D-30 BY-PASS TURBOJET ENGINE DESCRIPTION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000400120001-3
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 199
• Document Creation Date: December 19, 2016
• Document Release Date: June 20, 2003
• Sequence Number: 1
• Content Type: REPORT

Approved For Release 2003/08/07 AIDNI11:1116i81431066R00040012004141t3hment to
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D--3(i BY-PASS TURBOJET
ENGI NE
pt 15Th(-)
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.'i[Aatntli. AL,
CONFIDENTIAL
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GROUP 1
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GENERAL" DATA
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Chapter I
GENERAL DATA
1. GENERAL INFORVATION
The R-30 engine (Figs 1 and 2) is a by-pass, two-shaft tvrbojet engine posses-
sing a two-spool compresser. As compared to other types of aircraft turbojet?, the
by-pass (two air flow ducts) configuration ensures high fuel economy at any flight
conditions, siuole operation, low noire level, cold exterior shrouds of the engine.
Th3 engine high perforsance data are attained duo to a higher air flow, turbine
inlet tceperature, co4Frossor preseure ratio, high efficiencies of the engine compo-
nents, low hydraulic lessee in the engine flow path and due to efficient nixing cf
the by-pace duct Lir flow and of the main duct gas flow.
The T,-30 by-pass turbojet is designed for high-speed medium-range passenger
airliner 5-7-1?. The two-shett turbojet ceploys a two-spool conpreasor and two air-
flow ducts (by-pasc and oain).
A two-steg (first) high-pressure turbine drives the conpreaeor high-pressure
rotor, which delivers air into the rain air duct, whereas a two-stage (second) low-
preacure turbine imparts rotation to the coepreneor low-preseure rotor, feeding
compressed air both into the by-pass and main ducts of the engine.
The tween:',aft configuration saterially iproves engine performance, providee
for more easy starting and alloys faster acceleration of the engine within the
anbiont air teperature range from plus 50?C to minus 50?C. The engine is controlled
by means of a single lever.
To allow operation of the cogino under any weather and climatic conditions, une
bux been E-de of appropriate materialo and reliable anti-corrosion coatings in the
engine construction. The engine, has a low weight-to-thrust retie which ia a result
of wide una of titanium and all3ninium alloys and profound development of the engine
unite and peTte.
To ensure cafe flying of the aircraft, the engine is provided with automatic
de-icing naans, internal and external fire-fighting systems, chip-detecting syeten,
vibration measuring equipment and jet pipe teuperaburo limiting eyetem.
. The 1-30 engine consists of the following nein units and systems,
(a) an axial, four-stage low-preenure conpressor section;
(b) a by-pass duct entry heueirg carrying drive gear boxes;
(c) an rwial, ten-stage high-pressure compressor section;
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PRINCIPLE OF OPERATIN AND ENGINE KINEMATICS
(d) aceenuler ocebuation chatOaer enclosing twelve flame tubes;
(a) a two-atage (first) gas turbine;
(f) a two-steee (eecond) gen turbine;
(g) main end by-pass flow mixing jet nozzle);
(h) an engine fuel supply end automatic control system;
(1) a lubricating oil and breathing eye-em;
(j) a poror supply and eterting eyetcm;
(k) a fire-fighting syztem;
(1) external fittings and components serving for engine mounting on the air-
craft.
2. PRINCIPLE OP OPERATION AND MOIRE KINEMATICS
The air drawn in by the low-preesure section of the compresmor flows in the
axial direction, gets compreeeed in the compeessor low-pressure section and is car-
ried into the by-pass duct entry housing. Sore, tho air is divided into two streams
flowing into the by-pees and rain.ongino decte., The air flowing through the by-peee
duct enters the nixene jot nozzle.
The air flovine through the main duct of the engine enters the high-preenure
Election of the coeprennor, where it is additionally coeprossed to be directed into
the combuetion cheeber. In the coabuetion chamber the air is heated at the expenses
of continuously burning fuel which is delivered into the Plena tubos via burners
OP-30,C. Part of the air in the combustion chamber euatains burning of fuel, whereae
the main portion of the air mixos with hot eaces, thereby reducirg tee tomporatura
of the genes so as to ensure more favourable conditione for the operation of the
combustion chamber components and the turbine. A stream of hot gases leaving the
coebustion cheeber caucee rotation of the two-ntaeo (first) and two-stege (cocoed)
turbines, then cntors the mixing jot nozzle to get nixed with the by-pans duct air
and discharged into the atmosphere at great velocity.
Thus, the total engine thrust is conpoeed of tha thructs built up in the by-
pass and pain engine duets.
Power deeeloped by the first turbine in coneueed in driving the compressor
high-pressure rotor and air the accessory units, excluding centrifugal epeed gover-
nor NP-1B and conpreecor.lee-presaure rotor tachoretor generator KTO-5T.
Power developed by the second turbine in coneueed in drivers the compronsor
low-prescure rotor, centrifugal governor NP-111 and compresnor low-proecuro rotor
tachoneter generator AT3-5T.
The eneine. kinematic:: (Pig.5) consist of two individual eystemn:
(a) the cozprceeor doe-pressure section - tiro cocci-id turbine;
(b) the coepreesor high-preeeure section - the first turbine.
The compressor low-pressure rotor is driven by the second turbine through the
medium of an ietereediate splinod chart. The compreseor lor-proseure rotor rides
in two I:eerie-es: the front roller heart g anA the rear radial-thrust ball bearing.
The front roller bearing and the aheft of the escond turbine aro enclosed in
tee coepeceeor hieh-preeeure rotor cleft and the firet turbine nbeit reseectively.
The reareoet second turbine rotor support comprising a roller bearing is conetrect-
ed inteeral eith the nixing jet nozzle asseebly.
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111111 r\ ?
IN FLANC TUBE
1400
1300
1200
1100
1000
900
600
700
600
500
400
300
200
10'7
P
18 '
17
/6
/4
13
12
Ii
t0
9
8
7
6
5
4
3
2
W14151C
500
400
300
200
100 -
KEY:
ITY-P ASS 0,1CT
MAIN DUCT
IN CC,ADUSTION CHAYSCH CASING
FIG. 4. VARIATION OF ENGINE PARAMETERS ALONG AIR AND GAS FLOW PATHS
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4
PRINCIPLE OF OPEPATICN AND ENGINE KINEMATICS
The comproaaor high-preasuro rotor is drivou by the firot turbine, the coaprea-
per and first turbine etafts being coupled by Doane of a spained joint and a coupl-
ing clove. The coaprereor hiah-preaeuro rotor rune in two boariaant the front rol-
ler bearing and the roar radial-thrust ball bearing which serves) at tho name time
ate a front support for the first turbine shaft. A roller bearing nate an a rear sup-
port for the firet turbine ehaft.
The drives acconacalated in the upper gear box are actuated by the compreaeor
hiah-preoeuro rotor haft through tho nodium of a spur gear nounted on compreasor
shaft splinen, driving and drivon bevel gears and an upper vertical abaft. The upper
gear box accommodates tho driven of the following accessory unite:
I - centrifugal breather UC-30,
II - high-Tarr:sour(' rotor tachoaeter generator AT3-5T,
III - CID-laTra:0 ntorter-genorator (two drivea).
Tho driven arranged in tho right-and drivo gear box are driven by tho comproa-
nor low-pressure rotor chaft through the cediam of a spur gear Brained onto the 1.p.
rotor shaft, a pair of bevel gears and a aplined shaft.
The right-hael drive gear box accomredates the drives of the following acces-
sories;
XII - centrifugal speed governor UP-1B of ocaprossor 1,p. rotor,
XIII - low-pranaure rotor tachometer genorator AT3-5T.
The drives lcoated in the lower drive gear bon are driven by the chart of tho
compressor high-p- c.roure rotor. Accoaaodated in the lowor drive gear box are the
driven of the following accorsory units:
IV - hydraulic paap F243-1 or En43v-11
- 011H-30 rain oil prop;
VI - U110-30 oil scavenging puap;
VII - Ra-30 fuel reaulating peep;
VIII - 11P-2bcantrifeael speed governoa of h.p. rotor;
IX - gr0-cc-3o centrifugal doaerater;
X - gun-A-nar fuel booster pump;
XI - stand-by drive.
When the engine is being started, the torque is tranemitted from the two
starter-generatora to tho compressor high-pressure rotor via the bevel gears and
the vertical splinca ehaft of the upper drive gear box.
3. HAIN TECHNICAL DATA
Ganoral
1. Engine model designation A-30
2. Engine type turbojet, by-pane,
two-nhaft
3. Direction of rotation of compressor and turbine rotors
(lool:ing from carhaurt unit end) counteraclookwiee
4. Conpreaeort
- type
axial, two-spool
nalber or staaens
(a) low-preeaure eeetion 4
(b) high-prareare oaction 10
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IlvrOVIC1 31.1.VIVININ MONA IS 'Old
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MAIN TLCIIN:CAL DA1A
r pressure ratio under standard atmospheric condi-
tions On crc-ti..sd (11 = 0, V 0):
TWke-Orf--
norri-T7I---
(a) lcv-pranure action
2.65?0.1
2.340.
(b) high-pressure seatian
7.1?0.1
6.410.1
(c) total pressure ratio
18.4i0.2
14.5i0.2
5. Combustion aatiber:
-typo
cannular
- number of flame tubes 12
- arrangement of flans tubes along circumference relative to
engine axis
- flame tubo numbering counter-clockwiea (loohing from
6. Turbine:
-type ?
- number of utagos:
(a) first turbine
(b) second turbine
7. Jet nozzle:
- typo
exhaust unit end); upper left-hand
flame tube (relative to engine
vertical axis) being flame tube
go.1
axial
2
2
mixing, subsonic, fixed-area
- mixing jet nozzle exit area, sl.w 0.3410.001
5
LubricatiraLla
1. Lubricating nyatom open-circuit, with scavenging oil
into tank
2. Oil grades MK-3 (State Standard GOST 6457-53),
VX-8 11 (Specification UPTY12H
Mo.12-62), with viscosity amounting
to not lens than 8 centistokes at
50?0; 581111 E1150-1-40
(Specification MPTY-33-1-15t1-65)
with viscosity emounting to not
lees than 3.2 centistokes at 100?C.
re of oil 101-8 and oil V11-811 in any
to replace oil grades produced in the
for lab in the engine.
MoteR: 1. It in allowed to use a mixtu
proportion.
2. Refer to Table on Page 66
USSR by foreign oil products
3. Oil consumption, kg/hr:
- on the ground not over 1.5
- in flight not over 1.0
4. Oil pressure at engine inlet, kg/sq.cm:
- with engine .iperating at idling rating 2 5, nin
- with angina operating at other rating? 3 5 - 4.5
- when adjustIng engine at 0.V nori?.al rating ..4 ? 0.2
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MAIN TECHNICAL DATA
5. 011 tamperatm.e at engir4.inlat, ?C:
- recomacuice 50 - 70
- mnzinalm permissible 80
- minimum:
(a) when operating on oil grados EX-8 and
UZ,S2 . - 30
(b) than (naerating on oil grade EMIR
I50-l-4 o - 40
- naximuu pormissiblo for not mare
than 10 min
90
Note: Aft the C. comes to a standetill, engine inlet oil tomperature nay
rien to 95'0.
6. Pasziwum pormAcciblc oil tonporature at engine
outlet, ?C 120
7. Rate of oil flow through enginc at nornal
rating, with inlet oil temperature amounting
to 600C, kg/min 27 - 36
8. Peat transfer to oil at normal rating, with
inlet oil tnperature equal 80?C1 Cal/min not over 525
9. Pain oil pmmn:
- denignation 01T-30
- type gear-type, two-element, including
delivery and scavenging elements
number 1
delivery auction output, at normal rating
with counter-pressure of 4 kg/eq.cm, and
proseure control valve plugged, lit/min not lose than 120
- scavenging eection output at normal rating,
with counter-pressure amounting to
1 - 1.5 kg/sq.cm, lit/min not less than 100
10. Oil scavenging pump:
- desigmaticn MR0-30
- type gear-typo, comprising four
scavenging elementa
- number 1
- pump output at _normal
pressure amounting to
(total output of four
11. Centrifugal deaeretor,
detecting filter:
- designation
- number
12. Centrifugal breathers
rating, with counter-
1 - 1.5 kg/sq.nn
elements), lit/min
provided with chip-
- deeignation
- number ..
