Mi-171A1 RFM Part-I

Mil Moscow Helicopter Plant Joint-Stock Company
APPROVED
171A1.0000.00 -
Mi-171A1 HELICOPTER
FLIGHT MANUAL
171A1.0000.00
PART I
CREW OPERATING PROCEDURES

APPROVED: General Designer of the "Mil MHP" JSC
18.02.05
Title Page
Russia, Moscow, 107113, Sokolnichesky Val, 2
Tel/fax: (095) 264-55-71, 264-91-74
telex: 412144 Mil, teletype: 112247 Yubilyar
2005
Mi-171A1
FLIGHT MANUAL
APPROVED BY IAC AVIATION REGISTER
JSC "Ulan-Ude Aviation Plant"

Russia, 670009, Ulan-Ude, Khorinskaya St., 1
(Manufacturer and Its Address)
171A1.0000.00
(Document No.)
Mi-171A1 HELICOPTER
FLIGHT MANUAL
Applicable to the helicopters operating in Brazil
This Flight Manual has been approved by the IAC Aviation Register in the name of the Aerospace
Engineering Center for the helicopter registered in Brazil in compliance with the airworthiness standards
accepted in Brazil (RBHA), Part 21, Section 21.29
This helicopter should be operated in compliance with the limitations and instructions specified in this document.
2005
Mi-171A1
FLIGHT MANUAL
PART I
Feb 18/05
1/2
Mi-171A1
FLIGHT MANUAL
RECORD OF REVISIONS
Revision No.
Date
First Edition ............................................................ 0.................................................................... Feb 18/05
Feb 18/05
3/4
Mi-171A1
FLIGHT MANUAL
LIST OF EFFECTIVE PAGES

PART 1
Page
Revision
Title Page
1/2 ..............................................................
Record of Revisions
3/4 ..............................................................
List of Effective Pages
5/6 ..............................................................
Record of Temporary Revisions
7/8 ..............................................................
Table of Contents
9 to 17/18 ...................................................
Section 0
0-1/2 to 0-17/18..........................................
Section 1
1-1/2 to 1-47/48..........................................
Section 2
2-1/2 to 2-67/68..........................................
Section 3
3-1/2 to 3-71/72..........................................
Section 4
4-1/2 to 4-47/48..........................................
Section 5
5-1/2 to 5-37/38..........................................
Title Page
1/2
Introduction
3/4
Supplement No. 1
6-1-1/2 to 6-1-92 ........................................
Supplement No. 2
6-2-1/2 to 6-2-42 ........................................
Supplement No. 3
6-3-1/2 to 6-3-36 ........................................
Supplement No. 4
6-4-1/2 to 6-4-63/64 ...................................
Supplement No. 5
6-5-1/2 to 6-5-36 ........................................
Section 6 Supplements
Feb 18/05
5/6
Mi-171A1
FLIGHT MANUAL
RECORD OF TEMPORARY REVISIONS

Revised page
Number
Revised
Date
Feb 18/05
By
Signature
7/8
Mi-171A1
FLIGHT MANUAL
TABLE OF CONTENTS
PART 1
Page
Title Page ............................................................................................................................................... 1/2
Record of Revisions ................................................................................................................................ 3/4
Lift of Effective Pages.............................................................................................................................. 5/6
Record of Temporary Revisions .............................................................................................................. 7/8
Table of Contents ....................................................................................................................................
SECTION 0. SERVICE INFORMATION

Title Page ..............................................................................................................
0-1/2
Table of Contents..................................................................................................
0-3/4
01. Purpose of Flight Manual..............................................................................................
0-5
02. Duties of Flight Manual User ........................................................................................
0-7
03. Accepted Terminology, Abbreviations and Symbols.....................................................
0-8
04. Procedure for Introduction of Revisions and Supplements ...........................................
0-12
05. General Description of Helicopter.................................................................................
0-13
06. Basic Dimensions of Helicopter ......................................................................................... 0-14
List of Illustrations
Figure 01. Three-View General Arrangement of Helicopter.................................................... 0-15/16
Figure 02. Interior Layout Cabin............................................................................................. 0-17/18
SECTION 1. LIMITATIONS
Title Page .................................................................................................................... 1-1/2
Table of Contents ......................................................................................................... 1-3
1.1. Certification Basis ......................................................................................................... 1-5
1.2. Varieties of Operating Conditions ................................................................................. 1-5
1.3. Installation of Additional Equipment.............................................................................. 1-5
1.4. Minimum Crew Size ...................................................................................................... 1-5
1.5. Carriage of Passengers ................................................................................................ 1-5
1.6. Limitations on Opening of Sliding Windows .................................................................. 1-6
1.7. Mass Limit .................................................................................................................... 1-7
1.8. Center of gravity Limits ................................................................................................. 1-8
1.9. Airspeed Limitations ..................................................................................................... 1-9
1.10. Maximum Wind Velocity Limitations ............................................................................ 1-10
1.11. Vertical Descent Rate Limitations................................................................................ 1-10
1.12. Maximum Flight Altitude Limitations ............................................................................ 1-10
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1.13. Outside Air Temperature Limitations............................................................................ 1-10

1.14. Zones of Dangerous "Altitude-Speed" Combinations of
Helicopters, Categories A and B ................................................................................... 1-11
1.15. Piloting Limitations .........................................................................................................1-12
1.16. Limitations at Takeoffs and Landings on Surface with Slopes .......................................1-13
1.17. Main Rotor Speed Limitations ........................................................................................1-14
1.18. Power Plant Limitations .................................................................................................1-15
1.19. Electrical Power System Limitations ..............................................................................1-18
1.20. Hydraulic System Limitations .........................................................................................1-18
1.21. Limitations on Flights in Icing Conditions ..................................................................... 1-19
1.22. Noise Levels................................................................................................................ 1-19
1.23. Dimensions of Landing Sites and Sub-Soil Strength .................................................... 1-20
1.24. Marking of Instruments ................................................................................................ 1-21
Figure 1.1. Zones of Dangerous "Altitude-Speed" Combinations of
Category A Helicopter.............................................................................................. 1-25/26
Figure 1.2. Nomogram for Determining Helicopter Maximum Permissible
Mass Meeting Category A Requirements in Case of One Engine
Failure ..................................................................................................................... 1-27/28
Figure 1.3. Main Rotor Speed in Autorotation Condition at Minimum
Pitch Versus Helicopter Flight Mass, Flight Altitude and
Outside Air Temperature.......................................................................................... 1-29/30
Category B Helicopter .............................................................................................. 1-31/32
Figure 1.5. Nomogram for Determining Maximum Permissible Mass of
Category B Helicopter at Vertical Takeoff and Landing with
the Use of Ground Effect ............................................................................................1-33/34
Mass Variation Valve Versus Wind Velocity and Direction at Takeoff
and Landing with the Use of Ground Effect ................................................................1-35/36
Figure 1.7. Diagrams of Landing Sites Limited in Dimensions
2020 m (6565 ft) and Paths of Normal, Continued and
Aborted Takeoffs of Category A Helicopter .............................................................. 1-37/38
Figure 1.8. Diagram of Landing Site (Airstrip) and Paths of Normal,
Continued and Aborted Takeoffs of Category A Helicopter ...................................... 1-39/40
Figure 1.9. Diagram of Landing Site and Approach Zones at Vertical
Takeoffs and Landings of Category B Helicopter with the
Use of Ground Effect ................................................................................................ 1-41/42
Figure 1.10. Placards and Lighted Signs in Cabins ................................................................... 1-43/44
Figure 1.11. Placards on the Outside of Port Side .................................................................... 1-45/46
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Figure 1.12. Placards on the Outside of Starboard................................................................... 1-47/48
List of Tables
Table 1.1. Never Exceed and Minimum Speeds Versus Flight Mass and
Pressure Altitude of Flight............................................................................................... 1-9
Table 1.2. Maximum Wind Velocities............................................................................................. 1-10
Table 1.3. Hydraulic System Limitations ....................................................................................... 1-18
Table 1.4. Minimum Dimensions of Landing Sites .......................................................................... 1-20
SECTION 2. NORMAL PROCEDURES
Title Page ................................................................................................................... 2-1/2
Table of Contents ....................................................................................................... 2-3/4
2.1. Introduction .................................................................................................................... 2-5
2.2. Calculation of Flight........................................................................................................ 2-6
2.3. Preflight Inspection and Check of Systems with Inoperative
Engines.......................................................................................................................... 2-7
2.4. External Inspection of Helicopter.................................................................................... 2-8
2.5. Internal Inspection of Helicopter................................................................................... 2-12
2.6. Preparation for Start..................................................................................................... 2-18
2.7. Start, Warm-Up and Test of Engines............................................................................ 2-20
2.8. Check of Systems and Equipment with Operating Engines.......................................... 2-26
2.9. Taxiing ......................................................................................................................... 2-28
2.10. Takeoff ......................................................................................................................... 2-31
2.11. Climb ............................................................................................................................ 2-36
2.12. Cruising Flight............................................................................................................... 2-38
2.13. Descent and Landing .................................................................................................... 2-40
2.14. Crew Procedures After Landing .................................................................................... 2-46
2.15. Shutdown of Engines.................................................................................................... 2-46
2.16. Flight Engineer-Actions After Leaving Helicopter.......................................................... 2-47
2.17. Extreme-Low-Altitude Flights ........................................................................................ 2-47
2.18. Flights in Mountainous Area ......................................................................................... 2-49
2.19. Takeoff from and Landings on Dust-Covered, Sand-Covered and Snow-Covered Sites...... 2-54
2.20. Landings on and Takeoffs from Sites Selected in Flight ............................................... 2-57
2.21. Flights in Icing Conditions............................................................................................. 2-60
2.22. Passenger Safety Instructions ...................................................................................... 2-62
2.23. Cabin Attendants Duties, Rights and Responsibility .................................................... 2-64
Figure 2.1. Helicopter Walk-Around Inspection Circuit............................................................. 2-65/66
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Page
Figure 2.2. Position of Conventional "Pilots Eyes Leaf Sight Line of Sight
on Windshield Touchdown Point"Line During Approach of
Category A Helicopter................................................................................................ 2-67/68
SECTION 3. CREW PROCEDURES IN EMERGENCY AND IN THE EVENT
OF FAILURES (MALFUNCTIONS) OF SYSTEM AND EQUIPMENT
Title Page........................................................................................................................ 3-1/2
Table of Contents............................................................................................................... 3-3
3.1. General ............................................................................................................................. 3-7
3.1.1. Basic Rules ....................................................................................................................... 3-7
3.1.2. Determination .................................................................................................................... 3-7
3.1.3. Warning and Caution System ............................................................................................ 3-8
3.2. Crew Operating Procedure................................................................................................ 3-9
3.2.1. Fire in Engine and Auxiliary Power Unit Compartments or in Helicopter Cabins ............... 3-9
Fire on Ground .................................................................................................................. 3-9
Fire in Flight..................................................................................................................... 3-10
Fire in Engine Compartment ............................................................................................ 3-10
Fire in Auxiliary Power Unit Compartment ....................................................................... 3-11
Fire in Helicopter Cabins................................................................................................. 3-12
3.2.2. Failure of Two Engines in Flight ...................................................................................... 3-15
3.2.3. Failure of One Engine in Flight ........................................................................................ 3-16
3.2.4. Troubles Requiring Emergency Shutdown of One of Engines ........................................ 3-28
3.2.5. Troubles Malfunctions of Gearboxes ............................................................................... 3-34
3.2.6. Failure of Directional Control ........................................................................................... 3-35
3.2.7. Troubles in Cooling System of Various Equipment in Flight ............................................ 3-39
3.2.8. Failure and Troubles of Hydraulic System ....................................................................... 3-39
(A) Failure of Main Hydraulic System.............................................................................. 3-39
(B) Excess of Nominal Pressure in Main Hydraulic System ............................................ 3-40
(C) Considerable Increase of Frequency of Variation of Operating
Pressure in Main Hydraulic System Caused By Nitrogen
Leakage from Both Hydraulic Accumulators.............................................................. 3-40
(D) Failure of Auxiliary Hydraulic System with Main Hydraulic
System Operating ..................................................................................................... 3-41
(E) Failure of Pressure Transmitter or Indicator in Main (Auxiliary) Hydraulic System........... 3-41
(F) Failure of Master Slide Valve of the KAU-80B (-80)
Combination Control Hydraulic Booster in One of Helicopter
Control Channels ...................................................................................................... 3-42
3.2.9. Remaining Fuel Reserve of 145 L ................................................................................... 3-43
3.2.10. Failure of Fuel Boost Pumps............................................................................................ 3-44
3.2.11. "Vortex Ring" Mode.......................................................................................................... 3-45
3.2.12. Disturbance of Main Rotor Balancing............................................................................... 3-46
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3.2.13. Occurrence of Low-Frequency Vertical Oscillations in Flight........................................... 3-46

3.2.14. Spontaneous Counterclockwise Rotation of Helicopter at Vertical
Takeoff or Landing.......................................................................................................... 3-47
3.2.15. Ground Resonance ......................................................................................................... 3-49
During Engine Test
During Taxiing, Takeoff or Landing Run
3.2.16. Pilots Actions Before Emergency Landing and Crew Operating
Procedures After Emergency Landing on Ground........................................................... 3-49
3.2.17. Cabin Attendants Actions ............................................................................................... 3-50
In Case of Passenger State of Health Worsening in Flight ............................................. 3-50
During Emergency Landing on Dry Land ........................................................................ 3-50
3.2.18. Failures and Troubles of Fuel System............................................................................. 3-51
Off-Design Decrease in Fuel Reserve ............................................................................ 3-51
Decrease of Fuel Level in Flow-Compensating Chamber Below
Tolerable Value .............................................................................................................. 3-51
Clogging of Fuel Filter .................................................................................................... 3-52
Failure of Fuel Quantity Indicator.................................................................................... 3-52
3.2.19. Failures and Troubles of Electrical Power System .......................................................... 3-52
Failure of Two Generators in Flight ................................................................................ 3-52
Failure of Both Rectifiers ................................................................................................ 3-54
Storage Battery Charge Overcurrent .............................................................................. 3-54
Rise of Storage Battery Temperature Over 71 C........................................................... 3-55
3.2.20. Failures and Troubles of Landing Gears ......................................................................... 3-56
Trouble of Landing Gear Legs or Wheels ....................................................................... 3-56
3.2.21. Failure and Troubles of Helicopter Control Systems ....................................................... 3-56
Failure of Trim Switch or Electromagnetic Brakes .......................................................... 3-56
Failure of Longitudinal Control Hydraulic Stop in Flight .................................................. 3-57
Failure of SPUU-52 (-52) Tail Rotor Pitch Limit System........................................ 3-58
3.2.22. Troubles of Instruments and Signalling Devices Monitoring
Transmission Operation.................................................................................................. 3-58
Trouble of Oil Pressure Indicator in Main Gearbox ......................................................... 3-58
Troubles of Oil Temperature Indicators in Gearboxes..................................................... 3-59
Troubles of Indicators and Signalling Devices of Main Rotor
Rotational Speed ............................................................................................................ 3-60
3.2.23. Troubles of Instruments and Signalling Devices Monitoring Operation of Engines.......... 3-60
3.2.24. Troubles of Ice Protection System................................................................................... 3-62
Troubles of Engine Ice Protection System and Dust Protection Devices ........................ 3-62
Troubles of Ice Protection System of Rotors................................................................... 3-62
Troubles of Windshield Heating System ......................................................................... 3-64
Troubles of Windshield Wiper ......................................................................................... 3-64
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3.2.25. Failure and Troubles of Autopilot ..................................................................................... 3-65

Failure of Channels (Channel)......................................................................................... 3-65
Impossibility of Introducing Corrections with the Use of Pitch Trim Control Knobs .......... 3-65
3.2.26. Troubles of Lighting Facilities .......................................................................................... 3-66
Trouble of Integral Red Lights ......................................................................................... 3-66
Troubles of Light Caution Indication System ................................................................... 3-66
Failure of FPP-7M (-7) Searching-Landing Lights ................................................. 3-67
3.2.27. Troubles of BUR-1-2 (-1-2) Flight Data Recorder (FDR) ........................................... 3-67
3.2.28. Troubles of Pneumatic System ..........................................................................................3-67
Failure of Wheel Brakes .................................................................................................. 3-67
3.2.29. Troubles of Oxygen Equipment........................................................................................ 3-68
3.2.30. Failures and Troubles of Flight-Control Equipment .......................................................... 3-68
Failure of Pilots and Co-Pilots Speed Indicators ........................................................... 3-68
Failure of Pilots or Co-Pilots Speed Indicator ................................................................ 3-69
Trouble of Pitot and Static Pressure System
of Pitot-Static Tube.......................................................................................................... 3-70
Failures of Two AGB-96 (-96) Gyro Horizons............................................................ 3-70
3.2.31. Failures of Navigation Equipment ............................................................................... 3-71/72
Failure of GMK-1GE (-1) Gyro-Magnetic Compass System ............................ 3-71/72
Failure of ARK-15 (-15) Automatic Direction Finder............................................. 3-71/72
SECTION 4. HELICOPTER PERFORMANCE
Title Page ....................................................................................................................... 4-1/2
Table of Contents .............................................................................................................. 4-3
Introduction ....................................................................................................................... 4-5
4.1. Basic Determining Data .................................................................................................... 4-6
4.2. Hovering. Main Rotor Thrust Characteristics..................................................................... 4-8
4.3. Takeoff.............................................................................................................................. 4-9
4.4. Climb............................................................................................................................... 4-11
4.5. Cruising Flight ................................................................................................................. 4-12
4.6. Descent........................................................................................................................... 4-13
4.7. Landing ........................................................................................................................... 4-14
4.8. Aerodynamic Corrections for Airspeed Indicators ........................................................... 4-16
4.9. Aerodynamic Corrections for Altimeters .......................................................................... 4-16
CAUTION. THE LIST OF ILLUSTRATIONS OF SECTION 4 CONTAINS A CERTAIN PART OF ILLUSTRATIONS
DETERMINING THE HELICOPTER PERFORMANCE. THE ILLUSTRATIONS PROPER ARE GIVEN
IN SECTION 1.
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Page
Figure 1.2. Nomogram for Determining Helicopter Maximum Permissible Mass

Meeting Category A Requirements in Case of One Failure Engine.................................... 1-27/28
Figure 1.3. Main Rotor Speed in Autorotation Condition at Minimum Pitch Versus Helicopter Flight Mass,
Flight Altitude and Outside Air Temperature..................................................................... 1-29/30
Figure 1.4. Zones of Dangerous "Altitude-Speed" Combinations of Category B Helicopter ...... 1-31/32
Figure 1.6. Nomograms for Determining Helicopter Maximum Permissible
Mass Variation Value Versus Wind Velocity and Direction at
Takeoff and Landing with the Use of Ground Effect ................................................ 1-35/36
Figure 4.1. Helicopter Mass Versus Actual Rotational Speed of Engine Gas
Generators in Hovering Out of Ground Effect ......................................................... 4-17/18
Figure 4.2. Main Rotor Thrust Versus Hovering Height Above Ground
Surface ................................................................................................................... 4-19/20
Figure 4.3. Curves for Determining Critical Decision Point and Rejected
Takeoff Distance ..................................................................................................... 4-21/22
Figure 4.4. Vertical Speed Versus Altitude and Ambient Air Temperature,
with One Engine Operating at 30-Minute Power at Best Speed
(Dust Protection Device and Ice Protection System
are Switched Off) .................................................................................................... 4-23/24
with One Engine Operating at 2.5-Minute Power
at Vsfty (Vsfty IAS = 90 km/h (50 kt) and at H 2000 m (6.560 ft),
Vsfty IAS = 85 km/h (45 kt) and at H > 2000 m (6.560 ft)
(Dust Protection Device and Ice Protection System
are Switched Off) .................................................................................................... 4-25/26
Figure 4.6. Normal and Rejected Takeoff Paths and Rejected Takeoff
Distance Lrej. t.o of Helicopter Belonging to Category B ............................................ 4-27/28
Figure 4.7. Change in Minimum, Best, Cruising and Never-Exceed Flying
Speeds (True) Depending on Helicopter Altitude
and Gross Mass ...................................................................................................... 4-29/30
Speeds (Indicated) Depending on Helicopter Altitude
and Gross Mass ...................................................................................................... 4-31/32
with Two Engines Operating at Maximum Continuous Power
and at Best Speed (Dust Protection Devices and Ice Protection
System are Switched Off) ....................................................................................... 4-33/34
Figure 4.10. "Vortex Ring" Zone .................................................................................................. 4-35/36
Figure 4.11. Helicopter Flight Parameters at Main Rotor Autorotation
Depending on Flight Speed and Gross Mass ........................................................... 4-37/38
Figure 4.12. Helicopter Normal Landing Performance Data ........................................................ 4-39/40
Figure 4.13. Continued and Aborted Landings Performance Data
of Helicopter............................................................................................................. 4-41/42
Figure 4.14. Curve Showing Position Error Corrections to Airspeed
Indicator ................................................................................................................... 4-43/44
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Figure 4.15. Equivalent Airspeed Versus Indicated Airspeed ....................................................... 4-45/46

Figure 4.16. Radius of Turn Versus Flight Speed and Angle of Roll............................................. 4-47/48
SECTION 5. HELICOPTER WEIGHT AND BALANCE DATA
Title Page............................................................................................................................................. 5-1/2
Table of Contents.................................................................................................................................... 5-3
Introduction ............................................................................................................................................. 5-5
5.1. General ............................................................................................................................................ 5-6
5.1.1. Purpose of Helicopter.................................................................................................................... 5-6
5.1.2. Helicopter Center of Gravity and Mass Limits ............................................................................... 5-6
5.1.3. Refill Capacity of Fuel Tanks......................................................................................................... 5-6
5.2. Helicopter Mass Data ....................................................................................................................... 5-7
5.2.1. Helicopter Takeoff Mass Composition ........................................................................................... 5-7
5.2.2. Examples of Helicopter Loading Variants...................................................................................... 5-7
5.2.3. Additional Operational Items ....................................................................................................... 5-10
5.2.4. Dependence of Number of On-Line Passengers on Helicopter Fuel Load .................................. 5-10
5.3. Helicopter Center of Gravity ........................................................................................................... 5-11
5.3.1. General Data on Center of Gravity .............................................................................................. 5-11
5.3.2. Calculations of Helicopter Centers of Gravity .............................................................................. 5-11
5.3.3. Calculations of Helicopter Takeoff Masses and Centers of Gravity ............................................. 5-12
5.3.4. Calculations of Helicopter Operating Center of Gravity Limits..................................................... 5-12
5.4. Helicopter Loading .................................................................................................................... 5-33/34
Figure 5.1. Diagram of Helicopter Body Axes .................................................................................. 5-35/36
Figure 5.2. Envelope of Helicopter Tolerable Masses and Centers of Gravity
with Account for Loads on Landing Gear .........................................................................5-37/38
List of Tables
Table 5.2.1. Examples of Helicopter Loading Variants......................................................................... 5-8
Table 5.3.1. Masses, Centers of Mass Coordinates, Loading Moments and
Equipment of Helicopter ................................................................................................ 5-12
Table 5.3.2. Calculation of Helicopter Empty Mass and Center of Gravity,
Takeoff Mass and Center of Gravity of Helicopter.................................................................. 5-26
Table 5.3.3. Calculation of Forward Center of Gravity Limit of
Helicopter ...................................................................................................................... 5-30
Table 5.3.4. Calculation of Aft Center of Gravity Limit of Passenger
Helicopter ...................................................................................................................... 5-31
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SECTION 6. SUPPLEMENTS
Title Page ......................................................................................................................... 1/2
Introduction ...................................................................................................................... 3/4
Supplement 1. Instrument Flights................................................................................. 6-1-1/2 to 6-1-89/90
Supplement 2. Flights in Active Thunderstorm and Heavy Shower
Zones........................................................................................................ 6-2-1/2 to 6-2-42
Supplement 3. Search Flights ........................................................................................... 6-3-1/2 to 6-4-36
Supplement 4. Overwater Flights ................................................................................ 6-4-1/2 to 6-5-63/64
Supplement 5. Flights Assisted with Pitch Detector .......................................................... 6-5-1/2 to 6-5-36
PART 2
DESIGN DATA
SECTION 7. DESCRIPTION OF SYSTEMS AND EQUIPMENT
SECTION 8. OPERATION AND MAINTENANCE
SECTION 9. ADDITIONAL INFORMATION
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SECTION 0
SERVICE INFORMATION
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SECTION 0
SERVICE INFORMATION
Table of Contents
Page
Title Page.......................................................................................................................... 0-1/2
Table Contents.................................................................................................................. 0-3/4
01. Purpose of Flight Manual ..................................................................................................... 0-5
02. Duties of Flight Manual User ................................................................................................ 0-7
03. Accepted Terminology, Abbreviations and Symbols............................................................. 0-8
04. Procedure for Introduction of Revisions and Supplements................................................. 0-12
05. General Description of Helicopter ........................................................................................ 0-13
06. Basic Principal Dimensions of Helicopter ...................................................................... 0-15/16
Figure 0.1. Three-View General Arrangement of Helicopter ......................................................... 0-17/18
Figure 0.2. Interior Layout of Mi-171A1 (-1711)
Helicopter Passenger Cabin ....................................................................................... 0-19/20
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01. Purpose of Flight Manual

The Flight Manual of the Mi-171A1 (-1711) helicopter has been worked out by the "Mil Moscow
Helicopter Plant" joint-stock company (hereinafter referred to as "Mil MHP" JSC). Reissue of the
Flight Manual, development of the Supplements and Revisions to it, including the temporary
revisions, without consent of the "Mil MHP" JSC are intolerable.
This Flight Manual of the Mi-171A1 (-1711) helicopter is the basic document determining and
regulating the particular flight operation rules for the given helicopter within the scope required for
ensuring the helicopter airworthiness in compliance with the SB 17.29 ( 17.29) Certification Basis.
The requirements laid down in this Flight Manual shall be mandatory for all flying personnel during the
flight operation of the given type of helicopter.
The Flight Manual consists of two parts:
Part I
CREW OPERATING PROCEDURES.
Part II
DESIGN DATA.
Parts I and II of the Flight Manual are issued in separate books.

Part I contains the following sections:
Section 0
SERVICE INFORMATION;
Section 1
LIMITATIONS;
Section 2
NORMAL PROCEDURES;
Section 3
EMERGENCY PROCEDURES AND PROCEDURES IN THE EVENT OF FAILURES

(MALFUNCTIONS) OF SYSTEMS AND EQUIPMENT;
Section 4
PERFORMANCE;
Section 5
WEIGHT AND BALANCE DATA;
Section 6
SUPPLEMENTS.
Part II contains the following sections:

Section 7
DESCRIPTION OF SYSTEMS AND EQUIPMENT;
Section 8
MAINTENANCE AND SERVICING;
Section 9
ADDITIONAL INFORMATION.
The rules for flight operations of the Helicopter Mi-171A1 furnished with standard equipment are laid
down in Sections 0 to 4 and 7 to 9.
NOTE. The helicopter furnished with standard equipment configuration is the helicopter furnished
with minimum equipment components. The list of minimum components of the equipment of
standard configuration is presented in Item 5 of Table 5.3.1, Section 5 of the Flight Manual.
Section 5 of the Flight Manual contains the weight and balance data on the helicopters of various
versions of employment, furnished both with the standard equipment configuration and with
additionally installed equipment.
Section 6 is a Supplement to the Flight Manual and contains the information on peculiarities of
operation of a cargo/helicopter as well as the passenger and cargo/helicopters furnished with
additional equipment different from the standard equipment configuration.
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FLIGHT MANUAL
Each Supplement is an independent document and in its general construction is similar to the Flight
Manual. However, the Supplement shall be used together with the Flight Manual.
The materials placed in Parts I of the Flight Manual and each Supplement contain the certain
limitations, rules and recommendations of the Mi-171A1 (M-171) helicopter flight operation,
approved by the IAC Aviation Register.
Revisions and amendments shall be introduced into Part I only with consent and approval of the IAC
Aviation Register.
Parts II of the Flight Manual and each Supplement contain the information on construction of the
helicopter, its systems and equipment, information on operation and maintenance as well as the other
information which the developer considers to be brought to the crew. Parts II of the Flight Manual and
each Supplement shall not be subject to approval by the IAC Aviation Register.
If necessary, the revisions and amendments are introduced in Part II by the "Mil MHP" JSC or by the
operators in consultation with the "Mil MHP" JSC.
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02. Duties of Flight Manual User

1. The Flight Manual user is the pilot.
2. The Flight Manual user bears responsibility for timely and correct introduction of all issued revisions and
supplements in compliance with the established order.
3. This Flight Manual corresponds to its purpose provided it is timely brought in conformity with
introduced revisions.
CAUTION. ANY MISSION OF THE HELICOPTER WITHOUT THE FLIGHT MANUAL ABOARD IS
PROHIBITED.
THE PILOT BEARS RESPONSIBILITY FOR KEEPING THE FLIGHT MANUAL ABOARD
THE HELICOPTER.
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03. Accepted Terminology, Abbreviations and Symbols

The Flight Manual text is laid down with due account of the generally used aviation terminology
acceptable not only for quick familiarization and memorization of the crew operating procedures and
other service information, but also for facilitation and speeding-up of the analysis and learning of the
Instructions.
On actions in all situations which may occur during pre-flight preparations, flight and after touchdown.
The special accents of the crew attention attraction in the Flight Manual are presented in three forms
of display in the text: "WARNING", "CAUTION" and "Note".
The "WARNING" form is used only for the important instructions when nonfulfilment of certain
prescribed actions or wrong actions may lead to the immediate safety risk to the dangerous in their
consequences failures of equipment (materiel) or to essential and transient changes in the flight
regime.
The "CAUTION" form is used when nonfulfilment of certain prescribed actions or wrong actions may
lead to undesirable consequences, occurrence of troubles, malfunctions or to reduction of
serviceability of the certain systems and equipment.
The "Note" form is used in presenting the auxiliary texts containing the explanation of the previous
basic material, additional (secondary) information, etc.
For reducing the volume of the Flight Manual, its text contains the following abbreviations and
symbolic designations of separate, most frequently used terms, words and groups of words.
Abbreviations:
0-8
ADF
automatic direction finder
AC
aircraft clock
A/C
aircraft
ALT CONT
altitude controller
AM
amplitude modulation
ANT
antenna
AP
autopilot
APU
auxiliary power unit
ATC
air traffic control
AUTO
automatic control unit
IAC
Inter-State Aviation Committee
BATT
storage battery
C/A
cabin attendant
CDP
check decision point
COMP
compass
CHK
check
CP
co-pilot
CP
control panel
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FLIGHT MANUAL
CS
compass system
CTL
control
C-W
continuous-wave communication
DG
directional gyro
DTK
desired track
DUST PROT
dust protection device
EEC
engine electronic light
EMER
emergency
ENG
engine
EWS
emergency warning system
EXT PWR
external power
F/E
flight engineer
FGD
flux-gate detector
FIRE EXT
fire extinguishing
FM
flight manual
GCA
ground-controlled approach system
GC (ALL)
general call to all stations
GEN
generator
GH
gyro horizon
HDG
selected heading
HIS
horizontal situation indicator
ICE PROT (IPS)
ice protection system
IFR
instrument flight rules
IN LOC
inner locator
MAN
manual
MH
magnetic heading
MR
main rotor
MWL
master warning light
NAV LT
navigation lights
NS
noise suppressor
OFF
switched off
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ON
switched on
OPER
operating
OUT LOC
outer locator
PITOT
pitot static tube
RB
relative bearing
REC
recorder
REG
regulator
R-S
rough sea
RWY
runway
SIGNAL
signalling
STBY
standby
STCL
separate throttle control lever
SW
short wave
SWBS
stall warning and barrier system
SYS
system
TR
transformer
TR
tail rotor
VFR
visual flight rules
VHF
very high frequency
VOICE
voice communication
Symbols:
0-10
A, B, C
AC phases, AC buses
alternating current
direct current
ft
foot
ft/min
foot/minute
in
inch
kg
unit of measurements of mass
kt
knot (mile/hour)
lb
libra
Nm
nautical mile
Max
maximum
Min
minimum
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mass
mA
helicopter mass according to category A
VNE
never exceed speed of flight
Vind
indicated airspeed
Vsafe
safe climb speed
Vo.c
optimum (best) climb speed
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04. Procedure for Introduction of Revisions and Amendments

In the process of service of the helicopters, the Flight Manual is refined and brought in conformity
with due account of structural changes and installation of the new equipment as well as accumulation
and perfection of the in-service experience.
The Flight Manual is refined by replacing the sheets (adding the new sheets). The issued revisions
sheets (of a standard form) are sent to the Flight Manual users. The record of revisions effective for
the given Flight Manual is carried out in the form of the record of revisions and record of temporary
revisions sheets.
Parts 1 and 2 of the Flight Manual have the own record of revisions and record of temporary revisions
sheets.
The record of revisions sheets of Flight Manual Part 1 and Supplements contain the information on
approval of revisions by the IAC Aviation Register.
A vertical line applied to a margin of a sheet on its outside against the text indicates that this portion
of text is affected by a current revision or amendment.
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05. General Description of Helicopter

The Mi-171A1 (-1711) helicopter furnished with the standard equipment configuration is
permitted to carry the passengers up to 26 persons.
When the respective equipment is installed in the helicopter by the customers decision, the helicopter
may be employed in the a search and rescue version for searching a distressed aircraft with the aid of
an automatic VHF radio beacon.
Apart from that, when the additional equipment is installed in the helicopter by the customers
decision, the helicopter in the above-mentioned versions may be permitted for the following flights:
instruments flights;
flights in the thunderstorm activity and heavy showers areas;
overwater flights.
The peculiarities of the helicopter operation in the cargo/passenger, search and rescue versions and
also in the various conditions are laid down in Section 6 "Supplement" of the Flight Manual.
The Mi-171A1 (-1711) helicopter is manufactured according to the single-rotor lay-out
configuration with five-blade main rotor and three-blade tail rotor.
The helicopter mounts two TV3-117VM (TB3-117BM) turboshaft engines and AI-9V (-9) auxiliary
power unit to start them.
The helicopter rotor drive system consists of a main gearbox, transmission shaft, intermediate and
tail gearboxes.
The total fuel reserve (2800 lit) is arranged in two main fuel tanks on the fuselage port side and starboard.
If necessary, for increasing the flying range (during the helicopter ferries), one additional fuel tank of
91510 liter capacity may be installed inside the fuselage on port side, with the passenger seats
being removed.
The helicopter port side mounts an entrance stairs (door) with handrail, the fuselage tail section
mounts an entrance door with emergency exit hatch and droppable stairs.
For carriage of passengers, the helicopter cabin accommodates 13 two-place seats (for 26 persons).
By the operators decision, a buffet may be installed in the passenger cabin instead of a pair of seats
being removed on the starboard at frame No. 12. In this case, the passengers carried shall be no more
than 24 in number.
A lavatory is arranged behind port side frame No. 13.
A hinged seat is arranged for the cabin attendant at the entrance stairs (door). The cabin attendants
work station is provided with the radio facilities for communication with the flight crew.
The passenger seats and cabin attendants folding seat are furnished with waste safety belts having
a fastener of single-shot action.
For arranging the passenger property (luggage) and clothes, a storage room with baggage compartment
is provided in the passenger cabin rear section.
The passenger cabin interior layout of the Mi-171A1 (-1711) helicopter is shown in Figure 0.2.
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06. Basic Dimensions of Helicopter

General Data
Helicopter length, m (in):
without main and tail rotors ..................................................................................... 18.854 (742.28);
with rotating main and tail rotors ............................................................................. 25.310 (996.45).
Helicopter height, m (in):
without tail rotor......................................................................................................... 4.865 (191.53);
with rotating tail rotor................................................................................................. 5.544 (218.26).
Distance from ground to the fuselage bottom point
(clearance), m (in) ............................................................................................................ 0.445 (17.5).
Rotor diameters, m (in):
main rotor ...................................................................................................................... 21.3 (838.5);
tail rotor ................................................................................................................... 3.908 (153.858).
Main landing gear wheel track at parking, m (in) ............................................................ 4.510 (177.5).
Wheelbase, m (in) .......................................................................................................... 4.281 (168.5).
Overall dimensions of passenger cabin and doors
Passenger cabin:
length (with reference to cabin floor), m (in) .............................................................. 5.340 (210.23);
maximum width, m (in) .............................................................................................. 2.340 (92.125);
height, m (in) ............................................................................................................. 1.800 (70.866).
Port side entrance stairs/door aperture:
width, m (in) ..................................................................................................................0.825 (32.48):
height, m (in) ............................................................................................................. 1.405 (55.314).
Entrance door aperture in rear doors:
width, m (in) .............................................................................................................. 0.750 (29.527);
height, m (in) ............................................................................................................... 2.000 (78.74).
Passenger cabin aperture with rear doors open:
width, m (in) ................................................................................................................ 2.000 (78.74);
height, m (in) ...............................................................................................................1.600 (62.992).
The three-view general arrangement of the helicopter is shown in Figure 0.1.
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Three-View General Arrangement of Helicopter

Figure 0.1
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1. Flight Compartment Right Sliding Window

2. Access Door in Flight Compartment Ceiling
3. FASTEN SEAT BELTS, NO SMOKING
( , )
Lighted Sign
4. Covers and Domes of Lighting
5. EXIT () Lighted Sign
6. Emergency Exit Hatch-Window
7. Crash Axe
8. OR-1-2-20-30 (-1-2-20-30) Hand Fire Extinguisher
9. Two Bottles of Therapeutic Oxygen Equipment
10. Door and Stairs in Small Doors of Fuselage
11. Coat Room Curtain
12. Hatch in Passenger Cabin Floor
13. Side Panels of Interior Furnishing
14. Dummy Panel
15. GLF5 (EROS) Oxygen Supply Unit, MS10-06-125
(MC10-06-125) Oxygen Mask, MH210-00 (MX210-00)
Smoke Goggles
16. Co-Pilots Seat
17. Flight Engineers Seat
18. Passenger Cabin Right Partition

19. Interior Furnishing Ceiling Panels
20. Curtain
21. Partition on Frame No. 16
22. Lavatory Front Wall
23. Hygienic Cloth Box
24. Toilet Paper Box
25. Compact Lavatory Bowl
26. Used Paper and Cloth Box
27. Passenger Cabin Left Partition
28. Passenger Seat
29. Flooring and Carpeting
30. Entrance Stairs
31. Cabin Attendants Seat
32. Housing
33. BKP-2-2-210 (-2-2-210) Oxygen Supply Unit with
DKM-1M (-1) Smoke Protection Oxygen Mask
34. OR-1-2-20-30 (-1-2-20-30) Hand Fire Extinguisher
35. Flight Compartment Left Sliding Window
36. Pilots Seat
Interior Layout
Figure 0.2
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SECTION 1
LIMITATIONS
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SECTION 1
LIMITATIONS
Table of Contents
Page
Title Page ............................................................................................................................. 1-1/2
Table of Contents .................................................................................................................... 1-3
1.1. Certification Basis.................................................................................................................... 1-5
1.2. Varieties of Operating Conditions ............................................................................................ 1-5
1.3. Installation of Additional Equipment......................................................................................... 1-5
1.4. Minimum Crew Size................................................................................................................. 1-5
1.5. Carriage of Passengers ........................................................................................................... 1-5
1.6. Limitations on Opening of Sliding Windows ............................................................................. 1-6
1.7. Mass Limits ............................................................................................................................. 1-6
1.8. Center of gravity Limits............................................................................................................ 1-8
1.9. Airspeed Limitations ................................................................................................................ 1-9
1.10. Maximum Wind Velocity Limitations ....................................................................................... 1-10
1.11. Vertical Descent Rate Limitations .......................................................................................... 1-10
1.12. Maximum Flight Altitude Limitations ....................................................................................... 1-10
1.13. Outside Air Temperature Limitations ...................................................................................... 1-10
1.14. Zones of Dangerous "Altitude-Speed" Combinations of
Helicopters, Categories A and B ............................................................................................ 1-11
1.15. Piloting Limitations ................................................................................................................ 1-12
1.16. Limitations at Takeoffs and Landings on Surface with Slopes............................................... 1-13
1.17. Main Rotor Speed Limitations ............................................................................................... 1-14
1.18. Power Plant Limitations......................................................................................................... 1-15
1.19. Electrical Power System Limitations...................................................................................... 1-18
1.20. Hydraulic System Limitations ................................................................................................. 1-18
1.21. Limitations on Flights in Icing Conditions ............................................................................... 1-19
1.22. Noise Levels .......................................................................................................................... 1-19
1.23. Dimensions of Landing Sites and Sub-Soil Strength .............................................................. 1-20
1.24. Marking of Instruments........................................................................................................... 1-21
Category A Helicopter ............................................................................................. 1-25/26
Figure 1.2. Nomogram for Determining Helicopter Maximum Permissible Mass
Meeting Category A Requirements in Case of One Engine Failure.................................. 1-27/28
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Page
Figure 1.3. Main Rotor Speed in Autorotation Condition at Minimum Pitch

Versus Helicopter Flight Mass, Flight Altitude and Outside
Air Temperature.................................................................................................... 1-29/30
Category B Helicopter........................................................................................... 1-31/32
Figure 1.5. Nomogram for Determining Maximum Permissible Mass of
Category B Helicopter at Vertical Takeoff and Landing with
the Use of Ground Effect ........................................................................................1-33/34
Mass Variation Value Versus Wind Velocity and Direction at Takeoff
and Landing with the Use of Ground Effect ............................................................1-35/36
Figure 1.7. Diagrams of Landing Sites Limited in Dimensions
2020 m (6565 ft) and Paths of Normal, Continued and
Aborted Takeoffs of Category A Helicopter........................................................... 1-37/38
Figure 1.8. Diagram of Landing Site (Airstrip) and Paths of Normal,
Continued and Aborted Takeoffs of Category A Helicopter .................................. 1-39/40
Figure 1.9. Diagram of Landing Site and Approach Zones at Vertical
Takeoffs and Landings of Category B Helicopter with the
Use of Ground Effect ............................................................................................ 1-41/42
Figure 1.10. Placards and Annunciators in Cabins.................................................................... 1-43/44
Figure 1.11. Placards on the Outside of Port Side .................................................................... 1-45/46
Figure 1.12. Placards on the Outside of Starboard ................................................................... 1-47/48
List of Tables
Table 1.1. Never Exceed and Minimum Speeds Versus Flight Mass and
Barometric Altitude of Flight ............................................................................................ 1-9
Table 1.2. Maximum Wind Velocities ............................................................................................. 1-10
Table 1.3. Hydraulic System Limitations ........................................................................................ 1-18
Table 1.4. Minimum Dimensions of Landing Sites............................................................................1-20
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CAUTION. THE HELICOPTER SHALL BE OPERATED IN CONFORMITY WITH THE LIMITATIONS

INDICATED IN THE PRESENT SECTION.
In case of the helicopter parameters fall outside the operating limitations, the respective entry should
be made in the helicopter Log Book.
The entry should contain the information on what limitation is exceeded and by what value and within
what time or any other information allowing determination of the maintenance operations to be
performed.
1.1. Certification Basis

The Mi-171A1 (-1711) helicopter has been certified for categories A and B in conformity with
the requirements laid down in the SB 17.29 ( 17.29) Certification Basis and AP-36 (-36)
Aviation Regulations.
1.2. Varieties of Operating Conditions

The Mi-171A1 (-1711) helicopter in the passenger version is permitted for operations in the various
geographic conditions (plain and high ground terrain, highlands, poorly marked terrain) by the visual flight
rules on the local airlines, airways routes, international airlines and the routes passing out of the airways
both from the aerodromes (helidromes) furnished with radio aids and from the sites non furnished with
them, including the sites selected in flight air and in the icing conditions.
The helicopter operating conditions and basic limitations are given in the table placed in the field of
view of the pilots.
1.3. Installation of Additional Equipment

In case of installation of the additional equipment, the respective limitations, operating conditions
and characteristics are given in Section 6 of the Supplement.
1.4. Minimum Crew Size

The minimum crew size of the helicopter is three persons:
a pilot (captain);
a co-pilot (first officer);
a flight engineer.
When carrying the passengers, a cabin attendant may be included into the crew. In absence of the cabin
attendant, the flight engineer performs the cabin attendants duties.
1.5. Carriage of Passengers

The Mi-171A1 (-1711) helicopter may carry up to 26 passengers.
NOTE. In case of installation of a buffet (instead of one seat unit), no more than 24 passengers shall
be aboard the helicopter.
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Simultaneous carriage of passengers and cargoes except the passenger luggage, is prohibited.
1.6. Limitations on Opening of Sliding Windows

The helicopter hoverings and flights at the speeds up to 50 km/h (25 kt) are permissible, with the
flight compartment sliding windows being open.
When flying the helicopter at the speeds of 50 to 200 km/h (25 to 110 kt), it is permissible to slide
one blister (right or left) by no more than 10 cm (4 in), with the blister being locked.
When flying the helicopter at the speeds over 200 km/h (110 kt), the blisters should be closed and
locked.
NOTE. Prior to opening a blister, make certain that the personal equipment and items, navigational
tools and flight documentation are reliably secured.
1.7. Mass Limits

1.7.1. Category A
The helicopter normal takeoff (landing) mass.................................................. 11,100 kg (24,450 lb);
The helicopter maximum takeoff mass:
at takeoff from an airstrip ............................................................................. 12,000 kg (26,450 lb);
at takeoff from a ground site having limited dimensions ............................... 10,500 kg (23,130 lb);
at takeoff from a raised site having limited dimensions ................................ 11,000 kg (24,230 lb).
The maximum permissible takeoff mass of the helicopter (mA MAX PERM) versus the actual conditions at
the takeoff point is determined from the nomogram shown in Figure 1.2, Section 1 of the Flight
Manual.
In this case, at takeoff from the sites having limited dimensions, mA MAX PERM value determined form
the nomogram shown in Figure 1.2 should be decreased:
at takeoff from a ground site by 1700 kg (3,750 lib);
at takeoff from a raised site by 1200 kg (2,650 lib).
The helicopter maximum landing mass:
at landing on an airstrip ................................................................................ 12,000 kg (26,450 lb);
at landing on a ground site having limited dimensions ................................. 12,000 kg (26,450 lb);
at landing on a raised site having limited dimensions................................... 11,000 kg (24,230 lb).
The helicopter maximum permissible landing mass versus the actual conditions in the landing area is
determined from the nomogram shown in Figure 1.2. In this case, when landing on a raised site having
limited dimensions, the mA MAX PERM value determined from the nomogram shown in Figure 1.2 should be
decreased by 1200 kg (2,50 lb).
In all cases, the helicopter maximum permissible takeoff (landing) mass determined in conformity
with the indicated requirements should not exceed the maximum takeoff (landing) mass.
Category B
The helicopter normal takeoff (landing) mass.................................................. 11,100 kg (24,450 lb).
The helicopter maximum takeoff (landing) mass ............................................... 13,000 kg (28,650 lb).
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The helicopter maximum permissible mass versus the actual conditions at the takeoff point and in
the landing area is determined from the nomograms shown in Figs 1.5 and 1.6.
NOTE. When carrying 10 and more passengers, the helicopter should be operated according to
category A.
When carrying 9 and less passengers, it is permissible to operate the helicopter according to
categories A and B.
1.7.2. The helicopter minimum flight mass is 7500 kg (16,520 lb).
NOTE. The indicated minimum flight mass of the helicopter ensures at least 80 % of the main rotor
rotational speed at descent in autorotation at the outside air subzero temperatures.
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1.8. Center of gravity Limits

1.8.1. Longitudinal Center of gravity Limits
The following longitudinal center of gravity limits are set for the helicopter:
forward center of gravity limit:
at takeoff mass of 12,500 kg (27,530 lb) and less...................................... plus 300 mm (11.8 in)
(in front of the main rotor axis);
at takeoff mass of 13,000 kg (28,650 lb) ....................................................... plus 257 mm (10 in)
aft center of gravity limit:
at takeoff mass of 12,570 kg (27,690 lb) and less....................................... minus 95 mm (3.8 in)
(behind the main rotor axis);
at takeoff mass of 13,000 kg (28,650 lb) ....................................................... plus 20 mm (0.8 in).
At the intermediate takeoff mass values from 13,000 kg (28,650 lb) to 12,500 kg (27,530 lb) and
from 13,000 kg (28,650 lb) to 12,570 kg (27,690 lb), the tolerable center of gravity limits vary within
the indicated ranges by the linear law (Figure 5.2).
All the operating longitudinal center of gravity limits should be within the tolerable range.
1.8.2. Lateral and Vertical Center of gravity Limits of Helicopter
The lateral and vertical center of gravity limits are within the tolerable range and are not calculated
in service.
1.8.3. To ensure the operating center of gravity limits in flight with the tolerable range, it is necessary to
fulfil the requirements laid down in Item 5.3.1 of the Flight Manual.
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1.9. Airspeed Limitations

Dependiong on the altitude and flight mass in the ISA conditions, it is permissible to perform the
flights within the indicated airspeed range indicated in Table 1.1.
The never exceed speed value of flight (VNE) at the flight mass of 11,100 kg (24,450 lb) and less at
the altitudes up to 1000 m (3,280 ft) is 250 km/h (135 kt).
T a b l e 1.1
Flight mass, kg (lb)
Flight altitude, m (ft)
more than 11,100 (24,450)
11,100 (24,450) and less
never exceed
speed, km/h (kt)
minimum speed,
km/h (kt)
never exceed
speed, km/h (kt)
minimum speed,
km/h (kt)
Up to 1000 (3,280)
230 (125)
250 (135)
1500 (4,921)
210 (115)
240 (130)
2000 (6,560)
195 (105)
60 (35)
230 (125)
3000 (9,840)
160 (85)
60 (35)
210 (115)
4000 (13,120)
120 (65)
60 (35)
170 (90)
4800 (15,740)
100 (55)
80 (45)
140 (75)
60 (35)
130 (70)
60 (35)
NOTES: 1. At the air temperature higher than +15 C ISA, the never exceed speed of flight for every
10 C should be decreased by 10 km/h (5 ft).
2. At the normal flight mass and aft center of gravity limit less than 0, the never exceed
speed is limited to 240 km/h (130 kt).
3. At the flight mass more than normal one and aft center of gravity limit less than 0, the
never exceed speed of flight at climb is limited to 220 km/h (120 kt).
The never exceed indicated airspeed in the main rotor autorotation at the altitudes of 0 to 3000 m
(0 to 9,840 ft), with the flight mass of 11,100 kg (24,450 lb) and less, and 0 to 1750 m (0 to 5,740 ft),
with the flight mass exceeding 11,100 kg (24,450 lb), amounts to 200 km/h (110 kt). At the other
altitudes, the VNE (autorotation) value should be less by 10 km/h (5 kt) than that indicated in Table 1.1.
The minimum indicated descent rates in the main rotor autorotation at all the altitudes irrespective of the
flight mass correspond to the speeds given in Table 1.1.
The tolerable speed of the helicopter motions near ground backward, to the left and right is not more
than 10 km/h (5 kt) and at the tailwind velocity of 5 to 10 m/s (10 to 20 kt), carry out the backward
motion at a speed of 5 km/h (2.5 kt).
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1.10. Maximum Wind Velocity Limitations

