LEFT AND RIGHT FORWARD PANELS

Left Forward Panel

2-9: Left forward panel

The left forward panel is primarily dedicated to various flight control gauges and warning systems. While most of the primary flight information will be displayed on the heads up display (HUD), the analog gauges can provide a valuable backup and provide additional information not present on the HUD.

1. Master caution push-light – Resets the light to off when pressed [M]. The master caution light will turn on anytime a warning or caution light is activated

2. Caution lights panel

3. Vertical Velocity Indicator (VVI)

4. Attitude Director Indicator (ADI)

5. Barometric altimeter

6. Horizontal Situation Indicator (HSI)

7. Automatic/Manual course and heading source switch

8. Laser rangefinder/designator mode switch

9. Laser designator reset button

10. Rotor pitch indicator

11. Mechanical Clock

12. Gear position indicator

13. Rotor RPM indicator

14. Radar altimeter

15. Indicated airspeed indicator

16. Rotor RPM warning push-light [B]

17. Missile warning system with laser jammer, self protection system mode of operation select, No function

18. Warning, Cautions, and Advisory lamps test button [L + LSHIFT]

19. Accelerometer

Details of the above gauges and indicators are described below. Note that the example gauge and indicator readings shown in figures may not be indicative.

Right Forward Panel

2-10: Right forward panel

The right forward panel is dominated by the ABRIS display, but also includes gauges for flight control, test devices, engine management, and fuel management.

1. Cockpit light

2. EKRAN Warning System display

3. Standby Attitude Indicator (SAI)

4. Cockpit air conditioner vent

5. Night light

6. Exhaust gas temperature indicator test buttons

7. Exhaust gas temperature indicator

8. Dual engine RPM indicator

9. Fuel quantity indicator

10. ABRIS cursor control

11. Multi-function ABRIS buttons

12. ABRIS brightness display knob

13. ABRIS On/Off switch

14. ABRIS display

Please see the ABRIS section of this manual for a detailed explanation of this sub-system.

Attitude Director Indicator (ADI)

The Attitude Director Indicator (ADI), also referred to as the "artificial horizon," indicates the helicopter‟s orientation relative to the horizon. To operate the ADI, electrical power will need to be active after the Inertial Navigation Unit (INU) power-up sequence is complete. The ADI includes the following indications:

 Pitch (fore and aft tilt) and bank (side to side tilt) angles

 Desired pitch and bank (to reach the next waypoint)

 Assigned airspeed

 Assigned altitude

 Lateral deviation from assigned flight path or hover position

 Yaw angle

 ADI malfunction

2-11: Attitude and Direction Indicator (ADI)

1. Lateral deviation from assigned flight path. Located at the top of the ADI, this line indicates the degree to which the aircraft is flying along the assigned heading along the route leg. If the aircraft is flying along the correct heading, the vertical line will be centered in the window. If, however, the line is on the right side, you are flying to the left of the desired flight path and vice versa if the line is to the left.

2. Assigned pitch and bank steering not available flag. If no steering information is available, this red flag will be visible in the top left corner of the ADI.

3. Deviation from assigned airspeed. Along the left side of the ADI is a vertical scale that represents the aircraft‟s current speed in relation to the set airspeed for the current leg of the route. If the indicator is below center, it indicates that the aircraft is traveling too fast and vice versa if the line is above center.

4. Aircraft symbol. Appearing like a fixed-wing aircraft, this symbol indicates current aircraft pitch and roll in relation to the artificial horizon. Note that it is different from western ADI instruments that have a static aircraft symbol. With the Russian-style ADI, the aircraft will move according to bank angle.

5. ADI malfunction flag. If the INU is not providing attitude information or the ADI is not receiving power, this flag will be visible.

6. Self-test button. The first press of this button will open the cover [A + LALT + LCTRL + LSHIFT] and a second press will run a self-test [A + LALT + LSHIFT].

7. Pitch scale. Displayed in large 10 degree increments with 5 degree hash marks between, these lines are inscribed on the ADI artificial horizon ball and indicate aircraft pitch angle in relation to the aircraft symbol.

8. Bank steering bar. This vertical, gray bar can move to the left and right and indicates the level of bank needed to align the aircraft on the correct steering course. If the aircraft is on course or no steering information is available, the bar will be centered.

