MANUALS ON THE SOVIET AIRCRAFT ENGINES ASH-82 T AND ASH-82 V

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A072200300001-6
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 215
• Document Creation Date: December 27, 2016
• Document Release Date: October 25, 2013
• Sequence Number: 1
• Publication Date: March 26, 1964
• Content Type: REPORT

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INFORMATION REPORT INFORMATION REP(.57R1
CENTRAL INTEILIGEWE AGENCY
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.
NO FOREIGN DISSEM
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COUNTRY USSR
DATE OF
INFO.
PLACE &
DATE ACQ.
Manuals on the Soviet Aircraft
Engines ASh-82 T ?and ASh-82 V
eb-0-k....?-it- -)...\ tx tt......71'.?..--.' t ---' . NO. MOB 1
slA t_.
REPORT
DATE DISTR. it March 1964
THI IS I INFVAI I IATFII INIFAIMATInkl cnitvrp reAnimetc A DC rseelkII.flIc A n??
50X1-HUM
4
3
2
on :Soviet ASh-82 aircraft engines
manual.
English-language manuals
No date or. publication data appeared 5.0X1-HUM'r
50X1-HUNI
?
Attachment 1: The ASh-82 T Engine: General Information; 87
pages plus 18 pages of "Service Bulletins;"
pages 46 and 80 are missing. The manual
consists of instructions for the installation,
operation, and maintenance of the engine.
Attachment 2: Aircraft Engine ASh-82 V: Repairs Manual;
Book II; 81 pages plus 160 sketches of tools
necessary for mounting and repair of the engine.
The manual lists the tools, explains the purpose
of each, and gives ,operating and: maintenance
instructions for a few.
50X1-HUM
Distribution of Attachments for Retention:
ORR:
Army:
Army/FSTC:
Navy:
Air:
Air/FTD:
-SAC:
NSA:
2 setA:1
2 sets:
2 sets:.
.2 sets.
2 .-8-etsr'.?..,
5 sets: (1: -set
1 set --
2 sets:
50X1-HUM
previously?fOrwarded)
S-E-C-R-E-T
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STATE IDM IAMW I NAVY IAM INSA IAA NIC I OCR 1SAC
Army/FSTC
Air/FTD
(Note: Field distribution indicated by "#".)
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(
SECRET
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THE ASh-82 T ENGINE
GENERAL INFORMATION
(English Language)
SECRET
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GROUP I
Encircled hens automatic
downgrading and
declassification
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,` ?=1"'"--
?BB ASIC4-82T ENGINE
0?ENERAL INFORMATION
S-E-C-R-E-T I,
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Chapter I.
THE ASH-821 ENGIRE GENERAL IWPORMAT/OX.
I. Engine Structure Principal Informations.
The mircraft engine ASh - 82 T ifig,1 and 2/ represents an air-cooled
radial four-stroke petrol engine with 14 cylinders in two rows and
with direct fuel injection.
the ASh - C2 T engine is provided with two channel planetary reducing
device in the crank-case nose and one-speed radial supercharger placed
At the rear of cylinder assembly.
Following accessory units are installed on the ASh - 82 T engines
- on the crank-case nose g regulator of revolutions, two magnetos
14 T-2 and fuel oil-pump
- on tho roar supercharger body - the fuel pump /704 A-V unit/.
- on the rear crank-case cover - the fuel pump NV-82 for direct fuel
injection, the electro-innertial starter SK16-2, the generator
CSR-80001, the roar oil-pump NSh-6SV, thu high-pressure pump NSh-13
and vacuum pump 612.
Ylig.1 The ASH 82 T Rngino Viewed From P,omzpigiii.gand
fc0,7
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Fig.2 The ASH - 82 T Engine Viewed From Rear Right-Hand Side.
On the engine-propeller shaft nose is installed the four-blade propel-
ler AV-50.
Engine crank-case consists of crank-case nose,
the central crank-came, the front and rear supercharger bodies and
rear cover.
In the crank-case nose are installed the reducing gears, tho propellor
shaft and ducts to the units being installed on the nose. The central
crank-case consists of four steel ahd two aluminium parts. In the in-
ternal crank-case spaces is placed the shaft with crank-mochaniss end
the drive parts of gas-distribution and balancing devices of the 2nd
order.
On the crank-case eteel parts are installed two cylinder rows. Each
cylinder is fastened to the crank-case by means of twenty bolts
through spherical washer. in the lower part of central crank-case are
placed four flanges for fastening oil-drain tubes from the crank-case
spaces.
To the rear transitional crank-case body is attached the front super-
charger body which separates the roar crank-case space from the super-
charger and at the same time acts as the collector-dietributor of air
to the cylinders.
Between the vertical wall of front supercharger-body provided with
some ribs and with the case-type diaphragm /from the crank-case side/
is formed the expansion-0=0)er with labyrinths through Which passes
the cooling air for the engine.
The rear supercharger body is connected with the front supercharger
body and forms together a space in which the rotors and the engine
diffusor are placed. On the rear compressor body is fixed a rear crank-
case cover, in the apace .between thom are cog-wheels of supercharger
rotor gear and of all unit* installed on the supercharger rear body
and the crank-case roar cover.
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Through the vertical walls Of the front and roar suporeharger bogy 50X1:
paeses the accessory drive shaft; on the shalt-journals on which is
rotating the supercharger-rotor axle.
On the supercharger rear body are installed s from tho upper part
- the throttle-box /through the gear/, from the right side -
the combined drive of fuul-pump and of /Mechanical and electrical/
tachometer, from the left side the oil-filter MPS-19, placed at ell-
inlet in th(; engine main oil-inlet in the engine main oil-lino
with the oileump being at tho bottom.
The engine cylinders are plaaed oft tho central
crank-cane in two rows in thu alternate /etaggerod/ order ana
provided with floating floats and east guides under the outlet valves,
and the stiff seats and bronze guides under the in/et valves.
The air-supply from the supercharger into the cylinders is provided
by means of fourteen feeding pipe-lines connected by ono and to
the cylinder and by tho other end - to the supercharger front body.
Tho outlet cylinder parts of the front and rear row are directed
to the rear side.
On each of the cylinder-heads aro installed two spark-plugs
SD-38-BC and mno nozzle FB-10 XT.
The pistons. each piston is providA with five grooves
with gtaphitized operation =faces. On the piston there are
placed three gas-tight and three oil-collecting rings.
Tho gas-tight rings are wedge-shaped. Tho uppor chrom-pleted stool
ring has the cylindrical oporation-eurfaco. The piston-pin is fixed :
with plugenute upon cylinder.
The connecting rods.
Thu engine is povided with two sets of connecting rods. For each
of cylinder rows there 14 a set of connecting rode which consiats
of one main and six auxiliary connecting rods. The main connecting
rods have front fastening! of ?reek-head-nut in second cylinder of
the front cylinder-row, and in the fifth cylinder of the rear
cylinder row. -
The crank-ehaft is detachable and consists of throe
main parts. The crank-Shaft is rotating on the three roller bearing
from which the first one is looked against the longitudinal move-
ment and has two swinging counterebalancioe for the dapping of
torsional vibrations and for the balancing of lot stage inertia
momenta from gradually :mina Amass and the contrifugel forces
of rotating:mum/a. Per the balancing of 2nd stage inertia move-
ments tram gredunlly moving magma on main journals of the oranke
shaft are assembled 2nd stage balencies.
