ASSEMBLY OF JET ENGINES

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP81-01043R002000070010-7
• Release Decision: RIPPUB
• Original Classification: U
• Document Page Count: 250
• Document Creation Date: December 27, 2016
• Document Release Date: May 20, 2013
• Sequence Number: 10
• Publication Date: January 30, 1958
• Content Type: REPORT

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C.
UNCLASSIFIED
?
C I.ASS If ICATION
AIR INTELLIGENCE INFORMATION REPORT
COUNTRY OR AREA REPORT CONCERNS
DATE Of INFORIM TION
USSR
1956
NAME OR DESCRIPTION Of SOURCE EVALUATION
M: Assembly of Jet Engines, 1956
Moskva b L. K. Nikolenko
STAT
ASSEMBLY OF JET ENGINES
SUMMARY (Give summary which highlights the salient factors of narrative report. Begin narrative text on AF Form 112s
unless report can be fully stated on AF Fore, 112. List ineloaures, including number of copies)
Forwarded herewith is enclosed verbatim translation of four chapters from the
book "Assembly of Jet Engines" (Sborka reaktivnykh dvigatelyey) by
L. K. Nikolenko and V. I. Sokolov. Published in Moskva, 1956.
The book was written as a textbook for aviation middle technical schools. The
four translated chapters take up in detail the assembly of jet engines both
with centrifugal compressor and 'rihh the axial flow compressor.
c
DISTRIBUTION BY ORIGINATOR (Except USAF and file. Indicate Dupl ,U/or and copies v/o inclosurea, if applicable)
WARXIMQ: This document contains information affecting the national defense of the United States within the meaning of the
Espionage is*a, Title 18, U.S.C.. Section 793 and 794. Its tranamlaslon or the revelation of its contents In any manner to
an unauthorized parson Is prohibited by law.
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(Con't) LIST OF INCLOGURES
STAT
Inc. #30 - Fig. 77 - Schematic of single-chamber washing machine; Fig. 78 -
Schematic of two-chamber washing machine; Fig. 79 - General view
of two-chamber washing machine.
#31 - Fig. 80 - Schematic of three-chamber washing machine; Fig. 81 -
Schematic of installation for flushing of fuel manifolds; Fig. 82 -
Stand for parts in washing machine.
#32 - Fig. 83 - Container for washing of small parts; Fig. 84 - Con-
tainer for storing and transporting of parts; Fig. 85 - Impact
marking.
#33 - Fig. 86 - Electrograph; Fig. 87 - Electrographic marking of
blades; Fig. 88 - Chemical marking of parts.
#34 - Fig. 89 - Centrifugal compressor rotor parts; Fig. 90 - Front
and rear compressor rotor shafts.
#35 - Fig. 91 - Testing hemispheric play; Fig. 92 - Places for testing
compressor rotor shafts play; Fig. 93 - "Overhanging" of
rotating guide vanes 1 and impeller blades 2.
#36 - Fig. 94 - Tightening of locknuts which attadh rotating guide vanes
to the impeller; Fig. 95 - Clearance and tight fits in compressor
rotor assembly.
#37 - Fig. 96 - Assembled compressor rotor; Fig. 97 - Axial-flow com-
pressor rotor; Fig. 98 - Mounting of blade in rotor disc;
Fig. 99 - Gage for checking of slots in rotor disc.
#38 - Fig. 100 - Compressor rotor play testing;flt'ttiiiC; Fig. 101 - Bleide
locking in discs; Fig. 102 - First stage disc assembly.
#39 - Fig. 103 - Device for assembling discs of first and eighthstages;
Fig. 104 - Eighth stage disc assembly.
#40 - Fig. 105 - Checking gages; Fig. 106 - Testing contact of surfaces
by wedgigg; Fig. 107 - Compressor rotor rear shaft tie rod
assembly.
#41 - Fig. 108 - Device for measuring &longation of compressor rotor
tie rod; Fig. 109 - Compressor rotor assembled for testing of
play; Fig. 110 - Mounting of rotor discs.
#42 - Fig. 111 - Compressor parts; Fig. 112 - Lower half of stator blade
assembly.
#i+3 - Fig. 113 - Mounting of stator blades; Fig. 114 - Front a and rear
b truss rings with attaching parts of a centrifugal compressor
engine.
WARNING This document containq information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U S C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorised person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
FORM REPLACES AF FORM 112-PART 11. 1 JUN 48. CLASSIFICATION
A I OCT 52 112a WHICH MAY BE USED.
UNCLASSIFIED
(SECURITY INFORMATION when filled in)
GPO 933456
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STAT
rotor consists of several parts, such as: compressor wheel, front
and rear air intakes, front and rear shafts, studs and nuts. This
whole group of parts joined together in a definite manner and fastened
with studs and nuts forms the compressor rotor assembly. There are
some complete assemblies which consist of several simple assemblies
or sub-assemblies and parts; for instance, the combustion chamber
consists of the combustion chamber casing, flame tube, air intake
section, tubes, and fastening parts. The combustion chamber is an
assembly. The combustion chamber casing and the flame tube are also
assemblies, but they are components of the combustion chamber assembly.
It is only necessary to point out that the combustion chamber is an
assembly that is actually fitted or mounted together, while the flame
tube and the combustion chamber casing subassemblies are welded
assemblies.
The assemblies that rnalce up the engine can be classified in the
following basic groups: machined welded, and fitted
A machined assembly is a group of parts joined together because of
necessity of machining of them all together as a group. The examples
of such are, the compressor assembly, the middle bearing assembly,
and the collector assembly.
Welded assemblies consist of parts joined together by welding, for
instance, the flame tube and the combustion chamber casing.
Fitted assemblies are formed from parts, welded and machined assem-
blies and they are put together directly by assemblers in assembling
teams in shops that produce complete units like engines or fuselages,
or in assembly shops.
All machined, welded, and fitted assemblies are covered by the so-
called assembly blueprints or drawings. The assembly blueprint
specifies the magnitudes of fits or clearances between joined parts
and they also indicate the means of fastening. In several cases
assembly blueprints mention additional special requirements for test-
ing the strength of the assembly. For instance, the assembly blue-
print of a fuel hose together with its fittings states that it must
be tested for airtightness with kerosene under the pressure of 200
atmospheres for 5 minutes and that it should not leak.
To facilitate work with assembly blueprints there is an assembly
specification which is a list of all assemblies with the number of
the assembly, its full name, and reference to which group it belongs
(machined, welded, or fitted). It also contains the number of all
assemblies in the engine, and the location of the assembly - whether
it is mounted directly on the engine or it is a component part of
another assembly.
Being in possession of blueprints for parts and assemblies and
specifications of parts and assemblies the shop technologist can
work out the flow sheet of assembling, and the assembler can put
together such assemblies.
NOTE: THIS DOCUMENT CONTAINS INFCRMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEAWIING OF THE ESPIO'{AGE ACT, 5O U S. C -
31 AND 32, AS AMENDED ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY 1. ANNER TO AN UNAUT~.r,RILEI) PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FCRCE AGENCIES, EXCLFT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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STAT
Such suboperation as placing an assembly stand consists of the
following work movements: a) take the assembly, b) bring the assembly
to the stand, c) place the assembly on the stand.
A part of a production operation which is performed C wishtutra change
of work tools is known as transition. In several b
only one suboperation in the transition, then the concepts of trans-
ition and suboperation become
The whole technological complex of assembly operations performed at
the plant can be divided into the following basic groups.
1. Operations for the assembly of machined assemblies. As a rule
the assembly of machined units requires a constant contact of
assembling operations with machining operations with the help
of machine tools designed for cold machining rofrme metals and for
performed
this reason these assembly operations are
shops or in the assembly groups of shops which are specialized
on the aggregate unit principle.
In the process of asseblabyihand and by machinery are
fitting operations both performed
permissible.
2. Operations in the assembly of welded units performed in the con-
stant contact with the operations of various kinds of welding
which require ppecial welding equipment are performed in welding of thes
shops and also in accessory shops.
fitting ofrpartsnis permissible
machining
assembly operations,
3. Operations for the assembly of units and the assembly of acces-
sories are performed separately from machining a welding and
they are done either in special assembly groups of l
shops in special rooms where the work places are kept especially
clean or in the assembly shop (the first assembly).
4-. Operations for the final assembly of engines are performed
in the assembly shop of the plant (the first assembly).
5. Operations for the reassembly of engines after the work test in
their turn are divided into four groups:
1 disassembly of the engine;
2 identification of defective parts and assemblies;
3 elimination of the defects;
41 assembly of units and the engine as a whole.
All four groups of operations are performed in the assembly shop of
the second assembly or in the reassembly department of the assembly
shop of the plant with xohave to operatiinonthos
third group which in several cases assembled.
where these units or assemblies were
NOTE: THIS DOCUMENT CONTAINS INFRMATIONOR THE AFFECTING THE REVELATION NATIONAL OF ITS DEFENSE OF CONTENTS THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C.-
NER TO AN
BY PERMISSION OF PROHIBITED
THE IT RECTOR O
I IN ANY M ORCE AGENCIES. EXCEPT UNAUTHORIZED
31 AND 32. AS AMENDED. ITS TRANSMISSION
T MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR
INTELLIGENCE. USAF.
