OPERATING MAINTENANCE, DESCRIPTIVE, AND INSPECTION MANUALS FOR THE MIG-196 [FARMER] AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A062100010001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 116
• Document Creation Date: December 22, 2016
• Document Release Date: November 17, 2011
• Sequence Number: 1
• Publication Date: April 1, 1962
• Content Type: REPORT

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AIRCRAFT
TURBOJET ENGINE
TYPE PA-96
DESCRIPTION
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C h a p t e r
The pA-9E engine (pigs 1,2,and 3) is a modern turbo-
jet power plant designed for installation on fighters.
The engine design employs a high-pressure nine-stag?
axial-flow compressor, ten flow type combustion chambers, a
two-stage gas-turbine, and an afterburner with adjustable
jet nozzle.
Experience gained in the development of the early modi-
fications as well as sound construction principles used in de-
signing engine parts and units permitted the designers to
choose the most rational forms of individual parts and to
create an engine with low specific weight and Sigh thrust.
The compressor rotor (Fig.4) consists of sins rigidly
connected discs fitted with blades having aerodyswait pro-
file. The discs and blades of the 2nd, 3rd, 4th, and Sth ro-
tor stages are manufactured from an aluminium allot, while
the discs and blades of the lot, 6th, 7th, 8th, and 9th eta-
gem are made of steel. The discs of the lot and 9th stages
are furnished with trunnions acting as compressor rotor
bearings. The rear trunnion of the rotor incorporates a
coupling which connects the compressor rotor to the tams
rotor an:. rrevents the latter from axial osveaeat.
The compressor rotor rides in two besrisgs. The frost
roller bearing takes up radial stresses', wheraos the resr_
racial-thrust ball bearing takes up the axial Is" "U" to
the dir`ference between the axial forces which erigiaate dal-
Log compressor and turbine operation. The ossntugs are tesse.
lubricated.
Placed between the rotor stages are roes #t statas #e,
which serve to direct the air, threat off the t ll
or the rotor blades, to the required angle of attack ait *us
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I. GENERAL DATA AND SPECIFICATI0i33
power
The
plant
engine
C h a p t e r I
engine (Figs
1,2,and 3) is a moc}ern turbo-
designed for installation on fighters.
design employs a high-pressure nine-stage
axial-flow compressor,
two-stage gas-turbine,
Jet nozzle.
Experience gained
ten flow type combustion chambers,
and an afterburner with adjustable
in the development of the early modi-
fications as well as sound construction principles used in de-
signing engine parts and units permitted the designers to
choose the most rational forms of individual parts and to
create an engine with low specific weight and high thrust.
The compressor rotor (Fig.4) consists of nine rigidly
connected discs fitted with blades having aerodyoania pro-
file. The discs and blades of the 2nd, 3rd, 4th, and 5th ro-
tor stages are manufactured from an aluminium alloy, while
the discs and blades of the 1st, 6th, 7th, 8th, and 9th sta-
ges are made of steel. The discs of the let and 9th stages
are furnished with trunnions acting as compressor rotor
bearings. The rear trunnion of the rotor incorporates a
coupling which connects the compressor rotor to the turbine
rotor and prevents the latter from axial movezent.
The compressor rotor rides in two bo rink. The front
roller bearing takes up radial strosses', whoroas the rear
radial-thrust ball bearing takes up the axial load equal to
the difference between the axial forces which originate dur-
ing compressor and turbine operation. The bearings axe force-
lubricated.
Placed between the rotor stags are rc s of stater v ".vs
which serve to direct the air, throve off the trail1s3 c?;)
of the rotor blades, to the required angle of attack. end aLSO
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to convert part of the velocity headintq pressure.
The stator vanes are secured in a 2-piece thin-walled
compressor housing.
The air-flow section of the compressor 18 an annular duct
with a narrowing flow-path area towards the exit, which provid-
es for the required change of axial velocity of air passing
thr-A,-h the compressor.
Hir,h rotational speed, considerable angle of turn of air
through the blades as well as high standards of finish
of the parts located in the air-gas path and minimum clearan-
c{;a ':etweer. the ends of the blades - a:, these features provide
or a considerable increase of air pressure in the compressor
w!',h a relatively high efficiency.
To enaire stable operation of the engine- at intermediate
lens .c, the air, compressed in the first 5 stages, to the at-
oi-i;ere. when the air is blown off after the 5th stage
the
,
r ;',e: drawn into the first stages of the compressor is con-
'erz4o:Y lncre-sed, and the possibility of surge is eliminat-
Air~is~blown off automatically by a special device, cont-
=`~~n oyilr,irieal axial-flow type combustion chambers are
rt>` .~". its the circulararea formed by the rear9hous-
comaustio. chambers of the PA-98
thermal stresses, provides for pro-
~can and small diameter of the engine.
incorporate four flame igniters
turbine with high degree of gas
at nigh efficiency.
t, two dlsca coupled
ct. rhlne stages are anufr.etured
The turbine rotor rests upon the rear force-lubricated
roller bearing, and upon the coupling guarding the turbine
against axial displacement.
In front of each turbine stage is installed anssele as-
sembly directing gas flow against the turoine blades.
The nozzle assembly of the first stage is composed of
36 hollow cast vanes fastened to the outer and inner casings
or tine nozzle assembly. The vanes are fastened in such a man-
ner as to provide for both the longitudinal and transverse
play.
The vanes of the nozzle assembly, installed in front of
the turbine second stage, are bolted to the compressor hous-
ing.
High degree of air compression, high efficiency of the
compressor and turbine operation and proper fuel combustion
in the combustion chambers ensure a relatively low specific
fuel consumption.
The afterburner serves to augment the engine thrust for
a short period of time by burning an additional amount of
fuel, injected into the afterburner through 17 fuel nozzles.
Resulting increase in the velocity of gas flow causes the en-
gine thrust to increase by 25 per cont.
The adjustable jet nossle of the afterburner provides
for engine operation at various duties and improves its per-
formance at the rated and cruising speeds.
Adjustment of the exhaust area of the let soaale is ac-
complished by changing the position of the swivel shutters.
The shutters are controlled automatically by meatus of four
hydraulic cylinders and a taper ring connected to the ayUx-
der pistons and sliding on the external serfage of the shut-
ters. For actuating the engine acceseoriea 04 aircraft mgt
sent provision is made for a drive gear b.z 'hue 4K V" ass
rotated by the compressor rotor shaft tkre 'the 0"440 of a
gear train.
fte PA-96 engine isc+ stee than fiUe Lsg ips"Wi
a starting fuel system Serving to teliwn stn :
lice) during asgine starting; at" fuel
supply slain font whet the engine rate at vgy
ooctain+td system of lubrtcat$os sail cooling of
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to convert part of the velocity headidto pressure.
The stator vanes are secured in a 2-piece thin-walled
compressor housing.
JtGIS I
r~ui Q
The air-flow section of the compressor is an annular duct
with a narrowing flow-path area towards the exit, which provid-
es for the required change of axial velocity of air passing
through the compressor.
High rotational speed, considerable angle of turn of air
passing through the blades as well as high standards of finish
of the parts located in the air-gas path and minimum clearan-
ces between the ends of the blades - all these features provide
for a considerable increase of air pressure in the compressor
with a relatively high efficiency.
To ensure stable operation of the engine- at intermediate
duties, a provision is made in the compressor design for re-
leasiD6 the air, compressed in the first 5 stages, to the at-
mosphere. When the air is blown off after the 5th stage, the
air mass drawn into the first stages of the compressor is con-
siderably incre',ed, and the possibility of surge is eliminat-
ed.
Air is blown off automatically by a special device, cont-
rolling opening and closing of the ports serving for air re-
lease at predetermined engine speed.
Ten cylindrical axial-flow type combustion chambers are
arraneed parallel to the engine axis between the compressor
an.; the turbine, in the cireul- area formed by the rear hous-
ing and the bearing housing shi2ld.
The design of the combustion chambers of the P,-9B
engine, subject to great thermal stresses, provides for pro-
per fuel combustion process and small diameter of the engine.
The combustion chambers incorporate four flame igniters
and ten duplex main burners.
The two-stage reacti.;n turbine with high degree of gas
expansion ens.:res great thermal drop at high efficiency.
The turbine rotor consists of a shaft, two discs coupled
to each other by means of a load-carrying ring, and a number
of blades. The blades of both turbine stages are manufactured
of heat-reaiutant alloy.
-5-
The turbine rotor rests upon
roller bearing, and upon the coupling
against axial displacement.
guarding the turbine
In front of each turbine stage is installed a nozzle as-
sembly directing gas flow against the turbine blades.
The nozzle assembly of the first stage is composed of
36 hollow cast vanes fastened to the outer and inner casings
o tue nozzle assembly. The vanes are fastened in such a man-
ner as to provide for both the longitudinal and transverse
play.
The vanes of the nozzle assembly, -installed in front of
the turbine second stage, are bolted to the compressor hous-
ing.
High degree of air compression, high efficiency of the
compressor and turbine operation and proper fuel combustion
in the combustion chambers ensure a relatively low specific
fuel consumption.
The afterburner serves to augment the engine thrust for
a short period of time by burning an additional amount of
fuel, injected into the afterburner through 17 fuel nozzles.
Resulting increase in the velocity of gas flow causes the en-
gine thrust to increase by 25 per cent.
The adjustable jet nozzle of the afterburner provides
for engine operation at various duties and improves its per-
formance at the rated and cruising speeds.
Adjustment of the exhaust area of the jet nozzle is ac-
complished by changing the position of the swivel shutters.
The shutters are controlled automatically by means of four
hydraulic cylinders and a taper ring connected to the cylin-
der pistons and sliding on the external surface of the shut-
ters.
For actuating the engine accessories and aircraft equip-
meat provision is made for a drive gear box whose drives are
rotated by the compressor rotor shaft through the medium of a
The P. -9B
Supply main fuel when the engine runs at various duties; sel;-
Gontainna ....,_- _
,..._? - ? -`? - -
a starting fuel system serving to deliver startieZ. fuel (g -3o-
line) during engine starting; main fuel aystos, designed to
-
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the rear force-lubricated
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Part of the gas potential energy is converted by the
turbine to mechanical v+ork used for driving the compressor
and accessory units, while the remaining portion of the gas
potential energy is converted to kinetic energy.
The amount of thrust developed by the engine is determin-
yed by the excess of the gas velocity over the speed of the
aircraft and by the amount of gases ejected per second.
When the engine is running at augmented rating achieved
by burning an additional amount of fuel, the gas flow is acce-
lerated and the engine thrust is increased.
-6--
tating parts and units; electric equipment and anti-icing de-
vice located inside the air intake duct and providing for nor-
mal operation of the engine under any atmospheric conditions.
Modern automation, interlocking and warning systems are
widely used in the engine design and facilitate engine ope-
ration.
Engine starting is accomplished automatically by pushing
the starter button, as a result of which the automatic devices
will control the delivery and ignition of the starting fuel as
well as spinning of the engine turbo-compressor.
The main fuel system automatically controls the amount
of fuel delivered during starting or engine operation at any
of the stable and intermediate duties. Besides, the fuel sys-
tem automatically maintains constant r.p.m. at any given
throttle setting irrespective of aircraft speed or altitude.
Due to this, engine control is accomplished by means of one
control lever.
The engine electric equipment serves for energizing the
starting system units, aircraft radio and navigation equipment,
automatic devices, interlocking system, measuring instruments,
and warning devices.
Principle of g,Kine Operation
':'he air drawn in by the compressor along the intake duct
Is compressed and directed to the combustion chambers in a con-
tinuous stream.
Some of the air delivered into the combustion chambers is
consumed in the fuel combustion process, while the remaining
portion cools the combustion chambers and is mixed with the
combustion products to decrease their temperature to the re-
quired value.
The mixture of the fuel combustion products with the air,
possessive high potential energy, is delivered to the nozzle
assembly of the first stave, whence it is directed against
the blades of the turbine first stage and further to the blades
of the second stage.
The gases leavirg the turbine enter the afterburner and
atte? expanding in the adjustable jet nozzle are discharged
to the atmosphere at high velocity.
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C h a p t e r II
ENGINE SPECIFICATIONS
1. General Data
1. Designation . . . . . . . . . . . . .PA-9E
2. Engine type . . . . . . . f . . . . turbo-Jet engine
with afterburner
3. Compressor . . . . . . . . . . . . . axial-flow nine-
stage with automa-
tic control of
air blow-off behind
5th stage
4. Combustion chambers . . . . . . .axial-flow, indi-
vidual, arranged in
common housing
(a) number . . . . . 10
(b) arrangement . . . . . . . . . . . along circumference
(c) combustion chamber
numbering . . . . . . . . beginning with up-
per left-hand cham-
ber counte -.oloekwi-
se (as viewed from
adjustable jet
5. Turbine nozzle end)
. . ? ? . . . . . . ? ? . ?.
6 ?axial, two-stage
. Jet nozzle . . . . . . . . . adjustable (three
Diameter of jet nozzle exhaust area:
(a) with afterburner turned on,
at starting, and at low throttle
+uot m be oreaolos-
up to 4500 - 6500 r.p.m. . . 498 g of shutters
-3 mm
(b) at maximum duty . . . . . . .442+7 mm
(c) at other operating
duties . . . . . . . . . . . 465?7 mm
Sense of rotation of engine
rotor . . . . . . . . . . . . . .counter-clockwise (as
viewed from adjustable
Jet nozzle end)
8. Overall dimensions of engine:
(a) length of engine with
(b)
afterburner . . . . . . 5555
engine diameter (com-
bustion chamber sec-
tion) ... . . . . . . . . . 665 mm
(c) afterburner diameter . . . .636 mm
(d) maximum height of
engine complete with
accessories . . . . . . . . 938 mm
9. Dry weight of engine with fuel
and oil system unit . . . . 695
10. Guaranteed period of engine
operation up to first over-
kg+2 per cent
2. Main Operating Conditions
Augmented condition:
(a) engine rotor speed
(b) temperature of gases
aft of turbinel:
g r o u n d
at ambient air temperature
below +15?C
at ambient air temperature
amounting to or higher than
.11,150150 r.p.m.
not over 650?C
I In case gas temperature cannot be adJu3ted to within
the indicated limits at altitudes of 10,CGO r3tres to t'-o
Practical ceiling tie temperature of gases aft of th tur-
bine may reach 706?C.
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positions)
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1500 . . . . . . . . . . . . . . not over 680?C
d u r i n g f l i g h t
maximum temperature of
gases aft of turbine . . . . . . within 620 - 680?C
(c) period of continuous
operation:
at altitudes of up to
6000 m. . . . . . . . . . . . not over 6 min.
at 6000 in. or higher . . . . . .not over 10 min.
when climbing . . . . . . . . . not over 5 min.
12. Maximum duty:
(a) engine rotor speed . . . . . . .11,150150 r.p.m.
(b) temperature of gases
aft of turbine:
on ground . . . . . . . . . . . not over 650?C
during flight . . . . . . . . . not over 680?C
(c) period of continuous ope-
ration:
at altitudes up to 6000 m . . .. not over 6 min.
at 6000 m. or higher . . . . .not over 10 min.
13. Rated duty:
(a) engine rotor speed . . . . . . . 11,150?50 r.p.m.
(b) temperature of gases aft
. of turbine . . . . . . . . . . . not over 5500C
(c) period of continuous
operation . . . . . . . . . . . unlimited
14. Duty at 0.8 of rated thrust:
(a) engine rotor speed . . . . .
. .10,400?50
(b) period of continuous ope-
ration . . . . . . . . . . .unlimited
15. Low throttle duty:
(a) engine rotor speed . . . . . . . 4100+200 r.p.m.
(b) temperature of gases aft
of turbine . . . . . . . . . . .not over 650?c
(c) period of continuous ope-
ration.. . . . . . , . , . .not over 10 min.
16. Engine acceleration ability:
(a) acceleration period:
from low throttle duty to
rated duty . . . : . . . . . . . . . . 9 - 12 sec.
from low throttle duty to ma-
ximum duty . . . . . . . . . . . . . . 9 - 13 sec.
from low throttle duty to augment-
ed duty . . . . . . . . . . . . . . . .not over
15 sec.
from beginning of automatic
regulation to rated duty . . . . . 9 - 12 sec.
(b) permissible temperature of
(c)
gases aft of turbine during
acceleration check . . . . . . . . . . not over 7500C
permissible momentary (3 -5 sec.)
surge of speed during acce-
leration check . . . . . . . . . . . . not over
(d) permissible momentary (3 - 5 sec.)
surge.of speed when afterburner
11,600 r.p.m.
is turned on and off . . . . . . . . . not over
(c) time period during which engine
speed changes from maximum to aug-
11,600 r.p.m.
mented duty . . . . . . . . . . . . . . not over
6 sec.
Mote: When checking engine acceleration ability or reduc-
ing speed, the engine control lever should be shift-
ed within 1.5 to 2 sec.
3. Fuel System
17. Fuel grade:
(a) main fuel used for engine ope-
ration at all duties . . . . . . . . fuel T-1 or
(b) starting fuel . . . . . . . . . . . . .TC clean
aviation ga-
18. Fuel booster pump:
(a) designation . . . . . . . . . . . . . . U-9
(b) type . . . . . . . . . . . . . . . . . centrifugal,
with constant-
pr2ssure valve
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19. Main fuel pump-regulator:
(a) designation . . . . . . . . . . . . . HP-10A
(b) type . . . . . . . . . . . . . . . . .plunger, with
automatic de-
vices ensur-
ing metering
of fuel under
all operating
conditions
(c) beginning of automatic re-
gulation of engine speed 8200?100 r.p.m.
20. Afterburner fuel pump-regulator:
(a) designation . . . . . . . . . . . . ? HP-11A
(b) type . . . . . . . . . . . . .plunger, with
21. Fuel pressure before fuel
pressure before afterburner
pumps HP-l0A and HP-11A. . . , . . . .
for short 1.6-2.6 kg/sq.cm.
periods . . . . . . . . . . . . up to
22. Main burner: 2.8 kg/sq.cm.
(a) type . . . . . . . . . . .
. centrifugal,
(b) number duplex
23. Afterburner fuel nozzle: .10
(aa) type ? ? ? ? ? ? ? . . ? . ? ? ? . . .centrifu al
(b) number 8
24..Puel pressure before main 17
burners
? . ? . . . . ? ? ? ? ? . . not over
automatic de-
vices ensuring
fuel metering
depending on
conditions of
aircraft flight
with engine ope-
rating at aug-
mented duty
80 kg/sq?cm.
nozzles not over
90 kg/sq.cm.
4. 011 _ S_ ystem
26. Type . . . . . . . . ? . . . . . . closed circuit, self-
sustained, pressure
lubrication
27. Oil grade . . . . . . . . . . . . .M$-8 or transformer
oil
28. Oil consumption . . . . . . . . not over 0.5 kg,/hr
29. Pressure of oil in oil mains:
(a) at low throttle . . . . . . . .not less than
1 kg/sq.cm.
(b) at maximum r.p.m. . . ? ? . .
.4 - 4.3 kg/sq,cm.
Note: Indicated data apply to test-stand conditions.
When operating the aircraft, the indications of oil
pressure warning mechanism 2C,RYY5-1.3-3 should be
taken into consideration (See Para.32).
30. Temperature of oil at engine inlet
under all operating conditions:
(a) minimum permissible . . . . . ?.40?C
(b) maximum permissible . . . . . .+850C
31. Oil pumps:
(a) pressure oil pump:
type . . . ? . . . . . . . . , gear, single-stage
number . . . . . . . . . . . . 1
output under rated operat-
ing conditions, with coun-
ter-pressure amounting to
3 - 4 kg/sq.cm. and oil
temperature 60 - 65?C . . . . . 23 lit /min.
(b) scavenge oil pump:
type . . ? . . . . . . . . . . gear, three-section
number . . . . . . . . . . . . 1
output under rated operat-
ing conditions, with coun-
ter-pressure amounting to
1.0 kg/sq.cm. and oil tem-
perature 70 - 75?C:
section scavenging oil from
compressor front housing . 30 lit Ain-
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I
section scavenging oil from
middle support . . . . . . . . . . . . 22 lit/ min.
section scavenging oil from
rear support . . . . . . . . . . . . . 22 lit/ min.
32. Two-stage.oil pressure warning
mechanism:
designation . . . . . . .. . . . . . . 2CJIY5-1.3-3
type . . . . . . . . . . . . . . . . . . membrane type
purpose . closes pilot
33. Fuel-oil unit, comprising oil
tank, fuel-oil cooler and low-
lamp circuit
when oil pres-
sure in oil
mains drops
below
1.3+0?3kg/sq.cm.
with air blow-
off ports open,
or below
3-0.2 kg/sq.cm.
with air blows
off ports clos-
ed.
pressure fuel filter . . . . . . . . . . unit 317 A
(a) amount of oil in oil
tank:
maximum . . . . . . . . . . . . .
.7.5+0.51it.
Minimum amount at which
engine operation is per-
missible . . .
' 5 lit.
5. n St~tigS_ zu m
34o 7"e e .
electric, auto-
35. Starting fuel pump (installed matic
on aircraft):
(a) designation . . . . . . ? . ? . ? .
.mom-io-9x
Z.
- 15
(b) type . . . . . . . . .
(c) number . . . . . . . .
(d) pressure of starting
fuel . . . . . . . . .
(e) pump output on ground
with counter-pressure
2 kg/sq.Gmo, voltage
across motor terminals
24 V, current 5 A . . .
.
.
.
. .gear, with electric
motor LUY-1 02A
.
.
.
. .1 for two engines
.
.
.
. .1.0 - 1.75 kg/sq.cm.
.
.
.
. 40 lit /hr
.
.
.
. .centrifugal
.
.
.
. .4
.
.
.
. TCP-CT-6000A
.
.
.
. at engine starting
36. Starting atomizer
(a) type . . . . . . . . .
(b) number . . . . . . . .
37. Generator-starter:
(a) designation . . . . . .
(b) purpose . . . . . . . .
is
(c) power developed at
starting . . . . . . .
(d) power (when functioning
is used as starter;
during engine opera-
tion functions as
D.C. generator
.3.5 h.p. (with vol-
tage 21.0 V and cur-
rent 200 A)
as generator). . . . . . . .6000 W (with vol-
tage 30 v)
(e) period of operation at
starting . . . . . . . . . . . .44.5+0.5 sec.
(f) permissible number of
successive switchings at
(31.5+0.5 sec., if
voltage of 24 - 48 V
is used)
starting . . . . . . . . . . . .5, followed by
30 mino cooling pe-
riod
-.. a+rcrart) . . HKC-6000E ( MM-
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
-16-
39. Starter timing device
(installed on aircraft).
-17-
6000H , if 24 - 48 V 47. Afterburner spark plug:
system is used) (a) type . . . . . . . . . . . . . . . CII-02
(b) number . . . . . . . . . . . . . .
ABiI-ln^r (ABSA, if 48. Generator control
24 - 48 V system is equipment (installed on aircraft):
used) (a) carbon-pile voltage regu-
lator
? . . . . . P-25A
)
(b
differential-minimumrelay ?
(
)
t
b
. ;J?1Y-400
c
a
s
ilizing transformer . . T-lr
(
)
d
ballast rssistor . . . . .
49. Afterburner automatic control
.TC-6000
box (installed on aircraft) , ? , , ? .
:id.1-2 (X0 _2A
one
s
t
orage battery 12CAM-28. ? not less than
41. Starting fuel consumption
per one starting . ? not over 0.5 kg
42. Permissible temperature
of gases aft of turbine
at starting . ? ? . ? . .not over 850?C
4). Time of engine acceleration
to low throttle speed at
starting . ? ? . . . . ? ? ? . . not over 80 sec.
(60 sec., if 24 -
48 V system is
employed)
44. Type of ignition (engine
and afterburner) ? .
45. Booster coil: spark, vibrating
'a or engine:
type ? ? . . . .
number .
(b) for afterburner:
type ? . .
number
Spark plugs
(a) tJpe ? .
(b) number ? .
40. Number of engine start-
ings without boost charg-
ing storage batteries:
if 24 - 48 V system is
employed - from two sto-
rage batteries 12 CAM-12;
with 24 V system - from
6. monition Electric E uipc3ent and Control systems
. KIT-21E111
. 1
50. Compressor blo:?r-off band
for 24 - 48 V
syste:.:)
(a) type . . ? . . . . . . . . . . . . .hydraulic, ni:;-
control mechanism
(b) pressure of fuel in blow-
ton type with
centrifu;;al and
'gnetic Vr:1v.';s
off band control system ? . . . . . not over
85 kg/sq.en.
(c) centrifugal valve . . . . . . controls b.--rd
dc;,cndin,: or.
(d) engine speed at Whicii b:uird
opens air blo:+-off ports . . 9700
i5l. Adjustable jet nozzle shutters 100 r?-'?
control mechanism:
(a) type . . . . . . . . . . h~ur:jll~,pl-toG
(b)
-
number of act,_satin;;
(c)
(d)
cylinders ? . . . . . . . . . . . . 4
hydraulic fili. . ? . ? . . . . . ? AI:r-10
pressure of h' rsulic fluid
In control 5;J3te? ? , 80 O
?
- 1
? ? . .
4 r /3 3 . c ~.
(e) temperature of hydraulic
fluid . . ? . . . . . . . . . . . ? -40 to +50?C
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100010001-0
52. Shutter control mechanism swit-
ches (installed on
aircraft):
(a) designation .
. . . . . . .
(b) type . . . .
. . . . . . . .
(c) rumber . . . .
. . . . . . . .
53. Control panel:
(a) designation . . . . . . . . . .
(b) purpose . . . . . . . . . . . .
. rA-21
54.
Warning and
interlocking
roaion-preventive
treatment of engine
. solenoid operated
slide valve
devices :
minimum fuel
pressure
. .2 (per 1 engine)
. HY-3
.(1) switches on and
off maximum and
augmented duties;
(2) shifts shutters
to augmented or
rated position
at engine speed
of 4500 -
6500 r.p.m.,
when engine
control lever
is moved to
"Stop's (CTOII )
or "Rated"(Ho -
man ) posi-
tions respecti-
vely;
(3)switches stages
of oil pressure
warning mecha-
nism 2CAY-51.3-3;
(4) makes possible
cold operation
of engine,with
control lever
set in "Stop"
(C?On )posi-
tion;
(5) switches elect-
1.c system ser-
ving for cor-
warning mechanism(in
afterburner manifold) . . . . . .CA-3
purpose. . . . . . . . . . . . . automatically switches
off augmented or maxi-
mum duty when fuel
pressure in aircraft
fuel booster system
drops below
0.3 kg/sq.cm.
minimum fuel pressure
warning mechanism (in
afterburner manifold). . . . ACA-2, membrane type
purpose . . . . . . . . . . . . .(a) prevents opening
of jet nozzle
shutters when af-
terburner is turn-
ed on in case ex-
cess fuel pressure
in afterburner ma-
nifold exceeds to-
tal pressure of
gases in afterbur-
ner by less than
0.2 kg/sq.cm.;
(b) prevents jet noz-
zle shutters from
being closed when
afterburner is
turned off in ca-
se excess fuel
pressure in after-
burner exceeds to-
tal pressure of
gases in after-
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100010001-0
- 20 -
-~1--
burner by more than
0.2 kg/sq.cm.
hydraulic switch control-
ling fuel delivery by pump
HP-11A (installed on air-
craft) . . . . . . . . . . . . . . . . Yr-34/1
purpose . . . . . . . . . . . . . . automatically turns
off afterburner when
there is no hydraulic
pressure in interme-
diate chambers of
cylinders controlling
adjustable jet nozzle
shutters
limit switch of HP-10A
pump hydraulic decelerator
limit switch "]j" controlling
sible to switch
on afterburner or ma-
ximum duty, if engine
speed is lower than
that at which band is
closed at acceleration
7. Aircraft Accessory Units
55. Hydraulic pump (installed
by Manufacturer on acces-
sory drive gearbox):
(a) designation and type.
.623 (gear type) or
435BM (variable dis-
placement, plunger
type)
(b) number . . . . . . . . . . .
1
8. Measuring Instruments
56. Tachometer (installed by
Manufacturer):
(a) type . . . . . . . . . . . .2T3-15 with generator
AT-3
(b) number . . . . . . . . 1 set (per 1 engine)
57. Thermometer for measuring
temperature of oases aft of
turbine (installed by Manu-
facturer):
(a) type . . . . . . . . . . . . . TBr-11
(b) number of thermo-couples . . . 4, connected in se-
ries
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.prevents switching on
of maximum duty or of
afterburner when engi-
ne speed is below
10,400?200 r.p.m.,
with engine control
lever smoothly shift-
ed to respective po-
sition
blow-off band . . . . . . .(a) prevents shutters
of Jet nozzle
from being open
to augmented po-
sition at altitu-
des where engine
speed at low
throttle exceeds
engine speed at
which air blow-off
band is open when*
throttling engine;
(b) makes it impos-
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100010001-0
- 23
C h a p t e r I
The compressor of the PJt-9B engine is an improved modi-
fication of the early production models. The compressor is an
axial-flow, nine-stage type, providing for high rate of air
compression. The compressor is designed for compressing the
air flowing into the combustion chambers. The first stage of
the compressor is a supersonic one, for air velocity relative
to the impeller blades reaches the value, higher than the speed
of soundl.
No provision has been made for air swirling at the ent-
rance to the compressor. _
The compressor rotor is comprised of nine discs and two
trunnions. The external surface of each disc carries a set of
blades fastened in dovetail grooves. The front and rear' trun-
nions are fitted with
a roller and a ball bearing respectively,
the function of the bearings being to support the rotor.
The stator consists of three main units known as the in-
let, middle and rear housings. The rear housing serves simul-
taneOuslY as a housing for the combustion chambers. The middle
housing accommodates eight guide vane assemblies, the ninth
guide vane assembly being mounted in the rear housing. The sta-
tor guide vane assemblies serve to turn the air, as it leaves
each of the turbine rotor stages, in the required direction,
as well as to convert a portion of the velocity head to pres-
sure.
1 The subsequent stages of the com
(thoah peripheral speed increases some extent are not the middle
e
supersonic
temperature the Impeller blades). j5 is due to the fact that
diameter io o` air flowing through these stages is considerably
I Creased td as compared to the temperature of air at the first
The external surface of the rotor drum and the internal
surface of the middle housing along with the guide vanes form
an annular air-flow path progressively decreasing towards the
high-pressure exit. Reduction of the air-flow area is accomp-
lished by increasing the diameter of the rotor drum, the diame-
ter of the middle housing inner surface being uniform (except
for the first stage, whose diameter exceeds the diameter of
the following stages by 10 mm). Reduction of the compressor
air-flow area is required to obtain changing of axial velocity
of air at increased density.
Use of special profile rotor blades and guide vanes, tho-
rough surface finish, reduced radial clearances between the
rotor blades and the middle housing, as well as the use of
labyrinth sealings between the stages - all these features
)rovide for high degree of pressure increase (6- 7.14), high
efficiency (71 = 0.835 at air consumption G = 43.3 kg/sec,) and
relatively small dimensions of the compressor.
To provide for stable and surge-free operation of the
engine at speeds lower than the rated, the compressor is equip-
)ed with a special automatic device controlling air blow-off
after the fifth stage. Discharge of air (at a speed of up to
)700-100 r.p.m.) increases air consumption across the first
.wo stages, which leads to increase in axial velocity of air
flow across these stages and prevents slippage of air stream
from the blades of the above stages operating at large M num-
bers. Discharge of air also decreases the volume of air pas-
ting through the last stages, thereby preventing them from
acting as a turbine when compression ratio is low at speeds
aelow the rated.
NOSE BULLET
To reduce hydraulic losses at air inlet to the compressor,
yprovision has been made for the use of a special nose bullet
}Fig.5) consisting of fairing A and support B (Fig.6).
I The fairing which covers the central drive of the inlet
housing, forms,together with the stamped struts of the support and
ast struts of the inlet housing, streamlined surfaces in the
air-flow path of she way to the rotor blades of the compressor
first stage. Besides, the nose bullet acts as an anti-icing de-
vice.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
II. BNGINB CONSTRUCTION
COMPRESSOR
The compressor of the PJI-9B engine is an improved modi-
fication of the early production models. The compressor is an
axial-flow, nine-stage type, providing for high rate of air
compression. The compressor is designed for Compressing the
air flowing into the combustion chambers. The first stage of
the compressor is a supersonic one, for air velocity relative
to the impeller blades reaches the value, higher than the speed
of soundl.
No provision has been made for air swirling at the ent-
rance to the compressor.
The compressor rotor is comprised of nine discs and two
trunnions. The external surface of each disc carries a set of
blades fastened in dovetail grooves. The front and rear trun-
nions are fitted with a roller and
the function of a ball bearing respectively
the bearings being to su
The stator consists of PPort the rotor.
let, middle three main units known as the in-
and rear housings. The rear housing serves simul-
taneously as a housing for
aneo the combustion chambers. The middle
housing accommodates eight guide vane assemblies, the ninth
guide vane assembly being mounted in the
for guide vane assemblies rear housing. The sta-
to of the serve to turn the air, turbine rotor sta it leaves
as well as to convert gds, in the required direction,
sure. a Portion of the velocity head to
pres-
The subsequent stages of the
diameter of
(thgh of the al speed increase, compressor extent not
on the middle
tOop
of a impeller blades). This is due to the fact middle
stages ed as comparedotonththrougthess stages is consider considerably
temperature of air at the first
The external surface of the rotor drum and the internal
surface of the middle housing along with the guide vanes form
an annular air-flow path progressively decreasing towards the
high-pressure exit. Reduction of the air-flow area is accomp-
lished by increasing the diameter of the rotor drum, the diame-
ter of the middle housing inner surface being uniform (except
for the first stage, whose diameter exceeds the diameter of
the following stages by 10 mm). Reduction of the compressor
air-flow area is required to obtain changing of axial velocity
of air at increased density.
Use of special profile rotor blades and guide vanes, tho-
rough surface finish, reduced radial clearances between the
rotor blades and the middle housing, as well as the use of
labyrinth sealings between the stages - all these features
provide for high degree of pressure increase
( Lc 7.14), high
efficiency ( 71 = 0.835 at air consumption G =
43.3 kg/seca and
relatively small dimensions of the compressor.
To provide for stable and surge-free operation of the
engine at speeds lower than the rated, the compressor is equip-
oed with a special automatic device controlling air blow-off
ifter the fifth stage. Discharge of air (at a speed of up to
)700-100 r.p.m.) increases air consumption across the first
two stages, which leads to increase in axial velocity of air
flow across these stages and prevents slippage of air stream
from the blades of the above stages operating at large M num-
bers. Discharge of air also decreases the volume of air pas-
3ing through the last stages, thereby preventing them from
acting as a turbine when compression ratio is low at speeds
below the rated.
NOSE BULLET
I To reduce hydraulic losses at air inlet to the compressor,
rovision has been made for the use of a special nose bullet
F"g.5) consisting of fairing A and support B (Fig.6).
The fairing which covers the central drive of the inlet
housing, forms,together with the stamped struts of the support and
cast struts of the inlet housing, streamlined surfaces in the
air-flow path on the way to the rotor blades of the compressor
first stage. Besides, the nose bullet acts as an anti-icing do-
vice.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80TOO246AO62100010001-0
The support is manufactured of sheet aluminium alloy and
comprises cylinder 10 with four stamped struts 9 point-welded
to the cylinder in four diametrically opposite directions.
The stamped struts are double-walled. Individual components
of the stamped struts are connected to each other by means of
point- or continuous welding.
The upper strut of the support accommodates a pipe, thread.
ed at the end, serving to supply air to the barostatic gover-
nor of the HP-116 pump. The lower strut houses a pipe for de-
livery of hot air from behind the ninth stage of the compres-
sor to the inner cavities of the fairing and struts with the
purpose of heating the walls of the nose bullet. The support
cylinder houses flange 11 fastened by rivets and provided
with eight holes.
The fairing is a double-walled ellipsoidal structure,
manufactured from sheet aluminium. The fairing consists of
outer wall 6 and inner wall 5 connected to each other through
cylinder 7 by Point-yielding; besides, the inner wall is joint-
ed at its base to the cylinder by continuous welding.
The front portion of the fairing outer wall mounts fair-
ing tip d held in place by eight rivets. The tip is provided
with radial grooves, machined on the inside, and a central
hole accommodating the head of screw 3. The inner wall of the
fairing has an annular groove at its base, which, along with
cylinder 7, forms a manifold for the air delivered to the nose
bullet for heating its walls. The front portion of the inner
wall is flanged inward and separated by partition 2 secured by
means of Point-welding.
For delivery of hot air to the annular manifold and for
by-passing it into the support struts, the fairing cylinder
is provided with four holes. Hot air is delivered into the
fairing interwall space through Pipe 1 one end of which is
secured to the flange OX the inner wall annular groove, while
the other end is fitted into the hole provided in the parti-
tioul.
Hot air delivered via the pipe passes througli the flanged
hole into the fairing interwall space from where it escapes
through a number of holes provided in the middle .portion of the
inner wall.
The fairing is secured to the cover of the central drive
by means of screw 3, passing through the central holes in the
fairing tip and in the partition. The outer diameter of the
cylindrical portion of the fairing base is centered in the sup-
port cylinder.
The fairing is held in a definite position relative to the
support by a retaining lip, provided on the cylindrical portion
of the fairing, and a respective recess in the support cylinder.
The support is fastened to the inlet housing by sixteen
studs passing through the holes provided in the inner flange
of the support and through the holes in the flanges of the
stamped struts. The stamped struts of the support enclose oil
and breather pipes, running along the front faces of the inlet
housing struts.
When the engine is tested on a stand, a special diffuser
is installed at the engine air intake. The diffuser is 'a com-
ponent part of the test stand equipment set.
INLET HOUSING
The inlet housing along with the nose bullet form the
entrance section of the engine air duct.
The inlet housing (Figs 7, 8, 9) is cast of magnesium
alloy UJ15 and consists of an outer ring and an inner box,
coupled by means of four diametrically opposed hollow struts.
The external surface of the ring carries bosses at the top,
which have machined surfaces and are provided with threaded
recesses. The bosses serve for mounting and securing the ac-
cessory drive gear box. The lower part of the ring is fitted
with a boss whose inner cavity serves as an oil pan.
The inner box of the front case accommodates the central
-drive unit with centrifugal breather and scavenge oil pump,
as well as the body of the compressor rotor front bearing
with talc powdered surfaces for the collars of the rotating
labyrinth sealings mounted on the front trunnion of the comp-
ressor rotor.
1 Some of the air supplied via pipe 1 flows along the ra-
dial grooves of the fairing tip and into the intake duct of
the compressor, to be thrown against the fairing
by the air stream,e strutsCirculation outer wall
of hot air between the walls of
the the fairing fairing
outer aurfaoe by the + as well as heating of the fairing
tip and prevent the
air te nose gaping bullet through from the icing.
. grooves of
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100010001-0
The inner cavities of the cast struts house vertical
shaft 3 (See Fi.9) transmitting rotary motion to the drives
o the accessory gear box, as well as engine oil and air sys-
tem: lines. The front'outer side of the vertical strut mounts
steel breather pipe 1 connecting the cavity of the centrifu-
gal breather to the atmosphere through the central drive unit
an the accessory drive gear box. The outer side of the lower
vertical strut mounts pipe 4 through which oil is drawn from
the oil pan of the front case. The outer side of the left-hand
horizontal strut (as viewed from the air entrance end) aecom-
zodate3 pipe 9 through which oil is drawn from the rear bear-
in;, of t,.e engine. Pipe 7 running along the outer side of the
rl ht-i_:nd horizontal strut serves for evacuating oil from
the ::ediim bearing. The left-hand horizontal strut encloses
pipe 11 alone which oil is directed to the oil tank via pipe 8
and the fuel-oil cooler, while the right-hand horizontal strut
ho:-,e6 a breather pipe, connecting the compressor-turbine
s:.:,it cavity to tha centrifugal breather; besides, the right-
hard i.ari::ar,tal strut has a channel to which air is fed via
pipe 10 rsed for pa-king the labyrinth of the compressor
=r-'' ~cari:.?. ripe 2 runs along the drilled passage provided
in t:.~ .^r ertical strut; it serves for delivery of oil
to the ce!tr,! :rive unit and to the front bearing of the
eo _ .e.-j: rotor.
?or c1ei:;in~ the oil dripping into the oil pan, the in-
,:ity of the lower strut at the central drive side is
ittcd v: it t. gc='ize 5. The rear side of the oil pan is furnishes
~eIon 6 serving to connect the oil return pipe line,
rear flanZe of the inlet housing is coupled to the
riddle housir. by means of 24 bolts and nuts. The
'r`"t :::?r Le of the icl?_ t housing to cec-ra the rose bullet and the testtstandsdiffuser.h serve
MIDDLE UOU3ISG (Figs 10t 11)
The cildle ho?_.ine comprises a hollow
dating ci&?,t eta~es Of * cylinder accommo-
at the stator vane assemblies. Apart from
this, the nidfle Le431r' serves as an intermediate link bet-
"co the inlet art ream housings of the compressor.
