RD-3M-500 ENGINE DESCRIPTION (ENGLISH LANGUAGE)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000400080001-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 47
• Document Creation Date: December 19, 2016
• Document Release Date: April 7, 2003
• Sequence Number: 1
• Content Type: REPORT

Approved For Release 2003/08/07 :gEE-IIKEP78-030X01714011218?180tbte to
RD-3M-500
ENGINE DESCRIPTION
(English language)
SECRET
25X1
GIIOUP I
Encl./dad front ovtoniatk
downgrading end
dirtkruifisatIon
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
Ap-iiroved -Fo r Reiease-20L1244/07 CF/V-RDP78-O3066
Pli-3M-500 ENGINE
DESCRIPTION
AVIAEXPORT-
MOSCOW
-E-T
00080001-8
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
25X1
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Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
Chapter
ENGINE CONSTRUCTION
1,1%1-R441
tuit,
au unit,
tnionc uht-elkase J1341 atiess ry
( NI + umbio." ,4: tgar,e
g c,13.14 Engtos Left-Hotd 1'4+1%
t? Threw-Q.41,1N Lei F++.nt ww,
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
Approved For Release 20'4 ;
Sys:enis. ensures indepenaeut starting
o: the eng?irse.
with a 64 rreniure ratio corn-
pre:uses Use a.r entering thr,i,a7h; the intrt
an3 e:ei`oveits it into the cortihustinn chamher.
Auti?ne third of the total amount p; air is
chamhe7 the ato-
rn..-1.3 fuel cleiivce,1 through the :nain hilirtiers
anid takes pert in Cie combustion process.
0400080001-8
Attachment, to
2. SPECIFICATIONS
I. General
r,"gi?ie
Ti!, of entine
C.:impress:4
tylle
eirtItilvti UNiallei
;eV,: 1'41
vtimA6.41..or sa;
at trralliftt,rr
* ". !! 6 1.
Kt 1st 5e0
turhoier
serail *Sum
7.2
6
P
Fig1 pa.,-3M-5cf, Fria itr Diagrammatic View
5e1 - 3.!-- - yi/43* ace 46.mott,:,
- ;.; ?a b. ? .5, ,5-2rid s;?;,;,, .13"c 4r, 2. , /rve :A- blvir - -
- et ,*-a U -turt.tat shah
The reiiii.,y7ine ."3. mixing with the products
res...aces their terriperetre to the
is consistent witi, the heat-resisting
?n- - ? ;
?cp:.?,--7,:s?on r2j:0 3.5) utilizes part
? e n..?t ases for ro'.aling the
- The remaining esiero?
inho epi.itie thrust in
, ? ,? up of the 70-111757e5Ff31-
. t!ie
incorporating a
3, mc?unted c'in three
? , -i-ri st.p.pc-rt 9 arid
CI. koni
? :5 1115!. tr. rrtti
.U t,n 4 the
' " ????t.
; ? :;?-uss
k ; r-ie 2sse.7r7.ily
.; in .
?
;
r5.;?' "ipr
Pecntsarities of design ..... ? .
:oasts:Mien chandser
type
.51...,6,69e1 of flame tubes
uoiribirring
tr? ,e
starituer et stages
Es!lai,..-1 unit:
uiatierter sfJC liozzle. nun
Engirhs rntor matins
Engine to-isoiant attaihruent .
I) ^ ant= le,qa sapptying
sir ficir;d iii
- tr.in diarr,tyrr attrr corn-
kresse.-: l'av VII kr ttaatin%
stirt.zr kiting 41;$1.1 ar=3-ini,/
struts.
? fr.,rn preatura batArwr
atiartiNir of t',121Ptea.r.?5/ Iran:
.;
-E-C-R-E-T
autoirtlicic air blow off
meeiltintrai for Jelfvrrl of
air from dumber alter
3r.1 Map
strairert-ficir Pith Ind.,.
444 gime tubes in coo-
mon ersaiir
14
tireannterentlatly *au=iu
en-
gine axis
zourder-dorkwise
from estiaust lOiteisc,
and taking upper kt
&amber los Ohl. 1 rinanin
bar
axiat flow
2
riion.ststable
seua?istit
raunter.rto:ku !sr to-to.4.
from flora:1st unit side
acrissaling k Liyotit clot-
dared ikith A?rtrafi Mr-
potreturing Mani
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
7
"."
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Approved For Release 200
casirtg tar hirat!ng rant ed
gel of guide sane asserrIbl.,
21 flanges cin cram:ft-soar cas.n...,
for bleed.:-.E a;r tri ihr:rafl
arm-trot; witetn
no-,/her 4 flanyas
p.Ant of air beid .
*mount of air bird at II
!Mali ratirtg
31 ziange* ?-nt contrtrefs,r
:ncz r i-
t b:eeef alr for presui
r,red
nurnher of flanges .
sari!!
Lr
01
rorn;,.,s !,or. CI Ter fra-T.T:Ti
nff4,3-Irlz t 113 (krtr
ft:tno-t
; t
Cti 1 5, Part I. Pz
r/
trona
stage tili1
Ann1)?10 kelt
4
fr -,. a
.Ii
is ref,. 4ur
ht..: r *hove ,r1.4
stiis
2 trys7.ent is .suti!riert in
I t7*,
14 a I. Vezints
Etinergencr ta mai: he irrod at
:urr* r.r r*
1.*?;..r."f ore engine
daring take off.
AltQr0 at emir-
y rrtiri2 lb.! el, vine
to-n t.nr,e
hours prl:WF treie ITV
no 4- szuf.Nng
flight. Then tho rogrue
lot rem.ive3 Iror!
sere and
the Plarn.
491.17.1-t
itot,?1 Apre4, r p
si art-1 krit eigfaVtit4 to a:ran-Jar!
nix, ArZicier, of the trIt'AV.tIVIK railniZ can he cheriked
r?- - R P.M shier,
1714, 11..o On 4 rellrIed by Ow
1,AV IrrilpeTTatlips
17, t ? ?T, :lir rAtes ,;tncy i'ftt are not
aT::!
? s o2 Or en:7Am.
s y reir.? and arreterr........n,
: )41 a. r.J;ine at,
dt or 1.,.1
*.e
tr
nn.4
! aszt, aut,,sequenz
Of
2 rttnt
4: ire v ? si
0400080001-8
Attachment to
?a ?fled
wab etch* sati?sciai aysteue
aatral
:21) teas t
110 mix toren so-
aerate liciC # Art (Fa.
triZed -a4 rape-
gr-nr?V;
- 171.1
As? 27C mottost teTreitere:. t t -r.
R P M oo gronin d and at :dos L.; fr 2:4.0
by in* Mai, IMAMctpoe of the !J.' 7.;.ancl
fian.ted by the wobble 'tare %ton
Ri..tor Into! (vr..rnedi :t
contirl fete: ej. raz,ng si
r P
4 s-
'iiztes tt At !...e Prig ne 4"N/4 - ?
MAXIM( M a
toffeeerature Ifit.r ti/e
TVA? Idith tre?N,1 ,:tr?r.f.q; ,
wnht;?I Ph& rWn
if Te tes:grerature a rases the
read r,-;.! the ind!,..7:.!-3- * ? , ?
ef..r.sed b fo-um
the ?- 't',',1
3) III Pt ht. l'SZ- --
sperl 4 ell ..4 frfi ? ri
Part is !tabled' to more six?rritv LkETC.r
:Nominal Rating
Rrlor speed. ,
Temperature of gases after turbine. -(.
- ml steirly -.)peser.: (rnefre--.-A
arrd octe.attli , ?
in 22 got
---s-frVe air is be.ag -r.i
2:ne end
cf cac;:rivairs i?
(?n. CT
ii 'Ott ?
roan
CIL
RA hli:irninal Rating.
Rotor spired. r p .
TeMper re Of gases afiiir zia:--m..--
ime.ssired and antes:red) at stesdy
operation. T
Idle rating
Rater veva, e p in.
Terrifertiture of gases4. f
1tf
1.1etiel).
I"uraf.a earr.ins::.,:s eperat,ort . p4 r,....,?-rs-zed
toi cr&z.tf *peed
test fezrre-Jr-elli, r. ? . ? --
Ac;tiferat;rr; s.
I? frog Idle rein (17504
p
*kith 'tine cor.:ro!
?-2 sfc,sirr "7 ri.:11
At ant ;erg teniversvart
the 4e2tnotimi Woe rr&y be est.riat-
ed fto IDLE re...irz
r. p. as.) t450 P. p. in. betcrw
adjuste.1 niarinntri rail r_7,". Sp,!.- ? I
Unrier
time It, sec sh-litc -i.i. 5 11-,11-
21 !plea 1730.* r. P. '1,
p. re_ sec
The engine 11..rald shcw satisfl!r,r,
acingerattrin tharacterritizo v.:7?;,-r"
21Cteitr&ent ohecke-e: irYrn
? p. Mt.