16-55570-1 * U a. Gpy IRNM[NT PsislihU ofrucU
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STAT
hwere ave machined witbothnthetoler-
If both the housing and the bushings
ances before the assembly this would
machining operations and the assembly. Intsuch casefinhthehmachining
of the housing the depth of machining fo
The thickness of the
would have to be achieved more precisely.
shoulder of the bushing would have to be made mdre more accurate accurately andlthe
n
evenness of the walls of the bushing must
the proces:.s of assembly both the housing and heb bush hingths eo depth have
to be selected before the assembly on the basis the seat of the shoulder and of thickness neequal of heeshoulder so
that the difference between their
It is evident that to manufacture an oil pump housing as a machine
subassembly is cheaper than to assemble it from finally prepared parts.
The ClassificatiL~e of Assemblin
Principle of
In the practice of the production of aviation engines presently there
are the following three methods of assembling:
(1) assembly with the full interchangeability of parts, subassemblies,
and assemblies.
assembling with limited interchangeability by means of special
(2)
selection of several
uirements of the blueprint
selective assembling).
(3) individual assembly of each subassembly from parts specially
made according to special blueprints or drawings or with the
use of fitting and matching operations.
thof assembling with full interchange-
The most ideal method is
ability of parts, subassemblies a
halftolerances
In the production of each detail
assemblydtoleranceuforcthis
in this case must not exceed
Joining, and in practice they mt conicity even more rigid, because within
the tolerances the parts may have and lss. imp The principle of complete intvia.taone en1ines instheecaserofda conle-
mented in the production of a subassemblies, and assemblies.
aiderable amount of various parts,
As a result we may cite icase ofstheisameanomenclature~ com-
pletely interchangeable
.-
PROHIBITED BY .CLAW.
F THE UN MENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE O CONTENTS I ANY N ITED MANNER WITHIN TUNAUTHORIZ PERSON HE MEANING DF THE ESPIONAGE
OF THE DIRECTOR
NOTE. THIS DOCU
N OF AND 32. AS 3E ITS TRANSMISSION OR THE REVEL.ATI0 ITS T MAY NOT DE REPRODUCED IN WHOLE OR 114 PART. . BY BY OTHER R THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION
I
INTELLIGENCE. USAF.
16-66516-1 'r. U U. GOV UKUENT PRINTING OPPICC
(CLASSIFlCAT10N)
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co
handle of the wrench in this case becomes more
tion of proper orque
presents an opportunity to save on expensive structural steel and the
nvenient
is placed on the handle of the wrench and which perm s
t for bicrhtening the nut. Furthermore, this
s
of necessary wren, e . g
made single end and with a short handle and applied cross piece which
it the
n
f
excessive force is applied it may unbend. Because o l
there may be a large clearance between the wrench and the nut or the
flats of the jaws of the wrench may not be parallel which will cause
damage to the flats of the nut.
As a rule, wrenches are made double end to accomodate two adjoining
dimensions of nuts. This economizes materiel and reduces the number
T- a wrenches from alloy steel often are
in
The Jaw or e en
caliber because first of all it gets worn out, and, secondly whenever
4-1.,4 i
time
i
of the wrench must be equal to the largest s ze o
nut plus 0.1 - 0.3 mm (depending upon the dimensions of the nut).
4-V% d of the wrench must be periodically checked by
of the wrench mus
serial production nut of the corresponding size. In practice the jaw
f the corresponding
t
a
that the flats of e J "
t b such that the wrench could be freely put on the
and of most diverse shapes. To make wrenches strong an C
they are made of structural alloyed steels of the following marks,
4OX, 38XA, 30X CA and others.
The simplest and the cheapest wrench is the open single or double
end wrench. This wrench can be used whenever the access to the nut
is comparatively free, because the ends of such wrenches as a rule
are fairly massive (Fig. 3).
The surfaces of the jaws of the wrench must be sufficiently firm so
s wouldn't be damaged. The size of the jaw
4-1k
Wrenches for the assembly of aviation engines are made with thin walls
d lon lasting
STAT
According to the configuration wrenches may be classified approximates
in the following manner:
(a) flat single open end;
(b) flat double open end;
(c) flat box wrenches with single end;
(d) flat box wrenches with two heads;
(e) socket wrenches with an open socket;'
(f) socket wrenches with closed socket;
(g) special wrenches of various kinds: Allen type wrenches, spanners
and others which are used depending upon the kind of fastening
parts found in the engine.
L----- ITHIN THE MEANING THE CT. 50 U S.C.-NITED NOTE: THIS
DOCUMENT
32. AS AMENDED CONTAINS ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS UN ANY N INNER TO AN UNAUTHORIZ DFPERSONPI0S 1 PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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STAT
Splined box wrenches would be stronger wrenches to be used in sue.,
cases (Fig. 13). For tightening of plugs and taps rachet s
are often used (Fig. 14). A wrench that is used for tightening and
loosening of round knurled nsoi sleeve canvas bent
strap vis wappedr
a canvas strap is attached (Fig. 5)? hand ra the
around the sleeve and the free end of it is pressed by
lever. Whenever the lever is turned the strap on the sleeve
and with the turn of the wrench
Screwdrivers. A screwdriver serves to tighten and loosen screws.
Tt consists of the steel shank thin which (Fig.'. andle is and the other end is in the form
of
The working part or the drive end of the screwhdbiver made inlthe
form.of the wedge and only the very tip (1), wich on the head.of the screw has parallel surfaces (Fig. 17). The tip
kness depending upon the width
thi
c
f different
of the blade is made o of the slot of the screwdriver; it must enter the slot with a small
clearance (0.1 - 0.2 mm). The handle of the screw is made either of
wood or plastic. On Fig. 18, a, - a round fluted handle is shown
while Fig. 16,b - a handle with added wooden sides. From the stand-
point of convenience the handle shown on Fig. 18 is preferable;
addition with this kind of athat isgshownrismFigt 16. grinding
created than with the handle
the tip of the screwdriver it should be remembered that the tip must
have parallel sides. If the tip surfaces are ground on an angle the
screwdriver will jump out from the slot of the screw and wc*vtd damage (burr) the slot. When the blade is properly ground, minimuia farce
can be used for pressing the screwdriver to the screw and, on the
contrary; whenever the tip ground ndtthef tip of wedgble
greater force has to be applie press
screw.
The analysis of the forces applied indicate that in the case of wedge
tip first of all the area of sideways bearing is reduced to a line,
and secondly there arises a vertical force that tends to remove the
screwdriver from the slot of the screw (Fig. 19).
cases in order to increase the magnitude of the torque the turning
handle is welded to the screw handle or the handle is made in the
form of T as it is done with socket wrenches. Usually such screw-
drivers are used for tightening plugs.
Figure 20 shows the screwdriver for screws with cross Clots (Phillip's
type). Blade screwdrivers with a guide have been used (see Fig. 18)b).
In this case the screwdriver is centered on the head of the screw by
means of a guide which is released from the screwdriver by springs.
The worker slightly pressing on the handle and turning it puts the
tip of the blade into the slot.
Tnechanically driven vmenches and screwdrivers. The mgchanization of
tightening and withdrawing nuts and screws as yet has not been ade-
quately worked out. Most of the nuts and screws are tightened and
withdrawn in the process of the assembly of aviation engines by means
of ordinary wrenches and screwdrivers in spite of the fact that there
tighten-
are several mechar>iCaS driven devices, which make possible
I., vans of electric and
screws
f
and withdrawing o
neumatic
p
N THE MEANING OF THEAFFECTING
LDEFENSE OF THE UNITED STATES
AN UNAUTHORIZED PERS NPISS PROHIBITED BY LAW
I INFORMATION
I
A
O
I
THAND 32. AS NAME DCONIA ED
IT THE DIRECTOF.O,
TRANSM ISSION OR T HE REVELAT IONOF ITS CONTENTS IN ANY t ANNER T 31 MAY NOT BE REPRODUCED 114 WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF
INTELLIGENCE. USAF.
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STAT
Figure 21,a shows a wrench with electric drive. The wrench consists
of a housing, 1 which contains a high rpm reversible electric motor
running on the current used in industry. The wrench is turned on
by means of a switch 3 located in the handle 2. The direction of the
rotation of electric motor is changed by means of a slide 4. The
spindle 5 rotating with 350 RPM's is driven through a reduction gear
with the general transmission ratio of 8.4 and the set of reduction
gears consists of 4 gears, 6,7,8, and 9. Chuck 10 which with the help
of a pin is joined to one half of a cam clutch 11 enters into the
spindle. The second half of the cam clutch is made integral with the
spindle of the wrench. When idling the spring 12 presses back the
chuck and disengages the clutch because of which in idling of the
wrench the chuck does not rotate. When the handle of the wrench is
pressed, the spring is compressed and the chuck is pushed inside the
spindle and both halves of the clutch become engaged and they rotate
the chuck.
