MANUAL ON SOVIET AI-20 TURBOPROP ENGINE ON IL 18 (COOT) AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A072200090001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 294
• Document Creation Date: December 27, 2016
• Document Release Date: October 23, 2013
• Sequence Number: 1
• Publication Date: June 15, 1964
• Content Type: REPORT

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CENTRAL INTELLIGENCE AGENCY
-11
50X1
k '
This material contains information affecting the National Defense of the United States within the meaning of the Espionage Laws, Title
18, U.S.C. Secs. 793 and 794, the transmission or revelation of which in any Manner to an unauthorized person is prohibited by law.
S-E-C-R-E-T
NO FOREIGN DISSEM 50X1
COUNTRY
USSR
REPORT
SUBJECT
Manual on Soviet AI-20 Turboprop
DATE DISTR.
Ar June 1964
'Engine on IL 18 LC0OT7 Aircraft
NO. PAGES 1
REFERENCES
DATE OF
INFO.
PLACE &
DATE ACQ.
THIS Is UNEVALUATED
50X1 -HUM :
APPRAISAL OF CONTENT IS TE VTATIVE.
INFORMATION.
SOURCE GRADINGS ARE DEFINITIVE.
4
3
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1. A 283-page English translation of a Czechoslovakian-language manual 50X1 -HUM
entitled IL-18 - D1 - 123 7 AI-20 Turboprop Engine (IL 18 - D1 - 123/7,
Turbovrtulovv Motor AI-20
The manual was issued in
September 1961 by the Technical Documentation Department of the
Czechoslovak Airlines.
2. The manual gives basic engine specifications, characteristics, and
design features; includes descriptions of the oil system, fuel system,
and electrical and automatic starting equipment of the engine; and
describes the installation of the engine on the IL-18 aircraft.
Distribution of Attachment for Retention:
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Army: 1
Army/FSTC: 1
Navy: 1
Navy/STIC: 1
Air: 3
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DIA:
NSA: 2
copy
CO
Copies
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copy
copy
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copy(prniously forwardmd)
copy
copies
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Excluded from automatic
downgrading and
declassification
STATE I DIA
ARMY I NAVY
I
AIR # I NSA
I I NIC 1 OCR I SAC
00/FDD Army/FSTC Navy/STIC Air FTD
(Note: Field distribution indicated by "#".)
FORMATION REPORT
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SECRET
NO FOREIGN DISSEM
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IL 18-D1-123/7
AI-20 TURBOPRoP ENGINE
SECRET
NO FOREIGN DISSEM
50X1
CROUP I
Excluded from aueseuuk
dewareding sod
declescificetiee
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No FOreiga
CONTENTS
Chapter I..- Basic engine specifications
Chapter II. - Engine Characteristics
Chapter III. - Engine Design
Reduction Gear
General description
Reduction gear design
Reduction gear oil system
Supplement for Series 02 and
Front Housing .
03 engines
Schematic of the front housing. drive'
Design of the front housing
Central drive .
Drive housing
Propeller brake
Front, housing ndl system
Compressor
General data
Compressor design
Inlet guide vane assembly ?
Compressor housing ?
Stator and rotor rings
Bleed valve
Combustion chamber
1
9
13
13
13
15
24
25
29
30
32
36
37
39
40
43
43
14.14.
52
54
57
59
62
Inlet section of the combustion chamber 62
Burner [passages missing in original text]
Operation of the chamber [passages missing]
Fuel system [passages missing)
Engine tubing [passages missing].
Fuel lines and fuel supply tube to main jets [passages missing]
Main fuel nozzle [passages illegible] . 65
Igniter (passages illegible)
Auxiliary starting nozzle [passages illegible]
a
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INEL
Turbine [passages illegible] 66
General (passages illegible]
Turbine rotor
Turbine stator vane assembly stage I [passages illegible]
Turbine stator vane assemblies, stages II and III.
[passages illegible]
Turbine housing [passages illegible]
Cooling [passages illegible] ?
Exhaust nozzle [passages illegible]
Chapter IV. Oil System [almost completely illegible-could not be
translated]
General
Oil system assemblied
GMN-20 main oil pump
MNP-20 oil pressure pump
Air separator
4NO-20 oil scavenge, pump
Oil scavenge pump in drive housing
Centrifugal de-aerator
MP-20 oil filter
Torquemeter oil pump
Oil filter
66
69
. 5cDo
Functioningof the oil system
.Control of oil system functioning
.Chapter V. Fuel System
70
General description
70
? Fuel system Operation and checking
72
.Fuel supply to engines
72
Ehgine fuel system
Operating principle
74
Engine Dia system assemblies
75-
348-1 fuel pump
.75
707-1 fuel pump
KTA-5F fuel control assembly [throttle]
77
80
S-E-C-R-E-T
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Fuel tank de-aeration ?
50X1;
Fueling the tanks .
97
Fuel drainage
99
Operation of the fuel system in flight
100
Fire-extinguishing system
101
0S-8 fire-extingusiher
101.
Operation of the fire -extinguishingiequipment
103
Chapter VI. - Electrical and Automatic Starting Equipment of
106
Engine
Electrical equipment of engine
106
Starter-generator, STG-12TM
Automatic starter control APD-75
107
?
111
Starter control box for starter generator PSG-2A
113
Low Voltage starting coil KFN-4
114
Electroerosive aviation plug with surface discharge SPN-4
115
Starter fuel valve
116
VE-2S electric motor switch
117
Electrical mechanism MP-5
119
S0-12AM (50-4) Icing indicator
121
KLK-2 Electrical mechanism
124
Tachometer rrE-2
128
Control lever position indicator of fuel control unit KTk5117132
Generator SGO-8 135
RN-180 voltage regulator 137
Electromagnetic valve for feathering control 139
Transmitter for feathering when allowable revolutions are
exceeded 139
Starting system 140
General
Starting engines
Switching off engines.
Cold cranking 146
Air restarting 147
Chapter VII. - Aircraft power plants 148.
General remarks 148
Cowlings 149
Propeller hub. Passing , 151
A
. ? 8-E-C4144
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Eat
Engine mounting
Elhaust system 153
Drain tubing system on the engine and nacelle 154
Cooling and fire walls 155
Figures 157
1. Engine AI-20 (view from right)
2. Engine AI-20 (view from left)
3.-14. Altitude and speed characteristics of the AI-20 engine
15. Throttle characteristics compiled during engine operation in
test chamber
16. Reduction gear unit (complete)
17. Schematic Of reduction gear
18. Schematic of. the torque meter mechanism
19. Reduction gear housing (lateral section)
20: Torque meter
21. Reduction gear housing
22. Reduction gear housing (rear view)
23. Oil passage sleeve
24. Housing lover
25. Cover for front portion of the reduction .gearllousing
26. Drive shaft
27. Planetary system components
28. Planet gear carrier
29. Countershaft (2nd stage] components
30. Countershaft (2nd stage] planet gear carrier
d.
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31.
32.
33.
34.
35.
36.
37.
38.
39.
40.
41.
42.
43.
44.
45.
46.
47.
Propeller shaft
IKM components ? 50X1
Reduction gear lubrication 'system
Schematic of the negative torque automatic control transmitter
Lateral section of reduction gear
Electromagnetic valve for feathering the propeller for pitch control
Transmitter when permissible revolutions are exceeded
Schematic of the propeller feathering transmitter
Front housing (view from right front) .
Front housing (rear view)
Lateral section of front housing
Starter-generator drive
Drives, located in the lower portion of the front housing
Kinematic diagram of the front housing and associated drives
Front housing (right front view).
Front housing (right rear view)
Central drive
48. Drive
49. Drive
50. Drive
51. Drive
411 52. Drive
53.
54.
55.
56.
housing
housing
housing
housing
housing
(inside view)
?
(outer view)
cover
cover
Propeller brake
Compressor
Compressor rotor
Compressor rotor .
?
(outer view)
(inside view)
8-E-C-R-E-T
4 . ORP810 Wimotim
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57. Front compressing roller bearing
58. Coupling between compressor rotor and reduction gear
59. Disc
60. Rotor blade
61. Mounting the blade in the compressor rotor disc
62. Rear compressor bearing
63. Compressor shaft coupling with the turbine shaft.
64. Baffle sellassembly]
65: Baffle seal
66. Inlet guide vane assembly.
67. Compressor housing
68. Compressor housing (upper haIf),.
69. Compressor housing (lower half)
70. Rear engine mountir
71. Compressor. stator ring
72.- Stator ring, stage V, compressor
73. Rotor ring
74. Air bleed valve
75. Air bleed valve
76. Hot air bleed valve for heating inlet guide vanes
77. Hot air bleed Valve for heating inlet guide vanes
.78. Combustion chamber
79. Combustion chamber_
.80. Inlet section of combustion chamber:
81. Burners
82. Burner '
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s--CR-ET
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?
?
83. Fuel system
84. Fuel nozzle
85. Igniter
86. Auxiliary starting fuel nozzle
87. Turbine
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as. Change in static heat T, pressure p, and absolute speed c in the
individual stageu on the central radius of the turbine.
89. Turbine rotor (cross section)
90. Mounting turbine buckets on disc
91. Disc, turbine stage II (front view)
92. Disc lock nuts
93. Turbine nozzle assembly, stage-I .
94. Turbine nozzle assembly, stage II
95. Interstage packing
96. Exhaust nozzle
97. Turbine housing
98. Turbine cooling diagram
99. Diagram of engine oil system
100. Diagram of engine air vent system
101. GMN-20 main oil pumpl
102. GMN-20 main oil pump
103. Gear of pressure stage, main oil pump
104. MNP-20 auxiliary oil pump
105. V0-20 air separator
106. MN020 oil scavenge pump
107. Scavenge pump, power drive box
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108. Centrifugal de-aerator
109. le-20 oil filter
110. mncm oil pump.
.111. Oil filter
112. 348-I fuel pump
113. 707-I fuel pump
114. STG-12TM starter-generator
115. KPN-4. Coil
116. SPN-4 spark igniter 'plug
117. Electromagnetic starter fuel valve
118. VE-2S Switch
119. MP-5 Electromagnetic device
120. Sketch of pneumatic icing indicator SO-14A
121. SO-4A Icing indicator
122. I4ZE-2 Electromechanism .
123. -10K-2 electromechanism
124. DTE-2 Sensor
125. ITE-2 Tachometer
126. UPRT-2 Transmitter
127. upre-2 Indicator
128. SGO-8 Generator
129. APD-75 Automatic starting device (without cover)
130. PSG-2A Starter case
131. Engine cowlings
132. Engine mounting
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133. Exhaust pipe
134. Drains, inboard engines 50D(1
135. Drains, outboard engines
136. Cooling system, outboard nacelle
137. Cooling system, inboard nacelle
138. Fuel system
139. Pressure fueling system (from below)
140. Oil system
141. Fire Extinguishing System
142. Fuel system diagram
143. Engine starting diagram
B. Change in Pp oil control pressure with oil pump rpm
C. Changes of fuel consumption with respect to compressor inlet
air pressure
D. Change of fuel consumption according to engine mode
E. ,Change of fuel consumption according toTipressor Inlet air
temperature
tvst
F. Change of the "Lust" coefficient of loss of total pressure at
compressor intake per "M" flight.
G. Change of the "B" coefficient according to "M" flight.
H. Fuel consumption in relation to IA-5 F drive rpm.
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?
OPERATIONAL MANUAL
Czechoslovak Airlines AI-20 :Engine
IL-18 Airplane
Chapter I April 196150X1
BASIC ENGINE SPECIFICATIONS
Designation AI-20
Type Turboprop-
R9tation direction viewed from exhaust Counterclockwise
.Compresto* Axial, ten-stage, compression
-factor at nominal mode (H
[altitude] = 8000ml.v(speed)
= 175 meters/Second), 8.5
Combustion chamber. Annular, with 10 "heads" and a
common burner (apparently a
canannular, with 10 burners.).
Turbine Axial, three-stage
-Jet exhaust Fixed exhaust diameter, 0.225 MP
Reduction gears Planetary; transmission ratio -
? 0.08732
Propeller shaft torque meter Hydraulic
Akount of air, behind tenth compression
stage:
a.- For air conditioning on all flight 4'
regimes to altitudes of ten kilometers .0.22 kg/second maX
b.- For de-icing on normal and lower. .
modes 0.13 kg/second, ma2
111 Engine RPM
4 Idling Speed , 10400 ? 200
In all operational modes 12300 ? 90
Maximum horsepower putv,
4015.
1*
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Max. permissible gas temperature for starting
in O0 +441ke 750
Max. gas temperature behind the turbine during engine operation
Operation condition Mode Gas temperature behind
turbine'in ?C? maximum
Any ground start. starting 470 if tH greater than 150C
520 if tH less than15?C
In flight to
H (altitude] = 10km maximum 476x
Nominal 440x
0.85 nominal 420x
or lower
Note: xTemperature of the gas behind the turbine is kept close to the
temperature Of the outside air according to standard atmosphere
? conditions. At temperature deviations of surrounding air from .
standard atmosphere conditions the gas temperature behind the
' turbine changes appropriately to 1?C for each 10 deviation.
Transition time (ground) from idling speed to
*wing speed in seconds 15, max
Type of fuel T-1, TS-1, T-2, LRX-55 or
? their equivalent
. Booster pump Designation 707.1
'Type Centrifugal
Transmission ratio 0.1854
Rotation direction Clockwise
b. Main fuel pump ? - Designation 661 A (or 346.1.)
Type Piston
Transmission ratio 0.3937
Rotation direction Clockwise
2
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?
c. Main fuel nozzles -.Designation i; FR 20'
' Type Centrifugal, two.50X1nel
Number 10
Fuel pressure at
moving speed before
nozzles (in-kg/cm?) 78, max
Grade of lubr,icating oil Mix 75% by volume
transformer oil and
25% MK-22 MS-201 LB-181
or LB-22 oils, or, if
need be, other similar
equivalents
Oil consumption in liters/hour 1.2 max.
Flow of oil to the engine on nominal
mode and when temperature of input
oil is 800c in liters/minute 135, max._
Heat transfer by oil on nominal
regime and temperature of input oil at 80?c 850, max.
Temperature of input oil in
Min. permissible
40
Max. permissible after 15 minutes
90
Recommended
70-80
?
Oil system:
a. Main oil pump - Designation GMN -20
Type Gear, two-stage
Transmission ratio 0.4821
Rotation direction Counterclockwise
Pump performance at engine
rotor rpm of 12,300 and
oil temperature 70 - 80'
0c, it liters per minute,
minimum
3
8-t-C-R44
WO Peoitilifit
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Pressure side with intake
presswe of 0.6 - 0.8
kg/cm' and 4 0.5 kg/cm?
2/ Scavenge side with back
pressure of 2 kg/cm?
b. Pressure. oil pump . - Designation
, Type
Transmission ration
Rotation direction
c. Air separator
d. Scavenge pump
.240, min:
275, min
MNP-20
Piston
0.5509
Clockwise
Performance at engine rotor
rpm of 12,3001 back pressure
of 0.6-0.8 kg/cm? and oil
temperature 70 - 800c, in 1
liters per minute, minimum 90
- Designation V0-20
Type .. Centrifugal
Rotation direction .. Counterclockwise
- Designation MN0-20
Type Gear, two-stage
Transmission ratio 0.5509
Rotation direction . Counterclockwise
Performance at engine rotor
rpm of 12,300,rback
pressure of 0.5 kg/cm? and
oil temperature-90-100?Q;..
in liters per minute; '
minimum
8o
e. Oil pump IKM -.Designation lam-20
(torque. meter) ? Type Piston
Rotation direction Clockwise
Transmission ratio 0.3097
4
? S-E-C4t-E-T
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? Performance at engine rotor
rpm of 12,300 back pressure' 50X1
of 80 kg/cm?, in liters per
minute, minimum 15
f, Centrifugal: - Type Driven
de -aeratbr
?..Transmission ratio ? ? 0.92 '
? Rotation direction Clockwise
g. Oil filter - Designation MF-20
Type ? .Gauze strainer
Number
Oil pressure in Main assembly for all ground
operation modes in kg/cm2 5-5.5
at idling speed . 4 min
. Control systems:
- a. Fuel control - Designation ETA-5F
'Component Type "Hydraulic
Transmission ratio for driving
pump and centrifugal regulators 0.4265
Rotation direction of drive .. Counterclockwise
RPM range of automatic
regulator ?1,000 - 13,100
b. Propeller' . - Designation ii-60 D
governor Type' Hydraulic-centrifugal
Transmission ratio 0.4602
Rotation direction Counterclockwise
Propellers - Designation AV-58 I
.Type ? Puller type,four-
bladed, variable' pitch,
full feathering
5
S -E -0-R -E -T
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t-E-;C-Ra-E-T
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Transmitter for automatic pitch Control Ifeathering7.1
? Electrohydraulic
.Starting system
. a. Starter - Designation STO -12TM
generator Number 2
TranamiSsion ratio 0.5396 s
Rotation direction Counterclockwise
Necessary output for propulsion,
max. horsepower 15
b. Starter coil .- Designation XPN-4
Number" 2
c. Igniter -.1/ Starter nozzle - Type Centrifugal
Fuel pressure at ,
nozzles, in kg/cm2 2 - 3
2/ Spark' plug - Designation. SPN -4
Number 2
'd. 'Delivery Type *114 Electromagnetic
valve for
starting fuel
e. Starter -Designation VE-2S
generator Type Electrohydraulic.
switch at Engine rotor RPM at
starting ? instant of starter cut-off 4500 - 6500
De-icing.system:
a. Icing -Designation S0-4A ?
indicator
Type Pneumoelectric
b. Electromechanism controlling air supply
for heating compressor inlet guide vanes
. Designation 1.12-5
6.
S-E-C-R-2-T
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5-E4C-
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?
Engine and airframe accessories
a. Generator - Designation'
Type
Transmission
SGO.....8U ? 50X1
Alternating current
ratio 0.3305
Rotation direction 'Counterclockwise
Necessary output for drive
(in horsepower) max 15
.b. Tachometer - Designation DTE-2
transmitter Type Electrical'
indicator, Transmission ratio 0.194
engine RPM Rotation direction Clockwise
c. .Throttle position indicator transmitter +
. Designation UPRT-2
Type Electromechanical
d. Propeller brakes with control mechanism -
- Designation NEX-2
Type Friction - disk
Transmission ratio 0.4602 .
e. Hydraulic pump - Designation MP-25
Type Piston
Transmission ratio 0.1673
Rotation direction Clockwise
Necessary output for
driving pump Max., 15 horsepower
Other engine specifications:
Length
Width
, 7 ?
S-E-C7R-E-T
3076 ? 5 mm
842 Li: 5 mm
No Foreign rdssem
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0-1-0006000ZZLOV917Z00108dC1-V10
Engine mode (at H(altitude] V[speed! = 0, barometric pressure. = 760 mm Hg,
titemperaturei = 15?C)
?
1 ode
Angle
otQZ re1(.
Average
lourly .
Oil -
Oil temp. on Torque meter
"of
fuel
%lel
pressure
entry to engine pressure
setting'
pressure
ionsupp-
in engin g
in 0C in
on dial
in front
ion, Max.
in kg/cm
Min. ? I :
'
UPRT-2
Of nozzles
:.8:/ca
at recom orl
in kg/cm2
entry mendes minlcg/cm I
tart
98-105
,rpm
-78 '
1040
80
Pominal
84 2
62
950
67
0.85 mon
72 2
95-
53
870
5
70.
0.7.
61 2
,1.230
96-
46
790
to
40 to sto
0.6
50 2
90 I
42
42
74517,
5.5
Bo
?
0.4
352
r
_
_
.
0.4
Min.19
1
-
-
) 8
1?100
Idle
3
10400
76-
380 ?
Min 4
0
-79
200
1
Height. .
.1180 5 mm
Weight of dry engine 1075 kg 2%
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S-E-C
No Forei
? ? Chapter ii.
ENGINE CHARACTERISTICS
IL-18 Aircraft
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The characteristics of a turboprop engine are the main parameters
of the engine which depend on the operating mode and altitude and speed
of flight. ?
The main parameters of a turboprop engine concern the propeller and
equivalent performance, the value of its reactive thrust, specific fuel -
consumption, gas temperature at the turbine, and the like, which depend .
on the type of construction, engine operating limits (altitude and flight
of speed), and the manner of its control.
Performance and specific fuel consumption are influenced by the
following factors:
a. Degree of air pressure increase in the compressor;
? b. Gas temperature in the combustion chamber (at the turbine);
c. Functioning of main engine components (Compressor, combustion chamber,
? turbine, and exhaust);'
d. Propellers and flight conditions; speed and altitude flight.
Altitude and speed characteristics of the AI-20 engine were
constructed on the basis of completed experimental findings, gained
from tests of several engines on the ground and in altitude tests.
Figures 3 -114 show experimental and calculated altitude and speed
characteristics for basic modes of the AI-20 engine operating with the
exhaust pipe (attached] without regard to losses at the plane's air intake.
In connection with flight requirements levied on the aircraft (such
as climbing and landing) and the design capabilities of the main components
of the engine, a regulating system for all operational modes, by automatic
correction of fuel consumption the following conditions of altitude and
speed characteristics are satisfied.
a. Maintenance ct nearly constant efficient engine performance at the
specified flight altitude, at which maximum allowable turbine inlet gas
temperature is reached. The altitude range where performance is constant,
is called the performance limit range and the altitude where the maximum
allowable turbine inlet temperature is reached [is called the] performance
limit altitude;
b. Mhintainance of constant inlet gas temperature at altitudes above
44:164% the performance limit altitude. The altitude range, where inlet gas'
temperature is kept constant, is called the temperature limit range.
At performance limit altitudes the inlet gas temperature reaches
T4 [illegible], maxiMum allowable quantity, appropriate to the mode.' In
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raising the flight altitude (above altitude limits), the regulating
system maintains gas temperature T almost constant. On each engine
mode (0.4 nominal, 0.6 nominal, etc.) at altitudes higher than the
limit performance altitude a constant inlet gas temperature is maintained
for all:flight speeds.
Equivalent engine performance Nekv, is maintained constant to the
altitude limi:6-by raising inlet gas temperature; this is limited from
the standpoint of engine stability and aircraft requirements.
With increase of flight altitude at constant speed (higher than the
altitude limits) the over-all level of air pressure increases as a result
of 9.1. temperature drop, and therefore at constant inlet gas temperature
(T L4.1 equals a constant) the temperature drop in the turbine grows
(degree of expansion in the turbine). Merefore, with increase of flight
altitude the specific output of the turbine will increase (produced from
1 kilogram of air, passing through the engine) and be transmitted to the
propeller. Since by raising the flight altitude the air flaw through the
engine drops faster than the specific output of the turbine increases the
absolute turbine output which will be transmitted to the propeller Nvrt
and thus also the Nckv will drop. At the sane time lowering of the engine
output by increasing the flight altitude to H = 11,000 meters takes places
more freely than does decreasing atmospheric air, (?] which is accomplish-
ed by increased turbine output and by slower decrease of air flow than
the decrease of air density.'
At altitudes when H=11,000 meters the over-all. level of pressure
increase [in relation to] the flight altitude increase will remain constant
and thus the specific turbine output and the absolute turbine output 9111
also remain constant. Therefore, the propeller performance and equivalent
engine output will diminish in proportion to the atmospheric pressure.
The' level of the performance limit depends on the speed of the flight
and does not depend on the engine regime. The greater the speed of flight
the greater will be the level of the performance limit, because increasing
speed increases resistance and this leads to' an increase in air flow
through the engine and therefore the maximum inlet gas temperature for a
given mode is reached at a higher flight altitude. For all engine:modes
at sane flight speed the limit level has the same designation.
Specific:reactive thrust(- R
spec = Re /Gv) obtained from 1 kilogram
of air is increased as the flight altitude increases) which is demonstrated
by the increase in speed of the exhaust gases accompanied by an increase
in temperature drop (to the detriment of decreasing gas density at exhaust
from the turbine) at higher flight altitude. The absolute quantity of
reactive thrust Rc decreases as the flight altitude increases with greater
intensity than the increase in specific thrust, by lowering the air flow
through the engine. The performance limit level depends on the speed of
flight: the greater the speed of flight, the greater the altitude of
performance limit level.
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By increasing the speed of flight, the temperature drop in the
turbine is also increased because of the over-all level of pressure
Increase. At constant rpm rotations this results in certain lowering
of the turbine efficiency which, however, is negligible. Thereby at
constant inlet gas temperature (at altitudes above the limit) the
specific turbine output transmitted to-the propeller is increased with
the increase in flight speed. Since with the acceleration of flight
speed the engine air flow increases, the absolute turbine output trans-
mitted to the propeller and simultaneously the equivalent output during
acceleration of flight speed also increases. /II the realm of performance
limitation, the increase in inlet temperature drop and the air flow
through the engine during acceleratiowof flight speed results in
decreased inlet gas temperature.
? The reactive thrust, expressed by the equation Re = (ws V,),
decreases with increase of speed of flight. This is explAned by t& "
fact that regardless of a certain increase of speed of the gases Ws
emerging from the exhaust, together with the slight increaqe of gas
temperature behind the turbine, the specific thrust Rse (Ws Irp),
decreases faster as a resultig increasing flight speed. Therefore ?
without regard to the air flOk Gv through the engine, the absolute
thrust Re originating in the exhaust changes with increased flight speed.
The specific fuel comsumption, in relation to the equivalent output
CNekv increases at limit performance altitudes by increasing flight speed
as a result of constant (even a tendency toward diminishing) extent of
? equivalent output (as a result of lowering the inlet gas temperature)
and at altitudes above altitudes limit with constant inlet gas temperature,
gas consumption decreases in proportion to the increase in equivalent
engine output (as a result of an increase in the over-all level of pressure
increase during acceleration of flight speed).
50X1
On the A1-20 engine, a constant fuel supply is ensured, which is not
dependent on the over-all temperature of the air flow at intake into
the engine up to / 25 ?C; the change of fuel delivery at the same time
depends merely on air pressure at intake into .the engine. By lowering
air temperature at intake the air flow in the engine increases (as a
result of increase in air density and the level of pressure increase in
the compressor) and by unchanged fuel consumption, the inlet gas temperature
? becomes less. The result of this is that the equivalent engine output
" during tests remains approximately constant.
At an air temperature of / 25 0C at intake into the engine, the turbine,
inlet gas temperature reaches the maximum allowable level because of reduced
passage 'of air through the engine and the decreased air density and the
level of increase pressure in the compressor. During further increase in
air temperature at intake the ETA regulating device decreases the supply
of fuel, in order to prevent overheating of the turbine and the other
engine parts. The fuel is. restricted in such a manner that the turbine
inlet fuel temperature is more or less constant. For a constant inlet gas
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temperature and a drop in the air flow in the engine, the engine output
decreases.
Figure 15 showS, in graph fort, the characteristics of the engine,
which the manufacturer determined from laboratory tests. ?
, .
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Chapter III
ENGINE DESIGN
1. REDUCTION?GEAR
AI-20 Engine . 50X1
IL-18 Aircraft
1.1. General description
? The engine has a differential planetary redudtion gear (Fig. 16,
17), which transmits power from the engine rotor drive shaft to the.
propeller shaft, with i 11.4527. '
The engine rotor drive shaft (ii) (Fig. 17), to the reduction gear
is powered. by the engine rotor in a counter-clockwise direction.
Sun gear (10) of the reduction gear is mounted on the splines of
shaft (11). The sun gear engages six planet gears (9) in planet gear
carrier (8). Planet gears (9) rotate on their shafts in a clockwise
direction and engage with inner ring gear (7), raling within it in
a clockwise direction.
In rolling within inner ring gear (7), planet gears (9) rotate
planet gear carrier (8) and propeller shaft (17), connected to the
carrier by splines, in a counter-clockwise direction. As planet gears
roll along inner ring gear (7), the peripheral force of planet gears
9 bears upon the gearing, which forces inner ring gear (7), to turn
in a clockwise direction.
Inner ring gear hub (12) of the planet mechanism and sun gear (13)
connected by splines, turn the same direction .simultaneous with inner
ring gear (7). Sun gear(13) engages six intermediate [planet] gears ?
(1), which tura counter-clockwise on journals pressed into transmission
housing (14).
The plant gears rotate inner ring gear (15), countershaft hub (16)
and propeller shaft (17), Joined together by splines.
Countershaft housing (14) is connected to the reduction gear hous-
ing by means of MK torque meter mechanism (ring gear (2), cylinder (4),
piston (6), cams (3) and (3) and the retaining parts).
The orque is transmitted from the engine shaft to the propeller
shaft in parallel fashion in two ways:
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-- about 30 percent through the planet [gear] and
r4stia.?-
? remaanisthrough the countershaft housing. .
Transmission from the drive shaft (11), to the propeller shaft (17)
is as follows according to the -kinematic dihgram in (Fig. 17):
Z3 z6
; n.4527
t . . 1- 3 35 35 ?
whereby 1 . 1 :0.08732
i .3'W
The torque meter (Fig. 18) is connected into the reduction gear .
system and consists of the "rim" torque meter plate] (4), six cylinders
(3) with pistons (2), cylinder and piston journals, oil line (5) and
high-pressure pump (1).
The torque meter operates on the principle of balanced axial force,
bearing upon cylinders (3) and the oil pressure under the pistons (2)
in spaces "A".
. Torque transmitted through the countershaft-housing has the ten-
dency to turn the rim (4), connected to the reduction gear housing by
the cylinders and pistons. As a result of the effect of this torque,
there develops a force exerting its effect on the axes of the cylinders,
tending to shift the cylinders up against the pistons. The value of
this force is expressed as:
where: M = torgue transmitted through the countershaft housing;
R.: radius Of the cylinder axis;
F-.1: force pertinent, to each cylinder.
Under the effect of the torque, the cylinders move against the
pistons, in the course of which the piston ring overlaps groove "B.7
The' flow of oil from space "A" is reduced and the oil pressure is
,increased., as long as the force of the oil pressure p 'Km does not
equal axial force F.. If the oil.pressure p?LIKK is known,tthe output
may be computed according to the equation:
1!?:: k . pncm.. n ?
where: n: engine rpm;
plag oil pressure,: in the cylinder in kg/cm2;
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k constant, dependent upon the dimensions of the components of 50X1
the reduction gear and the torque meter, and for a given reduction gear
is
1
267.166513 .
? Upon conversion, N PIKM 46
Pressure in space "A" is developed by means of a special high-
pressure oil pump (1).
Lubrication and cooling of the reduction gear components as well
as the supply of torque meter oil pump is accomplished by oil delivered
by the main oil pump, mounted in the front engine housing.
1.2. Reduction
The reduction gear (Fig. 19) has the following parts:
(a). The reduction gear housing (43), enclosing the components of the
reduction gear;
(b)
Reduction gear housing cover (22);
(c). Drive shaft (26);
?(d). Planetary mechanism (1st stage) containing the reduction gear sun
gear (28), six planet gears (39), inner ring gear (40), ring gear hub
(41), and planetary gear carrier (37);
(e). Countershaft containing countershaft sun gear (46), six planet
gears (47), inner ring gear (48), countershaft ring gear hub (49), and.
countershaft housing (50).
. ,(f). Propeller shaft (52);
(g). II M torque meter mechanism consisting of rim (8) (Fig. 20),
cylinder (7), piston (6), and torque meter oil pump drive gears and
(2).
1.2.1. Reduction gear housing
The reduction gear housing (Fig. 21 and 22) is cast of Hie 5 magnesium
alloy and IS;shaped like, a truncated cone.
. ? A flange with two rows, of bolts is located on the forward part of
the, housing. The inside.row'(12 bolts) is for fastening the cover of,
the front.part of the.reduction gear. The outer raw (10 bolts) is for
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mounting the aircraft shield. The three upper bolts (of the 12), which
are larger than the others, are for mounting the housing of the electri-
cal propeller-de-icing brushes. Hole (3) (Fig. 21) in the lower portion
of the flange is for draining oil from the colter of the front portion of
the reduction gear into the reduction gear housing.
The flange has lug (1) for centering the cover. A steel sleeve for
mounting the propeller roller bearing is pressed into the inner space of
the front portion of the housing.
On the rear flange of the reduction gear housing (Fig. 22) there
are:
^ Thirty evenly spaced holes (5) for mounting bolts;
- Three channels (8) in the upper portion, for supply of oil from
the governor to the propeller;
-- Two holes (1) in the lower portion to drain oil from the reduc-
.tion geaf to.the front housing and one channel (11) to supply oil from
the main oil pump for lubrication and cooling of the reduction gear parts
and also for supplying the torque meter oil pump;
-- Six openings (14), even spaced along the periphery under the
torque meter piston journals;
-- One oil feed bole (4) from the left side for feeding oil from the
operational cylinder to the pressure meter and to the automatic pro-
peller pitch control transmitter;
-- One hole (13) from the right side for electrical cable for pro-
peller blade de-icing;
-- Six tap holes (6) for mounting reduction gear housing cover.
The inner space of the reduction gear housing is divided by a
partiion, In the front part there is pressed roller bearing sleeve (3)
(Fig. 22 and [sleeve] (2) (Fig. 21) for the roller and ball bearing of
? the propeller shaft and sleeve housing (4) (Fig. 23), made of MI5 alloy,
with a nitrited steel, oil-passage sleeve (3), in which operate rings
? (2) of the oil distribution sleeve (1). ..In the front half of the hous-
ing is placed the propeller shaft and the oil-distribution components,
and in the rear part there are the geared elements of the reduction gear
and the torque meter.. The front partition has channels which are exten-
sions of oil channels (8) (Fig. 22) of the reduction gear rear flange.
The oil passage sleeve housing (4) (Fig. 23) and sleeve (3) have
openings matching openings in the partition for passage of oil from the
reduction gear housing channels to propeller shaft sleeve (1) and for
propeller control and lubrication of the reduction gear.
Flange (10) (Fig. 22) with 18 bolts for mounting the propeller
shaft tell bearing cover flange' is on the partition inside the housing.
The front end of the sleeve has.a lubrication nozzle for the ball bear-
ing.
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The lower part of the housing has flange (9) with bolts and a
passage opening for mounting the bearing sleeve of the oil pump and.
torque meter drive.. The passage opening leads to the outer flangevto
which is fastened to torque meter pump. This flange has two openings;
? -- the first (right),',is connectedto'the channel, supplYing Oil
to the torque meter pump.
-- the second (left),. is connected to the openings of the torque
? meter journals for supply of oil to the imeter...
. The flange has four bolts and centering indents for mounting the
pump. The torque meter pump oil supply and the feeding of this oil to
the meter is accomplished by means of boles in the reducing gear lugs.'
The lugs have openings and, recesses in?which are mounted the torque
pistons, with the aid of journals.- The lug openings are closed except
for one which is connected by means of channels to the pressure stage .
of the torque meter pump. For drainage of oil seeping through at the.
point of the joUrnal's setting, the lugs have channels connected, by
opening under the journals, to the inner reduction gear cavity. ,
The rear flange of the reduction gear housing has inner and Outer
Cylindrical surfacekr(7) and (12) (Fig. 22);
--; the outer serves for centering the engine cowling.
-- the inner, for centering the partition.
In the front outer portion of the reduction gear housing are two
bolts fdr mounting the propeller de-icer electrical cable. Partition (2)
(Fig. 2)), which is made of cast MI6 magnesium alloy, is fastened to the
rear flange of the housing.
The partition flange has the same openings as the reduction gear
housing flange: Steel sleeve (1) for the planet, gear carrier is pressed
in the Center opening of thepartition. The wall [partition] has two .
Openings for de-aeration and, for oil drainage from the reduction gear
into the front housing..
1.2.2. Partition
The partition had three cylindrical surfaces;
? -- the outer for centering the shield,
-- two on the sides for centering the front housing and the
reduction gear housing.
The front of the reduction gear housing has a cover (Fig. 25), cast
of magnesium. The cover is mounted on the housing with twelve bolts.
The'Center'portiwof:theicover-bas rubber cup (1) through which the
pioiellet-dhaft7Passevand:'Whiclv-preVerita loas'of,011-fibm.the%-inner'
. ,
, ...
cavity. 17
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The cover has a'recess in which there is a:ring (56) (Fig. 19) of .
roller bearing (2). ..The ring is. secured by pins (57) tO the cover, in
:the lower part-of.whiCh is a cavity for drainage of oil from the packing
spate of the forward portion of. the reduction gear.
The cover has a drainage hole for oil [see page] from under the'
rubber cup. ?
1.2.3. Drive shaft
The drive shaft transmits torque from the engine rotor to the
reduction gear.
The shaft is made of 40CHNMA [40 KhMA] steel; it is heat treated
and on the ends has external nitrited "involute grooves" [helical
spackle] The shaft is connected by its forward grooved end to sun
gear (1) of the reduction gear, and. by its rear grooved end to the.
compressor ,rotor. Also the bevel drive gear of the housing is mounted
on the rear end.
On the forward end of the shaft are two splines:
*WOO
one inside the shaft,
another on the grooving..
These splines are interconnected by boles for the flow of oil
supplied by nozzle (25) (Fig. 19) for cooling and lubricating the spline
coupling. The splines on the rear end of the shaft are copper coated.
In the center of the opening on the rear end of the shaft is a bushing
which prevents axial shifting of the shaft. The inner surface of the
bushing is copper coated and is8secured to the shaft by a flat flexible
ring.
12.4. . Planet gear system.
The planet gear system (1st stage) of. the reduction gear consists ?
of the following main components: sun gear (1) (Fig. 26): mounted on
the drive Sheft splines; planet gearcarrier (7) (Fig: 27); six planet :
gears (3i; journals (2); inner ring gear (8); ring gear.hub (9) and .
details components] of the planet gear bearings.
?
?
- The gear coupling of the planet stage and the counter shaft have
corrected [modified?] gears tO reduce the contact. strain and 'to equalize
the specific slippage.:
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The sun gear of the reduction gear is cylinderical, made of 12CH2114A50X1
[121032N4A] steel, and. has external front gearing. It has 35 caiburized
involute teeth and a central opening with copper-coated splines!
The sun gear is freely set on the splines of the drive shaft. The
gear splines have three recesses:
-- one in the center for lubrication of the splines and
-- two on the edge for mounting the adjustment ring securing the
gear in an axial position on..the-shaft.
The free. setting of the Sun gear on the splines makes possible. .
the actual engagement of the sun gear withthe planet gears duriag opera-
tion. The planet and sun gear teeth are cobledwith.oil supplied under
pressure by nozzles (2) .(Fig. 28) which are pressed into the planet
gear (1).
? '
For each pair (sun gear - planet gear) there is a special nozzles.
The nozzles have three holes; the center hole supplies oil to the sun
gear teeth at the point of initial engagement, while the two on the
edge [supply oil] at the point of disengagement.
The planet gear carrier (7) (Fig. 27) is made of 4CCHNMA [40KhNMA]
steel and has the shale of a housing with openings in which are mounted
planet gears (3). In the center, the carrier becomes a shaft with
involute, copper-coated splines.
The splines of the shaft connect it to propeller shaft (52) (Fig. 19),
and its copper-coated ends are centered in the special propeller shaft
guide (8).
The rear portion of the shaft also has a centering boss (4) (Fig.
28) which forms a support for the countershaft housing. To improve
'resistance to wear, the boss (4) is chromium plated. The center'por-
tion of the boss has a hole for oil supply to the countershaft hous-
ing sleeve and then to the bearings and teeth of the countershaft gears. .
On the planet gear shaft housing, from the side of the casing there
is a surface for ball bearing 2.9) (Fig. 19) and threads for the mount-
ing nut. The ball bearing (19) is prevented from axial shifting by the
ring gear hub, counterphaft gear (46) connected with it, and inner ring
gear (40).
For lubrication of the spline coupling of the planet system ha.
and the countershaft sun gear, the planet gear shaft housing has .
nozzle (18) (Fig. 19).. Inside the planet. gear carrier cavity, sleeve
(17) is inserted, creating a circular cavity for passage 'of oil. The :
sleeve is secured in its position by thrust ring (27). Nozzla:(25) is
in the rear, portion 'of the sleeve and supplies oil to the spline coupl-
ing of the sun gear of the reduction gear and the drive abaft, aad of
the drive shaft-and. the compressor shaft.
19
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On the rear end of the planet gear case there is .a surface and
threads for mounting and. fastening the ball. bearing (29), in which is 50X1.
.mounted the. planet gear carrier.
The walls of the planet gear carrier, connected. by six. bridges,
have six evenly spaced openings into which are pressed the planet gear
.journals (2) (Fig. 27).
On the outer side of the left wall is a cylindrical boss with six'
chamfers to prevent the journal from turning.
? In the left side of the planet gear carrier there is a drilled
opening for supply of oil to the planet gear journal cavity for lubri-
cation of the roller bearings. The oil then passes through openings in
the right wall and. through the cavity between the special sleeve and.. .
the case to the six nozzles (2) (Fig 28).
.[Page 7 of original text is missing].
in addition to the splines, there is a recess for the bearing and two
circular grooves for the retainer rings.
Hub (41) (Fig. 19) of the planet gear. system is prevented. from .
axial shafting by means of ball bearing (19), the outer ring of which
is mounted in the hub with a clearance and is secured by adjustable ring
(21). From the other side, the :forward. end of the rim of the reduction
gear sun gear, secured by an adjustable ring, presses against the outer
ring of bearing (19) through ring (20).
The spline coupling of hub (41) of the planet gear system and sun
gear (46) is supplied with oil Under pressure from nozzle (18) through
the planet gear shaft.housing, through openings alOng-the'splined rim
of sun-gear (46). .
1.2.4. Countershaft
The countershaft consists of the following parts:
Sun gear (11) (Fig. 27p
Countershaft tube (6) Fig. 29);
Six planet gears;.
Planet gear journals (2);
Inner ring gear (7);
Hub (8) and roller bearing components.
?????
^ 110
WM
The planet gears, journals, the inner ring gear, and the roller
bearing components of the countershaft are interchangeable with like
parts of the planet gear mechanism.
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The bearing of intermediate gear (3) differs from the bearing of
the planet gear of the planet gear system only in that it does not 50X1
a cage (28 rollers).
The countershaft sun gear is essentially the same as the reduction
gear sun gear.
The rear portion of the teeth of the countershaft sun gear is
separated from the remaining part by a circular groove (Fig. 27, pos
[7] 11) and is used for coupling withthe planet system hub.
On the teeth and in the central opening of the gear under the
grooves there is a circular groovy for passage of oil for lubrication
and cooling of the spline coupling. The teeth are copper coated.
The countershaft planet gear carrier (Fig. 30) is box-shaped with
ribs and is made of 40CHNMA [40 EhNMA] steel. The elements of design
such as the mounting bolts, oil supply for lubrication and cooling of
the bearings, and the recesses for the gears are the same as in the planet
gear carrier.
In the central opening of the left side Of the countershaft planet
gear carrier there are grooves for coupling with the rim [plate?] of
the torque meter mechanism; [these grooves] connect the carrier: by
means of the cylinders and the pistons of the torque meter, with the
reduction gear housing. The grooves are copper coated and have a groove
for a flexible ring, which prevents the case from axial shifting in the
grooves of the torque meter rim.