Gas dAstribution. The front and tho rear cylinder
row have separated gad-distribution mechanism. The Valve-operation
is controlled by moand of oam-ringe, tho pushing rode, push-pUll
rods and levers of valves. The cam-rings are rotating on stool sup-
ports which are Centered on the extended rings of vertical walls
of the front and the rear parts of central orank-caso. ? ?
The front cylinder-row is controlled by moans of a eai-rinc and
by moans gear-wheels of the gas distribution, which axe dtsplaced
in tho front transitional body of the crahkecase. '
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Tho cylinder row is coUtrollod by a cam-ring and by goar-whools 50X1
of gas-distribution inlet displacod in tho rear space of the crank- .
case roar tranaitional body. Tho coupled /intormodiato/ gas-
distribution goar-wbeols of tho front and tho rear eylindor row
axe made floxiblo.
The puehors with tho guiding olomants for each of cylindor-rows
aro onncontratod, on tho front and the rear crank-caso trnnsi-
tionnl body, respectively.
Engino governor. The ongine governor is of piano..
tory typo with 310.54 aoar ratio with two chanol oil ducts loading
to the propellor, and consioto of throo main parts s tho loading
self-adjustable guar-whool, tho hub of which has boon previously
pressod in the hot state on the oplino of crahk-shaft part, of
fixod solf-adjuoting goar-whool fastened in tho crank-case nose
and of tho propollor?dhaft with 12 satellites rotating on tho axes'
of ontollito-housing fixed and oonnocted !lith tho propellor-shaft.
Tho hollow propollorchaft is oupportod on two journals of tho
ox-
tendod end of the crank-shaft front part through two slido-boaring
proceed into the propoller-shaft spaco. Tho crank-ohaft is sup 4
ported on down and aide proseuro-resieting ball-bcaring whioh is
inctallod on the moose of crankcase nose. For air-screw instal-
lation on tho ohaft thoro are oplinos of involuto profile.
Tho engine cuporcharger is of contrifugel
radial type with cschanical one-speed drivo. Tho suporehargor rotor
is manufactured of forged aluminium and represents no assembly .
oomplote with control-unit. Tho rotor-drivo-mochanism is placed
in tho supercharger body and consists of elastic goar-whool of .
tho componont-drivo of tho doubled gear-wheel and rotor-drive .
ohaft which is provided with goar-whool.
Tho auporchargor4iffuoor is produced of magnesium-alloy and is
installed on tho roar ouporehargor-body with a groat guarantee-
clearance bot000n its bladoo and tho vertical wall of the front .
auporchargor4ody.
The accosoory drivo. Tho engine accessory drives
are taken from tho imagine crank-that through tho gear-wheel
'cyatomo. Tho drivo..ohafts of tho direct injection pump NV-82
the high.procoure pump liSh 13 and the combined fuel-pump drivo
and the revolutions computing gauge arc placed in tho indopandont
bodies which are metalled directly into tho orarik-cato roar
cover-nose on the sliding-boarings.
The otartor system. Tho starting of tho engin()
is carried out by moans of electro-inertial starter. To facilitate
the starting thoro are inatallod an the engine clootro-magnotio
priming valve and two nozzles which delivor the fuel to the super-
charger inlot in tho nomont of starting.
v/2. THE ENGINE PRINCIPAL DATA.
.Tho General Data.
!lark of th4 engine
Tho cooling ayotom
. The cylinder dippooition ? f * ? ?
?
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---., The number of cylinders
rh...)rd..r of cylindJr-numboring . .
C,'linC .r i.metor in milimetros . .
Stroke of the piston in nilimotres
Tho cyline.Jr dioplacement in litres
The dcgre of compreonion
Tho direction of orank,.shaft
and the pr Teller rotation -
Th.*; reduotion gear
. .
? ?
? ?
The roluctim ration ?
Thc surr.rcharger ? ? ?
The guar ratio
I Enginc: OperatiO4 Oatintli Tho 4 Proosu
in ,numbo ly.liind
Ili?. of
Conditions the
crank
ohaft
r op 41
14
Taking for first tho upper
vortical cylinder of
the rear raw from behind
tho angina. olock-wisc
155,5
155
41.2
6,9 + 0,1
Clockwise right-hand, scan
from tho roar cover-sie.Q.
planotary, with 12 cylin-
satellites, with
two channel oil supply
to the feathering propellor
31/54
-One-speed centrifugal
7,27
super-
charger
in mill
=tree
mercury
The j Fuel
noninaheight in kilo,
in grams
metros por hout
Take-off
/the tin,: of
non iatorruptod
.veration not
more than fivo
minutes
Nominal /rated/ 1530
1650
0,9 of nominal 1580
0,75 of noninnl 1150
0,65 of nominal ,-995
1900
0,60 of nominal '920
0,45 of nominal 690
2600
2400
2400
2300
1250-25
1020+10
102010
940 il0
2200 850 +10
2000 835 I10
1800 820 I10
1600 760 140
The posi-
tion of
mixture
self cor-
ractor of
NV-82punp
RS-24:14
regulator
ound 617-665 Aut.norm.
mixture
ground 435-480
1600
560-386
ground 260-280
crlund 199-209
grAund 184-193
ground 158-145
? ?
'
?Aut.loan
inixtnro
Note.
The indicatei conditionn are values forch,:oking of the corect rt,gu-
? lation of tho fuel consumption during the engine greund-oporation,
In order to certify tho minimum fuel consunption per kiloactor at
.the cruloo-flight spoeds in nococaary to fix the conditions of
engine-operation rucommonded by tho instruction according to
the range calculation and aircraft-flight ondurnnto.
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1 NO FOREIGN DISSEM f,
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. 6 -
Tho limits of crank-shaft revolution in r.p.n.
a/ naxinun pornissiblo number of rovolution
during not nox?. than 30 soc
2700
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.b/ nunber of revolution at idle running at
aircraft cuctain cporation 9004400
The cylindor hoad tenporature =toured by therno-clectrical thormo-
motcr on tho aparkplug roar side of tho 5th cylinder in dog.contigr.s
a/ nininum tamporature for good ace.aeration 120
b/ roconnondablo not noro thon 225
0/ maximum pormittod tomporaturo nt tho tak-off
and climbing, not moro than 19 minutes
including. the poriod for take-aff not more
than 5 min 250
/Awl spocitication
VUol pump s
Typo
Fuol Supply Systoni.
patrol /bonsino/B -95/130 with
octane nunbcr not loss than 95
Direction cf rotation
0aar Ratio
Diroct-injection pump s typo
a/Ix:ginning of tdol injogtion according
to tho d,gro:is.of crank-shaft turning
b/ in*
of direction of rotation
0/ goar ration
oporation+ordor sf the pump elements
typo of fuol-mixturo regulator . .
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r,
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rotary /unit 404 A,..v/
nnticlodkwiso viewd.
from tho tnil-sido
1
NV - 82
+ 3 dog
30 der
after tho top-dead-
point in tho momont
of auction /fixed on -
tho 4th eylindori.