The teeth of the cam clutch are beveled so that after the maximum
tension of nut or screw is reached the clutch would disengage. The
chuck has hexagon sides inside to accomodate the removable socket.
The socket is held in the chuck by means of a sleeve with ball lock 13.
Before the socket is inserted into the chuck the sleeve of lock 13
is pressed by hand towards the housing of the wrench, because of this
the ball lock will be free to move iri "radial direction and it would
permit the tail of the socket to enter the internal square of the
chuck. After the sleeve is released the'spring will press it back
and will lock the ball lock.
Electric screwdrivers and stud drivers have the same design.
Table 2 presents the specifications for electric wrenches and screw-
drivers.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE U14ITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C -
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
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a e
STAT
`
(According to the data of the KhaD'kov Power
Tools Manufacturing Plant)
E
Electric (Electric
Parameter Electric Wren
ch
screw- Stud
driver Setter
0-60
v1
- 61
vi- 62 VI - 63
__
__
Greatest diameter of tread
12
12
in mm ! -
Number of RP 's of the spin e; 9 0 ,
630
260 1475 for
driving
870 with-
dravrin g
Frequency of current in cycles' 200
200
200
Voltage in Volts 3 or
36 oil
3 cr 3b or
220
220
1 220 220
Capacity Electric or i 200
! 200
in Watts
Dimensions in mm 1140 X 300 i476 X OQ
140 x 320; 0 X 70
Weight in Kilograms 2.2 f
8..7 i 2.2 ', 7.3
Wrenches and screwdrivers with pneumatic drive differ from electric
wrenches only in their drive which is an air
driven turbine that oper-
ates under the air pressure of 5 kg/cm2, Tab
le 3 presents specificatio
of pneumatic wrenches and screwdrivers.
Table 3
(according_to the data of
NIAT)
Parameter Pneiun tiO''wrench :Pneumatic Screwdriver
D2-TR
RP0-b5-O_-1 RPO-353-2
Maximum diameter of tread in mm
10
6 12
Number of spindle RPM's 300
650 350
Operational air pressure in atmos-'
pheres 5
5 5
Maximum capacity horsepower 0.3
0.2 ' 0.3
Consumption of compressed air
while idling m3 rnin. 0.38
0.4 0.4
I Maximum torque in kg/cm 320
100 200
Inside diameter of the hose in mm L 13
13 13
Dimensions of the wrench in mm ',425.-,,125x58
250x50xl32 f 250x50xl32
Weight of the wrench in kilograms 4.7
1.9 1.9
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Feeler gages of various shapes and sizes from 0.03 to 5 mm and
above are used for measuring clearances. STAT
For measuring conical holes and outside conical diameters beveled
gages of various dimensions are used.
For measuring depth and length, depth gages, simple and equipped
with dials, are used.
For visual inspection of parts magnifying glasses of various
magnification from 2.5 to 10 are used.
Luminescent inspection apparatus and magnaflux are used for
special inspection to discover cracks in the metal.
Prisposobleniya*
In the work of assembly the term prisposobleniya is given to a
mechanism or a structure which is designed for creating conven-
ience in work (locking devices) or for increasing the degree of
precision of work (guiding or centering devices) or for conven-
ience and precision in the process of inspection, or finally,
for increasing productivity of work (mechanizing devices).
Devices in the modern assembling process play an enormous role.
A correctly designed and made device provides not only convenience
of operation and high degree or workmanship, but also increases
labor productivity.
Devices must answer the following requirements:
1. Simplicity of design.
2. Simplicity and convenience of operation.
3. Profitableness of operation.
A device simple in design as a rule is cheaper in the cost of
production and it is better mastered by workers. The assembly
devices must be stably fixed on the bench or upon foundation
and they must have locks which make them in proper times immov-
able. Whenever these devices are moved, steps should be taken
to reduce the noise connected with the movement. Each device
must have an easy access to it. The height and the shape of a
device must be made such that they would be the most convenient
for the operator. Whenever using the device the worker must
spend a minimum of time that is 'not directly concerned with pro-
duction. Finally, the device must be safe which is achieved by
,precluding the possibility of dropping parts out of this device,
by se,- up proper safeguards; ancj~ty means of other measures
taken; &* 'the process of designing anianufaoturing this device
~
yst >s no e: *The Russian genetic; rrisposobleniya :angers
al I
An
u v
many English terms and does not have +espondin propq,'0-? 3;
alent. From the following paragra h Ytext it will be ail that
'prisposobleniya may mean gigs, fixtures Or-pieces of portab~.
equipae t, in other words, devices. for the purposes of this
trano11ation, unless a specific `team like a gig or a fixture can b
sub.sf ; t tad in each specific case, the word prisposobleniya will
be t'ransated as devices.
WARNING This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U. S C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law. It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
AF 1 OCTM52 112a
REPLACES AF FORM 112-PART 11. 1 JUN N. ctASSIFICATWN (SECURITY INFORMATION when filled in)
WHICH MAY BE USED. UNCLASSIFIED r GPO 933656
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A universal holding device is the mechanic's vise with parallel STAT
for clamping small parts that have projections with parallel surfaces.
To prevent damage to the surface of a part the clamps of the vise are
equipped with removable linings made of soft material (copper, lead,
and aluminum alloy). In cases when the part is of the shape that is
not conveniently clamped by the jaws of the vise other intermediary
devices are used. Figure 26 illustrates a device for holding and
fixing shafts in the process. of assembling rotors. It consists of a
column with a plate which i's'`Z,ixedly mounted on a bench or a special
support and of a strong.:oc lar with a hinged cover that is mounted on
the column. The Oollar?ls equipped with inserts or linings made of
soft material (aluminum). whenever inserts of various sizes are used
this device can be operated for clamping shafts of various outside
diameters.
Figure 27 shows a screw clamp which is used for setting springs is
compressed state. The spring is inserted into the screw clamp in a
free state then it is compressed by means of a screw to the magnitude
of 1-2 mm less.tha.n the operating position, then the screw clamp is
placed on the seat of the spring and the spring is beaten into the
seat with a soft hammer.
For pressing in and withdrawing small parts and also for temporary
clamping, screw clamps illustrated in Fig 28 are used. For assembling
subassemblies which are large in size and weight special assembly
stands or assembly carts are used.
Figure 29 shows a cart for assembling of small subassemblies (air
intake apparatus, the transtission gear box and so forth). The cart
consists of a tubular welded frame 1 mounted on wheels 2. Plate 3
is mounted on shafts that go into the bearings 4 that are inserted
on the support of the frame. The plate can rotate 3600 around hori-
zontal axis. If necessary, the plate can be turned on an angle which
is a multiple of 600 and locked in this position by means of a fixing
lock 5 which enters into one of the six holes of the locking disc
that is welded to the jackshaft. In the middle of the plate there
is an opening through which protrude the projecting parts of the
object that is being assembled. The assembly is fastened to the plate
by means of studs. To avoid the damage to the basic surface of the
assembly the plate is equipped with lining 7 made of soft material
(delta-wood pulp, plastics etc.) which is fixed to the plate by means
of screws with countersunk heads. Rubber tires are put on the wheels
of the plate in order to reduce the noise whenever the cart is moved
in the shop, the rubber should be resistent to gasoline.
The cart shown..on Fig. 30 serves for assembling the aviation jet
engine with axial compressor. The cart consists of a frame mounted
on wheels, two-supports or vertical members 4 and 5 with lugs and
the turning mechanism. In the middle to make the frame rigid it is
fastened by a crossm0mber 2. For the convenience in transport one
pair of wheels 3 is made in such a way that they are capable of turn-
ing around. Lug 6 of the upright 4 is connected with a hinge to the
support and it can turn 360?. The 1 7 of the support 5 is rigidly
joined with a worm turning mechanism 8. The worm turning gear makes
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C -
31 AND 32. AS AMENDED ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
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c) heating system;
STAT I
d) compressed air of high and low pressure brought to work places;
e) water;
f) fire fighting apparatus or installations;
g) sewerage.
Because of the fact that the description of various kinds of techno-
logical equipment is found together with the description of the metho
of assembly of various assemblies, the present chapter discusses only
hoisting mechanisms and means of transport or conveyance.
Hoisting mechanisms. Hoisting mechanisms used in assembly operations
can be divided info three kinds:
4) hand hoists;
b) pneumatic hoists;
c) electric hoisting mechanisms.
Of late hand hoists in the form of hand driven pulleys, hand cranes
and winches have almost disappeared from assembly shops. Pneumatic
hoists are found also very seldom.
Presently, replacing hand operated and pneumatic hoisting mechanisms
electric hoisting mechanisms mostly in the form of electric hoists
electric hoists equipped with trolleys and tracks and electric cranes
are used on wide scale in the assembly shops.
Electric hoisting mechanisms are very convenient in operations and
they facilitate the labor of men engaged in assembling and yield
high productivity.
