AIRCRAFT, TYPE MU[]-21 P-13 OPERATING AND MAINTENANCE INSTRUCTIONS (NO 1K-021-[] BOOK 1 OPERATION OF AIRCRAFT AND AIRCRAFT POWER PLANT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000100300001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 355
• Document Creation Date: December 22, 2016
• Document Release Date: April 13, 2012
• Sequence Number: 1
• Publication Date: January 1, 2000
• Content Type: REGULATION

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SECRET
Copy tio.
~~~- ~1 F`-~ 13
AIRCRAFr, TYPE cur-2~ ~-13
OPERATING A~'D ~I1AIlV'TENAl'~C.
IlVSTRUGTIONS
( No. T K-021 S)
Boob I
Operation of Aircraft and
Aircraft Power Plant
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 ~''~
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The Book contains 3S~ pages and b sheets of ia~sets.
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ao~T$~Ts
e
Preface. ? ? ? ? ? ? ? ? ? ? ? ? ? . ? ? ? ? ? ? ? ? ? ? ? ? ? ? ?
1. General. . .. ? : . .. . .: . .. . . . . 14
2. Preoautioaery Seasuree ? ? ? ? .' . ? ? 14
Part 0 a ?
OPERATION OF IBdI'-210-13 1IEQRAPT
Ohavter I
PRELIMINARY PREPARATION OB YIRCRAFT. .
Q~avter II__
ppI~-gT,IGHT PREPARATION OF AIRCRAF'P?
~penter III
?
FILLING AND DISCHARGING AIRCRAFT
BYaTF1~SB. .. . . . .
.
..
011 Berviaiag. .. . . . . : .
..
. .
Filling HyGraulic Bystsm with ,IQ-10 !laid. . . . 38
Air Ohargiag. .. . ? ? .. . . . ? ~ . . . ? .:~ . . 40
Filling Aloohol. .. . . . . . . . . . . . ? . . ... . : . ~
Berviciag Osygea Supply By/tem. ? . : :. : : ?' ? : ? ? ? ? 41
Fart Twa
AIRCRAFT NAINTffiiANOS
Oharter I
FUEL BYBTFif. .. .. . . :... . . ... . . 45
1. General. 45
2i Drop Teak Mei G~~tenanae. ? ? ? ? ? ? ? ? ? ? ? ? ? : ? ? ? : ? ? ? : 53
3. Checking Fuel System for 6erviceabilitl. ... . .. .. . : . . . 56
4. Fuel Bystsm Maintenance and Checking Its Sealing . 57
Chapter II
AIR(7RAFT HYDR!!'JLIO BYBTFisI MAIN'i'ENAIQCE. .. .. . .61
1? General? ? ? ? ? ? ? ? ? . ~ i ? : ? ? ? ? ? ? : ? ~ ? ? ? i : ? ?
2', Speoiiioatioas !or Hydraulic Byatems. .. . . . .? . ? ?` ?
g, Tasvruotione on H,dcnulie Bystsm Yainteasnce.. . . . . . 69
4. Checking Operation, of HII-27T ~p Oait? ? ? ? . 71
5. Checking Hit-3'+-~' ~s Output . . ..... ........ .. ?2
: ? ? ? : ? : ? 19
? ? ? ? ? ? 26
.. . . .. : . 3'r
3A
. . : . . . . : . . .
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6. betermining Causes of Hydraulic Pump Abnormal Operation.
73
7? Checking Lirtightneea of 8~draullo e~etem. ? + ~
7?
8. Instructions oa Finding Caueea of Hydraulia ?
system Inter 7,eak8? ? ' ? ?
y. Hydraulic System Maint4naaare after 8'mergenoF
Extension of Landing Gsar. . .
81
10. Hydraulic System Washing.
82
11. Instructions on Chargin0 F~jiraulia ?
Accumulators and Checki~ T~3r Pressure. .
84
12. Instructions on Checking (~Iiadriaal
HyATrR1111c Accumulators i?or !roper Sealing. ? ?
g5
13. Instructionf on Draiaiag Sediment from Bump
of Hydraulic Prosaurising System. .
85
14. Instruction~on 1Jee of VIII=250 Grouffi
Hydraulic Iastallatioa ?
86
15? Instructionton Operation of 8~-4.5L
and SY-51It0 Boosters
86
~pl.er III
AIR SYSTEM ? ? .
87
1. General. ? . ? .
87
2. Ohc.ckiag Landing Gear I~ergsacy
Extension System. . . . . .
92
3. Checking LandlnR Gear wheel Braks B~stem...,.?
93
4. Ad,juating Braks aTstam ... . ? ? .
yr}
5, Checking Air~Syatem for Airtightness . . . . .
95
6. Checking Operation of Paeumatia Yalve for Copling
System oY Fuselage Frost Pressurized Compartment.
u~
Chanter IV
AIRCRAFT CONTROL SYSTE6l.
97
1. stabilizer Control System. ..
97
2. Aileron Control System.
107
3. Rudder Control System. . . . .
109
4. Air Brake Control System. . ? ? ? ? ? . . ?
110
$. In-Flight Check of Aircraft Trimming. . . . . .
111
Chanter V
PO'NER PLANT CONTROL? ... ? llr~
1. Engine Rating Control BTatem.......... ? . .114
2. System for Control of Lir Intake Cone, Ar.ti-Burge
Shutters and Eagiae pontrol Lersr Interlock
aoaording to Mach IPumber. ? 116
3. Engine Jet Nozsle Fiap Control System. . . . . ?120
4. Shutters for Additional Intake of Lir
to Engine Oompreseor. ? ? ? ~' ~
5. l~aintenanoe of R?traotable Ooas ldeohanism. . .. ? ? ?124.
Chapter 4I ,
TAIL-OFH AND LANDING MEC7HANISMS. . .. . .126
1. General. .. ? ? ? . . . . .126
2. Landing Gsar Rstraation aoa ~xtensioa. ?129
?3._abeciciag Lansiiag Gear~tor Comditioa. .. . ?130
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? ~~
4. Filling and Refilling Landing (tsar ,
Bhoak Absorbers. ~ e ? ? 130
5. Maintenance ,uf Landing (sear Wheals. . . . . . 131
~6. Removal oP Landing Gear Wheeie. 132
7. Oheaking Operation of llecheaiem for Tur~itog.
Landing Gear !lain Strut iYheel. u ? 133
8. Checking Cperation of Landing Garr 9ioee
Strut Shimmy llamper. ,. , . . ? ? 134
9. Cheaki-ng Autonomou$ Extension of Laadia=
Gear Aose Strut? ? ? ? ? . ? ? ? ? ? ? ? ? ? ? ? ? ? ? ? 1~
10. Ad~uatment of Mafia Strut Position
Indicating System. ? . ? ? ? . ? ? ? ? a ? ? ? ? ? ? ? ? r ' ~~
11. Extension and Rotraatioa of Flaps. , ? . . ? ? ~
12. Cheaking Flaps for Proper Coalition. ? . . ? . ? ~
13? Drag Parachute .Releaeo and Drop. ? ? ? ~.~
14. Attachment of'Urag Paraahuto to Aircraft. ? ? . L99
15? Cheaking Operation of Drag Paraahute Syatsa. , ? ? 3+~t
Chanter VII
PREB.SURI2t~D COCKPIT. .. ? . ? . . N12
1. General. . .. . . ? . 142
2. iroaation of Instruments end Uaita which Go
to Yaks Up.Syatems-for Cockpit Heatin~;?
Ventilation end Pressurization. . : ?. 143
9. Caakpit Gr3uad Check for Tightness. . . . . . . . . 145
4. Checking Cperation of Syetam for Automatic
Air Temperature Control. . . . .146
Chanter,, ,~'~II
COCKPIT OANOFY. ... ? ? ? ? . . . . .148
1 ? General? ? ? ? ? ? ? . . ? ? ? a ? ? ? ? ? ? ? ? ? ? ? ? ? ? !- 148
2. General Iaatruatione on Canopy Mainteaaaae. . . . . 153
3. Oa~nopy Opening and Oloeing? .,. 153
4. Canopy Diameatlia? and Yeasting . . . ? . . 154
5. Oheoking Operation of Firing lleaheniea?
Diaphragm Yalve of Canopy gmergenay Jettison.
System sad Relief Valve of TCII-2500-38 tiring
Meahaniem. ~ . . . . . . . ? . 155
6. Cheakiag Operation of baaopy Lmorgenay Look '
Opening System. ? ? ? ? ? ? ? ? ? ? ? ? ? ? ? ? 'S)7
7? Canopy.Anti-0orrosiw Treataent? . ? ? . . . .. 159
8. Canopy Glass Maiateaeace. . . ? . . . . :_ . . ? ? ? 159
9. Ue-Ioer System Maintenanae. .'. 160
Chaotor IIC
EJECTICN SEAT. . .... . ? 162
1. General. ... . . . . ? 16^a
2. Removal and Inataliatioa of Shat. . . . . . . . . . 174
3. Dismantling and DlountiRg of TOM-2500-38 and 215P ~
Firing Mechanisms. . . . ? . . . . . . .?. . . s71
4. Charging an8 Dieaharging Firing Yeahaaiems . .?. . 172
5. Ad~uating the Beat to Fit Pilot's Height. ., ? ~ i75
G. Slouating Drggua Paraohuts on beat. ~. ... . ? 176
7.,Cheaking Seat Units fos' Proper Operation. . 176
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Page ~~
F3. Chocking Seat Meohanism~ for Presence I,
and Condition of Beals and Special I;
Looking Sorew~. ~ i ? ? ? ? ? ? 181 I?
y? Operations to Be Performed on Seat after i+
Delivery of Aircraft from
Manufacturing Plant.
?
?
182
10. Seat Blushing. ?
- ? .
183
Chanter X
b'IRU~-FIGHTING EQUIPM;.NT? . ?
184
1. Genorel. ? .
? ? ?
. ?
184
2. Aircraft Fire-Fighting t;quipmeat
,
Maintenance. . ? ? 185
3. ChookinE,Firo Warning Circuit.
1B6 ~
4. Oheoki.ng Resistance of l~lectrio Wire
,P
Insulation from Amplifier to Transmitters.
..
186
5. Filling of Fire-Extinguisher. . ..... . .
187
6. Discharging Fire-L~xtinguishor + ? ?
190
OhaDter XI
AIRCRAFT LEY~LLING. .. . . ..
191
-
1. General. . . . . ? i91
2. Checking of Wing Betting. . . . ?? ?. 192
3. Checking of Fuselage Tail Portion getting
and Fin Deflection Anglo. . . .193
4
Checkin
Retractable Cone and Pit
t-St
ti
.
g
o
a
c
Tube Boom for Proper 8attin6 . . .'. 1g3
5. Checking Control 6urfaaee? Leading Gear
and Drop Tank. ? ? . .194
CtlaDter XII
DIBdANTLING AND lIOUNTING OPERATIONB ..197
1. Fuselage Die~ointing and Jointing. ?197
2. Disjointing and Jointing Aircraft Wiag. . . .198'
3. Removal and Installation of 8tabili$er. r Z99
4. Dismantling 811d MDUntiIIg ~ngiae? ? ? ? ? ? ? ? ? ? .199
y. Dismantling and Mounting Fuel Tanlq . . . . . . ? . ? . . . .?? 203-
6. Dismantling and Mounting Ad~uetable Cone. . . . ? 204
7. Removal and Installation of Landing Gear
8.?Removal and InatallatioA of Booatera, . ..205
9. Replacing Unite of ~9tabiliaar
Control 8yetem. ? ? 206
10. Removal sad Installation of Flaps. ? ? . 207
11. Removal and tnstallatloa of Ailerons. .207
12..Removel sad Installation of Rudder. .?? ? ?208
13. Removal sad Inate].latioa of Air Brakes. . . . . . ? , . ?208
ChaDt~r XI ~I
AIRCRAFT MAINT,N~TANCE? . . .209
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i. Prayaration for 8tora~ ............. ? .. .. . ? .
? . .
.!!3
2I. Oare of Ya~nesiua Llio~ Parts. . ? + s ? ? ? ? ? ?
? ? ~
. >~
III. Oars of ~ircratt Zztaraal eurtabaa. . .. . . . .
.. .
. !2'!
iV. D[airitaaaaos Agsratiotu ~Oo Si Pa~iorma4 ygan 13rm'att '
D~117ery t0 IIPia~ ~rID;/? ? . ? ? a ? ? ? ? ? . ? .
? a ?
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 Declassified in Part -Sanitized Copy Approved for Release 2012/04/13 :CIA-RDP78-030668000100300001-6
The preaeat Operating and Yaintenanc? Instructions consist of three books:
Book I -Operation o! Aircraft and Lircre.ft Power Plant
Book II - Oparatioa of Aircraft Armament
Book III - Operation of Electrical, 8adio, Inatrumeat,ead 6~gen Equipment
The present Iaetructiona are valid for aircrai't beginning with aeries number
1601.
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PREFACE ?
The MaP-21m-13 aircraft (Figs 1-4J~ is a single-seat, light, a11-weather dam
d-night tighter of a high performance. The aircraft is designed for lying at
,~pereoaio speeds sad high altitudes.
Combined in the airoralt design are s aodsrn wall-lice eagia~ sad as air-
rame of minimum possible dimensions. Lt the same time the aircraft possesses
igh thrust-to-weight ratio though it is the lightest among the boat-lies figbr
ere.
I! compared with heavy fighters, the WI'~21m~13 lighter has a number o! eao-
omic, operational,and tactical advantages due to its eaall weight, low fuel con-
sumption during one eortie,and ability to wperate from rolled airtielda.
The aircraft is powered by a turbojet .engine , type TP~'11~-300, having a
two-shaft axial compressor sad an afterburner.
The NreI'-21m-13 aircraft has effective control surfaces and poaseases good
stability.
Acceleration foraes,geaerated at high altitudes, provide maneuverability that
s required of a modern first-rate fighter. ?
The aircraft can execute urobatics,such as loops, half-ro1L, rolls, half-
loopa, etc.,withia the satire range o! airspeed, its stability sad controllabili-
ty remaining ~u~.te satisfactory.
The eir~raft seoovers Eros a spin aoraally.
The MxP~~?1~-i`+ aircraft aaa take off sad lend oa second-rate sad soil air-
fields, which considerably widens its combat e~ploymeat:
Stable operation of the ~11~-300 engine during its acceleration sad thrott-
ling within. the high-altitude performance up to the aircraft oeiling,reliable
operation sad control o! the atterburaer,as well~as adequate thrust-to-weight ra-
?
tio, provide for the aircraft high coabat performance.
The l~RI'-2Im-13 aircraft carries oanaon sad rocket araament whioh allows
multipurpose combat employment o! the aircraft.
The aircrnit nestles modern instrument sad radio equipaent whioh amloss both
Good ell-round visibility frog the ooakpit, autoaatia oontrol of ozygea sup-
ly sad cockpit nit tsaperatare,as well?as,the layout of iaatrnmsnts,easuriog
say visibility, create ooavenient oonditioas !or the pilot.
The E~~~I'-21,L-13 airoratb is easy to handle both in flight sad oa the grouab.
Tc ensure relia~,le operation o! the airaraft.in flight the pilots and teohni-
ciana should be well aware of the fact that to operate a modern hypersoaia lighter
one ohould possess good knowledge o! the aircraft sad engine, proper uadsrstaading
of the n,ircralt systems operation sad their serriaing~and thorough knowledge a!
a71 the procedures iavoivin~ psv-flight sad preliaiaary preparation !or t'11ght.
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idmittad for servicing the llxI'-218-13 airoratt are only those of the pers~~ne2
who have been qualified for the fobs.
Deecribed below are basic design features of the dNI'-21m-13 airoraft.
The airframe is ea sll-metal delta-midwiag construction with swept back se-
peaange end controllable stabilizer. The fuselage is divided into nose sad tail
portions which are pointed along frame 28. Such connection ensures easy removal
and installation of the engine. The nose sad tail portions of the fuselage are
provided with a number of hatches to facilitate access to the aircraft sad power
plant units.
To reduce loesea in pressure at tae air intake the front part of the air in-
take is provided with a three-poaltloa retractable cons, automatically erteadsd
at eirapeede equal to 1.5 and 1.9 It.
To avoid the air intake surge whoa flying nt 6D=1.5 and higher alrapeeds
witu the engine being throttled, or at great aaglea of attack, automatically con-
trolled anti-surge shutters era installed oa the fuaelege pert to the nose air
intake.
The shutter are interlocked with the throttle control sad relative to the
stabilizer deflection angle.
With the same purpose the engine control lever during eaaiae low rating
operation ie interlocked relative to Y=1.5.
Provided symmetrically on both aides of the fuselage at the engine inlet
are two ehutt~^s for additional air intake . These shuttera operate oa
the principle o! pressure difference inside the air intake sad the atmoapherio
pressure. Their purpose ie to supply additional air for the engine during take-
off.
The P11~ -300 two-shaft turbojet engine comprises a six-stage two-rotor
axial compressor, ten separate caaaular combuatioa chambsre,arraaged circularly
sad enclosed is n common casing, a two-stage gas turbine, as afterburner chamber
with a two-position het nozzle, a system of fuel supply sad automatic control of the
engine. The engine oil system is autonomous. Ths I'CP-0T-120009T starter-genera-
for provides for automatic engine starting.
The cockpit canopy offers non-obstructed side sad forsard view.
Installed on the fuselage are three air brakes (two on the fuselage front
part and one on its rear bottom). !boated in the fuselage tail portion is a drag
parncnute container.
The aircraft has a delta wing with the leading eige swept back at 57a and
the trailing edge making a 90? eagle with the fuselage fore-and-nit line. The
wing is furnished with ailerons sad takeof!-sad-landing flaps. Provided inside
the wing are sealed compartments for fuel tanks.
The YtaI'-21~--13 aircraft carries cannon sad rocket armament.
The cannon armament consists of onet'~annoa, type 8p-30, installed is the lo-
wer part of the fuselage. ~ cartridge belt,coataiaing b0 certridgsa, is placed is
the circular chute (guiding sleeve) secured between the fuselage skin and tank
container. Whoa firing the links xvmain in the chute, while the oartridge cases,
are effected.
Installed oa the bottom surface of each wing is the SII3 -68-21Y bomb raaY,
which permits to suspend two rooket pods yb..j(~-5'~ each contain
fog 16 C-Sill or 0-$E
rockets.
Ths aircraft ie equipped with two honing air-to-air k:r13 rooketa.
The fuel system aomprises three groups of lussla~a s;id wing compartments for
fuel tanks with a total capacity of 2510 lit, sad one drop teak with a fuel capa-
oity of 4$0 lit. Provided oa the alroraft is c starting fuel system intended for
ground sad mid?-air tagine starting.
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The aircraft has a retraotabla tricycle leading gear. The nose leg which i^
towed in the front lower portion oP the fuselage retracts up and forward.
'Phe 1and.ing gear main struts are installed in the wing. When retracting the
sin struts, the wheel axles are being turned bs a specially provided mechaai+m,
he wheals are retracted in the fuselage while the struts ors stowed in the wing.
he main struts carry the $T-82N wheals, b60x200, while the nose strut carries
ne 8T-38 wheel, 500x180. To prevent skidding the wheels are equipped with an
utomatic bral~e-release system. The omergenc' brake system is intended for brak-
ng the main wheels only.
'Phe aircraft is provided with a drag parachute shich ie used to reduce the
'Phe aircraft hydraulic eyatem consists of two autonomous hydraulic aystemas
he booster hydraulic eyatem and main hydraulic eyatem.
Pressure in each oP the hydraulic systems is created bf the flfi-34-2T variable
isplacement pump which builds up maximum operating praaaure of 210 kg/sq.am~.
