TECHNICAL MANUALS ON THE RD-3M ENGINE, HYDRAULIC SYSTEM, AND LANDING GEAR OF THE TU-104A AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A071200010001-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 500
• Document Creation Date: December 27, 2016
• Document Release Date: October 22, 2013
• Sequence Number: 1
• Publication Date: April 7, 1964
• Content Type: REPORT

'INFORMATIO'N REPORT 'INFORMATION REPORT
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CENTRAL INTELLIGENCE AGENCY
This material contains information affecting the National Defense of the United States within the meaning of the Espionagt Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any manner to an unauthorized person is prohibited by law. 50X1
50X1
NO
NO FOREIGN DISSEM 50X1
S-E-C-R-E-T
COUNTRY USSR
SUBJECT Technical Manuals on the RD-3M
Engine, Hydraulic System, and
Landing Gear of the TU-104A
Aircraft
DATE OF
INFO.
PLACE &
DATE ACQ.
REPOR1
DATE DISTR,
NO. PAGES
REFERENCES
7 Apr O) 1964 50X1 -HUM
THIS IS IIMVAI IIATrr'i INRIRMATICIN SnhiprF mzenihittc ADP riPPIOJITIVP ADDDAICAI ric (rikrrakrr le TCAIT AYR=
English translations
concerning the TU-104A LCAMEL A7 transport aircraft
a. Provozni prirucka, motor RD-3M, TU-10.4 A-D1-120/3 (Operating
Manual, RD- M Engine, TU- 04A -D1-120/3), published by the
Technical Documentation /Bepartment7 of the Czechoslovak 50X1 -HUM
Airlines, February 1961. The document bears the Czech
notation, "For Official Use Only". Because of a pagination
error in the English translation, pages 206-211 are misSing.
4 However, page 212 is a continuation of page 205 and the
document is complete.
b. TU-104 A-F-250,330/1, Hydraulicky system a podvozsk letadla
TU-104A TU I AF - 9 0 ,HydraulicSysten and Landing
Gear of the TU-104A), published by the Department of Enter-
prise Technical Documentation, May 1961, based on
Tekhnicheskoye opisaniye passazhirskogo samolet TU-104A,
kniga III, Shassi7-ifTFaMEEFgkaya gistema I upravieTirke
samoletom 7echnica ies.cription o Passenger Aircra t
TU=MAT-Book III, Landing Gear, Hydraulic System, and
Aircraft Controls). The original Czech document consisted
of 75 pages plus diagrams.
S=E=C=R-ET
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COMP I
Excluded from automatic
dovongmding and
dedosaication
STATE I DM I ARMY I NAVY I AM IMM XIK NIC I ou
ISAC
(Note: Field distribution indicated by "#".)
JCS.
50X1-HUM
5
4
3
2
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- 2_7
2. Copies of the attachments are being made available by this
Agency to the British and Canadian intelligence communities.
The documents may, therefore, be discussed with appropriate
representatives of these two countries.
3. The information in the manuals may also be used in finished
intelligence studies without the control NO FOREIGN DISSEM.
Distribution of Attachments:
OCR
ORR: 2 copies
OSI: 2 copies
00/FDD: 1'.. copy
Army: ?1-copy
Army/FSTC: 1 copy - direct
Navy: 3 copies
Navy/STIC: 1 copy - direct
Air: 2 copies
Air/FTD: 6 copies - direct (I previously forwarded)
SAC: 1 copy
DIA: 1 copy
NSA: I copy
CIA Library: 1 copy and I roll of microfilm containing original
Czech-language documents.
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Operating Manual
RD-3M ENGINE )
SECRET
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CROUP I
Excluded from automatic
downgrading and
declassification
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Operating Manual
RD - 3 M ENQINE
or Official Use ,Qnly 50X1
p 3.203
Published by the Technical Documentation
[Department] of the Czechoslovak Airlines
February 1961
150 copies
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Czechoslovak Airlines OPERATING MANUAL
Chapter I
GENERAL DATA ON THE ENGINE
1. BASIC DATA ON THE ENGTNE
RD - 3M Engine
Tu 104 A Aircraft
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The RD-3M jet engine (Figs. 11 21 31 and 4) is the most efficient
modern engine of Soviet manufacture. In comparison with the AM-3 engine,
certain changes have been made in the RD-3M engine, which increased
engine thrust and reduced specific fuel consumption.
In designing the RD-3M engine, use was made of experience acquired
in the designing and refinement of anumber of jet engines, particularly
those in the AM-3 series. In addition, use was made of operating exper-
ience with Soviet-prodUced, jet-engine aircraft.
The, engine's design is based on the normal scheme for a turbo-
compressor engine with a eight-stage compressor and a two-stage turbine'.
The engine consists of:
-- an eight-stage axial compressor
annular. combustion chamber with 14 burners
a two-stage\turbine
-- exhaust tube\with nozzle extension
-- an engine accessory drive system and aircraft accessories
? a gas turbo starter
". auxiliary systems
Compressor -- is axial, delivers compressed air to the combustion
chamber. The compressor consists of rotor and stator [assemblies].
The compressor rotor, which consists of discs, is dram-shaped.
This arrangement permits substantial reduction in its weight as compared
with rotors of other types. The internal cavities between the individ-
ual discs are _interconnected by openings in the walls of the discs.
Thus the pressure within the rotor cavities is equalized and the axial
force against the walls of the discs is eliminated. Air enters the
rotor cavities through r the openings in the discs of stage V, and pro-
ceeds back to the forward relief cavity 'through the openings in the wall
of the forward journal,[conel. Thus, the axial force of the rotor
which is held by the center bearing is reduced. In addition, pressures
transmitted to the center bearing are equalized by passage of air behind
1.
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stage VIIIof the compressOrthrough nozzles which have adjustable
'orifice plates, by means .of Which the rTeste in the relief cavity is ,
adjusted to 0.3-0.5 atmospheres. In this':Waythe force on the center.'
bearing'Isrelieved.
The front roller bearing of the compressor rotor and the turbo-
starter with an aerodynamic cover are located. in the forward part of the
compressor case. The inlet diffuser is fastened to the forward pert of
the case; this diffuser together with the starter shield forms the
inlet duct through which air enters the compressor. The accessory drive
[mechanisms] and the inlet guide vanes of the compressor are located in
the forward part of the housing.
The center portion of the compressor case is divided into eight
interconnected sections. The case with the stator vanes is divided
lengthwise which permits easier assembly and disassembly of the com-
pressor. The stators and the compressor rotor blades are designed so
that they may be easily disassembled and replaced in the course of
engine dissassembly and assembly.
,
Oombusion chamber -- contains 14 individuslly installed straight
bw.ms; is located between the compressor and the turbine;-and is designed
forb#rning fuel and heating air.
Approximately one third of the total quantity of air is mixed in
, the combustion 'chamber with the atomized fuel, which enters the burners
through the main fuel injectors, and participates in the combustion
process. The remaining air is mixed with the products rof. combustion
and reduces their temperature to a level which is permissible for the
turbine buckets.
Ignition of the mixturewhen_.starting takes place in four burners
(Nos 3, 5, 10, and 12) by thei:.soCalled:_igniters which are made of a
starting nozzle and a spark igniter4lug. The flames flash-through the'
'telescoping tubes of these burners tonallthe other burners.
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In the combustion chamber the resulting gases act on the turbine
buckets. The turbine uses part of the energy of the escaping gases -oCSor
driving the compressor rotor and the accessories.
Turbine -- is of a two-stage design mad4up of two-discs. The
turbine discs are rigidly connected to ai shaft) thus ensuring good
dynamic balance of the turbine rotor. The buckets of the disc of stage
II of the turbine may be removed from the disc for inspection purposes
with the engine in place.
The compressor rotor is connected to the turbine rotor by a special
splined coupling with a ball-joint, mounted on the rear end of the corn-
pressor rotor shaft and on the turbine shaft. The compressor rotor and
the turbine rotor are seated on three bearings: front, center, and
rear, which are located in the front and rear sections of the compressor
case and in rear bearing support. 2
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The front and rear bearings are roller bearings, and in the 50X1
center there are double ball bearings with four-point bearing contact.
All bearings are lubricated and cooled by oil injected by nozzles. To
reduce losses of oil, the center and rear bearings are set in a common
cavity.
Engine frame -- consists of the forward) center, and rear portions
of the compressor, the combustion chamber shield, the rear bearing
support, and the turbine shaft housing; these are assembled to form a
single unit. The engine is mounted to the aircraft in One of two ways
(for details see Chapter VIII, "Mounting the Engine on the Airframe.").
Th ejal
The engine [kj tube has a fixed opening, is removable, and
utilizes the energy of the gases remaining behind the turbine, which
escape at high velocity into the atmosphere. At the same time the
resulting reaction forces of the gas jet is Utilized as the motive com-
ponent of the engine -- the thrust.
The diameter of the nozzle extension ranges from 847.5 to 860 milli-
meters. The thrust of the engine may be varied by changing the diameter
of the rozzle extension. By reducing md:the diameter of the Plozzle
extension, the thrust is increased simultaneously with the temperature,
and vice versa.
Starter system -- the engine is equipped for independent automatic
starting with the S-300 M turbostarter. Starting is fully auomatized
and is divided into two phases:
(l). Preparation for starting -- switching on the electrical system
and setting the throttle of the engine in the ida position.
(2). Starting -- pushing the starter button. On starting, engine
revolutions in the idae mode are set automatically.
The turbostarter, located in the inlet duct, is attached to the
forward part of the compressor case and is covered with an easily
removable aerodynamic shield.
A valve, which opens automatically only during starting, is mounted
in the exhaust gas pipeof the turbostarter. At revolutions higher than
idle, this valve closes to prevent autorotation of the turbostarter
rotor.
For automatic control of the valve, a PK membrane-type pneumatic
contactor is located on the forward portion of the center compressor
case. The pneumatic contactor controls the electrical circuit for
closing the valve of the turbostarter exhaust.
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The starting system, in addition to the S-300M turbostarter and
its accessories includes:
.-- a TD-1 tachogenerator which supplies current to the relay
box during starting, with the voltage varying in relation to the rrm ,
of the engine..
FT-4V relay box, automatically providing "On" and "off"
switching of starter system accessories.
The P2-4V box contains all relays of the starter system and is the
central. [starting] control unit. .
Ignition system -- the vibrator-tyre ignition system is powered
.by a 18 to 28.6-volt storage battery. It consists. of a block of EPNC-2R1
starter coils designed to supply current and four SFN-4 spaA igniter
plugs.
System for the control of bleerling air from the compressor -- this
system includes:
-- RV-40 air reducer, reducing air pressure brought in from the
[air]' bottle of the aircraft;
-- Electromagnetic air valve, permitting comrressed air to
reach the pneumatic piston mechanism, for closing off the air bleed
valve.
-- CD-3 centrifugal switch for control of the circuit for the
electromagnetic air valve at 3,800+50 rpm. Control of bleeding air
from the compressor is fully automatized and ensures surge-free opera-
tion of the engine within the full range of operational rains.
Engine drive system -- there are three main accessory drives on
the engine:
-- right, left, and lower, set in the front section of the com-
pressor, providing the drive for the engine and aircraft accessories.
Above, at a 300 angle from the perpendicular to the axis of the
engine. The right and left main drives are located. The lower drive
below, at a 300 angle from the perpendicular to the axis of the engine.
The air compressor (assembly AK-50N) is driven by the right lower drive.
The drive for the engine accessory group, which is located on the right
side of the center portion of the compressor case, connected to the
right main drive.
Mbunted on the engine accessory housing are:
PN-28B and PN-15B fuel pumps which provide automatic supply
of fuel for all engine regimes;
11.
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-- CD-3 Centrifugal switch, cOntr011ing.141r bleeding;
-- Engine oil filter;
TWO drives lead from the left main drive for the tachometer pick-up
units and the centrifugal oil de-aerator which extracts air frmm the
oil and de-aerates the oil system.
From the left main drive it [the oil de-aerator? makes a turn to
the aircraft accessory housing [and] it carries over [appears to be a
word missing] located on the left above on the center section of the
compressor ease.
Located on the aircraft accessory housing are -- two GSR-18000D gen-
erators, and two drives, one of which is connected to a 435VF hydraulic
pump. The other "free" drive is capped unused ontransport airplane?
On the lower drive is an oil pump which has three suction stages
and one pressure stage, and a CH-ID-type fuel pump with a pressure
regulator.
A PT-4V relay box is mounted on the forward portion of the com-
pressor case (above) between:; the main drives and between the generators
and fuel pumps.
Mounted in the front case of the center compressor case are:
-- left, above -- electromagnetic air [bleed?] valve, and an
?RV-40 air reducer;
-- right, aboye -- PK pneumatic contactor and SD-24A oil .
pressure indicator, connected to the starter oil line and to the india-
cator light circuit.
A drain tank is located in the center sections of the compressor
case, under the engine accessory housing.
Located underneath the center section of the case are;
^ 6.M.
.40
MOON
PNR 10-3M starting fuel pump;
Second block of KPNC-2R1 starter coils;
Electromagnetic valve;
Drain valve;
Drain tank.
The fuel manifold and the manifold for the main fuel reystems]
are located on the rear section of the compressor case. :
? Tubing for venting air from the cavity of the rear portion of the
case is mounted on the combustion chamber shield.
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The engine has two firefighting manifo14kwhich are interconnected,
and which supply liquids for firefighting to the enginenacelle.
There are four openings at stage VII of the compressor, which
deliver air for pressurizing the cabins of the aircraft, and, four open-
ings of the rear section of the compressor case for providing air for
the aircraft's anti-icing system.
2. JASIC ENGINE SPECIFICATIONS
2.1 General Specifications
Engine designation
Tyre of engine
Compressor:
Tyre
No of stages
RD-3M
Jet
..Axial
8
Air compression factor,
maximum regime ' 6 11.
Design feature
Combustion chamber:
.Automatically controlled,
mechanism for bleeding air
behind stage III.
Type Direct-flaw annular tyre with
individual burners
No of burners 14
Location
Numbering **
Uniformly about the periphery
equidistant from the axis of
the engine
Counterclockwise, lookirg from
the engine exhaust nozzle and
numbering the upper left burner
as No 1 [i.e., clockwise facing
the exhaust nozzle? j.
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Turbine:
Type Axial
No of stages *** *** ........o......2
Engine exhaust:
Type [exhaust tube]
Diameter of Nozzle
extension, in mm
Fixed opening
* 847 to 860.0
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Direction of rotation of
the engine rotor ****** *** 64 Left, looking toward the
exhaustnozzle. [i.e.,
clockwise, facing, exhaust
nozzle?]
Attachment of engine to
the engine cradle On seven braces
Engine is equipped with:
(a). Anti-icing system which delivers heated air from
the compressor: from the cavity of stage VII for
heating the aerodynamic cover of the turbostarter
and the support struts; from therelief cavity of
the forward section of the compressor case for
heating the leading edges of the vanes of the in-
let guide assembly.
(b). Openings in the compressor case, designed for
bleeding air for the aircraft's anti-icing system.
No of openings 4
Location for bleeding air * From the space of stage VIII
of the compressor
Quantity of air withdrawn at
a specific regime, kg/hr 6,000? 50
(c). Openings in the compressor case, designed. for
bleeding air for pressurization of the cabin of
the aircraft:
No of openings 4 *** 6 * * 60444444 4
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Quantity of air With?4,
drawn, hr 620:t 20
Note: The indicated quantity ?
of air withdrawn is con-
verted to standard con-
ditions.
2.2 ;Basic Regimes.
Maximum regime:
No of rotor revolutions, rpm ????? 4,700:t 25
No of rotor revolutions in
flight, rpm 4,7001:50
Temperatureoof gases behind
.the turbine (measured and converted) under a Steady regime:.
(degrees Centigrade):
-- on the ground 'maximum of 66o
in flight maximum of 720
Period. of uninterrutted operation of engine [on the ground?]:
maximum of 8 minutes
Engine rpm with the ambient air lower than -15? Centigrade,
at full throttle up to an altitude of 2,000 meters
4,700 -40 rpm
Note; 1. In the course of continuous trans-
ition of the engine from idle to a
maximum regime. a brief increase in
the temperature of gases behind the
turbine up to 6900 is permitted,
being followed by a decrease (in
1-1.5 minutes) to the temperature
level prescribed by technical
specifications.
2. The mean temperature of gases behind
the turbine is measUred according to
the data of four thermoelectric cells
distributed along the periphery of the
exhaust tube.
3. In flight,. 4;770 rpm is permitted.
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?
Nominal regime:
No of rotor revolutions, rpm 4,425
Temperature of gases behind the turbine:
For a steady regime (measured and
converted), degrees Centigrade
For operation of engine in flight,
degrees Centigrade
When bleeding air for de-icing
aircraft and engine, degrees
Centigrade
Period of uninterrupted operation of
of engine, on the ground, in hours Oe?
? 0.8 norminal thrust regime!
?No of rotor revolutions, rpm
maximum of 590
maximum of 610
maximum of 620
maximum of 2
4,175 ? 25
Temperature of gases behind the turbine, for a
steady regime .(measured and converted),
degrees Centigrade ?.. maximum of 500
No 4 rotor revolutinps rpm 1,750 ? 50
Temperature of gazes behind
the turbine (meassured) in
degrees Centigrade
maximum of 500
Period of uninterrupted
operation unlimited
Run-up of the engine:
(1).' From idle (1750.1*50 rpm) to maximum rpm (4,70025
rpm) at speed of when advancing the throttle at a
? rate of 11-2,W[T3 in seconds... maximum of 17 ,
(2). Rpm of 1,750 to 31000, in
seconds 4.4?44'? minimum of 7
9'
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In testing acceleration from 1,650150 rpm,
the run-up must still be reasonable.
Note: In making a o4Ack of acceleration
(from 1,6504rpm), the run-up
is not: sp.ecif led.
(3). From the beginning of automatic control (3,500 rpm)
to 4,700 25 rpm, in seconds 12 to 15
Maximum permissible rpm in a test of acceleration (for a
brief period) 4,800
Maxim= permissible temperature of gases in the tail pipe
in acceleration tests, (measured) in degrees Centigrade
* * *** ?64 720
Note: 1. Basic parameters -- thrust and specific.'
? fuel consumption are indicated for 6
? warmed-up engine and apply to standard
? atmospheric conditions.
2.. Permissible fluctuation in the tempera-
ture of gases behind the turbine for a
? maximum regime, .i00 Centigrade.
Time of first general overhaul of. engine As prescribed.
2.3 Fuel System
Type of fuel:
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Main 44 .41?414, sii Fuel LRX-55 TS-1, GOST 7149-54,
or T-1, according to GOST.
4138-49
Starting * ***** 4064146.444, Aviation gasoline B-70,
GOST 1012-54,4r one percent'
..(by weight) of oil LT 160=1 ?
MK-8, GOST 6457-53, or trans-
former oil. GOST 982-56, of
any grade (with VTI-1 additive
or without additive).
Starting fuel pump:
Type .446 ****** iboit**164.? ****** 00004 PNR10-3M gear pump with an
MU-102A electric motor provid-
ing independent supply of tuel
to the starting nozzles of the
engine during starting. '
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Number 1 50X1
Pressure of starting fuel, kg/cm?... 1.4 to 1.75
Starting nozzles:
Type 4040440 Centrifugal
Purpose Supply atomized fuel for
starting of engine.
Number Four, located in burners Nos
3, 5, 10, and 12.
Engine fuel pump:
Type
Purpose
CM 1D, centrifugal
To supply main fuel to the
fuel pumps.
Transmission ratio 1.765
Direction of rotation To the right (from the yids
of the drive).
. Number 1
Fuel pumps:
Type PN-28B and. PN-15B
Purpose oiribi.iii.o4o4i4.4.4444444.4.4 To supply fuel for starting
' and operating the engine, (
control of engine, and main-
tenance of set rpm at all
altitudes levels and at all
f1ig1ev6 speeds, beginning
with automatic regulation
of rpp (with position of
throttle unchanged), and at
the same time controls supply
of fuel to the engine during
acceleration and maintains
? the minimal bet fuel pressure
at all Altitudes of flight.
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Note: Maximum output of the fuel pumps is limited, to
the delivery of 13,500t5?? kg/hr, which is regulated
by closing the slanted.. panel of the pumps. As a
result of this, at temperatures lower than -150
Centigrade, the engine revolttions are reduced in
relation to the elevation and. speed. of flight to a
level not lower than 4,300 rpm.
Transmission 0.95
Direction of rotation To the left (from the side
of the drive)
Range of automatic regulation, rpm 3,500 to 4,700-1.25
Fuel pressure before entry into
PN-15B and PN-28B pumps, kg/cm2 1.8 to 2.4
Fuel 'measure in front of main nozzles, kg/cm2
Maximum of 90
Point of pressuritmeasurement. On idle manifold.
Main nozzles:
TY-Pe Duplex, two-stage centrifugal
Purpose Supply atomized main fuel to
the engine's combustion
chamber.