T a b l e 1.2
Tolerable wind
velocity at start and
shutdown of engines,
m/s (kt)
Tolerable wind velocity at

hovering, hops and motions
near ground, m/s (kt)
Tolerable wind velocity at

takeoff and landing, m/s
(kt)
Headwind
25 (50)
25 (50)
25 (50)
Right cross-wind
10 (20)
10 (20)
10 (20)
Left cross-wind
15 (30)
10 (20)
10 (20)
Tail wind
8 (16)
10 (20)
0 (0)
Direction of wind
It is permissible to taxi the helicopter at the wind velocity not exceeding 15 m/s (30 kt).
1.11. Vertical Descent Rate Limitations

The maximum permissible vertical descent rates during power-on glide at the speed less than 50
km/h (27 kt) is not more than 4 m/s (800 ft/min) and at the vertical descent not more than 3 m/s
(600 ft/min).
1.12. Maximum Flight Altitude Limitations

The maximum barometric pressure altitude of flight:
with passengers aboard the helicopter .............................................................. 4200 m (13,770 ft);
without passengers aboard the helicopter ......................................................... 5000 m (16,400 ft).
NOTE. When flying the helicopter at the altitudes above 3000 m (9,840 ft), the crew (passengers at
the altitudes above 2400 m (7,870 ft) should be guided by the oxygen use rules laid down
in Subsection 7.14 of the Flight Manual.
1.13. Outside Air Temperature Limitations

The helicopter is permitted for operations at the maximum outside air temperature of +50 C and
minimum outside air temperature of minus 40 C.
1-10
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1.14. Zones of Dangerous "Altitude-Speed" Combinations of Helicopters,

Categories A and B
Category A Helicopter
The zones of dangerous combinations of altitude and forward speed of flight, including the hovering,
for the category A helicopter are presented on the chart shown in Figure 1.1.
These zones determine combination of the altitude and speed at which in case of a failure of one
engine and running of the second engine at the 2.5-minute power rating, the helicopter safe landing
is not ensured.
The chart illustrates the left zone at takeoff (landing) of the category A helicopter having the mA MAX
PERM mass on an air strip in conformity with that shown in Figure 1.2 and on a raised platform with
the mass being decreased by 1200 kg (2652 lb) and also on a ground site having the limited
dimensions (2020 m (6565 ft)), with the mass being decreased by 1700 kg (3,750 lb).
Category B Helicopter
The zones of dangerous combinations of altitude and forward speed, including the hovering,
determine combination of the altitude and speed at which, in case of a failure of one engine, the
helicopter safe landing is not ensured. The zones are determined during running of the second
engine at the 2.5-minute power setting.
Figure 1.4 illustrates the category B helicopter dangerous zones.
The left zone is determined for the helicopter maximum permissible mass with the use of the ground effect.
The right zone is common for both categories of maximum permissible mass of the helicopter and is
determined with due account of the need for application of intensive deceleration of the forward
speed after a failure of the engine. In this case, at the flight speeds higher than 90 km/h (50 kt) and
altitudes below 15 m (50 ft), as a result of angle of pitch increase at deceleration and landing of the
helicopter at the first moment after an engine failure, the helicopter tail boom and tail rotor may
touch the ground.
A safe landing can be executed in three cases when a failure of an engine occurs at combinations of
altitude and speed which are beyond the hatched zones of the charts shown in Figs 1.1 and 1.4.
The flights of the helicopters of categories A and B within the dangerous zones are prohibited.
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1.15. Piloting Limitations

1.15.1. It is permissible to make the turns, 360 banked turns and spirals within the allowable speed range
of the flight:
at a flight mass of 11,100 kg (24,450 lb) and less within the flight altitude range from 50 m (165 ft)
to 3000 m (9,840 ft) at the roll angles up to 30 and at the altitudes above 3000 m (9,840 ft) at
the angles of roll up to 15;
at the flight mass more than 11,100 kg (24,450 lb) and also in the severe turbulence conditions,
with one engine running, and in the main rotor autorotation regime at the flight altitude range
from 50 m (165 ft) to 3000 m (9,840 ft) at the roll angles up to 20 and at the altitudes above
3000 (9,840 ft) at the angles of roll up to 15.
It is permissible to make the energetic turns, in case of necessity, at the flight mass of 11,100 kg
(24,450 lb) and less at the flight speeds of 100 to 200 km/h (55 to 110 kt) and altitudes of 50 to 1000
m (165 to 3,280 ft) at the angles of roll up to 45.
When making the turns and 360 banked turns at the altitudes up to 50 m (165 ft) above the relief, the
tolerable angle of roll is numerically equal in value to a flight altitude in meters (i. e. at an altitude of 10 m
(35 ft) -10, at an altitude of 20 m (65 ft) -20, at an altitude of 30 m (100 ft) -30, but in all cases it should
not exceed 45.
1.15.2. It is permissible to make the turns at hovering at the angular rate not exceeding 12 /s.
The pedals full travel time in changing the helicopter turn direction is at least 3 s.
It is permissible to make turns through 360 during hovering at the ground at the wind velocity not
exceeding 10 m/s (20 kt).
1.15.3. To prevent a possible impact of the main rotor blades upon the tail boom, it is prohibited:
to pull the control stick from the neutral position by amount of more than 1/2 of its travel in all flight regimes
at the forward speeds more than 80 km/h (45 kt);
to pull the control stick from the neutral position by amount of more than 1/2 of the control stick
travel at the main rotor collective pitch less than 3 against the collective-pitch indicator at
running landing and at taxiing.
1.15.4. It is permissible to execute the flights above the difficult country (hills, ravines, etc.) at the altitudes not less
than 20 m (65 ft) and at the speeds not less than 60 km/h (35 kt).
1.15.5. In the normal operating conditions under the transient regimes of flight, the maximum rate of pitch
angle change should be:
at the speeds of 200 km/h (110 kt) and less ............................................. not more than 5 /s;
at the speeds more than 200 km/h (110 kt) ............................................... not more than 3 s.
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1.16. Limitations at Takeoffs and Landings on Surface with Slopes

1.16.1. It is permissible to perform the vertical takeoff and landing without shutdown of the engines on the
sites with slopes:
with the helicopter nose on uphill slope up to 7;
with the helicopter nose on downhill slope up to 5;
with the helicopter port side on uphill slope up to 7;
with the helicopter starboard on uphill slope up to 3.
The maximum amounts of the site slopes for performing the vertical takeoff and landing, with
shutdown of the engines after landing and their subsequent start for takeoff, should not exceed 3.
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1.17. Main Rotor Speed Limitations

1.17.1. The maximum permissible speed of the main rotor (against the indicator) for not more than 10 s at
the flight power-on settings:
at the maximum continuous power and higher.............................................................. 101 %;
at the power ratings below the maximum continuous power ......................................... 103 %.
The maximum permissible speed of the main rotor (against the indicator)
in autorotation ................................................................................................................... 105 %
1.17.2. The minimum permissible speed of the main rotor (against the indicator):
in flight at the transient regimes, with the engines running for not more than
30 s 88 %;
in case of a failure of one engine, 4 times during the service life, for not more than 10 s 75 %*;
in the main rotor autorotation 88 %, with the helicopter mass being less than 10,000 kg (22,030
lb), and at the low sub-zero temperature of outside air 80 % (Figure 1.3);
at the moment of touchdown with the main rotor collective pitch "pull-up", with one engine failed,
4 times during the service life, for not more than 5 s 70 %*.
1.17.3. To avoid sudden drop of the main rotor speed in making the various evolutions associated with
increasing the engine power, shift the collective pitch-throttle control lever from the idling power to
the maximum one for at least 5 s.
To prevent the main rotor starting over the maximum permissible values, it is prohibited to
decrease the main rotor collective pitch at a rate of 1 /s and over and increase at the same time
an angle of pitch at a rate of 1 /s and over (except the cases of engine failures).
1.17.4. After shutting down the engines, start decelerating the main rotor at its speed not more than 12 %
against the indicator.
NOTE. In case of excess of the values marked with an asterisk in Item 1.17.2 or the excessive time
of operation, the helicopter further service is allowed only after replacement of the main
gearbox.
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1.18. Power Plant Limitations

1.18.1. Gas Generator Rotational Speed Limitations
During operation of two engines at the following power settings:
at the takeoff power not more than 101,5 %;
at the maximum continuous power 99.0 %;
at the power setting below maximum continuous one 97.5 %.
The difference in readings of the gas generator rotational speed of the left and right engines at
the steady flight regimes ("bracket"):
at the takeoff, maximum continuous power ratings of the engines not more than 2 %;
at the takeoff power, on operation of the gas temperature limiter not more than 3 %.
NOTE. At the transient regimes and at the power ratings below the maximum continuous one,
the difference in the gas generator rotational speed readings is not specified.
During operation of one engines at the following power ratings:
at the 2.5-minute power
not more than 101,5 %;
at the 30-minute power
not more than 101,5 %;
at the continuous power
not more than 99,0 %.
1.18.2. Limitations on gas temperature upstream of turbine:

During start of an engine
not more than 780 C.

at the takeoff power not more than 990 C;
at the maximum continuous power
not more than 955 C;
at the power setting below the maximum continuous one
During operation of one engine at the following power settings:

at the 2.5-minute power
at the 30-minute power
at the continuous power
1.18.3. Limitations on Power Settings Use Time

at the takeoff power not more than 6 minutes, if necessary, 15 minutes;
at the maximum continuous power not more than 60 minutes;
at the power setting below the maximum continuous one not limited;
at the idling power not more than 20 minutes.
During continuous operation of one engine at the following power settings:
at the 2.5-minute power not more than 2.5 minutes;
at the 30-minute power not more than 30 minutes;
at the continuous power not more than 60 minutes.
The minimum permissible time between the repeated power settings gained by the engine at which
the engine operation is limited in time 5 minutes.
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1.18.4. The engine oil pressure limitations:

at the idling power not less than 2 kgf/cm2 (28 lbf/in2);
at the power settings above the idle one not less than 3 kgf/cm2 (43 lbf/in2);
the maximum permissible limitation 4.8 kgf/cm2 (68 lbf/in2) (at toil <70 C).
1.18.5. The engine oil temperature limitations:
during starting of the engines minus 40 C;
on reaching the power settings above the idling one not below +30 C;
the maximum temperature +150 C.
1.18.6. The main gearbox oil pressure limitations:
at the idling power minimum 0.5 kgf/cm2 (7.1 lbf/in2);
at the power settings above the idle one minimum 3 kgf/cm2 (42 lbf/in2);
maximum 4 kgf/cm2 (57 lbf/in2).
During flight with slipping tolerable limitation during 30 s 2.5 kgf/cm2 (36 lbf/in2).
1.18.7. The main gearbox oil temperature limitations:
on reaching the power settings above the idling one minus 15 C;
during continuous operation (more than 5 minutes) at the power settings above the idling one
not less than +30 C;
the maximum permissible temperature +90 C.
The oil temperature in the tail and intermediate gearboxes:
the maximum permissible temperature +110 C.
1.18.8. The limitations on fuel and oil grades in use:
fuel PT (GOST 10227-86) and TC-1 (GOST 10227-86);
additive fluid ;
oil -3B (38/101295-85);
The list of fuel and oil grades used is given in Part 2, Section 8 of the Flight Manual.
1.18.9. Auxiliary Power Unit Limitations
The AI-9V (-9) engine maximum altitude (the engine start, start of the main engines on the ground
and in flight, operation in the generator mode on the ground and in flight 4000 m (13,120 ft).
The APU start in flight is permitted:
to start the main engine that have been shut down for the sake of practice and also to start an
engine after its flameout in flight under icing conditions;
to complete a flight with the use of the APU generator in case of a failure of two generators or
both rectifier units.
The maximum exhaust gas temperature:
during starting 880 C;
at the idling power 720 C;
in the air bleed and generator modes 750 C.
The maximum continuous operating time 30 minutes.
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In is permissible to carry out three sequential starts on the ground and in flight with an interval of at
least 3 minutes between the starts.
The time of cooling after three sequential starts not less than 15 minutes.
The quantity of air bleeds for starting the engines during one operating cycle not more than 3.
The simultaneous air bleed and operation in the generator mode are intolerable.
It is permissible to carry out only one attempt to start the auxiliary power unit in case of a failure of
two generators or both VU-6B (-6) rectifier units in flight and necessity of using the APU
generator with a view to increasing the time of flight on the storage batteries.
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1.19. Electrical Power System Limitations

(a) Maximum load current in flight in icing conditions:
at each rectifier unit more than 90 A;
in case of a failure of one generator channel, the operating generator load current should be
not more than 110 A in the phase at the outside air temperature above +5 C and not more
than 135 A at the temperatures of +5 C and below.
(b) The STG-3 (-3) generator load current not more than 100 A
(c) The maximum time of continuous operation of the STG-3 (-3) generator not more than 30
minutes
(d) For excluding the storage battery thermal acceleration, the maximum load current in flight should
not exceed 10 A.
1.20. Hydraulic System Limitations

T a b l e 1.3
Description of parameter
Hydraulic system delivery

pressure, kgf/cm2 (lbf/in2)
Minimum value
Normal value
Maximum value
42 (597)
73 (1,038)
25 (356)
30 (427)
35 (498)
28 (399)
30 (427)
32 (455)
Pressure in the main and

auxiliary hydraulic systems, at
which the MST-30A (30) pressure switches
operate to inform on actuation
of the hydraulic systems,
kgf/cm2 (lbf/in2)
Pressure in the hydraulic

accumulators after charging
with industrial nitrogen (at
zero pressure in the hydraulic
systems), kgf/cm2 (lbf/in2)
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1.21. Limitations on Flights in Icing Conditions

1.21.1. Flights in icing conditions at the outside air temperature below minus 12 C are PROHIBITED.
1.21.2. Entry into the showers (snow, rain) precipitation area at the visibility less than 2000 m (6,560 ft)
and outside air temperatures from +5 C to minus 5 C is PROHIBITED.
1.21.3. When operating the helicopter from the snow-covered airfield (sites), the fairings and dust
protection device separators should be removed and the standard engine cones and blanks should
be installed instead of them.
1.22. Noise Levels

The helicopter should comply with the established requirements laid down in Chapter 8 of the
International Standards and Recommended Practice "Environment Protection" (Supplement 16 to
Convention on International Civil Aviation, Volume 1 "Aviation Noise") and -36 Aviation
Regulations "Aircraft Certification for Perceivable Noise"). The noise levels for a takeoff mass of
13,000 kg (28,650 lb) amount to:
Results of certification test of

helicopter noise, EPN dB
International standard noise

requirements,
EPN dB
Takeoff
93.3 0.96
0101.1
Level flight
92.2 0.58
100.1
Descent to landing
95.4 1.32
102.1
Flight
regime
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1.23. Dimensions of Landing Sites and Sub-Soil Strength

1.23.1. Category A
The minimum dimensions of the landing sites on which the aborted and continued takeoffs are
ensured in case of a failure of one engine at the critical decision point:
at takeoff from and landing on the sites having the limited dimensions (the ground site, raised
platform) 20 20 m (65 65 ft).
The diagrams of landing sites limited in dimensions (the ground site and raised platform) and paths
of normal, continued and aborted takeoffs of the category A helicopter are shown in Figure 1.7:
at takeoff from and landing on an air strip 50 300 m (165 1000 ft).
The diagram of landing site (air strip) and paths of normal, continued and aborted takeoffs of the
category A helicopter are shown in Figure 1.8.
The conventional obstacle limitation plane should have a slope not exceeding 1 = 1/50 in the initial
climb segment at Vsafe and 2 = 1/45 in the climb segment at Vo.c to H = 300 m (1000 ft).
1.23.2. Category B
The minimum dimensions of landing sites for vertical takeoffs and landings with the use of the
ground effect are shown in Table 1.4.
T a b l e 1.4
Pressure
altitude, m (ft)
0 to 1500
(0 to 4,920)
1500 to
2000
(4,920 to
6,560)
2000 to
3000
(6,560 to
9,840)
3000 to 3500
(9,840 to
11,480)
3500 to 4000
(911,480 to
13,120)
Site
dimensions, m
(ft)
50120
50165
(165540)
50255
(165835)
50300
(1651,000)
50345
(1651,130)
(165400)
NOTE. The category B helicopter takeoff and landing directions should be selected with due
regard for ensuring a safe forced landing in case of an engine failure.
The diagram of a landing site and approach zones for the vertical takeoffs and landings performed
by the category B helicopter with the use of the ground effect is shown in Figure 1.9.
The minimum dimensions of the landing site working area for performing the vertical takeoffs and
landings 1010 m (3535 ft).
The approach legs (l1 and l2) as well as the tangents of the angles of slope of the conventional
obstacle limitation plane (tg1, tg2, tg):
for performing the vertical takeoffs and landings with the use of the ground effect and takeoff run
and landing roll: l1 = 100 m (330 ft), l2 = 1120 m (3,70 ft), tg1 =1/10, tg2 = 1/8, tg = 1/2 (in
this case, width b1 of the conventional obstacle limitation plane at the end of leg l1 is 100 m
(330 ft), width b2 at the end of leg l2 is 660 m (2170 ft).
1.23.3. It is permissible to perform the taxiing, takeoff from and landing on the sites which have the subsoil strength at least 3 kgf/cm2 (43 lbf/in2); in this case, the site surface irregularity height should
not exceed 0.1 m (0.35 ft).
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1.24. Marking of Instruments

1.24.1. Description of Instrument Marking
1. The arched green lines the safe operation modes (recommended modes).
2. The arched yellow lines the modes calling for the crew special alertness.
3. An arched red lines the modes the operation in which is intolerable (dangerous).
4. The radial red strips the maximum indicated values (the modes which should not be exceeded).
5. A white circle the scale zero point.
6. A yellow circle the mode calling for special alertness.
7. The gray marks serve for checking displacement of the cover glasses of the instruments
relative to their cases.
AIRSPEED INDICATOR P/N 8025

250 km/h (135 kt) never exceed indicated airspeed VNE
200 km/h (110 kt) never exceed speed VNE of autorotation
60 km/h (35 kt) minimum permissible indicated airspeed
during level flight, climb, power-on glide
and in autorotation.
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UIZ-6 (-6) THREE-POINTER ENGINE GAUGE UNIT

(Available in EMI-ZRVI (-) Set)
Oil pressure in gearbox:
0.5 kgf/cm2 (7.1 lbf/in2) minimum pressure at idling power
rating
3 kgf/cm2 (43 lbf/in2)
minimum pressure at power rating

higher than idle one
4 kgf/cm2 (57 lbf/in2)
maximum permissible pressure
Oil temperature in the tail

and intermediate gearboxes:
+110 C maximum permissible temperature
1) INTERM GEARBOX TAIL
TUE-48 (-48) OIL TEMPERATURE INDICATOR

OF MAIN GEARBOX
minus 40 C minimum temperature when starting the
engines
+30 C
minimum temperature for continuous

operation at power ratings higher than
idle one
+90 C
maximum permissible temperature
ITE-2T (-2) ENGINE GAS GENERATOR

TACHOMETER
101.5 % maximum permissible value
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ITE-1T (-1) MAIN ROTOR TACHOMETER

108 % maximum permissible rotational speed
88 % minimum permissible rotational speed in
transient conditions
TST-2 (TCT-2) APU EXHAUST GAS

TEMPERATURE INDICATOR
Maximum exhaust gas temperature:
during starting
880 C
during air bleed
750 C
at idling power setting 720 C
2UT-6K (2-6) DUAL ENGINE GAS

TEMPERATURE INDICATOR (Available in 2-IA-6 (2-6) set)
990 C maximum allowable temperature
995 C maximum temperature at maximum
continuous power
780 C maximum temperature during starting
Feb 18/05
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UIZ-3 (-3) THREE-POINTER ENGINE GAUGE

UNIT for Left and Right Engines (Available in EMI-ZPI
(-) Set)
2 kgf/cm2 (28 lbf/in2) minimum oil pressure at idling
power setting
4.8 kgf/cm2 (68 lbf/in2) maximum permissible oil
pressure
3 kgf/cm2 (43 lbf/in2) minimum permissible oil
pressure at the power settings
higher than the idling one.
Engine oil temperature:
minus 40 C
minimum temperature during

starting the engines
+30 C
minimum outlet temperature at

power settings higher than
idling one
+150 C
maximum permissible outlet

temperature
UI1-100K (1-100) INDICATOR OF DIM-100K

(-100) PRESSURE GAUGE OF MAIN AND
AUXILIARY HYDRAULIC SYSTEMS
Pressure in the main hydraulic system:
minimum pressure 42 kgf/cm2 (596 lbt/in2)
maximum pressure 73 kgf/cm2 (1,037 lbt/in2)
Pressure in the auxiliary hydraulic system:
minimum pressure 42 kgf/cm2 (596 lbt/in2)
maximum pressure 73 kgf/cm2 (1,037 lbt/in2)
1-24
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Zones of Dangerous "Altitude-Speed" Combinations of

Figure 1.1
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_____
The mass is limited proceeding from condition provided for executing a climb at Vy = 0.5 m/s (100 ft/min)
at a safe flight speed.
An engine operates at a 2.5-minute power (with air bleed to the dust protection device (DPD)
ejector, the ice protection system (IPS) is switched on at an outside air temperature of +5 C and
below),
Vsafe ind = 90 km/h (50 kt) (H 2000 m (6,560 ft));
Vsafe ind = 85 km/h (45 kt) (H > 2000 m (6,560 ft).
-------
The mass is limited proceeding from condition provided for executing a climb at
Vy = 0.75 m/s (150 ft/min) at the optimum speed, at an altitude exceeding a takeoff site by 300 m
(1,000 ft). An engine operates at a 30-minute power (without air bleed to the dust protection
device (DPD) ejector, ice protection system (IPS) is switched on at an outside air temperature of
+5 C and below).
Nomogram for Determining Helicopter Maximum Permissible Mass Meeting Category A

Requirements in Case of One Engine Failure
Figure 1.2
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Main Rotor Speed in Autorotation Condition at Minimum Pitch Versus Helicopter Flight Mass, Flight Altitude
and Outside Air Temperature
Figure 1.3
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Zones of Dangerous "Altitude-Speed" Combination of Category B Helicopter

Figure 1.4
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Nomogram for Determining Maximum Permissible Mass of Category B Helicopter at Vertical Takeoff and
Landing with the Use of Ground Effect (Takeoff Mode, Without Air Bleed to the DPU Ejector,
the IPS Is Switched Off)
Figure 1.5
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Nomogram for Determining Helicopter Maximum Allowable Mass Variation Value Versus Wind Velocity and
Direction at Takeoff and Landing with the Use of Ground Effect
Figure 1.6
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Diagrams of Landing Sites Limited in Dimensions 2020 m (6565 ft) and Paths of Normal, Continued and
Aborted Takeoffs of Category A Helicopter
Figure 1.7
1 = 1/50, 2 = 1/45 angles of slope of the conventional
obstacle limitation plane
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Diagram of Landing Site (Airstrip) and Paths of Normal, Continued and Aborted Takeoffs
of Category A Helicopter
Figure 1.8
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h
l1, l2
obstacle limitation altitude;

approach legs (length of leg l1 = 100 m (330 ft),
length of leg l2 = 1120 m (3670 ft);
1, 2, angles of slope of the conventional obstacle
limitation plane (tg1 = 1/10; tg2 = 1/8; tg = 1/2);
b1, b2
width of the conventional obstacle limitation
plane at the end of legs l1 and l2 (width b1 at
the end of leg l1 100 m (330 ft), width b2 at
the end of leg l2 660 m (2,170 ft).
Diagram of Landing Site and Approach Zones at Vertical Takeoffs and Landings of Category B Helicopter
with the Use of Ground Effect
Figure 1.9
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Placards on the Outside of Port Side

Figure 1.11
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Placards on the Outside of Starboard

Figure 1.12
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SECTION 2
NORMAL PROCEDURES
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SECTION 2
NORMAL PROCEDURES
Table of Contents
Page
Title Page .................................................................................................................................. 2-1/2
Table of Contents ......................................................................................................................... 2-3
2.1. Introduction ..................................................................................................................................... 2-5
2.2. Calculation of Flight......................................................................................................................... 2-6
2.3. Preflight Inspection and Check of Systems with Inoperative Engines.............................................. 2-7
2.4. External Inspection of Helicopter ..................................................................................................... 2-8
2.5. Internal Inspection of Helicopter .................................................................................................... 2-12
2.6. Preparation for Start ...................................................................................................................... 2-18
2.7. Start, Warm-Up and Test of Engines ............................................................................................. 2-20
2.8. Check of Systems and Equipment with Operating Engines ........................................................... 2-26
2.9. Taxiing........................................................................................................................................... 2-28
2.10. Takeoff ........................................................................................................................................ 2-31
2.11. Climb ........................................................................................................................................... 2-36
2.12. Cruising Flight ............................................................................................................................. 2-38
2.13. Descent and Landing................................................................................................................... 2-40
2.14. Crew Procedures After Landing................................................................................................... 2-46
2.15. Shutdown of Engines................................................................................................................... 2-46
2.16. Flight Engineers Actions Upon Leaving Helicopter ..................................................................... 2-47
2.17. Extreme-Low-Altitude Flights....................................................................................................... 2-47
2.18. Flights in Mountainous Area ........................................................................................................ 2-49
2.19. Takeoffs from and Landings on Dust-Covered, Sand-Covered and Snow-Covered Sites ........... 2-54
2.20. Landings on and Takeoffs from Sites Selected in Flight .............................................................. 2-57
2.21. Flights in Icing Conditions............................................................................................................ 2-60
2.22. Passenger Safety Instructions ..................................................................................................... 2-62
2.23. Cabin Attendants Duties, Rights and Responsibility ................................................................... 2-64
Figure 2.1. Helicopter Walk-Around Inspection Circuit............................................................. 2-65/66
Figure 2.2. Position of Conventional "Pilots Eyes Leaf Sight Line
of Sight on Windshield Touchdown Point Line During
Approach of Category A Helicopter ..................................................................... 2-67/68
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SECTION 2
NORMAL PROCEDURES
2.1. Introduction
Section 2 contains the recommended crew operating procedures beginning with the flight calculation
till the end of flight and leaving the helicopter after shutdown of the engines.
The given section deals with the VFR flight procedures in the normal conditions.
The additional information may be laid down in the other sections of the Flight Manual.
The recommendations and flight rules determine only the standard actions and cannot be accepted
in all situations.
Limitations
The minimum and maximum limitations, the ranges of normal operation and limit values of the
helicopter system parameters are presented with the aid of the marked (certified) instruments,
tables and annunciators.
The mentioned marking of the instruments, tables and annunciators are the results of aerodynamic
calculations which have been confirmed by the flight tests.
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2.2. Calculation of Flight

Initial Calculation Data
For making calculation of a flight, the crew should have the following initial data:
empty mass of the helicopter and its center of gravity indicated in the log book;
data on the number of passengers carried and their luggage;
actual or predicted weather conditions at the departure, destination, alternate and en-route
aerodromes (wind direction and velocity, air pressure and temperature);
data on distribution of wind and temperature by altitudes on the en-route;
parameters of the runways (airstrips) and their approaches;
en-route distance from the departure aerodrome to the destination one;
distance from the destination aerodrome to the most distant alternate aerodrome (within the reach
distance).
Calculation Procedure
Select the necessary charts and materials from Sections 4, 5, 9 which may be used for calculation
of a flight.
Determine the fuel mass and payload.
Calculate the fuel and landing masses.
For determining the takeoff and landing masses, refer to Section 1 "Limitations" (Figs 1.2, 1.5 to 1.6)
and to Section 5 "Weight and Balance Data". Calculate the centers of gravity of the helicopter. Make
certain that they do not lie beyond the center of gravity limits.
For determining the takeoff and landing distances, refer to Section 4 "Performance".
Determine the maximum permissible temperature of gases when starting the main engines and gas
generator rotational speed at the idling power setting from the chart shown in Figure 7.5.2 of Section 7.
Check to see that the calculation results do not exceed the limitations indicated in Section 1.
2-6
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Mi-171A1
FLIGHT MANUAL
2.3. Preflight Inspection and Check of Systems with Inoperative Engines

General
The preflight inspection comprises the following stages:
visual inspection of the helicopter;
internal inspection of the helicopter;
preparation for starting the engines.
The technical preparation for flight is carried out in the sequence and scope specified in the check
inspection.
Before the preflight inspection, the flight engineer shall:
(a) receive the report (information) from the aircraft mechanic on the helicopter readiness for flight;
(b) check for elimination of drawbacks and defects revealed during the previous flights and recorded
in the flight book;
(c) check for availability of fuels and lubricants filled in conformity with flight mission;
(d) make certain that the chocks are placed under the helicopter landing gear wheels, foreign
objects are absent near the helicopter;
(e) check for presence of the fire-extinguishing devices at the parking area;
(f) get acquainted with the card-narjad and sign it after inspection of the helicopter and its
acceptance.
NOTE. When the helicopter is based outside the aerodrome and the ground aircraft technician is absent,
the crew prepares the helicopter for flight in conformity with the requirements laid down in the
Maintenance Schedule of the Mi-171A1 (-1711) helicopter and this Flight Manual.
Feb 18/05
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Mi-171A1
FLIGHT MANUAL
2.4. External Inspection of Helicopter

2.4.1. The helicopter external inspection is performed by all the crew members in accordance with the
walk-around inspection circuit.
The helicopter walk-around inspection circuit is shown in Figure 2.1.
2.4.2. Check Inspection Performed by Pilot During External Inspection of Helicopter
Actions taken
(inspect thoroughly)
Object of check
Fuselage, tail boom, tail rotor pylon

with horizontal stabilizer
Check for:
condition of skin, glazing of the cabins, windows, doors;
absence of oil and fuel leakage.
Main and tail rotors
Check the rotor blades for condition, make certain that they are
free of damage, frozen snow, ice, hoarfrost.
Engines, dust protection devices
Check for:
absence of foreign objects, snow, ice, hoarfrost;
intactness of cowls and serviceability of their locks;
Landing gear
Check for absence of damage to the wheel tires.

Estimate visually extension of the shock strut pistons and
compression of the wheel tires depending on the helicopter load.
2.4.3. Check Inspection Performed by Co-Pilot During External Inspection of Helicopter

Actions taken
Object of check
Fuselage, tail boom, tail rotor pylon

with horizontal stabilizer
Check for:
condition of skin and glazing of the cabins, windows, doors;
attachment and close fit of the windshield wipers;
condition and attachment of the pitot static tubes, absence of
slip covers (blanks).
Main and tail rotors
Check the rotor blades for condition, make certain that they are
free of damage, frozen snow, ice, hoarfrost.
Check for:
absence of foreign objects, snow, ice, hoarfrost;
Landing gear
Check the wheel tires for condition. Estimate visually extension

of the shock strut pistons and compression of the wheel tires
depending on the helicopter load.
The helicopter inspection results
Report the matter to the pilot.
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Mi-171A1
FLIGHT MANUAL
2.4.4. Check Inspection Performed by Flight Engineer During External Inspection of Helicopter
Actions taken
Object of check
Doors, stairs, covers of passenger

cabin emergency exits, cowls of
engines, main gear box, surfaces of the
helicopter nose section structure
Make certain that they are free of damage, free to open and
close.
Slip cover, blanks
Make certain that they are removed into the helicopter.
Pitot static tubes
Inspect the pitot static tubes, check them for proper attachment and
make certain that their openings are clean.
Fuselage
Check for:
Open them for inspection and close after inspection.

Make certain that they are free of ice, snow, hoarfrost.
absence of damage to the skin;

intactness and cleanliness of the cabin glazing;
attachment and close fit of the windshield wipers;
attachment of the antennas and intactness of the fairings;
absence of fuel, oil, AMG () fluid leakage;
intactness of the navigation and flashing lights glasses;
make certain that the grounding cable is removed.
Main rotor
Check for:
absence of damage to the blade surface, frozen snow, ice,
hoarfrost;
condition of the tips, trim tabs;
serviceability of the spars by reference to absence of the red
bands on their damage warning device;
intactness of the contour illumination light glasses.
WARNING. IN CASE OF APPEARANCE OF A RED BAND ON THE SPAR DAMAGE WARNING DEVICE
CAP, NEVER FLY THE HELICOPTER.
Landing gear
Check for:
absence of fluid leakage along the shock strut pistons;
proper filling of the shock struts by reference to the visible
height of the piston working portion;
charging of the wheel tyres by reference to their compression;
absence of the tire turning relative to the rim by reference to
the marks.
Tail boom and tail rotor pylon
Check for:
absence of physical damage, ice, frozen snow, hoarfrost;
lubricant leakage;
intactness of the tail navigation light.
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
Tail rotor
Check for:
absence of damage to the hub and blades, frozen snow, ice,
hoarfrost;
level and colour of oil in the check sleeves of the blade
feathering hinges, with the blade facing down in the vertical
position;
absence of lubricant leakage.
Remove the dust protection device fairings and inspect:

the DPD and engine inlet sections;
the gas generator rotor blades.
Make certain that:
the DPD and engine air inlet sections are clean, free of snow,
ice, hoarfrost;
oil and fuel do not leak from accessories and pipelines, the
locking devices are intact;
the exhaust piles are free of damage and foreign objects;
the gas generator rotor and free turbine are free to rotate;
check oil level in the engine tanks by reference to the sight
gauge;
install the DPD fairings, check them as well as electrical
cables for proper attachment.
Fan
Inspect and make certain that:

the inlet device is clean;
snow, ice, hoarfrost are absent;
damage and foreign objects are absent;
the blank is removed from the SO-121VM (CO-121BM)
detector.
Main rotor hub
Inspect and make certain that visible damage, leakage of oil

from the feathering hinges, AMG () oil leakage from the
hydraulic dampers are absent. Check for intactness of the
swash plate assembly, blade turn rods, locking devices, level of
AMG () oil in the hydraulic damper expansion tank.
AI-9V (-9) engine
Check for absence of visible damage and foreign objects.

Inspect the compressor inlet section, blades.
Check oil level in the oil tank.
Main, intermediate and tail gear

boxes
Make certain that joints are not leaky. Check quantity of oil.
Accessories and pipelines of engine

fuel and oil systems
Make certain that they are free of physical damage, fuel and oil
leakage is absent.
Drain 1.5 to 2 litres of fuel through the drain valves of the fuel
tanks and check sediment.
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
Pipelines, hoses (sleeves) of

hydraulic system
Check for:
absence of physical damage and fluid leakage;
level of AMG () oil in the hydraulic tanks by reference to
the sight gauge. Oil level should be between the marks.
Fire extinguishers
Make certain that pressure is available and check it against the

pressure gauge.
Fuel system
Check the filler neck caps for proper closure, absence of blanks
and clogging of drain pipe unions of the helicopter fuel tanks.
Inspection results
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Mi-171A1
FLIGHT MANUAL
2.5. Internal Inspection of Helicopter

2.5.1. Check Inspection Performed by Pilot Inside Helicopter
Actions taken
Object of check
Reports of the crew members on the

helicopter readiness for flight
Receive.
Individual peculiarities of the

helicopter
Get acquainted.
Flight documentation
Make certain that it is available.
Identification code
Make certain that it is received and set.
Calculation of center of gravity, limits

of maximum allowable takeoff and
landing masses
Check.
Foreign objects in the cabin
Make certain that they are absent.
Work station. Seat, pedals
Occupy the work station, adjust the seat and pedals to the
stature, fasten the seat belts
Sliding window
Check the sliding window for reliable opening, closing, the

emergency release handles for condition and locking. Set the
bolt to the FLIGHT () position.
Cabin glazing
Check the glazing for intactness and cleanliness.
Instruments
Check external appearance of the instruments.
Controls located on the boards,

consoles, pedestal, panels
Check positions of the controls (the switches should be turned

off, selector switches should be placed in the initial position).
CAUTION. 1. THE "OFF MAIN-ON-AUX" (". ") SELECTOR SWITCH OF

THE HYDRAULIC SYSTEMS SHOULD BE PLACED IN THE "ON" ("") POSITION.
THE "TEST AUX, SLD VLV MAIN OFF AUX" (" , .
") SELECTOR SWITCH SHOULD BE PLACED IN THE PL "")
POSITION.
2. THE POWER ( ) TWIN SWITCH LOCATED ON THE CENTER PEDESTAL
SHOULD BE PLACED IN THE ON () POSITION, CLOSED BY THE SAFETY
CAP AND LOCKED.
Separate throttle control levers, fuel
shut-off valves
Check the levers for smooth travel. Set the throttle control levers
to the neutral position on the catches, place the fuel shut-off
valves to the CLOSED () position.
Oxygen equipment
Check the oxygen equipment as directed in Item 7.14.1 of the

Flight Manual.
Electrical power system
Give a command to the flight engineer to switch on the airborne

storage batteries and to connect the external power source.+
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
Intercommunication system
Check communication with all the crew members (after

receiving the report from the flight engineer on switching on and
check of the airborne power supply, turning on of all circuit
breakers).
Instrument error correction charts
Check the charts for availability.
Pressure altimeter (foot-graduated

altimeter)
Set the pointers to "0" or apply pressure reduced to the mean

sea level (in compliance with the directions laid down in Section
7 of the Flight Manual.
Annunciators
Give a command to the flight engineer to check the lamps for

serviceability.
Pitot static tube heating warning

system
Check as directed in Subsection 7.12 of the Flight Manual.
Ice detector
Give a command to the flight engineer to check the ice detector

for serviceability.
Fuel system
Give a command to the co-pilot to check the fuel quantity

indicator.
Airborne flight data recorder
Switch on the flight data recorder to operate it in the MAN

() mode. Give a command to the co-pilot to switch on the
digital flight data recorder located on the PU-25 (-25) control
panel.
Command radio
Switch on the command radio, set the operating frequency and

check the radio for serviceability.
Voice recorder
Switch on the voice recorder. Make certain that the RECORDER

OK ( ) annunciator is switched on.
Wheel brake
Check for air-tightness as directed in Item 7.12d of the Flight

Manual
Valves for change-over of the PST

dynamic and static systems
Make certain that the valves are placed in the MAIN (.)
position.
Report of the crew members on

results of inspection inside the
helicopter
Receive.
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Mi-171A1
FLIGHT MANUAL
2.5.2. Check Inspection Performed by Co-Pilot Inside Helicopter

Before flight the co-pilot shall:
receive the list of enplaned passengers;
calculate the allowable takeoff and landing masses (refer to Figs 1.2, 1.5 to 1.6 of the Flight Manual),
the center of gravity limit position;
determine the actual takeoff and landing masses and make certain that they do not exceed those
calculated from the nomograms;
check for proper arrangement of the passengers and their luggage;
report the pilot on the number of enplaned passengers, the center of gravity position, takeoff and
landing masses.
Actions taken
Object of check

helicopter
Get acquainted.
Foreign objects in the cabin
Work station. Seat, pedals
Occupy the work station. Adjust the seat and pedals to the
stature. Fasten the seat belts.
Sliding window
Check the sliding blister for reliable opening and closing, the
emergency release handles for condition and locking. Set the bolt to
the FLIGHT () position.
Cabin glazing
Check the glazing for intactness and cleanliness.
Instruments
Check external appearance of the instruments.
Controls located on the boards,

consoles, pedestal and panels
Check their positions (the switches should be turned off, selector

switches should be placed in the initial position).
Annunciators
Check the annunciators for serviceability as directed in

Subsection 7.16 of the Flight Manual.
Pitot static tube heating warning

system
Check as directed in Item 7.12d of the Flight Manual.
Fuel quantity and flow meter
Check the fuel quantity and flow meter for serviceability,

determine quantity of fuel in the tanks and report the matter to
the pilot.
Oxygen equipment
Check the oxygen equipment as directed in Item 7.14.1 of the

Flight Manual.
Airborne flight data recorder
In response to the pilots command, switch on protected flight

recorder unit located on the control panel.
Instrument error correction charts
Check the charts for availability.
Aircraft clock
Wind up the clock, set the exact time.
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
Pressure altimeter (foot-graduated

altimeter)
Set the pointers to "0" or apply pressure reduced to the mean

sea level (in compliance with the directions laid down in Section
7 of the flight Manual.
Inspection results
Report the inspection results to the pilot.
2.5.3. Inspection Performed by Flight Engineer Inside Helicopter

Actions taken
Object of check

helicopter
Get acquainted.
Passenger cabin
Check for:
absence of foreign objects, leakage of fuel, oils;
condition of doors, access doors and hatches.
Smoke-proof oxygen regulator and

smoke goggles
Make certain that they are available.
Hand fire extinguishers
Make certain that they are available.
Emergency radio station
Make certain that it is available and complete with all its

equipment.
Tail boom (inside)
Make certain that foreign objects are absent.
Flight compartment glazing
Make certain that the glazing is intact and clean.
Own seat belts
Check them for good condition and adjust to the stature.
Instruments
Check the instruments for their external appearance.
Controls
Check their positions (the switches, circuit breakers should be turned

off, the selector switches should be placed in the initial position and
closed by the safety caps).
CAUTION: 1. THE "OFF MAIN-ON-AUX" (". ") SELECTOR SWITCH OF

THE HYDRAULIC SYSTEMS SHOULD BE PLACED IN THE "ON" ("")
POSITION.THE "TEST AUX SLD VLV MAIN OFF AUX" (" .
. ") SELECTOR SWITCH SHOULD BE PLACED IN THE
OFF ("") POSITION.
2. THE POWER ( ) TWIN SWITCH LOCATED ON THE CENTER PEDESTAL
SHOULD BE PLACED IN THE ON () POSITION, CLOSED BY THE SAFETY
CAP AND LOCKED.
Pneumatic system
Check pressure in the system.
Upper engine access door
Check it for proper closing.

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2-15
Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
All circuit breakers
Turn on.
Airborne storage batteries
Switch them on. Check voltage as directed in Subsection 7.11,

Item (c) of the Flight Manual.
Electrical power system
Give a command to the ground personnel to connect the

external power supply. After its connection, check voltage as
directed in Subsection 7.11, Item (c) of the Flight Manual.
Check for communication with all members of the crew.
Annunciators
Check them for serviceability as directed in Subsection 7.16 of

the Flight Manual.
Oxygen and smoke-proof equipment
Check the equipment as directed in Items 7.14.1 and 7.14.2 of

the Flight Manual.
Ice detector
On a command delivered by the pilot, check the SO-121VM

(CO-121BM) detector for serviceability as directed in Subsection
7.12, Item (d) of the Flight Manual.
Inspection results
Report the inspection results to the pilot.
2.5.4. Check Inspection Performed by Cabin Attendant Inside Helicopter

Actions taken
Object of check
Passenger cabin
Check for:
absence of foreign objects;
reliable attachment of seats;
good condition of the seat belts, passenger oxygen equipment
sets, emergency exit hatches;
presence of the passenger safety instructions;
together with the flight engineer serviceability of the
annunciators, communication with the pilot and flight
engineers work stations as directed in Item 7.22.5 of the
Flight Manual;
illumination of the passenger cabin as directed in Subsection
7.15, Item (b) of the Flight Manual.
Report the pilot on helicopter readings for embarkation of the
passengers.
Before embarkation of the passengers, the flight engineer shall
turn on the switches: FASTEN SEAT BELTS. NO SMOKING
( . ), EXIT, DOOR LIGHT and
DOOR DOME ANNUNCIATORS ( ,
).
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
On permission of the pilot, the cabin attendant shall carry out

embarkation of the passengers, inform them on the rules of their
behavior from takeoff till landing in conformity with the
Passenger Safety Instructions and get them acquainted with the
procedure for releasing the doors and covers of the hatches in
case of an emergency landing.
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Mi-171A1
FLIGHT MANUAL
2.6. Preparation for Start

2.6.1. Check Inspection Performed by Pilot During Preparation of Engines for Start
Actions taken
Object of check
Main rotor
Release its brake.
Chocks under LG wheels
Give a command to the ground personnel to remove the chocks.
Wheel brakes
Make certain that the lever is locked.
Collective pitch control lever
Make certain that the lever is latched in the lower stop position,
left-hand rotation of the throttle control twist grip.
Separate throttle control levers
Make certain that the levers are latched in the middle position.
Control stick, pedals
Make certain that they are placed in the position close to the
neutral one.
LEFT RIGHT (-) selector

switch
Set the selector switch to the position corresponding to the

engine to be started.
START-CRANK () selector switch
Set the selector switch to the START () position.
INDICATOR CHECK FIREFIGHTING (

) selector switch
Make certain that the selector switch is placed in the FIREFIGHTING () position.
IV-500E (-500) vibration

monitoring equipment
Give a command to the flight engineer to check the equipment for

serviceability.
Maximum gas temperature switch
Give a command to the flight engineer to check the temperature

switch for serviceability.
Fuel pumps
Give a command to the flight engineer to set the TRANSFER VALVE

OPEN AUTO CLOSED (
) selector switch to the AUTO (.) position and switch on
the starting pump. Check the transfer valve for automatic opening.
Hydraulic system switches
The OFF MAIN-ON-AUX (. --) selector

switch of hydraulic system should be placed in the ON ()
position, and the TEST AUX SLD VLV MAIN OFF AUX)
( . . --) selector
switch to the OFF () position.
Voice information reporting system
Switch on the voice information reporting system. Check the

system for proper functioning as directed in Item 7.22.4 of the
Flight Manual.
Command radio
Make certain that it is switched on. Request clearance for

starting.
Readiness for starting the engines
Receive a report on readiness for starting from the co-pilot, flight

engineer and cabin attendant, respectively.
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Mi-171A1
FLIGHT MANUAL
2.6.2. Check Inspection Performed by Co-Pilot During Preparation of Engines for Starting
Actions taken
Object of check
Circuit breakers
Together with the flight engineer, check the circuit breakers for
being switched on.
2.6.3. Check Inspection Performed by Flight Engineer During Preparation of Engines for Starting
Actions taken
Object of check
All circuit breakers
Check the circuit breakers for being switched on.
Wheel brakes
Check the pressure in the braking system.
IV-500E (-500) vibration

monitoring equipment
Check the equipment for serviceability as directed in Items

7.5.4.2(f) of the Flight Manual), report the matter to the pilot.
Maximum gas temperature switch
Check the switch for serviceability as directed in Item 7.5.4.2(h) of the

Flight Manual, report the matter to the pilot.
DIM() transformer selector switch
Set the selector switch to the MAIN () position.
Fire extinguishing system
Check the system for serviceability as directed in Subsection 7.10,

Item(d) of the Flight Manual, set the FIRE-FIGHTING INDICATOR
CHECK ( ) selector
switch to the FIRE-FIGHTING () position and report
the matter to the pilot.
Generators
Make certain that they are switched off.
Fuel pumps
On a command delivered by the pilot, switch on the starting

pump and set the TRANSFER VALVE OPEN AUTO
CLOSED ( ) selector
switch to the AUTO () position. The TRANSFER OPEN
(. ) and START OPER (
) annunciators should go on.
X-feed valve
Turning on and off the X-FEED VALVE ( ) switch,

check the X-feed valve for proper functioning by reference to
illumination and fadeout of the X-FEED OPEN ( )
annunciator.
Fuel fire (shut-off) valves
Open the valves.
Feb 18/05
2-19
Mi-171A1
FLIGHT MANUAL
2.6.4. Check Inspection Performed by Cabin Attendant Before Starting Engines

Actions taken
Object of check
Doors, access doors, hatches
Close the entrance doors. Set the bolts on the doors end emergency
exit hatches to the FLIGHT () position.
Check the system for proper communication.
2.7. Start, Warm-Up and Test of Engines

The engines shall be started by the pilot or on his command by the flight engineer, in this case all the
members of the crew shall be at their work stations.
In case of crosswind, the engine facing leftward is started first (in case of wind from the right; the left
engine is started first).
2.7.1. Start of Auxiliary Power Unit APU Starting Procedure

Actions taken
Object of check
START CRANK FALSE START

(
) selector switch
Set the selector switch to the START () position.
STBY GEN ( .),

EQUIPMENT TEST (
) switches
Set the switches to the OFF () position.
START () button
Press the button and hold it pressed for 2 or 3s and at the same
time start the stopwatch.
AUT CONT UNIT ON (

) annunciator
The annunciator should illuminate.
In the process of starting, check to

see that:
exhaust gas temperature
Not more than 880 C
time to gain the idling power
Not more than 20 s
Upon gaining the idle power, make

certain that:
Gas temperature
STNDRD OIL PRESS (
) annunciator
STNDRD SPEED (
) annunciator
Not more than 720 C

Illuminates
Illuminates
Air pressure in the air bleed line

In conformity with the chart shown in Figure 7.5.1.
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Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
AUT CONT UNIT ON (

) annunciator
Extinguished
CAUTION. WARM UP THE AUXILIARY POWER UNIT FOR AT LEAST 1 MINUTE.

WARNING. DISCONTINUE THE APU START IN THE FOLLOWING CASES:
1. ABSENCE OF GAS TEMPERATURE RISE ON A LAPSE OF 9 s AFTER BEGINNING THE APU
START.
2. GAS TEMPERATURE RISE MORE THAN 880 C.
3. FIRE DEVELOPMENT IN THE APU COMPARTMENT.
4. SPONTANEOUS SHUTDOWN OF THE AUXILIARY POWER UNIT.
5. FAILURE OF THE "STNDRD OIL PRESS" (". ") OR "STNDRD SPEED"
(" ") ANNUNCIATOR TO ILLUMINATE AFTER THE APU IDLING POWER
ACCELERATION.
6. IF THE "AUT CONT UNIT ON" (" ") ANNUNCIATOR FAILS TO ILLUMINATE
UPON EXPIRATION OF 30 s AFTER BEGINNING THE START.
7. THE APU FAILURE TO GAIN THE IDLE POWER DURING MORE THAN 20 s.
8. SWITCHING ON OF THE OVERSPEED ( ) ANNUNCIATOR.
9. DISCONTINUE THE APU START IN CASE OF ILLUMINATION OF THE "BATT 1 OFF"
(" 1") OR "BATT 2 OFF" (" 2") ANNUNCIATOR.
To discontinue the APU start, press the APU OFF (.) button and hold it pressed for 2 or 3 s.
2.7.2. Start of Engines

Engine starting procedure
Actions taken
Object of check
Left fuel pump
Switch on
LH INOPER ( )
annunciator
Make certain that the annunciator is switched off
"Keep clear of rotors blades"

command
Give
"Rotor blades cleared" report of the

observer
Receive
START () button
Press the button and hold it pressed for 1 or 2 s.
Stopwatch
Start
Fuel shut-off valve of engine
Set to OPEN () position
Feb 18/05
2-21
Mi-171A1
FLIGHT MANUAL

Actions taken
Object of check
AUT CONT UNIT ON (

) annunciator
Make certain that the annunciator is switched on
STARTER ON (
) annunciator
Make certain that the annunciator is switched on
In the process of starting, check to

see that:
Gas generator rotational speed
Make certain that the gas generator rotational speed rises
Oil pressure in engine
Make certain that the pressure is at least 1 kgf/cm2 (14 lbf/in2) at

the gas generator speed of 45 %
Oil pressure in the main gearbox
Make certain that the oil pressure rises
Impacts of main rotor blade

centrifugal droop stops
Make certain that impacts are absent
Pressure in the hydraulic systems
Make certain that pressure rises. The MAIN SYST FAIL (

) and AUX SYST FAIL ( ) annunciators
should fade out at the pressure of 305 kgf/cm2 (42771 psi)
Engine gas temperature
Make certain that the temperature rises
APU gas temperature
The temperature should be not more than 750 C
Air pressure in the start line
Make certain that the pressure corresponds to that shown on

the chart in Figure 7.5.1
Annunciators on the APU start

control panel:
Make certain that:
STNDRD OIL PRESS (. .