T
a
he m
in hydraulic eyatem actuaGesr the landing gear, flaps, ?ir brakes, ?
ti-surge shutters, rotractabls cone of the air intake, ad~ustnble het aoasle,
and one chamber of the atabilirzer BY-51-MC booster.
The booster hydraulic ayetam actuates two by-~+SA aileron booatars aed a~a
chamber of the GY--51670 two-chamber booster of the aontrollnble stabiliser.
The main hydraulic system may serve ae a duplicating eyatem Por the aileron
boosters is case of booster eyatem failure.
IP one of airs hydraulic systems Pails, the power of the remaining chamber of
the stabilizer booatar is sufficient to complats the flight.
Tn case the engine atopA and cannot ba started in flight, with the angina
autorotation r.p.m. being normal, the pressure, created by the hydraulic pumps
operating a~ the autorotation r.p.m., is autfiaisnt to. ].and the aircraft.
In case oP engine ~ammiug at low autorotatioa r.p.m., the niraraf~b landirirg
is ensured by operation of the automatically actuated NIT-2~'P pumging station
er hydraulic nystnm is in good repair.
The ailerons are controlled through the rod-sad-lever linkage.
Great effeativeneae of the ailerons made ib necessary to tit in the system
a non-linear mechanism which is placod ahead of the $J~45A booster tad changes the
gear ratia.?
The stabilizer is controlled by means of the control stick through t~ &3~$lY0
two-cha:aber booster switched on in a non-reversible a~als.
The stabiliser control system inaludea the APY -3B autometio booster control
unit which automatically changes the control stick-to-stabilizer ratio (and at the
same time to the spring feel mechanism ratioldepcading on the indicated airspeed
and flight altitude.
The spring feel mechanism serves to create ?fforty on the control stink when
the latter ie c:efleated from the neutral position.
The stabilizer control eyatem includes also the trimming effect mechanism
which allows for the aircraft longitudinal balancing in flight proportionate to
the efforts on the control stick..
The air supply eyatem comprises the main system and the emergency system: The
main eyatem ie intended for braking the wheels, opening and preeaurisation of the
cockpit aanopy,raloading of the cannon, release sad dropping of the drag parachute,
emergency removal of the canopy and operation o! b'~a ds-icing s'ftem. The sm~r-~?~?
gency system is designed for emergency ertanaloa ,,f the .ending gear ta? amsrg~aoa
wheel braking.
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The. air used to supply the preseurizad cockpit ie broached oft behind. the
compressor and directed to the cockpit. The cockpit altitude ie adjusted :~::tl
the cockpit is ventilated with the aid of the APA-57B valve. A rubber hose is
used to pressurize the cockpit. The pre-set air temperature inside the cockpit is
maintained automatically.
To ensure normal operating conditions for the pilot when flying at high alti-
tudes the aircraft is provided with the gK0-3 oxygen aupplT system.
The pilot iu equipped with the BKH-3bt yreseure suit and the PID -4M pressuri??
zed helmet or the I{IL-30M mask. '
The YxI'-21@-13 aircraft 1e provided with as election system for the pilot.
The election system may be used at any flj-ina speed.
Mounted on the aircraft is the canop, liQuid (alcohol) de-icing system.
Deed ea a permanent aourae of power supply on the ai.raratt~ia the T~p..OT j2000gT
starter-generator installed in the engine. Two silver-$iae storage batteries .
iSCLIC-45are used as the sources of *mergency powet supply.
Zn ~~ngina starting the generator 1s used as e.n electric starter for engine
spinning. Provision ie also made for autonomous engine starting from the aircraft
storage batteries. The ground engine starting is performed with the power supplied
in two steps (24 - 48 V). The aircraft carries the following radio equipoent t
the PCVfY-5r transceiver radio set, the CPA-gMit radio range finder, II-~ transponder
(CPO-1), MPI1-568 marker receiver, APA -10 automatic radio aompane sad P8~81 radio
altimeter.
OIRCROPT RIGHT, DI1Q;N6IOR AHD
ADJUSTEIENT DOT. .
I. Enrtine Performance Data
--~
1.. Pngine, type P11~-300.
2. Mid-air engine etartiag up to Its12,00q gym. is ensured due to oxygen aup-
P~Y
3. Afterburner switching-on is reliable up to H.16,000 ?.aad ~indioated
450-500 km/hr.
4. Engine operating ratinget low speed, normal, mavim~~ sad augmented.
2_ Weiaht and C.G Data
~a) No D?4~ ?a~
1. Take-off weight 7370 kg
2. Ptnpty weight ???.4980 kg
. . . . . . . . . .
3. Payload 2390 kg
. ................ .
crew 100 kg
. . . . . . . . . . . . .
fuel (Y= 0.83) 2080 kg
......... ..
ammunition (60 carbridgea) ~ ~ ~ ~ kg
rockets (2) 154 kg
4. O.G. (centre-of-gravity)?with ~ ~ ~ ~ ?
take-off weight of 7370 kg
(landing gear extended) 32.796
5. C.G, operating, fore limit (loading gear uR) ,
6. C.G. o Brat . 31.496
p ing (with '~96 fuel remainder, ini-
tial total fuel supply being 2510 lit.,
without rockets sad missiles, landing gear
extended) ?
35.4.96
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 Declassified in Part -Sanitized Copy Approved for Release 2012/04/13 :CIA-RDP78-030668000100300001-6
4. C.(3, with take-o!; ~sight?o! 7840 kg (laadiag
. gear estendad). . . . . , a . . .. . . ? ? . ? . . . . . ?
9. O.a. lore iiaib :.. .' . .
Sb.~ ~'itP g?a~ar.f]ia~k~4~L
1.. Drop tank, y8d-lit. oapacity~.with pyloa . . 70?kg
2. Fuel in 480-]3t? drop tank' (!'.0.83) ?. ? . . .400 kg
3. llraraft take-o!! ~igh~,.~drop teak lacludeQ . . . 7~ kti
1. King ePaa : . - ... .
2. Veen aerodyaamio chord . ...
3. Ring'4lhedsal ... . . . ... . . . . .
4. Taiipla3ss span . .
5. 8uaeiege length . . ? . .
6. I~en~iiag ~M~ bread . . , .? . ?. .
?. Laad~iag ear base . . . . . . . . . .
8. Aiag area (a,iierone S.acluded)
9: .Area O! t10 aileroaa
7,0. Area o! bno flaps . . . .
11. Area o! stabiliser novable part '. .
12. Area o! verbioal gpennaga .
13? Radler etrsa . . . .
14. King eweepbacle angle {leading edge sweapback). .
15. Horizontal stabilizer aweepback
16. vertical !in swrepback ... . . .
17? Area o! air brairoso
bwo front air brakes .~ .
one rear air br~lce
18. Dihedral o! horiaontai stabilizer
' 4. Adiaatmsat Data
1. Angle o! wing setbing . .
2. Angle o! !in setting .
5. 07nt~~, O~n r4~ B~acea Dell ation Data
(Qatii~on: being measured relatira
~A, a,~zis a! rotation)
1. Aiieroaat, up -doer . . '. . .
.~1..~ end ~. ? ? ? M ? ? ? ? ? . ? ? ? ? . ? ? ? ? ? ? ? .
goes end down . .' .
3. Rt~dder~ to the left - to the right . .
4. Flaps {right aaQ felt) . ? . . .
5. Coatral atiek travels.
2. Stabiliser:
8. Air brakes "
rear ? ? ? ? ? r ? ? ? ? ? ? ? ? ? ? ? ? ?, ? ? *Q
. 32.'yJi .
. 31.471 . ?
? 7. ]S a:
.4.002 a.
~,2e _
? 3:?4 a.
. 12.177 a.
. E.692 a.
.4.81 a.
25 m2
? 1.18 m2
? 1.97 aP
? 3.9~ m2
. 4.48 m2
.0.975 a2
57a
? 55?
. 60?30'
. 0.']6 a2
.0.47 a=
0?
0?
.
~
. 20?
. 130
. P8?
. f 25?
. Q4o30~
~o7hward . ? . . ' . ... 96 as
backward .' . ... ... F?,0 mm
6. Foob, pedals tra-41 . , . . - . 87.5 mm
7. Rebractable. Dons ,trawl _.. .._ , ... ,._...:... _... ~,~ ... ~ 17Q.mm
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-030668000100300001-6
-14--
maiatenanoe~aad general information on deaigt~ and operation of reapeotive systems,
Y. GStf~RAL
1. Ia order to ensure proper operation oP the ainraft and prevent failure ?
of its unite and e9ateme it ie neceaearyi
(e) to get thoroughly eoqusiated with ttto design and operating principle of
all aircraft systems and uai?te~ ?
(b) to follow ths'directiona on the aircraft operation and maintenance set
t'orbh in the present Inetruotiong~
(a) that the aircraft should be aer-laed by personnel adaquatel~ trained
for the purpose.
? 2. The first part of the Instructions ie devoted to directions on preps-~
ration of the aircraft for fiight,aa well as to information concerning the air-
craft fuelling wd filling with hydraulic oil and geese.
The eenond part of the Iastrucbioae deals with aircraft cheo$iag,? aoheduled
3.?Oporation and maintenance of the engiae,as well as of separate
unite sad instruments having, Technical Fapera of their or-n~ahould be carried out
in conformity with these Yapera.
4. ,111 operations on the aircraft should be carried out with servieenble as
properly marked tools sad appliances. ?
Upon finishing the maintenance operations cheek to male aura that no
tools have bean left inside the aircraft.
2. PRF;CAUTIONART iSEA8UAE6
1. Prior to inanoatioa or an4y w,.rk which ie to be ,performed on the aircraft
take all neaeasary preceutioaa to prevent accidental firing,taak dropping, lea-
ding gear retraction or switching-on of electrical units. To this end after ape-
ning the canopy fit safety loake in the L.G. actuating cylinder rod sad in the
bell crank of the canopy emergency ~ebtiaoning system, after which make sure than
(a) the east arm
t
rea
e are fitted with protective eaaloauree~
(b) the ground aefety lock pine are inserted in the heads of the e~eotion .
east firing mechanisms,drogue parachute, seat e~eation leverl,and canopy autoao-
moue ~ettiaoa haadle~
(o) the landing gear control lever is set to the neutral position and loaked~
(d) ell switches and circuit breakers of the cockpit electrical equipment
(except for those locked) are sot to O1rF(B61HA104EH0); however, the circuit brsak~
ere under the right panel cover of organic glnsa me4y be is the OA (BH7(J position{
(e) a safety lock pia with s red thumbpiece is inserted in the drop tank
firing mechanism.
2. To prevent accidents while working on?the aircraft proceed nefollowat
(a) before iaapecting the air brakes open and lock the cross-Feed cook of
the air brakes by a distance clip with a thumbpiece provided for the purpoae~
(b) to inapeot the air brake wells extend the sir brakes only msauel7.~
with no preaeurs in the hydraulic system; ~
CAU'PIONr It is ^triatly prohibited to remain in the aookpit during inapeatioa
of the
wells of the air brakes and.Llape with the?hydraulio system under pres-
sure.
(o) Prepare and adjust the mechanisms for abab s~eotioa, canopy ~ettibon~and
drop tanks jettison with the cartridgep removadt
(d) when removing or rsplaaing the cockpit aaaopy, pert a safety look pin
in the lever of the tiring mechanism. when working is the cockpit, insert a safe-
ty lock pia is the membrane valve of the canopy remover gun;
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(e) with tha engine rtimaing, see to it that the personnel keeps away from
the aircraft intake dust, the Est aoaaie (its rear ?ids) sad does not approach
the additional air intake shutters (Fig.S).
~. To prevent failure of the aircraft ass to'it that:
(e) additional air intake shutters Ora fitted with protective screens ('`l.g.6).
used in case of eagia9 ground testing and removed before talcs-offs
(b) while testing the engine with the afterburner on, the aircraft whesi^ are
chocked and the aircraft is moored with tho help s3 oabls? whose ends should bs
fastened to the leading gear struts sad special aisri,oa poste qn the sits
(c) the cross-feed cook should be clod bsibrs rtarting the engine sad air-
craft taxiing
(d) a special cover is pleaed on the canopy to protect the glass panels from
sunray:.
4. IT IS FORBIDDEN:
(a) To place any ob~ectB oa the aircraft wings or other parts of the -air..
frame;
(b) to fill the aircraft systems with fuel sad oil when the aircraft is in
the wake of other taxiing aircraft or close to other aircraft with running engiaes~
the latter being oa the.leeside~ ~~
(c) to leave open the pips oonaectiona~ unit coaaectioas.aad plug oo~naeatorsi
they should be plugged while perfarmiag aqy dismantling operations oa the aircraft.
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 Declassified in Part -Sanitized Copy Approved for Release 2012/04/13 :CIA-RDP78-030668000100300001-6
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 Declassified in Part -Sanitized Copy Approved for Release 2012/04/13 :CIA-RDP78-030668000100300001-6
,Part One
OPERATION OF
MuI'-21~P-13 AIRCRAFT
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Preliminary preparation ie the basic type of the airaratt preparation i'or _
flight.
Preliminary preparation,involving various kinds of operation and ohaaking~
should be carried out in the following sequences
.1. After the flights are over, make sure that the engine operates normally
without any unusual noise, and see to it that no woke comes out of the het aozsle.
In case of engine smoking connect sa available ground power supply source
to the engine and perform spixin.ing of a cold engine. ~.
2. Insert a ground safety lock pia in the head of the drop tank firing meaha-
nism..
3. After the canopy has been opened and before the pilot leaves the aoakpit,
place protective casings on the armrests of the pilot's sent and insert ground
lock pins in the following places:'
(a) left rod of the canopy actuating cylinders
(b) bell crank left unit of the canopy emergency reaoval systems
(c) head of the seat e~eation guns
(d) head of the drogue parachute firing mechanism.
4. When leaving the cackplt, the pilot should insert ground look pins ~
(a) in the seat armrests sad
(b) handle of autonomous canopy ~ettiaoa system.
$. Close valves KB-2tdC.
6. Cheek the spherical hydraulia aacumulntore for filling with nitrogen sad
for proper operation making use~of the pressure in ths,hydraulic'eystema attar the
engine has been stopped.
The control stick movement should result is a gradual preaeurs drop down to
50 kg/aq.cm. with the following abrupt drop to zero, which will prove that the
hydraulic accumulators are eerviaeabls sad charged to oapsaity.
7. Plane covers on the engine air intake sad on the additional air intake
(Fig.~~). Clone the outlet dust 15 - '~ ~. after stopping the angiae (depsading
on thA ambient tempernture).
8. }teceive the pilot's report on in-t116ht operati,oa of the engine sad air-
craft equipment.
9. Ground the aircraft sad aheak. to see that the aircraft electrical system
is disconnected. Fill the airorait syrteme with air sad o;ygsn,aaa refwl the air-
craft. Check the aircraft systems for proper tilling with oily alaohol~and .
~NfI=10 Yluid. Fill them additionally, 1f necessary..
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- 20 -
Bet the fuel Plow,neter according to the available amounts of fuel is tanks.
CAUTIONS 1. During priming,eee to it that ao Yoreign ob~ecte get is the fuel,
oil,and the A61P-10 fluid.
2. If the tanks are still preeeurise4 (after eagi.ns stop), open the
tiller neck covers with care,reduoiag-the pressure to zero,to prevent
the liquid from spilling out.
The filling over, proceefl to the aircraft inspection. Nhile doing this, in-
spect and aheak the following:
Inlet Duct
10. Check condition oP the radiotraasparent Done sad inlet duct walls to
make sure that they are intact.have no bulges, loose or scored rlvete,and foreign
ob~ecta.
SueelaRe Noss Portion
11. Check condition and attachment of the boom for saauring theilB]( tube and
the TII-156 Pitot tube, the condition of the pYAC-8M angle-of-attsalo-ead-slip
transmitter vanes.
Placing the boom in tho flying position, make sure that the boom look
is is good repair, upon which raise the boom.
12. Check the akin of the fuselage nose portion,anti-eurgs.shuttere and ad-
ditional air intake shutters to make sure that they are tree from deformation sad
damage. Check the additional air intake shutters Par easy movement by deflecting
them manually, after which cover them.
13. Open the front hatch, inspect the well end cheek the loaka of the hatch
door for sound operation.
14. Check all vent holes in the fuselage bottom.
LandiaQ Gear Ngse Sts t .
15. Inspect the doors of the nose strut, their attachment unite and bonding.
Wash sad lubricate the hinged connections of the nose strut doors, if necessary.
16. Inspect the pipelines and unite oP the hydraulic and air systems in the
nose strut well for reliable attachment, leakage of ANQ'-10 fluid, rubbing ~of
pipes against each other= see that the units are inteat.~
1~. Check condition of the cable linkage and none strut position indicator,
bake sure that the nose strut lock is alossd and the strut look pin ie pressed
upward (check by shifting of the landing gear position indicator to the upper part
of the alit in the strut arm).
18. Check the nitrogen pressure is the shook absorber (by its compression) sad
see that ao AMP-10 fluid leakage oaaura in the shack absorber.
19. Inspect the strut actuating cylinder for airtightness and serviceability
of oonnectioae.
20a Cheek the nose strut, fork,and uaivereal points Por absence oP arncks in
the welded seams and for proper looking. Inspect the shimmy damper, oheck the
damper Pilling by. the length of the pro~eatiag portion of the indicator and
make sure that AMP-IO fluid dose not leak.
21. Check the nose strut wheel nod pneua Yor aondition and preaeure (by de-
flection). The Lira is allowed to be worn down to the outer layer oP cord.
22. hake sure thst the tare dose not Blip relative to the marks on the wheel.
~'~ L_ dy~P.h~ 8t~n~
23. Check the strut floors, their nit eahment fittings, and bonding. bee that
the doors are not. damaged or atraiaed. waeb .,.n i,,,......_~_ ~.._ ~.___. ,_._._ __ ~.._
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'~~,y`~ 24. Inspect the strut uploak sad the doo3~ looks, oheak them for aleaniiaste.
?fit
`ith the locks opeaed,lubriaste them, if asoeeaary. Cheok the look oablin6 to make
,~ ;lute"that the attends are sound and tree of corrosion.
,' 25. Cheok the pipelines and units of the hydraulla and pneuaatio gstemt is
??~he strut well for reliable attachment sad abesnne o! the ~YT 10 fluid leakage,
?~:r:';~ee that the pipes are iataot and da not rub against sash other.
`'?~+~; 26. Check the satuating cylinders of the strut and wheel door, stttaohment
~ittinga of the cylinders, strut,and door. Yaks sure that the locking acts of the
y ode are properly tlghtened..Check the cylinder teals sad hossless oonnaotions
`'.F9Cor leakage.
2'7. Check the strut for cracks in the welded seams ,and leak! of the shack ab-
r ~orbe2' teals. Check the wheel turning mechanism tar sound condition.
;~~~ 28. Cheek the nitrogen pressure in the shook absorber (by the shank absorber
^.`~~omprseaion). If necessary, re-fill the strut with altrogen.
29. Cheok the strut wheel, condition of the tits sad its inflation (by the ?
,`'a ~.. ....a
being set to the larger and than smaller arms.for compliance with the Levelling
diagram.
Measure the angles of stabilizer deflection (in degrees) by means of the
protractor installed with its scale normal to the stabilizer rotation axis.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
R_
Check the stabilizer "drift" during changing over the rod of the Apy Z
matic unit from the LOW SPEED to GREAT SPEED position in the sequence which
lows:
1. Build up operational pressure in the hydraulic system.
2. Set the "trimming effect" mechanism neutral; check the neutral post
by the signal light flashing up.
3. By moving the control stick backward from the extreme front posits
,,,
the left-hand portion of the stabilizer to the zero position, i.e. align thg
notch on the fillet with the correa onding notch on the stabilizer.