9. Deviation from assigned altitude. This vertical scale and yellow caret on the right side of the ADI indicates the aircraft‟s current altitude in relation to the assigned altitude for the current leg of the route. If the aircraft is too high or too low, the caret will be below or above the center mark. The caret being above the center point would indicate that the aircraft was below the assigned route leg altitude.

10. Pitch steering bar. This horizontal, gray bar can move up and down and indicates the pitch angle needed to align the aircraft on the correct steering course altitude. If the aircraft is on course at the correct altitude or no steering information is available, the bar will be centered.

11. Aircraft symbol setting knob. This knob can be rotated left [, + LALT + LSHIFT] and right [. + LALT + LSHIFT] to move the horizon line on the ADI ball vertically. You can use this function to fix any misalignment before flight. This control can also be used to “zeroise” the horizon indication for the given angle-of-attack. This can be useful in simplifying the level flight control at a given airspeed.

12. Yaw indicator. Indicating the yaw of the aircraft, this indicator displays a ball in a liquid filled tube. If there is no yaw in the flight path, the ball will be centered. If there is yaw, the ball will be displayed in the opposite direction of yaw. The sideslip indication ball moves by local acceleration so it will not always display the actual sideslip. This depends much on the type of maneuver you are flying.

Horizontal Situation Indicator (HSI)

The Horizontal Situation Indicator (HSI) is located in the left forward panel and it displays aircraft heading, offset from the assigned flight path, and position relative to a selected navigation reference that may be a steerpoint, fixed point, radio beacon, or airfield. Although primary navigation data may be displayed on the HUD, the HSI provides additional information for precise navigation. To operate the HSI, electrical power will need to be enabled and the either the “K-041” or “Navigation System” switch must be set to ON. The HSI will operate after INU alignment is complete.

Waypoint vs. Steerpoint

Often incorrectly used interchangeably, the two terms are in fact different. A waypoint is a list of navigation points that have unique coordinates and names. A steerpoint on the other hand is the current waypoint that is selected for navigation. As such, there can be many waypoints but there can only be one steerpoint at a time.

The HSI includes the following indications:

1. Current heading (demarcated in 5 increments).

2. Desired flight path heading, according to flight plan or entered manually.

3. Desired course (shown both with analog needle and digital counter), according to flight plan or entered manually.

4. Distance to steerpoint.

5. Bearing to a radio station, as measured by the ARK-22 radio-compass.

6. Lateral deviation from the assigned flight path or hover position.

7. Longitudinal deviation from an assigned hover position.

2-12: HSI Indicator

1. Heading unreliable, “КС” flag. If the INU fails to provide current heading, or the HSI is not receiving power, this flag at the top of the instrument will be visible.

2. Distance steerpoint. Shown as a numeric, this number indicates the direct range to the steerpoint in kilometers.

3. Desired heading (DH) index. This thick yellow line indicator on the outside of the compass card indicates either the desired heading to steerpoint or a manually set heading.

4. Navigational computer failure “K” flag. If navigational computer BIT continually fails, this flag on the left side of the instrument will be visible.

5. Desired Track Angle (DTA) pointer. This arrow is according to flight plan or entered manually. This indicator appears as two white lines with an arrow at the end. A corresponding “tail” exists 180 degrees on the opposite side of the compass.

6. Longitudinal deviation from an assigned hover position. This horizontal, gray line in the center of the instrument indicates the helicopter‟s relative longitudinal hover position compared to when hover mode was initiated. If the line is below the center point it indicates that the helicopter is hovering too far forward of the initial hover point. Conversely, if the line is above the center point it indicates that the helicopter has moved too far backwards. Ideally, you want the horizontal and vertical lines to form a cross in the center.

7. Self-test button. Press this button to run a self-test of the instrument. [H + LALT + LCTRL]

8. Desired Heading set knob. If the “DH/DTA source” switch is set to the Manual position, this knob may be rotated left [, + LCTRL + LSHIFT] and right [. + LCTRL + LSHIFT] to manually set the desired heading index to steerpoint.

9. Current heading reference arrow. At the top of the compass card is a downward pointing arrow that indicates the current heading of the aircraft when matched with the compass heading below.

