(SANITIZED)LOADING MANUAL FOR MILITARY CARGO VERSION OF THE AV-14 (I1-14) AIRCRAFT, MANUALS ON THE WN-3 AIRCRAFT ENGINE: TECHNICAL DESCRIPTION AND MAINTENANCE(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80-00247A000500470001-3
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 417
• Document Creation Date: December 23, 2016
• Document Release Date: January 8, 2014
• Sequence Number: 1
• Publication Date: July 7, 1964
• Content Type: REPORT

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INFORMATION REPORT INFORMATION REPORT
CENTRAL INTELLIGENCE AGENCY
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This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner to an nnanthorived nPrann am esershlhltael h., lam
SECRET
NO FOREIGN PIssEm
COUNTRY
Czechoslovakia
SUBJECT Loading Manual for Military Cargo
Version of the Av-14 (I1-14) Aircraft
DATE OF
INFO.
PLACE &
DATE ACQ.
THIS is UNEVALUATED
REPORT
DATE DISTR.
NO. PAGES
REFERENCES
INFORMATION.
7JUL
1964 ?
1
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SOURCE GRADINGS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE.
4
3
2
1
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English-language
version of a Czechoslovak aircraft manual entitled "Loading Instructions,
Military Cargo Version, Av-14," prepared by Avia (Automobile Plant Letnany,
Jiri Dimitrov Plan) in Prague-Letnany. The manual is comprised of 16 pages
of text and three pages of charts.
Distribution of Attachment:
WiT
Army
SECRET
NO FOREIGN DISSEM
50X1 -HUM
50X1 -HUM
GROUP 1
Excluded from automatic
downgrading and
declassification
STATE I DIA I ARMY I NAVY I AIR I NSA I AID
I OCR
(Note: Field distribution indicated by "#".)
5
4
3
2
1
INFORMATION REPORT INFORMATION REPORT
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I.

4
LOADING INSTRUCTIONS
? MILITARY CARGO VERSION
Av /4
AVIA
Prague
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?I?
EIMER
FOR INFORMATION ONLY
NOT FOR OPERATIONAL USE
LOADING IV3T:'.1;CTIOIIS
FOR Av-14 LiILITAY C
V R Z 1..ON
/Appendix to Av ? 14 Aircraft Crnr..s:031. 'rrr;Alciti
1959
Praale
7.-,.",-?.;liTiCr
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, I
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'
Loading of the airdaft-
1. The aircraft must be loaded vith due consideration of the max. take-off
weight, the minimum petrol corresponding to that weight, the computed
normal lending weight uith the necessary reserve of peteol on board,the
zero fuel weight and the prescribed center of grrvity linits,especially
when the normal landing weight is high /around 17000 kg/.
Loading sequence:
a/ compute the max. take-off weight taking into account the airfield
conditions /i.e. temperature, height above 0,3a level, 12ngth of run-
way, obstructions, surface and prevailing vind and required one-on-
gine performance,
b/ prepare the flight-plan and compute the necoesary fuel for tho given
operation under the prevailing meteorological and tactical condit-
ions /for planning purposes a consumption of 400 kg of petrol per
hour may be taken/,
Cl from data obtained under a/ and b/ the max. payload thich may be car-
ried may be computed,
d/ the load in the fuselage has to be distributed according to the ap-
pendixed loading chart.
Notes Approx. rule for take-off weight reduction:
? 4 - 5% G for each 15?C above 15?C
3% 0 for the first 6000 ft airfield pressure altitude
/0 a design take-off weight = 17506 kg/
Also, when standart take-off perfOrmance is required, uee can be
made of the take-off distance graph for the estimrtion of the ta-
ke-off weight giving under actual condition the standart tette-off
performance.
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'Tote: Full design take-off weight 17500 kg may be used even in hot clime:-
to and on an airfield higher above the sea level when rummy loncht
is suffidient and the necessary one-engine performance during take-
off maybe obtained for the given airfield.
roto: In vory urgent cases in order to achieve, longer range with full pay
load an overload take-off weight 10000 kg may be used. In this case,
a minimum of 1500 kg of patrol is carried and the IAS in level
flight must not exceed 310 km/h. This take-off'weight may be used
only under explicit orders of the commanding officer since the one-
engine performance even on take-off engine power in tropics is below
the normal standards and landing requires more skill on tho part of
the pilot.
C.G. posn. near the roar C.G. liLsit should be used for the take-off.
2. Weights:
Aircraft weight empty
12
Design take-off weight
17
Overload tk-off weight
13
Min. petrol for take-off at 17 500
Llin. petrol for take-off at 13 000
Min. potrol for take-off /operational minimUm/
1
1
Max. total payload /freight/
3
Max. total load in zones 1-2 /front fuselage/
1
Max. total load in zones 3-4 /over the wing center-section/. 4
1
Max. total load in zones 5-8 /rear fuselage/
2
Mex. zero fuel teight
16
Max. landing weight
17
000 k,Es
500 kg
000 kg
000 kg
500 kg
BOO kg
900 kg
700 kg
500 kg
000 kg
550 kg
000 kg
/for take-off c..g. restrictions as a function of the take-off weight see
appeddixod loading chart/
Service load BO kg
Aircrew/4O/ 320 kg
Weight of one fully equipped men 100 kg
? ? 1 I II I I I
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3. Lcie.d distribution
Three mein types of loading are considered:
a/ transport of paratroops with same licht equipment in containers drop-
ped by parachute,
b/ transport of airborne troops /30 fully equipped nen/
c/ transport of oarco
The funelz,In ia divided into 8 loadiag zones. The individual zones are
mrkod on the crbin lx-.11 together with the max. permissiblo load in the
zone.
Tho LIW4 sin10 lo-d iu kz. This say by carried distributed over
zones 3 nnd 4.
A sincle load of 1000 1%2TN'bo c:s.rriod in zones 2,5 and G.
The mnx. load in the indivien1 zonoo are:
. Zono 1
700 kg
Zone 2
1 000 kg
Zone 3
I5? kg
or cin-lo load
Zone 4
7% kg
of 150b k,-.4
Zone 5
1 000 kg
Zono G
. ...
1 000 'kg
Zone?
450000 1
Zone C
/roar crx:p co:Apart-lent: ? ? ?
?
.
The vox. spec. floor /o-;inL: i 300 kg/2 and the single loads have
therefore bc eiTtributed ov.r the Appropriates area of the floor.
Note: Heavy ital....a mot :-.ot bo placod over the floor lateral divisions
and have to la n.ccomiodatod inside the floor panel. This restric-
tion does not apply to the floor divisions along the central
channel and the division over the bulkhead Vo 21.
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41enera1 loading rules.
When flying a mixed transport, containers or ama3.1or items are placed
along the middle of the cabin while the men sit along t'le elbin walla. Al].
item have to le strapped to the floor. Heavy items /1000 kg! ,hr.vo to be stra-
pped to at least eight anchoring points. Uhen carrying boxis, the larmet di-
mensions should be in contact with the floor when any position of the box in
permisable /boxes not marked "Do not tilt"/.
%len loading very hoary items, the balance .of the aircraft during loading
should be considered to :avoid the aircraft tail-sitting. Generally with mate
load in the front cabin there is no danger of the aircraft to become too tail-
heavy during loading. When loading the aircraft, it should stand on level
ground. with chocks under the wheels and applied brakes.
Men loading the roar cargo compartment take care not to cane in touch
with the batteries located in the rear corner. The load baa to be so arranged,
that during taxying, landing and flight in turbulence there is no possibility
that it would damage the batteries.
Vote: Tihen flying empty aircraft during testing, balszt might 600 kg must
be carried in the roar cargo conpartment /zone-8/..
Nota, that the me.x. of 500 kg in zone 8 applies only for loading the
aircraft as a cargo =chine and does not apply to this case when air-
craft is flying practica.py empty.
;Then dropping paratroops or airborne equipment, care must be taken du-
ring the loading to ensure the.t the cantor of gravity of the aircraft
art= the troops have been dropped, shall not move outside the pres-
cribed limits. Usually it is necessary to take on board a minimum of
450 kg of ballast carried in the rear cargo compartment /zone 8/.TI:da
is baaed on the aeatuauption that normal landing veight shall not ex-
ceed 14000,kg. :tven so it is necessary to land at a higher speed in
order to eatarre enough control in bumpy weather and if possible use
only 30? flats and a bit of engine poser during the flare-out.
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RECCLILIE1117,D LOADIUG
/Loading zones rr.3 and 4/
Bulkhead Yr.. 19
,
0
?
r r
/
,
/
A
/ .
i
A
Pr
/
A,
Bulkhead Nr. 23
On fig. 3. ie shown an example how to locate a load Of 1500 1-.;.;
/2207 lb/ resting on two or more supports.
On fig. 2 is e;Lven an examle how to locate a load of 2x750 kg
/2x1103
In both cases the load.mu.st be so distributed aa not to exceed
the maximum specific floor loadinc, i.e. 600 kg/q?
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FiL:. 3
-t
MIMES OP =0:120.TDED thADLITG
11.or2ding zones Ur. 5,6,7/
Bulichea.d !tr. 23
?Fig. 4
/
Bulk I 1 . 2 G
1
.
,/,
v
/ .
4
Bulkh.30
/
1,1
4
AA.
,
I
,
1
.
1 Bulkhead lir. 34
? 7oo
On fig.. 3 in shown an example how a loatl.. =list not be locii.ted
? On p.c. 4 is shorn tho rscommended way of locating a load of 128XLMIZa
weisht as mentioned in the balance chort cadth due reg,rd to
the aircraft O.% position. The contact area of the load
supports must bo so chosen that nowhere the max. specific
floor londinG of GOO kg/m2 will be eXcooded.
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Fig. 5
MAW= OF TECOULUTDM LOADING
/Loading zones Pr. 51G,7/
Bulkhead :r. 23
Fig. 6 .
ti
F
/
ir
302?1.
r
26
F
7/
A
,?, 30
/
/
/
r
A
, ,
f
A
,e
4
Bulkhead Nr. 34
On fig. 5 is shown an example how to locate a load Of the meximum
total voigl2ttell= 11tionsd in the balance chart mith due
regard to lho air:A-art C.G. position.
Caution! Analogical requiramonts concerning the location of
as illuntrated on fig. 4,5,6 apply for sones 1,2.
On fig. 6 is shonn an example hom to locate long items in the Cabin
The contact .area must be such that the specific floor
loading is not exceoded. Long items of high rigidity
should rest on supporta in order not to overload the fu-
selage bulkheads undor the floor divisions.
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?
INSTRUCTWITS FOR THE USE OF THE LOADING
& BILLAIEE criAnTs.
1. Determine the aircraft take-off weight using the tako-off run and distan-
ce chart or the approximate rule Alen a standart one-engine performance
in required, /4 - 5% T for first 15PC above 15?C, 3% 71 for :filbert 6000 feet
above nee level/.
2. Complete the flight plan= the basis -of the latest meteorological fore-
cant.
3. Compute the quantity of fuel necessary for the flight taking 400 kg of
fuel per hour and adding additional 400 kg of petrol for divoraion.
4. Using e.g. poen. chart select the range of C.C. for take-off. The forward
C.O. limit is given by the intersection of the horizontal lino going
through the chosen value of the take-off yeight and the dot-and-dash curve
marked by the eelectod weight of fuel. The practical roar limit is 21% MAC..
5. Distribute the load approximately using data for the individual loading
zones. nth the aid of the balance chart determine the loaded index of the
aircraft and check whether it fella into the selected range of CX. for
the take-off with the chosen quantity of petrol at the chosen take-off
might. Should this check come out unsatisfactorily, redistribute the load
and check the loaded index again.
6. Fill tho "77eight analysis" chart which is a document going etth the air-
craft testifying its proper loading. This chart munt be signed by the of-
ficer in charge of loading and checked by the aircraft's captain.
7. Note: Empty aircraft weight and e.g. position given by the manufacturers
are approximate figures only. 3ach aircraft's eapty yeight and c.g.
should therefore be found exactly by 1745ighthCa ,
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The empty aircraft index is found from the formula
75 ;Impty. /1?243-x/
42
Iempty 340
mticilt of the empty aircraft
eppty ike
? x lb/ distance of the cg. from the beginnin5 of
the L.
Should the e.g. position he given in%
wo have
'Co
?
. 3,412 m
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-1.7t/EPILIE OF USING TM LOADING OHMS
:oto: in the following axamples nn nircraft basic: weight of 13000 kg is vs-
sumod purely for tho ninplicity of computation.
Thooe exAnnlos are for training purpoeos only and cannot be used as
actual loading casco for opatation4 aircraft, when the basic weigOt
is 12600 kg.
Aesumptions:
a/ Basic weight - sight empty, crew, service load In 13000 kg
b/ Baeic index - index of the aircraft basic weight e 27 units .
c/ Fuel consumption = 400 kg/hour
Avcrage ground stood = 300 km/hour
EXample 1. .
Airfield pressure height U is 0
Temperature t e 15?C
?
It is required to transport maximum payload over a dietimao of 300 kms
1/ Takeoff weight = design take-off weight xt 17500 kg
2/ .Fuel a consumption round speed . eietence /40 == 500 kg
g
3/ Road payload and loaded index range from dies 2
Payload =
3700 kg
Index range
= 37,6
- 4404
4/
Dietribute load ss follows:
zone 2 ? 1000 kg
zone 3 . . . ? ? ? ? 500 kg
zone 4 . 500 kg
zone 5 . . . .... ?? ? GOO kg
zone 6 ? . ? ? 900 kg
zow 7 200 kg
Aircraft loaded index e 43
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le 2.
t is required to transport 2000 kg over a distance of 1200 km
= 13,
t = 15?C
1/ Permissible take-off ioeight = 17500 kg
2/ Fuel 414?? 1200 + 400 = 2000 kg
300
3/ From dia. 1 obtain range of loading index
tual take-off weight shall be:
Basic weight
Fuel
Load
ading index range from dia. L 36,6 - 45,2
/ Distribute load as folloms:
zone 3
zone 4
zone 5
zone 6'
Aircraft loaded index 0 37
500 kg
500 1..g
? 600 kg
. 400 kg
13 000 tg
2 000 he
2 000 tg
17 000 kg
Eksmplo 3.
It is required .to transport the high3st possible load over a dietance of
1500 111.
H = 4000 ft, t = 21?C
1/ Permissible take-off weight 0 15800 kg
2/ Fuel 0 10,8 . 1500 + 460 = 2400 kg
3/ From dia. 1 obtain loading index range 30,2 - 45,6
4/ Compute payload:,
Take-off .deight 16 000 kg
A/C basic veight 13 000 kg
Fuel 2 400 kg
Payload 1 400 kg
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5/ Distribute payload am follom:
zone 4
zone 5
zone 6
arcraft loaded = 3C,5
500 kg
400 1:0
500 kc
1 400 1:g
atemple 4.
30 airborne trdops tith about 200 kg of equipraent aro to be transported over
600!.
