching range ([DRmin]).
With selected to the application [VPU] (NONSYNCHRONOUS FIRING) the range scale
1200 m luminesces around the mobile aiming cross lines, in this case each fourth of cross lines is
equal to 300 m;
− [NPO], in the conditions of interferences with the leading channel [RLPK] and the in the absence
measured range to target with leading [OEPS]. With the leading channel [RLPK] the scale of range
scale in PPS of – 100 km, in [ZPS] of – 50 km the index of present range is located inside the scale.
With leading [OLS] of – the scale of scale is equal to 10 km in the absence of distance.
With the attack of target with [NPO] on the range scale together with the index of present
range is indicated one symbol of the maximum [razreshjonnoj] launching range (OTHER) and there
is no index of the current time, which was remained to the encounter of rocket with target .
In the mode [NPO] in the remote rocket combat ([DRB]) range to target of [vydajotsja]:
A) with the leading channel [RLPK] of – is automatic by algorithm [KMOD]
(kinematic method of determination of distance) or from [NASU], which
[ostajotsja] of priority. In the absence distance from [NASU] or [KMOD] it is
possible to introduce it by hand. For the manual input of distance it is necessary to
set the switch [NAVED] [AVT]- MANUAL on the control panel [SUV] to the
position OF MANUAL and, revolving on RUD potentiometer INPUT [DALN], to
establish on the numerical indication on ILS (digit they are emphasised by feature)
the value of distance, [soobshchjonnoe] by voice with KP, and to press button
INPUT. The index of present range is set in the corresponding to the [vvedjonnoj]
digit position and further changes automatically after the input of [delnosti] by
hand either from [NASU] or [KMOD] (it is extrapolated);
b) with the leading channel [OEPS] of – automatically from [NASU] the index of
present range is set in the position, which corresponds to digits without the feature
on ILS, or by hand. For the manual input of distance to translate the switch
[NAVED] OF [AVT]- MANUAL to the position MANUAL and, revolving
potentiometer INPUT [DALN], to establish on ILS (digit emphasised by feature)
distance and to press button INPUT. With [NPO] on the range scale ILS luminesces
the label of the maximum [razreshjonnoj] launching range of rockets. After the
input of distance by hand or from [NASU] appears the index of the present range,
whose value corresponds to the [vvedjonnoj] distance, and further it does not
change.
Distance by hand can be input, each time establishing the new digit, which corresponds to
82 Section shch
new data with KP, and, pressing after the installation of digit, button INPUT. The index of present
range is moved according to the scale discretely, taking the values of the distance, [vvedjonnoj] by
hand or from [NASU].
When the index of present range is established below label of a maximally [razreshjonnoj]
launching range of rockets, on ILS will fluoresce the index THE REST.
If there is no possibility to track by hand the distance, put out with KP, then by hand it it is
possible to input only one time. For this to establish the value of distance is lower than the value,
indicated by the label of a maximally [razreshjonnoj] launching range of rockets, and to press button
THE INPUT. The index of present range will be established below label Of [dRmaks] and, if rockets
with [TGS] took target, it will catch fire THE REST in this case to continue to pilot before the actual
reaching of the [vvedjonnoj] distance, [podtverzhdjonnoj] with KP by voice.
In the mode [PPO] with the attack of target in PPS of target designation ([TSU]) and single
commands (RK) of launch preparation of rockets R -27[ER]1 ([R]1), R -27[ET]1 ([T]1) are put out
immediately during capture the targets [RLPK] or [OEPS], in [ZPS] of – 5-7 it flogged prior to the
maximum [razreshjonnoj] launching range.
In the mode [NPO] [TSU] the single commands of launch preparation of rockets R -
27[ER]1 ([R]1), R -27[ET]1 ([T]1) are put out immediately during capture target [RLPK] or [OEPS]
with the attack in PPS and [ZPS].
With the attack of target with [PPO] the hemisphere of the attack of [vydajotsja] on [OLS]
automatically and can correspond to the position of switch PPS -[AVT]-[Zps].
Of in the absence current or [vvedjonnoj] by hand [delnosti] in [DRB] with the leading
channel [OEPS] and with the [vkljuchjonnom] switch PR [AVT]-[RUCH] to the position [RUCH] is
reduced the probability of kill of target.
[PPO] in [BMB] is ensured by the presence of measured [delnosti] LD or [RLPK] (with
the [vkljuchjonnykh] appropriate switches LD and [IZL]).
With the work [SUV] in the mode [NPO] in [BMB] (target of visually visible lock-on from
the modes OPTICS, HELMET, VERTICAL LINE) is provide ford the automatic input of the zero
value of the distance (pointer of present range it stands on zero), to the rocket automatically of
[vydajotsja] D = of 2 km and in [SUO] of [vydajotsja] the [razreshjonnaja] launching range.
During the application of rockets R -73[e] in the mode [NPO] in [BMB] in [SUV] can be
formed the command [NOP] (inadmissible sighting error), on the screen ILS the symbol PR begins to
blink, and in [NSTS] blink aiming rings and cross lines in the antiphase. By pilotage to remove
sighting error.
In the presence [NOP] it is possible to launch rocket R -73[e]; however, in this case the
probability of kill of target is reduced.
In [BMB] also it is possible to introduce distance by hand by the method, indicated above.
With [NPO] and selection [VPU] realises the aiming by the method THE PROGNOZ-
[DOROZHKA].
In this mode the distance can be rated by the comparison of the size of the visually visible
target with the width of mouth of funnel; the widest (upper) unit, approximately, corresponds to 200
m, while narrowest (lower) – 600 m with the base of target of less than 30 m. with a increase in the
base of target by every 10 m the range scale increases respectively by 100 (for example, with t he base
of target 30-40 m wide unit corresponds to 300 m, and narrow – 700 m).
5.1.8. [SUV] under the effects on the ground targets ensures:
− the automatic application of bomber, cannon and rocket ([NRS]) armament, which [zadajotsja] by
setting the switch of modes [SUV] to the position WHOLESALE by the selection of this weapon to
the application. During the application OF [VPU] on the ground targets it is necessary to additionally
establish switch SURFACE-TO-AIR on [PVI]-10[PE]1 (2) to the position THE EARTH;
− the manual mode of the application OF [ABSP], which [zadajotsja] by setting switch GRID-DAY-
NIGHT on ILS to the position GRID.
5.1.9. In flight is ensured the control of proper working order [SUV] as a whole and of its
individual subsystems with the transmission of the signals of failures into the system “screen” and the
83 Section shch
indication of recommendations on OBSOLETE.
5.1.10. Versions of the arrangement of rockets “air-to-air” on the aircraft.
Number Points of the suspension

the
version 8 ' 4 10 1 2 9 e shch "
1 R -73[e] R -73[e] R -73[e] R -73[e] R -73[e] R -73[e]
R- R-
27[ET]1 27[ET]1
2 (R - (R -
27[T]1) 27[T]1)
R- R- R- R- R- R-
27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ET]1
e (R - (R - (R - (R - (R - (R -
27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[T]1)
R- R- R- R- R- R-
27[ET]1 27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ET]1
4 (R - (R - (R - (R - (R - (R -
27[T]1) 27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[T]1)
R- R- R- R-
27[ER]1 27[ER]1 27[ER]1 27[ER]1
shch R -73[e] R -73[e] R -73[e]
(R - (R - (R - (R -
R -73[e] R -73[e] R -73[e]
27[R]1) 27[R]1) 27[R]1) 27[R]1)
R- R- R- R- R- R-
27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ET]1
' R -73[e] R -73[e]
(R - (R - (R - (R - (R - (R -
R -73[e] R -73[e]
27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[T]1)
R- R- R- R- R- R-
27[ET]1 27[ER]1 27[ER]1 27[ER]1 27[ER]1 27[ET]1
" R -73[e] R -73[e]
(R - (R - (R - (R - (R - (R -
R -73[e] R -73[e]
27[T]1) 27[R]1) 27[R]1) 27[R]1) 27[R]1) 27[T]1)
1. Limitations on the velocity in the dependence on the version of the arrangement of the
rockets:
− of 1-2 – is not more than 1300 km/h;
− of 3-7 – is not more than 1200 km/h.
2. With any version of unsymmetric suspension maximum positive overload decreases by
Δ[Pu]=2, and output to the negative g-force is forbidden.
3. In the version of fundamental suspension (2[khR]-73[E] on the points ", 8 of 2[khR]-
27[ER]1 (2[khR]-27[R]1) on points 1, 2) – without the limitations on the velocity.
4. The incomplete ammunition loads of rockets can be used in all versions of suspension.
5. Are allowed the versions of the unsymmetric suspension of rockets, with exception of
complete one-way and versions with the disbalance of the takeoff mass not more than
84 Section shch
450 kg.
6. The suspension only of sister rockets is allowed on the symmetrical points.
7. The built-in gun adapts in all versions with the suspension weapon and without it.
8. For training and training session of flying personnel on the application of combat
missiles of the type R -27 in all modes [SUV]. with exception of mode φ[o] for the
rockets with [TGS], are used training rockets R -27[Ut], manned by different types
[GSN]. Rockets adapt in the modes: 470-1[UTM] from [RG]C, 470-[ZUTM] with
[TGS]. The installation of mode is produced with surface preparation by rejoining the
break, located in the end unit of rocket. The readiness of rocket for the repeated attack
is ensured automatically in 1-2 minutes from the moment of jettisoning the target
[RLPK].
9. In the training rocket flights R -73[e] to use only shch, ' or e, 4 points of suspension
(for the exclusion of the destruction of glazing ANES).
10. Is allowed the [poparnaja] symmetrical suspension of rockets R -27[ER]1 and P -27P1 simultaneously on the
different pairs of points.
5.1.11. Conditions for launch of the guided missiles.
Rockets
Parameters
R -73[e] R -27[T]1 R -27[ET]1 R -27[R]1 R -27[ER]1
1. Permissible Out of the cloudiness in the daytime and at night
meteorological against the background of clouds, earth and aqueous
In any meteorological conditions in
conditions and the surface with the bearing of the sun or solar “path” not
the daytime and at night.
time of day. less than 15 and the bearing of moon not less than 4°,
including on the ground heat-contrasting targets.
2. Range of In PPS from 2 In PPS from 2 to
launching ranges to 42,5 65,5
with their In [ZPS] from In [ZPS] from 0,7
In PPS from 1,5 In PPS from 2 to In PPS from 2 to
detachment [SUV] 0,7 to 7,5 to 16,5
to 30 33 52,5
depending on the With the work in [ZPS] against the
In [ZPS] from In [ZPS] from In [ZPS] from
conditions of background of the earth with the
0,6 to 13 0,7 to 5,5 0,7 to 12,5
attack, km type of target [MTS] and N < e km
[Nn]=[Nts]=0-10 DP of ≤ e km DP of ≤ '
km km
e. Range of
distances with their In PPS from 1,5 In PPS from 2 to In PPS from 2 to In PPS from 2 In PPS from 2 to
visual evaluation to [Np]+0,5 2[Np]+10 3[Np]+15 to 2[Np]+10 3[Np]+15
(according to the In [ZPS] from In [ZPS] from In [ZPS] from In [ZPS] from In [ZPS] from 0,7
information with 0,6 to (Np/2) +2 0,7 to (Np/2) +2 0,7 to [Np]+3 0,7 to (Np/2) +3 to [Np]+3
KP), km
4. Altitude range of
the flight of target, 20 – 2000 20 – 25000 20 – 27000 20 – 25000 20 – 27000
m
shch. Permissible
value of height
difference (vertical
± (1,5+0,2[Nts]) ± 10 ± 12 ± 10 ± 12
separation) between
the target and
interceptor, km
'. The permissible 0 – 8 (" with the
overloads of slip not more it
aircraft with the is 2nd X of the
0 – " (' with the slip not more it is 0 – shch (rate of roll not more than
starting diameters of
2nd X of the diameters of ball) 50 deg/s)
ball)
(0 – shch with
[VSU])
85 Section shch
Conditions for the launch of rockets on the points of the suspension
Points of the
Type of the rockets Range of the rockets
suspension
N of ≤ 15000 m to V ≤ of 300 – 1000 km/h (to M =
R -73[e] e, 4
2,2)
N = of 15000 – 18000 m to V ≥ 650 km/h (to M = 2,35)
R -73[e] shch, ', ", 8
N < of 15000 m to V = 300 – 1100 km/h (to M = 2,2)
R -27[ER]1 N = of 15000 – 18000 m to V ≥ 650 km/h (to M = 2,2)
(R -27[ET]1, R -27[R]1, R - 3,4 N < of 15000 m to V = 300 – 1100 km/h (to M = 0,6-
27[T]1) 2,2)
R -27[ER]1 (R -27[R]1) 9, 10, 2, 1 In entire range of combat employment on M of ≥ 0,6
The launches of rockets R -73[e] along the target la -17 to execute in [ZPS] with the
vertical separation relative to target with the aspect angles not more than 2/4 at the distances not are
less than 1000 m.
Firing from the gun to carry out on N 15000 m of – at velocity 300 – 1100 km/h (M of ≤
1,7), on N = of 15000 – 16000 m of – at the velocity from 450 km/h to M = 1,7 with the g-forces of 0
– ', with the slip not more than two diameters of ball in all modes of the work of engines.
WARNING. For the provision of heat resistance and life it is onsetter gun [GSH]-301 firing from
[VPU] to execute only in the cutoff conditions. After the shooting of 50
shells the break in the firing is not less e of minutes.
Versions of the arrangement of the weapons of destruction of ground

5.1.12.
(surface) targets with the rockets R -73[e] on the points shch and ', with the containers publ.
[L]203[IE] on the points " even 8.
Points of the suspension Takeoff

mass during
Version
Type of the the

suspensions shch e 9 2 1 10 4 ' fundamental
servicing
4970 kgf
R- R-
1* S -25 + + 24010
73[e] 73[e]
R- R-
2* S -8 + + 23830
73[e] 73[e]
R- R-
e* S -13 + + 24110
73[e] 73[e]
R- R-
4 P 50-75 + + + + + + 23760
73[e] 73[e]
R- R-
shch AB -500 + + + + + + 26310
73[e] 73[e]
R- R-
' [RBK]-500 + + + + + + 26310
73[e] 73[e]
R- ++ + ++ + ++ R-
" AB -250 + 27310
73[e] + + + + + 73[e]
86 Section shch
R- R-
8 [ZB]-500 + + + + + + 25560
73[e] 73[e]
++ ++ ++ ++ ++ ++
R- R-
9 AB -100 ++ ++ ++ ++ ++ ++ 27430
73[e] 73[e]
++ ++ ++ ++ ++ ++
*
– the versions of arrangement with the load on one unit [NRS] on the points e and 4 are
used for the trial targets, in this case the indication on [SHCHNP]-10[P] of
installation [PUS]-36-71 in [BDZ]-[USK]- B is not provide ford.
5.1.13. Versions of the arrangement of the weapons of destruction of ground

(surface) targets with the rockets R -73[e] on the points " even 8.
Points of the suspension Takeoff

mass during
Version
Type of the the

suspensions " shch e 9 1 2 10 4 ' 8 fundamental
servicing
4970 kgf
R- R-
1 S -25 ++ ++ 24740
73[e] 73[e]
R- R-
2 S -8 ++ ++ 24380
73[e] 73[e]
R- R-
e S -13 ++ ++ 24940
73[e] 73[e]
R- R-
4 P 50-75 + + + + + + + + 23630
73[e] 73[e]
R- R-
shch AB -500 ++ + + + + ++ 27070
73[e] 73[e]
[RBK]-500 R- R- 27070
' ++ + + + + ++
([ZB]-500) 73[e] 73[e] (26070)
R- ++ ++ ++ R-
" AB -250 + ++ + ++ + 27530
73[e] + + + 73[e]
++ ++ ++ ++ ++ ++
R- R-
8 AB -100 + ++ ++ ++ ++ ++ ++ + 27430
73[e] 73[e]
+ ++ ++ ++ ++ ++
1. Limitations on the velocity and the g-force (G[t] of ≤ 4200 kgf) for the versions:
− of 1-4 – of V ≤ 900 km/h (M of ≤ 0,85), PU of ≤ 6,0;
− of 5-8 – of V ≤ 900 km/h (M of ≤ 0,85), PU of ≤ 5,5;
The maximum speed of jettisoning [ZB] – 750 km/h.
In flight with [BDZ]-[USK]- B, [MBDZ]- U 6-68 and by the girder- dual-control
aircraft:
M of ≤ 0,85, of PU = 6,5;
V ≤ 900 km/h 0,85 < M of ≤ 1,25, of PU = 5,0;
1,25 < M of ≤ 1,5, of PU = 6,0;
2. Maximum negative g-force with any fuel remainder in all versions PU = - 1,0.
3. Can be used versions with the incomplete symmetrical load by ammunition and the
87 Section shch
unsymmetric suspension of ammunition with the disbalance is not more than 750 kg.
4. Jettisoning [ABSP] (including finished [RBK]) at the velocity more than 700 km/h to
carry out only with the repulsion (forced squad).
5. Takeoff masses tables give with the cartridges [VPU], APP -50.
5.1.14. Conditions of starting [NRS] and firing from the gun at the ground (surface)
targets.
Rockets Gun with the

Parameters S -8 (A, ACE, S -25[Fo] suspended
B, [v], TO, M, S -13 (T) S -13[Of] S -25[o] (S -
[OF], P,) 25[OFm])
units NR
Altitude range in
the beginning of 500 – 3500 500 – 4000 550 – 4000 600 – 4000 600 – 4000 400 - 3000
attack, m
Speed range in the
beginning of 350 – 900 350 – 900 350 – 900 350 – 900 360 – 900 350 – 900
attack, km/h
Range of dive
10 – 40 10 – 40 10 – 40 10 – 40 10 – 40 10 – 40
angles, °
Altitude range of
starting (firing), m 300 – 1700 300 – 1800 350 – 1800 400 – 1800 400 – 1800 200 – 1400
Range of the
ground speeds of
starting (firing), 550 – 900 550 – 900 550 – 900 550 – 900 550 – 900 550 – 900
km/h
Maximum
launching range 2300 3000 3000 3000 3000 1800
(firing), m
Minimum safe
distances of the upon upon upon upon upon
upon command
beginning of command command command command command
[OTV]
output from [OTV] [OTV] [OTV] [OTV] [OTV]
attack, m
Minimum height
of the flight above
exploded 350 350 550 600 650 200
ammunition, m
Time of firing to
the total ' of turns with
consumption of 2 3,5 3,5 0,5 0,5
duration to 1 s.
ammunition load,
5.2. General sequence of actions with the execution of flight with the application of a weapon.
88 Section shch
After starting [UR] either [NRS] or firing from [VPU] to control the mode of the work of
engines. With unstable operation and inadmissible changes in the parameters of engines to perfor m in
accordance with the recommendations, given in the section “special cases in flight”.
In the case of the undermining of rockets after their starting in the flight path of aircraft to
pilot aircraft in such a way as to traverse the centre of the cloud of the undermining of rocket or from
the safe side depending on the distance of the undermining of rocket. In the case of [neskhoda] from
[APU] or [nesbrosa] with [AKU] of rocket after the pressure of trigger switch P in the presence PR to
continue fulfillment of assignments with th weapon e remained aboard.
After the termination of accomplishing to disconnect the switches OF CHAPTERS VKL,
LD, [IZL], FKP, [MLP].
After landing with th ammunition load e remained aboard, and also in the case of
[neskhoda] of rockets or delay in the firing from [VPU], observing safety measures, to taxi into the
specially reserved place for the preliminary examination of armament and installation of surface
safety pins, to after which prolong taxiing to the parking.
For the execution of training flights, in the case of the absence of practise rockets, is
allowed the use of cap- imitators [ZI]-470[KE].
With the flights to the combat employment is allowed short-term luminescence on THE
MOUTHS of signal [SUO] WORK [VPU], which does not require of the pilot of any activities.
5.2.1. Stages of fulfillment of assignments with the application of a weapon.
The process of the execution of flight is subdivided into the following stages:
− preparation for the flight;
− output into the combat contact with the target (command control, onboard induction, onboard search,
induction by voice, survey on the landmarks);
− the attack of aerial target (homing, aiming and the application of a weapon) or the attack of
ground target (aiming and the application of a weapon);
− output from the attack.
5.3. Preparation for the intercept mission.

5.3.1. Before the flight with the application of armament to accept report about the readiness of aircraft and
armament for the flight, the version, the type and a quantity of suspended weapon, a quantity of charged shells [VPU].
5.3.2. To produce visual inspection and to be convinced of the following:

− in [APU], [AKU] and [BD] are established surface safety pins;
− protective caps [OEPS] the heads of rockets are taken;
− the suspended weapon does not have external damages;
− on the wings of rockets be absent clamp;
− the version of the suspension of weapon corresponds to mission for the flight.
5.3.3. After landing in the cabin to ascertain that the controls [SUV] are located in the initial positions:
Designation of flap and the matrix of control Initial position

Control panel [SUV]
Buttons [TSZ] [TSZ]↑
Switch of modes [SUV] [NAVIG]
Switch Δ[N] About
[NAVED] OF THE [AVT]- MANUAL MANUAL
[IZLUCH]-[EKV]- OFF OFF
LD OF OFF OFF
CAPTURE BY THE [AVT]- MANUAL MANUAL
[APK]-AP- OFF OFF
PPS -[AVT]-[Zps] PPS
89 Section shch
Designation of flap and the matrix of control Initial position

BASICS- D of – [OBN] of – OF THE BASICS- V BASICS- D
Control panel [RLPK]
ORDERING NUMBER RLS They are established
ORDERING NUMBER 27 previously and they are
PROGRAM sealed.
MEASUREMENT OF [DALN]-GROUP-ONE-[JUST]- OFF OFF
Flap of the target assignment
Buttons: - THE INPUT
- THE JETTISONING They are not pressed,
- TARGETS 1, 2, e, 4, shch, ', ", 8, 9, 10 indicators do not burn
- FIGHTERS 1, 2, E, 4, GR
FKP [MLP] OF THE [AVT]-OFF- MANUAL OFF
[VSK] Sh -101 It is disconnected
Flap of the feed
[OPS] It is disconnected
INDICATION It is disconnected
Upper flap [PVI]-10[PE]2
Switch of the versions of the application of the weapon ONE
PR [AVT]-[RUCH] PR [AVT]
In the lower position
CHAPTERS VKL (under the clip, it is
disconnected)
AIR-SURFACE AIR
The mid-position (fixed
[NEUPR] THE STARTING
by clip)
EMERGENCY JETTISONING It is disconnected
NONEXPLOSION
EXPLOSION-NONEXPLOSION
(fixed by clip)
CUTOFF CUTOFF
[TORM]- WITHOUT [TORM] WITHOUT [TORM]
On the left panel of instrument panel
Lower position
73-[OKhLAZhD]
(disconnected)
BASE OF TARGET (B with M) Average ()
REINFORCING TP Right end position
BRIGHTNESS [NSTS] Maximum
On RUS
B. BOYD THE COMBAT D. THE COMBAT
TRIGGER SWITCH [PODV] Clip is discarded upward
TRIGGER SWITCH IS THE FIRE Clip in the upper position
On RUD
End position of – from
Potentiometer is INPUT [DALN]
itself to the stop.
To execute the following activities:

− with the switch oned on the flap distributors the switches OF THE SPECIAL-
SYSTEM of № 1 and № 2 to be convinced of the fact that on the panel OF PI -
10[p] did not fluoresce the yellow blinkers of the presence of suspensions. In the
case of the luminescence of yellow blinkers to give the command “to disconnect
the feed [SUO] on the flap [SHCHNP]”, after turning off they are gone out;
90 Section shch
− to set switches PPS -[AVT]-[Zps], [TORM]- WITHOUT [TORM], ΔH and the

version of the application of a weapon to the position, that correspond to mission
for the flight;
− on the flap [SO] the switch of the modes of the work of responder to establish to
the position [BAN], with the work in the mode [SPK];
− on the control panel (G 6-16) of the article of 11[G]6 by switches WAVE, SEPARATION and CODE
to advance radio data, according to flight mission and to select, by pushing of knob, the corresponding
to mission mode of operation [SPK] or [ALM];
− to check the work of the article of 11[G]6 (passage of the starts of surface [PN]);
− after engine starting to ascertain that on the flap OF PI -10[p] fluoresced the yellow blinkers of the
presence of entire suspended weapon. If on the suspensions is located weapon for the activities
through the ground targets, then under the blinkers of presence on the appropriate points will fluoresce
the green blinkers of readiness, which luminesce th weapon e independent of selected to the
application of the type;
− to include switches [OPS] INDICATION;
− before the taxiing from the parking or on RUNWAY(S) to give command aircraft
technique for the removal (demonstration) of the safety pins of weapon.
5.4. Flight programs to the interception of aerial targets.
5.4.1. With the interception of aerial targets, depending on velocity and heights of their
flight, can be used the following standard programs (profiles), Fig. 18, 19:
− afterburning of – with the near interception;
− nonafterburning or combined of – with the remote interception.
Flight according to the given programs (profiles) is executed in the automatic, director and
manual steering of aircraft during the induction from surface ASU. The programs indicated are
optimum for the consumption of fuel and time and are used for achievement the maximum boundaries
of interception of aerial targets. With the guidance of fighter to the aerial target voice with [PN] the
flight profiles to the interception can be characterised by from those indicated.
5.4.2. Afterburning program is executed on full afterburner to the termination of attack

along the following profile:
− takeoff and the gain of altitude of 11000 m on the Mach number = 0,9-0,95 (position 1- 2-3);
− acceleration to [N]=11000 m to the number Of [m]=1,3; 1,8; 2,0. Output to the Mach numbers = 2 is
executed with the acceleration to V[pr] = of 1200 km/h, further by the climb at the constant velocity
Of v[pr] = of 1200 km/h before reaching of Mach number = 2,0;
− the climb on the Mach numbers = 0,9; 1,3; 1,8; 2,0 positions d e; and b; in g; 5-6 and flight to the
command VERTICAL LINE (climb on M = 0,9 to execute under the conditions MAXIMUM);
− output to the height of the attack of target upon command VERTICAL LINE to the stage of homing.
5.4.3. Nonafterburning flight program to the interception of aerial targets adapts for
achievement the maximum boundaries of interception and is executed along the following profile:
− takeoff under the conditions MAXIMUM and the gain of altitude of 11000 m on
V[ist] = 860 km/h;
− acceleration to the Mach number = 0,9, the climb and cruising flight on M = 0,9
(cruising-climb flight) to the command VERTICAL LINE.
The combined program provides for takeoff, climb, cruising-climb flight under the
5.4.4.
conditions MAXIMUM with the subsequent start of afterburning program.
5.4.5. Reduction to the height of the attack of the target to execute on the single command
VERTICAL LINE -1 with [Nzad] Of [npoleta].
91 Section shch
N km
6
б Н3 г
Н2
15
е
Н1
д а в 5
3
3’
м 4
10
Н'3
к к’
5
V=1250 км/ч
2’ 2
1
0
0,5 1 1,5 2,0 2,5 M
Fig. 18.
1- it is 2nd 3- 4- of 5-6 – the program of the gain of altitude and velocity on full
afterburner with the near version of interception;
1-2'-3'- d e of – the framing of the cruising height under maximum conditions of
the work of engines;
1-2'-3'- 4- of 5-6 – the program of the gain of altitude and velocity with the
remote version of interception;
d e, and b, in g of – gatherings from the base program;
N 1- of m, N is 2nd m, N 3- N 3. of [k]'- to – of the program of reductions.
Н км
Vц; Нц
30 92 Vц; Нц Section shch
Vц; Нц
Fig. 19. Standard flight profiles with the interception of aerial targets.
1, 2 – the attack of targets in PPS and [ZPS] with the near version of interception in the
stratosphere.
e, 4 – the attack of targets in PPS and [ZPS] with the remote version of interception in the
stratosphere.
shch, ' of – the attack of targets in PPS and [ZPS] at the large, average and low altitudes with the
remote interception.
" – the attack of targets in PPS and [ZPS] with the limited detection range.
Two cases are possible:

1. V[istzad] of ≤ Of v[istpol] or 2. V[istzad] > Of v[istpol]
1. In the case, when V[istzad] of ≤ Of v[istpol] to execute reduction with maintaining of

instantaneous value M to N of ≈ Of [nzad]+ (1… 1,5) km, after which is accomplished smooth
transition to the stabilisation Of [nzad] (To [pizbu] of ≈ 1) and the braking before V[zad].
If it is earlier than N will be equalised from [Nzad] + (1… 1,5) km, is achieved V[prib] of
≈ 1150 km/h, is stabilised the height, at which V[prib] of ≈ 1250 km/h V[ist] = V[istzad] with
V[istzad] of ≈ Of v[istpol].
If V[istzad] < Of v[istpol] of – reduction continued with maintaining Of v[prib] of ≈ 1250
km/h (for this was set RUD to the condition from THE IDLING to the average between THE IDLING
and MAXIMUM) to N = Of [nzad]+ (1… 1,5) km, etc.
2. In the case, when V[istzad] > Of v[istpol], to execute reduction with the acceleration
to V[istzad] (micrometer(s)), after which reduction continues just as to V[prib] of ≈ 1150 km/h.
In the stabilisation phases M ([Mpol] in the case of 1 or [Mzad] in the case of 2) reduction
to execute as follows:
− with [Mpol] of ≈ 0,9 to establish idling conditions to gradually increase (from ≈ 30 m/s on N = of 12 km to
50 m/s on N = of 10 km and 90 m/s on N = shch km);
− with [Mpol] of ≈ 1,3 to establish idling conditions and to move out on Vy = 100 m/s with N > of 12
km; with N of ≤ 12 km to increase Vy to 140 – 150 m/s even further to maintain it;
with N of ≈ 10 km to establish mode MAXIMUM;
− with [Mpol] of ≈ 1,8 to establish mode MAXIMUM, to move out to Vy 140 – 150 m/s and to hold it;
− with [Mpol] of ≈ 2,0 to establish mode MINIMUM AFTERBURNER, to move out to Vy ≈ of 140 – 150
m/s and to hold it;
In the process of reduction to maintain the number M.
With its decrease (more than to ≈ 0,05), to increase position RUD by 1/4 – of 1/2 complete
motions.
93 Section shch
With the acceleration of – to decrease the position RUD by ≈ of 1/4 complete motions.
Reduction to [Nzad] to begin for ≈ 1 km with M = 0,9 and for ≈ 1,5 km with M of ≈ 1,3-
1,8-2,0. In this case to translate RUD into the position MAXIMUM (with M of ≈ 0,9) and before the
position MINIMUM AFTERBURNER (with M of ≈ 1,3-1,8-2,0).
At the large removals from the landing airfield after the termination of the attack of the
target flight on the landing airfield to accomplish at height 11000 – 12000 m on the Mach numbers =
0,8-0,85.
After the attack of the target a reduction to N = of 12000 m to accomplish on the V = 500
km/h with the work of engines on IDLING.
After the attack of the target, which flies on N < of 11000 m to execute the gain of altitude
11000 – 12000 m on V[ist] = 860 km/h with the work of engines under maximum conditions.
Reduction from the height of 12000 m to the height of landing approach to execute to
V[pr] = of 500 km/h.
5.5. Output into the combat contact with the target.
Output into the combat contact with the target during the induction with [NASU] to be
accomplished by accomplishment of manoeuvres in the horizontal and vertical plane during manual,
director or automatic control of aircraft according to the information, taken along the channels of the
radio link of control in the modes of command control (KN), onboard induction (BN) and onboard
search ([BP]).
KN of – the mode, when control commands are formed and are transmitted with [PN]
ASU.
BN of – the mode, when control command they are formed in [SUV] according to the
regular coordinate information about the target with [PN] ASU.
[BP] of – the mode, when control commands are formed in [SUV] according to the single
(irregular) coordinate information about the target with [PN] ASU.
Mode [BP] can be assigned with [PN] [NASU] or arise automatically of the mode KN
(with the coordinate support) or of the mode BN in the absence of information from ASU more than
60 s.
Induction in the modes BN and [BP] is carried out only with the leading channel [RLPK]
(switch of modes [SUV] in the position RLS). If with the leading channel [OEPS] (switch in the
position [OLS]) on ILS begins to blink symbol BN or [BP], then it is necessary the switch of modes
[SUV] to set to the position RLS.
Guidance to the aerial target with the off mode OF SAU- AUTOMATIC upon
5.5.1.
commands with [NASU] is accomplished in the following order:
− in the climb to establish communications with [PN];
− to establish the switch of modes [SUV] from the position [NAVIG] to the position RLS ([OLS]), and
the switch [IZLUCH]-[EKV]- OFF in the position [EKV];
− to set the knob of potentiometer THE BASE OF TARGET (B with M) to the position, which
corresponds to the type of the target, indicated with [PN], or in accordance with the mission (extreme
left – target low, extreme right – target large, the mid-position of – target average);
− to set the switch [NAVED] [AVT]- MANUAL on the control panel [SUV] to the position [AVT] and
to pilot aircraft upon commands of induction in the horizontal and vertical planes in the manual
control mode of aircraft;
− lateral guidance to execute by the combination of the label of induction (ring of low diameter) with
the cross lines on ILS or the combination of the index of course-line deviation with the fixed label on
the upper edge of screen [IPV] ([ris].20);
− the climb to execute in accordance with the flight programs to the interception. Height of the attack of
the target to drive out independently, after luminescence on ILS of index [v] (vertical line), using
information about the height of target.
Direction of vertical manoeuvre to determine according to the value of its own height and
height of target.
In the horizontal plane to continue accomplishing the course commands:
94 Section shch
− with the luminescence on ILS of index F to include the afterburner of engines and to run afterburning
program, accomplishing acceleration before the given speed (on ILS they are indicated the true preset
and its own flight speed);
− after entrance with [PN] of command EMISSION at ILS appears symbol [IZL].
To establish the switch OF [IZL]-[EKV]- OFF to the position [IZL], in this case on ILS the
symbol “OF [IZL]” ceases to blink with the indication on ILS of signal lamp flicker [IZL]. With the
start of emission automatically or by hand luminesces the signal panel [IZLUCH] on the instrument
panel.
In the mode IS INDUCED BY [AVT] the symbol “OF [IZL]” on ILS it blinks only with
the leading channel [RLPK].
To establish the switch [ZAKHV] [AVT]- MANUAL to the position [ZAKHV] AUTHOR.
With the leading channel [OEPS] before setting switch to the position [ZAKHV] ABT, one
should be convinced in the absence background (from the clouds, the earth, the aqueous surface, the
sun) interferences on the screen ILS.
When the labels of their interferences are present, should be retracted by potentiometer
REINFORCING TP.
Control of the centre of zone is carried out automatically. With the detection of its target
above the label of target is indicated the label of identification (with leading [RLPK]).
In the mode KN (leading [RLPK]) on ILS is indicated the strobe of the capture, which is
moved along the screen in accordance with the distance, transmitted with [PN] (indication in the
mode of induction it is shown in Fig. 21). With the appearance of a target in the strobe automatically
occurs its capture and transition [RLPK] into the mode of continuous direction finding ([RNP]).
In the modes of onboard induction and onboard search (leading channel [RLPK]) is carried
out the automatic target of lock-on with its entry assigned to the attack into the zone of the possible
launches of rockets or with reaching of range to target of less than 40 km in PPS and less than 20 km
of – in [ZPS].
If necessary the target lock-on at the long range to press button INPUT on RUD. In the
absence automatic target lock-on to produce its capture by hand.
In the mode KN (with the leading channel [OEPS]) the first discovered target is captured
automatic and it becomes to the automatic tracking.
With the interception of the nonafterburning (V[ts] of ≤ 700-800 km/h) low-altitude ([Nts]
of ≤ 2,5 km) aerial targets in the mode KN with the leading channel [OEPS] control to accomplish on
the label of induction with the reduction to the height Of [nzad] = Of [nts]+1,5 km with its
subsequent maintaining.
5.5.2. During the redirection of aircraft to another aerial target on ILS will appear the
symbol “!” (command of redirection).
5.5.3. During the induction is possible the transfer of control of induction from one [PN]
to another and the replacement of radio data. With the automatic reconstruction of radio data on the
control panel of 11[G]6 lights up the tube [AVT], and in indicators will be reflected radio data,
obtained from new [PN]. In the telephones the signal is heard out.
With the manual replacement of radio data according to the information with [PN] it is
necessary switches WAVE, SEPARATION and CODE to set to the positions, which correspond to
the given values and to press the buttons of the selection of modes [SPK] ([ALM]).
5.5.4. Guidance to the aerial target by a voice with [PN] is accomplished in the following
order:
− to select the leading channel ([RLPK] or [OEPS]);
− upon command with [PN] to set switch PPS -[AVT]-[Zps] to the appropriate position. In the absence
information about the hemisphere of – to the position [AVT];
− to pilot aircraft by hand, executing manoeuvres upon commands of induction with [PN] on the course,
to height and velocity;
− according to the information with P.O. azimuth to establish by hand the position of the centre of zone,
after pressing the necessary button [TSZ];
95 Section shch
− by switch Δ[N] to establish the height difference (vertical separation) of target relative to aircraft
(according to the data OF [PN] about the flight altitude of target). Since value Δ[N] is advanced with
the discreteness 2 km, then round off Δ[N] to the large side;
− by potentiometer INPUT [DALN] on RUD to establish the value of range to target, transmitted with
[PN]. Control of the established value to accomplish on the digits, indicated in the lower unit ILS
(digit with the feature);
− on leaving to the combat course upon command with [PN] to include the switch OF CHAPTERS
VKL;
− upon command with [PN] to establish the switch [IZLUCH]-[EKV]- OFF to the position [IZLUCH],
in this case on ILS will fluoresce symbol [IZL], and on the instrument panel of – of signal panel
[IZLUCH]. The destination of target to attack and target lock-on occurs automatically or in the
manual mode.
5.5.5. In the absence automatic target lock-on on distances 40-35 km with the attack in
PPS and 20-15 km in [ZPS], target lock-on to execute by hand.
With the chaotic transfer of the strobe of automatic lock-on on the screens [SEI] from one
target blip to others, which is possible with the attacks of targets in [ZPS] above the complex
underlying surface (mountain, the large populated areas), and also with the formation flights of
aircraft, for the exclusion of the automatic capture of spurious signals is recommended the target
lock-on to carry out in the manual mode at the distances not more than 25 km.
For the manual target lock-on the switch [ZAKHV] OF [AVT]- MANUAL to set to the
position OF MANUAL and to execute the following:
− with the induction by voice and the leading channel [RLPK] by joystick to apply the strobe of capture
on the mark from the target and to press button INPUT on RUD. If occurs the target of lock-on
[RLPK], on ILS will occur the replacement of indication (Fig. 23), and on the instrument panel will
fluoresce signal panel CAPTURE RLS MEASUREMENT [DALN]. After the target of lock-on
[RLPK] can occur the target of lock-on [OLS] (slave channel) and on the instrument panel will
fluoresce the signal panel CAPTURE [OLS].
With the high rate of closures, if gating target in the coordinates azimuth range is hindered,
to establish the switch BASICS- D of – [OBN] of – OF THE BASICS- V to the position BASICS- V
and to execute the target lock-on as is stated above.
With the difficulty of the target of too “multiplied” lock-on to execute repeated capture,
moving strobe in the limits “multiplied” label;
− with the induction by voice and the leading channel [OEPS] joystick to apply the strobe of large field
to the label of target, so that it would be nearer to to position strobe (Fig. 22) and press button INPUT
on RUD, in this case on ILS will be changed into the indication of survey in the large field to the
indication of survey in the low field (Fig. 24).
By joystick to apply the strobe of capture on the label of target, which must be located in
the centre section ILS, and press button INPUT. If occurs the target of lock-on [OLS], on ILS of
[proizojdjot] the replacement of indication (Fig. 25) and on the instrument panel will fluoresce the
signal panel [ZAKHV] [OLS].
If with the manual target lock-on on ILS together with the label of target are indicated the
labels of background interferences, to retract by their potentiometer REINFORCING TP.
In the mode of the survey of low field instead of gating of target it is repeated, it is
possible to switch over to automatic capture, after setting switch to the position [ZAKHV]
AUTHORS with this [OEPS] it captures the first discovered target.
For the return from the survey by low field into the survey by large field to press button
JETTISONING on RUD. For jettisoning of capture [OEPS] and [RLPK] and transition into the mode
of survey it is necessary to also press button JETTISONING on RUD.
5.5.6. Interception of aerial targets under the conditions of the effect of electronic jamming.
5.5.6.1. The analysis of the radar situation is carried out with the attack of target in the
conditions of active jamming:
− in the survey of – according to the appearance on ILS of signal AP, the
characteristic gaps of in the form broken vertical lines (zones), “of sowing” of
96 Section shch
screen by false labels, the sign of hemisphere, with the chaotic measurement (or
to the absence of measurements) of distance, “the smearing” of [tsdeli] on the
velocity, the distance;
− in the accompaniment of – on the appearance on ILS of signal AP, the position of the
pointer of aspect angle, the sign of hemisphere, other min, other max, rate of
closure, range scale, presence or absence Of [drud].
Depending on the location of jammer relative to target the interference can be
[sovmeshchjonnoj] (target of – jammer) or [nesovmeshchjonnoj] (target he is covered by jammer), in
this case it can be seized either target or jammer, depending on their permission in the bearings, to
Doppler shift and the relationship of the level of the [otrazhjonnogo] from the target signal and
interference level from the jammer (with the height difference of interference level above the level of
the reflected from the target signal target it is not revealed and it is not indicated on ILS).
5.5.6.2. The fundamental forms of interferences are:

− [SHPN] of – is noise continuous;
− [SHPI] of – is noise pulse;
− [LDCH] of – false Doppler frequencies;
− [DSH] of – Doppler noise;
− US of – taking away on the velocity;
− UD of – taking away on the distance.
Jammer can place both the separately any form of interferences and their different
combinations.
During irradiation the cloud of the dipole reflectors or earth is formed the
[perenatselivajushchaja] interference, which creates false according to direction Paley.
Depending on the form of interferences there can be the following versions of indication
on ILS ([ris].42). To the versions of the indication “and”, “of b”, “in” it can give the effect of
interferences of the type [SHPN], [SHPI], [DSH]. To determine according to the indication, which of
these forms of interferences activates, is impossible.
In the versions “and”, “in” occurs either the combination of target with the jammer, or
[nevskrytie] of target because of the height difference of the power of noise signal above the power of
the signal, [otrazhjonnogo] from the target.
In versions “b”, “g” the target and interference are resolved relative to each other and
simultaneously they are indicated on ILS.
The versions of the indication “of d”, “e”, “zh”, “z”, “and” appear under the influence of
interferences of the type [LDCH], US, UD. In this case luminesces the symbol AP, distance is not
measured or is measured chaotically, the label of target “is spread” on the velocity with [LDCH], the
label of target “is spread” on the velocity with US (with AP or without it), the label of target “is
spread” on the distance with UD (with AP or without it). Under the influence of interferences of the
type [LDCH], US and UD can occur the multiplication of the labels of target (interference) along the
azimuth up to the width of scanning ILS.
5.5.6.3. The capture of noise interference is carried out by the imposition of strobe along
the azimuth of interference and on the distance in the centre of bearing or on the assumed distance to
the jammer.
Under the influence of a interference of the type [SHPI] and [DSH] the capture is
analogous to the target lock-on. Accompaniment is accomplished with the complete information
about the target (D, the V, bearings, aspect angle).
Under the influence of interferences of the type [SHPN] after capture occurs the transition
into the accompaniment of interference only on the angular coordinates, on ILS luminesces [Drud],
the scale 100 km (PPS) or 50 km ([ZPS]) with distance mark on the upper limit ([NPO]).
Upon transfer [RLPK] in [NPO] is included the algorithm of kinematic determination of
distance ([KMOD]), at ILS appear the recommendations to the accomplishment of vertical
manoeuvres ([G]↑, [G]↓). At the termination of the [rekomendovannykh] manoeuvres the pointer on
the range scale is established on the distance, designed on the algorithm [KMOD]. With the
impossibility of the accomplishment of the [rekomendovannogo] manoeuvre the assumed distance to
97 Section shch
the jammer can be introduced from the potentiometer Of [drud] by pushing of knob INPUT on RUD,
in this case the algorithm [KMOD] is disconnected.
If target luminesces simultaneously with the vertical lines of interferences and they are n ot
permitted along the azimuth, one should establish the switch [APK]-AP- OFF to the position AP.
This Of [bri] the activity of a interference of the type [DSH] is blocked also on ILS there remains
only target. Setting the switch [APK]-AP- OFF to the position [APK] can lead to the disappearance of
target on ILS. The position [APK] of [dajot] good results during the detection [SHPN] and [SHPI] of
interferences, since they are revealed with [APK] in each cycle of survey, and in the positions AP and
OFF in each second cycle survey (this especially importantly with the interception of the producer of
weak and unstable in the time discontinuous interferences). In the mode [APK] it is not possible to
carry out a interception of jammer [DSH].
With the appearance on ILS “of that washed away”” target or symbol AP the capture can
be produced in coordinates BASICS- D (for the interference US) or A 3- of the V (for the
interferences [LDCH] and UD), depending on stability and stability of labels on ILS. This
recommendation is caused by the fact that with the interferences UD in the coordinates BASICS- D
can be observed the strong multiplication of targets on distance or absence of measurements D; with
the interferences US in the coordinates A 3- of the V unstably is measured the velocity; with the
interferences [LDCH], when producer forms simultaneously several labels of velocity, indication in
the coordinates A 3- of the V takes the form of columns, and in the coordinates BASICS- D random
and unstable rangings.
For the capture the strobe must be placed in the centre of the disposition of labels on the
distance (velocity) and along the azimuth. If noise signal " drives in” entire span of screen ILS along
the azimuth, it is necessary the switch OF [APK]-AP- OFF to set to the position AP, a if this does not
help – to the position [APK]. With obtaining of the detection of interference with the azimuth to
apply strobe in the centre “of the deck” of signal and to produce capture. Capture and accompaniment
of interferences of the type [LDCH] and US is not differed from capture and target tracking (symbol
AP it does not luminesce, [NPO] it does not appear). With accomplishing of capturing the
interference of the type UD the type of the indicator of the same as with the presence of ta rget, with
exception of the instability of the fundamental parameters, besides angular position. The disruption of
accompaniment is possible. With the disruption of accompaniment to execute recapture. [UR] adapt
at the distance, close to other min taking into account the instability of the values other min and other
max.
In the process of accompanying the interferences of the type [SHPN], [SHPI], [DSH], UD
can occur “the dissection” of target. In this case on ILS can be refined distance, the hemisphere,
aspect angle, V[sbl], disappear the signs of the accompaniment of interference (range scale 100 km of
– in PPS, 50 km of – in [ZPS], [Drud], AP).
The probability of the dissection of target in the mode [APK] is low; therefore is
recommended the switch OF [APK]-AP- OFF after capture and entry into the accompaniment to set
in the position OF OFF. The same is recommended to execute if necessary the target lock -on after the
termination of attack according to the jammer.
5.6. Attack of aerial targets in [DRB].
5.6.1. The attack of aerial target begins from the moment of the stable target lock-on by
the leading channel [RLPK] or [OEPS], in this case at ILS appears capture indication and index a.
After being convinced in the stable target lock-on by the leading channel to include the
switch OF CHAPTERS VKL (for the period of accomplishing attack n 3. shch min).
If control of aircraft is accomplished in the automatic mode, then upon transfer to the
attack to disconnect SAU and control of aircraft to accomplish in the manual mode on the director
ring, combining it with the fixed cross lines on ILS.
In this case the label of induction shows sighting errors and gradually it is moved to the
cross lines. Maintaining given speed to accomplish by a change in the mode of the work of engi nes in
accordance with the information on ILS. With the leading channel [OEPS] on ILS luminesces the
98 Section shch
director label of throttle control and single command F to the start of afterburner. With the leading
channel [RLPK] on ILS luminesces only the command F, which appears recommendation to a
increase in the mode of the work of engines.
If director ring is held on the cross lines, and the label of induction is located above cross
lines and does not descend, it is necessary to increase the mode of the work of en gines. If the label of
induction is located below cross lines and does not rise, it is necessary to decrease the mode of the
work of engines.
In the process of accomplishing the attack possible the abrupt change in the given speed
(indicated on ILS) to ± 80 km/h. Therefore with reaching of the velocity, close to the given one, one
ought not to track its change by a change in the mode of the work of engines.
Homing with any leading channel is accomplished into two stages:

1. Output to the tactically advantageous position relative to the attacked target.
2. Aiming along the aerial target.
The first stage begins from the moment of the beginning of attack before the appearance
command “zoom” (symbol Of [g]↑ or [G]↓). Level flight at the height of the beginning of attack with
the subsequent output on a given height is accomplished in this stage. With the leading channel
[RLPK] a given height with the attack of target in PPS on 3000 m, while with the attack in [ZPS] on
1600 m higher than height of target.
With the leading channel [OEPS] a given height with the attack of target in PPS and [ZPS]
is equal to the height of target.
Lateral guidance is accomplished according to the method of guidance, whose selection
depends on the selected to the application rockets and the quality of instrument provision.
With the selection of rockets with [RGS] and [PPO] is accomplished the method
“attacking path”, while with the selection of rockets with [TGS] or [NPO] of – method “pursuit” (lead
angle it is equal to 0). Command “zoom” is formed before the output to the range to target D = of
other [maks]1. With the condition of the beginning of attack on the distance smaller than other max 1
command “zoom” is formed immediately on the target lock-on, but with attack in PPS on the
equalised heights with rockets R -27[ET]1 (R -27[T]1), R -73[e] it is desirable to provide aspect
angle (in the horizontal or vertical plane) more than 15° for the confident capture [TGS] at maximum
range.
In the second stage is carried out three-dimensional maneuvering with the target of the
performance of the lead angles, formed according to the guidance method both in the vertical and in
the by-pass. Guidance method is driven out analogously with the first stage. After command “zoom”
on ILS is indicated a given height, equal to the height of target. During the leading channel [RLPK],
the attack in PPS and maintaining of director ring on the fixed cross lines is possible the output to the
height of target.
With accomplishing of the attack of the aerial targets, which fly with the height difference,
the given value of velocity on ILS corresponds end value of velocity, which it is necessary to achieve
at the given height
If on the height difference indicated it is not possible to achieve given speed, then a given
height increases to the height, at which it can be achieved, but not more than on 5000 m higher than
target.
When the leading channel [RLPK], attack in [ZPS] and the target of lock-on [OEPS] is
absent, (with signal panel CAPTURE [OLS] it does not burn) is realised in the vertical plane the
mode “of low approach”. In this mode the aircraft is ejected to a given height on 500 m lower than
target with its subsequent maintaining, but not below 500 m above area relief. On leaving director
label begins to blink to the height of less than 500 m.
With the leading channel [OEPS] the homing always begins with [NPO] (on ILS it is
indicated distance, they be absent the label of other [maks]1, other [maks]2 and other min). After the
start [RLPK] in mode [KVO] or [RNP] is accomplished the transition in [PPO] (at ILS they appear
the label of other [maks]1, other [maks]2, other min the index of present range begin to be moved
according to the scale of present range in accordance with the approach).
99 Section shch
With the leading channel [OEPS] and the attack in [ZPS] guidance method in the
horizontal plane ensures flight on the side from the attacked target of at a distance 1000 m. if in this
case the rocket it is not released, then at the distances of less than 3500 m with ILS is removed the
indication of director ring, aspect angle of target, given height and velocity, symbol F and index of
throttle control. Control in this case is accomplished on the label of induction, forme d according to
the method of guidance “pursuit” in both planes, in this case the index [OTV] luminesces for the
information about the direction of the safest output from the attack.
To avoid jettisoning the target from the automatic tracking with the leading channel
[RLPK] to pilot aircraft with the listing not more than 90°.
5.6.2. After the target lock-on by rockets from [TGS] or readiness of rockets with [RGS]
and the achievement of the zone of the possible launches of rockets and in the presence PR to execute
the launch of rocket (rockets).
With the starting is 2nd X of rockets (in the version of starting on one ONE) in one attack
one should the first rocket release with reaching of the distance of other [maks]1, and second – with
reaching of the distance of other [maks]2.
5.6.3. During the decision of starting only one rocket or two (in the version UNIT)
accepted one should starting carry out with reaching of other [maks]2.
After gathering of rockets with [RGS] control of aircraft to accomplish on the director ring
in such a way as to ensure the height difference (vertical separation) of 500 m on N of ≤ 8000 m and
1000 m on N > of 8000 m relative to the flight altitude of target, without allowing the output of the
label of position beyond the limits of screen ILS until rocket strikes target or it will not be copied the
time, which was remained to the encounter of rocket with target.
WARNING. Output to the flight altitude of target is forbidden.
With the launch of rockets with [RGS] in the mode [NPO] [RLPK] it passes into the mode
[DNP] to 60 it flogged, during which it is necessary to continue to track target, if target will not be
casualty earlier.
5.6.4. After gathering is 2nd X of rockets from [RGS] in mode ONE (two series in the
mode UNIT), released on one target by two pressures of trigger switch P, depending on starting
conditions, the symbol OF OTHERS can abruptly move for the smaller distance, it is maximal,
approximately, at 0,5 initial distances. If we accomplish launch of the third rocket with [RGS] (before
the reaching by the first rocket of target), then it will go to the target without the frequency control.
With the disruption of the target of lock-on [RLPK], after gathering of rocket with
5.6.5.
[RGS] and the repeated target of the same lock-on, the mode [DNP] for the released rocket is not
renewed.
5.6.6. With the manual target lock-on at the short distances with the attack of targets with
[ZPS] (leading channel [RLPK]), when with the work ILS in the coordinates BASICS- D it is not
possible to apply strobe on the label, which is been located below screen and displaced relative to
centre, it is necessary by the manoeuvre of aircraft to the side of the target to attain the shift of the
label of the target speck of light to the centerline of screen ILS to to execute the targ et lock-on.
With the attack in [ZPS] (leading channel [RLPK]) after reaching of distance of less than
3,5 km [RLPK] automatically without jettisoning of capture passes into the mode [BMB] and on ILS
disappears director label. If before this moment was released rocket from [RGS], then automatic
transition [RLPK] into the mode [BMB] is held up by the period of achieving th goal (to the writing
off of the index of the time of flight of rocket) e released by rocket.
With the leading channel [OEPS] and the off switch LD, upon transfer [RLPK] into the
mode [BMB] on ILS will be replaced the capture indication of the leading channel [OEPS] to the
capture indication of the leading channel [RLPK], and after the disruption of accompaniment [RLPK]
100 Section shch