10. Desired Track Angle digital counter. Shown as a numeric, this number indicates either desired track angle to the steerpoint or a manually selected number in degrees.

11. Compass card. This circular gauge rotates according to current aircraft heading. The current heading is shown at the very top of the card underneath the heading reference arrow.

12. Lateral deviation from the assigned flight path or hover position. This vertical, gray line in the center of the instrument indicates the helicopter‟s relative lateral position compared to when hover mode was initiated, or to the assigned flight path between previous and current steerpoints. If the line is to the left of the center point it indicates that the helicopter is hovering too far to the right. Conversely, if the line is to the right it indicates that the helicopter has moved too far to the left. Ideally, you want the horizontal and vertical lines to form a cross in the center. Note that if Hover mode is inactive and the “Heading/Course flight path mode” on the Autopilot panel is set to the Heading position, that the deviation indicator will become inactive (will be centered). In the Heading mode, direct flight to the steerpoint method is used.

13. “ЗПУ-ЗК РУЧН – АВТ” (DH/DTA source) switch. This switch is used to select between automatic and manual desired heading and desired track angle setting of the HSI. When in the default down position, automatic “АВТ” mode is selected. When in automatic mode, the heading and course pointers will be updated by the navigation system and automatically change according to the current waypoint. When in the up position, manual “РУЧН” mode is selected and the DH and DTA knob is used to adjust the pointers. [H + LCTRL]

14. Navigational computer failure “Г” flag (same as item 4). If the navigational computer has a continuous BIT failure, this flag will appear on the right side of the instrument.

15. RMI bearing to radio station. This small yellow arrow points to the bearing of the selected radio station. This bearing is read from the OUTER, non-moving

scale and the radio station is selected via the ARK-22 Automatic Direction Finder control panel.

16. Outer scale. This static scale has markings for 6, 12, 24, and 30, and is used to read bearing to the radio station indicated by the yellow arrow.

17. Desired Track Angle knob. If “DH/DTA source” switch is in the Manual position, this knob may be rotated left [, + LALT + LCTRL] and right [. + LALT + LCTRL] to set a DTA manually to steerpoint pointer.

Laser Designator Panel

2-13: Laser designator panel

1. The small “СБРОС ЛДП” laser designator reset button is used to cease laser illumination, if it has not already timed out after 20 sec. [O + LALT + LCTRL]

2. The laser range finder / laser designator mode toggle “ЛД-ЛДП” switch is located directly below the HSI and is set to the “ЛД” laser range finder position by default. [O + LSHIFT] When set to the “ЛДП” laser designator position, the laser can be used to designate targets for weapons such as the Kh-25ML, Kh-29L or laser bombs. The Ka-50 can search for a target and illuminate it for 20 seconds by a second press of the ENTER key. This switch does not affect “Vikhr” employment.

Rotor Pitch Indicator

The rotor blade pitch indicator is used to monitor the pitch angle of the rotor blades. The collective pitch control can be used to increase rotor pitch up to 15.

2-14: Rotor blade pitch indicator

Barometric Altimeter

The barometric altimeter indicates the aircraft‟s current altitude above sea level (ASL). The altimeter dial has two hands: one full rotation of the long hand represents 1,000 meters and one full rotation of the short hand represents 10,000 meters. The altimeter has a calibration knob for QFE pressure setting of local barometric pressure (shown in the small window). The scale on the pressure dial is demarcated in millimeters of mercury (mmHg). The local air pressure is usually entered while the helicopter is stationary on the ground.

2-15: Barometric altimeter

1. Short hand (1,000 meters)

2. Long hand (meters)

3. QFE knob can be rotated left [- + RSHIFT] and right [= + RSHIFT]

4. Desire altitude bug (set manually)

5. QFE pressure scale in millimeters of mercury (mmHg). The red tick mark indicates normal pressure 760 mmHg.

Vertical Velocity Indicator (VVI)

The VVI measures the aircraft‟s rate of climb or descent. Vertical velocity is measured in meters per second (m/s) and the maximum measured values are 30 m/s.

