“The Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO) are published in three books: the first book includes part one of the FAP IAO ...”

The Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO) are published in three books:

book one includes part one of the FAR IAO and Appendix No. 1 to them;

the second book contains the second part of the FAP IAO, which is published with the stamp "secret";

the third book consists of appendices No. 2–95 to the FAP IAO.

This book contains: a methodology for assessing the state of aviation

technology, means of its operation and quality of technical operation; standards and instructions; forms of accounting and reporting documents of the aviation engineering service.

With the release of the book of the third FAR of the IAO, an appendix (parts 1-4) to part one of the Manual on Engineering and Aviation Support for Aviation of the Armed Forces of the USSR (NIAO-90), put into effect by order of the Commander-in-Chief of the Air Force dated February 4, 1991 No. 17 shall be considered invalid.

Annex No. 2 to the Rules (clause 10) METHODOLOGY for assessing the state of aviation equipment, its means of operation and the quality of technical operation * I. GENERAL PROVISIONS

1. This Methodology establishes the procedure for conducting an inspection, the main quantitative and qualitative indicators by which the state of the aircraft, its means of operation and the quality of technical operation are assessed, as well as the procedure for applying these indicators during inspections and final inspections of aviation units and when summing up the results of work for the year (period).

2. Aviation equipment is the armament of aviation units.

Means of operation of AT belong to military equipment.

Checking the state of the AT and the means of its operation is carried out both by inspection and by checking the functioning.

3. During the inspection and final inspections, the evaluation is carried out by representatives of the commissions conducting the inspection (final inspection). The check begins with hearing the deputy commander of the unit for the IAS about the state of the aircraft and its means of operation, the organization of the operation of the aircraft and readiness for the test. Simultaneously with the report, a certificate-report on the state of the AT and means of its operation (Appendix No. 1 to this Methodology), as well as a log of indicators of the state of the AT, means of operation, quality of the technical operation of the part (Appendix No. 3 to these Rules) is submitted. At the request of the representatives of the commission, the necessary source materials are additionally presented, confirming the reliability of the indicators.

4. When summing up the results of the work of the part, the state of the AT and the means of its operation is determined by the marks given during the inspection or final check. If during the period for which the results are summed up, an inspection or a final check was not carried out, then the assessment of the state of the aircraft and its means of operation is carried out by the deputy commander of the unit for IAS based on indicators that determine the state of the aircraft, its means of operation and assessments of the aircraft and means of their operation, issued in the period for which the results are summed up, officials of the federal executive authorities and organizations that have state aviation in their composition can develop their own methods (guidelines) for assessing the state of aircraft, its means of operation and the quality of technical operation.

mi IAS during scheduled inspections in accordance with the standards defined by these Rules.

Notes: 1. The state of the aircraft and means of its operation in the units of the IAS is assessed, as in parts, using indicators and estimates related to this unit.

2. In accordance with this Methodology, the condition of one (first) ammunition load and means of operation is also assessed when checking the RTB and AVB of the PLV of the Air Force and Air Defense of the Navy.

–  –  –

In addition to the state of the AT and the means of its operation, the quality of the technical operation of the AT is checked and evaluated in part. If the quality of the technical operation of the AT is rated "unsatisfactory", then the overall assessment for the state of the AT, the means of its operation and the quality of the technical operation is set as "unsatisfactory".

Assessment of the state of aviation equipment

6. Assessment of the state of the aircraft is carried out on the basis of an assessment of the state of the aircraft and their removable equipment, the level of serviceability of the aircraft part, the balance of the aircraft and AE resource assigned to the first repair (between overhauls), and the effectiveness of the combat use of the aircraft.

The effectiveness of combat use is assessed by the indicator "average flight time for a malfunction detected in flight and leading to failure to complete the flight mission for combat use" TBP. A flight for combat use is understood as a flight for real combat use, as well as a flight performed for the purpose of training in the use of weapons and equipment of the aircraft in flight to destroy ground (sea), air (space) targets or solve other combat and special tasks.

The average score (assessment) of the AT condition is taken equal to the average score of the aircraft condition, if the condition of the removable equipment is assessed positively, and the serviceability of the aircraft, the remaining life of the aircraft and AE, the effectiveness of the combat use of the aircraft comply with the established standards.

The average AT condition score is reduced compared to the average aircraft condition score by one point for a decrease below the established norms for each of the following indicators: the level of serviceability of the aircraft, the remaining life of the aircraft or AE, the effectiveness of combat use, as well as for an unsatisfactory assessment of the state of removable equipment.

Notes: 1. The state of aircraft cannot be assessed as "excellent" if there are aircraft that received unsatisfactory marks during the check.

2. The assessment of the state of the AT is reduced by one point if an aviation, ground or emergency accident occurred in the part during the estimated period due to the failure of the AT.

3. Aviation equipment is given an unsatisfactory rating if the level of serviceability of the aircraft or the remaining life of the aircraft (AP) is below the standard due to the fault of the personnel of the aviation unit. If the culprits for the decrease in these indicators below the established norms are parts of the collateral, then this is the basis for lowering the estimates for the parts of the collateral.

–  –  –

Notes: 1. If there is an unsatisfactory mark in at least one specialty (type of equipment) or for the condition of the 1st BC, an unsatisfactory mark is given.

2. The condition of the aircraft that has exhausted the established resource before the next repair is assessed positively if the aircraft, in terms of its technical condition, satisfies the requirements for a positive assessment and under special conditions, in the prescribed manner, the resource can be extended to him.

The elements of aircraft inspection by specialty (type of equipment) are:

serviceability (operability) and suitability for use;

compliance of parameters with the requirements of ED;

the presence of the rest of the resource;

completeness of service stations suitable for use;

completeness of the required ED;

timeliness, volume and quality of performance of works stipulated by the RO.

An aircraft by specialty (type of equipment) is assessed:

"excellent" - if the aircraft is serviceable (operable) and suitable for use in this specialty (type of equipment), all equipment parameters comply with the requirements of the ED, there is a balance of the resource, the aircraft is equipped with the prescribed service stations and ED suitable for use for this specialty (type of equipment), timely, qualitatively and in full performed the work provided for by the RO;

"good" - if the requirements for an "excellent" rating are met, but there are some shortcomings in the maintenance, care and performance of work provided for by the RO;

"satisfactory" - if the requirements for the rating "good" are met, but there are malfunctions that do not affect flight safety and can be eliminated by the nuclear (ae) ITS within the time allotted for the inspection of the aircraft;

The elements of verification of the 1st BC are:

compliance of the actual storage periods with the established ones;

compliance with the rules of operation;

state of care and saving;

serviceability of ASP and removable equipment included in the 1st BC.

The condition of the 1st BC of the Armed Forces is assessed:

"excellent" - if the storage periods of the ASP, components and removable equipment have not expired, there are no violations of the rules for their operation, and the care and conservation meet the established requirements, the serviceability of the checked ASP and removable equipment is 100%;

"good" - if the requirements for an "excellent" rating are met, but there are some shortcomings in the care and savings, the serviceability of the tested ASS and removable equipment is not lower than 95%;

"satisfactory" - if the requirements for the rating "good" are met, but there are separate violations of the rules of technical operation that do not lead to the failure of the ARS and removable equipment, the serviceability of the tested ARS and removable equipment is not lower than 90%;

"unsatisfactory" - if the requirements for the assessment "satisfactory" are not met.

9. When assessing the condition of removable equipment that is not included in the 1st BC, units of removable equipment are subject to verification: holders, launchers, blocks of unguided missiles, cannon containers, containers with missile guidance equipment, reconnaissance equipment, electronic warfare, landing and other equipment, not included in the 1st BC.

The verification is carried out by external inspection, selective instrumental control of individual units and testing for the functioning of units (containers). 10–15% of equipment units of each type are subjected to verification. If at least one faulty unit is detected, the inspection rate increases to 20–30% of units of removable equipment of the type on which the fault was detected.

The elements of checking the units of removable equipment are:

compliance with the deadlines for the implementation of the envisaged work;

compliance with the requirements of the operating instructions during storage;

serviceability of units of removable equipment.

The technical condition of the removable equipment is assessed:

"excellent" - if the fixed terms for the performance of the work stipulated by the ED are observed on the units of the removable equipment, during the inspection no violations of the requirements of the operating instructions were found, all the checked units of the removable equipment are in good order;

"good" - if the conditions for the "excellent" rating are met, but there are some shortcomings in the content, the serviceability of the checked removable equipment is not lower than 95%;

"satisfactory" - if the conditions for the assessment "good" are met, but the deadlines for the work provided for by the ED are not always met, the serviceability of the checked removable equipment is not lower than 90%;

"unsatisfactory" - if the conditions for the assessment "satisfactory" are not met.

Assessment of the state of means of operation of aviation equipment

10. When checking and evaluating the state of the means of operation of AT, the following are checked and evaluated:

means of maintenance of AT (SNO SP, means of control, tool) and means of military repair (technological equipment, technological equipment);

airfield buildings and aircraft shelters.

The average score (assessment) of the state of the equipment operating means is calculated by the formula:

N STO N SVR N AZ N U

N SE, where N STO - GPA state of service stations;

N SVR - the average score of the state of military repair facilities (SVR);

N AZ - the average score of the state of airfield buildings;

N Y - the average score of the condition of shelters.

11. Assessment of STO and SVR is carried out in subdivisions of the unit (tech unit, techp (sis), ato, regimental group). The service station and SVR of the tech part and two other divisions are subject to verification during inspection and final verification. Only service stations for group use are subject to verification and evaluation (STOs assigned to an aircraft are evaluated together with it).

The elements of verification of SRT and SVR are: the availability of suitable means for use, their marking, accounting, content; suitability for transportation by all modes of transport; availability and compliance by personnel with instructions for use.

SRT and SVR units are evaluated:

"excellent" - if the samples of means suitable for use make up at least 95% of their staff strength, marking (branding), accounting and maintenance comply with the established requirements, the samples of means are adapted (modified) to ensure transportation by all modes of transport, are available and by personnel instructions for the use of funds are followed;

“good” - if the conditions for the “excellent” rating are met, but the samples suitable for use make up 80% of their staffing level and there are some shortcomings in the organization of their accounting, content and application;

“satisfactory” - if the conditions for the assessment “good” are met, but the samples suitable for use make up 60% of their staff number and there are violations of the rules for marking (branding), accounting, maintenance and use;

Note. The percentage of usable funds is determined by the accounting data of the unit or is established during the audit. Samples of VSI and NASK, the verification of which was not carried out in a timely manner, are considered unsuitable for use.

–  –  –

The assessment of the state of the ABS is carried out in accordance with the requirements of regulatory documents for the verification and assessment of the state of weapons and military equipment in the Armed Forces. The elements of the ABS check are: completeness and serviceability; compliance of the adjustment parameters of the components (assemblies, equipment, devices) with the requirements of the ED; condition and completeness of standard measuring and control instruments; the state of objects of state technical supervision for military purposes and energy supervision, which are integral parts of the ABS; the state of the launchers; completeness with a single set of spare parts and accessories; security and management of ED; quality of maintenance and repair; quality of ABSH storage; refueling of fuels and lubricants and special liquids.

The car base chassis is rated:

"excellent" - if the range and number of its components comply with the requirements of the ED, their technical condition ensures the use (use for their intended purpose) of the ABS in the process of combat training and in combat conditions; all adjustment parameters comply with the requirements of operational documentation; regular measuring and control instruments are completed in accordance with the ED, are in good order, the measuring instruments are verified; the procedure for commissioning, the state of objects of state technical supervision for military purposes and energy supervision complies with the requirements of the ED and regulatory documents on maintaining them in good and safe condition, the deadlines for the next technical examination (survey) of objects of state technical supervision and the terms for testing electrical protective equipment have not expired; launchers are charged to the norm (dry-charged batteries - within the expiration date); ABSH is equipped with spare parts of each nomenclature of at least 75%, tools, special keys, accessories and fixtures - completely; there is a required ED, the form (passport) is kept in a timely and correct manner; Maintenance was completed in a timely manner and in full, there is no need for military repairs; ABSH has been delivered to the established type of storage in full, it is provided with the content of special wheeled chassis, car chassis, tracked tractors, tractor transporters, tractors, trailers and semi-trailers, including those with van bodies, on which service stations and SVR are mounted.

removal of removable equipment, apparatus and other components (components) that are to be stored in specially designated places; refueling with all types of fuels and lubricants, special liquids - of the appropriate grades and brands to the norm;

"good" - if the requirements for an "excellent" rating are met, but the values ​​of individual adjustment parameters are brought into line by the crew (driver) by performing adjustment and adjustment work during the verification process; no more than 10% of the standard measuring and control instruments that do not affect the combat use of the ABS are not suitable for use (faulty, not verified); the shelf life of dry-charged batteries exceeds the standard by no more than 1 year;

completeness with spare parts of each nomenclature - at least 50%, with tools, accessories and fixtures - at least 75% with the availability of special keys, fixtures and tools at least 90%; Maintenance has been completed in full, there are malfunctions to be eliminated by the crew (driver); ABSH was not delivered to the established type of storage in full, while the preservation of the main components is ensured for the period specified in the certificate of storage of the established form; malfunctions were eliminated by the crew (driver) using a single set of spare parts and accessories within no more than one hour;

"satisfactory" - if the requirements for the rating "good" are met, but individual components are faulty, which do not affect the combat use (use for its intended purpose) and the safety of use (operation) of the ABS; the values ​​of the adjustment parameters are adjusted by the crew (driver) with the involvement of repairmen by performing adjustment and adjustment work in the process of checking the service station (SVR) of the unit, individual parameters that do not affect combat use cannot be brought to normal; no more than 10% of standard measuring and control instruments are missing or not suitable for use (faulty, not verified); the launchers are discharged within the permissible limits and ensure the engine start (the shelf life of dry-charged batteries exceeds the standard ones by no more than 2 years); completeness of spare parts of each nomenclature - at least 25%, tools and accessories - at least 50%, with special keys, fixtures and tools at least 75%; the form (passport) is kept out of time, with errors; ABS is serviced and put into short-term storage instead of long-term storage, the corresponding types of maintenance are not carried out in a timely manner, there are shortcomings in the maintenance of removable equipment, apparatus and other components (as a set). .

common products) that are to be stored in specially designated places; ABSH is underfilled with fuel and lubricants, special liquids, but not more than 5% of the system capacity or is filled above the norm; existing malfunctions can be eliminated by the crew (driver) with the involvement of repair specialists using a single set of spare parts and accessories and current support vehicle equipment in no more than four hours;

"unsatisfactory" - if the requirements of the assessment "satisfactory" are not met.

The average score (score) of the STO and SVR of the part is the arithmetic mean of the scores of the STO and SVR of the inspected units:

N STOi, N N SVRi, N STO SVR n n

n is the number of inspected service stations (SVR).

12. The average score (assessment) of the state of IAS airfield buildings is determined by the formula:

N AZ, N AZ n N AZ - the sum of the assessments of the inspected buildings;

where n is the number of inspected buildings.

The elements of an airfield building inspection are:

building equipment (power systems, fire-fighting equipment, lighting and blackout, communication and signaling equipment);

ease of placement of production equipment and service information;

equipping workplaces and equipping them with technological documentation;

Buildings of at least three subdivisions of the IAS unit are subject to inspection.