11 =
COO ft, t = 15?C
1/ Parmissiblo take-off weight = 17430 kg
2/ Fuel = 188 . GOO + 400 = 1200 kg
3/ Take-off weight /actual/:
B6SiC weight 13 000 kg
Fuel 1 200 kg
Troops 3 000 kg
Cargo 200 kg
From dia. 1 the indexrange is 36,0 - 44,5
4/ Distribute the load in the fuselage:
zone 1
zone 2
zone 3
zone 4
zone 5
zone 6
zone 7
zone 8
Aircraft loaded index is 37,3
17 400 kg
6 men /each 100 kg/
6 men /each 100 kg/
2 men /each 100 kg/
4 man /each 100 kg/
4 mon leach 100 kg/
6 men /each 100 kg/
2 Merl /each 100 kg/
200 kg cargo
3200 kg .
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le 5.
12 equipped men /IL 100 kg/ and 500 kg of cargo transport over a diztance of
1 500.km.
H = 2000 t = 17?C
1/ Permissible take-off weight gt. 17430 kg
2/ Fuel 188 . 1500 400 = 2 400 kg
3/ -Actual take-off weight:
Basic weight 13 000 kg
Troops 1 200 kg
Cargo 500 kg
Fuel 2 400 kg
4/ From dia. 1 the index range is 37,4 - 45
5/ Diotribute the load as follows:
zone 3 200 kg
zone 4 300 kg
zone 5 400 kg /4 men ;L 100 kg!
zone 6 600 kg /6 men 7a ipo kg/
zone 7 200 kg /2 men 11 100 kg/
1 700 kg
Aircraft loaded index is 42,5.
Example 6.
17 100 kg
2 groups of paratroops /P12 mon loo kg/ and 200 kg of cargo have to be
transported over a distance of 300 km. The paratroops are drooped at the
end of the outward journey and the aircraft returns empty to its base.
H 1000 ft, t = 16?C
1/ Permissible take-off weight = 17430 kg
2/ Fuel 2x 188 . 300 .1- 400 * 1200 kg
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3/ Actual taite-off rsight:
Basic might . . ? ?
Constant ballrult carried
in zone S
Troops
Cargo
Fuel
From dia. 1 the index range is 3G,G 44,6
4/ Distribute pay load as follows:
zone 1 4 men /each 100 kg/
zone 2 6 men
zone 3 2 non
MO 4 4 man
zone 5 4 nen
zone G 4.non
zone 7 200 kg
2 GOO kg
hircraft loaded index = 43
13 000 kg
450 kg
2 400 kg
200 kg
1 200 kg
17 250 kg
Corresponding to c.:7. posn. of 20,1% LAC.
After flying the 300 km mad dropping the troops and 200 kg of cargo, the c.g.
novas to 13,7;; MAC.
Returning to base ITith 400 kg of reserve petrol, the aircraft lands at a Iveight
of 13 850' kg and c.g. at 13% EAC.
Should a diversion be, necessary and the aircraft would lend with only 100 kg
of petrol left, the landing weight could be 13 450 kg and c.h. at 42,3% MAC.
In this configuration, increased landing speed is necessary in order to obtain
enough tontrol in bumpy weather.
?
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- sa/4;oosihiNgior/aie. off
:
t
.a
? - amirelernalkAr aririab/
AAA
/
z
1
m
- oar" A.Prknglie* rtia 41zircoolnr
V, /
?
? for,reoct bet' conAinerch4w>
'57' Alts.17- ker 1;kilvtopeati" C001,470,17,44,W/
//
rev" ZuZeOtacil nsecreAs
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
DALANCe cHArtr AVIA 94-"Clif
20
_L t
Aircraft/ bask index
,,,, IS _ . A? Ai' *0 #f A
1111 11 i it iii 1111 i I ii Ii III iiii1 Ill
1 Loodinq zones
0
4,
7
o
o
$
1! ributor
conductinP_; pipes
IL3.? ? ?: c :-.ntrol*Eas tem
-.rive.: or
201
?
.
211
.1
:70:,0.!..i!t 07
211
?
; ?n 11.:::1pU
218
1.
Thr:1.? for cnsine maintaininc
? .1
? ?
2--?6
2.
f7,c'e t/ional view drev,ing
229
?
:; ? -1' view drathinc;
230
/-
4.
itr re :?.,:e.nerr.l. view drawing
2?_ 1
5.
1,1:1t of fites
232
1
50X1
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C).0 !nriu,t1 ctortiwr inotallation
0.1 General
?-AX-50M compmocor
Covireced dictributor
6.4 r;t:Irtint,r g an0 air conducting pipes
6.5
Page
175
175
177
V32
187
18 9
7.0 }2.,7-1.112.pliovri1 itn control_gymtem 192
7.1 Gouoral 192
7.;!! 1.rov11or 19.3
rovoltmion. governor A 201
R.0 N,go?nt'oc
GL-15O generator
vecuum Dump
Li41=,1141 1. Tool hit for engine maintaining
2. NU'Zitle sectional view drawing
3. Enyino lelleral view drawinc
4. Encino general view drawing
15. Lint of firpres
211
211
218
226
229
230
231
232
.......kammc""..."76.74)
50X1
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i I
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o'1
'
1.0 ',:!-3 ENGIN GEFERAL INFORMATIOES
============
1.1 Short description of the engine design
---------------
The radial engine is of an air?cooled seven
cylinders, unsupercharged type.
The nonrotating cylinders are arranged radially
and in one plane on a crankcase split on the center r
line, which contains the single?throw crankshaft with.
ball bearings.
The values are operated by thrust rods and roller
tar,l)ets. The cam drum is driven by a toothed gearing
in the front crankcase. -
Six connecting rods are connected in a joint to
the head of the master rod operating upon the crank
over two. sturdy ball bearings.
The r..3 engine is equipped as follows;
a/ inrino accessorieas K?l4-03 carburetter, two magas?
toes )1..fB,-14.i, :!1,1K-12A6 fuel pump, WN-3 air distribu?
tor, AK-50 compressor.
Each cylinder head is provided with two SD6-46BS
sparkplur:n an well as with a starting valve.
b/ iLircrat cceccories: (Y)1:-1500'Z generator and
vacuum pump. On the front crankshaft piece
there Is mounted an adjustable pitch propeller of'
W ?1 mark.
.....................)
???????4???????????????????Womodse...IW ???????????????????
....4 ? ???? ...I. 0.0 OM ????10.4. OF .....s.,,,...????? ????????*.n., War.
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Fig.1 VN-3 engine /front view/.
The crankcase is an aluminium alloy casting divi-
ded into three sections: front lid, front part and rear
one.
In the front lid there is placed a thrust ball
bearing.
The front part of the crankcase is casted together
with a chsmber which forms a housing for the can gear,
respectively.
Into the hole of the partition separating the can
gear chamber from the crankshaft one is pressed in a
steel seat into which a crankshaft front roller bearing
is inserted.
The rear part of the crankcase is ?totted in common
with rear chamber and with a mixture distribution cham-
ber.
----"- (7 - 4 -.--,
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. The Tear roller bearing of the. crankshaft is
pressed into the partition which separates the crank?
shaft chamber from the mixture distribution chamber,
resDectively.
The mixture distribution chamber in form or a
ring is provided with seven outlets for separate suc?
tion pipes, whilst the rear chamber creates a lenghte?
ned section to enable all the accessories to be fitted.
Inside the rear chamber there aro placed some
drive asomblies of the engine accessories.'
The 6riving is being transferred from the crank-
shaft by means of pair of the bevel gear azotised.
Two halves of the crankcase are coupled tomther.
with aid of seven bolts.
The opoidngs for the cylinders of both parts are
mschined in common.
On its outer surface the crankcase is provided zit
seven retention flarwes and stud bolts into which the
cylinders ae fitted.
On the bottot:t part of the mixture chamber there
is situated a flaw for carburetter attachment.
In the centre plane between both parts of the
crankcase there is plaood a crankshaft assembly.
???????????????1106?64.10?10.1...?????11.0111?111.0a0. ?144......1?110 """"......"""""...M.11.110?11.111.1001.1?11.01.1???
(...440PW ?Warvembradr,????? V a.* ? WNW. 5 ...P?4?01..???????????????????????????????????? ?????
1.???????...???????????????????????????? .1????? ? ...4?4?01.. 011. ????.??? woo, .111?1?111....11.01.1.
m???????????????
SECRET
II
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
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1?Fra
Jw.na.?
2i7.2 ?17-3 engine /front view/.
The cylindcro
The cylLnder of the encine consists of the sleeve
taade of chroLe-tnolybdenum stamped steel, aeotieed
In-
ternally and machined respectively and also the anted
cylirsder head casted.. of aluminium alloy and screwed
upon the oloeve after having been warmed up to the it.
mits desired, previously.
,.....0
.-....???????????? ????? .. 44- ? -...4-? ...ow.... 0?1??????=04. amm6,..Iwr A.m. .......
???????,..1????????????rfl?
- 6 -
-
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The cylinder head comprises several cooling fins
us v;o11 az in:its top part a rocker chamber covered
by means of magnesium. alloy cap.
The inlet and exhaust valves era arranged to both
sides of thz. cylinder hc:nd and are inclined with an
angle of 70 dog. each to other.
The valves we made 'of fire?resistant steel and
not interchangeable each other.
The combustion chamber between the piston and the
cylinder head is of a homisphoric form.
Into thc inlet cnnnel of each cylinder head there
Jr: attached by moans of atud"iction manifold conduc?
ting the mixture to the cylinder from tte miiture cham-
ber. -
A priming jet is sorewed into each cylinder inlet
chelnel onr,blrg the enrdno to be primed dUring its
starting,
Li,Iht metal pistons. arc used. They are machined
to both surrneos the inner and the outer ones and con-
:wise four piston ring 2:roovess three from them in the
top part of the piston vOlilst the fourth one in the
bQttom.
In the both top grooves there are placed ttid
coopression rings, Millat in the remain two grooves
the oil scraper rin7n, respectively.
All th ringo are made of a special cast iron and
-then externally chromium?plated.
The gudgeon pin made of. cteel is boing inserted
both to the pin ar,0 connecting rod in a manner enabling
to form & "flontinr;" construction which more evenly
distribute tho WPar ea the pia surface.
The gudlNon pin retention is being assured by
moans of. to aluminium expanding plugs.
41?????????????11..
?????????????I
7 ft. .......)..r......PI?1Ik?M??IN?.???????.??????OW?wIIMMMMP.Yakb...oOoe?Ni???.?????
....???????????.
????????????...
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
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W1:-3 enrine /back view/.
?he crant4-ft is one of tl!e parts subjected to
r.-reateststraiL '!ztreme care is needed in it.3
construction ard (1(;sign, because the entire duty of
trancmitting the pouer Generated by tte engine to thq
prc1ler (1,1wolvem upon it.
The cranIzshaft glde of hirht- tensile strength
alloy mtoel of spucial composition freta forging. It
is heat-treated an cc-Triss tvc pieces the front and
rear one,
The complete shaft is carried on two maiwroller
bearings arid one,thrumt ball bearings.respectivellY.
The two pieces of the crankshaft are held together
by a clamp bolt pamsing through the maneton.
?
- 8 . 4t.W. WW1.. .1????????????????????,
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a,
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/
, The crankpin an well as the main journals are
drilled throughout for lightness, communicating holes
and blanking plugs allowing of the resulting chambers
utilized for oil ei'mulation and. distribution.
'Loth webs of the crankshaft are equipped with
counterweights the front of which is attached rigidly
whilst the rear one may be shifted, if necessary.
The crankshaft assembly coniste of a master rod '
and six link rods.
The master rod is made of steel forging and com?
prises one?piece bis end with holes for knuokle pins
of link reds.
Into the big end there is pressed in the oonnectin
rod steel bearing covered with anti...friction metal
lining /load?bronze/ and into the top end . the bronze
bush.
All the link rods are aluminium alloy forgings of
H?sections and operate without. any bearinge. Said rods
are jointed to the, maeter rod big.Lend by means of steel
knuckle pins in such a manner that an axial shifting
is assured.
Cam gear assembly consists of a cam assembly dri?
ve, cam drum, tappet guides with tappets and rollers,
push?rods with covers, rocker levers and also the
valves with the springs.
The cam rinfr, is made as a thin walled .steel?ring
provided with an external teething and equipped with
double runways /distributor driving flange/ carbonised
and griaded, respectively;
To enable the camrings.to be turned they are dri?
ven from the crankshaft by means of driviag shaft gear
which enacce with double indirect toothed gear dri?
ving the camOxul.
The timing of the camsear assembly phases is to
be carried out by means of said indirect gear.
0????=11????????????11.11.1.11.0M101.1?01...../.....
4/1?OIMM.. 4.0.1???????.????????,.....1
0111,0?1?????? ??????? 41????????????11.
???????,00111.1110M1???????????
??????????????????????????11.10.41. ?????????????????????????????????????????????
? 9 NO '
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????,1011,111111110??????+.10 wa/M????
The en7ine 1:: supplied with fuel by BUK-12AS fuel 50X11,
pump which en theables .e fuel to be conducted under con-
stant pressure to the 1:14-WN-3 carburetter of Membrane
type.
The 'engine iz lubricated by a forced - feed System
exception of cylimier sleeves, gudgeon pins, both
the crankshnft and toothed wheel bearings which are
lubricated by Oil splaph.:
. ?
The oil pump of the. gear type consists of one.
peeosure stage an of to suction ones.
The pressure staee delivers the oil from the oil
tank to the crankshaft hollow, :rear chamber oil
.passages and also to the front part of the crankcase.
The lee!: suction stage draws .the oil out from
the semp whereas the small suction stage draws oil only
from a s:/stem of four cylinder heads of bottom cylin-
ders.
The valve mooataism is lubricated by oil conduc-
ted through th.: tube dipped in the front part of the
crankcase and through the push-rods to the rocker lever
bearings resultine the valve stems to be lubi.icated
splash, too.
To enable the inner cavity of the engine to be
vented a special vent piee on the rear chamber housing.
is installed. ? \
For ignition the mixture two magnetoes\of RSM-7M
type With automatic ignition advancing are Mounted.
The starboard magneto operates the front spark- ?
plugs whilst the pf.r/t one the reex sparkplugs, respec-
tively.
In order to eliminaLe the radio disturbances the
lenition eyetam is braided, completely.
L;ngine starting is pneumatic. The air compressed*
is fed from the atorage bottle to the air distributor
mounted on the rear chambur housing 'end then through
the eeparate air pipes and starting valves enters, the
cylindere. The pressure of the air should be about
50'kg/sq.cm.
....410,11MOOPPNIMOWII.
1, ? er..io?o?M?b?rf"/g1/????????MIMIM?N?M????r".............
?????????????????????????????????????????????????????????????111.01.1.???????????
..,?,,..........,????????????????440611.01.10.0.0.4.11..1 WIMM110.0~
10111.10
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\
Bofore engine st?xting it is rocommsnded to prime
some fuel into the priming manifold by moans of priming
'dump. The fuel ic delivered then through the separate
pipeo end :in,Jjc:cters Olmotly ta the induction pipe'
coch cylinder.
1.2 \'-3 engine nain technical data
. 1.2,1 Dopivn Oata
1. 01r.;ine mark
2. Cooling
3. nimlrr cyliwier
4. 13n:::ino typo
3. Order of cylinder boo.
? WH-3
'air?cooled
NO
7
^ eingle?row, radial
uneuperchareed.?
