SOVIET TECHNICAL MANUALS FOR THE R11F-300 TURBOJET ENGINE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R001500140001-1
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 182
• Document Creation Date: December 22, 2016
• Document Release Date: February 7, 2011
• Sequence Number: 1
• Publication Date: January 1, 1964
• Content Type: REPORT

S-E-C-R-E-T
NO FOREIGN DISSEM
STATE DIA ARMY NA'Y AIR NSA XAKD~C N I C OCR
it FTD N Y T C
(NG!!:I fidd didrl Iedket.d b, "#"4) I I I
GROUP I
9-00.d b?- eae?w.s
d?..p..d:q ?+d
idi4u:R.a~:w
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COUNTRY
SUBJECT
DATE OF
INFO.
PLACE &
DATE ACQ.
Copy Approved for Release 20
Soviet Technical Manuals for DATE DISTR. January50X1-HUM
the R11F-300 Turbojet Engine
NO. PAGES / 50X1-HUM
TH TION. SOURCE GRADINGS ARE
a. R11F-300 Engine, Q errating Instructions, 200 150X1aHUM
and twonsetse The text is prefaced with a comment
that the drawings' specially supplemented to the bock
are deAignated with Roman numerals and those contained
in the Album of Drawings are desig9ated with Arabic
numerals. iJn ortunate y, he Album of Drawinngss is
not available.
b. R11F-300 __Engine ;Technical Descri tlion, 142 pages..
e figures _ me-nti ne In t 'e text a e not included and
pr;bably pre found in the Album of lprawin 's. 50X1-HUM
CcOmment: , The R11F,-300 enEine is instal iaa 50X1-HUM
,in Mllutzi aircraft..
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ENGINE
_Crphn9_ Instructions
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'SECRET
NO-FOREIGN DISSEM
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t: 3
or ? ? ?
0 0 A 'O ? O O O' N FOREIGN DISSEM
_ .:,;,:,;,/~;~i~8;;td::o:.~1:e~eei:G....~?_~~L~.i.i~._:. ~~~, s~"~~ e.-~e o _ e _ ? a ? ?
_JWI
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SERE10 ? ? ? ? ?
00 ? ? N& FOREIGN DISSEM
The Book cueains 200 pages and 2 insets,
Engine r.4.,. _?iucapt__._e
Main Technical Data pay
1. General .
2. Jet Nozzle, Exhaust, Area Diameter, Values at? ? ' 10
lain Engine Rating. ,
3. Engine Control '? ? ? . 13
::
Starting System ..
5. Starter-Generator ...... ?
6. Starting Equipment ,
7. Starting Fuel System ; ... ? ? ? '15
8. Starting Flame ? ? .16
Igniter 027gen Supply System ..17
9. Fuel System .. . .
10. Lubricating System ...... .
11. Ignition System and Electriced Equipment .. , .24
C h a p t e r I. OPERATIONAL IIUITATIONS
C h a p t e r II, PREPARATION OF ENGINE FOR STARTING FMI(
TO PLIGHT
1. Filling of Aircraft Main Fuol and Starting Fuel
Tanks . .
....33
2. Filling of Engine Oil Tank . . .
3. Preflight Inspection . ? . ? ? . of Sngine , . . ~ ~ 034
~
C h a p t e r III. CHECR--Nd OF ENGINE ON GROUND PRIOR
TO PLIGHT
1. Engine Starting , . . . .
2. Poser Supply Sources . . . 36
3. Warming-Up and Checking Engine ' ? . ? .
?
.
Operation .... 39
4, Engine Stopping ... . . 41
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? . '~ SESRET? ? ? ? ?
NO FOREIGN uISSEM
O h a p t e r IT. OPERATION OF ENGINE IN FLIGHT
Page
1.-Engine--Operation at-Take-Off and during Climbing .44
2. Engine Operation when Accelerating Aircraft at
Augmented Ratipg . ? ? ? ... ? , ? ? , 48
3. Flight with Zero or Negative G-Factor ... . .. 49
4. Engine Operation with Aircraft Going Round ? , 49
5. Engine Starting and Stopping in Flight ... . .. 50
6. Trial Plight ................... 51
Chapter Y_ AARIt nV 'I!W
I. General ,.. . , ? ? ? . .52
y
2. Preflight Engine Inspection . . ... .. 52
nw.iae Maintenance after First 5 1 1 Hours of
5 Periodic Maiatenanoe ... ........56
6
R
t
.
ou
ine Mainten P
anceerformed
-? -_-? _ Every 50 = 5 Hours
Service Life
....... . . . . 58
C h a p t e r VI. OPERATION OF ENGINE AT SUBZERO TEMPERATURES
1. Preparation of Engine for Operation .... , . 60
2. Ground Starting, taraing41p, Checking, and
Stopping of Engine .... ? , ? , . 61
3. Operation of Engine during Flight....'.' .. 62
4. Keeping Engine Ready for -Operation . . . . .?.~
??62
C h a p t e r VII. ENGINE MOUNTING AND DISMANTLING
Mounting of Engine on Aircraft
1. Engine Transportation !... ..63
2. Unpacking of New Engine ..
3. Preparing .......i.. .64
Engine for Installation on Aircraft . . 65
4. Installation of Engine on Aircraft ..... . .66
5. Idet of Aircraft Pipe Lines Connected to
6. List of Engine Engine . 69
bog Instruaente .. . , 69
7. Flushing of Pipe Lines ... ...
8. Deprocessing of Engine .......... . . . 71
..........73
10, Checking OAgen System of Main Flame Igniters
and Charging System with Oxygen ? , .
11. First Starting of Engine ....... ' 73
12. Engine Ground Checking after First Starting ?,?? .75
13. Engine Stopping .. . . ,
14. Trial Plight ................... 75
Dismantling of Engine '
1. General Information of Engine Processing .. ? . .
276
. Corrosion-Preventive Compounds .... 77
3. Internal Processing of ins.. ..... ? 77
4. Dismantling of Engine frog Aircraft???
5. External Processing of Engine. . ? ?? ~I
Sh pp.__ - . ' ' . . ' ' ' ? 78
6. Packing Engine i
n
h a p t e r VIII. CARE OF EN;IAE INSTALLED ON ? ... 78
AIRCRAFT. ---
1. Replacement of Pipe Lines . , .
, .
2. External Inspection of Pipe Lines prior t
o
Installation Installation .. ,
3. Pipe Lines and Fitts , ? ? tpI
'
ngs Employed for own
System . ? ? .... .... . . .
4. Installation of Pipe Lines on 82
5. Units Replaced via Access Holes of Engine. ? ? ? ? e3
Compartment ...................
Replacement of- PCP-CT-12000BT Starter-Generator .85
Replacement of HP-21 0 Fuel Regulating Pump
Replacement of nvnm_,? . _ _ ? ? 86
w.
Replacement of ~ ? . ' ' ' '86
0-3A transmitter
Replacement of P-1 Rheoctat , ..... ? .90
Replacement of .40C-IA Feed-Back Transmitter ,???-~
Replacement of 5Y-4B Control Unit
, 9
Replacement of AUH,-13AT Fuel Rooster ? Pump . . , ? . ? ? ? ?
Replacement of NonReturn
Replacement of HP-22,) Valve . . 9392
Pum
R
p
egulating Ndl
eee .. . 93
Replacement of HP-2-24 Pump Baroatatic Limiter
Needle ........ ..94
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ri.`rrs~,rei3':~awn;._,~.r.....c _. is _ ~'_. ? .~:,;?+'7,+"
-SE~RETr' ?
? ? ?
0 ? ? ;NO FOREIGN DISSEM
?. a a - a a
Page
Replacement of Afterburner Spark Plug
on Disjointed Aircraft ? ? . ? ... 95
R}Vplaonent and Adjustment of Hydraulic
R
~IIlmder, ? ? . ? ? . . . ;X w ? . . ? ? . . ,97
Ad j..tnnt of Jot Nozzle ter at PULL
AUOIQ1!ED Rating . ? ? ? ......... 100
Adjustment of Jet Nozzle Diameter at
MINIMUM AUGUMUM Rating . ? ? .. . 102
M et t of Jot veil. Diameter at iARI-
I Rating . . ? . . ........... 0103
6. Unit. Replaced after Dismantling Raging
from Aircraft ? . ? ? . . ....... ? . 103
Replacement of Oil Pump Unit ....... 103
Replacement of Oc buation Oh. er Ilex
?Wter ? ? ? ? . . ? ? ? ? ? ? ? ? . . ? ? 104
Replacement of Front Support Oil Scavenge
pomp ? . . . ? . . ? . . . . . ? . . . . . .105
Replacement of EP-22 O Fuel Regulating Pump.106
Ad30.tment of Augmented Rating after Replace-
nat of RP-22 It Nael Regulating Pump ....106
C h a,p ter I. 1 EN* ADJUBTnR
1. Adjustment of Idling Rating R.P.M. ? ? . . 112
2. Admt of Oil Pressure ........ 113
3. Ad3n.tmant at Engine Acceleration . . . . . 114
4. Adjustment of Mgipe Starting . . . . . . . 118
5~ Ad~a.t.amt bt R. , Maximum R.P.N. ....120
6. Adjustment of,ic Decelerator Idnit
Switch of &1.46-Control Unit Switches ...122
7. Adju.tment of login Controls . . . . . . . 122
Be Adjustment of Tine Delays in RAO-BA After-
burner Control Unit ........... 124
9. Jdiu.tmeat of R10,Pressure Rotor Mexico.
Repose . ? ? ? ? . . ? ...... ? ... 125
Chapter Ii. PRORIETi-lROURLBB-AND-M6l OPS OP MID
CORRICTION ....... 126
Appendix No. 10 List of Uaita:and,Assemblia which Can Be
Replaced during MIF-2I$ Aircraft opera-
tion :.....?...?.... 147
G ' DISSEM y ,v., is
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Psi.
Appendix No. 2? List of Parts to Be Replaced when
Replacing Units and Assemblies . ? 149
Appendix No. 3. List of Adjustment Elements and
Pointe Subject to Looking and
Sealing .. ? ? ... ? . . ? ? . 150
Appendix No. 4. List of Aircraft-Carried fools. ? .153
Appendix No. 5. List of Toole Supplied with Every
20R ine.?? ????,???.156
Appendix No. 6. List of Fixtures Supplied with Every
20 Regions .. ? ? ....... _ t
'/. Instructions for Processing, Storage,
and Deproceasing of Engine and Its
Spare Pert^_ ; ....... ? . ?isa
Appendix No. 8.-Instructions-for-Storage-of twine.
and Spare Parts in Store Rooms .. 171
Appendix No. 9. Instructions for Checking Indiat-
ing Silica Gel and for Gel Reclaim,
ing ................178
Appendix No. 10. Instructions for Curing Seams and
Applying Patches to Polyvinyl Chlo-
ride Pila Cover.. ? . ? . . . &01&1
Appendix, No. 11. Electrical Control Equipment Teeter
V A37-587_
........ ? ....185
Appendix No. 12. Measuring Adjustable jet Nozzle
--Diwter-by Use of Appliance
&137-575 ... ? . . . . . . . . . 189
? .?
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- - '--6ldOr++~ucrL.. ~. ..~.rHl~,y~' '-`~: ~. ~.'a4e?w..a~;,co ~,~,
50X1-HUM
Attention)
Pc--Ia!y supplemented to
this--book..are-designated with Roma numerate;
Arabic numerals denote drawings given in the
Album of Drawings.
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ENGINE OPERATING PRINNoIPI2;
Air draw in by the compressor is compressed to a pres-
sure of P,; 8.0 kg/nq.cm. and is further delivered into the can.
At the combustion chamber inlet the air is divided into two
streams: the primary air stream (30% of the entire air) passes
through the domes with the awirlers and into the combustion chain
bar to be used up in the fuel combustion process, fuel being de-
livered by the HP-24 fuel regulating pump via ten main burners
-installed--in--the-dome'portion-of the combustion chambers. The -
secondary air stream (comprising 70% of the air) enters the ooa.
bustion chambers through special holes provided in the combustion
chamber walls, mixes up with the combustion products, and.reduces
the temperature of the gases, to lesson its detrimental effect oa
the nozzle diaphragm vanes and turbine blades:and cools the com-
bustion chamber walls.
The secondary air also forms a heat insulating layer between
the walls of the combustion chambers and their housing.
All the tan combustion chambers are joined by interconnecting;
tubes serving for equalizing pressure in the chambers.Intereomeot'
icc-tubes -sern -tor-flame
pa'opsigatiom durlag engine starting.
Two upper tubes located between combustion. cham-
bers I - 2 and 9 - 10 mount two starting system flame igniters
providing for initial delivery and ignition of gasoline.
Hot gases flowing out of the combuation.chambers possess
high potential and kinetic energy; while passing through the
nozzle diaphragm and the turbine blades they impart rotary cation
to the turbine.
Power generated by the 1st stage turbine is used up for spfa=
sing the high-pressure compressor rotor and for driving the engu
Power developed by.the 2nd stage turbine is used for driving
 0
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W 1 v ? . "SE&T * 0
the low?premmure coaFreesor rotor. Exhaust Cases leave the bin tur?
to be carried via the diffuser into the jet nozzle. The
Jet noaele passa$e area is controlled with the aid of an electro-
hydraulic control system.
In the Jet nozzle the potential energy of the gases is con-
verted into kinetic edergy, the velocity of gas outflow increas.
ing and the temperature and pressure decreasing.
Rrovision has been made for engine thrust augmentation to
accomplish a short-Lime increase in the engine thrust at take-
off from limited area air fields, or during flIgh* -hca It ?._
aaaoeaary to obtain a rapid increase in speed or altitude of
flight because of some tactical considerations.
At augmented rating the fuel via-two manifolds and 102 in-
jectors is delivered into the afterburner diffuser by the
fuel regulating pulp.
The atterb?:raer fuel is ignited by a special flame igniter
.and is burnt at the expense of-excess oxygen contained in the
combustion products issuing from the combustion chambersl fuel
thus burnt increases engine thrust. by 50%(aax).
MAIN TECI1NICt1L DATA
1410 -300 Engine Specifications
1. GeneM
1. Engine designation ... . P110 -300
2. Engine type ...... .
? ? ... turbo-Jet, two-shaft,
3. Co with afterburner
"pressor ............ axial, 6-stage, two-spool
4. Combustion chamber t ... ? ? ( inndiv
dividual, straight-flow,
accommodated in common
housing
number ...... .
? ? .. 10 pieces
numbering ........... left-hand, starting from
upper left-hand chamber
5. Turbine (looking fwd)
........ ? . . am al, 2-stage, two-ehaftl
6. Jet unsafe 2nd stage shrouded
? ? . . . . . . . adjustable, variable duty)
diameter of flaps varies
within 526 -?680 an
7. Arrangement of engine acceeeorl-
es - -
1 " c s i n S l o t i ~ r DorOloa
8. Direction of rotation of rotors . . counter-clockwise (as
viewed from jet nozzle
end)
9. Engine overall dimensiosat
(a) length ........... . 4600 ae
(b) diameter of turbine
(housing) ..... - . _ .:. . 772 n
(c) diameter of afterburner,
( shroud) .............. 906 ma
(d) maximum height ( with
accessories) , ......1085 m
10. Dry weight of engine with
afterburner ............ not over 1065t2kg .
-Note:- Dry-weight-does not include aircraft accessories and
assemblies delivered along with the engine, such as:
(a) PCP-CT
I
? ?
? ?
-11- 50X1-HUM
-
2000-BT starter-i -
ncrator. , . , . , , 30 kg
(b) AIIH-I sir fuel booster ~p . 4.2 kg
c fuel-o l cooler unit 357 c,
complete with brackets and
attachment clamps . . ....31.1 kg
(d) attachment clamps for star-
pump~anndrHR r3~i-2T unit ? . . .
(e) auxiliary drive of hydrau-
lic 1.7 kg
pump with pump attach-
ment clamp ......... 4.0 rg
(f) hydraulic control unit
cooling case . . . 6.4 kg
(g).aircraft brackets used to
att 11, in,-'inc wei_ht,aas delivered.... .snot*over61147.0
Note: The shiaping weight of the
engine does not include the
weight of the oil inserted
for corrosion-preventive
treatment, and the weight
of the auxiliary parts.
NO IOREIGN 'DISSEM
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SE@IRETs ?
O ? ? ? ? ? NO FOREIGN- DISSEM
? ? ?
,? ,:b. e ? ?
12. ingine mounting on aircraft ... ace, to DLensions Dee
1'6 Atogia is furnished with.
(s) autcamtio smtonoaous starting systa Providing for push-
button starting of engine,
(b) regulating fuel pugp a%21 ? , which serves for engine
control; it nintains low.preseniy rotor r.p.a. at a
constant level Lerespsotive of altitude and speed of
41sht, and also wte$ fuel supplied into the engine
at autoatio starting, acceleration, and at sustained
transient rating.;
0) - ? _-delivering fuel into the
airbnrner so that to maintain constant pressure ratio
p2/P41 {i it also Baits fuel supply depending on pressure
2 P lipid 6igh.9ressy rotor r.p.m.;
(d) copressor intake fairing anti.iciag device, Providing
for normal ener.ricn - ng
00>y41ti~ ?? the engine at any atmospheric
(o) afterburner with variable duty het nozzle and dual main
fuel manifold;
(f) control, eta incorporating the 11YPT panel for control
of ratings; the pans ensuring engine and )et nozzle cont-
rol fro OUT-op! to PULL AUGID Ep through the movement
or the magma control--lever;
(g) f1e~ 'galter o146en supply system, Providing for reliable
at
high (h) systes of airbloodizgtitudee
Amount of air bled from the compressor at
asgine-speed-and-at-Standard atmos-
pheric conditions. .
? ? .860 kg/hr
14. Guaranteed service lire of engine ?up
? ' ' ' refer to Service Log
74-49-91s,90-1014 at._ma:isum,and
d-ihati far not sore than . .30.6
rha. calculat the entire operai
gins raping time en the operating
life of the en-ground ? usi to 20% of the entire
o
ife
l
-"""6
the en-
_ ggin. n6 ~anthsgrgsa 2 .0,G of the
dilated 1 hr per hr, e~ Operation tiaa should be cal-
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2. Jet NOezle Ekhauet Area Diameter Values
Vain E ..?ino Hati~`
1. Full augmented rating
2. Minimum augmented rating . ? ? . 6i me (j")
3. Maximum rating . . ' ' ' ' ? 526 as (ain.)
a?)
4. Normal rating . . . . . ? ? ' ' ' ' ? ? 526 an (~
5. 0.8 carnal r.3+,irg .. ~ ' ?526 an (sin.)
n0
........
ling rating .. ... an (fin.)
. .. 680 mm (max")
3. 1%nrinont`ol
1? lrtP,ine controluniis accomplished by n.cnno of the ,. n r;l
through the medium of the control unit,
T-? wuti'ol ?`
t consistu of thr. ?:P-?14rc(UI..- ~- :', 1 punn.
and the - IIYPT-lm control panel int
erconnected h;7 can;; of ,t lint;.
The control system provides f
lowing ratings: or oneratin; the tn{ine at tla
ni (a) idling rating, which is snitched on by setting the en-
ne control lever against the idling rating stop;
(b) ratings xrom idling to maximum, which are switch" -
by shifting the engine control on to the maximum lever from the idling rating
rating stop; p
(c) maximum rating, which is sa,:itched on by netting the ea.
Gine control lever against the maximum rating stop;
(d) minimum augmented rating, Which is attained by setting--
the engine control lever against the minimum augmented rating
stop;
(e) Partial augmented ratings, which are switched on by mo-
ving the engine control III-
e
r from the minimum augmented rat
stop to the full
augmented rati st ing
n
(f) full augmented rating?
g op; which is accomplfrned by setting
the engine control lever ar
3lact th
,
e full eurmented rntinr, stop;
(g) en-3ne stopping Which is accomplished by setting who ea.
'ine control lever against the CU-r
CF
-
r stop.
2. The let nozzle of variable-putt type provi
lingers ding for control of
aur:ientation; it is actuated with the aid of three hydraulic cy.
.
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-14-
ET
NO FOREIGN DEEM O
Purpose .... . . . . . . . . . Changing of Jet nozzle
exhaust area for set-
ting required engine
rating
Control system ...... . .... electro.bydraulic
type
Operating fluid . .... , ... hydraulic fluid
ABP-100. Specifics-
or
MillI0 state Sta?-
dari P(1CT 6794-53
Hydraulic fluid pressure in system ..180.215 kg/sq.ca.
1. Starting system type .. . . , , .... automatic, autonomous,
The starting system provides fora
electric, with voltage
switched over from 24
to48V
(a) engine starting or cranking at a temperature of -20 to
+50?C,three times in succession, without boost-charging
of storage batteries;
(b) engine starting or cranking at a temperature of -40 to
+50?C,five times in succession, using a ground power
supply source of the AAA,?! type, With..starter not re-
quiring any cooling in between the operating periods;
(c) engine starting during flight at any atmospheric condi-
tions at altitudes of up to 12,000 m.(with oxygen supply)
end up to 8000 a. (without oxygen supply).
starter generator, start-
ing equipment, starting
fuel system, flame igni-
ters, oxygen supply sys_
tam, starting fuel con-
trol unit incorporated
in 8P-04 pup, electro-
magnetic valve control-
livg fuel feed at start-
ing, starting fuel igni-
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tion system, air blow
off valves (2 pieces)
5. St arterGenerator
Type ..... ... .... ...... PCP-CT-120003r
Purpose ..... .. ........ .
used as starter during
engine starting. With
engine running, is sP
played as D.C. genera-
tor. Ohenge-over from
starter, to generator
duty is accompiishad
automatically at 3q
of high-pressure rotor
normal rating or by
timer action within
44.0?1.2 seo.