2-16: Vertical Velocity Indicator (VVI)

Rotor RPM Indicator

The rotor RPM indicator displays the tachometer measurement of rotor‟s revolutions per minute (RPM) as a percentage of its maximum value. This instrument does not require any electrical power. If the rotor RPM falls below the minimum safe value of 83% or increases over 98%, the yellow "НВ" (Rotor) warning push-light on the left forward panel will flash, and an audio warning is heard in the pilot‟s headphones. To reset the warning, you may click on the push-light. [R + LALT + LCTRL]

2-17: Rotor RPM indicator

1. Maximum allowed rotor RPM – 98%

2. Minimum safe RPM in flight – 83%

Airspeed Indicator

The airspeed indicator displays the aircraft‟s forward velocity. The indicated values start at 20 km/h and use an expanded scale up to 50km/h. After 50km/h, the scale is demarcated in 10km/h increments. The indicator though is incapable of measuring IAS below 50-70 km/h or when flying backwards.

2-18: Airspeed Indicator

Accelerometer

The accelerometer (or "G-meter") indicates the current maneuver loading on the helicopter; it is measured in regards to normal gravity (1 G). The red needles indicate the highest and lowest G attained during a sortie. A button in the lower right of the scale is used to reset the lowest and highest attained G. The scale starts at 1 G (the earth's normal gravity) and is demarcated from -2 to +4 G.

2-19: Accelerometer ("G-meter")

1. Lowest G attained

2. Current G

3. Highest G attained

4. Reset needles button [- + LSHIFT]

Radar Altimeter

The radar altimeter displays the helicopter‟s altitude above ground level (AGL), to a maximum altitude of 300 m AGL. Altitude is measured by a small, downward-facing radar.

2-20: Radar Altimeter

1. Yellow safe altitude threshold bug set by the safe altitude setting knob.

2. A ТЕСТ (Test) button for testing the instrument. When this button is pressed, the arrow moves to 15 m altitude and indicates that the altimeter is functioning properly. [R + LALT + LSHIFT]

3. Instrument failure flag. Presence of this flag indicates that the altimeter is not operating.

4. Combined knob for setting the minimum safe altitude and yellow warning lamp. The triangle yellow warning lamp will illuminate after reaching safe altitude during the descent of the helicopter. Simultaneously, a warning tone will be heard. The knob may be rotated left [, + LSHIFT] and right [. + LSHIFT].

The scale is calibrated from 0 to 300 meters and has the following sub-ranges:

 From 0 to 20 m – demarcated in 1 m increments

 From 20 to 50 m – demarcated in 2 m increments

 From 50 to 200 m – demarcated in 10 m increments

 From 200 to 300 m – demarcated in 50 m increments

When flying above 300 m AGL, the arrow goes up to the 300 m sector and the failure flag will drop out to indicate that the altimeter is not operating. The radar altimeter turns on with activation of the targeting–navigation system by setting the K-041 switch to ON. About 10 seconds after powering on, the arrow will turn to the max range and then go back; the warning flag will go off simultaneously. When the pointer arrow turns past 0, the safe altitude threshold bug will snap into action and the warning yellow lamp and audio warning tone will be heard.

Clock

The mechanical clock displays the current time of day in hours, minutes, and seconds. It can also be used to measure mission time in hours and minutes, and as a chronometer to measure short time periods (up to an hour) in minutes and seconds.

2-21: Clock

1. Mission time clock dial

2. Time of day clock dial

3. Stop-watch clock dial

4. Mission time indicator

5. Right knob

6. Left knob

Clock functions include: The time of day display operates continuously. Mission time can be activated as desired by pressing the left knob [C + RALT + RCTRL + RSHIFT]. The stop-watch can be activated as desired by pressing the right knob [C + RALT + RSHIFT]. To set the time, rotate the right button crown clockwise [. + RCTRL + RSHIFT] when the second hand points to 12: this will stop the clock. Then pull the left button crown [M + RSHIFT] while holding down the right mouse button and rotate it counter-clockwise [, + LALT] or clockwise [. + LALT] to set the desired time. Rotating the right button crown counter-clockwise again resumes clock operation with the new time setting [, + RCTRL + RSHIFT]. Mission time is indicated on the small scale at the top of the clock face. Press the left red button to start the timer [C + RALT + RCTRL + RSHIFT]. A red light will glow, and the timer will start ticking. To stop the timer, press the red button again [C + RALT + RCTRL + RSHIFT]. A red-and-white dot will appear on the timer scale. To reset this timer, press the red button once again [C + RALT + RCTRL + RSHIFT] or [M + RSHIFT].