The right side of the countershaft planet gear carrier has a cylin-
derical terminal end, in the central opening of which are pressed two
bronze sleeves which center the countershaft planet gear carrier on the
sun gear case shaft.
Between the sleeves there isa groove to which oil comes through -
openings in the countershaft planet gear. carrier. This oil cools and ?
lubricates the details [components] of the countershaft.
To permit passage of oil in the central opening, there are three .
:milled pockets connecting the circular groove with the oil channels in
the left wall of the carrier.
Countershaft hUb (8) (Fig. 29) is made of 12CH2N4A [121032N4A]
.steel is heat treated, and has inner and outer hardened splines, on
:the profile. The outer splines are the same as on the hub of the '
planetary stage. The inner splines run the entire length Of the hub.
These splines connect the hub with the propeller shaft. The splines
are lead coated for protection against abrasion during assembly.
?
r ,
21 .
No Foreign Dissem
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SEC-RT
No Foreign. bidsen
1.2.5. Propeller shaft (Fig. 31)
The propeller shaft transmits the torque to the proreller, and also
receives the forward thrust of the propeller, the tending moment of the
propeller, and the gyroscopic moment.
. The hollow propeller shaft is made of 40CH1SMA [40 KhNMA[ steel,
is heat treated and. mounted in the reduction gear housing on two roller
bearings..
?
Front bearing (2) (Fig. 19) is of the roller, thrust tyre; rear
bearing (5) is of the ball, radial axial tyre, and receives the forward
thrust of the propeller, trasmitting it to the reduction gear housing
through the steel bearing sleeve:
Mounted from the.outer side of the. central portion of the shaft.
are:
-- Bushing (55) under packing seal (58);
-- Oil slinger ring (1)
-- Ball bearing (2)
-- Oil distribution liner (3) with packing ring (53), which are
pressed against the shaft thrust ring by nut (9).
On the end of the shaft are mounted: ball bearing (51), drive
gear (12) of the-torque meter oil pump, and countershaft hub (49),
which are fastened with nut (14).
Inside ti shaft are inserts (4) and (5) which carry oil for pro-
peller pitch control and for lubrication of reduction gear components.
In addition, the planet mechanism shaft seat (8) is inside.
The front section of the propeller shaft has a flange with front
splines and openings for mounting the propeller. On the rear end are
splines for mounting arid, fastening drive gear (12) of the torque meter
oil pump and countershaft hub (49). Inside, the shaft has involute
grooves for coupling with the planet gear housing shaft. In two places
on the outer surface of the shaft there are threads for fastening the
components.
To supply oil for controlling the propeller blades and'for lubri-
cation of the reduction gear; the wall of the shaft has four rows of
radial openings, distributed ageinst four sleeve recesses (3). From
the first recess (from the propeller), through drilled openings in the
propeller shaft and inserts (4) and 5), the oil passes to the "fixed!'
pitch [fully-featured] channel, from the second [recess] into the law
pitch channel, from the third. to the high pitch channel, and from the
fourth to the cooling and lubrication of the reduction gear.
50X1
22
3-E-C-R-E-T
? No Foreign Dissent
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8-E-0-
No Forei
The recesses are separated. by bronze packing rings (53), mounted.
in pairs in the liner grooves. 50X1
On the front end of liner (3): along the inner diameter, there is -
a recess for [lock] pin (54), mounted in the propeller shaft, which: pre-
vents the liner from turning in relation to the shaft. The inner sur-
face of the liner is copper coated.
Packing rins (53) of the liner (3) run on. the nitrited surface of
sleeve (7), on whose outer sUrface are four circular recesses, connected.
by opening and channels of the reduction gear housing. '
Along both sides of the recesses three are circular grooves for
rubber packing rings which prevent the seepage of oil from channel to ?
channel. .
Sleeve is prevented from turning by means of stops pressed into
its housing(6).
Steel seat (8) and inserts (4) and (5) are mounted in the inner
cavity of the shaft. The walls of the seats and the shaft wall form
. a circular cavity, from which oil passes through a hole into the shaft
of the planet gear carrier.
Inserts (4) and (5) are cast from magnesium alloy and. their front
portion has a thrust section with grooves for rubber rings for coupling
with the slide valveapparatus of the propeller sleeve.
The outer surface of the inserts has circular grooves which have
rubber rings along their.sides, preventing seepage of oil from groove
to groove.
Insert (4) (Fig. 19) is prevented. from turning in relation to the
shaft by means of pin (54).
1.2.6. Torque meter (1KM) mechanism (Fig. 32)
Oil line (7) consists of six bent tubes, interconnected. by threaded
fittings. The ends of the tubes are soldered into openings of the
threaded fittings. ?
Tube (4) (Fig. 20) is seated in openings [nipples] in the threaded
fittings against the seating surface of the [cylinder] pivot (11) and
of the cylinder (7), and is secured. by nut (3). At the point of the
connection of each threaded. fitting with the pivot, there is a rubber
ring seal (10),
23
S-E-C-R-E-T
No Foreign tdssem
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S-E-C-R-E-T
No Foreign Dissem
A special high-pressure oil pump Fig. 20, item 13) provides the
necessary oil pressure (up to 90 kg/ cm') for the torque meter cylinders. 50X1
The pump is driven by drive gear (2) (Fig. 20), which has 117 teeth,
spline coupled. to propeller shaft (12). This gear engages pump drive
gear (1) which has 33 teeth. This gear shaft rests in two ball bearings
(14) with spacer sleeve (15) secureiby a nut.
The rear end of gear (1) shaft has inner splines into which the .
splined end of the pump drive shaft fits. The drive shaft bearings are
seated in steel sleeve (16), mounted in a recess in the reduction gear
housing and fastened. by four bolts.
1.3. Reduction gear oil system
The reduction gear oil system (Fig. 33) lubricates and cools the
components of the reduction gear [assembly] under pressure by spraying;
supplies oil far propeller control; and [supplies oil] to the torque
meter cylinder Cavity.
The oil is delivered from the GMN-20 main oil pump to the reduction
gear system pressure; the main pump is mounted in the front housing.
Through channel (20) in the reduction gear housing and through
openings in parts (29, 28, 27, 26), the oil passes from the main pump
to circular cavity (25), formed by sleeve (24) and the shaft of planet
gear carrier (23); from there the oil is distributed as follows:
(a). through holes (22) in the planet gear carrier, annular groove
(2), three recesses (3), and.six holes (4), in the-countershaft housing
[the oil] is supplied for lubricating the roller bearings of the counter-
shaft planet gears. At the same time oil is supplied through six holes
.in the planet gear carrier to,nozzels (21) for lubrication and cooling
at the meshing points of the sun gear and countershaft planet gears
(6);
(b). with the aid of nozzle (7) in the planet gear carrier shaft
for lubricating and cooling the spline coupling of Countershaft sun
gear (5) and hub (8);
(c). through channel (9) bathe plug and through nozzles (15), the
oil passes on to lubricate and cool the splined coupling of sun gear (17)
and drive shaft (16), and the drive shaft and compressor;
(d). through' six bores (10) [the oil'passes on] to lubricate
planet gear roller bearings (14); and through cavity (18). and. nozzles
(19) the oil passes on to lubricate the meshing points of sun gear (17)
and.planet.gears.(14).
24
S-E-C-R-E-T
. No Foreign Dissem
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S-E-C
No FOrei
Lubrication of ball bearing (1 is accom. s.e. aAaoz e moun e
in sleeve housing (29). The other parts are lubricated add cooled50X1 ""- the
sprayed oil:
Oil. for Impeller control is delivered by the [propeller] governor
. through a system of channels in the front.housing and in the reduction -
gear housing. - ?
Oil passes from the governor through three upper channels (11, 12,
13) in the reduction gear housing to sleeve housing (29), and from '
there through openings parts (28, 27, 26, 30, 31) into the:. low pitch
channels. .
The tdrque pump is supplied from the main engine pump through
channels (17, 18, and 23) (Fig. 20) in the reduction gear housing.
From the torque meter oil pump oil passes through hole (24) in: the
reduction gear housing through pivot (25 into tube (4) of the torque
meter [illegible] through pivot (5) into the operating cavity of cylinder
(7). Through openings (19, 20, 21, 22) oil is carried on to the mano-
meter, which measures the pressure in theoperational cavities of the
cylinders. '
The return op. is [collected?] in the ldwer portion of the reduc-
tion gear housing cavity, from where it passes through a drilled open-
ing into the [illegible] of the housing.
1.4. Supplement for series 02 and 03 engines .
In the Series 02 and 03 engines the reduction gear [assembly] con-
tains an automatic transmitter for? [propeller] feathering reverse pull
[negative torque].
Principle of operation of the transmitter
The automatic negative torque transmitter (Fig. 34) provides the
impulse for setting"the,propeller blades into a feathered position when
negative pull torque, exceeding the setting of? the transmitter, develops
during flight.
The transmitter is actuated by the axial shifting of the propeller
shaft caused by the effect of negative torque on the propeller, develop-
ing during flight upon failure of the engine or of the propeller control
system.' ?
The negative torque shifts the propeller shaft and simultaneously
the thrust ball bearing in the direction opposite to the direction of
flight. Such shifting is impeded by the combined force of the springs
and the pressure of the oil in space or? (Fig. 34), developed by
cylinder (2 ) and. piston (1) of the trasmitterl.which is continuously
sizpplied with oil by the main oil pump. . ? "
25
'_S-E-O-R-E-T
? No Foreign Dissem
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8-E-C41,E-T
No Foreign Dissem
From space "r" " the oil passes along groove A on the inner
surface of the cylinder and along the control channel to the [propeller]
governor. Blocking of oil to the control channel or a drop in its
pressure to under 2.5 kg/cm2 indicates an emergency condition of the
engine or of the propeller control system. When shifting to the right,
piston (1) with packing ring (6) covers groove "A" and. blocks the supply
of oil to the control channel. At the same time, ring (7) uncovers
groove "B" which permits an immediate .drop in oil pressure in the con-
trol channel.
Blockage of the oil supply is the control channel is the impulse
for the automatic system in the governor, whichensures the setting of
the propeller blades in the feathered position and, the complete cut-off
of the [engine) fuel supply.
The reduction gear is designed with equipment which controls the
automatic feathering system by imitating the resulting negative torque
on the propeller shaft. For this Wpose on. is supplied from the
"fixed angle" [full-feathering?) channel under the piston (5), mounted
in the ball bearing sleeve. Through the effects of the force resulting
from the oil pressure, the level of which exceeds the maximum permissible
negative torque, piston (5) is shifted to the right as are transmitter
ball bearings (4) and piston (1). This also stops the supply of engine
oil to the [propeller] control channel. In the course of this, an -
impulse is provide for setting the propeller, which is indicated by an
signal light in the pilot's cabin.
Oil is delivered under piston (5) only during operation, of the
automatic feathering system. For the entire remaining period the oil
supply channel is closed by an electromagnetic vale, located in the oil
line from the full feathering channel under piston (5).
Design of the automatic feathering transmitter
The negative torque automatic control transmitter (fig. 35) con-
sists of two basic parts:
the transmitter and..
.-- the control: mechanism of the automatic feathering system..
The transmitter has the following main parts:
^ cylinder (19)
--, piston (22)
^ springs mounted. in cylinder sleeves (13)
? packing.rings(11) and 12). -
Cylinder (19) is made of 386m, [38 MA] steel, and together with
piston (22) forms.the'oil cavitYY.Of4the transmitter as well as a space
for mounting the springs.
50X1
No Foreign Dissem
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. S-E-C-
No FOreie
.There are 20 *openings on the cylinder flange, with 16 of these used 50X1
for fastening cylinder mounting bolts, to the reduction gear housing and
two for passage inserts (10) and (20), connecting cavity "r" of the .
cylinder through drilled holes and millings in the reduction gear hous--
ing, and in the cylinder itself, throughthe engine oil line and the con-
trol channel to the governor. ? ?
The cylinder wall has 18 openings, 15 of which are used. for retain-
ing springs (13) and three for guide pins (21), preventing the piston
from turning.
The cylinder sleeves have 15 outer and 15 inner springs, mounted
in ;airs, one inside the other.
The inner spring has a guide (16). The total force of the springs
averages 900 kilograms.
Inside the cylinder are two precision-machined cylindrical surfaces
for rings (11) and (12). The surface of the smaller opening has three
grooves: one of these supplies oil to the regulator transmitter con-
trol channel; the others are for drainage of oil from the cylinder when
piston (22) shifts to the right.
Piston (22) is made of 38CHA [38KhA] steel. On its outer surface
are four grooves, thre for packing rings (11) and (121. and:the fourth
center groove on the thinner porition [of the plunger connects cylinder
cavity "r " with the control channel.
The wall of the piston has 15 recesses for springs and three holes
,for pins which retain the piston in the cylinder.
On the outer diameter the piston has a relief groove.
.The apparatus for control of the operation of the automatic pitch
control system consists of piston (25), packing spring (7), and 12
springs (26). Three pins (6) prevent the 'Aston from turning.
All of these parts are mounted in front. of ball bearing (24) in
Insert (28).. The piston is made of 38 CA. [38 KLA] steel. Together
with insert (28) and insert (27) it forms a cavity into which oil flows
: from propeller feathering channel (1) through a drilled hole in the
housing during operation of the transmitter. .
The 'Aston has groove for packing ring (7), three boles for pins
(6), and. 12 holes for springs (26). The springs press the piston
?
against bearing (24) when it shifts simultaneously with the propeller
shaft.
.47
S-E-C-R-E-T
No Foreign Dissem
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No Foreigh Diasem
Insert (27) is fastened to the wall of bearing insert (28) by bolts 50X1
.and the cylindrical portion is centered in it.
The surface of the insert has a groove for packing ring (-8), pre-
venting the outflow of oil from under piston (25). The oil is supplied
under piston (25) from feathering channel (1), through a drilled hole in
the housing and bearing insert (28) and through electromagnetic valve
(37) which is fastened tothe outer surface of the reduction gear hous-
ing and connects with the oil channel through inserts (34) and (36).
The automatic control transmitter for negative torque is set at a
reading of 1,800'030 kilograms with the oil pressure in the system ?
at 5 kg/cm2.
In addition to the newly-mounted automatic feathering transmitter
mechanism and the control apparatus, the [02 and 03 series] reduction
gear has the following differences in design:
The front oil-passage insert (4) is made of magnesium alloy with a
drilled hole in the central portion for return oil from the propeller to
the engine.
The front end. of the insert is located on the same plane as the
propeller shaft flange. ?
Planet gear carrier ball bearing (17) is reduced in size [pre-
sumably in comparison to series other than the 02 and 03]. The seating
diameters of the planet gear carrier, the bearing insert, and reduction
gear partition were made in the same manner.
. Ball bearing (17) is mounted with a clearance which permits it to
shift freely in an axial direction in relation to the insert. For this
reason the tolerance of the stop lug and groove with retaining ring in
the insert are nil.
The planet gear carrier is axially secured by flexible rings (30)
and (31), mounted in annular grooves on the planet gear carrier grooving.
Permissible shift of the propeller, shaft in relation to the planet gear,
case is 0.0 to 0.2 millimeters and is secured by a spacer washer (29).
The MIK pump drive gear (18) is fastened:, with bolts to the flange
of the countershaft hub instead of being splined on the grooves of the
propeller shaft.
? Oil is supplied to reduction gear ball bearing (24) through hole
? (32) in the propeller shaft and. through a recess in bearing space
washer (5).
241
S-E-C-R-E-T
No Foreign Di s sem
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No Voreig
50X1
On the outer surface of the reduction gear housing is a flange for ?
;mounting electromagnetic valve (37) for automatic, feathering control.
? The following supplementary channels are built into the reduction gear
housing:
(a). For supply of oil (23) from the engine oil Jae into the cavity
of the automatic control transmitter for negative torque;
? (b). For scanvenging oil (9) from the transmitter cavity through
the front housing to the housing;
(C). For supply of oil (35) from the full feather channel to the
electromagnetic valve of the automatic feathering control mechanism;
(d). . For scavenging oil .(33) from the electromegnetic valve' under
the control plunger.
2. FRONT HOUSING
The front housing (Fig. 39 and 40) is located. betweenthe reduction
gear and. the compresser, and serves as the mounting for engine accessories,
accessory drives, front. mountingbats, compressor tearing inlet guide
Vanes and forms the air intake channel of the engine.
The front housing group consists of the following parts:
-- front housing (Jt which contains all the parts of the drive;
-- propeller brake 2); .
-- main gear (8);
-- drive housing (10).
The front housing contains the following accessory drives (Fig.
41 and. 43):
(a). Propeller brake drive, [proloeller] governor, and centrifugal
deaerator, consisting of bevel gear (4) (Fig. 41) and. horizontal Shaft
(2), mounted in two ball bearings. At the same time the drive is con-
nected, by means of the grooves (1) tothepropeller brake shaft. Bevel
drive gear (3) is engaged in the centrifugal deaerator gear, and splined
shaft (5) transmits the rotating motion to the governor;
(b). Drive housing drive, consisting of bevel gear (6) and gear
(8) with shaft, mounted on two ball bearings. The motion is trans-
mitted. by splined shaft (9). From the gear and shaft (10) motion is
tramsitted tofthemain oil pump'tbrough splined shaft (7);
29
SzEL-C-R-E-T
No Foreign Dissem
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No Foreign DiSseM
(C). TWO drives to the starter-generator consisting of drive gear
(14) (Fig.. 42), intermediate gears (13) mounted on two ball bearings,
and splined shaft (11);
? (d): From the drive to the scavenge oil pump, compoSed of inter- .
- mediate gear (2i) (Fig. 43)4, gear (29), mounted on ball bearings, and. .
splined shaft (19);
(e). From the drive to the oil separator and the oil supply pump,
? which consists of intermediate gear (18) and gear (17), mounted in ball:
bearings. Splifted shaft (25) transmits motion to the separator, and, by
splined shaft (26), to the oil supply pump;
(f). From the. drive to the alternating current generator which -
consists of two intermediate gears (22) and gear (23), mounted on *two,
ball bearings, and:generator drive couplings (24).
Schematic of the front housing drive
The schematic of the front housing drive is on Fig. 44. From the
turbine rotor, rotating counterclockwise, motion is transmitted through
the compressor rotor to drive shaft (1) and on to the reduction gear and
the drives in the front housing.
Motion is transmitted to the reduction gear through reduction drive
gear ,(28), splined to the drive shaft.
From the drive gear of the main drive, the transmission is divided
to two [locations]:
(a). To the accessories located in the upper portion of the front
housing: through upper drive bevel gear (3) of the main drive and gear
and shaft (4) to bevel gear (5), located on-the splines of the right
end of upper horizontal shaft (6) which turns clockwise.
Inside upper horizontal shaft (6) is the drive, connected to the
shaft and-the propeller governor by means of splines (drive I, turns to
the left). On the central section of shaft (6) is the bevel drive gear
of centrifugal de-aerator (7), which is engaged in the centrifugal
de-aerator shaft drive gear (drive II. rotates to the right).
On the left end of upper horizontal shaft (6) is mounted bevel
drive gear (9) of the starter-generator drive; engaged in these is
intermediate starter-generator drive gear. (10), rotating on fixed
journals (11) and trasmitting rotating motion to the starter-generator
drive gears and shafts (12). Inset within these gears are splined
shaft of the starter-generator, drives (drive III. rotates to the left).
50X1
30,
S-g-C-R-E-T
"84614.00D?ern
, ? .?
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? S-E-C-I
No Foreigt
?. The left end of upper horizontal shaft (6) constitutes the pro-
peller brake drive (drive IV. rotates to the left); 50X1
(b). To the accessories located in the lower portion of the front -
housing and particularly; through the lower driven bevel gear of main
drive (3), connected to gear shaft (13), to bevel gear (14).
Bevel gear (14) is mounted on the end of lower'horizontal gear (15) ?
and telins it clockwise. To the right of gear shat (15), through two .
intermediate gears (16), rotating on fixed journals, motion is trans-
Citted to gear (17), which constitute the drive for the alternating
current generator (drive V. txuas to the right).
1 inside (16), mtion is transmitted to gear gear oar 18
To the left from the lower horizontal gear shaft 3.1, through
intermediate
which fits the drive cone [bevel gear?] of the oil scavenge pump from
the rear compressor bearing and the turbine bearing and. the turbine
bearing (drive VI. rotates to the left). ,
Engaged in gear (18) is another intermediate gear (16), from
which the motion is transmitted to gear (19), which has [inside?] splines
on the ends of its center hole, and from it [the motion is] transmitted
through transmission shafts to the accessories; from the rear end to
the centrifugal separator (drive VII. turns to the left), and from the
front end to the oil delivery pump (drive VIII. rotates to the right).
From lower horizontal gear shaft (15), through the drive housing
shaft, dual drive housing gear (20) turns, with the left large ring
[gear?] which is engaged in gear (21) of the drive of the madefuel
pump (drive XI. turns to the right).
Engaged in the small right ring [gear?] from the left side is gear
(22) of the fuel delivery pump (drive X, rotates to right) and from the
right side, dual gear (23) [is engaged].
From the left large ring [gear] of the same gear motion is trans-
mitted to gear (24) of the scavenge oil, pump -for the drive housing
(drive XI. rotates to the right) and from the right small ring, through
intermediate gear (25) to tachometer' transmitter gear (26) (drive XII.
rotates to right).
? The center bole of dual gear (23) of the hydraulic pump has [inside]
splines into which is fitted the hydraulic pump' drive shaft (drive XIII.
rotates to the right).
The hole of main gear (20) of the drive housing has splines, into
.which is fitted the ETA drive shaft, which transmits rotating motion? ?.
to the- ETA (drive XIV. rotates to the left).'From.the lower perpendicUlar
? shaft of.gear (13), through the oil pump drive shaft, motion is trans-.
Mitted. to themain oil pump,(drive XV. rotates to the left).
31
84-C-R-E-Tt
pp@itio
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S-E-C-R-E7T
No Foreign bissem
. Design of the front housing
.The front housing (Fig. 45, 46) is cast of I5 magnesium alloy and. 50X1
has the sal.)e of two truncated cones: inner (28) and outer (24), inter-.
connected by six ribs (9) (Fig. 45).
Between the inner and outer cones there is created an intake suction
channel of the engine, divided into six sections (10) by ribs along its
periphery. The upper and lower portions of the outer cone have lugs with
flanges for mounting the accessories.
The drives are mounted to the accessories in the center cavity of
the front housing, in the spaces of the perpedicular ribs and lugs.
Both cones have flanges on their forward ends:
-- from the front
the air filter (lapac),
-- from the rear -
vanes.
- [flanges] for mounting the reduction gear and
for mounting the compressor and the inlet guide
On the front end of outer cone*(24) is the flange (8) with twelve
holes for mounting the air filter, and on the forward end of inner cone '
(28) is a flange (1) with a central recess.and thirtrolts for mount-
ing the reduction gear to the front housing.
On this flange are:
-- oil supply holes for the propeller governor and the propeller;
-- oil drain holes (21 and 23) from the reduction gear to the front
housing;
-- opening (22) for supply of oil from the main oil pump for lubri-
cation and cooling of reduction gear components and-also for supply of
the torque meter pump;
-- opening (29) for supply of oil from the operating spaces of the
torque meter cylinders to the pressure meter and transmitter for auto-
matic pitch control;
-- opening (27) of the sleeve for the electrical cable for de-icing
propeller blades.
Into all oil openings (except drain boles) there are inset adapter
sleeves with rubber rings for sealing the oil channels.
.
In the central portion of the inner done there are two recesses
for the front housing main drive with flanges with nine bolts (25) for
Mounting the main drive. In the lower portion of the front end of the
flange there is a pin for securing the drive in the specified posi-
tion. The front housing has an annular groove, covered by ring (26),
for passage of heated oil from the right side ribs into the left.
32
No Foreign Dissem
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From the front, on the upper housing projection, there are three ,
flanges: the center one (6) for mounting the propeller brake and taki
flanking flanges (5) for thepivots of the intermediate gears of the
starter-generator drives. Under the flanges is mounted a nozzle [sensor?)
for measuring pressure in the bhariS pitch channel.
In the upper. portion of the box-like projection there is a flange
(18) for mounting the oil delivery pump and. hole (20) for mounting a
drain cock for oil from the front housing [sic, located in lower pro-
jection on housing).'
On the side walla of the outer housing there is also a number of
lugs for mounting accessories and fastening engine components. There
are, namely:
? both flanges for fastening the engine mounts (45) (Fig, 46);.
and (16) (Fig 45); ?
-- on the front forward end of the outher cone, opposite the upper ?
and lower diagonal ribs, there are flanges (11) (Fig. 45) and (44)
(Fig. 46) with openings in the center for mounting tubing for passage
of oil from the suction stage of the main oil pump to the centrifugal
separator, through drilled openings in the ribs;
-- on the left side of the outer cone, opposite the upper diagonal
rib, there is flange (12) (Fig. 45) for mounting the automatic pitch
control transmitter.
The automatic feathering transmitter is supplied with oil from
the torque meter piston, mounted in the reduction gear, through special.
opening (29) in.the,rib of the frOnt housing. There is a nozzle on the
transmitter housing to which is fastened the torque. meter oil pressure
meter.
The de-aeration tube, connecting cavity of the front housing with
the special aircraft engine de-aeration tank through an opening in the
rib, is mounted simultaneously with the transmitter.
Under the de-aeration [de-aerator?] on flange (15) is mounted an
icing warning indicator. The flange 'has holes opening into the .inlet
channel of the front housing.
At lower left in the front housing are threaded holes for connect-
? ing the'air'removal tube from the utermopatron" of the IA assembly.
Through this hole tad passes the end of the tube, which is tent into .
,the air stream 'in the' inlet channel.
33
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On the upper part of lower box-like projection is flange (17) for
mounting the oil scavenge line from the side ribs to the centrifugal
, separator.
Opposite the left upper diagonal rib a nozzle is mounted from the
rear end of the flange to supply air, to the labyrinth seal of the front
compressor bearing. The air proceeds through the line from the nozzle
behind Stage V. of the Compressor.
On the rear end of the outer cone is flange (62) (Fig. 46) with 'a
centering seat and thirty bolts for mounting the compressor housing.
Inside the cone is a recess for mounting the compressor inlet guide
vanes. On the front end of the the inner cone there is a similar flange
with a center recess for mounting steel sleeve (59) for the front com-
pressor roller bearing. The sleeve of the front compressor bearing is
fastened to the front housing flange with three bolts (61). On the
front end of the flange are eleven bolts (60) for mounting the inlet
guide vanes and for tightening the tearing sleeve.
Opposite the upper rib on both flanges are pins (63) for securing
the compressor inlet guide vanes and the front bearing sleeve in the pro-
per angle.
The upper box-like projection in the rear has three flanges:
(a). Center (30) for fastening the propeller governor. On the
flange are six holes: left lower (31) for oil supply from the main
oil pump to the propeller governor; pump governor oil scavenge hole
(32); oil passage hole (34) to the low pitch setting channel; oil pas-
sage hole (37) for pitch control; oil passage hole (36) to the "fixed!'
[full-feathering setting channel; and oil passage hole (38) for the
high pitch setting channel.
The system of channels is designed with the aid of a special insert
pressed into the flange recess and secure by threaded stop (35). In
the center of the insert is hole (33) for centering the governor and
coupling the drive shaft to the engine drive. At the upper right is oil
fitting (39) from the feathering pump to the governor.
Under the flange are three nozzles -- the center nozzle for attach-
ing the oil supply tube for lubrication of the turbine and compressor
bearings; the left (69, for measuring pressure of Oil in the low pitch
channel; the right (66 1 for measuring pressure in the "fixed" pitch
settiag'channel.
(b). Two starter-generator mounting flanges (4o). The starter-
generators are attached by quick-disassembly holders drawn together by
bolts. The beveled grooves of each holder draws together the adapter
50X1
S-E4-R-E-T
NA Ppre404 111-Paft7
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flanges of the generator and the front housing flanges, in the course of
which the adapter flange of the generator drive is fastened, with brEdy6
to the front housing and the generator flange is bolted, to the fro,
housing flange.
The lower box-like projection of the front housing has flanges
located in the rear"for attaching the following accessories:
-- on flange 57 (Fig. 64) is the air separator on [fastened by]
nine belts. Openings have been cast in the flange to permit oil-to
enter the separator. To lubricate parts of the separator, oil passes
through boles (56); two holes (58) are service openings; ,
-- on the flanges (50) three bolts fasten the covers of the inter-
mediate gear shaft covers. The covers have a".1gg for securing the
shafts;
-- flange (54) with eight bolts is for mounting the adapter unit
of the scavenge pump. The flange has a recess in the center for center-
ing the adapter unit.
-- on the right side of the box-like projection is flange (48), to
which is fastened the alternating current generator. Mounting on the
steel adapter unit is by means of a quick-disassembly holder, just as in
the case of the starter-generator. A rubber cup, pressed in the adapter
unit, prevents seepage of oil from the drive into the generator and
[also prevents] drainage from fitting (67). Above flange (48) is fit-,
ting (46) for drainage of oil from the air passage behind compressor
stages V. and VIII;
-- in the central portion of the lower projection there is flange
(53) with a central recess and. ten bolts for fastening the drive hous-
ing to the front housing;
-- on the lower well of the lug there is flange (52) with a
center recess and bolts for Mounting the main oil pump. From the right
side,, the flange of the main oil pump has a threaded oil fitting (51)
to the KTA fuel control assembly;
-- on the right side of the outer cone of the housing there is a
hole opposite the upper diagonal rib of the front flange; this hole is
for electrical leads for heating the propeller. Adapter unit (43) for
mounting the plug connector for the electrlcal lead is mounted on the
flange; beside it is the second flange (421 with a hole which ix con-
nected to the inner space of the front housing.
Fastened on the flange is the tubing ofthe valve for the releas-
ing fire-extinguishing substance into the front housing. The upper
diagonal ribs have service openings (14) (Fig. 45). and. (41) and (Fig.
46). The openings have Covers. The cover mounting bolts have angle
plates for fastening plug connectors of the electricallead; _ ?
35
044444
No. Foreign Dis sem
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-- at lower right, on the outer cone, there is a specially, cast
? flange for fastening the transmitter for over-all air pressure passing 50X1
to the engine; the transffitter gauge extends into the engine's inlet
channel. For protection against icing, the filter portion of the trans-
mitter and the air tube from the [2] of the fuel control assembly are
heated by air brought to them by a special tube;
? -- in the lower projection are two chambers (49) for mounting of
? the oil filters. Above the filters is a flange witha hole for mounting
the oil pressure transmitter at its entry into the engine;
-- on the upper left diagonal rib and right lower [rib] are flanges
(13) (Fig. 45) and (47) (Fig. 46) for mounting the air supply tube from
the space behind the compressor for heating. the compressor inlet guide
vanes.
2.3. Central drive
The central drive (Fig. 47) consists of housing (1) and three
bevel gears mounted in it: bevel drive gear (2), engaged in two driven
bevel gears; the upper (3) and the lover (4).
Drive gear (2), mounted in the housing in one bearing, has inner
splines connecting with the reduction gear drive shaft. Upper driven
bevel gear (3) is mounted in two bearings and its end has inner splines
for connecting with the gear of the gear of the .perpendicular shaft of
the upper drives.
Lover driven bevel gear (4) is mounted in-two bearings like the
upper one, and likewise has inner splines for connection with the gear
shaft of the lcmer drives. Central drive housing (1) is cast of AL 4
alloy, and is shaped like a truncated cone with two flanges on the
forward ends.
On the end of the housing withthe smaller diameter there is a
recess with flange (5) and eight bolts.for mounting the flange of the
drive gear.bearing sleeve.
Flange (6), with tine boles for bolts and. with one hole for a pin,
Is employed for fastening the housing to the circular flange of the
center recess of the front housing. The following cylindrical surfaces
are located on the housing for mounting in the front housing: surface
(7) in the case of the larger and two surfaces (8) in the case of the
smaJler diameter. '
. 36
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Between the two cylindrical surfaces (0) are annular grooves m
.for passage of oil from the main oil pump to the governor and for
cation of the upper drives. On the sides of groove (9) are two
seal rings (10), mounted 'inan annular recess.
The bevel drive gear bearings and front compressor bearings are
lubricated by nozzlesinthe bearing enclosures (Cages?], connected by
holes drilled in the walls of the housing With annular groove (9). A
hole is drilled from this groove, and through this hole flows' oil for
lubrication of the teeth of the bevel gear of the main drive.
On the side surface of 'the housing are four cut-outs (11) for'
the passage of the ring of the driven bevel gears.
2.4. Drive housing
The drive housing' (Fig. 48) consists of cast housing (1) and
cover (2), and a complex of gears and shafts mounted on ball bearings.:
Both parts of the. housing are.mutally centered by pins (3) and are
tightened together by twenty bolts and nuts'. The housing has the
following drives;
-- drive to the =A fuel control assembly, consisting of splined
welded shaft (4), connected with two rims of gear (5); the housing
with the drive shaft of the fuel control assembly; and tubular shield
(6) with rubber seal rings on the ends;
-- fuel delivery pump drive, consisting of gear (7), driven by the
small rim of gear (5); -
-- main fuel pump drive consisting of gear; (8) driven by the large
rim of gear (5);
-- hydraulic pump drive, consisting of gear (11), having two rims
and driven by the small rim of gear (5).
From the small rim of gear (11) the hydraulic pump drive leads to
the tachometer transmitteri.consisting of ',a complex of gears: inter-
mediate gear (12),-ariven gear (13) mounted on two bearings, located in
special steel housing (14). The transmitter shaft is sealed by a cup:
The transmitter is mounted to housing (14) by means of a shifting
(adjustment?] nut, which is a part of the transmitter.
'The drive of the oil scavenge pump, consisting of gear (15) is
driven by the large rim of hydraulic pump drive gear (11)
37
84-C-R-t-T
No For01.ga, P*PPR111
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2.4.1. Drive housing 50X1
The drive housing is cast from ML5 magnesium alloy. Its front
portion is fastened to the front housing by bolts passing through holes
(1) (Fig. 49). To ensure alignment of the central gear of the housing
drive and the lower horizontal shaft of the front housing, the front
housing has lug (10) (Fig; 50) on the outer side of the housing wall.
On the same wall, from the inside, there are two holes (Fig. 49), into
?
which are fitted the stops of the front intermediate gear shafts.
In the center of the housing, in the mounting hole, insert (3)
Of the central housing drive gear is pressed. In the lower portion of .
the housing, insert (11.) 'ofthe main fuel pump drive gear is pressed.
Mounted in the right of.center recess (3) is pressed insert (6) is
fastened to the' housing by two bolts and nuts.
For de-aeration of the drive housing into the front housing, there
is a hole (11) (Fig. 50) in the housing wall.
For correct assembly there are two pins (7) (Fig. 49) located in
the wall of the housing.
Nineteen bolts (8) are distributed along the periphery [of the
housing] for fastening the cover to the housing.
Oil from the housing cavity is drawn out by a pump; for this
purpose (12) (Fig. 50) is in the wall of the housing, beginning in the
lower portion and ending in hole (13) in the wall to the cavity of the
lower box-like projection of the front housing.
Nozzles (9) (Fig. 49) lubricated the gears of'the drive housing;
the nozzle is in the wall of the housing and serves as the terminsl of
a channel connected with the channel of the lower box-like projection
of the front housing.
2.4.2. Drive housing cover (Fig. 51 and:52)
The cover is cast of ML5 magnesium alloy,, and its.shape resembles
.,that of the housing. From the inside oe the' cover through a mounting
hole in the center is pressed insert (7) (Fig. 52) of the central gear .
bearing; from the outer side it [the cover] has flange (1) (Fig. 51),
which serves as a support.for the ring of the 'A drive-shaft shield. .
On the left of the central recessit hole '(6). with a square flange
and four bolts for fastening the' fuel delivery pump':.. In the hole, from
the outer sidel_thereiti:pressed an insert-for the drive gear bearing.:
38
,8-E-O-R-E-T ?
, P9P001 WiikeM ?
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NO Poreig
? Under the central recess is flange (5) with a hole and four b50X1
for mounting the main fuel pump. From the inside, there is pressed into
the? hole, insert (11) (Fig. 52) for the drive gear bearing.
To the right of the central recess is flange (4) (Fig. 51) with a
hole and four bolts for mounting the hydraulic pump. In the hole, from
the outer side of the cover, there is mounted insert (12) (Fig. 52) for
the drive bearing. Above flange (4) (Fig. 51), tbe intermediate gear
of the tachometer transmitter drive is mounted in mounting hole (2) by .
means of the triangular flange .and three bolts.
At the upper right end, the tachometer transmitter drive housing
is mounted with five bolts. Nineteen holes (13) (Fig. 52) in special
projections along the edge of the cover are used for fastening the cover
to the housing; two holes (10) for the centering pin and three holes (9)
with steel inserts for bolts, used in removing the cover from the hous-
ing at disassembly, are also on the edge of the cover. Inserts (ii) and
(7) are mounted on the cover by means of two nuts and bolts.
2.5. Propeller brake
. The propeller brake (Fig. 53) is basically a single-di N friction
coupling, preventing windmilling of the propeller (and all turning parts
of the engine) as result of the torque developing on .the propeller blades
'through the effects of the wind when the aircraft is parked.
The main parts of the propeller brake are: shaft (13); movable
disc (16); steel housing (10); the movable tensioning apparatus consist-
ing of plate (5) with solid disc (7) and a complex of springs (4); hous-
ing (3); transmission cover (2); and the brake control mechanism contain-
ing the shaft (18), brake switch) driven gear sector, and drive [gear]
sector (20).
Brake shaft (13) is mounted in ball bearing (15) in the brake hous-
ing, and its splined end is connected. to the upper horizontal shaft of
the front housing. Movable disc (16) is mounted on splines on the .
opposite end of the brake shaft.
Operation of the brake is based on dry friction because its area..
is sealed against oil seepage by rubber cup (12). On the friction sur-
faces of discs (16) is pressed a metalloceramic facing with a high
friction coefficient, wear resistance, and with good seating character.;
istics of the friction surfaces. ?
To prevent needless wear of thenpvable disc through friction with
non-moving parts daring operation of the engine, the brake has built-in
eguipment, permitting retention of the movable die? in a oollttel pobiam
tionbetwen the:non-,.moving?parts. Thisfequipment consistsof flange
39
S-E7C-R-E-T
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No Foreign 15.istien
(8) which is firmly connected to movable disc (16); solid stop sleeve
(17); regulating sleeve (11), the movement of which is restricted by the 50X1
thrust ring (9); and spring (14), which is in sleeve (11).
Braking occurs, when disc (16) is compressed between the non-moving
details [parts]; gthie (8) pushes away regulating sleeve (11) toward the
rear, eliminating clearances 14 and N.
The pressure mechanism is prevented from turning by the brake hous-
ing (10) by grooves (6). Longitudinal shifting of the pressure mechaniem
and engagement and disengagement of the brake is provided by shaft (18), -
hub (5), and solid disc (7).
The tension element of the pressure mechanism, consisting of the
system of springs (4), under tension between hub (5) and disc (7) pro-
vides a constant and precisely limited pressure on movable disc (16).
In this manner the possibility of deforming the movable disc at engage-
ment of the brake is eliminated..
The brake is engaged at the time of parking of the aircraft and is
disengaged before starting the engine by the EM-2 electrical mechanism,
mounted on adapter unit (2) of the brake cover.
Torque from the MZK-2 electrical mechanism is transmitted to brake
shAft (13) by two gear sectors: drive [gear sector] (20) and driven
[gear sector] (19), the extreme positions of which are fixed by set
screws (22). These ensure constant setting of the brake during exchange
of the electrical mechanism during operation. Retention of the brake
in the engaged position is ensured by the self-locking feature of the
Ma{-2 electrical mechanism.
Adjustment of the propeller brake to the desired degree of
friction is ensured by adjusting compression of springs (4) of spacer
washers (1), clearances M and NI and setting the angle of engagement
within a.specified range. Clearances M and N are checked at the time
of mounting the brake.on the engine by simultaneous insertion of two
gauges through the control opening Which is clOsed by a cover.
?
2.6. Front housing oil system
Oil is supplied to the front housing for cooling and lubrication
of the components both under, pressure and. by spraying.
Engine oil system channela'are bored into the ribs of the special'
lugs of the front housing.
.40.
8-E-C-R-E-T
nisaSem
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No Forei
Mounted -on the front housing are four Oil pumps: the main 45(IK1
pump] (7) (Fig. 39). and the pressure oil pump (5); then, pump (11). .(Fig.;
40) which draws oil from the rear 'and. center bearing, and pump (10)
which draws 'oil from .the drive housing.
Oil passes frot the pressure stage of the main' oil pump: located pd--'
the lower projection Of the front housiiig, to two screen filters (9).
}
From the forward filter the' oil passes through the channel for
lubrication and cooling of the reduction gear components. Oil goes
'from the rear filter to the main front housing line, from where it pro-
ceeds to the governor and for lubrication of rotating components as fol-.
lows:
-- to the propeller governor through hole (31) (Fig. 46), from the.
front housing distribution sleeve; from the governor through holes 34,
26, and 38 in theSsleeve.and then through the forward, housing channels
to the propeller;. ?
-- through nozzle (64) and outer tubing to the bearings lOcated in
the coMbusion.chaMber;.
-- through fitting (51) and an outer line to the KTA fuel control. ?
,
assembly; ?
-- to the flange of the remote pressure measurement [device] at the
engine inlet located on the filter);
-- to the nozzles (65) and (66) for measurement of pressure in the ?
high pitch and "fixed!' pitch setting channel; and also to nozzle (3)
(Fig. 39) for measurement of pressure in the high pitch setting channel.
-- for lubrication and cooling of rotating components of the drive,
by means of nozzles; for lubrication of the central drive gear bearings,
two nozzles with diameter of one millimeter; for lubrication of the cam-,
pressor rotor roller bearing, one nozzle with 1.2 millimeter diameter;
for lubrication of the teeth of thecentral drive bevel gears: one nozzle
with one millimeter diameter; for lubrication of starter-generator drive
bearings, to nozzles with diameter of 0.8 millimeters; for lubrication
of drive housing gears, one nozzle with one millimeter diameter.,
To extension (39) (Fig. 11.6) is connected the line for the feather-
ing [?] *pumit
The return oil is collected in the lower housing projection. Oil
from the reduction gear, the drives, governor; oil from the centrifugal
deaerator? oil drawn fromthedrive housing, and return oil from the
bleed valves of the compressor eollect in this projection.
41
No Foreign Dissem
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No Foreigt bissem
The return oil is drawn fromthe front housing by suction stage of '
the main oil pump, and. by means of outer line (12) (Fig. 40) the oil is 50X1
supplied to he right diagonal ribs of the front housing. Further, oil
comes through channels of the diagonal ribs and through the annular chan-
nel into the left diagonal ribs, from there through outer line (4) (Fig.
.39) it comes to separator (13). The oil drawn from the bearings of the
combusion chamber housing also goes to line (4).
Oil passes through the ribs to heat them. The upper and lower ribs
are heated by oil going to the propeller and the reduction gear.