Stop the control stick in this position.
4. Change over the rod of the APY automatic unit from the LOW SPEED po
tion to the GRi.AT SPF.;.D point
unit indicator to move to the extreme ri ht-hand pe
B position and the stabilizer
end
o d
g
own (as a resultit 55
, pon will be lower than point
distance between points Measure the
i
points y{ and 55 whic
h
s
ould be equal to ,drift:10-19 mm
(for trimming Purposes). I
.
If it occurs during the measurement that the stabilizer "drift" is beyond
the permissible limits. once more ?d
, . ..__
ast
CAUTION: It should be remembered that improperly adjusted "drift" consi
derably affects th
,__
e
tud
To increase the stabilizer "drift", turn the APY automatic unit mecha-
nism clockwise (as viewed from the aircraft left side), to decrease the stabi-
lizer "drift",turn the APY auto
t
ma
ic unit
counter-clockwise
Adjust the atabiljzee "drift" in t (Fig.43).
h
e folli
,.r.
owng sequences
(a) Change over the rod of the APY
SPEED to the LC8 SPEED automatic unit mechanism frog the G2
unit
BILIZBR FOB LENDING position; this will result in the flashing up of the
In signal light, moving of the pointer of the APY automatic
unit indicator to the left sto
a
d
p
n
itsti
resng there.
(b) Bleed pressure in the hydraulic system to zero so as to get rid of tbS
negative allowance in the connect;
(d) Change - 3 (or 4) (Fig.43).
the APY automatic ip'
or counter-clockwise de unit mechanism tilting, t.e. turn it clockw4
or co ~,. pending on lis
p
(e) Adjust the length of the above-mentioned rods
length of the adjustable tips enter doing the check h
; +vhile so, check the
the
l
l
o
s
es
. If iteeves of the rods by reference to
tips does not occurs during adjustment of the rod t
go as far as t
ips thatf the
in t
expense of the one ohe sleeve, adjust the rods at theme
tips whose threaded check length hole is
(f) Connect th
gr
eater
e rod
e and ti.
tighten the lock nuts
(g) Build up operati
c
of the ti
ps.
stabiliser "drift" in the Pressure
stated ova gulfs system and check again thy"
CAUTION: d above,
Check the St
b
5
l
- with the control stick fired in
the
zrimm - - _ 'ee_c.?a .Pooitisn
tion of the -fI
geffect
trimming effect" " mechanism, see that the neutral posi
sitionof the stabiliser mechanise
bilizer nose date ypthesp to the assigned trimming p
uuprere--s s.
portion upward. This value by is .thee-.et deflection value of the gig
---6++atieQ as
. ~mean?
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
105
Before the first flight for longitudinal trlaming value xWen is set to }c
10'-`2 mm; this means that the stabilizer nose portion is raised, i.e. point 55
is above point 54, the distance between them being 10?2 mm.
After the first flight for longitudinal trimming value Amen is not pre-
assigned, being changed depending on the data obtained during the aircraft
flights for trimming.
For adjusting the "trimming effect" mechanism neutral position use the fol-
lowing procedure:
1. Connect to the aircraft the ground power source.
2. Connect the ground hydraulic pump to the pipe unio::5 1sf the booster
hydraulic system and build up operating pressure in the system to ensure opera-
tion of the stabilizer booster.
3. make sure that the rod of the APY automatic unit is in the IOW SFEED
position.
4. Switch on the AUGMENTATION circuit breaker on the left-hand panel and
the STORAGE BATTERY: AIRCRAFT, GROUND selector switch on the right-hand panel.
This sequence of switching provides for keeping the shutters fully' open during
engine start.
5. Switch on the CHECKING LIGHTS, LIGHT PANEL, FUEL REMAINDER AND TRIMMING
EFFECT SIGNALIZATION and TRIMMING EFFECT circuit breakers on the right-hand pa-
nel.
6. Set the' "trimming effect" mechanism neutral by reference to the TRIM-
MING EFFECT NEUTRAL signal light which should come on when the button on the
control stick is moved from the front to the rear position.
7. Determine the value of the stabilizer deflection (qmean) corresponding
to the trimming position.
To this end:
(a) Deflect the control stick full way backward, then slowly release it
. r? thh neutral position at a speed of not over 100 mm per 10 sec. holding it
oii-Ai;ly to allow the control stick stop due to friction forces in the system.
(b) Measure distance A l between points 54 and 55 ou the stabilizer left-
A1, x '~i~rtcon.
Deflect the control stick full way forward and slowly release it to
the neatra3. position.
(d) 1ir,asure distance A2 between the same points.
(e) Determine the mean value of the two measurements, which should be equal
mBaAr`
When calekl4taing t1~e att.sia value of the above two measurements, A2 should
be taken with a "plus" (the +iontrol stick being deflected from the forward posi-
tion) for point 55 setting stationary over point 54 and with a "minus" for point
55 found below point 54.
(f) Repeat the measurements twice and find the mean value.
Should the obtained value of Amean be other than 10+2 an, bring it to the
above value by adjusting the control system.
When performing the adjustment, remember the following:
If value a(found as instructed under Item 7) appears to be more than
101'2 mm, decrease it by lowering the stabilizer nose portion. To this end unlock
the nut on the rod of the Apring feelmechenisa and screw out the rod from the
APY-3B unit tail piece.
If value Ji ,found according to Itea 7, appears to be less than 1012 mm,
increase it by screwing the rod of the ping feel mechanism on the APY-3B
unit tail piece, thereby lifting the stabilizer nose portion.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
5. Check value amean in the sequence presented under Item 7.
If it occurs that value Zmean is other than assigned for the first
iral trimming flight, obtain the required valve by adjustment.
IS
When the required value of Atnean has been obtained, lock the spring let
;.ec::ar.ism rod-to-APY-3B unit tail piece connection with a nut and seal it,
..:.ile doing this, see that the length of the free end of the piece tail 14 41
_._r 15 mm (Fig.43).
After adjusting the "trimming effect" mechanism neutral position the,;,
craft is considered ready for the first flight with the purpose of longituQim
trir.,ning.
Final adjustment_gf aircraft_longitudinal control
after f lyinLfor trimming
If the pilot made use of the button which controls the "trimming effI
necnanism to trim the aircraft longitudinally at IAS =7501100
1m/hr, he ehguId,
use this button in flight any more after having trimmed the aircraft.
After landing find the new value of A mean at which the aircraft was sotu.
ally trimmed in flight.
(a) Leaving the "trimming effect" mechanism as it has been set by the pi
when in flight, find the value of pmean using the method described in Sectiaq
Adjustment of'Tri.mming Effect`Mechanism Neutral Position" Item 7.
(b) Operating the button on the control stick set the "trimming effect'
mechanism to the neutral position by reference to the TRILLING EFFECT NEUM1
warning light scion should flash up.
The moment when the light flashes up should be determined while pres93n~
the Dutton backward, having previously reset the "trimming effect" mechanisiAbl,
pulling the button forward.
Using the button for "trimming effect" control will change the value Of
'Lean found as indicated in Item (a).
(c) Determine nmean obtained after the "trimming effect" mechanism hUQ
placed neutral; this will be indicated by flashing up of the TRIMMING
EFF fi
.~::cL AL light.
(d) Compare the values of ~,
obtained according according to Item (c)7 and
ing to Item (a), en
If the value of
v,luu Of Amean according to Item (c) appears to be less than the
keen according to Item (a)5increase the former to make it equal tb
'`.San Obtained during tr
t: rod of e spring wing the aircraft in flight. For this
.e on feel mechanism purpose SON'
uLit,thereby raising the stabilizer nosetpe tail piece of the APY-3B autoiddt~
If the value of Portion.
Amean calculated according to Item (c) exceeds the van
mean according to Ite~--'
(a), decrease the former by screwing the rod of the
spring feel mechanism from the Any-5B automatic unit tail piece. This willlo~
the stabilizer nose portion down.
IMPORTANT: When Performing the ad
decrease in the val Juetment remember that $ 1-mm increat!
the ens, trimming Ue of Mean will accord
speed by aBI,Y increase or dsel
1F -
(e) Having
adjusted the Spring feel mechanism rod according to Item ('+
tamed accord j 0en to see that it corresponds to the value of J~
has been cord Item (a), the latter being the v e
_in
trimmed.
alue at which the a
To finally adjust the "trimming effect" mechanism use the following Pro.
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-107
This value of ,msan should be recorded in the Aircraft trining chart.
2. If the aircraft is properly trimmed in flight at I.&8.750?100 km/hr,but
in accelerating the aircraft to 1000-1050 km/hr "pulling" efforts on the control
stick will exceed 4 kg,increase the stabilizer "drift" as it was pointed out
above in Section "Adjustment of Stabilizer Drift".
ILPORTA.NT: When performing adjustment, remember that a 1-mm increase in
the stabilizer "drift" will decrease "pulling" efforts by 3-4 kg.
The new value of the stabilizer "drift" should be recorded in the Aircraft
Trimming Chart.
CAUTION: When adjusting the aircraft longitudinal control, it is strictly
forbidden to bend the stabilizer trailing edge, for the latter is not
used to trim the aircraft longitudinally.
2. Aileron Control System
General
The aileron control system comprises the following units (Fig.44):
1. Two 13Y-45A boosters installed in the aileron control system each ensur-
ing aileron deflection in one direction only.
Hydraulic power can be supplied to the booster either from the booster or
from the main hydraulic system. If a pressure drop in the booster hydraulic sys-
tem reduces the pressure to half the value of pressure in the main system, the
booster hydraulic power supply is automatically switched over from the booster
to the main hydraulic system. If the pressure in the booster hydraulic system in
creases to a value, exceeding half the pressure in the main system, the booster
supply is automatically switched over from the main to the booster hydraulic system.
Switching over from one hydraulic system to the other is accomplished by
means of special valves built in BY-45A booster heads.
With one of the hydraulic systems under operating pressure, aerodynamic for-
ces acting on the aileron are taken up by the boosters, while under no pressure
conditions in the systems, the boosters operate as rods and therefore the aerody
na.,!.a forces acting on the ailerons should be overcome by the pilot.
2. The spring feel mechanism incorporated in the aileron control system trans-
mute aileron pressure to the control stick, with the boosters being switched on.
3. Two non-linear transmission mechanisms of a leverage type which transmit
forces from the control stick to the ailerons are installed in the wings ahead of
the ailerons.
The above mechanisms serve to ensure:
(a) normal lateral stability?of the aircraft at high indicated airspeeds
when the ailerons become too responsive and the lateral control excessively sensi-
tive;
(b) small angles of aileron deflection (up to % of aileron full deflection
angle) following increased deflection of the cgntrol aticki
(c) easy control of the ailerons with the BY-45A boosters switched out.
9400kiag-ailergn cgntrol fivtOR
The general procedure for checking of the aileron control system is the
following:
1. Check the aileron control system with the boosters switched off. For this'
Purpose:
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
(a) turn off the AILERON BOOSTERS switch on the left panel;
trailing edge. No knocking shall be tolerated in the connections with theboostss
V
switched on.
a
the forces due to the spring feel mechanism are felt while deflecting the control
stick.
The released control stick should return to neutral position. Check the ply
in the aileron nnntrnl aoa+.m i.., .1 -..-.
ing in the following sequencer
(a) build up operating pressure in the booster hydraulic system and turn W
the STORAGE BATTERY: AIRCRAFT, GROUND switch on the right-hand panel,
(b) turn on the AILERON BOOSTERS switch on the left-hand panel;
(c) deflecting the control stick to the extreme right-hand and left-hand
positions make sure that it moves smoothly without jerks and jamming] see th
t
ning or with the ground hydraulic pump and ground power source Connected prod
the control stick and ailerons can be deflected through all the way of their
upon by the spring-feel mechanism and booster cylinder friotion;make lure tbA
positions$make sure that the control stick moves smoothly, Control stick is jet"
Ziaa1 edduetmegt of ai?cret lateral contrQl_et4r
tritin. ng flight_
If the aircraft has not been trimmed up completely during the lateral trig
flight with the aileron boosters switched on and off according to the Instruc-
tions given in Sectio
"I
n
n-Flight Check of Aircraft Tr
trimming flight)do the following; immingn~ before the next
1.After.Fli?ht~for Aircraft Trimming
..................
with the Aileron Boosters Off
......................
To finally adjust the aircraft l
ateral Side control bend the tab of the
port- Or down by not more th
+
an
q m.
To eliminate port-aide bank with
port-aide the boosters switched off, the tab of the
aileron Should be bent up, whereas to eliminate starboard-side bank the
tab should be bent down'
The direction and amount of tab bending depend on the nature and degree of
lateral instability revealed durin
g flight for trimming, subsequent flights to complete nThey are adJusted in
After the direction ~ trim the aircraft.
and value of bending have been selected nuke the fol-
lowing inscription on the tab (in red paint):
Tab trimmed position
up . . . . . . . . ? mm
dgwn .. . . . . .
mm
Bending of the port aileron tab
aircraft Trimming Chart should correspond to that recorded in the
.
2'. After Fl
.........fight for Trima
??????? ?
with the Aileron Boo
.........
.
st
.
.
ers ~ 01.
If lateral trimming has not been ed after the trimming fliaht achieved in flight,
it should be accomolis
neutral , on the ground To thi
and adjust t
s
stick
he amount and sign end Net of the port sad
o
starb
ard aileron
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(b) deflecting the control stick to the extreme right-hand and-left-hgpd
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
alignment within =10 (total misalignment of ailerons relative to points 38 - 38a
is allowed to be within 0 to 16 mm).
Aileron misalignment is corrected by adjusting the ends of the rods next to
the ailerons.
After adjustment check aileron misaltgnment by reference to the Levelling
Charts then finally check the aircraft trisming in flight.
To eliminate port banking with the aileron boosters on, lower the port aileron
and raise the starboard one through equal angles with the help of the rod ends.
3. Rudder Control System
General
Rudder control is exercised through the pedals and the system of rigid links
connected with the rudder (lig.45). The pilot perceives the aerodynamic forces
acting on the rudder through the pedals.
Installed in the rudder control system is a pedal-to-rudder non-direct trans-
mission mechanism to reduce the efforts on the pedals at high flying speeds (Pig.4Q
The non-linear transmission mechanism comprises a rocker arm, gear, toothed
segment and a universal joint incorporated in a common ease. The mechanism is in-
stalled in the tail, fin.
g o] ,. l4eT 2oatEol VVEL
In the course of operation the rudder control .stem should be checked for
smooth functioning to make awe that the rocker arms and rods are not jammed and
no play occurs in the binges. If the hinges in the rudder control system do not
knock when pushing the rudder trailing edge, this is a proof that the hinges are
free of play. Knocking in the hinges shall not be tolerated.
See that the rudder tab is always net within the trimming position limits,
avoid damaging it when covering and uncovering the fuselage tail portion,
m
While performing the 100-hour scheduled maintenance remove the pedallsfroomre
the aircraft and inspect the locks, attaching the straps to the pedals.
that the clamps and cotter pins are inthct and that each look can be easily
opened with one band (the looks are to be opened to release the pilot's feet when
bailing out).
fter Trimmiag gleigh~~ so~t~a}, _
trimming flight the ball of the an-56 turn-and-bad
directional has de
If in
through a length exceeding the ball diameter, corron the
stability on -the ground after the flight. This should be achieved by bonding
rear edge of the rudder tab through some ? 2 mm. at subsonic speeds, bend the
To eliminate the aircraft turning when flying Portion.
lower portion of the tab, when flying at supersonic speeds, bend its upper p
For elimination of starboard turning bend the tab to the right whereas to elimi-
nate port turning,..bend it to the left.
CAUTIONS To trim the aircraft directionally at the aircraft manufacturing
plant use the San equalising flap riveted to the jet nozzle. Whenitri trimming
t bend or out the ga
the aircraft in the using arms do no
flap with the purpose of trimming the aircraft directionally.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
r :....mom
4. Air Brake Control System
To increase the drag under various flight conditions, three air br
provided on the aircraft fuselage. With the drop tank suspended, the bow A
brake is interlocked and cannot be released.
The air brakes are controlled by solenoid-operated valves (Fi 4 rF_
dJ
brakes on the fuselage sides are controlled by the 1'A-140 solenoidgopersld
t
while the fuselage bottom air brake is operated by means of the 1'A-184 v
The side air brakes can be deflected through 250, il,
g and the bottGm air }
through 400. When extended or retracted, the air brakes are held in positiQIl
to the working fluid pressure supplied from the main hydraulic system. Tom,#brakes can be controlled either by means of the but-ton on the control atickc)
moving the slide on the engine control lever. The button provided on the control stick is used for short-time appli tt'
of the air brakes, while the slide on toe engine control lever is employed for
continuous application of the air brakes (e.g. when diving).
Checking Air Brake Control stem
The procedure used for checking the air brake control system is as folios,
1. Connect the ground power sou
rce to the aircraft.
2. Connect the ground hydraulic pump to the main hydraulic
operating pressure in the system
3. Switch on the AIR BRAiFS.(TQpM. fllYITh1i) and LANDING GEAR, NAVIGATION LI01
SIGNALIZATION SYSTU (CAM. UACCN, AHO) circuit breakers and accumulator flw~.SCL
4. Extend the air brakes by operating the button on the control stick.iiteo
the air brakes start extending, the AIR B'.: S EXTZNDED (14HTRW BNT[:'Ltr^HN) 11ot
inscription should flash up on the fflC-2
panel.
Extend and retract the air brazes three times to make
brakes operate synchronously and their mechanisms function
CAUTION: It i
s forbidden to extend and retract
fuselage bottom engine hatches are open to
damage.
sure that all thrgef
properly.
air brakes when the,,,_
5. Check t
elide on the he air brakes for proper extension and
engine control lever.
Move the slide backward
Not to extend the a
To check the bottom it brakes
Chapter ^ air brake-to-drop
Fuel System,,. tank
retraction by operating t~!
and forward to retractb
interlock system refer to
Ipstructione oa Operations in Wells_of Aid Brakls_
To avoid accidents nrhile
walla observe the following Performing
g se9u a8 maintenance operations in the air
eace in operations.
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 1. Make sure that no pressure exists in the main hydraulic system.
2. Open the pressure unloading valve in the well of the right-hand wheel by
pulling the valve lever backward. Fix the lever in this position with a safety pin,
3. Extend manually both side air brakes.
CAUTION: When maintenance operations are to be carried out in the air brake
Check the aircraft for trimming in the following cases:
(a) after assembly of the aircraft which has been delivered disassembled to
the unit from the Manufacturing plant;
(b) after replacement or repair of the control system units, such as stabilizer,
aileron, rudder, flap;
(c) after replacement of the spring feel mechanism, actuating mechanism of the
APY-3B automatic boost control unit, "trimming effect" mechanism (Wi-100M),
tt~ booster BY-45A or RY-51MC;
(d) in case of abnormal behaviour of the aircraft in flight.
Prior to a flight for trimming the pilot must look through the Aircraft
Trimming chart which is appended to the aircraft Service Log and together with the
techni inn adjust the aircraft parameters in conformity with the data recorded in
the Trii m.ing Chart.
In`(v`+ trimming flight the pilot should checks
(a) the aircraft longitudinal trimming;
(b) the aircraft lateral trimming with the aileron boosters on and off;
(c) the aircraft directional trimming.
CAUTION: Before a trimming flight remove ammunition and the drop tank from
the aircraft.
wells, it is forbidden to extend the air brakes using the main hydraulic
system under operating pressure.
The above operations finished, start working in the side air brake wells,
then close the side air brakes manually and remove the safety pin from the unload-
ing valve lever. Removal of the safety pin will close the unloading valve, i.e. the
valve will be lowered under the action of the spring,
In Case of Maintenance Operations in the Bottom Air Brake Well:
Before proceeding to maintenance operations in the well of the bottom air
brake bleed pressure in the main hydraulic system to slacken the bolt that connects
the bottom air brake with the rod of the hydraulic cylinder, after which remove the
bolt.