The stop-watch is the small scale at the bottom of the clock face and is used to accurately measure short time spans (up to 1 hour). It is controlled with the white button on the right, in a similar fashion as the mission time clock. The clock spring is wound manually by rotating the left button crown to its mechanical stop. The spring contains enough energy for two days of operation.

EKRAN System

The internal diagnostic and warning system communicates audio and text messages to the pilot via the EKRAN-32-03 display. The EKRAN display is located on the right forward panel.

2-22: Universal signal panel of the EKRAN system

1. Display window

2. FAIL light

3. MEMORY light

4. TURN light

The EKRAN-32-03 ("EKRAN" for short) Built-In Test (BIT) display is part of the integrated cockpit information system. EKRAN functions include:

 Diagnostics of all aircraft systems and components that informs the pilot of any failures, and (in the system-tracing mode) indications of any equipment operation abnormalities in flight.

 Equipment diagnostics using built-in sensors, and documenting test results during pre-flight checks and ground maintenance.

The EKRAN can be activated by setting the “ВМГ ГИДРО ЭКРАН” (Power plant, hydraulics, EKRAN self-test systems) switch [N + LCTRL + LSHIFT] (located on the bottom portion of the auxiliary control panel) to the down position. In case of an emergency, backup electrical power is provided to the EKRAN system from the onboard batteries. [H + LALT + LSHIFT]

The EKRAN operates in two modes:

 Flight Control

 Ground Control, No function

When in the Flight Control mode, the EKRAN provides the following functions unless power is no longer provided:

 Display of text messages regarding system failures and emergency operation of the components and systems. The messages will provide a recommendation to the pilot (for example: “ПРОВЕДИ КОРРЕКЦ КООРДИНАТ” (CHECK COORDINATES CORRECTION), to attract pilot‟s attention to the cockpit warning system. This warning system generally consists of the flashing master warning light (MWL) and a voice message.

 Storing incoming data for further prioritization and then sending it to the EKRAN display to be accessed by the pilot.

 Documenting the incoming data to the EKRAN information on a special tape with indications of the receiving times calculated from the moment the EKRAN is switched on.

 Automatic printing to tape of the digital codes of the last 64 registered messages (between EKRAN start-up and shut-down).

Depending on the number of controlled parameters, Flight Control mode can be divided into four stages:

1. From EKRAN start to engines start-up.

2. From engines start to take off and landing to EKRAN powered off.

3. Flight.

4. Print the last 64 signals that occurred in flight and eight seconds after landing.

First stage The first stage begins the moment the EKRAN is turned on and ends when either engine cut-off valve is placed in the OPEN position or a throttle lever is moved to the AUTO position. To avoid premature failure indication during startup, the following engine and gearboxes parameters indication are engaged only:

 “ДАВЛЕНИЕ МАСЛА ПРИВОДОВ” (ACCESSORY OIL PRESS)

 “ДАВЛЕНИЕ МАСЛА ЛЕВ/ПРАВ РЕД” (GEARBOX OIL PRESS LEFT/RIGHT)

 “ПРЕДЕЛ ВИБРАЦИЯ ЛЕВ/ПРАВ ДВ” (CRITICAL VIBRATION LEFT/RIGHT ENG)

 “ТЕМПЕР МАСЛА РЕД ЛЕВ/ПРАВ” (GEARBOX OIL TEMP LEFT/RIGHT)

 “СТРУЖКА ЛЕВ/ПРАВ ДВ” (LEFT/RIGHT ENGINE CHIP)

 “ДАВЛЕНИЕ МАСЛА ЛЕВ/ПРАВ ДВ” (LEFT/RIGHT ENG OIL PRESSURE)

 “ДАВЛЕНИЕ МАСЛА ГЛАВ РЕД” (MAIN GEARBOX OIL PRESS)

 “ТЕМПЕР МАСЛА ГЛАВ РЕД” (MAIN GEARBOX OIL TEMP)

 “СТРУЖКА ГЛАВ РЕД” (MAIN GEARBOX CHIP)