As a rule, in assembling subassemblies electric hoists or other
electric hoisting mechanisms with the load capacity up to 250, 500,
and 1,000 kg are used. In the general assembly of the engine to set
it and to remove it from assembly carts and conveyors electrical
mechanisms with load capacity of 1500, 2,000 and 3,000 kg are in use
in assembly shops.
Electric hoist is used for lifting the load. Figure 38 shows the
general view of an electric hoist with the load capacity of 2 tons.
The hoist is suspended on a trolley which in its turn is suspended
on a track along which it can move. The schematic design of this
electric trolley is indicated in Fig. 39. The hoist is driven by
a three phase short circuited asynchronous electric motor 1 through
the set of reduction gears 3, the electric motor rotates the cabldgram
2. The steel cable goes around the roller of the hook pulley 5.
The hook has a ball seat so that it could be easi'y turned wherever
needed.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U S. C -
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
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To prevent spontaneous slowing of the hook after turning on the
STATE shaft electric motor an electromagnetbrake is braced 8 andtis taken offtby
reducing gears. The he brake brake is s set t on by spring electric three electromagnets 9 which are wereebrake d i n onrandeoffioccurs automati-
motor. For this reason putting th the electric circuit
cally simultaneously with closing and turning crew
of the motor. Force of the spring of the brake is regulated by screw
10. is auto When the hook is raised to the limit circuitin contactmaithathe
broken by the terminal switch 7
housing of the pulley of the hook.
The recommended speed for raising and lowering the load with the
electric hoist for assembling operations (the moment of joining of
parts) is from 0.5 to 1 meter per
hoists.withrt~oespeedsrouPctlovit~~
it is recommended to use electric for joining and separating parts and up to 8 m/min for free hoisting
and lowering. The two speeds for raising and lowering the load are
usually obtained by double winding of the motor. Theospeedionsmove
within
tent of the t to y 10 can satisfactory for 20 m/min.
the range of up up /min
Means of Trans ort. The assembly
intrashopbtransport~nenTheiintra
o her s ops s ou have well organized shop transport facilities together with helproftwhich,
general complex of technical means
conveying plirom shed
the movement of a great mass of parts and assembli
raceses
with the minimum expenses. This movement emb the warehouse to the work place~~t of pr6ducton
along the whole flow between work places or
for a given technological process
sho
p
a
operations. In planning
exactly of
l
of assembly it must be specified semblies between work anplaces.
be used for transporting parts and as
In several cases hoisting mechanisms, such as, for instance, cranes
and electric hoists mounted on
di-
etc., i.e. mechanisms which move
directions are used. However, in pailines, amostlyyaround washang
tion to these technical means, conveyor
machines, and hand trucks are used.
Hand trucks may be divided into three kinds:
1) hand trucks for conveying parts and smaAl fand ofd0ium s zemstb-
assemblies. The truck has a loading p
in the area, and 3 wheels on solid rubber tires. The rear wheel
can turn. The diameter of wheels is 200 - 220 mm. At t rear
of the hand truck there abebent nding~ Duettotitse~mala wtruck eightcand
be pushed by worker without
because the wheels are mounted on roller bearings the operation
of this truck is very easy. Parts or assemblies should be placed
on the platform in special boxes.
50 U
CT.
THE
N AFFECTING
S. C NOTE: THIS DOCUMENT .1hSS'iTRANSMISOSION OR THE REVELAT ON OF ITEFENSE S CO O EF NT` s,N`A Y 1. ANNER TO AN UNAUTHORIZED P RSONPISS P OHI+BIT D CY W.
ITS
T MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
31 T 32. AS AMENDED.
I
INTELLIGENCE. USAF.
IEATIC:.i
E E I F I
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2) The cart for transporting or conveying large assemblies of thSTAT
engine. The dimensions and the mechanism of the hand truck are
the same as of the first class but instead of a loading platform
it is furnished with a special stand on which the assembly of the
engine is placed. The assembly is fastened to the frame of the
truck depending upon the design of each either with collars, eye-
lets or bolts. Such hand trucks are used when it becomes necessary
to send an assembly of engine in the direction away from its basic
route along the productional flow.
3) A truck for conveying assembled engines. This truck can be moved
by hand and it can also be towed by an electric truck. The wheels
of the truck have solid rubber tires. The engine is fastened to
the truck with bolts.
For transporting parts and assemblies between the shops electric
trucks to which platforms can be attached are used.
In all cases of movement of parts and assemblies between shops the
load must be carried in special boxes and covered either with a piece
of canvass or a piece of vinyl chloride plastic, especially if the
trucks are moved outdoors.
3. ASSEMBLY OPERATIONS
Parts may be joined together or connected together in two basic types:
so that the joint becomes either immovable or movable. The immovable
joints include such in which in the process of operation there should
not be any shift in the respective positions of the two parts. Im-
movable joints in their turn are divided in two classes: permanent
or fixed and detachable. In the first case it is understood that the
joined parts after the assembly cannot be disassembled because to the
process of disassembling either the original dimensions would be c-
Ohanged or the oontact surfaces or joining surfaces would be damaged
which would make it impossible to reassemble the parts. As an example
of immovable permanent joint connections those made by means of ;forced
fits or by means of welding etc. can be cited. Immovable but detach-
able joints can be separated and joined together again several times,
and in such cases no damage would be done and every time such joint
should satisfy completely technical specifications for assembly.
Such are among others joints or fits made by means of keys splines,
grooves, cones, flanges etc.
The movable joint is a joint which permits limited shifts in the
position of one part in respect to the other. Movable joints must
always have clearances between joined parts. In most cases movable
joints are detachable, however they can also be not detachable (ball
and rolling bearings that cannot be disassembled).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE JNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF
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start, it should never be attempted to help with hammer strokes sirSTAT
the effect of thermal treatment lasts a very short time and the shL
may be left seized half-way in the hole. In this case separation of
the parts takes a long time and in some cases is impossible without
damaging one of the parts. In practice, entering part must enter freely
all the way in and after placement should be given two or three rocking
mover'lents around its axis to ensure proper centering. When the parts
have additional bracing, such as splines or keys, which do not permit
relative motion of the parts, the absence of slant is ascertained with
the help of a feeler gage which is inserted into the gaps between the
surfaces of both parts. After cooling of the parts there may appear a
slight clearance between their end surfaces (especially in the case
when the parts have different coefficients of expansion). This should
not serve as a cause for alarm since clamping of one part to the
shoulder of the other is necessary mainly for the purpose of fixing of
the location, while the change in the position of the part upon cooling
is small enough to be disregarded.
If the parts are additl,onally fastened by a locknut, it may be placed
and tightened immediately after the assembly of the parts. Before the
locknut is tightened, it must be lubricated with a mixture of industrial
grease and graphite. If, previous to the screwing of the locknut the
shaft had been heated, the clearance for the mean diameter would de-
crease, the locknut would screw on with difficulty and possibly would
seize. It should be possible to screw in the nut all the way by hand,
if, however, it enters with difficulty the operation should be stopped
and resumed only after the shaft has cooled. Placing of the nut
immediately after joining of the parts is done because the clearance
between the surfaces of the part after cooling will be then rather
small. After cooling of the mated parts the nut should be tightened
according to specifications and locked only then.
Before the unit is conveyed to the point of further assembly it must be
cooled naturally, which takes a comparatively long time, or by a steady
blast of cold air, or finally, in a special refrigeration unit. In the
case of artificial cooling it is absolutely necessary, in order to
avoid buckling, (especially of thin, large-sized parts) to ensure an
even cooling of all parts of the assembly.
Assembly of Non-Detachable Threaded Joints
Joints made by means of threading may be of two types: non-detachable
(end of stud screwed into the part) and detachable (nut fitted end of
stud, as well as bolts, tie nuts, etc.). On one end the stud has a
normal, so-called fastening thread, for screwing of the nut, while on
the other end - a thread with an increased pitch diameter (so-called
tight thread). The stud may be screwed into the part both to the end
of the thread (Fig. 43, a), or to a given depth with a certain length
of the stud left above the surface of the part (Fig. 43, b). The studs
which are screwed into the primary parts are selected according to the
torque to be applied which fully protects the threaded joint against
unscrewing and breakage or seizing of the stud as it is screwed into
the threaded hole (for instance, centrifugal compressor impeller rotor
vanes, bolts which attach gas turbine disk to the shaft, etc.).
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U S. C -
31 AND 32. AS AMENDED ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
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the aluminum casing into which the stud was screwed. The acid isSTAT
changed periodically until the stud has been eroded completely. After
this, the threaded hole, out of which the stud has been removed, is
washed carefully with soda water, which neutralizes the acid, followed
by a washing with hot water. Erosion process is more rapid if the part
is heated to 50 - 60?C. This operation should be conducted very care-
fully since the acid may cause burns. Nor should the acid be allowed
to touch steel parts to avoid damage to them. After the erosion
process is completed the remaining fragments of the stud are removed
carefully out of the seat, the hole thread must be checked with a num-
ber three tap. This method of removal of broken studs is not wide-
spread due to its meticulousness and the amount of labor consumed but
is completely justified in removal of taps broken in alilninum casings.
