AIRCRAFT TU-16 TECHNICAL DESCRIPTION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000300050001-2
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 191
• Document Creation Date: December 19, 2016
• Document Release Date: October 30, 2003
• Sequence Number: 1
• Content Type: REPORT

Technica
BOOK FOUR
Part 1
Electrical, Radio cr d
Camera Equipn e?i,
GROUP t
E aud.d from automak
Approved For Release 2004/01/16 : CIA-RDP78-03066R000300050001-2
 AIRCRAFT Ty-16
Technical Description
BOOK FOUR
Part .1
Electrical, Radio and
Camera Equipment
..Approved For Release 2004/01116: CIA-RDP78-03.066R000304050001'-2
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 Approved For Release 2
The Book eontsun 331 pis and 13 Imeta;
U1 drawin s arc area in the end of the Book.
C 0 N 1' 1 N T e
Chapto_ rI
Electrical 3quipment .... ........... ..................... 7
flenerel .................................... 7
Section 1
Circuitry ................................................. 9
Switc!:ing,.Cont ?1 and :'rotootionArrangemente ........ 42
Section 2
rower Sourooa and !-over Distribution Systin ............. 47
1. D.C. iower Couroes ........... 47
:~. A.C. iower sources ................... .............. 71
Section 3
Electric owor Consumora .? .................... .......... 76
1. Electrio yaten of Fire-Fighting Equipment .......... 76
2. Circuitry of Puol Shut-off and Order-reed Valves.
and of Inert Can System ............................ 79.
3. Flap Control ............? .......................... 61
4. Trim Ta. Control ................. ......... 0..... ...+es
5. Landing Gear tanning and Tail Skid control ......... 69.
6. !'ydrnulic SVatem,Control. ......... .................. 91
7. .wr:G Chute Control .............................. 94
Q. De-Icers and Heaters .................. ............. 95
9. Altitude ?^,quipment .................................105
8- 030668000300050.001-2
 Approved For Release 2OO4I iBaC-hW p7R_03066R000300050001-2
10. Lighting System .................................. 110
11. Signalling System ............................... 123
Chapter II
Radio :Equipment .......... ..... .... ........... 135
general .. ... ...... 135
Section 1
Radio Communication Pacilities ........................ 139
1. Communication Radio Set 1-PCB-70M (p-80?) ........ 139
2. Command Radio Set 1-PCB-7011.(p-608) .............. 143
3. Command Radio SetPC11Y 3M ......................... 3,47
4. Aircraft Intercom CITY 10 ....................... 151.
5. Emergency Radio Set AB?A-45 ...................... 159
Section 2
Radio Navigation Equipment ............................ 160
1. Radio Compasses A?K-5 Nos 1 and 2 ................ 160
2. Radio Altimeters YB-2 and ?B-17M .................. 165
3. Instrument Landing System CII-50 ................. 172
Section j
Radar Equipment of the Aircraft ....................... 186
1. Aircraft Responder.. .............................. 186
2. Radar Gunsight SPC-1 (Obit A.'-17) ................ 191
3. Radar BombsightPEf-4 .............................. 200
4. Tail Warning Radar "SIRENA-2" .................... 211
Seotton 4
Reduction of Interference Level on the Aircraft ....... 214
1. Reduction of Interference Level Caused by Static
.. ..... 214
Electricity ........................................
2. Interference Caused by Electrical and Radio
Equipment and Methods of Interference Suppression. 218
Chapter III
i'hotogrnphio Equipment .................................
.:........
1. Aerial Careras VA-33: ....................
220
220
2. Aerial Camera HA A-3c/50 .... ...................... 235
3. Aerial Camera ?.A PIl1 ............................. 242
4. Electrical System of Photographic Equipment ........ 248
Appendix
Modifications Incorporated after, the Book Has Been
Published ............................................... 256
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En3A 1.25
BnBA3 1.25
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8118313 1.93
Bn3A 3.0
3118318 3.0
Bn8A 4.0
BnB]I 5.15
1181131 6.0
SUBA 8.8
BnBJI 10.0.
BnBA 13.0
BnB1l 16.0
BUBA 21.0
BIIBA 35.0
BUBA 41.0
I;1BA 50.0
B1BA 70.0
BIIBA 55.0
Total length of wire per one
aircraft, M.
3
4
5 6
3592
1235
1031
238
875
596
116
17.
447
1C
-
3970
1101
807
24
143
244
19
-
1512
473
1040
-
29
25
7
928
60
1277
-
6
-
429
47
312
-
2
28
218
27
218
12.
9
155
47 '
.1544
( 13
106
25
168
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For the list of switches and change-over switches used in
the aircraft, as well as for their major technical character-
istics refer to Table 3.
Due to the fact that the switches and change-over
switches are neither moist nor dust-proof by themselves those
switches which are installed at water-hazardous areas are
provided with special rubber protectors which keep moisture
off the contact sections of the switches; the protectors are
fitted over the switch knobs and levers.
Apart from the OFF-ON and selector switches, the electrical
system is provided with buttons of 5K and 204K types; these
buttons are rated'for voltages up to 30 V, the maximum opera-
tional current for 5K buttons being up to 5 A, and for 204K
buttons - up. to 20 A..
29
BHB17A 35.0
19
i -
30
EUBAA 50..0
43
I-
31
BABAA 70.0
122
32
BIBAA 95.0
144
Neste: The tabulated data do not include the lengths of
wires supplied by the Manufacturer complete with
the equipment items such as: the cannon mounts,
some of the radio and radar sets, etc.
SWITCHING, CONTROL AND PROTECTION ARRANGEMENTS
Electric power is distributed.in the aircraft electric
system by means of distributing arrangements (boards, . panels
d b
an
oxes) provided with switching, control and protection
appliances of various kinds.
For the layout of electric control boards, panels and.
Junction boxes see rig.l.
Type
To reduce the weight, all the boards, panels, boxes and
the like equipment items are made of thin sheet material, with
the thickness usually ranging from 0.6.to 0.8 mm. With the
same purpose widely used in the constructions of electric
unite are magnesium alloy sheets, shaped members, cast bracketti
etc.
Part of nameplate, label and standard inscriptions on
the aircraft is made in luminous compound of two colours:
orange luminous mass for inscriptions of emergency character,
and green mass for all the other inscriptions.
Used for switching operations on the D.C. electric
circuit are various switches and change-over switches. For
switching operations on the A.C. electric circuit of 115 V,
400 o.p.e. use is made of toggle switches, type 2nn-250.
1 Switch, toggle D-45
2 Switch, change-over, toggle I nn-45
3 Switch, push-type BH-459
Switch, ohange-over, push- aH-45H
type
Switch, change-over, toggle' ]n1111-45
- with neutral position
I toggle, two-pole
I Switch, push-type, two-
pole
.'Approved For Release x2004/01%16 CIA-RDP78-03D66R0003000.50001 2
T a b l e 3
Rated
voltage,
. V
Maximum
operat-
ing our- .
rent]
A
28
35
28
35
28
35
28
35
28
20
28
20
25.X1
?25X1
 Switch, change-ever, push-
type, tco-pcle, with
neutral pusitibn
Switch, change-over, with 12IIIIH-45
neutral position
Switch, charge=over, toggle, 30H 45
three-pole, with neutral
position
Switch, change-over, toggle,
four-position, double
push-type, with neutral
position
Switch, ohange-over,
toggle, two-pole
i
1253
.! 120
the
electric circuits of the
systems, remote control systems, as
aircraft
well as in
function
systems of blocking and signalization in the
of terminal and line limiters, blocking contacts and operat-
ing'buttons rreLmin,iatzre switches of series BK-143 and KB-6,
.and limit switches, type BY-44. The above switches are used
only in the ).C. circuits.
for the list of the miniature switches used in the air-
craft and their main technical
characteristics see :able 4.
1 2 3
1 Switch, change-over BK1-14) 28
2 Switch, change-over ~BK2-143 28
maximum
operat-
ing cur-
rent,
I.
5
15
15
300300050001 -2
Switch, change-over
Switch, disengaging
Switch, engaging
6 Switch, engaging
7 Switch, engaging
8 Switch, limit
Switch, disengaging
13 Switch, engaging
L
BK2-14)5
28
15
3K2--141B
28
15
BK2-142A-1
28
15
3K2-142 3
28
15
BK2-142r
28 }
15
BK-44
28
to
P.3-6-1
28
10
139-6-2A
28
1J
Apart from the above ?FF switches, change-over
switches and buttons, the following switching and control
equipment is used in the aircraft:
(a) contactors, types K-25A, K-50A, X -100A, R-250, K:300A,
K-400A and X-600A; these contactors are designed for remote
on-off 'switching operation on the aircraft D.C. circuits
(contactors, type K-50n, are installed in the A.C. circuits,
too);
(b.) relays, types MP-2, #T-43, PA-12 and P93-45, which
are also used for remote on-off switching operations on the
D.C. circuits;.
(c) miniature relay switches, types Pfl-2,Pf-3? and PII-69
which are designed for use in D.C. circuits with voltages up
to 33 V and in single-phase A.C. circuits of the automatic
remote blocking and signalization control systems designed
for 208 (or 127) volts at a frequency of 403 e.p.s.;
(d) miniature relays, type PHA, designed for use in
the circuits preventinr.D.C. power. sources from outting-in
in case polarity. is wrongly applied;
.
(o) selecting' contactors, types HR-400A and IM -MA,
which are designed for nutomatio re-connection of the duel
supply circuit from the normal supply circuit to the emergency
one;
(f) terminal blocks are designed for connection and
distribution of electric power.
Approved For:Release.2004/01 /16 : CIA-RDP.78-030668000300050001-2.;
Rated
voltage,
11 25X.1-
 Approved For Releas R - -03066R000300050~~
25X1
-46-
For electric circuit protection in the aircraft use is
made. of the following protecting arrangements:
(1) circuit breakers;
(2) fuses, glass, type CII;
(3) fusee. delayed-aoti.n, type H11; .
(4) high temperature fuses, type Tn.
The circuit breakers are used for automatic disconnec-
tion of the power consumers, and for protection of supply
wires in case of hasardous overloads and shortinge in the
electric circuit.
The operation of a,eircuit breaker is based en the
property of's bimetallic strip to camber an a result of its
heating by the.current which flows through it (Fig.2). The
construction of oirouit-breakers makes it possible to connect
and disconnect the oirouit manually. In this case they
function as ordinary single-pole switches. However, the
current ehccke (three-f:ld and six-fold current increases)
which may occur d?iring the operation of certain electrical
units.
rases, type Gil, are r.sed in A.C. circuits and also in
D.C. circuits characterir.ed by constant loading conditions,
and at points which are inaccessible in flight.
Fuses, types liii (rig.3) and Tll, are provided in the
electric actuator feed circuits; they are aloe used for
group protection of the electric power distribution system
and.f-r generator protection.
Fuses, types CII, K11 and T11, are mounted on the aircraft
in various-kind boxes, and are available in the following
ranges: CH -1a, CH-2a, C11-5, CII-10, CH-15, M-10, M-15, Itil-5,
111-30, 111-35-2,111-50 ,YIIl 75,llf-l 00.,111-150,1'.11-200,:111-250,Tf-400,
TII-600 and T11-900, the figures designating current rating.
for each partiaalar fns e..
majority of the oirouit breakers inetalled.in the aircraft
furctions as protectors, and, therefore, prior to the flight
and in. the course of flying the circuit breakers should be
always ON.
The circuit breaker is turned on manually, with the aid
of the operating lever. The. oirouit breaker is thrown off In
case of overloads and short-circuiting automatically. If
it is necessary to place the oircult breaker off at rated
load, this will be done manually.
The circuit breakers are-installed in D.C. circuits
with a rated voltage of 28 V; their location providing
easy acoees during the flight.
The following.typee .of oirouit breakers e,re used in
the aircraft: A3C-.21A3Ce5,A3C 10,A3C 15,A3C-2C,AiC-~5,A3C 30,
protection and at the same time witbetand,short-time
AX-40 and AM-50 (the figure -identifies the rated current
of a given Circuit breaker).
Fuses (fuse links), types CII, 1II and Tfl,'are
deoigned for protecting electrical evulpment and circuits
against short-circuit currents and continuous, although
emall,'overloads. The delayed-action fuses ensure normal
section 2
POPBR COUR0E11 AND
1. D.C. POrE6 SOURCF3
Generators
The generator ,type M-18000, is a shunt-wound D.C.
machine with a wide operating speed range which makes it
possible to pick up the generated voltage under all the
engine operating conditions, beginning with the low throttle
duty.
Two generators, type PCP 18000, are installed on each
engine. They are driven by the engine shaft through the gear
boxes with the reduction factor of 2.
The direction of the generator rotation is left-hand
(counter-olookwine), as viewed from the generator drive
side.
.Approved For Release 2004/01/16 CIA-RDP78-03.066R000300050001-2
 The generator armature is driven with a torsion shaft
which smooths down dynamic loading bumps applied to the arma-
ture. Provision of the. torsion shaft facilitates the generator.
to-engine coupling (Fig.4).
Main.Technical.Data.of Gene rator,.nPe.PCP 18000
Rated power at 3C Y .................... 18,;CJ J
Rated voltage .......................... 28.5 V
Load current rating .................... 600 A
Speed range .............................. 3800 to 9000 r.p.m.
Operating mode ................. ..... continuous
Type of brushes used ........ ........ }drC-9 (MM-7X)
Brueh'dimonsions ....................... 8x2(=26 mm
.
Weight of generator .................... 41.5 kg
The usable operating conditions of the generator axe
as follower
Speed Load, A Time
3800 9000
4250 - 8200
4800 - 8200
'5600
8200
Approved, For Release 2004A-R6i7kDP78-02 60003000500012
600 Unlimited
750 1 min.
900 1C se?.
1080 2 sec.
1200 2 sec.
With engine..
operating in low
throttle duty (at
3400 r.p.m.), 400 A
can be picked up con
tinuoucly from gene-
rator
The generator can be operated for not longer than
8 minutes at 9300 r.p.m. and at a load of ]OC to 600 A
during the engine operation in one single flight. The above
technical data are true for the generator cooled by the
our.:sh stream of the free air. The generator can be also consists of two hosting strips. Each heating strip is nothing
used on the ground (i.e. without air cooling). In this case but heating clement 4 placed between two layers of glass
a current of 200 A can be picked up from the generator
operating at 3400 r.p.m. during 2c minutes.
Approved For Release 2004/111116 rafi~Rnw7R:ft3466ROQ0300050001-2.
Apart from this the generator can be operated in an
emergency duty; during this kind of operation it is allowed
to overload the generator with a current of 660 A for
20 minutes at a speed of 4250 to.6200 r.p.m.
After operation in the emergency duty upon return to the
base the generator should be removed from the aircraft and
subjected to thorough inspection, and, if necessary, to
repair.
The generators are cooled through the air scoops located
in the bifurcating nose section of the air duct, one air
scoop in each engine nacelle. Each air scoop is connected by
means of an air pipe with. the air inlet sleeves of the two
generators.
The above cooling system ensures that at least 235 litres
of air are forced through. the generator per eeoond.
."tomes Battery
The aircraft uses a starter-type storage battery
12-CAM-55 which consists of two half-batteries, type 6-CA11.55,
which are connected together in series.
Bain Technical Data of storage 73atter.
.. ..
Rated voltage ........ .... 24 9
Capacity at discharge current.of 11 Ai
before 100th engagement .................... . !53 amp-bra
between 10lth and 170th engagements .........48 amp-bra
Maximum discharge current permissible ......... 1350 A
Weight ...? ............. ................. 55 }1
Each half-battery,.typo 6-CAL1-55, is housed in a heated
container (Fig.5).
25X1
 fabric; the heating element consists of four series lengths
of constantan wires with a total resistance of 4.1 ohms..
The strips of each heater are connected together in
series, while the heaters of the two containers are connected
in parallel.
Provided in the container for automatic temperature
control is bimetallic thermal switch 6 (Index 777B) which
operates to disconnect the heaters as soon as a temperature
of plus 70?+1C96C is reached ..The:thermal switch is series-...
connected to the minus circuit.of the, heating elements.
The battery container heaters can be energized only from
a ground power source connected to the ground power supply
receptacle.
The heater switch is located above the left container,
and the protecting fuse of the heater (fuse, type Ca 10) is
installed in the storage battery junction box.
The ha1Y batterien.are connected together and to the nir-
craft mains with the aid of. floating pin-type contacts; con-
tact pins 12 are secured in the fixed base, and contact
sockets - on the carriages. Connected to the sockets by means
of wires 1 and 19 are the terminals of the half-battery, and
connected to the pine are the wires of the aircraft mains.
The battery-aircraft mains connection diagram is shown in
the Schematic Circuit Diagram of D.C. Supply Sources.
D.C. _Po_ werrDDistribution System
.The entire D.C. power distribution system (the aircraft
mains) consists of three separate circuits. They arel
(i) normal supply circuit;
(2) emergency supply circuit;
.(3) dual supply circuit.
of thefuselage between frames Nos 17 and 19, both on the As a rule, the normal supply circuit connects all the
starboard and port aides. four generators (I - Iv), and the storage battery (Pig.6).
Provided inside the container is fixed cast base 15 with The generators and the battery are engaged separately and
guide rails 16 which carry removable sliding sledges 22. therefore may be connected to the normal supply circuit in
d *I-- battery
e
Mounted on the sledges and secured to them by means of hold-
down straps 20 is half-battery 3 fitted into special metal
bath 21. The bath is lined from inside with heat insulating
material, mark ATHH, which is glued to the bath. Put on the
top part of each half battery is a special case made of ATHY
heat insulating material. Both the bath and the case protect
the container structure against corrosion by the battery
te in case of its splashing or leakage. With the
electrol
material to applied. The above mentioned contactors are installed is the fol
The chamber of each battery container communicates with lowing points of the atrcrafts .
the atmosphere through a gas-discharge tube which in designed (a) two contactors, typo H[[-400A - on the engine nacelle
to expel electrolyte vapours from the container to the distribution boards (one -. on the left, and the other - on
atmoanhera. the right panel)p
y
same purpose the inner surface and parts of the container are supply circuit if the normal supply circuit is de~nergized
coated with acid-resistant paint before the heat-insulating (Figs 6 and 7).
Approved For Release 2004f01/16 IAADP78-03066R00030005:0001 2
any combination: for instance, one generator an
two generators, three generators end the battery, and so on.
Connected to the emergency supply circuit can be only one
of the inboard generators (the second or the third one) plus
the storage battery,
The dual supply circuit is automatically connected, by
means of selecting contactors of ED typo, either to the
normal supply circuit if it in energized, or to the emergency
03066R000300050001-2
25X1
25X1
 Approved For Release - 2568OOO300050001-2
XC 1
(b) one contactor, type Kri-200J1 - in the fuel pump June-
tion box at frame No.49;:
(c) one contactor, type Htl-40CJ1
circuit junction box at frame No.17;
- in the dual supply
(d) one contactor, type1Cjl-20OJ1 - in the dual supply
circuit-junction box at frame No.6.
From the three power supply circuits mentioned above
power is fed to the following three groups of power dis-
tribution bus bars:
(1) normal supply bus bars which are connected only to
the normal supply circuit;
(2) dual supply bus bars which are connected to the
dual power supply circuit;
(3) triple supply bus bar which is usually connected,
through a special change-over switch, to the dual power supply
circuit, and, consequently, is fed either from the normal
power supply circuit or from the emergency power supply
circuit. In case of damage to both the normal and emergency
power supply circuits this bus bar is manually re-connected
for direct supply from the storage battery.
The distribution bus bars are not connected to the
emergency power supply circuit directly.
Thee normal rawer supply bus bars feed those power
consumers which are required for normal operation of the air-
craft but which are not required in case of emergency. Such
power consumers are. the heaters, de-ioors, autopilot, fans,
some lighting equipment,, etc.
The du - er suppl0-45
rheostat
3
Remarks
Overhead tiUsed for illumina-
electric control on of sight, in-
board of nevi- rtrument panel and
gator right-hand console
Together with
K ,'CPK-45 fixtures
serves for illumination
of 00-pilot's oni;ine
control station
"oCether with
KJI P::-45 fixtures.
serves for illumina-
tion of overhead
electrio control board
of pilots and fuel
control board.
 the power supply circuits of the lamps are protected with two
circuit breakers, type A3C-30. All the circuit breakers are
installed on the pilot's circuit-breaker enntrol panel..
;Main Xchnical.Data.of Landing ...........................
y~e.JhrCB~+S. ...
maximum candle-power ......... ........ not less than
400,000 candles
Dispersion angle of lamp:
in horizontal plane ...... ...... not less than
in vertical plane ... ......... not less than
'Extension angle (same for right and
left lamps) .......................... 86?30'
12?
8?
Time of lamp extension and retraction '... not more than 12 sec.
maximum allowable time of continuous
operation ................. 5 min.
Service life .............................6 hours of operation
Weight of lamp with actuator ............ 3.5 kg
When voltage is 10 per cent larger than rated, the lamp
may be operated for 3 min.
When extended, the landing. lamps, type JI4'CB-45, illumi-
nate the landing strip of 40 to 60 in. ahead from the pilots$
cabin.
Formation Lights.
The top and bottom formation lights are installed along
the fuselage and on the landing gear cowls along the wing
span to form a burning'Tee in the flight. The formation
lights are mounted flush with the skin. Each formation light,
type fCCO-45, consists of en aluminium case the inner surface.
of which serves as a reflector, a holder mounting with a
single-contact lamp holder for a CM-30 bulb rated for 28 V,
0.17 A, and a dark-blue light prismatic refractor which at
the Game time serves as a light filter.
Approved For Release 2004b1Mn CF TRDP78-03666R000300050001-2
Approved For Release '2 a - 30668000300050001-2
25X1
- 12C -
she lamp is fixedin.the desired position by means of a nut
and a locking-nut.
All the three taxiing lamps ere engaged simultaneously
from a common switch, type D-45, (ag.51) which is mounted o
the overhead electric pontrol board of thb pilots. The taxiing
lamps are fed from the normal poser supply bus bar through
an A3C-10 circuit breaker'. installed on the pilot's circuit
breaker control panel.
Each p-100 taxiing lamp installed on the aircraft
illuminates the landing strip at a length of 15 to 20 n. ahead.
from the pilots" cabin. .
Lending Lamps
The two extension landing lamps, type 31 CB-45, (Fig.51)
are mounted in the belly section of the fuselage at frame 110.11The extensible pert of the lamp consists. of a case and a
special reflecting bulb rated for 26 V, GC0 T.'; the bulb incor.
porates a filament lamp, a reflector and.a protective cover
glass. The bulb of the lamp is parabolically-shaped, and the
inner reflecting surface of the bulb ,.i mirror-coated. The
lamp actuator (toe the Diagram, Pig.52) consists of a series-
wound reversible motor, a reduction unit and a disengaging
contact assembly
- - -
.
The lamp is designed to be fed.from single -wire. aircraft
being extended, and switched off while-being retracted. 111th
electric motor of the actuator is automatically disengaged by
means of limit switches provided inside the. landing lamp
actuator.
The landing lamps are controlled by means of a 211n-45
change-over switch (Gee Fig.40) mounted on the overhead
electric control board of the pilots.-The landing lamps are
fed from the normal power supply bus bar. The lamp control
circuits are protected with two AX-5 circuit breakers, and
25X1
 Approved For'Release 20041 kI 6q-(X31? +ZP78-03066R000300050001-2
1 125X1
in 'c:ricel.Deta...of.Tormtion Lights,
... . ...
;peECCO-45
Maximum candle-power ............... net less than 5.5 colcur
candles. :.'ith light set
hcrizcntally, the beam is
directed backward and 45
to 5C? upward from reveraa
flight dire ction
Light visibility range in maximum
intensity directin under fair
night conditions ................. some km.
Angular width of light beam ....... .. some 200
To avoid overheating and damage to the refraotor, never
engage the lights at parking for long periods of time.
The top and bottom formation lights are controlled by
means of B-45 switches installed on the overhead electric
control board of the pilots (See Fig.40). The circuits of the
top and bottom formation lights are protected with two A3C-2
circuit breakers mounted on the pilot's circuit breaker control
panel and connected to the normal power supply bus bar.
For the circuit diagram of the formation lights
see Fig.52.
Navigation'Lights_
The tip fairings of each wing mount front. and rear
navigation lights. Two red wing navigation lights, type EAHO-45,
are provided on the left wing tip, and two green wing naviga-
tion lights of the same type are installed on the right wing
tip. The wing navigation lights are bolted in recesses closed
with plexiglass covers. The lights use CM-22 bulbs rated for
28 v, 24 ri with a candle-power of 21 candles.
Installed in the tail section of the fuselage below the
stern cowl is a white tail navigation light, type XC-39, with
C14-15 bulb rated fe,. 94
d ,...,
The wing and tail navigation lights are controlled by
a,ans of a B-45 switch (See Fig.52) installed on the overhead
electric control board of the pilots. The navigating light.
-circuit is protected with an A3C-5 circuit breaker mounted
on the pilot's circuit breaker control panel and connected to
the normal power supply bus bar..