13. rain oil filter:
- designation UtC-30
- typo gauze
- number
not less than 175
ltD0,-W-30
1
LIC-30
1
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MAIN TECHNIC/a. DATA
5. Oil temperau'eo at engins
- reccnITers.70
- maximum persaissible 80
- minimum:
(a) when operating on oil grados rK-8 and.
11%-s6U
inlet, ?C:
50-70
(b) when cparating on oil grade ma
12150-1-1,
-30
- 40
- maximum pez?niesible for
than 10 min
not more
90
Hotet Aftew the engine comes to a standstill, engine inlet oil tomporature may
- rine to 951C.
6. Vc_ximum perissiblo oil tnmperetwro at engines
outlet, ?C 120
7. Rate of oil flow through engine at normal
rating, with inlet oil to:sperature amounting
to CO?C, kg/-in 27 - 36
8. Heat transfer to oil at nozmal rating, With
inlet oil tonperature equal 80?C, Cal/min not over 525
9. Yain oil pup:
- designation Olnd-30
- typo goaT-type, two-element, including
delivery and scavenging elements
1
- number
- dolivory eection output, at normal rating
with countor-prossure of 4 kg/sq.cm, and
prossuro control valyo plugged, lit/min ....
- scavenging raction output at normal rating,
with countor-pressuro amounting to
1 - 1.5 kg/sq.cm, lit/nin
10. Oil scavenging pump:
- designation
- type
not less than 120
not less than 100
ETIO-30
?
gear-type, comprising four
ecavenging elements
- number 1
- pump output stnormal
pressure amounting to
(total output of four
11. Centrifugal decorator,
detecting filter:
- designation
- number
rating, with counter-
1 - 1.5 kg/sq.cm
olements), lit/min ...
provided with chip-
12. Centrifugal breathers
- designation
- nusthor 1
13. Eain oil filters
- donignation UCC-30
- typo gauze
- number 1
not less than 175
UBO-00-30
1
4C-30
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MAIN TECHNICAL DATA
Pre' system
1. Credo of trel (main end ntarting), koroeMne .. T-1, TC-1 (State Standard GOST
10227-52), ic-ir (according to
Specification )117 12H Ho.36-63)
Hotm.ss 1, halen operating the engine on the above fuel credos at subzero
ambient air toperatures do not fail to use additives preventing ice-
noodle formation in fuml.
2. Tao engino may operates on fuels T-1, TC-1 and TO-IL' mixed in any
proportion.
3. Hofer to Table on rage 66 to replace fuel grades produced in the
usaa by foroigs fvel products for uso in the eugino.
- fuel tompsraturo during engine
operutiou, ?C -50 to +80
- rs-rinnm permissible tomporaturo of fuel for
not more than 10 min of continuous opera-
tion, ?C 90
2. Fuel booster pump:
- designation - r1111-44-nn
- type centrifugal
- number 1
- frol prermere (absolute) at pu p inlet,
kg/cal.am
(a) during starting on the ground 1.7 - 2.7
(b) during operation at any rating 0.3 - 2.5
3. Fuel burners:
- dosigaatten
? typo centrifugal, two-duct, two-nozzle
- nuribor 12
- fuel pressure in primary manifold, at which
main fuel manifold starts functioning,
kg/sq.c,1 14, in
- maximum fuel prossuro in primary manifold
upstream of burners, yg/sq.em 65
Automatic Fuel Control System
1. Fuel regulating pump
- doeigeation . HP-30
- type plunger typo, with centrifugal
speed govornor
- numbor 1
- fuol sterts to be supplied into the engine
autosatically.no coon aa conpressor high-
prossuro rotor gains speed of, rpm 9700 'I 50 (82.5 - 83.5%)
- engin? mpood limited by over-temperaturo
control myctom En-35' rpm lq500 ? 75 (89.5 - 90.5%)
- accolort.tion tine fros idle speed to rpm
value by 180 rpm less than take-off rating
rpm, and to 95 per coat take-off thrust,
coo 10 - 15
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MAIN 1 EU INICAL DATA
- exhaust-gas temperature during acceleration
check (measured as average by means of 12
themocouliles), ?C 620, max
- fuel pressure at fool regulating pump inlet,
1.8 2.9
keisq.cm
2. Centrifugal rpod governor designed for
limiting M3XiMUM rpm of compressor low-pres-
sure rotor:
- designation
12
- typo h1y-dir:mechanical
- number 1
- limiting speed of compressor low-pressure
rotor, rpm
7900 (925-' 9357)
-25
3. Centrifugal governor, desienod for automatic
control of compressor bleb-pressure rotor
speed:
- designation RP-2B
type hydromechsnical
- number
speed at uhich voltage tupply is cut off
starter-goner tors (operating as starters)
and at thich ice warning system is energized,
rpM 4500 ? 200 (37 -
speed at which uir blow-off shutters aft of
4th and 5th stages of compressor h.p. rotor
get closed and IGV poaition ftsgle is chang-
ed over from -10 dog. to 0 deg., with rotor
4+125
speed increasing, rpm 900 (79 - 81.5%)-175
- speed at rhich aircraft air intake de-icing
, +125
air supply is charged over from 10th to 5th
stage of compressor high-pressure section,
with rotor spoed incro.ssing, rpm 9400-175 (79 - 81.5%)
- spood at thick do-icing air butterfly valves
are changed over from bleeding air aft of
compressor h.p. nection 5th etage to bleed-
ing air aft of comprose,:r h.p. section 10th
stage and at which ICV position angle is
changed over from 0 dee. to -10 deg., with
rotor speed decreasing, rpm 9100 + 100 (77 - 79%)
4. Actuators controlling air blow-off shutters
aft of 4th and 5th etagon of comprennOr high-
pressure eeetion, butterfly valvos for bleed-
ing dc-icing air either from 5th or 10th stage
to supply it to aircraft air intake and low-
preesuro compressor section ICVe, as well
as turning variable IGVe of comprenner high-
pres:ure section:
- type hydraulic
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MAIN TECHNICAL DA TA
? malbor 6
? nazirdum fuel pressure in hydraulic actuators,
keSq.cm 60
0
Starting System
1. Voltene supply and starting systems
? designation 0113-30
? typo self?contained, electric
2. Starter?generator used as starter during engine start?
ing, and as D.C. generator during engine operations
? designation 0717-12TS20
? nu:nber 2
? drive gear ratio:
(a) at stnrter duty 2.208
(b) at generator duty 0.69?
? direction of rotation counter?elockwise
3. Autonatic charting control unit:
? designation ATIA-1913R, series II
? nu:then (per two engineo) 1.
? tine of operation at starter duty, soca
(a) during Cr. iro creating 30 ? 36
(b) durirg engine starting 45 ? 50
4. Voltage togulators
? designation P11-180, series II
? number 2
5. Roverso curent cut?out rolays
? designation MP-400T, series(' II
? number 2
6. Starting control panels
? designation nor-2A, series II
? number (por tno engines)
7. Starter?generator over4oltage automatic circuit
breakers
? designation rin-cm, series IV
? number 2
8. Relays
PRC-1
? dosignatinn
? number (per two engines) 1
9:Ignition system:
? ignition unit designation CUA-22-2A
? type lowvoltage, with capacit?
ance discharge
? nubsr 1
? tine of elicration, secs
(a) during ground etarting 45
(b) in flight ctarting 60
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MAIN TECHNICAL DATA
10. Icnitien plugs'
? derignatien
? type
- nur.ber
011-08311
surface discharge
2
Fetes Acceceory unite listed under Items 3, 4, 5, 6, 7, 8 are installed at the
- aircraft Yanufacturirg plant.
11. Nembr of starting cyclen performed from three
storege batteries 120A-55 without boost?charging 3
12. Tine rceutrad by engine for gaining idle speed on
ground, after preosing =AT button, nee 120, max.
13. ihnber of starts within eervice life according to the Service Log
14. Exhtuet gam temperature at ntarting, 0C . 620, max. of the enine
15. Critical altitude for engine starting, km 7
EltaLI:igll_atiA2ment
(installed at aircraft Manufacturing plant)
1. Conprossor high?preseure rotor tachometer:
(a) techometor generators
? designation AT3-5T
? nu!fber 1
(b) iacheeeter indicator:
? deeignation 1173-2T
? number (per two onginCS) 1
2. Con'.,Temnor low?preeeuro rotor tachometer:
(a) techometer generators
? depignation 31T3-5T
? nembar 1
(b) tschomater indicators
? designation 1T3-2T
? number (per two engines) 1
fusten: 1. Compreeeor low?pressure rotor speed is not an engine parameter to be
measured regularly. Therefore, an additional panel must be provided
in the tircraft for inntallation of the tachometer indicator in caea
of need.
2. It is allowed to employ tachometer generators AT3-1 and tachometer
indicators tT2-2.
3. Electeic rotor irdicator intended for measuring fuel
pressure in burners, inlet oil temperature ycd pros?
cure:
? designation
? number
(a) engine inlet oil
? designation
(b) engine inlet oil
- deeignation
temperature transmitters
pressure tranenitters
(c) primary manifold
fuel pressure ce'uge transmitters
3NE?CPT2
1 set
n-63
KAT-81, caries III (with
enubber A59.-4)
? designation EAT-100, Eerier; III (with
snubber11-59-2)
Approved lEOIReltealskT120.013/08/07 : CIA-RDP78-03066k000400120001-3
25X1
25X1
3/08/07 : CIA-RDP78-0306
AppF6Mi
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
MAIN TECHNICAL DATA
(d) indicator:
- designatien
3913-3p series II
4. Standard roustc-reading fuel regulating pump inlet
preseure gasse of induction typo:
- designation
- uumbor
(a) transmitter designation
AT-I-4T, series III
I set
serien III (with
snubber A59-4)
Y81-4, series II
(b) indicator designation
5. IGV position nicreemitch (installed on engines):
- designation
- umber
- with IG7s at 0 deg, position
- rith IGTs at -10 des. position
A-812K
light is out
light is on
Air Bleed Syntem
1. Air bleed for pasoanger cabin pressurization:
- corproacor high-pressure section stego after which
air in bled
numbrr of air bleed flsrgos 1 (right or left)
- amount of air tappsd at rating equal to 0.88 normal
rating, Yg/hr:
(a) at I. caoo m slid V . 600 km/hr 2000
(b) at H. 11.000 m and V = 700 km/hr 1800
2. A.1.v blcrd for aircraft. V:11 and flu do-icing systems:
- stags of cesprossor high-pressure section after.
rhich air in bled 5
- number of dr bleed flanges
- amount of air bled at 0.88 normal rating, kg/hr:
(a) 0; H . 0 and V . 400 km/hr 5200
(b) at H . 6000 m and V . 500 km/hr 3100
3. Air blood for aircraft air intake de-icing system:
- compressor high-preesuro cootion stazo after which
air is bled at epeed of up to 9400T3 rpm
(29 ? 81.5) 10
- corogEor high-pressure section stage aftor which
air in bled at speeds from 9400%:g rpm to maximum .
taka-off rating 5
- air bleed system control automatic
- nunt:?r of air blood flange:: 1
- csort of air bled aft of 10th ctago at idling
ratirg, kg/kr:
(a) at H g 0 and V = 400 km/hr
(b) at H = 6000 n End V g 500 kn/hr
- amoamt of air bled aft of 5th stage at 0.88 normal
rating, k,fhx:
(a) et H .0 and V . 400 1:17/hn
1100
1050
1500
Approved FCoVRelei2a
6R000400120001-3
II
25X1
25X1
/08/07 : CIA-RDP78-03066
Appf&kitliNOALeiee
12
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
b'AIN TECHNICAL DATA
() at u. G000 m and V = 900 koihr 720
4. Lir blood for aircraft hydraulic tank pressurization system:
- stage of .compressor high-preseure section after rhich air is
blad 10
- number of air blood. flanges 1
licAnti 1. Lir bleed for pressurization of the passenger cabin is performed at
all the flibt altitudes and any engine rating up to rpm value not
oxceeding
2. Lhti-icing air for the aircraft wing, fin, and intake do-icing sys-
tema nay b& bled at flight altitudes up to 10.000 m and to engine rpm
not oxceeding 97,.