On the left lower side of the front housing is a cock (6) (Fig. 39)
for draining oil from the housing.
' The drive housing gears are lubricated by oil supplied by nozzle
(9) (Fig. 49) in the housing wall, connected by hole (14) (Fig. 50) to
the main oil channel of the forward housing, and. also by the oil sprayed
on the shield of the drive shaft of the fuel control assembly and part"*
ially coming through the central gear bearing from the front housing
cavity. From the drive housing the 'oil is drawn off into the front
housing through hole (13) (Fig. '50) by the 'scavenge pump, mounted in
hole (5) (Fig. 49). ?
. 42. ?
S-E-C-R-E-T
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No FOrei
? 3. COMPRESSOR
. 50X1
.3.1 General data
The compressor (Fig 54, 55, 56) is of the axial, 10-stage type,
designed-to compress and force air into the .engine's combustion chamber.
. The compressed and heated air Very effectively causes rapid combus-
tion pf a large quantity of fuel in the small spaces of the burners.
At an average speed of 278 meters per second on the ground, the
adiabatic efficiency of the compressor is 0.845.
The passage channel's constant outer diameter between the first and
tenth stages is 433-433.4 millimeters, and the inner diameter of the
channel is reduced from the first to the tenth stages. '
The outer diameter of the first and second stages is reduced to the
diameter of the third stage, the diameter of the first stage is 447.92160.2
millimeters.
The compressor is subsonic. To reduce the relative speed of entry
of air into Stage I blades of the compressor, the stream of Air to the
compressor.is deflected by the inlet guide vane assembly (1) (Fig 54);
mounted on the inlet of the compessor in the front housing cavity at the
end of the inlet channel.
The vanes of the inlet guide assembly are set at the most suitable
angle of intake to the blades of Stage I of the compressor.
The apparatus which brings air into the compressor, located in the
forward housing, is basically a channel divided by six shaped ribs.
To ensure normal operation of the compressor on modes of up to
11,200 rpm, the engine provides for release [bleeding] of air behind
Stages V and VIII of the compressor.
? Bleeding air ensures the compressor's shift to the ajAculated mode
without the impact resulting from the increase in the volume of air
.passage through the first and middle stages fif the compressor. The
bleeding of air takes the first and middle stages of the compressor from
the zone of unstable performance and increases their level of compression
and efficiency.
In this manner, air bleeding eliminates surging at the lower and
calculated revolutions and makes it possible for the mutual operation
of the stages to be in better relation, which leads to an increase in
over-all compression and adiabatic efficiency of the compressor in
'Calculated modes, expands the operating area of the compressor, and
substantially eases starting and initial acceleration of the engine.
4)
8 E-C-R-E-T
No Fore i gn Di s sem
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3.2 Compressor design
.The compressor consists of rotor (2) (Fig 54), housing (3) with the 50X1
.stator and rotor of the inlet guide assembly (1) and air bleed valves
.(5)-and,(6).
The compressor housing is fastened by its flanges to the rear flange
of the forward housing and to the forward, flange of the compression
chamber housing.
On the compressor housing (50) are mounted the rear engine mountings.
(3) and (8) (Fig ?).
, To attain the high compressor efficiency, the radial clearance of
the ends of the rotor blades and the clearance in the labyrinth seals of
the stators are reduced. At the same time, ,contact id permitted between
the "engine" (rotor?] blades 'and the labyrinth ridges of the rotor with
the (compressor?] casting and the labyrinth rings of the stators, that
are covered with Soft material.
The mounting clearances on the ends of the rotor blades and in the
labyrinth seal of the stators are' indicated in the following table:
Radial clearance
at ends of rotor .
blades
Radial clearance
in the labyrinth
seal of stators
I II
0.4+ 0.75
0.178t 0
0.273
ITI Iv
0.5+ 0.65
0.25+0.358
VI VII VIII IX X
0.6+0.75
0.35+ 0.458
-3.2.1 Compressor rotor
The compressor rotor (Fig 55 and56) consists of 10 discs, on the rims
of which are mounted blades; the rear compressor rotor shaft;. and the baffle
.seals of the front and rear bearing.
The rotor is mounted in two bearings. The front bearing (7) (Fig 55)
is of the roller type and supports the radial load and permits the axial
shift of the rotor. as a result of heat expansion and. deformation due to
axial forces.
Rear bearing (25) is of the ball, radial-axial type, supporting the.
radial and axial loads and retains the rotor in the axial direction.
104.
S-E-C-R-E-T
' NCI WOO
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No Forei6
The rotor is driven by the turbine. The mechanical energy used
by the rotor is utilized for increasing the pressure and tempera5oxi of .
the air and for driving air through the compressor.
The torque of the turbine is trans:bitted through the splines of the
rear shaft and the discs of the compressor rotor. Pins, mounted radially'
in the disc grooves under the blades, transmit the torque from one disc
to another..
The part of the mechanical energy which drives the propeller and the.
engine accessories is transmitted to the reduction gear splined drive
shaft by the inner grooves (in the journal] of the front disc of the
compressor rotor. At starting, the reduction gear drive shaft transmits
the torque to the engine rotor.
The inner cavities.of the discs are interconnected by openings in the
disc walls. Air is supplied to the inner cavity of the compressor rotor
through four holes on the cylindrical surface of the Stage IV disc from
the compressor's [air] passage channel. In this manner the same pressure
IS provided in the entire rotor cavity, and the axial load on the disc
partition is eliminated.
. The discs', the rear shaft, and rotor blades of the compressor are
made of CH17N2 [Khl7N2] stainless steel.
The disc of Stage I (ii) (Fig 57, 58) has a journal at the front end;
.on the machined outer surface the following are mounted:
Baffle seal ring (22);
? Baffle seal sleeve (20);
Spacer ring (19), setting one millimeter insertion of the inner
ring of the roller bearing, bearing compressor, in relation to the
outer [ring];
Roller bearings (4)
Nut (12) is screwed into the threads of the Stage 1 disc, tightening
together the forementioned components to a torque of 30 i.3 kilograms.
Nut (12) is secured by lock (13), the lugs of whibh fit into the grooves'
On the journal and are bent across the edge of the bolt. To prevent
shearing off of the lock lugs in tightening the nut, there is a thrust
ring (14) between the nut and the lock.
45
S-E-C-R-E-T
INFVUO NOM%
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S-EjC.44,B-T
No Foreign tissent
Ring (22) and the baffle seal sleeve (20), thrust ring (14), and
spacer ring (19) are made of 38 CEA [38KhA] steel; lock (13) is made of
-.1CH18N9T f1ai18N9T] steels.
? The baffle seal sleeve and the baffle seal ring, together with the
aluminum-asbestOs grafite surfaces of sleeve (23), prevent seepage of oil
from the roller bearing cavity to the compressor.
50X1
On the inner surface of the Stage I disc journal are grooves for
coupling with, the splines of reduction gear drive shaft (5). In the 'inner
cavity of the Stage I disc journal, lock housing (10) made of 38CHA [381(hAl
steel, is pressed onto and secured to the groove stop. Inside thehousing
steel pin (25) is pressed, serving as a guide for spring (8) of the splined
coupling lock of the Stage I disc with reduction gear drive shaft (5).
.The lock housing serves as a blind flange, preventing seepage of oil
into the compressor rotor cavity.
The rear end of the reduction gear drive shaft is inserted into the
splines of the Stage 'I disc to the stop on the front end of spacer ring
(21) and is fixed in the axial direction by plug (9), screwed into lock
housing (10).
Between the.face side of the plug and the body of the lock is a
regulator ring (6), securing the longitudinal clearance of the reducer
drive gear to a tolerance of 0.2 to 0.4 millimeters.
If the clearance is not maintained, the face side of the plug rests '
against the face side of the reduction [gear assembly] drive shaft bushing.
The plug is secured by sleeve (7) and spring (8). The securing sleeve
has two outer hexagonal configurations, which fits into the hexagonal
openings of the tlug and the body of the lock.
In screwing in the plug, the securing sleeve is pressed aside by a
special key. The securing sleeve is,pressed into a working position
by the spring, which is guided by pin (25) of lock assembly (10).
? The regulator ring, plug and securing sleeve are made of type 38CEA
[38XhAl steel, the spring of OVS steel, -
The design of the discs on the II - IX stages of the compressor (Fig 59)
is of disc and drum construction: .the thin-walled disc with a rim for
fastening the blades transforms it in its axial part to a thin-walled
sleeve with labyrinth ridges and cylindrical surfaces serving to inter-
connect the discs. -
S-E-C-R-E4
No Foreign Dissem
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No Porei
On the cylindrical drum part of the discs of stages I - IX a5oxike
rear shaft of the compressor, are four rolls of circular ridges, which
move over an aluminum-graphite layer deposited on the seal ring of the
stators, making up the baffle seal, which reduce the leakage of air bet-
ween the stages of the compressor and increase the effectiveness of the '...
compressor.
The discs of all stages and the rear shaft of the compressor are
jot:ltd.:on-cylindrical surfaces pressed together and secured by pins. T
-.pins are made of CH17N2 [10117N2) stainless steel.
The discs of the rotor compressor are pressed onto each other with a
shrinkage tolerances of from 0.095 millimeters (for stage I) to 0.4 milli-
meters (for stage X). Prior to being pressed on, the overlapping discs
are heated to 1800 - 200? centigrade, and the disc pressed onto the rear.'
-'shaft is heated to 250? centigrade.
? The selected tolerances assure mutual centering of the discs of the
entire compressor during engine operation.
Radial openings are drilled at all discs-c6nnections for pins pressed
in to,secure.the discs and to transmit torcpe. The pins are placed into
position with a shrinkage tolerances ranging from 0.002 to 0.023 milli-
meters.
The rotor blades (Fig 60) of the discs of all stages of the compressor
are secured by locks (Fig 61). The slots in the discs are elongated.
All discs and the rear shaft of the compressor are machined, statical4.',
balanced, and the assembled rotor is balanced dynamically to an accuracy '
of.5 gram/centimeters. The rotor is balanced by removing metal from
areas (11) and (20) (Fig 55) of the front and rear compressor shaft. The
compressor rotor is balanced dynamically in its bearings.
? Compressor rotor blades (15) consist of the blade proper and root.
The blade proper is made with 'great precision and with a high degree of
surface finishs. The leading and trailing edges of the blade proper and
of the transitional part of the blade leading to the root, are polished.
The number of blades on the individual stages is as follows: stage
I; 25; stage II, 23; stage III, 31; stage IV, 45; stages V, Vi, VII, 53;
and stages VIII, IX, X, 51.
The, rotor blades of stages I - VII are secured at the front against
longitudinal movement by locking pins (12) and at the back by pins (14),
which are pressed into, the openings in the discs with a tolerance of
0;023 - 0.002 ?millimeters.
247
? SECRET
No Foreign Dissem
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No Foreign Dissem
The rotor blades of stages VIII and IX differ from the other stages 50X1
In that they are secured at the front by pins (28), which secure the
discs of stages VII and VIII, VIII and IX, and by locking pins (16) at
the back. The locking pins securing the blades are bent on one end -
toward the face side of the blade, and the other end, in stages II - VII,
they are placed into the openings of the pins which secure the compressor
discs; on stages I, VII - IX they fit into the openings drilled into the
discs under the blades.
The blades of stage X are secured on both sides by locking pins (17),
which are made like little places, with their ends fittings into the openings
located along the periphery of the disc. The ends of the locking pins are
bent toward the face side of the blade.
The blade locking pins on all stages of the compressor are placed into
the slots With tolerances of 0 .1-0.02 millimeters. Seating the blades with
a.tolerance of 040.02 millimeters is secured by milling or grinding the
lower part of the blade.
The pins are made of type CH17N2 [Khl7N21 steel, and the locking pins of
type [1Khl8N9T] 1CH18N9T steel.
Rear shaft (19) of the compressor (Fig 55) is a [very slightly] cone-
shaped disc, which terminates in the center part into a cylindrical tube.
.The outer Surface is a thin-walled tube with ridges for the labyrinth
[baffle] seal. The surface of the cylindrical tube is precision machined
and seated: upon it are .the following: baffle seal bushing (4) (Fig 62),
regulator ring (10), oil slinger(11), ball bearing (7). , The regulator
ring serves to adjust the tolerance between the rotor compressor discs
and the inner rings of the stator blades.
? Behind these components is a thread for nut (9) fastening ball
bearing (7) and grooves for coupling the turbine shaft. Nut (9) is
tightened to a torque of 80 4-100 kilogram meters.
Located inside the rear compressor shaft [tube] are the following:
threads for coupling member (8) (Fig 63) connecting the shafts of the
-turbine and compressor, grooves for sleeve (7), locking coupling bolt,
cylindrical recess for the seating and locking [?] of the guide pin (5),
wilich is also a "blind" [cap ?] of the compressor's rear shaft. The
guide pin. is made of type ICH18N9T [110218N9T] steel. The baffle seal
bushing, regulator ring, oil slinger, nut, and locking sleeve are made
of type 38CHA [38KhA] steel;
Baffle seal bushing (3) (Fig 62) is fastened to the tapered end of
the rotor's rear shaft by six bolts; it is made of type.CH17N2 [Khl7N2]
.steel and is seated, together With baffle seal bushing (4), on the rear
'shaft of the compressor. . Its annular ridges turn on an aluminum-graphite
?' 48
. S-E-C-R-E-T
No Foreign Dissem .
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g-E-C-R
No Foie ign
deposit on the surface of baffle seal bushing (6) of the combustion
chamber casing. This seal.reduces air leakage-from the area behin50x1:
compressor into the oil area of the combustion chamber and thus reduces
the axial force Of the rotor compressor resulting from the air Pressure
behind the compressor.
The outer splines of the compressor's rear shaft engage the splines
of the turbine shaft and transmit torve of the turbine to the
compressor rotor.
The rear end of thecompressor shaft is connected with the turbine
shaft by threaded coupling member (8) (Fig 63), made of type 45 steel.
The dowel pin [of the threaded coupling member] is screwed into the
threaded orifice at the rear end of the compressor shaft and its face
side, Passing through thrust bushing(9), rests against the turbine
shaft.
The thrust bushing is splined to the turbine shaft and is clamped
between the turbine shaft and the end of the compressor shaft.
Spacer sleeve (4) is fitted over the outer spliie of the rear of
the compressor] shaft, and its two forward teeth fit into the groove of
the nut which tightens and secures the ball bearing.
Between the faces of the spacer sleeve and the shaft of the turbine,
there should be a tolerance of 0.34-0.5 millimeters selected and set by
the spacer sleeve and the thrust bushing. The spacer sleeve and the
thrust bushing are made of type 38CHA steel.
Threaded coupling meember (8), connecting the turbine rotor and the
compressor, is secured in a longitudinal position by a sleeve and spring.
The securing sleeve has two sets of grooves engaging the grooves at the
tear end of the compressor shaft and the grooves of the pin, connecting
the turbine rotor and the compressor. While screwing in the pin, the
securing sleeve is held by a special wrench. The securing sleeve is
pressed into position by a spring made of type OVS steel which is guided
by a pin.seated in the cbmpressor shaft.
Front bearing (4) of the compressor (Fig 57) is of a roller type.
It supports the load resulting from the balance and imbalance of the
rotor and permits the axial shifting of the rotor resulting from heat
expansion and distortion by axial forces. The outer race of the roller
bearing is set into sleeve (2) of front housing (1) with a tolerance
of 0.032 to 0.011 millimeters. The outer race is secured in an axial .
position by spacer. insert (16) and flexible ring (15).
49
8-E-C-R-E-T
No Foreign Disse
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SECRET
No Foreign Dissem
The front bearing sleeve (2) is locate
the rear flange of front housing (1) with a tolerance of from 0.011 to
0.04 millimeters. In order to secure this setting, the diameter of the 50X1
mounting is made in two sizes
The front bearing sleeve is fastened to the flange of the front
housing by-eleven tap bolts which, together with three bolts (18), also
secure the inner ring of the inlet guide vanes. The sleeve is aligned
by a pin. .The front bearing is equipped with a baffle seal preventing
seepage of oil from the area of the roller bearing into the air passage
space [air intake duct?] of the compressor.
The baffle seal [assembly] of the compressor's front bearing is
three-fold and consists of baffle seal sleeve (23), baffle seal ring
(22) and, baffle seal sleeve (20). It is [pressure ?] sealed by air bled
from the area behind stage V of the compressor.
? The compressed air passes through a tube, channels in the forward
housing,,air supply channel to front roller bearing seal (17), the air
supply channel (24) in the sleeve of the front bearing and the baffle
sleeve into the areaof the seal, thus preventing the seepage of oil into,
the air area of the compressor.
Three sets of ridges on the sleeve, the rings, and the baffle seal
sleeve move along the inner surface of the sleeve; the seal rings have a
built up aluminum-graphite layer. On the surface, under the aluminum-
graphite layer, is a step tap of 0.75 millimeters. During assembly a
diametral clearance is. maintained on the surface of the thicker seal
ranging from 0.15 to0.348.millimeters, and on the two.other.surfaces
from 0.12 to 9.289 millimeters.
At operational engine rpm, the radial clearance of the seal approaches
'zero, so that.a slight contact, is possible between the ridges of the
' seal and the easily removable layer. The ring and sleeve of the seal
are mounted. on the [foward] journal of stage I of the compressor together
with the roller bearing, the regulator and stop ring, and the lock, and
these are secured. by lack nut (12).
The baffle seal sleeve is fastened 'to the sleeve of the front bearing
by six bolts and is centered on the 'cylindrical surface of the front
bearing sleeve with a tolerance of from 0.05 to 00.3 millimeters.
Oil for lubricating the compressor roller bearing is supplied
through openings in the front drive housing. Oil from the roller bearing
area flows into'a sump in the front housing as does oil from the baffle
seal, which flows there via, three grooves (3) of the front bearing.
50
S-E-C-R-E-T
No Foreign Dissem
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? Sh.E-,C
. No Forel.
The front bearing sleeve, the spacer sleeve, and the baffle seal
sleeve are made of type 38CHA (381(bA] steel. The flexible ring50X1ade
of type U7A steel.
Rear bearing (7) of the compressor (Fig 62) is ball type, radial-
axial. In addition to the radial load of the rotor, the bearing also
carries the entire axial load acting on the rotor, equalizing the differ-
ence between the axial forces of the compressor and the turbine.
The outer race of the bearing is set into the combustion chamber with.
a tolerance of 0.01 millimeters up to 0.032 millimeters. The ring is
hell in an-axial position by being clamped between Oil ring (8) and
baffle seal sleeve (6).
The baffle seal sleeve is set into the combustion chamber with an
outer sleeve clearance.of from 0 to 0.067 millimeters. The oil ring, the
outer race of the ball bearing,, and the baffle seal sleeve are tightened
by nut (13) secured to the combustionchamber to a torque of 55-65 kilogram
meters.
The nut Is secured by safety lock (14), fastened to it by two bolts
(15). The outer lock of the safety lock falls into a groove and into ?
the forward groove of the .combustion chamber and in this way secures the
nut.
The ball bearing is lubricated with oil supplied under pressure from
the engine's oil system through three openings in the lubricating ring,
one and two millimeters in diameter.
The oil flows from the area of the bearing into oil sump (12) of
the combustion chamber from which it is removed by the oil pump. The
inner ring of the bearing is seated on the shaft of the compressor rotor
with a tolerance of from 0.015 to 0.013 millimeters.
The inner ring together with baffle seal bushing (4) regulator ring
(10) and disc (11) of the slinger ring are fastened by nut (9).
The rear bearing of the compressor is equipped with a baffle seal.
with reduces air leakage from the compressor into the oil area of the.
combustion chamber. The baffle seal is three stage, consisting of
baffle seal bushings (3) and (4) with three rows of ridges and seal
rings (1), (2), and:(4) (Fig 64; 65), joined together into a single
.unit with six bolts. 'The three rows' of baffle seal sleeves, turning
simultaneously with the rotor Of the compressor, move over the soft .
surface of the seal rings. --
51
8-E-C41-E-T
?
50F4406 TAME
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84,0-R-Emfi
No .Foreign Diadem
?. During operation, the radial clearance of the seal is reduced so
. that the baffles can come in contact with the goft layer. In.assembling50X1
the evipment,-the following diametric clearances are maintained on the
surface of the seal: for seal ring (2), 0.15-- 0.365 millimeters; for
seal rings (1) and (4), 0.12 - 0.305 millimeters. Seal rings (1) and
? (2) on the rear surfaces have six baffles each. An aperture (3) forms
? between the baffles of the forward side of the labyrinth sleeve whibh
'is connected with dearation space (5) (Fig 62).
Air penetrating through the two rows of seals passes, via the ,
aperture, into the deaeration space. and is carried off by the discharge
nozzle. . ?
? Oil slinger (11), located between the inner race of the ball bearing
and the regulator ring, throws the oil towards the periphery and the
discharge opening located there and prevents its seepage onto the packing.
Safety lock.(14) and seal rings (1) and (2) (Fig 64) are made of.,
type 38CHA [30KhA] steel; baffle seal bushing (4) and lubricating ring
(8) (Fig 63) are made of type 38CHN4UA [38KhlEuA] steel.
Nut 13 is made of type 12CHN3A [12KhN3A] steel. The contact face of
the nut is carburized. Al]. of the above mentioned components are pro-
tected against corrosion.
? The inner surface of seal rings (2) and (4) and the outer surface of,
seal ring (1) (Fig 64) contains threads with a pitch of 0.75 millimeters
on which is deposited a layer of aluminum-graphite.
In order to achieve uniform clearance over the periphery between the
seal ring and the baffles of the seal sleeve, the seal ring grinds in
on the packing layer.
3.3 Inlet guide vane assembly
The inlet guide vane assembly (Fig 66) is mounted at the compressor
. intake encl.:directs the stream of air onto the vanes of the compressor's
first stage.
? The inlet guide assembly is mounted in the area of the front, housing
and consists of the following main components: 23 guide vanes (4), front.
outer ring casing (3), rear. outer ring casing (5), inner ring casing i
(15) and flanged spacer ring (17).
The vanes of the inlet guide assembly are cast of t e.CH17N2
[10317N2] steel.
On the top and bottom of the vane are precision machined pins
(11) and (16), used to set it in the outer and inner rings. ? ?
52
No Foreign Dissem
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S-E-C
?
No FO re i
The bottom pin-has a cut-out, which serves to secure the vanes in
the channel.' ? 50X1
The inlet guide vanes Vary in height and configuration. In the
forward section, the vanes have channel (9) along their entire length
which is created by milling and by welding (electric or argon weld) the
'forward edge and the upper face edge of the vane. After being welded,
the leading edge is polished to reduce resistence to air flow.
Top pin (11).is hollow and has two openings (12) for admission of'
hot air into the vanes. The small channel (10), made from the forward
edge of the vane by an spark erosion machining connects the forward channel
of the vane with openings.
Air, taken from behind the compressor for heating the inlet guide
vanes; passes through a tube into the annular area (22) between the front
casing and the outer rings of the inlet unit. From annular area (22) the
air passes through openings (12) into channel (9), and on leaving the
vanes it mixes with the inlet air entering the compressor. This heats
the guide vanes and prevents them from icing.
The outer ring [casing] of the inlet guide vane unit consists of. two.
halves: forward (3) and rear (5) joined by 12 bolts (25). In connection
with this, the forward part of the ring has. 12 threaded openings and the
back part has 12 smooth openings. The fastening ties on the two halves
are secured by locks (23). The outer casing's two halves are centered
together by three. pins (18). SpacednaRund the outer ring casing are
IT w
23 openings with a diameter of 12
0.0u millimeters for the upper
pins of the vanes.
'The outer ring casing is centered in the forward casing by two precision
machined lugs located on the front and rear parts of the casings. The
outer ring casing is secured in an annular position by pin (2), seated.
in the forward casing. The front face of the ring casing rests against
the forward casing and its back side against the regulator ring (6).
The outer ring casing is made of type ML5 magnesium alloy, and the. inner
ring (15) of type DlT raluminum alloy. The inner ring has 23 openings
with a diameter, of 124- 0.012 millimeters for the bottom pins of the.
guide vanes.
On the forward side of the inner ring are 11 openings for bolts (20)
which screw into the forward casing and secure the inner ring and spacer
flanged rings (17). The inner ring casing is secured by pin (13) which
is set into the forward.casing'and the inner diameter is aligned with
the front bearing sleeve (14).
53
S-g-C-R-E-T
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No FOreigaissem
The forward face of the inner ring casing is
the front bearing sleeve.
Ring (17), made of type 38CHA [38KhA] steel,
with its forward face in a certain position with
axis. ?
against the flange of
secures the guide vanes
regard to the compressor
50X1
3.4 Compressor housing
The compressor housing (the static part of the compressor) (Fig 67- .
69) consists of the part between the front casing and combustion chamber
unit. The compressor assembly has ten stator and ten rotor rings. Mounted
on the outer surface of the compressor assembly are the following: fOur
[bleed] valves for releasing air behind the V and VIII stages, the valve
for bleeding air to heat the vanes of the inlet guide unit with electro-
mechanism MP-5, and the KTA control combustion assembly.
The compressor assembly is of welded steel construction and consists
of two parts joined in a horizontal plane which permits simple assembly,
of the engine.
The main components of the compressor assembly are the following:
housing (6), front flange (4), and rear flange (12), and four longitudinal
flanges (14), (17) (Fig 67).
The housing is cylindrical and made of 'steel plate, two millimeters
thick. The housing is divided into two halves along a horizontal plane
which are joined by flanges. The "fibers" of the housing material run
parallel to the axis of the compressor. Flanges are welded to each end
of the housing. .
In order to achieve the necessary alignment of the compressor rotor
bearings, the surfaces of the front and rear flange are made as accurately
as possible.and.their centering indents are made with the least possible
relative disalignment.
"Angie shapes are welded to the housing and also to the front and rear
flange in a horizontal plane. Along the surface of the housing are 64
openings used for bleeding air .to the collector and 6o openings for bolts
to fasten the stator blades.
The front flange (4) is made of type 20 steel, it is shaped like a
truncated cone and fastens to the forward- casing. From the front, the
'flange hap 30..openings-for the mounting bolts of the forward casing and ?
30 milled countersunk'recesses for the nuts* .
? 54
S-E-C-R-E-T
? No. Foreign Dissem
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S-E-C
No Forel,
On the inner surface, from the forward side, is a cylindrical recess
for centering the compressorassembly on to the? forward casing. 50X1
inner surface also has two shoulders with a precision seating diameter
for the rotor Collar of stage I and the forward collar of the outer ring
of the stage I stator vanes. From the back, the flange has a round
collar which is used to center, it on the casing prior to welding.
The compressor housing (12) (Fig ?] is made of type 20 steel; it is .
aligned with the combustion chamber housing and fastened to it by 36 bolts._:
The bolts and nuts are secured by lock washers'. . .
From the front, the flange has a collar by which it is aligned with
the h.)using prior to welding. The four longitudinal members (14) and
'(17), welded to each half of the housing on a horizontal level, are made
of type 20 steel. The longitudinal members have an angular shape which
broadens out towards the back to accomodate the bolts for mounting the
engine.
The two.halves-of the compressor housing are joined together by 42
bolts (16), of which five on each side are centering bolts which serve.'
. to position both halves of the housing.
. Two gaskets (15) of AVA-M material, four millimeters thick, are ?
placed between the flanges of the two halves of the compressor housing.
The connecting bolts are made of 38CHA [38101A] type steel. The nuts for-
. these bolts are tightened' to a torgge of 2 4-2.2 kilogram meters.
.The bolts are secured by lock washers placed under the main bolts
and nuts. Welded to the inside surface of each half of the compressor
housing are. 12 T shaped -(1) and three U- shaped (24) semi-circular
stiffeners.
The semi-circular stiffeners are'made of type 10 steel and serve to
center the rotor blades and the stators.
Welded to the outer surface of the assembly housing are 6o bosses.
(5) and (7) for 'fastening the stator [rings] 'of the compressor's
I -.X stages (three bosses for each half of the stator). .The bosses
are made of type 10 steel.
The stator fastening bolts are secured by lock washers (12).
The bosses, located in a vertical plane, both on the upper and lower
halves of the housing have precision openings for the centering bolts
fastening and' securing the, stator halves in an axial and radial direc-
tion.
55 .
'S-CRT
-' No Foreign Dissem .
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No Foreigti Dissem
? The stator mounting bolts are made of
maintain an even tension and to prevent overstress in assemblying, the
fastening bolts Of the compressor stators in stages I - III are tightened5oxi
to a torve of 0.6+ 0.8 kilogram meters and in stages IV - X, to a torque
of 1 71- 1.2 kilogram. meters The face surfaces of the bosses, lock
washers, and the Contact Surfaces of the fastening bolts are tightened
to insure a. sufficient tightness of the interior area of the compressor
housing.-. For bleeding air, canister collectors, made of type 20 sheet
steel (upper strength 1.5,millimeters, bottom strength 2 millimeters),
are welded to :both halves of the compressor housing.
The upper and lower collectors are welded together from two halves,
while rear halves .(11) and (23) are welded by two side walls to the
? compressor housing and the front wall becomes aliermatically sealed
barrier separating the areas of the bleed valves of stage V from the
? area of the bleed Valve of the compressor stage VIII. Forward halves
(8) and (20)are welded to the compressor housing and to.the-rear halves
of the collectors.
? Welded to the central part of the upper collector, under one of the
bosses of the stator fastening bolts, is insert (10) of type 20 steel
plate. Six inserts (10) are welded in a similar fashion on a vertical
plane of the lower collector. In order to achieve an even collection of
air along the periphery, the collectors take up a sizeable portion of
the housing, while their diameter increases progressively to the place
where the bleed valve is secured.
Two flanges (9) of type 20 steel are welded on a vertical plane to
the upper collector for fastening the bleed valves behind the V and VIII
stages of the compressor. The flanges have eight threaded openings for
the bleed valve fastening bolts.
Welded to the front of the upper collector is coupling (6) (Fig 68)
which is used, to bleed air from behind stage V for the baffle seal of the
compressor's front roller bearing. Welded to the sides of the rear half
of the upper collector are bosses with a threaded opening for fastening
.the clamps of the starter cables from the IN-4 coil to the igniters.
Four flanges (2) and (5) (Fig 69) of type 20 steel are welded to the sides
of the lower collector, two on each side. The flanges have eight threaded.
openings. Mounted on two of the flanges, from the right side, are the
bleed valves behind thecompressor stages V and VIII and behind flanges
(2) (Fig 69) of aluminum alloy from the. left side.
Welded to. the lower level of the collector are two mounting bars (6)
(Fig 69) ? for faetening the KTA fuel. control assembly. The KTA assembly
is fastened with eight bolts.. screwed into the mounting bars and bosses.
welded to the bars. The mounting bars and nsees are made of type 20
steel.. -Four plates are welded to the housing and collector to increase
the rigidity of the lower collector in its area around stages V and VIII ?
under the mounting bars of the KTA assembly.
56 .
d7s-c-R-t4
bihitgein
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N6 Foreie
'Boss (4) .(Fig 69) with a threaded hole is welded at the front of the
lower collector for fastening the clamps holding the air tube .leE50X1
from the sensor located in the forward casing to the 'STA control assembly.,
Two bosses (I) with threaded holes are welded to the lower half of
the compressor housing on the left side for the bolts holding the supports
of the VE-2 hydraulic switch of the starter generator. Boss (3) with a
threaded hole for fastening the clamp holding the wires to the KM fuel
control assembly is welded to the lower half of the compressor on the right
side.
Two bosses (4) (Fig 68), with threaded holes for bolts securing the
hot air bleed valve for heating the vanes of the inlet guide vane unit, are
welded on the right side to the upper half of the compressor housing. Welded
to the same side of the upper half of the housing is a support plate (3)
of type 10 steel with two threaded holes for fastening the clamps of the tube
carrying off air from the oil area of the turbine shaft channel to the
centrifugal deaerator.
On two of the bosses (1), welded to the upper half (placed close to
the forward flange), are fastened' the clamps for holding the collector lead
to the NP-5 electro-mechanism.
One rear mount for the engine, made of type 40CHNMA (40KhNNA) steel,
is fastened from the right and left sides of the compressor housing rear
flange and is secured' by three bolts to the longitudinal members of the
compressor housing and by two bolts to the rear flange. Fastened by four
bolts to the same flange of the upper half Of the housing are two mounting
bars for fastening by three bolts are also two mounting bars for fastening
the cover. They are made of type 38CHA (38KhA] steel.
The starting fuel valve is fastened to the longitudinal members on the
right side.
The compressor housing is tested under air pressure of one kilogram
per square centimeter for a period of one minute.
3.5 Stator and rotor rings
The compressor stator rings (Fig 71,72, 73) convert a part of the
kinetic energy of the air, acquired from the compressor's rotor blades,
to pressure energy, and direct the stream of air at the desired angle.
The outer and inner rims of the stator and rotor rings form the
narrowing duct of the compressor.
The construction of all the stator rings is the same; they differ
only in their geometric shapes and the number of blades.
57
S-E-C-R-E-T
No POrt40411 1114444*
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S-E-C-R-E-T
No Foreign Dissem
The stator rings are welded and consist of outer rim (2), inner rim.
.(4), labyrinth ring (5), and pins (1) fastening the stator ring to the 50X1
compressor housing (Fig 71).
The outer and inner rims are rolled from steel sheet 1.5 millimeters
thick and have shaped openings into which blades are placed and welded "
from the. face side so that a rigid component is created which cannot be
disassembled. Labyrinth ring (5) of steel sheet, 2 millimeters thick,:
is welded inside.
The labyrinth ring together with the ridges on the compressor rotor
form the fir seal which prevents the seepage of air between the stators.
In order to secure the seal with a zero clearance, an soft layer of aluminum
-with 'graphite (7) (amount of graphite 6 to 12 percent) is deposited on
the seal ring. ?The-thickness of the layer, afterthe completion of the
'milling, must be at least 0.7 millimeters. Special ridging (6) is cut
Into the ring to achieve a better union of the layer with the seal ring.
The sealing layer is deposited in the stator rings to assure the
clearance between the surface of the rotor and the layer.
These clearances are achieved during the operation of the engine,
when the rotor is affected by centrifugal forces and the material has
expanded as a result of the heat, the ridges of the rotor cut into the
layer and thus assure the necessary sealing.
The stator.vanes are cast of type CR17N2 (Xh17N21 steel and are
.polished. All, of the stator rings are cut in two and marked "Upper" and
"Lower." The beads of the outer rings are precision milled and serve to
seat and center the stator rings.
Three Tins (1) (Fig 71) with threaded openings are
half of the stator ring to secure it to the compressor
The stator rings behind the stages V and VIII-have
in the outer tim for bleeding air.
To prevent corrosion the parts are eloxal coated. The number of
stator vanes in the individual' stages is presented in the table below:
welded to each
'housing. '
80 and- openings
Stage I II 'III: IV V ."YI VII VIII "p:. X'
Number 32 38 4' ,711.-71s. 82
58
-8-,sc711-E7T
'NP .FPFORR il4ROM
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S-E-C
FOrei
The compressor rotor rings (Fig 73) are positioned between the outer
stator rings and assure a maximum clearance between the tips of 5oxi rotor
blades and the inside diameter of the rings. The rotor ring is rolled
from 10KP steel sheet 1.5 millimeters thick. The ring is centered the
same way as the stator ring alongside the reinforcement rings of the
compressor housing and for this reason the beads of the rings are precision
milled. The ring is prevented from turning by stop (1), welded to the
outer surface of each rotor ring, which fits against the packing located
in the separation plane of the compressor housing on the left side. The
axial position .of the rings in the housing is secured by the outer rim
of the stators.
The rotor ring of stage I is secured at the front in an axial direction
by a seal ring, which rests against the outer rim of the inlet.guide vane
unit. The rotor rings of tages I and II have a tapered inside diameter;
half of the angle is 2? 52 . The rings of stages III - X have centering
bosses of the same diameter.
To secure the minimum radial clearance between the rotor blades and
the inner surface of the rings, the inner surface has a deposited film,
which is easily worked on contact with the tips of the blades. Deposited
on the inner surface of the rotor rings of stages:I - V is a sealing
layer consisting of an aluminum, asbestos, and talc mixture having a
minimum thickness of 0.7 millimeters.
Deppsited on the inner surfaces of the rings in stages VI - X is a
layer consisting of an aluminum and a 10 to 14 percent graphite mixture,
and having a minimum thickness of 0.7 millimeters. To achieve a better
seal between the deposited layer and the surface of the ring, the inner
surface is grooved to a depth of 0.35 millimeters at intervals of one
millimeter and a profile angle of 600. To prevent corrosion, all rings
are phosphated, and the surface is coated with a protective material.
3.6 Bleed valve
The bleed valve (Fig 74, 75) assures the stable operation of the
compressor during starting and during low RPM and thus reduces the load
on the starting mechanism during the starting period.
The four valves are on flanges welded in pairs on the collectors
- behind the stages V and VIII of the compressor and are secured by 8 bolts.
Automatic control of the bleed valves is carried out by the KTA fuel
.control assembly, which controls oil [pressure] to the on the bleed
valve piston, according to engine RPM. This piston opens the valve [under
-pressure], and after the oil [pressure] has been cut off, the valve is
closed by a return spring. The pressure of the oil entering the cylinder
above the piston Is 13 to. 15 kilograms per sqgare centimeter; the maximum
pressure of the air in the collector, at which the. valve can be opened,
is six kilogram6per sqgare centimeter.
? 59
S-E-C-R-E-T
No 'Foreign Dissem
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No FOreign bissem
During engine starting, the bleed valves open when the oil pressure
reaches three kilograms per svare centimeter, at 1,000 1,200 engine 50X1
RPM; they close behind compressor stage VIII when n (nominal = 9,000 4-150 RPM)
and behind the compressors stage V when n = 11,200 + 150 RPM.
The bleed valve [Fig 214.] consists of the following components: body
(16), cover (8), piston (5), valve (17), plate (7), spring (14), and
safety locks (6).
Body (16) is cast of ML5 megnesium alloy. On the lower part of the
body is a flange by which it is fastened to the collector. The flange has
eight bolt holes. The three extensions from the flange support the cylinder,
while the openings between them permit the escape of air. Cover (8) with
a pipe fitting for the intake of oil is fastened by four bolts to the
cylinder's upper flange. A "fabric" type gasket is placed between the
flanges of cover and the body.
The lower cylinder cavity serves as the valve's (17) guide. In order
to prevent oil seepage the cavity has a circular groove with an inserted
rubber ring seal (18). The upper cylinder cavity serves as a guideway
for piston (5). On the outside is a boss with a threaded opening for pipe
fitting (12) to drain off oil seeping between the piston and the packing.
The pipe fitting seals on aluminum gasket (13). The cylinder cavity is
terminated by a horizontal surface which stops the piston in the down
position. On the inner surface of the body, near the lower flange, is a
precision machined tapered surface into which the valve seats in its
extreme upper position.
To secure a dependable tight seal, the tapered valve seat in the body
is milled concentrically with regard to the inner cylindrical cavity and
the valve is self seated by gringing action. Filter screen (21) is placed
In the openings between the lower flange supports. The screen, which is
secured by four dural rivets, prevents foreign Objects from entering the
compressor housing.
The screen is made of 1CH18N9T [lEhl8N9T] steel. Cover (8) is cast
of AL-5 aluminum alloy. The cover has a boss on the side surface with a
threaded hole for pipe fitting (19) for oil pressure to the valve.
Between the cover and the hexagonal pipe fitting is an aluminum gasket....
[page 41 of text is missing. Begins discussion of hot air bleed valves
tor heating intake guide vanes [Fig 76]
The casing has two Tittles for bolts to secure it to the compressor ?
lousing, four holes for bolts (1) to bold casing (11) together, flange (10),
angle plate (18) and flanges (7) and (20). On each face side of the
housing is a single hole for pins to secure the flange and angle plate
on the casing. ,
60
S-E-C-R-E-T
. No Foreign Diseem
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NO.FOreigA
The casing has two bronze bushi
butterfly valve shaft (8). Bushing kit) is iassenea so -me casing by two
bolts; the face side of bushing (19) rests against the butterfly IrEA;;7,
and it is tightened by a castle nut (24), screwed on to the threae.r'irid
of the butterfly valve shaft. The nut is secured. by a cotter pin. The
butterfly valve shaft has two precision worked surfaces which fit into ?
the openings of the futterfly valve bushings. Attached at the end of the
shaft by screw (13) and nut (12) is pull rod (26). The butterfly valve and
its shaft are made of type 38CHA [38KhA] steel.
Flange (10). has holes for mounting to the casing; four holes for fastening
the flange to the casing and one for lock pin (31). It also has holes
for guide screw (29) of the MP-5 electro-mechanism, round recesses for
centering the electro-mechanism unit, four holes for pins and four for the
bosses of the pins securing the MP-5 electro-mechanism.
Angle plate (18) has holes in its vertical walls for centering on the
casings, four holes for the bolts holding the unit together and one for
lock pin (30). Angle plate (18) and flange (10) are made of type 20 steel.
Cover (14)1 stamped of AVAM aluminum alloy sheet 1 millimeter thick, .
is fastened to the horizontal walls of the angle plate by five screws (25)
(with one screwto the casing). On the left the cover rests against the -
flange with its face side. The cover fastening bolts are safety wired.
Fastened with two screws in the horizontal wall of the angle plate
is forging (15), that guides two rollers (2), (3), which make up the axle
connecting pull rods (26) and (27). The forging is made of type 45 steel,
and the rollers of 38CHA [38nA] Oteel. Pull rod (26) consists of. a
covering, the pull rod itself, spring and two washers. The casing and
washers are.mde of type 45 steel, the pull rod of type 38CHA steel; and
the spring of. type OSV steel wire. The pull rod, with a washer fastened
to the end, is able to move over.the inner surface of the casing to a
position in which the spring is completely compressed. The spring rests
against the face side of the washer. The other washer is secured to the
end of the casing. The casing and pull rod have eyes by which pull rod
(27) is attached to the butterfly valve shaft arm.
[The last paragraph of page 42 is illegible.]
The tubes for bringing in and carrying off the hot air to the valves
couple into flanges (7) and (20). Flanges (7) and (20), made of type 45
steel, have four openings each for bolts to secure them to the casing and
-a thread for securing nuts (4) and (21). Inside the flange are openings
for air intake and the centering recess for the tubes.
Asbestos packing cord (6), (23), seal rings (5), (22) and a lock nut
are used in coupling the tube and the flange. The nuts are made of type
38CHA steel, the seal rings of type (45) steel.
? 61
S-E-C-R-E-T
No Foreign Di s sem
?
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No Foreign Diem
The nuts are safety wired1-1Tor whiCh purpose the nuts and. flanges 50X1
have holes 1.5 millimeters in diameter.
4. COMBUSTION CHAMBER
. The combustion chamber (Fig 78) consists of the following parts:
inlet section (1) (Fig 79) with air casing (4); burner (5); main fuel
, nozzle (2); igniter (3); starting fuel nozzle (1); housing (6) of the .