^ clockwise, when
viewed from behind
Top cylinder is
the first one.
G. Cyllndor bnro dia. /in nm/
7. Stroke /ln mn/
a/ fnr :41.5
/vith moator rod/
b/ for cylinder? Fo.4
un(1 1.;o4
c./ Pc). e,..,.linders :10.3
and V.Q.7
, d/ for cylindc= LTo.1
rd c.2
8, Displacement all,cylin?
dcru, ltl.
9. Comprecrion
10. Direction of rotation.
11. Propellor mark
.
""""
r??????????????.40.?????.a. aboamm ? Ll
135
? 1)4.00
SO
0,2 +.0,1
qlockwice . when
viev.c.M from behind
OM
nr...e.???????? ???
50X1
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NO
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"
1.2.2 Enrine ratinr!s
:Specific
r.p.m. : fuel con..
-ewer name : kov,3).:? in h.p:
? sumption
Combat :
Take-off:
Rated :
1
Continuous
work /0,8 ra-
ted/ ? 1
330 - 2
315 - 2
233 + 2
235+ 2
%
%
(,:) .
:
.
:
:
:
:
2500
2350
2250
2100
+ 1
.4- 1
+ 1
+ 1
1.2.3 Crankshaft speed limits
% : 250 - 270
:
% 240 - 260
:
% : 220 - 235
4
% : 210 - 225
1. Maximum permissible /never ex-
ceed/ v,hon divinr or by
other aoJ:t.,batic ficwes - over-
speekl:In ^ 2650
2. Minimum r.p.m. - idling; run ^ 500 4. 650
3. Time require(' to ;:v4,0 up the
enuiuo from illiLv; to full
thrcttl.-, L,,c3 in minutes 4. 2 - 3
4. Pervdsuib](:o. rtt ion puriod
of tho v,ithout inter-
ruption in n.
a/ overspoodimg ? 1
b/ coOat power' ^ 5
c/ taw-off power 444 15
0/ rated power ^ without limits
e/ contlnvous work pour
/0,8 ratoJ pcnc,r/ ? without limits
???????????????????????????????????????????Aw.aram
C or 12 MD
SECRET
??????????.????????
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(
fl
1.2,4 Winder heads temperature in 00 measured udder
roar arkp1ui of c:.'llnder No.5
1. Zininum temperature for relia-
ble operation . 100
2. Level flight temperature dei-
red ?' 150 . 200
3. Yaximum temperature durin? g
long operation of the engine . 220
4, Viaxiuw permisaiblo temperature
durinr take off and climbing
/within max. 15 minutes/
1.2.5 ue2jj.___.nd fool otem
1. ruel grado
octane number
2. Carburetter
a/ type
_b/ No. of pieces
3, ruel pressure before earbv-
. retter in kr:/0q.cn
a/ at idling run
b/ at other ratings
4. Vuel pumP
0/ tYP0
b/ No. of pieees
Cl drive gear ratio
V (31rection of rotation
,arom?????C 13
230
aviatic petrol
B-70
- 70
^ Z-141NN
- 1
^ 0,2 0,4
min. 0,20
0,2 -0,4
^ ANK-22AS
? 1
0,5
- anti-clockwise.
1?11????=.11111?M????????
INIIM/g/NORM???
50X1
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0
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1.2.6 Oil and oil cystem
50X1
1. Oil grade require (f for all
year round operation
2. Specific oil conaumption
during continuou- cporation
in g/h.p./h
3. Lubricating oil pomp
a/ type
b/ No. of pieces
c/ drive Fear ratio
d/ direction of rotation
4. Oil pl-seure main pipe
Aeasured in pressure trans?
mitter on thc rem: chamber
housinr/ in kr/sq.cm.
Notice: ?,ben engine starting
rtilrIggr,ainz up it is allo%ed
the oil precoure increasing
up to 10 kg/sq.cn.
5. Inlet oil temperature in ?C
a/ desired.
b/ miniz.uw pcf iL!sible /at
varmed up engine/
c/ maximum during continuous
operation
d/ maximum pormiesible githin
max. 15 min.
6. Outlet oi.1 temperature
a/ desired
b/ minium permisEitle /at
armed up enc3ine/
c/ maxiLurd permissible
d/ maximum permissible wit?
hin maz. 15 min.
7. Oil quantity flowinc. tarough
the engine at rated power end
at outlet oil temonrature
within limits 50 ? 600C
in km/min.
itt 00
? us-eo, M1-22
- max. 12
? gear, with one
pressure stags and
two suction ones.
? 1
? 0,5
? clockwise.
? 4,5 ? 8,5
? 45 ? 60
? 40
- max. 75
max. 85
- 65 ? 85
- 55
- 110
115
3 ? 7
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'
401111???????11/0111?1111?111Y?1?64?0001N1.10011101????????????????? mtlildi..????????? ? 4.11.1/1011.1?11/111/146
1.2.7
C
1. '2J.Latr the onr!ine cam gear
phaae in xefareqon to crank?
ahaft :-evc,lutior., in decrees
/aceWinr; to cylinder Uo.5
fi7.
a/ inlet opera before T.D.C. 26 + 4
b/ inlet cloLos after B.D.C. - 64 + 4
c/ oxhanzt opens before B.D.C. 57 + 4
d/ e7haust closes after T.D.C. ? 27 + 4
e/ inlet open ? . 270 .
f/ enhal,lot open - 264
clearance hotINeen valve
stom and rocker lever roller
v:ber ti n the engina in
coold condition ? in am:
? for examine both valves
for timinz
? for en!ine operation
inlet valve
exhaust vslve
h/ Guaxanteed servicina period
U p to overhaul
(:15 "4)
ettommommommommolommt. /Or
SECRET
`. NO FOREIGN DISSEM ,
't
? 1,7 + 0,05
? 0,3 ? 0,4
? 0,4 ? 0,5 ?
-4 years.
?
two?????????????????????????...
111?1?????
.41/./1.???
?
50X1
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??????????,...??????????????????????...
44111?11.1.0.411111.????????????????411....?04.10?..
50X1
POP AtOro0Ord
0109flete
_Inlet opens
FOI.f
0113 t
D. C.
???.'
roc.p o rt moan eho
Iniet ciogee ,
Outlet cloce
Direction of rotation
el Me comarum
M Mot ofherronkshott one.
'FiE.4 Timitv elirtrPm of the W1..3 engine
in dc.fTees of eraokohaft revolution.'
....?????.=????????????.???????11.....?????1.4.01?...1.?
4.1.001.0
16
0.01=4.
????????????????????????????
AMMO
WidlIMMIIWOOMPOs4.11..
YIWOMOOMMIIMMIWIIIMMI
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"4".""PlmolPsoppenumrpomplowilmor"..)
1.2,8 Imlitiop system
1. /:;agneto
a/ type
b/ No. of pieces
c/ drive gorir ratio
d/ direction of rotntionat
for starboard magneto
for port magneto
2. Oparkplug
a/ type
b/ No. of pioces
3. Firing order
? double spark, brai-
ded
BISM-7M
^ 2 ? ?
^ 1,75
^ clockwise
^ counter-clockwise
lb&
pro cylinder
4. Maximum permissible drop of
engine speed when running
with one mumeto at rated
power as well as at conti-
nuous one in r,p.m.
5. Pull spark advancinT in
degrees of crankshaft revo-
lution:
a/ for port magneto
b/ for starboard magneto
'.1.2.9 Startinr1 system
1. Engine starting
2.. Compressor :
a/ type
b/ Eo. of pieces
0/ drive gear ratio .
d/ direction of rotation
3, Ad;justment of compressed
air distributor ?
?????????????????^?????
.1??????????????????.?????????????..........nome,......, 411..4.???.?????????????
...,ores...??????,11.61.?????????????????...a......., oo????? low. ? ? ? or
17 -
Z1)748-138, ceramic
2
1--5-7-2-4-6 ?
80
- 27 + 0,5
- 28 + 0,5
- pneumatic
AK-50M, piston
-.1
- 0,8
clockwise
- 8? after T.D.C. du-
ring expansion strip
for cylinder 1;o.
5 and with a gap of
1+0,1 mm between th
edge of distributin
plate orifice and
the edge of the on
floe in the housing
???????????.... ogee
4.???????????110.?????? ormom? lemommi ... I
11111101??????????????????111111?
50X1
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....---a?"""6"1"-*"."*"""*"4.44.
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? FOREIGN .DISSEAL
\
1.2.10 Additional novenseries
1. Revolution governor
a/ type ? n-2, centrifugal
b/ drive sear ratio ? 1
c/ direction of rotation ^ counter-clockwise
2. Vacuum pump
a/ type ^ AK-48
b/ drive.gec.r ratio ? 0,6
c/ direction of rotation ? counter-clockwise
3. Generator
a/ type ^ (10K-15002
.b/ drive rear rntio 2,31
c/ direction of rotation - clockwise
4. Revolution counter drive
a/ drive ;cur ratio ? 0,5
b/ dirc:ction of rotation ? clockwise
1.2.11 Weirt and dimensions of the engine
1. Weight iu kr accord. to
AWL standard ,240 + 2 %
2, Engine dimensionu in mm:
a/ diameter, overall ^ 1106
b/ length, overoll - 835
Vote:
50X1
1. Direction of the accesoories rotation is settled
when viewing from the drive.
2. The weight of th,: eng.ine not includes the weights
of the followinr accessories: GSK-1500'i, geporator,
AK-40 vacuum pal', AK-50M compressor, eYheust
pipe flunges, unJ the engine mounting together wit'
compon,Alt parts faotening it to the cnrine.
???????? ???? ???????*?????...../Ol? .41.0.1.4.?????...e.dotnya? ? ????. .??? ??????? NAO.
mow %Awe
.4.10.1.0?NMS?40......???W. n??? ??????111.410????????????.............
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.1.1M111?????/M/M?abbiak 41.111M???????????????????!?11?????
Al, (hp.)
340
330
320
.370
300
210
260
. 250
AD
'.so rop
Jotrbor frokt
7bp//m/Y.
Bottom 6:mr-,,
_=-L.===fz==
1 i .
1
t i i I
I 1 1 1
2100 2 00 2300
?
4 (9/hp/h)
270
260
250
240
230
220
210
100
90
80
70
60
50
40
Zoo 2500 n leprf)
'Fig.5 WN-3 encine full and braked power diagram.
?????????????????
? ??????????????.??????,? ? MAW.* VON as ????????.,???????
????m????????????
- 18a :)-
???????' ? .1.0 a?an?????.........1????........??????101.100.111?41./........?
11
r......1111,01.1????100111110
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50X1
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/1/
.34C1
.110
220
ZOO
100
160
44C
80
40
2
Dinr7ran
Chnracterl...tic sea. level.
Cut pu:: h",. in relation to Pk.
DiP_Gram 2
atitude characteristic
at full throttle speed
out put is determined to
In relation to formula:
50X1
350 400
450
500
Fiq.5 7N-3 en-inc altitude characteristic diagram.
18b
3 as 4 45
AthhLde'
Ottterrr amp"
&de.
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piaSrsc
Characterictic mt. sec level.
Out put h.p. in relation to P.
itt
50X1
Altitude chernotariatic
at full throttle speed
Out put is determined?to
in relation to foraniat
'101,
700
N.0.).(0,1_1 /F-41
.5S0
A.E. ataospbere standard
PIT/I,420C1
P.?. full throttle speed.
? - air pressure behind the car-
buretter leo fig
? - etnospheric pressure at elti
tude.
Determination of the effect. poser
of the engine et an all:itede using
the diagran.
Ereeplet
1. Settle the point A on the die-
gran 2.
CV 2. Settle the point li on the die-
'an 2, thee trete the horilontol
line up to point C.
1 hP 3. Connect the point A to
the point C. Interaec-
ub tins with altitude Use
point 0 gives the power
co value of 16e h.p.
ao 4. Teaperature correction t
450 AV AW
50 A. ,1,0
(SC1
lem19.1
n of power for each
6?C difference frou A.S.
ed, when th A.r
according to example:
168+1.6E h.p.
5. Apprezierte deteralaatio
of the power defined,
O 5.1 measure pressure diff...
ao
rention P - t,Ek bet-
ween point A and D.
5.2 Mete on the diagram Vo
nnecific fuel con-
sumption curve for give
r.p.t. Meeonre off frau
the point F.T. 411),
value /both diagram be
ve the same male of
Et, end Ph/. hint 8 det
eines the specific fuel '
consumption required -
according to example:
220 g/h.p./b.
5 2 25 15 4 45 .5 SS
.413ittede lit.,3151
(Arnaletn" o...presrure-A-
to,sie ? feria
=-3 enr;ine chirecteristle diacram.
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50X1
on to Pk.
Diam 2
1ltitude characteristic
at full throttle speed
out 10 U t is determined to
In relation to formulas
100 fAte4=00 MP, /4-
-
A TA- 4'1)
650
SSO
tmosptv!rr: standard
P1?r,2001
r.T. ? fulltt.rcttle speed.
Pk ? nix prcnoure behind the car?
buretter ma lig
Ph ? atmospheric pressure at alti
tude.
Determination of the effect. power
of the engine at an albitode using
the diagram.
etcp le
1. settle the point A on the dia..
7rua 2.
2. Settle the point B on the dia?
gram 2, then trace the horiSontal
line up to point C.
CLC 650 700 760
Pk (C., ffv)
(49
15 2 2.5 3
7iG.G ?71:-3 enF;ine altitude chnracteristic diagram.
65 4 453 556
ti94eitude ht., 5.2 Mote on the dieeram 1'1?,1
?
treripecific fuel con?
sumption curve for give! 1,
r.p.m. Measure off from
the point F.T. 4PIL
value /both diagrams haa,
ye the same scale of .
Pk and Phj. Point E deter,
mines the specific fuer
consumption required
according to oxemple
220 g/h.p./h.
5
fj
3. Connect the point A to
the point C. Intersec?
tion with altitude line
point 0 gives the power
value of 168 h.P.
4. Temperature correction tilt
1 % of power for each
6oC difference from A .S .
add, when th A.S.
subtract, when th > LC
according to example:
168+1,68 r.,?.17C h.p.
5. Approxinvite determinatios
of the power defined:
5.1
measure pressure diffe?
rention P /11"k bet? ,
seen point A and D.
(Amorepet ofr. pressure- A-
tcale ? 1Mfti a
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2.0 DETAILED DESCRIPTION OF THE ERGINE
=================================
DESIG.N
CITICLI="4
2.1 Crankcase
010%1?10.111111
The design of the crankcase enables all the acce?
ssories, assemblies, and component parts of the engine
to be installed from inside as well as from outside. ?
The crankcase withstands the forces arising when engi?
ne operation, 0.1.50.
Fig.? Crankcase general view.
ill14?110110????=?????????????710.
?19?
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?To -FM= DISSEM
. - The crankcase ?conpif:to of three 'main wsetablies
front cover /1/t crankcase front part /2/, and crank?
case rear part /3/. .
. ? ,Seid perts ere coupled each Other by means of
stud bolts and attachment bolts.