CAUTION: Secure the disconnected air brake to keep it away from the fuselage
to avoid damaging the fuselage bottom skin and the air brake skin. This
calls for only partial lowering of the air brake.
Start working ih the well of the bottom air brake only after fulfilling the
above operations. The work finished, connect the bottom air brake to the hydraulic
cylinder rod.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
- 112 -
Cheg4ng A4craat Longltu,?inal Trim~in~
1. After take-off and while climbing to 3000 m. at elanding gear, flaps and air brakes retracted) use the "trimming effect"
for trimming the aircraft longitudinally at an indicated airspeed (IAS meC,
to 750 f 100 km/hr. ) equtL---
2. After the aircraft has been properly trimmed within the indicated aig~
limits, check the efforts on the control stick changing during the aircraft g
t.d:n up to JAS = 1000 - 1050 km/hr at altitudes up to 4000 m. In this "
efforts up to 3 - 4 kg are allowed on the control stick (Fi case pyu
3. If the "trimming g.4-8).
effect" mechanism has not been used for trimming
craft at IAS = 750 ? 100 km/hr and the flashing the
of the TRIMMING EFFECT OT
(TPHM, CTAE. HEITP.) signal light indicated that the trimming acuieved, with the control stick speed has been
accelerating the aircraft up to indicated airspeed oft1000eed105 4 m/ while
craft trimming - 1050 k,/~~ the
may be considered accomplished. In this case post-flight adjustme
of the longitudinal control is superfluous.
4. If the "trimming effect" mechanism was used for trimming the aascraft
longitudinally at indicated airspeed of 750 100
effect" meci~sniem until landing ~'r do not use the "trlmmiLg
efj t t~ trim after the aircraft was trimmed. After landing
using effect" mechanism so that its position should correspond to
tae stabilizer trimming Position obtained by the pilot
Section "Final Adjustment of Aircraft Longitudinal proceeding as instructe~io
5. If the aircraft has been ngitudinal Control after Trimming Flight",
but its If ther rcraft hasn u properly trimmed in flight at IAS - 750 t 100 ]pp/k
on the control stick eratioip to IAS = 1000 - 1050 km/hr causes " 11 and land the tr listikt. After nthe permissible value (4 kg), u therg" eff4rtt
stop further trltmgp~
CAUTI011; landing increase the stabilizer "drift".
1. When performing longitudinal trimming,
efforts on the control stick remember that "pushing"
2. The are not specified.
Procedure used for adjustment of the stabilizer "drift" is eel
forth in Section "Adjustment of Stabilizer Control system".
Chec]cing Aircraft Lateral Trimming
!!ith Aileron Boosters On
6. When trimming -
aircraft the aircraft to
flight with the aileron ngitueraally, check lateral trimming of the
7. Start at airspeeds IA8 = 1000-1050
ks~Li'
Performing lateral tri
off, when the control stick owing of the aircraft with the aileron boos 471 i
of s not more t deflection required for
defle th has 1/4 of i counteracting e ailerons through is full travel (in this position the he the aircraft bed=
2 - 30)~ control stick
IMPORTANT: In case of
Placement in the incomplete aircraft directio
the ball), sal trimming the ball die
t-and- indicator is allowed to be ! 1 diameter (n-
8. If tcontrol 'tick
banking If the
h s o1/4 n of deflection required
aileron neutral control for
Stick . full travel thecounteracting r di the aircraft
position misalignment
9. After misali
n
the
nB adjua
g
t
ment
rected, final in the neutral
1'e flight
the aircraft Position of
recto ra swi most a in both ailerons has been cot-on"k ircreSt lateral tri
che
wag with the aileron
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
intact.
13. If aileron tab bending has been adjusted after the trimming flight, then
leron boosters.
12. After landing adjust the tab bending on the port wing aileron and check
e position of the trailing edges of the ailerons a.nd flaps to make sure that they
11. If the efforts on the control stick exceed 15 kg, record the following
ameters: indicated airspeed, flying altitude, direction of banking, rough value
efforts on the control stick and control stick travel required for elimination
banking. Then decelerate the aircraft to I18 ^ 750 km/hr and switch on the,
e efforts can increase and change their sign (Fig.49).
When accelerating the aircraft to IAS = 1050 km/hr, maximum efforts on the
ntrol stick required to counteract the aircraft banking should not exceed 15 kg.
osters.
When starting acceleration, efforts on the control stick required to countdt
t the aircraft banking should be minimum. However, as the aircraft accelerates,
-- 113 ---
Checking lircraft_Iateral T?1,02"
with Aileron Boosters Switcge.4 Qti
10. Switch off the aileron boosters upon reaching the altitude of 4000 m. and
600 km/hr. Then accelerate the aircraft to 1000750 ka/hr while descending t0
altitude of 2500 - 2000 is. and at this altitude check lateral trimming of the
craft, then decelerate the aircraft to IAS = 750 km/hr and switch on the ailei 3
he flight which will follow should envolve checking of the aircraft lateral trim-
under conditions of straight flight, with the pedals released and no G-forces
d Mach number exceeding 0.92 (it > 0.92), smooth deflection of the 33M-56 turn-
d-bank indicator ball is allowed by the amount equal to 1 1 diameter of the ball
Checking Aircraft Directional TRimmill -
14. Trim the aircraft directionally under conditions of maximum permissible
ach number and indicated airspeed (IAS). When flying at IAS exceeding 1000 km/hr
ange of engine ratings, adjust the rudder tab.
k
h
the region of the drag parachute location.
17. Should the jet nozzle flaps prove to be symmetrical throughout the entire
This done, land the aircraft.
16. After landing check to see that the jet nozzle flaps are symmetrical under
11 engine ratings. If otherwise, the aircraft may become directionally unstable.
symmetrical position of the flaps may result from improper adjustment of rollers
astening the afterburner or from deformation of the jet nozzle flaps, particularly
fforts to be applied to the pedals for counteracting the aircraft turning.
ircraft banking by application of the pedals.
15. Should the aircraft prove to be poorly trimmed under any of the flight
onditiona, the pilot must note the following parameters characterizing this flight
ondition: indicated airspeed or Mach number, flying altitude, direction and amount
f the 3Yf-56 ball deflection with the pedals released and approximate amount of
erienced).
In this case the pilot should check abrupt aircraft turns and counteract the
t
e
18. After adjustment of the aircraft directional stability finally chec
ectional trimming.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
rili B PLANT CONTROL
(Fig-50)
The aircraft is powered with th
F
e
IN3
-- engine with variable thrust
augmented rating. The aircraft is provided with a system for autonomous en
start from the IS~Y?._4 aircraft etora
a
Normal operation of the plant
ge bat ensured by
power is en
.
(a) the engine rating cont
rol syst
em;
(b} the system contrc711ng the air intake
engine control lever interlock cone, anti-surge shutters
ur1
ng take-off.
1. E in,x C`ra1-SvStm
General
ti (d) the s y or the engine
nozzle flaps;
additional jet
air y to stem the control of the addional air intake shutters to eC
e engine compressor d
The engine is contr
l
Ct
l
o
led b
y unit whichon y means of the en
ro
)
of the HP_214 gee control lever through
W by the anPine rating control a pump wh6h controls the fuel gh
flow
The engin
p nel n3P
Th
e contl
TI~ i
ro_nterconnected by a rod. CUT_O lever man be fixed b
FULL IDLE SPEED, NOFIVAL RATING y stops in the follow
in
AUGX-hHTATIUN NAXIAS UId g positio
All stops with the exception of the CUT-OFF RATING, MINIMUM AUGMNTATION
To move the engino control lever to
two buttons which f:Lx the ese adjustable.
the required position One of
One b lever in nosition
utton serv
es t on th
SPEEDo fix thee throttle
t0l
Position" engine contro1 control.
lever in the OFF and
11111,U" AUG tTPATION the ether is used for fixi
gpd F
U
n
LL AU TATION 6 it ' the iWIM IMUH RATING, 1
The engine control
is fixed b lever positions.
by a ball .reta Position corresponding
For etiffenl der provided on the to the XORXAL SPEED t g the travel a bracket of the control lever sod
in any position a a^eciel handle fishe en6lae Oontrol
Provided in tt8 _ used _t. lever and liw4- the 1k
the be
-=u~oa tr - sae engine Co ""yea up and 010OR
air brakee . ae tter 8411 a slide me a lever is a button for
for e2tena,,,.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
Installed on the engine control lover handle is a drum whose turning
es the diameter of the reticle. Turning of the drum is possible only after
ing a specially provided stop button on the handle.
Checking Engine Ratijng Cogttro.1 Syttem
When checking the engine control system make sure than
(a) the movement of the engine control lever is smooth;
(b) no play is present in the engine control system;
(c) the engine control lever is distinctly(reliably)fixed at the sector
,.
To check the engine control lever for smooth movement throughout the sector,
y release the engine control lever by turning the tightening handle counter-
kwise. Move the engine control lever between the CUT-OFF and FULL AUGMENTATION
tions and make sure that the ]ever moves in both directions smoothly and
out sticking. When moving the engine control lever, the clearance between the
ng elements (rods, rocker arms) and fuselage members should be at least
5 mm.
To check the engine control system for play, first hold the lever on the
It pump and then, by smoothly moving the engine control stick in the cockpit
sure that the engine control system is free from play.
When checking the engine control lever for distinct and reliable fixing by
IDLE SPEED and NORMAL RATING stops, follow the notches on the body of the
10 pump. With the engine control lever at the MAXIMUM RATING and MINIMUM
pENTATION stops, follow the degrees read off the engine rating control
oughout all engine ratings both with the engine control lever being moved
othly and abruptly.
For checking use the following procedure,
1. Set the engine control lever at the CUT-OFF stop; the lever of the HP-210
p should get fixed at the stop, while the engine control lever should be
2 mm short of the stop.
Make sure that the button on the sector holds the engine control lever (for
.s purpose try to move it forward); while doing this, the lever of the HP-210
ip should remain at the stop.
2. Move the engine control lever to the IDLE SPEED stop by pressing the
ton on the sector. Then release the button and make certain that the engine
ttrol lever is fixed by the button retainer when moved backward and freely
3vels forward when moved. the
When placing the engine control lever at the IDLE SPEED position,
-2N lever should remain between the first and third notches.
Check reliability of the HP-210 pump lever setting at the IDLE SPEED stop
ine control lever from the MAXIMUM RATING stop;
ring abrupt moving of the eng
e lever of the HP-210 pump should stop at least 1.5 mm short of the first
toh.
3. Move the engine control lever to the NORMAL RATING position. When in this
sition, the engine control lever should be fixed by the ball retainer provided
t the fifth notch.
the sector, while the HP-210 pump laver should remain a
During the engine control lever forward and backward movement the lever should
ave the ball retainer following additional efforts applied to the handle of the
gine control lever (this effort being of the order of 1 or 1.5 kg).
". Change over the engine control lever to the MAXIMUM RATING position.
ken trying to move the engine control lever forward, see that the lever is lock-
L by the button which should rest against the MAXIMUM RATING stop.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
cd position and the FULL AUGMENTATION stop on the sector.
wi.a One engine control lever will be held by the FULL AUGMENTATION stop.
See that a clearance of 1 - 2 mm is observed between the button in the
6. Change over the engine control lever to the FULL AUGMENTATION positiory
this will fix the lever on the fYPT-1D engine rating oontrol panel in positioa,
til
stop, press the button an the engine control lever after which move it baclwaN,
freely: To move the engine control lever backward from the MINIMUM AUGMENWlq
control lever from the MINIMUM AUGMENTATION stop.forward, the lever should.tra~
lever to the MINIMUM AUGMENTATION stop, the lever according to the AYPT.lj
ratingcontrol panel should remain within 75 to 770 limits. When moving the
which rest, against the MINIMUM AUGMENTATION stop. When setting the engine OR
to move the engine control lever backward, see that it is locked by the butt
5. By pressing the button on the engine control lever change over theta
Y_ -- ..rvr.nm ...nuv+.rm --- -- -.,-._1 -_~____ -._ . ..
limb.
should remain within 65 to 70 range of the IIYPT-19; engine rating control
When the engine control lever has bean met on the MAXIMUM RATING stop, t11e1
0
Make sure that the button locks the engine control lever when trying tom
_-- -, 1
the latter b ckw ?A Wh
en the
backward and forward. In this case the lever on the rIYPT-10 engine rating V"
Panel should
remain on itt
s sop.
To move the engine control lever backward from the FULL AUGMENTATION stop,
first press the button on the lever and then pull the lever
.
During operation of the engine control lever in the engine ratings frostM
MINIMUM AUGMENTATION t
FU
L
o
L AUGMENTATIONd
stops, the button on the lever shoul
be released.
2. System for dontTnt_of Air Intake Cone. Anti- ,,
SLae Shutters and Finales
O
t
on
rol Lev It
ernerlock aocordinrc to Mach Number
General]
(Bi
52)
g?
To reduce losses
a retractable cone is in the engine The cone ensuT99 en
gins maximum provided in the airfusela intakegewnoshene po flrioyingnat.supersonic spee$,
ces the aircraft drag
In flight the cone assumes the following at great Mach numbers.
1. retracted; positions:
2. 18t extended position at M 1.5;
3. 2nd extended Positi
on at m 1
=.9.
When in flight, the cone is automatically
At M below 1.5 the cone extended depending on the Mach number,
is in th
e rett
raced position.
4'
extended to the 2nri nacceleratio.,..~ n up to M 1.5 the cone is being automaticalll
In tended to the aircraft 1st position, while during acceleration u o the "one is
.,
^ Both extended positionnno
cone from the retracted ee up on the T-4 light panel followingextension ooftbe
o
i
s
tion.
A serviceable c P
one aut
omati
c control system operates without the pilot's
interference, whereas in case the controlled manually r automatic control system fails, the cone ol3ibt
thdmods of operation aal the automatic
To change over to manual ,,,,T+ro of thB CODs
Position. -- ?u~LL+a be set from the AUTOMATIC to the
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The cone control system comprises: two Mach transmitters MP-1.5T and MP-1.9T,
o rA-185 solenoid-operated valves, one three-position hydraulic cylinder and two
draulic locks. For the cone solenoid-operated system functioning see Chapter
ircraft Hydraulic System Maintenance".
To prevent surging in the air intake at great flying speeds, automatically
ontrolled anti-surge shutters are provided in the front portion of the air inlet
ucts on both fuselage aides (Fig.53).
The anti-surge shutters open automatically only at flying speeds correspond-
1 ng to M,i1.5 following the afterburner switching-off or stabilizer deflection down
Mhrough 200 and more.
The anti-surge shutter interlock system operation depending on afterburner
peration is controlled by the afterburner electric circuit incorporated in the
4~4~-13A (series 3) afterburner control box, while its operation depending on
tabilizer deflection is controlled by the KB-9A microawitch.
In both cases the electric signal is transmitted to the FA-184 valve which
pens and directs working fluid to the hydraulic cylinders to open the shutters
f the automatic system fails, it is possible to control the operation of the
nti-surge shutters manually.
M To change over to manual control set the switch from the AUTOMATIC to the
LOSED or OPEN position.
To prevent surging in the air intake due to abrupt moving of the engine con-
rol lever backward at great flying speeds (M?1.5), an automatic stop is provided
on the engine control lever sector to prevent the engine control, lever from being
! va.. e4%
With M41.5 the automatic switch is countersunk, and does not hamper the
d engine control lever backward movement. The automatic stop, does not prevent the
i
control lever from moving forward at any value of Mach number. The switch s
actuated by a signal transmitted from the MP-1.5'relay which controls the exten-
sion of the air intake cone in the let position (Fig.53)?
If the control lever automatic interlock system (functioning depending on
Mach number vol) vqfails, it is possible to-disconnect it mechanically by press-
ing the red button provided on the sector bracket.
Checking gont oj gysbeps o~ sin intake_cgng, ar. I ~u3 jhytjeX1k_
and en&inecQn. lgvgr Iptar16ogk_agogrAigp ,t-0 llagh nu_m e?
(Fig.54)
The checking should be performed in two stepst
(a) checking of automatic control system;
(b) checking of manual control system..
Checking of automatic. control system
?
(a).1 ...... ...........................
1. Make sure that all circuit breakers and switches in the cockpit are off.
2. Connect the ground power source to the aircraft mains system pigs
3. Connect the ground hydraulic pump to the main by c
unions and build up a pressure of 180 - 210 kg/sq.cm. in the system.
4. Set the ENGINE PROCESSING switch to the K (PROCESSIYG) position in the
engine processing box which is installed next to frame No.16 at the right-hand
lower fuselage portion. (series 3) afterburner
5. Set the 1`3 and S{60 limit switches ithethe ~crew This will prevent the
control box to the OFF position by turning
limit switches from interlock.
6. Switch on the AUGMENTATION circuit breaker on the left-hand panel.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
-118--
7. Turn on the STORAGE BATTERY: AIRCRAFT, GROUND switch on the rightha4
panel.
8. Switch on the following circuit breakers located on the right-}W
CONE, ENGINE CONTROL LEVER INTERLOCK, CHECKING LIGHTS, LIGHT PANEL, pij ,
ING AND TRIMMING EFFECT SIGNALIZATION and BOOSTER SYSTEM OFF, HYDRAULIO an
SIGNALIZATION.
9. Make sure that the cone and anti-surgo shutter mode-of-operation Bt;
switches on the left panel are in the AUTOMATIC position,
10. Create a rarefaction in the static and total pressure lines of they
static tube using two K[1Y-3 units. First create a rarefaction oorreepondi4k
a 7500-m. altitude in the Pitot-static tube static line, and than by graduq
+..t l
__
Ia__ __- ___ _ __ __
increasing the pre a...re an th
pre
ure
e
ing to M.l.5. Upon gaining this pressure in the Pitot~-7t~tttio tuba line the tel.
lowing automatic operations will take placer
(a) The cone will move from the retracted .potf.i;i s 4 to the 1 t extended
tion. The beginning of +1,,-
CONE EXTENDED signalization light on the T-4 111ght panel.
(b) The system for anti-surge shutter interlock actuated by afterbuzIIer
switching_off and stabilizer deflection will get switched on. The engine con
..,
lever being at the moment in the CUT-OFF position and the afterburner beisgaff
the flA-184 solenniA_nnera+eA -1-
The
(a) system for engine control lever interlock according to Mach nab
ill
w
get switched on.
11. To check the operation of the anti-surge shutters interlock system
coed as follows:
(a) Check the operation of the anti-surge shutters interlock system
actuated by afterburner switching-off, for which purposes
- change over the engine control lever from the CUT-OFF to the MAXIM1111
RATING position. With the engine control lever within this range, the anti-
bhuttera should b
-
i
e
n
- change over the engine control lever from the MAXIMUM RATING to the 0"i
MUM AUGMENTATION Position. As a result, the afterburner will become tlaitcheda4
the AUGMENTATION
signal light on the T-6 light panel will burning andtb
anti-eurRe shutters start -. ?
With the engine control lever-travelling from AUGMENTATIOAta
the FULL AUGMF.WAnrnw, __ .. the MINIMUM
h,. -"-surge shutters should be closed{
- change over the engine control lever from the MINIMUM AUGMENTATION to
MA aM(1M RATING positi
on. The afterburner will get switched -off, the AUGM89Tl'%
2ilht will go out and the anti
(b) Check -surge shutters will open.
operation
deflection
of the shutter interlock system according to.stabil
, for which purpose:
Ott the en
i
g
ne control lever at the MINIMUM AUGMENTATION stop, which 4
cause ewitching_on of the afterburner and closing of the anti-surge Bhutto
- pull the aircraft contr
l
o
stick backward until the stabilizer nose po
The anti-
surge shutters will get opened;
- deflect the
control stick
stabilizer nose forward to place it neutral. As soon an *6
shutters will upward deflection angle becomes less than
get closed; -200, the anti-g
14A7IIMMchange over the RATING stop. engine control lever from the MINIMUM AUGMENTATION to
The afterburner will get switched off, the AUGMENTATIOg
light will go out and the eulti-sur
ge shutters will get opened.
