AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A062100070001-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 246
• Document Creation Date: December 22, 2016
• Document Release Date: November 17, 2011
• Sequence Number: 1
• Content Type: REPORT

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Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4 50X1-HUM
AIRCRAFT MHF-19c
Service Manual
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 -50X1-HUM-
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This Manual provides information concerning servicing
and maintenance of the aircraft units and systems, as well as
armament, radio and radar equipment, instruments and oxygen
equipment.
Wiring diagrams and Specifications of these units, sys-
tems and equipment are given in a separate Album.
Technical Specifications and other data for the units,
armament and special equipment are based on the information
of the Manufacturing plants.
The data contained in the present Manual conform to the
results of the Manufacturer's and official tests.
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INTRODUCTION
The MNIL19C aircraft (Fig.l) is a single-seater super-
sonic Jet fighter with a power-plant consisting of two PA 9B
engines with afterburners.
The MxP-19C 1e a cantilever midwing aircraft with a
sweptback wing and sweptbaok empennage with a controlled sta-
bilizer. The fighter has no elevator.
The fighter is equipped with a tricycle landing gear, the
main wheels being retracted into the wings while the nose one -
into the fuselage. The landing gear is furnished with an auto-
matic wheal braking system.
The fuselage is composed of two parts (nose and tail) con-
nected by means of an easily detachable joint at frame No.20
which ensures a convenient removal and installation of the en-
gines. .
Two speed (air) brakes are located on the fuselage tail
portion front, whereas the lower speed brake is positioned on
the fuselage nose portion in the vicinity of frames Nos 11 and
14. The total area of the three speed brakes is 1.49 sq.m.
The rear bottom part of the fuselage tail has a special
bay for the container with the drag parachute.
The pilot's cockpit is of the pressurized ventilated type
equipped with an ejection seat with a face curtain to protect
the pilot's face, as well as with a set of the KKO-1 oxygen
equipment.
The single-glass cockpit canopy is composed of the wind-
shield and sliding part. The latter can be jettisoned from the
closed position only.
Sntry of dust, water or snow into the cockpit with the
aircraft parked is prevented by pressurizing the cockpit from
the outside with the aid of the pressurizing cook handle ar-
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 :zr. n.r,rauli: cystem automatically as the
be ,;ter line drops below 65+5 kg/sq.cm.
the Juplicated control from the main hyd-
:e _1ircraft is equipped with an emergency
by means of the AHC-4 electric
bs the pilot with the aid of a control
`
ric follow-up system. The lateral control is
'r the hydraulic system to the ele
t
c
rical one
-!-en the presacre in t?
rate hydraulic systems with variable-displacement pumps
(the pump driven by the left-hand engine supplies the booster
line, whereas the pump servicing the landing gear, wing flaps,
air brakes and engine jet nozzle shutters is actuated by the
right-hand engine). Each system has its own hydraulic tank and
pump. The pressure in the systems is equal.
The aircraft air system feeds compressed air for actuat-
ing the main and emergency landing gear wheel braking systems,
for the emergency lowering of the landing gear and wing flaps,
for re-loading the cannon, for releasing and disconnecting the
drag pazachute, for removing the sliding part of the canopy,
fox pressurizing the cockpit, for closing the shut-off fuel
valves, and also fox operating the de-icing system.
The aircraft fuel system comprises four tanks located in
the fuselage. Their total capacity is 2170 litres.
Besides, two additional tanks of 400 or 760 litres each
may be suspended from the wings. In flight the tanks may be
dropped.
Fuel consumption is checked by the TP}52 fuel flow-meter
that serves. to indicate constantly the remaining amount of
fuel in the aircraft system.
Engine starting is facilitated by a gasoline system comp-
rising a gasoline tank and a booster pump.
The aircraft armament consists of three 30-mm RP-30 can-
non. Two cannon are located in the wings at the root ribs,
while the third one is arranged at the starboard bottom of the
fuselage nose part. The wing cannon are furnished with 73 cart-
ridges each and the fuselage cannon is supplied with 55 cart-
ridges.
Each cannon has a link bag, the cartridge cases are eject-
ed outside.
The aircraft rocket weapon comprises two OPO-571 rocket
pods with eight APC-57 (C- $; rockets.
The OPO-571 cluster rocket launchers may be suspended in
two ways:
(a) with drop fuel tanks installed;
(b) with drop fuel tanks removed (mounted instead of the
tanks).
The bosl,lmg equipment of the aircraft consists of bombs
v' -" zg from 50 to 250 kg and attached to universal
~- line before the booster
arc, t. ,
50+2 kS/s,.ca.
eZ?~ .ttrol .is efroo!e, from the
mecA x ;i.,, t? , flC-4 emergency line
;!!Ot feels the sane efforts on the
?'? '" wnen o;er:-ting t o control
st..Lilizer iron the booster, but
ratec l?t crei s;,eed is re:.ced and corresponds to the
lug the at..b1:_.cr ttrough 4 degr. second
(when 'eci the
Cro;.nd: . par se
~~z+^ce 1s easared t-y the employment of aepa,.
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7 -
ranged outside the port side of the canopy sliding part.
Mounted on the outside of the cockpit windshield is the
de-icer pipe.
The aircraft has a sweptback wing, the sweepback angle
being 55? along 25% of the chord line; the wing area is
25 sq.m. and its span is 9 m. The wing carries wing flaps with
a sliding shaft of rotation and balanced ailerons; the port
side aileron carries a trim tab. Attached to the wing top are
aerodynamic fences. -
To increase stability of aircraft lateral control at great
M-numbers, interceptors (plates) are arranged parallel to the
relr strinrer on the wing bottom connected mechanically with
the til zona(deflecting the aileron downward causes the res-
pective interceptor to come out).
To i.npro' the aircraft flying properties at all alti-
tudcs flying speeds,the longitudinal control of the air-
cr..i' o^a:l hod by L st ibilizer with the APY-2A vari-
~i:-r ale :ooit control unit system.
control system (stabilizer control) is
inslu.?in., the BY-1411C hydraulic booster,
.!:i... 1 ; rrn nc -
.evc.3ible circuit and fed from the
with its duplicating supply line
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? s E C T I 0 A 011 E
bmtcarriers instead of drop tanks.
The aircraft armour consists of armoured glass for
the canopy windshield, armoured plate arranged in front of
the cockpit, armoured head and back plates of the pilot's
seat.
The radio and radar equipment comprises a transmitter-
receiver station, type PCV7-411 , airborne responder, type
CPO, tail warning radar, radio range finder, type CPA-1M,
combined with sight, type ACfl-5H , and also a OCII-48
system consisting of an automatic radio compass, type APIC- 5,
r:lio altimeter for low altitudes, type P&-2, and a marker
receiver, type MP11-4811.
C h a p t e r I
PREPARATION OF AIRCRAFT AND ENGINES FOR FLIGHT
1. GENERAL
1. In carrying out inspections and routine maintenance
work, follow the order set forth in the present Manual and ob-
serve the Instructions delivered along with the units and inst-
ruments.
2. Periodically, depending on the operating conditions,
drain the condensate from the entire fuel system through the
drain cocks (plugs). This is usually done before the flight.
3. Routine maintenance operations-on the aircraft, engi-
nes and other units should be carried out at regular intervals
determined by the number of aircraft flying hours, i.e. every
10+1, 25?5, 50?5, and 100?5 flying hours. In carrying out the
S0-hour operations, perform simultaneously the 10-hour and
25-hour maintenance operations, and in fulfilling the 100-hour
operations, perform the 10-hour, ?5-hour and 50-hour routine
maintenance operations.
4. In case of replacement of an engine or some other uni:.,
routine maintenance operations on them should be performed at
intervals determined by the number of aircraft flying hours, i.e.
every 10?1, 25?5, 50?5 and-100?3 flying hours.
Routine maintenance operations on a newly installed engine
Or unit may be carried out shed of the schedule.
5. To ensure trouble-free operation of aircraft equipment
under different climatic conditions of the airfields (humidity,
dust, etc.), in case of intensive use of separate units when
carrying out special missions (increased number of take-offs
and landings, intensive firing, eto.), during engine replacement
Or prolonged intervals between the flights it is recommended
to perform unscheduled operations on all or separate aircraft
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(units) in compliance with the present instructions on routine
mainten.-ice operations.
6. The tools and fixtures employed for any operations on
the aircraft must be in good condition.
After work is over, check to see that no tools or fixtu-
res remain in the aircraft.
7. Before turning over the aircraft for 25, 50 and 100-
hour maintena:ice operations, it is recommended to carry out
the following checks during one of the last startings of the
engine:
(a) check the pressurization value in the fuel drop tanks
end in tank ?::c.l and make sure that there is no fuel leakage
in the fuel 3vster: (See Chapter X, Section 2 "Checking Fuel
3ysteo for Lea's :ge");
(b) cii_c'.c the oil pre-,sure at the engine inlet.
Then examine the aircraft as prescribed for the post-
'11ght Ic.;.::tion.
6. --0-.t all friction parts of the aircraft except the
bet=ln~s ` t,(!
wheels,of the ARC-4 stabilizer emergency
control s,;stem, and of the turbo-cooler with L ATYS2O11ubricant;
the w%;-j ,eirtngs should be treated with HK-50 grease, the
turbo-co:,1.= bearings with OKB-122-14 oil and those of the AIIC-4
:ttb1_ieer control system with OKE-122-12 oil.
9. It is not allowed to pressure-lubricate or wash
closed- be -rings. They dust be only wiped and their exter-
t1 s,,r:' .ce -o tted with a film of grease.
10. rerforoing inspections and routine maintenance
~~. ':le?tn the external surfaces of the aircraft units,
=r `":.t ~r ec1 tl e ,ui)ment and their linkage of dirt and
1 "'+cr atculi dirt be washed off with a kerosene-air mix-
t'1r e .
11. With the aircraft parked close the cockpit with a
cover to protect rubber parts in the cockpit and the canopy
Class ag.tlnct sun rays.
12. ?,, draul~4c accumulators and
sbsorbe:s nest landing gear shock
be charged with compressed nitrogen. If corn -
Pres ed nitrogen is not arail,ble, it is allowed to charge
thea provisionally w1th compressed air.
1). During ground tests do not employ external power
sources w:tn a volt:,ge below 24.5 V.
2. SAFETY PRZCAUTI0NS
1. Before starting an inspection or any maintenance ope-
rations on the aircraft, take precautions to exclude inadver-
tent firing of the cannon or the ejection seat, retraction of
the landing gear or switching on of electrical mechanisms as
this may involve accidents and cause damage to aircraft equip-
ment.
To this end open the cockpit canopy and without entering
the cockpit make sure that:
(a) the cockpit canopy emergency autonomous removal handle
is in the CLOSED position and locked;
(b) the seat ejection gun and its triggers on the hand-
rails are safetied while the face curtain handle and trigg-
ers on the seat handrails are locked;
(o) the tactical and emergency bomb drop buttons are clos-
ed with caps;
(d) the landing gear control switch is in the neutral po-
sition and held by its lock;
(e) the storage battery and all electrical switekes are out
off;
(f) the CPO responder destruction circuit is cut out (the
safety cotter pin is inserted).
2. To avoid failure of the engines due to a possible entry
of foreign objects through the open blow-off bands, the follow-
ing rules must be observed ai.en working in the engine bay:
(a) use tools only after they have been attached to a cord;
(b) take measures to prevent the removed units and parts
from dropping into the bay;
(c) perform operations on installation and removal of
equipment only with the blow-off bands closed.
3. Reduce pressure in the hydraulic systems to zero and
out off tae accumulator before starting operations on the stabi-
lizer, ailerons, landing gear wells, wing flaps and air brakes
to avoid any accident. To ensure safety during operations in
the air brake wells, lower the speed brakes, reduce pressure in
the hydraulic system to zero, disconnect the accumulator and
then set the slide for retraction to make sure that the air
brakes do not retract.
4. To avoid inadvertent firing of the seat ejection gun,
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LG- - li
or s
never remove the cockpit canopy along with the interlocking
cable of the seat ejection gun.
5. When working in the cockpit with the canopy removed
or opened, see to it that the protective carecscscrewed
or
onto the canopy pneumatic remover guns; Prior installing the canopy, remove the caps.
6. With the engines running, it is not allowed to pass
tand in front of the air intake ducts at a distance less
1. Air Intake Ducts
1. See that there are no foreign objects in the ducts and
check the screws for proper tightening (by the red marks).
II. Fuselage Nose Part
2. Check the I1BA air-speed tube rod and the TI1-156
emergency tube for condition and attachment.
3. Check the de-icer system for alcohol leakage and
see that the tank is full. Check the storage battery for lea-
kage of electrolyte.
4. See that the armament and radio equipment access doors
and plates are closed.
than 15 m.
7. It is prohibited to switch on the APY-2A variable-
ratio boost control unit without switching on the BY-14MC
h?;draulic or A O-4 electrical drives to avoid failure of the
APY-21 control unit.
8. When handling the aircraft armament, place a red
warning flag at a distance of 3 to 5 m. in front of the air-
craft to warn against standing or walking in front of the air-
crift.
At night do not fail to place a red warning light.
9. All holes of the units and pipes opened during dis-
mantling should be immediately closed by special plugs or
caps.
10. In order to retain the fuel in the inner chambers of
tie engine pumps before draining the fuel from tank No.1,
open the filler neck of tank No-1 and create pressure in the
fuel system by engaging the pump of tank No.l. This done,olose
the fuel shut-off cocks and drain the fuel, with the tank filler
cock open.
11. If the engine oil system has been emptied, top up
the oil tank prior to starting the engine and turn the cold
engine 2 or 3 tines, after which refill the oil system.
3. PR6-FLIGHT INSPECTION
Uncover the aircraft and remove the covers from the cannon,
wir-speed tubes ?A and ?11-156? remove the
intake ducts and ~ plugs from the air
jet noaales, as well as from the pipe union
of the PA-215 pressure regulator and from the air blow-off
shutters; tren
remove the screw clamps from the rudder.
Arr'mbe the wing service ladders, prepare the ground
eQuipeknt and tools.
Inspect and chock' the aircraft as shown in Fig.2.
III. Upper Nose Bay
5. Open the cover of the nose bay and check the latter
for foreign objects. Inspect the condition of the landing gear
strut mechanical position indicator.
With the bay door closed make sure the strut position in-
dicator freely extends when pushed.
IV. Nose Landing Gear Strut
6. Check the wheel tyre for proper inflation by tyre
deflection which should be 10 to 15 mm.
7. Check earthing cable for proper fit and attachment in
its special socket.
8. Check for AU-10 fluid leakage from the wheel shimmy
damper.
9. Check the pressure of nitrogen in the shock absorber
bj the compression of the latter.
10. See that there is no leakage of AMr--10 fluid from
the shock absorber.
11. See that there is no leakage of ALT-10 fluid from
the hydraulic oylinder, units, pipes and hoses in the wheel
strut well.
12. Check opening and attachment of the landing gear
doors.
13. Check the attachment of pipe lines and electrical will
bundles.
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~ i1 H
ht-Hand Hain Landifl Gear Strut
15. Cheok the wheel tyre for proper inflations tyre def-
lection should be 30 to 40 0101-
16. Check the pressure of nitrogen in the shock absorber
(by the shock absorber compression) and see that there is no
01%-10 fluid leakage.
17. Make sure there is no leakage of AMI'-10 fluid from
the strut hydraulic cylinder.
18. See whether the wheel door and strut up looks are
closed.
Inspect the condition and attachment of the landing gear
doors (wing, strut and wheel doors).
19. Check the L.G. strut well for oil leakage from the
units, hoses and pipes.
20. Check the attachment of pipes and electric wire bund-
14. Check the attachment of oxygen bottles.
VI. Right-Hand Wing
21. Check the wing access panels for proper olosing and
see that there is no leakage of AM1-10 fluid from the aile-
ron booster access hatch.
22. Check the condition of?the mechanical position indi-
cator of the main landing gear strut and the attachment of the
aerodynamic fence.
23. See that there is no fuel leakage from the fuel drop
tank.
VII. Right-Hand Side of Fuse Awe
24. Check the access door corers for reliable closing.
25. Check the position of the air blow-off shutters on
the panel of the right-hand engine access hatch. See whether
the fuel system shut-off cooks and the air blow-off bands
on the engines are open.
26. Make sure there 1s no all or fluid leakage.
27. Inspect the ends of the Tent tubes and clean them if
seoessary.
Make sure there
fairing and the
is no foreign matter in the space between the
stabilizer.
29. Check the
of the trim tab on
30. Check the
able closing.
condition of the bent tab or the position
the rudder (on aircraft of later design).
access panels on the empennage for reli-
IX. Jet Nozzles
31. Make certain there are no foreign objects in the
nozzles and no leakage of AU-10 fluid; check also the nozzle
shutters for free opening and for proper position. The shutters
should be completely open, t.e. be in the starting-augmented
rating position.
X. Left-Hand Side of Fuselage
32. Perform the inspection In the same way as on the
right-hand side of the fuselage (See Points 24 to 27).
33. in addition, check the drag parachute doors for re-
liable oles'ag; check also the front and rear looks of the
doors and the parachute cable look for proper safetying and
reliable closing. The cable should not be slack and should be
reliably secured in the clamps, whereas the retainers of the
door open position locks should stand against the notches.
XI. Left-Hand wing
34. Perform the inspection in the same way as on the
signs-hand wing (See Points 21 to 23).
35. In addition, check the baranoed position of the aile-
ron trim tab in accordance with the inscription on the trim
tab.
XII. Main L.G. Left-Hand Strut
36. Perform the inspection in the same way as on the main
L.G. right-hand strut as prescribed In-Points 15 to 20o
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below the lower edge of ;.UV
mar and by 10 to 20 mm in winter.
Drain the fuel sediment from tank No.1
it contains no water or foreign particles.
VIII. lily g of aircraft Systems
Open the access panels and do as follows:
37. Check the aircraft for filling with fuel by the fuel
level in tank No-1
In doing so do not fail to check the readings of the fuel
flow meter.
The fuel level in the fuselage and drop tanks should be
filler neck by 20 to 30 mm in sum-
38. Check the fuel level in the starting system. The fuel
level in the system tank should be 40 mm below the lower edge
of the filler neck both in summer and in winter.
39. Check the oil level in the engine tanks. It should
be at the mark 10.5 - 11 litres on the dipsticks marked " 7I w
and ? A ? (which stand fof the left- and right-hand engines,
respectively). With the engines running on the ground, the
amount of oil in the tanks must not be less than 7 litres.
40. Check filling of hydraulic systems. With zero pressuT4
is' the Systems and retracted wing flaps and air brakes,
the level of AMP-10 fluid in the tanks should be at the
marks made on the dipsticks.
CAUTION: It should be borne in mind that a proper fluid
level in the hydraulic tanks is of utmost importance for nor-
mat operation of the systems. Lack of A1111-10 fluid in the
t+aks Bay cause failure of the hydraulic systems in flight.
41. Check the alcohol level in the de-icer system tank.
The
tank should contain 6 litres of alcohol.
42. Add roll, oil, fluid and alcohol, if necessary, and
close the aeoss$ panels.
ZIT. ~iso_ z~ C_c it
hate sure there are no foreign objects or water in the
ookpit. Is winter check the oookpit for ice, especially un-
:or the poet.. Nat, through the
post
Remove the cover s made in the seat.
from the
which ias"ot wing flap control panel, after
the cockpit as follows:
43. Check the canopy organic glass for cracks, formation
of "silver" or worsening of glass transparency. Check also
the de-icing system spraying manifold for cleanliness. Check
the condition of the pressurizing rubber tube and its coating.
44. Check to see that the pressure reads 50_3 kg/aq.om.
in the air bottle of the cockpit pressurizing system, from
110 to 130 kg/sq.om. In the canopy remover gun bottle, from
110 to 130 kg/sq.om. in the main air system, 50 kg/sq.cm. In
the landing gear emergency system and from 110 to 130 kg/sq.om.
in the wing flap control system.
45. Check the safety belts and their looking mechanism
for proper operation, and smooth down the belts. Check the
locking pieces on the seat face curtain, on the handrails,
on the diaphragm valve, on the ring of the ejection gun inter-
locking cable, and also on the flexible pin of the AA-3 auto-
matic unit; make sure the spring hook of the AA-3 unit rope
is reliably secured to frame No.7 and that the OPS-IM cable
is attached to the seat rail.
46. Get seated in the cockpit and check the
canopy sliding part for easy closing and opening, and see also
that it is reliably fixed in the extreme positions.
Check the canopy looks for reliable closing and for pre-
sence of the locking pieces on the control levers of the eaao-
py locks and on the canopy emergency jettison handle.
47. Check the engine control levers for easy travel, re-
liability of locking and fixing on the stops.
48. Make sure the brake system is in good order by pres-
sing the brake lever and exercising the pedals. Clogging of
the release hole may be one of the rezsons for improper air
release from the 711-30 valve. The hole must be cleaned.
Note: Under zero temperature conditions check, simulta-
aeonsly with depressing the brake lever, whether
the brake shoes displace.
49. Check the operation of the main and booster hydrau-
lic systems as prescribed in Chapter VIII, Section 2 "Checking
Operation of Hydraulic Systems'.
50. Check the stabilizer control system for proper ope-
ration as instructed is Chapter IT, Section 2 'Care of Stabili-
ser Controls.
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ty
51. Check the ailerons for deflection with the booster
e: ged and disengaged, make sure the handle and ailerons move
smoothly and that a certain effort from the spring-feel mecha-
nism is perceptible on the handle.
52. Deflect the pedals to make certain that the rudder
deflects fully and freely, without knocks and binding, in the
desired direction.
53. Check the aileron trim tab and the rudder trim tab
(if it has been installed) for deflection, then place them in
neutral position in accordance with the inscriptions on the
trim tabs.
54. Check to see whether the emergency extension valves
of the fading gear and wing flaps are closed and safetied
with KOK-0.5 wire.
55. Check to see wh ther the caps of the fuel shut-off
cooks cio~ing buttons are safetied with 2162 brass wire,
0.25 mm to diameter.
56. Check operation of the AA-5 buttons after being
pressed, the button should return to its initial position.
See that the rubber cover is in good condition.
57. Tinder conditions favourable for the ice formation du-
ring the flight, do not failto check operation of the de-icing
system.
58. Check whether the circuit breakers necessary for
the given flight are switched on. The circuit breakers are
located on the right-hand panel under the transparent cover.
After the equipment has been checked by all the experts,
check whether the access plates opened during the inspeotion
are reliably closed and switch off the circuit breakers that
have been switched on during the pre-flight inspection.
Before the pilot takes his seat in the cockpit, remove
the cable with the ground locks and set the air-speed tube rod
1a?th, horizontal (flight) position.
4. CR3CKING OPERATION OF ENGINES
Check the operation of the engines on a specially equip-
ped around provided with a deflectin
special stop. (concrete- g plate in the rear and
enveloped rails) for the blocks.
CAUTION: The engines may be raced only with the fuse-
lage attached. If it is necessary to race the engines with
the tail part detached, use a special appliance to hold up
the tail pipes during engine racing.
To ensure better oooling conditions for the units looat-
ed in the engine bay, it is necessary to open the engine so-
oess panels when the engines run on the ground.
Note: Check the engines for acceleration and starting
with the acoess panels closed.
When preparing the engines for starting, do as follows:
1. In windy weather position the aircraft air intake
ducts into the wind.
2. Make sure that all ground equipment in front of the
aircraft and behind it has ,een removed; see that the ground
in front of the air intake ducts is clean.
3. Make certain the parking place is equipped with fire-
fighting means.
4. Remove the plugs from the air intake ducts, jet nor,
sloe and ports of the shutters serving to pass the air from
the engine bar, examine the air intake ducts and make sure
that there are no foreign objects in them.
5. Make sure that the remote controlled shut-off cook
of the engine is in the ON position.
6. Place the air-speed tube rod in the flight position
and remove the cover from it.
As the aircraft is provided with two hydraulic systems
and the pump of the main system is attached to the right-
hand engine, whereas the pump of the booster hydraulic line
which is mounted on the left-hand engine does not operate the
jet nozzle shutters, it is well to bear in mind the following:
1. Start and stop the engines in the following sequence:
Engine Starting
Start first the right-hand engine and then the left-hand
Engine Stop?ing.
Stop first the left-hand engine and then-the right-hand
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 . 20 -- -
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
one to ensure proper control of jet nozzle shutters.
2. It it is necessary to check operation only of the left-
hand engine at various ratings, then prior to starting the en-
gine connect a ground hydraulic
start the right-hand engine.
3. If It is absolutely necessary to stop first the right-
hand engine, bear in mind that it will be impossible to cont-
rol the shutters of the left-hand engine and they may remain
in the position NORMAL or MAXIMUM after the engine has been
stopped.
Note: After the right-hand engine has been stopped, the
shutters of the left-hand engine may be displaced
only once immediately after stopping the engine
utilizing the pressure in the hydraulic accumulat-
or for this purpose.
Start the engine in the following sequence:
1. Cut in the switches bearing the inscriptions AIRCRAFT
OR GROUND STORAGE BATTERY ( A H71VJI.EOPTOBOi, A3PO)IPOM. )and
GENERATOR ( Pe:HEPATOP) of the engine to be started.
Note: When starting the engine from the ground storage
battery, do not switch on the generator.
2. Switch on the circuit breakers bearing the inscriptions
STARTING UNITS (ArPEPATU 3AiIYCKA ), pump OF FUEL TANK No.1
(;"r?COC IAKA 1 ), INSTRUMENTS OF ENGINES, FIRE-FIGHTING EQUIP-
MENT, PUMP WARNING UNITS OF TANKS NOS 1, 3 and 4 (UP1a o a p
p m o a H V d
t- 0 0 9b
C+ ti)
G? 0 H! n Cr m 0 0 9 H d H 0
0 N C+ d+
ro 0~ a p -m-~ o a o t>' K N N m m N
b O pP p o p
m O p e0t e+
A 'pT ?~ K G Np~ O O H o .??
H 0) ci rr m ?t (q ro 0-t a 0 1-4
0 0 00 p' 00 o et
to a p~
O m m P' K
W ? O ' a e} ?r
p p'
p '+ pI a 0 o p w '+ m I
H m
* Cr m A a W V p 0
o
H
er r o
0 03
N
W p N a rr b ?4 N ? -ot W p H 0
N 04 O p
fA 't p +-
N o p N 'd 'wt F- H C+
C+ 0 a K c N N H w m '+ ID O "' epr q
E4 t- o I
O O
V p' 0 0 '+
a O o p m CD K m O ~Q H O
p p, a, m
0
m ? o y
F~+ m p
Cr o M eh N H m n e- p' O?
p w or. m w q
H a o
0 m O? V r b et yam', I, tw- o t ?
b w m ry ? ti w a p` 'Ha
VV
N 9 W a
O M !?A ~ ? o a' m '~ 0 0 in.
M C
0 Po
N 04
d Cr W m rt a i H d f? m !'' 0.
?~y. _ .-r o .. v a- p d M
v ~y a.
c+ F* th 4+
0 9 p CD r Ce m m m
,0 '. p 0
m co 00 m 0 Cr a Vol 0 0 a
H H a H M+ N w H 1-% H H
p' O 't m ..m m e+ w 0 0 H b'
Co O m P' O% w. m p to N (5 m
't 0 0 5-4 '+ co r- '4 m et
w O H o O N O H
Cr ' /O oao I?+ b w r- o H B CD p H
r H O, H O H
H ?4 ?4 0 B
0 4+ 0
o p BC+ 04
<
p H Ct Ct G v
! M p w p
N H 00 p 1-6 04
m
a Cr N 0
it a O a
0 0 et H
et H q
c+ 0 N m
m to 0
? 0 K
 .. IIF it - l i
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----- rCSasror (relative to- [ :
rated voltage of 28.5 v) . , . . . .
from +1.5 to 2 y
from
In the course of operation the voltage -2.5 to-3 y
be periodically inspected, for which purposelegulator shoyld
1. Check surfaces of the temperature compensating re-
sistor and stabilizing resistor. If surfaces have cracks,
swellings, replace the resi
t
s
ors.
2. Check security of electric
the core adjustiug screw.
connections and locking of
3. Check the panel for security of attachment in the air-
craft, inspect condition of rubber and spring shock-absorbers.
4. Check Cnn.it t..._
- terminals are tightened.
5. Check the regulator for proper
(check condition of spring locks)
to the panel
6. Check the
is near Position of the rheostat slide. If the slide
the stop when turned for an increase of voltage, this
indicates that the carbon pile is badly worn and should be
replaced.
7. Check condition of
conductors joined to the terminals
of the voltage regulator panel and their condition in the collars
which fasten the conductors to the shock-absorbing panel. See
that the shock-absorber washer does not rub the conductors and
the conductors are not bent excessively.