Number ............ .... 1 piece
Direction of rotation ......... counter-cloohrise
Gear ratio
at starter duty ....... . . . 2.249
at generator duty ........ . . 1.344
6. Starting Eoulomeot (not delivered with en_vne)
Aircraft_power saM11 source (storage batteriss)-
Type .................. 15CAC-45
Number ........ ... . ... . . 2 pieces
Purpose .... ... ....... .. employed as power sours
during engine starting
Starting relay box , -ISA t Installed on
aircraft
Ground power supply source switch box .. IUIA-4 ( installed on
ground power supply
source)
;'s
 (c) Starting fuel pump (installed
oa aircraft)
type ? .... ? HHP-10-911 , gear type,
number ........ ? .. driven by electric motor
1 piece
output
? ? ? ? ? ? . 40+8 lit.per hour at
pressure of 200?2
-preeaure-adJustmeat value .
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lime
~~~ ? ? ? ? ? . ? ? ? ? ? ?AB7- 4-5 (installed
Purpose . ? . . . . . . . . . . . . . . . Provides for Successive
operation of electric
starting equipment
within time period of
44.0=1.2 sec.
7. 8__arting Fuel 8rat^^
purpose .. .
? during engine starting
on ground and in air
system provides for
gasoline supply into
dame igniters and for
igniting combustion
Starting fuel used . . , chambers
? ? . aviation gasoline
B-70 , State Standard
Fuel consumed in one starting.. ? not t l oveer 0.3 0.3
lit.
Components incorporated in starting
fuel system:
(e) Starting fuel tank
? 1 piece (mounted on
(b) Filter , raircraft )
...... . 1 piece (installed on
kg/sq.cm.
With V .24V and E_-0
220.2 lag/aq.cm.(With no air
pros applied into tank
and at.. voltage of 25 2 P,
as read off aircraft
voltmeter)
starting fuel tank prsl nri.
nation value ? ? ? ? ? . ? .
0420.05 kg/aq?om.
(from aircraft cow" ui
(d) Electromagnetic starting fuel
valve
type......
number .. , . ,
(e) Flame igniters
type......
??. WT-9
?? ? 1 ace
somber ? ? ... 2 pieces
8. Starting Flame Irto'ce* n...-? R? , 0..d
Purpoee ............ supplies additional
Components incorporated in oivgen
supply systent
amount of 03gen to
flame igniters for
fare effective igmi-.
tion of main barmy,
When starting esgims'
in flight
(a) Osygen bottle . , , ..... , not lose than 2 lit&
capacit7i I pies
(ed on airaraft)
(b) Oxygen pressure reducer .
2130L
~
I outlet pregmrs
amounting to 9 ?10.
k9/aq.cs.,1 piece (er?
(c) Electromagnetic o)ranged on aircraft)
0gen velum .. 1 piece (mounted on
aircraft)
(d) Bon-return wpgen valve . ? ? . I pies
017ge12 pressure forward of flan
;;=r
Ignite re ? ? ? ? . . ? ? ? ? ? ? ? . . ? 7 - 9 ~/eq? cm.
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Electromagnetic fuel supply valves
purpose .......... . supplies additional
amount of fuel (84?3
11t/hr) for accelera-
tion of starting proce-
dure on ground; fuel is
started Z;o be supplied
25 sec. after starting
button is pressed;
additional fuel sup-
ply is discontinued
as soon as high pres-
suro rotor reaches
speed amoun_ ing to
48 2 of normal r.p.m,?
type ........ ... . ? laK11T-90
number ........... .. 1 piece
Starting fuel ignition system ..... .low-voltage, employ-
Air blow-off valves:
ing erosion type sur-
face discharge spark
plugs
Purpose ........... . discharges part of
air into atmosphere
to prevent engine
from stalling at start-
ing on ground
?.... hydraulic
number ... .
? , .. 2 pieces
Permissible gas temperature aft of
turbine during starting ...... , not over
Time required for engine to gain
idling speed from the moment starting
button is pressed ... , . , not over 60 sec.
Afterburner may be turned on within
not lees than ...... . . . . 90-130C. after pressing
the starting button
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Note C I. .Aio~thm.auoaomoue atarbi the time pi-
reaching the idling Speed may be
required for 80 see.
increaed
to
2. In case the wwiemum or eugeented speed is reached
temperature aft r8f the ttuurrb ne starting allow on U bgas
e
increased to 720'C ( for not more than 5 see.).
main and afterburner fuels ? ? . T_19 State Standard
' TOOT 4138-49
T-2, State Standard
FCCT 8410-57
to-!, State ateuu:rQ
Fuel booster pump .......... AILH13AT
Type .............. centrifugal, with pert
manent-pressure valve
Direction of rotation ? .... counter-olockwiam
Gear ratio .... .. . 1.344
Pressure upstream of booster
pump .. ............ 1.0 - 3.0 kg/sq.om.e
abs.
At idling rating ........1.8 - 3.0 kg/sq.cm.e
abs.
Short-time( with aircraft
deenergised ) pressure rise
upstream of pump:
(a) up to 6000 m.(for TO-l and
T?4) ? . . . . . . . . . . . . not leas than
0.46 kg/aq.om,, abs.
(b) up to 4000 m. for T.-2) .....not lees than
0,6 1g/sq.cm., abr.
3. Fuel pressure upstream of high-
pressure fuel pumps (main and
afterburner ones)........... 2.4 - 3.8 kg/mq.cm.
Short-time pressure rise .... . . up to 4.0 kg/sq.om.
At idling rating . ........ not less than
1.4 kg/sq.cm.
 40 pain fuel regulating pumps
? . . . ? . ? ? . ? .... RP-21 0. plunger, with
variable low-pressure
rotor speed governor,
and with device (OHA)
for limiting fuel
pressure increase at
acceleration; pump is
furnished with hydrau-
lic decelerator, start-
lag fuel control unit,
by-pass valve ([C),
and distributing valve.
Pump rotor is driven
by engine high-pres-
sure rotor
Rsrpowe ? ? . ......... .waters fuel supplied
into combustion cham-
bers to provide for
maintaining predeter-
mined engine speed at
sustained rating and
intermediate ratings
Direction of rotation .... , clockwise
Gear ratio .......... 2.78
Beginning of automatic regula-
tion of engine speed ...... 85-2* of normal rating,
or -200 r.p.m.
Wtimum fuel consumption
(at n2.11i500 r.p.m.) .... not less than 7000+200
Miaimua fuel consumption lit/hr
(at n2a10,000 r.p.m.) ...... 360?15 lit/hr
Type ...............centrifugal, aingle-
Number ............. 2 pieces
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5. Afterburner fuel regulating pumps
Ty" ? ? ? ? ? ? ? ? ? ? .. Bp 2#,plusger type
with afterburner fuel
regulator and barostd-
tic fuel supply limi-
terl pump is furnished
with afterburner valve
high-pressure rotor
speed transmitter with
limiter, and E7-4B
control unit
Repose ............. meters fuel delivered
? .~~~~
1AY0 azyerwraep, 111 h ~
PP4 ratio permnseat>,j
maintained4 Unite-
fuel delivery depend..
let pressure (P~);11-
mits ae2imum r.p.m. of
Direction of rotation . ~clockwise
~s
Gear ratio ......... 2.57
'(at n2=11,150 r.p.m.) ...... Not lose than
a b--- - - 109500-400 lit/hr
-
f
o
engine main fuel system . .
7. Pressure of afterburner fuel. at
BP-22 4 pump outlet ........ not over 90 kg/sq.em.
U.J. b
8
.
urner:
'ape ? ? .. ? . ? . ? . ? ... centrifugal,
duplex
Number 10 pieces
9. Starting burners
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10. Afterburner fuel injectors
Ty'pa . ? ? ? ? ? . . . . . . . . centrifugal, single-
stage
Amber ? ? ? ? ? ? ? ? ? .....102 pieces
(a) in larger manifold ......60 pieces
(b) in smaller manifold . . . . . 42 ( including 2 start-
11. filter at main and afterburner
ing injector.)
fuel inlet .. . : . . . . . . ... gause, having 16,900
rashes per sq.cm.i
incorporated in unit
3570
12. Fuel temperature at highpreeaure
PQFW inlets
continuous ......... , not over +80?C
short-time (10 min. per one
operating hour) ........ not over +12000
2. Oil grade used ......... .
3. oil consumption ........ .
4. Pressure in oil lints
(a) at all ratings exclusive
of idling rating ..... .
(b) at idling rating ..... .
llgs At altitudes exceeding 10,000
to 3 kg/sq.cm.
5. Oil temperatureat.engine inlet .. .
l
Oil temperature at engine outlet ... .
closed-circuit, autono-
mous
MK-8, State Standard
FOCI 6457-53,
and 0.6% of N0HOJ
admixture
not over 1.2 lit/hr
3.5 +0.5 kg/eq.cm.
not less than
1.0 kg/eq.ca.
m.oil pressure may drop
not less than 440?0
not over +140?C
Not*: Oil teaparatnuy_in measured during experimental tests
carried out in compliance with a special schedule.
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6. Oil pumper
(a) Oil delivery pumps
Type .............. gear-type
Amber ............. 1 piece
Direction of rotation ..... clockwise
Over ratio . . . . . . . . . . , 3.168
Delivery at normal rating with
back pressure amounting to 3.51
0.2 kg/sq.cmo and oil temperature
of +60 to 7500. , . ; . . . . .. uoi jean than
(b) Oil pump for scavenging 50 lit/nin?
oil from accessory wheel
case and fro: cunt i and
rear supports,
................ gear-type, three-ceo-
tion
lumber ............... I pie"
Direction of rotation .... , ... clockwise
Gear ratio ...... . .. . . . 3.168
Delivery at normal rating with
back pressure amounting to 0.5 -
0.8 kg/sq.cm. and oil temperature of
+60 to 75?0 ............. not lose than
135 lit/min.
(c) Pump for scavenging oil from
front supports
Type ................ gear-type
Number ............... 1 pie"
Direction of rotation ........ clockwise
Gear ratio . . . . . . . . . . . . . 4.461
Delivery at normal rating with
back pressure amounting to 0.5-
0.8 kg/eq.ca. and oil temperature
of 460 to 75?0....... .... not lose than
12 lit/kin.
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7. Oil pressure gauge .. ? ? ... .
8. luel.oil 000101. Unit -cooslating of
fuel-cooled oil cooler, low yreeeu.
fuel filter and Oil tank,
Type
.?.,,
Purpose .... ?. ,. ?..
357C
cools oil at any
Oil tank capacity .. ? engine ratings
Amount of oil inserted in tank,, ?. 16 lit.
Ninimum?aaauat of oil allowing 5 lit.
normal operation of e
ngine
lit.
7
y' pr?ioiuu .`?e~ `woo 'onus
i
in the
oil from all lower gaging oil system for draining
wheel cane points of the oil as well as cooler and of the engine
for breathing the engine through the cen-
trjfnal?breather with barostatic valve ensuring
of the oil System at high altitudes. normal operation
10. Tba Shaine oil system provides for normal operation of the
onia@ Irrespective of interruptions in the oil supply (during
inverted flight, etc.) amounting to not more than 17 sec.
11. ~SAitlon Svete
m .and 81 gcuiLmens
1. Type of ignition system .. ,
2. Booster coil unit, electric, low-voltage
(a) Booster coils
. serving combustion
chambers ,
Number. AMU-14Y
(b) Rooster coils serving afterburner BAA?114a (installed on
Number . , aircraft)
3. Starting spark plugs,...... ' ' 1 piece
' ? . shielded, surfece.dis_
(a) Spark plugs serving combustion charge
chambers ,
Bbaber ' ' ? ? ' ? ? CNl-4-3
(b) spark plugs ?Se~og?afterburner?. C3..21A5s
Busher ? .... .
' . . . . . .. 2 pieces (including
I standby spark plug)
4. Generator regulating equipment ..
5. Afterburner control unit with
relay T, type TIR24,Mf .,
Purpose ..........
Number ... .
6. Ratings control panel,
T9pe.......
Number . .
7. Variable duty jet nOxZI9
? ?
system:
Ty Pe . . Components:' ? ? ? ? ? ? ? ? ? ?
RA -13A (not deljv
ed with engifty;
led on 4irarsl4)
Causew afterDlucp
be ea M'&Oji
oft automatioall
1 piece
lJPT--10
I piece
Rheostat transmitter . . ? . . .
Regulating rheostat . . .. AP~3l
Feedback transmitter
AOC-U
Pulse delivery bco: ? .
? ? ? . EB0-1 (installed
airoraftl not deli
ad with englpe)
Electro-hydraulic swit
h
c
.
??...1.A-1611.(
loettlied
8. Control unit: on aircraft)
Type .... ,
Number ? ' ' ~ ? ? . ? ? ? . &Y-4B
............. piece
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Chapter I
OPERATIONAL, LIMITATIONS
A. ~i_ght Limitetin, to Be Observed by Pilot
FULL AUGMER1 gD
rating
Characteristics controlled by pilot on ground and in flight
LuW-rellsurs
rotor speed
(a,), %
Gas temperature
of turbine,
C (max)
100 -0.5 700
:9hen afterburner With engine
is switched on or off, gaining idling
speed increase( ahortL rating speed
time) is a)t to ex- I within 90 sec.
ceed 106.5 after GROUND
STARTING button is
pressed: not over
720
100 f1
0.5 700
When afterbur- With engine
is switched on gaining idling rat-
or off, speed in- ing speed within
crease (short time) 90 sec. after
.is not to exceed GROUND STARTING
Sanitized Copy Approved for
50X1-HUM
700
With engine
gaining idling rat-
ing speed within
90 sec..after
GRCUWD 8TIA0
button is pressed,
not over 720
Pressure Time of continuous
of oil deli- operation
versd into
engine,
kg/sq.cm.
4
3.5 -4 0 On grounds not
over 15 see.
During flight
t altitudes up to
00 m.s not over
111-00
0 min
.
For altitudes exceed-
ing 10,000 m.; not
over 20 min.
3.5.- 4.0 On grounds not
over 15 ^ec'.
During flight at
altitudes up to
109000 a.: not over
10 Win,
For altitudes exceed-
ing 10000 a.: not
over 20 min.
3.5 - 4.0 On grounds not
over I Win.
During flight at
altitudes up to
109000 a.1 not over
10 min.
For altitudes szosed-
Log 10PO00 a.: not
over 90 ale.
 Sanitized Copy Approved for Release
Aotea:1. The total time of 6116140 continuous operation one of these
ox augmented ratings
wthoust,cooling ehoil4 not exceed the time period smaximum peoifia and
riating
at 7for one of
2. with outaidn air temp~ratursa above sego, gas temperatures aft of the turbine at
the aaziimim rating may increase to 730 0, when checking the engine on the ground
or at talcs-off. In this case the engine should not be run at the above rating for
more than 30 sec.
i
NORMAL rating 93 0.7
Not specified I 3.5 - 4.0
Not limited
either on ground or
0.8 NORMAL rating 8(1:0.7 altitude
Not
specified 3.5 - 4.0 Not limited
either on ground
or during flight at
IDLING rating According to chart I 4p any altitude
Engine starting
on ground
Pig.11 . Not leas On ground: not
Engine spinning:
(&)without changing a2 : not 10811
voltage of power than ?10
supply source
(using 24 V sys-
tea)
(b)with power sup- a2 : not lees
ply source awlt- rh.< wr
ched over from
24 to 48 V
s Speed n is developed when the engine is e
by using a groumi ppoowwer supply source. pinned
with the engine epinai:d by usLng the
Dower supply sow!ce, speed n2 should amotfto
not less than 11 ?5%.
Sanitized Copy Approved for
(a) not over 60 sec..
if using ezter-
nal power supply
souros for auto-
matic starting
(b) during autono-
mous-automatic
starting: not
over 90 "a.
Pointer Not over 45 sec.
should start (according to timer)
to indicate
oil pressure
A}J
Pointer Not over 45 seo.
h
s
ould read (according to timer)
stable oil
pressure
than 1.0 over 10 sin.
In flight at
any altitudes not
limited.
Time required
for engine accelera-
tion to idling rating
after GROUND STARTING
button is!-pressed:
 X71
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t4~^. ?a"~.,.yL'M'.wi?'_ e `dJw.aylh.c~L:,M~.. ~ ?+..'
N t~~ge s I. A Short-time speed increase should not last for
more than 5 sec.
2. Time of engine continuous operation within the
range of 95 - 100% is limited in the ^ame manner as
when running the engine at the maximum ratinngg~
3. During flight at altitudes exceeding 10~00o A.
the pressure of the oil delivered into the engine
Duringdecease flight3at al kg/sq.cm.
exceeding 15,000 m.
the gag temperature aft of the turbine may increase
to 720 C.
Minimum permissible speeds of flight with afterburner nne
_ (a) up to the altitude of 15,000 m. indicated air speed
should not be lose than 350 km/hr; at altitudes of 13,000 -
15,000 a. recommended indicated air speed should not be less
than asp ^'hr;
(b) at altitudes exceeding 15,000 m.
should not be leas than 500 i a/nr.
indicated air speed
Note: In case minimum augmentation is associated with flux
tuations in the engine thrust shift the engine cont-
rol lever forward until the fluctuation is eliminated.
Engine Acceleration Data
Shift the engine control le r within 1.5 to 2.0 sec.
(a) Time of engine accelerati n from idling rating r.p.m.:
- to 99% r.p.m....... . . . according to chart
Notes: 1. when accelerating the engine to maximum rating
1pe.d al in allowed to be increased to not o2. 1ith the engine accelerated to
speed n, should not be increased~n over 706.-;
3. During engie acceleration to augmented rating rt-ti sesa
of the turbine isshoouulldtnm or per exceed of
The time of engine acceleration do--A. . aat ~ dd~,
loped by the engine at the idling rating; the Idling rating
should be regulated as indicated in the chart (pig,)
The maximum permissible r.p.m. of the b
amounts to 103.59. `~?-pre?? r0
Adjustment of the bivh-pressure rotor speed limiter should
be carried out at n2 amounting to 103o5'-N.
B. Ground Starts Limitations
When checking the engine on the ground, comply with the
recommendations presented in the table of limitations for the
pilot, taking into consideration the following additional datas
. 1. Speed n2 associated with opera-
tion of starter (CT) switch of
control unit (starter cut off at stat-
ing, Starting fuel delivery discontinu-
ed) ............. . .
2: Speed n2 associated with opera-
tion of control unit switch MT (addi-
tional fuel supply at starting cut off,
combustion chamber spark plugs deeaer-
rized) ... . .
? .....48:2%
3. Speed n2 associated with opera-
ti
on of control unit switch G~0-1 .
4.Zpeed n2 associated with opera-?
tion of control unit switch 840-2 due
tc decrease in r.p.m. .. . . . . . .
5. Speed nl nsnociated with opera-
tics of r3 switch of HP-21p pump hyd-
raulic decelerator (afterbu.-ner block
-
inp with respect to speed
-1%
x1)??????98t
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? SL%RETO ? ? ? ? ? ?
- to augmented rating( full, mini_
mum, and intermediate) .. J. ... not over 20 sec.
(b) Time of engine acceleration
from 85% r.p.m. :
- to 99% r.p.m. ......... 8 - 11 sec.
- to augmented rating ( full, mini-
mum and intermediate ) .. not over 20 sec.
(o) Time of engine acceleration
from maximum rating to augmented
rating ( full, minimum, and inter-
 OJ
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6. Operating eagle of control panel
switch III with lever of fYPT-16 control
Pawl turned from. COT.OUT stop(I9 switch
_--g is blockadr 68-lO
7. Operating aegis of control panel
switch Width turning of control panel leer
free CUT-OOT stop(favolves setting up of
MnMMK AMMMM rating) ....... 73.1?
8. Operating angle of control panel
switch 4, with lever turned from. COT-0P!
stop (providinc blocking in cane :-?',;.-
sition systea of jet nozzle control is
employed) .... . .......... 100=1?
9. Minimum speed at which low-pres-
aur. rater ft-r--a- is regnleted _mtoaa
pally ( for reference ) ......... 852%
Chapter II
PREPARATION OF ENGINE FOR STARTING
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1. F li lira of Aircraft Main Fuel and Starting Fuel TgWW
Prior to filling; the tanbt
1. Chace tv see that the following servicing facilities
are in proper conditon: hoses, fuel dinpana+ Via, tent plugs
and other equipment__exposed_.to fuel -delivered Anto-the-taplmsj
they should be thoroughly protected against dirt.
2. Check the Certificate containing the analysis data of
the fuel in question.
The analysis data should conform to the respective State
Standard.
Clean aviation gasoline 8-70 (unlcadad), State Standard
1012-54, is used as starting fuel.
Fuels T-
1 (State Standard 4135.49), TC-I(State Standard
7149-54), or T-2(State Standard 84-10-57) are used as the main
fuel.
Fuel should be delivered intothe tanks via the efuslIi
MU
truck filter, type TD4 -1 TR
50-2000, and the gauze filter installed-';
in the dispensin
r
(1
g g
an
0000 meshes per sq.cm.).
Make sure that the fuel delivered into the tanks does not
contain water. For this, prior to filling the tanks, drain 1.5
to 2 lit, of fuel from the refuelling, truck settler into a clean
glee:: vessel, after which drop a few crystals of potassius per-
manganate into the fuel. A :haracterict c tint will indicate
that the fuel contains water.
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2.ARRlne Oil T .k
Per lubrication end cooling of the bearings and of the an-
:_gia-=rives_use_is-madeof-oil-I8[--S,-State-Standard 5457-53,
with 10101 adaixtur%
The oil delivered into the tank should be clean and should
conform to the respective State Standard (be sure to look through
the Certificate, containing the analysis data of the oil in
-question),
When filled to capacity (with the engine oil system filled
likewise), the all tank should contain 1210.5 lit, of oil (the
oil level Ch._ ld ?-
w wwocac with the aid of the oil measuring
rod).