The condition of the airfield building is assessed:

"excellent" - if the equipment of the building, the production equipment and information documentation located in it, the equipment of workplaces and equipping them with technological documentation make it possible to carry out the envisaged work in full and with high quality; the maintenance of the building and the territory adjacent to it meets the established requirements;

"good" - if the conditions for an "excellent" rating are met, but there are some shortcomings in the equipment of the building, equipment of workplaces, maintenance of premises and adjacent territories;

"satisfactory" - if the conditions for the assessment "good" are met, but there are shortcomings that adversely affect the conditions for the work and do not affect the completeness and quality of their implementation;

"unsatisfactory" - if the conditions for the assessment "satisfactory" are not met and the performance of the envisaged work in full and with satisfactory quality is not ensured.

13. The average score (assessment) of the state of protective shelters is calculated by the formula:

N Уi, NУ n N Уi - the sum of the estimates of the inspected protective shelters;

where n is the number of examined shelters.

The elements of checking the status of shelters are:

serviceability and suitability for use of special equipment of shelters (systems for refueling aircraft with fuel, liquids and gases, power systems, equipment for rolling aircraft, opening and closing gates, lighting, communications, signaling, fire-fighting equipment);

placement in the shelter of service stations, removable equipment and ASP;

compliance with fire safety measures.

10–20% of the unit's shelters are subjected to verification.

The condition of the protective shelter is assessed:

"excellent" - if the special equipment of the shelter is serviceable and suitable for use, the placement of service stations, removable equipment and ASP in the shelter, the maintenance and operation of the shelter, its equipment and the adjacent territory comply with the requirements of regulatory documents, fire safety measures are observed, work is being done to ensure masking, established documentation is maintained;

"good" - if the conditions for an "excellent" rating are met, but there are some shortcomings in the maintenance of the shelter and its equipment;

"satisfactory" - if the conditions for the rating "good" are met, but there are malfunctions of the shelter equipment and shortcomings in the placement of service stations, removable equipment and ASP that do not prevent the performance of the planned work on the aircraft;

"unsatisfactory" - if the conditions for the assessment "satisfactory" are not met.

Assessment of the quality of technical operation of aviation equipment

14. Elements of verification and evaluation of the quality of technical operation of AT are:

organization of preparation of aircraft for combat flights, organization of preparation of aircraft for flights, organization of routine maintenance on aircraft, organization of control of the technical condition of aircraft, organization of control of work on aircraft - the main elements;

organization of military repair of AT, ensuring non-failure operation of AT, efficient use of ITS working time - the rest (not the main) elements.

The quality of the technical operation of the AT is assessed:

"satisfactory" - if at least four of the main elements and at least two of the remaining elements are rated "satisfactory";

"unsatisfactory" - if three or less main elements or two or less other elements are "satisfactory".

15. The organization of the preparation of aircraft for combat flights is assessed as “satisfactory” if the technological time for preparing the aircraft on alert for the tPTP part does not exceed the established standard.

The organization of the preparation of AT for flights and the performance of routine maintenance are assessed as "satisfactory" if the admission of personnel to the operation of AT is organized in accordance with these Rules, technological schedules and technological maps of types of preparation for flights (scheduled work) are available and used, volumes are maintained , deadlines and technology established by the RO and technological maps for the performance of these works.

The organization of work control at the AT and the control of the technical condition of the AT are rated "satisfactory" if their types, volumes and terms, as well as the procedure for carrying out comply with the requirements of these Rules.

The organization of military repair is assessed as "satisfactory" if there are technological maps for typical types of repairs, fixtures, tools and consumables for military repair, the technical and technical support is trained to perform repair work and there are trained instructors for practical training.

Ensuring the non-failure operation of the AT is assessed as “satisfactory” if the achieved value of the indicator “average flight time per malfunction leading to consequences (an accident, an aviation incident, an emergency, a ground accident, an absentee flight, a departure delay, a failure to complete a flight task, a failure to complete a flight task for combat use)" TPOS is not more than 20% lower than the standard.

Efficiency of the use of ITS working time is assessed as "satisfactory" if the achieved value of the indicator "average labor costs for the technical operation of one aircraft" qAC is not more than 10% higher than the standard one.

If during the verification of any element the conditions for the assessment “satisfactory” are not met, then the assessment “unsatisfactory” is set for this element.

Procedure for verification and evaluation

16. To determine the assessment of the state of the AT, the means of its operation and the quality of technical operation, the values ​​of the indicators used for the assessment and the initial assessments are determined (collected), specified and entered in the assessment sheet (Appendix No. 2 to this Methodology). On the basis of indicators and initial assessments, partial assessments are calculated, the final assessment of the state of the AT and the means of its operation is determined and entered in the assessment sheet.

The evaluation sheet is stored in the unit together with the materials of the inspection (final inspection, summarizing the work).

17. Section I of the assessment sheet (Appendix No. 2 to this Methodology) contains the achieved and standard values ​​of the serviceability indicators of the IVS, the average remaining resources of the RCS and RD, the technological time for preparing the part of the tPTP on the alert of the aircraft, the average flight time for a malfunction leading to the consequences of TPOS, average flight time for a malfunction detected in flight and leading to failure to perform a flight for combat use of TBP, average labor costs for the technical operation of one aircraft - qAC.

The achieved values ​​of the indicators are taken from the main indicators log (Appendix No. 3 to these Rules) or the certificate of the report (Appendix No. 1 to this Methodology). If necessary, the reliability of the achieved values ​​of the indicators is checked according to the source materials and the results of the check.

The value of the indicator tPTP is determined during control checks of combat readiness. At the same time, the value of this indicator is entered in the evaluation sheet, reduced to the conditions for obtaining the standard value of the indicator: the use of 80% of the ITS and 80% of the AtoN.

Normative values ​​of indicators are established:

IVS - by order of the Minister of Defense of the Russian Federation;

RVS, RD - by these Rules;

tPTP - a plan to bring the unit on alert;

qAC, TBP, TPOS are the average values ​​for a given type of aircraft in the Air Force (in parts, if the average values ​​for Air Force were not reduced to parts) for the year preceding the year of verification.

18. In section II of the evaluation sheet (Appendix No. 2 to this Methodology), in the column "Number of evaluations" the number of "excellent", "good", "satisfactory" and "unsatisfactory" evaluations of aircraft, service stations, air support systems, airfield buildings, aircraft shelters is entered , removable equipment not included in the 1st BC. The determination of marks is made in accordance with paragraphs 8, 11, 12, 13 and 9 of this Methodology, respectively.

After the initial assessments are entered in section II of the assessment sheet, the general assessments of the state of the fleet of aircraft, service stations, air traffic control systems, airfield buildings, shelters, removable equipment not included in the 1st BC are determined and entered in the “Average score / assessment” column.

In the column "Average score / grade" the following marks are also entered:

organizing the preparation of aircraft for combat flights;

organizing the preparation of AT for flights;

organization of routine maintenance at AT;

organization of military repair of AT;

organization of control of the technical condition of AT;

organization of work control on AT;

ensuring non-failure operation of AT;

efficient use of ITS working time.

In this case, a dash is put in the column "Number of ratings".

Assessments are determined in accordance with paragraph 15 of this Methodology.

19. Section III of the evaluation sheet (Appendix No. 2 to this Methodology) contains the average score and assessment of the state of the AT, the average score and the assessment of the state of the means of operating the AT, the assessment of the state of the AT and the means of its operation, the assessment of the quality of the technical operation of the AT, determined on the basis of paragraphs 6, 10, 5 and 14 of this Methodology, respectively, as well as the overall score.

When setting a general assessment for the state of the AT, its means of operation and the quality of technical operation, the assessment for the state of the AT and its means of operation is decisive, provided that the quality of the technical operation of the AT is assessed as "satisfactory".

–  –  –

HELP-REPORT on the state of aviation equipment and means of its operation in _______________________ on "____" ___________ 20__.

(name of military unit)

–  –  –

4.1. Organization of the preparation of the Armed Forces for combat operations ________________________________________________________________.

(indicate research checks of combat readiness, training, exercises, as a result of which the readiness of the AT for combat operations was increased, etc.)

4.2. Organization of work performance at AT ________________________________________________________________.

(be sure to reflect measures to save material resources during the operation of AT)

4.3. Organization of military repair ________________________________________________________________

(reflect the availability of the necessary repair tools, trained repair teams and the ability of the unit to ensure the repair of damaged AT)

4.4. Ensuring the reliability of AT ________________________________________________________________

(be sure to indicate what measures were taken to ensure the reliability of the AT and reduce the number of AT malfunctions that lead to consequences, eliminate the shortcomings of the AT and organize its operation, leading to malfunctions with consequences)

4.5. Efficiency of using the ITS working time fund

________________________________________________________________

(indicate what percentage of the total fund of working time of the ITS is labor costs for the technical operation of aircraft and what are the actual labor costs for the operation of the aircraft, loss of working time)

–  –  –

(Indicate reasonable conclusions about the readiness of the IAS part to perform the assigned tasks.)

5.1 Status of AT and removable equipment ________________________________________________________________

(how the combat capabilities inherent in the AT are implemented, what accuracy characteristics have been achieved, what complexes of improvements and work on the modernization of the AT have been carried out, what measures have been taken to improve the savings of the AT and ensure its competent operation)

5.2. Condition of operating means ________________________________________________________________

5.3. Quality of technical operation ________________________________________________________________

–  –  –

Senior of the group checking the status of AT and SE ______________________________________________________________

(position, military rank, signature, initial name, surname) "___" ____________ 20___

–  –  –

ONE SYSTEM

the main indicators of the state of aviation equipment, its means of operation and the quality of technical operation numerical values. It contains a list of these indicators, their numbering and the method of determination.

The indicators are determined in units based on the credentials of units by persons appointed by the deputy commander of the unit for IAS.

Accounting for indicators in the part is kept in the register of indicators of the state of the aircraft, means of operation, quality of the technical operation of the part (Appendix No. 3 to these Rules).

The values ​​of the main indicators are brought to the formations, associations and the central apparatus of the Air Force by special reports.

–  –  –

Note. To describe indicators related to routine maintenance with a different frequency of execution, it is allowed, if necessary, to add the corresponding indicators with numbers 17.9.2, etc., 38.5.2, etc., 39.9.2, etc., 40.9. 2 etc.

–  –  –

where tСMi is the total duration of all flight shifts (completed in full and in part) for a given period of time, h;

5. The average number of aircraft involved in flights per shift (AMSM) is determined by the formula:

M VSSMi, M VSSM M LS where MVSMi is the total number of aircraft participating in flights for all flight shifts of a given period of time;

MLS - the number of flight shifts for a given period of time.

The number of aircraft participating in flights and the number of flight shifts are taken from the journal of the senior flight engineer (Appendix No. 27 to these Rules).

6. Air raid (TVS). It is defined as the total aircraft flight hours in hours for all flight shifts and individual flights for a given period of time. Separately, a flight for combat use (TVSBP) is taken into account, while a flight for combat use means a flight for real combat use, as well as a flight performed for the purpose of training the use of weapons and equipment of the Armed Forces in flight to destroy ground (sea), air (space) goals or other combat and special missions.

Aircraft flight time (including for combat use) is taken from the journal of the senior flight engineer (Appendix No. 27 to these Rules).

7. Number of aircraft flights (MPVS). It is defined as the total number of aircraft flights for all flight shifts and individual flights for a given period of time. The number of aircraft flights is taken from the journal of the chief flight engineer (Appendix No. 27 to these Rules). Separately, flights for combat use (MBP) are taken into account.

8. The coefficient of aircraft utilization for the start time (KI) is calculated by the formula:

T VS KI 100%, M LS M VSSMtSM

MLS, MVSSM - respectively, the number of flight shifts and the average number of aircraft participating in flights per shift for the same period of time;

tSM is the average duration of a flight shift, h.

9. Mean flight time (tLL) is calculated using the formula:

T A/C tPO, M PVA

MPVS - the number of aircraft flights for the same period of time.

10. Aircraft out of service downtime (DST) for a given period of time in aircraft-days (s.-days) are selected from the register of out-of-service aircraft units (Appendix No. 72 to these Rules) and summed up by types of downtime.

General aircraft downtimes (downtimes for all reasons) are determined by summing downtimes by their types:

PVS=PBYuL+PZCH+PVR+PRR+PZD+PKVO+PKoVR+PDR.

11. Aircraft average serviceability (AIS) for a given period of time is calculated by the formula:

M VS P VS 100%, AND VS M VS

PVS - total downtime of the aircraft in a faulty state for a given period of time for all reasons, s.-days;

12. The average balance of the aircraft resource (ARS) is calculated by the formula:

Р ВСФi 100%, Р ВС Р ВСУi where РВСФi is the total actual remaining resource of all regular aircraft before repair (write-off);

RVSUi - the total installed resource of all regular aircraft before repair (decommissioning).

The rest of the resource and the installed resources of the aircraft are taken in ato (ae), where they are determined on the basis of formulary data.

13. The average remaining life of engines (RD) is calculated in the same way as the average remaining life of the aircraft.

14. The completeness and suitability for use of the service station (SVR) (ChSTON, CHSTOP, CHVRN, CHVRP) is determined during scheduled inspections of the state of the service station (SVR) in aviation units. Inspections are planned so that within half a year the condition and availability of all types of service stations (SVR) in all divisions of the unit will be checked.

Completeness and suitability for use of service stations (ChSTON,

CHSTOP) is calculated by the formulas:

M STON M 100%, P STOP STOP 100%, P STON M STOSH M STOSH

MSTOP - the number of service stations suitable for use in a given unit (part);

MSTOSH - the regular number of service stations in the same unit (part).

The completeness and suitability for use of the SVR (CHVRN, CHVRP) is determined in a similar way.

15. Technological time for preparing the aircraft (time for preparing the aircraft without taking into account the collection of ITS and waiting for a flight) on alert, for a second combat sortie, for a combat sortie with a change in weapon variant, with a change in radio data.

The time is determined by timing the results during control checks. Since the standard values ​​of these indicators are set under the condition of using 80% of the ITS and AtoN, to ensure comparability of the results, the achieved preparation time should also be determined for the conditions of using 80% of the ITS and AtoN.

If, during the control check, the number of ITS and (or) AtoN differed from 80%, then the achieved preparation time is determined by adjusting the actual preparation time according to the formula:

H ITS H CNO t D tF, where tD is the achieved preparation time, h, which is entered in the indicator log (Appendix No. 3 to these Rules);

tФ is the actual preparation time obtained during the test, h;

CHITS, CHSNO - respectively, the number of participants in the preparation of ITS and ATS, %.

When determining the duration of training, the time of arrival of the first group of ITS to the aircraft is taken as its beginning on a single aircraft, and the time of the report of the chief of technical crew to the nuclear commander on its completion is taken as the end of training on this aircraft. The beginning of the training of the subunit (unit) aircraft is taken as the time of the beginning of the training of the first aircraft, the end is the time of the report of the head of the technical crew to the nuclear commander on the completion of the training of the last aircraft.

The result of the control check (tФ) is entered in the indicator log (Appendix No. 3 to these Rules), if the number of ITS and AtoN was 80%, or the arithmetic average of the results of control checks (tD), during which the number of ITS and (or) CHO differed from 80%.

16. The duration of the folding (deployment) of the technical part, techp (sys), advanced team (tST / tRT, tSP / tRP, tSK / tRK) is determined by timing the results during control checks.

The time of arrival of the first group of ITS at the aerodrome, if the ITS was not at the aerodrome, or the time of signaling, if the ITS was at the aerodrome, is taken as the start of the subdivision (team) winding down.