the indication of the leading channel [OEPS] is restored.
5.6.7. After gathering ([neskhoda]) of last (from the selected type) rocket occurs the
automatic re-election of rockets to th type e following on the unloading, in this case the conditions for
the launch of rockets are solved anew; after the consumption of rockets with [TGS] and automatic re-
election to the rockets with [RGS] will occur the automatic re-election of the leading channel with
[OEPS] to [RLPK].
5.6.8. For the exclusion of the cases of recapture with the restarts of rockets with [TGS]
of the engines of the released rocket the time interval before the restart through the same target after
gathering of the rockets R -27[T]1 ([ET]1) of – 7-6 flogged, and the rockets R -73[e] of – 3-4 s.
5.6.9. If rocket did not descend, then the corresponding yellow blinker of presence on PI -
10[p] blinks during I it flogged, and then it goes out, and if trigger switch P it remained pressed, then
automatically it flogged after 2-3 (if be available uniform ready to starting rocket) will descend the
second rocket, besides the case with the rocket [RGS] in the version of application UNIT.
If with the [nesoshedshej] rocket with [AKU] remained open lock, then the yellow blinker
of the presence of this rocket will blink always (rocket of [zavisla]).
5.7. Output from the attack.
Output from the attack to accomplish independently or upon command A TURNAWAY,

indicated by blinking on ILS of the signal of ← [OTV] ([OTV] of →) to the recommended side.
With switch oned SAU upon command [OTV] the output from the attack is accomplished
automatically and, if in this case director ring stands not in zero, then if necessary the provision of a
more intensive turnaway it is possible additionally, controlling aircraft to by hand " drive in” ring into
zero.
The index of ← [OTV] ([OTV] of →) luminesces:
− with the leading channel [RLPK] with [PPO];
− with the leading channel [OEPS] with [PPO];
− with the leading channel [OEPS] with [NPO] command [OTV] luminesces after
the pressure of trigger switch P with the starting, in this [sluchav] command
[OTV] it is only recommendation also regarding the distance it can not
correspond to the actual distance of turnaway.
Upon command [OTV] director ring displaces into the upper bearing, that corresponds
with the combination of director label with the fixed cross lines to the given g-force to " un. in this
case turnaway to execute in [rekomendovannom] by director ring direction, without exceeding in this
case the allowed values of the angle of attack and g-force.
After output from the attack to disconnect the switch OF CHAPTERS VKL, the switch OF
[IZLUCH]-[EKV]- OFF to establish into the position OF OFF, the switch AIR-SURFACE of – to the
position AIR and trigger switch [o] to the initial position, if was carried out firing from [VPU] at the
ground targets; to set the switch PR [AVT] to the position [AVT], if it was included in position
[RUCH] during the application of a weapon in the mode GRID.
To check the remained in the presence weapon and the expenditure of ammunition load.
With the drive of aircraft to the airfield upon command with [NASU] control to accomplish in terms
of the values Of v[zad], Ψ[zad] and [Nzad], which are indicated on ILS, with the simultaneous
indication of signal T (command “drive”).
5.8. Attack of target in the close maneuverable combat.
Close maneuverable combat is executed on the visually visible target in the modes
VERTICAL LINE, OPTICS, HELMET and φ0 with the installation to the appropriate position of the
switch of modes [SUV]. Before the attack to include switches LD and [IZLUCH] (if necessary), to
101 Section shch

include CHAPTERS VKL (with the attack by rockets R -73[e] not later, than 2 min prior to starting).
If time to the starting remained less than 1,5 min, then it is better to make re-election of rockets with
R -73[e] to another type, if it is located in the presence, to set switch PPS -[AVT]-[Zps] to the
position, which corresponds to the hemisphere of attack; after determining of the dimension of the
target to set potentiometer THE BASE OF TARGET to the corresponding to the type o f target
position (B with M).
5.8.1. Target lock-on from the mode VERTICAL LINE.
By manoeuvre of aircraft to introduce target into the zone of capture [OLS] or RLS,
concluded between the vertical lines ([ris].27).
To press button INPUT on RUD and to hold it to the target of lock-on [RLPK] or [OEPS],
before the appearance of capture information.
With the appearance on ILS of index PR to produce the launch of rockets in the selected
version of application. Further to perform as in [DRB].
5.8.2. Target lock-on in the mode HELMET.
To establish view-finder [NSTS] against the eye, after which in the field of sight [NSTS]
are indicated two aiming rings. By the turning of head or by the manoeuvre of aircraft to combine
aiming rings with the target to press button INPUT on RUD, holding it to the target of lock-on
[RLPK] either [OEPS] or [TGS], in this case it is necessary to also hold aiming rings [NSTS] on the
target to the capture. During the application of rockets R -27[ET]1 (R -27[T]1) and the target of lock-
on only OF [TGS] button INPUT to hold by that pressed before gathering of rockets. The target of
lock-on [OLS], [RLPK] and [TGS], in the absence PR is indicated in [NSTS] by the blinking of
aiming rings with a frequency of 2 Hz (Fig. 28). During capture the target only OF [TGS] on [NSTS]
immediately additionally to the rings appears cross lines (command PR), the symbol THE REST for
the rockets R -27[ET]1 (R -27[T]1) also appears at the screen ILS signal PR is put out with the
pressed button INPUT on RUD and presence of capture [TGS]. In the case of the release of button
THE INPUT of in the absence information support [SUV] signal PR is removed.
With the appearance in [NSTS] or on the screen ILS of symbol PR to produce the launch
of rockets in the selected version of application. Further to perform as in [DRB].
5.8.3. Target lock-on in the mode OPTICS.
By joystick on RUS or by the manoeuvre of aircraft to apply aiming ring to the target and
to press button INPUT on RUD, holding its pressed to the capture target [OLS], [RLPK] or [TGS] (to
hold aiming ring on the target to the capture). With the application of rockets R -27[ET]1 (R -27[T]1)
and the target of lock-on only OF [TGS] button INPUT to hold by that pressed before gathering of
rockets. During capture target [OLS] or [RLPK] on the screen ILS will appear the indication, which
corresponds to capture mode.
During capture the target only OF [TGS] on the screen ILS immediately will fluoresce
index PR (Fig. 29).
For the rockets R -27[ET]1 (R -27[T]1) the signal PR is put out with the pressed button
INPUT on RUD and presence of capture [TGS]. In the case of the release of button THE INPUT of in
the absence information support [SUV] symbol PR is removed.
During capture the target only some [TGS] of rockets R -73[e] in the modes HELMET or
WHOLESALE after appearance on the screen of index PR to produce the launch of rockets in the
selected version of application. Further to perform as in [DRB].
During capture target only by some rockets with [TGS] of rockets R -73[e] in the modes
HELMET or WHOLESALE after the release of button INPUT [TGS] is disconnected from [TSU]
[SUV] and passes into the autonomous target tracking, not controlled by pilot, and can independently
pass to any other (not attacked) fallen in the field of confirmation [TGS] target. Therefore it is in such
cases necessary with the appearance PR to immediately produce the launch of rockets. But if for
102 Section shch
some reasons rocket nevertheless some time to the starting was located in the automatic tracking, to
produce its redirection through the button JETTISONING.
5.8.4. Target of lock-on [TGS] in the mode of φ[o].
Mode φ[o] adapts with the rockets with [TGS] with the failure TSCVM $$RTQVM -
DIGITAL COMPUTER [RLPK] and [OEPS]. For destruction of target in the mode φ[o] is necessary:
− to set the switch of modes [SUV] to the position φ[o], the switch PR [AVT]-
[RUCH] of – into the position [RUCH] and the switch NIGHT-DAY- GRID to
the position GRID;
− by the manoeuvre of aircraft to apply cross lines - 2° OF GRID on the target, to
press after capture [TGS] of rockets R -27[ET]1 (R -27[T]1), R -73[e] of target
and to hold trigger switch P before gathering of rocket (Fig. 33).
5.9. Application OF [VPU] on the aerial targets.
[VPU] on the aerial targets adapts in [ZPS] of target in the modes:

− THE NONSYNCHRONOUS FIRING during capture of target [OLS] at the bearings and the presence
of the measured distance from LD and [RLPK];
− [PROGNO] 3- THE PATH of the in the absence measured distance from LD or the absence of the
target of lock-on [OLS];
− GRID with the failure TSCVM $$RTQVM - DIGITAL COMPUTER [OEPS].
5.9.1 during the application OF [VPU] in the mode NONSYNCHRONOUS FIRING it is necessary:
− to include switch LD and switch CUTOFF;
− to execute the target of visually visible lock-on [OLS] in any of the modes of operation [SUV], if
target was not found already in the capture;
− to press trigger switch [o] (first motion) before the fixation in the intermediate position with the
advent of of indication for [VPU] (Fig. 30).
By manoeuvre of aircraft to combine mobile cross lines with the sighting label (slider).
Around the mobile cross lines the circular scale of the distance (complete circle of scale it
corresponds to 1200 m) is indicated. Maximum range of direct fire 1200 m. maximum lethal range
800 m, minimum – 300 m. indication ([ris].30) appears from [delnosti] 1400 m, and it is removed
(with the lag) at the distance 1600 m.
When range to target exceeds 1400-1600 m, indication will correspond to Fig. 31. In this
case LD it works in standby mode, which does not ensure the preset precision of aiming. Trigger
switch [o] to preserve in the intermediate position all the time of aiming.
With the combination of mobile cross lines with the sighting ring and reaching of the
effective or maximum firing distance, to reap trigger switch [o] to the stop (second motion). After the
termination of firing trigger switch [o] to set to the initial position and to move out the attack.
5.9.2 during the application OF [VPU] in the mode THE PROGNOZ-[DOROZHKA] it is necessary:
−the switch of modes [SUV] to set to the position WHOLESALE;
−at the range of the visual visibility of the target to press trigger switch [o] before
the fixation in the intermediate position with the advent of of indication THE
PROGNOZ-[DOROZHKA] (Fig. 32) and to preserve it in this position.
Indication in the mode THE PROGNOZ-[DOROZHKA] is two curved lines,
symmetrically located relative to the forecasted track of the shells (track it is designed by algorithm,
but it is not indicated on ILS). If we in the process of aiming combine ends it is wing the attacked
target with the curves OF PATH, moreover vertical axis ILS must be approximately perpendicular to
plane it is wing target, then the coordinates of the track of shells will traverse the centre of gravity of
target;
− according to the silhouette to determine the type of target and by potentiometer THE BASE OF THE
TARGET to establish its sizes, monitoring the established value on the digits in the upper unit of
screen ILS;
− to enter into the plane of attack, holding target in the field of the sight of view-finder in [ZPS] (better
103 Section shch

in the upper unit of view-finder);

− by the manoeuvre of aircraft to from bottom to top enter target in THE PATH so that the ends of the
planes of target would concern curved lines YOU VALUE to reap trigger switch [o] (second motion).
The mode of the application OF [VPU] THE PROGNOZ-[DOROZHKA] ensures
destruction of target with the barrage- accompanying firing. Therefore firing necessary to open
somewhat earlier than [vpisanija] of ends it is wing targets into the crater and to conclude after the
passage of the moment of inscription.
5.9.3 aerial gunnery from [VPU] in the mode GRID are carried out in [ZPS] in the trimmed
flight conditions with the zero aspect angle as follows:
− to set switch DAY-NIGHT- GRID to the position GRID;
− the switch of modes [SUV] to set to the position WHOLESALE;
− by the manoeuvre of aircraft to combine with the target the scale division of motionless grid into ILS,
which corresponds to the required correction angle of firing (see the Table), and to press trigger
switch [o] by one motion to the end.
Range to target is determined visually with the aid of the ranging primes (Fig. 33) “extra -
base” method by the following relationship:
Á  100
Ä=
f øòð
where D of – distance to the target in the metres;

B of – the base of target (its linear dimensions) in the metres;
f[shtr] of – the angular dimension of the ranging primes, which are
entered in the target, in mrad.
The correction angles of firing from the gun in the mode OF GRID (in mrad).
V[sobstv], the D (m)

PU
km/h 300 500 800
1 700 20 35 60
e 700 55 95 -
1 800 20 30 50
e 800 45 80 -
1 900 15 30 45
e 900 40 70 -
Training camera gunneries with the charged gun to execute only with the off switch OF
CHAPTERS INCLUSIVELY.
With accomplishing of training camera gunneries on the aerial target before the attack to
produce one control turn with camera gunnery in the safe direction (with the pressure BK).
5.10. Special features of destruction of low-speed small size aerial targets.

5.10.1. Destruction of low-speed small size aerial targets is possible:
− by rockets R -73[e] with the leading channel [RLPK] (switch of the modes of
operation [SUV] in the position RLS) with the attack in [ZPS] of the targets,
which fly with the radial component of the velocity more than 220 km/h;
− by rockets R -73[e] with the leading channel [OEPS] (switch of the modes of
operation [SUV] in the position [OLS]) with the attack of target in [ZPS] from
bottom to top on the aspect angles 0/4-2/4, in this case the detection range is 7-5
104 Section shch

km, capture - 6-5 km;

by rockets R -73[e] in the modes of close combat VERTICAL LINE, OPTICS,
−
HELMET, φ[o], in this case the range of visual detection are 4-2 km and it carries
random nature;
− the application OF [VPU] in the mode NONSYNCHRONOUS FIRING with the
attack in [ZPS] of the nonmaneuvering and maneuvering target with the g-force is
not more than 2-3 at the flight speeds of fighter 350-450 km/h.
Output into the combat contact with the target to expediently execute with the leading
channel [RLPK], which ensure the long range of detection.
5.10.2. The detection of a target of the type of the remote guided flight vehicle “bee” with the use [RLPK] and
[OEPS] is not ensured. The attack of this target is possible after its visual detection in the modes of close combat with the
application of rockets R -73[e] and [VPU].
5.11. Use SAU with the interception of aerial targets.

5.11.1. Intercept mission of aerial targets in the automatic and director control modes of aircraft is executed
according to the standard programs of the gain of altitude and velocity (Fig. 18, 19) with KN, BN, [BP] in ASU, and also with
the manual input of the given values of height, velocity (Mach number) and course.
For including the director mode to press on the panel SAU button [NAVED] (in this case it
must fluoresce indicator), to control aircraft by hand according to the deviations of label (large ring)
on ILS or on the director pointers on KPP.
For including the automatic control of aircraft to press on the panel SAU additionally the
button OF THE AUTOMATIC (in this case it will fluoresce indicator).
In the automatic (director) mode the gain of altitude and velocity according to the base
programs is accomplished (nonafterburning and afterburning). The selection of program is
determined by the values of velocity and flight altitude of target.
With the installation RUD to the position THE MAXIMUM the gain of altitude of 11000
m is accomplished on It v[ist] = 850 km/h, and in the position THE AFTERBURNER of – on the
Mach numbers = 0,9-0,95.
WARNING. Nonafterburning framing to execute only with the installation RUD to the position
MAXIMUM. The start of afterburning programmed framing (RUD in the
position FULL AFTERBURNER) is permitted with G[t] of ≥ 4,5 t to V ≤
600 km/h; when G[t] < of 4,5 t or the V > 600 km/h of – on N of ≥ 6000 m.
If necessary accomplishing afterburning framing from the conditions: V > 600 km/h or
G[t] > of 4,5 so-called 6000 m to first execute framing according to the nonafterburning program, and
then on N of ≥ 6000 m to translate RUD into the position FULL AFTERBURNER.
Engine control is accomplished by a pilot upon command F on ILS, which comes from
[NASU] (KN) or in accordance with the given speed of flight on ILS (with [BP] and BN), and also on
the director label of throttle control and the commands MH, MAX, F, which are put out on ILS from
SAU after the entrance of commands [v] or! (redirection).
Deviation by the directory of label is escorted by vocal information " control engines”.
5.11.2. The input of the given values of velocity and course during the induction is accomplished automatically
upon commands [NASU] (KN) or [SUV] (BN, [BP]), in this case the switch INDUCTION [AVT]-[RUCH] on PU [PNK] must
be established to the position AUTHOR.
For the manual data input the switch is THE INDUCTION [AVT]-[RUCH] to set to the
position [RUCH]; the given values of velocity and height to introduce by hand with the aid of the
setting device M and N on PU [PNK], and the value of course with the aid of the rack on PNP.
Control of the engine thrust with accomplishing of programmed framings, reductions (with the
pressed button [VERT] on the panel SAU) and braking is accomplished according to the deviations of
the horizontal plank KPP, which fulfills the functions of the director label of throttle control (on ILS
it in this mode it is absent). With the climb and the acceleration with the [nenazhatoj] button [VERT]
105 Section shch
on the panel SAU the mode of the work of engines MAXIMUM or AFTERBURNER drives out t he
pilot.
5.11.3. After the entrance of command [v] from [NASU] (KN) or from [SUV] (BN and [BP]) is executed the
output to the height of the attack of target, which is driven out in the limits of 4-17 km with the height difference relative to
target Δ[N]=1,4 km with [RVD] (manual data input) this command is input by pushing of knob [VERT] on the panel SAU
after installation on the setting device of the value of a given height (new value of Mach number in this case to input after
pushing OF KNOB [VERT]).
5.11.4. After the passage of command A (target of lock-on [RLPK] or [OEPS]) begins the stage of homing,
control of aircraft is accomplished upon commands [SUV]. In this case besides the automatic and director control modes is
possible the use of combined control (joint operation SAU pilot - SAU in the automatic mode and the manual interference of
pilot in the control of aircraft).
Combined control ensures the creation of required g-force of more than 4 due to the
supplemental deflexion of control stick to the side of the deviation of label with the target of its
reduction into the centre. With the attack in [ZPS] with the leading channel RL of the target, which
flies at the low altitude, with the passage of the height of 2000 m occurs automatic turning off SAU
and luminesces signal panel CONTROL BY HAND.
Further reduction to the height of 500 m and its maintaining to accomplish in the director
mode.
SAU automatically is disconnected with the delay of entrance D and rate of closure with
the target of [RLPK] more than 18 it flogged, and also with the attack in [ZPS] with the leading
channel [OEPS] at the distances of less than 3500 m if rocket was not released earlier.
Turning off of modes SAU is accomplished by a pushing of knob JETTISONING on the
panel SAU or OFF SAU on THE RUSS.
WARNINGS:
1. Automatic control mode of aircraft during the reductions in terms of the programmed
value of Mach number = 2 not to use.
2. With the luminescence on THE MOUTHS of signal " DECREASE REVOLUTIONS”
or “THERE IS NO ADDING” to press button “OFF SAU” and to control aircraft by
hand with the positive overload.
5.12. Application of a weapon on the ground targets.

Weapon adapts on the visually visible targets in the automatic and manual modes.
The application of a weapon in the automatic mode is accomplished with the aiming by the
method PRELIMINARY CUT and THE NONSYNCHRONOUS METHOD.
With the level bombing aiming is executed BY NONSYNCHRONOUS METHOD, while
with the firing and the dive bombing of – by the method PRELIMINARY CUT or BY
NONSYNCHRONOUS METHOD.
Method PRELIMINARY CUT adapts during the aiming along the moving targets.
It is necessary when, during the suspensions, (simultaneously with AB or [NRS]) rockets
are present, R -73[e]:
− to establish the switch Of [bBoj]-[DBoj] on RUS to the position Of [dBoj], in this
case on ILS is indicated the type of the selected weapon;
106 Section shch

Starting LD is carried out:
− is automatic, with the dive with the bearings it is more than 10°;
− by hand, with the level flight of [putjom] of the pressure of joystick on THE
RUSS.
To avoid starting LD in “noncombat” manoeuvres with the dive is recommended switch

LD to include in “combat” approaches, before the input into the dive.
With the starting LD on ILS luminesces the symbol LD, while with the presence of
information about the distance, which comes from LD on ILS, additionally luminesces symbol a.
Turning off of emission LD is accomplished:

− is automatic, with the pressure of trigger switch P.O. or after 30 it flogged from
the moment of starting;
− by hand, by pushing of knob JETTISONING on RUD.
To the starting LD or with its failure the distance is calculated from the information of
radio altimeter.
With the failure LD or during the application of a weapon above the aqueous surface (there
is no repulsing laser emission) aiming in the mode PRELIMINARY CUT (first and second cut) to
execute on N < of 1450 m.
Before the application of a weapon to include the switch OF CHAPTERS VKL for the
attack time of target n 3. shch min.
Switch [TORM]- WITHOUT [TORM] to set to the position WITHOUT [TORM] during
the series application of bomb armament with the aiming on the middle of series or [TORM] of –
during the aiming by the beginning of a series.
In the serial bombing (position of switch on [PVI] UNIT or A SERIES) is automatically
ensured the aiming by the middle of the series ([PM] it indicates the earth the point of impact in the
middle of a series of bombs) or by the beginning of the series ([PM] it indicates the point of the fall
of the first bomb in a series).
In the first case it is necessary on [PVI] switch [TORM]- WITHOUT [TORM] to set to the
position WITHOUT [TORM] and to assign the interval of unloading AB (length of a series
depending on flight speed) by switch on [PVI] into one of the positions of – 0,1-0,2-0,4 (it flogged).
This mode is ensured during the application of free-falling, brake AB and [RBK],
suspended from [BD] or [MBD], with exception of the case of applying brake AB with the manual
input of their ballistic data by the technical personnel of – the switch [TORM]- WITHOUT [TORM]
in this case must be established to the position [TORM].
For the aiming by the beginning of a series in all versions of the application of bomb
armament it is necessary to establish switch [TORM]- WITHOUT [TORM] to the position [TORM].
Before the flight for the application of bomb armament it is necessary:
− to obtain the data about the duration of unloading for this quantity of suspended
bomb armament;
− to control the correspondence of the time intervals, established on the panel [PVI]
and on the setting device on [MBD];
− to control the mission with the opening time of shutters. [RBK], established by
the technical personnel of – with any of the forms of the input of ballistic data it
must coincide with the time, established on the fuse [RBK].
The value of the opening time of shutters is driven out from the tactical considerati ons: the
flight altitude and fuzing altitude depending on the necessary zone of covering.
5.12.1. Level bombing.
Aiming level bombing is executed at the heights N of ≤ 800 m in the range of the
velocities of 550-900 km/h (550-750 km/h for [ZB]). The effective application of common aircraft
1 Section shch
bombs is ensured on N < of 600 m, aircraft bombs with TU of – to N of ≤ 300 m in the range of the
velocities of 600-900 km/h,
For decreasing the sighting errors in flight on N of 300 m survey to the target (pressure of
trigger switch P) should be executed with the dive angle to 10°.
During the application OF [ABSP] with the use OF A NONSYNCHRONOUS METHOD
of aiming on ILS is indicated sighting mark ([PM]) with the straight line, which indicates the
direction of the line of discontinuity of ammunition (Fig. 35), and on the range scale by scale shch
km of – the index of present range.
Piloted aircraft must be in such a way that the target would be moved along the line of
discontinuity to to position [PM]. By joystick to launch LD (approximately 5-7 it flogged prior to the
pressure of trigger switch P) and at the moment of combination [PM] with the target to press trigger
switch p.
After the pressure of trigger switch P on ILS will appear the label of director control and
the vector of the current g-force, incipient in the centre ILS, and range scale takes the value of time
toast with scale 10 it flogged (Fig. 36). Holding trigger switch P, by the manoeuvre of aircraft in the
lateral and vertical planes to combine and to hold the vector of the current g-force and listing (end “of
fin”) with the director label (ring) for the accomplishment of lateral induction and fragmentproof
manoeuvre. At the moment of jettisoning [ABSP] on ILS luminesces the command THE REST.
Output from the attack to execute on the director ring or by manoeuvre with the maximum
for this version g-force and the necessary listing. Director indication is disconnected after the flight
above the calculation point of the fall of bombs, or after 60 it flogged from the momen t of the
pressure of trigger switch p.
With the bombing at the low altitudes (when, on ILS, command is present, [OTV]) after
uncoupling [ABSP] to set RUD to the position MAX and to translate aircraft into the climb with Ө =
of 35°-40° with a maximally [razreshjonnoj] g-force to the extinction of command [OTV].
5.12.2. Dive bombing.
Aiming dive bombing (on the pullout) to bearings to 40° is executed at N of ≤ 2000 m and
flight speeds not more than 900 km/h (750 km/h for [ZB]).
Dive bombing during the aiming BY NONSYNCHRONOUS METHOD to execute
according to recommendations p. 5.12.1.
With the dive bombing during the aiming by the method OF PRELIMINARY CUT (PZ) to
press and to hold by that pressed button INPUT on RUD (Fig. 37). With this [PM] it becomes less
size, line of discontinuity disappears and brand occupies the position, which corresponds to half
(upward) of out-of-step conditions.
To be convinced of the starting LD. By the manoeuvre of aircraft to apply [PM] on the
target and to release button INPUT, with this [PM] increases in the size and is moved to a increase in
the correction angle to the estimated position, which corresponds to the nonsynchronous method of
aiming. After 1,5-2 flogged [PM] it occupies estimated position for applying the weapon. By the
manoeuvre of aircraft repeatedly to combine [PM] with the target to press trigger switch P, in this
case occurs the replacement of indication for director control. Aircraft handling to execute according
to recommendations p. 5.12.1.
Mode PZ is disconnected automatically 10 it flogged after the release of button INPUT or
by hand by pushing of knob JETTISONING. If necessary (when the reserve of time is present,) it is
possible to execute [perezasechku] by repeated pressure and release of button INPUT.
Output and attacks to the pressure of trigger switch P to execute on the director index. In
this case the flight above the point of survey at the minimally safe height is ensured.
If flight at this height does not be required, then before gathering of aircraft bombs output
from the attack to execute on the director label, and after gathering of – with the g-force not more
than 4,5.
WARNING. After the pressure of trigger switch “P” the command “OF [OTV]” luminesces with the
delay; therefore with the target of the exclusion of the entry of aircraft into
2 Section shch
the zone of the pattern of fragmentations or collisions with the earth
pullout with the g-forces is forbidden by the less preset director label.
5.12.3. Accomplishing starting [NRS] and firing from [VPU].
For accomplishing the firing from [VPU] on [PVI]-10[PE]1 to additionally set switch AIR-
SURFACE in position THE EARTH and to include switch CUTOFF.
During the application OF [NRS] or [VPU] during the aiming BY NONSYNCHRONOUS
METHOD on ILS is indicated [PM] (Fig. 34). On the range scale the index of present range, label of
the maximum and minimum effective ranges of firing is indicated by scale shch km.
By manoeuvre to introduce aircraft into the dive in such a way that [PM] would be located
below target, approximately, at one diameter [PM] (with the work with [VPU] to preliminarily press
by the first motion trigger switch [o]). To be convinced of the starting LD. With reaching of the
maximum effective range of firing to combine [PM] with the target to reap trigger switch [o] for
[VPU] or upon command PR on ILS to press trigger switch P, with this the switch OF PR-[AVT]-
MANUAL must be located in the position AUTHOR.
After the termination of firing or with the appearance on ILS of command [OTV], to
release trigger switch P.O. and to derive aircraft from the attack with a maximally permitted g-force.
After output from the attack with the application OF [VPU] to set switch AIR-SURFACE to the
position AIR, and trigger switch [o] to the initial position. During the aiming by the method PZ to
press and to hold by that pressed button INPUT (Fig. 37). For [VPU] to preliminarily press by the
first motion trigger switch [o], with this [PM] becomes less size and occupies the position:
− during the application OF [VPU], approximately, which corresponds to the axle
of aircraft;
− during the application OF [NRS], approximately, which corresponds to one third
(upward) of out-of-step conditions.
To be convinced of the starting LD. By manoeuvre of aircraft to apply [PM] on the target
and to release button INPUT. With this [PM] it increases in the size and is moved to a increase in the
correction angle to the estimated position, which corresponds to the nonsynchronous method of
aiming. After 1,5-2 flogged [PM] it occupies position for applying the weapon. By manoeuvre of
aircraft with reaching of maximally [razreshjonnoj] [delnosti] of firing repeatedly to combine [PM]
with the target and to reap trigger switch [o] or with the appearance of the command PR to press
trigger switch p.
With the starting [NRS] from the minimum ranges ([Dts] of ≤ of other [mii]) with the
appearance on ILS of index [OTV] the command PR is not removed.
After the consumption of ammunition along the ground targets on ILS will appear the
aiming indication of mode OPTICS and type R, will fluoresce, if they were suspended and not spent
earlier, in this case it is necessary to check the position of the trigger switches [o] and the switch
SURFACE-TO-AIR, which must be located in the initial position.
To disconnect the switch OF CHAPTERS VKL, if is not assumed soon the application of
rockets R -73[E]. the switch of modes [SUV] to set to the position of the selected mode.
5.12.4. Application of a weapon on the ground targets in the manual mode GRID.
The application of a weapon in the mode GRID is accomplished in the following order:
− to establish switch on ILS DAY-NIGHT- GRID to the position GRID;
− to set the switch of the versions of the application of a weapon to the position
SERIES 0,1 (0.2; 0,4) according to the decision accepted;
− to set the switch PR [AVT]-[RUCH] to the position [RUCH];
− to set switch [TORM]- WITHOUT [TORM] to the position [TORM] during the
application of common AB and WITHOUT [TORM] during the application of
brake;
− to set the switch of modes [SUV] to the position WHOLESALE;
− to pilot aircraft to th target e selected for the defeat, observing the flight
3 Section shch
conditions, necessary for applying the selected (being been located on board) type
of weapon, according to table.
With the combination of the line of the motionless grid, which corresponds to correction
angle, to press trigger switch P.O. and to hold it before gathering of ammunition. During the
application of common AB the jettisoning occurs with the pressure of trigger switch P, during the
application of brake – in 2,5-4 s.
Bearings. [TORM] of –
№ The V,
Type of the weapon N, m Ө, deg correction WITHOUT
pp the km/h
in mrad [TORM]
1 AB [OFAB]-250-270 250 900 [GP] 100 [TORM]
AB [OFAB] (100 – 120; 250 –
2 1100 800 - 25 100 [TORM]
270)
AB with TU [OFAB] (250 [SHN]) WITHOUT
e 150 850 [GP] 100
[TORM]
AB with TU [OFAB] (500 [SHN]) WITHOUT
4 150 900 [GP] 100
[TORM]
P 50-75 (in the automatic mode to WITHOUT
shch 1200 800 - 20 100
establish code 23) [TORM]
800 750 - 25 0
800 720-770 - 30 0
' [VPU] 800 750 - 20 10
600 750 - 20 shch
600 750 - 15 10
840 750 - 30 30
" [NRS] S -8
615 800 - 20 30
1040 750 - 30 60
8 S -25
730 800 - 20 60
9 S -13 700 800 - 20 50
5.12.5. Special features of the application of the unguided weapons of destruction in