11. SIGNALLING SYSTEM
The aircraft is provided with light and sound signalling
systems. The light signalling system uses various-oolour
signal (warning) lights, type C114-51, which are installed on
the consoles, control stations, instrument panels, control
panels and control boards.
For the types, locations and operating conditions of the
signal (warning) lights see Table 10 below.
Approved: For. Release, 2004/O'lff6'. Cla'-RDP78-0306.6RO003.0005000'1-2
25X1
 Approved For Release 200 - 6R000300050001-2
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8Ik p78-03066R0003000.50001-2';
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 To wrrn the aircraft crew about dangerous pressure drop
in the pressurized cabins in high altitude flying, the air-
.craft is equipped with two cabin preccure'drop warning unite,
type BC-46, two sirens, type C-1, and five yellow warning
lights, type Cla-51.
The cabin pressure drop warning unit closes the electric
circuit of the sound and light signalling systems to warn the
crew of the necessity of resorting to the oxygen equipment.
The warning unit, type 13C-46, is a block of four diaphragm
assemblies which is connected with the moving contact of the
electric circuit. When the cabin pressuredrops below the
prescribed value the diaphragm assembly block closes
the contacts of the circuit to apply electric signals to the
buzzer relay, type P31-12.
The warning unit is adjusted to produce signals at
altitudes from 1000 to 5000-m.
Main Characteristics of l7arning.Unit,
....
. .... .............
. BC-4G
The warning unit should produce continuous light and.
Bound signals beginning from the moment the cabin pressure
drops to the value of altitude set on the dial.
The range of adjustment (the range of pressure with
respect to the International Standard Atmosphere) to start
t*e warning unit operation is 1000 to 5000 M.
-;Approved. For .Release 200470 T11r `Cr-RDP'78-03066R0003a00500012
Approved For Release -03066R000300050001.-2
25X1 25X1.
anel. Before launching the flares it is necessary to close
switches 2 installed on the vignal flare control station.
vben button 3 of the flare control station is pressed,
the primer is punctured by a special mechanism, and the flare
is launched from the launcher.
CabinPre csure Drop_RarnLnZ and,_r^ln
enddLL_o_.Eosition ndication
ii~r^~1 'larc `-.,=ten '
xternel li,' ni .nal11:.g; is effec;.ed with signal flares
of red, yellow, ?rrecr. ans. white colours. The signal flare
system consists of three signal flare control
stations and three signal flare. launchers,
type 3KCP-46.
The signal flare control str:tion is a retal cox mounting
four buttons and a snitch. -y turnin'; the button hccd it is
possible-to set the flex; of rei, yellor, green or white colour
to match the colour of the corre ponuir.g siLSnal flare.-
The flare control ctr'iors -,-re ins t_lled or, the signal
flare control board *hich hccs recta-ngular openings, one for
each control station.
The control stations are lettered-'., D and t which
designate the control stations to ensure correct use of the
flare launchers.
The signal fhre control bo,:rd is installed on the
navigator's right-hand console (Pi C-53)-,
The signal flare launcher, t;,rpe il1:CP-46, is a metal case
which houses the plastic Cody of the flare tube set. Daoh
set is loaded with four cirnal. flares end primers.
Two signal flare launchers and B) are installed in
the front non-pressurized section of the fuselage between
frames Nos 20 and 22, starboard, end the third container (B)
is mounted between frames Nos 21 and 22, port side.
must be loaded when the buttons are pulled
backward, with the signal flare control
station switch (`P?.
Upon loading the flare launchers with signal
flares, set the flags of each control button
so that their colour would correspond to .
their respective flare colours# r1he launchers
The system is energized (See. the Diagram, P1g.54) from
the normal power supply bus bar through an A3C-5 circuit
breaker installed on the co-pilot's circuit breaker control
 Approved For Release 20 - 066R000300050001-2
25X1
The operating temperature range of t:.e in:tru=er.t Is
from plus 5G?C to minas ~.?C. The instrument error at !jai
graduations 1, 2.5, 3, 3.:, 4, 4.5 az.d 5 Ix:. under L3= al
temperature conditions does not exceed +15C m. We wing
unit is operative under vibration condition: with frequencies
.of 20 to 8e c.p.t. and at overloads of up-to 2.5 F.
he electric contacts ere sure to withstand up to 1Cco?
engagement cycles.
The-weight of the instrument is not over 45C gr (te
plug connector inclusive).
The pressure drop warning ^-.units are installed as follows;
in the front cabin, at frame No.5, starboard,, and in the rear
cabin at frame No.75, starboard.
Cut into the.circuit of each pressure drop warnir unit
to produce intermittent light and sound signalling it a buz
relay, type PJI-I?' with two capacitors, type K3-1'.-5c- oho Y.
The P?1-12 relays and the capacitors are installed in the-
sound signalling system relay boxes. The relay boxes (Figs 55
and 56) are mounted in. the front pressurised cabin on the
left-hand shelf of the rsdpr operator, rnd in the rear pres-
surized cabin at freme No.73, strrboard.
For the electric supply circuit of the signalling system
see Fig.57...
B-45 switches 3 and 5 of the signalling system are
installed on the rheostat board (rig-58) of the co-polotrs
engine control station and.-on the radio=gunner's electric
control board (see Pig.44).
When a differential pressure corresponding to the elti-
tude sot on the. instrument dial is built up,the contacts of
cabin pressure drop warning units 9, type BC-46, (Fig.57) cl
to energize the windings of respective P21 12 relays 8 and
capacitors 7. The P21-12 relays operate to engage for inter-
mittent operation three yellow lights 6 and C-1 siren 2 which
are installed in the front cabin, or two yellow lights 6 and
C-1 siren 4 installed in the rear cabin. Simultaneously with
engaging the siren and warning lights, the' PJI 12 relay breCL?
25X1
the power suppl- circuit of its own field, winding, and there-
fore the return spring forces the relay contacts back to their
initial position to close the circuit of the field winding
and of the capacitors again.
This ensures intermittent sounding of the siren and blink-
ing of the warnir:, lights.
The pressure drop warning lights of 'the front cabin are
installed on the oxygen control panels of the navigator and
radar operator, and on the pilot's instrument panel. The siren,
type C-1, of the front cabin is mounted on the port side, at
owe No.9. In the rear cabin the warning lights are located
on the electric control board-of the gunner (Pig.59) and on.
the instrument panel of the radio-gunner; the siren of the
rear cabin is installed on the starboard, at frame No.71.
Sound signalling in the aircraft is accomplished with
aircraft sirens, type C-1, which sound either continuously or
intermittently.
Intermittent siVsls are initiated by cabin pressure
drop warning units, type BC-46.
Continuous steals are initiated bys
(a) the M CB-2 actuator installed on the flap transmission
shaft at frame No.33 and the front BK2-142 r limit switehee__
Installed on the co-pilot's engine control station - In case
the aircraft takes off with flaps not extended or extended
but not through the required angle;
(b) the rear blocking contacts type BI(2-142r installed
also on the co-pilot's engine control station, and the L.O.
extended position limit switches - in case of throttling down
with the landing gear retracted at landing.
The limit switches of the MM-2 actuator are' adjusted so
that one of them with its cam opens the contacts when the flap
deflection angle reaches 190+10 and closes them again when the
flap is deflected through more than 23?. The second limit
switch, by means of the second can, opens its eontaots when
the flap deflection angle is less than 19? and olooes them
Approved For Release._2004I6fI' 6.: 1 -i bP78-0306680.00300050001-2
 again as soon as the deflection angle reachee.230_l0. Ccnse_
quently, when the flaps are not extended t:_rough the teke-oft
angle (between.l90+10 and 230-10), ,ne or two limit switches.'
of the MM-2 actuator are always closed. .
Then taking off, the co-pilot or pilot moves the thrctt],
control levers forward and, in this way, closes the contacts
of. front limit switches 12, type K2-142r, installed on the
co-pilot's engine control station. ',;'ith these limit switches
closed, current from the dual power supply bus bar of the co.
pilot's circuit-breaker control panel is applied through the-
closed contacts of relay 1 and Closed contacts of limit
switches 10 of the IM-2 actuator. (when the flaps are not
extended or are extended but not through the required angle)
to the field winding of P11-2 relay 13 which disconnects the
intermittent signalling. This relay operates to connect the
0-1/2 siren of the front pressurized cabin for continuous
sounding which will be on until the flaps are extended by the
take-off angle:
As soon e.s the flops ore extended through 190+1? +c 230 ,
two limit switches 1C of the LaB-2 actuator will break the 1
minus circuit of relay 13 and siren 2, and the siren will
stop sounding. The siren can stop sounding also in case the
circuit of siren 2 and relay 13 are broken by limit -witches
i.e. when one or both of the throttle control levers are moved
by the pilot away from the position corresponding to the
take-off procedure.,
If at least one of the L.G. legs is not extended, PE-2
alarm relay 1 operates to open the circuit of limit switches 1C
of the MM-2 actuator. 'When one or both of the throttle
control levers are placed to the low throttle position (at
landing), one or twoB{2-1422 limit ewitcher 12 close their
contacts to'energize PH-2 relay 13 (disconnecting the inter-
mittent signalling) which, like in the first case, engages
siren 2 of the. front pressurized cabin for continuous sounding
until all the th
ree LG l a
..egsre fully extended (See the
Magramw Pig-57). The siren sounding may be stopped in this
066R000300050001-2
25X1
case by retracting both of the throttle control -levers, from
the positions corresponding to the landing procedure.
:hen the aircraft glides at high altitudes with one or
both of the throttle control levers placed to the low throttle
positions, or in case of stoppage of one of the engines, tho
siren sounding can be discontinued by pressing one or both of
the manual disengaging buttons of the siren which are installed
on the right-hand engine console (control rtation). -.he two
manual disengaging buttons are mechanically linked with the
rear limit switches., type -Ij1~2-142r, ctch of them opens the
minus circuit of siren-2 or relay 13 when the respective button
is pressed.
The front B;:2-142I' limit switches are not provided with
manual disengaging buttons since under normal flight conditions
(L.G. retracted) during augmented power engine operation the
minus circuit of siren 2 and relay. 13 will be always kept open
by PI-2 blocking alarm relay 1, i.e. siren 2 'of the front
pressurized cabin will be silent.
C h_n_p_t_e r__ 2
A D I_f_____C U I P 2t-_
GENERAL
'^ he radio equipment carried by aircraft Ty-16 is
designed for communication, radio navigation, and radio.
detection and ranging purposes.
1. Communication facilities are intended to-provide oom-
- ------------------------
munication of the airplane with other aircraft and with ground
radio station:, to provide the communior.tion meape for the
aircraft crew, and to sent' the distress signals.
The airplane mounts:
(a) short-wove communicrtion radio not 1-NE-70 with
receiver :1C-9 for tr?c-r.'ay air-to-air and air-tc-ground com-
Mmication;
Approved . For Release 200.4J0.f%4~.RtATRDP78-03066R00'0300050001-2.
25X1
 (b) short-wave command radio cot 1-?Cr-70I4 with' ?
receiver YC-94 for command communication within the aircraft
formation and for air-to-ground communication;
(c) ultraahort-wave corcnand radio set PCI:Y-3iI for
command radio set MY-aft for command communication within
the aircraft formation and for communication with the flight
control officer;
(d) aircraft interphone system CITY-1C --Or communicatic,
between the members of the crew and for external communica-
tion (See Table 11);
(e) emergency transmitter ABPA-45
distress signals.
2. Radio navi&ation eguipment is intended for solving
the navigation problems under various weether conditions.
The aircraft mounts:
(a) automatic radio compasses t.PK-5 No.1 and No.2 for
flying the aircraft by homing and broadcasting stations and
radio beacons, for determining the position of the aircraft
and for instrument landing Judgment;
(b) radio altimeters PL-171.1 and PB.-2 of low and high
altitudes for determining. the true altitude of flight;
(c) instrument landing equipment operating by the sigasL
of the ground facilities. It comprises set of aircraft equip-
ment of the CII-50 cysten (course receiver XP 17-6, glide slops
receiver IPII-2, receiver and transmitter of radar ranging
unit CA-1, and marker receiver. 1{PIi-489).
3. Radar eguipment is intended for identification of air
a 1 e 11
Control_of _adio__cul Mont Inn_ lee-inircraf_
Radio H c-AFH-5, C-50 cs I ..
L, CY) --- - i ~ .
crew EU E o nI ! r ! c" "+{ ~, t
Aavigator +. I a +'' 4 +C +
Co-pilot ( +(~ + ? + +..+.C. j+
+ +
0
Pilot + + +C C= +0
i`
C
+
+
? +
+t +
Hadar operator! + + I + . r +C
Radio-gunner ++ +C
+ i
?
Note: + stands for equipment that may be used by the
crew member.
+ i stands for eguipment that mr.y be uced and
controlled by. the crew member.
++ the radio operator may operate the transmit-
ter of command set 1-PCB-7C with the aid of the
key only (the. tuning. is done by the co-pilot).
The aircraft carries the following equipment:
(a) IPF system consisting of a transponder;
(b) radar bombsight !MI-4 intended for searching and
detecting enemy objects under no optical vi:ihility condition,
for solving the navigation problems with the ail of ground
radars and for aimed bombing and outomnl.ic comb roler_ae;.
(c) radar insight i,:C-1 for aimed firi:.g at tfr;,otc
HPpearing in the tail -one o der cur.;; viai"ility conditions.
Depending on t?-o. Froi.l^ra to tc- r.lvo9, ever, member of
the crew can control or mike use of ts- radio equipment
Approved For. Release 2004/b 16C.-78. UP78-03066. R000300050001 2
25X1
 Approved For Release 2004/03141]6C-0M MP78-03066,R000300050001-2
25X1
rolded-dipole antenna it provided for rhort v:eve :et
1-PCB-7CI!, and stranded wire antenna for con ui ;cation
set 1 PCB-70. fitrachort-wave tot PC Y-31` havin an addi-
tional receiver is provided with two eurface_arternas.
The antenna of glide-slope receiver rPII-2 is Clued to
the Inside of the front glass panel of the navigator, and
the antenna of radio compass '?PY.-5 2;o.2, or. the inner surface
of the operator's blister.
'' .. 3 I 1 I T I :
The aircraft is equippe3 with radio caamunication faci-
lities to provide c -)rsunication. with ;-,round radio stations
and other airplanes, for eo^L7snd coanuniestion during forma-
tion flight, for sor^municationp with flight control officer,
for intercommunication between the aircraft crew cemberni and
for sending signals of distress.
The arrank;emcnt diagram of the communications radio sets
is shown in.rig.61.
Antennas of the course receiver a?fl ,radar sight: PEf.4
and I2C-1 arc installed under speci._l fairings.
Loop antennas of eutomv tic radio comps-aces ,:P::-5 No.1 and
No.2 and the antenna of marker receiver ITf-484: are mounted
Inside the fuselage and are not stream-lined by the airflow.
Antenna of automatic radio compass 1:PY.-5 110.1 is placed inside
of a semi-fairing made of textolite..
Altimeters Pr=171; -nd P1-2 have acotmson antenna.
Antennas of transponder CPC, radar ranging unit C 1,
altimeter PD-1713 and radio set 1 PCE-70. projecting from the
fuselage are streamlined.
For the layout of antennas of the ~_ircr ft radio equipment
ass Pig.60.
115 VP 400 e.p.s., A.C. is fed to the radio facilities
from inverter flO-4500.,Lhe D.c. feed circuits of the radio
equipment are protected by circuit breakers, and the .%.C. teed
circuits- by means of fusible cutouts Cff placed on various
panels of the aircraft power supply system. The radio faci-
lities are protected by fusible links and cutouts set inside.
of them.
Filters Ih~YC-9, 0-14A,interphono system filter,
capacitor I{EId-31, Kill and others are used as additional
noise suppression means. Receivers YC-]j and YC-94 are
provided with crystal filters for noise protection purposes, ad
receiver of PC11Y-3M with electronic noise suppressor.
The radar gunsight iipC-1 employs noise suppression
system which comprises special unit and ultrashort-wave dela3'
transmitter 1-P0-7C;
dynamotor Y-600 with filter;
receiver YC-9;.
stranded wire ertenna;
telegraph key panel;
microphone;.
(g) Lox with spare valves, 'or the
(h) box with spare val\ cc i? or the receiver;
(1) monitoring selector.
Radio act 1-PC::-70 ins:. ir.: talled in the rear pressurized
cabin in front of the radio-gunner who jpnratec it (Fit.63).
The communication range of aircraft Ty-16 with ground
stations r;.C-1 and receiver I'-2;'- is up to 3tC? km. at an
altitude of le, G: 0 m.
Approved For.Releas.e 2004! bl'TTI' .tl9k:KDP78-03066RO00300050001-2
1. Cc:t.i NIC a I ^t1 U DI i : < i 1-PCB-70 (P-807 )
Fvrpoae_,n3 Dcliver~r Set
Short-wave communication radio cct 1-PCE-70 Is
designed for long-ran;e telephone ens telegraph communication
of the aircraft crew with ground stations and other. airplanes..
The radio set includes:
25X1
 .ttacbe"
Receiver verve '>erd:
- short waver - 1.5 to 10 ':c.p.r?. (2. to 16.66 m.)j
- long wave' ' to 5r`
All the frequency (rreve) it icvided into 6 sub-
bnnds, one of them for long waves.
Approved for Release 2004/04 -.ZA-RDP78-03066R000300050001-2
14: -
The power consumed by the transmitter c:oes not exceed
1250 ^.
The power in the antenna engaged for telephone or
telegraph communication is within 7C to 1CC
The speed of the telegraph keying is 30 words per minute.
lion-linear distortion factor does not exceed 13f,
rrequency band range is from 250C to 181CC ko/
(120 to 16.5 m.).
Additional medium-wave b.nd ranges from 2Ct to 15CC
(1500 to 2C0 m.).
Performance altitude of the set operating Jr. dcpressurisei
cabin is up to 12000 m.
The set: provides oontrol of 'its operation by monitoring
at. high and low frequencies..
Types of communication
- simplex (not used);
half -duplex'(trancrission and reception at the same
or adjacent frequencies).
The whole set weighe some 6C kg.
The radio set is operated from the. front panels of the
25X1
- 241
11th the aid of rerovablc shock mount consisting of a franc
with four chock a'sortin? pads and limiters, and middle and
upper carria; es.
The transmitter may re used f:r tale,-rapt: communication
{brough sustained oscillations, or voice-frequency carrier,
and for tclepaor.P communication 'throu,-Y.
The transmitter can be n;tonrti.c%.lly set for eleven given
frequencies (rave lent-,the) previously tuned and fixed.
Comuunicatior, set (trrrcroitter and receiver) is
connected to the folded-dipole antenna.
In case the transmitter feilc, the radio opcrntor may
connect his tclcgr3pi key to the commend set by ' means of the
selector on the electric panel :nd communicate with the Ground
via the command set transmitter at predetermined frequcncioo.
ItrnBa_3ctor_Y-GG0cith filt_cr feeding the high voltage
circuits (screen Grid plates of the vzlves and bias circuits)
consumes 700 to 125x: 11 D.C. supplied from the aircraft rains.
The high and for voltage circuits of the dynamotor .re proteo-
ted with four fusible cutouts.
The dynarr.otor with r filter (7ig.63) it in: talled on the
starboard side of the eelin on the pressurized pocket
next to frere 71. It is mounted or the filter box chose bottom
is provided with a shock absorbing fixture.-.The filter box it
attached to the bracket riveted to the pressurized pocket with
the aid of a, crosspiece.
Receiver. receiver YC-9 (15) (Ccc Pi ,.G3) Jr. an oight-,
Valve superheterodyne intended for telephone tranamission and
for susteined.oscillation end. voice-frequency carrier tole-
graphy. It has automatic and manual senritivity controls and
crystal filer for r.arpowing t e trar.sr_ission band when noises
interfere with reception.
transmitter, receiver cad from the telegraph key panel. Swiioh-
ing on and chance from low-frequency monitoring to.hig;h fre-
quency monitoring and vice versa sne done with the aid of the
selector. on. the radio. operator, s electric panel. . -
The transmission and reception are carried out through
the throat microphones end telephones of the interphone
.syetom 0Y-10 and from the telegraph key panel. If the inter
oom system is inoperative, the radio operator may use
carbon telephone, or connect the throat microphones and.
telephones of his headset to the transmitter receptacles with y
the aid of extension cable.
Purpose,Installation and Principle of Cqyaratlo
of Radio Set Units
Short-wave transmitter 5 (Fig.63) is mounted on brackets
-Approved For ;Release .20041 : =TkDP78-03066R00,03000500U1 -2
25X1
 ',hen engaged for telephony, the sensitivity of the
receiver is not less then 15 uJ and 7 ~uV (the input voltage
beir.e 15 !'), and when engaged for telegraphy, not lost than?
O uV and 3 vV for long and short waves respectively.
She hourinr of the receiver aeeom.?o4ates dynamotor Y-18,2,
The dynamotor is intended for power supply to t e high voltap
circuits when the YC-9 is operating (irrespective o2 the
transmitter).
The receiver controls are concentrated on the front
panel.
The receiver of the communication set is installed in the
plane of frame 72 under the transmitter on radio operator's
sliding table (rig. 63). - The table qan be shifted together wit
the receiver along the vertical guides from the lower operat.
ing position to the upper non-operating position and can be
fixed in the extreme positions.. The table also mounts the
telegraph key panel. .
The receiver together with the chock mount provided with
four shock absorbers is secured to, the table with the aid of
eight bolts. The attachment of the receiver to the shoe]: motmt
is of quick-release type. The pins fitted on the Jacket (case)
bottom enter. the shaped slots of the shock mount upper frasq
the two latches fixed to the angle piece in the loner front
portion of 'the jccket locking the receiver (preventinc. its
falling out).
_Tel- eCraph key~anel. Telegraph key panel 11 (Joe rig.63)
is mounted on the radio operator's table to be operated by
his right hand. -It comprises a bare plate and a cover plate.
On the base plate is placed telegraph key and clamp with
antenna mode-of-operation selector secured to it. The antenna
selector is intended for changing from the trancmission over
to reception when engaged for simplex functioning.
The key panel is.seeured to the cast table of the radio
operator. .
.c valve boxes I and 2 (rig.f3) of the transmitter
and receiver are installed _n a shelf over the transmitter
and attached to the shelf 1- means of shoe': absorbing rubber
cord.
amot_r Y::?00 of the communication radio set is fed
from the aircraft mains (normrl burbar of the circuit breaker
panel, rear c^bin) vie circuit hrenXer A3C 50. the same panel
also serves to feed receiver YC-9 (without a fusible cutout
in the mains).
Firing. The lead-in running from the antenna to the
transmitter is mane of bore Eii !. wire, 21 eq.mm. It is
insulated with R.P. plastic beads (textolite heeds being
furnished on the e rcraft of earlier make).
Receiver le.d-in 9 (Fig.63) running from,terminal A to
terminal An ' of transmitter. 5 is mode of wire tU L, e.s.
1.3 sq.=p laid along the radio operator's inotrument panel
on ebonite insulators.
The feeding cables of communication set 1-SCE-70
running from the dynamotor to the transmitter are secured with
metal clamps having rubber padding and L?onding strips.
The cable runs .long the starboard side of the.roar
pressurized cabin and is secured by meuns of attachment bolts
that secure the electric cables, too, but the electric and
feeding cables arc separated with the aid of special bushings.
11c, wires running from the transmitter to monitoring
selector 7 mounted or. the port side are laid along the load-
carrying bean together with the line of electric wires.- Other
cables also run along the path of the bunched electric wiring.
2. R':DIC JE 1-PeB-701:; (P-808)
The command radio set 1-PCb-73:.~ (Fig.64) jr, intondod
for telephone end telegraph connuniertion with ground command
Approved` For Release 20049Gfr R,GfATRDP78. 03066ROo0300050001 2:?
25X1'
 c renote coiral cte: of. I the transmitter is intended
turn t e `r r ,-srA-_tor ^`T and `' T and to set the desired mode
to
3f operation (tclcp`onY, `eleLrrply, tad voice= requency carrier
telegraphJ')
The c'ran,c-over time from one fixed. frequency to another
.
is 25 3C 'se??"'?
Notc: :e tr rcr.;itter of the commend rot can be used, for
duplex cerviee only. ".o.teleeraph key panel is.not
mounted crd wire 1+25'. i shorted to the. chassis.
The transnittcr in secured to the panel support shaped
members witl- 12 screws. The antenna lee.d-in of the transmitter
is simil-r 'o '?. t of the co.amunicetion set transmitter.
amotor Y-000 with filter 20 (sig.65) is mounted on,
the panel curport under the receiver, the crosspiece of the
filter box shoe::-mounted portion being fixed to the panel
support shaped members with four bolts.
Trcnsnitter control panel, The remote control panel of
the transmitter is installed on the starboard side
between frames I?or ? end S above the, co-pilots motor pLnel.