NV r 82
el,ckwise /right/ ?
vicuod fron the tail
aide
0,16 '71:6/
1-107-5-14-9-4
-13-8-3-12-7-
2-11-6-1
RS 24M
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-
S.
nosslo, its typo s.nmnbor
7 Ole
hi the fuel-precaur an tho NV-82
punp-inlot in kiIngrans per sepal
F2-10 ET nne for each
eylindor
? . . at full throttle nnt
lesc than 1
at normal oporntionr
1,5 - 2
Lubricating System.
The kind and spocification of oil
Oil pimps
. . . . Mineral, MK-22 or MS 20
Twe oil-punps, the first
0
11s-6sv of gear typo with
punping in and out stares
/inetallod on thc roar
comlinr/. The socond punp
MNP-T of goar-typc with
? pmmpinr in and out stams
anstallcd on the ?rani&
case noso/.
Tho direction of rotation
Gear ratio of tho
Coax ratio of the
ankWil30, ViOW(.41 fron
the tail cad?
roar punp ? ? ? ? 1-125
front punp . . . 1.19
Specific oil conaumption at condition
of 0,9 of noninal and loss in crams/
N.P./ hoar not noro than 10
threuch tho oscine at nominal
cJuditim with tho oil-tonporature at
tho engine inlet of 65 dec. contigr.
311,U:cram? por ain 40 63
The hoat?transfor of 911 at nominal
condition at ?il-tonpo?Lturo of 65 dog.
eentigr. at ths ongino inlet in
Meal per min
Oil-prossurc during tho op.:rational
conditions, at the oil-tcaperaturc of
40-90 d:z.conticr.at tho ongine inlet
in kg per eq.em . .
in tho rear oil pump not loss than
in oil-cleanse Mr 3 19 nm.
n- moro than 1050
at tho fr-nt oil?punp, not loss than
5,5
5,0 kc/en3
4,5
in tho crank-cam; nose on the regulator
inlet at loaot 4
in tho variable pitch propollor nain-lino 40 +3
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_ _
_
It
-8-
Tho oil-pro/Imre for regulation at tho oil-tonporaturo at the en
inlet at 60 dog.contigr. at 0,9 nominal conditions in kilnarnno 50X1
lour sq.cm.
- at tho rear oil punp
- in tho front oil-punp
5,8 . . 6,2
4,5 ? ? 5
Mininum oil-pr;ssuro in the roar oiii-punp at idling runnire
5400 r.p.71. in kil.,aramc per sq.cm. not loos than .
3
Oil tonporaturo at tho ongino inlet noasurod at tho rear oil-punp
in dog.cont. s
roconmondablo 65
nininum 40
maximum pornittod at sustain oporation 80
naximum pormittol during not noro than 10 minutes
not lcso than ? 90
Oil-tomporaturc at .tho onaino outlet in dog.centiar.
rvcommonJIblo not mom than
naxinun pornitted during not nom than 10 ninutoo
Can distribution.
Inlet and outlot ?tacos in tho dogroos of crank-nhaft turn s
Inlot binning 23 dor + 10 dog till trT
(lend pint
inlot end 66 dog after 1 It dt%ai
point
outlet boginninT 74 dort? till the low
dcad point
Jutlot ond 25 dcg + 10 dJr lftor
upper dt.nd pirtt
Tho cloaranca bctwoon the lovur-rollor and tho valve-rod at tho cool
ongino in nillinotres
- at the chocking of thc gaa dictribution st:aes . . . 1,9
oot for the aporntion 0,35
adniesiblo during tho cloarnnoo Chocking at the operating
onglno at cool condition + 0,25
0,35 - 0,10
115
125
Tho ignition Groton.
Numbor and typo of mngnoto
ignition spark-ndvanco for both . .
magnotoo in tho dt.groos of crank-
shaft /cmgacto potting angle/
Tho ordor of ignition in cylinders
Direction of marnato-rod
rovolution
guar ratio
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two nagnetoo MB 14 T-2
with constant anrlo of
apark-advanco
? 23+1 c1:41. till the upper
dond point of tho conprob-
sion stroke Aho sotting
is to bo carriod out in
the occond cylinder/.
. 140-5-14-9-4-13-8-3-12-
4-2,114-1
in opponito.conso to clock-
wino direction viowod fv,In
tho tail-side
1,75
,1
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aluattratou butirwell thu intorrupter contact
in millimetres
number and tyre of spark,plugs
0,2 - 0,3
two scmened plugs
51$..38-BS in each
cylinder
tat:axons? botween tho spark-Pim:
electrode? itodllinutroe 0,28 - 0,36
Tho wino aceossories.
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Regulator of revelution nunbor ? R 50
Rotationodiroction of the generotor.rod antic1 ckwier:
.viowed from
Gear ratio 1.027
Eloctvoeinertial starter of combined action . ? . ? ? unit SKD -2
Propellor AT-50, four-
blado type
of 3,8 dianote
drive to the tachometors, the shaft-rotational diroction and goar
P3111? t
aul drive with two ?hafts - one shaft with loft rotation with
the gear ratio of 1.5 for the tachonotor with mechanical transnls-
clone the oecond one of clookwieo rotation with tho or ratio of
0.5 for tho tachometer with t electrical transmission.
Thu current con4rator
Suplemontarysmits.
APtation-Al direction of tho gencratork-rod
guar ratio . .
tilgrpreseuxu 011+punp, typo . . . - ..
rotational direction of the high-pressure
rod
GSR 6000 A.
. ? . .
direction /loft/
viewed from the go-
norator rod-sidc
2 74
.... NSh 13
^nticl^ckwiso,
viewed fr.:n rod-
side.
guar ratio 1
Ilea ?
r:tational 41rootion nf the devioes-sh,Ifto viewed tho shaft..
yod aids. To rotationnl direction of the doficos-drinG viewed fret' -
tha flange-431de fron be1.)17 the device'.
Weight and dimensions of the engin,:.
the dry *nem /with starter in kile,Irane/ . 1020 + 2?16
Sontit of the engine including tho NT - 82
pump to nillinctrus ? ? ? ? ? ? ?? ? .. ........ 2010 + 10
Mlanster of the CNOT of the valvo?heueint: in millimetres 1300 + 5
;
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?
? 10 ?
sic. 3 Tho eche= of the rodueing unit and tho =Pommy unit-
?
.drivoo, annonblod in tho orank-cnso no s
1.pcnpine-out atom). 2.ouporchar,7in.- stoat.: 5.',1.1?panp
drivo. 4.prore11or-ohaft. S.rovolution-rogulator drive.
6.nacAoto drivo. T.oil-punp. 8.rodueer nain roar uhool.
5.satolltto or /12 pioaza/. 10.ianovab10 guar 444
of tho rodueor. 11.orank-ehaft. .
Ile. 4 The,sehen4 of tho aceone...ry-unito drivo aecanbled is
thonurareharcor..roar body and on tho roar eowlinG
Moo fran tho back-eido/
1. tho rem drivo. 2.tho suporeharcor 'wawa ant*
drivo Acotold coarzho61./ 3.tholiSh 6817 oil runp drive.