the mountain locality.
Weapons of destruction under the conditions of mountain locality adapt on the visually
visible targets from the level flight and the dive. Aiming can be executed BY THE
NONSYNCHRONOUS METHOD and the method PRELIMINARY CUT.
The attack of target with the aiming in the automatic modes is possible only with the
measurement of range to target by laser range finder. The application of weapons of destruction in the
automatic modes of operation [SUV] IS FORBIDDEN with the failure of laser range finder. In this
case to use manual mode GRID.
With the attack with the use of automatic modes of aiming control of the current height to
accomplish on the barometric altimeter, taking into account in this case the height difference of target
relative to sea level.
5.1. Unguided starting, the emergency jettisoning of rockets and suspensions of armament.
5.13.1. In the case of the impossibility of flight or landing with the suspension weapon, and also if necessary
release from it in the tactical situation, to execute the unguided starting or the emergency jettisoning of weapon.
Unguided launch of rockets R -27[ER]1, P -27P1, R -27[ET]1, P -27T1 with [APU] to
execute in the level flight at the heights not less than 50 m, at the velocity more than 350 km/h.
Emergency jettisoning of rockets R -27[ER]1, P -27P1 with [AKU] to execute in the level
flight at the heights from 200 m to 10000 m at the velocities more than 600 km/h.
Unguided launch of rockets R -73[e] to execute in entire altitude range and flight speeds
with the g-force PU of ≤ 2.
5.13.2. For the unguided launch of the rockets, suspended from [APU] (on the points e, 4, shch, ') and from
4 Section shch
[VSU] (on the points ", 8), it is necessary to include switch [NEUPR] STARTING on [PVI]-10[PE]2 and to hold it in the
pressed position before gathering of rockets.
For the emergency jettisoning of the rockets, suspended from [AKU] (on points 1, 2, 9, 10)
it is necessary to press and to hold before jettisoning of suspensions switch EMERGENCY
JETTISONING on [PVI]-10[PE]2.
The unguided and emergency starting of the [nesoshedshej] rocket is not safe after
[neskhoda] of rocket with [APU] with the starting on the tactical chains of starting.
5.13.3. After starting and jettisoning the rockets to check the extinction of the signals of the presence of
suspensions.
In the case of the hovering of rockets on [AKU] (opening lock [AKU] is determined by a
constant blinking of the signal of the presence of the suspension of the point, on which [zavisla] the
rocket) it is necessary by the evolutions of aircraft to accomplish jettisoning rocket, creating in this
case the g-force PU of ≤ '.
WARNING. Landing with the overhanging rocket IS FORBIDDEN.

5.13.4. Emergency jettisoning of the equipped and empty units B -8[M]-1, B -13[l] and the rockets S -25, and
also the guns O -25, placed on one or on two on the points of suspension e and 4, to execute in the level flight without the
listing and the slip at the heights N of ≥ 600 m in the range of the velocities of 600-800 km/h (M of ≤ 0,85).
Emergency jettisoning of aircraft bombs from the mounts [BDZ]-[USK]- B (on points 1, 2,
e, 4, shch, ', 9, 10), suspended on one and on two from the points e and 4, to execute in the level
flight, from the dive (pitchup) and at the pullout in entire speed range of their application on N of ≥
500 m.
Jettisoning [ZB] to execute only in the level flight.
The emergency jettisoning of aircraft bombs from the mounts [MBDZ]- U 6-68 (on points
1, 2, e, 4, 9, 10), and also those placed are simultaneously single on [BDZ]-[USK]- B (on the points
shch and '), to execute in the level flight, from the dive (pitchup), also, at the pullout on the V = 700
km/h and N of ≥ 500 m.
For jettisoning the aircraft bombs to select by war-peace switch the mode of jettisoning
and to include switch EMERGENCY JETTISONING. With the extended gear the aircraft bombs are
dropped to THE NONEXPLOSION.
Emergency jettisoning of the equipped and empty units B -8[M]-1, B -13[l] and the rockets
S -25, and also the gun O -25 to carry out with the start of switch EMERGENCY JETTISONING.
5.13.5. Control of the emergency jettisoning of the suspensions of armament to accomplish on the extinction of
the signals of the presence of suspensions on PI -10[P]. after jettisoning of the suspensions of armament to set or to check
setting war-peace switch to the position NONEXPLOSION.
Jettisoning occurs simultaneously from two points of suspension in sequence 9-10, 2-1, 3-
4, 5-6 with the interval of 0,1 s.
For jettisoning the empty units of guns after the consumption of the unguided rockets to
press button JETTISONING on [PVI]-10[PE]2.
With [nesbrose] of bomber weapons of destruction on the combat and emergency chains in
the case of the hovering of ammunition, to be convinced of the reliability of their suspension by the
accomplishment of the manoeuvres of in the range operational overloading and to make a decision for
the landing, in this case to control setting war-peace switch to the position NONEXPLOSION.
After landing run at the landing to stop aircraft on RUNWAY(S) for the examination of
ammunition and unscrewing of them of fuses.
WARNING. Taxiing with the unfinished on the combat and emergency chains bomber weapons of
destruction, manned by fuses IS FORBIDDEN.
5.2. Special features of operation [SUV].
5.14.1. With the execution of flights it is necessary to consider the following special features:
5 Section shch
1. The launch of rockets from tandem points 2 and 1 independent of the position of
switch UNIT -ONe, is executed only singly.
2. With launches of rockets R -27[ER]1 (P -27P1) or R -27[ET]1 (R -27[T]1) from the
points e and 4 on M < 2 angle of attack must not exceed 5°.
3. Launch of rockets P -27P1 in [ZPS] to carry out with the limitations on the distance:
DP of ≤ e km with Np < e km;
DP = of other [maks]1 of – 2 km with Np > e km.
4. For the exclusion of failure [OLS] during the application OF [VPU] in the modes
THE PROGNOZ-[DOROZHKA] and GRID, and also during the application of a weapon on the
ground targets in the mode THE GRID is the switch of modes [SUV] to set in position
WHOLESALE.
5. Launch of rockets R -27[ER]1 in [ZPS] to carry out with the limitations on the
distance:
DP of ≤ ' km with Np < e km;
DP = of other [maks]1 of – 2 km with Np of ≥ e km.
With the position of hand-operated switch [NAVED] is allowed the appearance on ILS of
index KN to the period to 40 s.
6. At the equalised velocities of fighter and target the target lock-on in the mode
VERTICAL LINE is ensured BY [RLPK] at the distances of less than 2 km for the target lock-on at
the distances of more than 2 km necessary to ensure rate of closure with the target of more than 90
km/h.
7. With the attacks of target in [ZPS] with the leading channel [RLPK] in the mode
[RNP] at the distances of less than 3,5 km is allowed the presence of director index. Control of
aircraft in this case is accomplished on the director index (in the case grow prettier visibility possibly
control according to the label of target).
8. With the attacks of target in PPS in the mode of survey is allowed the disappearance
of the label of the identification above the individual labels of target not more than in two cycles of
survey contract.
9. The indication of the current course on ILS in the mode of the application OF AB,
[NRS], [VPU] along the ground targets “is frozen”, in connexion with which the indications of the
scale of the current course on ILS not to use.
10. In the mode [KVO] the determination of state belonging is not ensured. For
determining the state belonging with the target on D > 15 km [RLPK] to forcedly translate into the
mode [RNP] by pushing of knob INPUT on RUD. Transition [RLPK] from the mode [KVO] into the
mode [RNP] is accomplished in PPS and [ZPS] automatically on D < of 15 km.
11. With the attack of target, which manoeuvres on the course on angles of sighting it is
less than 3° or against the background the earth in PPS ([ZPS]), is ensured accompaniment to the rate
of closures, greater (smaller) of its own velocity by 150 km/h, which at subsonic speeds corresponds
to target angle near 80°. With the large target angles is dropped from the accompaniment.
12. The symbol A on ILS does not luminesce with the starting LD.
13. Output from the attack to execute in entire permitted speed range of application, at the
distances not less:
− for the rockets of the type S -8 of – 1600 m,
− for the rockets of the type Of c-13 ([T], [OF]), of S -250 of – 2000 m,
− for the rockets of the type S -25 [OF] ([OFM]) of – 2100 m.
14. Output from the attack upon command [OTV] to execute only with the applications of
aircraft bombs of the calibre of 250 kg.
15. Occur the cases of spontaneous restart [STSV]-1 (unsanctioned appearance on the
indicators of the information of mode ROUTE ~ on ' it flogged).
16. In the case of the termination of the renovation of survey- aiming information on ILS
([IPV]) with the attack of the target with the leading channel RLS with the luminescence of signal
panel THE CAPTURE [OLS] and when, during the suspensions, rockets are present, with [TGS] to
set the switch of modes to the position φ[o], and then, approximately after 1 flogged, to the position
6 Section shch
[OLS]; to select the suspensions, from which are suspended the rockets with [TGS], after which it is
possible to continue attack during 20-30 flogged with [NPO], and then with [PPO].
In the absence the luminescence of signal panel CAPTURE [OLS] during the termination
of survey- aiming information or in the absence rockets with [TGS] to set the switch of modes to the
position φ[o], and then after 1 flogged to the position RLS, after which after 8-10 it flogged, to renew
the attack of target.
The restoration of fitness for work [SUV] in the case of the termination of the renovation
of the survey- aiming information is possible of [putjom] of turning off and subsequent start [SUV]
with the aid of the switch [OPS]. The break between turning off and start of switch [OPS] must be not
less than two minutes.
Readiness time [SUV] after the switching on of switch SPS comprises e min.
17. With setting of the switch of the modes of operation [SUV] from the position RLS to
the position NAVIGATION short-term catch fire the signals SAS- '.
18. In the individual attacks of – in PPS the value of range to target, measured in the
mode SURVEY, is differed from true n 3. ' km, which leads to the disappearance of the labels of
national recognition in the individual cycles of survey.
19. Unstable measurement other max and other min in the mode KBO, which is escorted
by the passages of measurements and indication D, fluctuations of the value other max, other min, by
a change of the sign of hemisphere.
20. Short-term disappearance of indication “the type of suspensions”, “PR”, on ILS in the
mode [RNP] with leading RLS.
5.3. Conducting group activities.
The system of control of the armament [SUV] and the complex of communications [k]-
[DlAE], established on the aircraft, ensure conducting group activities with accomplishing of combat
missions in the [bespomekhovoj] situation in the daytime in the simple meteorological conditions
with the visual maintaining of battle formations in the group (interval and distance in the limits of
visual visibility), in the daytime and at night in the simple and adverse weather conditions of – with
the visually estimated maintaining on [IPV] of dispersed formations (on intervals and distances of 25-
50 km).
Depending on the conditions of conducting of war shooting and information about the air
situation with [NASU] can be realised semiautonomous and autonomous group activities.
Conducting semiautonomous activities is ensured in the modes BN, [BP] with interaction
with [NASU] on the command radio links of administration [SPK]-68 and [SPK]-75. Target
assignment in the group is executed along the telecode channel of exchange or by voice. The analysis
of air situation and the reception of command decision of group for the organisation of formation air
fighting is accomplished according to the information, represented on [IPV] and ILS.
Under the autonomous effects the output in the combat contact with the enemy is
accomplished by the method “autonomous search” during the duty in the zone of responsibility or in
the preset area, and also during the accompaniment of the aircraft of other air arms.
Target assignment in the group is executed on to [DlAE] and by voice.
WARNING.
1. To commander, who executes target assignment in the group during the organisation
of group [vozdushngo] of combat, it is necessary to distribute targets in such a way
that the flight paths of aircraft would not be crossed in the process of the attacks of
obtaining targets and to distribute in depth aircraft in the group on the height with the
target of warning the collision of aircraft with accomplishing of attack.
2. In the training flights with the attack of the targets not to execute aiming zooms.
It is accomplished with conducting of group activities:

− the control by the commander of the group of its position and position of its slave, and
7 Section shch
also of position of leading aircraft is sectional the united group;
− the control by that leading of the component of its position and position of its slave,
and also of position of the commander of the united group and of the commanders of
others is sectional;
− the control by the slave of its position in the component and the position of the
commander of its component;
− analysis by the pilot of the air- tactical situation, mapped onto [IPV];
− transfer from slave to the flight leader and from the flight leader to the commander of
the group of information about one of the discovered by them targets;
− distribution by the commander of the united group of the targets between those leading
is sectional and by its slave with mapping onto [IPV] in leading and slave target blip
with the instruction of the line of height, velocity vector and course;
− the formation of the accepted and its own information about its aircraft and targets on
[IPV] with the scale representation of relative attitude and the symbolic designations
of velocity, height and course with the numeration and the marks, which designate a
target, and also transmission on [IPV] of a number of the ranking of targets according
to the degree of danger.
With conducting of group activities the equipment [k]- [DlAE] ensures the automated
exchange of information on the telecode radio communication network in the following versions:
− between two aircraft in the composition of that leading and slave. In this case the
switches of the modes of operation [k]- [DlAE] on lead aircraft are established in the
position OF VAPOUR 1 (PAIR 2), [VDSHCH], and on the aircraft of the slave of –
respectively to the position OF VAPOUR 1 (PAIR 2), [VDM], the switch of the nets of
exchange NET 1- is 2nd 3- OF [PN] on both aircraft by assignment;
− between the aircraft of component in the composition of the leading component and to
three aircraft of slave in the component. In this case the switches of the modes of
operation [k]- [DlAE] on lead aircraft are set in position [GD] and [VDSHCH], and on
the trailing aircraft of – respectively in the positions [GD] and [VDM];
− between the aircraft of group in the composition of the commander of the united group
and to three lead aircraft is sectional.
In this case the commander of the united group is simultaneously leading of th component
e subordinated to it. In this case the switches of the modes of operation [k]- [DlAE] on the aircraft of
the commander of the united group are set in position [GD] and KP, and on the lead aircraft is
sectional – respectively to the positions OF OFF and [VDSHCH], and on the trailing aircraft of –
respectively OF [GD] and [VDM].
WARNING. With conducting of group activities the switch “THE CUT RS” of [n]a the united control
panel [k]- [DlAE] must be established to the lower position (OFF).
For the transfer of target leading of component the commander of the united group must on
the flap of target assignment press buttons with the number of the transmitted target and the number
of the leading component, to which is transmitted the target, to after which press buttons GR and
INPUT.
With the transfer of target from the lead aircraft component to the commander of the
united group the pilot of the leading component it is necessary to press buttons with the number of
the selected target and the number of the aircraft of the commander of the united group, to after
which press buttons GR and INPUT.
The transfer of targets inside each component from that leading to the slave and is vice
versa accomplished analogously, in this case the button GR is not pressed.
For the transfer of the target to pilot to press on the flap of target assignment only one
8 Section shch
button of the number of target and one button with the number of that aircraft (or group), to which it
must transmit target.
For the transfer of the following target to another aircraft of group it is necessary to release
button with the number of the target, transmitted earlier.
The targets, which entered as the target designation from the leading aircraft (or from
[NASU]) on [IPV] of trailing aircraft, are indicated by symbol with the numbering, indicated to
[ris].41, position 1, and those entered from the trailing aircraft on [IPV] of that leading are indicated
by symbol with the numbering, indicated in Fig. 40, position shch. In this case the symbol is
expanded relative to axis [IPV] to the bearing, equal to a difference in target courses and assuming
aircraft.
The numbers of targets, transmitted by the transmitting aircraft and the numbers of targets,
accepted by the assuming aircraft, indicated on [IPV], do not coincide, since by complex [k]- [DlAE]
are transmitted only the target coordinate.
The approximate values of height and flight speed of their aircraft and targets are
determined by pilot by the symbols by the comparison of the sizes of the lines of height and velocity
vectors with the scale, indicated to the left on [IPV].
For the cancellation of target, assigned earlier to the transfer, it is necessary to execute the
same activities as with the transfer of target, in this case instead of the button INPUT to press button
JETTISONING. In this case the target from the accompaniment in that transmitting is not removed,
but on [IPV] to the right of of the symbol of target disappears the number of the aircraft, to which this
target was transmitted (transfer of target to the interacting aircraft it ceases)
Mapping onto [IPV] of its own aircraft with its number, and also the interacting with it
aircraft of component is accomplished by symbols with the numberings, indicated in Fig. 40, position
16-19. In this case the symbol of its own aircraft, independent of seniority in the group, is indicated
on the average of line at a distance 1/4 from lower boundary [IPV] with the course, oriented on the
vertical line of screen, and does not change in the process of entire flight. The courses of the
interacting aircraft of component, indicated on [IPV] of this aircraft, change relative to its fixed
symbol.
Mapping onto [IPV] of the aircraft of the interacting groups is accomplished by symbols
with the numberings, indicated in Fig. 39, position 12. The representation of the interacting groups of
aircraft is accomplished only on [IPV] of the commander of the united group and the leading aircraft
it is sectional. The symbols of those interacting it is sectional they are not reflected on [IPV] of
trailing aircraft.
With the start of emission by the aircraft the target accepted identifies with its own targets
RLS. The [otozhdestvljonnaja] target is indicated on [IPV] by symbol with the numbering, indicated
in Fig. 39, position 4.
The identification of chains occurs in the narrow (D = ± of 10 km, δ[g] = ± 5°) and wide
(D = of +20 km, δ[g] = ± 18°) strobes. In this case if the transmitted target (Fig. 41, position 51)
identified in the narrow strobe, then it is removed with [IPV] and the [otozhdestvlennaja] with it
target RLS (Fig. 41, position e) automatically becomes that recommended to the attack until
identification in the narrow strobe occurs.
If none of the tracking the target falls into the narrow strobe, then on [IPV] of [ostajotsja]
the symbol of the transmitted target as the indicator of the centre of wide strobe, and occurs the
identification of all targets, which fell into the wide strobe (Fig. 41, [poz].1, e).
For the attack can be selected only one of the [otozhdestvlennykh] targets or the
[neotozhdestvljonnykh] targets, escorted BY [RLPK] in the mode Of [snP].
For the destination of target to itself to the attack, it is necessary on the flap of target
assignment to press button with the number of the selected target and button INPUT. In this case the
number of the target, assigned to the attack, is indicated on [IPV] to the right in a number of the
ranking of targets according to the degree of danger (Fig. 39, pos. 14).
The assigned to the attack target can be seized by station [RLPK] from any distance after
target detection on ILS and its manual [otstrobirovanija] by pushing of knob INPUT on RUD, if the
switch [ZAKHV] [AVT]-[RUCH] on the control panel [SUV] is established to the position [RUCH],
9 Section shch
or it is automatic (with the attack of individual target) with the entry of target into the zone of the
[razreshjonnykh] launching ranges of rockets, if switch is established to the position AUTHOR.
For jettisoning the target from the attack to press on the flap of the target assignment of
button with the number of the target, assigned to the attack, with the number of its aircraft and button
JETTISONING. In this case on [IPV] in a number of the ranking of targets according to the degree of
danger will appear the number of target, which is automatically recommended to pilot to the attack.
On the aircraft, which accepted target designations from another aircraft, senior on the
rank, is formed the mode BN ([BP]) according to the information about the target, which entered
from the transmitting aircraft.
Control of aircraft in the stage of guidance to the target according to target designation
from the transmitting aircraft can be executed in the automatic or director mode.
For the transition into the director mode of induction to set the switch [NAVED]
MANUAL -[AVt] on the control panel [SUV] to the position [AVT] and on the panel SAU to press
button [NAVED]. Control of aircraft to accomplish by hand according to the deviation of director
label (large ring) on ILS.
For the transition into the automatic control mode of aircraft to additionally press button
[AVT] on the panel SAU.
The entry into the zone of the [razreshjonnykh] launches of rockets on the transmitted
target is possible and with the manual steering of aircraft (without the use SAU), in this case to pilot
it is necessary by the corrective turns of aircraft to hold the label of target on [IPV] on the vertical
axis of symmetry [IPV].
5.4. Station of warning about the irradiation of aircraft SPO -15[Lm].
5.16.1. Station is intended for the output of information to pilot about the irradiation of aircraft, determination
of direction to the irradiating means, his type and the operating mode.
Station ensures:
− the detection of the irradiation of the aircraft RLS of antiaircraft-missile
complexes ([ZRK]), of anti-aircraft- rifle complexes ([ZSK]) and by onboard
RLS of fighter-interceptors in the following sectors:
A) on the azimuth ± of 90° in [ZPS] and PPS of – during irradiation OF
RLS of the large power or at the short distances from them, and not less
± 70° of – at the medium and long range;
b) on the angle of elevation not are less ± 30° in [ZPS] and PPS;
− the determination of direction to irradiating RLS with the precision ± of 10° in
the sector ± of 40°, and in the remaining zone with an accuracy to of 40° in PPS
and to 45° of – in [ZPS];
− determination of the type of irradiating RLS (according to the form of emission)
and of mode of operation OF RLS (“survey”, “accompaniment”);
− the determination of most dangerous RLS and its extraction as the principal
attacking means (selection of central objective);
− the determination of the dynamics of approach or removal with the principal
attacking means.
Station ensures the detection of irradiating RLS and the output of information about them
at the distance not less than 120% of the range of the weapon of the attacking means.
Obtained information of [vydajotsja] to the indicator (Fig. 38), located on the instrument
panel of pilot.
On the scales of bearing (internal of – green round labels, external of – the yellow
[otsifrovannye] labels in PPS and yellow triangular labels in [ZPS]) is indicated true target position
along the azimuth relative to the silhouette of aircraft.
The indication of the azimuth of target is accomplished by a luminescence of the green
label of bearing on the internal scale.
The indication of central objective is accomplished by a simultaneous luminescence of the
10 Section shch
green label on the internal scale and of the yellow [otsifrovannoj] label on the external scale.
A indication of the type of the irradiating means is accomplished by a luminescence of