The middle housing is a split structure consisting of
front annular section A and rear annular section B, the two
sections being coupled with the help of 30 bolts of which ten
are fitted bolts. The front annular section accommodates five
rows of fixed guide vanes, while the rear section mounts three
rows.
Both the sections consist of two halves with a common
longitudinal Joint in the vertical plane. This joint facili-
tates handling of the compressor rotor, when installing it in
place.
The halves of the middle housing are held together
the help of six fitted bolts and sixteen coupling bolts arrang-
ed along the upper and lower longitudinal flanges.
The front section Is manufactured from magnesium alloy
L;7-I, whereas the rear one is made of steel 30XI'CHA.
The eight guide vane assemblies of the middle housing
include 398 vanes; of these, 18 vanes are installel in the
first stage, 22 vanes in the second stage, 26 vanes in the
third stage, 60 vanes in the fourth stage, and 68 vanes in
each of the fifth, sixth, seventh, and eighth stages.
The guide vanes of the first, sixth, seventh and eighth
stages are constructed of steel 30XrCA. The use of steel
for the manufacture of these vanes is dictated by tee fact
that the vanes of the first stage are more than the other
vanes exposed to the action of foreign particles, getting in-
to the compressor with the air stream, wr.erean the var.en of the
rear stages operate at high temperatures. The re-aining stages
Ire fitted with vanes made of forged aluminium alloy B;17 .
To =ate the construction more rigid and str.,n, some vane, in
tt?--ce stages are likewise made of steel (See ditgr,cn 51.o^ing
arr,ngement of steel vanes, in Fig.12).
The guide vanes have special strea.-.lined profiles, and
they are installed at definite angles r?:lrtive to the engine
Axis.
The channeled portion of each v.-ace in its upper part y.+s-
into & square plate and threaled trucclon (the cylin.trical
tr.snlon3 of steel VAnos are provided with grooves accoersodat-
lr(: lockieg rings). The inner sarf. i of the aiille hoaaisE has
eight annular grooves designed to arcamaaiste the ?% are plates
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
of the guide vanes. The vane plates fit into the respective
annular groove thus causing the vanes to occupy definite po-
sitions and guarding them against rotation. The vanes are se-
cured to the middle housing by nuts 6 (Fig.13), which are
turned onto the threaded trunnions of the vanes, passed
through the holes in the middle housing. To prevent air leak-
age through clearances, rubber packing rings 5 are installed
where the vanes are jointed to the middle housing.
As the first three stages carry a small number of guide
vanes, the annular grooves of these stages (between the pla-
tes of the guide vanes) are fitted with special inserts se-
cured by screws. The inserts fill the annular grooves flush
with the vane plates and the inner surfaces of the middle
housing.
The guide vane assemblies are strengthened by half-
rintus 1 and 2 (See Figs 11 and 13) connecting the smooth
cylindrical trunnions of the vanes pointing towards the
centre line of the middle housing.
The half-rings enclose the vane trunnions and are fast-
e:.ed with bolts 6 or studs 3 and nuts 4 (See Fig.ll). The half-
rinCs -ire held from radial displacement by locking rings 3
(g^_erig.l)) installed into the grooves machined in the trun-
nion3 of the extreme steel vanes.
The external surfaces of ti.e half-rings alone; with the
otter fof the rotor discs carrying the blades form the
:r': rew~or i1r-flow path.
The inner s'srf"ces of front half-rings 1 have talc, coat-
In, which, together with annular collars provided on the ro-
tor Ji;cs, mate labyrinth 3ealings, preventing flow of comp-
rey,;ei air from hlh_pressure stages to loner-pressure stages.
The tat: coatln: h.u been provided with the purpose of obtain-
10aat possible radial clearances in the labyrinth
senltn. , with the san,uf;.cturing procedure being reasonably
'1 .l?? 3e.-sides, rubbin,, of the labyrinth
talc co.Ite1 surface during compressor operation does not cause
scores or galling on
Inner surfgG,3 the atieg surfaces of the sealings. The
or the Middle housing,
of the first fiv above the rotor blades
e stage
pose to vise. , are talc coated with the same pur-
The air blow-off ports are located aft of the fifth stage
of the guide vanes, where the front section is coupled to the
rear section. The air blow-off ports are closed with a steel
flexible band controlled by a special mechanism.
The bolts coupling the flanges of the two sections are
provided with L-shaped stops, limiting the travel of the steel
band. The coupling flanges of the sections are provided with
collars supporting the band. The collars provide for a higher
specific pressure and a better fit of the band.
The front flange of the middle housing has a cylindrical
recess which receives the centering collar of the front hous-
ing flange, while the rear flange of the middle housing has a
centering collar fitting into the cylindrical recess provided
on the rear housing flange. The middle housing is connected
with the front housing by 24 bolts (of which six are fitted
bolts), while connection to the rear housing is acco:&plished
by the use of 52 bolts.
The lower rear portion of the middle housing left-hand
half (looking forward) is provided with a pipe union through
which some air from behind the eighth compressor stage is !*-
livered to the front bearing to be used for packing its laby-
rinth sealing. A pipe union provided in tke upper portion of
the middle housing right-hand half serves for delivery of air'
from behind the eighth compressor stage to the automatic star-
ter an i to the acceleratijn valve of i1P-10A pump.
In addition to various fuel, oil, air,and electric lines
the external surface of the middle ho:aing ^ounts the following
eTujpment: mechanism for control of the air blow-off band,
electric system servo-units, vent system tank, ar,: three mounts
for securing the engine to the aircraft.
REAR EOZII;G
The rear housing (Figs 14, 15, 16) is one of the mill)
units subjected to great stresses. It is designed to serve as
n intermediate link between the ton;r-ssor ani the hat por-
tion of the engine; it also serves :or securln. the co-'~?untlon
ch?axbers and for mounting tt.e guide vane assesiy of the eosp-
reseor ninth 3t.Ce.
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 .. Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
The rear housing consists of a number of individual
welded units manufactured from steel 1X18H9T and combined in
one assembly, making a rigid and light structure.
The outer wall of the rear housing forms the combustion chamber
shell and is a thin-walled casing made of 1.8 mm thick sheet
steel. The outer wall consists of stamped cone 5 (See Fig.16)
and cylindrical band 6 jointed by means of continuous welding.
Welded to the front face of the outer wall is rear housing
outer ring 1. The outer ring serves for securing the rear
housing assembly to the middle housing of the compressor, as
well as for mounting vanes 3 of the guide vane assembly of
the compressor ninth stage. To this end the cylindrical por-
tion of the ring is provided with a number of through holes
accommodating the guide vanes. Welded to the rear face of
the outer wall is a flange serving to retain the combustion
chambers and to secure the ring of the turbine first stage
nozzle assembly. On the outside the combustion chamber shell
carries 10 flanges for securing the main burners, four flanges
for fastening the flame igniters, flanges for oil, air and
vent lines, as well as some bosses for securing the fuel-oil
unit and pipe line brackets.
The guide vane.assembly of the compressor ninth stage
consists of 68 vanes, made of steel 4X14H14B2M. Each guide
vane passes in its upper part into a smooth or threaded
trunnion, while the lower part of each vane ends in a square
plate and a lug.
The upper trunnions of the vanes are fitted into the
holes of the combustion chamber shell ring, while the lower
plates rest upon rear housing inner ring 15 and are secured
to it by means of lugs, bolts 17 and nuts 16. The guide vanes
are secured to the outer ring by nuts 2 turned onto the
threaded trunnions passed through the holes in the ring of
the combustion chamber shell.
Thus, the guide vanes connect the outer and inner rings
of the rear housing.
The inner ring of the rear housing is fitted with la-
byrinth ring 19 secured by means of radial dowels 18. The
labyrinth ring along with the annular collars, provided on
the rear trunnion of the compressor rotor,forms an air seal-
ing preventing air leakage from behind the compressor into the
rear relief cavity formed by the outer wall of the rotor rear
trunnion and the inner surface of bearing housing dif?user 20.
Reduced leakage of air causes the pressure in this cavity to
drop thereby reducing axial stresses imposed on the middle
bearing. The air leaking into the relief cavity is evacuated
through four ports on the diffuser housing, which receive the
ends of special pipe connections 4, mounted on the tapered sur-
face of the combustion chamber shell.
To build up and adjust pressure in the relief cavity to a
definite value, which would facilitate operation of the air
labyrinth sealing without imposing excessive axial stresses
on the rotor, air escape from the relief cavity is throttled
(special diaphragms with various clear openings are installed
at the pipe connection outlets).
Welded to the rear side of the inner ring is the bearing
housing assembly, welded from sheet steel 1X18H9T. The hous-
ing consists of diffuser 20 with two inner ribs 21, and bear-
ing housing 7 proper, w:iich comprises a cylinder with flange 10
mounting the housing of the rear bearing and the first stage
nozzle assembly. Thus, the bearing housing serves as an inter-
mediate link between the rear support and the load-carrying
ring of the rear housing.
The outer surfaces of the diffuser housing and of bearing
housing shield 9 make up the inner contour of the air-flow
portion of the engine aft of the compressor.
To render the bearing housing more rigid, it is fitted
r:ith three ribs 8, secured by means of continuous welding.
The bearing housing accommodates oil supply pipe 12 car-
:?ring at its ends oil nozzles 11 and 22 which deliver oil to
the centre and rear cearings of the engine. Pipes serving for
3moval of oil from the cavities of the middls and rear bear-
ings are also arranged inside the housing.
The inner cavity of the bearing housing communicates
with the atmosphere through the breather pipe and the centri-
igal breather.
The oil and breather pipes are led in and out through
?ecial ports provided on the side surfaces of the combustion
hamber shell.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
COMPRESSOR ROTOR (Figs 17 and 18)
The drum of the compressor rotor is comprised of nine
individual discs 2 (See Fig.18), front 1 and rear 13?bell-type
trunnions, and 378 blades of special profile.
Among the advantages offered by this arrangement are
small weight and adequate rigidity and strength of the const-
ruction. All the components of the compressor rotor are manu.
factured with great precision, as the rotor spins at high
speeds and is subject to considerable stresses due to centri-
fu:ai force:;. The blades of the first stage have to withstand
centrifugal stresses amounting to 7 tons, while the blades of
the ninth stage - the stresses amounting to 1 ton.
For reducing the weight of the unit the discs of the
second, third, fourth, and fifth stages are manufactured from
castings of aluminium alloy AK4-l, whereas the blades secured
to these discs are made of forged aluminium alloy BJU 7. The
discs of ti:e first, sixth, seventh, eighth,and ninth stages
are n"?de of construction steel 30XrCA, while the respective
blades are manufactured of steel 311268
The front and rear trunnions of the rotorHare construct-
ef! of steel 40X11MA.
Each disc is a ring with walls in the form of a diaph-
r-ac:n. The outer part of the ring has slanting dovetail grooves
receivin,; the rotor blades.
The ring of each disc (except the fifth one) has a center
It.,; cyli...rical band on one side, while the other side of the
rin,; is pruvi:ed with a groove receiving the centering band
of the adjacent d,ac or of the trunnion. Uachined on the taper
ed annular Surfaces of the discs are circular ridges 9 contact'
In,; the talc coated surfaces of the inner half-rims of the
gulde vane a3serblle3.
To prevent corrosion the steel discs are zinc plated.
The discs and the trunnions are successive
the cyllodric:rl Danis, and lf pressed on
10 to form a oon-dotachaDle are coupled by hollow radial. dowels
air orm
for ohs f
tra unit. To provide a means of escape
pped in the cavities formed during pressing
oper.,tior.s, and to rent the Inner cavities of the rotor drwn
to the atmosphere, the disco have drilled Passages of 1 m in
diateter.
The front trun?i:un o: the compressor rotor :mounts three
labyrinth sealin5cn 7 and front sup;;ort rcilee bearing 6, The
labyrinth sealings a_on` r:ith true Talc coated surfaces of the
front housing and the housing of the front bearing fora the
front relief cavity and the cavity into which air is supplied
from behind the eighth stage of the compressor to be packed
into the labyrinth sealing of the front bearing (See Fig.2f).
The taper surface of the rear trunnion has a number of
circular ridges, mating with the grooves of the rear
labyrinth ring. The cylindrical surface of the rorr truerian
mounts radial-thrust ball bearing 15 (See e'ir.14) of t%.e
middle support. In front of the bearin; tt:ere .:re sor circu-
lar ridges mating with the talc coated surface of the centre
b ,:_ring uou.;irg.
The rear trunnion incorporates coup?.in 4, oe.v.e;
for preventing the turbine shaft from axial
s-lines :f the turbine shaft being fitter ii:to t;.e infer ohlin-
es of the rear trunnion. Dowels 5 guard the c~:u,tin in::t
a:cial linpl.ccenent and limit its turning. five;,, to t,.0
ner surface of the rear trunnion is ;;prim; c;.tch 2, : ct .lil,;
the coupling in a fixed position. SinultareDu.:ly, tae rpr1r::
catch closec the hole in the trunnion thr:!r,;h which a r-o,ntir,
french is inserted when coupllrnF or uncoupling *,'.e cc., or
rotor and the turbine rotor.
In their cross section the bl .der of all rotor mt ..e
Perfect aerodynamic profiles firi:.hc-. :Ith (:c;at ,:?rcislas.,
`Le olales of the first stage having :rci,;e-::raped car. rsonlc
~rc:ile to 2/3 of their height.
The blades are installed at a definite 1G,~le rcl.ctivc to
he rotor axis, to provide for optic= an,-,1c c: att..e:": o_
it ode profiles relative to the stre:-r: of air at tha
:1wia spacd.
At the base the bl;.des of all ct.-,?e:; ternin..te In vrc:gc-
t?ap'd dovetail locks (Fig.19).. These looks .are f:ttei Into tr.e
lsnting dovetail grooves of the discs, thereby a.surir.,;
=rite angle between the blade and the .=1r :log: t:e loco
reps the blade from radial displace=-!nt.
The bl-,Je3 care fitted it;to the disc rroayt alt': a cle1:-
r.ce of 0.005 to 0.035 ate, thus lir.:tiog t.an,;entt+al pl.vr of
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
the blades to within 0 - 0.8 mm when measured at the height
of 100 mm from the lock portion.
The first disc mounts 29 blades, the second - 17,
the
third - 28, the fourth - 33, the fifth - 52, the sixth
the seventh - 53, the eighth - 59, and the ninth - 55.
- 52,
The number of blades and the density of the grid they
form correspond to distribution of load among the compressor
stages.
The blades of the first seven stages are secured in the
grooves of the discs by means of steel split locking rings 11
(See Fig.18) installed into special recesses provided in the
discs and in the lock portion of these blades. The locking
rings are held in place by special dowels, which are flanged
after being fitted in.
The blades of the eighth and ninth stages are fastened
in the grooves of the discs with the help of individual re-
raining locks 12. To this end, the grooves in the discs are
provided with special milled recesses whose contours correspon:
to the shape of the retaining locks. The blades are held in
place by the nibs of the retaining locks, bent over the butt
ends of the blade lock portion (See Figs 18 and 19).
With the engine in operation the compressor rotor sets
up considerable axial stresses taken up by the centre bearing.
To reduce these axial stresses, a special relief system has
been provided which is designed as follows: the ring portion
of the seventh disc has a number of drilled radial passages
through which a portion of air from behind the sixth stage
of the compressor is delivered inside the rotor. The inter-
disc cavities communicate with one another through the holes
provided in the disc walls, due to which pressure is equalized
throughout the compressor rotor. Similar holes are provided
on the tapered surface of the rotor front trunnion.
As the inner cavity of the compressor communicates with
the front relief cavity through the holes in the taper wall
of the front trunnion, different pressures are created which
act on the wall of the rear trunnion from within the rotor,
and on the trunnion outer wall from the -rear relief cavity
side (See Fig-21). The difference between pressure values
gives rise to an
axial force which opposes the stresses created
by rotation of the compressor rotor. This results in a consi-
derable reduction of the axial stress imposed on the centre
bearing.
The centre bearing is relieved of the axial stresses also
due to the axial effort developed by the turbine in the direc-
tion opposite that of the axial effort of the compressor, as
well as due to the axial force created by the pressure diffe-
rence of the air acting on the walls of the front trunnion:
from cavity 3 (See Fig.20), into which air is delivered from
behind the eighth stage of the compressor, and from inside the
rotor drum.
The compressor rotor assembly is subjected to dynamic
balancing on a special balancing machine, with an accuracy of
5 gr-cm at each support. The required accuracy of balancing
is attained by selecting blades of appropriate weight and by
installing them into proper disc grooves during rotor assembly,
as well z:s by removing metal from the rear trunnion (in pla-
ce B) or by installing weights on the front trunnion under
the bolts securing the labyrinth sealing in place A (See
Fig.18).
The compressor and turbine rotors aye supported by anti-
friction bearings, the compressor rotor resting upon the front
roller bearing and centre ball bearing, and the turbine rotor
Shaft resting on the rear roller bearing.
The front roller bearing (Fig.20) takes only radial stres-
ses. Inner ring 8 with the rollers and the cage is an integral
.:nit, while the outer ring is an individual part fastened in-
;ide front support 2 with the help of a locking ring.
The inner ring of the front bearing is tightly fitted on-
to the cylindrical band of the rotor front trunnion and is se-
:ured with nut 6, which is retained by plate lock 5. The in-
ier ring has two collars holding th$.rollers and cage in a de-
finite position. Outer ring 7 has no collars and allows the
rotor to move in the axial direction relative to the housing,
hus making up for manufacturing errors (within the limits set
in the drawing) and for thermal expansion.
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 The outer ring has no collars and allows the turbine ro-
tor to move axially thus making up for thermal extention and
manufacturing errors within the permissible limits set by the
drawing.
The rear support is furnished with a two-stage air laby-
rinth formed by two rows of circular ridges machined on laby-
rinth 15 and on the turbine shaft bush, and of talc coated
surfaces of the bushes welded to the housing of the rear sup-
port. The labyrinth sealings do not allow hot air from the
space before the turbine to penetrate into the rear support.
To by-pass hot air leaking through the upper labyrinth
sealing, the interlabyrinth space is connected to the rear
relief cavity by six pipes arranged between the bearing hous-
ing wall and shield 6.
Cooling and lubrication of the bearing is accomplished
by the use of oil nozzle 2. The nozzle has two calibrated ori-
fices one of which serves to spray oil onto the bearing, while
the other, of a smaller diameter, is pointed towards the turbine
shaft and delivers oil for cooling purposes. The middle and
rear supports installed on the flanges of the bearing housing,
form a common cavity which communicates with the centrifugal
breather via a special pipe.
Used oil drips into the sumps of the bearing housing
whence it is drawn by the two stages of the scavenge all pump
(installed in the front housing of the compressor) connected
with the sumps by two drain tubes.
AIR BLOB/-OFF BAND CONTROL SYST M
To provide for stable operation of the engine at inter-
aediate duties, a portion of the air compressed in the first
five stages of the compressor is blown-off into the space bet-
aeen the engine and the inner surface of the fuselage skin.
i The air is discharged through a number of ports arranged
along the Joint between the front and rear sections of the
compressor middle housing.
The blow-off ports are closed with a band which is cont-
rolled automatically through a hydraulic system (Fig.23) operat-
,
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Lubrication and cooling of the bearing is accomplished
by the use of an oil jet delivered through a calibrated ori-
fice provided in oil nozzle 4. The bearing is sealed by
means of a tvio-stage air labyrinth sealing co:oprised of two
rows of circular ridges, rotating together with the front
trunnion of the rotor and fixed talc-coated surfaces of the
front support housin.:.
A special pipe l1na and a drilled p ssaLe serve to deli.
ver air into the interlabyrinth space from ooehind the ei`_hth
stage of the compressor; the air prevents oil from being
thrown into the relief cavity.
The centre radial-thrust ball bears- (Fib.21) guards
the engine rotor against axial displacement and takes up axia.
and radial stresses. The bearing, consists of inner ring 13,
ball 12, cage 3, cnd split outer ring 4. The inner ring of
the bearing is mounted on the cylindrical band of the comp-
ressor rotcr rear trunnion and is fastened by nut 9 retained
by plato lock 11. The split outer ring is enclosed in middle
support housing 5, :ihich is secured to the bearing housing by
means of bolts and nuts; in addition it is fastened by nut 8,
locked by plate lock 7.
The middle support has a labyrinth sealing, consisting
of clrcul;.:r ridges machined on the rear trunnion, and talc
coated surface of the bush nel~ed to the middle support hous-
ing. Installed between the face o tie bearing inner ring and
the rear trunnion collar is slinger ring 2 which along with
the labyrinth sealing prevents oil from being thrown into
the rear relief cavity. The bearing is cooled and l;ibric:ted
by a jet of oil which is delivered through the calibrated
orifice of oil nozzle 10. The oil nozzle incorporates a gauze
filter for oil cleaning.
The rear roller bearing (Fig-22) takes up only radial
stresses imposed on the turbine rotor.
In its construction the rear bearing is similar to the
front bearing. Inner ring 12 with rollers and the cage is fit-
ted onto the cylindrlcLI band of turbine shaft bush 14 where
it is fastened by round nut 11, retained by plate lock 1. The
outer ring is installed
in rear support housing 4 which is
and locks, ring 3, housing,? with the help of bolts 5
nuts 8
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
ed by the fuel, supplied from the pressure line Of the
HP-10A fuel pump.
The air blow-off band control system is comprised of a
centrifugal valve ::nc a band control mechanism.
The centrifugal valve (Fig.24) is designed for automatic
control of the air blow-off band. Structurally it consists of
a sensing unit and a valve proper: the sensing unit determi-
nes the engine speed at which operation of the air blow-off
band control mechanism takes place, while the valve controls
de Livery of fuel to and its drainage from the band control
':echanism. The sensing unit consists of housing 1 with bush 2
pre .,eci :.;to it. Bush 2 accommodates hollow shaft 3, actuat-
el .s; ':ssory drive gear box through cylindrical tooth-
e. 2.:, vaunted at the shaft end; the other end of the
a t Ga vie centrifugal weights 4. The shaft accommodates
sli,ie valve it cap able of travelling along the shaft axis.
:'r:?~ aide valve end mounts the ring with ball bearing 6, and
r vin, ret finer 10. nesting against retainer 10 is spring 9
^::ic iJrce:; the sli' ~ valve to the lower position. The other
e:.: 0- ') rests
against retainer 7 fitted with adjust-
ir?i' ncreer 8. The adjusting screw serves for changing the
ter'`-?" t sprint which determines the speed of the en-
,?inc at ,:hick Operation of the air blow-off band control me-
:..t rihen the screw is turned in
, the cont-
r?' ` i:;^ oper.ite:: at a higher speed, when the screw is
o:t ti.. cc: trol mechanism operates at a lower speed.
screw turned through 3600, the speed at
.?:.:c:: t:.. b:ir:., control raeci
operates changes by 300 to
r.p...
.hc r `v? Gora}r1:;e;
t hou:;ing 13 with bush 14 pressed 1n-
t, '-. S!.i:tlc.?; i .::_de the bush are valve seats 15 and 22
uit'r r.,lves 1' .Ind 21. Rod 20 is installed between the valves.
-,lve 1'1 14t%
c.- 15 is pressed a..
o other and ~?? t:.,,. ain~t the rod by spring
wring is pressed again;;t retainer 17
ift. cover Ia.
741ve 21 ?lth sc:;t 2 2 is pressed by spring 16 through
rod 20 to ~ea~r.,r.c 27. On tP
acted u,on by a other side the membrane is
s;rlri.
ucions. 12. The centrifugal valve has five pipe
With the engine in operation, oil is continuously deliver-
ed through pipe union B and filter 25 from the oil pressure
line, while fuel is delivered from the pressure line of the
HP-10A fuel pump via pipe union E and filter 26.
Fuel delivery pipe union E is fitted with a throttling
'Jet with the orifice diameter amounting to 0.8 mm. Pipe union A
serves for fuel delivery to the blow-off mechanism, while
through pipe union r fuel is directed to the vent system. Pipe
union )j with filter 27 serves for oil delivery from the
magnet valve.
The centrifugal valve is secured to the accessory drive
gear box with the help of a quick-detachable ring.
The air blow-off band control mechanism (Fig.25) consists
of a blow-off mechanism, two sectors and two brackets.
The blow-off mechanism comprises cylinder 2, steel piston 4
with rubber cup 3 and distance ring 19.
The piston is acted upon by spring 5, whose oppo,,ite end
rests against cover 7 with bush 9.
The cover is manuf;.ctured from magnesium alloy M15
41
i.: secured to the cylinder by six studs 6. Bush 9 accommodates
r:bner packing ring 8 which prevents oil leakage through the
c.earance between the piston rod and the bush.
Fuel, leaking into the space between the piston and the
c v?: r, is drained through the hole provided in the cover and
r?uh pipe union 18. Piston rod 4 is coupled to driving
ctor 12 through tip 10 with the help of pin il. Driving sec-
r 12 is engaged with driven sector 13.
The sectors rotate in needle bearings 15; the sectors
o_er serve as outer rings of the bearings, distance sleeves 14
i = used as the inner rings.
Sectors 12 and 13 are connected to the lugs of air blow-off
ti 16. The band control mechanism is secured to the =fiddle
t'ing of the compressor by means of hinges and brackets 1
d 17.
3 The air blow-off band control system functions as follows.
d'hen the engine speed is increased, centrifugal forces
ti''lopei by weights 4 (see Fig.24) Overcome the force of
ring 9 and cause slide valve 11 to cove to the position at
ych Oil 15 supplied to the cavity of ae_brane 2) via duct A.
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Due to pressure of oil on the membrane, the valve seat and
valve 21 move to the right and actuate rod 20 thus causing
valve 19 with seat 15 to move and to open duct 6 for fuel
to be supplied to pipe union A. Then fuel via pipe 2 (See
Fig.23) is directed to the cylinder of the blow-off mechanism
and -hafts piston 5 with cup 4 to the right; this causes the
piston rod to turn toothed sectors 7 and 8 thereby tightening
the band, which closes the air blow-off ports. ..hen the en-
gine speed is decreased, slide valve 11 (See Fig.24) is forc-
ed by spring 9 in the opposite direction thereby cutting oil
supply to the membrane cavity. Oil from the membrane cavity
via duct a and hole B provided in slide valve 11 is fed in-
tu the c~vity of the centrifugal weights whence it is drained
into the accessory drive gear. box through two grooves machin-
ed in bush 2. Spring 16 forces valves 19 and 21 to the left
(to position shown in Fig.24)'thus cutting fuel supply from
the pressure line of the HP-10A fuel pump to the blow-off
mechanism cylinder. Simultaneously, fuel is drained from the
blow-off cylinder through duct Z; under the action of spring b.
piston 5 (See 2ig.23) shifts to the left and discharges fuel
from the cylinder into the vent system; in this case the pis-
ton rod turns the toothed sectors in the opposite direction;
this causes the band to loosen, as a result of which an annu-
lar clearance is formed between the compressor middle housing
and the blow-off band, Providing exit for the air. To obtain
a uniform annular clearance between the air blow-off band and
the compressor middle housing, with the band open, and to
eliminate vibration of the band, provision has been made for
the use of stops on the compressor middle housing, which li-
mit band movements both in radial and axial directions. To
ensure reiote control of the blow-off mechanism irrespective
of the engine speed, provision has been made for additional
oil delivery into the membrane cavity via m"guetic cocL 1 Of the centrifugal valve
(See kig.23) and Pipe union
The magnetic cock (7,ig.26
) A (See Fig.24,
net hou
GOnsist
i
s
ng 5 a
1 of cock housing 1,mag-
Plug connector case 8. The cock housing has
two pipe unions: pipe union"alt- for delivery netic cool; from the oil of oil into m~g-
delivcry of oil pressure line, and pipe unio
from t
" 6" - for
n
t3' of the centrifugal he magnetic cock into the membrane cavi-
valve, The housing accommodates iston 7
P
provided with two holes, 1 mm in diameter, serving for oil
passage into the piston. The circular groove of the piston
mounts packing ring 14. The piston is forced to the extreme
left-hand position by spring 4, with the packing ran'; pressed
ag._tinst the cock housing seat.
Piston 3 is coupCed to packin;; ring 14 and core nut 13
with the help of hollow screw 2. The nut has a recess for con-
nection to the core, which is shaped in the form of a needle.
At one end the core is recessed to receive packing disc 12,
while the other end is provided with a 4.5-mm diameter hole
accommodating spring 10. To prevent oil or air locks, and to
provide for easy movement of the core, the space between the
core and the coil is connected to the piston cavity via the
central hole of tae core and the recess connected by 1-mm
diameter hole.
The core is accommodated inside coil 6 and is forced by
spring 10 to the extreme left-hand position; the packing ring
rests against the face of screw 2.
The coil is fitted into the electromagnet housing. Resist-
ance of the coil winding at a temperature of +20?C amounts to
:not less than 15 cm. The coil terminals are soldered to the
contact pins of plug connector union 7. Plug connector BU-4
.s secured with four screws to the flange of its case, which is
.eld to the magnet housing by nut 9.
The magnetic cock operates as follows: oil, continuously
:red during engine operation to pipe union,'al'via the oil pres-
.ure pipe line, enters the piston cavity through two holes. As
he hole in the screw is closed by packing disc 12 of core 11,
creed by spring 10 against screw 2, oil exerts pressure on
he piston. Under the force of oil and springs 4 and 10 the
iston is tightly held against the valve housing seat, thereby
reventing oil from escaping into pipe union "6" and oonse-
aently into the membrane cavity of the centrifugal valve when
he magnetic cock is out out.
When the magnetic cock is out in, current is supplied into
he magnet coil, causing the core to shift to the right (as
ar as clearance A permits) and to uncover the hole in the
crew thereby supplying pressure into the piston cavity. On
is further travel the core overcomes the force of springs 4
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
and 10, displaces the piston with the packing ring and opens
the passage for oil from pipe unlcn"a"to pipe union 10-, and
further to the membrane cavity of the centrifugal valve.
With the magnetic cock out off, springs 4 and 10 force the
core and the piston into the initial position (closing). The
magnetic cock is mounted on a bracket and secured by two straps,
The bracket is secured on the studs of the BP-10A fuel pump.
On an aircraft powered by two engines, the magnetic cock
is automatically out in to close the air blow-off band of the
running engine, when the second engine is being started. This
arrangement has been provided in view of the fact that air es-
caping from under the band of the running engine interferes
with the normal operation of the compressor of the engine be-
ing started.
Chapter II
COMBUSTION CHAMBER
The combustion chamber is designed for heating the air
delivered by the compressor.
The combustion chamber is an important engine unit sub-
jected to great thermal stresses as considerable amount of
fuel is burnt within a comparatively small space.
Specific thermal stress, that is thermal stress refer-
red to air pressure at the combustion chamber inlet,amounts
to 49 millions of Cal.
COMBUSTION CHAMBER CONSTRUCTION
The engine is fitted with 10 individual cylindrical com-
btt3tion chambers (Fig.27) of the straight flow type mounted
Oi::cumferentially between the rear housing and the shield
The combustion chamber (Fig.29) consists of snout 2,
s .rler 9, liner 4, flame tube 5 and flange 6.
Snout 2, constructed of sheet alloy 3j!602 is butt weld-
e' to combustion chamber liner 4 by argon-aro welding. The
e-;ut mounts a cylindrical collar accommodating swirler 9 ae-
c..ied by means of point welding. Swirler 9 consists of out-
e:- shell 1, five shaped vanes 8 and bush 7. All the swirler
C 1ponents are fabricated of sheet alloy 3I435. Each of the
E 'slat vanes has four lugs point-welded to the outer shell
r" i to the swirler bush. The swirl vanes are curved to 720.
prevent wear, the inner surface of swirler bush 7 is ohro-
L plated, as it accommodates main burner 1 (See Fig-28) sup-
I ting the combustion ch.,mber. The main burner being a free
in the swirler bush, the combustion chamber is capable of
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axial travel to compensate for thermal expansion.
Combustion chamber liner 4 (See Fig.29) fabricated from
alloy 311602 is a cylinder with a spherical front portion.
As the combustion chamber liner has to withstand very
high temperatures, its external surface carries longitudinal
ribs making for better heat dissipation and increasing its ri-
gidity. Scattered all over the entire surface of the liner are
small and big diameter holes serving to obtain the re:iuired
gas temperature before the turbine and to cool the combustion
chamber walls.
The liner has two by-pass holes accommodating bushes 7
and 9 (See Fig.28) manufactured from alloy 311435 . The bushes
are coated with aluminium to prevent them from burning out.ou:
the bushes 7 is fitted with a lock serving to retain by-pass c:
nection 8, made of sheet alloy 311435 . Bushes 7 are provided
with special lugs which prevent the connection from dropping
out during transportation of individual combustion chambers
as well as during engine assembly and disassembly.
Four by-pans connections 11 form a kind of a tee-piece
one end of which accommodates flame igniter 10, which ignites
fuel in two adjacent combustion chambers simultaneously. Other
by-pass connections 8 have slots on their surfaces serving to
cool down the connection.
The mounting diameters of the by-pass connections are
face-hardened by the electric spark method, to reduce wear
during operation. All by-pass connections should be capable
of free swinging inside bushes 7 and 9 of the combustion cham-
ber liners.
By-pass connections 8 and 11 serve for equalizing gas
pressure as well as for proper flame propagation.
Secured to liner 4 (See Fig.29) by means of continuous
welding is flame tube 5, constructed from 1.5-mm thick sheet
alloy 311602.
The flame tube, cylindrical in shape where it is coupled
to the combustion chamber liner, gradually assumes a trapezoi-
del shape. The flame tube carries flange 6, made of alloy
341435 and secured by means of argon-arc welding. The flange
has a collar which is arranged between the flanges of rear
housing 3 (See Pig-28) and nozzle assembly 4 thus guarding
the combustion chamber
* against axial displacement. 16-k Ring S to
which the combustion chambers are secured with bolts, keeps
them from radial displacement.
To reduce peening to a minimum, combustion chamber flan-
ge 6 (See Fig.29) is coated with a layer of copper. To prevent
crack formation,the inner and outer surfaces of the combustion
chambers are subjected to electric polishing.
FUEL COMBUSTION PROCESS
Air packed by the compressor into the combustion chamber
is divided into two streams.
The primary stream of air used in the fuel combustion pro-
cess enters the combustion chamber through the swirler and the
holes provided in the front portion of the liner. In passing
t?,.,! swirler the primary air stream is violently thrown against
the liner walls by centrifugal forces.
A zone of reduced pressure created in the front part of
the combustion chamber causes a small portion of hot gases to
flow back towards the burner, which results in a rise of tem-
p.ature in the front part of the liner; this makes for better
i1 evaporation and improves mixing of fuel with air. Besides,
3 streams of hot gases flowing in the reverse direction pro-
-,le for reliable ignition of fresh mixture within a wide ran-
g; of excess air coefficient change (from d---3.5 to d->100).
The secondary air stream, comprising about 70 per cent of
3 entire air flow, is supplied into the combustion ch=amber
:ough several rows of holes provided in the liner. rhis air
:es up with the hot gas stream thus cooling it to the requir-
e' temperature.
The arrangement and diameters of the holes provide for
c taining the required gas temoeratu_e before the turbine,
7 are governed by the 14w of gas tcmperature change depending
the height of the turbine blades.
The combustion chamber walls are cooled on the outside by
secondary air stream, wnich forms an insulating layer bet-
:n the walls of the combustion charbers, rear housing 3 and
field 6 (See Fig.28).
The secondary stream of air entering the combustion chars-
r through the holes in tre liner isolates the inner surface
the combustion chambers from hot gases.
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C h a p t e r III
TURBINE
The gas turbine is designed for driving the compressor
rotor and the engine accessories.
As distinguished from the earlier production models, the
PI-915 engine employs a two-stage turbine providing for con-
siderable temperature lifference at comparatively low speed
and small dimensions. It is capable of delivering power suf-
ficient for actuating the high-pressure compressor (power coo-
sumed by the compressor amounts to about 17,000 h.p.) and the
engine accessories.
The turbine comprises a two-disc rotor and nozzle asse6
lies of the first and second stages. The rotor discs aocommo-
date blades locked in their grooves.
The rotor rides in a roller bearing and is connected to
the compressor rear trunnion by means of a coupling.
The turbine rotor is driven by the gas stream flowing
from the combustion chambers through the nozzle assemblies aa:
thrown against the turbine blades. The function of the nozzle
assemblies is to increase the velocity of the gas flow and to
direct it against the rotor blades at an angle preventing daos
gerous impact. Besides, the nozzle assembly of the first stave
acts as a rigid load-carrying structural member supporting the
turbine rotor through. the inner support and the housing of the
rear bearing.
The gas flow issuing from the combustion chambers earriee
a great amount of potential energy. In the space limited by
the vanes of the first stage nozzle assembl
(at the expense of heat content) y the gas expands
the absolute velocity of ) Which causes an increase in
gas flow. Further drop of gas tempe-
ratureand further gas expansion takes place in the ducts form-
ed by the turbine rotor blades; this results in acceleration of
gas velocity relative to the turbine blades. The similar process
takes place in the second stage of the turbine.
The difference between gas heat content before and aft
of the turbine accounts for the temperature drop; the higher
the temperature drop, the greater the power delivered by the
turbine.
Thus, in the process of gas expansion potential energy
of the gas flow is converted into kinetic energy which is con-
sumed in driving the turbine and compressor rotors (the flow
section of the turbine is diagrammed in Fig.30).
The turbine of the PA-9B engine is of the combination
i_,pulse-reaction type. This means that the circumferential
force acting upon the rotor blades depends on the active for-
t-, of the gas stream flowing from the nozzle assemblies, as
211 as on the reactive force developed by the gas flowing
c:tween the rotor blades.
The rotor blades are acted upon by the centrifugal for-
ce arising in the gas stream and directed along the radius of
passage curvature. As a result, a circumferential force
created on the rotor blades. This force, applied at some
distance (radius) from the rotation axis, creates torque used
for driving the rampressor rotor and the engine accessories.
The blades are arranged on the turbine rotor in such a
suer that the curved surfaces of two adjacent blades form a
stage somewhat narrowing towards the trailing edges. There-
re, in flowing through such passages the gas stream acquires
ditional speed (relative velocity of the gases increases).
celerated gas flow sets up a reactive force, which creates
ditional torque.
As the flow section of the turbine is exposed to high
mperaturea, all the turbine components are constructed from
at-resistant materials. Besides, all load-carrying components
e cooled with air (See Fig.87).
Normal functioning of the turbine calls for minimum per-
ssible clearances according to the respective drawing. Clear-
ces in excess of the specified values result in loss of power,
ereas too close clearances may lead to engine failure, as ro-
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tating parts will catch on stationary parts.
Fig.31 shows turbine clearances subject to checking.
TURBINE ROTOR (Figs 32 and 33)
The turbine rotor consists of shaft 5 (See Fig.33),
d}scs 14 and 20 of the first and second stages respectively,
load-carrying ring 17, labyrinth 12, shaft bush 11, baffle 21,
and fastenings.
The disc rims are provided with fir-tree grooves accommo..
dating blades 16 and 18.
The main rotor components (except the blades) of the en-
gine in question are connected with the aid of radial dowels
and make one non-detachable unit. This feature provides for
rigidity of the rotor and reduces its weight.
Hollow shaft 5 is forged from steel 40XHMA. The rear end
of the shaft passes into a tulip-shaped flange, which is press
fitted into the bore of the first stage disc circular projec-
tion. The shaft is connected to the disc by means of 19 radial
duwels 13, which transmit torque from the discs to the shaft.
The dowels are locked in the disc, which does not allow them
to dro., out due to centrifugal forces. The outer surface of
the ot',er shaft end has involute splines 3 which come into
engagement with the inner splines of the compressor rotor
rear trunnion thereby transmitting the torque to the compressor
rotor. In addition to the splines, the front end of the shaft
1s furnished with four lugs 2 designed to take up the axial
loads of the turbine rotor; two holes I serve to accommodate
the guide of the mounting wrench, used for engagement and dis-
engagement of the coupling (detailed description of the coupl-
iag is given below).
The turbine shaft mounts labyrinth 12 and bush 11. The
labyrinth 1s
secured by means of nine threaded dowels, while
the bush 13 held in place by three dowels The projecting
ends of the dowels are .
surfaces clipped off flush with the external
of the labyrinth and bush, and are punched to prevent
loosening. The turbine shaft bush carries oil slinger 10 and
roller bearing 9, held in
Position out Is retained by by nut 7.
into the out slot. The look isaInserted bintosoneuofitheethree
rew 3563 machined in the
displacement by a recess provided in ring 8, installed between
the inner ring of the roller bearing and the nut. The ring is
held from rotation by two lugs engaging the bush recesses.
machined on the external surface of the shaft bush are
circular grooves, which in combination with labyrinth 15 (See
Fig.22) and the housing of rear support 4 form a labyrinth
sealing of the rear support.
To reduce heat transfer from the shaft to the bearing,
the mounting surface of the shaft bush has 42 longitudinal
grooves, while the bush diameter accommodating the roller bear-
ing is furnished with four circular grooves.
Ring 4 (Fig.3)) is installed on the external surface of
the shaft where the involute splines terminate.
The ring has two circular grooves accommodating bronze
rings which combine with the internal surface of the middle
support nut to form a sealing, isolating the inner cavity of
the compressor rotor from the bearing housing cavity.