:he base (bottom) of the panel is secured to, the board with
the aid of three screws. The panel is held to the bottom. by
four ever-set screws.
The front wall of the panel mounts:
(a) starting and mode-of-operation selector;
(b) channel selector;.
(c) indieLtir.g lamp holder.
Mounted on the upper wall of the panel Is contaotor, and
on the lower one, receptacle receiving the microphone plug.
Receiver YC-9 controlled from the distance is used for
radio telephone and radio telegraph communication of the air-
craft. Its di::enrione and performv.nee data do not differ from
those of receiver YC-9. The chock mount of receiver 19
(PIe.C5) is secured to the starboard panel support under the
transmitter t;; poans? of eight .bolts.
Approved-For.Release.. 2004/afAb -ETA-- DP78-03.066R000300050001-2
Approved For Release 2004/01-M-W- MR-RDP78-030626 Q90300050001-2
The radio set 1-PCF-7'_i: Includes,:-
(a) transmitter
(b) dynamotor Y40'. with filter;. -
(c) transmitter renote control panel;'
(d) rer..oto control receiver YC-974;
(f) folded-dipole antennc;
(g) box with spare valves for'the transmitter;
(h) box with spare valves for the receiver.
The set is installed in the front pressurised ccbin
the starboard panel support of the radio operator between
frames Noe _9 and 12 (Fig.65).
The set is operated by: the co-pilot by means of the
remote control panels of transmitter and receiver.
The set can be engaged for telephone and telegraph
communication, the latter being done with. the aid of the key
on the remote control panel and of the radio operator's key.
Performance 'Data
........... ...
Communication range when communicating with around sta-
tion PAC-ICB is 120 km, at an altitude of 1000 m.', and 350 km.
at an altitude. of 10,000 a.
. Unlike the communication radio set, the command act is
intended for half-duplex service and can be controlled from
distance.
The operation of the set is checked (by monitorin,) only
at low frequencies and no monitoring selector is provided.
The transmission and reception are done with the rid of
the throat microphones. and the telephones of intercom CITY-10.
Purpose, cation and operation of the :.et Units
Trensmittor. Trr.nsmitter 13 of the command radio
net 1-PCB-70M has eleven fixed wave lengths (frequencies)-
25X11
 Approved For Release 2004/01 I- - iA=DP78-03066R000300050001-2
25X1
The fairlead of the command receiver and eommunicatioa
set are of the same type. The fairlead in attached to the
shaped members under the transmitter and to the front wall of
the panel support with the aid o base insulators made of
ebonite (or organic glass in the aircraft of earlier make).
Remote control panel 25 allows to govern receiver IC-9,A
from a distance. It is installed on the tilte~ 7%?ytcn of the
co-pilots motor panel above the remote control panel of the
transmitter..
Folded-dipole antenna. The folded-dipole antenna of the
command set (Fig.66) is a silver-coated brass tube, 0x12 mm,
6-m. long, secured some 1C0 mm off the fuselage between
frames Noe 10-22.
Power su protection and installation of the set.
Dynamotor Y-600 is fed from the aircraft mains, via the
power lead-in on frame No.12.
The remote control system receives 115 '1, 403 c.p.s.,
A.C. from the.operator's fusible cutout panel vie the fusible
cutout CH-2. Direct currents is fed to the filter C':YC-9
from the operator's circuit breaker panel.
Filter [I,.'YC-9 is mounted in the same way as the filter
of communication set receiver YC 9.
All the bunched wires and cables of the command, set
I PCS-701 are laid along the starboard side between frames
Nos 7 to 10 and along the right pan el;.support. of the equip-
ment between framed NNoc r) to?il,
The bunched wires of the remote control Panel' are secured to the co-pilots motor panel. The bolts are acrewod
into the motor panel.
The cable running from the transmitter to the dynamotor
is secured to the panel support shaped member by means of
clamps with bonding strips. Greater part of the radio set
wires is laid along the electric wire line and has common
attachment fixtures together with the electric wires.
r: i a_.:ir_ rLY 5Ii 513 :"C6`Y-M
ultrashort-crew eirplex tran'ccivinC radio set :C1'F,-3!1
is intended for teleri:onc mode of operation of the command
c=unicetion between the rircraft in the formation and tho
flight control radio net. The set is. provided with quartz-
crystal frequency- control.
The MM-31".' set (.j..67) -includes (a) transmitter;
(b) two receivers; (c) supply unit; (d) two control panels;
(a) three boxes with quarts-crystal nets; (f) measuring unit
(in the set of one of four circrnft);
All units of the radio set, except the control panels,
buttons and antenna, are located in the rear, pressurized .
cabin. The set is operated by the pilot and co-pilot.
Performance Data
When communicating with the ground radio act of the
PAC-i1KB type, the ultrashort-wave set PC's!-3t! covers the
following ranges of communication depondir.!; or the flight
altitude:
flight sltitude,
Communication
M.
range, km.
1C: C
120 16t.
5CCC
231
10,000
3150
At altitudes over 500 m., the air-to-air communication
range covers 12;. km.at least.
The frequency bend of the set is Ice to 150 Lc.p.e.
(2 - 3 m.) with quart.-crystal frequency, control of the trans-
'litter and receivers which ensures fixcd.frequency communioa-
tion.
The remote control-of the radio set is accomplished
ritb the aid of buttons pressed on two remote control panels.
For Release 2004/0A1'6g71$P78-030668000300050001-2
25X1
 Approved For Release 2 - 0626 0300050001'2
The radio cat allows pre-tuning to any four-frequcneies of ti
band co that any cf then, can te.used for communication
purposes while in flight.
Time of change-over from cne wave to another does not
exceed 3 see.
The second receiver of ?C;'.Y-3i1 can be tuned to any four
frequencies of the bard differing from the tuning frequencies'
of the transmitter and receiver No.l.
The outputs of receivers Nos 1 and 2 are connected to the
telephones of intercom CHY-10 through the control panels.
The reception is changed over to transmission by means
of four-contact button TI:-4L! marked RECEPTION-TR/,NSMISSICN
(nPITF.7,1-EEK-,4y'lA) and set on the pilot's control column
(name plate R.DIO SE'+.S). The button connects to. the plug 00-301
.on the control-panel.
The time of change-over from reception to transmission
.Is 0.5 second.
The power consumed when engaged for transmission does net
exceed 415 P'l, and when engaged for reception, 270 W with
normal voltage across the aircraft mains.
The microphone and telephone are connected to the trans-
mitter and receiver via the interphone set of the .co-pilot,
the remaining interphone sets being parallel-connected to the
latter..
Purpose= Installation and-Cperation_
of RadioSet Units
The eight-valve transmitter has 100 to 150 LTc.p.s.
frequency band with quartz-crystal frequency control.
The transmitter power is .6 W.
The shock mount of transmitter 5 (Fig.68) is installed oil
the support between frames 69-70, starboard. The transmitter
face panel is set vertical and faces backward. The face panels
of the transmitter and receivers are protected with a cover.
149 -
Receiver ',o.1 (Iter.. ? Ir. = ig.6e) Is. counted in the port
aide portion of t .e aircraft on the support where the transnit-
ter is installed.
Receiver of PCi1Y-31! is a 13-valve telephone superhetero-
dpne with quarts-eryrtal frequency control. Pour fixed
frequencies (channels) should be adjusted In advance. The
frequency band covers 1,-C to 15
The receiver is remotpl:. centre,!e', the char.r,el bein,
selected ar.'tt.r~ vL'1?.;r' rc 'r~]1e ; e:: control panel.
.The receiver has an electron noise suppressor which
automatically cuts off the receiver when there is no carrier
frequency of the other party (locks the low frequency amplify-
ing valve), and cuts it in when the carrier frequency appears.
The receiver can be tuned ritl. the aid of unit .'111"
(measuring unit) without a signal generator.
Receiver _T o.2 (Item l in ri,.6C) is arranged an the upper
support over receiver No.l.
The receiver is used cs a stand-by one to
functioning of the set, and also or a regular
Receiver 1r.2 is attached in the name nay
receiver :?o.1.
promote the
receiver.
as transmitter-
The _up+il,, unit comprises two oelerium rectifiers 2 for
providing direct current (from inverter a0-4500) and generat-
ing the following voltages:
(a) +31c V to
set is engaged for
reception;
(b) -1c5 '.' to
set Is engeCed for
transmission.
tc applied to the valve plater when the
transmission and 4275 V when engaged for
to applied to the bias circuits when the
rec"ptioz: and -120 V when engaged for
The valve filament current is supplied from the air
craft mains..he supply unit is installed on the upper support
right of receiver :'o.2 (a:iove the trnn::m1t.ter) and fixed to
the support shaped rc. ere.
Con`rol__panel Df transmitter and receiver I:o.l. and con=trol panel of receiver ?:o.2 are installed in the upper portion..
R- T ..
.20oS~ ~/0l%f6~ GNIA-RDP78-03.0.66R0003.0005000'1-2
Approved For Release
25X1
 Approved For Release 2 AAAAC - 6 300050001-2
(along the aircraft axis) on the canopy beam, within easy
reech-of he pilot-. The control panels can be easily remosei
valve box for. transmitter 1 PCE-70, between frames I1os on a common base which is secured to the support together wit
the transmitter spare valve box with the aid of two shook-
.absorbing cords.
Unit- I'll" (measuring unit) is intended for, tuning the
receiver without a signal generator, for tuning the transuit.
ter according to the current values of the tripler, and-for
controlling the antenna current. Unit "41' is installed on the
starboard side of the aircraft between frames Nos 63-64, on
a special bracket with rubber gaskets, and is fixed by means
of removable chock-absorbing flexible cord.
Tranacciving and receir-lnantennas4 21d 5 (:ig.G9) are
i
t
ll
ns
a
ed on the aircraft fir. . Radio set PCMY-3M employs
concealed surface antennas made of brass gauze No. 6.15. State
Standard POCT 3504-53. They are shaped as triangle I a and glued
to the fin tail cone nAde of aircraft plywood.
Puttons T!C-4,1 on the control column (intercom system)
are intended, o engage the throat microphones and to connect the
"!;round" to relay P[i-2 engaging the transmitter of PCiY-3M.
The relay is set in the upper (overhead) electric panel of
the pilots.
PoAer_eupPly~_Protection and wiri~of the set. The radio
set receives direct current from the duplicate supply bulbar
of the o
perators circuit breaker panel through circuit
breaker AX-S.
The A.C. supply is fed from the operator+s fusible cut-
out. panel through Puzible_cutout C11-2.
The R.P. cables from the antennas to the transmitter and
receiver No.2 are laid i
n a conduit along the rear spar of
the fin. Upon leaving the conduit, the cables are attached
with the. aid of clips and sleeves. The cables are laid
through the airtight wall of the cabin in special airtight
inputs. Lunched ;ices
and cables oonneeting the transfrittere
receivers and rcc' ifIer, are .laid aloni.7 t:.e Iront r~.aped
member of the upper. ruPport and re fixed , ,- e nr of metal
clip= with rubber p: ddin~ . ?:e wirer rurni n_- f.o,n the receivers
and transmitter to the control prnelr r_re laid alone, the air-
craft starboard tide together witi, the electric riri
.4. :??Incii.:'
The aircraft intcrcon oyster. C:.r-10 (ri, . i C) is intended
for communicn_+ion be ttreen the r..erbers of the' crew, for extern{ 1
communication -done witi. the rid of the com unic.tion and
command radio sets, and for receiving sitsrlr vi:i the Iri-5
radio compasses 1o.1 and ho.2.
The aircraft lr.t?cr-or system compiisen:
??o it d
- arplifier ................................. . .2
- one-cord intercor: ret (Without
additional panel) ..... ...................... ....'. 3
- two-cord intercoms set (with Ndditional
panel) ......... ... 3
- additional panel ......................... 3
- dynamotor Y-19 with filter ........... .. .2
- supply line filter 2
four-contact button 1C-4I1 ........ 13
- two-contact button 2C4K ....... ......... 2
- dirtribution box ......................... 8
- headset .................................. 6 (not
furnished with
the aircraft)
- extension ccble, 1.4m. long ..... ...... 16
extension cahlr, for work in rear cabin
10 mo lone ...... ........... ................. 1
The intercom r:-stem Ci.J-10 mr:? rc fed. with C. and
D.C. and 'err. rcaplificr, dynamotor ar.d supply-line filter
25X1
 Rated voltage of D.C. source
2? V
(aircraft 4ainc) ?
Throat microphonefeed?voltage ................. 4 - 5 V
Operating current con.umed by one dynamotor
not exceeding
with amplifier: ...... ....
Operating current consumed by one intercom
set with one relay engaged ..................... not cxceodins
c.12 A
Average voltage while speaking over 14 pairs
of telephones connected in parallel to the
amplifier output, with two peire of throat
microphones JIa-5 connected to its input ... not less
than 50 V
Change of output voltage with the number of.
engaged telephones Ta-4 reduced from
.14 pairs to 1 pair ........... ............ not exceeding
15S
Amplification factor ..... :..................... about 200
Automatic improvement of amplification:
at o.ltitudes of 5 to 6 km. ................... :bout 1.8 tiara
.at-altitudes of 7 to .8 km. about 2.5 tilt
Reduction of output voltage upon connecting
.the second pair of throat microphones J!a-5 . not excoedlq
25S
Frequency characteristics of the amplifier have -.
smooth rise by 15+3 deoibels ......... from 30 c.o.s.
Non-linear distortion. factor under 50 V,
to a range of
250( to
35CC c.p.t.
at 1000 o.p.s. ...........I .................. not exceedinb
5?S
306f9p300050001-2
- 153 .
The plate circuits of the ar:.pli.ier are fed from the
mewotor with the filters in the high and low-voltage
Circuits.
All intercom sets are connected in parallel, therefore
the conversation of two members of the crew can be heard by.
all members who net t!-.e switches of their intercom sets for
internal communication.
Weak signals of throat microphones are amplified by means
of special amplifiers so. that 14 sets can operate.
The intercom includes: intercom set proper, additional
panel (furnished only for the pilots and navigator), four-
contact button and additional two-contact button (for the
pilots only), headset with a pair of throat microphones JIa-5
and telephones T%-4'.
_1_-d-' of intercom system circuits are..
Am-plifiers Z02
four-stage amplifiers of low frequency employing three twin
triodes GIIBC. The amplifiers provide an :automatic increase of
the amplification capacity at two stages with the mid of n
pressure relay 1.8'times rt altitudes between 5000 to 6C0C-m.,
and 2.5 times at 7CGC. to 80C---.
Amplifier No.2 is intended for circuit 17o.2, its power
being sufficient for all consumer:.. %mplifior !1o.2. (Item 12
in Fig.65) is installed at the bottom of frame No.2 on the.
operator' s panel support.
25X1
Amplifier 1Io.1 receives voltage from the duplicate bus-
bar and from the storage battery, i.e. circuit No.1 If fed
Mn if the mains are de-energized because of some damage.
Amplifier ?1 of intercom circuit No.1 is
installed on the port-side equipment, support between frames
Ice it and 12.
The amplifiers are installed on four rubber shook
absorbers each. il:cy can be quickly released an the. shook
?ount secured to the support shaped merberc is provided with
two latches that erc.teken epert t' remove tl:e amplifier.
npn -
Approved For Release : nad/Mi -
0668000300050001 2 .
OP-
 Approved For Release 20 C 03066R000300050001-2
25X1
154- -
Intercom se_. The intercom :etc Pro intended for interior
communication of the ,ircreft crew members with tho oidnf
intercom system anplifier and for external comrtunic.tion
carried out with the-aid of the radio equipment.
Intercom sets are u od for switching the throat micro-
phones and' headset telephoner for verieu^ types of communica-
tion.
The intercom rot ensures two-way communication through
both'oircuits of internal cocmunication and three radio sets;
it is also intended for conference call by voice.
The vital portion of the intercor. set is a multiple-
contact mode-of-operation Nelectcr of vefer type designed for
bringing the telephones and ttropt microphones to five posi-
tions.
The intercom sets intended for operation with an additio-
nal panel (two-cord) do not bisicnlly differ frog the one-
cord sets, but in addition to the four-core cable with con-
nector for engaging the headset they re alro provided with
five core shielded cables with connector to be joined to the
additional panel.
For cutting in the supply circuits of the throat micro-
phones end for remotely switching the required relay (start-
ing relays of the.tran:;matters), the crew members must press
four-contact buttons TK-41' to be handled by hand or foot.
The design of the foot button switch is shown 'in .'ig.72.
Table 12 deals with the arrangement of the intercom sets
with the buttons for connecting the throat microphones.
Figures 63, 66 and 71 show the arrangement of the inter-
com sets, buttons of auxiliary panels, filters, dynamotors, .
amplifiers and connector boxes of the intoroom system Cam'-10.
Dynamotor Y-18 is provided with I9-shaped high voltage
filters accommodated in common box for smoothing the ripple
and for decrease of'the noise during the operation.of the
Every member of the crew can opertte the mode-of-opora-
tion selector or. the intercom set to cut in the telephones
throat microphones of his headset for internal commuunica-
(refer to Table 11). Besides,. the navigator, pilot and
_pilot can establish external communication operating the
ey,;,unication radio set IPCB-70, command radio set 1-PCB-7011,
and radio set rCHY-3Y; they can also monitor the opera-
tion of automatic radio compasses APK-5 11o.1 and No.2 using
;c3itionnl panel;
the navigator-radar-operator can establish external
,;.nunicatlon employing communication set 1 PCE-70, command
e io set 1-PCB-7O, and command radio set PCIIY-3M;
- radio-and-cannon-operator can establish external oom-
ication employing the communication set 1-PCB-70_ both for
lephone and telegraph versions, employing command radio
,t1-PCB-70M (for the telegraph version only) and radio
tPCKY 3M (for the telephone version only);
- gunner can establish external communication employing
ultrashort-wave command. set PC'Y-3M. '
These are the only application versions of the intoroom
4stem CITY-10 on the airplane Ty-16.
The intercom set telephones are connected directly to
":3 circuit, while. engagement of the throat microphones
auires that one of the four remote-control four-oontaot
*.tons (hand-operated or foot-pressed) should be pushed.
3 location of the buttons is shown in the table.
Through the button.fed are the throat microphones and
7nsmotor starting relay of the radio set where the wafer
Jitoh for five positions is installed.
Approved. For' Release: 2004/01/1.6 :.-C1A-RDP78-03066ROO0300050001-2
25X1
 Approved For Release 2
- 15C
Location of Intercom Sets ,and Buttons
Crew
L o c a t i o n
member
intercom
additional
throat microphone cut-in
set
I panel
button
4
1. navi-
Right
next to
Foot button switch located 1
gator
portion
intercom
on the.flsor next to frame
of ope-
set
110.1, left side; a button on
rating
course stabilizer; a button o>
panel
left console
2. Pilot
Port
Internal and external:comn..
side, be
nication buttons located on
tween
the control column I wheel, rigtt'
frames
horn; button end lever on the
6 and 7
autopilot fornation stick
3. Co- ,tar-
pilot board,
between
frames 6
and 7
4. Niv1-. Upper
gator- part of
radar fuselage,
operator on opera-
torso
panel
1support
5. Radio.. tort
gunner ride, be-1
,tween
ramec 72".
hand 73 }
? Internal r'.nd external comm.'
nication buttons located on
control column wheel, left
Button on operator's instru-
ment panel; foot button swita*?
on foundation; button on
sighting station
Two buttons on sibhting ate-
tions; button switch under
right foot
659. ff 300050001-2
157 -
6. Gunner "tarboard, next to Button on sighting eta
between intercom tion; button switch under
frames 73 set right foot
and 74
When the selector is set to ?CfIInp the telephones con-
nect to the amplifier output of circuit ito.l or circuit No.2,
depending upon the position of the circuit selector (located
left of the mode-of-operation selector on the intercom set).
ins circuit selector is also used for changing over the
circuits.
For convenience in carrying out the internal communica-
tion, all intercom sets mount conference call buttons labelled
'43PH.BU3." If necos:ery, every crew member can call.upon
other'memberc by voice irrespective of the circuit it forms
lart of. There is no need in this event to press the foui-
contact button.
Having told what he wanted to, the user releanes eon
ference call button, and all the other users come back to the
coffaunication mode they employed before the call was sounded.
The crew members called upon should set the selectors of
their intercom sets to C[Y end carry out communication using
.cue of the internal communication circuits specified by the
calling customer.
The intercom system CITY-10 ensures for the pilots a
Uviok change from the external communication to the internal
elunication irrespective of the position of the mode-of-
Operation selector on their intercom sets.
For this purpose, two-contact. buttons of the 2C4K type
labelled n CIIY" are located on the control column wheel
horns next to four-contact buttons i..-4ii. The CRY buttons
provide change-over to internal communication irrespective .of
e Position of the mode-of-operation selector (relay 1nciAr'.
25X:1-
 - 158
the intercom set functions). The communication is carried out
through the circuit to which the circuit selector is brought.
During the conversation the button is kept pressed. releasing
the CRY button, the pilot'comes back to the kind of commons-
oation he had used before the button was pressed.
One need not press the four-contact button when using
the two-contact one.
Cast handles on the steering wheels with buttons uG
and 204K are 'provided with inscriptions 1t DIO EMS (PAM)
and CRY engraved on them (respectively).
The pilot operating the formation stick of the autopilot
AR-5-20 can govern the lever provided in the upper foreword.
portion of the handle for closing the throat microphone oirosi-
and for starting the dynamotor of any radio set.
There are airplanes where the pilot's switching diagras
differs from the one described above. The difference is as
followa:
(1) relays - insidethe intercom sets are not installed and
the switching is accomplished with the aid of relays PR-6
and PR-2 installed inside the relay boxes;
(2) connection of four=contact button (marked CRY).:and
of two-contact button (marked CITY npx YKB) differs from the
one described here:
(a) button CRY or CRY upu Y:B may be pressed on the
control wheel for carrying out internal communication with tt:
mode-of-operation selector set to CRY;
(b) when the mode-of-operation selector is act to
COMiAYD RADIO EL3T (:c0M.PC) or communication RADIO 81;T (CBS..
the external communication is established (power supply fed
to the throat microphones and transmitter starting relays)
by greasing any of the buttons in question (CRY or CRY np1
YKB);
(o) for changing over from external to internal commusi-
cation, with the mode-of-operation selector set to tTLs^Rl.;HCZ-
17AVfl RADIO 3&'" (YKB PC), CRY npn YKB button should be press,
25X1
159 -
(d) the external communication can be craned over to the
anal communicstior only when the mode-of-operation selector
YKB.
set to
twitch I1o.1 of Intercom system C:IY-10 is mounted on the
,;nccad electric panel of the pilots, circuit breaker AX-5
on the circuit breaker panel of the co-pilot. The dynamotor
_i amplifier of circuit 110.2 are supplied through circuit
?akcr A3C-5 irom the normal mains via 't?:e radar-operator's
,omit breaker?.panel. $witch r-45 of circuit I7o.2 Is located
-1 the pilots, overhead electric panel.
.
The wiring of the intercom system CHY-10 ir?laid
_ Cher with electric cables, wires, type, BR3JI9 and MW'
'light blue eolour,bcin,; used for the- purpose. The wires
the aircraft intercom system are laid as far from the A.C.
:tiles as possible.
5. D?,'R:R(:I3IICY RADII ,r T n13?A-45
IYsorgency radio sot ABPA-45 (, ig.73) in intended for
--sing distress signals or bearinr Batt in eras of forced
The radio sot assembly includes:
(1) transmitter;
(2) trailing antenna;.
(3) unit rotation crank;
(4) kite;
(5) two generators
-~i
(o)
(7)
(8)
(9)
(1c)
for filling. the
two rubber balloons for
signalling lamp;
paracY,.uto;
soft packing;
.ounterw.?i(:ht.
he radio set 4I3PA-45 wit- the parschu':e is installed.
I the pre: curiz.ed cabin on tl:c starboard ride between fraxaoc. 9
-110 above the modulating unit of radar bomb night PBII-4.
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T].e emergency redic set 'S3P.'.-45 can be engaged f;.r
transmission at fixed frequency of 51~ Xc-p-s. only. The
antenna power of the transmitter is 5 W. The transmitter is
fed from the generator mounted inside the transmitter housing.
The generator is rotated by hand. Depending on the position
of the mode-of-operation selector, the radio cat can automa-
tically send out distress signals S.S, or bearing, signals 1j,.
Besides, the button type telegraph key can be used for sending
telegraphic radio signals or light signals from the lamps.
The radio set housing is made watertight and can float when
dropped into water.
Section II
R A D I N A V I G A T I N
BCUIPEIENT
The radio navigation equipment installed in the aircraft
Is provided for determining the coordinates, for in-bound and
outbound flight, taking bearings of the housing stations,
determination of the true altitude of flight, determination
of the distance to the airfield, carrying out the flight in
the holding zone', ILA approach and landing. As these missions
require, aircraft TY-16 mounts the following radio navigatiaa
equipment! radio compasses AP.,-5.No.1 and No.2, altimeters
PB-17M and PB-2, radar ranging unit CA -1X1'; marker receiver
MP11-48fl, course equipment I{PiI- ,' and glide-path equip-
ment
The lay. out of the radio navigation equipment in the
airplane is shown in rigs 74 and 75.
