RD-3M-500 TURBOJET ENGINE OPERATING AND MAINTENANCE INSTRUCTIONS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000400050001-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 59
• Document Creation Date: December 19, 2016
• Document Release Date: April 7, 2003
• Sequence Number: 1
• Content Type: REPORT

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Approved For Release - -030668000400050 - 25X1
Approved For Release 2003/08kf~Cr4-RDP78-030668000400050001-1
 Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1~
~~
~y-3M-500 TURBOJET ENGINE
OPERATING AND MAINTENANCE INSTRUCTIONS
V/K "AVIAEXPORT"
U83R M03COW
Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1
 Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1 ~'-"~
Chapter I
ENdINE MAIN SPECIFICATIONS
GENERAL
i. Engine type ..............
2. Compressor:
e
number of stages
speclNc features of design
3. Combustion chamber:
type ..................
number of (lame tubes ..
arrangement of flame tu-
bes .................
numbering ............
4. Turbine:
nupmber of stages ......
5. Exhaust unit:
jet enozzle ~dlemeter. ~mrrs
6. Engine rotor sense of rota-
tion ......................
7. Attachment of engine to en?
ginc frame ................
lurbo)et
axial-flaw
B
provided wl(h automati?
tally controlled air blow
off band control mecha-
nlam located behind sta-
ge III
straight-flow with indivl-
dusl flame t~~bes In com-
mon casing
14
circumterentlally with re-
spect to cosaine axis
counlerclockwlse looking
from exhaust unit, tak-
ing upper L.H. chamber
for chamber No. I
S. Maximum rating:
Rotor speed In flight, r.p.m.
Temperature of uses after
turbine (measured and rnr
reefed) at maximum rating
operating conditions, 'C:
on Agrround ............
In (light ..............
on ground with engine
anti?lelnQ system control
valve ON ..............
axlei?flow
2
Number of "emergency" ratios
periods during 600-hr life of
Duration of continuous opera-
tion during one "emergency"
non-ad astable
from 8~0 to 1161
Iett-hand, it viewed from
exhaust unit
according to layout co-
ordinated with Aircraft
Manufacturing Plant
MAIN RATINGS
Rotor speed, r.p.nt ............
Temperature of uses after tur?
bloc (measured and corrected)
at steady-slate operating con?
dittons on ground, ?C ......
may be used at a tempe-
rature above -16?C in
case of failure of one en?
ginc during teke?off. Af-
ter operation at "emer
gency" rating remove the
engine from service and
have it overhauled at the
Plant
4900 + Ib
- 40
in flight with engine anti-
IclnQQ system control cal-
ve ON ................
Duration of continuous opera-
tion. m!n ..................
NOTE: After operation ^t "emergency" rating the engine
may be run for 3 hours (il there are no rgaotu
to atop the flight) remove the engine from servke
and have Il overhauled at the Plant.
with auuasquent rrnnnovat
of engfnt (rote airtraR
700 tnu.
780 mss.
7t0 mss. foot over 190
during Ib min after ea-
gine starting)
740 mss. (to be verltitd
as expeNenee la gained)
NOTES: 1. At an ambient air temperature below -15'C
the maximum eosains r.p.m. on ground and at
altitudes of up to 2000 m Is limited by the
maximum capadty o- the fuel pumps, which
is regguulated by the wobble plate stop (see
Fig. 8).
2. As theengine gains speed monthly from IDLINO
to MAXI UM rating, eshort-term Increase .~f
qas temperature after the turbine is allowed up
to 72(1?C with gradual decrease of the lem~
ralure within 1-1.5 min dawn to Fhe specified
value.
3. In flight the maximum engine speed Is allowed
to reach 4770 r.p.m.
~. Possible variations in gas temperature after
the turbine at maximum rat(ng la ?10'C.
10. Nominal ratln?
Rotor speed, r.p.m. .. 4425t2b
Temperature of gases af-
ter turbine at steady-stele
operation of engine (mea-
sured and corrected). ?C:
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on ground ..........
in flight ..........
while air is bled into
aircraft and engine
ant[-icing system ..
Duration of continuous opc-
ration, l:r:
on ground ........
in flight ..........
I1. 0.8 nominal rating:
Rotor speed, r.p.rrr.
Temperature of gases af-
Icr turbine at engine sl~-
ady-stale operation (mea-
sured and corrected), ?C . .