Electrolytic erosion method of stud and tap removal is mainly used in
case of small parts since special equipment is needed in case of larger
parts.
Should the stud be screwed in too deeply it is not recommended to
correct the situation by unscrewing the stud by several threads to the
needed height; this may weaken the fit of the stud. In this case it is
better to unscrew the stud completely, to check the hole thread with a
tap and to screw in a new stud of the next in size thread gage.
Assembly of Detachable Threaded Joints
Deflection of the part due to faulty tightening should be avoided when
the parts are assembled with the help of bolts, studs and nuts. Bolts
and studs should be tightened with an equal force and in a definite
sequence. This is especially important in the case of block studs of
large-size parts which have a great number of studs or bolts.
The major requirements in stud tightening are a close contact of butt
surfaces without warping or buckling during tightening, and absence of
overstrain in the body of the stud. The first requirement is achieved
by a selection of a definite order in the sequence of stud tightening;
the second, by the use of special devices or wrenches while tightening
of studs. First of all a so-called setting is conducted in which all
nuts are tightened evenly and in a specified sequence. Following this
all nuts are loosened, then screwed in to the contact with the seat
surface of the part, and finally, the threaded Joints are tightened.
A normal nut should screw in'.with.ease until its contact with the seat
surface.
Difficulty in screwing or seizing of the nut indicates local damage to
the thread of the nut or of the bolt (nicks, burrs, metal sticking,
etc.) or faulty geometric dimensions of the bolt or nut thread.
Small local damage to the thread of the stud may be corrected with the
help of a triangular neelde file, or by rethreading with a threading
die. Similar defects in nuts may be eliminated by rethreading with a
number three tap.
J
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U S. C.-
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
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If tightness in screwing is due to error in geometrical dimensions,
which is rarely the case, the bolts and nuts are rejected. If thisSTAT
concerns the stud, another nut, of greater pitch diameter is found, or
the thread of the stud is rethreaded with a threading the which is in
good condition. In case of faulty pitch or faulty angle of the thread,
the stud is rejected and replaced by another. If the thread of the
bolt and nut is cadmium plated, the tightness in screwing of the nut
on the thread of the bolt may occur when cadmium layer is somewhat
thicker than specified (cadmium layer of the thread is approximately
0.005 mm thick, and the pitch diameter of the thread approaches the
minimum in case of the nut, and maximum in case of the bolt, i.e.= the
clearnace at the threaded joint approaches zero. In this case it is
necessary, either to replace the nut, or to force the nut along the
thread of the bolt or stud with the help of a wrench, applying only a
slight hand pressure.
All major force-transmitting threaded joints are tightened with a
specified tightening force which is determined according to the
elongation of the stud or bolt which is being tightened, according to
the locking angle of the nut after its contact with the seat of the
part, and according to the maximum torque. The most precise test of
the tightening force is a check which determines the elongation of the
stud or bolt, this method, however, cannot be always applied. The two
remaining methods, especially the third, may be used almost in any
case of threaded joints, but these are less precise, inasmuch as a
number of such variable factors must be considered, as thread friction,
and friction between end surfaces, which depend upon the quality of
threading and of contact surfaces. Besides, in tightening according
to the locking angle, considerable effect will be exerted by the
elastic deformation of the stud torsion and contortion of contact
surfaces. Measurement of the tightening force according to the value
of the elastic elongation is based on Hookers law
where - linear elongation in mm;
P - applied load in kg;
4 - stud length;
~' - modulus of elasticity of the first type in kg/mm2;
- stud cross-section area in.mm2.
Assuming the value of tightening force P, it is possible to determine
the values of elongation of bolt or stud after tightening.
The tightening process itself is as follows: First of all the bolt
length 1 1 is measured in its free, untightened state. Then tightening
takes place, length of the bolt is again measured and the value 2
if fixed.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C -
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES, EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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STAT
In assembly of ball thrust bearin s (Fig. 68) one ring (1) must fit the
shaft tightly, while the other (2) must be seated with a clearance.
This is explained by the fact that the ring tightly seated on the shaft
of the ball thrust bearing, centers the entire bearing in relation to
the shaft and rotates, as do the balls, together with the shaft. The
other ring, which has a clearance in relation to the shaft, however,
remains motionless during operation and is pressed tightly to the
housing.
If, due to a mix up, the rings are changed in position, ring with a
tight shaft fit will be pressed by the shaft against the housing, will
heat itself due to friction and will be the cause of the bearing's
breakdown and damage to the mechanism.
In a turbo-jet engines with axial flow compressor, the forward radial
thrust ball bearing of the compressor rotor is often combined in pairs
or in threes.
In this case, two or three radial thrust ball bearings are placed in a
single common housing or, as it is called, assembled in a pack. This
assembled pack is placed on the shaft of the compressor rotor.
When such ball bearings are assembled, besides following the general
rules of assembly, it is necessary to observe the condition of uniform
distribution of axial thrust among the ball bearings of the pack. This
is achieved by having each bail bearing after its installation in a
common housing pressed in the housing by the axial thrust equal to the
axial load which the ball bearing takes on during the operation of the
engine. After pressing of all ball bearings their position in their
common housing is affixed rididly.
Sliding Friction Bearings
Sliding friction bearings or sleeve-type bearings in modern turbo-jet
engine are mainly used as bearings in manual drives (cone operating
gear, etc.). In design these bearings usually represent bronze flanged
bushings.
Major requisites to be observed in the assembly of these bearings are
as follows:
1. Tight fit in the seat;
2. Cooxiality of bearings on which the same shaft rests;
3. Ensurance of the required clearance;
4. Alignment of oil holes of the bearing with the oil
channels of the housing;
5. Absence of possible creep of the bearing in its seat.
As a rule, these bearings are placed in the housing seat by means of a
press fit which creates the necessary tightness of union between the
.peat and the bearing.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE CF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT. 50 U S. C -
31 AND 32. AS AMENDED ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW.
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART. BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE, USAF.
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
During press fit setting of the bearing it is necessary to watch for
proper alignment of oil holes of the bearing with the oil holes cSTATie
housing. Alignment of the oil holes of the bearing with the oil channel
which provides lubricant from the housing, is checked with a cylindri-
cal probe, the diameter of which is 0.05-0.1 mm smaller than the
diameter of oil hole of the bearing. For that reason the flange of the
bearing and the seat are drilled together and threaded for a stopper.
Then the stopper is screwed in and its protruding part is cut off.
After the stoppers are installed, the bearings after press fitting are
unscrewed simultaneously to obtain cooxiality and to restore the
dimensions of the inner diameter. When especially clean surface of the
outer side of the shoulder is required, the shoulder is faced.
Assembly of Gears
In aircraft jet engines gear assemblies with spur and bevel gears are
used.
Assembly of gears requires the adherance to the following: a specified
clearance between the teeth of the gears on the pitch circle; proper
fit between the teeth of the gears at the moment of meshing, smooth
rolling fit of the gears, and proper mutual arrangement of their shafts
The size of the clearance between the teeth for each pair of gears is
set by the designer in accordance with work conditions and the di-
mensions of the wheels. Increased backlash above that specified leads
to increased impact load per tooth; decreased clearance leads to in-
creased wearing away of the teeth, and in the case of a very small
clearance results in jamming of the gears.
Proper fit of the teeth of the gears while meshing ensures an even load
distribution along the width of the tooth and uniform wearing out of
the tooth.
Smooth "rolling fit of the gears serves as an indicator of the correct
geometrical design of the tooth.
Incorrect arrangement of the gear shafts in respect to each other,
which is seen in the gear shafts being out of line o.r in increased or
decreased distances between them worsens meshing conditions of the
gears and affects the size of baklash.
Assembly of Gear Transmission with Spur Gears. Clearance between the
teeth of the gears - backlash - e (Fig. 69) is checked with a feeler
after their installation. For that purpose one of the gears is forced
out in the direction of its rotation while the second in the opposite
direction, and into the clearance thus formed between the engaged teeth
a feeler is inserted. The feeler which corresponds exactly to the size
of the backlash, must be able to enter the clearance tightly without
jamming. The clearance, as a rule, is measured in three or four points
and the mean size of the clearance obtained during two or three turns
of the gears is noted.
NOTE: THIS DOCUMENT CONTAINS INFORMATION AFFECTING THE NATIONAL DEFENSE OF THE UNITED STATES WITHIN THE MEANING OF THE ESPIONAGE ACT, 50 U S. C -
31 AND 32. AS AMENDED. ITS TRANSMISSION OR THE REVELATION OF ITS CONTENTS IN ANY MANNER TO AN UNAUTHORIZED PERSON IS PROHIBITED BY LAW
IT MAY NOT BE REPRODUCED IN WHOLE OR IN PART, BY OTHER THAN UNITED STATES AIR FORCE AGENCIES. EXCEPT BY PERMISSION OF THE DIRECTOR OF
INTELLIGENCE. USAF.