1. RADII' Cr.MPAS APK-5(No.l and No.2)
Designation and Set
The APR-5 automatic radio compasses are designed for
navigating the airplane by homing and broadcasting radio
x~ To be also referred to
as (distance measuring
a{ationc and radio 'caconr, for determining the c:timcted
position of the airplane, t:.c approach and landing w1 th the
aid of t;ie irstrurer.t landin)'syrten.
The at tonatie radio compass is 3eeigned for solving the
following navigation problems: -
(a) in5ou:'dfli,;ht with the visual indication of source;
(b) inbound fliitht With aural indication of course;
ec) outbound flight (auxiliary facilities);
(d) determination of drift angles and wind vector;
(e) automatic determination of the radio station bearings
by the radio compass indicator and also aurally;
(f) flight by the radio beacon sending-the modulated
pulses and operating for bearing and zone versions.
Mounted on the airplane are two radio compasses 1.PK-5
;o.l and No.2. As there are two compasses, there is no need to
re-tune the radio compass when determining the location of the
airplane on the basic of the bearing values provided by two
radio beacons. Besides, automatic radio compass ?.PK-5 No.2 is
a spare one to be used when radio compass No.1 gets out of
Radio_ ComEesaNP]~5 No.l.
set of Putomatie APP-5 No.1 (rig.lch) includes:
pick-up unit;
inboerd loop;
naviEator's control panel;.
pilot'o control panel;
navigator's tro-pointer indicator ..i-1);
pilot's indicator (s';CYfl-1 ),
relay box;
silica gel cell;
flexible ohaft teo-pieco;
rod antenna.
 The continuous band of the radio compass ranging from
150 to 1300 xc.p.s. (2CC3 to 23:. m.) comes in three subbands:
150 to 31'; Kc.p.e.;
31( to 640 Y_c.p.s.;
- (4 to 13 ',: Y,c.p.c.
Err?rc tc be tolerated:'
(a) net exceeding +3` for bearing irrespective. .f frequency
(b) not exceeding 2.51t at any point within the bard f;,r
calibreticn with 2-m..length.c,f flexible shaft. The margin
along the scale ends should be at least 1~!.of the .extreme
specific values of every subband.
The oscillations of -the indicator pointers must nLt
exceed 50, and the loop must invariably come back to the
original position with, an accuracy of +30 at minimum.
If radio compasses No.l and I1o.2 are tuned to the same
radio station,the permissible mismatching should not exceed 60
(?30 for each compass).
Sensitivity of the pink-up unit is 1' to 12,uV, and the
extreme sensitivity for housing is 5'',,uV/m.
The operating range of the radio compass at 1':alti-
tude Is 18. km., and at 5.',-m. altitude, 24 km. when operat-
ing with housing radars of the RAP-3B type. The compass is
fed f
th
2
rom
e
8.5 V, D.C. mains and from 115 V, 400 c.p.s.,
A.C. mains of the aircraft.
1xcept the inboard loop, radio compass APK-5 No.1 is
located in the front pressurized cabin.
The radio compass is operated by the navigator and
the pilot. The navigator tunes the radio to the specific
frequencies, determines the location of the aircraft by tak-
ing. bearing of two ground stations, and solves other naviga-
tion problems.
The receiver is tuned from the remote control panels
of the navigator and the pilot with the aid of flexible
shafts. The pilot can flight his airplane according to the
,Wings of his indicator. The co-pil3t can tune
to hoping stations without ohrnring his position
pilots' control panel) and navigate the airplane
pis indicator.
1vl721P1e of gyration
the compaso
(from the
consulting
directional (loop), and the other non-directional or open.
the electromotive f.)rce taken over by the loop is amplified
by the loop channel r^ripafier to be fed to the phase commutator.
Besides the R.F. pulse the phase commutator receives L.P.'
voltage (shout 5.' c..p..s.) from the tone generator. The elootro-
votive force generated by the phase commutator reaches the
antenna circuit of the receiver. The receiver antenna circuit
also receives the n.2. pulse taken over by the non-directional
antenna..
The electromotive force obtained ec a result of inter-
action of the loop pulse (via the phase eommt;tator) and the
antenna signal is amplified by the receiver, rectified, ampli-
fied by the lo: frequency circuit and then delivered to the
control circuit of the radio corpesr. The control circuit
generates voltage actuetine the motor and the loop connooted
to it to rotate until the longitudinal axis 'of symmetry. of
the loop gets aligned with the direction to -the radio station.
In this Instance, the electromotive force induced in the loop
will be equal to nil, and the voltage, making the motor rotate
will.be also nil.
The rotation of the loop is ir.ported to the axle of the
transmitting seleyn through ti:e gear train. The indiocting
eeleyns follow the rotation of the transmitting selsyn axle
and show the angle betreen the? circrrft fore-and-aft axis and
the direction to the rn?dio ct,tion.
There is provision for.manuel rotation of the loop - by.
vans of the switch P;._i.A 21-': (LOOP L-R) _ rhen the node-of-
Operation selector is set to L(CP
 25X1
She Y[Ut 1 two-pointer course indicator of the navigator
lea receiving mag-slip with the needles of radio compasses
le.1 and No.2 fixed to the two axles of the mag-clip rotors.
is electrically connected to the loops of radio compasses
tq.l and No.2 which is respectively marked on the pointer.
%s indicator is installed on the instrument panel of the
swigator. The errors of the mag--slip indications should not
weed: +C.5? an the zero mark and +1.5? on other marks for
the shortshafted pointer. (pointer No.1 of indicators Y -1
tad BCYQ-1; +1.5? on the zero mark and `2.5? on other.marke
for the long-shafted. pointer (pointer No.2 of indicator YI B-1)6
pilot's mag-slip pointer indicator BCY11-1 is mounted
on the pilot's instrument panel.
t4 Relay box (distribution box) of automatic radiooompass
carves for switching the receiver over from one control panel.
to the other. The box is located above the receiver of auto-
ratio radio compass No.1 between frames Nos 9 and 10. It Is
attached to two vertical shaped members of the panel support.
5111c2_ge1cell made of plexigless Is set.in the clamps
near the frame to which it is connected by means of a rubberit-7
ad hose.
The receiver is tuned from two control panels with the
aid of a tee-piece located on the left rear bracket of the
tertioal Slight gyro of the autopilot A1-5.-2M, and with the
all of. flexible shafts.
Antenna feed-in No.1 is made of wire .0319 cross see-
tion 1.3 sq.mm. _
d
-.o
The wire is secured by means of two insulators ma
ebonite or organic glass. Noar the. receivers, the Wire is
eeparated from the feed-in of automatic radio compass,APK-5
!o.2 by means of an organic glass strip. -
Radio compass APK-5 No.1 receives D.C. from the navi
Bator's circuit breaker panel via circuit breaker A3C-2-
cad 115 +3 V, 400 e.p.c. A.C. from the navigator's fusible
link panel via fusible link C11-5. LUery control panel has
its awn protection means for the automatic radio compass AM-5.
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When the compass is engaged for operation, joint function.
i.ng'of the loop channels and non-directional antenna is
ensured.
When operating-for the antenna only, the radio compass
functions as an ordin,ry 'superheterodyne receiver, and when
for the loop only, an aural direction finder.
Units of Radio Comp .""1 -5-5 Tic-1
15 tubes. The compass portion is provided with loop rotation
automatic control set at its output.
The receiver is mounted behind the pilot's neat on the
equipment rack between frames Nos 9 and 10. The receiver is
secured to the rack with five bolts locked to the shock mount
having four shock absorbers.
Loop. The inboard loop is adjusted for upper location.
The loop antenna unit includes the loop proper, loop rotation
electric motor, and the radio deviation compensator.
The loop has a magneto-dielectric core with a winding.
The winding ends are passed through three commutator rings
attached to the loop axle and taken as far as the peg of the
cable connecting the loop with the receiver.
The loop of automatic radio compass APK-5 No.1 is placed
on the shock mounts in the upper portion of the non-pressuris-
ed compartment next to frame No.13.
The slot between the loop and the body at the dieleotria
disc is screened with flexible gauze No.004,State Standard
6613-53.
Navigator's control panel is located over the navigator's
table, next to frame No.3, port side. The panel ensures
complete remote control of the automatic radio compass. All
controls are mounted on the front board of the panel.
The pilot's control panel is similar to the navigator's
panel. It is installed on the pilot's hydraulic control panel
between frames Nos 6? and 7.
Receiver APK- employs a superheterodyne circuit-with
 :?he:re are: 2 ; fuzlble link for :..C., supply and 5 a fus
- - ible
i
l
nk
1!12matic-i012 Compass :PR-5 No.2
ice not of automatic radio compass :T3.2
(1) receiver;
(2) inboard loop;
(3) control panel;
(4) pilot's course. indicator;
'(5) silica gel cell;
(6) blister surface'entenna.
(Pic-77) includa
The navigator takes the readings of radio-compass No.2
by two-pointer course indicator' Yi'u%-1. All components of
automatic radio compass No.2 (except for the loop), are mount.
ed in the front pressurized cabin (Pig.71).
The principle of operation of the radio compass and the
design of its units are similar to those of compass No.l.
Receiver of automatic-radio compass No.2 is located on
the support behind the pilot's seat between frames Nos 9 andid
so that it stands under zeceiver of compass :To.l. Receiver of
compass No.2 is locked in the same manner an the receiver of
compass No.l.
Loon -antenna is located in the lower portion of the
fuselage between frames 12 and 13.
Pilot's course indicator is located on the co-pilot's
instrument panel.
Antenna-3 (Pig-77) of automatic radio compass No.2 is
glued up to the inner surface of the radar-operator's blister.
Antenna feed-in made of 1.3 sq.mm wire QBT1 is connected
to the antenna block and laid upon ebonite base insulators.
The outer circuit being unprotected, the D.C. supply is
delivered to. the automatic radio compass from the navigator's
circuit breaker panel, and the A.C. supply of 115 V, 4C0 o.,.'
from the navigator's fusible link panel.
Low-altitude radio altimeter PB-2 and high altitude radio
atimeter PB-176: are provided for determining the tune alti-
t`de of flight. Both radio altimeters employ the principle of
r? variation as the radio waves travel from the aircraft
to the. earth and back to the aircraft. he radio altimeters
differ in the type of wave radiation, the PB-2 emitting oontinu-
ms waves and the IM-17M sending out pulses. ror the layout
of the instruments and components of the radio altimeters
refer to Pig.78.
Low.lltitude Radio altimeter -2
Low-altitude radio altimeter PB- is intended for determin-
lug the true altitude of flight.
The functioning of the altimeter does not depend upon
the weather conditions, cover of ground, and speed of flight.
Performance Data
Altitude range ..................... ...:.. 0 to 1200 m:
first range ........................... G to .120 m..
second range ........................... 100 to 1200 a.
Altitude indication lag for
aircraft Ty-16 ....................... 12.5 m.
Altitude measurement precision over.,
first range .................... +2 M. +5S of the
altitude measured
?mnsmitter mean frequency ..............
Fm 444 +2 61o.p.e.
Frequency wobbling bands
in first range......................... 37 44 Mo.p.c.
In second range . ......................4 ro.p.e.
lbdalation frequency ...................... 124 +3 T.:o.p.a.
Yaser emitted ....... ..................... not loss than 0.15 U
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 Approved For Release -0 256ROO0300050001-2
Powsr consumed not exceeding 7C 1
Sensitivity:
first ranee ........ ................. not less than 8C db
(46 conventional uniU)
second range .. ......... ...... not less than 70 db
(36 conventional units)
The set of PD-2 (Fig.78) Includes:
(1) transceiver,
(2) supply dynamotor of P$-2;
(3) indicator I[PB-46
(4) audio frequency filter Q34-1B.
The PD-9 and PD-1711 altimeters have common antennas
included in the set of the PB-1711.
-
Principle of_operation
Low-altitude radio altimeter PD-2 operates on the prinef.
of reflecting from the ground the radio waves emitted by the
'altimeters transmitter as R.F. oscillations modulated in
frequency. The reflected pulse gets as far as the receiver
input where the direct pulse of the transmitter. is taken.
The reflected pulse comes with a time lag, so the frequenoy
of the reflected pulse differs from the frequency of the
direct one.at a given moment.
The difference of these froquencies measured by the
altimeter. and converted into D.C. is supplied to the alti-
metor indicator graduated in metres..
Altimeter Units
The shock mount of the transceiver is installed on the
equipment support at the bottom part of frame ho.22.
Iynamotor PY-11A with the filter box is located on the,
upper rack of the support above the transceiver of radio
altimeter PB-2. It is provided for supplying high voltage.
.c. to the tube plates. The dynamotor 1= a two-pole one-
,,xture converter.
- The dynamotor bane Is provided with four rubber shock
absorbers.
The radio-altimeter PD-2 14 fed from the D.C. bust r
tbrough circuit breaker AX-5 mounted on the pilot+s circuit
Maker panel. fudlo frequency 134-18 is located above the
trcasoeiver of radio altimeter PD-2 next to the dynamotor PY-11A.
It serves for suppressing the noises generated by the cable supply-
power from the aircraft mains to the socket.
.The R.F. wiring, running from the antenna switch All-i
to the transceiver is secured with. the aid of rubber-padded
elemps fitted to the support by buohings.The feed oablc
r=ing to the dynamotor is shielded and attached tp the
rapport with the aid of the clamps with bonding padding. The
food cable of the dynamotor running from the aircraft mains is
connected through audio. frequency filter 04-iB to the sockot
of radio altimeter PD-2 installed on frame No.22.
Iiigh .lltitude Radio Altimeter
Radio altimeter PB-1711 is intended for measuring the true
altitude of the aircraft above the ground within 1C1 to
17000 metres irrespective of the weather and visibility con-
ditions.. .
The set of the PB-17H (Fig.78) consists of the following;
(1) transceiver;
(2) indicator;
(3) two antennas (receiving; and tranrmitting);
(4) antenna switch AR-1.
Performance.Data
The altitude is measured Ieriplofing the pulcc method,
the accuracy of readings on ^.cale :?::l ? bein'?. lc :i.
25X1
 The accuracy of scanning dial of 'Xll: scale equals
+15 m. +_C.25~' of the altitude measured; and of the dial having
"X10" scales, 15- M. +0.251 of, the altitude measured. The
carrier frequency of the' transmitter is 44C +1 m.e.s.
The average power of the transmitter of the dial of Ufl
scale is not less than C.2 W, the duration of the pulse
radiation amounting to, approximately T..5,u sec. The indicator
scale is graduated within C-to 1000 metres.
Principle Tf_Cperation_
The operation of the radio altimeter is based on the
pulse principle: the radio altimeter transmitter emits R.P.
pulses which propagate toward the earth to be reflected and
returned back to the airplane where they are 'taken by the
receiving antenna. The reflected pulses amplified by the
receiver are cent to-the indicator. Besides the reflected
pulses, the receiver input talcs up the direct (main) pulses
which are directed to the indicator from the receiver output.
The indicator measures the time lapsed between the moment of
the pulse radiation and. the moment of its return which is
proportionate to the altitude of flight. The readings are
taken off the loading edges (left side) of the direct and
reflected pulses obtained or.. the indicator scale graduated
in metres.
The display tube scale is graduated from 8C m. to-
17000 m.
The indicator screen displays circular scan with two
marks (pulses), one keeping to zero while the other depending
on the altitude travels to indicate the altitude.
The indicator of radio altimeter F13-17M is mounted on
the left console of the navigator between frames 4 and 5.
The transceiver of radio altimeter PB-17M is located on
the support under the transceiver of radio altimeter PB-2
next to frame 22. The shock mount of the transceiver is
25X1
The receiving and transmitting antennas are nnthing more
than a symmetric oscillator. The antennas are arranged under
the airframe on the access doors as though forming continua-
tion of each other, the receiving antenna being set between
*es 23 and 24, and the transmitting antenna, next to frame 30.
The antennas are intended for both altimeters. The
critch An-1 mounted on the lower. side of the panel support
Eck under the transceiver of radio altimeter E-1-171.1 Is
intended for changing the receiving and transmitting antennas
Oyer from one radio altimeter to the other. The switch All-1
functions automatically, i.e. the antennas get disconnected
from the radio altimeter PB-17i upon engagement of the radio
altimeter PD-2, though the circuit of the PB-17M remains
energized if the current has been applied to. It. before. It
the pilot switches off radio altimeter PB-2, switch An-1
again connects the antennas to radio altimeter PB-17H. The
witch An-1 is controlled through relay P11-2 set in the
fuel gauge distribution box by means of switch installed in
the left lower angle of the indicator PB-2 located on the
pilot's instrument panel.
Power-supply to the radio altimeter PD-17M is taken from
the 115 +3 V, 4CC c.p.c. A.C. busbar through fusible link CR-5
eD the navigators fuzible link panel and through fusible
link Cf-2 on indicator front panel.
The antenna switch A7-1 is fed with current from the
pilot's circuit breaker panel through circuit breaker AX-2.
The R.r. cables from the receiving antenna up to the
tatenna switch are passed along the pipe under the plating
of the second fuel tank access door made of vitrified textolite
(access door for the antenna and the pipe being required'for
rplacement of the I.F. cables) and along the bottom part of
frame 22 where it is secured by means of rubber-padded olampc;
from the transmitting antenna at frame No.3c, the R.F. cable
R:as over to the port side,'runs along stringer 15 to reach
to 22; passing along stringer 15 bottom the, cable comes
to stitch AR 1.
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.Radio frequency cable running from the transceiver t3
the indicator is laid along the bottom piece of frame 22 up
to stringer 4 and farther along the stringer as far as the
scaled gland on the bottom piece of frame 1:o.12 (next to
stringer 7).
Beginning with frame 12, the cable is laid together with
the bunched conductors of the electric system along the port
side up to the indicator, of altimete7r P:9-171. . ?.
3. INSTfUL NT LANDING SYSTT'.A CC-50
The radio equipment of the instrument landing system
.carried aboard the aircraft is Intended for determining the,
distance to the.D.M.E. transponder beacon, for navigating the
airplane in the hold zone along circular orbits, determining
the true distance to the landing point,.borders of the air-
field, and for blind landing of the aircraft. The equipment of
the instrument landing aids is divided in three autonomous
parts: distance measuring (D.1..".) equipment CA-1., marker
receiver set,' and "blind landing" instruments.
Depending on the problems confronting the crew, all.the
equipment or only certain units of the system may be employed.
Diagram of instrument landing equipment CII-50 carried aboard
the airplane, is shown in Fig.75.
Distance tieasuring Equipment CA 1
The aircraft distance measuring equipment serves for:.
(a) determining the distance to the air-field of landing
or to any other airfield provided with D.M. E. transponder of
the PA -1 type;
(b) navigating the airplane along the circular orbits
around the landing airfield;
(o) indicating the distance to the landing point on the
Besides, t}.e distance nerer;a-ir; egvi;mcnL facilitatez ani
o?vres the celeulatior of the :peed of approac"- to the . air
field, calculation of, the tire nee;:ed to approaob to t`e
airfield, and to on.
The D.i, (''ig.79) includes.:
(1) receiver;
(2) transmitter;
(3) indicator IIPA-50
(4) control panel;
(5) receivinL;.and. transmitting er.tennac.
25X1
The CA-1 mounted in the aircraft is characterized b.,-'the
following performance data:
1. Two modes.pf.operationt
(a) measurin,, of the distance or indie..tion of the.dirtanoo
from the aircruft to the airfield with D.' .E. transponder
(b) orbiting, i.e. indication of circular orbits to be
flora around the airfield equipped with :11-1.
2. The D.I.:.F. C;j-1 shows the range to the circumference
rith the D.'t.';, transponder P11-I- loco-ted in its Centro (ho
eircumference running through 'tho beginning of the runway).
The coverage of the distance measuring equipment
(i.e. the maximum range to the airfield that night be measured
by the equipment) depends upon the altitude of flight. ',t an
altitude of 5000-m. the coverage is 15::-km.; the altitude
'getting lower, the coverage decreases. '.t an altitude of
1000 m. it is equal to 80 - 90. km.
Measurement ranges:
- first range: 0 to 3C km.;
- second range: 10 to 150 km.; the ranges are marked on
appropriate scales of indicator IiPA-50.
3. iccuracy.of measurement:
(a) when operating within the first ranks the error is
,not over 6cc m. 2r, of the distance measured;.
(b) when operating within the second range the error
Goes not exceed 3)cc +2 of the diatrnce measured under ncrmal
?ather.Condittons.
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 Those irterroeatioz_ paired pukes are received by the.
utenna of the P.I:. S. transponder receiver. he decoder
25X1'
iceated in the receiver of the trar.rponder is Intended.
to decode the pulses (to pars the paired pulses only of the
C*^=elthe decoder Is tuned to) and convert them into .1ingle
Jses.-The single pulses modulate the tron:nitter of the
Dg.B. transponder which radiates the pence pulses, through
{;:a transmitting antenna.
The response. pulses of the D.L. !'transponder are taken
t7 the receiving antenna of the D.M.E. amplified In tlie'
r`oeiver at intermediate end low frequencies, and directed to
t*_a input of the selector and measuring circuits of the diet-
mce measuring equipment. The starting pulses of the airornft
distance measuring equipment coming to the input of the
elector circuits and .the response pulses of DJS.r. trans-
cader PA-1 are separated by a time delay. The distance to
the D.H.E. transponder is determined by this time delay.
The airfield D.W.E. transponder responds to many (up to
45e) aircraft D.I.I.E. systems, and the input of its receiver
tins the response pulses of all systems C.(-1. For coleotiflC
t'- required response pulses, the receiver of distance meneur-
LS equipment CA-1 is provided with time selector whose
c:lses unlock the receiver shortly before the response pulses
c:ae. As the aircraft approaches the, airfield, the time to
tzlook the receiver is automatically changed. The transmitting
;aquency (845 M/c.s.) differs from the reeoiving frequency
>5 HJe.s.)so that the transmission doos.not interfere with
-3 reception.
The measuring circuit of the airoraft generates
'caltagee proportionate to the delay and puts into action the
;e indicator (a D.C. instrument graduated in kilometre.).
The orbit flying. Is eneured by special tuning of the
D.!.8. moasurinr, circuit.
The deviation of the pointer of indicator !L?A-50 depends
I:ZM the direction of. flight along the circumference (orbit)
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Approved For. Release 20 ~P 3066 R000300050001-2
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4. :11th the aid of distance measuring equipment the air-
craft can be directed around the airfield along six orbits
(9, 11, 13, 15, 17 and 19 km. from.zero circumference) until
the airfield is ready to receive the airplane. The airplane
is in this instance navigated with tho aid of pointer-type
zero Indicator.
The precision of the orbit indication is at least
+250 m. under normal weather conditions and at least +450 a.
under adverse weather conditions.
5. The distance measuring equipment employs three chan,
nels of communication (by coding the paired pulses).
6.. Any of. the simultaneously functioning D.M.B. trans-. =E
ponders PA-1 can be chosen by means of the CO&MUNICATION
CHANNELS (1,AHA:lhl Ci .3r1) knob.
The call signals of the D.M.E. transponders are indicated
by a.neon lamp that lights up simultaneously with the signals
being sent (Morse code).
7. Operating frequencies: 845 Mo.p.s. (35.5-cm.) for the
transmitter, and 895 M/os (33.4 cm.) for the receiver.
8. Power consumed from the aircraft mains is not more
than 720 W.
The distance measuring equipment is operated by the
pilot having indicator 11U-5C and control panel within his
reach. The receiver of the distance measuring equipment Is
installed on the atarboerd side, in the compartment acoommodat-
1ng colour flare bombs The equipment receiving antenna 'is
located. ahead of the colour flare bomb compartment. The
transmitter and transmitting antenna of the distance measur-
ing equipment are installed in the rear compartment 04.
The measurement of distance from the aircraft to the
airfield D.M.B. transponder is based upon measuring the time
of the pulse signals passing from the aircraft to. the air-
field D.M.S. transponder and back. ..e
The transmitter of the aircraft distance measuring equip'
meat emits paired pulses following at 100 c.p.s. frequency
(time shift between pulses being 10)00 microseconds).
 30 Rc10300050001-2
The receiver of the aircraft D.M.?. corver for reception
sad amplification of pulses sent out by the airfield D.M.E.
transponder and for creating the voltage proportionate to the
taeusponder.
The receiver is mounted on the starboard side, on the
rack between frames 51 and 52 (the base standing at the level
of stringer No.13),
The receiver is attached to the tracket by moans of eight
bolts, 5-mm:dig., and anchor nuts.
On the front panel of the receiver there are three,reoep-
tacles: TBANSWITTD.R (fl Pr1iAT~~iK), CONTROL P.'.N%L (U!GTOK) and
RECEIVER :1 TINN (gHT1TllA lP'
The remote control panel is mounted on the port side on
the common board with p,-nel h-50 of ILS control between
frames 6 and 7 (Pig.71). It serveq for operating the
its knob marked D.1.11."_. (l;r=lbliO: ) is intended for chruiging
over the channels, and the knob marked CRRI S (OPE!ifH) for
selecting one of six orbits. The aircraft D.M.D. is switched
on from this panel.