The crankshaft bearing seats are reamed after
assembling to enable the axi:1 direction to be secured.
The front cover /1/ is casted of an aluminium alloy
in form of a cone and attached to the front pert of the
crankcase by means of 14 stud bolts being screed into
the front crankcase flanc.T.
The base te cne chance:: its shape gradually
and at least creates a round f1,ncr,e machined from the
side beintf, attached to the front part of the crankca.e.
On the said f1vnr7e there is made a cylindrical
projection the task of vlitch is to centre the cover
exactly in a respective cut?out situated inside the
flange of front pert of the crankcase.
Fig.8 Crankcase front cover vie.
50X1
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\s.
On the flange of the front cover from its outer
side there are placed 14 round bosses which front.
planes are machined. All the bosses are provided with
the orifices for stud bolts. ?
In the centre of the cover there is an opening in-
to which a bronze bush of the thrust bearing /2/ is
pressed in.
Three stop-pins /3/ prevent the bush to be ro-
tated.
On the flange there are arranged six orifiCes for
attachment bolts /8/ coupling the front cover lith the
ring /7/ together. In the bottom part of the flange
an oblique orifice for lubricoting oil circulation is
drilled through.
Inside of the front cover there are situated 14
reinforcing ribs running radially.
50X1
Fig.9 Front cover assembly sectional viev..
1 - front 'cover; 2 - bronze bush; 3,- stop pin; 5 - cap
??????????????????????....=??????????????????.....................????????
.1??????????????11WilM1.???????????????????????C
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NO FOREIGN DIMAL
7 ? ring; 0 ? att.?chment bolt; 9 ? safety pin;
10 ? bush; 12 ? annulr bush; 13,? seal ring;
14 ? front cover gusset; 15 ? seal ring; 16 ? rubber
Gasket; 17 ? crankshaft attachment nut; 18 ? ball -
bearing; 19 ? oil slinger; 20 ? ball bearing bush;
21 ? sealing shield; 22 ? paranite gasket.
: In the top part of the front cover there is pieced
an inspection hole with three stua bolts screwed in.
This hole is necessf,ry to determine the position
of the tappet rollers in reference to camrin es veil
to fill t'la engine with lubricating oil.
It ic covered by e cep /5/.
Outside the front cover near by the flange there is
made a boss with e threaded hole inclined by 250 in re?
ference to vertical axis for bent end?fitting of the
front cover /see fir7.8/.
On the top part of the front cover there is placed
an arrow indicating the direction of engine revolutions.
To the smaller flange there is attached from inside
the ring /7/ of the front cover by means of six attach?
ment bolts.
The ring is nested of an aluminium alloy snd com?
prises a shape of a bush with flange.
From one side the flange is fixed to the front
cover. To ensure a proper attachment the flange is, pro?
vided with a cylindrical recess going into the thrust
bearinr: bush, respectivelY.
From other side on the flange there are placed six
bosses with openings for attachment bolts /8/ as well as
the orifices for safety pins /9/ preventing the attach?
twat bolts to be rotated. The channels delivering the
lubricating oil to the propeller hub are drilled Out,
also. ?
??2-
50X1
?),
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In the flnge of the ring from the cid beint. /
ctti)ched te the front cover there are provided a gcoo-
ve %kith five ovifiees for lubricating purposes.
In the centi:c opening of the 'ring there in situa-
ted recr.hr!Ailme r700VP %thiCh is ponneeted with the
(TOOVr7 CV:Pb.117(1 in the boss creating thus together
v.ith n ,.):11 /10/ a .e'lennel through thich the lubricant
is foleed to the.crenl:sheft hollow.
The boot is nnee of Cr-?o steel. In order to
inorenne itn resistance .against tear, the inner sur-
fce of bm.11 is rkzotised.
The bush precsod into the ring opening comprises
six 0;egice, remnetrlelly located around its con-
tour fi.lom v,h1ch five coinoide with the annular groove.
Tho buvh in fixed unmovable ,in the opening with ??
aid of t1- del pin conned into the $sell of the.rin5-
v;ith its one end whilst the second one protrudes into
one from oeveral openinc.,o of the bush, respectively.
Tho channel in the ring delivering the oil to
the propeller hub is pluged on its inlet viith a threa-
ded stop pen.
To the inner,surfece of the bush lie close six
ell sealing :.ings?mnde of a special cast iron.
neeL. chaohel of the ring bush comprises three
aoalinr,
The nnnulr beeh /12/ is made of chromium steel
nnd comprises outoide throe annuler grooves.
In both e:xtrowe grooves there are pieced the see-
ling rings wherens'in the middle one there are
drilled six orifices being connected to the ring
rroovc inner the bush. \
\
,All these openings serve for deliverihg the lu-
briceing oil to the revolution governor and also to
the propellor ilub.
50X1
23 ???????? 1.11101=1.111???????*?????
*. ??????????/????? ? /1.???1?04.1.??1 0111111.1.4 ? ? .....4.0?111.?.????????? ?????????????????????????????
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4??????111M??????????111.1?01111......
The front surfnce of the bush comprises from the
side of ball bearing six. gTooves enabling the oil to
be discharged.
The front cover ring is fitted to the front ceVer
me:,nc of six attachment bolts. Id bolts are ev.ele
of chromium steel and comprise close by their lAeatls
in ulnae of the rin fle an annular groove into
which riftnr drawing out the bolt through the annular op
ning a safety ring is inserted. Sail safety ring pre-
vents the attachment bolt to be shifted axia117;.
In the head of th- atto.chment bolt there is rn:Ale
Moove into which c.ntern the stop pin securin.r" the
attachment bolt against rotation when the front cover
gusset nut is screwed in.
The attachment bolts serve simultanec.,asly for
fitting the front covev Gusset /14/.
The menet is made of aluminium alloy forging in
form of a ring.
At the plane of attachment to the front ocrt,,,r it
comprines a p::.ojection. entering into the bearing huzh
no well as the annular groove for the sealing ring /1",/
The projection hes in bottom part of the gusset
a lubricating channel. In the russet flanfre there ere
situated nix holes sey.winfl for attachment bolts.
Into the center opening of the gusset to pressed,
in the rubber rnst.et /1e/. Inner said gashe.,t a steel
inrert for reinforcing purpose le being dipped,
tv.eon the cranicl:.haft attachment nut /1?,/ and the
ball bearing /P/ is inserted a cone oil slinger
made of steel.
Into the ball bearing is pressed the bush .A.XY
the lne of which tightens the steel sealing shield
/21/.
50X1
MOON
%WO
??????????..
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11?111?1?1?11?110"
c
1501X1
In order to prevent th.2 lubriestinr oil to be
leaked betWeen contact pinnes of both front cover and
crankcase front part n paranito gnoket 422/ is inserted
The front part of tbcnrankcaso is made of on
aluninium alloy sawl casting.
In the front it collprices a rin shseed boos 11.th
fllnge machined exactly into which there are rcrewed
in 14 stud bolts connecting the trent part of the
crankcase to the front cover.
The surface of the flat.lge ln machined ineide
exectly
on servos as base for fixetion of the front
cover.
Ang?shaped. boss divided from the crankshaft unit
!IWICO by wanc of .a partition creates a CAM(116A" assem?
bly chrmber.
OutEide the camcear chnna)er there are arraniTd
symmetrically seven small bosses which are inereesin
considerably inside said ch=bcr.
In onch bos there are drilled radially by to
orifices one npon other into which fare pressed .1-n-1:%
tappet mides and also two opposite orifices 5nt9 whieh?
there are screwed in the stu,1 bolts farteninF the bot?
tom covers of the push?rods.
3esidec there sre drilled out in the bosses correc
pending to cylinder Woo 1, 2, 7 by tv.o orifices through
which an excessive lubrJcating oil flows down from .
the valve rocker enclosures.
The tappet 7,uidez are made of bronze bush. On its-
one end the guide comprises a cylindrical flange vihilst
on the other one a clot for push?rod roller.
The flange of the 7,uldc is cut off from one side.
Each pair of the guides after having been pressed
Into the respecl:ive heles of thc crankcalTront part
is then directed with cut:--t on the flange against each ?
ol:hm enabling the guids to be positioned properly.
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I
50X1
;e:teeen the first end second cylinder there is
ritnoted a boss with a threaded hole being connected
etth oil ituoply pipe dipped into the crankcase.
Into thic hole iu screwed in an end7fitting which*
by means of s pipe conhects to. the elbow terminal being
rcrewed inte the top wall of the rear chamber.
In.the bottom part of the chamber is placed a boss
eith an ellptical orifice through which the oil flows
from the crankcaso to the sump. Into said boci flonge
there are screwed in tbree stud?bolts fastening the fror
enep manifoV, to tho crankcase.
theecemgear chamber there ari, proviaed ele?
ven reinforcine ribs situated radially and one boss
being coupled with two bottom ones fort tappet
Throueh
said boosAs well an throueh the boss pla?
ced os the portition there are drilled axially openings
for Mooble eeer ehaft, of the lamgear drive.
Inside the camp;ear *chamber a steel annular tube is
.eipped. It passes between the openings through the .
bosses of tee tappet guides and. then into the opening
in which the double gear shaft of the camgear drive
is installed,
The inner diameter of the oil pipe is greater than
the yell between the orifices of the tappet guides and.
for that reaeon the pipe is cut?out to both sides
ween said orifices aee drilled.
Throueb said cut?outs as uell as through the ope?
nings ie the tappet guides the lubricating oil is pe?
netreted into the interior of the tappets. -
The bottoe part of the partition is provided with
a cylindrical opening enabling the oil to be drained
to the sump.
The partition in its center port is thicked and
comprises an opening into which a bearing bush is
inserted. It is made of steel forging and. is provided
Oa its one end, from the side of front cover with a
7 01
"%rowe??????*????ffilo???? ????????
? ?????10?? ??????*????=0,?????-m?????????????.......,ft
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Inside the guides nearby the flange there is made
an annular channel against thich are drilled out to
orifices being connected with came..8eld two orifices
are running perpendicular/ to the plane of the flange
cut off and after ineerting they are connected with
the clots of the delivery pipe being dipped in the
crankcase and conductinr the lubricating oil to the
tappets old then to tie ritve zecko:: housing.
r ?
- - ,
;ISZ -
.41) -414417? ? !-?-",7 ? .
Flg.I0 Crankcase front part view,
Outside the camgear chamber there are placed six
bosses with threaded holes into which the threaded
steel bushes are screwed in. Into said bushes there are
also screwed in the bolts fastening the ignition collec
tor to the crankcase.
ma*. obaire..????????*?
26,- :)
??????
,1??1?10???????
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50X1
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-..-JALEMELGN-DISSEAL-
;;etiAnen, the f:l.rst end .cecond cylinder. there is
ritnited a bor.to with a threaded hole being connected
%At:It oil ii ply pipe dipped into the crankcase.
Into thin hole is screwed in an end?fitting which
bz, means of a pipe conhects to the elbot terminal being
screwed int the ton wall of the.rear chamber.
? IN. the bottora part -of the chamber in pieced a boss
jth an ellptleal orifice through which the oil flows
from the orankcooe? to the sump. Into said bocs..flenge-
there cArn rcret';e0 in three stud?boltp fastening the fro
:Atmp to the nrankcase.
. Inve comer chpmber there are provieed ele?
ven reinforcing ribs situated radially and one 'aass
:being coupled with two bottom ones for.tappet guides.
Through said boss AO 1101.1 as through the boss pla?
ced on the partition there are drilled Axially openings
for Moilbln 7(,ar shaft of the camgear drive.
Inside the eamgear chamber a steel annular tube is
oipped. It passes between the openings through the
bosses of the tappet guides and then into ?the opening
in which thy double cear shaft of the camsear drive
The iunor diameter pf the oil pipe is creator- than
the vnll between the orifices of the tappet guides and
for thnt row3un the pipe is cut?out to both sides
v.on said orifices ape drilled. '
? 711:2ou!'', s:Aid cut?outs as well as through the,ope?
nLne tho tsppot guides the lubricaties oil is pe?
notratefl into the interior of the tappets. ?
The'' bottom part of the partition in provided with
4 cylindrcal opening enabling the oil to be drained
to WI, LUMO?
The pnxtition in it center part is thicked ,and
enq)ri106 itu opening into which a bc,aring bush is
ilserted. It lo mule of steel forgingand. in provided
on Itf; one end, fret thn side of front cover ,Aith a
1)
SECRET
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1-..041wwwommomm , -
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11.10.04?14 /1?01/11., ???????? .0. ? aloalmeMaiir Wis.& a.m.... ?
50X1
rinC CdiTOOVe of rectan7,01ca. eeotioG into which in inser?
ted a safety rinc onabling the outer bull bearinc
rinj; r.Arainr:t axially. tvavollinc to be securer,.
Prom benind the front part os? the crankcase
-orivc's sowll pr4octions with faces mach red end
C on?
lap?
pod thore,9;h1y. A)1 the pro:!ections are drilled out
to enol': thu both hnlven of the crankcase be cou?
pled tother with aid of the attachment bolts.
InsId:? the crankcase is provided with a special
Imases for firmly fastening the stud?bolts of the cY?
)inders.
The rcar part of the crankcase is made of an alu?
minitx.alloy us sand casting in common with A mixture
chaNber and a r.lar ellmber.
It is xovided from the front with seven projec?
tAons the faces of which are lall.)ed exactly. Six pro?-
;Y!ctions are eouipped with the attachment bolt openLn7s
thc. seventh one situated between cylinder 1o.4
anl 1!; provided with a thrrated hole into which
a
doable endcd bolt, of' tho crankcase Is creed in.
l!oth chw:bern th i.xture and the rear one are se?
parated from the crarLshaft assembly chamber with aid
oft partition.
In th': ctulter part the partition is thicked and
comprises an openly" to enable the roller bearinr;.
bush to he pressed in. Eaid bush is made of a steal for-
rinf.3 and comprises on its one end from the side of the
rear chamber a ring rroove of rrctangular section .into
which a safety rinr'; is inserted preventincr, the vlter
riwl of the roller beorinT to he shifted axially.
The buah is safetledainat rotation by. ncpus of
thlte str;e1 pins installd proportionately around its
Contipt1r4
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[.......????Nrip...
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50X1
,In the top part of the partition there is placed
a vent orifice whereas on the bo'ttoct there is an ope?
ning permitting the lubricating oil from the crank?
case to the sump_ to be scavenged. _
,
SECRET
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,
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NO FOREIGN DISSEM
"P"'"v": -"vimetweworowoomPoo"'
I I
50X1
The rear -onrtor the crankcase comprises the mixtu
of ring equipped with seven con-
dl!ctic,r; channels esp,:cf.ally designed to reduce the mix-
tur flow friction. - zo called the hydraulic lose. ..
The cenoctin7, chnnel flanges are provided with
-onctnnml:1.r 7rooves into which are pressed in the .
ru,J-er ,:askts Men screrino in the conducting pipe
th.?re are drilled out two openinEsfor
th :f.:1)1 bolts fstenin7 the said flanms to the creek-
cane, r.T.cToctively.