Number
2.14. Oil system
Type of oil
3.4
LT1600, GOST 6457-53 or
transformer [oil] GOST 982-56
of any grade-(;1th or with-
out VTI-1 additive.)
Oil. consumption, . kg/hi Maximum of 1.5
For flight operation...... The Normal [level] will be
I determined from experience
1
' in the operation of 20-30' -!
engines.
12
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S-E-C-111-E-T
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Flow of oil through engine for a nominal regime with maximum per-
missible and recommended oil temperature at entry into engine,
liters/minute 28:!k3
L
Minimum permissple quantity of oil in the tank
' ,, ? *** s. This to depends on the oil
system of the aircraft and
is indicated in the operat-
ing instructions for the -
aircraft.
Oil pressure in the manifold:
Under maximumz nominal, and 0.8 nominal ?
regime, kg/cm2 400 400 to 5.0
At idle, kg/cm? Minimum of two
Location of the oil pressure Sensing mechaism
Extension of oil filter cap
Temperature of oil at entry
into engine:
Degrees Centigrade:
Maximum permissible 86
Minimum permissible 40
Recommended 40 to 60
Maximum permissible oil temperature
at exit ftpm the engine:
Degrees Centigrade 105
Transfer of heat to oil for a nominal regime and. maximum per-
permissible temperature (kilocalories/minute),?
Maximud80
Oil pump:
Type Gear
Purpose ????? ??? ? ??? To supply and remove oil
from the engine.
13,
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8-E?
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No of stages
Pressure stage of Imp:
Four, in one rsing; one
pressure stag d. three
suction stages.
' Transmission ratio . 0.827
Flow for a nominal regime with a
counter-pressure of 5 kg/cm2,
liters/ minute Minimum of 60
Suction stages of pump:
Transmission ratio 0.827
Flow for a nominal regime with a
counterpressure 0.8 kg/cm2,
liters/minute:
let stage 60
2nd stage 60
3rd stage 60
Centrifugal oil separator:
Type Centrifugal
? Purpose ? Separation of oil from the
air which enters from the
engine.
Transmission [ratio] ? *** ? 2.96
2.5 Starting System
Type of starting system ....0.4.****4.* Independent, automatic; con-
sists of a S-300M turbo-
starter with tachogeuerator
and relay box.
Starter:
Type Gas turbine
Purpose 4.???*?*.
4 Provides automatic, independf
ent starting of the engine.
14
S-E-C-R-E-T
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50X1
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?
?
Range of operational r/m 31,000 to 32,500
50X1
Output with temperatures of gases at exhaust pipe at a maximum
of 6800 Centigrade, in hp 90 to 100
Fuel consumption frig an operational
regime, kg/hr ? ' 85+100
Maximum temperature of gases at the exhaust pipe at operational
rpm, degrees Centigrade:
At an adbAent temperature of
up to 415v Centigrade Maximum 680
At an ambient temperature of
above 4-15 degreees Centigrade ......Maximum of 700
At initial turning of starter Maximum of 800
Maximum premissible number of revolutions of starterl*rpm
4 :Maximum of 35,000
Period of operation of starter from the instant of depression
of starter button, in seconds Maximum 80
Period to general overhaul of turbostarter (NO. of starts),
maximum 400
No of starts from a 12-SA-55 Atorage
battery (without recharging) '15
NO of starts with a SAo189B
electrical starter of five with 3-minute
interval between starts; it
is then necessary to allow .
the electrical starter to
cool for 15 minutes.
Tachogenerator:
Type Generator with independent
TD-1 exciter
.purpose 841,4444?41404 ***** ** 06644114441 During starting it provides
current for control elements
of the relay box (signalling
? relay), provides voltage
? relative to engine revolu-
tions. (?)
15
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S-E?441-E-T
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Relay box:
Type .6 PT-4V
Purpose Provides automatic "on!'
and "off" switching of
starting equipment
Number 3.
Total consumption of fuel per
engine start, kg Maximum of three
Permissible temperature of gases in exhaust pipe at starting,.
degrees Centigrade Maximum of 690
Time from starting of engine to idle rpm (1,7504-50 rpm)
from the moment of depression of starter button, seconds
..Maximum of 120
266 Ignition System, system of electrical dquipment and Control
Type_ot-ignition
..... Vibrator
? 50X1
Starter coil unit (vibrator type):
Type INC-2R].
Purpose ? To supply current to engine
sptk. Igniter Ieugs ?
Dumber . 2
Current voltage 666* 18 to 2866 volts
Starting plugs:
Type SPN-4
Purpose Ignite starting fuel when
starting engine
Number 4
TValve-,-? mechanism for bleeding air from the;epace of stage III
of the compressor:
Tne.:104?64666 .. 6 .. 6
16
Air, piston
.
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?
Air pressure in the valve control
system) kg/cm2 40:? 5
Air reducer RV-40
Number 1
Electromagnetic air Valve:
Purpose Controls supply of air into
the air bleed valve mechanism
50X1
Number
? 1
Centrifugal regulator for control of valve mechanism for bleeding
air from compressor:
Type CD-3 single-system centrifugal
Purpose
At given revolutions of the
engine it automatically actuates
the electromagnetic air valve
In the air bleed valve system.
Transmission ratio 1.33
Number 1
Mechanism for control of starter exhaust pipe (does not belong
in the engine assembly):
Type
Number .........?.?.. 1
Air contactor:
TYIle ** FK, diaphragm-type
MZK-2, electromechanical
Purpose
Automatically provides link-
ing of mechanism for control
of starter exhaustibipe
Number*... *** .11414. Is 1
17
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?
2.7 Aircraft assemblies
Generators:
soss41,4141416?41411,04,410?4141.111444141414641 GSR-18,000D with differ-
entia]. excitation
Purpose
? To supply power to the air-
craft cabin [electrical]
system
Direction of rotation To the left
Transmission ratio ? ? ?? 1.875
Number 2
Air compressor:
Type AK-150N
Purpose To supply compressed air to
aircraft's air system
Direction of rotation mop. To the right
Transmission ratio ******** 410,1100000 0.428
Number 1
Hydraulic pump:
Type 435 VF, piston-type
Purpose TO develop pressure in the
aircraft's hydraulic system',
Direction of rotation .? ******** To the right
Number 1
3. ENGINE ACCESSORY DRIVES
Tbrque is tranatitted from the shaft of the compressor rotor to.
the engine accessories in this manner (Fig. 7).
.The compressor rotor drives bevel gear (1) of the main drive
through the spline shaft Which is fitted into this gear.
18
,
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50X1
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?
Bevel drive gear (1) supported on ball bearings rotates at th450X1
same rpm as the compressor rotor. The other end of the shaft Of
this gear is centered in a blind. flange (2) (Fig. 2)i.), which is pressed
into the forward. journal [cone] of the compressor rotor. The bevel
drive gear turns three bevel gears (2, 3, and 4), which rotate the right
and left intermediate (vlozeny) drives, as well as the lover drive.
Drive gear (4) supported in two ball bearings, imparts rotation
with the aid of a splined4lexible shaft to bevel gear (5) of the lower
drive.
Bevel gear (5) supported in two ball bearings, imparts rotation
to gear i6), which in turn transmits the torque with the aid of the
grooved Shaft] to the CN-ID pressure fuel pump, and through grooved
[shaft] coupled. with gear (7) to gear (8) of the oil pump.
Bevel gears (20, and (3) of the main drive, which are driven by
bevel gear (1) of the main drive, truns bevel gears (9) and 10) of the
left and right intermediate drives through splined shafts.
Bevel gear (9) of the intermediate drive, supported in two ball
bearings, turns bevel gear (11) which is set in ball and roller bear-
ings; bevel gear (11) transmits the torque to gears (12) and 13) of the
aircraft assembly housing and to the two gears (11 and (15) Which are
attached on the end of the shaft of bevel gear (11 of the intermediate
drive.
Gear (15) transmits power through intermediate gears (16) and (17)
supported in two ball bearings, to gear (18) attached on the end of the
impeller wheel shaft of the centrifugal de-aerator.
Gear (14) transmits the torque through intermediate gears (19) and
(20) set in two ball bearings, to the [two] tachometer drive gears (21).
Drive gear (12) for the generators and drive gear (13) for the
the hydrualic pump are attached to the drive shaft leading to the air-
craft housing; they are supported in two ball bearings, transmit torque
simultaneously through two gears (22) of the drive for the generators
and to drive gear (2) for the hydraulW pump.
Bevel gear (10) of the intermediate drive is supported in two ball
bearings and meshes with bevel gear (32), supported ter in a roller ?
and. bevel tearing. Gear (32), through drive gear (24) thin is built
as an integral part of its shaft, drives gear (26) for the air compressor.
Gear(32) drives engine accessory drive gear (27) which is mounted on the
grooved shaft coupled to drive shaft gear 02).
Drive gear (27) splined to the drive shaft? tratiSmits power to
gears (4 and. 29) for the fuel pumps. Gear (27) is suported in two
ball bearings.
19
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S-E-d-1144
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50X1
Through gear (30), an integral part of the fuel pump shaft, gear
(28) engages gear (31) of the centrifugal transmitter.
In starting the engine, the torque is transmitted. from the.turbo-
starter to the engine rotor though the splined main drive shaft of bevel
gear (1), which is coupled. with the farwari journal of the compressor
rotor.
The drive assemblies, with their position in relation to the direc-
tion of rotation and. transmission rato are indicated in the following
table:
20
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?
(1)
CD
CD
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CD
CD
CDW
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CD
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1-1
No
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k
6
T
8
9
10
11
12
13
Name. of Assembly and Drive
Trans-
mission
Ratio
Direction of
Rotation of
the Assembly
Position of Assembly
AK-150N Air 'compressor
EN-28B Fuel pump
lPN-15B Fuel pump
CD-3 Centrifugal trans-
mitter
Tachometer transmitter.
drive
Tachometer transmitter
drive
Centrifugal de-aerator
asR-180001) Generator
GsR-1800D Generator
435VF Hydraulic pump
Reserve drive
CN-aD Centrifugal fuel
pump -
_Oil pump
(4428
0.95
0.95
1.33
0.5
0.5
2.94
1.88
1.88
o.468
0.82
0.82
Right
Left
left
Left
Right
Left
Right
Left
Left
Right
Left
Right
Right
Right main drive
Left engine accessory housing
Engine accessory housing
Engine accessory housing
Left main drive
Left main drive
Left main drive
Aircraft accessory housing
. .
Aircraft accessory housing
Aircraft accessory housing
Aircraft accessory housing
Lower drive
Lower drive
Note: The rotational direction of the accessory shaft is understood to mean viewing
the assembly from the end. [which end?] of the shaft (which shaft? . The rota-
tion direction of the accessory drives is determined [text grammatically garbled
for several words] from the side flangs of the assemblies.'
.egomemmatrma
'Jed u! pa!pssepaa
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?
No Foreign Dissem
50X1
Chapter II
DESIGN OF ENGINE PARTS
. FRONT COMPRESSOR HOUSING
The front compressor housing (Fig 8) consists of the following
main components:
Main case (1) (Fig. 9), case 9, oil filter 17, reinforcing ring
13, support struts 14, thirty-six guide vanes 4, which constitute the
inlet guide assembly, main drive (16), and three drive assemblies 11,
.18, and 27 (Fig 10).
The front housing is a casting mode of magnesium alloy ML5, which
consists of an inner case, outer case and six hollow struts, cast as
a single unit.
In the upper part of the outer case, to the left and to the right
at a 300 angle from the vertical axis of the engine) are located two .
flanges for mounting the housings of the intermediate drives: On
each flange there is a. centering pin, six stud belts for fastening
the intermediate drive, and dual recesses for draining oil from the
,intermediate drives.
The left flange has two additional openings for the main drive
oil line 12. '
In the space between the flanges for fastening the right and left
intermediate drives are located four threaded projections 26 (see Fig 10)
for mounting housing PT-4V.
In the lower part of the case, to the right at an angle of 300
from the vertical axis of the engine, there is a flange with stud
bolts for fastening lower drive 18.
On the upper left side surface of the caseis a.flange with two
threaded holes for fastening fittings 25 (see Fig 10).
Along the horizontal axis on the case are two flanges with stud
bolts for mounting angle members 21 and 22.
22
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50X1
On the front flange are 36 bolts for attaching reinforcing ring 13
(see Fig 9), and on the front flange of the inner case there are 18 bolts
for attaching main drive 16, twelve threaded holes for fastening the
cross brace of the shield and two pins for. locking it. On the cast
struts of the front housing are 24 bolts for fastening the reinforcing
struts 14 and 12 bolts for fastening the turbostarter ducting.
On the front of the flange of the rear wall of the inner case are five
bolts for fastening case 9 and oil collector 17; on the rear are ten bolts
for fastening the front bearing and nine for draining of oil and for
cooling the front bearing.
The rear flange of the front housing has 36 openings for bolts (of
which 12 cannot be removed), for attaching this housing to the center
compressor case.
In the center opening. of the rear wall of the inner case of the front
compressor housing is the' front bearing of the compressor rotor shaft.
Roller bearing 7 (see Fig 9), mounted in housing 8 of.the frOnt bearing,
is axially secured by cap '6 which is centered on the housing of the front
bearing and is fastened to the rear wall of. the inner case of the front
compressor housing by 10? bolts.
In the inner cavity of the front compressor housing is mounted the
main drive 16 -- this is the main drive to the accessories.
On the leading portion of the cast struts of the front housing are
bolted six reinforcing struts. The inner cavities of the cast and
reinforcing struts are designed to serve as covers for the shafts, for
draining oil from the intermediate drives, aircraft accessory housing,
engine accessories and centrifugal separator, for supplying oil to the
lower drive, for venting of the drives in the front compressor housing
and the oil tank, and also. for passage of oil, fuel, electrical, and
air lines to the S-300M starter.
Shaft 28 (Fig 10) of the right intermediate drive is located in the
upper right cast strut. Located in the upper left cast strut is shaft
15 of the left intermediate drive, line 12 (See Fig 9) for supplying
oil from the left intermediate drive to the main drive, and tube 41 for
connecting (venting?) the front compressor housing to the atmosphere
through the centrifugal de-aerator.
On the left end of the left horizontal strut are mounted:
elbow fitting 22 (see Fig 10) for draining oil from the aircraft accessory
housing,: centrifugal de-aerator, and de-aeration of the oil tank; on
the right side is mounted elbow fitting 21 with a tube for draining oil
from the engine accessory housing?
23
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Inside the lower right cast strut is located shaft 24 of the lower
drive. Oil from the liner and the inner housing is supplied along it
into the lower drive.
Under:the upper right reinforcing strut are' fastened by means Of
clips and pins, the bundle of electrical wires 39 (Fig 11), leading to
the starter, oil line 4o to the SD-24A pressure indicator, and Conductors
of the thermoelements for measuring the temperature of the gas in the .
turbostarter exhaust pipe.
The upper left support strut 37 has in its upper cover an opening
for the inlet of hot air through fitting 38 into the strut, and in the
lower cover there is an opening to provide hot fuel into the cross brace
of the aerodynamic shield.
Air line 30 to the starter and air line 31 to the Beal of the turbo-
starter (sic] are clatped'under the-rightThorizontal reinforcing strut.
Starter lines 33, 34, and line 32 for returning oil to the oil tank from
the turbostarter while it is in operation are clamped under the right
reinforcing strut.
Under the lower left reinforcing strut are clamped line 36 for
withdrawing oil from the lower drive of the engine to the turbostarter
while it is in operation and line 35 for supply of oil to the turbo-
starter from the oil tank.
On the front compressor housing are mounted 36 guide vanes it (see
Fig 9) which direct the stream of air as it enters the first stage of the
compressor. Guide vanes 4 are set at an angle of 8004- 30 relative to
the plane perpendicular to the axis of the engine.
The vanes of the guide system are secured at the given angle by
hollow round pins 5 (see Fig 9).
Along the periphery of the front compressor housing are 36 radially'
distributed openings into which are placed sleeves 3 for the upper bolts
of the guide vanes.,
The bushings are held in place by guide ring 2.
Bearing cover 10 is fastened to the rear wall of the inner case by
means of 36 bolts. After fastening cover 10, the lower bolts of the
guide vanes may be placed into the 36 openings.
On the inner surface of the bearing cover is a built-up layer of talc
which together with the gasket of the forward rotor journal provides a
seal.
211.
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?
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Housing 9 is cast from magnesium alloy 4L51 is bowl-shaped and serves
as an oil collector. It separates the cavity with a large oil content
from the cavity of the front compressor housing.
In the cover are:
-- three openings for the lines 23 and 29.(see Fig 10), which are
secured by rings. These lines connect the liner cavity with the cavity
of the cast struts of the housing.
-- an opening for the line of elbow fitting 21 for return of oil from
the engine accessory housing.
-- a lower opening for drainage of oil.
-- five openings for bolts for fastening the liner to the housing
-- fourteen openings for drainage of oil and venting the cavity of
the forward bearing and the cavity of the housing.
1.1 Oil collector
The oil collector consists of two parts: the oil collector proper
and the cover, which are spot-welded along the outer edge. This weld
forms the passage way for the oil.
The oil collector forms a pan in the front bearing of the compressor
rotor and prevents the oil from leaking into the inner cavity of the for-
ward compressor case. The oil collector has five openings for bolts for
mounting the front compressor housing, three openings for oil drainage,
and one opening for the lubrication nozzle of the front roller bearing.
In the upper part of the oil collector cap are five openings for connecting
the cavity of the liner with the forward compressor case and five openings
for oil drainage.
1.2 Inlet Guide Vanes 1 (Fig 12)
The inlet guide vanes 1 are made of AVTI aluminum alloy. The vanes
are secured in the front compressor housing by two pins. Along the entire
length of the vane is a milled groove which after welding the leading
edges of the vane, forms a channel, by means of which hot air for heating
the leading edge of the vane passes through opening 2 in the lower [mount]
pin.
Air from the vane exists thrpugh opening 3 which is located in the upper
part of the vane. Steel sleeves.4 and 6 of material 4CH14N114V2M [14Cr114.Ni
2W1Mo] are Pressed on the lower End upper attach pins of the vanes and are
secured against turning by [locli, pins 5 and 7.
25
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84-04144
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1.3 Main Drive
50X1
The main drive (Figs 13 and 14) consists of the housing, bevel gears,
roller insert, ball bearings, nozzles, and attachment components.
The housing of main drive 1 (Fig 13) is cast of magnesium alloy 4L5
and on the flange has three threaded holes 18 for disassembly, 18 holes
for bolts for fastening to the front compressor housing, and channel 29
for supply of oil to the sleeves.
On the front, the housing has flanges with 10 bolts for attaching the
turbostarter.
Coupling 26, to which is attached an oil return line from the turbo-
starter, is under the flange.
On left, above, is return valve 24 for the oil supply to the turbo-
starter during (fl automatic rotation, and opening 27 for turbostarter
venting.
The housing has four openings:
-- central, into which is pressed aluminum sleeve 15 for a-ball bearing
and which holds the bevel gear of the main drive.'
-- openings, located at a 300 angle from the vertical axis of the engine
which are used to support the gears of the right and left main drives.
Cylindrical sleeve 20, fastened by four pins, is placed in the right opening
and aluminum sleeve 6 is pressed into the left opening. One opening,
is located below, to the right, at a 300 angle from the vertical axis of
the engine, and retainer ring 7 for ball bearing 9 is pressed in it. It
Is a seat for the bevel gear of the lower drive.
In the space between the upper openings on the right side of the upper
right opening, the housing has two threaded holes for oil nozzles 25 for
lubrication of the bevel gears which turn the right and left center
drive. ? On the front side, the housing has a flange (with an opening and
two bolts) to which is attached oil nozzle 16 for the roller bearing of
the front compressor rotor bearing.
The threaded holes for nozzles 25 and the hole for nozzle 16 are
connected with hole 29 by channels and circular grooves in the upper
portions of the ball bearing housings.
The. main drive, driven by the compressor rotor via bevel gear 14
turns the bevel gear of the lower drive and two bevel gears of the
intermediate drives.
26
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50X1
Bevel gear 14 is pressed on the front end of the shaft, and locked by
six pins and a screw. The 30-tooth gear and the shaft are made of 18 CHNVA
[Soviet designation: 18 KhNVA] steel.
The shaft of bevel gear 14 is hollow; on the front end it has internal
involute grooving for connection with the turbostarter shaft and a retainer
ring prevents the gear from falling off. On the rear end, there is in-
volute grooving for connection with the drive shaft of the compressor
rotor and the inner centering surface.
Bevel gear 14 and ball bearing 13 are mounted in the center opening
and, to prevent shifting forward in the axial direction, it is. secured by
retainer ring 11.
Bevel gear ,5 of the main drive, which turns the left intermediate
drive, is made of 18CHNUL?steel and has internal involute grooving for
connection with the shaft of the left intermediate drive.
The gear rotates on the two radial ball bearings 4 and has a ring
with 20 teeth. The sleeve has 16 relief openings.