label with the designation:
P of – irradiation [ZRK] “terrier” or by aircraft of the type F -4, F -104 with the
simultaneous start of illumination for the guidance of missiles of the type
“Sparrow”;
Z of – irradiation [ZRK] of the type “[Chaparel]”, “volcano” or [ZRK] “Seawolf”;
X – irradiation [ZRK] of the type “Hawk” or by aircraft F -14, F -15, F -16 and F -18
(from the long range);
N of – irradiation [ZRK] of the type “Nike Hercules”, “patriot”, “[Talos]”;
G of – irradiation from the short distances of aircraft F -14, F -15, F -16 and F -18 or by
rocket “Phoenix” with [RTS] (is possible the luminescence of signal G together
with the signal of the X);
From – irradiation by aircraft of the type F -4, F- shch, F -104, F -111 (without the start of
the channel of illumination), MIRAGE, JAGUAR, LIGHTNING or [ZRK] of the
type “terrier”, “[Krotal]”,
Indication about the type of target is accomplished by a luminescence of the label of green
colour on the scale of types. Indication about the principal type is accomplished by a l uminescence of
the supplemental label of yellow above the label of the type.
The indication of the dynamics of approach with RLS is accomplished by a luminescence
of labels on the scale of the gradation of power. The nearer the aircraft will fly to RLS, th e more the
number of labels is illuminated simultaneously (label they increase anticlockwise).
The indication of the dynamics of the approach of aircraft with the attacking rocket is
accomplished by blinking of the moving label of the gradation of power. The label of rocket moves
clockwise, (alternately begin to blink and to go out the label of the gradation of power). The start of
label corresponds to the estimated launch of rocket, determined by rocket itself.
The indication of the damage envelope by the principal attacking means is accomplished
by blinking of one of the labels on the scale of the gradation of power.
Indication about the operating mode principal type ACCOMPANIMENT is accomplished
by a luminescence of label THE CAPTURE of red colour in the centre of the indicator (in the mode
SURVEY label it does not luminesce). In the most dangerous situation (with the approximation of
rocket to a aircraft) the label CAPTURE periodically blinks.
Indication about the mode of operation RLS of [neglavnykh] types is accomplished by a
constant luminescence of a label of the [neglavnogo] bearing and type in the mode of accompaniment
and blinking with the period of survey with the work RLS in the mode of survey.
Indication about the relative attitude of irradiating RLS in the vertical plane is
accomplished by a luminescence of yellow labels in (top) or N (base), located in the centre of
indicator.
During irradiation aircraft at the angle ± of 15° relative to aircraft the ignition of labels [v]
and N does not indicate unambiguously the direction of reception in the bearings indicated, is in
consequence of which allowed the ignition of label [v] on the indicator during irradiation from below
or simultaneous ignition of both labels.
Simultaneously with the light indication into the interphone headset is put out the
discontinuous sound signal of the low key during irradiation OF RLS, which works in the mode
SURVEY, or the continuous sound signal of the high key of – in the mode ACCOMPANIMENT.
The loudness of sounding sound signal is regulated by sound corrector. With turning off of
sound communication on the indicator luminesces by signal panel THE SOUND OF OFF.
5.16.2. Before the flight for inspecting proper working order [L]006[LM] it is necessary:
− on the control panel of stations to establish the switches:
SURVEY of – to the upper position,
HEIGHT- TYPE of – to position 1,5;
11 Section shch
RANGE of the I, THE II - AUTOMATIC MACHINE of – to the position
THE RANGE of the I, THE II;
− to establish switch [SUO] DEFENCE on the flap of feed to the upper position, in
this case catches fire label the signal of proper working order on the indicator;
− in 2-3 minutes to press switch CONT. on the indicator to the position [AVT], in
this case must fluoresce all labels on the indicator, and the label of the signalling
of proper working order to go out and to again catch fire after 3-5 flogged in the
operable station;
− after the ignition of the label of the signalling of proper working order to release
switch CONT.;
With the random pressure of switch CONT. to the position OF THE MANUAL (on the
indicator it goes out the label of the signalling of proper working order) for the restoration of the
fitness for work of station to short-term set it to the position [AVT];
− to set switch [SUO] DEFENCE to the lower position.
5.16.3. In flight extraction of the type principal RLS of enemy is accomplished in the automatic or manual
mode.
For the automatic extraction principal RLS it is necessary by switch HEIGHT- TYPE to
establish flight altitude into one of the positions 1, shch, 8, 16, 30, and switch THE AUTOMATIC
MACHINE- RANGE of I, II – to establish to the position THE RANGE of the I, THE II (position
AUTOMATIC MACHINE it is used when the devices of coupling SPO are present, station with the
equipment REB).
With the approach to the zone of war shooting to include switch [SUO] DEFENCE. In
flight aircraft in the zone of activity RLS and the accomplishment of manoeuvre with the listing of
more than 15° on the indicator can short-term be indicated 3-4 principal bearings. Direction to
irradiating RLS in this case is determined by the average principal bearing with the indicating 3 - X of
principal bearings and by two average principal bearings with the indicating 4- X of principal
bearings.
The luminescence of the labels of the bearings of 10° and 30° (to the left and to the right
relative to the duct of aircraft on the indicator) corresponds to the irradiation of aircraft from the
directions indicated, while the luminescence of the label of 50° of – to the irradiation of aircraft at the
angle of 50°-85° to the left or to the right from the forward half sphere.
The simultaneous luminescence of the labels of the bearing of 90° and 50° to the left or to
the right testifies about the irradiation of aircraft from the side of 85° - 95° of the corresponding
direction at the short distances from RLS (to long range the label of 90° it does not luminesce and is
possible the disappearance of indication).
The luminescence only of left (right) label of the sector of rear cone testifies about the
irradiation of aircraft from the appropriate direction of rear cone.
Control of indication in the mode of the work of the irradiating means is carried out with
the aid of the switch SURVEY. In the position SURVEY to the indicator is put out the information
about all RLS, which work in the zone of reception, in the off position (in the lower position) of – to
the indicator is put out the information only about RLS, which work in the mode
ACCOMPANIMENT (with exception of the stations, the workers in the mode ACCOMPANIMENT
ON THE PASSAGE).
WARNING:
1. The mode of operation [BRLS] of quasi-continuous emission, that work in the mode
ACCOMPANIMENT ON THE PASSAGE is not determined (label CAPTURE it is
not indicated).
2. By during irradiation onboard RLS of the quasi-continuous emission of aircraft F -14,
F -15, F -16, F -18 and [ZRK] “patriot” at the large and medium distances (to shch of
the gradations of power) by the main thing is indicated a label of the type “X” in the
12 Section shch
blinking mode. At the short distances by the main thing is indicated the label of the
type “F” with the simultaneous extinction of a label of the type “X” and the decrease
of a quantity of gradation of power with their subsequent growth.
For the manual extraction principal RLS it is necessary switch HEIGHT- TYPE to set to
the position OF RLS interesting (P, Z, X, N, F,), in this case on the indicator of station is induced
selected RLS as the main thing. The indication of atypical targets can be disconnected by setting
switch HEIGHT- TYPE to the end right position.
Using information, to determine the type of the attacking means, the direction of attack
and the operating mode, to make decision on the accomplishment of manoeuvre for stalling the
capture of the attacking means or application of interferences.
With the simultaneous work [RLPK] and [L]006[LM] is possible the indicating of false
information on the indicator [L]006[LM] (luminescence of the labels of bearings 10, 30, 50, 90 to the
left and to the right, the type the X, the gradation of power to 8, label [V], [N] CAPTURE).
For determining the actual situation necessarily (with the possibility) in the stages of
search and target detection the switch [IZLUCH]-[EKV]- OFF on the control panel [RLPK] to
establish at 5-10 flogged to the position OF OFF.
To the work [L]006[LM] has a effect the work on the emission of equipment SAP (publ.
[L]203[IE]) of – by luminescence on the indicator [L]006[LM] of false information (types the X and
F, 90°, 30°, 10° [neglavnyj] to the left, 50° the main thing to the left, “base”, “capture”, 12 gradations
of power, left rear sector).
WARNING. With the work of equipment publ. [L]203[IE] on emission the information luminescent
on the indicator [L]006[LM] not to use.
After fulfillment of assignments to disconnect station.
5.5. Jammer Of [l]203 of ordering numbers [IE] (article [L]203[IE]).
5.17.1. Jammer (article [L]203[IE]) (SAP) is intended for the individual protection of aircraft from defeat by the
radio-controlled class weapon “air-to-air” and “surface-to-air”.
Defence is accomplished by the creation of the interferences with the surface, ship and
aircraft radar systems (RLS) for induction and control of rockets, and also by self-homing heads
([GSN]) of rockets with the target of reduction in the probability of kill by them of aircraf t.
Equipment SAP is placed in it is 2nd X the detachable containers, hung on " even 8 points
of suspension. In the left container is placed the receiving unit of station, in by the law of –
transmitting.
Station creates:
− the complex of the interferences RLS with the continuous or quasi-continuous
emission, which works in the search mode and capture on the accompaniment;
− the complex of the interferences RLS with the continuous or quasi-continuous
emission, which works in the mode of accompaniment;
− the complex of the interferences RLS with the pulse emission, which works in the
capture mode;
− the complex of the interferences RLS with the pulse emission, which works in the
mode of accompaniment;
− the complex of the flickering interferences RLS and [GSN] in flight of aircraft in
the pair;
− the complex of the interferences [GSN] of rockets;
− the redirection [G]CH of rockets to the underlying surface (terrestrial or aqueous)
in flight at the heights from 50 to 500 m;
− of interference in the following sectors of defence:
A) along the azimuth ± of 60°
13 Section shch
b) on the angle of elevation ± of 30°
c) in front (PPS) and rear ([ZPS]) hemispheres.
5.17.2. Control of station is accomplished from the control panel, located on to starboard.
Designation of the controls and indication:
− switch RECEPTION-TRANSMISSION determines the mode of operation of
station;
− switch PPS -[ZPs] determines the sector of defence;
− switch MODE determines the form of interference depending on the established
position;
− button CONT. serves for the functional test of station by the built-in control;
− signal signal panel THE HIGH OF SAP signals about the switching on of high
voltage;
− the signal signal panel OF IRRAD. signals about the irradiation of the aircraft
RLS of enemy.
5.17.3. Modes of operation of station.
Station works in two fundamental reception modes AND TRANSFER and mode
CONTROL.
In the reception mode is accomplished only the analysis of received signals against
irradiating RLS and warning of pilot about the irradiation.
In the mode THE TRANSFER is accomplished not only warning of pilot about the
irradiation, but also creation by irradiating RLS of the enemy of the following forms of interferences
depending on the position of switch THE MODE:
− of 1 – the complex interferences RLS and [GSN] of rockets;
− 2, e, 4, shch of – different goal-directed complexes of the interferences with
accompaniment, the ensuring optimum interferences with previously specific
RLS of enemy;
− ' of – the flickering interferences (in flight aircraft in the pair);
− " – low-frequency Doppler noise;
− of 8 – high-frequency noise;
− of 9 – antipode (illumination of the underlying surface);
In the mode CONTROL is accomplished the functional test of station together with the
mode TRANSFER.
Carrying out of mode CONTROL.

For the carrying out of mode CONTROL it is necessary:
− to set switch [SUO] DEFENCE to the upper position;
− to set switch RECEPTION-TRANSMISSION to the position RECEPTION;
− switch PPS -[ZPs] to any position;
− switch is MODE to the position of – 1.
After 3,5-4 min to translate switch THE RECEPTION-TRANSMISSION into the position
TRANSFER, in this case will catch fire flasher HIGH OF SAP.
To press button CONT. to the period not more than 5-10 flogged, in this case must catch
fire the flasher OF IRRAD., but flasher HIGH OF SAP to the short period will go out and will catch
fire again.
To release button CONT., in this case after 1-2 flogged it will go out the flasher OF
IRRAD., whiches indicate the normal operation of station, and flasher HIGH OF SAP to the short
period will go out and will catch fire again. To set switch RECEPTION-TRANSMISSION to the
position RECEPTION, in this case flasher HIGH OF SAP must go out.
5.17.4. Application of a station in flight.
Before the flight to establish the switches:
− RECEPTION-TRANSMISSION to the position RECEPTION;
14 Section shch
−PPS -[ZPs] of – to the position PPS;
−THE MODE of – to position 1.
After takeoff to include station, after setting switch [SUO] DEFENCE to the upper
position. After 3,5-4 min the station is ready to work.
In accordance with the mission for the flight or with the ignition of the flasher OF IRRAD.
to set switch RECEPTION-TRANSMISSION to the position TRANSFER.
Selection of the sector of defence to carry out with setting switch PPS -[ZPs] to the
appropriate position, determined from the indicator of station [L]006[LM].
The blinking of the flasher OF IRRAD. warns pilot about the need for transition to the
more effective measures of defence by setting switch THE MODE into one of the positions 2… 9,
whose selection depends on air situation.
With the simultaneous work [RLPK] and publ. [L]203[IE] are created interferences in their
work. The priority work publ. [L]203[IE] in this case (switch RECEPTION-TRANSMISSION in the
position TRANSFER) is ensured by disconnexion [RLPK] (setting the switch OF [IZLUCH]-[EKV]-
OFF to the position OF OFF) into the following the cases:
− in the absence on board the ammunition load of rockets R -27 with [RGS], when
the indicator OF IRRAD. luminesces and switch PPS -[ZPs] is established to the
position PPS (with the work publ. [L]203[IE]) in [ZPS] interferences with
[RLPK] they be absent;
− with the luminescence on the indicator of the station [L]006[LM] of labels of the
type P, X or N (in the case of the work on the sea), the bearing of central
objective in PPS and luminescence of indices N (base) and CAPTURE.
For the provision of launch of rockets R -27 with [RGS] with the work publ. [L]203[IE] in
[ZPS] (indicator OF IRRAD. it luminesces, switch PPS -[ZPs] in the position [ZPS]) it is necessary
before the launch of the rockets indicated to directly translate switch RECEPTION-TRANSMISSION
to the position RECEPTION, after starting after 3-4 it flogged to translate into the position
TRANSFER.
After fulfillment of assignments the switch is THE RECEPTION-TRANSMISSION to set
RECEPTION to the position.
5.6. Device of the undershoot of passive and IR jamming APP -50.
5.18.1. Device is intended for the individual defence of aircraft by the creation of the interferences with the
missiles of enemy with the radar and heat-seeking heads by the shooting of cartridges of the type [PRP]-50 and [PPI]-50
respectively.
Control of device is accomplished by hand from the control panel, on which are
established the following controls:
− switch is INTERVAL TO [LTTS], for the installation of the time interval
between the shootings;
− switch is SALVO, for the selection of a quantity of cartridges in the salvo;
− of signal panel TO [LTTS], for the signalling about a quantity of units, equipped
with cartridges;
− button is JETTISONING, for including the shooting of the cartridges (it
duplicates up button JETTISONING TO [LTTS]);
− button is STOP, for the termination of shooting in the continuous mode;
− button is EMERGENCY JETTISONING, for the emergency jettisoning
(shooting);
− button CONT., for the functional test of device.
On the left side of cabin or on RUD is located the button JETTISONING TO [LTTS], for
including the shooting of cartridges.
5.18.2. Device APP -50 makes it possible to execute the shootings of cartridges in the following modes:
− single shooting [PRP]-50;
− continuous shooting [PRP]-50;
15 Section shch
− single- salvo shooting [PPI]-50;
− continuous- salvo shooting [PPI]-50;
− emergency jettison [PRP]-50 and [PPI]-50.
For the single shooting of cartridges [PRP]-50 it is necessary switch INTERVAL TO
[LTTS] to set to position 1 TO, and switch THE SALVO of – to the position OF OFF and to press
button JETTISONING TO [LTTS].
For the continuous shooting of cartridges [PRP]-50 it is necessary switch INTERVAL TO
[LTTS] to establish into one of the positions 1, 2 or e, and switch THE SALVO of – to the position
OF OFF and to press button JETTISONING TO [LTTS]. In this case is ensured the single shooting of
all cartridges [PRP]-50 by a series with the interval in a series respectively 0,1, 0,5 or 1,0 c[ek]. For
the termination of shooting to press button STOP.
For the single- salvo shooting of cartridges [PPI]-50 it is necessary switch INTERVAL TO
[LTTS] to set to the position OF OFF, and switch THE SALVO of – into one of the positions 1, 2 or
4 and to press button JETTISONING TO [LTTS]. In this case is ensured simultaneous shooting
respectively one, two or four cartridges.
For the continuous- salvo shooting of cartridges [PPI]-50 it is necessary switch
INTERVAL TO [LTTS] to set to position 1, 2 or e, and switch THE SALVO of – to position 1, 2 or 4
and to press button JETTISONING TO [LTTS]. In this case is ensured simultaneous shooting
respectively one, two or four cartridges with the interval between the shootings e, 4 or ' s. for the
termination of shooting to lap button STOP.
With the failure of the main chain of undershoot the shooting of cartridges to execute
emergency.
For the emergency jettison (jettisoning) of cartridges it is necessary to press button
EMERGENCY JETTISONING to release after the shooting (jettisoning) of the necessary quantity of
cartridges.
In this case the shooting (jettisoning) of cartridges is accomplished by a series with the
interval of 0,1 s.
After the shooting of every 12 cartridges in any mode on the signal panel TO [LTTS] will
go out alternately one tube of the corresponding type of cartridges.
5.18.3. In flight the shooting of cartridges to execute in the nonafterburning regimes of the work of engines in
entire altitude range and flight speeds of aircraft.
Selection of the type of the jettisonable interferences and mode of shooting to accomplish
in the dependence on the mission for the flight or on the created combat situation.
With obtaining of information about the attack (from surface KP, from the station SPO -
15, from other aircraft) by the aircraft of enemy from the side [ZPS] to execute the shooting of
cartridges of the type [PPI]-50 by a series of salvoes on two cartridges in the salvo and by the
intervals between the salvoes I flogged (e it flogged); switch is SALVO in position 2, switch
INTERVAL TO [LTTS] in the position [LTTS] 1, with the simultaneous accomplishment of
manoeuvre (turnaway to 60° with the maximum g-force in the nonafterburning regimes of the work of
engines).
With the attack from the side PPS to execute the shooting of cartridges of the type [PPI]-
50 by a series on one with the interval I flogged (e it flogged), switch SALVO in position 1, switch
INTERVAL TO [LTTS] in the position [LTTS] 1.
After the disruption of the attack of enemy shooting to discontinue.
With the flights in the zone of action of portable [ZRK] the shooting of cartridges of the
type [PPI]-50 to execute by a series of salvoes on two cartridges in the salvo with the interval
between the salvoes I flogged (e it flogged). Shooting to begin with the entry into the zone of the
possible launches of rockets in flight at the height less than 3000 m and to cease after output of the
zone of possible starting or gain of altitude of more than 3000 m.
After fulfillment of assignments switches INTERVAL TO [LTTS] and SALVO to set to
the position OF OFF.
16 Section shch
Fig. 20. Information on [IPV] from [RLPK] during the induction with [NASU].
1 2
1 – distance on the fuel stock.
2 – course-line deviation (ΔΨ = Of ψ[tek] of – Of ψ[zad]).
e of – the zone of possible target position with [NASU] in the mode [BP].
4 – target with [NASU] with the line of height, number and velocity vector. 3
shch of – the zone of survey with [BRLS].
' of – the index of fighter with the line of height and the velocity vector.
" – the number of fighter.
8 – scale.
2
Fig. 21. Type of screen3 ILS in the
8 mode
19б 5INDUCTION
6 4 7and SURVEY
9 10 (leading [RLPK]).
1 – the tendency of velocity change.1200 10 11 12 1500

2 – velocity flowing. 1300 11700 11
2
e of – velocity preset (true).
4 – the label of induction. 4
1 12
shch of – the scale of course.
(ЗПС) ППС 5
' of – the current course.
" – director label (SAU). РЛ 1
8 – the label of 25
target identification (target its). 3 13
АП
9 – the height of target. 2
10 – height barometric
20 flowing.
(БП) БН КН 14
11 – the boundary of the (Т !) zone
А
Ф В of survey with the label of the horizon.
3
12 – the symbol24of aircraft. 15
13 – the zero mark of the scale of listing.
14 – the zone of 16
8 survey RL and the zone of survey
100 ILS 7on the27Рangle
6 of elevation.
15 – fixed cross22lines. ИЗЛ
17
16 – the ordinal number of the line, on which is located the ray.
17 – the type of selected to the application weapon.
18 – field of search along the23 azimuth.
19 19а 21 20 18
19 – the strobe of capture RL with the manual target lock-on.
19[a] of – the strobe of capture RL with the automatic target lock-on.
19[b] of – the strobe of capture RL with the automatic target lock-on in THE BOOKS.
20 – range to target with [NASU].
21 – index [IZL] (signal of the presence of emission into the space).
22 – the zone of azimuth coverage.
23 – the label of the discovered target.
24 – range scale.
25 – the single commands: PPS of – the forward half sphere of attack; [ZPS] of – the rear cone
of attack; RL of – the leading channel RLS; AP of – active jamming; KN of – command
control; BN of – onboard induction; [BP] of – onboard search; In – vertical line; F of –
afterburner; T of – drive; ! – redirection; But – attack [SNP].
Fig. 22. Mode of survey

3 in the
4 large
21 field
5 with
6 the
18manual
7 8capture
9 (leading [OLS]).
1370 19 20 21 11500
1250 10400
2 – velocity flowing.
2
e of – velocity preset (true). 11
1
4 – the label of induction.
(ЗПС) ППС
shch of – the scale of course.
ТП 17 Section shch
23 12
БП БН КН
В
! 13
' of – the current course.
" – director label (SAU).
8 – the height of target.
9 – height barometric flowing.
10 – the boundary of the zone of azimuth coverage and angle of elevation.
11 – the symbol of aircraft.
13 – the label of the position of large or low field on the angle of elevation relative to the
horizon.
15 – the label of large or low field along the azimuth.
17 – the boundary of the zone of survey with the label of the horizon.
18 – the strobe of capture [OLS] (strobe of the low field of 20°[kh]5°).
19 – range to target with [NASU].
20 – index [IZL] (signal of the presence of emission into the space).
21 – the label of the discovered targets.
22 – the director label of throttle control.
23 – the single commands: PPS, [ZPS], TP, KN, IN, T!, F, BN, [BP] (those blinking signal
about that which necessarily will be switched to leading RLS), mH of – idling, Mach – the
maximum rating of engines, [TSHCH] of – speed brake, TP of – the leading channel
[OLS].
Fig. 23.3 Type of screen

12 ILS
13 in the
21 mode
4 5attack
6 in 7[RNP].
1300 19 20 21 13500
1250 11700
2 – velocity flowing
2 (true).
e of – velocity preset (true). 50 8
1
(ЗПС) ППС
shch of – director label (SAU).
' of – the height of target. РЛ
" – height barometric
11 flowing. 9
8 – the symbol of aircraft. 16
9 – the zero mark of the scale of listing. 20 15
10 – the type of selected to Аthe application weapon.
11 – the single 10
commands: Г (ГBut) – attack; F of – afterburner; [G]↑ of – zoom upward; [G]↓ of –
Ф 14
zoom down; PR of – starting is permitted.
12 – range scale and the index of distance. 17
ПР 27Р
13 – the time, which was remained to the encounter
40 of rocket with target.
10
14 – the scale of rate of closure.
15 – the instantaneous value of rate of closure.
16 – its own velocity. 19 20 22 18
17 – zero rate of closure.
19 – the target aspect angle.
20 – of the label maximum (other [maks]1, other [maks]2) of those permitted and minimum
(other min) of the permitted launching ranges.
21 – the label of target (sighting label).
22 – distance with RUD with [NPO].
18 Section shch
2 16 3 4 5
Fig. 24. the Survey- servo low field.
10 11 12
1 – the tendency of velocity 1370
change. 11700
2 – the current velocity

1 (instrument).
e of – the scale of course.
14
4 – the current course. ТП
8
shch of – the current barometric height.
' of – the boundary of the zone of survey with the label of the horizon. 9
" – the zero mark of the scale of listing.
7
8 – the label of the position of large or low field on the angle of elevation relative to the
15
horizon.
12
10 6
10 – the label of large or low field along the azimuth.
11 – the type of selected to the application weapon. 11
ИЗЛ 27Т
12 – of the label of position ILS relative to the horizon.
13 – label [IZL]. 13
14 – single command TP.
15 – the strobe of capture [OLS] (low field of 3°[kh]3°).
16 – of the label of the discovered targets.
Fig. 25. Mode

3 of automatic
4 14 tracking
18 with [NPO]
5 (leading
6 7 [OLS]).
1370 11500
1250 10400
2
e of – velocity preset (true). 25 8
1
(ЗПС) ППС
shch of – director label (SAU).
' of – the height of target preset.
ТП
" – height barometric
13 flowing. 9
8 – the symbol of aircraft. А
9 – the zero mark17 of the scale
Г↑ (Г↓)of listing.
10
10 – the type of selected to the application weapon. 19
11 – label [IZL].
12 – the director label of throttle control. ОТВ ( )
13 – single commands
16 (PPS, [ZPS], TP, A, [G]↑, [G]↓, PR, F).
Ф ПР 27Т
14 – range scale and the index of present range.
ИЗЛ 10
19 Section shch
12 11 13 15
16 – the target aspect angle.
17 – of the label maximum (other [maks]1, other [maks]2) of those permitted and minimum
(other min) of the permitted launching ranges.
19 – the boundary of the field of accompaniment.
Fig. 26. Mode of automatic

3 tracking
4 with [NPO] to the
5 pushing of knob
INPUT for the manual input of distance (leading [OLS]).
1350 14100
1 – the tendency 2of velocity change.
e of – the label of1 induction.
(ЗПС) ППС
shch of – height barometricТПflowing. 15
' of – the zero mark

9 of the scale of listing. 6
" – fixed cross lines. А
9 – single commands. 7
10 – range scale 10 km.
11 – label [IZL]. 14
10
12 – the director label of throttle control.
Ф 14,5 27Т
13 – the range to target, established by potentiometer
ИЗЛ INPUT [DALN] by8hand according to the
data with KP by voice.
14 – the boundary of the field of accompaniment.
12 11 13
Fig. 27. Indication during capture of target in the mode VERTICAL LINE.
1 – of the boundary of the zone of capture [OLS] and [RLPK].

20 Section shch
1
Fig. 28. Indication during capture of target in the mode THE HELMET
(indication on the view-finder [NSTS]).
1 – aiming rings [NSP].