0 te. While rheciVrig engine ao.se'er bfl
r .1 the ;77* 41 ,c...7e1,kr., -Ln
3; fr-to
trot ? r
p
from ter
stfair.liM
54k1
I 7.4 ?-"n*
ntaa
-
-R-E-T
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
25X1
25X1
litere
NIS
Approved For Release 201
3/08/07 : CIA-RDP78-0
At art.ths.-nt temperatures beios:
it is a::...sed te estimatt the acce4e-
rsi?ori :ne lr.ns heginn?ng 4 auto-
r. pIn) t, a
r a Pt. 7es-1 thai ti
r.e ti0 he
%RS fulfil 0ar..14 14 .0*
a try p
??? ? t`-.2 1.!;u5trA erre
sces':eraion test (-oversp?zed-l:
f ?????
- el;sef:felic.
%.?ertnrris1?le terti,er.i. -re
S, es is"--.12
:
1 1-, Yt. exinaLost
? ? ?C
13.3
4 mac.
4e4X1 mat
tzt?r speed Is 311.s.
*seq. tn se ss 50
r hIher 1,5an
salue
zt;?
'-s fls5flin gas -tuer Attire after the
1. ?-res'--'Sr
,
? r 07er.:tt771.1r.
r .
:+4.3
150
thm -..:. ? r
r-, i erg ne
1.11e Ti.fi I is zi?c,antrtt Yi. as e,rupared
, in engine cr421.*.,on ;n the air
FUEL Sli5TEM
.-.1??,4t! :1 rue5
? fur!
startjng fuel
51,-..ng pomp
a?
'
...
+ .....
IC-I hie!. CCACT
:149-5; e: T?1
ft..XT 4115-49
:via lion gasoime
G-70. 1.134.1 101,i LS
plus I'S (5- wisioht)
of MR-4 oil, FOCI
6457 53 or traiis-
torm.er oil. FOCT
94156 of any grade
(with and wiltessit
Brld-1 additive)
i gear
pump with
Mg-'02A motor
indeptaident
ri fuel nat. eniaMe
startmq burn-tn. A
starting
I 4-4 75
centrifugal
aul.tply of ):?tatired
fuel t ev;eme start-
ing
4 (in combust.m
rharribert Nos 5.
111 am.1 121
000400080001-8
Attachment to
Fue1 bons! pear.
bYPe
WWI
eentittu44t
supp1! of Mite fael
40 rtgufatIng fuel
fratisinission ratio 764
ekkklviir Ilastileng
m
hum d,' -et:11
rotatiun
norher .
pressure at 1.1,H-lA basast pump
Inlet tabs). fig . ......
Regt.:st,ngisd pip*
t)e.e
trurfloaa
0 16? 1.6
nkt-Iss and
nti-2,3D
supply of fuel 1.
starting and
Crilttert
Control r.1
and iatz ol
predetermined ee.
gine 3 P.M. at all
altitudes and Ey-
ing sperla 0c:2n:u-
m& a itn au. .? mast:
contvrt Speed wa.%
engine c....,r!rA to-
Ver statizitirryt ke-
ghtga.-n Of Lel
suprly ta eld:ae
during azzetefil::51,
and mitntensose if
minimum psrms?
sibte fuel pftSiurt
at sit altitude.,
U?ansmirai,lo ratio 096
rota,ien tou nter -s lock
(lock.ng front :kite
end)
arrt-ritatk crasfr4 range. i. p.
prnsure it pony' inks. kg,cael 1 8-32
Main burners.
type ........ .........
pUrpOrie
? " . -
air:thee
Fuel pressure hefere main turners
kg (AO
point a pressen measurement
ceritrifugat.
supply of attmtized
Main fuel en-
gine coota.st,.?.1
chambers
14
66 mai
on prunaty tranl-
fold
LURRICATING SYSTEM
Oil grades &Meet ?AKA TOCT 6-27 53
transforrium tit
rocr 962-56 of
ans? grade (al5:. or
wiih.tut Bill 1 ad-
d:oat)
Nf-tes. 1. T., minute roliable eghe st.-.:t1ng At a,rh:m.
air tfCreeraturef helate ? 2VC tt tar?-esinivier,-.2et
to dilute the oil with ral-nethylatel 6-70 gasc4-10.
rocr 1012 54. adding 16? 1.-fh, of the Oa
in lb. system
3. 5-7c. gasolme !nay he substituted by start:11V
fuel 111-70 gasoline with. 1% by weight or M.6t 6
ti 1 or transt-,riner Olt
Oilnonsurriptit.n. lb mix_
Rate (A eet flow thristica the rtgSne at
nominal rating and at maximum
permissible and rec-nimended tem-
perature t,f oil at engirt'. inlet. Si u-iici
Minimum quantity of cal in tank at
whkh engine operation is still pos-
sible
S - E -C -R -E -T
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
deittnsts upon til`t
of aircraft oil s,
-
Mem and it ariv
lied in krcraft Ope-
rating instructor:a
25X1
25X1
25X1
Oil pressurp in mein oil !int% wee.
?at emergency. maximum. not rist
/obi OS nriminal ratings
? at idle rating
P.int rJnt pett,sure transmitter
istion
01 engine inlet lemptralure, ?C-
- mail:111in, permiss,ble .... SO 4 r:-..- .'..! : ,...;. , ?-?
?finnan-um prtmassible .... . io :: 1 .". ,..,".?
? recommend...1 11-501 c.sit.i ?g n't-r 1, et
3:taxi:num permissiSle pit oiiii,r tern
er 5i.1 c.,:-.:.,n
rerature. "C till,
"1,.cb. ?Vet*, enter .,E "te
Heattrxr.z.fet to oil at rrin.n 14 'atm?, ?T.1-' .-- ?-.-- - .1
and at maximum porrniscl,t, t-tivp.._ ;..,ti te - ? ? ?
rature. C.ai:rtarn . t(X) rnae. j.,,,,I,,ase . . ?, stt,-1..7%-! '-`..r.sat.e?
Oil pump:
type . .... .. -
purpose, o."1,.ty 1 ?,...:1-
?:r1-..,,:.--,.! + f clole
r? nate. td er.g.r.e scerd
eumber of sections . a in .-,--in C" ''...
tSpa. -t."?????.:try
Pn'-i.: S....
tengmg 3.ect... n t:. t .
Be:Livery seelt-,n -,,r -. .?-----, - 4.,t,..-':???,:t..:,:-?:1
tr3n3.1:-arn rsis. fl,)' / , , a_.1 ,...t-_-,...t. (A
canazOs at n?-ertntl *a! rte 1,1 I ?, .,,i. :-?, a..-trit---,-; ..:::i.a
kg rot' cr,u.ter-preSs :re hr ,,, n.. (P rei;t cpr-rsf.r, ?sz c'.'..",,sra .",....: aiinsir-i-a-le na:?i,ii;
Sta:.entr..ig sect,- tts
, i, ed Clet.:1;ae c-,
..,innvniss:.-,n vit.', . tria4, .,._ .4...? 5 orttl 4-ms-
Canacity at 11,.trunal raltts.? .-vsi ii N , '..fatte inter ?als an.t
agfcrryl cr,,,,,te: pressUre let nr." .. ? * 1.7.:1::.C._;.4.? ::,.....r
tit etcl.Un . 1-c% 7,.,.? ',.2.1 el,-er
2171 sec: .:,,:s . , ra'atit
ir,1 -,e,.-t?,-.1 ,',I ni- 1 :iit..ftLi be ?:::m I-a-A...? ..
Rn.a!ile-r : :tan 4
t...pe . ,-eir ::-..i - -1-*--.4 st.Irttr ,1 ..1t.
purycse .... "1 4 --ncTIt :-Ig c?ytle-$ vi-
fi .i$ i. ,,f ::.? %.f.At -.4 ?.i.=.-- WrIt ????a
- s'ett. ,-,,tirt yr
transmission ratio ... . . .j.;16 Te,ta2 cOr44:111t,F,1 C.4 tad per ear, alt-,
R;r.., sierc; iig 3 rns:i
ttaelrn,.., P.-a-nt.er ,1-4. ?,,: 4,-.,,,,, -0.:,
eine .-di2t;.4 'and at star. 1-: 4. '.... . . .fAX) Wax
Lake Isi- gaming iDLE rati:1; speed
STARTING SYSTEM i i'''.rink - p 4:1 after ii*less:ng.
START iii.::, 0. see 12,1
1S-4 5
I rria
on pine ii-r4itig
intntned:are
yeti, aftin-c r,!tef
80001-8
Attachment to
Ktunber Of at ,m GULF; tait.tga
steteerts-,oft 4
0,:-.47sr
oper,C-7, est:?-",
sta:te, .
bet.reinn s
ar.d a
t
er 41h st:r-t,r,4
tv.4. i?t starting sss".in
ride?* rid.41t
,ilt).t1 tz ?
ty,i
Wet
gast,.bie re
74 ? strn,;.,ig
?!
:ta cas temrwr itufc 11Y
4 ? it rt, (1,0C. Fl P 11,t?telo
at o?rato speed.
^--i,-..1t1.1A. A g
et .1-4.11!314 Spessi
Al ept -I_
4 t:, t e,tat
+ E.' AO rrNia
? :r Irt.; start- : -........n.r400' rni1X
'77n...'1:117777 sp,???? I -?r
, I IflJ
St AiieT tr:77: 4i' Mir
-1- 1,11
? :7 7,
+ 15 711741
The? engine is ent1":11:rd V.ith i, Vir,..e"gell'ery it:irt!.11
,?11:-.,,,.toe tt'" erging fr.su ge
nerat,-t-s ti t;.,n storage 1-,:-..Lery
The use o: crnyi.tarCrtg is Estserr:ted tite 3;:era!