)
Illuminates
STNDRD SPEED (
)
Illuminates
Annunciators on the engine start

control panel:
Make certain that.
AUT CONT UNIT ON (

)
Extinguished within 30 s
STARTER ON (
)
Extinguished at the gas generator rotational speed of 66 to

67 %
The engine should gain the idling power within 60 s.

After the engine acceleration to the idling power, check:
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Feb 18/05
Mi-171A1
FLIGHT MANUAL
Object of check
Actions taken
Gas generator rotational speed
In conformity with the chart shown in Figure 7.5.2
Gas temperature
Not more than 780 C
Oil pressure in the engine
Not less than 2 kgf/cm2 (28 lbf/in2)
Oil pressure in the main gearbox
Not less than 0.5 kgf/cm2 (7.1 lbf/in2)
Pressure in both hydraulic systems
Within 42 to 73 kgf/cm2 (597 to 1038 psi)
Main rotor speed
Within 35 to 55 %
Start of Second Engine
LEFT RIGHT ( )
selector switch
Set the selector switch to the position of the engine to be started
Start of the second engine
Perform the engine start similar to the first engine start
Main rotor speed with two engines

operating on the idling power
The main rotor speed should be within 45 to 70 %
Dust protection devices
Switch on
WARNING. DISCONNECT THE ENGINE START IN THE FOLLOWING CASES:

1. GAS TEMPERATURE RISE ABOVE THE TEMPERATURE INDICATED ON THE CHART
SHOWN IN FIGURE 7.5.2.
2. THE GAS GENERATOR ROTATIONAL SPEED RISE CESSATION (HANG-UP) FOR MORE
THAN 3 s.
3. ABSENCE OF OIL PRESSURE IN THE ENGINE OR MAIN GEARBOX.
4. OIL PRESSURE IN THE ENGINE IS LESS THAN 1 KGF/CM2 (14 LBF/IN2) AT THE GAS
GENERATOR ROTATIONAL SPEED IS MORE THAN 45 %.
5. IF PRESSURE DOES NOT RISE AGAINST ONE OF THE HYDRAULIC SYSTEM INDICATORS.
6. ABSENCE OF THE GAS TEMPERATURE RISE.
7. FAILURE OF THE 2ROTATIONAL SPEED IS MORE THAN 45 %.
5. IF PRESSURE DOES NOT RISE AGAINST ONE OF THE HYDRAULIC SYSTEM INDICATORS.
6. ABSENCE OF THE GAS TEMPERATURE RISE.
7. FAILURE OF THE "AUT CONT UNIT ON" ( ") ANNUNCIATOR TO
EXTINGUISH ON EXPIRATION OF 30 s AFTER PRESSING THE "START" BUTTON.
8. IF THE MAIN ROTOR FAILS TO ROTATE AT THE GAS GENERATOR ROTATIONAL
SPEED OF 20 TO 25 %.
9. IMPACT ENGAGEMENT OF THE FREEWHEEL CLUTCH.
10. SHORT-TIME EXTINGUISHING OF THE "STARTER ON" (" ")
ANNUNCIATOR.
11. FAILURE OF THE ENGINE TO GAIN THE IDLE POWER FOR 60 s.
12. FAILURE OF THE "STARTER ON" (" ") ANNUNCIATOR TO EXTINGUISH AT
THE GAS GENERATOR ROTATIONAL SPEED OF 66 TO 67 %.
13. IF OIL PRESSURE IN THE ENGINE IS LESS THAN 2 KGF/CM2 (28 LBF/IN2) OR IN THE
MAIN GEARBOX IS LESS THAN 0.5 KGF/CM2 (7.1 LBF/IN2), WITH THE ENGINE
RUNNING AT THE IDLING POWER.
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14. NECESSITY OF THE APU SHUTDOWN.

15. APPEARANCE OF THE HELICOPTER INCREASING OSCILLATIONS (GROUND RESONANCE).
16. ILLUMINATION OF THE "L ENG (R ENG) FUEL FLTR CLOG" (" (
") ANNUNCIATOR.
17. RECEPTION OF A RESPECTIVE COMMAND FROM THE ENGINE START OBSERVER,
BECAUSE OF:
APPEARANCE OF FLAME OR SMOKE FROM THE EXHAUST PIPE;
LEAKAGE OF FUEL, OIL OR AMG () FLUID.
18. IN CASE OF ILLUMINATION OF THE "BATT 1 OFF" (" 1") OR "BATT
2 OFF" (" 2") ANNUNCIATOR.
CAUTION. AFTER SHUTDOWN OF THE ENGINE, REMOVE AN AIR LOCK FROM THE PUMP
SUCTION PIPE OF THAT HYDRAULIC SYSTEM IN WHICH PRESSURE WAS ABSENT,
WHEREUPON REPEAT THE ENGINE START. TO PREVENT FAILURE OF THE
HYDRAULIC GEAR PUMP RUNNING WITHOUT HYDRAULIC MIXTURE, THE ENGINE
OPERATION IS PROHIBITED TILL MALFUNCTION IS CORRECTED.
To discontinue the engine start, proceed as follows:
close the fuel shut-off valve;
press the DISCONT ENG START ( ) button;
close the fuel fire shut-off valve.
2.7.3. Warm-Up of Engines

Object of check
Actions taken
Collective pitch control lever
Make certain that it is latched in the lower stop position
Throttle control twist grip
Make certain that it is set in the left-hand rotation position
Separate throttle control levers
Make certain they are placed in the middle position and latched
Instruments
Watch their readings
Warm-up time
Should be at least 1 minute
Warm up the engines till:

oil temperature in the engine is
at least +30 C
oil temperature in the main

gearbox is
at least minus 15 C
Auxiliary power unit
Shut down, having first cooled it at the idling power within 0.5 to
1 minute.
NOTES: 1. If the engines are started from the airborne storage batteries, do not switch off the auxiliary
power unit till the main rotor gains speed of at least 88 % and the generators and right-hand fuel
pump are switched on. To supply the electric loads at the idling power, switch on the generator.
2. After switching on the right-hand fuel pump, switch off the auxiliary power unit and starting fuel pump.
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3. Carry out the engine warm-up and test, helicopter taxiing, hovering, takeoff and landing, with the
dust protection device being switched on.
During the engine warm-up at the idling power, proceed as follows:
watch the vibration indicator annunciators;
carry out the functional check of:
the controls (refer to Subsection 7.3, Item (b) of the Flight Manual) and joint operation of the
hydraulic systems and control system of the helicopter;
control from the auxiliary hydraulic system;
control from the main hydraulic system;
the KAU-80B (-80) standby slide valves of the main and auxiliary hydraulic systems (refer to
Subsection 7.9 of the Flight Manual);
the hydraulic system when the autopilot is engaged simultaneously with the autopilot check (refer
to Item 7.19.1 (d) of the Flight Manual).
At the ambient air temperature of +5 C and below, switch on the heating system of the engines, and dust
protection devices, pitot-static tubes and, if necessary, the windows.
NOTE. Switch on the pitot-static tube heater also in the presence of precipitation irrespective of the
ambient air temperature.
After warm-up of the engines, introduce the right-hand rotation of the throttle control twist grip.
2.7.4. Test of Engines

Test the engines according to the warm-up and test chart shown in Figure 7.5.6.
For checking the engine serviceability, provision is made for the following types of test of the
engines:
(a) separate test with acceleration to the power up to the 2.5-minute one;
(b) joint test up to the power ratings excluding the helicopter unstick;
(c) joint test at hovering.
The engine serviceability test procedure is laid down in Subsection 7.5 of the Flight Manual.
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2.8. Check of Systems and Equipment with Operating Engines

2.8.1. Pilots Actions
Object of check
Actions taken
AC generators, rectifiers, inverters,

transformer
Give a command to the flight engineer to switch on with the

main rotor running at the speed of at least 88 % and check
voltage.
Ice protection system of the main

and tail rotors, engines and dust
protection devices
Give a command to the flight engineer to check the system for

serviceability.
SPUU-52 (-52) tail rotor pitch

limit system
Switch on the system and check it as directed in Subsection 7.3,

Item (b) of the Flight Manual.
Autopilot
Engage the autopilot and check it as directed in Item 7.19.1 (d)

of the Flight Manual.
AGB-96D (-96) gyro horizon
Switch on the gyro horizon. Make certain that the bank and pitch
indications correspond to the helicopter static ground angles.
Set the pitch angle initial value.
Horizontal situation indicator (HSI)
After the co-pilot has switched on the compass system, check

the horizontal situation indicator for serviceability by pressing
the TEST () button. Make certain that the horizontal
situation indicator displays the helicopter ground static angle.
Set the ADF MW ADF VHF ( ) selector
switch to the ADF MW ( ) position.
Identification system
Switch on the identification system. Check it for serviceability.
Radio altimeter
Switch on the radio altimeter. Check it for serviceability as

directed in Item 7.19.6 (d) of the Flight Manual.
Windshield wiper
Check the wind shied wiper for serviceability as directed in Item

17.12.3 (l) of the Flight Manual.
2.8.2. Co-Pilots Actions

Object of check
Actions taken
Compass system
Switch on the compass system, check it for serviceability as

directed in Item 7.20.1 (d) of the Flight Manual. Prepare the
system for operation in the directional gyro mode.
AGB-96D (-96) gyro horizon
Switch on the gyro horizon. Make certain that the bank and pitch
indications correspond to the helicopter static ground angles.
Set the pitch angle initial value.
Horizontal situation indicator
Check the horizontal situation indicator for serviceability by

pressing the TEST () button. Make certain that the
horizontal situation indicator displays the helicopter ground
static angle. Set the ADF MW ADF VHF ( )
selector switch to the ADF MW ( ) position.
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Object of check
Actions taken
Direction finder
Switch on the direction finder, check and adjust it. Make certain that
the relative bearing pointer on the horizontal situation indicator shows
the direction to the omnirange station (refer to Item 7.20.2 (d) of the
Flight Manual).
Communication radio
Switch on the communication radio, check it for serviceability as

directed in Item 7.22.3 of the Flight Manual.
Windshield wiper
Check the windshield wiper for serviceability as directed in Item

7.2.3 (l) of the Flight Manual.
Autopilot
On a command delivered by the pilot, check for the autopilot

disengagement by the autopilot disengagement button located
on the control stick, after which switch on the roll and pitch
channels.
Flashing beacons (anti-collision flash

lights)
Switch on the anticollision flash lights.
2.8.3. Flight Engineers Actions

Object of check
Actions taken
AC generators, rectifiers
Switch on them on a command delivered by the pilot. Check

voltage as directed in Item 7.11.4 of the Flight Manual.
External power supply
Set the EXT POWER ( ) switch to the OFF

() position. Give a command to the ground personnel to
disconnect the external power supply and make certain that it is
disconnected by reference to extinguishing of the EXT POWER
RECEPT ( ) annunciator.
Inverter, transformer
Place the INV () and ~36V XMTR (- ~36B) selector

switches to the AUTO () position.
Ice protection system of the main

and tail rotors, engines and dust
protection devices
On a command delivered by the pilot, perform the functional

check as directed in Section 7 of the Flight Manual. Switch on
the system at the ambient air temperature of +5 C and below.
Engine gas temperature indicating

system
Check it for serviceability by pressing the 2IA-6 (2-6) AIR

TEST ( 2-6 ) button.
2.8.4. Cabin Attendants Actions

Object of check
Actions taken
Air conditioners (if they are installed

in the helicopter)
On a command delivered by the pilot, check the air conditioners

for serviceability.
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2.9. Taxiing
2.9.1. Preparation for Taxiing
(a) Check Inspection Performed by Pilot Before Taxiing
Object of check
Actions taken
Engines
Make certain that the engines have gained the mode of righthand rotation of the throttle control twist grip.
Dust protection devices
Make certain that they are switched on.
Autopilot
Make certain that it is engaged.
Instruments, gyro horizons, compass

system, automatic direction finder
Make certain that their readings are normal.
Identification system
Make certain that it is switched on.
Red and amber annunciators
Make certain that they are not switched on.
Main rotor speed
Make certain that the main rotor speed amounts to 94 to 95 %.
Air traffic controllers clearance for

taxiing
Receive.
Obstacles along the intended taxiing

line
Wheel brakes
Release the wheel brakes.
Report of the crew members on

readiness for taxiing
Receive.
(b) Check Inspection Performed by Co-Pilot Before Taxiing

Object of check
Actions taken
Instruments, gyro horizon, compass

system
Make certain that their readings are normal.
Automatic direction finder
Make certain that the relative bearing pointer on the horizontal

situation indicator shows the direction to the omnirange station.
Obstacles along the intended taxiing

line
Readiness for taxiing
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(c) Check Inspection Performed by Flight Engineer Before Taxiing

Object of check
Actions taken
External power cable
Make certain that it is disconnected.
Grounding cable
Make certain that it is placed into the seat.
Make certain that the TAIL DOOR OPEN (. )

annunciator is extinguished, the FLIGHT () annunciator
illuminates.
Storage batteries, generators
Make certain that they are switched on.
Engines, rotor drive system hydraulic

system
Make certain that they function normally by reference to the

instrument readings and annunciators.
Fuel boost pumps of the tanks
Make certain that they are switched on and running.
Fuel starting pump
Make certain that it is switched off.
Fuel transfer selector valve
Make certain the selector switch is placed in the AUTO

() position.
Engine electronic control system,

emergency modes
Make certain that the electronic engine controllers are

serviceable and the emergency mode switches are turned on.
Red, amber annunciators
Make certain that they are not switched on.
Report readiness for taxiing to the pilot.
(d) Check Inspection Performed by Cabin Attendant Before Taxiing

Object of check
Actions taken
Make certain that they are closed.
Passengers
The passengers should occupy their seats and fasten the seat
belts.
Lighted signs
Make certain that the FASTEN SEAT BELTS (

), NO SMOKING ( ), EXIT () are
switched on.
Air conditioners (if they are installed

in the helicopter)
If necessary, on permission of the pilot, switch on the air

conditioners.
Report readiness for taxiing to the pilot.
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2.9.2. Taxiing Procedure

(a) General Instructions
Taxiing is carried out on a hard even surface of a site at a speed not exceeding 30 km/h.
If the site status does not allow for taxiing or wind velocity exceeds the tolerable value and if the
main rotor air stream may exert a dangerous effect on the surrounding objects, it is necessary to
execute a hop or takeoff directly from a site on condition of meeting the requirements for the
helicopter tolerable mass and takeoff site parameters.
When taxiing with cross wind, then, to prevent spontaneous turn of the helicopter in the wind, it is
necessary to counteract a turn by respective displacement of the pedals, and a roll by pushing
the control stick wind ward.
WARNING: 1. AT THE OUTSIDE AIR TEMPERATURE OF MINUS 5 C AND BELOW AND IN
THE ABSENCE OF ICING, TAXIING IN THE SNOWING CONDITIONS AND ALSO
OVER A SNOW-COVERED SURFACE, SHOULD BE CARRIED OUT WITH THE
ENGINE ANTI-ICING SYSTEM BEING SWITCHED OFF. IN THIS CASE, THE
ENGINE ANTI-ICING SYSTEM IS SWITCHED ON BEFORE TAKEOFF.
2. TURN ON THE SPOT RELATIVE TO ONE WHEEL IS PROHIBITED.
(b) Taxiing Modes
To execute taxiing, proceed as follows:
make certain that the throttle control twist grip is placed in the right position and the main rotor
speed amounts to 94 to 95 %;
to execute taxiing, it is necessary to increase the main rotor pitch by 1 or 2 and, gradually
pushing the control stick, proceed to forward motion;
at the beginning of the helicopter motion, check the brakes for serviceability;
control the taxiing speed by the control stick, collective pitch control lever and wheel brakes.
Make the turns at taxiing by gradually displacing the pedals. Do not make the turns with small radius at the
increased speed, at the energetic turns, the helicopter tends to skidding and overturning. On appearance
of skidding and overturning tendency, it is necessary to decrease the engine power. At the same time,
keeping the helicopter from banking by pushing the control stick in the direction opposite to a bank,
gradually displace the pedals towards "skidding" and stop the helicopter.
If it is impossible to execute taxiing without skidding, for example, on ice-covered ground or on
ice with crosswind, it is necessary to execute a hop.
To stop the helicopter at taxiing, it is necessary to decrease the main rotor pitch (move the
collective pitch control lever all the way down), pull the control stick to the position close to the
neutral one and, if necessary, apply the brakes.
WARNING: 1. NEVER USE THE MAIN ROTOR FOR BRAKING (BY PULLING THE CONTROL
STICK BEHIND THE NEUTRAL POSITION) AT THE MINIMUM COLLECTIVE
PITCH OF THE MAIN ROTOR.
2. DO NOT MOVE THE THROTTLE CONTROL TWIST GRIP TO THE LEFT SINCE
THIS MAY LEAD TO THE MAIN ROTOR SPEED DECREASE LESS THAN 88 %
AT WHICH THE AC GENERATORS GET CUT OFF.
CAUTION: ON APPEARANCE OF THE INCREASING OSCILLATIONS OF THE HELICOPTER
AT TAXIING, IMMEDIATELY DECREASE THE MAIN ROTOR COLLECTIVE
PITCH TO THE MINIMUM ONE, MOVE THE THROTTLE CONTROL TWIST GRIP
FULLY TO THE LEFT. IF THE OSCILLATIONS DO NOT CEASE OR INCREASE,
IMMEDIATELY SHUT DOWN THE ENGINES AND STOP THE HELICOPTER.
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2.10. Takeoff
2.10.1. General Instructions
Before takeoff, the pilot shall receive the report from the crew members on readiness for takeoff.
The rolling types of takeoff can be executed by the helicopter:
The category B helicopter:
vertical takeoff with the use of the ground effect, after hovering acceleration or start of the
acceleration in the ground effect at an altitude less than 1 m (3.5 ft) from the ground to the
landing gear wheels;
takeoff with short run run to a speed not exceeding 30 km/h (15 kt), the helicopter unstick and further
acceleration in the ground effect with simultaneous climb.
The category A helicopter:
vertical takeoff with the use of the ground effect on an airstrip, after hovering acceleration or
start of the acceleration in the ground effect at an altitude less than 3 m (10 ft) from the ground
to the landing gear wheels;
vertical takeoff from a ground site or raised site limited in dimensions a vertical takeoff at which
the helicopter does not hover at the upper point (the check decision point), but goes from the
vertical climb condition to acceleration.
In each particular case, a takeoff technique is determined by the pilot, proceeding from the helicopter
category and takeoff mass, dimensions and status of a site, presence of obstacles on the takeoff course
as well as the weather conditions in the takeoff area.
Execute a vertical takeoff, with the roll, pitch and yaw channels of the autopilot being switched on.
At a takeoff with a short run, only the roll and pitch channels should be switched on. For the
purpose of practice, it is permissible to execute a flight with the autopilot being disengaged.
It is permissible to execute the takeoffs, hoverings, hovering turns, displacements and flights at the
low altitudes near the ground at the wind velocities not exceeding the values indicated in Section 1
Whenever possible, it is necessary to execute the takeoffs, hoverings and displacements into the
wind near the ground.
At a takeoff with crosswind, it is necessary to counteract the helicopter drift by deflecting the
control stick windward.
A takeoff with right crosswind is more complicated and needs a special alertness.
Do not execute a downwind takeoff.
Execute all types of takeoff and flights at the extreme low altitudes near the ground in such a way
as to avoid the helicopter staying in the "altitude-speed" dangerous areas determined from the
conditions of ensuring a safe landing in case of a failure of one engine.
The minimum dimensions of landing sites should comply with the recommendations laid down in Section 1
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2.10.2. Hovering, Turns, Displacements at Extreme-Low Altitude Flight

Each time before a takeoff, the pilot shall execute a check hovering with a view to checking the
power plant operation, helicopter control serviceability, correct determination of the helicopter
takeoff mass and center of gravity position, determination of takeoff type.
To execute hovering, proceed as follows:
make certain that the instrument readings are normal;
establish a radio contact with the command post and request clearance for executing the check
hovering;
make certain that the throttle control twist grip is placed in the rightmost position, and the main
rotor speed amounts to 94 to 95 %. If necessary, set the assigned speed of the main rotor by
resetting of the selector switch;
whenever possible, set the helicopter into the wind;
gradually increasing the main rotor collective pitch, lift off the helicopter, climb to the required hovering
height, keep the helicopter from turns and banks, avoid decreasing the main rotor speed below 92 %.
The engine takeoff power should be set for at least 5 s which ensures maintaining the main rotor
speed within 94 to 92 %.
The pilot determines gaining of the takeoff power by reference to decrease in the main rotor
speed to 94 to 92 %, engine gas generator rotational speed and by reference to the power
setting indicator.
CAUTION. DURING LIFTOFF, THE HELICOPTER TENDS TO MOVE FORWARD AND TO THE
LEFT, WHICH SHOULD BE TIMELY COUNTERACTED BY DEFLECTING THE
CONTROLS AND TRIM OUT THE ARISING FORCES ON THE CONTROL STICK
BY FREQUENTLY PRESSING THE AUTOTRIM SYSTEM BUTTON FOR A SHORT
TIME.
At an altitude not below 3 m (10 ft), determine the engine power rating and make certain that:
the power margin is available to execute hovering (a hop, displacement);
the power rating difference and oscillation of the engine instrument pointers do not exceed the
tolerable limits;
the directional control margin is sufficient (the pedals are released);
the helicopter center of gravity position is within the tolerable limits (by reference to the control stick
position and presence of the control stick travel margin).
In the helicopter fails to reach a hovering altitude of 3 m (10 ft) at the takeoff power rating, land the
helicopter, decrease its flight mass and repeat the check hovering.
Make the hovering turns by gradually deflecting the pedals in the desired direction at the angular rate
not exceeding 12 o/s, keep the helicopter from displacement by the control stick.
When varying the turn direction, the pedal complete travel should be executed during at least 3 s. When displacing
the pedals at the high rate, the increased loads occur on the tail rotor, rotor drive system and tail boom.
NOTE. When making a right turn, the helicopter tends to decrease an altitude because of the main
rotor speed reduction and when making a left turn the helicopter tends to climb.
In this case, it is necessary to hold the constant altitude by the collective pitch-throttle control lever.
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Execute the hops and displacements near the ground when the soil status does not allow taxiing.
When executing the hovering turns, displacements and hops at the ground, proceed as follows:
take the wind velocity and direction into account. At the wind velocity up to 10 m/s (20 kt) a
hovering displacement may be executed in any direction, turning through 360. At the wind
velocity more than 10 m/s (20 kt), execute the hovering and displacement only into the wind;
avoid the forward speed more than 10 km/h (5 kt) during backward and sideward displacement
and at the tail wind velocity more than 5 m/s (10 kt), execute the backward displacement at the
speed not more than 5 km/h (25 kt);
have the necessary altitude margin, avoiding the helicopter getting into the dangerous "altitudespeed" zones.
During hovering, hops and displacements, determine the altitude and speed visually relative to
the ground, checking the altitude against the altimeter.
CAUTION. AT THE OUTSIDE AIR TEMPERATURE ABOVE +35 c, TO EXCLUDE QUICK RISE
OF OIL TEMPERATURE IN THE ENGINES AND IN THE MAIN GEARBOX, AVOID THE
LONG (IN TIME) HOVERINGS, DISPLACEMENTS AND FLIGHTS AT THE LOW
SPEEDS. IN CASE OF RISE OF OIL TEMPERATURE IN THE ENGINES OR MAIN
GEARBOX TO THE MAXIMUM ALLOWABLE VALUES, DEPENDING ON THE
SITUATION AND MISSION ASSIGNED, EXECUTE THE HELICOPTER TOUCHDOWN
OR TRANSFER THE HELICOPTER TO A TRANSLATION FLIGHT WITH CLIMB,
INCREASING THE SPEED TO 120 KM/H (65 KT) AND OVER. WHEREVER POSSIBLE,
START HOVERING AT THE INDICATED OUTSIDE AIR TEMPERATURES, WITH THE
OIL TEMPERATURE IN THE ENGINES AMOUNTING TO 70 TO 80 C.
2.10.3. Vertical Takeoff of Helicopter, Categories A and B, with the Use of Ground Effect
A vertical takeoff of the category B helicopter with acceleration in the ground effect is executed
when the helicopter hovers at the altitude of at least 3 m (10 ft) above the ground at the takeoff
power rating of the engines.
The maximum allowable takeoff mass of the helicopter for takeoff and acceleration in the ground
effect is determined from the nomograms shown in Figs 1.5 and 1.6, Section 1 of the Flight
Manual.
To execute a takeoff, proceed as follows:
arrange the helicopter, if possible, into the wind;
gradually increasing the main rotor collective pitch, lift off the helicopter and execute a check
hovering;
make certain that the engine instrument readings are normal, the hovering altitude and power
margin are sufficient for accelerating the helicopter;
descend to an altitude of 1 m (3.5 ft);
gradually pushing the control stick forward, transfer the helicopter to acceleration with
simultaneous increase in the engine power up to the takeoff one, avoiding decreasing the main
rotor speed below 92 %.
Accelerate the helicopter with simultaneous climb so that its speed reaches 60 to 70 km/h (35 to 40 kt)
at an altitude of 15 m (50 ft) above the ground.
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Proceed with the further climb till passing over the obstacles at the indicated airspeed of 60 to
70 km/h (35 to 40 kt) without varying the engine power rating. After passing over the obstacles, it
is necessary to set the speed for best rate of climb and decrease the engine power rating.
A vertical takeoff with acceleration in the ground effect is the basic type of takeoff of the category
A helicopter from an airstrip.
The maximum allowable takeoff mass of the helicopter is determined from the nomogram shown
in Figure 1.2, Section 1 of the Flight Manual. In case of a failure of one engine at the critical
decision point and after it, this takeoff mass ensures the continued takeoff of the helicopter (refer
to the takeoff path diagram shown in Figure 1.8, Section 1 of the Flight Manual).
The critical decision point altitude is determined from the chart shown in Figure 4.3, Section 4 of
the Flight Manual.
arrange the helicopter, wherever possible, into the wind;
gradually increasing the main rotor collective pitch, lift off the helicopter and execute the check
hovering;
make certain that the engine instrument readings are normal, the engine power rating is less
than the takeoff one, the power margin is sufficient for accelerating the helicopter;
set a hovering altitude of 3 m (10 ft);
gradually pulling the control stick backward, transfer the helicopter to acceleration with
simultaneous increase in the engine power rating up to the takeoff one, avoiding the main
rotor speed below 92 %.
The helicopter is accelerated with simultaneous climb so that its speed reaches 50 to 55 km/h
(25 to 30 kt) at the altitude of 15 m (50 ft) above the ground and 85 to 90 km/h (45 to 50 kt) at the
altitude of 25 m (80 ft).
After passing over the obstacles, set the speed for best rate of climb and decrease the engine
power rating.
2.10.4. Vertical Takeoff of Category A Helicopter from Site Limited in Dimensions

A site limited in dimensions may be on the ground (on marshy land, water surface) or raised (a
drilling rig, building roof, etc.).
The maximum allowable takeoff mass is determined from the nomogram shown in Figure 1.2,
Section 1 of the Flight Manual and then it should be decreased by 1700 kg (3750 lb) at takeoff
from a ground site and by 1200 kg (2650 lb) at takeoff from a special site raised by 25 m above
the local environment.
A vertical takeoff technique is recommended for a site limited in dimensions, at which the
helicopter does not hover at the upper point, but goes to acceleration from a vertical climb (refer
to Figure 1.7 of the Flight Manual).
arrange the helicopter, wherever possible, into the wind;
execute the check hovering;
touchdown the helicopter;
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gradually set the main rotor collective pitch of 4 to 5, then, quickly increasing the collective
pitch at a rate of 4 to 5 set the takeoff power rating of the engines and proceed to a vertical
climb, avoiding the main rotor speed drop below 92 % and counteracting the helicopter
deviation by the controls.
Upon climbing an altitude of 10 m (35 ft) above a raised site and an altitude of 20 m (65 ft) above
a ground site, gradually push the control stick forward and accelerate the helicopter in climbing.
2.10.5. Short Takeoff of Category B Helicopter

Wherever possible, execute a short takeoff from the dust-covered, sand-covered and snowcovered aerodromes and sites.
The maximum allowable mass of the category B helicopter at a short takeoff is determined from
the nomograms shown in Figs 1.5 and 1.6, Section 1 of the Flight Manual.
To execute a short takeoff, proceed as follows:
accomplish the check hovering at an altitude ensuring the ground visibility and make certain
that the engine power rating is not a takeoff one;
relieve the control stick pressure by adjusting the trim control;
touch down the helicopter, decrease the main rotor collective pitch to a value allowing the
helicopter to stably stand on the ground;
pushing the control stick forward and gradually increasing the collective pitch, run the
helicopter to a speed up to 20 to 30 km/h (10 to 15 kt).
Upon breaking out a dust (snow) cloud, proceeding with further increase in the collective pitch (up to the
takeoff power rating of the engines) and pulling the control stick backward, lift off the helicopter. During
a takeoff run, the helicopter tends to raise first the main landing gear wheels, then the nose wheel off
the ground.
Counteract this tendency at the liftoff moment by respectively pulling the control stick backward.
Upon liftoff, go to acceleration with simultaneous climb.
Counteract the lateral and longitudinal trim variations and helicopter tendency to the altitude loss at the
moment of energetic acceleration by respectively deflecting the controls.
Upon passing over the obstacles, having the altitude margin of at least 10 m (35 ft), it is
necessary to accelerate the helicopter to the speed for best rate of climb.
2.10.6. Takeoff in Perceivable Noise Limitation Conditions

In the perceivable noise limitation conditions, it is necessary to select the takeoff direction, if possible,
so that a flight is executed away from the inhabited localities, industrial and agricultural enterprises
(especially the livestock and poultry farms), densely-trafficated roads, recreation zones and other
crowded areas.
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2.11. Climb
After takeoff, set the required climb condition and switch off the dust protection devices.
Climb (to the required flight level) in conformity with the established traffic pattern at the given
aerodrome.
Upon gaining the steady climb condition, perform the operations on monitoring and control of the
power plant, systems and equipment of the helicopter specified in Section 7 of the Flight Manual
for the climb procedure.
At the transition altitude, set the pressure scale of the pressure altimeters (foot-graduated
altimeters) to 760 mm Hg (1013.25 mb).
During flights at the low altitudes below the lower flight level, upon leaving the traffic circuit, set
the minimum pressure en route, reduced to the sea level.
The pressure scale is converted in the following sequence: the co-pilots pressure scale is
converted first, then, upon the co-pilots report and interception of the course the pilots one.
During the visual (contact) flights, after climbing to the assigned altitude, set the radio altimeter
selector to the value corresponding to 80 % of the absolute safe altitude. If the alert altitude
selector of the radio altimeter cannot be set to such a value, it is necessary to set it to the
maximum value (300 m (1000 ft)).
During a long climb, it is necessary to take account of the maximum time of continuous operation of the
engines at the power ratings over the maximum continuous one and the minimum time between the
repeated accelerations to these power ratings.
The oxygen equipment is used in compliance with the recommendations laid down in Section 7
Execute a climb at the main rotor speed of at least 92 %.
While climbing, all members of the crew should observe the airspace in their sectors of view,
report the pilot on the air vehicles (obstacles) in sight.
When climbing, the difference in rotational speed of the engine gas generators should not
exceed 2 %.
If the said difference exceeds 2 % and in case of operation of the gas temperature limiter it
amounts to more than 3 %, it is necessary, slightly and gradually varying the collective pitch,
change over to the other power rating of the engines at which the mentioned difference does not
exceed the indicated value.
Upon climbing to the assigned altitude, level off the helicopter, set the assigned airspeed and
simultaneously set engine power rating corresponding to the assigned speed of the flight.
2.11.2. Climb Conditions

Depending on the helicopter flight mass and altitude, a climb is executed within the speed range
indicated in Table 1.1, Section 1 of the Flight Manual.
For obtaining the maximum rate of climb, it is recommended to climb at the speed for best rate of
climb.
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The characteristics of the rate of climb at maximum continuous power rating of the engines versus
the flight speed and flight mass of the helicopter are presented on the charts of Figure 49 in Section
4 of the Flight Manual.
Time of climb, fuel consumption and distance flown are indicated in Table 9.2 of Section 9 of the
Flight Manual.
If necessary, a climb may also be executed at the other power ratings of the engines up to the
takeoff one.
The engine power rating is set by the pilot against the engine setting power indicator.
NOTE. The engine power rating is determined against the engine power indicator upon reaching the
maximum allowable rotational speed of the gas generators or gas temperature.
Upon reaching the maximum allowable rotational speed of the gas generators or gas
temperature, the power ratings are set and checked by reference to the parameter, first to
reach the maximum permissible value.
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2.12. Cruising Flight

During a level flight, perform the operations on monitoring and control of the power plant,
systems and equipment of the helicopter specified in Section 7 of the Flight Manual for executing
a cruising flight.
2.12.2. Cruising Flight Conditions

A level flight is executed, depending on the flight mass and flight altitude in the speed range indicated in
Table 1.1, Section 1 of the Flight Manual. Maintain the flight altitude above 2700 m (8850 ft) with due
regard for the airborne altimeter table data.
The turns and 360 banked turns are made at the angles of bank indicated in Section 1 of the
Flight Manual.
Execute the prolonged en-route flights at the cruise speed (refer to Section 4 of the Flight
Manual).
With the environmental conditions varying, it is necessary to update the design parameters of a
cruising flight.
If, when executing the visual flights, the aural and light warning system of the radio altimeter
selected altitude has operated, climb till cessation of the warning system functioning. Check the
pressure altimeter readings and estimate, considering the terrain relief, correspondence of the
pressure altimeter readings to the radio altimeter readings. Check for correct setting of pressure
of the pressure altimeters.
When in flight, the flight engineer shall continuously check the quantity of fuel in the tanks,
regularly checking it and reporting the pilot on the remaining fuel every 15 to 20 minutes of flight.
Every 30 minutes of flight, the flight engineer shall check the charge current of each battery,
which should be not more than 10 A.
When in flight, the cabin attendant shall check for absence of fuel and oil leakage, smoke, smell
of burning, report the pilot over the intercom on the inspection results and the state of health of
the passengers.
All the power ratings of the power plant should be within the limits indicated in Section 7 of the
Flight Manual.
Execute the flights under icing conditions in compliance with the requirements laid down in
Subsections 2.21 and 7.12 of the Flight Manual.
At the transition regimes, eliminate the tendency to deviation in roll, pitch and yaw by
respectively displacing the control stick and pedals and trim out the control force pressure by
frequently pressing the autotrim system button for a short time.
To exclude the helicopter oscillating motions before pressing the button, do not apply the great
efforts to control stick and also do not execute the transition regimes when the autotrim system
button is pressed.
CAUTION! TO PRECLUDE FORMIDABLE LOADS ON THE TAIL BOOM IN FLIGHT AT THE
OUTSIDE AIR TEMPERATURES OF MINUS 25 C AND BELOW, AT THE SPEEDS
OF 150 KM/H (80 KT) AND HIGHER, AVOID DISPLACEMENT OF THE PEDALS
THROUGH MORE THAN ONE-HALF THE TRAVEL FROM THE BALANCE POSITION.
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2.12.3. Peculiarities of Helicopter Behaviour at High Altitudes and Speeds

When flying the helicopter at the high altitudes and speeds, avoid sharp and significant (in value)
deflection of the control elements, maintain the main rotor speed within 94 to 95 %. Decrease in
the rotational speed of less than 94 % causes excessive vibration.
At flight speeds approaching the maximum ones, excessive vibration may take place. When the
autopilot is disengaged, the helicopter dynamic stability decreases, which demands more
frequent actions by the control elements to maintain the selected regime.
2.12.4. Peculiarities of Helicopter Behaviour at Low Speeds

In the area of low speeds (from hovering up to 50 to 60 km/h (25 to 35 kt)), transition to flight at
the higher speed requires considerable deflection of the control stick when it is pushed forward,
during the further increase in the level flight speed the required deflection of the control stick
when it is pushed forward decreases.
It is necessary to avoid the prolonged flights at the speeds of 20 to 50 km/h (10 to 25 kt) since
they are accompanied by excessive vibration of the helicopter structure and intermittent readings
of the speed indicators.
2.12.5. Peculiarities of Piloting in Turbulent Atmosphere

In the severe turbulence (bumpiness) conditions, the indicated airspeed may vary within 20 to 30 km/h
(10 to 15 kt), the heading within 4 to 6, the rate-of-climb indicator readings are intermittent.
When getting in these conditions, it is necessary to change the flight altitude so as to get out of
the severe turbulence zone.
When piloting in the severe turbulence conditions, avoid sharp changes of the helicopter attitude
with pitching, make the banked turns of not more than 20. It is not necessary to strive for
maintaining the assigned flight regime in speed and altitude. The piloting should be carried out
by reference to the gyro horizon readings at the indicated airspeed of 160 to 180 km/h (85 to
100 kt) to the altitude of 2000 m (6550 ft) and at the indicated airspeed by 15 to 30 km/h (8 to
15 kt) less than the maximum flight speed at the altitude above 2000 m (6550 ft).
When flying the helicopter in severe turbulence conditions, switch off the autopilot altitude
channel. In case of jerky travel of the pedals, switch off the jaw channel.
2.12.6. Holding Flight

Execute a holding flight at the altitude indicated by the air traffic controller.
The maximum continuous flight in the holding area at which the minimum hourly consumption of
fuel is gained corresponds to a speed of 120 km/h (65 kt).
2.12.7. Flights in Perceivable Noise Limitation Conditions

The noise reduction is reached at the expense of maximum distance of the helicopter from the
perceivable noise area. With a view to precluding the noise effect on people, animals and birds,
avoid flying over their concentration areas at the altitudes below 150 m (500 ft).
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2.13. Descent and Landing

The helicopter allows for execution of the following types of descent:
vertical power-on descent;
power-on descent in a slant path;
autorotation descent.
The power-on descent in a slant path is the basic type of descent and is executed in conformity
with the established traffic pattern at the given aerodrome or by the ATC controllers instruction.
At descent, perform the operations on monitoring and control of the power plant and the
helicopter equipment, specified in Section 7 of the Flight Manual.
During a level flight, set the pressure on the pressure altimeters (foot-graduated altimeters) at the
transition level in compliance with the directions laid down in Section 7 of the Flight Manual in the
following sequence: pilot, co-pilot.
The co-pilot shall slave the compass system in the magnetically slaved mode, then again set the
directional gyro mode. The descent time, fuel consumption, distance flown are indicated in
Section 9 of the Flight Manual.
2.13.2. Descent Conditions

During power-on glide at the forward speed of at least 50 km/h (27 kt), avoid vertical rate of
descent more than 4 m/s (800 ft/min), and during vertical descent the rate of descent more
than 3 m/s (600 ft/min).
In case of spontaneous increase in vertical rate of descent more than tolerable one, it is
necessary to decrease it by gradually increasing the collective pitch; in so doing, check the main
rotor speed, avoiding its drop below 92 %.
If the rate of descent does not decrease at the engine takeoff power, it is necessary to change
over to flying with forward speed being increased.
From an altitude of 10 m (35 ft), it is necessary to gradually decrease the rate of descent so that
it does not exceed 0.2 m/s (40 ft/min) by the time of touchdown.
If possible, execute vertical descent near the ground into the wind, avoiding displacements,
turns, especially at the touchdown instant.
At the power-on descent in a slant path (at the forward speed), it is necessary to maintain the
main rotor speed within the tolerable limits by varying the main rotor collective pitch.
The recommended main rotor speed is (952) %.
The recommended forward speed of descent at the altitudes below 2000 m (6550 ft) 120 to 180 km/h
(65 to 100 kt), vertical rate 3 to 5 m/s (600 to 1000 ft/min).
NOTES: 1. If the gas generator rotational speed varies due to operation of the air bleed valves, it
is necessary to change the engine power rating to cease periodical opening and
closing of the valves.
2. When gliding, avoid decreasing the main rotor collective pitch with energetic forward
speed bleed off at the same time since this is accompanied by short-time increase of
the main rotor speed. In this case, the forward speed bleed off should be so that the
main rotor speed does not fall outside the tolerable limits.
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Execute a power-on descent in the main rotor autorotation, with engines operating, as the need
arises to quickly decrease the flight altitude.
To execute a power-on descent in the main rotor autorotation, with engines operating, proceed
as follows:
decrease the collective pitch to the minimum value and make certain that the main rotor speed
lies within the limits shown in Figure 1.3;
deflecting the respective control elements, counteract the helicopter tendency to turn to the
right and go into a dive;
maintain the main rotor speed within the tolerable limits by varying the collective pitch control
lever position.
It is recommended to execute an autorotation descent as follows:
at an altitude of 2000 m (6550 ft) and above at the speeds of 100 to 120 km/h (55 to 65 kt);
at an altitude below 2000 m (6550 ft) at the speeds of 120 to 190 km/h (65 to 105 kt).
The speed corresponding to the maximum descent range at the altitudes below 2000 m (6550 ft)
is 180 to 190 km/h (100 to 105 kt).
A vertical rate of descent depends on the selected forward speed, flight mass and outside air
temperature.
The minimum vertical rate of descent corresponds to the descent forward speed of 110 to
150 km/h (60 to 80 kt) and amounts to 9 to 10 m/s (1800 to 2000 ft/min).
Make the turns at descent at a bank of not more than 20.
The helicopter coming out of rotation is effected by gradually increasing the main rotor collective
pitch.
The rate of the collective pitch control lever movement upward should be so that the main rotor
speed does not drop below 92 %.
Descent in turbulent atmosphere.
A descent in turbulent atmosphere is executed with due regard for the peculiarities indicated in
Item 2.12.5 of the Flight Manual.
Descent in icing conditions.
To ensure normal functioning of the engine and dust protection device ice protection system in
the icing conditions, if necessity arises for a prolonged descent at a vertical rate of more than
2 m/s (400 ft/min), it is necessary every 5 minutes of continuous descent, increasing the engine
power rating, to decrease the vertical rate of descent to 2 to 1 m/s (400 to 200 ft/min) for at least
5 minutes, with subsequent, if necessary, continuation of descent at a greater vertical rate.
2.13.3. Landing Approach

In the process of landing approach, the crew members shall perform the operations on monitoring and
control of the power plant, systems and equipment of the helicopter, specified in Section 7 of the Flight
Manual for the given stage of flight.
When entering the aerodrome area, it is necessary to inform the air traffic controller on the helicopter position,
flight altitude and receive the data on descent and landing from the controller. Execute the landing approach
in the aerodrome area in conformity with the visual landing approach pattern approved for the given
aerodrome.
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At the traffic pattern altitude, considering the terrain relief, estimate correspondence of the pressure
altitude readings with the radio altimeter readings and check the radio altimeter serviceability by the
built-in test facility.
When approaching the landing sites where the air traffic control is not provided, execute a flight
for inspection of a site and determine its status from air and fitness for landing. The
recommended visual circuit flying altitude is 200 m (650 ft). Upon passing over a site, turn on
crosswind leg. Turn on downwind leg during a level flight so that the traffic circuit width amounts
to 1500 to 2000 m (4920 to 6560 ft). Upon passing over a beam of the landing site, decrease the
speed to 140 to 150 km/h (75 to 80 kt). With the touchdown point being at an angle of 45 from
behind, turn on base leg and begin with letdown at a rate of 2 to 3 m/s (400 to 600 ft/min). Turn
on final so as to enter the final approach at the altitude not below 100 m (330 ft). In the process
of turn, take account of the wind direction. Correct the rollout on the runway heading in direction
by varying the bank value.
2.13.4. Landing
2.13.4.1. General Instructions
The helicopter allows the following types of landing:
The category B helicopter:
vertical landing with the use of the ground effect speed bleed off till hovering at the altitude
of 2 to 3 m (7 to 10 ft) from the ground to the landing gear wheels and subsequent vertical
descent till touchdown;
short landing speed bleed off at run after touchdown.
The category A helicopter:
vertical landing with the use of the ground effect on an airstrip speed bleed off till hovering
at an altitude of 2 to 3 m (7 to 10 ft) from the ground to the landing gear wheels and
subsequent vertical descent till touchdown;
landing on a ground site or raised site limited in dimensions speed bleed off till hovering at
an altitude of 2 to 3 m (7 to 10 ft) from the ground to the landing gear wheels and subsequent
vertical descent till touchdown.
The type of landing, depending on the location and nature of site (dimensions, state of soil, height of
obstacles in the site approach areas and location height), the helicopter landing mass and weather
conditions near the ground, is determined by the pilot.
Execute a vertical landing, with the roll, pitch and yaw channels of the autopilot being switched
on. Execute a short landing, with the yaw channel being switched on.
All the types of landing are executed, wherever possible, into the wind. A downwind landing is
PROHIBITED.
The wind limitations (in velocity, direction) are indicated in Section 1 of the Flight Manual.
Before landing, switch on the dust protection devices. Correct the landing calculation by varying
the forward and vertical speeds.
In the process of deceleration and hovering, it is necessary to trim out the control stick force by
pressing periodically the trim switch. Before hovering the helicopter near the ground, it is
necessary to counteract the helicopter tendency to increasing the pitch angle, turn and turning
to the left by pushing the control stick forward and to the right. Failure to fulfil this requirement
may lead to displacement of the helicopter backward or rough landing.
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When executing a crosswind landing, it is necessary to counteract the tendency to

displacement by deflecting the control stick into the wind. When the helicopter touches down,
avoid its lateral displacements, especially to the left.
Counteract the turn tendency by deflecting the pedals.
NOTE. At all types of landing, with a view to increasing the landing safety in case of an engine
failure, decrease the forward speed (decelerate the helicopter) so that at an altitude of
5 to 3 m (15 to 10 ft) the speed amounts to 40 to 20 km/h (20 to 10 kt).
Before landing at an aerodrome or site where the atmospheric pressure is less or the
outside air temperature is higher than at the takeoff point, make certain that the SPUU-52
(-52) tail rotor pitch limit system is serviceable.
In this case, the indicator movable index should be closer to extreme left position than
at takeoff.
In the poor visibility conditions, the landing lights may be switched on before landing at the pilots
discretion.
2.13.4.2. Vertical Landing with the Use of Ground Effects

Landing with the use of the ground effect is the basic type of landing for the category B
helicopter.
The helicopter maximum permissible landing mass is determined from the nomograms shown
in Figs 1.5 and 1.6, Section 1 of the Flight Manual.
Execute the helicopter letdown at the speed of 80 to 70 km/h (45 to 40 kt) at the vertical rate of
2 to 4 m/s (400 to 800 ft/min). Change over to the said speeds from an altitude of 100 m
(330 ft).
At the headwind, the descent may be executed at the higher forward speed and lower rate.
It is necessary to begin with decrease in the rate and forward speed at the altitude of 20 to
10 m (65 to 35 ft) relative to the touchdown point.
It is necessary to increase the collective pitch gradually, avoiding the main rotor speed drop
below 92 % and so that at the speed less than 40 km/h (20 kt), the rate of descent amounts to
1.5 to 2 m/s (300 to 400 ft/min). Beginning with the altitude of 10 to 5 m (35 to 15 ft), gradually
displacing the control elements, it is necessary to finally bleed off the forward speed and rate
so as to hover the helicopter at the altitude of 2 to 3 m (7 to 10 ft).
It is necessary to decrease the rate of descent as the helicopter approaches the ground so that
by the time of touchdown the rate amounts to not more than 0.2 m/s (40 ft/min).
To go around, it is necessary to increase the main rotor collective pitch, avoiding the main rotor
speed drop below 92 % then, pushing the control stick forward, accelerate the helicopter to the
required forward speed and go into a climb.
A vertical landing with the use of the ground effect is the basic type of landing on an airstrip for
the category A helicopter.
The helicopter maximum permissible landing is determined from the nomogram shown in
Figure 1.2, Section 1 of the Flight Manual.
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A letdown should be executed at descent angle of 101, ensuring the safe prolonged
landing on an airstrip or site in case of an engine failure in the descent path.
To maintain a descent angle within 101, the necessary equipment should be installed at
the aerodromes (on the sites). In this case, execute the landing approach and landing in
conformity with the given equipment operating rules.
In the absence of the equipment required to maintain the preset angle of decent at the
aerodromes (on the sites), it is recommended to apply a line of sight on the windshield in the
pilots field of view, which corresponds to the middle center of gravity and install a leaf sight on
the glareshield of the pilots. instrument panel
During preparation for flight, the pilot shall adjust the seat in height so that sight passes through
the upper edge of the leaf sight and line of sight on the windshield.
Upon the turn on final to the altitude of 100 m (330 ft), execute a descent at the speed of 100
to 120 km/h (55 to 65 kt) at a rate of 2 to 3 m/s (400 to 600 ft min).
At the altitude of 100 m (330 ft), decrease the speed to 80 to 75 km/h (45 to 40 kt), level off the
helicopter till alignment of the upper end sight or with the site center and the line of sight on the
windshield with a touchdown point on the airstrip.
The position of the conventional "pilots eyes leaf sight line of sight on the windshield
touchdown point" line during the landing approach is shown in Figure 2.2.
Upon alignment of the leaf sight and line of sight with the touchdown point on the airstrip or with
the site center, place the helicopter in a descent, maintaining the airspeed within 80 to 75 km/h
(45 to 40 kt).
The pilot shall set the rate of descent and maintain it so that the conventional "pilots eyes
leaf sight line of sight on the windshield" line passes through the touchdown point on the
airstrip or through the landing site center (in the no-wind conditions, it amounts to about 4 m/s
(800 ft/min). Maintain the indicated descent condition to the altitude of 30 m (100 ft).
At the altitude of 30 m (100 ft), increasing the pitch angle not more than by 8 to 10 (so that the
helicopter nose does not cover the site), decrease the forward speed and rate of descent.
From the altitude of 20 to 15 m (65 to 50 ft), increasing the collective pitch, decrease the rate of
descent and hover the helicopter above the touchdown point at the altitude of 2 to 3 m (7 to
10 ft), avoiding the main rotor speed drop below 92 %. Simultaneously with increasing the
collective pitch, create the landing position of the helicopter.
Execute the vertical descent and touchdown of the helicopter at a rate of not more than 0.2 m/s
(40 ft/min).
2.13.4.3. Short Landing of Category B Helicopter