2 – the blinking aiming rings (with a frequency of 2 Hz) during capture of target
[OLS], [RLPK] or [TGS].
e of – aiming rings and cross lines during the transmittal of command THE REST.
4 – the aiming rings with the cross lines, which blink in the antiphase (with a frequency of 2
1 2 3 4
Hz) during the transmittal by rockets R -73[e] signal [NOP].
21 Section shch
Fig. 29. Indication of the 3target lock-on
4 only by rockets5 R -73[e] ([TGS]) in
the mode OPTICS.
1350 1200
e of – the strobe 1of capture (on a natural angular scale).
shch of – height barometric flowing.
' of – the zero mark of the scale of listing. 6
" – fixed cross lines.
9 – index [IZL]. 7
10 – PR of – starting are permitted.
ПР 73
ИЗЛ 8
9 10
Fig. 30. Indication

3 during
11 4the aiming [VPU] by5 the method
NONSYNCHRONOUS FIRING with the range to target is less than 1400 m.
1350 7100
6
1
e of – mobile aiming cross lines.
4 – the symbol of aircraft.ЗПС
shch of – height barometric flowing.
' of – the sighting
12 label, which coincides with the visually visible target. 7
" – the zero mark of the scale of listing.
А 15 value.
8 – the line of pitch with the digit counter of instantaneous 8
9 – the combat set of shells.
10 – index [IZL].
11 – the circular scale of maximum effective (800 m) range of – is located around the sighting
label.
ИЗЛ 4
12 – single commands [ZPS] and a. 9
10
22 Section shch
Fig. 31. Indication
3 during
11 4the aiming [VPU] by5 the method
NONSYNCHRONOUS FIRING with the range to target is more than 1400
m.
1350 7100
2
6
5
1
e of – range scale and the ЗПС
index of present range.
shch of – height12barometric flowing. 7
' of – the sighting label, which coincides with the visually visible target.
А 15
" – the zero mark of the scale of listing. 8
9 – the combat set of shells.
10 – index [IZL].
ИЗЛ 4
12 – single commands [ZPS] and a. 9
10
Fig. 32. Indication during the aiming [VPU]

3 by the method
4 THE PROGNOZ-
[DOROZHKA] (with by law the listing of 3°).
1350 45,0 7100
5
e of – the base of1target (size of target in the metres).
4 – height barometric flowing.
shch of – the boundary of path.
' of – the line of pitch with the digit counter of instantaneous value.
" – the combat set of shells.
20
6
23 Section shch
4
7
Fig. 33. Type of aiming grid in the1 mode2 GRID.
1 – the central point of cross lines.

2 – primes for determination of range to target.
3
e of – vertical line with the scale in the mil.
4 – of the boundary of conducting firing with different target speeds ([Dstr] = of 400 m. aspect
angle to 2/4: and – Of v[tseli] = of 500 – 700 km/h, b of – Of v[tseli] = of 700 – 900 km/h,
into – Of v[tseli] = of 900 – 1000 km/h).
shch of – cross lines, corresponding 2° (35 thousand)
2 а
' of – the radial rings of 60 thousand and 100 thousand б
в
4
4
5
6
6
10
Fig. 34. Aiming along the3ground targets

4 [NRS]
5 or [VPU]
6 to PZ or after the
release of button INPUT with PZ.
11 12 13
700 1100
7
2 – velocity flowing. 5
e of – the scale of1 course.
4 – the current course. ЛД
shch of – the symbol of aircraft.
' of – height barometric
12 flowing. 15 8
" – the line of pitch with the digit counter of instantaneous value.
8 – the zero mark13 of the scale of listing.
9
9 – sighting mark.
10 – the type of selected to the application weapon ([NRS]).
ПР С8
24 10 Section shch
11
12 – emission LD is included.
13 – of the label of maximum (other max) and minimum (other min) of effective ranges.
Fig. 35. Aiming along the3ground targets

4 AB
5 to PZ (NONSYNCHRONOUS
6
METHOD).
11 12 13
700 1000
7
2 – velocity flowing. 5
e of – the scale of1 course.
4 – the current course. ЛД
' of – height barometric
12 flowing. 15 8
" – the line of pitch with the digit counter of instantaneous value.
14
8 – the zero mark13 of the scale of listing.
9
10 – the type of selected to the application weapon (bomb).
12 – emission LD is included. Б
ПР
13 – the label of the maximum (other max) effective range of jettisoning.10
14 – the direction marker of line of discontinuity.
11
Fig. 36.3 Aiming4AB after5pressure BK.

6
11 12 13
820 300р
2
7
1
shch of – director index.
12 25 8 Section shch
10
13
9
' of – height barometric flowing.
" – the vector of the current g-force.
10 – the type of selected to the application weapon (bomb).
12 – time scale and the index of the current time, which was remained before the jettisoning AB
(or the appearance of a symbol Of [g]↑).
13 – zoom upward (with the pitchup).
Fig. 37. Aiming

3 with4the pressed
5 button INPUT.
6
11 12 13
700 1100
2
7
1
ЛД
' of – height barometric flowing.
" – the line of pitch
12 with the digit counter of instantaneous
20 value. 8
13
9
10 – the type of selected to the application weapon ([NRS]).
12 – emission LD is included.
13 – of the label of maximum (other max) and minimum (other С8 min) of effective ranges.
10
11
8 9
26 Section shch
10
Fig. 38. Front panel of indicator SPO.
1 – of signal panel THE SOUND OF OFF.

2 – the type principal RLS.
e of – type RLS.
4 – the label of bearing and principal bearing of left rear sector.
shch of – the position principal RLS.
' of – of label [v] (top), N (base).
" – the bearing principal RLS.
8 – the label of the signalling of proper working order.
9 – the scale of bearing (external).
10 – the scale of bearing (internal).
11 – the scale of the gradation of power.
12 – bearing RLS.
13 – the blinking segments of the boundary of power (killing zone).
14 – the label of bearing and principal bearing of right rear sector.
15 – the scale of types.
16 – handle is NIGHT.
17 – the switch of manual-auto.
Fig. 39. Information

3 on [IPV] of the aircraft
16 of the commander
6 4 of the united group.
1 – target with the line of height and the velocity vector, transmitted from the flight leader or
slave to the commander of the united group (not identified).
22 – the number of target.
e of – the number of the aircraft, from which 3
is alien the target. 5
2
14 – target [otozhdestvlennaja].
shch of – the target, transmitted with [NASU].
9
7' of – the number of the [otozhdestvlennoj] target. 10
" – of target with the line
2 2of height and the velocity4 vector, escorted BY RLS.
8 0
99 – the number of the aircraft, to which is transmitted this target.
10 – friendly aircraft (commander of the united group) with the number.
11 – the aircraft, slave by the commander of the united group.
12 – lead aircraft are sectional with numbers and quantity of aircraft in the components
(number in the circles). 3 14
13 – a number of the ranking of targets according
1 to the degree of danger. 1
13
14 – the target, assigned to the attack. 2
15 – scale. 4
16 – flying range on the fuel stock.
2
2 3 4
4 4
3
4
20 4
2 1 4 21 3 6 7
Fig. 40. Information on [IPV] of the lead aircraft component.
1 – target with the line of height and the velocity vector, transmitted from the c ommander of
the united15 12
group (not identified). 11
2 – the number of target. 5
1
e of – target with the line of height, the velocity vector ([otozhdestvlennaja]).
4 – the number of target. 0
8shch of – target with the line of height and the velocity vector, 3transmitted from the slave (not
3 2
9 27 8 Section shch
10 9 2 13
15 14
identified).
' of – the number of target.
" – the number of slave, from which is obtained the target.
8 – the target, escorted BY RLS.
10 – the number of the aircraft, to which is transmitted the target.
11 – a number of the ranking of targets according to the degree of danger.
12 – the target, assigned to the attack.
13 – the target, transmitted from the commander of the united group to that leading of
component, who, without including emission, transmits to its slave.
14 – the number of slave, to which is transmitted the target.
16 – friendly aircraft (leading of component).
17 – lead aircraft others are sectional.
18 – the commander of the united group.
19 – slave of its component.
20 – scale.
21 – flying range on the fuel stock.
Fig.
1 41. Information on [IPV]
14 of the aircraft
4 of slave.
3
1 – target with the line of height and the velocity vector, transmitted from the leading
component (not identified).
e of – target with the line of height and the velocity vector ([otozhdestvlennaja]).
4 – the number of the [otozhdestvlennoj] target. 2
1
shch of – the target, escorted BY RLS.
5' of – the number of target. 8
8
" – the number of the lead
3 2 aircraft component, to which is transmitted the target.
6
8 – friendly aircraft with the number.
79 – leading of component with the number.
10 – slave of component with the numbers.
11 – a number of the ranking of targets according to the degree of danger.
12 – the target, assigned to the attack.
13 – scale. 4 1 12
14 – flying range on the fuel stock. 2 2
11
10 3
3
1
20
13 9
28 Section shch
SECTION '
SPECIAL CASES IN FLIGHT
6.1. General instructions.
6.1.1. Is comprehensive the preparedness of pilot to all unexpected contingencies and

special cases it in flight has decisive importance for the flight safety.
It is necessary quietly to check during the detection of the failure of aviation engineering,
is not committed error with the work with the equipment in the cabin, to cooly rate situation and to
make a competent decision. About the failure and the decision accepted to report to flight operations
officer.
Subsequently to perform in the dependence on the created situation taking into account the
instructions of flight operations officer.
If the direct threat of the life of pilot in flight was created, it is necessary to immediately
leave aircraft.
In any emergency to switch on distress signal identification system.
Failures in the power plant.

6.2. Fire in the engine compartment.
Signs:
− luminesces red emergency signal FIRE in the upper unit of instrument panel (in
the blinking mode);
− luminesces tube THE FIRE of left or right compartment on the flap of fire
extinguishing and it is put out the vocal information: “The fire of port engine” or
“the fire of starboard engine”.
It can be the supplemental sign of fire:

− smoke after the aircraft (it can be noted from the earth, from the adjacent aircraft,
by pilot on the turn or in the mirrors of rear form).
Нажми Нажми
Activities:
СТОП
МГ
МАКС
At rest after engine starting, on the taxiing to the takeoff and after the landing:
ПОЖАР
− to set RUD of engines to the position OF FEET and to take measures for the
ПОЖАР ПОЖАР
termination of the motion of ЛЕВ.
aircraft;
ДВИГ. ПРАВ. ДВИГ.
− to close the fire plug of the engine of the burning compartment;
− to press the fire extinguishing button of the burning compartment;
− if fire is not liquidated, toПоднять
de-energise
колпачок aircraft and to immediately leave it. If we it
is impossible discontinue the motion of aircraft, then before the abandoning
attempt to turn away it in the safe direction and to if necessary dump lamp.
РУД – СТОП!
Переключатель пожарного крана. Нажми
On the takeoff: Нормальное положение открыто –
вверх. При пожаре установить вниз
− to immediately discontinue takeoff, after
– закрыто. setting RUD of engines to the position
OF FEET;
Кнопка включения системы
− to close the fire plug of the engine of the burning compartment;
пожаротушения.
− to take all measures for the stopping of aircraft, after which to de-energise and to
immediately leave it.
29 Section '
If fire is not liquidated (FIRE burns signal) and it is not possible to stop aircraft by the
braking:
− with the velocity is more than 75 km/h of – to be ejected;
− with the velocity is less than 75 km/h of – to [srulit] with RUNWAY(S), to if
necessary emergency dump lamp, to de-energise aircraft and to leave it.
In flight:
− to set RUD of the corresponding engine to the position OF FEET and to close fire
plug;
− if fire is not liquidated (continues to luminesce tube FIRE), to leave aircraft.
WARNING. Starting of the burnt engine is forbidden after the elimination of fire. With the
possibility of continuing the flight to land on the nearest airfield.
6.3. Flutter of air duct.
Signs:
− the strong sonic phenomena (cottons, impacts) in the intake unit of air duct;
− the periodic power changes, perceived with respect to a change in the longitudinal
acceleration (jolts).
Activities:
1. With the flutter of air duct, which does not cause disruption of the work of the engine:
− to disconnect afterburner of both engines, if it was included;
− to combine by the rack of the setting device of the surging air duct mobile
index on the indicator [IPK]-2 with upper end of mobile column;
− to pass to the manual steering of the surging air intake and to advance panel
before the termination of flutter. With a decrease in the velocity of aircraft on
the Mach number = 1,9 to establish the failed panel to position 60- 70%, with
M = 1,5 panel to retract completely.
2. With the onset of the flutter of air duct, which caused the surge of engine, to perform
as with the surge of engine.
6.4. Surge of engine.
Signs:
Drop in the revolutions (thrust) of engine with the possible cottons and a increase in the
temperature of gases behind the turbine. At the same time in these cases of the increase of
temperature to 40°-60° than higher permitted luminesces signal on MOUTHS SUPERHEATING
LEO (LAWS) ENG.
Activities: ОТКАЗ
МАКС
− to immediately stop engine by transfer RUD into theМГstop OF FEET;
СТОП
ОЧЕРЕДЬ ПАМЯТЬ
− to produce engine starting in accordance with subsection 6.10;
− after the output of engine to the idling to establish the revolutions n2, minimally
necessary for the return to the airfield (but not more than 95%).
Fulfillment of assignments to discontinue.

ПЕРЕГРЕВ
ЛЕВОГО
ДВИГАТЕЛЯ
РУД – СТОП!
30 Section '
6.5. Failure of the automatic control system of air ducts.
Failure of the system under conditions of M < Of [mvykl] (1,35).
6.5.1. Sign.
− on MOUTHS luminesces signal [VOZDZAB] LEO ON THE RESERVE
([VOZDZAB] OF LAWS ON THE RESERVE).
Activities:
− to the mode M > 1 not to leave.
ОТКАЗ
6.5.2. Sign:
− on MOUTHS luminesces
ОЧЕРЕДЬ ПАМЯТЬ signal AUTOMATIC MACHINE [VOZDZAB] LEO
(AUTOMATIC MACHINE [VOZDZAB] OF LAWS).
Activities:
− to establish by the rack of setting device the mobile index of the failed panel on
ВОЗДЗАБ
the indicator [IPK]-2
ЛЕВ to position 0;
− to set switch [VOZDZAB] STANDBY-[AVT]- MANUAL ◄ (►) to the position
НА РЕЗЕРВЕ
IS MANUAL;
− to the mode M > 1 not to leave.
ОТКАЗ
In the case of the absence of pressure in the appropriate hydraulic system (it luminesces on
ПАНЕЛИ ВОЗД. ЗАБ.
MOUTHS ONE HYDRO-)
ОЧЕРЕДЬ ПАМЯТЬ after the complete retraction of panel switch to again set to the position
100
[AVT] (to avoid discharging hydroaccumulator).
80 РЕЗЕРВНОЕ
60
Failure of the system under conditions of M
А > Of [mvkl].
АВТОМАТ 40
В
ВОЗДЗАБ
6.5.3.ЛЕВSign: 20 Т
− on MOUTHS luminesces
0% signal [VOZDZAB] LEO ON THE RESERVE
РУЧНОЕ
([VOZDZAB] OF LAWS ON THE RESERVE).
Activities: В положение РУЧНОЕ М ≤ 1,0

− to establish theУстанови
switch [VOZDZAB]
на 0 of ◄ (►) STANDBY-[AVT]- MANUAL to
the position STANDBY, and then after 1-2 flogged again to the position [AVT];
− if signal [VOZDZAB] LEO (LAWS) ON THE RESERVE went out, he is
permitted to continue flight without the limitations according to the Mach
number;
− if signal [VOZDZAB] LEO (LAWS) ON THE RESERVE continues to
luminesce, to disconnect afterburner, supporting with identical revolutions of
both engines, to pass to the mode M < 1, without allowing slip.
WARNING. Upon transfer of system [ARV] from the basis to the backup channel on M > 2,0 is
possible the flutter of the failed air duct.
форсаж
мин полный ОТКЛЮЧИ ФОРСАЖ !
ОТКАЗ
31 Section '
6.5.4. Sign:
− on MOUTHS luminesces signal AUTOMATIC MACHINE [VOZDZAB] LEO
(AUTOMATIC MACHINE [VOZDZAB] OF LAWS).
Activities:
− to combine by the rack of setting device mobile index on the indicator [IPK]-2
with upper end of the mobile column of the failed panel;
− to establish the switch [VOZDZAB] of ◄ (►) STANDBY-[AVT]- MANUAL to
the position MANUAL to 1-2 flogged and again to the position AUTHOR if
signal AUTOMATIC MACHINE [VOZDZAB] LEO (LAWS) is removed, is
permitted to continue flight without the limitations. If signal continues to
luminesce, to set switch again to the position MANUAL, to disconnect
afterburner, also, in proportion to braking on the Mach number = 1,9 to establish
the failed panel to position 60- 70% and on the Mach number = 1,5 to retract
completely. Braking to continue to M < 1. To throttle engine is permitted on M of
≤ 1,2.
форсаж
мин полный
ОТКЛЮЧИ ФОРСАЖ !
6.5.5.Sign:
− on MOUTHS luminesces signal AUTOMATIC MACHINE [VOZDZAB] LEO
ОТКАЗ and AUTOMATIC MACHINE [VOZDZAB] OF LAWS (in the turn).
ОЧЕРЕДЬ Activities:
ПАМЯТЬ
ПАНЕЛИ
to combine by the rack
− 100 of setting device mobile indices on the indicator [IPK]-2
with upper ends of mobile

80 columns; ВОЗД. ЗАБ.
− to establish the switches
60
[VOZDZAB] of ◄ (►) STANDBY-[AVT]- MANUAL
to the position MANUAL to 1-2 flogged and again if signals AUTOMATIC
АВТОМАТ MACHINE [VOZDZAB] 40 РЕЗЕРВНОЕ
ВОЗДЗАБ
LEO and AUTOMATIC MACHINE [VOZDZAB] OF
ЛЕВ LAWS are removed to 20
the position AUTHOR, he is permitted to continue flight
А
without the limitations.
0% If signals continue to luminesce, to set switches again to
В
the position MANUAL; Т
− to disconnect afterburner (left and starboard engines) and in proportion to braking
on the Mach number = 1,9 to establish panels
РУЧНОЕto position 60- 70%, on the Mach
Совмести индекс
number = 1,5 to retract panels completely with the work of engines under
В положение
maximum conditions. Throttling engines РУЧНОЕ
to execute on M of ≤ 1,2.М ≤ 1,0
форсаж
УБИРАЙ ПАНЕЛЬ: мин полный
6.6.
М = 1,9 – панель – 70 %
Failure of one ОТКЛЮЧИ
engine with the takeoffФОРСАЖ !
on the takeoff.
М = 1,5 – панель – 0 %
They can be the signs of failure:

− the decrease of acceleration on the takeoff;
ОТКАЗ
− appearance of the turning moment to the side of failed engine;
ПАНЕЛИ
− a ПАМЯТЬ
ОЧЕРЕДЬ change in noise of work of power plant;
100
− the operation of the corresponding light and vocal information;
− the difference in the indications
80 of the revolutions of left and starboard engines is
more than 3%, in the indications
60 of the temperature of – it is more than 50°[S].
АВТОМАТ 40
ВОЗДЗАБ
ЛЕВ
20 Выпуск ТП
Activities:
СТОП
МГ
МАКС
0%
− with the takeoff from the airfields with a length OF RUNWAY(S) of 1800 m and
more in the case of the failure of engine before the incline of the wheel of front
landing gear strut (with the takeoff with a mass not of more than 20000 kgf, or
with the takeoff “the pipeline” of – to the disengagement of fundamental landing
М ≤ 1,0
32 Выпусти тормозной парашют. Section '
В случае опасности столкновения ТОРМОЗИ!

и угрозе жизни при V ≥ 75 км/ч
gear wheels) takeoff to discontinue, with the failure after the incline of front
wheel (disengagement of aircraft) takeoff to continue;
− with the takeoff from the airfield with the length OF RUNWAY(S) is less than
1800 m takeoff to discontinue, to perform in the dependence on the created
situation, ensuring its safety (with the failure at the velocity of more than 220
km/h the termination of takeoff within the limits RUNWAY(S) it is not ensured);
− for the termination of takeoff to set RUD of both engines to the position OF
FEET, to release the drag chute (to V ≤ 300 km/h), completely to press to the
brake pedals.
With the rolling with RUNWAY(S) and the threat of collision with the obstacle to turn
away aircraft to the safe side, with the velocity more than 75 km/h to be ejected, with the lower speed
retracted landing gear, to dump lamp and to leave aircraft.
6.6.1. In the case of making a decision about the continuation of the takeoff:
− it to be sultry the turning moment by the pedal deflexion;
− at the velocity more than 250 km/h to include the afterburner of the operating
engine;
− the disengagement of aircraft to carry out at the angles of attack,
[rekomendovannykh] for the common takeoff, in this case, if length
RUNWAY(S) allows, is permitted the disengagement of aircraft to carry out at
the angle of attack on 1-2° of less [rekomendovannogo] for the normal takeoff,
which contributes to a improvement in the trimmed conditions and accelerating
the aircraft after disengagement.
The possibility of countering the turning moment with the failure of one engine on the
takeoff is ensured in all stages of takeoff.
With the engine failure on the takeoff under the conditions THE MAXIMUM:
− for maintaining the direction of takeoff to breakaway torque of front wheel the
required expenditure of pedals (with [vkljuchjonnym] [MRK]) composes 1/3
motions;
− for maintaining the direction of takeoff at the moment and after the
disengagement of front wheel the required pedal deflexion composes 1 e/4
motions;
− after disengagement from RUNWAY(S) the turning moment it is sultry at the
velocity of 250 km/h and more by the pedal deflexion on 1 e/of 4 complete
motions and by the creation of the listing of 5° to the operating engine.
With the engine failure on the takeoff the under the conditions FULL AFTERBURNER:
− maintaining the direction of takeoff to breakaway torque of front wheel is ensured
BY [MRK] with the pedal deflexion to 1/2 motions;
− for maintaining the direction of takeoff with the disengagement of front wheel at
the velocity of 250 km/h and less is required the full deflexion of pedals and the
slight braking of wheel from the side of the operating engine. With the velocity of
more than 250 km/h countering the turning moment is ensured by the deflexion of
rudders without the slight braking.
The lateral the deflexion of aircraft from the centre RUNWAY(S) with the takeoff with th e
failed engine is ~ 15 m.
After lift-off of the aircraft from the runway the turning moment it is sultry at the velocity
of 250 km/h even by the more full deflexion of pedals and by the creation of the listing of 5° to the
operating engine.
6.6.2. With making of a decision about the continuation of takeoff after the disengagement of the
33 Section '
aircraft:
− it to completely be sultry the turning moment by the pedal deflexion. The rolling
of aircraft to the side of failed engine is the sign of the incomplete countering of
the turning moment;
− to decrease the climb angle, to if necessary include the afterburner of the
operating engine;
− on reaching of the velocity of 300 km/h to set RUD of failed engine to the
position OF FEET;
− in the circle to in flight merge fuel- for the provision of the permissible landing
mass;
− to execute landing with one operating engine.
WARNING.
1. By chassis with the failure of port engine not to remove.
2. With the impossibility of countering the rolling of aircraft, and also with any other
direct threat of the life of the pilot of – to be ejected.
6.7. Failure of one engine with the takeoff after disengagement.
Activities are analogous to the activities, presented in p. 6.6.2.
6.8. Failure of one engine in flight.
Signs:
− a drop in revolutions and (or) in temperature of gas, not escorting by the signs,
presented in p. 6.4, 6.11, 6.12, 6.13;
− appearance of the turning moment to the side of failed engine.
Activities:
− if with reduction in the revolutions to 50% did not occur automatic starting on the
slowing down, to set RUD of failed engine to the position OF FEET;
− to establish the flight conditions, [rekomendovannyj] for the starting, and to
produce starting in accordance with the instructions p. 6.10;
− mission to discontinue and to follow to the landing airfield.
WARNING. In the case of the failure of the port engine to avoid of service failure
МАКС
of control system
of aircraft extension of landing gear to carry out with emergency method. In
СТОП МГ
this case the switch of landing gear valve to set in position RELEASED is
forbidden.
Fuel consumptions per kilometer in flight on one operating engine with the average flight
mass of 20000 kgf depending on height are shown in the table.
Per-kilometer
Высоту держи не более 8000 м. expenditure (kgf/km)
Height Flight speed РУДWith
– СТОП!
Without
Возвращайся на the
аэродром. rockets and 2 X R -
flight, m (km/h) 2 X R -27
rockets 73
200 800 7,7 8,2
5000 800 4,9 5,4
WARNING.
34 Section '
1. With the landing approach with one operating engine gliding speed it is necessary to
maintain 15-20 km/h more than uniform velocity. Landing run with the use of a drag
chute increases in this case by 100 – 120 m.
2. The minute fuel consumptions in flight in the circle in the takeoff and landing layout
on one operating engine with a velocity of 450 km/h comprise with the extended gear
75 kgf/min.
3. With the work not of failed engine under the conditions IDLING to use by speed brake
is forbidden.
4. Short-term failures of pressure in the appropriate hydraulic system are possible during
autorotation of one of the engines. By speed brake to use it is forbidden with the
failure of starboard engine.
6.9. Failure of two engines in flight.
Signs:
− a drop in revolutions and (or) in temperature of gas, not escorting by the signs,
presented in points 6.4, 6.11, 6.12, 6.13;
− a decrease in the velocity (longitudinal acceleration).
Activities:
− if with reduction in the revolutions to 50% did not occur automatic engine
starting on the slowing down, to set RUD of both engines to the position OF
FEET;
− without allowing the decrease of the revolutions of the windmilling engines of
less than 15% (for operational provisions of control system with aircraft), to
execute alternately engine starting in accordance with point 6.10.
WARNING. In flight with two windmilling engines the rates of the displacement of controls of
aircraft must be minimally necessary, that ensure flight conditions for
engine starting. Not to allow in this case pressure drop in the hydraulic
systems less than 120 – of 110 [kgs]/[sm]2.
If the failure of two engines occurred at the height less than 2000 m or none of the engines
was launched to a height 2000 m of – to be ejected.
СТОП
6.10. Engine starting in flight.