-'rear compressor bearing; housing (7) of the turbine roller bearing; oil-
'supply tubes (9) and (10) for the bearing, oil drainage system and air
sealing, tightening and sealing details.
The combuittion chamber is tat part of the engine in which the tempera-
? ture of the air supplied by the compressor is increased by burning fuel.
? Simultaneously it catches the elements of force resulting from the
turbines' weight and potion, originating in the combustion chamber and
turbine during the operation of the engine and the forces originating on
the aircraft.
4.1 Inlet section of the combustion chamber
The inlet section of the combustion chamber is welded of type
1CH18N9T [1Khl8N9T] heat resistant steel 1.5 2.5 millimeters thick, with
flanges made of the same material, and bearing bushings of type 25 and
20 steel. The inlet section of the combustion chamber consists of the
outer casing (1) (Fig 80) with welded flanges (2) and (3), inner tapered
supporting section (4), and the rear outer end guide casing.
Inlet outer casing (1) (Fig 80) and the inner tapered supporting
section (4) are mutually joined to ten equally-spaced streamlined frames
[cans], welded, with reinforcements, to the outer surface of the tapered
supporting section and the forward casings.. The frames are reinforced
by strengthening members (7) Iodated in the stream of air supplied by the
compressor.
Welded to the inlet outer casing of.the combustion chamber is front
flange (3), by which the intake casing is joined to the compressor housing,
and on the rear end is flange .(2) for coupling the casing to combustion cham-
ber [proper].
Welded to the outer casing are the following: flange (8) for the line
which carries off the oil emulsion from the area of the compressor's rear
bearing and the turbine bearing to the centrifugal dederator; flange (9)
for the line which carries off the air used for heating the Inletguide
Vanes of the compressor; flange (10) for the deaeration line of the Di
and D2 areas of the baffle seal leading to the [word'illegible] nozzle.
62
S-E-C-R-E-T
' ?
NP 094400 Wool
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5-B-U-t
No Foreigz
Welded to .the outer casing are tne loilowing: flanges (11), (12) And
(13) which serve as mountings for the device conducting air from Rrif
(14) which is utilized for the needs of the aircraft. Flange (15i
as a mounting for the Oil filter through which the oil is drawn off to
the front housing. lanes (16), welded to flange (15), carries off com-
pressor bearing oil from sump (33), and line (17) carries off turbine
bearing oil from sump (32).
(Paragraphs 2-7 of page 44 are illegible.]
(Word illegible] burner
The engine burner (Fig 81 and 82) is of a canannular type located -
inside the combustion chamber. It is welded of type E1435 heat resistent
plate. ?
The forward part of the burner consists of ten domes (Fig 82) located-
between.the frames of the chamber casing. For fastening to the chamber
casing, eight heads have welded bushings (2) for securing pins which
permit the free expansion of the burners when heated.
[Paragraphs 1 - 5 of page 45 are illegible.]
The block of burner domes welded to the rims is riveted to the outer
casing (15) and inner casing (16), of the burner. The casing is riveted
with rivets three-millimeters in diameter and made of type 1CH18N9T steel.
To:reduce. the rigidity of the joint between the casing and cans,
longitudinal slots are made in the outer and inner casing in places where
the rivets are located.
Spacer plates (17), placed between the casing and domes create
apertures through which air passes for cooling the inner surface of the
casing.
Secondary air is brought into the burner through 50 mixing extensions
(18) welded to the outer casing and through 40 mixing extensions (19)
welded to the inner casing. The extension consists of flange (20) and
inserts (21), welded to the flange. The front edge of the insert is
bathed with air which passes between the flange of the extension and the
insert.
For equalizing the heat fieldbehind the chamber and cooling the walla
of the. inserts 'between the extensions, the outer casing has pairs of
.openings, and where the domes come in contact there is one opening.
, .63. ?
S-E-C-R-E-T
WA 001'066 614116i
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?-E-C-11,E4
No nieign tissem
For increasing rigidity, grooves are milled into the outer. casing.
Two flanges (22) are welded to the inner casing, between which is a third
flange (23) with 50 openings, four millimeters in diameter: The inner
diameter of this flange rests on the cylindrical surface of the "distribution
unit" -- [probably, the nottle guide vane assembly]
[Page 46 .of text is missing]
The outlets of the fuel manifolds are made of type inl7N92 [1n18NT1
steel and the joined with PZL-500 braze. The fuel system manifolds are
joined to each other by aluminum couplings (7) (Fig 83). With regard to
the bridging, the surface under the couplings is cleaned.
The fuel manifolds are fastened to the combustion chamber by six steel
mountings (6). Each steel mounting has two grooves so that the manifolds
may be set in the desired position.
Fuel is carried from the manifold to the primary fuel nozzles via lines
(3) and (4).
The lines supplying fuel to the main fuel nozzle of the main circuit
[flows] are marked with black painted rings, the other circuits is marked
with two painted rings.
50X1
?
?
64
NO Ppre44.11. P14480m
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s-E-C-R-:
No Foreign
?
4.7. Main fuel nozzle
To assure correct burning in the combustion chamber, the fuel is 50X1
delivered in an atomized state for better mixing with the air.
? The 'dispersion and distribution of fuel to the burner domes of the -
'combustion chamber is 'assured by the ten main FR-20 fuel nozzles, which
are mounted on every dome of the combustion chamber and which are fastened
by flanges to the casing of the combustion chamber.
[Paragraphs 1 - 6 of page 48 are'illegibla].
Impurities in the fuel and metal particles which get into the fuel
as it passes through the individual parts of the fuel system assembly are
trapped in the- area between the filter screen and the flange. Impurities.
and ?other small particles are easily removed during the disassembly and
.,' cleaning of the filter components. To prevent the seepage of fuel by the
filter into the channels of the fuel nozzle unit, casing (15) [Fig. 84]
- is placed' on bushing (14) of (filter) insert- (9) with a maximum tolerance 1
of 0.113 millimeters and casing (15) is placed into body (18) Of the fuel:
nozzle with a maximum tolerance of 0.103 millimeters. .
Aluminum gaskets are placed under the collars of tube fittings (1),
(2) and [hex heads], (8). The body of the fuel nozzle is made of type
12 CHIBA [12 KhN3A] eloxal [?] coated steel.
When starting the engine, the fuel enters only the first manifold of
the fuel nozzle [assembly]. It progresses to the central area of
adapter (19) and from there through openings into vortex generator (20)....
[Paragraphs 1 - 5 of page 49 are illegible.]
The face side of the atomizer, on the head of the fuel nozzle unit
and on the sleeve, has three channels (32) [Fig. 84] for the passage of air
to cool the main fuel nozzle and to remove its carbon deposit.. The air
passes through the clearances between the sleeve and the shroud it blows
through the face of the atomizer and"the casing via twelve openings (33)
of 1.5 millimeters in diameter in the casing. In order to prevent the
sleeve from turning while :putting on the casing, its boss (34) fits into
one of the recesses, on the head of the fuel nozzle unit and collar (35)
. of the shroud is bent into the other recess. Sleeve (29) is made of type
38CHA [38 KhAl eloxal coated steel; the shroud (30) is made of type
1CH18N9T [IK1l8N9T steel.
The cylindrical surface of the shroud has ten holes (36), 2.5 millimeters
thick, for discard of fuel, which can flow out from the side of the atomizer.
Flange (37) of the fuel nozzle is made up of two halves from type DIT
duraluminum it is joined together by bolts (38) and nuts (39). The nuts
are secured by safety locks (40). Set into the' recess of the flange is
ring (41) consisting of two halves whose inner surface encircles the
surface, of the fuel nozzle unit with the tolerance of 0.0008 /
0.045 millimeters, Rubber.ring (42) is placed into the recess in the ring.
65
No Foreign Dissem
4
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8-E-d-R-E-T
No VOreiga Ditsem
[Paragraphs 1 - 7 of page 50 are illegible.]
The starting fuel nozzle (A) [Fig. 85] is fastened to casing (B) of 50X1
the burner by flange (4) with bolts and three nuts locked by spring washers.
Body member (2) ct the starting fuel nozzle with sleeve (3) welded to it
and flange (4) is made of type 20 cadmium plated steel. Tube fitting (5)
is screwed into the orifice of sleeve (3) for connecting the fuel lines.
Aluminum washer (6) is placed under the tube fitting.
In body member (2) of the starting fuel nozzle, the collars of
atomizer sleeve (8) and cap (9) are secured by nut (7). The collars are ?
sealed with gaskets (10) and (11). Gasket (10) is aluminum and Gasket (11)
is brass. Sleeve (8) of the atomizer is bronze, and cap (9) is made of
type 1CH18N9T [1Kh18N9T] steel. Nut (7) is made up type 45 steel and has
four keyways. The nut is secured by safety lock (12) for which five grooves
have been made on the face side of the starting fuel nozzle. The safety
lock is pressed against the nut by spring (13).
Slot filter (14) is set into sleeve (8). The upper plate of the
filter is pressed to the face of the atomizer sleeve (8) by spring (15).
Set into plate (16) and rolled is core (17), which has nine logitudinal
grooves along its periphery and a thread cut on its outer surface.
[Paragraphs 1 - 6 of page 51 are illegible.]
Welded to the body member bf the auxiliary starting fuel nozzle, Fig.
86] is casing (3) made of type 1CH18N9T [1Khl8N9T] steel, with opening (A)
for air from the compressor. The air passes between the body member and
the casing and cools the fuel nozzle. The fuel comes in through fitting
(4) secured by bolt (2), which has two openings 2.5 mirllimeters in diameter
located opposite each other for the passage of fuel from the tube fitting
? to the fuel nozzle member. The fitting is sealed.with an aluminum gasket.
The fuel nozzle' is mounted on the casing of the 'combustion chamber
' by a flange and two bolts, ?A 'Yparonite" packing is placed under the flange.'
[5. TURBINE]
[Paragraphs 1 - 8 of page 52 are illegible.]'
'5.2 Turbine Rotor
? The turbine rotor (Figs. 89, 90, 91) consists of the rotating discs
of stages I, II, III and the shaft. The turbine shaft. (10) (Fig. 63) is
made up type 40CHNMA [40KhNMA] steel and its front end splines onto the
compressorls:rear shaft (1).- It is secured against axial 'displacement by
threaded coupling (8) inside the turbine shaft. '
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FOreign
A thrust bushing (9) on grooves
inside of the shaft to assure the necessary alignment in an axial direction,
? of the turbine shaft flange and the flange of the outer housing of t150X1
stator vane unit of the turbine's I stage....
[Paragraphs 1 - 4 of page 53 are illegible.]
The tightness of nuts (22) [Fig. 89] is checked, after the turbine
rotor has been assembled, according to the size [word illegible] of the -
tie bolts, which may have a tolerance of 0.4 0.02 millimeters. The tie
bolts are reinforced where they come in contact with the discs, which
reduces the clearance between the bolt, and the sleeve (15) and prevents
an even greater possible oscillation during operation. The reinforced
part of the bolt has radial recesses in which are set, with the aid of a
heavy lubricant, two-piece guides (21).
In the disassembly of the turbine, discs (16) and (19) are rested
against the turbine shaft bolts through guides (21) and sleeve (15). This
construction permits the dismantling of the individual turbine discs.
The forward part of the tie bolt is strengthened with flat surfaces,
which are used for tightening the bolt. The flat surfaces for strengthening
the bolt, where it comes in contact with the discs of iturbine stages I and
? II, are also used for the same purpose.
The rear end of the tie bolt has a square head by which the bolt is
held to prevent it from' turning when the nuts (22) are being tightened or
loosened. The nuts are secured by safety locks (1) (Fig. 92) of type 10
KP steel, 1.2 millimeters thick. To prevent the safety lock from slipping
out, shims (2), 1 millimeter thick and made of type U9A material, are placed
under the nuts. The nuts are copper plated. Every nut has two openings
into which kerosene is poured prior to unscrewing. The nuts .and bolts are
made of type E1437B alloy.
[Paragraphs 1 - 6 of page 54 are illegible.]
The mounting of the turbine buckets is shown in Fig. 90. The buckets
are inserted freely into the disc. The grooves in the disc for fastening
the buckets are cut at a 20? angle to the axis, so that the bucket proper
does not exceed the contour of the lock. Th buckets are guarded against
lodgitudinal displacement by safety locks (-0) (Fig. 90) made of type
E1435 steel '2 millimeters thick. Lug (2) of the safety lock fits into
slot (4) of the bucket's lock and the protrusions (23) are bent down after
the bucket has been seated, against the face side of the disc. A longitu-
dinal movement up to 0.3 millimeters is permitted the buckets in the
grooves.
The buckets of the turbine's I and II stages are cast of type ZS6K
[ZhS6K] alloy, slightly oversize for milling and a minimum amount of
mechanical working. The buckets of the III stage are mechanically worked
from stampings made of type E1437B alloy. The cross aection shape of the
buckets is.lemniscatic. The transitional part of the ?buckets in all three
stages, which make up therinner surface of the rotor ring channel, has a
67
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?
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ECRT
No Foreigd bisse
fillet (5) from the side of their leading edge, c a s
;
of air to the disc. The outer edge of the buckets used on the discs of all
stages are worked into a tapered configuration. 50X1
[Paragraphs 1 - 501' page 55 are illegible.]
Balancing the turbine rotor is done with special equipment by removal
of material from the periphery of the discs of stages I and II (17, 181)
(Pig. 89) up to a 15 GCM maximum on each support.
After balancing, the position of the discs and the spacer rings is .
marked with an "On with relation to tie zero pin of the rotor shaft. Marked.
in the same manner, with regard to their pins, are sleeve (15), guides
.(21) and nut (22).
[Paragraphs 1 - 6 of page 56 are illegible.]
The inner body (9) [Pig. 93] of the turbine nozzle assembly of stage
has the following main components: supporting cone (8), to which a flange
(7) is welded from the face side for fastening the turbine nozzle assembly
to the casing of the combustion chamber and the deflector rim (10) of type
E1435 steel, welded to supporting cone (8). The deflector rim (10)
protects the nozzle guide vane locks and set rim (11) with cups against
excessive heat and makes up the inner contour of the gas channel. In
addition, the deflector rim together with the forward part of outer rim
(1) makes up the support for combustion chamber.
The stage I stator assembly has 47 guide vanes, cast of type ZS6K
[ZhS6K] alloy, which are machined slightly after being cast.
[Paragraphs 1-8 of page 57 are illegible.]
The inner rims (4) are slotted in their outer surface to receive
the ends of the stator vanes.
- Circular insert (5) is placed into the inner rim and welded there,
thus covering the outlet area of the vanes face side and preventing the
seepage of gas through the clearances in the slots under the vanes. At
the front of the inner rim is a flange with openings for the baffle seal
fastening bolts.
*Seal rings (6) serving as inter-stage packing (2) (Pig. 95), are of.
three-ridge construction and are fastened by bolts to the forward flanges
of the inner rims. The larger-diameter openings on the flanges of the
inner rims enable the seal rings to move freely .and thus regulate the
radial tolerance between the face, of the turbine disc and the seal ring.
To assure an axial clearance between the face side of the seal and
the turhine disc, the seal can be adjusted by the spacer rings. The
axial tolerance between the discs,of the turbine rotor and the inner rim
of the turbine stator ?stage can be adjusted by inserting a spacer ring
between the discs.
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The stator vanes (3) (Fig. 94) of 1
type VL7 -45U alloy and are machined. The stator assembly of the II stage
has 51 vanes and the III stage 53 vanes.
50X1
One end of the vane is. setinto the slots of the outer rims and
welded; the inner rim(l) is centered according to the other end of the
vanes, which freely expand in the slots when heated.
The stator assemblies are mutually joined to the casing of the
combustion chamber and the exhaust nozzle with bolts and nuts made of
type E1388 steel, secured by locked plates.
[Paragraphs-1 of page 58 are illegible.]
[Paragraphs 1 - 10 of page 59 are illegible.]
? . After passing through the circular. cavity (9) [Fig. 98] above the
housing of the roller bearing, the secondary air insulates the bearing
(6) against the effect of the hot gas.
A part of the secondary air passes through the clearances in the
labyrinth seal and the opening (7) into the deaerating area (8) .
The secondary air passes from the casing of the combustion chamber
through 50 openings (11) in the seal ring and through clearances (12)
over the inner contour of the gas channel and it cools the inner rim of
the stator assembly and the bottom part of stage Ituckets.
The secondary air passing through clearances (13) between the
combustion chamber.of.the outer rim of the stator assembly of stage I,
.cools,the outer rim of the stage I nozzle assembly.
. [Paragraph 1 9 of page 6o are illegible.].
Chapter IV.
TBE OIL SYSTEM
[Note: Except for a few brief paragraphs and partial* lines, the text
?comprising this chapter is obliterated to a point where no continuity of
meaning can be.develOped.]
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Chapter V.
THE FUEL SYSTEM
1. GENERAL DESCRIPTION
tngine
IL-18 Aircraft
50X1
The fuel system (Fig. 138) operates automatically under normal
conditions, and needs no special attention by the crew.
The fuel system is divided for the right and left engines. Each
pair of engines is supplied from its own tanks, i.e., engines No. 1 and
No. 2 are supplied from the left wing tanks, and engines No. 3 and No. 4
are supplied from the right wing tanks.
A total of 22 tanks are located in the wings, 20 of which are soft
and unshielded, and '2 tanks are in the detachable parts of the wing
(tank No 8).'
Tanks Nos. 1 to 8 belong to the main group of tanks, forming group
I. The tanks are located behind the inboard engines and are sufficiently
removed from the fuselage.
. Tanks Nos 9 to 11, forming group II, are added to increase range.
The tanks are located between the fuselage and inboard engines. These
tanks are emptied first.' No tanks are located in the fuselage.
Tank capacities:
Main group - group I 8,200 liters (6,315 kilograms),
of which 3,800 liters (2,540
kilograms) are in tank No 8;
Auxiliary group - group II 3,650 liters (20810 kilograms).
Total capacity in one side of the wing 11,850 liters (9,125 kilograms)
Total capadity of the fuel system 23,700 liters, minus 2 percent
(18,250 kilograms, minus 2 percent)
Projected specific weight equals 0.770.
The tanks of each side of the wing contain 3:0 PNV-2G fuel pumps.
The pumps are loCated inthe following tanks:
Four overflow [?) pumps in the service tanks No. 1;
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four transfer pumps in tanks No 9; and
two transfer pumps for the amount of
fuel remaining in tanks No 2.
50X1
The following instruments and accessories belong to the fuel system
in addition to the tanks and PNV-2G pumps:
KTA-5F fuel control [throttle] assembly - installed on each engine;
661A (3481) high-pressure pump - one per engine;
7071 supply pump - one per engine
12TF-15. fine.fuel filter - one per engine (mounted on the left support of.
the engine bed);
TF-6 coarse fuel filter - one per engine (miounted in the firewall);
No 762700 fire shut-off valve - one per engine, in inboard engines on the
firewall (side nearest the landing gear),
and in the outboard engines on the firewall
in-the area of the oil cooler;
No 762700 cross-over valve,- one mounted on the front girder of the
fuselage center section;
Drain valve for the I and II groups of tanks - 4 on the right and left
edges of the inboard nacelles
in the landing gear area;
No 662600 check valve - eight units under the tanks next to the fuel pumps.
The flaps of the check valves have a 0.3 millimeter opening in each;
SDU-3 transmitter - 0.35 of the minimum fuel pressure of 7071 supply pumps
- one unit per engine (fixed to the right support of the engine bed);
SDU-2-0.18 transmitter of the disengagement (VYSAZENI") of the overflow
pumps - two units behind the pumps on the right edge of the inboard nacelles
in the landing gear area; SDU-2A transmitter - 0.18 of the fuel transfer
from the II group of the tanks - two units behind the transfer pumps on the
left edge of the inboard nacelles in the landing gear area; SDU-2A trans-
mitter - 0.18 of the transfer of the fuel remaining - two units behind the
pumps transferring the fuel remaining, located under tanks No 2; ENI-3R
three hand indicator for measuring the fuel pressure at the nozzles - 4
complete sets, the P-100 transmitters are located on the right supports of
the engine mount, and the indicators are located on the control panel;
SETS-280 fuel gauge - transmitters and SU-2 fuel quantity signals are
located on the tanks, two UTO indicators and the CG-5 change-over switch
are located on the control panel; two UTO indicators and two NG-3 change
over switches are in the nacelles in the landing gear area on the maintenance
boards for pressure fueling; two UTS-54 measuring relay boxes, two BAS-52-25
automatic relay boxes, two PD2-2 remote control change-over switches, and
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commutation equipment are found in the front cargo area on the right side;
RTMS-1.2 Bl consumption gauge (complete unit for the airplane) - trans- 50X1
mitters, located on the firewall of the inboard engines and on the left
support of the engine bed of the outboard engines, four indicators are on
the left pilot's panel; four PT-56 "thyratron" breakers and two TRP-52
transformers, located under the navigator's table; system of intake tubing,
jettison, and fittings; and system of pressure fueling.
1.1 Fuel system operation and checking
The fuel system is checked and operated from the crew cabin. The
check instruments are located on the instrument panel'and the left pilot's
panel, while the control instruments are on the central panel.
The instrument panel contains: four indicators (of the EMI-3R
complete unit). The housing contains a fuel pressure gauge to the nozzles;
two indicators and one fuel gauge change-over switch (from the SETS-280
complete unit);
four red signal lamps indicating a drop in the fuel pressure below 0.4
kilogram per square centimeter, located in front of the high-pressure
661A pump;
two red signal lamps, indicating disengagement of the overflow pumps;
two green signal lamps, indicating-the operagion of transfer pumps;
two red signal lamps, indicating 800 liters of fuel remaining.
The left pilot's panel contains: 'four RTMS-1, 2-B1 indicators of
amount of fuel consumed. The fuel consumption gauge shows the amount of
' remaining fuel in kilograms for each engine, and the scale shows the
consumption in kilograms per hour.
The central panel contains:
?
four fire shut-off valves disconnect switches for the cross-over valves;
four disconnect switches for the overflow pumps;
.four disconnect switches for manual control of transfer pumps;
two disconnect Switches of the pumps transferring the remainint fuel;
two green signal lights, Indicating the operation of the pumps transfering
the remaining fuel.
.1.2 Fuel Supply to engines
Supplying fuel to each pair of engines(Fig: 138) is handled from
service tank No 1 by means of two PWV-2G overflow pumps. All of the other
'seven tanks of the main group are connected with the service tank,cand the
fuel supply from them to the service tank is done by gravity flow. To
72 ?
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prevent fuel from escaping, check valves are inserted in some connections
between the tanks. Service tanks No 1 and tanks No 3 have check vnEaK1
inserted in all four connections.
Two pumps are provided for greater reliability. In case one pump
is put out of service, the other assures sufficient fuel supply to two
engines.
After the engine is started, the fuel is drawn from.the main group .
of tanks, and after 200 to 200 liters is drawn off, the signal from the '
guel gauge transmitter of tank 6 automatically turns on 2 PNIT-2G transfer
pumps, located in the tank No 9 of group II of the tanks (if these tanks
are filled). The green signal light "pumping from auxiliary tanks,"
lights up on the instrument panel.
The transfer pumps are turned on after 200 to 300 liters of fuel
are withdrawn from the tanks of the main group (group I), and fuel
proceeds into tank No 6 only when the float valve in tank no 6, opens
after 500 to 600 liters is withdrawn.
If the transfer pumps are not automatically turned on within 15 .
minutes after the engines are turned on (i.e., if the lights do not go
on), the shut-off Valves are turned on manually at the central panel.
The float valve located at the end of the transfer pump tubing it
tank.No 6 maintains a constant level of fuel in group I of the tanks, ?
and prevents overfilling.
After fuel is pumped out of group 11 of the tanks, the transfer
pumps are automatically turned off by the transmitterk.of the fuel gauge
on tank No .9 and the SDU-2A - 0.18 pressure indicator, during which the
green signal light goes off, and the fuel again is drawn from group I of '
the tanks.
In case the transfer pump was turned on manually, it must also be
turned off manually. . To alleviate the stress in the wings, a float valve,
mounted in tank No 6 on the connection to tank NO 8 prevents any fuel
from being pumped (prematurely] from tank No 8. With this valve, fuel
is withdrawn from tank No 8 only when the quantity of fuel in the other
tanks drops to 3,500 liters..
After the fuel from tank No 8 is withdrawn, the remaining fuel
continues to be"puilaped out.. Should the quantity of fuel in the group
drop to 800 liters, a red signal light,-"800 liters remaining," lights up
on the instrument panel.
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The PNV-2G pumps, located in tanks No 2, assure that the remaining
fuel is completely pumped out. The pumps are turned on by a witch on
the central panel. Green lights, located near the switches, light up at
the same time. -Atter the transfer pumping is completed, the green lights
are turned off by an impulse from the SDU-2A-0.18 transmitter, and the
pumps must be turned off Manually..
If necessary, all the engines maybe supplied from the tanks in one
half of the wing. To do this, the switch opens the cross-over valve, and
the overflow pumps are turned on according to the appropriate instructions..
The cross-over valve should be closed normally.
The fuel under a.pressure of 0.8 plus 1.3 kilograms per square . .
centimeter passes from the overflow pumps through two check valves and
through tubing with an inside diameter of 32 millimeters to a "T" fitting
located on the front girder of the center section, and subsequently through
tubing with an internal diameter of 25 millimeters to the two engines and .
to the cross-over valve.
2. ENGINE FUEL SYSTEM (Fig. 142)
2.1 Operating Principle
The fuel supplied to each engine passes through fire (shut-off valve)
No 762700 to the TF-6 coarse fuel filter, and thence to the 707-1 low
pressure pump located on the engine.
? From the 707-I pump the fuel flows at 4 pressure of 2.5 plus [to?]
3 kilograms per square centimeter and proceeds through the 12 TF-15 fine
filter and fuel gauge to the 661-A (348-I) high pressure pump.. Part of the
fuel is conducted from the 717-1 pump to the solenoid valve which automati-
cally opens when the engine is started.- During starting, the fuel passes
through this valve to .the igniter nozzles. '
. Thesfule pressure ahead of.the 661 A pump is in the 0.4 plus 3
kilograms per square centimeter range. When the pressure drops below 0..4
kilograms per square centimeter, the red warning signal "minimum fuel
pressure" lights on the instrument panel.
The 661-A (348-1) pump supplies fuel to the ETA-5 F fuel control.
[throttle]. If the ETA does not use all the fuel.supplied by this high'
pressure pump, the-unused amount returns to the .pump intake. The fuel
proceeds from the ETA fuel control assembly to thaI and II fuel collector
[manifold.] "
? The fuel needed is supplied by adjusting the ETA assembly control
lever assuring the specific consumption.
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..No Foreign
3. ENGINE FIJEL SYSTEM ASSEMBLIES
50X1
3.1 348-1 Fuel Pump
The 340-1 fuel pump (Fig. 112) is a gear pump powered by a special
drive from the engine. The pump supplies fuel to the fuel control
assembly [throttle] from which it flows through the fuel nozzle to the
engine combuStion chamber.
Technical Specifications of the Pump
Model .348-I
Pump power supply from the engine
DirectiOn of rotation (looking from the
of the power supply) to the right
, Maximum rpm 4,840
Minimum rpm 450
Maximum pressure (kg/cm?) 110
Absolute pressure of the operating
fluid when entering the pump,
(kg/cm?) 1.5 3.9
Pump delivery (liters/minute)
a. When "N" equals 4,840 rpm,
pressure is 90 kg/cm2, and
intake pressure is 1.5 to 3.9
kg/cm2 minimum 46
b. When "N" equals 450 rpm,
pressure is 15 kg/cm2, and
intake pressure of 3.3 plus
0.6 or minus 0.5 kg/cm2 Minimum 2
Operating fluid LEX-55, T-1 or TS-1 fuels,
or similar grade fuels
. .
. Permissable temperatures (degrees centigrade)
a. Operating fluid from minus 60 to plus 60
b. Ambient air from minus 60 to plus 60
Weight of pump-(kg) five
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The pump consists of the following princ .. .. . ..? ? )
. flange, two gears, roller bearings, power supply seal, movable guides,
and power supply.
The housing (29) (Fig. 112), made of a special alloy, contains gears
?'(9) and (18), bronze fixed guides (8) and (19), movable guides (10) and
(17), two front (7) and (20) and two rear (14) and (27) roller bearing
inserts (26), and bearing cage (15).
It ? ?
The housing is oval shaped and has transverse ribs. The mounting
flange (2), cast from AL 3 aluminum alloy, is attached to the housing
flange. On the side of the housing are two tube fittings for fuel intake
(21)1 and discharge (22), to which the appropriate tubing is connected..
Soft aluminum washers are under the fittings.
Grooves, into which rubber sealing rings (12) are inserted, are cut ?
in fixed guides (8) and (19), and in the rear roller bearing inserts to
reduce the overflow of fuel into other parts of the pump. Fuel which soaks
through the forward surfaces of the pump junction is returned through
channels in the housing to the intake side.
Movable guides (10) and (17) can move along recessed in the pump
actuated by spring (16) and the hydraulic forces developed by the pressure
of the fluid on the face of the guides while the pump is operating.
The guides are pressed steadily against the face of the gears, and
this sets the clearance between the contact surfaces of the gears, guides,
and front inserts.
The movable guides have a number of splines on their forward surfaces
by which the spaces between the gear teeth are connected with the spaces
formed by the forward surfaces of the guides and rear inserts.
50X1
To equalize the pressure of the fluid in this area with the variable
pressure in the spaces between the gear teeth, the space between the face
of the guides and the rear inserts is divided into Several secotrs. The
sectors are mutually separated by 'radially distributed brass:rollers (11)
wtaile inserts separate the sectors on the seals smooth surface of' the guides.
? Roller and insert are situated in the splines of the'movable guides ,
which contain openings into which springs (16) are set.
. Since movable guides, which are. hydraulically lifted from both face
. surfaces, and roller an insert seals are used, the clearance of the front
surfaces between the 'gears ans guides is compensated..
The amount of the clearance is minimal, so that during the designed
period the hydraulic parameters of the pump are constant.
The constant value of hydraulic parameters of the pump at various
ambient temperatures and operating fluid temperatures helps to protect the
cast housings . 76
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The case-hardened gears of the pumy
G VUG V4GVGWJ.L.0loUG
pins which are seated in singlerow roller bearings.
50X1
Drive gear' (9) has a central through-opening with splines for.
connection with drive shaft (1). To prevent axial. displacement, the shaft
is fixed by.washers (3). and .(23) and thrustring (24)4 inserted into the
circular. recess of flange (2). .
The drive Seal consists of two seals (4) with spring washers (25),
pushing the seals against the cylindrical part of the shaft, and drainage
. [ring ?J (5)0 through which the fuel from the pump area and the oil from
the, drive area are taken off to the drainage system of the engine through
fitting (28). . .
Washers (3) and (6) also serve as stops preventing the seals from -
. sliding along the drive (1). Drain ring (5) is tapered on two sides, and
the seals rest on it. This arrangement assures the seals from turning
inside out!;under the'pressure of the fuel and oil coming from the area of
the pump and the drive. '
Flang (2) is of AL 3 aluminum alloy, and is fixed to the pump housing
(14) by pins. The tight locking of the housing and the flange together
is done by two check sleeves. -Lead plated foil is. used for sealing it the
contact.
To assure Constant hydraulic values, movable guides (10) and (17) in
the pump are pushed against the gear faces by springs (16) and by
hydraulic pressure.?
The pump is mounted on a flange of the power housinglgear box] lower
part of the engine in a horizontal position, with the outlet tube fitting.
at the bottom.
3.2 707-I Fuel Pump-
The 707-I fuel pump (Fig. 113) supplys fuel to the high pressure
pump. The pump has two Valves, a reduction valve and a by pass valve,
which are located in the reduction chamber.
. The pump has a 70 by 70 millimeter flange and a splined shaft which.
couples to the engine.
? Technical Specifications of the Pump
Direction of rotation To the right
.Number of rpm
a. maximum 2,280'
b. minimum
7t 1,855
S4-C-R-ET
No Foreign pissera
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S-E-C-It-E-T
No Foreiga Dissem
Operating fluid . LRX-55, T-1, TS-1, or other
equivalent fluid
Absolute pressure on entry to
pump (kg/cu?) 0.23 Plus 2.05
Discharge pressure, (kg/cm?) .2.5 to 3
Temperature of operating fluid
(degrees centigrade) plus or minus 56
Required, power input (horsepower) one
'Weight of the dry pimp, (kg) four
3.2.1 Pump Design
The pump is on centrifugal design, with four nitrided blades set at
right angles to each other, set in slots in the rotor. One end of the
blades rests on a floating hardened steel pin, and the other rests on the
inner surface of the nitrided casing. The chamber of the casing is
cylindrical.
The steel nitrided rotor is inserted in the bronze guides by its
pins. The "cerpaci user [literally "pumping junction," possible "pump
chamber" or "pump coupling"] is sealed by a rubber ring (14) (Fig. 113)
around the outside edge of the front face, which is pressed to the pumping
chamber by the face side of the nut of cuft 13.
Pumping chamber (7) is set in the cylindrical resess of housing (25)
cast from Ala aluminum alloy. The position of the pumping chamber in the
body is secured by a pin.
To prevent the fuel from leaking from the pumping chamber to the
power drive, and the .oil from leaking from the power drive area to the
pumping chamber, the power drive area in the body has sealing around it.
The sealing (or packingi cuff consists of duraluminum nuts with a 68 by
1.5 millimeter threading into Which rubber cuffs are pressed.
Splined steel nitrided shaft (10) transmits the rotary motion from the
engine drive to the pump rotor clearance. '
Rubber seal ring (11) is inserted in.between the pump body and the
nut cuff .(13). The nut of the cuff is secured by rings (3). and 0).
Drainage ports are located between the seals to check whether fuel is
leaking from the pumping chamber and oil is leaking from the drive box.
A reduction chamber, cast in one piece with the housing, is located
on the side ',Matte the flange. The dhamber containe a reduction valve
and a by-pass valve integrated into onBunit.
- S-E-C-R-E-T
50X1
?
' No Foreign Dissem
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No Foreign
The operating cone of the reductio
the seating in the reduction chamber, and the cylindrical part engages
into the recess of the guide feed head. 50X1
The by-pass valve releases fuel filling the lines before the engine
is' started so that in case the 707-1 pump should stall, the overflow
Pump could deliver through the by-pass valve sufficient fuel for the normal
operation of the engines.
Nine 7.5-millimeter diameter openings are in the valve cone to allow
the fuel through when the line is being filled. The by-pass valve is
constrained by. spring, resting on a support which is held by a thrust
ring.
Flat diaphragm (16) of rubberized fabric, is fixed between the disk
of reduction valve (6) and spring (18) with the aid of springs (4). The
outer edge of the diaphragm is clamped between housing (25) and bap (5),
of the Pump by six bolts secured by lock washers.
The reduction valve.is adjusted by (threaded disc ?] (3), by means
of screw head (2), secured by protective cap (1). The cap [cover-(5)?}
contains a plug with an air passage [17?] to the space above the diaphragm.
The K1/8 tube fitting is screwed in instead of the plug in case the .
pressure must be brought in to the area over the diaphragm. The fitting
has a 42 by 1.5 millimeter threading for assembly of the inlet and outlet
elbows.
The fuel for the engine ignition nozzles is drawn off by fitting (19)
screwed into elbow 20, drawing the fuel off to the 348-1 high pressure pump.
Pump rotor. (21) with vanes (24), and floating pin (22) divides the
internal area of casing (23) into two sections: the intake side A and the
output side B (Fig. 113). Since the rotor of the pump is set eccentrically
in the internal recess of the casing, the volumes of the intake and output
sides change continually.
If the rotor turns in the direction of the arrow (Fig. 113), the
area formed by the moving vanes is filled with fuel from the intake side.
Figure 113 illustrates the moment when,a specific quantity of fuel,
which will be pushed out by the vanes to the outet side with further
rotation of the rotor, is held between the blades.. During a single
revolution of the rotor, four, such quantities are pushed out. When the
pump is not operating (and also during checking of the full output of.the
pump) reduction valve (6) is pushed to the seating, and separates the
output and intake sides.
When the pump is operatingldoositive pressure of fuel builds up in
the output area, which reacts on the surface of the reduction. valve, opening
it, and compressing spring.(18). As a result of this, the output and intake
79
S-E-C-R,E-T
' No Foreign Dissem
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No Foreign DiSsem
sides of the pump are connected and part of the ruel trom tae pressure area
flows through the opened portsto the intake area. The supply of fuel is
automatically reduced by this, and the selected pressure, which depends 50X1
- on the amount of loading on the spring of the reduction valve and the excess
quantity of fuel (which must be transferred), is maintained in the supply
tubing.
Constant delivery pressure is maintained by diaphragm (16) of the
reduction valve. The area above the diaphragm is connected with the
atmosphere by opening (17). With a drop in fuel level in the tanks or
with a' change of atmospheric pressure, the pressure in the intake lines .
will be Changed by some extent. If diaphragms were not used, the pressure
of the fuel being supplied would drop by the same amount, because the H
pressure acting upon the reduction valve from the intake side would be
reduced by the same amount. If diaphragms are used, the delivery pressure
does not drop, because with the drop of pressure in the intake line, the
diaphragm delivers additional pressure to the reduction valve. The amount
Of this pressure is Proportional to the effective area of the diaphragm, '
and since this area is about the same as the area of the reduction-valve;
the forces which act upon the valve and diaphragm balance out.
At higher altitude, the 707?1 pump operates with intake pressure
produced by the overflow pump installed in thefuel tanks.
3.3 KTA-5F Fuel Control Assembly [Throttle]
Requirements set for Throttle Unit KTA-5F
1. It limits the maximum output of the engine by limiting the supply of
fuel. 2. It limits the supply of fuel when the engine is started so that
the temperature should not exceed the permissible limit before entering' the
turbine. Supply of fuel according to the prescribed characteristics curve
is done by the engine automatically in the idling phase. 4. The
automatic limitation of fuel supply limits the idle RPM (10,400 revolutions
per minute). 5. Supply of fuel according to the prescribed characteristics
curve with the rapid shift of the throttle lever to the "start" position _
automatically puts the engine in the starting phase. 6. The automatic
limitation of fuel supply limits the makimum permissible revolutions of the
, engine. 7. The throttle automatically corrects fuel consumption according
to altitude. .8. It automatically corrects fuel consumption according to
plane speed. 9. It automatically corrects fuel consumption according to
the temperature of air entering the compressor. 10, It automatically -
maintains the constant output of the engine in each mode to the point of
maximum output. 11. It delays a change in fuel supply during rapid
withdrawal of gas (sic]. 12. It transmits the hydraulic signal to the
VE-28 assembly 'to turn off the starter .generator/according to the revolutions
of the engine. 13. It automatically maintains .constant gas inlet
temperature at the turbine at 'each mode above the amount of limited output.
14. It controls the opening and closing of. the compressor air bleed valves.
15._ Beyond 0.7 nominal mode it.prepares the electrical systedof,the
? 80
?
8-E-C-R-g-T
N9 79170-g4 P40,14
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34-C-R
No Fdreigia
engine:for automatic feathering when t. r ? o r
0.1 of the nominal output. 16. It automatically turns on and off fuel
supply to the fuel manifold of the Second stage of the operating nozZ50X1 ?
17. It stops the Supply df -fuel to the engine during feathering; 18. It
locks automatic feathering system during negative torque in phases, according
to UPRT (abbreviation unidentified) under 18 degrees plus 2 degrees.
Basic Technical Spefifidations of the KTA-5F Throttle
?? Operating fluid: control part Oil from the engine system ,
fuel part type of fuel prescribed for
the engine
Power input (maximum) 6 horsepower
Control of the? unit: Lever controlling
the fuel supply Shifting the lever from the
"idle".position to the
"start" position changes
the engine mode
Ignition electro-
'magnet [solenoid?] When energized the fuel
supply to the starting
nozzles starting of the
engine is cut.
Electromagnet for
stopping the engine,..... When stopping the engine
and when feathering the
electromagnet is energized
and the fuel supply is
interrupted
.Emergency engine
,shut-off Accomplished by bringing
in nitrogen to the gate
valve for emergency engine
shut-off
Maximum pressure of fuel upon entering
the ITA-5F when L = 100 degrees plus
4 degrees 95 Icivem2
Maximuip pressure of fuel from KTA-5F
whenS 100 degrees plus 4
81 ,
S4-C-11-E-T
78 kg/c1012
No Foreign Dissem
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S-E-O-A-E-T ?
No Foreigl Disse
KTA-5F Oil Pump
Oil Filter
Fuel Filter
PT-10 Heating Element Insert
Aneroid [Presumably barometer]
reacting to change (PA - PH)
and PH (upper)
Aneroid Reacting to pit (lower)
Throttle. Position Indicator
The
pressure
governor
governor.
UL uyy )UW LU Uy Laic
engine, the revolutions of
the pump corresponding to 50X1
the working revolutions of
the engine-5,250 rpm; out-
put at 5,500 rpm is a
minimum of 3,500 liters per
hour; oil pressure on leaving
the pump at 5,500 io a
constant 15 1 kg/cm2, and
is controlled by the reduc-.
.tion valve, while the
pressure of the oil entering
the pump is the same as the
pressure in the engine oil
system.
Screen type, with 0.025
millimeter openings,
consisting of 34 / 39 [ond7]
disks.
Screen type with 0.02 1Z
0.035 millimeter openings,
consists of 32 2L 37 disk.
Hydraulic.
A)-14., capsule type, consisting
of two cells
ADT-2A, capsule type, con-
sisting of two cells
The position of the throttle
is determined on a scale
located on the KTA-5F. The
scale has a 105 degree arc,
divided into, two degree
segments.
supply of fuel to the KTA-5F is controlled by a fuel positive
governor on the feed setting section of.the throttle valve. The
elements are moved by the oil supplied by a pump with a centrifugal
82
No Foreign Dissem
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S-E-C-R-E
No.FOreign D
'A diagram shows Nos 1-50 as the gov
of the.governor.elements is used in the instructions concerning the -
regulation and use of fuel control units. No 51 and above are used in 50X1
text of the description below.
Individual Parte Of the 1TA-5F Throttle, and Their Operation
3.3.1 Fuel positive pressure governor
An impeller pump, which is specially mounted on the engine, supplies
fuel to the KTA-5F. The fuel passes through check valve (163), filter
(164), and proceeds to the governor whichlegulates the supply of fuel to
the nozzles by releasing the fuel supplied by :the pump. A change in the
supply of fuel according to the presciithed regulations, is done by
changing the feed setting openign (51) while a constant difference in
pressure before and behind the opening is maintained.
The body of throttle valve (52) has a square shaped opening .(51).
The,size of the opening changes by overlapping of the openings in the,
throttle valve in the slide motion as well as the rotary motion. The
square shapeof the opening does not change meanwhile.
? The constant difference of pressure in front of and behind the feed
setting opening in the throttle valve is Maintained by gate valve (53).
The pressure before the throttle valve acts on one side of the gate valve,
while the pressure bheind the throttle valve, brought in by channels (54)
. and (55), acts On the other side of the gate valve.