A short landing is executed on the sites covered with dust, sand and snow.
A landing may be executed at the aerodromes or on an even site checked in the previous flights,
providing the safe approach, touchdown and run.
The maximum permissible mass of the helicopter at a short landing is determined from the
nomograms shown in Figs 1.5 and 1.6, Section 1 of the Flight Manual.
Let down the helicopter at the airspeed of 60 to 70 km/h (35 to 40 kt) at the rate of 2 to 4 m/s
(400 to 800 ft/min). Change over to the indicated rates of descent from the altitude of 100 m
(330 ft).
A headwind descent may be executed at the higher forward speed and lower rate.
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It is necessary to begin decreasing the forward speed and rate at the altitude of 50 to 40 m (165 to
130 ft) by gradually increasing the main rotor collective pitch, avoiding the main rotor speed drop
below 92 % so that the engine power rating is close to the takeoff one at the altitude of about 5 m
(15 ft), and the forward speed amounts to 20 to 40 km/h (10 to 20 kt) relative to the ground.
At the altitude of 10 to 5 m (35 to 15 ft) from the ground to the landing gear wheels, it is necessary to
push the control stick forward so as to have the helicopter inclined at the landing angle and avoid the tail
boom touching the ground. It is necessary to land the helicopter gradually first with its main wheels, then
the nose ones.
At the low altitude near the ground the collective pitch is increased more energetically so that the
helicopter touches down at the rate of not more than 0.2 m/s (40 ft/min) and at the forward speed
of 5 to 30 km/h (2.5 to 15 kt).
If energetic deceleration is required after touching down, it is necessary to pull the control stick
backward through 1/3 of its travel from the neutral position, without decreasing in this case the
collective pitch, and apply the wheel brakes. After stopping the helicopter, it is necessary to set
the control stick to the neutral position, decrease the main rotor collective pitch and completely
shift the throttle control twist grip to the left to avoid the main rotor starting.
WARNING: 1. SHOULD THE "GROUND RESONANCE" OCCUR DURING THE HELICOPTER RUN,
DECREASE THE MAIN ROTOR COLLECTIVE PITCH IMMEDIATELY TO THE MINIMUM
VALUE, COMPLETELY SHIFT THE THROTTLE CONTROL TWIST GRIP TO THE LEFT,
THEN SHUT DOWN THE ENGINES.
2. DO NOT PULL THE CONTROL STICK BEHIND THE NEUTRAL POSITION IF THE
COLLECTIVE PITCH IS LESS THAN 3 AGAINST THE COLLECTIVE PITCH
INDICATOR TO KEEP THE MAIN ROTOR BLADE TIPS FROM HITTING THE
TAIL BOOM.
3. DURING A CROSSWIND LANDING, IT IS NECESSARY TO KEEP THE
HELICOPTER FROM DRIFT BY DEFLECTING THE CONTROL STICK
WINDWARD TILL COMPLETE TOUCHDOWN AND STEADY POSITION OF THE
HELICOPTER ON THE GROUND.
2.13.4.4. Landing of Category A Helicopter on Sites Limited in Dimensions

Maximum permissible landing mass mA MAX PERM of the helicopter at landings on the ground and
raised sites limited in dimensions is determined from the nomogram shown in Figure 1.2, Section 1
of the Flight Manual. When landing the helicopter on a raised site, landing mass mA MAX PERM
determined from the nomogram shown in Figure 1.2 should be then decreased by 1200 kg (2650 lb).
For landing the helicopter on the sites limited in dimensions beyond an aerodrome, the pilot shall
undergo the necessary training in landing the helicopter at the landing angle of 101 on an
aerodrome runway.
The category A helicopter landing on the sites limited in dimensions is executed in much the same
way as on an airstrip (refer to Item 2.13.4.2).
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2.14. Crew Procedures After Landing

Upon taxiing in for parking, make certain the wind direction and velocity are safe for the engine
shutdown and main rotor stop, apply the helicopter parking brake, switch on the fuel boost pump and
switch off all the loads, with the exception of the left fuel pump, fuel fire shut-off valves, fire
extinguishing system, instruments of the power plant, hydraulic system, dust protection devices and
the necessary lighting facilities.
Switch off the rectifiers AC and generators.
Place the collective pitch control lever to the extreme lower position.
Completely shift the throttle control twist grip to the left.
Cool down the engines running at the idling power setting for 1 or 2 minutes in summer and for 2 or
3 minutes in winter.
2.15. Shutdown of Engines

Pull the control stick backward approximately through 1/3 of its travel.
Switch off the dust protection devices.
Shut down the engines from the idling power by shifting the fuel shut-off valve levers to the ENG
SHUTDOWN LH RH ( . . .) rearmost position.
Start the stopwatch.
During the engine shutdown, listen for absence of extraneous noise in the engines and make certain
that the gas generator rotor run-down time is not less than 40 s (to the gas generator rotational
speed of 3 % against the indicator).
Brake the main rotor and set it so that no blade is located above the tail boom and horizontal
stabilizer. Brake the main rotor gradually, beginning with its speed of 12 % as measured against the
indicator.
Upon complete shutdown of the engines, close the fuel fire shut-off valves, switch off the left fuel
pump and fuel boost pump.
Turn off all the circuit breakers and switches, except the switches of the hydraulic systems and the
helicopter electrical power system emergency cutout switch.
Set the FDR MAN-AUTO ( -) selector switch to the AUTO () position, turn
off the protected flight recorder unit.
The pilot, co-pilot, cabin attendant shall set the bolts on the windows, doors and emergency exit
hatches to the PARKING () position. The flight engineer shall make certain that the
FLIGHT () annunciator is extinguished and the PARKING () annunciator
illuminates.
Switch off the storage batteries.
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2.16. Flight Engineers Actions Upon Leaving Helicopter

Upon leaving the helicopter the flight engineer shall:
perform the post-flight inspection of the helicopter and systems;
organize filling of the systems;
organize hand-over of the information stored by the flight data recorder for processing;
enter the remarks on functioning of the aviation equipment and inspection results in the log book;
put on the slip covers and blanks, close all the doors of the helicopter;
hand over the helicopter to the guard in the established order.
2.17. Extreme-Low-Altitude Flights

The extreme-low-altitude flights call for special alertness and circumspection to be exerted by the
crew members as well as clear coordinate actions of all members of the crew.
The extreme-low-altitude flights have the following peculiarities:
proximity of ground and obstacles on it call for permanent monitoring of the flight altitude and
overflow terrain;
fast passing over the land marks, comparatively limited inflight view, available time is not
enough to take a decision for making an evasive maneuver in case of sudden appearance of
an obstacle;
necessity of using the instrument and visual information for orientation on the ground and in
space, which requires the exact distribution of attention between the instruments in the flight
compartment and ground objects;
intensification of effects of such factors as atmospheric turbulence and birds collision risk.
2.17.2. Preparation for Flight

Plotting and preparation of a map for flight at an extreme-low altitude are carried out in much the
same way as during preparation for any en-route flight with due regard for the extreme-low-altitude
flight execution peculiarities.
The helicopter position in flight may be determined only at the moment of its flying over the typical
landmarks, therefore, it is necessary to plot a route so that it insures the best conditions for
identification of the check reference points and for searching the landing aerodromes.
2.17.3. Execution of Extreme-Low-Altitude Flight

Execute the extreme-low-altitude flights over a very broken ground (ravines, narrow gorges) at the
altitudes not below 20 m (65 ft) over the terrain relief and at the indicated airspeeds of at least
60 km/h (35 kt).
It is expedient to fly the helicopter en route in turn by the pilot and co-pilot. In this case, each of them shall
be respectively trained for flights at the extreme low altitudes.
The continuous piloting duration is determined by presence and intensity of air turbulence, nature of terrain
relief, relative bearing, solar angle over the horizon and is determined and set individually by each pilot.
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The pilot flying the helicopter shall give the most of time to observation of the foreground and air space in
front to the horizon and partially the sides, exactly steer the preset course of flight, execute the commands to
make a course corrective maneuver to roll out on the desired track or bypass the obstacles, conduct the
general orientation. The pilot free of flying shall conduct orientation, give the certain commands to correct
the heading to roll out onto the desired track, timely warn on appearance of obstacles and, if necessary,
intervene in the helicopter control.
CAUTION. ANY CREW MEMBER WHO HAS NOTICED AN OBSTACLE OR FLIGHT ALTITUDE
DROP BELOW THE ASSIGNED ONE SHALL IMMEDIATELY INFORM THE MATTER
TO THE PILOT.
When flying the helicopter at the extreme low altitude, the co-pilot shall:
conduct the continuous detailed visual orientation;
keep a record of the area and time of flyover of the check reference points directly on the chart
since making records in the log book distracts his attention from conduction of the detailed
orientation;
determine the navigational elements of flight on the route check leg by reverence to the average
heading, actual track angle and flight time;
check the time of arrival at the intermediate waypoints, check reference points and landing sites.
The time of flight calculation should be predictive, i.e. so as to know the estimated time of arrival
at two or three check reference points located ahead accurate to 30 s;
use all the piloting instruments and visual orientation. This improves accuracy of an en-route flight and
allows prevention of coarse errors in calculations and the great deviation from the route in case of sharp
changes in wind or failure of any instruments.
In case of entry into the area having the weather conditions which do not ensure an extreme-lowaltitude flight, it is necessary to bring the helicopter to the altitude not below the safety altitude
calculated before flight. It is necessary to set the minimum en-route pressure reduced to the sea
level and obtained before flight on pressure altimeters.
A low-altitude flight in turbulent atmosphere should be performed with due regard for the
peculiarities indicated in Item 2.12.5.
An approach to an aerodrome or site provided with the instrument landing system equipment
should be carried out with the use of the homing radio stations and automatic direction finder.
It is recommended to carry out a landing approach to a site not provided with the ILS equipment
with the use of the landmarks.
To prevent collision with obstacles when flying the helicopter at the extreme low altitudes, it is
permissible to make the energetic turns banked up to 45 with simultaneous decrease in the flight
speed.
In this case, it is permissible to make the turns both at constant value of the main rotor collective
pitch and with variation of its position in the process of the helicopter turn. At the entry speed less
than 200 km/h (110 kt), it is necessary to make an energetic turn at the collective pitch constant
value, and at the speeds more than 200 km/h (110 kt) both at the constant value of the collective
pitch and with its decrease by 2 to 5 against the pitch indicator.
When energetically entering a turn at the constant collective pitch, the main rotor speed increases
by 2 to 2.5 %. When entering a turn with increase in the collective pitch, the main rotor
overspeeding occurs more energetically, therefore, the rate and value of the collective pitch
decrease and control stick deflection backward should be so that the main rotor speed does not
fall outside the tolerable limits.
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When making an energetic turn, maintain the assigned flight altitude in the process of turn by
varying the rate of deceleration or decreasing the bank angle.
On reaching a speed of 100 km/h (55 kt), gradually pushing the control stick forward, cease the
further decrease in speed and to maintain the altitude, increase the engine power.
2.18. Flights in Mountainous Area

As a rule, the flights in the mountainous area are carried out in the increased air turbulence
condition. In this case, it is necessary to take into account that such flights may also prove to be
simultaneously the flights over the poorly marked terrain as well as the flights in the severe
turbulence area, thunderstorm activity or icing area. Before performing a mission, give particular
attention to the analysis of weather conditions, possible formation of updrafts and downdrafts,
cumulonimbus clouds and thunderstorms, determination of wind velocity and direction, study of
terrain relief, direction of gorges and intermountain valleys, flat grounds and areas which may be
used for the forced landings.
WARNING: 1. THE FLIGHTS IN THE THUNDERSTORM ACTIVITY AREAS ARE INTOLERABLE.
2. THE FLIGHTS IN THE AREAS WITH SEVERE TURBULENCE ACCOMPANIED BY
THE VERTICAL DASHES MORE THAN 50 M (165 FT), SHARP VARIATIONS IN
THE INDICATED AIRSPEED (MORE THAN 30 KM/H (15 KT)) ARE
INTOLERABLE. IN CASE OF INADVERTENT ENTRY INTO THE AREA WITH
SEVERE TURBULENCE, IT IS NECESSARY TO LEAVE THE TURBULENCE
AREA.
THE MOST FAVOURABLE CONDITIONS FOR FLYING IN THE MOUNTAINOUS
AREA ARE THE MORNING AND EVENING TIME.
Do not execute the flight at the pressure altitudes above 3000 m (9840 ft) without the oxygen
equipment for all members of the crew.
When flying over the mountains, a VHF communicator ensures radio communication with the ground
within the line-of-sight, therefore, when flying in the mountainous area, the VHF communication
blackout may occur. In this case, it is necessary to carry on communication over a HF radio.
When flying over the mountain relief, the radio altimeter gives the intermittent readings. It is
necessary to use the radio altimeter readings only when flying over the flat even slopes and
when hovering over the flat grounds.
When flying in the mountainous area, the direction finder employment is difficult because of "the
mountain effect". The direction finder gives the readings with errors up to 25 and in some
cases even more.
The error value depends on the mountain height, distance to the mountains, a wavelength of the
radio station taken a fix, absolute altitude of flight and also on the relative position of mountains,
helicopter and homing radio station.
For improving accuracy of direction finding, it is necessary to use the homing radio station with
shorter wavelength (higher frequency). In case of intermittent readings of the direction finder, do
not use it to determine the navigation elements.
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The characteristic feature of flights in the mountainous area is absence of even takeoff/landing sites,
therefore, for executing takeoffs and landings on the limited sites in the mountainous area, the pilot shall
perfectly master the flight technique and have the skills in determining the dimensions and slopes of the
landing sites from air.
Depending on the conditions at takeoff and landing, the landing site elements should meet the
requirements laid down in Subsections 1.16 and 1.23 of Section 1.
When flying in the mountainous area, it is not recommended to approach the mountain slopes and thick
cumulus clouds formed above the mountains in the day time.
It is necessary to intersect the mountain ridges with terrain relief elevation not less than 600 m
(2000 ft). If it is impossible to have such an elevation, it is necessary to intersect a ridge at a
sharp angle to it so as to have the opportunity tobreak away from the ridge top in case of sharp
loss of height (excessive sink) of the flight due to getting into the downdrafts.
The thick cumulus clouds are the basic sign of presence of the updrafts and downdrafts which
may endanger the flight safety.
2.18.2. Preparation for Flight

When preparing for a flight in the mountainous area, the crew members, apart from the basic
recommendations laid down in the Flight Manual, shall additionally:
study Manual for performing the flight operations in the mountainous area, developed for the
given air route;
study location of separate mountain tops, direction of ridges, mountain valleys and their relative
position on the strip of 50 km (25 Nm) wide on both sides of the air route and draw the flight
chart. If the air route intersects the mountain ridges with great elevation and the opportunity is
provided to plot the route in the river valley with insignificant deviation from the air route, it is
better to plot the route by-passing the great elevations;
mark the dominating heights on the flight chart and determine the safe altitudes of the flight on
each leg of the route;
know the elevations of the aerodromes (sites) located in the mountains, the rules of using the
pressure altimeters at takeoff and landing at the mountain aerodromes (on the sites);
study the climatic peculiarities of the given air route or route leg, thoroughly analyze the
weather conditions on the flight route, considering the actual terrain relief. When analyzing the
weather conditions, it is necessary to thoroughly study the wind regimes in the steady and
unsteady air masses, conditions for executing the flights at the beginning of the flying day, at
the beginning of warm-up and at the maximum warm-up, wind regimes at cold front intrusion,
possibilities of warm air mass penetration when the great temperature contrast occurs at the
ground and at an altitude. When obtaining the weather consultation, give attention to presence
of the thunderstorm activity, turbulence in the flying area;
study and analyze presence of the landing sites on the flight route. The possibility of selecting
a landing site in the flying area may be estimated by the thickness of horizontal lines on the
map. It is necessary to analyze the possible conditions for landing the helicopter on these
sites.
For flying in the mountainous area, the helicopter should additionally be furnished with an
emergency HF radio set, signal flare launcher and a set of signal flares, smoke pots for
determining the wind velocity and direction during a landing approach.
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When flying in the mountainous area, the helicopter maximum permissible takeoff (landing) mass
is determined proceeding from the selected method of takeoff (landing) in compliance with the
recommendations laid down in Section 1 of the Flight Manual. In this case, one should bear in
mind that, with increase in the pressure altitude of the landing site location, the ground effect will
manifest itself at the lower altitude of hovering above the site.
CAUTION! WHEN IN FLIGHT, THE DESIGN LANDING CONDITIONS MAY SUBSTANTIALLY VARY,
THEREFORE, AFTER THEIR REFINEMENT, IT IS NECESSARY TO RECALCULATE
THE MAXIMUM PERMISSIBLE LANDING MASS FOR THE REFINED LANDING
CONDITIONS AND COMPARE IT WITH THE ACTUAL FLIGHT MASS. IF THE ACTUAL
MASS PROVES TO BE MORE THAN THE CALCULATED ONE, IT IS NECESSARY TO
RUN OUT A CERTAIN PORTION OF FUEL OR SELECT ANOTHER SITE ON WHICH IT
IS POSSIBLE TO LAND THE HELICOPTER WITH ACTUAL LANDING MASS.
2.18.3. Execution of Flights

The helicopter is taken off from the sites located in the mountainous area in compliance with the
recommendations laid down in Subsection 2.10 of the Flight Manual.
When executing an en-route flight, it is necessary to check regularly the weather conditions variations and
conduct orientation. It is necessary to conduct the visual orientation by comparing the map with the terrain,
orientating yourself not only by the land marks in front of and under the helicopter, but also by the side
landmarks (the rivers, valleys, spurs, separate tops). When proceeding by a linear landmarks, it is
necessary to select the course, check the ground speed, determine the wind velocity and direction (by the
difference between the ground and indicated speeds).
It is necessary to take account of the wind determined in such a manner when analyzing the
general wind situation in the flying area, including the landing approach and landing operations.
It is recommended to plot a route along the gorges. In this case, the gorge width at the flight altitude should
ensure, if necessary, the possibility of making a turn through 180.
Figure 4.16 of this Flight Manual illustrates the dependence of the coordinated turn radius on the
flight speed and bank angle, making it possible to estimate the possibilities of making a turn.
It is recommended to make a turn in a gorge in the coordinated manner at indicated airspeed Vind =
100 km/h (55 kt) at a bank angle within the limits specified in the Flight Manual, avoiding the helicopter
descent. It is permissible to decrease the indicated airspeed to the minimum permissible one for
decreasing the radius of turn. The distance between the main rotor blades and slopes of the mountains
when performing a turn should be at least 50 m (165 ft).
It is recommended to execute a flight along a gorge, following to one of the gorge sides
depending on the piloting conditions and convenience so as to ensure the possibility of safe
maneuvering if it is necessary to immediately leave the gorge.
The landing approaches and landings on the sites located in the mounting areas are executed in
compliance with the recommendations laid down in Items 2.13.3 and 2.13.4 of the Flight Manual.
When landing the helicopter on the sites located in the mountainous area, it is necessary to take
into consideration the fact that with the increase in the pressure height of location of the landing
site, the helicopter increases its tendency to "settling" before hovering.
At the energetic deceleration the settling may lead to premature touchdown of the helicopter and the tail
rotor damage. The helicopter deceleration at descent before landing occurs slowly, therefore, for accurate
planning of the approach, it is necessary to begin decreasing the flight speed earlier than landing on the
sites located at the heights close to the sea level.
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When executing the landing approach, it is necessary to roll out on final at the indicated airspeed of
60 to 90 km/h (35 to 50 ft) at the rate of decent of 1.5 to 2 m/s (300 to 400 ft/min) at the distance of
1.5 to 2 km (4900 to 6550 ft) from the site and at an elevation of 100 to 150 m (330 to 500 ft) above
it.
It is necessary to decrease the forward speed so that at a distance of at least 150 m (500 ft) from
the site edge, the indicated airspeed amounts to 60 km/h (35 kt). Carry out the further
deceleration at the rate ensuring the site edge flyover at the forward speed of 20 to 30 km/h (10
to 15 kt) and at a rate of 0.5 to 1 m/s (100 to 200 ft/min). In this case, the helicopter should be in
the gradual deceleration regime at the nose-up pitch angle of 5 to 8.
When landing with the use of the ground effect, the site edge flyover altitude should amount to 8
to 10 m (25 to 35 ft), with the helicopter hovering at the height of 2 to 3 m (7 to 10 ft).
It is necessary to go around in all cases of wrong planning the approach and in case of
inadvertent deviation of the helicopter from the desired flight path.
If, at descent, when executing a landing approach at an indicated airspeed of 60 km/h (35 kt) and
descent rate of 1.0 to 1.5 m/s (200 to 300 ft/min), the margin of the engine gas generator speed at the
takeoff power setting, equal to 5 is not ensured (which may be a sign of the helicopter getting into a
downdraft area), cease the landing approach and go around. Provision for go-around and its direction
should be assigned during the check fly-by of the site before landing approach.
The landing approach to the sites with one-way takeoff calls for the improved accuracy of
planning the approach. The helicopter touchdown may be executed at any point of the site at a
safe distance from the obstacles.
The landing approach to the sites located on the shelves of the slopes, on the ridges should be
executed at an angle to the ridge direction so that a go-around, if necessary is ensured with a
small turnout towards the terrain relief depression.
Before the helicopter touchdown on the site selected in flight, the flight engineer shall leave the
helicopter on the pilots command with the helicopter hovering at an altitude of 0.2 to 0.5 m (0.5
to 1.5 ft) or upon the helicopter touchdown without complete decrease in the main rotor pitch to
estimate the soil strength and fitness of the site for the helicopter touchdown.
When touching down without complete decrease of the main rotor collective pitch, it is necessary
to check constantly position of the helicopter, keeping it from displacements by timely and
proportional deflection of the control elements.
During the prolonged hovering (maneuvering) near the ground at the above-zero temperatures, especially
in the presence of the tail wind, the temperature of oil in the engines and main gearbox may increase to
the maximum permissible values. In this case, depending on the situation and assigned mission, it is
necessary to touch down the helicopter and shut down the engines to let them cool off or place the
helicopter to the forward flight with climb and airspeed increase up to 120 km/h (65 kt) and over.
It is recommended to touch down the helicopter on a sloping site, with the helicopter nose or port
side facing uphill.
The vertical takeoffs and landings on the sloping sites at the wind velocity of more than 5 m/s (10 kt)
are executed only into the wind, with the maximum value of tolerable slopes being taken into account.
When hovering above a sloping site, the helicopter has a tendency to displacement downhill, which
should be eliminated by deflecting the control stick to the side opposite to displacement.
When landing the helicopter uphill, the helicopter first touches down with its nose wheel, then on
the main wheels of the landing gear. Upon touchdown of the nose wheel, it is necessary to keep
the helicopter from rolling back along the slope by proportional deflection of the control stick
backward.
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When taking off from the site, with the helicopter nose facing uphill, the main landing gear wheels
unstick first, then the nose wheel unsticks. On unsticking the main landing gear wheels, it is
necessary to keep the helicopter from displacement back along the slope by proportional
deflection of the control stick forward.
At the nose wheel unsticking, the helicopter nose may duck down, which should be counteracted
unsticking by slightly pulling the control stick backward. To avoid damage to the nose wheel shock
strut attachment fittings, avoid the helicopter lateral displacements at touchdown or at takeoff.
When landing the helicopter with its nose facing downhill, it is necessary to hover the helicopter
at the altitude of at least 3 m (10 ft) to avoid the helicopter tail bumper touching the ground. Upon
hovering, descend the helicopter strictly vertically, avoiding its displacements, especially its tail
facing uphill. At the moment of hovering above the site at an altitude of 3 m (10 ft), the distance
from the tail bumper skid to the ground should amount to 0.8 to 0.6 m (2.5 to 2 ft), at the
helicopter liftoff or touchdown moment 0.3 m (1 ft). During energetic deceleration before
hovering and energetic decrease of the main rotor collective pitch upon touchdown, the tail
bumper may touch the ground.
It is necessary to execute the helicopter landing on a sloping site and takeoff from it, with the
helicopter wheels being braked. Upon touchdown, place the chocks under the main wheels.
Decrease the main rotor collective pitch to the minimum value only after making certain that the
helicopter stands steadily with all its wheels of the landing gear on the ground and does not have
tendency to overturning during movement of the collective pitch control lever down.
WARNING. WHEN APPROACHING AN UNKNOWN SITE, IT IS NECESSARY TO TAKE INTO ACCOUNT
THE FACT THAT IT IS DIFFICULT TO DETERMINE THE ACTUAL VALUE OF SLOPE IN
FLIGHT. THEREFORE, IF IN THE PROCESS OF COLLECTIVE PITCH DECREASE AT
TOUCHDOWN, THE CONTROL STICK OR PEDAL COMES NEAR THE STOP, CEASE THE
FURTHER LANDING ON THIS SITE, GRADUALLY UNSTICK THE HELICOPTER FROM
GROUND AND LAND ON ANOTHER SITE HAVING A SMALLER SLOPE.
Change over the engines to the idling power and shut them down after landing across a slope
exactly vertically, only after the flight engineers inspection of the site surface status and
estimation of the landing gear wheel position on the ground.
Execute the helicopter unsticking at takeoff across the slope, avoiding the lateral displacements and turns
of the helicopter. At the moment of the helicopter unsticking, with the helicopter port side facing uphill the
helicopter may sharply bank to the left, when the helicopter starboard faces uphill, the helicopter may
sharply bank to the right, which should be counteracted by respectively deflecting the control stick.
Execute the takeoffs from and landings on the dust-covered and snow-covered sites in
compliance with the recommendations laid down in Subsection 2.19 of the Flight Manual.
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2.19. Takeoffs from and Landings on Dust-Covered, Sand-Covered and Snow-Covered Sites
CAUTION. THE VERTICAL TAKEOFF/LANDING OPERATIONS AS WELL AS DISPLACEMENTS
ON THE SITES THAT CANNOT BE PRELIMINARILY PREPARED WITH A VIEW TO
EXCLUDING APPEARANCE OF DUST (SNOW) WHIRLWIND SHOULD BE
EXECUTED AT THE TAKEOFF (LANDING) MASS ENSURING THE HELICOPTER
HOVERING WITHOUT THE USE OF THE GROUND EFFECT.
It is permissible to take off from a snow-covered site and land on it in the vertical manner, with
the snow cover thickness being up to 50 cm (1.5 ft). It is permissible to taxi, take off and land in
the run (roll) manner on the sites covered with a fresh snow layer up to 15 cm (0.5 ft) thick only
after making certain that no obstacles are covered by snow (i. e. when the site status is known
for the crew members).
2.19.2. Taxiing
At the dust-covered air fields (on the dust-covered sites), switch on the dust protection device
ejector after starting the engines and before landing and switch it off, respectively, after takeoff
and before shutdown of the engines.
At the snow-covered airfields (on the snow-covered sites), if the dust protection devices are not removed
for some reasons, do not switch on the dust protection device ejector.
If possible, avoid taxiing on the sites and at the airfields covered with dust or snow. In such a
case, it is necessary to tow the helicopter to the place of its engines start and takeoff.
On rough or viscous ground and in case of a deep layer of dust or snow, it is necessary, to avoid
the helicopter overturning, instead of taxiing, execute a hop out of the whirlwind zone or take off
directly from a parking area in compliance with the recommendations laid down below.
WARNING. AT THE OUTSIDE AIR TEMPERATURE OF MINUS 5 C AND BELOW AND IN THE
ABSENCE OF ICING, IT IS NECESSARY TO TAXI THE HELICOPTER DURING
SNOWFALL AND ALSO ON THE SNOW-COVERED SURFACE WITH THE
HEATER OF THE ENGINES AND DUST PROTECTION DEVICES BEING
SWITCHED OFF. IN THIS CASE, SWITCH ON THE HEATER OF THE ENGINES
AND DUST PROTECTION DEVICES BEFORE THE HELICOPTER TAKEOFF.
For taxiing the helicopter, proceed as follows: prior to setting the right-hand throttle twist grip
control, make certain that no obstacles are on the way of taxiing, then using the right-hand
throttle twist grip control, move off the helicopter from rest, maintain the direction of motion by
reference to the direction indicator, check the taxiing speed with reference to the landmarks. In
case of visibility reduction, decrease the taxiing speed or stop the helicopter and on appearance
of the horizontal visibility, make certain that no obstacles are present on the way of taxiing, then
continue taxiing. In some cases at the strong tailwind, it is necessary to taxi at the low speed so
that the whirlwind is ahead of the helicopter at the distance of 10 to 15 m (35 to 50 ft).
The taxiing speed at the dust-covered (snow-covered) airfields and on dust-covered (snowcovered) sites should be so as to ensure, in case of necessity, an immediate stop of the
helicopter with application of its brakes.
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2.19.3. Running Takeoff and Rolling Landing of Category B Helicopter

It is necessary to execute the category B helicopter takeoffs from and landings at on the dustcovered, sand-covered and snow-covered airfields and sites, if possible, with short run and roll.
The helicopter unstick at short takeoff is executed after whirlwind passing; in this case, the roll direction
is maintained against the direction indicator and by reference to the landmarks (the runway limitations,
etc.). The helicopter run is executed by pushing the control stick forward through the amount ensuring
the helicopter steady motion on the ground. The collective pitch is increased by the value excluding the
helicopter separation from the ground in the dust (snow) whirlwind zone.
The short takeoff procedure is laid down in Item 2.10.5.
The rolling landing approach is executed so that a snow (dust) whirlwind falls behind till the
helicopter touchdown.
NOTE. A snow (dust) whirlwind falls behind the helicopter and the horizontal visibility is maintained
at the touchdown speed of at least 30 to 40 km/h (15 to 20 kt) in the no-wind conditions.
The short landing procedure is laid down in Item 2.13.4.3.
Before executing a rolling landing, in case of the horizontal visibility reduction, it is necessary to
increase the flight speed without delay and go around. During a missed approach, the touchdown
speed should be higher by 5 to 10 km/h (2.5 to 5 kt) than in the previous approach.
The roll direction after landing is maintained against the direction indicator and by reference to
the landmarks.
2.19.4. Vertical Takeoff and Landing Performed by Helicopters, Categories B and A

It is necessary to perform the vertical takeoff/landing operations on the dust-covered or snowcovered sites when the site status (thickness of dust or snow layer, dimensions of the site) does not
allow execution of running takeoff (rolling landing) or if the site status is unknown (selection of a site
in flight).
Execute hovering above the dust-covered and snow-covered sites into the wind; it is necessary to
avoid prolonged hovering above the dust-covered (snow-covered) sites.
Before a takeoff, with the right-hand throttle twist grip control being set, it is necessary to blow away
dust (snow) in order to see the landmarks near the helicopter.
If the site dimensions and status permit, it is recommended before takeoff to make the necessary
quantity of turns around the takeoff place and blow away dust (snow) by an air jet from the rotor to
improve the visibility.
In the process of hovering, the helicopter position is checked by observing the landmarks directly
under the helicopter.
When taking off, it is necessary to climb to an altitude from which the horizon or landmarks are seen
in front of a whirlwind. It is necessary to execute a vertical climb stepwise on condition that the
constant vertical visibility is ensured.
If a visual contact with the landmarks has been lost during climb as a result of the visibility lowering,
continue the vertical climb till recovery from the whirlwind. In this case, the helicopter position in yaw,
pitch and roll is checked against the pilots instruments, the flight engineer reports the pilot on the main
rotor speed.
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Upon gaining the vertical climb and appearance of adequate horizontal visibility, gradually accelerate the
helicopter in a climb, avoiding getting into a whirlwind zone.
CAUTION! WHEN OPENING THE SLIDING WINDOW TO IMPROVE THE VISIBILITY AT
HOVERING, PARTICLES OF DUST OR SNOW MAY GET INTO THE PILOTS
NAKED EYES.
Before vertical landing, hover the helicopter at the altitude ensuring visibility of the horizon or
landmarks in front of a whirlwind.
It is necessary to execute descent for landing stepwise at the constant horizontal or vertical visibility.
When executing the vertical landing, in case of the helicopter inadvertent getting into the dust
(snow) whirlwind zone, when the visual contact with the ground is lost, it is necessary to recover
from the whirlwind zone by increasing the helicopter hovering height.
In case of inadvertent getting into a dust (snow) whirlwind zone when the excessive power required for
making a vertical maneuver is absent (the helicopter hovering is ensured only in the ground effect zone), it
is necessary to go around, flying the helicopter on the instruments. In case of getting into a dust (snow)
whirlwind zone, a go-around is ensured if on the acceleration heading there is a zone of free obstacles, at
least 150 m (500 ft) long and at least 50 m (165 ft) wide on both sides of the acceleration heading.
When flying on the instruments, the helicopter is accelerated till recovery from the whirlwind zone
and go-around by gradually pushing the control stick forward and varying the nose-down pitch
angle by 2 to 3. In this case, the yaw, pitch and roll are checked by the pilot against the direction
indicator and gyro horizon, whereas the main rotor speed and altitude are reported to the pilot by
the flight engineer over the intercommunication system.
On reaching the speed of 30 to 40 km/h (15 to 20 kt) (after the whirlwind falls behind the helicopter), it is
necessary to place the helicopter into a climb at the engine takeoff power with simultaneous further
acceleration to a speed of 120 km/h (65 kt).
WARNING. IN CASE OF LOSS OF THE VISUAL CONTACT WITH THE GROUND, AT INADVERTENT
GETTING INTO THE DUST (SNOW) WHIRLWIND ZONE, SEARCH OF THE
LANDMARKS SELECTED IN FLIGHT IS INTOLERABLE.
It is necessary to execute a touchdown only in case of presence of the steady visual contact with
the ground or landmarks.
In case of a failure to blow away dust (snow) on the site till appearance of the adequate visibility, it
is necessary to climb and fly to another site (return to the home aerodrome).
In case of absence of the natural landmarks on a landing site, it is necessary to use an artificial
reference mark which is essentially a load having mass up to 1.5 kg (3.5 lb), tied to which are the
strips contrast in colour with respect to the terrain (snow), 0.1 m (0.35 ft) wide and 1.0 to 1.5 m
(3.5 to 5 ft) long, or other reference marks accepted in service.
The reference marks are dropped by the flight engineer through the sliding door by the commands
of the helicopter commander: "Get ready for drop", "Drop" at hovering from the height of 20 to
30 m (65 to 100 ft) or during a level flight at the altitude of 30 to 50 m (100 to 165 ft) and at the
indicated airspeed of 60 to 80 km/h (35 to 45 ft).
After dropping a reference mark, it is necessary to fly over a place of expected landing to estimate
the visibility and position of the reference mark on the site.
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2.20. Landing on and Takeoffs from Sites Selected in Flight

Considered to be the sites selected in flight should be the surfaces of natural and artificial nature, specially
not intended for landing the helicopter of the given type on them and not preliminarily inspected for
determination of their fitness for landing.
Equated with the sites selected in flight are the helidromes, aerodromes and pads and fields
intended for landing of the aerial vehicles, which are not attended by the ATC personnel and not
furnished with the respective flying aids, the status of which was not checked by the ground services
more than one day.
The landing site configuration may be arbitrary.
In this case, the requirements laid down in Subsection 1.23 of the Flight Manual for the dimensions
of the landing site elements should be met.
The dimensions of the landing site elements when they are selected in flight are mainly determined
by eye. For excluding the errors in estimating the landing site dimensions, the site linear dimensions
should be decreased by 20 to 30 %.
The approaches to a site selected in flight should ensure the helicopter go-around from an altitude
of at least 3 m (10 ft).
The landing site is preliminarily selected in flight from the altitude of 30 to 50 m (100 to 165 ft). This
altitude is also used for determining the site dimensions, presence (absence) of obstacles on the
course of supposed landing, possibility of go-around, wind velocity.
When selecting a landing site in flight, located on a peak or cliffs hanging over a precipice, it is
necessary to execute a flight at the altitude of the site location with lateral distance from the site not
less than 40 m (130 ft) to refine the site height, inspect the site surface and estimate the slopes; in
this case, the minimum flight altitude above the obstacles should be at least 10 m (35 ft).
At the pilots discretion, depending on the terrain relief, the site may be inspected by the repeated flights
over it (at the site level) or by flying around it at the indicated airspeed of at least 80 km/h (45 kt).
WARNING. THE VERDUROUS GRASS COVER STANDING OUT AGAINST THE GENERAL
BACKGROUND MAY BE A SIGN OF TERRAIN BOGGINESS.
At the wind velocity of more than 5 m/s (10 kt), it is not recommended to select the landing sites
from the leeward side of massive obstacles: walls, edges of mountains, borders of forest, etc., since
when approaching such obstacles, the helicopter gets into a zone of increased turbulence of the
downdraft and in the close proximity to the obstacles, below them into the "shading" area in which
the wind velocity may be considerably less than above the obstacles. In case of need to land on
such a site, the helicopter landing mass should be calculated for the landing conditions without the
use of the ground effect. It is recommended, if possible, to execute hovering above the obstacles
with subsequent vertical descent of the helicopter down to its touchdown. In the process of vertical
descent, it is necessary to be ready for counteracting the helicopter sharp settling because of
getting into the "shading" zone. To prevent the helicopter settling, it is necessary to gradually
increase the main rotor collective pitch in good time, avoiding the rotational speed decrease less
than the minimum permissible one.
The pilots decision on landing the helicopter on the selected site shall be made only after
refinement of the following parameters:
1. The landing site parameters correspond to the requirements laid down in the Flight Manual.
2. The helicopter landing mass corresponds to the actual weather conditions.
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3. The obstacles allow execution of the helicopter go-around.

If the pilot is not sure in possibility of the helicopter hovering, it is expedient to execute a level flight at
the height of the selected site in the mountainous area or at the absolute altitude of at least 50 m
(165 ft) on the plain or hill country, decelerating the helicopter down to the "shaking" condition. If in this
case the helicopter "settling" does not occur, it is possible to land the helicopter.
If the helicopter actual landing mass proves to be more than tolerable one calculated from the
nomograms (the helicopter descends at the given power setting), DO NOT land the helicopter on a
site selected in flight. In this case, for landing the helicopter, it is necessary to run out a certain portion
of fuel or select another site on which the conditions allow landing with the actual landing mass. The
wind direction on the site is determined by bending of trees, bushes, water ripples, smoke, dust and
also by dropping the windsocks or using the flares and smoke pots or by direction of the helicopter
drift in flight at the minimum speed.
Execute the landing approach and landing on the site selected in flight in compliance with the
recommendations laid down in the Flight Manual.
On occurrence of the circumstances in the process of landing up to hovering, preventing the
successful accomplishment of landing (revealing previously unnoticed obstacles, pits, great slopes,
etc.), cease the further descent, increase the engine power rating up to the takeoff one, accelerating
the helicopter to a speed of 120 km/h (65 kt) and climbing the safe altitude, after which select another
site fit for landing.
On finding out the site unfitness for touchdown after hovering, it is permissible to move the hovering
helicopter to a site fit for landing if such a site is available in proximity at the altitude of at least 10 m
(35 ft) above the obstacles.
It the landing site in their slopes is fit for touchdown, it is necessary, after touching the site by the
wheels, gradually decreasing the main rotor collective pitch, compress the shock strut.
In the process of the shock strut compression, the flight engineer shall observe the wheels touching
down the ground through the entrance door (or he shall leave the helicopter and step on the site) and,
if necessary, give commands to the pilot on direction of the helicopter motion.
The unprepared site may have the dry bushy vegetation on its surface which may be torn off the
ground by the main rotor jet and sucked into the engine air inlet section which results in loss of gasdynamic stability, gas temperature rise and surge of the engines.
When such a vegetation is raised with air at landing, do not execute the prolonged hovering above the
site. Upon landing, shut down the engines and clean their air intakes.
Before takeoff from such sites, clean their surfaces of the mentioned vegetation.
If a site selected in flight is intended for repeated employment, it is recommended to clean it of minor
obstacles in the direction of takeoff and landing (large stones, bushes, etc.) and erect the indicating flags.
The helicopter takeoff from the site selected in flight practically does not differ from the takeoff from the
natural aerodromes and sites, however it demands the special alertness from the crew members
because of the approximate error which may be made in estimation of the obstacle height on the takeoff
course. For obtaining the maximum steepness of the takeoff path, it is recommended to use the takeoff
power of the engines at the main rotor speed of 92 % and maintain the minimum indicated airspeed for
the given altitude of the flight till passing over the obstacles with subsequent acceleration of the
helicopter to the maximum vertical speed of 120 km/h (65 kt) and climb to the safety altitude of flight.
WARNING. 1. IN THE PROCESS OF THE HELICOPTER PARKING ON THE SOFT GROUND
WITH THE ENGINES SHUT DOWN, THE MAIN LANDING GEAR WHEELS MAY
PLUNGE DIFFERENTLY.
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IF THE HELICOPTER BANK EQUAL TO THE SUM OF VALUES OF THE LATERAL

SLOPE OF THE SITE AND ADDITIONAL BANK OF THE HELICOPTER (BECAUSE
OF DIFFERENT PLUNGING OF THE MAIN LANDING GEAR WHEELS INTO THE
GROUND) EXCEEDS 3, DO NOT ATTEMPT TO RECOVER THE HELICOPTER
SPATIAL POSITION BY STARTING THE ENGINES AND TAKING OFF. IT IS
PERMISSIBLE TO TAKE OFF ONLY AFTER RECOVERING THE PARKING
POSITION OF THE HELICOPTER BY THE GROUND AIDS AND EXCLUDING THE
POSSIBILITY OF ITS REPEATED BANKING.
2. WHILE TAKING OFF, IN CASE OF OCCURRENCE OF THE HELICOPTER
TENDENCY TO OVERTURNING, PREVENT THE LATTER BY DECREASING
IMMEDIATELY THE MAIN ROTOR COLLECTIVE PITCH SINCE IT IS NOT ALWAYS
POSSIBLE TO CEASE THE HELICOPTER OVERTURNING ONLY BY LATERALLY
DEFLECTING THE CONTROL STICK BECAUSE OF THE QUICK RISE OF THE
BANK.
IN THIS CASE, DEFLECTION OF THE RIGHT PEDAL FORWARD PROMOTES THE
HELICOPTER OVERTURNING TO THE LEFT (BECAUSE OF INCREASING THE TAIL
ROTOR THRUST DIRECTED TO THE LEFT), WHEREAS DEFLECTION OF THE
LEFT PEDAL FORWARD PROMOTES THE HELICOPTER OVERTURNING TO THE
RIGHT AND VICE VERSA. THEREFORE, WHEN TAKING OFF, IT IS NECESSARY
TO AVOID THE EXCESSIVE DEFLECTION OF THE PEDALS (THE PEDAL
DEFLECTIONS EXCEEDING THOSE REQUIRED FOR THE INADMISSIBLE TURNS),
AND IN CASE OF OCCURRENCE OF THE HELICOPTER TENDENCY TO
OVERTURNING, FOR COUNTERACTING THIS TENDENCY, DO NOT DEFLECT THE
PEDALS TO THE SIDE OPPOSITE TO THE HELICOPTER OVERTURNING.
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2.21. Flights in Icing Conditions

It is necessary to switch on the ice protection system of the engines and dust protection devices to
operate in the manual mode by setting the HEATING DP LH ENG ( )
selector switch to the ON () position and the HEATING DP RH ENG (
) selector switch to the MANUAL () position:
on the ground at the outside air temperature of +5 C and below in the presence of fog, snowfall,
rain or drizzling rain after starting each engine;
in flight at the air temperature of +5 C and below before entering clouds, fog, snowfall, rain or
drizzling rain.
If the ice protection system of the engines and dust protection devices were not switched on the
ground, it is necessary to switch on in turn the protection system of the engines and dust protection
devices manually in flight.
After switching on the ice protection system of one of the engines, it is necessary to make certain
that its operation is steady, then switch on the ice protection system of the other engine.
WARNING. 1. IN CASE OF LATE SWITCHING-ON OF THE ICE PROTECTION SYSTEM OF THE
ENGINES AND DUST PROTECTION DEVICES, IT IS NOT EXCLUDED THAT THEY
MAY BE STOPPED BECAUSE OF GETTING ICE INTO THE ENGINES, FORMED ON
THE ENGINE INLET SECTIONS. THE SIGNS OF THE ENGINE FLAMEOUT AND
CREW OPERATING PROCEDURES ARE LAID DOWN IN SUBSECTION 7.12, ITEM (5).
2. IT ONE OF THE ENGINES STOPS AFTER SWITCHING-ON OF THE ICE PROTECTION
SYSTEM OF THIS ENGINE, DO NOT SWITCH ON THE ICE PROTECTION SYSTEM
OF THE SECOND ENGINE. IT IS NECESSARY TO SWITCH OFF THE ICE
PROTECTION SYSTEM OF THE STOPPED ENGINE, RECOVER FROM THE ICING
ZONE AND START THE ENGINE IN COMPLIANCE WITH THE RECOMMENDATIONS
LAID DOWN IN ITEM 7.5.4 (9) "AIR START".
At the outside air temperature of +5 C and below, in the presence of fog, snowfall, rain or drizzling
rain, it is necessary to switch on manually the ice protection system of the main and tail rotors, the
heating system of the pitot-static tubes, flight compartment windshield and windows after starting
the engines.
For this purpose, it is necessary to set the GENERAL MAN-AUTO ( -) selector
switch to the MAN () position, GLASSES HEAT ( ) selector switch to the
MANUAL () position, turn on the HEATING PITOT SIGNAL ( ),
LH1 (1), RH2 (2) switches (located on the pilots electrical control panel) and the
HEATING PITOT SIGNAL ( ), LH2 (2), RH1 (1) switches
(located on the co-pilots electrical control panel).
NOTE. In the presence of precipitation, switch on the pitot-static tube heater irrespective of the
outside air temperature.
CAUTION. TO ENSURE THE NORMAL FUNCTIONING OF THE ICE PROTECTION SYSTEM OF THE
ENGINES AND DUST PROTECTION DEVICES IN THE ICING CONDITIONS, WITH THE
ENGINES RUNNING AT THE POWER SETTING BELOW THE CRUISING ONE, PROCEED AS
FOLLOWS:
ON THE GROUND:
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SHOULD THE NEED ARISE TO OPERATE ONE OR BOTH ENGINES FOR A LONG TIME AT
THE IDLE POWER, EVERY 5 MINUTES OF THE ENGINE CONTINUOUS OPERATION CHANGE
OVER THE THROTTLE CONTROL TWIST GRIP FROM THE LEFT POSITION TO THE RIGHT
ONE FOR AT LEAST 5 MINUTES WITH SUBSEQUENT RETURN OF THE THROTTLE
CONTROL TWIST GRIP TO THE LEFT POSITION.
IN FLIGHT:
IN THE NORMAL OPERATING CONDITIONS, WHEN IT IS NECESSARY TO EXECUTE A
PROLONGED DESCENT AT THE RATE OF MORE THAN 2 M/S (400 FT/MIN), INCREASING
THE ENGINE POWER EVERY 5 MINUTES OF CONTINUOUS DESCENT, DECREASE THE
RATE OF DESCENT TO 2 TO 1 M/S (400 TO 200 FT/MIN) FOR AT LEAST 5 MINUTES WITH
SUBSEQUENT, IF NECESSARY, CONTINUATION OF DESCENT AT THE HIGHER
RATE.IN CASES OF EMERGENCY, DESCEND THE HELICOPTER WITHOUT
REGARD FOR THESE REQUIREMENTS.
Check the ice protection system for proper functioning by reference to the current consumption with
the aid of the ammeter and by reference to the annunciators:
ICE PROT SYS ON ( ), LH ENG HEAT ( . .), RH ENG HEAT
( . .), LH FRONT DUST PROT (. .), RH FRONT DUST PROT
(. .), LH REAR DUST PROT (. .), RH REAR DUST PROT (.
.), ICE DETECT OK (-121 ).
It is necessary to recover the helicopter from the icing area without delay and report the ground ATC
service in the following cases:
occurrence of the emergency situation in flight (refer to Section 3 of the Flight Manual);
illumination of the GEN 1 OFF (. 1 .), (GEN 2 OFF (. 2 .)) annunciator,
which is indicative of the AC generator failure;
currents consumed by the main and tail rotor blade ice protection system fall outside the limits
indicated in Subsection 7.12 of the Flight Manual;
icing occurrence at the outside air temperature of below minus 12 C.
The ice protection system is switched on and off by the flight engineer on a command delivered by
the pilot.
The ice protection system is checked in compliance with the directions laid down in Subsection 7.12
At the outside air temperature of +5 C and below and in the absence of the icing conditions, the ice
protection system selector switches should be placed in the position of the automatic mode of
operation.
In case of the helicopter getting into the icing area, the ICING (.) annunciator should
illuminate. In this case, the ice protection system is automatically switched on, with the exception of
the left engine ice protection system in response to a signal delivered from the SO-121VM (CO121BM) detector.
If the ICING (.) annunciator fails to illuminate on appearance of ice on the flight
compartment glazing, side sliding windows and visual ice detector, (the icing signal delay), it is
necessary to switch on the ice protection system manually.
Switch off the ice protection system of the main and tail rotors, glazing and the pitot-static tube
heater after taxiing in for parking, switch off the ice protection system of the engines and dust
protection devices before shutdown of the engines.
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2.22. Passenger Safety Instructions

General
The Mi-171A1 (-1711) helicopter is provided with the modern and reliable equipment which
guarantees the flight safety. It is unlikely that the emergency rescue equipment will be employed by
the passengers. However, in conformity with the international requirements, You should be
acquainted with the equipment operating rules.
ARRANGEMENT OF EMERGENCY EXITS
AND ESCAPE ROUTES FOR PASSENGERS
AND GREW MEMBERS
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The passengers shall:

before takeoff, landing, fasten the seat belts;
when in flight, only one passenger is allowed to walk in the cabin;
when in flight, not touch the exit handles;
not smoke in the helicopter;
on detection of kerosene smell, fuel or oil leakage, indications of fire, immediately inform the matter to
the cabin attendant.
Before the emergency landing announced by the pilot, the passengers shall:
free of the objects with sharp ends;
remove the high-heeled footwear, spectacles, neck ties;
tighten the seat belts;
press the body against the seat back, rest the hands against the armrests and plant the feet
against the floor;
after the helicopter touchdown, free of the seat belts, leave the helicopter through the door and
emergency exits and go 50 to 60 m (165 to 200 ft) away from it.
The passengers occupying the seats near the respective exits leave the helicopter first, they also
open or drop the doors and emergency exit covers.
NOTE. The respective Instructions for the passengers should be posted in plain view.
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2.23. Cabin Attendants Duties, Rights and Responsibility