8. Bear in mind that the seal on the electromagnet side is
energized and, therefore
of the -400A relay , it should be clear of the parts or body
T
strip .
o prevent short-circuiting, a rubber
is glued to the bracket of the
The voltage re 1 -400A relay.
power he regulators are located in the right and left
supply units between frames
No
remove covers of hatches Nos 13 and 14. To get access to
~PYAOBAft ELECTRICAL EQUIPMENT (931EKTPO -
Ballast Resistor
Ballast resistors are d e 0
of rep-cm-6000A eaigned to ensure
tine terminal of gene ators. They parallel operation
ax,
equalizing winds the generator and the Inserted between the nega-
i
n
rcraft structure. The
8s Of both a
betwee1 the volt of the resistors . negative terme regulators are series-connect-
i~l generators (to ballast
resistors).
if loads of the generators become different, potential
dro?s are created in ballast resistors with the result that
current will flow through the equalizing windings and the vol-
tage regulators will divide the load between the generators.
The value of the ballast resistors is equal to 0.00214 ohm
In operation take care that negative power conductors of
thegenerators and leads of the voltage regulator equalizing
windings are properly tightened on the terminals of the ballast
resistors and that contact resistance in connections between
the ballast resistors and the aircraft structure does not ex-
ceed 100 microhms. The value of contact resistance and relia-
bility of wire connection from the generator to the ballast
'resistor considerably influence the parallel operation of the
igenerators. No maintenance operations are needed for ballast,
resistors.
Voltmeter
B-1 voltmeter is connected to the busbars to check the
mains voltage (of storage battery, generators or ground source).
In operation periodically check readings of the B-1 volt-
meter against readings of a reference ipstrument. Also check
leads for security of attachment to the B-1 voltmeter.
Check periodically the pointer position with the mains
power
Zero.
supply off. The voltmeter pointer should be in line with
If necessary, sat it against zero by the adjusting screw.
Capacitors
Each power supply unit is provided with three capacitors
of REM-3I type which are connected to voltage regulators and
lifferential minimum relays of the generators. The KBM-3I capa-
citors serve to suppress radio interference during operation of
the generators and associated deviees(P-27 voltage regulator,
AMP-400A relay). in the event of radio
In operation periodically (especially
interference) check contact resistance between the capacitor
body and the aircraft strmcturs. Contaontaotistance should
of
exceed 200 microhms. In case of high
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 278
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contact between capacitor lugs and the aircraft I
e regulators. For this purpo
structure cleaning their contacting
t_
spo
2. P-LRALLEL OP-RATION OF GM;RATORS
Load distribution between paralleled generators depends
on their voltage values, characteristics and symmetry in con.
necting the generators to the mains (Fig.144). Load distribu_
tion is especially affected by resistances of circuits from the
negative terminals of the generators to the aircraft structure
and from the positive terminals to the load. The P-27 voltage
regulators should have Practically the same adjustments and
equal sensitivit
y of the equalizing windings.
To adjust parallel operation of the generators,
procedure below:
follow the
1. Open the access panels of the right and left power
supply units.
2. On both voltage regulators set the slides of the regu-
lating resistors to the middle position.
3. To measure voltages and currents of both generators,
plug voltmeters and ammeters (with an equal grade of accuracy
and equal calibration) into the receptacles mounted in the left
power supply unit.
Note: In case one instrument is available (instead of two),
it may b
in turn. connected to the left or right generator
.
at 4. Before the adjustment warm up the regulators for 5 min.
10,000 r.p.m. The adjustment should be performed also at
the 109000 the engines. Using the adjusting resistors in
run on each g regulator, set equal voltages (28.5 V) of idle
generator for which purpose it is necessary to die-
conneot the generators from
5. After the mains one after another.
setting
the generat equal voltages at the idle run, connect
ors to the mains anew.
6? Cut in all the 1
currents delivered b Dads and determine the intensity of
in currents the generators to the mains (difference
should not exceed d 23 5 A A)
7. I fat in the )
the gneIa currents exceeds 25 Al equalize
ror currents with the help of the adjusting resistors
se, increase the vol-
of the voltag
tage of the generator with lower current (by moving the slide
of the adjusting resistor of the voltage regulator in the
clockwise direction) and decrease the voltage of the generator
having higher current (by moving the slide of the adjusting
resistor of the voltage regulator in the counter-clockwise di-
rection).
8. Check the stability in parallel operation of the gene-
when
rators when the engines operate at dif +F0e0nt speeds, t.hee
ine operates at low speed ( 5000 r.p.m)d
n
g
e
one
other at rated speed (11,150 r.p.m.). In this case the generat-
or of the engine operating at low speed should not stop running.
In checking the right and left generators, change alternately
engine speeds.
9. Measure the voltage at low and maximum speeds to make
sure that the regulators maintain constant voltage. The dif-
ference in voltage for each generator should not exceed 2 V
(check alternately by changing engine speeds).
10. When the adjustment of parallel operation is over, shut
down the engines, disconnect the voltmeters and ammeters from
the receptacles in the left power supply unit and close the
access panels of the right and left power supply units.
Note Since with all consumers cut in the load of the
generators does not exceed 40 per cent of the rated
value, glowing of one of the lamps GENERATOR OFF
(PEHEPATOP BUEJIUgIH) is not indicative of abnormal
operation, if the idle generator starts to operate af-
ter manual disconnection of the operating generator.
This is true provided P-27 regulators, AMP-400A re-
lays and generators are in good condition and oor-
reetly connected, if the parallel operation of the
generators is properly adjusted. The lamp GENERATOR
OFF should not keep flickering*
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
3. AIRCRAFT MAINS
Ii-
General
The aircraft mains e;sploys single-wire circuits, i.e.
the sources of power are connected to the loads by positive
wires and the metal structure of the alroraft is used as a
negative wire.
Note: To eliminate influence of the supply circuit of the
tail warning radar on indications of the rkIH-I
compass, the tail warning radar is supplied through
a double-wire circuit arranged in the fin area.
The aircraft mains ensures:
(a) automatic disconnection of generators when ground
source is switched on;
(b) automatic disconnection of aircraft storage battery
when ground source is switched on;
(c) connection of aircraft or
mains only if ground source to aircraft
polarity is correct;
(d) protection against operation of high-power consumers
(radar ranging unit
battery; ' sight, inverter) from aircraft storage
(e) separate connection and disconnection of generators
from cockpit;
(f) connection of aircraft storage battery or ground source
from cockpit;
(g) increasaseed reliability
err oP) increased of power supply for vital consum-
radio set g current (AP$ 3 automatic radio compass, PCNY-4
, TP3-52).
Inthe event of failure
supplied these consumers they
of the 7,,0_75[) inverter which
inverter (CPp,.2 res may be switched on to the 110-500
which ponder a emplcy, , type 110-150)
supplies the radar r
the ranging unit and eight an8ing unit two and sight. invertersIn this case
(h) power supply om are disconnected from the inverter;
flying. from one generator both in day and night
The
i
a
rcraft Sias consis
protection
Craft m is of the
equipment,
awito ear Control equip... following elements: wires,
? t, plug connectors, and
I
wires Used in aircraft Mains and Their Markin
wires BIIBJI and BUT are used in the aircraft mains.
have the following cross-sectional areas: u70
1.93, 2.5, 3, 4, 5.15, 6, 8.8, 13, 21,
a section of 0.5 sq.mm is used in more than a
wires BIIBJI have three colour codes: red
armament circuits, blue colour code for radio
They
0.75, 1, 1.5,
sq.mm. Wire with
half of the mains.
colour code for
equipment circuits,
white colour code for electrical equipment circuits.
To facili-
tate detection of faults in the mains and to avoid confusion
wires when replacing units, special tags with identification
marking are used. The tags are attached to the ends and joints
of wires.
The marking of wires is based on the employment of letters
and numerals and consists in the following:
1. All equipment associated with the aircraft mains is
divided into groups depending on its application. Each group
'nas a letter code (the complete Delivery List of electrical
equipment and electrical diagrams is given in the Album of
.electrical diagrams which is appended to these Instructions).
Code letter
of group
Subunits of power
sources and associated
Electrical actuators
Units for engine staring and ignition
Engine control instruments
Units for- light signalling and lighting
Navigation instruments
Radio equipment units
Armament units
Bomb armament (drop tanks) units
Beating devices of instruments
instruments and units of one !Croup
numbers.
3. A wire tag indicates:
(a) d f e ,,ipment group:
o q
tt
l
have their ordinal
er
0o a
e
(b) number of unit to which wire is attached;
(o) number of electric line (ordinals of lines
supply unit (power
equipment)
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
quantity of wires from the given unit).
(d) number of terminal (or contact) to which this wireie
connected (plug connector, block, instrument or other equip.
cent);
(e) number of line portion from one unit to another (it
electrical line has plug connectors, blocks and other elements
of switchgear).
The principle of tag marking will be clear from Fig.145
which shows a portion of electric circuit (bunched conductors).
The conductor which Joins plug connectors Nos 25 and 115 1
fitted with tags: the tag near connector No.25 has the inscrip.
tion 18-22M1-II, while the tag near connector No.115 has the
inscription 1-22M1-II.
The tag 18-.22y1-II denotes the following:
(a) inscription 222(1 on tag indicates that conductor
to unit 22k: letter M denotes equipment grou passes
p (
numeral 22 indicates the ordinal number of the circuit rb3) and
reaker
0C-5 (according to Specifications in Ke
denotes number of the electric y Diagram), numeral 1
line from the circuit breaker (229);
(b) numeral at the left end of the tag shows that the con-
ductor is connected to terminal 18 of plug connector No.25;
(c) Roman numeral II at the right end of the tag denotes
the number of the conductor portion in the circuit from the
circuit breaker (22M) to the button (24M). The second tag 1o-
cated at Plug connector No.115 differs only in left numeral 1
which indicates that the second end of this conductor should be
connected to terminal 1 of Plug connector No.115.
Shieldin
To reduce
iaa of electric Interference with radio equipment, the
inadequately units which may cause interference are shielded. An
~equately shielded
d system
ie reception than may produce more interference with
of additional de t= an unshielded one owing to the appearance
In aeeea mental contacts in shielding. Therefore, it
e8r7 to check the condition of
daaage and contamination Of b raiding shielded conductors for
have good electrical connection of . Shielded conductors must
Ptructure. ction of
The shields Shoal their shield
Meld to the aircraft
oat !h
eir entire ten h.
be electrically
continuous throngb?.
Plug connectors
To facilitate hook-up and dismantling of wires and units
of electrical equipment, the aircraft mains are fitted with
the following plug connectors:
RM
rrv
4. Receptacles 47-K and 48-K.
Plug connectors, type 1P and -IIIPT, are
1. Non-sealed plug connectors, type sir and ??, ??s
2. Sealed plug connectors, type MIT and ~T.?, UK??,
3. Individual plug connectors, type I.
??,
I cults. Plug connectors, type Er.., UK,
1 UK .., Hr are used in A.-C. circuits.
used
Hl...
D.C. cir-
and V ..,
I
Individual plug connectors, type UP-I , are used. to con-
nect separate conductors-running to the FOOD!-45 lamps and
flB,Q-4 air-speed tube.
Receptacles 47-K and 48-K are designed to connect to the
mains the loads and instruments which are not constantly out
into the mains (voltmeter, ammeter, portable lamp U-36, etc.).
Protection Equipment
Heavy current fuses of type TH-400 (29 8 in the circuit of
the aircraft storage battery) and T_H-200 (203, 218 in the cir-
cuit of the left and right generators) are used to safeguard
the power sources against overloads due to shorts in power cir-
cuits of the sources. To protect the A.C. mains and the sou=oes
against overloads due to shorts,CII-5 fuses are used.
The electric wiring and D.C. loads are protected against
overloads and shorts with the help of circuit breakers, type
A3C, A3P, and time-lag fuses, type IM.
Circuit breakers A3C can be manually closed in circuits
with a current corresponding to the AX ratings. In case of over-
load current and short circuit they are opened automatically, or
when load is normal, manually. An automatic out-out odours owing
to the heating of a bimrcallie plate by overload or short cir-
cuit currents. The nr:jeral following the abbreviation AX denotes
rated current (in amperes) which passes through this circuit
breaker.
Circuit breakers A3P with free disengagement are used in
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 I
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- 40Y -
4+Iau113 where insulation of wires both in circuits
units is not capable of withstanding excessiv
7. Push buttons 5-KC, 204-KC, 205-K
and inside
rise (fo
t
r
ire
m
perature
. protection). e When employing circuit breakers A3C:
1. Take care that contact terminals do not get loose
ing hook-up and dismantling, support. dur-
connecting and disconnecting terminals by hand when
2. Protect circuit breakersdA3C~rs to them'
as they do not have special protection. ag~nst moisture and dust
3. Do not exert excessive pressure and violent blows on
haL9les of circuit breakers.
4. At low temperatures approximating -600C, the handlo
should move first smoothly, without
rapidly. Jerks, then accurately and
5. Neither open nor repair circuit breakers. Never install
an opened circuit breaker,
ly
in
6' TO Prevent a blow-out
without del operate the breaker handle quick-
ay, otherwise, in the event of overload or short
the circuit, the circuit breaker
b will blow out as a fuse.
ma
y
oases when a a delayed purposely only in exceptional
the breaker i possible inflaming of insulation and failure of
itself are disre
handle the circuit breaker After such a delay becomes 4Y o the
faulty and should be replaced.
Control E ui ment
To control electric loads
equipment both for direct ' the aircraft is fitted with
remote switching (relays t switching (switches, buttons, etc.)
The aircraft is ' contactors, relay boxes).
direct swito Provided with
king: the following equipment of
1' single_
tions2? S1n81~Dole twitch 87-K with two fixed Positions.
3(without neutral Position)
switch 88-$ with two fixed posi-
~
l
e_pOle throw
position.
g
_Over switch
4. single_ no-45 with neutral
tiona pole switch ~
and one ventral itchtios_20 with three oPerati
ng posi-
`. D le t tle switch jM5 wbiow all contacts are open.
urinals.
10. Terminal screws (both operating and idle) should be
satetied with bensyloellulose varnish.
11. Check the ram of the BK 44 limit switch for adfustaeut
of length. and looking.
win switch 2B-45 with two fixed positions.
C
.
8. gicroswitches BK 2-140B-1, KB-6A, KB-6-2 and limit
switches BK-44. The BK-2-140B-1 single-pole microswitch of in-
stantaneous action is used in the afterburner interlock system
(when no pressure exists in the hydraulic system) an-I in cont-
rol systems of landing flaps, air brakes and stabilizer.
EB-6A and KB-6-2 single-pole microswitches of instantaneous ac-
tion with button control are employed in circuits of drop tank
simultaneous Jettison and in the control system of landing flaps.
The BK-44 limit switches are used in the system of L.G. position
(indicating lights.
In employing the control equipment:
1. To reduce wear of contacts owing to electric erosion,
connect positive wire to moving contact (to contact support).
2. In mounting and dismounting switches take care that
'contact terminals do not get loose, support them by hand.
3. Protect switches against moisture and dust as they do
not have special protection.
4. Avoid excessive pressure and violent blows on switch
handles.
5. At low temperatures approximating -60?C handles should
move at the beginning smoothly, without Jerks, then they should
move more accurately and rapidly.
6. Do not open or repair switches. An opened switch should
not be installed in the aircraft.
7. Switches 87-K and 88-K are not fitted with special
chanisms of instantaneous action, therefore, switch their
handles as quick as possible. This requirement is especially
important in breaking circuits at maximum loads in order to
avoid excessive burning of contacts.
8. When a fault in operation of switches is detected,
even a slight one, remove and test them carefully, using a volt-
9. Check to see that adjusting screws are properly locked
and that leads to limit switches are securely attached to ter-
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
12. Jeep microswitches and limit switches
clean. protect
fit) while the starboard generator fee
them from dirt and ingress Of moisture insid
C
t
on
e
aminati th
on of microswitches maye mec.
operating ram rod. result in binding of the
of the
13. Periodically inspect BK-2-140E-1 microswitches for
security of their carbolite cases.
14. Check to see that buttons of KB-6A and KB-6-2 micro.
switches move easily and smoothly.
15. When microswitches and limit switches a e
rately, remove them from the aircraft and closelycheckiwitho.
the help of a test lamp.
Remote switching in the aircraft is effected with aid,
contactors, type KM, and relays, type PHI, TKE the,
y
the equipment of remote switching incorporates the
the MP. Besides,
relay box and the PIIA-2001
-~A differential minimum relays.
In operation contacts may acquire tarnish which must not
be removed by cleaning or filing
not tarnish) that ? It is contact resistance (end
is indicative of contact proper operation.
Contact resistance should
drop across two lie within the limits for the voltage
wise pairs of contacts not to exceed 240 mV, other-
the contactor should be replaced. Take care that liquid
does not get on a contactor.
In operation periodically inspect the connection of wiring
aircr and attachment of the contactor itself to the
aft body.
cut
The contactors are located as follows: KU-50,$ contactor to
in tthhe_2Pump of tank No.1 - in the
to left power supply unit;
1I contactor
- in the upper a cut in the aircraft storage battery
equipment bay near frame No.3;
or KM -2$,g contactor to
right tope near frame Dio.26
Power Distrlyu
tion in aircraft
Power distribution
simaltawe p from supply sources
stobased Oa
battery (exoeptfo of all consumers from the to loads aircraft Is
rag
attep rerter) or C~ I aMn radar ranging unit, ACII-SH sight,
.
The Dort
Y of t
he
Re
LO thenerat02 running generators.
a+a ? 8ures power
of the supply for loads connect.'.
Port generator (in the left power supply
ds the loads connected
enerator (in the right power
d
b
g
oar
f the star
to the busbar o
nit). The busbars of the starboard and port generators
supply
u
are interconnect fuss.
if one oftheg
letely by the other one.
Consoles located on the starboard and port sides of the
cockpit and power supply units located on both sides of the
fuselage constitute main switching and distributing equipment
of the aircraft.
The left power supply unit contains circuit breakers A3C,
high-current fuses TII-200 , shunt of ammeter A-46, capacitors
KBM-31., receptacles 48-K, relay PH-L, relay AMP-400A , vol-
tage regulator P-271, stabilizing transformer TC-9AM, contactor
KM-504 , thyratron interrupter HT-51A of kerosene flow meter.
The right power supply unit contains circuit breakers AN,
tide-1 g fuses I?-75, high current fuses TII-200 , shunt of am-
-eter A-46, capacitors KEM-3I , relay PH-2, relay W-400A,
voltage regulator P-27flP , stabilizing transformer TC-9AM,
afterburner automatic control unit KAA-2
Power from sources is delivered to loads through the left
and right power supply units. From the left power supply unit
via busbar 30.1 power As fed to engine starting units, engine
afterburners, fire-fighting equipment, cockpit beating units,
yc-icing system, wheel brake releasing; automatic system, fuel
5Ut-off cocks, flow meter (D.C.), cockpit lire of white light,
left rear lamp APYOUM-45 , turn indicator, tank N0.1 pump
: tLotoz KM-50A. supplied directly from the busbar of the port
.
generator (left power supply unit) are t'.e inverter of the ra3--r
:,aging unit and sight, relay P11-6, which switches power supply
free one inverter (2P) to the other (171')? -
The right power supply unit delivers power:
1. Tia busbar no.2 to the gyro boriron, rxx-I eompa ,
eleotromotors of rudder and aileron tris tabs, and trleelug ef-
fect mechanise radar altimeter, CY.P'_-2 tail warnini radare
radar ranging unit, railo notion, '_..'tint: ele"ent of
air-.peed.
e=lt a rt,
and m
2. Via busbar No.) to units of gi to taxiing sai landing lights-
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 Declassified in Part - Sanitized Copy Approved for Release 201
3. Via busbar No.4 to unit
element s Of bomb armament, heats
of the air-speed tube, signalling and contro
of landing flaps, air brakes, drag Parachute 1 s,
navigation lights, ultraviolet landing gear,
raulic boosters, light, control system ofd
ratio boost control unitflare electric launcher APY
' variable
4. Via busbar No.5 to fuel
pumps Besides, connected directly tothef butanks 2, 3 and .
sbar ofsthe starb 4
generator (right power supply unit) ~ are: card
radio communication station the inverter of the
flow meter , radio compass, I.F.F. transponder,
actuators of APy-2A and AIIC-4 mechanisms.
Specific Features of Mains Em
1? ~Nhen disconnected to ent
or prteWed w ' plug connectors should be plugged
with cellophane against moisture, dust and mecha-
nical damage. ed
2? All plug connectors
nuts should be drawn u should be securely joined, coupling
p until tight and locked. The ends of
locking wire should be
clear, of the cables.
3? In case Y
a
for
and
rupture of conductors at a solder joint,
resoldering use solder U0
colophony). In with flux (mixture of alcohol
After soldering do not use acid or other soft alloys,
soldering remove overflows of colophony
Off with alcohol. Do not allow by washing them
4. Negative terms overflows of solder.
be securely terminals of power sources and loads should
eeing of negative' drawn up and locked. Periodically check the tight-
negative t terminals and conditi
terminals (degree of
of rubber strip in
should be determ tightening
soking Of ined not by negative terminal
adapter sleeve). tighte
S Ming of coupling nut, but by
T
?
ake
are
in re located 30aze that cables and
apart. Bear t or hydranl pipes
operation may beeo
circuit ms heated as high as 1000C and a short
s where a ga fuel Yetest
Pld h8dwhre p of 30 oanses a fire. At those
Pipe. s mm cannot be ensured
or leatherette. hould be Protected w ' cables, fuel
6. Take oars with leather substitute Of cable near sharp ed$e. of Xlro attratra~ien (especially if cables pass
oture)' If Protection is damaged,
r@ air it.and eliminate the cause of damage, otherwise the
p
cable may be damaged.
7. Owing to high temperatures in the engine bay and es-
peoially in the fuselage tail section, observe the following:
(a) vinyl chloride attachment collars must not be used in
To attach cables in this bay, use metallic band
the engine bay.
collars. Rubber tips on terminals of the generator-starter and
starting panel are manufactured of heat-resistant rubber;
(b) when the air blow-off bands are open, the cables are
affected by the air stream; therefore, the cables should be
attached rigidly so as to prevent vibration which may lead to
disrupture;
(c) cables of the tail section in aircraft of early se-
ries are provided with heat-resistant protection: they are
sound with two layers of cord asbestos and coated with water
glass. In operation check cables for condition of heat-resistant
protection. Employment of vinyl chloride attachment collars
and heat-nonresistant protection of cables in the fuselage tail
emotion is prohibited. The gaps between the cables and the in-
ner casing of the fuselage tail section should be not less
than 20 mm.
In aircraft of late series bunched conductors in the tail
section and engine bay are made of heat-resistant wire, mark
iIT When in operation it is necessary to check the state of
insulation of heat-resistant wires at places where cables are
bent most often. When disjointing plug connectors Nos 48, 56,
57, 58 and disconnecting plug connectors from units mounted in
the tail section and engine bay, avoid violent bending and twist-
ing of cables as this may lead to damage of insulation and
,closure of wires;
(d) near plug connectors of the fuselage the cables are
wound with heat-resistant tape AH39 (green)' At both ends the
tape is fastened with wire bindings. Do not replace these heat-
1resistant materials with heat-nonresistant ones.
1 8. It is nsoeasary to sag that cables have no mechanical
iload at solder joints of conductors near Plug connectors and at
a negative
ad
t
s
uni
'points of wires to terminals of electric terminals. Rear junctions the cables should have supports.
11 Cheek conductors for condition of soldering at detachment con-
inectors and give attention to security of contacts in them (see
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
that fibre sleeve does not dry out and fall through into Dlag
connector).
9. Check conductors for Security of attachment to ,gyp-q,
differential relays, P-27 voltage regulators, TC-9AM atabilia,
ing transformers, BC-6000 ballast resistors, KBM-3I capaci-
tors, AX circuit breakers, high-ourrent fuses, generators,
PI-.A-200 relay box, relay boxes in power supply units and other
equipment.
10. Keep foreign objects away from units of electrical and
radio equipment and their cables.
11. Never remove dust and dirt from electric equipment
bays with compressed air. For this purpose Use a vacuum eleaasr
or waste cloth.
4. MAIN ELECTRIC LOADS
Depending on the nature of operation all electric loads of
the aircraft may be broken into the following groups:
1. Loads which operate continuously during the entire flight,
This group includes:
(a) radio communication station PCWY-411 , radio compass
APK-5, gyro induction compass r K-I ; gyro horizon AI'z-I , sight
ACU-S}f , radar ranging unit CP1(-!M, Z.F.F. transponder CPO, esrke
receiver MPII-48II, radar altimeter PB-2, tail warning radar
U11P -4 . turn indicator 3Y11-53;
(b) measurement instruments and lighting equipment, fuel
quantity and flow meter TP3-52, warning lamps, navigation liglti
AHO7ultra_violet illumination light APYOOut-45 , eto.
(a) heaters of the clook, impact pressure tube Tu-I56 , air-
speed tube UBjj-4;
(d) fuel Pump of tank No.l (unit 495A).
This group consumes rated power during the entire flight.
2. Loads operating once or twice during the flight. This
group includes:
(a) hydroelectric valves of landing gear, landing flaps, Alf
brakes, booster valv
es;
(b) electrical
control; lj operated pneumatic
(e) landing and t
valves of drag parachute o
with rated power 0501
lig
These leadse ht a.
out in to be supplied
or twice during the flight.
3. Loads operating intermittently, with a short-time out-
3.
(0.5 to 5 min.). This group includes:
(;;) actuators to control trim tabs of the rudder and aile-
rons;
(b) trimming effect mechanism;
s
b
,
urner
(c) control of het nozzle shutters and engine after
(d) control of firing;
(e; actuator of automatic unit APY-2A;
4. Zo3ds operating continuously with a out-in of more than
win. This group includes:
(a) sumps of tanks Nos 2, 3, and 4;
(b) control pilot lamps.
Fleotronotors T ez: urfl-700 MP1-180 and MT-I00B
The x%-700 eleotromotor serves to actuate the booster pump
of tank ;?.1 (limit 495A). To reduce interference with radio re-
caption, -:.~i eleotromotor s!!^ply circuit has the @--37 filter.
The IV1_f-' mleotromotor sLrves to actuate the fuel transfer
dio re-
th
ra
ence wi
Pump of to r Nc.2 ( ERB-2). To reduce interfercxpti::_.. ter supply circuit has the 0.-14A filter.
Tn: -iOOB eleotromotor serves to actuate fuel transfer
pucPs (f[Ili'-i ) of tanks Nos 3 and 4. To reduce interference with
radix reception, the supply circuit has 0-141 filters.
In the -curse of employ.ent see that electric conductors
-re seoure ; connected to the pump electromotors and check the
onditioa if the commutator and brushes. The minimum permissible
i~.lgh! o: brushes is 11 - 12 mm. See that fuel does not get In-
aAde
the electrical equipment of the pumps.
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4 /'
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Main Electric Loads and Their Power Consumption
Description
"Ype
Rated power
%,w/ unu
Power consumption- w
(direct current)
I
quantity
1. Radio ooemuna..r tion station PCFLY-4
19x1
19x1
2. Radio compass APR-5
20x1
20
3. Radar altimeter PB-2
70x1
70
4..T.".F. r.isponder CPO
155x1
155
5. Radar ranging unit
-
900x1
900
6. Inverter 110-500
1030x1
1050
7. Inverter 110-750
8. Marker re
i
1140x1
1140
-
ce
ver MP11-4811
9. Inverter
20xl
11
~i
9 w
IIT-125
10
Tu
216x1
216
.
rn Indicator 9Y11-53
11
Fuel
a
3.5x1
3.5
.
qu
ntity and flow gauge TP3-52
12
Bleot
4x1
4
.
romotor of tank No .I pum Mr11-700
13
Ble
t
1000x1
1000
.
o
romotor Cf tank No.2 pump Mr11-I80
14. Bleot
290x1
290
romotor of tenk No.3 pump
15
Ble
t
Mf1-100B
180x1
180
.
o
romotor of tank No.4 pump
16
A
t
'1".11-I00B
180x1
180
.
c
uator
YT-64
20x2
17. Electric valve
K-48
40
8
7
85x9
.
. Rleotrto valve 31I-30/I
24x3
19. Rydroeleotrio coo% rA-23
72
20. 91gbt ACH-SH
30x1
30
350_1
350
21. Warning radar
C1IPEHA-2
40x1
22. Electric trigger of guns
321;-1
324x3
170 802
23. Ignition coil.
xlu-I
53x2
106
24. Starting coil
1m-2I-B-I
108x2
216
25. Hydroeleotrio control valve
rA-21/9
30x4
120 -
26. Same
rA-46
30x2
60 -
27. Same
rA-74
240x3
720 -
28. Rack carrier
BA3-56
135x2
270
29. Contaoter of tank No.1 pump
KM-504
25x1
30. Landing light
ZQCB-45
673x1
673
31. Taxiing light
OF-100
70x1
70
32..Heater of air-speed tube
fBA-4
178x1
178
33. Heater of clock
AqXO
10x1
10
34. Camera mount
AKC-3M
45x1
30 45
35. Camera ooatroller
CM-45
5Ox1
30 20
36. Signal flares electric launcher
3xCP-46
240x1
37. Eleotromotor of AP7-21
MY-IOOAII
364x1
38. Eleotromotor
A11C-4
308x1
308
39. Eleotromotor
Mn-100V
54x1
54
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Taxiing and Landing Lights
The 70-W taxiing light, type (P-I00 ,is mounted on the
nose strut of the aircraft and changes its direction as the
strut turns.