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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The process of washing with gasoline and aqueous dolutioris of
the part's being removed from. storage 'ia similar to usual, washing.
Fuel manifolds, fuel hosed-,and fuel plugs are cleansId of l1STAT
bricants by flushing in gasoline under1-5-2-0' kgf cm pressure.
The `.lubricant is removed in a vat,, filled with, MK or MC oil ;wh ah ..
is.-heated. to 60-700 C.; a brush -'id';used to remove the lubricant:
Af *er the lubricant :has been -removed the parts' are subjected to
wa4ai4 ig with a gasoline _ jet and blown with compressed air.
The quality of washing process of parts and assemblies "is con-
trolled,visually.
Parts and asaemblie's are moved into and out of wash room in
special containers'(Fig. 84)--
3. Marking of Parts
Engines produced by a plant, as a rule, are given their sequence
numbers. The same number is marked on all major parts of the
engine, including-those which are subjected to individual match-
ing. Besides, also marked are parts which require a strict fixa-
tion as to their mutual position in relation to each other in the
assemblies of the engine.
Marking of the parts may be done mechanically, electrically or
chemically.
Mechanical method is the simplest way of impact marking of parts
(Fig. 85). However, this method has a considerable shortcoming
which lies 4.n the fact that strong hammer blows may result in
deformation of thin-walled parts. This defect may be eliminated
when special devices are used which permit marking with equal
force (calibrated spring).
Electrical method of marking is quite widespread. For that pur-
pose an eleetri,c etching apparatus - electrograph (Fig. 86) - is
used. This device consists of a single-phase step-down trans-
former which is connected,by means of a cord with a plug to the
lighting network. One end of the secondary winding 2 of the
transformer is connected to a copper plate 3, while the other
end, through a brass handle 4, is connected to a tungsten tip 5.
In electrographic marking., the part is placed on a copper'Plate 3
thus including it in the circuit of the secondary winding; and
the necessary mark is made 'With a tungsten tip (Fig. 87).
Electrograph may be used with primary voltage of 120, 220 and
380 v; this apparatus will consume no more than 0.5 kw. With the
primary winding voltage of 120 v, the voltage of the secondary
winding is 1.5 v with corresponding current capacities of 3.3 and
234 amp.
Chemical and acid marking is'done on parts made of steel or copper
alloys.
WARNING This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S C , Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorised person is prohibited by law. It may not be reproduced in whole or in part, by other than United States Air Force
Agencios, except by permission of the Director of Intelligence, USAF
AF FORM 52 112a REWHICH PLACES MAY BFORM IZ-PART 11.1 JUN 48. aASSU %CATrtxt (SECURITY INFORMATION when filled In)
UNCLASSIFIED GPO 933646
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
blades, holes are drilled and threaded for stops (Fig. 101 id.
the stops, after their insertion in place, are safeties! b 'STAY
ing in the thread of the hole: y press
Each disc is subjected to static balancing after it has been
assembled.
The assembly of the disc of the first ' stage; (Fig. 102) consists
of the disc itself 6, ,Done ring 10, and front shaft 1, which is
press fitted into the,disc and is attached to, it with a nut 3
through a steel splined sleeve 4. The latter also serves to
transmit the torque from the front disc to the front shaft of
the rotor. Assembly of this component is done with theshelp of
a device (Fig. 103) which represents a hollow cast housing 1,
provided with a steel hub 2 with inner splines, designated for
centering of the front shaft during the assembly and to keep the
shaft from turning during the assembly. Stop bolt 3 of the hub
ensures support for the flange of the forward shaft and its end
plane.
For the assembly of the component, the front shaft is placed in
the device in such a way as to have the splines of the shaft en-
gage the splines of the steel hub 2, and the flange and the end
surface of the shaft contact the stop bolt 3. Then cone ring 10
(see Fig. 102) is placed on the cone surface of the disc to safe-
guard the shaft against getting out of alignment with the disc
and to ensure a complete contact of the circumference of the
flange with the butt of the disc. After the'ring is installed,
the shaft is pressed into the disc and then a steel splined hub
is placed over its splines; the hub is simultaneously pressed
onto the protruding, precisely machined, key of the disc. Pins 5
are pressed into th
h
l
e
o
es drilled in the hub and the disco The
shaft is pulled tight to the disc by nutr3 with a special wrench
with approximately 45 - 50 kgm torque.
The assembly of the disc of the eighth stage (Fig. 104) consists
of a disc, shaft with a flange, with slots which fit the boss
9 on the disc. In this way the transmission or the torque from
the rear shaft to,the disc is realized through these bosses.
From the disc of the eighth stage to the'died of the first stage
the torque is transmitted by the bolts of"'the disc centering
slots 2 of the discs of the intermediate 'stages.
The quality of the fit of the surfaces of the bosses of the discs
to the slots in the shaft is checked by two gages (Fig. 105),
The gage for testing the disc bosses consists of body 1, which
has six tangentially placed lugs with precision machined and
ground surfaces A. To test the quality of contact, surface A is
thinly coated with paint (Prussian Slue), following" this the
gage, which is provided with a centering tooth, is inserted into
the opening of the disc.. Handle 2 turns the gage to the point
of contact of the surfaces A with the teeth of the disc.
WARNING: This document contains information affecting the national defense of the United States within the moaning of the
Espionage Laws, Title I8. U. S C , Sections 793 and 794. Its transmiss,on or the revelation of rte contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part. by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
I OCTM52 112a REPLACES AF FORM IIZ-PART 11, 1 JUN 48. CLASSIFICATION
WHICH MAY HE IfqFn
UNCLASSIFIED
(SECURITY INFORMATION when filled in)
GPO 933656
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043ROO2000070010-7
indicator to the contact',(with the initial tightness of 0.5 mm
of its leg with the hexagonal end of the tie rod of the com-
a STAT
the retainer
in the
hand is tightened
set in
pressor ro,ndind then cator's is
zero n position after
screw 7. The i
which the device-is removed from the rotor.
After setting of the evice, the tie rod of the rotor is
tightened with a nut ijhile at the same time, the elongation of
the rod is periodically tested. The elongation is brought to
the final figure of 1.6-1.8 mm (approximately) which corresponds
to the tensile stress-of the rod of about 2,000 kg.
Tightening of the rod assures rigidity of the entire construction
and the possibility of torque transmission from disc to disc as
a result of friction force in the retaining bosses of the posi-
tioning collars of the discs. The set of snap rings is installed
to avoid overloading of the rod. The rings deform under the ef-
fect on the rod of considerable force as a result of thermal ex-
pansion of the rotor and stabilize the stress in the tie-rod.
The play of the faces H, surfaces M and K of the disc, as well
as, the play of the front and rear shafts is tested after the
nut has been tightened (Fig. 109). For that purpose the com-
pressor rotor is placed on a device (Fig. 100). Diameters A and
B serve as bases for testing. Inadmissible play of discs and
shafts is eliminated by shifting them by a certain angle taking
into account maximum play obtained in testing. Play at the
sides H is not permitted to be greater than -J 0.12 mm, at the
surface M - not greater than 0.1 mm, at the surface K - not
greater than 0.1 mm, front shaft - not greater than 0.02 mm, and
rear shaft - not more than 0.1 (approximately).
After satisfactory results as to the play of the rotor discs
have been achieved, the relative position of the discs is fixed
with the help of stop bolts (Fig. 110); for that purpose holes
are drilled and threaded in the hubs of the discs using a de-
vice-a split ring with jig bushings which are placed over the
hubs of the disc, this is followed by placement of lock washers,
and tightening and safetying of the stop bolts. The rotor com-
pressor thus assembled is dynamically balanced.
Assembly of Cases and Stators of Compressors and Mounting of
Guide Vanes
Figure 111 represents case of a centrifugal compressor and
stator 6- of the engine of an axial-flow compressor.
The assembly of case 2 of centrifugal compressor includes the
installation on it of trunnions 3, designed for attaching the
entire engine to the airplane, case cover 4 and air adapters 1.
Assembly of the case is done on a stand which serves also for
the general assembly of the engine.
The stator of the axial-flow compressor consists of upper and
lower halves (Fig. 111, b). The guide vanes are inserted into
the seats located inside of the housing (Fig. 112).
WARNING This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S C., Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence. USAF
AF I OCTM52 1 12a WHICH MAY BEUSED.l PAU'N C L A S S I F I E D
(SECURITY INFORMATION when filled in)
GPO 933656
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043ROO2000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
re.qu~i.red ta~l'eran ea, Y ; t" ~tYi assembly studs are 1n-
' -;sertt?' _ "??`~ "" ~``' ? ~~ C
lace
Stator,asseiably operation consists of installation of cone ring,
guide vanes and other parts.
" STAT
The cone ring;'"prepared in half-finished state, is given its
final' shape in the-.dousing, after which the cone halves are at-
tached to it with tithe.. help _ ':bo1Tt ith the observance of the
Previous?to the installation of the guide vanes into the housing
adltusting washers, which ensure the required clearance between
the surfaces of the lugs and the stator, housing, are selected,
(Fig. 1331; at the same time a teat is conducted to ascertain _i
that there is no'eontact between the curve of the lug and the
flange'of the housing. Following this the vane assembly is in-
stalled in its final stage and attached with nuts which are
safetied with plate locks.