3. At take-off rating compressed air may be bled only for aircraft air
iutake and engine de-icing systems at flight altitudes up to 2000 m.
Vith the sir bleed systtmo of the aircraft air intake and engine de-
icing systems cut in, the engine runs at oaxi7um_liake-off rating
under control of ovortemporstare controller 12) adjusted to tem-
perature limit exceeding by 15'C the rated exhaust gas temperature at
maxiuum take-off-rating ulth no air bled to other aircraft-needs. The
engine nest not operLte longer than 2 min at maxisum take-off rating
with the de-icing car bleed system cut in.
4. kir for pros:ruritation of the aircraft hydraulic tank is bled at all
oporating conditions of the engine.
5. Air bleed for feedin the froon plant is allowed with the air int,31co
de-icing system inaporative, at any rating up to rpn not exceeding
6. Amounte of air bled are given for standard atmospheric conditione.
Turbine Outlet Gas Or-ortemnorsture Control
SIDten MPT-32
(a) Overtempt-,ature controller. amplifier (installed on
aircraft, supplied with engino):
- d'onignation YPT-19A-2
- number
- operatitz voltage across amplifier terminals, V 27 ? 10%
- temperature limit surplus us compared to take-off rating .IPT.
at standard atmospheric conditions, t)C +15
(b) Twin thormecouples (supplied with engine):
- designation
- number 12
(a) Ovortemptrature Hatter actuating tait provided with solenoid
M-243 (mounted on fuel regulating pump LF-30):
- designation. OT
- number 1
(d) Jet pip& tomporatnre gauge:
- desigattion UT-2T
- numbor,
Motel It is permissible to employ JPT gauges, model LT-2.
Vibrmtion VcantrirgtEuty-nont
(installed at the aircraft Manufacturing plant)
- designation MB-200E
- number (per two engines) 1 est
Approved Flare kil6igivb
R000400120001-3
25X1
25X1
ApptI!Mille/lea
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
MAIN TECIINICAL DATA
electronic unit:
- dosisnation
- number
vibration p--u
- designation
- n=bor 2
indicator:
- dosisnation H-53C
- number , 2
pots: The electronic unit is fed frou A.G. maine with 115 V ? 5%, 400 cps
? current.
BS-6
1
B-25E-B
-typo
13
De-icins System
thernopnoumatic
(none bullet
and compressor
1.p. section
IGVs are heat-
ed by air bled
from comprensor
h.p. section
aft of 5th or
10th stagos)
Enstna nose les31c;t and ICV dc-icing varning system units (supplied
with casin)):
(a) Ice detector:
- dosignntion 10-2021
- typo eloctropneuma-
tic with elect-
or
- feed voltage, V 27 ?10%
- :lumbar ?
(b) solonoid-cparated.valvo:
- demisnt?cu M782000
- number 1
(c) pressure switch, standard:
- designatin =2-0.15
- number
(d) butterfly valvo electric actuator:
- dosiznation D11-511
- number 1
Firc-TtEhtio7 System
- dosisftfAion of onsino fire alarm system 207K
- type thermoelectric
- number (per ti-ra engines) 1 cot
Approved ForRiPiefEWITA0
3/08/07 : CIA-R0P78-0306
R000400120001-3
25X1
25X1
AppEdDeifINiVRekka
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
25X1
14
CORFIDZA TILL
MIONTECW.KM DATA
swegs,....aps?
(a) fire detectors
^ decignat5on 7111-6
- number 2
^ temperature at which signal is sent, ?C 550+150
(b) amoymt of fire extinguishant (freon 1148-2) used for fighting
firs inside ongino, kg 2.725
Fates Piro dstectoro ZU-6 are supplied together with the engine.
Engine dry weight, kg 1550 ? 2%
Motet The dry weight of the engine does not include the weieats of the following
parts:
- front frane adapter - 15 kg,
- upper drivo gear box - 33 6 kg,
- teo starter-gencratore CTT-12tP.i0 - 74 kg,
- piston purnp U43-1 - 9.6 kg,
- engine sling brackets - 8.9 kg,
- cl,ocking and seaturing inotruments:
V2L-erl (2 pen) 1 1,71-L (2 pas), n-63,
(series III), 1..:1-100 (series III),
Y,W-4 (series III), - 4, 6 kg,
- parts and units of air bled systec for aircraft needs - 9.5 kg,
- firo-fighting system component parts - 6 kg,
Engine
overall dimenstons, pm;
- length 3933.5 ? lo
- din:actor (across compressor 1.p. section front frame outline
loos protrving ducts and brackots) ? 1050
C.G. position en neacnred ahead of plane of engine attachent unit
on bed-carrying ring (for engine furnished with set of RI).
accessory usits, aircraft accessories included), as 40 t 10
Engine service life before first overhaul rocorded in
Sarvice Log
- including ongine operating time:
- at maxirum take-off rating 5';7,
- at norual rating
- at other ratings, not restricted
ptm. Engine accunuluted hours in service are surlmed up of engine operating
tine in flight and 20 par cent of engine running time on the ground.
Hamicun pornissible -engine vibration overloads, as measured from
side attachment unit sides:
- of attachint unit load-carrying hanger housing 3.5 g
- of compressor I0V assembly 3.5 g
- of by-pans duct entry housing 4 g
Aircraft Aoccssory Units Mounted on Engine
1. Startor-gcnerator gTr...12T17.n0 (E.uppitod with engine) see Item 2 under,
"Starting $y5-
ten" in this
Chapter
2. Pioton pump (not cupplied with engine)
25X1
Approved FWElilaii1200/08/07 : CIA-RDP78-03066R000400120001-3
IAppW46'xiiiPOrlk& se 2003/08/07 : CIA-RDP78-03066R000400120001-3
TCt%,02L i... ;
15
- destc:.ctiom 1:7-13-] or HI143U-I
- type laurzer
3.. Vacant (stfuld-by) drive (cnplued for cr.o oa,)re4,aor
h.p. r-oCor):.
- ner:bcr
- Iernicaible oatrut 15
rOtea: I. c-itoostic alartic c-,ntrol unIt tTTt 120 (aerie:: II),
the rec,atirc elApnent of startcnerators, the uensurinc instru-
ments, ctustinc cnit 2C7Y, of the en,-,ine flre-elaim systc, end vibra-
tion ruaolirilic ea.cipnent are rot mil-111,d witn the encine.
Oxertempereturo controller amplifier and fife detectors
DIT-6 are aJpilled with the ancine.
2. Tin far ratio valoes of all tiie ,coaccory units and isattui:ents,
exclpaive of coapressor ?on-pre:at:re rotor taoLamoter ceserator
DT3-57 ar-,d eentrif,cal Ce) viito the rpm
veluss of the co-precoor hich-p-ceos cotar, :Lc Ecci VeitiD values
of CO: ,1,.-7E533:1- rvtOr tachoriater Eenerator or,d
centrifu.:,e1 cave:a-al-IV-dB are :elated to the rr, val-uer of the
. cur,preLror 1cve--cr:ecr2 cico CilS.5).
'? Given in the rain tucl,nioni deta are menonetric pot .0.2
ext:01-..t otheroiae steled.
4. 1:6 on tachaxoter indicate: coale corroupondu to:
(n) 55,21 ri, for Cc,p-'0300Y 1.1,. tutor].
(b) 116.7? rpn for ocr,r.raiisar h.p.
Fcc,ine 0-zcIfetir; ConliCions
1. Fricins idliuc ratisz (11,, 0, V . 0, t, -4I5017, 760 m, Ii;)
thruat, ing 475, Lax
cOmprercor h.p. rotor speed, r,?-1 '1200 I IOU
(6)
,e-, max
- turbine outlet cca teilperatu:e, 00 360, max
- tine of continuous operation, r,In not llnited
hourly fuel consecTtion, kcidr
2. rrzine Veto titincs or; Ground
(under standard strool.serio conditions)
Table I
Pncino
rat inc
tece of
hot nore
thou 5 xin
of C011t1.-
0115 010
lion.
Speed of ca.prear,or rotnia
rpn (per cent)
a rotor (fir (for rotot(1'.il,: coo-
refe:,:u,nce: radponda to
correspacds to 0,7_,(.?? r.cm)
titI rim)
T;C-:t7-5
(V).5- 91.5)
Approved FWFtelliitglitio
Thrust,
,i,peolfic fuel
consdnptton,
3/08/07 : CIA-RDP78-03066
Turbine outlet
cc: mean
temperature,
Oct MGX
Lt.)
000400120001-3
25X1
25X1
AppfsiViedetti-Reli
16
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
Ve.?:7,0N1CA!..., DATA
_
ontal.( not 11.:.Y. o.1)
0,E) norti
( ot llonited).
0.7 not-nal
(not lir-it
0.6
(not
0.53 nort,e1
(not llt?ite)
2 3 4
ca5.0 '75 T.cC' 5640
(79.5-0I.5) (2.5-94)
655,-; +75
(7(---73>
fi5
(70-72) :.37.0--.
-To
(,-,E,5-08.5) ? (5-=)
+50
f,517Y:' 1-75
(? (
000 -2???
.35(
3000
ay)
5 6
0,565 530
0,575 495
(for ref.)
0,575 450
(for ref.)
LI: It 2.II.CC0 e,
I! r0.75
,
ra tit J., I
i?ot?.tor (Sot.
Ire e nano' e: correay?-?,:,:r.
OC 1.b7/ rpt,) ;
'cone: t
5521 r1.0)
45,1,
to--a ff ?too ? ?100
?22 ,
( `)2?5 33.5)
(n,t
of continuo...-.
o;teration)
(not 15...t.itt,(1)
0.63
(not lihait
0.7 noroal
(not Unit'-))
0.6 non-cal
(rot 11.r1t
750 -175 roc .12 oC)
420
(for oaf.)
400
(fcr
Table 2
foz.,?!..oo out
rvel bz,fi 31:0Eal
too-
glk
118.X
0 t,ox
o05 540
7160 . 10 ::120 1,7L55 535
(3.5-65) (90.5-0.1.5) (for ref.)
0520. 10,35) ;
(7C,-0)) ; 5)
6.450 ?75 1 mio
(75-7E.5)
0,770 460
(for ref.)
0,70 410
(for ref.)
1. The ala--n ,1o0o.,1 ch-z; r,-.or.,:tera o.r:-? 'Ivan v;: on. et coont of
c. T.; -IL .is oriel ft-,4 ti."rJt
rti.11., ?..-.1tr,;:. IL L", : (el t!
t ' 2 t I -LI'
)! n f11;:tio (00.5) for t
_nit rot
Approved FCaikiikfikigvdo
3/08/07 : CIA-RDP78-0306E
rarI&t1no, Li
R000400120001-3
25X1
25X1
AppW461111POR6Ate
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
MAIN TECIINICAL DATA
17
3. !ho a."Lbiont air taiperaturo, at which naxinum foe) flow at mariuum
taL.-aff rating ual,r P, = 760 m.1 Rs in limited, equals plus 15 C.
4. Vith t'c air bleed ayst'Un for aircraft needs cut in on the ground or
in fflgt at an cLc;Ine rating (with the elGeption 8f L,aximun take?
off ono) the w:h.r.u-4 gas torperaturc ay rise by 20 C. At raximun
tqke?off rating J1-1 is limited by tho overterperature control
eystG..
5. The engine ray run at raricuu take?off rating only for aircraft take?
off and in emeigLncy cases.