The JICCB-45 landing light employes the 600-W lam
M-2 . To extend and to retract the landin i, type
elevating mechanism type light, a light
ype W1o-2 , is used.
The @P-I00 taxiing light is t
s
e at an angle of 5? down
?
and 10 to the left in relation to the aircraft centre
setting angles of the light are changed by turning the line.
body in the ball socket with the struts released. f light
(1-19-146) the light body After setting,
should be securely fastened in the
ball socket,
The centre 'of the light spot is determined by means of a
luxmeter.
The 11)CB-45 landing light is extended to an angle of
83?101. Readjustment of the light extension angle is effected
by displacing the limit switch of the light in accordance with
the Manufacturez,s Instructions.
The setting of the IIOCB-45 light with the aid of a shield
(Fig-147) ensures the Position of the light spot on the ground
at parking at 5? to the left and 50 a. forward.
When in operation:
1. Periodically check technical characteristics and make
preventive ins
pections of the light.
2? After
be cooled. each 5 minutes of operation the CM0-2 lamp should
3? To avoid burning of contacts, periodically check the
electrodes for ruggedness and security of attachment to contact
plates by means of greasing screws.
4? When replacing the CMO-2
fairing contains 6 rubber lamp, note that the light
absorbers) sock absorbers (3 short and 3 long
? Depending on the size of the lamp
shook absorbers are used.
respective shock When installing flange, reapeotive
the, 00-2 lamp
which oolnCiho with are installed
with the The in those fairing sockets
h lugs on the C-2 lamp.
3. The landing light is removed from the aircraft together Sea port h th14 e
in the bottom. To di
located on
the
it
t
l
o
sesnt
s
tun
out the
aet
ever
screws of the access panel and disjoint the supply connector
of the light.
Inverters, Types
110-750, 110-500 , UT-125 and Ukr-10
Inverters of 110-750 and 110-500 types are designed to
convert 27 V direct current into 115 V, 400 O.P.B. one-phase
alternating current. The 110-500 inverter is designed for A.C.
power supply of the radar ranging unit and sight, while the
no-750 inverter - for power supply of the radio communication
station, I.F.P. responder, radio compass AP-5, TP3-52 fuel
quantity and flow gauge.
With the increase of r.p. m. which may cause a failure of
.the inverter it is out out by a centrifugal switch. It cannot
be started again remotely. Its starting may be effected only
,after a manual change-over of the centrifugal switch on the
'ground.
As the inverter voltage remains constant despite changes
in load and ambient conditions, 110-750 and 110-500 inverters
,are not provided with external resistors for voltage Control.
When employing HO-750 and II0.500 inverters periodically
check the Commutator and brush rigging and as* that brushes
easily move and fit well to the commutator. Periodically blow
?inverters with air to remove brush dust, measure the height
of brushes and, if necessary, wipe and clean the commutator
and slip rings, clean the commutator grooves.
In the course of employment check the commutator and slip
rings for the condition of their surfaces, they should be Olean,
land have no traces of burning. The glossy film on the slip rings
and commutator-which does not affect the generator operation
need not be oleaned off.
Brushes are considered worn-out if the brush height has
!decreased to 16 ur on the side of direct current, and to 8 mm
lon the side of alternating current.
ut voltage does not correspond to
If in
t
h
p
e ou
operation t
the tolerated limits or becomes unstable, the inverter should
be removed from the aircraft and sent for repairs. Before instal-
ling the inverter, fully depress the reset button of the oentri-'
fugal switoh in order to make sure that the inverter is ready
for operation.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
To avoid inadvertent disconnections of the Ilp-S00
ter, in replacing the Cr-3C
voltage iav
those stabilizers the Service Log stabilizer lusts
tion *Chocked for of which contains 11 041Y
ignition voltage in darknea3N. inaerip.
The IIT-I25 inverter is desi
rNK-I gyro in9:,ctioa oom geed for power supply of the
pass and AI'$-I gyro horizon.
In employing the 19T-125 inverter make
connector is securely attached to the su a that the
ping
Condition of .the brushes and Commutatornverter and oheok the
The IAI=I! Inverter is intended for emergency power edp-y
of the AMI gyro horizon.
In employing the' '; inverter
plug coa-
sure the mae neotor is securely attached to the inverrter. Periodically check
the Condition of the brushes and commutator. If the brush he
has decreased to 10 mm, replace them. igbt
To clean the commutator and to
methods Outlined for the grind in the brushes, ass
generator.
Electrical Actuators T
The YT-6 ea YT-s and 1I-I009
A electrical actuator is employed in the aircraft
to control the aileron and
tr to trol to rudder trim tabs. The 1QI-I009 aotuat-
Control the trimming effect mechanism.
In employing the actuators:
1. Check Current-oarrying wires for reliable contact in
all places of attachment.
2. Make sure that
brash hold and c the brushes are correctly installed in
the brushes against heck the Position of springs which press
the
m0"? in brush holders commutator. The brushes should freelj-
8Pring ahoald be atr hthOat rocking and binding
3 . The pressure
h
dry air '147 blow the culd be ground in.
at a Pressure of actuator eleotromotor8 with clean
1 - 1.s rg/aq.ou. to remove brush dust.
?
ook the Condition
tiatir tit the of brushes. The brushes should
!ination or burning ator atrt
ace all over. In cane of oonta-
be ground in Once moot the effective surface the 20 to break or weax out tit the brushes should
commutator, If the brushes
Parts set. l brush replace them with new brushes from the spare
leas set 6.5 1. tbAft considered w
POModio mm* New brushes ah worn ?ut? It ita height is
,afore blowing remove brushes from brush holders. Periodically
check the condition of pressure springs of brushes and see
Convertor. Type PY-TTAM
The PY-IIAY convertor is a shielded enclosed two-pole
single-armature eleotrioal machine designed for feeding power
to the P3-2 radar altimeter. The PY-IIAM convertor converts
the mains voltage into direct current of high voltage (220 V),
In the course of employment periodically check the con-
dition of brushes, commutators, brush holders. If the brushes
are worn, replace them. The brushes (both on the side of high
voltage and on the aide of low voltage) are considered worn
if their height is less than 9 am. After replacement grind in
newly installed brushes.
5. PRB-FLIGHT PREPARATION
Before the flight inspect and check the following:
Upper lose section
1. Attachment of aircraft battery, security of attachment
ct plug connector and drain pipe.
!Case If the storage battery was removed, check the deg-
ree of its charge, condition of sealing compound
surface, attachment of electric wires to storage
battery terminals, security of plugs, after which
install the battery on the aircraft and connect it
to the aircraft mains.
Landing Gear Front Lox
2. Condition and attachment of L.G. external warning light
=lttings.
3. Attachment and glass of taxiing light"
1 4. Attachment and condition of electrical wiring.
S? Condition and attachment of limit switches and
~r~iaala.
c .~
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
^ 1 Z77
Landing Gear Right Leg
6. Condition and attachment of L.G. external wa=n
fittings. 1ng
7. Condition and attachment of limit switches and ne$etlr
.terminals.
8. Attachment and condition of electric wiring.
Starboard Wing
Tail Unit
10. Security and
cleanliness of AHO tail navigation light
glass and its attachment.
Landing Gear Left Leg
11. Condition and attachment of L.G. external warning 1*
fittings.
12. Condition and attachment of limit switches and negatin
terminals.
U. Attachment and condition of eleotrio wiring.
(a) condition of Z.G. position pilot lamps, FIRE ALARM
(QOM) lame and generator lamps; TABRO
(b) condition: of warning lamps in lamp register -6;
(c) operation of navigation and ultra-violet light, cock-
pit.lighting lamps and landing light;
(d) operation of booster and transfer fuel pumps and
pressure warning mechanisms;
( (e) heaters of the IIBA air-speed tube and T11-156 impact
pressure tube;
j (f) operation of air distribution cock of cockpit air
9. Security and cleanliness of AHO navigation light into
and its attachment.
Porm
14. Security and cleanliness of AHO navigation light
is attaohment
e1pplpi
(g)
operation of the APY-2A
system relative to speed and
altitude and from manual control as outlined
in "Maintenance
of Stabilizer Controls" ( the check should be conducted with
tie participation of the aircraft's mechanic and instrument
eohanio); _
} (h) operation of trim tab actuators and trimming effect
echanisms;
4 (i) operation of the stabilizer control follow-up system
is is outlined in "Maintenance of Stabilizer Controls" (the
check should be carried out with the help of the aircraft's
lohanic).
After all operations are completed, make sure that all
nsumers of electric power and aircraft storage battery
t out, trim tabs and trimming effect mechanism are set
rue neutral position.
Fus_ awe Port Side
15. Attachment and glass of landing light.
Co it
rent.; 16. its Storage battery voltage at doable rated discharge ear'
ed with the ] uld ?2 be not leas than 24 O (voltage should be ohee~
17. Attao Pump out ia).
boast
04 condition or thei
K]ICPK-45 10
fittings of fps APYYOW
,
r "
filters of irina_ Condit
_..a light
ion
?v With the ground Power supply out in, check:
When preparing electrical equipment for a next sor-
tie, do not carry out operations of Item 1, 't, 7,
12, 17 and 18 if the pilot has no remarks on OP,-
ration of the units concerned.
6. POST-PLIGHT-INSPHCTI01
Inspect and oheck:
Upper Nose Section
nd aerfao,, plugs, oontelner
a
19. Condition of sealing ooerpo
farming, level or electrolyte, attachment of .,,,trio wises to
s
torage battery terminals, voltage of loaded battery,
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
20. Attachment of storage battery.
21. Reliability of connections in container
tightening and looking of plug co
r~
nnectors.
22. Reliability of battery negative wire_t?-airarayt
connection.
hay
23
B
.
ox with
rie wiring KY-200,4 oontaotor and connection of elect,
to it.
24. Tightening of nuts
at and condition TR-400 of wire insulatloe
fuse in storage battery circuit.
25. Storage battery drain system.
Gear Front L.
Z6. Attachment, operation
Z.C. position limit switche
s
oonneoto
27. Serviceability and
light fittings attachment of L.G. external warning
28. Attachment and glazing of taxiing light.
29. Attachment and condition
gative terminals of electric wiring and no-
30. Attachment of inertia switch and
valve of wheel automatic braking system.
Right Main L
e
YII-30/I pneumatic
A
31. Attachment
travel of and operation of limit rams. switches, smooth
320 Serviceability and attachment of L.G. external warning
light fittings.
33. Attachment of inertia
valve of wheel auto., switch and 711-30/I
~t
and In braking
34? Attaohment
conditionsystem.
gative tort als, bonding Of electric wiring and n@-
Of doors and cables.
35. Security Wi
and o1~aSb~d
and serviceability 35. Ssanlinesa o!
navigation light filter
of tittinga.
~'? Attachment
!].a-pa? sad ?Peration of limit switches of landing
37. Jnm
sela a Starboard Side
Fn
38. Condition and attachment of right power supply unit
assemblies, attachment of electric wiring to assemblies and
fuselage-
39. attachment of generator, ballast resistor, pressure
after tank No.1 and connections of electric
earning mechanism
Bring.
40. Condition and attachment of cockpit air distribution
cock, lending flap valve, 3K-48 electric valve, conne.ctions
and attachment of electric wiring.
41. Security of connections in connectors of eleotric?
airing, tightening and locking of coupling nuts in plug con-
nectors and negative terminals.
1 42. Attachment of fire sensitive units.
43. Condition and security of attachment of accessible
portions of electric wiring in engine bay and fuselage.
44. Bonding jumpers.
Tail Unit
45. Condition and attachment of tail navigation light
fittings and security of light filter.
Fuselage Port Side
46. Condition and attachment of power supply unit assemb-
lies, attachment of electric wiring to assemblies and fuselage.
47. Attachment of generator, ballast resistor and 0o11neo-
1tion of electric wiring. draulio .
ro-h,1
48. Condition and attachment of L.G. elect
valve, 3K-48 electric valve, starting panel, attachment, con-
dition and connection of electric wiring. Attachment of fire sensitive units,onn?anits us-
49. gative wire of FIRE ALARM (IIOZAP ) warning system
attachment.
50. Condition of ground supply out-in plug.
51. Attachment of PIIA-200A relay box, connection of elect-
ric wires, their condition and attachments
52. Attachment and glazing of landing light.
f electric
53. Security of connections in connectors o
cables, tightening of coupling nuts in plug connectors and ne-
gative terminals.
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pe
ra of landing flaps bonding,
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
- Luc )u)
54. Condition and attachment of accessible port
eleotric wiring in engine bay and fuselane ions
of pilot lamps
(g) serviceability
to n__ ei
Port i
of 56. light filter.. Serviceability of navigation light fittings a
~ eouzlt
57. Attachment and operation of
retracted position and Intermediate limit switches of flaps
check should be carriedouttogether withithe a c mroswitches (t.~
nioian). hirorattia
tech.
58. Bonding Jumpers of flaps.
L.G. Left Main Le
59. Inspection
Points should be carried out as instructed under
s 31, 32, 33, 34.
Coo t
60. Airoraft storage battery voltage (with fl}IB-2
started)
61. Attachment of electric boards, warning
PY
O rheostats, fittings of APYOo lamp titt
hops. lamps and Cockpit lighting
6 Attachment
regulator, of TPTBK_-439 cockpit air temperature thermo-
63
Cables . Reliability of connections
, tightening in connectors of electric
64. Condition fdelooking of coupling nuts.
65? Bondia leotrio wiring and its attachment.
66. Checkwithmp~rs
(a) o e ground supply on:
P ration of actuator, of rudder
and of trimming effect ?ech
and aileron trio tabs
(b) operation of fuel anism;
Pressure warning sYstea. booster and transfer pumps and fuel
(o) heaters of II$~
awe tube; air-speed tube and
(d) ae-I56 impact pree?
r
vloeD
ai
(e) servioeabilit, of AHQ,f~p lamps and cockpit lightin6i
ALUM and
LG
ene
f
. positi
rats=
aor lamp.on pilot laopse Flgg
%.40111ty of TASJjp.6
pilot hops;
of flaps and air brakes
)
control systems;
(h) operation
supply system;
(i) operation
regulator;
(j) operation
no inverter;
e y
indicating positions
(simultaneously
of air distribution cock of cockpit air
of TPTBK-45M cockpit air temperature thermo-
of gyro horizon supplied from IIAT-I0 emer-
g
(k) operation of radio station and radio compass from in-
verter which supplies power to sight and radar ranging unit.
Upon completing all operations of post-flight inspection
ascertain that all loads and the aircraft storage battery are
cut out, the trim tabs and the trimming effect mechanism are
set to the neutral position.
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a - Owi
Chapter II
AIRCRAFT INSTRUMENTS
1. GENERAL
Aircraft instruments include:
1. Flight control and navigating instruments.
2. Engine instruments.
3. Control instruments of individual aircraft systems.
The aircraft instruments are located in the cockpit on the
instrument panel and on the right-hand and left-hand consoles.
The aneroid and diaphragm type instruments are included
into the systems of impact and static pressure of the [IBA-4
air speed tube and into the impact pressure system of the
TII-156 tube.
The instruments are located as is shown in Figs 148 -153
2. PLIGRT CON11ROL AIM NAVIGATING INSTRtJ E::TS
The flight control and navigating instruments include:
1
Combi
.
ned speed indicator, type KYC-2000.
2. Undisturbed gyrohorizon, type dI'Ir-l.
3? uetioa gyrocompass, type rM -1.
4' Two-Pointer altimeter, type BJI--20.
5. Climb indicator, type BAP-150.
6. 8lectrical turn indicator, type 3YII-53.
? 7. Mach number indicator
8. Airc t clock ' t7pe ![-1.5.
9: Accele '~ A~X0.
roaeter, type AM-10.
10. Indicator of dpi
variable-ratio boost control
Combined 8 eed Indicator
The KYC-2000 combined speee~indicator
airc ~eit atsal~titudes from
seasurinS indicated and true sp
0 to 20 on, within the following ranges of speed:
(a) indicated speed from 150 to 1,600 km/hr;
(b) true air speed from 400 to 2,000 km/hr provided
the indicated speed exceeds 400 hr. speeds are read off by
Values of indicated and true air means of two pointers, large and small, on a common dial.
The instrument dial is calibrated within the range from
100 to 2,000 km/hr with a division value of 20 km/hr. Divi-
sions marked with numbers indicate 100 km/hr within 100 to
400 km/hr and 200 km/hr within 400 to 2,000 km/hr. A portion
of the dial up to 150 km/hr is non-effective.
To increase the accuracy of measurement at low speeds
the distances between divisions on the dial from 150 to
400 km/hr approximately two times exceed the distances between
divisions on the remaining part of the dial.
The indicated speed indicator in the KYC-2000 device
shows the air stream impact pressure; while the true air
speed indicator shows the air stream impact pressure automatic-
ally corrected for air static pressure changes.
The instrument is mounted on the instrument panel. Pipe
union A by means of a rubberized fabric hose is connected to
I the dynamic line of the air speed tube, while pipe union C
is connected to the static line.
After the installation check the instrument and its dynamic
and static lines for air tightness.
Mach Number Indicator
The M-1.5 Mach number indicator is designed to measure
eed to sound speed, i.e. the Mach
ratio of true air s
p
number. The instrument reads Mach numbers from 0.6 to 1.5 at
altitudes from 0 to 16 km. eed tube system.
The instrument is fitted into the air sp
.he airtightness of the instrument system should meet
the following requirements:
1. If rarefaction in the case corresponds to indications
of he instrument (frith the impart pressure pipe union open)'
the Pointer drop should not exceed one dial division during
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nin? when testing the static system.
2. The dynamic system at a
pressure
maximum indication of the corresponding to tbe
instrument should be airtight.
Gyrohorizon
The ArM-i gyrohorizon with a sli
to indicate the relative p indicator is designed
to the true horizon and to indicate side rcraft in reference
direction. pand its
With the help of the AN-1 gyrohorizon it is possible
to do the following:
1. To check the attitude of the aircraft in bank and
pitch under level flight conditions with an accuracy up to 10
2. To check all manoeuvres: turns with unrestricted
bank, ohandelle,cabring an=: diving with an unrestricted
pitch angle, etc., with an accuracy of up to 30.
3. To determine the aircraft's attitude in bank and
pitch with a 30 accuracy in case the pilot loses orientation
in space.
4. To determine the angle of attack in level flight.
The AI-1 gyrohorizon set contains:
(a) A g-1 KrrOhorizon mounted on the instrument panel;
(b) Hr-io inverter (for emergency power supply of
the instrument if 1125 inverter fails), mounted on the
'starboard side under the cockpit floor between frames Nos 6
and 7.
Voltage drop is
inverter wires connecting the gyrohorizon to the
and the inverter to the mains should not exceed 0.5
When in operation take care that the plug connector
""Ptacle is correctly assembled,
be fully crewed
into t The receptacle body should
Before securing threaded bushing and tightened.
chuck the t the gyrohorizon tc the instrument panel,
instrument for correct connections. For this purport,
?facinge
Mtonhetdimi'eke the
Dlaae "horizon in hands and keep it is
the horizon bar. - switch it on and observe the reaction of
It the Spheric dial of the ~er?t~6 the Sp sad tru+aent returns to its
t~heition a"4 aligpg withita horizon bur takes up a horisoa:a-
t hss been earr}c
e , then it means
- 307
If, on the other hand, the horizon bar with the instru-
ment on, departs- from the indicator-plane upwards and down-
wards or inclines to it, or starts rotating, it means, the
mounting was carried out incorrectly and it is necessary to
check the plug connectors of the inverter and gyrohorizon for
correct connections.
When the instrument is connected from the 27-V mains to
the flAT-ICI: inverter, the latter should supply to the Alt-I
ed out
com
instrument A.C. voltage of not less than 36 V; voltage is
measured by paeans of a portable desk.
The AFMI gyrohorizon is fastened to the instrument
panel with four screws.
Caution: When installing the APH-1 gyrohorizon on the
instrument panel do not push in the button
marked PUSH BEFORE START (HAIATh HEPE1j
flYCKOU) .
Tne instrument is checked for correct installation on the
in.the course of operation (with power supply on).
With the aircraft in the flight path the indicator-plane
should be aligned with the horizon bar on the spherical dial
and also should be in line with fixed reference marks on the
banking scale of the instrument. The meridian line should be
is Liae with the zero division of the bankdng scale. Permis-
:;ible misalignment of the above elements should not exceed lo.
the ball of the slip indicator should be between the fixed
r ference marks.
. To regulate the lateral installation of the instrument,
pl ce the instrument body laterally with relation to the inetru-
ac at p: Lncl .
The III-1 gyrohorison is fitted on the rest side with
111
a
-
t4rting button which should be fully depressed end released
;- '' switching the power supply on. Do not depress the button
the power supply is on. When the power supply of the
t r ru: . 'It has been cut out and win be s itobld ea W do Aft-Or 4L OhOrt
"t 1o4 of time (10 minutes or ises),the buttes wet Sot be
!?^r"sed before the second ewitckLa3-on.
The x11-1 gyrohorison in her lard t*CVtbw`r wtt i
!g-! eompegs from the flT--125 invert., whdch v;s-^00.0
"' -'113 at a load of not less than 70 per coat a' the rw"`-~". *ith the ?ff[-1 coo so rresav*d, do nc crs"ct t?+
to the ET-125 Lv.v? tar boca'%o at a low ? toai .M??-. .
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308
inverter may fail and, besides, it delivers high...
which may result in a failure of the Ar!-.1 B~'o?hho r voltage
this case, to check the operation In
emergency inverter peration of the SYrohorizoa, use
the
. type IIAI+-10.
Induction Gyrocompass
The PHR--1 induction gyrocompass in c
the APK-5 radio compass serves to determine ~theima with
heading, turn angles, relative bearing of the radio magntton
in instrument landing. station
The rRK--1 set includes (Fig. 154):
1. Induction transmitter, type HA.
2. Gyro unit, type r-2.
3. Correction mechanism, type fl.
4. Amplifier, type Y-6M.,
5. Connection box , type Cg-11.
6. Indicator, type YI'P-3.
7. Slaving button, type 5-x
In ad--!ition, the PNK--1 set includes a correction cut-out,
type BK-53PB, which cuts out azimuth correction (corrections::
per second heading) in turns with angular speed of 0.6 degree
and more.
The PHR-1 compass operates from:
(a) D.C. source of 27 V + 10%;
(b) A.C. source of 36+2.1 v, 400 c.p.a.
Power consumption does not exceed 60 W.
The induction transmitter is
signals (with reference tom designed to correct the
the potentiometer the magnetic heading) which pass Eros
t to the indicator. In the
transmitter the aenaitive~eelement
alloy and wiaii (comprising cores of special
alloys in the wiACs) interacts with the Earth's magnetic
fielded adlag of the sensitive element an e.m.f. is
? its value depending
relation to t) oa the transmitter position in
. am8m8tic meridian.
off the ro uai serves to average
induction treaasitt
takes
a
s
n
er
~ and Indicate the
raft
aiire
The basic 'tenant is a
ounces - t?r'drivea gyroscope.
serves to connect the iaductias
transmitter and the potentiometer follow-up system of the
BYTO unit and to eliminate deviational, instrumental and measure-
ment method errors.
The amplifier amplifies the signals coming in from the
induction transmitter.
The connection box is designed to provide for electrical
connections between units of th PBR-1 compass.
The indicator shows all characteristics of the rHK-1
compass.
The slaving button is intended for speedy matching of
the indicator display with the transmitter position in switch-
ing on or after manoeuvring.
Basic Specifications
......... . . . . . .. .. . .
1. Readiness of compass for operation
after switching on ........... for not more than
1 min. at +20?C
and 3 min. at
-60?C
2. Error in relation to magnetic
heading under normal condi-
tions ..................
3. Error in relation to magnetic
heading within temperature
range of +50 to -60?C ..........
Compass operates at all
altitudes up to ...... ... ......
not more than
=1.5?
120
20,000 a.
Before each flight see that electrical wires are
l, connected and check the amplifier sensitivity
r+9%-.4_6r for its position which should be adxiaet fi4ure 3 for
Itt mean latitudes.
TO check the
Power supply on and 2 - 3 sin lAtsre b
_46-b Rho
'rat Instructions on the IU-1 GTTOe?wass?
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310 -_..,.
Electrical Turn Indicator
The 3yjj-63 turn indicator shows deviations of aircraft in level flight from the heading.
1. Current consumed ?,
' ' ' ' ' ' ' ? ? ? not exceeding
2. Instrument sensitivity
in flat turn at rate:
c? = 0.6?/sec, . 4o
Co' 1.50/sec. ?2 0
12
+2
3. Error .???
of instrument at banks
of 15, 30, 450 with
respective rates of l.l, 2.3,
and 4?/sec... ....
? ? ? ? ? ? ? . not more than
4. Stagnation angle of moving re-
ference marker should not
exceed .............
?1.50
?1.50 with
instrument
operating
Altimeter
The B4-20 two
relative altitude altimeter serves to indicate the
of the aircraft flight (in reference to the
yaks-oif place, 1
barometric and'ng Place or some other point whose
Pressure is
Basic Pecifications
1. Range of alti
2? Instrument tads measurement
case should be
airtight
ia6 tOS.a00 m uum correapond-
l altitude
oa instrument diaO:r
Pointer should ? shift of
not exceed ,
?.... 100 s.
3. When potter is set min.
and press to zero
760 Oft 89. Zuside case is
barometric ~ scale not of
4. When pointer is set to 0
altitude, indications of
barometric scale should
not differ from meteo report
atmospheric pressure by more
than ........... ..................... 2 mm
- 311 -
differ from 760 mm Hg more
than 2 mm Hg., and indications
of moving reference markers
do not differ from 0 by more than . . . .?10 m.
When mounting the instrument, screw the plug out of the
case and screw in the pipe union which is connected to the
static line of the air speed tube through a rubberized fabric
hose. In mounting avoid sharp bends and dents on the pipe
(radius of bend should be not less than 150 mm).
After the installation check the lines for airtightness by
creating the vacuum corresponding to the altitude of 5,000 m.
on the instrument dial. On the expiration of 1 min. the shift
of the large pointer should not exceed 100 m.
Before the take - off the altimeter pointers are set by
the rack handle against zero so that the barometric scale in
the slit on the right side indicates the pressure of the
take-off place while the reference markers indicate the altit-
ude with respect to 760 mm Hg. pressure.
Climb Indicator
The BAP-150 climb indicator with a measurement range of
0 - 150 m/sec. is designed to measure the vertical component of
climb and descent speed. The variometer is mounted on the
instrument panel with the help of a special standard attach-
ment ring.
Basic Specifications..
................
1. Shift of pointer from dial zero does not exceeds
(a) at normal temperature .............tl ^/see.
(b) within temperature range 3 a/sec.
from +50 to .45?C ................?
2. Hermetical sealing of system ensures vacuum drop
1. min. not exceeding 2 mm Hg. at vacuum of 380 mm Hg-
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312 I
When mounting, remove a rubber cap from the
and connect the latter to the static line of the airyioa
tube by means of a rubberized fabric hose, speed
Liter mounting check the lines for airtightness.
Accelerometer
11e AM-10 small-size accelerometer is designed to
measure load factors acting on the aircraft
perpendicular to the wing plane. tional to accelerations. Load factors are propor-
,
The accelerometer serves to determine load factors rhea
flying in bumpy air and when perfo
manoeuvres. rming advanced aerobatic
Acceleration of grays
is used as a ty equal to 1 8 (9.81 m/sq.cm.)
unit for measuring acceleration. The accelerometer
can measure load factors within the range from 5 g to +10 S.
Operation of the AM-10 accelerometer is based on the
action of inertia forces on the mass located on the arm so
that the mass within a definite
angle freely rotates about
the instrument axis in the scale plane. This shift is
counteracted by the torque of the operati
In a static check a n6 spring.
not more than +0 2 g. Permissible error in indications 18
Before mouati
screw B
e eug out n uncage the instrument. For this purpose
the Of
driver the instrument case and with a screw-
turn out the cage until it meets the stop then reinstall
the Plug. By depressing the button, set the fixing pointers
to the initial position.
Under operating conditions
order to make sure that inspect the instrument in
or that the button and fixing
ng
axing Pointers operate properly
po i
is shitted.
.+ Instruments
Speed Tubes
Impact Aneroid
instruments are
Pressure connected
to the static and
1~A4 sae s s the air speed airtheIIB,4 and TII -156
ejage "0118 section gigs 1558~~56) ands serves to on rod in
receive the impact pressure encountered by the flying
aircraft, and separately the static pressure.