Bevel gear 5 and ball bearing 4 are mounted in an aluminum sleeve 6
of the left opening and is prevented from shifting on the axle by retainer
ring 2.
Bevel gear 19 of the main drive, which turns the right intermediate
drive, is made of 18CHNVA steel and has involute grooving for connection
to the shaft of the right intermediate drive.
The gear rotates in ball bearings 21 and 30, one of which is radially
supported and has a ring with 20 teeth.
Bevel gear 19 and bearings 21 and 30 are mounted in cylindrical sleeve
roller insert 20 and prevented from shifting [on the axle] by retainer
ring 23. Cylindrical sleeve 20 is in the recess of the right opening of
the main drive sleeve and is secured by four pins.
Cylindrical sleeve roller insert 20 of the right transmission is made
of 40CHNINA steel and is basically a roller with a tetragonal flange,
which has four openings for bolts for attaching insert to the housing.
On the side of the insert are two openings, at a 900 angle to one another,
for the rings of the drive and gear 5.
Bevel gear 10, which turns the lower drive, is made of 12CH2N4A [Soviet
designation: 12Kh2N4A] steel and has internal involute grooving for
connection to the shaft of the lower drive. It rotates in two radial
ball bearings 9 and has a ring with 20 teeth.
27
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s-E?b41-t-ix
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50X1
Bevel gear 10 with ball bearing 9 which is mounted in aluminum sleeve
31 of the main drive housing, is prevented from shifting on the axle by
retainer ring 7.
The space between bevel gear 14 and bevel gears 5, 10, and 19 of the
main drive is 0.1 - 0.3 millimeters and is set by calibrated washers
12, 3, 8, and 22 mounted between the retainer rings and the ball bearings.
A nozzle is installed in the housing for lubrication of the front
bearing of the compressor rotor. The nozzle consists of the case of the
nozzle 16, nozzle 17, and connecting bolt 32. The case of nozzle 16 is
made of 38CHA 138KhA) steel, has flanges with two openings for fastening
the nozzle case to the main drive housing, and an opening for supply of
oil and a recess for nozzle 17. The recess and the opening are inter-
connected by a channel. Nozzle 17 is made of 38CHA steel, and has four
openings on its surface, which are covered by a copper screen, a one-
millimeter-diameter calibrated opening, a place for mounting tile housing
of the nozzle and a threaded opening for fastening bolt 32.
The main drive is lubricated as follows: oil under pressure passes
through a line from the left intermediate drive to opening 29 ,of the main
drive. From here, the oil goes through the channels to two nozzles 25
for lubrication of bevel gear 14 and to the two bevel gears 5 and 19,
and to nozzle 16 for lubrication of the roller bearing of the front
compressor rotor bearing. .Through return valve 24, the oil passes on
to lubricate the turbostarter during autorotation. At its inlet, nozzle
25 and its one-millimeter diameter supply opening has a filter opening
a 0.5 millimeter diameter opening. Lubrication of bevel gear 9 and all
ball bearings is of the splash type.
The used oil goes through the openings of case 9 (See Sig 9) and the
lower right strut of the front compressor housing to the cavity of the
lower drive housing.
1.4 Right Intermediate Drive
The right intermediate drive (Figs 15 and 16) powers the AK-50N air
compressor and the engine accessories located in the accessory housing'.
It is located on the right side of the compressor case and is fastened
with six bolts to its flange.
The drive has two housings: the housing of the right intermediate
drive 4 and compressor drive housing 7 (Fig 15)
The housing of the right intermediate 'drive 4 is cast from magnesium
alloy MI5 and has two flanges. The lower flange with a recess for
cylindrical insert 21 has six openings for bolts for fastening the
Intermediate drive housing to the front compressor housing, an opening for
a lock pin and milled channel F (Fig 16) for oil return.
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The rear flange has a recess for centering compressor drive 7, four
openings for bolts; the flange with a recess for cylindrical insert 21
has 6 Openings for fastening the intermediate drive housing to the front
compressor housing, an opening for the lock pin, and milling F (Fig 16)
for oil return.
The rear flange has a;recess for the center compressor drive housing
7, four openings for bolts connecting the drive with the compressor drive
housing, two bolts 23 and opening 26 for supplying oil to the compressor
drive housing (FiCI6) .
The housing of the right intermediate drive has the line connection
25 for supplying oil to the teeth of the bevel gears..
On the inside of the forward wall of the housing there is a threaded
hole for nozzle Z (Fig 15) for supply of oil to the grooved connection of
the shaft, which transmits power to the drive in the engine accessory
housing.
The threaded opening for line connection 25 and nozzles 29 (Fig 16)
and Z (Fig 15) are connected by channels in front of annular groove
in the recess of the intermediate drive housing.
The right intermediate drive is powered by the main drive shaft through
' gear 18 of the drive.
Gear 18 made of 12CH2N4A steel, has 24 internal involute grooves for
coupling to the shaft. On its exterior surface are located two bearings
20 and 22 and bevel gear with 20 teeth.
. Bevel gear 18 with ball bearings 20 and 22 is mounted in cylindrical
insert 21. Bearing 20 is radial. Cylindrical insert 21 is in the
recess of the intermediate drive housing.
Bevel gear 18 is secured in the axial position by retainer ring 17,
mounted in the circular groove of the insert.
The insert is made of 380A [38KhA] steel, and it is a cylinder with,.
a six-sided flange, on which there are 11 openings: six openings, for.
bolts for attaching the intermediate drive housing to the front compressor
housing; two openings for lock pins; two openings for drainage of oil;
and one technical [access?] opening.
On the side surface, opposite the elipsoid openings on the case are
located two openings for oil drainage and a cut-out for the ring of the
bevel gear 5 of the drive. Bevel gear 5 is made of 12CH2N4A [12Kh2N4A]
steel. The forward end of this gear makes contact with roller bearing 3,
mounted in aluminum sleeve 2 of drive 4. The bearing rear face of the
make contact with the radial ball bbaring mounted in aluminum sleeve 6
29
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of the compressor drive housing 7. This bevel gear has 30 teeth and two
mounting openings for disassembling the ball bearing.
The shaft of the bevel gear has an internal recess which'has a blind
flange, and in the rear section -- 24 involute internal grooves, a drive
gear with 18 teeth and cavity for the ball bearing.
The clearance between the teeth of bevel gear 18 and bevel gear 5 of
the intermediate drive is 0.1 - 0.3 millimeters and is set by calibrated
washers 19, mounted between the retainer ring and the ball bearing, and
also between the ball bearing and the housing 7.
The compressor drive housing 7 (Fig 16) is cast from magnesium alloy
ML5 and has four flanges. On the front end of the housing there are:
a flange with lug, two openings through which bolts 23 pass, four bolts
28 for fastening the compressor housing to the intermediate drive housing$
and further, opening 27 for the oil supply to the AK-150N ,air compressor.
On the rear of the housing are: a'flange with an opening and three bolts
for mounting the adapter unit of shaft 32 (see Fig 15), a.flhnge with two
bolts for fastening cover 33 and also a flange with a recess and four
bolts 1 and two holes for bolts for mounting the adapter unit of the
compressor 12.
The AK-150N air compressor is driven by gear 15 and intermediate gear
9, which are driven by gear 8 made as a single unit with the drive gear
5. The intermediate gear 9 is made of 12CH2N4A steel and has 30 teeth,
and in the inner surface of the sleeve there is a circular groove for
retainer ring 10. This gear rotates on the two ball bearings 11. There
is a washer between housing 7 and ball bearing 11.
Gear 15 of the compressor drive is made of 12CH2N4A steel and has
42 teeth. The gear is pressed on shaft 16 and three pins and a screw
secure it against turning on the shaft.
Shaft 16 is made of 38CHA steel. It is hollow and on the outer surface.
it has a centering face with a lug for a balLbearing'and external
grooving with grooves for the splined coupling 13 which drives the
AK-150N air compressor.
Coupling 13 is made of 38CHA steel and has four internal splines and
grooving with an annular groove for the retainer ring.
Calibrated washers 30 and 31 are used to prevent overlapping of the
face of the teeth of gear 15 with regard to intermediate wheel 9.- (There
is] a washer between the housing of the compressor drive 7 and the ball
bearing, and another [washer] between the adapter unit of the compressor 12
and the ball bearing.
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Adapter unit 12 of the compressor is cast from AL5 alloy in the form
of a sleeve with a flange. On the flange are six holes, four of which are
for bolts 1 and two for screwing in sleeves 24. These openings are for
fastening the adapter unit of compressor 12 to the compressor drive housing
7. On the same flange there are six bolts 14 for mounting the AK-150N air
compressor. In addition to this, the adapter unit has four openings for
oil return from the air compressor and for connection of the inner cavity
of the air compressor to the right immediate drive, and two openings for
lubrication of the air compressor, around which are circular grooves for
rubber seal rings.
The adapter unit has two recesses inside: for ball bearings and for
the projection of the air compressor flange, and also a seating projection
for centering the adapter unit of the compressor in compressor drive
housing 7.
The intermediate drive joint is sealed by paronite washers. Lubrica-
tion of the right intermediate drive and the AK-150N compressor is per-
formed as follows: oil under pressure goes through a line from fitting T
of the main line to nozzle 25 of the intermediate drive housing 4. From
the housing the oil flows to the milled ring K and by means of channels
It is guided to nozzles Z (See Fig 15) and 29 (see Fig 16. For lubrication
of the splined coupling of the shaft and the bevel gears, and through
openings in the compressor drive housing - it is channed for lubrication
of the AK-150N air compressor.
Nozzle Z with a 0.7 millimeter-diameter opening and nozzle 29 with
an 0.8 millimeter-opening have 0.5 millimeter openings at the filter inlet.
From the compressor and the bevel gear the oil proceeds through the grooves
to the compressor drive housing, connected by an opening with the cavity
of the intermediate drive housing.
From this housing the oil is released into the forward compressor
housing by means of openings in the liner and the milled channels F
(Fig 16) and partially also by means of the ball bearing. Lubrication
of the gears and all ball bearings is by injection.
1.5 Left Intermediate Drive
The left intermediate drive (Fig 17 and 18) transmits power from the
main drive to the centrifugal de-aerator 27 (see Fig 17), to the two
tachometers and aircraft accessories located in the aircraft accessory
housing.
The drive is located on the left side at an angle of 300 from the
vertical axis of the engine and is fastened to it by six bolts. The drive
consists of two housings: thd left intermediate drive housing 4 and the
tachometer drive housing 6.
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The housing of the left intermediate drive 4 is cast from magnesium
alloy ML5 and has two flanges. Lower flange 34 (Fig 18) has 6-hOles for
bolta for fastening the drive housing to the.fiont housing of the compressor;
an opening for supply of oil to the main drive; an opening for the retainer
pin and two openings 33 for the outflow of oil.
The gear flange has a recess to Center the housings of the tachometer
drives 6 four holes for bolts; and two pins 32 for fastening the tacho-
meter drive housing to the left intermediate drive housing.
In the front wall of the housing, on the inside, is a threaded hole
for nozzle Z (see Fig 17) for supply of oil to the splined coupling of the
drive shaft to the aircraft accessory housing.
The housing of the left center drive has nozzle 30 (see Fig 17) for
supply of oil to the drive, and nozzle 31 (see Fig 18) for supply of'oil
to the teeth of the bevel gears. The threaded holes for nozzle 30 and
nozzle 31 and Z are connected by channels through annular grooves K (see
Fig 17) milled in the intermediate drive housing.
The left intermediate drive is driven by bevel gear 3 of the drive.
.This gear rotates on the two ball bearings 42 and 16 which are mounted
into cylinder insert 14.. Ball bearing 16 is radial.
Bevel gear 3 of the intermediate drive is made of 12CH2N4A'steell has
24 internal involute grooves for coupling with the shaft and, on the
external surface, two faces with projections (chanfers?) for seating ball
bearings, and a ring with 20 teeth. Gear 3 of intermediate drive is
_secured in the axial direction by retainer ring 15.
The cylindrical insert is made of 38C11A steel and is a cylinder with a
hexagonal flange, on which are located 11 openings: six openings for bolts
for fastening the housing of the left intermediate drive to the front
compressor housing; one opening for the oil line to the main drive; two
openings for drainage oil return and two for lock pins. On the side,
opposite the openings are two openings for draining Oil, and a cut-out
for drive gear 5 of the intermediate drive.
Gear 5 of the intermediate drive is made of 12C112N4A steel and its
front end is in roller bearing 2, mounted in aluminium sleeve 1 of housing .
4 of the drive. The rear end of the gear is in radial ball bearing 7,
mounted in aluminum sleeve 13 of the tachometer drive housing 6. The gear
has 30 teeth and two access openings for disassembly of the ball bearing.
The hollow shaft of gear 5 has an inner bore with a builtin blind
flange, and in its rear part, 24 internal involute grooves:. On its
external surface, the gear shaft has a space with two faces for seating
the drive gears of the main de-aerator and tachometer,- threads for the
nut fastening the drive gears, and two lateral slots for fastening the
washer.
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The clearance between bevel gear 3 and bevelgear 5 which is [illegible,
but probably] 0.1 - 0.3 millimeters, is set by calibrated washers 17,
mounted between the retainer ring and the ball bearing, and between the
ball bearing and the projection of the tachometer drive housing 6.
Tachometer drive housing 6 is cast of magnesium alloy MI5 and has seven
flanges. For the front end, there is d flange with a projection and two
openings 39 for bolts for fastening the tachometer drive in the intermediate
drive housing, then a tetragonal flange with four bolts 35 (see Fig 18)
for fastening adapter unit 29 (see Pig 17) of the tines for venting the
forward compressor housing. On the side wall of the housing is a tetragonal
flange with four bolts 36 (see Fig 18) for fastening line 26 (see Fig 17)
which vents the transmission cavity. On the rear part of the houding are
located four flanges, two tetragonal flanges with recesses and four bolts
41 (see fig 18) for mounting the tachometer transmitters; one flange with
an opening and three bolts 4o for mounting adapter unit 10 (see Fig 17)
of the shaft; and a flange with a recessed area and six bolts 38 (see
Fig 18) for fastening the main de-aerator 24 (see Fig 17).
The tachometer drive housing has a recess and collars for seating the
ball bearings and rubber packing, lugs with openings for shafts 8 and 28
of the intermediate drives, and a threaded hole for the blind flange.
The connection of the drive gears consists of two rings -- drive gear
11 of the tachometer drive and gear 12 of the centrifugal de-aerator, which
are made of 12CH2N4A steel.
Gear 11 of the tachometer drive is pressed on the end of the gear 12
of the centrifugal de-aerator drive, and is secured to the shaft by two
pins and a screw.
On the front side of the case of the gear 12 of the drive of the
centrifugal de-aerator are two projections which fit into the faces of
the shaft of the bevel gear 5 of the intermediate drive. Gear 12 of the
centrifugal de-aerator has 27 teeth and the gear 11 of the tachometer drive
has 22 teeth.
The connection of the intermediate gear wheels of the centrifugal de-
aerator drive, which is set in two ball bearings and pin 28, consists of
two cylindriacl [7] rings made of 12CH2N4A steel; the rotations are trans-
mitted from gear 12 and then by gear 23 to gear 25 of the centrifugal de-
aerator, which is set on the de-aerator rotor.
Intermediate gear 27 with its 23 teeth is pressed into gear 23 with its
34 teeth and is secured on the shaft by three pins and a screw.
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The intermediate gear of the tachometer drive rotate on the two ball
bearings 9 and shaft 8. Through gear 21 the rotation is transmitted from
the gear 11 and is then transmitted throughintermediate gear 22 to gears
18 of the tachometer drive. Gear 22 has a groove on its inner surface for
the retainer ring'.
Gear 18 of the tachometer drive is set on shaft 19, which rotates on
two ball bearings, mounted in the tachometer drive housing. It is made of
12 CH2N4A steel and has 44 teeth, and on one side of the sleeve are two
lobes, which lock it on shaft 19.
Shaft 19 is made of 38CHA steel. The shaft is hollow, on one end it
has a blind flange, preventing leakage of oil into the tachometer pick-up
mechanism, and on the other end it has a tetragonal opening for the end
of the tachometer transmitter. On the outer surface, the shaft has a
round projection with two faces for the lobes of gear 18. '
To prevent seepage of oil from the housing cavity into the tachometer
pick-up mechanism, a special packing 20 with a spring is mounted from
the side of flange fastening.
Lubrication of the left intermediate drive is as follows: oil under
pressure passes from the line through nozzle 30 into the drive housing.
In the drive housing, oil flows into circular groove K and is run
through channels to nozzles 31 (eee Fig 18) and Z (see Fig 17) for
lubrication of the bevel gears and of the oil groove [sic] of the shaft
of the aircraft accessory housing. Nozzle Z with an opening of 0.7
millimeters and nozzle 31 with an opening of 0.8 millimeters have 0.5
millimeters filter recesses at the inlet. The gears and all bearings are
spray-lubricated. From the shaft of the bevel gear the oil passes
through the grooves into the cavity of the tachometer drive housing,
and then through an opening in the housing it proceeds into the cavity
of the left intermediate drive housing. From here, the oil passes
through the openings in the liner and opening 33 (see Fig 18) in drive
housing 4 and partially also through the ball bearing, then through the
hollow strut into the front compressor housing.
1.6 Lower Drive
The lower drive (see Figs 19 and 20) powers the CN-ID 16 fuel pumps,'
and oil pump 1 (see Fig 19).
The drive is located on the right side of the forward portion of the
compressor cases, down and to the right at .a 300 angle from the vertical
axis of-the engine and is fastened to the flange of the front compressor
housing by six bolts.
11.
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The drive consists of the hovsing, the bevel gears, the shaft, ball
bearings, and the fastening components.
The housing of lower drive 14 is cast of magnesium alloy ML5 and has .
three flanges. The upper flange has a recess and six openings for bolts
for mounting the drive housing to the flange of the front compressor
housing. A groove is machined in the flange for retainer ring 13 which
holds screen 12. The rear flange with its recess and four bolts 24 (see
Fig 20) is adapted for mounting fuel pump 16 (see Fig 19). The forward
flange with its recess and eight bolts 23 (see Fig 20) serves for fastening
the oil pump I (see Fig 19) and has two openings for retaining pins.
The housing has an opening for the inlet of oil for lubricating the
fuel pump drive; an opening for the intake of oil from the cavity of the
lower drive housing to the cavity of the suction component of the oil pumps;
line connection 22 (see Fig 20) for fastening the tube for pumping out
oil during engine starting and an engine oil drain oil.
Pressed in the housing are three aluminum sleeve 5, 18, and 3 (see Fig
19) which are bolted in place.
Bevel gear 3 is mounted on the two ball bearings 10, between which
there is spacer 7. The ball bearings are in aluminum sleeve 5. Bevel gear
8 is secured axially by retainer ring 6. Gear 8 is made of 12CH2N4A steel
and has 19 teeth, and inside [it has?] 24 involute grooves and a groove
for retainer ring 9.
? Bevel gear 21 is mounted on the two ball bearings 20, between which
is located a spacer.
The ball bearings are mounted in aluminum sleeve 18. Gear 21 is secured
axially by retainer ring 15 which is inserted in an annular groove in the
housing.
Gear 21 is made of 12CH2N4A steel and has 13 teeth, and inside each
end [of its Met?' are square grooves [splines?] of coupling it on one
end with fuel pump 16, and on the other end with oil pump 1. The clearance
between the gears is set by calibrated spacers 11 and 17, mounted between
the ball bearings, and by retainer rings 6 and 15.
Drive shaft 2 has one end supported by the ball bearing mounted in the
housing, and the other end is connected by means of the grooves to bevel
gear 21. Gear 2 is secured axially by retaining ring 4 and by a special
nut.
Gear 2 is made of 12CH2N4A steel, has 15 teeth, is splined on one end
and on the other has a housing for seating the ball bearing and threading
for the special pilt for fastening the ball bearing,,
35
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The gears and ball bearings of the lower drive are sprayed with oil
supplied from the front compressor housing. The lover drive housing is
? divided into two cavities. Oil is brought into one of these from the
liner of the front compressor housing, and the other cavity is enclosed
by the same housing and screen. The cavities are interconnected by an
opening.
21 COMPRESSOR
The compressor supplies air to the engine's combustion chambers. Heating
of the air during compression assists in the rapid combustion of a large
quantity of fuel in the small volume of the combustion chembers. The
efficiency coefficient is high.
At a rate of flow, along the outer diameter of the compressor disc,
of u = 300 meters second, the adiabatic coefficient yad = 0.87
The compressor (see Figs 22 and 22) is axial, eight-stage, with a
drum-disc rotor. It is distinguished by its high efficiency, low weight,
and small dimensions. The low weight of the compressor is attained as a
result of the drum-disc design of the rotor, and the small dimensions are
the result of increased axial air speed. .
The air duct of the compressor is in essence a narrowing, annular
channel, which has a greatetintake than discharge area.
The entering stream of air imperceptibly rotates in the direction of
the rotation of the compressor rotor, for the purpose of lowering the
Mach number.