4. AccelerctiGn time, i.e. the time period fron the mozent the engine
control lcv,,r starts displacing to the moment the engine develops
95Z tato?off thrust, sect
? fron idle rpced 15, max
5. The ccmIlrcnsor h.p. rotor pcod during acceleration must not be
160 rpri ler-J than raximan take?off rating speed.
6. During acceleration chock to ma%inun take?off rating compressor
rotor ray orcrrpaci for not oer 3 sec as folloas (1p2):
(a) co7IpreEsor 1.p. rotor npeed 150, mlx
(b) aoaprror 1,,p. rotor nlx,ad 150, max
7. Drhauc gee 14:-paratura during acceleration check (average as measur?
C
ed by aeana of 12 thormocc:p3La), ?C 620, ex
Approved ral;feKiSi12603/08/07 : CIA-RDP78-0306E
R000400120001-3
25X1
25X1
Approfii/ediPbigUle
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
ENGINE CONST alCTION
Approved R3Vgiellea$02Q1:13/08/07 : CIA-RDP78-03066R000400120001-3
25X1
25X1
AppW4LVili9M=:4U
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
0".." "'" ?'" ' ,"" em,
Chapter II
ENGINE CONSTRUCTION
1. COEF1nS53OR
(Pig. 6,7)
The csk'xl compeccor is an axial
to cactiont the Ice-pressure section
sero ad hi rocuo cactieno of tho
Lf!P.d built up, their rotore running at
reximu!) taho-srf ratia5:; in
type, employing two shafts; it consints of
and the high-prossuro section. The low-pros-
compressor differ in mann flow and pronnuro
different rpo valmoc. Tho by-pace ratio at
1
2
rhero G i9 the air nano flow throsla the comproaser lov-pronsure soctlon;
1
G2 is the air macs firs./ throesh the conprossor high-proseure section.
The co:4-eeranr lo-z-procoure section conprisoo fear.: stevos, of which the first
utago in a rconic CO. The loe--preseure rotor in driven by the second turbine.
The comproars hiZa-prcecure saction oaploya tun subsonic stagna. Tho high-pronrure
rotor is deivGn by the first turbine.
To roOses vibration overloads of the engine caningn, the roller bcaring sup-
portn are of the rceiliont daLping type. Such a support comprises a resilient
eloont (a cseplin member) of the "squirrel-whool" type and a circular oil damper
(cavity P).
i!ultictmi;o labyrinth seals reliably prevent oil in the bearing voids from get-
ting iscide t,to floe path.
The uce cf aluntrium cnd titaniun alloyn and high quality of machining onouro
high stronsth of by eight compressor parts and aossmblien.
(a) P,PrNr29"
(Pig.6)
The co:,:qrosser lcs;-proccuro four-stage section with one super:3min stage
supplies air at high preerruis ratio /lad aodelete hydraulic bares.
The ocmIroaror lc-J-proscuro sootion conprisea the followinz vain units (Pig.6):
front frame 2, sone bullet 25, csainga with stator vane assemblion 7. rotor 5,
drive cha.ft 13, coupling bolt 14 and deicing system circular manifold 3.
Approved FCOP146IgiSiitiOk3
3/08/07 : CIA-RDP78-03066
R000400120001-3
25X1
25X1
AppFaViiik4\faili
20
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
Ctet SSOR
-7111.160a01.1.maIMINIONMI#4.1:01
, Front frame 2 serves also as an inlet guide vane asaombly It con-
sists of outer casing, 26 inlet guide vanes (IGVn) ilIDST shroud, front cover 27,
rear cover 28 nret bearing housing.
The vanes ere atteched to the outer casing and innGr shroud by moans of bolts,
vhich are eecured by center punching from innide. The front and rear Covers are bolt-
ed to the inner threed. The hearing housing accommodating a steel pressed-in holder
is centered with roeoect to the inner diamotor surfaces of the rear and front
:overa. Attached- to the bearing hoeains are the componont parts of the resilient
damping rapport, labyrinth, coaling flanges of the roller bearing void, cover 23,
bearing oil seal 24 with four bronze sealing rings, adapter 26 with jet for lubri-
cating the roller bearing, and oil feed and scavenge pipelines.
Double-walled nose bullet 25 is attached to the beerins houeing via oil coal 24.
The nose bullet is fabricated of deeet aluminium alloy; the front frane, IOVs,
covers, shroud and bearing housing are cede of titanium.
To prevent ice formation in the IGV aeeembly, the vanes are heated by hot air
floning via cevition B inside the vanes. Hot air is bled from the tenth or fifth
stefe) of the cerpreacor high-proesure section doponding on the orgine operating
conditione, to be nupplied to the I6Ve via a beat-insulated pipeline. The hot air is
delivered to Inet-inoulated circular manifold 3 to be further distributed amens vans
cavitiee B. Air leaving cavities B flows through tht alots in the inner shroud for
hsatins tha nose bullet outer nhall to be discharged into the cemrreseor flow path
via the holes in the rhell.
Only 23 Yilf:te are hented with air, the remaining 3 are heated by oil, for thich
purpose provitnem is Ledo for cavity I' in each of the throe vanes. The tesnifold is
hent-ineulated and flenibly attached to .the front frame to allow thersal orpansion
of tho canifold.
The three loner vanes are used for oil delivery to and scevense free tho roller
bearing void of the conpresnor lowerreeeure section.
Oil is supplied through one of the loner vanes via the pipe of oil seal 24 to
the jet-and-enrpter ccoonbly 26 for lubrication of tha coupressor roller bearing;
oil forced theoegh oil seal 24 is also convoyed to the front roller bearing of the
secoud turbine via the pipqa inetelled in hold-doe n bolt 9 and coupling bolt 14.
fere oil is tepped from adapter 26 to ho cupplied via a pipeline into damping cavity
Ii of the rentlient demping eupport. From the roller bearing void oil is scavenged
through other taro vanes.
The fore flange of the front frame carrioe a brae:hot attached to the flange on
top lay neano of nix fitted bolts cad intended for mounting the engine in the
aircraft.
Attached to the front frame is adapter 1 where front flange carrion six attach-
vent unite 29. The unite constitute a part of the sealing unit inntalled between the
engine and aircraft eir intake.
Tho adanter ifrured alo for cooling oil supplied from the centrifugal de:aera-
tor. Oil floe ranee ire and half terns; Circulating aloes the adaptor cavities about
the engine crde and is carried to the fuel-cooled oil cooler.
To inteeeify heat transfer, the adaptor outer conies is provided with depren-
nions extendirr heat-transfer area.
Ice detector 16 is attached to the adapter.
Approved FCo9tiele) rifiStif Yob
3/08/07: CIA-RDP78-03066
R000400120001-3
25X1
25X1
Q,3 _
APProtedif-15mime
2003/08/07 : CIA-RDP78-03066R000400120001-3
"
1
' ' H
-7-
-)
I,.
t,J ,
_------ -,-- :
_____r
\ :
k..-.
_,_,..- 1 "
ii I 1
.,
t
1
-VI-
,..
, i 11------------7/-1? z.,
:i1L---------
\ 'ii,- -,-,-?_ __ ----__ --'-----1 1 1 ? I.J '--- \ ' l

r-
1 i
--; ?
-
i .1.:.-__-.,;1. 4 ?
a
" . ?
,
'
' P
r?'A
,
?ft%
/
,
-
I
CONFIDENTIAL
j
_Approvedfiar Release 003/08/07 : CIA-RDP78-03066R000400120001-3
25X1
25X1
Appe11ed11364RIgla
R000400120001-3
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
C.omprossor -proseuro section casing
c000loto 02 f000, eoe-000nt ',or:a 7 accomooloting statoo are e000mblien.
The 4th roo stater aosenbly in deoiosod to c'eroiohtan the for to ttr
exlra dioc,.:tion. It too, tvn mos ef VIVV-,f;: outdo coil etooizl,tonos.
The cods of the guide aoi straightonay vanes: directed to,43rau the inner rinoo
carry todi touontono, wileroas the colter ends of the vanes are PI,OVidC'(1 vi-th
flotgos. To vonoe of caoh staoc are fittcd iuto the ionor rings and are clonpod by
coons of sots. The flenoos at the outer coin of tha vanes fore the cuter ring of
the stator vooe aceenbly. To guord the vanes aoainot dioplecoment, the vanes are
secured to coo another by threaded dovols.
The inner rings of the stator vane assomblios of the first, second sod third
stages hove two armulor flanges each, clad with sealing compound on the inner side.
The flaroos in conjunction with ciroular borrotiono on the comproscor dincs torn
interctaoe labyrinth ccolings provcnting roverse flow of air.
The vanes', irnar rings and casings are manufacturcd from alrminium alloy.
The stator vane asoonhlies are ascot-el in the casings by means of dowels 19.
The casing of all the four stageo ere provided with aocese holes 18 for inspection
of the coopr0000r blades in service.
Compressor low-pressure rotor 5 is ofadrum-
end-whoel cooatroctien; it consists of four blnded vbecla and roar shaft 11 carrying
abutment disc 12 for hold-doom bolt 9. Tho wheel dices and the rear shaft are cente-
red and connecid by races of facc oplines and axo clamped by hold-down bolt 9
counted on sirical nupportn 21 and 17.
The rotor loan cue front and coo roar journal placed on two supports; tho front
support in Poo-AI:hod with a roller bearing, taking op radial forces, and the rear
support - with a bell hearing, tohing up both radial and axial forces.
Tho rotor front jsurnal mounting the roller bearing and labyrinth peal compo-
nonts in made integral with the lot atogo wheel disc. The rotor rear journal carry-
ing a ball bearing and oil seal comoononts is made integral with the roar hub.
The blades aro dovetailed into the rotor discs. Tho blades era held against
axial disploc000nt by dowels 4. The dowoln are locked by moans of rings. Some of the
bolts holding the rings and bolts 10 on roar chart 11 are used for dynamic balanc-
ing of the rotor assombly.
The firsbootago moving blalco are made from titaniuo alloy. To improve surface
finis/a, the hlado airfoil sections- are subjected to vibratory surface trostmont. To
rodoce vibratiso stoos000 in the blades during operation of the engine, tho firot-
stage blades ere provided with flar000 20 forning an anti-vibration shroud.
The pin-type f15:Ing of blodoo is used for the 2nd, 3rd and 4th stages, which
metes it poomible for the bladan to asouLo nodor the action of gas-fluo and cootri-
foga forces Oa soot optimum position as for vibrations and blade-moot stresses,
' The blade: root lugo are insootod into tbo groovoo of the disc rim and oocured
by pine 6. Each pin is held in pesition by a ohoulder from one Gide and by u riveted
bush Iron t40 other.
Tho blres of tho 2nd, 3rd and 4th stages pre fabricated of aluminium alloy.
The bled: lmgo are provided tith bronze pro cd.-in boshos to increase contact
strength.
Approved FilapRplattsern0
3/08/07 : CIA-R0P78-03066
25X1
25X1
Apr6iidliiqr1R416
22
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
COMPRESSOR
The lcw-preeeure coepreseor dines have circular edges mating with the inner
Tinge or the stetor vane aenemblies to fora interstage labyrinth seals preventing
reverse flow of thc air within the coepreesor flow path. The dimes are manufactured
of titanium alloy, the rcer shaft is made of nteel.
Hold-down bellow belt 9 reste through the medium of spherical supports 21 upon
the first-etage lieel disc in the front part and through the medium of a spherical
ring upon abuteent dice 12, driven into rotor rear shaft 11, in the rear part
Inserted into the hold-down bolt is a tube for oil supply to theesecond turbine
bearing. Tho tube supporta are provided with rubber rings to seal the oil-contacted
cavity and to prevent the hold-down bolt inner surface from cold working.
The ccepreneer rotor roar shaft is plined to receive drive shaft 13 that
tranemits torque from the second turbine to the compressor low-presoure section.
Coupling bolt 14 is used to hold the second turbine axially. It has spherical
support 17 and is locked by slotted retainer 15.