Assembly of Air Inlets
'.lir enters centrifugal compressor engine through screens,-4,,
which are located on the front a and rear F truss assemb.ies
(Fig. llk), and is directed into the guide vanes 2, which are
composed of blades and two rings which form a cylindrical crown.
Front inlet assembly is provided from the impeller side with a
rear wall 1, which is connected with the front bearing housing.
The rear inlet assembly has from the impeller side, a front wall
5 and.a rear coverfaring 7. The trusses are connected with the
compressor ease by flanges. The rear truss 6, as well as the
front frame 3, has a number of openings to direct the air toward
the eo2ling impeller.
The assembly of the front inlet oonsists of the following. The
housing of the front bearing (assembled earlier) is attached to
'the truss. During the joining operation of the casing it is
necessary to take care that the air and oil pipes are properly
placed. Then the guide vane assembly is installed in the truss
iri such a way as to have the position of the blades correspond
to the airflow direction. This is followed by installation of
the rear wall and protecting screen. Guide vane assembly is in-
serted into the framework of the rearlnlet assembly, the front
wall is attached to truss of the flange and to the rear cover-
faring and the protecting screen is put in place.
The bolts which hold the screens are uniformly tightened in
such a way as to have the distances between shoulders at the
screens correspond to the required dimensions.
An air inlet assembly (Fig. 115) of an axial-flow compressor
engine represents a combination of several sub-assemblies:
diffuser 1, through which the air is directed to the compressor,
annular oil 2 and gasoline 3, tanks, and a connecting flange k.
WARNING This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U. S C , Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies. except by permission of the Director of Intelligence, USAF
FORM REPLACES AF FORM 112-PART !I. 1 JUN 40. cLASSWICATION (SECURITY INFORMATION wh 1i filled in)
AF I C 52 112a WHICH MAY BE USED. UNCLASSIFIED
GPO 035036
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
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A av e 6 av.-6
2
Feec 100 cm
where Fsee - sector area to-be determined;
Aav. - average width of the opening;
Bay. - average height of the opening;
6, - number of vanes in sector;
STAT
100 - transference number mn2 in em2.
The sum total area of the nozzle assembly is calculated accord-
ing to formula
Fsm F1 - F2 - F3 - F ,, e e .F9
Where F - total area;
F1 - area of the first sector;
F2 -,.area of second sector;
F3 - area of third sector
F4 - area of fourth sector;
y
e
V es p
T
the nozzle is placed on a device (Fig. 140). The play is not
permitted to be greatly than 0 e 15 mm. After r the-;?sdBeuibJ.y,~of `,th+~...:
inlet ducts and the nozzles the clearance
ectn;.
second time, as well as theplay of the vanes;:i l ~ t ri a ~ ' j dir io
which must be within the limits of 0.18 - 0.6 M.-` - Following this.
the turbine bousing is placed over the outer casing of the inlet
ducts and nozzle assembly.
F9 - area of ninth sector.
Difference in the areas of the greatest and the smallest sector
is not permitted to be greater than 2 cm2e
in surface in relation to J1 (see Fig. 135)
la
t t th
The nozzle (Fig. 14+1) of an axial-flow compressor engine repre-
sents a set of vanes installed circle-wise between outer and
inner rings. The outer ring consists of a shroud and a band. --
Hollow welded vanes (Fig. 14+2), which form openings through which
the gas is conveyed to the rotor blades, are fastened on the
inner band with the help of plates and collars and may shift
freely in the slots of the outer band when expanded due to tem-
perature increases. Iri order to establish the necessary clear-
ances the vanes are selected to fit the slots.
WARNING This document contains information afect,ng the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U S C., Sections 793 and 794 Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced to whole or in part, by other than United States Air Force
AF
I OCTM52 112a
UNC LAS S IF IED
(SECURITY INFORMATION when filled in)
GPO 933{8'!
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Assembly of Combustion Chambers and Combustion' Chamber Blocks
STAT
A combustion chamber (Fig. 143) of a centrifugal compressor en-
gine is composed of the following major assemblies and parts:
entry section, housing, flame tube and plugs, installed on the
inlet ducts. All combustion chambers are interconnected by
crossover tubes (Fig. 144). ...
The contacts of spherical surface of ring 1 (Fig. 143,E ) are
tested, previous to assembly of each chamber, with a device and
the distance A between the tube and the combustion chamber hous-
ing is measured at eight points (Fig. 11+5).. This distance is
maintained by means of matching of housings or fire tubes. The
fire tube is inserted into the housing of the combustion chamber;
a suspension cup is inserted into the flanges of the housing and
fire tube, to secure their rigid attachment, while two chucks
are inserted into the flanges of the crossover tube of the hous-
ing and into the hub of the suspension cup of the fire tube.
After the housings and the fire tubes have been connected, seal
rings are inserted into the flange grooves of the housings.
"re tubes which are inserted into the housings-of the chambers,
are rigidly secured by suspension cups. Nuts are placed on
crossover tubes after which they are inserted into theflange of
the combustion chamber. This is followed by insertion into htthe
chamber of secondary crossover tubes. To avoid buckling,
combustion chamber entry sections are screwed to the casings
evenly.
The combustion chamber assembly of an axial-flow compressor en-
ine consists of a nozzle inlet ducts and combustion chambers
Fig. 111.6) of welded construction. All combustion chambers are
epcednwithdabfuelrnozzle, threeoofrthebchambershhavemigniter
equipped
plugs.
Combustion chamber shown on Fig. 117 is assembled separately,
followed by final assembly as a unit. Since the parts of the
as-
chambers are te made of metal and are
sembly of
the parts.
The assembly of combustion chambers starts with matching of outer
liner 2 and entry section 3 to the combustion chamber housing 1.
Entry section and the outer liner must enter the housing tightly
and without exertion of much force. The entry section is tem-
porarily bolted to the housing. At the same time, the clearance
between the flanges of crossover tubes and housings is tested,
as well as the clearance between the mounting flanges of the
fuel nozzle and the housing. If the size of these clearances is
greater than specified, another entry section is selected.
After matching of the parts of the chambers, mounting plugs,
studs, screws and other parts are installed.
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Lows, Title 18. U S C , Sections 793 and 794. Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies. except by permission of the Director of Intelligence, USAF
AF REPLACES AF FORM V2 PART 11 1 JUN 44. CLASSIFICATION (SECURITY INFORMATION when filled in)
AF I OCTRM
FO52 112a WHICH MAY BE USED. UNCLASSIFIED GPO 933656
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043ROO2000070010-7
Exhuast cone assembly of an axial-flow compressor engine with a
variable cone?.(Pig. 152) is of welded construction.
The assembly of the exhaust cone consists-In matching and placing
together;.of the control ;piltychanism parts, adjusting the co-axial-
ity of the vertical shaft and splined sleeve, and in adjusting
cone movement. _
AF
Fig. 153 shows the scYicma.tic of control mechanism of variable
cone.
Fig. 154 represents bevel gear box assembly.
Into the support 3 of the bevel gear are installed: roller bear-
ing 6, spacer hub of bearing 5, adjusting ring A and ball bear-
ing 2; after which into the assembled support is inserted a shaft
with a bevel gear 1, made integrally with the shaft, and it is
connected to the housing. Then, bevel gear, into the inner
splines of which are inserted vertical shaft, adjusting ring 6
and ball bearing 11 are mounted in the housing, and the entire
assembly is tightened with a nut.
The clearance between the teeth is determined with the help of
adjusting rings A andk6 . The contact of teeth and turning of
the gears, which must be smooth and noiseless, are also tested.
To shift the rod with its cone along the axle of the exhaust
cone, angle brackets with rollers are installed on the rear cone;
similar rollers are installed on the brackets on the bevel gear
assembly bracket.
Assembly of the exhaust cone starts with the installation of the
rear cone and its attachment to the inner cone. The support
bracket of the bevel gear assembly is attached to the same cone;
the assembly is equipped with spur gear, sleeve and an adjusting
ring. In case of co-axiality the vertical shaft must be able to
enter the splines of the sleeve freely. If the axles fail to
coincide, an adjusting ring of the required thickness is placed
under the bracket.
The cone, which is being adjusted, with its rod is placed through
the outlet of the exhaust cone assembly and is thrust in to the
limit. After the installation of the ale, 0%hroud is placed on
the rack of the rod, a thrust washer Is installed and the nut is
tightened. The cone must be set so that it could be pulled out
to a specified length and must have a smooth movement; this is
tested by pulling the variable cone in and out using cone control
mechanism for-that purpose.
The assembly is completed with the installation of the exhaust
cone cover, under which an adjusting ring is placed, in order to
maintain the required clearance between the turbine and the cover
during the attachment of the cone assembly to the inner casing
support.