The cabin attendant shall:
know the passenger equipment and check if for condition;
check the number of passengers, their arrangement and luggage in the helicopter cabin;
keep the passenger cabin clean and in good order;
timely report the pilot on the faulty equipment, fuel or oil leakage, appearance of smoke or smell
of burning in the passenger cabin;
in case fire development in the passenger cabin, immediately take measures to extinguish the fire;
check to see that the rules of conduct aboard the helicopter are observed by the passengers,
timely inform the pilot on their violations;
take care of the passengers, on the pilots instruction (permission), take measures to ensure their
safety;
report the own remarks to the pilot on completion of the flight;
know the "Passenger Safety Instructions" and brief the passengers before flight in compliance with
the directions laid down in the said Instructions;
be able to use the emergency and rescue equipment, take the necessary measures on saving the
passengers in the emergency situation;
inspect the passenger cabin and luggage compartment after the passenger leave the helicopter
with a view to finding the forgotten things and foreign objects;
report the pilot on readiness for flight, takeoff and landing.
The cabin attendant has the right:
demand from the passengers aboard the helicopter to exactly observe the rules of conduct
pertaining to the flight safety;
do not emplane the drunken passengers;
do not allow the passengers to place the hand luggage in the aisles between the passenger seats.
The cabin attendant bears responsibility for:
timely and accurate taking measures on ensuring safety of the passengers aboard the helicopter;
fulfilment of the requirements laid down in the Flight Manual and attendants Instructions;
taking measures on observing the rules of conduct by the passengers and warning on smoking
aboard the helicopter;
timely information of the pilot on violation of the rules of conduct by the passengers.
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1 to 15 sequence of inspection:
_______ exterior inspection of the helicopter;
---------- interior inspection of the helicopter.
Helicopter Walk-Around Inspection Circuit
Figure 2.1
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Position of Conventional "Pilots Eyes Leaf Sight Line of Sight on Windshield Touchdown Point" Line
During Approach of Category A Helicopter
Figure 2.2
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SECTION 3
CREW PROCEDURES IN EMERGENCY

AND IN CASE
OF FAILURES (MALFUNCTIONS) OF
SYSTEMS AND EQUIPMENT
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SECTION 3
CREW PROCEDURES IN EMERGENCY AND IN CASE
OF FAILURES (MALFUNCTIONS) OF SYSTEMS AND EQUIPMENT
Table of Contents
Page
Title Page..................................................................................................................... 3-1/2
Table of Contents............................................................................................................ 3-3
3.1. General............................................................................................................................. 3-7
3.1.1. Basic Rules....................................................................................................................... 3-7
3.1.2. Determination ................................................................................................................... 3-7
3.1.3. Warning and Caution System ........................................................................................... 3-8
3.2. Crew Operating Procedure ............................................................................................... 3-9
3.2.1. Fire in Engine Compartments, Auxiliary Power Unit or in Helicopter Cabins
Fire on Ground................................................................................................................. 3-9
Fire in Flight ..................................................................................................................... 3-9
Fire in Engine Compartment ............................................................................................ 3-9
Fire in APU Compartment .............................................................................................. 3-11
Fire in Helicopter Cabins................................................................................................ 3-12
3.2.2. Failure of Two Engines in Flight...................................................................................... 3-15
3.2.3. Failure of One Engine in Flight ....................................................................................... 3-16
3.2.4. Malfunctions Requiring Emergency Shut-Down of One of Engines in Flight ................... 3-28
3.2.5. Malfunctions of Gearboxes ............................................................................................. 3-34
3.2.6. Failure of Directional Control .......................................................................................... 3-35
3.2.7. Malfunctions of Cooling System of Various Devices in Flight.......................................... 3-39
3.2.8. Failure and Malfunctions of Hydraulic System ................................................................ 3-39
(A) Failure of Main or Auxiliary Hydraulic System........................................................... 3-39
(B) Excess of Rated Pressure in Main Hydraulic System ............................................... 3-40
(C) Considerable Increase in Rate of Variation of Operating
Pressure in Main Hydraulic System Caused By Nitrogen
Leakage from Both Hydraulic Accumulators ............................................................. 3-41
(D) Failure of Auxiliary Hydraulic System with Main Hydraulic
System Operating ..................................................................................................... 3-41
(E) Failure of Pressure Transmitter or Pressure Indicator in Main (Auxiliary) Hydraulic
System ..................................................................................................................... 3-41
(F) Failure of -80 Main Slide Valve in One of Helicopter
Control Channels ...................................................................................................... 3-42
3.2.9. Reserve Fuel Remainder of 145 Litres ........................................................................... 3-43
3.2.10. Failure of Both Fuel Boost Pumps................................................................................... 3-44
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Page
3.2.11. "Vortex Ring" Mode.......................................................................................................... 3-45

3.2.12. Main Rotor Unbalancing .................................................................................................. 3-46
3.2.13. Appearance of Low-Frequency Vertical Oscillations in Flight........................................... 3-46
3.2.14. Spontaneous Counterclockwise Rotation of Helicopter at Vertical
Takeoff or Landing........................................................................................................... 3-47
3.2.15. Ground Resonance.......................................................................................................... 3-49
During Engine Test .......................................................................................................... 3-49
During Taxiing, Takeoff or Landing Run .......................................................................... 3-49
3.2.16. Pilots Actions Before Emergency Landing and Crew Actions
After Emergency Landing on Ground............................................................................... 3-49
3.2.17. Cabin Attendants Actions................................................................................................ 3-50
When In Case of Passenger State of Health Worsening in Flight .................................... 3-50
During Emergency Landing on Dry Land ......................................................................... 3-50
3.2.18. Failures and Malfunctions of Fuel System ....................................................................... 3-51
Off-Design Decrease in Fuel Reserve ............................................................................. 3-51
Decrease of Fuel Level in Flow-Compensating Chamber Below
Tolerable One.................................................................................................................. 3-51
Clogging of Fuel Filter ..................................................................................................... 3-52
Failure of Fuel Quantity and Flow Meter .......................................................................... 3-52
3.2.19. Failures and Malfunctions of Electrical Power System..................................................... 3-52
Failure of Two Generators in Flight ................................................................................. 3-54
Failure of Both Rectifier Units.......................................................................................... 3-54
Storage Battery Charge Overcurrent ............................................................................... 3-54
Storage Battery Temperature Rise Over 71 C ............................................................... 3-55
3.2.20. Failure and Malfunctions of Landing Gear ....................................................................... 3-56
Fault of Landing Gear and Wheels .................................................................................. 3-56
3.2.21. Failure and Malfunctions of Helicopter Control Systems .................................................. 3-56
Failure of Trim Switch or Solenoid Brakes....................................................................... 3-57
Failure of Longitudinal Control Hydraulic Stop in Flight ................................................... 3-57
Failure of SPUU-2 (-2) Tail Rotor Pitch Limit System ............................................ 3-58
3.2.22. Malfunctions of Instruments and Signalling Devices Monitoring Transmission Operating....... 3-58
Trouble of Oil Pressure Indicator in Main Gearbox .......................................................... 3-58
Trouble of Oil Temperature Indicator in Gearboxes ......................................................... 3-58
Trouble of Indicators and Signalling Devices of Main Rotor Rotational Speed................. 3-60
3.2.23. Fault of Instruments and Signalling Devices Monitoring Operation of Engines ................ 3-60
3.2.24. Malfunctions of Ice Protection System ............................................................................. 3-62
Troubleof Engine of Ice Protection System and Dust Protection Devices ........................ 3-62
Trouble of Ice Protection Systems of Rotors ................................................................... 3-62
Trouble of Shield Heating System ................................................................................... 3-64
Malfunctions of Windshield Wiper.................................................................................... 3-64
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Page
3.2.25. Failure and Malfunctions of Autopilot .............................................................................. 3-65

Failure to of Channels (Channel) .................................................................................... 3-65
Impossibility of Introducing Corrections with the Use of Pitch Trim Control
Knobs ............................................................................................................................. 3-65
3.2.26. Malfunctions of Lighting Facilities.................................................................................... 3-66
Trouble of Jutegral Red Lights ........................................................................................ 3-66
Trouble of Light Caution Indication System..................................................................... 3-66
Failure of FPP-7M (-7) Search Landing Lights ..................................................... 3-66
3.2.27. Troubles of BUR-1-2 (-1-2) Unit ............................................................................... 3-67
3.2.28. Troubles of Pneumatic System ......................................................................................... 3-67
Failure of Wheel Brakes.................................................................................................. 3-67
3.2.29. Malfunctions of Oxygen Equipment................................................................................. 3-68
3.2.30. Failures and Malfunctions of Flight-Control Equipment ................................................... 3-68
Failure of Pilots and Co-Pilots Speed Indicators............................................................ 3-68
Failure of Pilots or Co-Pilots Speed Indicator ................................................................ 3-69
Troubles of Pitot and Static Pressure System of Pilot Static Tube .................................. 3-69
Failures of Two AGB-96 (-96) Gyro Horizons ........................................................... 3-69
3.2.31. Failures of Navigation Equipment............................................................................... 3-71/72
Failure of GMK-1GE (-1) Compass System.................................................... 3-71/72
Failure of ARK-15 (-15) Automatic Direction Finder ............................................ 3-71/72
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3.1. General
The given section contains the recommendations on the procedures for the helicopter recovering from
the various emergency situations and in cases or malfunctions of the helicopter systems and equipment.
CAUTION. UPON COMPLETION OF A FLIGHT IN EMERGENCY SITUATION, MAKE THE RESPECTIVE
ENTRY ON FAILURE (MALFUNCTION) OF THE AERONAUTICAL ENGINEERING IN THE
HELICOPTER LOG BOOK AND IN CASE OF NECESSITY IN THE FAILED SYSTEM LOG
BOOK. BEFORE EXECUTING THE NEXT FLIGHT, PERFORMANCE OF THE RESPECTIVE
MAINTENANCE AND REPAIR MAY BE REQUIRED.
NEVER OPERATE THE HELICOPTER UNLESS THE CAUSES OF FAILURE (MALFUNCTION)
ARE REVEALED AND ELIMINATED.
3.1.1. Basic Rules

The situation-action rules bear the general character. They do not prevent the pilot to perform the
additional actions required for recovery from the existing situation in the particular flight conditions.
Though it is considered that the rules laid down in the given section are optimum, the competent
and timely actions of the crew members have the decisive importance in the emergency situation.
The recommendations laid down in the given section assume that in the existing situation the crew
members pay attention first to the helicopter piloting, safe path of flight and landing.
The pilots main task in case of occurring the emergency situations aboard the helicopter is taking
all the utmost possible measures to ensure safety of the helicopter, passengers and crew
members.
In all emergency situations the pilot (the co-pilot by the pilots command) shall inform the ATC
service on the occurred matter and measures taken.
The co-pilot shall assist the pilot in the helicopter flying, selection of a site for forced landing and in
determination of the landing approach, if possible, into the wind.
The emergency procedures which shall be executed without delay, without reference to this Flight
Manual are denoted by two horizontal lines (as shown in the given case) and shall be kept well in mind.
The procedures which are not denoted by the horizontal lines may be carried out, if the situation
permits, with reference to this Manual.
3.1.2. Determination
The terms given below determine the degree of landing urgency:
LANDING ON A SELECTED SITE immediate landing on a site selected in flight, ensuring a
safety landing approach and landing.
LANDING AT THE NEAREST AERODROME continuation of a flight and selection of a landing
area on the pilots decision. In this case, it is recommended to conduct landing at the nearest
aerodrome or on a suitable site.
NOTE. A suitable site is a ground (ice) area prepared beforehand for taking off and landing the
helicopters.
The list of such sites should be plotted on the flight charts of the crew members.
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In all cases, a decision on selection of a landing area is made by the pilot.

The terms determining the status of the systems, units, assemblies and equipment of the
helicopter:
FAILURE complete or partial loss of serviceability;
NORMAL OPERATION maintaining normal (usual) operation.
3.1.3. Emergency Warning and Caution Indication System

In the most cases, when failure or malfunction occurs, the red warning or amber caution light
signals come on.
A red warning signal is indicative of a danger which may call for immediate actions to be taken
by the crew members.
Illumination of the A red warning signal annunciator is accompanied by illumination of the red master
warning light in the flashing mode on the pilots instrument board and by an intermittent sound signal
(buzzer) heard in the earphones. When the "ALMAZ-UPM (-") equipment is installed in the
helicopter, the voice information on failure is transmitted to the earphones simultaneously with illumination of
the master warning light and warning annunciator; the buzzer in this case does not come through.
An amber caution signal is indicative of taking the preventive actions by the crew members.
Illumination of the caution signal annunciator is accompanied by illumination of the amber master
warning light in the flashing mode on the pilots instrument board.
In case of the failure of some systems and units, the voice information is transmitted from the
ALMAZ-UPM (-) equipment to the earphones. Such messages are given in the
present section.
Upon receiving the warning or caution information, the pilot or flight engineer, pressing a red or
amber light switch of the master warning light, shall switch off the master warning light for its
repeated automatic actuation in case of failure or malfunction of the other system, unit or
equipment.
The crew members shall keep in mind that the emergency warning or caution indication system
may actuate during the normal operation of the system or units. The crew members shall check as
possible the instruments corresponding to the actuated warning or caution indication system for
condition to make certain that the emergency situation is evident or emergency warning or
cautionary indication is false.
Given below are the crew operating procedures in the emergency situations and in case of failures
(malfunctions) of the systems and equipment with description of their signs and precedence rule.
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3.2. CREW OPERATING PROCEDURES

3.2.1. Fire in Engine and Auxiliary Power Unit Compartments, or
in Helicopter Cabins
Indications:
red master warning light (MWL) flashes;
one of the LEFT ENG FIRE ( . .), RIGHT ENG FIRE ( . .) or APU
FIRE ( ) red warning lights flashes;
intermittent audible buzzer signal is heard in the earphones, or the information reporting system
informs on the fire location;
temperature of gases may grow (in case of fire in the engine compartment);
possible occurrence of smoke, flame or smell of burning in the crew cabin;
cabin attendant reports on occurrence of smoke, flame or smell of burning in the passenger cabin.
NOTE. IN THE EVENT OF FIRE IN THE CREW OR PASSENGER CABIN, THE MASTER WARNING
LIGHT FAILS TO FLASH, THERE IS NO AUDIBLE BUZZER SIGNAL HEARD, AND THE
INFORMATION REPORTING SYSTEM FAILS TO SEND MESSAGES.
FIRE ON GROUND
1. The flight engineer shall be sure of automatic operation of the main fire extinguisher discharge of
the compartment in fire.
2. The flight engineer shall manually engage the main fire extinguisher discharge, if it has failed to
automatically operate.
3. The flight engineer shall shut down the auxiliary power unit, if there is fire in its compartment.
4. The pilot shall shut down the engines by means of fuel shut-off valves.
5. The flight engineer shall close engine fire shut-off valves.
6. The flight engineer shall engage the alternate fire extinguisher discharge of the compartment in fire.
7. The flight engineer shall deenergize the helicopter.
8. Passengers and the crew shall escape from the helicopter.
WARNING! NEVER START THE ENGINE AND AUXILIARY POWER UNIT ON THE GROUND AND
IN FLIGHT AFTER SUPPRESSION OF FIRE IN THEIR COMPARTMENTS.
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FIRE IN FLIGHT
FIRE IN ENGINE COMPARTMENT
1. The pilot shall bring the helicopter into the descent.

2. The flight engineer shall be sure of automatic operation of the main fire extinguisher discharge of the
engine in fire.
4. The pilot or flight engineer on his command shall shut down the engine by means of the fuel shut-of
valve.
5. The flight engineer shall close the engine fire shut-off valve of the shutdown engine.
CAUTION! On closing the fuel shut-off valve and engine fire shut-off valve, be careful not to shut down
the normally operating engine.
6. The flight engineer shall cut off the ice protection system (IPS) of the shutdown engine.
7. The pilot shall send the Distress signal.
NOTE. After fire is out by the main fire extinguisher discharge, the LEFT (RIGHT) ENG FIRE
( . (. .) warning lights go off.
8. After fire is out in the engine compartment by the main fire extinguisher discharge, the pilot shall land
the helicopter on the nearest airfield.
9. Should the main fire extinguisher discharge in 5 s after its operation fail to extinguish the fire (the
LEFT (RIGHT) ENG FIRE ( . (. (.) warning light fails to go off), the flight
engineer shall engage the alternate fire extinguisher discharge.
WARNING ! In case of failure to extinguish the fire in the engine compartment, or if is extinguished due
to operation of the alternate fire extinguisher discharge, the pilot shall land the helicopter
on a chosen landing field.
10. The pilot or flight engineer on his command shall shut down the operating engine by means of the
fuel shut-off valve after the helicopter landing.
11. The flight engineer shall close the engine fire shut-off valve.
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WARNING ! 1. If there is smoke or smell of burning in the crew cabin, the crew shall put on oxygen
masks and start breathing with pure oxygen. If required, the pilots shall open movable
blisters, and passengers shall use the oxygen equipment.
2. After shutting the engine down, the crew shall operate in compliance with the recommendations
outlined in Item 3.2.3 (FAILURE OF ONE ENGINE IN FLIGHT).
FIRE IN AUXILIARY POWER UNIT COMPARTMENT

2. The flight engineer shall shut down the auxiliary power unit (if it has been started).
3. The flight engineer shall be sure of automatic operation of the main fire extinguisher discharge of
the auxiliary power unit compartment.
5. The pilot shall initiate the Distress signal.
NOTE. If the fire is liquidated by the main fire extinguisher discharge, the APU FIRE ( )
warning light fades out.
6. If the fire is suppressed in the auxiliary power unit compartment by the main fire extinguisher
discharge, the pilot shall make landing on the nearest airfield.
7. If it is impossible to suppress the fire in 5 s after operation of the main fire extinguisher discharge
(the APU FIRE ( ) warning light fails to fade out), the flight engineer shall initiate the
alternate fire extinguisher discharge.
WARNING ! In case of failure to liquidate the fire in the auxiliary power unit compartment, or if it is
liquidated after engagement of the alternate fire extinguisher discharge, the pilot shall
land the helicopter on a chosen landing field.
8. The pilot or the flight engineer following his command shall shut down engines by the fuel shut-off
valves after the helicopter landing.
9. The flight engineer shall close fire shut-off valves.
NOTE. If there is smoke or smell of burning in the cabin, the crew shall put on oxygen masks and start
breathing with pure oxygen. If required, the pilots shall open movable blisters. Passengers
shall use the oxygen equipment.
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WARNING ! The crew shall perform the landing on a chosen landing field, if:
even one of fire indications (smoke, flame, smell of burning or gas temperature growth), has
appeared and the main fire extinguisher discharge has operated. However, there are no the audible
signal heard in the earphones and voice message transmitted, as well as the master warning light
and fire location warning light fail to illuminate;
on depressing the button, the alternate fire extinguisher discharge fails to start operating;
fire warning light and audible indication systems get on, the main fire extinguisher discharge has
automatically operated, but there are no other fire indications evident. In this case, it is necessary to
also engage the alternate fire extinguisher discharge.
FIRE IN HELICOPTER CABINS
Should fire occur in helicopter places unequipped with the fire detection and extinguishing system, the
crew shall locate the fire place and source.
ON GROUND:
________________________________________________________________________________
1. The flight engineer shall shut down the auxiliary power unit.
2. The pilot or flight engineer on his command shall shut down the engines by means of the fuel shutof valves.
3. The flight engineer shall close the engine fire shut-off valves.
NOTE. Depending on the situation, the pilot takes a decision to suppress the fire by forces of the crew
members with the aid of hand fire extinguishers.
FIRE IN FLIGHT WHEN FIRE SOURCE IS DETECTED
_________________________________________________________________________________
2. The flight engineer shall isolate the fire source from the helicopter electrical system.
3. The pilot, co-pilot and flight engineer shall:
put on oxygen masks;
start bathing with pure oxygen.
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4. The cabin attendant shall put on the smoke-protection apparatus with the DKM-1M (-1) mask.
5. The cabin attendant shall immediately come into extinguishing the fire with the aid of hand fire
extinguishers.
NOTE. In case of vertical propagation of fire, the fire extinguishing agent jet attacks the source lower
zone. If the fire spreads horizontally, the extinguishing attack shall be aimed on the source
nearest zone.
6. In case of occurrence of smoke in the crew and passenger cabins:
the pilots shall open movable blisters;
the flight engineer shall open the cabin ventilation system;
the cabin attendant, if necessary, shall drop rear emergency exit hatches from the left and right
hand sides.
7. If the fire is out, the pilot shall perform the landing on the nearest airfield.
IN CASE OF FAILURE TO EXTINGUISH FIRE

_________________________________________________________________________________
8. The pilot shall land the helicopter on a chosen landing field.
9. The flight engineer on the pilots command shall:
shut down the engines by the fuel shut-off valves
close the fuel shut-off valve;
deenergize the helicopter.
WARNING ! The passengers and crew members shall NEVER enter back into the helicopter until
there is full assurance that explosion of the helicopter is impossible.
WHEN FIRE SOURCE IS NOT DETECTED

_________________________________________________________________________________
2. The flight engineer shall in the helicopter:
open the protective cap on the center control pedestal;
shift the POWER () gange switch to the OFF () position (down);
report to the pilot that the helicopter is deenergized.
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NOTE. When the helicopter is deenergized, only rotational speed indicators of the main rotor and
engine gas generators continue to serviceably operate. To determine the helicopter course, it is
necessary to use the KI-13 (K-13) magnetic compass.
3. The pilot, co-pilot and flight engineer shall:
put on oxygen masks;
start breathing with pure oxygen.
4. The cabin attendant shall put on the smoke-protection apparatus with the DKM-1M (-1) mask.
5. In case of occurrence of smoke in the crew and passenger cabins:
the pilots shall open movable blisters;
the flight engineer shall open the cabin ventilation system;
the cabin attendant, if necessary, shall drop rear emergency exit hatches from the left and right hand
sides.
6. The pilot shall land the helicopter on a chosen field.
shut down the engines by the fuel shut-off valves
close the engine fire shut-off valves.
NOTE. There is the following sequence of putting oxygen masks on in flight:
the pilot, flight engineer and cabin attendant should put on the masks at a time on the pilots
command. The co-pilot is piloting the helicopter at this time;
the co-pilot should put on the mask after he turns over control to he pilot. Oxygen masks should be
put off in the reverse order in flight.
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3.2.2. Failure of Two Engines in Flight

Indications:
sharp jerk and banking to the right side;
sudden descent;
engine noise variation;
sudden drop of the rotational speed of gas generators and gas temperature;
drop of the rotor rotational speed.
NOTES. 1. When the gas generator rotational speed and oil pressure start dropping, the LOW OIL PR (
) warning light of the left and right-hand engines starts glowing. The information
reporting system will report the Left-hand engine oil pressure is low and Right-hand engine oil
pressure is low.
2. When the main rotor rotational speed gets equal to 91 %, the ROT LOW SPEED (nHB
) warning light gets on, at 100 % the ROT HIGH SPEED (nHB )
warning light starts illuminating. The information reporting system will report Main rotor
rotational speed is low and Main rotor rotational speed is high, correspondingly.
________________________________________________________________________________
1. The pilot shall bring the helicopter without delay into the autorotative condition (not allowing the
main rotor rotational speed to be higher than 105 % and lower than 80 %).
NOTE. To prevent drop of the main rotor rotational speed below the minimum allowable value of 80
% (at low minus temperatures and low flying masses), the collective pitch shall be minimum.
2. The pilot shall eliminate the out-of-trim condition of the helicopter.
3. The pilot shall maintain the main rotor rotational speed within 80 to 100 %.
4. The pilot shall set a speed of 100 to 120 km/h (55 to 65 kt) against the instrument.
5. The flight engineer shall close the fuel shut-off and engine fire shut-off valves.
6. The flight engineer shall cut off all fuel pumps and the KO-50 heater.
Perform the upwind landing, wherever possible.
LANDING
1. The pilot shall effect the descent to landing at a speed of 100 to 80 km/h (55 to 45 kt) with a
standard or lower flying mass, and at a speed of 100 to 120 km/h (55 to 65 kt) with a flying mass
exceeding the standard value.
2. The pilot shall maintain the main rotor maximum rotational speed within 80 to 100 % before the
landing.
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3. The pilot shall increase a pitch angle by 10 to 12 at an altitude of 55 to 45 m (180 to 150 ft).
4. The pilot at an altitude of 15 to 10 m (50 to 35 ft) shall pull up the helicopter (sudden increase of the
collective pitch by 3 to 6 for 0.5 to 1 s).
5. The pilot shall proceed increasing the collective pitch up to the maximum value as the surface is
approached.
NOTE. If the collective pitch increase has been initiated at an altitude higher than the recommended
value or at the recommended altitude, but with a great rate, the increase of the collective pitch
shall be ceased or reduced by 3 to 4. Then the collective pitch shall be aggressively increased
up to the maximum value by the moment of landing.
6. The pilot shall set a pitch landing angle of 8 to 9 from an altitude of 6 to 4 m (20 to 13 ft).
7. The pilot shall contact the ground on the main wheels.
8. The pilot shall apply wheel brakes after landing.
9. As soon as the helicopter stops, the pilot shall:
set the cyclic-pitch control lever to the neutral position;
decrease the collective pitch to the minimum value for 3 to 5 s.
WARNING! IN THE EVENT OF FAILURE OF TWO ENGINES, THE SAFE LANDING SHALL BE MADE ON
AN EVEN HARD SURFACE. OTHERWISE, THE HELICOPTER MAY SUFFER BREAK-DOWN.
In the event of forced landing on forest higher than 5 m (15 ft), a pilot shall, wherever possible, choose
the most even forest area with tree trunks spaced through maximum 10 to 15 m (35 to 50 ft) avoiding big
trees staying separately. When the pilot has to land the helicopter behind the landing surface, he shall
take into account a height of the level of tree tops. In this case, in order to finally reduce forward and
descent speeds, he should pull the control lever and aggressively increase the collective pitch to the
maximum value at the moment when the fuselage touches tree tops. When the landing is conducted on
the forest lower than 4 to 5 m (13 to 15 ft), the ground shall be regarded as the landing surface.
To facilitate the pilot for defining the moment of the pull-up of the main rotor collective pitch, the flight
engineer starting from an altitude of 50 m (165 ft) shall report the present radio altitude: Fifty, forty,
thirty, twenty through the intercommunication system.
3.2.3. Failure of One Engine In Flight

Indications:
helicopter is in the out-of-trim condition;
sudden drop of the gas generator rotational speed and gas temperature of the failed engine;
automatic rise of the gas generator rotational speed of the operating engine;
possible drop of the main rotor rotational speed;
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illumination of the FREE TURB OVSP (nCT .) of the left-hand (right-hand) engine (when
the free turbine reaches the maximum allowable rotational speed).
NOTE. 1. Along with reduction of the gas generator rotational speed the oil pressure starts
dropping. As this takes place, the LOW OIL PR ( ) warning light of the faulty
engine starts glowing. The information reporting system will report the Left-hand (righthand) engine oil pressure is low.
2. Depending on the flying mass, outside air temperature, as well as flight altitude and speed,
in case of failure of one engine, the operating engine, with the EMER MODE () switch
being on, automatically gain power up to the 2.5-min power mode (emergency). Attainment
of this mode is determined against the rise of the gas generator rotational speed by 1 %
relative to the takeoff power and against illumination of the EMER MODE () warning light
of the operating engine
WARNING! NEVER START THE FAILED ENGINE IN FLIGHT, EXCEPT FOR THE CASES OF ITS
SELF-SHUTDOWN IN FLIGHT UNDER ICING CONDITIONS. INDICATIONS
OF THE ENGINE SELF-SHUTDOWN ARE SPECIFIED IN ITEM 7.12..(5) OF
THE FLIGHT MANUAL. THE CREW OPERATING PROCEDURES DURING
START OF THE ENGINE ARE OUTLINED IN ITEM 7.5.4. (8 AND 9) OF THE
FLIGHT MANUAL.
The crew operating procedures in case of failure of one engine are dictated by the helicopter
category and the flight altitude and condition, at which the engine failure has taken place.
The landing commit point, which allows the helicopter of category A to perform the running landing and
to go around, is determined by the altitude of 30 m (100 ft) and speed of 80 km/h (45 kt). The safe
speed of the go-around constitutes: VSAFE = 90 km/h (50 kt) at H 2,000 m (6,550 ft) and VSAFE = 85
km/h (45 kt) at H > 2,000 m (6,550 ft).
When only one engine is operating, perform the upwind landing, wherever possible.
3.2.3.1. FAILURE OF ENGINE IN HOVERING FLIGHT
FAILURE OF ENGINE OF HELICOPTERS OF CATEGORIES B AND A IN
HOVERING FLIGHT AT ALTITUDE UP TO 5 m (15 ft)

2. The pilot from an altitude of 3 to 2 m (10 to 7 ft) shall aggressively increase the collective pitch to
the maximum value.
3. The pilot shall reduce the collective pitch to the minimum after landing.
4. The flight engineer shall close the fuel shut-off and engine fire shut-off valves of both engines.
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FAILURE OF ENGINE OF HELICOPTER OF CATEGORY A IN HOVERING FLIGHT AT ALTITUDE

UP OF 5 TO 20 m (15 to 35 ft)
________________________________________________________________________________
1. The pilot shall immediately reduce the collective pitch to the value, which allows the main rotor
rotational speed of at least 88 % to be maintained.
3. The pilot from an altitude of 5 to 3 m (15 to 10 ft) shall aggressively increase the collective pitch to
the maximum value.
4. The pilot shall reduce the collective pitch to the minimum after landing.
FAILURE OF ENGINE OF HELICOPTER OF CATEGORY A IN HOVERING FLIGHT AT
ALTITUDE UP EXCEEDING 80 m
________________________________________________________________________________
1. The pilot shall immediately reduce the collective pitch to the value, which allows the main rotor
rotational speed of at least 88 % to be maintained.
3. The pilot shall accelerate the helicopter at a pitch angle up to 15 to 20 to bring it into dive.
4. The pilot after acceleration to a speed of 120 km/h, if the flying mass makes it possible, shall move
the helicopter in the horizontal flight.
5. The flight engineer shall determine the failed engine against instruments.
6. The flight engineer on the pilots command shall close the fuel shut-off and engine fire shut-off
valves of the failed engine.
7. The flight engineer shall make an all-out effort to monitor parameters of the operating engine.
8. The pilot shall fly further at a speed of 120 km/h to a landing field and land the helicopter.
NOTE. If the helicopter flies with descent at a speed of 120 km/h and 30-miniute power condition of
the operating engine, the pilot shall land in on a suitable field.
3.2.3.2. FAILURE OF ENGINE OF HELICOPTERS OF CATEGORIES B AND A ON
TAKEOFF HELICOPTER OF CATEGORY B ABORTED TAKEOFF
In the event of failure of the engine on takeoff at an altitude up to 10 m (35 ft) and flight speed up to
60 km/h (35 kt), the landing shall be performed forward of the helicopter. For this purpose:
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1. The pilot shall aggressively reduce the collective pitch to maintain a main rotor rotational speed of at
least 92 %.
3. The pilot shall reduce the speed at a pitch angle of 10 to 20.
5. The pilot at an altitude of 3 to 2 m (10 to 7 ft) shall aggressively increase the collective pitch up to
the maximum value by the moment of landing.
6. The pilot after landing shall:
reduce the collective pitch to the minimum;
push the cyclic-pitch control lever through 1/3 to 1/4 of the stroke;
apply the wheel brakes.
In the event of failure of the engine on the takeoff at an altitude exceeding 10 m (35 ft) and flight sped
exceeding 60 km/h (35 kt), the helicopter shall be landed. For this purpose:
1. The pilot shall aggressively reduce the collective pitch to maintain the main rotor rotational speed of
at least 92 %.
3. The flight engineer shall determine the failed engine against instrument readings.
5. If there is no icing, the flight engineer on the pilots command shall switch off the helicopter ice
protection system.
7. The pilot shall smoothly reduce the speed down to 70 to 50 km/h (40 to 25 kt) to an altitude of 20 m (65 ft).
8. The pilot shall reduce the speed at a pitch angle of 10 to 20 from an altitude of 20 to 15 m (65 to 50 ft).
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12. The flight engineer shall after landing close the fuel shut-off and engine fire shut-off valves of the
operating engine.
HELICOPTER OF CATEGORY A TAKEOFF FROM FIELD ABORTED TAKEOFF

In the event of failure of an engine on takeoff at an altitude lower than its value at the critical decision
point (CDP) (see Section 4 of the Flight Manual), the landing shall be performed forward of the
helicopter. For this purpose:
________________________________________________________________________________
1. The pilot shall aggressively reduce the collective pitch to maintain a main rotor rotational speed of at
least 92 %.
CONTINUED TAKEOFF
In the event of failure of an engine on takeoff at an altitude higher than its value at the critical decision
point (CDP) (see Section 4 of the Flight Manual), perform the continued takeoff. For this purpose:
________________________________________________________________________________
1. The pilot shall aggressively reduce the collective pitch down to 6 to 7 to maintain the main rotor
rotational speed of at least 92 %.
3. The pilot shall accelerate the helicopter at a pitch angle of 15 to 20 simultaneously with decrease of
the collective pitch.
4. The pilot shall increase the main rotor collective pitch to gain the 2.5-min power condition.
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5. The pilot shall start climbing the helicopter at an altitude of at least 10.7 m (35 ft) after reaching a
takeoff safe speed [(VSAFE = 90 km/h (50 kt) at H 2,000 m (6,550 ft) and VSAFE = 85 km/h (45 kt) at
H > 2,000 m (6,550 ft)].
6. The pilot shall climb the helicopter at the VSAFE speed to an altitude of 30 m (100 ft).
7. The pilot shall accelerate the helicopter to the VY (speed for best rate of climb) speed at an altitude
of 30 m (100 ft).
8. The pilot shall start climbing the helicopter at VY.
9. The pilot shall climb to an altitude of 300 m (1,000 ft) above the takeoff surface.
13. The pilot shall fly the helicopter to the landing field and land it.
HELICOPTER OF CATEGORY A TAKEOFF FROM GROUND AREA OF LIMITED DIMENSIONS [(20 x
20 m (65 x 65 ft)] ABORTED TAKEOFF
In the event of failure of an engine on takeoff from a ground area in the vertical climb up to an altitude of
20 m (65 ft), it is necessary to execute the vertical landing on the takeoff area. For this purpose:
1. The pilot shall immediately reduce the collective pitch down to 6 to 7
3. The pilot from the 5-m altitude shall aggressively increase the collective pitch to the maximum value.
4. The pilot after landing shall reduce the collective pitch to the minimum value.
CONTINUED TAKEOFF
In the event of failure of an engine on takeoff from a ground area in the vertical climb at an altitude
exceeding 20 m (65 ft), it is necessary to perform the continued takeoff. For this purpose:
________________________________________________________________________________
3. The pilot shall accelerate the helicopter at a pitch angle of 15 to 20 simultaneously with decrease of the
collective pitch.
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5. The pilot shall start climbing the helicopter at an altitude of at least 10.7 m (35 ft) above the takeoff
surface after reaching a takeoff safe speed [(VSAFE = 90 km/h (50 kt) at H 2,000 m (6,550 ft) and
VSAFE = 85 km/h (45 kt) at H > 2,000 m (6,550 ft)].
6. The pilot shall climb the helicopter at the VSAFE speed to an altitude of 60 m (200 ft) above the takeoff
surfacer.
7. The pilot shall accelerate the helicopter to the VY speed at an altitude of 60 m (200 ft).
13. The pilot shall fly the helicopter to the nearest airfield and land it.
HELICOPTER OF CATEGORY A TAKEOFF FROM ELEVATED AREA OF LIMITED DIMENSIONS
[(20 x 20 m (65 x 65 ft)] ABORTED TAKEOFF
In the event of failure of an engine on takeoff from an elevated area in the vertical climb up to an altitude
of 10 m (35 ft), it is necessary to execute the vertical landing on the takeoff area. For this purpose:
1. The pilot shall immediately reduce the collective pitch down to 6 to 7
3. The pilot from the 5-m altitude shall aggressively increase the collective pitch to the maximum value.
4. The pilot after landing shall reduce the collective pitch to the minimum value.
CONTINUED TAKEOFF
In the event of failure of an engine on takeoff from an elevated area in the vertical climb at an altitude
exceeding 10 m (35 ft), it is necessary to perform the continued takeoff. For this purpose:
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3. The pilot shall accelerate the helicopter at a pitch angle of 15 to 20 simultaneously with decrease
of the collective pitch.
5. The pilot shall start climbing the helicopter after reaching a takeoff safe speed [(VSAFE = 90 km/h
(50 kt) at H 2,000 m (6,550 ft) and VSAFE = 85 km/h (45 kt) at H > 2,000 m (6,550 ft)].
6. The pilot shall climb the helicopter at the VSAFE speed to an altitude of 60 m (200 ft) above the
takeoff flight path reference zero.
7. The pilot shall accelerate the helicopter to the VO.C speed at an altitude of 60 m (200 ft).
8. The pilot shall start climbing the helicopter at VO.C.
9. The pilot shall climb to an altitude of 300 m (1,000 ft) above the takeoff flight path reference zero.
13. The pilot shall fly the helicopter to the nearest airfield and land it.
NOTE. Such a technique of the continued takeoff allows the helicopter to fly above the elevated area
edge with a vertical margin at least of 4.5 m (15 ft) from the helicopter bottom point and with
a horizontal margin at least of 10.7 m (35 ft) from the helicopter tail point. It also allows the
helicopter to descend below the area surface, but not lower than 10.7 m (35 ft) above the
surrounding terrain.
3.2.3.3. FAILURE OF ENGINE OF HELICOPTERS OF CATEGORIES B AND A IN FLIGHT FAILURE OF

ENGINE IN FLIGHT AT ALTITUDES HIGHER THAN 100 m (330 ft)
________________________________________________________________________________
1. The pilot shall reduce the collective pitch to maintain the main rotor rotational speed at least of 92 %.
3. The pilot shall set a flight speed of 150 to 120 km/h (80 to 65 kt).
5. The flight engineer on the pilots command shall close the fuel shut-off and engine fire shut-off valves of
the failed engine.
CAUTION. WHEN CLOSING THE FUEL SHUT-OFF AND ENGINE FIRE SHUT-OFF VALVES, BE CAREFUL
NOT TO SHUT DOWN THE NORMALLY OPERATING ENGINE.
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6. If the engine has failed at an altitude of higher than 1,000 m (3,300 ft), the pilot shall descend to
an altitude of 1,000 to 500 m (3,300 to 1,650 ft).
protection system.
10. The pilot shall fly to the nearest airfield or land the helicopter on a suitable area.
FAILURE OF ENGINE IN FLIGHT AT ALTITUDES LOWER THAN 100 m (330 ft)
________________________________________________________________________________
3. The pilot shall set a flight speed of 150 to 120 km/h (80 to 65 kt).
protection system.
9. The pilot shall fly to the nearest airfield or land the helicopter on a suitable area.
The pilots actions in the process of landing and after it are similar to the actions outlined below in SubItem 3.2.3.4 FAILURE OF ENGINE OF HELICOPTERS OF CATEGORIES B AND A ON LANDING.
3.2.3.4. FAILURE OF ENGINE OF HELICOPTERS OF CATEGORIES B AND A ON LANDING
HELICOPTER OF CATEGORY B RUNNING LANDING
In the event of failure of an engine on the approach at an altitude higher than 20 m (65 ft), the
helicopter shall be landed. For this purpose:
5. The pilot shall smoothly reduce the speed down to 80 to 70 km/h (45 to 40 kt) to descend to an
6. The pilot from an altitude of 20 to 15 m (60 to 50 ft) shall reduce the speed at a pitch angle of 10 to 20.
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7. The pilot at an altitude of 15 to 10 m (50 to 35 ft) shall aggressively increase the collective pitch to
8. The pilot shall set a landing pitch angle of 8 to 9 from an altitude of 6 to 4 m (20 to 13 ft).
reduce the collective pitch to the minimum value;
In the event of failure of an engine on the approach at an altitude of the landing procedure start of 20 m
(65 ft) and less, the helicopter shall be landed. For this purpose:
5. The pilot at an altitude of 3 to 2 m (10 to 7 ft) shall aggressively increase the collective pitch to the
maximum value by the moment of landing.
HELICOPTER OF CATEGORY A LANDING ON FIELD RUNNING LANDING
In the event of failure of an engine on the approach at an altitude and speed lower than their values
at the landing commit point [(H = 30 m (100 ft) and V = 80 km/h (45 kt)], the helicopter shall be
landed. For this purpose:
5. The pilot at an altitude of 3 to 2 m (10 to 7 ft) shall aggressively increase the collective pitch to the
maximum value by the moment of landing.
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GO-AROUND
In the event of failure of an engine on the approach at an altitude and speed higher than their values
at the landing commit point [(H = 30 m (100 ft) and V = 80 km/h (45 kt)], it is possible to execute goaround. However, in this case, the pilot may also take a decision to accomplish the running landing as
it is described above. To go around, it is necessary to do the following:
1. The pilot shall reduce the collective pitch down to 6 to 7 to maintain the main rotor rotational speed
at least of 92 %.
takeoff safe speed [(VSAFE = 90 km/h (50 kt) at H 2,000 m (6,550 ft) and VSAFE = 85 km/h (45 kt) at
H > 2,000 m (6,550 ft)].
5. The pilot shall climb the helicopter at the VSAFE speed to an altitude of 30 m (100 ft).
6. The pilot shall accelerate the helicopter to the Vo.c speed at an altitude of 30 m (100 ft).
7. The pilot shall start climbing the helicopter at Vo.c.
12. The pilot shall circle and land on the field.
HELICOPTER OF CATEGORY A LANDING ON GROUND AREA OF LIMITED DIMENSIONS [(20 x
20 m (65 x 65 ft)] AND ELEVATED AREA OF LIMITED DIMENSIONS [(20 x 20 m (65 x 65 ft)]
To approach and land on ground and elevated areas of limited dimensions, follow the
recommendations outlined in Sub-Item 2.13.4.4 of Section 2 of the Flight Manual.
Should there be failure of an engine on the landing, do the following:
1. The deceleration in case of the running landing shall be fulfilled with variation of the pitch angle not
more than by 8 to 10 in order that the helicopter nose fails to cover the field.
2. To provide the running-less landing, it should be accomplished with landing gear braked wheels.
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RUNNING LANDING
In the event of failure of an engine on the approach at an altitude and speed lower than their values at
the landing commit point [(H = 30 m (100 ft) and V = 80 km/h (45 kt)], the helicopter shall be
landed. For this purpose:
3. The pilot shall apply brakes of the wheels.
4. The pilot from the landing procedure start altitude [(30 m (100 ft)] shall reduce the forward and
descent speeds through changing a pitch angle by 8 to 10.
5. The pilot from an altitude of 20 to 15 m (65 to 50 ft) shall increase the collective pitch by 9 to 11 in
order to reduce the descent speed by the moment of landing.
6. The pilot shall set a landing pitch angle of 1 to 3 from an altitude of 2 to 0.5 m (7 to 15 ft).
push the cyclic-pitch control lever through 1/3 to 1/4 of the stroke.
NOTE. Such a technique of landing on areas of limited dimensions makes it possible to perform the
running-less landing with near-zero values of landing forward and descent speeds
GO-AROUND
In the event of failure of an engine on the approach at an altitude and speed higher than their values
at the landing commit point [(H = 30 m (100 ft) and V = 80 km/h (45 kt)], it is possible to execute goaround.
However, in this case, the pilot may also take a decision to accomplish the running landing as it is
described above. To go around, it is necessary to do the following:
safe speed [(VSAFE = 90 km/h (50 kt) at H 2,000 m (6,550 ft) and VSAFE = 85 km/h (45 kt) at H >
2,000 m (6,550 ft)].
5. The pilot shall climb the helicopter at the VSAFE speed to an altitude of 60 m (200 ft) above the
landing surface when landing on a ground area (above the go-around reference zero when landing
on an elevated area).
6. The pilot shall accelerate the helicopter to the VY speed at an altitude of 60 m (200 ft).
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8. To land on a ground area, the pilot shall climb to an altitude of 300 m (1,000 ft) above the landing
surface (above the go-around reference zero when landing on an elevated area).
12. The pilot shall fly to the landing area and land the helicopter.
3.2.4. Troubles Requiring Emergency Shutdown of One of Engines Excessive (Abnormal)

Vibration
Indications:
the yellow master warning light and the EXC VIBR (. .) warning light of the left-hand
(right-hand) engine start illuminating;
the red master warning light and the ABNORM VIBR (. OACH.) warning light of the lefthand (right-hand) engine start illuminating. In this case, the audible buzzer signal is heard in the
earphones, or the information reporting system informs: Left-hand (right-hand) engine abnormal
vibration;
odd vibrations may appear in the engine location.
ON EXCESSIVE VIBRATION
1. The pilot shall continue accomplishment of the mission.
2. The flight engineer shall make an all-out effort to monitor parameters of the engines.
3. The flight engineer shall report the pilot if the parameters are out of tolerable limits.
ON ABNORMAL VIBRATION
________________________________________________________________________________
1. The pilot shall change (increase or decrease) the engines power rating
________________________________________________________________________________
2. If the ABNORM VIBR (. OACH.) warning light has stopped glowing, the pilot shall set up a
speed of 130 to 140 km/h (70 to 75 kt).
3. The pilot shall abort accomplishment of the mission.
4. The pilot shall fly to the nearest airfield.
5. The flight engineer shall make an all-out effort to monitor operation of the engines.
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6. The pilot or the flight engineer on the his command shall shut down the engine with abnormal
vibration by the fuel shut-off valve, if after changing the engines power rating the ABNORM VIBR
(. OACH.) warning light fails to get off.
7. The flight engineer on the pilots command shall close the engine fire shut-off valve of the shutdown engine.
8. The pilot, co-pilot and flight engineer shall operate as it should be done in flight with one inoperative
engine.
NOTE. In the event of appearance of odd vibrations in the location of engines with the ABNORM VIBR
(. OACH.) warning light of the left-hand (right-hand) engine being off, the
crew shall operate as it is described above.
Momentary flashing of the ABNORM VIBR (. OACH.) warning light of the left-hand (right-hand)
engine is tolerable. In this case, it is permissible to continue the flight.
OIL TEMPERATURE RISE OR OCCURRENCE OF CHIPS IN OIL
Indications:
the rise above the maximum allowable value as read against the oil temperature indicator;
illumination of the CHIPS () warning light of the left-hand (right-hand) engine;
the information reporting system reports: Chips in left-hand (right-hand) engine oil.
________________________________________________________________________________
1. The pilot shall decrease the engines power rating.
2. The pilot shall set up a flight speed of 130 to 140 km/h (70 to 75 kt).
3. The flight engineer shall make an all-out effort to monitor parameters of operation of the engines.
5. If the oil temperature drops to the normal value or the CHIPS () warning light gets off, the
pilot shall fly to the nearest airfield and land the helicopter.
________________________________________________________________________________________________________________________
6. The pilot or the flight engineer on his command shall shut down the engine by the fuel shut-off valve, if after
decreasing the engines power rating there is no drop of the oil temperature (remains to be above 150 OC)
or the CHIPS () warning light continues to illuminate.
________________________________________________________________________________
7. The flight engineer on the pilots command shall close the engine fire shut-off valve of the shutdown engine
engine.
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NOTE. Should the oil temperature rise above 150 OC and the CHIPS () warning light fail to
start glowing, the crew shall operate as it is described above.
OIL PRESSURE DROP
Indications:
illumination of the LOW OIL PR ( ) of the left-hand (right-hand) engine;
oil pressure drop as read against the indicator
the information reporting system reports: Left-hand (right-hand) engine oil low pressure.
________________________________________________________________________________
1. The pilot shall decrease the engines power rating if the oil pressure drops down to 2 kgf/cm (28 lbf/in2).
________________________________________________________________________________
4. If the oil temperature is below 150 OC, it is permissible for the pilot to continue accomplishment of the
mission.
5. Should the oil pressure drop below 2 kgf/cm (28 lbf/in2), the pilot or the flight engineer on the pilots
command shall shut down the engine by the fuel shut-off valve.
________________________________________________________________________________
6. The flight engineer on the pilots command shall close the fire shut-off valve of the shutdown engine.
7. The pilot, co-pilot and flight engineer shall operate as it should be done in flight with one inoperative engine.
NOTE. If the indicator reads decrease of the oil pressure, but the LOW OIL PR ( ) warning
light fails to get on, the crew shall operate as it is described above.
FAILURE OF TEMPERATURE REGULATOR
Indications:
illumination of the ENG GOV OFF ( .) warning light of the left-hand (right-hand) engine;
rise of the turbine inlet temperature is possible.
________________________________________________________________________________
1. The pilot and flight engineer shall check the gas temperature measurement equipment for serviceability
by depressing the CHECK 2IA-6 AIR ( 2-6 ) button on the left side panel.
3. If the gas temperature is within tolerable limits, the pilot shall continue accomplishment of the
mission.
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________________________________________________________________________________
4. If the gas temperature gets higher than tolerable values, the pilot or the flight engineer on the pilots
command shall shut down the engine by the fuel shut-off valve.
________________________________________________________________________________
engine.
FAILURE OF ENGINE AUTOMATIC CONTROL SYSTEM A. FAILURE OF ENGINE GOVERNOR
FREE TURBINE CHANNELS
Indications:
illumination of the FREE TURB OVSP (nCT .) warning light of the left-hand (right-hand)
engine. In this case, the engine fails to get shut down.