The quick-release panel is attrched to the base by moans
of latches. The panel base is connected to the board with the
aid of four screw:, 5-mm din.
Range indicator. RP4-50 is a pointer-typo oleotromagnetio
instrument for meaaurinr- distance. It mounts knobs for ohang-
ing the modes of operation and selection of the npeoifio
Gietanoe band. The indicator is located on the pilot's
instrument panel.
The transmitting and receiving antennas of the D.M.E.
Cze Idsntioally nade half-wave shortened vertical rods.
The transmitting antenna is intended for radiating the
Interrogation pulses and is located in the lower portion of
tha airframe along the aircraft axis between frames 56 and 57.
The antenna is reached through special accons doors.
The receiving antenna is used for receiving the res-
P nae pulses sent by the D.I.E. transponder. It in installed
S-E-C_-R-E-T
Approved.-For Release 2004/01/1-6 CIA-RDP78-03066.R000300050001-2
Approved For Release 20
ana are direction of the airplane deviation from the-orbit;
- if during left circle flying the pointer of inst
ra-
ment RPA-50 shows to the left of the centre of the orbit
scale triangle mark., the orbit lies on the left and the
aircraft should be turned also to the left, and vice versa]
-.if during right circle. the pointer of instrument DPA-Z
shows to the left of the centre of the orbit scale triangle
mark , orbit lies to the right and the aircraft should be
turned also to the right, and vice versa.
All controls of the D.M.P. are concentrated on the
control panel (Pigs 71, 79) and on the range indicator
mounted on the pilot's instrument panel.
The transmitter of aircraft D.m.z. Is combined with the
supply unit. It serves for creating the R.P. paired pulses
P
o
interrogation emitted by the transmitting antenna.
The transmitter is installed In the rear compartment
on the rack between frames Nus 57 and'58 cc that its base
at the level of stringer No.10.
The shook m;,unt with four shook absorbers serves for
04
is
scouring the transmitter to the rack by means of six screws,
5--mm dig., and a nut.
The transmitter is easy to remove: Its body is attaohed
to the shook mount with the aid of two hinge-joint screws
with a shaped non-falling nut. The front panel of.the
transmitter onrries three plug connectors (one of them being
R.F. for the transmitting antenna) marked TP4NS? ZTING
ANTENNA (AHTI?:IIHA R_'PTJ PJoli(AH), SUPPLY (HRTAHI ), and
RECEIVER (fIP_I: ii:fK). On the front panel, between the plug
connectors the axle of potentiometer is projecting for the
purpose of the voltage (115 V, 400 o.p.s.). Besides, there
are two fusible linka and two handles on the panel (the
handles serve for removing and Installing the transmitter).
The exterior appearance of the D.U.B. receiver Is
similar to the D.H.B. transmitter.
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 in line with the transmitting antenna between frames 49 and 5.3
(along the aircraft axis).
Power_up32l1. The D.C. is supplied to the distribution
box of the D.fl.T.. (mounted in the rear compartment A
between frames 58 end 59) from the left circuit breaker panel
of the ncvijator through circuit breaker A3C-2,. and the
115 V A.C. is taken to the D.P.t.r.. distribution box from the
navigator's fusible link panel through fusible link U-5.
Kirin . The R.r. cables from the receiving and transmit-
ting antennas to the. receiver and transmitter are fixed to
the ctrintcrs with.tkie aid of latch (transmitter cable), to
the bottom part of frame No.49 (receiver cable) with the aid
of screws and self-locking nut, and along the line of eleotrie
cables between frames 49 and 51, by means of clamps.
Marker Receiver 61P11-4811:
The marker receiver i,'.PII-4811 (Fig.75) is intended for
receiving the pulses of the airfield marker transmitters
(radio beacons :iPM-48).
The marker receiver employs a signalling bell and.warn-
ing lamps to determine the moment when the airplane flies over.
the marker radio beacor. MPf.1-48 while doing the landing
approach and gliding.
The set.of masker receiver !'.P[1-4811 (Fig.80) includes:
(1) marker receiver;
(2) inboerd antenna;
(3) signalling bell;
(4) warning lamps.
The noise-protected radio set MP11-4811 employs the
circuit of direct amplification end has 75 Ito/s. fixed
.frequency.
The sensitivity of the .tPn-4811 receiver keeps within
1.8 to 4 mV with a modulation percentage of 3056, modulation
frequency 3cc(' c.p.s., and a current across the relay coil
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The current to operate the marker receiver relay does not
emceed d.6 IF. +1056, and the relay drop-out current is not less
tb= 0.4 mA +1 'b. The relay operates reliably by a current of
not lower than 0.8 m4.
The plate circuits are fed with 220 V. power from receivers
of automatic radio compasses A'"t~--5 Nos l and 2.
A reliable indication of the marker. radio beacon instal-
led on the airfield is provided for altitudes up to 2000 a.,
gxcept for the bell and the wrrnin&: lamps, the equipment
to located in the rear compartment V-4.
The receiver has no control of its own and is engaged
for operation when automatic radio compasses Not 1 and 2 are
energized.
Marker radio beacon TZPTJ-48 intended for marking the
fixed points on the ground during the landing approach and
gliding emits modulated and manipulated R.F. oscillations in
Manipulator of the radio beacon LPM-4C pori`orma one of
the two manipulations:
- six dots per second;
- two dashes per second.
Besides, the radio beacon transmitter can be engaged for
.... Thewave length is k m. (75 Ye/s.). The frequency is
stabilized by quartr crystals.
The receiver :.Pn-48t1 converts the radio beacon pulses
roceived by the antenna into pulses of 0.4 to 3.0 Ho/s*
frequency and rectifies them. The relay Operates upon the
reception of D.C. pulses to engage, the warning lamps and the
b311 according to the code of the marker transmitter. The
warning lamps and the bell are fed from the. SUPPLY (n11TA11NE)
plug of the recoivcr L1Pn-4811.
Marker receiver 14 (i'ig.81) is mounted on a bracket on
t !:b port side between francs lie-- 63 and 64. The shock absorbing
Oats with four shock absorbora is held to the duralumin
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 Approved For Release 2004/01/16: CIA-RDP78-03066R000300050001-2-
0 r+ n n 11 m
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- 181 -.
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Total consumption of current iron 28 V 601n: not in
mss of 3 A.
The receiver ie operated by the pilot.
The 1;M- jr an ultrachort-wave superf:eterodyne receiver.
The receiving antenna takes up the radiation of the air-
er havint' a false spectrum with two
r
b
Ir.toard e_.iers.a 1: if located near t_.e receiver between
frames ItoC 64 oat 63 alonr the axis of strinLer ro.17.
the antenna stands on four rubber shock abc3rbers secures
to a welded bracket which is located on strir.Zers Nor 18 and]6.
The longitudinal and transverse oscillations of the antenna
body are limited-by stops. The antenna is bonded with eight
bonding jumpers.
The R.P.-co=-axial cable running from the antenna to the
receiver is passed along frame 63 and iz attached. to the
stringers.
Course Receiver KPfl4 and Glide Path Receiver I'PII-22
Course Receiver :{PII-J
The course receiver-(phase version) is a part of the airy.
craft IV'. intended' for the reception of the airfield course
beacon pulses so that the pilot might see the centre line of
the runway.
The set of the course receiver (Fig.82) includes:
(1) receiver. KPII=? with dynamotor Y_18-1
;
(2) control panel (common with glide path receiver);.
(3) indicator RCIF 48 (two items common with glide path
receiver);
(4) antenna;
(5) ILS distribution box (common with glide path receiver).
The KPH-S is an ultreahort wave receiver operating on
six fixed frequencies of 108.3, 109.7, 109.1, 109.5, 109.9
and 110.3 i!c.p.s.
The receiver heterodyne is stabilized by crystals.
The sensitivity of the receiver is not less than 20,uV.
Intermediate frequency 6.9
,The transmission band over the intermediate frequency at
the level of C.5 from the resonant value is.15o Ko/s.
Weakening of the symmetric pulse not less than lCO-fold.
Operating range of the course receiver }Pfl not less
then 70 km. at an altitude of 11 - ).COO metres.
_
e
field phase course
ents; ;?ir?ectional radiation and noniircotional circular
aoap0fl
radiation. directional radiation of the
In a horizontal plane the beacon forms. two areas (lobes) whose border line shows the
direction of the landing course.
of ultradiatrequeyool-
The directional radiation consists
culses(side.bendC) modulated by 60 c.p.s. low frequency
tage in amplitude.
,be modulating; voltages of the two lobes are antiphased.
Bus son-directional circular radiation oS the benoon is a.
pulse of the snS.e supersonic frequency modulated in frequency
by auxiliary rubcarrier frequency of 10 Xo/a?
The cubcarrier is, in turn, modulated in frequonoy by
60 cycles with +1 I o.p.s.frequency deviation.
The phase of 60 e.p.='e modulating voltaCC of the circular
radiation is the came irrespective of the attitude of the air
plane in space, and therefore it is termed at the radiation
of constr+nt phase. here
chmees Ito DUA
.
The directional radiation whose p
as the airplane changes from one.. lobo to the, othor i~tormed
as the radiation of variable phase. eQurae the receiving
When the airplane is precisely on. r antenna of the 11'H takes the radiation of. constant phase
he vertical pointer of indicator UCH-48.
y. In this instance,. .t
onl
belongin6 to the ITII stands in the middle (zero) position.
As the airplane deviates from the Course line to the
right or to the left, the receiving antenna will take the
radiation of the variable phase,'too.
DependinG upon the side the airpleno deviates to, the
6c o.p.s. modulating voltages of the two radiations will have
Approved . For Release '20 - - 066R000300d50001
 ppgl-6iu.a
selector set set I' l-?
The indicators ?'Cii-48 are intended for indicating the
course and glide slope. IT-shaped antcnns of the radio set H?fl4
(symmetric oscillator) with tuning element made as a shorted
circuit is designed for receiving the signals of the airfield
course radio beacon. The ?antenns is mounted in the upper por-
tion of the fin, with the base of the fairlcad renting on
& special plate. It is protected c+ith a fairing made of
vitrified textolite (rig. 6.9).
The antenna connects to the radio set by a length of two-
tire R.F. cable passed alone the forward 'spar of the fin, and
in the rear compartment :-4, along the stringers next to
frames Nos 64 and 65 up to the peg marked
on the radio set whose front panel faces the stern.
The Instrument landing junction box servos for electrical
connection of the instrument landing system oompononts and
for power supply from the aircraft mains. The box it located
ca the floor, between. frames Nos 5 and 6 with the aid of four
assess, 4-mm dia., without shock mounts (Pig.71). The cover of
the box can be easily removed.
1xoept the R.P. cable running to the antennas all cables
art passed along the electric wiring of the aircraft.
Glide-Path. 11,edio Set-ITPl-2_ SReccivoE)
The glide-path receiver I'Pfl-2 is intended for reception
ct?the signals cent out by the glide-path radio beaoon.showing
F'3 gliding trajectory of the airplane while it is lending.
`Approved: For Release..2(M41Q1I1 s: CNA..Rnp78-o'
either the sane or opposite. phases. Comparing the phases of
these voltages in a special phaco zoning device causes the
deviation of the course indicator pointer to respective side.
The pointer deviates to the ride of the course line
(during the landing approach) and shows where the aircraft.
bias to be turned to make's, correction. If.the airplane is
well off the runway, the deviation of the pointer shows the
position of the airplane relative to the runway.
The receiving device is equipped with a distress signal-
ling system:. if the signals Pro lost or when the receiver is
damaged, the opening of the indicator yields a white flag
instead.of a black one which means that the landing system
will not be used.
Receiver CPP. is remotely controlled. The housing of
the receiver consists of a ohassis and two covers. All units
of the receiver are mounted on the chassis. The front panel,
has sockets marked- ANTENNA (A1ir'1i!1A) and CONTROL (:C.?TPOAh)
and the handle for removing and installing the set. RP11-15
receiver 26 (Pig.81) is placed In non-pressurized portion of
the fusclege between frames Nor- 64 and 65 along the port-side
so that Its base stands. s6 high as stringer No.7. The shook
mount on which the receiver is installed with the aid of four
shook absorbers is rigidly attached to the rack,. the shock
absorbers (without the base) being secured directly to the
rack by means of four bolts -each. The rack is fixed to the
.frames with six bolts and rests on two brace struts.
The control panel is intended for remote control of the
radio sets KPf-ti- and I'P!1-+2. it-is attached to the panel nest
to frame No.6 (port side) together with the panel of the CA-1-
Six positions of the selector on the oontrol panel oor-'
respond to the following fixed waves of the radio sets:
066R000300050001-2
 " rPH4 is installed in the front pressurized ea'?in. he
receiver PP11-2 is controlled by the pilot from the in= tru-
t landing system panel. The indications of tl.e receiver
co be seen by both the pilot and co-pilot whose instrument
,:MIS carry indicators fiC11-1-8.
Receiver i-2 employs the superheterodyne circui with
one. tubes and quartz-crystal stabilization=.of.frequency.
The receiver is located in the pilots, compnrtcient on
the floor, port side, next to frame No.6, near the instrument
landing system panel. receiver.iP'l2 is mounted in special
tub (Fig.71). The tub with two horizontally set dowels on
the rear wall moves along two shaped members riveted to the
floor. The dowels. enter two holes made to receive them,.the
front portion of the tub being fixed 'together with the :hock
Count.
The antenna of glide-path receiver.rPf-2 is intended for
reception of the horizontally polarized radiation of the glide-
lath beacon and is presented by two horizontal oscillators.
It is made of brass foil and Clued up to the inner side of the
navigator's Jess panel (iig.71). The antenna.is not provided
to
i
th
ew
a v
with tuning devices, its size being selected wi
pass three fixed frequencies of the receiver. The antenna is.
connected to the receiver by means of a two-wire I.F. cr.blb.
The peg is taken off the cable and the two conductors are
fitted to the conncutor screws. The cable is attached to the
left side by means of metal clamps with rubber padding.
The protection is accomplished by circuit breaker A3C-10
(common for receiver KPG-Q) and fusible link CG10 in wire
Pr-7 (See power supply of receiver FM-0).,
220-V dynamotor Y-16-1 receiving the current from the
siraraft mains feed: power to the plates of the receiver tubes.
Except the :;._. cables, the wiring is laid along the path
of the electric cables and secured by means of common clips.
S-E-C-R-E-T:
Approved? Fa Release- 200404116: CIA-RDP78-030668000300050001 2
Approved For Release`200 30 R)pp 0300050001-2
The rot. of the., receiver. TP11-2 (i ig.81) includes:
(1) receiver I it 2 with dynamotor Y-18-f;
(2) antenna;
(3) two indicators IICI-48, control panel and instrument
landing, system distribution box which are common for the KPQ-4
facility (See F.Pf-:y, , above).
The FPii-2 is a superheterodyne ultrashort-rave receiver
operating on three fixed frequencies of 332.6, 333.8 and
33.5 megacycles per second. Change-over from one frequency to
another is accomplished by control from the panel by engaging-
-appropriate quartz crystal.
The sensitivity of the receiver is not lower than 300)1v
with two indicators IICl-4611, and not lower than 250,uy with
one indicator fCf-4811,.
operating range at an altitude, of 1000 in. Is not less
than.25 km.
Total current consumed by the receiver (from the air-
craft mains) does not exceed-3 A.
The antenna of the glide-path receiver takes up the
horizontally polarized waves of the glide-path radio beacon.
In this event depending upon the position of the airplane
relative to the equisignal.zone, signal modulated by 150
or 90 c.p.s. frequency dominates in the antenna. The pulse.
received by the antenna is converted by the receiver to
generate two frequencies modulated by 150 and 90 cycles per
second which are rectified and produce opposite currents
applied to the glide-path indicator.
While the airplane precisely follows the glide-path line
(gliding trajectory), i.e. flies over the equisignal zone,
the horizontal pointer of the indicator keeps to zero. when
the airplane departs upward from the glide-path line, the
indiontor pointer comes downward, end when the airplane
departs downward, the pointer comes upward. In all events,
the pointer indicates the equisignal zone.
The receiving unit is provided with an emergency warn-
ing system employing a white flag (blinker)in Indicator IICII-4
25X1
 Section
R A. i) A'.R EQUIPMENT'
CF THE A I R C E!.P T
The aircraft has the following radar equipment:
(1).aircraft transponder;
(2) radar gufisight W-49
(3) radar bombsightPEIIr4.
(4) tail warning radar "SIREN-2".
Arrangement of the radar equipment in the aircraft is sham
in Fig.83.
1. AIRCRAFT TRANSPONDER
The aircraft transponder of the autonomous identification
system operating in 'a range of metre band is intended for
receiving interrogation signals and for automatically sending
a coded reply signals of the same frequencies. The transponder
allows the interrogator to determine the following-
whether the interrogated plane is friend or foe;
the range to the plane.
In flight the transponder operates automatically.
It functions within a frequency range of from 160 to
170 5'.0. The tuning frequency of the transponder is continu-
ously changed. The frequency change is achieved by wobbling
of a shorted turn at constant speed (variable-inductance
circuit) in the circuit common for the receiving and transmit-
ting tubes. One "wobbling" cycle takes C.6 to 0.68 see. During
this period the transponder is consecutively tuned to the
frequencies covering a band of 160 to 170 Mc. receiving the
interrogator signals and sending its own signals at approxi-
mately the same frequency.
The transponder sends coded pulses in response. Every
code includes a combination of narrow and wide pulses and
intervals. The variation of the pulses in the code oombinatita
is controlled with the aid of the cam oontaotor. The trans-
3Qg"00300050001-2
imaer employs the ':orse code there the narrow pulses correspond
to points, and the wide pulrea, to dashes. The transponder hen
ipur one-letter code., ..'. the coding eystea user letter con-
sisting of up to four pulses each and as it is necessary to-
operate one letter from another, the code trancnisolon time
iedivided into five equal party within C to 0.63. see. each
responding;; to five cycles of wobbling. The fift4'?wobbling'a
cycle' invariably produces interval. '.he time of code trans-
tission aImounts to 3.2 _(..2 -cc. The derired code is selected
resettin0, :':e code selector on the code panel.
1 If the . ircraft ruff era di :tree, the pilot may send :;c
IF
the CT's:-,B) switch on
signals. :or this purpose
the code panel should be turned to G.I. :tee dintross tea as
Diet much lon er than the dots and dashes., so they g
differ from all other cosec.. distress viCna1 consin is of
the wide pulses only l~stin.; for equal periods. of time and has
eo intervals.
In case it becomes necessary to prevent the etroraat and
the transponder from being captured by the enemy,
rest be destroyed. ?;"iis it done with the aid of the destructor
cotuated b,y the destructor button installed on the pilot' a
;art console, or autJnntically, with the aid of the inertia
contactor operating; upon impact.
The net of the transponder installed. in the aircraft
(PIg.84) includes the following,:
transceiver;
transmit-rcceiVc antenna;
code panel with connecting cable;
- destructor button;
- inertia contactor;
I:. antenna cable.
,v=--ponder Perfornanee 1V-t9
.....
.... .....................
rang ..............?.????? 35 km.
,3 used .... .................................. tlors?
25X1
 21u;ber of codes ............................. four, and algal
of distress
?ime of code transmission ............... 3.2 +0.2 sea.
The transceiver frequency periodically
cha:,ses within a range of 14 No. cover-
ing a band of 160 to 170 uo.
Power of the transmitter pulses ............ not less than $.5
Period of frequency wobbling ............... C.6 to 0.68 see.
Period of responding pulse:
narrow....... ...................... 8 to 12 Paso.
wide . .... 20 to 30 peso.
Signal of distress ......................... 50 to 70 pea.
Transponder antenna has 'a, circular radia-
tion pattern in a horizontal plane. Wave
polarization is vertical.
Power consumed by transponder from the air-
craft mains ............................... not exceeding
155.W.
Lo cation'of Transponder Units in Ai raft
The equipment (but antenna) of the transponder is
located along the port side portion of the front pressurised
cabin (See Fig.83).
Transceiver 19 in installed in the lower part of the
navigator.-operator's panel support between frames Nos 10
and 11. The transceiver base plate is bolted to the platform
on the cabin floor. The body of the transceiver is mounted
on the attachment base plate and secured to it in the front
lower portion of the unit with the aid of union nuts.,
The transmit-receive antenna is planed in the lower p5T
of the fuselage, between frames Nos 26 and 27. The antenna
base is attached to the easily *removable plate which, In it
turn, is fixed to the fuselage skin with the aid of bolts.
For checking the R.P. cable for reliable connection to the
3ffTTOO300050001-2
L J~'I 189.-
its sttacthent base is removed and the antenna
rted with one hand is lowered.
Code panel 8 is mounted on a special panel located on. the
aide between frames Yon 7 and 8 within easy reach of the
. Located on the same board next to the code panel is
_actor button marked 1;- Z,. with the indicating lamp
.95); fixed under the button is the transponder power.,
11 switch.
Inertia contactor 16 (:ig.83) is mounted on a rigid board.
.,d on the profiles of.the nevigator-operator's port side
-l support next to the transceiver of the transponder..
For delivering the current to the D1:S MUCTOR (B3PbB)
At of the transponder a bunched conductor with a two-pin
is provided. Prior to the flight the two-pin plug should
aserted into the DBCTRUCT0R (BSP:lB) receptacle on the
25X1
3oeiver.
All units of the transponder are connected to one another
to the power supply sources by means'of bunched conductors
-) of wires, type BUM, (coloured blue). The code panel is
,voted to the transceiver and the aircraft mains through
plug connector which is attached to the special angle
fixed on the horizontal rib of the. code panel mounting
A. These bunched conductors are placed in the common
:hes of conductors of the electrical equipment running
the port side of the front pressurized cabin and are
wed to the aircraft main structure with the aid of common.
_.:9. The R.F. cable running from the transceiver to the
Dna is laid along the fuselage port side ((?2 and 103)
',attached to the fuselage stringers. A special seal in
1ded in the web of the pressurized floor of frame No.12
:'e R.F. cable running to the antenna passes through the web.
The R.F. cables are connected to the transceiver with the
of H.P. angle connectors with a view to decreasing the
ng radius of the cables in question.
The transponder is fed from the 26 V aircraft mains
;h two-circuit bus bar of the co-pilot's panel oirouit
Approved For Release 20:04/01716: CIA-RDP78-03066R0003000500Q1-2
 detonator receptacle while the indicating lase
is on, as in this event the transponder will bM
destroyed;
4he indicating lanp lights upon pressing the destructor
Litton or upon the operation of the inertia contactor. In
,30 above case the plug receives the voltage from the storage
{tery junction box bus-bar.
Inertia contactor serves to automatically close the
citenator circuit when the airplane suffers distress over
t`eenemy area. The inertia contactor const to of a pendulum,.
pdulum lever, springs and two contacts. Normally the
pndulum keeps the lever in the armed position and the eon-
tietor contacts are open. When the airplane impacts the ground
with an acceleration of 10 g, the inertia contactor contacts
close, the current to the plug Is supplied from the storage
tsttery junction box bus bar and the indicating lamp lights up.
2. R.DAR. GUNSIGHT ITC -1 (UNIT AP17)
Radar gunsight HIT-1 ensures irrespective of the vieibi-
My conditions, automatic search, look-on and tracking of the
target and automatic delivery of the data to the IBS-53
ccnputer;the data are required for aimed firing from the tail.
c:mon mount against the attacking plane within a zone of _35?
In azimuth and at angle. of sight from the side of the rear
hemisphere.
The eight transmitter generates powerful pulses of R.P.
rorgy which the wave guide carries to the antenna radiator to
exit into space.
The antenna angular travel in azimuth and its tilt are
r3ured by means of antenna rotator actuated by the control-
1112g voltage which is generated by the automatic search
awbaniam.
The antenna is sc nning to search the space within the
d-31red limits. The target appearing within the zone of
,:rah reflects. the energy that radiates it. The sight antenna
1= gives part of the radiated. energy, end the antenna recoivor
"" ports the R.F. pulses first into an intermediate frequency
10 110. and then into video pulses of the target which
sent to t
, Ap.proved,For Release _200410111 R c.IA-Rnp7R-03066R0003000509O1--2
treaker -.,is circuit treaker AX-5. This circuit is provided
with switch B-45 installed on the code panel (port side)
within the pilot's reach. The feed circuit is also provided
with filter w-14A to reduce radio interference of the air-
craft mains.
.he destructor circuit is fed from the storage battery
bus tar in the storage battery junction box located next to
frame No.17._
Designation and Functioning
of Transponder Units
Transceiver is intended to receive non-coded interrogator
signals and to automatically send coded signals in response.
The transceiver includes the transceiver proper and the supply
unit.
The transceiver has the following five channels:
(1) transmit-receive channel;
(2) sensitivity automatic stabilization channel;
(3) carrier-blocking channel;
(4) coding control channel;
(5) response indication channel.