In order that at operations of up to 3,800 rpm the engine will not
pulsate, air is bled from the compressor.
The compressor consists of the rotor, the front housing with the inlet
guide vane system, the center and rear case with the stator vane system,
the turbine shaft housing; and the shaft shields. The compressor also
includes three bearings; front, rear, and rear [rear bearing is actually
in combustion chamber-see Fig 4].
2.1 Compressor Rotor
The compressor rotor (Fig 23 and 24) is of drum-disc design and consists
of the following components: the front journal assembly [cone] 9, the
front journal seal 13, eight compressor discs 29 with blades 19, the rear
journal [cone] 23 the rear journal seal 24, the splined drive coupling 25,
which is fastened on the rear [sic, center bearing] bearing with nut 26,
and spherical bearing cover 28, fastened to the splined drive coupling by 16
bolts 27.
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Torque from the turbine is transmitted by the splined drive coupling
25, connected with the rear [center] bearing in the splines and secured by
nut 26.
From the rearIcenter] bearing, the torque is transmitted by 71 radial
pins 22. The torque is also transmitted from disc to disc by radial bolts
18 and 31, located in the grooves of the discs under the blades. Torque
is transmitted to the accessory drives from the first disc by radial bolts
14 and eight pins 10 [sic] of the front journal assembly 9 and front journal
4 which has splines 3 on the inner surface into which the shaft of the
bevel gear of the main [accessory] drive is coupled.
Internal cavities between the discs are connected with one another
by openings 30 in the disc walls, which permit constant pressure to be
maintained in the entire cavity of the rotor and thus the axial load on
the walls of the discs is eliminated.
[Some] air proceeds from the air duct of the compressor to the rotor
cavity through openings 32 (see Fig 23), which are built into the cylindrical
surface of the fifth-stage disc, and then through openings 30 in the walls
of the discs of the compressor, and, through openings 11 in the cone of the
forward journal it proceeds into the front relief cavity, [follows the]
shape of the axle equipment, directed aft. Thus the axial load, created
by the rotor of the compressor and directed aft is reduced, and thus the
load on the center bearing also is reduced.
The portion of the air which proceeds into the front relief cavity
Is used for heating the leading edges of the inlet guide vanes.
2.1.1 Front Journal Assembly
This serves as the front support of the compressor rotor and takes on
the radial load of the rotor and the torque, transmitted to the shaft of
the bevel gear of the main [accessory] drive. It consists of the forward
journal cone 10, front journal 4, pins 7 and 8, and blind flange 2.
2.1.2 Front Journal Cone
The Front journal cone is cast of aluminum alloy ANA-1. On the upper
flange of the cone, screws 12 fasten seal 13 of the front journal, which
is made of aliminum alloy AK4-1 [and] which together with the talc strip
of the cover of the front compressor housing constitutes the seal, reducing
the escape of air from the front relief cavity into the compressor.
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Front journal it. is pressed into the center part of cone 10 at the front
bearing; the journal, made of 40CHNMA 140KINMA) steel, is secured by
radial pins 8. Pins 8 are prevented from falling out by pins 7. Journal
4 has a small projection on its front part on which roller bearing 5 is
mounted.
Seal 6 of the front bearing is mounted on the center part of the
journal. This seal is made of aluMinum alloy AK4, and together with the -
talc strip of the front bearing forms a seal, which prevents leakage of
oil into the compressor.
Blind flange 2, pressed inside the journal and secured by retainers 1,
prevents oil from leaking out of the forward compressor housing into the
inner cavity of the compressor rotor.
This flange is made of 38CHNJUA [3810INNYuA) steel and has a key on
which the inside diameter of the shaft of the bevel gear of the main drive
Is centered.
2.1.3 Compressor Discs
The compressor discs from stage I to stage VI are made of AK4-1
aluminum alloy castings. Discs of stage VII and VIII which operate at
a much higher air temperature are made of OCHN3M (OKhN3M) steel.
On the cylindrical portion of the drum of each disc (except the disc
of stage VI) there are five Z ridges. The ridges and the talc linings
of the semi-circular shapes of the stator assembly make up the seal,
which reduces the interflow of air between the compressor stages, and thus
increases its efficiency Coefficient.
Coupling of the discs of all stages is achieved by the overlapping
cylindrical bands and also by radial bolts 18 and 31.
The overlapping is determined according to computations of heat expan-
sion of the connected discs. Expansion of the discs as a result of the
effects of the centrifugal force resulting from the blades is also taken
into consideration. The overlappings ensure the centering of one disc on
another and on the entire compressor rotor during engine operation.
In the discs of the Compressor are grooves for attaching the blades;
in the discs of stages through VI the grooves are of "dovetail" design, and
in discs of stages VII and-VIII, of "fir tree" design.,
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To reduce the load on the blade from the pressure of the air, the axes
of the grooves on all discs are parallel to the axis of the disc. The
deflection of the grooves axis is caused by the torque, resulting from the
centrifugal force of the blades, which is guided in the direction opposite
that of the [sic]. Each disc is statically balanced after machining.
2.1.4 Working Blades
The working blades of the first six stages are made of 7 aluminum
alloy VB-17 [VT-177] as a stampled piece which is further ground and
polished; blades of stages VII and VIII, which operate at a higher air
temperature, are made of 30CHGSA [30 KhGSA] steel.
Number of blades in the compressor stages: stage I - 27; stage II - 35;
stage III - 53; stage IV - 63; stage V and VI - 67 each; and stages VII and
VIII - 71 each.
Each blade consists of the blade proper and root. The roots of blades
of the first six stages have a "dovetail" shape and those of stages VII
and viii, a "fir tree" shape.
? The blades of the first five stages are secured in the axial direction
by wedge type retainer 16 at the front, and at the rear by concial pin 17.
Blades of stage VI are secured at the front by a metal retainer, and at
the rear by projections on the drum of the disc of stage VII. Blades of
stages VII and VIII are secured from both directions by lock pins 20.
The metal retainers of the blades for stages I - VI are bent on one
end toward the wall of the blades, and their other [end] is fastened in
the groove of bolt 15 which is screwed in the cylindrical pins which
connect the compressor discs.
2.1.5 Rear [Compressor] Journal 23
Rear journal 23 [cones] supports the radial load of the compressor
rotor, the torque, and the axial load of the compressor. It is made of
OCHN3M [0101N3M] steel and is cone chaped with a cylindrical end.
There are three openings and seven rdiges G on the conical portion of
the journal. The openings are for the purpose of discharging oil which
may have leaked into the compressor rotor cavity.and also to bleed air
(behind, stage VIII) into the rotor cavity4
The journal ridges together with the ridges of the seal of the rear
-housing constitute a barrier which reduces leakage of air from the com-
pressor into the rear relief cavity. I)
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The seal of rear journal 24 is pressed on the end of the front bearing
which with the talc lining of the center bearing forms a seal pre-
venting leakage of oil from the center bearing into the rear relief cavity.
To improve this seal, air is brought from the compressor rotor cavity
through openinds N to the center of the seal. The cylindrical part of
the rear journal cone serves as the journal of the rear compressor rotor
bearing. Located on it are bearings and other components of the center
bearing.
Components of the compressor rotor made of aluminum alloys AK4-1 and
VD-17 (discs) blades, seals forward journal cone), are anodized. Components
made of OCHN3M and 30CHGSA steel (discs of stages VII and VIII, and rear
journal and rotor blades of stages VII and VIII) are plated to prevent
corrosion. After assembly, the compressor rotor is dynamically balanced
to an accuracy of 40 gcm at each bearing. The balancing is done by
relocating the blades of individual discs on stages I, II, VII, and VIII,
deepening the openings on'the edge of the disc of stage I, screwing in
and adjustment of balance weights 21 in the pins of stages VII and VIII,
and trimming of screws 15 on stage I.
The front journal 4 and the rear journal 23 serve as supports in
balancing the rotor.
2.1.6 Spined Drive Coupling
Splined drive coupling 25 is made of steel and transmits the turbine
shaft torque to the compressor. Cover 28 of the ball bearing is fastened
to the splined drive coupling by bolts 27. On the flange of the sleeve
there are splines which couple with the splined drive coupling on the
turbine.
2.2 Center Compressor Case
Joined to the center compressor case (Figs 25 and 26) are the front
and rear cases in which the engine bearings are located. This group of
cases serves for mounting the stator vane system.
The center housing consists of two circular sections: front 7 (Fig
27) and rear 15. The front and rear sections each have two dividing
planes: horizontal -- mounting, and vertical -- technological. In this
manner each case consists of four parts which, joined by bolts, constitute
the entire housing.
The front section is made of magnesium alloy ML5. The rear section,
which operates in much warmer air, is made of aluminum alloy AL5. The
individual sections are joined by means of bolts 11 and gudgeons 21,
which are secured by the mutual centering of the parts.
14.0
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To ensure that the center case is rigid throughout its entire length,
the housing walls are progressively strengthened toward the rear housing.
In addition, on the exterior there are circular reinforcing ribs,
The center case is joined to the front housing by means of circular
flange 23 with bolts of which 12 are tap bolts. Circular flange 23 has
a recess hole for the centering projection on the flange of the forward
housing.
The front housing of the compressor is connected to the rear case by
48 bolts on rear circular flange 19. 24 of these bolts are tapped in .
The center housing has a round recess 16 on the flange which receives a
projection on the rear housing flange [for centering?].
In the center housing there are the seven rows of stator vanes 5, they
are made of forged aluminum alloy VD17 which have been ground and polished.
Te stators distribute (equalize) the flow of air and together with the
rotor blades of the compressor they convert the motional energy of the
air into pressure. On the inner surface of the center case are seven cir-
cular recesses. Stator vanes 5 fit into the recesses of the corresponding
stages and thus are secured at the required angle, in relation to the
center housing.
Number of stator vanes according to stage: stage I, 40 stators;
stage II, 48; stages III-VII, 80. Rings 24 stamped from AMcAM aluminum
sheet are mounted into groove recesses of the housing between the stator.,
vanes of stages I and II. The cover plates are fastened in the center
housing, each with one bolt 25 with a countersunk head.
Number of rings according to stage: stage I, 38 stage II, 46. In
the horizontal plane are mounted angle members 1 (see Fig 26), made of
DlT material, instead of the rings.
The stator vanes are fastened to the case by bolts 9 and nuts 8 from
the outer surface of the center case. To make the center case even more
rigid, the bottom fittings 10 of the stator vanes are interlocked by
strong, partitioned, semi-circular [elements] 4. Stator vanes of stages
I, II, and III are provided with .a drop-shaped terminal A at the point of
transition from the foot to the pin, thus differing from blades of the
other stages. Terminal A is extended in the direction of the intake edge.
Fittings 10 of the stator vanes of stages I, II, and III are mounted in
the openings of the semi-circular [elements] with an overlap. The semi-
circular elements 4 are designed to impart a smooth contour to the air
passage of the compressor and for connection of all guide vanes into one
element, The purpose of this connection is to reduce vibration of'the
vanes. Along with the ridges of the compressor discs, the semi-circular
elements form the seal, reducing the flow of air within the compressor
stages. The inner surfaces of the semi-circular elements are talcum
coated to reducing the clearance in the seals.
43.
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The semi-circular elements in stages I-III are made of magnesium
alloy ML5. Those in stages IV-VII are made of heat resistant aluminum
alloy VD17.
Each semi-circular element consists of'a front and a rear semi-circle,
which are joined by bolts 14, sleeves 13, and nuts 12. The front and
rear semi-circles of stages I, II, and III are joined by three hollow
cylindrical pins 26, through which are lassed bolts 27 in stages IV, V,
VI, and VII [they are joined] by three round pins 28 with retainer rings
29. Connecting bolts 14 and 27 on the semi-circle elements of stages I,
II, and III are extended beyond one blade and on stages IV, V, VI, and VII,
beyond two blades.
The semi-circular elements are secured by retainer rings 30, placed
in recesses on the lower fittings of the blades and in the appropriate
openings of the semi-circular elements. The retainer rings are mounted
in the peripheral -- viewed from the partition planes -- openings of the
semi-circular elements.
In the center part of the case and in contact with a part of the case
are located bleed air openings 22 with an over-all area of 930 square
centimeters. On each side of the contact are mounted bolts 20 for fastening
the stop [and] for withdrawal of the bleed [belt] valve which closes the
openings fOr bleeding air. To attain better contact of the valve and
increase its pressure, it is positioned on projections on the center case
at the point of flange contact.
At the point of transition of the valve from the center case to the
[air] bleed mechanism there are mounted two rails on the same level with
projections to prevent escape of air in case the belt is in contact.
Mounted in the rear space are heat-resistant, rubber seal rings 31,
to prevent escape of air through the gaps between the stator vane bolts and
the openings in the center case.
The round recesses of the six forward stages of the compressor case are
talcum coated to reduce the clearance between the compressor rotor blades
and the center case, and thus increase the compressor's efficiency.
On the surfaces of the front and rear sections of the case are:
1. Four lugs 2 with blind [2] openings (at mounting connection), for
assembly and disassembly of the compressor.
2. On the front case, above and to the left facing forward there are
two lugs with collars for fastening the anti-icing tube assembly.
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3, On the upper half of stage IV of the compressor, there are two
flanges 3, provided with special blind flanges (sic)
14. In the rear case, above and to the right, there are seven lugs
with long pins for attaching the aircraft accessory housing.
5.. In the rear space of the case, above and to the left, there are
eight lugs with long pins for attaching the aircraft accessory housing.
6. Above stage VII of the compressor there are five flanges. On
flange 17 there is an elbow with a valve for bleeding air (see aircraft's
anti-icing system).
Air for pressuring the cabins of the aircraft is bled through flange
fitting 18. Special blind flanges are mounted on the other three flanges.
Components of the center compressor case, made of magnesium alloy
ML5 are provided with eloxal coating (segments of stages I, II, and II/
and the front part of the center case).
Components made of aluminum alloy VD17, D1T, AMcAM (blades, cover
.rings, angle members) are spray coated. The rear section of the center
case and segments of stages IV, V, VI, and VII have no coating. The
exterior surface of the center case has a coat of aluminum paint.
2,3 Rear Compressor Housing
The rear compressor housing (Fig 28 and 29) is one of the main new
sections of the engine and has the following functions:
(a) ConpectsAhe compressor with the hot section part of the engine,
bears the radial and axial load of the center bearing and partially also
the radial load of the rear engine bearing.
(b) Takes on the thrust and weight of the engine and transfers this
through the engine mount struts.
(c) Is used for fastening the burners of the engine's combustion
chamber.
The rear compressor housing is of a strong and light-weight welded
construction and consists of the following assemblies and components:
thd combustion chamber 13) stator vanes 11 of stage VIII, the rear housing
seal 4, and the inner liner 20 of the diffuser.
The combustion chamber 13 consists of flange 9 of the rear housing,
flange 15 for fastening the combustion chamber case, and outer liner 12.
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Flange 9 of the rear housing is made of ICH18N9T (11Ch18N9T] steel
rolled in the shape of a ring with two ridges'.
Shoulder "a" of the flange fits into the recess on the rear wall of
the center case. Centering is based on the internal diameter,of'the
shoulder. This connection serves not only to seal, but also to center
the rear housing assembly.
. On the front ridge of flange 9 are openings for bolts for attaching
the rear housing to the center case of the compressor and the engine Mount
assemblies.
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On the rear ridge of flange 9 are 24 openings for bolts, for fastening
the engine mount assemblies. The rear and front ridges of flange 9 are
made in the form of a crown. On the flat surface of flange 9 are 80 drilled
openings for bolts for attaching the vanes.
Flange 15 is made of 1CH18N9T [110118N9T] steel; it Is a rolled ring
with lugs and is used for fastening the combustion chamber outer liner.
Outer liner 12 is made of 1CH18N9T sheet, 3 millimeters thick. Its
inner surface constitutes the outer edge of the flow channel behind the
'compressor. This liner is welded at the front to flange 9, and at the
rear, to flange 15.
The following are welded to outer lines 12 on the exterior:
-- 14 flanges 25 (see Fig 29) for fastening the fuel nozzles.;
-- 14 flanges 20, of which four are for attaching the igniters. The other
10 flanges are closed off with retainer blind flanges which secure the
burners in an axial direction;
-- four tetragonal section flanges 14 (see Fig 28) for mounting equipment
for bleeding air for the aircraft's anti-icing equipment; .
-- a large triangular section flange for mounting lines for exhausting
air from tubes; the transmission (drive shaft assembly);
-- two triangular section flanges for fastening oil return lines from the
center and rear engine bearings;
-- one triangular section flange for fastening oil inlet lines to the
center and rear engine bearing;
-- four threaded couplings for attachment of lines for bleeding air from
behind stages VIII into the automatic starter system, the turbostarter,
oil tank, and acceleration equipment;
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-- a small elongated flanged fitting for bleeding air for the aircraft
cabin from behind stage VIII of the compressor;
-- two lugs with threads for fastening contactor bands j?).
Stator vanes 11, of stage VIII of the compressor, with outer and
"b" and shaped section [vane proper] "s", has the pin "e" with a threaded
end, by means of which the vanes are fastened to the inner ring with nuts
5. The nuts are secured in pairs by. lock-washers 6 made of 1CH18N9T steel,
which also secure pins 7 for attaching seal 4.
Forty of these vanes are made of IICH14N14V2M (4Khli1.N14V2M] steel and
serve to reinforce the connection between the inner ring and the flange.
The remainder, which are not of the reinforcing tupe, are made of aluminum
alloy VD17. These two types of vanes are installed in alternate sequence, .
The ends of the reinforcing stator vanes fit into the flange with a
0.05+-0.3 millimeter overlap and the others with a clearance. Each blade
is attached to the flange with a radial pin 10.
The rear housing seal 4 is made of OCHN3M steel and, together [meshed]
with the ridges of the seal of the rear journal of the compressor rotor,
forms a barrier, restricting the passage of air from the compressor into
the relief cavity. The seal assembly is attached by 40 pins 7 on the inner
ring of the rear housing with a radial clearance of 1.2 4- 0.2 millimeters.
The inner liner 16 of the diffuser consists of inner ring 8 of the
rear housing, inner liner of the diffuser 20, flanges 17, 10 struts 1,
and 10 brackets 3.
The inner ring of the rear housing, the inner liner of the diffuser,
the center bearing cone, and the flanges are made of steel 1CH18N9T.
These form the air channel behind the compressor and also serves to transmit
forces from the center bearing to the reinforcing vanes of stage VIII.
Stator vanes of stage VIII of the compressor are mounted and secured
in the 80 openings in the inner ring of the rear housing. In addition
there are 40 openings for pins for attaching the seal.
On the flange of the inner ring of the rear housing are 20 openings
for bolting brackets 3.
Liner 20 of the diffuser forms by its outer surface, the inner edge
of the flow channel of the engine, and, together with flanges 17 it' serves
to reinforce the support of the 'enter bearing of the engine.
Struts (1) welded from 1C1118N9T steel connect the center bearing cone
and the inner ring of the rear housing. This forms a power triangle,
115
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transmitting to the reinforcing blades the radial stresses and the
difference in axial stresses caused by the compressor rotor and the turbines.
The center bearing cone 19 consists of flange 21, for securing the
center bearing; flange 22 for securing the turbine shaft housing and
case wall 23. On flange 21 there are 10 eyes fen- bolts for attaching
the struts. Case 23 of the center bearing cone has eight openings 18,
which provide for bleeding air which penetrates the rear housing seal.
For increased strength, the wall has eight corrugations.
Struts 1 hre hollow tubes with eyes 24 welded Onto it. Brackets 3
are made of E1481 steel and are fastened to the inner tiner of the
diffuser by two bolts 2.
2.4. Turbine Shaft Housing
Turbine shaft housing 19 (Fig 30) contains the power train between the
rear bearing of the engine and the rear section of the compressor housing.
The outer surface of the turbine shaft housing forms the inner boundary
of the flow channel of the engine's combustion chamber.
The turbine shaft housing is circular in cross section, is made of
ICH18N9T (110118N9T ] steel sheet, and has flanges welded on its ends. By
means of front flange 16 the housing is attached to the rear flange of
the inner liner the diffuser, and by means of rear flange 22, to the case
of the rear bearing through the flange of frame 23 of the guide assembly
of stage I of the turbine. To make the assembly stronger, reinforcing
ring 21 made of steel sheet are welded to the inner surface of the housing.
On the outer surface of the turbine shaft housing there are the
following flanges and openings:
-- three accesses covered. by plates 17 for assembly and disassembly of the
compressor and turbine shaft coupling;
-- five flanges 32 (Fig 31) for fastening air bleeder tubes 33 for
bleeding air from the relief cavity into the atmosphere;
7- one opening with sleeve 34 (Fig 32), for a telescoping tube fitting
for venting the cavities of the shaft housing;
-- two openings with sleeves 35 (Fig 32), for the telescoping tube fitting
3 (see Fig 30) for removal of oil from the cavity of the center bearing and
tube 1 for removal of oil from the cavity of the rear bearing of the
engine;
-- one opening with sleeve 24 (see Fig 30) for the telescoping fitting
of oil line 25 to the center and rear engine bearings.