The time of readiness of the unit for the route (the end of loading into the vehicle) is taken as the end of the curtailment.

The start of deployment is calculated from the moment the convoy arrives at the new airfield (the start of unloading from the vehicle). The time of the report of the subunit commander (team leader) on the readiness of the subunit (team) for work is taken as the end of the deployment.

17–21. Labor costs for the operation of the AT, the consumption of the working time fund and the loss of working time are taken from the journals of the commanders (chiefs) of the IAS units (Appendices No. 10, 11, 31, 61, 62 to these Rules), summarized and entered in the logbook of indicators (Appendix No. 3 to these Rules).

Note. Works not related to the maintenance of AT include work on the equipment and maintenance of industrial premises, protective shelters, storage facilities; maintenance of territories adjacent to industrial premises;

production of industrial and educational equipment. Seasonal work includes work on preparation for winter (summer) operation.

22–32. The number of detected aircraft malfunctions (MN). The total number of malfunctions, as well as their distribution by causality, place of detection, consequences, is determined according to data from the journals of nuclear engineers (Appendix No. 51 to these Rules), journals of the chiefs of technical calculations (Appendix No. 61 to these Rules), journals of the heads of the regulation and repair groups (Appendix No. 31 to these Rules). In this case, the following ratios must be observed:

MH=MNP+INR;

MNPOS=MNAP+MIAT+MNZV+MNPZ+MNBP+MCHP+MNP;

MN=MPOL+MNPP+MNPV+MNPOSP+MNPR+MNPD+MHRR+MNKVO+MNCoVR+MNDR;

MN=MNTS+MNLS+MNATCH+MNKPN+MHREM+MNDR+MNNU.

Information about malfunctions that led to aviation incidents must match the data in the book of accounting and analysis of aviation incidents (Appendix No. 64 to these Rules).

Note. A failure is understood as an event consisting in the loss of the operable state of an object, i.e., its ability to perform the specified functions;

damage is understood as an event consisting in violation of the healthy state of the object while maintaining a healthy state.

–  –  –

MPSD - the total number of premature removals of engines for the same period of time.

37.1, 37.2. The number of reclamations to industrial plants (MRZP) and repair plants (MRZR) are selected from the register of claims made (Appendix No. 67 to these Rules) and entered in the register of indicators (Appendix No. 3 to these Rules).

38. Number of completed works. Accounting for the number of types of work performed on the aircraft (ASP) is carried out in the logs of the relevant officials of the EAS. At the same time, the performance of this type of work on a single aircraft (ASP) is considered to be a unit of the type of work. The total data on the amount of work performed by type of work is determined on the basis of the information contained in the documentation of IAS officials and is entered in the indicator log (Appendix No. 3 to these Rules).

39. Average labor costs for the technical operation of one aircraft (qAC) are determined by the formula:

QAT M DN qVS, M VS

MDN is the number of days in a given time period;

MVS - the total duration of all regular aircraft registered in the unit during this period, s.-days.

The average labor costs for performing types of work on one aircraft are determined by dividing the total labor costs for a given type of work by the number of completed jobs of this type.

For example:

a) average labor costs for 12-month maintenance work (qРР12) are determined by the formula:

QРР12 qРР12, М РР12 where QРР12 – labor costs for 12-month routine maintenance for the estimated period of time, man-hour;

MRR12 - the number of 12-month maintenance work performed over the same period of time.

b) average labor costs for military repair (troubleshooting) of one aircraft (qVR) are determined by the formula:

QVR qVR, MN where QVR is labor costs for military repairs (troubleshooting) for the estimated period of time, man-hour;

MN is the total number of faults detected over the same period of time.

40. The average duration of the types of work is determined by the results of timing the duration of these types of work on a single aircraft.

The duration of the types of work on the aircraft is understood as the time of their actual execution in hours without interruptions in work (working time), i.e. the time of continuous work on the aircraft from the start of the type of work to the complete completion of this type of work.

The arithmetic mean values ​​of the durations of the types of work determined in the analyzed period of time are entered in the indicator log (Appendix No. 3 to these Rules).

41. The number of submitted (MRACP) and implemented (MRACR) rationalization proposals is selected from the accounting documents for rationalization and inventive work and is entered in the register of indicators (Appendix No. 3 to these Rules).

42, 43, 44, 45. The number of violations of technological discipline (MNTD), security measures (MMBT MMBG), military (labor) discipline (MVTD) by IAS specialists is selected from the journals of commanders (chiefs) of IAS units (Appendices No. 10, 11, 31 , 61, 62 to these Rules), summarized and entered in the register of indicators (Appendix No. 3 to these Rules).

46, 47, 48. Information on the number of excellent, aircraft, shelters, technical units is formed on the basis of the results of inspection and final checks of aviation units, final reports of IAS units for the assessed
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The documentation used by IAS is divided into statutory(documents regulating the activities of the ITS and the maintenance of AT, means of operation and repair - general military regulations, combat regulations, rules, instructions, manuals, instructions, etc.), normative(orders, directives, directives, standards, general technical requirements, bulletins of the aircraft manufacturer or developer, guidelines, technical specifications, technical notes, instructions from the chief of armaments - deputy commander-in-chief of the Air Force for armaments), operational, repair, by number(forms (with formulary schemes), passports and labels for AT), accounting and reporting.

The work of the IAS on the IAO DB and BP is unthinkable without strict and precise fulfillment of the requirements of the governing documents.

The main guiding documents regulating the organization of the work of the IAS, the operation and repair of nuclear power plants are:

Orders and directives of the Ministry of Defense and the Civil Code of the Air Force.

Instructions and orders of the Chief of Armaments of the Air Force.

FAP IAO; FAP for flight operations; KBP ITS.

Federal Aviation Rules of the IAO State Aviation.

It was put into effect by order of the Ministry of Defense of the Russian Federation of September 9, 2004 No. No. 044.

FAP IAO consists of two parts:

Parts of the first and appendices to it:

Application #1:

– Duties of IAS officials;

Appendix #2:

- Methodology for assessing the state of AT, the means of its operation and the quality of technical operation;

Appendix #3:

– Norms, instructions, rules, lists, initial data;

Application No. 4:

– Accounting and blank documentation.

Part two of the FAR IAO is classified as “Secret”.

FAP IAO determines the purpose, tasks, rights and obligations of the ITS of units, formations and associations for the IAO DB and BP, establishes general rules for the operation and repair of aircraft, requirements for ensuring its reliability, flight safety, for engineering and technical training of personnel, determines the procedure for placing and maintenance of aircraft at airfields, taking into account its presence and condition in aviation units and institutions of the Armed Forces.

The provisions of the FAP IAO are mandatory for all personnel of aviation units, aircraft repair plants, military educational institutions, aviation departments and institutions of the Armed Forces.

All other documents regulating the operation of the ITS, the organization of operation, repair and accounting of AT, as well as engineering and technical training, must be developed in accordance with the requirements of this FAP IAO.

FAP PP GA-2003.

FAP for the production of flights of state aviation.

They set out general definitions, classification of flights, ensuring flight safety; and also sets out the definitions and requirements for the flight crew, the personnel of the flight control group and the flight support group, flight rules, flight operations, flight control, crew actions in special cases in flight, flight support.

Combat training course for the engineering and technical staff of the aviation units of the Armed Forces.

Approved by the Civil Code of the Air Force.

KBP ITS (has a stamp DPS) is the main guiding document that determines the content, volume and procedure for the training of officers, sergeants and soldiers of the aviation engineering service.

KBP ITS contains:

organizational - methodical instructions;

basic requirements for the level of engineering and technical knowledge of part engineers;

combat training programs for technicians;

combat training programs for mechanics;

general provisions and a training program for instructors of practical training of personnel in the techniques and methods of repairing aviation equipment.

The documentation used by the ITS is divided into:

charter;

normative - technical;

operational;

repair;

numbered;

accounting and reporting.

Consider what is included in each of the above types of documentation.

Statutory documentation.

Statutory documents include:

general military charters;

combat regulations;

instructions;

guides;

instructions.

These documents regulate the activities of ITS and the maintenance of AT, means of operation and repair.

Normative - technical documentation.

Regulatory and technical documents include:

standards;

general technical requirements;

instructions of the chief engineer of the Air Force;

industry bulletins;

methodical instructions;

technical specifications;

technical notes.

Operational documentation.

The range of operational documents includes:

flight manual;

instructions for calculating the range and duration of the flight;

technical operation manual, consisting of a technical description, operating instructions and technological maps;

maintenance schedule;

loading and centering guide;

album of electrical circuits;

spare parts list;

consumption rates of spare parts for 100 hours of operation.

Repair documentation.

The range of repairs includes:

medium repair manual;

overhaul guide;

technical conditions for major and medium repairs;

album of main joints and repair tolerances;

repair drawings;

AT repair manual for combat damage;

Catalog of parts and assembly units;

spare parts lists (repair);

consumption rates of spare parts for major and medium repairs;

statements of a group set of spare parts and materials to ensure military repairs in a special period;

repair kit lists of spare parts to ensure overhaul in a special period.

Numbered documentation.

Forms (with formulary schemes), passports and labels for aviation equipment refer to the numbered documentation that is attached to each product of aviation equipment, and is its mandatory accessory.

The necessary changes and additions to the operational, repair and number-by-number documentation are brought to parts by bulletins and instructions from the Chief Engineer of the Air Force.

Each aviation unit maintains a reference copy of the documentation (except for the numbered one), in which all changes and additions for the operation and repair of aircraft are made.

For the completeness and quality of filling in the reference copies, timely study with the personnel of all changes and additions made to the documentation, the engineers of the unit by specialty are responsible.

For the timely introduction of changes and additions to the working copies of the documentation and their quarterly reconciliation with the reference copy, the ATO engineers in the specialties (heads of maintenance groups) and the heads of the regulations and repair groups of the TECh ap are responsible.

Accounting and reporting documentation.

Accounting and reporting by the engineering and technical staff are carried out in accordance with the forms and within the time period established by:

1. Guidelines for accounting for weapons, equipment, property and other materiel in the Armed Forces of the Russian Federation;

   Timesheet for urgent reports.

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Aviation Documents- collections of management, flight, operational, design, production, repair and other documentation, in relation to aviation industry in Russia. They differ in terms of commercial and state aviation.

Examples of some basic aviation documents:

commercial pilot (airplane, airship, helicopter);

pilot of an ultralight aircraft;

specialist in the technical operation and repair of aviation equipment;

flight operations officer/flight dispatcher

NTERAT GA-93(Manual on the technical operation and repair of aviation equipment in the civil aviation of Russia). It is an official document of the state air transport authority (GOUVT), which defines the regulatory framework for activities in the field of technical operation (TE), maintenance and repair (MRO) of aviation equipment (AT) used in the civil transport structures of the Russian Federation.

FAR of flights in the RF VP dated 31.03.02 (Federal Aviation Rules for Flights in the Airspace of the Russian Federation). Establish a general procedure for the performance of flights by all manned aircraft of civil, state and experimental aviation in the airspace of the Russian Federation.

NIAO-90(Manual on engineering and aviation support of 1991). Determines the purpose, tasks, rights and obligations of the ITS of units, formations and associations for engineering and aviation support of combat operations and combat training, establishes general rules for the operation and repair of aviation equipment, requirements for ensuring its reliability, flight safety, for engineering and technical training of personnel , determines the procedure for the placement and maintenance of aviation equipment at airfields, taking into account its presence and condition in aviation units and institutions of the Armed Forces of the USSR and DOSAAF of the USSR. The provisions of the Manual are mandatory for all personnel of aviation, aviation technical units, communications units, aircraft repair plants, formations and associations, military educational institutions, aviation departments and institutions of the USSR Armed Forces and aviation DOSAAF of the USSR. NIAO consists of two parts:

of the first part - with the signature stamp "Forecasting Board" and its annexes in two books, four parts (book 1, part 1 - "Duties of officials of the engineering and technical staff", part 2 - "Guidelines for the assessment and one system indicators of the state of aviation equipment and means of its operation”, part 3 - “Standards and instructions”; book 2, part 4 - "Accounting and blank documentation");

parts of the second - stamped "Secret".

With the release of this Manual, NIAS - 78, as well as NIAS (Part II, M., Military Publishing, 1982) shall be considered invalid.

FAP IAO(Federal aviation rules for aviation engineering support of state aviation). Establish the procedure for organizing engineering and aviation support for combat operations (performance of special tasks) and combat training of state aviation. The requirements of the FAP IAO are mandatory for all personnel of aviation associations, formations, military units and organizations, military units of aviation technical and radio technical support of the Armed Forces of the Russian Federation and other aviation formations of federal executive authorities and organizations in charge of state aviation. The Federal Aviation Rules for Engineering and Aviation Support of State Aviation are published in three books:

book one includes part one of the FAR IAO and Appendix No. 1 to them;

the second book contains the second part of the FAP IAO, which is published with the stamp "secret";

the third book consists of appendices No. 2–95 to the FAP IAO.

With the release of the FAP IAO, the Manual on Engineering and Aviation Support for Aviation of the Armed Forces of the USSR (NIAO-90), put into effect by order of the Commander-in-Chief of the Air Force dated February 4, 1991 No. 17, is considered to be invalid.

EASA Part-145- certificate of compliance with the requirements of the European Aviation Safety Agency (EASA) in terms of maintenance and repair during the operation of foreign-made aircraft.

Air Operator Certificate- the main document confirming the airline's compliance with the requirements of the legislation of the Russian Federation and the Chicago Convention on International Civil Aviation and allowing the airline's core activities.

Flight Manual(RLE) - literature containing instructions, technical and reference material intended for the safe operation of the aircraft by the flight crew. It is developed individually for each type/modification of aircraft.

Maintenance Schedule- technical documentation that determines the frequency, procedure and scope of all types of technical work on aviation technology.

Logbook- a reporting document on board the aircraft, which reflects all events related to flight and technical operation.

flight book- a personal reporting document of the flight crew, reflecting all flight activities. All flight exercises and tasks, total flight time, as well as parachute jumps are recorded in the book.

Aircraft preparation log(helicopter) - a ground reporting document in the State Aviation, which reflects all events related to the flight and technical operation of the aircraft. For military transport aircraft during flights, two logs are kept - ground and airborne.

Planned flight table- a reporting document of the established form, which determines the procedure for performing flights in the aviation divisions of the State Aviation of the Russian Federation, the types of flight tasks for crews and the sequence of their implementation. All flights according to the combat training plan are carried out only in accordance with the approved plan table. Plan table at flight operations compiled for each flight shift.

flight sheet(Task for a flight) - an on-board standardized reporting document in the State Aviation of the Russian Federation, which is compiled for each aircraft flight. It contains the basic data - aircraft type, load (crew and passengers), route and purpose of the flight, aeronautical information, fuel consumption, marks of responsible persons at landing aerodromes, etc. A flight sheet is not issued when performing combat and special missions, as well as during an emergency flight to save people.

Map of mandatory checks- an on-board document containing a checklist of mandatory operations for all crew members at various stages of flight.

Memo to the crew on special occasions in flight- an on-board document designed to assist the crew in the event of emergency situations in flight.

Memo to the crew when intercepting an aircraft- an on-board document on board a State Aviation aircraft making flight(s) in international airspace. Contains conditional signals for the interaction of the interceptor and the intercepted aircraft.

Journal of the head of the training group (maintenance work)- a standardized reporting document of the head of the State Aviation group, which reflects all the actual activities of the group's team (by name) for the reporting period, calculates labor costs and labor losses, and also records the identified malfunctions and failures in aircraft.