12. Idle rating:
Rotor speed, r.p.nr.
Temperature of gases ot-
ter turbine (measured)
during idle rating, ?C ..
Duration of continuous
operation ..............
13. Acceleration characteristics:
G05 max.
15a. During acceleration from
615 max.
MAXIMUM to EMERGEN-
CY rating allowance is tna-
de for rnomentery increase
G25 max,
of gas temperature in ex-
haust unit (measured) to
800?C max.
I max.
IG. Engine service life before
nun?restricted
first overhaul, /rr ........
500 max.
opcretlon at maximum ral-
4200t25
ing, hr ..
30 max.
opcretlon al nominal rating,
hr .. .. .....
150 max.
operation at other ratings ..
till service life is expired
540 max
.
N O T ~. Wlten calculating accumulated engine opcrating
1750+~
hours, take Into account both its opcretlon In flight
and on the ground, taxiing included. One hour of
engine operation on the ground Is considered equal
520 ntax.
to 12 minutes of engine o
peration In the air.
non?reslricted
16a. Compressor air blow-oft
band control mechanism
1. from idle rating (1750+~
r.p.nt.) to maximum rating
(47001-50 r.p.nt.) wish en-
glne control lever advanced
for I or 2 sec., .. 17 max.
2. tram 1750+~ r.p.m~ to 30(10
r.p.n:., sec ... .. 7 min.
3. from 3500 l0 4700?50
r.p.nr., sec . ............. . from 12 to 15
At ambient temperature be-
low + 15?C the acceleration
lime is estimated as follows:
I) from IDLING rating
to 50 r.p.m. below the
adjusted M11AXIMUM1I
rating, sec. .......... 15.5 max.
2) from beginning of au-
tomatic control (35tX1
r.p.m.) to a speed 50
r.p.rn. less ittan the ad-
justed MAXIAtt'M rat-
ing speed, sec. .. from 10.5 to 13.5
3) from MAXIMUh1 rat-
ing (4700;-25 r. p.rn.)
to a speed 50 r.p.rrr. less
Than the adjusted "emer-
gency" rating speed,
sec . ................ .1 max.
NOTE. In case the MAX1MUr~1 rating speed is decreased
because of the limited capacity of the htel pumps.
the adjusted MAKIMUM1i rating speed is taken tnr
actual r.p.nr attained by the engine, with the en-
gine control Icvcr smoothly shifted to MAXIh1lrA1
rating slop.
The engine should show satisfactory acceleration characte-
ristics, when its acceleration margin is checked from 1650+
r.p.rn. to MAXIMLIht rating speed.
N O T G 1L'hile cbecking engine acceleration margin from
1650+~ r.p.nr., the time of acceleration is not spe-
cified.
14. Maximum permissible engi-
ne rotor speed ("overspecd")
during acceleration test,
r. p.nt.:
maximum rating ..........
emergency rating ........
4800 max.
increase of speed l0 50
r.p.rrr. from the adjusted
speed is allowed
15. Maximum permissiblF tenr
peralure of gases in exhaust
unit (measured) during ac-
celeration test from IDLING
rating (1750+so r.p.rn.) to
MAXIMUM rating speed
(4700?50 r.p.rrt.), ?C ...... 740 max.
actuates at r.p.ne. ........ 3800 F~
I6b. To ensure reliable engine
starting at ambient air
temperature below -25?C,
it is recommended to dilute
oil with 6.70 gasoline
(non-elhylated), USSR
Standard, (FOGY 1012-b4),
within I6-18 per cent of
the oil volume in the sys-
tem
NOTE. 6.70 gasoline may be substituted by starting fuel.
i.e, &-70 gasoline with I per cent (by weight) .~f
MK-8 oil or transformer oil.
FUEL SYSTEM
(Fig. I)
17. Grade of fuel used:
main fuel ..............
TC-I fuel, FOCT 7149-54,
or T-I fuel, f OCT 4138-49
aviation gasoline 6-70,
FOCT 1012.54. plus I?/o
of MK-8 oil, COCT
6457-53, ar transformer
oil, f'OCT 982-56, of any
grade (with or without
BTI1-1 additive)
18. Starting fuel pump:
type ................?.
number ................
19. Starting fuel pressure,
kg/sq. cnr . ............... .
20. Starling burners:
type ..................
purpose ...?.....?......