CODE PAPTL serves for changing the codes and for govern-
ing the transponder. operation.
Antenna is a flat shortened dipole of streamling shape
with a tuning element.
Destructor button is designed for destroying the trans-
ponder and for checking the destructor circuits. Indicating
lamp is Installed together with the button,, on the same base.
The button is pressed to destroy the.ooding equipment
of the transceiver. The indicating lamp shows the condition
of the destructor circuit.
TAMING: The plug should never be inserted into the
 taVt locking-on rarZe chile scanning ........ 3.5 kn.
,,izm zone of search. in azimuth and
elevation ...........t-................ +350
nmiag time of search tone .................. not exceeding
16 +3 sec.
?ssible change of the value and. angular
Fasition of the search none ................. within +20
0
to. +35
.,of the
area scannod
lutomatiC tracking of "the detected target.
with errors not exceeding.70 m. of range
end 14 min. of arc of angular coordinates
with a range to target ....................... from 800 to
1500 m.
alution in. range ................. ...... not loss than
200 at
Ea3o1ution in ant*le .................. ........_. not loss
than 80
G3niumn coverage. . ............................ not exceeding
250 no
Q;; rating frequency generated by the
mrotron ................................... 9370 _30 Me.
P:ssr of the main radio pulse .................. not less than
40k'd
ration of main pulse ....................... 0.5 _0.05 pneo.
Cain pulse repetition rate .................... 1920 to
2080 e.p.s.
d_:tGrL3diate frequency ........................ 30 M o
tACht of the sight ........................... 170 kg
Designation of Units of Itaarr ight nPC 1
The radar gunai;'ht includes twenty one unite with cables.
1. Unit :.P17-1 (antenna) is intended to perform the
lloaingt .
(a) radiating radio pulses of the transmitter and reoeiv-
`- 3 radio pulses refieoted from the target;
Approved For Release 2004101116 - rao 1RT)P78-03q6R000300050001-2-.
Approved For Release 2004/ 6FOQ,00050001-2 251
(1) the indicator for obtaining the target marking;
(2) the protector that guards the sight against non
in 3-cm. range.
The protector output directs the video pulses of the.
target to the range computing mechanism where they are
selected according to the distance and sent to the angle
'tracking mechanism.
The target having been detected, the, searching meohanl=
is 'automatically disconnected and the sight changes over to
tracking the target.
During the target tracking the antenna of the sight is
automatically directed towards the target. The antenna revolu-
tion is governed by the angle tracking mechanism which gene-
rates controlling voltages proportionate to the. angle, of the
target departure from the equisignel direction of the antennt.
The controlling voltages are supplied to the antenna
tetween the mismatching angle and the direction towards the
target.
Apart from the autonomous employment of the sight the
right antenna may be scanned to the target with the aid of
the optical sighting station controlled by the operator-gamer
who uses the optical sight. The sight antenna having been
annod to the target, the radar sight looks on the target
then automatically gets diseonnected,from the. optical sight
nn d switches over (a3 in the case of the autonomous employ
tent) to automatically tracking the target.
When tracking the target, the radar sight transmits to
the computer the data of target bearing, angular velocity and
the range to the target.
Main Performance Data of the light
During an automatlo tracking of the target the sight
ensures the followings
 6. Control panel AP17-7A:
-195-
.(a) governs the main .supply voltages fthe si;.ht, magnetron
carent, currents of the first and oec.nd crystal detect rs,
reputing the range to the target, antenna rev.luti?n speed,
control range and the pressure of the air in the 5R,`2T iITTL'R -
f7A waveguide ystem;
(b) switches the sight over for the control mo de cf
cpsratior. with a view ..f determining whether the. sight is .
serviceable.
7. Gang box 'P17-8E is designed to perform a o,:nnecti,n
?ntween sight UPC-1, computer and the tail sighting station.
8. Amplidynes 017-9A ensure. amplification of the
controlling voltage of the angle tracking unit and transmission
of the amplified voltage to the antenna motors.
9. Angle tracking unit AP17-10A:
(a) extracts the error signal;
(b) comperes the error signal with the reference voltage
sad sends D.C. pulses for rotating the antenna;
(c) changes the sight over for target'tracking mode of
operation;
(d) performs anglo tracking of the target.
10. Range and search contr.l unit AP17-11A:
(a) determines the range to the target as oxpresood
through the D.C. voltages;
(b) performs eutcmatio range tracking of the target;
(e) controls the antenna rotation in.the autcmatie
ring mode. of operation.
11. Supply unit AM-12k:
(a) converts 115 V, 4C0 c.p.s. alternating current into
+.:ctified.voltages of +300 V, +230 V, +150 V (1), +150 V (2),
150 V;
(b).regulates voltages of +300 V; +150 V (2), -150 V.
12. Unit AP17-137 servos to connect the sight to the A.C.
Md D.C. centralized mains of the aircraft.
13. Search control panel AP17-14A serves for governing
"1 antenna revolutions in the autor?nblo scanning mode of
Nation.
Approved- For. Release '2004/01 ffi6.:: C1A=ROP78-030668000300050001-2 ? ,
.sean;
(b) obtrinin;, equiaignal direction in space;
(c) searching and tracking the target in the zone of
(d) transmitting angular cc,)rdinates '.f the target to
the indicator, gyro instrument and computer synchronously;
(e) supplying the sweep voltage to the indicator and
the angular tracking unit.
2. Receive-transmit unit P111-2 is designed to perfora -
the following:
(a) generating powerful radio pulses; V
(b).switching over for transmission and reception;
(c) converting the pulses reflected from the target
and received by the antenna into intermediate frequency puisee.
and preamplifying them;
. (d) supplying the starting pulse for actuating the
circuit of the automatic frequency governor, reception keying
circuit, and forming-the controlling pulses in the receiver-
indicator unit.
3. Receiver-indicator unit AP17-3A serves for the,
followingt
(a) amplifying and converting the pulses reflected
from the target;
(b) synchronizing. the functioning of the sight units;
(c) changing the sight over to the firing control mode
of operation.
4. Indicator AP17-44 with the control panels
(a) indicates the targets coming within the field of
vision of the sight and determines the distance to them;
(b) indicates the lock-on and tracking of the target;
(c) indicates the antenna tilt while the sight is
engaged for searching and tracking of the target;
(d) performs the aiming control of the sight.
5. Junction boxes AP17-5 and AP17-6 are provided for
68000300050001-2
25X1
25X1
 14. Firing button AP17-16 is provided for connecting the
turret control circuit to the remote control system.
15. Remote control panel. AP-17A. is intended to switch
over the gun-sight modes of operation:
(a) autonomous functioning of the radar guneight when
set at RADAR (PA;20);
(b) aiming of the antenna at the target with the aid of
the optical gunsight when set at AIMING (HA-_~C-X'A);
(c) governing of cannon directly by optical eight when
sot at OPTICAL (OIITI3KA).
16. Gyro. instrument 017-194 serves for determining
the target angular velocity (in a horizontal and vertical
planes)'.
17. servo unit A217-20A is provided to control the
azimuth and tilt motors of the gyro instrument.
18. Range transmitting unit 01 7-21Z supplies voltages
of the range to the IIEB-53 computer.
19. Set of cables AP17-15 for connecting the sight units.
Approved-For Release 200 = - 66R000300050001-2
25X1
Location-and Installation of Radar Gunsight RPC 1
The sight units
in Aircraft
are located in the
rear pressurized oabin
and outside of the pressurized spaces of cabins j6 and 44
(Fig.86).
Antenna ssP17-l is mounted on the outer surface of the
pressurized cabin horizontal plate so that the reflector and
the antenna radiator face the aircraft tail and the centre
line of the unit runs parallel to the aircraft axis (-the mark
on the antenna base brought against the mark on the plate),
its tilting angle amounting to 'minus 34 +3. The antenna base
is attached to the special assemblies of the airframe with
the aid of three , bolts; the antenna is tilted by means of
levelling washers, 0.1 to 0.15 mm thick.
Transceiver ?fl1-2 is bolted (Fig.87) to two profiles of .
Pate 06 and connected to the AP17-1 unit by means of wave-
Vide AP17-25. The waveguide is equipped with a clamp and a
,upporting holder that are set with a view to obviate the bend-
stresses arising as the transceiver mount reacts to shocks.
Gyro instrument AP17 19A (Fig-87) is mounted next to
transceiver PCi1-2, between frames Nos 72-73.. Its base is
secured to two sections on the horizontal plate so that the
sort made on the unit and the hinged base is aligned with the
units AP17-16, AP17-7A, AP1?-8E, AP17-14A and AP17-17A
ere located on the starboard of the rear pressurized cabin,
between frames Nos 73-75.
Unit AP1?-4A is installed in the rear pressurized oabin
on a special plate hinged to'the armoured plate of frame.No.75,
starboard. Due to the hinged device the unit can be brought
the unit
Besides
ti
,
ons.
to the operating and to the stowed posi
body together with the attachment frame can travel to the
right relative to the gyro instrument, which enables the
operator to bring the unit screen opposite his eyes.
Units AP17-5, AP17-6, AP17-21 and AP17-13A are mounted on
the port side of plate A.k, between frames Nos 60 and 62a.
These units are secured to the brackets on the cabin airframe.
Unit AP17-12 (Fig.88) is installed on a special support
on the port side section of plate .4 next to frame No.62a.
Units AP17-2O, NT-V-11, AP17-3A, AP17-10 are arranged
en the brackets of the support installed on the port side of
plate 04 along the axis of frame No.61 (Fig.89).
ZIA"
Notes -,his support is provided to carry unit AP17-22
and special spare holders of the delay line. Mounted
on the support is also cooling.fan AB-S of the
'1n_, f'r -104ng tns ci' ht nn ;he 'r-und.
Approv d For Release 2004/0 /1 :CIA-RDP78 0306qR0003000 0001-2
25X1
 - 198 -
..cplidyne unit AP17-9A' is mounted under the support
carrying the units; it is placed on bracket connected to the
stringers of the aircraft airframe.
Mounted near the support is a special vertical post
intended to protect the unite.arranged on the support against
blows and jerks that might affect the.units.when the cannon
ammunition is loaded. .
From the outside units AP17-1, PM-2 and .217-19A are
protected with special metal cowls having removable panels
giving access to the units. The operating section of the Ap171
antenna (its reflector) is protected with easily removable
cowl made of dielectric. .
Tiro fans AB-3 are installed' above the Pfll-2 unit for
cooling it when sight !TC=1 is operated on the ground. The
fan is engaged when the tail bumper is gxtended and is die-
engaged when the tail bumper is retracted.
All units of sight FTC-I are interconnected and connect-
ed to computer !BB-53 and to power supplies with the aid of
shielded, high tension and high frequency cables and
wires B[IBJI painted blue. The plug connectors of every cable
are engraved to indicate cable and unit numbers for conneotio2:
:'uch cables pass through-the web of frame No.69 and the ceil-
ing of cabin u6 via sealed two-receptacle connectors. The plr
connector numbers are written in red enamel close to the qoa-
ne.otore on the frame web and. cabin. ceiling. _
The cables are attached to the airframe, plates and
supports with the aid of clamps with shaped rubber pieces sad
bonding strip.
The cables running to units AP17-19A and AP17-4A are
made long enough to ensure transfer of the units without dig'-connecting them as may be required for operation.
The portion of .the shielded cable near unit 017-4A If
protected with a piece of canvas wound about it so as to
protect the cable against fraying when the unit is shifted.'
- 199 -
per suppressing the interference the Jacket of every unit
a special terminal labelled CRO JND (37 ir) connected to
tae aircraft main structure by means of a bonding jumper.
Power Supper of the S1tiht
Radar gunsight DG A is fed from 28 V aircraft D.C.
Us, or 115 V, 400 C.P.S. A.C. meins. The 23 V supply is livered by two special cables and units AP17-13A and API?-9A
;a the following circuits of the sight:
(1) excitation windings of the azimuth and antenna tilt-
motors;
(2) antenna radiator rotating motor;
(3) fans of .unit Pili-,2; .
(4) heating elements of unit API? 19A;
(5) amplidyne motors of unit AP17-9A;
(6) a large number of relays of various units of the
raiar gunsight.
115 V, 400 c.p.s. current is supplied through unit AP17-5
to junction box AP17-5 whence it is-delivered to the units of
"_z radar gunsight provided with rectifiers.
Unit AP17-9A is fed from the 28 V circuit breaker panel
ti bar of the rear pressurized 'cabin through circuit breaker
:,',-40. Unit AP17-131( receives power from ping eonnootor No.31
fed from the 28 V circuit breaker panel bus bar of rear.
i. asurized cabin via circuit breaker AM-?0, and from A.C.,
115 Y, 400 o.p.s. bus bar through plug connector No.43 of the
c"algator-operator's fuse panel via fuse CH -15, Camp-2rrati- on of raadar ^unsight
Computer ITBB-35 and Armament
The cannon mounts are governed with the aid of the
?Ote control selsyn drive through two channels (coarse and
~eiae).
Approved For'Release 20
Approved For Release 200'4/01116: CIA-RDP78-03066R000300050Q0'1-2
0J?R90300050001-2
25X1
 .no coarse selsyns are connected to the antenna. shafts.
b; means of gear train having gear ratio of 1:1, and the
precise selsyns, by means of the gear train having Bear ratio
of 31:1.
Radar sight RBE-53 is connected to the ChiC unit through
gang box AP17-8E. Sight 011C' is connected to radar sight [ C.
when the selector on the AP1?-17A unit is brought to LAYII
(1{.ASCJJrCA). The circuits of the radar gunsight are connected
to the circuits of the 11BE-53 computer-.1n the laying and
the target lock-on modes of operation, unless the selector
on the AP17-17A unit is set at. OPTICAL (OLTiIHA)..
Air supply System of Radar Gunsight IIPC-1
To compensate the air leakage and to maintain normal
atmospheric pressure inside transmit-receive unit P111-2 and
waveguide AP17-25 when the aircraft is flying at altitudes
not lest than 3000 in. mounted in the plane are duralumin pipes
and rubberized hoses for delivering compressed air -
(l.l+p:2 kg/sq.cm.) to the valve-fitted connection of
unit AP18-2 from the seventh stage of the engine compressors
via the pressure reducer (unit 436).
The air supply system of the 1PC-1 radar gunsight is
controlled by means of the valve labelled ARGON SUPPLY 610A
HA"TKA API'OHA). and installed next to frame No.73. The gunner
should open the valve every 30 min. of'operation.
The air pressure in the units is controlled with the aid
of the indicator on unit AP17-7A using the selector of the
unit.
3. RADAR BOLSSSIGHT PE11-4
Radar bombsight PER-4 is designed for searching and
detecting the ground and surface targets irrespective of the
optical visibility conditions for solving the navigation test
with the aid of radar recognized terrainmarka and, for
precision bombing of ground. and surfaoo targets (stationary
25X1
moving) with an automatic boob release at altitude; cl~
al
l
The bombsight equipment is -11
44 hht ODE -11p, and its sightinr ylane is stabilized by the o
cal eight vertical gyro the bank argyle: do not ezcecff.lc .
Radar bombsight PE11-4 consists of 16 units shown in
ng.90 and described below.
Radar Bombsi?ht Performance Data
... ....................
prating range t
when detecting and identifying
large objects ...... . 140 to 180 km.
when sighting .............70 1?.
Whin operating with the target
identification beacon ..............to be determined by
direct visibility at
maximum flight altitude
- -
--
.
. - -
S16htung method ...................... . 1---- ---- -
mechanisme of optical
sight Oils tip
Ezb release method .................. automatic, through the
contact system of opts-
cal sight and electrical.
bomb release system
Es-bang altitudes when using optical
sight C11E-11p ..................... 3000 to 15,000 m.
V_bing speed range .................. 300 to 1250 km/hr
213 sight may operate on two fixed
waves switched over as required
Searching in azimuths o
circular scanning ........... through 360
sector scanning (500) ............. within front zone
(_650 as from the path
of flight)
enoy band 931( to 9430 NO-
.... ................
Approved For Release 2004/0116. ;~(f1A:R P78-03066R0003p0050001=2
 2c3-
The radar equipment employs the indicators with radi:.l-
Jircular scan and B-scan.
The operator can choose one of the fire scales ('lCdd,
e2o'i 20l0" - ' 70", ! 1C0' and '+200', km., dependinf on the dist-
?wee to the target).
rams).
25X1
Course line. The rotation of the sweep trace on the
Idioator is synchronized with the rotation of the antenna.
:3n the antenna is rotated,. the moment the antenna bearing
.Ancides with the aircraft fore-and-aft axis may. be marked
.o the screen with a bright radial line (course line). The
:iimuth angle between the course line'and the direction to
target is determined by means of the course line on the
--green, rotary light filter (with the marks made on it) and
-:3tery scale (graduated in degrees from 00 to 3600).
Sector _canni. The operator may use these ' ctor scanning
-:de of operation besides the circular scanning whenever it
y be required to study a certain alto on the area searched.
7n this event the antenna (and the sweep line on the indicator-
men synchronized with it) start wobbling within the limits
2 the sector. The sector display is mainly used when the air-
:aft is on the bombing run.
Navigation. ^pecial radar maps (or ordinary maps). should
l used for decoding the image produced on the indicator screen.
Apart from homing on an object or on a pulse radio beacon
Or bombsight PII-4 enables the operator to solve a number
`tnavigation problems, the principal ones being the determine-
ion?of the aircraft coordinates and of the flight true air-
"eed and drift.
BombinC. ,he radar sight solves the problems of precision
1=bang employing the navigator's equipment used in conjuno-
'--ion with optical sight Uh]33-11p.. The searching and target
-tormination are usually accomplished by the
navigator--rater who uses his own indicator; the lateral aiming and
-2C2
i'ulse power ............................. 90 k?s as minimum
'uration and recurrence of pulses ....... 0.45,usec. and
1250 c.p.a. for
ranges of 10, 20, 1e
to 7C, km.; 1,tlseo.
and 535 c.p.s. for
ranges of 100 and
200 km.
Antenna angular velocity in azimuth
.plane: .
during continuous rotation ...... 20 r.p.m.
while scanning ..................... 12.r.p.m.
Frequency of antenna wobbling during
.sector scanning... .......... 45 per min.
Angles of antenna tilt ................... from +50 to -250
Power consumed from aircraft mains (28 V) 3 k:4
PrincIp e_of opgratio nof Radar Bombsight
The operation of the ME-4 radar bombsight is based on
employing radio waves reflected from the
objects that stand sn their way.
The radar antenna periodically emits powerful transient
.pulses. The pulses reflected from the surface of the ground
are taken by the.same antenna to be sent to the indicating
devices after appropriate amplification. The screen of the
cathode-ray tube.indicator yields the radar-presented image
of the locality the aircraft is flying over.
The radar and fixed antenna are engaged to sweep a narrC
strip of the ground, but when the antenna is rotated by the
motors a circular area of large radius is consecutively swept.
1
-cm. waves propagate following a rectilinear pattern, there-
fore the distance to the target (slant range) can be determine,
by the time needed for the pulses radiated to reach the
object and comeback to the emitter. The direction towards
the reflecting object is determined by the azimuth position
of the antenna at the moment the reflected pulse has. come bee"
.Approved For Release.2004/01116 - cia_Rnp74-030668000.300050001-2'.
The indicator is provided with luminous circles (range
 Antenn_(unit P1) 14 together with the attachment plywood
tad carrying the mechanisms and the reflector of the'unit is
ged in the, lover portion of the pressurized cabin in a
r:ss between frames Nos 5-and 8. Mounted on the.webs of
W _-es Nos 6 and 7 are two L-shaped sections to which the
,tcohment board of the antenna is secured with six bolts. The
e;4nohment board of.the antenna has a notch (marking the poet-
tion of the antenna axis) that must coincide with the aircraft
lgitudinal axis.
The portion of the antenna projecting outside (reflector)
Is protected with a cowling made of dielectric which is
r,-wed to the fuselage skin. To protect the crystals of the.
.12unit from the antenna radiated pulses while scanning the
:cam sphere of the aircraft, a reflecting duralumin plate is
canted slantwise on the vertical web of frame No.8.
Transceiver 15 (unit P2) is installed in the front
L;rssurized cabin, under the pilots' eeats,between frames
.r:38 and 9 (Pig.91). The unit is installed on two L-shaped
trs and secured to them with four bolts.
Unit P2 is connected to unit P1 by a waveguide passing
tmough the web of frame No.8 via sealing gasket. -
lodulator 17 (unit P12) is located (See Pig.83)in the
tent pressuripressurized cabin, between frames Nos 9 and 10, star-
t=d (Fig.85). The shock absorbers of the unit are looked to
fcr brackets oast of magnesium alloy and mounted on the web
Cl from No.9 and the shaped members of the operator's panel
t ort. The 'unit shook absorbers are secured with the aid of
fCOP 10-mm bolts.
Junction boxes 2, 10, 7 (Fig-83), pr also units P15, P14,
C1 P13, are issued by the Manufacturer with the set of cables
to be connected to the radar bombsight units to ensure con-
c:ation between radar bombsight P5114 and the. aircraft mains,
C=' it OAP]1 1 and optical sight 00-11P. Junction box P15 is
teed on the bottom piece of frame No.12, port side portion
ts Viewing forward, 'and secured to the angles on the stringer
Approved For Release - - 3066000300050001-2
aiming in range are done with the aid of the navigator's indi-
cator. The navigator's indicator P8 Is .a. sip; ting arrangement
of radar bombsight Pill-^4.
Units Piiii-4 installed within the navigator a easy reach-
and convenience ensure two modes of. sight operation (search-
ing and homing).
When employing the optical sight operating in conjunction
with radar bombsight P511-4 , the sighting may be done both
with the aid of the. telescopic arrangement of optical sight
ORE -11p and the navigator's indicator screen.
The bombing problems are solved by means of the computing
mechanisms of optical sight 0115-11p.
The bomb ballistic data, corrections for the train and
aircraft formation are introduced into the mechanism of
sight OH-11P, The bombs are released automatically.
The operation of the radar bomb sight is best understood
by reference to the sez'vloe manual of "RADAR BOMBSIGHT P511-4.
Location and Installation of Radar Bombsight P511-4
The units of the radar sight are installed in the front
pressurized cabin and also outside of it at the bottom of the
fuselage.
Depending on the control employed, the units of the radar
bombsight are mounted within the reach of the navigator-ope-
rator and the navigator (See Fig.83).
The units forming the set of the radar bombsight (except
the P1 antenna, transceiver P2, modulator P12, Junction boxes,
control panels and indicators) are provided with shock-mounted'
mounting frames which are bolted to the aircraft main struo-
ture when the units are installed in the aircraft. The body of
the unit is inserted into the mounting frame along two guides
and secured to the frame with two shaped union nuts fitted in
the lower front portion of the unit. Every unit has a terminal
marked GROUND (3057[11) connected to the airframe or the control
.Approved'For-Release- 3.066R000300050001,-2.
25X1
 fo~tcm pieces wi'h your bolts. Junction box P13 is fixed to
the wab of froze D.9, T?rr side portion, and is bolted to the
ankles or. t, .e rare web. Junction box P14 is counted on the
port, between frames :os 4 and 5 (under.the navigator's
table); it it fixed to two brackets connected to the fuselage
stringers.
Control panel ?3 (unit PG) is installed on the port side
portion of the front pressurized cabin, between frames Nos 10
and 11 above the units placed on the operator's panel support
(Fig.92). Unit PG,is mounted between two brackets on a special
plywood plate and is hinged so that it may swivelled
(Fig.93). When, the unit is engaged in operation the front
panel faces the operator end is locked with the aid of a
special stop.
"hen the stop is retracted the panel swivels so that its
front face. stands against the cabin boardside thereby provid-
ing access to the units mounted on the panel support of the
operator.
Indicator.) (unit P5) of the operator (Pigs
arranged on the port side wall of the cabin next
The unit is secured with the aid of a slide that
the guiding rail towards the cabin side from the
towards the operator. A screw is provided on the
looking the unit. Unit P5 is tilted
plane by means of a screw fitted on
83 and 92) is
to frame No.12.
moves along
operator, or
right side for
relative to a vertical
the front portion of the
unit-attachment fixture.
The screen of additional indicator P5 is photographed
with the aid of special camera IA-PJ1-1 (Fig.94) which is
done with a view to controlling the functioning of radar bomb
sight PM-4. This requires that unit P5 should be attached
to the camera in question. The screen of the unit is placed
parallel to the camera objective.*
Unit P5 is attached together with the attachment fixture
of camera A J1-1. The whole mount is arranged between the
right panel support of the operator and the bottom piece of
S-E-C-R-E-T
Approved. For Release 200A101 66R000300050001-2
Un its P3= P P11. PlC are installed on the shaped members
Cj, racks of the operators left. panel support, Units P11, P4
c3 p3 are mounted one after another on the - upper rack of the
_;ft.panel support. Unit PlO is installed on the rack under
units.