Discs 14 and 20 of the first and second stages readec-
tively, as well as load-carrying ring 17 are constructed from
forgings of heat-resistant steel 3YI48I. The discs of the both
stages are provided with fir-tree grooves machined in their
rims. The grooves serve to accommodate the rotor blades. The
first stage disc carries 76 blades, the second stage disc - 64.
The blades of the first stage disc (See Fig.34) are locked in
their grooves by looks 15 (See Fig.)3); the lugs of the locks
fit into the blade recesses, while their ends are bent over the
disc rim. The blades of the second stage disc are retained on the
one side by shield A, made integral with load-carrying ring 17,
and on the other side by bent ends of T-shaped plate locks 19.
The locks are fitted into the fir-tree grooves of the disc.
The collars of the locks resting against the front face of the
second stage disc do not allow the locks to shift axially towards
the afterburner. The ends of the locks bent over the rear faces
of the blade roots prevent them from moving in the opposite di-
rection (See Figs 33 and 35).
The rear side of the first stage disc is provided with a
circular protection, whose internal surface is bored to receive
he centering b::nd of the load-carrying zing. . similar proteo-
tion of larger diameter is machined on the front side of the se-
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oond stage disc. The discs are held together by the load-
carrying ring press-fitted into the bores of the circular
projections by 20 radial dowels installed in the load-carry-
ing ring-to-first stage disc joint, and by 32 dowels fitted in
the load-carrying ring-to-second stage disc joint. These do-
wels shrink-fitted in place are designed to retain the mating
components and to transmit torque to the turbine shaft. The
dowels are held in position by the material of disc projec-
tions rolled over to prevent them from coming out due to centri.
fugal forces.
To protect the blade roots and the fir-tree grooves of the
second stage disc from hot gases, the load-carrying ring is pro-
vided with shield A (See Fig.33), made integral with the ring.
The upper projection of the shield has three circular ridges
which combine with the lower rear plates of the second stage
nozzle assembly vanes to form a labyrinth sealing preventing
leakage of hot gases flowing through the nozzle assembly.
A labyrinth sealing aft of the first stage blades is form-
ed by the ridges machined on the circular projection of the
first stage disc and by the lower front plates of the second
stage nozzle assembly vanes.
Fox passage of cooling air delivered by the compressor
the first stage disc is provided with 8 holes, and the second
stage disc - with 2 holes, the latter holes being partially
covered by baffle 21 installed on the rear wall of the disc
(.gee Chapter VII) and held in place by six dowels.
The rotor first and second stage blades are fabricated
from forgings of heat-resistant alloy 311617. Each blade con-
sists of a fir-tree type root serving to secure the blade in
the disc groove, and a curved tip. blades of both stages have similar dimensionsoinitheid of ofroe
section. The tips of the blades of each stage are oferen
length, the profiles of the Concave sides being formed different
Conjugated arcs of different g formed by two
line at the trailing edge radii, passing to a straight
convex sides are formed by the blade. The profiles of the
convex With the y complex curves, Plotted in comp-
predetermined co-Ordinates in various sections
Of the blade.
To obtain the required
the blades entry and exit angles of gas flow
are twisted lengthwise.
The desired configuration of blades is ensured by machin-
ing them with the use of profiling devices. The blade tips are
ground in assembly, for which purpose the entire blade set is
secured in the disc or in a special fixture.
To prevent brushing of the blades against the inner sur-
faces formed by the plates of the vanes of the second stage
nozzle assembly during engine operation (due to reduced radial
clearances), theupver thin edges of the blades are out at an
angle of (1 020')+-30: the blades of the first stage.axe out
over a length of 20-2 mm, the blades of the second stage over
a length of 15+2 mm.
The external surfaces of blades are thoroughly machined
and finished to 77V 9.
The blades are arranged on the disc periphery in such a
manner that the blades fitted into diametrically opposed groov-
es of the disc have almost equal weight.
In securing the root portion of the blade in the disc
groove, provision has been made for tangential play which al-
lows the blade to be self-adjusted under the influence of centri-
fugal forces developed during turbine operation.
The turbine rotor assembly is subjected to dynamic balanc-
ing on special balancing machines. Dynamic disbalance of the ro-
tor should not exceed 8 gr-om. Disbalance is eliminated by re-
moving metal where the disc body merges with the rim to a depth
of not more than 0.5 mm, on the entire circumference; balance
may also be adjusted by rearranging the blades on the disc.
Turbine rotor balancing with regard to the right-hand sup-
port is carried out with the rotor mounted in its own bearing;
balancing with regard to the left-hand support is done by the
use of a fixture incorporating a special bearing.
COUPLING
The turbine and compressor rotors are connected by means of
splines, transmitting the torque, and a coupling which locates
the turbine shaft axially.
Axial forces arising during compressor rotor operation are
directed forward, whereas axial forces developed on the turbine
are directed rearward. Connection of the turbine and compressor
rotors by means of a coupling provides for algebraic summation
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of these forces with resultant reduction in the axial load
taken up by the centre bearing; this arrangement aids in 01)e_
ration of the compressor unloading system described above and
ensures more favourable operating conditions for the middle
support.
Connection of the turbine and compressor rotors is accom~.
lished as follows.
Coupling 1 (Fig.36) comprises a stepped bush, fabricated
from steel 18XHBA. The front part of the coupling has a tooth-
ed sector used for turning the coupling with the help of a
special wrench, and two slots for locking the coupling in the
mounting and operating positions. Machined on the rear part of
the coupling are four lugs directed towards the coupling axis
and designed to be attached to the turbine rotor shaft. The
inner diameter of the coupling serves for centering the turbi-
ne daft shank.
The coupling is installed in the rear trunnion during as-
sembly of the compressor rotor.
Four dowels 5 locate the coupling axially and limit its
rotation around the axis. The coupling is retained during as-
sembly and operation by plate Boring 2 engaging the respective
recess in the coupling sector.
The rear trunnion of the compressor rotor pas internal
helical splices, one of which is cut off (Jee Fig.36, Jd sec-
tion); the forward end of the turbine rotor shaft mounts
strip 6, which, in conjunction with the cut-ofi' spline, provid-
es for the required position of the rotors relative to each
other during their connection. The shank of the turbine rotor
shaft fits into coupling 1, the coupling projections entering
the shank grooves. When the coupling is turned through 450,
its projections engage those of the shaft thereby keeping the
turbine s:;aft from axial displacement relative to the rear
trunnion of the compressor rotor.
Prior to installing tae turbine rotor the coupling is
fitted into the rear trunnion in a position allowing plate
spring 2 to enter the recess of the mounting stop. After the
turbine rotor is installed the coupling is turned, with the
aid of mounting wrench 4, to a position corresponding to the
operating stop; this causes t
he plate spring to be released.
After the coupling is turned and the wrench is removed, the
plate spring secures the coupling in the operating position.
FIRST STAGE NOZZLE ASSEM3LY
The first stage nozzle assembly (Figs 37 and 38) consists
of outer ring 4 (See Fig.38), inner support 1, 36 vanes 2,
36 outer shoes 7, 36 inner shoes 9, 18 coupling bolts 3 with
distance tubes 8, shield 12, and the shoe fastenings.
The passages in the nozzle assembly are formed by the
side surfaces of the vanes and the external surfaces of the
outer and inner shoes. The total clear opening area amounts
to 557 - 562 sq.cm.
Outer ring 4 of the nozzle assembly is manufactured from
steel 1X18H9T and comprises a thin-walled rim with two flanges.
To make the rim lighter, some furrows are machined on the outer
surface of the flanges. The front face of the outer ring has
a centering band, and the rear face - a groove. Drilled on
the external surface of the ring are 72 holes for bolts secur-
ing the outer shoes, and 18 holes for the coupling bolts; be-
sides, the front face of the ring has 180 oblique drillings
fo_ passage of cooling air. There are 60 groups of such dril-
lings, each group consisting of three drillings.
The inner support is fabricated from steel 1X18H9T. It is
a tapered circular wall, whose larger diameter is developed
into a cylindrical rim, while the inner diameter forms a flange
provided with 16 holes; of these holes 10 serve for securing
the inner support to the bearing housing, and 6 for passage of
pipes by-passing air from the rear support labyrinth sealing
to the relief cavity. The front portion of the rim is provided
with a circular groove accommodating the centering projection
of the combustion chamber ring; the rear portion where the wall
merges with the rim parries 12 lugs, serving to fasten the
shield on its larger diameter. The cylindrical surface of the
inner support rim has two rows of through holes for the bolts
securing the inner shoes, as well as a number of threaded holes
for the coupling bolts. The tapered wall of the inner support
18 Provided with eight holes serving for supply of cooling air
into the cavity formed by the walls of the inner support and
shield 12.
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The groups differ by the length and radius of the vane trailing
edge. The upper and lower end faces of the vanes are milled to
provide inlet and outlet for the air cooling the inner cavi-
ties of the vanes. The outer and the inner shoes are preoision-
-54-
The hollow vanes of the nozzle assembly (Fig-39) are pre..
cision-cast from heat-resistant alloy AH300. Each vane is uni-
formly profiled on its entire height; the required contour is
formed on the convex side by a complex curve plotted according
to pre-set co-ordinates, and on the concave side by an arc.
To provide for the required clear opening area when mounting
the nozzle assembly, the vanes are divided into two groups.
cast from heat-resistant alloy 311437 with subsequent machin-
ing. The side surfaces of the shoes are made to suit the con-
tours of the concave and convex sides of the nozzle assembly
vanes. To minimize contact with the mating parts (outer ring
and inner support) and to form cavities for free passage of the
cooling air, the contact surfaces are given a special shape.
Each of the shoes has two threaded holes serving to fasten the
shoes to the internal surface of tine outer ring or to the rim
of the inner support. The shoes are secured to the above parts
with bolts which are locked with plate locks. The side walls of
the installed and fastened shoes form nests serving to secure
the nozzle assembly vanes. The vanes are fitted into the shoe
nests with a clearance provided all around the nest contours;
besides, the vanes are capable of free radial movement within
1.15 to 1.7 mm, to allow for thermal elongation during engine
operation.
Shield 12 (See Fig.38) 'is a welded structure, consisting
of a wall fabricated of sheet steel ]X
for connection to the seoond stage nozzle assembly. Inner
support 1 of the nozzle assembly is fastened to the flanges of
the bearing and rear support housings by 10 bolts, the nozzle
assembly shield being secured at the same joint.
SECOND STAGE NOZZLE ASSEMBLY
(Figs 40 and 41)
The second stage nozzle assembly comprises a set of 42
profiled vanes 4 (See Fig.41) bolted circumferentially in-
side shroud I.
Second stage nozzle assembly shroud 1 is fabricated
from a fprging of heat-resistant steel D l8H9T, and oompris-
as a thin-walled rim with two flanges. The internal surface
of the shroud is slightly tapered, with the diameter somewhat
increasing towards the rear flange. The front part of the
shroud is fitted with a band serving to centre the second
stage nozzle assembly relative to the first stage nozzle as-
sembly. The external surface of the rim carries two thicken-
ed bands with holes for the vane securing bolts. Drilled in
the lower section of the rear band are holes of a smaller dia-
meter, serving to connect the vent system pipes; the upper
part of the rear flange is milled to
bolt of the releasable ring.
The solid vanes of the second stage nozzle assembly
(Fig.42) are precision-cast from heat-resistant alloy AH300.
Each profiled vane is provided with upper and lower plates at
its ends. The contours of the convex and concave sides of the
vanes are formed by the curves plotted in compliance with the
pre-set co-ordinates. The thickness and chord of the profiles
are not Uniform over the vane length. The upper plate of the
vane is rectangular in shape. Its contact surface is corrugated
to reduce heat transfer from the vanes to the nozzle assembly
shroud. The front and rear and faces of the upper plate are
milled to allow passage of cooling air in both directions.
The bosses of the upper plates are provided with two threaded
holes each. The holes accommodate bolts 2 (See yig.41) holding
the vanes to the shroud. The bolts are retained by plate looks
(washers) 3.
Vanes 49 secured to shroud 1, are subjected to tr.ateent
on the diameters formed by the upper and lower plates. The Up-
a outer ring is used
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]8H9T, and two machined
flanges, point-welded to the wall. The 'arge flange of the
shield has 12 lugs serving to connect the shield to the lugs
provided on the inner support. The small flange is designed to
couple the shield to the inner support flange.
The shield wall has two rows of flanged holes for passage
of air cooling the turbine rotor components.
Outer ring 4 is connected with inner support 1 by means of
18 coupling bolts and distance pipes passing through the inner
cavities of guide vanes.
The front flange of outer ring 4 serves to couple the first
stage nozzle assembly to the flange of the combustion chamber
housing, the joint being secured with 60 bolts, of which 18
are fitted bolts. The rear flange of th
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per plates of the vanes serve as belts for the first and se-
oond stage blades of the turbine rotor, while the lower plates
form the surfaces of the labyrinth sealings.
The front flange of nozzle assembly shroud 1 is secured
by means of 48 coupling and 6 fitted bolts to the rear flange
.of the first stage nozzle assembly outer ring. The rear flange
of the second stage nozzle assembly is coupled to the after-
burner diffuser with the use of a zeleasable ring.
As the second stage nozzle assembly shroud has no joint
in the axial plane, turbine assembly is carried out as follows:
the first stage nozzle assembly is secured to the flange of
the combustion chamber housing; then the turbine rotor is ins.
talled in position(with the blades of the second stage disc
removed), following which the second stage nozzle assembly is
mounted and the blades of the second stage disc are fitted in
their proper places on'the disc.
fuel
and
Outer wall 6 of the diffuser is made of 0.8-mm thick sheet
steel 3H602 . The end faces of the outer wall carry flanges,
fabricated from steel IX18H9T and secured by means of continuous
welding. The flanges have cutouts serving to secure the releas-
able rings.
The diffuser outer wall mounts nine pipe unions for thermo-
couples, two pipe unions for intake of total gas pressure, five
blind bushes for scouring the fairings, and two flanges for
fastening the fuel manifold pipes and the spark plug.
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duct, serving to decelerate gas flow to a value, ensuring stable
burning of fuel in the afterburner.
The diffuser (See Fig.46) consists of outer wall 6, inner
Ch apt er IV
AFTERBURNER
The afterburner (Fig.43) vita its fuel nozzles is arrang-
ed aft of the turbine. Fuel burnt in the afterburner causes a
rise in the temperature of gases before the jet nozzle, which
results in acceleration of gas flow and, consequently,in aug-
mentation of engine thrust.
Fuel burnt in the afterburner increases the thrust of
pA-91; engine approximately 25 per cent.
The afterburner consists of three main units: a diffuser,
a middle pipe and an adjustable jet nozzle.
DIEEUSER
The diffuser (Figs 44, 45, and 46)
wail 7, five fairings 4, front fuel manifold 14, rear
`nifold 13, flange 15, flame arrester 8, spark plug 3,
1 hood 5.
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A lug for installation of a locking device is spot-welded
to the outer wall surface near every pipe union.
To render the structure more rigid, 1.2-mm thick strips 21
are welded into the outer wall, under the pipe unions, bushes,
and flanges.
The entire outer wall of the diffuser is made more rigid
by two bands, manufactured from sheet steel IXl8H9T and fasten-
ea by means of arc welding.
The bands are provided with flanged holes to ensure venti-
lation of the space between the hood and the outer wall.
As a rule, gas temperature is measured by employing only
four pipe uuions, the remaining pipe unions being plugged.
Diffuser inner wall 7 is made in the form of a truncated
cone, manufactured of 1-mm thick sheet steel IX18H9T.
The front end face of the inner wall mounts flange 16 made
of steel 1X18H9T and secured by continuous welding. The flange
his 20 threaded holes used for bolting down diffuser flange 15
fabricated from steel lX18H9T. The nozzles of the front fuel
manifold enter the cutouts provided in the diffuser flange.
Neldcd to the rear end face of the inner wall is end plate 10
made of 1-mm thick sheet steel 011435.
The end plate has a hole surrounded by six welded bosses
with breaded holes for attachment of rear fuel manifold
flange 12 Bush 11, mounted in the centre of the end plate ser-
ves to accommodate afterburner spark plug 3. The rear face of
the end plate carries six welded bosses with threaded holes
designed to secure flame arrester 8 and rear fuel manifold 1).
The inner wall has two oval ports, with the edges flanged
for rigidity. The pipes of the fuel manifolds pass through
port At port b accommodating afterburner spark plug CII-02.
Twenty holes arranged in two rows on the diffuser inner
11411 serve to secure the latter to the five fairings. After-
burner spark plug 3 is fastened to the outer wall flange by
two hemispherical covers 18; fitted between the covers is ad-
justlns shim 17.
The pipes of the fuel manifolds are fastened to the outer
wall. flange by two heilspherioul Covers 19 enclosing hemisphe-
res 20. To reluoe heat transfer to the fuel manifold pipes,
the hesiapheres are provld.d with circular grooves.
Spherical Joints between the spark plugs, fuel manifold
pipes and the outer wall eliminate stresses arising during
installation as well as due to thermal expansion.
Flame arrester 8 secured to the diffuser inner wall ser-
ves to obtain a stable flame torch. Flame arrester 8 is a
welded structure, manufactured from 1.2-mm think sheet steel
314602 . It consists of a ring, a cone, five ribs and a
flange. The ribs are secured to the ring and the cone by
means of argon-arc welding. The flange has six holes for
fastening the flame arrester to the diffuser inner wall.
Clamps 9 serving to secure the rear fuel manifold are fitted
through the cutouts in the flange during installation. To
prevent wear of the rear manifold fuel nozzles, the flame ar-
rester cutouts are fused with alloy 311435 .
To straighten the flow of gases issuing from the turbine,
the diffuser is provided with five hollow fairings 4. The pro-
file of each fairing is uniform through its entire height.
The fairing wall is manufactured from 1-mm think sheet
steel 311435 . The upper part of the fairing wall is fitted
with a cover secured bj continuous welding, while the lower
part carries a strip. The cover and the strip are provided
with ports. The fuel manifold pipes and the afterburner spark
plug pass through the ports of different fairings.
The fairing is retained in the outer wall by pin 2 welded
to the fairing cover. A clearance of not less than 1 mm is
Provided between the Luring cover and the diffuser outer wall,
to make for thermal expansion of the fairing.
Butt-welded to the lower part of the wall and the strip
of the fairing are two supports manufactured from steel III@a9T.
each support has two threaded holes for screws securing the fair-
ing to the diffuser inner wall. Such connection of five fairings
to the outer and inner walls of the diffuser permits the inner
wall to expand freely relative to the outer wall during engine
operation. To provide for thermal insulation, the outer wall
4 of the diffuser is covered by hood S. Hood 5, fabricated from
O.5-mm thick sheet steel Ix18H9T 1s comprised of upper and low-
er halves. It is rendered more rigid by longitudinal and late-
iral Corrugations provided on both the halves. The hood ends
are reinforced with rolled-in wire. The hood is provided with
flanged ports aocommodating the bushes, pipe salons, after9ezses
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spark plug and the fuel manifold pipes. Three bosses riveted
to the hood serve to secure the vent pipe clamps. The hood
halves are coupled by two clamps 1.
Gases containing oxygen not used up in the combustion
chambers are delivered from the turbine into the widening duct
of the diffuser. In passing through the duct the gas flow is
straightened by the fairings, while its velocity decreases.
When flowing past the truncated cone formed by inner wall 7
and end plate 10, as well as past circular flame arrester 8
the gases are violently swirled and are well mixed with fuel
injected against the gas flow by 15 fuel nozzles arranged in
the two fuel manifolds, accommodated in the diffuser.
Ignition of the gas-fuel mixture is accomplished by set-
ting fire to the mixture in the region adjacent to the centre }
of end plate 10, where spark plug Ci42 is arranged, and where
fuel is injected by two nozzles of the rear fuel manifold.
Apart from favouring adequate gas-fuel mixture formation,
zones of violent gas swirling provide for reduction of gas flow
velocity thereby ensuring stable and effective combustion of
fuel.
The primary flame produced behind the flame arrester pro-
pagates throughout the entire diffuser, in which the has stream
is intensively mixed with fuel; the fuel is injected through
15 fuel nozzles of the two fuel manifolds arranged in the diffu-
ser.
MIDDLE PIPE
The middle pipe, located between the diffuser and the ad-
justable jet nozzle, serves to direct the gases to the adjust-
able jet nozzle. The middle pipe is 1680 mm long, its overall
diameter is 640 mm.
The middle pipe (Fig-47) consists of a shell and a shroud.
Shell 6 is a cylindrical structure manufactured from 1-mm thick
sheet steel 31'602.
The end faces of the middle pipe carry two flanges fabri-
oated from steel IX18H9T and
catedn. secured by means of continuous
g The front flange serves to connect the middle pipe to
the afterburner diffuser with 'the use of
Rear flange 8 of the middl quick-change ring I.
e
- 61
formly spaced around the circumference and serving for con-
neotion with the adjustable nozzle middle pipe. The edges of
the rear flange are provided with milled recesses.
To render the middle pipe shell more rigid, nine bands 4
made of sheet steel 314435 are secured to it by continuous
welding. Four of the bands have flanged holes for ventilation
of the space between the shell and the shroud of the middle
pipe.
Each of the remaining five bands has two drilled holes,
designed for equalizing pressure of the air trapped within
the band, with the atmospheric pressure.
For thermal insulation, middle pipe shell 6 is housed
inside shroud 7 fabricated from 0.3 mm thick sheet steel IX18H9T.
Shroud 7 consists of three parts - front, middle and rear,
each made up of an upper and a lower halves. The upper and lower
halves are coupled together by four clamps 12. Besides, to
provide additional means of fastening the shroud components,
four lugs 9 are fitted, serving to fasten the shroud components
with the aid of wire.
The upper halves of the shroud carry six bosses 5 provid-
ed with threaded holes for fastening the clamps of the vent
pipe that runs along the middle pipe of the afterburner.
Circular corrugations provided on all components of the
shroud tend to increase its rigidity. Besides, wire is rolled
in both ends of the front component of the shroud and in one
and of the middle and rear components.
Cooling of the middle pipe shell is effected through
flanged holes provided in the shroud.
Attachment of the middle pipe complete with the adjust-
able jet nozzle to the diffuser is accomplished by the use of
quick-change ring 1. The external surface of front flange 2
is given a spherical shape of a large diameter, which allows
displacement of the middle pipe axis relative to the engine
axis after installation of the quick-change ring. Quick-change
ring 1 of steel IX18H9T consists of two halves held together
by two bolts. The two flanges of the lower half mount fuel
trap 11 made of sheet steel IX18H9T. In its lower part the
fuel trap has welded pipe union 10 serving to discharge fuel
dripping through the hole in the lower part of the quick-change
pipe shell has 60 holes unn-
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ring de-ing unsuccessful starting or when removing corrosion_
preventive compound from the engine.
Rigidity of the fuel trap is increased by wire rolled in
its edges.
The adjustable jet nozzle (Figs 48 and 49) aids in operat-
ing the engine at normal, maximum and augmented ratings.
The adjustable jet nozzle consists of a rear pipe shell,
eight shutters, a taper ring, four actuating cylinders, pipes
of the hydraulic system controlling the shutters operation, an
actuating cylinder shroud, and an ejector.
Rear pipe shell 2 (See Fig.49) is a welded structure con-
sisting of three sections - front, middle and rear; each of
the sections is fabricated from sheet steel 3$602.
Welded to the front cylindrical section of the rear pipe
shell is flange 1 manufactured from steel IX18H9T and serving
to secure the adjustable jet nozzle to the afterburner middle
pipe. The flange has 60 holes uniformly spaced around the cir-
cumference; 52 of then, holes are threaded and the remaining
eight holes receive fitted bolts centering the adjustable jet
nozzle when coupling it to the afterburner middle pipe. The
flange edges are milled between the holes.
To render the front section of the rear pipe shell more
rigid, three bands of sheet steel 14435 are welded to its
surface.
Two.extreme bands 5 are provided with flanged holes for
ventilation of the spade between the rear pipe shell and the
shroud. Middle band 3 has two holes for venting the space bet-
ween the band and the shell. Welded to the lower part of the
rear pipe front section is strap 22 mounting a flange with a
pipe serving to drain fuel In case of unsucoessful starting
or when removing oorrosion_preTentive compound from the engine-
. The middle section of the rear pipe comprises a truncated
cone secured to the front and rear sections by means of conti-
nuous welding. The external surface of the middle section car-
riea four brackets 6 made of steel I118H9T and designed for
mounting the actuating cylinders. The brackets are secured by
point welding.
Welded to the rear cylindrica
is shatter flan 1 section of the rear pipe
ge 9, made of steel
~C
eight pairs of lugs to which eight shutters 18 are hinged.
For fastening the actuating cylinder casing relative to
the rear pipe shell, the shutter flange is fitted with four
bosses having holes to receive centering bolts 19, screwed
into actuating cylinder casing 21.
The shutter flange mounts the guides of the actuating
cylinder retainers.
Fastening of the afterburner on the aircraft is accomp-
lished by the use of two hangers bolted to the shutter flange.
The adjustable jet nozzle shutter (Fig.50) is of a box
shape which makes for increased rigidity of the shutter and
facilitates its cooling. The edges of the adjacent shutters
overlap one another and make a tapered outlet section with
the exit area approaching a circle at any position of the
shutters.
The adjustable nozzle shutter consists of outer wall 1,
inner wall 2, rib 3, reoess wall 5, angle 4, left-hand hinge 7,
and right-hand hinge 6. The surface of shutter outer wall 1
is given a spherical shape and is chrome-plated to reduce
wear.
Outer wall 1 and rib 3 are provided with flanged holes
for passage of shutter cooling air. The shutter components are
fastened together by means of point welding.
Shutter position determining the diameter of the jet
nozzle exit area depends on the position of the taper ring
against which the shutters are pressed by the flow of gases.
Taper ring 11 (See Fig.49) is manufactured from steel
IX18H9T and is hinged with the help of four bolts to the rods
of the actuating cylinders, for which purpose four pairs of lugs
i are provided on the taper ring.
{ To reduce friction between the shutters and the taper ring,
the latter is fitted with copper strips coated with a layer of
graphite.
The front section of the rear pipe shell is covered with
shroud 4 made of 0.3-mm thick sheet steel IX18H9T.
I Shroud 4 consists of two halves held together by two
clamps 23; each of the shroud halves is welded up of three 500-
ations are
tions. To ensure additional rigidity, circular corrug
provided on the shroud; besides, wire is rolleeis at the ends
of the shroud halves. A _port is provided at the bottom of the
18H9T. The flange mounts
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a erburner pan when mounting the engine on the receiving rubber packing cup of which aoooomodatw
aircraft. with eight diametrically arranged holes, two
The middle section of the ejector has flanged ports for retainers 16.
Passage of air pool Screwed into the packing bush is thrust nut 5 with bush 13.
ing the abutters and the actuating oylinden hydraulic
eiatnn -A. _ _. -- 'P__ ?aawa?e of
or raining condensate, and two lugs 20 serving to nal and internal surfaces o p provided
fasten the ft s The packing bceh is P
12 secured to the ejector by two bolts serves for
lower half, serving to mount the vent pipe. Cooling air is clamp
13.
passed through flanged holes provided in the shroud. fastening vent pipe
The rear section of the rear pipe shell is protected by Secured to the brackets of-the jet nozzle rear pipe are
actuating cylinder casing 21, fabricated from sheet steel four shutter actuating cylinders 8.
m859T. Each actuating cylinder (Fig.52) consists of cylinder 8,
7 and 9, sleeve 1, packing bush 6, adjusting
Actuating cylinder casing 21 is a welded structure con- two pistons thrust nut S with bush 13, shank 12, union nut 14,
sisting of upper and lower halves, held together by five bolts bush 15,
at each of the casing sides. The actuating cylinder casing and adjusting nut 11. Cylinder 8 is fabricated from steel
has stamped recesses serving to accommodate the actuating oy- 12X2H4A.
linders, hydraulic system pipes, and the bolts locating the The internal surface of the cylinder is case hardened to
casing relative to the rear pipe shell. minimize wear. The rear piston rod guide has four circular
For securing the ejector, the shields of the actuating grooves accommodating rubber cups 10 serving to seal the rod
cylinders, and the vent pipe, the actuating cylinder casing has of rear piston 9. The cylinder surface mounts six pipe unions
bosses with threaded holes, fastened by means of point-welding,- designed for supply and return of hydraulic fluid. The rear
Riveted to the upper half of the casing is a bracket mounting portion of the cylinder is threaded to receive a split nut
three adapters and a boss with a threaded hole receiving the used for adjustment of the jet nozzle diameter at the maximum
vent pipe clamp. rating, and a projection serving to hold the actuating cylinder
misalignment.
The actuating cylinder casing has 32 holes, 30 mm in din- Front against turning
isturningon or 7 and
rear piston 9 of the actuating cylinder
meter, with the edges flanged for rigidity. These holes serve made oipsteel 38M. The circular grooves of the pistons
for passage of cooling air, sucked by ejector 15, into the are
apace between the casing and the rear pipe shell. The air accommodate rubber packing cups. The piston rods are hollow;
tars. cools the rear pipe shell and the shut- the diameter of the front piston rod is equal to 12 mm; the dia-
drawn by the ejector
The ejector (Fig.51) is a welded structure made meter of the rear piston rod Is 17 mm.
up of The rod of the front piston mounts thrust washer 3, while
three sections. Each of the
from sheet steel I%1839T ejeotor sections is manufactured the rod of the rear piston is fitted with shank 12 which is
hinged to the taper ring of the adjustable jet nozzle shutters.
. herioal
The front section has 10 holes serving to secure the The hole provided in the shank accommodates a ap
ejector to the actuating cylinder casing. Fastened to the bush. The rod of the rear piston has two flats near the threads,
ejector are four shields 10 (See Fig.49) of the actuating used for application of a wrench, when adjusting the jet nozzle
cylinder rods. diameter at the augmented rating. The ezter-
Welded to the lower part of the ejector are pipe union 17 Packing bush 6 is fabricated from steel 40XI~A? serves
designed f d f aoking bush 6 have circular g
The required rigidity of the ejector is ensured by a fluid. There are two recesses at the end of the nuz, 6V~~
circular corrugation and band 14 provided on the middle and
rear sections respectively.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
the projections of adjusting bush 15. Adjusting bush 15, man%-
faotured from steel 18XHBA, is used for adjustment of the jet
nozzle diameter at the nominal rating. The adjusting bush has
two grooves receiving rubber packing cups. Machined at the
front end of the adjusting bush are longitudinal recesses, one
of which accommodates retaining screw 2, turned into the hole
of sleeve 1. Sleeve 1 of steel IY18H9T has a collar and two
ports on the side surface. Union nut 14 rests against the col-
lar thereby pressing the sleeve to the cylinder. The adjusting
bush is accessible through the port. Fitted between the end faces
of the packing bush and the sleeve collar is rubber packing gas-
ket 4. Inserted into the sleeve hole is a spherical bush, serer
ing to hinge the actuating cylinder to the 'bracket provided on
the shell of the jet nozzle rear pipe. All the four actuating
cylinders are connected by means of pipes serving for delivery
and return of hydraulic fluid. The actuating cylinders operate
synchronously.
Connection of the actuating cylinders by the hydraulic
system pipes is diagrammed in Fig.53.
To avoid a sudden rise of gas pressure aft of the turbine
with resultant engine surge, closing of the shutters when pas-
sing from the augmented to the nominal rating is accomplished
slowly. The shutters are opened quickly, when passing from the
maximum to the augmented rating. For this purpose the hydraulic
system is equipped with return valve 3.
The return valve (Fig.54) consists of body 3, a throttl-
ing Unit, valve 4 with seat, calve spring 2, and plug 9. The
recess of body 3 accommodates seat 10, which is press-fitted
with a negative allowance of 0.01-0.05 mm;pressed to the seat
by spring 2 is valve 4 hinged to seat 11 with the help of a
dowel.
Seat 11 is provided with a drilled passage for hydraulic
fluid; the passage communicates with two diametrically opposed
holes.
One end of spring 2 works against seat 11, the other -
against thrust ring 1, which is retained in the return valve
body by looking ring 12.
The return valve throttling unit consists of case 5 and
a set of washers 6 (with eccentrically arranged holes) between
which distance washers 7 with central holes are installed.
Hydraulic fluid flows through two holes in the throttling
it oase.
The throttling unit screwed into the return valve body bore
is retained by plug 9, which is pressed to the return valve
body by union nut 8.
ilter 9 and jet 10 (See Fig-55) are installed at the
F
junction between the return valve and the actuating cylinder.
Jet 10 is so selected as to ensure opening of the shutters
within 1.2 to 2.5 sec., when passing from the maximum to aug-
mented rating (See Table 1).
Selection of Jets
1.25
5
1.00
B
0.8
r
0.6
A
0.7
B
0.5
When changing from the augmented rating to the maximum
rating, hydraulic fluid is fed to the actuating cylinders
1through throttling unite 11. In order that shutter closingrom
'should be accomplished within 5 to 7 sec., when changing
;the augmented to maximum rating, proper throttling units
should be selected (See Table 2).
T a b l e 2
Selection of Throttling Units
Throttling
unit No.
Capacity
ou.om ;min.
700
1000
1200
1600
1400
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. Time period within which the shutters shift from the nor.
mal rating to the maximum rating position (2.5 to 5 sec.) is
ensured by selection of proper jets 13 installed into the mid.
dle pipe unions of the actuating cylinders (See Table 3).
T a b l e
Selection of Jets
2.0
1.75
1.5
1.25
1.0
0.8
0.6
0.7
0.5
To achieve a more effective cooling the actuating cylin-
ders are covered by shields 7 (See Fig.49). The shields are
made of aluminium alloy AMUAM. Rivited to each of the shields
are four steel angles with holes, serving to fasten the shield
to the actuating cylinder housing.
To facilitate engine starting and to improve engine ope-
rating conditions at low speed, the adjustable jet nozzle
shutters remain in the maximum open position (in the augmented
rating position) up to the speed of 4500 - 6500 r.p.m.; in
this case hydraulic fluid pressure is trapped in cavity A (See
Fig-55), while pistons 2 and 4 are shifted to the extreme
right-hand positions.
With the engine control lever moved forward, at an engine
speed of 4500 to 6500 r.p.m., control panel IIY-3 switches
over the supply of the rA-21 unit solenoids, thereby shifting
the slide valves of the rA-21 units and reversing hydraulic
fluid flow to the pipe unions of the actuating cylinders.
Hydraulic fluid from pipe union ii of rA-21 unit No.2
is delivered through throttling unit 11 into cavity B , under
rear piston 4 of the actuating cylinder.
Simultaneously, hydraulic fluid from interpiston cavity B
of the actuating cylinder is returned through hollow frost pis-
Declassified in Part - Sanitized Copy Approved for R
ton 2 into pipe union I of rA-21 unit No.2.
Hydraulic fluid pressure causes the front piston to
shift until nut I on the piston shank
li-
the rear pistontisu14
of thrust nut 15, whereas
mited by front piston 2.
t reaz is-
o p
t
ton
the
en.
Adjustable jet nozzle taper ring 7 fas
shanks 6 moves axially causing shutters 8 to close until
jet nozzle exit diameter corresponds to the normal rating.
Further shifting of the engine control lever (to the ma-
ximum rating position) causes control panel I1Y-3 to switch
over the electric circuit of rA-21 unit No.1; as a result,
the slide valve of rA-21 unit No.1 will be shifted to a po-
sition, at which hydraulic fluid from cavity A of the actuat-
ing cylinder will be directed to the return line.
l it Domes
Rear piston 4 with shank 6 moves further unti
up against adjusting nut 5, thereby changing the position of
ition
s
the taper ring. As a result, shutters 8 close to a pa
corresponding to the maximum rating.
rner"
b
"
'
u
.fter
?
With the engine control lever shifted to the
( 'tOPCAI ) position, control panel flY-3 will switch over the
electric circuit of the rA-2I units, which will change the
positions of the slide valves correspondingly.
Cavity B located under rear piston 4 will be connected
to the return line via pipe union II of 1A 2I unit No.2,
whereas pipe union 1 of the same unit will deliver hydraulic
fluid into interpiston cavity B; the resultant hydraulic pros-
sure will force rear piston 4 to the extre:-e rear position,
thereby shifting taper ring 7 and releasing shutters 8. The
shutters will be opened by the outgoing gases, thus ensuring
an exit diameter corresponding to the augmented rating.
-
t
?
er
If shifting of the engine control lever to the Af
burner" ($OPCAX ) position does not cause hydraulic pressure
d ulio system controlling
a
to be supplied to the by r
jet nozzle shutters, no fuel will be delivered byftheterlooAiaa
pump to the afterburner fuel nozzles. This type Yr ante.
is accomplished by the use of hydraulic switch t
When the engine control lever is coved towards the ow
throttle position, the adjustable jet nozzle shutters 0111
change their position in the reverse sequence.
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
The afterburner is secured to the second stage nozzle
assembly shell with the aid of a quick-change ring (See Fig.4),
The quick-change ring consists of two halves, held together
by four bolts. Each half is manufactured from steel IX].8H9T.
The lower half of the quick-change ring mounts the fuel sump
made of sheet steel IX18i19T. The sump accumulates the fuel
drained through the holes in the lower half of the quick-change
ring during unsuccessful starting or when removing corrosion-
preventive compound from the engine. This fuel is discharged
to the atmosphere via the pipe connected to the pipe union
provided on the fuel sump.
The quick-change ring is held against rotation by a re-
tainer engaging the- cutouts provided on the flanges of the
.diffuser and the second stage nozzle assembly shell.
CHARACTERISTIC FEATURES OF AFTERBURNER
WITH PRECOMBUSTION IGNITION
PA-9B engines of the fifth series are provided with
precombustion (carburettor) ignition of the afterburner,
which ensures reliable change-over to the augmented rating
at altitudes of up to 15,000 m.
The diffuser of an afterburner with precombustion type
ignition (Fig-56) incorporates the following additional parts
and assemblies: flame igniter 5, spark plug 4, distance pie-
ce 6, fuel-air mixture delivery pipe 2, adapter 3, and bus-
bar 1. Flame igniter (Fig.57) is welded of sheet alloy 3H602;
it consists of outer cone 2, inner cone 1, cup 3, nozzle 4,
cone 6, and end plate 5.
The-flame igniter is secured along with distance piece 6
by bolts 9 (See Fig.56) to the inner wall of the diffuser,
its axis registering with that of the afterburner. Flame
arrester 8 is fastened to distance piece 6 by bolts 7. The
flame igniter pipe union mounts fuel-air mixture delivery
pipe 2, while the flame igniter flange carries spark plug
CA-I08A secured by two bolts.
Voltage to the flame igniter
booster coil spark plug is supplied by
lUP,d-IA via adapter II-11 secured to the outer
wall of the diffuser and arranged inside the diffuser fair-
lug, ani further through busbar 1. Afterburner ignition is
accomplished by means of a torch, formed in the flame igniter
as a result of burning of the fuel-air mixture delivered into
the flame igniter from the carburettor.
Carburettor 3 (Fig.58) is a tee-piece arranged at the
joint between the middle and rear compressor housings; air is
delivered to the carburettor from the 9th stage of the comp-
ressor.
Fuel supplied from the main fuel manifold via magnetic
valve 1 and metered by throttling unit 2 is injected into the
air stream by nozzle 4. The resultant fuel-air mixture is fed
by the oarburettor into the flame igniter, where it is ignit-
ed by spark plug CA-IO8A ; the flame torch thus formed is
ejected through the central hole into the zone of afterburne7
rear manifold fuel nozzles. The carburettor uses fuel from
the pipe connected with the main fuel manifold, for which pur-
pose the pipe carries a pipe union. Further, fuel is fed to
magnetic valve 1 (See Fig.58) through the tank, which is se-
cured to the compressor air blow-off band control mechanism
(Fig.59). The magnetic valve is similar in construction to the
magnetic valve employed in the engine starting fuel system.
The precombustion type of ignition called for an altera-
tion of engine electric circuit: control panel IT!-3 has been
fitted with an additional wire, connected to pins 1 and 2 of
the respective plug connector. The wire is connected in such
a way that when control panel cam operates, current is
fed both to spark plug CA-108A6 and to the solenoid of the
magnetic valve. Consequently, fuel-air mixture is delivered in-
to the flame igniter simultaneously with supply of voltage to
the spark plug.
To prevent the engine from spinning at high altitudes the
HP-10A fuel pump is fitted with a minimum pressure valve. As
the minimum output of the pump is controlled by the minimum
pressure valve, the stop limiting minima angle of inclination
of the wobble plate has been eliminated. Besides, to improve
engine acceleration ability, the engine speed at which the
HP-10A pump starts to regulate adtomatioally fuel feed has
been changed from 8200?100 r.p.m? to 9000?200 r.p.m., while the
speed at which the hydraolio decelerator limit switch operates
has been changed from 10,400?200 r?p?m. to 10,900?100 r.p.m.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
Control panels IIY-3 and the HP-10A pumps with the above
modifications, installed on the PI-9F) engines of the fifth
series are marked IIY-3B and HP-10A, series " 11"1 respective
C h a p t e r V
ACCESSORY DRIVES
ENGINE MECHANICAL DIAGRAM
(Fig.60)
The engine and aircraft accessory drives comprise the fol-
lowing individual units: 1) the nose portion of the inlet hous-
ing; 2) the accessory drive gear box; 3) the two-speed drive
with the starter-generator.