46
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2.5 Shaft Case
- The cavity of the turbine shaft is divided by into two large cavities;
;the relief cavity between the body of the turbine shaft and the inner
housing, and the oil cavity.
The relief cavity is connected by means of openings 18 (See Fig 28)
in the center bearing cone to the space behind the stage VIII seal and
serves for venting into the atmosphere air which has penetrated the seal.
On the turbine shaft housing are fastened five tubes 33 (see Fig 31
which pass between the combustion chambers and bleed air from the relief
cavity into the atmosphere. In the relief cavity a pressure of 1.3 1.5
kg/cMd is maintained. This is accomplished at the plant by adjusting the
diameter of the openings for the passage of air from the relief cavity
into the atmosphere.
The oil space connects the oil spaces of the center and rear bearings
of the engine so as to simplify the system of sealing the bearings, and
lowering the oil temperature.
The inner cavity of the case is connected with the atmosphere by
means of a tube and with the centrifugal separator, mounted on the left
intermediate drive.
The inner [shaft] case consists of three assemblies: the front 13,
center 6, and rear 2 (see Fig 30). The case are made of welded
of 1CH1089T [1K1ilON9T) steel sheet.
Front case 13 (see Fig 30) is fastened by its front flange to the
housing of the center bearing and by its rear flange it is connected to
the center case at the point of coupling with the engine. On the front
case is oil collector 7 with trap 8 to which oil flows from line 3.
Inside the front case, case 12 is positioned, with flanged sections 15
which reduce spraying and prevent formation of a large quantity of foam.
In the lower part of this case are five openings 11 and fiften openings
9, for return of oil from the cavity of the front and center cases. On
the oil collector inlet is mounted screen -- the foam filter [literally
defoamer).
On center shaft case 6 is support 140 fasteting the oil inlet line
to the center bearing of the engine.
Fastened to the housing of the rear bearing of the engine is rear case
2 which has oil collector 30 near the rear bearing.
Within the rear case is case 26 which has cross-sections with bent
elements 18. In the lower portion of the case are openings 27 for oil
drainage and a spacer 20 is fastened here; this spacer improves oil
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drainage. In addition, the ring flange of the case has openings 28 for
oil drainage from the front cavity of the rear case. At the point where
the oil feeds into the oil tank there is the screen type foam filter 29.
On the lower part of the oil tank is mounted trap 31, from which oil is
pumped through line 1.
Cases 10 and 29 are made of sheet metal and have a number of openings
for drainage of oil. These openings are distributed in checkerboard
fashion.
.There are three flanges on the rear case for fastening the oil line to
the rear bearing, the oil return line from the cavity of the rear bearing;
and the de-aerator tube.
Center shaft case 6 and rear shaft case 2 are connected telescopically.
so that during assembly the center case may be shifted to the'side'of the
rear engine bearing. Graphite asbestos.packing.5 and tightened nut 4
seal the telescoping joint.
2.6 Combustion Chamber Case
The combustion chamber case connects the turbine and the compressor,
and transmitc stresses from the turbine to the compressor housing.
Simultaneously, from the outer side it [the case] forms a space in
which the burners are located. The combustion chamber case (Fig 33 and
34) consists of the case proper 2 butt welded from four sections into
the shape of a cylinders, and of two flanges 1 and 4, wbich are alsO
butt welded to this wall.
Flange 1 joins with the rear compressor housing flange by means of
56 bolts, 14 of which are tap bolts. The case is fastened by flange 4
to the front flange of the extension of stage I. On this flange are
two left or two right engine mounts. To reduce the weight of the flanges,
both are machined milled along the edges between the attachment openings.
On the sides of the case proper are welded five flanges 3 for couplings,
connecting the relief cavity of the turbine shaft housing to the atmosphere,
and one lug 6 for fastening the drain line..
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In addition there are four fittings 5 with threads for fastening
the oil lines. To prevent leakage of fuel a half asbestos gasket and a
screw cap is mounted to the lower fitting, where they are fastened to
eye 81 welded to the Water surface of the fitting.
Two flanges 7, to which tubes are attached, are welded to the
lower case of the combustion chamber for draining Off fuel (in the
starting process].
All components of the combustion chamber case are made of type
1CH18N9T [Inau9r] stainless steel.
The construction of the combustion chamber case and the attached
fixtures is such that an inspection may be carried out and burners
may be replaced without disassembling the engine. The casing can be
disconnected at both flanges and pushed to the rear. This makes the
.burners accessable.
2.7 Engine bearings
The compressor rotor rests in the front and center bearing, the
turbine rotor in the rear bearing and the ball joint, attached where
the splined case of the compressor rotor and turbine are connected.
The roller bearing of the front bearing (Fig. 35 and 36) is
located in the central opening of the back wall of the inner front
compressor housing, which makes up the bearing support. The forward
bearing receives the radial load of the compressor rotor and it con-
sists of the following components: Housing 10 of front bearing,
thrust roller bearing, cover 11 of front bearing, oil nozzles 7
(Fig. 36), and oil seal packing.
The housing of front bearing 10 is made of type 12CH2N4A
[121Qi2N4A] steel and consists of a ring with a flange which has 10
openings for fastening the front bearing to the front chamber of the
compressor with the help of pins.. On the other wall of the ring is a
boss which serves as a support surface for the outer ring of roller
bearing 9. On flange "a" between the openings for the pins there are
three equally spaced openings "b" which serve to release the oil from
the area of the cover 11 of the front bearing into the cavity of the
front compressor housing.
The roller bearing with separator 8 and rollers 6 is inserted into
the housing 10 of the front bearing. Outer ring 9 of the roller bearing
is equipped with two bosses "2" which secure the rollers 6 and 8.
'Inner ring 2 of the roller bearing (without bosses) is set on the. front
journal 3' and tightened by nut 4.
The inner sleeve of the roller bearing enables the compressor
rotor to rotate around a fixed bushing during operation of the engine
as well as during its assembly. ? 49
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The roller bearing packing consists of rotary (labyrinth] seal
1 and the load surface of the fixed cover of the front bearing, with
a minimum clearance between them. The teeth of the seal dig into the
talc layer "e" of the cover, which prevents it from moving and assures
the dependable performance of the engine.
Cover 11 of the front bearing is made of aluminum alloy type AL5
and it is held in place by 10 bolt, screwed into the front housing of
the compressor. The cover is centered by a boss "7" in housing 10 of
the front bearing. Annular cavity "1" and three pockets "IV serve to
collect the oil and to discharge it into the area of the front housing
through 9 openings in the housing of the roller bearing and on the flange
of the front compressor housing.
Oil for the lubrication and cooling the front roller beaming is
piped under pressure is sprayed by nozzle 7 with a diameter of 1
millimeter, which is mounted on the housing of the main drive.
The center bearing (Fig. 37 and 38) is fastened to the flange of
the cone and it rests against the radial ball bearings, which secures
the compressor rotor and the turbine rotor in an axial direction.
It receives the radial load component of the compressor rotor
and the difference in the axial weight of the compressor rotor and the
turbine rotor.
The central bearing consists of the following main joints and
components: housing 11 of the central bearing, front oil collector ring
5, two radial support ball bearings 4, two spacer rings 12, two spacer
rings 3, oil nozzle 13, cover 9 of the center bearing.
The assembly of the central bearing (Fig. 39) consists of housing
8 of the center bearing and adapter 10, which are joined together by 16
radial pins 3. Radial pins 3 are locked by pins 2 to prevent them from
droppitng out of the housing of the center bearing. Radial pins 3 enable
the adapter to move in relation to the housing of the bearing when the
engine is in operation and they compensate for the difference in the
coefficient of the linear expension of the rear component which is made
of type 12CH2N4A (12Kh2N4AJ,steel.
Housing 8 of the center bearing is as a hallow tube Of type
12CH2N4A steel one face surface of which terminates in a flange with
threaded openings 12, to which the front housing is fastened.
Threaded openings 6 are used for fastening cover 9 of the center
bearing with bolts (see Fig. 38).
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Two ring grooves 7, 90 longitudinal channels 5 and longitudinal
openings 9 permit intensive circulation of the oil and the removal of
heat from the center bearing by means of the oil. Opening 11 is used
for the attachment of the oil nozzle. Openings 14, covered from the face
side by blind flange 13, carry oil to the oil nozzle.
Adapter 10 of the center bearing is made as a bushing with a flange
of type 1CH18N9T [IKH18N9T] steel. The flange contains threaded openings
4 for fastening the center bearing to the flange of the cone of the
center bearing.
The radial support of the ball bearing 4 (see Fig. 38) is
assembled in a special way to assure the simultaneous contact of the
balls and ball races at four points and so that the axle pressure is
distributed equally as both ball bearings rotate. This condition is
secured by using adjustment rings 3 and two grooved rings 2 and 1 of
varying dimensions. The four point contact of the balls offers the
possibility for increasing the load being carried by the ball bearings.
Cover 9 of the center bearing (see Fig. 38) is made of type 12CHN3A
[12KhN3A] steel and has a "15" recess on its outer circultference and a
support flange "16" with 16 holes for the bolts with which to secure
the cover. The cover has 45 openings, 6 for carrying off the oil from
the ball bearing housing to the case. The inner surface of the cover'
is built up with a layer of talc 8, which together with the ridges of
[labyrinth] seal 7 of the rear journal comprises the seal, preventing
oil from the central bearing from entering the relief cavity.
Oil is supplied to the.ball bearings under pressure through nozzle
13 with two calibrated openings, which regulate the flow of oil to the
ball bearings. The necessary oil passes through openings in the cover
and the bearing housing and passes into the front housing and its oil
collector from where it is pumped through the outlet lines..
Copper gasket seal 10 is placed in the joint between cover 9 and
bushing 11 of the center bearing, assuring a tight assembly. To
achieve the same objective, a "peronite" packing is placed in the
joint between the bushing 11 of the center bearing and the flange of
the front housing.
The rear bearing (Fig. 40) consists of the following components:
bush 11 of the rear bearing, roller bearing, two oil nozzles 2 and 8,
outer cover of rear bearing .15, inner cover 13.
The assembly of the rear bearing (Fig. 41) consists of case 4 of
the rear bearing and housing 3, which are joined together by 16 radial
pins 2. To prevent the radial pins from dropping out, threaded stops are
located here which', when adjusted, will assure (centering) at three
points. The joint between the housing of the rear bearing and the case
of the rear bearing is packed with a silk packing cord impregnated with?
siloxane to make the joint tight.
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Case 4 of the rear bearing made of type OCHN3M [OKhN3M] steel
in the form of a cone, the front face of which terminates in flange "a",
which serves to fasten the rear bearing to the shaft of the ru4bine and
the stator assembly. The tapered surfaces of the case contain "15"
[opening?) for attaching air bleed lines.
In the center of the case is a round opening into which is mounted
the housing 3 of the rear bearing. 30 passage openings "d" and a line
coupling serve to center and hold the rear cover. A "peronite" packing
- is placed in the joint between the rear cover and the case of the rear
bearing.
The housing of the rear bearing (Fig. 42) is made of type 12CH2N4A
[12Kh2N4A) steel. The front case contains the support of the rear
bearing and a rolled flange 5 which serves as a supporting surface for
the outer ring of the ball bearing. In the rear part of the component
is centering band 6 and supporting flange 2 for centering and fastening.
the inside and outside covers.
The annualar channel 1 of the component has recess 4,100 axial
channels 10 and side openings 3, used for cooling the outer ring of the
roller bearing and for carrying off the oil to the rear inner area of
the housing. One opening 9 and two openings 8 with threads are used for
mounting and securing the oil nozzle. Outer sleeve 10 (see Fig. 4o) of
the roller bearing together with separater 3 and rollers 4 are installed
in the housing of theiear bearing. Outer ring 10 of the roller bearing
is made with two lugs "a", which hold rollers 4 in a longitudinal
position.
Inner ring 5 of the roller bearing is placed on shaft flange 6 of
the turbine and fastened by special nut 7. Inner ring 5 of the roller
bearing does not have a setting which makes possible the shifting of the
turbine rotors in an axial direction during the operation of the engine.
For better removal of heat, the roller bearing is bathed from both
sides with oil, supplied by nozzles 2 and 8. On the turbine side is
located a two stage [labyrinth] seal. The ridges of the seal of the
turbine shaft revolve around the talc layer 1 of the outer 15 and inner
13 covers. Between the tops of the ridges and the talc layer there is
a minimum clearance. This prevents oil from passing from the rear
bearing into the turbine and also prevents hot air from getting into
the roller bearing cavity of the rear bearing.
Outer cover 15 of the rear bearing is made of type 38CHA [38KhA]
steel. It is mounted on housing 11 of the rear bearing with 16 screws.
Rear lid cover 13 is also made of type 38CHA steel. It is fastened to
the housing of the rear bearing with screws together with the outer lid.
The outer roller ring contains 16 milled openings 12 for releasing
oil from the roller bearing into the circular track of the rear bearing
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component. Copper gaskets are placed between the joints of the lidr50xi
Oil passes under pressure to the roller tearing from the oil
system by means of a line. Screen oil filter 16 is mounted on the line.
behind the nozzle. The oil flows through an opening in the inner cover
into the rear inner case, from where it is sucked out by a gear pump".
2.8. Compressor air bleed.
Air is bled from the compressor into the atmosphere to prevent
[compressor] surging during a low RPM and to reduce the necessary power
for starting the engine.
With engines which have high pressure compressors the stages of
which are designed for maximum effectiveness at rated RPM, all stages
operate, during the starting RPMs, in an unsuitable regime. Also, for
intermediate RPMs, they operate in an unstable manner and the power
needed to turn the rotor increases sharply.
The first stages of the compressors are designed for an air flow
of 164 kilograms per second at rated RPM. At starting RPM they use a
significantly smaller amount of air, as a result of which the axial
speed of the air drops. At the same time the axial speed in relation
to the circumferential speed of the air is such, that the air reaches
the first stage under a more favorable angle of entry.
In the final stages of the compressors, which are set for a steady
flow of air, heated and compressed in the preceeding stages, the relation
between the axial speed and the circumferential speed of the air at low
RPM increases in comparison with the uniform relation of speed of the
systems under consideration [2]. The stages thus work with a great
negative angle of entry, which leads to an increase of power needed to
turn the rotor of the compressor.
When the air is released from the intermediate stages of the
compressors (at low RPM) the air pressure falls as a result of the release
of a part of the air into the atmosphere and the first stages begin to
move a greater amount of air.
The increased flow of air in the first stages results in an increased
axial speed and the relation of this pseed to the circumferential speed
approaches that which is expected.
As a result of this, the angle of entry also approaches that which
is expected and the stages of the compressors require a smaller amount
of power. During the last stages, in this case, there is a drop in the
relation of the axle and circumferential speed of the air as a result of
the reduced flow of air passing through these stages and released into .
the atmosphere. This leads to the approach of the angle of entry to that
which is anticipated and to the fact that these stages require leespower.
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Bleeding of air is acOomplished by means of a row of openings
located on the circumferential surface where the front and rear,
components of the center case are located, i.e., behine stage III.
From the Outer side of the center case these openings are covered
by a steel band 1 (Fig. 43), on the ends of which are eyes 2 for
fastening to levers 11 of the automatic bleed mechanism.
One lever (right) is lengthened to bring the band bleed valve
closer to the center of the housing.
The [compressor) bleed mechanism (Fig. 43) is fastened to the center
case of the compressor by two supporting frames, 8 and consists of two
cylinders 4, two pistons 6 with piston rods 3, springs 7 and levers 11.
Springs 7 shift the piston rods outward, increasing the distance between
them. In this way the band bleed valve moves over the center case and
openings are uncevered through Which the air passes.
The escape openings are closed by the band valve which is. actuated
by air pressure on piston 6, in cylinder 4 of the mechanism. As pistons
6 move together, they compress the spring 7 and band bleed valve 1 is
drawn tightly against the seal collar of the center case, thus preventing
escape of air from the compressor into the atmosphere.
The pistons of the mechanism are equipped with rubber gaskets 5,
which prevent the escape of high pressure air which is entered from the
tank to cylinder 4. In order that the circular opening between the
band bleed valve and those in the center case be distant when the valve
is man open position, and in order to prevent the vibration of the
belt on the seal flange of the center compressor case, retainers 10 and
12 are affixed here which prevent movement of the belt in the axial as
well as radial directions. 2.9. System for controling the air release
belt on the compressors.
The air bleed valve on the compressors is controlled automatically,
i.e., depending on the automatic control setting according to engine RPM.
A diagram of the automatic control system of the value is shown in Fig. 44.
The system consists of the following components:
compressor piston 1 (AK-150N), compressed air tank 2, which is mounted
on the aircraft, centrifugalltransducer 5 (CD-3), electromegnetic air
valve 4, air pressure reducing valve 3 (RV-40) compressor bleed mechanism
17, band bleed valve 12.
Automatic control of the system for bleeding air from the compressor .
during starting of the engine is carried out by centrifugal transducer
CD-3.
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At 3800 7u RPM, the centrifugal transducer automatically closes
the air bleed openings in the Compressor by means of the band bleed
valve. At these RAs of shaft 11 (Fig. 45), the centrifugal weights
are displaced overcoming the tension of spring 17. Slide valve 24 is
shifted upward, connecting the diaphram cavity of the mechanism with
the oil inlet from the engine lines through its circular recess. Under
the pressure of the oil, diaphram 5 overcomes the tension of spring 6.
It moves, and, together with the slide valve, it cuts in terminal
switch 2, which cuts in the circuit of electromagnetic air valve 4 (see
Fig. 44). Electrical current from the aircraft cabin circuit passes
through circuit breaker 10 (AZS-5) and the terminal switch of centrifugal
transducer CD-3 into the electromagnetic air valve. This valve opens and
air from tank 2 under a pressure of up to 150 kilograms per square
centimeter passes into pressure reduction valve 3 where the pressure is
reduced to 40 kilograms per square centimeter. Under this pressure the
air passes into the housing of the [compressor] bleed mechanism and acts
on pistons 15. The pistons shift, compress spring 14, and as they move
together, pull in the band bleed valve encompassing compressor case 11,
thus covering openings 16 in the compressor case.
From the instant of starting to 3800 5? RPM the bleed openings are
uncovered and at higher RPM, increased RPMs, closed. The openings are
closed automatically by the band bleed valve as soon as the rotor
achieves the afore mentioned RPM. With a decrease in the RPM the band
automatically uncovers the openings.
At reduced RPM the slide valve of the centrifugal transducer closes
off the intake of oil into the amplifier and the contacts of the
microswitch are broken in this case as a result of the spring action.
Contact between the terminal switch of the centrifugal transducer and
the electromagnetic valve of the transducer is broken and electromagnetic
valve 4 prevents passage of air into compressor bleed mechanism 17. The
action of spring 14 on the pistons 15 forces the air through the exhaust
valve and it returns to the outlet area. Air bleed band 12 moves away
and uncovers bleed openings 16. This position assures normal operation
of the engine up to 3800 RPM with an increased consumption of fuel. The
band bleed valve may be found in an open position, that is with the bleed
openings uncovered, if the electric or air system is not working.
The special push button 6, for closing the air bleed band at idle
engine RPM, is connected in parallel with the terminal switch of
centrifugal transducer CD-3. The push button is located on the motor at
compressor bleed mechanism 17. If it is necessary to close band bleed
valve push button 6 is depressed and then the wing nut on compressor
bleed mechanism 17 and the band remains closed. To open, the push button
6 is again depressed, the wing nut is again unscrewed and the bleed valve
opens.
At an engine RPM of less than 3800, the valve of the cOmpressor
mechanism is open and the outer surface of the motor is intensively
bathed In the event of fire this led greatly contribute to its
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intensification. To reduce the danger of fire, the compressor bleed
system has a built-in electrically-controlled closing system with a
fire indicator. In addition, the engine has terminal witch VK2-140B-1
(p. 7), which is mechanically connected with the engine throttle and
electrically connected in series with the aircraft fire indicator 8,
found in the engine area.
The electrical circuit of the transducer remains broken until such
a time as the fire indicator (fire alarm) begins to operate. In a
normal situation the terminal switch is not connected electrically with
the electromagnetic valve and the band bleed valve on the engine is open
at RPMs below 3800. As soon as the temperature of the air flow reaches
155 170? C (which is possible in the event of a fire), it sets off one
or a number of fire indicators, the circuit of the aircraft's fire
sensing system cuts in, and current is carried to terminal switch 7. At
the same time the warning light goes on.
Moving the engine throttle to the "STOP" position closes off entry
of fuel to the fuel manifold and simultaneously closes the contacts of
the terminal switch. Current from fire indicators 8 passes through ter-
minal switch 7 on to the armature of relay 9 of the aircraft. Relay
RP-2 closes the contacts through which the current from the cabin circuit
passes to the armature of electromagnetic air valve 4. The valve opens
and the band bleed valve of the compressor closes and at the sane time
assures air tightness of engine areas.