Synchronizer_12 (unit P7; see Pig.83) is placed under
,3control bridge of the pilot next to frame No.5-as..viewed.
:;,a the side of the navigators cabin.-. The mounting frame of
unit is secured to the two plates which in turn are bolted
ithe bracket on the floor of the cabin under the control
Navi&ator'e control panel 12 (unit r9) is mounted on the
st side of the pressurized cabin, between frames Nos 3 and 4
'-!or the navigator's table).. The base of.the control panel -
attached to the bracket that is connected to the stringers
the fuselage (Fig.95). During operation unit P9 may be
,31ed out nosewise (Fig.96).
Indicator 11 (unit P8; see Pig.83) is installed in the
.at upper portion of the pressurized cabin on the left of
"'s aircraft fore-and-aft axis.
The mounting.base of the unit is secured to a carriage
'.h slides along a guiding rail together with the unit. The
it is fixed .o the side portion of the carriage with the
'I of a screw. Its position may be changed relative to a
-.tical plane and azimuth (Fig.97).,To obviate striking of
-n P8 unit (in the drawn-out position) against sight OILS 11p
_ch may be caused by vibrations of the aircraft, the unit.
.7 ie attached to the guiding rail with the aid of a shook-
~csrbing hose.
Arrangement of radar pombsi-ht Cables in tiIrcraft
The radar sight cables _are. secured to the,frames and
ed members of the control panel supports installed on the
t Bide of the cabin with the aid of special clips.
25X1
 (c) for converting the R.F. pulses of the magnetron
;illator into the R.F. pulses controlling the system of
;vatic frequency control.
Ran#e unit P is intended for pulse shaping, for start-
the modulator and the sweep circuit in the operator's .
-_chronizer, for sweep delay and for stage delay-of the range
Besides, the range unit produces the range marker for
;:oision bombing and two-,. ten-, and twenty-kilometre scale
overatorls synchronizer (unit P4) is designed for
_;lifioation of the I.F. pulses.(converted into video pulses
.l then amplified) for obtaining the sweeps on the operator's
=sioator, camera 'U-NI-1 and the navigator's indicator
'.:,on engaged for scanning) for automatic frequency control
Sties.
operator's indicator and espera A-PA-1_ (units P5/1
__d P5/2) are intended for observing the radar presentation
[f the landscape, range markers, sighting markers, scale
:eke, course line, and the IF., equipment pulses yielded by
:air screens.
perator's control panel (unit, P6) is designed for
:arning.the equipment and controlling its functioning, i.e.
erecting and disconnecting power supply, connecting and
:3onneoting the transmitter, controlling-the. antenna,
icotion of the modes of operation, tuning of the receiver,
'17etment of the brightness of the markers and the like.
Ravigator's synchronizer (unit P7)_is intended for'
.uuoing and shaping the sighting marker, for synchronous..
'11ting, for shaping and amplifying the video pulses sent
a the control electrode of the indicator tube, for gonerat-
: tch
t
i
d
l
o t
r
ec
lsconnects the e
reopen. Iicroswltc:l 7 it intended to interlock the controller
of camera i. ~. -%-3c/5O, and nicrocwit ch C is intended to inter-
_Iock the controller k camera A.A-33M.
..,.RIL cn;lML;. .iA A-3c/Sg
!.oriel carx:rn :--3c/30 (i'i, .10) is intended for
dcht photo,;rcIt, can to used for sin?Ic exposures and
Mort-strip survey. a aerial camera is an automatic dovioo
gnaotely. -overncd iror.. the c .mera controller. ^!he exposure is
e autometicell:,? by the flare of photoflerh bunt. The
20041 -030668000300060001-2
25X1
 Approved For Release 2004/01./16: CIA-RDP78-03066R000300050001-2
S-E-C-R-E-T
main Data of Car-ore 9A.-A-50/50
.... ........................
The flight set of camera HAtA-3c/50 includes: film
ine with two spools a
d fil
Objective .............................. Inductar-52
? az
n
m, chamber with the cone, _
~;ijective shutter and electric motor ;.tA-40A, camera controller,
Objective lens focal length
50 on,
I
toxatio release AC, converter PY-45A, camera mount unit and
Objective lens relative aperture .....
1:5
!
electric cords.
Camera field-of-vision angle:
The weight of the flight cct runs to 46 kr.
along picture longer side of 24 cm. .
27?
In addition to the above the delivery camera cot includes:
along picture shorter side of 18 cm.
20?
special tools; (b) various fixtures; (e) spare parts for
along diagonal ........... ..
340
Picture eisc ....... ..... .......
18x24 cm.
Aerial camera is located in the fuselage between frames
Number of pictures .... .................
150
a 20 and 22.
Type of shutter ....
.
louvres
when camera HA')A 3c/50. is employed, tilting mount AKAW-156-H
Exposure in seconds.........
...........
1/25, 1/50,
1/100 :quid be removed and the appropriate tilting mount installed
Shutter efficiency:
7 the lower row of sleeves instead.
intervals of 2?30
Description of Components of Camera jlh A-30/50
Film magazine 3 (Pig.108) is an autonomous part of the
:sal camera intended for arranging, rewinding, measuring the-
:,,ial film and for protecting it against light-striking. The
As magazine accommodates 37-a. length of film, 19 cm. wide.
The film magazine consists of a case and mechanism.. The
_;er surface of the case bears arrow 5 showing the position
the camera relative to the aircraft attitude. Celluloid
',eta 4 is ceoured to the upper surface of the er?.se, too, for
1ing entries:
Gate 6 in the bate of the film magazine case protects
]film against being, light-struck when the film magazine is
::cued from the chamber portion.
The film magazine mechanism comprises three main unites
(1) rewinding mechanism;.
(2) measuring moohanism which serves for measuring
Aediate area;
(3) mechanism flattening the film at the moment of
for 1/25-see. exposure notless.than 50%
for 1/100-sec.'expoaure .. not less than 4%
Shutter lag ............................ not more than 1/60 sec.
Current consumed, et 26 V and to
within +10 to +30?C ................ not more than 12 A
Current consumed, at 26 V and'
to . -60?C .......................... not more than 13.5 A
Time of operation cycle at 26 V in
th.: mains and to _ +10?Cto +30?C .. not more. than 3 see.
Camera, film magazine, cameracontrol-
2or end converter function at an
ambient air temperature of .,....... +50?C
ambient. temperature ................ +35?C to -60?C.
Shutter operates under illumination
intensity of automatic release
photocell .......................... 2 to 15 lux
Operating voltage.of camera HAOA 30/50 26 V _10%
Camara mount unit ensures survey at
angles ?...... ...,e................ from 0? to 25? with
25X1
 Approved For Release Oj F"00030005000~ 1
Chamber-portion 2 of aerial camera is a cast rectangular
body with objective-lens-bearing housing attached to its lower
portion, and flattening glass plate with the latch in the
upper portion for securing the film magazine to the chamber.
The rear wall of the chamber has a hole with a threaded plug
which receives the. crank. f or testing the camera operation.
The chamber portion accommodates mechanism consisting of
(a) dynamic brake relay meant for speedily braking the electric
motor axle and all the mechanism of the chamber portion after
discontinuing the power supply to the electric motor; '(b) trans-
mission mechanism intended for imparting the motion to the
shutter, film magazine and counter; the latter serves for
recording three-digit number of the picture.
Cone 17 Is intended for securing the objective housing
with the shutter. Three brackets 14 are attached to the cone
for setting the aerial camera in the camera mount unit.
Shade 6 with the protective cover is put.on the cone
with the view of safeguarding the shutter and objective
against damage and of limiting the side rays of light.
Exposure setting knob 25 is secured on the outer surface of
the cone shads.
A*louvre-type shutter is mounted between the objective
lenses. The shutter mechanism comprises the actuator, the
operating gear consisting of lands and pinions, exposure
setting mechanism and releaser mechanism.
Auto m~stio releaser 8 is provided for sending the
current pulses to the shutter electromagnet when the photo-
flash bomb explodes.
Photocell U-1 is cesium, gas-filled. Amplifier
tube 61160 Is intended to amplify the photoflux whose
intensity is too weak. After that the amplified current 18
directed to the shutter electromagnet which in turn ensures
operation of the shutter.
converter PY-kSA (1) Is designed for converting the
low voltage across the aircraft mains to high voltage neces-
sary for the operation of the amplifier tube and photocell
Approved For Release 2004101/16. CIA-Rnp7R-03O66R000300050001-2
239
Camera_con_rollcr (7'ir.lcC) serves for remote governing
'smers :A:A-3c/50.
Hou: ir.,7 " accommodates common switch 1, dndicatng ]am? 2 Labelled
giINDIN^ (:1-? `?.Tii' ), Indicating lane 3 labelled CURL'-iT ON
i :.;'), indicating, lamp 4 labelled ILLLiiItld':I~t (110
-
.
3 KA), starting button 5 labelled CHECI:-UP (Ili C _; Pi~11),
xater switch ' and connector plug S. Common'swItch concicts
;f two switches having one common handle.
When the operation is over, the common,switch should be
it to 0 (,j."_: tii0). One of the switches disconnects the
sigbt photography circuit, the other switch cute in the camera
electric motor circuit so that the camera should complete half
Bits cycle before the film magazine platen has acsumod its
eppermost position.
When common switch 1 is t>(N!' the aerial camera electric
dreuit is closed and the camera is prepared for operation.
Indicating lamp 3 labelled CU Ifl NT ON (TOK :cL11 P'H) lights up.
As the film Is being; rewound in' the process of the
asera operation, Pj-'.ihi DINT (A"P^. OTXA)indicating lamp 5
dickers. Cl'?:CK-1T1 (iL?C:_i PI A) button 5 serves. for checking
the aerial camera operation..
Heater switch 6 serves for engaging the shutter heater
Into operation.
Llount Unit- for
camera1
-. Ik_?A-3c(50 - -
The mount unit serves for setting the aerial camera at
tgles of 0?, 2.50, 50, 7.5?,,10?, 12.5?, 15?, 17.5?, 20?,
22.5? and 25? relative to a vertioal plane opposite to the
flight direction and for reducing the effect of the aircraft
'Orations on the quality of the pictures.
Mounted on the outer frame of the nount unit.(Pir.107)
nefour sprint-loaded absorbers 11 intended for arranging
Ph camera mount unit in the sleeves attached to the airor:_f;;.
JIn structure. Inner frame 9 is connected to outer frame 12
i h the aid of cemiraxles 13.
 The tilt of the inner frame is fixed with the aid of
spring-loaded catch 8 which enters the hole of sector. 7 located
on the outer frame.
.The camera is turned and set at required angle before the.
flight depending on the mission assigned to the. aircraft.
Inner frame 9 has four lugs. Two of them are slotted to
receive the bolts of the aerial camera brackets with the aid
of which the aerial camera.is secured to the mount unit.
The automatic releaser is secured to the suspension
bracket with the aid of the dovetail; converter PY-45A is
Installed on special' platform of the outer frame. All members
of the aerial camera are connected by means of electric cords
equipped,with plugs and sockets.
FunetioninE_of dir Camera HA A 0/50
After setting common switch 1 (See.rig.108) into ON (BKM-
gEHO) position the indicating lamp marked CURRENT ON (TOK
BKJIIO4EH) lights on the camera controller showing that the
voltage is supplied to the filament of the amplifier tube in
automatic releaser and converter PY-45A is engaged into opera-
tion. At the same time the aerial camera electric. motor receives
power and starts rotating, thereby imparting motion to the
mechanisms of the film magazine, shutter and counter. The
measuring rollers of the film magazine rewind half the
picture and get disengaged.
While the film is being rewound, the rJWINDING (Ih;PE~OTKA)
indicating lamp on the camera controller flickers. The film
having been rewound, the film magazine platen lowers down on
the glass plate of the chamber portion of the shutter and the
successive digit designating the picture springs in the otter.
As soon as it happens the electric motor and all moohanisee
of the camera chamber portion, film magazine and shutter atop
immediately. In this position the aerial camera. is ready for
operation.
25X1
The operation cycle of the aerial camera is performed as
'UOWs t
(1) exposure (beginning of the cycle).;
(2) rising of the film magazine platen;
(3) beginning of the film rewinding procers;
(q) termination of the film rewinding-process;
(5) closest pressure of the platen;
(6) breaking of the interlocking contacts (termination of
cycle).
When the photocell is illuminated by the flare of the
atoflaah bomb, its circuit induces current which is then
lifted by the amplifier tube and sent to the abutter re-
': ser electromagnet. The armature of the releaser eleotro-_
:met draws itself to the core sotuatinC the camera shutter
')Operate. The film is being exposed and the oounter'digite
photographed on the film. Then. the camera electric motor
?engaged in operation rising the platen, rewinding the film
_i lowering the platen. All this done, the motor comes to
,tendstill.
Inetallationsf Camera HA :`A-3o/50
The aerial camera is installed in the fucoleCe between
ea Nos 20 and 22 on the lower row of oast cleaves provided
i the profiles of the lending gear fore-and-aft beams placed
_a 210 mm below the upper row of sleeves. The mount unit is
:n red to the sleeves by moans of union nuts 10, and the
?':ial camera is planed on the inner frame and fixed with thew
'21te fitted on the camera..
Automatic releaser A.C. is secured to suspension
=.aket 20 by means of dovetail, the automatic releaser
'-molar aperture facing the camera hatch hole. 1'ho dovetail
-?es for attachini; converter PY-4SA on the platform of
a camera mount unit outer frame. camera controller ittl is
- ted on the navigator's panel by meanc of a dovetail, too.
this instance the platform for the dovetail used for
Approved For Release 2004101/16: CIA-RDP78703066R000.3QOO.5.0001-2
 mounting camera controller HIIY2 is removed and a dovetail for
the controller 'of camera HAr~A-3C/50 is fixed in its place.
3. AERIAL.CAMERA QA-P3I-1
CameraA is automatic and remotely controlled. It
is designed for photographing the image of the cathode-ray
tube screen of radar bombsight P13II-F while performing seotor
and?oiroulpr.scanning.
main Data
Operating voltage of cameras ..:................ 26 V +1095
.Type of objective ................ Uran-10
Objective, lens focal length .... ........ cm.
Objective relative aperture .................... 1:2.5
Diaphragm ................................. ...... iris
Picture size and shape ........................ circular, 13-ca.
dia.
Film dimensions:
width ...................................... 19 cm.
length ..... ............. .......... 2850 cm.
Number of pictures taken without reloading
film magazine .... ................. .......... 200
Operation cycle ............................... In every 2, 5,
10, 20 revolu-
tions of antems
or sector soarer
Current .oonsumed:
with heater OFF ............................ 5.3 A
with heater ON ............................ 15.6 A
Temperature range of operation ................ from +50?C to
-60?C
Relative humidity ............................. up to 98%
Approved-For' Release2f'O4101116 Cin_RnP78TO3O66ROOO30005OOO1 2
The flight set of cemere CAA-R'!-1 includes the chamber
^ith cone, objective and silica gel cell, film magazine with
ro spoolr and film (two lengths), camera controller, eleotrio
curds, casing, camera mount unit, sight, clock.
The flight weight of the sot.emounts to 30 kg.
Units Camera DA-PA
Chamber 13 (Fig.109) serves as a connecting link between
tae cone and the film magazine.
Located in the upper portion of tho body is the focal
_};isne of the .camera which is a rectangular window glazed with
flattening glass. Film magazine 14 is attached to the upper
pit of the chamber.
Silica gel dolls are provided in the rear part of. the
c5smber portion. In the left part of the chamber body, located
coder, the cover, is th4 change speed mechanism whose motion is
faparted to the film rewinding moohanism, exposure counter,
1stributing roller governing the lifting of the platen and
dosing the contacts.
Knob 17 serves for checking the manual operation of the
c .-era which functions exsotly as it does when driven-by the
^lectrio motor.
Arranged on the left part of the chamber are eight-pin-
-'Fug 24 and potentiometer knob 23 intended for Changing the
'llumination intensity of the recording instruments as required
4 sensitivity of the film employed for survey.
Electric motor LIA-40A, plug and socket oonnootor, dynamio:
'='.ke.relay of the electric motor armature, clock and exposure-
:inter which are projected on the film with the rid of
,axial objective are placed on the front wail of the boo
t':der cover 12.
Two spiral heaters of the chamber and the hector of the
?a mechanism in the box are accommodated inside the chamber
-'Y? The electric heaters are out in by moans of the thermo-
 regulator when the temperature inside the chamber is 8 +5?C.
Cone. One end of the cone is secured to the chamber
portion.. The other end of the cone is attached to the jacket
with indicator 1 of radar bombsight P511-4 secured to.it by
means of olamp 2.
The jacket is provided with sight 27 which enables the
operator to observe the indicator screen during. the survey.
The right part of the sight is made "blind" so that the
observation is carried,out by one eye only. The jacket is
.provided with outer casing which is turned to align the oval
ports of the inner jacket and outer casing through which the
indicator screen is accessible for cleaning and the shutter
can be opened manually for focusing the camera. The focusing
is accomplished with the aid of rings 5 turned in a vertical
plane over the threaded portion of the cone body.
The shutter accommodated above the camera objective is
opened by means of special electromagnet. When the camera is
being focused, the shutter is opened by hand with the aid of
apeoial lover. The manual shutter opening mechanism is aooom-
modated outside the objective, the lever being accessible
through the oval ports in the jacket. The diaphragm setting
lever is arranged there, too. When the shutter is fully open,.
the appropriate contact gets closed to make the circuit of
the camera controller indicating lamp 5 (Fig.110) marked
SHUTTER ( 3AT$OP),after which the lamp lights up and keeps'on
while the shutter is. open.
Film magazine is intended for rewinding, measuring, flat-
tening the film when it is being exposed, and for protecting
it against being light-stricken.
Film magazine 14 (Fig.1o9) is made up of the base to
which lido pieces are attached for mounting the rewinding
mechanism and the cover. The left side wall of the film
magazine carries the output end of driving shaft of the fill
rewinding mechanism and disc 15 of the mechanical indicator;
placed under jacket 16 are the four-pin plug connecting the
film magazine electric circuit with the chamber and the pUhh'
,d actuating the platen raising lever.- The right side well
-Zts movable semi-axles of the spools, the meter of the non-
used film and the film magazine carrying belt.being arranged
the centre of the side wrll. The film magazine mechanism
;,,-oted inside the film magazine comprises the following main
wits:
(a) rewindin^ mechanism;
(b).flattening mechanism of the film magazine which serves
far flattening the film;
(c) friction mechanism arranged on the take up spool and
Utended:f or slipping the supply spool;
(d) film rewinding indicator. which shows that the camera
cd rewinding mechanism function properly; the. film magazine
is provided with electrical and mechanical indicators;
(e) meter showing the amount of the non-exposed film left;
'.s meter scale is marked in metros. .
The inner part of the film magazine carries two box-
steped electric heaters; besides, the electric heaters are,
fixed in the metering and guiding rollers.
The inner surface of the film magazine is lined with
met cork for reducing' the heat lose.
Camera controller (Fig.110) serves for remote control
;camera '.A--PH-1 operating in conjunction' with radar bomb-
aight Ps11-4.
The camera controller allows tot
(a) engage and disengage the aerial camera;
(b) take pictures at desired frequency (every 2, 5, 10
20 revolutions of the antenna);
(c) carry out survey under sector and circular scanning
adee of operation;.
(d) perform single exposurocj
(e) govern the functioning of the camera by the indicat-
Approved For.Relea;; '9004101.116'-. - 03066.ROO?S0005OOO1;-2
25X1
 ,tan ambient . temperature. of +8?C ??5?C and cut out when the
pereture comes to +25?C +5?C.
'25X1
The camera mount unit (Fig.109) is used for carrying the
;,rial camera and the indicator of radar bombsight PB.11-T.
mount unit comprises the lower fixed frame which in turn
is made up of two'braokets 8 and 11. One end of the lower
acme is secured to. the profile of the operator's console
;alder by means of the support, and the other end, to the
tyerator,s central panel holder.
Sleeves 20 of the fixed portion of the camera mount unit
:aeeive movable frame, ooaaisting of two posts 22, guiding
apes 28 and base 9 with spring-loaded shock absorbers 18 on
.itch, the aerial camera is mounted.
Shock absorbers 18 are held to sleeves 20 by union nuts 19.
To reduce the vibration of the camera mount unit during -
te take-off.and landing, the frame together with the camera
',tmtod on It iC braced with the aid of three spiral springs 4.
indicator of radar bombsight PEI1-4' is attached to the
ovable jacket by its upper part and to the pipe of post 28
'.th the aid of bracket 29. The cemers mount unit'ia removed
l installed together with the camera but without the.film
patine. To avoid breaking of the shock-absorber springs
?ing the aircraft landing, the bottoms of sleeves 20 are
-nod with felt pads.
The camera and camera controller are connected by means
is number of length of electric cord. Besidos,.special cords
.=-acet the camera controller with the aircraft mains and the
tenna equipment of radar bombsight PER-4. One plug of the
at (power) cord is connected to the socket of the camera
-troller, the other end of it provided with a plug,?too, is
-aed to the aircraft mains and engraved WINE (CTh).
Approved For Release 2Q'Q4/Q lit s:r.FA Rnp7s;03066R00D30005000 =2
Approved For Release. - _ - 3pgf j00300050001-2
-.247 -
(f) show the number of the exposures made.'
Arranged in the right part is exposure counter drum 8
with a division value of five exposures. The digital.drum in
illuminated from the inside. It is set at zero by means of
disc 7.
Three indicating. lamps are set above it. Red indicating
lamp 6 lights when the common switch is brought to the ON
(BK](IVEHO) Position. The green indicating lamp shows that
the film magazine functions properly; it flickers when the
film is being rewound in the film magazine. Yellow indicating
lamp.5?lights up brightly when the shutter is open all the
way out. When packet-type switch 14 is changed over to SINGLE
E7CPOSURD (0![YiHOtiHLIl), lamp 5. periodically goes out and lights
up at half glow. To get a good picture press the button when
lamp 5 has gone out.
In the left part there
lower portion of the camera
is a plate for making entries. The
controller is provided with four
sockets. Socket 12 marked 'MAINS 26 v" (C Tm 26 n) supplies
power to the whole camera controller; socket 13 for an eight-
pin plug marked CAMERA ( SANPA) receives the electric cord
oonneoting the camera controller with the camera; four-pin
plug 15 marked RADAR (PA,1,1 0JIOKATOP) supplies pulses from the
antenna circular scanning mechanism of radar bombsight PBII4
and pulses from the sector scanning antenna relay. Plug 16 is
not used here. The rear wall of the camera controller is
furnished with a dovetail for attaching the camera controller
to the aircraft main structure.
The principal mechanism of the camera controller is a
oamloaded relay which is an eleetro-magnet device converting
the current pulses coming from the antenna unit-of radar bomb-
sight PB[1-4 into mechanical travel of the cams closing the
contacts that send the pulses to the shutter and electric
motor of the camera.
To make the operation of the camera controller units more
reliable, the camera is provided with an electric heater -
which is out in automatically by means of the thermorogulato*
 The thicker pin should be connected to the plus. If this
condition 1s not observed, the electrolytic capacitor unit
will fail.
The other electric cord - the one of the radar - serves-
for connecting the camera controller with theantenna equipment.
one end of this cord is connected to the plug marked RADAR
(PAU0II0i(AT0P)' on the camera controller, and the other, split
end, to the antenna microswitch for the circular scanning mode
of operation and to the reversing relay of the antenna operat-
ing for sector scanning. The third cord connects the, camera
to the camera controller.
Idoant Ltnit of Camera 4A Plf~'~
The mount-unit for camera U-PA-1 is installed in the
fuselage between frames Nos 11 and 12 and secured to the,ope-
rator's starboard console holder and to the operator's panel
holder arranged on frame No.12.
For removing the mount unit take out four looking pins 6
(Fig.109) and withdraw .the whole mount unit together with the
camera. The camera-controller is mounted on a special beam
whose lower portion is secured to the holder of the operator's
main panel.
4. ELECTRICAL SYSTEM OF PJJOTOGRAPHIC EQUIPMENT
The electrical system of the photographic equipment per-
forms the following dutiest
(1) it governs the functioning of the camera hatch doors;
(2) it changes the tilting camera mount middle frame
over to the angles of 0, 10?, 15?, 20 0 or 25? in the direc-
tion opposite the flight in the B014DING CONTROL mode of opera-
tion,
(3) it sets the tilting mount inner frame at angles of
G?30, or 8?30, (depending on the camera mounted) right and
,ration;
50
(4) it supplies power to aerial cameras AQA-33!1, HA')A 30/
ad.OAP3l1
Camera Hatch Door Control
The camera hatch doors are brought to the required posi-
tion with the aid of selector 3. For this purpose one of con-
trots 27 or 28 is energised to supply power to electric
aohanism YP-7M which governs the functioning of the ;camera
Latch doors. When the doors come to their extreme positions,
cicroswitches 14 and 15 function to break the feed circuits of
{ tbo.contactora.