Arrangement of all the driven accessories, direction of ro-
tation and the respective gear ratios are given in Table 4.
T a b l e 4
Name of unit
Designa-
tion
Gear
ratio
Direction
of rota-
tion
Starter-genera-
TCP-CT-
1.25;
tor
6000A
2.778
Regulating pump
HP-l0A
3.125
Right-
head
Regulating pumpl
HP-11A
Bight-
hand
Hydraulic pump unit 623 4.5
or unit
435BU
Right-
hand
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Place of
installation
Aocessory drive
gear box
Accessory drive
gear box
Accessory drive
gear box
Accessory drive
gear box
Accessory drive
gear box
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74
Tachometer ge-
nerator
Centrifugal
valve
Centrifugal
breather
Scavenge oil
pump
left-hand
Right-
hand
Right-
hand
Accessory dri-
ve gear box
Accessory dri-
ve gear box
Compressor in-
let housing
nose portion
Compressor in-
let housing
nose portion
Notes: 1. Direction of rotation is given when looking
from the drive end.
2. The gear ratio expresses the relation of engi-
ne speed to unit speed.
n engine
nunit ?
When the engine is being started, torque from the starter
is transmitted through the friction clutch to the spur gear
(Z=22) which is in constant mesh with the ratchet gear (Z=41)
of the centrifugal dog clutch. Rotary motion from the ratchet
gear is transmitted through three dogs to the clutch body
made integral with a gear (Z=22). The gear imparts motion to
a driven gear (Z=41), which has inner involute splines reoeiv-
ing the central shaft of the accessory drive gear box, the
other end of the central shaft fitting into a bevel gear (Z=20)?
Besides the internal splines receiving the shaft, the bevel
gear (Z=20) has two more bands of splines, inside and outside.
The internal splines receive the drivin
hydraulic pump drive. The gear g gear (Z=15) of the
hydra d gar (Z=54) has two ball supports
ge in a special adapter, and splines serving for connec-
tion to the hydraulic pump shank.
gear (Z.20) are The external splines of the
designed to mount the central gear (Z=16 which
imparts rotary motion to the left-hand and right- )
trains of the accessory vpn. w.._ hand gear
--75--
rert_hand sear train. The central cylindrical.-gear
(Zs16) through an intermediate gear (Z=27) rotates the gear
(Z=40) of the gP-11A fuel pump drive. The gear (Z=40) is mount-
ed on the splines of the driving gear (Z=25) of the oil unit
drive. The gear (Z=25) actuates the gear (Z=32) of the oil
unit, and the tachometer generator drive. The tachometer ge-
nerator is installed on the flange, provided on the oil unit
housing, and is rotated by the shaft fitting into the square
hole provided in the driving shaft of the oil pump.
Right-hand gear train. Rotary motion is transmitted from
the central gear (Z=16) through an intermediate gear 0=27)
to the gear (Z=40) of the HP-10A fuel pump drive (the fuel
pump shank fits into the internal splines of the gear). The
gear (Z=40) of the RP 10A fuel pump drive through an interme-
diate gear (Z=22) rotates the gear (Z=16) of the 1111-9 boos-
ter pump, which is mounted on two ball supports. On one side
the gear of the booster pump drive is spliced internally to
receive the booster pump shank, while on the other side it
is provided with a tooth rim (Z=17) which drives the centri-
fugal valve.
Compressor and turbine drive. The bevel gear (Z=20) im-
parts rotary motion to the driven bevel gear (Z=20) having in-
ternal involute splines designed to receive the vertical shaft
of the compressor inlet housing nose portion drive. The other
end of the vertical shaft fits into the internal splines of
the gear (Z=20) which is enclosed in the compressor inlet
housing nose portion. The gear (Z=20) transmits rotation to
another gear (Z=16) which is located by a dowel on the driving
shaft of the compressor inlet housing nose portion. The nose
portion shaft is made integral with the bevel gear (Z=18),
which drives the three-stage oil scavenge pump through another
bevel gear (Z=46).
The involute splines of the drive shaft shank mount the
drive gear (Z=50) of the centrifugal breather drive and the
coupling. The drive gear (Z=5O) transmits rotary motion to
the centrifugal breather through another gear (Z=38).
The coupling transmits rotation to the engine compressor
and turbine with the help of external splines, through the
front trunnion of the compressor rotor.
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When the engine accelerates to 2550 - 2900 r.p.m., the
dogs of the ratchet clutch come out of engagement. From this
moment on, the engine rotor, accessory drive gear box and the
two-speed drive are rotated by the turbine. This throws in
the roller clutch and the torque is transmitted directly to
the starter, with a gear ratio I - 1.25. The starter begins
to operate as a generator.
COMPRESSOR INLET HOUSING NOSE PORTION
The inlet housing nose portion (Figs 61 and 62) comp-
rises the central drive, actuating the accessory drive gear
box, the centrifugal breather, and the scavenge oil pump.
Nose portion housing 1 (See Fig.61) is manufactured from mag-
nesium alloy and is secured to the compressor inlet housing
with the aid of-12 studs.
Adapter sleeves 22 are turned into the housing holes
through which oil is fed to the oil scavenge pump.
Pitted into the nose portion housing is breather pipe 29,
connecting the centrifugal breather to the nose portion upper
flange. Fastened to the flange with the aid of two studs is
an external breather pipe, bleeding air to the atmosphere. The
inner bore of the nose portion housing accommodates press-fit-
ted and dowel-located bearing bush 9 which receives drive 6
of accessory gear box. Accessory gear box drive 6 consists of
bevel gear 5, rotating in two ball bearings 4 and 11 between
which distance bush 8 and locking ring 10 are installed.
Bevel gear 5 is provided with internal splines serving
to transmit the torque to the vertical shaft of the accessory
gear box. Fitted into the circular groove is locking ring 7
preventing the shaft from coming out. Axial loads are taken
by radial-thrust ball bearings 4, 11, and 24.
The ball bearings of the accessory gear box drive are
lubricated by the oil dripping from the accessory gear box.
The accessory gear box drive is held in the nose portion hous-
ing by locking ring 2.
Two other cavities accommodate oil pump 30, scavenging
oil from the centre and rear bearings, as well as from the oomP'
ressor.inlet housing sump, and centrifugal breather 31. Drive
shaft 26, made integral with spur gear 21 and transmitting
torque to the oil scavenge pump, rides in roller bearing 19
and in ball bearing 24. The drive shaft shank acts as the in-
ner ring of the roller bearing. The cuter ring of roller bear-
ing 19 is fitted into bearing bush 18 and is. held in position
by locking ring 20. Besides, the drive shaft mounts press-
fitted and dowel-located bevel gear 28, transmitting rotary
motiou to bevel gear 5 of the accessory gear box drive.
Ball bearing 24, mounted on the drive shaft, is retained
by locking ring 23. Adjustment of bevel gear clearance is
accomplished by the use of adjusting rings 3 and 27. The
drive shaft splines mount centrifugal breather drive spur
gear 17 and coupling 13 transmitting motion from the compres-
sor to the drive shaft. Spur gear 17 is held against axial
displacement on the drive shaft by ring 16; the coupling is
held in place by nut 14 and lock 15.
The outer flange of the inlet housing nose portion is
fitted with cover 25 made of magnesium alloy MJ3. Turned
into the central part of the cover is an adapter sleeve serv-
ing to receive the bolt securing the nose bullet fairing.
The nose portion housing mounts oil nozzle 12 held in place
by two studs and serving to feed oil to the front bearing of
the compressor rotor.
ACCESSORY GEAR BOX
The accessory gear box (Fig.63) is located on the up-
per part of the compressor inlet housing and is designed to
accommodate and to drive the engine and aircraft acWci5 sories.
The accessory gear box is cast of magnesium alloy
secured to the compressor inlet housing by four short and
two long studs.
The accessory gear box (Fig.64) is provided with eight
ports, accommodating the drives of the following gears and
units: the driving bevel gear, the driven bevel gear, the
two fuel PumPss booster pump U-9 , the oil unit, hydraulic
ear box
pump 623 and the centrifugal valve. The accessory 8
has a systep of ducts providing for lubrication of the bear-
ings and drive gears.
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The drive of the driving bevel gear comprises gear 3
(See Fig.63) rotating in roller bearing 5 and in ball bear-
ing 21. The outer ring of the ball bearing is mounted in
sleeve 20, which is press-fitted and dowel-located in the ao-
oessory gear box. The outer ring of the roller bearing I.
mounted in bracket 4, secured inside the accessory gear box by
two studs.
The shank of driving bevel gear 3 acts as an inner ring
of the roller bearing. Driving bevel gear 3 has internal
splines serving for connection to the vertical shaft of the
inlet housing nose portion; the shaft is held in position by
locking ring 22. The drive of the driving bevel gear is retain-
ed in the accessory gear box by locking ring 23. Driving bevel
gear 3 imparts rotary motion to driven gear 7, whose rim is )
provided with involute splines for connection to accessory
gear box central shaft 2. Driven bevel gear 7 is made integral
with the shank having external and internal splines. The gear
rotates in two ball bearings 30.
The external splines of driven gear 7 mount central spur
gear 9 arranged between the ball bearings. The internal splin-
es of driven gear 7 receive the shank of hydraulic pump drive
spur gear 11; ball bearings 30 and central gear 9 are secured
on the driven bevel gear with the aid of spur gear 11 and
nut 6 with look 41.
The ball bearings of the driven bevel gear are mounted
in sleeves 8 and 10
, which are press-fitted and dowel-located
In the accessory gear box. Bearing sleeve 8 has a hole which
communicates with the oil duct of the accessory gear box hous-
ing, thus providing for bearing lubrication.
Driven spur gear 12 of the hydraulic pump drive is in-
ternally meshed with spur gear 11 and Is driven by the latter.
Driven gear 12 of hydraulic pump 435BM drive imparts ro-
tation to bevel gear 16 through the external splines. Bevel
gear 16 rides in two ball bearings 13, whose outer rings are
mounted in hydraulic pump drive adapter 15. One of the bear-
ings is held inside the adapter by locking ring 14, the other
ball bearing together with bevel gear 16 being secured with
the aid of a nut and lock. Bevel gear 16 meshes with bevel
gear 17 which also r
t
o
ates in two ball bearings 18 retained
in the adapter by locking !,1g 19.
The hydraulic pump adapter is manufactured from alumini-
um alloy AJI5 and is secured to the accessory gear box by
seven studs. To accomplish lubrication of the drive bearings,
the hydraulic pump adapter is provided with oil ducts, com-
municating with the duct of the accessory gear box.
Rotary motion is transmitted to hydraulic pump 435BU
through the internal splines of the bevel gear (17) shank.
Hydraulic pump 435BM is held to the accessory gear box
by a quick-change ring.
The drive of hydraulic pump 623 which was installed in
earlier production engines (Fig.65) differed from the inclin-
ed drive by the absence of two bevel gears and two ball bear-
ings. Hydraulic pump 623 was secured by four studs.
Central spur gear 9 (See Fig.63) drives two interme-
diate gears 31 and 42. Each of the intermediate gears is
mounted on two ball bearings, between which a locking ring
is fitted. The inner rings of the ball bearings are fitted
onto fixed hollow pins 40 and 43, held to the accessory gear
box by studs. The pins accommodate plugs 29 and 33. Meshed
with intermediate gear 42 is spur gear 25 of the HP-10A fuel
pump drive.
The drive of the HP-10A fuel pump consists of fuel pump
drive shaft 44, two ball bearings 28, and spur gear 25.
Shaft 44 is splined externally and internally; the external
splines of the shaft mount spur gear 25 of the HP-10A pomp
drive, whereas the internal splines receive the shank of the
HP-10A fuel pump. Fuel pump drive shaft 44 rotates in two
ball bearings 28; the outer ring of one bearing is mounted
in bearing bush 45, while the outer ring of the other bear-
ing is fitted into flange 26.
Bush 45 has a hole which serves for lubrication and
communicates with the oil duct of the accessory gear box.
The drive of booster pump ItH-9 is rotated by fuel
pump drive gear 25 through intermediate gear 46.
Intermediate gear 46 is similar in construction to in-
termediate gears 31 and 42.
ed inside
n
g
The drive of booster pump un-9 is arra
held to the accessory gear box by DO
ada
t
h i
i
p
s
er 47, wh
c
Yen studs. Booster pump drive gear 49 has two tooth rips
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-- so --
and rides in two ball bearings 50, between which two distance
sleeves 48 and 52 are fitted.
The outer rings of ball bearings 50 are installed into
adapter 47 'and are held in place by locking ring 51. The in-
ternal splines of drive gear 49 receive the shank of booster
pump 111-9 , which is secured to the accessory gear box by
seven studs.
Adapter 47 is provided with a system of ducts designed
for lubrication of the drives of booster pump 11H-9 .
The smaller tooth rim of pump drive gear 49 meshes with
centrifugal valve 24, held to the accessory gear box by a
quick-change ring.
Intermediate gear 31 is engaged with HP-11A fuel pump
drive gear 34. The drive of the HP-11A fuel pump acts as a
drive of the oil unit; it consists of oil pump drive gear 37,
riding in two ball bearings 35, and HP-11A fuel pump drive
spur gear 34. The outer ring of one of the drive bearings is
mounted into bearing bush 36, press-fitted and dowel-located
in the accessory gear box housing. Bearing lubrication is ac-
complished through a hole in bush 36, communicating with the
oil duct of the accessory gear box.
The outer ring of the other bearing fits into flange 53,
which is secured to the accessory gear box housing by six bolts.
Distance sleeve 54 is installed between the ball bearing and
the spur gear.
The HP-10A and HP-11A fuel pumps, as well as the centri-
fugal valve are fastened to the accessory gearbox by means
of quick-change rings, comprised of two steel half-rings
clamped by two bolts.
To prevent entry of oil from the accessory gear box into
the HP-10A and HP-l1A pumps, flanges 26 and 53 are provided
with gland paokings 27, held in place by locking rings.
TWO-SPEED DRIVE
The two-speed drive (Fig.66) is designed for transmission
of torque from the starter to the engine at starting, and for
transmission of rotary motion from the engine to the generator
after the engine has been started. Apart from this, the two-
speed drive prevents
%80 rotation of the idle engine, when
81
the other engine is being started (in case two engines are
installed in one compartment).
The two-speed drive consists of housing 12 and cover 7,
fabricated from aluminium alloy A715 ; the housing and the
cover accommodate two free wheeling clutches and a friction
clutch. Housing 12 and cover 7 are coupled by five short and
one long studs and are aligned by two centering dowels. Press-
fitted and dowel-located in the cover boring on the starter-
generator side is bush 4, accommodating two ball bearings 5
and rubber gland 2. The rubber gland is held in position by
locking ring 3.
Clutch guide 1 mounted on two ball bearings 5 is engaged
with the starter-generator shank through internal splines.
At the other side of the clutch guide there is press--fitted
and dowel-located bearing bush 29, which accommodates roller
bearing 28 without the inner ring. The external splines of
clutch guide 1 impart rotation to the steel discs of the
friction clutch, whose bronze discs mesh with the internal
splines of friction clutch housing 6.
Drive gear 14 is connected to friction clutch housing 6
and to roller clutch holder 19 by means of dowels. It rotates
in two ball bearings 13 mounted on the shaft of driven gear 15.
Rotation of drive gear 14 is transmitted to ratchet 23. Rat-
chet 23 rides in two ball bearings 22 and 26, whose outer
rings are installed into the bearing sleeves, press-fitted
into the housing and the cover of the two-speed drive.
Ball bearing 22 is retained in the bearing sleeve by
locking ring 21. The shaft of ratchet 23 mounts the guide,
consisting of housing 25 with dogs and gear 20. The housing
and the gear are connected by dowels. The guide runs in two
roller bearings 24, whose outer rings are secured in the guide
with the aid of locking ring 27. The shaft of the ratchet ser-
ves as inner rings of the roller bearings. Guide gear 20
transmits rotation to driven gear 15. With the starter-
gene-rator-operating as starter, driven gear 15 imparts motion to
the central shaft of the accessory gear box through the inter-
nal splines.
d the starter
uar
The friction clutch is designed to safeg
o spin the
d t
against overloads, in case the torque require
engine is increased over the specified value; the friction
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t I
clutch also serves to protect the two-speed drive against break.
down in the event the generator is wedged. The clutch consist,
of housing 6, clutch guide 1, six driven bronze discs 9 and
five drive steel discs 8, spring case 11, and spiral springs 10.
The bronze discs have 15 2.5-mm diameter holes (in five bands)
providing for clutch lubrication. The discs of the friction
clutch are packed with graphite lubricant (TY027I-44 ).
The centrifugal clutch (ratchet, free wheeling) is mount-
ed on the shaft of ratchet 23. The clutch consists of hous-
ing 25, with dogs fitted on pins 18 and expanded in the hous-
ing. The dogs are acted upon by the springs, which engage the
former with the ratchet at starting. Under the influence of
the centrifugal force the dogs overcome the force of the
springs, come up against their stops and disengage from the
ratchet.
The roller clutch (Fig.67) is mounted on the splines of
the drive gear and comprises cam 3, bronze separator 4, eight
rollers 1, and spring 2. Cam 3 is made of steel. The external
surface of the cam has eight operating flats arranged at an
angle of 8e+151 to the cam edges. For connection to the driv-
en gear the cam is internally splined. Bearing upon the cam
flats are rollers 1, accommodated in the seats of separator 4
and retained by washer 5 which is secured to the separator
by rivets 6. Under the force of spring 2, whose one end is
secured to the cam and the other to the separator, the sepa-
rator with the rollers all the time tends to wedge.
When the starter-generator operates as a starter, the
torque is transmitted from the starter to the engine. In
this case the ratchet clutch is engaged (the dogs. are forced
by the springs into the respective recesses of the ratchet)
whereas the roller clutch is disengaged as the roller clutch
holder rotates at a greater speed than the guide with the
rollers, making engagement of the clutch impossible. After
the engine has been started, the starter-generator begins
to operate as a generator, and from this moment on the tor-
que is transmitted in the reverse direction, that is from
the engine to the generator.
come out of a This makes the ratchet clutch
ngagement, as the centrifugal f
dogs o -
0 4 mesh with the ratchet. orces throw the
At the same time the rol-
ler clutch gets wedged, as the guide with the rollers acquir-
es greater speed than the roller clutch holder to which break-
ing effort is applied from the starter-generator rotor. Thus,
inside the two-speed drive the torque is transmitted directly,
past the ratchet. The two-speed drive is secured to the acces-
sory gear box.
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C h a p t er VI
ENGINE LUBRICATION SYSTM
The PA-9S engine employs a close-circuit self-sustained
oil system, providing for a possibility of inverted flight of
the aircraft and designed for lubrication and cooling of the
turbine :ind compressor rotor bearings, as well as of the rotat?
iuf; componec:ts of the inlet housing nose portion, accessory
ge;.r box, and two-speed drive.
Besides, oil from the oil system is used by the centri-
fugal governor, controlling compressor air blow-off band opera-
tion.
The engine oil system (Fig-68) incorporates oil tank 2,
fuel-oil cooler 1, oil unit pressure pump 6, oil scavenge
pumps 18, 21, and 22, centrifugal breather 19, oil nozzles 13,
15, and 17 with filters 14, and the respective pipe lines.
The oil tank, fuel-oil cooler, and fuel filter comprise
a single unit known as fuel and oil unit 317A.
FUEL AND OIL UNIT 317A
The fuel and oil unit (Fig.69) consists of an oil tank
with a filter, fuel-oil cooler, fuel filter, and return valve
constituting a single unit.
Oil Tank
The oil tank 1s fitted with a filter incorporating a de-
aerator.
tank
Pipe union I serving to dr.io the with t-s
unit counted on the left-hand engine. Fitte! cc tie left"''?!
Specifications
Oil tank capacity . . . . . . . . not less than 12 lit.
operating pressure . . . . . . . .0.2 - 0.8 kg/sq.cm.
. . . 1 kg/sq.om.
Test pressure
Hydraulic pressure test . . . . . 1.2 kg/sq.em.
Oil Tank construction
The oil tank (Fig.70) is welded from 2-mm thick sheet me-
tal AijO . Welded to the upper part of the oil tank is fil-
ler 10. The filler accommodates steel threaded ring 4, held in
place by two screws 3. Oil filter 11 is inserted into the fil-
ler. The upper part of the oil filter is secured by nut 6,
whereas the lower part rests against the taper portion of pipe
union 14, serving to feed oil into the oil tank.
The filler is fitted with cap 9, which is locked by cross-
member 8 and screw 7.
pick-
orrubber
The circular groove of the cover accommodates
inner
ing gasket 5. Oil depth gauge 12 fixed by a serv-
ing of the cover is a triangular rod with graduated faces, to measure the amount of oil in the tank, depending on the
installation of the tank on the engine.
With the fuel-oil unit mounted on the left-hand engine,
oil is measured by using the scale marked " 1 ? eieft"eaewhe
the unit is installed on the right-band engine, used when
are taken by scale ? II " ("right"); scale ? r " is measuring oil in a horizontally installed unit.
Fastened to mil tank partition 16 by two straps 17 is a
rotary oil intake with a breather device, providing for Conti-
nuous oil feed into the engine at any of the flight attitudes.
Where the oil intake with the breather device rotates a port is
provided in partition 16. s
The oil intake with the breather device is ceaneoted by aeon
of pipe 19 to pipe union 18 serving to deliver oil fro* ts'
tank to the engine. oil trove the ts~Y
Pipe union 1) is designed for d7ain106 i esdi:w,
when the fuel and oil unit is installed on the r. . ys
41a0t xr ! oil
I _.
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- 86 - 1 - 87
aide of the oil tank are steel clamps serving to fasten the
fuel-oil cooler. Asbestos gaskets are placed between the clamps
and the cooler housing.
The rotary oil intake with breather (Fig-71) consists of
breather pipe union 10, welded to the front wall of the tank
and connected inside the tank via breather pipe 9 with hollow
axle 3. The hollow axle is divided into two parts by.a parti-
tion. The left-hand part of the axle acts as a duct communi-
cating with breather pipe 1, while the right-hand part serves
for connection with oil intake 4.
With the aircraft in flight, oil intake 4 is immersed in-
to the oil, whereas breather pipe 1 is always located in the
air space of the oil tank.
To keep the oil intake immersed into the oil, the intake
pipe is fitted with pocket 7 filled with 80+10 gr of lead (8).
011 is delivered from the tank via oil intake, 4, hollow axle 3,
pipe 5 and oil outlet pipe union 6.
011 is vented to the atmosphere through breather pipe 1,
hollow axle 3, and pipe ), connected to breather pipe union 10.
Oil intake 4 is rigidly connected to breather pipe 1 by
means of two-chamber bush 2 rotating around axle 3.
The oil filter (Fig-72) comprises Cylindrical frame 2,
made of 1-mm thick sheet steel. The frame has ports for oil and
air outlet. On the outside, the frame is fitted with brass
gauze 5 (gauze No.28). Arranged inside the frame are two steel
pipes 3 terciniting in nozzles 10 in their upper parts. The
lower ends of the pipes axe soldered to bottom 8 and areintercon-
nected by two plates 4. The lower part of the frame mounts
bow' 9. The bowl carries rubber tip 1, which fits against the
taper surface of the inlet pipe union when the filter is being
mounted into the oil tank.
. For ease of installation and removal of the filter, two
steel lugs 7 are soldered to the inner wall of the frame.
011 Is directed into the oil filter through a hole in
bowl 9, along pipes 3 and further through nozzles 10. The
nozzles throw oil against the frame walls, and the air separat-
ed by the impact is expelled into the all tank through the
upper ports of the filter frame.
Fuel-Oil Cooler
The fuel-oil cooler is designed for cooling the oil,
circulating in the engine oil system. The oil is cooled by
the fuel passing through the cooler pipes.
Specifications
Cooler front area . . . . . . . . . . . 1.26 sq.dm.
Cooling surface . . . . . . . . . . . . 1.53 sq?m?
Number of pipes . . . . . . . . . . ? . not over 480
Oil space capacity . . . ? ? . ? . .1.5 lit.
Fuel space capacity (fuel
filter included) . . . . . . 3.94 lit.
Permissible operating pressure . . . .3/4 kg/sq.cm.
Air pressure test . . 4/5 kg/sq.om.
Hydraulic pressure test . . . . . . . . 6/8 kg/sq.cm?
Destructive pressure . . . .. . . . . . 12/16 kg/sq.cm.
Dry weight . . . . . . . . . . . . . . .13 - 15 kg
Fuel-oil Cooler Construction
The cooler (Fig.73) consists of a housing, left-hand cov-
er, and cooling element. The fuel filter housing serves as a
right-hand cover of the cooler. The cooling element comprises
a set of pipes 1, with outer diameter 4 mm and wall thickness
0.2 mm. The pipes are manufactured from alloy J1T96 ? The ends
Of the pipes are hexahedral in shape. The pipes are so arrang-
ed inside the cooler housing, that their hexagons fit snugly
against each other, while their cylindrical portions form
clearances for passage of oil. The hexahedral ends of the pipes
are soldered to each other and to the cooler housing by sold-
er 110050 . Hot oil flows between the cylindrical portions of
the pipes, while fuel circulates along the pipes.
The Cooler housing consists of shell 11, .,do of 1.5-cm
thick sheet brass .96211 , and two steel flanges. The shell is
provided with four ports, of which three are designed for oil
inlet to and one for oil outlet from the Cooler. The shell
ports communicate with manifolds 6 and 6 welded to the shell.
'he rigat-hand manifold delivers oil to tat cooler. The left-
"ad manifold receives the outgoing oil; the manifolds are Con-
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neoted by'pipe 7, which incorporates a ball valve consisting
of a casing with valve seat 14, valve 16, spring 15, and ad-
justing screw 13. The valve is screwed into pipe 7 and is
locked therein by locking ring 17.
If resistance to oil flow at its inlet to the cooler in-
creases in excess of the specified value (due to cooler clog-
ging), the valve opens and by-passes oil from the inlet cavi-
ty to the outlet.
The right-hand manifold is fitted with pipe union 10 af-
fording oil inlet into the cooler. The pipe union is brazed
with brass. Welded to the left-hand manifold is oil outlet
pipe connection 4. Pipe connection 4 communicates with the
pipe union serving for oil inlet into the oil tank. Pipe uni-
on 12 brazed to the left-hand manifold with brass serves for
draining oil from the cooler. Pipe union 12 mounts the pipe
union-valve (Fig-74) consisting of pipe union i, nipple 4,
valve rod 3, and spring 2. The valve rod is covered by tnread-
ed cap 5. When the valve rod is depressed, oil drains from
the cooler.
For better heat dissipation, four partitions 2 (See Fig.7))
are fitted inside the cooler housing. The partitions divide
the cooler space into five sections. Partitions 2 are manu-
factured from 1-mm thick sheet brass. Each of the partitions
is provided with a port, through which oil successively flows
from one section into another, each time changing the direc-
tion of flow.
The left-hand flange has cover 5 secured by bolts, where-
as the right-hand flange mounts the fuel filter, which at the
same time acts as the right-hand cover of the cooler housing.
The points between the cooler housing flanges and the
covers are packed with paronite gaskets. To obtain the requir-
ed speed of fuel flow, ensuring optimal conditions of. heat re-
moval from the cooler, the inner
divided b cavities of the covers are
7 partitions 2; the projecting end faces of the par-
titions fit into the cover grooves.
The fuel-oil cooler is secu
placed on straps 9 soldered red to the oil tank by bands
cooler is provided with to the shell' On the outside, the
oil tank by Screws casing l(gee F1g?69) secured to the
2.
To prevent oil seepage from fuel-oil unit 317A into the
non-operating engine, the cooler oil inlet pipe union is fur-
nished with return valve 3. The return valve (Fig-75) con-
sists of housing 5, mushroom valve 4, valve guide 2, and
spring 3, which forces the valve against the housing seat.
The valve guide is clamped inside the housing by pipe union 1.
Valve resistance should not exceed 0.03 kg/sq.cm., with oil
MK-8 (State Standard 6457-53) delivered at a rate of 14 lit/min.,
and temperature of 50?C.
Fuel Filter
The fuel filter is designed to clean fuel of mechanical
impurities.
Specifications
Number of filtering discs . . . . . . . . . 40 - 42
Filtering area . . . . . . . . . . . . . . . 685 sq.cm.
Inlet fuel pressure . . . . . . . . . . . . 3 kg/sq.cm.
Fuel Filter Construction
The fuel filter (Fig-76) comprises casing 6, filter ele-
ment 10, and cap 7. The filter casing and the cap are fabricat-
ed from alloy AJI4T6.
The filter casing carries two flanges with holes for
fuel inlet and outlet. The lower part of the filter casing is
furnished with two pipe unions 14 for fuel drainage.
When fuel-oil unit 317A is mounted on the right-hand en-
gine, pipe union-valve 4 (See Fig.69) is turned onto the right-
hand pipe union (if viewed from the fuel filter side), whereas
the other pipe union is furnished with union out with plug 5.
11th the fuel-oil unit installed on the left-hand engine, the
pipe union-valve and the union nut should be transposed.
The construction of the pipe union-valve is described
above. The filter casing incorporates a mushroom valve, sepa-
rating the fuel Inlet chamber from the outlet chamber. The
valve consists of mushroom 4 (See Fig.76), valve seat 3,
valve disc 1, and spring 2.
When pressure of the fuel pumped through the cooler
creases, the valve opens thereby directing fuel from tee
in-
inlet
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ox a
To prevent leakage of fuel. the es, provided in the plug. ) y gear ed by the glands is di-
,., .._ _..
- xubb 1 ds 6 and 46 The oil trapped
or
an
urnished wish handle 15 (See Fig-76) facilitating meter generator. Drive shaft 12 is sou ear 49 by
installation and removal of the filter from the casing; besides, and a friction bearing; it is coupled to drive g
means of key 48. The drive shaft mounts collared split bush 3
the filter cap is provided with a threaded hole, serving
for bleeding air l fxom_ plug the filter. The threaded hole is ! which holds it from axial displacement. Driven gear 8 is made
integral with the trunnions and is mounted on two friction
stopped by special ping 13; when the plu is backed out 2 to
3 turnsthe inner g
cavity of the filter Communicates with the bearings. Oil seepage from the pumping unit into the ent esso-
atmosphere through a system of h 1 r b
nd into the tachometer generator is prevented by
chamber to the outlet, by-passing the cooler. The valve is ae OIL UNIT
adjusted as to open at a pressure of 0.07 kg/sq.cm. The valve
is mounted through the port provided in the casing and closed The oil unit (Figs 79 and 80) consists of oil pressure
by a screw plug. Pump 9 (See Fig.79), reducing valve 44, reducing valve filt-
Tae filter element (Fig.77) comprises a, set of 40 - 42. er 15, oil filter 20, safety valve 32, return valve 34, and
double-sided gauze discs 3, mounted on common core 4. air bleeder valve 2$* havin an output
The gauze disc (Fig-78) consists of two outer fine brass The oil pressure pump is a gear type, g
auz:a 1 of 25 it /min. at the normal rating, with counterpressure
8 (gauze No.0045,State Standard 6613-53) and two inner and oil temperature 60 - 65?C.
coarse brass gauzes 2 amounting to 3 - 4 kg/sq.cm.
(gauze No.042, State Standard 6613-53). opera tin gears 8 and 49, drive
om rises housing 7, g
mBach pair of gauzes (fine outer and coarse inner) is clamped
on the inner diameter by inner rings 4. The coarse gauze acts The pump eP shaft 12, drive gear housing and two rubber glands 6 and 46. Pump
a a frame for the fine gauze, guarding the latter against da. housing 7 is manufactured from aluminium alloy AJ15; it is
sage which may result from pressure difference inside and out to the housing of oil unit 10 by four studs. Centering
of the housing is accomplished by the use of two guide dowels..
side the gauze. Corrugated disc 5 installed between the gauzes
as a 1, renders the gauze disc more rigid. On the outer diameter the Oil pump drive gear 1 is coupled to the oil pump drive shaft
gauzes and the corrugated disc are clamped by outer ring 3. by means of splines and nut 47 with lock 50. The other end of
The gauze discs are pressed between bottom 6 and filter the drive shaft accommodates press-fitted bush 45 having an
cap 1 with the aid of steel rod 5 (See Fig-77) and nuts 7. The Lilt- internal square, serving to impart rotary motion to the taoho-
er can I. f -tad on a ball bearing
The filter element with the ___ _..-
ecu
red by clamp 11 and wing nut 12. The cap-to-
casing Joint is packed by
fuel from entering rubber gasket 8. Toprevent non-filtered
the syste
m at the
is sealed with rubber ring 9. The fuel filter is secured to the
fuel-oil cooler housing by 28 studs.
Fuel-oil unit 317A is secured by to Sour steel brackets means of two steel clamps
Compressor ' fastened to the bosses provided on the
rear housing. Fitted between the brackets and the
snit are four asbestos gaskets serving
of the fuel-oil unit from for thermal insulation
w the hot hous using.
g
rected into the suction cavity through special drilled pas-
sages.
The oil unit housing accommodates reducing valve 44, re-
turn valve 34, oil filter 20, reducing valve filter 15, the
pipe union delivering oil to the centrifugal valve, and adapt-
er sleeve 13 serving to direct oil from the tank into the pump.
Reducing valve 44 is a poppet type, serving to maintain
pre-determined oil pressure in the engine oil line. The reduc-
ing valve consists of housing 42, adjusting screw 43, valve 40,
valve seat 39, and a spring. The housing is fabricated from
steel 30%I'CA and is screwed into the oil unit housing. Valve 40
is forced by spring 41 against seat 39, which is press-fitted
and dowel-located in the oil unit housing. On the opposite
aide the valve is acted upon by oil'pressure.
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yz .._ 1 93 -
The reducing calve is adjusted to an oil
4.5 pressure of 4 to
kg/sq.cm. Adjustment is carried out by means Of screw 43, turned into the reducing valve housin adJs
i excess of g' If Preessure
in the oil line increases
sure
the valve overcomes the forceofspring the specified value,
to the suction side. 41 and by-passes oil
Reducing valve filter 15 consists of an inner and outer
frames with filtering gauzes soldered to their faces.
Return valve 34 is a mushroom type; its function is to
prevent oil flow from the tank into the oil pipe lines when the
engine is inoperative. The valve admits oil into the engine oil
system, when oil pressure downstream of the filter reaches 0.2
to 0.3 kg/sq.cm. The return valve consists of housing 33,
valve 34, valve guide 36, and spring 35. The valve is spring-
loaded and should be capable of free movement along the guide.
Oil filter consists of ten gauze discs 19 (See Fig-79),
frame 22, thrust cover 18 with spring 14, and bolt 23. Each of
the discs (Fig.81) consists of two outer circular filter gau-
zes 3 (0.07 mm dia. wire; 4096 meshes in 1 sq.cm.) and two in-
ner framhe gauzes 4 (0.22?0.05 mm and 0.24?0.05 mm dia. wire).
pair of gauzes (outer filtering and inner frame) is
clamped on the inner diameter by 2 is fbetween the y holder 6. Corrugated diaph-
agme2 isd fitted tt diaphragm gauzes. On the outer diameter, the
gauze winh the bolt are clamped by holder 1. The filter
It is secured in oil filter cap 21 (See Fig.79).
The frame mounts ten gauze discs 19 and spring 14 with thrust
cover 18, clamped by nut 16.
In case the oil filter gets clogged, oil is directed
through the safety ball valve and into the engine oil line, by-
Passing the filter- The valve starts
Terence in oil pressure at the to function when the dit-0-8
to nc - 1.0 filter inlet and outlet amounts
ball kg/sq?cm. The safety valve
31, and spring 32. The consists of housing 30,
cap 21 of oil filter valve housing is screwed into
iapo t 20 S0 that the valve end face should sink
he cap by 1 - 2 mm. The housing is punched at the slot
iver.
for a screw-driver.
Air bleeder vabR 28 comprises
ball 27, bleat housing 24
bang 29. g 26, and bush 25, held in placenbyrlookingg
The valve housing is screwed into the oil filter cap and
is locked by wire. The air bleeder valve is designed to eli-
minate air locks in the pipe line serving to deliver oil to
the oil unit, when servicing the engine with a non-filled oil
line. To expel air, it is necessary to back out the plug and
to depress ball 27 against the force of the spring. The oil
unit housing mounts tachometer generator adapter 11 secured by
three studs. The oil unit is fastened to the accessory gear
box housing with the aid of five studs and one bolt.
The scavenge oil pump (Fig.82) is a gear type comprising
three sections: two extreme sections 18 and 20, scavenging
oil from the centre and rear bearings, and middle section 19
drawing oil from the compressor inlet housing pan.
Scavenge oil pump output at the normal rating, at a
counterpressure of 1.0 kg/sq.cm. and oil temperature of 70
to 75?C, amounts to the following values: the section scaveng-
ing oil from the compressor inlet housing - 50 lit/min.; the
sections drawing oil from the centre and rear bearings -
22 lit/min. each. The oil pump consists of three housings
4,7 and 10, cover 6, spur gear 11, shaft 1, and axle 3.
The housings and the cover are manufactured from alumi-
nium alloy A115; they are lined up and secured to each other
by two steel bolts 17. Pump drive gears 12 and 15 are mount-
ed on the drive shaft, made integral with spur gear 21; the
drive gears are secured to the drive shaft by means of keys 2
entering the key ways of the drive shaft and the gears.
011 pump driven gears 5, 8, and 9 freely rotate on hol-
low bronze axle 3, which is not fixed axially. The drive and
driven gears of the oil pump are identical by their modulus,
number of teeth and the outer diameter:
Modulus . . . . . . . . . . . . . . . 2.75
Number of teeth . . . . . . . . . . . 10
Outer diameter . . . . . . . ? ? ? . '34'1 0.005 mm
The height of the gears of the extreme sections amounts
to 14 mm, whereas the height of the middle section gears is
equal to 32 M.
t
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94 .,.._
Oil is fed to the friction surfaces of the pump through
radial holes provided in driven gears 5,8, and 9, and in drive
shaft 1; the radial holes communicate with the pump cavity.I
circular groove is machined in the driven shaft for the same
purpose.
The oil pump is driven by spur gear 11, coupled to the
drive shaft by means of a spline joint and nut 13 with
lock 14.
is admitted into all the three sections of the Pump hrou
three holes provided in pump housing 4. through
To provide a means for oil outlet, middle housing 7 car-
ries a special boss, common to all three sections. Fitted into
the boss hole is an oil outlet pipe sealed by rubber zing
6
The pipe runs through the left-hand horizontal strut of the .
compressor inlet housing (looking from the air intake end) and
serves to direct oil into the tank via the fuel-oil cooler.
To improve suction efficiency of the pump at starting,
its inlet cavities are primed with oil delivered from the
pressure line via drilled passages.
CENTRIFUGAL BREATHER
The centrifugal breather (Fig-83) is designed to separate
air from the oil-air mixture drawn from the compressor inlet
housing and from the rotor bearing housing, with subsequent
discharge of the separated air to the
of deaeration atmosphere. The process
is based on the principle of mechanical separa-
tion of air_oil mixture by the action of centrifugal forces.
The centrifugal breather is held to the compressor nose
Portion housing by two studs and one bolt. It consists of
housing g, cover 15, rotor 13
holing 5, g , thrust cover 1, oil seal bush 2,
drive gear 12, and two ball bearings 3 and 8.
The housing and covers are manufactured from magnesium
alloy U115. The centrifugal breather
steel hollow rotor housing accommodates
13 running in ball bearings 3 and 8 mount-
ed in the housing and
rotor tad
e
o and in the cover. Clearance M between the
The rotor has the housing is adjusted by means of brass shim 14
eight radial
bl
b
ades are
lades 7. Milled between the rotor
eight
sixteen recesses through holes 6.
has
17 machined on the Rotor ball thrust bearing disc aide. The
recesSe31 together with the
fugal breather cover 15 system of ducts provided in centri-
ensure circulation of oil, used for
lubricating and cooling bearing 3. The rotor trunnion mounts
oil seal bush 2 preventing oil seepage; thrust cover 1 is
fitted with rubber ring 16 serving the same purpose. The cent-
rifugal breather rotor is driven by spur gear 12, coupled to
the rotor by means of a spline joint and nut 11 with lock 10.
The running rotor draws air-oil mixture through the port and
an additional hole into the centrifugal breather housing. Ro-
tor blades 7 impart rotary motion to the mixture and throw the
oil, as a more heavy component, against the walls of the
housing whence the oil flows into the front bearing housing
along the spiral groove and oblique passages machined in the
inner surface of the housing. The air enters the rotor through
the ports and then is discharged to the atmosphere via a steel
pipe.
OIL NOZZLES
Oil for lubrication and cooling of the front, centre,
and rear bearings of the compressor and turbine rotors is
furnished by the oil nozzles arranged on the inlet housing
nose portion, in the centre and rear bearing housings res-
pectively.