The pressure of spring (56) determines the difference in pressure
while the fuel flows through the. throttle valve. If the difference in,
pressure increases, gate valve (53) moves to the right, and reduces
opening (57), through which the fuel passes to the throttle valve. In
reducing the difference of pressure, opening (57) is enlarged on the
other hand.
Excess fuel delivered by.the pump is released by gate valve (58)
through opening (59) at the. fuel- pump intake. Fuel, Under pressure,
? behind [?] the throttle valve, which is brought in by channels (54) and ?
(60), Comes into this gate valve from one side. The force on gate valve
. (58), resulting from the difference of these pressures, is controlled .
by spring(61).
83
..S-E-C-R-E-T
No Foreign Dissem
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No FOreign DiSsem
If the difference in pressures
the right, and the outflow of fuel from the KTA-5F through opening (59)
increases.
When the difference of pressures diminishes, the gate valve shifts
to the left, reducing opening (59) and reducing the amount of fuel released
from the KTA-5.F.
Attenuates (62) and (63) restrict the pulsation in the pressure of the
fuel in the system. To restrict the leakage of fuel through the clearance
between gate valves (53) and (58) and their liners into area (64), and .
from area (65), the gate valves contain slots (66) and (67) to which fuel
under pressure is brought from passage (54) i.e., behind the throttle
valve.
Without these slots, the pressure of the fuel in area (64) could be
greater, and that in area (65) could be lower than that in passage (54),
(as a result of] fuel leaking through the clearance and the throttling
effect -in attenuators (62) and (63) which would thus complicate normal
positive pressure and regulation of fuel. Screws(la) and (lb) serve to
adjust the amount of positive pressure.
The governor maintains the minimum unbalance both for the difference
in pressures of the fuel supplied, and the pressure of the fuel in the
system. To attain the sahe 'weight consumption of fuel, it is necessary
to change the difference in pressures in the throttle valve. This is ?
done by a corrector for standard weight situated on screw (la). When
screw (la) is screwed into threaded sleeve (9) the loading on spring (56)
is varied. The. scale indicates standard weights from 0.73 to 0.85 kilogram
.per square centimeter, with graduations at 0.03 intervals.
3.3.2 Oil pump with centrifugal governor
The 1TA-5F oil pump increases the oil pressure, and delivers oil
through sCreen filter (168) to the working mechanisms. The reduction
valve :(69) maintains a constant pressure (15 - 16 kilograms per square
centimeter) in the oil system of the KTA-5.F. .
The pump shaft contains a fork with weights of the centrifugal ?
transmitter of revolutions (70).. The centrifugal force of the weights
changes the operating pressure to the control pressure Of oil Pp,.
which is transmitted to the govOnor elements. The conversion of,
centrifugal force to oontroi pressure is dote by gate valve (71). '
50X1
?
84
5-E-p-R-E-T ?
No Foreign. Dissem
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? 8-t-C-R-E
N6 Foreign t)
Weights in the shape of angular lever arms act on gate valve (71),
moving it to the right, when the number of revolutions increases.
? same time, the middle collar on the gate valve opens orifice (72) thuuutsa
which oil from the pump, at a pressure 15 - 16 kilograms per centimeter,
flows through the system of passages shown on diagram P. As soon as
the pressure in these' passages (and in area 73) increases, and the force'.
acting upon gate valve (71) overcomes the centrifugal force, the gate ?
valve is shifted to the opposite gide, and occupies a central position,
in which the force of the weights and of the oil is in equilibrium.
The collar of gate valve (71) has axial play in the liner for smooth change
of the control pressure Pp..
This method maintains the oil pressure Pp in the system, proportional
to the number of revolutions of the .cd1 pump. The character of changes
of.the control pressure Pp is shown on Figure B.
%3.3.3 The regulation.of fuel supplied at various engine modes '
The fuel control unit provides programmed regulation of fuel supply
to the engines according to the- following parameters: a. according to .
the static pressure PE, total pressure 40. and temperature TH of the air.
entering the compressor; b. according to engine mode. .
Figures.C., D, E, F, and G illustrate the characteristics of changes
in fuel supply at all these parameters.
The analytical expression of delivery og fuel G is given in the
following equations:
1. G = GO [a ?bph v
(bvst - PE )] ,4
2. G = ( 9411 7 ) . A . vst P* C?
H '
where. 41 G = d - 25?6) (for 4 25?C,
when t* = 21.77?C
a, b, v, d are constants.
85
S-E-C-R-E-T
No Foreign Dissem
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8-E-d-R44
Na Poreign bissem
The other values are given by the above-mentioned characteristics ? 50X1
? [curves].
Regulation according to the' firstlaw 'assures supply of fuel to
maintain constant engine performance (to the point of maximum output). ?
At higher altitudes, when the supply of fuel is limited by the temperature
of the gases in front of the turbine, the regulation is done according
to the Second .law.
As was mentioned, the change in fuel supply is done by throttle valve
(52) which overlaps the fuel opening in liner (51) while a constant
difference in pressure before and behind this opening [is maintained]ot
The consumption of fuel passing through the throttle valve is
determined by the position of the control lever (74) at the various .
phases, turning by means of the transmission in the liner of the throttle
valve.
The change in the fuel supply according to pressure PH and pH and ?
temperature t; of the air entering the engine is done automatically by
movement of the throttle valve. The transmission from the control lever
(74) to the throttle valve is done through a retarder:
The retarder is turned by shaft (75). Cam (76) on the shaft (75)- .
turns the system of levers (77, 78, and 79),.the last of which turns the
throttle valve. ?The cam is necessary to .change the consumption of fuel
according to the prescribed relationship "C'evals f (c() (see figure D),
where c v is the angle of alignment of the control lever. ?
Spring (80) secures contact of the. lever system with the cam (76) by
a tie rod: Screw (8), shifting tie.rod:(81) with the roller, permits
limited'changea in the relationship C =F ( a v). The throttle valve
is shifted along the axis by servo-piston (82), which follows the move-
ment of 'gate valve -(83).
On the right side, the pistons is actuated by oil flowing to the
cylinder of the servo-piston through "a" nozzle, and 'onthe left side is
actuated by the force of spring (84).'
The position.of the piston IS determined'at.each instant by 'an
equilibrium of forces on both sides of the piston which is Possible
only with imperceptible release of Oil from the cylinder of the piston
by opening (85), formed by throttle edges of the gate valve and piston.
86
er.Ozetwatm,
No Foreign Dissem
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No Foreign ?
Gate lalve (83) is controlled by two aneroid instruments and a
thermal insert (88). Instrument (86), regulating thesupply of fu50X1 ?
according to the equation GT : GTO (a. -1-- bPH-v (bvst.q. - N), consists
of two capsules, the barometric and manometric. It is located in the .
chamber connected with outside pressure (PH). Pressure (e) is conducted'
H
into the barometric capsule.
The capsule, through rocker arm (89), limits the movement of gate ?
valve (83) to the left, i.e., to increase fuel supply. There is play
between gate valve and the lever which corresponds to the phase in Which.
'the fuel supply is regulated by instrument (89). In this way the posi-
tion of the lever is. changed according to the air pressure PH and
difference in air pressure P.' - PH. A smaller fuel supply, and con-
? le
versely, corresponds to lower pressure PH and greater difference PH -
respectively.
The thermal correction (Q G) during regulation according to evation
one, is done by thermal insert (88). The 'thermal insert is fanned by the
air stream from an air intake located behind the cover. The thermal in-
sert picks up the air temperature, and reacts to changes in temperature
by shifting the tie rod in regard to the body. Lever (91) is held in
contact with the tie rod by spring (90). A lug on the lever (91) is ?
connected to guide (92), which turns on axis (93). At the same time, by
means of spiral splines on the axis, the lug (?) shifts to the right,
and changes the position of shackle (94) with rocker arm (89).
With a rise in temperature, rocker arm (89) shifts gate valve (83)
to the right, and reduces the supply of fuel, over the entire characteristic
[curve ?] according to phases, to the maximum output of the engine.
The direction and lead of the spiral splines on the axis (93),
correspond to the size and sign (41 G) of the prescribed correction
according to temperature. Screw (36), with screw transfer, handles the
initial regulation of fuel consumption for the phase up to the limited
output. Screw (37) adjusts temperature t 250C, above which correction
is necessary.
Aneroid instrument (87) changes the supply of fuel according to the
total pressure of the air entering .the engine. The instrument, with the
help of lever (95), acts upon gate valve (83). When the air pressure
in the chamber of aneroids (87) falls, the aneroids expand, and the lever,
containing fulcrum (26) in the center, shifts gate valve (83) to the right,
cutting:the fuel supply. At this time, rocker arm (89) is not in contact
with gate valve (83).
No Foreign Dissem
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No Foreign Dissel
Fulcrum (26) is a sliding type. It is fixed to cam (96), "and can
be shifted,. changing the transmission from the aneroids to gate valve 50X1
(83). Cam (96) is moved by thermal insert (88) through lever (91). The
shape of the cam is calculated so that the shift of fulcrum (26) corrects
the supply of fuel according to the air temperature, according to the
prescribed evation A = f (t4/1). (Figure E)..
With regulation according to eqiation (2), the supply of fuel at high
altitudes might be very small. To make the operation of fuel nozzles
reliable, the KTA-5F does not cut the supply of fuel below a certain' .
limit; Therefore, located here is a regulating stop (5), which limits
axial displacement of the throttle valve when reducing the supply of fuel..
3.3..4 Restricting maximum RPM
The maximum engine rpm is limited by cutting the supply of fuel to
the engine. The KA for this end contains gate valve (97) and piston (98)
controlled by the gate valve. Control pressure Pp, which depends on the
revolutions, is brought into the cylinder of gate valve (into area 99).
When the revolutions of the engine are at their maximum, the control
pressure depresses spring (100), shifts gate valve (97) to the right,
and opens the intake of the operating oil to passage (101). Through
.passage (101), the recesses, and openings in piston (98) oil flows to
area (102) and moves the piston to the right. The piston, by means of
tie rods, lever (78), and guide (79), rotates the throttle valve for a
reduced supply of fuel. As soon as the number of revolutions drops, the
pressure of the control oil drops, and gate valve (97) shifts to the
left, blocking the supply of fuel to area (102), while at the same time
opening the drain of oil from this area, spring (103) shifts the piston
to the left, and. spring (80) shifts the throttle cock for more fuel.
apTgw '(4) .regu1ates the prescribed revolutions. '
3.3.5 Reellation of Ale' .rpm
The idle mode is regulated by control lever (74) being set at stop
(44), corresponding to angle 04 v 0. At the same time, the governor
for maximum revolttions is set to regulate idle rpm. The, setting is done
by cam (105), which through lever (106) reduces the prestressing ofspring
(100). Lever (106), when the control lever in the idle position, cOnticts
stop (15), which is usedto precisely adjust idle rpm. To avoid over-
regulation, there are limits to the changing of fuel consumption at idle
rpm.
Maximum consumption cannot be greater than the consumption afforded
by cam (76) when 0(y ='.0 (Figure F). Minimum consumption is afforded
when piston (98) is.checked'ihydraulically, i.e., when the piston is in
the position when the supply of fuel is reduced, to cover the. duct (101),
and the supply of Oil' from area (102) Is blocked, while the supply' of
fuel is not reduced, SOrew (19) makes it possible to adjust the amount
of this consumption.
88
S-E-C-R-E-T
No Foreign Dissem
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?-E-C-R
No Foreign
3.3.6 Changes fuel supply with mode change
? 50X1
The fuel control unit makes possible delayed reduction and graduated
supply of fuel to the engine when the setting of lever (74) is quickly .
changed. The delayed reduction of phase from cohtrol lever (74) to cam
shaft (75) is done by a retarder. ,
Gradual acceleration is actuated by shifting stop (135). In moving
lever (74), attached to the shaft with wheels (107), bar (108) is .
relocated.
? Guide (109), containing gate valve (110) controlling the supply of
fuel to the cylinder of the servo-mechanism, is fixed to the end of the bar.
The fuel is brought to the servo-mechanism by gate valve (112) which
maintains constant pressure, of 10 - 12 kilometers per square centimeter,
in the retarder. If the pressure in the valve exceeds 10 -11- 12 kilograms
per spare centimeter the gate valve is. shifted upwards, and shuts off the
supply of fuel from the-retarder. When the pressure of the fuel is below
10 - 12 kilograms per sware centimeter, the gate valve moves downward
under the pressure and opens the fuel intake. A constant pressure of fuel
is necessary for the stable operation of the retarder.
Fuel passes from the passage through an opening in liner (113), and
an opening in piston rod (114), to slots (115) on gate valve (110).
From the slots, the fuel can pass through openings (116) and (117)
to the cylinder either from the right or left. side of the piston, according
to the shifting of the gate valve in regard to openings (116) and (117).
If guide (109) shifts gate valve (110) to the left, slot (115) is connected
to opening (116), and the fuel under pressure advances to cylinder (111)
from the right side of the piston, and the fuel from the left side of the
piston passes freely through passage (118) and openings (117) to slot
(120), and from there to the outlet.. Under the pressure of the fuel, the
piston and piston rod (114) also shift to the left.
Under pressure of the fuel, the piston will continue to move as long
as opening (116) is connected with slot (115). If gate valve (110) is
shifted to the right by guide (109), the fuel flows under pressure from
slot (115) through opening (117) to cylinder (111), left of the piston.
The fuel in the cylinder right of the piston is puehed out through the
throttle insert to outlet. Piston rod (114) has teeth into which the
small gear (124), attached to shaft (75), engages. The diameter of wheels
[presumably gears] (107) and (124) fixed to shaft (75) (sic]. The dia-
meter and number of teeth of gears (107) and (124) are identical. There-
fore shaft (75) according to the size of the angle and the sense of
rotation, follows lever (74), but with a time delay.
89
S-E-C-R-t-T
feRiF
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S-E-C-R-E-T
? No Foreign Dissen
The period of delay during withdrawal of gas is controlled by the.
resistance of throttle insert (122), and is about 8 - 10 seconds. The 50X1
delay in shifting shaft (75) causes the delayed supply of fuel.
3.3.7 The control of fuel supply during starting
When starting the engine, control lever (74) is in the idle position
(44) (o< .7. 0). The position of lever (74) for low fuel feed at the
characteristic of G = f (6( v), when c< v = O. (Figure D) corresponds
to a specific supply of fuel. However, up to the moment of ignition, -
and when the starter is actuated, as long as the revolutions of the
engine are less than 1,000 to 1,400 rpm, throttle valve (52) is closed.
? The throttle valve is held in this position by a strong spring (126),
'through tie rod (127), lever (70), and guide (79). When the number of
revolutions increases, the supply of oil from oil pump (68) also increases,
,and the operating pressure increases to the point where valve (123) opens,
and oil from area (129) flows to area (133) through passage (130) and
recess. (131) in the casing of gate valve (125) of passage (132).
Electromagnetic valve (153) connects this area with the outlet.
After 15 seconds, electromagnetic valve is turned off, and the outlet
from area (133) is closed.
Piston (13)-i.), Under oil pressure, forces down spring (126) and shifts.
to the left, releasing lever (78). Spring (80) opens the throttle valve,
and fuel supply to the engine begins.
As soon as. piston (13)-i.) opens throttle valve (52), stop (135) which
does not permit the supply of fuel to rapidly increase consumption for
the free running phase, starts to control it. The stop limits the supply
of fuel for each engine speed, because its position depends on the re-
volution's of the drive. Stop (135) is found in piston (136), which
shifts under the pressure of the oil entering the cylinder through nozzle
"alt.
On the right side, the piston is shifted by the strong spring (137).
The movement of,the piston.controls gate valve (138) which opens or
closes the oil, outlet from the area of the cylinder. Ooln.e side of the
gate valve is affected by the pressure of the controlling oil Pp and
spring (139), While spring (140) acts from the other side.
90
-C-fl-E-T
.
No !PIPPO* AWN
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6U-qt-B
No Foreign D
The toothed rod on the piston rod of piston (136) turns cam (142),
through. gear (141); which through lever (143) depresses spring (14-0)50)01
brings the gate valve to a position of equilibrium. For example, wi-Gri ?
the higher number of revolutions, the control pressure also increases,
and gate valve (138) shifts to the right, blocking the outlet of oil
from the cylinder of piston (136). The piston with stop (135) shifts to
the left, and spring (80) shifts the throttle valve for a larger supply
of fuel.
Cam (142). at the same time depresses spring (140) and shifts gate .
valve (138) to. the position where the outlet of oil in the cylinder area
will be equal to the intake of oil through nozzle "d".
The position of stop (135), and simultaneously the supply of fuel
according to the revolutions of-the engine depends upon the pressure of
the cam (142), and the position of piston stop (136). The CharaCteristics
curve of fuel supply according to revolutions is shown on Figure H.
After idle revolutions are achieved, the supply of fuel is limited by
?the previously'described idle governor. Nozzle "b" and screw (22) serve
to regulate the revolutions, during which the intake of oil to the control
part of the assembly is opened.
The "b" nozzle releases oil supiaied by the pump, and the oil pressure,
above the valve drops when valve (128). is shut. The revolutions of the
pump when valve (128) opens, depend upon the size of the nozzle in this
method.
? Adjustment of the unit according to the characteristics curve on
Figure H is done by turning stop (135), which shifts the prescribed
characteristics curve upward or downward. This screw is No 16. Screw
(17) changes the compression of spring (139), and shifts the
characteristics along the axis of rotations.
When the engine is stopped, electromagnetic valve (153), which opens
the outlet from area (133) is energized. Spring (126) shuts the throttle
valve, stopping the supply of fuel.
3.3.8 The restriction of fuel delivery on intermediate modes
When the engine is started, stop (135) limits the supply of fuel for
?bringing the engine to the idle mode A v = 0...
The same stop limits the. Supply of fuel when bringing the engine into
a working mode C'A v >.15?., 'according to UPRT [not identified)).
91
S-E-C-R-E-T
. No Foreign Dissent
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84-4C-R-t-T
No Foreign Diesel]]
4
?
MovementA stop (135) to the left with increasing revolutions of the
engine will continue until the stroke of piston (136) is checked by the 50X1
stop on piston (173).
This position of stop (135) will correspond to a consumption of fuel
equal to (60 - 70) percent of the starting consumption. Further shifting
of stop 135, which entails greater consumption of fuel with the increased
number of revolutions, is blocked as long as the closing of valves does not
go beyond, [presumably valves do not remain closed beyond] the fifth stage
of the compressor.
Piston (173) is the movable stop of piston (136), and its position is
controlled by the pressure in area (175). The pressure is brought from
the system controlling valves bleeding air from the compressor. Up to
the moment of shut-off of valves bleeding air beyond the fifth stage of
the compressor, piston (173) is depressed up to the recess of casing
(172). At the instant of shut off of the air bleed valves beyond the
fifth stage of the compressor, oil under pressure is released from tubing
(176) by gate valve 160 to the outlet. Oil from area (175) will also flow.
to the outlet through the throttle insert of retarder (174). The throttle
insert [flap ?] assures the smooth shifting of piston (173) in 3 to 6
seconds, from the stop on the insert recess (172) to the stop on the adjusting
washer " ". At the same time, piston (136) with stop (135), follows the
movement of piston (173), and assures, after shutting off air bleed valves
at the fifth stage of the compressor, a smooth increase in fuel supply up
to the initial consumption in 3 to 6 seconds. After the maximum revolu-
tions are attained, the governor (gate valve (97), piston (98)), starts
operating, and cuts the supply of fuel.
The governor increases the supply of fuel and thus the rotor torque.
3.3.9. Turning on and turning off the second stage operating nozzles
Engagement of the second stage of the operating nozzles is done accord-
ing to the pressure of the fuel behind the throttle cock in passage (144).
In addition, the second stage operating nozzles is turned on and off
Independently of the pressure of the fuel behind the throttle valve, ?
according to the C.A.4 valve. .Because the air temperature (coefficient
A) does not change noticeably at higher altitudes, the turning on and
off Of the second stage will depend chiefly on the altitude of the plane.
' The change-over switch' is made in the .shape of a valve (145) with
8 to 10 kilograms per square centimeter, the valve.compreises the spring,
and, on opening,. switches on the second stage of the operating nozzles.
?
92
S-E-C-11-E-T
No Foreign Dineen],
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No Foreign
?
As a result of the difference in areas on which the pressure acts up
to and after the opening of valve (145) the valve closes at a lowez50xi
pressure.
Screw-(2) adjusts switching on of the second stage at the prescribed
pressure. Turning off the second stage nozzles according to the planes
altitude is done by the same valve (145), with the help of gate valve (147)1,
which shifts the same time as the throttle valve. When the plane is
climbing, the throttle valve shifts to the right, and when gate valve.
(147) opens passage (148),. fuel under pressure flows from passage (149) .
(from the area in front of the throttle valve) to area (150), and gate
valve (145) closes' and switches off the second stage nozzles.
? Screw (3) adjusts the turn off at the prescribed consumption of fuel
and 00(v [angle-setting of control lever, possibly].
3.3.10 Automatic feathering system and fuel cut-off when feathering
For all types of automatic and emergency feathering, the supply of fuel
.to the engine is automatically shut off.
:The supply of fuel is stopped by draining oil from area (133) of the
hydraulic arrestor. At this time, piston (134) shifts to the right under
the pressure of spring.(126), and closes the throttle valve.
The oil is drained from area (133) either by gate valve (125) (during
emergency feathering) or by electromagnetic valve (153) which is energized
(during automatic feathering).
The throttle assembly operates the automatic feathering system
with the help of shaped cam (154), according to the IKM [torqpemeter]
(according to the output of the engine) at phases below 0.7 of nominal,
and the system of automatic feathering during negative torqle at phases
+20
CC v ,e18 .
The automatic feathering system according to IKM at phases less than
0.7 of the nominal, is operated by disconnecting the contacts of disconnect'
switch KV-9 in the circuit of electrical automatic units of the feathering
system, according to IKM over 560.. Screw (9). sets the instant
of contact' of the KV-9 circuit breaker contacts.
The automatic feathering system, during negative torve at angles
4..?.18? 4'20, is operated by diverting oil from area (171) through
,openings in liner (170).
?
93
8--C-fl--T
No Foreign Dissem
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S4-C-R--T
No Foreign Dissent
When the control lever is turned to the c:=.< v 18-
n 7-20
cam (154), through lever (169), and tie rod shifts the gate valve to 50X1
the right, the outflow of oil from area (171) is stopped, and the gate
valve [which actuates) automatic feathering during negative tbrque of the
rpm governor is set into the position where it is ready for automatic
feathering at the start of negative torque on the propeller shaft.
3.3.11 Reduction of fuel supply during ignition
The normal supply of fuel during starting is. controlled by the pre.- .
viously described stop (135), according to the relationship on Figure H.
In individual cases, it.is'necessary to reduce this supply for a brief
period. Therefore, electromagnetic valve (156), which, when the current
is turned0,'on transfers part of the supplied fuel from the first stage
operating nozzles back to the intake of the fuel pump, is set in the
throttle assembly. Nozzle (257) limits the amount of transferred fuel.
This amounts to about 25 percent of the supply.
Fuel passes through check valve (158) on the way to electromagnetic
valve (156). The check valve opens the fuel intake to the electromagnetic
valve during starting. After ignition, valve (158) shuts off fuel intake
to electromagnetic valve (156), under fuel pressure. Without valve (158),
valve (156), having a weak spring, would allow part of the fuel to enter
the low pressure passage.
3.3.12 Control compressor air bleed valves
Two gate valves, (159) and (160), which .switch on or block the supply
of oil to each valve, are located in the KTA to control the air bleed valves
,on the compressor when starting and running up the engine to maximum rpm. ,
With a small control pressure (at lower number of revolutions) the?
gate valves are depressed, and openings (16]..) and (162) stay open. As
soon as valve (128) opens, oil passes through these openings to the valves
and these open. At high rpm, gate valves (159) and (160) move downward,
block openings (161) and (162), and connect the valves' with the outlet
(they close).
Compression of springs under the gate'valves (screws 20 and 21) govern
the number of revolutions at which the valves that bleed air from the ,
compressor are closed. '
The valves at the 8th stage of the compressor close at 8,500, plus or
minus 150, revolutions per minute.
94
S-E-C-R-B-T
No Foreign Dissem
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No Foreign
Survey of KTA-5F Adjusting Screws and Their Functions
50X1
Screw la
Conducts proportional change of fuel supply for the entire
characteristic curve (by change of positive pressure). ,
Screw la adjusts only the altitude characteristics curve
above the value of the limited output.
Screw lb Changes the positive pressure of fuel at the throttle
valve (change in the transfer of fuel from the KTA to the.
outlet).
'Screw 2 Sets the moment of switching on the second stage operating
nozzles (according to the fuel pressure).
Screw 3
Sets the moment of switching off the second stage operating
nozzles according to consumption of fuel (depending on the
altitude of the airplane).
Screw 5 'Sets the minimum fuel consumption during climbing.
Screws 6 an "idler...stop
'44
Screw 7, 45, The "start" stop. It changes the consumption of fuel
and 46 at the starting phase.
Screw 8 Changes the pitch of the fuel characteristic curve
Screw 9
Screw 14
Screw 15
Screw 16
Screw 17'
Screw '19,
Screw 20
Sets the moment of turning on the circuit for automatic
feathering according to the torque in relation to engine
mode
Sets maximum engine. rpm
Changes the idle rpm
-Changes the minimum fuel consupption during starting since
it changes the opening of the throttle valve by rotating it
Changes the time needed to bring the engine to the idle
mode during starting
Handles the change in the minimum consumption of fuel during
the operation of the limiter of maximum revolutions. .
Changes the instant of closing the air bleed valves of
the compressor, stage VIII
95
PPTOM
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b-E-C-R4-T
No Foreiga biSsem
Screw 21 Changes the instant of closing the air bleed valves of
.compressor stage V 50X1
Screw 22. Changes the start of supply of oil to the KTA mechanism
in relation to rpm
Screw 23. The reduction valve of the IA oil pump. It handles the
?change in operating pressure in the KA
. Screw 24 Handles the change to the point of the limited output
-Screw 36 Handles the change of consumption bfrthe engine to the
point of limited output of the engine
Screw 37
Handles the change at the start of correction of fuel
consumption according to the temperature of the air
entering the engine
Comment: Screws 3 and 5 are jound under the same cover (screw 3 is inside
screw 5)
3.4 Fuel tanks venting
The fuel tanks have a dual venting system
The primary venting is done by a 22 by 20 millimeter tube, leading to
the upperpoints of tanks 6, 8, and 10, and the auxiliary venting is done
' by a 22 by 20 millimeter tube leading to tanks 2, 8, and 10.
Check valves are located on the auxiliary venting to prevent fuel from
being sprayed or any siphoning from developing..
In addition, all the tanks of a group afe interconnected with internal
air vents. To prevent fuel, from spraying from the venting of the first
group of tanks, tank 6. is Vented to tank 8, in which the venting tubing
forms a loop. Therefore, the main venting of tank 8 is conducted, out
from the wing, where it is covered, by a loop..
The tips of the air vent tubes have an 'inside diameter of 32 milli-
meters, and have an outlet under the bottom skin of the wing behind the
rear spar-. The tips are adjusted at an angle less than 45 degrees to the
direction of flight. As a result of the large diameter of the venting
tubes and the bias arrangement, the danger of icing is lessened, and the
negative pressure rubber valve, located On the -venting tubing within the
wing, serves as .additional protection. The valve opens when there is
negative pressure in the tanks, add draws air in from within the wing.
96
S-g-C-R-E-T
No Foreign-Dissem
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No FOre ig;a
The fuel and venting tubing is made from ANgm and S20 tubing. The
tubes are joined by "durit" jduraluninum ?] joints with [two] .s1ee5ox1t
.both ends. The "durit" joints have metal bridging-over. ?
Connection with the engine is accomplished by flexible hosing with
heat insulation, consisting of two layers: the inner layer is made of
AT-7 asbestos cloth, and the outer of ANCM.fabric. Both ends of the
hoses have yellow colored circular slips.
3.5 Fueling the tanks
Filling of tanks in both halves of the wing is done separately,
and can be done in two ways: from above, and under pressure from below.
3.5.1 Gravity fueling
Fueling (138) is. done through six necks, three on each half of the
wing. The main Group I, tanks are fueled through necks in tanks
No 6 and 8. The auxiliary Group II tanks are fueled through a neck in
tank 10.
Access to the necks Is through openings on the top surface of the
wing. To dump overflow.fuel from the housing which insulates the neck
from the wing, a tube with an inside diameter of 10 millimeters, is led
.out under the. wing.
The necks contain a screen to prevent foreign materials from falling
Into the tank during fueling. Rubber lids are on the necks to prevent
dampness from entering the necks.
A measuring rod is screwed,in besides the fueling neck. With full
fueling, free space must be left to permit expansion, in the following
manner: in tank 6 about 60 liters, and in tank 10 about 40 liters, which
means that the level of the fuel must be 30 to 40 millimeters below the
edge of the neck.
To total yolUme left unfilled in all the tanks is about 200 liters.
Tank 8 is filled up to the edge of the filler neck, and therefore about
60 liters of free space still remains.
5..5.2 Fueling under pressure from below
Fueling the tanks of the right' and left halves of the wing is done
separately (Figure 139). The fuel enters, through a neck, located on the
?
right side in the,landing.gear wells.. A control panel, which has a cover,
is found beside the necks.
97
No Foreign Dissem
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S-E-C-R-E-T
No Foreign Dissem
The panel contains: the main disconnect switch, three cross-over
switches controlling the valves, the fuel gauge cross.-over switch, and
six signal lights, of which three are green to signal opening of the
.valves and [three] are red to signify closing Of the valves.
Tubing, 50 by 48 millimeters leads from the neck, from which three
tubes, 40 by 38 millimeters, separate to the Ni 760400 and 760600 shutoff
filling valves, controlled by the MZK-2 electro-mechanism. Fuel passes
through these to tanks 6, 8, and 11.
50X1
To prevent the tanks from overflowing in case of valve malfunction
and to ensure that. fuel delivery automatically slaws down at the end of
the fueling operation, a floating valve, which after reaching the maximum
level cuts the supply of fuel to the tanks, is located on the intake filler
pipe couplings of these tanks.
Group,,I tanks, and tanks 1 to 7 are filled through tank 6. Tank 8 is
filled separately through its awn tubing and valve. Auxiliary Group II
tanks are filled through tank 11.
In the crew's cabin, the change-over switch located on the ignition
panel is set on the "fueling from below" poSition, and then the electrical
system is switched on by the main disconnect switch [sic] on the control
panel in the landing gear shaft [well ?], and the red signal light "valve
.closed" lights up.
The remainder of the fuel in the tanks is checked according to the
indicator of the fuel gauge. The cross-over switch opens the filler valves
of the groups of tanks which are supposed to be filled. The appropriate
red lights are turned off, and the green ones light up.
The fuellsupply [unit] on the tank truck is turned on. The fuel is
delivered ata pressure of 1.5 to 3 kilograms per spare centimeter. The
time required to completely fuel the aircraft from two tank trucks is 16
to 20 minutes. Complete fueling of the tanks is automatically ended with
the signal of closing of the valves. This is done by the following method:
in tanks 6 and 8, by signals of transmitters of the fuel gauge, and in
tank 10 with [signals] from the SV-2 level indicator the electro-mechanism'
of the.filler2valves is automatically switched over to the closed position.
The lights of "cocks closed" shine on the control panel.
With partial fueling, the valves are turned off manually by cross-over
switches on the *control panel, and the amount of fuel is checked by the
fuel gauge and by the meter on the tank truck.
With fueling completed, the cross-over switches of the valves are set
in the "valves closed" position, and the electric current is shut off.. ?
98
S=g-C-R-E-T
No Foreign Di s sem
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S-E-C-R-
No FOre iga
The Pump on the tank truck draws off the fuel from the loading tubes
and hoses, and then the filler hoses are disconnected, and the nec15oxi
?
re-capped.
The cross-over switch in the crew cabin is then set at the "fuel
gauges in cabin" position.
The accuracy of the fueling is checked on the fuel gauges in the
cabin.
.Comment:
The total amount of fuel loaded during complete fueling from below is
- 1,000 to 1,300 liters less than with fueling from above. If complete fueling
is regaired, the rest of the fuel is loaded through the top necks.
3.6 Fuel drainage
Drainage of fuel from the tanks is done through drain valves with
30 millimeter through-openings, mounted in the inboard engine nacelles in
the landing gear section (two discharge valves of group I and two of
Group II).
The fuel is drained by gravity flow; and it is possible to switch on
the overflow and transfer pumps to speed the operation.
Sediment is drained in the following locations: from tank 8 through
the drain valve on the bottom of the wing - two spots for discharge; through
the drain valve on the T-piece under tank 9 - two spots for discharge;
from transfer tubing through main drain valve of the group II - two spots
for discharge; from the feed and circulation tubing through the drain valve
located on the tubing in the front part of the center section bordering
the fuselage -two spots for drainage; from the fuel filters and tubing
of the engines through drain valves on the filters - eight spots for drainage;
from the transfer pump of the remining fuel in tank 2 by the drain valve
of the PNV-2G pump - two spots for drainage; and from tank 1 by drain
valve located on the fastening plate for the PNV-2G pumps - two spots for
drainage.
The plane has a,total of 22 locations for draining sediment, and 4 drain
valves. About 200 liters of fuel, which cannot be drained through the
drain valves, remain in the plane.
99
8-E-C-E-E-T
No FOreiga 148p04
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S-E-C-R-E-T
' No Foreign Dissem
3.7 .Operation of the fuel system in flight
? 1. Four transfer D] pumps are:,switched on before the engines are
? started, and operate for the entire time the engines are in operation.
2. The by;pass valve, as was said; must be closed.
The engines on the right are supplied with fuel from the tanks in the
right half of the wing, while the engines on the left are supplied from.
tanks in the left half of the wing. The by-pass valve is opened according
to the appropriate instructions.
3. Fuel is pumped from the tanks automatically. .Likewise, fuel
from the Group II tanks is transfereed automatically.
? 4. If the transfer"pumps of the group II tanks are not turned on
automatically within 10 to 15 minutes after the start, the pumps must be
. turned on manually. Likewise? ,they are turned off manually.
5. In the case of uneven fuel consumption with the shut-down one or
two engines, it is necessary to,open the by-pass valve, and close the
fire shut-off cock of the dead engine. To balance the withdrawal of fuel
? from the tanks of the right and left halves of the wing, it is necessarSi
to switch off one or two overflow pumps in the tanks of the half of the,
wing opposite to the idle en-gines, and to check the equal consumption of.
fuel from both halves of the wing, in which the difference in weight of
fuel should be no greater than 500 to 600 kilograms.
6. In flight, it is necessary to carefully check the instruments
and signaling operation of the fuel system: the pressure of the fuel at
the nozzles [shown] on th8 EMI-3R pressure gauge on the instrument panel
must not eXcOid 78 kilograps per ssiFtr% centimetgrt when2;t0e. fuel pressure
- 0.35, 10.4gralir centimeer the high ?
pressure
palalt5-,tWred,s,igne4lightinsc4bdininum fuel pressure"
ihedisengageMent of two .transfer pumps of any service
tank, the red signal "disengagement of pump" is illuminated; when trans-
ferring fuel from the auxiliary group II tanks, the green signal "transfer
of auxiliary tanks" is illuminated; when the remaining supply of fuel is
800 to 900 liters, the red signal "reinaining fuel 800 liters" is
.illuminated; the amount of fuel in the tanks in kilograms is checked on
the two SETS-280 fuel gauges with one cross-over switch; the amount of
remaining fuel in kilograms for each engine is checked on the counter of
the overall consumption of fuel, and the consumption in kilograms per
? hour is checked on the scale of momentary consumption on the RTNS-1.2-B1
consumption gauge, located on the left pilot's panel; and with the trans-
fer of the remaining fuel, the light "transfer of remainder to service
tanks" is illuminated on the central panel.
50X1 .
N19 DPV.11170:ti, PtW.14
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No Voreign D
4. FIRE-EXTINGUISHING SYSTEM (FIGURE 141)
50X1
The fire extinguishing system protects the engine and exhaust sections
against the outbreak of fire. A mixture designated "3.5" is used as the
extinguishing material. Discharge of the contents of the bottles of the
fire extinguishing equipment to the engine affected is handled in two
groups, with three bottles in each group (series). The bottles of the
first series are put in operation automatically through the fire sensor
and the bottles of the second series are put into operation manually. '
The fire extinguishing system for the engines consists of these
parts; of six 06-8 extinguiShers with seals controlled by cartridge
actuators. two OSUZ-ls signal disks ("eyelets"), indicating the
spontaneous discharge of extinguisher devices; two connecting tubes;
two blocks [units] of electromagnetic [presumably] distributor valves,
type No 781400; 12 sprayer tubes (three in each nacelle); for spray
nozzles for conducting the extinguishing mixture to the crankcase, one
per engine; appropriate tubing and electric lines; the SSP-2A fire signal
system (aircraft of the older series had type Ti thermal signals); four
signal lights showing outbreak of fire; sirens signalling the outbreak
of fire; control panels for the fire protection system; and two emergency
mechanisms for switching on the extinguisher system.
4.1 06-8-Fire extinguisher
The 06-8 extinguishers are located on bulkhead No 1 inside the
nacelles. Each nacelle has three extinguishers installed in it.
The 0S-8 extinguishers have a threaded neck for connection to tubing
from the signal disk. The necks of the three extinguishers are joined
into one steel connection ring with a 6 x 1 millimeter inside diameter,
which is connected to the neck of the OSUZ-ls signal disk. '
The signal disk is located on the right side of the inboard nacelle,
and the inscription "spontaneous discharge" is written around the disk.
The connecting tubing combines the delivery of the extinguisher mixture
from three extinguisher devices into one tube. A check valve, which
during the switching on Of the devices of the second series prevents the
extinguisher mixture from entering the emptied bottles of the extinguishers,
is attached to the connecting flange at the inlet end of the connecting
tubing.
The block of type No 781400 electromagnetic distributor valves
.distributes the supply of extinguisher mixture through two valves to
the inboard nacelle; or through two other valves to the outboard nacelle
built into this half of the wing.
? 101.
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The tubing from each two distributer valves is connected into a
single steel tube with a diameter of 27 x 25.5 millimeters, which conducts
the extinguisher mixture to the sprayer tubing. Two sprayer tubes in the
engine section are located: in the front - on the bulkhead of the front
part of the cover; and in the rear - in the nacelle on bulkhead 1. The
sprayer tubing in the exhaust section is located in the nacelle on bulk-
head 3.
50X1
The manifolds are equipped with very small openings, with a 0.8 milli-
meter diameter, for spraying the extinguisher mixture. The front and
rear sprayer tubes in the engine section have 525 openings, while the sprayer
tubing in the exhaust section has 200 openings.
A sprayer nozzle [atomizer], into which the extinguisher mixture from
the main tubing leads through the T-fitting to the engine, is located on
each engine. A tube, with 12 x 1 millimeter diameter and a flared end,
is fixed to the T-fitting. An attenuator insert with through-opening of
3 millimeters diameter, to reduce the pressure of the extinguisher mixture
conducted to the engine to 2 kilograms per square centimeter, is inserted
between the pipe union and neck of the T-fitting.
The contrOl panel for the fire extinguisher system is located on the
pilot's electric panel above the console panel. The control panel for
the fire protection system contains: four cross-over switches (under the
protective hinged safety caps for releasing the extinguisher devices);
four green lights, signaling the opening of the appropriate valves for
supply of the extinguisher mixture; and brief instructions for using the
fire fighting equipment.
The control panel contains a cross-over switch for checking and testing
the SSP-2A fire signal system. Four red signal lights are located on the
instrument deck panel.
The siren and its disconnect switch are located on the right pilot's
panel. The DPS-1A transmitters of the SSP-2A fire signal system are ,
placed into special caps, fixed in the engine nacelles.
A total of 48 transmitters, 12 in each nacelle, [with] 9 transmitters
in the engine section and 3 transmitters in the exhaust section, are
located in the airplane.
The transmitters of each nacelle are divided into four groups:. three
groups for the engine sector, and one group for the exhaust section.
102
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Each group has three transmitters and one relay. In this.way,
nacelle has four independent groups of transmitters. So,. if some
should breakdown, the operations reliability of the system is not
destroyed.
The transmitters of the inboard nacelles are divided into groups in
the following manner: group 1 - are the transmitters located on the
right side of the lower cover of the enclosure, and on the right side of
'bulkheads 1 and 3; group 2 - are transmitters located on the left side of
the lower cover of the cowling and on the left side of bulkheads 1 and 3;
and group 3 - are transmitters, located on the support for attaching the
extinguishers devices, and on the upper part of bulkheads 1 and 3.
The transmitters of the outboard nacelles are divided as follows:
group 1 - are the transmitters located on the right bias strut supporting
the engine, and on the right side of bulkheads 1 and 3; Group 2 are
transmitters located on the right bias strut and on the left side of bulk-
heads 1 and 3; group 3 are transmitters located at the bottom and top of
bulkhead 1, and on the top of bulkhead 3; and group 4 has two transmitters
located on bulkhead 4, and one transmitter behind bulkhead 5. The group
is identical for all nacelles.
The transmitter relays are located in the BI-ITA relay boxes (out-
put block); and each of these three groups of transmitters of the engine
section in each wing can be connected.. To connect the transmitters of
the exhaust section, also included are two BI-IIA relay blocks (the
blocks are not fully utilized -- only one third utilized). The airplane
contains a total of four relay blocks.
Two BI-IIA transmitter blocks of the engine section are located in the
lower cargo area between bulkheads 22 and 23 on the left side. Two
blocks for the transmitters of the exhaust section are also located in
this cargo area.
The mechanisms for emergency activation of the fire fighting equipment
are located on the main struts of the landing gear. The mechanism con-
sists of the VK2-2A-I limit disconnect switch with lever devices, and a
clamping bracket with a sleeve.
4.2 Operation of the fire extinguishing equipment
When fire breaks out in an engine, the equipment turns on the fire
signal system, and sends an electric impulse to the control winding of the
relay; consequently the red signal light of the proper engine shines on
the,de6k'instrument panel, and a siren goes on.
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?. At the sametime, the electric circuit for opening both electro- 50X1
)magrietic Valves, type 781400, of the proper engine is closed. On the
? control panel of the fire fighting equipment, a green light shines showing
the opening of the valves., The valves are in tandem in case one might ?
. break down.
After the valves are opened, the limit disconnett switches are turned
on, these are located in the valves, and only. then is the current conducted
to the cartridge activator cartridge protective covers of the three
extinguisher device's of the first series.
Activation of the circuit by firing the cartridge adtuators by the
limit disconnect switches of the cocks is done to avoid discharge of the
extinguisher devices before the cocks are opened. In case the extin-
guisher devices should be discharged before the cocks are opened, the
high pressure of the extinguisher mixture would jam the valves, and they
would. not open.
With the current closed, the "pyropatron" blows the safety covers of
the bottles. The force of the blast of "pyropatron" opens the valves of
the safety covers, and the extinguisher mixture is conducted to the damaged
engine on which it is sprayed.