:rag le:strecti,-rts
IGNITION, ELECTRICAL AND CONTROL SYSTEMS
cf... . ... .
?
type , .. .. . - 2P1
Pilr;?34;-' .... - .. ? ? - ? - ur H. T
rent t,:,erig-?tte s;".ttis
, _
ric-ctric rr?s.s.on.
ataface
from0 C- coila
Plugs
4
supply cottage. 'V .... t2- 2S6
Startlitg seark plugs
cnii-4-1
ernSi s
rturf.:e tsise
7:-,rro?e
fliel et ZLZi.ie &tett
Ina
4
7
_
-E-C -R-E-T
7
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
25X1
25X1
Apprzoved For 03/08/07 : CIA-RDP78
basil ratebanhen for by
a?r chartik.- -
pressor rouge til.
r tn a, Land
A.- r7-.f Ji:CT-
r.L r
At:t etee,rociagrietit sir vette..
1?rt
?
1r71.Zt.?r c-inntrot.ing
tl,a;
I ?
`X.:7'XF
ex!!4:ist p4iye s"nl'ter
inzia,:e-t eng..ne
sta-:,!ard
type
mici$,er
cctirei mecharusru:
iypr . ......... ,
.....
1);,c ? - .... ?
Grs
?
25,M. electriernacre-
toctrol of air sap.
ply int, air
el hand rrusitacis:i
1
133-3n
CentritUal it.
th.ty
at rode-
territleit crgioe
spee& for autoraa
tic cperat..:,.i
elettnirriagnetic
.i.tke in sir biis
uff &Intl
mcctrjr?am
1_33
MaK t4ecte
eta:nice?
1
wi.:4MT-2.
tronagnet
MittlintUM
rst:r.g speed and
mzicting gain .A
emergency val:r.g
spre4
UK. membrane
Lratc CO 7--I
or st-u-ter eshauit
sbutter cori_rui
rrntearillni
AIRCRAFT ACCESSORIES
vassk.is Tato
A.r ?-:-,..raprtSsor
rcP iFieeNt.
shunt-excited
imPltlY of strcret
electrical systeci
ntastiter-ciockwise
(rum dr. c
et41
1473
2
Agi5,
rectatrranng supaiy
of eampressed air
to atra.tt pneanu
Le ur:its
cl-xiculse (foolc:,./
from drive end
ft
1
R000400080001-8
Attachment to
-
Fiydrmak psanp:
type
purpose
roi.tfion
tranarnission rat, .
number
...
Note AK- :NFL ticsnie enj rcp
are I n,cet .tt reetlig,hes.
43513,2. Nor:4ft
1.12
ture in iirrat
tit With.'
lirsetl strike err741
it Vier
3. ARRANGEMENT OF UNITS
The engine incorporates three acs:sss(iry oes.
namely: the RH. and L.H. i?at,:crnriettiate:
loeated on top (4 the compress--,r !Ion: caon2.
at 30 to tie vertical axis ot tuec11IflC. a.
Lowe i drive located at the r:1 hand b0ty,11
part, also at 30. t.) the vertiLal avis ;)i. the
The R.H intermediate drive a,:tuates
AK-150}1a.ecnipressor. whereasthe Lit trite! ?
mediate drive transmits mutti-,ti to the centrifu.zal
breatner arid has two flanges for :he engine tas71,,.
meter iransmitters.
The nr-40 relay box is installed between the
intermediate drives.
Mounted It a common casing on th I Ave;
drive are three scavenge oil p:imps and one
very oil pump; besides, there es also the 1111-1:1.
centrifugal booster fuel pump with an anti-ove
pressure device.
The R.H. and I_ II intermediate drives"'
mit the engine toetitte to the engine whe-..si.,?
and accessory drive gearlu-A. respectively.
units are located on the top of the compress,
middle casing at 30-' to the vertical axis of the
engine.
Itteunted on the engine wheelease are f1ii-2Th
and T1H-151i regulating fuel pump:: Wl..3 eetly,
Intal transmitter which controls the air h! ii
band, and the en;;Me ot! litter.
Two TeP-0.000M generators and the 45C-1
hydraulic pump are mounted on the --:-eess,,r)
drive gearbox.
The E11114-2P1 booster coil unit is located
the middle caing of the cempress,r. between
generators anti the fuel pumps mounted on ths
engine wheekase
Mounted in 11-e front part of the compresver
middle casing (lop, left) are the ele;.trarrtagnetic
air valve and the air :Amer 51:421k: the pneu-
matic contactor and the C/1-244. unit are loeated
on top an:: to t!.t right The ft:w-olf tae- is
mounted en the t?Atpresscir middle casing, t;o6ci
the engine wheekase.
In the loteer part of the compressor middlc
casit.g are located the slatting
pump. elects4magnetic fuel valve. flow-off
drain tank and t141 lalli4-2P1 booster coil iin0
? The term, ani `rtrg:-...t-eard*usarl e_
Mariu.'..refer to Lb, 4,1 jr-int (.1,4jvre,r_-.? -
eng,v,r trien t.r.e A. -.!P Tr.:
'rear" firer to thir sir inlet and exivis,ei unit eri:f
eng.ne. respectiely.
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On the rear casing of the compresstir are located
the main and eterteefe. ;eeloid-S.
The manifold for disc'eareing elf from the
pressure relief chameer of the compreSeee 'err
easidg ie located on the codebustean chaneti
casing,
The preseure relief chember.hf the eoreptesee.
rent casii/4 communicates with the air dieelesee
mainfeld through four p,pes installed bete-tea tee
flame tubes. The filth p.ee is esed fr measur;ee
presilee in the fill.55Ute el ei Chan*et.
The engine is fitted with two interceneeeed
fir m1iuddr, lot delieeriee fireeneuishine
flue! ;leo the engine na...elle, 1 nseessary
Not,- tts.
frtit: 77T: tLf.i, eirregis
The C.- Ve 0.1
the.
AT;
Thc P,11,
the P.1.1%1
hie
This .??:r
der...r?.p
(:t
the !te
pehe '
ttit4T TIP :tarter is laetereet
iS
? fri?r
i; a modification
r:lcc.,,ii,rales a Dumber Cif
ex.end its sereice
4. MMN P( 7
B E IN t.177... ;;
bree techree-al
1.)1h..iy with
e eeeerie
D IFFERENCE
AND PA-3M
;11 t.er ????!,2 ,*,?ei 4th stage
c!?Fi
1 hitare mark' Oif
maierial
inled with a preesed-
ee iieeeased interference ittid
sfiepe
c,,ropi,(scr 1Ld..h Lasing.
ai hatches have beer_ cut ia the casing alio%-i
ITA:T3Si.TritZ
tiW blades without disasselublime the
eeieee,
-?!o (La:neter at tie hub.; of tbe 7th stage
inereated karti 1,7)
the. t..ker hule, have been fitted with
ireatmerti ei the omipresscr andcli
the bth sieee ef the. veer blades
;et eelieed.
A.th and 5P, sleet stater vane Mite-
teeei ,:eeeeted ti ce.el weekteg.
ertee-
? ?
-.? e (- aer
00080001-8
Attachment t
bi the upper hubs of the guide vanes have
been fitted with tenger tersienee ettefte userfacte
nitrated 13X14H8c0PA material.
Cwfveressor Rear Casing.
a) all the stator vanes (de in nieneer)
made of 311-6) steL
b) before s, teeing et, the re'.s, the vette hul,
threading is coated wile ehale
c) the tubelai oil feed adapter at heen r.
placed by a welded ellvew
d) the oh il:sclArge and brealhisig eItiow
Flanges have been marl- t;eeker and previded with
aro-Jets.
Middle Supprf
a) middle euppert eeeiring lubrication has beeil
improved,
le) tee ieeenege fale..73
with a guaranteed iete7ference.
c) spacer rings heee been reinfertee to pre-
vent possible appliraenn of lead to a seigTe
bearing.
Cornbustirm Chamber
a) retainers, have
b) the larger re
ed by corner loirq
is made fleat?11;,
e) the main bu.iieT
thicker body flaree.
bn increased teen. ee
made of 13-x111113'7.4).1:
d) the spheri.e.d se
videri with fused-en
er retainer tee ha.
Iler has been ii.treelie.ed
ic-
the spark plug.
Turbine
weld-
zet re
.edel steeh a
- has
eeiter is pr.-
_ eev, llifli
eeer 3ne a bal-
directieg Sit iIiltAA
Turbine Rotor: .
al the width of the 1st stage disc rim has
been increased on the enter d(arrieter and on the
diameter of the fir-tree groove bottom,
l'?() bac labyrinth projectiecs have been substi-
tuted by one, located beim the fir-iree ge.oceve
honour,
el slanting Mee for the passzge of the toot-
ing air between the slots have been substituted
by ten 11 sem dia fe,tes located on a smailer
diameter;
di the width ee the 2nd stage disc rim het
been Increased on the outside diameter and eel
the diameter of the itte:ree groove bottom, the
shield has been deleted,
el the 1st and 2nd
t:tted with --!:loth lock
lit &ago It:c.z.-14: Asstftfrlit.
a) the nozzle aeseeably vents are made of
?KC-f3K alloy erd iiaNz a larger inlet radhis,
bt the bons of the neetie assembly frame sup-
ports have tieen me:forced;
stage blades ha%e been
?