The oil nozzle of Vie centre bearing (Fig-84) consists
of body 1, frame 2, and gauze filter 3. The frame with the
gauze filter is secured in the body by means of locking
ring 4. The nozzle body has a 1.8-mm dia. calibrated central
orifice through which oil is fed to the ball bearing. The
capacity of the centre bearing oil nozzle at oil pressure
3 kg/sq.cm.and temperature 50 to 60?C amounts to 4+0'3 lit /min.
The oil nozzle of the rear bearing is similar in const-
ruction to the oil nozzle of the centre bearing, the only
difference being that the former is provided with an addi-
tional 0.6-mm dia. side hole, whereas the diameter of the
central calibrated orifice is equal to 1.6 ma. The capacity Of
the rear bearing fuel nozzle at oil pressure 3 kg/eq?oo. and
temperature 50 to 60?C is equal to 4.4+0.3 lit/sin.
The oil nozzles of the centre and rear bearings are
each secured by two bolts to the pipe (See Fig.68) for oil
delivery to the bearings.
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-- 96 ----
The oil nozzle of the front bearing (Fig.85) consists
of flange 1, pipe 2 and jet 3 with 1.8-mm dia. calibrated
orifice.
The parts of the front oil nozzle are brazed together by
brass 162 to form an integral unit, secured to the front bear-
ing nose portion by two studs. At an oil pressure of 3 k
and a temperature of 60 to 75?C, the front bearing oil kg/sq."
delivers oil at a rate of 0.5 nozzle
- 1 lit/min.
LUBRICATING SYSTEM OPERATION
with the engine running, oil from the oil tank of the fuel.
oil unit is supplied to oil unit pressure pump 6, located on
the accessory gear box, through the rotary oil intake and pipe
line 5 (See Fig.68). The oil pressure pump forces oil through
fine oil filter 7 and return valve 8 to the main oil duct of
the accessory gear box which constitutes the beginning of the
engine oil line. A portion of the oil is directed. through 1.7-?m
dia. jet and along the ducts, drilled in the oast housings, to
the accessory gear box, two-speed drive, compressor inlet hous-
ing nose portion (central drive) and to the compressor front
bearing, where it is used for lubrication purposes; the remain-
ing part of the oil is supplied through the accessory gear box
pipe union to the compressor centre bearing and to the turbine
rear bearing.
Lubrication of Acce;;sor
All rotating components of the accessor
lubricated with oil supplied y gear box are
sort' gear box, via the inner ducts of the acces-
The bevel gears and the bearings of the acces-
sory gear box shafts, except the ball bearing of the drive
bevel gear, are force-lubricated
bearing of the drive by the use of jets. The ball
Of ring bevel gear, located in the lower part
aooessory gear box is lubricated by the oil, draining
from the accessory fromatIon of the gear box Into
the compressor inlet housing.
accomplished by spur
splashing. of the accessory gear box is
.
Oil from the acc
essory gear box is drained via the upper
-^~ compressor inlet housing.
Lubrication of Two-Speed Drive
oil for lubrication of the ball bearings of the starter-
generator drive, driven gear and ratchet gear is supplied
along the duct running through the accessory gear box-to-two-
speed drive housing joint, and further through the bets. The
remaining ball bearings of the two-speed drive, the rollers
of the free wheeling clutch, the ratchet clutch and all gears
are splash-lubricated.
The friction clutch discs are lubricated with special
graphite grease, applied during friction clutch assembly.
The starter-generator drive 1s fitted with a rubber
gland preventing oil seepage from the two-speed drive into
the starter-generator.
Oil from the two-speed drive is drained into the acces-
sory gear box.
Lubrication of Inlet Housing Nose Portion
Oil for lubrication of the compressor inlet housing nose
portion is supplied as follows. Pressurized oil is delivered
from the main oil duct of the accessory gear box to the flange
securing the gear box to the compressor inlet housing. Further,
via pipe 2 (See Fig.9) running inside the upper vertical strut,
oil is fed to the flange of the compressor inlet housing,
whence it is directed through the inlet housing flange-to-nose
portion flange joint into the oil ducts of the nose portion.
The nose portion housing ducts direct oil into the circu-
lar grooves machined on the operating surfaces of the bevel
gear bearings. From the circular grooves the oil is supplied
to the jets serving for lubrication of the bevel gears and
radial-thrust bearing 24 (See 71g.61) of the central shaft
which. is also lubricated by the oil supplied from inside the
central shaft. Oil by-pass, into the central shaft is accomp-
lished through the use of an oil by-pass bush.
The central shaft roller bearing is lubricated by oil,
dripping along the radial clearance between the bearing sleeve
and the central shaft.
driven bevel portion are
The bevel gears of the inlet housing Does
e gear
splash-lubricated. The ball bearings of the
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-98- ! --99
are lubricated by the oil dripping from the accessory gear
box. Oil from the inlet housing nose portion is drained into
the compressor inlet housing.
Lubrication. of Compressor Front Bearing
From the circular groove of the inlet housing nose por-
tion the oil is directed to oil nozzle 12 (See Fig.61) whose
jet emits oil for lubrication and cooling of the compressor
front roller bearing.
The bearing is fittad with two labyrinth sealings pre-
venting oil seepage from the bearing into the compressor (See
Fig.4). The interlabyrinth space is packed with air bled from
the compressor eighth stage.
lubrication of Com ressor Centre Bearing
and Turbine Rear. Bearin
From the accessory gear box pipe union oil is supplied
via pipe` 10 (See Fig.68) to the tee-piece directing the oil
along two pipes terminating in oil nozzles 13 and 15. The
nozzles eject oil onto compressor centre ball bearing 12 and
turbine rear roller bearing 24 where it is used for lubrica-
tion and cooling. The oil nozzle lubricating the rear bearing
has an additional orifice feeding oil for cooling the turbine
shaft.
To prevent foreign matter from entering the bearings,
the oil nozzles of the centre and rear bearings are furnished
with gauze filters.
Used oil is accumulated in the sumps of the centre and
rear bearing housings, whence it is scavenged via pipes 16 by
two sections of the oil scavenge pump, arranged in the compres-
sor inlet housing nose portion. To prevent oil leakage through
the centre bearing of the compressor and the rear bearing of
the turbine, the bearing housings
byrinths. The air labyrinths are furnished with air la-
rence between the separated make use of air pressure diffe-
determines cavities; this pressure difference
direction of air circulation between the cavities.
The labyrinth s
and the inner cavity of the bearing housing vented to the at-
mosphere.
The labyrinth sealing of the turbine rear bearing comp-
rises two stages. The first stage operates on the pressure
difference between the cavity supplying air for cooling the
turbine, and the rear relief cavity (the interlabyrinth space
of the rear bearing housing being connected to the rear re-
lief cavity by six bleeder pipes); the second stage operates
on the air pressure difference between the rear relief cavity
and the bearing housing cavity.
Scavenging of Oil from Engine
The entire amount of oil, which is drained from the ac-
cessory gear box, the inlet housing nose portion and the
ssor front bearing is directed into the oil sump of the
re
compressor inlet housing through gauze 5 (See Fig.9) fitted
on the lower vertical strut of the inlet housing. From the
oil sump the oil is drawn by the middle section of the
scavenge oil pump.
Oil from the sumps of the bearing housing is drawn via
pipes 16 (Gee Fig.68) by the first and third sections of the
scavenge oil pump.
From all three sections of the oil scavenge oil oil
is directed into common pipe line 23, whence it is conveyed
into the fuel-oil cooler.
The hot oil enters the interpipe cavity of the cooler
first section -through the pipe union of the right-hand mani-
fold and through three ports provided in the shell. In flow-
ing through all the three sections and successively changing
the direction of flow the oil is cooled by fuel passing along
the cooler pipes, and is supplied into the left-hand manifold
through the shell port. From the left-hand manifold oil enters
oil filter 11 (See Fig.70) where it is cleaned and partially
de-aerated; then the cleaned oil and the air are directed to
the oil tank. engine oil system, to
To ensure normal operation of the ereduce total oil consumption, and to increase operational
provision has been made for venting
ceiling of the oil system, centrifugal breather.
h
the air soling of the centre bearing operates on
Pressure difference between the rear relief cavity
e
the oil system to the atmosphere through t
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tUU I
To this end, the inner cavities of the compressor
the centre and rear bearing -housin and the ilet us-
are connected to the centrifugal breather; the the O oil tank
nk
inlet housing communicates directly with the centr
enmrrfuifugagal
breather through the l
port and the hole provided in its hous-
ing; the centre and rear bearing housing is connected
centrifugal breather by pipe 11 (See Fi to the
the left-hand horizontal strut of the c om6r) running through
ins; the oil tank is connected b pry inlet hous-3
the acce gear box, which communicates with theecentrifugal breathery
through the compressor inlet housing.
In the centrifugal breather almost all air is separated
from the oil(the principle of operation of the centrifugal brea,
ther is described above). The air separated from the oil is
discharged to the atmosphere through
the upper vertical strut of the pipe running along
ekut In the inlet housing, through the
the accessory gear box, and further via the air-
craft pipe lines.
Oil from the engine oil system is drained through two
cocks and a pipe union-valve; one of the cocks is used to
drain oil from the compressor inlet housin
serves to discharge b'; the other cock
oil from the oil tank; pipe union-valve 4
(See Fig.69) is designed to drain oil from the fuel-oil cool-
er.
Air locks forming in the engine oil system may interfere
with its normal filling.
To expel air from the engine oil system a ball valve is
provided in the oil filter cap.
Chapter VII -
ENGINE AIR COOLING SYSTEM (Fig.86)
Cooling of the engine components operating at high tem-
peratures provides for their reliable operation and permits
the use of less expensive materials for their manufacture.
The parts of the combustion chambers and the turbine are
cooled with the air supplied from the compressor ninth stage,
whereas the afterburner components are cooled by the outside
air.
The air delivered from the compressor passes through the
circular diffuser and enters the combustion chambers through
the swirler and the holes provided in the combustion chamber
liners. This air may be divided into the primary and seconda-
ry air streams.
The primary air supplied for fuel combustion flows into
the combustion chambers through the swirler and the holes
drilled in the front portion of the liner. The secondi-ry air,
considerably exceeding in volume the primary air, enters the
combustion chamber through a number of holes in the liner,
mixes np with the gas stream and cools it to the required ope-
rating temperature. The same air flowing along the combustion
chamber walls provided with ribs ensuring better beat dissipa-
tion, cools the combustion chambers on the outside, nn3 fares
a layer of thermal insulation between the walls of the chamb-
ers, rear housing 6 and shield 7.
Air for cooling the turbine (Fig.87) is supplied unier
the external shoes of first stage uor.sle assezbll 2 and under
shleln 6 through holes -B provided Inthe inner su;port of
the first stage nozzle assembly. Dnier t'?e external shoes the
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air is delivered from rear housing 1 through holes A. Having
cooled down the outer shroud of the first stage nozzle asseob.
ly and the external shoes, the air passes through the clear.
ances between the shoes and the housing and into the cooling
ducts provided between the roots of the vanes of second state
nozzle assembly 3 and its shroud, after which it is discharg.
ed into the flow section, where it mixes up with the gases.
A portion of the air is passed through the hollow vanes.
of the first stage nozzle assembly for cooling the internal
shoes and the inner support of the nozzle assembly, after
which it is directed through the clearances between the vanes
and the shoes into the flow section of the engine.
The other stream of the cooling air is supplied from
inside the rear housing through holes B into the circular
space limited by shield 6. Further, the air flows through
holes B in the shield to cool the turbine first stage disc and
the fir-tree roots of the respective blades. Through holes E
in the first stage disc the air enters interdisc space r,
whence a portion of the air is directed through milled holesl
(by-passing the baffle) and is used for cooling the fir-tree
roots of the blades, whereas the remaining portion of the air
flowing from space I' through holes H in the second stage
disc is directed by baffle j[ against the disc, cools the lat-
ter and escapes into the afterburner diffuser. The afterbur-
ner is cooled by the outside air, flowing between the air-
craft inner skin and the engine.
The adjustable jet nozzle shutters and the actuating
cylinders are cooled by ejected air (See Fig.86). The air
enters the adjustable jet nozzle shroud through 32 30-mm dia..
holes, flows between the shroud and the rear pipe shell,
cools them and enters the ejector.
Through the holes provided in the shutters the cooling
air flows into the shutters. Cooling of the actuating cylin-
ders is accomplished by the use of the free air drawn through
the respective pipe.ianions installed on the aircraft. This
air flows between the shields and the actuating cylinders,
G0018 them and also escapes into the ejector. After cooling
--./ the above components the
to b dvccor air mixes up with the outgoing gases
ged to the atmosphere.
No provision has been made for forced cooling of the
diffuser and the middle pipe of the afterburner.
The bands have holes providing for ventilation of the
space between the shroud and the afterburner shell.
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' --- 105 -
take duct, where it is thrown against the outer wall of the
fairing, heating the latter.
The required heating temperature is obtained by regulat-
ing air expenditure with the aid of jet 7, fitted into the
air delivery pipe.
Chapter VIII
e remaining portion of the air flows from the fairing
manifold along pipe 9 into the space limited by partition 10
and the inner wall of the fairing tip, whence it escapes
through a circular clearance and passes between the fairing
walls. Having heated the fairing walls, the air enters the
fairing through the holes
the inner wall. Provided in the middle portion of
From the fairing the hot air is discharged to
the atmosphere vi
t
ANTI-ICING SYSTEM
At low ambient air temperatures (within +2 to -10?C) and
increased humidity the surfaces of the engine nose bullet for-
ming the compressor air intake duct are liable to icing. To
eliminate this possibility, provision has been made for a
special anti-icing system (Fig.88) whose function is to con-
tinuously heat the respective surfaces with hot air, bled from
the compressor ninth stage and circulating between the double
walls of the components subject to icing.
The rear housing carries pipe connection 8 (where the
air is bled from the compressor) connected to pipe 3 along
which air is delivered to support pipe connection 4.
From the support pipe connection the air it directed
along the lower stamped strut 5 into fairing manifold 1.
A part of the hot air from the fadrin,g manifold is deli-
vered through holes 6, provided in the outer wall, into re-
maining three stamped struts 2, after which it escapes to the
atmosphere through the holes in the inner walls of the struts.
Th
a
he stamped struts.
A portion of the air supplied via pipe 9 flows through
the radial grooves of the fairing tip into the compressor in-
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1 -107--
Chanter IX
ENGINE FUEL SYSTEM
The function of the fuel system is to deliver metered
amounts of fuel into the engine at any of the operating con-
ditions.
The engine fuel system is comprised of the starting
fuel system, main fuel system, afterburner fuel system, and
the vent-drain system.
STARTING FUEL SYSTEM
The starting fuel system (Fig.89) is designed to supply
fuel into the engine being started on the ground or in flight.
The starting fuel system incorporates starting fuel
tank 1, starting fuel pump 3, magnetic valve 4, starting fuel
manifold 6, four flame igniters 5, and th
lines. e connecting pipe
The aircraft is fitted with one starting fuel tank per
two engines. The flHP-10_9,y
on the tank. fuel pump is installed
.
The
special RHp_I0..,9y electric Pump is a gear type driven by
electric motor
YY-I02A.
ve
The starting fuel bet. system incorporates a unit installed
between the pump and the starting fuel manifold and serving
to supply fuel
being to the starting atomizers when the engine is
Lion schamber3 and to prevent entry of
gases from the combus
the starting into the fuel starting fuel system. The unit prevents
system from being drained after the engine
netic Val
.is started, or when the aircraft is parked.
The unit comprises a magnetic valve and a return valve,
mounted in the pipe union of the magnetic valve.
The magnetic valve (Fig.90) consists of housing 1,
bush 2, cores 3 and 4, solenoid 5, bonnet 6, plug connector 7,
-needle 8, needle axle 9, spring 10, bush 11, pipe union 12,
lock 18, and filter 14.
Soldered to steel housing 1 is bush 2, accommodating
cores 3 and 4. Core 3 is soldered to bush 2, whereas core 4
is capable of shifting inside bush 2 and housing 1.
Bush 2 mounts solenoid 5 with an ohmic resistor R - 9_1
ohms. The solenoid coil lead endd are soldered to the contacts
of plug connector 7. The plug connector is attached to bonnet 6
by four screws 15. Bonnet 6 is fitted on housing 1 and is held
to fixed core 3 by screw 16. Core 4 is provided with a hole
receiving axle 9, and another, stepped hole, accommodating
needle 8 and spring 10. The spring fitted between cores 3 and 4
forces the needle against bush 11. The bush is made of bronze
and is provided with four 2-mm dia. holes, uniformly spaced
round the circumference. The holes serve for passage of start-
ing fuel, supplied via filter 14 and the valve seat receiving
the cone of needle S.
The needle is made of steel and is nitrided to a depth
of 0.06 to 0.18 mm on the entire circumference. It is ground
to bush 11. Steel pipe union 12 is screwed into housing 1.
The pipe running from the pipe union connects the magnetic
valve to the starting fuel manifold. Placed between pipe
union 12 and bush 11 is packing gasket 17. Pipe union 12 is
of a
guarded against loosening by lock 13. Filter 14 is
suss fio.016
gauze type. It consists of a casing and a brass g
(State Standard 6613-53). The gauze is soldered to the casing.
The filter is placed into valve housing 1 and secured by
lock 18. The lock is fitted into the groove provided in the
filter casing and in the valve
housing- The return valve consists of steel DuaZl 19
plunder 22.
into bronze bush 11, hemisphere 20, spring
The outside surface of the cylindrical plunger has four per-
forated flats allowing passage of starting fuel into the
plunger. The plunger is divided by a perforated pasti
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contacting hemisphere 20 on one side and spring 21 on the
other. The spring presses the plunger with the hemisphere
against bush 19, when the magnetic valve needle is closed.
Operating principle of the magnetic valve is described
below.
Starting Fuel Manifold with Flame Igniters
(Fig. 91)
The starting fuel manifold is designed for feeding
starting fuel to the flame igniter starting atomizers. The
manifold comprises four 4x6 mm dia, pipes made of steel
IX18H9T. Secured to the pipes (by atomic-hydrogen or argon-
arc welding) are pipe unions and nipples serving to connect the
pipes to each other. and to the flame igniter starting atomizers.
Pipe union 3 receives the pipe for fuel supply from the magne-
tic valve to the manifold.
The starting fuel manifold is coated with yellow ena-
mel A-6.
The function of the flame igniters is to set fire to
the fuel-air mixture in the combustion chambers during en-
gine starting.
The flame igniter (Fig.92) consists of housing 3,
bush 9, movable bush 7, starting atomizer 2, spark plug 8,
discharger 4, and shield 6. Housing 3 is cast of steel
X23H18 and carries a flange serving to secure the flame
igniter to the compressor rear housing. The taper portion
of the housing has two holes through which air is supplied
into the flame igniter. Inside, the housing is machined to
a spherical shape to form a chamber in which the fuel-air
mixture is ignited. The side surface of the housing carries
t
three bosses provided with threaded holes receiving spark
has h tha8, starting atomizer 2 and discharger 4. The housing
draining fuel from the flame igniters locat-
ed in the lower part of the
ednd in the upper engine. The flame igniters ar-
ran a part of the engine have their drain
rise s topped lwi plug 1. The lower the housing r_
Po.at-we part of he housin ca_
a es POI eld bush 9 made of steel IX18H9T. The bush has
with a re acco. odating movable bush 7 which is also provided
-`, T413 type of Joint permits self-center eovable bush in the pipe
e
i
conn,etionof the c mbustion
chambers
during engine operation, and facilitates installation of the
flame igniters on the rear housing. Movable bush 7 is made of
alloy 3M435 . The lower portion of the bush is provided with
eight stamped lugs. Clearances between the lugs and the combus-
tion chamber pipe connection serve for passage of the secon-
dary air cooling the pipe connection and the bush. Shield 6
is manufactured from sheet steel Zfl8H9T and is secured to the
housing by point welding. The shield is designed for directing
and swirling the stream of air, thereby providing for inten-
sive mixing of fuel with air and for effective ignition of the
resultant mixture. Discharger 4 is fabricated from alloy 3$435
Spark plug CA 96 is a non-detachable unit. It is radio
shielded and is provided with ceramic insulation. The spark
plug is screwed into the flame igniter housing with an effort
not exceeding 2.5 - 3 kg-m.
The starting atomizer (Fig.93) is a non-detachable centri-
fugal type. It consists of pipe union 1 and spray tip 2 rolled
into the pipe union. Pipe union 1 is manufactured from steel
IX18H9T. It has two diametrically opposed 2-mm dia. holes,
connecting spray tip cavity A with fuel supply. Spray tip 2
is a nozzle accommodating the end plate of the swirl chamber.
The nozzle is provided with two tangential, diametrically
opposed 0.6-mm dia. orifices, a swirl chamber enda central,
0.6+0.025 mm outlet orifice. The nozzle is made of steel
4X14H14B2M.
The starting atomizers discharge fuel at a rate of
910.8 lit /hr, with fuel pressure amounting to 2 kg/sq.cm.f
when the fuel pressure is equal to 5 kg/aq.cm., the spray cone
amounts to 650=50.
Fuel is supplied to the spray tips through the holes in
the starting atomizer pipe unions; after being swirled by
the tangential holes of the spray tips, the fuel enters the
swirl chambers and is discharged into the chambers of the flame
Igniters through the central outlet orifices of the nozzles.
The starting fuel system operates as follows (See Yig.89).
Current is supplied simultaneously to the Starting fuel
r Pump motor, to the ooil of the magnetic valve solenoid, and to
the flame igniter spark plugs. This causes core 4 (3ee y16.90)
lenoid
with needle 8 to be drawn into the magnetic valve so
I
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110
thereby supplying fuel into bush 19. The fuel delivered by
the starting pump through magnetic valve filter 14 enters
bush 19 and pressing back hemisphere 20 finds its way into
the starting fuel manifold via the connecting pipe. From the
starting fuel manifold the fuel flows into the starting ate.
mizers whence it is injected into the chambers of the flame
igniters through the central outlet holes of the spray tips.
The flame torch, produced in the flame igniters penetrates
through the pipe connections into the combustion chambers and
ignites the main fuel-air mixture.
As soon as the solenoid coil is de-energized, spring io
displaces needle 8 thereby cutting off fuel supply to the
starting atomizers of the flame igniters. This causes return
valve spring 21 to move plunger 22 with hemisphere 20 and
to press the hemisphere against the end face of bush 19.
The magnetic valve needle and the return valve provide
for adequate sealing, which does not allow the starting fuel
to drip through the starting fuel system when the aircraft is
parked or during engine operation and also prevents any com-
bustion chamber gases from getting into the starting fuel
system.
MAIN FUEL SYSTEM
The main fuel system provides for regulated supply of
fuel to the engine at any of the operating conditions. Apart
from this the main fuel system is used to control the compres-
sor air blow-off band.
The main fuel system incorporates the following compo-
nents: a fuel tank with booster Pumps, engine booster pump
UH-9 ,fuel and oil unit
a drain valve 317A, regulating fuel pump HP-10.1,
a fuel manifold with main burners and connect-
ing pipe lines.
The main fuel system may also incorporate pressure gau.es
measuring fuel pressures forward
main pump HP-10A, and also of booster pump QH-9 and
The main fuel system in the auxiliary fuel manifold.
i
ing mechanism CA-3
s also equipped with fuel pressure
The fuel tan.
ed on complete with
the aircraft the booster pumps
FUEL BOOSTER PUMP U-9
Fuel booster pump IIH-9 is incorporated in the engine
fuel system with the purpose of maintaining constant fuel
pressure forward of the HP-10A and HP-11A pumps.
Booster pump QH-9 is a centrifugal type fitted with a
constant pressure valve operating on the principle of throttl-
ing (retarding) the fuel flow at the pump outlet.
Booster pump U-9 is connected into the fuel system
in series with the booster pumps of the aircraft fuel tanks.
Specifications of Booster Pumg IIH-9
1. Type . . . . . . . . . . . . centrifugal, with cons-
tant pressure valve
2. Designation . . . . . . . . . QH-9
3. Direction of rotation . . . .left-hand (looking from
drive shaft end)
4. Maximum speed. . . . . . . . 9000 r.p.m.
5. Absolute fuel pressure
at pump inlet for alti-
tudes of up to.20,000 m. . . 0.4 to 2.0 kg/sq.om.
6. Pump output at 9000 r.p.m.,
and outlet fuel pressure
of 1.6 to 2.4 kg/sq.om.,
for altitudes of up to
20,000 m. . . . . . . . .600 - 9500 lit /hr
7. Duty . . . . . . . . . . . . continuous
8. Pump weight . . . . . . . . .not over 3200 gr.
2d14~
Construction of Pump IIH-9 ---
Fuel booster pump IIH-9 (Fig.94) is comprised of the
centrifugal pump assembly and the constant pressure valve
assembly. Both assemblies are arranged in a common housing.
The centrifugal pump assembly (Fig?95) consists of
housing 1, pump cover 24, sealing cover 27, and impeller 20
with propeller 23, mounted on shaft 4. Housing 1 and covers 24
d when mounted
an
and 27 are cast of aluminium alloy A"
widening To-
h is a
orm the working cavity of the pump, whic
f
onneotion.
tlet e
lute chamber, developing into a pumP ou
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
I I-
-112--
ed into housing. to the housing by five studs scree.
g? A packing gasket is fitted between the
housing and the cover.
The central borings of the pump housing receive shaft 4
running in ball bearings 6 and 28. The shaft carries four_
blade propeller 23 and fifteen-blade impeller 20. Shaft 4 Dada
shank with involute splines serving to couple it to the inter-
nal splines of the drive gear of the engine accessory gear bor,
The shaft drives the impeller through a key. The propeller
face directed towards the impeller has two angular splines
engaging the grooves provided in the impeller face and impart.
leg rotary motion to the propeller. The impeller and the pro-
peller are secured to the shaft by screw 21 locked with cotter
pin 22. The shaft is held against axial displacement by ball
bearing 6, press-fitted onto the shaft and secured by nut 5.
The outer ring of the ball bearing is clamped by square co-
ver 3, fastened to the housing by four screws 2. Ball bear-
ing 28 is free-fitted into the housing and is closed by seal-
ing cover 27. The sealing cover together with the pump cover
form a diffuser at the fuel outlet from the impeller.
Th.
Th
and
the
box
age
log
shaft i f
surnished with two rubber packing cups 7
8 serving to prevent leakage of fuel from the pump into
accessory gear box, and of oil from the accessory gear
into the pump. The intercun space is connected to drain-
Pipe union 14 which drains off any fuel or oil penetrat-
through leaky joints.
To relieve ball bearing 28
f
o
the axiltd
a sresses an packing cup 8 of fuel pressure, the impeller disc surface
directed towards the bearing is provided with blades throw-
ing fuel to the Periphery; besides
impeller , four holes, drilled in the
disc
inlet cavity. connect the cavity before cup 8 to the fuel
ty.
Ball bearing 6 is lubricated with oil supplied from
the engine accessory gear box
ed with fuel. , while bearing 28 is lubricat-
The Position of the impeller inside the pump working
cavity depends on clearances ?a- and ^ 6 na which are adjust-
ed by selecting proper shims
between the Pump 9 and a proper gasket Installed
Pump housing and the sealing cover.
The constant
r
p
vsl essuza
'~ ue 10, membrane valve assembly consisting of
a1v 13, spring 15, and cover 16, is mounted
into the boss provided on the side surface of the pump hous-
ing, opposite the outlet connection. The boss cavity is di-
vided into four parts by three cross partitions. Two of the
partitions have holes serving to receive the valve plates,
while the third partition is provided with a hole receiving
valve rod guiding bush 11 made of bronze.
The valve is a mushroom type having two plates. It is
made hollow and has three ports on the taper surface, connect-
ing the valve body to the rod. The valve rod is rigidly se-
cured to the centre of membrane 13 with the help of washers 12
and a nut, locked with a cotter pin. The membrane edges are
clamped between the flanges of the housing and cover 16 fast-
ened to the housing by five studs. The valve is acted upon
by spring 15 one end of which rests against tapered plate 19
and the other against nut 18. The nut has a square hole re-
ceiving the shank of adjusting screw 17. Rotation of the ad-
justing screw will cause the nut to shift along the axle there-
by changing the tension of the spring and consequently the
fuel pressure maintained by the constant pressure valve.
The spring cavity of the constant pressure valve is
connected by pipe union 14 to the atmosphere through the en-
gine vent system.
Fuel booster pump W!-9 is secured to the flange of
the engine accessory gear box.by five studs.
Operation of Booster Pump (1H-9_
(Fig.96)
Fuel from the aircraft tank is supplied via the pipe
line to the blades of propeller 1. Rotation of shaft 3
causes the propeller to direct the fuel to impeller 2. The
output of the propeller exceeds that of the irspeller, as a
result of which pressure head is created at the fuel inlet
to the impeller, improving the operating conditions of the
latter.
The propeller supplies fuel to the interblade spaces
of the rotating impeller and further Into the diffuser.
In the impeller and the diffuser, mechanical energy
given out to the fuel, is transforoed Into potential eaer-
6y of pressure. As a result, the fuel pressure iaereasas.
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114-- I - 115
From the diffuser the fuel is delivered into the volute
and further into cavity A of constant pressure valve 4. The
valve maintains a predetermined fuel pressure at the pump out.
let.
In case fuel pressure in outlet connection 6 increases
excess of the value, set with the help of spring 6 adjusted by
screw 7, membrane 5 deflects causing valve 4 to shift towards
the spring and to partially close outlet connection "6" asa
result of which fuel pressure in the connection will be reduc-
ed. This, in its turn, will cause the membrane and the valve
to move in the reverse direction, which will result in an in-
crease of fuel pressure in the outlet connection.
At high altitudes atmospheric pressure supplied into the
spring cavity of the constant pressure valve drops. Membrane 5
sags towards the spring and shifts the valve to decrease fuel
pressure in the outlet connection.
To safeguard the pump against excessive pressures which
may result from sudden reduction in fuel consumption, the cons-
tant pressure valve cavity communicates with fuel return line
through duct "a" and jet 8.
HP-10A FURL PUMP
The HP-10A fuel regulating pump (Figs 97 and 98) is
signed to supply metered amounts of fuel into the engine
starting and under any of the
Be-
at
Accordingly, operating conditions.
the
variable displacement HP-10A Pump incorporates a high pressure,
Plunger pump, a centrifugal variable speed
governor with a hydraulic decelerator and an acceleration valve,
a throttle cock acting at the same
time distributor, an acceleration control unit) a and stop-cock, o fuel
contactor located as interlocking
on the hydraulic decelerator.
1. Type
HP-l0A pump Speoificatioas
? plunger, variable
2? Designation displacement
3. Number of plungers ..?~ ?7 10A
4. Diameter of Plungers ? ? ? ? 7
? 14 mm
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5? Direction of rotation
of pump rotor . . . . . . . . . . clockwise (looking
from pump drive
end)
6. Maximum speed of pump
rotor . . . . . . . . . . . . . 3565?20 r.p.m.
7. Fuel pressure at pump inlet . . 1.6 to 2.6 kg/sq.cm.
8. Maximum permissible fuel
pressure at pump outlet,
in auxiliary pipe line . . . . . 80 kg/sq.cm.
9. Maximum pump output at pump
rotor speed of 3500 r.p.m.
and outlet fuel pressure +200
of 80 kg/sq.cm. . . . . . . . . 4180
0 Rn ine speed is regulated
1
. g
automatically from . . . . . . . .2620+30 r.p.m.
11. weight of HP-10A pump . . . . . not over 17.5 kg
Construction of HP-10A Pump
The HP-10A pump (Fig.99) is a single unit consisting of
three housings: the pump housing with cover, the speed gover-
nor housing and the fuel distributor housing. The housings are
cast of aluminium alloy.
Pump housing 13 with cover 19 accommodates a high pressure
plunger pump, consisting of rotor 15, seven plungers 26,
plate 18 with radial-thrust ball bearing 17, steel ported mem-
ber 14 and pump rotor drive shaft 22.
Steel rotor 15, made integral with the shank, runs in two
bearings, one of which is a roller bearing and the other a
friction bearing. The roller bearing is press-fitted into the
pump housing cover. Friction bearing 29 is fabricated from
copper-graphite alloy and is press-fitted into the housing.
Bored in the rotor at some angle to its axis are seven
wells uniformly spaced round the circumference. The wells ac-
commodate press-fitted bronze guide bushes 27. The central duct
of the rotor is provided with splines serving for connection
to rotor drive shaft 22. Press-fitted into the ctraltducto
d to couple the pump
bore is splined bush 24 designe
packed with a
automatic Zovernor shaft 25. The splined bush is pa
plug.
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
The central duct of the rotor communicates with the pe_
riphery through seven inclined ducts "a", which serve to supp-
ly fuel for lubrication and cooling of the rotor bearings and
the wobble plate.
The* rotor face rests on the fixed ported member press..fittai
into the pump housing. The ported member has two semi-circular
ports and a central hole. Corresponding semi-circular cutouts
are provided in the pump housing. One of the semi-circular
ports and the central hole of the ported member communicate
with cavity A at the pump inlet, whereas the other semicircu-
lar port is connected to a high pressure duct at the pump out-
let.
To prevent fuel leakage along the rotor shank, the latter
is fitted with rubber gland 23 mounted in the pump housing
cover.
Steel chrome plated plungers 26 are ground to their res-
pective guide bushes. The plunger faces directed towards the
pump housing cover are given a spherical shape. Springs 28
force the plungers against the spherical surface of the cage
of the radial-thrust ball bearing fitted into the wobble plate.
Wobble l
t
lug
The
the
p a
e 18 has two holes, receiving pins 50, and a
for connection to rod 30 of wobble plate servo-piston 31.
pins are press-fitted into the pump cover. Depending on
position of the servo-piston
th
th
,
e wobble plate can occupy
parlou
s angular positions relative to the pump rotor axis.
Screws 16 and 20, turned into the housing and the cover, serve
to limit the angle of turn of the wobble plate.
As the surface of the wobble plate in the operating po-
sition is not perpendicular
pars move re to the pump rotor axis, the plus-
ration. reciprocally in their guide bushes during pump ope-
The pump rotor is driven by the fuel pump drive shaft
mounted In the accessory gear box.
The automatic speed governor, accommodated in the housin',
CCn315t3 of following main components: centrifugal trans-
Bitter 10, transmitter slide
slide roots ransmi valve 8, spring 3, transmitter
elide 7' wobble plate servo-piston 31, return
platon 32 connected to retu
and Constant pressure valve
rD slide valve 34, lever 35,
?0nstaat fuel ssu 81 (IV - Iv Section) maintai111n6
re at the
valve outlet irrespective of
the fuel pressure built up by the fuel pump (this allows the
components of the automatic speed governor to move at a cons-
tant speed, which ensures stable operation of the gcveinor at
various ratings).
The constant pressure valve is of the slide type. The
slide valve ground to its guide bush is acted upon by a spring
whose tension can be changed by fitting washers under the
valve cap.
The side surface of the slide valve has some holes com-
municating with the central duct.
Fuel from the high-pressure duct of the JP-10.1 pump is
supplied to the constant pressure v:'_vc through tna holes in
tae slide valve guide bush. .;s soon as fuel presa.;:e at t c
valve outlet exceeds the specified value (about 1: kg/s ;.c ,.;
the slide valve will shift against the force of to sprint
and will partially close the holes in the guide bush thus :c-
ducing fuel sup 1y to the valve; the excess fuel will be de-
livered to the low-pressure cavity via the ce :trail duct.
The centrifugal transmitter concists of fork 12 and tv,o
wcibiits 11, capable of turning around their axes fastened
in to fork. The shorter arms of the rweights rest against
-r.c :ace of slide valve 8 through the medium of two needles 9.
.Mien the fork rotates, the resultant centrifugal forces
?t apart the wei;;hts which shift the tr:.ns^itter s1iie valve
;cn~: its axis. The fork with the wei,,hts is driven by the
-I-) rotor through governor drive s.aft 25, its speed be1n-
ul to the speed of the pump rotor.
Transmitter slide valve 8 is ground to sleeve 7, whl:h
;round to bush 6 press-fitted into the governor housing.
=ne external surface of the transmitter slide va_ve c.-rrles
two cylindrical bands, regulating fuel circulation in the
5er7o-3ystem.
i..e force acting on the transmitter e11d valve troy
tr.c centrifugal weight side, is ejualizei by sprint; ) l^,14
:'%c1on depends on the position of the en6ine control lever'
The transmitter slide valve spring tcnstcn $tart* c'?t.C-
1=e: only at a certain position of the er.;;lce ecotrdl lever.
7:?13 position of the lever oo:rssFonds to tto b4::ir'tn: of
^~atic operation (the a;:td rover or ruts into 0#14%*- 1)-
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
-118 -- L -- 119
At a speed lower than that at which the governor starts to
operate automatically, the tension of the transmitter slide
valve spring is maintained constant and is always in excess
of the force developed by the centrifugal weights. The speed
at which the governor starts to operate automatically may be
changed with the help of an adjusting screw. Slide vale
sleeve 7 has some holes on the side surface, through which
fuel at a constant pressure is supplied Into the servo-pisto?
cavities. The slide valve sleeve is connected to the return
slide valve through the medium of lever 5. Return slide
valve 34 is ground to bush 33, press-fitted into the gover-
nor housing, and is capable of axial movement. The surface
of the return slide valve is provided with a cylindrical re-
cess through which, at certain positions of the slide valve,
fuel may be drained from or supplied into interpiston space B.
One end of the return slide valve is coupled to the re-
turn servo-piston, while the other end is connected to the
transmitter slide valve sleeve through lever 35.
Under the action of return lever 35 the transmitter
slide valve sleeve can move axially (relative to the trans-
mitter slide valve and the bush).
Effort is transmitted from the engine control lever to
the transmitter slide valve spring, whose tension sets the
automatic governor at the required speed, through the hydraulic
decelerator, with the aid of lever 73 (Iv -IV Section).
The hydraulic decelerator consists of rod 74 with pis-
ton 75, sliding bush 71, rack 70, and two springs 72 and 76.
Rod 74 is provided with a central duct communicating with
the periphery through two drilled passages, and with a recess
receiving lever 73. The sliding bush is acted upon by spring 12
and is capable of moving along the rod in response to rack 70
connected to the engine control lever. Sliding along the rod
the bush cuts off fuel drain through the hydraulic decelera-
tor rod.
To adjust fuel drain cut-off by the angle of turn of the
engine control lever, as well as the beginning of automatic
operation of the governor, provision has been made for an ad-
Justing device
ing bush 68. consisting of adjusting screw 67 and retain-
Wheu the adjusting screw is rotated, threaded
bush 69 moves along the axle and actuates the sliding bush.
Rotation of-the retaining bush is transmitted through the ad-
justing screw, the hydraulic decelerator rod, and lever 73
to the transmitter slide valve spring, thereby changing the
preset tension of the spring and consequently the speed at
which the governor starts to operate automatically.
The adjusting screw is locked inside the retaining bush
by two balls 65 acted upon by spring 66.
The hydraulic decelerator piston is acted upon by spring 76
on one side, and by fuel pressure supplied from the duct through
the throttling unit on the other. Cavity B under the hydraulic
decelerator piston communicates with the return line via the
central duct in the rod. At stable engine speeds fuel supply
into cavity B is equal to fuel return through the rod.
The position of the rod with piston depends on the angle
of turn of the engine control lever, and consequently on the
corresponding engine speed.
The engine maximum speed is limited and adjusted with the
aid of adjusting screw 79, which restricts the travel of the
rod with piston through stop 77. Turning in of the adjusting
screw causes a reduction in the engine maximum speed, and
vice versa.
The hydraulic decelerator system incorporates a contact-
or acting as an engine interlocking device. when moving to the
right piston 75 shifts lever 78 away from the contactor by
means of stop 77, thereby closing the circuit. Adjusting screw 80
serves to regulate the speed at which the contadtor operates.
The screws regulating the maximum speed and the speed of
contactor one-ration are locked by nuts and are fitted with
caps.
Besides the automatic speed governor, described above, the
governor housing accommodates a throttle cocK, chpiossitthie
main metering device, engine speed depending
of its needle. consists of needle 59
The throttle cock (II - II section)
connected to the engine control lever, needle guide bush 60,
adjusting knob 62, and low throttle slide valve 63. The throttle
on, Providing
d orti
cock bronze needle has a specially profile p
of
for a required change in fuel supply depending on the angle
turn of the engine control lever (up to the engine speed at
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A06210_0010001-0
120 -. 1 -121
-
which the speed governor starts to operate automatically).
The non-operating portion of the needle is made in the
form of a rack engaged with throttle cock shaft gear 64. The
shat, in its turn, is splined to the engine control lever.
The throttle cock needle has two fixed positions depend-
ing on the angle of turn of the engine control lever: the ext-
reme left-hand position "Out-Off" ( CTOII) and the extreme
right-hand position "Full Throttle" ( f0Jlfb,[
the throttle cock needle may 1'A9 ). Be,
n-desbe set in an intermediate non-
fixed position, corresponding to engine idling speed. Synchro-
nization of engine control is rendered more convenient by spe-
cially shaped profiles of the throttle cock needle and the low
throttle slide valve. The above feature allows maintaining the
cock clear openings, which determine fuel consumption at low
throttle, at.a constant value, when the engine control lever
is shifted within the range of 12 to 22?e from the "Cut-Off"
( CTOII ) position (the low throttle sector).