Letv.een thn conductinr channels of cylinder No.4
on0 No.5'thure !.s situated an oil draining channel.
cirtnnol J.:4 connected with its one opening to the
cr;,n17.shnft chnmber and with the second one to ?
the rear chambe of the crankcase..
ch rind f1rAn;7.e are screwed in two stud ?
bolts font-nin.the rc.nr cump manifold to the crankcase.
or ocoliny: ourpose a poranite racket bet..7een coo-
act surfces of the ntutr.) and the ernnkonse is inserted
The mixture coadvIcting, channel flanres are provi-
dr:d bess(:,s into are drilled out the holes
for attnchmeut belts fitting the power pinnt to its
mountinr.
The axture c1nbzi, is designed in a ring .shape
v.14,11 1.4:ctulo:o section.
Cn the mixture chamber wall from the rear chamber
WAc.r are urr:.urd two bosses - one of them serves
to stomp r stwcitiction numbers whilst to the other
one is L;(1,.,,we in a sni.J bolt attaching the clamp lAith
the pipe :J or: thc uncumtic starting system.
T'Lc: flnt ma, wall of the mirture chamber shear:an
itn form ::rainnt t,he parollel walls /to the vertical
p1 tie of the en7!.ne/ bein closed from top and bottom.
? ? ? ? ?Fan . ?. ? .? ?? ? ? ?? ?411 4..0* ? qr.. ?N4.1211???????????????????? ???????????????F??????woi???????????????? ????????? ? r.
? ? ? ? ? ? ? ???????? MOO.. 01?????? ??? ?????
SECRET
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amowhaeonamm?
I I
50X1
In the bottom wall of the rear chamber is situated
n.flence with an opening divided with a partition
which chances its form and creates at least a mixture
channel.
The partition used causes the proper dividing of
the mixture to be nnsured.
Four stud?bolts are screwed into the Tlance in
order the carburetter to bo installed.
From behind the flange there are drilled out in
the bosses two openings going through to, the mixture
?henna'.
On a certain length the said opeuings pre thrended
and the mixture thermometer tieets are screwed in.
- The vent pipe is attached by means of three stud
bolts to the flange placed on the top wall of the re,1-
cover.
nightly below there is ?situeted a bons with two
thweded orifices.
?Into the orifice inclined to the eugine axis there
is ::;crowed in the bent pipe which is connocted to the
oil deliVery pipe dipped in the front part of the
crenkcere.
? In P bottcm sector of the orifice nituoted peralle.
ly to th;) one:ino axis le drilled out a manor hole
going through the de1iver7 ripe dipped into the rear
chamber and 'entering thereafter thP ring chnnel-build
up by the beering bush fr,ces of the magneto shaft.
Into said hole iv screwed in n bolt drilled out.
rind connocting the pressure transraitter at inlet
to the ens-lne.
On th,,: top wall of the rear chamber there are cA?
tuatd two cylf.sdricai bosses with threeded openings
into which the lum of the engine are screwed in to
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deo 31 ...
0411100?1???????,.... 01,7?????
SECRET
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4..
el"^
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NO FOREIGN DISSEM
6.1.????????????????a?????????????????????????????????????????????????????.????
enable the engine to be hoisted
arsembling on the aircraft.
On the starboard wall of t
viewed from engine back there ar
when transporting and
he rear chamber 'when
e arranged four low
50X1
bosses with flanges machined in a common plane..
In the top part there is placed a triangle flange
-
with three stud?bolts for fitting the magneto. and -
below a rectangular flange with three stud?bolts TOT
fitting the generator.
Slightly 'lover is placed a circular flange .with
six stud bolts for fastening the comprestor as well as
the fle.nge in T?shape with three stud?bolts for fixa?
tion the air distributor.
In the flange for compressor driving there are
situated along the dieter to short openings of 6 mm
dia. into which are drilled out inclined orifices of
2 mm dia. being connected to the annular cut?out,
Said cut?out comprises an opening drilled out
connecting with a delivery pipe dipped in the rear
chamber and supplied the compressor with a lubrioating
oil. D3sides there are made three threadgd holes for
attachment screwa fitting the compressor insert.
In tho bottom part of the flange are glrilled out
two holes of U mm dia. to enable the lubricating oil
to be drained from the compressor.
Into tho central opening of the flange there is
pressed in a bronze bush with a rectangular ring groove
running outside into which are drilled two orifices
lubricating the drive shaft.
The compressor flange insert is pressed into the
flange annular groove. Said insert is made of on alu-
minium alloy and comprises from its one side on the
contour an annular.cut?out and also three orifices for
attachment screws ft4stenins it to the compressor flange
.1?00mm???//mmeem6?0????.?????00.?????????????11.nms,a?????????????
??????.??????p?????? ? ???????????....0,1
aeb???? almanal.IamMio?ww???????????????????=nam?????????mn
NO FOREIGN DISSEM
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NO FOREIGN .pis,sEm
I
50X1
After the insert having been pressed in an. annu-
lar cut-out creates a channel Ahich connects with tW.O.
openings conductinc the lubricant to the compressor.
'no attachment flange of the air distributor com-
prises s lirht annulv 7roow with two orifices of
5 mm dia. for oil draining and the opening with a boa-
ring bronze bush pressed in.
The bearing bush is provided on its outer surface
with a rnetan:7u1sr annular channel with two orifices
for drive shalt lubricating.
On the port wall of the chamber there are situa-
ted five bosses with?flanges. Four from them are machi-
ned in a common plane whilst the contact plane of the
port marr.neto flango is lowered by 8 mm. Said flange
is made in a shape of triangle and comprises two stud-
bolts and one opening.
Just below there is pissed a large flange with
threo stud-bolts for governor insert fixation, and the
snlall circular flan rr with threaded hole into which
the oil pump seat is screwed in.
Said oil pump soot is made of carbon ateel and is
provided .on its both silos with a thread.
Into th9 seat opening is screwed in the oil pump .
attachment bolt.
Below there i sitU.Ated a flnnge with on opening
into which the bronze 'bearing bush is screwed. in.
The bush it:. provided with a flange and an enaular
channel on its outer surface with two orifices enabling
the driwi: shaft to be lubricated.
In the oil pump atttchment flange there are drille
out two orifices and the steel bushes screwed. 41.1..:
7.earby sai0 flan0o. there is situated a small round
boos with threaded steel hush. All three, bushes are
elctinc.0 for attachment bolts fitting.the oil pump to..
tto charabor.or the crarkcaor.
?
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S? Iowa wt. ?
mow ?
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SECRET
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
\
I I
50X1
.The flange placed on the bottom of the side wall
of the rear chamber with fomrstuld bolts serves for
factening the voceum pump.
The buoh pressed into the flange opening compri-
nen externally an annular chennel of rectangular sec-
tion with two orifices to enable the dive shaft to
be lubricated.
Said channel after the bearing bush has been inser
ted connocto to an oil delivery pipe being dipped into
the rear chamber.
In the flange cut out there are drilled tco ope-
nings of 8 mu dia, for lubricating oil draining.- -
In. the flange there is made an orifices of 4 ram
thich through the opening in rear chamber flange
connects to the oil system and conducts the oil to
the vacuum pump.
The rear chamber is ended cith a rectangular flan-
ge into chich are inserted. the stud-bolts attaching'
the cover to the chamber.
The central part of the chamber is provided with
a boss and a bronze bearing bush pressed in.
On the buoh flonge there are made redially three
grooveo to enable the main drive gear to be lubricated.
Inside the bunh a rectangulmr groove eith four ho-
len io cut out.
Through nald holes .the oil in delivered from the
oil pump to the engine crankshaft, respectively.
In tlie top part of the rear chamber there is situa
ted a cylindrical bops with an axic perpendicular to.
the engine exits. ?
Into the opening of said boos are pressed in from
both 'ides to bronto bushes in ouch '; manner that
their faces create r,:.;ide the opening an annular
_channel vith aid of which the supPIy pipe dil,pod into
viar chn?mber conduct the oil to the magnetoshaft.
....????????????????.......1,?104.0.....?????????????????%*41?0M1.4..?,.... _ 34 .
?
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SECRET
1111??????..
NO FOREIGN DISSEM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 CIA-RDP80-00247A000500470001-3
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07.0???????.....044?01.11?????????.?? ???????
I
50X1
The bush flanr;es, comprise three radially and
cqutilly locntod r7.70V03 serving. to lubricate the thrust
:y-foces oC tbo. insert so ,:.ell se the gear being in?
f-r,c4: both op.ds of th p shaft.
TR3i::10 *ho phnmbT the oil delivery pipe is
r'IPPor'. The :Mora of the (!nlivcry pipe is like a fork
ths--rrs or vihich Axtraes the chamber from a main drive
sh.nft bosh ti the si.(2e vialls of the chamber, respec?
tivoly r'ho to part oC pipe is connected to the-end?
sc:.cxed into the top.t%all of the rear chamber.
The lo't ocatinit is connected to the hole drilled
in tlio bottom of th.p ottechm2nt bolt seat of the oil
pump enolain th0 lubrienting oil to be fed to the go?
v:poor th. . to the buvh of the crunkohoft drive
heti'. the -rallAlt! :)urc) :)nd the compressor.
oil thIcuLli the groove made on the external
si.lp of th. boyh And nloo through two orifices in void
coovu pen*A.00tes Into t'i' drive shaft and lubricates
it.
Thu richt conduit trnvyln through the bush seat
erif!cet.of th hJt0:.1vintr, the oil pump and the air
distibutor ./7:7 well no the shaft driving', the vacuum
r vol tho
The oil is fc,rod thromgh openings and grooVes ma?
de on tiv. oytrr.al .1yrf:Ices of th 'bushes to the drive
vh:"t in. to 1:- lybricutnd.
no t of ne conduit connects the .boss of
the (12.:!.vo shaft bb sent with the boss placed
on thP top wnll of the v,?ar chamber. In snid boss
thnre m,:de thrPodA(', orlfice into which the enl?
fittin7 1: :ero%iod in.
-
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40?????????????????????.
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
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NO FOREIGN DISSEM
"1"."*"0"???????""." ,
50X1
The oil-conducted-throuct the end?fitting,. the
pipe and the terminal.screwed.into the front Pp.rt.
erankcane camsear chamber As penetrnted at least to
tappts pv.ch?rods 'and rocker 1,,ityprr/rings in
(5 .:or to be lubricated.
The comnlete crankcase
The crankshaft opening2 placed in, the front cover
and in both the front and rear part of the crankcase ?
are reL,med. when assenbled in order the axial direction
to be nt;sured.
In rof:orence to raid condition the front cover
not be replaced without simultaneously replacing
tbn rem!..n parts being assembled together.
Both the front and rear halves of the crankcase
a:,.0 coupled together by means of nix attachment bolts
b'Inr inserted into the openings in partitions between
th cylinders as well as by means of one double end
bolt screwod into the partition of the rear half of
the crunkeuae between cylinder 1.70.4 and No.5.
The crankcase uttL,chment bolts are mode of chro?
n%:.,um stool and comprise three projections wiph equal
diameters enabling the both halves of the crankcase to
be connected properly.
In order to assure the dividing surfaces of. the
crankcase to be jointed adequately as well as the oil ?
1.!W4inc to bo prevented both n;.!ntoct feces are lapped
t'lorouzhV.
On no contour of the crankcase there are situa?
ted seven machined flans with openings and 'stud?
holt on each flange :la order the cylinders to be
?????????????
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SECRET
NO FOREIGN DISSEM
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alb
NO FOREIGN DISSEM
[
50X1
The face of each flange is proVided with the
cylindrical groove into which is pressed the rubber
gasket.
All the blind openin7s foreseen for the stud?bolt::
are provided with the vent orifices to prevent the
craks when screwing in the stud?bolts..
2.2 7.1e cylinder /fig. 12, 13/
The cylinder consists of a sleeve /1/ made of
a chrome?molihdenum steel forging and machined as well
as of a cylinder head /2/ casted of. an aluminium alloy.
The .cylinder sleeve is coupled to the cylinder
head with.aid of a trapeeoidal thread of 3 mm pitch.
The cylinder head is screwed upon the sleeve beinr
warmed up previously up to the temperature of
)0.00 _ 360?O owing them. the joint is tight when engine
run.
On the top part of the cylinder sleeve there is
situated en .1nnuler strap without a thread seeuring
the tightness addition:11y. ?
The cylinder sleeve comprises outside 24 mnchined
fins to enable the engine to be cooled and the cylinder
structure to be reinforced, too.
In its bottom part the sleeve 13 provided with
an attachment flange connecting the cylinder to the
crankcase b5, "means of 12 stud?bolts.
On the cylindrical part close under said flange
there is :Aade an annular recess to assure a proper
insta1lin7 oL" the cylinder to the crankcase to be ob?
tained.
SECRET
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
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7i.12 Cylinder general vies.
38 .
1M?1111111.1
SECRET
-
50X1
NO FOREIGN DISSEM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
04.1.0 or... 444 ? ?????.??
50X1
Under thc cylinder flanc:e a rubber i-aaltet is insel
\fter the cylindey 11,As been asverAiled the snid
gasket is preorod into s croove mede in the crankcase
oy'inder opcnin.r onalAing the proper tirlhteninr the
eylinder 14leevc to the crankccso.
In order to increase tho wear resit-nce the cylir
lor sleeve v,orkinr sur4"r:eo lc a7otised. The thickness
of nltyrcc.,-otised equals to 0,3 - 0,5 mm.
?ctol the cylinder head has been acuewe0 on the
cylinder sleve t r:orkinr surfaco of the sleeve is
L;yinded hese0 flelly.
The e,yli.nOor bond coTprises on its external sur?
face anl vcrteA. firs ousted in common
vlth tho hew1 as e
In c.,:rler to enable the head to be cooled equally
the hoylsont:d fins sre situate. excentrically in re?
ference to cylinderaxis in such a ?manner that the
hi!.:ho.12 fins u.ee locat,A. in a vicinity of the exhaust
valve ly,.;11::e cz,id 1,.[rt of tha bend is
wPrmed up
rostly.
- The. !!n.L.or and th.hel.,7ht of the Vortical fins is
respectroly 7ot.ter in the exhaust valve area, asp. ?
. Tho bottom thick fin servos for increasing the
cylinder con:...truct!.vn viriaity.
Vireo bronze seats /IA/ ore screwed into the three
dod openings ploted on the front and roar part of the
czylinder headlrosectively.
Two Jents situd in the plane of aymmetry serve
for screwing in both the front and rear spark plug.
The front set is inclined by angle of 350. to the
cyltn(ler axis whilst the roar one with 15?, respecti?
vely.
??????????????????????41.1.411M4.4144411110.4441...4.11441.11.04411.4??????
_ 4/4?14.14.? 4 ???????????0 ????????...? ? ?4444,0.1111.4/4..41.41. ?44.4.4.0.4444.??
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1414.01/411MVI=.1.???????=14
SECRET
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NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
??????????????????????????? ...0.111????????????? 41101.1101.?????????MININIMMINI.11
50X1
Below tho front spark plug at the side of the in-
let pipe there ls flttod third sent foreaeen for the
starting valve.
. All tho estp :TP screwed in with,a toleranCe of
0,08 - 0,140 into the cylinder head warmed up previous-
ly and then every ene sechrod by means of two pers.