The TII-156 Pitot tabs. is mounted over the nose section.
to the right.The navigational equipment supplied from the
IIBA 4 and TII-156 air speed includes the following instru-
ments (Fig. 157):
1. Combined speed indicator, type KYC-2000.
2. Altimeter, type B1I--20.
3. Climb indicator, type BAP-150.
4. Cabin altitude and pressure drop indicator type,
YBfl -15.
5. Mach number indicator.
In addition to the above instruments of navigational
equipment the system includes unit No. 6 of the sight and
transmitters UPA 106, MP) 126 of the APY-2A variable
ratio boost control unit.
In service and when installing the equipment observe
the following:
Systematically check rubberized fabric sleeves and their
attachment collars (externally). Rubberized fabric hoses
should be put on all over the pipe union length without use
of lubrication.
The ends should be wound with insulating tape to
prevent ingress of dust and moisture.
After pipes and instruments are installed check the
entire system for airtightness.
Before attaching pipes to the instruments and .11B11-4
and TII-156 air speed tubes blow the static and impact pres-
sure lines. Then connect the pipes to the instruments and
test for airtightness. To determine airtightness, use the.
speed indicator located on the instrument panel.
In blowing and checking follow the procedure belowe
1. Disconnect static and impact pressure pipes from all
spring-diaphrega instruments and blow them with the help
of A Rpeaial device.
2. Check to see that pipes are correctly installed.
Pipes should be blown 2-3 times during 10-15 sec. at a
Pressure of 4-5 kg/aq.cm. Blow the pipes with dry clean air
from the side of the air speed tubes with the shut-off cock set
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- 314
to both positions in turn, i.e. OPERATIONAL
and .:,L:RGE1TCY TII-156 (TII-156 ABAP.). ~II(IIBA.P~?)
3. Install air speed tubes and connect instruments.
4. Test static and impact Pressure lines for
airtightness: for which purpose:
(a) set the shut-off cock to OPERATIONAL, IIBA Position.
(b) connect the I{IIY-3 device to the
static
of the RBA-4 tube and smoothly, for at least a2minhayAber
deliver vacuum to the line until the speed 1300 km/hr; then shut off the pipe to o the device. i indicator
shows
e.
Pipes are considered airtight if indications of the
speed indicator do not fall by more than 40 km/hr for 1 min.
To locate leakage, i.e. inadequate airtightness, shut
off separate portions of the line
5. Smoothly reduce vacuum in the static line during at
least 2 min.
6. Disconnect the Kfly--3 device and connect it to the
impact pressure chamber.
Smoothly build up pressure in the line until the speed
indicator shows 1,000 km/hr and shut off the cock. The line
is considered airtight if the
does not drop of the speed indicator
P by more than 10 km/hr during 1 min.
Smoothly reduce pressure
chamber d in the impact pressure
wring at least 2 min.
To check the impact Pressure chamber for airtightness
from the TII-156 air speed tube set the shut-off cock of the
TI1TH-156 tube on the left-
GENOY TD-156 hand console to the position MCR Pressure tube , connect the Kfly-3 device to the impact
P Pressure the TR-156 tube by means of end pieces,
build u re until
and. lo;,e the speed indicator shows 1000 W l'
the cock on the Illy--3 device.
Pipes are considered airtight if the speed indicator
pointer does not drop by more
All aneroid than 10 km/hr during 1 min.
continuous instruments are checked for accuracy with
buzzing or test vibration at vibration loads
within 0-1-9 to 0.3 g (when
Lion or buzzing indications are read off vibra-
ma , be switched off
exte When in operation, systematically check the instrument
7. see that th
e cover glass and case are secure,
also drain off moisture condensation from moisture collectors
of the IIBA-4 and TII-156 tube systems.
After replacing any instrument, blow the system
through with clean air and check it for'airtightnoss.
Aircraft Clock
The AqCO clock is designed for 6 day's continuous
operation, although for normal operation it is recommended
to wind it up once every 5 days.
A daily correction at a temperature of +20+5?C should
be not more than ?1 min.
At a temperature below -25?C accurate operation is
guaranteed if an electric heater is on.
3. ENGINE INSTRUMENTS
The set of engine instruments comprises:
1.
Remote electric tachometer, type 2T915-1.
2.
Fuel quantity and flow gauge, type TP3-52.
3.
Thermoelectric temperature gauge,
type
2TBr-411.
4.
Pressure warning mechanisms, type
CA 3)
4 Pcs.
Remote Electric Tachometer
The electric tachometer, type 2T315-1,is designed to
give continuous indications of r.p at. of the two engines.
The tachometer is a set composed of two three-phase
generators whose frequency is proportional to the engine
r.p,a., and a two-pointer indicator for the two engines
which has two measuring elements mounted in a common case.
Thus the r.p.m. of the two engines is read off a single
scale of the indicator according to the two pointers.
The 2TS15-1 set includes:
type Ag3,2 PCs-
1. Tachometer generator,
2. Indicator, type 2T315-1, 1 Pc
. .
Basic Specifications
1,000 to 15900 rp.s.
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Scale division value
Tolerance for pointer
200 r?P.m. (scale 1,
uniform)
nop.m re than +175
after buzz
or tapping cover gl
ass
In the range of 1 of instrument.
tions of the ,000 to 2,000 r.p in. permissible
Pointers should not exceed +
a?
rem i
1
erte
a ning part of the scale the
~ r.pite over the
not exceed 1 ma alo shift of the pointers should
Pointers ng the scale arc; oscillations of the
should be not more than +1 mm.
The voltage between each two
generator connected Phases of the tachometer
at 12, 000 r, p,m, on to one electromotor should be 18 - 20 V
the indicator scale. The indicators and
generators are interchangeable. The
mounted on the 2T315'-1 indicator is
attached instrument panel. The AT--3 generator is
to the engine drive shaft (betwe..n frames Nos 16
and 17 of the fuselage) by means of
locked to the bushi a coupling nut which is
Before ng cast in one piece with the cover.
att,ching the generator to the engine shaft check
the wires for proper co
the the ? connection to the plugs by manually
generator shaft in the direction of engine shaft
rotation, In this case th:> indicator Pointer should turn
clockwise.
Fuel "a'atity and Flow Gauge
The TP3-52 fuel
to control the quantituantlty and flow gauge is designed
warn the pilot y of fuel in the aircraft tanks and to
The T~"52 about the critical level of fuel in these tanks.
rode gauge is a comb
independent gaugese the! Combined instrument comprising two
quanta
The sca18Ow gauger type FTC-16 gaffe' type T3C-47, and
of fuel in tan Nthe fuel quantity gauge indicates the amount
The scale
gamete of the fuel flow
Of fuely Of fuel I. the airy gauge indicates the changing
filled, raft teaks depending on the amount
- .317 -
In flight the indications on the flow gauge scale decrease
and the pilot is aware of the quantity of the remaining fuel.
No_ te: In case the wing tanks containing fuel are
dropped, the scale of the quantity gauge will
show no changes, therefore the indications will
be incorrect.
The set of the fuel quantity and flow gauge includes:
1. Indicator, type TP3-52 (on the instrument panel).
2. Transmitter flow gauge, type PTC-16 (mounted in the
engine supply manifold between frames Nos 15 and 16).
3. Transmitter of fuel quantity gauge, type T3C-1417
(mounted in fuel tank No.1).
4. Thyratron interrupter, type HT-51A (mounted in the
left-hand power supply unit between frames Nos 11 and 12)
The arrangement of the TP3-52 set on the aircraft
is shown in Figs 158 and 159.
Basic Specifications
Flow Gauge
1. Indicating range .................4,000 lit.
2. Scale division value 100 lit.
3. Consumption of fuel ............1,200 - 199OW lit/hr
4. Number of pulses per 1 lit. .... 0.3
5. Test pressure in inner chamber
of transmitter case ..........
Quantity Gauge
1. Indicating range .............. 1,400 lit.
2. Scale division value 100 lit.
3. Critical level of fuel as
de 550 lit.
r
o
Gated uy instrument . .....
Before flight the scale of the indicating instrument
!should be set exactly to the figure denoting the amount of
fuel filled in all tanks of the aircraft.
Whaast Gasses Temperature Gauge
The temperature gauge of 2TB1-411 type with a measure-
aent range from 300 to 900?C is P6 thermoelectric set with a
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twin indicator and is designed to measure the temperate
exhaust gasses leaving the engines.
The 2TB1'-411 set includes:
1. Indicator, type 2TBI-4, 1 PO (mounted on the
instrument panel).
. 2. Thermocouples, type T-1, 8 pcs (4 pea per each engiye,
between frames Nos 24 and 25).
3. Connection block with leads, 2 pcs (mounted in the
fuselage tail section on frame No.24).
The operation of the temperature gauge is based on
employment of the thermoelectric e.m.f. generated in the
couples due to the temperature difference of hot and cold
junctions.
one
any
Basic Specifications
1. Measurement range
2. .......,from 300 to 900?C
Operating range ....gym 450 to750?C
3. Resistance of each external
circuit of temperature gam
(four thermocouples and leads).not exceeding
2.5 ? 1_ohma
Indicators and thermocouples are interchangeable within
group of calibration, also interchangeable are leads from
thermocouple to the connection block.
lea in operation
i
per
odically check and, if necessary,
clean
recess and hole of the thermocouple.
Thermocouples are fitted is the exhaust pipe in
specially designed pipe unions
coupling nuts. See and are fastened by aid of
union alit to ensure that the ther~nOCauple pin enters the Pipe
un
in -rel on alitn oo ensthe correct position of the thermocouple
gas stream.
are tit de b 1a*d to the thermooouplea by ^eana of lags and
by screws.
fO The indicator is attached to sc a and self_,, the instrument panel with
the indicator case. cking nuts built into the flange of
319
Fuel Pressure Warning Unit
The CA-3 pressure warning unit is designed to warn
the pilot about the pressure drop in the fuel line below
tolerance.
operation of the warning mechanism is based on the
relationship between pressure and reaction of the elastic
sensitive element.
The aircraft is provided with four pressure warning
units serving:
(a) to control operation of the pump of tank No.l
(mounted in the engine bay, top, frame No.15). Simultaneously
it serves to interlock the afterburner cutting in. If fuel
pressure is less than 0.3 kg/sq.cm., augmented and maximum
ratings are not switched on;
(b) to control operation of the pump of tank No.2
(mounted on the port side, bottom, between frames Nos 13 and
14);
(c) to control operation of the pump of tanks Nos 3 and 4
(mounted on frame No.22, bottom);
(d) to control the fuel level in drop tanks (mounted on
frame No.15, top, along the aircraft axis of symmetry).
Basic Specifications
.....................
1. Warning mechanism cuts in warning light when excessive
pressure in line drops below 0.3 kg/sq.cm.
2. Mechanism is rated to cut in and to cut out 5-W
warning light at 27 V ? 10%.
3. Operating error of mechanism does not exceed
?0.05 kg/eq. on.
4. Airtightness of mechanism should meet the following
requirement: at air pressure of 3 kg/sq? cm. reference pressure
gauge should indicate no pressure drop for 10 min.
5. When pressure of 300 me Hg. is simultaneously
delivered to static and impact pressure tiara the airtightness
of the mechanism case should ensure p=yesare drop not sxo eding
-
8 OR Hg. for 1 min.
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320
!lechanism Withstands impact
5 kg/ pressure overload of
sq. cm. for 5 min.
4. CONTROL INSTRU:.L:;4TS OF SEPARATE AIRCRApT
SYSTEMS
Control instruments of separate ai
rcraft Systems
1. Cabin altitude and pressure drop indicato o incl a;
YBrUj--15. r, type
2. Air and hydraulic Pressure gauges.
Cabin Altitude and Pressure Dro Indicator
The cabin altitude and
desi pressure drop indicator is
fined to measure ,altitude" in the pressurized cockpit
and the difference between cabin and atmosphere pressures.
The YBfl 15 indicator is a combined instrument incorporating
an altimeter and differential pressure gauge located in a
single case and independent of each other.
Basic Specifications
....
"Altitude" measurement range
Deflection of Pointer from
zero mark on altitude
s
l
pressure s of impact
line of intent ...
...... from O to 15
according to
pressure drop
-0.04 to + 0.6
kg/sq.cm.
ca e
at
pressure of 760 mm E(g
Deflection of " ? ? ? ? ? ?~t exceeding.
from Pointer
zero mark on pressure
dz*Op scale
not exceeding +1
ightnes division of scale
at vacuum correspond-
ing to 15 l3i.on
instrument scale
drop of pointer does
not exceed 400 A.
during i six
4. Static system of instrument
at vacuum corresponding to
+0.6 kg/sq.cm. on pressure
drop scale is ...... airtight
The instrument is mounted on the instrument panel by
aid of an attachment ring. Pipe union C by means of a
rubberized fabric sleeve is joined to the static line of
the aircraft, pipe union A remains open.
Air and Hydraulic Pressure Gauges
The MP-250M pressure gauge intended for checking
the pressure in the booster hydraulic system is mounted at
the bottom, on the fixed part of the instrument panel. Mounted
there also is a two pointer pressure gauge, type MB-12M,
.rated for 12 kg/sq.cm. and designed to check the operation
of the brake system.
The horizontal part of the right-band console carries:
i pressure gauge, type MB-80M, rated for 80 kg/sq. cm.., and
designed to check the pressure in the system of flap
emergency extension; pressure gauge, type MI'250M, rated
for 250 kg/sq. cm. and designed to check the pressure in the
;main hydraulic system; pressure gauge, type MB-250, for
250 kg/sq. om. to check pressure in the system of L.G.
emergency extension, and pressure gauge, type LMB-25C.
for 250 kg/sq. on., to check the pressure in the main air
bottle line.
Basic Specifications
1. Basic error of pressure gauges should not exceed the
values given below:
+10 kg/sqcm.
MP-150M . ............ ......+4.8 kg/sq.cm.
MB-250M and MP-250M ..............
1~-80M ........ ....................+3:2 kg/54-cu-
+0.48 kg/sq.cm-
....................... 2. Variation of indications sklonld not exceed the
jvalue of basic error;
ed
not exce
3. Unsmootbness of pointer travel should
1 Per cent of upper measurement limit.
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322
Control Unit of APY Automatic System
The control unit of the APY automatic system consists
of two transmitters and relay devices and is mounted at the
back of the instrument panel in the cockpit.
The sensitive elements of MPA-106 and MPA-126
transmitters receiving impact pressure and barometric (static)
pres.=ure, convert them into electrical voltages which are
then sent to relay. devices controlling the electromotor of
the APY-2A boost control unit.
The check of operation of the APY' automatic system is
outlined in Maintenance of Stabilizer Controls".
5. PRE-FLIGHT INSPECTION
Fuselage Nose Section
1.-Examine attachment of the IIBA air speed tube rod
and of the TII-156 pitot tube.
2. Examine rubberized fabric hoses in static and impact
pressure lines and wires for heating the air speed tube
in the L.G. nose strut well, at the hinge joint of the air
speed tube rod and in the nose section.
Cockpit
3. Inspect attachment of the instrument panel and
instruments on it.
4. Check position of instrument pointers.
5. Check operation of:
(a) gyroscopic instruments;
(b) engine instruments (with engines running);
(c) r1R-1 gyrocompass;
(d) aircraft clock.
6. Set the altimeter pointers to zero and set the baro-
metric scale to the value of atmospheric pressure existing at
the moment of take-off.
7. Check static and
air speed tubes) for airtightness. pressure lines (when checkin8
B. Check accuracy of speed indicator readings at
scale marks of 300, 750 and 1.000 km/hr.
9. Check position of the-change-over cock of the air
speed tubes.
Rotes When preparing the aircraft for a repeated
sortie, carry out operations of Paras 1 and
2 provided the pilot has not reportea on defects
of the instruments.
Instruments which are said to be faulty should
be checked in the scope of postflight inspection.
Fuselage Nose Section
1. Check security of attachment of the IIBA air speed
tube rod and of the T11-156 pitot tube; make sure they carry
jackets and red warning flags.
This operation should be carried out with the help of the
aircraft's technician (mechanic).
2. Check condition of rubberized fabric hoses in static
and impact pressure lines, electric wiring of heaters of the
HBA air speed tube in the L.G. nose strut well (at the hinge
joint of the air speed tube rod) and lines to the TII-156
!air speed tube in the nose section. Drain moisture condensa-
tion off moisture collectors.
3. Examine attachment of the static line to the sight
unit. This should be carried out under the supervision of
Ithe armament mechanic.
Fuselage
4. Make certain that transmitters of pressure warning
Lis are securely attached.
5. Check attachment of tachometers generators, trans-
tters of the fuel quantity and flow gauge, and of receivers
of the exhaust gas temperature gauge.
} 6. Ascertain that the potentiometer chamber of the fuel
puaittty gauge transmitter does not contain any fuel.
7. . Check attachment of the THH-I gyrocompass unites
S. - 7 use-.srF'.
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(a) transmitter;
(b) amplifier;
(c) inverter;
(d) connection box.
8. Check attachment and
accessible wiring su?plying
324
condition of insulation
power to instruments.
Cockpit
9' Open UP Part of the instrument
(a) attachment of rubberized fabric fPanel check:
abric hinstu +
and Pipes of static and impact rmenw
(b) tights pressure lines;
ring of union nuts
instruments; of plug connectors on
10. Check attachment and proper shock-mounting of the
instrument panel and instruments.
11. After reinstalling
of the instrument and fastening the hinged part
instrument panel, check operation of aneroid-diaphrac
instruments and airtightness of static imppt
lines of the IIBjj and TA-156 and pressure
12. Check air speed tubes. .
13, lake operation of caging devices of instruments.
are ea certain that cover glass panels of instruments
14? Check operation of gyro and electric instruments
when energized.
15. Check position of inst
16. Check o rument pointers.
inverter. Aeration of gyro horizon from emergency
C h a p t e r III
OXYGEN EQUIPMENT SET
1. GENERAL
The aircraft Is provided with the oxygen equipment set,
type KKO-1, building up excessive pressure of oxygen in the mask
and in the pressure suit pneumatic system (Fig.160).
The excessive pressure in the mask (in the breathing system)
and in the pneumatio system of the pressure suit tensioner is
regulated automatically depending on the flight altitude.
Mounted inside the pressure suit is the anti-G device which
Serves to reduce the effect of GIs developing during the air-
craft manoeuvres. The operation of the anti-G device is ensured
IV delivering air through the AA-3 automatic pressure unit from
he cabin pressurisation system.
In The oxygen equipment set, type KKO-1, is designed-to supply
e pilot with oxygen under the following conditions:
(a) for a long period of time - during flights.in a pressu-
iized cabin at altitudes up to the service ceiling and in a de -
P saurized cockpit at altitudes up to 12 km.;
(b) for a short period of time (up to 3 or 10 minutes) in
ae the cabin pressure is lost at altitudes from 12 km. up to
jhe service ceiling, the set being employed as an emergency
ans of oxygen supply during the descent to a safe altitude;
(c) for a short period of time - during the ejection at al-
tudes uo to the ceiling with a simultaneous automatic change -
er to oxygen supply from the parachute breathing apparatus.
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Princi le of 0 eration .327
The oxygen equipment set, type KKO-1
equipment set, type KKO-1,
high-pressure (from 30 to 150 k ' may be used The oxygen 6 to 30 kg/s g/sq.cm~ and low-pressure loving:
q.cm.) oxygen systems. (iroe
the
d
t
ll
The equipment installed on the aircraft oxygen cylinders charged up to 150 k is Provided with
At altitudes up g/sq?em.
to 12 km. oxygen is delivered to the oa
by the economizer. At altitudes up to
with air is delivered, while at altitudes 10 km.a mixture of o
over 10 km. pure pen is supplied.
To prevent oxygen deficiency
(by the cabin altitude and y at altitudes from 8 to 12 b.
x_15 a pressure drop indicator, type
small amount of excessive pressure is maintainedie
the breathing system to exclude the suction of the atmospheric
air into the mask in case it does not fit tightly to the pilot i
face.
To ensure a short-time flight at altitudes above 12 km. the
excessive pressure in the breathing system maintains the same
absolute pressure in the lungs as during the respiration with
pure oxygen without excessive pressure at altitudes from 12 to
13 km. Oxygen is delivered to the mask in a continuous flow.
At the same time due t
o the
tic system the pressure in the tensioner pneuma-
pressure suit exerts mechanical pressure over
the surface of the wearer's body e
u
t _
q
a
(in the 5rszem. The excessive pressure in the mask
breathing system) and in the
is automatically pressure suit pneumatic
regulated according to the altitude.
system set 1s provided with
latore X0..1
which makes it a manually-operated regu-
hand an ezceaaiss pressure, Possible in ground conditions to create by
pnenmati
the
mask and in the pressure Gait
e system
to tl]ght.8O to check the operation of the set prior
Oaring the ejection
breathing detachment of the parachute 03790
breathing apparatus with the the
apparatus and mask from the aircraft oxygen
Lioal8?hute o.$en the ?ge-mrer to oxygen supply from
pressure suits breat
cane e;ces~eapratns use performed automa-
Pneumatic pressure in the mask and in the
tude
a b
y means of the akstem is regulated according to alts-
eeas pressure relator.
(a) oxygen
(b) oxygen
The oxygen
1. Inboard
includes the fol-
equipment
equipment
equipment
aircraft;
on
a
e
ins
included in the pilot's outfit.
mounted on the aircraft includes:
oxygen breathing apparatus, type
2. Oxygen reducer, type HP-26.
3. Oxygen indicator, type II{-18.
4. Excessive pressure gauge, type M-1000-
5. Oxygen valve, type KB-2.
6. Inboard oxygen hoses, type RIB-26..
7. Set of inboard oxygen fittings, type
8. Remote control panel, type )(Y 1.
KU-30 .
The oxygen equipment included in the pilot
rises:
1. Parachute oxygen breathing apparatus, type MI-27N
2. Oxygen mask, type KM-3b, with the mask-to-face tight-
ness compensator and the look.
3. Altitude pressure suit, type BKK-2.
The communication lines of the aircraft and those of the
pilot are connected by means of the common connector, type
OPg 1M,inatalled on the pilot's seat left-hand side (Fig.161).
Basic ?Yecifieations_of
_R-ya0 Breathing ApP1ratus
1. The KU-30 breathing apparatus operates at a pressure
of 30 to 6 kg/sq.om. of oxygen delivered to it (or 130 to
30 kg/sq.om. through the reducer, type KP-26).
2. The high-pressure cavity and the?eoonoaiser valve are
gastight at a pressure of 30 kg/sq.oet.
3. With oxygen delivered to the apparatus under a pressure
of 6 to 30 kg/sq.om., the adjusting (statio) pressure in the
apparatus reducer is within 3 - 6 kg/sq.ov.
4. The eoonomizer valve opens at a pressure within 7 -
13 kg/sq.om. in the reducer cavity.
5. The gastightneas of the low-pressure oavity of the
apparatus is as follows: rsissible.als
(a) at a pressure of 100 mm of water the pe
ei
-?t
auction is not in exoess of 0.8 litre per
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328
329
(b) at a pressure of 1000 mm Of water the
kage of oxygen is not in excess of permissible 1,,
6. With ox 1 litre per minute.
ygen delivered to the apparatus under a pressure
of 15 kg/sq.cm., the continuous oxygen delivery can amount to
a value from 15 to 25 lit/min.
7. The excessive pressure in the apparatus
manually operated regulator pparatus produced by the
in
than ground conditions is not less
1000 mm. Of water, with oxygen delivered to the apparatus
under a pressure of 15 kg/sq.cm.
Parachute ox
The parachute oxygen breathin apparatus, type
employed in conjunction with the inboard oxygen bre ng ap
rates, is designed to supply the pilot with oxygen:
(a) in the event of ejection from the aircraft;
(b) for descent to a safe altitude (4000 m.) in case the
inboard oxygen breathing apparatus fails to operate during alti-
tude slights.
The 101-27M breathing apparatus differs from those of earlier
makes in the employment of the common connector, type OPK-1M.
Due to this the apparatus is brought into operation without dis-
coanecting the hose ri
ght th
one apparatus.
Basic Specifications.
1. The parachute
Junction with the ?$en breathing apparatus is used in
aircr
IQ1-30. aft Oxygen breathing apparatus, type
2? The oxygen delivery by
at a temperature of 2liC r0 y the breathing apparatus charged
leas than 12.5 lit/min a pressure of 150
into e 1 minute after krates is is not
operation the apparatus is brought
apparatus is and brought not less than 3 lit/min. 11 minutes after the
into operation.
0"4 is delivered
or decreaae ases. continuously without sharp increases
3- The apparatus
with' OXYgen The up to a charges the
the most. Pressure Of pressure it pneumztic system
0 1 k9/sq.cm? during 15 sec. at
4. q%. _ _
Pressure of 150'kacus high-
50 cavity is gastight at a
g/aq.CO' in the apparatus.
5. The apparatus is reliably brought into operation by
pulling out the cotter pin (automatically or manually) of the
automatic cut-in operating cable.
6. The apparatus low-pressure cavity is gastight at a
pressure of 2 kg/sq.cm. The permissible leakage of oxygen is
characterized by a pressure drop of 0,4 kg/sq.om.at the most
in the course of 1 minute.
The K11-27M breathing apparatus can be used with any type
parachute which has a special pocket for the oxygen breathing
apparatus.
Checking System for Leakage
Check the oxygen equipment for leakage in the following
manner :
1. Check the gastightness of the high-pressure system.
For this open the KB-2 valve and close it as soon as the sys-
tem is charged with oxygen.
If the pointer of the HK 18 oxygen indicator remains im-
movable during two minutes, the system is gastight.
If the MR-18 indicator readings decrease, the system is
eaky. This being the case, detect the leaky places by means
f soapy water.
As a rule leakage is eliminated by tightening the union
Guts and attachment screws. If leakage is caused by damage
f0 the economiser valve, replace the defective apparatus by
new one.
3 2. Check the low-pressure system for leakage. For this
divide the system into three 'sections:
{ (a) the first section . from the mask (with the mask-to-
ace tightness compensator) to the upper block of the common
onnector, type 0PH ll[
inclusive;
,
(b) the second section - from the lower block of the
01004 connector up to the 1Q[-30 oxygen breathin6 apparatus;
i
ng
(0) the third section - the E11-30 oxygen breath
pparatus.
To check the first aeotion; d soonneat the upper block
= the 0Pg IX common connector, close the central outlet hole
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?u i
of the common connector. upper block with hand and make a
shallow inhalation. If you cannot make an loeg
inhalation, the sec.
tion is gastight.
Then mount the upper block on the body of the OPB-L( ow
man connector.
To check the second section, disconnect the
from the IM-30 oxygen breathing apparatus, close with hand the
hole in the angular pipe union of the large diameter pipe 11ne
and make a long shallow inhalation. If you cannot make an in-
halation, the section is gastight.
This done, connect the Hl-26 hose to the MI-30 oxyjen
breathing apparatus. Check previously whether the apparatus
valve, type KB-2, is closed, the air dilution switch handle is
set to the 100% 0.2 position and the indicator pointer is set
to zero.
To check the third section, make a long shallow inhala-
tion. If it is impossible to inhale, the third section is gas-
tight.
If you can make an inhalation, the low-pressure cavity of
the KQ-30 breathing apparatus is leaky.
In this ca3e the defective breathing apparatus should be
replaced by a new one.
Kate: Since the gastightness of the low-pressure cavity
depends to a great extent on the condition of rubber
gaskets in the joints, pay attention to the condi-
tion of the joints and replace the defective gaskets
by new ones in due time.
Cheking peration
2L2. en Equipment Set
At excessive pressures the checks is
1. OPen the n8 performed as tollotss
~-2 valve.
2. Put on the
compensator flying helmet with the mask-to-face tightness
hand.d.the 130 mask and pressure suit adjusted before
pr 3. Connect the mask to the mask-to-tape tightness eospensst'll
aasure snit, parachute.
sue suit o0 Oxygen breathing apparatus and the
OPX
nectar attached t
o the mask hoses. close
the hole On
with
the regulator body and set the handle on the remote control
pane:. to the OXYGEN SUPPLY TO SUIT (flO) & A 02 8 KOCTDM )
position.
4. By means of the manually operated regulator on the re-
mote control panel (central handle) create in the mask exces-
sive pressure not higher than 1000 mm of water as read by the
pressure gauge, type M-1000 (Indicator flaps must get apart).
3. make several inhalations and exhalations. If the pres-
sure gauge, type m-1000, reads a pressure decrease during the
inhalation and a pressure increase during the exhalation with
the pressure suit tightly compressing the wearer's body, the
KKO-1 set operates properly.
Note: Bear in mind that in this case the oxygen indicator
may fail to react to inhalations and exhalations
which is gonsidered to be normal.
Without excessive pressure the checking is performed as
follows:
1. Open the KB--2 valve.
2. Set the suit oxygen supply handle to the NEUTRAL
{ (HE1ITPAXLH0) position.
3. Close the manually-operated regulator as far as it
twill go.
4. Perform two or three inhalations and exhalations. If
the indicator flaps move apart and get together, the EKO-1
oxygen equipment set operates properly.