This is the manner of the automatic activation of the extinguisher
devices of the first series. Through openings in the sprayer tubing,
the extinguisher mixture "3.5" very quickly reaches the bays in the
engine nacelle and in the exhaust bay forcing air out of these which'
makes it impossible for combustion to continue, and the fire is extin-
guished.
The aircraft crew must proceed in accordance with the instructions
and regulations, which means- that when the red light and the green bulb
(opening of the valves) are illuminated, the crew must immediately stop
the proper engine, shut off the fuel system valves and institute
feathering.
If the fire is extinguished, the red light must go off. If, 6 se-
conds after the green light goes on, the red light signal does not go
off, it is necessary to turn on manually the second series of extinguisherfl
devices. To do this it is necessary to move the cross-over switch on
the control panel of the fire fighting equipment to the "II series"
position, and to activate the other three extinguisher devices.
. 104
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After the fire is extinguished, the change-over switch must be ? !
returned to the central position so that the valves will close. I50x1;
extinguisher devices do not turn off spontaneously, the red signal disk
goes off. The empty extinguisher is recognized by the pressure gauge
hand of the extinguisher standing at zero.
Testing the serviceability of the fire signal system is handled
through:the cross-over switch located on the electrical eglipment panel
next to the fire protection system control panel. The cross-over
switch gradually closes the circuits of the control relay in the relay
block. If all elements of the system are in order, the red fire signal
light on the deck instrument panel must light up.
Testing can be done only with the system of automatic release of
extinguisher devices of the I series in disengaged position, which-is
helped by turning on the automatic disconnect switch on the distribution
board of the nacelles.
To prevent the outbreak of fire during emergency.belly.landing, the
main landing 'gear struts have an attached mechanism for emergency
activation of the fire fighting egtipment.
When the ground is hit, the lever of the mechanism turns on the limit
disconnect switch, and this activates emptying the six extinguishers in
the engine bays of the inboard nacelles.
?
105
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AL-20 Engine
31-18 Aircraft
Chapter VI
ENGINE TMECTRICAL AND AUTOMATIC STARTING EQUIPMENT
The individual automatic components, which are part of the electri-
cal equipment of engine AI-201 take care of the following operations of
the engine:
Automatic engine ground starting;
Cranking engine on ground without fuel;
Cold engine cranking;
Air restarting of engine;
Feeding direct current to aircraft rawer system from starter
generators mounted on the operating engines;
Indication of engine icing conditions.
The engine is started by two starter generators, type STC-12TM. The
starter generators are fed either by 20 batteries bf tyre 12SAM-28 (start-
ing based on internal power sources) or 20 batteries and an airfield
power source with a nominal voltage of 24 volts (starting with the assist
of airfield rower sources) which, during the course of starting, are
series connected.
After starting process, the starter generators automatically change
to.the function of generators and can be cut into the aircraft network.
1. ELECTRIC EQUIPMENT OF ENGINE
The set of electrical equipment of the engine includes the follow- ;
ing components:
2 starter generators, type SG-12TM;
1 starter housing, PSG-2A for starter generators;
1 automatic starting device APD-75 (the Aircraft has one such
device for all engines);-
.
2 low-voltage starter coils, KPN-41 with 2 power plugs SIN-11;
2. voltage regulators, type RN-180, with 2 reOstats for the
adjustment of regulated voltage, VS-20 (1 set for each starter generator),
mounted within the aircraft;.
1 electromagnetic starter fuel: valve;
106
844-11-t7T
PPM-011 P47??ek
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1 electric witch, VE-2S;
1 electric mechanism MM-2, mounted on the propeller brake;
1 icing indicator S0-12AM (S0-4);
1 mechanism 14P-5;
Limit resistors (located within the aircraft);
Position indicators for control handle to regulate fuel mixture,
KMA-5F (UPRT-2);
Tachometer, 1TE-2;
Generator, SGO-8;
Electromagnetic propeller pitch [feathering'?] control valve;
Transmitter for pitch control when RPM exceeds maximum.
50X1
1.1. Starter-generator, STG-12TM
The starter generators serve to start the engine and, later, act as
generators for feeding the aircraft power system with direct current.
The starter generator STG-12TM is essentially a 6-pole direct current
generator. During starting, the output at the shaft is at the ratio of
r. 3.167. When acting as a generator, the output is at a ratio of i= 1.
By this method, a greater torque is realized during;.starting and,
when acting as generator (at a ratio of i 1) the load factor of the
.generator is improved. Power feeding of the starter generators during
the starting phase is accomplished directly through control box PSG-2A.
1.1.1. Technical data specifications
Generator regime
Rated voltage (in volts)
20 5 + 30
(adjusts itself
automatically)
? Rated power at temperatures of
2t1.-?50 (in amperes li?oo
.Range of operating, revolutions
(in rpm) . . . 35004 9000
Type of operation constant
101
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Remark: All characteristics of the starter generator correspond
to those of a derivative generator with a compensation
winding. When the exciter winding is cut in, the gen-
erator voltage is regulated by a variable resistor in
the exciter winding.
Starter regime
Load on output shaft
Type of operation
Maximum remissible revolutions
of armature (in rpm) 11,000
Engine rotor
. . . . Repetitious,
short duration
Average power during starting
(in amperes)
450
.?
50X1
The starter generators operate reliably under the following conditions:
a. At temperatures of 20+ 5?C and a relative humidity of 95 to
98 percent.
? b. Under conditions of ambient temperature from 4-1000C to -
600C (long term) and at -I- 111.000 (short term)
c. 'They withstand, without sustanining damage, acceleration
stress of liG's and between 00 to 100 frequency oscillations per minute.
d. When hot, they must withstand a load of 600 amperes at a J..
minimum of 6,000 rpm within a period of 10 seconds.
Without supplemental cooling through intake air, it is permitted,
to load the starter generators with current of' 200 amperes on the groudd
for a period of 20 minutes within the limitation of 3700 to 9000 rpm.
The starter generator must withstand 11,000 rpm for a period of 2 min-
utes without becoming deformed.
? The drive mechanism protects the roller Clutch of the starter gen-
erator against the penetration of lubricant because it does-not have its
own oil slinger.
1.1.2. Description of individual components
The starter generator STG-l2TM has a semi-closed housing with open-
ings for the entry and exit of cooling air. The air passes through a
hose to.a nozzle at the rear end of the starter generator. Part of the
air then passes over the armature, cools the commutator, the iron core ,
of the armature, and the coils 'at the roles and passes out of openings
in the, forward part of the generator. The' second, portion of the .air
passes through channels along the axis within the armature and also passes
out of the generator through the front.
. 108 '
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Within the STG-12TM, a centrifugal ventilator cools the device while
operating on the ground and when no air is forced through the starter5oxi
The starter generator (Fig. 114) is composed of the following main paLub;
housing, covers, armature, and planetary reduction gear with free wheel-
ing device.
Housing (1) is made of electrical steel; the main poles (2) and the
communtator poles (3) are mounted on the housing with bolts.
The main poles are made of electrical steel; the commutator poles
are of one-piece construction and made of low-carbon steel. The maixx.
poles have coils with derivative exciter winding (4); compensation
winding is inserted in the splines of the polea. The winding of the com-
mutator poles (5) is made of copper.
Covers (6) and (7) are made of aluminum alloy and are mounted on
the housing with bolts. Six brush holders (8) are mounted on the cylin-
drical part of the cover (6). Each holder has three brushes (9) of
type MSG-7.
The brush cable is silver plated. The brushes are pressed against
the communtator by coil springs, having atension of 800 to 1,000 grams.
Panel (10) is bolted to cover (6) and its terminal screws are used
to attach the ends of the windings of the armature and the exciter. On
the side wall of the cover (6) is nozzle with a clamp for fastening the
shielding. Union (11) with a.nozzle for feeding cooling air is mounted
on cover (6).
Armature (12) is composed of silicon-steel sheet sections which are
press-fitted onto the casing. In the recesses of the armature, the wind-
ing is of copper wire; its forward portions are held together with steel-
wire bindings. Armature shaft (13) is made of alloy steel. An aluminum
hub is located between the housing and the shaft, has elongated slits,
and serves to bring in cooling air.
The armature is mounted on ball bearings. Shaft (13) is connected
with drive shaft (15) by idle roller clutch (16), which assures a firm
connection between the armature shaft and the drive shaft when the gen-
erator is functioning as a generator and takes care of the uncoupling
of this connection when the generator is functioning as a starter.
At the end of the shaft, mounted from the end of cover (6), there
is a special port which has eight steel rollers located within a texto-
lite cage of separater (18) and which run along the interior surface
of the shaft.
On the opposite end of the shaft, there are 24 gear-teeth, which
firmly connect the shaft with the reduction gear carrier (19). The
shaft has 16 03Plines on its end which facilitate connection with the
engifie drive. ' 109
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When the device functions as a starter, torque is passed on from
the armature, via the reduction gear, to the drive shaft, during which 50X1
time the idel roller clutch is uncoupled.
If the shaft [drive shaft] attains an rpm greater than that of the
shaft of the armature, the idle roller clutch locks and torque is then
transmitted from the above mentioned drive shaft to the shaft of the arma-
ture, during which phase the reduction gear is by-passed.
The reduction gear is mounted on the foreward cover, on the drive
end, and serves to increase the moment of torque delivered. from the
aramture shaft to the drive shaft when the device is functioning as a
starter (i = 3.167).
The reduction gear is composed of a ratchet clutch and the actual
reductor. The reductor is of the planetary gear type, has a drive [sun]
gear (30) connected to the armature shaft, and planet gears (21) each
of which is mounted on two single radial ball bearings. The shafts of
the planets are firmly connected with the guide (19). The satellites
engage with the ring gear through internal gear teeth (22). Three dogs
(23) of the ratchet clutch are mounted on three shafts and are firmly
connected with the rim of the gear wheel.
Coil springs (24) push the aogs against the gear wheel and cause
them to engage with ratchet (25) which is firmly connected with the
body. By this method, the ring gear is-blocked in one direction (when
the device is working as a starter). Centrifugal force reduces the
tension in the coil springs which cause the gos to cease engaging the
ratchet and gear wheel (22) is allowed to move freely.
The function of the reduction gear is as follows: electric power
is fed to the starter generator; the armature rotates and transmits
torque through the sun gear to the planet gears which in turn rotate
along the inner surface of the ring gear and turn the planet gear pos-
itioning plate which is firmly coupled with the drive shaft. This shaft
is in turn firmly coupled with the rotor of the engine and. begins to
turn it. As soon as the drive shaft revoltuions exceed the revolutions
of the armature shaft, the idel roller clutch is disengaged.
When the revolutions of the engine exceed those of the starter
generator armature, the roller clutch locks and the armature shaft
rotates at the same number of revolutions as the drive shaft. During
this phase, the planet gears do not rotate; they drag with them, in a
counter-clockwise direction, the inner ring gear, which is now no
longer engaged into the ratched wheel, and the reduction gear rotates
at the same number of revolutions as the drive shaft. Whenthe engine
is stopped, the ratchet dogs engage the ratchet wheel, the roller clutch
is disengaged, and the starter generator is ready to begin another start-
ing phase.
?
110
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1.2. Automatic starter control APD-75 (Fig..129)
50X1
The automatic starting control APD-75 controls the time sequence of
starter generator action-and the actions of starting assemblies. Simul-
taneously with control box PSG-2A, the APD-75 ensures the following:
Starting the engine on the ground;
Cold crAnkirg of the engine.
In addition, where the need arises, the device
ruption of the starting process and the accelerated
Jag mechaniam to the starting position in a maXimum
1.2.1. Technical data
Rated load
assures the inter-
return of the start-
of 9 seconds.
. 24 volts-DC
Number of sequence cycles - 2
. Total time for each cycle:
Starting engine on the ground
Cold cranking of engine
The automatic device closes and opens
devices within the limits set forth. in the
71 -I- 3 seconds
30 ?2 seconds
the circuits of starting
following Table:
Designation
of Opera-
No of
Opera,
Individual
Eqr.X;iall
tion
tion
Operations
Begin
End
Remarks
Starting
the engine
1.
Feeding of exciter
circuit, starting
Starter devices
can also be
on the
ground
regime
0
711-3
switched off
by centirfugal
switch
'
Activiation of
starter resistors
,
Closing the starting
resistor for a short
time by action of the
main switch
.5+5
E-(11-03
"E"--Actual time
from instant of
starting sequence
to instant of
subsequent dis-
connect of out-
t regulator
executed by
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Designation No of
of Opera- Opera-
tion tion
Individual
Operations
5-
7-
8.
9-
10.
Code cranP4-
lug of
1.
Engine
2.
Activation of output
regulator RUT-600D
Switching of feed
sources frm 24' to
48 volts
Activation of block-
ing circuit DMT-40
Turn-on of ignition
Turn-on of electro-
magnetic starter
fuel valve
I
Signal to stop valve
Full workingcycle of
APD.- 75
Feeding of exciter
circuit while funct-
ioning as a starter
device
Activation of start-
ing resistors
Closing of the start-
ing resistor for a
short time by action
of the main switch
Switching over of
power sources frum 24
volts to 48 volts
omplete working cycle
f APD-75 panel
112
S-E-C-R-E-T
Duration 1
Begin
End
20? 1
15+.1
0
0
9+ .1
0
79?3
(2+03
'T1+ 3
254-2
25+2
20+ 1
71i- 3
30+
2
9+
1
3.5+
29+
2
0.5
15+
1
29+
2
0
3q12
Remarks'
insert E of
the program
mechanism)
50X1
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?
Type of Operation
Repetitive -- short duration;
consists of 4 complete cz56x1
each lasting 71+ 3 seconas.
Intervals between closing of
switches are 3 minutes. Fol-
lowing 4 cycles, it is neces-
sary to allow complete cool-
ing off.
1.3 Starter control box for starter-generator PSG-2A (Fig. 130)
The starter control box for starter generator PSG-2A assures the
action of the two starter generators during various phases of engine
starting with the assistance of a relay and a contact. The control box
is attached to the components of the starting system.
Power sources are connected to terminals "4-Pl" and '4- P2". The
armature, of the starter generator is connected to terminals "..1- 1" and
"2", and the excitor winding of the starter generators is conneoted to
terminals 11 (S5) and 2 (S5).
The remaining terminals of the connectors are connected to the com-
ponents of the starting system and to the automatic starting sequencer
APD-75.
. The action of the starter control box PSG-2A during various phases
of starting is controlled by the introduction of signals from the APD-75
tothe terminals of connector S4.
1:3.1. Technical specifications
? Rated voltage 24 volts DC
Type of Operation Short duration --
repetitive, con-
sisting of 4 phases,
each lasting 90
seconds. Intervals
between cycles are
? 3 minutes. Follow-
ing 4 cycles, com-
plete cooling off is
? required. '
Note: In starting four engines on the aircraft the following is
permitted:
a. Eight starting attempts followed by 3-.minute intervals
between switch-on times and subsequent full cooling off periods.
? b. Five uninterrupted starting attempts with complete cooling
off to follow. ?
113
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1.4. Low voltage starting coil KPN-4
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Coil EPN-4 operates simultaneously with a surface discharge electro-
erosive plug of the SPN-4 type and is designed to igaite air and fuel
mixtures in starting operations of the engine, on the ground as well as
while airborne.
The coil receives its power from the aircraft power system with
a rated voltage of 24 volts. The coil KPN-4 consists of an induction
coil with the vibrator, two condensors, and a selenium rectifier.
1.4.1. Technical specifications
The coil assures uninterrupted sparking of the plug (type SPN-4)
which is screwed into the igniter, during starting on the ground and
while airborne, under the following conditions:
When the voltage across the terminals of the coil changes
from 18 to 28.6 volts;
When the length of the shielded lead from the coil to the plug
is a maximum 2.5 meters;
Upon delivery of fuel to the igniter no sooner than 8 seconds
following the turning on of the coil;
When the pressure in the combusion chamber is less than 5
kilograms per square centimeter under normal temperature conditions;
Voltage in the secondary winatng must be at least 3,000 volts
when the voltage across the terminals of the coil is 184.1 volt.
1.4.2. Layout and principle of operation
Starter coil IN-1l. (Fig. 115) chages low voltage direct current to
high voltage alternating current. Essentially, it is an induction coil
with dual windings.
? A vibrator -- an electrmagnetic circuit breaker -- is cut into the
primary winding. The primary winding is accomplished with a single
lead, the negative pole of which is connected to the coil former. Posi-
tive current is supplied to the coil through a connector and through
the terminals of the electromagnetic circuit breaker. Capacitor C1 is
connected in parallel with the terminals of the circuit breaker.
The secondary winding is wound over the primary winding and is
composed of two interconnected and counter-wound portions. The end of
one portion is connected across a selenium rectifier to the coil
former; the end of the second portion is connected to the high volt-
age lead which leads to the coil through the KU-20B contact device.
The lower pole of capacitor. C2 is connected with the same pole of the
secondary winding.
114
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?
The core of the coil is composed of electromagnetic steel sheets.
? The vibrator is mounted on the panel and has two platinum-irridium term-
inals, one of which is soldered to the terminal screw which is connected
with the power source, as well as with one covering of capacitor Cl, and
the other terminal is connected to the armature spring which is connected'
with the beginning of the primary winding and the second covering of
capacitor Cl.
? The selenium rectifier VS is composed of 20 selenium plates mounted
on an insulated post. The side of the selenium rectifier marked
is connected with the coil former.
Capacitor C2 serves to increase the capacity of the discharge and
partially also filters the pulses of the secondary winding which simul-
taneously increases the ignition capability of the spark. The selenium
rectifier limits the discharge current in the event the coil should feed
low resistance current to the spark gap of the plug or when the load is
increased.
The secondary winding does not create its own magnetic flow D2
which would weaken the magnetic flow of the primary winding DI which
acts upon the circuit breaker. This is because the secondary winding
is executed in two sections, the directions of which are opposed to
each other (they are wound in a bifilarly manner). Thus, the magnetic
flows of the sections are opposed to each other and cancel each other
out.
1.5. Electroerosive aviation plug with surface discharge SP-I1.
Spark igniter plug SPN-4 works simultaneously with starting coil
ION-4 and is a part of the low-voltage ignition ystem. A special
characteristic of this system is that the discharge in the plug occurs
between the electrodes of the working surface of the insulator, which
is covered with an electro-erosive layer of electrode material.
The plugs cannot be dismantled, have a ceramic insulator and are
shielded. The sparks jumps on the surface of the ceramic insulator
between the interior and the exterior electrodes, which have been-
coated with electrode material by an electro-erosive method. This
material is consumed along with the fuel and the preliminary switch-
ing on of ignition coil EPN-41 during the phase before the starting
fuel is turned on at the beginning of each starting sequence, carries
out the conditioning of the plug, that is to say it renews the layer
of electrode material upon the working surface of the plug insulator
with the assistance of spark discharges by the electro-erosive method.
1.5.1. Technical data
? Distance between electrodes (width of belt in ceramic device)
1+ 0.1 mill 4.meters
115
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After conditioning, the plug must work reliably along with coil
KPN-ii.'when the latter is set for the minimum primary current (2.8 amps) 50X1
and at a fuel pressure of up to 5 kg/cm?.
Length of threading of the threaded part of the plug body -- 11
millimeters.
Weight of plug with gasket -7 maximum 0.08 kg.
After Conditioning, the maximum value of the spark voltage in the
plug may not exceed 2,000 volts under normal conditions with a power
source of 24 4- 1 volts.
The plug is mounted on the engine together with the jet, contactor
KU-10 and knee UE-110-18R with a safety nut and 18 x 1 threads, assur-
ing reliable contact with the head. of the central electrode.
In operating the engine, fuel must be withheld until 8. seconds
after ignition turn'on.
? 1.5.2. Description of design
Spark igniter plug SPN-4 (Fig. 116) is not dismantleable, is shielded,
?, and consists of the following principal components: body (3), insulator
(4), electrodes (5) and (6), shielding sleeve (2) and setting ring (1).
Body (3) is made of stainless steel and has two 18 x 1 millimeter
threads for connecting with the igniter and for connecting the high-
tension lead.
Insulator (l.)with the central silver electrode (6) is located in
the lower portion of the body on a copper case and touches the external
? electrode'. A ceramic -shielding sleeve (2) is located in the upper por
, tion of the body.
? Setting ring .(1) serves to secure the plug on the engine and gasket? :
ring (7) Serves to assure a tight fit between the plug and. 'the igniter.
1.6. Starter fuel valve .
The starter.fuel'valve (Fig. 117) serves to transmit the fuel from
pump 707-1 to the starting and Auxiliary jets: The entrance to the
starter fuel tank is closed off by the valve.
The electrical part of the starter fuel valve has a coil with a
movable cylindrical core, which is connected with the needle of the
valve, and a connector. The coil winding is of copper wire with a dia-
meter of 0.38 millimeters and has enamel insulation. The number of turns
in the winding is 7601 with 50 turns per layer.? The surface of the
former of the coil and the face are covered with a shellacked fabric
116
S-E-C-R-E-T
Pm404 KOMOR
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which is 0.3 millimeters thick. The 7..r:
1
with a bakelite lacquer and covered with a lacquered fabric which is 0.3
millimeters thick. The entire coil is impregnated with a bakeIite lax50X1
quer. It is also possible to impregnate the coil with shellac. The
output leads from the coil are 45 millimeters long and are insulated by
a shielding tube. One end of the coil is soldered to the coil'former,
and the other, end terminates in connector.
The coil is made of ST-Al2 [steel?)
In operation, the coil draws down the core, overcorIng the spring
tension which is endeavoring to keep the core in a position which would
close off the fuel port.
1.7. VE-25 electric motor sWiteh
The VE-2S electric motor switchis:essentially a single-lead electro-
hydraulic relay which opens its contact points when the oil in the chamber
under the corrugated bellows attains a certain pressure.
The 1)E-2S has standard covered contact points. The interruption
of the electric circuit is caused by pressure of the oil on the bellows,
connected with the contact points via a rod linkage.
The electric motor switch is designed to work within the circuit
of the accelerated termination cycle within the SPZ-24.
1.7.1. Technical specifications
The VE-2S switch works reliably under the following conditions:
Type of current DC'
Power at the plug connector
of the aggregate (in volts) . . 181-28.6
The winding of relay TI E 21 PL or RF-2, which is cut into the Cit.-
cuit of the contact points [no other data given]:
Working fluid . Engine oil
Pressure to open contact points
(in kilograms per square dentimeter . . 1.6+2.0
Type of operation Repetitive, short
.duration
1.7.2. .Principle of operation.
The principle of operation ofthe VE-2S (Fig. 118) is as follows:
During the engine starting phase, oil fills chamber (12) at a
certain pressure. Corrugated'bellaws (3) is located 'within the chamber.i
The oilattempts to push on the bellows in an axial directiOn. The
. 117,
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De pressure of oil on the corrugated bellows is counter-acted by a'
cylindrical spring (6), the upper face side of which rests against set
screw (8) arid. the lower side against plate (15) of the bellows. Upon
reaching a pressure of 1.6 to 2 kilograms per square centimeter, spring
(6) is compressed and rod (4), which is connected with plate (15) moves
upward to open the contact points of the electric-Circuit. As the pres-
sure drops below the above value, the switch points are closed through
? the action of spring (6).
1.7.3. Design
The switch consists of the following parts: housing (1), shoulder
(1, metal bellows (3) with plate (15), push rod (4), spring (6), lever
? (5 , connector (7), set screw (8), gasket (9), and protective cover (10(
The housing (1) is made of aluminum alloy holds the principal
components of the switch. On the upper face side of the housing, there
are tour threaded openings, three of which serve to hold reinforcement
(11) and one of which is used for the holding screw of the lock. The
lower face side Of the device has six evenly-spaced bolts which serve
to tighten down. shoulder (2), and the center of the housing has a fairly
large threaded opening to hold the set screw (8).
To protect the device against corrosion, it has been anodized.
Shoulder (2) is cast from aluminum alloy AL-1, and one end of it'has
12 x 1.5 millimeter threads; the other side has 14 x 1.5 millimeter
threads. On the sides of the shoulder there is a special boss with
two openings of 5.5 millimeter diameter through which the bolts that
hold the device onto the engine are passed. The Metal bellows (3) is
fabricated from special alloy L-80 and separate the high pressure oil
chamber from the area of the contact points. In essence, this is a flex-
ible element which transmits the oil pressure via its plate (15) to
push rod (4).
Push-rod (4) is made of No 25 steel and transmits the motion of
the bellows to lever (5) with its movable contact point (16). Lever
(5), which is stamped from L-62 brass, is intended for opening the
contact points. On one end, the lever has an attached contact point
and on the other end an opening for attachment to reinforcing strut
(17).
Spring (6) is made of high grade OVS wire and assures the action
of the switch in response to a preset pressure. The setting of the,
spring' tension is accomplished by set screw (8), which is secured. .
Contactor (7), of the SR12U1ES2 type, serves to connect the air-
craft power net tith the switch. Gasket (9) protects the contact
chamber against the seepage of oil from the bellows chamber. Pro-
tective lid (10) is cast from aluminum alloy (5) and protects the
individuaX components against damage and dirt.
118
8-ETC-R-E,q
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The adapter in the upper part of the lid, serves to connect the plug
connector, which feeds power to the device. The bottom of the lid he50X1
three openings for anchoring to the reinforcing struts of the device.
Four openings on the side surfaces are used to attach the name plate.
For protection against corrosion, the: lid is galvanized and its
exterior surface is painted black.
Braze (11) is made of type 25 steel and serves to fasten cover (10)
to body (1). Rubber packing ring (19) protects the contacts against
the penetration of the liquid .from the nearby area.
Disconnect switch VE-2S is fastened to the engine by two bolts
with a diameter of 5 millimeters, passing through the openings in the
flange of the extension. During assembly, the disconnect switch
adapter must make posittre electrical contact with the frame.
1.8. Electrical mechanism MP-5
The MP-5 electrical mechanism operates a value [Fig. 76] to bleed
[hot] air. Control of the switching mechanism for extenions and retrac-
tion of the actuator rod is handled from the control board panel by a
two-pole cross-over switch for the electric motor.
1.8.1. Technical Specifications
Rated voltage . 27 V:t 10%
Rated fore for actuator rod acting
coUnter to its movement (kg) 5
? Maximum travel of rod (mm) 40 - 1 .
Vote: Travel of the rod. must be set within a range of 5 to 41 mm.
. Speed of movement of rod rated
load and rated voltage_ 1.3 mm/revolu-
tions4 05%
Current necessary at a rated load
for the rod in amps maximum 0.15
Operation mode .' Short-term,
,repeated
1.8.2. Construction
The MP-5 electrical mechanism has the following parts: Electric
motor, direct current D-2S; ivaduction gear with conversion i
actuator rod. with a rise of 1.3 mm; two KV-1-20 cross-over switches; and
small plug connection composed of SP-3 and VS-3.
01. The electric motor D.-2A is a, direct current [motor] excited. by
a permanent magnet.
? 119
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Technical Specifications:
Voltage 27 V-? 10%
Required current (amps) max. 0.15
Number of revolutions (rpm) 5,7000+ 10%
Shaft torque (gcm) .20 ?
. Operation mode sustained .
02. The reduction gear (Fig. 119) consists of a four-stage conver-
sion by spurngears. (1), fastened to the motor shaft by a pin meshes
with idle double'gear.wheel (2) on shaft (3). Gear (2) meshes with
double gear 'wheel (4), which in turn meshes with gear (5) which freely
turns on shaft (3). Gear (5),- engages a gear in a single unit with a
nut (6), which has an internal trapezoidal thread for connection with .
actuator rod (7).
1.8.3. Principle of Action
The electric motor shaft turns the reduction gears and nut (6)
Double nut (6) and actuator rod (7), convert rotary movement into linear.
actuator rod (7) is moves to "pushed out" togehter with cams (12) and
(19), in whose grooves the protrusion of the rod fits. On reaching the
extreme extended pobitionl.the cam presses down.on the tongue of the
spring (20, which then depresses the button of the terminal switch (17)
and breaks off the Current to the electric motor. In switching over
.the two-pole commutator, the, electric motor rotates in the opposite
direction. The actuator rod begins to move in the direction of "pulled
In" upon which the cam (19) disengages from the tongue of 'spring (20),
releasirg the terminal switch button (17). This way, the circuit "pushes
out" is once a.gaizi set for pushing out of guide'bolt (7).
The movement of rod (7) to "pulled in" lasts until cam (12) moves
the tongue of spring-(21)-which pretses,on-the button of the second
terminal switch "pulled in" ('18), and ,breaks off.the.circuit upon
which the actuator rod stops.
The electrical mechanism makes possible the setting of the move-
ment of the rod by shifting cam (12), along actuator rod (7). The
securing of the set position of cam (19) is effect,,d!by a guide, fast-
ened by a screw to the body (14).
Nut (6) is placed on two special radial thrust bearings (11).
Reduction gear housing (8)1 .has cover (.9), which has actuator rod sleeve
(10) and four bolts for mounting the electrical mechanism.
Cam (12), on the end of rod (7), slides along the rod and pre-
vents rotation. The rod fits into grooves in body forging (14) and
is fastened to it by two screws.
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The terminal switchs (17) and (18) for "pushing out the rods" that
are aligned lengthwise in the grooves of the housing, are fastend by 50X1
screws (16) to housing (14).
Cam (19 activates the terminal fastened to terminal changeover
switches (17 and (18), switch for "pushing out the rods." Springs
(20) and (21 , relay the pressure of cam (12) to the button of the
terminal switches. Electric motor D-2A (22) is fastened to the lower
part of the housing, with four screws. Terminal switches (17), (18) .
and electric motor (22) are covered by case (23), fastened to the hous-
ing by four sores which are safety wired. A small plug connection is
also fastened to the body.
1.9. SO-124M (s0-4) Icing Indicator
The icing indicator shows the presence of ice on the outer. parts
of the engine.
1.9.1. Operating principle
The action of the indicator 'is based on the utilization of the
flexible qualities of the corrugated metal diaphragms, opening and
closing the electrical contacts during changes in the impact pressure
of the air current flowing through the indicator air intake.
The S0-4 icing indicator is a differential pressure gauge with two
sealed chamber, connected nozzle by (5) (Fig. 120).
One of the chambers (2) receives the pressure of the accumulating
current of air in the engine inlet through intake (1). By "pressure"
.is understood the total ambient air impact pressure, that is, p = PH+ Pd.
The second chamber (4) receives static pressure through opening (3),
placed on the side surface of the air intake head Chambers (2) and (4)
are separated from each other by diaphragm (9).
The dynamic pressure intake has 20 openings with diameters of 0.7
millimeters. If the inpact pressure does, not act, 'that is, when the
engine is not in operation, the contacts are in a switched-on position.
During operation when the indicator intake is charged with air,, a vary-
ing pressure develops from the impact pressure, in the chambers of the
differential pressure gauge, and bends the diaphragm. As a result,
the contacts open and remain open [unless inc lug occurs].
Under icing conditions during flight, intake openings (1) are
covered with a layer of ice, and the entrance of dynamic pressure to the
chamber (2) of the differential pressure gauge is blocked. The pressure
in chambers (2) and (4) is balanced. through nozZle (5), and the dia-
phragm returns to the starting position and closes the contacts. This
gctuates the Soleniod which energizes, in parallel: the "icing".varning
light and the heating element. ? ? 121
S-E-C-n-t-T
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Heat melts the ice on the intake, the
14?0
the difference in pressures in the chambers of the differential pres-
sure gauge opens the contacts of the electric circuit; the solenbid 50X1
I opens disconnecting the warning light circuit and the heaters. The
indicator assumes the initial position.
If in this period, the aircraft is not past the area of icing, the
entire cycle is repeated. During passage of the aircraft through a
zone of icing, in this way, the warning light will be periodically
lit.
De-icingae.the intake openings in the SO-4 lasts a maximum of 90
seconds from the moment of switching on the heating. The process of
icing up the dynamic pressure openings lasts a maximum of 150 seconds,
and the full cycle of icing and de-icing, a maximum of 240 seconds. On
the first icing warning, the engine air intake heating system must be
turned on manually. After the aircraft leaves the icing zone, that is,
after the "icing" warning light turns off the system must be turned
off manually. To protect the heating elements of the system against
over-heating, it is necessary to switch them an when a dynamic pressure
of a minimum of 250-mm of water is reached; by the passage of current
to the coil of the heating soleniod from the starter generators STG-12TM
(in accordance with the diagram, it is required that heating be switched
on only during operation. When the engine reaches an rpm at starter
STG-12TM provides sufficient voltage both for the supply of the cabin
system and also for energizing the coil of soleniod TKE52PD. This
[soleniod] relay, switches on a second relay, in which the winding of
the coil is connected on the frame through the contacts of breaker (6),
of the differential pressure gauge. These contacts are disconnected
by the action of air impact, and for this reason, the relay works only
when they are switched on; this happens during the icing of the front
part of the intake, when it is necessary to switch on the heating. The
"icing" light also does not light up because it is parallel to the relay.
1.9.2. Technical Specifications
Supply source aircraft direct
current, voltage
? -27V /710 percent.
Range of temperatures at which
the indicator operates without
disturbing :its characteristics ? ?
Supply system
. . . .fromt60 to -
? 'single-line
Maximum current carried to the contacts
booc
. . at .a voltage of 27v
0.6 amps
Maximum current of heaters at a
temperature of 20:f 50C 7 amps
Weight
122 ?
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1.9.2. Structure of the Indicator (FiL
The indicator is composed of two main parts: the dynamic. and static
pressure intake (1) and the electric differential pressure gauge (2),
fastened to adapter (3).
The intake is cylindrical; on the front part it has a pressed-on
and soldered cover (4), which has 20 openings with a diameter of 0.7 min
for catching the high-speed air which passes to the dynamic pressure
chamber "p" by two tubes (5). In the lower part of cover (4) are three ,
openings with diameters of 0.5 millimeters for drainage of water.
A heating device in the intake assures the periodical de-icing of
the 0.7-mm diameter openings. On the back part of intake housing (7)
is tube fitting (8), in which is placed the static pressure chamber,
"connected" with the flowing current of air by 8 openings (10) with
a diameter of 2.5 millimeters, located on the side surface of adapter
pipe (3). At the same time, the heater static pressure chamber is con-
nected with static pressure chamber (11) of the differential pressure
gauge by rubber tube (12) and tube nipple (13).
The dynamic and static pressure chambers are interconnected by a
calibrated opening, through which the pressure in the chambers is
equalized when the intake openings in the cover are closed by 'ice.
On a ring in the intake is mounted the terminal of the feed to
the heating element, which is made of nickel-chromium spiral.
The differential pressure gauge is composed of diaphragm (20),
fastened to base (21) by nut (22). The diaphragm is made from berylium
bronze and is the sensing element of the differential pressure gauge.
In the center of the diaphragm is soldered a silver movable contact
point (21, that makes contact with silver contact point (24) of set
screw (25 , which pre-sets the tension of the diaphragm providing the
necessary adjustment of the pressure drap required to open the contacts.
Set (25) is insulated from the housing by packing (26). The base
of the differential pressure gauge is fastened to the adapter by four
screws (27). The cylindrical heater (28) insulated with on both sides,
is wound of nickel-chromium wire and is located in the elbow pipe.
Insulator (29) is used to lead the through from the static pressure (29)
chamber.
Rubber gasket (30), seals the dynamic pressure chamber. The steel
outer case (31) is screwed to the base on threads and secured by two
pins. tilt (33) seals the static pressure chamber with the aid of
rubber gasket (34).
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1.10. M2K-2 Electrical mechanism
The MZK-2 electrical mechanism is used to brake the propeller of
the A2-20 engine.
1.10.1. Technical Specifications
Rated voltage . . . 27
Range of operational voltage. . . 24.3 - 29.7
..
..
Note: The electrical mechanism may operate at 20 V.
Rated moment of force at the
exit [output?] shaft kgm 2.5
Required current at rated voltage, amps 3.6 maximum
Maximum angle of turn of the exit
[output?] shaft, limited by the
terminal switches degrees 95, minimum
Time necessary to turn the exit
[output] shaft from one extreme
position to the other by 950, seconds. . 3.6 - 5.6
Note: In order to switch on the contacts of the sig4a1 lights) it
goes 5 to 10 degrees in front of the final position of the
exit shaft. The angle to turn of the exit shaft must be
set up with the aid of stopping devices within the range of.
50 to 95 degrees. In this case, the terminal switches
operate after the slipping of the friction clutch. .
Operationing mode . .repeated
short-term
Power to the electrical mechanism . . . . two-conductors
1.10.2. Structure
The electrical mechanism has the following parts: type D-12TF
electric motor; reduction gear; friction clutch; panel of terminal
switches; switch of signal lights; SR28P7NS7 plug connection.
01. Electric Motor
The D-12TF electric motor is 2-pole, reversible, direct current
[motor] with series winding and a electromagnetic brake clutch.
Reversing the electric motor is effected by changing the direction of
the magnetic fux. For this, the electric motor has two separate
exciter windings, switched on individually, depenaing upon the direct-
ion of rotation. The direction of the current in the armature does
not change in the process. The switching-on is effected by a single-
pole changeover switch.
50X1
124
No Foreign Dis6e01
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S-E-C-R-E
No Foreign D
?
Structurally, the electric motor (Fig. 122) is composed of a hous-
ing with exciter windings, an armature with winding, a commutator, 50X1
an electromagnetic brake clutch, and a Plate.
The electric motor housing (25) is a steel cylinder, within which
there are two pole extensions fastened by screws, on which there are
two separate exciter windings. The electric totot housing is covered
on the drive end by plate (22) andlon the commutator end by cover (36).
Kate (22) is made of an aluminum alloy and has a seat for the roller,
bearing, which constitutes the front support of the armature shaft with
openings for the end of the aramature shaft and for foil?] supply lines.
Rotor (23) turns on two No 60024 ball bearings and conaists of a
shaft on which is pressed a laminated electrical steel armature.
The ends of every coil winding on the armature are soldered to com-
mutator (28) tabs. The coirmiutator is made of special shaped copper
plates, each insulated from the other by micanite separater. The plates
of the commutator are pressed from K6 plastic. The drive end of arma-
ture shaft has an extension for connection with the reduction gear
of the electrical mechanism. Brake disc (51) is secured by nut (32) on
the commutator end of the .eamZure shaft, this braking disc of the
electromagnetic clutch reduces the run out of the armature shaft after
the electric motor is disengaged from the system.
The winding,of electromagentic clutch (29) is enclosed in a steel
housing. In the housing are pressed 3 guide pins, by which the brak-
ing washer with ring (34) can be moved. Clutch (29) and the braking
washer create .the magnetic circuit of the clutch.
The washer, through the action of cylindrical spring (33), is con-
stantly pressed against the braking disc (31), which is fixed to the
armatare-,shaft. Between the disc and the braking washer, there arises,
from the pressure of the spring, the constant braking moment of the arm-
ature. The windingoLthe clutch is conneced in parallel with the
winding of the armature of the electric motor.
When the electric motoir is not operating, there must be, between
braking washer (30) [sic], of the terminal switch and clutch. (29) of
the clutch, a minimum space of 0.2 millimeters. In supplying voltage
to the tain'magnetic flux, created by the coil, winding is stopped
through this gap. The braking washer (30) [sic]. restrains the force
of spring (33), and by the action of the electromagnetic force moves
along the pins clutch (29).
When the electric motor stops, the electromagnetic force ceases,
the braking washer, through the action of the spring, moves along the ?
guide pins, presses against the disc (31), and brakes the armature.
? 125,
S-E-a-R-E-T
No Foreign Dissem
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A support ring with 2 pressed brush hol
the body of clutch (29). In the electric motor, brushes (27) of the .
A-.12 type with dimensions of 4 x 5 x 7 millimeters, are used. The
brushes are pressed to the commutator by spiral springs. Tbef.apressure
of the brushes is 110 to 150 grams.
For actess to the commutator and the brushes, there are, in body'
.D-12TF, access holes that are closed during operation covers (36).
Plate (22) on the. drive end, and the body of electromagnetic clutch
-(29) are fastened. by clamp bolts.
Specifications of the electric motor
? Moment on the shaft, (gram-centimeters) . . .
. 125.
.Voltage ' .
. 27
Current, amps (Maximum) ? . . .
. 3:6
Number of revolutions of the exit
shaft in rpm , 12,500+10%
'Output in Watts . . 16
. Armature winding . . . . lap-wound
50X1
?
126
No Foreign Bisspm
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No Poreiga Di
02. Reduction gear
tga 50X1
The reduction gear increases torque and creases the rpm, trans-
ferred from the electric motor to the output shaA of the electrical mechan-
ism.
The reduction gear is of the planetary type and is composed of 5
-stages with a total transmission of 3275.91. The first 3 stages are located
directly behind the electric motor, the fourth stage between panel (13) of
the terminal switches and the friction coupling, and the fifth behind the,
friction coupling. Gears (15), (17), and (19) (of the first 3 stages) mesh .
with fixed [ring] gear (18), fastened by a pin to reduction gear housing (2)
Planet gears (19) of stage I of the reduction gear rotate on shafts
in metalloceramic bearings, and gears (15) and (17) of stages II and III
turn directly on the shafts. Drive gear (40) of stage I, fastened by a
pin to the armature shaft of the electric motor, through the planet gear
(19), drives gear (41) of stage II, which is made in a single piece sith
a guide having 3 catches Eballs?] located opposite each other at 120 degrees.
On each one, is fastened planet gear shaft.
Drive gear (41) of stage II, drives gears (15) and (17), and drive
gears (44) and (12) of stages III and IV.
Drive gear (12) of stage IV engages planet gear (9) which rotates
within inner ring gear (10), secured to the case of the electric motor.,
It rotates the friction clutch sleeve (49). The movement from the sleeve
is transferred through the friction clutch of drive gear (61), level V,
which, through gear (64), rotates guide (63), by means of the output shaft
(60) of the electric motor.
? The friction clutch protects the electric motor during excessive, but
shortrterm overloading.
Principle of operation:
The kinematic diagram of the electrical mechanism is shown in Figure
125. The electrical mechanism has two wires. Current from the aircraft
circuit passes through terminal SR, and through the closed panel contacts
for feeding the electric motor to one of the exciter windings, the armature
winding, the winding of the electromagnetic clutch, and to "minus" (terminal
1). The coupling actuates the gears, and the electric motor shaft is turned
through stage IV of the planetary redaction gear, the friction clutch, and
stage V of the reduction gear on the output shaft of the electrical mechanism.
._Uben the output shaft turns to the required angle, the signal light
contact closes .and when the' output shaft stops, the friction clutch slips.
127
N.P PPFe4n
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During this, the shaft of the mechanism does not move, and the
electric motor armature continues to turn, which protects the motor from 50X1
over-loading.
The friction clutch of the mechanism will turn tuatil the front cam,
.located on the clutch sleeve disconnects the panel contacts, as a result
of which it the motor.] is shut off, and the armatgre is stopped by the
braking disc of the electromagnetic clutch. When the second excitater
winding of the electric motor is energized, the output shaft of the
electrical mechanism turns in the opposite direction.