Обороты – не менее 15 %
Reliable engine starting is ensured on the slowing down of rotors and the revolutions of
Запускай
autorotation not less than 15%, in this case theпоочередно.
starting is accomplished:
− on the revolutions is less than 50%:
Н=2000 м не запустил –
on N of ≤ 10000 m when V = 550 – 1000 km/h;
КАТАПУЛЬТИРУЙСЯ!
− on revolutions 50% and more:
on N < of 8000 m when V = 300 – 1000 km/h;
on N = of 8000 – 11000 when V = 400 – РУД 1000 НА
km/h;
СТОП!
on N = of 11000 – 12000 with the V = from 450 km/h to M = 1,5;
Engine starting is accomplished:

1. Automatically with a drop in the revolutions it is less than 50% and position RUD
from THE IDLING to FULL AFTERBURNER, in this case luminesces by signal
panel THE STARTING.
2. By pilot by installation RUD to 2-3 flogged to the position OF FEET, and then to
35 Section '
any position from the stop THE IDLING (with the preset of higher than the stop by
10-15 mm) and to the stop THE MAXIMUM (in this case it luminesces by signal
panel STARTING).
The decay time of signal panel THE STARTING of – 20 flogged, the engine firing time is
not more than 40 s.
In the case of [nevysvechivanija] of signal panel THE STARTING or [nezapuska] of
engine to establish RUD to the stop OF FEET, to include switch [DUBLIR] AIR STARTING and
after the luminescence of signal panel STARTING to establish RUD to the stop SMALL OF
NEWSPAPERS after engine starting to disconnect switch [DUBLIR] AIR STARTING, with this
signal panel STARTING goes out.
Process of starting to monitor on a increase in revolutions and temperature of gas behind
the turbine and after the activation of the motor, established BY RUD, to check the work of engine by
smooth transfer RUD. If engine is not controlled, to repeat starting at the larger velocity.
WARNINGS.
1. With a increase in the temperature of gases higher than 600°[S] in the process of
starting to execute the cutoff of fuel by installation RUD to 2-3 flogged to the stop OF
FEET.
2. Air starting with the extended gear to execute only by the start of switch [DUBLIR]
AIR STARTING.
3. In the case of luminescence in the process of starting on THE MOUTHS of signal
DISCONNECT DRIVE LEO (LAWS) GENERATORS drive is forbidden to
disconnect.
4. With the luminescence after engine starting on THE MOUTHS of the signal
GENERATOR [PEREM] LEO (LAWS) to disconnect and to again include the switch
GENERATOR ~ OF THE CURRENT of this engine.
On N of ≥ 2 km or with M of ≥ 0,65 in the process of engine starting is allowed the

operation of the acquisition system and elimination of flutter, which is escorted by short -term
decrease and restoration of revolutions and temperature of gas, those not blocking the activation of
the motor, preset BY RUD.
6.11. Failure of lubrication system, the increased vibration, the

acceleration of revolutions [RND] or nonoperation of the valve of switching
supercharging.
Sign:
− in flight with the positive overloads on MOUTHS luminesces signal DECREASE
REVOLUTIONS LEO (LAWS).
Activities:
− to immediately establish RUD to the stop IDLING;
− if during 4-6 flogged signal DECREASE REVOLUTIONS it did not go out, to
immediately establish RUD to the stop OF FEET and, without starting an engine,
to follow to the landing airfield;
− if signal DECREASE REVOLUTIONS it went out, without increasing
revolutions higher than the idling, to follow to the landing airfield.
максимал
МГ
ОТКАЗFailure
6.12. of complex regulator. ОТКАЗ
36 ОЧЕРЕДЬ
Section '
ПАМЯТЬ
Sign:
− on MOUTHS luminesces signal [REGULJAT] LEO (LAWS);
− is possible the extinction of tube AFTERBURNER with the normal operation of
afterburner;
− on the Mach numbers of ≥ 1,35 is possible the flutter of air duct without
disruption of the work of engine, and also the operation of system [ADF].
Activities:
− to discontinue fulfillment of assignments;
− not to in flight exceed the revolutions of η2 more than 95%;
− the mode of the work of engine from the stop M.D. of η2 = 95% to increase
smoothly in the time not less than 10 flogged;
− afterburner not to include;
− turning off of afterburner to accomplish with the delay RUD on the stop of
minimum afterburner not less than 2 s.
6.13.
ОТКАЗ
Failure of drive [VKA]. максимал
МГ
Signs:
− sharp drop to zero revolutions of η2 of engine on theНеindicator
менее 10 сек
[ITE]-2[TB], of
escorted by drop to 100 KS/[sm]2 of pressure in 1 (2) hydraulic system, during
the normal indications of the temperature of engine;
− are possible luminescence on MOUTHS of one of the signals: AUTOMATIC
РЕГУЛЯТ
MACHINE [VOZDZAB] LEO (LAWS); [REGULJAT] LEO (LAWS); ONE
ЛЕВ HYDRO-; DISCONNECT DRIVE LEO (LAWS) GENERATORS and the
corresponding to them vocal information.
Activities:
− to disconnect engine with the failed drive Прекрати выполнять
[VKA], after задание.
setting its RUD to the
Обороты не более 95 %.
position OF FEET;
− to discontinue fulfillment of assignments and to follow to the landing airfield.
6.14. Failure of the acquisition system and elimination of flutter ([SPP]).

Signs: spontaneous periodic decrease and the restoration of revolutions and temperature of
gases behind the turbine in the trimmed modes of the work of engine, which is escorted by the
luminescence of flasher STARTING of the corresponding engine in the absence of the signs o f
flutter.
Activities:
− to disconnect the failed system [SPP] by switch TURNING OFF [SPP];
− to continue fulfillment of assignments;
− with the appearance of signs of flutter to be guided by the instructions, presented
in p. 6.4. “The surge of engine”;
− if necessary of the execution of engine starting to increase control of the
temperature of gases.
Failures of fuel system.

6.15. Drop in the pressure of fuel at the engine inlet.
37 Section '
Sign:
− on MOUTHS luminesces signal THERE IS NO ADDING.
Activities:
− to create the positive overload and to disconnect afterburner (if it was switch
oned);
− in the case of [nepogasanija] of signal THERE IS NO ADDING to be lowered by
the height of less than 6000 m in the nonafterburning regime of the work of
engines and it will return to the landing airfield. In this case it is forbidden to
create near-zero or negative g-forces.
[PREDKPREZHDENIE]. In the case of engine shutdown with the luminescence on THE MOUTHS
of signal THERE IS NO ADDING to perform, as it is indicated in the
subsections “the failure of one engine in flight”, “the failure of two engines
in flight”.
форсаж
мин полный
ОТКАЗ
6.16. Increase in the temperature of fuel at the engine inlet than higher
ОЧЕРЕДЬ
ПАМЯТЬ
permitted.
Sign: on MOUTHS luminesces signal SUPERHEATING FUEL LEO (LAWS).
Activities:
НЕТ
− to smoothly increase engine revolutions to the revolutions, with which will occur
ПОДКАЧКИ
ЛЕВ ОТКЛЮЧИ ФОРСАЖ !
the extinction of signal;
Снижайся на высоту менее 6000 м.
− if signal continues to luminesce, to discontinue Следуй
fulfillment of assignments
на аэродром посадки and to
return to the landing airfield.
максимал
ОТКАЗ ОТКАЗ
МГ
6.17. ПАМЯТЬ
ОЧЕРЕДЬ [Nevyrabotka] of fuel from the tank of № 4. ОЧЕРЕДЬ ПАМЯТЬ
Sign: the luminescence of the tube Of [b]3 with [nevysvechivanii] of tube B 4-1.
ПЕРЕГРЕВ ПЕРЕГРЕВ
ТОПЛИВА ТОПЛИВА
ЛЕВ ЛЕВ
Activities:
− to check proper working order of tube B 4-1 by pushing of knob THE
INSPECTION OF ПлавноTUBES; увеличь обороты.
− if tube is operable, then from the indication of flow metre it is necessary to deduct
1000 kgf; Если не гаснет – прекрати
− after the beginning of выполнение задания.
the work of fuel-level gauge for determining the fuel stock
be guided to aboard by the indications of fuel-level gauge;
− in you sing not to exceed α = 10°, but with the landing approach to maintain the
velocity 20 km/h it is more thanСкорость
common. на For
посадке
determining landing weight to use
выше на 20 кмч.
the indications of flow metre.
6.18. [Nevyrabotka] of fuel from the tank of № e.

Signs:
38 Section '
− does not luminesce the signal Of [b]3 on the indicator of fuel-level gauge- flow
metre after the beginning of the work of fuel-level gauge;
− the difference in the indications of the scales of fuel-level gauge and flow metre
after the beginning of the work of fuel-level gauge exceeds that permitted.
Activities:
− to check proper working order of the tube Of [b]3 by the pushing of the knob
[KONTRORL] OF TUBES;
− for determining the fuel stock be guided to aboard by the indications of the scale
of fuel-level gauge.
With accomplishing of landing approach for determining landing weight of aircraft to use
the indications of flow metre.
Failures of hydraulic systems.

6.19. Failure of one hydraulic system.
6.19.1. Sign:
On MOUTHS luminesces the signal OF HYDRO- ON IT IS GOVERNED, escorted by the
vocal information: “Is low the level of the first hydraulic system. By chassis do not remove” or “it is
low the level of the second hydraulic system, speed brake is disconnected”.
Activities:
− to discontinue fulfillment of assignments and to follow to the landing airfield;
− with the low level in 1 hydraulic system of chassis to release fundamentally, with
the nonextension of – to release emergency.
6.19.2. Sign:
On MOUTHS luminesces signal AUTOMATIC MACHINE [VOZDZAB] LEO (LAWS),
on the turn RESERVE THE SIDE OF CHANNEL, ONE HYDRO-, AUTOMATIC MACHINE
[FLAPER] (only with the failure of 2 hydraulic systems), escorted by the vocal information: “The
failure of the automation of left (right) air duct. Control panel by hand”, “there is no reserve of by -
pass. The velocity less than 600 and angle of attack are less than 10 degrees””, “the failure of one
hydraulic system. Check pressure on the indicators”.
On the flap [SDU] will fluoresce the knob-lights of the rejected subchannels.
Activities:
− to establish the velocity not more than 600 km/h, in this case control of the panel
of left (right) air duct to accomplish by hand;
− with the failure 2 G to disconnect the damper of course;
− to follow to the landing airfield, did not create angle of attack more than 10°.
With failure 1 of hydraulic system of chassis to release emergency. With the failure of 2
hydraulic systems braking on the landing run to accomplish of the primary system, if pressure in the
hydroaccumulators is more than 150 [kgs]/[sm]2; from the emergency system, if pressure is less than 150
[kgs]/[sm]2
.
With failure of one of the hydraulic systems on the flight speeds 1200-1400 km/h
(M=1,05-1,15) and heights less than 2000 m to establish RUD to the stop IDLING and to
simultaneously smoothly translate aircraft into the climb with the pitch angle of 15-20°. If increases
in the pitch angle does not occur with the taking of control stick to themselves or appears the rolling
of aircraft, to fix control stick. After a decrease in the velocity to M of ≤ 1,0 aircraft handling will be
39 Section '
restored.
6.20. Failure of both hydraulic systems.

Signs:
− in the upper centre section by cleaning board luminesces on the signal signal
panel the red emergency signal OF HYDRO-, on MOUTHS luminesces signal
ONE HYDRO-, signals are escorted by the vocal information: “The failure of two
hydraulic systems. In the absence pressure be ejected”;
− pressure in both hydraulic systems on the indicators - is below 100 [kgs]/[sm]2.
Activities:
− to establish the flight conditions, favorable for the ejection and to leave aircraft.
х100 х100
ОТКАЗ
СДУ
3 3
ОЧЕРЕДЬ Failures in the exhaust system of chassis.
ПАМЯТЬ Управляй в ГИДРО
ручную
6.21. A. the malfunction of 2the signalling

2 of extension of landing gear
(installation to the locks of the released position).
Речевой информатор:
Signs:ОДНА setting of the switch of 1landing
withГИДРО 1 gear valve to«Отказ
the position [VYPUSHCH] does
двух гидросистем.
При отсутствии давления
not luminesce the green light (tubes) of that released and the red light of intermediate –
landing -gear
катапультируйся!»
position. Also does not luminesce the signal panel OF CHASSIS RELEASED.
0 0
2
кг/см кг/см2
Лампы
УБРАНО УБРАНО ФАРЫ неисправны.
Катапультируйся ! ПОСАД
Activities: О
Фары в
Ш положение
Ш
To be convinced of the presence of pressure in the first hydraulic system Т andРУЛЕЖ.
to check
А Аbutton THE INSPECTION
proper working order of the tubes of signalling,
С
to for which press К OF
С Л
TUBES. If signalling is defective (tube with С the control they do not С luminesce)
РУЛЕЖ
it is nec essary at a
normal pressure in the hydraulic system: И И
− to leave the switch of landing gear valve in the position IS RELEASED;
Пройди над стартом на
− to set the switch of lamps to the position TAXIING; Н=25 - 50 м, получи
х100
ВЫПУЩЕНО ВЫПУЩЕНО
−х100to report to flight operations officer and to pass at the low altitude above
подтверждение у РП,the start
произведи посадку.
3 3 for visual monitoring of extension of landing gear along the burning taxiing light
(signaling with the burning about the installation of all landing gear struts to the
locks of the releasedШАССИ
position); УБРАНО
ВЫПУЩ
2 −2 during the confirmation by the flight operations officer of extension of landing
gear to execute landing. Ш
Не высвечивается. А Лампы исправны –
установи кран на уборку, а
B. С
1 Of 1 [neustanovka] of the racks (rack) of chassis to the locks of the
затем на выпуск. Повтори
С это 2 - 3 раза.
released position. И
Signs:
0 0
кг/см2 −кг/смdoes
2 not luminesce by the signal panel ВЫПУЩЕНО
OF CHASSIS [VYPUSHCH];
− does not luminesce the green light (tubes) of gear down position;
− luminesces constantly or it blinks the red light of intermediate landing-gear
position;
40 Section '
Activities:
− to make 2-3 attempts at the repeated release, in process of which to create
alternating g-forces;
− to execute several energetic rockings from the wing to the wing.
If the activities indicated did not lead to the installation of landing gear struts to the locks
of the released position, to release them is emergency.
With [neustanovke] and in this case of one fundamental, two fundamental or three racks of
– to be ejected.
With [neustanovke] to the lock of the released position of front rack is possible the landing
on the fundamental racks on [BVPP] with a length of 2500 m. decision for the ejection or pilot
assumes landing.
In the case of decision making for this landing it is necessary:
− to be freed in the safe place from the suspensions of armament;
− before the landing approach to plug seat belts, to dump lamp and to release speed
brake;
− to set switch [SDU] [AVT]-FLIGHT- SETTLEMENT to the position
SETTLEMENT;
− landing approach and landing to execute by common order, is desirable with the
remainder of the fuel 600 kgf (signal REMAINDER 600 KGF it luminesces) with
the side component of wind not more shch m/s;
− after the contact RUNWAY(S) to disconnect engines;
− on the landing run to maintain the landing angle of attack by the taking of aircraft
control stick on itself to the stop. In the process of lowering nose section to
release drag chute;
− braking wheels to satisfy after the contact by nose section [BVPP], [soobrazujas]
with its remained length. Tendency toward the turn of aircraft it to be sultry by
the independent braking of wheels;
− after total stop to de-energise aircraft and to immediately leave it.
6.22. The emergency release of chassis.

The emergency release of chassis to execute in the case of the nonextension of chassis
fundamentally (it is absent pressure in the first hydraulic system or the failure of the electrical part of
system), and also with the failure of port engine.
In this case it is necessary:

− to establish flight speed 400-500 km/h;
− to set the switch of landing gear valve to the position IS RELEASED, and IT IS
RETRACTED with the failure of port engine to the position;
− the landing-gear emergency release handle to extend to itself to the stop (in this
case they will be opened the rear and front shutters of principal supports, the
shutter of the bay of front support);
− after maintaining the landing-gear emergency release handle of 3-4 seconds in
this position, to turn it to to the left and again extend to itself to the stop, with this
chassis must be released completely, which is monitored on the luminescence of
green signals on IP (INTERNET PROTOCOL) -52.
УБРАНО
6.23. Destruction of one of the tires of the wheels of fundamental landing

Ш
gear struts on the takeoff. А
С
С
И 41 Section '
ШАССИ
ВЫПУЩ
ВЫПУЩЕНО
Signs:
− the strong buffeting of aircraft;
− the turning moment and rolling to the side of the broken tire.
Activities:
− in first half of takeoff to discontinue takeoff, to disconnect engine and to release
drag chute;
− in the second-half of takeoff to continue takeoff. After disengagement to brake
wheels, by chassis not to remove (with the flights, not connected with
accomplishing of combat mission), to produce fuel- to the minimum safe
remainder. Landing to carry out on [BVPP] nearer to its edge from the side of the
intact wheel.
After touchdown to perform just as with the destruction of tire in first half of takeoff.
Failures in the system of remote control.

6.24. Failure of two subchannels in the longitudinal channel [SDU].
Signs:
− on MOUTHS luminesces signal TWO CHANNELS [SDU];
− on the flap [SDU] luminesces two or more than knob-light.
Activities:
− to press the blinking or burning knob-light. On the panel [SDU] they if burn
several knob-lights, to press also to those knob-lights, pressure on which during
the flight was not carried out. If began to blink the already burning knob-light, to
press it repeatedly. The extinction of knob-light after pressure means that the
failure [SDU] is liquidated;
WARNING. Simultaneous pressure on two knob-lights is forbidden.
− if after the pressure of knob-lights continues to luminesce signal TWO

CHANNELS [SDU], to discontinue fulfillment of assignments, to establish flight
conditions: [N]=8000-10000 m, V=500 km/h and to execute landing.
ОТКАЗ
6.25. ОТКАЗ
Failures of three subchannels in the longitudinal channel [SDU].
ОЧЕРЕДЬ ПАМЯТЬ ОЧЕРЕДЬ ПАМЯТЬ
Signs:
− luminesces red emergency signal [SDU];
− on MOUTHS luminesces signal TWO CHANNELS [SDU];
− on the panel [SDU] luminesces three or four knob-lights;
− the vocal information: " check the signalling of the failure of control”.
ДВА КАНАЛА ДВА КАНАЛА
СДУ СДУ
Займи Н=8000 -10000 м.
Речевой информатор: Если управление не
Activities:ПОЖАР «Проверь сигнализацию восстановилось –
отказа управления» КАТАПУЛЬТИРУЙСЯ.
1. To include STIFFENING JOINT, if in this case emergency signal [SDU] goes out, to
СДУ Если высвечивается
establish the mode: [N]=8000 of – 1000 m, V=500 km/h and to follow for the landing. With the start
OF STIFFENING JOINT automatically isСДУ,
только ЖЕСТКУЮ
included the mode Of [ksh] [RUCH].
ГИДРО СВЯЗЬ не включай, следуй
на посадку.
WARNING. Горит после нажатия.
42 Section '
ОТКАЗ
Отбрось, включи
ОЧЕРЕДЬ ПАМЯТЬ ЖЕСТКУЮ СВЯЗЬ.
Держи V=500 км/ч.
1. The pressure of knob-lights with the de-excited emergency signal [SDU] is forbidden.
2. Landing to execute with the value Of [ksh] = 1 according to the indicator dial Of [ksh].
3. The to avoid sharp evolutions of aircraft the start of mode STIFFENING JOINT is
recommended the executing of with the g-force, close to one.
4. In flight, landing approach and its accomplishing in the mode [SDU] STIFFENING
JOINT not to allow the sharp movements of aircraft control stick on the pitch.
5. With the presence of the bomber weapons of destruction or [NRS] before the switching
on OF STIFFENING JOINT to dump them emergency.
2. If with the start of mode STIFFENING JOINT emergency signal [SDU] does not go
out and is escorted by other signs, but pitch control works, this means that control is accomplished by
one uncontrollable channel [SDU]. To perform in this case, as it is said above.
3. If with the start of mode STIFFENING JOINT control of aircraft is not restored – to be
ejected.
4. If the luminescence of emergency signal [SDU] is not escorted by the simultaneous
luminescence of signal on MOUTHS TWO CHANNELS [SDU] and three (four) knob-lights on the
panel [SDU], then this indicates failure in the chain of emergency signal [SDU] with proper working
order of two-three channels [SDU].
STIFFENING JOINT not to include, to discontinue mission and to follow for the landing.
6.26. Failure of control of the leading edges of wing (to the extension of
landing gear).
Sign:
− on MOUTHS luminesces signal THE AUTOMATIC MACHINE OF NOSES
EDGES.
Activities:
− not to exceed the angle of attack of 10°;
− the switch OF THE WING LEADING EDGE to set to the position ARE
RETRACTED, fulfillment of assignments to discontinue, to return to the airfield.
6.27. Failure of the device of a automatic change In [ksh].

Signs:
− on MOUTHS luminesces signal THE AUTOMATIC MACHINE Of [ksh];
− on the flap [SDU] luminesce three or four knob-lights.
Activities:
Switch Of [ksh] OF [RUCH]- OFF to set to the position Of [ksh] [RUCH] (to raise cap). In
this case go out the knob-lights on the flap [SDU], which signal about the failures of the subchannels
of the automatic machine Of [ksh], signal THE AUTOMATIC MACHINE Of [ksh] does not go out.
In further flight to change [Ksh] by hand with rack on the panel [SDU], establishing the values Of
[ksh], acceptable for the pilotage.
To land with the value Of k[sh]=1 according to the indicator dial Of [ksh].
WARNING. The reclosing of the automatic administration Of [ksh] (closing by cap) after the failure
of the device of a automatic change In [ksh] is forbidden.
6.28. Failure of the channel of the differential stabiliser control.
43 Section '
Signs:
− on MOUTHS luminesces signal [DIFF] IT IS GOVERNED (RESERVE OF BY-
PASS, THE ROLL DAMPER of – in the turn);
− on the flap [SDU] luminesce four knob-lights.
Activities:
− to establish flight speed 600 km/h;
− until setting of the velocity of 600 km/h not to allow the transverse deflexion of
control stick is more than 1/3 motions from the neutral position;
− not to in flight allow the height difference of angle of attack is more than 10°;
− fulfillment of assignments to discontinue.
6.29. Failures of the mechanisms of trimmer effect.

Signs:
− involuntary increase or the decrease of stick forces by the aircraft of – along the
pitch, the listing or on the pedals;
− with the pushing of the knob of the mechanisms of trimmer effect on the control
stick to the position [KABRIR] ([PIKIR]) or to the position L (P), and also switch
TRIM TAB [RN] to the position of ← (→) of effort on the knob or the pedals do
not change.
Activities:
To discontinue fulfillment of assignments and to follow to the landing airfield.
The control of aircraft is possible with the failure of the mechanism of trimmer effe ct, but
it tiresomely and requires the increased attention. Landing in this case to execute in the usual way.
Failure of the mechanism of trimmer effect in the channel of pitch or listing with its
deviation from neutral of [vlechjot] after itself the appearance of the corresponding supplemental
stick forces:
− with the failure to “the dive” of – of effort pulling;
− with the failure to “the pitchup” of – of effort pressing;
− with the failure in the channel of the listing of – appears lateral force with the
central position of knob.
The execution of flight is difficult with the failure to “the pitchup”; however, return on the
airfield and landing are possible. With the failure of mechanism in the channel of course not in the
neutral position on one of the pedals appears the pressing effort with the neutral position of pedals.
Failures in life-support system.

6.30. Failure of oxygen system.
Signs:
− a sharp drop in the oxygen pressure;
− the termination of the supply of oxygen into the mask both in that hermetically
sealed and in the depressurised cabin, in this case the white surfaces of the float
of indicator with “the height” in the cabin of more than 2000 m are fixed and do
not react to the inhalation and it breathed out even with the installation of the
handle of the supplemental supply of oxygen to the position 100% [O]2 and
handle EMERGENCY to the position VKL;
− with the loss of cabin pressure at the heights of more than 11000 m is not created
a sufficient excess pressure in the camera of the tightener of suit and in the
44 Section '
system of respiration in this case “the height” in the cabin according to the scale
Of [nkab] of more than 13,5 km (column of indicator “height” it is located in “red
zone”).
Activities:
− to include the supply of oxygen from the emergency cylinder of seat by the
handle of manual start EMERGENCY OXYGEN, located to the right on the seat;
− to be lowered with a maximally possible vertical velocity to height 4000 m.
Fulfillment of assignments to discontinue and to follow for the landing.
WARNING. The reserve of oxygen in the emergency cylinder of seat will ensure the normal
nourishment of pilot during " minutes.
ВКЛ 100 % О2
6.31. Loss of cabin pressure at high altitudes.

АВАРИЯ
Signs:
− is perceived
ВЫКЛ a drop in the pressure (earache);
СМЕСЬ
− the appearance of noise in the cabin;

− cabin Включи
altitudeкислород
on IKM от is more " km;
− at theаварийного
heights more than 11000 m is created a pressure in the tighteners OF VKK,
баллона.
and alsoНкаб
excessО2pressure
∆Ркаб
under the mask, in this case the column through the scale
of ∆[Rkab] of indicator [IKZH]-[P]1 can be located on the mark from 0 to 0,1
[kg]/[sm]2 Снижайся до Н = 4000 м.
.
Activities: Следуй на посадку.

15 0,4
− to be lowered to “the height” in the cabin

Запасof less thanв 9000
кислорода m on [IKZH] with a
аварийном
10
maximally possible vertical velocity; баллоне на 7 минут.
0,2
− with further flight at the heights less than 9000 m to increase control of the work
of oxygen equipment
5
1 and the oxygen flow.
0
0,5
With the decrease of0 oxygen pressure in the system to 20 [kgs]/[sm]2 to be lowered to the
height of 4000 m, fulfillment of assignments to discontinue and to follow for the landing.
In the case of loss of cabin pressure because of the destruction of cockpit glass or
disruption of its hinged unit to immediately decrease velocity and flight altitude (to be lowered to the
height of 4000 m) and to follow to the nearest airfield. With “the height” on [IKZH]-[P]1 more than
7000 m is possible the appearance of the decompression disorders (onset be ill in the joints and the
muscles), for removing which it is necessary to be lowered to “the height” in the cabin of less than
7000 m.
6.32. Appearance of smoke in the cabin.

Activities:
Or during the sensation of the smell of oil it is necessary with the appearance of smoke in
the cabin:
− to disconnect SKV by the switch OF OFF. [KONDITS];
− to pass to the feed by pure oxygen, after establishing the handle of the crane
100% [O]2 of – mixture on RPK -52 to the position 100% [O]2;
− subsequently to perform, as it is indicated in p. 6.34 “the failure of the cooling
system of equipment”.
45 Section '
6.33. Failure of the airconditioning system in the cabin.
They can be the signs of failure:
− the surprise termination of air intake in cabin and decrease of a cabin pressure
differential on [IKZH]-[P]1;
− reaching in the cabin of the temperature than higher transferred;
− the overpressurisation of the cabin of ∆[Rkab] > of 0,43 [kgsm]2 on [IKZH].
Activities:
− with the surprise termination of air intake into the cabin and the decrease of a
cabin pressure differential to decrease engine revolutions to η2 of ≤ 80%. If air
into the cabin does not enter on these revolutions, to disconnect system by the
switch OF OFF. [KONDITS] and to perform subsequently, as it is indicated in
point 6.34;
− at a temperature in the cabin than higher transferred to press switch CABIN
HEATING to the position COLD to 20-30 flogged to release to the neutral
position. If hot air continues to enter cabin, to disconnect conditioning system by
the switch OF OFF. [KONDITS] and to perform further, as it is indicated in point
6.34;
− with the overpressurisation of cabin to decrease engine revolutions to η2 of ≤
80%. If overpressurisation was not discontinued, to unseal cabin by knob LOSS
OF CABIN PRESSURE, to be lowered to the height less than 9000 m on [IKZH].
6.34. Failure of the cooling system of equipment.