Checking Change-Over
of oxygen supply from Aircraft Breathing
Apparatus to Parachute Breathing Apparatus
The mechanism switching on the paraohute oxygen breathing
aPparatua, type 1j-272 , provides for an automatic (during eJeo-
tion) or manual (in the event of failure of the MI-80 apparatus)
brim
g~g of the apparatus into operation, therefore it is necessary
to check the change-over of oxygen supply for two canoes.
(a) Cheokin Automatic_
Switching of KfI-2711 Ap~B_rataa_
Checking the automatic switching apparatus is
of the ffi~-27Y a(Performed by palling out the seat with the pilot in the event of
.replacement of the OPK-lu common connector or cabin repair. The
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333
performed by pulling out the seat with the pilot in the h,mt
of replacement of the OPg 11N c
ommon connector or cabin
repatr~
The pilot should have a
l
t
comp
e
e flying outfit
supply lines connected.
Prior to pulling out the seat:
1. Remove the canopy.
3n with all the
CAUTION. The ejection gun should be unloaded.
2. Prepare the seat for removal.
3. Check whether the communication lines are properly
connected at the OPg lM common connector to the flying helmet
and to the pressure suit, type BIX 2.
4. Check the attachment of the connector upper block with
a special rubber (shook absorbing) cord and a strap, as well as
the connection of the cable to the lever of the connector lower
block.
5. Turn on oxygen suppl;, by opening the KB-2 valve.
6. Pull out the seat with the pilot. The pilot should as-
sume the position as during the ejection of the seat.
While pulling out the seat, make sure that:
1. The common connector lower block gets detached, the
KM--26 inboard oxygen hoses and the hose of the pressure suit
anti-G device line preserving some sagging.
2. Oxygen supply becomes changed over from the 1IM-30
inboard oxygen breathing apparatus to the II-27M parachute
apparatus, the securing pin of the automatic out-in operating
cable being pulled out of the hole in the stud pin releasing
the latter.
The pilot should continue breathing with the mask connected
to. make sure that oxygen is properly supplied by the
breathing apparatus.
Pull out the seat by 250 mm, approximately. After checking
place the seat in Position and prepare the oxygen equipment for
use.
C.-OTION. When connecting the automatic out-in operating
+-ble O. the 1Q1-2711 apparatus to the apparatus oxygen starter
do'notse tang the cable securing pin int
ter stud pin)
th
t
o
ar
e s
linen g threadet look the operating cable securing pin with
having a tensile strength of not more than 12 kg.
(b) Che okinn Iannal M -27M
Breathing Apparatus
Check the manual switching of the RI}-27U breathing appa-
.ratus after its automatic switching has been checked and the
whole of the oxygen equipment is quite ready for use.
when checking the manual switching the pilot should wear
the same flying outfit as during the automatic switching check.
To check the manual switching, pull the H1-2711 apparatus
manual switching cable the whole way out by sharply shifting
the handle and make sure that the cable securing pin has come
out of the hole in the stud pin. This must bring about oxygen
supply from the 1Q1-27M parachute breathing apparatus to the
mask.
Note: In case the seat is to be adjusted to fit another
pilot's height, carry out the check as prescribed
in Item (a). ,
3. POSSIBLE FAULTS AND THEIR ENATION
The repair of the EXO-1 oxygen. equipment set requiring
Sts disassembly and adjustment is not permitted in the field.
The items of the set which used repair must be replaced bynew
eervioeable ones; the items which have been removed should be
-eat to repair agencies.
McAk. True KM-30
1. Leaky outlet valve.
In most oases the leakage of the outlet valve is oauaed
its fouling (dust, sand and other foreign matter might get
lder the valve).
1 This being the case, scavenge the outlet valve with air
staining no oil or with oxygen (without removing the valve
om the mask), After scavenging recheck the valve for leakage.
]rotst The valve oan_ be also soavenge& by an abrupt exha-
lation.
I It the outlet valve remains leaky after seavengiIIi, replace
mask by a serviceable one.
i
t the mask with the 'msab-to-face
2. LGs4 oouneot one o
;fitness oompensator, the upper block of the common connector,
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
the pressure suit and parachute breathing apparatus.
In these cases replace the gaskets and then
connections for leakage. recheck the
3. Leaky mask body, corrugated hose and mask-to_fa.e
tightness compensator.
In the first two cases the mask should be replaced by
a
serviceable one, while in the third case the mask-to-face
tightness compensator should be replaced.
4. Leaky valve of the excessive pressure regulator.
In this event the mask should be replaced by a serviceable
one.
Oxygen Fittings with Non Return Valves
If one of the non-return valves is found leaky, dlsasaesbb
the unit with the non-return valve and then wipe the valve ad
the seat with a clean piece of waste cloth slightly moistened
with pure gasoline (without admixture of oil). In doing so see
that no foreign matter (white or brown coating) remains on the
valve and the seat. This done, wash the parts of the disasseebl
ed unit in pure gasoline (without admixture of oil), scavenge
them with oxygen and only after this assemble the unit.
If the unit in question is still leaky, do as follows:
(a) replace the defective valves and seats in the unit by
serviceable ones, or
(b) replace the unit by a new one.
Faulty MI-30 breathing apparatus, SP-26 reducer, pressure
suit
II{-18
,
Oxygen Indicator,. M-1000 pressure gauge,
hose and KB--2 valve must be replaced by new ones.
4. RATING OF OXYGEN
The aircraft carries
i
x 2-litre cylinders*
Since o s
flight ~Sygeu Consumption ranges widely depending on the
altitude, tree a
pstookilot it temperature and peculiarities of the
? ito
ofla~8edifficultn to accurately calculate the required
.
the breathing apparat
"a is Used is assumed to be equal to
760 an V (reduced to temperature of 150C and pressure of
The required stock of oxygen can be determined as follows:
Six oxygen. cylinders of 2-litre capacity each are charged
to a pressure of 150 kg/sq.om.
Determine the time during which this amount of oxygen will
last.
Solution. Multiply the cylinders capacity by the pressure
in the cylinders, subtract the reserve of 30 kg/sq.om. not taken
into account and divide the result by the average rate of oxygen
consumption per minute.
The value thus obtained is the duration of flight with
o37gen supply in minutes:
T 6.2 C15O - 30) a 160 min.
9
or 2 hours 40 minutes.
5. CONNECTING BSS PRESSURE SUIT
The BKK pressure suit bladders are connected to the automa-
tic pressure unit, type AX-51, designed to produce necessary
pressure of air coming from the engine compressor depending on
the value of positive load factor (Fig.162).
The filter is designed for cleaning the supplied air from
mechanical impurities.
6. STORAGE OF OXYGEN CYLINDERS
In the event of a long-time parking the oxygen system
should be kept charged with oxygen under a pressure of 5 kg/sq.om.
at least, with the 1B-2 valve closed.
If it is necessary to remove the cylinder from the airoraft,
:first completely let oxygen out of the system and then remove
cylinder together with the tee-piece pipe union.
CAUTION. When letting oxygen out of the cylinders, dd~oonniot
the high-pressure pipe line from the pip
the LB-2 valve or from the high-pressure pipe autos
of the LP-26 reducer; it is prohibited to let out
the oxygen through the reducer.
In the event the oxygen is stored or shipped, sorew a apeoisl
cap on the outlet of the tee-piece pipe union, ohsrge the cyliadsx
With oxygen Up to 5 kg/sq.om. and this close the islet pipe eesios
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with a special plug (the plugs are
individual j_-t).
included into the :dr,,,:t
Not6t The tee-piece p1 a unions of the cylinders have
return valves.
7. PR3-FLIGHT INSPECTION
Examine and check:
1.- The cylinders for pressure of oxygen (by the pressure
gauge).
2. The Ka-30 oxygen breathing apparatus for proper svitctlr_
from the remote control panel.
3. In the KKO-L oxygen set:
(a) the high--pressure oxygen system, for leakage;
(b) the low-pressure oxygen s;,?:,tem, for leak"ge;
(c) the oxygen apparatus for proper operation at excessiua
pressure and without excessive pressure;
(d) the oxygen mask outlet valve, for leakage;
(e) the switch cables for good coniition and reliable
attachment;
(f) the common connector pull-out cable for good condition
a
d
n
reliable attachment;
(g) the parachute breathing apparatus for proper amount
pressure and intactness of the seals;
(h) the oxygen hoses for reliable attachment.
4. The Parachute oxygen breathing apparatus for proper
packin
i
g
n the parachute pocket and the securing pin
automatic cut-out operating cable f ki
Remove the or proper loo ng.
detachable Plug from the common connector, mount the
part and check the reliability of its attachment.
6? After the pilot
the cabin , check the has donned the parachute and got into
block connection of the common connector upper
the attachment
on the of the pressure regulator in the lock
left foot strap of the parachute harness and the Poaitim
of the Parachute breathing apparatus oxygen hose.
Hotesq I. When
preparing the aircraft for a second flightrt
do as prescribed in I
emarks
r
tem 1 if there are no
on the part of the pilot concerning the operation
of the oxygen system.
2. Prepare the oxygen equipment for flight after
the engines have been tested and after the pre-
flight inspection has been carried out by the
specialists of all serviocs.
Examine and check:
1. The oxygen cylinders and pipe lines for reliability of
attachment. See that they are free from duet and dirt.
2. The inboard filler adapter for proper condition.
3. Examine the oxygen breathing apparatus.
4. Check the gastightness of the high- and low-pressure
oxygen systems (if there are remarks on the part of the pilot
concerning the-operation of the oxygen system) and make sure
that the Kfl-30 breathing apparatus remote control operates
properly;
5. Check the condition of the oxygen hoses and the mask.
6. Wipe the mask with rectified alcohol.
7. Check in the parachute breathing apparatus:
(a) the amount of oxygen pressure in the apparatus;
(b) the Intactness of the seal on the apparatus;
(a) the eeouring pin of the automatic out-in operating
3able?for proper looking.
8. Remove the detachable part of the common connector and
plug the latter.
9. Recharge the oxygen systemo
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
S E C T I O N F O U R
RADIO AND RADAR EQUIPMENT
The following radio and radar equipment is available on
board the aircraft:
USW receiving-transmitting radio telephony set, type
PCHY-411 , responder, type CPO, tail warning radar, radio range
finder, type CPI-IM , and simplified ILS equipment OCII-48.
The radio set, type PCyIY-4II, is used for two-way commu-
nication with the aircraft and with ground stations of the
PAC-YKB type.
The responder on board the aircraft picks up interrogation
signals from aircraft, ship and ground interrogators and res-
ponds to them by automatically transmitting coded identification
signals.
The tail warning radar is designed to sweep the rear hemi-
sphere for enemy aircraft if the enemy aircraft uses a 3-centi-
metre radar or a radio range finder.
The ILS equipment consists of:
1. Automatic radio compass API{-5.
2. Marker receiver U1PII-48II.
3. Low range radio altimeter PB-2.
C h a p t e r I
RADIO SET
The PCKY-411 radio set is a USW receiving-transmitting set
used for plane-to-plane and plane-to-ground communication.
The frequency range extends from 100 to 150 Mc/s (wave-
len
th 3
g
-..
2 m)
The frequency range is covered i
501 fixed waves
n
evenly distributed throughout the entire range and are stabil"
ed by 11 crystals.
The radio set may be pretuned to 6 waves out of 501 (adi'
ments are performed on the ground) which ensures fixed-wavecor
ounication in flight on any of the 6 frequenoes chosen-
N
-339-
Basio Specifications
. . . . . . . . . . .
1. The specified communication ranges for the set are:
(a) not less than 120 km. at an altitude of 1000 m. and not
less than 350 kmo at an altitude of 10,000 m. for oommunioa-
tion with a ground radio station, type PAC-YKB;
(b) not less than 120 km.,at an altitudes of 500 m. and higher
for plane-to-plane communication.
2. The set is designed to operate continuously for 12 hours
according to the following arrangement: 1 min. for trans-
mission and 3 min. for reception. When on reception the set
can operate for 24 hours.
The transmitter Can operate continuously for 20 min. with sub-
sequent cooling.
3. Frequency range . . . . . . . . . . . . 100 - 150 Nola
4. Total number of fixed waves . . . . . . . 501
5. Minimum wave separation during
toning . . . . . . . . . . . . . . . . .2
6. Current through antenna equiva-
lent at R = 50 ohms . . . . . . . . . . . not leas than
0.35 A
7. Voltage supply for laryngophones . . . . .2.8 - 4.2 T
8. Receiver sensitivity as measured
at 30% modulation and 30 V across
the earphones . . . . . . . . . . . . . . not worse than
12jY.
. D.C. voltage-supply . . . . . . . . . . 27 T
A.C. voltage supply (from invert-
er 110-750) . . . . . . . . . . . . . . 115 T, 400
The set PCHY-4II Consists of:
1. Transmitter (unit A) with receiver (unit B)
ion a common shook-proof frame.
2. Selenium rectifier (unit B)
rrams.
3. Control desk (unit II).
4. Rod antenna
e.p.a.
arranged on a shook-proof
I The Complete list of the radio set oosponents is given in
the Service Log. Interunit oonneotioa diagram of the Jest is
presented in Fig.163.
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which ,e
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
340
gran ement Removal and Installation of Units
of Radio Set
Tae transmitter and receiver assembled on one shoct_epcyt.
ed frame occupy the top nose compartment of the fuselage,
b;t'eeen frames 1 and 3 along the aircraft Centre line.
To remove the transmitter with the receiver (neither
of them may be withdrawn separately ) Proceed as
follows:
1. Open the upper cover of the hole, providing access to
the fuselage nose compartment.
2. Disconnect the plug connectors of the cables running
to the receiver and transmitter.
3. Disconnect the antenna feeder.
4. Disconnect the bonding strip.
.5. Remove two screws arranged in the Corners of the
transmitter.
6. Take out two attachment nuts of the receiver.
7. Withdraw the transmitter together with the receiver.
'.Then installing the transmitter and the receiver in place
the outlined procedure should be reversed.
The selenium rectifier is installed between frames Noss
and 6 under the cockpit floor on the right side.
To remove the selenium rectifier:
1. Remove the starboard access panels between frames
Nos 5 and 9.
2. Remove the cannon as is laid down in the instructions
on removing the cannon.
3. Remove the protective case of the equipment.
4. Disconnect the plug connectors from the selenium recti-
fier.
3. Remove the front attachment bracket of the rectifier.
6. Remove the box of A.C. fuses.
7. Take out two studs for securing the rectifier frame-
8. Remove the selenium rectifier with the frame.
When installing the selenium rectifier in place the out'
lined procedure should be reversed.
The remote Control desk is arranged in the pilot's cock-
pit on the left aide at frame 1o.5.
To remove the c
ontrol desk of the radio set:
The II0-750 inverter is arranged between frames Nos 4 and 3
1. Take out four screws and remove the top front Cover
of the cabin left-hand desk.
2. Unscrew the looks and withdraw the side front cover of
the cockpit left-hand desk.
;. Disconnect the plug connectors of the cables running
to the control desk.
4. Remove the braoioet for securing the connectors of the
control desk.
5. Disconnect the bonding strip.
6. Take out screws securing the desk and withdraw the cont-
rol desk from the aircraft.
To re-install the desk on board the aircraft, reverse the
operations outlined above.
The rod antenna is positioned in the upper part of the
fuselage, to the right, between frames Nos 9 and 10, and is se-
cured to a special panel made of pressed powder.
To withdraw the antenna from the aircraft, it is necessary
first to unscrew four attachment bolts, then to move the antenna
slightly upwards, to disconnect the feeder and to remove the
antenna from the airoraft.
To re-install the antenna on board the aircraft reverse the
operations outlined above.
The radio set is supplied with 113 T, 400 c.p.s. A.C. from
the 110-750 inverter.
'
to the left of the Centre line under the cockpit floor.
3. Disconnect the wires leading to the "+" and "-" terminals
To remove the HO-750 inverter:
1. Remove the port access panel between frames Was 3 and 7,
having previously disconnected the connector from the headlight.
2. Disconnect the connector of the Cable running to the
I inverter .
4. Remove the frame with the dehydrator of the radio oompass,
oi the inverter (the "+" wire should be isolated).
type AR-s.
5. Unscrew two screws attaching the frame of the 110-750
inverter.
6. Remove the [10-750 inverter.
When installing the inverter in place the outlined procedure
1hould be reversed.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Safety Precautions
When inspecting, adjusting, repairing the set as well as
when localizing faults it should be remembered that:
1. The set circuits carry large A.C. and D.C. voltages of
high and low frequencies. High D.C. voltage is developed aczos,
the valve anodes, rectifier output and the pins of the supply
connectors whereas high frequency voltage is found across the
antenna receptacle, antenna relay and in the anode tanks of the
transmitter.
To avoid possible burns keep your hands out of contact
with components under high potential.
2. The replacement of fuses in the supply unit should be
attempted only with the set de-energized.
3. The valves should be replaced with the set switched off.
4. It is strictly forbid ten to inspect and clean the contacts
of plug connectors with the set switched on.
Testing and Tuning Radio Set on Board the
Aircraft with Meter Unit (Unit I)
Prior to switching on the radio set for tuning proceed as
follows:
1. Make sure that the cables are properly connected.
2. Remove the case protecting the channel selector of the
receiver and transmitter.
3. Release the channel selector push-buttons on the cont-
rol desk and meter unit.
4. Connect the meter unit to the plug connector 'JZASUR9'_"r+
(B3MEPEK?+IE ) on the receiver panel and set the switch RECEPTI05.
TRANSMISSION (llPAER - it pryjlgA) on tLe meter unit to ESC::='TIO5
(IMIEM ).
CAUTION. Connecting the meter unit to the receiver with
the Push-buttons on the meter unit and control desk do
pressed will result in idle rotation of the receiver and
tranasittlr motors. Should t`Is continuous rotation ts-
seed 2 minutes the mechanisma may be damaged.
S. Connect the macro-.telephone headgear to unit E`?
d. Connect the aircraft
at 24 - 28 y mains to the ground D.C. source
T.
7. Switch on the circuit breaker RADIO,RADIO COMPASS A?Z'
"ER RECEIVER MPH , FLOW METER (PA K0, APK,MPII,PACXQ,'I0)1 on
eratin
t o
t
t
ill
g.
p
ar
er w
s
the right-hand desk; the IIO-750 inver
The set should not be tested or adjusted until the valve heater
voltage has been on at least for one minute.
Sequence of operations during adjustment and tuning of the
set (with the help of unit X)is suggested in the operating
instructions for the PCMY-4H set.
8. With the transmitter and receiver tuned, proceed to
checking communication using all six channels; make sure that
the monitoring circuit is in order, communication is reliable
and the channel selector is well adjusted.
When checking the set for proper communication switch 1
on unit R should not be in the position ANTENNA CURRENT (TOK
AIHTE11M ). If it is, shift it to any other position.
9. Disconnect unit It from the receiver. The connector
MEASUREMENT should be capped.
Install covers of the transmitter and receiver mechanisms.
10. Check communication with a ground station through all
six channels operating the set from the control desk; make our@
that communication through all six channels is reliable, the
channel selector operates smoothly, the volume control and the
switch NOISE SUPPRESSOR (n0]IAB1rTEII16 f0)EX) are adjusted properly.
ises
tith the switch NOISE SUPPRESSOR operated ON and 077, the no
of the receiver proper should appear and disappear r.specti?ely.
11. Check the set for reliable communication with a ground
station when supplied from the emergency inverter 110-500
CIO- 750), in which case the circuit breaker M'3,4CEACT SUPPLY,
RADIO, RADIO COMPASS, MARKER RECEIVER, PLOW KSTER (ABAP.1 .,
?A :)'O,APK,MMP11,PACX0;10LD should be switched on.
12. Check the not for proper cossunioatios with the enataes
the switch
i
s
running and all permanent consumers connected. Cwt
"OI33 SUPPRESSOR on the control desk and sake ours teat V&"*
interference caused by operating eleetrio enwipaent is met least
=n the earphones.
the a%sip
eeoed, twee the
If heavy interference is esperi as'Npeeter
responsible for it by awbsiqueotl.y disooaneetisj tbo
e:eotrio devices.
The interference being cancelled eat the sadi? set 7 bi
'snaidsred ready for operation.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Tenting Radio Set before plight
(with engines running)
1. Cut in the circuit breaker RADIO, RADIO COMPASS Apg
MARKER RECEIVER on the right-hand panel; the ffO-750
will start operating. inve:te=
2. Set the switch on the control desk to RECEPTIOB(pPvEV3. After one or two minutes have elapsed select the re-
quired channel by depressing the respective push-button on the
control desk.
4. Depress the TRANSMITTER ON push-button, arranged on
the right-hand engine control lever and call the ground station.
5. Use the volume control on the control desk to obtain
the required strength of received signals.
6. Proceed to check the operation of the set in other
channels as arranged with the ground station.
7. Check the operation of the set with emergency supply on.
8. Check th
e switch RECEPTION, RADIO COMPASS (1PMEi,APK )
for Proper operation.
The ohange_ovsr from reception to transmission
gible. To reverse the operation release the push-
b
is effected by depressing the push-button on the
right-hand engine control lever and requires not
more than 0.5 sec. - the time practically negli-
utton.
2. If the HO-750 inverter falls to operate during
flight the set Should be switched over for emer-
gency supply by cutting in the circuit b-e^ker
EMERGENCY SUPPLY, RADIO, RADIO COMPASS APK, MAR-
KER RECEIVER NPII, FLOW METRR,in which case
the inverter 110-500 starts operating.
1. Ask the pilot to give information on the operation-
for 2? Proper Test atta?the.aetentunits net , cable connectors and H.F. feeders
.
3.
4. "Zaoine the rod antenna for reliable connection.
Remedy the faults reported by the pilot.
S. Check the radio net Operation
&Q4 carry C out sally peration on the operating channel
monitoring on the rest of the channels.
The pCldy-41I radio set should be checked periodically
according to the instructions on servicing the set.
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Tea-- t~1o Set aster F11Aht
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17 : CIA-RDP80T00246AO62100070001-4
i t
C h a p t e r II
AUTOMATIC RADIO COMPASS
The APB--5 automatic radio compass is designed to nayigati r
the aircraft with the help of homi
t
ng and broad-casting sta.
tions.
Basic Specifications
. . . . . . .
1. The radio compass covers the continuous frequency
.range from 150 to 1300 Kc/s (2000 - 2J0 m.) in three bands:
lat. band . . . . . . . . . . . . . . . 150 - 310 ao/s
2nd band . . . . ... . . . . . . . . . 310 - 640 We
3rd band . ? ? . . . . 640 - 1300 So/a
2. Communication range of the device when used as an
automatic radio compass (in case of homing stations with out-
put of 500 W) :
at altitude H m 1000 m. . . . . . . . 160 - 200 ko.
at altitude H = 10,000 m. . , . . . .
3? The radio compass 320 - 340 b.
tion of modulated andnmodalated oscillations should not be
worse than 12) V for the 1st band and 100 V for the 2nd and
3rd bands.
4. D.C. voltage supply . . . . . . . . *27 O ? 104
5. A.C. voltage supply
(from inverter 110-750 )
The .115?3.5 Y
AP$-S radio compass consists of:
1. Receiver.
2.
3.
4.
5.
Loop antenna (inside the fuselage).
Control Panel.
Course indicator (an integral part of rn -I set).
Dehydrator.
6. Non-directional antenna.
To operate the radio compass during instrumental landing
(with the use of the OCfl-48 equipment) the following equip-
went is provided on the port side:
1. Switch for homing statigns DISTANT - CLOSE (JI;AJIb}WA -
2. Band selector for CLOSE radio station.
Interunit connection. diagram for the radio compass is
given in Fig.164.
Arrangement, Removal and Installation of Units
The radio compass receiver is arranged ubder the cockpit
floor between frames Nos 6 and 7A.
To remove the radio compass:
1. Remove the starboard access panels between frames Nos S
and 9.
2. Remove the cannon.
3. Take off the protective casing of the equipment.
4. Disconnect cables, antenna lead-in, flexible shaft and
bonding strips from the receiver.
5. Unscrew three screws attaching the receiver frame.
6. Remove the port access panel between frames Nos S and
7. Remove the branch pipe of the PI-2HA
8. Take out two studs attaching the receiver frame.
9. Remove the receiver together with the frame.
To re-install the radio compass reverse the operations
outlined above.
The loop antenna is mounted on the lower fuselage skin
between frames Nos 5 and 6A.
To remove the antenna:
1. Remove the port access panel between frames lob 5 and
2. Disconnect the cables and the rubberized hose of the
dehydrator, the
3. Loosen screws attaching the plesiglass panel
lower cover between frames Nos 5 and 7A.
4. Remove the loop antenna together with the Plexiglas!.
Panel.
To re-install the antenna reverse the operations.
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-- 348
The control panel of the radio compass is
the right side of the cockpit between frames Noss 6tande7.
To remove the panel:
1. Take off the mockup panel of the cockpit heating syste,
cock on the right-hand desk.
2. Disconnect the flexible shaft and the earphone plug.
3. Take out screws attaching the radio compass panel.
4. Remove the radio compass panel from the aircraft.
To re-install the panel reverse the operations outllne4
above.
The radio compass dehydrator is mounted near to the
loop antenna and is held in position by two simple looks.
Switching On and Tuning
The radio compass is fed from the aircraft mains or the
110-750 inverter . The 110-750 inverter Is started automatical.
ly when the radio compass is switched on.
The radio compass is controlled with knobs and switches
arranged on the control panel as well as with the switch DIS-
TANT-CLOSE and the band selector for the CLOSE homing station.
With the switch set at DISTANT the radio compass operates
on th
b
e
and selected by the band switch on the control panel
whereas with the switch set at CLOSE the radio compass band is
selected by the band selector for the CLOSE homing station.
To cut in the radio atation,the mode-of-operation switch
oa the control panel should be operated to the required posi-
tion (COMPASS, ANTENNA or. LOOP). Green light on the panel
will indicate that the radio compass Is on.
To cut out the radio oompass,set the mode-of-operation
switch to OFF.
The receiver is tuned as follows:
1? adjust the tuning dial and tuning indicator illumina-
t=or' by turning the knob ILLUMINATION (IIOACBET ).
2. set the switch Controlling the reception of modulated
and unmodulated signals TELEGRAPH-TELEPHONE (TJIr- Tdd) as
required.
3. shut the band switch on
band selector
for the control panel or the
bandtsel
the CLOSE homing station to the necessary
4. Use the knob TUNING to aet the required frequency
against the index line.
After the radio compass has been on for one or two mi-
nutes (time required for the valves to warm up) proceed to carry
out fine tuning of the receiver by turning the knob TUNING in
either direction
With itheiradiotstationtoperatingtoon-
8
all the way
tinuously for a long time the fine tuning of the..receiver should
be checked periodically.
Testing Radio Compass on (gonad
For all modes of operation (COMPASS, ANTENNA, LOOP) the
radio compass should be tested with the canopy closed, the pro-
cedure being as follows:
Tune'to various radio stations whose fr$quenoies lie in
the 1st, 2nd and 3rd bands.
When tuning, make sure:
(a) that the indicator pointer moves smoothly;
(b) that the course indicator pointer is not stiff;
(c) that slight. knocking on the receiver anduonttheococontrol
panel does not produce any noise and Crackling
tact) ;
(d) that the switch DISTANT-CLOSE and the band selector for
the CLOSE homing station are properly adjusted;
(e) that the receiver sensitivity is within rated values
when measured as set forth in the instructions on adjusting
threshold of sensitivity; when supplied
when
(f) that the radio compass operates normally
the emergency A.C. power source ( inverts? 110-500);
(g) that the radio compass operates normally with the
engines running; ense,tos is properl7
(h) that the automatic deviation Comp son the known b4az radiotata tion which
on is found
sourses Oo b4S?,~9O~e 13S?180o, 223?? 21eo and
)1So.
Testins Radio --
1. Ask the pilot for the inter stlon on the radio oempa"
cpera2. RRemedy the defects, reported by the pu0t.
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L# -
330
3. Connect the aircraft to the ground power source
24 - 29.7 V. Voltage is measured with all the consumers
on.
for
switched
4. Close the. canopy to connect the antenna to the ante
lead-in..
5. Operate the' mode-of-operation switch to COMPASS to
switch on the radio compass; the IIO-750 inverter should start
operating and the illumination and signal lights on the control
panel must go on.
6. Rotating the knob TUNING from one extreme position to
the other make sure that the remote tuning system is reliable,
the flexible shaft moves smoothly and the index line STOP
(YIIOP' ) on the 3rd band dial is aligned with the line on the
cursor.
7. Set the switch on unit 11 of the PCbrY-411 radio set in
the position APg 5.
8. Check the radio compass on all bands for proper opera-
tion by setting the switch DISTANT - CLOSE either to DISTANT or
to CLOSE as is laid down in the instructions on the radio compass,
type APB-5.
C h a p t e r III
YARKBR RECEIVER
The GPII-48II marker receiver is used to pick up U5W s2g-
nals from marker beacons and to indicate the position of the
aircraft (the moment the aircraft is flying over the beacon an-
tenna the pilot lamp on the instrument panel flashes and the
bell. rings).