4.tho conorntor drivo. 5. thc aeooseory-unite Elston vith
nuar-uhaol fur olaotio umencunont. bormourn pump dttwo.
7.thw oloctrioal rwrautiou oomputimc amen drivo.
0.1,otrn1 pump Zrivo. 9.th.s 1V-02 pump 4rivo.
S -E-C -R-E-T I
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NO. FOREIGN DISSEM
- 11
Chapter II.
Tho engine preparation for night.
I. Encin; iruparation for starting.
Durina the engine preparatitn f)r stnrting it.is nocuanarr
ChLck th, filling of the fuel and oil tanks which shall be
carriJd cut with taking accent of flirht-duration.
The ..11 p.Alrel in the oil tank shall be filtered by mann of
t neah-filter inotalled in the fillinr pietc.1 met No.24/end.
by mans lil-tank neck-filter.
During the fillinc of thd ,il-uysten, if the full inl-tmount
was previeualy drained, open tho connectin(.1%-fittina muffle 26
Aig.5/ _n the front oil-punp and expell the air fron tho lino
untill the oil c)acs out in the full flaw. After finichinc this
*per..ti,a put on thu muffle and pecure it by nut-lok.
2. Drtin th- rule sump .f the aircraft fuel ayaten.
3. Ch,ek th_ hernetical oealin f the hiah pm:Imre cock, of
tho fuel system Teld the )ration of plunmr fuel-punp. For
this purpose nak, the flllowing arranc-enenta. Switch on
the plunrur-fhel-pump with the at closed fire-cock tnd ascertain
on the pressure grace if there is the total nbsoonce of fuel
pressure. If the fire h.p. codk is fully hermetically cloned
the pressure caw%) p..sinter sh*uld be in tho zuro.position.
Open the h.p. eock,.awitch on the plun.?er punp and ascertain
at p.r. if thure is ann.: fuel-preseure.
Cheek .if thJ prininr valve is in rood order
by 2.3 ehort-urotien,s,/itchinf; of the prinina switch and an..
certain if there is any fuel flow thrugh the back line wannest.
in fitting of the roar aupercharger bndy.
Cut-ff the plunger fuel pump.
4. Chock the reed cenditi;n and sawthnoso :)f the travel of control
of the throttle, ruzpl:tor of rovolutina mixture self-tdjuatihe
dJvice :f th4 RS 24 it regulator /of the NV - 82 punp/, the oil
o .ler flaps as well as by the cowlina rills.
The clutching shall be cnrried out in the full ranortf controls
travel.
5. Ascertain if there aro not indentations the airscrow b1440.. ?
6. Chock the if thu drain-lines 1.ading fron the inlet-pipes of
the seventh, ?Oath, nineth cylinder, are clean. The chocking
Up of the Irvin-pipes 13 not allowed.
7. The coring preparation for atartinaup at arlpiont air toiircratnto
l_oor than 5004should bo carried out acoordinc t, tho hints,
nontilnod in tho part.IV. ENG/NE OPRUTION AT LOW TEUPENATUES
OP =TER= alt.? ?
IS-E-C-R-E-T
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8. Lliediltely boforo the atixting /tho icnition buing switched off/ 50X1
check the airscrow. If ,:xcossive cff:,rt shnll be %wet When .-ivinro
the pr..pellor tho rouu...0 put off fr.n the sixth, neventh, cirhts,
ninoth cylinder tho plus and give .tt tho pr,pollor 3-4 ball
rounds for draining ^ut tho cunulate:: fuel or oil frnm tho low
cylinder of tho conbusti:,n-chanbers. If tho turning of tho pro-
peller proceeds normally /without any oxcoesive effort! put
tho plugs back in the cylinders, fullfilling the requironento
stated in tho ohaptor VII /P.9/ and give once noro pone rounds
to the propellor.
The short poriod of tine betwoon the giving tho round to the pin.
poller and the starting of the ?mine shall not oxceed 15 nm.
In the adverto case the Giving rounds to the propeller shall be
repeated.
Note.
/Wallw the ropoatod starting during one by, whon after tho enetino
stop rase store than 15 nin. and tho cylinder hood tomporaturo
.will oxcced 60 dJg.00ntigr. tho 4ivin round to tho propeller
can be carried out by tho electre-startor, tho flywheel boing
provi.usly put into operation.
2.The eneino otarting.
1. Sot the ocoling flaps into the position OPENED.
2. Sot the oil-radiator flaps into the position CLOSED.
5. Sot tho mixture solf-ldjustin- device of tho RS 24 /I rerulator
/Of the NV - 82 pup/into the position autonatio normal
nixturo.
4. Sot the lover of throttle into the p.sition which corresponds
to 800 - 900 r.p.n.
5. Sot tho control-lover of tho rev-Aution-rogulator into
tho position PIDE-PITCH.
6. Sot tho elaetro-otarter ever-switch into the position START
and rotate the starter fly-wheel. Tho duration of the rotation
of tho flywheel in to be carried out in the period of 18 sec
at tho net-voltace of 24 V an'. 15 sec at the net-Voltage nore
than 27 V.
Neto.
It in nonscsary that during olectro-starter flywheel rotating
.tha mirnorou rotatos. In adverse caso it is neoonnaxy to reduce
rltatim.Toried and c:ivo the pripellor Bono rounds in the olio*.
wine direetion for getting the starter-retched from the con-
nection with the ongino crank-shaft. It is possible to switch
consequontly the electro-starter not noro than five tinen
with tho interval of two ninutes. Aftor finiehing this operation
it is n000snary to c-ol tho starter leen during the poitod not
?
lens than 10 minutes.
ti?
._ ---
IS-E-C-R-E-T '
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5. Th ohone of thu enter .1.1 cirou1mtion.
mnd vantilatimn.
1. Tho nomouronont of tho oil?rroanuro in tho front Al-punp.
2. Tho oil-duct to thm soloct)r-valvee 3.Tho cont pipe.
4. This mvaourumuut of thu oil-prusouro in thu roar oil-pump.
S. Tho noaourenont of tho oil-turvomturo on thu ongino inlet.
6. Tho nusour.;nont -f thu oil-tonporaturo t.n tho onc,ino outlet.
7. Tho diamwratina. 8. Thu drmininn. pip. 9. Thu eAluty ooCk.
10.Thc vont-pip?, 11.Tho oil-tank. 12.Tho fomthorina punp.
MTh? ef?.11ur. 14.Tho roar .'i1-pup. 16.Tho noah-filtora of
-tha 17.Tho oondoncod wator drmin. 18.Tho 1t73-19 nosh-
filtor. 19.Thu roturn-pipos. 20.Tho vont in thu dipphronn.
21. Thy fr:.:nt oil-punr out pumping main-lino.
22. Thu Al :tuct to thu frcnt oil-punp.
23. Thu nosh.filtor nf tho front cil-zun.
24. The fr::nt )11.1.1Unp. 25. Tho MPS 194.
26. Tho sonnuctinc.fittinc of tho air-vent fron tho oil noin-lino.
? S-E-C-R-E-T '
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11 NO FOREIGN DISSEM
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.1 NO FOREIGN DISSEM
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50X1
During this oporatien it is all.:med nay ono switching on correspond*
ing with the period of the c.;nbine2.-period of starter t?porating not ?
including the tine-torn necessary for starting in the period of
22 sec. end the renaining with the eonbined operation torn of 7 sec.