1. The flight engineer shall turn off the engine governor switch of the left-hand (right-hand) engine.
2. The pilot and flight engineer shall be sure that the FREE TURB OVSP (CT .) warning light is off.
3. The flight engineer shall again turn on the engine governor switch of the left-hand (right-hand) engine.
4. If after turning the engine governor switch on, the FREE TURB OVSP (nT .) warning light
fails to start glowing, the pilot shall continue accomplishment of the mission
6. If after turning the engine governor switch on, the FREE TURB OVSP (nCT .) warning light
starts glowing again, but the engine operation parameters are within tolerable limits, the pilot shall
abort accomplishment of the mission.
7. The flight engineer shall cut off the engine governor of the defective engine.
9. The pilot shall fly to the nearest airfield.
________________________________________________________________________________
10. If after turning the engine governor on the FREE TURB OVSP (nCT .) warning light again
starts glowing, and the gas temperature or the gas generator rotational speed is out of tolerable
limits, the pilot or flight engineer on his command shall shut down the defective engine by the fuel
shut-off valve.
________________________________________________________________________________
12. The pilot, co-pilot and flight engineer shall operate as it should be done in flight with one
inoperative engine.
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B. FAILURE OF ENGINE GOVERNOR

Indications:
illumination of the ENG GOV OFF ( .) warning light of the left-hand (right-hand) engine. In
this case, the engine fails to get shut down;
the gas generator rotational speed (ngg) may rise up to 102 % under conditions of limitation of the
gas temperature and gas generator rotational speed.
1. When the gas generator rotational speed growth takes place, the pilot shall maintain the preset
engines power rating by moving the collective pitch control lever.
2. The pilot shall set up the cruising speed depending on the flying mass and flight altitude.
3. The flight engineer shall cut off the engine governor of the defective engine.
6. The pilot shall fly to the nearest airfield and land the helicopter.
________________________________________________________________________________
7. The pilot or flight engineer on his command shall shut down the engine with the failed engine
governor, if the FREE TURB OVSP (nCT .) warning light starts illuminating, and parameters
are out of tolerable limits.
________________________________________________________________________________
NOTE. Should parameters of the engine operation be out of tolerable limits, and the ENG GOV OFF
( .) or FREE TURB OVSP (nCT .) warning light fails to illuminate, the crew
shall operate as it is described above.
ENGINE ATTAINMENT OF CONDITION OF LIMITATION OF TURBINE INLET TEMPERATURE OR

GAS GENERATOR ROTOR ROTATIONAL SPEED
Indications:
illumination of the RPM, GAS (t) LIMITS LH (RH) [(. n, ()] warning light on
the electrical control panel left-hand side panel.
________________________________________________________________________________
1. The pilot shall reduce the engines power rating.
________________________________________________________________________________
2. The flight engineer shall depress the CHECK 2IA-6 AIR ( 2-6 ) button to
make sure that the gas temperature measurement equipment is serviceable.
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3. The pilot shall continue accomplishment of the mission if the gas temperature measurement
equipment is serviceable, as well as if the engines power rating is reduced, the gas temperature
and gas generator rotor rotational speed are within tolerable limits for this condition.
________________________________________________________________________________
4. In the event of rise of the gas temperature or gas generator rotor rotational speed is higher than
tolerable values, the pilot or flight engineer on his command shall shut down the engine by the fuel
shut-off valve.
________________________________________________________________________________
5. The flight engineer shall on the pilots command close the fire shut-off valve of the shutdown engine.
UNSTABLE OPERATION OF ENGINE (SURGE)
Indications:
specific bangs in the location of engines;
drop of the gas generator rotor rotational speed with simultaneous rise of the gas temperature and
change of the unstably operating engine power rating as read against the IR-117M (P-117M)
engine pressure ratio indicator set;
drop of the main rotor rotational speed.
A. On hovering immediately land the helicopter.
B. IN FLIGHT
________________________________________________________________________________
1. The pilot shall shift the separate throttle control lever of the instably operating engine to the idle position.
2. If the gas generator rotational speed and gas temperature (tg) approximately meet values of the
idle condition, the pilot shall:
smoothly shift the separate throttle control lever from the idle condition position to the middle
position and latch it;
make sure in normal operation of the engine;
continue accomplishment of the mission.
________________________________________________________________________________
3. If the engine continues operating unstably under the idle condition, then with the auxiliary power unit
being off, the pilot shall:
shift the LH-RH (.-.) selector switch to the unstably operating engine position;
depress the START () button for 1 or 2 s;
close the fuel shut-off valve of the unstably operating engine for 1 or 2 s;
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again open the fuel shut-off valve.

________________________________________________________________________________
4. If the engine start normally operating after the operations performed, the pilot shall:
smoothly shift the separate throttle control lever to the middle position and latch it;
make sure in the normal operation of the engine;
________________________________________________________________________________
If the engine continues operating under the unstable condition, the pilot shall give a command to the
flight engineer to shut down it.
________________________________________________________________________________
shut down the unstably operating engine by the fuel shut-off valve;
close the fire shut-off valve of the shutdown engine.
________________________________________________________________________________
engine.
3.2.5. Troubles of Gearboxes

Indications:
origination of abnormal noise and helicopter buffeting;
illumination of the LOW OIL PR MAIN GB ( . .), HI MG OIL TEMP (t
. . ) and CHIPS IN MAIN GB ( . .) warning lights or the CHIPS IN
INTRM GB ( . .) and CHIPS IN TAIL GB ( XB. .) warning
lights. As this takes place, the information reporting system reports: Low oil pressure in main
gearbox, Chips in gearbox oil and High temperature of main gearbox oil;
drop of the oil pressure in the main gearbox as read against the indicator;
sharp rise of the oil temperature as read against the defective gearbox indicator.
ON WARNING LIGHT ILLUMINATION (FLASHING) NOT ACCOMPANIED WITH OIL PRESSURE
DROP IN MAIN GEARBOX OR OIL TEMPERATURE RISE IN GEARBOXES
(FALSE OPERATION OF WARNING SYSTEM)

2. The flight engineer shall make an all-out effort to monitor parameters of operation of the gearboxes.
3. The pilot shall fly to the nearest airfield and land the helicopter with the running, if possible.
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ON WARNING LIGHT ILLUMINATION (FLASHING) WITH SIMULTANEOUS OIL PRESSURE

DROP IN MAIN GEARBOX OR OIL TEMPERATURE RISE IN DEFECTIVE GEARBOX, AND
APPEARANCE OF ABNORMAL NOISE OR BUFFETING
________________________________________________________________________________
1. The pilot shall immediately start descending the helicopter at a speed of 130 to 140 km/h (70 to 75 kt).
2. The flight engineer shall make an all-out effort to monitor parameters of operation of the gearboxes.
4. The pilot shall land the helicopter on the chosen field with the running, if possible.
5. The pilot or flight engineer on his command shall shut down the engines by the fuel shut-off valves.
WARNING ! The pilot immediately shall land the helicopter on the chosen field, in the event of:
drop of the main gearbox oil pressure below 2.5 kgf/cm (36 psi) and rise of the oil temperature above
the tolerable value, but the LOW OIL PR MAIN GB ( . .) warning light fails to
illuminate;
the LOW OIL PR MAIN GB ( . .) warning light starts glowing or the oil temperature
in the defective gearbox has grown above the tolerable value, but the CHIPS IN MAIN GB
( . .) [CHIPS IN INTRM GB ( . .) or CHIPS IN TAIL GB
( XB. .)] warning light fails to illuminate.
3.2.6. Failure of Directional Control

a. Breakage of Tail Rotor
Indications:
origination of the helicopter buffeting with a frequency of the tail rotor rotational speed;
the helicopter sharply turns to the left and rolls to the right side.
ON HOVERING OR IN MOVEMENT CLOSE TO GROUND
________________________________________________________________________________
1. The pilot shall roll out from the right side.
2. The pilot shall smoothly reduce the collective pitch.
3. The pilot shall land the helicopter.
4. The pilot shall reduce the collective pitch to the minimum value at the moment of touching the ground.
shut down the engines by the fuel shut-off valves;
close the engine fire shut-off valves;
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________________________________________________________________________________
WARNING! NEVER ACCELERATE THE HELICOPTER TO CEASE THE HOVERING TURN.
IN FLIGHT
________________________________________________________________________________
1. The pilot shall set up the autorotative condition of the helicopter.
________________________________________________________________________________
3. The pilot shall make the helicopter slip to prevent its turn.
5. The co-pilot on the pilots command shall switch off the autopilot rudder channel.
6. The flight engineer on the pilots command shall shut down the engines by the fuel shut-off valves
at an altitude of 100 to 50 m (330 to 165 ft).
________________________________________________________________________________
________________________________________________________________________________
8. The pilot shall land the helicopter on a chosen field in compliance with the recommendations
outlined in Item 3.2.2 FAILURE OF TWO ENGINES IN FLIGHT.
9. The flight engineer shall deenergize the helicopter at the moment of touching the ground.
B. FAILURE OF TAIL ROTOR DRIVE (TRANSMISSION) ON HOVERING OR IN MOVEMENT
CLOSE TO GROUND
Indications:
the helicopter sharply turns to the left and rolls to the right side.
CREW OPERATING PROCEDURES:
they are similar to the operating procedures described above in Para A Breakage of Tail Rotor.
IN FLIGHT
Indications:
the helicopter turns to the left with an increasing rate. The right-side slipping occurs;
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on depressing the right-hand pedal in order to eliminate the slipping, the rate of the turn to the left
initially decreases, but then grows.
________________________________________________________________________________
1. The pilot shall without delay:
set pedals to the neutral position;
roll the helicopter right to eliminate its turn to the left (in this case, the flight will take place with slipping).
________________________________________________________________________________
3. The pilot, keeping the pedals in the neutral position, shall:
fly at a speed of 150 to 220 km/h (80 to 120 kt) to the nearest airfield or a field suitable for the
running landing;
come in for the right-side head and crosswind or the upwind landing, wherever possible;
perform the approach descent and landing at a speed of 100 to 80 km/h (55 to 45 kt) with a descent
speed of 2.0 to 0.5 m/s (400 to 100 ft/min). In so doing, the pilot shall maintain the direction by the
angle of roll not varying the position of pedals;
eliminate the slipping just before the landing by depressing the right-hand pedal with decreasing the
roll at a time to the zero value;
________________________________________________________________________________
WARNING! NEVER INCREASE THE MAIN ROTOR COLLECTIVE PITCH BEFORE THE LANDING.
do not allow the helicopter to roll after the landing;
reduce the collective pitch to the minimum value.
________________________________________________________________________________
shut down the engines;
NOTE. In the event of breakage of the transmission, the tail rotor rotational speed sharply drops. To
recover and maintain it, the flight shall be executed with the right slipping and pedals being in the
neutral position. Under these conditions, the ram airflow sets the tail rotor into the autorotative
condition. Along with reduction of the forward speed, right slip angles required for the tail rotor
windmilling are growing. That is why a speed of at least 100 to 80 km/h (55 to 45 kt) shall be
maintained.
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C. DISRUPTION OF TAIL ROTOR CONTROL

Indications:
the helicopter fails to respond to depression and release of the pedals, or they are seized;
the helicopter spontaneously turns to the left with rise of the slip angle.
ON HOVERING OR IN MOVEMENT CLOSE TO GROUND
The crew shall operate similarly to the operating procedures as it should be done in case of breakage
of the tail rotor.
IN FLIGHT
2. The pilot shall make the helicopter slip to prevent its turn.
6. The pilot shall fly to the nearest airfield or an area suitable for the running landing.
NOTE. The pilot shall hold the course by changing values of the roll and collective pitch, and basically turn left.
The approach shall be performed so as to land with crosswind from the left side. Descent on
the final approach shall be effected at a flight speed of 140 to 160 km/h (75 to 85 kt) and
descent speed not higher than 3 to 4 m/s (600 to 800 ft/min).
________________________________________________________________________________
7. The pilot from an altitude of 30 to 25 m (100 to 80 ft) shall use only cyclic-pitch control lever to
reduce the forward speed down to 80 km/h (45 ft) by the moment of landing.
8. The pilot shall roll out the helicopter prior to touching the ground.
________________________________________________________________________________
WARNING! NEVER INCREASE THE MAIN ROTOR COLLECTIVE PITCH IN THE PROCESS OF
REDUCING THE FORWARD SPEED AND LANDING.
________________________________________________________________________________
9. The pilot shall minimize the collective pitch at the moment of touching the ground.
shut down the engines by the fuel shut-off valves;
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WARNING! The helicopter breakage may take place when landing it with the failed directional control
system.
3.2.7. Troubles in Cooling System of Various Equipment in Flight

Indications:
appearance of abnormal noise in the ventilation installation location area;
simultaneous rise of the oil temperature in the engines and main gearbox at a steady engines power rating;
illumination of the HI MG OIL TEMP (t . . ) warning light.
________________________________________________________________________________
1. The pilot shall reduce the engines power rating.
________________________________________________________________________________
2. The pilot shall set up the level flight speed, at which the required power of engines is minimal.
3. The flight engineer shall make an all-out effort to monitor the oil temperature in the engines and
main gearbox.
4. The pilot shall fly to the nearest airfield and land the helicopter, if the oil temperature in the
engines and main gearbox has dropped and is maintained within tolerable limits.
5. The pilot shall land the helicopter on a chosen field, if the oil temperature in the engines and main
gearbox fails to drop and exceeds tolerable limits.
3.2.8. Failure and Troubles of Hydraulic System

A. Failure of main hydraulic system.
Indications:
the helicopter autostabilizer system fails to operate;
the collective pitch lever displacement force is growing;
illumination of the red master warning light on the instrument panel and the MAIN SYST FAIL
( .) warning light on the hydraulic system panel;
the information reporting system reports: Failure of main hydraulic system;
drop of the pressure in the main hydraulic system up to the zero.
NOTE. The following equipment gets off: the autopilot through all channels, hydraulic cylinder of the
brake release system of the collective pitch lever friction clutch and the variable stop
hydraulic cylinder in the helicopter longitudinal control system. Tree warning lights of failure
of the autopilot channels start illuminating on the left-hand instrument panel.
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________________________________________________________________________________
1. The flight engineer on the pilots command shall set the MAIN-ON-AUX OFF (. -) selector switch to the MAIN (OCH) position.
________________________________________________________________________________
2. The pilot shall depress the autopilot ON button
________________________________________________________________________________
3. The pilot shall adjust the friction clutch required tightening with the aid of the handwheel mounted
on the collective pitch lever.
4. The pilot and flight engineer shall make an all-out effort to monitor operation of the auxiliary
hydraulic system.
5. The co-pilot shall report to the pilot the time-to-go to the nearest airfield.
6. The pilot shall take a decision to land the helicopter on the arrival or nearest airfield.
7. The pilot shall fly to the arrival or nearest airfield and land the helicopter.
B. Excess of nominal pressure in main hydraulic system

Indications:
the main hydraulic system pressure indicator reads a pressure within 78 and 88 kgf/cm (1,100 and 1,230 psi).

_________________________________________________________________________________
1. The flight engineer on the pilots command shall set the MAIN-ON-AUX OFF (. -) selector switch to the MAIN (OCH) position.
_________________________________________________________________________________
2. The pilot shall depress the autopilot disengagement button.
4. The pilot and flight engineer shall make an all-out effort to monitor operation of the auxiliary
hydraulic system.
C. Considerable increase of frequency of variation of operating pressure in main hydraulic system
caused by nitrogen leakage from both hydraulic accumulators.
Indications:
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frequency of fluctuations of the pointer of the main hydraulic system pressure indicator reaches 3 Hz.
________________________________________________________________________________
1. The flight engineer shall report to the pilot on the trouble occurrence.
________________________________________________________________________________
2. The flight engineer on the pilots command shall set the MAIN-ON-AUX OFF (. --)
selector switch to the MAIN (OCH) position.
________________________________________________________________________________
3. The pilot shall depress the autopilot disengagement button.
5. The pilot and flight engineer shall make an all-out effort to monitor operation of the auxiliary hydraulic system.
D. Failure of auxiliary hydraulic system with main hydraulic system operating.
Indications:
illumination of the red master warning light on the instrument panel;
illumination of the AUX SYST FAIL ( .) warning light on hydraulic system panel;
the information reporting system reports: Failure of auxiliary hydraulic system;
drop of the pressure in the auxiliary hydraulic system up to the zero.
________________________________________________________________________________
________________________________________________________________________________
2. The flight engineer on the pilots command shall set the MAIN-ON-AUX OFF (. --)
selector switch to the AUX () position.
________________________________________________________________________________
3. The pilot and flight engineer shall make an all-out effort to monitor operation of the main hydraulic system.
E. Failure of pressure transmitter or indicator in main (auxiliary) hydraulic system.
Indications:
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discrepancy of readings of the pressure indicators of the main and auxiliary hydraulic systems;
the MAIN SYST FAIL ( OCHOBH.) and AUX SYST FAIL ( .) warning lights fail
to start illuminating;
the red master warning light on the instrument panel fails to start illuminating;
there is no voice report on failure of the hydraulic system;
the automatic stabilization (helicopter control) is maintained;
the autopilot channel failure warning light on the left-hand instrument panel fails to illuminate.
________________________________________________________________________________
________________________________________________________________________________
2. The flight engineer shall check lamps of warning lights for serviceability.
3. The pilot and flight engineer shall make an all-out effort to monitor operation of the hydraulic system.
4. The pilot shall continue the flight.
F. Failure of master slide valve of the KAU-80B (K-80) combination control hydraulic booster in
one of helicopter control channels.
Indications:
the AUX SLD VLV MAIN SYST ( ) or the AUX SLD VLV AUX SYST (
) warning light starts illuminating;
failure of the helicopter automatic stabilization through one or all channels at a time;
in the event of failure of the slide valve:
in the altitude channel the AUTOT ALT ( ) warning light on the left-hand
instrument panel starts illuminating, and the altitude channel gets off;
in the rudder channel the AUTOT HDG ( .) warning light on the left-hand
instrument panel starts illuminating, and the rudder channel continues operating;
in the roll or pitch channel the AUTOT HDG ( .), AUTOT PITCH-ROLL
( -.) and AUTOT ALT ( ) warning lights on the lefthand instrument panel starts illuminating, and the autopilot gets off through all the channels;
the ON () switch-lights get off on the autopilot panel, and the OFF () switch-lights of the
failed channel get on there;
markers of indicators on the autopilot panel deflect up to the stop or return to the neutral position;
on shifting the controls, the load through the failed channel (channels) rises.
1. On shifting the controls, the pilot shall define the control failed channel (channels).
2. In the event of failure of the altitude (rudder) channel, the pilot and co-pilot shall:
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keep the helicopter from a change of the altitude (direction);

disengage the autopilot failed channel by the OFF () switch-light;
continue accomplishment of the mission;
the pilot and flight engineer shall make an all-out effort to monitor operation of the hydraulic systems.
3. In the event of failure of the roll-pitch channel, the pilot shall:
counteract the change of the helicopter position in the space by manipulating the controls;
depress the autopilot disengagement button on the cyclic-pitch control lever;
4. The pilot and flight engineer shall make an all-out effort to monitor operation of the hydraulic systems.
WARNING! NEVER engage the failed channel after its disengagement !
3.2.9. Remaining Fuel Reserve of 145 L

Indications:
the TANKS LEFT, RIGHT 145L FUEL REMAIN ( , 145 )
warning light starts illuminating on the instrument panel;
the audible buzzer signal is heard in the earphones or the information reporting system reports:
Critical fuel reserve.
________________________________________________________________________________
1. The flight engineer shall report to the pilot that the 145 L FUEL REMAIN ( 145 )
warning light starts illuminating.
2. The flight engineer on the pilots command shall check that there is no fuel leakage.
________________________________________________________________________________
3. The co-pilot shall define the fuel remaining in tanks.
4. The flight engineer shall shift the X-FEED VALVE ( ) switch to the OPEN ()
position.
5. The flight engineer shall make sure against illumination of the X-FEED OPEN ( )
warning light that the X-feed valve is opened.
________________________________________________________________________________
6. The co-pilot shall calculate the time-to-go to the nearest airfield.
8. The co-pilot shall report to the pilot about the remaining fuel in tanks and time-to-go to the nearest airfield.
9. The pilot shall take a decision to fly to the nearest airfield or land the helicopter on a chosen field.
WARNING! 1. The fuel reserve of 290 l in tanks is sufficient for the flight at an altitude of 200 m (650 ft)
and speed of 220 km/h (120 kt) for 18 min to a distance of 60 km (32 Nm).
2. With the remaining fuel reserve, the helicopter shall be smoothly piloted, and turns
shall be performed in coordination (without slipping).
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3.2.10. Failure of Both Fuel Boost Pumps

A. Failure of one of fuel boost pumps.
Indications:
illumination of the LH INOPER ( ) or RH INOPER ( )
warning light indicating the state of pumps of appropriate tanks;
the TRANSFER OPEN ( ) warning light starts glowing;
Left-hand fuel tank pump failure or Right-hand fuel tank pump failure.
1. The flight engineer shall report to the pilot about failure of the fuel boost pump of the left or righthand tank.
2. The flight engineer on the pilots command shall turn off the switch of the failed fuel boost pump.
3. The flight engineer shall turn on the X-FEED VALVE ( ) switch.
4. The flight engineer shall shift the TRANSFER VALVE ( ) selector switch from the
AUTO (ABTOM) position to the OPEN () position.
5. The flight engineer shall make sure that the X-feed and transfer valves are opened that is
confirmed by illumination of the X-FEED OPEN ( ) and TRANSFER OPEN
( ) warning lights.
7. The co-pilot shall make an all-out effort to monitor the fuel consumption.
NOTE. In case of failure of one boost pump, the amount of unusable fuel in the tank with the failed
pump increases by 25 lit (19.4 kg (33 lb)).
B. Failure of both fuel boost pumps.
Indications:
the TANK PUMPS LH INOPER ( ) and RH INOPER
( ) warning lights start illuminating;
the TRANSFER OPEN ( ) warning light starts glowing;
Left-hand fuel tank pump failure or Right-hand fuel tank pump failure;
possible is drop of ngg of engines by 1.5 to 3 % (depending on the engines power rating).
1. The flight engineer shall report to the pilot about failure of both fuel boost pumps.
________________________________________________________________________________
2. Turn on the START PUMP ( ) switch.
3. The flight engineer shall turn on the X-FEED VALVE ( ) switch.
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4. The flight engineer shall shift the TRANSFER VALVE ( ) selector switch from the
AUTO (ABTOM) position to the OPEN () position.
5. The flight engineer shall make sure that the X-feed and transfer valves are opened, and the fuel
starting pump is operating, that is confirmed by illumination of the X-FEED OPEN (
), TRANSFER OPEN ( ) and START OPER (
) warning lights.
6. The flight engineer on the pilots command shall turn off switches of both fuel boost pumps.
8. The pilot shall fly to and land on the nearest airfield or chosen field.
NOTE. When flying with the failed fuel boost pumps and with the remaining fuel close to the reserve
amount, the helicopter shall be piloted smoothly, in coordination, without slips and abrupt
maneuvers. There shall be no angles of pitch exceeding 10 and roll exceeding 10 set up.
3.2.11. Vortex-Ring Mode

The helicopter may occur in the vortex-ring state during the power-on vertical letdown at a speed
higher than 3 m/s (600 ft/min) or the power-on glide at a forward speed lower than 50 km/h (27 kt)
and vertical speed higher than 4 m/s (800 ft/min).
Indications:
spontaneous rise of the vertical speed;
helicopter buffeting and bumps to sides;
reduction of the control capability;
unsteady readings of speed and rate-of-climb indicators.
______________________________________________________________________________
1.The pilot shall:
accelerate the helicopter up to a speed of 60 to 80 km/h (35 to 45 kt) at a pitch angle of 15 to 20;
smoothly increase the main rotor collective pitch, not allowing the main rotor rotational speed be
lower than the tolerable value.
______________________________________________________________________________
2. The pilot shall bring the helicopter into the horizontal flight
NOTE. On recovering the helicopter from the vortex-ring state in such a manner, loss of altitude
constitutes from 20 to 200 m (65 to 650 ft) and depends upon the:
reference forward speed at the moment of occurrence in the vortex-ring state;
time expired from of occurrence of the helicopter in the vortex-ring state up to the beginning of
recovery from this state;
rate of the acceleration at a forward speed (pitch angle to the diving);
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helicopter mass;
outside air temperature and atmospheric pressure.
The pitch angle value at the acceleration depends on the flight altitude.
3.2.12. Disturbance of Main Rotor Balancing

Disturbance of the main rotor balancing is possible in case of:
disconnection of tail compartments or components of the blade abrasive and ice protection;
separation of the blade tip or balance weight.
Indications:
low-frequency high vibration;
it has been seen that a blade dropped out of the main rotor rotation cone (the helicopter control
capability is maintained).
3. If the vibration level gets lower, the pilot shall fly to the nearest airfield and land the helicopter
with the running, wherever possible.
4. If the vibration level fails to decrease, the pilot shall land the helicopter on a chosen field.
3.2.13. Occurrence of Low-Frequency Vertical Oscillations in Flight

There are the following causes of origination of low-frequency vertical oscillations of the helicopter:
natural minor elastic oscillations of the helicopter fuselage. Sensors of the autopilot respond to them, and
the vibrations exert effect through controls on the fuselage, thus increasing oscillations of the helicopter;
natural vertical oscillations of the helicopter fuselage, which through the crew cabin floor, pilots seat
and hand bring about spontaneous longitudinal displacement of the cyclic-pitch control lever (and with
the friction clutch button depressed, displacement of the collective pitch control lever). This results in
excitation of the control linkage and strengthens oscillations of the helicopter fuselage.
Indications:
origination of low-frequency vertical oscillations of the helicopter with a frequency close to the main
rotor rotational speed;
oscillations of the main rotor rotation cone of up to 300 to 60 mm (10 to 25 in) at the blade tip.
________________________________________________________________________________
1. The pilot (co-pilot) shall release the friction clutch button on the collective pitch control lever.
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2. The pilot shall disengage the autopilot by depressing the button on the cyclic-pitch control lever.
________________________________________________________________________________
3. The pilot shall bring the helicopter into the horizontal flight.
4. The pilot shall release the cyclic-pitch control lever (preventing its spontaneous displacements).
NOTE. Do not depress the friction clutch button, in the event of onset of oscillations with the
collective pitch control lever being locked.
5. If after releasing the cyclic-pitch control lever, oscillations fail to damp within 2 or 3 s, the pilot shall:
aggressively reduce the collective pitch by 2 to 3;
release the friction clutch button;
reduce the flight speed by 30 to 40 km/h (15 to 20 kt).
6. The pilot or co-pilot on his command shall engage the autopilot after cessation of oscillations.
8. If after engagement of the autopilot oscillations again originate, the pilot shall:
repeat the operations required for elimination of oscillations;
continue the flight with the disengaged autopilot at a speed of 150 to 160 km/h (80 to 85 kt).
3.2.14. Spontaneous Counter Clockwise Rotation of Helicopter at Vertical Takeoff or

Landing
Major causes of origination of spontaneous rotation on the takeoff or landing are the following:
the helicopter takeoff (landing ) mass for actual weather conditions exceeds the maximum
tolerable value, defined through nomograms;
loss of the main rotor rotational speed below the tolerable value.
The right-side crosswind or tailwind of the force exceeding the values permissible by the Flight
Manual may be the fostering cause.
The helicopter spontaneous rotation arises because of shortage of the tail rotor thrust needed for
compensation for the main rotor torque reaction.
The rise of the angular rotational speed is explained by the phenomenon that at the right-side
crosswind or the right-side tailwind the tail rotor occurs in the main rotor flow reflected from the
ground. As this takes place, the tail rotor thrust drops. When the helicopter rotates, the tail rotor
occurs in the vortex-ring state. In this case, the tail rotor thrust value drops even more, while the
angular rotational speed gets increased.
Indications:
on depressing the right-hand pedal up to the stop to maintain the direction, the helicopter fails to
respond to this action and turns left;
on the hovering in the left-hand rotation, the helicopter descends and spontaneously changes angles of roll
and pitch;
the helicopter angular left-hand rotational speed spontaneously rises.
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A. On the takeoff prior to the liftoff:
1. The pilot, keeping the right-hand pedal depressed up to the stop, shall minimize the collective pitch.
2. The pilot shall not take off.
3. The co-pilot shall:
define more exactly the tolerable takeoff mass for actual weather conditions;
compare the helicopter actual mass with the value calculated through nomograms;
report the calculation results to the pilot.
4. The pilot shall define more exactly the wind direction at the takeoff area.
B. After the helicopter liftoff on the takeoff:
1. The pilot, keeping the right-hand pedal depressed up to the stop, shall:
immediately reduce the collective pitch by 1 or 2;
give the command to the flight engineer to switch off the SPUU-52 (-52) tail rotor pitch limit
system.
2. The flight engineer on the pilots command shall turn off the SPUU-52 (-52) tail rotor pitch
limit switch on the left-hand sub-panel of the electrical control panel.
4. The pilot shall land the helicopter.
valves of both engines after landing.
C. On the hovering before landing:

1. The pilot, keeping the right-hand pedal depressed up to the stop, shall:
immediately reduce the collective pitch by 1 or 2;
give the command to the flight engineer to switch off the SPUU-52 (-52) tail rotor pitch limit system.
2. The flight engineer on the pilots command shall turn off the SPUU-52 (-52) switch on the
left-hand sub-panel of the electrical control panel.
3. The pilot simultaneously with reducing the collective pitch shall accelerate the helicopter.
4. The pilot shall perform the circling flight.
5. The pilot shall carry out the upwind running landing (with a forward speed).
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3.2.15. Ground Resonance

Indications:
origination of growing low-frequency oscillations of the helicopter primarily in the transverse
direction in the process of testing engines on the ground or during the taxiing, takeoff ground run or
landing run.
DURING ENGINE TEST
________________________________________________________________________________
1. The pilot shall push the collective pitch control lever down as far as it will go.
2. The pilot shall turn the throttle control twist grip to the left.
3. If with the main rotor rotational speed being reduced, there is no cessation of oscillations, the flight
engineer on the pilots command shall shut down the engines by the fuel shut-off valves.
________________________________________________________________________________
________________________________________________________________________________
DURING TAXIING, TAKEOFF OR LANDING RUN
________________________________________________________________________________
1. The pilot shall push the collective pitch control lever down as far as it will go.
2. The pilot shall turn the throttle control twist grip to the left.
3. The pilot shall set the cyclic-pitch control lever to the neutral position.
4. If with the main rotor rotational speed being reduced, there is no cessation of oscillations, the flight
engineer on the pilots command shall shut down the engines by the fuel shut-off valves.
3.2.16. Pilots Actions Before Emergency Landing and Crew

Operating Procedures After Emergency Landing on Ground
If the situation permits, the pilot prior to the emergency landing shall inform passengers through the
audio and passenger address system about the following:
WARNING: This is the pilot speaking.
The helicopter is faulty, and the emergency landing is possible. There is the necessary
emergency and rescue equipment available aboard. We have warned the ground
rescue services, and they are taking all required measures. Preserve your calm. Keep
your seats. Follow exactly all the instructions of the crew members.
5 to 10 seconds before the landing there will be the command given: Warning, landing
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The pilot prior to the landing shall determine the necessity of jettisoning blisters, doors and
emergency exit hatches. On the pilots command, the co-pilot shall jettison the right-hand blister and
the flight engineer the left-hand entrance stairs. The cabin attendant shall jettison the rear entrance
door. The passengers sitting nearby the emergency exit hatches shall jettison them. The pilot shall
jettison the left-hand blister.
The pilots main task in the event of the emergency landing is to provide safety of the passengers
and crew aboard during landing, as well as their evacuation from the helicopter. What is more, when
occurring on a deserted country, he shall create conditions for further life support until rescue teams
render help to them.
The cabin attendant before starting the engines shall brief passengers on rules of the behavior in
flight and actions in the event of emergency landing.
1. The pilot, co-pilot, flight engineer and cabin attendant shall provide evacuation of passengers through
doors and emergency exit hatches.
NOTE. Routes for the passengers and crew to escape the helicopter are outlined in the
PASSENGERS SAFETY INSTRUCTIONS (see Section 2 of the Flight Manual).
2. The flight engineer, co-pilot and cabin attendant shall remove the emergency radio set, first aid kit,
food and water survival pack from the helicopter.
3. The flight engineer, co-pilot, cabin attendant and pilot shall escape from the helicopter.
4. The crew shall render the first aid to victims.
5. The pilot or co-pilot on his command using ground communication facilities or aircraft radio sets shall:
establish the communication with the nearest airfield (aircraft flying over);
report about the place and results of the emergency landing;
request the needed help.
6. The pilot or co-pilot on his command shall:
prepare the emergency radio set for operation;
guide rescue helicopters (airplanes) to the landing place.
WARNING! THE CREW AND PASSENGERS SHALL NEVER RETURN TO THE HELICOPTER AFTER
ESCAPING IT, IF THERE IS NO FULL CONFIDENCE IN IMPOSSIBILITY OF FIRE OR
EXPLOSION.
3.2.17. Cabin Attendants Actions

When in Case of Passenger State of Health Worsening in Flight
1. The cabin attendant shall report to the pilot on a passengers bad general condition.
2. If required, he shall render first aid to the passenger by using the first aid kit medicines and oxygen
supply set.
DURING EMERGENCY LANDING ON DRY LAND
1. After the pilots command on the necessity of the emergency landing, the cabin attendant shall
check passengers seatbelts (they shall be fastened).
2. The cabin attendant jointly with the pilot, co-plot and flight engineer shall assist passengers to
escape from the helicopter in emergency after the landing.
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3. The cabin attendant shall render the first medical aid to passengers, if required.
4. He shall together with the flight engineer and co-pilot remove the emergency radio set, food and
water survival pack from the helicopter.
3.2.18. Failures and Troubles of Fuel System

Off-Design Decrease in Fuel Reserve
The off-design decrease in the fuel reserve may take place in the event of failure of the fuel system
sealing.
Indications:
the fuel quantity indicator reads the fast fuel use;
with the remaining fuel reserve, the 145 L FUEL REMAIN ( 145 ) warning light starts
illuminating and an audible buzzer signal is heard in the earphones, or the information reporting
system reports: Critical fuel reserve;
fuel may smell in the passenger compartment or crew cabin.
________________________________________________________________________________
1. On detecting the fast fuel use against the fuel quantity indicator, the flight engineer shall report to
the pilot on this matter.
________________________________________________________________________________
2. The flight engineer shall make an all-out effort to monitor the fuel consumption.
3. The co-pilot shall calculate the time-to-go to the nearest airfield.
4. Depending on the remaining fuel amount, the pilot shall take a decision to fly to the nearest airfield
or land the helicopter on it or on a chosen area.
DECREASE OF FUEL LEVEL IN FLOW-COMPENSATING CHAMBER BELOW TOLERABLE VALUE
This trouble may occur in case of loss of the air-tightness of pipelines of pumping the fuel into the dedischarge chamber or of this chamber itself.
Indications:
illumination of the LH TANK FUEL LOW ( ) or RH TANK FUEL LOW
( ) warning light on the middle sub-panel of the upper electrical control panel.
1. The flight engineer shall report to the pilot about illumination of the appropriate warning light.
2. The co-pilot on the pilots command shall determine the fuel quantity in this tank.
3. The flight engineer on the pilots command shall turn off the switch of the boost pump in the fuel
tank whose warning light has started illuminating.
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4. The flight engineer shall set the X-FEED VALVE ( ) and TRANSFER VALVE
( ) switches to the OPEN () position.
5. The flight engineer shall make sure in opening the X-feed and transfer valves against illumination
of the X-FEED OPEN ( ) and TRANSFER OPEN ( ).
CLOGGING OF FUEL FILTER
Indications:
illumination of the FUEL FLTR CLOG ( .) warning light of the left-hand (right-hand) engine.
1. The flight engineer shall report to the pilot about illumination of the FUEL FLTR CLOG (
.) warning light.
2. The pilot shall reduce the power rating of the appropriate engine.
4. The pilot shall fly to the nearest airfield and land the helicopter on it.
FAILURE OF FUEL QUANTITY INDICATOR
Indications:
when checking the remaining fuel, the fuel quantity indicator pointer reads zero if there is fuel in
tanks (according to the calculation) or fails to change its position as the fuel is used.
1. The flight engineer shall report to the pilot on the fuel quantity indicator failure.
2. The co-pilot shall monitor the remaining fuel amount in compliance with the engineering-navigating
calculation.
3.2.19. Failures and Troubles of Electrical Power System

Failure of Two Generators In Flight
Indications:
the GEN 1 OFF ( N1 .) and GEN 2 OFF ( N2 .) warning lights, and then the INV
ON ( ), STBY LINE ON (. .) and ~36V AC RESERVE (~36
.) warning lights start illuminating;
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First generator failure and Second generator failure;
pointers of ammeters of both generators get set to zero;
on setting the voltage check wafer selector switch to the GENERATOR 1-A,B,C ( 1A,B,C) and GENERATOR 2-A,B,C ( 2-A,B,C) positions, the voltmeter pointer sets to zero.
NOTE. In the event of failure of one generator, the other operating generator fully provides supply of all electric
power consumers, with the exception of the ice protection systems of the main and tail rotors.
1. The flight engineer shall report to the pilot about failure of the generators.
2. The flight engineer shall set the GENERATOR 1 ( 1) and GENERATOR 2
( 2) selector switches to the neutral (OFF) positions.
start the auxiliary power unit;
switch on the auxiliary power unit generator;
set the CURRENT CHECK ( ) wafer selector switch to the STBY GEN (
) position;
make sure the auxiliary power unit generator is under a load not exceeding 100 A.
4. The pilot shall abort accomplishment of the mission, if the time period up to the flight end exceeds
60 minutes.
CAUTION. 1. THE FLIGHT TIME, IN THIS CASE, IS LIMITED BY THE PERMISSIBLE TIME OF THE
CONTINUOUS OPERATION OF THE AUXILIARY POWER UNIT (30 MIN) THE
STORAGE BATTERY-POWERED FLIGHT TIME (30 MIN), AND CONSTITUTES 60 MIN.
2. IN FLIGHT UNDER ICING CONDITIONS, THE PILOT SHALL REPORT TO THE AIR
TRAFFIC CONTROL SERVICE ON THIS MATTER AND FLY OUT OF THE ICING
ZONE.
If the auxiliary power unit has failed to start or spontaneously got off, as well as if there is no voltage
after switching the auxiliary power unit generator on (in case of its failure) the following shall be done:
________________________________________________________________________________
1. The flight engineer shall switch off the standby generator.
2. The flight engineer shall depress the APU OFF (. ) button.
________________________________________________________________________________
3. The flight engineer shall report to the pilot that the auxiliary power unit fails to start (gets selfdisengaged), or that there is no voltage fed from the standby generator.
4. The pilot, co-pilot and flight engineer cut off the loads, without which it is possible to safely
complete the flight.
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6. The pilot shall take a decision to land the helicopter on the nearest airfield or a chosen field.
CAUTION. WHEN FLYING WITH THE AID OF STORAGE BATTERIES, REMEMBER THAT:
1. THE ENERGY CAPACITY OF STORAGE BATTERIES IS SUFFICIENT TO FEED
LOADS CONNECTED TO THE STORAGE BATTERY BUS FOR THE TIME NOT
LONGER THAN 30 MIN.
2. TO INCREASE THE FLIGHT TIME WITH THE AID OF STORAGE BATTERIES, IT IS
A GOOD PRACTICE TO:
make only one attempt to start the auxiliary power unit.
FAILURE OF BOTH RECTIFIERS
Indications:
the RECT 1 INOPER ( 1 .) and RECT 2 INOPER ( 2 .) warning lights

start illuminating;
pointers of ammeters read zero, when the CURRENT CHECK ( ) wafer selector
switch is set to the RECT 1 (. 1) and RECT 2 (. 2) positions.
NOTE. In the event of failure of one rectifier, the other operating rectifier completely provides power
supply of the helicopter all loads needed to continue the flight.
1. The flight engineer shall shift the RECTIFIER 1 ( 1) and RECTIFIER 2

( 2) switches from the ON () position to the OFF () position.
start the auxiliary power unit;
switch on the auxiliary power unit generator.
STORAGE BATTERY CHARGE OVERCURRENT
Indications:
the storage battery charging current exceeds 10 A as read against the ammeter.
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1. The flight engineer shall report to the pilot about the excessive current of the storage battery.
________________________________________________________________________________
2. The flight engineer shall disconnect the storage battery with the excessive charging current.
________________________________________________________________________________
4. The flight engineer after landing shall remove defective storage battery from the helicopter and
send it for testing.
CAUTION! SHOULD BOTH GENERATORS OR BOTH RECTIFIERS FAIL TO OPERATE, IT IS
NECESSARY TO CUT IN THE DISCONNECTED STORAGE BATTERY AND
OPERATE AS IT SHOULD BE DONE IN CASE OF FAILURE OF BOTH GENERATORS
OR TWO RECTIFIERS.
RISE OF STORAGE BATTERY TEMPERATURE OVER 71 OC
Rise of temperature of storage battery 1 or 2
Indication:
illumination of the BATT 1 TEMP HI (. 1 ) or BATT 2 TEMP HI (. 2
) red warning light.
1. The flight engineer shall report to the pilot about illumination of the warning light.
2. The flight engineer on the pilots command shall disconnect the storage battery with high temperature.
NOTE. The warning light illuminates until the temperature sensor disconnects the warning circuit as
the storage battery gets cooled.
4. The pilot shall land the helicopter on the nearest airfield.
WARNING. IN THE EVENT OF FAILURE OF BOTH AC GENERATORS AND THE AUXILIARY
POWER UNIT GENERATOR BEING INOPERATIVE, THE DISCONNECTED STORAGE
BATTERY SHALL BE CONNECTED IN ORDER TO TERMINATE THE FLIGHT.
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3.2.20. Failure and Troubles of Landing Gears

Trouble of Landing Gear Legs or Wheels
Indications:
the helicopter rolling or dropping of its nose of an abnormal value at reduction of the collective pitch
after landing because of the break-up of wheel tires or discharge of the gas (fluid) space of the
shock absorber.
1. The pilot shall stop reducing the collective pitch.
2. The pilot shall maintain the helicopter in the suspended state.
go out of the helicopter;
inspect the landing gear legs;
report the inspection results to the pilot.
4. If the wheel tire is broken up or the shock absorber is discharged, the pilot shall not land the
helicopter beyond the airfield.
5. The pilot shall take off, fly to and land on the airfield of departure.
smoothly push down the collective pitch control lever up to the stop;
manipulate the cyclic-pitch control lever to prevent the helicopter from the rolling (nose dropping);
turn the throttle control twist grip to the left as far as it will go.
7. The flight engineer on the pilots command immediately after landing shall:
close the fuel shut-off valves and fire shut-off valves of the engines;
3.2.21. Failures and Troubles of Helicopter Control Systems Failure of System of Disengagement
of Commit Pitch Lever Friction Clutch
Indications:
on depressing the friction clutch button, the collective pitch control lever fails to get released. A
force to be applied to move the lever constitutes from 20 to 25 kgf (45 to 55 lbf);
on releasing the friction clutch button, the collective pitch control lever fails to be fixed in the preset
position, and spontaneously moves.
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1. The pilot shall adjust the friction clutch tightening by the handwheel on the collective pitch control lever.
2. If one of the buttons is defective, the pilot or co-pilot shall fly the helicopter with the aid of the
collective pitch control lever with the serviceable button.
NOTE. If both buttons are unserviceable, the pilot after adjustment of the friction clutch tightening
shall take a decision to continue the flight or to land the helicopter on the nearest airfield.
FAILURE OF TRIM SWITCH OR ELECTROMAGNETIC BRAKES
Indications:
on depressing the TRIM () button, there is no removal of forces from the cyclic-pitch
control lever and pedals;
the cyclic-pitch control lever and pedals fail to get fixed in the balancing position (spontaneous
removal of forces).
1. If one of the buttons is defective, the pilot or co-pilot shall remove forces with the aid of the
serviceable button.
3. If both the TRIM () buttons are unserviceable or in the event of spontaneous removal of
forces from the controls, the pilot shall fly to the nearest airfield and land the helicopter on it.
FAILURE OF LONGITUDINAL CONTROL HYDRAULIC STOP IN FLIGHT
Indications:
on pulling the cyclic-pitch control lever behind the neutral position, forces rise approximately up to 12 to
16 kgf (26 to 35 lbf).
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2. The pilot shall perform the upwind vertical landing.
FAILURE OF SPUU-52 (-52) TAIL ROTOR PITCH LIMIT SYSTEM
Indications:
in case of increase of the flight altitude or growth of the outside air temperature, the marker on the
SPUU-52 (-52) panel fails to change its position or deflects to the right;
the OFF (.) switch-light starts glowing on the center control pedestal, the marker deflects to the
extreme left position.
1. The pilot shall turn off the SPUU-52 (-52) switch.
NOTE. When the SPUU-52 (-52) switch is off, the marker shall get set to the extreme left
position.

3. The pilot shall perform the vertical landing, avoiding sharp movements of pedals.
CAUTION. If after setting the SPUU-52 (-52) switch to the OFF () position, the marker
fails to occupy the extreme left position, the pilot shall abort accomplishment of the mission and
perform the running landing on the nearest airfield.
If it is impossible to land with the running, he shall use the fuel and execute the upwind vertical landing.
3.2.22. Troubles of Instruments and Signalling Devices Monitoring Transmission Operation

Trouble of Oil Pressure Indicator in Main Gearbox
Indications:
the pointer of the indicator of the oil pressure in the main gearbox gets abruptly or sharply set to
0. As this takes place, the LOW OIL PR MAIN GB ( . .), HI MG OIL TEMP
(t . . ) and CHIPS IN MAIN GB ( . .) warning lights fail to
illuminate, but the oil temperature is within tolerable limits as read against the indicator.
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1. The flight engineer on the pilots command shall check serviceability of lamps of the LOW OIL
PR MAIN GB ( . .), HI MG OIL TEMP (t . . ) and
CHIPS IN MAIN GB ( . .) warning lights by turning the LAMP TEST
( ) switch on.
2. The flight engineer shall make an all-out effort to monitor the oil temperature in the
gearbox.
3. If the warning light lamps are serviceable, the pilot shall continue accomplishment of the
mission.
4. If the warning light lamps are unserviceable, the pilot shall fly to the nearest airfield and
land the helicopter on it.
NOTE. The crew operating procedures are similar to those, which should be effected in case of false
operation of the LOW OIL PR MAIN GB ( . .) warning light (the warning light starts
glowing, but the oil pressure and temperature in the main gearbox are within tolerable limits).
TROUBLES OF OIL TEMPERATURE INDICATORS IN GEARBOXES
Indications:
the pointer of the indicator of the oil temperature in the a gearbox gets abruptly or sharply set to the
stop (behind mark 150 or minus 150). In this case, the warning light of presence of chips in the
oil and the HI MG OIL TEMP (t . . ) warning light fail to glow.
1. The flight engineer on the pilots command shall check serviceability of lamps of the CHIPS IN
MAIN GB ( . .), CHIPS IN INTRM GB ( . .), CHIPS IN
TAIL GB ( XB. .) and HI MG OIL TEMP (t . . ) warning lights
2. The flight engineer shall make an all-out effort to monitor operation of gearboxes.
3. If the warning light lamps are serviceable, the pilot shall continue accomplishment of the mission.
4. If the warning light lamps are unserviceable, the pilot shall fly to the nearest airfield and land the helicopter on it.
NOTE. If the main gearbox oil temperature indicator is unserviceable, the gearbox operation shall be
monitored against the oil pressure indicator, as well as the LOW OIL PR MAIN GB (
. .) and HI MG OIL TEMP (t . . ) warning lights.
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TROUBLES OF NDICATORS AND SIGNALLING DEVICES OF MAIN ROTOR ROTATIONAL SPEED
Indications:
indicators on the pilots left and right-hand instrument panels read different values of the main
rotor rotational speed;
the pointer of one of the indicators sets to 0;
with drop of the main rotor rotational speed below 91 % or with its growth above 100 %, the ROT
LOW SPEED (nHB ) or ROT HIGH SPEED (nHB ) warning light,
correspondingly fails to start glowing;
at the main rotor rotational speed of 92 to 99 %, the ROT LOW SPEED (nHB ) or ROT
HIGH SPEED (nHB ) warning light starts illumnating (false warning). The information
reporting system reports: Main rotor rotational speed low or Main rotor rotational speed high.
1. The pilot and co-pilot shall define the defective main rotor rotational speed indicator.
2. The pilot and co-pilot shall maintain the main rotor rotational speed against the serviceable
indicator.
In the event of the unserviceable light warning indication of the minimum (maximum) rotational speed
of the main rotor:
3. The pilot shall maintain the main rotor rotational speed against indicators.
3.2.23. Troubles of Instruments and Signalling Devices Monitoring Operation of Engines
Indications:
with normally operating engines, pointers of the indicators of the left-hand (right-hand) engine gas
generator rotational speed have got set to 0 or come beyond the scale limits;
the pointer of the indicator of the left-hand (right-hand) engine gas temperature sets to the scale beginning
or comes beyond its limits, and fails to change its position at variation of the engines power rating;
wrong readings of the IR-117CH (-117) pressure ratio indicator set of one or both engines
(discrepancy between ratios and readings of the gas generator rotational speed and gas temperature);
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with the normally operating engine, the oil pressure indicator pointer sets to 0 or comes out of the
working range. In this case, the oil temperature is maintained within the tolerable limits, and the
LOW OIL PR ( ) warning light of the left-hand (right-hand) engine fails to glow;
with the normally operating engine, the oil temperature indicator pointer sets to 0 or comes out of
the working range. In this case, the oil pressure in the engine is maintained within tolerable limits;
illumination of the LOW OIL PR ( ) warning light of the left-hand (right-hand) engine or the
CHIPS () warning light of the left-hand (right-hand) engine. As this takes place,
indicators read that the oil pressure and temperature are maintained in the engine within tolerable
limits (false operation of the signaling system).
WITH UNSERVICEABLE INDICATORS OF GAS GENERATOR ROTATIONAL SPEED, GAS

TEMPERATURE AND OIL TEMPERATURE OR PRESSURE
1. The pilot and flight engineer shall make sure against other parameters and the engine pressure
ratio indicator set that the engine normally operates.
3. The pilot shall fly to the nearest airfield and land the helicopter on it
WITH UNSERVICEABLE IR-117CH (-117) ENGINE PRESSURE RATIO NDICATOR SET

3. The pilot shall prevent an excess of the rotational speed of gas generators and gas temperature,
as read against indicators, over tolerable values.
IN CASE OF FALSE OPERATION OF LOW OIL PR ( ) WARNING LIGHT OF LEFTHAND (RIGHT-HAND) ENGINE or CHIPS () WARNING LIGHT OF LEFT-HAND
(RIGHT-HAND) ENGINE
1. The flight engineer shall make an all-out effort to monitor the oil temperature and pressure in the engine.
CAUTION! Should parameters of the engine operation come out of tolerable limits, the crew shall
function in compliance with the requirements set forth in Item 3.2.4.
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3.2.24. Troubles of Ice Protection System Trouble of Engine Ice Protection System and
Dust Protection Device
Indications:
when the DP LH ENG (. .) switch is shifted to the ON (.) position or if the DP

RH ENG (. .) selector switch is set to the MAN () position, the ice
protection system of the left-hand (right-hand) engine and its dust protection device fail to get on
[the LH ENG HEAT ( . .), LH FRONT DUST PROT (. .),
LH REAR DUST PROT (. .) or the RH ENG HEAT ( . .), RH
FRONT DUST PROT (. .) and RH REAR DUST PROT (. .)
warning lights fail to glow].
1. The flight engineer on the pilots command shall check lamps of warning lights for serviceability.
2. With the lamps being serviceable, the pilot shall:
fly out of the icing zone, wherever possible;
3. If the lamps are unserviceable, or if it is impossible to fly out of the icing zone, the pilot shall fly to
the nearest airfield and land the helicopter on it.
NOTES. 1. When the dust protection device electric heating system is unserviceable, the one or
several LH FRONT DUST PROT (. .), LH REAR DUST PROT (.
.), RH FRONT DUST PROT (. .) and RH REAR DUST
PROT (. .) warning lights fail to glow.
2. If there is no air-warm heating of the dust protection device, LH FRONT DUST PROT
(. .), LH REAR DUST PROT (. .), RH FRONT DUST
PROT (. .) and RH REAR DUST PROT (. .)
warning lights start glowing, while the LH ENG HEAT ( . .) and RH
ENG HEAT ( . .) warning lights fail to illuminate.
TROUBLES OF ICE PROTECTION SYSTEMS OF ROTORS

Indications:
ice protection systems of the main and tail rotors fail to get engage in the automatic mode (at the
first external indications of icing and illumination of the ICING (.) warning light, the ICE
PROT SYS ON ( ) and SECTION 1, 2, 3, 4 ( 1, 2, 3, 4) warning lights
fail to illuminate. The ROTOR IPS FAIL ( ) warning light starts glowing, and there
are no readings of the ammeter of checking the current of sections of the main and tail rotors);
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separate sections of blades of the main and tail rotors fail to heat (the helicopter buffeting arises
under icing conditions with the ice protection systems of the main and tail rotors being cut in.
Section heating separate warning lights fail to glow. Currents consumed by these sections fail to
meet the established values);
if the main rotor slip ring is unserviceable with the main and tail rotor ice protection system engaged,
the ICE PROT SYS ON ( ) and SECTION 1, 2, 3, 4 ( 1, 2, 3, 4) warning
lights fade out. The ICING (.) warning light illuminates, while the ROTOR IPS FAIL
( ) warning light fails to start glowing.
IN CASE OF FAILURE OF ICE PROTECTION SYSTEM OF MAIN AND TAIL ROTORS TO GET
ON IN AUTOMATIC MODE
________________________________________________________________________________
1. In case of failure to engage the automatic mode, the flight engineer shall engage the main and tail
rotor ice protection system in the manual mode.
________________________________________________________________________________
3. In the event of failure to engage the manual mode, the pilot shall fly out of the icing zone.
5. If it is impossible to fly out of the icing zone, the pilot shall fly to the nearest airfield and land the
helicopter on it.
WHEN THERE IS NO HEATING OF SEPARATE SECTIONS OF BLADES OF MAIN OR TAIL ROTOR
1. The flight engineer shall check currents consumed by heating elements of the sections.
2. The pilot shall fly out of the icing zone.
helicopter on it.
WHEN MAIN ROTOR SLIP RING IS UNSERVICEABLE
1. The flight engineer on the pilots command shall switch off the ice protection system of the main
and tail rotors.
2. The pilot shall fly out of the icing zone.
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helicopter on it.
TROUBLES OF SHIELD HEATING SYSTEM
Indications:
fogging or icing of windshields of the crew cabin. When checking by hand, it is clear that the
windshields are not heated;
on checking by hand, a high temperature (overheating) of the pilots or co-pilots windshield is detected.
1. The flight engineer, pilot and co-pilot shall:

switch on pilots individual fans if windshields are fogged or iced;
switch off the windshield heating system, if the windshield is overheated.
2. The pilot or co-pilot on his command (there is better visibility through his windshield) shall fly the
helicopter.
3. The pilot shall fly out of the icing zone, if required.
5. The pilot shall land the helicopter with the open blister.
TROUBLE OF WINDSHIELD WIPER
Indications:
when the windshield wiper is switched on, its blade fails to move.
1. The pilot or co-pilot on his command (whose windshield wiper is operating) shall fly the helicopter.
2. The pilot shall fly out of the precipitation fall-out zone. wherever possible.
4. The pilot shall land the helicopter with the open blister.
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3.2.25. Failure and Troubles of Autopilot

Failure of Channels (Channel)
Indications:
the helicopter automatic stabilization gets ceased at a time through all channels or one channel
(the helicopter smoothly or sharply changes its position in the space);
the ON (.) switch-lights fade out, and the OFF (.) switch-lights of the failed (unserviceable)
channel start glowing on the autopilot panel, as well as the warning lights on the left-hand
instrument panel [the AUTOT HDG ( .) or AUTOT PITCH-ROLL (
KPEH-TAH), OR AUTOT ALT ( )];
markers of indicators on panels return to neutral positions or deflect up to the stop.
1. In the event of failure of all channels, the pilot shall:

counteract the change of the helicopter position in the space by means of controls;
switch off the autopilot by depressing the button on the cyclic-pitch control lever;
2. In the event of failure of one of the channels, the pilot shall:
hold the helicopter from the roll change (pitch or heading);
give the command to the co-pilot to switch off the failed channel;
3. The co-pilot on the pilots command shall switch off the autopilot failed channel.
CAUTION! Do not switch on the failed channel after its disengagement.
IMPOSSIBILITY OF INTRODUCING CORRECTIONS WITH THE USE OF PITCH TRIM CONTROL

KNOBS
Indications:
n an attempt to introduce a correction through any channel with the aid of the pitch trim control knob,
the helicopter fails to respond. In this case, its position in the space is maintained.
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1. The pilot shall switch over to the helicopter manual control.