The marker receiver operates at a frequency of 75 No/s.
Altitude range within which the signalling system responds to
the beacon signals is not less than 2000 a.
Receiver sensitivity is from 1.8 to 4 mV at 30% modulation
with a frequenoy=3000 o.p.s. and output current through the re-
fuselage).
Arrangement, Removal and Installation of Ohits
The MPII-481I receiver is installed on the left side under
it rl between frames Nos 8 and 9.
the cock
r
The marker assembly consists ofs
1. Receiver.
2. Loop antenna (mounted inside the
3. Electric bell.
4. Pilot lamp MARKER (MAPSBP)?
p
?
The connection diagram for the marker assembly is given in
3 Fig.165.
lay coil-0.8 mA. The receiver relay picks up at a current of
0.6 mA =10%.
The anode circuits of the receiver are fed with 220 P from
the APT -9 radio oom as
a
p
oo
-
To remove the receivers ammunition box between
1. Remove port access panel of the wframes Nos 7A and 9.
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- 332
1
2. Disconnect the H.F. feeder,-connector and bonding
strip.
3. Take out the stud attaching the receiver frame,
4. Remove the receiver.
To re-install the receiver reverse the operations outlined
above.
The loop antenna is mounted inside the fuselage above low.
er skin between frames Nos 6 and 7A along the centre line.
To remove the loop antenna:
1. Remove the receiver of the AP$ 5 radio compass as inst.
ructed above.
2. Remove the plexiglass cover of the access hole leading
to the loop antennas of the radio compass and marker receiver
arranged between frames Nos 5 and 7A.
3. Remove 24 bolts securing the loop antenna.
4. Remove the loop antenna.
When re-installing the loop antenna the above procedure
should be reversed.
The electric bell 1s placed on the right aide of the cook-
pit between frames Nos 7 and 8.
To remove the bell:
1. Take off the side cover of the right-hand desk between
frames Nos 7 and 8.
2. Open the bell and disconnect input wires (wires labell-
ed w+^ and "a" should be isolated).
3. Turn out screws securing the bell.
4. Remove the bell.
To re-install the bell reverse the operations laid down
above.
The pilot lamp MARKER is installed on the instrument panel.
Taatino Fwd Adiustment of Marker Receiver
on Airoraft
To switch on the MPII-4811 rem , it is necessary to cut
the Circuit breaker RADIO ALTIMETER PB-.2, MPH located on the
right-hand control desk (valve filaments will be fed with low
voltage); after one
radio mom or two minutes have elapsed, switch on the
pass as indicat
d
e
in "
Radio Co
(the gpII_48II raoaiver will be an mpass Switching On"
/0?"'? pplied with 220 V from the
radio compass receiver).
To switch off the marker receiver, it is sufficient to
cut out the circuit breaker RADIO :.LTIMETEit PB-2, MPII ; if the
radio compass is not to be used for other purposes it should
be switched off, too.
The marker receiver is tuned only after repairs or replace-
vent of one of its components; the detuned antenna or faulty
output circuits of the receiver (found out during tests) may
call for tuning operations, too.
The marker receiver is tested and tuned on the ground with
the help of the MMII-48 marker radio beacon simulator, the se-
quence of operations being as follows:
1. Switch on the marker receiver.
2. After 30 seconds have elapsed for the valves to heat up,
produce a signal from the simulator of MIIII-48 for the receiver
antenna. The simulator 1s to be placed 0.5 - 1 m. from the mar-
ker receiver antenna in the direction of its reception and in
each a manner as to position the simulator antenna in parallel
with the longitudinal axis of the aircraft; the simulator being
adjusted to operate at stabilized frequency of 75 Mo/s.
p 3. Set the modulation frequency switch of the simulator
to a position corresponding to 3000 c.p.a. modulation frequency.
4. Plug the M-45 volt-milliammeter from the set of the MHO-48
simulator into the Jack CHECK (KOUP07Ib) on the receiver (me-
ter, type IN-70 , with a 1-MA scale may be used, too)- In the
presence of the signal from the simulator the volt-milliammeter
Twill read output current through the receiver relay.
Change the magnitude of the simulator signal (by varying
the output power or the distance to the antenna) to make aura
that the receiver relay operates at current .0.6 mA ?10'0 causing
11
the pilot lamp to light up and the bell to ring.
5. If there is no current or it is very low, use a special
screw-driver (supplied with the set of the marker receiver) to
rvvrr TI
'"' viummer Vans i I.J. -- -.
(II ,ORT.) on the receiver front panel, adjustments being made
;b m..ximum current through the volt-milli&mmet*r (which is to
be e left Connected during adjustments)* ut current
:Ster that check the relay pick-up and drop-Out
once more.
t, rates
seoeives operates
k
er
mar
6? laving ascertained that the
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334 normally, switch off the receiver.
Note: Testing procedure as outlined above is
when carrying out routine maintenance operations
~oa
the marker reoeiver or removing the defects report.
ed by the pilot. In case of a detuned antenna, do.
tuned receiver input circuits or other failares u,
H.F. band generator of the MIUI-48 simulator to teat
and tune the marker receiver YPII-48II ,' conneotina
the simulator to the reoeiver with the help of a
special coaxial cable.
Ch apt er IV
RADIO ALTIMETER
The PB-2 low range radio altimeter serves to determine
actual flight altitudes above the ground within 0 - 1200 m.
The radio altimeter is used under unfavourable weather con-
ditions, when breaking through low clouds or landing in poor vi-
sibility; together with other navigation equipment the radio
altimeter helps to solve navigation problems during instrument
landing.
Basic Specifioati0ns
. . . . ? . ? ? .
1. Altitudes being measured:
Range I (low range) . . . . . . . . .. . . 0 - 120 m.
Range II (high range) . . . . . . . . . . 100 - 1200 m.
2. Error during measurement:
?396 of
Range I . . . . . . ? ? ? . . .. . . ? ? +2 m.
A ^es-
II . . . . . . . . . . . . . . . ,
altitu e
Bared
.?20 M. ?396 of
altitude mea-
sared
? .not less than
3. Radiated power . . ? ? ? 0.13 W
4. Overall sensitivity as indi-
cated by tester-T-1:
Range I . . . ? . .
not less than
.g0 db or 46.
points
not less than
? 10 db or 36 points
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- 356 1 4 -
5. Power supply . . . . . .
? air craft mains
27 V Ilo%
Radio Altimeter Components
The radio altimeter consists of:
1. Receiver-transmitter with a shock-mounted
2. Altitude Indicator IIPB-46
3. Converter Py-IIAL.
4. Receiving and transmitting antennas
Interunit connection diagram of the radio altimeter is
given in Fig-166.
The receiver-transmitter is installed in the upper nose
compartment between frames Nos 3 and 4.
To remove the reoeiver-transmitter:
1. Remove the upper cover of the nose access hole.
2. Disconnect the cable and H.F. feeder from the receirer-
transmitte
r
.
3. Unlock two locks securing the receiver-transmitter.
4. Remove the rac.eiver-transmitter.
To re-install the unit reverse the operations outlined
above
.
The altitude indicator is arranged on the instrument
the pilot
s cockit
p.
The PY-IIAM Converter is mounted
between frames Nos 3 and 4, On the left
To remove the converter-
in the nose compartment
side.
1. Remove the upper cover of the nose access hole.
2. Withdraw the receiver-transmitter observing the
tions laid down above.
3. Remove the frame
4. Turn out _-. securing the reoeiver-transmitter.
L
5. Disconnect the _--a "-Lng the Converter frame.
48-E rece Plug of the Converter cable from the
ptaole.
6. Remove.the converter.
Reverse the
The r above Operations to re-install the converter.
receiving antenna is
whereas the transmitting installed on the right-hand wing
whereas ante is on the left-hand wing. S3Ch
is attached to the wing akin by four screws.
be borne in mind that various objects such as other aircraft,
Cara, structures, eto.(when located closer than 20 in. from the
aircraft),as well as people in Close proximity of the radio alti-
meter under check (especially of its antennas)
neous deflections of the pointer.
It is recommended to carry out testing with the engines run-
ning at a low speed. If it is found out that the pointer deflec-
tion from zero is not any longer withip ?2 s. proceed to correct
zero settin
as follows:
g
(a) remove the cover to
the receiver of the radio al-
---'oar;
(b) use a special screw-driver from the protective cap over of the altimeter to turn out the screw securing the p
the adjusting screw and set the cap into the horisontal paationj
sng by
(o) use the same screw-driver to correct sero atnzaing the
turning the adjusting sorew (poteatieaeter spindle); e
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switching on and Testing on Aircraft
The altimeter is energized by cutting in the
b:esker RADIO ALTIMETER PB-2,11PII (PB-2, 1-.IPII) on
and desk.
circuit
the right-
To switch on the radio altimeter turn the indicator
lhbeiled ON (BKII.) all the way clockwise; in 2 a 3 minutes
indicator pointer will leave the extreme left position, approach
the zero index and settle against it within ?2 in. The indicator
knob designated RANGE (3U'IAIIA301 ) should be advanced to
low range (0 - 120 m.).
The radio altimeter is switched off
tor knob OFF oounter-olockwise as far as
marker receiver is not to be used for
circuit breaker RADIO ALTIMETER PB-29
off,too.
the
some other purpose the
MPH should be switched
Note: Do. not exercise undue effort when rotating knobs ON
and RANGE so as not to damage the switches.
Testing Radio Altimeter on Aircraft
When testing the radio altimeter on the ground the sequence
of operations is as follows:
1. Check the radio altimeter indicator for accurate zero
reading when it is set to operate within the low range. It should
instruo- 4
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- 358 .
sdjusting screw oloo]eeise deflects the pointer to the rift
and vise versa.
The adjusting screw is turned slowly because it is notes.
sary to simultaneously observe the position of the indicator
pointer..
The above re-adjustment of zero setting should- not exceed
4 a.; re-adjustment involving higher values should be carried
out with the T-1 tester and undergo subsequent calibration.
(d) zero setting completed, net the cap in position and
close the access hole leading to the receiver.
2. Cheek the transmitting antenna for efficient radiation
and examine the feeder of the receiving antenna for continuity
by connecting it to the transmitter,
Testing is attempted several minutes after the radio alti-
meter is switched on by using the T-1 tester power indicator;
reliable performance is indicated by a normal glow of the indi-
cator lamp.
3. Check the range relay for proper operation and examine
the high-range dial for reliable setting by switching on the
radio altimeter to work on the high ,range for a short period of
time. The indicator should read 0 - 1200 ^. and the pointer should
slightly deflect from its initial position which evidences the
operation of the range relay.
4. Check the radio altimeter for correct calibration on loi
and high ranges; proceed to calibrate the altimeter, if necessary.
The radio altimeter is calibrated to compensate for its re-
sidual altitude, thereby procuring correct indicator readings
during take-off and landing.
The sequence of operations when calibrating the radio alti-
meter is Provided in the relevant operating instructions.
When taxiing the aircraft on the airfield the indicator
pointer deviatxes nay be within 15 a.
TAIL WARNING RADAR
The tail warning radar is designed to sweep the rear hemi-
sphere for enemy aircraft.
The radar sends signals to the pilot's earphones if the enemy
aircraft is provided with a radar operating in a 3-centimetre
band.
Basic Specifications
Detection range at sensitivity of equipment of
36 db . . . . . . . . . . . . . . . . . . . . . 8 - 9 km.
Polarization of antenna . . . . . . ? . ? ? . rotating
Radar frequency band . . . . . . . . . . . . . .from 3.15 UP
to 3.43 cm.
Amplitude of output vbltage . . . . . . . . . . . not less than
20 V at load
resistance of
3.3 kilohms
and not less
than 30 V at
load resist-
snoe of?3kil-
ohms
sound; the
Indication mode . . . . . . . . . . ra-
dar output
feeds?signals
to the self-
sonitoriag cir-
cwit of PCITY-4II
set
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- 360
Radar supper
. . . . . . . . . . .
' from D.C. aircrest
P
ower consumed from
27 V mains . . . . . .
? not exceeding 401
Radar Comnonenta
The radar comprises the following main components (Fig.167):
1. Antenna with detector unit.
2. Amplifier-indioator unit.
3. Control desk.
The receiving antenna with a detector unit is installed in
the upper tip of the fin.
To remove the antenna:
1. Remove the fin tip.
2. Disconnect the H.F. cable.
3. Turn out screws securing the antenna frame.
4. Take off the antenna with the frame.
Reverse the operations to re-install the antenna.
The amplifier-indicator unit is positioned in the fin be-
tween ribs Nos 15 and 17.
To remove the unit:
1. Take off the aooess-hole cover in the fin between ribs
Nos 15 and 17 on the port side.
2. Disconnect theconneotor and the H.F. feeder.
3. Loosen the
4. nuts securing the unit.
Remove the amplifier_indioator unit.
Reverse the
T he Operations to re-install the unit. pilotea control desk is installed on the left side of the
cockpits between frames Noa .5 and 6.
Teatln of Waa.??irQ AnA
1. Cut in the
and RADIO, circuit breaker TAIL WARNI7G RADAR ( CHPEHA)
FLOW k~~
P
(
AJi(O# PACXOJtOV. .
2. 3witoh on the radar )
3. Cut in the for reception.
radar. sim~tltaneonaWitch
on the control desk of the warning
is heard in the a pilot lamp flashes "'n and a s nal
4. With sign al no longer heard in the headset, swi
om. a
way from the antenna (the b
mama of +27 T 110;
- 361
whose oriented at the ntenna). The headset should
rcinter e a should be
rep.0 :uce a signal
the buzser and antenna.
If single high-pitched signals are audible in the ear-
pnones at a distance of 90 and 95 cm. the radar is considered
operating normally.
Tuning of Radar
The warning radar is tuned and adjusted on board the air-
craft with a voltage in the aircraft mains not lower than 24 P.
When adjusting proceed as follows:
1. Switch on the radar as instructed in Paras 1, 2 and 3
above.
2. 3 or 5 minutes after the radar has been switched on turn
resistor R20 in unit 2 (the amplifier) by using a screw-driver.
This will cause the headset to reproduce a signal.
3. Turn resistor R20 in the opposite direction and set it
in such a position that the signal fades out and only weak
crackling persists.
4. Test the warning radar as indicated above.
5. In case of excessive signal strength take off the aampli-
fier jacket, and adjust resistor R31 whose spindle projects
through the amplifier chassis.
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I
Chapter VI
RADIO RANGE FINDER
The CPA-IM aircraft radio range finder is designed to
operate in conjunction with the ACII-51I optical sight.
Distance in the radio range finder is measured in terms
of time elapsed between the transmission of the signal and the
reception of the reflected signal.The range finder ensures search-
ing, look-on and tracking of the detected target; it ensures
a continuous automatic determination of the distance to the
detected target and introduction of the voltage, proportional
to the distance into the computer.
The CPA-IM radio range finder with the ACII-5H sight makes
aimed fire effective within a range of 1300 - 300 m. at an al-
titude of 2000 m. and higher.
Basin Specifications
1? The range finder determines a distance to the target,
antomatioally introduces the voltage proportional to this
distance into the computer and tracks the target within a range
of 300 - 1200 ^. (not l
ess).
2. Maximum error during distance determination within
range from 300 to 2000 ^. does not exceed 25 m.
3. Peak power is not less than 7 kW.
4. Power drawn from 27 V
i
S. c
rcuit amounts to 1200 W.
Power consumed from 115 v, 400 c.p.s. circuit (from
inverter IIO-5O attains
6. Under norm., conditions the range finder is designed
for continuous operation during 4 hours* at temperatures +500C
and -600C the time to reduced to 2 hours.
The radio range finder includes (Fig.168):
1. Antenna-feeder assembly.
2. Receiver-transmitter unit.
3. Range unit .
4. Supply unit.
5. Checking unit.
The antenna is mounted in the nose section of the fuselage
(iig.l69).
The receiver-transmitter unit is installed in the nose
compartment between frames Nos 1 and 3.
To remove the receiver-transmitter.
1. Open the nose access hole leading to the equipment.
2. Remove the receiver together with the transmitter of
the PCIIY-41I net as described above.
3. Disconnect the H.F. feeder and bonding strips from the
receiver-transmitter of the range finder.
4. Unfasten two clamping oliph.
5. Remove the reoeiver-transmitter.
Reverse the operations to re-install the receiver-transmit-
ter.
The supply unit is installed behind the instrument panel
in the pilot's cockpit. In symmetry with it to the left side
of the instrument panel the range unit is mounted.
To remove the range and supply units:
1. Remove the left-hand and right-hand boards of the iur-
strument panel. from the panels.
2. Disconnect cables and bonding. strips
3. Turn out two nuts securing the range and supply units.
4. Withdraw the units.
Reverse the operations to re-install the units.
The checking unit is positioned on the left sideuindthe
Pilot's cockpit, between frames Nos 8 and 9. and is Place by two screws.
of Ran Finder and
swito
off and QFF
a~ ah
The range finder and Sight should be connected to supplies
10 - 15 minutes before their actual employm
% K A
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CAUTION. Never switch on the range finder with the sight
circuit breakers de-energized.
On the ground the range finder and sight are swit:hed on
only when the aircraft mains are connected to the ground supplj
source of the AIIA-7 type.
The sequence of operations is as follows:
1. Make sure that circuit breakers SIGHT (IIYI;FJI ), SIGHT
HEATING, SIGHT ( OBDrPIB IIP"nIIFJIA, IIP1iIEJI ) and RANGE FINDER
(p;,jji) on the right-hand desk are cut out, that the lock knob
on the sight is in the position FIXED (IIE110J[.) whereas the
switch RADIO-SIGHT (PAJjI;O - 0IITII:-A) is in the position SIGHT.
2. Cut in circuit breakers SIGHT, SIGHT HEATING, SIGHT
and RANG FINDER.
3. Set the switch RADIO-SIGHT in the position RADIO, 3 -
4 minutes after the lamp on the sight switch flashes up indi-
cating that H.Y. is on.
4. Allow 5 or 10 min. for the valves to heat up and fre-
quencies to attain the rated values, then set the sight lock
knob to GYRO (rIIPO ). This operation completes the preparation
of the range finder and sight for employment or testing.
To switch off the range finder and sight the above opera-
tions should be reversed.
',yhen the antenna is covered with the protective jacket
the light should go up the reticle must move to its initial position. Repeat this
proce~ure two or three times.
4. Check the range finder for resetting targets. With
tae antenna open and the target locked on (green light on)
press t :e push-button RESET (CBPOC ) on the instrument panel.
.he light should go out.
ascertained that the range finder operates nor-
hav..nb
Bally, switch off the range finder and sight. To test the
range finder for proper modes of icalibratnstructions
it against a corner reflector, use the op g
for the Cpl-IM radio range finder.
Checking of Range Finder
1. Connect the aircraft mains to the ground supply source
of the AIIA-7 type and make sure that the mains voltage amounts
to 27 V +10 S.
-2. Switch on the range finder and sight as is laid down
above.
3. After the range finder has been on for 10 minutes, re-
move the antenna jacket and check the range finder serviceabi-
lity.
For this purpose remove the jacket from the antenna,thus
radiating some ground target. If a distance to the target does
not exceed 2000 m., a green light(look-on lamp) on the sight
head should burn steadily, and a range voltmeter should read
the distance to the target.
The diameter of the sight reticle will decrease and the
reticle will move downwards.
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I.
C h a p t er Vii
PRE-FLIGHT SERVICING OF RADIO AND RADAR
EQUIPMENT
Effective range (of communication or detection) of the radio
equipment is ensured only if the following conditions are obserr-
ed:
1. Sensitivity and output voltages should be kept within
rated values.
2. Antennas and their leads-in are reliable.
3. Contacts in plug connectors are clean and reliable.
4. Cables and H.F. feeders make good contact.
5. Screening and bonding are not damaged and are reliably
connected to the aircraft structure.
6. Noise caused by the electric equipment during the
flight is not above the rated values. Otherwise disconnect the
electric consumers one by one from the supplies, localize the
fault and remedy it.
Loose connections both in negative and positive circuits
leault in sparking thus creating radio interference. Sparking
may adversely affect the operation of the radio compass and
of the radio set sharply decreasing their range. To prevent
this, Check the protective Jackets of inverters for reliable
connection with their chassis, examine bonding components of
all units of the radio equipment for cleanliness and reliable
connection with the aircraft structure.
To reduce the effect of electrostatic charges on the radio
equipment operation the aircraft wings are provided with special
electrostatic dischargers (wick type) fitted at the wing ends
(Mg?171).
To keep the resistance low,the dischargers are impregnated
with a solution of glycerine (80%) and ethyl alcohol (10%).
In operation the discharger wicks should be damp. The solution
is to be changed every 25 flying hours and at least once a
month. The solution is fed through a hole closed by a stop end-
screw. The length of the wick should be 35 - 50 mm.
During pre-flight servicing inspect and check the follow
ing:
1. On the fuselage - attachment and continuity of the radio
set antenna, the loop radome of the radio compass, the antenna
of the marker receiver and attachment of the responder and
range finder antennas.
2. On wings - attachment and continuity of the radio alti-
meter and responder antennas and of dischargers.
3. On the fin - condition of the warning-radar antenna
radome.
4. On the canopy and in the cockpit - continuity of the
radio compass non-directional antenna and its lead-in; oondi-
*.ion and attachment of pointer and light indicators; service-
ability of the equipment and effective performance of switches,
knobs and push-buttons as well as locking of a protective cap
over the DESTRUCTION (B3PUB ) button.
Upon completion of the inspection set all the switches
and knobs into the initial position and switch off the equipment.
Testing should be performed with mains voltage of 24.3 -
29.7 V.
During inspection:
(a) check the radio set operation by establishing oommmi-
cation with an airfield station or a radio set of some other
aircraft on all working channels and by self-monitoring on the
remaining channels; receiving
(b) examine the radio compass performance by and
signals and taking relative bearings on the homing stations
means of the switch DISTANT-CLOSS;
changin
b
nd
in
b
g
a
a
s
y
obssrv
(o) test the radio altimeter Be
~ainterlafteryaeleotina
pointer
defleotion of the altitude indicator
different bands; ration by using any
(d) Inspect the marker receiver e orabeea verified at 75 Yo/s
kind of the simulator provided it has
against crystal-controlled equipment.
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(e) examine the warning radar performance by using a buzzer;
M test the range finder operation by looking (pilot lamps
burn) and resetting (pilot lamps go out) echo signals with the
push-button TARGET RESETTING (CEPOC LIFJIM ) depressed and re-
leased,
During after-flight servicing check:
1. On the fuselage - attachment and continuity of the set
antenna, radomes of the radio compass and marker receiver an-
tennas (there should be neither oil nor moisture inside the
radome cavities); attachment and continuity of the responder
kg and range finder antennas.
of the radio al-
2. On wings -attachment and continuity
' timeter antennas and of electrostatic dis axgers?
3. On the fin - condition of the warnig radar ant 855.
radome.
4. In equipment compartments - attachment of units and
of antenna lead-in; make sure that the Inertia switch of the
responder has not operated.
In the cockpit -continuity of the radio coa:a ' 30a'-
directional antenna and its lead-in; condition asi attachaaa.
of units, pointer and light indicator3, 34fyice,,tli?
aa3 ima:3es'=f .+
?yulpment when supplied from the main j vu3~-buttc?'3'
ffeotive performance of switches, kno?s as
Note: Prior to in3pection it is 040433&rr to as]c thi
pilot about operation of the 6,j,2,eat is
when inspecting% ?9tabli ae
(a) check the radio Set o etatioa by other
atien with an airfield station ox stxtioa of 30
sit on all ohanuels; ss sexviceabijit bJ raoelwl"
(b) test the radio oom s oS hoain6 andbxa` L 06
bearind
,&"I& aq4 faking ;elatlva
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Chapter VIII
AFTER-FLIGHT SERVICING OF RADIO AND RADAR
EQUIPMENT
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- 370 1 1
stations in all the bands;
(o) inspect the radio altimeter erformance by observing
deflection of the altitude indicator pointe
r after sRltching
on and changing bands;
(d) examine the marker receiver operation by observing
response of the pilot lamp and bell to the simulator signals.
(e) check the TPCn
the DESTRUCTION circuit is de-energized makeusurecthattheci.
cuit is in good condition
;
(f) examine the r+arnin
buzzer;
radar Performance by using a
(g) test the range finder
equipment nerform ante against some standard
.
S E C T I O I ! I V E
? SCHEDULED ]MAINTENANCE
AIRCRAFT SCHEDULED ]MAINTENANCE
Scheduled maintenance operations on the engines are to be
married out in compliance with the respective instructions of
the Manufacturing plant.
Every 10 ? 1 Hours
(but not less than once every 14 ? 2 days)
1. Check operation of the duplicating slide valves in the
BY-13M and BY--1490 boosters. In order to oheok the booster
for operation from the duplicating slide valve, wedge the main
elide valve by means of a special device as follows. Slip the
restrictor on the nook of the main slide valve, shift the cover
aside and open the port in the plug. Then fit the special slots
of the screw clamp onto the head and nut of the main slide valve
bolt and turn in the screw clamp so that its end enters the plug
Port. Then tighten the screw slightly to clamp the previously
installed restrict or between the faces of the main and duplioat-
lag slide valves. Then check operation of the booster from the
dnplioating slide- valve. Make sure the booster operates 0021=2-
1 79 remove the special device and check to see that, with the
boosters engaged, there is no displacement of the duplicating
slide valve when the control stick is moved.
Evezz 25 ? S Hours
landing gear .
2. Wash in gasoline and inspect with a magnifying glass
Us L.Q. struts and shook-absorbers for cracks. Check the
wok.-absorber packing nuts for proper looking.
3. Check the landing gear looks for opening from the
"Orgenoy system without opening the L.G. emergency cook*
mains the linkage of the L.G. emergency look opening system
"4 make sure the cable linkage is in good order. Wipe cable
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1. 1
sections having minor corrosion with pieces of cloth and grime
them. A heavily corroded cable should be replaced.
4. Check the struts for play in the longitudinal and
lateral directions, taking measurements at the wheel axles.
When an effort CS 15 kg is gradually applied to the wheel
axle in either direction, the total play should be:
(a) main landing gear strut: longitudinal play must not
exceed 6 mm, lateral play must not exceed 10 mm;
(b) nose landing gear strut: longitudinal and lateral
play must not exceed 5 mm.
Should the- play exceed the permissible limits, find the
joint that has the maximum play or has the greatest influence
on the total play and tighten this joint or replace one of the
joint components.
5. Usea feeler gauge to check the clearance between the
rest on frame No.4 and the upper link of the nose strut.The
clearance should be 0.05 - 0.15 mm when an effort of 15 - 20 kg
is applied to the wheel ai,a in the flight direction with the
L.G. control valve in neut_:31 position.
6. Check the pressure of the nitrogen in the L.G. shook-
absorbers using a pressure gauge. The pressure in the main L.G.
shook-absorber should be 70 ? 1 kg/sq.om.and in that of the
none landing gear it must be 30 = 1 kg/sq.om.
. 7. Replace the grease in the grease fittings of the L.G.
strut hinges and shimmy damper guide hinges.
Be Remove the wheels, examine the brake shoes, the plate
springs and drums. Check the shoes for wear. Remove, wash,
inspect and lubricate the wheel bearings with HS-50 grease.
Check the brake collar attachment screws for proper tightening.
ZOta: In winter, after a preliminary tightening of the
screws, give the wheel 5-6 revolutions, then
tighten the Screws finally.
Cracks in the brake oohs' are not permissible if they
penetrate the entire depth of the cast iron layer and extend
to the outer face of the collar. If the brake blocks are less
than 8 an thick, they should be replaced.
Resin deposit and oil stains are removed from the brake
shoes by "
,,,,6r,7, paper x0.180. Then the shoes should be wiped
with Di
l
c
oth soaked in gasoline and blown with
ooepressed air. See that no gasoline gets in the brake chamber.
Bearings having cracks, traces of wear and temper oolour
should be replaced; if the bearing outer races can be taken
out of the drums by hand or if they rotate in the drums when
the races are lightly tapped upon through a wooden block,
replace the wheel.
Turn the nut onto the main wheel axle until resistance
to wheel rotation is felt, then give the nut 1/8 to 1/10 of
a turn back and look it.
The nose wheel attachment nut must be screwed on until
the wheel axial play is taken up and an easy rotation of the
wheel is ensured.
9. Blow the brake system hoses through with compressed
air for which purpose press the brake lever in the cockpit.
with the pipes disconnected from the wheels. Connect the pipes
to the wheel pipe unions and check the brake system for leak-
age.
10. Perform trial retraction and extension of the land-
ing gear, check operation of the retracted wheel automatic
braking cylinder, sequence valves, and limit switches of the
landing gear warning lights. With the landing gear retracted
and the cook in the neutral position, make sure that the
clearances between the landing gear doors, as well as between
the doors and the wing are within the permissible limits, and
that the doors do not protrude over the wing surface. wash,
Olean and lubricate the ball Joint between the strut door rod
and the strut.