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c) shorter fairing:, of 3H-602 ma:erial base
been installed
2n.i Stage !io,zrie ,Issepnhif
Nara the aiaties haae only one lahsrintit loeated
on the front face. iasteari of the former (so.
Shafting
al the tees..-opic jaint of the middle and rear
casiags has bean replaced ba 3 screwed joint
The necessary freedom oi the middle casing with
respect to the rear one is provided for lvy the use
of a "harmonica- compensator
Pear Support
-
The new seal 4-4 the rear support has brass-
ekained knife edges on the covers, the bushings
shaft being 3in0:th
The shaft is now prov!ded with three holes
cr feeding air into the seal. The number, of the
al feed POZEICS ha been increased froraa to 6.
Exhaust Unit
at a reureeel gaslaei is placed between the
flanges of the turbine 2nd stage nozzle assembly
shroud and that of the exha..ist unit:
bi the bolts fastening the exhaust unit to the
ri.Jzzle assembly slirouil and those holding the jet
rionfe to the exhaust unit are made of 311-437B
material;
el the bosses used kr fastening the drain
pipes to the jet riezzle arc riveted ia place,
d) the cut-outs for the drain pipes have been
substituted by bending-in the band.
Engine Accessory Drives
at the walis of the hollcw cast struts in the
ieanpressor front casing have been made thicker,
the covering struts are of the cast type and pro-
00400080001-8
At.tiacabiment to
ifpLt_g_. X1
2X1
vided wi Is deflectors. Additional ribs are made
cn the rear wall of the front support.
The length of the bushing supporting surface
has Leen inc.roased;
b) the 1.1i. and P U. intermediate drives have
been reinforced, the sleeve bands and the jatirnats
of the driving and driven gears are now case-
hardened:
r) the tegly casting of the central drive has
been changed, and steel ease-haraened hearing
bushes are now used. The design of the jet feeti-mg
oil to the front support has been elt-red. The gears
have been filled with retainers.
Lubricating System
The second?alage oil filter has been replaced
by an easily removable high-capacity
Fuel System
A new flow-eft valve has been installed for
feeding fuel into the primary manifold.
Anti-Icing System
a) the guide vanes are provided with a wider
slot for admission ef heating air;
bp the covering struts are oi east construction
and provided with defectors;
c) the supporting rairiaee of the air inlet pipe
has been enlarged a: the points of attachment.
The pipe is loelied against turning.
Fuel-Air Combustion Starter
a) the starter rotor is mounted on rolling
friction bearings. viz a roller hearing at the tur?
bine disc end and a ball bearing at the compressor
Impeller end;
b) the hydraulic coupling kear has been rein-
forced.
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Attachment t
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C.hapter II
DESCRIPTION OF ENGINE UNITS
1. COMPRESSOR The holes in the cylindrical Mind of the 5t's
stage dist and in the disc waits atince the insde
The axial flow eight-stage engine compressor spare of the rotor to be filled with air under a
is used to compress the air before it is forced uniformly high pressure. This creates 371 kir:dr.:44i
The main components of the compresstb ;Fig each disc. Besides, passing into the front presstre
pressure applied from both 50,5 to el, wan , i
into the combustion charnhers
41 are the rotor, stator sartes 7 ani the casing relief chamber through the holes in me front len;
consisting of front 2. middle 4 and rear 9 casings. cone, the air reduces the axial loads imposed 0:
A peculiar feature of the compressor design is the compressor and seals the front pport
K the air blow-off band after the 3rd stage whith Vie compressor font Casing 6: 3 magnesiu:n
'
I ensures steady performance of the cnmpress.k at tasting consitthig of-art iitef Ns.;:e and outer ri.rn
intermediate ratings (up to 3,850 r'.p.m.). To re- IntereediffeCied by sit hollow struts. fastened to
duce undue interilow of air the compressor stages the fionf and rear flanges Of The irtter tsr.1 are
are tapressor middle casing). respect ve17:fhe cersffal -drive and t"..c Insert with
lcuindreated (see description of the corn-
. an. oil trap. *
The compressor rotor is of the .drum-dik The central :Ova is housed in th.c front casing
cor.stauction and consists of tight discs 8 and two In rter =1,3x7--
bulls 3, and 10 built as a singlenon-diainOtintelafe . The front totter bearing of the compressor
asserrib:y. ' - ''' '-'-r. '7-'7' ''''7,retteirtaitnateleil.tri the wall of the front casing
The discs are statically balancedbefore as- -
-*tn. tett " "Pat iOn Of ts,........ front casing annals; duct
senility. then connected along the centering bands houses the compressor guide vanes. The latter are
to one another (with a certain interferenee)and arrr.nged at a certain angle and are locked tn
to the hubs by means of radial dowels. TheLai - .plare by means of dowels installed in the cora-
sernbied rotor is subjected to dynamic balancing -----pressor front casing.
by interchanging the blades of the 1st, 2nd, 7th On the top-part of the compressor front casing
and 8th stages within the lintits or one?disc -hy " are installed the R.H. and 'LH. intermediate drives
screwing in and cutting ort the balancing weighls and the relay box: the lover drive is mounted on
in the dowels of the 1st, 7th and ,.8fh?dfscs?and --lite right bottom part of the casing.
by deepening the holes in the 1st staii?dise.illialOtertrt?tit'gruts-st-the- front casing are
The permissible rotor unbalance IS -40-igtvir --e-sEttlype oterin -or/ft.-The inside ,naces ot
The front huh cone as well as the first six the trout eistrig'strilts are titilited for installieg
discs are made of A14-1 aluminum alloy. ? tiva.totipling 'shaft Of the Intermediate and tower
The blades installed on these discs are made drives; the Inner spites of the cast-rype corer:az
of B1.17 aluminum alloy and the blade- locks ire struts TctOntinodars-the all. fuel and air pipes.
of the dovetail type. '' . 7 and tient lions.
The last two discs and the rear'hustitted- '''"'I'itiiii-erittle-itpipc-i inclined struts a mt.
? _.
Iv higher thermal strstases are Tol e of--0 3R Iron casing are?the court-Mg-shafts transmitting
steel whereas the Wake .ol t-poi digs _.a.,m 4itit 'rot-At-an .to ilic-inttentedtate drives in the lett
13)041-1134aPA steel thelits or -Mese-I:rade-474re? strut; hesttTeas-,-theliBtfT-etStng breath:lig pipe 37113
of the fir tree type. - - ----a/41. -'ll'irl. drive' on- read pipe are also ins:ailed
The blades are Med longitanatrollitielfseS'iliitrir'---'-'''*---4-- - ------------ - ' ' .
.1.,.
by means of plate locks and tapered 4.0we !Joined ilfithe Upper cast coverirm struts are
The compressor rotor is inounted OW TWiillift---- --thettrifowir,g parts: Mite -"R H. strut the pipe
ports the front support is a roller bearing tahlng accOamitodatftba the thermocouple wire the ptee
t;le radiai loads; the rear support is a tWO:rtIv- ? kr nteaanting itl presare in On' starter- and I..'
halt heating taking both the radial and *alai blOW-iil"-eles.--trical leite4 leantag to the staitcr.
sto,s,fs Da- snpports are beated in the compres- in the LII _ strut ? the air feed chamber ol tire
,..t front anti rear casings, respectNely. - CtIgille anti-icing system.
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eteoliment, to
f
Eaten:ling tholugh the R.H. lower strut of the
front casieg are the leiter driee coupling shaft
? Le pine ter draining oil from the compressor
free: caeite
lecatee .a leeet csast-ie cinering steute
are the heiezwieg parte: in the 1.,11. struz --She
pipe ler seaveteetiegei rotis the lower oil co:teeter
ibe the eicheet ci the sterner oil ;metro
31-2 the pee icectieg oil to the starties; in the Rhi-
seen ? tee, pees for draining fuel if4:)01 the St3ri-
e( arid tee pipe fer directing oil into the teak
The pipe thanung oil Item the elehne wheel-
case is leezted the Rh herieontal strut of
the ircrit
The Lii.harizeetel shut et the helm casirg
heuees the pe f raiiTing oil from the axes-
eery :hoe ger..-oee ere hie :en:Triage! breather
The ineide eieece ef tee feint casing L.1-1. stut
is t:ik'-d ier?e7.1.; tank through the p
unien cf iie eipe tee,. .
The R.11 iT)r.3 cier cast-type .st
accommodates the feel are! Fir feed pipes leaclir
to the stertm The R.H. teneer eevering crest stru
haases the pipe feeding ae to the barometric lu
The C-3001 starter with its fairing is securedj
to the flange of the central drive easing.