The oil level should be checked not less than 10 sin. after
he snip La
1 ,,, If the engine oil system or the wheel cue has been
drained due to some reas
on, refilling of the oil tank
should ee A..,iwi cu .._.__ _ .- procedures
1. nil the engine .-a.6 one zou
--oil.tank to the normal level.
Z:-Stun-flu engine and accelerate it to 90% r.p.m.
within 30.es0. After the engine has been stopped, check
the oil level, and top up the tank, if necessar
y
WARJIj Do not add oil into the tank with the engine.run-
nnirng, to prevent oil ejections,
3. Pht Iaeuection of
Operations to Be Carried Out Directly Prior to Starting
Prior to Starting perform the following operations,
? (a) Check the main fuel tanks, starting fuel tank. omygen
battles, and, the -oil task to a"
yet-they-are properly filled;
e the tank fluor plug is properly closed and locked.
- aircraft is not allowed to be flown unless
INW-engims oil tank and the o Wen supply system are
filled to capacity.
(b) gh1,1 inspect the ground forward of the aircraft=
remove tbe-grgmd-egmpuent, clean the area of foreign objects
waste cloth, paper, etc.).
(0) 2emovr the blanking cover from the aircraft air intake,
and inspect as air duct for conditio While doing so, employ ,
an on lesp or a flood light.
~~ . SI RETO ?
-~ Q FOREIGN DISSEM
.mac. t...ati. ,.. t.. ,
(d) Remove the blanking cover and inspect the after-
-burner for conditionl 4mepeot the Set nosdli3lipa0 the tlaM
arrester, and the divider. When proceeding in this may. use ea
inspection lamp or a flood light.
(e) Ohbok the engine control lever for smooth travel, by
roving it from one entrees position to the other.
(f) Check to gee that,
- the aircraft storage batteries are properly charged (as
AM 1510 coon in the respective 1n2favet4...1.
- the oggea equipment (for starting the engine in air) is
fully charged and ready for Operation{
- "itch WORK (11m) is in the prover position.,
is necessary the W switch is the' OI aC to position, it .
to set the Mt
b t
?
e
o the ?FE
ATIOM -y"itia .%
am to ioct it subsequently,
(g) Cheek the engine oaQgen supply system for tightness,
using the following procedures
- open for 10 to 15 sea. the o>,gen shat-off valvel cheek
the readings of the pressure gauge dowutrean of the reducing
valvel
- check the readings of the pressure gauge 3 or q_ata.lahl'
and compare them to the initial readings. no readings should
agree. This will indicate that the system between the shutoff
valve and the electromagnetic valve controlling the oggea guppy
1s airtinht-
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 WE
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S MET & ?
Its.~';,~ire~?-y.n~?_.'",,,~.w,;,,.
(c) cool the starter-generator for at lout 30 nil;.i
The starter~generator any be blown with compraa
sod air f1
2-44.' --- - -
-
(d} _64-tier- tarting.on the around h
e
Chapter III
4WKIlNN 0d EIiGGINN ON GROUND PRIOR sn
ZIM
The engine check on the ground is performed once, at the
beginning of the flying day. ,nA 4. ,,,...
-. -- _-- .wo soiiwing prooe-
duress
1. Nsgioe starting.
2. Narmin ur nd =oirma operation during accele-
ration and deceleration.
3. engine stopping.
The ground check should be carried out in compliance with
the Chart (Pig.f, Augmented rating (indicated by the dotted
line on the chart) should be checked when carrying out the regu-
lar operation (See Chapter v).
1. Engine Starner
During the engine starting and operation, the maintenance
personnel should keep a distance of not lean than 15 metres away
from the aircraft intake duct and a safe distance from the exhaust
ps streams
n
the two-speed drive which ied by a characteristic sound in the region of.~ a of the friction c ut
h di
i
c
sc
the sound is lhead
r within 10 sec. after pressing the GROUND STARTING-,
butte* 4.No attempt to repeat the engine starting or crank=
log should be made until the high-pressure rotor
comes to a standstill.
The engine starting on the ground is accomplished automati?
??l~- in thO i*1iOwir w51
V- .y 1. Turn on the following switches;
- AFTERBURNER (A30-15)1
- aircraft-ground storage battery (master switch),
STARTING UNITS (A30..25);
- CRANKING (BI ). in the STARTIIIi position;
- FROCESSIHG (EN), in the OPERATING position, if found
turned off;
- pump No.2 (13C-5)1
- engine instruments (A30-5).
2. Set the engine control lover in the IDLING RATING post
tion.
3. Press the GROUND STARTING button, releasing it in 2 or-
3 sec.
This should cause the engine to automatically accelerate to
idling rating r.p.m.
A NINGs 1. When starting the engine do not shift the
en?
x,
give control lever bedrond ybe_.IDLING BATINs
ato~;-aa thii sq result in engine surges accoi.
va YYY .WWUA.Uw.
2. Set the engine control lever in the IDLING
RATING position 10 sec. before pressing the
GROUND STARTING button.
(rumblings when the engine pikssup~a,.15,
shift the angSn c
t
l l
on
ro
ever for 1 Sr 2 Sa
o.
to the CUT-OUT stop, and then set it again in
4. toeavvooid oveerfilllling tthe drain tank, or over-
heating the eleotrongnetia-valve--controlling
additional fuel sea -at starti n
diso
ti
g,
on
nae
the stsrrgti glare, _turnieg Off t
'IMAM
he-
t
* the to acs erita to
n; ;
RE11
' ,NO. F4RElGNp155Er1
ks.
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I. Do not Start the engine, if the engine instru-
Santa are out of order,
2. In can some routine _aaintenance or mounting
ePerntIesf-have been carried out on the engine
or is the *MCI" compartment, the engine should
be started with the access panels open, to allow
Inspection of the engine in the course of start-
i
3. ,tier 5 unsuccessful attempts to start or to
crank the engine, proceed as follows:
(a) discharge fuel from the drain tank, by re-
mo the blanking cover from the drain tank
to ece;
(b) ck oil level in the tank; if more than
two litres are gone, drain oil from the engine
-accessory wheel cue, and add oil into the tank
up to the specified level (See Chapter II );
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When starting the engine, watch ,the readings of the tacho-
meter indicators, the pressure gauge indicator, and the gas
temperature gawgec
- with speed n2 a 10 - 15%, the pressure gauge pointer
should indicate stable oil preseuro;
- the gas temperature rise aft of the turbine should not
exceed the permissible value (650?C);
- speed n2 associated with the and of the starting cycle
of the tarter-generator during a normal starting should amount
to 31_1 % (speed associated with operation of cast CT).
Check this point try- the e indications of the pilot lamp EN-
GINE STARTING (the lamp should go out).
A ex 1. Normal starting should not be accompanied by
torches ejecting from the jet nozzle.
2. In the course of starting, engine acceleration
rate say be reduced within the range of 24 to 28X;
total starting tiu not exceeding 60 sec. When
"e ~""`tea In craned by using the aircraft store-
00 bat eries the starting cycle should not exceed
c
tlN;t If the above recommendations are not complied with,
or in case some troubles become evident in the
course of the starting procedure, immediately din-
continue starting setting the engine control
lever in the OUT ppoosition and by turning off
the BTIRTING UNITS switch.
If the. starting procedure had been interrupted
before the ?TARTI UNITS pilot lamp went out,
turn on the STARTING UNITS switch and keep it in
the ON position for not less than 45 sec, to allow
the starting control equipment to complete cycle of
operation.
A repeated attempt to start the engine should not
be lade until the trouble is located and eliminat-
ed.
2. Power Supply Sour"-"
Engine starting on the ground my be accomplished by the
use of the aircraft and ground power supply sources.
The aircraft power supply source is comprised of two storage
batteriee,type 15CUC-45, rated for a voltpgs change-over of
24x48 V.
A ground power supply source may be represented by any D.C.
supply source having 24 - 30 V across-the terminals and rated
46' 40
.SKRET
-NO FOREIGN DISSEM
?, 0 ?1 0, 4
for a voltage switch-Dyer of 24x48 v. The Alle-2 ground start-
ing trolley is beat suited for the purpose.
The capacity of the power supply' source should not he lose
than 200 ampere-wars.
3. Ave" leg 0e end Oheo!+~ X? e 0m.rat
1. After the engine has accelerated to the idling r.p.a,
run it at this rating for 8 to 10 Sec.
Check the readings of the tachometer oil pressure gauge,
and the gas temperature gauge.
2. Smoothly shirt the engine control lever to the position
correspondit~ to 88 - 90% r.p,m., and run the .nine at, thin
rating for 8 to 10 sec.
3. Smoothly shift the engine control lever to the MIXIYON
rating stop and run the engine at this rating for 8 to 10 see.
Check the readings or the tachometer,oil pressure gauge and the
gas temperature gauge.
4, Smoothly Shift the engine control lever to the FULL
AUGIN;NTED rating Stop and make sure the afterburner has been
turned on judging by the indication of the respective pilot lap
and by a drop in the gas temperature aft of the turbine; the gas
temperature should rise to the initial value after the afterbur-
ner is ignited. Run the engine at this rating for 8 to 10 sec.,
while checking the readings of the tachometer, oil pressure gauge,
and the gas temperature gauge.
5. Smoothly move the engine control lever to the MAXINDN
AUGMENTED rating stop. Run the engine at this rating for 5 sec.;
watch the readings of-the tachometer and gas temperature gauge.
The augmented ratings should be cut off by a smooth move-
ment of the engine control lever to the MAXIM rating stop or
to a position corresponding to some lower rating. The afterburner
disconnection is indicated by the respective pilot lamp, which
should go out.
WARNINGS 1. To prolong the enrine service life, the naximut
rating should not be checked for more than I min.,
whereas the augmented rating should be checked
for not-sore--than 15 sec.
2. When the afterburner is turned on or off, a
short-time speed-increase-(not-aceeft,_5..am.) _---
excess of the specified value being Chapter I).
IS'SERf; , ,
18, }41110-
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SE ET .
NO FOREIGN DISSEM
3. be The introduction of the augmented ratings must
smooth, no-popping being permissible.
inns shouldhe be 20 ga ttempeer :ture nit of the tur-
bieepnetraairte~raturem above 815?C,tthehe am-
to the to erature baracteristic,ofethe maarea
i-
sus rating) ignition 4. If no fuel takes place after the after-
burner has been turned on(the gas emperature
aft of the turbine drops below 4500), cut off
the afterburner by shitting the engine control
l
ever to the MAXIMUM rating atop, to avoid ex-
censive fuel cons.
5. In case afterburnerpoperation in associated
with the seed surging or a rise of the gas
temperature- aft of the turbine in excess of
ths.epeoified value. cut nH .
oy suing the ,i:-- -?? the aiyerournor
y~.1tTmn rating stop. control lever to the
-. rating stop. If surging or the tempe-
rature ineredee persists move the engine con-
trol lever
not turn on theCafterrburneer~until the trouble
is located and ellatfated.
6. In case the movement of the engine control
lever to.the t1A2ridp rtti-o
result in the afterburner cut-oft, turn off the
AFT BTm (A30-15) switch.
. wok engine operation at the augmented ratings every
10-'2 hours of its operation, or in case operation of
the engine at this rating is doubted; carry out the
aboa check every 10 days incase the aircraft is not
floss for periods up to 36
6. Reduce the engine speed to the idling rating r.p.m. by
smoothly Moving the engine control lever l ssKige operation i while doing so check
by the readings of the tachometer and the
gas mature gauge.
7. Check to see whether the engine responds properly to the
movements of the control lever shifted from the IDLI1 rating
position to the MAXIBM rating position and back.
t.gn 1. The engine r.p.m, should not lag behind the engine
control lever smoothly moved within not lose than
20 see. from the idlibckratiMg r
s,a rating r..m, and . ?p?m? to the ma:i-
2. tlnctuatione in the engine speed, are allowed
)
t( within
(a) .5%a fo repp.mi. equalling 88%;
.3% for speed ranging from 88% to 100%.
8. Having ascertained that the engine operates normally at
sustained and transient ratings, check it for proper accelera-
tion within the following ranges,
(0-from-idling-rating-to maximum rating;
(b).from 85% r.p.m. to maximum rating r.p.m.t
(c) from idling rating to augmented rating (if necessary).
The time required for engine acceleratio,i is determined
starting from the moment the engine control lever begins moving,
and ending with the moment the engine accelerates to the respec-
tive rating r.p.m.
Notes With the engin. ac e1erotL _
-??.e %F to yaw supmenteA n_t_
inn r.n.m_. the end of the
dicated by a characteristicanoiserproducedrby the 1~
afterburner.
9. Having completed the acceleration test and run the engine
at the respective rating for 5 sec., reduce the engine speed to
80% by smoothly shifting the engine control lever to the r:;u- '...
position, and run the engine at this rating for 8 to 10 s
ec.
70. After the engine run at 80% r.p.a.1s over, check operation
of the oxygen supply system employed for starting the engine in
the air, proceeding in the following manner,.
(a) smoothly shift the engine control lever to the CUT-OUT
stop;
(b) as soon as the engine reaches speed of y1.35 - 40%, set
the engine control lever against the IDLING rating stop, and
operate the switch STARTING IN AIR (A3C.s0) keeping it in the Of
Position for 10 to 12 sec. After reaching the idling rating r.p.m.,
accelerate the engine t
0
o 8
% r.p.a. and run it at this rating for
10 to 15 see., then stop the engine after running it for 10 to
12 sec. at the idling rating. After the engine comes to a stand-
still
h
k
, c
ec
to see that the oxygen nresaure is equal to zero
(as indicated by the low pressure gauge).
4. Engine Stonpinr
.;ine stonrins should be accomplished by shifting the con-
trol lever to ti-e CUT-OUT position.
If the engine has been run at the r.p.m. exceeding 80%,
allow it to cool down while running it at 80% r.p.m. for 10 seo.
prior to stopping.
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?,0
? SE ET . ? a
NO- FOREIGN DISSEM
.lL.:r. rot ~Q a
50X1-HUM
In caes the engine has been operated within the range or
from the idling rating to 80%r.p.a. (including engine opera-
tiem-after taxiing), the stoppage should be accomplished without
cooling it at lower rating..
Stop the engine using the following procedures
1. After operating the engine for 10 to 12 sec. at the
idling rating, ssocthlj shift the control lever to the CUT-OW
-position.
. 2. After the high-pressure rotor comes to a standstill, turn
off the following switchest master switch A30-25 and switch
lwe~mteu~ i..~
VARNMI To avoid damage to the fuel puape,.never close
the fusl.ebut~ff_ yilte until the hi hh plroazure
or'o _to a i te
o ndetill (exclusive of the
cases when fire becomes an immediate danger).
3. While the engine is slowing down, check the rotors aural-
ly for smooth rotation and for abbsen-ce of foreign noise..
4. After the engine rotor has stopped, fit the blanking
cover into the engine air intake duct. Close the engine exhaust
port 15 to 30 RU. -after stopping the engine (depending on the
outside sir temperature),
5. Add olggen into the ozyges supply system, as is laid
down in Chapter VII (in case the oxygen supply system has been
checked on the ground), open the-cut-off valve and make Sure
oxygen low pressure pugs reads pressure.
1 t 1. As the ssure rotor slows down the two.
s drj should cause noise alailar to
2. P eed a rattle.
t we taion
rees'fo at tionog down check the ro-
tors by not;agthe 4.-L"
moment the engine fors e
r o starts the- rating w.p.m. to the moment
'then lgisa;4can'to. a stun still. This time
period"shouldamount to 180 sec. for the low--yyrrees-
sure rotors and to at least 35 sec. for the high-
presssure rotor; theme values should remain prat.
tioslly,unchanged-throughout the service life of
the :eno ne.
with essure rotor stopping is associated
appearance of tbhee noise produced by
the dogs of the two-speed drive of the starter-
Should it be necessary to stop the engine in emergency,
Shift the e04ne control lever to the CUT-WT atop.
Stop'tbe engine immediately in the following cases:
1. When a sharp drop isexperienced_'iin-the psesaure of the
oil supplied into the engine.
2. When leakage of
in the engine System or
to involve fire hazard.
3. If a sharp rise
turbine,
4. When
/. '!has
6, then
NO,,FOREIGW;pIiS,EM
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fuel, oil, or hydraulic fluid shows em
in the delivery lines, which is likely
is evidenced in lad temperature an of
flame or sparks are ejected from the Set nozzle.
he angina produces an abnormal noise.
engine operation is accompanied by vibra_t1on,,
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? ? 'SICRE'
-NO FOREIGN
? ?
ISSEM
During-aircraft-acceleration-and cliabieg, speed t2 will
vary depending on the variations in the speed of flight (Mach
number), but it should not exceed 103.5% r.p.a.
WAAKI 11. Climbing at a constant Mach number any invoive
an increase in speed n2, the increase not exceed-
.-2. dozotlalloww the Hach number to drop bwselawth.
specified value (See Chapter I).
At altitudes e:cnodin. 10,00w,
the oil
ed into the engine is allowed to decrease to 3.0 deliver.
control. thin the ..
Enone e cAny of the engine ratings within the range
of from the idling rating to the full augmented rating my be
established by shifting the engine wu a. vi laser to the respec-
tive position.
The engine control lever -may-be-shifted-at ay-rate,-bat
not ~- ----
c
chapter IT
OP~tATIOM 0)' EMGI1~ IN FLIGHT
During taxiing and in f'-i"ht the engine may ratsbe operated at
ay latiO~~thin the range of iron the idling the
rating, Provided the indications of thetinstru-
ae~ agree with the values referred to in Chapter I.
The following instruments should be ke.;t .._.-_
ewrvation While in flight: -`r? e+wor regular ob-
- taohoaetar imdiontors_(gt. and a2)i
oil Pa'esesre gauge indicator;
- gas teapsrature gauge indicator.
ANUS ) ffalllsnsth the tachoaetera (reading speed readings of the other tachometers omay
r
(f
r oused in this ennt, the idling rating 40.
n2I iin landing should amount to ~leae'than
2hs ~trussnt readings Should conform to the established
engine rating.
siAle OhMU the instrument readings disagree with the permia-
~6e Of ~IIes, the engine should be Operated at a lower
neg. providing for prpp~inications of the instruments.
1' ' Q T--~ during Climbs
at Of the ~Darisg the takr-Off sad climbing the engine may be operated
following ratings: MA=IMOM, MINIMUM AOG
of the transient augmented ratings, and PULL AUG10s~~,
: 1. Underae~
aealentsd to conditlow (with the engine
ttakegment
f, gas rating within
90 ~.) at the he the
r eat to~m~ afore aft
2. Ccotianoee~'bine may increase to 720"C.
tiod.of__the-engine at maximum
ratings is allowed Within a a e
elfied tine period (See Chapter I). P
41b 4. .40
q
r than 1.5 to 2.0 sec. With the engine control lever
shifted within the range Of from 85% to 100% r.p.m. at a rate
exceeding 10 see., speed 41 should not lag behind the travel
rate of the control lever.
In any of the fixed positions of the engine control lever,
variations in the r.p.m. should not exceed the following values:
'0.5% - from. idling rating r.p.m. to ni>r8$i,
to. 3% - from speed yI.M to m. .looX.
Note: In-flight variations in s
d
pee
n, (taking Place within
2 sec. exceeding the permissible values and result
in the swinging of the link are not allowed. RUMI Lag
the trouble on the ground_(See Chapter II). y7o
Acceleration and deceleration
Engine acceleration to the maximum rating (including the
cases with the engine slowing down) may be accomplished tp quick.
lj moving the engine control lever from any effective position
(excluding positions below the idling rating stop).
Normal acceleration of the engine during flight and accele-.
ration with the engine slowing down, within the range of from-the-
Idling rating to the maximum or augmented rating, as?well as en-
gine deceleration within the above range is allowed to an altitude
of 15,000 t. at any flight speed specified in the respective in.
1 ?SL~CR
NQ: FOREIGN, DISSEM
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. H.
r 40
SE~RETA-- -? ?: ! 0 S 0
etructioss (at altitudes of 13,000 to 15000 a. indicated the recommended
speed eh.uld not be 2088 than 450 km/hr ).
R~Nillpt IN-Ara-
7
0 omoapanied tv
t itlaldil ilGati3d u a
it 08 laid down In the 4he *MIA* and start
a cceleration of the a uaf Ma ter. Inv. allowed, ohms in flight is
The engine should be controlled by soving the
engine control lever in a.slow manner.
amine 508 seat.tt~w she afterburner any be turned on at
altitudes tip to 15000 a., with the indicated air speed amount-
lag to not less than 500 km/br.
Should it be necessary to turn on the afterburner at alti-
tudes of from 15,000 to 189000 a., the recommended indicated
air speed should exceed 550 b/hr.
She afterburner is switched on in flight by shifting the
'n no emnbry l va to th. NLL AAiYE mp
a subsequent setting of the . rating position, with
cvuwroi lever in the required posi-
tion.
The change-over to the augmented ratings (minimum, interae-
diets and full) on the ground and at the take-off should be
accomplished by setting the engine control lever to the respec-
tive position.
o1NNwi, 1. if .the afterburner operation is accompanied by
an excessive-rice-in the gas temperature aft of
the turbine, turn off the afterburner set-
ting
the engine control lever to the w
Pat
2' In cans l falls to be ignited after the
afterburner ie"switched on (gam to erature
aft of the j1 drops below 450 C within
15 ssa, ), slHtab off everbv-shift-
_--ia -control lever to the, MAXIMUM
to a still lower ratting position corresponding
Nagine operation at augmented ratinget
up to 15,000 a, - with the indicated air speed amounting
to not loss than 350 km/hr (at altitu-
des of 139000 to 15000 a. recommended.
indicated air speed should not be less
than 450 kn/hr)t
- at altitudes--exceeding 151000 a. - with the indicated
air speed amounting to not lose than
500 b/gr.