When the engine control lever is set in the"Cut-Off"
( CTOII ) position, the throttle cock acts as a stop-cock, cut-
ting off fuel suppij to the engine burners.
When the engine control lever is shifted to the"Low Thrott.-'
( YAm_.1if rA3) position, fuel supply is regulated by the low
throttle slide valve incorporated in the throttle cock by-pass
duct. Idlin,; speed depends on the position of the slide valve.
''e~:u1 Ltinn of idling speed is made
con.3tint possible by the use of a
pressure drop valve, which provides for the required
fuel consumption, with the low throttle duct clear opening re-
m`inin,; constant. The position of the low throttle side valve
whit.*, determines the duct clear
hic od screw opening depends on the posi-
61 of adjusting knob 62. When the screw is turned
in the clockwise direction the
for he
nCrCi!je lo of slide valve goes up thus making
idling speed; rotation of the screw in the
counter-clockwise direction will cause idling speed to drop.
Before the speed governor
rsFUl.-tioa of the starts to operate automatically
the aid of engine speed is accomplished manually with
the throttle cock.
The control of fuel supply into
below fast at which the the engine at ratings
is accoaptlhi ?the governor starts to operate automatical-
valve which a;,:nt,-ins the help of the constant pressure drop
Constant
Yel pressure difference upstrey
and downstream of the throttle cook (about 10 kg/sq.om.).
This arrangement provides for uniform fuel flow through
the throttle cock depending on the position of the throttle
cock needle.
The constant pressure drop valve (V - V Section) consists
of slide valve 85 acted upon by spring 84,.whose tension can
be changed by fitting adjusting washers 82 under cap 83.
On the spring side the slide valve also takes up the
pressure of fuel supplied through the central orifice of the
throttle cock needle. On the other side, the slide valve is
acted upon by fuel pressure upstream of the throttle cock.
At stable- engine speeds the slide valve is kept in a balanced
position by the above forces.
The side surface of the slide valve is provided with
cylindrical bands serving to regulate fuel drain from the ser-
vo-mechanism interpiston space and fuel supply under the servo-
piston of the wobble plate.
The fuel distributor is designed for distributing fuel
between the fuel manifolds. The fuel distributor Is accommo-
dated in housing 2.
Fuel distributor slide valve 1 is acted upon by spring 37,
whose tension is adjusted by adjusting screw 36. As pressure
above the distributor slide valve increases (which occurs
when the throttle cock is being opened), elide valve 1 moves
against the force of spring 37 and uncovers the ducts feeding
fuel into the primary manifold, with pressure .C=ounting to
511 kg/sq.om., and then the ducts feeding fuel to the ca1n
arrani;enent
ninifold (at a pressure of 14=1 kg/sq.om.). This
cues it possible to feed the required a-ousts of fuel into
the manifolds depending on the fuel pressure downstreaa of tr.o
throttle cock. ine ac:elerntioa,
To ensure proper fuel delivery during eng
an acceleration valve is provided, which 13 enclose! In the
fuel Thetacceleration ivalve (I - I Seot'oa) is eo4;o5e3 Of
the following chin parts: slide valve 511 a11de ** -Tims52,
"aembrane 53, spring 54, and a?1justia6 sarn 55. e el
_e buss
valve provided with cylindrical bands is Croa51 to t,
press-.fitted into the fuel distributor houas6? Th sea'5:Le
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
122 1, ' -- LZ) --
is acted upon by the spring which is adjusted with the aid Of
the adjusting screw; besides, the membrane takes up the pre.,
sure of air bled from the compressor eighth stage and correct.
ed by the supply and bleeder jets. On the other side, the
membrane cavity communicates with the atmosphere.
Fuel pressure upstream of the distributor slide valve for-
ces the slide valve of the acceleration valve against the mom.
brave.
At stable engine speeds the acceleration valve is out off.
To ensure proper fuel metering during engine starting the
FIP-10A pump is fitted with a starter control unit which by-
passes excess fuel from the section upstream of the fuel dist-
ributer, to the return. line. The starter control unit consists
of mushroom-type valve 48, valve seat 49, rod 47 with guide 46,
membrane 45, spring 44, and adjusting sof ew 43. The valve is
pressed against the seat by the spring, through the medium of
the rod and the membrane. The spring tension is regulated by
the adjusting screw. Air pressure, supplied from the compressor
and corrected by the bleeder jet, acts on the membrane from
the spring side. The -other side of the membrane communicates
with the vent system.
The jet supplies fuel from the pipe line running to the
distributor, into the space under the valve. At an engine speed
approximating or exceeding the idling speed, the pressure aft
of the compressor increases to such a degree, that valve 48
closes and cuts off the starter control unit.
In view of the fact that fuel pressure in the engine fuel
system drops at high altitude
ed teh a minimum the HP-1AA fuel pump is furnish-
del tum below valve, which prevents a decrease of
Lion re
for stable o the permissible value and thus provides
peration of the engine when the control lever is
set within the low throttle acceleration during flight at high By reference to
Bh altitude (Fig.100).
titude the idling speed rises first to the value at which the
starts to operate automatically, and then to the
r'P?m? exceeding
due m. the ing the maximum speed of the engine. This occurs
fact that UP to the speed at
starts to operate
which th
r
e governo
automaticall
valve maintain, a constant y, the constant pressure drop
fuel pressure difference at the
throttle cock, while air flow through the compressor decreas-
es; t-,e power required fox rotating the compressor decreases
too. Excess power delivered by the turbine will be used up to
increase the engine speed.
When the governor starts to operate automatically, the
e'gine speed will be maintained constant due to the fact that
the governor will reduce gradually the output of the HP-10A
pump until the minimum pressure valve starts to operate. From
this moment on the engine speed will increase again.
'.lith the minimum pressure valve cut off, engine accelera-
tion would have been greater, for the wobble plate of the
delivery
HP-10A pum;, would have come up against stop causing the fuel pressure to gro. minimum pressure valve
Slide valve 41 (See Fig.99) ofthe
is acted upon by the fuel pressure at the pump nlet washers
spring 40 whose tension is regulated by adjusting
installed under valve cap 39. On the other side the slide
spe-
valve takes the primary fuel pressure supplied through
cial duct. The fuel is fed to the slide valve via the throttl-
ing unit which acts as a damper.
The slide valve is ground to bush 42, and has cylindrical
bands on its surface serving to out off fuel drain from under
the wobble plate servo-piston.
The tension of spring 40 determines the primlrYfuel
ngine.
pressure and, consequently, the fuel consumption by the
If fuel pressure in the primary system exceeds the ten-
sion of the minimum pressure valve spring, the slide valve
cuts off fuel return. drops, the
As soon as the pressure in the primary system slide valve is forced by the spring to connect the cavity under
the wobble plate sexvo-piston to the return line; this
the servo-piston to shift the wobble plate
creased fuel supply.
For expelling the air which may enter the engine fuel sys-
tem when the latter is being drained, the HP-10A pump is fitted
with an air bleeder valve (III - III Section) consisting of
against the seat by spring 56. To expel the air,
ball 57 forced
ess the valve ball
8 and to pr
it is necessary to remove cnp 58 on.
off the seat, with the aircraft tank booster pump
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--- .L44 --- I - 125 --
The ball i6 pressed off with the aid of a special device, sup.
plied with the engine.
Operation of HP-10A Fuel PuQp
From fuel tank 47 fuel is delivered by booster pump ;i.H_9
to the suction line of the HP-10A pump through the fine fuel
filter of fuel-oil unit 48.
During rotation of pump rotor 2 (Fig.101) plungers 3 move
reciprocally in their guides due to the oblique position of
wobble plate 1. +ihen the rotor makes half a turn the plungers
draw fuel through the suction port of ported member 4; when
the rotor runs through another half a turn the plungers force
the fuel through the pressure port and into the high pressure
line.
Fuel is fed at high pressure to throttle cock 9 via duct
"a" and filter 5. 'Vhea the throttle cock is open, fuel is di-
rected via duct " 6 " to the fuel distributor, which distri-
butes fuel between the primary and main burner syjtems depend-
ing on the fuel pressure downstream of the throttle cock.
Regulation of fuel supply into the engine at all ratings,
except augmented rat4.rg, is accomplished by varying the plun-
ger pump displacement which depends on the angle of inclina-
t1osn of wobble plate 1 (the latter determines the stroke of plun-
The angle of inclination of the wobble plate is dependent'
on the position of servo-piston 22, controlled by centrifugal
transmitter (governor) 23, slide valve 6 of the constant fuel
pressure drop valve, and slide valve 15 of the acceleration I
valve.
0 eration of Centrifugal Governor
At stable engine speeds the centrifugal force developed
by the weights is balanced by spring 21 through the medium of
slide valve 18. The spring tension depends on the position of
the engine control lever. The bands of the transmitter slide
valve are so Positioned relative to the holes provided in
sleeve 20, that fuel supplied into chambers A and B creates
a pressure difference which is necessary to keep servo-pis-
tons 19 and 22 as well as the wobble plate in the balanced
Position. In this ca
se ducts 8, n,
d are covered by return
slide valve 46, and inter,')iatop cavity B communicates neiti.
with fuel supply duct 2 , nor with low pressure fuel return
through duct " ji " (in Fig. 101 the s,; ten is siho:?'n
cavity r
in the initial position).
,;ith the system in the balanced position, the tray?ritter
slide valve occupies practically the same position relative to
the sleeve, irrespective of the engine speed.
A change in the preueteimined speed of the engine, for
example, speed reduction due to different flight conditions,
.iisturbs balance between the tension of transmitter sli,'e valve
spring 21 and the centrifugal forces developed by the weights.
The tr:.nsmitter slide valve will be forced by t:ae spring to
shift to the left, thereby increasing fuel supply into chamb-
er B , and its discharge from chamber A (Fig.102). As a re-
sult, servo-pistons 19 and 22 (See Fig.l01) will move to the
left, causing wobble plate 1 to increase its angle of inclina-
tion, thereby increasing the output of the plunger pump and
fuel supply to the engine. Simultaneously with increase of the
engine speed the centrifugal forces developed by the weights
will increase, as a result of which the slide valve will start
to move to the right; the servo-pistons will continue to shift
to the left until the system regains its balance.
Return servo-piston 19 moving to the left aids the sys-
tem in regaining the balanced position. On its travel to the
left the return servo-piston actuates return lever 13,
displaces sleeve 20 to the left thereby reducing fuel circu-
lation in servo-piston chambers A and B (with
If servo-pistons 19 and 22 were rigidly connect
the volume of interpiston cavity B being constant) thede sleeve
holes would have been covered by the slide valve bands in a
more leftward position and the system would have regained
equilibrium at a speed less than the initial one, which would
have resulted in unstable regulation. To provide for stable
regulation and to maintain the preset engine speed at a const-
ant value at varying flight conditions, servo-Pistons 19 and
22 are connected through the medium of cavity B capable of
changing its volume. iston 22 to
This arrangement allows wobble plate servo-P
eeds thereby
s
p
occupy different positions at stable engine
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
126 _..127 -
varying fuel supply, with the position of return servo-pis-
ton 19 and the tension of transmitter slide valve spring 21
unchanged.
The above movement of the servo-pistons will continue
until return slide valve 46 connects interpiston cavity B
with fuel delivery duct "e". From this moment interpiston
cavity B will be filled with fuel, while the servo-pistons
will move in the opposite directions - the wobble plate servo-
piston will move to the left, thereby increasing the output
of the plunger pump, whereas the return servo-piston will move
to the right, towards its initial position, at which inter-
piston cavity B is disconnected from fuel delivery duct "e".
As the return servo-piston is coupled to sleeve 20 through
the medium of lever 13, the end of the adjustment cycle (at
any position of the wobble plate servo-piston) will always
correspond to one and the same position of the sleeve, and,
consequently, of the transmitter slide valve. This provides
for constant engine speed when the engine control lever is
set in a fixed position.
The above is also true for the case of sudden increase
of engine speed, the only difference being that the servo-
pistons will shift to the right, and return slide valve 46
will connect interpiston cavity B with fuel return line run-
nin::.to low-pressure cavity P. Fuel delivery to and its
discharge from the interpiston cavity is accomplished by the
return slide valve through a throttling unit-damper, reducin;
variations in engine speed during the regulation procedure.
The above case refers to automatic regulation of pre-
set engine speed, with the engine control lever being some-
where between the speed at which the governor starts to ope-
rate ,utom'ticr_lly, and the maximum speed.
At a speed lower than the speed at which the governor
starts to operate Automatically, the tension of the trans-
mitter sliJe valve sprin,. always, exceeds the forces developed
by the centrifugal weights. As a result, the transmitter slide
valve i shifted to the left; this might have caused the
wobble plate servo-Piston to move to the left too and to set
the wobble plate in a position, corresponding to maximum
fuel supply. To exclude this possibility, control of fuel
supply into the engine is accomplished through the use of
rons`_~nt pressure drop valve 6, whose spring 7 serves to create
:uei pressure difference at the cock.
if, due to some reason, the engine speed is increased, with
the position of the engine control lever unchanged, the fuel
pressure difference at the throttle cock will exceed the speci-
fied value, and slide valve 6 will shift to the right. This
will cause slide valve 6 to connect interpiston cavity B with
ill start to
fuel return duct " H ", and high-pressure fuel w
flow via duct "k" under the wobble plate servo-piston. As a
result of pressure drop in the interpiston cavity and pressure
increase under the servo-piston, the latter will shift to the
right, thereby setting the wobble a
ponding to reduced fuel supply. This
the engine speed. A drop, in the output of the plunger pump
will reduce the fuel pressure difference at the throttle cook
to the specified value, and slide valve 6 will cover partially
ducts " H " and "k" to provide for such pressure difference in
the cavities of the wobble plate servo-piston, which is requir-
ed for keeping the wobble plate in the new position. govern-
or an engine speed exceeding the speed atich the gov
or starts to operate automatically, the fuel pressure
at the throttle cock is below the value preset 7byothe
spring, therefore slide valve 6 is forced by spring the
left, and the valve is cut out.
ressure duct "k" into low-pres-
To by-pass fuel from high-p lm rotor
sure cavity r when the engine is cut off with hlve
still running, and the throttle cock closedith the slide eids va valves
has some holes for draining fuel when the pressure
reaches 15 kg/sq.om. In this case the constant pressure drop
valve ants as a reducing valve.
eration of Acceleration valve
uickly (within" - 2 seta
With the engine control lever q
fuel supply into the engine is
controlled by the acceleration valve togcb"?? --- valve oon-
.i.*ation
fit decelerator. The function ~. engine aoo r
sists in limiting delivery of excess fuel during e
while
leration from idling speed to about 9300 .en speed with
the hydraulic decelerator serves to regulate the s
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
which the transmitter slide valve spring changes its tensiop
to suit the engine speed set by the engine control lever
(Fig.103).
Note: If, with the engine control lever set within
the manual control range, engine speed turns to
be equal to or in excess of the speed at which
the governor starts to operate automatically,
which occurs at high altitude, engine aoceleraticn
is controlled only by the hydraulic decelerator
(the acceleration valve being out out).
The speed with which the tension of the transmitter slide
valve spring is changed, is regulated by throttling unit 12
(See Fig.101). It is so adjusted as to provide for normal
shifting of the engine from one rating to another.
When the throttle cook is quickly opened, fuel pressure
difference at the throttle cock is sharply reduced, which
causes valve 6 to move to the left, thereby covering the re-
spective ducts (See Fig.101). The servo-piston quickly shifts
to increase the angle of Inclination of the wobble plate; as
a result, fuel pressure downstream of the throttle cock sharp-
ly rises. As this pressure rise affeota slide valve 15 of the
acceleration valve, the slide valve shifts to the right there-
by uncovering ducts " W " and ^ A ?, connecting cavity B to
fuel drain line, and chamber A to high-pressure supply line;
the wobble plate servo-piaton will move to the right thereby
reducing fuel supply into the engine. Acceleration of the
engine will be accompanied by a rise in air pressure aft of
the compressor; as this pressure affects the acceleration
valve membrane, the slide valve will move to the left thereby
covering ducts " i ^ and e.g ^~
The forces acting on the slide valve of the acceleration
valve are so calculated as to provide for the required fuel
supply to the engine, when the latter is being accelerated.
When the engine control lever
rack 10 will displace is shifted to another position,
the holes sliding bush 11 to the right and cover
in the rod. Fuel drain from under the hydraulic de-
celerator piston will
rod will alowl stop, and the piston together with the
mo
lie decelerator
ve to the right. 04 its travel, the hydrau-
rod will actuate lever 14 which will smoothly
change the tension of transmitter slide valve ?wino 21, so
that it may suit the respective engine rating (corresponding
to the position of the engine control lever).
The speed of this change is adjusted by changing the re-
sistance of the throttling unit.
operation of Starter Control Unit
The starter control unit provides for required fuel sup-
ply to the engine when the latter is being accelerated to
idling speed.
The need for a starter control unit is dictated by dis-
crepancy between actual fuel delivery change ensured by the
HP-10A pump, and the fuel delivery change required by the en-
gine at starting.
Fig.104 illustrates the nature of changes in actual and
required fuel consumption during engine acceleration to idling
speed.
By reference to Fig.104 it will be seen that during en-
gine starting, the HP-10A pump, operating at the maximum
angle of the wobble plate inclination until a pressure diffe-
rence of about 10 kg/sq.emo is created at the throttle cock,
and the constant clear opening of the throttle cock, determin-
ed by the position of the low throttle slide valve, ensure
fuel consumption far in excess of the required amount.
Delivery of great amount of excess fuel may result in
overheating of the engine hot section components due to a
sharp rise in gas temperature. at ataz`-
The starter control unit regulating fuel delivery
ing operates as follows.
the
rottle
e
growing pressure of fuel downstream of
th
cook increases the force acting on valve 48 (See Fi9M)whi0h
is pressed against seat 49 by spring 44. ;,den the force acting
on the valve from the fuel duct side rcaMes the force of
the high-
m
f
ro
fuel
Spring 44, valve 48 starts to by-pass one pressure duct to the suction side of the AP-10A pump. As the
engine speed inoreasee, the air pressure supplied into the
membrane cavity of the valve grows. This will result in on in-
crease of the force acting on the valve from the membrane tC t'~
vity side, and the valve will reduce the by p
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
suction side of the pump. As soon as the engine reaches idling
speed the valve comes up against its seat thereby cutting oft
fuel by pass altogether.
FUEL MANIFOLD WITH MAIN BURNERS
Fuel is delivered to the main burners via the fuel mmi_
fold.
S$eoitications for Fuel Manifold with Main Burners
1. Fuel flow through fuel
manifold and main burners,
at pressure 46 kg/sq.cm.
and temperature 25?3?C, with
main duct partially throttl-
ed . . . . . . . . . . . . . . . . . 2800?100 lit /hr
2. variations in fuel flow
through different main burn-
ers at pressure 46 kg/sq.cm.
and temperature 25+3?C . . . . . . . ?3 per cent
3. Fuel flow through fuel mani-
fold and main burners at
pressure 40 kg/sq.om.and
temperature 25-3?C . . . . ... . . . 3950 - 4100
4. Variations in fuel flow
through different main burn-
era at pressure 40 kg/sq.cm.
and temperature 25+3?C . . . . . .
u
5. Fuel fl
ow thro
gh low throttle (primary)
manifold and main burners at
pressure 10 kg/aq.om. and
temperature 25?3?C . ? ? . ? . . .
6. variations in fuel flow 250
through different main burn-
+
. ? . ? . . ?
-6 per cent
The nature
of changes in fuel flow through the fuel '
fold and the main burners depending on is
illustrated in F1g?105. the fuel pressure
era at pressure 10 kg/3
- 265 lit /hr
and temperature 25?3?C ""
--131-
Fuel Manifold Construction
The fuel manifold (Fig-106) comprises primary manifold 3
and main manifold I. Primary manifold 3of theconsists
burnertprimarymm
div. pipes, connecting the pipe unions
recpe of f the
fuel ducts and forming a closed ring. Theulower
he
primary manifold is provided with a Pipe union
uvvalve;
pipe, which connects the primary manifold. to the drain
the upper pipe of the primary manifold carries a pipe
serving for fuel delivery to the manifold.
Main manifold 1 consists of an 8x10 mm dia.closed circu-
lar pipe, made up of to=o halves, and ten 4x6 mm dia. pipes,
which connect the pipe unions of the burner main ducts to the
circular pipe. The upper part of the main manifold circuularthe
pipe is furnished with a pipe union for fuel delivery into
manifold, whereas the lower part has a pipe union receiving
the pipe which connects the main manifold to the drain valve.
The pipes are connected to the burners and to each other
by means of threaded joints
ia=erY3bricated from steelgl7C18'ri9T
The fuel manifold pipes
coated on the outside with yellow enamel A-6. The fuel mani-
fold with the main burners is checked for tightness by
sene at a pressure of 150 kg/sq.om.
Vain Burners
The main burners are designed to spray fuel supplied by
the HP-10A fuel pump, into the engine combustion chambers.
Fuel is injected into the combustion chambers by ten
main burners.
ifications for Blain Burner
Spec
1 Type open, centrifugal, dup-
. lei
2. Fuel flow through pri-
mary duct of burner at
pressure 30 kg/sq?cm.
and temperature 25?3?C ? ? ? ? 4411 it /hr
Fuel flow through both
ducts at pressure 40 kg/a4?00? ? 420-5.7 lit/hr
3. Spray cone of fuel de-
livered through primary
duct at pressure 30 kg/sq?om
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132 133 -
1 s Press-fitted into the primary
The nature' of changes in fuel flow through the main burn-
er ducts depending on fuel pressure before the burner is illu-
strated in Fig.l07.
over ?15
ducts at pressure 40 kg/sq.cm. . . not over ?15
6. Dry weight of main burner . . . . . 266 gr
. . . 110?5?
0.45+0.05
ture 15 - 35?C . . . .
? not
Uniformity of spray, with
fuel delivered through both
4. Back ressure in m:.in
duct with fuel supplied
through primary duct only,
at fuel pressure 30 kg/sq.cm.
and temperature 25?3?C . .
5. Uniformity of spray (at
disti.nce 70 mm from nozzle)
with fuel delivered through
primary duct at pressure
30 kg/s~L.cm. and tempera-
pressure 40 kg/s ,.c;:j. . . . . . 83?50
and temperature 25+3?C . . .
Spray cone of fuel deliver-
ed through both ducts at
rear
fuel
Main Burner Construction
The main burger (Fig-108) consists of the following
parts: body 1, separating bush 2, swirler 7, filters 8, spay
tip 4, nut 6, packing ring 5,and lock 3.
St
eel body 1 has a flange for fastening the burner to the
compressor housing, two pipe unions and two ducts for
delive
ry CO the burner spray tip.
The play tip (F1g.109)
nozzle. Steel nut 6 (See Fig-108) has six 3-mm dia. holes,
eniformly spaoed round the circumference and serving to supp-
ly air to swirler 7. Besides, it has two 3.5 dia.
holes for a special wrench serving to screw the nut onto the
body. The nut is nitrated round the entire circumference to
a depth of 0.06 to 0.18 mm.
Filter 8 is a gauze type. It consists of a steel casing
and brass gauze No.016 (State Standard 6613-53). The side
surface of the casing has three recesses uniformly spaced
round the circumference and covered with
hngauzwide e.
range of
To obtain adequate fuel spray w
the sys-
fuel consumption, the main burner is provided with a two
tems. The first system comprises the primary du
mary nozzle through which fuel is injected into the combustion
chamber. Through the first system fuel flow28S3Uaepressure Of
pressure
6 to 8 kg/sq.cm. which corresponds to the
at starting. The second system consists of the main duct and
the main nozzle projecting into the swirl chamber of the pri-
mary nozzle. When fuel pressure in the primary manifold reach-
es 6 to 8 kg/sq.cm.,the second system starts functioning.
The two swirl chambers allow the fuel from the
second system to be additionally swirled fuel delivered
through the first system. This arrangement contributes to ade-
quate atomization of fuel at the moment the second system fully
trt
ep. pump
to function. With the fuel distributor of HF-10A
open, the first and second systems operate
systems are divided by
The ducts of the first and second tip 4 is sealed in the
separating bush 2 (See Fig.lC8)? pay is led inn td
body by copper tapered packing ring 5 The ring
with the help of nut 6, which is secured by lock 3. Carbon for-
ented
mation on the primary nozzle and on the nut face is prevented
by swirler 7 installed between the packing ring and t
face of the nut. The swirler has eight tangential slots for
passage of air which is delivered to the outlet 1urfac fZ he
nozzle. Air is supplied to the swirler through Six
xiholees s 8 safe-
Tided in nut 6. The body pipe unions incorporate
guarding the burner spray tip against clogging. The filters may
be removed from the burner for inspection without dismantling
s
the burner from the engine. The finally assembled main burner
main nozzle 2 and plug 3. consists of
The Primary nozzle is made of steel %B5 and has two 0.35
dia. tangential holes, a swirl chamber, and a 2.2 mm dia.
central outlet +0.02
hole.
The main nozzle is manufactured from steel ' ' and has
six 1-mm dia. tangential holes
circumference , uniformly spaoed around the
, a swirl chamber, and a 2.2+0.02
outlet hole. The main mm dia. central
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are tested for fuel flow, spray cone, uniformity of spra,Y'
and for tightness.
The main burners are fully interchangeable and may be
arran.-ed on the fuel manifold without impairing its opera..
Afterburner Fuel Supply
The system of fuel supply into the engine at augmented
rating provides for delivery of automatically metered amounts
of fuel into the engine afterburner depending on the speed
and altitude of flight.
The afterburner fuel system includes the HP-11A fuel
pump, front and rear manifolds with fuel nozzles, and fuel
pressure warning mechanism ACA-2 providing for opening and
closing of the Jet nozzle shutters, when the afterburner is
turned on and off respectively.
HP-11A FUEL PUMP
The HP-11A fuel pump is designed for delivery of auto-
matically metered amounts of fuel into the engine operating
at augmented rating.
Specifications for HP-ll_A Pum
1. Type . . . . . . . . . . . variable displacement plung-
er type
2. Designation . . . . .HP-11A
3. Number of plungers ? . 9
4. Diameter of plung-
er .
5. Direction of rota-
tion of pump rotor
MaY.imum speed of
? . . . right-hand (if
drive end)
Pump rotor . . . . . .
3
6
?
5
5
20 r.p.m.
7. Fuel
pressure at
Pump inlet 1.6 - 2.6 kg/sq.cm.
Maximum
permissible
fuel pressure at
pump outlet
? 90 kg/sq.cm.
9. Maximum output at pump
rotor speed 3565 r?P?m? 3620 - 3740 lit -Air
10. pump output at all ratings
except augmented . . . . . . . . .300-600 lit./hr
11. D.C. voltage energizing .20- 26 Q
solenoid . . .
12. pump weight . . . . . . . . . . . not over 14 kg
Construction of HP-11A Fuel Pump
The HP-11A fuel pump (Figs 110 and 111) is a variable dis-
placement plunger type. It ensures automatic metering of fuel,
delivered into the engine, depending on the altitude and speed
of flight.
The cast aluminium housing and cover accommodate a high-
pressure plunger pump, an afterburner cook, a fuel valve. with a
oa a ffuel
cut-off valve, a constant fuel pressure rvalve,
abyepass
valve, a solenoid valve controlling
contactor.
burner cook, and an interlocking device the altitude
Fuel delivery into the engine {heebazostat mounted on the
and speed of flight is regulated by
pump housing flange. similar
The pumping unit of the HP-11A pump (Fig.112) is
in design to that of the HP-10A pump, the only difference being
that the HP-11A pump has nine plungers,l5 mm in diameter. Be-
sides, the pump rotor is furnished with roller bearing 6 and
wobble plate thrust ball bearing 10. equent-
The angle of inclination of wobble plate 57, 7, 20 and, cis
ly, the pump output are changed by servo-p
coupled to wobble plate 57 through the medium of rod 21. On one
side the servo-piston is acted upon by springs 18 and 19, as
well as by fuel pressure supplied from the high-pressure duct
through Jet 17 and the damper. On the other side the servo-
om the
piston is acted upon by the pressure of fuel delivered-fromithee
high-pressure duct. Fuel consumption depending on t
the barostat (See the Graph
and speed of flight is controlled by III at (See heg.rap
_
Presented in Fig.113). The barostat (III - Se'
consists of two housings 29 and 56, divided by flexiblespartihe
tion 32 carrying the support of'lever 31. Spring 39 preses
lever against mushroom valve 38, preventing fuel drain from
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constant pressure aft of spring 2 determining the value
the valve;
cavity A behind the wobble plate servo-piston. The force of
spring 39 is opposed by aneroid 28, the fuel ;ressu,e supplied
from cavity a, and the fuel pressure supplied from the high_
pressure duct to the barostat through membrane 34 and piston 33,
resting on lever 31 below. The pi:.'_on is accommodated in eccent.
ric bush 35. The place where the fuel pressure is apalied to the
lever may be changed by turning the eccentric bush.
A damper installed forward of the membrane safeguards the
barostat against deleterious action of fuel pulsation which is
likely to occur.
As the spring tension remains unchanged at various condi-
tions of flight, fuel pressure in the high-pressure duct will
be determined by the aneroid resilience which depends on the
full pressure of the air admitted into the engine. Thus, the
barostat utilizes the principle of direct dependence between
the fuel pressure downstream of the pump and the altitude and
speed of flight.
Barostat adjustment is carried out in compliance with the
specifications, by using adjusting screw 40 of mushroom valve
spring 39, and also by manipulating aneroid screw 41.
With the afterburner turned on, fuel supply into the engi-
ne is accomplished by opening the afterburner cock. The after-
burner cock (II - II Section) comprises bronze needle 43. The
needle his a specially shaped portion to provide for the requir-
ed changes in fuel delivery when the cock is being opened, and
cylindrical groove "a". With the afterburner cock closed, the
cylindrical g.*oove ;ernes for draining fuel from cavity A, as
a result of which the wobble plate is set in a position, corres-
ponding to minimum fuel delivery (limited by screw 26).
The afterburner cock needle is connected with piston 44
and moves along steel guide bush 42.
The piston of the afterburner cock needle is acted upon
by spring 45; on the other side it is affected by the fuel
pressure supplied to the space below the piston from the high-
pressure duct.
To ensure that the afterburner cock be open at a constant
speed irrespective of the fuel pressure in the pump high-Pres-
sure duct, provision has been made for constant pressure
valve 3, the tension of valve
of
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The speed of afterburner cock opening is dependent on the
capacity of throttling unit 25.
The afterburner cock is opened and closed by solenoid
valve 1, controlling fuel delivery to the space below the
piston of the afterburner cock needle.
The afterburner cock system incorporates a contactor ser-
ving the interlocking devices. When the afterburner cock piston
reaches the extreme position (See II - II Secttion),, which uin
dicates that the afterburner cock is fully open, rod in contactor 46 thereby closing the electric circuit. The
contactor is set to operate within 0.9 to 1.0 of the augmented
rating.
Fuel valve 50 located at the pump outlet, regulates fuel
supply into the engine at augmented rating depending on the
fuel pressure set by the barostat. The valve has a specially
shaped portion fitting into the metering port of valve bush 60.
Clear openings of the valve depend on theposition ofuthe valve
shaped portion relative to the metering por of the .
Valve travel for opening, and consequently fuel feed in-
to the engine depend on the fuel pressure before the valve
and on the force of spring 49, whose tension may be changed
by manipulating adjusting screw 48.
To reduce the fuel pressure which tends to rise sharply
in the high-pressure duct due to closing of the afterburner
n-
cock, the HP-11A pump is furnished with a by-pass
necting the ducts arranged upstream and downstream of the af-
terburner cock with the return line.
The by-pass valve consists of slide valve 23 loadedwith
spring 24, whose tension determines thebeginning
grofsfue up
stream Pass. The slide valve is acted upon by the
stream of the afterburner cock and by the fuel pressure down-
stream of the afterburner cook from the spring side. With the
afterburner cock open, the difference between the fuel pres-
sures upstream and downstream of the afterburner cock is too
small, therefore spring 24 forces the slide Valve to
the
fuel by-pass. When the afterburner cock is ecloscuoseg there-
fuel pressure shifts the slide valve against
by by-passing fuel into the low-pressure cavity.
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To eliminate fuel leakage through the afterburner fuel
nozzles (when the engine is at a standstill) cut-off Poppet
valve 52 is installed upstream of the fuel cock. The valve is
loaded with spring 59 resting on plug 58. The valve is pre-
vented from cocking by guiding dowel 53 press-fitted into the
plug and guiding the valve motion. The working surface of the
valve rests cn seat 51 thereby preventing fuel leakage.
Any air getting into the pump when oil is drained from
the aircraft tanks, or when the pipe lines are detached, is
discharged through pipe union B furnished with a ball valve.
Ball 55 is acted upon by spring 54, which presses it against the
seat thereby preventing fuel flow from the pump. To evacuate
the air, it is necessary to switch on the fuel tank booster
pump and to depress the ball with a special device supplied
with the engine.
The HP-11A fuel pump is installed on the accessory gear
box flange(at the left-hand side of the engine) with the help
of a quick-change joint.
Operation of HP-11A Fuel Pump
The HP-11A fuel pump is connected to the fuel system of
the engine in parallel with the HP-10A pump (See Fig.101).
The pumping unit of the HP-11A pump operates on the same
principle as the HP-10A pump.
Fuel from the high-pressure duct is delivered to after-
burner cock 36, into cavity g of servo-piston 26, to membrane
(aneroid) 32, barostat mushroom valve 28, and to constant
pressure valve 27.
With the afterburner cock closed, cavity H aft of the
wobble plate servo-piston is connected to the low-pressure
cavity through duct "p", jet "c",and cylindrical groove "m",
provided in the afterburner cock. Due to this the wobble plate
is set in a position corresponding to minimum fuel delivery and
located b.w screw 24.
'Then the afterburner is turned on, the electric circuit of
the solenoid val
ve closes, causing valve 38 to out off fuel
drain via duct Q Fuel pressurized to a value,
cock set by cons-
tant pressure valve 27, will be supplied below afterburner
piston 37
th
ereby shifting it to the right. The speed of
I*.
the afterburner cook travel depends on the capacity of throttl-
ing unit 35. When the afterburner cock is open to capacity
it cuts in contactor 41 of the interlocking device disconnect-
ing the ignition system in the afterburner.
While travelling to the right, the afterburner cock will
cut off fuel drain from cavity IA aft of the wobble plate
piston, and the latter will move to the left to increase fuel
delivery. The speed of the wobble plate motion depends on the
capacity of jet "c" and damper "z". Simultaneously, the after-
burner cock will direct fuel through out-off valve 44 to fuel
valve 43.
The fuel pressure will cause the fuel valve to shift to
the right thereby supplying fuel into afterburner manifolds 45.
The servo-piston travel will continue until the plunger
pump output is sufficient to meet the required fuel consump-
tion as set by the barostat.
Changes in the conditions of flight, for Instance,
air pres-
sure of altitude, or reduction of speed, will a re pre
sure in barostat aneroid chamber 8 to drop; iid a 3e there-
by to expand, will act on lever 31 with a greater rosforce bth
by relieving spring 29 of valve 28, and increasing
wobble
pass from cavity H aft of the wobble plate piston.
of wob
of fuel the
plate servo-piston will move to the right. The output
pump will decrease,cnusi~na consequently of fuel de-
livery in high-pressure duct "n r
livery to the afterburner manifold. ThefuelP feedowill be re-
duced until a state of balance sets up in
solenoid vagae
When the afterburner is turned nfthe fuel drain line from
circuit will open, valve 38 will oPe and the
40P isrThea, anddtheal
cavities ]1 and M of the afterburner cock
afterburner cock will be closed by spring
groove, provided in the afterburner cock, will connect cavi-
ty H to fuel drain line, and the servo-piston with the
wobble plate will shift in a position, corresponding to mini-
With the afterburner cock being uL'a__, -
between fuel pressures upstream and downstream of the after"
burner cock will increase, causing out-off valve 44 to open
u, thus -af
duct
and to by-pass fuel from the high-press
and
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
guarding the high-pressure ducts against excessive stresses,
Cooling of the pumping unit of the plunger pump and lub-
rication of the bearings during pump operation are accomplish-
ed by the fuel circulating through the pump. 71hen the pump
rotor spins, fuel flows via central drilling 0 in the ported
member to cavity A of the rotor whence it is delivered by
centrifugal forces via oblique ducts H of rotor 25 into the
interrotor cavity. From this cavity the fuel is directed to
the suction side of the pump through jet M.
in diameter, with ten welded uniformly spaced pipes cairying
the fuel nozzle bodies, and a fuel supply pipe.
The fuel supply pipe has a sleeve at the end which ser-
ves to connect the pipe line delivering fuel from the IIP-1L".
pump to the manifold. The components of the front afterbur-
ner manifold are manufactured from steel IX18H9T.
Rolled into the fuel nozzle bodies are fuel nozzles
which atomize and inject fuel into the afterburner, at an
angle of 45 0 to the gas stream. The fuel nozzles are of the
centrifugal, single duct type. The fuel nozzle (Fig.115) con-
sists of atomizer It plug 2 and retainer 3.
Atomizer 1 is made of steel X10C2M and has three 0.7-mm
diameter tangential holes evenly spaced round the circumfe-
rence, a swirl chamber and a 2.2+0.01 mm diameter centrifugal
detachable structure comprising a closed circular pipe, 8x10:,%
The front afterburner manifold is designed for fuel deli-
very to the afterburner fuel nozzles.
The front afterburner manifold (vig.114) is a non-
outlet orifice. Press-fitted into atomizer 1 are plug 2 and
retainer 3, preventing the plug from movement.
Fuel from the front manifold is fed to the fuel nozzles
and, after being swirled in passing through the tangential
holes and the swirl chambers, is injected into the afterbur-
ner through the central orifices.
The amount of fuel delivered through the fuel nozzles
of the front manifold at a pressure of 40 kg/sq.cm., and a
temperature of 25+100C is within 1500 to 1570 lit /hr, while
discrepancy in fuel flow does not exceed ?3 per cent.
REAR AFTERBURNER ?,LtNIFOLD
The rear manifold serves to feed fuel to the starting
and main fuel nozzles of the afterburner.
The rear afterburner manifold (Fig.116) being similar in
design to the front manifold, differs from the latter in that
it has only five main fuel nozzles. Besides, it is furnished
with starting fuel nozzles supplying fuel to the centre of
the afterburner where spark plug CII-02 is located.
The amount of fuel delivered through the rear manifold
fuel nozzles at a pressure of 40 kg/sq.cm., and a temperature
of 25=10?C is within 1050 to 1100 lit /hr, whereas discrepan-
cy in fuel flow does not exceed ?3 per cent.
BNGINB VENT AND DRAIN SYSTEMS
The vent system serves to prevent the drainage cavities
from being overfilled with fuel leaking through the packed
joints of the accessory drives, as well as to remove excess
fuel and oil from inside the engine.
The drain system is designed for discharging fuel from
the fuel manifold (the main manifold and the primary manifold).
Fuel is drained with the purpose of preventing combustion
outside the combustion chambers at starting or after en-
gine is shut off, as it may cause overheating of
engine parts and result in abnormal operation of the engine.
The vent and drain systems are comprised of the following
main parts and units-: a drain valve,a tee-p
a drainage tank, fuel sumps and pipe lines.
The drain valve is designed for automatic drainage of
fuel from the fuel manifold after the engine is shut off.
The drain valve (Fig.117) consists of the followingve
parts: housing 2, cover 1, cup 3, valve 6, spring 4,
atop 5, filters 7, and bush 8.
Housing 2 is manufactured from duraluminum. It aooommo-
dates the parts of the drain valve. On the outside the housing using.
carries three pipe unions serving for connection of pipe
Pipe union "a" is connected-to the primary manifold; pipe
union " 6 " communicates with the main manifold; pipe union " B
is connected to the drainage tank through the drain tee-piece.
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Cover 1 is fabricated from steel and is furnished witha
pipe union and a stop. Fuel from the cavity forward of the
HP-10A pump distributing valve is delivered to pipe union na"
via the pipe line. The stop limits the travel of the valve and
cup to the left.
Press-fitted into the pipe unions of housing 2 and covert
are filters 7, safeguarding the valve against clogging.
Filter 7 consists of a bush and a gauze. The gauze is
soldered to the bush face. Valve 6 is comprised of a seat and
a hemisphere hinged to the valve seat with the help of a doeel.