7. Switch on the oil-punp and the prof:mare in the fuel nain?lnin adjust
to 1,5 e 2 k. per eq.c.n.
8. After finishing the starting of the flywheel out the electre*etnzter
over-switch to the position 07 and after 1,5 e 2 airocrew rounds .
switch on thu ignitiin and electronagnotio valve of fuel-cupply.
Thu fuel sulply is to be carriet: out by switching on each in duration
of 2 - 3 sec. till the tine when the opemtion of the wine will be
constant. When the engine is in operntion, cut-off tho nanoneter and
ascertain, if the readings on the oil-pressure nononeters are coma.
In the case that the oil pressure in the roar oil punp will not
reach 3 kg per eq.cn during tho period of 5 e 8 Imo. the engine
shall be stopped and the cause of nalfUnetion found out and romeded..
9. At the cemstant engine-operation the fuel-supply is to be stopped
and the control-level shall be set by anonth novenant of the throttle
into the position which corresponds to 1000 1100 r.p.n. and
tho nil punp shall be cut-off.
It is not aemieeble to open nuch and sharply the throttle during
tho engine starting and to supply the engine exceoeivoly wAh fuel.
10.In the case that the engine Should not start after three starting
attenpo tho starting shall bo stopped, tho cause ,of the railfunotions
found out and reneded.
3. 'Warning and inspection of the engine - and accessories ,7peration. ?
EheAne warning-up.
The engine shall be warned with the propeller fully relieved
at 1000 - 1100 r.p.n. up to the boginnian of tho oil-teanornture
rice on the engine Inlet; after this increase gradually the worts,
revolutions to 1500 A. 1600 r.p.n. by opoting the thr-ttle and
carry on the warning untill the oil tenporature on the engine
inlet will not be lower than 40 deg. centrigr. and at tho engine
cutlet not lower than 45 deg. contrirr. After attaining the men-
tioned oil-tenperatures it is necessary to increase c-noequently
the engine-revolution to 2200 r.p.n. Acooeing to the on,line 4
warning open the cowlinr-fleps.
The engine is concidore% to be warned up when the tenpeentere
of the cylinder honde will be notlqwer than 120 doer. the oil
topporature on the engine inlet net lower than 40 deg.centrirr.
and on the engine outlets not 1..wer th:Ln 45 der.centr. Inspect.
after the warming*np the engine rind component operation.
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NO FOREIGN DISSEM f
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Inspection of the magneto and spark-plugs operation:
1. Sot the revolution-regulator control-lever into the position
PIDE PITCH.
2. Sot the control-lever of the throttle into the position whia ,
. corresponds to 2200 r.p.m. and let the engine operate on theme
conditions during a period of 10 sec. for annealing of spark
plugs.
3. rut-off gradually for 5 - 10 sec. each of thonactotos. After
shocking one of the magnetos beforo the cutting-off of cocoa
one, let porate the both magnetos during tho period of 540 ass.
anneal the spork plugs. After the cutting-oft of OW magneto
the decrease of engine revolution-number shall not exceed
100 r.p.m. The decreasing of the revolutions more than 100 r.p.m.
indicateo the malfunctioning of pings, the ignition conductors
of the magnetos.
Cock of Operation of propellor and of the revolution regulator.
1. Cot the control-lever of revolution rogulator into the position
PIM PITCH.
a. Set the cmtrol-lover of engine throttlu-flap into the position
tbich corresponds to 2200 r.p.m. and reduce the rovolution
=ober to 1700 - 1800 r.p.m.
I. Cut onco more control-lover of revolution regulator into
the position FINE PITCH and ascertain the engino revolution
number. At the normal propeller and regulator operation the engin*
rovolution number shall .1.ncrease up to the ignitial number of
2200 r.p.m. during a period of 2 - 3 sec.
Clock of generator-operation.
At tt2 wino operation under the conditi,m f 2000 - 2200 r.p.m.
escortain if the board-storage battery end ground oloctrical feed-,;
Lime are =itched-off.
2. Put the generator over-owitch into thu p^gitinn swrimED-or;
the voltace in this ease shall be 28,5 V.
p. tijuat the loading tl 100 A by seitchingo:L the clnou:Aorn of
electrical power.
4? EMduco the engine revllutien number t, 1000 r.p.m.; in this
camo it is necessary to adjust the rtvers-ourrent relay and
the voltmeter indications shall fall down to zero.
S. Dim the engine revolution number to 2000 - 2200 r.p,m.
At the normal operation of the genorator, of the voltage-regu-
lator and revorso-current relay, the voltmotor indications
Mall restore to 28,5 V.
d. After finishing the check of the generator-operation switch-off
the consumers of electrical power.
iS-E-C-R-E4 jr
NO FOREIGN DISSEM - ?
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NO FOREIGN DISSff
16 -
Engine 4eration check at the constant revolutions.
.1. Set the control-lever of revolution.regulator into the position
FINE PITCH.
2. Set the control-lever of throttle into the position which cor-
responds to 2200 r.p.m.
5. Slow down the propeller revolution to 1700 - 1800 r.p.m.
4. BY smooth upening and shutting of the throttle change the cup.-
charger /Rik/ to 100 - 150 r.pm. mercury in comparison with
the original state. During this operation the engine reVolntiNt
number shall remain stable. At sharp shutting or opening of
the throttle the engine revolution number can correapondinglY
dveroase or increase to 100 - 200 r.p.m. but during the period
1 ? 2 sec. the revolution shall.stabilizQ to the previous state
i.e. 1700 - 1800 r.p.m. After checkin the engine operation
at constant revolutions move the control-lever of revolution.
regulator into the position FIVE PITCH. Tho engine revolutions
number during this operation shall increase to 2200 r.p.n.
Thu inspection of the propeller feathering system.
The inspecticn of the propeller feathering system ,n the ground
can be carried out partly or fully as well as operating or non
operating. The complete inspection of the airscrew feathering ?
system is car-rid out after the engims, /or installing diamanteIed
for a certain time/, the rev.lution regulator and of th?. propeller
or of. any other of the foathering-systum components as well as
after passing of 100 hours of permanent oneration.
The partial propeller feathering system inspection will be carried
out in the following order :
1. Set the control-lever of revolution r,ratiator the position
PINE PITCH.
2. Set the control-lever of thr,ttle into the position which con.
responds to 2200 r.p.m.
3. Switch on the featherinc pump f-r short-duration untill the re-
v,lutions will decrease to 150 - 200 r.p.m.
4. At the moment of revolution decrease bot:inninc when the propene.
001048 into the feathered position 'switch on the feathering-rump.
After cutting-off the feathering-pump the unaine revolution than
stabilize t the previous state /2200 r.p.m./.
The complete inspection of the propeller-feathering system is
carried out in the same order as the rirtihl inspection $ during
this operation the feathering of the rr,peller blade on the eve..
? rating engine /On the ground/ are (tarried out at engine revs.
lutions of 3.000 r.p.m. at the superch:Irge Pe - 400-500 ma
? merott:7.