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- 119 -
12. To check the operation of the system for the engine control lever inter-
lock depending on Mach number use the following procedure:
(a) Move the engine control lever backward from the MAXIMUM RATING stop to
the stop providing the engine control lever interlock according to Mach number.
In thin ceso the automatic stop should prevent backward movement of the engine
control lever. The clearance between the button on the engine control lever and
the MAXIMUM RATING stop on the sector should amount to 0.5 - 1.0 mm.
CAUTION: The above clearance is possible due to the adjustment of the
MAXIMUM RATING stop.
(b) Gradually relieve 'pressure in the Pitot-static tube total pressure line
down to Mach number below 1.5; this will .isconnect the system for engine control
lever interlock according to Mach number, As a resw.xlt, the automatic stop will no
loner hinder the engine control lever movement alti. the aeetor from the MAXIMUM
RATING to trice CUT-OFF position.
(c) Place the engine control lever qt the MAXIMUM RATING stop and gradually
build up a pressure in the Pitot-static tuts total pressure line corresponding to
Mach number amounting to 1.5. When this value of Mach number has been gained, the
system for engine control lever interlock according to Mach number will operate
as a result of which the automatic stop will prevent the engine control backward
movement (Fig-5l)-
(d) Press the button for emergency disengagement of the automatic stop de-
pending on Mach number, after which make sure that the engine control lever moves
Creely forward and backward in the range MAXIMUM RATING - CUT-OFF position.
(e) Bring the button for emergency disengagement of the automatic stop de-
pending on Mach number to the initial position and look it with a 0.25-mm wire,
type l1-62.
13. Check operation of the air intake cone in the following sequence:
increase the pressure in the Pitot-static tube total pressure
ll
d
y
ua
(a) Gra
line up to M>,1.9; as a result, the cone will extend from the 1st extended posi-
tion to the 2nd one.
(b)Reduce pressure in the Pitot-static tube system down to that correspond-
. .. ~_ ..,._ 1-4- extended noaition
f 1
.
;.ng to macn number o
should take" place at Mn fnnctiotn properly.
!'hock the flaps for synchronous operation. One of the flaps may be fully
;z;,,i,;d or retracted while the other has only started extending or retracting.
asynchronous operation of the flaps is allowed provided the force
tt,~led to the flap lagging behind (i.e. to the flap trailing edge) to retract
-t tend it is not over 5 kg (the force should be applied to the flap after
1,,,,,2,,z,(,ctied, the flap control rod).
d;,t,as: 1.Che('k the flaps for synchronous operation, with the aircraft in
u:oe, in the following casess asynchronous operation of the flaps
with one of the flaps lagging by one full travel behind the other,
or when tice pilot complains of poor lateral stability of the air-
c raft.
,'.After extension of the flaps prior to flight the aircraft technician
:;)iculd make certain that both flaps have been fully extended.
-hnok Proper operation of the flap position indicating system during
r;c!;i n and extension of the flaps, by pressing the corresponding button on
ho I.ta?-7 flap control panel in the cockpit and watching the relative indicating
ittlii.a tia^,h up on the IlIIC-2 panel in the cockpit.
13. Drag Parachute Release andd Drop
Tta ctrr K parachute is released and dropped by the pilot, with the air sys-
P,n c:,:3cr ra _l+ t :Isa?cm. pressure. For this purpose use the following procedure:
;wa.!;ch on the storage battery and the DRAG PARACHUTE circuit breaker on
!L, :.n rit right-hand side.
xe -,r the PARACHUTE RELEASE button on the instrument panel, which ac-
tizat inc rPlectro?-pneumatic valve. This.valve will supply air tr' the cylinder which
e
i
t
n
r.
a
q-,i;! the rlrng parachute shutters to release the parachute from the con
anel to drop
ide
f
p
t-s
Press the PARACHUTE DROP button on the cockpit le
Parachute. This will actuate the second electro-pneumatic valve which
l 1. ripely air to the cylinder for opening the lock holding the drag chute
ae. DIP lock will open and release the cable.
P,,t;o: Each time a drag chute container is installed on the aircraft, check
the shutters for proper opening by pressing the PARACHUTE RELEASE
bnt_.t;on. When doing this, hold the left-side shutter with the right
shoulder. If the shutters have a tendency for opening (i.e. they
offer resistance), the shutter opening system may be considered
-ound. The checking over, close the shutters and lock the retainer
with the M2-K1 wire.
14. Attachment of nraa Parachute to Aircraft
(Fig.78)
After landing in which use has been made of the drag parachute, disconnect
the Cable from the lock (if the parachute has not been dropped during the air-
craCt roll), clean the parachute compartment from dust, dirt, snow or moisture
and inP,pect the shutters, compartment and locks for damage. Then place a new
Pnrric?ute In t]re compartment.
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The parachute which has been used should be packed in conformity with the
Instructions on Packing and Maintenance of IlT-6152-59 Parachute.
To hold the drag parachute in the container when placing it in the para-
chute compartment, four flaps made of special cloth are provided on the contain-
er to cover the drag parachute.
The side flaps (one upper and one lower) have loops which should be secure,
with a cable with a red flag after the parachute has been packed in the con- '
tainer (Fig.79)?
To install the drag parachute on the aircraft use the following procedure:
1. Arrange the cable in the container removed from the aircraft in such a
manner as to form a loose "eight", one end of the cable coming out to the out-
side in the container rear right-hand corner (as viewed from the aireraft.rear).
Then put the packed parachute on top of the cable (the parachute should
he packed according to Instructions No.2010-59). See that the open end of the
parachute pack faces the aircraft tail.
Smooth out the parachute in the container and spread it uniformly all over
the container. Place the pilot chute on the rear flap of the drag parachute con-
tainer in its upper left-hand corner (Fig.78).
2. Close the parachute and cable with the flaps.
The front flap is the first to be closed, then follows the rear flap and
finally the right-hand and left-hand flaps (upper and lower). Next lock the flaps
with the cable provided with a red flag and close the fifth (protective) flap.
3. Install the container with the drag parachute in the aircraft fuselage
compartment (Pigs 79 and 80). To tide end:
(a) Make sure that the doors are open and locked by the spring mechanism
and the rod of the pneumatic cylinder for parachute door opening is drawn in
(Pig.80)..
of : 1. Parachute door opening is performed by turning the hexahedre.l
piece of the lock on the outer door (the mark on the look should
move to the OPEN position) or by pressing the PARACHUTE RELEASE
button in the cockpit.
2. When opening the drag parachute doors, hold them with the hands.
Be careful not to hurt the hands when the doors open abruptly,
actuated by a spring.
(b) Move the container right-hand lower part in the fuselage compartment in
such a way as to insert the container pins in the corresponding holes provided
in the fuselage (Fig.79).
(c) Move the container left-hand upper Dart in the fuselage compartment,
pill the lock cable and open the locks. Having made certain that the pins on
the left side of the container are inserted in the locks on the fuselage, let
the cable go.
(d) Make sure that the container is locked and closed by the fifth (pro-
tective) flap.
CAUTION: When placing the parachute container in the fuselage compartment:
1. Be careful not to pull out the locking cable of the parachute and not-3-
to tear off the ties.
2. See that the fifth flap of the container is not jammed bet en the
container rear edge and the doors.
4. Close the parachute compartment doo
r
rs, first the right-hand lower doo
and then the left-hand (upper) door. While holding the doors with the hands, puff
out the locking cable
f t
o
he parachute (Pigs 79 and 80).
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066ROO0100300001-6
5. bock the doors, fur which purpose close the doors tightly by turning
the axle of the lock on the left-hand door with a wrench (i.e. by turning with
a wrench the hexahedral socket); hold the doors tight and close the front lock
having pressed the stop of the lock; then turn up the axle of the lock with the
wrench.again (Fig?80).
6. Make sure that the marks on the axles of the locks have been aligned with
the marks on the fuselage skin, after which lock the hexahedral piece on the
fuselage with the M2-Ki wire (Fig.80).
7. If the catch-lock (Fig-81) of the drag parachute cable is closed,
open It by pressing the PARACHUTE DROP button in the cockpit or by means of
the socket wrench (manually).
8. Put the ring of the shackle of the connecting link cable on the hook
of the lock and close the lock (Fig-78).
9. place the cable and connecting link of the parachute in the clamps on
the bottom fin and in the channel provi'led in the fuselage tail part. The clamps
ensure proper attachment of the cable throughout its entire length. The cord
should not slip out of the clamps (Fig.78). Remove the drag parachute and its
container from the aircraft in the reverse order.
15. Checking Operation of Drag Parachute System
when performing scheduled maintenance every 50 flying hours, check the
parachute operating system in the following sequences
1. Place a canvas piece on the ground under the fuselage drag parachute
compartment to avoid parachute fouling when it is dropped from the container.
2. Make sure that the doors of the parachute compartment are closed and
the lock is wired.
3. See that the air system is under a 50 kg/sq.cm. pressure (which is a
normal operating pressure).
4. Press tb,e PARACHUTE RELEASE button. This will break the locking wire,
which remelts in the opening of the doors. The drag parachute drops under its
own weight from the container housed in the parachute compartment. The shutters
should remain open.
5. Apply a 5-to 15-kg force to the parachute cable and press the PARACHUTE
DROP button. The lock should open.
Operations pointed out in Items 4 and 5 should be repeated with the air
system being under a 30 kg/sq.cm. pressure (which is a minimum operating pres-
n sure).
The check over, restore the system to its initial position.
6. Check to see that the outer doors of the drag parachute container fit
closely to the fuselage skin, which will ensure tightness of the drag parachute
fuselage compartment.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
1. General
The aircraft pressurizes cockpit is of a ventilation type and is
with an automatic remote-control supply system.
Free ventilation of the cockpit is provided for altitude. from 0 t
o
. ,
2000 m. Beginning from 2000 m, the preeaur
diff
J
e
erence develo i t
~t
psnhe which gradually increases with altitude and reaches 220 ? 10 mm
3 /a .ca,1
at 9000-12,000 m., this amount of nraaa,,, a a' f f -___ _
o
cns
regulator.
.
-
from excessive a-- - - - - . - - r_
Pressures. The yBIG-20 cockpit altitude and pressure differ er
gauge shows the difference betwee
n the cokit di
cp an atmosphericcatea the cockpit "altitude" pressure,
The cockpit is supplied with the air from the engine compressor (Fig. AMM
The air from the compressor is fed to Solenoid-operated air distribution
valve 14 (unit 525)
and th t
anhrough the "hot" or "cold"line t
valve A, When directed throu
o cockpit sup
h t
"
g
he
cld" l
cooler 13 and, afteroine, the air passes through air
coolin
when
g, through turbine cooler 12 to return valve 11
passed through "hot" the hot" line, the hot air is supplied to the return I
iTO
Passing through the coolin
u
i
g
n
ts
,
At the cockpit entrance both lines merge to form one line. So the sized
air is directed to
the oook
pit supply valve. From this valve the sir IN fet
to ca
Installed canopy blow-off manifold 4 and pilot's feet
"~-in the pipelin
blow-off manifold 5.
e
folds for nano running from the cockpit supply valve to the
air su py Elee0 and pilot's feet blow-off is valve 10 which reetri0
pply to the manifolds.
the pressure of the air w This restricting valve automatioally controls
When pressure under high is supplied to the blow-off manifolds#
exceeds 0.12 k which the air is euplied to the blow-off n,anifbl
From the Same line sine to the oookpit.
tore controller for blowing_off r is branched off to the Tp'BK-45jd automatic tamp
th
While blowing-off the
e controller spiral.
Simultaneously ejects the cpiral It the temperature controller the air
ankpit air
Pressure in the cockpit is regulated by means of the AP1-57B pressure
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
oookpit air temperature. Electrical remote control of the cockpit supply
system is accomplished through the use of four-position seleotor switch 6
bearing the COCKPIT HEATER inscription.
The seleotor switch has four positions:
HOT, COLD, AUTOMATIC and NEUTRAL.
With the switch in the NEUTRAL position, the control of the oookpit
supply system is switched off.
When the switch is set to the HOT position, only hot sir is being direct-
ed to the cockpit from the engine compressor. When the switch is set to the
COLD position, only cold air is being supplied by the air distributing unit to
the oookpit (through the air cooler and turbine Cooler).
The switch being placed to the AUTOMATIC position, air distribution is
Controlled by the TPTBK-45M (9) automatic temperature controller which msin-
tains the pre-assigned air temperature in the cockpit.
The required temperature should be set on the scale of the automatic
temperature controller by turning its head.
The temperature controller can be set for any temperature from+16?0 to
to +26?C (as read off the scale).
CAUTION: The controller should be set for the required temperature by the
technician when on the ground. It is recommended that the temperatu-
re controller should be set to a +16?C temperature.
When the air temperature in the cockpit deviates from the required value,
the temperature controller switches on one of the windings of the air distri-
buting valve reversible electric mechanism. The latter turns the flaps in the
air distributing valve and directs the air to the cockpit through the "hot"
and "cold" lines.
After the cockpit air has reached the pre-assigned temperature, the auto-
matic temperature controller will break the electric circuit, as a result
of which the air distributing valve will remain in the position which ensures
a required hot-to-oold air ratio for the mixed air supplied to the cockpit.
CAUTION: To ensure efficient operation of the "cold" line, a "hot" line
vent pipe is provided in the air distributing valve. After passing
through the "hot" line flap the "hot" air is directed to the atmos-
phere through the vent pipe.
2. Location of Instruments and Units
which Go to Make Uc 8YAtem
for Cockpit Heatin_Q Ventilation and Pressurisation
The air cooler is installed between frames Nos 21 and 22. The purpose of
the air cooler is to cool the air before it is supplied to the turbo-cooler.
When passing through the air cooler, the hot air transfers about 80% of heat.
The air distribution solenoid-operated valve (unite is located on
frame No.22.
The electric valve is an actuating mechanism incorporated in the system
for cockpit temperature automatic remote control. It is designed for distribu-6
ting the air which is fed to the cockpit through the "hot" or "cold" line or
through both lines at a time. The air distribution electric valve is automa-
tically controlled by the TPTBK-459 temperature controller.
The t+rbo-aoo~er (unit 477) is located between frames Nos 14 and 1,5 in the
right hand bottom corner. The turbo-cooler is designed to cool the air sup
plied to the pressuriyed cockpit from the air cooler.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
The cockpit supply valve is installed in the cockpit on frame No.ll~
The cockpit supply valve has a flap which can be set to one of the 101.
lowing positionsc OPEN and CLOSED.
The valve is remotely controlled through the cabling system. It is opera.
ted by the control handle installed on the right-hand panel in the cockpit
(Fig. 83).
If smoke, fuel or oil vapours get in the cockpit, disconnect the cock.
pit pressurization system from the engine by placing the supply valve control
handle to the CLOSED position.
When the aircraft is on the ground with the engine inoperative, the oo4k,
pit supply valve should be always closed.
Open the valve before starting the engine. Starting and operation of the
engine with the cockpit supply valve in the closed position is not reoomIDend.
ed.
CAUTION: In summer, the ambient air temperature being 20 or 6?0 below
the temperature set at the scale of the temperature controller, it
is advisable before starting the engine that the solenoid-operated
air distribution valve should be set to the COLD position so as to
preclude supplying hot air to the cockpit at the first moment.
The A P -5IB air pressure regulator is installed on the cockpit canopy-
carrying panel in its right-hand section, between frames Nos 10 and 11
(Fig.84).
The purpose of the air pressure regulator is to automatically maintain
constant air pressure in the cockpit as has been preset by regulating the air
consumption in the cockpit.
The air pressure regulator consists of two unitst regulator (transmitter)
and valve 520 B (actuating mechanism). Valve 520 B is located on frame No.6
in the cockpit.
The regulator is provided with a valve whose handle can set the regula-
tor to one of the three positions: ON, OFF and CHECK. In operation the re-
gulator CHECK position is not used.
When the handle is placed in the ON position, the regulator becomes
switched on for normal operation in flight. In this position the handle
should be locked. The handle being placed in the OFF position, the re-
gulator will close the air passage from the cockpit through valve 520B.
. With the handle in this position, the cockpit may be checked for tight-
ness when on the ground.
The IIK s--g va v is located on frame No.
The safety valve is designed in the cockpit.
Pressure in they valve gned to protect the cockpit from damage when the
re in the cockpit exceeds the permissible limits. The excessive preseu-
cockpit being of the order of 240-5
and bleeds excessive air from the coc
Hg, the valve gets opened
Th_B-20 coc kPit.
led on the 1pit altitude and pressure differential a u&& is instal-
instrument panel (in its lower section).
The YB(I4-20 gauge is
difference between the intended for measuring the cockpit
"altitude" and
the instrument een theePressure inside the cockpit and atmospheric pressure,
ference from - readings being from 0
0.04 to + 0.6 kg/ to 20,000 m. and pressure dif-
s4?cm.
The TPTBK-4
air t
cockpit, rasa, of am erature controller
the pilots (Fig-85) is installed in the
The temperature s seat, at controller is designed No ll, o the left mid'
e.
to automatically maintain the air
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
mperature in the cockpit within the required limits (distributing valve 525
egg the actuating mechanism).
a- Using the limb, the air temperature in the cockpit can be set within the
0
069, of from +16 to +2600. Normal setting of the limb is at +16 C mark.
The four-position selector switch bearing the COCKPIT HATING insorip-
ion is installed on the right-hand panel in the cockpit.
The four-position selector switch is intended for control of the dis-
ribution valve.
3k- The return valve (unit 738N) is located between frames Nos 12 and 13,
%t the bottom.
The return valve lets the air in one direction only, i.e. from the en-
gine to the cockpit. In case of engine failure or any damage to the pipeline
supplying air to the cockpit, this valve closes, thereby preventing leakage of
air from the cockpit. The arrow mark on the valve body shows the direction of
air flow.
1 The restricting valve which regulates the air supply to the manifold
is intended to automatically maintain constant pressure of the air which is di-
rected to the manifold for blowing off the canopy and pilot's feet.
It is installed on the cockpit left side, under the floor, next to
freme.No.?.
The pipe union for around cockpit ventilation is intended for forced ven-
tilation of the cockpit when the aircraft is on the ground with the engine inope-
rative in case the pilot has to stay in the cockpit for a long time.
3. Cockpit Ground Check for Tightness
The cockpit is checked for tightness with the aid of a B6-9820-00 special
1. Set the valve of the AP-57B pressure regulator to the OFF position
(which is the position for ground checking of the cockpit).
2. Close the cockpit supply valve.
3. Connect the hoses of the ground device to the pipe unions located in
the nose strut well on the plug for the cockpit ground ventilation branch pipe.
Connect the ground air bottle to the ground device.
4. Close the canopy and seal it from the outside.
CAUTION! When using the ground device for cockpit checking see that no-
body is present in the cockpit.
5. Open the valve of the ground bottle and, while slowly opening the valve
of the ground device, fill the cockpit with air. Watch indications of the pres-
sure wause mmIntaA nn +.ha Aauira_ f,"ee that the rate of pressure increase does not
Check the time required to obtain a pressure drop in the cockpit ro
to 0.1 kg/sq.cm. Anon from
the cockpit, close the valve of the device and the valve of the air bottle.
f m 0 3
i. '"le Cocxpio is coneiaervu p+~~-o??-. -
0.3 to 0.1 kg/sq.cm. is at least 90 sec. If this period is leas than 90 sec., lo-
cate the leaks and eliminate them.