Fault record card(KUN) - a standard form in which, using conditional codes, information is entered on each identified malfunction or failure of aviation equipment. Under the USSR, one copy of the KUN was sent to the computational and analytical center.

Form- the main reporting document reflecting the entire life cycle of an aircraft product. It is carried out for each aircraft or engine, from the moment it is put into operation until it is disposed of. The form contains all information about completeness, repairs, modifications, malfunctions and damages, change of operator, etc. For all numbered units, blocks, assemblies and other products, a similar system is used passport. For systems and complexes, the so-called. consolidated passport. For all aircraft assembly units (except for fasteners - bolts and rivets) label. Under the USSR, passports and product labels at the bottom had the so-called. "cut line for export delivery".

Combat Damage Repair Manual (BCM)- a collection of technical documentation designed to assist ITS in the repair of combat damage to a military aircraft. Contains both general recommendations and technological processes, as well as a complete set of assembly drawings (often drawings in a simplified form) for the entire aircraft and all its blocks, components and assemblies that are maintainable in the operating organization.

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An excerpt characterizing the Aviation Documents

In the fresh, morning air there were already heard, not as before at unequal intervals, two or three shots, and then one or two cannon shots, and along the slopes of the mountains, in front of Pracen, the rifts of rifle fire were heard, interrupted by such frequent shots from guns that sometimes several cannon shots no longer separated from each other, but merged into one common roar.
One could see how the smoke of the guns seemed to be running along the slopes, chasing each other, and how the smoke of the guns swirled, blurred and merged one with the other. One could see, by the gleam of bayonets between the smoke, moving masses of infantry and narrow bands of artillery with green boxes.
Rostov, on a hillock, stopped his horse for a moment to examine what was being done; but no matter how he strained his attention, he could neither understand nor make out anything of what was being done: some people were moving there in the smoke, some canvases of troops were moving in front and behind; but why? who? where? could not be understood. This sight and these sounds not only did not arouse in him any dull or timid feeling, but, on the contrary, gave him energy and determination.
“Well, more, give me more!” - he turned mentally to these sounds and again started galloping along the line, penetrating further and further into the area of ​​\u200b\u200bthe troops that had already entered into action.
“I don’t know how it will be there, but everything will be fine!” thought Rostov.
Having passed some Austrian troops, Rostov noticed that the next part of the line (it was the guard) had already entered into action.
"All the better! I'll take a closer look, he thought.
He went almost to the front line. Several riders galloped towards him. These were our Life Lancers, who were returning from the attack in disordered ranks. Rostov passed them, noticed involuntarily one of them in the blood and galloped on.
"I don't care about that!" he thought. Before he had gone a few hundred paces after that, to the left of him, in front of him, appeared throughout the field a huge mass of cavalrymen on black horses, in shiny white uniforms, who trotted straight at him. Rostov set his horse at full gallop in order to get out of the way from these cavalrymen, and he would have left them if they were still walking at the same gait, but they kept gaining speed, so that some horses were already galloping. Rostov became more and more audible to their clatter and rattling of their weapons, and their horses, figures and even faces became more visible. These were our cavalry guards attacking the French cavalry advancing towards them.
The cavalry guards galloped, but still holding the horses. Rostov had already seen their faces and heard the command: "March, march!" uttered by an officer who released his blood horse at full swing. Rostov, fearing to be crushed or lured into an attack on the French, galloped along the front, which was the urine of his horse, and still did not have time to pass them.
The extreme cavalry guard, a huge, pockmarked man, frowned angrily when he saw Rostov in front of him, with whom he would inevitably collide. This cavalry guard would certainly have knocked down Rostov with his Bedouin (Rostov himself seemed so small and weak in comparison with these huge people and horses), if he had not guessed to wave a whip in the eyes of a cavalry guard horse. The black, heavy, five-inch horse shied away, laying its ears; but the pockmarked cavalry guard drove huge spurs into her sides with a flourish, and the horse, waving its tail and stretching out its neck, rushed even faster. As soon as the cavalry guards passed Rostov, he heard their cry: "Hurrah!" and looking around, he saw that their front ranks were mixed with strangers, probably French, cavalrymen in red epaulettes. It was impossible to see anything further, because immediately after that, cannons began to shoot from somewhere, and everything was covered with smoke.
At that moment, as the cavalry guards, having passed him, disappeared into the smoke, Rostov hesitated whether to gallop after them or go where he needed to. It was that brilliant attack of the cavalry guards, which surprised the French themselves. Rostov was terrified to hear later that out of all this mass of huge handsome people, out of all these brilliant, on thousands of horses, rich young men, officers and cadets who galloped past him, only eighteen people remained after the attack.
“What should I envy, mine will not leave, and now, perhaps, I will see the sovereign!” thought Rostov and galloped on.
As he drew level with the guards infantry, he noticed that cannonballs were flying through and around her, not so much because he heard the sound of cannonballs, but because he saw anxiety on the faces of the soldiers and on the faces of the officers - an unnatural, militant solemnity.
Driving behind one of the lines of infantry guards regiments, he heard a voice calling him by name.
- Rostov!
- What? he replied, not recognizing Boris.
– What is it? hit the first line! Our regiment went on the attack! - said Boris, smiling with that happy smile that young people have when they have been in a fire for the first time.
Rostov stopped.
– That's how! - he said. - Well?
- Repulsed! - Boris said animatedly, becoming chatty. - You can imagine?
And Boris began to tell how the guards, having taken their place and seeing the troops in front of them, mistook them for the Austrians and suddenly learned from the cannonballs fired from these troops that they were in the first line, and unexpectedly had to enter into action. Rostov, without listening to Boris, touched his horse.
- Where are you going? Boris asked.
- To His Majesty with a commission.
- There he is! - said Boris, who heard that Rostov needed his highness, instead of his majesty.
And he pointed out to him the Grand Duke, who, a hundred paces from them, in a helmet and a cavalry guard coat, with his raised shoulders and furrowed eyebrows, was shouting something to an Austrian white and pale officer.
- Yes, it is Grand Duke, and to me to the commander-in-chief or to the sovereign, ”said Rostov and touched the horse.
- Count, Count! - shouted Berg, as animated as Boris, running up from the other side, - count, I was wounded in the right hand (he said, showing his hand, covered with blood, tied with a handkerchief) and remained in the front. Count, I hold a sword in my left hand: in our breed of von Berg, Count, all were knights.
Berg said something else, but Rostov, without listening to the end, had already gone on.
Having passed the guards and an empty gap, Rostov, in order not to fall back into the first line, as he fell under the attack of the cavalry guards, rode along the line of reserves, going far around the place where the hottest shooting and cannonade was heard. Suddenly, in front of him and behind our troops, in a place where he could not in any way suspect the enemy, he heard close gunfire.
"What could it be? thought Rostov. - Is the enemy in the rear of our troops? It can’t be, thought Rostov, and the horror of fear for himself and for the outcome of the whole battle suddenly came over him. “Whatever it is, though,” he thought, “there is nothing to go around now. I must look for the commander-in-chief here, and if everything perished, then it is my business to perish together with everyone.
The bad feeling that suddenly came over Rostov was confirmed more and more the farther he drove into the space occupied by crowds of heterogeneous troops, located outside the village of Prats.
- What? What? Who are they shooting at? Who is shooting? Rostov asked, leveling with the Russian and Austrian soldiers, who fled in mixed crowds to cut across his roads.
"The devil knows?" Beat everyone! Get lost everything! - Answered him in Russian, German and Czech crowds fleeing and not understanding exactly the same as he did what was happening here.
- Beat the Germans! one shouted.
- And the devil take them, - traitors.
- Zum Henker diese Ruesen ... [To hell with these Russians ...] - the German grumbled something.
Several wounded were walking along the road. Curses, screams, groans merged into one common rumble. The shooting died down and, as Rostov later found out, Russian and Austrian soldiers were shooting at each other.
"My God! what is it? thought Rostov. “And here, where at any moment the sovereign can see them… But no, it’s true, these are just a few scoundrels. This will pass, this is not it, this cannot be, he thought. “Just hurry, hurry through them!”
The thought of defeat and flight could not enter Rostov's head. Although he had seen French guns and troops precisely on the Pracen Hill, on the very one where he was ordered to look for the commander in chief, he could not and did not want to believe this.

Near the village of Pratsa, Rostov was ordered to look for Kutuzov and the sovereign. But not only were they not here, but there was not a single commander, but there were heterogeneous crowds of disordered troops.
He urged on his already tired horse in order to quickly pass these crowds, but the farther he moved, the more upset the crowds became. On the high road, on which he left, carriages, carriages of all kinds, Russian and Austrian soldiers, of all branches of the military, wounded and unwounded, crowded. All this buzzed and swarmed mixedly to the gloomy sound of flying cannonballs from the French batteries placed on the Pracen Heights.
- Where is the Emperor? where is Kutuzov? - Rostov asked everyone he could stop, and could not get an answer from anyone.
Finally, grabbing the soldier by the collar, he forced him to answer himself.
- E! brother! Everyone has been there for a long time, forward fled! - the soldier said to Rostov, laughing at something and breaking free.
Leaving this soldier, who was obviously drunk, Rostov stopped the horse of the batman or the caretaker of an important person and began to question him. The batman announced to Rostov that an hour ago the sovereign had been driven at full speed in a carriage along this very road, and that the sovereign was dangerously wounded.
“It can’t be,” said Rostov, “that’s right, someone else.”
“I saw it myself,” said the batman with a self-confident grin. - It’s time for me to know the sovereign: it seems how many times in Petersburg I saw it like that. Pale, pale, sitting in a carriage. As soon as he let a quarter of blacks, my fathers, he thundered past us: it seems time to know both the royal horses and Ilya Ivanovich; it seems that the coachman does not travel with another, like with Tsar Ilya.
Rostov let his horse go and wanted to go on. A wounded officer walking by turned to him.
- Whom do you need? the officer asked. - Commander-in-Chief? So he was killed with a cannonball, he was killed in the chest with our regiment.
“Not killed, wounded,” another officer corrected.
- Yes, who? Kutuzov? Rostov asked.
- Not Kutuzov, but how do you put it, - well, yes, everything is the same, not many are left alive. Go over there, over there, to that village, all the authorities have gathered there, - this officer said, pointing to the village of Gostieradek, and passed by.

Question 19. General patterns of deviant development. Positive and negative specific patterns of manifestation of developmental deviations.

BOOK ONE

Approved by order of the Minister of Defense of the Russian Federation

These Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO) establish the procedure for organizing the engineering and aviation support of combat operations (performance of special tasks) and combat training of state aviation.

The requirements of the FAP IAO are mandatory for all personnel of aviation associations, formations, military units and organizations, military units of aviation technical and radio technical support of the Armed Forces of the Russian Federation and other aviation formations of federal executive authorities and organizations in charge of state aviation. Draft regulatory documents on issues of engineering and aviation support, technical operation and repair of aviation equipment of aviation types and branches of the Armed Forces of the Russian Federation, federal executive authorities and organizations in charge of state aviation should be developed in accordance with the provisions of the FAP IAO and are subject to mandatory agreement with the Ministry of Defense of the Russian Federation.

The Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO) are published in three books:

book one includes part one of the FAR IAO and Appendix No. 1 to them;

the second book contains the second part of the FAP IAO, which is published with the stamp "secret";

the third book consists of appendices No. 2–95 to the FAP IAO.

With the release of the FAP IAO, the Manual on Engineering and Aviation Support for Aviation of the Armed Forces of the USSR (NIAO-90), put into effect by order of the Commander-in-Chief of the Air Force dated February 4, 1991 No. 17, is considered to be invalid.

I. OBJECTIVES AND CONTENT OF AVIATION ENGINEERING
COMBAT SUPPORT AND COMBAT
STATE AVIATION TRAINING

GENERAL PROVISIONS

1. Engineering and aviation support (a set of measures carried out by the aviation engineering service (IAS) in order to maintain aviation equipment (AT) in constant serviceability and readiness for combat operations, achieving high efficiency of its use) of combat operations (performance of special tasks) and Combat training of aviation of the Armed Forces and aviation of federal executive bodies and organizations in charge of state aviation forms the basis of technical support for state aviation.

2. When carrying out engineering and aviation support (AOS), the IAS implements on aircraft (AC) measures of other types of technical, as well as combat and logistic support.

The provisions of these Rules apply to the following types of aircraft: aircraft, helicopter, glider, controlled target, unmanned and remotely piloted aircraft, as well as ekranoplanes.

3. The main content of the IAO is:

acceptance and commissioning of the engineering and technical staff (ITS) and AT entering the aviation units;

technical operation of AT;

AT factory repair and modernization;

accounting for the presence, movement and state of AT;

preparation for the redeployment of forces and means of the IAS;

storage of AT;

transportation of AT;

flight personnel training in aircraft operating rules and engineering and technical training (ITP) of ITS;

participation of the IAS in the evacuation of the aircraft from the places of emergency landing;

implementation of measures to protect the AT, means of its operation and repair, ITS from the means of destruction of the enemy and to eliminate the consequences of their use;

performance of engineering calculations for the use of AT, justification of the required forces and means of its operation and repair.

4. An integral part of the IAO is missile and technical support, carried out in aviation and aviation technical units, repair and technical bases of cruise missiles (RTB), aviation combat units (BC-6) on aircraft carriers (AVNK), air bases of anti-submarine weapons ( AvB PLV) - in the Air Force (Air Force) and Air Defense (Air Defense) of the Navy (Navy) in order to maintain readiness for the use of guided and unguided aircraft missiles, aircraft torpedoes, adjustable aircraft bombs and other aircraft weapons ( ASP), their timely preparation for use.

This provides for: maintenance, dispersal, shelter and preservation of the ASP; preparation of ASP for use; repair and restoration of the resource; control over the implementation of the rules for handling missiles and other ASP during their maintenance, transportation and preparation for combat use; performance of work to eliminate the consequences of accidents with ASP; evacuation of ASP.

The supply of aviation missiles and other ASP to aviation formations and units is carried out by supplying rear services.

5. Engineering and aviation support is carried out by IAS in cooperation with services of other types of support. The aviation engineering service, in addition, participates in the use of the aircraft for its intended purpose as part of flight crews and launch crews of unmanned and remotely piloted aircraft and takes part in the implementation of other types of support measures by decision of the commander.

The aviation engineering service includes controls, technical and operational units ( tech) aviation units, separate tech, technical positions ( techp), special engineering service ( sis), aviation technical teams ( ato), service groups and other subdivisions of units, aircraft repair plants (AvRZ) and aircraft (helicopter) reserve bases ( brs).

The organizational structure of the IAS should correspond to the volume and complexity of the tasks it solves.

Organizationally, IAS units and subunits may be part of formations (Special Purpose Command (KSPN), Air Force and Air Defense armies, Air Armies (VA), Air Defense Corps, Air Force (Air Force and Air Defense) of the fleet, aviation of a type or type of troops of the Armed Forces, aviation of the federal executive authority and organizations in charge of state aviation), formations (aviation divisions, air defense divisions, educational institutions vocational education, training aviation specialists) and aviation units (aviation regiments ( up), separate aviation squadrons, separate aviation detachments, as well as other aviation formations of federal executive bodies and organizations in charge of state aviation).

6. These Rules apply to the following AT:

manned, unmanned and remotely piloted aircraft, ekranoplans;

aircraft engines;

aircraft aggregates and equipment, including removable ones;

aviation means of destruction and pyrotechnic means (PTS) installed on the aircraft;

aviation simulators.