S-E-C-R-E-T
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] NO FOREIGN DISSEM /
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At the pr...::eller-blado feathered r,sition it is 311(m6d tn oparftte
/11 the ,...:rund/ the eneinu at approximately 50D r.:).m. During ? 50X1
the warming-up of tho engine without sunoreharce the ongino-operttinn
time on the rround with the propellerblad-s in feathered position
eh-11 be kert at minimum /not more than 15 sec./.
Znino .:per:tian at nominal conditinns.
During, the .nine operation at nominal cmditinne the aelf-adjaetine
device lover of mixing reeulator RS-24 If /of NV-82 pump/ should be
in the position AUTOM.NORMAL MIXTURE and the indicaWns of gauges
shall be as folcws.
The reveAution number in r ? m
Supercharger in ma mercury
Oil-pressure in the roar .-il-pump in kc sq.em.
not loss than
The .11-:,ressure in the frnt -41-punp in kg
per sq.cm n^t less than
Thu fuel pressure in kc per sq. cm
$
The oil temperature ,n the nre.7ine inlet in deg.cont
silt more than
The tenperature of cylind::r heads in dog.cent.
not lorx.e than
2400
1020 + 10
5.5
4.5
145 - 2,0
BO
225
Cheek f en(ine .Teration at idling speed thrnttla.
At the chock of engine operating at speed the clUtrol lover
44?..of revluti n regulat-Ir shall be in the p.-sitLn FINE PIT CR and
the solf-adjuoting device lever of the RS-24 IA 'mixture regulator
/the NV - 82 purr, in the p-sition autom.n-rnal mixture. At the en-
sine idlinc speed operati.m of the indicati'us of the cruses. sbnll
be as f)llows.
Thu revIlution number in r p a 500 600
The ,Al-pressure in the rear oil pump in kr? per sq.
an not less than 5,0
The oil-pressure in the front oil puap in ka
per sq.cm not less than 2,5
The fuel pressure in kg per sq.= not less thrtn . * 1,0
The inopection of engine acceleration.
'Check the engine-operation in the period of 1,5 - 2 sea: amoothlY
vening the throttle from the position PINE PITCH to the position
which corres:nnde to the maximal or take-off revllutioms. '
Tho eneine ohall operate without clap., vibrations and durangenent.
At the encine acceleration inspections of self-adjueting dories.-
lever of RS 24 V Regulator mixture /the NV 82 - rump/ shall be in
the povition ADTOU.NOIXixtures the omtrol-lewar of revolutin.
regulator in the position FINE P/TCR. The cylinder head tapperatu,s
Shall be not lower than 120 deg.contr.
S-E-C-R-E-T ?
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The engine .1%ratian inapection at take-off conditions.
The inspectien of tho engino-oporating at take-off conditions is
carried out sinult:neously with the engine accoleration-inspoetion..
1. At the take-ff conditi%ns engine operation the indications
of the devices shcal be ao follows.
The revolutions nunber in r p n
2600
The aupercharga in nn norcury
1250
The fuel. pressure in k per eq.om
1,5
The oil pressure in the rear (41...punp
in kg per sq?cm not losa than
5,5
The oil pressure in tiu, front oil-pump
in kc per scpon O100s.t4a4
4,5
The cylinder head temperature in deg.centr. ?
?
not nom than
?
250
The oil temperature at the engine inlet
in deg.contr: not loso than
80
2. ,The enr.ine operation at take-off conditions in the period more
than five ninutes after the warnine-up of tho cylinder heads
is not ollowed.
3. The repeated inspections of engine operating at takeoff con-
ditions, it is necessary to carry out apparated timo-terms
with cooling of tho engine in tho intervals between the testings..
50X1
4. The encina stopping.
Cool d:mn tho oncino, therefore g
? net the control-lover of revolution regulator int-. tho position
PINE PITCH. Open fully the cowling gills and open
the oil-radiator flap.
- not the engine at 650 1000 r.p.m. and let it
revolutions till the minimal7 lowest possible
of the cylinder-head has boon reached.
The engine-stopping is pernitted at tho cylinder
not exceeding 175 degooentr.
r.,pt.rat.1 at
temperature
hoad temperature
Vote.
In the amner-conditirns when there is no'poesibility of engine
cooling to 175 dog.centr. it is necessary to 1et the engine :Terate
at 650.- 1000 r.p.m. till the loweet cylinder head temperature has
bean reached.
In this ease it is allowed to atop at the cylinder head temperature e
not mere than 190 deg.centr.
2. After engine coaling to the already indioatod cylinder head
temper:tura increase tho revolutions to 1700 - 1800 r.p.m. for
a period 10 - 15 sec. For sport-plug annealing, after which opera-
tion shall be reduced to 800 900 r.p.n.
Stop the engine, putting the celf?adjustingdevice-omatrol lover
of AS 24 11 Reculator !Arturo - 82 pundfron the post..
tion nut?nom?oper. intr. the position STOP and after ceasing of
I
S-E-C-R-E-T
IN? FOREIGN DISSEM
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det,niatiens .pun fully thu thrnttlo f,r expelling of tho eubnact 50X1
gases out nf thu
Cut-off the ignition after propeller-r-tation stop.
5. Shut the throttlu o-nd pull tho solf-adjtsting dovico?loper of
RS 24 it Regulator nixturu /Iry - 82 punp/ int, the position
AUTOMATIC NORMAL MIXTIEv:. In this position the mixture-corrector
lover shall remain till thu next starting of the engine.
6.. Shut the hirt-pressuro c..'ck. In the case of fuel loakocy into
the engine crank caso the hirh pressure cock has to ronain in
the locked position till the next engine starting.
7. After th.. engine's st-T:ang carry ..ut the operations pxyccrihed
for after-flight ins2ection /sue 7.,.22/
Vote .
1. At the encine cooling the aolf-adiustinr dovies-lover of 0 24 Vi
Rbeulator nixture./NV - 82 /Amp/ shall be in the position automata?
nornal mixture.
2. It is forbidden to cover thu cowling gills and cover the ongtmo
vith cnvering at the tenporature of cylind.;x..head nore than
120 d,g.contr. to avoid the don aging nf the ignition insulntiv
duets.
S-E-C-R-E-T
INO FOREIGN DISSEM '
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- 20
Chapter III.
The esv:ine flight operati-n.
1. Bufore take-off it is necessary to ascertain if the engine has
been natiofactrily warned-up. The cylinder head temperature
shall be not lees than 120 deg.centr. and the inlet oil-tempe-
rature in theengine shall be not less than 40 deg.centr.
The indications of all dJvices which contr:1 the engine ovine.
tiers shall be within the units of prescribed conditions.
The oil-pressure at the rear oil-punp shall be not lose than
5,5 kg per sq.cn and at the front oil-pump not leso than 4 kg
per sq.cm, the fuel pressure not less than 1,5 kr; Ter sq..
2. During the take-off and clinbing the maxislun peraitted tempo.
mature of the cylinder head is 250 det:.contr. during a period
not longer than 15 minutes.
5. The not interrupted engine operation at the take-cff condition*
is not all(wed to take wre than 5 ninutec.