The hemisphere is capable of swinging around the dowel which
permits it to occupy a proper position relative to the valve
stop during drain valve operation. Valve stop 5 consists of
two steel bushes press-fitted into housing 2. Inner duct "2"
of the stop inner bush serves to drain fuel from the primary
manifold, while fuel from the main manifold is discharged via
outer circular groove "g" running between the housing and the
outer bush of the valve stop. The face of the valve stop as
well as the sealing strface of the valve proper are ground to
each other. With the engine running, rubber cup 3 and valve 6
are forced against spring 4 to the extreme right-hand position
by the fuel pressure supplied from the cavity forward of the
HP-10A pump distributing valve; in this position the rubber
cup and the valve cut off fuel drain from the fuel manifold.
after the engine stoppage, fuel pressure on the valve
cup is relieved and the spring forces the valve to the extreme
left-har. position, thereby connecting the fuel manifold to the
To ensure free travel of valve 6 and cup 3 tending to
connect the fuel manifolds with the drain line(to avoid hyd-
raulic lock), when the stop-cock is being closed, bush 8 and
housing 2 are provided with ducts affording communication bet-
ween the cavity under the cup and the drain cavity for the
primary manifold. These ducts serve to drain fuel expelled by
the moving parts of the drain valve when the engine is stopped.
For limit
i
drain line.
ng fuel supply into the primary manifold from
cavity located toward
The drain valve is seoured by two bolts to a steel bracket
mounted on the lower portion of the compressor rear housing
flange.
tee-piece (Fig.118) consists of steel adapter 1,
The
union nuts 2, and locking rings 3.
The side surfaces of adapter 1 carry one pipe union and
three nipples. The lower part of the adapter is fitted with a
flange. When the engine is inst~hrounthe afuelais discharg-
ed to the adapter flange, through which
to the atmosphere.
The adapter nipplea mount union nuts 2 held in place by
locking rings 3. Tne locking rings are press-fitted into the
circular grooves formed by the semi-circular grooves in the
ada-)ter nipples and in the union nuts. The adapter is provid-
ed with three ducts.
Duct " d " connects pipe union "a" with nipple Pipe
union "a" is connected to the drainage tank through a pipe.
Nipple " 6 " is connected to the with the help of
secured
a union nut. Nipples B " and
by means of union nuts. receives fuel flowing from
The drainage tank (Fig.119)
the vent and drain systems, and discharges it beyond the jet
nozzle. of upper
The drainage tank is a welded structure made up
half 9 and lower half 10 fabricated fr1.8 thick
are
minium alloy AMiJM . Welded to the upper two bearers 11 and six pipe unions made of aluminium alloy t A!MPM . The drainage tank is secured to the brackens through
the holes provided in the bearers. Pipe unions end-
for delivering fuel into and out of the drainage tank. Depend-
ing on whether the drainage tank is installed on the right-hand or
left-hand engine, one of these pipe unions is used for drain-
ing fuel into the drainage tank, whereas the other serves to
discharge fuel from the drainage tank via the pipe
beyond the afterburner adjustable Jet nozzle. Reserve pipe
union 4 is stopped with a plug.
To ensure complete drainage of fuel from the drainage
tank, pipe unions 3, 4 and.6 are provided with pipes 12,
which are arranged in such a manner that
fuelicanudrain fromo
the lowest point of the tank. Comp
valve when the of the HP-10A pump distributing
in the engine is running, the duct in bush 8 is made
form of
a 5-mm oiameter Jet.
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144
the drainage tank from the compressor rear housing through
pipe unions 1 and S. Depending on whether the drainage tank
is arranged on the right-hand or left-hand engine, one of these
pipe unions is used for compressed air supply, the other being
stopped with a plug. Air delivery is via a pipe furnished with
a 1-mm diameter jet. The drainage tank communicates with the
atmosphere thrsu,~h pipe union 7. To provide for proper venting
of the drainage tank irrespective of its installation on the
right-hand or left-hand engine, pipe union 7 is fitted with
4x6 mm diameter pipe 5, having an additional 4-mm diameter
hole located near the pipe union.
The pipe is secured by clamp 2, welded to the upper half
of the drainage tank. The outer pipe connects pipe union 7
to the pipe serving to discharge fuel from the drainage tank.
The drainage tank is checked for tightness by air pressure of
0.5 kg/sq.cm. maintained for 5 min. The tank is coated with
black enamel A-12.. It is mounted in the lower part of the comp-
ressor housing, on four brackets secured by the bolts of the
lower joint.
The drain cock (Fig.120) comprises aluminium alloy body 2
with three pipe unions and two lugs. Accommodated inside the
body is steel rod 3. The rod is grooved at one end to receive
rubber packing ring 1, the other end carrying thrust bush 4
seoured by dowel 6. The bush takes the thrust of spring 11
tending to shift the rod to the right.
Packing ring 1 rests against the cook body thereby sealing the
outlet hole of pipe union "a". The other end. of the spring
bears against washer 7. Fitted between the washer and the cook
body is rubber packing ring 8 preventing seepage of fuel and
oil from the cock pipe union cavity into the 'spring cavity, and
consequently into the aircraft engine compartment. The cook
body lugs mount cam 5 fastened by dowel 10. Placed between the
cam and the body lugs are plate springs 9, holding the cam in
a definite position. Pipe unions "a" connect the drain cocks
via the pipe lines with the compressor inlet housing pan and
with the oil tank of fuel-oil
u
afford
nit 317A. Pipe unions " 6 " and
communication between the drain cocks on the one hand,
and the drainage Pipes and the tee-pieoe on the other. The
drain cocks serve to discharge
sor inlet housing oil from the rte., of the nomnres-
Are
At tae same time, the side holes of the drain cock pipe unions
serve to drain fuel from all units irrespective of the posi-
tion of the drain cock rod.
The drain cocks are opened by turning the can through
900, which causes the rod to overcome the force of the spring
and to move to the left thereby directing oil from pipe uni-
on "a" through the drain cock and into the tee-piece,whence
it is drained through the hole in the tee-piece flange and
is further discharged under the aircraft fuselage via a pipe.
Construction of the fuel sumps is described in Chapter IV
"Afterburner".
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Drainage of Fuel and Oil
The fuel leaking through the glands of the drive shafts
of the HP-10A, HP-11A and Ull-9 pumps (See Fig.101), through
the clearances of the drive rods of the HP-10A and HP-11A
pump limit switches, through the cup of the air blow-off cont-
rol mechanism rod, the fuel forced out of the air blow-off-
control mechanism cylinder when the air blow-off band is
being closed, as well as the oil seeping from the accessory
gear box through the glands of the HP-10A, HP-11A and UH-9
pump drives, are directed into the common drainage pipe to
be discharged to the atmosphere through the drain cocks and
the tee-piece.
The fuel leaking along the rod of the HP-10A pump acce-
leration control unit valve is discharged directly to the
atmosphere.
The fuel drained from the fuel sump at the nozzle assemb-
ly-to-diffuser joint, from the nozzle assemblies of the first
and second stages, as well as from the aft part of the comp-
ressor rear housing, is directed to the pipe unions receiv-
ing the aircraft pipe lines. The flame igniters and the front
part of the compressor rear housing are drained through a
pipe and a flange.
Drainage of fuel from the fuel sump arranged at the af-
terburner shell-to-diffuser joint, from the afterburner pipeeeted
with diffuser, from the afterburner and the ejector, is
through the pipe unions receiving the aircraft pipe lines.
'then the engine is stopped, fuel from the main fuel
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manifold and from the primary manifold is drained into the
drainage tank via the drain cock and the drilled passage in
the tee-piece.
During the next engine starting the fuel is forced out
of the drainage tank and into the atmosphere by compressed
air (P2) supplied from the compressor into the drainage tank.
PIPE LINES OF ENGINE FUEL,
OIL, AND AIR SYSTEMS
The pipe lines of the engine fuel, oil, and air systems
are fabricated from steel 20A, except for the pipe lines of
the high-pressure fuel system, which are manufactured from
steel IX18H9T.
The diameters of the pipe lines vary from 4x6 ma to
32x34 mm.
The pipe lines of the fuel system are coated with yellow
enamel A-6, the pipe lines of the oil system with brown ena-
mel A-8, and the pipe lines of the air system with black
enamel A-12.
The pipes subjected to high temperatures are not painted.
To provide for rigid attachment of the pipe lines and to
prevent vibration, the pipes are secured to the engine by
means of yokes (Fig.121) installed on the engine; besides,
the pipes are secured 'o each other by aluminium clamps (Fig.122).
The following types of joints are employed on the engine
pipe lines:
(1) a standard spherical joint installed in places sub-
Ject to high temperatures;
(2) a nipple Joint with type AM rubber packing (Fig.123)
used primarily in locations with normal temperatures;
(3) a nipple Joint sealed with aluminium or copper rings
(Fig-124) used in places subject to high temperatures;
(4) flanged Joints packed with rubber gaskets (Fig-125);
(5) a telescopic joint (Fig-126);
(6) a nipple joint of "Parker"
(7) a durite joint (Fig.128); type (Fig.127);
(8) a nipple Joint (Fig-129).
C h a p t e r X
ENGINE ELECTRIC EQUIPMENT
The function of the engine electric equipment is to Pro-
vide for engine starting, to energize the units installed on
the aircraft and on the engine othetmeanshofmaximum
checking engine
augmented ratings, and to provide
includes the
operation. Besides, the engine electric equipment system of interlocking devices safeguarding the engine and its
units against operation at abnormal conditions.
Depending on their function individual equipments of the
electric system are divided into power sources, starting units,
units cutting in maximum and augmented ratings, interlocking
devices and measuring instruments.
This Chapter deals with the description of engine electric
equipment operating on 24 - 48 V. operating on
Particulars relating to electric equipment o24 V only are referred to at the end of this Chapter.
and ballast resistor BC-6000.
POWER SOURCES
Starter-generator FCP-CT-6000A rated at 6000 W and 30 V
constitutes the main power source. protected six-pole
Starter-generator 1'CP-CT-6000A is a Pr lees.
D.C. machine with enclosed bearings and three commutating poles.
The unit is driven through a reduction gear with a ratio of 1.25;
direction of rotation - counter-clockwise(if observed from the
drive end). The machine is force-cooled by ram air-
Wben operating as a generator, the and functions in combination with voltage regulator P-25A, diffe-
rential-minimum relay AMP-400, stabilizing transformer TIT,
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149 ---
When the starter-generator is employed as a power source
for starting the other engine, it operates as a generator wish
differential excitation, delivering current from terminal CT.
serve.
(a) to stabilize voltage supplied to
when the starter-generator speed varies;
(b) to safeguard the storage battery
current at low speed or at parking;
(c) to ensure uniform loading of the
rating in parallel.
Weight . . . . . . . . . . . . .
A. Generator Duty
Power. (at 30 v) . . . . . . . .
Rated voltage . . . . . . . . .
Rated loading current . . . . .
Operating speed range . . . . .
Maximum current maintained
during 1 min (with genera-
tor speed amounting to
5000 - 8000
r.p.m
)
The units operating together with the starter-generator,
the aircraft mains,
against discharge
two generators ope-
Specifications for Starter-Generator PCP-CT-6000A
Amount ')f air
cooling .
required for
.
. . . . . .300 A
Maximum current maintained
during 10 sec.(with genera-
tor speed amounting to
6000 - 8000 r.p.m.). 400 A
Maximum Permissible loading
current, with generator
being
(a)
B. Starter Duty
With voltage across termi-
nals amounting to 21 V, com-
pound excitation, and brak-
ing torque of 1.8 kg-m,
starter should develop speed
1400 r.p?m?
of not less than . . . not over 200 A
Consumed current . . . . . . . . . . .
(b) With voltage across termi-
nals amounting to 21 V, se-
ries excitation and braking
torque of 1.1 kg-m, starter
should develop speed of not
.2400 r.p.m.
. . .
. 22 kg
less than . ? ? ? . ' ' * * not over 200 A
Consumed current . . ? . . . . . '
. . . .
.6000W
The starter-generator is connected in parallel with the
aircraft storage batteries, providing for 'tutonOmoUS starting
. . . .
. 28.5 v
of the engine.
. . . .
. 200 A
ENGINE STARTING :GUI i !.I3iiT
. . . .
p
.4000 to 9000 r
,i.
e following
ti
.
.
,
The engine starting equipment comprises
? ? ? . . . . .not less
75 cu.dm
than
/sec.
units:
(1) The starter-generator with Starting equipment.
(2) Booster coil unit UI-2IBI1d with four spark plugs
(3) Electric motor MY-102A driving stazt!ng g-soline
pump IIIII'-I0-7j. fuel srstea.
(4) A magnetic valve of the starting fuel-off bawd.
(5) A magnetic valve closing
Starter-Generator with StArtin
S
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not cooled for 30 min.
Lzu1p=eat
started, the starter-generator
When the engine is being to
0) operates as to run ,C icceielsrrate
(Pig.13 an electric actor oer~S ecieatl.~.
the engine compressor till the engine starts to
__..n ..s a 3taster, two esol-?
When the starter-genera- -- ani series.
tation windings axe employed: pir,llel (shunt)`r1o1 tae s.arter-
tartta6 p
At the beginning Of the engi^.e a
is tae apse! of ratatloa
generator runs on 0o.pound excitation.
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increases, the shunt winging is disconnected, only
ing being employed to the very end of the starting
The starting equipment includes:
(1) Starting box 2C-600011.
(2) Storage battery change-over b
series wiad_
period.
ox KIA-2.
(3) Storage battery change-over relay PJIA-200M.
(4) Timer AB-5A
.
(5) Two relays P1I-2, three relays p11-3
PA-2or.
and one rely
The equipment listed above is installed on the aircraft
and serves the purpose of starting both engines.
Starting Box
Starting box IIICC-600011 receives the electric signals
produced by the timer, and, by employing
and contactors, controls the starting
The units softbothfengines.
starting box accommodates the following equipment:
seven relays PJI-20r (changing over the starter shunt winding,
changing over the generator shunt winding) switching on the
ignition system, disconnecting the starter shunt winding)'
five relays P11-3 (starting the engine in air, changing over
the storage batteries); two relays pjI-6 (caning over
electric system to be energized from the starter-generatorhof
the running engine); two contactors
the starter); three KM-50A (switching on start-
contactors KM-200J(
in resistor, disconnectin (shunting the
sngra g the starter circuits from the
oge batteries when starting is accomplished by the use
Of the starter-generator of the running engine). The box also
incorporates a starting resis
On the for rated at 0.28 ohm.
outside, the box is furnished with bolt terminals
serving to connect the wires
Seroi to with running from the starter-gene-
ouits. a plug connector receiving the control oir-
Timer A&-5A Timer
Of the engine startig?131) provides
By employing -6 equipment.
Off the etartin6 g unitthes starting box
int s. , the timer switches on and
the
o strict succession
^*~ and at definite
The timer employs electric motor A5-TP whose speed
is maint,3ined at a constant value by a centrifugal governor.
The electric motor is fitted with a magnetic braking clutch,
which prevents rotation of the engi power initial
supply is cut off, thereby p
position of the rotor.
The motor torque is transmitted to the reduction gear,
whose axle carries five profiled cams controlling limit swit-
ches KB-6 connected to the control circuit of starting box
EC-600011 .
The limit switches are set to operate at thefollowing
intervals after button "Starting ( 3AIIYCK, ) is p2 sec.
lst limit swiuu.. : - : - 0.9?0.1 sec.
2nd limit switch . 2.5?0.2 sec.
3rd limit switch . . . . . . . . .16.5?0.3 sec.
4th limit switch . . . ? ? ? . '
8.5=0.3 sec.
5th limit switch '
The complete cycle of operation of timer AB-5A is
31.5?0.5 sec.(at supply voltage 24V and ambient air tempera-
ture 20?5?C).
e limit switches via two re-
Voltage is supplied to th
lays P11-3 accommodated in the timer housing.
Booster Coil Unit with Spark Plugs
~pe oj,f3,cat i ons_
(1) Kind of current . ? ? ? . '
(2) Supply voltage across
unit terminals:
(a) when starting on ground
(b) when starting during flight
r. ent in coil primary wind-
12
20
to
to
28.6 V
28.6 V
(3) urr
Lug (as indicated by ammeter of
III[-70 type) at supply voltage +0.25 A
of 24+~ . . . . . . 2 0.4
?
Note: The booster 0011 unit shoulhadger with uarspark
three-electrode needle disc
f 6 mm and a shunt resistor rated at 1 megohm
gap o
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increases, the shunt winging is disconnected, only series xind-
ing being employed to the very end of th
e starting
The starting equipment includes:
(1) Starting box IIICC-6000H.
(2) Storage battery change-over box KIIA-2.
(3) Storage battery change-over
(4) Timer AB-5A.
(5) Two relays P11-2, three
PA-20r.
relay PIIA-2001,
and one relay
The equipment listed above is installed on the aircraft
and serves the purpose of starting both engines.
Startine Box
Starting box IIICC-600011 receives the electric signals
produced by the timer, and, by employing a system of relays
and contactors, controls the starting units of both engines.
The starting box accommodates the following equipment:
seven relays PJI-20r (changing over the starter shunt winding,
changing over the generator shunt winding, switching on the
ignition system, disconnecting the starter shunt winding)'
five relays P11-3 (starting the engine in air, changing over
the storage batteries); two relays P11-6 (Canging over system to be energized from the starter_generatorh ovof
the running engine); two contactors
the starter) ~-50.A (switching on
i three contactors KM-200J1 (shunting the start-
ing resistor, disconnecting the starter circuits from the
storage batteries when starting is accomplished by the use
of the starter-generator of the running engine). The box also
incorporates a starting resistor rated at 0.28 ohm.
On the outside, the box is furnished with bolt terminals
serving to connect the wires running from the starter-gene-
rator, and with a plug connector receiving the control cir-
cuits.
Timer
Timer AB-.5A (Fig?131
of the engine starting e
qulpment.
By employing the starting box, the timer switches on and
intfervals. strict succession
~ and at definite
automatic functioning
The timer employs electric motor A5-TP whose speed
is saintained at a constant value. by a centrifugal governor.
ic motor is fitted with a magnetic braking clutch,
The electr
foxrotor
which prevents rotation of tzovidingengine
deafter finitehinitial
providing
supply is out off, thereby
position of the rotor.
The motor torque is transmitted to the reductionige,
swit-
whose axle carries five profiled cams controlling
ches KB-6 connected to the control circuit of starting box
llKC-600011. ing
The limit switches are set to operate at the ow
:
intervals after button "Starting ( 3AIIYC ) is pressed:
it limit switch . ? ? ? ' . 0.9?0.1 sec.
2nd limit switch . . . . . .
. . . 2.5-o.2 sec.
3rd limit switch 16.5?0.3 sec.
4th limit switch . ? ? ? ? ' 8.5?0.3 sac.
5th limit switch . . . . . .
The complete cycle of operation of timer AB-5A is
31.5?0.5 sec.(at supply voltage 24V and ambient air tempera-
ture 20?5?C).
Voltage is supplied to the limit switches via two re-
lays PH-3 accommodated in the timer housing.
Booster Coil Unit with S ark Plu s
?e03S3.oations_ 0 D.C.
(1) Kind of current . ? ? ? . '
(2) Supply voltage across
unit terminals: 12 to 28.6 V
(a) when starting on ground . 20 to 28.6 V
(b) when starting during flight ? .
(3) Current in coil primary wind-
ing (as indicated by ammeter of
Ills-70 type) at supply voltage
? . . . 2-00.45 A
of . ? . . ? 24:+'V .
should deliver current
Note: The booster coil unit spark a rger three-electrode aeshuntdzesistor rated at 1 m?gohm
gap of 6 mm and a
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152 153 ---
and connected in parallel with the discharger
electrodes.
High voltage for energizing the spark plugs is su
by booster coil unit K11-2IEIM es the
spark plugs of four flame igniters. is?132) which operates the
Structurally booster coil unit X11-2I-BIM
of two independent booster coils, :Accommodated insacomposed
alu-
minium housing. Each of the booster coils (vibrators) com an is,,
es a transformer converting direct current into high voltage
pulsating current, an interrupter and a mica capacitorcounect-
ed in parallel with the interrupter. The interrupter vibrat-
Ing at a frequency of about 400 to 800 c.p.s. and connected in
series with the prir.ary vWinding, induces high alternating
volt::ge In the secondary winding, which creates a spark bet-
ween the electrodes of the spark plugs.
The secondary winding of the coil has two high voltage
leads and a centre point connecter
to the frame (nirin~
gram of booster coil unit KU-2ITIM is illustrated in rig.l3J).
The booster coil unit has four high-voltage leads and
one low-volt-Age pluZ connector.uooster coil unit KII-2113II,I
is secured to the compressor middle housing on a common panel
with booster coil KW-IA .
Star ting :'um
NOLOr ; aruetic Valve
and ,a&neti`Cock
Electric motor !1Y-I02A is
ing gasoline designed for driving start-
pump IIIiP-IO-9if.
Electric motor IAY-102A is a D.C.
5 A; it develo machine rated at 60'..,
ps a speed of 3000 r.p.m.
The motor operates in conjunction with booster coils
X11-2IBILI and the magnetic valve.
Power is supplied to the motor through small-size plug
connector BE1-2 . Electric motor
starting fuel pump Mfp -10-9M UY-I02A is secured to
craft and serves which is inst:~lled on the _tir-
The the needs of both engines.
starting fuel line incorporates
with return valve the magnetic valve
and the ..t tiled between starting pump IIFIp_I0-9V
24 P, 3A currentstarreng fuel manifold. The magnetic valve consumes
.
Closing of the air blow-off band on the running engine
engine is being stz:ted, is ensured by a mag-
,hen the of?e` when the starter of
Betio cook, which operates automatically
the otce' an~ine is switched on. ;, 24 V.
The cock electromagnet is rated at 1.5 s
ELECTRIC EC'JIPM NT CONT_tOLLING ENGINE
MAXIMUM AND .1UG"'';NTE0 RATINGS
Engine operation at the maximum and augmented ratings is
controlled by the following electric equipment.
(1) Control panel IIY-3.
(2) Two-position slide valves
Booster coil FM _JA with
)
plug C11-02.
pUmP
(3
(4) Electromagnet of the HP-11A fuel
(5) Afterburner control unit1-A4?-2A?
(6) Limit switch of HP-11A pump
Control Panel U-3--
(Figs 134 and 135)
Control panel IIY-3 serves:
(1) To switch on and off the augmented rating.
(2) To switch on and off the maximet rating.
nonzie the augment-
(3) To shift the shutters of the r?P?m?, to facilitate
ed position at a speed below 4500 - 6500 eengine
out cold spinning of the engine.
over the stages of minimum oil pressure warn-
or augmented
(5) To change ing mechanism 21CJ[Y5-I.3-3. -e the majamum
o
(6) To prevent switching on
which air
ratan at seeds lower than those at
s p
blow-off band
g
engine.
is closed on the accelerating the au~cented
titu3 ^hse the
(7) To prevent the shutters from shifti to
position, with the engine throttled down at al
idling speed exceeds the speed at which operation 0' the ,.ir
blow-off band control mechanism takes place.
of alu?inium houslnC?1-(See4 3.
The TUe UVU"- :-- 2 fitted with --- dle bearing.
Fig.135) soc accom ommodating shaft and a aee
The shaft is mounted on a ball bearing
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154 ----- { I
The profiled cams are furnished with a split micrometric
sleeve having ricro qaetrjc screw 4 and coupling screw 5, which
provides for changing the angular position of the cam relative
to she shaft.
The splined end of the shaft mounts two-arm lever 6, oo111pl-
1ng control panel fIY-3 to the lever of the HP-10A pump
(through the free mozing link) and to the engine control link.
The angle of turn of the control panel shaft is indicat-
ed on dial 7 mounted on the other end of the shaft; the value
of divisions i ?
S 2.
Running through the housing of control panel IIY-3 are
two fixed axles 8. and 9. Axle 8 mounts six guides with springs,
whereas axle 9 carries six limit switches 10 - 15.
As the control panel shaft is linked with the engine
control lever, shifting of the latter will cause the shaft to
turn. As a result, the profiled cams and the guides will ope-
rate the respective lima; switches at certain angles of turn
of the shaft.
The limit switches of the conicol panel are set to ope-
rate at the following angles of turn of the shaft:
(a) limit switch X11 (11) cutting off ignition and de-
livery of starting fuel when the engine is subjected to cold
spinning is set to operate at an angle of 4?3.o;
(b) limit switch 3 (lo) designed to shift the jet nozzle
shutters to the augmented position to facilitate engine start-
ing, is set to operate at an angle of 23?+1?
The augmented Position of the shutters covers the range
of angles from 0 to 23?tl0; the normal position of the shut-
ters is characterized by the range of anlgles from 230+l? to
0
751? (for shifting of the shutters at altitude, see Section
Operation of Electric Equipment");
(c) limit switch M (12) serving to turn on and off the
maximum rating is set to operate at an angle of 75?l0;
(d) limit switch $ (13) serving to turn on and off the
augmented rating is set to operate at an angle of 85?l0?
Limit switch $ and the reGerve switch are not employed.
Adjusting screws 16 serve for adjustment of the travel
of the limit switch rod.
The control panel also incorporates switch
BK and limit switch JI(17). 21M-45
*-
The function of switch BR is to switch over the electric
equipment so as to provide for delivering fuel to tae fuel
system without switching on ignition, when carrying out cor-
rosion preventive treatment of the engine inner surfaces, or
when removing corrosion-preventive compound from the engine.
normally, switch BK is set in the "Operating position"
( pa6ovee nonoxeuTfe )? Prior to subjecting the inner surfaces
of the engine to corrosion-preventive treatment or removing
the corrosion-preventive compound from the engine, the switch
is set manually in the "corrosion-preventive treatment" (KOH -
cepBauHR ) position, thereby opening the primary winding
of booster coil unit KII-2ISIM and simultaneously energizing
the solenoid of the HP-11A fuel pump.
Limit switch JI serves:
(a) to switch over two-stage oil pressure warning me-
chanism 2CAY5-I.3-3 by closing or opening the circuit of
the second-stage contactor; relay to the supply cir-
cuits to connect the interlocking r
cuits of two-position slide valve rA-21 with the purpose of
preventing the jet nozzle shutters from shifting to the aug-
mented position, when the engine control lever it shifted to
the idling stop at an altitude where the idling speed exceeds
the value at which the air blow-off band control mechanism ope-
rates; set to run at the
(c) to prevent the engine from being
maximum or augmented ratings during acceleration (to exclude
the possibility of setting the augmented or maximum ratings
when the engine speed is lower than the speed of operation of
the air blow-off band, i.e. 9700_100 r.p.m.).
Limit switch 31 is operated automatically in response
to operation of the air blow-off
a special drive, which is
control mechanism bracket. also mounts wires, main plug
The control panel housing
connector IIP55I35Hf3 and sleeves for wires connecting the
control panel to other units. three bolts to the brackets
The control panel is secured by
arranged on. the compressor middle housing.
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Booster ;o,__i_1? i{Iaf-IA
(F.?.8.136)
Booster coil NIPI-IA is a power source
voltage to the afterburner spark plu
supplying high
The booster call operates on the?
coil unit s._me principle as booster
X11-21B11 , the only difference being that the se_
condary winding of booster coil IUILI-IA has only
voltage lead, its senond end being connected to thee high-
frame
(the wiring diagram of the booster
Fig.137) coil is illustrated in
.
Current is supplied to the primary windin
through low-voltage plug connector g of the coil
ooster coil ISIII-I L1P161I23CI5.
B
e r stir chit }~ A is mounted on a common panel with
booste
KII-2ILIM ; the panel is secured to the
compressor middle housing.
Afterburner spark plug 01-02ia a non-detachable unit with
ceramic insulation. i'he spak Plug is fitted with a special
adapter which is inserted into the central flame arrester so-
cket through the upper strut of the afterburner diffuser.
The other end of the plug i;; secured with the aid of a sphere
to the shell of the afterburner diffuser.
Two-Position Slide Valve
-2I
(Fig. 138)
For remote control of the Jet nozzle shutters use is
made Of magnetically controlle
The d slide valves tviO-Position slide valves PA-2L
elves by-pass hydraulic fluid into the cylinders
controlling operation of the Jet nozzle shutters.
The electromagnetic system of the unit is comprised of
a coil with two windings, and a
supply circuit limit switch closing the
of the a Of one winding while opening the supply circuit
o eer.
Ofdoes not xh
c. pulse currents 24 Y, consumed by one winding
A.
The position of the limit
slide valve. When the switch depends on that of the
extreme slide valve shifts to either of the
Positions(F1g.139) it operates the
in its turn, opens the
caused the suppl circuit limit switch which,
slide y of the winding which has
valve to change its position, and prepares
the supply oircuit of t:. _n:1uC. The slide valve can
remain in either of to positions for any period
of time, with the coil being dc-energized.
Slide valve PA-21 has three-pin plug connector 020II33P7.
'iyhan current is supplied to pins 1 - 3, the electromagnet be-
cores energized and actuates the slide valve, after which it
is cut off by the limit switch. Circuit 1 - 3 remains open,
while circuit 2 - 3 is being prepared. .iith the slide valve
in this position, pipe union "from pump" (OT Hacoca ) commu-
nicates with pipe union "extension" ( BwnyCK ), while pipe
union "return" (CAKB )
tion" (ydopKa ).
When current is supplied to pins 2 - 3, the electromag-
net system functions in a similar way, but the slide valve
shifted to a new position will connect pipe union "from pump"
( oT Iiacoca ) to pipe union "retraction" (y6opKa ), whereas
pipe union "return ( C]II1B ) will communicate with pipe union
"extension" ( BunyCK).
In order to set the jet nozzle shutters in three posi-
tions two slide valves are required; pipe union "extension"
( BunyCK) of one of the slide valves is plugged.
Solenoid of i1P-11'. Pump
The solenoid of the HP-111L fuel pump switches on fuel
supply by the HP-11A pump into the afterburner manifold.
The electromagnet is energized from D.C. power supply,
rated at 24 V, 0.35 A.
The electromagnet winding is connected to the supply
through plug connector IIP16y23W5 .
Limit Switch of 1P-l1A Fuel Pub
The limit switch of the Hp-11A fuel pump is designed
to cut off booster coil IQILI-IA when the afterburner cock
is fully open.
The booster coil should be cut off as it
to 32 sea. only.
continuous operation up
By the end of this period the comoustion of fuel in the
afterburner becomes stable, which makes it possible to cut
off ignition when the afterburner fuel pressure reaches the
rated value.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
afterburner Control Unit KA,~_
Aftcrburner control unit KAY-2A serves to set the
mum and augmented ratings, and also to prevent the settin maxi-
ratings under unfavourable conditions. The aircraft 1 g of these
ed with one afterburner control unit per two engines .slftPrid
burner control unit Y.AI~-2A comprises a stamped box-type hogg-
ing, accommodating two timing relays PBB-1 and thirteen relays
P11-3 (two of there bein
res
g
erve relays). The afterb
urner
unit incorporates the following interlockin e1
control
g ements:
(a) relay P11-3 (See ref.No. 57 in Fig-146) controls the
maximum and augmented ratings depending on the fuel pressure
downstream of the booster pump (as indicated by minimum fuel
pressure warning mechanism CZ.-3
);
(b) timing relay PBF-1 (see ref.tnos 54 and 54a in Fig.146)
in conjunction with hydraulic switch Yr-34 blocks afterburner
operation depending on the pressure of hydraulic fluid in the
pipe line controlling the shutters in the augmented position.
The construction of the afterburner control unit provides
for disconnecting of some of the afterburner blocking devices
when checking the system for proper functioning. For this pur-
pose the unit is fitted with two terminal blocks, having three
contact screws each. When in the operating position, the slots
on the contact screw heads are arranged vertically. When the
slots are set in the horizontal position, the following blocks
are eliminated:
sly gna) the Screw marked "shutter opening" (OTxpdTxe CTBOPOK )
es blocking of the shutters opening depending on the
minimum pressure of fuel in the afterburner manifold (as indi-
cated by fuel pressure warning mechanism
(b) the screw marked " ACA-2)'
urinates blocking of the augmented rating depending on the hyd-
raulic fluid pressure (hydraulic switch Yr-34/I is disconnected);
(c) the screw marked "shutter closing" ( 3axpuTAe CTBOPOB )
eliminates blocking of the jet nozzle shutters closing depending
on minimum pressure of
f
dicated
uel in the afterburner manifold (as
by fuel pressure warning mechanism ACjf-2).
?, :I:,:u;.. ._ril AL'Gr i ;:;T i:D R.1TING BLOCYI:Iu D VICES
The limit switch of the lIP-10A Dump hydraulic decelerat-
:c Ludes the possibility of cutting in the maximum or au-
r=stings at an engine speed below 10,400 r.p.m., with
t e engine control lever being smoothly shifted over. The li-
mit switch operates as follows: when the throttle control Ox is
set at the "maximum" (uaxcufan ) or "afterburner" p
stop, the hydraulic decelerator limit switch till kcci ones
the circuit of limit switches P:1 or 10 of control n=.`ic= 1-3
until the engine, in res_onse to a sieooth motion of
rot Lever, gains a speed of not less than 10,400 r.p.m?
The limit switch is connected to the circuit through low-
volt^,ge plug connector B11-4.
In case this blocking arrangement is to be eLini.n.t ] c^.
checkin,,; the shutters and the afterburner ignitio for proper
operation, with the engine at a stindztill),
plug connector 75411-7 , which is mounted on the wire bundle
Jet-ached from the plug connector of the hydr uli:w_ec - '
limit switch (plug connector 75411-7 is supplied
single set of spare parts).
Fuel pressure waxnin mechanism CZ,-3 is installed on
the aircraft, its function being to block the maximum and av
mented ratings of both the engines depending on fuel pres:.ure
in the aircraft booster pump line. It prevents the above ratings
from being switched on if the fuel pressure in the booster :)umP
line is below 0.3 kg/sq.cm."which is evidenced by the pilot
lamp lighting up). fuel prnres-
cir-
If the booster pump does not build up adequate esure, fuel pressure warning unit CA-3 closes the supply
cuit of the winding of blocking relay P11-3 , arranged in after-
relay 11Y-3 , in its turn, will
burner control unit IMP-2A
open the circuit of control panel limit switches t: and .
(
Fuel niessure warning mechanism C Fig?140) mounted on
cs-
the engine is actuated by the difference betw'eentherfuel grin
sure in the afterburner mrtnifolu and the total gas
tae afterburner diffuser. The mechanism is set to operate at
2?
g/
0
an excess fuel pressure of 0.
m provides for:
.ahan
-The' fuel pressure warning when the afterburner
(a) opening of the jet nozzle shutters
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
is out in and excess fuel pressure reaches 0.2?0.0, k 8/81.0m.;
closing of the Jet nozzle shutters when the after-
burner is out off and excess fuel pressure drops to
0.2+0.05 kg/sq.om.
Besides this, switching on of fuel pressure warning me-
chanism ACA-2 causes the afterburner ignition to be turned on
and the coil of relay PBB-1 to be de-energized. Thus, cutting-
in of the afterburner becomes dependent on the pressure of
hydraulic fluid in the pipe line controlling the shutters in
.the augmented position.
The housing of the fuel pressure warning mechanism is di-
vided by a membrane into two chambers. One chamber takes the
fuel pressure in the afterburner manifold, whereas the other
is acted upon by the gas pressure in the afterburner diffuser.
The contact system of the fuel pressure warning mechanism is
accommodated in the chamber which takes the gas pressure. '.7ith
the excess fuel pressure equal to or more than 0.2 kg/s;l.cm.,
the contacts are closed; when the excess pressure is less
than the above value, the contacts are opened. The contacts of
fuel pressure warning mechanism ACA-2 are connected to the
supply circuit of the interlocking relay incorporated in after-
burner control unit KA$-2A . Both the chambers of the fuel
pressure warning mechanism are hermetically sealed, the gas
chamber being oapable of withstanding a pressure of up to
.3 kg/sq.om., and the fuel chamber - up to 100 kg/sq.cm.
The fuel pressure warning mechanism is connected to the
electric circuit through a low-voltage plug connector.
Should it become necessary to eliminate interdependence
between afterburner operation and minimum fuel pressure in
the respective manifold (when checking spark formation on
the afterburner spark plug)
tetaf 834117 , use is made of three-pin con
actor f ' which is mounted onto the wire bundle de-
rom the plug connector of fuel pressure warning me-
dhaniem ACA-2 (three-pin plug connector ACJ[-2 is available
in the single set of spare parts).
$ldrtnli,. -
aircraft and >>-34 I (Fig.141) is mounted on the
serves (in con
out off fuel su conjunction with relay PBB-1) to 17 to off the Bolenoidpof the
the afterburner manifold by switching
in the hydraulic "P-13A pump when there is no pressure
pipe line controlling the shutters of the
in the augmcn,
rents combustion of fuel in the -c-:buts==
no2zle shutters closed, ruling cut th ~..: .il'..~ engine
overheating.
Limit switch I of control panel IIY-3 establi3'e3 inter-
d~nendence between cutting in of the maximum ant a ;:.icnt?:d
ratings and engine acceleration. Th? n_-ca of
interlocking device (besides the hydraulic
has been dictated by the fact that Burin; e^.;'.? '.eratior_
ad le.;s
the hydraulic decelerator switch may b_ ciesec soe: :-? -
than that at which the air blow-off band is,
Interlocking is accomplished as Rollo, Limit switch J1
with heli relay PII-3 (see ref. Non 3', 32a in
Flg.146) opens the circuit of control panel licit w:itcr.es t1
and oP , in case engine speed is less than that -ich the
air blow-off band is set to operate (9700_100
preventing the raximum or augmented ratings from bcLg cut in
at the above engine speed.
L EMJURING I'iL,Ti3UMMITS
The engine is fitted v.ith the following measuring instru-
ments: tachometer generator AT-3 , minimum oil pressure
warning mechanism 2CJY5-I.3-3 , and thermometer Tiff-II
serving to measure gas temperature aft of the turbine.
Tachometer generator
Tachometer generator AT-3 (Fig-142) designed for record-
ing engine speed operates in conjunction with indicator T3-15
or with double-dial indicator 2T3-15-I. A.C. machine,
The tachometer generator is a three-phase,
with a two-pole permanent magnet acting as a rotor.
A.C. voltage produced by the gener:.01 is fci to the synch-
ronous motor of the indicator. he fact that
Recording of the engine speed is bused ,r._tor rotor
the engine rotor speed (and conse:u-nt,-' to
,F o." the three-phu3e?E1-
speed) is proportional to the fre?:-?-c
ternating current produced by the gener-;tnr?
s? aharacter?
The generator rotor is manufactured -?=QO alloy
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
ized by high inductance and ooeroivity. Vibration does not
cause any noticeable variations in the magnetic properties of
the alloy.
The startor winding is of the two-pole, three-
Each of the phases is provided with four coils; phase type.
are star-connected. , the phase's
Two-Stage oil Pressure Warning Mechanism 2CAY5-I.3_3
Oil pressure warning mechanism 2Cjj}5.L 3-3
serves to indicate (by switching on the respective (F19.1lamp)
pilot
insufficient Oil pressure at the engine inlet. The mechanism
relieves the pilot of the necessity to keep the oil pressure
indications under constant observation.
The oil pressure warning mechanism has two stages, the
respective minimum pressures amounting to 1.3+0.3 kg/sq.cm.
and 3-0.2 kg/sq.cm.
The stages are changed over by control panel
switch A when the air blow-off band control mechanism ope-
rates rates at a speed of 9700-100 r.p.m.
Thus, oil pressure warning mechanism
ches on the 2CjIY5-I.3-3 swit-
pilot lamp in case oil pressure drops below
1.3 kg/sq.cm. when the engine is accelerated from idling speed
to 9700-100 r.p.m., and below 2.8 k
is brought from g/sq?om. when engine speed
9700 100 r.p.m. to the maximum value.
uil pressure warning mechanism 2C,1jy5-1.3branc type. -3 is a mem-
Jt an oil pressure of 1.3+0.3 kg/sq.cm. the membrane
deflects and opens the pair of contacts of the first stage;
aopre ssure of 3-0.2 kg/s,l.cm. eaujes the membrane to open the
pair of the second stage.
The key diagram of the oil pressure warning mechanism is
illustrated in Fig-144. The mechanism should be capable of
reliaDle upcration throughout the entire service life of the
engine, with the ambient air temperature within -60 to +120?C.
Note: When the other engine is being started, the
air blo"-off band of the engine already running
at idling 'speed, autom.:Ltically closes the air blow-
off ports thereby cutting in the second stage of
~I
the oil pressure at a ?.;:ozg
speed (idling speed).
In this case, indications of the respecti-
ve pilot lamp before termination of the start-
ing cycle should be disregarded.
Thermometer TBP-II
Thermometer TBr-II (Flg.145) comprises a set of four
thermo-couples connected in series, and a magnetic millivolt-
meter.
The thermometer is designed to measure gas temperature
aft of the turbine.
Thermometer TBr-II operates on the therno-electric prin-
ciple.
When the temperature in the exhaust cone exceeds 300?, a
thermo-electromotive force is induced in the circuit of the
thermo-couples, made up of two different fused conductors. The
thermo-electromotive force is proportional to the te-,,erature
difference between the working (hot) end and the free (cold)
ends.
The thermo-electromotive force is registered by the init-
cator (millivoltmeter) whose scale is graduated in ?C.
The thermo-couples are connected in series thereby n_-kin8
up a thermopile whose total thermo-electromotise force cor-
responds to mean gas temperature at four points of the ex*.-uSt
The thermo-couple electrodes are fabricated from e-terials
developing thermo-electromotive force when the temperature of
the hot end amounts to 300?C or over, therefore the teaper&-
Lures of the thermo-couple free ends varying within -60? to
*50?C practically do not affect the tbermoelectrozotive force
(and consequently the accuracy of reading ,tuze tell on the re-
Variations in the ambient air to=p
i ate ee.LaurlnA error,
--
elim
the indicator is furnished with
gative temperature factor.