21. Fuel booster pump:
type ..................
purpose ................
number ................
transmission ratio ......
sense of rotation ...,..
f1HP10-3M -gear pump
with electric motor Mb'-
102A
independent supply of
fuel into starting burners
at engine starling
I
open, centrifugal
supply of atomized fuel
into combustion chamber
flame lobes at engine
starling
4 (in flame tubes Nos.
3. 5, 10 and 12)
LI}I-11Z centrifugal
supply of main fuel io
regulating fuel pumps
1
1.765
clockwise (looking from
drive shaft end)
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B 9 !0 Il l2 13
i
as zz zl
Fi l Engine Fuel Supply System:
g.
i -main tact lank; Z -fuel booster Pump: ] - tact shut all valve: ~ - Ilov mrler: ! - trxl oil cooler;
s -screen Inter: 7 - tact pressure ~suge Instilled et tact yumD Inlet: a - tact from nH ?B tact pump
throttle valve to 1711-156 tact pum d drl ultras vdve: 9 - tact wD~ly Irom f1H-I56 tact ump to f1H b
fuel pump throttle valve; f0-tact Iced Irom nH-I58 fuel pump Istrlbutln~ valve to P~sr7 f?tyfp pm~sni
fold: ll -fuel teed Irom 17H-I58 lust pump dlatrlbutlna valve to mdn lue msnltold: !! -fuel sd bYbi
fIH-156 tact Pump: 19-air Irom enQlne eomPressar to ^ccelenllon Control unlL N-veloclly head b
romelrlc tact control unll: !5 -- dr Irom enalne comppressor to slartln~ tact eooirol unll; if - [iH~lbb tact
pump; 17 -Clow-oil tank; !d - nH-4D6 fuel pump: 1f - Drlmsry lue msnltold: JD -main fuel msnltold:
71 -- Ilow-ot valve; 71 - dnln tank: ?5 -sir from cnalne compressor to dnln Unk; N - C?7iDM Iwl sir
combustion slarler: 75 - rir suPPly io C-300M sts~ersl~lina sluel`msnllold ~ ,1/ ntlllerllwilh return Pislre
starting fuel pump: ?9-eleclromsanelle valve; pressure asuae connected to Primtry tact msnltold:
J7 - Ianller; 33 - Pirel In ri H?2a8 tact p~rnpp' ~~ -lust
JB -fuel booster Dumb o~
! -barometric hml control unit dnln; !! - dsrtlnQ fuel control unit dnln; //! - dnln I:^Mn? ~ sm~i
between rIH-I56 fuel pumpp ttlends: 1V-drain Fran chamber between [ltl-2a8 tact pump tT d
draineae Irom Ilow-oil tank Into dreln Isnk; Vl ^nd Yl! - dnln beyond Jet nozzle edge: V 11 - dnln from
burner tact msnltold: /X - brat drsln Irom C-300M starter fuel system durini~ slarler aisrtlna; X - drsln
Imm cenlrlfugal aovcrnor of C-300M sNtter tact K/uldgqln~~I``I pump: X/-tact drain from combustion eham~
brr casino of C-300.~5 ster~e~~ nozzle udlephrrsarrrlrsssembllef ^nd engine lurbiner cnlna: Xlfl -lull drain
22. Pucl regulating primps: flfl-ISG and fIH?28G
purpose ................ supply of fuel at stertina
and service operation o
engine: control of engine
and regulation of prede-
termined engine r.p.m. at
all altitudes and flying
speeds (beginning with
automatic control speed)
when engine control la-
cer is stationary; regula-
tion of fuel suppl~ to en?
gins during acce cralion,
and maintenance of mi-
nimum permissible fuel
pressure at all altitudes
Transmission ratio ...... 11.95
Sense of ration .......... counter-clockwise (look-
ing from drive shaft end)
Automatic control range,
(engine). r p.m. .......... Irom 3500 to 49l)li t is
Fuel pressure at inlets art
pumps I1H-186 end PH-286. from 1.8 to 3.2
kg/sq.cm. -
23. Fuel Pressure In primary
manifold:
at meaimum rating end
different ambient lempc? ~ max.
ratures. kJT(sq.cm. ......
point of pressure measu? on primary manito{d
rement ........ ..
minimum permissible fuel
ppressure at altitude.
kg~sq.cm . ............. .
24. Main burners:
type ..................
purpose ................
6
centrifugal, two-cfiamber.