4. At the sustained engine operation at the h rizontal flight
the cylinder heed temperature as well as oi1-tenperature at
the inl.t shall be as follows s
The cylindcr head temperature
The recomnended temperature
The perniseible temperature
acceleration conditi,Ins .....
The minimum temperature/for a !rod
? ?
The ail-temperature at the engine - inlet
The rec emended temperature
The permissible temperature
The minimum temperature
170 - 190 deg.centWe
250 deg.centr.
120 degosentr.
50 - 7C dug.cente.
80
40
5. The maximum pernisaible oil temperaturu in the period not less
than 10 minutes at the engine inlet at 90 te(r.eentr. and more
than 125 deg.centr. at the engine outlet.
6. At the ohange of engine - operation conditions it is necessary
to maintain the following sequence of operations s
the less straining flight - conditions, first of all decrease
the super-charging and then reduce the r.p.n. to required ranges
at the more straining conditions first of all rise the nunber
of revolutions and then the super-charging.
This operation sequence during the changing of the conditional
is =cesium in order not to allow the engine-oven.ading, it
is the supercharging shall to not too high at the low revolution,
number.
1. S-E-C-R-E-T
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] NO FOREIGN 1-)ISEM I'
? 1"--
- 2L -
7. For reducin,17 the fuel-conaumption of the enginmeoporatirti in ?
the conditions at 0,65 nominal or 1:)wer it is noceocurV to ptil
the self-adjusting devico-lever of RS - 24 U Romani:or aituturv
/the NV - 82 pump/ into the vsitien AU10MA2/0 UMW71Un-1C
OPERATION.
When chancing the encine-oporation fron the orating conclitlens
to the high :.nos /2200 r.p.m. or morel it ie noceosarY tm put
previously the self adjusting device-lever of redUlator%411nturo
intc the position AUTOMATIC NORMAL MIXTURE and than rise the ewe
gino..oporati:Ins conditions.
C. At the suotained gliding it is necessary to open periddieallY
the throttle or to Shut the c wling slope VS avoid the engine
over ca-eliug. The cylinder-head minimum temperature at enditiC
ohall be not 1 seer than 120 deg.centr.
9. During the gliding with throttle back, open the throttle con.
sequently for the pe.y.i-d of 2 - 3 sec. in order to avoid the
posoible propeller r-tating at the higher than permitted X9,0+ '
lution nunber /2700 r.p.n./.
To open the throttle sharply can tvt be rectnmended.
lO. At the approach conditions the self-adjusting deviee?lever,
of RS 24 21 regulator mixture /the NV - 82 pump/ ahall be pm*
into the idosition AUTOMATIC NORM OPERAT/OE the rev-lotion
rogulatr control-lever into the position PINE PITCH, for
giving the engine the p:ssibility in case of nolo:levity of
getting into the take-off rev.,lution nutbor.
it. a/ During flight bservo the temperature of-ailinder heads
2 and 5. If th temperature of the head? of thcoo
cylinders drops by 30 t 50C at emstant engine ;peed
the follt.ving is necosearY
check the readings. of the UPRN-1 indicators,
chock by sight, whether r, snke comes out from the ex*
hauet tubes of the encine.
At damaging of normal readinrm ,f the VPRN4 indication',
or when ascertaining smoke fr-n the exhausts, throttle
the gas, set the airscrew into feathering pOoition, caltek
eff the ignition and close the fire code.
Tho drop of temperature of the head and smote at the oz.-
haust indicates a fault in the operation of the cylinder
Ne 2 ar 5. '
b/ Inspection of the roar engine oil filter each day lo tow.
rarily introduced. If notal chips will be found in the ell
filter, the oscine shuld be taken ff the aircraft and
handed Afar to the repair shop.
e/ Increase the checking of oil consumption of the emzamm
during flight. At the rate of 0,6 of the nominal 0=0 COO oil
o.msumption should be within the limits 4 eP 6 Iltwo per tufty!.
S-E-C-R-E-T
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I NO FOREIGN DISSEM
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)
22 -
If midden rise 'f the cinsunption ia ascertained, throttle
the g.8, act tho airscrew into the fer.thering positim,
switch cif the icnition and close the fire petrcl cock;
after landinc inspect the oil filters ef the engine and when
netal chipe aro discwered, take tha engine 'If the aircraft.,
If th6 increased consunpti-a la not caused by the engine,
remove oil leakage.
d/ rt.is forbidden undor weather condition? of Ice foraing
to increase the heat-rate of the engine above 2002e by cicsing
of the eacine cowl, because it could result in &lancing "if
the engine.
12. After every fliCht it is neeennary to note in the engine
history cheat the tine and the engine-operation c'aditinne
showed by the control devices indications during the flirht
and inperfoctions accorded during the engine eporaticn.
? t..--
? S-E-C-R-E-T
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1-
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- 23 ?
Chapter IV.
The engine openation at the external-air low tenpernture.
The externnl air low temporatare requires a great care and personal
attention of the air-crew in performing th..: jobs necessary for
the engine-starting nreparations.
To nake easier the engine-stnrting and the engine naintenance at
low tenperature of external-air the engine warning-up is to be
carried -rut by warming up the air and by diluting the oil with
petrol /benzine/.
The general instructions for engine-eervicing at the external-air
1,w temoprature are indicated below and aro to be perforned in ad..
ditiun tn the requirenente already nanetioned in the chapter /I.
The diluting the oil with petrnl /benzine/.
The oil-diluting with petrol !benzine/ at low temperature is used
for relucing the oil-viecosity. Using of the diluted secures
it normal supply into the engine, sufficient lubricating the dvtnlle,
the nornel operation of the airscrew and nf the ren?lution-regulator
and facilitates and accelerates the preparation of the engine for
the starting, beamee it is not neceasary to warn-up the oil and
even the engine shall be warmed lees than oreinary.
During the engine...warming-up after the staring with the diluted oil
and after the engine touting a substantial part of fuel evaporates
and the oil-vitrosity, not nentioning the imoreaeing of the tenpo-
raturs is kept within ',emitted Units.
During the oil-diluting with petrol /benzine/ onc has to fulfill
the following prescriptions s
1. The diluting nf the oil with petrol /benzine/ in the engine-oil-
eysten is carried out when the expected for-casted nininun ten-
peraturu of the external-air during 24 hours, for going the fol-
lowing starting will be 5 deg.centinrndes or lower.
2. The naxinun.pernitted fuel-amount in the nil, circulating
through the engine shall not exceed 16 per cent, what secures
the engine-starting without the proceeding oil-warning-up
the oil-temperature of 20 degr.oentigrn40e.
The neemeeary bud anount for oil-diluting is depondont of
the external air-temperatureindicate.1 in the table 2.
The fuel nnount for oil-diluting.
Mininun external-air temperature foroasted for.. The neoessary fuel
24 hours before the starting in deg.oent. amount in the oil.
in percents
Pron
+5
to
5
5-6
Prom
-.5
to
20
15
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?? 24 ?
3. Thu Al-liluting is carried out on the engine operating at
1200 r.p.m. /at the flight-day and before the angine-atoprind
by means of pourig of tho fuel into the oil...lino through
the electro magnetic-valve EKE 3.
Note.
The durAion of switching of the electromagnotio valve KKR - 3
depends sf the oil-system structure this is indicated in the in.
struoti.ms of air-craft servicing.