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operation at minimum-and intermediate augmented
rat! nliowed wvithin the entire range of altitudes and
s~ecu: refer::~i to ahove. In case of an unstable engine running
inimum or intermediate augmented ratings, which is manifest-
,v. varinti.~ns in the engine r.p.m,, as read by the n1 and n2
ndics+c .,, ^s well as by jerks occurring along the aircraft
n'ntre. ling, it is ncces-cary to shift the engine control laver
t''e t".EniED rating stop, until the variations in the
?:F .i :'r"1.'1~ear.
P.era_teYei~arewent of afterburner A re ated eor
the afcarban,^r within the time period specified foraconti-
-::erjt1.r: should be done after running the engine at the
,at'ru for at least 10 see, A Fepba+;ed acceleration of
to the m"4-1w ?nd .
?- esxted ravings, after the speei-
.?i(,d ti ,-e reriod,or'engine -operation at-theme ratings has expired
i:ec t ;,pier I), obculd not be performed earlier than 1 min,
%fl,er tnc :.^.r,ine has cooled down while running at the normal or
less a^~~::,c rating.
ti_,t~r? rr di^.e___ nRa~ ne_ mint The augmented ratings are switch-
e' '?ff by %:. _'tinj the engine control lever within 2 to 3 sec.
ti:a rating position, within the entire range of per.
r.:Esible altitudes and augmented rating r.p.m.
La,ZYG: 1. If shifting the engine control lever to the
thelafterburners opbercut off r(the afterburner
pilot leap 'keeps burning for more than 3 sec.),,__
ateshe.~IRTERUU
cPe JtFISR-switch.
If the afterburner switches oft spontaneously
(involving a sudden drop in the gas temperature
aft of the turbine), immediate shift the
engine control lever to the 1lAIINUi1 rating po-
sition or to a position corresponding to a still
lower rating.
titer nrn?ine thrust nu-pentad rtin,
The adjustment of
toRime 0oeration with A iircraft GO LM 19W A
With the aircraft going round, the engine control may be
accomplished by shittidg the control lever within 1.5 to 2.0 sea,
from the idling rating-position to the required position (incised:
lag the position corresponding to the augmented rating).
PARNI-Mi 1. It should be borne in wind that total time of
teng1ine acceleration to the.masimum rating amounts
14 sec. to the augmented rating - not
ov
t fore, going round should be
do"ded er. 20 sea.{-in due Use.
2.. Should one of the tachometer indicator pointers
fill, the reading of the other ay be made use
 Q'. 0
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0.0 ? '?
NQ EOREI ,DJSS
of; it should be taken into consideration, that
at low altitudes and on the ground (with the
engine-running-at-the idling rating) speed n1
should exceed 32%, whereas speed n2 should
exceed 48%.
5. Xmitte Starting and Storniam + Pl ebt
A reliable starting of the engine in flight (with the oxy-
gen supply switched on) is ensured to an altitude of 1211000 a.
Engine starting with the use of the oxygen supply system should
be performed:
- at altitudes of 12,000 to 10000 a., with the indicated
air speed amounting to 520 - 650 km/hrs
.
- at altitudes below 107,000 ^:.with the i.,, b,_Ct-4
wL40
amounting to 450 - 650 kas/hr.
NOW 1. Theespeedlof autorotation at starting should be tim ii,: or the speed normally develop-
ow-pressure rotor.
-2.-Thee-ttartisg without oxygen supply can
be performed to an altitude of 8,000 a. with
the indicated air speed amounting to 456 -
650 ks/hr.
The engine starting in flight should be carried out using
the following procedure:
1. Set the engine control lever in the IDLING rating posi-
tion.
2. Turn on the switch STARTING IN AIR. With the engine
picking up speed at a high rate, turn off the STARTING IN AIR
switch (not later than 30 sec. after it has been turned on).
The attempt at starting should be considered successful if the
engine r.p.s. increases to not less than 50%.
IMine stooping in f1igt The engine stopping in flight
is accomplished by shifting the engine control lever from the
initial position to the CO!-OUT stop.
In cane of an inadvertent stoppage of the engine in flight,
immediate37 set the engine control lever in the CUT-OUT position,
and start the engine, proceeding in the usual manner (provided
the aircraft tanks contain fuel).
stmim 9Z IBM, I . The following-eem----
ditiona are canes for ianediate stoppage of the engine in flights
t
- a
-us Vibration of the engines
- sharp increase of gas temperature aft of the turbinq
- surging of the power plant aecoepenied by a sharp
decrease of engine r.p.a.
In case of a fire in the engine nacelle, not the engine
control lever in the CUT-OUT position, close the fuel abut-off
:1-e, o-" na: the fix-fighting gates.
In all other cases of the engine stoppage in flight, as
closing of the fuel shut-off valve is required.
S.,. '1M
A trial flight is performed after the installation of a
new engine, as well an after the replace ,nt of the NR.29
and RP-229fuel regulating puape.
The following points should be checked during the trial
flight:
1. Engine controllability within the range of from idling
rating to aarlaum rating, at an altitude of 5000 to 9000
not
with indicated air speed amounting to 500 - 600 km/hr (in the -
airfield region).
2. Engine acceleration from idling rating to snaiavm rating
at an altitude of 5000 to 8000 a. with the indicated air speed
amounting to 500 - 600 ka/hr (in the airfield region).
3. Engine operation at augmented ratings within the range
of from MINIM AU01 to PULL AOGIBRTEp, at am altitude of
10,000.to 16#000 a., with the indicated air speed amounting to
550 - 650 ka/hr. The afterburner switching-on at an altitude of
14000 to 16,000 a. should be accomplished at indicated air
speeds within 450 - 500 ka/hr.
4. With the aircraft flying at maslnue Mach number, cheek
the engine for maximum speed n2. This speed should amount to
within 103.5.0.5 .
Notes: 1. After the replacement of the >f fuel t-
lag pup carry. out the checks enumerated in Point.
2. Ater thand e replacement of the EP-22 0 fuel regu-
lating pump, carry out the checks enumerated in
Points 3 and 4.
.. ? ; SjCR~ ? ? ? ,i?
FOREIGN DISSEM ?:
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4
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1. General
Trouble-tree operation of the engine is largerly dependent
aan t .gh f n_~
^mel-..y a- a o lf,saa Uwe of all On ti t911ti.0e maintenance ope-
rations. And defeats should be .1+~. meted as noon as thoy are
detected. The routine maintenance operations performed as well
as repairs carried out should be registered in the engine Service
Log in due time.
WARM 1st A31 mounting, routine maintenance. and otter R
ratioas on the engine should be performed using
the _enuins-tools -set- carried on the aircraft.
When carrying, cut some operations on the aircraft, do not
place bolts, ants, cotter pins, safety wire, or other parts on
the engine. Having completed the work, check to see that no
small parts and foreign objects why left lying on the engine or
in the engine compartment. The engine cospertaent should be
thoroughly cleaned of dust, dirt, and oil.
2. ft*ilinht Heine Inspection
Preflight inspection of the engine should be performed as
is laid down in Chapter II of the present Instructions.
3.AosLlliaht Eonine Inspection
Postfllghtengine inspection should be carried out in the
end of a flying dy. =mgise readiness for a subsequent operation
is dependent on the quality of the inspection in question.
Subject to inspection and checking are the following units
and components of the engines
1. As the engine is being stopped, with the rotor still
spinning due to inertia, see than
(a)--ths_snglms does not generate.agy foreign noises and
knocks- Perform the check aurally. In case some noises appear
ihich question engine soundness, listen to engine operation
while cranking it once or'twice with the aid of the starter-go.__
nerator. Do not star` t
he
and eliminated{
(b) no note issues from the adjustable jet nozzle. Smoke
is a sign of a defective drain valve of fuel regulating pump
HP-210 ; fuel or oil leakage into the afterburner my also be
the can" of smoking.
2. After the engine comes to a standstill, proceed as'
tol'n.a
'-a) inspect t e aircraft intnk: duct and the blades of the -
eagiae compressor stages through a special inspection hole.
Dirt and mechanical damage are not allowed (while proceeding is
thin wV, use an inspection lamp or a flood light).
.
(b) inspect the inner surface of she ftterb_".nou_ W AM
adjustable jet nozzle flaps. lake sure they do not contain---
cracks, burns, or warpage (use an inspection lamp or a flood
light).
Special care should be taken in inspecting the accessible
components of the diffuser (circular flame arrestors, posts,
flame igniter, fuel burners, *to.).
3. Inspect visually all accessible units, control links,
nd
a
lines, to sae that they are properly attached and looked.
Defective looking should be excluded.
4. Check the fuel and oil lines as well as the bydrsmlic
fluid lines for leakage. Inspect the.points where leakage is
likely to show up, such as flanges of individual units
the
,
union auto of the burners, the joints in the pipe lines, mani-
folds, and housings,
5. Open the oeygen cut-off valve) oxygen pressure, as Indi-
cated ley the low-pressure gauge, should be within 7 to 9 kg/sq.o..
(La the aircraft ceok
it
p
}
-
s 1. If leakage is detected in the pipe lime joints
of P1 Idnas". Tae mute of the~flared
.wt. be tightened b
mars th
4
y
an
y
.
._L -tightening-of-the-flared joints 'is-eot
2. 11Z.r the tigfbeing or -the nuts does not stop the --
3. Bning ~ig1s .d the autos oar replaced the sealing
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.s y. A.. +Nr :./-oYw/~ s+'~elh.`+p} vw-- ?';- " ~,' ,'is:
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SICRO ?
start the engine and check the joints for
Ue, with the engine running.
4. Ice cue leakage is detected on the housing of
the fuel filter of fuel-oil unit 3570 it is
-htosskl~~i}ton'the ~mlt aeouriag -tike filter
5..Perll sib la fuel eiaipe into the vent system,
with the engine s
(a) a roothe drive of the 33T booster pump -
(b) the drive Of the HP-21 4 and of the
starting 3titel control unit (total) - not over
60 cu.cahdn.
(a) frog the drive and electric contactor of the
Ipmp (total) - not over
6. Mak1 Certain the electric rains as well as the
jut: et ad thereto-couple wiring in in good
7. is severely attached.
"nine coop i""ct the blades
and the shrouds of the turbine II stage. If
cracks or desq:ar detected on the turbine
bps, onanllt the representetive of the engine
to tens engine urth~er use. When inspedecision
eme
4491"1 it is prohibited to carry out any ra-
tions on ho electrical and hydraulic
ftiftment.
at Uback the starting fuel and oil levels; add up
if necessary= add up o3gen into the System sup-
U.06 _he flan ienltern of the burners.
after Exatmpa peratesible amount of oil in the tank
tank Wit, should a smalller amounto f lit. consult the
the
representative of the engine Manufacturing plant.
RawUMNA-Mar - _ Pt 5:1
4?
~aYrs cf En:ine Operation
1. Inspect the engine as is laid down in section "Postflight
8ogine Inspection".
2. Check and tighten, if necessary, the bolt securing the
solenoid of-the HP-220 pup.
3. Remove, inspect, and, if necessary, wash the surface of
the oil pump unit filter. The oil pump unit filter should be
washed using the following procedurew
(a) without removing the filter from the cover, rinse it
in a bath containing clean gasoline E-70 (prior to doing so, fit
the filter with-rubber-stopper 034-131)1 do not forget to fit
N,9 fg~hJGN: DISSEM
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the all pump unit with blenkieg cover '1137.317 in place of as
cover removed toOether wlt~e fil4traos--eloaniop--bhe 1131
gauuo use should be made of brash 031.4381
(b) dry the filter, without blowing it with compressed air.
4. Check clearance 1 in the telescopic joint between the
afterburner diffuser and the adjustable Set noasle OHg.V)1
a -local iwrreue of clearance A up to 4.5 as over in ern net
exceeding 300 on is allowed.
5. If clearance fl exceeds 4.5 an, it is aeoeaaa y to die-
Mint the airc ft, to bung up a troller clouted frame, and to
measure clearance B in, the telescopis joint, rating use of a
feeler gauge.
Where clearance B is largest, make a notch (with a pencil)
on the'diff user, remove the-telescopic ring, and measure the
height of the diffuser collar (aiso 3); '? cliff r botwoj
sizes H and B should not be less than I an.
6. If the above difference is in excess of I an, install
the telescopic ring, remove the frame and couple the alrcratt.
During further operation of the engine, aee that mozina oleo
rance p does not increase in excess of the initial plus. If the
clearance does increaser, carry out the operations detailed in
Point 5.
7. In case the difference between sires H and B is less
than I no, check to see which of the components (diffuser or jet
morale) is d
`f
r
w~
oraed. fo
this, turn the adjustable jet nozzle
through 180? and measure clearance .3 (at the point where the
difference between _elsss_B.and..B_is. s-than 1 an and at-the-eppo?
Bit
id
e s
e). If asimum clearance B appears to have been turned
also through 180?, then the adjustable jet nossle is deformed.
If the location of sexissa clearance B raasime the muse
after turning the adjustable jet nozzle, then diffuser flange
I is deformed.
8. Straighten the deformed flange (8 or3) until the requir-
ed difference between sizes H and B is obtained. Straightening
should be performed with the aid of wooden tools (a mall and
a dolly).
? ? '? ? ?'.
4 40 ? dl ou n &CRLT a ? ? ?
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N0 pOR~JG!!l DISSE-
5. Periodic Maintenance
1. Every 3615 days of engine operation inspect and, if
necessary, wash the oil pump unit filter, as is laid down in
Section "Routine Maintenance after First 5?1 Hours of Engine
Operation".
2. Every 1012 hours of engine operation, check it for pro-
per operation at the augmented rating. While doing so, measure
speed n2 as is detailed in Section "Replacement of HP-220 Fuel
Regulating Pump". Enter the value of speed n2 thus obtained into
the engine Service bog.
6, Routine Maintenance Performed Every 5a5
Hours of Engine Operation
1. Perform the operations enumerated in Sections Poutflight
Engine Inspection" and "Routine Maintenance after First 5*1
Hours of Engine Operation".
2. Inspect the engine control unit for wear of the links
and for play in the control system; check to see that the lock-
ing devices of the levers of the HP-210 pump and IIYPT-10 control
panel, as well as of other parts are intact. Treat the control
link joints with IpiATRIi-201 lubricant.
Check the engine control system for proper operation by
shifting the engine control lever within the entire range, from
the CU -OUT stop to the FULL AUGIAIITED rating stop and backwards.
The engine control lever should move smoothly, without any bind-
ing. While proceeding in this way, pay attention to the follow-
in6a
(a) with the engine control lever set in the CUT-OUT and
FULL AUGMEITED rating positions the lever in the aircraft cock-
pit should stop 1.5 or 2.0 am short of the respective stops;
(b) with the engine control lever set in the CUT-OUT posi-
tion the lever of the HP-211D fuel regulating pump should snugly
contact the respective atop on the pump dial;
(c) with the engine control lever shifted to the IDLING
50X1-HUM-
rating position the notch on the flag of the HP.-21m fuel regn?
latiog pump should stop between the notches limiting the IDLIIAI
rating-sector on-ths..pump-dial- (first-and thud-tiotchee 3ro
the CUT-OUT atop);
(d) when the engine control lever is not against the MALI.
MUM rating stop figures 69 - 70 of the control panel dial should
come up against the notch on the housing, whereas the notch on
the flag of the fuel regulating pump should be located beyond
the 6th notch on the pump dial;
(e) with the engine control lever net against the MINIMUM
a6GM rating position --the--lover --of--the-f1YPT-1@ control panS1
should be within the MINIMUM AUGMANTED rating sector (73+10 to
78120. as indicated on the dial of the control panel), while
the notch on the flag of the NP-film fuel .,..,,,-..
--o---?.a6 pump should
be beyond the seventy notch on the dial of the HP-2140 fuel regu-
ietio w..,,
W : _Th
-MIN
e
NMUM~ IUGfIENTEDrdtlng stop has been so edjuel
ad as to allow figures 74 ?75 of the control panel
dial to line up with the notch on the hquiMIa when
the a ine control lever is shifted to the MINIMUM
AUGMENT rating atop.
(f) with'tne engine control lever net against the PULL
IUUMENTED rating stop the lever of the HP-210 fuel regulating
pnsp should have a clearancebetween-the flagand the stop,
amounting to not less than 2 mm; in this case the lever should
be located behind the 7th notch on the dial of the Wk-210 fuel
regulating pump whereas the lever of the fYPT--14 control panel
should tightly contact the FULL AUGMENTED rating stop.
3. Start-the vagiae_and_.check-the-me=imeu r.p,m,hif genes.
'y, adjust the sa=iaum r.p.m. to 100:0.5 per cent and check
engine operation at the AUGMENTED rating.
4. When inspecting the afterburner:
(a) check the ring and the jet nozzle flaps for cracks,
eerpage, and scores;
(b) check the hydraulic system controlling the jet nozzle
flaps (with the engine at standstill);
When checking the hydraulic system proceed in the following
ewers
- connect the ground supply source to the aircraft mains;
? .. ' ~ ~ 1 ^+*z?' i.a ~r;,. ..;% fin
., ? I, 4SECIEZ . I
NO FOREIGN iDISSEM
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NO, FOREIGN DISPA4
itit~'~A~w^~~A.rorM.!C?'^~rN.`a:,.~.r~:.y~,ufu7R.M~h~.4 ~,~?C,`~[~!Vi+vi
- turn on the following switahest MASTER SWITCR,APT&UMM,
PROCISSIM-Un-the-E-position)l
- out out the blocking system of hydraulic decelerator r8
by turning screw I an the IIAO-13Aatterburner control unit in
the BICCEIMO CUT-OUT position;
- connect the ground trolley mounting hydraulic pumps. Make
sure the pressure in the hydraulic system is within the permis-
sible limits;
shift the engine control lever from the MAZl1NM ratine
stop--to the PULL ADOIEMTID-rating stop, and note the time period
required for the Set nossle flaps to shift from the PULL #t MIN-
TED rating to the MAXIMUM rating position.
The time period should amount to 5.011.5 coo.
Notesc 1. The engine Control lever movement m-test t- -
.7 to 2.0 ?.u.
2. when checking the hydraulic system, do -not fail
t0 1fflUDmet ttie 7 aulia cylinders and the hydran-
lie .vats. pipe like joints for leakage.
3. If the-', t monde ti p shifting time does not
agree wibh they { ied.value jus
ate rY{r=8ectiom "replacement end t-
AQ mat et#%drwlic Cylinder" (Chapter II).
4. tb 0010LL IOOIQIIlefI'm flaps ifr on and
Ohmayad - baebai+dg,3'should' bvthemovement of
5. The rode ;should attaohmeat rim.
projroti Arcs the kwdraullc cylia-
der. to the 'sa -le gth; the persissible difteren-
Ce should not emceed 7 a at the aug-
ratingmeated ratings and 1.5 o at the full augmented
.
Set screw I of the arterburaer control_unit in the BLCCQEU
_cm.Zl y o h i t i o n ; f i t sw i t c h e s MAU S ITC. B, PEOOEg8I14, APT
in the initial position; disconnect the ground power supply
source from the aircraft mine, and disconnect the trolley.ounted
hydraulic pumps.
5. In case the looking devices are found to be damaged or
loose, check the auto of the engine pipe lines for proper tigb-
tening. Tighten up the outs, it necessary.
7. Reatine :? after EsDiration or E in.
AMIC9 fit
1. Process the internal surfaces of the engine as recom os-
d.d in Section "Internal Processing of Engine".
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2.-Remove theeoglne from the aircraft. Process the ester.
veal surfaces of the engine as in laid down in Section "Paternal
Processing of Engine".
All defects and troubles encountered in the course of
engine operation on the aircraft should be duly entered into
the engine Service Log and reflected in the Certificates, which
are to be submitted to the Manufacturing plant.
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AMA-21-01 OF EAQIBS AT SUBZ880
At subzero t
eaperatu s and excessive air humidity the air
int^ ":ct gurus to be coated with ice, which
failure. may involve engine
Ice hazard is especially great during drizzle, rain, or snow
fall at ambient air temperatures approaching zeros water on the
airfield also favours icier.
When insveotiet the en.ln-
--- OUKV that the intake duct
surfaces hays no traces-of-icing. Am-ice coat on the engine and
air intake duct components should be removed with the aid of hot
air, making use of the heating devices available on the airfield.
When warning up the engine under the above conditions, it
is necessary to keep the edges of the air intake duct and of the
Inlet cons under observation. As soon as ice shows up, stop the
engine and inspect theair intake duct and the blades of the cos..
Pressor-first stage through the access hole. It the blades are
found to be in proper condition, proceed warning up the engine
tight excluding ice formation.
2. ground Star AS' taraicR.Ue Checkinw
'
The starting, rarming..up, checking and etc) ppin
f
g o
the
engine on the ground should be performed in the usual Ramer.
Besides, the following should be taken into consideration, when
starting or stopping the engine in cold weather,
.1. With the air temperature dropping below 0?, the idling
rating r.p.m. of the cold engine decreases by 2 to 3%. After
the engine is warmed up. the idling rating r.p._. should
increase to the normal value.
1.aration of Ensine for Ooer^
When the cold season sets ins
1' (heck the blacking covers for tight fit over the air
Intake duct and over the Jet nozzle (to prevent snow penetration).
2. At subzero air teaperaturerstorage batteries 15CgC-45
Should be operated in compliance with the respective instruction.
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2. With the air temperature below - 40?C, the engine should
be warned Up prior to starting by using hot air provided by
ground installations ( air temperature should not exceed t SD?O).
Beeni,~ s ahoUld be taken when
__l . . _, warming np the fuel-oil unit;
-wad fuo+ ,ape lines S
ot air should b d
.eelivered via the
inspection holes of the engine compartment
1019: Prior to starting the engine at subzero teaperatarp,
check the low-preasure rotor for smooth spinning by
turning the rotor manually by the blades of the com-
press or first stage or b
th
y
e blades of th
e turbine
ware up theeenggine wiithbhot air are asfis instructed ink
rotPointor. 2 of-the present Section.