1.11. Tachometer ITE-2
The magneto-induction tachometers continuously measure the number of
revolutions per minute of the engine in shaft, which is expressed in
percentages of its maximum revolutions.
The tachometer assembly is composed of the following: alternating
current transmitter-generator (Fig. 124), whose frequency is proportional
to the number of revolutions of the engine shaft and the magneto-induction
indicator device, the read-out value is proportionate to the frequency of
the supplied current.
The remote-control measurement of the revolutions per minute by the
tachometer is based on the principle of the conversion of the engine shaft
revolutions to electrical current with a frequency proportional to the speed
of rotation. The conversion of the shaft rotation into [appropriate]
movement of the needle by the magneto-induction instrument (ITE-1 or ITE-2)
is based on the interaction of the magnetic field of the rotating magnets
with the currents induced, by this field in the metal disk. As a result of
this interaction, the disc (connected with the needle), turns proportionately
to the number of revolutions of the magnets (dependent on the frequency f),
balanced by the counteraction spring.
The tachometer operates as follows: in stator winding (1) of trans-
mitter (Fig. 125), during rotation of rotor (2), a three-phase current with
a frequency proportionate to the speed of rotation of the engine shaft is
generated and is conducted by three leads to the stator winding of the
synchronous motor of the indicator (Fig. 125).
The rpm of the rotating magnetic field of the stator winding of the
instrument if proportionate to the frequency of the current in the stator
phase winding of transmitter DTE-2, and for that reason are proportionate
to the rpm of the engine. The indicator rotor revolves at. a speed synchro-
nous with the rotation of the magnetic field.
128
S-E-C-R-E-T
Nq
Foreign P44qPill
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No Foreign D
Magnetic system (6) is fastened to the end of the rotor shaft of the
motor. The system has six pairs of permanent magnet; among which is 50X1
sensing element (a disc) (18). During rotation of the magnetic system,
eddy currents are induced in the disc. As a result of the interaction
of the eddy currents with the rotating magnetic field of the magnetic
system, the sensitive element rotates proportionately to the pm of the
magnetic system. Spiral spring (8), fastened to the shaft of the sensing
element, opposes the rotary movement of the sensing element. On the
other end of the disc's shaft is needle (15), indicating on the evenly ,
?calibrated scale (17) of the indicator the appropriate value of engine rpm.
A shock absorber is used. for thesmooth operation of the indicating
? system. During the movement of the system, the magnetic current of the
? permanent magnets (6) generates eddy currents in the aluminum disk, and
' their reciprocal action, with the magnetic current of the magnetic system,
activates a braking movement.
The instrument's rotor consists of two permanent magnets and three
hysteresis discs. With the same revolutions of the rotor and field of
the Stator, the magnetic field of the stator winding interacts with that .
of the permanent magnets and the flux of the hysteresis discs, magnetized
by the stator field. Because the magnetic flux of the discs, the
synchronous movement of the rotor is mainly induced by permanent magnets,
especially at slow rotations. of the stator field, when its inductance is
small and also when the flux of hysteresis discs is negligible.
ld the asynchronous stage of operation, the rotating magnetic field
lags both the permanent magnets and the hysteresis discs. During this,
the rotary movement of the hysteretic discs, through the increasing rpm
of the magnetic field of the stator, increases, and the rotation of the
permanent magnets falls, because, at greater revolutions, the field of
the permanent magnets is not sufficient to follow it without the aid of
the hysteresis discs. For this reason, at low rpm 'of the 'magnetic pole,
the rotation of the rotor stems mainly from the permanent magnets, and,
daring higher rpm, with the aid of hysteresis discs.
In the asynchronous stage of operation of the engine, with higher rpm
of the magnetic field, the hysteresis disc of the rotor helps to bring to
rpm where the permanent magnets are sufficient to adjust to the magnetic
field of the stator. Then, the permanent magnets are synchronized with
the hysteresis disc, exceeding considerably the braking load of the rotor.
In order to facilitate the interaction of the permanent magnets with
the rotating magnetic field, the magnets are placed on the shaft in such
a way that they can start rotating freely behind the rotating field without
loading the shaft until the spring winds up. 'After spring winds, the
magnets are loaded by the braking action of the rotor. As a result of this,
the magnets interact with the moving magnetic fields follow it, and then
synchronously pass into the assigned load of the shaft and exceed the load
' of the shaft, already in the synchronous stage, when they control with a
considerable force the mutual actionIsp the magnetic field of the current
S-E-C-R-g-T
No Foreign Dissem .
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No Foreign Dissem
of the. stator winding.
The principle of action of the hysteresis discs'is as follows: it
is located in the rotating magnetic field; during the entire period it is
magnetized in such a way that the magnetizing poles move along the circuit
of the discs behind the poles of the rotating field. The mutual inter-
action of the magnetic flux of the discs and the rotating magnetic field
causes the rotation of the disc in the direction of rotation of the field.
During the rotation of the hysteresis discs, the direction of magnetization
changes, but it is constantly lagging the magnetic field, and when the ,
discs reach synchronous speed, the torque begins to act upon it.
After the attAinmAnt of synchronization, the hysteresis discs act upon
the winding as permanent magnets, but the force of their action is consid-
erably lower (that is, the magnetization of the synchronous discs is less
than for the permanent magnets).
1.11.1 Construction
01. Transmitter
? The construction of the transmitter is shown in Figure 124. The
transmitter is a 3-phase, alternating current generator with a permanent
4-pole magnet, comprising rotor (1). The rotor is cast from an alloy
having a high inductance and a considerable coercive force. The trans-
mitter rotor, type DTE, operating with one motor of the instrument (ITE-1
or ITE-2) is cast from alloy AK; the rotor of the type 1YTE-2 transmitter,
operating with 2 motors of the instrument (ITE-1 or 1'j-2) is cast from
alloy ANK0-2, which has a greater residual inductance than alloy ANK.
The construction of transmitters DTE-1 and DTE-2 is the same. The
rotary movement of the drive-shaft of the aircraft engine is transmitted
by drive (2), set in bushing (3) and connected with it by a 4-side drive
Ecoupling] and a flexible ring (4). The shaft is sufficiently flexible;
it bears twisting well and compensates for the slight bending which may
arise during the assembly of the transmitter.
Between the rotor bushing and the drive a packing is inserted,. which
prevents the penetration of the oil to the transmitter. The bushing
rotated in two ball bearings (6); one in cover (8) and the other in seat
(19), inserted in cover (23). The covers (8), (23), cast from an aluminum
alloy, are bolted (9) together and position the stator and the rotor...
The stator (10), in order to lower the eddy currents, is made from
transformer: sheet with a thickness of 0.5, millimOters, and has 12 grooves,
in which are placed double-layer winding.
50)6
The stator plates are insulated from each other. The winding of
the stator is 4-pole, 3-phase, and is made from copper wire brand PEV-2,
with a diameter of 0.27 millimeters. Each phase of the winding has 4 coils.
The phases are Eit ar-conilected. 130
?
No Foreign D4.sspx
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? S-4t-C-RA.
No Foreign
02: Indicator [Fig. 125]
The indicator consists of two basic parts, mounted in one body: the
synchronous motor; the mechanism of the instrument.
The synchronous motor consists of stator (1) with a 3-phase winding
(2) located 1n the plate assembly of stator (3); and rotor (4), made in
?the shape of two cross-shaped magnets (5); and starter element (6), composed
of 3 hysteresis discs [rings] placed on bushing (7). The permanent magnets
seat freely on the shaft and are connected with it by spring 7%, C?i \CCV
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S-E-C-R-E-
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No Foreign Dissem
Fig. 35. Lateral section of reduction gear
1. Propeller feathering (fl channel; 2. Low pitch channel;
3. High pitch channel; 4. Oil passage insert; 5. Spacer washer;
6. Coupling pins; 7. Packing ring; 8. Packing ring; 9. Oil
scavenge channel from feathering transmitter; 10. Rearing insert;
U. Packing ring; 12. Packing ring; 33. Insert retainirg spring;
14. Inner spring; 15. Outer spring; 16. Spring guide; 17. Planet
gear ball bearing carrier; 18 IKM pump drive wheel; 19. Roller;
?
176
S-E-C41?12:-'11*
No Foreign Dissem
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Fig. 35. (Cont'd)
? 20. [Bearing] insert; 21. Coupling pin; 22. Piston; 23. Oil
supply channel to the automatic feathering transmitter;
24. Ball bearing; 25. Piston; 26. Spring; 27. Insert;
28. Bearing insert; 29. Space washer; 30. Lock ring; 31. Lock
ring; 32. Oil supply hole to ball bearing; 33. Oil scavenge
? channel from the electromagnetic valve under the control
mechanism piston; 34. Insert; 35. oil supply channel to the L.:
electromagnetic valve; 36. Insert; 37. Electromagnetic valve.
177
-S;a4-41,.E-T
No Foreign Dissem
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S-E-C-R-E-T
No Foreign Dissem
- - -
50X1
Fig. 36. Electromagnetic valve for feathering the propeller
1. Oil supply channel to valve chamber
2. Oil supply hole to the propeller pitch control piston
for negative torque
3. Electrical coupling base
4. Thrust ring
5. Plug coupling
6. Insert
7. Housing
8. Cover
9. Ring seal
10. Needle
11. Pin
12. (Solenoid] core
13. Spring
14. Coil
178
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No Foreign Dissem
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S-E-C-R-
No Foreign
'fi
Mid shore ens viaka)
Fig. 37. Feathering Tran
exceeded (view
1. Tube
2. Collar
3. Threaded coupling
4. Nut
5. Housing
6. Bolt
7. Male plug
8. Cover
9. Bolt
10. Electrical lead
U. Insulated contact
point
12. Sleeve
smitter when permissible
from above without
13. Stop
14. Threaded casting
15. Plunger
16. Sensing element
17. Center portion
18. Filter insert
19. (oil' fitting
20. Screw ?
21. Lower spring
22. Upper. spring
23. Contact point
24. Contact point
?
revolutions are
cover)
25.
26.
27.
28.
29.
30.
31.
32.
33-
34.
35.
36.
50X1
Bolt
Insulating bushing,
Washer
Washer
Pin
Sleeve
Washer
Nut
Plate
Plug
Molt
(oil] fitting
179
S-E-C-R-E-T
No Foreign Dissem
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S-E-C-R-E-T
No Foreign Dissem
K prlporninm mystemu
Fig. 38. Schematic of the propeller feathering transmitter
1. Sensing element; 2, 3. Contact points; 4. Upper
spring; 5. Lower spring; 6. Plunger
Fig. 39. Front housing (view from
right front)
1. Front housing
2. Propeller brake
3. Oil pressure measur-
ing nozzle for high
pitch setting
4. Oil return line from
the [cooling] fins to
the air separator
5. Oil supply pump
6. Drain cock
7. Main oil pump
13. Air separator 180
S-E-C-R-E-T
Fig. 40. Front housing (rear view)
8. Sun gear [1st stage]
9. Oil filter
10. Drive housing
11. Bearing scavenge pump
12. Oil return line from
the main pump to the
[cooling] fins
No Foreign Dissem?
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S-E-C-R-E
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R A ri ri i-1 CM
t:o
? ? ? ?
C\INC\INC\I
50X1
182
S-E-C-R-E-T
No Foreign Dissem '
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
12
10
-
Fig. 44. Kinematic diagram of the front housing and.
- associated drives
1. Wive shaft
. 1
2, Main drive gear
3. Driven gear of the main drive
4. Upper vertical gear and shaft
5.
6.
7.
8.
9.
1 10.
in.
12.
i 13.
, 15.
16.
17.
: 18.
? 19.
' 20.
21.
22.
23.
Im , 24.
:25.
26.
?27.
28.
26,
0
0
(E)
27 22
WI
10
Upper bevel gear .
Upper horizontal shaft
CentrifUgal de-aerator drive gear
Centrifugal de-aerator driven gear.
Starter-generator drive. gear
Intermediate starter-generator
Intermediate gear shaft
Starter-generator drive shaft and gear
Lower vertical gear and shaft
lower bevel gear
Lower horizontal hhaft and gear
Intermediate gear of the lower dtive
Generator drive gear
Oil scavenge pump drive gear
Separator drive gear
Main gear_
Main fUel pump drive gear
Fuel delivery pump drive gear
Hydraulic pump drive gear
Housing of oil scavenge pump drive gear
Intermediate gear
Tachometer transmitter drive
Main oil pressure pump drive shaft
Drive gear
CD
0
CD
(/)
(/)
CD
?
-0
CD
CD
CD
0
CD
? 0
0 7)
. M
'21 Ct
0 I (1)
g VI))
0
0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
Fig. 45.
S-E-C-R-E-T
No Foreign Dissent
Front housing
1. Reduction gear mounting flange
2, 3, 4. Oil supply holes for
propeller 19
5. Flanges for mounting drive
shafts to-the starter-generator 20.
6. Centrifugal de;aerator mounting 21.
flange
7. [no caption] 22.
8. Aircraft (cabin] air filter
mounting flange
9. Reinforced rib 23.
10. Engine air passage space (air
intake duct?] 24.
11. Mounting flange for oil line to 25.
separator 26.
12. Hydroelectric switch mounting 27.
flange
13. Mounting flange for air supply
line for heating the inlet 28.
guide vanes
14. Technological openings
15. Ice warning device mounting ? ?
flange
16 Engine forward mounting trunion
17 Mounting *flange for oil line to
separator
t front view)
(righ
18.
29.
Mounting flange for MNP-20
oil pressure pump
Channel connecting MNP-20
pump to main oil pump
Drain cock mounting flange
Oil drain hole from reduction
gear to front housing
Opening for oil from the main
pump for reduction gear lubri-
cation
Oil drain hole to the reduction
gear
Outer cone of front housing
Main drive mounting bolts
Oil passage ring
Sleeve of the channel for elec-
trical lead for de-icing pro-
peller blaries
Inner cone of front housing
Oil passage from the IKM torve
meter cylinder to the automatic
propeller pitch transmitter
184
S- -C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A07220009C1n0Y11-0
65
S-E-C-R-E-T
No Foreign Dissem
4/
6s- .
44
45
58
56-
50"
.55
SSSZ
Fig. 46. Front housing
30. Governor mounting flange
31. Oil supply hole to governor
32. Regulator oil return hole
33. Centering hole under governor
34. Oil passage hole to the low
pitch setting channel
35. Groove
36. Oil passage hole to the
feathering channel
37. Oil passage hole for the
feathering (controlfl
38. Oil passage hole to the high
pitch setting channel
39. Threaded oil fitting from
feathering pump to propeller
governor
4o. Starter-generator mounting
flange
41. Technological openings
42. Fire-extinguishing valve
mounting flange
43. Adapter for mounting male
socket of electrical lead
44. Mounting flange for oil lines
from scavenging stage of main
pump to the centrifugal sepa-
rator
45. Engine mounting trunion
46. Threaded oil fitting from the
oil passage channel from com-
pressor
--67
-41
r\s\
5,50
4
(right rear view)
47. Mounting flange for air supply
line for heating compressor
inlet guide vanes
48. Generator mounting flange
49. Oil filter chamber
50. Mounting flanges for intermediate
gear
51. Threaded oil fitting to the KTA
52. Main oil pump mounting flange
53. Drive housing mounting flange
54. Mounting flange for scavenge pump
adapter unit
55. Threaded oil fitting from de-aerator
tank to forward housing
56. Oil passage holes for lubricating
air separator components
57. Air separator mounting flange
58. Technological openings
59. Compressor roller bearing seating
recess
60. Bolts for mounting compressor inlet
guide vanes
61. Mounting bolts for roller bearing
seating recess
62. Compressor housing mounting flange
63. Retaining pin
64. Oil nozzle for lubricating turbine
and compressor bearings
65. Oil pressure measuring nozzle in
low pitch Channel
66. Oil pressure measuring nozzle in
the pitch control channel
Drainage nozzle
67.
185
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090661:6
S-E-C-R-E-T
No Foreign Dissem
Fig. 47. Central drive
1. Central drive housing
2. Bevel drive gear
3. Upper driven bevel gear
4. Lower driven bevel gear
5. Mounting flange of the drive gear
6. Mounting flange of the central drive
housing to the forward [reduction gear] box
7, 8. Cylindrical surfaces
9. Oil supply groove from the main pump to the
propeller governor and for drive lubrication
10. Rubber seal ring
11. Cut-outs for mounting bevel drive gear
186
S-E-C-R-E-T
NO Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-11-E
No Foreign
it _a
Fig. 48. Drive housing - 1. Housing; 2. Cover; 3. Pin;
4. Splined drive shaft for control of fuel
assembly; 5. Main gear; 6. Tubular shield for
the fuel assembly control shaft; 7. Fuel pump
drive gear; 8. Main fuel rump drive gear;
9. Main fuel pump splined drive shaft; 10. Hy-
draulic pump drive gear; 11. Tachometer trans-
mitter drive gear; 12. Intermediate gear;
13. Driven gear; 14. Transmission housing;
15. Scavenge rump drive gear
187
S-E-C-R-E-T
No Foreign Dissem ?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-I
No Foreign ]
?
. _
Fig. 49. Drive housing (inside view)
1. Holes for fastening
housing to front [reduc-
tion gear], box
2. Holes for axle stops
[retainers?] of inter-
mediate gear
3. Central gear bearing
insert
4. Main fuel pump drive gear
bearing insert
5. Mounting hole for pump
draining oil to the housing
cavity
6. Hydraulic pump drive gear
bearing insert
7. Pins
8. Cover fastening bolt
9. Nozzle
Fig. 50. Drive housing (outer view)
10. Centering lug
U. De-aeration opening
12. Return oil channel
13. Hole
14. Oil supply channel
nozzle
188
S-E-C-R-E-T
No Foreign Dissem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E
No Foreign r
?
Fig. 51. Drive housing cover (outer
view)
1. Thrust bearing flange of
the KTA drive shaft shield
2. Hole for intermediate gear
shaft
3. Tachometer transmitter
drive mounting flange
4. Hydraulic pump mounting
flange
5. Main fuel pump mounting
flange
6. Fuel supply pump mounting
hole
Fig. 52. Drive housing cover (inside
view)
7. Central gear bearing
insert
8. Central gear seat
,.
Tapped drills for cover-
pulling bolts
10. Holes for centering pins
11. Main fuel pump drive
bearing insert
12. Hydraulic pump drive
bearing insert
13. soles for drive housing
cover mounting bolts
189
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreigd Diss
22
swmwm
--1077
!Anew M
3?045101r,
1.414
Fig. 53.1 Propeller brake
12. Rubber cup
13. Brake shaft
14. Spring
15. Brake shaft bearing
16. Movable disc
17. Stop sleeve
18. Brake engagement shaft
19. Driven gear sector
20. Drive [gear] sector
21. Mounting cover
22. Set screws
1. Spacer
2. Transmisstion cover
3. Housing cover
4. Spring assembly
5. Plate
6. Housing grooves
7. (fixed.?] disc
8. Flange
9. Thrust ring
10. Steel housing
11. Regulating sleeve
50X1
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E
No Foreign p
?
?
.. /46.,.:7?41.62%."4":;:t'n1M;i?in,Iirbt:WilloVit?le am:" ? .. ? 'et "??-? '. ' - - ?
! .1 ... 1 .11 1100 .01111077;0
11
1
III .... .,,,, ??????-... 17.1.,7? Min I I
or'zLiZtilr.O.CAt"" , N Ill'''''46 l'??5114,Vrif.:,,c,11
tolmj,
am a
tips A.a
50X1
Fig. 54. ? Compressor
1. Inlet guide vanes
2. Ccanpressor rotor
3. Compressor housing
Cover for air bleed, valve 'behind compressor Stage V
5. Air bleed. valve behind. compressor Stage V
.6. Air bleed valve behind. compressor Stage VIII
? 191
S-E-C-R-E-T
No Foreign Dissem '
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E
No Foreign I
50X1
dA.
Fig. 55.
1. Lock housing
2. Journal
Compressor rotor
15. Rotor blade
16, 17. Locks
3.
Stage I disc
18.
Intermediate disc
4.
Nut
19.
Rear shaft (mounting plate
and
5.
Retainer
shaft]
6.
Thrust ring
20.
Trim and balance point
7.
Roller Bearing
21,
22. Baffle seal sleeves
8.
Spacer ring
23.
Spacer ring
9.
Baffle (labyrinth] seal sleeve
24.
Oil slinger disc
10.
Baffle seal
25.
Ball bearing
11.
Trim and balance point
26.
Nut
12.
Lock
27.
Guide journal
13,
14. Pins
28.
Pin
ki/411/4#*
- 4-
r
Fig. 56. Compressor rotor
192
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part- Sanitized Copy Approved forRelease2013/10/23 : CIA-RDP80T00246A072200090001-0
No Foreign D
IS 16 11 18 vS 20 21 22 23 24..
14
13
12
r:k
Fig. 57. Front compressor roller bearing
1. Front housing
2. Front roller bearing insert seat
3. Oil return groove from the baf-
fle seal space ?
if. Front roller .bearing
5. Reduction gear drive shaft
6. Retaining ring
7. Retaining sleeve
8. Spring
9. Plug
10. Lock housing
11. Stage I. disc
12. Nut
13;:lock
50X1
14. Thrust ring
15. Flexible ring
16. Spacer sleeve
17. Air supply channel to front
roller bearing seal
18. Screw.
19. Spacer ring
20. Baffle seal sleeve
21. Spacer sleeve
22. Baffle seal ring
23. Baffle seal sleeve
24. Air supply channel
25. Pia
193
, S-E-C-R-B-T
No Foreign Dissera ?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
8-E-C-R-E-T
No Foreign Dissem
Fig. 58.
Coupling between compressor rotor and reduction gear
1. Front compressor roller bearing
2. 'Mit
3. Splined shaft from compressor Stage I
4. Reduction gear drive shaft
5. Plug
6. Retsining sleeve
7. Spacer ring
8. Spring
9. Lock housing
10. Lock
11. Thrust ring
12) 13. Spacer ring
14. Baffle seal sleeve
194
S-E-C-R-E-T ?
50X1
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
Fig. 59.
S-E-C-R-E-7
No Foreign tiE
Fig. 60. Rotor blade
Fig. 61. Mounting the blade in disc of the compressor rotor
1 Blade
2. Locking pin
3. Pin
4, 5. Compressor rotor discs
195
S-E-C-R-E-T
No Foreign Dissem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part -Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? S-E-C-R-E-T
NO Foreign Dissem
Fig. 62. Rear
1. Rear shaft
2. High pressure area
3, 4. Baffle seal sleeve
compressor. bearing.
9. Nut
10. Regulator ring
11..0i1 slinger
5.
Deae ration area
12.. Oil sump, combustion,
6.
Baffle seal sleeve
chamber casing
7.
Mall bearing
15. Nut
8.
Lubricating ring
14. Safety lock
15. Bolt ? : '
. Fig. 63. Compressor shaft coupling with the
turbine shaft
1. Rear shaft, compressor
6.
2. Ball bearing, compressor
7.
3. But
8.
4. Spacer sleeve
9.
5. Guide pia
10.
196
S-E-C-R-E-T
No Foreign Dissera
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23 : CIA-RDP80T00246A072200090001-0
Spring
Locking sleeve
Threaded coupling member
Thrust bushing
Turbine shaft
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
S-E-C-R-E-
No Foreign Di!
Fig. 64. Baffle seal [assembly]
1, 2, 4. Seal rings
3. Air passage aperture
5. Screw
6. Lock washer
Fig. 65. Baffle seal
197
S-E-C-R-E-T
No Foreign Dissem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Voreiga
0 P4
o3 bi3 .9 gt0) g
A
0
0
4-1 A
0
id 0
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co
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k to 9 Go k N
0 ai k 0 3
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?P rd 0 rd g
i Le0 k '
.1 0 to 0 0 1 1 7.is . a I, _ io 1,2 r48 rio ho
4 A 4 +1
s lig-lliiiI 4.?
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F $.4 ta cd ?ri $-1
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A ,...i 4 A.4. te.?6,...... .? , 45 ? ? ? ? ? ? ? ? 0 ? ?? ? ? do
g? 8 gi I,11; `4?
198
S-E-C-R-E-T
_
50X1
No Foreign Diseem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E
. .
No Foreign D
v
? tl.'16-t?iffemi`.?-07-40%031.*
tS 2.1 14
- -
Fig. 67. Compressor housing
? 1. Reinforcement
2. Lock washer
5. Stator vane bolt
4. Front flange
5. Support under dtator vane bolt, stage I
6. Compressor housing .
7. Support under stator bolt, stages II - X
8. Upper forward (collector] pocket
9. Flange
10 .Upper [collector] pocket cup
? 11. Upper rear (collector) pocket
12. Rear flange
33. Flexible shim
14. Upper. longitudinal flange
15. Gaskets
16. Bolt
? 17. Lower longitudinal flange
18. Stator vane, stage I
- 19. Rotot, stage III
20. Lower forward [collector] pocket
21. Flange for mounting ETA
22. Lower collector cup .
23. Lower rear covering
24: Reinforcement
199
S-E-C-R-E-T
No Foreign Dissem ?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
S-E-C-R-E-
No Foreign Di
Fig. 68. Compressor housing
(upper half)
1. Clamps for fastening wires to
the MP - 5 electro-mechanism
2. Mounting bosses for the two
KPN-4 starter coils
3. Mounting plate for clamp of
the line carrying off the
air from the oil area of the
turbine shaft channel to the
centrifugal deaerator
4. Bosses for mounting the hot
air bleed valve to the inlet.
guide Vanes
5. Bosses for mounting the clamps
of the wiring leaiing from the
KPN-4 starter coils to the
igniters
6. Coupling for air supply to the
baffle seal of the roller
bearing
Fig. 69. Compressor housing
(lower half)
1. Bosses for mounting the hydraulic
VE-2S switch
2. Flanges
3. Bosses for mounting the clamp
holding the wires to the fuel
control assembly
4. Bosses for mounting air line
clamps
5. Flanges for mounting the air
bleed valves behind stages V and
VIII
6. Mounting bars for fuel control
assembly
Fig. 70. Rear engine mounts
1. Right rear mount
2. Left rear mount
200
S-E-C-R-E-T
No Foreign Dissem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
$-E-C-R-
No Foreigri I
i a
50X1
Fig. 71. Compressor stator ring
1. Fin
2. Outer rim
3. Blade
4. Inner rim
5. Labyrinth ring
6. Ri4ging
7 Aluminum layer with graphite
Fig. 72. Stator ring, stage V
compressor
Fig. 73. Rotorlring
1. Stop
2. Ring
201
S-E-C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
S-E-C-R-E-
No Foreign Di
3
111=141
9 10
41=41- t1171;1111:1411
s 5 6 7 8 1 :34
"444711.' 1$
14
jt
16
Fig. 74. Air bleed Valve - 1. Rivet; 2. Lock washer; 3. Nut for fastening
cover; 4. Heel; 5. Piston; 6. Safetylock; 7. Plate; 8. cover;
9. Aluminum gasket; 10. Nut; U. Packing; 12. Tube fitting;
13. Aluminum packing; 14. Spring; 15. Screen; 16. Body; 17. Valve;
18. Ring; 19. Tube fitting; 20. Bolt for securing the cover;
21. Support
50X1
Fig. 75. Air bleed Valve - 1. Valve; 2. Valve housing; 3. Cover; 4. Nut;
5. Spring washer; 6. Gasket; 7. Piston; 8. Lock washer; 9. Plate;
10. Spring;
202 ,
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part- Sanitized Copy Approved forRelease2013/10/23 : CIA-RDP80T00246A072200090001-0
No Foreign
?
1.
2)
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
J4
Fig. 76. Rot
Bolt
3. Rollers
Securing nut
Seal ring
Asbestos cord
Flange
Butterf1y valve
MP-5 electromechanian.
Flange
Casing
Nut
Bolt
Cover
Forging
Butterfly valve shaft
Bushing
JJ 1? .31
air bleed valve for heating inlet guide vanes
50X1
18.
19.
20,
21.
22.
23.
24.
25.
26) 27. Ptll rods
28. Lock nut
29. Actuator rod of the MP-5 electro-
mechanism
301 31. Pins
32. Washer
33. But
34. Lug
35. Bolt
Angle plate
Bushing.
Flange
Securing nut
Seal ring
Asbestos cord
Nut
Screw
203
? S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090601:0
S-E-C-R-E-T
No Foreign Dissem
Fig. 77. Hot air bleed valve for heating inlet guide vanes
1. Cover
.2. Hot air bleed valve
3. MP-5 electromechanism
Fig. 78. Combustion chamber
a. View from the right
b. View from the left
204
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23 : CIA-RDP80T00246A072200090001-0
u-.-.-.-.
?
No Foreign I
?-`
. A
0 N
. 00
-P
H
(19 14-24 40 $4
-P
E(1)
ggWilcbaM
? ? ? ? ?
u-%
50X1
? 205
' S-E-C-R-E-T
No Foreigo:Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Disse"
Figure 80. Tnicet section of combustion chamber
Ii Outer lower casing; 2. Rear flange; 3. Front flange; 4. Conical supporting
section; 5. Rib; 6. Reinforcement ring; 7. Reinforcement; 8. Flange for the
line which carries off the oil emulsion; 9. Flange for the line which sup-
plies air for heating the inlet guide vanes of the compressor; 10. Mounting
flange for de-aeration tubing; 11) 12, 13. Flanges for air lines to aircraft;
14. Air area; 15. Oil filteremounting flange; 16. Line for carrying off the
oil from the compressor bearing; 17. Line for carrying off the oil from the
turbine bearing; 18. Rib; 191 20. Mounting flange for operational fuel noz-
zles; 22. Rib with oil filter mounting flange; 23. Flange for fastening the
locking pins of the combustion chamber; 24. Compressor bearing housing;
25. Conical casing; 26. Thirbine bearing housing; 27: Casing; 28. Oil supply
tube; 29. Mounting flange for [fUel?) line cover; 30 31. Ribs; 32, 33. Oil
sump; 34. Flange
206
S-E-C4t-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreign Diss
50X1
Fig. 81. Burners
1. Vortex generators
2. Done
3. Outer ring
4. Extension (secondary air mixers?)
5. Outer casing
6. Inner ring
7. Inner casing
207
S-E-C-R-E-T
No Foreign Dissem
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S-E-C-R-E-T
No Foreign Dissem
208
S-E-C-R-E-T
No Foreign Dissem
?.)
ti ti
ti +)
d
?)
4-1 tt
11 A
4'.4
go'
00
d q-i T.;d
c
1 0 0
.
.,-1? 2
t g 0+) 0 c)-ict-i
0 o
H
4.4 OH W W
ta +3 0 1 0
1:0 f-4 a
b0 sl 0 cc) 0 5-4
)1 ?,-i U)
71 .6) +) ''' $4 '-'
Vpooc.-tc;i1 $ 84S?
cs m H H H
ri (NI n .4' LA E.:a;
ri ri
50X1
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S.E-C-R-E-T
No Foreign Dissem
Fig. 83.
1. Secondary manifold
2. Main manifold
3. Fuel supply line to the main fuel nozzle
4. Fuel supply line to the secondary fuel nozzle
5. Fuel supply line from the fuel control assembly to fuel
manifolds
6. Mountings for fuel manifolds
7. Coupling
Fuel system
209
? S-E-C-R-E-T
No Foreign Dissem
50X1
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S-E-C-R-E-T
-
No Foreign Disse
.?"?.
;.;,? ?
50X1
? Fig. 84.' Fuel nozzle - 1, 2. Tule fittings of the return valve; 3. Rubber
'valve; 4. Spring; 5. Stop; 6. Set ring; 7. Filter; 8. Extension
(hex head. bolts for filter unite]; 9. Filter insert; 10. Pin;
11. Screen. 12. Ft.ana;. 13. Journal; 14. Bushing; 15. Casing;
16. Circular groove; 17. Opening in the tube fitting; 18. Fuel
? nozzle body; 19. Adapter; 20. Vortex generator of the primary
' circuit; 21. Four tangential grooves in the vortex generator;
22. Vortex chamber; 23. Recess in the adaptor; 24. Ring; 25. Re-
cess in the atomizer; 26. Atomizer; 27. Four tangential grooves .
in the atomizer; 28. Atomizer chamber; 29. Sleeve; 30. Shroud nut;
31. Two keyways in housing; 32. Machined, area on head and sleeve; .
33. 12 openings around the shroud.; 34. Sleeve boss; 35. Shroud '
shoulder; 36. Ten fuel discharge outlets; 37. ftel nozzle flange;
38. Bolt;, 39. Nt;,4104 Flexible lock; 41 ..ling; 42. Rubber ring
? y
? . ?
? .y
. ?
cA
210
? - ". S-E-C-R-E-T
A t ?
?
,NoForeign Dissem._
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-
No Foreign
?
50X1
Fig. 85. Igniter
A.
Starting fuel 'nozzle
16.
Upper plate of the filter
B.
SPN-4 spark igniter plug
17.
Core
V.
Igniter body
18.
Nickel chromed. vire
G.
Two tangentially placed openings
19.
Plate.
E.
Complementary openings
20.
Atomizer
ZH.
Grooves
21.
Nat
1.
Igniter body sleeve
.
22.
Lock nut
2.
Starting fuel nozzle body
23.
Lock nut
3.
Starting fuel nozzle sleeve
24.
Blind (shroud.?]
4.
Starting'fuel nozzle flange
5.
Tube fitting
6. Seal
7.
Nut
8.
Atomizer bleeve
9.
Cap
10.
Aluminum washer
U.
Brass washer
12. Flexible-aock
13. Spring
14. Starting fuel nozzle filter
15. Spring
? 211
84-0-R-t-T
N6
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No. Foreign Dissem
50X1
Fig. 86. Auxiliary starting fuel nozzle.
1. Body
2. Bolt .
3. Housing
4. Tube fitting
212
S-E-C-B-E-T
ffe Foraign otasam
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No ? Foreign
? Fig. 87. Turbine - 1. Turbine shaft; 2. Boller bearing; 3. Stator vane
assembly of stage I; 4. Statot vane assembly of Stage II;
,s'...Stator vane assembly of Stage III; 6. Disc, Stage I;
7. Disc, Stage II; 8. Disc, Stage III; 9. [word illegible]
of the rotor.
ring. 88. Change in static. heat T, pressure p,
and absolute speed c in the indi-
vidual stages on the central radius
of the turbine
213
S-E4-114-T
NO For0.gri Dissera
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S-S-C-R-E-T
No Foreign DiOm
Fig. 89. Turbine rotor (cross section)
1. Spacer ring
2. Safety lock
3. Bolt
4. Baffle seal glange
5. Roller bearing
6. Supporting ring
7. But
8. Shaft
9. Safety lock,
10, 11. Baffle for reducing flaw
of beat to bearing
12 .Milled. recess
-13. Seal ring
14. Securing bolt
' 15. Bushing
' 16. Disc stage I
171 18. Areas from which material
is removed during balancing
19. Disc stage II
20. Disc stage III
21. Guide
22. Nut
23. Cavities
24. De-aeration opening
50X1
214
S-E-C-R-E-T
OW+
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
No Foreign
Fig. 90. Mounting turbine buckets on disc
a. Bucket
b. Safety lock
B. Disc
1. Bucket shoulder
2. Safety lock lug
3. Safety lock, bent down ends
4. Slot for lug of safety lock
5. Baffle
6. Recess.
215
?
fi!. ATM* IN7??,,IR
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50X1
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S-E-C-R-E-
No Foreign Di
Fig. 91. Disc, Stage II; (front view)
1. Peripheral section
2. Tapered plate
3. Hub
4, 7. Lightening holes
5. Holes for tightening bolts
6. Recess
Fig. 92. Disc lock nuts
1. Safety lock
2. Shaped washer
216
S-E-C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
No Poreigi
?
?
5 0 X 1
.2.
.Pahled vs emirs
75-
Fig. 93. Turbine nozzle assembly, stage I
1. Outer rim
2. Inserts.
3. Nozzle guide vane
if. Set lock
5. Deflector
6. Bolt
7. Supporting cone flange
8. Supporting cone
. 9. Inner body
10. Deflector rim
U. Set rim
12. Belt
217
S-E-C-R-E-T
No Foreign DionePt
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S-E-C-R-E-T
No Foreign Dissem
Fig. 94. Stator vane assembly of turbine
1. Outer ria
2. Metallo-ceramic insert
3. Stator vane
4. Inner rim
5. Circular insert
6. Seal ring
7. Spacer ring
Fig. 95. Interstage packing
1. Tarbine nozzle assembly,
Turbine stator vane assemb4.
2. Seal ring
3. Turbine disc
50X1
218
No Foretga Aisseril
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
No Foreign
?
?
Fig. 96. Exhaust nozzle
1. Outer casing
2. cone
3. Rib
4. Outer cup
5. Inner cup
6. Guide
7. Forward. flange
8. Rear. flange
9. Tube fitting
10. Cup
11. Stay
12. Extenstion
13. Reinforcement
14. Tube
15. Flange
50X1
219
S-S-C-R4-T
, WO PPF0144 04414044
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-
No Foreign Di
50X1
-
Fig. 97. Turbine housing
1. Right half of turbine housing 15. Longitudinal slots
2, 3, 4. Air passage openings to the 16. Throat
turbine nozzle unit
17.
Right front housing body
5.
Inner housing (front)
18.
Shaped openings under housing
6.
Left half of the turbine housing:
19.
Nut
7.
Rbitforcemett
20.
Support band
8.
Housing wall
21.
Cone
9.
Cover
22.
Rear inner housing
10.
Right rear housing body
23.
Diameter of the weld between
11.
"Blind" [cover plate 11
the inner and outer housing
12.
Wire
24.
Iron mounting
13.
Tightening sleeve
25.
Support band
14.
Shaft flange
26.
Forward support diameter
220
S-E-C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-F
? No FOreigt
Fig. 98. Turbine cooling diagram
1. Air intake hole
2. Annular air scoop
.3. Area for the air used to cool stator Vanes
4, 5. Air passages
6. Roller bearing
7. Openings connecting the secondary air with the de-aeration
area
8. Air bleed area
9. Area of the secondary air current
10. Openings for the passage of the secondary
U. Openings for the passage of the secondary
the seal ring
12. Clearance between the inner casing, of the
and the inner ring of stage I stator vane
13. Clearance between the outer casing Of the
and :the 6uter ring of stage I stator vane
,
221
8-E-C-R-R-T
P PPrelm 14.g?PR:
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
air current
air current in
combustion chamber
assembly
combusion chamber
assembly ?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
[No number given]
222
S-E-C-R-E-T
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-
No Foreiga
a) LB
g$4 FI:1 :1/437 .1''R. vki 1
0 0 0 ?P Ul 0
a
?
i 2 g , cs i : 8 trr
?i 6 k
4 f' P4k cCil .P7i k El rl:$ P.: I-N. a
; ktrIOAO g o
1 1 pik p 0%4 4.4o R., ialk cq
? 0
1 a.)
? .,-.1 ggi g cr..7
I t 4 co
' 8 k ei ? ?6 tA 'MI tr;
43) ? .,
0 al
? r.?I '0 wt
I-4cH'i?
9 coiI@1.1
-064pmC
I0 .k.g.r;:el? P:O?cce;r464
?ta $ g k 4 r-I g ?
erl 0 ? .% .-1-
' I k ? P4 0 Q +) al
' 71-14 -19 " VI 0 4 g q r.
o 2 LB o ?Ici e'l
xi il o .9 T. Vi E' `,!:-1 ri -ci?,
? .1., .....,9 s 0 4-8 ??? k
-6, /4 if: 2 g ?
.... r?-, g,
*(;)" t ,''' k
f
3 1 4 g S o 8
, .... ...... N.4 60 .1-1 C.) ?
. 0 M k ,,b gi H re,
?
U.
f?, E'2 M Cc112C?ii?
tine-I.-, ?063 .--....
?ri Pi t?-? 0 cH 4-1
.r-i 0 0 ..? 2 K .., o cc; .,1 r
ri hn
0 ? 0 k 'C.) r-I 10 H cro ?A. l
H 0 cl P. ?rI
(D? ?P 43 0 ?1 (p co
? , , .0o to $ o
?, 0 al 1 .6.1 ri:li g
g R, rt:
, OC) ct".F.slilrfli4.F4
04 in ;24 cl W3 0 N tb
a H PI 60 0 ?I 0 ? ??
[ O cH uk.,1 -
4 Pt; .8 4,
50X1
?
223
S-E-C-R-E-T ?
No Foreign; laissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-O-R-E-T
No FCreiga Dissem
? a.. Ilbisolat Ordafb. MIAs heavresere
illbs------44,,,
-,,...,.
1 '?W ?-? N3,,,-.f.f.IN
1W7,:ite/Z! /4
-I'. ' t6triTi) 01
---1,rop,Agi
OwsjAmir,/
, . ...
------aiiiir
b. amp, Wadi
en mg* Nis 'slabs a dyes
e. ?who Iowa. impri.gre
411.?
Fig. 100. Diagram of engine air vent system
a. Seal, front compressor bearing; b.. Air; c, Mixture of air aml'oil;
d. Oil; e. Seal, rear compressor bearing; f' Seal, turbine rotor;
? 'I. Line coupling; 2. Centrifugal de-aerator;,3. Line for carrying
emulsion to de-aerator; 4.. Air vent line for areas behind the baffle
sealS Of the engine. rotor bearings; 6. Air bleed line from the fifth ?
stage of the. compresSOrto the front compressor bearing seal; 7. Wast-
,ment washer. '
224
sat -c-11.-ig-T
Pl
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50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreign I
?
?
Pig. 100. (Continued)
/Maas! ',tent tvrtrise
vitkigi#91
Atm.
?.k\ I 4, tali;
???? \7"
.01rvil?
I
50X1
, 225
44007h4 fi4oltai#
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dis
Fig. 101. GMN;20 main oil pump
a. Front view (top)
b. Rear view (bottom)
226
S-E-C-R-E-T
No Foreign Dissem
50X1
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-B
No Foreign
?
?
iss I RR
50X1
Fig. 102. (2N-2O main oil pump ?
1.
[Filter] screen
14.
Bottom cover
2.
Packing (seal)
15.
Plug
3.
Top cover
16.
Bypass sleeve
4.
Packing seal
17.
Valve
5.
Gear
18.
Spring disk
6.
Drive shaft
19.
Spring
7. Driven shaft
20.
Protective cover
8. Pecking
21.
Adjusting screw
9.
Body.
22.
Spring
10.
Liner
23.
Lock nut [for adjusting
11.
Drive gear
screw
12.
Driven gear
24.
Oil release insert
13.
Packing
25.
Packing
2?7
84-0-11.1-T
NO Pm** Otoom
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Poreiga Didsem
50X1
Fig. 103. Gear of pressure stage, main oil pump
228
No Feign DieORM
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
SE-C-Ra
No Foreiga
?
?
??
Fig.
104.
MNP
-20 auxiliary 011 pump
1.
Housing
13.
Spring
2.
Cover
14.
Packing ring
3.
Intake line fitting
15.
Protective cover
4.
Check valve
16.
Adjusting screw
5.
Insert
17.
Seal ring
6.
Spring
18.