The ionel. !;urface of the cylinder head in a form
of a hemtcpherc ic.maeblned and comprises a trapezoi-
dal thread to nosemble it d.th the cylinder sleeve.
ToTther the piton bottom the. hemisphere creates
a combustion. ohamber.
The trupozol.dal thread of the cylinder head is
ended tith un nnnul';3! r.00ve which changes its dhape
gradoally and ut least creates a cylindrical atrap
tith n fl.;117e ,Ahich the fnoe of the cylinder is
pJTosed.
Inside th.. corbotion ollAinber symmetrically to the
vertical plane of the cylinder there are made cut-outs'
on the faro of tho both inlet and exhaust channels.
Into maid cut-outs aro pressed in and then flared out,
the bronze valve oat s /l3/ with a different diameter.
Mx, cilawter of the inlet valve eQat in enlarerd
in orer tho 1:iture flow fr:!.ction to be kept.is low ?
no possible enablinN thus a better combustion of the
cylinJer.
N'th valw, ror,t workino surfaces are inclined by
450.
The combustion chamber is connected to the externa
surface of the c;fil.nder head by means of two ohannels
with tho fiances on their In
Into the fienr,e of inlet ohannel there are screwed
In throe otud-bolto /14/ fastenln(r the inlet pipe to
thc cylinder v.horear; into tho outlet one nem are
inmorted four stud-bolts fixing the exhaust pipes.
/14.0....11MOMM00.0.1
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a?g.......................
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SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
maiwois
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
1 I
50X1
Inside the inlet flange Contour. there are Oitmae.
ted two cut-outs enabling the inlet pipe to be instal-
led adequately, as well as a phase into whichothe
rubber gasket is to be pressed i.
On the front part of each cylinder head inlet
channel is situated a cylindrical boss with 'a threaded
orifice for the priming jet.
In. common with the cylinder .head there are casted
the rocker lever housings.
Into each rocker lever housing there are installed
inlet valve /22/ or exhaust valve /23/. two,cylindri-
cal valve springs /10 and 11/ with both top /9/ and
bottom /12/ spring retaining collars, rocker lever /7/
with adjusting scraw and cast iron valve guides /13/.
placed under angle of GO? against each other and symme-
trically to the vertical plane of the engine'. '
Tho valve guides are pressed into the openings
arranged in the cylinder head bosses when in warmed up
condition.
The openings for rocker lever shaft /21/ are pla-
ced in side walla of the rocker lever homeinss.
At the bottom of the said housings there are made
in a valve guide plane the round bosses for threaded
holes into Walsh the end-fitting of the durite 11(Y,e
/26/ discharging tha lubricating oil from the roc%er.
lever housing is screwed, in.,
The special bosSea are situated in the front ana.
rear pnrt of the housing. In the front boss there is.
drilled out an opening with a cut-out from inside into
which a bolt /4/ in screwed id and locked with aid of
a peg against rotation. Said bolt serves the engine
cowling to be fastened.
mm?INPArniliamm."orrmrlmIN"""m"N'.."m"?.r"'"""""""""""w"tm"m'"'"'"..."'""'"""'""''..""'""'"'"""'""".""'"""''
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A,IL.
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NO FOREIGN DISSEM
A -A
8-a
C- B
I
50X1
Fig.13 0,71inder /sectional view/,
1 cylinder sleeve 2 cylinder head; 3 top end of
push-rod; 4 - studj,c1t; 5 - adjusting screw; 6 - stud bolt
7 - roeker levr; 3 - retontion cone; 9 - top spring retai-
nin7 collar; 10 - outer cpring; 11 - inner spring4
12 - bottom spring retnininr collar; 13 - vnlve guide;
14 - stud-bolt; 15 - valve cent; 16 - spark plug seat;
17 - inr..ert; 1J - roller bearing outer race; 19 - roller;
20 - roller boaring inner rtme; 21 - rocker lever shaft;
22 - inlet valve; 23 - rocker lover roller; 24 - rocker
lovor poller fxxle; 25 - exhaust valve; 26 - oil discharge
end-fitting.
..?????????????????????????????1
11??????1011?1????1?1141111??????1.1???????
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? ...r.??????????......tarrgamr????????????????? /M.,/ ??????????????/mnemor????????????????????
?????? ????????????M?a.
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NOMREQUILWIL
I I
50X1
In the rear boos there are MA(10 two threaded ope-
ninon with brans seats-into small. openine there in
screwed in art.'. attachment bolt of deflector mounting
whilst into the large one the blanking plu.
Mach rockor lever housing comprines four stud-
bolts /6/ for fitting the rocker lever cover.
Prom behind the rocker lever covers there are .?
cast cut for four bottom cylinders the boexec with thre,
derl orifices enabling the oil dischar.go ond-fittingo
to be screwed in.
Between the rocker cover and the cylinder head
thflre le placed a special gasket.
In the front pat of the housings, there are fla-
red out the top ends of, the push-rods tubes /3/.
The inlet Pipe /fig.14/.io mud?. of a steel sheet
and consists of two halves welded together.
A special form .designed results the hydraulic loss
to be reduced considerably.
for ettaohmcnt purposes there in voided to the pi-
pe end from the side of inlet channel an. anpular ter-
minal made of stool.
With aid of said terminal the inlet pipe is atta-
..chod to the inlet channel flancy. In order to tighten. '
theloint.ao a thole a rubber gasket. is used.
The inlct pipe flange made Of a duralumin alloy
'comprises on its contour three openings into which
.enter the respective stud bolts when assembling.the.
?inlet pipe to the cylinder head. .
Tho bottom part of the inlet pipe in calibrated
to enable the pipe to be installed firmly into the
mixture chamber opening. .
The bottom flange of the.inlet pipe is msde of
duralumin forging and comprises on its periphery two .
orifices for fastening it to the mixture chamber. For
scaling parposon the rubber gasket is inserted.
11??????=...?110?1.1????????????????????=................01M....1.1.1
? 4........M...1,41??????????????????????????? ????1?.??????? ? ????????InIMMIMMIO
- 4:257
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Fig.14 Inlot pipe general view.
2.3 The piston, piston rings and gudgeon pin /fiP:.15/
The piston is made of an aluminium alloy forging
and machined externally as well as partly internally.
The piston bottom and also the working side walls
are machined with aid of a diamant thoroughly to meet
the requirements of a proper smoothness and to prvent
the hard deposit to be collected. 1
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OP. yae.?????????4,40?????????abeallaaa.???
I I
50X1
The pilton comprives four rIrooveo for the rin7s.
Three.of them are situnted in tbi top prirt of the
Piston /nbeve the gudgeon pin/ whereto the fourth one
in the bottom port, r2spectively.
Toth the third. and .the fourth rrooves are provi?
led ?71th.o,Afiees drilled radian:7 in order the luhri?
cent to bc ocaven7:00.
Cs the bottom contour of the pi:7,ton is made a
crroove .A.th n cut?out inclined by 30 and with a sharp
C dge rcorltin7 the oil to be r,moved frou the cylinder
wall. more accurately when piston travelling downwards.
In order the v:eirht as well as the friction resi?
stnsce wheu travelling to be redt.Ted the diameter of
the piston between third and fourth grooves is decrea?
sed, respectively.
The piston inside comprises two bosses for the
wrist pin. Between said bosses there are milled out
from both sides some quantity of material in order the
weirht to be reduced.
The piston bottom comprises inside the ribs the
task of which is to reinforce the rigidity of the bot?
tom on oil nn to trans!er the heat more effectively.
.12h7! piston from bottom up to third eroove is of
a cone shape. such a construction is based on the tempe
rature rradients on the piston and when in operation
its shape is very sear to the cylinder one.-
I The gudgeon pin Arist pin/ made of Cr-1:i steel is
drilled. out incl(fle. Gn its ends it is provided with
cylindrical groolv!s which then cbanres its form arninst
a gone one being connected in the center with aid of
a cylindrical orifice.
Cach a ooction of the gudgon pin results the ten?
sion gradients alotal ito axis to be equalled.
O. talky ..???????Y aw.t. !Ayala. 14.5
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so ...my. .????? Y.. ?????????11101.y....1
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...????????????????? k????? 41.4. UMW. ? ? .6.1.b le ? .41.? MY, I ?
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0
oarvapa.c.?????-?&????=1Malime.....?????????.seamembim??????????????M,
Fig.15 Piston, gudgeon pin and piston rings view.
In order to increase the strength of the gudgeon
pin as Tell as the resistance against rubbing the ex-
ternal wall of the pin is carburised and then lapped,
respectively.
To prevent the gudgeon pin ends to be chaffed
aainst the cylinder walls there are inserted two expem
ding plus made of duralumin with the spherical flanges
In the cylindrical pin wall there is drillel out
an opening enabling the air to be discharged when the
plug is inserted into the gudgeon pin.
The piston rings are made of a cast-iron.
On each piston four rings are inserted. Into first
and second groove the compression rings are plated
whilst into third and fourth one the oil scraper rings,
respectively.
The oil scraper rings are provided with an annular
groove with orifices placed in centre of the working
surface.
?????????????
50X1
,.?
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41111????????????????????????1?..?.41?411111????????
5X1
The lubricating oil collected from the cylinder
'Anil is conducted to the groove and then through the
orifices is discharged into the crankcase cavity.
. The compression rings are of rectangular section.
In order to increase the rubbing resistance the outer
r.7!itcoo of tae rings are chromium plated 0,06 - 0,1 mm
thick.
After machining the piston rings are oxidised ns
this procedure increases their resistance against
corrosion, considerably.
When assembling the looks of the piston rings
shoul,1 be shifted against each other in order the ex-
pansion gases not to be pnetrated into the crankcase,
easily.
When assembling the engine the pistons and the
conneetng rode are completed observing the weight with
a great care.
The difference in weight of a pepar:Ite pistons or
one engine Aould not exceed of 4 grams.'
:2.4 Connecting rod assembly /fig. 16, 17/
Connectin:3 rod assembly consists *of one master
rod /1/ and six link rods /2/ being coupled with the
master rod swivelly by means of knuckle pins /8/ pressed
into the opening of the blaster rod big-end.
The link rods ::ire made of an aluminium alloffor..
in Olereos tho =star rod of a Cr-Ui steel one.
In order to increase the fatigue strength the
enter surfz-xes of the link rods are polished, thoroughly
.........,?? rows mrworgo.????.???...uroso ??????????????? . 47 ... a.0........6?????????.*
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? MMI..?????????????? ??????????????????????????????????011010.0.?????1 ?????????????????? -
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SECRET
???????????1
11
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r:i
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
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The master rod consists of a top and bottom part
ig-end/ coupled each other by means of a rod with
-section gradually decreased when going the big-end
upwards.
Fig.16 Connecting rod assembly general view.
The bearing bronze bush /3/ is pressed into the
top end of the master rod. In the middle pert of the
bush there is placed externally an annular groove
connected to the internal wall of the bush with aid of
two orifices.
Clightly bellow from both sides of the rod web .
there are situated inclined by 45? two. lubricating ori-
fices enabling the gudgeon pin to be greased.
The blitend comprises two symmetrically placed flan
ges with six openings for ktuckle pine and five light?
openings between them.
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50X1
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The openings located in the front flange are ?
slightly larger than that in the rear one. It is done
in order .the acsembling to be simplified as well as the
working surface of the pin not to be scratched or sci?
zured,.
- To keep the compreesion ratio constant in all the
engine cylinders the knuckle pin holes are placed at
different distances from the master rod big?end axis,
respectively.
Into the master rod big?end there is ?pressed in
n steel bush /7/ covered inside with a lead?bronze
composition /crankpin bearing/.
Said bush comprises from its, one side a flange in?
serted into a cut?out wehined in the opening contour
of the naster rod' big?end,
After all the works required machining having been
completed the master rad is being balanced,. thoroughly.
The weights of the muster rod in reference to both
the top and bottom parts are stamped on the master rod
flange, reepectively.
The link rod cimilar to that of master rod consist
of to and bottom partu coupled each ether with uid
or H?oection rod.
The openings arranged, to both parts are without
any beshee and the pins are introduced intolthe materia
.of the link rod, directly.
2uch type of a eonstruction simplifier the pro.
duction and reduces the costa but the link rods may not
be repaired after the openings have been enlareed /wor?
ked. out/ resulting the complete link rod to be repli?ced
by a. no ono, if neceauary.
???????=a110.64???
. 49 . wwoverml
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r,
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO MEIGO rilS_CFAA
I
50X1
The oponings located in the front flange are
slightly larger than thnt in the roar one. It is done
in orOer the assembling to be simplified as well as the
working onrface of the pin not to be scratched or set?
zored.
To keep the compression ratio constant in ell the
engine cylirdern thi; knuckle pin holeo are placed at
different distances from the master rod big-end axis,
respectively.
Into the mnrter rod big?end there Jo pressed in
u. steel b(wh /7/ covered inside eith a lead?bronze
composition /crankpin beuring/.
Said bush comprises from its one side o flange in?
:;(:rted into n cat?out mr.chinod in the opening contour
e the master rod big?end.
After all the works required mochining having been
completed the master rod is being balanced, thoroughly.
The tNeights of the master rod in reference to both
tile top and bottom parts ore stamped on the master rod
flange, respectively.
The link rod similar to that of master rod consist
of to2 ard bottom parts coupled each other with uid
of 1l?action rod.
The?Oponings arranged. to both parts ere without
ary bnshoo and the pine are introduced into the motoria
.of the link rod, directly.
itich type of a construction simplifier the pro-
duction and reduces the costs but the link rods mNy not
be repaired after the openings have been enlarged /or.-
-
ked out/ resulting the complete link rod to be replaced
by m ne one, if necessary.
0.???????!; ????em r???????14.?
... 49
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oop; ? rat t:; ("ran k pir tc:r
? c.1 CoOy ri.t?to(!1..r.ont bolt ; o011./ ,y.
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- 5 0
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50X1
NO FOREIGN DISSEM
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50X1
It in noceNsxry to notc.thzit both nai0 opininrs
.are hnrdened by neans of dra??in,-.
In the bP.:-.;e of the top link rod tre cse drlld
out froo both rides to lubricatinr7 or1fico:7. incliner!
by 450 in rcCerence to the axis. The oil aplaE.hed
Ourinr th(. cnrine work penetraton Into the r.aid opifi-
cos rvJultinr the rudrron pin to be lubrIcatr.d. ?
? The link rod:. a:c balanced .and the ,4eirht rocluired
1:1 boinrobteined vdth aid of an additionel mochiainr.
Me value of thr! vni,:ht.or top nrd bottoi p:Irt is.stao-
no:I on their f:xes, rrsp.:ct'vely.
The .knuckle pin /8/ of the link rod mole of
stool hollow tyrc 81-10, compx:lses from its
both r;ides annul-r 117roevs Mitch ore chan7inr then
their shape arainst a cone. ones and are 0,71Inected to
the cylindrical orifice placed centrall.
Outer diamotore of the pito ton pin ch'Jnr.r their
value respcottre7:.; to the ccurone nt.parts Id-inr in con-
tvct v.hen in operation.