CAUTION! One of the probable causes of the cockpit poor sealing may be
to of the engine or aircraft control
dried grease in hermetic lead-ou
prescribed in Chapter
rods. If that is the case, lubricate the rods as
"Aircraft Maintenance", Section "Control System".
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
8. Disconnect the hoses of the ground device and set the valve of the
APA-57B pressure regulator to the ON Position. Lock it in this Position and
plug the pipe unions.
4. Checking Operation of System for
Automatic Air -Temperature Control
Solenoid operated air distribution vejgnit~_5j5j
t_5
Using the ground power source, check operation of the electric air die.
tribution valve in the following sequence:
(a) Turn on the STORAGE BATTERY: AIRCRAFT,GROUND switch and the 0001_
PIT HEATING circuit breaker, both located on the right-hand panel.
(b) Set the four-position selector switch of the cockpit supply syeteat,
the COLD position and, watching through the left-hand bottom hatch between frames
Nos 20 and 22 the movement of the air distribution valve levers, make sure that
it is intact. After the distribution valve has been set to the extreme position,
the electric mechanism should become switched off, which is checked by ear.
(c) Set the selector switch to the HOT position and watch the novement
of the levers up to the moment of the air distrib
t
u
ion .valve switching-off to
make sure that the air distribution valve functions Properly. The time during which
the air distribution valve gets switched over should total 30 sec.
CAUTION: If setting the switch to the COLD position will not result in
the switching-on of the electric mechanism (which may be the case
if the distribution valve has already been set to this position),
Bet it first to the HOT position and then to the COLD position.
Switch off the STORAGE BATTERY: AIRCRAFT, GROUND switch and the COCKPIT
HEATING circuit breaker which are both switched on for the check period.
Z~~"i'BK 4~M_csokpit_e~r_tgmserature cgiq~rgl~,e~
(to be checked in case of system failure)
Using a ground power source check operation of the cockpit air tempera-
ture controller in the following sequence:
(a) Turn on the STORAGE BATTERY: AIRCRAFT, GROUND switch and the COCKPIT
HEATING circuit breaker, both located on the right-]mod panel.
(b) Open the cockpit supply valve.
(0) With line, temperature below +16?C, switch over the supply eTe'
tam to the rr ee
AUTOMATIC after which set the four position selector switch to the
position.
The air temperature controller being intact, the system will be switched
over to "hot" air supply.
system to (d) the With the
air supply, air temperature being over +16?C, switch over the
position.
MATIc hot pafter which net the selector switch to the AUTO.
Proper switching-over of the system to the "cold" air supply will indi-
Pate normal operation of the air temperature controller.
HEATING o( e) Turn u nreffer BATTERY: AIRCRAFT, GROUND switch and COCKPIT
that were switched on for the check.
CAU'T'ION: Remember that at a temperature of +16? ?400 the contact of the
temperature controller may be in the neutral position and, hence, to
temperature controller may fail to get switched over under these nor
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 Declassified in Part - Santized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
tions. In this case it to advisable to blow off the controller with,werm or cold
it from the ground source.
(f) place the cockpit supply valve to the OLO6 D position.
_7'u~bg~oglgr .(ya~t 4Z71
(a) During preliminary preparation check the turbo-cooler for proper func-
ioning turning its rotor by the fan blade. To gain access to the fan blade
ipen the bottom hatch between frames Nos 14 and 16.
Easy rotation of the rotor is a proof that the turbo-cobler condition is sa
tiefaCtory.
(b) Check the turbo-cooler for proper operation with the engine, running. To
his end switch the system to the cold air supply and see that the temperature
pf the air flowing from the manifold tor blowing off the canopy is 5 or 15? be-
low the ambient air temperature (under average humidity conditions). If it occurs
that the air temperature is not below the ambient air temperature (after the
cold" line has been switched on) , check the shaft of the turbo-cooler for free
station. If the temperature of the "cold" line air does not drop to a noticeable
atent, with the turbo-cooler intact this is indicative of excessive air overflow,
.om the "hot" line to the "cold" one via the flaps of unit 525.
(c) Every 50 hours of operatibA refill the an,422-I4 oil'to the turbo-cool-
hr. Fill 55 gr of oil through one of the holes provided for the purpose.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
The cockpit canopy is desiEk
ed to protect the pilot from tha impaCb sqp ro.
p
_- sure in flight. It provides good visibility from the cockpit and ensures -~,
cessary cockpit pressurization.
The canopy has the following constructional characteristicst
1. The canopy can be opened and closed for the pilot to enter and lea~5r ,
cockpit, i.e. it turns about the
--p- ra v..r av??~v.VYp.lV 4{A.L L I. ?~...
flight the canopy can be jettisoned by operating the canopy emergency contrN
tem or it can be detached from the fusela
t
ge
ogether with thilt'tIi
out.e pos sea-.-
2. The canopy glass panels are made of various kinds of glaser
(a) most of the campy (except for th
f
e
ront glasl) idf hgt
s panes mae o4 resistant organic glass, grade CT-1
10 mm thi
,
c
k
(b) the front glass panel is made of silicate triplex, l .m mm thick.
Placed under the canopy is transparent armoured glass. 6S mm think, an 'both
with
----
two systems which control the canopy loc Bi
service and emergency.
The service canopy control system provides canopy lifting and lowering;rlt'
pressurization and attachment to the fuselage.
The emergency canopy cont
l
ro
syst
em provides autonomous (independent or
Beat) emergency Jettison of the canopy~
_ detachment of the canopy from the 9f
during"election with cannno -~_.
Therefore, the locks by
Whi
patch-locks
ch the canopy is attached to the fuselage aft"
connecting the can
opy t th
Control rods. The layout and opera
oe seat during ejection are joinedto _
.
further ting Principle of the looks will 'be presets.
(Fig-- --- '"' iueelage inside the canopy_
.96) controlled through the rod system c~iY panel are six locks
the cockpit (service control system) by lever 7 on the left-hand eide^'~'
The cano
py frame i
s
responding to the
six locks on the fu
e
m
the
se
ergency Jt lage)h
etison. wich are opened in case of ceao
emergency systems) enter the slots looks (elements common for both service n Ato
owered. When lever Provided in the fuselage locks when the
opy ig lowered (Fig-86) is deflected forward, the slip-out la
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
--- 149 -
become locked by pins 21 (Fig-87), thereby accomplishing canopy-to-fuselage at-
actuated valve handle enters the slo
with the handle in this position, pins 21 (Tig?87) enter loops 20 of the Qanoipnyders
side locks and look the canopy, the valve supply g air to the actuating
closed.
and the relief valve intended to bleed air from the cylinders being
Before moving the valve control handle for canopy opening first deflect the
handle away from the cockpit aide wall, then move it out of the panel recess and
by deflecting it rearward open the canopy.
A 600 handle travel will cause the pins to come out of the loopssofft Willa
nOpy side locks, and with a 150 handle travel the air from the air sy
get to the actuating cylinders through the Va17e.
actuated simultaneously with side locks 3.
Bolt 22 gets released, thus disconnecting the canopy from. the fuselage.
4. Opening (lifting) and. closing (lowering) of the canopy is accomplished
thromigh its turning about- the front hinged joint by 450.
Opening of the canopy is accomplished by two actuating cylinders 7 (on the
right and left side) whose rods are connected to the canopy by special pins via
C-sf-aped hooks and canopy locks. The cylinders in their turn are connected to
the fuselage by hinges.
The upper ends of hooks 25 are set in the slots of double-arm bell cranks
24 of the canopy emergency jettison system (the system being in the closed posi-
tion), which will connect pine 23 to the canopy.
Operation of the canopy emergency jettison system will turn double-arm bell
crank., 2'E and release the C-shapod hooks which will release the pins of the cano-
py actuating cylinder rods. To open the canopy, air under 50 kg/eq.cm. pressure
is supplied to the actuating cylinders from the aircraft air system.
The canopy closes under its own weight. In this case the air is bled from the
cylinders into the atmosphere.
5. Canopy closing and opening is accomplished by operating valve 22 instal-
led on the cockpit left-hand side. The valve passes the air to the actuating 07-
1inders to open the canopy and bleeds the air into the atmosphere to close it.
The valve is actuated by the handle connected through a hinge joint with
the axle on which is fitted the toothed sector. The sector teeth mesh with the
teeth of the wheel which is. fixed on the valve axle. Provided o`n'the valve
control handle is a lever connected by rode with all six fuselage locks 3 which
close the loops of the canopy side.locks.
When in the CANOPY CLOSED position (i.e. in the front position), the spring-
t in the panel, thereby becoming looked;
taohment.
Deflection of lever 7 rearward (Fig.86) will drive the pins out of the loops,
thus releasing the canopy.
Locks 3 for canopy emergency jettison (Fig.87) are interconnected inside the
canopy frame through the rods and bell cranks actuated by the pressure of gas ge-
nerated after bperation of firing gun 6 which is actuated by deflecting handle 2
for canopy emergency jettison, the handle being located on the eockait right
hand side (canopy emergency control system).
Operation of the canopy emergency control system will open locks 3; the lat-
ter will release loops, 20. The loops will slip out of locks 3 and remain on pins
21 in the slots of the canopy-carrying panel. This breaks canopy-to-fuselage at-
tachment.
When lifted, the canopy turns about the front bracket attached to the fuse-
lage, to which the canopy is connected by two locks (a left-side and a right-side
luck) installed on hinged joint 26 of the canopy. These locks (hinges) are usual-
ly closed, and open only when the canopy emergency jettison system operates', being
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
Air delivery to the canopy actuating cylinders begins after the dlf
been moved through 3 or 6? from the position in which the pins are completely
brought out from the loops, of the side locks. This will eliminate the paeaibi.
lity of air accumulation in the cylinders and of abrupt opening of the 0"
after the pins have come out of the loops.
When moving the valve handle forward to close the canopy, the beagle will
,be locked in the vertical position (after it has passed through 450); the IIri0
this case is bled from the cylinder into the atmosphere through the valve,
After the canopy has been completely lowered, the loops of the look's have
entered the slots of the canopy-carrying panel and the rear left-Aide loop of
the lock has depressed spring-type retainer 5 (Fig-86) of the cloying pj
tht
,
valve handle can move further to the CANOPY CLOSED position. As a result theoloF.
ing pins will enter the loops of the canopy side locks and the valve handle will
enter the panel recess and will be locked there.
Locking of the handle in the intermediate position by retainer 5 (which
supports the end-face of the rear left-side pin till it mo
ves to the stop otbhj
loop of the rear left-hand lock) will prevent the aircraft from taking off with'
the side looks open.
It is possible to open and close the canopy from the outaido, for which pnz.
pose the axle of the valve handle is brought through the packing box and auto:
akin to appear from the outside of the cockpit. Attached to the We outer end
is another handle which, when removed, is brought flush with the fuselage outer
skin when the canopy is closed (Fig.88).
The canopy actuating valve can be operated both from the handle in the 000k?
pit and by means of the outside handle.
For canopy smooth opening and closing the valve is provided with orifiofa
(at the valve inlet and at the relief line) which ensure the canopy opening
within 3 - 5 sec. and closing within 5 - 10 sec.
If it is necessary to open the canopy from the outside when no pressure
exists in the aircraft air system, use should be made of the handle which if Pz'0
vided on the fuaalage left-hand side rear of the first external handle. Opera-
tion of this handle (also flush with the fuselage) will lift the CanOpy.in this
case the canopy locks should b
e opened by the handle inscribed GANOPY OF'
(Fig.88).
6. Canopy-to-fuselage connection Is sealed owing to a shaped rubber ho"
(canopy sealing) filled with air under a pressure of 2.35 kaQ.om. 5Wlie4
from the aircraft air system (Fig.g6),The rubber
in a groove runs along the cano pressurization hOSa ylaCed
Sealing partition y-auPPOrtilig panel and along the edge of the,
(rear of the pilpt).
Filling the hose with a
i
tuates the
r is accomplished through the same valve which e0?
canopy, For the purpose the valve is provided with a second chamber 23
independently connected with the air system through a separate line.
Engaging lever 15, whose operation will supply air or bleed It 'into the at-
mosphere, is fitted on the common axle with the Canopy actuating handle Mud 10
connected with the valve axle through the gear wheel. The canopy pressurizati0
hose should be filled with air when the canopy is
the engaging lever forward, closed. To fill the hose,
s~'e
Bleed the air from the canopy
For this purpose move the pressurization hose before opening the canoPY'
engaging lever rearward .
To save time and efforts, the canopy is opened and dep rpsaurised by a ei.nt1e
rearward movement of the valve handle. When move
ther with the engaging lever. d, the handle will travel tO
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
For canopy pressurization from the outside, the valve axle is brought
tough the packing box to the outside flush with the fuselage skin. The outer
end of the valve axle is provided with slot 17 (Fig.86) for the screw driver.
The air for filling the canopy pressurization home is fed from the aircraft air
86
No
9)
valve (Fig
safet
ducin
and r
t
l
10
,
.
,
.
g
y
e
urn va
ves
,,stem through the PB-l.5 re
and further through the valve to canopy pressurization hose 4.
th
ht f
...L.1 ..h
--1 can he jettisoned 4A fl
-
e
g
or
(as it was stated above) the canopy and fuselage are furnished with the
purpose
canopy emergency jettison system (emergency lock opening system) with forced ca-
nopy jettison by air pressure equal to 110 - 130 kg/aq.cm.
a handle f
c
a
t
tti
n
t
or
anopy
u
onomous je
so
em
To actuate the canopy jettison sys
is installed on the cockpit right-hand side, the handle being fitted with a hinged
lever. The canopy emergency jettison system operates in the following sequences
When hinged lever 2 is thrown up (Fig.87) through a.-45? angle, the cable
which connects the lever with cotter pin 10 of diaphragm valve 12 will extract
this cotter pin, which will release striker 4 (Fig.89) and break diaphragm 3.
The air from emergency air bottle 11 (Fig.87) separated from the main air
system by return valve 9 will gat into canopy actuating cylinders 7, thereby
preparing the canopy for jettisoning. Then the air will be supplied to cylinder 13
which actuates (opens) the time lock whose rod will shear rivet 19, drive o!it
axle 18 and open lock 15.
When the hinged lever of the canopy emergency jettison system has been turn-
ed through 75?, its tooth will be disengaged, which allows t~e lever rearward
movement.
After moving 20 - 30 mm rearward, the end of the handle lever set in the
slot of the canopy trigger mechanism will move the plunger of. the actuating me-
chanism. As the plunger is connected by a cable with the release lever of firing
gun 6, the latter will be actuated (Fig.87).
The powder gas pressure from the firing gun will be supplied to two cy
linders 5 whose rods, while moving, will open through the system of bell cranks
and rods six canopy emergency locks 3 and two locks 1 of the front hinged joint.
Double-arm bell cranks 24 will release C-shaped hooks 25 which connect tos-
sed with the actuating cylinders, as a result of which the canopy will sed by the air pressure supplied to,the cylinders from the emergency bottle.
Further rearward movement of the handle will cause switching-on of valve 16
(bleeding of gases from the TOM-2500-38 firing gun), i.e. the valve cotter pin
will be pulled out (refer to Chaptar W.
Note: If one of the firing gun cylinders fails, the system can reliably
sthe
operate actuated by the other cylinder. This is achieved eto
ystem
right-side and left-side locks of the canopy emergency
being connected by a common axle which is fitted with the levers of the
canopy front locks.
When closed , the canopy emergency jettison system is looked and sea 3d in.
the following hinged joints (Fig.91)t
5 wire;
0
.
(a) hinged handle 1 is locked with the M1M-X
(b) canopy firing gun release lever on autonomous jettison handle 1 is lock-
ed with the kO-X0.5 wires 2 is looked with the M1M-0.5
(c) cotter pin of the canopy firing mechanism
wire;
(d) rear control levers for the canopy emergency jettison system at the bell
cranks of firing gun cylinders 4 are looked with the K0-KO.5 poi
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
actuated by the impact airetrela ---~? C
turn the canopy about the seat and by gun a?OhaW 9" M ?
canopy becomes lifted and thus iong CkUO the 404610-arn levers,
peni the cockpit.
~
for duplication firing G thaguncanoasapyhaaifrom the seat ay
purposes it one Of the 21 faiU,
looks are sas
ititwrenw...,.a-^ _.~. _ _ __--
get opened.
Further upward movement of the seat together with the canopy will tuA*
time look which releases the canopy after turning through 700. 'Phe released a'
nopy rolls along the armoured glass on rollers 7 (tig.95).
At the moment when the seat pan ejects from the cockpit, the spring-loaW
collapsible Supports Will open and engage the frontoatoh--locks of.the a&BOO
rolling on the armoured glass (8ig.87, No.4 and Pig.96).
The canopy is disengaged from the seat upon operation of ?firinsg gun
mchanisme 2150 which will turn the pat double-arm levers (bee Obayter U)?
These levers press triggers 6 (FiS.94) mounted on the rear catch-looks and
through the rods open front catch-locks 4 (-Fig.87) whose clasps drop out of
looks, thereby breaking the canopy-to-collapsible supports oonaeetioa.
To ensure synchronous disoomeotior
f
The canopy locks are considered closed, if the above-mentioned wires
found in their appropriate places and C-shaped hooks 25 (Fig.87) of the
t
cylinder rods are properly set relative to the slots in double-arm bell Ord
The canopy closed position is checked: `
(a) by red marks on the hooks of the cylinder rods{ the hooks should t6
slots in the double-arm bell cranks in such a manner that their painted sue
should be completely hidden inside the slots in the bell cranks (Fig.92)~
(b) by alir,nnent of the holes in the left hook of the rod and in the Law,.
arm bell crank, which is determined by inserting a ground lock pin in the ho_1"
of the bell crank and hook (Fig.93).
The ground lock pin is used not only for checking alignment, but also
'to
locking the system in the closed position and preventing its shifting.
It should be installed each time the canopy is opened and the ground look 'pipe
are inserted in the rods of the canopy actuating cylinders.
8. Installed on the canopy are front and rear catch-locks which connect the
canopy with the pilot's seat when ejecting under the protection of the oanopa
(see Chapter IX).
Front catch-locks 4 (Fig.87) are installed on the right-hand and left-ham
fuselage sides. When ejecting, they engage the hinged supports on the seat ire,
Rear catch-locks 14 are installed also on the canopy right-hand and Ie!
hand sides next to the side rear locks. During ejection they engage the Nit_T;~m-
nions.
To avoid lifting of the canopy front portion during ejection and ensuii`,=
liable canopy-to-seat connection, a time lock (Fig.90) is installed on the fu_sllege"
The time lock gets opened when the canopy has turned the lock through .aont
700. Fitted on the front. hinged joint are two rollers whose purpose is to eninr~
canopy movement on the armoured glass at the initial moment of seat ejection
under protection or the canopy.
When ejecting with the canopy, the seat trunnions will enter the rear .01*h
locks (Fig.94) after the seat has travelled 20 mm upward. After the trunnioc ?
have been locked, rod 7 will open all emergency locks 3 and 1 (lig.87), Why
will cause breaking of all canopy-to-fuselage connections except for the tine
look (Fig.90).
The most trunnions are closed by the oatch-locks before the canopy-#och
(e) cotter pin of diaphragm valve 6 is locked with the M1M-KO.5 w
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066ROO0100300001-6
Turning the canopy through some 1100 engages guides 9 (Fig-94) on the rear
catch-locks with the cams of the seat trunnions; the cams press back the. trunnions
and release the rear catch-locks, thereby completely breaking the canopy-to-seat
oonnection~
9. To remove ice from the front glass panel when flying under ice formation
conditions, an alcohol de-icer manifold is inqtalled on the canopy. For mainte-
nance of the de-icer and canopy glass see Sectiwa 4 at the present Chapter.