The comyrEssar middle casing is eked fork,
mounting the statienary varke and provides at .
rohent conreetion between the !rent :tncl tear cal-
tags el the cremiressor. The middle casing consists .
of the front corapartment magnesitin al- ',I
lov) and rear compartment tek.1-0 alum term
:gagb compattnxeM it split 4=g The heel
tental : and tkrthml piatie* The .1).aegee at Itte
taints between the compartments are pritthida-'
with ports-Le- bypassing air from the me:pressor
portsh. Three ports are tovered on the
outside with a steel heed whieh can be either
pressed against the easing (rinsed position) or
moveci away from it (mien position):
The air blow-off ports are opened and closed
by the piston-type band control 'mechanism which
is actuated by the engine automatic system.
Uniihern circular gap between the blow-oil
band and the middle casing tin the open posi-
tion) and elimination of bane vibrations are en-
sured by the stops mat Wed en the casing; these
etere lemr: the ntrerrenent of the hand both in the
longmeinzi and raeial direction&
Tne irner surface of the middle casing is pria?
? sith select circular errommis receiving the
weh o the stator vanes made of BA-17 aluminum
slice.he ceter jeurnals of the vanes are secured
to the irLdf.',i,-! casing-. whereas their journal,
are iteici iegethai :a each stage by two rigid half,
ring!, elect: are se!it longitudinally. Each heti-
ts fas;eeeet at the Iciest by shads. The outer
seneee et the compressor half-tinge and discs
hereThe conecut at the comp/lesser alreflow
.. Tee ir surface of zhe half-rings contact-
f,!"'? 7:7rti keihe m:4;es cf the compreareer
?.-e :reared to reduce ChsarSPX-a
Tile1C0Th compoand is like-
se-face ot rfe
casing(on use bans facing the impellers of the
first five stages). which brings to a minitnum
the radial clearances between the impellers and
the compressor middle casing Thus, talcum treat-
ment ensures minimum flow of air from one stage
into another. thereby minitnizine the temepreesor
hydraulic losses.
The corapreSsor middle coeinie is provided
a;z11. air-bleed flanges for the engine arehieing
system arid her cabin pressurization; lugs for as7
ennhlv fixtures; bosses for installing the engine
wheeklase (cp. right); accessory drive gearbox
(to left) and for other units and piping.
The middle casing is flange-come...Jed to the
front and rear casings of the compreseer by means
of Fitted and plain bolts.
The row casigg of the eivtpressot phyvides
rigid structural connection between the compeer.-
set and the hot portion of the engine and serves
as a mount for the two-row ball bearing (engine
middle support and main engine-to-aircraft attach-
ment fittings).
The rear casing is a welded structure made up
of the combustion chamber casing. diffuser inner
wall and the middle suppert cone.
The rear flange of the middle support cone
is semn7welded to the inner wall of the diffuser.
wherees the front flange is fastened by ten load-
carrying struts to the inner ring of the com-
pressor rear casing.
The annular duct formed by the combustion
chamber casing 'hand and the inner ring accom-
modates 80 -Mature-vanes' ef the compressor eth
II staliimkt -Mt made of 311-69 steel.
The imitilar after The stator vanes. -form-
ed by the diffuser inner wall and the combustion
chamber casing is. essentially, a diffuser which
delivers It into the combustion chamber Secured
to the Inner ring of the compressor rear casing
is the hbyrinth ahkh reduces the flow of air
teem the compressor air duct into the so-called
rear pressure relief chamber
Installed on the compressor rear casing are
engine-to-aimaft 'mounting brackets and lifting
brackets., There are also openings fur installing
the wain burners and igniters, as Well as air-bleed
hinges Tir delivering air to the aircraft anti-icing
system.
2. COMB-USTION CHAMBER
Tb e engine features a cannular combustion
ch (Fig. 5) for burning the fuel and deli-
- ye ffie _generated gases into eke turbine. The
flamettabes are arranged parallel With the engine
axis in), the circular space between combustion
chamber casing i and turbine shaft shroud 9.
The flame tubes are numbered in a counter-stock-
!Ise erdet. -looking from the exhaust unit end.
mitt the rap left tube taken for Xo I tube. The
fuel is lettied in the flame tubes both on the
ground and In flight he means of four igniters
/ installed on flame tutees Nos. 3, 5, 10 and 12.
AMO.110.M.O.M.MOI
;
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The front flanges al the combustion chamber
ca,ing and turbine shaft shroud are fastened to
.',00pte-ci, rear rasing 4, whereas their /war
flan,Ker ore aria-hod to norrle /banfira,nr." as.
A tieing discoode,lei at the joints.
IIIV ..,tot.t.t.ttort chamtter r.olou may be shifted
Ineel, towards the erhanrt Imre. Mos. al, wing
Intletolual flame tubes hi be Inspectett sod on
Water' without Mmasendrling the
wto.le
o
16-;%?4sos.ewiltk#
Atta,hment Lu
BXIIL elLy icr the same "purpose Tleulg twaleA.
etch flame tube may capitol freed!, tower& the
turbine
Earls flame tette consists of saltier f7. stowd
11. finned liner 10, flame tube adapter *. Neel
shell 6.
POUF hare tubes are prcvlifed with igrrtrioi
ferrules 7 welded to the fermi miter striae* of the
liner: the rest of the tubes hive bushings 17 tor -
the retainers The side surfaces at the hums are
2 X1
2 X1
_
Tay 1. Camees.
11!
a area,. s- 4e- arra. 0- er lAartetti `tau
r ? ;:; AZTIE7 74; r 74.74.07: 7.) ;;-0 "J"...
titer Lao.i.es utth located in the /font
. me ttam.ne frail sIttottd doe tonSil ti
t C011.f,r55,1- and turinne
ME ?,..i0100{1.11 chamber
tr. too holes for draining
ott,
all tOe Billie
v. ttott .3, ye. 0,4
- trot ,,,ntu, liii
. aIltqa trait
'tII ff0 0011 filer,'
Itt Id are seattrcd
. 0 Wm!,
I ; tom. utattna
,
pre$4e4 silt, welded cress-lire tubes 14 and IS
%%PALAU htleltifa-will the let iulel
at tbr atecent ;time hiheiretr.5 mikes Tar pem-
lamina it ilts law Oie,_'_,grfc-bilss, whiIt ha, e
igni_Wrs .
Al! the Isas.,parts-a-thellimse tures are made
of 311-&12 tied
To redsme wear, the shell stole, rr eopper
elate& neat ,sistande at the flame tube rr iar-
t with 1B TOO enamel except
Mr the swifli,
TJa: wale burners lately fuel into the name
The main ,Y3046 (Fig 61 is oi the two-stage
type. It tar meat low agile chano0I I aid p?I
inert Mot,. .ttotitter 12 0,cargh ?411.13 the heel
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D 1-1
- -
Eatending through the iii. tower strut of the
front casing are the lower drive coupling shaft
and the pipe for draining oil from the compressor
:root casing. ?.
}-023ted in the lower cast iype roveritig struts
are ::7e kilzwing parts in Inc LH, strut ?the
1.+Th. for scavenging od from t'he lower oil collector
ibst the scavenge section of the starter oil pumn)
anti the nice teeding oil to the starter; in the R.1i.
strut ttvi pipes for draining fuel from the start-
er and the pipe for directing oil into the tanii-
The pipe draining oit from the ehgine wheel-
case is 1,,,,isted in the R.1-1 fr...rizonfal strut of
the front casing.
The L.14 horizontal strut of the front easina
_ -
casing (on flee bands facing the impellers of the
first five stages), xxhich brings to a minimutn
the radial clearances between the impellers an,t
the compressor middle casing. Thos. taictun tr?t.
merit ensfirestnlitimum flo.-7 of air from ore stage
into are. thereby minimizing the compressor
hydraulic losses.
The compressor middle casing is prockted
aith; air-bleed flanges tor the engine anti .king:
system and ter cabin pressarizati.sn; lugs hr a.
sembly fixtures; bosses for instailing the engine
,Aseeicase (top. right); accessory drive gearbox
(top, left, and for other units and piping.
The middle casing 4s fiange-crmtected to the
frami ralr ?r ?
. ---
sured by the stops installeri en the casing; these
slops limit the movement of the band both In the
rgitudinal and radial diretitions.
The inner surface of the middle c tg is pro-
? wall seven circular greoties the
-oebso the stator vanes made of Ba-17 aluminum
aiiriv. The outer journa6. of die vanes are secured
the middie casing, whereas their inner journals
aie i,eid togethet in each stage by two rigid half-
t!rozs whi-di are spirt longitudinally. Each half-
? is fastened at tftAt ioint by studs. The ,outer
.o....ritace of the ccmpreasor half-rings and discs
rn the inside contour of the compressor air-flow
The in surface of the haif-ringa contact-
th knife edges of the compressor
takurnoreated to reduce clearances In
seas. The tairom cocripound is li1e-
? 2P?itPd tr, :h4 iiirter surface of the middle
ineirrartrourneremin ightters;IS well is
Flanges for delivering air to the aircraft antl-icing
system.
2. COMBUSTION CHAMBER
The engine features a cannular combustion
chamber (Fig. 5) for burning the fuel and deli-
vering the generated ..gases into the turbine. The
flame tubes are suranged parallel with. the engine
is in the circular space between combustion
chamber casing 5 and turbine shaft shroud r.?