3. After starting the engine and accelerating it to the
idling rating r.p.n., as well as during
inhe
the engine should not be ran at a r.p.m. below 5 (u and
f ice
che
Lard exists) for more than 5 min. (with air temperatures asasnt?
than The engine may be operated again at a r.p.m. below 50%,
only after it has run at a r.p.m. exceeding 50% for sot leas
0.5 Sin.
s 1. The above limitations have been introduced for
prevention of ice formation on the nose hmllet
and the blades of the compressor first stage
(when starting the engine under conditions favour-
ing icing).
2. When running the engine on the
grounds intake -duct _under-observa~pre~t
ice formation.
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?ACRSr ?
NN
4. Special care should be taken to cool down the engine before
stopping it, to prevent the parts of the engine hot section from
warpage, Prior to stopping the engine, run it at 80% r.p.m. for
not isle than-1-min.
3. 22eratiois of Hea:ine during lp]lpftt
In a cold season the engine should be operated in flight
at the Name ratings as in other seasons, with the limitations
referred to in Chapter 1 of the present Instructions duly taken
into consideration.
_4.._aemniaa ame=n Ready for Op ration
To Provide for quick and reliable starting of the engine,
the following should be observed,
1; }it the
blanking cover over the 'oi16t60 uii$iet 74th, n
15 to 30 min. (depending on the outside air temperature) after
the rotor stool.
Install the blanking cover into the air intake duct imme-
diately after the engine comes to a standstill.
2. Take care to Nee that the fuel and oil are guarded
? against water, to avoid ice formation in the oil and fuel eys-
tams.
At Ica outside air temperatures use of main fuel with ad-
mixture N --(Specifications -HE 1170.49) is permissible. The
admixture content should not exceed 0.3% (by weight).
3. With the outside air temperatures below - 40?C, the en-
gine should be warmed up at regular intervals by running it at
88 to 90% r.p.m. for 2 to 3 min.
The engine nay bewarned -up -with the aid of hot air (not
over + 80?0).
When using hot air, special care should be taken to tho-
roughly warm up the fuel-oil unit, as well as the oil and fuel
pipe lines. Not air should be delivered via the inspection holes
of the engine compartment.
ENGINE UOUNTIBT AND DISWAMIJIIG
MOUNTING OF ENGINE ON AIRC@/pT
1. !mine Tra t --
The angle Is transported in a +-?
inroresa~
case, Which also contains the following Items
- single set of spars parts;
- aircraft-carried tools.
The case amounts 'to 3480 mm in length, 1100 ma in width,
and 1410 mm in height.
The -jet 'nozzle is packed in an individual case, which is
2800 mm in length, 1150 mm in width, and 1221 ma in height.
The case used for transporting the engine is of a eollep.
sible type. The end wall of the case upper portion is remonble,
whereas the entire upper portion is capable of sliding on the
bottom panel. The upper portion is attached to the bottom panel
by means of four bolts. Bolted to the bottom plate is a metal
support mounting the engine.
The case for jet nozzle transportation is also a collap?
Bible type. The upper portion of the case slides on the bottom
panel. Bolted to the bottom panel is a metal support mounting
the jet nozzle. The upper portion is attached to the bottom
panel by means-of four bolts.
The engine is secured to the support in two planes (lig,43):
(a) in the plane of the compressor rear casing - to two
aide brackets;
(b) in the plane of the front flange of the first stage
turbine nozzle diaphragm casing - to the brackets located in
the middle portion of the engine.
'~ ?, i %ECAET \10: : ;~ ? ? ~,
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NO F0 GRISSIM1 ? ? ?
To proviie for reliable attachment of the engine to the
case during transportation, the bolts holding the support to
the ,bottom panel should be securely tightened-where"-the pine
eupporking the eogine?should be locked.
The Jet nozzle Is secured to,the-support in two zones:
(a) the first cone is represented by the front flange of
the Jet nozzle; the flange collar engages the half-ring of the
case support to be held down by a removable half-ring with the
aid of two hinged bolts;
(b) the second zone comprises the afterburner attachment
elides which hold the afterburner on two T-shaped pins of the
ease support.
The ease containing the ,,
containing the ei~a..Q ehccld be hoisted with the
help of a crane having a capacity of not less than 2 tons.
VARKMI It is strictly prohibited to either tilt or turn
over the case.
The came is suspended from the crane on a wire rope passed
through four eyes provided on the case upper portion.
Prior to removing the case from a truck or a platform, make
certain the upper portion of the case is securely attached to
the bottom panel.
Weight of the case with the engine . , ,
W1550130 eight of the case with the jet nozzle ....650-3C kg
2. X98 of New gnelwe
Unpack the engine proceeding as follows:
1. Remove the four bolts attaching the upper portion to the
bottom panel.
2. Detach and remove the and wall of the upper portion;
slide the Upper portion off the bottom panel.
3. Take out the spare parts and the aircraft-carried tools.
Check to see that the seals are intact.
Remove the cover from the engine as is laid down in the In-
structions for unpacking the engine.
Attach the hoisting device to bolts 2 and bracket 7(Fig,43);
detach the engine from the bottom panel support;lift the engine
and carefully mount it on the trolley with the help of brackets
6 and bolts 8; the trolley will be used for moving the engine
into the engine compartment.
F 77 :.
.N0, FOREIGN-DISSEM.. -? --.
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When lifting and mounting the engine, see that the engine
pipe lines are not damaged, and that the wire ropes of the hoiet-
iag devioe do not contact th
e sags. units and components.
WAR~NI)Ri: When lifting the engine remember that the centre
of gravity is located at a distance of 165 ma
at fromj the rear casing Joint, towards the adjustable
nozzle.
Unpack the jet nozzle proceeding as follows:
- remove the jet nozzle control unit;
- detach the jet nozzle from the case support;
- fit the straps of the hoist and
lift and mount it on a trolley. w,wer toe jet nozzle bob,
3. Pine'''- adgiae for Isetallstlnn
Prior to be metalled in the aircraft the
jet nozzle are subjected to deproce g
esi fo?l OA one
1. Wash all external 49 in the following manners
surfaces of the engine having a coat
of processing compound with clean gasoline, using a brush.
2. Thoroughly rub the washed areas with dry cloth.
Nots: 1. Solid ed processing compound mey be
aid of transformer oil preheats to
w0 - th
900.
2. When deprocessing the engine see that no oil or
gasoline-is allowed to find Its
engine electric equipment. way into the
3.' Gasoline or solvents should not be allowed to re-
main on painted surfaces for more than 2 win.
The deprocessing procedure completed, make an maternal ins-
pection of the engine.
When inspecting the engine, check the following points:
10 bngine units and assemblies for props' attachment. All
Unite should be securely fastened and locked.
2. The fuel, oil and air pipe lines for proper condition.
The pipe lines for proper clearances. The Pipe lines should be
securely fastened and locked.
The clearances between the pipe lines should amount to not
lose than 3 an.
The clearances in the places of rigid attachment (to cases,
brackets, flanges, etc.) should not be lose than 2 mm.
 ?
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El 'e , ? ? ? ?
collar of the diffuser flange; the collar of the jet nozzle
flange enters into the wide slot of the ring.
Having installed the telescopic joint,measure clearance
-II (FigiV)-whicb-ehonldjnoL-exceed 4.5 am (over an are not ex-
ceoding 300 me). Should clearance U be in excess of 4.5 an, pro-
ceed as is laid down in Chapter 5, Section "Routine Maintenance
after First 511 Hours of Engine Operation"(points 5, 6, 7, and
8). It is not allowed to leave the adjustable jet nozzle unfas-
tened or without support on the afterburner diffuser.
Perform aircraft jointing as in laid down in the aircraft
Instructions,efter which install the hydraulib units control-
11 th -
a
d
3. The engine wires for proper condition and attachment.
The wires should be securely attached and locked; the-plug.con?
neotors should be ol?an.
4. Check the closures in the engine measurement points
(see Diagram showing arrangement of measurement points,(Fig.42),
12 *L 1. The places serving for checking engine characte.
ristics on the ground should be fitted with ser-
vice closures.
2. The places serving for connection of engine in-
struments should be fitted with shipping closu-
ree coated with red paint.
5. Check the seals on the adjustable components in compli-
ance with Appendix 3o.3.
Should some defects be revealed on the engine, draw up
a certific: ; which should h; nubaitced to the
Manufacturing
plant.
ho not install the engine on the aircraft unless the cause
of t)e trouble is detected and eliminated.
6. Remove the shipping closures and install on the engine
the following equipments
- tachometer generator (for measuring speed n. and n2);
- oil pressure transmitter;
- f-34-2T hydraulic pumps and other units and assemblies
enumerated in the aircraft Instructions;
!&t I the shipping closures should be removed from the
unite and the engine just before installing the
instruments or connecting the pipe linen.
4. Installation of Engine on Aircraft
Prior to installing the engine in the aircraft, chock the
engine compartment for proper condition. The engine compartment
should be cleaned of dust, dirt, traces of oil and fuel, as weL
as of foreign objects, such as outs, bolts, tools, etc. Check
the air intake duct surfaces for proper condition.
WARNINGS The engine oxygen supply system should be filled
with nitrogen as is instructed in the present
chapter.
Install the engine in the aircraft in compliance with tb
recommendations of the aircraft Instructions. Then mount the
adjustable jet nozzle.
Secure the telescopic ring on the left-hand side (looking
forward). The narrow slot of the telescopic ring receives the
NO FOREIGN DIS5EM
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g a a
justable jet nozzle Proceeding as instructed in Sec-
tion "Replacement and Adjustment of Hydraulic Cylinder" (Chapter
II); connect the piping of the hydraulic cylinders to the air,
craft pipe lines.
Note: In case there is a necesnity tt~ check _____.._
the afterburner, it is allowed to check theyengi e
on the ground, with the adjustable jet nozzle secured
to the frame.
Havinr, secured the engine to the aircraft, connect the elr-
craft pipe lines to the engine in compliance with the list
attached.
IARNING: Prior to connecting the aircraft pipe lines to the
engine see that the delivery pipes and hoses are
free of any foreign objects or dirt on the inside
and outside.
5. List of Aircraft Pipe Lines Connected t:g
Engine
Lubricating eystes-
I:nr,ine breathing
Jain and starting fuel system
Inin fuel supply to 4UH-134T fuel booster Flange
starting fuel supply to electromagnetic I Nip
le
p
~._-;'SCR?T ' ?
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? Q.,FJ0Mk
o1p, ~ ..
M-an rleeee_iram pressure
chamber
1 Air bleed for aircraft needs (in two
points)
2 Air bleeding from pressure chamber
manifold (in two points)
3 Air bleeding for ..h ft cooling
_ftdraullg yjt!m-
I Hydraulic fluid supply to hydraulic
cylinders coatrollln jot noaale
flaps
2.+ oydrauiic fluid outlet from cyli adore
Flue igniter ovg_n
-8UP211 V-st!t
8npp]y of low-pressure oxygen to non-
return wale
Sogini elecane-e=ster
Plug connector 211P60045811't
Connection of wires to starter?genera-
tor
gtOrter-gonerator cooling
Aaln etetea
S-dsaulio fluid drain from two bydrau-
lio pops 80-342T
fuel drain from drive of A@I-13AT
PUMP
Fuel drain from electric contac-
tor of BP-22p pump
Fuel drain from combustion chamber
control
gland in-
fual re-
Fitting
Fitting
Pitting
All .-- . - (veat) iinea, exclusive or that refer-
red to in Point 5, have a common outlet.
6. List of Engine Instruments
1. For checking engine r.p.m. (:11 and n2) - NT3 - 2
and AT3 -1 sets.
2. For checking oil pressure - ALL] -8T set.
3. For checking gas temperature aft of the turbine-
TBP 11 T set.
7. Flushing of Pile Lines
Having connected the aircraft pipe lines to the engine,
flush the pipe lines with the purpose of removing air locks.
Prior to flushing the pipe lines it is necessary to fill
the main fuel and starting fuel tanks with fuel as is laid
down in Chapter II.
Pipe line flushing is carried out as follows:
1. Flush the main fuel system, for which purpose:
(a) connect the ground power supply source to the air-
craft mains;
(b) remove the screw cap from the connection serving for
air release from unit 357C, and connect 131 -535 air release
device;
(c) open the fuel shut-off valve, and start the booster
pumps.
Description
Fuel-drain from diffuser collector
at afterburner pipe joint
Fuel drain from diffuser collector
at nozzle diaphragm joint
Fuel drain from glands incorporated in
drives of HP-210 and HP-22Q fuel.regulat-
ing pumps
Oil drain from two-speed drive
generator
Fuel drain from starting fuel
unit, electric contactor, and
corporated in drive of HP-21
gulating pump
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? s --
Discontinue the fuel delivery as soon as the fuel stream
issuing frog the device boss becomes free of air bubbles, but
not befpre allowing 8 to 10 l,tree of fuel to run from the
pipes
procedure over, stop the booster pumps and rein-
stall the sorer cap after fitting it with a new rubber sealing
ring,
(e) employ the same Procedure for flushing the RP,21 9
fuel regulating pump, after connecting device &137-535 to air
release valn,9 (Dig.24).
2. Deliver fuel into the pipe line carrying starting fuel
to the elect ?z netic stanSe9... valve, for which purpose,
.(i~ sit Lhe
(B1); storage battery switch in the ON position
(b) net the PROCESSING switch (BE) in the E position;
(a) turn on the STAATtgn UNITS
v awl-6a (A30-25)j
(d) turn on'the STApTM Ll.. .
Stoop the feel deli "A switch (3B).
ing t issuing very-as soon- as the stream of the start-
from the aircraft drain cock becomes free of
air bubbles.
. 4TdlE as an cut-off cock should be closed. Ravine
19 ed the procedure, net the STARTING IN A -A
cloth the ithe ns ialacposen~ and use a pleas, of
3. Regan air loots from the ng fuel splashes.
as follows: a c system proceeding
- connect the trollq-bunted hydraulic pumps;
out the hydraulic decelerator blocking e"" A on the afterburner control unit to the BLOCLINGning
CUT--MT Position;
turn on the A72MBURM switch; set the PBOCBSSrM
switch in the X position; switch on A3C-151
- shift the engine control lever 3 to 5 times from the
MAXI JU stop to the PULLAUG 1UfED-rating stop and backwards.
Phil. proceeding is this ring. The mss manner, watch the let nozzle flap
ring limes alignment of the ring should not exceed the speci-
(Proper operation of the ring testifies to the fact
that ,the hydraulic system is free of air locks).
The Procedure completed, net all the switches to the ini-
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--tiny-positions,:discaoaect-the ground power the trolley-mounted hydraulic supply source, and
Pups from the aircraft.
S. DggggL
41oa of M
The engine internal deproceseing is accomplished as fol-.---
lows t
4. Drain oil from ,the engine wheel case and from the oil
tank.
2. Use hose b137-592 to connect the unions formeasuring'-t--
main and afterburner fuel pressure to the pilot manifold union
(alternately).
3. Pour fresh oil into the engine tank, proceeding am
recommended in Ch-art-or II.
4. Connect piping.-- d
-f~0 for 7"vaL7 of nivrog-n to o the Mdou
eerving..for.measuring _oxygen pressue. Yt -Y`
5. Connect the ground power supply source to the aircraft
mains
.
6. Turn on the following ewitchess
(a) AFTERBORN&t (A30-15);
(b) STCXAGE BATTERY (B1)l
(c) STARTING UNITS (A3C-25);
(d) BY-PASS 1ALTE (IC);
(e) ORANQNG (Bp ) (in the STARTING position),
(f) PROCESSING (BE) (in the I position).
!2W Th
e STARTING IN AIR swit
h (
c
,3C-~10) shonid be in
m
h -.be
OIYGEII-switch (B fl) shgmld
e e toOFMA,
7. Cut off the hydraulic decelerator blocking by turning
screw N on the afterburner control unit.
8. Open the fuel shut-off valve.
9.Start-the main fuel booster pumps.
10. Set the engine control lever against the PULL Ate.
ED rating stop, press the GROUND STARTING button and release
it 1 or 2 sec. later.
To prevent oil from getting into the oXggen system, blow
the latter with nitrogen at a pressure of 7 to 9 Ng/aq.ea.
While cranking the engine.
? ? ?
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As soon as the GROUND STARTING button is preened, the
"after begins spinning the engine rotor. The rotors Should
w1, without knock or binding.
~To deMoses the engine
it S
,
e
engine 3 or 4 times. neceeearir to crank the
-2811161 Atter i . Drank t
7 to he eng~ R time in aucaaeIon,
r
thee engine wthan~ptmi ,pror tocool
again. The sin. prior to
urng nay be cool-
by using compressed sir dSta
If some troubles show up d wing 15 min.
Immediately discontinue P uripg the engine cranks g, Uff"S the the- WANT= switch, crank- pr,;;ediue by operating
.
With the ?"skiwa Procedure discontinued due to gone
reason, that IS with the starting cycle of the starter-gene-
w .he action of the STARTING UNITS switch,
it is neeesemr7 to turn on the switch in cueatj0 fcz - .
th" " .-..00 to aii _- ..
- -ow the starts "WW' lees
r control-equipment to complete
_ l*' mm is, the engine cranking nay be rf
usual msnner..lftdk cc pe owned
l
t
s
e
p
ing the engine cranking
(with the fuel delivered),
Stop the main fuel booster pumps
and crank the engine with the purpose o
i fuel from the engine, f removing the remain.
t
I.- -tuft tbe- - ae deproeeggiog eoepleted, Proceed an follows:
following switcheas WSTER SNIT=, START_
Set the PROOEBBIAG switch in the operating posiition;
turn screw 11 on the afterburner control unit to the initial
Position.
I - -26- Disconnect the
~~
Power supply source from the
aircraft mains
fzvk ; detach the nitrogen delivery Pipe and hose
BN37r 592
Pit screw naps onto the wed for
measuring the fuel pressure.
unions and lock the,,,
3. Inspect the oil and fuel lines for leakage, and remove
012 and fuel Splashes from the engine and engine compartment
surfaees.
32ft' After Ong the engine which has been idle
wJaam"to tlines he flay Sgnitte r. of the cosdbueiit onng
abash,,,, with nitrogen as IS instructed in Chapter
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CRV 0 ?
? 0 ?
50X1-HUM
9. Raman
--The -engine-exanki ng .is carried out
praaedure s nsiog the following
1. Connect the ground power supply source to the air,.
craft wine, and start the fuel booster pumps (installed on
the aircraft).
2. Turn on the tollelriog iwitchees
(a) APT=BnN (A3C.15)t
(b) STORIGM S&TTE@T (& )t
% ST18?ING UNITS-(A36;45) (in the ON position);
(d) CRAM= (BQ) (in the CRANCIW position).
When, performing the engine o aagg with the use
of the _Peitea, not- aha CRA 1 Switch in
In tb R ?'VZon1 aet the NROC~aii switch
of he _ posi ion, and detach the slue bn!+wet~w
the oiuot vo,gaeylo starting valve.
3. The-engine-eatntrol"lever -should be net in the Cp'-WT
position.
4. Press the GROUND STARTING button and release it 1 or
2 see. later.
This will cause the starter-generator to spin the engine
rotor.
In-45 see. after pressing the GROUND STARTING button,
turn off the following switchess WASTER SWITCH, STARTING ORM,
and CRANKWt disconnect the ground power supply source from
the ai
Note: rcraft maim and stop the fuel booster pus.
Idsitations to be observed when
cranking WiaeIith-the-fual=deliver _appli t mine
cranking without the fuel delivery as well. e
cblckin item Svetem of w +a P1
Isniters wed Charm,,,. qM__ vita
2M a"
The main flame igniter oggen supply system should be
obecked in the following manors
. Charge the aircraft o27gen bottle with commercial
nitrogen. Deliver the nitrogen via the chorging
sotil1pressure risen to the specified connection
value.
 o- Y...u+wa in section "Routine Maintenance -'5"` OgJLGs lnepection", and inspect the filter of the oil
Perfornd.Vary 50=5 hours of Zngine Operation". Pump unit, as'instructed in Section "Routine Maintenance
2. Adjust time delay volume (with regard to the jet nos. after First 5=1 Hours of Zsgige Operation" (Chapter 7).
$1e and fuel) of the afterburner control unit, in accordance,
with the data presented in the engine Service 106.
;
me
the followings , observe
~0gen imo the Oxman supply qs. Chapter.
tell as reewaended in the moment
o
After the engine comes to a standstill
11.1ret Startine eta no level in the tank;
Prior to starting add up ell to them oil
y (See Cho specified level, if m~e.
the engine for the first Li
Ater II)
add
o
e
V.-" o ushing.
it
Having blown the
system with nitrogen, net all the swit- 13. storping
chew to the initial position, disooaneot the ground
supply source from the aircraft mains and bower The engine stopping should be accomplished as is laid
bottle as is laid down in the ol:arge the oxygen down in Chhappter III.
aircraft
Iastructi
_
vered
abases. When starting the engine for 15 nta.
+ proceed as is laid down in
8. Goat LA" M1... .~ .~_ "vn....._ ,..
v-????. w .uo 406-return valve, aircraft .ay.oa vat.
-1 P! 8. Coation-u-well as the Closure with neutral soap foam e-._-__-.-..._
1 ~
he iae Ground Cheek after gro-t as
for checking the joints for tY.arti".
9 ightness. The checking of the engine on the ground after stsrtimg
and discharge . 9. Set Bat t the n nitrogen. iswitch (RtII ) in ed the CR CKrNG position it for the first time should be performed an Is inmIcted
When
in Section 3, Chapter III "Warming Up and Checking ogha,~giaR the nitrogen, check the joints Operation"
? saki use of the graph (?ig ~
or tightau. If .. sg .~ayt
~h
f .