At training centres where the aircraft are used for air-
Oling flights maintenance operations on the landing gear and
S S landings
wing flaps are to be carried out after eves? 30
independent of the accumulated flying hOuro?
The 50-hour operations on the landing gear and wing flaps
of such aircraft are to be carried out every 25 ' S houre*
th
71 11. Clean the interceptor mechanisms, esad0e e' and
orrect operations the
l
ubrloats. Check the interceptors for c
ltbteroept31. should begin to move out when the aileron is
l
;deflected downwards by 3 = 0.5 degrees, and it shoa
by 10.9 - es.
2 d
i oat .-., -?tad dcwaw&rds
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Maximum protection of the interceptor is 37 1 S M.
12. Wash with gasoline and examine the wing flap guide
rails, carriages, slides and pins. Check the attachment of the
hydraulic cylinders and looking of the fastening nuts.
Lubricate the guide rails, slides and hinges. Examine,
through the access hatches in the top skin, the attachment
fittings of the wing flaps for corrosion. Check the wing flaps
for synchronous extension. The permissible difference in the
extension of the wing flaps is not more than 13 ma when set
at 13 degrees and not more than 20 mm when set at 23 degrees.
13. Examine the parts made of electron, paying special
attention to the condition of the paint coating. See that they
have no corrosion or scratches. Corrosion on electron parts is
revealed. by bulging of the paint coating or by a loose wet
deposit under which metal deterioration Is observed. For corro-
eion removal see instructions in Appendix 3.
14. Lubricate the
hinged joints.
15. wash in
parachute doors,
the button DRAG
Cockpit.
16. Examine
Fuaela$e
air brake attachment fittings and the
gasoline and lubricate hinges of the drag
then check them for proper opening by pressing
PARACHUTE ( TOPMO3.IIAPAfAT ) located in the
the parts made of electron.
Puel_S-Tstem
17? Check the fuel system for leakage with the engines at
standstill; check also the pressurization valve in the tanks
with the right-hand engine running. For detailed instructions
see Chapter Z "Fuel system..
intenaaQ, operations.
18. Check the fuel shut-off cooks for proper closing by P%h'
iag the button FUEL SHUT?.OPP (QEPEgPu H0a KPAH ) in the cook-
Pit , then open the Cooks and look them with HOE 0.8 wires
slee looking the button caps with braes wire 162, 0.23 "
is 44- ter.
19. After first 25 hours of flying the aircraft (for each
new fuel drop tank, W" h the fuel filter
nary one s placed in the deli-
from the drop tanks, for which purpose open the
aceesa?hatohes on the wing top surface near the aerodynamic
fences. Further, the" operations shall be carried out during
the 30-hoar r
Hydraulic System
20. Check the system for a correct change-over of the
booster feed from the booster hydraulic system to the main
hydraulic system, as is prescribed in Chapter'VIII "Maintenance
Hydraulic System" of Section I.
21. Check the air pressure in the hydraulic accumulators.
:t must be 40+5 kg/sq.om.(at zero pressure in the hydraulic
systems).
22. Check operation of the hydraulic systems as prescribed
io Chapter '"Pre-Flight Preparation".
Cook2lt
23. Remove the seat from the aircraft after the expert on
armament has unloaded the seat ejection gun. Then wash in gaso-
line, visually examine and grease all the hinges and moving
Parts of the seat mechanisms and cable linkage.
24. Check, on the removed seat, the operation of the safe-
ty harness look and foot grip opening system, as well as the
mechanisms of the lowering footrests and safety harness lOCk-
ing system.
After the flexible stud of the AA-3 automatic unit has
been pulled outs the foot grips as well as the safety harness
look should open promptly without sei'ure, as described in Sec-
tion It Chapter VII "Ejection Seat". Repeat the check.
and
Yy,
age
25. Wash in gasoline and inspect the parts of the looks
of the canopy jettison mechanism on the fuselage and oano-
as well as the attachment of the tubes of the cable link-
and of the spring feel mechanise.
k and oanopgy jettison mechanises.
l
L
oo
ubricate all the
26. Examine the condition Of the rubber presaarising
.. ?w. eoatinR
__
_
es
oh
fo
h
v -
_
,
eok
em
Protecting the tubes against sun rays _~cinc (compound
It, CA), restore it in aooordaoov into the
hat is fed
Vale
27. Check the pressure of the air t
tube through the PB-1.5 reduoiog valve; the rednciog
hould he from 1.8 to 2.35 kg/sq?om?
OIiL1.4
w........
s
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- 376 -._
Note: With the reducing valve adjusted for this
the safety valve should start operating atpressure,
28 kg/sq.om.and become fully open at 3.3 kg/sq.cm.
28. Check the operation of the canopy Jettison system
simultaneously with the check of the seat ejection gun and or
the explosive charge cap detonation. This check should be
Carried out together with the expert on armament. Check the
canopy locks for simultaneous operation as the opening systea
is being slowly displaced. Check the rods for moving out of the
canopy remover guns. The rod travel must be approximately
65 mm.
It 1s well to remember that during the check for proper
canopy Jettisoning the membrane of the canopy remover gun
valve located on frame No.9 gets pierced through. Therefore,
after the check is over, do not fail to replace this membrane
by a new one.
CAUTION! Use membranes of the same set only. Never should
a membrane of another set be used.
29. Examine the Joint of the branch pipes of the cockpit
feed system and canopy air heating manifold.
30. Check operation of the electric air distributing cot's
(unit 525) when controlled manually and automatically.
31. Check the condition of the flexible sheathing and
control cable of the IIY--7 valve, the attachment of the 1Y8
differential brake control unit and their control levers and
rods. Wash the hinges in gasoline, examine and lubricate them.
32. Examine ail places where the control rods pass through
their seals.
Air?raft_Control
33. Check the rudder, aileron and stabilizer control for
txoessive play.
Perform the check as follows:
(a) with the BY 131 booster engaged, move sharply the
trailing edges of the aileron, by hand to make aura there is
ne anosteir;se in the connections from the aileron to the BY-13M
bo
the (b) clamp the redder by
pedals sharply to y means of a screw clamp and deflect
h
c
eck
for noise in the connections;
- 377
(o) swing the ends of both stabilizer halves, with the
booster disengaged.
Should the noise be detected, find this place and replace
the damaged part or rod.
If' "crunch" is heard as the rods move in the bearings,
rash the bearings in gasoline and blow with compressed air. If
this fails to eliminate crunching in bearings, replace the
bearing, rod or bell crank.
34. Examine aileron, rudder and stabilizer controls:
(a) in cockpit (especially under seat);
(b) in engine bay;
(c) in fuselage tail portion (including the spring feel
mechanism, trimming effect mechanism, APY-2A variable-ratio
boost control unit, BY-1411C booster and AIIC-4 electric
mechanism);
(d) in wings (the BY-130
Check to see that there is no damage or corrosion
control system components.
See also that they do not brush against each other or some
other elements.
35. Check the MYC-2 motor and the AIIC-4
hydraulic coupling for correct automatic engagement, as well as
the BY-14MC booster for disengagement by the SB39 valve and
by the change-over cylinders as is described in Chapter IV
"kircraft and Engine Controls".
When checking the stabilizer emergency (electrical) control
system, note the time necessary for shifting the stabiliser from
one extreme position to the other (on the 0Y
Unit longer arm).
36. Check operation of the APY unit according to altitude
and speed as is instructed in Section I. Chapter IT ?Airoraft
and Engines C
ls
t
.
on
ro
ICAUTIONt In order to avoid failure of the AP?21oleo trie
of d out with the 00-2 motor
or, the check should be carried
Funning or with the BY-1410 booster engaged.
37. Coat the rod of the Ap7-2A it with a film of
4UTHM-201 lubricant. OI lnbri-
38. Use a grease gun to pack MAW"
arinR5"
b
Ca
e
nt into stabilizer beau outer
39. Wash, examine and lubricate the rudder and aileron
ttachmeat fittings. A better penetration of the lubricant into
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i f
378
the attachment fitting hinges is ensured by
and ailerons several times in either direotigthe rudder
on and by the attachment fittings again. Remove the excessive lubricant
accurately with a clean piece of cloth, seeing that the lubri-
cant is not spread over the skin.
ydraulio Booster
40. Check the booster for outside leakage. Before starting
the cheok, wipe the booster carefully.
During service the operating fluid may be pressed out aloe.,
the booster working surfaces in the following amounts:
(a) with the booster engaged and normal pressure of the
operating fluid in the hydraulic system - up to 4 cu.om. per hr,
which makes two drops per minute;
(b) with the booster disengaged and zero pressure in the
system - not- more than 5 drops per hour.
Increased leakage through rubber seats, as a result of a
long interval La. operation, may be eliminated by operating the
boosters (after a pressure is created in the hydraulic system!.
41. Check the condition of the actuating rods, see that
there are no traces of wear, scores or nicks.
Yake sure that the tip of the actuating rod is reliably
locked with a locking out (being properly positioned), and that
its plate look is not damaged.
42. Make sure tl.at the booster main slide valves are cot
wedged.
Wind the following indications of wedging:
(a) if the slide valve is wedged in the neutral position,
an additional effort of 4-5 kg will be felt on the control
stick. This effort is created by the spring of the duplicatic;
Slide valve;
(b) if the slide valve is wedged in any other position,
then the control stick will be deflected from the neutral posi-
tion. The maximum speed of stick deflection will also chance
(it will be reduced approximately three times in one directi)o
and increased two times in the other di.rectiol.
43. Check to .ace that the longitudinal play in the hinged
Joints of the distributing rod has not increased. If the oocoec,
tion is normal, the movement of the slide valve is praetioaill
not felt.
Should an increased clearance be detected, remove the
booster and have it repaired.
Check the looking arrangements of the booster head hinged
joints for good condition.
44. Examine and wash with clean non-ethylated gasoline the
aoreen filters mounted in the nipples of the fluid supply pipe
units.
Should the filters be found contaminated:
(a) remove the booster from the aircraft;
(b) drain the operating fluid from the booster into a
Olean container. If the fluid Is clean (no dark deposit, sand
grains or fibre lint are visible), wash the booster under pres-
sure without stripping, as well as the filter with clean bidrau-
lie fluid.
If the drained fluid is polluted, send the booster to a
repair shop for overhaul, washing and testing. In the latter
case, prior to installing a new booster, wash the booster
hydraulic system and fill it with clean operating fluid.
After installing the booster on the aircraft (if there is
pressure in the hydraulic system), before eonnectiag the sontrol
rc1, check the main slide valve for its saetioa effort, far which
purpose-move the main slide valve out of the booster &ad let it
go; responding to the suction effort the slide v9=v0 should move
in while the actuating red should displace.
Notess 1. Prior to installing the falters, examine the
wire screens with a magcifyin& glass for good
oondition.
2. After the filters have been obeoked, install the
pipe unions and hoses so that they do not brush
against the aircraft structural 020"a" w3ea
too aircraft control stick is shifted.
4S. After the operations on the boosters and h7dr&ullo
sratem are over, try the aileron and atabiliaar controls With
the BJ1SM and B2-140 boosters engaged and disengaged.
lower YLat
46. Examine the engine ooatrola in the oockPit during
the left-hand desk and srei"
trot
over
which remove the side c
the parts
.
ine control levers in the
the e
h
it
47. Make sure that w
Position "Idling Rating?, the leve
ng
the HP-1011 P"P of
r of
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Raoh engine is between the notches of the idling rata
If necessary, adjust the control linkage n8 rect,
the engine control system for proper functioning. then?ct
48. Visually examine the engine control system elenents
In the engine bay.
49. Inspect the attachment fittings of the engines and
tail pipes.
30 1 3 Hour Inspection
Landinn Gear
300 Check the level of the fluid in the L.G. shook
absorbers and shimmy dampers, replenish them, if necessary.
31. Check the landing gear and wing flap emergency aye.
tea for proper operation and for leakage.
luselage_
52?. Disconnect the fuselage tail part and examine the
condition of the inside skin, checking it for burnt-through
places and deformation, as well as its attachment screws and
rivets for looseness.
Examine the condition of the rubber gasket on frame Io.tOL
33. Check the condition of the butt joint attachmentfit-
Fuel system
38. Check the bag fuel tanks for reliability of attachment
and locking.
ydraulio System
39. Remove and wash in gasoline the throttle valves, placed
in the wells of the main landing gear and in the headlight
access hatoh, as well as the throttle valves connecting the
delivery and return lines of the main and booster hydraulic
systems.
60. Wash in gasoline the coarse filtering element of the
?P-11 filter and replace the fine filtering element by a new
one.
Compressed Air and Fire Extinguishing
systems
61 Disassemble. wash in gasoline. dry, examine and
assemble the main air system cleaner, as well as the filter of
the cockpit canopy pressurization system.
62. Remove and weigh the fire-extinguishing system bottle
after having removed the explosive charge.
If the weight of the bottle is leas than that indicated
in the Service Log and on the bottle by more than 100 gr, re-
charge the bottle.
tinga as well as the thread on their studs.
54. Examine the air intakes and the engine bay from the
inside.
33. Ex mine the units, pipe lines and vents of all the
systems located in the engine bay and in the tail part of
t
h
e tusela$e.
56. Remove the wing and tail unit fairings
the butt attachment joints.
37. 7111 on-12?--4 oil into the bearings of the turbine-
and-0001st unit in the following amounts: 6on.om. Of the oil
into the front bearing and 1 or 2 ou.oa.of the oil into the
rear one.
V40434 Oil get em the body or screen of the turbise-asd"
?oeler unit, remove it with white a irit other
lissolvin;nold that p , 37201 or any
does not smell.
the m apeotion being over, connect the tail part to the
inseLge? When securing the attachment shackles of the tail
D1Des apply Pphite grease
the bolts. to the bolts to avoid burnis;
Aircraft Control
63. open the cover of the oontrol rod sealing box on
frame No.9 and wash the hinged joints inside the box, blow
the box with compressed air and see that the sealing box does
root Contain foreign objeete(or ice in winter). Check the bell
pranks for play on the shafts. Check condition of the rubber
Isaaling and of the cover gasket in the 40&11M-
64* Wash and examine aircraft control system hinged joints
and coat them with grease again.
65. Check attachment of the rudder and stabiliser balaaoiag
}'sight,. One rudder balanoer is located in the rudder support,
'here., the other is in the rudder leading edge between the
upper and middle attaohaent fittings of the rudder' The stab'
last balancers are arranged at the end, of the stabiliser. Check
,also the attachment of the weight on the stabiliser oontrol sys-
stea bell crack (near the AP7-L control unit).
1 66. teed oil into the insidi bearings of the stabilUer
i
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-- 382
beams for which purpose remove the casing from the fuselage
tail part in the vicinity of the stabilizer.
67. Disconnect the rods from the aileron and rudder tri1
tabs to make sure that there is no play in the attachment
fittings and that the trim tabs move easily. Then connect the
rods to the trim tabs again.
68. Check the attachment and condition of the weight
balancers (compensators), all well as the condition of the aileron
aerodynamic compensation fabric.
Power Plant
69. Check the tail pipes for proper attachment to the
engines and see that there are no dents on the casings.
70. In accessible places oheok all connections of the fuel
and oil lines for proper tightening; check also visually the
systems for leakage.
71. After connecting the fuselage:
(a) check operation of the jet nozzle shutter control with
the engines at a standstill. The check must be carried out as
is described in Section I, Chapter XIII 'Replaoemen' of Engines';
(b) start the engines and try them at all ratings; check
operation of the generators, instruments, hydraulic system (vith-
out retracting the landing gear) and aircraft controls;
(0) visually inspect the connections of the fuel, oil and
hydraulic systems of the aircraft and of the engines for leak-
age.
100 = 5 Hour Inspection
Landing Gear
72. Change the fluid in the landing gear shook absorbers,
shimmy dampers and tail skid shook absorbers. The change of
the fluid should be carried out along with the preparation of
the aircraft for winter.
!lugs
73. wash, inspect and lubricate aileron attachment fittings'
make sure that the bearings rotate easily and that the bearing
Separators and rings are not damaged.
lue1_age
74. Examine the wing to-fuselage attachment fitting$,eheek
he +lts for proper tightening and change the lubricant.
75. Examine the stabilizer beam attachment fittings;oheok
the beams for play which should be not more than 90 microns as
measured by the forth bolt of the stabilizer-to-beam attachment
fitting.
'7$te11 located inside the recesses of the mss
Fuel stat em
76. Wash and inspect fuel tank No.1, its float valves and
inverted flight chamber, for which purpose:
(a) remove the lower plate along with the inverted-flight
ohamber. Clean the tank bottom and walls of dirt and examine
the tank from the inside for swelling, separation or other
damage to the tank rubber;
(b) check the parts and joints of the levers in the invert-
ed-flight chamber. Check the travel of the cylinder with the
load as well as the action of the disc valves, located in the
inverted flight chamber.
CAUTIONI If the oylinddr of the' inverted-flight valve was
removed, do not turn it by 1800 during re-installment to avoid
any distortion.
(o) examine the condition of parts and aetion of float
valves by shifting them up and down;
(d) check visually the tank bottom and walls for outs and
chafing. Re-install the inverted-flight chamber in the tank.
77. Remove the MM-2 pump from fuel tank No.2 and, work-
ing through.the hole in the tagk, remove dirt from the bottom
and walls of the tank. Examine the tank from the inside and out-
aide for chafing on the tank bottom and walls.
78. Remove fuel tanks Nos 3 and 4, wash them and check for
dents, bulging, cracks and chafing. Examine the attachment of
the tanks, see whether it is not loose due to the extension of
the attachment straps. Wash the screen filters at the islet
of the III, P1 pumps.
Noote After installation of the tanks, check the fuel sys-
tem for leakage.
Compressed Air and--Ieing systems
79. Remove the main bottles of the air system and the
emergency bottle of the wing flaps. Examise their appearance
and fastenings; drain the condensate from the bottles.
She condensate from the bottles of the landing gear emergency
Ldif. Naar struts
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384 --
should be drained through the charging connections after re
moving the struts.
The condensate from the coo it
drained with the canopy removed,without removing the from the canopy. The condensate from the air system bottlele
should be drained along with the preparation of the aircraft
for winterization.
Clean corrosion-attacked places on the bottles with emery
paper No.180, coat them with
AE%-8 primer and paint with
black enamel. If necessary, restore the entire paint coating
of the bottles.
Put the bottles in plane, charge the system w
check it for air-tightness. with air and
80. Remove and wash the de-ioer system reservoir in
alcohol, then put it in plane. Check the de-icing system for
leakage with air at a working pressure of 3 kg/sq.cm. and for
alcohol consumption through the de-ioer spraying tube.
COOkpit
81. Take the slide valve out of the cockpit air supply
cock, wash it in gasoline, wipe the cook body, lubricate the
slide valve and cook body and put the slide valve in place.
82. Remove, clean and wash the 0KH-30 valve and the
engine-mounted unit of non-return valves in the cockpit air
supply system. This Operation is to be carried out along wit'
the ?ep=a a=snt of the engines.
81' Ch* --k the cockpit for pressure-tightness.
!draulie yatea
~? ~ LL* tIUU from the Salts and booster hydratl111
27*1w s "e t?e re'>'vyirs of batb systems, wash then is
's=ue sycs i::6 P; s,,t, is6ta11 tb aerie and wash out the
rs-a I. ~ sx s la St. e, Vill " tiydFe0110 410104,
~9do9 09*04 t9 ir454e4 Q0 "'
*4 014 t9 6iArad uu-.
t4iR9 JtW g g9 it 4$ 9 69 EYt~~ 200 tl~i~d
0 {tom -qp9 grr shozll
'1LJ va.
Maintenance during Aircraft Storage
89. If the aircraft is not to be flown for more than
10 days, it should be subjected to the corrosion-preventive
treatment and stored in Compliance with the respective instruc-
tions.
If due to some reasons an aircraft has not been flown
for a long time, and it is not being prepared for storage,
coat the rods of the APY-2A variable-ratio boost control
unit, of the hydraulic cylinders and the landing gear shock
absorber inner tubes with grease and in addition carry out the
following operations.
Evert l0_?_2_1y
s
86. Perform pre-flight inspection of the aircraft.
87. Remove the safety valves of the main fuel tick Ve=t
systems and make sure that the valve discs more 1= tyai ;:~:ss
without binding. Put the valves in place a;.1=.
88. Start the engines and check their a;2_3t~cr at ~..
ratings, checking simultaneously the w:ilJe .f
C2UTIONI The aircraft fuel s,yste. 3"_a.:_ : e kt; t ;raa.i
throughout the entire storage perio3.
89. Flush the booster hydr.auli: s.ys:am f:.: .& :t 7u=3va*
deflect the control stick 8 to lJ tim-.s fr_4 :aa er..rr,av
Position to the other with the ? toss r -tzj.
to be Carried out at noraay woskt=,S 7re3~~~-'! `-7 :da
1
(druulic s
,w
sary 3
co
ttJ at t.JeaUa
t
b
ith th
th
-
,
ys
e
3
w
em
o
, 1. Perform At trialretr*cAAoa aed txtiny.:ra 4.f ttaa wu~yg:
e4r, wing !laps and nix bsakua; ch?nrat 4puz441j-1)a -Ie 12O
,c~ru (tree tAe duAiaatiad a J. xa-'?ea 3s " .?.
~rerg 3Q ~ ~ {e~~
porgy oy tRv 4 dax P .~iiooa sad: i addo: ;:
lug m-4 a ail tea ~ocsic_ai t Fra- xa, seats Lod t~oa cagtja3
. a "hack the Eonditioa Q. - tt q?uad; s Wx W-3f1 ow Lbe. sib
ll? err Inc} =udci GOntx071 o4a r' -tea. ?U '' P=? 4 ?,
.i iocat
Rd oi! Trr m6 a. S. I4 cz.? Ui i. sLr apes, 6e
t
_
2rl
1j1::eda gmot a the dgposi.t< 3r.3 coat t .a wanks; , si
y~r o~ 1E1f9~LI1 A~ lv_brtcauL. Chec1C . pre; svri 424,
uc_: t%: Chgci~ t Go.ckFlt foz Tessurp, tjitue~:a.
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
91. Check the pressure in the hydraulic accumulators.
92. Drain the sediment from the fuel tanks to see
whether there is any water in the fuel.
93. Examine the parts made of elektron.
E v e r y 3 Months + 10 Days
Carry out the 30-day operations, and in addition:
94. Check operation of the emergency canopy jettison
system. Check also the canopy sliding part remover guns
for proper operation. Wash, examine and lubricate the me-
chanisms of the locks and of the canopy Jettison system.
95. Examine and check operation of the spring me-
chanism opening the seat grips and the safety harness lock.
To this end, strip the spring mechanism, wash the parts in
gasoline, lubricate, assemble and install on the aircraft,
then check the mechanism for proper operation from the AA-3
automatic unit.
96. Examine and check operation of the seat footrest
dampers. Wash hinged Joints
gasolin
e and coat with grease.
97. Remove,
disassemble and wash the cockpit air supply
cosh in gasoline and coat it with grease.
S8. Check the landing gear and flap emergency
syetea for operation
and t-c:
and Dreaenre-tightness. Check the liah.,
~
landiaE gear lock opening system.
~~ ^ee?r the drag Lazachut
t~ e doors for proper opening.
o,t t : es in 64eoline and coat them with grease.
e
C tt
z
yLEC
,
=r
sI,*,
7jtion of the aircraft and engine
r~eCe dtie attention to tlghtneam of the
/~--Q'-6 ~u+C L'i4v t1.9~{, 9f tte tloXitile b4444?
:.v~- ~y ovt tt.e 25-"40X sxal4t4AaAg1 operations os
V44etrra .
Chapter . II
ARMAMENT SCHEDULED MAIT N:2
Every 25 +5 Flight Eou s
1. Inspect the armament to the extent
chapter "Pro-!light inspection".
2. Remove the holdera,wash them is ga.sa':...:a a-..i sa:c r__*
they are not damaged. Check the stes}a:.1:3: :=---I =sT*-= :--
proper operation.
3. The following should ba a:so
(a) amount of olearaace be twee= the :=? :: L31CC.-LAJ4
mechanism 1[B$-48 and the 0- 5-03 :3"- ?= ;-. L.
s 3:t installed on the oa':7!"d iiI*-. =e :=.C n * L1Qull
be not lose than 0.3 mm;.
(b) amount of the overlap of sha ie- of t
cannon grease,
tools of the rocket pod.
'or a storage period of oe;
roe long-term storage ie tim
the rocket pod and neon tb
isoonneot the eleotrio vi:iy
latter out of the body. Use
in place and start resovies
hing the pants in keroeeee
should be wiped dry and
1 - Aft Camera mount; [ - de-icer fluid filler necks 3 - radio-equi9169 orage battery;
4-- electrical equi at; 5 - fuel for tank Ao,l; 6 -gasoline for Ain6 pumps 7 - Joint of
puap{ 8 - e inspection, fluid for hydraulic booster; 9 - airfield hydra is VAW) 10 - fuel
filter; 11 - start units 12 - oil fillings 13 - pipe joint; 14 - hydraulic unites 15 - thermocouples
16 - controls, 17 - kerosene for tanks Nos 3 and 4; 18 - linkage joints; 19 - flare pistol; 20 - ooatrola;
21 radio equipment; 22 - controls; 23 - tailpipe attachment; 24 - nozzle control disconnect valves;
25 Pi joist; 26 - tail support cylinder; 27 - lubrication of stabilizer bearings; 28 - drag para-
chute, 29 UV pumps 30 - joint of fuel system; 31 - drain of fuel from tanks Acs and 4;
32 - engine vent system; 33 - air brake shaft; 34 - joint of fuel system; 35 connection
of hydraulic accumulator; 36 - airfield storage battery; 37 - p pe oint 38 - 01-8 pressure warning
oast, units 0-14 and 0-37; 39 - carbon dioxide bottle; 40 - 1'II A relay box; 41 - link chute;
42 - radio equipment; 43 - cartridge box; 44 - radio equipment; 45 - o connection for o3~gqggant
4b - drain o ds-icing system; 47 - control unites 48 - engine vent system; 4 airfield hydraulic
50 - drain of gasoline; 51 - Joint of hydraulic pipings 52 - air radiators 3 - bine-and^coolsr uai1;
54 - adjustment of rear attachment; 55 - access to special equipments 56 - radio equipment; 57 - Pipe
joint; 58 - fuel meters 59 - engine inspection; 60 - charging connection for hydraulic fluid; 61 - of air
brake control valve; 62 - controls; 63 - nozzle control valves; 64 - gyro induction compass; b5 - pump
tank 110.1. drain line; 66 - radio equipments 61/ - pipe union of fuel dre tank; 68 - bridge of species
suspension; 69 - landing gear strut pivot; 70 - belt inspections 71 - adjustment of rear attachment;
72 - armament; 73 - aileron bell crank; 74 - aileron attachment pivots 75 - rod for belt loading;
76 - arrangement of cartridge belt; 77 - support for jack horse; 78 - aileron hydraulic booster;
79 - armament; 80 - support for jack horse; 81 - compressed air bottle; 82 - charging connection for air
coissse e d to 1110-130 kg/sq.cm; 83 - pump of tank No.2 drain lines 84 - 16-mm bolts; 85 - aileron bell
pump; 87 - drain line of MV pump; 68 - 71-6 mechanism of rudder trim tab;
39 - nine ioint_
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
LIST OF GROUND EQUIPMENT FOR AIRCRAFT
Iil'-19C
. I!
pla
the
fro
thi
the
No. of drawing) Quantity
3 1 4
1. EQUIPMENT SUPPLIED WITH
EVERY AIRCRAFT
Cockpit entrance ladder
CM9811-00
Towing arrangement
CM9884-00
Chocks for wheels
CM9880-00
Gangway on wing
CM9890-OOB
Screw clamp for controls
CM98116-00
Front plug for intake duct
CM9877-OO/A
Rear plug for jet nozzle
CM9887-00
Bucket with spout,
dipstick and cover
Pan
Dolly for work under
aircraft
Ck98I7-00
CM98114-00
protecting cover for
upper wing hatch
CM9805-00
1
Plug for pipe unions of
fuel drop tanks
CM9351-3
CM9351-32
00
Plug for release shutters
fags in engine
CM98176-
Ground safety pins for
seat
Safety caps for canopy
CM7A-9100-2
remover pneumatic gun
cylinders
Ground safety pin for
CM0605-801
5
spring of canopy
emergency pin
Plug for fuel line
CM780427
650
(when fuel drop tanks
C96120-1
are removed)
Plug
p6120-5037
1
Cover for closing bridge
a
special susP
CM220
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
428 - 429 -
25
26
28
29
30
31
32
36
37
Plug for P.4-2HA
regulator
Hose for charging air-
craft and canopy compres-
sed air systems, with
device for charging L.G.
shock absorbers, hydraulic
accumulators, wheel bottles
and for checking pressure in
landing gear wheel bottles
Covers for wing cannon
barrels
Screw clamp for check-
ing booster.