7. AT operating means (buildings and structures, maintenance facilities (STO) and military repair, spare parts and materials) are designed to carry out work on AT at all stages of operation.

8. AT operation (the stage of the AT life cycle from the moment it is accepted by a part from the manufacturer or AVRZ until sent for repair or decommissioning inclusive) is a set of stages of commissioning, bringing to the established degree of readiness for use as intended, maintaining in the established degree of readiness to this use, intended use, storage and transportation.

Technical operation (a set of works performed at the aircraft at the stages of bringing it to the established degree of readiness for its intended use, maintaining it at this degree of readiness, storage and transportation) is an integral part of the operation of the aircraft.

Maintenance (TO) of AT (a set of operations to maintain the serviceability of AT during technical operation) is an integral part of its technical operation.

9. Maintaining AT, means of its operation and repair in constant serviceability and readiness for use is a complex task. Commanders of formations, commanders of formations, units and subdivisions, heads of other aviation formations of federal executive bodies and organizations in charge of state aviation, heads (directors) of AvRZ are responsible for the organization of the IAO, the state of the IAS, the safety and condition of aircraft, means of its operation and repair, their proper operation and manage the IAS through senior officials of the IAS of associations, formations, units, subdivisions. The commanders of formations, commanders of formations, units, organizing the IAO, set tasks, determine the necessary forces and means, set deadlines for the implementation of the main activities. Senior officials of the IAS aviation of the branches and branches of the Armed Forces, associations, deputy commanders of aviation formations (deputy chiefs of the technical part of formations for IAS) and units for IAS (weapons) and equivalent officials of the IAS of aviation formations of federal executive bodies and organizations, in charge of state aviation, are directly responsible for the organization and implementation of the IAO, to the extent of their official duties(Appendix No. 1 to these Rules).

10. The condition of aircraft, means of its operation and repair is assessed in accordance with the Methodology for assessing the state of aviation equipment, means of its operation and the quality of technical operation (Appendix No. 2 to these Rules), as well as the requirements of orders of the Minister of Defense of the Russian Federation, commanders-in-chief of types and commanders of branches troops of the Armed Forces, heads of federal executive bodies and organizations in charge of state aviation.

Accounting for the state of AT, means of its operation and repair is kept in journals (Appendices No. 3 and 4 to these Rules).

11. The material and aerodrome technical support of the aviation unit is carried out by the aviation technical unit (aviation technical base, a separate battalion of aerodrome technical support, a separate company of aerodrome technical support, as well as services and subdivisions of aviation units performing the tasks of material and aerodrome technical support security).

Aerodrome buildings, structures and shelters under the jurisdiction of the aviation technical unit ( atch), are transferred for operation of the aviation unit for the period of its basing according to acceptance certificates and are assigned by order of the senior aviation chief of the airfield to the IAS units and the relevant officials who are responsible for the condition of the assigned objects. Repair of buildings and structures is carried out by forces and means atch.

12. Spare parts and materials (ZChM) at the request of IAS, parts are requested, delivered and stored atch and, as necessary, are used for the intended purpose of the IAS part.

Order of the Minister of Defense of the Russian Federation of September 24, 2004 N 275
"On Approval of the Federal Aviation Rules for State Aviation Flights"

In accordance with the Decree of the Government of the Russian Federation of March 27, 1998 N 360 "On Federal Rules for the Use of Airspace and Federal Aviation Rules" (Collected Legislation of the Russian Federation, 1998, N 14, Art. 1593; 2000, N 17, Art. 1875 ) I order:

Approve and put into effect from January 1, 2005 the attached Federal Aviation Rules for State Aviation Flights.

Minister of Defense
Russian Federation

Registration N 6110

The rules are binding on all aviation formations of federal executive bodies and organizations. The right to direct flights is granted to officials who have a flight education or a specialty in aviation flight control, an appropriate admission to flight control and are fit to perform their duties on the conclusion of a medical commission.

Aircraft crews performing flights (transportation of passengers and cargo) are allowed to have a total flight time of no more than 12 hours per day with a starting time of no more than 14 hours. The maximum pilot flight time with the use of night vision systems (devices) per flight shift should not exceed 3 hours, in one flight - no more than 2 hours (at extremely low altitude - no more than 1 hour). Crews performing long non-stop flights lasting more than 12 hours are provided with a pre-flight rest of at least 10 hours. At the end of the flight, they are also provided with post-flight rest: for a flight duration of up to 16 hours - at least 48 hours, from 16 to 24 hours - at least 60 hours, more than 24 hours - at least 72 hours.

Order of the Minister of Defense of the Russian Federation of September 24, 2004 N 275 "On approval of the Federal Aviation Rules for State Aviation Flights"

Registration N 6110

This Order shall enter into force 10 days after the date of its official publication.

The Federal Aviation Regulations approved by this Order shall come into force on January 1, 2005.

Order of the Ministry of Transport of the Russian Federation of July 31, 2009 N 128 "On approval of the Federal Aviation Rules" Preparation and performance of flights in the civil aviation of the Russian Federation "(as amended)

Order of the Ministry of Transport of the Russian Federation of July 31, 2009 N 128
“On Approval of the Federal Aviation Rules “Preparation and Execution of Flights in the Civil Aviation of the Russian Federation”

With changes and additions from:

December 21, 2009, November 22, 2010, November 16, 2011, December 27, 2012, November 25, 2013, February 10, March 3, 2014, February 26, June 15, 2015, July 18 2017

In accordance with articles 67, 68, 69, 71, 74, 79, paragraph 2 of article 87, paragraphs 1 and 2 of article 114 of the Federal Law of March 19, 1997 N 60-FZ "Air Code of the Russian Federation" (Collected Legislation of the Russian Federation , 1997, N 12, item 1383; 1999, N 28, item 3483; 2004, N 35, item 3607; N 45, item 4377; 2005, N 13, item 1078; 2006, N 30, item 3290, 3291; 2007, No. 1 (part I), article 29; No. 27, article 3213; No. 46, article 5554; No. 49, article 6075; No. 50, article 6239, 6244, 6245 ; 2008, N 29 (part I), article 3418; N 30 (part II), article 3616; 2009, N 1, article 17) and in order to implement the standards and recommended practices of the International Civil Aviation Organization in the preparation and the performance of flights in the civil aviation of the Russian Federation, I order:

1. Approve the attached Federal Aviation Rules "Preparation and performance of flights in civil aviation of the Russian Federation".

2. Recognize invalid the orders of the Ministry of Transport of the Russian Federation dated July 17, 2008 N 108 "On approval of the Federal Aviation Rules" Preparation and performance of flights in the civil aviation of the Russian Federation "(registered by the Ministry of Justice of Russia on August 14, 2008, registration N 12119), dated November 27, 2008 N 197*, dated June 23, 2009 N 100**.

3. Establish that this order comes into force 60 days from the date of official publication.

Information about changes:

4. Establish that in the attached rules:

New Federal Aviation Rules "Preparation and performance of flights in the civil aviation of the Russian Federation" were approved.

The Rules are obligatory for all persons involved in the organization, provision, performance of flights of civil aircraft (AC) and air navigation services in the airspace of Russia.

Among the distinctive features of the new rules are the following.

It is forbidden to perform the functions of an aircraft crew member, as well as an air traffic controller in a state of intoxication or under the influence of psychoactive substances.

A flight crew member who has received a medical certificate with the condition of wearing corrective lenses must carry a spare kit.

The composition of the documentation that must be on board the aircraft during the flight for the purpose of performing aerial work or general aviation has been clarified. It includes a list of persons on board the aircraft.

It has been established in which cases it is allowed to take off an aircraft with instruments and equipment that are inoperative without an approved list of the minimum required serviceable equipment.

The features of the preparation and performance of flights in commercial air transportation are determined.

The order comes into force in 60 days from the date of its official publication. For certain provisions, other terms of entry into force are provided.

Order of the Ministry of Transport of the Russian Federation of July 31, 2009 N 128 "On approval of the Federal Aviation Rules" Preparation and performance of flights in civil aviation of the Russian Federation "

Registration N 14645

This order comes into force 60 days from the date of official publication, with the exception of clauses that come into force in the manner specified in paragraph 4 of the order

By the decision of the Supreme Court of the Russian Federation dated February 9, 2015 N AKPI14-1451, certain changes to the Federal Aviation Rules approved by this order were declared invalid from the date of entry into force of the court decision

This document has been modified by the following documents:

The changes come into force 10 days after the day of the official publication of the said order.

Changes come into force after 180 days from the date of official publication of the said order.

The changes come into force 10 days after the day of the official publication of the said order.

The changes come into force 90 days after the date of official publication of the said order.

The changes come into force 10 days after the day of the official publication of the said order.

The changes come into force 10 days after the day of the official publication of the said order.

The changes come into force 10 days after the day of the official publication of the said order.

The first book includes the first part of the fap iao and appendix No. 1 to them; book two contains part two of the fap iao, which is published with the stamp "secret"

Introduction to the discipline section

At present, aviation engineering is determined by the requirements of the FAP IAO. The requirements of the FAP IAO are mandatory for all personnel of aviation associations, formations, etc.

These Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO - 2005) establish the procedure for organizing the engineering and aviation support of combat operations (performance of special tasks) and combat training of state aviation.

The Federal Aviation Rules for the Engineering and Aviation Support of State Aviation (FAR IAO) are published in three books:

• book one includes part one of the FAR IAO and Appendix No. 1 thereto;
• book two contains the second part of the FAP IAO, which is published with the stamp "secret";
• book three consists of appendices No. 2–95 to the FAP IAO.

^ Appointment, main tasks of the aviation engineering service.

The IAS is designed to keep aircraft in a state of combat readiness, achieve non-failure operation in flight and high efficiency of its use in the process of combat training and in the conduct of combat operations by aviation units, formations and associations of the RF Armed Forces.

IAS carries out technical operation, repair of aviation equipment, engineering and technical training of personnel of aviation units.

Under aviation technology understood:

• manned and unmanned aircraft;
• their power plants;
• equipment and weapons;
• aviation means of destruction;
• simulators and technical means for operation and repair.

Organizational structure of the aviation engineering service

The main factors determining the organizational structure of the IAS are:

1. Operational-tactical in terms of combat readiness, maneuverability and the nature of the combat missions being solved.

2. Aircraft performance and operational characteristics, the degree of automation of the processes for monitoring its condition and the level of development of AtoN.

3. The adopted system of organization of operation, which determines the procedure (periodicity, volume, and content) for preparing for flights, preventive and repair work on the aircraft.

The aviation engineering service includes controls, technical and operational units (tech) of aviation units, individual technical units, technical positions (techp), special engineering service (sis), aviation technical detachments (ato), service groups and other subdivisions of units, aircraft repair plants (AvRZ) and aircraft (helicopter) reserve bases (BRS).

There are two forms of organization of the IAS:

^ Typical organizational structure of the IAS of the aviation units of the Air Force(pic #1)

The organizational structure of the IAS of the aviation unit is based on the principle of organizing work at AT, which provides for the presence, on the one hand, of technical crews assigned to aircraft, and on the other hand, specialized maintenance groups in aviation units (AE) and routine maintenance groups in the TEC of the aviation regiment. The general management of the IAS is carried out by the commander of the unit, who is fully responsible for its condition.

Deputy the commander of the IAS unit is the direct head of the entire personnel of the unit. He is directly subordinated to the head of the technical and technical department of the aviation regiment, the engineers of the unit in specialties and in functional terms - deputy. AE commander for IAS.

The direct preparation of aviation equipment for flights and its maintenance in constant serviceability and combat serviceability and combat readiness are provided in the AE by technical crews and specialized service groups in the corresponding specialty. The technical crew, which includes an aircraft technician and a mechanic, is assigned to a specific aircraft and is responsible for the constant serviceability and combat readiness of the aircraft, as well as for the completeness and quality of its preparation for flight.

The crew commander is directly in charge of the technician and mechanic of the aircraft, and functionally they are subordinate to the head of the technical unit. Service groups for all specialties, headed by the head of the groups, report to the deputy commander of the AE for the IAS.

The TR includes:

• head of technical calculation and his deputy.
• aircraft technicians and mechanics (art. mech) - by the number of aircraft)
• senior technicians, technicians by specialty.

The head of the TR is directly subordinate to the commander of the ATO.

The TR is the primary military formation of the ITS and is a universal and autonomous combat unit of the IAS, capable of independently performing all types of aircraft preparations for flights in full with various types of combat equipment.

Specialized engineers (former heads of service groups) are introduced into the ATO, who are responsible for the serviceability of the detachment's aircraft. They are engaged in training the personnel of technical calculations, finding out the causes of a malfunction and organizing their elimination, monitoring and analyzing the state of ATO aviation equipment.

To ensure the work of the TR in the ATO, a logistics support group (LTO) has been created, which is responsible for solving the issues of accounting, storage and issuance of CPA, tools, obtaining spare parts and consumables, accounting for their consumption.

^ Organization of management of engineering and aviation support. Obligations of officials of the engineering and aviation service.

The management of engineering and aviation support consists in the purposeful activity of the leading ITS aimed at fulfilling the tasks of the IAO. The ITS part management includes:

• obtaining and understanding the task by the leading ITS;
• decision-making;
• bringing tasks to subordinates;
• IAO planning;
• organization of the functioning of the management system;
• management of subordinates in the process of preparing and fulfilling the tasks of the IAO;
• exercising control;
• assessment of the effectiveness of the ITS.

The group leader is responsible for:

• combat and special training, education and military discipline of the personnel of the group;
• constant serviceability and combat readiness of aviation equipment assigned to the group;
• completeness, quality and timely performance of work on aviation equipment;
• compliance with safety measures when working on it;
• timely introduction of changes and additions to the working copies of the documentation and their quarterly reconciliation with the reference copy;
• technical condition and proper use of maintenance equipment for the intended purpose;
• accounting, storage, issuance and receipt of special vehicles, equipment, control and testing equipment, tools and material resources in the group;
• timely provision of the group (ATO) with materiel and spare parts;
• the safety of the stamped equipment removed from the aircraft or installed in the group and listed behind it.

The group leader must:

• plan the work of the group's specialists, organize and control the completeness and quality of the work, the correctness of filling in the operational documentation by the group's personnel;
• maintain documentation in strict accordance with established requirements;
• be able to personally perform the most complex work on the repair, inspection, adjustment and tuning of aircraft equipment;
• find out the causes of failures and malfunctions of aviation equipment, take measures for the prompt commissioning of failed aviation equipment, instruct the group's specialists on the procedure for its restoration;
• keep records of work performed according to bulletins for aviation equipment in their specialty and control their implementation;
• conduct inspections of AT in accordance with established standards;
• prevent the preparation of aviation equipment using faulty military measuring instruments;
• ensure that the personnel of the group comply with the established rules for handling stamped equipment, documentation, radio masking rules;
• generalize the experience of the personnel of the group on aviation equipment and introduce advanced methods of work aimed at increasing combat readiness, reducing labor costs, improving the quality and productivity of labor;
• conduct daily technical reviews;
• to train the personnel of the group in the ability to perform work on the preparation and repair of aviation equipment, to identify and eliminate malfunctions on aircraft, as well as to use military measuring instruments and tools;
• know in their specialty the design and principle of operation of AT systems and equipment, the rules for its operation, the technical condition, scope and technology of carrying out all types of work to prepare AT for use;
• prepare the personnel and technical equipment of the group for redeployment and for work at operational airfields;
• carry out (after approval by the management team of the ATC) control of the AtoN OP, check the compliance of fuel, oils, special liquids with those permitted for use in accordance with the operational and technical documentation for the aircraft;
• monitor the cleanliness of workplaces, the safety of maintenance equipment, daily check the availability and condition of the tool, take measures for their timely repair and replenishment;
• timely submit applications for providing the group with material assets and spare parts, control their accounting, storage, receipt and spending for their intended purpose;
• ensure compliance with security measures and the implementation of measures to protect against weapons of mass destruction, PD TSR, fire protection of the personnel of the group when working on aviation equipment.