When the doors are in the open position, the mioroswitoh
not only de-energizes the appropriate oontaotor but also feeds
the following:
(1) lamp 2 indicating the open position of the camera
hteh doors;
(2) selector 4 marked BOMBING CONTROL (x0HTP01[b BO1.IBO-
"ARHR) - AERIAL RECONNAISSANCE (PA33 p(A), thus interlock-
,? the tilting mount not to be operated when the camera batch
?.^are. are closed.
Electric mechanism YP-7i! is D.C. two-pole, series-wound,
eversible electric motor 40 intended to impart rotation to
"a output shaft through the worm gear and two-stage planetary
:: uoing gear 39. Electromagnetic clutch 41 provided in the
t
1-cotric motor is mounted with a view to reducing the run-ou
ci the output shaft and for engaging the electric motor shaft-
tith the reducing gear.
Performance Date of Electric echanism YP 7!1
tad operating voltage ....................... 24 V
had shaft torque ......... 1.77 kg/on.
"-tod current ........... ............... 7.9 A
 .25X'
;indicate the required angle, and then button 7 pressed. As
result, relay P11-2 (8) functions so that its contacts Snter-
ack button 7 thus ensuring automatic operation of the circuit.
~--* power is supplied via contacts of button 7 and the eon-
;;cts of relay 8 to selector 9 whence it is directed to the
winding of contactor 10 by means of the appropriate limit
31tch (31, 32, 33, 34, 35).
Contactor 10 gets engaged to make the supply circuit of
chanism :SYS~-2 (37) which inclines the tilting mount through
'Ka appropriate angle. when the tilting mount reaches the
.cgle, special cam provided on the shaft and geared with the
21-eotric mechanism will press the appropriate limit switch not
,or the desired angle.
As a results
(1) the supply circuit of oontaotor 10 and the electric
c:chanism is de-energized, i.e. the middle frame of the tilt-
fng mount stops=
(2) the circuit of indicating lamp 6.is closed.
Relay P11-,2 (8) will be energized till selector 9 is
:itched to another angle or till selector 4 is brought to
ma P.Ec0NN.?ISSANCE (A3B1'.AICA).
In the second case (i.e. when the tilting angle is
.'creased) the middle frame of the tilting mount'ahould be.
,fret raised.to zero position. For this purpose selector 9
=:ould be brought to zero and button 7 pressed. As a result,
'h system functions as described. above and the middle frame
'f the tilting mount assumes the zero position. Then select-
:P9 is brought to the required angle and then button 7 pres-
c=d. It involves engagement of oontaotor 10 which supplies
3ner to electric mechanism LY0-2 (37). The latter raises
the frame 10 above the zero position, which will press limit
Atoh 23. switch delivers voltage to the winding of
'slay MP-2 (36) which operates to reverse electric mechanism
-J02 (37), its contacts closing ita own supply circuit.
"lectric mechanism 37 lowers the middle frame to the required
'31e. At the same time special cam provided on the shaft and
Approved For.-Release 2004x01%1.6': CFA-RDP78-030668000300050001-2; ,
Approved For Release :2 _ -03QW000300050001-2.
Intermittent mode of operation ..
and 13 connected to
and the
1 min. of operation under
rated load and 10 min.
of interval within a
:cope
above
of ter
down
-251--
of 3 cycles. The
can be repeated
complete cooling .
open, limit. switches 12
the cables of the bunch between the camera
intended to start the functioning of aerial cameras AA-339
and 11k~A-3c/50. only when, the camera hatch doors are open all
of-Cperation
Selector.4 should be brought to the desired position.
whenever necessity comes to prepare the system for DO ING
CONTROL mode.of operation. If in this Instance the inner frame
of the camera tilting mount is out of the zero position, the
voltage should be first applied to contactor 18 of electric'
mechanism WN~ (29) by means of switch 22; the electric
mechanism sots the inner frame to the zero position.
Only in this position of the inner frame will the power
supplied by selector 4.via pressed down switch 22 reach
button 7 and relay 8 which govern the functioning of electric
mechanism MY .~ (37) of the camera tilting mount middle frame.
The middle frame may be set at a certain angle in two
oases, i.e. when the frame setting requires. that a greater
tilting angle should be changed over to a smaller one, it
vice versa.
In the first case (i.e. when a greater tilting angle is
changed over to a smaller one),'selector 9 should be brought
Functioning in-the BOMBING CONTROL-Mode
 Approved For Release 200ai6-1iiI IA-RnP7R-p3066R00030005Q001-2'.?
Approved For Release 2nn fm (?I- R F,~ C a. 1h R000300050008X1
geared with the electric mechanism presses the respective limit
switch (31, 32, 33, 34, 35) set for the required angle.
As a result;
1. Supply circuit of contactor 10 gets broken thus de-
energizing the electric mechanism, i.e. the frame comes to
standstill.
2. Relay 36 gets de-energized. 6 eta closed.
3. The circuit of indicatinC, lamp g e.
ft contactor 10 has been de-energized, relay 36
r
Note : J. e
retains current for o while as its winding is fed
with the back e.m.f. provided by the electric motor
of mechanism' :~~Y'1-2 (37) rotated due to inertia.
This phenomenon is liable to disengage, the toothed
sectors of the middle frame from the toothed wheels
of the shaft. Limit switch 45 is provided to obviate
0
ouch a trouble. This switch is preset for 26.5
angle and connected to the minus circuit of relay 36.
In case the middle frame has tilted through more
than 25?,, switch 45 is pressed, thus breaking the
minus circuit of relay 36. This de-energises relay 36
and breaks the supply circuit of electric mechan
ism MY0-2 (37) engaged-in increesing the frame
tilting angles; at the same, time the supply circuit
gets closed to engage the mechanism in decreasing
the tilting angles. Therefore, the mechanism brings
the frame to the required angle and stops.
Electric moohanism WD-,2 is D.C., two-pole, reversible,.
series-mound electric motor 43.
fdain Data of Electric Mechanism y-2
.....
Operating voltage range..... from. 24.3 to 29.7 V
Shaft torquot iCC kg/cm-
rated ......................... .......
2(` kg
......
maximum ...... ...............
consumed:
. not
at rated shaft torque ........ .
at maximum shaft torque ........ not
Intermittent mode of operation:
for one-side rotation .....
exceeding 8.5 A
exceeding 10 A
1.5-sec. operation period
and 1-sec.. Interval
(200 engagements)
right .................. 30-sec. operation period
and 3-0ec. interval
left ......................... 30-sec. operation period
(10 oyolee)
The electric mechanism may be engaged in the same opera-
tion mode after a one-hour lapse. of time.
System i; aged in E REOON}'IAISSAlq V016-
of _Operatlon_
Preparation of the whole system for AERIAL RECONNAISSANCE
Lode of operation requires that the selector 4 should be
brought to the respective position. If the middle frame of
rrent
th
e cu
the tilting mount is not in.the zero position,
f eleotria meohan-
from selector 4 will pass to contaotor 10 o
t-c+.-of limit switoh 30.
fea 37 through the normally closed can
!iectric mechanism 37 is energized to raise the middle frame
osition
to the zero position. The frame comes to the zero p
m
f
.
ro
thereby pressing limit.cwitoh 30 so that the current
open
all
y
selector 4 will reach contactor 18 through the norm
?-2
UY
~
contacts of switch 30. As a result, electric mechanism
tilted
(29) starts operating to bring the inner frame. to a
rovided
position and then gets disconnected as special cam p
on the shaft and geared with electric mechanism 1,1Y^1-2 (29)
_-itch 19 The inner frames. will be left in
m a
- -
this position until aerial camera n-en
 Approved For Release 20041 G - 06f~~X9300050001-2
chile making an exposure the aerial camera sends a pulse
reaching relay 21 through cable X-14. relay 21 operates to
close the supply circuit of.contactor:l8 and its awn supply
circuit via the normally closed contacts of limit switch-20.
Electric mechanism f4/??-2 (29) starts operating to bring
the inner frame from one extreme position to the other.. .:hen
the frame passes by the zero position, limit switch 20 operates
to make the circuit of indicating lamp 5 and to break the
supply circuit of relay 21. rut contactor 18 remains engaged,
as its winding is fed through the parallel-connected circuit
via limit switch 19 and electric mechanism 29 goes on driving
the inner frame to the other extreme position. Once the frame
Installati3n of lectric System Units
Units of the electric system are arranged in the aircraft
U the following places:
1. en the ravieator's starboard console - camera hatch
or control 3, DQiR?T;t:= C^NTRCL C:Oh'TPOJ[b BC:;BMiAIEifi)
Loll (P.13; : ,LA) selector 4, tilting angle
;elector 9, button.-, relay 8, indicating lamps of the camera
latch doors open position and functioning of the camera.con-
troller for bombing; control and aerial reconnaissance:
2. On the tilting mount - electric mechanism MY.-2 (29
rind 37), limit switches in the camera controller governing
control and aerial reconnaissance
mbin
f
b
g
or
o
has reached the extreme position, limit switch 19 operates to circuits engaged
break the current supply of contactor 18. The electric meoben- (19, 20, 22,36, 31, 32, 33, 34, 35, 23), contactors 10 and 18
.lam stops the frame and holds it in the position until the ad relays 21 and 36 controlling electric mechanism IIYO-2?
camera sends another pulse.' 3. In the photographic equipment function box installed
Electric mechanism 29 operates in one direction all the m frame Io.22 - contactors 27 and 28 controlling electric
time, the frame being brought from one extreme tilted position xchenism YP-7M- and fuses M-10.
to the other by means of a crank mechanism. 4. At the camera hatch door: - electric mechanism YP-711
Button 16 may be employed for sending an artificial..pulse (26), limit switches 14 and 15 in control circuits of oleotrio
to relay 21 thereby providing a check-up of the circuit ope- [ochanism YP-7N and limit switches 12 and 13 interlocking
ration for aerial reconnaissance without engaging the aerial I"the camera control circuit. -
Approved For. Release-20p4/Q'1/l6 : CIA-RDP~$-03066:8000 `OQ050001-2
camera.
aircraft mains with the aid of socket 48K (24) installed on
connecting cable bunch between the camera and camera controller,
power may be supplied to the appropriate camera controllers
through socket 48K (17) fixed directly on the camera tilting
mount. The controller of camera'VA-f -1 is connected to the
Power Su~p~ .
Controllers of aerial cameras AA-33M and HAA-3c/50
are supplied with current through socket 48K (11)' installed
on the navigator's starboard console. If the serviceability
of these cameras must be checked without using the aircraft
25X1
 Electrical Equipment
1. To.avoid premature consumption of gasoline from the
fifth group of the tanks, the system of engagement of the
fifth group tanks has been modified. The pumps, in question'
automatically come.into operation for the standby duty 'only'
when the pumps of the fourth group of tanks are changed over
from the standby-to the normal duty.
2. For ensuring the installation. of the set of electric
fuel quantity gauge C3TC-60M (instead of the C3TC-60 set)
some aircraft have additional portion of electric cables laid
from the fuel quantity gauge amplifier to the indicators so
that the C3TC-60M set should be installed in the aircraft
without incorporating modifications into the aircraft circuit.
3. The drag parachute extension system of some aircraft
employs additional interlock for obviating spontaneous dis-
connecting of the drag parachute in its.container before the
RELEASE (BSIIIYCK) button has been pressed.
4. To improve the attachment of the tail unit de-icer
system engagement mechanism (M-3A), the bolts of the
mechanism attachment of steel 30XTCA are substituted for
those of steel 10.
5. The power circuit of the heaters in the front and
the rear pressurized cabins of some aircraft incorporate
additional contactors, typo KI4-200, with a view to obviate,
overheating of the cabin heating sections due to burning of
the contacts of the relay X-SO located in the electric
heater (unit 107).
- 257 -
6. To obviate accidental disengagement of the generat-
es I'CP-16000, the generator panels of the operator are provid-
,dwith special protectors for generator switches.
7. :prang-loaded lock is installed on the left engine
control panel for. locking the landing flap control selector
lathe neutral position.
8. To provide control over the voltage of the aicraft
storage battery and the ground power source, two additional
positions "AID{'' and."PAH" are introduced for the generator
panel voltmeter selector.
9. To obtain a reliable contact between the terminal of
the minus wires and the aircraft structure and to obviate
the overflow of the check paint, the terminals of the minus
Tires, cross section 5.15-mm and over, are secured in the fol-
ng manner: a coating of anti-corrosion putty Is applied to
the surfaces of the terminals contacting the aircraft struc-
tore, the terminal is secured with the aid of a screw, and then
the transient resistance is measured and the check paint is
spplied. .
10. The fuel transfer pump electric motor NH-650 is'replao-
edwith standard motor, type. MB-650A, having a resistor in. the
circuit for ensuring the starting with the afterburner ON.
le a result, the distribution boxes of pumps 461 have no
resistors 110-10-5 for engaging the pumps with electric
rotor ? -650 for augmented duty.
Besides, the electric motor MT3-650? has a compound exalta-
tion for ensuring the engagement of the pumps directly for'
mgmented duty.
11. To promote.the reliable functioning of the fuel
Papa, the circuits of the pumps of the third group of the
teaks employ fusible cut-outs !l-50 Instead of cut-outs 9-75,
Imd wirer c.s. 8.8 ma instead of wirer, e.n. 5.15 mm.
12. The feed circuit of the power supply sources is
clanged as the Manufacturerhrt8 substituted the modified
play A'.T-600A for the relay u;:P-600. -. Rclayc. '{.T-600A
3d A;f1'-600 are interchangeable.
S-EC-R-E-T
Approved For Release 03066R000300050001 2
MODIFICATIONS INCORPORATED
? 'TER THE BOOK HAS'.BEEN PUBLISHED
25X1.
 Approved For Release - - -03066RO00300050001-2 .
25X1.
- 259 -
20. parachute ejection gun feed line circuit breakers are
13. ror promotinC the operational properties, the r.torage
half-batteries, type 12C;-:: 55, 5: amp-hr capacity, is fitted
instead of storage half-battery, type 12C.`!`-53, 53 amp-hr
capacity.
Besides, half-batteries 12CATI-55 have lcnger Eguoranteed
service life (1 year instead of C.morthn) and ray also be.
The negative wire attachment bolt of the now-type storage
battery has larger diameter (10 mm instead of 8 mm).
14. The white light filter of the indicating lamp is
replaced with a blue one with a view to improvinc the visibi-
lity of the tilting nount A1,A%Y when employed for the aerial
reconnaissance duties in the daytime.
15. The dome light !1CM,-45 is installed in the upper
-portion of hatch over frame yo.13 and not on the port ^ide of
frame No.20 for ensuring the illumination of the-L.C. nose
wheel brace look.
16. For ensuring greater safety of the pilots' ejection,
the hinged brackr. t of lamps APY' )GL: and . n,1' %Plt on the over- .
head electric panel of the pilots is modified no that it can
move only in sympathy with,and a gsinrt,fli;,ht.
17. To obviate burnint; of the receptacle contacts of the'
ground power source when it is bein er.~lagcd, with the. ground
supply switch ON and for obviating the po.sitility of the
ground supply contactor engagement before the stora..e battery
relay disconnocto the aircraft mains, interlockirt; of the con-
cted to the double-supply bur-bar but not to a normal
Ober-
21. For controlling over the I
a white indicator lamp is co
1 1 u
feed circuit. The amp Is mo
ot panel of the pilots.
22. For improving the reliabi
the pum
noved and pumps with motors MB-6
Ord 23. group For of fuel ensuring tanks, engine s
ater switch disconnected, the co
nnected to the hydraulic
t
u-
r
ted on the central Ine
n
lity of functioning of the
s. with motors EB-650 are
p
tarting in the air with the
nnection diagram of the
p
,dreuit breakers A3C-20 and midair starting buttons are
25X1
,edified. .
24. For obviating the damage that might be inflicted to the
licit witch rods of the drag parachute release indication
gstem, switches BK2-140E-1 are fitted instead of switches
25. Ultraviolet lighting lamp is fitted next to the second
fame, port side, for providing better illumination of the
1.1s of unit Index 02250.
26. For ensuring the functioning of the fire equipment
stunted by the power supplied from the storage battery, with
`:,o shut-off and cross-foed valve oirouit breaker line being
",-energized, the fire warning system and the carbon dioxide
V bulbar
7liader control system are fed from the triple-eupplY
trot through the relay IT-2 is introduced. Mead of the double-supply buebar.
1 27. For ensuring greater duration of the pales sent out
18. The !danufacturer no longer produ AP17-t s ndu gtmalibt RPG 1 ; 2 - ttnegnide API7-25; 3 - ttaea-
..-..~ .+Pte-2; i - am unit AP17.18A; 5 - Indictor API7-4A; 6 - mdr-of op rs-
.rlecmr paod AP17.17A; 7 - d7 I or Y-660; 8 - coupling bot AP17-IE-
- - -w sec of rest {u+wet; 10- Mgget AP17-16; I I - roatml paad APl'-~r9;
..~m~ cssol pawl API?- 144; 13 - Iboe d Io i s of nuhcr recd,er
Oil; 14 - rrc. Fer 1Il'31-5811; t3 - supply unit AP17.12A of a RPG 1;
?rocuon box, AP17-3; 17 - seplidyee ?lt AP17.6Ai 18 - Jencltht boe
:-`t'---- 19 - Nvd post of anppppwwc fnt ootu AP17; 20 -- Hoge tree weeloo it
h -?1; 21 - supply bat AP17.13A; 22 - memo Iyilfer unit; 23 - mgr alt
3 112h a4 - tecelt er m d lbdlcsta udc API?- 3j[, 25 - mini" t cklax rail
~V-1",. 10$; N, -- taunt receiver W11-@.
25X1
Approved For Release 2004/0 000300050001-2
25X1
25X1
 Approved For Release 2004/01/16 : CIA-RDP78-03066R000300050001-2
FIG. 13- LAYOUTOF RADAR K ffl% )T IN AIRCRAFT
1 - "&*a . P-3(7 of aMw.xep.abr'. taht bmb.ipb, I'STI. 4; 2 - It'da1 box P13 .1.0da
Dear.. .4" PF41.4: 1 - ...Ra pearl P6 of apt...'. nd.r brrbdabt 1'841-4; 4 - i j.I.etd r.tti-
atr P1l; S - MW at P3; 6 - .pt.mr..Ioatmvlt re; , - j,....,.... P:;; ? - -.--M P..a
*I au .m.ilr.da "91RFS4-r'19 - i.[ampllr. cedcp.etl ..d dt.wc,w ba,4o; 10 - t'?ctia bap
P14; 11 - rd b.e&.t' ldleame PR; 12 - rvlt~+n-0~b"er'. -M.1 P-d P9;
11 badtt't t3o3tixec P7; 14 -.atma. Pi i.d- bmbsl1st 1'H:'- 4; 13 - vear-
.r .r den.lt 17 - s. Iato P 2; IF - 1r1 a.I1 of
c 4;r VICN 46 - i.a[ir c..=. Ilea. M.4'et
*Ww brbdiA- ..d tail 4 - tsa.po.du P2. 21 - Saar API'-1 a ndw p.atp,
IIPC -1; 21 - 45?? iuaaese AP1T ? 1 i2 - .tppt3 i1 API7.122 23 - leach. I.- A P174;
24 - sage arrfetlq rit.AP17.21A; 23 - I.td bsx APi?. ISA;; 16 - ems. .it 177?. 1121;
2 - I. rcd./ at* A1717- 1" m - t.ett.a b.da.or eadt AP17- 3Q; 29 - a.". tmplibe, .u.
AM?-'A; 3s -- awptl1F.e .AP17.14; 31 - Iea.Y.. b- AP171 12 - 4wL ea2I I.c da.40, r1'r: 1
web o.il "l2p2i:1-2^ .apdq -&-r 3) - iloR ban iat eata.ea AP17 ..d o pts 11131,-13 -
AP17. W.1 34 - Nothing b.mea AP27-16; 33 - to rd pr.1 API7-123; 36 - .cr e:rc& prd
APi7. 1423; 37 -. ..co s..r.i.l p ei API?- I7Ac 34 - uracti.a AP -16-21 - i-bnw
AF'1 4Q. 40 - bipb-"1I V -.damp] -
25X1
Y ii ~ ' n s,e r bz
,. ?oral ~Y
FIG. 14. ThAN3POl71)E1 ARRA11C2,4 T DIAGRAM
- rc.n.pmd,r Q.nsmiMlreire .a[!-.; 2 ?- .f. Mum. abirp 3 - s.t.p .da; 4 - d.Mntsr beam;
)..etl^ to w1w; 6 - cad. p.r1 .Jib c,bitrbd pIa$ smtc,u4
Fii.. 15. TRANSPONDER ALL"".. T7IIN
REACH OF THE PILOT
I - tn..pmder -it baud; 2 +,r.o.p..der datsct.c brtH.
.itb i.dic.t;np 1.0p; 5 - rnn.pondc feed ..itch; 4 - tta..padn
code panel.
r,-c-R-E-T 25X1
25X1
Approved For Release 2004/01/1 : CIA-RDP78-03066R0 0300050001-2
 Approved For Release 20 30668000300050001-2
1 61 A *6-13 -1 25X1
FIG. 86. ARRANGEMENT DIAGRA4 OFGt'NSIGHT IM- I
4 - I Ct boC API7$-6J(; S - rloje trlomlttinA unit AP1',? 2t.1; 3 - lircnh mu1. corioecuon unit APIA 11
PIoq!oroeetor; S - pro i..trom?t AP1- 1*A; 6 - trlo.cu.er I'llI - '; 7'- r.o?e de AP1?25; B 1utelno
I7-t; .eras co trol P1ncl API?- 17Jj; to - -- control ;;-el AI'1. LPI. ~; 13 -gia8 61rmn API7-16; 14 - fir .0 1 d?e; ' Ilj: 11 - conuol it ~el AJ AI'C- 7.j; 12 - iadieo-sAwP 16 - 1.41. alcklo, ?It AP17. 1B ; 17 - PP 7 I S - B.nB 1 1. oI juwi4ht IIf -it NC- I .nd c-l _ t; Ir 11f+G (7;
aol bo. AP17, .1. Trott tad 1o control mit 1-it B -.2 . I'_-1: 19 lone-.
i t
4j; ZO - recd .erirdtntor it AM?-1Jt; 21 - .er.o arplifitt colt AN?. aB.7: 22 1r - Plidtse -it
AP17.9,9.
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Approved For Release 2004/01/16 .CIA-RDP78-0306.6Rb.00300050D01-2`
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PIG. S7. UNITS AP-17 INSTALLED ON NORi2ONTAL
PLATE OF THE REAR PREWRIZED CARD:
1 - ym bm a mat AA17. ISII; 2 - wr -i u APIS-2;
5 - Metesr API7-1.
Fl(.. BS. UNIT AP17-12 INSTALLED ON FUSELAGE
STARBOARD NEXT TO WRAME N*. 63
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 Approved For Release 2004/01/16 : CIA-RDP78-03066R000300050001-2
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M. 09. SUPPORT 11TH UNITS API'
INSTALLED N NON-PRESSURIZED PORTION
OF FI!SFLAGE NEXT TO FRAME No. 61
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I - usireor-aprnror?s indicator PS/I; 2 - vaeidamr-7ndleIrls control Pauel P6; 3 - dg
voltage plus connector; 4 junction iced boa P13; 5 - cable No. 19 to coovol panel of csset.
OA-Pal. 1; 6 - regulated rectifier Pit; 7 - range unit P3; 8 - .dgcer ctwnecting dehumidifier
to alrrnh It rains; 9 - dehumidifier io the system of sit oopply to bo..bsight P1iil_ 1;. 10 - high
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Approved For Release 2004101/16: CIA-RIDP78-03066.R000300050001.2:-
13 - oodulamr P12; 14 do of aU supply m radar sight P6II-4; 13 - uidsalbnsb~ria{e
iodiaror P8: 16 - nariAstoc-operators gechroniner P4; 17 - junctin boa PI4: 18 - cable Na 16
for aetitsde salt OIll-Ill'; 19 - aaeiptor-bombar& s synchronizer P7; 20 - natipaot-
babardids toeewl panel P9; 21 - t..scei.er P2; 22 - staled plot --toe; 23.- tn.egsidsl
24 - .Deems PI; 2$ - tube coesectios air supply ..1.e to the aircraft air system.
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FIG. 91. INSTALLATKW OFTRANSCEIVER OF RADAR
BOMBSIGHT P111. 4 (MM P2)
FIG. 92. INSTALLATION OF C()!7ROi. PANE1. OF
RADAR BOMBSIGHT PIM-4 (UNIT W) AND INDk'A-
TOR (UNIT P!/ )
I -twit Pill; 2 - Wt P6 in or-doK P-idm.
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Approved For Release 2004 01/16 : CIA-RDP78-030 6R000300050001-2
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25X1
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 Approved For Release 2004/01/16 : CIA-RDP78-03066R000300050001-2
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FIG, 99. MODULATOR OF RADAR SIGHT Pl 111 4
ti1Vk"F PI U AND D;#IUWDIFIRR IN AIR SUTPI Y M. T! M
- Ae PI :: 2 - dhuaii.l,.r