Sign:
− on MOUTHS luminesces signal DISCONNECT [KONDITS]. REO.
Activities:
− to disconnect conditioning system by the switch OF OFF. [KONDITS];
− to be lowered by the height less than 9000 m on [IKZH];
Gradual loss of cabin pressure will begin after turning off SKV and misting (icing over)
the cockpit canopy is possible.
For its elimination is permitted to unseal cabin by knob THE LOSS OF CABIN
PRESSURE or to periodically short-term include SKV by the switch OF OFF. [KONDITS].
To disconnect SKV after the removal of misting (icing over). Is possible (after 3-10 min)
the failure of units REO, cooled BY SKV. With the impossibility of fulfillment of assignments to
follow for the landing.
Failures of current sources.

6.35. A. the failure of alternator.
Signs:
− on MOUTHS luminesces the signal GENERATOR [PEREM] LEO (LAWS).
Activities:
− to discontinue fulfillment of assignments and to follow to the landing airfield.
WARNING. If the signal GENERATOR [PEREM] LEO (LAWS) appeared with the shutdown of
engine and he continues to luminesce after his starting, to disconnect and to
again include the switch GENERATOR OF THE CURRENT of this engine.
46 Section '
B. the failure of generator drive.
Signs:
− on MOUTHS luminesces signal DISCONNECT DRIVE LEO (LAWS)
GENERATORS.
Activities:
To discontinue fulfillment of assignments and to follow to the landing airfield. In the flap
of power engineering to press to 2-5 flogged the switch OF OFF DRIVE GENERATOR LEO
(LAWS).
ГЕНЕР ПЕРЕМ ЛЕВ

WARNING. If signal DISCONNECT DRIVE LEO (LAWS) GENERATORS it appeared with the
shutdown ОТКЛ ПРИВОДА
of engine,
ГЕНЕР
then switch is THE DRIVE GENERATOR ОТКЛ ПРИВОДА
OF OFF not
ГЕНЕР
ОТКАЗ ОТКАЗ
to press, since
ЛЕВ
this leads
ПРАВ
to the irreversible disconnecting of generator
ЛЕВ ПРАВ
drive
from the engine.
ОЧЕРЕДЬ ПАМЯТЬ ОЧЕРЕДЬ ПАМЯТЬ
6.36. Failure of two generators (two drive- generators) of alternating

current.
ОТКЛЮЧИ ОТКЛЮЧИ
ПРИВОД ЛЕВ
Signs: ПРИВОД ЛЕВ
ГЕНЕРАТОРА ГЕНЕРАТОРА
− on MOUTHS luminesces the signal TWO GENERATORS [PEREM]
(DISCONNECT Нажми на 2-5
DRIVE LEOсек.GENERATORS; DISCONNECT THE DRIVE OF
LAWS GENERATORS, in this case possibly luminescence in the turn of the
signal of the failure of generator or two alternators);
− DC voltage on the voltmeter Of [v]1 24-25 v.
то
СЛЕДУЙЕсли
НА была остановка
ПОСАДКУ ! двигателя Не нажимать
Activities:ОТКАЗ (η2 < МГ), а на УСТе
− to discontinueЗАДАНИЕ
fulfillment of assignments
ПРЕКРАТИ, and to follow to the landing airfield;
СЛЕДУЙ НА ПОСАДКУ.
− to follow the voltage on the voltmeter of direct current. Time of the nourishment
of the users of 10 minutes;
− with the voltage is below 20 volts of – TO BE EJECTED. Не менее 20 В
1 2
6.37. Failure
ДВА ГЕНЕРof two rectifying devices.
ПЕРЕМЕН
Sign: on MOUTHS luminesces the signal0TWO RECT. 3

ОТКАЗ
Activities: to discontinue fulfillment of assignments
Vх10 and to follow to the landing airfield.
6.38. Failure of three rectifying devices.
Sign: on MOUTHS luminesces the signal СледиTHREE
за напряжением
RECT. In this case is disconnected the
nourishment of the same users as with the failure two СЛЕДУЙ НАRemaining
[VU]. ПОСАДКУ !users obtain feed from the
storage accumulators, which ensure work during 20 minutes with the operation of one or two drive -
generators, and with the failure of their – during 10 minutes.
ДВА ВЫПРЯМ
ОТКАЗ
Activities: to discontinue fulfillments of assignments, to follow to the landing airfield,
following the voltage of onboard electrical system, СЛЕДУЙ НА ПОСАДКУ !
which must be not less than 20 v. with the voltage
below 20 [v] the users change output characteristics up to the failure.
ПОМНИ !
47 Section '
Время работы аккумуляторов
не более 20 мин (при работе
генераторов или генератора);
не более 10 мин (при отказе
Failure of system PVD.
6.39. Failure of the system of complete and static pressure.
Signs:
− the nonconformity of the indications of the speed indicators and Mach number to
the mode of the work of engines, and the indications of rate-of-climb indicator
and altimeters to indications KPP and to the actual position of aircraft in the
space;
[USM]-2 incorrectly shows with the failure of the system of the complete and static
pressures PVD.
VD -20[k] and YES -200 incorrectly show with the failure of the system of complete static
pressure.
Activities:
− to check the start of heating PVD, if it is not included on – to include, also, during
the restoration of the normal operation of indicators [USM]-2, VD -20[k] and
YES -200 to continue fulfillment of assignments;
− if the normal readings of instruments were not restored, then switch the
nourishment of users from the primary system to the standby, for which handle
CUT PVD to turn to 180°.
With the restoration of fitness for work YES -200, VD -20[k] and [USM]-2 to report to
flight operations officer and to perform on his instructions.
With simultaneous failure of both systems PVD to discontinue fulfillment of assignments
and to follow to the airfield, piloting aircraft according to the instruments KPP and [UAP].
With the landing approach height to keep on the radio altimeter, the velocity of – on the
engine revolutions and the angle of attack.
6.40. Failure of system [SVS].

Signs:
− on MOUTHS luminesces signal [SVS];
− the nonconformity of the values of height, progressive and vertical velocities on
the indicator ILS to flight conditions, to readings of instruments VD -20[k],
[USM]-2, YES -200 and to the mode of the work of engines;
− on ILS do not luminesce the value H, the V, Vy;
− the failure of system SOS.
Activities:
− to pass to the instrument flying VD -20[k], [USM]-2, YES -200;
− to disconnect [SVS] by pushing of knob OFF FAILURE SYST. on the panel of
setting device;
− to report to flight operations officer or on KP about the failure and to request
control of the flight by ground radio-technical equipment. In flight at the height
the control of height is less than 1500 m to accomplish on the indicator of radio
altimeter.
6.41. Failure OF IR- VK (failure of two vertical gyroscopes).
48 Section '
Signs:
− on MOUTHS luminesces signal IKV RESERVE, in the turn IKV IS
FUNDAMENTAL [NAVIGATS], escorted by the appropriate vocal information;
− of indication KPP do not correspond to the position of aircraft in the space, but
the indication of course on PNP of – to the direction of flight fell out blinker KS.
Activities:
− to disconnect SAU, if system was included;
− to pilot aircraft according to the instruments YES -200, [USM]-2, VD -20[k], and
direction of flight to maintain on CI -13;
− to execute the repeated exhibition OF IR- VK in flight. Termination of repeated
exhibition to monitor on ignition of the flashers above the buttons IKV OSN, IKV
OF TANBARK (with the pressed button) and on the removal on THE MOUTHS
of signal IKV THE RESERVE (IKV IT IS FUNDAMENTAL and
[NAVIGATS]). If repeated exhibition IKV is executed and the correct indications
of listing and pitch on KPP, and flight course on PNP they were restored, pilot on
the situation makes decision about the fulfillment of assignments.
In the case, when as a result repeated exhibition the correct indications of instruments
KPP, PNP and indicators ILS and [IPV] were not restored, to discontinue fulfillment of assignments
and to follow to the landing airfield. To pass to the visual pilotage. Course and the direction of flight
to monitor on CI -13 and ARK (with the location of aircraft in the zone of activity PRS), height and
velocity on the altimeter and [USM]-2.
In the adverse weather conditions, if is not ensured flight and landing approach it is visual
or with the aid of the leader aircraft, to be ejected.
6.42. Failure of radio communication.

6.42.1. Failure of command radio communication.
Sign:
− the absence is crosstalk of noise with the reception in the open mode or self-
monitoring in the mode of transfer.
Activities:
(Power sources they work, the switch OF THE RADIOS OF VHF it is included on, digital
indicator it burns) it is necessary to check with the failure of the command radio communication:
− the reliability of the connexion of transfer harness [ORK] with the break [ZSH];
− the position of controls of command radio station;
− the operation of radio station on other channels.
If as a result checkings of malfunctions discovered and communications was not restored,
it is necessary:
− to include switch CUT RS, and the switch of the operating modes OFF-[GD]-
PAIR 1- OF [PARA]2 to set in the position OF OFF;
− to report to that leading groups or flight operations officer and to perform on their
commands.
If for the fulfillment of assignments be required telecode communications, fulfillment of
assignments to discontinue.
If with the start of switch CUT RS communications was not restored, to pass to
communications with the flight operations officer on KV of radio communication, after setting switch
VHF- KV to the position OF SQ.
If not communications was restored on one of the radio stations, it is necessary:
− to discontinue fulfillment of assignments and to return to the airfield, continuing
radio transmission in the places, by the provided for mission profile;
49 Section '
− to include the switch [BEDSTV] of the responder of national recognition and to
periodically indicate itself by pushing of knob THE SIGN of the aircraft
responder, the function selector of which to set to the position P -35.
It is necessary for the transition to the reception through ARK:

− to report to flight operations officer about the transition to the reception through
ARK;
− to include on the panel switch ARK- RSBN $$RTRSBN - SHORT-RANGE
NAVIGATION RADIO SYSTEM;
− to press knob-light ARK on the control panel [PNK];
− to set switch COMP.- ANTA to the position ANTA;
− after obtaining of the commands from the flight operations officer switch
COMP.- ANTA to set to the position OF COMP.
In the case of the failure PU [STSV] “SYMBOL- G 1B” establishes the preliminarily
recorded emergency frequencies in all radio stations.
For the realisation of radio communication to include switch CUT SPU on [OPU].
Communications will be accomplished through the radio station R -800[L]1. Modes INDUCTION,
[GD] become impossible.
With the malfunction R -800[L]1 to disconnect switch THE CUT SPU, in this case will be
ensured only the reception of control commands from the earth.
Проверь, если все включено и нет рассоединений

Ответ СО
6.42.2. Failure of telecode
переходного жгутаradio
ОРК communication.
П-35 БАН
УВД-М
Sign: НАСТР УВД
РСП
Рез. СПУ Рез. РС
− on MOUTHS luminesces signal RS THE TELE-CODE
Готов (TELE-CODE or
КВ
COMMUNICATIONS). УКВ ЗНАК
КОНТР
Activities: ГРОМК ГРОМК
− to report to that leading groups or flight operations officer and to perform on their
Авар. АРК
ПРМ РСБН commands;
КАНАЛ КАНАЛ НАЖМИ УСТАНОВИ
− fulfillment
10
of assignments,
10 connected with the need for telecode exchange, to
ПШ
discontinue.
1 1
6.43. Forced
20 landing out of
20
the airfield.
6.43.1. Pilot makes decision about the landing out of the airfield.
НАЖМИ Forced landing out of the
airfield can be executed
БЕДСТВonly with the completely extended
ТЛФgear.КОМ
ГРОМК
WARNING. If pilot it is not confident in the possibility of a safe landing, it must ensure favorable
conditions for the ejection and leave aircraft. ВК
ТЛГ АНТ АРК МК
РУЧН
Activities:
After making a decision for the forcedВКЛЮЧИ
landing out of the airfield, pilot is obligated:
− to report to flight operations officer about the decision accepted and the place o f
forced landing;
− if allow situation and fuel stock, to fly above the area for its survey;
− to release chassis and flaps;
− at the height is not less than 500 m at velocity 300 – 600 km/h in the straight
flight to dump lamp by canopy jettison handle, to release speed brake;
WARNING. In the case of [nesbrosa] of the hinged unit of lamp of the canopy jettison handle landing
50 Section '
not to execute, to leave aircraft by ejection.
− to plug shoulder straps;
− braking to satisfy taking into account the density of soil and presence of obstacles;
− after touchdown to disconnect engines and to overlap fire plugs.
6.43.2. In the special cases if necessary of accomplishing the landing on the zone (area) of the
limited sizes (landing run of 500 – 600 m) it is recommended:
− to produce or to merge fuel- to the remainder 1000 kgf;
− to execute landing approach by routine;
− to the passing outer marker beacon (point, separated from the beginning RUNWAY(S) by ~ 4 km) to
set seat to the upper position for the provision of the necessary survey;
− to dump lamp, to release speed brake;
− pre-landing glide to execute on lowered [skorotjakh] ([NDPRM]=200 m, V[DPRM]=300 km/h,
[NBPRM]=50 m, V[BPRM]=260-270 km/h, the V in the beginning alignment 240-230 km/h);
− after alignment to set RUD of both engines to the position IDLING, to create the angle of attack of
14°-15° (velocity of contact in this case 200-210 km/h);
− after contact to release drag chute, to press brake pedals to the complete motion, energetic lowering of
nose it to be sultry by the commensurate taking of control stick to itself.
The escape of aircraft in flight.
6.44. Preparation for the escape.

If accepted decision about the ejection allows situation, it is necessary:
− at the low altitude to in flight increase flight altitude to 2000 – 3000 m above area relief, using a
velocity of aircraft and a engine thrust, in flight at a high altitude to be lowered to the height of 4000
m;
− to translate aircraft into the climb or level flight and to decrease the velocity to 400-600 km/h;
− with the presence of cloudiness to leave aircraft prior to the entry into the clouds;
− above the aqueous surface to in flight execute flight to the side coast feature;
− of in flight near state border to execute flight in the direction of its territory.
In the cases, which do not suffer delay, to be ejected immediately.
6.45. Ejection.
Возьмись за рукоятки и Опусти светофильтр

With the pilot escape must: вытяни их вверх
− to lower the light filter of crash helmet (with the presence of time);
− be forced to tightly by entire corps against back, and by head to the pad of headrest;
− to supply struts to the front wall of seat (with the presence of time);
− to undertake by both hands the handles of ejection, after forcing elbows against body, and to extend
them before the ejection.
After ejection to strongly hold handles prior to the beginning of stable reduction together
with the seat (for the exclusion of the injury of hands).
The effort, required for operating the ejection system (during drawing of handles), is 25
kg.
Time from the actuating of the handles of pilot escape to the canopy release and of start is
not more than 1 s.
Поставь ноги
Плотно прижмись
51 Section '
Если фонарь не сбросился, не отпускай рукояток, верни их
вниз
With the traumatization of one hand ejection by possibly one hand from any of the handles
with the retention of the sequence of activities indicated.
WARNING.
1. If the hinged unit of lamp was not dumped during drawing of the handles of ejection, it
is necessary:
− to lower the handles of ejection to the initial position;
− to dump the hinged unit of lamp by canopy jettison handle, located on to the
starboard of cabin, after extending it to itself to the stop;
− to undertake by both hands the handles of ejection and to repeatedly extend them
upward before the ejection.
2. Simultaneous actuating of the handles of ejection and canopy jettison handle is
forbidden.
In the case of abandoning aircraft at the height of more than 5000 m the stabilised descent
together with the seat to the height of 5000 m occurs, the automatic shooting of the headrest of seat
and deployment of emergency parachute after which occurs. Through I flogged after separation of
pilot from seat it occurs the squad of NAZ and his hovering on the halyard.
WARNING. The escape of aircraft in air without the ejection is not provide ford.
6.46. Activities with the touchdown.

It is necessary after deployment of emergency parachute:
− to raise the light filter of crash helmet and to remove oxygen mask on the height
not more than 4000 m, to fill the circular strap of harness under the thighs;
− to be convinced of the normal disclosure of parachute canopy.
It is necessary before the touchdown at the height of 100-150 m:

− to be deployed downwind;
− to connect struts in the elbows and the soles together, then to slightly bend them
in the elbows and depending on wind force to carry out th struts e connected
together forward;
− of the sole of struts to keep in parallel to the earth to the touchdown, to land to
complete soles of both struts.
With the touchdown into the high wind, and also in the mountainous country after the
contact by the struts of the earth immediately with the aid of the locks [OSK]-2 to be freed from the
ends of parachute.
6.47. Activities with the splashdown.

6.47.1. It is necessary when descent to the aqueous surface and a margin of altitude
(reserve of time) is present:
− after deployment of emergency parachute to raise light filter [ZSH] and to remove
oxygen mask on the height not more than 4000 m;
− to be convinced of the normal disclosure of parachute and to determine direction
to the land;
− during the application of a aviation safety belt ASP -74 to fill it, having
energetically pulled for the plugs of gas filling floats;
− to close the valves of jettisoning KS-2[MA] and to fill the knitted sealing rings of
sleeves and the neck shutter of set [VMSK]-4-15 under the airtight shell;
− to disconnect the break of the compensators of the interference of mask and to
disconnect the tape of fastening mask from the central lock of harness; to
52 Section '
disconnect instrument KP -120 from [ORK] and to throw back it together with the
mask to the side;
− to disconnect the hoses of anti-g and ventilation garments from the upper block
[ORK] and to disconnect electrical connectors [ZSH];
− before the contact of water to remove safety latches and to lower the indices of
locks [OSK]-2;
− at the moment of the contact of water by struts to delay respiration, to press to the
trigger switches of locks [OSK]-2 and to disconnect parachute canopy;
− after splashdown to occupy position by face downwind (by back to the wave
front), to widely arrange legs, floats ASP -74 to fill under the hands and if
necessary them to blow;
− to break the gauged joint of halyard NAZ, detaching orange end away from the
fundamental halyard (effort of explosion 5-15 kG);
− to be freed from the parachute harness, for which: to open soaked circular strap,
then central soaked harness; to derive the leg straps from the clips; to throw the
right shoulder grasp of harness for the back, to drag through left hand together
with the left float of safety belt under the left shoulder grasp and to be freed from
the harness;
− to tighten to itself raft and to get in to it.
Floats of safety belt to bring for the back, to after which drag into the raft NAZ and radio
beacon.
Recommendations regarding the use of NAZ are presented in the instructions, applied to
the set.
WARNING. To get in to the raft from the wide side, having preliminarily embedded it under itself,
observing the caution to avoid of impulse by its metallic units of equipment.
6.47.2. In the absence height (reserve of time) for the splashdown with [neotsoedinennymi]
by parachute harness and communications of special equipment it is necessary:
− will fill floats ASP -74, having energetically pulled for the plugs;
− to disconnect parachute canopy with the aid of the locks [OSK]-2;
− to raise light filter [ZSH] and to remove oxygen mask;
− to close valves KS-2[MA] and to fill the knitted sealing rings of sleeves and the
neck shutter of set [VMSK] under the airtight shell;
− to occupy position by face downwind (by back to the wave front), if necessary to
blow floats;
In the case of the noninclusion of the cylinders of the filling of raft and radio beacon to
tighten to itself at first raft, and then radio beacon and by the by hand sharp jerk of halyard near the
cylinders to introduce them into the activity, and to also draw the pin of the start of radio beacon,
located in the halyard.
− to disconnect the break of the compensator of the interference of mask;
− to disconnect instrument KP -120 from the upper block [ORK] and, after taking it
in the left hand, to disconnect the hose of tightener VKK, then to throw back it
together with the oxygen mask;
− to disconnect hoses PPU and ventilations from the upper block [ORK] and to
disconnect electrical connector [ZSH];
− to be freed from the parachute harness and to further execute the
recommendations, presented in point 6.47.1.
WARNING.
1. The reserve of oxygen in [BKO]-3[MV]2 (system of seat) for the respiration from
[N]=500 m is sufficient on e of minute, the entry of water into the mask through the
53 Section '
valves of air suction KP, is after which possible.
2. With the incline of pilot from the water on the helicopter to avoid of the discharge of
the static electricity of helicopter to undertake rescue cable to the moment of the
contact by it of water is forbidden.
6.48. The escape of aircraft on the earth.

6.48.1. It is necessary with the onset of emergency situation on the earth (when aircraft is
fixed) for its rapid abandoning:
− to disconnect engines;
− to open lamp (in the case of wedging and impossibility of the discovery lamp by
operating knob to dump by its canopy jettison handle);
− to set firing handle to the off-position, for which to press to its lateral stop rods
and to discard forward before the setting to the indices;
− to disconnect the switches of the squibs of seat;
− to disconnect KP -120 from [ORK]-115, after extending upward the handle of
lock KP -120;
− to open soaked the break of circular strap and central soaked harness;
− to unfasten the snap hook of the halyard of NAZ from the ring on the equipment
and to be freed from the harness;
− sharply to arise and to leave cabin, in this case will occur the release of clutches
PPU, ventilation and electric connectors [ZSH] from the block [ORK].
In the case of abandoning aircraft in the uninhabited terrain and with the presence of time
it is necessary:
− to remove oxygen mask, to disconnect the break of the compensator of the
interference of mask, the hose WELL OF VKK from KP -120 and to reject mask
together with the instrument from the compartment of aircraft;
− after the disconnecting of communications to arise, to be deployed facing the seat,
to undertake the orange tapes of the cover of NAZ and to sharply jerk back them
itself upward. In this case will occur the disconnecting of NAZ from the belts of
fastening harness;
It is necessary before the removal of NAZ by the handle of the pull of flange to unplug
belts and to extend them forward with the sucked belts of pull.
− to turn NAZ relative to pins to the vertical position, in this case will occur the
release [ORK] the explosion of arming wire on one of the pins;
− by energetic upward motion to extract NAZ from the cup of seat and to reject it
from the cabin;
− to leave aircraft.
WARNING. With the undershoot of NAZ not to linger, since its automatic distribution will occur in 4
seconds.
6.48.2. For the escape of aircraft on the earth after the above-indicated activities, to sit
down onboard the cabin by struts by both hands outside inside the cabin nearer to the arc of the visor
of lamp, to outside and, after being grasped slip down on the fuselage down, after being turned facing
the skin. Then to remove one hand from the board and, resting by it on the flood tide of wing, to jump
to the earth or, adhering to for the forward section of lamp, to pass to the forward fuselage, to sit
down on the cone and to slip down from it down to the earth.
54 Section '
6.49. Jettisoning drag chute with its unpremeditated (spontaneous)
release in flight.
Signs:
− the luminescence of flasher SOAKED TP IT WAS OPENED;
− with the extended gear (to the moment of reduction on the landing or after the
incline of front wheel on the takeoff) the vocal information: “Drag chute is
discarded”.
Activities:
− to decrease velocity, fulfillment of assignments to discontinue and to follow to
the landing airfield.
55 Section '

Su-27 Flight Operations

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Classification code is taken

Base: the letter JOINT STOCK

Present leadership, as the component part of operating documentation, is the fundamental

- “velocity” (the V) - indicated speed on [USM]-2;

ENUMERATION OF THE CONTRACTIONS ACCEPTED

[ABSP] - aviation bomber weapons of destruction;

4.22. Flight under the conditions for icing 65

Failures in the exhaust system of chassis 162

Рис. 1. Геометрические размеры самолета

1.1.1. The one-argument supersonic all-weather fighter Of c[u]-27CK is intended for

state identification, the system of objective control,

1.1.6. The catapult seat K -36[Dm] of series 2 is established on the aircraft.

1.1.7. They enter into the composition of the armament of aircraft:

M 0,6 0,7 0,85

23. The safe escape of aircraft by pilot is ensured:

in the level flight at the velocities: On the time, necessary

On the time, necessary

Depending on the type high-altitude of the equipment used:

WARNING. The maximum permissible retention time at height

0,5 1,0 1,5 2,0

Fig. 2. G-limitations for G = of 21400 kg.

UPR BY THE WHEEL of – is disconnected;

On the right panel of instrument panel:

On the front flap of the starboard of the cabin:

On the panel SAU:

On the control panel [SDU]:

On the panel for the inspection [SDU]:

−of the direct current of – 27-29 [v];

3.4.10. To establish on the barometric altimeter VD -20:

the pressure (height) according to the data of meteorological station exceeds

On the control panel BTSCVM $$RTBQVM - HIGH SPEED DIGITAL COMPUTER

On the control panel ARK and OF IR- VK:

Position of control knobs OF THE IR- VK:

b) with normal preparation:

To be convinced of the fact that on the panel of the setting device:

3.4.14. Controls of system “[Nartsiss]” to set to the initial position:

3.4.15. To check fitness for work RSBN $$RTRSBN - SHORT-RANGE NAVIGATION

3.4.16. To check the correctness of the input of flight program in BTSCVM

3.4.17. To check the correctness of the transmission of azimuths to the programmed

3.4.21. To check the pressure of the charging of hydroaccumulators (95 – of 100

3.4.22. To include the switches of the squibs of seat.

simultaneous or sequential pushing of knobs STARTING LEO and STARTING OF LAWS.

To include switches [OPS] and [OPOZNAVAN].

To give command to the taking apart of airfield feed.

− to set trim tab to the neutral position;

4.1.2. After obtaining clearance to taxi, it is necessary:

At the velocity not more than 600 km/h to retract flaps.

4.4. Drift to the second circle.

WARNING. Sequential landings it is permitted to execute at a temperature of surrounding air not

4.6. Landing with the failure of the exhaust system of flaps.

4.9. Flight to the service ceiling.

the height of 12000-13000 m with the decrease of Mach number to 0,8-0,85;

4.10. Flight to the pilotage.

WARNING. Accomplishing pilotage IS FORBIDDEN with the different versions of suspensions.

Turns it is permitted to execute in the afterburning and nonafterburning regimes of the

300 400 500 600 700 800 900 1000 V km/h

PU of the mouths of [vir]

3 0 1000 2000 Δ[N] vyv. (m)

2 Dependence of the lossηуofmax=8 при М<0,85; ηу max=5,5 при М≥0,85

500 1000 1500 V head vyv. (km/h)

0 500 1000 Δ[N] vyv. (m)

height, the law of control To [peu] max, α add.

N the rest of substances (m)