^ Senior technician (technician) of technical calculation in the specialty (maintenance, training, regulations and repair groups) is responsible for:

• the serviceability and combat readiness of the aircraft, systems and equipment assigned to the technical crew (group);
• serviceability, safety and correct operation of the means of technical maintenance of aviation equipment assigned to the technical calculation (group);
• completeness and quality of work performed on aviation equipment.

The senior technician (technician) of the technical calculation (group) in his specialty has the right to give technical instructions to the technical composition of the calculation (group) on the procedure for performing work and troubleshooting on aviation equipment.

^ The senior technician (technician) of technical calculation in the specialty (service (training), regulations and repair groups) is obliged to:

• know the design of aviation equipment, the procedure and rules for its operation, the scope and technology of flight preparations (routine maintenance);
• be able to personally carry out all work on the preparation of aviation equipment on all routes, except for the first one;
• perform work on aviation equipment in a quality and timely manner;
• be able to quickly find and eliminate malfunctions on aviation equipment, draw up malfunction records;
• know and be able to use maintenance tools and keep them in constant readiness for use;
• to train technical calculation specialists (groups) in the rules and practical skills of performing work, as well as to check the quality of work performed on aviation equipment;
• report to the head of the technical calculation (group), ATO engineer in the relevant specialty about all malfunctions identified on aviation equipment;
• maintain proper accounting and reporting.

Documentation of engineering and technical staff.

All documentation used by the IAS can be divided into:

• charter;
• normative;
• operational;
• repair;
• numbered;
• accounting and reporting.

To the statutory documentation include documents regulating the activities of the engineering and technical staff and the maintenance of aviation equipment, means of operation and repair - general military regulations, combat regulations, manuals of the leadership, instructions, etc.

^ To normative documents include orders, directives, directives, standards, general technical requirements, bulletins of the manufacturer or aircraft developer, methodological instructions, technical specifications, technical notes, instructions from the chief of armaments - the deputy commander-in-chief of the Air Force for armaments, as well as senior officials of the IAS of aviation types and types troops of the Armed Forces and aviation of federal executive bodies and organizations in charge of state aviation.

To operational documentation relate:

• flight manual;
• instructions for calculating the range and duration of the flight;
• technical operation manual, consisting of a technical description, operating instructions and technological maps, which should include all the information necessary for the correct operation (use, transportation, storage and maintenance) of the AT and instructions for PD engineering;
• maintenance schedule;
• loading and centering guide;
• album of electrical circuits;
• spare parts list;
• consumption rates of spare parts and consumables for 10 flight hours;
• statements of operational documents.

A complete set of operational documentation is necessary and mandatory during the operation and repair of AT.

^ To repair documentation include those documents that allow you to perform repair work with high quality and timely place an order for the necessary consumables and spare parts.

Repair documentation includes:

• manual for medium and major repairs;
• technical conditions for medium and major repairs;
• album of main joints and repair tolerances;
• repair drawings;
• AT repair manual for combat damage;
• Catalog of parts and assembly units;
• spare parts lists (repair);
• consumption rates of materials for medium and major repairs;
• technical documentation for non-standard technological equipment, devices and tools;
• list of documents for repair;
• list of group sets of spare parts and materials for repairs.

To the numbered documentation relate:

• forms with formulary schemes;
• passports and labels.

Forms, passports and labels are the individual property of the aircraft and its units and have a serial number.

Forms (passports) are maintained:

• for the aircraft, engine and their units - by an aircraft technician (mechanic);
• for aviation weapons, electronic equipment, aviation equipment - by the head of the maintenance group (senior technical calculation technician) in the relevant specialty.

Entries in the forms are made out:

• on the implementation of routine work;
• on the implementation of repairs in the ARP (VARM);
• on the performance of periodic work;
• on the performance of work on bulletins;
• on the implementation of targeted inspections;
• on the state of the AT during the control (periodic) examination.

Accounting documentation is kept according to the established forms and provides for:

• IAO planning of military operations for all periods of the year;
• accounting for the main performance indicators of the IAS;
• systematic accounting of AT, its movement, condition and analysis of work;
• accounting for resource consumption and aircraft readiness for flight;
• accounting for aircraft malfunctions and developing, based on their analysis, measures to eliminate and prevent prerequisites for flight accidents;
• planning and accounting for the implementation of various works at the AT (including bulletins and instructions);
• accounting of reclamation work;
• accounting for work and labor costs for preparing aircraft for flights, performing routine and repair work;
• planning and accounting for work to improve the skills of a l / s, his class, etc.
• accounting for control and measuring equipment, tools, planning for monitoring its condition, etc.:

ENGINEERING AND AVIATION SUPPORT FOR STATE AVIATION

transcript

1 STATE EDUCATIONAL INSTITUTION1 OF HIGHER PROFESSIONAL EDUCATION “SAMARA STATE AEROSPACE UNIVERSITY named after Academician S.P. QUEEN D.V. Sazonov, A.S. LUKIN, A.I. MATVEEV AVIATION ENGINEERING SUPPORT FOR STATE AVIATION FEDERAL AVIATION REGULATIONS FOR AVIATION ENGINEERING SUPPORT FOR STATE AVIATION Part 1 SAMARA 2006

2 FEDERAL AGENCY FOR EDUCATION E SSU DONATIVE EDUCATIONAL INSTITUTION OF HIGHER PROFESSIONAL EDUCATION “SAMARA E SSU DONATE AEROSPACE UNIVERSITY named after Academician S.P. QUEEN D.V. Sazonov, A.S. LUKIN, A.I. MATVEEV ENGINEERING AND AVIATION SUPPORT FOR STATE AVIATION FEDERAL AVIATION (ION RULES FOR ENGINEERING AND AVIATION SUPPORT FOR STATE AVIATION (II Part 1) Approved by the Editorial and Publishing Council of the University as a teaching aid SAMARA

3 UDC LBC 39.5 C 148 Reviewers: Dr. Tech. sciences, prof. G.I. Leonovich tech. Sciences M. A. Kovalev Sazonov D.V. C 148 Engineering and aviation support of state aviation. Federal aviation rules for aviation engineering support of state aviation. Part 1: textbook. allowance / D.V. Sazonov, A.S. Lukin, A.I. Matveev; Samar, Mrs. aerocos. un-t. — Samara, p. ISBN The training manual deals with the rules of aviation engineering support for state aviation. Designed for students studying at the military department in the discipline "Operation and repair of aircraft weapons", compiled in accordance with the training program for reserve officers for the Higher Educational System UDC LBC 39.5 ISBN Sazonov D.V., Lukin A.S., Matveev A.I., 2006 Samara State Aerospace University,

4 CONTENTS LIST OF USED ABBREVIATIONS. 4 INTRODUCTION. 6 I. OBJECTIVES AND CONTENT OF ENGINEERING AND AVIATION SUPPORT FOR COMBAT OPERATIONS AND COMBAT TRAINING FOR STATE AVIATION. 7 IT AVIATION ENGINEERING SERVICE AND AVIATION EQUIPMENT STANDARD STANDARD III. MAIN PROVISIONS FOR THE PERFORMANCE OF WORKS ON AIRCRAFT EQUIPMENT IV. STORAGE OF AIRCRAFT EQUIPMENT V. FEATURES OF TECHNICAL OPERATION OF AIRCRAFT ON-BOARD EQUIPMENT 68 VI. REPAIR OF AIRCRAFT EQUIPMENT VII. ENGINEERING AND TECHNICAL DEVELOPMENT VIII. AVIATION RELIABILITY AND FLIGHT SAFETY IX. RECEIVING, TRANSFERING, SENDING INTO REPAIR, TRANSFER, ACCOUNTING, DESCRIBEING AND CUTTING AVIATION EQUIPMENT X. PLACEMENT AT AERODROMES, FIRE PROTECTION AND SECURITY OF AVIATION EQUIPMENT XI. OPERATION OF MAINTENANCE AND MILITARY REPAIR FACILITIES

5 LIST OF ABBREVIATIONS USED AB - aviation armament; A vrz - aircraft repair plant; AD - aircraft engine; AO - aviation equipment; ARP - aircraft repair enterprise; ASP - aviation means of destruction; AT - aviation equipment; ato - aviation technical staff; atch - aviation technical part; AUSP - airborne guided weapons; ae - aviation squadron; military unit - military unit; VARM - military aviation repair shop; Air Force - Air Force; runway - runway; BC - aircraft; fuels and lubricants - fuels and lubricants; dto - airborne transport equipment; Zh PS - aircraft preparation log ZAS - classified communications equipment; ZI P - spare tools and devices; PAS - aviation engineering service; P O R - engineering and operational calculation; I TP - engineering and technical training; I TS - engineering and technical staff; KPA - control and verification equipment; KP N - design and production flaws; KUN - fault record card; M P - Ministry of Industry; And SK - unearthly means of control; OV - toxic substance; WMD - weapons of mass destruction; PD TCP - counteraction to technical reconnaissance means; P L P - a prerequisite for a flight accident; P TS - pyrotechnic composition; PU - control point; RLE - flight operation manual; 5

6 PO - service manual; RTO - maintenance manual; RE - operation manual; EW - electronic warfare; REO - radio-electronic equipment; RER - electronic intelligence; SD - aircraft and engine; PPE - personal protective equipment; sys - special engineering service; SNO OP - ground handling facilities for general use; SO K - means of objective control; HUNDRED - means of maintenance; SUO - weapon control system; tehp - technical position (guided aircraft weapons and special weapons); TO - maintenance; TE - technical operation; tech - technical operational part; FA - front-line aviation; ED - operational documentation 6

7 INTRODUCTION This tutorial is based on the Federal Aviation Rules for Aviation Engineering. The Federal Aviation Rules for Engineering and Aviation Support of State Aviation (hereinafter referred to as the Rules) determine the goals and content of engineering and aviation support for combat operations (performance of special tasks) and combat training of aviation of the Armed Forces of the Russian Federation and aviation of federal executive bodies and organizations. The rules establish the features and procedure for organizing engineering and aviation support, general rules for the operation and repair of aviation equipment, requirements for ensuring its reliability, flight safety, engineering and technical training of personnel, determine the procedure for placing and maintaining aviation equipment at airfields, taking into account its availability and condition, establish the rights and obligations of officials of the aviation engineering service of aviation associations, formations, military units, organizations of the Armed Forces of the Russian Federation and other aviation formations of federal executive bodies and organizations in charge of state aviation. The Rules establish requirements for the measures of engineering and aviation support of state aviation in relation to defense products (works, services) supplied for federal state needs under the state defense order. The requirements of the Rules are mandatory for all federal executive bodies and organizations that have state aviation in their composition, for all personnel of aviation associations, formations and military units, military units of aviation technical and radio engineering support, other aviation formations and organizations. 7

8 I. OBJECTIVES AND CONTENT OF ENGINEERING AND AVIATION SUPPORT OF COMBAT OPERATIONS AND COMBAT TRAINING OF STATE AVIATION General provisions in constant serviceability and readiness for combat operations, achieving high efficiency of its use) combat operations (performance of special tasks) and combat training of aviation of the Armed Forces and aviation of federal executive bodies and organizations in charge of state aviation, forms the basis of technical support for state aviation . When conducting engineering and aviation support (hereinafter referred to as AAO), the IAS implements on aircraft (hereinafter referred to as AC) measures of other types of technical, as well as combat and logistics support. The provisions of these Rules apply to the following types of aircraft: aircraft, helicopter, glider, controlled target, unmanned and remotely piloted aircraft, as well as ekranoplanes. The main content of the IAO are: acceptance and commissioning of the engineering and technical staff (hereinafter referred to as the ITS) and AT entering the aviation units; maintenance of AT in constant serviceability and readiness for hostilities; technical operation of AT; maintenance of the means of operation and repair of AT in good condition and readiness for use; AT factory repair and modernization; accounting for the presence, movement and state of AT; preparation for the redeployment of forces and means of the IAS; storage of AT; transportation of AT; flight crew training in aircraft operating rules and engineering and technical training (hereinafter referred to as ITP) of ITS; eight

9 participation of the IAS in the evacuation of the aircraft from the places of emergency landing; implementation of measures to protect the AT, means of its operation and repair, ITS from the means of defeating the enemy and eliminate the consequences of their use; performance of engineering calculations for the use of AT, justification of the required forces and means of its operation and repair. An integral part of the IAO is missile and technical support carried out in aviation and aviation technical units, repair and technical bases of cruise missiles (hereinafter referred to as RTB), aviation combat units (hereinafter referred to as BCh-6) on aircraft carriers (hereinafter referred to as AVNK ), air bases of anti-submarine weapons (hereinafter referred to as - AVB PLV) - in the Air Force (hereinafter referred to as the Air Force) and air defense (hereinafter referred to as the Air Defense) of the Navy (hereinafter referred to as the Navy) in order to maintain readiness for the use of guided and unguided aircraft missiles, aircraft torpedoes, corrected aircraft bombs and other aircraft weapons of destruction (hereinafter referred to as ASI), their timely preparation for use. This provides for the maintenance, dispersal, shelter and preservation of the ASI; preparation of ASI for use; repair and restoration of the resource; control over the implementation of the rules for handling missiles and other information and aid materials during their maintenance, transportation and preparation for combat use; performance of work to eliminate the consequences of accidents with ASI; evacuation of ASI. The supply of aviation missiles and other ASI to aviation formations and units is carried out by supplying rear services. Engineering and aviation support is carried out by IAS in cooperation with services of other types of support. The aviation engineering service, in addition, participates in the use of the aircraft for its intended purpose as part of flight crews and launch crews of unmanned and remotely piloted aircraft and takes part in the implementation of other types of support measures by decision of the commander. The aviation engineering service includes controls, technical and operational units (hereinafter referred to as tech) of aviation units, individual tech, technical positions (hereinafter referred to as techp), a special engineering service (hereinafter referred to as 9

10 etsya - cue), aviation technical detachments (hereinafter referred to as - ATO), service groups and other subdivisions of units, aircraft repair plants (hereinafter referred to as AvRZ) and aircraft (helicopter) reserve bases (hereinafter referred to as - brs). The organizational structure of the IAS should correspond to the volume and complexity of the tasks it solves. Organizationally, IAS units and subunits may be part of formations (Special Purpose Command (hereinafter referred to as KSPN), Air Force and Air Defense armies, air armies (hereinafter referred to as VA), Air Defense Corps, Air Force (Air Force and Air Defense) of the fleet, aviation of the type (type troops) of the Armed Forces, aviation of the federal executive body and organizations in charge of state aviation), formations (aviation divisions, air defense divisions, educational institutions of vocational education that train aviation specialists) and aviation units (aviation regiments (hereinafter referred to as - an ), separate aviation squadrons, separate aviation detachments, as well as other aviation formations of federal executive bodies and organizations in charge of state aviation). The rules apply to the following aircraft: manned, unmanned and remotely piloted aircraft, ekranoplans; aircraft engines; aircraft aggregates and equipment, including removable ones; aviation means of destruction and pyrotechnic means installed on the aircraft (hereinafter referred to as PTS); aviation simulators. AT operating means (buildings and structures, maintenance facilities (hereinafter referred to as service stations) and military repairs, spare parts and materials) are designed to carry out work on AT at all stages of operation. AT operation (the stage of the AT life cycle from the moment it is accepted by a part from the manufacturer or AvRZ until it is sent for repair or decommissioning inclusive) is a set of stages of commissioning, bringing to the established degree of readiness for use as intended, maintaining in the established degree of readiness. ten