The name tubes are numbered in a counter-clock-
wise order, looking tam the e.xhaust unit end.
with the top left tube taken for No. I tube The
fuel is ignited in the flame tubes both on the
ground and In flight by means of four igniters
I installed on flame tulles Nos. 3, 5, 10 anti 12.
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A++0,1,m.nt tn
The front flanges of the 'combustion sktember
casing and turbine shaft shroud are fastened to
compressor rear casing 3, whereas their rear
flanges are attached to nozzle diaphragms as-
sembly shroud 8. Being disconnected at the joints.
the combustior_ chamber casing may be shifted
freely towards the exhaust unit, thus allowing
individual flame tubes to be inspected and re-
placed without disassembling he engine as a
whole.
13Xiff alloy Inc the same purpose. Eteing heated,
each flame tube may expand fre?ty towards the
turbine.
Each flame tube consists of swirter 12. snout
II. finned liner /0, flamu. tube adapter 4, and
shell 8.
rour flame tubes are provided with ignition
Ferrules 2 welded to the front outer surface of the
liner; the mt.! of the tubes have bushings /7 for
the retainers The siie surfaces of the liners are
'e
5X1
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7 S. CrObrl131100
i ? .gffltsr ferrule. etaupressor reef calor( 4 - Vatted adapher: ? . ?diirttril`=? imat?rmimmeht diaphragm essmataly
1,,gm a ? DOilif diaphragm dmemhly ihrtmd; e ? imbibe shalt abroad. ? lomh, ? snout f?? twit*: t3?m&, hamar: S ia ? cromPhr? tetabser:
' sesame,
Three hatches With doors located 'i r
part of the turbine shaft shroud give access to
ei;ts coupling between the compressor and tuddne
shafts. The loser part of the combustion chamber
easing is provided with two holes for draining
fuel which may accumulate in the casing-Mr"' -
er.ginc stopping. The front ends of all the flame'
tubes rest on main burners 13, which are setutid
to the flange on the compressor rear cashie, the?
rear ends of the tubes, the so-called shells 6 are -
telescoping in nozzle diaphragm issertiliTy'Tia*4.-
7 Flame tubes Nos. 3, 5, 10 and 12 are tettad
Axially by. igniters I; the rest of the Nisei- 1Ve7:-
Lehi in place hs retainers /6. Uear or the *ipiteti
. a! retainer suriaces is reduced by chroinelplidifig:
ei the iv niters are coated with fused-on
emite?ikedf.Tefel.
-Fro Feilfliwt ea' cross- re-lib-is aii1-15`-
which are telescopically-jointed with the ferules
of the adjacent flame tubes which mks for pene-
tration of fire into those flame tubes which have
no Igniters
cue basic parts of the flame tubes are made
Of 3H4302 steel.
To 'reduce wear, the shell surface is copper-
plated. Heat resistance of the flame tube is irt?
---filttited by coating It with a13-300 enamel. except
The n:77.1ri burners supply fuel into the flame
(train burner {rig. 6) is of the two-stage
Niii-TrEis main flow nozzle channel / and pri-
...Ail Win% channel 12 through svhich the fuel
13
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25X1
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
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111.04101001111PIFIX.''
nOWS., respecifCefi; fn. ntain flow nozzle 20 and
ary flow nessle 2.1 located one after the other
WhIte pas.ing th;;;;;;;-` !"..104. 2! intc
the wirier chamber of primary How nsIzzle 2.i.
the fuel is twisted up and en114,.; tiant tube
Attachment to
25X1
!11141"-' 25X1
the primiry mule. Provision of two swirter
chambers ensurs twisting of the fuel supplied
ntsin flow nozzle by the :art flowing
iNZI1 the primary nozzle. This makes for satis-
feetiiry fuel Monti:1164m at the nimnent the m2in
r7r. 4-11.64'-'14441714
liatrrtillitnr-*-4=trOtr
- 414111111. - skew_ w-wais
tier llown-a. -sue as- tenimity
_
?
The ;Ft:nary stage of ft burner derivcs mea
all the engine ratings. whereas the qtahfin",',
stage starts operating when the !erasure
the fuet psmip disirihetingvalve readies ltt:-
25 kgieri2 .iiter which &tit stages (movie jowly_
The st i-ler chambas
1-1..ve nozzles are in curruninicatmo 'hetet each _
'User. Inc hid enters the swirier chamber of Main
Pc.11; nozde thrcugh channel 1. and tangential
de, 24 where it is twisted and diresded into
, . ?
starts Operailitg.tIse main flow cuzzi:
supplies fuel fry the engine service ratings both
cm the fromd and at low altitudes. The main
burner consists ti body 11 with soldered-in pri-
mary and men maniinid pipe unions 9 and 4
The -fuel entering the burner is cleaned by
titters 7 (filter sveen JO) which are secured in
the bay by Plugs 7 and sealing rings -7. Primary
Row notzk an4 malts tavwv.:!e 20 aro se-
cured in sleeve 19 by dividing pipe 25 and nut
25X1
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Approved For Release 2003/08/0
15. Sleeve /9 is screwed into the burner body
and is fixed by lock-punched ring 17. Sleeve /5
slipped on the front end of the bodyreceives the
end of the flame tube This sleeve has eight holes
through which air is delivered to the nozzle iii
order to prevent formatien of carbon on the race
surface. The sleeve is locked with rieg 14. Locat-
ed in the rear part of the body are sealing ring
/3, clamping bushing 26 (the latter being loclito
?
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080001-8
25X1
Attachment to 11;
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?
25X1
Each turbine stage is formed by the -muzzle
diaphragm asseiribly and the ;cap.' Critl
a steel disc with biades ispaced areaund its
circumferenee.
The rear support of the turbine roue is a
roller bearing taking lie radial stresses of the
rotor. The axial stresses of the turbine mtfyr are
?otrarsmitted by the spherical sepport to the corn-
presefi rotor. thus feasting the compressor ball
?.
_1:1 IIIii
616
.r
qiiittat-retistarticlier
its XS ;4
iiether =Ay
- spray ow Or
15 ? /tuber. If -
Fig 7. Igniter_
I 4P1- alum hid ford_r_fe, j! iii--.6.37:1(4 Volirt.
Imams; 10 ? n? air inistself. - edest /WI Pi4i
.j.yt PiJAW ft " letakttn. ? fir. Oak( Ws. ijig asitt Not
by sprint 291, and plug 28 whieh is secured by
lock-punched ring 27.
The igniter (Fig. 7) ignites fuel at engine
starting. It consists of body 1, spray nozzle 6 and
surface-discharge spark plug 14.
Igniter body 1 consists of the following parts:
-flange with a retainer, spherical cover 13,
bilirld 12, bushing 9. bushing 16. baffler 17 anti.,
tip 19. All these parts are made of IXI8H9T steel.
To reduce wear of the spherical surface of re-
tainer 18, it Is coated with heat :?istant alloy
Spray nozzle 6 s?reued into bushing 9 consist-,
of pipe union 2, and atomizer 8 uith plug 3. The
starling fuel is fed to the burner theOuth pip? 4
with nipple 5. Spark plug 14 is screwed into
hushing 16
Alt the joints are seated with roper gasket,'"
land /5.
The air required for the formstion ortheotorn-
hustible mixture is supplied itete the nfter
through holes ii.
The The air directed by baffler 17 mots the lite_
spark plug /4 through air inlet hole /L.,
bearings. The compressor spherical support makes
up for possible misalignment of the compressor
and turbine rotor axes
The construction of the turbine provides for
free access to the 2nd stage nozzle assembly for
assembling and removing it with the turbine rotor
installed and with the blades of the 2nd stage
elite- removed.
The turbine rotor consists of discs /0 and 17
with' ae.ades 14. torque-transmitting ring 19 and
that 2 secured ou which are the labyrinth, bush-
ing., beat-trig race and the parts connecting the
turbine rotor to the compressor rotor.
The rear end of the turbine rotor is supported
b a roller bearing (engine rear, support 6),
hs front end with spherical support 1 rats
we-row ball bearing (engine middle sup-
3. TURBINE
in stasze zngint turbine oi the impulse-
, ti pe tFig. 81 develops the passer re-
r :"ota1::.1' the compressor and the engine-
___ _The engine SL pparts are connected tij the
s which separate the oil chambers
resitre'iiir chambers and protect
-the-turbine ? o arid the support bearings against
be will air contained in the rear relief
r of the engine.
Rotor discs 10 and 17, teirque-hansmittiag ring
19 and turbine shaft 2 are interconnected by radial
dowels 20 which tran.imit engine torque and re-
tain centerieg of the interconnected parts when.
the tatter are hot
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
Approved For Release 2003/08/
>
000400080001-8
Attachment to
-
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
25X1
25X1
Approved For ReleaseAgil
The disc is upset with spherical mandrel to
prevent the dowere from falling out due to centri-
Rigel forces.
The discs and the torque-transmitting rine; are
made frem iteet, It stage teeniee
blades? from 3f-16U and 2nd stage blades ?
from it4371i material: the teots of the 2ril1 stage
blades are of the tour-tooth hr-ti-cc" shape and
are fixed in the diecs.