3.2.26. Troubles of Lighting Facilities

Trouble of Integral Red Lights
Indications:
there is no the integral red lighting of the instrument panel, panels and consoles of the left-hand
(right-hand) half of the cabin because of failure of the 1st and 2nd groups of integral red lights.

1. The flight engineer shall check the cut-in of the 1st and 2nd groups of integral red lights.
2. The pilot (in case of failure of the integral lighting in the co-pilots instruments) or the co-pilot on
his command (in case of failure of the integral lighting in the pilots instruments) shall fly the
helicopter.
3. The pilot (co-pilot) shall use the red light of his dome light and the aboard red light.
TROUBLE OF LIGHT CAUTION NDICATION SYSTEM
Indications:
caution indication lights of the helicopter systems and equipment get off.
1. The flight engineer on the pilots command shall check indicating lights for serviceability.
2. The flight engineer shall make an all-out effort to monitor the condition of the systems and
equipment against instruments, pointers and indicators
FAILURE OF FPP-7M (-7) SEARCHING-LANDING LIGHTS
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Indications:
when switched on, the lights fail to emit light;
the beam of one of the lights fails to be controlled.
1. In case of failure of one light in searching a field and during landing, the pilot shall use the other
FPP-7M (-7M) light.
2. In the event of failure of both lights, the pilot shall:
not choose a field beyond the airfield and perform the landing;
abort accomplishment of the mission;
use the taxi light to land the helicopter on the airfield.
3.2.27. Troubles of BUR-1-2 (-1-2) Flight Data Recorder (FDR)

Indications:
the FDR-1 FAIL ( -1) light starts glowing on the recorder panel.
1. The co-pilot (flight engineer) shall report to the pilot about illumination of the FDR-1 FAIL (
-1) light.
2. The flight engineer on the pilots command shall use the tape recorder to record the time of failure
of the flight data recorder.
3.The pilot shall continue accomplishment of the mission.
4. The flight engineer in every 20 to 30 min of the flight shall use the tape recorder to record
parameters of the power plant operation and remaining fuel quantity.
3.2.28. Troubles of Pneumatic System Failure of Wheel Brakes

Indications:
the helicopter fails to be braked on the landing run after the running landing or in taxiing when the
wheel braking lever is depressed. There is no air pressure read against the BRAKES
() pressure gauge.
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1. The pilot shall set up the main rotor collective pitch up to a value of at least 3 and pull the cyclicpitch control lever by 2/3 of the stroke from the neutral position.
2. After the helicopter stops, the pilot shall simultaneously set the cyclic-pitch control lever to the
neutral position and deflect the collective pitch control lever down up to the stop.
3. If required, the pilot shall taxi at the minimal speed
WARNING! Should brakes of one or both landing gear wheels fail to get released (after releasing
the wheel braking lever the air pressure is maintained being 28 to 34 kgf/cm (398 to
483 lbf/in2) as read against the BRAKES () pressure gauge), the vertical
landing shall be carried out. NEVER perform the taxiing.
3.2.29. Troubles of Oxygen Equipment

Indications:
there is no oxygen feed to respiratory organs of one or all crew members at a time.
1. The pilot, co-pilot, flight engineer and cabin attendant shall check the oxygen pressure in the bottle.
2. The pilot shall set up a flight altitude not higher than 3,000 m (9,840 ft) if an oxygen pressure
even in one crew members bottle is lower than 10 kgf/cm (140 lbf/in2) and lower than 15
kgf/cm (215 lbf/in2) in the cabin attendants oxygen regulator bottle.
3. If the oxygen pressure in the bottle is normal, the pilot, co-pilot, flight engineer and cabin
attendant shall check their sets for serviceability.
4. The pilot shall:
continue accomplishment of the mission if the oxygen equipment is serviceable, and the pressure
in the bottle is normal;
if the oxygen equipment is unserviceable, continue the flight at an altitude not higher than
3,000 m (9,840 ft).
3.2.30. Failures and Troubles of Flight-Control Equipment Failure of Pilots and Co-Pilots
Speed Indicators
Indications:
unstable speed readings against indicators;
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discrepancy between the flight speed read against indicators and the preset flight condition, and
the engines power rating;
disagreement of speed readings of both indicators;
pointers of both speed indicators get set to zero (in the event of deterioration of pitot pressure
pipelines);
illumination of the FAST ( ) warning light on the pilots instrument panel, and
an audible signal is heard in the headset earphones (on increasing the flight speed over the never
exceed speed).
1. The pilot and co-pilot shall check engagement and serviceability of the pitot-static tube heating systems.
2. The pilot shall shift the static and pitot pressure selector valves from the MAIN (OCHOB.) position
to the STBY (.) position.
3. The pilot shall continue accomplishment of the mission, if readings of indicators are recovered,
steady and meet the flight condition.
4. Should readings of indicators, with the static and pitot pressure selector valves being in the STBY
(.) position and the serviceable pitot-static tube heating systems, fail to get recovered,
the pilot shall:
abort accomplishment of the mission;
set up the maximum long engines power rating;
fly with the control against the gyro horizon, rate-of-climb indicator, altimeter and the DISS-32-90A (32-90A) Doppler system;
when the FAST ( ) warning light starts glowing, smoothly reduce the flight
forward speed up to the moment when the warning light fades out;
fly to the nearest airfield and land the helicopter on it.
FAILURE OF PILOTS OR CO-PILOTS SPEED INDICATOR
Indications:
difference of readings of the left and right-hand speed indicators;

one of the speed indicators reads nothing;
discrepancy between readings of one of the speed indicators and the engines power rating.
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1. The unserviceable speed indicator shall be detected.

2. The pilot shall continue accomplishment of the mission with the use of the serviceable speed indicator.
TROUBLE OF PITOT AND STATIC PRESSURE SYSTEM OF PITOT-STATIC TUBE

Indications:
difference in readings of the pilots and co-pilots pressure instruments;
readings of the pressure instruments fail to change at variation of the flight regime under icing conditions.
1. The pilot and co-pilot shall check engagement and serviceability of the pitot-static tube heating systems.
2. If the pitot-static tube heating systems are switched on and serviceable, but the instrument
readings fail to recover, the pilot shall shift the PITOT SYSTEM (.. ) and PITOT
STATIC SYSTEM (CTAT. . ) valves from the MAIN (OCHOB.) position to the STBY
(.) position.
3. The pilot shall continue accomplishment of the mission in case of recovery of the instrument readings.
4. Should the instrument readings fail to change, the pilot, depending on the flight conditions, shall take a
decision to continue accomplishment of the mission or to land the helicopter on the nearest airfield.
FAILURE OF TWO AGB-96D (-96) GYRO HORIZONS
Indications:
appearance of the gyro horizon failure flag on the gyro horizon face portions;
discrepancy between readings of the gyro horizons and the helicopter position relative to the
natural horizon;
in flight with the autopilot engaged, the helicopter jerks in the roll and pitch at the moment of failure
of the right-hand gyro horizon.
1. The pilot and co-pilot shall not use readings of the gyro horizons.
2. The pilot and co-pilot shall turn off switches of the gyro horizons
3. The pilot shall continue accomplishment of the mission with the use of the AGB-96R (-96)
standby gyro horizon and duplicating instruments (rate-of-climb indicators, compass system, etc.)
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3.2.31. Failures of Navigation Equipment

Failure of GMK-1GE (-1) Gyro-Magnetic Compass System
Indications:
sharp change of the heading readings against the flight-navigation instrument at the moment of the
failure origination;
discrepancy between the heading readings of the flight-navigation instrument and readings of the
KI-13 (-13) instrument in the straight horizontal flight;
sharp but minor jerk along the heading at the moment of the failure origination in flight with the
autopilot engaged;
illumination of the GU TILT ( ) light of the main gyro unit.
1. The co-pilot on the pilots command shall cut off the autopilot rudder channel.
2. The co-pilot shall set the STBY-MAIN (-) selector switch to the STBY () position.
3. The co-pilot shall set the MC-DG (MK-) selector switch to the MC (MK) position, and then to
the DG () position
4. The co-pilot on the pilots command shall engage the autopilot rudder channel.
FAILURE OF ARK-15 (APK-15) AUTOMATIC DIRECTION FINDER
Indications:
the relative bearing pointer on the flight-navigation instrument remains immovable at a change of
the flight heading;
the relative bearing pointer rotates over the circle on the indicator;
there are no call signs heard of the radio station, to which the automatic direction finder is tuned.
1. The pilot shall receive from the air traffic controller the information on operation of omnirange stations.
2. The co-pilot shall check the automatic direction finder for proper tuning.
3. The pilot shall continue accomplishment of the mission with the use of the GMK-1GE (-1) gyromagnetic compass, KI-13 (-13) instrument and information provided by the air traffic control service.
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SECTION 4
HELICOPTER PERFORMANCE
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SECTION 4
HELICOPTER PERFORMANCE
Table of Contents
Page
Title Page ........................................................................................................................................4-1/2
Table of Contents ...............................................................................................................................4-3
Introduction.........................................................................................................................................4-5
4.1
Basic Definitions.................................................................................................................................4-6
4.2
Hovering Main Rotor Thrust Characteristics. ....................................................................................4-8
4.3
Takeoff................................................................................................................................................4-9
4.4
Climb ...............................................................................................................................................4-11
4.5
Cruising Flight ..................................................................................................................................4-12
4.6
Descent ............................................................................................................................................4-13
4.7
Landing.............................................................................................................................................4-14
4.8
Position Error Corrections to Airspeed Indicators ............................................................................4-16
4.9
Position Error Corrections to Altimeters ...........................................................................................4-16
NOTICE. The List of illustrations relating to Section 4 includes some illustrations pertinent to Section 1,
which determine the basic performance of the helicopter. The illustrations proper are found in
Section 1.
Page
Figure 1.2. Nomogram for Determining Helicopter Maximum Permissible Mass Meeting Category A
Requirements in Case of One Failure .................................................................................1-27/28
Figure 1.3. Main Rotor Speed in Autorotation Contition at Minimum Pitch
Versus nHelicopter Flight Mass, Flight Altitude and Outside Air Teperature .........................1-29/30
Figure 1.4. Zones of Dangerous Altitude-Speedcombination of Category B Helicopter ......................1-31/32
Figure 1.6. Nomogram for Determining Helicopter Maximum Allowable Mass
Variation Value Versus Wind Velocity and Direction at Takeoff and Landing with
the Use of Ground Effect........................................................................................................1-35/36
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Page
Figure 4.1. Helicopter Mass Versus Actual Rotational Speed of Engine Gas
Generators in Hovering Out of Ground Effect...................................................................... 4-17/18
Figure 4.2. Main Rotor Thrust Versus Hovering Height Above Ground Surface..................................... 4-19/20
Figure 4.3. Curves for Determining Critical Decision Point and Rejected Takeoff Distance................... 4-21/22
with One Engine Operating at 30-Minute Power at Best
Speed (Dust Protection Device and Ice Protection System are
Switched Off) ........................................................................................................................ 4-23/24
with One Engine Operating at 2.5-Minute Power
at Vsfty (Vsfty
IAS
(6.550 ft); (Vsfty
= 90 km/h (50 kt) and at H 2000 m

IAS
= 85 km/h (45 kt) and at H >2000 m (6.550 ft))
(Dust Protection Device and Ice Protection System are

Switched Off) ........................................................................................................................ 4-25/26
Figure 4.6. Normal and Rejected Takeoff Paths and Rejected Takeoff
Distance (Lrej. t.o.) of Helicopter Belonging to Category......................................................... 4-27/28
Speeds (True) Depending on Helicopter Altitude and Gross Mass ..................................... 4-29/30
Speeds (Indicated ) Depending on Helicopter Altitude and Gross Mass............................. 4-31/32
with Two Engines Operating at Maximum Continuous Power and at Best
Speed (Dust Protection Device and Ice Protection System are
Switched off)......................................................................................................................... 4-33/34
Figure 4.10. Vortex ring Zone ................................................................................................................ 4-35/36
Figure 4.11. Helicopter Flight Parameters at Main Rotor Autorotation
Depending on Flight Speed and Gross Mass ...................................................................... 4-37/38
Figure 4.12. Helicopter Normal Landing Performance Data .................................................................... 4-39/40
Figure 4.13. Continued and Aborted Landing Performance Data of Helicopter....................................... 4-41/42
Figure 4.14. Curve Showing Position Error Corrections to Airspeed Indicator ........................................ 4-43/44
Figure 4.15. Equivalent Airspeed Versus Indicated Airspeed .................................................................. 4-45/46
Figure 4.16. Radius of Turn Versus Flight Speed and Angle of Roll........................................................ 4-47/48
4-4
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INTRODUCTION
The helicopter performance presented in this Section of the Flight Manual are based on the power
characteristics declared by the Manufacturer of the engine and on the results of the flight tests.
Due to the appropriate calculations made, these tests results apply to any possible operating conditions.
The helicopter performance data are applicable to the helicopter of the passenger transport version with standard
make-up and free of additional equipment that may substantially change the thrust characteristics, helicopter
drag or power available.
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4.1. Basic Definitions

Category A
Takeoff of the helicopter belonging to category A is the takeoff performed by such a method when at
failure of one engine at any moment after start of the takeoff, the helicopter is capable:
at the critical decision point or before it: to reject the takeoff and to perform the safe landing on the
field or on the prepared landing site;
at the critical decision point or after it: to continue the takeoff and climb.
Landing of the helicopter belonging to category A is the landing performed by such a method when at
failure of one engine at any moment after start of the approach, the helicopter is capable:
at the landing commit point or after it: to continue the approach and to perform the safe landing on the
field or on the prepared landing site;
at the landing commit point or before it: to discontinue the approach and to perform the climb (goaround).
The critical decision point (CDP) is the point on the takeoff path, before which the rejected takeoff
should be performed and at which the continued takeoff is ensured.
The landing commit point (LCP) is the point on the approach path at which the aborted landing is
ensured and after which the continued landing must be performed.
The continued landing is the landing at failure of one engine.
The aborted landing is the helicopter go-around at failure of one engine.
The rejected takeoff distance of the helicopter belonging to category A is the distance in the horizontal
plane covered by the helicopter at takeoff from the start point as far as the point of complete stop on the
takeoff surface including the helicopter overall length with one engine inoperative at the critical decision
point.
The continued takeoff distance of the helicopter belonging to category A (takeoff distance) is the
distance in the horizontal plane covered by the helicopter at takeoff from the point of start as far as the
point of 10.7 m (35 ft) above the takeoff surface where the safety speed (Vsfty) and the positive vertical
speed are attained, with one engine being inoperative at the critical decision point.
Category B
Takeoff of the helicopter belonging to category B is the takeoff performed by such a method when at
failure of one engine at any moment after start of the takeoff, it is essential to perform landing.
Landing of the helicopter belonging to category B is the landing performed by such a method when at
failure of one engine at any moment after start of the approach, it is essential to perform landing.
The takeoff distance of the helicopter belonging to category B is the distance in the horizontal plane
covered by the helicopter at takeoff from the point of start as far as the point of 15 m (50 ft) above the
takeoff surface.
The landing distance of the helicopters belonging to categories A and B is the distance in the horizontal
plane covered by the helicopter at landing from the point at which the helicopter fuselage bottom is 15
m (50 ft) above landing surface as far as the front point of the helicopter after its complete stop.
The true airspeed (Vtrue) is the flight speed relative to undisturbed air.
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The indicated airspeed (VIAS) is the helicopter flight speed indicated by its calibrated airspeed indicator
with regard for the instrument error correction.
The equivalent airspeed (VEAS) is the helicopter indicated airspeed with due regard for the position error
correction.
The minimum speed (Vmin) is the lowest allowable flight speed for the given gross mass of the helicopter
and flight conditions.
The never exceed speed (VNE) is the maximum allowable flight speed of the helicopter for the given
gross mass and flight conditions.
The takeoff safety speed (Vsfty) is the recommended takeoff speed of the helicopter belonging to
category A at which the rate of climb equal to 0.5 m/s (100 ft/min) is ensured, with one engine
operating.
The maximum takeoff (landing) mass is the helicopter maximum mass authorized for the helicopter
takeoff (landing).
The Mi-171A1 (-1711) helicopter is certified according to certification basis SB 17.29 ( 17.29),
which necessitates it to have the following differences in the name of the engine powers:
Name of engine powers

Acc. to SB 17.29 ( 17.29) basis
Previous
With two engines operating

Takeoff power (T.o.)
Takeoff power
Maximum continuous power (MC)
Rated power
Idle
Idle
With one engine operating
2.5-minute power (OEI)
Emergency power
30-minute power (T.o.)
Takeoff power
Maximum continuous power (MC)
Rated power
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4.2. Hovering. Main Rotor Thrust Characteristics

The main rotor thrust depends on the pressure altitude, ambient air temperature, wind velocity
direction, engines power, and the hovering height above the surface of the site.
and
The main rotor thrust (with the engines operating at the takeoff and maximum continuous power) versus
the hovering height above the surface of the site at normal sea level is illustrated in Figure 4.2. The
main rotor thrust out of ground effect, with the engines operating at takeoff power and with the dust
protection device switched off comes to 13200 kg (29,075 lb).
The nomogram illustrated in Figure 1.5 (see Section 1 of the Flight Manual) shows the maximum
allowable masses of the helicopter for hovering, takeoff and landing with ground effect under conditions
of all pressure altitudes and ambient air temperatures, with the dust protection device and ice protection
system switched off.
The nomogram is drawn up with regard to the no-wind condition. The wind corrections to the mass are
illustrated in Figure 1.6 (see Section 1 of the Flight Manual).
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4.3. Takeoff
Takeoff of the helicopter belonging to category B
The maximum allowable takeoff mass of the helicopter is determined with reference to the nomogram
illustrated in Figures 1.5 and 1.6 (see Section 1 of the Flight Manual).
For the helicopter takeoff with ground effect, the following takeoff procedure is recommended:
Hover at a height of 1 m (3.5 ft) above the ground surface. Perform energetic acceleration of the
helicopter to a speed of 60 to 70 km/h (35 to 40 kt) and at the same time climb so as to attain the target
airspeed at an altitude of 15 m (50 ft) above the ground. Herewith, the takeoff power of the engines
may be used, if necessary.
The takeoff distance is 175 to 210 m (575 to 690 ft), with the helicopter mass ensuring the takeoff with
ground effect under the H = 0 conditions of the international standard atmosphere (ISA).
In the event of failure of one engine at takeoff, it is necessary continue the rejected flight of the
helicopter of category B in any case.
The takeoff paths of the helicopter belonging to category B are illustrated in Figure 4.6. The same
figure shows the rejected takeoff distances at a failure of one engine at takeoff depending on the
altitude at which the engine has become inoperative.
The recommended takeoff procedure prevents the helicopter from getting into the ALTITUDE-SPEED
dangerous zones.
The helicopter takeoff with short run shall be performed on dusty, sandy and snowy ground.
The maximum allowable takeoff mass of the helicopter should not exceed the mass determined with
reference to the nomograms illustrated in Figures 1.5 and 1.6 (see Section 1 of the Flight Manual).
To perform the takeoff after the test hovering, it is necessary to land the helicopter.
By pushing the control lever forward and by increasing the collective pitch, allow the helicopter for the
takeoff run to develop a speed of 20 to 30 km/h (10 to 15 kt).
On escape from a dusty (snowy) cloud, by further increasing the collective pitch and the engine power
up to the takeoff power and by pulling the control lever backward, lift off the helicopter from the ground.
After lift-off, accelerate the helicopter and at the same time perform the climb so as to attain a speed of
60 to 70 km/h (35 to 40 kt) at an altitude of 15 m (50 ft).
The takeoff distance is 250 to 300 m (820 to 980 ft).
Takeoff of the helicopter belonging to category A
The maximum allowable takeoff mass of the helicopter is determined in compliance with the
requirements outlined in Para. 1.7.1 (see Section 1 of the Flight Manual).
For the helicopter takeoff from the field, the following procedure for the takeoff with acceleration in the
zone of ground effect is recommended.
To perform the takeoff, hover at a height of 3 m (10 ft) above the ground surface.
Perform energetic acceleration of the helicopter and at the same time climb so as to attain the speed
of 50 to 55 km/h (25 to 30 kt) at an altitude of 15 m (50 ft) above the ground. If necessary, the takeoff
power of the engines may be used.
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The takeoff distance is 60 to 80 m (200 to 260 ft).

Continue the helicopter acceleration and climb to attain a speed of 85 to 90 km/h (45 to 50 kt) at an
The recommended takeoff procedure prevents the helicopter from getting into the ALTITUDESPEED dangerous zones.
In the event of failure of one engine during takeoff at the critical decision point (CDP), either rejected
or continued takeoff may be performed.
Before the critical decision point, the rejected takeoff must be performed.
The curves in Figure 4.3 show the critical decision point height and the rejected takeoff distance
required to perform safe landing under the no-wind conditions at all possible ambient air
temperatures, altitudes and gross masses.
While performing the continued takeoff after acceleration to the safety speed (Vsfty) at an altitude of
no less than 10.7 m (35 ft), allow the helicopter to climb to an altitude of 30 m (100 ft) at 2.5-minute
power of the engine.
Without loosing altitude, accelerate the helicopter to the best speed (Vb.s.) at which it is necessary to
climb to an altitude of 300 m (1.000 ft) above the takeoff surface at 30-minute power of the engine.
The safety speed is 90 km/h (50 kt) at altitudes of up to 2000 m (6.560 ft) and 85 km/h (45 kt) at
altitudes above 2000 m (6.560 ft).
The continued takeoff distance to attain the speed (Vsfty) at an altitude of 10.7 m (35 ft), with one
engine being inoperative at the critical decision point and with the second engine operating at 2.5minute power is 350 to 450 m (1.150 to 1.475 ft).
To perform the takeoff from the area of limited sizes, it is recommended to follow the procedure for
the vertical takeoff at which the helicopter does not hover at the upper point, but changes over to the
mode of acceleration from the mode of vertical climb.
To perform the takeoff after the test hovering, it is necessary to land the helicopter.
Gradually set the main rotor collective pitch of 4 to 5, then by energetically increasing the collective
pitch at a rate of 4 to 5/s, set the takeoff power of the engines and perform the vertical climb.
On climbing to an altitude of 10 m (35 ft) above the raised pad or 20 m (65 ft) above the ground site,
accelerate the helicopter with further climb.
The altitudes of 10 m (35 ft) and 20 m (65 ft) in the vertical climb are determined by the critical
decision points at takeoff from the raised pad and from the ground site of limited sizes, respectively.
While performing the continued takeoff on the ground site of limited sizes, the climbout at the safety
speed (Vsfty) shall be performed to an altitude of 60 m (200 ft) above the takeoff surface, whereas on
the raised pad of limited sizes, to an altitude of 60 m above the lowest point of the takeoff path.
The curves illustrated in Figure 4.4 show the rates of vertical climb at the best speed; the said rates
of vertical climb may be obtained for all possible ambient air temperatures, altitudes and gross
masses, with one engine operating at 30-minute power.
The curves illustrated in Figure 4.5 show the rates of vertical climb at the safety takeoff speed of the
helicopter for all possible ambient air temperatures, altitudes and gross masses, with one engine
operating at 2.5-minute power.
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Feb 18/05
Mi-171A1
FLIGHT MANUAL
4.4. Climb
The best rates of climb are shown by the curves illustrated in Figures 4.7 and 4.8 for the helicopter with
gross mass of 11100 and 13000 kg (24.450 and 28.650 lb) under conditions of the international
standard atmosphere (ISA).
At change in the gross mass, the best rate of climb varies inconsiderably.
Figure 4.9 illustrates the curve showing the vertical speed versus the flight altitude and ambient air
temperature, with two engines operating at maximum continuous power and at the best rate of climb
(the dust protection device and ice protection system are switched off).
Feb 18/05
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FLIGHT MANUAL
4.5. Cruising Flight

The calculations of the helicopter range and service endurance, cruising and economic speeds, fuel
consumptions per km and hour taken into account in making the said calculations, as well as the
effect of various factors (such as the flight speed and altitude, gross mass, ambient air temperature,
wind velocity and direction) are presented in Sections 4 and 9 of this Flight Manual.
The range of allowable flight speeds (true and indicated) depending on the flight altitude for the
gross masses of 11100 kg (24.450 lb) and 13000 kg (28.650 lb) is illustrated by the curves in
Figures 4.7 and 4.8, as well as in Table 1.1 of Section 1 in the Flight Manual.
The cruising flight speeds (true and indicated) taken into account in calculating the flight range
depending on the flight altitude for the gross masses of 11100 kg (24.450 lb) and 13000 kg (28.650
lb) are illustrated by the curves in Figures 4.7 and 4.8, as well as in Table 9.4 of Section 9 in the
Flight Manual.
The fuel consumptions per km at the cruising speed depending on the flight altitude for the gross
masses of 9000 to 13000 kg (19.820 to 28.650 lb) are illustrated by the curve in Figure 9.5 and in
Table 9.4 of Section 9 in the Flight Manual.
The fuel consumptions per km depending on the flight speed and altitude for the gross masses of
9000 to 13000 kg (19.820 to 28.650 lb) are illustrated by the curve in Figure 9.7.
The fuel consumptions per hour at the economic speed depending on the flight altitude for the gross
masses of 9000 to 13000 kg (19.820 to 28.650 lb) are illustrated by the curve in Figure 9.6 and in
Table 9.5.
The fuel consumptions per hour in the hovering mode out of ground effect depending on the flight
altitude for the gross masses of 9000 to 13000 kg (19.820 to 28.650 lb) are illustrated in Table 9.6.
Fuel consumptions, the horizontal distance covered in takeoff and climb, as well as the respective
time required are specified in Table 9.2.
Fuel consumptions, the horizontal distance covered in descent and landing, as well as the
respective time required are specified in Table 9.3.
The capacity of the fuel tanks intended for various grades of fuels is specified in Table 9.1.
The service range at the cruising speed with 30-minute fuel reserve depending on the fuel quantity
at various altitudes for the gross masses of 9000 to 13000 kg (19.820 to 28.650 lb) is illustrated by
the curve in Figure 9.8.
The service endurance at the economic speed with 30-minute fuel reserve depending on the fuel
quantity at various altitudes for the gross masses of 9000 to 13000 kg (19.820 to 28.650 lb) is
illustrated by the curve in Figure 9.9.
The fuel consumptions per km and hour shown by the curves and in the tables are given at standard
ambient air temperature. If the ambient air temperature differs from the standard one, the said fuel
consumptions shall be recalculated by the formulas presented in Para 9.5.4 of Section 9.
The derivative of the fuel consumption variation per km depending on the temperature at the cruising
speed is illustrated by the curve in Figure 9.10.
The derivative of the fuel consumption variation per hour depending on the temperature at the
cruising speed is illustrated by the curve in Figure 9.11.
The flight range versus the equivalent wind (see Table 9.7) is shown by the curve in Figure 9.12.
Figure 4.16 illustrates the radius of turn versus the flight speed and angle of roll. Reference should
be made to this relationship in making turns during the cruising flight.
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Mi-171A1
FLIGHT MANUAL
4.6. Descent
The curve in Figure 4.10 illustrates combination of the descent rates and forward speeds limiting the
zone of the vortex ring. In the event of the power-on glide at a forward speed of less than 50 km/h
(27 kt), the rate of descent should not exceed 4 m/s (800 ft/min).
The rate of the helicopter descent should not exceed 3 m/s (600 ft/min).
The parameters of the helicopter flight in autorotation of the main rotor are shown in Figure 4.12.
The rates of descent with helicopter masses of 10000 up to 13000 kg (22.030 to 28.650 lb) are given
over the entire range of the descent rates at sea level under conditions of the international standard
atmosphere (ISA).
The minimum rate of descent in autorotation of the main rotor is 7.5 to 11 m/s (1.475 to 2.165 ft/min)
and is ensured at a speed of 110 to 120 km/h (60 to 65 kt).
The maximum gliding distance in autorotation may be obtained at a speed of 180 km/h (100 kt)
irrespective of the gross mass. Figure 1.3 in Section 1 of the Flight Manual illustrates the main rotor
speed for the entire range of the gross masses, altitudes and temperatures at a minimum collective
pitch of the main rotor.
Feb 18/05
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FLIGHT MANUAL
4.7. Landing
Landing of Helicopter of Category B
The maximum allowable landing mass of the helicopter is determined with reference to the nomograms
illustrated in Figures 1.5 and 1.6 of Section 1 in the Flight Manual.
While landing the helicopter with ground effect, perform the pre-landing descent of the helicopter at an
altitude of 100 m (330 ft) above the landing area at a flight speed of 70 down to 60 km/h (40 down to 35
kt), with a descent velocity of 2 to 4 m/s (400 to 800 ft/min).
The further decrease of the forward and vertical flight speeds should be started at an altitude of 50
down to 40 m (165 down to 130 ft) above the landing area.
Decelerate the helicopter forward and vertical speeds at an altitude of 10 down to 5 m (35 down to 15
ft) above the landing area so as to perform hovering at a height of 2 to 3 m (7 to 10 ft).
By the moment of landing, reduce the vertical speed so that it does not exceed 0.2 m/s (40 ft/min).
The landing performance data of the helicopter are illustrated in Figure 4.12.
When landing is performed at an altitude of 15 m (50 ft) above the surface as far as the point of the
helicopter full stop the landing distance must be 100 to 180 m (330 to 590 ft).
If there is need for go-around, increase power of the engines, accelerate the helicopter to the required
forward speed and start to climb.
In the event of the engine failure at landing perform (in any case) the continued landing of the helicopter
belonging to category B. The characteristics of the continued landing are shown in Figure 4.13.
To perform the short landing, it is essential that the maximum allowable landing mass of the helicopter
should not exceed the mass determined from the nomograms in Figures 1.5 and 1.6 of Section 1 in the
Flight Manual.
The pre-landing descent of the helicopter at an altitude of 100 m (330 ft) above the landing area should
be performed at a speed of 70 down to 60 km/h (40 down to 35 kt) at a vertical speed of 2 to 4 m/s (400
to 800 ft/min).
Start to reduce the forward and vertical speeds of the flight at an altitude of 50 down to 40 m (165 down
to 130 ft) so that close to a height of 5 m (15 ft) the engine power rating is close to the takeoff power,
whereas the forward speed is 40 down to 20 km/h (20 down to 10 kt).
Gradually land the helicopter on the main landing gear wheels and then on the nose wheels at a
forward speed of 5 to 30 km/h (2.5 to 15 kt) and at a vertical speed not exceeding 0.2 m/s (40 ft/min).
Landing of Helicopter of Category A
For landing the helicopter of category A on the field, it is requirement that the maximum allowable
landing mass should be determined from the nomogram in Figure 1.2 of Section 1 in the Flight
Manual.The pre-landing descent of the helicopter at an altitude of 100 m (330 ft) above the landing area
should be performed with a flight path angle of 10 1 at a speed of 80 down to 75 km/h (45 down to
40 kt). The vertical speed of about 4 m/s (800 ft/min) is set so as to hold a flight path angle.
At an altitude of 30 m (100 ft) reduce the forward and vertical speeds by increasing the angle of pitch by
no more than 8 to 10 so that the helicopter nose section does not cover the landing area.
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FLIGHT MANUAL
At an altitude of 20 down to 15 m (65 down to 50 ft) above the landing surface, reduce the vertical
speed by increasing the collective pitch and start hovering above the landing area on the field or at
the center of the landing site at a height of 2 to 3 m (7 to 10 ft).
Perform the vertical descent and land the helicopter at a rate of descent not exceeding 0.2 m/s (40 ft/min).
The landing performance data are specified in Figure 4.12.
The helicopter landing distance at an altitude of 15 m (50 ft) above the landing area is 100 to 150 m
(330 to 500 ft).
In the event of the engine failure in landing, it may be essential (at the landing decision point (LDP))
to perform the continued or aborted landing (go-around). After the LDP, it is necessary to perform
the continued landing.
The landing decision point is determined by the altitude of 30 m (100 ft) and speed of 80 km/h (45 kt).
The procedure for and the path of the continued landing are similar to those for normal landing
described above.
While performing the aborted landing after acceleration of the helicopter to the safety speed (Vsfty) at
an altitude of at least 10.7 m (35 ft), start climbing to reach an altitude of 30 m (100 ft) at the 1.5minute power.
Without decreasing the altitude, accelerate the helicopter to the best speed (Vb.s.) at which climbing
should be started to reach an altitude of 300 m (1.000 ft) above the takeoff surface at the 30-minute
power.
The safety speed is 90 km/h (50 kt) at altitudes of up to 2000 m (6.560 ft) and 85 km/h (45 kt) at
altitudes higher than 2000 m (6.560 ft).
The vertical speeds in climbing, with one engine operating at Vsfty at 2.5-minute power and at Vb.s. at
the 30-minute power are illustrated by the curves in Figures 4.4 and 4.5.
The performance data of the continued and aborted landing are shown in Figure 4.13.
The aborted landing distance from the landing decision point as far as the point on the path
corresponding to the safety speed (Vsfty) at an altitude of 10.7 m (35 ft) on failure of one engine and
with the second engine operating at 2.5-minute power is 280 to 350 m (920 to 1.150 ft).
At landings on the areas of limited sizes (ground sites and raised pads), the maximum allowable
landing mass of the helicopter shall be determined from the nomogram illustrated in Figure 1.2 of
Section 1 in the Flight Manual .
In landing on the raised landing pad, the maximum allowable landing mass of the helicopter
determined from the nomogram illustrated in Figure 1.2 should be then reduced by 1200 kg (2.650
lb).
Normal landings on the areas of limited sizes, as well as continued and aborted landings on failure
of one engine at the landing decision point (H = 30 m (100 ft), V = 80 km/h (45 kt)) shall be
performed in a way similar for helicopter of category A on the landing field as described above.
While performing the aborted landing on the ground site or on the raised pad of limited sizes, start to
climb at the safety speed (Vsfty) up to an altitude of 60 m (200 ft) above the takeoff surface.
Feb 18/05
4-15
Mi-171A1
FLIGHT MANUAL
4.8. Position Error Corrections to Airspeed Indicators

The curve illustrating the position error corrections to the airspeed indicator of the pilot (Figure 4.14)
shows the difference between the equivalent and indicated airspeeds.
Va = Vi Vind.
Figure 4.15 shows Vi versus Vind, as well as formulas and tables necessary to determine the true
speed of the flight.
Vtrue =
Vu
4.9. Position Error Corrections to Altimeters

The position error corrections to altimeters are insignificant and shall be disregarded in flight.
4-16
Feb 18/05
Mi-171A1
FLIGHT MANUAL
Helicopter Mass Versus Actual Rotational Speed of Engine Gas Generators in

Hovering Out of Ground Effect
Figure 4.1
Feb 18/05
4-17/18
Mi-171A1
FLIGHT MANUAL
Main Rotor Thrust Versus Hovering Height Above Ground Surface.

Pressure Altitude H = 0 m (0 ft), Under Conditions of IAS
Figure 4.2
Feb 18/05
4-19/20
Mi-171A1
FLIGHT MANUAL
Curves for Determining Critical Decision Point and Rejected Takeoff Distance (on the curves, the calculated
distance is increased by 50 m (165 ft) with regard to takeoff run, helicopter length
and deviations in flight technique)
Figure 4.3
Feb 18/05
4-21/22
Mi-171A1
FLIGHT MANUAL
_________ normal takeoff

.. rejected takeoff
Normal and Rejected Takeoff Paths and Rejected Takeoff Distance
(Lrej. t.o.) of Helicopter Belonging to Category B
Figure 4.6
Feb 18/05
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FLIGHT MANUAL
Change in Minimum, Best, Cruising and Never-Exceed Flying Speeds (True) Depending on Helicopter
Altitude and Gross Mass
Figure 4.7
Feb 18/05
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FLIGHT MANUAL
Change in Minimum, Best, Cruising and Never-Exceed Flying Speeds (Indicated ) Depending on Helicopter
Altitude and Gross Mass
Figure 4.8
Feb 18/05
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Mi-171A1
FLIGHT MANUAL
Vertical Speed Versus Flight Altitude and Ambient Air Temperature, with Two Engines Operating at
Maximum Continuous Power and at Best Speed (Dust Protection Device and Ice Protection
System are Switched Off)
Figure 4.9
Feb 18/05
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Mi-171A1
FLIGHT MANUAL
Figure 4.10. Vortex Ring Zone
Feb 18/05
4-35/36
Mi-171A1
FLIGHT MANUAL
Helicopter Flight Parameters at Main Rotor Autorotation Depending on Flight Speed and Gross Mass
Figure 4.11
Feb 18/05
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FLIGHT MANUAL
Figure 4.12. Helicopter Normal Landing Performance Data
Feb 18/05
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FLIGHT MANUAL
Figure 4.13. Continued and Aborted Landing Performance Data of Helicopter
Feb 18/05
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Figure 4.14. Curve Showing Position Error Corrections to Airspeed Indicator
Feb 18/05
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FLIGHT MANUAL
Figure 4.15. Equivalent Airspeed Versus Indicated Airspeed
Feb 18/05
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Figure 4.16. Radius of Turn Versus Flight Speed and Angle of Roll
Feb 18/05
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FLIGHT MANUAL
SECTION 5
HELICOPTER WEIGHT AND

BALANCE DATA
Feb 18/05
5-1/2
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FLIGHT MANUAL
SECTION 5
HELICOPTER WEIGHT AND BALANCE DATA
Table of Contents
Page
Title Page..................................................................................................................................... 5-1/2
Table of Contents ........................................................................................................................... 5-3
Introduction ..................................................................................................................................... 5-5
5.1. General................................................................................................................................................... 5-6
5.1.1. Purpose of Helicopter.......................................................................................................................... 5-6
5.1.2. Helicopter Center of Gravity and Mass Limits..................................................................................... 5-6
5.1.3. Refill Capacity of Fuel Tanks .............................................................................................................. 5-6
5.2. Helicopter Mass Data ............................................................................................................................. 5-7
5.2.1. Helicopter Takeoff Mass Composition ................................................................................................ 5-7
5.2.2. Examples of Helicopter Loading Variants ........................................................................................... 5-7
5.2.3. Additional Operational Items ............................................................................................................. 5-10
5.2.4. Dependence of Number of On-Line Passengers on Helicopter Fuel Load ...................................... 5-10
5.3. Helicopter Center of Gravity................................................................................................................. 5-11
5.3.1. General Data on Center of Gravity.................................................................................................... 5-11
5.3.2. Calculations of Helicopter Centers of Gravity ................................................................................... 5-12
5.3.3. Calculations of Helicopter Takeoff Masses and Centers of Gravity ................................................. 5-13
5.3.4. Calculations of Helicopter Operating Center of Gravity Limits.......................................................... 5-13
5.4. Helicopter Loading .......................................................................................................................... 5-33/34
Figure 5.1. Diagram of Helicopter Body Axes ........................................................................................ 5-35/36
Figure 5.2. Envelope of Helicopter Tolerable Masses and Centers of Gravity with
Account for Loads on Landing Gear ...................................................................................5-37/38
List of Tables
Table 5.2.1. Examples of Helicopter Loading Variants 5-8
Feb 18/05
5-3
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FLIGHT MANUAL
Table 5.3.1. Masses, Centers of Mass Coordinates, Loading Moments and

Equipment of Helicopter ........................................................................................................ 5-13
Table 5.3.2. Calculation of Helicopter Empty Mass and Center of Gravity,
Takeoff Mass and Center of Gravity of Passenger Helicopter .............................................. 5-27
Table 5.3.3. Calculation of Forward Center of Gravity Limit of Passenger
Helicopter............................................................................................................................... 5-31
Table 5.3.4. Calculation of Aft Center of Gravity Limit of Passenger Helicopter........................................ 5-32
5-4
Feb 18/05
Mi-171A1
FLIGHT MANUAL
SECTION 5
HELICOPTER WEIGHT AND BALANCE DATA
INTRODUCTION
This section contains the information, instructions and recommendations on correct loading and centering of
the passenger and cargo-passenger helicopters.
Correct arrangement of the passengers and cargoes as well as reliable lashing of cargoes are necessary for
ensuring the flight safety.
In all cases of loading, the operational masses and centers of gravity of the helicopter should not fall outside
the tolerable limits.
For ensuring the correct loading of the helicopter within the established limits and conditions, it is necessary
to be guided by the instructions given in this section of the Flight Manual and take the data on the helicopter
empty mass and center of gravity from the log book of the particular helicopter.
NOTE. The mass and center of gravity of the empty helicopter in the as-delivered standard equipment
configuration are indicated in the "Special features" section of the log book.
For providing the normal center of gravity position of the empty helicopter, a balancing weight
with indication of its mass and location coordinate is installed in the helicopter. When in service,
DO NOT remove the balancing weight from the helicopter.
The recommendations laid down in the given section ensure laying of the operational masses and centers of
gravity within the tolerable limits at the following values of helicopter empty masses and centers of gravity
(for the various configurations of the additional equipment):
masses from 7450 kg (16,410 lb) to 7770 kg (16,960 lb);
centers of gravity from minus 0.083 m (0.272 ft) to minus 0.091 m (0.298 ft) (behind the main rotor axis).
Feb 18/05
5-5
Mi-171A1
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5.1. General
5.1.1. Purpose of Helicopter
The Mi-171A1 (-1711) passenger helicopter may be delivered both in the standard
configuration and in the configuration with additional equipment.
The helicopter ensures carriage of 26 passengers and their luggage, and with one extra fuel tank the
helicopter ferry over the increased distance (without passengers).
Presence of the additional equipment in the helicopter extends the helicopter capabilities in
performing the transport missions in service.
For example, installation of the ditching system ensures safe execution of the overwater flights.
The passenger helicopter interior layout is shown in Figure 0.2 of the Flight Manual.
The overall view of the helicopter is shown in Figure 0.1 of the Flight Manual.
5.1.2. Helicopter Center of Gravity and Mass Limits

The helicopter center of gravity and mass limits are laid down in Subsections 1.7 and 1.8, Section 1
Figure 5.1 of this section illustrates the diagram of body axes for calculation of the helicopter center
of gravity.
A straight line formed at the cross-section of the main rotor plane with the fuselage symmetry
longitudinal vertical plane is taken to be the longitudinal axis (axis X).
The main rotor shaft axis (running upward plus, downward minus) is taken to be a vertical line
(axis Y).
A line running through the point of intersection of axes X and Y perpendicular to them (to the right plus, to
the left minus) is taken to be a lateral axis (axis Z).
Figure 5.2 of this section illustrates the chart of the envelope of tolerable masses and longitudinal
centers of gravity of the helicopter.
5.1.3. Refill Capacity of Fuel Tanks

The refill capacity of fuel tanks (in the helicopter parking position, including the drainable portion of unusable
fuel 4 kg (8.8 lb), with the fuel density being 0.775 kg/lit (1.707 lb/lit) is indicated in Table 5.3.1,
Subsections 2.1 and 2.2.
5-6
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FLIGHT MANUAL
5.2. Helicopter Mass Data

5.2.1. Helicopter Takeoff Mass Composition
The helicopter takeoff mass is composed of the helicopter empty mass (in the as-delivered standard
equipment configuration) and full load mass.
The list of main equipment of the helicopter empty standard mass is given in Item 5 of Table 5.3.1.
NOTE. The standard helicopter empty mass is the empty mass of the helicopter in the standard
equipment configuration, i. e. with the minimum composition of equipment with which the helicopter
is certified.
The helicopter is also certified with complete set of installed additional equipment.
The list of additional (optional) equipment with indication of masses and centers of gravity which may be
included into the helicopter empty mass is given in Item 4 of Table 5.3.1.
The full load includes the operational items (with crew), fuel and payload.
The masses and coordinates of the mass centers of the load components are indicated in Items 1, 2 and 3 of
Table 5.3.1.
The crew size is indicated in Subsection 1.4, Section 1 of the Flight Manual.
A mass of one crew member is taken to be equal to 80 kg (175 lb).
A mass of one passenger is taken to be equal to 75 kg (165 lb) and mass of luggage for one passenger
10 kg (20 lb) (including a hand luggage mass of 5 kg (10 lb).
5.2.2. Examples of Helicopter Loading Variants

The examples of the helicopter loading variants on the basis of complete (maximum, with additional
equipment) standard equipment configuration of the empty helicopter are given in Table 5.2.1.
Feb 18/05
5-7
Mi-171A1
FLIGHT MANUAL
Table 5.2.1 Examples of Helicopter Loading Variants

Passenger helicopter
Description
With emergency and rescue

equipment installed
With emergency and rescue

equipment removed
Ferry helicopter
with full fuel
loading (without
passengers)
and one extra
fuel tank
with 26
passengers
with full fuel

loading and 14
passengers
with 26
passengers
with full fuel

loading and 18
passengers
Helicopter empty mass*,

kg (lb)
7495
7495
7495
7495
7495
(16.509)
(16.509)
(16.509)
(16.509)
(16.509)
4505
4435
4505
4426.5
4012.6
(9.932)
(9.777)
(9.932)
(9.759)
(8.846)
1136
1136
787.5
787.5
1193.6
(2.504)
(2.504)
(1.736)
(1.736)
(2.631)
240
240
240
240
240
(529)
(529)
(529)
(529)
(529)
71.7
71.7
71.7
71.7
71.7
(157.9)
(157.9)
(157.9)
(157.9)
(157.9)
Unusable fuel
4 (8.8)
4 (8.8)
4 (8.8)
4 (8.8)
4 (8.8)
Operational items:
820.3
820.3
471.8
471.8
877.9
(1.807)
(1.807)
(1.039)
(1.039)
(1.934)
2.9 (6.4)
2.9 (6.4)
2.9 (6.4)
2.9 (6.4)
2.9 (6.4)
24.6
24.6
24.6
24.6
24.6
(54.2)
(54.2)
(54.2)
(54.2)
(54.2)
38.7
38.7
38.7
38.7
38.7
(85.2)
(85.2)
(85.2)
(85.2)
(85.2)
Full load, kg (lb)
1. Operational items
Crew
Oil
ARM-406 (-406)
radio beacon
mandatory operational
items
* Take the empty mass data for the particular helicopter from the helicopter log book.
5-8
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FLIGHT MANUAL
Table 5.2.1, continued

1
passenger equipment
382.6
(842.7)
382.6
(842.7)
382.6
(842.7)
382.6
(842.7)
382.6
(842.7)
water for toilet room
15 (33)
15 (33)
15 (33)
15 (33)
15 (33)
8 (17.6)
8 (17.6)
8 (17.6)
8 (17.6)
8 (17.6)
8.6 (18.9)
242
(533)
242
(533)
12 (26.4)
12 (26.4)
12 (26.4)
94.5
94.5
94.5
(208.1)
(208.1)
49 (107.9)
1159
2109
1507.5
2109
2819
(2.555)
(4.649)
(3.323)
(4.649)
(6.215)
1159
2109
1507.5
2109
2139
(2.555)
(4.649)
(3.323)
(4.649)
(4.716)
680
BKP-3-2-210 (-3-2210) oxygen equipment