10. To ensure heating of the cockpit and 4kUkDW glace under condition' of ice
formation or glass sweating, a blow-of-? ^.",`:+l.ntl[ is provided on the canopy.
When the canopy is closed, the pi-? .7s~t+lt Al the blow-off manifold is connect-
ed to the cockpit pressurization pipr:.'+w.
presented below is tLe proneduxe r;r
f Q;trration and maintenance of the canopy.
on ,)*s, nance
1. As the canopy control syst:A; b4rra to ensure reliable operation of those
aircraft elements which are used__tcr tare t3 pilot's life, maintenance of the
canopy should be performed by persotV,lh.', who have been thoroughly acquainted with
the canopy operation and maintenance and have passed necessary examinations.
2. See that all units and parts of the amergency systems are in proper posi-
tion, locked and sealed. Take into arrcount that the lockwires and seals found
at their proper places indicate that the canopy emergency jettison system is in
the correct position; the seals and lookwire in no way hinder the rods and bell
ranks shifting during seat ejection.
3. To avoid accidental shift of the canopy emergency jettison system rods
bowards canopy opening and to prevent moving the handle of the canopy autono-
mous jettison during aircraft ground maintenance, insert ground safety look pins
in the holes of the double-arm laver and the hook of the canopy actuating cylinder
rod (on the left-hand side) as well as in the rod of the left-side cylinder and
in the handle for canopy autonomous jettison (Fig.92).
Install safety pine immediately after the canopy has been opened and remove
them before flight prior to closing the canopy.
4. To prevent the cotter pin from being accidentally pulled out of the dia-
phragm valve during maintenance operations in the vicinity of the instrument pa-
nel, insert a ground safety lock pin in the diaphragm valve and remove it right
after the maintenance work is over.
5. To avoid accidental operation of the canopy emergency jettison firing
mechanism during removal and installation of the canopy when performing mainte-
nance operations the firing mechanism should be locked with a ground safety pin
removed after the maintenance work is over.
6. To prevent the canopy glass from being adversely affected by the sunrays
or damaged when at the parking site, the canopy must be protected with a soft
cover.
3. CAnoRV9 niIIR end Q1osi
Canopy opening (lifting) and closing (lowering) from the outsid should be
effected by-operating the CANOPY OPENING handle mounted on the fuse nge Port
aide in a special housing, while to open or close the canopy from the cockpit
use should be made of CANOPY OPENING,CLOSING handle on the fuselage port side
("Se 68, 97, 98).
Prior to opening the canopy from the outside$
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
1. Press the button inscribed TO PRESS, which will move the ham,
its housing provided in the fuselage. ORR
2. Turn the handle from the horizontal position downward as tar 0Ait,,
will go in the direction indicated by the arrow; this will cause c8p
gpy 9A
,.!
pressurization, the rode will come out of the loops of the side looks, ~d.th4
canopy actuatin6 cylinders will be filled with air
.
3. After the canopy has been lifted, install ground safet
y p
hole of the left cylinder rod, in the holes of the double-arm bell crank eat
of the hook on the left side.
016ee the canopy from the outside by moving the handle in the revereed.
rection, previously removing the ground safety pins.
To open the canopy from the cockpit use the following Unlock the control valve handle by bringing ~~ procedure
2. Pull the handle to the extreme rear it out of the panel rgge9e~
position without stopping it in
the intermediate positional this will cause canopy depressurization and apes.
lag in the same sequence as in the
case of canoi
py openng from the outside,
3. After lifting the canopy insert the ground safety pins as indicated
above.
To close the canopy from the cockpit use th
f
e
ull
1. Remove the ground safety owing procedure (P6.98),
py canopgy
linder and from the double-arm bell n crank mofhth
e cano
emergency jettison
2. Push the control valve handle forward until it is in the STOP position
(1.e. vertical position ); as a result the air will be bled from the cylin-
ders. Further movement of the handle will be prevented up to the moment of
complete lowering of the
Attar the canopy has been full
J
y lowdd th
ere ane rear left-side loop has fully depressed retainer 5 (Fig.86) of the closing rod, further forward IDovev
of the handle will become Possible
th
e extreme forward position. The rods will engage
the loops of the canopy side locks, after which the handle will enter the panel
recess and thereby will become locked
.
4. Yove the latch to the front poaiti
't
on
o pressi thn
urzee caopy.
CAUTION! 1. Take-off is allowed only with the handle locked in the eztreve
forward position, i.e. when it is the
in the panel recess.
rear 2. To open the canopy, move the handle from the forward to position without i
nterrti
upon.
4. Ca, p~v Di mantU and Mounting
To dismantle the canopy perform the following
1. Open the fuselage f
operational
ront
2? open the Upper access hatch.
and
in the lefts copy' install ground safety Pin, in th
~L __,a,,core
clew j
i
le
e
o
nt
ubi
em and makee_ bell crank for canopy emergency
canopy a
hat th
t
ae t
u
onom
ous
Jettieoa
e ground safety pine are. inserted in the
x_ t___ handle -A - .-
4. Holding - - -- ""07 lock in the cano
ction gum.
of the cup the canopy with hands remove py ejection
canopy actuating cylinders.
5. Climb Pins 23 (Pig.87) from the riles
control handle in the , vertical and lower the canopy, hav
Pressurize the c Position ~ Placed the canbP7
anopy (with the canopy looks open).
6 Do riot
? Disconnect the
fibbs
er hoe of the de-icer manifold from the left-slide
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--- 155
pipe. To avoid damaging the manifold, remove it from the canopy having turn
ad out the fastening screws.
7. Unlock and unscrew the nuts and remove two bolts 22 of the canopy
slide portion attachment (from the front locks of the hinged joint).
8. Slightly lift the canopy from the cockpit and move it somewhat back-
ward to allow the time look to open. Move the, axle of the rollers out of the
time lock and carefully remove the canopy from the aircraft.
9. To install the canopy on the aircraft, the reverse procedure should
be used. Prior to installation make sure that the canopy emergency system is
completely closed.
Before placing the canopy on the cockpit turn the time lock 700 upward,
after which bring the axle of the rollers in the lock span and, while holding
the hook of the lock, align the holes in the canopy front hinged locks with
the holes in the fuselage bracket. Insert bolts 22 in the holes having previ-
ously coated them with LBIATEM-20I lubricant.
The bolts should freely enter the locks yielding to hand effort. Hea-
mering the bolts in is forbidden.
CAUTION: 1. It is allowed to put the canopy on the ground only after spread-
ing a mat on the ground. It is good practice to place the canopy on
the mat with its loops down. See that the closing hooks of the rear
catch-locks do not rest against the support to prevent damaging the
lockwires.
The canopy is allowed to be placed with its top down if the sup-
port repeats the shape of the canopy and is covered with rubber
sheet.
2. Having removed the canopy from the aircraft, place the cover
on it to prevent moisture and dirt from getting in the locks.
10. After installation of the canopy on the aircraft check to see that the
emergency jettison system is completely closed, for which purposes
(a) insert a ground safety pin in the left-side cylinder rod-to-canopy
Joint (i.e. make sure that the holes of the double-arm bell crank and of the
hook of the rod are aligned);
(b) make certain that the red marks on the hooks are completely hidden
the slots of the double-arm bell crank forks;
(c) check the canopy emergency jettison system for presence of all look
wires and seals. Make certain that the red marks on the closing hooks of the
rear catch-looks are aligned with the marks on the locks.
(d) check to see that when the canopy is closed, the upper end of the
handle for canopy emergency Jettison is set in the slot of the rod of the fir-
ing mechanism trigger. Be sure that the emergency handle on the fuselage is
locked in the forward position and that the rod of the firing mechanism trigger
on the canopy is in the extreme back position.
of TCNI 2500 8 Fi rim Mechanism
This kind of check should be performed during scheduled maintenance si-
multaneously with performing seat maintenance operations with the help of the
canopy autonomous Jettison handle, the following procedure being usedt
1. Open the canopy, not ground safety ping in the canopy actuating cylin-
der rods and in the Joint of the left-aide bell crank of the canopy emergency
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156 --
jettison system and make certain that all ground'pias are insert
ed
and canopy mechanisms.
2. Discharge the canopy firing gun, disconnect the pipeline
ing gun pipe unions, plug the pipe unions, charge the tiring gun
blank cartridges. Do not insert the ground safety pin.
3. Completely bleed the air pressure in the main air system
toes air bottle through the pipe union located in the nose strut
the air by means of special device 72-7804-250/A. Check the pressure_
the pressure gauges in the cockpit and on the device.
4. Fill the canopy toes air bottle with compressed air to e p
50 - 60 lg/sq.cm. using the same device.
After the canopy toss air bottle has been filled, check press
the main air system pressure gauge. Zero pressure will be indicative
valve 24 bei,nC properly sealed (Fig.86).
Steady
pressure indications read off the pressure gauge of the.._~
indicative of a properly sealed return valve of the canopy toss eyete
5. Take a seat in the cockpit, remove the ground safety pine
trjjj~
rode of the canopy actuatin
g
side double-arm bell crank of the canopy ' ..,
emergency Jettison system
the canopy
Do not
res
i
.
p
sur
ze the canopy.
pQnr 6.^After -romoving the ground safety pin- from the handle, for CAfo
This will actuate the diaphragm valve through which the air coin
the emergency bottle is supplied to the cylinders actuating the cano and
to the cylinder of the time lock whose rod shears the aluminium rive
;?a
T' driving out the axle of the l
k
oc
hook.
7. Energetically pull the canopy emergency jettison handle to tt
rear position having broken th
e wire locking the actuating lever of
mechanism.
Shifting the handle by 20 - 30 mm will hit the primer cap of the b?ink
cartridge in the
Further movement of the handle will engage the relief valve for $Ieedfe6
the gases from the TCM-2500_38 f
iring mechanism, i.e. the cotter piriirlbe
Pulled out of the val
y
After the cotter pin has been pulled out, there should remain at eaet4
for the handle to travel
8, Completely bleed pressure frnm tre _,._
...
-..--- ~--- ---~-- ...ti +k. $id of
the
72-7804-250/A device.
CAUTION, Remove or open the canopy only after bleeding the pre
the can- +___
9: Remove the canopy from the aircraft as prescribed in gectiofNOWOO
B and Mounti
tt
ag
. Make sure that the time lock is open, i.i.
look 'pan can, be opened rreA.
Restore the canopy emergency jettison system
for which pulil
(a) Disco
,
nnect the Pipeline from
Screw the Lhe diaphragm valve and f'ilter
pips unions out of the
the dia h above l
ke sdet
v
v ma
a e and filter,
pragm is broken, after
which remove from the valve bush 2:(FiB?)
with the broken diaphragm
and remove the broken parts of the diaphr
the valve and filter.
r.
(b) Brcertingint the canopy emergency Jettison handle to the initial poF
and make ahat t
ea
grooves of the rollers able running from the, handle is placed in
protected from drop- _- ,..
ping-out by covers.
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(c) Cock striker 4 of the diaphragm valve by using special device
74-78o_3OO/A and insert cotter pin 5.
Geal the cotter pin as shown in Fig.91 and install a ground safety pin,
CAUTION: See that the cotter pin is correctly inserted between roller 7
and float washer 6 with its rib facing the float washer (Fig.89,
view along arrow A).
Inobservance of this rule may cause spontaneous operation of the
valve.
(d) Insert in the valve new bush 2 with diaphragm 3 so that the dia-
phragm should face the striker.
(e) Assemble the fragmentation filter and connect the pipeline to the
diaphragm valve and filter, after which lock the union nuts with the
KO-KO.8 wire.
(f) Remove the parts of the sheared rivet from the bush and axle of the
front time lock, after which close the lock, insert the axle coated. with
$IATNM-20l lubricant in the lock, having shifted the cylinder rod, and rivet
it with the bush in the old hole using aluminium rivet 3520A-2-6..
(g) The seat being removed from the aircraft, install the cotter pin in
the relief valve of the 'ICM-2500-38 firing mechanism and lock it with the
M1M-KO.5 wire. To perform this work proceed as set forth in Chapter IX, Sec-
tion "Dismantling and Mounting of TCM-2500-38 Firing Mechanism".
(h) Discharge the canopy firing gun and make sure that the primer caps
of the blank cartridges are hit.
(i) Remove the firing mechanism from the canopy, clean it, replace on the
canopy, screw in the bolt and connect the firing system pipes.
(j) Check the firing gun operation from the actuating mechanism on the
canopy starboard side.
Charge the firing gun with live cartridges ^B-1 and lock the system joints
only after checking operation of the emergency system looks (See Section 6).
CAUTION: 1. While performing the ground maintenance operations in the
aircraft cockpit, see that the cable running to the cotter pin of
the canopy.toss system emergency valve is not loaded accidentally to
avoid partial removal of the cotter pin which may cause spontaneous
operation of the valve.
2. During ground maintenance operations. see that the, canopy ie
closed wider conditions when the canopy emergency jettison handle is
in the forward position and looked. Closing the canopy, with the handle
deflected backward, may cause damage to the handle and actuating
mechanism on the canopy.
6. Chec aG Operation of CafOVV E~~*''?encv_
Look Opens ne 8ya Q .
1. Place the canopy on tire ground support and suspend a 5 - 10 kg weight
from each loop of the locks (Fig. 99). and connect the device
2. Unscrew the bolt mechanism from the firing gun Connect hdice
for checking-the operation of the canopy'locks to the firing gua.
ground compressed air bottle with the reducer to obtain a pressure of
5 - 10 kg/sq. cm.
3. Having made certain that the canopy emergency system is in tae closed
position, open the bottle valve and supply air to the reducer under a
5 1D kg/sq.cm. pressure.
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4. Under this pressure the emergency lock opening system will
which will separate the loops of the locks from the canopy and open
hinged locks.t1w t
CAUTION: 1. See that the loops of the locks are not damaged in dr
from the looks.~6
2. Fach loop bears the same number as the corresponding 104 to
facilitate installation in the proper look.
After checking cock the locks iu the following orders
(a) Insert loop I (Fig.100) in the appropriate lock (according to the anrg,4
turn lever, 2 downwards and lower closing lever 3 by turning it with thg
a rod (marking tool or awl) which should be inserted in the hole p ided of
levers this will set the lock to the LOCK CLOSED position.. 14 tb
(b) With the lock closed, suspend a 3-kg weight iron the lug of 1eYer 3 or
apply an equal force with the aid of the 72-7804-.820 spring retainer. _
(c) After all six side locks have been closed, close the front hinged lock,
for which purpose deflect the upper end of larger catch 4 (Fig. 95) (i.e
the span between the greater and smaller catches) and throw back closing ?lereyt
(Fig-95). 2
(d) Simultaneously turn double-arm levers 27 (Fig-87) forward and Awe to it
that the C-shaped hooks of the cylinder rods enter the slots of double-an bell.
cranks 24.
This turning will bring the rod-and-bell crank system forward, thereby loch
the mechanisms of tha emergency locks in the cocked position.
Nteo When cocking the system be sure that the rear catch-locks are
open (Fig.94), otherwise the system will fail to cock (i.e.it would not lock).
(e) Make certain that the loops of the side locks are fastened and do not
slip out; see that the catches of the front hinged lock cannot be turned.
When no bolts for canopy suspension system are present in the catch apan,
the catches may have some play.
(f) Lock and seal all joints of the canopy emergency jettison system acccr~?p'
to the scheme in Fig. 91.
(g) Install the canopy on the aircraft (See Section 4).
(h) See that the canopy emergency jettison system is completely closed by
checking the alignment of the holes in the left-side hook of the rod and double-
arm bell crank (to be checked by inserting a ground safety pin)-
U) Charge the firing mechanism of the canopy emergency jettison systea with
the DR-I live cartridges, install a ground safety pin in the firing mechani"80
lock the larger nut and the firing mechanism lever (Fig.91).
(j) Remove the ground safety pin from the firing mechanism of the canopy
emergency jettison system.
Rotes:1. It is forbidden to open the system without previously removing
closing levers 3 from the side looks' (Fig. 100) with the help of
a 3-kg weight or the 72-7804--820 device. Inobservance of this require-
meat will load to damage of the contact surfaces of closing lever 3
retaining shaft on bell crank 4. This also may cause unbalance of the
Whole system.
2. To close the system move the double-arm levers (Fig.87) forrar~r
as it is outlined under Item 4. It is possible to close the system by
operating double-arm bell cranks 24 which engage the hooks of the otuat~
ing cylinder rods. Closing the system by moving the levers on the fe#r
lee not allowed.
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rear levers (Fig. 91 , Ref .4).
7. Canopy Anti-Corrosive Treatment
If the aircraft is not to be flown for more than 3 months, the canopy and
its operation system,should be prepared for storage.
Before the anti-corrosive treatment of the canopy perform the followings
1. Bleed air from the aircraft air system and canopy emergency air bottle.
2. Discharge the canopy firing gun.
3. Release the striker of the canopy firing gun.
4. Unscrew the pipeline from the diaphragm valve of the oanopy toes system,
remove the bush with the diaphragm and lower the valve striker (pull out' the
cotter pin). See that the bush is properly stored after being subjected to
'dnti-corrosive treatment.
3. Check operation of the catch-lock system only in case of canopy
or seat replacement and when the special plate is to be dismantled or
canopy repaired (replacing of canopy locks, glass, etc.).
The procedure employed for dismantling and mounting the special
plate is presented, in Chapter I%, "Ejection Seat"
The check over, close the emergency lock system, lock and seal it at the
Procedure
1.? Using mixed graphite grease and 4 ATHM-201 grease, coat the exposed areas
of the cable wires both on the canopy and fuselage.
2. Coat liberally with 1WNATlM-201 grease the following parts and unitss
(a) all joints in the canopy control and emergency jettison systemal
(b) emergency diaphragm valves
(a) inner portion of the firing gun;
(d) emergency locks to prevent moisture from getting inside the locks instal-
led in the canopy longitudinal profiles;
(e) handle for canopy outside opening (located on the fuselage outer side).
Anti-corrosive treatment of the canopy does not require its removal from
the aircraft.
8. Canouv fllass Idai atenaace
and care to keep the canopy in the operational condition.
Any kinds of damage to the organic glass surface (e.g. scratches, notches,
"silvery" spots) reduce the glass transparency and hamper visibility (when
looking through the glass), while cracks and aents reduce the glass strength,
To prevent the organic glass from damage, care should be taken to protect it
from being adversely affected by moisture; suarays, dust as well as by harmful
solutions and vapours (acetone, benzol, alcohol, eta.). lass in proper
The following instructions should be followed to keep organic g
conditions
1. When the aircraft is parked, the glass parts should be covered to protect
them from sunraY. fl. dust, rain, snow and mechanical damage-
Before placing the cover on the canopy the former should be thoroughly aleaa-
od from dirt and dust, especially on the side which comes In contact with the
glass..
2. Before and after flight clean the glass from dirt and dust in the following
qg$r=
t
Canopy glass panels, being made of organic glass, require thorough maintenance
.
(a) Wipe the glass with a clean and soft cloth wetted in water and wrung ou
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(h) Remove 011 Spots, if any, by wiping the glass with a dry sad soft
cloth thinly coated with BlAM-2 paste. After removing oil, Olean the glace
as instructed in Item (a).
If no BMA M-2 paste is available, wipe the glass with a sort cloth wetted
in soapy water (a 3-5% solution) and wrung out.
(c) Wipe the glass with a soft cloth wetted in water and wrung out, after
which wipe it with a dry cloth.
Note: When wiping the glass, it is forbidden to use woolen or silk elo}.
not to excite electric charges in the organic glass which, if eleotri.
fled, attracts duet particles.