The 1st and 2nd stage blades are fixed longi-
tudinaltv by plate locks, the wider ends of which
are 'Serif onto the disc and blade.
The 1st stage disc has a labyrinth proiection
below the bottom or the fir-tree groove, whereas
the 2mi stage like has two labyrinth pro tions.
The assembled turbine rotor is dynamically
balanced by selecting the blades by weight, in.
stalling the prescribed number or balancing
screws into the transportation shouider of the
2nd stage disc and selecting these screws by
weight and. finally, by removing some metal from
the driving splined coupling,.
The maximum permissible unbalance of the
turbine rotor is 40 gum
The turbine rotor is connected with the com-
pressor rotor by the splined coupling which trans-
mits the tuibine torque to the compressor. The
eptined coupling is located above ibt coupling of
?plierical support / which transmits axial stresses
to the bearing. The coupling consists of the driv-
ing and driven splined members secured, respec-
tively. on the splined ends of the turbine shaft
and compressor rear hub.
The main components of the spherical supports
are the 4ptatricat extension screwed all the way
into the end of the turbine shaft, and the spherical
support cover which contacts the spherical surface
of the extension and is screwed rigidly to the
Arisen memhes of the coupline. ,
The front end of the spherical extension has
a second smilier surface which keeps the turbine
rotor against displacement towards the corn-
,
pressor. .
To connect the turbine and cornpressoe rators.
shift the driving member of the coupling's!' the
y towaHs the turbine and secure the spherical
.ilioort cover to the driven member; then engage
the driving member of the coupling with the
splines of the driven member and prevent it from
3131 displacement by means of the fixing ring
lixated on the extension of the couplieg driving
member.
The /sr stage nozzle diaphragm assembly con-
of outer 12 and inner 9 shreuds. uppek and
lower shies 11. vanes LI. frame 8 with fairings
aeu shield al.
The upper and lower shoes are fastened to
the outer and inner steroids. respectively, forming
the outer and inner rings with sockets aceornme-
datine the nozzle asserntily panes which are cast
el lwat-resistent alloy )1-it-6K to withstand high
neernat stresses in the engine.
The twzik assembly frame Is the main toad-
, ? N.-,! e:rment of the turbine, since it connects
the outer and inner shrouds The triune
0400080001-8
Attachment to
consist, of the =ict* and Wiser r;11V3 tair.th inter-
connecting sepporrs and is las:Lena; to the COM -
I:111511017 Mamba: casing. turbine thai elereeed erie
rear support hnusing.
The inner shreuei of the neatie diae'reeagm as-
sembly is Coenectd o the 17ati.e anefree!
flange: Fastened to the rear iianete ey her inner
Shroud is the thef whidi =tercets vetateg air
onto the tat stage disc and eta rear eel. pert
housing.
-.The outer shots and the nnezte asevema-ia
shroud are cooled with air forced thrnuele spteeel
milled recesses in the Lent flange id the ntrie-
shroud.
The front flange of the leer:tie assemble owe:-
shroud is secured to the cornbustiem chanteer
easing and frame with bolts par? of whicn are
of the fitted tyee.
.. Sixteen f!rted bolts are fanner than t!'.1.: Ce
- ones; they are used for fee:ening fee- aireraer
mounting brackets (4 bolts per briaaeet
The rear flange of the cute: shrewi is fastened
to the shroud or the turbine 2nd stage nozzle
diaphragm assembly.
The 2nd stage nozzle dicey-are:ern ass-emery
consists of shroud 16. shoes, band seetinns 15 and
vanes 13 made of heat-resistant stect 311-43;11a
The Shf..11 together erith the front med rear laby-
rinth eleals form a ring. installed between tfee
weak assembly shroud at one sYde an i the ba-ei
sections and vanes at the ether a e shem stet}
spacers intended to redwite heating of the shraed
? Shafting Casings
? ?
The turbine e shaft uesfrig inside is divided by
the shafting casings into two large chambers:
the relief chamber between the turbine aha.; cas-
ing and the shafting casings. and the nil chemeery
The oil chamner combines the nil ch e ribers
of the middle and rear supports wires' a seey, to
sirnplifyng the sealing system of the beae.age
?d breathing. The MS.& space of the steaitmg
casings is in communication with the atm .spheie
through the breathing pipe.
The shafting casings consist of Caret parts:
shafting casing. !Made casieg and mear easing.
The ttarreonita-tepe middle casing serves as a
temperatute compensating .element C 4.1f nig free-
dom of InOVEMetti for the --hafting casinge rrliaIne
to 1-14_ takfle4te. sttaft ?shroud. The Sh....iti;i4 rear
issrftgIs proveded with in oil reerivee neat fee
rear bearhtg. The rear easing is pzotticled with
three flanges ler fastening tlee :ea; support nit
.' asil4 eturiittg*- cfasin'gesNlre'44caderteltd14:4aurthial 9s4tPc-eel
teat Sopport
The -ear supeaat voinniises the teilowerig rens_
and unttsi rear support %easing, rci.er bee.: ye
$ix oil Jen eterieernig oil to tee be; _
of the jets have Ye< tv?,t,ng ?
the clearance hew-rem the be-esti-ye eeee -
-E-C -R-E-T
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
25X1
25X1
Approved-For-Re1ease-2i411/07 : CIA-RDP78-0306
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race of the bearing); and two sealing covers with
brass-coated knife edges working in conjunction
with smooth bushings on the shaft The ;oiler
bearing cage is lead-coated.
Turbine Cooling
Ta laromote reliaFly of heated turbine parts.
they are coolcii with air. Cooling is provided
(fig. 91 for the turbine discs and the parts of
00080001-8
25X1
Attachment to
25X1
the 1st and 2 id stage nozile diaphragm as.
mobiles. The amount of the cooling air is equal
approximately to 1-2% of the entire Air flow
through the engine; having cooled the turtone
parts, the cooling air gets mixed with the main
flow of gases. Cooling of the nozzle asgeniy
parts allows the radial clearances in the turbine
to he kept at a midimLm at the service ratings
c.f thr
Fig. L Turbiae Cooling 57steai
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
Approved For Release 20.0.341447 : CIA-RDP78-03066 0080001-8
Attachment to
4. EXHAUST UNIT 25M-500
The exhaust unit (Fig. 10) converts the poten-
tial and kinetic energy of gases after the turbine
into the reaction thrust of the engine.
The non-adjustable exhaust unit has no special
provision for cooling.
The outlet cross-section area of the exhaust
unit is adjusted during the aeceptance trials by
trimming or replacing the jet nozzles. The latter
can be trinur-. ?-..1 with the purpose of changing
their outlet diameters from h40 to 801 met
25X1
75X1
temperature of gases after the turbine. sax heat-
ms.ulating housings encloning tht fairing sup-
ports; and fifteen brackets 1r ceaterieg the ex-
haust unit ainminurn housing. Tile pipe unicas
and heat-insulatMg housf?gv are ri;:eted to the
GUter wall, Um...brackets be:ng scarinveidcd to it.
All the Hanes of the outer ard ire.er wane
as well as the jet mizzle and the slOeld are made
of 1XlisH2T tteel. The rest of the exhaust ne4
parts are of 31i-703 steel.
The aluminum housing whfc:ri covers the ex:
haust unit and the turbine protects the parts or
Fig. M. Eshaust Unit
The exhaust unit consists. essentially, of the
following components: outer wall 5. inner wall. 6
with six fairings 3. jet nozzle 7, heat-insulating
housings 2, shietd 1 and exhaust unit housing 4.
The outer and inner walls, shield and jet nozzle
are made of seam-welded sheet metal.
Rigidity of the outer arid jet nozzle walls is
improved hy seam-welded bands. The inner wall
is reinforced by five spot-welded bands.
Tht jet nozzle is hcIted to the outer wall
flange and forms, together with the outer and
:neer wails, the gas flow duct of the exhaust unit.
Six fair'ngs equispaced around the circumfe-
rence are seam.weided to the inner M411 flanges
hieing additionally: secured with four bolts each.
Attachment of the fairings te the outer wall of
the exhaust unit is done by means of radial bolts
*Mai fit telescopically into the nitrated bushings
pressed into the holes of the bosses which are
ted to the fairings.
The bolts are screwed into the threaded holes
"I Ire aupports welded to the outer wall of the
evliaitst unit. This type of joint makes up for
.11'ereni degrees of heat- expansion of the inside
dud outside parts of the exhaust unit.
lii addizion to the fairing supports, the outer
--f i3USi unit is provided with four
1, ,pe ics.as tor the therntocouples measuring the
the aircraft against heating. The housing is fas-
tened to the irertt flange of the 2nd stage nozzle
assembly shroud by means of fourteen brackets
and supports. Centering of the housing on the
exhaust unit is ensured with the help or 15 bra-
ckets.
S. DIAGRAM OF ENGINE MECHANISM
The diagram showing transmission of torque
from the compressor rcnor to the engine-mounted
accessories appears in Fig. 11
1. From drivirk; shaft 3 of the central drive,
through bevel gears and coupling snafts 2 and 4
the torque is transmitted to R.H. 5 and L.H.
intermediate drives and thence. throuich coupi:ng
shafts 11. to engine isheelase 10 and accessory
drive gearbox Ia.