Second stage The second stage starts when either throttle lever is placed in the AUTO position and ends at takeoff (engagement of the landing gear handle). All data of the monitored systems, components, and modes are engaged except for those turned on at takeoff. After landing, the ” ДОКУМЕНТ” (DOCUMENT) message is printed on the EKRAN display and the second stage of EKRAN operation will continue until all helicopter power is shut off. Third stage The third stage, FLIGHT, begins at lift-off (engagement of the landing gear handle) and the recording of the takeoff time is calculated from the turning on of the EKRAN and the appearance of the “РЕЙС” (FLIGHT) message on the EKRAN display. When in the FLIGHT stage, all system, component, and mode monitoring data is connected to the EKRAN, and only part of the data is indicated on the display. The rest of the data is recorded in EKRAN memory. 11 emergency messages are indicated by red lights on the emergency message lamps. Additionally, an audio message of the emergency will be played twice. Messages played on the display with frame change are accompanied by the audio message “СМОТРИ ЭКРАН” (WATCH EKRAN). If the “ВКЛ АВАР” (ON EMERG) switch (on the bottom of center panel) is placed in the EMERG position, the voice messages corresponding to the stored messages will play. This stage ends eight seconds after landing (landing gear compression). Fourth stage The Fourth stage consists of the automatic printing to tape of the digital codes of the last 64 messages that occurred during the FLIGHT stage. This begins eight seconds after landing and is indicated by the display of the DOCUMENT message on the EKRAN display. The print-out lasts for about 20 seconds and ends the fourth stage. The second stage continues until all the power on the helicopter is shut off. Messages recorded on tape and in the memory continue in all stages of operation, while print from the memory is possible only for signals that occurred during the FLIGHT stage. Priority Messages are sent to the display after prioritization. In case of a simultaneous collection of messages, the one with the highest priority is displayed, and the “ОЧЕРЕДЬ” (ORDER) message appears. Every new recording to memory of a message is followed by a flashing MWL. Messages can be reviewed by contiguously pressing the MWL.

After the first MWL press, the flashing mode disengages; after the second press, the message displayed on the EKRAN goes to memory, which displays a “ПАМЯТЬ” (MEMORY) light on the EKRAN display and then the next signal is displayed. After all messages are reviewed, the MEMORY light goes off; the last signal remains on the EKRAN display.

Digital Message Codes Digital messages are displayed during print in the following format: message code (three digit number) – time of receiving the signal (four digit number). In the example below: The first message has code 132, the time of receiving 00 minutes, 17 seconds after turning on the EKRAN, the second message has code 066, time is 03 minutes, 20 seconds.

2-23: Digital codes of the messages for print 8 sec after landing

1. Signal digital code

2. Time – tens of minutes

3. Time – units of minutes

4. Time – tens of seconds

5. Time – units of seconds

Service messages on the EKRAN display in Flight Control mode

Table of messages in FC mode

Standby Attitude Indicator (SAI)

The backup artificial horizon is intended to indicate the bank and pitch attitude of the helicopter, the sideslip, and to provide attitude data to the flight data recorder. It serves as a backup instrument.

2-24: Standby Attitude Indicator

1. Pitch scale

2. Moving aircraft datum

3. Bank scale

4. Sideslip indicator (ball)

5. Warning flag

6. Cage/control test handle

Primary indications on the instrument include:

 Bank is indicated by the rotation of the aircraft datum in relation to the fixed bank scale. In clockwise rotation, right bank and the opposite for left. For bank reference, the scale has 5 step in the 0…30 range and further steps are at 15. The indications for 30 and 60 bank angles are written on the scale.

 Pitch is indicated by the moving pitch scale in relation to the aircraft datum. When the scale moves down from the neutral (zero) position, a climb is indicated; if it goes up, a dive is indicated. The scale has marks for 5-10-15-20 with 5 steps. The digits 10-20-30-40-50-60-70 angles are written on the scale.

Sideslip is indicated by the moving ball inside the horizontal tube. When the ball moves left of the center (the space between the two vertical bars), right slip is indicated and conversely when the ball moves to the right. After power has been supplied by the “РЕЗЕРВ АГ” (Standby Attitude Indicator power) switch, uncage gyro (release the handle) after 60 seconds. The time needed to align the axis with vertical is up to 30 seconds. Cage/control test handle‟s functions:

 To perform a test, press the handle

 Caging. Pull the handle. If necessary, set the handle in pulled position by rotating it clockwise. To do so with the mouse, place the cursor on the SAI handle and rotate the mouse wheel while holding down the right mouse button. While still rotating the mouse wheel, release the right mouse button.