11 Technical operation (a set of works performed on the AT at the stages of bringing it to the established degree of readiness for its intended use, maintaining this degree of readiness, storage and transportation) is an integral part of the operation of the AT. Maintenance (hereinafter referred to as TO) AT (a set of operations to maintain the serviceability of AT during technical operation) is an integral part of its technical operation. Maintaining AT, means of its operation and repair in constant serviceability and readiness for use is a complex task. Commanders of formations, commanders of formations, units and subdivisions, heads of other aviation formations of federal executive bodies and organizations in charge of state aviation, heads (directors) of AvRZ are responsible for the organization of the IAO, the state of the IAS, the safety and condition of aircraft, means of its operation and repair, their proper operation and manage the IAS through senior officials of the IAS of associations, formations, units, subdivisions. The commanders of formations, commanders of formations, units, organizing the IAO, set tasks, determine the necessary forces and means, set deadlines for the implementation of the main activities. Senior officials of the IAS of the types (arms of service) of the Armed Forces, associations, deputy commanders of aviation formations (deputy chiefs of the technical part of formations for IAS) and units for IAS (weapons) and equivalent officials of the IAS of aviation formations of federal executive bodies and organizations, which are in charge of state aviation, are directly responsible for the organization and implementation of the IAO in the scope of their official duties (Appendix 1 "IAO GA" part II). The material and aerodrome technical support of the aviation unit is carried out by the aviation technical unit (aviation technical base, a separate battalion of aerodrome technical support, a separate company of aerodrome technical support, as well as services and subdivisions of aviation units performing the tasks of material and aerodrome technical support) . eleven

12 Aerodrome buildings, structures and shelters under the jurisdiction of the aviation technical unit (hereinafter referred to as the “atch”) are transferred for the operation of the aviation unit for the period of its deployment according to acceptance certificates and are assigned by order of the senior aviation head of the airfield to the IAS units and relevant officials , which are responsible for the state of the fixed objects. Repair of buildings and structures is carried out by the forces and means of the ATC. Spare parts and materials (hereinafter referred to as ZCHM) at the request of the IAS part are requested, delivered and stored and, as necessary, used for the intended purpose of the IAS part. The unit commander is responsible for the timely and complete material and airfield technical support of aviation units. He is responsible for aircraft downtime in a faulty or non-ready state (decrease in the percentage of AT serviceability below the established standards) caused by untimely delivery of spare parts, materiel or ASI; for the timely dispatch from the warehouses of the advertised and subject to repair (re-preservation) equipment; for the quantity, quality, timeliness of delivery and conditionality of material resources; for the condition of fuel and lubricants (hereinafter referred to as fuels and lubricants), special liquids and gases supplied for aircraft refueling; for the number and technical condition of ground handling facilities for general use (hereinafter referred to as SNO OP) allocated to ensure the operation of aircraft, and the timeliness of their submission; for the maintenance of airfields, airfield buildings and structures assigned to the aviation part, shelters (concrete structures and embankments, storage facilities such as collapsible workshops (hereinafter referred to as CRM), etc.) and timely repair and maintenance work in shelters and on special equipment installed in them ( equipment for aircraft seaming, power supply, refueling aircraft with liquids and gases, opening and closing gates). The commander of a separate battalion (company) of communications and radio engineering support (hereinafter referred to as RTO) of flights is responsible for maintaining in constant readiness for operation the communications equipment with which the AT shelters, the control point (hereinafter referred to as the PU) of the IAS and other airfield facilities are equipped. 12

13 Management of the engineering and aviation service Management of the IAS consists in the activities of the management of the IAS (officials of the IAS from the head of the technical calculation (group) and above), aimed at the timely and high-quality performance of tasks by the subordinate IAS of formations, formations, units and their subdivisions. For various organizational structures, they correspond: the commander of an ato - to the deputy commander of an aviation squadron (hereinafter referred to as ae) (detachment) for the IAS; head of technical calculation - head of the tech link; nuclear engineer by specialty - to the head of the service group by specialty. IAS management is carried out in the general management system of an association, formation, unit and includes: o receiving and understanding the task by the leadership of the IAS; o assessment of the situation; o development of proposals for the organization of the IAO; about making a decision; o IAO planning; about bringing tasks to subordinates; about the organization of the functioning of the management system; o leadership of subordinates in the process of solving problems of the IAO; o exercising control; o Evaluation of the efficiency of the IAS. To control the IAS, a control system is created, which includes: controls, communications and automated control systems (hereinafter referred to as ACS), control objects. The control bodies of the IAS are divided into three levels: the first level is the directorate of the chief of armaments of the Air Force. It establishes uniform rules for state aviation, operating and repair standards, AT resources, organizes scientific and technical support for the operation and repair of AT, the general customer of which is the Air Force, plans and organizes the overhaul of AT at the Air Force AvRZ and manufacturing plants, organizes the maintenance of number-by-number accounting availability, movement and technical condition of aircraft and aircraft engines (hereinafter referred to as AD) in general for state aviation, interacts with other control bodies according to the decision on 13

14 problematic issues of operation and repair of aircraft, increasing the efficiency of IAO; second level - officials of the IAS of the aviation association (deputy commander of the association for IAS - chief engineer; deputy commander of the association for IAS - head of the IAS; chief of armaments - deputy commander of the association for armaments; chief engineer of the Air Force (Air Force and Air Defense) of the fleet; equivalent senior official of the Aviation Aviation Administration of the type (arms) of the Armed Forces, the federal executive body and organizations in charge of state aviation) (hereinafter referred to as the chief engineer of the association) and the formation (deputy commander of the formation for IAS; deputy head of the technical part of the formation - head service) (hereinafter referred to as the deputy commander of the IAS formation). They organize the implementation of the activities of the IAO, the established rules and norms for the operation and repair of aircraft in the aviation association (connection); third level - officials of the IAS of the unit (deputy commander of the unit for IAS; deputy commander of the unit for weapons; senior official of the IAS of the aviation formation of the federal executive body and organizations that are in charge of state aviation) (hereinafter referred to as the deputy commander of the unit) by IAS). They organize the implementation of the activities of the IAO, the established rules and norms for the operation and repair of nuclear power plants in part. For aviation, the general customer of which is not the Air Force, the rules, norms for operation and repair, the resources of the aviation aviation are established by the relevant senior officials of the IAS aviation of the branches (arms of service) of the Armed Forces, the main and central departments of the Russian Ministry of Defense, aviation of federal executive authorities and organizations, in which have state aviation, in agreement with the developer and manufacturer of aircraft. Repair of aircraft operated in aviation of the types (arms of service) of the Armed Forces, main and central departments of the Ministry of Defense of Russia, aviation of federal executive authorities and organizations in charge of state aviation, at manufacturing plants and AvRZ plan and organize the relevant senior officials of the IAS aviation types (genus 14

15 troops) of the Armed Forces, main and central departments of the Russian Ministry of Defense, aviation of federal executive bodies and organizations in charge of state aviation. They also interact with other management bodies to solve problematic issues of the operation and repair of nuclear power plants and increase the efficiency of IAO. IAS control is carried out through stationary or mobile launchers of formations, formations and units. At the command posts (hereinafter referred to as CPs) of formations, formations and units, jobs are allocated to the chief engineer of the association, the deputy commander of the formation and unit for IAS, respectively. The control point of the IAS part is an integral part of the command post of the part. The IAS control point of the unit is designed to guide the ITS of the unit in preparing the AT for use in peacetime and wartime, during flights, during the days of work on the AT and bringing it to combat readiness, timely informing the commander (headquarters) about the status and progress of the preparation of the AT, providing assistance to the flight director (at his request) in directing the actions of the flight crew in special cases in flight associated with aircraft failures, as well as to organize clear interaction with the flight crew. Equipping the PU IAS part with communications equipment in accordance with the report card to the staff of a separate communications battalion and RTO flights and maintaining them in good condition are assigned to a separate communications battalion and RTO flights. The radio communication means of the PU IAS of the part operate at the frequencies provided for general scheme part links. The units are at the PU IAS: during flights - the senior flight engineer, on the days of work on the aircraft - the duty engineer. The list of equipment and documentation that the PU IAS of the unit is equipped with is given in the appendix. The control point of the tech unit (military aircraft repair shops, hereinafter referred to as VARM) is designed to provide continuous management of the technological processes of routine and repair work. The system control point is designed to provide continuous management of the technological processes of missile preparation, maintenance, repair and bulletin work performed on missiles. During the work of the personnel of the tech unit (SIS, VARM) on the PU of the Tech unit (SIS, VARM) there are 15

16 dispatcher, if provided by the state, or a specially assigned specialist on duty. PU tech part (SIS, VARM) is equipped with a telephone connection with PU IAS part and two-way selector communication with subdivisions of the tech part (SIS, VARM). The objects of control of the IAS are the formations, formations and units subordinate to the relevant control bodies of the IAS and their subdivisions. Documentation of the aviation engineering service The documentation used by the IAS is divided into statutory (documents regulating the activities of the ITS and the maintenance of aircraft, means of operation and repair - general military regulations, combat regulations, rules, manuals, manuals, instructions, etc.), normative (orders, directives, orders, standards, general technical requirements, bulletins of the manufacturer or developer of the aircraft, methodological instructions, technical specifications, technical notes, instructions from the chief of armaments - deputy commander-in-chief of the Air Force for armaments, as well as senior officials of the IAS aviation of the types (arms of service) of the Armed forces and aviation of federal executive bodies and organizations in charge of state aviation), operational, repair, numbered (forms (with formulary schemes), passports and labels for AT), accounting and reporting. The numbered documentation is attached to each AT product and is its mandatory accessory. The procedure for maintaining, storing and restoring forms (passports) for AT is indicated in Appendix 3.3. Necessary changes and additions to operational, numbered and repair documentation are brought to parts by bulletins and instructions from the head of armaments - deputy commander-in-chief of the Air Force for armaments (senior official of the IAS aviation of the branch (arms) of the Armed Forces, the main (central) department of the Ministry of Defense of Russia, aviation of the federal body executive power and organizations in charge of state aviation). In aviation of the type (type of troops) of the Armed Forces, federal executive authorities and organizations in charge of 16

17 there is state aviation, in the association, connection, each part and AvRZ, a reference copy of the documentation (except for number, accounting and reporting) is maintained, in which all changes and additions are made for the operation and repair of aircraft. For the completeness and quality of filling in the reference copies, timely study with the personnel of all changes and additions made to the documentation, the chief (senior) engineers of the association (connection) in the specialty and senior engineers (engineers) of the unit in the specialty (chief engineer AvRZ) are responsible. These officials must ensure that changes (additions) are made to the documentation in a timely manner and at least once a year check the availability and condition of reference copies of the documentation with a note about this on a sheet pasted especially for this. For the timely introduction of changes and additions to the working copies of the documentation and their semi-annual reconciliation with the reference copy with a note about this on a sheet pasted especially for this purpose, nuclear engineers by specialty, heads of groups are responsible. Accounting and reporting of IAS are carried out in accordance with the forms and within the time limits established by the Rules and other documents developed by the Russian Ministry of Defense and federal executive bodies and organizations in charge of state aviation. 17

18 II. COMBAT READINESS OF THE ENGINEERING AND AVIATION SERVICE AND AVIATION EQUIPMENT General provisions and repair of AT for its intended use. The commanders and headquarters are responsible for the staffing of the ITS with the means of operation and repair, vocational training ITS, readiness of means of operation and repair - the leading ITS of units, formations and associations. The combat readiness of the AT (the state of the AT, which determines the degree of its readiness to perform combat missions) is determined by the serviceability of the AT and the time required to prepare it for the performance of combat missions. An aircraft is considered serviceable if it meets all the requirements of the operational documentation (hereinafter referred to as the ED), on which the established maintenance operations have been performed, all identified damages and failures have been eliminated, and directive instructions have been followed. A serviceable aircraft, its aggregates and equipment must have the remnants of the assigned resource and service life not less than those required to perform a flight to the maximum range. Serviceability standards for aircraft in parts and the procedure for its assessment are established by order of the Minister of Defense of the Russian Federation (head of the federal executive body and organizations in charge of state aviation). Combat-ready is a serviceable aircraft, prepared for combat flight, equipped with ASI or other means according to the assigned task. The following assigned durability indicators are established for aviation equipment: o the assigned resource before the first repair (the total operating time established in the regulatory documentation from putting the AT sample into operation until it is sent for the first repair, regardless of the technical condition); eighteen

19 o assigned overhaul life (established in the regulatory documentation, the total operating time from the end of the repair of the AT sample to its direction for the next repair, regardless of the technical condition); o the assigned resource before decommissioning or the full resource (the total operating time established in the regulatory documentation from the commissioning of the AT sample to its final decommissioning, regardless of the technical condition); o the designated service life until the first repair (the calendar duration of operation established in the regulatory documentation from putting the AT sample into operation until it is sent for the first repair, regardless of the technical condition); o the designated overhaul period of service (the calendar duration of operation established in the regulatory documentation from the end of the repair of the AT sample to its direction for the next repair, regardless of the technical condition); o the designated service life before decommissioning or the full service life (the calendar duration of operation established in the regulatory documentation from the commissioning of the AT sample to its final decommissioning, regardless of the technical condition). The beginning of the countdown of the assigned resource (service life) before decommissioning and the assigned resource (service life) before the first repair of the aircraft, as well as components, is the date of acceptance of the aircraft by the military representation of the Russian Ministry of Defense (hereinafter referred to as the military representation) at the manufacturing plant, recorded in the form, and the assigned overhaul resource (service life) - the date of entry in the aircraft logbook on the completion of repairs by the head of the AvRZ. For aviation equipment, a warranty resource and (or) warranty service life (time and (or) calendar duration of operation, during which the manufacturer or AvRZ guarantees and ensures compliance with the established requirements for aircraft, provided that the rules for operation, storage and transportation in military units are observed) . The assigned resources (service life) of the AT, the general customer of which is the Air Force, are established in the technical operation manual (hereinafter referred to as the OM), the form, the passport, the bulletins of the AT developers, put into effect on 19