Dabbles show up, tighten UP ARKING: If
for taint or reassemble it, variations hereto
he the eagin w.p.m. are e~
2, Pitt ogIea-pressure_downstr as of the non return _ enced during the angins trial, subject the main
valve should be 9 to 9 fuel pipe lin
4
e
The starter. Colin iy be accomplished
7. Remove the pressure gauge and install the service using comresied air deli
`
4. Open the cut-off valve of the oxygen bottle. 2. aledsntos aforis d in son qglugs 5. Set the muster switch in the GROUND BTCHAGE BATTEEI diate2e,r top ingine abo a the zo- position; turn on the STARTING URITS.switch. them defect note unless
Ya of R nw.
s
S. By setting the CYIGBp switch (SKII) in the CRBCEING ,tllow ~ 7~ .~-.iwa.? ';.`~YL. ; ^y~ nv::_:,,,~ /i-?~T.n!rla4lr,D~SS~j "',.,.:- '
6.-The temperature of the, slider at the given rate of
travel should be equal to 250 - 300?C.
7. Excessive pressure on the seam, (resulting in film
thinning) is relieved by the respective adjustment of the
lower component of the slider.
8. The curing procedure completed, carefully tear off
the edges of the interleaving paper
and remove the film sheets from the
bench.

proper), and rover shift tube shield 7. The front part of
housing 6 card c:roud # form ar. annular diffuser whose fuxetioC
is to slow down the e.ir stream at the inlet to the oombustio*'
chambers. The combustion chamber proper is comprised of
tapered done 1 w1.h swirler 2 an@. deflector 9, throe-seotioa''
liner 3, and dame tube 4 r.ith combustion chamber attanhoent;,'~
flange 5.
The air coming from the corpressor passes through the;d?YN
fuser, :rd enters t',c combustion c1?amber via the swirler-;
the '.olcc provided in the dome. Deflector 9, having two row
of holes, makes for ur.iforn distribution of the air in the
mixture formation none c,nd provides an air coat serving for
cooling doru Tie combustion chamber dome.
.he it fed into the con-u:tion charber is divided intq
the priaaz- anu secondary air streams.
The prim-r`? c ir, used up during, fuel combustion, enthr!?''
the cor'.~rst_on n 'see throw': the swirler, an well as th
in tic dorc and in the first section of the liner,'
--ilc 1r?rnir.; t'-.roug:: the rwirler, the air ctrerst is swirl :'.
t*c rcral:in,; cc' trifugci forcer throw the nir v. inst the '
wnilc cf dome.. P reeuit, . rarciaction zone is e"
in the centre, due to which not conbuctior_ Products flin
-:--rd-- the ,u.ner; t; is c7u3es incrc: cc in t::ete> ratuo
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the fuel and air In ,,)e
in a more effective e:,lr,oration to nixtu:?e f?1^a:,,inn. ^re
presence of the }.acl: cur res.': provi.lc:' ar lc it:::ltion ?,:?
freshly formed mixture within :, wide r:u;:;c if air cnef-
flnlnn+
The secondar;; air, caupr,.,;IY~ the 'r .,; ;; it
c.t :ae; rr
(about 7cc), fl rr.s into the comtu tior. cl::.uhr r
rows of haler, provided in the liner. ;;:i:: air e r :,ixod witer"1
the ,lot a- ..^, "-"
trcam aid cool: It tie (:cif icd :ceperature.
The secondary air is supplied tl rough t;.c : ode:- vrt:r,ce Lac:. Lion
and diameter-- Lllow for 'lis;ritutiun o;' temper; ture_? in the
combustion chamber exh;nu_ t ::re:: r?i'i. rc
e`?rd :o the tur.irc
blade heiGht, w:.ich is di,-t,, Led
ons. :/ }.c } l::dc Lrrnr"L` on::ide-
ratiThe combustion ccamtcr w:,llc err cooled dw:r. }?y
secondary air, flowing on t c out::ide. ' his %ir also n::_r,cs
through the rows of holes 22, provided on the j
the lj?~, i;ctwecr.
protecting the walls of the combu:;ticn r,rr-b?...... .....I- _.
The secondary air forms :, heat incuiiting la rr }:rtti ccr.
the combustion chamber w;;11,-, external cousin; G and ahlld 7
,e.
For attachment to the engine the c.;nbustier, c;:ar:,cer :are iitcd
with flange i The i b
.nnerend of tic flame carries two lu:
serving to fr,n+n.?. the _--_- ..
yen r, riot
which, in its turn, provides for oli ;nin the entire ,
+4n., t 6 c entire cos : u c-
the external coll. ,,1:?, 1_r cr. r;.
:r of f1a ee the collar is
. ..,~ Haas's -r-1 the outs
r . , r r11 Of the
or, clc di::p; -:?.
The f-+
burners 13, rigidly secured to the cnL;ine The ece us-
tinn
bushes 14 and 1.. ' "' "" ln~ welded
bun,: 14 hr.o a ::peel:,1 :?rnnvr. -. id
ends of the tubes enter the busher of the ' .~t c
::d~crenonbusti
tl~n
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ehachcr:, therc?Ly affardir. rormnrr.ication ':etwehn the -inner
spacer of t:.r zmi^rs. "wo intercoencctint; tubes 17, located
in the upper pt.rt, :citric:-n cl:;.nhcrc 1 :-nd 2, 9 and 10, are
provided wit} rece_.-ec for accommodation o: :ae spherical
t?ushe: of :l:sic i_;ni ~::rs 21, inc orpor,:te?d in the engine -s
ing system.
The 1nterc;v.neetinU- '.ubcs nerve for propaLn.tion of flatgb
i:? the c,^t...~or. :..,~Lcr:. aid for rqua1i;:ing pressure the
:wirlrrr 1 hro:i?iint; %?,r swirling of the .,ir stream, is fut~lo2
ed with five carved sLrcn; the ::vrirler is crrcnrcd and exp
cd in :.e cons.[L': vino C--: e r :,:ejj. : 1ZZe LL into tha"
wirler in rinr' 12 -,ousr 2inr the burner. f is ..rrsxgement oft.,
I rnrr ? xc_ ".nc r lloe:: ::xi:a di.plrcerrcr:t of t} :e combu:tion
:.1c,1 er due to t''ermcl expansion.
:?:c coccus zion c. amber dome, three sections of the ]ail
tinuous arc ac'_din?~. In tic zone of the welded scmi, the
ectiorc ; rid the 1'1:. c tube have slots 19 which serve to re
Juc?e trc.rr:.:,l = 1ree-nec Ippe:1?ing the welded placer, and-
hor e oi' tr o helm in, :'.c liners arc edged with shells
to preclude overcooling a.i reeultint, cracks due to great
:'^e corhuc:ior. cL:-rater end:: in the flare tube. 'lance
in celdcd to flans tube. or protection.:.gelnst pee
c~r..puner.' are _etric;'ed in hest-resistirt?? materials.
-o rend :r .l.e ... tiri- 1 r :re te??t-resi:.,tin;, the rur
ie cm--'-u. ;.a: :ro flanges: for
Ir.c the .. 1t _ i:.t~ . er is Ui. c ri-c ror, the comprez
Into .: e r.,-; :_ere. -
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0C
nested to the high-pressure conprescor and renrecen`r the
pressure' rotor.
Inner shaft 4E of the turbine cccond-c-0 rotor is
coupled to the low-pressure compressor and :__i;es t !!c low-
pressure rotor.
no,clc diaprra,n area is accorplisacd *y rearrangencnt of
eccer.tric :loci:: 1:., ::aving v?,rious groups of eccentricity.
,he outer rid inner fler.2es of t:.e no; *le diaphragm canes
form the tapered profile of the flow path.
Each of the turbine stages *.ns i'z own rotor and noszlc
diaphragm(stator).
Outer s`:aft 47 of the first stage rotor is ri,;id4 ctn-
N& FQI GN !SSEAO 0 0
C h a p ter III
TIM M
The engine is furnished with a two-stage. :,?;;ni
turbine (Fig.10).
First-Sta.^c Nozzle Dim ; :rLM
The nozzle dirtphrugn of the firr': stage concictc of inner
support 1, outer ring 18, rr:di-1 r.,rutr 1: accon.?nodcting ccltc
in their threrded ends, and hollor vanes 19 viit}' flanCez c-r t
of alloy.
Inner support 1 is attached to the flame of rear casinCS?
with the help of fifteen fitted bolt:; it co-priscr part of
the engine inner load-cs..rrying system.
Outer ring 18 is secured together with nozzle diaphragr..
casing 20 to the re:.r flange of the combustion chamber ;f.d
constitutes part of the enC.ine outer load-cc rryinc, r tem.
Struts 15 and the bolts aeconmodated in their ends, con-
nect concentric;.lly the inner support and the outer ring, .:nd
link the inner and outer load-crr:yin1; c;?rtens o;
t c engine.
Nozzle diapl-.rar vines 19 (4~- pieces) +:rc mounted on
struts 15 and are retained by ccrers 17; ndjuctmen;: of the
NOjQREIGN ISSE
ne hiCh-precrurc rcfor rest: on tro supports: the front
support is rcpreseat.?;i t-:- a
'double-roe nGul:. tall he~'~ir.~y
accosuaod;.t.ed in the cnspressor; the rear support is formed by'
turbine roller to ring G. The cup of roller bearing B with
the crags anG --r r-llcrr is nounted in holder 7, rhich Ic
drr'm to t* o f is a c? of i'esr- erizinC t ly ti:clve bolts 5S.
roller her rin_: cone 1: in fastened to hu-sh 11 by ne,nss
of nut 12 and Ice!, 13.
Conr,ectior. of turbine first-z-ta c rotor shaft 47 to the
hI h-pr..ccure ecaprccsor shaft is accorpliched by memrs of
splines; nutu:.1 ,li-rncrt of the cncfts is ensured by- two
cones I and '.-; nia;ulrr di::pl- cement is prevented by retainer 5
atteci-ed to :_ha- t 47 :?y scree Y .
The rotor of .;_e tur-ins first .?t21-e consists of shaft 4.9
di=c Y, and tl dcc 21.
Lowel-loc. tc3 -t ?:-c rear end of ti.e shalt are the follak
inf. compencuts: ri;.l_ ; al,icr G, s;.aft such 11, end inner bear-.,
Ins holder 41.
The dire is coanccted t; the :hr-ft eiith the aid of an
adjusting. b:sd --.nd rixtecn rcdirl riowol: 39.
_?ladec (Cl nieces) rrc :'; ric; fed in he..^t-resisting
alloy. '.t^e~? :-re :-cc-..rod c the dine with the aid of faro-
toot'. fir-trc- lock.-. The klades ;:re held
:gt inet dimplaoe-=='~
^:er-t ty plate 1,cl:c lt;.
e rD..;r i:: sul acted to ?':~r.,-:;ic trl;ncin:; rhich is
.ocorplir;:-d r, rr::;;encrt of the bl::der .a:d inctallaition,''
rf bal?rcin; tolts 2 and 34.
pzr. :'roc. t c :.i, h-prcarurc turhiro rotor and
t:-e i i~`_rrecst:re cor.prer sor rotor are rub jested to joint
e
O ? :,:? ? ?
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GKbiss 0 0 0 ? 0
RET'
balancing when positioned at a certain :tnglc rcla ive t, each
other.
Cecond-Star_ . kkozzlc Dianhra n
The second-stage nozzle diaphragm consists of caring 2G',
thirty eight vanes 30 cast from alloy and attached to the
inner surface of the casing by means of bolts 29 and ring 32.
The outer and inner fl eager of the vanes cons ti t t .:ic.-
ed surfaces of the second-stage nozzle diaphrat;r flow path:;
the projecting outer flange: riche up the shroud of the fir: t-
stage turbine; the casing of the nozzle diaphr::gm constitutes
the shroud of the second-stage turbine; the ',once-- of the
inner flanges form two cylindrical surfaces f-r la wrings
sealings.
Ring 32 ensures stsbilit;: of the labyrinth cylindrical
surfaces. Adjustment of the nozzle dinptragc area within
narrow range can be performed cy turning the ::lades r?t the
expense of. the clearances between bolts 29.
Fitted between the end faces of the first and second
stage vane flanges are sealing gaskets of asbestos ccrd,
enclosed in thin steel sheathing.
econd ;trge Turbine Rotor
The low-pressure rotor rests on two supports. The front
support is represented by radirl thrust tall bearing,
accommodated in the shaft; the rerr support is constituted
by Inner roller bearing 2; of the second-sta.rc turbine rotor.
The outer ring of this berrirg is mour_:cd in ::older 41
pressed into shaft 1;7 and in secured by nut 26.
The inner ring of the roller tea:ring is fastened by
nut 23 on inner shaft bush 22.
The shaft of the low-pressure compressor and the ?-aft
of the turbine second-stage rotor are coupled by ne::ns of
splines; axial forces from the low-pressure rotor are truns-
I "t
? -?' ? ? SECRET
NQ ' f ?REIGN ISS
.0 0
matted by spherical nut IV, which also serves to prevent
longitudinal displacement. Nut IV is retained ty locking bush `1, spring 52, and':;
thrust rings 53.
The rotor of the first-stage turbine convicts of inner.
shaft 48 with disc 36, carrying 64 shrouded blades_11._
Located ai the rear end of shaft 4C by means of do*elsI
are: labyrinth: ring; 44, shat bush 22, and blanking cover`.-*
wacrlrcd .. ., o .. ti. ie :aft }Hint; the bush-. -.r w
. . .-..-- v bush t rpirz wo4vbq-_
a circularnreccs serving for p-.ssagc of the cooling '31T A
arin8 :,
prevents heat exchange between shaft 48 and roller be+
The connection of the shaft with 'h:c disc is a fork
type: tae rear end of the shaft is fitted .etrcen two mac
1. of the dine. '17nn ty r_- ~i ?~l dowels securi. rag the Joint:
provide for t' ,c- necen str; C'.rcn,,th of the structure.
rladec 31 ('4 nieces) are made of hest-resisting alloy
The blades are held in the 31st by five-tooth lack.:. of the;
fir-tree type.
The blades :?reretrired is place by plate locks 33.
The ..ank section of the blades her a three-knife lug
serving as gas labyrinth.
the shroud provider for d.anping tl-dc vibrations.-
:'he shroud components :'re fabricated in heat--resistt
alloy and comprise 32 shroud sections 5. and 32 shroud-obi
'he shroud sections are fitted into the holes of blades;
no that each sec' ion covert turn tlcdcs. Counted into ?t21e
holes, between. two nei;;::touring sections are shroud bus*
she latter are made tubular to reduce centrifugal forces:,
T c rotor of the second-stage turbine is balanced
rearrangini:. the 1:. der and by installing i? :1 racing bolts,
raid 4!.
her. scm-ling the turbine unit it is nece2:riy to
ensure longitudinal clearances ;?1 and I- Clearance N.
by proper selection of c::liar-tad r: s her prior to
lit.,-. the rotor of the recond-sto -e turbine. Clecrance_E;
provided V.- selecting proper calibrated washer VI, when
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installing the second-stage rotor; to preserve lonCitudinal
play on the ophere of nut IV, the thickness of calibrated
washer VII is so selected as to suit washer VI. :'asher VII .to
secured in nut IV by a retoinir.g ring, whereas washer VI is
held on shaft 48 with the aid of thread, cut on the shaft
shank and tapped on the inner diameter of washer CI.
Lubrication of Roller Rear! r~
The roller bearings are lubricated with the help of oil
injector 13. The rear roller bearing of the first-stage rotor
is lubricated directly by the oil spray issuing from three
upper holes of the in cctor. .,~~ ?~? . The inner roller bearing is
lubricated by the oil flowing due to the
..e.-.trifutai force
from two jets 9. Cil to these jets is fed from the try formed
by shaft bush 11; the tray is continuously filled with oil
discharged from two lower holes of jet M.
The oil spaces of the bearings are sealed by rings 5
and 43, ring holders 6 and 22, and by packing bushes.
Turbine Cooling (Pis 1C)
The turbine is cooled by the air tied from the air path
of the engine.
1. Cooling of the casings and nozzle diaphragm vanes of
the first and second stages is accomplished by utilizing the
secondary air of the combustion chambers, entering the holes
in the combustion chamber housing flange in the direction of
arrows"6". Part of this air flows inside the vanes of the
first-stage nozzle diaphragm (in the direction of arrows ..a.)
cools to some extent the nozzle diaphragn casinc. g and the upper
flanges of the :econd-stage nozzle diaphragm vanes (in the
direction of arrow "a") and further mixes with the hot gasses
in the flow path of the turbine." porticn of the air escaper,
through the clearances between the flanges of the nozzle dia-
phragm vanes and also mixer up with the hot gases.
..0. ? . .O 0..:
2. he turbine,discs are cooled by the air bled from the
sixth stage of the compressor and delivered along two pipes chU
3. For cooling the peripheral part of the first-stage
disc and for building up pressure both forward of the first-
stage disc and in the interdisc space, this air Is mixed up
with the secondary air of the combustion chambers, supplied
via holes y provided in the inner support and in shield 60.
Shield 6C -forces the cooling air e.grinst the diaphragm
surface of the first-stage dire, thereby increasing heat dis-
sipation and preventing adverse circulating air currents in
the space forward of the first-stage disc.
Prom this space part of the air escapes through the gas
labyrinth and the fir-tree roots of the blades Into the flow-
path of the engine.
i. porticn of the air, passing through air labyrinth 59 -
into space 7, is bled via eight pipes ?~f1' into the compressor
pressure chamber and further into the atmosphere.
?fie bulk cf the air passes through eight holes r, provid-
ed in the diaphragm of the first-stage disc, thereby finding
its way into the interdisc space.
'fter cooling the rear surface of the first-stage disc
and the front surface of the second-stage disc, the air is
discharged into the flow path of the engine:
(s) through the clearances in the fir-tree roots of the
second stage blades (this causes intensive cooling of-the-
second-stage disc rim);
(b) through the clearances in the air-gas labyrinth H.
(thereby cooling the shanks of the,cecond-stage blades); (c) through clearances K in the rear group of the lmives5
of lat;:rinth 44, via the holes made in this labyrinth and 1A
via holes, provided in the shaft and the disc of the second
stage.
4. To safeguard tearing 2, against overheating and
'to
reduce sent transfer to the oil from the first-stage disc,
provision is made for blowing the central hole in the first- ':'9.
!nor?, -re. r?i,`.cr ::an at the
in rc:?i: -:cc of flow
r'r trjc tor
-.. };-in.- ai,utnent plate of
:lids v: lrr o? n t lr_ f'irt!'cr inure: sing the
+Cr,.^i Jn "i ^1.', f'r:Pr . n in:?rr-,r1nr, tvel ?rOrcurC
up- it net
c'T:.17r r a'. .'i `ris 1,1'; to nvereome
ie arc^rtu, :.,1i, T.i: ? roe. arvityi 24, with the
Oil-.e 2, .
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The rote of fuel preroil e incrcr,nc i;: dependent on the
rate at which :~?;ri;;n ple,te (C, cli:rn;,,cc it- :.rt{le oi' ir.ciir,r.tinn,
which in a function if the ran in'::n(?( vr.lue ,f
restrictor 57.
This section is charaetericed Yy the t'res'c:;t rate of
fuel pressure increase.
The total -icceleret?on tine depc d- on the 1,;,1:_iiceu
state position from which the efl,jfle control lever is :-hifted
forward. The higher the prcnsure upstream of the dict:ributing
??.olvo, thc? fires ter the dis ranee c ,vcrcc] F
y piston '3; con-
sequently, it will take lens tine for the piston lo complete
its travel and for the pressure r~ re-Se;; trc - cdctcrmjned
~ u
value.
With the en;;ine r.p.m. changed .slosh' enough :;? r..anipula-
ing the engine control lever, thc Aide v-lvc of the
increase limiter docc not interfere with the )per: tion of t:.c
permanent pressure differential valve (et crq.inc r.p.m.
values below the nutomatic fuel supply ninir.um r.p.r,. :aloe),
or of the speed governor (r.t engine r.p.m. vluer exceeding
the automatic fuel supply minimum r.p.". ;?? li,e), f?)el suptl;-
being controlled by the atone unite, since t: :c rue fuel
pressure chancing upctre;,m of t;:(_ dirtrirutir.` valve :,grass
with the r-tc of changing the tension o;' sprig.` "2, and
ducts 28 and 29 rer%.in closed ry rude v-:1?: c ? 11 the time.
'-aeration of livriraulic peecler'tnr
?lotion is trannmittnd from th. - en',,ire control lever t,
centrifugal governor -print' 4,- 1? he air:alit decelerator;
adjustment of the l;ovorr.or or the prc:loterr:ir. i~ r. r. r,. dc~rrf:
on the tension of t::(, wring-. lvdr?ulic deccler ?t-r -vi is connected via flog, rertrictor ,?d r.?it; ,';ict 1? (1~ --;+rc
of the permanent presstrc t?el:?e), ?.r.3 vii, hrlc ir.
decelerator rod to the return line.
In the tclarced poriti?+n of tie deceler-tr ptr n
inflow of fuel throw;; flop rertrictor 1,S into cr:?:i`l f-
equal t: fuoi rrtfiow trrourh hole 4) it the decelerator rod
partia_ly e].oae?' ;y 48; this results in a balance of the
forcer, a,^tinr or. t)-? 1ylr:ulic ?leceiers,tor piston.
An reor. ns h?le 49 it comp:etely c]'sed by the edge of
bush 0, l'iel out:low from cavity stops, and the piston
will nluiT.o rove : y:.innt the force of t';e spring towards
adjust ''cwa ?c? o , 14 it- -
-aped d,:pendinr, on the capacity of
the flew roc :rie ter.
itl; ':Yc r id hole orerr, the piston will be forced by the
spring 'c ,:sup t? ". ?.i1 :' , :. rd^
? -'?~ .. ?.1-rtinrtie ::el Zjuppllr
?ninimura r., .r? : c??;, ecrer, 39, thereby forcing fuel to return
via helc G^.