The ccuplIng bolt acconnedaten an oil supply pipe for lubrication of the second
turbine bearing. The roller bearing oil seal is a series of three labyrinth type
soale.
The first ecal-ie an oil slinging seal formed by four-start right-hand thread-
ing on the shaft and four-start left-nend threading on the mating part. The cc:coed-
and third-stage eeels are of the labyrinth type.
To improve the operaticn cf tIle oil seal of the roller bearing void, compreeeed
air bled from the compreseor lnw-pressure section via the rear shaft threaded holes
free of balance screws is eupplied into cavity 13 via the holes in the rotor front
shaft and circular cavity A forced between tube 8 and hold-dcen bolt 9.
The oil neel of the ball bearing is a :aeries of two lebyrinth-type seal]. The
rating surfacoe of the labyrinth flanges are covered with pealing compound.
(b) Compressor Hish-Preseure Section
(Fig.?)
The compressor ton-stage high-pressure section makee it possible to substanti-
ally increase the pressure ratio at the compreesor outlet.
The compreeeor high-pressure section consista of the following main units:
inlet guide vane aseembly 1, compressor casing 15 with stater vane aseemblies and
outer shrouds, tenth-ntage stator vane assembly 8, rotor 3, air blon-eff unit houe-
ing 5, labyrinth eeal components 10 and 18, roller and ball bearings.
Inlet guide vane apeombly 1 is deeigned for guiding
the air flow onto the first-ntage uhcel. The variable incidence inlet guide vaaea
are controlled by an actuating mechanism to reduce vibrational loads in blading and
to aid in elielenting compressor stall and surge during startieg and eceoleration.
When actuatod the IGVe turn on thoir axes changing the comprester inlet flow arta.
An'a reeult, air flew through the IGV assembly changee and the coeprescer flow condi-
tions are improved.
The IGIs may be eat in one of the folleelmg two positions: at noreal operating
ratings - to e . 0 ar.: at los-npeed ratings - to a 100.
The inlet guide vane seceobly coneists of outer and 1.17,nr,r rings, Guido vanes,
driving ring with "forks", and vane linkage provided with a number of blocks.
Approved lEoirRilleae4iNt
3/08/07 : CIA-R0P78-03066
000400120001-3
25X1
25X1
Apprf6V4a1P6-V4W16
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
Approved MIReikeam.201)
3/08/07 : CIA-RDP78-0306
6R000400120001-3
25X1
25X1
Apra6Velairoi,11441b
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
COMPRESSOR
The outer rins is attached to the by-pace duct entry houeins flange. Tho
ring has 37 bosnes with bronze bushoe presned-in, serving an bearings for the vane
outer ends. Machined at the outer ring roar flange is a greens nerving as a race
for the driving ring rollers. The outer ring inside surface is provided with two
'Caee-hardened annular eollare for centering conprosnor first-stage shroud ring 2.
The ICV asnenbly inner ring in attached to the flange of the drive gear hous-
ing. It consists of tee halves bolted together. 37 spherical bushes ere clanped
between the innhr ring halves.
The IGVs are made of titanium alloy. Tho vane trunnione are fitted with pres-
sed-in bushes. The outer end of each vane fits into the outer ring, each of the
vane inner ends fits into ono of the inner ring spherical bushes via a spherical
ring.
Put on the vane outer ends are turning lovers, shoe pica enter the fork
blocks. The fork a are secured to the driving ring.
The driving ring consists of nix vaseents. Each sessent is asombled of two
planks with distance slsevcs placed in-between. The planks are clanped by forks
provided with threaded end pieces. Some of the dictence sleeves are furnished with
rollers.
The driving ring is capable of turning by a snail angle. The turning range in
limited by less nada on one of the cossents.
' Vhen turned, the driving ring imparts notion to the vanes via the forks and
vane linkage. As a result, the vanes Get turned to a definite angle.
The IGVe are turned by scans of the hydraulic actuator operated from the auto-
matic fuel control systee. The hydraulic actuator trenenitn notion to the IGV0 via
a link hinged to the bracket which is secured to the driving ring.
The engine is equissed with an IGV poeition signalling nystem. To .visually
observe the position of the vanes, provision is made of a 'reale graduated in degrees
of vane turning angle.
When the IGVe are sot at a . -100, an inditating light comes on in the air-
craft crow cabin.
Compressor casing 15 cosprieesasplit casing proper, guide
vane assembliee 7 and working wheal ehrouds G.
The casing is made of steel and is split horizontally into tee halven. It
consiets of a chell carrying four welded longitudinal flanges and eight half-rinse
on the outer surface. ,
The casing helves are held together along the longitudinal flanges by means
of 46 bolts, of vhich six bolts (three at each side) are fitted bolts serving for
aligning purposes.
The nix half-rinse on the outer surface of the casing shell centro action mahe
up three circular flanges forming to inSepondent cavities for receiving air from
the 4th end 5th stages of the coepreeeer. The flange sada integral with the front
ring is uccd fur attachrent of the Lir blow-off unit housing. Fveny stator vane
ascembly 7 (feeu the 1st to the 9th etase) arransed inciee the compreseor casing
conpricee two Lelf-rinse counting the vanes. The vanes are devetailed into the half-
risge in a cantilever canner. Teich half-rins is neeured to the counreesor cacing
Shell by eight rerese. The half-Tinge are seSe of titenius alloy.
Tho carlrs shell nee the talf-einre of the etatoe vane annenblies of the 4th
and 5th stusee le,ve two Tors of hales Ili betscon the sroovee receiving the
veeen and reivire for air blow-off.
Approved FCcP 46:16itlo
3/08/07 : CIA-RDP78-03066
R000400120001-3
25X1
25X1
Appe04001Ebrneklb
21
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
COMPRESSOR
The stator venco aro made of titanium alloy. Installed between the stator vane
aosemblies in the caning are solid working wheel shroudo 6 turned from titaniuM al-
loy. To exclude buckling, the shroudo ere fastened to the compreaeor casing shell by
rows.
To ensure minimum radial clearances between the stator shroude and the compres-
sor rotor blades, the inner cylindrical surfaces of the yheouds are coated with a
sealing compound. In the area opposite to the moving blades of the 2nd stage the
sealing compound. in applied on the compressor casing. The rear flange of the compres-
sor casing ie bolted to tenth-stage etator vane aesembly 8, the front flange being
attached to first-stage wheel perforated outer shroud 2. The shroud in made of
steel. It has tee nitrated locating curfaces and en attachment flange. This shroud
makes a telescopic joint between the compressor casing and the inlet guide vane ao-
sembly.
The outer ring of the inlet guide vane aseeebly and the first-stage wheel
shroud form a circular chamber over the perforated wall of the firct-stage wheel
shroud. Tho perforated wall has 2520 holes 3,5 me in diameter. It is located in
around the first-stage moving blades.
The use of the- perforated call ath the annular space around the first-stage
moving blades aide in eliminating compressor stall and Burge in operation end reduc-
es vibration loads in the firat-stage stator vunes and rotor blades.
10th (stage atator vane assembly 8makes the compres-
sed air stream flow in the extra direction. It coeprises a ring with two outer
flanges and preen-fitted vanes, arranged in two rows and devetailed into the ring.
The vanes of the front roe- act as guide vanes, the vanes of the rear row serving for
straightening the air streem.
The inner flanges of the vanes forming an inner shroud are provided with chanka
making up an inner circular flange of the guide vane aceembly. The vanes are made of
steel.
The front fLange of the guide vane assembly is secured to the compressor caning,
the rear flange receiving the combustion chamber flange. Clamped between the flange
formed by the sheeke of the vanes and the combvetion chamber inner caning flange is
the flenge of outer air labyrinth ring 12. Tho inner labyrinth ring is hold to the
outer ring by beta. Both labyrinth rinee acceemodate sealing insert* 9. Working
against theao in:erte are the circular ridges of the rotating labyrinth attached to
the coepressor rotor.
The labyrirlth air coal made up by outer 12 and inner 11 rings and the compres-
sor rotor rotating labyrinth part reduces air leakage from the compressor flow path
and serves for partially taking up axial loads, acting on the ball bearing of the
comprenser high-ereeeure rotor.
Air blow-off unit housing 5 consista ofashell, two
flanges and two ribs welded to the then. Welded to the housing are nix flanged pads
to mount nix throttle valves, chose axles are linked up to the hydraulic actuators
by means of levers splined on the axleb. The air blow-off housing ehell has four
bushes supplying air for aircraft tervicee and two bushes for blooding air for the
de-icing eye-tees of the engine and the aircraft air intake.
The air hire-off unit houcing is repented on the co7lpeerneor high-pressure sec-
tion to form three independent annular cavities together with the casing. The two
front hushes receive ducts connectinc the air cavity aft of the 4th otago of tha
ApprovedTaMiiitAW-2003/08/07 : CIA-RDP78-03066R000400120001-3
25X1
25X1
Appeta4ddiFEA,111141e
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
COMPRESSOR
25
compressor high-proosure noction with the air bleed system delivering comproosed air
for pressurizing and ventilating the aircraft cabin.
Inserted into two rear bushes are two ducts connecting the air cavity aft of
the 5th stage of the compressor high-pressure section to the air bleed system supply-
ing compressed air to the wing and fin anti-icing systems. Screwed into the holes of
the two remaining bushes are ducts connecting the air cavity aft of the compressor
5th stage with the de-icing systems of the engine and the aircraft air intake.
Compressor high-prossuro rotor 3 is ofadrum-
and-wheel conatruction; it is composed of a shaft, ten bledod wheela, and interetage
rings 13.
The wheel assemblies are installed on a common shaft, being centered thereon by
means of rectangular oplines; they are held by means of nuts to avoid any displace-
ment of the wheel assemblies in the axial direction.
Each wheel assembly consists of a disc and a number of bladoe dovetailed around
the outer porithery of the disc. The discs are provided with a hub having internal
rectangular splines for connection to the rotor shaft. The first eight discs and
the blades of the first eight stages are made of titanium alloy. The wheel assembli-
es of the 9th and 10th stegos are fabricated from steel.
After the nuts are tightened up, the disc hubs are clampted togethee. Tho discs
of the 1st, 9th and 10th stages get distorted so that their central sections are
arranged on the shaft in a fan-ehaped manner, which substantially aids to the
rigidity of the rotor.
To provide n smooth flow path and to secure the blades in the discs against
displacement in the axial direction, the wheel discs are intorlaid with intorctage
rings 13, which ere aligned relative to the discs by means of projections .fitting
into the disc rine. The interstago rings are held against turning by dowels fitting
into respective recosoas in the disc rim. Each intorstage ring has two holo n com-
municating the rotor interior space with the engine breathing system.
The blades of the first, second and third etagen are held against axial displa-
cement in the disco by dowels is, whoreao the blades of the 10th stage are retained
by the shoulder of the labyrinth, which is cocured to the disc rim by means of a
"gun" type loch, and to the disc diaphragm - by sermons.
The coeprepeor rotor chart is nude of oteel. The front journal of the rotor
shaft mounts a roller bearing and the component parts of the two-etabe oil sealing
labyrinth. The outer ring of tho roller bearing is ocured by a nut in inner coupling
merber 17 of the damping support. The inner couplieg comber and bearing ring are
provided with resilient elements of the "squirrel-cage" type. Two grooves are made
on the outer cueface of tha inner coupling member to receive oil sealing rings form-
ing.damping cavity E between the holder and inner coupling member 17. Oil is fed in-
to the damping cavity from the engine oil main lino via drilled paseages in the drive
gear housing.
Tho journal internal splines are used for noenting the driving gear of the upper
and lower drive gear boxes. The gear is held against displaceeent by two locking
pins.
Uounted on the outer surface splines of the roar journal are several component
parts of the two-stege oil sealing labyrinth and a ball bearing. The internal spli-
nes at tho/lend of the rear shaft ioernel are designed to receive the first turbine
rotor shaft. Three rows of holes are drilled in the reel- shaft journal for draining
Approved feg-,ReclAas0
)3/08/07 : CIA-RDP78-0306
25X1
R000400120001-3 25X1
Appcglid110604416
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
BY.PASS DUCT ENTRY tIOUSINC. WITS ACCESSORY DRIVE GEAR BOXES
26
oil from the front roller bearing of the recent turbine. Tube 16 mounted inside, the
rotor theft ic intended to prevent oil accumulation. The tube is secured in position
by two dowels.