IMO-stage
sup 1 0l atomixcd main
fuel into engtne combu-
stlon chambers
14
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2G. Oil pump:
type ..................
purpcsc ................
number of sections ....
Transmission ratio ........
delivery section output at
nominal rating and 4.5
kg/sq.cm counter-pressure.
!il/min ..................
capacity of each scavenging
section el engine nominal
rating and counter-pressure
of 0.8 kg/sq.nn., fil!nrin ..
27. Oil consumption, kg/hr ..
28. Rate of oil flow titrougtt
engine at nominal rating
and al maximum prrntlssib-
le sod recommended tempe-
rature of oil at engine inlet.
!il/min ..................
29. Minimum quantity of oil in
tank at which engine apc-
ralion is still possible ....
3t). Oil pressure in main liar,
kg/s?cm.:
at "emergency", maxi-
mum, nominal and 0.3
M11K-H, I'OCT ti45i-53, or
lnnslnnncr oil, 1'OCT
92+2-5(i, ut any grade
(with nr without BTN I
addiiiccl
gear
delicen? and scavcngin;~
of engine oil
4 (mtc delivery and tltrcr
scavenging sections)
(1.A2i
G(I
1 3 maz.
'~~6
depends upon the lypr of
aircraft oil sy)stem and is
specified in Aircraft Ope-
rating Instructions
nominal ratings ........ from 3.5 to 4.5
at idling rating ........ I min.
31. Oil inlet temperature, ?C:
maximum permissible .. 80
minimum permissible .. minus AO
recommended .......... from qU to GU
32. Maximum permissible oil
outlet Icmperalure, ?C .... 1U5
33. Breather:
type .................. centrifugal
purpose ................ separation of oil from
engine vent system out-
let air
transmission ratio ...... 2.9G
31. Type of starting systenc independent, automatic,
consisting of G300:N
starter with accessurirs.
starting relay box and
tachometer generator
The engine is equipped with lhr emergency starting plug
connector, ensuring starling when the engine is supplied
(rum ggenerator operating at the aulorotaliun speeds in
case the storage battrricg fail.
35. Starter:
type .................. gas turbine engine
purpose ................ independent automatic
starting of engine
power output at gas lempc
raturc in exhaust pipe n~~l
over liBU"C, H.P. .......... 9fl I(ll)
fuel cuusumplion at starter
operating spccd, kg/hr .... In~m H., to Ifx1
sh,rler operating conditions.
operating spccd range,
r p.m ................ alll(NI 33n0O
maxinuun tcmprralurr ..f
gases in exhaust pier al
nprraling spccd, "C:
a) at ambient tentpcra-
turc up to -i I,T'C .. tiKfl mos.
b) at ambient Irmpcra-
turc above t 15Y: 7(Nl max.
maximum permissible
speed of slartcr rotor
(uvcrspccd), r.p.nr. 15UIX1 mac.
maximum pcrmissiblr
gas temperature in ex?
haust pipe during slar-
tcr motoring, ?C .... 800 max.
duration of starter op.?-
rating cycle after de-
pressing START but-
ton, sec . ............ ti0 max.
slartcr service life
(number of full nperal-
inq cycles) .......... :,00 (within the rnginc
screicc life)
The number of swilchings of CA-Iri9GM motor is max. 5
with ?1-minute irttercal, between them after that the motor is
subjected (u cooling during Iv ruin.
NOTE. 11'hrn calculating slartcr srriicc life, take into ac-
count only those starlings which resulted in accelr-
ration of the gas turbine ,tarter to operating spccd.
Number of automatic engine
starlings in succession .... not over a with d-minu-
Number of complete engine
starlings from 12CAb1-a,
storage battery (without
booslcharging) ..........
3(i. Tachometer generator:
type ..................
tc intervals betwcrn starl-
ings and a 15-minute
cooling interval after the
1lh starting
T'J~-I generator whir in-
dependent excitation
al starting, supplies pu-
wcr to command elements
..f relay box (signal rr-
lay) dercloping cottage
propnrtiunah? to engine
spccd
number ................