 To set the pitch scale, rotate the handle

When the instrument is receiving power, the localizer/glideslope deviation bars will move outside the instrument field of view. The red warning flag drops when the artificial horizon fails, when the indicator test is performed, or the gyro is caged. The true horizon error can be due to the following factors:

 Constant and random gyro drift

 The Earth‟s rotation

 The helicopter‟s movement in relation to the Earth

 Drifts caused by mass unbalance – depends on the helicopter‟s accelerations

Radial correction aligns the gyro‟s axis with „imaginary‟ vertical. By „imaginary‟ vertical we mean the vector sum of the gravity acceleration and all other accelerations of the helicopter. The radial correction is inactive when the angle between the total acceleration vector of the helicopter and the main gyro axis exceeds 8 degrees. The gyro‟s drift ranges from 0 to 5 degrees per minute.

Exhaust Gas Temperature Indicator

The exhaust gas temperature (EGT) indicator displays the exhaust gas temperature for each engine. The large scales measure temperature in hundreds of degrees centigrade and the two smaller scales provide more precise readings in tens of degrees.

2-25: Exhaust gas temperature indicator

1. “КОНТРОЛЬ Т ГАЗОВ ДВИГ РАБОТ” (Running engines exhaust gas temperature indicator test) button [LCTRL + P]. After the button is pressed, the indicator should indicate no more than 150°C.

2. “КОНТРОЛЬ Т ГАЗОВ ДВИГ НЕ РАБОТ” (Stopped engines exhaust gas temperature indicator test) button [LALT + P]. After the button is pressed, the indicator should indicate no more than 800°C.

3. The large scales measure temperature in hundreds of Celsius degrees.

4. The small scales measure temperature in tens of Celsius degrees.

Temperature readings should first be read from the large scale in hundreds of degrees and then from the small scale in tens of degrees.

Tachometer

The tachometer indicates the RPM of each engine turbine. The scale is calibrated to display RPM as percentage of maximum. 100% is equivalent to 19,537 RPM. The gauge consists of two needles, one for each turbine. Note that this gauge does not require electrical power.

2-26: Engines RPM indicator

Takeoff mode – 97% Normal flight – 95% Cruise mode 1 – 93% Cruise mode 2 – 92% Idle – 72…78%

Fuel Quantity Indicator

The fuel quantity indicator measures the remaining fuel in the front and rear tanks. The meter is demarcated from 0 to 800 kilograms.

2-27: Fuel quantity indicator

1. Rear tank needle

2. Forward tank needle

3. “КОНТРОЛЬ ТОПЛИВОМЕРА” (Self test fuel quantity indicator) button [P + LALT + LCTRL + LSHIFT]

4. “П” (Forward) and “З” (Rear) tank lights

Maximum fuel quantity in front tank is 705 kg and the rear tank is 745 kg. Upon reaching the 110 kg minimum emergency threshold in either tank, the master warning light starts flashing, and the EKRAN systems displays the text, "ПЕРЕДНИЙ БАК 110 КГ" (for forward tank – 110 kg) or "ЗАДНИЙ БАК 110 КГ" (for rear tank – 110 kg). With “КОНТРОЛЬ ТОПЛИВОМЕРА” (Self test fuel quantity indicator) button depressed, the fuel indicator needles will display the determined values from current remaining fuel and both tank lights illuminate.

Caution Lights Panel

2-28: Caution light panel

Left Forward Panel Caution Lamps

Landing Gear Control Panel

2-29: Gear control panel

1. Gear position indicators. Upper red lamps are ON when the gears are retracted. Lower green lamps indicate that gears are extended.

2. Emergency gear hydraulics selector switch. When in the upper position (default) position, the gears are controlled from the common hydraulics system. If the common system is damaged the main hydraulics system will be used for gear control. To do this, raise red protective cover [G + LCTRL] and move the switch in the lower position. [G + LALT]

3. Raise/Extend gear lever. This lever is the primary means of raising and lowering the landing gear and is powered by the common hydraulics system. [G]