The diamt,ter of the gudEeon pin in vicinity of tl:o
rc,yr flanf:c cf th master rod bls.end is smaller than
thnt in tile place of bottom part of the link rod end
also smnllor than that in vicinity or thc front .71anre
of the mastr rod bir-endtrespeotively.
On the surface ben r in a contact v.ith the link
rod are mde diametrally t.;.o 7roovrs in the center of
which two holes CC7C: drilled out.
711roall oar i orifice:) the lubricatieF
from a r,istot! pin hellow in order the link
pert to be lubricated.
In order to incr(LJo the
the fatiz'uo stronrth the outer
pin 1:; voli&cd,
oil is force,:
rod bottom
veer rpsistance as veil 6:1
surface of the wrist-
_
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;,)
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
The oil scoop /4/ is mnde of duralumin sheet and
comprises a shape similar to thet of the master rod
big-end flange one.
Six oil scoop attachment bolts are introduced into
the orifices drilled out in the projections around the
contour.
In ?the front of the oil scoop .on the annular sur-
face standing-up there are provided el...grooves enablin
the contact surfaces of both the oil scoop and the
crankshaft front part arm to. be lubricated.'
Inside the oil scoop there- is situated an annular
groove. From the 'rear side of the oil scoot) there are
made radially to each orifice beginninr; from its peri-
phery the rectangular grooves. On the end of said
grooves there are drilled out the orifices inclined by
ane.le 450 which are connected to the common annular
groove, respectively.
The lubricating oil froya the m.)ster rod bearing
bush reaches the annular groove and then through the
separate orifices and the grooves lubricates each link
rod pia /knuckle pin/.
The oil scoop attachment bolt /c:/ nAde of chromium
steel comprises from its one end a thread whilst from
another one a hollow head.
The head is provided with a flen7m entering into
a respective cut-out of the oil scoop.
On the outer surface of the hollow head is machi-
ned an annular channelibeing connected to six longitu-
dinal grooves.
The oil from the oil scoop enters the annular
channel of the hollow heat and throu7.11 the grooves is
being penetrated into the attachment bolt.
50X1
me.??????????
.... 52 ..,
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SECRET
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MOIONP?mr--
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.1. are.. ? ;???????????????????????????46..?.???????Monal.
I
50X1
On the flanga of the attachment bolt bead are made
two cut-outs enabling the bolt to be stopped when the
nut /6/ to be screwed in.
The knuckle pin are locked from other side by
moans of a collar /15/ being made of chromium steel in
a form of. a bush, which comprises from one end a flange
whilst from the another one the bottom with the opening
Through the opening is passed the end of the oil
scoop attachment bolt locked with aid of the nut /6/
and secured by a split-pin.
2.5 Crankshaft /fig. 18, 19/
The crankshaft is one of the parts subjected to
the greatest strain and extreme care is needed in its
conctruction end design, because the entire duty of
transmitting the power generated brthe engine to the:
propeller devolves upon it.
The crankshaft is divided and consists of both tha
front end rear pieces made of high-tensile.strength
alloy steel forging of special composition /heat-trea.-
do? Cr-Fi..ft- steel/.
The front place ji/ is being coupled with the rear
one /9/ by means of the manetoa /24/ and the maneton
clamp bolt /12/.
Both the crankshaft web areequipped with the
counter-weights from which the front one is rivetted to
the wob rigidly whilst the rear adjustable one is sus.
pended with aid of the attachment bolts.
(:
-------,!--
- 53,-
IINNIIMMIJIMMINIMIN111.??????111
SECRET
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?41.?????? ????? 40.4???????Mmapim
?
NO FOREIGN DISSEM
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0.0,40660"1",
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NO FOREIGN DISSEM
Ow.. ? ????????????
1 1
50X1
The crankshaft rests on three bearings placed in
the crankcase?The main journals are installed together
with the ball bearings /5/ into the front and rear
port of the crenkcase partition whereas the propeller
drive shaft rests in the thrust ball bearing arranged.
in front cover of the crankcase.
The task of the front thrust ball bearing is to
withstand the forces arising ellen propeller operated
and to prevent the crankshaft to be shifted ially.
The front piece ? propeller drive shaft /1/ con?
sists of a front end, a central pert and also of a main
journal.
Both the front piece and the crank pin /25/ are ?
dr!lled out in order the weight to be reduced. The
holloee ore then connected each other by means of
a channel drilled oet in the front crankshaft eeb. In
th4 top part of the web said channel is threaded in
order the plug, /7/ to he ecreeed in.
Te main joarnal in. a form of a cylindrical tube
is, located junt by the front web. ern said journal
the inner race of the front ball be:urine is pressed in.
In front of the?lournal the diameter of the shift
U: . being decreased slightly and the thread is being
machined, also,
On this part of the propoller drive shaft there
ee0 ineeelled the following componentss cmngrars, die?
t/m(3e bush, catering buoh, adjusting washers,. oil distri-
letter bush, and ale? Ole. bush of the front thrust ball
botrinc.
? Al]. detelled pnxte are jointed together with aid
of a special nut.
- 5 -
--
NIOINI1.11??????????????1011114IIIIIIII?00?0????
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Fig.18 Crankshaft general view.
In the plane of symmetry there are drilled out
two channels. The front channul servys for delivering t
oil from the revolution guvernor to the propeller hub,
17hilat the rear one for the feeding with lubricating
oil the surfaces of the earring and bushing being in
contact.
Besides there are milled out on the cylindrical
rface of the shaft between the main bearing and. the
rear orifice two grooves shifted each other bY 90o
enabling the wedges fastening the driving gear to be
inserted.
In front of the thread the diameter of the shaft
is reduced and 16 triangular groovls are milled out.
In the groove situated in the plane of crankshaft
symmetry there is made a blind orifice into which
a steel pcg /2/ is introduced.
Said peg results thu propeller hub to be installed
on the engine crankshaft in a proper position, only.
_ 55
SECRET
4?11M1?????????2?=11.rtat,mesAt
50X1
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.????????????IN........??nwsmpiwm????mnnmraeeor??????????..
Between the grooves and the journal face there is
installed the front cone of the propeller hub. At least
the attachment eut of the crenkshaft in screwed in ond
Le locked with ;Al of a eire binding the 8 openings
drilled out radially on the contour of the crankshaft
lournel eall.
The front journal comprises inside a cone holloy
on the on of which an annular groove is machined. just
behind said ,groove the front duralumin plug /3/-is
pressed in.
The pluc ceepriees on its both faces a cone cut?
out and en the center a threaded hole.
etfter the plug has been proceed in the front cut?
out is flared. out twine the annular groove inside the
journal for this purpose.
After flaring out in the face of the plug a all
orifice is drilled out enabling the cutting of the
washer of the propeller hub oil end?fitting to be en?
tered.
On the second end of the hollow front piece there
is made a cone channel,alaai which is plugged with aid
of a rear steel plug /4/ of a tube shape.
After the plug. has been pressed in ite roar flange
is flared out, respectively.
The frent piece of the crankshaft is coupled to
the crank pin by means of a web with a triangular sec?
tion.
The rigid counterweiMIt /11/ is attached to the
front web by means of two steel rivets /10/.
Tho countor?eeight is msde of carbon steel in form
of a secte.c. ?.i.th a censtent thickness.
In its ,1.(101(1 part tho counter?weight ia provided
with a rectonguler cut?out into which enters the web
and also eth two holep for the steel rivets /10/.
. .
??? bob awiakir.mer On 5c;
50X1
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for ?Release 2014/01/08: CIA-RDP80-00247A000500470001-3
fr
?
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NO FOREIGN DISSEM
myroppiniproRomPrO"....r.?
dl.s./.?????????????????/./140/..?????????????????11.110 ???????? ? ???????????????111111 ?????????? ayrior
. On the ceuntnr-wei.-ht contour there ,Ire m,de too
tbreodel openinm to croblo thc bolacv-plo-:: to be ?
innthlled.
zzi Itz one end tbn rivet coopriae: a hor0 v.Y1:t
the nrcend one in flnred out aftPr intallinm.
The counter vrolht in nenembled on the v?cb from
behindithP :tee' r,;uset, howevor, 3o inctal1e0 from
front.
The 7:usnot Moo comprico: from inside %! round ent-
ont the proper clea.ranco betv:een the flu:4:ot
und the roller te be o1,tOno0, '
The blan: r,lur; in macs cf :te1 on con:i:tv of tbe :ter
nod of thrtdca 1o1 trove.
Alter the balr,nn :1u hr boen nore,!:,:d into the
cnunterht it '1.1. :!.fotiod by dottinr1 rorlultirHt.cv
wntericll of the courter-citit to be pror:ned into the
"Toove on the Our, face, respectively.
Tho lonuth or the balank.... plue7 lJ detcrrine,', Je do-
1)endeec9 un the creoLL...Jhaft unbulancee.
The Tnin pin. i drilled out frot, tHo cipe.0
do. The pill!: /r/ lc bcinl!, :Crowed into thi; f;hri'na,30 o:,1-
ficou nnd. then locked by dottir7,
FrOM utarboard uide cf the Tan pie -Olen vlevc!c
from behind - there or: pinced tv;o openin In orili7r
the copper ti)beu /13/ to b.:, mv:rted.
Said tubc. comprir,o a to rncial
ly aioplacoment v;hon in entOne open:It:Lon.
ttto (min are flra.- out, vaiii;
internully th(v aro. v..otrude0 boyonil thr: inner surface
?wevontinr the mecluknical .()rt.;.cler, to he ner,otreted
toc:ethor. viitb the lubrietinc oil to thy cooporetloff
nurfr,ce both the main pin an,1 the An:ter roc heur,
A??????????????onwas? M1140...MMIOMM.14.101WWWIR
? ?????????????????????????????? ??????????????????????.1111114?1?AIW?weln/..?????????? ?7 am ? ??? ? ....???????............??????dmom.....o. m????????? ?
( ? ?.ems....?????????? .41????????????P??????....? ???????????????????????
5X1
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
5X1
Fit!,.19 CrankaAft Ls?:ct!.onal
1 - front pins /px.opollor drive shaft/1 2 - oteol'po;:f
3 - (.1,7rtimtlin plurl 4 roar stoel laus; 5 -
6 - crank pia pluc; 7 - plurl 9 - rear piece; 10 - rivet;
11 - countor-v.oiitt; 12 - maneton clanp Lolt;
13 - coppor tube; 14 - mneton clemlp bolt nut; 1'3 - plus?'
16 - ;,ttr:chnont bolt; 17 - roar counter-v.eicht; coun.
tor-veciht blush; 1) - eb bush; - stop strap; 21 - ZtOp
strap attachuunt bolt; 22 - nut; 23 - oplit pin;
24 - uanctton; - CUi& Pin.
?0111.ftylINOIMa.??????????????IM.010?1?1????? .?4?6?10111. 58 ?????????., ??????????????????????????????????????/???
rpm.
SECRET
NO FOREIGN DISSEM
z.?
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN D
c.c10:'no1...v.n th/!.::.^C',.../..,Jtic a) p,,3.t cicc bein
.ecy,;.c,y1 wIt71,ofl. ro.r. throwed ine+-ttu force::: oue
tit vt.Qm.;,2 to 1:',10 covv:r tt,ce,:orear.,
thc. cl?qtn oil is beirt; iloliverscl to th, motor rod
In the botto:a pArt of the or:Ink pin t!,,ee elr1.1-
1(?d out inclined by /..50 b'tor, Iltili7oe for oil
n000!Ablinr :mid hole come.,r; in cennecticn
? th(? ?rifler, in t1. izaneton.
Top oINArk pin is provile0 G le.' cut;-out cut-out mode ;?>ei.p.:itZ.lculAvy to the or:ant: pin tivio
oeder tL 3.r.e4.ors
o.omp belt to ho 2nt,':11;or,W4
rortr 147:0,:! of .the opunitr..,b.ift couot o tl
? :1,Petun 111,ur s'etion /qrr,. or u ohort projec!'. on. ?
..1h!ch tl),1 rear rollca' bota.itvl ',Lop
pnrt of th,1 er4nk crni oo coiled "m:heton"
olqi.nk pin v.ith thr plf-ht.crank v,e1) to nttachGd firn:-
ly by man:, of th?, rJunc:ton cinmp.holt
\ihom mrirtoton oriT'ice 4, JoforLIc?l t
ent,b1c,. inntre :31:71e.ce to tho crank piu to be lain .
olOse.
The mliebility of the 'union .is e:cn-linci; by
c1ookinr7 clam? bolt .lertp;theninc?. It ;:lhou1e.1 be 1:4-t-
hin linit;?J fror,1 (.),230 to
1.4-forTin of a Cr-. %steel co.n-
p1ou on 1.1;:? ona .1'11,rtc: the pl.eour,.! on
tho contact rose to be reduced., reupk:?.ctiv,:l.y.?
.On the bolt stem clone by the flanr% nO by the
threa.(1 thr:).o a.1-2 mode to cylindrical cements in order
the bolt to Lc, centered %hen introauced..
. The tl,readed c.rd of the bolt i2 proil(led with to
crone-orifices into %shich the split pin en'.:ers to en-
:oty thus tho Ott$Aoldnent nut /14/.
??????=0.1??????????? ?????
mbar 1411..111.
? ?????????????????.????01.0............????????????.............................. MO C ???
? ???????? ?????????1.???????111???04100.???????????? ?????????M??????????????????????0111
??????/
????????10?1?1?????
SECRET
50X1
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Atileadirailigkow1/4
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NO FOREIGN DISSEM
(
The 'attachment nut made of the save material as
the clamp bolt comprises from its on e- cylindrical
fl:nge.
Desides on the othcr end there are drilled ou.t_
three hols for safety split pin.
On the main
shaft is pressed in the inner race of the rear eoller
bearing.
On the end of the journal the diameter is slightly
decreased and a rectangular annular groove is machined..
Into said a-oove is introduced a stael ring and a step
washer to prevent tlie ianer race of the roller 'nearing
to be shifedtaxially.
In the crank web tre is bored out a hole v:ith
Grooves. The duralumin plug /15/is being pressed into
same.
Said plur.1 is 'ended vith a bottom in the centre of
v,hich en orifice of 1 vim dia. is being made, to enable
the lubricating oil to 1).injected to the crankcase in
order the cylinder rails to be lubricated.
The plug comprJsos outside an annular cut-out li-
mited from both ends by the flanges.
At tHe front flange there are bored out radially
four orifices for oil cLuoulation. On the face of said
flange there is mad? an .annular cutout to enable the
plug to be flared out in the crank web groove after
being pressed in.
The cut-out made around the plug comes in. contact
with the main pin holo w means of the channel bored
out in .the top part of the rear erenkweb.
Into the multiroove opening of the rear crankweb
the main drive shaft end is introduced.
1,50X1
journal of the rear piece of the Crank-
SECRET
. NO FOREIGN DISSEM
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1,
laall011111111010110111011111101,1161111116kiall411104111111.6.
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
The section of the rear crankweb is variable one.
Jtot brlow tb.c main journal is made from outside a cut
after %.t.lch tho crankweb width !.ntreased.