37. Relay box:
type ..................
purpose ................
number ................
operating cnnditiun. ....
att. Total cnnsuntptiun ..f fuel
per one engine starting, kg
:39. Maximum temperature of
gases in engine rshausl unit
al slartinq. 'C ............
tU. Time for gaining idling; r,!
ing spccd (1750 ~ ~ r p nr.l
after dcprrssing tiTART but-
ton, sec . ................
rr-a fi
automatic cut-in and cut
nut of darting units
I
allowable nun~brr of npe-
riling cycles 5, with t-nti-
nutr intervals and a IS-
minulc intrrcal after .-i
applications. "Ihrrc should
be uo more than -I :nrto-
matir starlings nut of 3
rcl:n bns ccclcs
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Fig. 3. tf300b1 Gas Turbine Starter Fucl System:
f Starting tort lank: 2 -- liner on enQ mr: J - loci dlxharae fo nNPIO~3M pump: ,I Illter on starter. 3 -tat eteclrana~neue fuel control valve:
5- THP-3P loci re guleting pump: %-TIIR3P pump Illter: a-calve for sulomatle ellminatlon of rspor locks: f-Rnd dettromst;rcetle fuel conlrrt
cal~r: Io - fuel maNlold: !I -mein burner: l1 -igniter. N -main burner return vaN'e: M- ^lomlzer; (S - ^lartlna burner retarn valve; !6 -- corr.
bastion chamber: !% -engine drain tanM; Id - dlseharize to Jel nosxle edie
COMPRESSOR AIR BLEED SYSTEM
IGNITION, ELECTRICAL, CONTROL
AND EMERGENCY STARTING SYSTEMS
II. Air fur engine anti-icing scstcm is bled from the fu11oK?
ing points:
from chamber behind compressor stage \'II to K'Jrlit
up gas turbine starter fairing and inlet duct detachable
+lntis:
from pressnrr balance chamber of compressor front
rasing to heat the inlet guide cane edges.
P1 Air. for aircraft anli~icing system is bled from the cham-
ber behind cuntpn?ssur strtge \'111
number ui flanges .... 1
:nttuunt of air hied al cn-
ginc nontin:tl rating,
kgihr ...: .............. lillUlll;>tl
13 :fir fur supcrrluuging pn?+-
+uriud ribiit, of airrralt
i+ hlc?d front the chanthcr
utcr rontpressur stage \ II
number of flanges .... I
amount u( air bled at en
I;inc nominal ralint;.
kg;hr .................. GYO ~ 211
tt f f .fir iluw rate+ indicated under Items -}2 and -V3 arc
r~~rrrclcd to standard atmospheric conditions.
a f 'type of ignition ......... .
t5. Bressler coil unit:
a) for engine ............
purpose ..............
number .............
supply ~ollage? V ......
tt) for starter ............
purpose ..............
numbs ..............
supply cottage, V ......
~ti. Starting spark plugs:
a) (or engine ............
purpose ..............
number ..............
It) fur starter ............
purpose ..............
~ibralory sparking
i:nHa-4p1
supply of H.T. current to
engine spark plugs
t
12 - 28.6
hn-sl
supply of H.T. current to
starter spark plugs
1
12-28.6
CtiH-~-3 of electric-ero-
sion surface-discharge
iQn lion of starting fuel
at atarling engine
~ (installed in [lame tu-
bes Nos. 3, S, lt), and 14}
C1I-55 AHM type
ignition of starting fuel
at starling ges turbine
starter
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F~q. 4 Diagram of Anli-Icing Decicr.
! Iron) rasing struts; 7-slarlcr lalring rhannrla used for dellvrring hnl air to lafrluQ front scrllan; ~-- lairing channels
used for heating antler aurlace of Ielring: 1 - la,ring menllold: 3 -~ dllluaer support: 6 -- branch pipe for drllvrry of hot ale
Io Iront rasing. 7 - av mlrl plot: ~ -control valve for bleeding ale Iram comprrs~or: 9-inlet guide vanes: la-Iron) presnirr
balance chamber
ai. Air blow?aff band control
mechanism for by-passing
air from cltatttbcr after c~m-
pressor stage lll:
lypr? .................
air pressure ut i,low-oil
band control ststcm.
kg/s?rm ..............
air reducer ............
nunrbcr ................
elcclnnnagnrlic air ~al-
~-c ....................
purpose ..............
number ................
atl. Centrifugal transmitter con-
Irollinq compressor air
blow-off band ntcchanism
tcpc .................
fransmissiun ratio ......
nunnbcr ..............