Cover for front part
of fuselage
Cover for ring
Cover for nose part
of fuselage
Cover for tail part.
of fuselage
Cover for nose wheel
Cover for main wheel
Cover for canopy
Cover for cannon barrel
Cover for air-speed
tube (IBA)
Flannel cover for
canopy with holes for
blowing
Safety cap for air-
craft responder aerial
Plug for ejection
chute
Cover for engine
Cover for Pitot
tube(TII-156)
CM7623-60
155H570
CN2-9211-00/A'
CM9819-00
CM9201-OO/A
CM9202-50/A
CM9206-00/A
Funnel for oil filling
(with silk filter)
Adapter for charging
hydraulic accumulators
Mat for work on cock-
pit floor
Portable lamp with
12 m.length of cord
Pad for parachute
Seat ejection
interlocking pin
M98138-00
CM5505-86
CM98131-0
IN-36
CM9100-341
2. GROUND EQUIPMENT FOR AIRCRAFT ELE14ENTS
(ONE SET FOR EVERY 4 AIRCRAFT)
Hydraulic jack for wing,
type HH--4
Service ladder for empennage
Jack horse for safety
step bearing
Device for sight laying
9200-00/Al 2
CM98110-00 1
CM98133-00/_ 1
CM98166-00
CM98166-30
CM9213-00
1
Device for checking
CM9204-00
1
pressure in main and drop
CM9205-00
2
fuel tanks
CM9207-00
1
Airfield oil gun
AM3-53
1
CM9208-00
Dolly for wings
CM9883-00
2 1R.H.
L. H.
CM9209-00/A
Screw jack for fuse-
CM2-9210-00
lage nose part
Roc with instruments for
checking engine operation
C46430O0 1
- 2 sets
CM9823-00
round
on the
1
CM9824-00
g
]Kettle, 6-litre capacity
Ci:98I6-00 1
CM98135-00
Funnel for hydraulic fluid
(with silk filter)
CM98137-00
Funnel for alcohol and
CM98l36--00
3CH7702-250
gasoline (with silk filter)
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
Portable headlight,
!P-100, with 15-m, cord
Dolly for Jointing nose
part of fuselage with tail one
CM9881-00
15
Winch for drawing belt
CM8604-80
16
Tie-rod
CM2-8604-600
17
?Adapter for bore
CM2-8604-190
sighting gauge
Device for adjustment
CM98134-O0/A
of tailpipe
Remover for tyres of
CM98148-00
main and.nose wheels
Truss used to run
CM98118-00/A
21
engine with tail disconnected
Hose for fuel
CM7804-1060
22
Plug for engine com-
CM98106-00/A
25
26
30
31
pressor intake part when
engine is removed
Dolly for removal of
drop fuel tank (760 litres)
Dolly for removal and
installation of engine
Dolly for tailpipe
Crosspiece for
engine lifting
Jack for frame No.15
of fuselage
Jack for frame No.20
of fuselage
Device for checking
cockpit and fuel system
for pressure-tightness
Remover for main wheel
Protractor for mea-
suring aileron and stabi-
lizer deflection
CM98115-00
CM98102-00/A
CM98117-00
CM98111-00
CM9893-OO/A
CM98156-00
CM98159-00
32
33
35
36
Remover for nose wheel
CM98155-00
1
Plug for pipe lines
CM9812-00
2 set
when fuselage tail sec-
CM9813-00
tion is disconnected
CM9814-00
CL19815-00
Small painter's
brush
Painter's brush No.20
Clamp (band) used to
suspend control rods
when fuselage is dis-
jointed
Device. for ejecting
cases and for loading
.CM2-8604-370 1
3. GROUND EQUIPMENT FOR AIRCRAFT SERVICING GROUPS
(ONE SET FOR 12 AIRCRAFT)
Service ladder for
I CM98127-00 1
aircraft
Tank with hoses used
for engine slushing
Remover for wing-
to-fuselage clamp bolts
2
Airfield desiocator
1
Dynamometer for 10 kg
1
Dynamometer for 20 kg
1
Protective casing for
nose strut
Device for setting
CM98166-00
gyroscope to zero position
CY98166-30
Device for removing
L.G. wheel bearing cover
Clamp for charging
IA -3 mechanism
Small painter's brush
Painter's brush No.2O
2
2
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246A062100070001-4
Device for checking clearances
of L.G. struts, with dynamometer
1
4. GROUND EQUIPMENT FOR SCHEDULED MAINTENANCE GROUPS
(ONB SET FOR 20 AIRCRAFT)
Ground equipment for each article, -
(ONE SET FOR 40 AIRCRAFT)
without covers (as listed in
Section 1 of this Appendix)
Ground equipment for air-
craft element (as listed in
Section 2 of this Appendix)
Ground equipment for aircraft
servicing groups (as listed in
Section 3 of this Appendix)
5. GROUND EQUIPMENT
Towing rod
Dummy legs
1 lamp for rolling article
out of container
2 lamp for front wheel
3 Crosspiece for container
CM98121-00
CM98105-00
4 Rack for transporting. CM998119-00
wings on vehicle
6. UNLOADING EQUIPMENT DELIVERED WITH EACH
TRANSPORTATION UNIT
3 Slinger system for
wing lifting
Device for expanding pipes
CM93100-170/A
CM93100-190
CM9320-00
1 set
1
F_1__7
-*Jj-
LIST OF TOOLS
Description
No. of drawing
1. SMALL TOOLS KIT DELIVERED '4ITIi EACH AIRCRAFT
Standard kit for
aircraft tools
Wrench, S=5x7
-Wrench, S-9xll
Wrench, S=10x12
Wrench, S=14x17
Wrench, S=19x22
Wrench, 3=24x27
Wrench, S=30x32
Wrench, S=41x50
Wrench, S-32x36
Wrench for brace strut
of fuel drop tanks, S=17x19
Socket wrench for wheel!
brake shoes, S=17
Wrench for unit 317A
(oil combihed filler neck)
Socket wrench for hydraulic
accumulator, S-11
Wrench for plug of
fuel drop tanks
Wrench for L.G.
wheels, S-19
Grease gun
dozzle for grease gun
155H428
Sliding mirror-
Centre punch, L=90.2m
Drift, duralumin,
dia. 20, 70300 mm
Drift, duralumin,
dia. 10, L.100 mo
CM7804-170/A
32105/002
32105/005
32105/006
32105/009
32105/012
32100/015
32105/026
C7804-26
C7804-31
CM8604-992
CM7804-98
CM9501-269
CM7804-285
Cy7804-46
C97804-120
1S5H428
CH7804-310
CU7804-Ss
C97804..88/O07
1
1
1
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
434
Fitter's hammer with
2. AIRCaAFT ELEMENT KIT
round face, 200 gr
(ONE KIT FOR EVERY 4 -AIRCRAFT)
24
Handle far hammer
1
25
Screw-driver with
1
Standard kit for air-
craft tools
CM7864-150
wooden cheeks, L-150 mm
S=46
Wrench
C7804-27
Screw-driver with
,
S=60
Wrench
C7804-28
wooden cheeks, L-200 mm
,
5=55
Wrench
C7804-29
Combined general use
flat pliers, L-200 mm
Screw-driver for cross
splines
,
Wrench for disconnect
valves, S=36x46
Wrench for.removal of
CM7804-30
CM7804-90
Screw-driver for
cross splines
nose strut pivot, S=27
Wrench for fuselage
CM7804-11/B
31
32
33
34
35
36
37
40
41
42
Screw-driver for engine
access doors
Six-article knife
Lock of spring hook fyp
Clamp for seat fins
Wrench for tightening
seat blind spring
Triangular file, L-200 mm
'
Nos 4-5
Handle for file
Key for cocking lock
of fuel drop tank, BA-3-56
Screw-driver for
self-locking bolt of
UBA-4 air-speed tube
C7804-160
jointing, S=19
CM7805-140
Wrench for aileron
attachment nuts, S=7xl4
Wrench for rear vent
CM7804-290
CM7804-300
307804-I60
pipe, S=11
CM7804-295
3017804-150
Wrench No.14 for
side vent pipe
CII7804-I20
Wrench for thermo-
Wrench for removal of CW804-32
Main L.G. wheels
Flat file, L-200 mm Nos 4-5
Round file, L=200 mm Nos 4-5
Wrench for arming Ch7804-490
spring mechanism
couple, S=22
Wrench for fuel drain
cocks, S-24
Wrench No.14 for di.;-
connecting engine vent pipe
Wrench for disconnecting
engine vent pipe, S=17
Wrench for disconnecting
engine vent pipe, S-19
Wrench for turning out
pipe union of fuel drop
tank float valve, S-60
Wrench handle for
changeable heads
Wrench handle for
changeable heads
CM7804-75
CM7804-80
CM7804-81
CM7804-82
C7804-25
CY7804-24
Cg7804-27
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17 CIA-RDP80T00246AO62100070001-4
19
20
21
22
23
24
25
26
27
28
32
33
34
35
36
37
38
39
40
41
drench head,
S=36
CM7804-23/02
Wrench head,
S=46
CM7804-23/04
Wrench head,
S=5U
CM7804-23/05
Wrench head,
5=60
CM7804-23/07
'Wrench for main L.G.
strut
CM7804-65
Awl for cable splicing
Wrench for removing
No.3 fuel tank pump
Wrench for air brake
Wrench for air brake
Wrench for float
valve of rear tank group
Remover tool for dis-
Jointing nose and tail parts
of fuselage
Device for adjusting
simultaneous opening
of canopy locks
Lock of spring
hook tyke
Painter's brush, dia. 30
Magnifying glass,
10 power
Clearance gauge
(from 0.05 to 1 mm)
Handle bar
Squirt gun
Bench vice
Cold chisel, L-150 mm
Fitter's hammer, 400 gr
Handle for hammer
Hammer with removable
faces (three pairs of
faces)
1
42
Socket wrench for BY-14MC
booster, torgue=330 kg-cm
Extension for attaching
stabilizer beam to frame
No.30
Extension for installing
BY--14MC booster and
bracket of ANC-4 elec-
trical mechanism
CM9501-270
45
Torque indicating
CM9501-240
CM9501-271
wrench for stabilizer
CU7804-50
46
Wrench for tightening
CM7804-445
47
stabilizer tapered bush
Remover tool for
CM9501-235
CM7804-230
48
stabilizer pivot pin
Wrench, S=30, for easily
CM9501-274
CM7804-325
detachable joints of
49
control rods
Slide gauge (0-125)
50
10 m.
Measuring tape
CM7804-300
,
51
Wrench, S=75, for removal
52
of kerosene tank
Cable for installing
tank in container
CJI7803-I60
53
Socket wrench, S=5x7
54
Socket wrench, S=9xll
07804-245
C7803-50
55
S=14
Socket wrench
07804-52
,
CM7804-15/B
56
for
5=24
Wrench
C7804-370
,
,
Joining wing
2
57
er for stabilizer
S
i
d
C149501-215
v
crew-
r
CY9501-216
1
58
Wrench for stabilizer
1
C117804-203
59
Socket wrench, S=19
2
54636/005
C119501-217
CM7804-40
60
Drift for stabilizer bolts
CX9501-218
2
.61
Pin
0117804-20
1
62
Wrench, 5-41, for
joining wing
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
-- 438
Wrench, S=48, for
joining-wing
3. TOOLS OF At;?IFICER
ONE SET FOR 4 AIRCRAFT)
Standard kit for tools CM7804-100/A
Wrench for front attach- CM2-8604-07
ment of cannon and for beam
suspension
3 Wrench for rear attachment CM2-8604-26
fitting of cannon (for
fuselage and wing tapered
bolt)
4 Wrench for pod adjustment CM2-8604-38
and for rear attachment
fittings
5 4rench for sight
adjustment
6 Wrench for third point CM2-8604-80
of wing cannon
7 Wrench for sight head CM8604-993
8 Collar for supports CM8601-481
9 Screw-driver B250x1
10 Screw-driver N0.2 for H-2
cartridge box
1
1
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
cross splines
Screw-driver No.l for
1
16
17
18
19
20
21
22
23
Wrench for round nuts
of seat ejection gun
Handle bar
Wrench, S=45x52,for
round nuts of seat
ejection gun
Wrench for supports
Cleaning rod with
two brushes
Hook
Mandrel
Wrench for camera
controller CM-45
Wrench for rear attach-
ment fittings of left-
hand wing cannon
Wrench for camera
mount AEC-3M
Wrench for cannon
rear attachment fittings
Wrench for suspen-
sion beam
Wrench for third
point of fuselage cannon
Wrench for lock E]i-3-56
CM2-8604-704
CM9501-24
CM9501-40
CM9501-39
CM2-8604-700
CM2-8604-29
CM2-8604-754
CM2-8604-780
CM2-8604-720
cross splines
Ham m .sita changeable I
faces
CM7804-40
Smooth flat file,
L-250 mm, No.2
CM9501-304/1
General purpose
Brass drift, dia. 4 mm
6 mm
CM9501-304/2
flat pliers
Brass drift, dia.
f
32100/015
14
Lock or spring
Wrench for nut o
15
hook type
seat ejection gun
trunnion
CM2-8604-750
Wrench f or rear attach-
t
CLI2-8604-670
Angular screw-driver
CM9501-09
men
fittings of wing
I
cannon
Screw-driver for
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37
38
40
41
14
15
~- 440 -
Screw-driver for cannon front
access hatch door
Screw-driver for special beam CM9501-15
Wrench for installation of
ejection gun
Wrench, S=19, for adjust-
ment of universal beam
Wrench, S=14, for sight CM9501-12
Handle for file 34747/002
4. TOOLS FOR RADIO EQUIPMENT MECHANIC
(ONE SET FOR 4 AIRCRAFT)
Kit for .tools of radio
equipment mechanic
Wrench, S=5x7 32105/002
Wrench, S=9x11 32105/005
Socket wrench, S=9x11 C7804-245
Socket wrench, S=7x8 CJt7803-I70
Six-article knife
Forceps
Metal mirror
Screw-driver, L-150 mm,
with 5-mm blade
Screw-driver with
4-mm blade
Combination flat
54450/012
CM7804-55
B15Oxl
- 1 - - -
17
Lock of spring hook type
CM7804-300
18
Ebonite rod with 2-mm
CM9501-277
11
pliers, L-150 mm
12
Wire cutters with 20-mm
13
blade,L=100-150 mm
14
Screw-driver for clock
with 2- and 4-mw blades
Soft brush, L-160-200 mm
Screw-driver No.1 for
cross spline,
Screw-driver No.2 for
cross spline,
blade,dia. 6 mm,?L=200 mm,
for UPH-4811 radio set
Wrench for attachment of
APB--5 radio compass
contact block
Screw-driver with 4-mm
blade,L=150 mm, for 110-500
convertor
5. TOOLS OF ELECTRICIAN
CONE SET FOR 4 AIRCRAFT)
Standard Kit C7804-00
Double-head wrench, S=5x7 32105/002
Double-head wrench, S=9x11 32105/005
Double-head wrench, S=10x12 32105/006
Wrench, S=11x12 C117804-727
Wrench, S=9x11 C7804-245
Socket wrench, S=7x9 C?7804-715
Wrench for CAI( lamp C7804-340
Combination general use
flat pliers, L=200 mm
Insulating tape, coil,
200 gr
Six-article knife
Metal mirror
Socket wrench, S=14
Double-head wrench,
S-30x32
Double-head wrench,
CM7804-55
C7803-50
32100/018
C7804-30
S=14x7 32001/003
Screw-driver with 4-" blade
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Screw-driver with 7-mm
blade, 1,-200 mm
3200%-200,
blade being
finished to
7 mm
Screw-driver No.1 for
cross splines
Screw-driver No.2 for
H-2
H-2
cross splines
Lock of spring hook
CM7804-300
type
Screw-driver with 4-mm
CM9501-305
22
blade, L=400 mm, T-handle
Soft brush
CY:9500-8I
23
Wrench for distributing
07803-I50
box of P1aIt-1 compass, S=6
Socket wrench, S=8
CM9501-268
6. TOOLS FOR INSTRUMW:iT MECHANIC
(ONE SET FOR 4 AIRCRAFT)
Standard kit for tools
C7804-00
Wrench, S=l4xl7
32105/009
Wrench, S=5x7
32105/002
Wrench, S=9xl1
32105/005
Socket wrench, S=5x7
07803-I60
Screw-driver with wooden
cheeks, 7-mm blade, L=200 mm
Screw-driver with 4-mm
1
32001/003
blade
Awl for cleaning holes
C,g'1803-I48
in thermocouples
Denagnetic screw-driver
CM9501-272
Six-article knife
Metal mirror.
CM7804-55
Wrench for attachment
CII7804-I20
of thermocouple, S-22
Wrench for instrument
glass holding nuts
07803-149
Combination universal flat
pliers, L=150 mm
Forceps
Screw-driver for clock
17
with 2-and 4-mm blades
Soft brush
18
Screw-driver No.1 for
H-2
cross splines
Screw-driver No.2 for
H-2
1
cross splines
Vacuum remover for
CI17804-728
1
21
instrument glass .
Socket wrench, S=9x11
C7804-215
1
22
Wrench for tachometer.
23
generator, 3=60
Lock of spring hook type
CM7804-300
24
Extension for checking
CM9501-289
IIBA 4 air-speed tube
and TII-156 Pitot tube
Pump for extension used
CM9501-306
to check IIBA-4 and T11-156
tubes for leakage
7. CHROME-PLATED TOOLS FOR OXYGEN ED _.....NT
MECHANIC
(ONE ET FOR 4 AIRCRAFT)
Standard kit for tools
C7804-00.
Wrench for charging
connection, S-27
CM9501-231
S=14X17
Wrench
)2100/009
,
Wrench, S=17X19
Wrench for 81(-18
CM8604-05
CH9501-225
indicator
Wrench for adjustment
CM9501-226
of III-30 apparatus
remote control
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- 444
if 2
7 Screw-driver with handle
of plastics
8 Screw-driver, S=250
9 Metal mirror
10, Screw-driver with 4-mm
blade, S=175
11 ',7rench for oxygen pipe
union
12 Combination flat pliers,
L=150 mm
13 :Dire cutters, L=150 mm
14 Six-article knife
15 .rench for opening valve
f two-litre ball bottles
16 Lock of sprizg hook type
CM9501-223
CH9501-224
Co P7806-11
CM9501-222
CM7804-480
34400/002
CM9501-329
CL;78U4-300.
8. TOOLS FOR AIRCRAFT WEAPUi1 SERVICING GROUP
(ONE SET FOR 12 AIRCRAFT)
i
11
12
Special bucket, 10-litre
capacity
10-power magnifying glass
Set of clearance gauges
No.5 (14 blades)
level gauge
Fitter's hammer with round
face, 200 gr
Handle for hammer
Back-saw blade frame
Rack-saw blade, L=300 mm
Triangular file No. 3-4,
L-150 mm
Round bastard file No.l,
L-200 mm
Flat file N0.2, L=250 mm
Round barette file No.3,
L-150 mm
Handle for file
5"436/O03
54600/002
20
21
9
10
Handle for file
Handle for file
Six-article knife
Hand vice
Cotter pin remover
Small wire cutters,
L=150 mm
Measuring tape, 10 in.
Standard kit for tools
34747/002
34747/003
54464/012
54650/001
9. TOOLS FOR RADIO EQUIPP211T SERVICING GROUP
CONE SET FOR 12 AIRCRAFT)
Standard Kit for tools
Single-way hand bit
brace with chuck, up to
6 mm
Set of carbon steel
drills, dia. 1.1, 1.6,
2.1, 2.6, 3.1, 3.6, 4.1t
5.1, 6.0 mm
Case for drills
Electric soldering iron,
24V, 90'8
Straight tip (for
soldering iron), type I
Bent tip (for soldering
iron),, type II
Bent tip (for sold-
ering iron), type III
Bench vice
Metal ruler,
LO300 mm
Fitter's hammer,
150 gr
Randle for hammer
C7803-00/31
54610/071
C99500-70
32805/067
58249/001
58249/002
58249/003
3100003
5436/002
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Plug connectors
39
40
41
Wrench for ?PP--3 and llIPl-7
plug connectors
drench for IIJPP-13
plug connector
Wrench for 91PIL-9
plug connector
Wrench for I!PIL23 and HIPI-19
plug connectors
Wrench for airfield
supply plug connectors
Wrench handle
Wrench for CIA lamp
Bent wrench handle
10. TOOLS FOR ELECTRICAL EQUIPMENT SERVICING GROUP
(ONE SET FOR 12 AIRCRAFT)
Standard kit for tools
C27803-2100/2
0,17803-200/3
C,C7803-?0O/4
C!7803-2100/5
C47803-200/6
CA7803-I90
CA7804--I50
Ch7803-I90:
Single-way hand bit 54610/071 1
brace with chuck.,up to 6 mm
Set of carbon steel drills,
dia. 1.1, 1.6, 2.1, 2.6,
3.1, 3.6, 4.1, 5.1, 6.0 mm
Case for set of drills
Electrical soldering
iron, 24V, 90W
Straight tip (for
soldering iron), type I
Bent tip (for solder-
ing iron), type II
Bent tip (for solder-
ing iron), gyps III,
tip angle 900
Cr9500-70
32805/067
58249/003
9
Hand vice
10
Metal ruler, L=300 MM
1000/OO3
11
Fitter's hammer, 150 gr
54636/002
12
Handle for hammer
1 ' 2
1
1
15
16
17
18
19
2u
21
22
23
24
25
3 Six-article knife
4 Flat smooth file No.2,
second class, L=150 mm
Flat barette file No.3,
third class, L=150 mm
Triangular smooth
file, Lr200 mm
Handle for files
Flat needle file
Nos 1, 2 and 3
Round needle file
Triangular needle file
Screw-driver No.1
with cross splines
Screw-driver No.2
with cross splines
Screw-driver with
wooden cheeks and
7-mm blade
Screw-driver with
4-mm blade
Screw-driver with
26
2-mm blade
Combination flat
27
pliers
Round pliers,
X100-150 mm
28
Awl
CA7803-I48
29
Crucible for silica
097804-660
30
gel drying
Metal mirror
CM7804-55
31
Portable lamp
PJI-36
32
with 12-m. cord
Sand vice
33
(adjustable wrench)
Wrench for GIPP-4
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
13 Six-article fife
14 Flat smooth file No.2
second class, L=150 mm
15 Flat barette file
No.3-4, L=150 mm
16 Triangular smooth file
No.2, L=150 mm
17 Handle for file
18 Flat needle file
19
20
Nos 1, 2, 3
Round needle file
Triangular needle file
No.20
21 Screw-driver No.1 for
bolts with cross splines
22 Screw-driver No.2 for
bolts with cross splines
23 Screw-driver with
wooden checks and
7-mm blade
24 Screw-driver with
4-mm blade
25 Screw-driver with
2-mw blade
Combination flat
pliers
Round Pliers,
L^100-150 no
Straight forceps,
-110 mm
Awl for cleaning
thermocouple openings
Movable mirror
H-2 1 1
H-2 1 1
32000/9-200, 1
blade being
finished to
7 mm
54430/202 1
54430/2619 ]
blade being
finished to
2 mm
MC-200 1
34420/002 1
54450/011 1
C-17803-I48 1
CM7804-55 I 1
4
Wrench for nut of main
L.G. wheel axle
5
franeh, 3=90x95, for
filler neck'of tank and
fuel suction hose
6
Wrench for removing
stabilizer from fuel
drop tanks
7
Wrench for carbon dio-
xide charging connection
8
Handle for above wrench
C7804-331
9
Remover tool for main
L.G. wheel axle
CM7804-280
10
Tube for wrench of
carbon dioxide
charging connection
11
Centre punch
31200/002
12
Straight buckling bar 33212/003
13
Bent bucking bar CM7804-675
14
Bent bucking bar CM7804-674
15
Bent bucking bar 33212/323
16
Insulating tape, coil,
200 gr
17
Machine for inserting
hollow rivets
1
18
Metal ruler, L=300 mm I
1
19
Hand bit brace for 54610/071
6-mm drills
1
20
Powered screw-driver 54434/012
1
07804-52
21
Handle lever
0 1
CM7804-30
22
Lock of spring
book type
23
Set of straight carbon
steel drills, dia. 1.1, 1.6,
2.7, 3.1, 3.6, 4.1, 5.1 mm
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 Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4
31 Portable lamp with
12-m. cord
32 Hand vice (adjustable
wrench)
450--
54464/003-135
33 Straight handle for C97803-190
plug connector wrench
34 Bent handle for plug CA7803-190A
connector wrench head
35 Wrench for fPI'-4 plug CA7803-200/1
connectors (Drawing
CA7803-200)
36 Wrench for API'-7 and CA7803-200/2
?PP-3 plug connectors
(Drawing CA7803-200)
37 wrench for MPP-13 plug CA7803-200/3
connectors (Drawing CA7803-200)
38
wrench for l1PP-9 plug CA7803-200/4
connectors (Drawing
C
A7803-200)
39
Wrench for 9IPIL23
and CA7803-200/5
I19 plug connectors
(Drawing CA7803-200)
40
Wrench for CA1 lamp
C) 7804-150
41
Wrench for airfield CA7803-200/6
power source receptaole
plu connectors (Drawing
9
2
7
20())
08
U. TOOLS FOR SERVICING GROUP
(ONg SET FOR 12 AIRCRAFT)
1
.
Kit with tools delivered
~ H-2I
with each aircraft
2
Box for tools
CM9310-00
3
Wrench for discharge
bonnet of fire-
extinguishing bottle
21H3521
i
24
Case for not of drills
CY9500-70
25
Cable for installation
of landing flap cylinder
CM7804-390
in wing
12. TOOLS FOR ARMAMENT SCHEDULED MAINTENANCE GROUP
(ONE SET FOR 20 AIRCRAFT) A
1 Standard kit for tools
2 .10-power magnifying
glass
3 Set of clearance
gauges No.5 (14 blades)
4 Extension on rod used
to clean and lubricate
seat ejection gun
.5 Bench vice with 120-mm
jaws
6 Hand bit brace with
chuck )up to 6 mm
-7 Set of carbon steel
drills, dia. 1.1, 1.6,
2.1, 2.6, 3.1, 3.6,
4.1, 4.6, 5.1, 5.6 mm
8 Cold chisel
9 Hack-saw blade frame
10 Round needle file
11 Flat needle file
12 Triangular needle file
13 Triangular bastard
file, L-130 mm
14 Round bastard file,
L=200 mm
15 Flat smooth file,
L=250 NO
16 Round barette file,
L U150 mm
C7803-00/35 I 1
1
POCT 882-41/51 1
31100/103
54600/022
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- 452
1
7 Six-article blade
2
1
8 Cotter pin remover
39800/L:!. 0 3
2
2
Kit for tools C7803-00/33
19
Awl for cable splicing
C7804-170
3
2
Single-way hand bit 34010/ u01
20
. Electrical soldering
32805/067
2
brace with chuck,up
iron, 24Y, 90W
to 6 mm
21
Straight tip, type I
58249/001
4
Set of carbon steel
(for soldering iron)
drills, dia. 1.1,
22
Bent tip, type II
58249/002
1.6, 2.1, 2.6, 3.1,
(for soldering iron)
3.6, 4.11 5.1, and
23
Bent tip, type III
58249/Ju3
6.0 mm
(for so:dering iron)
5
Case for drills CM95! O-70
24
Slide gauge, 0-125
6
Electrical soldering 32805/067
25
Measuring tape, 10 m.
iron, 24V, 90W
26
Electrical soldering;
7
Straight tip, type I 58249/001
iron, 220V, 80.1, with
(for soldering iron)
bent and straight
8
Bent tip, type II 58249/002
tips
(for soldering iron)
27
Set of tools for
9
Bent tip, type III 58249/003
armament (one set
(for soldering iron)
for 4 aircraft)
Electrical soldering
28
29
Wire cutters, L=150mm
Screw-driver No.2
for cross splines
11
iron, 220V, SOW, with
bent and straight tips
Parallel bench vice
30
Flat screw-driver,
L-360-400 mm, with
12
with 60-80 mm wide jaws
Hack-saw blade frame
5-6 mm blade
13
Metal ruler, 300 mm
14
150 gr
Fitter's hammer
Back-saw blades,
L-300 mm
15
,
Six-article knife
? 32
H
16
Flat smooth file, 2nd
andle for file
34747/002
33
Handle for file
34747/003
class, L-150 mm
1
3rd
tte file
b
Fl
13. TOOLS FOR RADIO EQUIPMENT SCHEDULED
7
,
are
at
class, L=150 mm
MAiNTjNANCE GROUP
18
Triangular file,
(ONE SET FOR 20 AIRCRAFT)
L=200 mm
Kit
34747/002
with tools for
19
IIandk. for files
radio equipment mecha-
20
Flat needle file
nic (one kit for 4 air-
Nos 1, 2, 3
craft)
2
2
2
2
2
a 112 :;-
Declassified in Part - Sanitized Copy Approved for Release 2011/11/17: CIA-RDP80T00246AO62100070001-4 T