On the large part of the wob there i: suspended
by means of two sten1 carbonize(' bolts /16/ the steel
stivoll counter weight /1V/ the task of thich is to
baiance the inmrtia forces of firot grade as un11 as
to diminish torque-vibrations.
Thm attachment belts /16/ ere inserted into steel
burihes from which four bushes /18/ ore pressed into the
connter-weight and other tv.o /19/ into the rear crank-
web, rospoctively.
The attachment bolts are with n flanges on their
both ends which rest against the faces of the bunco
placed in tho counter-weight prevmnting the attachment
bolts to be ohifted axially.
The proper position of the co:eter-weight in en-
sured by means of n stop strap /2e/ fitted externally
v,Ith aid of two stop strap attachment bolts /21/
tightened by the nuts /22/ and safetied by the split
pins kW.
The swir:11 counter-weight is made in form of a
sector with a constant thickness.
In center part of the counter-weight is made a
rectanrmlor opening in order the rear crank teb to be
introduced. Porpendioulary to said opening there are
bored syulotrically two orifices into Oitch four bushes
/W are pressed..
in operation between the stop strap /20/ and
the counter-weight exists a gnp as a result of inertia
forces actuated.
-61.
,Ligoorat~~...M.VMMOINOW.7wwwwormita...PWWWWW...~;...~P.O.ww11.11MII.Wwww.remaximMonmxmf twomiss7.....,???riera
WOMIIIIIIPIOMPAPPOWr .1 SECRET
NO FOREIGN DISSEM
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50X1
0
,t
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NO FOREIGN DISSEM
?????????????=1?11111M111?0111?1???1111101?101.1..................?
Coaxiality 'of both main journals the front and ?
rear pieces of the crankshaft is being examined after
having been assembled.
Liaximum beating of the propeller drive shaft in
the places of thrust bearing seat and the front cone of
the propellor hub scat not exceed of 0,08 mm for bea.
ring seat diameter and 0,15 mm for the cone hub seat
01 re -.11.) e c tively.
After Naohining and assembling the crankshaft is
balanced statically.
2.6 Camdrun ast:tembly /fig. 20, 21/
mw4iminow*maMmimerommalm401140Wamo..00
Camdrum assembly is destined to control the mixtur
to be fed into the cylinders as von an the exhaust
Gases .to be conducted into the atmosphere periodically.
The camdrum assembly consists of tho toothed alive
gcpring /11 2/, camdrura /3/, plunGer Guides /4/, plum-
Ger %ith rollers /5/, push-rods /6/, push-rod tubes /7/
rocker levers with adjusting screws, inlet valves,
erllaust valves with: sings, .retention cones and aping
collars.
Operang of the inlet-exhaust valves in a moment
required in being performed due pressing with aid of
the camr-lag lobes against the plunger and then push-
rodo and rocker levers.
Thu valve zpings masult the valve to be closed.
The carmlonm revolves upon the bush situated on the
eraskollaft and driven by means of a double spur gear /2
enroaged th the camOrum annulus /3/,
G2 Ob
.......M..W.??????WMOMM?MOMM???.MMINM.????????????..........
SECRET
NO FOREIGN DISSEM
50X1
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
50X1
The main drive gear /1/ is made as a forging of
a Cr-Ni steel in shape of a sleeve with external toot-
hing in number of 30 teeth?aaid gear is inserted upon
the propeller drive shaft and secured against rotation
with aid of two rebates placed into the grooves milled
in the crackshaft.
The rebates are made of a'steel and comprise on
their face a special cut-outs to enable an easy remo-
ving, if necessary. The gear teeth are azotised and
then grinded. Said gear cooperates with s double indi-
rect drive gear /2/.
Fig.20 Camdrum general view.
63
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NO FOREIGN DISSEM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM7
?????? ,...??????????????????????????em
The indirect gear /2/ made of a Oisteel:\i6?
gine comprises on its outer surface two toothed rings.
On the lc%rge. ring bene in engagement with the main
drive Tear /1/ there rrn out out of 4P teeth whilst on
the snail ore 13 teeth, only.
In oder the wo;lght?to be reduced there are dril?
lled: out in the large ring six creeninn aymmetrically.
The teeth of both 7mi-a are azotised, and then
t..) teeth or owou rov are lapped whereas of lore
one grinried, only.
. Bronze bush ./s pressed into the central orifice
of the double Tear, which rotates upon the axle in?
stMcd into the freet oect of the crankaase. the atle
of inlirect camdrum drive gear is made of an alloy
steel and drilled inside.
The axle is secured against axially shifting by
means of u special stop scree introduced into the pro?
(tIction of u tpapezoid section.
On the outer surface of the gear axle close by the
bottom there are bored two orifices for lubricating
puposes.
The auralumia plu;e is introduced into the right
oh of the axle and therouPer ilured out.
External surface of the sour ax11 is being cerbo?
nIzed with exception oC a narrow strap on the end of th
r.ale enabling the end to be flurod out.
The can drum ic Lade of un ahoy steel forging
and eceriprlLes two runwev's with four lobos on each as
sell az a s'ing with 65 ?teeth.
?????????? ???????????moomaSs..1..0.0.??????
snag, ?? ??????????????? eters.. 4.111?0?0???????,
-64-
50X1
SECRET
NO FOREIGN DISSEM
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Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
,..*omWMWPMOAIOPOWIWOM.....OMIM.116MMNOHOmbwd.dleol* ?
50X1
4
Fic.21 Cam drum asGembIy.
1 - main drive e.err; 2 - indirect double gear;
'3 - cam drum annulus; 4 - plunger guides; 5 - plun,Te/4
tith roller; 6 - push-rod; 7 - push-rod tube.
The cam runtays and also the teeth are carbonized.
The front camring actuats the rollers of the inlet
valves whilst the iv'ar one the rollers Of the exhaust
valves, respect4.vely.
The nave-pl!:_te of the cam drum is made of a dura-
lumin forging and comprises a shape of tto bl.#shes con-
nected each other with aikfl-of a transverse wall.
VMINSINWOO.W
..1.1....rwmomparmenumwmombm..ftwawrom.
b,....w.mbrowooftma.rnAmar?
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
A???
???
aaii vhll there a,:e drilled. out 12 light-
holes,
The bror.vr. bun. Jr; boinr, pressed into the center
opr:nin7, of tho nwo
Th a or. drum rolTatos around. the buch bcin incer-
teel ou the propen,r drive shaft. ?
id bwh ie mude of a sTpeciol alloy steel forginr;
Tu the centre of the bush In itu inner ourfate
tare j1:,unhined an ennnlbr groove which by me anti of
the orifice le oonnectee to the external surfeco of
the buch. In order the cyperatintl turfeco to be lubri-
cated prolk-ly an orifice on the external ourfoco io
ealed with a 7,voove, r.:epectively.
Thy nurfuce 1* nzotized externally.
rx.oa betli eider, (:):: the hueh thoro are inserted on t
to erun%ahJift the dirtanco wahoere.
13etween thy front elintance wusher and the face of
0 hen nor nr.,talled the adjur:tin7 %ieshers the
tip,r:k of which in to ri.,:alate the pocition of the crank-
ft in the crmuLcaao and eJmultunoously ihe position
of the .01,1e,er roller according to the run-ay of the
ontvinc:, aloe.
Trb xlJtt,1117, ratio from the cronknhan to the cam-
um yu ftllower
e.41
Zz
r--, ?
"2 "4
_II_ .1
-65? le
apre:
61 Leml,cr of teeth of main drive gear /1/ .
- Lamhr of tooth of indiroot llrge gear /2/
- rnul)or or tooth of indirect email mar /2/
.74 - Num.hor of tooth of cam drum gear /3/..
? l? ???? M.. ? ? ? ? ??? n???????????????????????? ????????????????.??? AI?1?????????????????1?11????????
........?????????????????????* ??????=??????????????????? ??????????????????????
? ? ???????????????????????? ? ??????????????? CG
.1???????????????
.1?1=1.1.111MOMMINOMOMI
SECRET
50X1
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
4111111?1?001011.06.1/111?11111111011,1011?????,--....t1S2....MBEIOILMSsai...
Tc (JrA Ovum revolve 'iht times slovier than
4;11- .ut;1it ,Iirection of the rotation is
or lo,10 cankshrift one.
al.d.ush rod tubes /fig.22/
The pli.mr ic 1,ndo of steel alloy in a form
of iirr.c1 otc.m v,ith t?ro 074tern:.11 diameters.
ft.L one end the plunr.er comprisf:s a deep
fx.e!:, the other one rectetrular cut-out
t.riS ate v.hich the plunger roller is being
er,t.rco,.
Perpendicule. to t!-.0 oaid cut-out there is drilled
out an in orJer the rollor a::le to be interpo-
.,e6
Iu v,a11 is drilled u lubricating ori-
f!,ee q throur:h vthich the oil ie bei4vis
0.(fl.lvoci to i71) i.oeker levers.
!1:he c.lrfaee is carbonied,outside in order
ti.Y) to Y. L'oere:asec7.
e or lo mm fro :.1 its face the hole in-
the plon7er 1.2 drilled out carefully.
Into said hole the plun:pr terminal made of Cr-;.4i,
et:eel ie pr ed.
plmvQr termina7. is provided.*ith
a hemimldhelcul soot carboniz':d into Odell
the puoll-,2od torin,11 1:.; being
1?:!:::n1 =le there iz bora out e hole
lubrictiug oil is conducted.
? roommi...????reaomemmormoreammarmeima
????? ?????????????.mee.mb
i?
I L
(57
SECRET
50X1
NO FOREIGN' DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
C
amall....M.Aaalar
Fig.22 Plunger, push rod and push rod tube -
general view.
The plunger roller is made of a CrNi steel alloy
ana is being carbelieed on its both external and inter-
nal cylindrical surfaces.
The roller is inn tailed on the bronze bush revol-
ving on the steel roller axle.
The push rod is made of Cr-ii steel alloy tube.
Into both tube ends drilled out inside are pressed
Cr-:1i steel alloy terminals of the push-rods.
The terednal of the push mit provided from its .
one end with a ball having carbore'.zed and polished
surfaces whilst from the other one with a oylindrical
stem drilled inside which is pressed into the push rod,
directly. '
In ths center of the terminal there is bored a hol
for oil circulation.
The push rod .tube is made of a duralumin alloy and
comprises its both ends flared out, respectively. .
One end of the tube enters the top terminal situa-
ted in, the rocker lever housing, the second one enters
the bottom terminal of the push rods.
The push rod tube is being coupled to said both
terminals by means of a rubber connectors fixed by.
e3ampe.
?????110?11.????-????????????? I* )
48.? GB
=MIIMY????????????????
SECRET
50X1
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
....???????????????????????
no bottom terminal of thA push rod tubes is made
an aluminium alloy canting as a two fore d tubes
connectol from one side by moans of h common flonge.
In said flange there aro made tuo openinqs for
cti.11 1)elt footeninf,! the terminal to the front' part of
the erarkeao.
On their both endo the tubes are thicked respec-
tive*, an0 eempriso the annular rcooven to prevent the
rebber joint' piece? to be dropped. ?
7%)&,..or lovers /fic.23, 13/
The rocker levero /7/ are made of a spacial steel
focing en0 placed in the rocker lever housing.beiag?
cited out together vAth the cylinder head:
On .th rocker lever end there is made a.cnt-out
.1.o plane of rrymmetry of the lever into which.is in-
stel1o4 the roetet; lever roller /23/ rotating on its
rtle /24/.
The roller and the axle are. made of Cr-Ki steel
alloy and also carbonized.'
The rocker lover axle is eafetied against axially'
01J:eolocelnent by dotting after has been pressed.
The otter en0 of the rocker lever is provided citTA
an oponinr! threaded into lAhich thP adjueting scres,/5/
in ucremod in.
The adjusting ecrevi made of Cr-Vi steel comprieee
from :Ito one end a heinpherical recess cooperating
eith the push-rod. terminal and.from the other one
a
A'rectanguler groove elude on the outer surfaed of
tho a6justine strew 18 connected by means of an orifice
(Irilled radially lAith the hole bored in the axis of the
low,lopherical rococo, respectively.
? ?, 1. w????i 1.0 *0 ? ???? ?? ? ? ???????? nen .".."."...."""""Th???????????????????????????rwel.??????=imallimi.limmemonmei????????
mo????????????.ma???????????
6.0??????????????????????????????????.mm??????????.....
?????? .00 OM
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SECRET
NO FOREIGN DISSEM
/111.1.110?1?41..././Man??????????????.1.?????????;???????.?.
50X1
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
.auaIllioiamd???????oaualaip?sr....r.
After the cdjustinT screw has been screwed into
the rocker lever its.groove connects with the hole
inclinud situ6ted on the rocker lever, and then with
the orifice by lever roller bearing seat. ?
The lever bearing consists of an outer race /18/
on inner one /20/ between which rollers /1/ are situa?
ted.
Fig.23 Rocker levers general view.
The outer race of the roller, bearing is made of
Cr?Ni steel alloy.
The outer surface of the race comprises an. annular
groove nith three orifices drilled out radially.
After installing the race into the rocker lever'
opening said groove comes in contact with an inclined
orifice in the lever through which the lubricating oil
is being forced to rocker lever bearing.
The inner raze of the roller bearing is made of
Cr?NI steel in a shape of a sleeve. Its outer surface
is carburised.
C017..L.7)
? - 70 -
.M.
assoasoretr*0
SECRET
50X1
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
.--NCLECIREIGU-DISSEAL
In order to prevent the bearing rollers to be
chfted axially there arh placed from both sides of the
lever tte ..1.:11er /17/ mule of Cr-steel.
The 'rocker lover rztntec around its hollow shaft
/21/ made of Cr-steel which from its one end comprises
u thresd whilst from another one a hexagonal flange.
V.:1ves and vnlve sp'inc e /fig. 13, 24/
. Into inch cylinder head there are installed one
iftlet way? ame, One exhaust. valve /25/. ,
Both valvoc arc mado.of Cr-Mo steel forcing. Their
vritvo scts nre lnclinvd by 450.
Win conoiderntion of the hirTh temperatures in
the exhaust valve works the diameter of its stem
!z,eator thun that of inlet one by 2,5 mm. It enables
thc load conductivity from the exhaust valve to be more
intoneivo.
no to:, end of ouch valve stem is machined an,
arnulnr 17,:ovv for inartion a retention cone /3/.
:Vle flat surface of the top Valve end as well as
st06 :;urfsen of the atm Are hardened.
To cdlindrical spiral springs /10, 11/ are instal
1(0 in order the valves to be closed.
ot",ola ands of the said springs rest against botto
collar /1:1 introduc,A on the valve guide flange /134,
The spring collur made of .Cr-stee.1 10provided wit
an annule fla:irp on its top front surface. Inside. said
Tlaor, t1)6'inner spring iz inserted whilst outside it
the outer one, rvsdectively.
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.......xamommoreoensom
71
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r????????????????
50X1
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08: CIA-RDP80-00247A000500470001-3
Declassified in Part - Sanitized Copy Approved for Release 2014/01/08 : CIA-RDP80-00247A000500470001-3
NO FOREIGN DISSEM
?
. ? '
Fig.24 Valves and valve spinge genera1,vier4
?
e ?
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