OR2-6.0-20-30 (26.0-20-30) additional fire
extinguisher
ditching system
(equipment)
attachment fittings of rafts
and AZ-25 (-25) survival
kits
rafts and life jackets
extra fuel tank (left)

2. Fuel (density 0.775 kg/lit
(1707 lb/lit) without 30 kg
(65 lb) of fuel used before
takeoff):
in the main fuel tanks
in the extra fuel tank
242 (533)
(208.1)
(1.499)
3. Payload
Passengers with hand

luggage of 5 kg (10 lb) for
each passenger
Baggage (5 kg (10 lb) for
each passenger)
Takeoff mass
2210
1190
2210
1530
(4.867.7)
(2.621)
(4.867.7)
(3.370)
2080
1120
2080
1440
(4.581.4)
(2.467)
(4.581.4)
(3.172)
130
70 (154)
130
90 (198)
(286.3)
(286.3)
12000
11930
12000
11921.5
11507.6
(26.450)
(26.301)
(26.450)
(26.282)
(25.369)
Feb 18/05
5-9
Mi-171A1
FLIGHT MANUAL
5.2.3. Additional Operational Items

Apart from the operational items given in Table 5.2.1, at the expense of decrease in the fuel reserve
or payload, the following equipment may additionally be installed in the helicopter:
the AZ-25 (-25) survival kit of ............................................................................... 40 kg (90 lb);
an instrument flying blind ............................................................................................... 1 kg (2.2 lb);
airborne tools ...................................................................................................... up to 14.1 (31.1 lb);
the R-861 (-861) emergency radio station ................................................................. 16 kg (35 lb);
the 8AMT-7546-110 hand luggage racks ............................................................... 42.1 kg (92.7 lb).
5.2.4. Dependence of Number of On-Line Passengers on Helicopter Fuel Load

When carrying 26 passengers, the fuel loading is determined by the maximum or maximum
permissible takeoff (landing) mass determined from the nomograms of the Flight Manual. At the
maximum flight mass of 12,000 kg (26,450 lb) and with the operational items installed in
accordance with Table 5.2.1 (with the ditching system equipment), the total fuel available amounts
to 1159 kg (2555 lb) and the mass of fuel and passengers with luggage (85 kg (185 lb) per
passenger) amounts to 3369 kg (7427 lb) in total.
Accordingly, at the total full load (2109 kg (4649 lb) of the total fuel available), the maximum number
of passengers carried will amount to 14 persons. Removal of the ditching system equipment and the
emergency and rescue equipment decreases the helicopter flight mass by 348.5 kg (768 lb). This,
with the flight mass remaining invariable, makes it possible to increase the fuel load or take
additionally four passengers aboard the helicopter.
5-10
Feb 18/05
Mi-171A1
FLIGHT MANUAL
5.3. Helicopter Center of Gravity

5.3.1. General Data on Center of Gravity
For keeping the helicopter operational centers of gravity within the tolerable limits (refer to Subsection 1.8 of
the Flight Manual), it is necessary to fulfil the following conditions:
1. When in flight, simultaneous walking of more than one crew member and one passenger in the
transport cabin is INTOLERABLE.
2. The load capacity of the baggage compartment and coat room 5 kg (10 lb) for each on-line passenger,
but not more than 75 kg (165 lb). The other baggage should be placed alongside the passengers in the
form of the hand luggage.
3. Install and remove the ditching system as well as the rafts, life jackets and AZ-25 (-25) survival
kit attachment fittings only as a set.
4. Install and remove the airborne tools and R-861 (P-861) emergency radio station only jointly as a set.
5. When emplaning less than 26 passengers, the 8th row should be occupied by the passengers
after all the others (2 persons).
6. When emplaning the passengers less than 24 persons, the front seats (the 1st to 3rd rows) should
be occupied equally in comparison with the rear seats (the 6th to 7th rows) or by one passenger
more. Presence or absence of the passengers on the middle seats (the 4th and 5th rows)
insignificantly exerts influence on the center of gravity and passengers are arranged on the
seats without limitation.
When installing the additional fuel tank, DO NOT:
1. Walk in the passenger cabin in flight more than one crew member:
2. Carry the passengers.
The seats and equipment arranged on the transport cabin port side, hindering installation of an
extra fuel tank are either removed from the helicopter or transferred to the starboard together
with their attachment fittings.
5.3.2. Calculations of Helicopter Centers of Gravity

For more complete use of the helicopter capabilities in case of the helicopter loadings different from
those given in Table 5.2.1 it is necessary to make calculations of the takeoff and extreme operating
centers of gravity with a view to checking their lying within the tolerable limits.
It is necessary to take the particular helicopter empty mass and center of gravity data from the
helicopter log book.
The helicopter flight center of gravity calculation reduces to determination of the helicopter center of
mass coordinate.
The center of mass coordinate with reference to the origin of coordinates is determined from the
formula:
Feb 18/05
5-11
Mi-171A1
FLIGHT MANUAL
Xc.m =
(P X)
,
P
where: (PX) is the sum of static moments of the helicopter empty mass and full load components,
kgm (ft-lb);
X is the helicopter center of mass coordinate or full load component;
P is the sum of the helicopter empty mass and full load components, kg (lb).
It is necessary to make the calculation with a view to determining the helicopter center of gravity at
takeoff, in flight, before landing, using the data given in Table 5.3.1 on the masses, centers of mass
coordinates, moments of loadings and equipment of the helicopter.
5.3.3. Calculations of Helicopter Takeoff Masses and Centers of Gravity

The calculations of the helicopter empty mass and center of gravity as well as the takeoff mass and
center of gravity of the passenger helicopter are given in Table 5.3.2.
5.3.4. Calculations of Helicopter Operating Center of Gravity Limits

The calculations of the extreme forward and aft operating center of gravity limits of the helicopter are given
in Tables 5.3.3, 5.3.4.
Table 5.3.1 Masses, Centers of Mass Coordinates, Loading Moments and Equipment of Helicopter
Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
1.1. Crew:
Crew (4 persons are at their work
stations), including:
320 (705)
pilots (2 persons)
1213.6 (8.794)
160 (352.5)
4.210 (13.809)
673.6 (4.866.4)
flight engineer
80 (176.2)
3.600 (11.808)
288.0 (2.080.7)
cabin attendant on seat near frame

No. 1
80 (176.2)
3.150 (10.332)
252.0 (1.820.6)
Crew without cabin attendant (3

persons at their work stations)
Crew (3 persons, the flight engineer is
near the toilet room), including the flight
engineer near the toilet room
240 (528.6)
961.6 (6.947.1)
240 (528.6)
487.6 (3.522.7)
80 (176.2)
2.325 (7.626)
186 (1.343.8)
1.2. Oil
5-12
Oil (full loading):
71.7 (157.9)
75.3 (544)
in the system of engines:
30.9 (68.1)
68.9 (497.8)
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
21.9(48.3)
2.700 (8.856)
59.1 (427)
in the pipelines (2.3 lit 2 = 4.6 lit)
4.5 (9.9)
1.430 (4.69)
6.4 (46.2)
in the oil coolers (2.3 lit 2 = 4.6 lit)
4.5 (9.9)
0.750 (2.46)
3.4 (24.6)
in the oil tanks (11 lit 2 = 22 lit)
in the main gearbox system:
40.8 (89.9)
6.4 (46.2)
in the main gearbox (32 lit)
31.1 (68.5)
in the pipelines (2.6 lit)
2.5 (5.5)
0.380 (1.246)
1.0 (7.2)
in the oil coolers (3.7 lit 2 =

7.4 lit)
7.2 (15.9)
0.750 (2.46)
5.4 (39)
Oil (less 50 % in the engine tanks

for calculation of the aft center of
gravity limit),
60.7 (133.7)
including oil in the oil tanks
10.9 (24.12)
2.7 (8.856)
29.6 (213.8)
4 (8.8)
0.36 (1.18)
1.44 (10.4)
24.6 (54.2)
53.3 (399)
9.0 (19.8)
3.87 (12.69)
34.8 (2510)
1.3. Unusable fuel in the main tanks (fuel

density 0.775 kg/lit (1.707 lb/lit)) 5 lit
45.8 (330.9)
1.4. Operational items

1.4.1. Mandatory operational items
furnished with the helicopter in the
standard configuration
Takeoff mass,
including:
INTERTEHNIK-EROS
(-EROS) crew
oxygen equipment (3 sets)
MS-10 (-10) oxygen mask
1.59
MXR105 (105) stowage case
0.36
MXR210 (210) smoke

goggles
0.39
cylinder bottle, 3.5 lit in capacity,

with oxygen
6.66
Feb 18/05
5-13
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
BKP-2-2-210 (-2-2-210)
smoke-proof portable oxygen
cylinder with DMK-1M (-1)
mask
4.0 (8.8)
3.5 (11.5)
14.0 (101.1)
OR-1-2.0-20-30 (-1-2.0-20-30)
hand fire extinguishers
(2 pcs):
8.0 (17.6)
2.0 (14.4)
front fire extinguisher
4.0 (8.8)
3.3 (10.8)
13.2 (95.4)
rear fire extinguisher
4.0 (8.8)
2.8 (9.2)
11.2 (80.9)
2.5 (5.5)
0.24 (0.79)
0.6 (4.3)
front axe (at frames Nos 4H and

5H)
1.25 (2.75)
3.65 (11.97)
4.5 (32.5)
rear axe (at frames Nos 15 and

16)
1.25 (2.75)
3.10 (10.17)
3.9 (28.2)
1.1 (2.4)
3.560 (11.677)
3.9 (28.2)
crash axes:
R-855A1 (-8551) emergency

radio station
In calculation of the forward center
of gravity limit,
24.6 (54.2)
77.7 (562)
including the fire extinguisher, rear as

looking forward
4 (8.8)
In calculation of aft center of gravity

limit, including:
24.6 (54.2)
fire extinguisher, front as looking

backward
4.0 (8.8)
-2.8 (-9.2)
-11.2 (-80.9)
smoke-proof oxygen cylinder,

behind
4.0 (8.8)
-2.5 (-8.2)
-10.0 (-72.2)
R-855A1 (-8551) emergency

radio station, behind
1.1 (2.4)
-2.5 (-8.2)
-2.8 (-20.2)
38.7 (85.2)
3.0 (9.8)
116.1 (838.8)
39.3 (86.6)
3.0 (9.8)
117.8 (851)
3.3 (10.8)
13.2 (95.4)
-1.8 (-13)
1.4.2. Other operational items furnished

with the helicopter in the
standard configuration:
Dust protection device
(difference in masses)
the dust protection devices are
installed
5-14
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
0.6 (1.3)
2.9 (9.5)
1.7 (12.3)
Airborne tools:
14.1 (31.1)
3.4 (11.2)
47.9 (346.1)
tools kit
5.1 (11.2)
tools bag
7.0 (15.4)
RN-1V (-1) aircraft pump
2.0 (4.4)
0.05 (0.16)
19.3 (139.40)
engine air inlet nose cones are

removed
1.4.3. Passenger cabin equipment and

furnishings (for 26 passengers)
382.6
(842.7)
Seat attachment shaped sections
11.2 (24.7)
0.605 (1.984)
6.8 (49.1)
8ATP 9602.10 SB (8
9602.10 ) flooring
13.5 (29.7)
0.605 (1.984)
8.2 (59.2)
8AP-7520-20 (8-7520-20)
carpeting with fasteners
26.0 (57.3)
0.855 (2.804)
22.2 (160.4)
Seat with slip cover at frame

No. 1
3.2 (7)
3.25 (10.66)
10.4 (75.1)
25.5 (56.2)
2.8 (9.35)
71.4 (515.8)
3.2 (7)
3.0 (9.8)
9.6 (69.4)
Partition at frame No. 16

Luggage net
Toilet room, including:
27.0 (59.5)
partitions
22.5 (49.6)
2.4 (7.9)
54.0 (390.1)
4.5 (9.9)
2.0 (6.6)
9.0 (65)
273 (601.3)
0.28 (0.941)
77.1 (557)
the first row seats "B, D"
21 (46.3)
2.85 (9.35)
59.85 (432.39)
the second row seats "A, B"
21 (46.3)
2.22 (7.28)
46.62 (336.81)
the third row seats "A, B, C, D"
42 (92.5)
1.51 (4.95)
63.42 (458.18)
the fourth row seats "A, B, C, D"
42 (92.5)
0.79 (2.59)
33.18 (239.71)
the fifth row seats "A, B, C, D"
42 (92.5)
0.096 (0.315)
4.03 (29.11)
the sixth row seats "A, B, C, D"
42 (92.5)
0.605 (1.984)
25.41 (183.58)
the seventh row seats "A, B, C, D"
42 (92.5)
1.43 (4.69)
60.06 (433.91)
compact water closet

Passenger seats (two-place seat
units)
Feb 18/05
63.0 (455.1)
5-15
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
the eighth row seats "C, D"
21 (46.3)
2.12 (6.95)
44.55 (321.85)
15 (33)
1.985 (6.511)
29.8 (215.3)
8.6 (18.9)
1.8 (5.9)
15.5 (112)
8 (17.6)
1.9 (6.2)
15.2 (109.8)
8 (17.6)
2.24 (7.35)
17.9 (129.3)
241.9 (532.8)
0.586 (1.922)
141.7 (1.023.7)
50.0 (110.1)
4.180 (13.71)
209.0 (1.509.9)
main floats with beam and slip

cover (2 sets)
11.2 (24.7)
0.055 (0.18)
0.6 (4.3)
bottle unit on the mounting

frame, filled with helium
99.2 (218.5)
0.9 (3)
89.3 (645.2)
81.5 (179.5)
3.2 (10.5)
260.8 (1.884.2)
12 (26.4)
0.83 (2.72)
10.3 (74.4)
7 (15.4)
3.4 (11.2)
23.8 (171.9)
5 (11)
2.7 (8.9)
13.5 (97.5)
94.5 (208.2)
1.01 (3.31)
95.9 (692.8)
44.0 (96.9)
3.3 (10.8)
145.1 (1.048.3)
22.0 (48.5)
2.6 (8.5)
57.2 (413.2)
28.5 (62.8)
0.28 (0.29)
8 (57.8)
1.4.4. Water for toilet room

1.4.5. OR2-6.0-20-30 (2-6.0-20-30)
additional fire extinguiszher
1.4.6. BKP-3-2-210 (-3-2-210)
passenger oxygen equipment
In the takeoff mass and
calculation of the aft center of
gravity:
In calculation of the forward
center of gravity limit:
1.4.7. Ditching system (equipment)*
nose floats with frame and slip
cover (2 sets)
pipelines and gas supply
system fittings
1.4.8. Attachment fittings of the rafts

and AZ-25 (-25) survival (2
pcs)*
attachment fittings of the rafts
(2 pcs) and AZ-25 (-25)
survival kit (1 pc)
attachment fitting of the raft (1
pc) and AZ-25 (-25) survival
kit (1 pc)
1.4.9 Three rafts and 30 life jackets of
the passenger helicopter*
front rafts (2 pcs)
rear raft
life jackets (30 pcs)
* May be installed, provided the empty helicopter has the fixed parts (refer to Items 4.17 and 4.18 of Table
5.3.1 and the data on calculation of the helicopter empty mass and center of gravity given in Table 5.3.2).
5-16
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
1.4.10. AZ-25 (-25) survival kits (2

pcs) of the passenger
helicopter*:
P, kg (lb)
X, m (ft)
40 (88)
PX, kgm (ft-lb)
14.0 (101.1)
front survival kit
20 (44.1)
3.3 (10.8)
66.0 (476.8)
rear survival kit
20 (44.1)
-2.6 (-8.5)
-52.0 (-375.7)
49.0 (107.9)
1.4.12. R-861 (-861) emergency radio

station
16 (35.2)
-2.8 (-9.2)
-45 (-325.1)
1.4.13. Instrument flying blinds
1.0 (2.2)
4.42 (14.5)
4.42 (31.93)
1.4.14. 8AMT-7546-110 hand luggage

rack
42.1 (92.7)
0.63 (2.07)
26.7 (192.9)
1.4.15. ARM-406AS1 (-4061)

radio beacon
2.9 (6.4)
3.7 (12.1)
10.7 (77.6)
2.1. Fuel, refill capacity of the main

tanks 2765 lit (fuel density
0.775 kg/lit (1.707 lb/lit)):
2143 (4.724)
0.36 (1.18)
771.5 (5.578)
left fuel tank (1380 lit)
1070 (2.359)
0.36 (1.18)
385.2 (2.785)
1073 (2.365.5)
0.36 (1.18)
386.3 (2.793)
2853
(6.289.7)
0.270 (0.887)
771.5 (5.578)
in the main fuel tanks (2765 lit)
2143 (4.724)
0.36 (1.18)
771.5 (5.578)
in the extra fuel tank (915 lit)
710 (1.564)
2109* (4.649)
0.36 (1.18)
759 (5.488)
1.4.11. Extra fuel tank (left)
2. Fuel
right fuel tank (1385 lit)

2.2. Fuel, refill capacity of the main fuel
tank and extra fuel tank 3680 lit
(fuel density 0.775 kg/lit
(1707 lb/lit):
2.3. Total fuel available 2721 lit (with

the main fuel tanks being fully
filled, fuel density is 0.775 kg/lit
(1707 lb/lit))
* May be installed, provided the empty helicopter has the fixed parts (refer to Items 4.17 and 4.18 of Table
5.3.1 and the data on calculation of the helicopter empty mass and center of gravity given in Table 5.3.2).
Feb 18/05
5-17
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
2.4. Total fuel available 3636 lit (with

filled, fuel density is 0.775 kg/lit
(1707 lb/lit)):
2819*(6.215)
0.273 (0.90)
770 (5.568)
in the main fuel tanks (2760 lit)
2139 (4.716)
0.36 (1.18)
770 (5.568)
in the extra fuel tank (876 lit)
680 (1.497.8)
2.5. 50 % of total fuel available, with

filled (1360 lit), fuel density
0.8 kg/lit (1.8 lb/lit) (corresponds
to the forward center of gravity
limit)
1088 (2.399)
0.96 (3.15)
1044 (7.549)
2.6. 50 % of total fuel available, with

filled (1360 lit), fuel density
0.8 kg/lit (1.8 lb/lit) (corresponds
to the aft center of gravity limit)
1088 (2.399)
-0.24 (-0.787)
-261 (-1.887)
2080 (4.582.5)
0.282 (0.925)
587.1 (4.241.5)
the first row (2 persons)
160 (352.5)
2.85 (9.35)
456 (3.294.4)
the second row (2 persons)
160 (352.5)
2.22 (7.28)
355.2 (2.566.2)
the third row (4 persons)
320 (705)
1.51 (4.95)
483.2 (3.490.9)
the fourth row (4 persons)
320 (705)
0.79 (2.59)
252.8 (1.826.4)
the fifth row (4 persons)
320 (705)
0.096 (0.315)
30.7 (221.8)
the sixth row (4 persons)
320 (705)
-0.605 (-1.984)
-193.6 (-1.398.7)
the seventh row (4 persons)
320(705)
-1.43 (-4.69)
-457.0 (-3.301.6)
160 (352.5)
-2.12 (-6.95)
-339 (-2.449.1)
3. Payload
3.1. Passengers (with hand luggage of
5 kg (10 lb) per person):
the passenger helicopter (26
persons):
the eighth row (2 persons)
* Minus 30 kg (65 lb) of fuel used before takeoff and minus 4 kg (8.8 lb) of unusable fuel in the drop tanks.
5-18
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
3.2. A passenger in front (at frame

No. 1)
80 (176.2)
3.15 (10.33)
252 (1.820.6)
3.3. A passenger behind (near the

toilet room)
80 (176.2)
2.325 (7.626)
186.0 (1.343.8)
3.4. Baggage in baggage compartment

(full loading)
75 (165)
3.0 (9.8)
225 (1.625.5)
3.5. Other baggage (over 75 kg

(165 lb) of luggage with 26
passengers)
55 (121)
0.282 (0.925)
15.5 (112)
4.1. Interior furnishing
67.0 (147.6)
0.855 (2.804)
57.3 (414)
4.2. Passenger cabin heat insulation

(additional)
39.4 (86.8)
0.855 (2.804)
33.7 (243.5)
0.2 (0.4)
3.5 (11.5)
0.7 (5.1)
39.1 (86.1)
5.205 (17.072)
203.7 (1.471.6)
8A-813C (8-813) indicator
7.5 (16.5)
5.125 (16.81)
38.2 (276)
transceiver
8.0 (17.6)
5.125 (16.81)
41.0 (296.2)
antenna
4.6 (10.1)
5.125 (16.81)
23.6 (170.5)
waveguide transmission line
2.0 (4.4)
5.125 (16.81)
10.2 (73.7)
L201 (201), L202 (202),

L203 (203) wire bundles
3.5 (7.7)
4.95 (16.24)
17.3 (125)
support for the 8A-813C

(8-813) equipment with
fasteners
5.2 (11.5)
5.265 (17.269)
27.2 (196.5)
housing with fasteners
2.3 (5.1)
5.325 (17.466)
12.4 (89.6)
fairing with fasteners
5.5 (12.1)
5.625 (18.45)
31.0 (224)
minor ready-made products and

fasteners
0.5 (1.1)
5.6 (18.4)
2.8 (20.2)
4. Additional (optional) equipment

which may be included into the
helicopter empty mass (refer to the
calculation of the helicopter empty
mass and center of gravity given in
Table 5.3.2)
4.3. TV-45 (-45) thermometer in the

passenger cabin
4.4. 8A-813C (8-813) weather
radar:
Feb 18/05
5-19
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
26.9 (59.2)
1.8 (5.9)
48.5 (350.4)
12.8 (28.2)
3.175 (10.414)
40.8 (294.8)
1.3 (2.9)
3.0 (9.8)
3.9 (28.2)
4.1 (9)
1.225 (4.018)
5.0 (36.1)
fairing
1.4 (3.1)
1.225 (4.018)
1.8 (13)
ASHS-UD (-) antenna
1.5 (3.3)
5.39 (17.68)
8.2 (59.2)
control panel
1.4 (3.1)
4.0 (13.1)
5.6 (40.5)
wire bundles and cables
2.7 (5.9)
2.325 (7.626)
6.2 (44.8)
minor ready-made products

and fasteners
1.7 (3.7)
0.353 (1.158)
0.6 (4.3)
4.6. KN-53 short range navigation

systems (2 pcs) complete with
KN-63 range finder and KI-204
directional and glide-path
indicator
8.9 (19.6)
4.8 (15.7)
42.7 (308)
4.7. KT-76S (-76) ATC

transponder (with KEA-130A or
5035R (5035) item)
3.9 (8.6)
4.29 (14.07)
16.9 (122.1)
68.2 (150.1)
2.8 (9.2)
191.3 (1.382.1)
3.1 (6.8)
2.78 (9.12)
8.7 (62.9)
44.1 (97.1)
3.5 (11.5)
155.5 (1.123.4)
unit 414
0.6 (1.3)
4.6 (15.1)
2.8 (20.2)
unit 414
0.6 (1.3)
11.1 (36.4)
6.6 (47.7)
2101ML (2101), 2101MP

(2101) units
1.4 (3.1)
5.1 (16.7)
7.2 (52)
2102ML (2102), 2102MP

(2102) units
1.4 (3.1)
11.4 (37.4)
16.0 (52)
units 484 and 485
0.7 (1.5)
4.42 (14.5)
3.1 (22.4)
4.5. ARK-UD (-) automatic

direction finder
control panel
built-it test generator
ARK-UD (-) antenna
unit
4.8. Aircraft transponder "6201-9":

55P (55), 55R (55) units
units of item 6201
wire bundles and HF cables
16.0 (35.2)
35.6 (257.2)
minor ready-made products

and fasteners
0.3 (0.7)
1.0 (7.2)
4.9. BAKLAN-20 (-20) radio

station (the second) or ORLAN85ST (-85) radio
station
5-20
10 (22)
Feb 18/05
3.34 (10.96)
34 (241)
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
41.2 (90.7)
1.478 (4.848)
60.9 (440)
16.6 (36.6)
2.58 (8.46)
42.8 (309.2)
power supply unit
1.5 (3.3)
2.48 (8.13)
3.7 (26.7)
control panel
1.2 (2.6)
4.2 (13.8)
5.0 (36.1)
B5A-Iar1 (5-1) matching

device
5.0 (11)
2.5 (8.2)
12.5 (90.3)
4.10. IADRO-1G1 (-11) radio

station:
transceiver
wire bundles and switching device

(including the antenna)
fasteners
15.8 (34.8)
4.6 (33.2)
1.1 (2.4)
2.2 (7.2)
2.3 (16.6)
2.7 (5.9)
1.38 (4.53)
3.7 (26.7)
68.8 (151.5)
2.94 (9.64)
202 (1.459)
speed components computer,

NP-2 (-2) unit with
shockmount
11.6 (25.6)
2.325 (7.626)
27.0 (195.1)
coordinate computer unit
5.7 (12.6)
3.685 (12.087)
21.0 (151.7)
HF unit
27.5 (60.6)
6.075 (19.926)
167.3 (1.208.7)
units 6, 8 airspeed indicator, GS

() unit
6.0 (13.2)
5.0 (16.4)
28.7 (207.3)
DPSM-1 (-1) indicated

airspeed sensor
1.2 (2.6)
3.5 (11.5)
4.3 (31.1)
14.8 (32.6)
1.475 (4.838)
21.8 (157.5)
2.0 (4.4)
1.05 (3.44)
2.1 (15.2)
3.4 (7.5)
3.14 (10.3)
10.7 (77.3)
1.2 (2.6)
4.6 (15.1)
5.5 (39.7)
antenna (with bracket, 0.175 kg

(0.385 lb))
0.37 (0.81)
4.025 (13.202)
1.5 (10.8)
EV-07-1640 (-07-1640) fan
0.18 (0.4)
4.6 (15.1)
0.8 (5.8)
wire bundles and HF cables
1.25 (2.75)
3.28 (10.76)
4.1 (29.6)
minor parts and ready-made

products
0.4 (0.9)
4.5 (14.8)
1.8 (13.0)
4.11. Additional intercommunication point

in passenger cabin
4.12. DISS-32-90 (-32-90)
Doppler:
wire bundles, cables

minor parts and ready-made
products
4.13. SNS () TNL-2101 Approach:
-TNL unit
Feb 18/05
5-21
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
4.14. KR-21 marker receiver
0.3 (0.7)
4.8 (15.7)
1.4 (10.1)
4.15. Additional FPP-7 (-7) light:
4.6 (10.1)
2.65 (8.69)
12.3 (88.9)
FPP-7 () light with

attachment fitting
3.2 (7)
2.8 (9.2)
9.0 (65)
light control panel
0.9 (2)
2.27 (7.45)
2.0 (14.4)
0.5 (1.1)
2.5 (8.2)
1.3 (9.4)
0.5 (1.1)
4.225 (13.858)
2.1 (15.2)
11.7 (25.8)
0.966 (3.168)
11.3 (81.6)
additional electric wiring and

switching device
3.3 (7.3)
1.505 (4.936)
4.9 (35.4)
retrofitting of the landing gear

half-axles
1.4 (3.1)
0.90 (3)
1.3 (9.4)
reinforcement of fuselage for

installation of bottles supplying gas
for inflation of the floats
2.4 (5.3)
3.2 (10.5)
7.7 (55.6)
reinforcement of the fuselage

nose section for installation of
the floats
3.5 (7.7)
4.2 (13.8)
14.5 (104.8)
installation of switches on the

collective pitch control lever
0.2 (0.4)
4.4 (14.4)
1.0 (7.2)
protective housings on the

bands attaching the drop tanks
0.9 (2)
0.115 (0.377)
0.1 (0.7)
0.75 (1.65)
2.7 (8.9)
2.0 (14.4)
0.25 (0.55)
3.9 (12.8)
1.0 (7.2)
0.5 (1.1)
6.0 (19.7)
3.0 (21.7)
91.0 (200.4)
4.20. S-1 (-1) horn
1.4 (3.1)
3.3 (10.8)
4.6 (33.2)
4.21. BKK-18 (-18) attitude monitor
3.5 (7.7)
5.04 (16.53)
17.6 (127.2)
4.22. EKSR-46 (-46) flare

launcher (2 pcs)
3.9 (8.6)
3.05 (10)
11.9 (86)
4.23. Annunciators above the exits
4.0 (8.8)
1.75 (5.74)
7.0 (50.6)
4.24. NO SMOKING, FASTEN SEAT

BELTS ( ,
) lighted
signs
0.3 (0.7)
3.6 (11.8)
1.0 (7.2)
wire bundle
4.16. SHRAP-50 (-500)
receptacle
4.17. The helicopter retrofittings for
ditching system:
4.18. Sound beacons (3 pcs):

front beacon (1 pc)
rear beacons (2 pcs)
4.19. Vibration damper
5-22
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
3.0 (6.6)
4.35 (14.27)
13.0 (93.9)
in the nose section
3.5 (11.5)
in the tail section
11.2 (36.7)
178.5 (393)
0.36 (1.2)
64.3 (464.9)
ECN-91S (-91) pumps (2

pcs)
4.4 (9.7)
jet pumps (4 pcs)
1.1 (2.4)
82 (180.6)
0.205 (0.67)
32.4 (234.3)
4.25. AGB-96R (-96) gyro

horizon (standby)
4.26. Balancing weights for normal
centering of the empty mass
helicopter (to be installed in case
of necessity), including the
balancing weights installed:
4.27. Fuel system units without service

tank:
drop tank (left)

drop tank (right)
81.8 (180.2)
de-aerator casing
1.2 (2.6)
ECN-75B (-75) pump

installation
2.2 (4.8)
installations and pipelines
5.8 (12.8)
In this case, the following units of

the fuel system are removed:
157.8 (347.6)
ECN-91S (-91) pumps (2

pcs)
4.2 (9.3)
left drop fuel tank
66.7 (146.9)
right drop fuel tank
64.6 (142.3)
rubber gaskets
8.6 (18.9)
service tank
13.7 (30.2)
4.28. Retrofittings for the KAU-80

(-80) combined control units
94 (207)
51.7 (373.8)
retrofitting of the hydraulic

system
6.0 (13.2)
0.7 (2.3)
4.2 (30.4)
installation of the KAU-80 (-80)

combined control units (4 pcs)
88 (193.8)
0.54 (1.77)
47.5 (343.4)
Feb 18/05
5-23
Mi-171A1
FLIGHT MANUAL

Description
In this case the KAU-115 (-115)

combined control units (4 pcs) are
removed
4.29. Installation of the SAFT-26108-1
storage batteries (2 pcs)
In this case, the 20NKBN-25
(20-25) storage batteries (2
pcs) are removed
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
45.6 (100)
0.54 (1.77)
24.6 (178.3)
52.2 (115)
3.56 (11.7)
185.8 (1.343)
53.7 (118.3)
3.56 (11.7)
191.2 (1.382)
4.30. ALMAZ-UPM (-)

voice information reporting
system
11.4 (25.1)
4.31. KMA24N-70 (24-70)

intercommunication systems
(2 pcs)
4.0 (8.8)
In this case, the SPU () and

SGU-15 (-15)
intercommunication systems are
removed
17.1 (37.6)
31.7 (229)
2.1 (6.88)
8.5 (61.6)
46.4 (334)
5. List of main equipment of the

standard helicopter empty mass*
5.1. Entrance stairs with handrail
5.2. Passenger doors with stairs and
baggage in the tail section
5.3. Rectangular windows
5.4. Emergency exit hatches increased
in dimensions
5.5. Ice protection system
5.6. SO-121VM (-121) ice
detector
5.7. Luminescent interior and
emergency lighting
5.8. AP-34B (-34) autopilot
* The masses and coordinates of the mass center are not indicated in the given list since the indicated
equipment are not removed from the helicopter.
5-24
Feb 18/05
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
5.9. Two P/N 8000 airspeed indicators

5.10. Two P/N 5934-3 or KEA-130
pressure altimeters
5.11. Two P/N 7130 rate-of-climb
indicators
5.12. GMK-1GE (-1) compass
system
5.13. KI-13 (-13) magnetic compass
5.14. ACHS-1 (-1) clock
5.15. Two AGB-96D (-96) gyro
horizons
5.16. P-507-3Bs (-507-3) voice
recorder
5.17. PNP-72-14 (-72-14)
horizontal situation indicator
5.18. KMA24N-70 (24-70)
intercommunication systems (2 pcs)
5.19. ORLAN-85ST (-85)
VHF radio station
5.20. ARK-15M (-15) automatic
direction finder
5.21. BUR-1 (-1) flight data
recorder
5.22. SAS-4 (-4) emergency
warning system
5.23. Two SAFT-26108-1 (26108) storage batteries
5.24. Two VU-6B (-6) rectifiers
5.25. SPO-9 (-9) inverter
5.26. PTS-800B (-800) inverter
5.27. Two GT40PCH8V (408)
generators
5.28. Two first aid kits in the flight
compartment
5.29. Two first aid kits in the passenger
cabin
Feb 18/05
5-25
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
5.30. Two fire extinguishers 1-4-4

5.31. SPUU-52 (-52) tail rotor
pitch limit system
5.32. P-104 (-104) outside air
temperature indicator
5.33. A-037 radio altimeter
5.34. Crew seat cushions:
pilots seat cushions (2 pcs)
flight engineers seat cushion
5.35. Protective band in the cowls of
the AI-9 (-9) engine
5.36. Bulkhead in the cowls of the AI-9
(-9) engine
5.37. Retrofitting of the cowls (steel
skin)
5.38. Retrofitting of the oil tanks (steel
tanks, 2 pcs)
Table 5.3.2 Calculation of Helicopter Empty Mass and Center of Gravity, Takeoff Mass and Center of
Gravity of Passenger Helicopter
Description
The helicopter empty mass and center
of gravity in the standard equipment
configuration according to the
Specification
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
69320.5 %
0.1120.015
776 (5.606)
(15.2680.5 %)
(0.3670.049)
We remove:
81.5 (179.5)
OU-2 (-2) fire extinguishers (2 pcs)
13.0 (28.6)
0.4(1.3)
5.2 (37.6)
Crash axes (2 pcs)
2.5 (5.5)
0.25 (0.82)
0.6(4.3)
Emergency exit hatch, frames Nos 3 and 4
5.6(12.3)
2.275 (7.462)
12.8 (92.5)
Emergency exit hatches, frames Nos 11

and 12 (2 pcs)
11.2(24.7)
1.225 (4.018)
13.8 (99.7)
R-855A1 (-8551) radio station
1.1 (2.4)
3.56(11.68)
3.9 (28.2)
S-1 (-1) horn
1.4(3.1)
3.3 (10.8)
4.6(33.2)
BKK-18 (-18) attitude monitor
3.5 (7.7)
5.04 (16.53)
17.6 (127.2)
EKSR-46 (-46) flare launcher (2 pcs)
3.9(8.6)
3.05 (10)
11.9 (89)
39.3 (86.6)
3.0 (10)
117.8(851)
Dust protection devices (2 pcs)

5-26
Feb 18/05
136.8 (988.3)
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
We add the retrofitted elements:
73.1 (161)
increased emergency exit hatch,

frames Nos 3 and 4
8.8 (19.4)
2.275 (7.462)
20.0 (144.5)
increased emergency exit hatches,

frames Nos 11 and 12 (2 pcs)
17.6 (38.8)
1.225 (4.018)
21.5 (155.3)
retrofitting of the fuselage for the

increased emergency exit hatch,
frames Nos 3 and 4
3.1 (6.8)
2.275 (7.462)
7.1 (51.3)
retrofitting of the fuselage for the

increased emergency exit hatches,
frames Nos 11 and 12
7.0 (15.4)
1.225 (4.018)
8.6 (62.1)
baggage compartment in the right

door
5.0 (11)
3.2 (10.5)
16.0 (115.6)
engine cones (instead of the dust

protection devices)
0.6 (1.3)
2.9 (9.5)
1.7 (12.3)
protective band in the AI-9 (-9)

engine cowls
6 (13.2)
1.7 (5.57)
10 (72.46)
bulkhead in the AI-9 (-9) engine

cowls
4 (8.81)
1.5 (4.92)
6 (43.48)
retrofitting of the AI-9 (-9) engine

cowls (steel skin)
18 (39.6)
3 (6.6)
2.7 (7.85)
8.1 (58.6)
6923.6 (15.251)
0.135 (0.443)
938.0 (6.797)
retrofitting of the oil tanks (steel

tanks, 2 pcs)
Mi-171A1 (-1711) helicopter empty
mass and center of gravity in the standard
equipment configuration without
balancing weight
25.2 (1.82)
We remove the equipment replaced

under the terms of contract:
280.9 (618.7)
fuel system units
157.8 (347.6)
0.205 (0.67)
32.4 (234.3)
42 (92.5)
0.54 (1.77)
22.7 (164.5)
20NKBN-25 (20-25) storage

batteries (2 pcs)
53.7 (118.3)
3.56 (11.7)
191.2 (1.382)
BAKLAN () radio stations (2

pcs)
10.3 (22.7)
2.72 (8.92)
28 (202)
SPU-7 (-7) intercommunication

system
17.1 (37.6)
KAU-115 (-115) hydraulic

actuators (4 pcs)
Feb 18/05
154.5 (1.120)
46.4 (334)
5-27
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
We add the additional equipment to be

installed under the terms of contract to the
helicopter empty mass:
852 (1.877)
Fuel system units
178.5 (393)
X, m (ft)
PX, kgm (ft-lb)

416.2 (3.016)
0.36 (1.2)
64.3 (464.9)
Retrofittings of control system with the

KAU-80 (-80) combined control
units (4 pcs)
94 (207)
SAFT-26108-1 (-26108-1) storage

batteries (2 pcs) with fasteners
52.2 (115)
ALMAZ-UPM (-) voice

information reporting system
11.4 (25.1)
ORLAN-85ST (-85) radio

station
10 (22)
2.72 (8.92)
27 (195)
KMA24N-70 (24-70)
intercommunication systems (2 pcs)
4.0 (8.8)
2.1 (6.88)
8.5 (61.6)
88SO-75-1313c.z (88-75-1313.)
interior furnishing
67.0 (147.6)
0.855 (2.804)
57.3 (414)
Passenger cabin heat insulation-sound

proofing blankets (additional)
39.4 (86.8)
0.855 (2.804)
33.7 (243.5)
TV-45 (-45) thermometer in the

passenger cabin
0.2 (0.4)
3.5 (11.5)
0.7 (5.1)
8A-813C (8-813) weather radar
39.1 (86.1)
5.205 (17.072)
203.7 (1.471.6)
ARK-UD (-) automatic direction

finder
26.9 (59.2)
1.8 (5.9)
48.5 (350.4)
KN-53 (-53) navigation systems

(2 pcs) (with KN-63 and KI-204 items)
8.9 (19.6)
4.8 (15.7)
42.7 (308)
KT-76S (-76) ATC transponder with

KEA-130A or 5035R (5035) items)
3.9 (8.6)
4.29 (14.07)
16.9 (122.1)
68.2 (150.2)
2.8 (9.2)
191.3 (1.382.1)
ORLAN-85ST (-85) radio

station (the second one)
10.0 (22)
3.34 (10.96)
34.0 (241)
IADRO-1G1 (-11) radio station
41.2 (90.7)
1.478 (4.848)
60.9 (440)
DISS-32-90 (-32-90) Doppler
68.8 (151.5)
2.94 (9.64)
202.0 (1.459.4)
SNS () TNL-2101 Approach
3.4 (7.5)
3.14 (10.3)
10.7 (77.3)
KR-21 (-21) marker receiver
0.3 (0.7)
4.8 (15.7)
1.4 (10.1)
Additional FPP-7 (-7) light
4.6 (10.1)
2.65 (8.69)
12.3 (88.9)
Aircraft transponder "6201-9"
5-28
Feb 18/05
51.7 (373.8)
3.56 (11.7)
185.8 (1.343)
31.7 (229)
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
0.5 (1.1)
4.225 (13.858)
2.1 (15.2)
Retrofittings for installation of the

ditching system
11.7 (25.8)
0.966 (3.168)
11.3 (81.6)
Sound beacons (3 pcs)
0.75 (1.65)
2.7 (8.9)
2.0 (14.4)
Vibration damper
91.0 (200.4)
S-1 (-1) horn
1.4 (3.1)
3.3 (10.8)
4.6 (33.2)
BKK-18 (-18) attitude monitor
3.5 (7.7)
5.04 (16.53)
17.6 (127.2)
EKSR-46 (-46) flare launcher (2

pcs)
3.9 (8.6)
3.05 (10)
11.9 (86)
Annunciators above the exits
4.0 (8.8)
1.75 (5.74)
7.0 (50.6)
NO SMOKING, FASTEN SEAT BELTS

( ,
) lighted signs
0.3 (0.7)
3.6 (11.8)
1.0 (7.2)
AGB-96R (-96) gyro horizon

(standby)
3.0 (6.6)
4.35 (14.27)
13.0 (93.9)
The helicopter empty mass and center

of gravity (with additional equipment in
the standard equipment configuration
ordered by the Customer)*
7495 (16.509)
0.090 (0.295)
676.3 (4.892)
Full load
4505 (9.932)
1913 (13.832)
1. Operational Items
1136 (2.504)
1118 (8.084)
Crew
240 (528.6)
962 (6.950)
Oil
71.7 (158)
75(542)
SHRAP-500 (-500) receptacle
Unusable fuel
Operational items:
4.0(8.8)
0.36 (1.18)
1.44 (10.4)
820.3 (1.807)
8.0 (580)
2.9 (6.4)
10.7 (77.6)
mandatory operational items
24.6 (54.2)
53.3 (399)
dust protection devices (2 sets)
38.7 (85.2)
3.0 (9.8)
116.1 (838.8)
passenger cabin equipment and

furnishings
382.6 (842.7)
0.05 (0.16)
19.3 (139.4)
15 (33)
1.985 (6.511)
29.8 (215.3)
passenger oxygen equipment (2 sets)
8 (17.6)
1.9 (6.2)
15.2 (109.8)
ditching system (equipment)
242 (533)
0.586 (1.922)
142 (1.026)
attachment fittings of rafts and

AZ-25 (-25) survival kits
12 (26.4)
0.83 (2.72)
10.3 (74.4)
ARM-406 (-406) radio beacon
Feb 18/05
5-29
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
94.5 (208.1)
1.01 (3.31)
95.9 (692.8)
2. Fuel (minus 30 kg (65 lb) of fuel

used before takeoff)
1159 (2.555)
0.36 (1.180)
417 (3.015)
3. Payload
2210 (4.868)
26 passengers (with hand luggage,

5 kg (10 lb) per passenger)
2080 (4.581)
baggage in the baggage

compartment (full loading)
other baggage (with 26 passengers)
377.5 (2.727.3)
0.282 (0.925)
587 (4.241)
75 (165)
3.0 (9.8)
225 (1.626)
55 (121)
0.28 (0.92)
15.5 (112)
12000
0.103 (0.338)
1237 (8.944)
The maximum takeoff mass of the

passenger helicopter
(26.450)
* For the particular helicopter, take the data on its empty mass and center of gravity from the log book.
Table 5.3.3 Calculation of Forward Center of Gravity Limit of Passenger Helicopter

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
Helicopter empty mass
7495 (16.509)
0.090 (0.295)
676.3 (4.892)
Full load
1984 (4.374)
2569 (18.576)
895.8 (1.975)
1525.0 (11.027)
A crew (4 persons are at their work

stations)
320 (705)
1214 (8.777)
Oil
72 (158.6)
75 (541.8)
Unusable fuel
Operational items:
0.36 (1.18)
1.44 (10.4)
499.8 (1.101)
234.6 (1.700)
2.9 (6.4)
10.7 (77.6)
mandatory operational items

(forward center of gravity)
24.6 (54.2)
77.7 (562)
38.7 (85.2)

furnishings
382.6 (843)
19.3 (139)
42 (92.5)
27 (195)
ARM-406 (-406) radio beacon
luggage rack
5-30
4.0 (8.8)
Feb 18/05
3.0 (9.8)
116.1 (838.8)
Mi-171A1
FLIGHT MANUAL

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
passenger oxygen equipment (in

front, 2 sets)
8 (17.6)
2.240 (7.347)
18 (130)
instrument flying blinds
1 (2.2)
4.42 (14.5)
4.4 (31.8)
2. Fuel corresponds to the forward

center of gravity limit
1088 (2.399)
0.960 (3.148)
1044 (7.549)
Forward center of gravity limit

without passengers
9479 (20.897)
0.200 (0.656)
1893 (13.688)
We add the passengers (14

persons):
1120 (2.467)
1219 (8.833)
1 person in front
80 (176.2)
2.85 (9.35)
228 (1.652)
the first row (2 persons)
160 (352.5)
2.85 (9.35)
456 (3.294)
the second row (2 persons)
160 (352.5)
2.22 (7.28)
355 (2.572)
the third row (1 person)
80 (176.2)
1.5 (4.95)
121 (877)
the fourth row (4 persons)
320 (705)
0.79 (2.59)
253 (1.833)
the sixth row (4 persons)
320 (705)
0.605 (1.98)
194 (1.406)
10599 (23.366)
0.294 (0.965)
3112 (22.507)
The forward center of gravity limit
Table 5.3.4 Calculation of Aft Center of Gravity Limit of Passenger Helicopter

Description
P, kg (lb)
X, m (ft)
PX, kgm (ft-lb)
Empty mass helicopter
7495 (16.509)
0.090 (0.295)
676.3 (4.892)
Full load
2171.7 (4.788)
172 (1.244)
1083.7 (2.389)
433.4 (3.134)
A crew (3 persons; the flight

engineer is near the toilet room)
240 (528.6)
488 (3.526)
Oil (less 50 % of oil in the engine

tanks)
61 (134.4)
46 (332)
Unusable fuel
Operational items:
4.0 (8.8)
0.36 (1.18)
1.44 (10.4)
778.7 (1.715)
102 (739)
mandatory operational items (the

aft center of gravity)
24.6 (54.2)
1.8 (13)

furnishings
382.6 (84.3)
0.05 (0.16)
19.3 (139)
15 (33)
1.985 (6.511)
29.8 (215.3)

ditching system (equipment)
242 (533)
Feb 18/05
142 (1.026)
5-31
Mi-171A1
FLIGHT MANUAL

Description
attachment fittings of the rafts and
AZ-25 (-25) survival kits
P, kg (lb)
X, m (ft)
12 (26.4)
PX, kgm (ft-lb)

10 (72)
94.5 (208.1)
1.01 (3.31)
95.9 (692.8)
8 (17.6)
1.9 (6.2)
15 (108)
2. Fuel corresponds to the aft center

of gravity limit
1088 (2.399)
0.24 (0.787)
217 (1.887)
The extreme aft center of gravity

limit without passengers
9667 (21.312)
0.052 (0.170)
504 (3.644)
passenger oxygen equipment (2

sets)
5-32
We add:
765 (1.685)
a passenger in the toilet room
80 (176.2)
2.325 (7.626)
186 (1.343.8)
the third row (4 persons)
320 (704.8)
1.51 (4.951)
483 (3.500)
the seventh row (4 persons)
320 (704.8)
1.43 (4.689)
457 (3.312)
baggage in the baggage

compartment, (5 kg (10 lb) for
each of nine passengers)
45 (99)
3.0 (9.8)
135 (978)
The extreme aft center of gravity

limit with passengers
10432 (22.998)
0.077 (0.252)
799 (5.777)
Feb 18/05
295 (2.138)
Mi-171A1
FLIGHT MANUAL
5.4. Helicopter Loading
5.4.1. Emplane the passengers through the left and rear entrance doors.
The cabin attendant (flight engineer) shall manage emplaning and arrangement of the passengers;
in this case, it is necessary to observe the rules and recommendations laid down in Item 5.3.1 of the
this section. The emplaning should be finished before starting the engines.
Place the passenger baggage in the baggage compartment and alongside the passengers as
prescribed in Item 5.3.1.
The cabin attendant (flight engineer) shall deplane the passengers on the pilots order after a
complete stop of the rotors.
Feb 18/05
5-33/34
Mi-171A1
FLIGHT MANUAL
Diagram of Helicopter Body Axes

Figure 5.1
Feb 18/05
5-35/36
Mi-171A1
FLIGHT MANUAL
NOTE. The hatched area is limited with account for loads on the landing gear (the parked helicopter)
Envelope of Helicopter Tolerable Masses and Centers of Gravity
with Account for Loads on Landing Gear
Figure 5.2
Feb 18/05
5-37/38

-1711
171A1.0000.00
1

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Mil Moscow Helicopter Plant Joint-Stock Company

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

JSC "Ulan-Ude Aviation Plant"

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

LIST OF EFFECTIVE PAGES

List of Effective Pages

Record of Temporary Revisions

6-1-1/2 to 6-1-92 ........................................

6-2-1/2 to 6-2-42 ........................................

6-3-1/2 to 6-3-36 ........................................

6-4-1/2 to 6-4-63/64 ...................................

6-5-1/2 to 6-5-36 ........................................

CREW OPERATING PROCEDURES

RECORD OF TEMPORARY REVISIONS

CREW OPERATING PROCEDURES

SECTION 0. SERVICE INFORMATION

01. Purpose of Flight Manual..............................................................................................

02. Duties of Flight Manual User ........................................................................................

03. Accepted Terminology, Abbreviations and Symbols.....................................................

04. Procedure for Introduction of Revisions and Supplements ...........................................

05. General Description of Helicopter.................................................................................

06. Basic Dimensions of Helicopter ......................................................................................... 0-14

APPROVED BY IAC AVIATION REGISTER

1.13. Outside Air Temperature Limitations............................................................................ 1-10

CREW OPERATING PROCEDURES

Figure 1.12. Placards on the Outside of Starboard................................................................... 1-47/48

APPROVED BY IAC AVIATION REGISTER

CREW OPERATING PROCEDURES

3.2.13. Occurrence of Low-Frequency Vertical Oscillations in Flight........................................... 3-46

APPROVED BY IAC AVIATION REGISTER

3.2.25. Failure and Troubles of Autopilot ..................................................................................... 3-65

CREW OPERATING PROCEDURES

Figure 1.2. Nomogram for Determining Helicopter Maximum Permissible Mass

APPROVED BY IAC AVIATION REGISTER

Figure 4.15. Equivalent Airspeed Versus Indicated Airspeed ....................................................... 4-45/46

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

CREW OPERATING PROCEDURES

01. Purpose of Flight Manual

CREW OPERATING PROCEDURES.

Parts I and II of the Flight Manual are issued in separate books.

EMERGENCY PROCEDURES AND PROCEDURES IN THE EVENT OF FAILURES

WEIGHT AND BALANCE DATA;

Part II contains the following sections:

DESCRIPTION OF SYSTEMS AND EQUIPMENT;

MAINTENANCE AND SERVICING;

APPROVED BY IAC AVIATION REGISTER

CREW OPERATING PROCEDURES

02. Duties of Flight Manual User

APPROVED BY IAC AVIATION REGISTER

03. Accepted Terminology, Abbreviations and Symbols

automatic direction finder

auxiliary power unit

air traffic control