2. From driving shaft 3 through bevel gears
and coupling shaft 21 the icrque is iransmitted to
Io-ser drive 25.
& During engine starting the torque is trans-
mitted from The c-300,M starixi to the engine rocr
through the driving shaft.
The driven units, kelt: locatirn, rctxt.ori. and
tfartstaisilor ratios are given in the Table- below.
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Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
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".. ..!. ,...-,.....,-; e., . .:- - L ii --`.?--,i,.,, ":: A., :L.," ::' -; ".....a,-. -I - c,,,,,r31' ,--- a 3.-:::,-.g ..11-4`... 4 - it If .r wrrrNe4,ate a:iv.*
.4 -. . -- :-. :i - .-- _.-.
?.. ... e -:- ,e - ;??. '-a'..F. ., ,-,,,--Yeaa r. r- IL:,. :" .v1,... air,: !raf.a.?zzikt:_,:-. 3 ? -Ili:- ,L5E. SJG faxl r..1.5,.
ir.2 i Pa SOO E-It-i... 1114.4rorra
-- 7.1:crer....sro:
- _ , - - -. 7, .. . - -,.. - , a r -, -.'-. ? -. ? 4,0 , - - ?-- - .,.. r.fa - .; ..,- t.. ll - rao." I ur.--,--a&-aftla, vrart?ator. I.; -- 4.K.D* b74d.....ik
# r- -- , ? ? - , )...i. 1.- 11,-. ?" .,..... .. - . :,. E ... : . : -et ga.,...e.. at - c.c,J..--aiiia "cc.: ?_?.. r - i-rest casing z?!.1 Warra.lt? Vt`51,.
't -. za 4,- -. ---- - - ".? - - 7,,,- , la, ,,,e_...., 11,:r...7. .r. - rai! ar...:,,Cer 7.7.;r: 21 - 1.,wer- !v.,/ caupikag
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Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
S. ENGINE LUBRICATING SYSTEM .1 Id from
glr?e
Mr, syylern proyida, kobblv t.. 'Me ,elengttl by lb.
worb,,lg ? k.'" k. ' into It, nil lank s ,hrYmgh ? sing,c
ad 1?..lernng heal fro.
? tu ,kksleg instaib ?7,3 the sirtr?P
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Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
Approved For Release 2003/08/07: CIA-RDP78-03066R000400080001-8
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aspliag
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F
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Approved For Release 2003/08/07 : CIA-RDP78-03066R000400080001-8
25X1
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Approved For Release
0400080001-8
attspilment to
8. ENGINE LUBRICATING SYSTEM
This system provides constant oil supply to
the working surfaces with a view to redueing
:Winton and transferring he kern them. In addi-
tion, me oil entrains the particles' of worn metal,
carrying them away frcm the friction surface.
The lubricating system comprises the ioituw-
log components:
oil tank, fuel oil cooler; oii pump unit, oil
- titters; return valve; centrifugal breather; pipes.
...-: channels; and oil jets feeding nil to the peints
of lubrication.
Operation of the lubricating' system is sheivn
Tin Fig. 12.
The engine is fitted with forced-circulation
Am of lubrication.
The oil is taken front aircraft-mounted oil
.--41ank I and fed to delivery section 33 of the oil
.1pump unit from which it moves into sei:orui stage
ifo-oil filter 6. Further, the oil flows from the finer
Vhthrough return valve 3 and a channel into engine
..hwheaticase 11 and oil distribeling unit 42.
The oil distributing unit delivers oil through
aapipes to the following points:
I) Through additional filters 20 and 21 to the
...,':abearings of engine rotor middle 16 and rear 22
IIUp ports. ?
2) To R.H. intermediate drive 1.
. , .
3) To L.H intermediate drive and. through
Ihe chennel in the drive and through the pipe
anaa-13ocated in the L.H. cast strut of the compressor
"na'alront casing, to ceittral drive, idle starter and
her through an auXiltary filter to the bearing
'tient tearar 'front Kopp-art 3e.
,A) To accessory drive gearbox 43.
-5) Through alixiliary fLter 9 to centrifogai
ansmitter ICI for lubrication of the transmitter
nd for --exerting hydraulic pressure upon the
einbrane of the transinitter electric microsuntch.
? The pressure of oil in the delivery line is main-
h.7,tfra'tatried by two-stage pressure control valve 34
Of the on pump unit At an engine rating of
0.8 nominal and higher, this pressure ranges (rem
5 to 4.5 hg/crn2, while at S00-1209 r.p.m. (speed
dutorotation) the delivery line pressure is kept
not over 9.9 kg/cm'. which ensures nnrrnat lubrica-
,hha tion of the working surfaces at this rating.
nee? The oil pressure iii the delivery line is measur-
ed by e.eetrie remote-mounted pressure gauge 7
whose pith-up unit is connected to the pipe uniort
located .m the pipe reeding oil to the intermediate
drives. The engine inlet oil temperature is
? measured by an electric resistance thermometer
whose pick-up unit 45 is located in the tall distrh
buting unit. ? . ?an. ,? one
Used oil is dreined from the intermedlate
drives, !nine wheelease and accessory drive gear-
box, as well as from the central driee end front
suonort into the housing of tower drive 29.
the oil which has lubricated the middle and
rear bearitigs of the engine rotor drains into MO
oil collettcta 17 and 23 of the shafting Ciaaftlga.
5raaenging of oil is ensured by scavenging
sections Z.: and 3/ of oil pump unit 15 from the
oil =Hectors and tv wt-on .31 frnat
- the tower drive.
, The oil scavenged by the three sections ie
direated into the oil tank through a siege pape
arhi the fuel oil cooler inatalied on the aircraft
The engine has three (el drain pants: en; drain
eneat 46 on the lower drive and ret drain plans
2.5 and 26 located on the p D25 !).1:C4:Zh
oil is scavenged from the sniffing casings. ?
Tile engine supports are luhrinated through
6N jets: the front support through tonm tha. jet.
the middle support? thrnugh twelve 1- ,fir
jets ard the rear support ?throne; lien 0 horen
dia.. jets and six 1-min sja. jets.
Leakage of oil from the engine supports and
shafting casings is prevented by labyrinth seals
installed at the pressure chamber sides. The rear
support labyrinth is of the two-stage type. w(th
a relief chamber intended to reduce the pressure
and amount of air entering the beings 'eugh
the labyrinth.
The hot gases penetrating past rhe lea: laby-
rinth are discharged through a pipe into the
space between the turbine shaft shroud and the
shafting casing.and then, through the presoare
relief pipes?into the atmosphere. The preasere
?ein the relief chamber is from 0.3 to 0,55 arra.
. .
During cold cranking of the enge and unsuc-
cessful startings, lower drive 29 becomes fitied.
with oil which is then transferred by the scavenge
section of the starter two-section oil pump into
the pipe through which the ail is discharged into
.the heel oil palter.
Labi.k4atiit - rrisstfri -ektm. The bevel
gears of the intermediate drives as well as the
sptined joints of the coupling shafts which trans-
mit rotation to the engine wheelease and acces-
sory drive gearbox are lubricated under pressure
through cite. jets. The central drive bevel gears
are likewise lubricated through oil jeis. The in-
termediate and central drive bearings. interme-
diate drive spur gears. as v.-ell as the lower drive
are lubricated by splashing. The used oil is drain-
ed from the intermediate drives into the oil =f-
leeter of the compressor frant casing through the
inner spaces of the compressor front casing upper
struts.
The generator drive gears, the bail bearings
the generator and hydraulic pump drives, the
splined joint of the accessory drive gearbox
couading shaft, the fuel pump driie eears and
the splinert joint of the engine wheeicaee ceepting
-s!hrt;e are presaure-lubricafed through od jets. The
teed
of the gears and bearings in the engine
lleeicas'e and accessory drive gearbox are srnash.
lubricated. The oil used in the englne weuelease
and accessory drive gearbox is dra-ned through
pipes extending lo-rigitudinailv outside the erieine
and through the R.H. and Lit. horizontal caat
Struts of the compressor front cas-ne. The on
'delivered to the centrifugal transmitter lubricates
Its parts and, in addition. exerts haaratn,e pres-
sure on the electrical mkrov'ach It 5.6
Approved For Release 2003/08/07: CIA-RDP78-03066R000400080001-8
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Attachm nt t
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Filter 9 is installed at the centrifugal trans-
mitter cit inlet. Oil from the transmitter is drained
into the engine wheelcase.
Engine breathing contributes to normal func-
tioning IA the lubricating syi:tern. The vented
spaces of the compress,ir front casing and the
shaftirat casing are in remir--kation with the
atmespf.iere through the centrifugal breather. These
spaces communicate with the centrifugal breather
.r.????
The Ahafting casing chamber : communkates
with the tachometer ditve body through the et
ternst pipe, extending longitudinally on the LH
side of the engine.
?
Being cleaned of oil particles ill the btea?,,e:.
the air- is discharged through the pipe into th,,
eLtnesphc-re while the oil is drained from the
ineather together with the oil from the acctss,iry.
?,Eff tar
Fag. 13 Oft Palimp Unit.
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