"hen :,; celeczttnl; t;.e en,;ir.e from the r,p.m. exceeding
.hc actor..ati.? -'vcl ni:p1l3? minir.um r.p.m. value, the engine
contio?. 1 c' is ;.hifred within 1.5 to 2 sec. to a position,
co:rirpn? %:;n, t the :;axirrum r.p.m. or to some intermediate
P. in. Vaiun.
In trio Lush 48 will close hole 49. The piston with
the rod r:il?. a_.;wly move towards adjustment screw 54 and will
operate le--cr 4C. thereby .moothly readjusting centrifugal
;overnor ojr!n, a new rating. The decelerator piton
will. move until :,.ate of 1e1ancc
is recstablirhed oetwean
the forrc. ~_ctinr or. the piston; this will be -associated with
c =trite c?f rod hole 49 relative to the operating
edra of dcc^'.(r; t- bus's 48. Thus, at the engine ratings
invo]-ing ac'.oc ti.: fuel. supply, each position of the decelera-
tor 'ius?. ' o cr.L ins control lever) will be associated with
sped. is t,?rci ;r. value, genes with a specific engine
rating.
:1rrL"' out cr.Clnc n_eceler??.tion period, the actual
lntnrr t;:sn thce values provided for
Y `.be ~_n. r ,n~ ernes olidc valve 41 in ?
:i- case is d13-
a `? r r; ;:? or: '+.., need po-lti^r., nh.ile piton 61
rr?alu 1]
- ?? ?c __e ., i?.cii ^tior. of the smash plate
" -cr? t r. re ^ocl r ?.te Lnd Providing for
'1.? ti`s c?.R'nc.
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With the engine accelerated iron ::,c r. p. ,. v lue. n`Iich
are below the automatic fuel supply minirlu:a r .p.-. v:.luc
starting from the idling rating, the decelerator piet'or. may
come to a balanced ponition before t:.c ccmplct.i :n of the engine
acceleration.
In this case the rote of en;:ine acceleration io dependent
on the action of tie pressure increr.ne limiter.
Engine acceleration from the r.p.m. v._luer below the
automatic fuel supply minimun r.p.m. v--:luc c,nnot be ::cccr.ilich.
ad in a shorter time period th:.n acceleration from the
automatic fuel supply minimum r.p.m. v:.luc, mince ui high
rate of r.p.m. increase, the termination of the c.ecelcration
period will depend on the action of the h draulic decelerator.
CT)cration of --terting r^uel Cortrol Unit
The starting fuel control unit in der i_u)cd for automatii?
starting of the engine.
Automatic starting is accomplished with engine control
lever 47 set at the idling rating sector.
In the course of starting the rtcrting -uel control unit
by-passes (from the line upstream of the dirtrituting valve)
excess fuel delivered by the pump to the return line.
11t the beginning of the s tcrting procedure, n',en air
pressure aft of the compressor (r2) is too lc?:,, fuel prec.urc
upstream of distributing valve 6 (and, con.eouentl,?, fuel
consumption) is determined by the tension of : ,.ing _ucl
control unit spring 19. As soon as fuel pressure incre,:.e::,
valve 18 opens thereby by-passing excc-r _uel.
As engine speed grouc, sir pressure incre..se in he
diaphragm chamber (t:-.c chamber is supplied grit` stir a;
sure P2 corrected bl: the zir discharge je+) c. union the . t, rt-
ing fuel control unit to r7-pr ri less fuel, rerult:: i.,
higher rate of fuel flow through the burners.
At an engine r.p.n. appres.ching or ti.an the Tulin;,
rating, -air pre: cure- in --th-e-c'.zamber twill- increase; to v. lug
SECRE=T
ti?.q. ~lO FOREJ ID SEM
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causing tae cake ;: dare ;?onnletely. hen, the rate of fuel
flow through t: c burner: will become equal to the rate of
fuel flow '~,ugl_ idlirC, r:.tinL: :li,le valve 3.
lJnitinr of lat-h-:rem:ure !,,+tor i.wciroun o n m.
Pro?:isi-n is rr.?(!e in fuel
limiting nr_;imu:e r.p.r?. if the hip:il-pressure rotor, which is
accomplished =c follows.
i uol rcgulr_.ir;; pump IIP-220 :.c.corrodatcc the high-prey-
cure rotor n eer? i;:n:nittr?r, "rich by-pncsee fuel from the
cavity .e r?
r _ c the dccclcrc-tor flow restrictor m
roan a: tae :.ir . -p_ ec: ure rotor reac'oes ti,e moxinun perniasible
r.p.n. v. lug; , :in rcaultj in a pressure reduction in deeele--,M
rotor piston c:?-,it which cc-uses pi_ ten 51 to rove to the
'CA
ric'ht !beret re:?dur'an^ ;.e tension of ovcrnor ri 45
and dr.cre ::ink the speed of the to;:-pressure rotor (the
trnncritter alive wave cprinr; being, slackened). A, decrease
in the r . n. m. o:; the leer-pressure rotor will cause a reduotiii
in the speed of the high-pressure rotor.
The urnlrl fuel 1Y-pcc s valve ecrvee :ar cutting off fuel
supply into fir con uctior cha-:hers during engine starting
within 1C.:. nee. __"ter ,?.e engine rt:-rts to be spinned; the
valve r:_;; Llro ie u: cd for h;;-passing fuel when firing rooket
r,issiles.
ol'...,?a is nuppli. d, from a rpc ci! I r utonatic system_
to the nir.dir. of soler:oid of r- -p.... v:-lve 31, the valve
slide will move to ?,7:e 1e~ t far : P?'101 1 Of ., +;.c
, sec.
thereT:? comes' in .;.e rpri_^.; chartr-r .,i ; crJ: pert pressure
differcr;ci:?l l r: l:. -1t. 1o; -_ re:,pure c:.vity
34.' Pressure -=
in thr ::prism charge- will re;, emcee:- pressure of fuel up-
stream.. of "re lye will nave t' e latter to the left, -nd
r front ec',rc o_ ..`.e ^1 r' rill conr.oci the cavil;- of the
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swish plate piston with high-pressure cavity (7, t:?iercnn
groove of valve 12 Will connect interpiston e .: mbcr ';o_
low-pressure cavity 34. ue to the difference be`wee?, ,; e
pressures, the piston will set rwach plate r;G ir. pnri-.ir,n
providing for a lower rte r.? fuel dc-livery.
"imultaneoucl;?, high pressure will "e dire::ary-ec: Int-)
the booster cavify via the inner duct of valve 12.
At the Same time (with 't.c valve ;fide to
left) slide valve edge will cornee.t decelerator cavity 5C
with low-pressure cavity 34.
The decelerator spring will force tr.e rod to move all
the way to the right, there`y roducinr to tension of cprire
through the medium of laver 4(.. T hp force developc,! by '!,c?
centrifuL,?l wei,;htc rill displace slide valve 41 -?~ e lest
,
causing the slide valve to connect ca ity '7G with lam nrersure;
this will provide for more ef11 fective b;,t-parcir.7
of t:.e rain
fuel. Fuel drop upstream of he di tributinc e;-1?c will
readjust spring 22 of the pressure incre::,ce limiter thereby
causing the fuel to be delivered at a lower rote.
to to
solenoid has been energized, the !+y-par.r ?;rlve -lice vnd per-
manent pressure differential valve 12 will move i-) the ini.i?i
position, and the rate of fuel supply Will t-e recutillisLed
as required for engine :c?celeratlor, provide:; by `:?c pressure
increase limiter or the :;vdrrulic deccl,.r;:tor dr?perdinp, or.
the reduction of speed of the low-pressure rotor wi. in ti,c?
operating period of the by-pasr valve.
The function of the drain valve it to direct fuel from
the fuel manifolds into the drainage tr.r-k after ':?c engine
has been stopped to preclude fuel eombucti,n in the !turner::.
?''it!: the engine stopped, throttling salve 2 it re: is
CUT-OUT ( CT011). position; fuel pressure upctre:,n of t`e ??i~-
tributing valve drops to the irain precsurr ... ~.:-lue, ...
. :: :rnir.
hole is -opened !:y- the rear ed;-e 31' the v;?lve, due to which :
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reduction is e,:pericr.ced ir, t!:e pressure of fuel delivered to
drain. vr.lve piston 1 vim duet 4; r.c a result, the valve is
forced iy the aprir.~ to move down, thereby connecting the main
and prinary fuel sar.ifolds wi.' 1. the drainage tank.
It rmy other position of the throttling valve, fuel pres-
sure in duct 4 c:-uses the valve to be locked in the upper po-
sition; in this r _rn the -,..min ::5i prim?:r fuel manifoldz
are
cut of' the drLinaCe ark.
-'141 2erulrt1nr Pun., HP-220
fuel re; ulacirg pu?op ttn-22.r (nit. ), d,-;livere fuel into
the af-,erburnrr nr,d 11; regulr.,:co fuel :low rate at
wry of '. !:e ...erg urncr r ti.:~, Sl c fuel re.-Illting pump
consists t'.e ~cllor;in: pair. units.
- plunger pump;
- aftcrburner re_ulrtor;
- L.- rosta`.ic ftel consumption limiter;
- of ter "?nr:,rr v-.lve;
- fuel v,-?lve;
permanent pressure valve;
- ftcrburncr cor.trcl solenoid;
- electric contactor;
?cy-peas valve;
- hi,,! -prerrure rc- Cr : peed transmitter and maximum speed
limiter wi-h ,.:7c:r al c)rpencator;
- cut-01f valve.
'u.^cp :neration
uel is iircc r.? 1_ou~l "ilter S8 and via the duct to
ported m^mocr `., ... inr? r.u. .ion pert Cr .rod delivery port 61.
rotor ctuated throueI. tire- ncdiu-m of
Chaf ; G6 1.,, plungers 653 . orced t; the springs
hurinct '.hc face of ,^.W.^.1. plate 6'. move reciprocally In their
ruidin, vellr, '.::are!, dr:ewint; fuel through suction port.6..
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while the rotor turncthrourh iC.?. and;}eliverin- it throu,7h
delivery port 61 into hirh-prenrurc cr.vity 62 nlale the rotor
completes the revolution.
Pucl supply' rate is dependant :in the nnClo of irclinr.-
tion of c. ash p1: to 6~-, ???r ',ell ., ^ on the rotor cp eed rind
the procrure in cavity 62. The L~rer.ter t: 'o anV?le ;),, inclinr-
tion of the ra:_sh, plrte, the hi:--'..or the fuel delivery r:'tc,
plungers 63 bcir.C c:peble of longer travri.
The rrv.?r.sh plate is dicplrecd b' servo-piston, ,?'_", w}.o::c
rod is hinged to the swtc;j plr'te hcarin;~ housing.
Cervo-piston s is co,-.trolled by the :::zerburrer regulat-
or, which tends to mr?int::in the 12/P4 r:Aio r.t constant
value, in the event the r:?tio bettreen prescurer pi -
'nd
P4 is disturbed, the afterburner rec;ul:,tcr ehrnCco thei?ratc
of fuel floc to the afterburner injectors.
PJ - corrected pressure .ft of the comprecsp:;
P4 - static pressure aft of the turbine;
K - constant value - reduction factor.
the reduction factor is a constant v.luc for the riven
adjustment of regulr.tin? needle No.1 (ref.i;o.12, 1'IC?2l)?
Puel delivery control, rith afterburner valve 71 open
(Pig.25) is accomplished as follows:
servo-piston crviticc 49 -.nd ,6 :.re connected nit hag:t-
pressure cavity 62, c%vity ?E beir.~; connected vie' the duct,
and cavity 49 through 3c: 11 :..nd for rc_trictor ;'crider.,
provision ir. made for the duets runninC :rom cavil., 62 vin'
filter 10 rand jet 11 to afterburner re ul:tor vr_1?:c 36, lii:itcr
valve. 21, and to ,afterburner valve ;croore C. ,'it:: limiter
valve 21 closed and afterburner v:?lve . roo;?o 6fl cut or?,?
changes in tucl b:,-pa through valve 36 t-?::e p1'cc dcpendin-
on the precnure difference bet-con PA r-nd r
In crse afterburner rcgul^tor valve 3G it clorc' ??r.d no
fuel is by-passed, the prerturec in c:?vitie" 49 ^n'' ~6 are
equal. Under the force of t:;e sia?ingc n rd the proccureo acti::~
on the servo=piston, the Eater nctr the Bran - plr..te . , .
angle of irclinatinn rLich correrpcndr to .he 1axi:nua pump
delivery. -1-t, n'uIr:u-.::n;?lc If irclinutian of ,rash plate 65
is adjusted viii*; ?.c help of :1^ximun delivery screw 64.
's soon: as valve . is o
Pen ((1ue to at irrrer;ce of prea+r!-c
sure P4, for a::rsple) prcer.urc in r.-vity 49 will start dooreaa;
In- due t
f
?
;:el ou;flow and the presence of Jet 11.
Pxcess pre^stirc of fuel ':pplicd frori he of oavlw
will c-une ',~^ Pi..ton to werecr:e the force nf the spring Sad
to move tor. "ands c: vi :y 49, thorn-d:,, netting the r wrsh
1atg =
ti
p
a
:
o ~nrq r,?_le ~:' in~li::;.zinn, which will result in reduced pump
o 11
delivery. ,cl copra ip`ion r: tr. ;vill ):Pep changing until
PZ'ea?;
sure Pr4 in the ?.2,c:curnrr ncarl ? 6
S ppro:.chen the 1_- uc of
pr-t
sure Pc,,;,:d ti:r. ca ^ fearing-reL-ul:air~r pump) comes to a
state of h,.lanec. In ;*.i:
once, forces :noting on bias piston
ern^? ^r left (the t-r--r is pl?tte raid prcrrure in cavity 56) iron l h(., ri :?ht / :ud^
(t`e rrrinr. and _rres,ure in cavity 49) will be
equal.
C ,nne' ucr.tl; , furl }:.y-pcss fro'. e :vit?: 49 via valve 36
Serves fir re ::1 ,tirr fuel deliver?' '.?;; the _
PunF? The rate of
f
uel t;,r- ?-
fro:, ^:.vity 49 i^ rutnmctic:11. controlled due
to ch ?n,rir, o. -c clc?.r-.nee bntrecr. ':he jet and afterburner
regulator ;?- l e Rart, ininc rarer nures P2 sad P at about
the .arc le:^1 ., 4
any "lritude .?nd speed of fli ht.
"i.r after: ,r^er rc,~alr.:or : er ec for :?utnnatic regulatfi
o: ? ftertt-^rxr "iel con!:-':.r p.i.on, :. t .::ri,ur altitudes and
specdr. i. lit;;t.
-1 r: -, ;rr:ai-rcr rc,?t l:?'nr hrr three envitics 29, 31,
2nd ~:.
3:, . rc :?i:i9ed } an air-tight, floxible
net" n-r' i' i or , r.c?.lir, levr
3:. Cevitie: 1 :ad Z9 are
w-r:i-irr`'? icier
it ^upported by an-axle
Ir.enrn~r ;;:. lI .;r.. ':hc l: ace lr?vr:r 33, and,
con ,::r:...l ?, ..r } . 1' .:('r. ?,. ~.in fhb - ..
fnl 1 rc s,; r- on depends nr. the;
farce' n' :-Trrn in; 27 1.i, v:ave spring 39s'
-r,r 1 1 ic!e ..~y
1C.-or 1 roc nit t hc_Inu:p cat _ _=taa
r i 1 ] r :, c 2e c n ,' terY urner valve 36 : ud ,
li 1 c ? 1, c r:?} prey::ure 31 ??fercnec tctreen h
SECRET
Q to
' ' O EIG
10
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SECRE`i`
 Regulation of fuel consumption with the :,ircr:,.ft climting,
is accomplished ar follows: precrure P2 if the cnr..prescDr)
and, consequently, pressure P r.tartc dropping, rehash results
in excess pressure P4 acting on the membrsne. The c::cess pres-
sure applied to the membr;.ne diaplacer the lever and partially
opens valve 36, which incrc::sec the rate of fuel ly-pass from
servo-piston cavity 49, with rerulting displacement of the
servo-piston and a redaction in the fuel delivery.
Fuel will be delivered into the engine afterburner
lower rate, causing pressure P4 to drop. The rate of fuel
supply will be decreasing until there in no practical dif-
ference between pressures P~ and P..
Afterburner operation in accord:trier: wit?. the 1::e pro%,id-
ing for constant ratio P2/P4 is dependent on equality rf pres-
sures P~ and P4.
For adjustment of rfterburner operation with regard to
varying altitudes provision is made for :print 39, located
ing of the screw will result in temperature increase at hiCber
altitudes.
The br~roetntic fuel consumption limiter carver for limit-
ing fuel consumption in case of an unsuccessful r.ttempt at
afterburner ignition, for precluding the possibility of the
afterburner going out at high altitudes, as well for
ensuring afterburner fuel supply regulation, in ca-,P the
afterburner regulator fails; the limiter also serves tc
control afterburner fuel consumption depending on air prcn-
sure aft of the compressor (P2) that 1n depending oc.inly cr.
the altitude and speed of fli,'t. To provide fir normal opera-
tion of aneroid 22, high pressure P2 is reduced to pressure F
in regulating needle 1'x.2 (hef.37o.13, : ir.21). The degree o
pressure reduction r = P2/P` in canrt::nt all cn?irc -
irrespective of al~i'ude and speed of flight.
The aneroid transmitter along with profiled fuel valve 3
limits fuel consumption depending, in the chanter in altitude
and eyed n^ ,n cor'pliance wit,..-. de.irate altitude-"--
char-:c cristic, r; 1o'. prnridr?r fir somewhat higher than
re(,uired rate ?r? ? f ter:'urnrr fuel c-::rnmption, not to inter-
fere with the ?)rer; :ion )f re,ul*itor P2/P4.
' ,he lir,i ' er hr:. two ec vi .ir? lf_' and divided by -an-ai-r---
ti? t:t 11(:-itle :oc':l par'itisa, sealing lever 24. The lever
rests on ar. . ),-le ro:'ntinr t-:ll hearings. The balance of
lever 24, _r:", eon-c-_uea':1; , : Le ..,-lance of the entire system,
depends or. 'ti e : nllovini f; store: tensions of valve spring 16;
pressure in due' 2" hen-.cer the :;fteriurnor valve 36 and
limiter valve 21; prc::3::re : pplicd to transmitter retainer 25
from e::?i', 62 and fror.:riercid *, chan?e in any of the
stove : Drees will irv~_ristly cause cha.ia.er in ell other foroee
tendinh to mrict:?in ti:c balance. irr?cticall_?, only two forces
in the limiter .are relrted t-) each other as simple dependents:
pressure ri;, (ai'fertin:- the .'ircr of aneroid 22) and pressure
in ca'. ity 62 (a:fectiag the fr.rce :tctinf- "n transmitter 25).
Pith : it prerru??e reducing in cavity P2, aneroid 22
inrrease: i:c prersurc in the end of lever 24, thereby rellov-
ing the yr lvc rh1ci: causer eat increr?.se of fuel by -pass from
cavity 49 of tte :servo-piston vi v:lve 21, and displacement
rf _hc: rcrvo-pirtor: tor.:rdr lower rate of fuel supply. This
will e'su:,-c f -tel pressure in the ;stir. .. nd upstream of trans-,
in the lisitrer, :?:'.ic`. till cause it to maintain a now reduced
pressure In c; vats, 62.
r*.:a-:ir, n prer..;re ir. cavity C. wit: relation to ftlti-
tudr.s , ..d :pr . ,: ''light is ?cte:fined ry -..r. caarrcterictlos
iinwetr-r of prr-s are transmitter piston
!rr tr.i::rr;t , 'r jec - 154 ?ynnn ? i n 31.:p rc; n, and by changes
Is. of .'. e am fror.. the cont?.ct point if the rod.-Of._..
eec,etrir .; :~' lever ?jur'nc?r.t screw 21 to the axle at
:carper 26, located in the path
~: el :lo .:It to limiter .ranrcitter 25, c11-
r.i:: .cr fuel pug:-: tier, likcl:' to occur in the r .tem.
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 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
SECRET
0 (NO igREIGG DISJ o
The nature of changes In maxinum rate if fuel delivery
into-the-afterburner within the range limited by the pressure
in cavity 62 depends or. the profile (affecting the passage
area) of fuel valve 9, as well an on the tension and rigidity
of spring 4. As the pressure in rnvity 62 is the function of
pressure p~, the general characteristic of m:ximur, rate of
fuel delivery into the afterburner system within the ranLe
.limited by pres^ure P2 is dependent on the ::djustment of the
limiter and of the fuel valve.
Adjustment of the limiter is performed i:;? manipulating
adjustment screw 15 of oprinC 16 and screw 2 if spring 4 of
fuel valve 9. With tz:e afterburner ref?ulator in the balanced
state, limiter valve 21 is partially clc^ed.
Control of fuel deliver;, into the afterburner is acccop-
lished by opening and closing cflerburner v:.lve 71 coupled to
the piston.
Afterburner v:lve 71 it )per?itcd by solenoii 34, which,
when energized, closes valve 37, thereby causing !'uel from
duct 17 to he delivered into cavity 67 vi:. ilov., rectrictor 12;
as a result, the piston and valve 71 will to opened to full
capacity and the spring will he compressed. 't the beginning
of the afterburner valve travel, groove 68 get: cloned, and
fuel is not allowed to to drained from spring cavity 49 of
the servo-piston. Servo-piston ;5 starts 3icplacing the :wash
plate towards a higher rate of fuel delivery. '?;ith the vcl-
tage cut off, valve 37 opens (by the action of the spring
located under the valve) and the strong spring If valve 71
forces fuel from cavity 67 to the return, (that in, int:. the
booster pressure cavity) thereby closing :.fterburner valve 71.