Washer
7.
Spring
19.
Lock nut
8.
Packing ring
'
20.
Packing
9.
Protective cover
21.
Packing
10.
Reduction valve
22.
Drain cock
11.
Insert
23.
Plug
12.
Spring
50X1
Fig. 105. V0-20 Air separator
1. Iknly
2: Cbver
3. Rotor
4. Rotor shaft
5. Key
6. Nut
7. Lock pin
8. Oil drain line coupling
9. Relief valve body
10. Gate valves
U. Spring
12. Turnable extension
13. Cover
14. Packing
15. Thrust ring
.229
FAV *OW
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
NO Foreign Dissem
r4
r.er,axt
7./Amr A
J11111111
..flweeips6.41 Itt
? v. A
15=1:1=1
? Pig. 106. Mtd0-20 oil scavenge pump
Cross section ABBA
1. Line fitting
2. Line fitting
3. Cover
4. Upper body
5. Lower body
6.. Pin
7, 10. Second. stage gear
8, 11. First stage gear
9. Sleeve
12. Bells
13. Pecking
111.. Packing
15. Packing
16. Bolt
? 17. Stop
18. Seal ring
19. Oil drain line tube
230
6-.844,144
igiOfi
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A
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-
No ForeiE
tAltuv
vsduabu
ago 011.?WW
p 6
a
1/77
%Up
b.
TigteP
03.63*
C.
? Fig. 107. Scavenge pump, d50X1 box
1. Body
2. Drive gear
3. Driven gear
4, 6. Keys
5. Drive shaft
7. Drive gear
8. Packing ring
9. Cover
10. Bat
Fig.
?
108.
1
Centrifugal de-aerator
a. Air exheust
b. Mixture intake
c. Oil outlet
1. Body
2, 3. Covers
4, 181 20. Pecking
5. Nozzle
6. Rotor shaft
7. Rotor
8. Involute grooves
9. Upper insert
10. Oil seel rings
11. Baffle seal insert
12. Spacer sleeve
13. Bevel drive gear
14, 15. Ball beering
16. Nut
17. Lock pin
18. Extension
21. Sleeve'
231
8-E-C-11-E-T
No Foreign pieeem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? No Foreign Dies=
Fig. 109. The MF-20 oil filter
a. Oil output
b. Oil intake
1. Bolt
2. Cover
3. Filter insert
4. Guide
? 5. Nut
6. Sleeve
7. Valve body
8. Relief valve
9. Lock pin
10. Thrust ring
11. Screw
12, 14. Seal rings
13,. Rut [plug]
15, 161 181 19. Springs
17; Valve
20. Seal ring
50X1
232
2-E-0-1144
NO PProtsn WORM
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Declassified in Part - Sanitized Copy Approved for Release 2913/10/23: CIA-RDP80T00246A072200090001-0
No Foreign
2. Pohlad Int want 13 sejitut? vike
b. Vitlak 50X1
4 7. VISSD
imAirrz All
r
- - -
il$Q14461,Prw"ft-
? ?
U-11:=rmuivioe
"?;*1417'Myi,
Fig. 110. 141KM oil pump
a. View in the direction of G
-- cover removed
b. Delivery
c. Intake
1. Gasket
2. Covers
3. Stud bolt
4, 12. Front bearing inserts
5. Needle
6, 17. Seal rings
7. Drive gear
8. Driven gear
9. Washer
10. Lock washer
11. Rut
?
13. Body
14, 15. Thrust bearing
16. Rollers
18. Spring
191 30. Rear bearing inserts
? 20. Cuff seals
21. Drive shaft
22. Adjustable collar
23. Thrust washer
24. Thrust disk
25. Drain port
26. Washer
27, 28. Seals
29. Insert
? 233 '
S-E-C-R-E-T
N9 P9f2401 POW% '
.11
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? ?
.No Foreign Disseni
3
Fig. 111.
147
ISVi mat
telf 74Tite.*
? ?nig* N.N4C111111111.0
I
1 .21II
.4011mvzi
1.!T5nW141:1
pARair:?AK.:4
#
24 III AO
iii
Oil filter
1. Body
2. Filter screen
3. Liner
4. Seal
5. Rut [plug]
Fig. 112
I.. Cross section AA
1. Drive shaft
.2. Flange
3, 23. Retainer washers
4. Packing seal
? 5. Drainage (ring]
6. Thrust ring
? 7, 20. Front bearing inserts
? 8, 19. Mod. pressure guides 26.
9. Drive gear 28.
348-I fuel pump
12. Rubber sealing rings
14, 27. Rear bearing inserts
? 15. Separator [bearing cage]
16. Spring
18. Driven gear
21. Fuel inlet fitting
.24. Adjustable ring
25. Flexible ring
Bearing rollers
Drain fitting
10, 17. Movable pressure.guides 296 Housing ?
11. Distributor rollers L' 234
NO.RFaigi
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
f
50X1 ./
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
No Foreiga
?
,114111
s 414=. 11
Irge= Inete:
g f" ? ;;.:46\ \\Ix,ki ?
74011% k ?
Fig. 113.
a. 'Cross section AA
1. Protective cover
2. Adjusting screw bead
.3. Adjusting screw
4. Spring
5. Cover
,6. Reduction valve
7. Pumping chamber
81 9. Ring
10. Shaft
11. Rubber ring
12. Vitt'
50X1
707-I fuel pump
13. Nut-cuff [seal]
14. Rubber ring
16. Diaphragm
18. Spring
17. Air passage
19. Fitting for fuel supply to starting
nozzles
20. Axel outlet to 348-1 pump
21. Rotor
22. Pin
23. Casing
24. Vanes
25. Housing
235
S-E-C-R-E-T
NO Poretsa Piaaem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
1Jed u! PeWsseloaCI
-
7r-7
,
iN
t11.1 Zs V
(D
0-1-0006000ZZLOV917Z00108dC1I-V10
17 16
t.
- v
Fig. 111k.
12 ,
STG-12TM Starter-generator
..Nousing
2. Main Toles
3.. Commutator poles
4. excitor winding
5. Winding of commutator poles.
6. Cover
, 7. Front cover plate
8. Biush holder
.9. Brush
10. Terminal board
11. Cover with adapter for ventilation
12: Armature
.13. Shaft
14. Ha1ow44.1uminum mandrill
15. Tortion shaft
16. Freewheeling cylinder device
17. Steel cylinder
18. Cage
19. Planetary gear carrier
20. Ball bearing
21. Planet gear
22. Interior ring gear
23. Clutch dogs
24. Spring
25. Rachet
26. Covering belt
27. Reduction gear housing
28. Flange
29. Nut
30. Spur drive gear
....et 14
0.)
0
0.)
? ?
0
0
-0
co
0
0
0
n.)
n.)
n.)
cb
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-43-C-1
No Foieigi
I.
?
Fig. 115. KPN-4 Coil
:
1. Housing 5. Cover
2. Coil 6. capacitor (C)
.,f
? 3. Contact device 7. Plug connector
4. Selenium rectifier
? 237
No Foreiga Dissent
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
50X1
rig. 116. SPN-14. Spark igniter plug
1. Setting ring
2. Shielding coat
3. Body
4. Insulator
5. External electrode
6. Central electrode
7. Gasket ring
238
8-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
?
No Foreign
. Electromagnetic sta1't+50X1
file' valve
1. t'unl intake fitting
2. iel outlet fitting
3. Valve seat
4. Housing
5. Valve needle
.6. core
7. Coil of magnet
8. Plug connector
Fig. 1.18. VE-23 Switch
i. Body
2. Adapter shoulder
3. Metal bellows
4. Push rod..
5.. Lever
6. Spring
7. Plug connector
8. Set screw
9. Gasket
10. Cover
U. Reinforcing.: ttrut
12. Chamber
13. Blind flange
14. Nozzle
15. Bellows plate
16. Content points
17. Holder
18. Pin
19. Gasket ring
239
.S-E=C-ft-E-T
NP PPMAR,11 PIMP :
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E
No Foreign D
I?
Fig. 119. MP-5 Electromagnetic
1. Gear wheel of electric motor
2. Double gear wheel
3. Fixed shaft
4, 5. Double gear wheels
6. Nut for gear wheel
7. Actuator rod
8. Housing
9. Cover
10. Actuator rod sleeve
11. Bearings
12. Cam
13. Clamping terminal
14. Body forging
15. Lead
16. Screw
17, 18. Terminal Switches
19. Cam
20, 21. Sprin
22. Electric motor
23.. Case
240
S-E-C-R-E-T
No Foreign Dissem
device
0
50X1 ,
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0_
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
No Foreign
Fig. 120. Sketch of Pneumatic icing indicator SO-4A
1. General pressure openings
2. General pressure chambers
3. Static pressure openings
4. Static pressure chamber ?
5. Nozzle
6..Circuit breaker.
7. Plug connector
8. Warming element
9."diaphragra
50X1
241
S-E-C-R-E-T
No 'Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? S-E-C-Ri-E-T
No FOreign Dissem
Hazpogamene Nowt
damvutia 9.1at ofit
Fig. 121. SO-4A icing indicator
1. Air intake; 2. Differential pressure
? gauge; 3. Adapter; 4. Intake cover; 5. Woe;
6. Beating element; 7. Intake housing;
- 8. Tube fitting; 9. Flow-through device;
10. Opening; diameter 2.5 millimeters;
11. Static pressure chamber; 12. Rubber
tube; 13. Tube nipple; 14. Spring; 15. Ter-
minal clamp; 16. Gasket; 17. Contact nut;
18. Connector; 19. Wrapping; 20. Diaphragm;
21. Base of differential pressure gauge;
22. Nut; 23. Movable contact point; 24. Con-
tact point; 25. Set screw' 26. Gasket;
1 27. Bolt; 28. Beating element; 29. Insulator;
30. Rubber gasket; 31. Outer case; 32. Safety
wire; 33. Nut; 34. Rubber gasket
50X1
242
No Poreign.Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
50X1
243
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreign. Di,
4
Fig.
122. W7K-2 Electromechanism
1. Fixed gear
2. Housing
3. Balls
4, 5. Friction discs
6. Case
7. Mall
8. Ring
9. Planet gear, Stage IV
10. Inner ring gear'
U. Shaft
12. Drive gear
13. Dog of Switch
14. Lead
15. Gear wheel, stage III
16. Bolt
17. Gear wheel, stage Ix
18. Gear
19. Planet gear, stage /
20. Cover
21. Propeller brake
22. Plate
23. Armature
24. Terminal
25. Electric motor
26. Coil
27. Brush
28. Cammdtator
29. Electromagnetic clutch
30. Terminal switch
31. Brake disc
32. But
244
9-E-C-11-4410.'
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
33. Spring
34. Ring
35. Washer
36. Cover
37. Carrier ring .
38. Brush holder
39. Plug connector
40. Drive gear, stage I
41. Drive gear, stage II
42. Knee joint
43. Rubber case
44. Drive gear, stage III
45. Lifter
46. Cam
47. Mina flange
48. Spring
49. Sleeve
50. Contact spring
51. Disc
52. Friction clutch
53. Special nut
54. Cover
55. Lead screw'
56. Shaft
57. Cover
58. Gear wheel
59. Small shaft
60. Output shaft
61. Drive gear, Stage V
62. Cover
63. Guide
64. Gear, stage V
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Poreig
?
?
Total transmission
ratio
Shot aspactegassor mew.
-NAN
Output shaft with
? Inner
aamkaawe
, NU 1104101111
S
Ball regulator
Friction
clutch
2.9 sipstadmi peryftsmop
saw
m9Wma
" ? 50X1
Plug connector '
mmgdato
1 switch
. panel
erltaeallimntor
Fig. 123. Basic diagram of the Electromechanism
245
p-14-C-11-E-T
PfIFOrin 13.4no
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
k
ril Pre 'wl%romfiliornarw-N\Nk i
4AWr /%arr& A\t
P10111.1111ft kt ti:
roli
-..
Ilimmorso 7114Ati
11114&\\.\? -- r ___Airhilki, NIZ
4
?.....av.,...?.........?..,?.....,......09,6,A,? A,
............"
mimmi
1111111111111161:10;/eft.r Ano,,,,,,,,,,,,,idov
IN.N..............4 Zz..,,,LT
1\iwm\N, aAl
.4/ ,,,z.?A p ?;.;;in; Nii?W% .
1E1 .,411010 IIIII W NV NX?
A URI Illni
/,A?f ./Z4, cixv.?xn:??
_ _ ?
Fig. 3211.
DI-2 sensor
1.
Rotor
13.
Lock nut
2.
Drive
1114..
Case
3.
Bushing
15.
Ball
4.
Ring
16. Case
5. Sleeve
6. Ball bearing
7. Nut
8. Forward. cover
9. Bolt
10. Stator
U. Sleeve
12. Plug
17. Nut
18. Reinforcing strut
19. Seat
20. Gasket
'21. Cover
22. Bolt
23. Cover
246
S-E-C-R-E-T
No FOreiga Dissem
50X1
Declassified in qPart - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? 4
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23 : CIA-RDP80T00246A072200090001-0
b-.6-(;?
No Foreil
Fig. 125. plia,.2 Tachometer
21. Hair [spring?)
22. Regulating lever
23. Magnetic system of suppressor
24. Bridge
25. Disc
26. Gasket
27. Case
28. Bolt
29.:,;kut
30. Support
31. Bolt
32, 33. Bolts
34. Lock nut
35. Nut
36. Case
37. Bolt
38. Cover
39. "Bolt
40. Outer case
41. higkine
1. Stator
2. Rotor winding
3. Stator ?
4. Rotor
5. Magnet
? 6. Magnetic system (called
"starter element!" in text]
? 7. Bushing
8. Spring
, 9. Shaft
10. Ball .bearing
11. Cover
12. Magnetic system
13. magnet .
14.- Disc
15. Needle indicator
16. Axis
17. Scale
18. Sensing elemen
19. Support
.20. Nut -
c
247
,
40 PrOill Rome* *
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
6-E,C4t-E-T
No Foreign Dissem
. 7 -
,
mad;
fiki '
....41) pp,
5:M?
?111.44.4.1.,14.00.)? NNW Wih...161?100
Fig. 126. UP-2 Transmitter
14. Potentiometer
15. Stop
16, 17. Pins
18. Divided gear
19. Shaft
20. Spring
21, 22. Gears
23. Bridge
24. Contact disc
1. Cap
2. Sweeps
3. Case
4. Shaft
5. small posts
6. Outer covers
7. Bed
8. Insulated washer
9. Spiral spring
10. Socket
11. Gear
12. Plug
13. Small disc
248
No Foreign' Die sem -
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? b-15-U-11
.No71"oreign
17 if
sr a
50X1
Is
24 H.
Fig. 127.. IIPRT..-2 indicator
1. Magnet-rotor
2. Ball bearing
3. Hollow shaft
14. 5. Axles
6. Pointer
7. Nut
8. Bearings socket
9. Stator winding
.10. Fre ?
11. "Permalonnudiscs
32. Plug connector.
13. Body
3.4. Screw
15. Cover
16.?Scale
17. Gasketing
18. Glass
19. Ring
20. Pointer
21. Bolt
23.. Lead
24, 25. Bolts
26. Cover
27. Housing
28, 29. Bolts
249
,N6 :Foreign Disern
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part- Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
SE-C-R-ET
No Foreign Dissem
44 4t,1/4?
??b-a ? ? < rl CU
4-1 ri al. 0.1 N..
' 250 .
A34,-C-.114-1
rp %WOO Agii8f6
, Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
? 0 o ? ? ? ? ?
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23 : CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
Fig. 129.
,
APD-75 Automatic starting device (without cover)
1.
Base plate
9.
Rectifier equipped with D-7Z.gdrmanium
4.
TKE52PK relay
diodes
5. TKE21PK relay
10.
FMZ2-75Urprogram mechanism
6.
TKE56PK relay
11.
SR32P1ONS1 plug connection
7.
TKE53FK relay
12.
SR32P8NG3 plug connection
8.
TKE22PKT relay
13.
SR26FING9 plug connection
Fig. 130.
1. Base plate .
2. KM-100 contactor
3. TKE52PD relay
4. TKE52PK -relay
5. TxS602A dontactor
6. TKD511A contactor
7. RUT-600D output. regulator
3. P5-150-0, 16D starter resistor
PSG-2A Starter case
9. PEV-30-30-I resistor
10. RS-25 no. 7 regulating resistor
U. RS-:25 no. 8 variable resistor
12. 028P7NS9 plug connection
13. SR32P12NS1 plug connection
14. FEV-10-51-1 resistor
15. Clamp screw
251
S-E-C-R-E-T
No Foreign Dissem
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-:
No Foreiga :
?
0
50X1
t20
L3
r2
0 "4
0-I
$-? PI k
pq 00 id a)
!EnRo(%?024,
-I-1
8\6 r105o;ci
? ?
$4
2s.
.ri
U43 to
? bi)
3 t?o
LA C) 8
CO 0
252:
.No ,Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreign
Foreign
??? sosop aocaik vaeji Use
. natant% .
11- Pomo as wands
Vs Bars late nefakiku
/3, acksalls anitloiSo
sotoru
r,..????
50X1
Pti?Ptsplitks 6. I
val ;PIA
goadely
?
Fig. 332.
1. Front trunnion
2: Shock absorber
31 Mouating suspension bracket.
Upper strut
5. Bottom girder
6. Strut- :
7. Mounting bracket
/gay Act
Engine mounting
Af?
8. Bridge link
9.*Rear shock strut
10. Outboard engine girder
11. On right girder only
12. Forward
13. Inboard. engine girder
14. B41it1iead no. 1 of inboard:
nacelle
253
rairol*
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-RE-T
No Foreign Dissem
? 30. 4 Pfedni upevioeftoi
6Aat
3!,Zadni upeenovecti
?dat
Motor
Motor
96 Okrej gondoly
? (
ii,Elpojeni motor* a rifkkoven troabou
rjf;Zadni upevnini
vtfukcnre trouby
ak. Pohlad =Week A
rig. 133. Exhaust pipe
1. Adaptor flange
2. Cone
3. support
4. Exhaust pipe .
5. Flange attach bolt
6. Baffle
7, 12. Ring
8, 14. Contact collar
9, 13. Bushing below. clamping
screws
10. Spring
11. Flange
15. Forged. member
16,17, 18. Shims
19. Forged. member_
20. Bashing
??r
..- .
-N.-Condole
37
21. Pin
22. . Cushion
2. Support
25. Guide
26. Support
27. Retainer .
28.. Support guide.
29. Roller of rear support
30. Front attach section
.31. Rear attach section
32. Connection of engine. With exhaust
? 'pipe
33. Edge of nacelle ..
31i. Front attach of exhauit pipe
35. Bear attach of exhaast pipe
36. Viawilm-Airection A
254
S-E-C-R-E-T
? No F'oreign.Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
5-.1S -I.; ?
No Fore iE
50X1
c7",:-31 P4-;4i
?
.-1? +I
tel 0
i?I
W. 4
.2 o 1 p rz.
,b Pt
0 Pi 0 1 ,Ek A
k4' 0 @
fal fb 12.
PC)
14-)
0
0 - tt
0
0 0
?rt 11 01 A
si H ? P4 M 4C-I) ck ij ?r3 S
0 0 0 r-I 0 0 4-) 0 M 4")
44.0 0 .
4 8 00 ' r4-)
i 5
1 1 i r - I Ig g ) 8g12
TailMg4 4 g 4 cri ,8 c;
A 01 tAa. Au!, tz.ct3
255
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreig:a Dissem
256
24-041-E-T
? No iOreign pl.sse*
?
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Eli! ? 1-yg
lek4 A
1
,?.I) glk 4-)0
tEl 0 0
rb .1 43
42) 0 -1-., .r.4
C.) 0 0 C1) -P 4a) tciliA
..-1
Pi iel : ?EI `')- s g cH TI, ?ra 8.
0 0 0 CO ?rD
ca4 a' 4
4 id 8 8 a $43
-P
Pa) ,-I 4 0
04m
I-1 c*, rA.4 Lik.8 t-tco -
50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
' . S-E-C-
No Foreig
. 257 ? .,
No Foreign Dissem
as
r?=o
gi
I? I
0 43 ro zi re%
47611g. /
r-I
r4 0 k pi
-44-i 00
a.) 0
rg 0 cH cH
0
tO 0 0
I
0 P4 Pi
t 1 4$4 :
0 0
0 0
fa is ?
ri 0
A ' rd
0
0?,
. p.
0
+,
. cd
ki) F..,
K1 0
.:1) .._,
41 bi) P4
g PI bi)
8 A
0 +) '
4.12
U) 0
0 i
7400 0
.g Si 4 Pi
0,0 0
43010 00P1p A
co 8
Pi 0 0
4!iotiii
? ?
Os
? ? ?
M.* LIN
? 50X1
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
Nos 1 and. 3
50X1
?
?
258
S-E-C-R-E-T
No Foreign Dissem
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0 -
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
I
t? Me. left ?
console ?
No Foreign
;
50X1
1. Check valve
2. SDU3-0.35 pressure indicator
3. Pressure guage transmitter from
EMI-3R assembly
8. Transmitter of RS-1, 2A-Bl flaw
meter
9. 724100 fine filter
11. TF-6 coarse filter
12. Fire shutoff valve
13. Starting fuel valve
14. Starting nozzle
15. Operating nozzles
16. Fuel control assembly
17. 661A rump
18. 7071 auxiliary pump
19. PNV-2G transfer pump
20, 24, 261 29. SETS-280 fuel guage
transmitter
21. Air vent check valve
22. Air vent tubing
23. Fuel filler neck
25. Inter-tank air vent
27. PNV-20 remaining fuel transfer pump
28. SDU2A-0.18 pressure indicator
30. Float valve
31. Float valve
32. Air vent safety valve
34. PNV-2G overflow pump
35. Check valves
36. SW-2-0.l8 pressure indicator
37. Left control panelidebk
38. RT4S-11 2A-81 flow master
39. Sediment drain '
40. Tank 10
41. Tank 9
Itie1sY-Stad---
42. Sediment drain
43. Fire valve [no 1 engine]
44. Main tank
45. Transfer of remaining fuel
46. Sediment drain
47. Fire valve (no 2 engine]
48. Auxiliary tanks
49. Manual pump from auxiliary tanks
50. Pumps
51. Cross over valve
52. Auxiliary tanks
53. Manual pump from auxiliary tanks
54. Fire valve [no 3 engine]
55. Main tanks
56. Fire valve (no 4 engine]
57. Transfer of remaining fuel
58. Tank in use
59. Drain
60. Sediment drain
61. I (group] circuit
62. II group] circuit
63. For AI-20
64. Pilots' instrument panel
65. Cross-over switch of fuel gauge from
the SETS-280 assembly
66. Two-stage counter indicator of fuel ,
gauge from the SETS-280 assembly
67. Fuel pressure gauge from the EMI-3R
assembly
68. Intake pumping disengaged
69. Transfer pumping from auxiliary tanks
70. 800 liters of fuel remaining
72: Militnna440...prassure
.4
2
'S-E-C-R-E-T
I.
ha
.No Foreign.Dissem ?
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. .
Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-E-T
No Foreign Dissem
a.
?
it le. isse
arid
012.
13
4 offai *WE*
a yam 0' law
0 ow-
20 01110201,0 aspatuaw East
Fig. 139. Pressure fueling system
(from below)
1. SETS-280 (pressure] amplifier '
.2. .Fuel filler neck
3. sum-280 fuel gauge transmitter
, 4. Check valve .
5. Fueling cock
6. Fueling valve
7. SETS-280 fuel gauge traasmitter
8. Fueling contra panel
9. Feul gauge Eno 8 tank] '
.10. Fuel gauge cross-over switch
11. Greentignal.light--valits open
12. Red, signal 4ightf?valvea Closed
? -1
50X1
13. Main fueling disconnect switch
14. Cross-over switch for fueling valves
15. Check (vacuum) valve
16. Cap
17. Valve
18. Ring
19. Housing
20. Main diagram of fueling valve
21. Valves closed
22. Valves open
23. Group I
24. Group 11
? 260
S-E-C-R-E-T
po,Foreign Disown .
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S--C-R
No Foreign
- 1. Oil pressure indicator in the IKM-2 I-100; 2. Oil pressure transmitter
in the IKM-D-100; 3. EMI-3R instrument; 4. oil pressure transmitter in P-10;
5. Pressure drop warning transmitter of SDU 6-3.9; 6. Signal transparency
(plate?]; 7. Position indicator of oil cooler flaps; 8. Oil gauge; 9. Filler
neck; 10. Measuring stick; U. MES-1897 Aoil gauge; 12. Oil tank; 13. Feath-
ering oil filter; 14. NF-2 TA-1 feathering pump 15. Flap MVP-2V oil cooler
control mechanism; 16. 1100 control box; 17. 1074 thermostat; 18. 875 cooler;
19. Filter for center and rear bearings; 20. MNO-20 scavenge pump; 21. Check
valve; 22. VO-20 separator; 23. Oil filter; 24. Pressure stage of GMN-20 pump;
25. Pressure stage of GMN-20 pump; 26. Reduction valve; 27. P 1 intake oil
? temperature transmitter; 28. Check valve; 29. MBP-20 auxiliary oil pump;
30. Redaction valve; 31. MIKM pump; 3. IKM mechanism (torquemeter]; 33. R-68
propeller governor; 34. Governor pump; 35. Heating the forward crankshaft
casing ribs; 36. To the reducer; 37. Oil accessory; 380 39. Drains; 40. Front
compressor bearing; 41. Instrument box; 42. Rear compressor bearing; 43. Drain;
44. Minim= pressure; 45. Remaining oil, 5 liters; 46. Turbine bearing;
47. Drain line leading out of outboard nacelle; 48. Oil level indicator;
49. Oil supply for feathering (15 liters); 50. Outlet; 51. Outlet; 52. Legend:
a. Oil line of engine; b. Air; c. Oil lines of aircraft
261
No gbreign Dissem
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? ?
S-E-C-R-E-T
No Foreign Dissem
n17**,117'7;7';
MOO.* a., al ?????
nater.......K. I ,????????? io.? ? ? ott, telittn?-.41?
ON IMIlartAIII? 11.10.4..0 6t1.04. mot
411...?. ??????
Utt ?%...? Moo tra.1.4, ? AIM 4111.1 t? tte? woo ec
SAW 1.1144?trtoIl ,^3.14 illittlkto ? :t? Vow?
rt.. ? n?
I. ??? ?It. ? ?
10Pri.S. ??? ???,... ive D.. An
.? trlf????? 'paw.
? ty? vie was.
A MOW.. .4 ? e.??? ?-?? ? ..'111?
.11...1.1 VA?f? ,./totii?taw
c
Q
Go0G0G
Go Go Go GO G)
'4 ? ? r,
t
\-/
Fig. 141. Fire
10 2, 13, 201 21. Spray heads
3. Fire signal (sensors?]
4. Plate with operating instructions
5. Red fire yarning light (plate type)
6. OSUZ-ls signal disk (for automatic
signalling of emptying of the ex-
tinguisher device)
Procedure in Extinguishing Engine Fire
extinguishing system
7. os-8 extinguishers
8. Check valve
9. No 781400 distributor valve units
10. Fire in engine no 1
11. Fire in engine no 2
12. Fire in engine no 3
13. Fire in engine no 4
50X1
1. When the fire signal lights up (the [red] plate lights up), seris I. is
automaticallSrceabtuated.LAthe'-green: light goes on). Switch off the engine,
shut off the fire valve, and feather the propeller. If the green light and
the (red] plate go off atter 3 to 6 seconds, the fire is extinguished.
2. If the (red] plate is still lighted, turn on series II after 6 seconds.
ATTENTION: If the green light does not go on after, the [red] plate lights up,
switch on series II.
3. If you see a fire, do not wait for the warning light, and turn on series I
manually by the appropriate switch and series II after 6 seconds.
4. When the fire is out, set the toggle switch in the middle position to shut
off the valves.
1, 2, 3, 4. Engines 1 to 4
5. Distributor valves
6. Switching of series II
7. Manual switching of series I
8. If the light is on the distributor valve is open-- with the toggle
switches in the_middle position, the valves are closed.
.1 , * ?
? 262 .
S-E-C-R-E-T
No Foreign tdssem
?
?
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B-E-C-R-
No Poreiga
?
Zaplavorsol 6expadle
3, Poilind kohimat
Y%Hrukl aistia
Zaplavovsol
? *tierpadio
41.1.111?111?1?..
C,
Ottepm044
veatil
.ati Pali:Port nai.
Ilektressohotsak, WSW.
7.? spositivaS
4.1424, tufts.
50X1
Spoatoci tryskY
Pafterwast trialcy
//.
Obeli I1:2A-5
$laki Ougadlo
. /0, as sate 4, IMMO
Fig. 1J12. Thiel system diagram
1. Boost pump
2. Fuel tank ?
3. Fire valve
4...Coarse filter
5. Boost pump
6. transfer valve
7. Electromagnetic valve, starting,
fuel
8. 'Fine filter
4'
;
9. High pressure pump
10. To Intake of MA-5
U. Outflow from KTA-5
12. Feed to ETA-5
13. Manifold I
14. Manifold II
15. Operating nozzles
16. Starting nozzles
20
S-E-C-R-E-T
No, Foreign Dissem.
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S-E-C-R-E-T."
No Foreign Dissem
1
t ? ' :,11: 1
Nit 1,101 . 1 I
PIN .a,....! '
- , emilMONNAINIIIIMINIME lam,
AC 4
la. ' II OM I__
.
.
..,..p...... ?, ,
raii.15 Ari: 11.11.
r-l-trox-
a rISSTIU -1
IIii. a
.---aommosaa-r i [II Ithereell
-
Fig. 143. Engine starting diagram (translator's note: pp 35-37 pre-
. st.tmabl7 contain the Czech equivalent, translated :below,
of the original Russian .heading on this diagram repro-
duced. on pp 38-43..]
? 264
8-E-C-R-E-T ?
50X1
No Foreign DIppr.1:4
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4 ?
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' S-E-C-R-E
No Foreiga I
50X1
? r?4?
trglnomEN
mingrvi
!!Ensimumi.,
I wise,
. bk?
. 265 .
S-E-C-R-E-T
Foreign,. Dissexn
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S-E-C-R-E-T
No Foreign Dissem
'.Fig. 143. ENGINE .STARTING DIAGRAM
50X1
'Numbers of the.
's Panel Plates 'Designation
..and Disconnect of the
Equipment ,Diagram . Accessory Type
11
Pilot's left control panel.
15 Pilot's central control
panel
16 Pilots overhead electric
panel
Navigator's central radio
panel
26 Central radio panel urtg"
"rte unidentified)
026
Servicing direct current
sources
62
Starting relay box
63
Panel of relays for storage
batteries
65
Fire evipment control box
81
Central [electrical?] distri-
bution box for left outboard
nacelle
81 A
Bu bar bar of distribution box
. for 'left outboard". .)celle
.161,
. .Generator No 11 engine No 1
.STG-12TMO
103.
,.Generator No 11 engine No 2.
STG-12TMO
81 A.
81 A
109.
Switch for generator No 1)
engine No 1
-.. Switch for generator No 2)
engine No '1
DMR.400 AM,
DMR-400 AM
?: 266
S-E-C-R-E-T
. No Foreign Dissem
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S-E-C-R-1
No Foreign
.117 Voltage
ator No 1, engine No 1 Ric-180
' 119 Voltage regulator, gener-
ator No 2, engine No 1
025 125 Rheostat for regulating
voltage, generator No 1,
engine No 1
026' ' .127 'Rheostat for regulating
voltage, generator NO 2,
engine No 1
?
133
'
135..
026
'
141
026
'
143
81
149
81
151
' 50X1
RN- 180
VS-2S.
Compensating resistance,
generator No 1, engine
No 1 BS-12000.
Compensating resistance,
generator No 2, engine No 1 BS-12000
Disconnect switch, gener-
ator No 1, engine No 1 2V-45
Disconnect switch, gener-
ator No 2, engine No 1 2V-45
Signal relay of disengage-
ment of generator No 10
engine No 1 TEE-21PD
Signal relay of disengage-
ment of generator No 21
engine No 1
026 157 Signal light of disengage-
ment of generator No 1,
engine NO 1
TM -21PD
SM-30 (in
the armature)
SLC-51 (red)
026 159 Signal 11431# of disengage-
ment of generator No 2,
'engine No 1 SM-30 (in'
the armature)
SW-51 (red)
' 026 . 165 AmMeter of generator No 1,
. :engine No 1 A-2
267
0.4444114
No Foreign Dissent
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S.-E-C-11aE-T
No FOreigh Dissent
6
.1.67 Ammeter of generator NO 21
engine No 1
81 AL 173 . Shunt of ammeter of gener-
ator No 1) engine No 1
81 A 175 Shunt of ammeter of gener-
ator No 21 engine No 1
63 181 Disconnect relay for gener-
ators of engine No 1 when
ground source 1.6 engaged
external
63 181a. Disconnect relay for gener-
ators of engine No 1 from
the aircraft network &Iring
starting ? TEE-52P1)
Voltmeter for left generators V-1
026
?.
185
10
185a
026
'
186
10
I86a
026.
187
026
I87a.-
026
188
026
188a
. A-2 .-50X1
S-2
S-2
TICE-52PD
Voltmeter of ignition sources
of left group V-1
Voltmeter of right generators V-1
Voltmeter of ignition sources
of right group V-1
Change over switch for left
voltmeter "11pin" not
identified]
Disconnect switch for left
group of batteries
- Change over switch for right
voltmeter
:1Disconnect switch for left '
group of batteries ?KV-P-A-$
KV-P-A-S
"11pin"
:189 Front receptidie for external
source
?st
190 ,Front recepticle for external
PoUrce
? 268
S-E-C-R-E-T
?
NO Foreign Dissem
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S-E-C-R-E
No Foreign D
026
026
026
191 . Signal light of front
-recepticle for external
source
SM-30 (in
armature)
SLC-51
(red.)
191a Diode DG-C22
192 Signal light for rear
socket of recepticle
.external source
026 192a Diode
026 ' 195 Changeover switch with
aircraft "ktg." Airport
' charging--(batteries)
16 196 Battery emergency disconnect
switch
026 197 Battery Ammeter
026 198 Change over switch of bat-
tery ammeter
0165 Battery
ol66
0167 ft
SM-30 (in
armature)
SLC-51 ?
(red)
DG-C22
2P1N-45
A-1
2PN-20
0168 to
- -
63 0169, Switch contactor of first
left battery KM-600D
63 ono Switch contactor of first
?right battery KM-600D
? . , .
63 0172 Relay of first left battery TDE-210
269
S -E
50X1
No Foreign Dissem
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S-E-C-R-E4
No Foreign. Dissem ?
63 0173 Switch of second
_. battery
left
KM-600D
. 50X1
63
0174
Switch of second right
battery KM-600D
63
0175
Relay of secondleft
TUE-210
battery
63
0176
Relay of second right TDE-210
63
' 0177
Switch of front recepticle
of external source TK1-10aD
63
0178
Switch of rear recepticle
of external source TET-101D
63
0179
Relay of front recepticle
of external source TDE-210
63
0180
Relay of rear recepticle of
external source TDE-210
63
0181
Relay of front recepticle
disengaging generators TKE-52PD
63
0182
Relay of rear recepticle
disengaging generators T1E-21PD
63
0183
Switch changing over sources
from 24 volts to 48 volts TES-611A
63
0184
Switch changing over sources
from 24 volts to 48 volts TIB-611A
V
63
0185
Shunt of battery ammeter SA-46
v
63
0186
Shunt of battery ammeter SA-46
63
0187a
Switch activating starting
circuit of engines EM-600D
5500
Automatic starting unit of
engines. APD-75
49
Intermediate re14.1r P6
270
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R
soreign.
"
1,4
51 Progrs
52 Electric motor of pro-
grammed mechanism D-2P
Electromagnet of motor of
programmed mechanism EMS-18A :
Limit disconnect switch of
cams of programmed mechanism KV-1-20
.:,53
54
50X1
, 55 Control relay Pi ' TRE-56P1(
56 Electric moor relay P2 TRE-52PK
57. Intermediate relay P3 TICE-52PIC '
58 Ignition relay Plo at 24
volts,. . - .TIE-2IPK ?
.i .
? ? -
-59c1 Switch-on relay over output
regulator P5 TRE-53pK
60 Relay for cold cranking P6 TIE-52PK
61 Locking relay P7 TKE-21EK
*62 Diode
S1 Plug connection SR32P1ONS1.
S2 Plug connection SR32P8NG3
'
53 Plug connection SR28P7NG9
5501 Ignition box for generator
starters PSG-2A
67 V Output regulatorc. RUT-600D
68 . Ignition resistance V P5-150-0
7.16A
69 , Switches Ki and 1c2, switch-
bag on the ignition resist-
-once
70 Switches E5 and K61 switching
on the output regulators
. 271
S-2-C-R-E-T
No Foreign Dissem
KM-100
TO-511A
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S-E-C-R-E-T
No 'Foreign Dissent
11
.11
71 Switch 1(3, switculaig on -me
feed armature of the starter
generator TKS-602A 50X1
72 Intermediate relay R1$ R2/
and. R14. T1E-52P1C
73 Intermediate relay R3 T1E-52PK
74 Regulator, resistance RS-251
No. 8
78 Resistance FEV-30-30dM
79 Regulator resistance RS-25, No. 7
80 Resistance 'PEV-10-51-1
V v v
s4 Plug connection SR28P7NS9
V v
1
85 Plug connection SR32P12NSrl
5185 Electromagnetic switch for
turning off the engine MKT-4
5505 Starting main disconnect
switch V-45
5506 ' Signal light for activity
of the APD-75 ignition
automatic unit (in the
armature)
SLC-51
(green)
5507 Disconnect switch for cold.
crankipg KV-P-WS
5508 Starter disconnect button VX2-110v-1
5509 Engine starting button 2041S
5510 Disconnect switch for engine
selection E6.722.106
5515 Change-over switch for pro-
peller "(brake), engine No 1 KV-P-1,r-S
272
No Foreign Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
No Foreign Dissem
?
5519
Signal light for braking
engine No 1 propeller
50X1
(in the
armature)
SLC-51
(green) ' ?
11' , 5523 Air start 'button, engine
No 1 GR31604.004
11 5525 Button for transfer of fuel 205K5
65
62
5529 Relay blocking starting
during propeller braking
?554.1 Mechanism of propeller brake,
engine No 1
.5553. Disconnect switch for elec-
tric motors
5561 Electromagnetic valve
releasing fuel
TKE-52PD
? M2K-2
VE-2S
in KTA-5F
5565. Ignition coil KPN-4
5569 Ignition coil
5581 Electromagnetic valve trans-
ferring fuel in ITA-5F
5585 Spark igniter plug SPN-4
5589 Spark igniter plug SPN-4
5591 ' Relay check of signal lights TEE-56PD
5592 Button checking signal light 205KS
5607 Intermediate relay disengag-
ing starter from starting cir-
cuit during generator operaA
tion phase T1B-21PD
5611 Switch engaging the starter
charge, during starting KM-600D
273
No Foreign Dissem
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S-E-C-R-E4
No Foreign Dissem
62
62
5613 Switch engaging the
charge' during starting K4-600D 50X1
5619 Intermediate relay dis-
engaging starter from
ignition circuit during
generator operating phase THE-21PD
5627 Relay turning o n signals
for starting TKE-56PK
5611 Relay engaging electro-
magnetic valve releasing
fuel TKE-52FK
5635 Ignition circuit switch KM-25
5639 Switch engaging the exciter
winding of the first starter,
engine No 1 TED-511A
5634 Switch engaging the exciter
winding of the second starter,
engine No 1 TED-511A
63 5647 Relay blocking starting THE-21PD
1. Operation diagram of APD-75 program mechanism after 2.5 seconds
2. Operating diagram of limit disconnect switches of A1901-75 program
mechanism
3. After 1.5 seconds
4. Contact made
5. Braking the propellers of engines Nos 1, 2, 3) and 4.
6. Ignition
7. Signal of braking propellers
8.. Transfer of fuel
9. Starting on the ground
10. At 68 seconds
2714
S-E-C-R-E-T
No Foreign. Dissem
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Declassified in Part - Sanitized Copy Approved for Release 2013/10/23: CIA-RDP80T00246A072200090001-0
S-E-C-R-B-T
No Foreign Dissem
?
?
11. For 9 seconds
12. For 70 seconds
13. For 15 seconds
14. Engine 1.
15. Is turned on for 9 seconds*
16.. Is turned off for 25 Seconds
17. Disengages its contacts when the engine is rotating at 4,500
to 6)500 rpm
18. For 20 seconds
19. SWitches of. for 9 seconds
20. For 25 seconds ?
21. The current is cut off for 75 seconds
22. To the starting units of engine No 2
23. To the disconavt switches stopping engine No 1
24.- The current is cut out for 25 seconds
25. The current is cut out for. 25 seconds
26, 27. The current is cut out for 75 seconds
28. In the un-arrested position
29: In the arrested,position
30. To engine No 2
31. CrAnking when cold
50X1
32. To engines Nos 2) 3, and. 4
33. Connected. for 9 seconds -- the current is cut off for 73 seconds
34. The(current'i0 cut off for seconds
35. To engine No 3
275
S-E-C-R-E-T
No Fore i ga Dissem
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No Foreigti Dissent
36. To accessories, engine No 2
37. To accessories) engine No 3
36. To accessories, :engine No 4
39. To engine No 4
4o. Cuts off the current for 69 seconds
41. Connects [current] for 3.5 seconds
42. Charging the exciter winding of the first and second starter
43. Power supply for the starter contactor
44. Power supply of the PSG-2A
45. Connects for 15 seconds
46. Cuts off the current for 68 seconds
47. To engines No 2) 3, and 4
48. To accessories for starting engines No 3 and 4
49. The 400 A switch turnson the generator for 75 seconds (with
the engagement of the disconnect switch 026-141CO26-143)
50. To the'AZS-2 automatic safety .[fuse] on the 25 A bus
51. The Current is cut off for 75 seconds
52. 81 A bui
53. From aircraft power sources
54. Socket
55. Tothe accessories of engine No 2
56. To the accessories, of engines No 3.and 4
57: 82 A bUs
58. From aircraft power sources ?
59. To the AZS-2 automatic safety on the 26 B bus
60. Connects for 15 seconds
61. Cute off the current for-igconde
No LTV*Lem
50X1
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No Foreign Dissem,
?
Fig. B. Change in Oil control pressure Pp with oil
pump rpm
1. 'Pin." pressure [presumably]
2. Revolutions per minute
277
No Foreign Dissem
50X1
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? S-E-C-R-E-T ?
'
No Foreign Dissent :
ow. ? koast
'
100 200 300 400 500 600 700 800
8:1 Rio ( Rite an )
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Doikdcapsiiva na vistum
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Fig. H. FUel consumption in relation to KTA-, F drive rpa
1. G--kilograms per
2. FUel consumption
3. FUel consumption
4. FUel consumption
5. Pior--revolutions
hour
at operating rpm
in starting
in the idle mode
per minute
(Translator's Note: Figure reizodueed on page 68 contains no
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. 283
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