To redueo heat transfer into the oil, the well of labyrinth rear outer flange
18 is coated with a layer of heat ineulation, whereas the rpaco between the outer
and inner flangee of the labyrinth? is blown with air tapped from the by-pass duct.
2. BY-PASS DUCT ENTRY HOUSING WITH ACCESSORY DRIVE GEAR BOXES
(Fig. 8)
The by-peen) duct entry housing is located between the low-pressure and high-
preseurc sections of the compressor and is designed for dividing the air flow after
the conpreseor lo.-preeeure section into two streams, as well as for accommodating
the components of the central drive, for attacheant of tho acconaory drive goer
boxes ant for mouating the ball and roller hearings of the compressor low-pressuro
and high-proceurc rotors.
The air leaving the compressor los-pressure section is divided into two streams,
one of which is directed into the ennular by-pace duct, and the other into the high-
pressure section of the coeproscor.
The ceccenory drive housing is mounted inside the annular box of the by-pass
entry housing central part, v-hereas the drive gear boxes are installed on the upper,
beer and right-hand outer flanges of the by-pass duct entry houeing. Rotary motion
from the driving gears fitted onto the shafte of the compressor low-preseere and
high-Treeoure rotors to the gears of the accesory gear boxeo is tranzmitted through
the medium of splened shafts arranged in the upper, lower and upper r.h. struts of
the by-pace duct entry houeinc.
The by-paan duct entry housing (Fig.8) in cast
of negneeitee alley. It is comprised of outer rim 2, inner circular box 4, flow divid-
ing rin,, 17 and eix hollow strute. The flow dividing ring and the struts are given a
stroaelined shaee.
Front f/anee 1 of. the outer rim carries the fourth-etage casing of the compree-
eor lea-pressure section, rear flange 20 being ties,' for attachment of the forward
casing of the coebustion chamber.
Tho upper and lower, parts of outer rim 2 incorporated in the by-pass duct entry
housing are furniehod with external bosnea located oppoeite the veitical strute and
provided with flenees 18 and 10 to carry the upper and lower drive gear buxom (21
and 11) respectively.. Another flange provided on the upper right-hand portion of the
housing cppecite the strut is used for attachment of the richt-hand drive gear box.
Ignition unit CI bush; ? sito/ing tiro;
9 ? ? t11,4 nu:: 11 ? movuEte support.
, 4. TURBENE
(Fig. 14)
The engine turbine is an axial-flow,
four-stage, twin-shaft type. The first and
second nt:Igas of the turbine (the first tur-
bine) impart rotary notion to the rotor of
the comprassor high-pressure section, yherean
the third and forth stages (the second tur-
bine) drive the compressor low-pressure rotor.
The rotors of tbe first and second tur-
bines spin at different rpm values. Both
turbines rotate in Lb e counter-clockwisc
direction, if vioe,ed from the jot nozzle end.
To reduce vibration overloads of tho engine
casings, the roller bearing'of the first tur-
bine and the rear roller bearing of the
second turline are accommodated in resilient
damping sapports.
(a) First Turbine
The first turbine consicta of two nozzle diaphrago aneeteblioc, a roller bearing
support and a rotor.
First-Stsgp, nozzle.plaahraEm_Acal7mbly
(Fig.14)
The; turbine first-stage nozzle diaphragm assembly corlprisee wheel shroud 16,
support C4, 37 vanes 12, ant split ring 18.
Axial forcec -;ting on the nozzle, diaphragm assembly are transmitted through load-
carrying cuter shroud 16 and nozzle diaphragm asssmbly support 84 to tho diffuser
ant the inner cosing of the co,T,bustion chamber. CircurDfercntial fercee are transmit-
ted through the outer shroud to the combustion chamber diffuser.
Nozzle di :raga assembly support 84 is of a welded construction; it consists
of a front tapered portion, an inner ring ant front flange 88.
Approved Effl..R.q,i,
)3/08/07 : CIA-RDP78-0306
25X1
6R000400120001-3 25X1
1????
Csi
k.77 108 109 /12 M 171
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APPTCMICEPIrROItt
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
Tuizalra
33
Nozzle disragm assembly vanes 12 are cast to shape. Each vane has flanges at
the ends cast in:Hegral with the hellos vane airfoil section. The outer flanges of
vanes 12 have t-I:ered lugs at the front part and L-shaped lugs at the rear part. The
Vane luZa ars fittest into the respective rectmses in load-carrying outer Shroud 16.
The vanes are se:used in shro:id 16 by means of doivels to prevent them against axial
and circuMfcrential displaccont. The flange collars of the inner ends of the vanes
are fitted into the circular grooves of the inner ring. There is a clearance between
the flaogc,s of adjacent vanes and between the rear ends of the outer flanges of the
vanes, which is necessary to allow thermal expansion of the vanes. To ensure uniform
and sufficient cooling of the vanes, provision is made for deflectors 14 enclosed
Inside the vanes. Cooling air is delivered into the spaces between the vanes and the
deflectors through 36 holes drilled in load-carrying outer Shroud 16 and via 37 holes
in band 15.
The front flange of the nozzle diaphragm assembly is bolted with the transition
linors of the on.;Iliustion chanber flans tubes. Tho middle flange of outer shroud 16
incorporated in the nozzle diaphragll assembly is bolted to the flange of the combus-
tion chamber diffuser.
Split ring 13'consists of 12 sectors and is provided with stiffener ribs on the
inside surface. These ribs in conjunction with the ribs on the shroud flanges of
first-stage blades 77 form a labyrinth seal reducing the as flow locking through the
tip clearance.
Second7Stage_liozz.le Liflp11.1
The secoll-ntage nozzle diaphrac,-J consist of outer ring 20, split ring 73, in-
ner ring 74, 47 nozzle vanes 17, forr.ard and aft deflectors 79 and 75, diapbram 76
and labyrinth flange 80.
The circur,ferentia/ and axial forces acting upon the second-stage nozzle dia-
phragm aseembly are tranozdtted via the flange of outer ring 20 to the scar flange
of the outer rizg of the first-att.:Le nozzle diap%rag:72.
Vane 17 of the second-stage nozzle diaihragr is cast to shape. The hollow air-
foil section of the vane is cast integral with the outer and inner flanges.
The nozzle vanes are installed into the respective circulsi Grooves in the
outer ring with the use'cf their L-shaped ha,s. The front lug end face of each vane
bears against the end face of the riiu,; groove. The vanes are secured by means of
radial dowels. There is a clearance between th flanges of adjacent vanes and bet-
ween the rear ends of the outer flanges of tle vanes, which is necessary to alle.7
thermal expansion of the. vases.
Tho cylindrical bosses on the inner flanges are inserted into the blind holes
of inner ring 74, the shouli.ers on the flanges ere installed with an axial clearancn
onto the circular collars of the inner ring. This methei of vane attachment allows
frpo expansion of the rinca and vanes in the circtrcferential, axial and radial direc-
tions duo to heating during engine opA.ation.
Outer ris:.; 20 I:3 provided with to external flanges. The front flange of the
cocend-stsge ns7,zledier:hrogx, in bolted to the first-stage nozzle diaphragm ansc:zbly.
The rear flar,::e i con4,.:ctrA vith the third-stage nozzle diaphregz: assez:bly. Outer
ring 20 has circ..Aar grooves receiving the att:tchnt elerentn of the nozzle vanes.
Approved EdrtRelisi-aSil
03/08/07 : CIA-RDP78-03066R000400120001-3
25X1
25X1
6R000400120001-3
ApprvedUteRiklb
34 ?
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
TURBINE
Tho aft portion of the outor ring is provided with a circular shculdor and a recess
engaging with tie lug on split ring 73.
The Split rg coDnisting of 12 sectors is provided with stiffener ribs mating
the ribs on the shroud flanges of thu seeond-stage whoel blades to complete the
labyrinth seal relusinc, the gas flow leaks through the tip clearance. Inner ring 74
has two external collars, blind holes (in accordance crith the number of the nozzle
vanes) and an internal flange.
Eollor_Bsaring_SupRort_
(Fig.14)
Roller bearing support 65 of the first turbine rotor is a woldod structure with
a damping element enclosed inside first-stage nozzle diaphragm asnombly support 64.
The front flange of roller bearing support 85 is bolted together with nozzle
diaphragm asnombly support flange 88 and eccentric ring 5 to the inner casing of the
combustion chember. Eccentric ring provides for axial alignment of roller bearing 91
of the first turbine rotor and the bearings of the compressor high-pressure rotor.
Secured to the. addle flange of roller bearing support 85 are the shaft tube at
the front end face, labyrinth flanges 3 and 67, ring 6 and deflector 86 at the rear
end face. Labyrinth flenge 7 and labyrinth outer flange 10 are bolted to the rear
flange of the roller bearing support.
First Turbine Peter
The first tut-bine rotor consists of rotor shaft 95, lot stage disc 83 carrying
eiglity blades 77 and deflector 8, 2.ed stage disc 72 with eighty-two blades 23, rol-
ler bearing 91, the cor,.ponents of the labyrinth seal and fastening parts.
First turbine rotor Shaft 95 is hollow; its front end io externally splined,
the roar end cer:eling a flange for attachment of the first-stage and second-stage
discs. The splinA end of the rotor shaft is coupled to the compressor high-preseuve
rotor. First turbine rotor shaft 95 is connected to the shaft of the compressor high-
pressure rotor by moons of-hold-dcr.4n sleeve 100. Probable misalignment of the shafts
of the turbine end compressor during operation ie conpensated for by two rphnrical
rings (103 (and 109).
(b) Second Turbine
The second turbine comprises the nozzle diaphragms of the third and fourth tur-
bine stages, a rotor, reor support component parts, labyrinth seals and fastenings.
Third-_and_Fourtlt-Stage Nory.l.orDiaphreLm_Assmblien
The nozzle diaphragels of the third and forth stages coopriee outer rings 29
and 32, 3rd sterre split ring 28, inner rings 24 and 58, vanes 25 and 60, forward
deflectors 57 ari 114, eft deflector 21, diaphragms 22 and 55, and labyrinth flanges
61 and 69.
The third-ntage noezle diephregm has 65 vanes 25, and the fourth-stage nozzle
Approved E60116144.16 1 b
)3/08/07 : CIA-RDP78-0306
25X1
25X1
03/08/07 : CIA-RDP78-03066
APPTomilforlio1
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
TURBINE
diaphragm - 57 vanss GO. The flow path in tho nozzle diaphregms is forced by vane
outsr and inner flonges cast integral with tho vano hollow airfoil sections.
The axial sine circumferential forcers acting on the nozzle diaphrngms of the
third and fourth turbine stages are transferred to the rear flange of the second-
stage nozzle diaphragm assembly vie tho flanges of outer rings 29 and 32.
The rear flange of outer ring 32 incorporated in the fourth-stage nozzle dia-
phragm bolts the second turbine rear nu-port. The nozzle diaphragms of the third and
fourth stages are similar to that of the turbine second stage in conntruction.
F000nd Turbinejetor_
The cecond turbine rotor comprises shaft 96, 3rd stage disc 26 carrying 81 mov-
ing tandes 27, 4th stage disc 52 with 73 moving blades 59, front roller bearing 101,
rear roller bearing 48, labyrinth ctal cooponent parts, components serving for oil
supply to the front roller bearing, distance sleeves, and the nuts for attachment
of the turbine bearings and diees.
Second turbine shaft 96 ie hellos. It is arranged concentrically inside tho
shaft of the firsteturbine rotor; it rides on front roller bearing 101 and roar rol-
ler bearing 43. Thf) external splines in the shaft front end couple the latter to the
intereediate shaft of the eceveressoe low-pressure section; tho shaft is socurod in
the axial direct on by a coupling bolt screwed into the internal threads provided in
the abaft front end.