Relay RP-2 is connected to the aircraft's electrical system in such
a way that during normal operation it is cut off from the engine circuit.?
The centrifugal transducer (see Fig. 45) controls the band bleed
valve for release of air from the compressor. Centrifugal transducer
CD-3 is rigidly connected through a drive with the shaft of the engine
and controls the system according to engine RPM. The transducer cuts
in and breaks the electric current of the electromagnetic valve.
The assembly consists of the following elements:
Housing 23; rotor 11 with centrifugal weights 19, which rotate in
bronze bushing 8; spring 17; adjustment nut 14; and an amplifying
diaphragm with terminal switch 2. Bushing 8, pressed into the housing
23, serves as a bearing for rotor 11 and the oil distribution equipment.
The shaft is secured in its axial position by a retainer ring 27, which
is connected to housing 23, through the seat 28, stamped spacer 25) and
lock ring 26.
Pressed into the bottom part of the shaft is a square opening for
the drive of the assembly. Mounted on ball bearing 21, at the upper
part of the shaft are the centrifugal weights. The centrifugal weights
react on disc 12 which is located on the outer ring of ball bearing 20
and is attached together with cupped disc 18, on the terminal end of
slide valve 24. Spring 17, whose tension is set by nut 14 screwed into
cap 13 of the transducer housing thrusts against cupped disc 18. The
tension of the spring may be changed by screwing in adjustment bolt 16
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and locking with nut 15.
The diaphragm amplifier consists of housing 1, diaphragm 5 with
slide shaft 7, spring 6, terminal switch 2, enclosed in the housing and
by cover 3, and the slide connection 9. The diaphragm amplifier is
fastened to the transmitter housing by stud bolts. Oil from coupling
29 is carried to the central recess of bushing 8 and openings of rotor
11 and proceeds into the recess of the slide valve under its barrel.
The illustration shows the position of the slide valve at which its
barrel prevents the passage of oil into cavity 4 of the diaphragm
amplifier. Spring 6 of the diaphragm amplifier forces out diaphragm
5 and oil from cavity 4 is released into the lid of the chamber of the
transmitter through opening 10. From the lid of the transducer housing
the oil is carried by channel 22 into the channel of the transducer
drive. In a forced-off position of the diaphragm, slide shaft 7 cuts out
the micro-switch, which corresponds engine operation with the band bleed
valve open.
At increased engine RPM, the action increased centrifugal, force on
the weights overcomes the tension of the spring and the slide valve
lifts and begins to uncover the opening for the intake of oil into
the cavity of the diaphragm amplifier. The pressure( of the oil in
cavity 4 increases and at speeds of 3800 RPM it achieves a force
sufficient to lift the diaphragm.
From the instant that the contact between the disc of the
diaphragm and the seat is broken, the effective surface of the diaphragm
increases, spring 6 is compressed and the microswitch cuts in. From
this instant the electromagnet of the air valve is activated and the
band bleed valve is closed. At lower RPM the centrifugal force acting
on the weights is reduced and the slide valve barrel begins to cover the
oil intake opening to cavity Is.. Oil pressure in the cavity drops and
pressure on the diaphragm decreases.
However, as a result of the fact that the effective surface of the
diaphragm is greater in this case than during an increase of RPM, the
micro-switch cuts out a lower pressure in cavity 4 (than before), evet
with a reduced opening of the oil intakes, reduced centrifugal force
on the weights and a reduced number pf RPMs. The micro-switch cuts out
during reduced speeds at about 3800 i? RPM.
This method of changing,the effective surface of the diaphragm and
the number of RPMs neCessary for the opening and closing the compressor
bleed valve prevents irregular operation during the transition to over
3800 RaL
The electromagnetic air valve (Fig. 46) consists of two main
components: the valve and electromagnet, which are joined together by
screws 6. The valve consists of housing 9, two 'valves 7, lifter 8,
springs 10, and line coupling 12.
5 7-
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The housing of the valve, which is made of brass, has a glange for
fastening it to the electromagnet, threads for a fitting, compressed air
inlet coupling, a coupling nut for connecting the valve with the
compressor bleed mechanism and an air outlet coupling.
Inside the housing, on both sides of the openings, which connect
the valve with the compressor bleed mechanism, are two milled seats.
The valves are located inside of the housing against the seats
and are held down by a copper lifter 8. When the electromagnet is cut
out the valve located on the side with fitting 11, is pressed into the
seat by spring 10 and it prevents the entry of compressed air into the
compressor bleed mechanism. At this time the other valve is raised off
from its seat by the lifter so that the compressor bleed mechanism is
connected with the atmosphere. Simultaneously compressed air is released
from the compressor bleed mechanism into the atmosphere. Through the
action of the spring of the compressor bleed mechanism the band bleed
valve begins to open. When the electromagnet is cut in, its movable
core 2 draws in and contact 5 presses the upper valve into its, seat
while the lower one is raised from its seat, the compressor bleed mechanism
is connected with the compressed air lines and the band bleed valve is
closed.
Adjustment screw is used to obtain the desired setting between the .
movable and the stationary core of the electromagnet. The valve is
equipped with connector 1 for hooking up the assembly to the electrical
system of the engine. The electromagnet is designed for long term
operation.
2.10 Air pressure reduction valve RV?..0
This valve reduces the pressure of air from the tank (pressure 150
kilograms per square centimeter), to a pressure of 4o kilograms per square'
centimeter. .
This valve is of a spring type, is leverless, and has a safety
valve.
It has two areas: high pressure 'area A (Fig. 47) and low pressure.
area B. The high pressure area is connected directly with the tank and
receives constant pressure from it. The high pressure is measured by a
manometer. The low pressure area is connected through the automatic
electromagnetic air valve with the compressor bleed mechanism. Safety
valve 2, 'held in a fixed position by a lock nut, protects the low
pressure area from a possible excessive increase of pressure.
Area B has a slide valve 3 which, with the help of the spring 4,
tightly closes the opening at the seat which hoins both areas of the
reducer, if the air in the law pressure. area has not been expended. The
low pressure area is tightly closed by' a metal diaphragm 5. Inside,
between diaphragm 5 and slide valve 3. is piston 6 with pushrod 7. On
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the outer side of diaphragm .5 is Outer washer 8, spring 9 and
adjustment screw 10. When the reducer is in a monoperating position
the low pressure area has a constant pressure of 40 kilograms per square
centimeter, which is created by the mechanism of the reducer which is
set for this pressure.
In an operating position the presssure in the law pressure area
drops, and as a result of this spring 9 presses against washer 8, and
moves diaphragm 5; this shifts piston 6 against push rod 7 and pushes
slide 'valve 3 from its seat. This permits the passage of air to
diaphragm 5.
If the consumption of air corresponds to that passing into the
reducer, the pressure in the low pressure area remains constant and
diaphragm 5 is moved. Thus through piston 6 and push rod 7 it holds
slide valve 3 in an open position. As soon as the release of air is
cut off, the pressure in the law pressure area increases, diaphragm 5 .
recovers and the slide valve closes the opening.
When diaphragm 5 operates in this way, piston 6 together with push
rod 7 and slide valve 3 are in equalibrium, i.e. the total force which'
acts to open the slide valve is equal to the total force which acts to
close it.
3 COMBUSTION CHAMBER
The combustion chamber operates at the highest temperatures and
is the most important part of a gas turbine. Dependable and accurate
functioning of the combustion chamber is dependent,on the reliability
and economy of engine operation.
The basic purpose of the combustion chamber is to produce the
greatest amount of heat energy through continuous combustion of the
fuel in heated air.
Therefore, the combustion chamber should experience only a minimum
loss of fuel when in operation. It should have the greatest possible
heat per volume in which the combustion takes place; the combustion system
should have law hydraulic resistance, because loss of pressure in the
combustion chamber reduces the economical operation of the engine; the
length of the flame should be as short as possible, and there should be
an equal field of heat in the gas stream coming from the combustion chamber.
In addition, the combustion chamber must meet the following
specifications; good sensitivity and dependable combustion (there must
be no failures, flame-outs, pulsations, or flaring of the flame under all
engine operating conditions, at any set speed and altitude of flight, and
during changes from one mode of operation to another); dependable
combustion of fuel during start of the engine on the ground and in flight
adequate life under various atmospheric conditions.
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The physic-o-chemical processes which occur in the combustion
chamber can be divided into the following stages:
injection of fuel;
mixing of fuel and fuel vapor with air;
heating the fuel-vapor mixture and vaporizing the fuel;
ignition and combustion of the fuel
mixing of the combustion gasses with air and creation of a
homogeneous gas-air mixture.
Fuel injection is a pre-calculated process and the quality of
atomization of the fuel and its mixture with the air depends, to a
great extent on the rate and completeness of combustion.
The gas turbine differs from piston engines in that the
combustion process in the combustion chamber proceeds simultaneously
with the mixing and vaporization of the fuel.
Combustion of fuel requires an excess of air, which is used to
mix with the heated gases passing into the turbine. With such a great
excess of air the combustion process in the gas stream may be unstable
without special precautions, since an excess of air leads to a reduction
in the rate of propagation of the flame. If the spreading of the flame
is slower than the speed of the air stream, trouble occurs in the burners
and the flame goes out.
In view of this fact, the burner is divided: into the following two
sections (from.the'standpoint of construction): the primary mixing
section and the secondary dilution section. The primary mixing section
receives primary air and a small amount of secondary air. The quantity
of air in theprimary mixing section amounts to 30 percent of the total
flow. This amount of air assures great rapidity ,in spreading the flame.
Air is forced into the ignition center of the flame in the primary mixing
section in an amount sufficient for complete combustion. The surplus of
air coefficient in the primary mixing section is 1:1. In this area
combustion achieves maximum temperatures.
In the secondary dilution section the combustion gases mix with
the secondary air, which comes in through special openings.
In the secondary dilution section of the burners the_secondary air
reduces the temperature of the gases to a temperature permissible for
the turbine buckets and equalizes the temperature field of the gas stream.
The combustion chamber of the engine is an annualar type with 14 burners
parallel to the axis of the engine in the annular area between outer case
5 (which is common for all the burners), and turbine shaft housing 10
(Fig. 48) constitutes the burner clusters.
Air coming from the compressor, passes through diffuser 1 where its
. speed is reduced. The front part of every burner has a fuel nozzle 7
ioassing through the lining of vortexgnerator 8 and at the opposite
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end fits telescopically into the hollow opening in the frame of the 50X1
stator vane assembly of turbine stage 1.
The burners are numbered counterclockwise from the top as viewed
from the exhaust nozzle, i.e,, the upper left burner is No 1.
Igniters 2, for igniting the mixture when the engine is started)
are located in burners 3, 5, 10, and 12.
A flame tube (Fig. 49) consists of the following primary components:
vortex generator injector 1, flame tube dome 2; cylinder 4, rear section
5, terminal section 6. The flame tube is argon-arc welded to cylinder
4. The vortex generators are spot welded to the dome.
Vortex generator 1 has 10 vanes each of which is spot welded to
the outer surface of the [nozzle] sleeve insert and on to the inner
edge to dome.
The exit angle of the blades varies from the axis of the burner:
where they come against the [nozzle] sleeve they form an angle of 8o
degrees and at their outer ends an angle of 73 degrees.
Component 4 is shaped like a cylinder which terminates in dome 2.
Cylinder 4 is located in the area of the highest temperatures. In
order to give it sufficient strength and so that it may dissipate heat,
114 ridges have been milled longitudinally on it to a depth of 3.5
millimeters into an overall wall thickness of 6 millimeters. On the
surface are six rows of openings of various diameters.
Agron-arc welded to the surface of four flame tubes are igniter
sleeves 4 (Fig. 48) for mounting the igniter itself. In burners which
have no igniters, sleeve 1 of s smaller diameter is welded on for a
fastener. The lining of the fastener has two openings used for blowing
air through the fastener. Both sleeves are made of type E1437A material.
Crossover tube 3 (Fig. 49), spot welded to the surface of the flame
tube is used in the engine starting process for conducting the flame to
the burners which do not have igniters.
Each flame tube has two crossover tubes, one of a smaller and the
other of a larger diameter. The crossover tube With the smaller diameter
fits telescopically into the crossover tube with the larger diameter on
the adjacent burner.
The rear section 5 is a cylinder, which passes from a circular
configuration to an irregular shape corresponding to the shape of the
opening in the intake of the turbine stator vane equipment [burner nozzle
guide vanes].
On the surface of the burners are four rows of openings with a
diameter of 32 millimeters and two rows of openings with diameters of
3 and 4 millimeters for the passage jof secondary air. The openings with
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a diameter of 3 millimeters are clustered in four groups in checker
board pattern on the bottom and side of the burners and the openings
with a diameter of 4 millimeters are located under the irregular
section of the flame tube.
Component 6 is hydrogen-arc welded to the flame tube to help
strengthen it and also to facilitate telescopic coupling with the
stator vane assembly. The cross section of component 6 fits the
irregular shape of the opening of the stator vane assembly. The
terminal component is coated with copper so that it will not wear
excessively or burn off.
The rear section of the flame tube is electric arc welded to the
cylindrical section. All components of the flame tube are made of type
E1602 sheet; only the domes and terminal section is made of type
CH2ON8OT [Khz0N80T] material.
The flame tube is secured in an axial position by attach member 3,
fitting with its round surface of 38 millimeters in diameter into
sleeve I. (see Fig. 48), which is welded to the surface of the cylinder
sect ion.
Those burners which do not have igniters are fastened by locking
component 12. The tapered locking component has a flange on one end
with two holes for attachment and on the other end a round surface 14
millimeters in diameter. The ball sphere of the locking component is
nitrided to prevent wear.
Upon heating the flame tube can expand freely in the direction of
the stator vane assembly of the turbine. At the same time the flame
tube nozzle can move into the opening of the stator. vane assembly to a
distance of up to 11 millimeters. Fuel accumulated in the combustion
chamber during a starting failure, is removed by two drain lines which
are fastened to the lower part of the case of the combustion chamber.
. TURBINE
The gas turbine is axial and serves to power the compressor and
the engine and aircraft accessories.
The gas expansion factor (5) of the turbine is 3.4. For more
efficient utilization of the energy of the gases, distribution of the
gases is divided [equally] between two stages of the turbine. Each
stage has a stator vane unit and turbine wheel. Both discs .of the turbine
wheels are on the same shaft.
The hot gases pass from the combustion chamber into the stator vane
assembly of turbine state I. On entering this assembly the gases have
a maximum pressure P of 6.16 kilograms per square centimeter temperature
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T2 of 810? C and speed C of 155 meters per second (Fig. 50).
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In the shaped channels between the stator vanes the pressure of
the gases is reduced to P = 4.31 kilograms per square centimeter and as
a result of this drop in pressure the absolute speed of the gases
increases to C1 = 473 meters per second. The gases leave the stator
vane assembly at an angle of 26 degrees to the face of the revolving
rotor of the turbine. The temperature of the gases drops, in the
meantime, to t1 = 722? C.
The gases strike the revolving buckets of turbine wheel I at.a
speed of wi = 255.6 meters per second; the magnitude and direction of
this speed is determined by the magnitude and direction of the absolute
speed ci and the perripheral speed, i.e., the radial speed of the buckets
111.
A further reduction in the temperature of the gases, e. e., is
when the pressure drops from p to p 3.4 kilograms per square centimeters
at stage I of the turbine, occurs in the channels between the buckets
of the turbine, as a result of which the mean speed of the gases between
them increases from wl to w2 = 422.6 meters per second, and the
temperature drops to t2 = 675? C.
Simultaneously the absolute speed of the gases drops to C2 = 247
meters per second, because apart of the kinetic energy gained by the
gas in the channels of the stator vane assembly is transferred to the
buckets of the turbine.
The turning buckets are subjected to forces resulting from changes
in the direction and speed of the gases as they pass over the passing
buckets, (active work of the flow). In addition to this, as a result
of the increase in the speed of the gas flow during its movement through
the channels between the revolving buckets (due to the spedial shape of
the revolving buckets), the jet force increases, acting on the revolving
buckets (the reactive action of the flow). The peripheral components of
these forces creates a iotating movement on the wheel of the turbine.
The temperature of the gases drops further in the stator vane assembly
and the revolving buckets of the stage II. At the same time the gas
parameters change in a manner analogous to the process described for
stage I of the turbine.
Diagrams of the flow section of both stages of the turbine,- a graph
of the changes of gas parameters, and the velocity triangels [vectors]
at the inlet sections are presented in Fig. 50.
From the turbine the gases proceed into the exhaust nozzle of the
engine at an absolute speed of C2 = 317 meters per second, which time the
gas stream is insignificantly twisted (angle d2.= 83? 9).
All components of the turvine, operating at high temperatures made
of heat-resistant steel. These include the vanes of the stator assembly,
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buckets of the turbine wheels, rims, the discs of the turbine and
other components.
The turbine consists of shaft 2 (Fig. 51) and stator vane
assemblies 3 and 4 of turbine stages I and II, respectively, which make
up the fixed portion of the turbine. The rear bearing of the rotor is
a roller bearing which supports the radial load Of the shaft.
Axial forces of the turbine rotors are carried by the ball bearings
of the compressor rotors and this helps to relieve the load on the ball
bearings of the center bearing of the engine. The ball bearing
compensates for a possible misalignment of the shafts of the compressor
and turbine.
The rotating motion of the turbine rotor is transmitted to the
rotors of the compressor by means of splined coupling..
4.1 Turbine rotor
The turbine rotor (Fig. 52 and 53) consists of disc 7 of stage I
disc 12 of stage II, buckets ,t3 and 10, cross braces 9 which connect the
discs, flanges 11, turbine shaft 3, ball coupling 1 of the shaft,
labyrinth 6, inner ring 4 of the rolle bearing, splined drive sleeve 2
and other small components.
Discs 7 and 12 of the turbine are made of forged E1481 type steel.
There are 86 broached grooves of fir-tree design in stage I for attaching
the buckets, in stage II there are 68. The grooves are cut at an angle
of 10? to the axis in both disks.
The following rings are attached to the disc of stage I;
a smaller front collar which serves to connect it to the shaft of
the turbine;
the rear one, of a larger diameter for joining the discs with the
the spacer ring.
The disc of the stage II also has two ring collars:
a front one for connecting with the cross brace and the rear
technological oollarl used for fastening the rotors of the turbine when
the turbine is assembled and disassembled.
Both discs have openings for bringing in cooling air.connections of
the disc between the cross brace and shaft have close tolerances.
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In order to prevent the pins from falling out as a result of .
centrifugal force, the blind flanges are screwed in and secured against
falling out by metal screw locks.
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The buckets of stages I and II of the turbine are forged of
stainless E1437A steel and subjected to additional machining. The
bucket has a root.
The profile of the bucket is varied along its length, it is
characterized by painted flanging, changing into a straight line on its
trailing edge. The root of each blade has a fir tree shape corresponding
to the fir tree track in the disc of the turbine. The fir tree locks on
both stages are the same. The geometric pattern of the fir tree locks .
takes into account equal distribution of stresses on the root of the
bucket. In order to reduce vibration stresses in the locks where the
blade joins the disc, the fir tree locks are designed to have a tolerance
when the engine is cold, which enables the buckets to adjust under the
influence of the centrifugal and aerodynamic forces when the engine is
in operation.
The buckets in the I stage.1 (see Fig. 54) have two projections
which together with the projections on the disc of the rotor make up
the [labyrinth] seal. An analogous seal is in the front part of the
roots of the buckets in stage II, while the [labyrinth) seal of the
wheel of the III [sic) stage consists simply of projections from the
buckets.
The buckets of the stage I are projected from a displacement in
an axial direction by a metal lock pin, which fits into a track of
the bucket, and the ends are bent toward the face sides of the discs.
The buckets of the stage II are protected from displacement by
metal safety lock pins, the round parts of which fit in the tracks of
the discs, and the ends are bent toward the face side of the buckets
from both sides. The construction of the locks prevents the possibility
of the buckets from touching the flange and this also prevents any
damage to it by the vanes.
The outer edge of an unmounted turbine wheel is ground to an
average tolerance as indicated in the sketch. The difference in the
weights of diametrically opposed vanes must not exceed 2 grams. The
assembled rotor of the turbine with its spitted coupling (Fig. 55) is
balanced dynamically to a precision of 40 gcm,
Balancing is accomplished by reworking the buckets, by drilling
openings in the blind flanges of the pins joining the discs with the
separator and the disc of stage I with the shaft of the turbine and
by shaving material off the border of the splined lining in the places
marked with the letter "D" (see Fig. '55).
Separator 9 (see Fig. 53) serves to strengthen the connection of
' the discs of stages I and II of the turbine rotor. It has the shape
of a truncated cone with two rounded ends.
The forward smaller rounded end serves to fasten the disc of stage
I, and the rear rounded component, for the di5ic of stage IX. To assure
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the necessary seating depth for the separator on the discs, the support
seats are machined to a fixed depts.'