4. The engine inlet-.1.1-temperature during the diluting is t be
carried out at a temperature within 40 - 50 degr.centirrades;
the pressure-decreasing of the oil is permitted to 05 kg/sq
centimetre.
5. For filling of the propellormeshanism with the e.iluted-oil
/during the end of the dauting procedure/ at the shut valve
KKR ? 3, increase the engine revAuti-m-number up to 2200 r.p.n.
and carry out by 2.3 manipulation with the regulatcr-control-
lever the decrease of the revolution frees 2200 r.p.n. to
1700 r.p.n.
6. Alter finishing A' the oil-di:luting-procedure shutt off tho
electromagnetic valve EKE 3 and stop the engine.
7. The oil-pressure in the fr3nt oil-pump during tho diluting
procedure shall be not less U.= 3 kg/sq.continetre at 1200 r.p.n.
8. Note in the engine history sheet the oil-pressure at the front-
oil-pun at the end of the diluting-prvedure and tho tine
which was necessary for tho diluting-prseedure.
9. lichen the engine has operated with the diluted-oil roro than
40 - 45 minutes, it is necessary to eT.rry out the 1.1-dilutim
once more.
10.. If the engine, started with the diluted 011, has --rorated lose
than 40 nm. and for any reason it is neeeesary to stop it for
? prolAsged period an a.:ditional oil-diluting is to bo carriel
?ut in dependence of the temperature of the surrounA.171:: air and
of the operating tine of the engine with &lute nu. oil
preseure in the frost oil-pump shall be not lower VIr.m.3
eentinetre during the diluting at 15 - 16 deer.
Preparation of the engine group of tho aircraft for wint.lr.
1. In winter ported, at air temperature drop, it in necessary to pre-
pare the pr)tective covers co that it Would be possible t- fill
the oil system and to warm-up the engine with warm air without
removing them frm the engine cowling.
2. Ibunt the piping or the hoses from the warning-up equipment.
3. Cheek tho tightness of the diluting e'ek and connect-up to
the oil duct the tube petrol supply him the diluting 43'54
in ease, taht ti has boon disconneotod.
,1 S-E-C-R-E-T 1.
II NO FOREIGN DISSEM
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nu EUMIUN DISSEM 1
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+I
Preparation of the engine for otarting-up. v
50X1
1. If the air tomporatm-a can.% bol. 17 -51 C bofoze t:.'e 13=4 etart.
inc-up :n.1 the beginnf.vg of the C./ging dArs it ie revnca517
tn warn-up the engine by means of a hcater, pro:Idod with
fzroing fan. The waxm air frnn the heater mhould be ninaltar.
net,enly lead into the space nf the fr.:at rd rear oil-prnpn.
rind, that the warn air current de= not point directly nn
to Ignition cables and t"de saber boron of the oil duct,
booluce thoY c be damaged by aadden raznarg,-up.
Tho air temperature coning fron the heater mutt be within
the Unite frin 100 up to 1200 C. Tho engine ohnuld be awned..
up ta the temperature of 5? C of the cylinder hoc when fil-
linr the oil eyoton of the engine with diluted oil nrd to
the tenporaturo of 30 - 400 C of the cylinder hoodoo when
filling the oil nysten with warn non dilutol nil.
tonark s
If the ail in not diluted, it in ponnible to start up the en.
gime at repeated etarting-up during the oporational day mitbp
out provilua warminomp rupponing that the i1 tenporatuze
and the tenperature of cylinder heads in at leant C.
2. ref:,ro starting-up the engine and after ito parking with
drainod oil, fill the oil myston either with diluted oil
/according to the table 2/, or with non dilutel ail, warn-
up to the tenporature nf 75 - 80') d. "
3. It in pocnible to start-up the engine 7ithout exchange nf nile
if il in the ergine oil rycton h.-;s been nreviounly dilute,
with rognsd to the 1 war temperature f the anbient air and
in ronlity the weather t7ot warner.
4. If hoe been dilutea with reg-rd t: the higher tenperature
of the abbient air and in reality the weather :rt colder, it
in poreible to start-up the engine only after :Ire-gime wenn.-
ing..up of oil in the whole oil duct of the onelm.,. In this
case oil dh-uld be warnod-up to a tenporature by 5 C higher
than the ..riginal teaperutere of diluting.
If at ctarting-up of an engine aftor a 1ow7-torn parking
the tonperTture of ertosnal .air is below - 50 C, the oil ;
tank, the .-11 cooler andtho oil duct f-r oil supply and mt..
lot ahoula bo warned-up to the oil tenperatare at the entry
into the engine of 15 20? C.
GtartinT.np, cm.rmirg?-up and toctirg of the ergice.
Catintp af tu orgiro to earric.1 mat accoramg to the hints,
ncatiomed in Cle part I, Lh tte foil vt.r.g z:maela s
1.
iftor obsTr.:e O1 carefUlly
f.rdll.oe,tornof o 1-=xm garg-m. W.% r:-.==arn in
tho re= F-np doen not roaeh 3ZzA7.,2 a:.:nr 5 ? 0 coo. frfla
1".ao ctaztirrp-uppthe cecina in to be mtopp:_-1 ar.d to defeat
could be rea?ve2.
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j NO FOREIGN DISSEM :
:0
a
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_ _
tgraip.mss
, .
4,1
? At' 'ortexmal irtonorn,tUres . C it to rneen.-teseed 50X1:
to inCrOrLOO. the'-ereed 033040' 1200. r:P?ru; nti41 `7.?".112' difference
batmen the i1 inlet !,and 'oil, Outlet ,tenporatu;oe dena bt-
rstaeh 5?'C.'
? At oneine toot,. sot 2 3 tines the ,airnerell , from tLL elinb?
int,: on GMAT olirebinc a.nd yioo.veroar in order to 0.11 the air- ??
oorew b*b with worriea.?up oil. ..At the firot-'eaztme tent before '
the te!e-eff.eet the aiVecreW b1a4e partially into the Feather-
ing position.
? If tho oil prop:mare drops durincein eperedOn on the groune.
ra*so than 1200 r.p.n. barn/ 3 7;t: ce2 deo to a o=nidern.blc
diluti,,n by poti....)1 oil nnot be drained and the emcino, oil duct
chould be fillod with fronh non diluted *11, al.-1 than retest
the oil p2MOCUre.
LC.7.1.1'..;31e.?
17.:00,110iVe oil dilution 'Oat result in loalcice of the diluting
. -?Darind'opTine'oporation ??)nt.:the ?irt,:'jund:and''''?dUris72,a,fliGht ith
?I dilitted 'oil: thoOil:-,-,=;re,ersara,:in.'the:;front :awl:roar.ojj penris
can boon the. toirinnirid', by'''.0i54ion2 lower ?,th4n:thenereal.'ionek::.
but ?r.,f.tor.407:.',?:....45.?leinutenef.;*161470 OT'arrttiNI ,t11*.:011
do oeditions ? of.
? startinc-1.41,;??,,Werninizut., and. tectine f the or..dinod flit ftiffr
? fteri::',6'..lnditioneydeternined.:fer ?
11.:.1s_o engine. etop ne.
I. In ',ean