The shr,ft is f\l.onsed at the rear end to count tho third-stage disc in front of
the flange by meens of axial fitted pine 35. The disc is guarded against axial
displecezent with the help of nut 70 holding also distance oleeve 33 and labyrinths
30 and 65. Fourth-etege dine 52 is counted on the same fitted pins at tho rear face
of theflsnee. The disc is held by nut 36.
Ecer_Support_
The damper reer support consists of labyrinth flange 47, roller bearing support
40, damping holder 50, cover 42, eccentric ring 38, breathing pipe 37, oil scavenge
pipe 53, oil feed Fine 115, labyrinths 116 and 119 and pipe 117.
Labyrinth flsrge 47 mating with labyrinths 39 and 44 forms an air seal.
Support 40 and holder 50 are provided with resilient two-aided damping elements
of the "seluireol-c,,g0" type. Oil in nupplied into the clearance between the support
and holder and is nestled by two pairs of oil sealing rings. Eccentric ring 38 provid-
es fez axial eligneent of roller bearing 48 of the second turbine rotor and the bear-
ings of the first turbine rotor.
The cover central flangebolts labyrinths 115 and 119 and pipe 117 designed for
sealing air in and bleeding it from cavity K into the jet nozzle space.
5. KXRAUST NOZZa; S',:en1014
-(Fig.15)
The engine is furnished with a jet nozzle, the purpose of which is to mix the
flows of air and gases discharged from the by-pass and rain ducts reepectively sad to
turu the exhaust gas stream by 3 or 4 deg. outward in the horizontal plane.
Thu emlieust jot nozzle section structurally incorporates the rear support cf the
second turbine.
Approved Efielleatiztila
R000400120001-3
25X1
25X1
APPme0ifprAele
3U
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
EXHAUST ti07711: SEC1 ION
Thu exhaust nozzle convicts of the folluding main unite: a caning, a final jot
nozzle, a rear cuport, a mixer and an inner cone.
Casing 24 is of s welded eonstructien. It corapicesaconical shroud,
forward 1 and aft 35 flanges. The forward flange on the .casing bolts to tho aft
flange of tho combootion chabor roar coning, tho rear flange of the casing carrying
flange 38 of the final jet nozzle.
Welded to the casing top portion over the outnidc contour of segnontal nloto
A made in aft flan3o 36 is duct Shroud 23 which forms channel K in conjunction with
casing 24. Duct shroud 23 carries welded flange 20 that bolts a breathing pipeline.
Drain tank 18 in seam-welded to the casing bottom portion.
A hollow in nada in the caning vortical plane, where the drain tank is welded,
to form the lowerzzost area of the engine by-pass duct and collect fuel accumulating
in the Ly-pano duct. The fuel in drained into drain tank 18 through a hole drilled
in the holloa.
Fuel aceumasted in the drain tank ic forced under the air pressure through
pipe connection 19 and is thon piped to the breathing pipeline.
The forward richt-hand part of tho casing has hole E with concentrically welded
cover plate 52 end flange 53 which are intended for attachment of pressure pick-up
for reasuring turbine outlet total pressure.
The final jet nos .m le is ofaweldod construction conoist-
ing of flango 35, ad.apter 40 and ring 50. The adopter and the ring for;,i a curved.
convergent duct, the purpose of vhich iE to confine the cihaust gases to a given
area, thereby accelerating the, and to tu34-1 ttc mixed flow in the horizontal plena
by an angle of 3 to 4 deg. rE%letive to the ergire longitudinal Axis.
The jot nozzle Outer sarface carries two shroud? 39 welded over segmental slots
E in flare 35. Clao of the shrouds ic an extension of duct shroud 23 wade over cas-
ing 24.
The breathieg pipeline is connected to the outlet at the final nozzle edge via
duct 23 on casing 24 and shroud 39 on the final nozzle.
Re2r_C:IpEort_
(Fig.15)
Incorporated in thorrner support structure are the following wain unite: a rear
support outer seeing, baffles, en inner shroud, a reur rapport housing, fairings, a
diaphragm, a rochinod housing end thermocouple housing.
(a) The welded rear support outer easing
comprises shroud 25, forward flange 2 and aft flange 27. The external surface of the
rear support outer casing forme the inner wall of the by-pass flow path in the sec-
tion butt:nen the turbine and :Ayer 41.
Forard flange 2 of the rear support outer casing io bolted to the roar flange
of the outer casing of the turbine forth-stage nozzle diaphragm, eft flange 27 car-
rying nixer 4/. ::j1roud 26 has eight equispaced oval holeo provided with scam-welded
flanges 25 v%tch are used to attach the rear support houVing. Eole n ie rade in the
shroud at the right for installation of a pie-'up weasuring total pressure donnetretal
of the turbine.
Roar coppert flanges 25 are provided with baffles 22 serving to introduce air
from the by-pass duct for cooling the thermocouple canifold, the second turbine rear
ApprovedcF9NftleftW2903/08/07 : CIA-RDP78-03066R000400120001-3
25X1
25X1
ase 2003/08/07 : CIA-RDP78-03066R000400120001-3
25X1
Approved 1=6i,Rekiate
25X1
3/08/07 : CIA-RDP78-03066
R000400120001-3
AppfiSdiETOMielia
ase 2003/08/07: CIA-RDP78-03066R000400120001-3
EXHAUST NC'?? LI sic: (n
:17
support conponent parts, the forth-stsgo disc, and for pro cunning the rear support
labyrinth seals.
(b) The welded inner shroud comprises ohreod 3, flange
30 and cover strip 29. Tho inner shcond forms the outer wall of the engine main duct
downstream of the turbine and protects titanium rear support outer Shroud 26
against overheating..
Shroud 3 haa eight oval holes for connection of flanges 25 and 32 of the rear
support housings.
(c) The roar support houning is ofaweldod construc-
tion. It corp:Ascs eight stamp:A hollL,w struts 6, two circular flanges 12 and 35,
and eight flanges 32. Roar support houzing flanges 32 bolt flangos 25 of rear sup-
port outer shroud 26. For-aard flange 12 cornea diaphragm 11. Attached to aft flange
35 are houirg 13, fairings 5 provided vith n -shapad ribs, and a thermocouple boos-
'rag.
(d) Fairings 5 are attached to the rear support housing to protect the
stay struts against overheating by the grm flow. The fairings aro mado of stamped
sections raided togethor to form streamlined struts. The latter are provided with
conical flanges foring the ir_ner wall or the duct denstream of the engine turbine.
(e) The diaphragm consists of tt-io parts: steeped outer diaphragm
11 and turned inui displ,_reg 16. Ifi,c diepheagu asparates tho interior cLvities of
tho rear support lana Jug from tha cralr:o cas flew path.
(f) Housing 13 in turned to shape. The outer forward and aft flanges
of the housing ar,L bltel to ream support Lensing flanges 12 and 35 respectivoly.
Attached to the forvJtrd inftr flange of hou2im; 13 ale the support and seal
components of the tul,bine roar roller baaring ucit the aft flange of housing 13 car-
ries fairings 5 and thermoeouple,housing front flange 48.
(g) The thermocouple housing is welded of flanges 46
and 48 and forward cone 47. Flange 48 of the therL:occuple housing is bolted to rear
support housing aft flange 35. The front vall of the housing has holes for passing
air froia tho outsr duct for cooling the thermocouple uanifold and turbine parts.
Tho holes Ura drilled between the ther2ocouple ho uolnZ attachnont holes. Four holes
in flange 43 aro used to vIss the bolts for attachment of the clamps securing the
thermocouple: manifold. The taper surface of flarge 46 is provided with twelve radial
drillic:,s for in,tallstion of theri::ocouple breci:eti 34. Each thermocouple bracket is
attached to the end face of flange 46 by m;ans of tto bolts. Thermocouples r are
installed in the brackots anu secured by m3ans of bolto.
Mixer
(Fig.15)
The mixer is en e:Jlauat nocAle olomont intended for mixing the air and gaa flows
running out of the by-pass and main ducts of the engine.
Mixer 41 io voided of twelve staved flaps and flonTo 23. Flange 28 is used to
locate and attach tho mixer to aft flen.le 2? of rear support outer shroud 26.
The welded inne-r cone comprisus taper sholl 42, flange 44,
deflector 43 and ellevo 45. The cone outer slu,faco end the surfaces of ring 10 and
fairings 5 make up the floy path downstream of the engine turbine.
Approved FmRejeawratic
3/08/07: CIA-RDP78-0304000400120001-3
25X1
25X1
3/08/07 : CIA-RDP78-03066P
APProlOcli-FroriRelett
33
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
menu AIR AND SYSTCMS ?
6. ENGIU AIR AND DEICING SYST.ES
(Fig. 16)
(a) Air .1stem
The engine employs a nu,2.ber of auxiliary air lines by means of which air Is
bled from the b:i-poss and main ducts for certain engine and aircraft needs. Compres-
sed air is used for pressurizing the labyrinth seals of the oil-contacted cavities
of all the bearings supporting the ccopresser and turbine rotors and the bearings
incorporated inthe driven of the otarter-gens,rators and tachometer generators of
both rot ora.
To cool the turbine parts, the air is bled from the main (high-pressure) and
by-pass (low-pressure) ducts of the engine. High-pressure air is used for cooling
the first-stage nozzle diaphragm vanes and moving blade? an well as the discs of
the turbine first three stages (from both sides). Low-pressure air cools both tides
of the forth-sige disc, the outer rings of all the nozzle diaphragm assemblies and
the component prts of the low-pressure turbine rear support.
The automatic starting fuel control unit incorporated in fuel-regulating pump
HP-30 is fed with high-pressure air supplied from the compressor high-pressure sec-
tion through pipeline 19 end air filter 20.
To pressurize end ruIGe drain tank 25, low-pressure air is fod alcnE pipeline
23. Additional (Ir.ain tank 18 in pressurized and purged with low-pressure air ducted
through the hole in the ell.aost nozzle casing.
The ejector of ice detector A0-202,14 is fed with low-pressure air delivered from
special intae 24 in the by--pass duct entry housing her path.
The aircrL',:t paos,,nt;or cabins are pressurized and vented with air bled from the
blo-off trA.t hosins aft of the fourth stage of the compressor 10%;-preseure section
throulh one of tin air bleed ducts 8 or 22. The deicing system of the aircraft wing
ani fin rcceivc a air bled froLl the blow-off unit housing aft of the compressor fifth
stage through one of two air bleed ducts 9 or 21. The air intake is heated by high-
pressure air suplied via pipeline 12 at a speed of the compressor high-preesure
rotor exceedin7 9100 rpm or via pipeline 16 at a high-pressure rotor Speed below
9400 rpm. Changc-over of the air bleed system is accomplished automatically by means
of butterfly valve 13, controlled by a hydraulic actuator. The hydraulic actuator
in supplied with fuel from fuel-regulating pump 1T-30 via centrifugal speed gover-
nor 472-2B.
To improve chzine starting characteristics, the compressor high-pressure
section has provisions for by-passing air from the tenth stage of the h.p. compres-
sor section via valve 17. The valve is closed automutically by the action of pros-.
sure difference in the main and by-pass ducts of the engino, built-up at the compres-
sor high-pressure rotor speed within 6000 250 rpm.
The aircraft hydraulic tank is pressurized with hiLh-prossure air supplied from
the .co,lJpressor high-pressure section through pipeline 14. The aircraft fuel tanks
are prescurized with low-pressure air de:livered via pipe connection 5.
(b) Deicing System
To heat lo-prcasure compressor islet guide vanes 2 and nose bullet 1, provi-
sion is nada for a deicing system.