49. slarlcr exltausl pipe shut-
ter control fool included in
engine standard cyuip-.
lnent):
tll? ,i
:,2,i 12 i f Kl
2~i.~1
rurttrol of ale supply l~~
l+low-off band mechanism
I
L3~-3. rcnlrifugal, sint;lc
,httt?
aulontatir operation at
predetermined enl;inc
speed of elcctrumagnctir
air tal~r in air blow-off
band ronlrol ntcchartisni
133
type ..................
nunrbcr ................
50. Pneumatic c~+nlactur:
type ..................
purpose ................
M1l3K-2, cleclnnncchanical
I
IIK, membrane
aututuatic operation of
slarlcr exhaust pipe shut-
ter control mechanism
,i l 1 icncralors:
lt'pr ..................
sense of rotation ......
trlrtsmissiun ratio ......
uumbcr ................
Air cumprrs.ur:
tcpc ..................
pilrpusc ................
sense of rotation ......
transmission ratio ......
number ................
53. fhdraulic pump-
Icpr ..................
f-(:P-I80(>Ujl, shunt cxci-
talion
power supply of aircraft
electrical system
counter-clockwise
I .b7:,
2
AK-I;rbl l
supply of compressed air
to aircraft pneumatic sg-
stem
clockwise
11.128
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_:e
purpose ............... . uildinQ rrp pressure in 54. Time relay box:
aircraft hydraulic system type .................. A .gyp
sense of rotation ...... clockwise purpose ................ Ind it~ ht autr~uslk stul?
transmission ratio ...... 0A('it3 Ing or en~lne
cumber ................ I number ................
ti O T C. Type AK-15011, 435U~ units, t'C['-lttUtNl,tii genera- N O I' E. A3A-t;o time relay Iwx is nut tutnta6ed xilb Irt
tars arc furnished with engines. engine.
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Chapter II
ENGINE ELECTR[CAL EQUIPMENT
71u? electrical cyuiptnc?nl inc?ludcs the sources
of power supplying the aircraft and engine power
consuntcrs, the enKinc and starter starling units,
as well as the units rontrulling in-(light cnu?r-
gcnc)? starting, romprrssor air blow-off system
and entcrgenc}? rating culling-in eyuipnu?nt.
llu? l).(,. clcc?irical s~slcnt of the aircraft is
snpplicd from two ft:{'-IR(NiU,11 U.(:. generators
of IKINN) lk'` cacti. 71te~? are ntounled on the air-
rrall gcarbus.
I?:ach generator operates in collccU~c with the
following units: carbon-pile ~?ullage regulator
pVr-tit, re~?erse current cut-out inlay JI?ti1P-GilU~1.ti1,
balast resistor fiC-It3(}0(1, stabilizing irans(ormer
TC-!)h1. The cnwncratcd equiptn~nt is located on
the aircraft and used for pro~?ision c,f constant
~?nltage at di(fercnt engine spcc?ds. -hlu? cyuipnu?nt
pn,tc?cts the system against re~?erse current dur-
ing shut-down and idling rating of the c?rtginc
Ipn,tccts the sluracCe batteries from being dis
cltargcd), ensures parallel operation of Ibr? gene
colors, induces Ibr? amplitude and duration ..f
~oltagc fluctuations al engine l,an~ienl ratin~?,.
The starling system electrical unit. runttrri??
the following contpunenls: engine curd starter rgni
lion units tfaur booster roil Writs KII11?f-21'1, one
booster coil KI1-21, four spark plugs (;1111-1-a
and two spark plugs CJI-~iFiAlltil), engine fuel
system units Ic?Iectric ntc,tor A1Y-IU2A dri~ntg tlu?
starting fuc?I pumpl, clcclruntagnctic? fuel control
~alee, units srn?ing Ibc? C-300;11 fuel-air c?unthus
Lion starter (clcclrir unit ,ti1aK-2, pneunutlic? con
lac?b,r, starting electric tnolor t:,1-It(cll,.~1? taco
electrumagnelic (ue?I control cal~esl, and Itu? orals
ensuring engine starling control Ilarlnanete?r ge
ncrator TA-I, rclav bob fIT-1[3).
Tlrc KI]-21 ~ibrak,n booster roil is designed
to supply 11.T. current In I~tn t;J[ :,:,nll'tl sport,
plugs of the (:-3UU:ti1 slarlc[ and consists of an
induction coil w?iUt a breaker connected to the
primary w?indittg. The sport: plugs arc connected
(n the induction coil secondary winding.