20 Chief of Armaments - Deputy Commander-in-Chief of the Air Force for Armaments, as well as instructions from the Chief of Armaments - Deputy Commander-in-Chief of the Air Force for Armaments. If the aircraft is operated by only one type (type of troops) of the Armed Forces or by the federal executive authority or organization in charge of state aviation, then the assigned resources (terms of service) can be established by senior officials of the IAS of this type (type of troops) of the Armed Forces, federal executive body or organization in charge of state aviation. The average balance of the assigned before the first repair (overhaul) resource of all aircraft and AE in the part must be at least 10%. The development of the resource should be stepwise. Components, the resource (service life) of which is not specified in the bulletin on the resource of the aircraft or IM, are operated within the resource (service life) of the type of aircraft or engine on which they are installed. Aircraft resource consumption includes 100% of work in the air, helicopters - 100% of work in the air and 20% of the work of the carrier system on the ground. The resource consumption of engines and propellers includes 100% of their work in the air and 20% of their work on the ground. 100% of work in the air and on the ground is included in the resource consumption of the aircraft and the engine of the unmanned vehicle. For equipment and units, the resource of which is set in hours, the operating time is taken into account according to the flight time of the aircraft or according to the readings of the operating time counter, if it is installed. Ensuring combat duty The following are assigned to combat duty: o engineering and technical staff approved for operation of an aircraft of a given type; o combat-ready aircraft with a resource reserve that provides at least three (for long-range and strategic aircraft - at least two) sorties with a maximum flight duration; o aviation means of destruction, PTS, removable equipment, prepared in accordance with the instructions for their operation and having a resource reserve within the limits of duty. 20

21 Personnel, AT, ground support facilities (hereinafter referred to as SNO), assigned to combat duty, constitute the forces and means of the duty unit. The composition, number of specialists of the aviation unit and units, the number of aircraft, ASP, SNO OP allocated for combat duty are determined by order of the commander of the aviation unit. It is prohibited to use a duty unit to solve tasks not related to combat duty. The duty unit is located in specially designated parking lots, which are equipped with service stations and communications equipment, consumables and documentation necessary for duty, in accordance with the list approved by the deputy commander of the IAS unit. In addition, reinforcement aircraft are allocated in each unit involved in duty. Their number and terms of preparation for a combat flight are established by the decision of the formation commander, based on the conditions for basing a particular unit. On the reinforcement aircraft, all the work provided for by the maintenance regulations (hereinafter referred to as RO) in preparation for a combat flight must be completed. The order and terms of their implementation are determined by the decision of the unit commander. For each aircraft of the duty unit and reinforcements, at least two ammunition sets prepared for use are allocated. The first ammunition load is installed on the aircraft. The second ammunition and subsequent ammunition are contained in accordance with the requirements established by the unit commander. On the aircraft on combat duty, pre-flight preparation is performed daily at the time set by the commander of the unit without removing suspended loads and ASP. At the same time, it is forbidden to turn on the electrical circuits (systems) for controlling the release of cargo and fire; on the units of aviation weapons (hereinafter referred to as AB), safety checks and devices must be installed to prevent their unauthorized operation. For the period of performance of all types of work specified in the OM, RO (except for pre-flight preparation, preparation for a re-flight and post-flight preparation), as well as if it is necessary to eliminate malfunctions, the aircraft is removed from duty and replaced by another (prepared for combat duty) aircraft. 21

22 The admission of the aircraft to combat duty after their training by all specialists is carried out by the commander of the nuclear unit (deputy commander of the air force for the IAS), from which the aircraft are allocated. Anti-theft devices (hereinafter referred to as PUU) from the engine control levers (hereinafter referred to as RUD) of aircraft on combat duty are removed when the duty forces are put on alert. him. The deputy commander of the unit for IAS, the engineers of the unit by specialty control the combat duty of the ITS of the duty unit in accordance with the schedule approved by the unit commander. Ensuring the redeployment of the aviation unit The engineering and technical staff and the means of operation and repair must be constantly ready for redeployment. For this, the maintenance and repair facilities required for operation at an operational aerodrome must be prepared for packaging and containment. Packages and containers must be adapted for transportation by any mode of transport. Units (blocks, parts) located in technical first-aid kits must be serviceable. The relocation of ITS, means of operation and repair is preceded by advance and direct preparation. During advance preparation, which is carried out in the course of combat training, the following are carried out: o standard calculations for redeployment by various modes of transport; o processing of applications for fixing and packaging material and means of loading; o preparation of a set of necessary spare parts and consumables; o preparation of packages, containers for placement of means of operation and repair; about flight crew training self-training aircraft to fly; 22

23 about ITS simulators for loading and unloading technical equipment. Direct preparation begins with the receipt of an order to relocate the unit. It aims to prepare ITS, AT and means of operation and repair for a specific relocation. For these purposes, under the leadership of the deputy commander of the unit for IAS, a relocation plan is developed, which is an integral element of the relocation plan of the unit and provides for the following activities: carrying out the containment and packaging of the means of operation and repair required to perform all types of aircraft preparations for flights and military repairs; development of the list compulsory works, which must be performed on the AT before relocation; conducting classes to study the specifics of aircraft training at operational airfields; participation of the leading ITS in the conduct of ITTTR; participation of the head of the ITS in carrying out reconnaissance of operational airfields, sites, sections of highways, on which the aircraft will be landed; preparation for delivery to the ATC of maintenance and repair facilities, as well as a training base that are not subject to transportation to operational airfields. Containerization and packaging of means of operation and repair is carried out by the ITS of the divisions of the unit. The necessary fastening and packaging material, means of loading are prepared in advance and delivered according to preliminary requests. For the timely and complete provision of vehicles, according to applications, the chief of staff of the association (formation, unit) is responsible. The duties of officials of the IAS of the unit participating in the redeployment must be worked out in advance by the deputy commander of the unit for the IAS. He also instructs senior teams and groups. The senior commands (groups) of the IAS unit must have: technical documentation in accordance with the list approved by the deputy commander for the IAS; list of personnel of the team (group); copies of planned flight tables; 23

24 schemes for the dispersal and organization of the protection of the aircraft at operational airfields; an extract with data for the restructuring of radio stations and navigation systems and data on the route, certified by the navigator and the head of communications of the unit; an inventory of the technical property of the team (group) indicating the volume and weight of the property; inventories of the cargo and parts of the pass issued by the headquarters for the transport of goods across the border (if necessary); an extract from the actions of the flight crew in the event of special cases in flight. In case of relocation of the aviation unit to another airfield separately from the attachment, the senior team (group) must have a certificate for armament and property transported as part of the team (group), coupons and check requirements for obtaining fuel and lubricants, certificates (coupons) for providing food in paths. Each ITS specialist involved in the relocation should be aware of their relocation duties and be able to competently and quickly perform them. Bringing the duties to each ITS specialist and monitoring his readiness to work in the conditions of relocation are assigned to the immediate supervisor. A forward team and a release team are being created to support the rebase. The advanced team is designed to meet the aircraft at the operational airfield and prepare them for flight in accordance with the assigned task. The release team is designed to release the aircraft from the base airfield and build up forces during the preparation of the aircraft at the operational airfield. It departs from the base airfield after the release of the aircraft. Responsible for the timely assistance to the advanced team in the preparation of overflight aircraft and the organization of material and aerodrome-technical support is the senior aviation chief of the operational aerodrome (airfield of maneuver). When several units are based at an airfield, he establishes the order of training of overflying aircraft between units and exercises control over the provision of assistance to the forward team. In the absence of a forward team, the preparation of the aircraft is carried out by the ITS of the units based at the maneuver aerodrome, under the guidance of the flight crews of the overflying aircraft. 24

25 Flight crews must be trained to independently perform aircraft training in the scope of: pre-flight, re-flight, post-flight training and be ready to conduct them according to pre-worked-out AT preparation flow charts, which must be on board the aircraft. After the preparation of the aircraft at the aerodromes for the maneuver by the flight crews, the crew commander makes an entry on the completion of the training in the on-board card. When preparing overflying aircraft, it is allowed to issue one copy of the on-board card for each aircraft, while information on the preparation of the aircraft is also entered in the aircraft flight preparation log (hereinafter referred to as the training log) (Appendix 3.9), which is kept by the senior team (group). Each aircraft in the journal is given a separate sheet. The procedure and features of the relocation of ITS and technical equipment by air, road and rail (water) transport are given in Appendix. The keys are handed over together with the flight documentation for storage in the secret compartment of the aviation unit. 25

26 III. BASIC PROVISIONS FOR THE PERFORMANCE OF WORK ON AVIATION EQUIPMENT General Provisions The organization of the work of the ITS and the rules for the technical operation of the aircraft are established by the Rules, instructions of the chief of armament - deputy commander-in-chief of the Air Force for armament, ED. The technical operation of aircraft, the general customer of which is not the Air Force, is determined by the Rules and is carried out according to the operational and repair documentation put into effect by the main customer, taking into account the specifics of aviation of federal executive authorities and organizations in charge of state aviation. In order to save aircraft, means of its operation and repair when placing them in parking lots, it is necessary to: securely cover the aircraft and equipment units with serviceable protective covers; tightly close, and where provided, and seal the cockpit, maintenance hatches and various inlet and outlet devices, dynamic and static pressure receivers; regularly ventilate the aircraft, dry the protective covers; timely remove snow, ice, dirt from the aircraft, ground equipment and TSA; to prevent damage to the skin and paintwork during work on the aircraft. Operating electrical units, power plants, compressors, hydraulic installations, motor heaters used in the performance of work on the AT must be under the constant control of specialists who use them in the performance of work, or persons assigned to these funds. Removal, installation of units, devices and assemblies, performance of routine and repair work are carried out with the adoption of measures that exclude the ingress of tools, parts (screws, bolts, locking material), working fluids, dust, rain, snow on connectors and assemblies. For this purpose, protective devices (nets, covers, traps, plugs, etc.) must be used. Protective lips 26

27 roystva are painted red and, if there are several, are connected to each other. Protective devices are marked, accounted for and stored in tool pantries (containers). Rearrangement of units (blocks) from one aircraft to another is allowed in exceptional cases with the permission of the deputy commander of the unit for PAS with a mandatory record of this in the appropriate sections of the aircraft forms, passports of units (blocks) and training logs. Units (blocks and parts) received from warehouses and bases, in order to determine their serviceability, before installation on an aircraft, are necessarily inspected and checked in the oto (tech parts). The scope of the check is set by the engineer of the part in the specialty. Units are re-tested before installing them on the aircraft, if more than three months have passed since the test. In all cases, after the replacement of an individual unit or a set of equipment as a whole, a full check of the operability of the entire system, which includes the unit or equipment, is carried out on the aircraft. Aircraft units, instruments, parts are placed indoors on racks, in cabinets with identification on the tags of the numbers of the unit (unit) and the aircraft from which they were removed, indicating the date of the last check. Joint storage of serviceable (repaired) and faulty units (devices) is prohibited. Small parts (screws, bolts, nuts) are stored in boxes (bags, sorters) specially provided for this purpose, on which the belonging of the parts to the aircraft equipment and the aircraft number are indicated. The number-by-number documentation is stored in cabinets on the shelves (in cells) allocated for each aircraft. Organization of work on aviation equipment The following types of work are performed on the aircraft: preparation for flights (pre-flight, pre-flight, re-flight, post-flight, day of work on the aircraft); periodic; regulatory; control and recovery service (hereinafter referred to as KVO); control and recovery (hereinafter referred to as - KoVR); 27

28 targeted inspections and checks; seasonal maintenance (preparation for winter (summer) operation); storage work; military repair; bulletin work. The organization of work during storage, military repair, according to the bulletins of developers and manufacturers is considered in the relevant sections of this manual. Specific types of work at the AT, the volume and frequency of their implementation are determined by the RC, RO, storage regulations (hereinafter referred to as RC), instructions from the chief of armaments - deputy commander-in-chief of the Air Force for armaments (senior officials of the IAS aviation of the types (arms of service) of the Armed Forces, main and central departments of the Ministry of Defense of Russia, federal executive bodies and organizations in charge of state aviation). Works on the AT are carried out according to the technological maps developed by the engineers of the unit in the specialty on the basis of the existing RE, RO, RH. Determination of the need to develop technological maps for the implementation of targeted inspections, work on bulletins and the development of these technological maps is carried out by engineers of the unit in the specialty. Depending on the level of reliability and the development of aircraft by personnel, climatic conditions and conditions of basing, the number of flight shifts without conducting the next day of preliminary training (day of work on aircraft) within the limits allowed by the RO, in each specific case, can be established by the deputy commander of the unit for IAS. It is prohibited to reduce the established scope of work, increase the frequency of aircraft preparation for flight and routine maintenance, except for cases stipulated by these Rules. The duration of all types of preparations for flights and routine maintenance, as well as the forces and means necessary for this, are determined on the basis of directive or standard time standards, taking into account the conditions of basing, qualifications and staffing, the availability of material resources and are established 28

29 by the order to merge for specific types of AT annually by the beginning of the academic year. For the rational distribution of forces and means, determining the required time and number of STO AT, the deputy commander of the unit for IAS organizes the development of technological schedules for the implementation of: routine maintenance; control and recovery service; work during storage; periodic works; preliminary preparation; pre-flight preparation; preparation for re-flight; post-flight preparation; emergency training; preparation for use as intended AT on BRS. For the management of the ITS, control of work on the preparation and verification of the state of the AT, as well as for organizing interaction with the support units on the days of the work on it, an engineer on duty is appointed from among the engineers of the unit in the specialty, and from the unit - on duty for airfield technical support. The time for performing work on the AT is set by the daily routine of the unit. During hours not provided for by the daily routine, work on individual aircraft is carried out under the guidance of a nuclear engineer in the specialty or the head of the technical calculation (crew commander) with the permission of the unit commander. The scope of work on the AT, set for each specialist for a day (shift), should be a technologically completed operation (a set of operations) and ensure that the work begun is completed to the end. It is allowed to entrust the execution of unfinished work to a new executor to the head of the technical calculation (team leader) after a personal check of the status of the unfinished work and instructing the new executor on the procedure for its completion. During pre-flight preparation and preparation for a re-flight, it is prohibited to entrust the completion of work not completed by one person to another person. In case of emergency, the preparation of the aircraft for flight is carried out by another specialist with the repeated performance of all work. 29

30 Before starting work, the nuclear commander (head of the technical crew) instructs the personnel on security measures, clarifies the procedure for working on the AT, the features of its preparation, the sequence of application of the service station. Control of the state of AT by the leading ITS is carried out according to the plan of the deputy commander of the unit for IAS. Each aircraft must be inspected by the leading TTS from the nuclear commander and above at least once every 3 months. The volumes of pre-flight, launch and control (periodic) inspections are determined by the RO. The scope of the control inspection of the Armed Forces, for which it is not determined by the RO, is developed by research institutions (hereinafter referred to as NRU) of the Air Force and put into effect by the instructions of the chief of armament - the deputy commander of the Air Force for armament. The results of the examinations are recorded in the preparation log. When conducting a control (periodic) inspection by the leading ITS from the nuclear commander and above, the results of the inspection are recorded in the preparation log and the relevant parts of the aircraft and engine (engines) form. The persons who carried out these works are responsible for the quality and timeliness of the work at the AT. All work must be recorded in the preparation log signed by the persons who performed the work and supervised its implementation. All work on the aircraft is carried out only with the permission of the aircraft technician and in his presence. On the beginning and completion of work on the aircraft, the specialists report to the aircraft technician. Before starting work, the aircraft technician checks the presence and serviceability of seals (seal impressions), the condition of the covers, and conducts an external inspection of the aircraft. If an aircraft is found to have external damage or seal failures, the aircraft technician must immediately report this on command. The opening of such an aircraft and its preparation for flight are carried out only with the permission of the deputy commander of the unit for IAS, who reports the incident to the unit commander. An investigation into the case of external damage to the AT or a violation of the seal is carried out on behalf of the commander of the aviation unit by its officials together with the officials of the AP. The decision on the materials of the investigation is made by the commander of the aviation unit. Each specialist who discovered a malfunction of the AT or damaged it in the process of performing work reports (reports) 30

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