The
(1)
rea:ator naanE a a'-
ELZCTRIC ECQIPV IT OF SPA""
electric equipment provides fors
Automatic starting of the "floes
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
(a) autonomous starting of the engine from the
aircraft storage batteries (24 - 48
(b) autonomous starting of the engine fromstheem)'
start
e
(0)
a--generator of the running engine
the storage batteries disconnected);
tem).
Starting of
OX fuel
supply for all three cases (See Points a, b, and o).
(3) Starting of the engine in air.
(4) Spinning of the engine without supplying starting
fuel or switching on ignition.
(5) Cutting in of the maximum and augmented ratings.
(6) Supplying current to the aircraft and engine consu-
mers and boost-charging.of the aircraft storage batteries
(with the engine running).
Fig-146 illustrates the diagram of the electric equipment
of the two engines.
To ensure normal operation of the electric system the
following units should be turned on:
(1) Master switch 72, connecting storage batteries 71 and
73 into the aircraft mains.
(2) Generator switch 69 (69a).
(3) Circuit breaker A3C-25 24 "Starting units" (ArperaTe
3auyCKa ), delivering voltage from the aircraft mains to
the servo circuits of the starting system.
(4) Circuit breaker A3C-10 23 "Timer AB-5A" (ABT0MaT
BpeueHH AB-5A) feeding voltage from the aircraft mains to
the starting system control circuits.
(5) Circuit breaker A3C-l0 25 "Engine shutters" (CTBOpsa
JtBxraTeda ), directing voltage from the aircraft mains to
the circuits controlling two-position slide valves
(6) Circuit breakers A3C-
5 (22 Irburn
emergency out-out" and 22a) "Afterburner
Supplying volt (ABapYpHoe BuKnnuefxe cpopcara)
augmented ratings.to the circuits controlling the maximum and
(7) Circuit breaker A)C_
pressure warnin 5 (21) supplying voltage to fuel
e mechanism CA-3.
When car
from the ground power
Cult bre er A_10 (25) is turned on, voltage
from the aircraft main:- Is deli:?._?_ ' v . terminal 10 of after-
burner control unit WAY-2A (5');, cart cts 5 and 4 of relay 55
(55a), contacts 5 and 4 of relay 58 59a), and terminal 15 of
afterburner control unit `1i A-2k to ter inal 31 of plug connec-
tor 15 and further on to the contacts of limit switch 3 of
control panel 5 (5a); depending on the position of switch")"
voltage is further supplied either via terminal 25 of plug
connector 15 to contacts 2, 3 of relay 32 (32a) and to termi-
nal I of the plug connector of t?.-.o-position slide valve rA-21
33 (33a), or via terminal 14 of plug connector 15 directly to
terminal 2 of the plug connector of the sa: e two-position sli-
de valve. This will cause the jet nozzle shutters to shift to
the augmented or normal position respectively.
Limit switch')"of control o;nel 5 (5a) operates when the
engine control lever Ia shifted through 23?1? from the "Cut-Off"
( CTOR ) stop (as indicated on the control panel dial). Uthin
this range of travel of the engine control lever the shutters
remain in the augmented position. With the engine control le-
ver moved further (from the position where operation of limit
switch"3"has taken plate) to the Maximum (:'.aKCauai! ) stop,
the shutters will shift to the normal position.
With the engine control lever moved in the opposite direc-
tion, the shutters will operate in the reverse sequence.
At altitudes, where the idling speed exceeds the speed at
which operation of the air blow-off band takes place, closing
of the throttle does not cause the shutters to shift to the
augmented position (which precludes the possibility of engine
acceleration in excess of the maximum speed). This is accomplish-
ed through the use of limit switch n of control panel S (Sa)
and relay 32 (32a).
Should the engine speed exceed the speed at which opera-
tion of the air blow-off band takes place (with the bind closed),
limit switch 11 of control panel 5 (53) opens the supply cir-
cult of relay 32 (32a), whose contacts 2 and 3 open the nu-;ly
circuit of terminal 1 of the plug connector of the two-position siili
valve FA-21 33 (33a) (the winding of relay 32 is energised through
circuit breaker A3C-20, terminal 24 of plug connector 15 viz
switch A and terminal 6 of plug connector 15).
In this case, closing of the throttl: -tll not cause limit
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17 : CIA-RDP80T00246A062100010001-0
-166--
switch"3"5(5a) to energize terminal 1 of the two-position slide
valve TA-2I and the Jet nozzle shutters will remain in the
normal position.
Automatic Autonomous Starting of En
from Aircraft Storage Batteries
Automatic autonomous starting of the first engine is aooomp.
lished from two storage batteries 12CAM-12. When the engine is
being started, the storage batteries are switched over from pa-
rallel to series connection (24 - 48 V system).
The storage batteries are connected into the aircraft mains
by master switch 72. Cutting in of master switch 72 is accompa-
nied by turning on of contactors 75 and 78.
The winding of contactor 75 is permanently connected to the
plus of storage battery 71, the minus of the same battery being
connected to the winding via terminal 2 of storage battery switch
box HIIA-2 (74), contacts 1, 2.of relay 70, and master switch 72.
The winding of contactor 78 is permanently connected to the
plus of storage batter; 73, while connection to the frame (the
minus of storage battery 73 being connected to the frame) is
accomplished through contacts 4 and 5 of relay 76, terminal 1 of
storage battery switch box HIIA-2 , and master switch 72.
Terminal "+" of storage battery 71 Is permanently connected
to terminal "+" of starting box IM-6000H (38) and via contact-
or 77 to the aircraft mains. Terminal "-" is connected to the
frame through contactor 75.
Terminal "-" of storage battery 73 is permanently connected
to the frame while terminal "+" is connected to the aircraft
mains through contactor 78.
Thus, the storage batteries are connected in parallel
SUPPlying 24 V into the aircraft mains.
To start the engine proceed as follows:
(1) shift the engine control lever to the "Low throttle"
( Uaauii raa ) sto
p;
(2) Press button "Starting" ( 3anycx
it pressed fcr 1 - 2 sea.
The starting system
) 31 (31a) and keep
(1) blocking Provides for:
the button has g of starting button 31 (Ma) (0.4 sec. after
been pressed, current Q.____ . _
jag equipment by-passing the starting button);
(2) switching on (0.9 sec. after the starting button
has been pressed) of booster coil unit 10, and of starting
fuel pump motor 28, as well as of starting fuel valve electro-
magnet 12 (12a) and of ignition pilot lamp 17 (17a);
(3) poser supply to the starter through the starting re-
sistor;
(4) connection of the starter shunt winding to the air-
craft mains;
(5) disconnection (2.5 sec. after the starting button
has been pressed) of the starting resistor from the starter
supply circuit;
(6) switching over (within 8.5 sec) of the storage bat-
teries to a series connection into the starter supply circuit,
with simultaneous disconnection of supply from the windings
of voltage regulator 61 (61a) and of differential minimum re-
lay 62 (62a);
(7) cutting off (within 16.5 sea) of the starter shunt
winding;
(8) stoppin.; (within 31.5 sec) of the starting equipment
operation and connecting of the shunt winding of the starter-
generator (changing over to the generator duty) to the voltage
regulator. %
Upon completion of the operating cycle of the starting
equipment further acceleration of the engine to the idling
speed is ensured by the fuel system only.
Within not more than 60 sec. after button "Starting"
( 3anycx) has been pressed, the engine should gain a speed
100 r.p.m. loser than the idling speed.
The electric equipment operates as follows (See Fig.146).
When button "Starting" 31 (31a) (3anyCx ) is pressed,
current is supplied to motor 14 of timer 26 via circuitcbrea -
er 23, terminal 3 of timer plug connector, acts
connector,
of the switch of cam 2, terminal 7 of the timer plug
button 31 (31a), contacts 5 and 4 of relay d29e(29a), tonnes
t y " of
nal 2 (10) of the timer plug connector,
relay A (as the other end of the winding of relay A is connect-
terminal II and terminal 6 of
ed to the frame through relay operate connecting con-
the timer plug connector, relay A will oPc
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
tacts 2 with contacts 3; contacts 5 with 6; contacts 8 with 9)1
contacts 9 and 8 of relay A ( B ), contacts 4 and 5 of re_ )'
lay B(A); the other end of motor M circuit through terminal 6
of the timer plug connector is connected to the frame.
Cams 1, 2, 3, 4, and 5 start to turn.
Through oontacts 5 and 6 of relay A ( B ) current
plied to the switches of cams 2, 3, 4, and 5, while through
u~
terminal 11 of the timer plug connector, terminal 19 of the
starting box, contacts 2 and 1 of relay 4la, and contacts 1 and
2 of relay 41 current flows to the winding of relay 50.
Relay 50 operates, connecting the starting circuit of
starting box IIKC-6000H to terminal "+" supplied with 24 V
current.
Operation of the first cam switch occurs 0.4 sec. later,
and current starts flowing from circuit brrealaer 23 to motor M
through terminal 3 of the timer plug connector, and through
the contacts of the first cam. Relay A ( B ) picks up when
button 31 (31a) is pressed and is kept energized, its winding
being supplied from the closed contacts of the first cam
through contacts 5 and 4 of relay B (A) and contacts 8 and 9
of relay A ( B ). Through closed contacts 5 and 6 of relay A
current is also delivered to contacts 2, 3, 4, and 5, and
through terminal 11 of the timer plug connector, to the winding
of relay 50.
At this moment the "Starting" ( 3anyCx ) button may be
released, as it is shunted by the contacts of the first cam
switch.
In 0.9 see. the switch of the second cam operates opening
the circuit of button "Starting" ( 3anycx ) 31(31a) and sup-
plying current from circuit breaker 23 via terminal 3 of the
timer, the closed contacts of cam 1, contacts 5 and 6 of re-
lay At the closed contacts of cam 2, through contacts 3 and 2
of relay k ( B ), terminal 4 (9) of the plug connector of
timer 26,and terminal 16 of starting box 38 to the windings
of relays 39 (39a) and 42(42a) and of contactor 47 (47a);
through contacts 4 and 5 of relay 40 (40a), terminal 7 (6) of
the plug connector of starting box 38, terminal 21 of plug
oonneotor 15 (15a), limit switch X.H. (cold spinning) of cont-
ro1 panel 5 (3a), terminal 9 (8) of the plug connector of
starting box 38 current is supplied to the winding of re-
lay 44 (44a).
As a result the following units are switched on:
(a) booster coil unit 10 (10a), starting fuel magnetic
valve 12 (12a), and ignition pilot lamp, energized through
circuit breaker 24, terminal 1 of the plug connector of start-
ing box 38, contacts 8 and 2 of relay 44 (44a), and termi-
nal 13 (27) of the plug connector of starting box 38; the
supply current of the booster coil unit runs through the clos-
ed contacts of switch BA of control panel 5 (5a);
(b) starting fuel pump motor 28, energized through cir-
reof starting
cuit breaker 24, terminal 1 of the plug connector
tang
box 38, contacts 7 and 3 of relay 44 (44a), and 21
of the starting box plug connector;
(o) starter-generator 14 (14a), energized from the
storage batteries via closed contactor 50, starting resistor 49,
and contactor 47 (47a);
(d) the shunt winding of starter-generator 14 (14s) sup-
plied with current through circuit breaker 24, termiuil 1 of
the plug connector of starting box 38, contacts 5, 8, 7 and 6
of relay 45, contacts 3 and 7 of relay 42 (42a) and terminal 28
(2) of the starting box plug connector /up to this moment the
starting box has been conneotcd to voltage i:e;,ulator 61 (61a)
by contacts 7 and 6 of relays 42 (42a) and 43 (43a)/;
(e) magnetic valve 13a (13) controllie,; the air blow-off
band of the other engine through circuit breaker
contacts 24, tern2nof 1
of the plug connector of starting box i' r8 ani of
relay 42 (42a), terminal 11 (10) of the plug connector ctor (of)
starting box 38 and terminal 20 of plug (however, this will not cause the band controlinechthoze to
operate, as, the other engine being
no pressure in itr oil and fuel systems).
Thus, operation of the second c. switch sults:,ne5ttrt r
ing of fuel supply and ignition; the tax-gene
through the starting resistor, smoothly takes up backl?ahes
in the drive system and proceeds to spinning the engine.
In 2.5 sec., the switch of the ca-3 of timer 26
via
ht of isong reibox and
picks up cutting in contactor 48 (48a), which
terminal 5 of the timer, terminal 15 arti
39a)?
(
through contacts 3 and 2 of relay 39
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
Resistor 49 is shunted, starter-generator 14 (14a) is
supplied with 24 V and starts to spin the engine with ever in-
creasing speed.
The switch of the fifth cam picks up 8.5 sec. later. The
fifth cam delivers current through terminal 8 of the timer
and terminal 26 of the plug connector. Relay 46 (switching
over the storage batteries) picks up delivering current to ter-
minal 4 of the plug connector of storage battery switch box 74
via contacts 3 and 2 and terminal 18 of the starting box plug
connector.
From terminal 4 of the storage battery switch box plug
connector current flows via contacts 7 and 8 of relay 76 to
relay 70 which opens the supply circuit of the winding of con-
taotor 75 with its contacts 1 and 2, and the supply circuit of
th
e winding of relay
and 5 (7 and 8).
JL(P-400 62 (62a) with its contacts 4
Simultaneously, current from terminal 4 of the plug con-
nector of storage battery switch box 74 flows via contacts 11
and 10 of relay 76 to switching contaotor 77 and relay 68,
which causes contacts 6 and 7 (5 and 8) to open the supply cir-
cuit of the winding of voltage regulator 61 (61a).
As a result of the operation of oontactors 75 and 77 the
storage batteries are connected in series to terminal "+" of
starting box HKC-60001 (38).
The battery circuit is connected as follows: "-" of bat-
tery 73, "+" of battery 73, contactor 78, contactor 77 (in the
lower position)
co
t
,
n
actor 75 (in the upper position), minus
of battery 71, whose plus terminal is permanently connected
to the pole of starting box IIKC-6000H (38).
Terminal "+" of the Starting box, and consequently ter-
minal CT of starter-generator 14 (14a) are supplied with 48 T
and the starter-generator continues to spin intensively the
engine; the aircraft mains is supplied with 24 V current from
one storage battery 73.
The switch of the fourth cam of timer 26 operates in
16.5 sec. cutting in relay 45 through terminal 1 of the timer
pneotor; co lug connector and terminal 14 of the starting box plug con-
ntacts 8, 5, 7, and 6
circuit Of
the of relay 45 open the supply
shunt winding of starter_generator 14 (14a).
The starter-generator starts to operate with series ex-
citation thus accelerating engine speed.
In 31.5 sec. the switch of the first cam returns to the
initial position thereby de-energizing the entire starting
system. The starting circuit of starter-generator 14 (14a) and
the ignition are cut off; supply of starting fuel is out off
too; ignition pilot lamp 17 (17a) goes out.
The starter-generator rotated by the engine automatical-
ly passes over to the generator duty; its shunt winding is
connected to the voltage regulator through contacts 7 and 6 of
relays 42 (42a) and 43.(43a).
Automatic Autonomous Starting of Engine
fro er-Generator of Runnin
m
Starting of the other engine is aocompi.ished from the
starter-generator of the first en components function in
In this case, the starting system is concern-
ed. different way so far as their operating ed. This difference is` due to the fact that relay
the 4re1(41)
takes part in the starting cycle; operation
a first
the
ensured by the presence of voltage on er of
to the first
engine starter-generator which has passed
for duty.
The starting system provides for:
(1) blocking of starting button 31a (31);
(2) disconnection of the starting circuit from the start-
er control unit; starting fuel pump motor 28,
(3) cutting in of ignition, rl2t
starting fuel system magnetic valve 12a (12), ignition p
lamp 17a (17)of the magnetic cock of the running
gtongiif the run -
(4) current supply from the start ex-gene for to o be s-
ning engine to the starter-generator of the engine
ed, via the starting resistor;
(5) connection of the shunt winding of the running engine
starter-generator to the aircraft maius;
starter-generator
(6) connection of the running with
shunt winding to the series-connected stxa a batatterisseries, With
simultaneous disconnection'of the voltage
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
- 172
and the winding of the differential--minimum relay of the run_
?ning engine from the aircraft mains;
(7) disconnection of the start er-genexat or shunt winding
after the engine starting;
(8) de-energizing (within 31.5 sec.) of the starting equip.
went.
The electric equipment operates as follows.
When button "Starting" ( 3anycx ) 31a (31) is pressed,
current flows via circuit breaker 23, terminal 3 of the timer
plug connector, the contacts of the second pan switch, termi-
nal 7 of the timer, button 31a (31), contacts 5 and 4 of re-
lay 29a (29),. terminal 10 of the timer to the winding of re-
lay E , which closes contacts 8 and 9; 6 and 5; 3 and 2. Fur-
ther, current passes to the winding of motor M via contacts 9
and 8 of relay g (A) and contacts 4 and 5A (B).
Contacts 5 and 6 of relay S (A) supply current to the
switches of cams 2, 3, 4, and 5, to terminal 11 of the timer
plug connector, to terminal 19 of starting box 38, and
further to the winding of contaotor 50 via contacts 2 and 1 of
relays 41a and 41.
Motor M starts turning cams 1, 2, 3, 4, and 5.
After the first cam switch has operated- (within 0.4 sec.)
current will flow to motor M through its contacts.
0.9 sec. later the switch of the timer second cam will
operate and will cut in the following units:
(a) relays 39a (39). 42a (42) and contactor 47a (47),
energized via oontaots 2 and 3 of relay $ (A) of timer 26,
terminal 9 of the starter control unit, and terminal 17 of
starting box 38;
(b) relay 44a (44) supplied with current through con-
taote 4 and 5 of relay 40a (40), terminal 6 of starting box 38
and limit switch X.H. of control panel 5a (5);
(o) relay 41a (41) energized via terminal r of diffe-
rential minimum relay 62, terminal 7 of storage battery switch
box 74, ooat&ota 14 and 13 of storage battery switch box re-
lay 76, terminal 11 of switch box
bCZ 380 and contacts 749 terminal 4 of starting
(d) Cont 5 and 6 of relay 39a (39);
actor 48 (48a) to which ourrint is fed via Coo-
tacts a and 9 of rely 41a (41).
-- 173 --
The supply circuit of relay 50 winding is opened by con-
tacts 1 and 2 of relay 41a (41), as a result of which the
starting circuit is disconnected from the storage batteries.
'.then relay 44a (44) picks up, current strut; flowing
from circuit breaker 24 via terminal 1 or nt.:rtine box 38,
closed contacts 7 and 3 of relay 44a (4d), tcrmin.:1 21 of
starting box 38 to the winding of starting fuel pump motor 28.
Simultaneously, current will flow via closed contacts 8
and 2 of relay 44a (44) and terminal 27 of starting box 38 to
pilot lamp 17a (17), to booster coil unit 10: (10) and to
starting fuel valve electromagnet 12a.
The shunt of starter-generator 14a (14) Is connected to
the 24 V mains through circuit breaker 24, terminal 1 of
starting box 38, contacts 5, 8, 7, an3 6 of relay 45, and con-
tacts 3 and 7 of relay 42a (42).
Starter-generator 14a (14) of the engine being;:3t.r.ed
13 supplied with current from termir. d1 C': of the st_irtcr-,-e-
nerator of the running engine via ter7rinil CT1 of sorting
box 36, cont:tctor 48 (48a), starting resistor 49 and contact-
or 47a (47). , atos 2.S -sec.
The switch of the third ca0 o. tier . 6 o ; z
lfter, cutting in contactor 4&a (48) nu;?lieI "tth cu:rent
through contacts 3 and 2 of relay 39a ()9), Lai rcl.Y 43 :;?~%
energized via uontacts 3 2 of rcl )9.t (3)) an, cont 11
and 12 of relay 41a (41).
Contactor 48a (48) ..'rune t:e s: c: zeal:-tor .~ ? 1
::
t actor 47a (47). Rel :? 43 (43.a) di -or-'c'
starter-generator 14 (14a) from voltce re,;jl?.tor 61 (61&) an!
aonneots it to terminal ?+? of st .rt1n_ box 39 rla contacts 7 and 6 of relay 42 (#2a) an= contL.t+ 7, ), 2, `nl u
of relay 43 (43a). 4 o!
t~sx.
The upper branch surnllcs e?Jrrc^t
r" ' .S. .j b .. ? ~ -
t-t'cry snitch box 74 from t %e th1r 1 C
n11 15 0f r1 t.1:.1.;f b a % )-'. -c`t ct'
1iy 41a, terminal 12 of the st-L=ttn,:
t1-:er, the terein Ll of t :,.c fo-j:?h
timer.
From ter !1-.~ ?1~ .cr
s~1. !ox 74 c.:rc-t
^-Saki 4 c .''? 't e: =,;?~ 5*1 4a
t.acts 11 and 10 of rel't7 76 t" ".t. AN tI `y _,s :,:.zt::t=6 :'?
!trt+
can:a:ts 6 a.nl 1 ('! ,r.1 _-
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
windings of voltage regulator 61 (61a) from the
Simultaneously, current delivered from terminal 4 of raft ?s~
box 74 flows via contacts 7 and 8 of zelair 76 switch
opens its contacts 1 and 2 thereby cutti
70, which
n
t
rela
g
off
co
o
while its contacts 4 and 5 (7 and 8) disconnect the w
differential minimum relay 62 (62a) from the aircraftfinaing of
Connection of contactor 77 and mains.
or 75 will cause the series-conneotedistorage tbatteries ntoc be
connected to terminal "+" of starting box 38; the shunt wind-
ing of starter-generator 14 (14a) connected to the same termi-
nal will be supplied with 48 V. Voltage across the terminals
of running engine starter-generator 14 (14a) energizing start-
er-generator 14a (14) of the engine being started will be in-
creased causing the starter-generator to spin the engine with
high speed.
The aircraft mains, and consequently the control circuits
and the shunt winding of starter-generator 14a (14) will be
energized with 24 V supplied from one storage battery 73.
Differential mi
nimum relay JtMP-400 62 (62a), whose sup
ply circuit is opened by the contacts of relay 70, will discon-
nect the aircraft mains from the high voltage delivered by
starter-generator 14 (14a).
When the switch of the
8.5 fifth cam of timer 26 operates (in
sec.), energy will be fed to the winding of relay 46 via
terminal 8 of the timer and terminal 26 of starting box 38; re-
lay 46 will pick up and deliver current from circuit breaker 23
to the winding of relay 45 via contacts
contacts
contacts 14 and 15 of 5 and 6 of relay 46 and
winding relay 41a (41). Relay 45 will de-energize
being hof starter-generator 14a (14) of the engine
started. Starter-generator 14a (14) starts operating as
a series motor causing the engine
Operation to pick up speed.
Oper of the fourth cam switch will not affect the
functioning of the electric equipment. The fourth cam will
supply energy via terminal
the starting box to thenal 1 of the timer and terminal 14 of
been ewergazed. winding of relay 45 which has already
At the end of the starting
the initial position and cycle the fifth cam returns to
of elflrage battery opens the supply circuit of terminal 4 ` switch box 74, as a result of which oonta4t-
~,
ors 75 and 77 switch the storage batteries over to parallel
operation-
Relay 45 remains energized to the very end of the cycle,
the fourth cam being the last but one to return to the ini-
tial position.
The entire system is unblocked by the first cam, which
is the last to return to the initial position.
Starter-generator 14a (14) begins to operate as a gene-
rator, its shunt winding being connected to voltage regulator
61a (61) via closed contacts 7 and 6 of relay 42a (42) and
contacts 7 and 6 of relay 43a (43).
Starting of Engine from Ground Power Supply
Starting of the engine from an external power source is
accomplished in the same manner as when carrying out autono-
mous starting of the first engine, the only difference being
that the storage batteries are not switched over to 48 V.
This difference is accounted for by the fact that when current
is fed to ground supply receptacle 66, relay 76 of storage
battery switch box 74 picks up cutting off the storage bltte-
ries from the aircraft mains and terminal "+" of starting
box 38.
Pressing of "Starting" ( 3anycr ) button 31 (31a) and
subsequent operation of switches 1, 2 and 3 of the timer cans
cause the electric equipment to function in the same manner,
as when accomplishing autonomous starting of the first engine.
The switch of the fifth cam de-energizes the shunt winding of
starter-generator 14 (14a), the contactors of storage battery
swibeh beat 74 being kept in the same position by energized relay 76.
Operation of the fourth cam switch, similarly to autono-
mous starting (from the generator) of the other engine, does
not cause any changes in the functioning of the starting eZuip-
meat. ales returns
After expiration of 31.5 sec. the starticg sY
to the initial position.
The starting system equipment operates as follows (See
Fig.146).
Current from receptacle 66 flews to the
storazo of ,,tycP
over relay contactor t and via terminal 3
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
switch box 74 to the winding of relay 76; the other end of
the relay winding runs to terminal "-" of receptacle 66 via
terminal 12 of switch box 74. When energized, relay 76 feeds
current to relay 70 through contacts 9 and 8, and terminal g
of switch box 74.
The minus end of contactor K winding is connected to the
frame via the closed contacts of relay UP of switch-over re-
lay 67, contacts 5 and 6 of relay 76, and master switch 72.
In case of wrong voltage Polarity across receptacle 66,
relay Hp picks up and opens the winding of contactor K (with
the receptacle connected properly, relay fp cannot pick up
because of a solid rectifier planed into its circuit).
Contactor K of switch-over relay 67, and relays 76 and
70 are energized. The circuits of cont
t
ac
ors 75d 7
an8 are
opened by contacts 1 and 2 of relay 70, and 4 and 5 of relay 76,
respectively.
The storage batteries are cut off from the aircraft mains,
while the external supply is connected to the mains via con-
tacts K and 77. Simultaneously, contacts 4 and 5 (7 and 8) of
relay 70 out off the winding of relay J WP-400 62 (62a).
Pressing of "Starting" ( 3anycK ) button 31 (31a) and
subsequent operation of the switches of cams 1, 2 and 3, cause
the electric equipment to be switched on in exactly the same
manner, as in the case of autonomous starting of the first engine.
The fifth cam switch delivers energy to the winding of re-
lay 45 via contacts 3 and 2 of rel-:y 46.
Relay 76 of storage battery switch box 74 being energized,
the current fed by the fifth cam to terminal 4 of switch box 74
Instead of flowing via contacts 11, 10 and 7,8 will flow via
contacts 11, 12 and further via terminal 10 of switch box 74 and
to terminal 14 of starting box 38
the winding of rel , whence it is supplied to
starter shunt in 45, which opens the supply circuit of the
winding,
Starting of the other engine from
does not differ in any external power source
roe the first niine the way from the starting Procedure described
foray. 76, which o generator operation being prevented by
pens the supply circuit of relay 41 (41a) (the
relay switches over the startin
the starter-generator of g equipment
th.
runni
ng engine).
The starter-generator of the running engine is out off
from the aircraft mains by differential minimum relay Jp_400,
whose supply circuit is opened by the contacts of relay 70.
Engine Starting with-fa nual Control
of Fuel Supply (Non-Automatic Starting)
During non-automatic starting of the engine fuel supply
is regulated manually with the help of the engine control
lever.
Starting is accomplished as follows:
(1) Press "Starting" ( 3aryCK ) button 31 (31a) and
keep it pressed for 1 to 2 sec.
The starting equipment operates in the same way as iu the
case of the automatic starting.
(2) Slowly and smoothly shift the engine control lever
to the Low throttle" ( Manuft ray ) stop, thereby regulating
gas temperature aft of the tubrine.
Engine Starting in Air
Starting of the engine in the air is carried out without
employing the starter, as the rotor is spun by ram air.
The engine is started as follows:
(1) fuel is supplied into the engine in the same way as
in the case of the automatic starting;
(2) press button "Starting in air" ( 3afyCK B B03yyxe )
30 (30a) and keep it pressed for 1 to 2 sea.
With button 30 (30a) pressed, current flows to the winding
of relay 40 (40a) via circuit breaker N, terminal 23 of start-
ing box 38, button 30 (30a) and contacts 2 and 1 of relay 40a(40).
Further, current is supplied to motor M of timer 26 through con-
tacts 8 and 9 of relay 40 (40a), terminal 20 of starting box 38,
terminal 13 of the timer plug connector, contacts 7-and 8 of
relay B , and contacts 4 and 5 of relay A. After operation of
the first cam switch, motor M and relay 40 (40a) are energized
through the contacts of relay 40 (40a) in parallel with but-
ton 30 (30a). are de-energized, as
The switches of cams 2, 3, 4 and 5
relays A and B are out off.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
Relay 44 (44a) is energized through circuit breaker 23,
terminal 25 of starting box 38, contacts 6 and 5 of relay 40
(40a), terminal 7 of starting box 38, and limit switch X.II.
of control panel 5 (5a); the contacts of relay 44 (44a) feed
current to booster coil unit 10 (10a), to the solenoid of start-
ing fuel valve 12 (12a), and to starting fuel pump motor 28.
Pilot lamp "Ignition" (3axxranxe ) 17 (17a) lights up.
As the circuit of button 30 (30a) runs across the normal-
ly closed contacts of relay 40a (40), starting of both the
engines simultaneously is impossible.
31.5 sec. later, the timer switches off the ignition sys-
tem and pilot lamp 17 (17a) goes out.
Cranking of Engine
Engine cranking is accomplished by switching on the start-
ing cycle without cutting in the ignition.
The ignition is out off by control panel 5(5a)limit switch X.p,
which opens the ignition and starting fuel circuits, when the
engine control lever is set in the "Cut-Off" (CTOn ) position.
To start cranking, it is sufficient to press button "Start-
ing" (3anycs ) 31 (31a) for 1 or 2 seconds.
With the button pressed, the starting procedure is cont-
rolled by the timer in the same way as when starting is accomp-
lis?ried automatically. The starter-generator will operate
through the entire starting cycle, thereby cranking the engine
to a speed of 800-1100 r.p.m.
If cranking is not to be carried out to the very end of
the starting cycle, the latter should be discontinued by ope-
rating circuit breaker 23. Then circuit breaker 23 should be
turned on again for 30 to 40 sec. to enable the timer to comp
late the cycle.
The electric equipment of the starting system is provided
with a special blocking arrangement, excluding the possibility
of resuming or cutting in the starting cycle, when the system
is in the intermediate position. This arrangement does not allow
the engine and its accessories to operate under abnormal condi-
tions. The blocking is ensured by the following elements of the
starting system.
- 179
The switches of cams 2, 3, 4 and 5, cutting in the start-
ing units, are supplied with energy through the contacts of
timer relay A or b , which can be energized only via starting
incan
b closed or 3lwhen statting button
second camcircuit,
switchnistinturn,
ini-
i-
be closed only
tial posit lon.Therefore, with the starting circuit(or the air-
craft mains) de-energized, supply of current into the start-
ing circuit via the circuit breaker or into the aircraft
mains will result only in cutting-in of motor M, which will
complete the cycle and set ethecams
starting buttoninitial
willinotn?
At the same time, pressing of
on cir-
the butt
lead to any changes in the electric circuit,
cuit being opened by the second cam switch.
Settin En ine to Maximum and Augmented Rating
Cutting in of the m'iximunnleverainnthei"Na-
complished. by setting the engine control
(1aKma7[) and "Afterburner" ( -Popcaz) positions, respec-
tively- engine without
To provide for stable operation of the esurging), the maximum and augmented ratings should be out in
only when the engine reaches the specified speed. For this
purpose provision has been made in the electric system for
blocking the maximum and augmented ratings when the engine
speed is not sufficient. This function is performed by the
HP-10A pump hydraulic decelerator contactor which opens the
circuit of the automatic devices controlling the maximum and
augmented ratings at an engine speed below 10,400?200 r?p.m?
cwith the engine control lever shifted
tht ?arious engine
However, contactor operation may occur
speeds, depending on the rate of engine control lever shifting.
the contactor may operate at
e
NAfterbur"
um" C 11aRCxuan ) oz
Thus, during engine acceleration
a speed of 8000 r.p.m? auxiliary blooting Ion of an This necessitateu introducendence between outting- n of
arrangement setting up interdep ine during acce-
the maximum and augmented ratings and th? " of control Da
leration; blocking is provided by Switch
nel fly-3. "~' ~
Thus, when the engine control Lever is set at the
(wCSx ) atop
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
180
ratings will be cut In only when the engine speed reaches
10,400?200 r.p.m. (with smooth increase of fuel supply), or
9700-100 r.p.m. (during engine acceleration).
Cutting in of the maximum or augmented ratings results I.
a sharp increase of fuel consumption, which leads to a reduc-
tion of fuel pressure in the aircraft booster system.
To raise fuel pressure at the engine inlet, with the en-
gine running at the maximum or augmented ratings(in order to
avoid damage to the fuel pumps), provision has been made for
an interlocking arrangement which sets up an interdependence
between cutting-in of the above ratings and the minimum pres-
sure of fuel in the aircraft booster system. This interlocking
is ensured by minimum fuel pressure warning mechanism U-3
which does not allow cutting-in of,or engine operation at,the
maximum and augmented ratings, if fuel pressure in the air-
craft booster system is less than 0.3 kg/sq.om.
Switching Maximum Rating On and Off
The engine is set to the maximum rating by reducing the
diameter of the Jet nozzle clear opening. This results in a
reduced gas pressure difference across the turbine, which tends
to decrease the engine speed.
The centrifugal speed governor, striving to maintain en-
gine speed at a constant level, will increase fuel supply,
which in its turn will cause a rise in gas temperature for-
ward of the turbine.
Thus, thrust augmentation at the maximum rating is achiev-
ed due to an increase in the temperature of jet gases, and,
consequently, an increase of their velocity.
Shifting of the engine control lever to the "Maximum"
(MaxCHnal ) stop causes limit switch M of control panel IIY-3
to operate.
Relay 51 (51a) picks up and delivers current to the elec-
tromagnet of two-position slide valve iA-2I 35 (35a).
The slide valve changes its position thereby changing de-
livery of hydraulic fluid to the cylinders controlling the Jet
nozzle shutters. As a result, the jet nozzle shutters will be
Partially closed..
_181-
To switch off the maximum rating, it is necessary to
shift the engine control lever from the "Maximum" ( L'alcxuan)
stop towards speed reduction. In this case, limit switch 1.1 of
control panel II.Y-3 will open, de-energizing relay 51 (51a).
The Jet nozzle shutters, depending on the position of the en-
gine control lever (the position of the cam of switch "311)
are set either to the normal or augmented position.
The individual components of the system operate as fol-
lows (See Fig.146).
The moment the engine control lever is shifted to the
"Maximum" ( LZaKcmuan) stop, limit switch "tM" of control pa-
nel 5 (5a) will operate.
Relay 51 (51a) is supplied with current via circuit
breaker 22 (22a), terminal 19 (17) of afterburner control
unit KAY--2A 59, contacts 8 and 7 (5 and 4) of relay 57, ter-
minal 22 (29) of the afterburner control unit plug connector,
terminal 23 of plug connector 15,limit switch 3 (3a) of the
HP-10A pump hydraulic decelerator, limit switch M of control
panel 5 (5a), terminal 10 of plug connector 15, and termi-
nal 3 (36) of the afterburner control unit plug connector. The
other end of the winding of relay 51 is connected to the frane
through terminal 16 of afterburner control unit 59. Current
flows through circuit breaker 25, terminal 10 of afterburner
control unit 59, and contacts 2 and 3 of energized relay 51
(51a) to terminal 1 of the plug connector of slide valve rA-21
35 (35a).
The jet nozzle shutters shift to the "Maximum" CLIaKct:uan )
position. limit
As soon as the maximum rating is switched off,
switch M of control panel 5 (5a) opens the supply circuit of
relay 51 (51a). Energy is delivered via circuit breaker 25 and
contacts 2 and 1 of relay 51 (51a) to terminal 2 of the plug
connector of slide valve rA-21 35 (35a). Depending on the po-
sition of limit switch "3" of control panel 5 (5a), current will
also be fed either to terminal 2 or l.of the plug connector of
slide valve TA-2I 33 (33a)? rA-2I 3) as follows: from
Current is fed to slide valve n_ c
ont circuit breaker 25 via terminal 10 of the afteZ4 of relay 58,
unit, contacts 5 and 4 of relay 55, contacts 5 and f
terminal 15 of the afterburner control unit, to terminal 31 C
current -flows either to terminate 25
plug connector 15. Furthez,
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100010001-0
- 182 - 1
or terminal 14 of plug connector 15, depending on the position
of switch "3". From terminal 25 energy is delivered to con-
tact 2 of relay 32, and further via contact 3 to terminal 1 of
slide valve rA-2I 33,provided relay 32 is energized.
Relay 32 is fed through blow-off band switch "X a
. -- - d which
recei
ves curr ent from
From terminal 14 of plug connector 15 current is fed to
terminal 2 of slide valve PA-2I 33.
With the shutters in the augmented position, current is
supplied to terminals 2 or I of slide valve rA-2I 35 and to
terminal 1 of slide valve rA-2I 33; when the shutters are in
the maximum ( Maxcitua, ) position current is fed to terminal 1
of slide valve TA-2I 35 and to the terminal of slide valve
rA-2I 33.
Switching Augmented Rating On and Off
Operation of the engine at the augmented rating is ensur-
ed by burning an additional amount of fuel in the afterburner.
With the exhaust area of the jet nozzle remaining unchanged,
this would have resulted in an increase of gas pressure aft of
the turbine. To safeguard the engine against surging and to
prevent excessive rite of gas temperature forward of the tur-
bine, the diameter of the jet nozzle exhaust area is increased.
When the augmented rating is switched on or off, there
should be a definite synchronization between supply of after-
burner fuel and the time period within which the jet nozzle
exhaust area is changed. This is achieved by adjusting the rate
of jet nozzle shutter shifting and the speed at which after-
burner fuel pressure increases and drops. The same purpose is
served by a blocking arrangement incorporated in the afterburner
control system.
Provision has also been made in the eleotrio system for
blocking the operation of the jet nozzle shutters depending on
afterburner fuel pressure and for cutting off afterburner fuel
supply when there is no hydraulio pressure in the pipe line cont-
rolling the shutters in the augmented position.
The blocking arrangement is devised:
(1) to prevent the shutters from opening before fuel is
delivered into the afterburner, and thus to avoid a drop of
gas temperature in the afterburner; this would have made igni-
tion of afterburn
er fuel Inpossible and caused abrupt reduotiom
of the engine thrust;
- 183 -
(2) to prevent burning o, afterburner fuel with the shut-
ters closed, and thus to preclude engine surge and overheat-
ing when toe augmented rating is switched on;
(3) to prevent the jet nozzle shutters fron cLosirg when
there is fuel pressure in the afterburner manifold, and thus
to preclude engine surge and overheating when the augmented
rating is cut cff.
To out in the augmented rating, the engine control le-
ver is shifted to the "Afterburner" (,opcas) step. This turns
on limit switch ? accommodated in control panel 5 (5a),
uii coupled to the engine control lever.
As a result, current is fed to HP-11A fuel pure electro-
magnet 9 (9a). Fuel is admitted into the afterburner rtnifold
:rd the afterburner pilot lamp lights up.
,n, fuel pressure in the afterburner n .nifold exce
total has c,reuuure :';t of the turbine by 0.2 kg/s;?("1?,
Pressure warning mechanism ,,~ -2 (6a)
tfterburner minimum fuel p
neTgizes relay 58 (58a', which provides for:
(1) setting the e:_ctrowa,^,net of two-position slue
_v_ 1'A-:~I 33 (33x, in a position at which the h-irtu_ic
';lii is sunpli'd into the interpt-stop spaces of the Shutter
,introl cylinders(as a result the 3hutter5 shift to t?:e aug-
nted position);
(2) cutting in afterburner boo;;tcr toll 8 (0.4);
(3' In,-energizing timing relay P3 1 54 (54a).
shcn fuel nresnure in the afterburner ntnlfoi.i r_.t-!?es`
.. when t!,e S:,ton n? ....
when
the highest permissible vtlue, that is,
pump afterburner cock alcoat cores up Igtlnst th" ct??,
_1-it switch 4 (4a) o the ;pump cncr%= es rel.ti 5: (5:a),
which switches off booster coil 8 (8a)? ion +Yte^ is recer
ue-e: ~.rgizing of the sfterburnc-r iEnlt
try because continuous operation of booster c0=1 =?-?l
(8a) must not exceed 32 sec. rs_~v1 .;e er
- -:1a
The augmented rati: , 1= switchel off tY :o?Car ~ ~' ;??
;1ne control lever fro-n t~.e z 7 r914:t
---.uses s..itch {' of control p-tnel 3 (51) to raper..
of which electroo:ignet 9 (93) of the trP-llA P'22 11 ~e-e:er~:zal.
-st ,~? s :::s:-
'.Fuel supply into the jtftcrburner ^-+ntfe:3
o ?tes`s:^.t! .::fo:~ !l.s.
s.^p
?szncr pilot Cots out.
1
of t?t t.ra_.t
..
then excess fuel ^ressu:e In
the total f.