WARNING: This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws. Title 18. U. S C., Sections 793 and 794 Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by low It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
UNCLASSIFIED
(SECURITY INFORMATION when filled in)
GPO 933856
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043ROO2000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
With the help of a device, which is installed in place of a
shaft, the clearances between the edges of the apertures STAT;he
pherotective
oil of the oxhip~p and the device are enecKed.
Pump, ch must be smooth and without
jamming, is also tested.
Pump shaft is inserted into the drive of the
sisting of a cover with two ball bearings, afterpwhich theva$aft
passes through an opening in the
pump and is connected with the
drive, while the cover is connected with the surface of the pump
body. Since the rte'esses of the oil filter and
con-
tain oil, the surfaces of the cover and of the bodump y must be
fitted carefully.
Drive shaft 1 is inserted into the manual turning assembly drive
(Fig. 168), after which ball bearing 2 with thrust ring 5 is
pressed on the shaft on the outer side of the casing, Liner 3 is
heated and placed over the ball bearing.
C
The assembly of the accessory drives consists of installing
assembled driven with earlier matched gear clearances into the
case.
Let us examine the assembly of the main drives of- the case-drive
shaft and generator (Fig. 169). The drive bevel g
factured as a single assembl
pa
y with a hollow shaft(Fig. 169,
a),
which rests on two bearingb- r' 'ball 2?;,and- roller
3. S-
side the shaft connect it wi h` `dr1 a `a2iatt`t ..' of the mainidriven
assembly. To protect it from axial.ahitting=the shaft is held
rigid with positioning tube 5' inserted inside the gear .
During the assembly of the drive shaft of the accessory drive
power take-off housing, the bearings are assembled first,
followed by the assembly of the shafts, and finally the drive
assembly in the accessory drive power take-off housing. Ball
bearing with adjusting ring 14 is installed in the case 8. The
outer race of the roller bearing is pressed into liner, is
secured in it with spring ring 12 and then the liner is pressed
into the accessory drive gear case. The inner race of the Tolle]
bearing is pressed on the shaft of the gear 1.
Rollie 'Ueirr,r:,gntogether with the liner are pressed on the end
of the gear ebift; This is followed
by inside of the shaft 1 and the screw 6 iptightened. Inathis5
state the drive shaft is placed in the accessory drive gear case.
Cover 9 is installed after th
e
ring 7 is installed during the gears have been adjusted. Spring
of as
the installation of drive shaftp4 throug
h annopening8inbtheafter
accessory drive shaft case 1.
With the drive bevel gear 1 of the shaft, is connected power'
take-off bevel gear 13 and ;its shaft which is with
hinner splines for its connection with the shaftrofithhe ge
The assembly of the bevel gear drive or power take-off unitrisOr.
done in the followin manner. On the shaft of the bevel
of the drive (Fig. 169, b) spur gear 2 is pressed on; it is-ear 1
locked on the end of shaft with dowel pin 3.
gears of the drives obtain their power from All remaining spur
gear 2. i
WARNING. This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18. U S C., Sections 793 and 794. Its transmission or the revelation of its contents In any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
(SECURITY INFORMATION when filled in)
GPO 03365e
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
FORM AF FORM 52 112a EPLAC S AF F U ED12 PART 11.1 JUN u, CLASSwiunoti M UNCLASSIFIED
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Assembly of Oil Jets
Engine bearings are lubricated with oil which enters through T
Jets. Jet housing (Fig, 193) is composed of two flanged
arts
which attach the jet with studs to the housing of a bearing. A
brass bushing with shoulders at its ends is inserted into the
housing and a screen filter is placed it A a spiral thread on its end is insertedointo.the bushing; dueth
this arrangement the oil is given a rotating motion and"is to
sprayed, through a calibrated opening in the housing, onto the
bearing being lubricated.
During the assembly of the
jet,
tween the brass bushing and the screen ebody candathetjet. One
part of the housing with its calibrating opening is installed in
the seat of the part in which the jet is installed (labyrinth
seal, front partition, etc,). Then into the housing of the jet
is inserted the bushing with its screen and rod. The other part
of this body (cap) is placed on the flange of the housing.
To determine the amount of oil which
brated opening of the housing, the passes through the cali-
installation, diagramatic layout of which is shown on Fig. 194.
Fig. 194.
The Jets being tested are inserted into the seats and then the
adjusting valves 6, 7, 12, 13 and 14 are opened. Valve 8 must
be closed after the electric motor of the
With the help of valves 6 and pump is switched on.
lished which is controlled with~manometere9 p W hen t is estab
ar
he tested simultaneously, valves 12, 13 and 14 areopened to the
limit. Mien one or two jets~are being tested, unnecessary valves
are shut.
y
When lever 11 is turned up a stop-watch is switched on. At the
expiration of a definite period of time the lever is lowered and
the stop-watch is switched off. the metering retort is poured into ytank n2. Electric~'motorois in
switched off and valve , is closed, _
Discharge of each jet is estimated according to formula
Q = V 60 1/r,
Where t
Q - discharge in lit,/hr;
V - measured volume of oil in liters-
t - time of mea,gurement in minutes;
60 - coefficient for transfer into hourly discharge.
The required volume of oil used in test discharge run is assured
by the selection of the diameter of the inlet opening of the jet.
WARNING: This document contains information effecting the national defense of the United States within the meaning of the
Espionage Laws. Title 18, U S C , Sections 793 and 794. Its transmission or the revelation of its contents in any
unauthorized person is prohibited by law It may not be reproduced in whole or in
to an
Agencies, except by permission of the Director of Intelligence, USAF part, by other than United States
AirrForce
AF-rOCT52 1 12a
REPLACES AF FORM 112-PART It. I JUN 48,
aassWlcAno,t
WHICH MAY BE USED
UNCLASSIFIED
(SECURITY INFORMATION when filled in)
GPO 933656
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Assembly of De-Aerators
Fig. 195 represents a de-aerator designed to extract the minLSTAT;
'air particles from the oil which is pressure pumped by centrifu-
gal force of scavenge stages of the oil pumps into the oil tank
of the engine.
The major parts of the do-aerator are: casing 1, centrifuge 2,
shaft 3, ball bearing 5 and roller bearing 11. Because the shaft
and the centrifuge rotate at a great speed, mounting of parts is
performed with extreme care. Co-axiality of two openings for r
roller and ball bearings is ensured by, provision of tolerances
as the casing is being produced in the machine shop.
Clearance A between the deflecting washers and the end planecf
casing 1, as well as clearance 6 between the end plane of the
centrifuge 2 and washer 14, located on cover 4, are ensured by
thr !election of adjusting rings placed between the end of the
inner race of the roller bearing, deflector washer 12 and sleeve
13 of the centrifuge. -
For the assembly of de-aerator, matched adjusting rings and de-
flector washer are installed on the shaft and the inner race of
the roller bearing, which is tightened with a nut, is pressed on.
After the casing of the deeaerator has been heated to 80?'0., the
outer race of the roller bearing is inserted into it. Into the
outer casing is also placed the body of the ball bearing, as-
sembled together with the shaft and the centrifuge.
After the de-aerator has been assembled, the rotation of the
centrifuge, which must be smooth and without jamming, is tested.
The assembly of the de-aerator is finished with drilling of holes
fbr dowel 15, placement of the dowel and screw 6, the last is
wire locked.
9. Assembly of Fuel System Units and Their Test Runs
The fuel system of an engine corirfi a tt`o fuel ukps, throttle
y.. ?L .. r
valves, filters, fuel and starter`-60zzles, fuel distributors and
other parts.
Figures 196 and 197 represent fuel diagrams of centrifugal and
axial-flow compressor engines.
Since the systems operate under high fuel pressure, the assembly
of the parts should be conducted with great precision and ac-
curacy. dr great importance, from the point of view of fire
prevention, is absolute hermetical sealing of the connections.
WARNING This document contains information affecting the national defense of the United States within the meaning of the
Espionage Laws, Title 18, U S C , Sections 793 and 794 Its transmission or the revelation of its contents in any manner to an
unauthorized person is prohibited by law It may not be reproduced in whole or in part, by other than United States Air Force
Agencies, except by permission of the Director of Intelligence, USAF
FORM REPLACES AF FORM I12-PART It. I JUN 48, CL SS?FCAnON (SECURITY INFORMATION when filled in)
AF I OCT 52 112a WHICH MAY BE USED. UNCLASSIFIED
GPO 939654
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
 Declassified in Part - Sanitized Copy Approved for Release 2013/05/20: CIA-RDP81-01043R002000070010-7
To obtain rigid?fit.of the base of the body cover and inter-
mediate dines, tapered dowels 3 are installed and the entire
assembly is joined with bolts 13.
~? t J .
Figs., 199 represents a otart ng fuel pump of gear driven type.
The end clearance 0.015 - 0.04 mm between the bushings 7 and
_the,giars is determined by selection of thickness of gasket 16,
,made;Qf lead foil. The same. requirements are observed when this
.aswemblwd as in the case of the assembly of the pump
>