In order to guarantee the centering of the discs and the transfer
of the turning motion (in a heated state) each end 30 has Openings for
pins. The openings for the pins are made when the unit is assembled. -
To make the separator lighter, the face sides and the internal
surfaces of the rounded' edges are machined. It is made as a forging .
out of stainless E1481 type steel.
The flange [II] has the shape of a truncated cone with a flared.
base for the purpose of joining it with the disc of stage II. The
flange is fastened by long pins, which also serve for fastening the
disc of turbine stage II to the separator.
The flange serves to:
a) direct the cooling air into the locks, holding the buckets of
the stage II.
b) _protect the periphery of the discs and the locks holding the
buckets against the effect of hot gases.
The flange base is milled in order to reduce the weight.
The flange is drop forged of stainless El4O1 type steel.
The flange of shaft 3 serves to transfer the turning motion from
the rotor of the turbine to the compressor. The shaft is hollow and
at the rear it has a flange, facing the disc, are circular grooves
whose task is to reduce the transfer of heat frorri the disc to the ?
shaft. The shaft is fastened to the disc by radial pins. In order to
reduce the weight, the flange of the shaft is machined down.
In order to increase the strength of the rotor the disc of stage I
is Shrink fitted on the shaft on a specially prepared seating on the
shaft flange. This flange contains openings, and it fills the space
between the shaft and the disc Pd. Along the outer periphery of the
front end of the shaft [assembly] are involute gooves for, transmitting
the torque of the compressor rotor by means of this coupling. The
grooves have two planes which serve to center the couplings. [sic] The
rear plane has a recess for securing the collplings in an axial direction
by means of a locking collar.
,One of the teeth of the grooves is adapted along its entire length
for locating the locking coupling, which aligns the couplings with regard
to the shaft in a uniform position for all movements of the motor; This
safeguard permits the maintenance of rotor balance. Also located here
is a threaded countersunk opening for securing the rotor shaft.
Inside of the shaft is a thread and two precision cylindrical
surfaces for centering and securing the shaft.
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?
50X1.
On the rear of the shaft, on its outer surface, are two precision
cylindrical surfaces for centering the collar of the turbine shaft.
The shaft of the turbine is made of type 40CHNMA [40KhNMA] steel.
Ball coupling 1 of the turbine shaft serves to transfer the axial
forces of the turbine rotor on to the rotor of the compressor, and also
,for compensating misalignment of the rotors of the compressor and
turbine. The axial force of the turbine rotor is received by the surface
of the large ball of the coupling through the cover of the bearing,
which is fastened by bolts to the splined collar of the compressor rotor.
The rear part of the ball coupling has a small ball for transferring
the axial forces acting to the rear.
The ball coupling is screwed into the shaft of the turbine with a
precisely determined torque, and then it is secured on the shaft by a
special stop dog for which an opening has been milled on the ball coupling.
The stop prevents the ball coupling from unscrewing during engine
operation,.and provides for proper setting under the engine is
reassembled, i.e., it assures the maintenance of turbine rotor balance
and the proper functioning of the grooves.
The ball coupling is centered on the shaft of the turbine on two
cylindrical surfaces, whioh together with the grooves are aopper coated.
Between the small centering area and the grooves are found cutouts to
reduce the weight of the coupling.
On the outer [7] surface of the ball coupling are involute grooves,
used for screwing into the shaft of the turbine. This coupling is made
of type I2CH2N4A [12Kh2N4A] alloy steel and, in addition the surfaces of
both the small and large ball, is carburized.
Seal sleeve 5 of the turbine shaft serves to accommodate components,
fastening the inner ring of the roller bearing and for sealing the oil
area of the bearing. The sleeve is set on the shaft beside a centering
pin and it is secured to it by four cylindrical pins.
In order to reduce the transfer of heat from the shaft to the
[bearing inner] ring, the inner surface of the sleeve has 60 splines.
On the outer surface is a precision rolled area for the placement of
the bearing ring, and also the [labyrinth] seal grooves.
The inner ring of the bearing rests with its rear face against space
ring 13, and on the other side it is fastened to the nut 16 of the rear
bearing. The nut is screwed on the threaded end of the sleeve on its
three equally spaced grooves and in one groove is a metal lock pin 15'
bent into the opening of the nut The lock pin is secured in an axle
direction in'a recess of the ring 14, which is set in place between the
ring of the bearing and the nut. In order to prevent the ring 14 from.
turning while screwing on the nut, it has two bits [7], fitting into the
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proper grooves of the sleeve of the turbine shaft.
The sleeve of the shaft is made of type 30CHGSA [30KhGSA]..
The [labyrinth] seal of turbine shaft 6 serves to seal the oil
area of the rolle bearing, it is a cylindrical, ring on whose outer
surface ridges have been machined.
Through a precision cylindrical surface the, labyrinth is pressed .
on the corresponding surface of the sleeve of the turbine shaft and is
secured by four set screws. It is made of type 30CHGSA [30KhGSA]. steel.
The splined coupling sleeve (see Fig. 55) consists of splined drive
sleeve 1, centering ring 2, and spring locks 3.
Splined sleeve 1 is made of type ACCHNMA [40KhNMA] alloy steel.
It has internal splines for joining with the shaft of the turbine. On!
the outer surface are annular recesses and short splines for seating the
retaining collar. .The front part of the collar has short internal
splines with which it connects with the [front] splined coupling (see
Fig. 51).
On the outer perimeter of the front part of the collar are annular
recesses making up the distribution level up to.which it is possible
disassemble, the components of the collar during its balancing [?]:
The centering surfaces of the collar, with .regard to the shaft of
the turbine, consists of the internal surface which specially pressed
into the sleeve of ring center 2. and the cylindrical surface under the
.oblong grooves C (B) [sic].
The center ring is secured, with regard to. the collar, by a
threaded stop B (z), whose projecting end is seated in the groove of .
the truncated tooth of the turbine shaft. This assures the precise
mutual spacing of both components when assembling the engine. ?
On the tapered surface of the collar are 3 openings A, serving to
' bring the oil to the engine. In one tooth of the oblong grooves of the .
collar is an inset ring, which contains a spring fastener 3. This '
safety component consists of bolts 4, springs 5, and a safety sleeves 6.
The splined drive sleeve is secured in an axial position by a locking
collar.
Locking collar 5 (see Fig. 51) is a ring with grooves on its inner
surfacer' the front side has oblong grooves, the back side .-. involute
grooves. Among the grooves, are ring recesses. Through these grooves the
collar is centered according.to the oblong grooves of the outer surface
of the splined drive sleeve. In the center of the annular recess is an
opening into which falls a locking pin for securing the collar. The
opening is spaced in such a way so that the teeth of the grooves of all
three connected components :(splined drive sleeve, locking collar and r.
shaft of the turbine) are placed in mutual oupsition to each other.' '
S-E-C-R-E-T 6d
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In this position the locking collar is tightened by the spring lock nut
3 (see Fig. 55).
2. Stator assembly of stage I
? The stator assembly of stage I (Figs. 56, 57, and 58) Consists of
outer casing 4, inner casing 1, stator assembly frame 2, cover 3, upper
and lower supports 6, stator vanes 5, flanges 7 and fastening components.
The outer case is made of type 1CH18N9T [1Qh18N9r] steel. The front.
flange is connected with the frame and the case of the combustion chamber
by 56 bolt, .a number of which are screwed in, and 16 are [for engine -
mounts] extended to accomodate the aircraft mounts. Aside from this, .
the frame and flange are joined by 11 "technological" bolts 8.
Labyrinth [seal] ring grooves are machined into the outer periphery
of the front flange to reduce escape Of air from the combustion chamber.
Machined diagonally into the front side of the flange are grooves for
bringing cooling air into cavities obstructed by the outer case and
the upper supports.
The rear flange is connected to the case of the stator vane assembly
of turbine stage II. It has been machined along the periphery between
the openings in order to reduce Weight. This recess also serves' to
facilitate assembly and disassembly of the casing of the combustion
chamber. On the wall of the lower part of the case is a level surface
with an opening for draining fuel in the event of a cold or an
unsuccessful start.
The inner case is made of type 1CH18N9T [IKhlbN9T] steel. .It has
two flanges. The front flange is joined to the frame by bolts, a number
of which are stud type. The front side of the flange has a semicircular
recess with diagonal openings, serving to bring cooling air to the area .
between the case and the lower support.
Flange 7 of the stator vane assembly is fastened with bolts to the ,
rear flange of case 14 [sic].
In order to reduce the: weight, both flanges are machined down
' between the fastening openings.
Frame 2 of the stator vane assembly serves to achieve a strong
. connection between the inner case of the assembly and its outer_case,
and also for transferring the torque and forces acting on the case of the
combustion chamber and the housings of the rear bearing. The frame of
the stator vane assembly unit is centered on theujivots of the turbine
shaft and the Center housing of the rear bearing by an inner flange.
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The frame consists of an outer ring, an inner ring and 14 equally 50X1
spaced strute along the periphery, as well as fastening components.
The outer and inner rings are made up of 14 segments into which the
flame tubes fit. The outer ring of the frame is made of type 1CH18N9T
[lKh18N9t] steel.
Recesses to reduce the weight are found between the fastening open-
ings and they also serve to bring cooling air to the diagonal grooves
on the front flange of the outer sleeve of the stator vane of assembly.
On the rear side of the rings is a rolled recess for centering the
ring of the outer frame with regard to the outer case. The recess is
milled in places. This recess together with the lightening holes assure
the entry of air into the areas between the outer case and the upper
supports.
Support strut 2 (Fig. 59) firmly joins the inner with the outer
rings of the stator vane assemblies. The strut is connected to the outer
ring with bolts, at the other end the strut has threaded pin. This pin
fits into an opening of the inner ring and is fastened to it by a nut,
which is prevented from unscrewing by a lock pin.
The strut is installed in special grooves in the inner rings of the
frame. The outer side of the strut is round P] and with its projection
is set into the outer ring. The strut has a T-shape and it is forged
of type 4CH14N14V2M [4Khl4N14Vam].steel.
The side surfaces of the strut bordering the openings of the flame
tubes are nitrided.
Along the axis of the strut are two openings for screws which are
used to fasten the streamlined covering, while the upper opening is milled
in such a way that the covering may freely expand when heated during opera-
tion. The strut has 5 openings of a smaller diameter serving to bring air
into the streamlined covering.
The inner ring of the frame is made of type CH23N18 [Kh23N18] steel.
It has 112 openings located in pairs in 56 places -- for bringing cooling
air into the areas between the inner ring of the stator vane assembly
and the supports, and also 14 openings for bringing in air for cooling
the turbine rotor in the area obstructed by the flange of the stator
vane assembly.
Streamlined coverings 1 (see Fig. 59) are used for smooth passage
of gases from the flame tubes to the stator vane assembly. The covering
is made of a sheet metal material of welded construction. The covering
consists of two walls: side and front.
Welded to the front wall are two pins with threads so that the
covering can be screwed fastened to the strut of the frame. The covering
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is forged of heat-resistant CH2ON8OT [Kh2ON80T] type steel.
50X1
The lower mounts 1 and upper mounts 2 (Fig. 60) for the outer and
inner rings of the stator vane assembly are fastened at 56 locations,
forming, when assembled with the vanes, passage section of the turbine.
In an assembled state, the vanes are located in the areas between the
areas.
The areas formed between the mounts are precision cast from heat-
resistant type CH23N18 [Kh23N18] type steel and some of the surfaces are
machined. Every mount has three threaded lugs used for fastening the
mounts to the frame of the stator vane assembly. One of the bolts is
of a stud type.
The mounts are of a casing type. Cooling air passes into the space
created between the mount and the frame which considerably reduces the
temperature of the frame of the stator vane assembly so that even with the
considerable dimensions of the engine, minimum radial clearances of the
turbine are maintained at all operating regimes. In addition, such con-
struction makes possible the easier changing of the vanes.
Vanes of the stator assembly of turbine stage I (Fig. 61) ?are pre-
cision cast of heat-resistant type ZS6 [ZhS6] steel and also undergo
machining.
The profile of the vanes is constant. In order to achieve the
necessary exhaust angle for the gases, the vanes are bent. Along its
passage portion the vane decreases in thickness giving the leading edge
a greater thickness, thus strengthening it and [helping to] preventing
cracking.
The vanes can be moved in a radial direction, permitting them to
expand when the engine is in operation.
74.
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They are set between the mounts with a clearance for the vanes to
prevent them [the vanes] from wedging during operation. To reduce the
transfer of heat from the blades to the casing, the face surfaces have
a rest projection.
After being assembled, the minimal passage area between the vanes
of the stator assembly is 'checked. F 2225 to 2245 square centimeters,,
the prescribed area, is achieved by proper vane selection.
Flangs 7 (see Fig. 58) together with the inner frame of the stator
vane assembly and the ring of the frame makes up the annualar area
through which air passes, through special openings, for cooling the
disc turbine state I and the housing of the rear bearing.
The flange is made up of the flange wall and two additional flanges
welded to it. One of the flanges is fastened to the inner frame of the
stator vane assembly, and the other is set over the outer section of the
flange on the housing of the rear bearing. Both flanges and the wall of
flange 7 are made of type 1CHi8N9T [iKh18N9T] steel.
4.3. Stator Vane Assembly of Stage II
The stator vane assembly of Stage II (Figs. 62 and 63) consists of
housing, stator vanes 2 (56 pieces), outer and inner rings of the stator
vane assembly 4 (56 pieces), supports 5 (56 pieces), serving to reduce
the transfer of heat from the rings to the housing, mounts 3 (28 pieces)
and fastening components.
On the front flange of the housing is a cylindrical projection,
which is used to align the stator assembly with the outer case of the
stator vane assembly of stage I, and is fastened to it by 56 bolts of
which 7 are stud bolts. Fastened to the rear flange of the housing with
56 bolts is the engine nozzle.
After assembly the passage area between the blades of the distribu-
tion unit is checked. This area must equal 3390 to 3460 square centi-
meters.
The housing 1 of the stator vane assembly consists of a case, weleded
of sheet steel, two flanges, electric welded to the case and used for
fastening the stator assembly to the engine. The flanges are machined
out between the fastening openings to reduce the weight. The flanges are
also used for attachment to the combustion chamber case [i.e. through
stator assembly of stage I].
The case has four lines of openings for fastening the blades and
also the outer and inner rings of the stator vane assembly. On the lower
part of the wall is a small surface with an opening through which fuel.
72
S-E-C-R-E-T
No Foreign Dissem
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No Foreign Di
?
?
50X1
which had gathered in the passage part during a cold or an unsuccessrul
start is drained.
All components of the housing are made of type 1CH18N9T [1KhNi8N9]
stainless steel.
Vanes of the stator assembly of turbine stage II (Fig. 61) are
forged of Ei437A type heat-resistant steel. The vane is of an equal
height and is curved to create the necessary exhaust angle for the gas,
leaving the stator assembly.
The upper part of the vane evolves into an area with two openings
for receiving the counter sunk screws for fastening the vane to stator
assembly of turbine stage II.
For reducing transmission of heat from the vane to the housing of
the stator assembly, the outer end [of the vane is machined to reduce
the area of contact with the housing and to permit passage of cooling air.
The bottom part of the blade terminates in a pin with threads to
which is fastened a mount (one mount for two blades).
The mount is fastened to the blade by a nut locked by a metal pin.
The outer and inner ring elements [mounts] of the stator vane assembly
(Fig. 65) are made of forged 1CH18N9T [KhNi8N9T] type steel. On the outer
surface of the ring is a machined area to which cooling air passes through
two special grooves in the face of the front wall from the stator vane
assembly stage I. The back face of the wall has two similar grooves for
bringing in air.
In the center of the ring 'mount element] is a hole into which fits
the outer end of stator vane unit. On the inner surface of the mount
element are two countersunk openings for bolts which hold the moun t to
the housing of the stator assembly. The openings [for the vane] are oval
and expand with temperature.
The sides of the mount elements have longitudinal ribs serving to
reduce the passage of air from the cooling area to the passage part, and
for assuring the necessary strength of the elements. The assembled
mount elements make up the outer passage wall of the turbine channels.
The mounts (Fib. 66), when assembled, make up the inner wall of the
passage part of the stator vane assembly. The mounts have two counter-
sunk openings for seating the threaded pins of the blades [two]. On both
face surfaces of the mounts are found two concentric projections [when
assembled] which, when assembled, make up the [labyrinth] seal into which
fall the appropriate projections of the buckets of the turbine. This
seal between the mounts and the buckets of the turbine, prevents the
73
S-E-C-11-:EJT
No Foreign Dissem
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S-E-C-R-E-T
No Foreign Dissem
passage of gases from the flow channel to the area between the rotor
and the mounts.
In a cold state there is a certain amount of clearance between
the mounts, which is needed for thermal expansion and when the engine
is operating.
The mounts are made of type CH23N18 [Kh23N18] steel.
4. Radial and Axial Clearances in the Turbine
The amount of clearance between the moving and fixed parts of the
turbine is determined, to a great extent, by engine operating modes.
Large clearances lead to a lower economy of operation because a part of
the power of the gases is lost to the turning buckets. Small clearances
could lead to abraison of components against stationary parts due to
distortions caused by high temperatures. Therefore, during the assembly
of the engine, special attention is given to setting and checking the
radial and axial clearances (see Fig. 51).
Radial Clearances
S - Between the rim and the rotating
buckets of the wheel of stage I
Between the rim and the rotating
buckets of the wheel of stage II
G - Between the labyrinth seals on the
disc of stage I and the mounts of
the stator vane assembly of
stage II
D- Between the labyrinth seals on
the rotating buckets of stage II
and the mounts of the stator
vane assembly of stage II
- Between the rear areas on the
? disc of stage I and the mounts of
the stator vane assembly of
stage II
- Between the rear surfaces on the
rotating buckets of stage II and
on the mounts of stator vane
assembly of stage II
Cold
4.5-5.9 /
.4.5-5.9
Operating
(approx. data)
0.6-2.0
0.8-2.2
4.62-5.55 ? 0.9-1.8
4.57-3.9 ? 0.8-2.1
clearance
3.96-6.5 increases
clearance
4.04-7.06 decreases
50X1
71.
S-E-C-R-E-T
No ForeiGn Dissem:
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No Foreign DD
Axial Clearance
K - Between the face surfaces of the
inner mounts of the stator vane
assembly of stage I and the face
surfaces of the shoes of the
rotating buckets of stage I
(support 6 is set up)
- Between the face surfaces of the
mounts of the rotating buckets
of stage I and the face walls of
the mounts of the stator vane
assembly of stage II
V - Between the face surfaces of
the mounts of the stator vane
assembly of stage II
Between the face surfaces of the
mounts of the rotating buckets and
the face surface of the exhaust
nozzle [housing)
4.5 Cooling of the Turbine
50X1
Operating
Cold (approx. data)
14-15
10-11
5.4-744
8.7-10.7
10.5-14.17
.7.2-10.9
8.63-12.65
11-15
The components of the turbine which work under high temperatures,
are cooled by flowing air which is withdrawn from the areas
between the burners.
Thus the possibility arises for significant reduction of the
temperature of the components and the use of inferior types of
special steel on some components.
75
S-E-C-R-E-T
No Foreign Dissera
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No Foreign Dissem
50X1
Components of the turbine which are cooled are the discs of stages
I and II, roots of the working blades of both stages, the outer case of
the stator vane assemblies, coverings of the struts, mounts of the stator
vane assemblies, inner case of the stator vane assembly stage I, and
other components.
The air cooling the outer case of the stator vane assembly pro-
gresses from cavity "a" (Fig. 67) between the flame tubes, by special
channels in the outer case of the stator vane assembly of stage I and
also by the flanges of the frame to area "b", bounded by the mounts and
cases.
A part of the air passes through the clearances of mounts and also
through the mounts and the stator.vane assembly, passing into the work-
ing channel of the turbine. A large part of the air passes via the
milled grooves into the vent holes "c-b" [?] between the segments of the
rings and casings of the stator vane assembly of stage II, thus cooling
them. It further passes on into the working channel behind stage II of
the turbine.
The air cooling the coverings of the struts progresses through open-
ings in the struts, it bathes the coverings from the outer side and cools
them. A portion of this air passes through a special flange in the front
wall of the covering into the inner cavity "d-2" [?] passing out through
two openings on the face sides of the case and mixing with the gases.
The inner case of the stator vane assembly of stage I with the lower
mount is cooled by air brought in through special openings in the frame
and the diagonal openings of the inner case into area "d," bounded by
the mounts and cases. A part of the air passes through the clearances
between the mounts and the blades and passes on into the working channel,
the other part of the air is directed for cooling the face sides of the
discs of stage II via special grooves on the rear wall face of the inner
mount [ring].
Air is taken from the cavity between the flame tubes through 14
openings of the inner ring of the frame for cooling the discs of the
turbine rotors and it progresses into the ring area "f-e". This area is
created by the flange, the inner case of the stator vane assembly of
stage I and the casing of the frame. From there the air passes via an
opening in the flange toward the disc of stage I and the housing of the
roller bearing, and it fills up area "g-?" ahead of the first rotating
wheel; it also cools the locks of the rotating blades of stage I through
special openings, and cools the periphery of the discs.