Approved keR1243t
000400120001-3
25X1
25X1
3/08/07 : CIA-RDP78-03066
APPregq0,HM1-RWea
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
Approved MfAiiielVSei2/00
R000400120001-3
25X1
25X1
App&c4ili:t6i4441.14
se 2003/08/07: CIA-RDP78-03066R000400120001-3
rt.:GINE AIR AI:1) 5Y51E05
'The systeo ecscprince pipeline 15 used for bleedinr: air from the cwnpressor
high-pressure section, compressor 5th stage air bleed pipeline 10, butterfly valve
11 used for changn(-over air supply (control)ed by a hydraulic actuator), heac-
insulated p1 geliia 3, shut-off valve 4 (provided with an electric actuator) and ice
warning system units.
The chenge-:ver of air bleed either from the fifth of tenth stage of the comp-
ressor high-prenLdre section is effoctcd auto[natically by supplying high-pressure
fuel from fuel re3olating puLp If'-30 via centrifugal governor UP-2B to the hydrau-
lic actuator. 1.7aut-off valve 4 gate open automatically under the action of electric
actuator UE-5M an coon as the latter receives a signal from ico detector JO-202U.
The electric actvAor may he operated manually an well.
The ice warning systen is dosignod for auto,Latic control of Shut-off valve 4.
The system (Fig. ).7) couprieen 0-20211 ice detector 1, solenoid-operated valve 2,
pressure switch 3 cud air intake probe 4 supplyin3 air into the ice detector eject-
or.
FIG. 17. ICE WARNING SYSTEIA
? ice defector 710-202M; 2 ? valve 1..17E;,.:'.100; 3 ?p. "ere v,Lh l'i45'05.15; 4 ? air intake
cc5.pre00i, love.pieswie dischai4e of, to ejector of ice detector ar)-202M.
39
The purpos of ice detector Y;0-20211 is to warn on ice formation in the engine
air inlet duct. The functional diagram of the detector in presented in Fig.18.
Electric mechanism M11-5E starts opening shut-off valve 4, and the ice warning light
comes on, RE1 coon as contacts 7 of tha pressure differential gauge got closed. The
contacts close after ice detector tip orifices I get cloaced with Ice and the air
pressures actin: upon one and the reverse sidon of membrane 6 equalize due to low
ram pressure sensed by the detector probe.
Pressure differential is built up in the gauge (up to n2 . rp0 due to
reduction of 0.2 presoure in chamber 3' under the action of ejector 5. Solenoid-
operated valve 2 (Fic.17) cerves for control of air Fupply into the ejector from the
compressor low-pressure section. Pressure switch CRS2-015 broakeo the circuit of
valve 2 as coon Cc the surplus pressure downstream of the low-pressurc_section in
&LOVE., 0.15 kg/c-r2.cm. As a result, air supply to the ejector is cut off.
Approved IVaeReloWtei2Ot
3/08/07: CIA-RDP78-03066R
000400120001-3
25X1
25X1
Apprc%ti1011.4-44efea
40
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
FIG. 1?.. J1,0?22.!4 ICE DETECTOR FUNCTION/a. DiAGRAll
Ica tictsct:r flp orilicos; 2 ? plass:Jr., cI.acat.t; 3 ? stoic
Pr"'",? chrttn, 4 ? critics (lot); 5 ? epsocr; 6 ? ?
contocti; B ? /1,110f; 9 ? cpcning inrerconnecting ejector cavity cad
siatic prosily, 0 alCall.,
Approved FWRiii6iii
3/08/07 : CIA-RDP78-03066R
000400120001-3
25X1
25X1
?AI
it
i
Apph?Vfitiii.kettla
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
Approvecic1W141es'aget
03/08/07 : CIA-RDP78-03066
R000400120001-3
25X1
25X1
Apprclakif kiitztilea
411?110116.1.1.,11WIMIE,
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
ENG!NE 1.1)C.1.:CATiOL CI AND F.P.CAMING SYSTLVS
7. FGINE ilJERIOATIN OIL An EREATHING SY2TDIS
(Fig.19)
The engine lubricating oil and breathing syatonn comprise the follerning an-
senblion cr.i nnite: oil tank, Lain oil pantp CntE-30, ganao oil filter En::-.50, oil
ocavenging pulp V.0-30, centrifugal decorator Unno-30 with a chip-detecting filter,
contrifonel breather 40n330 inlot heuning adapter, cmployod for cooling oil, and
fuel-coolon oil cooler (unit 62).
The lubricating oil systen ensures oonstent oil flow to the bearings and the
friction curfacon of the, components during engine operation, in order to reduce
friction ar,. dioeir,ate generated heat. While tho engine is running, oil from the oil
tank arranged On the aircraft ic drawn by Lain oil pump 01Zir-30 and is delivered to
gauze oil filter LIN4..;0. After passing the filter, the oil in carried in four direc-
tioass
1. Along the internal pacragas in tho by-pas duct entry housing, in the acces-
sory drive bouaing, end in tho gear hoc: housings oil is supplied to the bearings and
the gears of the central drive end the drive gear boxes, as roll as to the conpras-
ton low-pnsnrnarn rotor ball boarring sad the conpresser hich-preneure rotor roller
bearing.
2. Vie an eaietrel pipe oil is delivered to the conpreesor low-pressure section
front Slane and flour to the cenpronnor lea-prersure rotor roller bearing and to tho
oecond turbine front ronor bearing.
3. Along anothea external pipe oil is carried to the shaft tubo for lubrication
of the first turbine rotor roller bearing end coapreeelor hiEh-preoeure rotor ball
bearing.
4. Along another external pipe oil in brought to the second turbine rotor rear
support for lubrication of the r..econd turbine roller hearing.
Oil flow ecavenged from the conprenaor front frame cavities, from the shaft tube
and turbine rear support by oil ecavenging punp MII0-30 and oil flow drawn from the
cavities of the by-pars duct entry housing and tho lower acceesory drive gear box by
the scavenging element of .ain oil punp Cnni-.?.;0 are supplied into the compressor
front franc adapter via centrifugal deaoratorlE0-1,C-30.
After pausing through. the front freme adapter, partially cooled oil flows
through the fnel-ocolcd.oil cooler and enters the oil tank. Air or oil emulsion
separated in th-, centrifugal decorator in carried Vie the ball-type emulsion valves
into the corpreocor by-pace duct entry housing.
To provide for normal operation or the lubricating oil eyntem, the interior
spaces of the by-naoe dust entry housing, the shaft tube, the turbine roar support
and the oil tank connnnicate ,aith tho ntmosphero via the centrifugal breather. The
breathing lino in brought to the final ncanle edge via en external pipeline.
The centrifugal breather saint:vino a certain surplus pressure in the engine oil-
contacted cavities and in the oil tenki due to vhich back presoure is built up at
tho inlet to tho pressure and coavengipg elencnts of the oil pumps.
Oil prararre in tho enLjno lubricating oil synten is meaeurcd downstream of the
delivery elenent of mnin oil pnrp C.711-30 (aft of the filter) by trananitter1W-C
(ceriee III), vhich is a part of thel--,31'fil set, counted on the measuring instru-
vent board.
Temperature of oil at the inlet to the delivery element of the oil pump is
checked by thermometer 11-53(incorIA-,ratod in the 2!,!:1-5PTli set), rhoso sensor is
inataZied in the loner drive gear box.
21741 Approved F30Rol -se,- 3/08/07 : CIA-RDP78-03066R
000400120001-3
25X1
25X1
A p p enett
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
C-C
FIG. 20. MAIN OIL PUMP OMM-31.1
I ? 2 oov:r; 2, rzcvr,r 2i32 014-t CI; ? havoinz: 5? ectivc;)? lewto oil outlet posseo; 6 ? spring; 7,9 ? delivery eloco:nt
Pcrt; ? lln; 10 ? IswVCC,,f; 11 ? bus!,ing; U ? tcevcn],g clemont oilinlet p,,!sacr...4, 13, 70 ? 5crow1; 14 ? prese
Int vo!v4; 10 ?F44:,.. ccrl,c1 %olye edicotir.6, aciew; 16 ? 17 ? rc,,,,roturri velve; 18 ? yd. occo-omodating cavity; 19?bolt; 21
lvy oil jIP.:,,^s,z'; 22 ? scov,,n2,iog eoriont oil outlet pelser.
Approved 1:Ch-)Re1ee-Se12/00
3/08/07 : CIA-RDP78-03066
000400120001-3
25X1
25X1
03/08/07 : CIA-RDP78-0306
Appr6?i6FIROIle
se 2003/08/07 : CIA-RDP78-03066R000400120001-3
E' 3'u i.,G Cf:EATIO(3 SYS1EV,,S
43
Tbe p.e,one of wain oil peep C,:-30 (rig.20) is to Lupply oil under pressure to
the on.i.no compoLente to be lubricated and for scavenging oil drained into the lower
drive C,E7T box trem the by-pass duet entry bouoing and from the other drive gear
boxes.
Tho main oil pvnp is of a gear typo; it consists of a pressure and scavenging
elements. Housing 4 and covers 1 and 10 of the oil pump are cant of magnesium alloy.
Accommodated in the oil peep housing are preasuro control valve 14 and non-return
valve 17.
The prossuae control valve in designed for adjusting pressure of oil delivered
by the oil pump in.to the engine oil linos. An soon as the presnure in the engine
oil linos cores to traced the preset valuo, the preseure control valve by-passes
part of the oil into the inlet of tho delivery element of the pump. Oil pressure is
adjusted by turning screw 15 with a rosultant change in pressure of spring 16 on
valve 14.
Fon-return valve 17 servos to procludo oil flow from the lube oil tank into the
engine, with the aircraft parked. The non-return valve allows oil flow into the
engine as soon as oil preoeure upstrenm of the valve comes up to 0.4 or 0.6 kg/sq.cm.
For the DAD of cea,venience in removal and installation of the non-roturn valve, it
is redo as a soIe:e.ete unit.
Oil scavenging puep L20-30 (rie.21) in deuigned for ueavenging oil Tro2 the
shaft tulle, fron the corpreesor front franc end from the turbine rear support.
The oil puee in of a gear type; it consists of four scevenging elements. Oil to
the 6care of the scevengiuo cluente fle.ee in the radial. direction. To ouhsnce the
scavenging effect of the pup, all its four (dements are rado with very small side
cleeronees.
Housings 4, 9 and 10 and csvera 3 and 11 are cast of megnosiun alloy. The
flargos of housing 9 and roar cover 3 of the pump are provided with pipo connee-
tione 1, 24 and 25 for recoiving oil scavenged from the nhaft tube cavitioe by the
second and third elements, and oil scavenged from the turbine rear support cavition
by the first scavenging elcaent of the pump. The fourth sesveneirie element he:adios
oil nupplyed via peeeege 23 of front cover 11 and teken from the front framo cavity
along a pipeline and a peerage in the lewor drive gear box. From all the scavenging
ele:snts of the peep oil flows via passage 27 of the pump, passes through a channel
in the louer drive gear bon and enters centrifugal decorator u0-fic-30-
The centrifugal deeerator (rig.22) provided vith a chip-detectinG filter is
designed for copeeation of air from oil ccavengod from the engine by oil scavenging
pump EU0-30 and by the scarenEinz: elceut of main oil pua4) 0II-30. It serves also to
send a signal varding on detection of chips in the engine lubricating oil syeteel.
The houeing of the chip-detecting filter is installed on the centrifugal &mere-
tor houeing.
,Tho IF0-08-30 unit consiste of three housing sectione 14, 15 end 26, rotor 24.
shaft 23, caulsion ball valves 22, chip-detocting filter 10 and by-pa valve 11.
Housings 14, 15 and 26 aro caut'of ragnenium alloy. OA from oil scavenging
pump 31,117-30 and from the scavenging elueent of resin oil pump 0U-30 flows into done-
rotor inlet chael,er 21 of housing 26 to be conducted further into the .annular
cheabcr of dosorator rotor 24. The centrifugal forces throw the heavier oil pertic-
lee to the periphery of the rotor inner apace to bring the separated oil into cavity
16 of voluto housing 15 via circular exice 18. rno light air and oil vapour parti-
ApprovecrfW I&1g
6R000400120001-3
25X1
25X1
CT1
.70 .9 6' 7654
12 1 ! I 32
13
I
.., .
, ___, _
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