The ~ibrator`? Kllfll-21'1 I,uuslcr coil units are
clc?signcd fur I I.1?. current supply (u (;1111-?}-3 snarl.
plot;.. -hhcy arc loc?alcd al the bottom sick of the
engine (two booster coils un thc? right-hand sick
and tau un tlu? Icfl-hand side). l:ac?It booster coil
unit scr~?c. onr? spark plot; (;Illl-4-3 and cum-
priscs two induction coils tvillt brcalu?rs and sclc-
niunt amplifiers.
7~ltc primary windin;; of the IU I-21 booster
coil and Kllll-l-'ll'I boust~?r coil unit arc- supplied
w?illt 12 2H.G L? current.
The Cn-5~>All;'(1 spark plops arc non-dclach-
a61e, shielded, with ceramic core insulation. They
form a c?untponent of the (:-3U0M turbo-starter
igniters. The sport. plugs ensure ignition of starl-
ing fuc?I by rncans of spark discharging bctw~ecn
the spark piug ce?nlral electrode and igniter dis-
c Irargcr.
1-he (;f II I 1 a spark plugs arc of the electric
erosion surlace discharging type. 'they are also
nun-detachable, shielded, with ceramic cure insu-
lation. "they arc designed fur ignition of engine
starting fuel and form compun?nt part of the
r?riginc ignilc?rs. Slatting tact is ignited by clec?tric
sparks jumping bel~eeen the central and side
electrodes. "I he spark plug yap is tutored h5 the
circular surface belwa?n l~ic c?c?ntral and sick
elc?rtrodcs, which is coated w?ilh electrode tnalerial,
di(fuscd by the clcctn-erosion ntclhocl. the coal-
ing is renewed during eecry ground starting of
the cugine as a result of sparking after slatting
fuel supply is cut off.
The ,'~1Y-10l cleclrir Motor with series eze?ita
lion is u( special explusiort-grout design and scr.
yes to dri~?c the III II' IU-3,11 starling fuel pump.
l hr? elcclric motor nominal po~cc?r is G(! lk" with
thr? currc?nl being t;.r; .1.
7hc? ,~13K 2 elcrtiic rtnit comprises a rc~?crsible
electric nn,tor ~eilh eleclruntagnelie braking dc-
~ice and a lire-stage planetary reduction gear.
It provides (or opening fat the beginning of start-
ing) and cl,~sint; (aftrr slarlingl of the shutter
Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1
 Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1
of Ute C-SOON turbo-starter exhaust unit. The
h13K-2 electric unit is controlled by means of a
pneumatic contactor. The pneumatic contactor is
of the membrane type and comprises a contack
device (microswitch). The pneumatic contactor
switches the M3K-2 electric unit circuit for closing
the turbo-starter exhaust unit shutter at a pres-
sure in the membrane chamber within 0.4-0.45
kg/sq.cnt. (the air is fed from the chantbcr after
the engine compressor), which corresponds to an
engine speed of 1850 -2050 r.p.m. As the pressure
led to the membrane chamber drops below
0.35 kg/sq.rnt. the pneumatic rontactur is switched
over to reverse supply of fire motor windings.
The CA-189GM series excitation electric motor
is intended for accelerating the turbo-starter dur-
ing starling. The CA-189GM electric motor is cut
in and out automatically by means of the iiT-4B
relay box. Automatic cutting-out vi the CA-189TiA1
electric motor is effected when the starter has
attained 8000-12500 r.p.rn.
The cleclromagneiic fuel valves are used tct
turn on fuel supply io the turbo-starter while the
latter is being operated.
ENGINE STARTING CONTROL UNITS
The engine starling control units comprise a
tachometer generator and starling relay box
TIT-4B.
These units ensure the required sequence of
starting operations.
The T~[-i tachometer generator is a U.C. gene-
rator with independent excitation, designed to
energize the signal velays, whose voltage is pro-
portional tr, engine speed.
The tachometer generatvr is mounted on the
C-SOON starter. It starts rotating from the mo-
ment of engine acceleration by the starter and is
turned off when the starter is disengaged.