76
No Foreign Dissem
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S-E-C-R-E
No Foreign .
?
?
Through the openings in the discs of stage I the air passePP.S.1to:
a) the "h-3" areas, bounded by the discs of stages I and II,
and the separation; all of these components are cooled by it;
b) into the cavity "i", bounded by the mounts of the stator
vane assembly stage II, the rotor disc and the separator:
From the "h-3" areas between the discs of the rotors and the
separator the air passes through openings in the disc of stage II into
area "k" bounded by the disc and flange, and it cools the locks of the
rotating buckets of stage II. A part of the air from the area between
the discs of the rotor passes through a drilled opening in the disc of
stage II and into area 1 between the disc and flange of the exhaust
nozzle.
All of the air brought in to cool the rotors of the turbine is
further mixed with the gas stream. The amount of air used for cooling
the turbine equals about 2.5 percent of the total amount of air taken
in to cool the engine.
77
S-E-C-R-E-T
NO Foreign Dissem
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NO Foreign Dissam
5. MIAUST NOZZLE
The working gases deliver a large part of the energy which they
possess to the turbine, however on progressing into the exhaust noz-
zle they still have significant pressure. Here in the exhaust nozzle
the potential energy of: the gas stream is converted into kinetic
energy as pressure is reduced, the temperature falls, and the speed
increases significantly. The speed of exit of the gases from the
exhaust nozzle of the engine determines the thrust of the engine.
The exhaust nozzle of the engine (Fig. 68) is made in the form of
a tapering channel, but is not of an adjustable type. The exhaust area
of the nozzle extension is determined according to individual engine
performance.
50X1
Exhaust nozzle (Fig. 69) consists of the inner case 18, nozzle
cone case 36, turbine exhaust stouts 5, front closure 1, nozzle ex-
tension 28, heat insulation 19, and outer case 20 serves to protect
components of the engine from overheating. Cleat insulation is
modified).
The exhaust nozzle extension (see Fig. 74) serves to further pro-
tect components of the aircraft from overheating, as does the protec-
tive case of the stator vane or assembly of stage II and the exhaust
nozzle (up to the extension) and the opening [scoup] for the passage
of the cooling air.
The exhaust nozzle is fastened by front flange.7 to the rear flange
of the stator vane case or of stage II.
The exhaust nozzle has 4 lugs with supports 16 for case welded to
the outer location of the TVG-11 thermocouples which serve to measure
the temperature of the gases behind the turbine. The lugs for the
thermocouples 15 are used also for fastening the outer case 20 by means
of the cupped inserts and anchor nut 14.
The inner case of the nozzle and'the-ekhaust-cone are connected
to each other by six turbine exhaust struts, to form the exhaust Channel
of the nozzle.
Each strut is rigidly joined to the exhaust cone by electric
welding and also by four bolts 32.. The bolts are tightened down
by castellated nuts 33, under each of which two mouting.plates 34 are -
placed.
Each strut is connected to the inner case of the nozzle, by radial
screws 11, the threaded part is screwed into the bosses 10; these
screws are welded to support 9 and the cylindrical pert fits tele-
scopically into projection 8, welded to the casing. Such a connection
permits the inner case of. the nozzle to freely expand in a radial
direction with regard to the cute78r case when it is heated.'
S-E-C-R-E-T
NO Foreign Dissem
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No Foreign Di
?
?
To eliminate possible distorticn of the exhaust struts and t50X1o -LaKe
the pressure off screws 11, caused by the radial pressure of the gas
flow, the outer case is further connected to each strut by screws 23.
Screw 23 is screwed into cover plate 25, welded to retainer plate 12,
and the part falls into the opening of insert 26, which moves freely
in an axial direction along a groove of the centering bushing 24.
The insert is secured from falling out by ring 22 welded to
cantering bushing 24.
The centering bushing is welded to the upper wall of the exhaust
strut 21. This connection permits the outer case to expand in an axial
direction with regard to the blades when heated, and it is secured by
radial screws 11.
The outer case of the nozzle is made of steel sheet 1.5 milli-
meters thick and butt welded, at most, from six parts. In order to
strengthen the weld joints, four reinforcing plates 3 millimeters
thick are welded to each of them on the outer case.
Two flanges 7 and 27, milled about the periphery
fastening openings in order to reduce the weight, are
surfaces of the inner case. On flange 7 this milling
for carrying out the assembly and dismanteling of the
case.
between the
welded to the face
is also necessary
combustion chamber
The flanges have 56 openings; on front flange 7 the openings are
in the form of radial sections in order to permit the flange when heated,
to expand in a radial direction (with regard to the case of ;le stator or
vane unit of stage II). Three rows of rings 17 are electrically welded
to the outer surface of the inner case for the support of the outer case.
In each row there are 27 ring segments. The rings_have eyes for fasten-
ing"the heat insulation springs.
In the front part of the inner case between the first and second
row of rings are welded supports 9 and case cover plates in [groups?]
sixes in a single row.
All components of the nozzle inner case are made of type 1CH18N9T
[11Qh18NGT] steel.
Nozzle cone case 36 is located inside the nozzle.
It is argon-arc welded of two truncated cones 4 and 13, made of
steel sheet 2 millimeters and 1.5 millimeters in thickness.
Cone tip element 29 is welded to the apex of the cane and flange
3 to the base of the cone. To the inner flange 3, which has 24 thread-
ed openings, is front closure 1 with screws 2.
79
S-E-O-REJ1
NO Foreign Dissem
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'
NO Foreign Dissem
Five circular rings 30 are spot welded inside the cone for re-
inforcement.
? All ccapcnents of the cone are made of type 1CH18i9T E1KL18N911
steel.
Turbine exhaust strut 5 serve to connect the outer case and cone.
The strut consists of the strut proper 5, the upper faces 21 of the
strut, reinforcement 6, aft edge 35, lugs [7] and centering bushing
24. It is made of steel sheet 2 millimeters thick and is streamlined
in design.
The face sides have flanges. To the upper flanges are welded the
top of strut 21, and the bottom, is welded to the cone case.
In order to increase the support surface, aft edge 35, with its
four openings for screws to secure the strut to the inner wall, is
argon-arc welded to the cone and the lower terMinal pert of the strut.
Reinforcement 6 is welded inside the strut to give it greater ,
strength. Projection 8 and the centering bushing are argon-arc welded
to the top of the strut. Components of the casing are made of type
1CH18N9T [11- g
-p-I-)
C) F4 c) ,
m ? 0 ?-...
_,
0 r .... 3 4.,
F-4 c) c.)
C rl 0
0 ' C
0 :=. e ' c.1
P r.
(4 ..-- ?,-- 0
? r- ' r
-;
,_ r) k- 1
)r '. '&
. , 0
4-, F-1 0 L'.
.. c..r.-17 actjt) rf.- 01-1
,-.1 00
0 a)
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0 0
0 4- 1
C.) P C: ? 0
0
i..,,
81. -9tr. i t'.(?::)- :::11. '......'..-CO: ,.,4-':
4.-1 $-i Cr.
0 0 ;
4) f-i c :)
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r i
ci
0
rc! 4.) c' 4-4 4)
C 0 0
C') r0 r-I
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ci or? I ? ?rt ::::
6' r8 c? ..-1
0 0
1..9, "') Z.. ) CI
r--). ?..-. .
? r . C. )
C-- ? E ' .. ? f )
r r. . .
50X1
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S-E?0-11-E-T
No Foreign Dis
":7*C111
??-; 43.,
?
?
?
?
Figure
.;
I
? ? 7f! Of r Jr. ? !ri?4 S? ?
? t7,iest?, -6t .e.?ii"14-???-?t!..0;"A
'',..:.?,:r?A'F,;,:,?? .:A;'-'?: ?
.
-t ?
./
?
??:' ?
:5),J
Vic;
Figure 240. Hydraulic Switch
1. Socket; 2. cover; 3. microswitch roller; 4. housing;
5. support; 6. piston pin; 7. connection; 8. seal; 9. spring.
S-E-C-R-E-T
No Foreign Dissem
50X1
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No Fore i.,. Dissem
?
?
?
?
Figure 2q52. 1.1-228 Reversing Valve
1. Housing; 2. input connection; 3.
4. springs; 5. floating valve.
output connection;
Figure 2;53. Air Relief Valve
1. Arm; 2. fork; 3. pin; 4. insert; 5.
7, 10. nut; 8. bolt; 9. housing; 11. valve;
13. seal; 14. plug; 15. shuttle valve.
92
S-E-C-R-ET
NO Foreign Disse
axle; 6. spring;
12. bushing;
50X1
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No Foreign Dis
?
?
50X1
Figure 28. Landing Gear Valve
1. Pressure connection; 4. return line fitting; 5, 6. spring;
7. retract shuttle; 8. housing; 9. bushing; 10. nut; 11. retract
button; 12. extend button; 13. guide; 14. seal; 15. extend
shuttle; 16. valve seat; 17. check valve; 18. valve spring.
?93? ?
S-E-C-R-E-T
No Foreign Dissem
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:o
?
?
Relief Valve
This valve protects the tubes of the cooler. I. is ccnn r.
betueen the cooler ,Ind the auction tubing of the pw. 3.11
opens at n pressure o2 120 to 125 kilolvms per sAuure
It is installed in the "26-27" stiffener secUen cn the ri7i1.
of the body.
The valve is found only in the neu drullc s
[Translator's note: The sketch has severa_L numbers
out different parts of the valve, but no =comp:Irving key.]
94
Foreix. D.ssc.
50X1
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b -11; ? -0 -1.i?-?11;-?".
No Foreign D
?
,.-"O.n.?;;AVA,
ct
,-7"."??tv,.
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SCZNIZISECIStx
? ? -
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P ,: - i 4 -t. ,
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Vttos.,-
4:-,,-
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V.::::.
fi
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tti .
P-
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11111
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ir
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;;....-'? .... t.1
IVISCARON--.?;-?,.,,..;:,...:,
IrgoogligtVWDEITV
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4WD
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ENVIAI5,33
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..,..,,,, .,.
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IX MEM -
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50X1
Graph Showing Relationship of Nose Gear Shock Absorber Compression
to Pressure
No
?
No Foreign Dissem
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b -T. ? I.; -E-.11; -11
No Foreign DiE
?
?
?
50X1
Fig 1.14 Min Landing Gear Strut
1. Shock absorber; 2. Suspension frame; 3. Angle struts; 4. Stabil-
izer shock absorber; 5. Bogie frame; 6. Actuating cylinder; 7. Wheels
8. Arm; 9. Crescent-shaped tie rod; 10. Bogie adjuster fitting; 11. Two-
arm lever; 12. Axle arm; 13. Suspension.pit;14:-Boie Connection pin;
15. Lower brake tie rod; 16. Upper tie rod; 17. Wheel Axle; 18. Adjuster
fitting; 19. Shock suspension frame holder
- -96
S-E-C-R-E-T
No Foreign Dissem
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No Foreign Dissem
?
?
50X1
Fig 1.16 Suspension Frame
1. Holder; 2. Arm; 3. Adjustment screw; 4,10,11, Pin; 5. Axle;
6. Arm; 7. Holder; 8. Washer; 9. Pulley; 12. Tapered insert;
13. Nut; 14. Pin
- 97
S-E-C-R-E-T
No Foreign Dissem
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S-E-C-R-E-T
No Foreign DiSE
50X1
Fig 1.18 Main Landing Gear Shock Strut
1. Fork; 2. Lock screw; 3. Lower section; 4. Bearing; 5. Pin;
6. Center section; 7. Cylinder; 8. Support member; 9. Bolt; 10. Nut;
11. Filler valve; 12. Plunger head; 13. Cotter pin; 14. Nut; 15. Bearing
cover; 16. Upper half of bearing; 17. Plug; 18. Lower half of bearing;
19. Holder; 20. Limit switch; 21. Rubber cuff; 22. Plunger tube; .
23. Plunger flange; 24. Seal; 25. Upper guide sleeve; 26. Shuttle valve
ring; 27. Pin locking the sleeve; 28. Needle; 29. Pin; 30. Support nut;
31. Support ring; 32. Upper support; 33. Tightening cuffs; 34. Lower
spacer ring; 35. Bushing; 36. Seal; 37. Partition; 38. Support ring;
39. Piston; 40. Pin; 41. Insert; 42. Piston insert; 43. Piston head
-98-
S-E-C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
No Forcign Diss:1
?
?
?
?
Operation of the Nain Landing Gear Shock Strut
(Key to numbers not given]
99
S-E-C-2-E-T
No Foreign Ihssem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
-i.: C - -T
No Fori..1
Figure 1.26 Stabilizer Shock Absorber
50X1
1. Washer; 2. Lower removable head; 3. Seal; 4. Gast; Da.;:c'Aa
6. Plunger head; 7. Piston sleeve; 8. Screw; 9. Nut; 10. 7iller
11. Piston; 12. Plunger tube; 13. Plunger flange; 14. Cy1ind2r;
head; 16. Seal; 17. Spacer ring; 18. Leather cuff; 19. RubbJr
20. Spacer ring; 21. Bushing; 22. Seal; 23. Ear; 24. Bearing jcln.;
25. Openings in piston; 26. Circular chamber; 27. Fistcn chamber;
28. Cylinder chamber; 29. Plunger piston chamber; A. Comprus&.:d
absorber B. Disengaged (free) shock absorber C. ExtendJd
* * *
100
.;
No Yorei_n asse_
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
?
No Foreign Dissem
V
2
rf
211111.11=r-
< 44:444 Imat INV immimmi
A411,
A--
risim_11
? 1
?
?
e,
-
4
50X1
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
No Foreign Dissem
Key to Fig. 2.1 -- The New Hydraulic System of the Tu-104
1?Hydratlic switch UG-34
2--Control valve for the windshield wipers GA-171
3?Brake valves
4?Hydraulic motors for windshield wipers GA-211
5-,Air flap valve ?
6--Pressure gage of emergency brake system, MG-250
7--Pressure gage of normal brake system MG-250
8--Pressure gage of main hydraulic system ND-250
9--Actuator cylinder of spacer mechanism
10-,Actuator cylinder of the nose gear
11?Cooler
12?Hydraulic reservoir of main system
13--Pressure gage for air pressure system NV-4
14?Hydraulic reservoir of brake system
15--Shock strut
16?Hand pump NR-01
17--Hydraulic accumulator for emergency brake system
18-,Air pressure reservoir
relief valve
20-,Accumulator for brake system
21?Panel for the ground connections
22--Electric pump
23--Pump air-vent
24?Pressure reducer UG-53
25--Shuttle valve U2-25 ?
26--Reversing valve
27--Brake grill
? 28-,Electromagnetic valve UE-21i.
29- pump 435 VF
30?Check valve
31--Grill with filter
? 32--Hydraulic accumulator (pulsation damper)
33-,Air check valve
34.?Operating cylinder of main landing gear.
35--Disconnect valve
36--Throttle valve
37--Pressure reversing switch PDME-150
38--Shut-off valve
39--Relief valve
? 40?Fine filter FG-11
41?Main landing gear truck
42--Throttle valve
43--Relief valve
44-,Disconnect valve
45?Filter
46?Filter valve for emergency brake system
47--Signal switch SPM-130 with damper
48--Relief valve
49?Pressure relief valve for air reffivoir
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
50X1
?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9 -
S-E-C-VA-T
NO Foreign DIGO=
50--Valve for emergency braking U0.39
51?Nose gear control valve
52?Landing gear emergency control valve
53?Landing gear main valve
54?Grill (2-way throttle valve)
55?Uplack:: of nose gear
56?Throttle valves
57?Distributor shuttle valve
58?Uplbck of main landing gear
59--N,y1rau1tc lock
60?Inertial transmitter UG-24
61?Disconnect valve
62--Disconnect valve
63--Check valve
The changes between the new and old system are evident from the
individual diagrams. The old type system includes a flaw limiter, which
is replaced by grills in the new. type, mentioned miler. number 27.
50X1
103
S-E-C-R-EJ2
No Foreign
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
?
?
?
?
7...moss moarti
S -E ? C -R-E-T
No Foreign Disse:-.1
50X1
Ia.
ta0.3???
eih,11111??
tIelta?
.:=Seni? 43,
LAME., NM.. ? ?
ftntimwom;
CiPMat.10
l?dokak.
M?11..??? tet,11.14?
4/9'
""'
V.74;:g
???Mo am.
,NVe>46x.
C6
0111.101120
VCA011nell 011.1m4ses
intwildn?
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4AI
jiat4.1,
Ofeattstio,..?
tripP.I.btr.
CAIHIP4 (1111?1*91 ROAM.. ?
Xlainflon Marro,'
104
S-DC -R-E-T
No Foreign Dissem
?A0,
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
?
No Foreign Dissem.
BRIEF TECHNICAL AND OPERATING DATA ON THE HYDRAULIC SYSTEM
Gos GVF State Scientific-Research Institute of the Civil Air Fleet
50X1
NII
TU - 104
Hydraulic System
Brake System
Working Fluid AMG-10 oil (GOST-6704-53)
Working Pressure. 110 kg/cmd
Pump 465E: w1th D-4500 electric motor
Pump Delivery:
at delivery pressure of 150 kg/cm2
and working-fluid temperature of plus 25 deg C 8 liters /min
Amount of fluid in system 74 liters
Amount of fluid in reservoir corresponding to
the working level (put into reservoir) 22 liters
Reservoir Capacity 40 liters
Fluid pressure regulated by valve UG-50 proportional to an
applied force of 0-110 kg/cmd
Fluid pressure regulated by brake valve 1JG-39 proportional to an
applied force of 0-130 kg/cmd
Main System'
Working Fluid AMG-10 oil (GOST-6704(-53)
Working pressure of fluid at normal speed of 2,050 rpm 150 t 7.5 kg/cm?
Pumps two units [42690? - illegible]
Delivery of the two pumps at 2050 rpm and a back
pressure of 142 kg/cm2 maximum 56 liters /min
minimum 6 liters /min
Amount of fluid in system 96 liters
Amount of fluid in reservoir corresponding to
the working level (put into reservoir ) 24 liters
Reservoir Capacity 40 liters.
(See diagram for numbered parts identification:)
1. air flap valve
2. drainage tank
3. drainage system manometer
? 4. cooler
5. brake system reservoir
6. main system reservoir
? 7. drainage system connecting pipe
8. overflow pipe
9. manometer
10. hydraulic pump
11. overflow pipe.
12. overflow pipe
13. disconnect valve
pressure relief valve
EL057?
S-E-C-R-E-T
No Foreign Dissent
Declassified in Part- Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22: CIA-RDP80T00246A071200010001-9 -
No Foreign Dissea
15. emergency system manometer
16. check valve
17. hydraulic pump
18. accumulator (surge damper)
19. hydraulic pump
20. air intake connecting pipes
21. grill'with.filter
22. grill with filter
23. accumulator (surge damper)
24. brake system manometer
25. choke (throttle valve)
26. check valve
27. check valve
28. disconnect valve
29. main system manometer
30. aircraft power supply panel
31. disconnect valve
32. relief valve
33. filter
34. check valve
35. pressure switch
36. filter
37. shut-off valve
38. signal switch (alarm)
39. choke (throttle valve)
40. brake system reservoir
41. pressure release valve
42. disconnect valve
43. check valve
44. main system reservoir
45. check valve
46. hand pump
47. relief valve
48. filter
49. fluid flow limiter
50. check valve
51. brake valves
52. emergency brake valve
53. brake system landing gear valve
54. main system landing gear valve
55. nose wheel steering valve
56. pressure release valve
57. automatic braking valve (anti-skid valve)
58. hydraulic switches
59. grill
60. relief yalve
61. shut-off valve
62. nose gear actuator cylinder
63. throttle valve
64. hydraulically operated lock
? 65. distributor shuttle valve
66. reversing valve
50X1
? S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9 ?
S-E-C-R-E-T
No Foreign Disseza
? 67. shuttle valves
68. shuttle valves
69. hydraulically operated lock
70. hydratlically.operatdd-loak
? 71. pressure reducing valves
72. nose wheel steering valve
73. windshield vipers
74. left bogie
75. right bogie
76. anti-skid sensors(inertial transmitter
77. anti-skid sensors inertial transmitter
78. hydraulically operated locks
79. hydraulically operated locks
80 main gear actuating cylinders
author: D. I. Rydlikov
responsible editor: Ya. N. Peiko
draftsman: A. P. Azbigirov
Key: [bottom right corner of diagram]
suction line
pressure line
overflow line
drainage line
gear retract line of main hydraulic system
gear retract line of brake hydraulic system
gear extend line of main hydraulic system
gear extend line of brake hydraulic system
nose gear steering line
? [illegible]
emergency brake line
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9
r
SECRET
NO FOREIGN DISSEM
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2013/10/22 : CIA-RDP80T00246A071200010001-9