3. The following defects can be tolerated on the glass:
(a) separate hair linesi
(b) shallow scratches and notches 30-mm long,ecattered over the glass mss,
4. The appearing hair lines or notches are allowed tape eliminated by pe,
lishing the glass with B11AM-2 paste.
Polish the glass using hygroscopic cotton wool slightly coated with paste
first along the scratch and then across it, after which polish the glass in
circular movements slightly pressing the surface and polishing Bach spot fort
short time to avoid heating the surface by friction. The entire surface of the
glass is allowed to be polished.
Elimination of scratches and notches with emery paper is forbidden.
Elimination of silvery spots with emery paper as well as
grinding or heating the defective spot is
prohibived Dolishia6. filing,
.
5. When performing maintenance operations on the aircraft, protect fros
damage the parts made of glass by special casings and covers.
6. When performing operations on canopy sealing in repair shops, before
tightening the bolts of the glass attachment fittings,.make sure that the length of
the distance bushes exceeds the glass thickness by not over 0.5-1.3 mm.
9De-Icer Svatem Mainteaa_ nee
The de-icer system
front lass (Fig. 101) is intended for removing ice from the canopy
g panel when flying under conditions of ice formation . Ice removal is
accomplished by spraying ethyl alcohol over the canopy glass.
The de-icer system is actuated by pressing button 12 bearing the ineoriptioe
GL/S8 DE-ICFR ( nP0T411300E]ITAE}RTEJib CTFJW ) on the left--hand
meat panel. Prior to pressing the button, out is the appr aids breaker instm-
oa the left-side panel. Pressing opriate of circuit the
as a result, button 12 will close the circuit of valve 695000/1!
the air will be supplied from the aircraft air system through the
PB_3 reducing return valve 5 to valve to alcohol tank 1 (6.5 lit.) of-the de-icer system.
The air pressure will force the alcohol out of the tank and direct it through
when
when the button is manifold released. 4 mounted on the canopy. The system is switched off
To use the alcohol in a most efficient way, duration of
on should be 2 or 3 sec. the system ewitohiue'
.
If ice 16 not removed during one
several successive switching-oa Of the do-doer system, ce~Tr7oai
engagements Of each engagement. the system observing a short interval after
.
The de-icer system-allows to a
of one operation bein wItch it on for 20 - 30 times, the duration
To cheek the de-icer 2 - 3 sec.
system for proper operation switch it on for a
of not aver 1 - 2 sec. period
In this case the alcohol should flow out of all opeain88?
the IP otherwise, clean the manifold openings
diameter of the oP with a brass wire, 0.4-mm die.
the canopy opening being 0,5 mm* To this ead remove the manifold from
and the reflecting plate from the manifold.
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1 -- 161 -
In due time (as indicated in the "at of maintenance operations
wash the
de-icer tank with water after removing it from the aircraft, check the de-icer
system for sealing and rate of liquid flow through the manifold,
Check the de-icer system for sealing, by applying a 3 kg/sq.om. air pressure.
Checking should be made in the following order.
Disconnect the manifold together with the return valve from the system and
plug the open end of the pipeline. Press the switch button to fill the system
with air.
No air leaks through the connections of the pipelines are allowed. After
checking the si?atem for sealing oonneot the manifold with the return valve and
the system.
Check the de-icer system for the rate of liquid flow through the manifold
with the tank filled to capacity. For checking press the switch button and measure
the time during which the liquid will flow through the manifold until the tank
becomes empty. The time being equal to 5 min. , the system is considered sound,
This kind of checking should be parried out with the tank filled with at' least
6 lit. of water.
The checking over, wash the tank and the system with alcohol (1 .lit.) by
operating the system.
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 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
C h a p t er IX
EJECTION SEAT
1. General
The ejection seat, type CK (Figs 102, 103, 104), employed on the aircraft
ilas the following characteristics:
(a) During e jecti.on the canopy of the cockpit protects the pilot from the
impact airstream, which makes it possible to bail out with safety at an air'epeed
of up to 1100 km/hr.
(b) The parachute harness is used to fix the pilot in the seat.
(c) The seat is provided with a restraint mechanism which makes it unnecea-
sary for the pilot to assume a definite attitude in ejecting.
(d) Instead of foot steps the seat is provided with foot supports wit the
foot grips which automatically lock the pilot's feet in ejection.
(e) The parachute is installed on the removable rod to stabilize the seat
in the airstrr:,m n,,,.........
(f) The seat height is adjusted on the ground and in flight which offers
maximum conveniences for the pilot.
(g) The minimum safe altitude for ejection in level flight has been brought
to as low as 110 m. due to reducing the time necessary to carry o,it operations
preliminary to ejection.
(h) The increased weight of the ejection system due to the canopy andseet
rails incorporated in the system has reduced the G-force which acts on the pilot
at the initial moment of ejection (when the seat is caught in the airstream).
All the above said made it possible to ensure rife ejection at high flyer
speeds.
The ejection procedure is shown in Fig.105.
The above seat characteristics have been'obtained due to the following
aystemp and mechanisms Introduced in the ejection seat, type CS.
1. The pilot is fastened to the seat
straps, viz.: by the shoulder straps (Fig.106) by the parachute harness
restraint) (should
(waist
er restraint) and waist belt
This type of parachute harness makes it Possible for the pilot to be
remainfasteneding to in , the and unfastened from, the parachute in the cockpit, the par& ut'
seat pan.
The shoulder restraint is operated by a telescopic cylinder with a Spring'
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the cylinder being controlled by the pilot who operates the handle on the left
armrest of the seat (Fig.107).
In case of ejection the shoulder restraint is actuated by the 2150 firing
mechanism, the generating gases being fed to the teleseopio cylinder.
The 2150 firing mechanism is actuated by the lavers fitted on the seat
armrests, the levers being also used for seat. ejection. The shoulder restraint
holds the pilot from moving forward throughout the entire range of pilot's
positions from the extreme forward position.. which the pilot assumes when work-
ing in the cockpit to the rearmost position characteristic in take-offs, lan:ling
and ejection.
The waist restraint is adjusted right after climbing in the cockpit and
putting on the parachute harness by a handle with a ratchet fitted on the right-
side armrest. To actuate the waist restraint move the handle back and forth
(Fig.107, A)?
To release the restraint the pilot should push the above handle to the
extreme forward position and, while keeping it in this position, move the lower
part of the body forward.
2. The supply lines running from the aircraft equipment to the pilot are
connected through the OPK-!2 common connector installed on the seat left armrest.
The OPK-2 common connector ensures disconnection of all pipelines during ejection
and changing-over of the pilot's oxygen supply to the parachute oxygen bottle.
The upper and lower blocks of the OPK-2 common connector become disconnected
automatically when the seat moves upwards, this io effected through a cable
connecting the OPK-2 common connector with the fuselage.
3. An electric mechanism with the MY-100 All motor and limit switches is
provided for on the ejection seat to adjust the seat to the pilot's height on
the ground and in flight., To switch on the MY-100 an electric motor press the
switch button on the cockpit left-hand side.
Adjustment of the seat is possible due to travelling (maximum travel being
90 mm) of the seat pan relative to the rails, for which purpose the MY-100 An
electric motor with. a reduction unit and lifting screw is provided on the rails
of the seats the seat pan is furnished with a threaded bush and guides sliding
along the rails.
To switch off the electric mechanism with the. seat pan being in one of the
extreme positions, the pen is connected (by a link) with the limit switches
fitted on the seat rail. With the seat pen in the extreme upper position, the
pilot's pressurized helmet-should be clear of the canopy glass.
To obtain the clearance,. the extreme upper position of the seat pan should
be adjusted to fit the pilot's height by means of the upper rod of the limit-
switch mechanism link. For a tall pilot the seat travel will be reduced.
In order to simplify the seat adjustment to the pilots height (the aircraft
being flown by different pilots), the limit-switch mechanism is provided with
four moving pointers, set according to each pilot's height.
To out in the power supply to the MY 100 an, motor from the aircraft electric
power. aourceo, the bracket carries a plug connector,whose detachable portion
has a cable connection (through a snaphook) with the clamp on the fuselage.
This ensures separation of the plug connector in bailing qut.
4. To switch on the system for ejecting the seat (Fig.108), i.e. the
TOM-2500_38 firing mechanism, operate the levers on the seat right-side and
left-bide armrests, the levers being connected in their turn by rods and cables
with the cotter, pin of the TCM-2500-.38 firing mechanism.
Switch on the seat ejection system by pressini; together the upper and lower
Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
levers on one of the seat armrests, which will caune opening of the.1ocktor
levers.
The firing
armrests or by 3YstcM is wlevers of bothearmrestssat~a the levers of oIle op
Y pressing the
Initial pressing of the seat firing system levers Will switch firing mechanism actuating the shbulder restraint which itch on the2~~p
the extreme Makes
roar position and locks him in this the pilot Position aesh,
levers will actuate the TCM-? , further essingths
500-38 firing which (ejects the
seat.
The levers are set to the initial position by springs and held in this
position by special locks installed on the levers.
5. To stabilize the seat in the encountered airstream during ejeetionie
drogue parachute packed in a container is installed re
The drogue parachute is pushed into the airstream by o the headrest (gig
mechanism, the latter driving out the panel the ided the which releases the telescopic rod of the iring mee hatch
adthe
nismp parachute
attached to the rod being thrown into the airstreamh~ism, the he ~
The parachute creates a torque opposite to that generated by the
TCM-2500-38 firing mechanism.
The 215fl firin1 mechanism operates at the moment when the seat has
travelled some 30 - 50 mm upward and the cable fastened to the fuselage has
pulled out the cotter pin from the 211511 firing mechanism. The cotter
studded to the cable, which ensures easy dismantl pin
ing is
connected to the seat frame with a cable. of the seat. The stud is
The telescopic rod of the firing mechanism has a clamp, attached with the
help of two studs to a parachute container terminating in Cables with balls,
The stud;, ar9 locked with the K0-K0.5 wire and sealed. The cables with
balls are inserted in pipes attached to the seat. The ends of the pipes are
compressed to fit the cable diameter so that hen the firing mechanism rod is
moved approximately 250 mm out, the balls should be caught in the pipes and
thus pull out the studs from the openings of the container, releasing the
parachute for oponing,
Attached to the head of the telescopic rod for the 21511 firing mechanism
is a swivel connected to the thimble of the parachute shroud lines. The shroud
lines running from the
lunn, is parachute container are stowed in the cover which, inita
turn is
placed in the housing provided aft of the headrest and fastened bye
Snaphook.
6, The supports and feet catch-locks with a mechanism for their opening
(Figs 110 and 111
them in position,) serve to Pr^vent leg spreading during ejection and to lock
Lash foot support is provided with a
set inc god mounted on pre pin on its inner side, the pin being
pens'f the feet un cockpit floor. When adjusting the seat height,the S the pins of the pportsts 1??ve in the guides without leaving them. When ejectln8,
su
ue supports turn, while ProJect guides. As the seat leaves the cockpit,
turnip Press the levers of the under inertia forces move her the
E;, are fixed b foot catch locks. The latter, in ti
trer
the catch y the ratchet sectors, leavin t between
locks and, rubL,:r pads of the supports. g,
the feet Caught tight To ensure for tho Pilot provided with canopy
supports to Protection in bailing out the seat Is
(a) Trunnions are it with the c
on the ends installed to anopy.
of the cross engage the rear catch lacks. Being installed
beam of the seat frame, the trunnions entor the catches
Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
of the canopy rear look ( after the seat has travelled 20 mm upward ) and become
locked there (Fig.104, Ref.3).
This bein6 the case, the rods which connect-the locks with the bell cranks
actuate the canopy emergency opening system and open the locks connecting the
canopy with the fuselate. In this case, however. the front hook of the time lock
will not open, for its purpose is to hold-the canopy nose portion while the
rear portion of the canopy is being lifted.
Further upward movement of the seat together-with the canopy will allow
the canopy turnip?S about the trunnions to protect the pilot.
''he rollers fitted in the canopy front portion will roll on the
trans;pa+ent armour glass and the canopy will start covering the pilot.
(b) Collapsible supports are provided on both sides of the seat pan to
enga,e tine canopy front catch locks. These supports are always folded and
locked by the sectors mounted on the same shaft (Fig 110 and 111).
'Vile shaft is screwed in the left-side sector and in the support
(Fit;. 1'=5, Ref,20). When the seat has been lifted by approximately the cable mm, i.e.
when the supports become level with the canopy-carrying panel,
Cagtened to the cockpit floor and. to the bell crank on the shaft will turn the
shaft with the sectors, thereby shearing the screw and releasing the collapsible
supports.
Nctuatod by springs, the supports will be hinged s and looked in this
its
nositi.on by special spring retainers. The canopy ton le edpisupportrts the
frost locks (Fig.112) striking against the rod stops, thereby
on
lockirig screw. This results in the canopy being locked by the spring pins
the supports. Thus, the canopy becomes locked to the seat in four points.
8. Two 215(r firing mechanisms mounted on the seat are intended for
separation of the canopy from the seat after ejection,, as well e.s for fish afoot
nection of the droguo parachute with its telescopic rod, for opening
The rods of the
catch-locks and the pilot's shoulder and waist restraints.
firing mechanisms are connected with the brackets of the rails are atathe seat with
bottom portion, while the cylinders of the firing r ercnn.
the double-arm lovers on the seat trunnions at the seat upper P Which
The locks of the firing mechanisms are of a double-Primer Cap type,
ensures operation of the firing mechanism despite failure Of one of the cApe?
The 2150 firing mechanisms are Switched oa automatically by the AA-3
1.5 88e, after switching. The cord which
time mechanism which gets engaged automatic time meahenlem Should have a slack
aW
ensures switching-on of the AA -3 have
ick
of 50 mm to allow the seat to travel the distance, at which the AA-3
e cation, the canopy will be
is engaged,
In case the AA-3 time mechanism fails during joat on, for canoes grip opened from the firing mechanism manually seat by ulling
pan (age the which the aio ?~ s
emergency opening system, located on the
case of emergency canopy
"I the pilot's hand). The same should be done in
opening on the ground. the following ways
In these cases the system operates in
ism
a
n
time mech
a . when actuated- jy-ne-9,3 rime
of the time mechanism will pull the 55j, an
has travelled
or
shaft 10 (Fig.121.)
the lock after the orm
The intermediate lever will release isms will turn the
fir3a mechan
8 an, while the lever' which controls the 215
sec. the spring
1. After the seat has travelled 50 mm upwaras+ "u -
1.5
of
-term.edtate sable 13 of arOSs
mechanism will pull out the cotter pin and A tn'na g
Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
shaft and force switching-on of the 215 0 firing mechanism through the
1 21 ) rods
(Fi
following: out the
(a) The canopy front catch-lock control system will get engaged and will
release the canopy.
(b) The 21511 firing mechanism rod. attachment, split clamp lock control
system will become engaged via the rods and bell cranks, the clamp ends will go
apart and the rod together with the parachute will get detached from the seat.
Notes; With the seat; pan in the down position, the front catch-looks will
open before the rod of the drogue parachute is detached. With the
seat pan in the up position, the front catch-locks open after the
parachute rod becomes detached.
(c) Operation of the 2151D firing mechanism will turn the double-arm levers
as a result, the canopy will be turned about the seat trunnions. When the
canopy has turned through about 1100, the cams of the trunnions will open the
canopy rear catch-locks, which will detach the canopy from the seat.
(d) At the end of the 2150 firing mechanism stroke the double-arm levers
will press the levers of the upper cross shaft and, via the system of rods and
bell cranks, open the :rooks of the foot straps, shoulder restraint and wail
restraint, thereby detaching the pilot from the seat.
The locks of the waist restraint will be the last to open the sequence
ensuring proper separation of the pilot from the seat (Fig-113).
'dgen,actuated from the_Eript
Pulling the grip out by approximately 65-70 mm (after which it remains in
the pilot'a hand) will let the roller turn to actuate the spring mechanism
drive. The 215c firing mechanisms will become actuated. This will actuate the
mechanism which detaches the canopy from the seat as well as the mechanism
which separates the seat from the pilot.
9. In order to reduce the force to be applied to the grip for opening the
locks, spring mechanism 4 (Fig.1.14) is mounted on the cross shaft right side.
The spring mechenism is engaged after the 2150 firing mechanism operates
from the AA-3 time mechanism or from the drive which switches on following the
pull-out of the grip. This allows the spring mechanism to secure all fixing
locks in the open Position.
10. When the pilot is separated from the seat during ejection, the pare-
chute cord for the XAII-3 parachute controller connected to the seat clamp will
Pull out the cotter pin of the W-3 parachute controller and the parachute
becomes automatically opened.
11. To reduce the G-forces acting on the pilot during ejection with the
canopy jettisoned before ejection (excessive G-forc
the TC1d es being the result of the
decreased weight of the ejection iaetallation)e a relief valve is provided in
-2500-38 firing mechanism lower
The cabling for control of the valve rist connected toe
ettison handle, which emergenc9
?J the canopy
canopy emer a permits the valve to open and relieve gases
during the
g ~Y Jettison.
12. The seat is connected with the
Jointer fuselage through the following Split
(a) Through special hooks which engage the upper trunnions of the
TCM-2500_38 firing mechanism, the hooka being fitted on the seat headrest and
2. The discharge gases actuate the cylinders of the firing mechanisms to
turn the double-arm levers about the seat trunnions. This will bring ab
g
. .
Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
 Declassified in Part - Sanitized Copy Approved for Release 2012/04/13: CIA-RDP78-03066R000100300001-6
- 167
taking th': Eorces wihioi acL ant t~kq seat Vertically. The. Tck_-.500 jd tlLil%
mechanism, In its turn., id~cocuteoted to the fuaele u through. the trunnions
located on the outer tube in its middle portion and two rods attached to the
armour Plate.
To restrict turning of the firing mechanism during eJeotion (the angle of
turn being not over 45o), the firing mechanises is additionally connected by two
bell crock, whose ends with. oval openings are bolted to the firing mechanism
while 1.1,a other ends of the bell cranks are attached to the axles of the rollers
on the 01 :)ur plebe.
(b) Through two pairs of rollers bracketed to the armour plate, the rollers
being in contact with the neat rails. The rollers take the foroes which. act on
the oat horizontally.
(c) Through the rail guides installed on the cockpit floor. The guides
pnri:iall,y r,niieve the rollers of the forces acting on them and prevent vibration
of the scat lower prrrtion.
(d) Through plug connector of the My- 100 A3 electric, motor,'the former
being :llsconnected in ejection.
(e) Through feints and units which ensure operation of the mechanisms
daring e,jection, namely.
- pins of the foot supports, the former entering the guides on the cockpit
floor, +hich provide looking of the foot supports in a required position or
reloasf them in ejection;
-- cable for the bell crank of the shaft which controls the collapsible
supports for the canopy catch-looks, the cable having the guide pipe attached
to the cockpit floor. The purpose of the cable is to ensure tipping of the.
supports in ejection;
- cahle running from the OFR-2 common, connector and fastened to the clamp
on the fuociage, the cable ensuring disconnection of the OPK-2 common connector
and switching over of the pilot's oxygen supply to the MT-27M parachute oxygen
breathing apparatus;
- cable for the cotter pin of the 21511 firing mechanism, the gable being
attached to the cockpit rear wall and ensuring operation of the drogue parachute
Ching mechanism;
- the &,R-3 cord attacb.ed to the fuselage, the purpose of the cord being
mechanisms.
firin
t
g
o ensure operation of the 2150
15. The seat firing mechanism control systems are lookwfre4 and iaealed at the
Manufacturing plant. It is forbidden to remove the seals off the mechanisms
before starting the scheduled maintenance operations.
14. To avoid spontaneous operation of the seat mechanisms on the ground'
two sets of ground safety lock pine are supplied with the aircraft, each set
ur~kl