The TIT-4B starting relay box comprises all
the engine electrical equipment relays, being the
principal commutating device when starling the
engine. Housed inside the starting relay box are
the following units: PMO-4B maximum speed re-
lay, KM-200 contactor for CA-189GM electric mo-
tor control; two PJIH-4 signal relays adjusted to
certain engine speeds, seven intermediate relays
TKE52i]K, automatic starting relay TKE53f1K,
KM-25 contactor for starting fuel control, KM-l00
contactor of engine ignition system, 4 resistors
for adjusting the signal relays and vne resistor
for adjusting PMO-4B relay. The signal relays
adjusted with respect to the engine r.p.nt, operate
in certain succcssiun, being supplied from the
tachometer generator. The signal relays receive
the tachometer generator pulses and make up a
respective intermediate relay depending on the
engine speed. The intermediate relay, in its turn,
cuts in the respective starting unit of the engine.
Starting ut the engine is effected automatically
by pressing the START BUTTON (with the engine
electric system preliminarily connected to the air-
craft mains and the engine control lever set in
the ID1,1NG RATING position).
CUAIPRESSOR AIR BLOW-OFF
SYSTEM CONTROL UNITS
Tlie control units (centrifugal transmitter and
electn,magnetic air valve) ensure automatic vpe-
raiion of the compressor blow-o(f band control
mechanism, opening or closing the compressor
blow-oft ports.
At a speed of 3800+50 r.p.m. the LjL1(-3 centri-
(ugal transmitter actuates the limif swiicl there-
by cuttingg in life electromagnetic air valve circuit.
The eleclramagneilc air valve opens compress- _
ed air supply (bled from the aircraft air system
via air reducer 52512700) to the pneumatic me-
chanism of piston type, which operates the blow-
off band control mechanism closing fhe compres-
sor pnris.
At an engine speed of below 3800+SO r.p.rrr.
the electromagnetic sir valve is de-ener ized, the-
reby cutting off compressed. air sttppp~y to the
piston pneumatic mechanism. Under the pressure
vi the spring the mechanism releases the blow-oti
hand and opens the compressor blow-off ports.
On an inoperative engine the electromagnetic
air valve may be operated (to closa the com~prea-
sor blow-off ports) through pressing a special
button located on the right-hand top side of the
engine (near the centrifugal transmitter}.
In case of fire the engine is shut down. which
is followed by closing the blow-off band and
engine nacelle shutters. This prevenfs the time-
suppressing gas from escaping the engine nacelle
space into the atmosphere.
To close the blow?off band. concurrently with_
cutting-off fuel supply and shitting fhe engQine
control lever to the stop position in case of Tire,
provision is made for a limit sRritch of BR2-1?EaPT
type which is interlocked with the engine control
lever and electrically connected In series with the
aircraft thermal warning units.
When one of the thermal units operates, the
pilot is aware of the fire by a Signal which de-
mands immediate action on the part of the pilot
to shut down the engine. When the engine control
lever is shitted to the STOP position, the limit
switch operates and makes the compressor blow-
off band close.
FUNCTIONING OF ELECTRIC
EQUIPMENT SYSTEM
All the relays, switches and buttons in the
wiring diagram are shown in OFF positions.
The electric equipment system performs the
following operations:
1. Automatic starting of the engine on the
ground.
2. Cold-cranking of the engine.
Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1
 Approved For Release 2003/08/07: CIA-RDP78-030668000400050001-1
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Approved For Release 2003/08/07: CIA-RDP78-030668000400050001-1
 Approved For Release 2003/08/07 :CIA-RDP78-030668000400050001-1
3. Cold-cranking of the starter.
4. In-flight starting of the engine.
5. Cutting-in the emergenr}? rating.
(i. Cmergcncy starting of the engine in the air.
ENGINE AUTOMATIC STARTING
ON GROUND
Por aulutnalic starling of the engine perform
the following operations:
I. Open the fuel shut-off +?alvc.
2. Turn un master electric s+citch -!n tl'ig. 5).
3. S+eitch un A3C-25 circuit breaker a9.
~. Start. the aircraft booster fuel pumps.
5. Shift the engine control lever to the idling
rating transitional stop.
6. Press STARTING (3A1lYCK1 button ??t~
and release it after one or in?o seconds.
After the above listed operations all the start-
ing units arc switched on automatically in proper
succession, and the engine should snwotldy gain
the idling speed in not more than 120 seconds.
When master switch ?1N is switched on, ++~itlt
the A3C-25 circuit breaker 39 cut in, the cun~ent
is supplied to terminals 2, 3 and ri ui plus; ron-
neclur 5.1 and to the panel