The nature of changes in fuel delivery while the after-
burner valve is being opened, depends cr. the vcri::tiorc in the
passage area o' the valve and on the oh:.ngcs in fuel pressure
in cavity 62.
The rate if pressure increase in cavity 62 is i'pender.t
on the srach plate servo-piston rate of travel, r'c:ich i:: the
function of the capacity of flew restrictor 57, :v"ere::r the
.rate of travel of the afterburner valve to determined by the
capacity of flow restrictor 12. At the end of the travel the
ERET
~_ ~Ld_FOaEIG~ DIEM
Q 4 O.' 0 _. aQi.:.'Q
pintcn 'f v .lvr? "l (nt full :.u1_z:cr.taiion) vwcrks ::CLInct rod 69
of engine bl^ckinr d 'vice electric ocr.. ,ctcr 7i', thereby
treakint the circuit supplying volt;?gc t) the electromagnetic
valves c.:ntr;,lline_? furl doli:rr: intr. the . fterburner flatus
igniter.
'?her the pint-;n in the reverse direction, the spring
returns r.a'1 69, ?:r:d ccr.sec?uently, electric contactor 7( in
the init1-.1 posi'ion.
,o ensure t; at the afterburner v::lvo e?cvcs at a constant
rate, permanent pressure vrive 13 is provided. This valve
maintains perranent pressure in the duct aft cf the valve,
irrespective of r.han cc in fuel pressure uprtre:.n of the valve
(that is, dcwnc'rer_s ;,f filter l'). bs sour. ? tn pressure is
duct 17 ir.crence_, valve 13 will be displaced tow..rds the
sprint-, c:-using the :.ulcc provided on the tide surface of the
valve to to n:,rti?11y cr fully cl: red; thus fuel pressure of''.
about 11 k,;/at.c:.^.. rill to m:.intacircd in duct 17.
Fuel valve 9 server to er:-ure :, predetermined afterburner
fuel ccnsumpticn, wi.cr. the lira*cr is set in operation.
ill :aftcrlurr.er v:lve 71 op.er. (it is shown in the dia-
gram in its clcc(,d posit ion), fuel from e:?rity 62 will be deli-r
vered t ti c :'sal sal
f
ve a
ter pr inshftbr;
. te aerurne valve passage are':.
Fuel vvlve 9 cor_?::is, _. .. :;lie-e and a Euic:ing 'gush
having prcfilec: ports. The r:.rsege ::re, in the fuel valve
arr. ly it :rpe;-3cr.t on the poriticn of the slide relative
it the . ?1.^.f r?r'.:. ci e p. alt.ian of the slide is Cotermined oy
the :?,:r?1 pre-sure liar, up::-:re::m of t:m valve, the tension--:
Of ; i.c s; rir: , :.r .' i... r ter pressure 2n valve spring
chan',er 3.
_rrc?nrur?? ' ui1Gr jr ?iprtrc-r of .nlvc 9, the valve
Tarn-.?r? rc iz:,_re .. cr. serer L' server ..r _djurting the
ir.ii: the .pr1i._. .i( -1, cr.neeting valve-spri
c:~a:'. ?r :1. return, :r' s for damping the valve
(^li.^..ir:.?' ir,: ;,:: ci'.1 pule,!.ion of the fuel).
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 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
The function of '_y-prnr .,,lve t,rcvi,'ed the valve is
to ensure a minimum fuel consumption, when the afterburner is
turned on and nfter:urncr regulator 36 is open (the angle o-
inclination of the awash plate ; einq; minimum). lur? pres-
sure of fuel in duct N, downstream of :if ter`.un,er valve 71,
`y-piss duct 6 is fully 'ipen there.'.y directinC c:;ce:::- fuel
delivered ray the pump to the inlet of main rc ul::tine fuel
pump HP-210. .'s soon L-s the pren ure increa::er, duet 6 get-
partially vloced which causes a re:!uction in the amount .f
fuel ly-p??.ssed. 'hen fuel pressure in duct e reachea the
maximum value, Aiict 7 is o,,. enwhic,. i,
, ,rir,C the fuci tiierc:y
limiting maximum fuel pressure in the pump.
By-pass valve 5 upstream of the a.fter'.urner vr.lve is
designed: for relieving excessive pressure resulting frc.m dis-
engagement of the afterburner valve; for naint:ining pressure
in the pump required for the normal operation of the rervc-
piston with the after''.urner turned off; for '-y-pr.ccin` fuel
with the purpose of cooling the pump r?}.en the ofter':urner is
turned off.
With the after'.:urner turned on, valve is close::, the
force of its spring exceeding the pressure differential at
valve 71. When the a.fterl,,urner is turned off, pressure in
cavity 62 will decrecse xt the expense of fuel 'y-pass via
valve 5, and will depend on the tension of the valve sprint;,
since the valve spring charter will . e sense to . r.?ith the
return via the groove provided cn the after'urner ral?;?e.
The speed transmitter serves the 'aloe"sir., c'evi sec i
the engine respondir.,; to the r.p.,r. ?.-nlues of the engine high-
pressure rotor.
The speed transmitter comprises : re-?riural ecvcrnor,
consisting of centrifugal weights 41 ant: pendulum 42, ,, :cry
piston with rod ':3, speed transmitter chz f t 47, :-r.c. rack 1.4.
With the rotor speed incrc:.pint;, the cen;ri_ur_ :1 force
of the weights builds up causint? pendulum 42 to come out
the state of balance, thereby :?lloving fuel fror.. c::vity 17,
downstream of the permanent presr ure .,alve, t , flew into
cavil; 52 of sc?rv.;-pint r. ' 3, w}:err serve-pi:tr.n cavity 54
Is caured..to 'c connecte the return duet.
The servo-pi:-t:n r tartn mcvir.g; there'.- increar ing the
tension of spring 43 thr-ut!h the mc,'.iun :f the ;-car sic: ruck--44,
until the slate if .al:nce in reestat lished, t, at is until
the : orce of rprint: 43 c?qu:_lr t no force developed :.y centri-
fuL::1 wcit;:ac 11. Thin will care tranrmi'tcr shaft 47
to c?.art,c it:: an:le. "it?. the rpr.cd reducing, the order of
thcabo-:eevcrts will 'e reversed.
!t tie end of t rr.vel of rcrvo-pi::' on '3, corresponding
to the m:exirram *? ..^.i: o1 le l`. .Ia. v 6
,??~r '. i i. iii.: .,1 the high-preSfur@
rotor, :roovc 41; .1. rrrv?-pictor. r::e}: will He up with
the edge of ::id -n_r, rrr.re rot:.. ., ;-imuc opecd limiter slide
valve 5 , ..:u:?i:. el : _:.. '.act. 1 to '.e passed to the
return line. :uel . c'.U,:! ,'_ dc.li?:c?rrc'. from cavity of
the hydrauI1c d., crlc,r, r . ... i:, re.?al:.?ir.g ucl pump HP-211.
,he cut-off . 1-?e ...crag i::? i,reventir.,, fuel from finding
its way int_ t*:, .. . `ucl ... pressure
when the ?-,f i er' .:rn, r is 'vrr.uc: f. t`.e ...ter' urner is
switched an, r-?:?suo?c in , ?.vity r,'?rc ..^.r.:. ,::ere;y causing
fuel to .'seen i? ? ; r.c t_? f? ,,. in, the fuel manifolds.
he end fir. is rr..vi.:c i r.itl: 1:' duplex con.ri-
fug.l .urr.crrr, in two nanifol:'r - the main nanif old
and the prin. z
SN, .urrrr cc,...:t: 1c' i tr. it illur. led. in ^ii;.27. The
'
urrcr incorporating a preened-
in di: tar.(e . lcr r ti. 1rer .ed ^inrt the lapped face of
t}o .lcc e ..;c 'o _ :;rrL r cl:mpc?d y nu room
cc:led C orpr_ rirr .r.c: rig.;- '). i : 5 1:? rca?? fined )n the
urner ' -';; ' ? lock 4. - ltted i:.' ) ',:,r? isle. c? nrections of
the ' iirnerr . li._ ir.terforcr:c?e :.re ,?aa. a filters 1
canc. 2. "hc _rnrr fir. rit-i.ay -(;? ( ,. re to the -1an~;c of the .--
eom:ur,:or etiaw er rr.:za tr?? ?11s; the c:'lin0ric:-1 :'uriace
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 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
of nut 5 enterr into the hole 'f t e
spherical ring.
Fuel in fed into the . urnerr via two 'ut t.. I . :tE.c
pri -ary duct _11_(icllint. rat in,_ due') ::rc: II in ':r?. '. 1,.
Each of the quote l;;:n i own rpr: ycr (u Ccr "1c
and 7 for the II st :Ce). En c' ,f t'.c rpr?yerr' it . ??rni.?!
with tangential ,,_oo'ec for :'iris furl, r n.. i:'1
chamber. The dimenni nr of t',?r Fr hove, . ; : c V..'.irl e _.. . r,
as well as of t} e p:aLn i'e -Lrv% if t; ,e _ re :: _ . -l C?: ..
as to provide for t.,e rccuire~ qu:.lity .f ',ucl .:,r.i.:.:i:n
wi"+in the entire rsr,Cc of the required furl r?-?r.::,.1-:.:tier.
val7aes at the pcrmi:.... 1: e.......c...
!"hen fuel pre: cure o ;tre-,r. of tLe .!1stri' uti:,,- v:ac?e
pump HP-210 it a'.out 16 kg/:?q.cm. (c!urir:' en. i::c rtin,,),
fuel is deliverc i into the c?on' ie-l i cn c ' far.' cr cnl; ?: it ;: e
primary duct of the .urncrc; prcnrurc ap,trc: n
distri'.uting v:?lve '.uilda up, t,'.c ruin duet ,?ct, crrn, nC!
fuel flows into the con uetion ch;tw or vi:: trrc ,'uL?t! , t; ,.c
rate of fuel flow through the r: in duct in-?rec:::in- -,- th t!',;
engine speed.
The profile of the di:=tri' u t irr r.:lve :n-'
pr: Berl, cclcct-
ed hydraulic cha_racterictic of the 'urger cpr. ;; crr. rrcvi?'o
for the required changer in fuel c: i:ru :nth on ?:cpcn,'.inC _n
pressure upstream of the c'.intri' utin:- valve.
The engine in equipped with two ret?ulatinC. needles
(rig.20) incorporated in the c. t.cr' urner c^ntr`l (,.uipnent.
Itegulatinr needle 1:0.1 (c nt:_inec in t;'e rc,ulr.t)r)
serves for reducing -ir irc?:?rure iron: P. I) in efter'turncr reeul_tur " /P4 (pump HP-22'1) cru;el:- i rcrr.:rc
-Itegulatin; neec`le '!e.2 (liniti?,f) i 'c:-1 ;n ?' . _. .
ducing air pressure .or: prccrure _ pre::rurr? e:i-.ich i--
supplied into ti,e rrortc.tie fuel c?;n:,umpticr. ll:-i t : .
oprr: t.i.'n .. ~? rr` ?ul:., i~ ncr,:l:. i- ?anod or. the
iris, (,trcen far pree-
:1:r, ??t r:.c _r.l< t.- r}::.r..'_er li~i:c,'. .a. jctc, .n
is prrr.: urr t ( _ :) in: ic;c c?: ar' or, i. rerpectivc of
the ':? . In T,/1-1, _ 5), In
c::ce : it keep 12er1;:. t;.e )u'let jet; _nic velocity
r ' !:. , -~. fro-, t:ic inlet
:'u c3r.ic `.01 city j''vic'.c:? ',)r precerving the
:jurtr:ent regulating
ec?'le ` :r the rrc,!r to-i:. nre::':rr . _tio v: luc is carrier.--,
ci . ?
c .lr - is in ...c? . cr-.: of - c.,-linirical
c'... cr cl -- ,..e i..lct c' t. r, ch;,. er
c::ci.. c~ .. v: 1 li.. !ri?..:1 jet ?. ; in,, . _...?rp edge;
i je r:: i?. _r.1 or _ric ;lo.r ?elocit-r, wita pros-
ceo-c r?'.ic - i?,t _ ~.~r .. ,,tl: r ,.cea_.~d.tes con_t n1
er p: ci' is rrr' c k a con-
verrr_rt-'_ier:, c 1c f .... slr'. is "ut pr?_'?idec for
euperroric rci: it: , . fl:' n a_?_nlere, with
it needle C, r:?.:.--c t.,pered
rcFpolatien of
1'.., .. -o rr-... nrr _Ie t!"rr'? .. re re. cC . ith mol;,?' -
c:cnu.: ILc .._ :r'`,?r:1:n rir::t ''arnini .
'in, in .r: ir.ite p ori,ion '.y l,-elan
,!:c r.c?r c'lr r, -
nut , rl i" i-.' i ' lr ... ; r? .' r:u& th'i .'rrea-n, cap
for ;,ir.. or. -,!-e needle in ._L
r rri,. i .. ..... needle
urr.ir.: t _:?il: rr,~irtc?r"C.
he 1.rr..ir -.v. .
Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
:r nc :,ae turni4
T,-?, :. _r? . Ii"r?rc ' c ^nacc`icn t ,
pr, _ rtsr?c ; .1 or PP ',
? ., ..7cu:: ). .:rte f cc-ot'
.~ cr~r~'d iri
 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038R001500140001-1
to the atmosphere ttrou;': the outlet jet. he reouired pres-
sure PP for needle 111.1 or Pf; for nr edlc llc.2 is crta'.lished
in ehamLer C due to ui..p1neemcnt of needle 4 in the inlet
_--Je-t;_further, -the pressure- is , - - -
"t pplie.c vi the connection to
the afterburner regulator or to the `!:rc::tL~tic fuel consumption
limiter accomeodato4,,.1n rct;ulatinz fuel punp HP-220.
Unclosed in the ch::m:or aft of the inlet jet i' a deflect-
or; which Ireaks tl-c inlet 'ir
:re, r,,, there.,y preventing
a straight air flow, which is likely to affect the itr'_lc
operation of the outlet jet.
The engine controls (rir.4C) are decigncd for changing
the engine rating'. The controls com rice ,..1
p re
hen shif ccC f rcr CUT-CU9' :-top ' located on the regulat-
ing fuel pump, to th I'LL ;cJC1;'7I?;,TI?'l.1 stop 14 located on
thec'ontrol -n:~tcl,_..leva ;.1-an,L2 rt c movFd tl[rcug~ tie
following pociticnr: CUT-C?U' ((;Ton), TILING RATING (RAW
rA3),~UTGL1. TIC i'I:L SUPPLY ;I'IIMfli R.1.!'. (OFOPOTH HAP),
FORMAL (HOI,',rdu1) y,?. ,
i... .ut;. (.;,n,tiC:ti~tiA) (hy oulic decelerator
contact rretn '__oc:;c('); 'TIiiIJU; AUGT1lW1r;:TI(.il ( f'N A1r.uuM
LL Ai?Fi. AIlPS CHALGIIIG (!:AgAAO M8!ESIEHHO ..-
CE4EHHn COIITiA), ,'i JET NCZZLE AREA CH.;NGI1!G (OKOHgAHNE
i3LEHLHMR CEgE.;:;:; C0r1 !A), a' I MIL tUG",E 7ATICN (110AH1~
QOPCAK). !.her. mrv:d f--r. t'^c CJT-ry atcp to the MAXIMIjN
position, lever 11 of the cuntrcl panel does not cause an
y
changes in the electric cL?euit, +l::,t is it perfcrms an idling
trava7_
L ,s .:, inc fuel In this cr.~ c ccr.trel of the engine is :.ecomplished by
Pump HP -210 (1) ;nd ratings control panel QYPT-1,h (10) with regulating f? el prr.;p !1P-210 alone. waic} chang
es the
rheostatic transmitter 1(P-3A (1,) and regulstir:g rheoet;a r. engine
unit P-1 (12). p?c'?; at the engine rttinrsb?artiar from t!,e CUT-GUT u
to the r. p
The regulating fuel pump is attached to the engine wheel p.;. 'tor, ir.,_ t; of the normal speed of the high a
b
pressure rotor (
t
t:p
case by means of a
o the operation of cam E00-1) the jet
quickly detachat,
,.lc strap. The pump dial has nozale shutterr are :hcr. 'o the F'JZL "UC!?^''^'. TIGH positions
the following notches: vhere_r aft:,r ;per_do- of can ECO-1 the
(a
) notch 2 - IDLING t r: jet nozzle shutters
iT,IG, locate:: c, ,?veen notches 1 close to the r? t.irg_po:'tin _(t-o -the _minimum-area~~-
and 3, limiting the idling rating sector;
3ettir,7 of aye severs in t>e L;..I1JL^.f position will cause';
(b) notch 4 - !.UT(-M,;-TIC ?UEL SUPPLY "17:111
L
1 RIid;
.,... 'pcratior. or a r.:ra1
(c) notch 5 - RTrRhUL; pa ='1 rm ; H, whic' will flock contaote
(d) notch 6 and -1 t.f `er oper_ lion of : pr?ciai relay Z incorporated
i
n
:heut ti)
aor:c co?uipment.
(e) notch 7 - ADDITICIIAL.
Control Panel Fro' tL.c+ ?f,;L:: pesi tio-: tc tie FtZL x:'Gl.IFd;T.%TIcff st
p' RYPT-10 wit rheostats: tr:?n-ni:tcr AP-3A re op
and regulating rhoost%t unit. i'-l is s^curer' gul:a.nr fuel Pv-zP 7 Wcr it c..pa':le of extra iravell, which
y legs: 'f tti:c doer nyt
b
lt
l
r;; c
o
r:. I:;in thi
s to the poxft
., ,e engne nrxim'un r.p.m.,
o mr'er connector 9, which Jr its turn is hit
attached to the compressor c::: ink with the aid cf 'rocket c;,u" e one re o~l.r control ;.nxiel cos :::,ne pr:ovi3es--
and bolts. for or far.rtinr.irr ; ? e .?ollc c-uL 'y;;teb c"ntrclling the set
--rte :.lc: - ?ii. o: Ir:vcr 11 r, '1c
The levers of the re;;ulatir._r furl nu:.p. H?-21w ~r: . 'Z tG. Fi7:. "IiN Post
control panel AYPT-10 arc connected to e?:ch 1)'hcr link 7
-
-
which can :e-aCiusted-as t-,its-1engt;,. --___
'".e ::ircr~_*t. can:rol
system is connected to control p,',ncl lever 11.
.ion, c::?.,se:. offer: ti o'' . ontrol p::rcl e::o E4C, which turns
r :rev f o r
---- --- - - ---1-LPe , ex urr~r
, ~ttel-
rutply, r:?: f? r ~?pcn:':g cf t::e ..ben lever 11 is
novec fr:r e 11E '? .L, AIr' C14A;,r ?IG position to ,
Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038R001500140001-1
 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
0. 0 0 0
em . em ? r\ h ? n?.
50X1-HUM
SECRET;
NO FOFqON 81SSEM
the FULL AUGMhTITA",'I.^N position, the slit(- if jet r,os:le 11.:-r_
up control system *rheostatic transmitter AP-3A cIr:nvee 1'.r;
position, thereby displacing the rods of the jet ncsr,le
control cylinders, which results in c,h:n(-in.a t;e ict nuc:?.l-
area. With lever 11 met in the i;?iD .'r J~' 1;C':LL
position, the rheostatic transmitter sli,:c rill c,mc to the
end of the rheostat, and fur-ti-er turr,ine- :ii lever 11 tslli n:
cause chrnging of the jet nozzle are,.. The r,nClc letvr,en tl:c
positions Jr T N' i.?,LE AR FA S 't,RT, C!!. GI2iG r: ntl MID tF JF
AREA CHANCING comprises the after',.urner reeuleti in r::nge.
The angle t etween the positionr MAXIMUM, and ;,;INILIV.
AUGMENTATIC14 makes up the MAXII1L,7.1 sector, the :nrle letweer.
the positions MINIflJ :+U^,'.1ENTATIrN art' JET Si'ZZLF: '.Il ?_ :5
CHANGING is the MINIMUM AUGMENTJ:^?I,-ri sector, or; the angle
between the positions ND Cr JET N,ZZL~ '~!r CE'.I:CIAG ;.nk' FULL.
AUGMENTATICH represents the FULL AUC1:1;:11Tf :I.'I: cectcr. Shifting
of levers 11 and 2 within the ranee of these ::neles acec not
affect the respective engine ratings.
With levers 11 and 2 moving from the : ULL
-position to the CUT-CUT position, the engine ratinCr charge in
the reverse sequence, the reverse opening of L'.e jet n:.szic
shutters from the ai'.XILUh, position to the FULL YI(J
position taking place nt the engine rating ; counting tc 6(??-
of the high=pressure rotor normrl :-peed (when operati.:r. cf c;rr
E@0-2 occurs).
2mergency Control of Jet Nozzle
"then switch Et:ERGENCY C:IITR;L Cr 2-F^E;ITI(T: JT I:c',zLE
is turned on, the follow-up stem is dirconneeted, there'd
transforming the all-duty jet r,o::r:le irt,) two-pocitio1
-nozzle. When-levers 11 and 2 are 'urged from tl'e CUT-t.U'i :nor
to the MAl(ItRrt~ gosi.t-fan,--engine ~peec: rr ch~:s ::.e n:irun
value.
The jet nozzle shutters, depending on the speed . f time
g pressure rct,.r (cperaticn of cams E40-1, SO-2) will
.(copy the pL^i:i_n
, rrc: .n?;ir.,, ,. ti-3 'L'LL :UGL:L?JTP.T'ICN i
7LAXI1!U! rating. Ir. care, ti:e ani le totween the p,:siticlq'
k.?,XIPU.; H.nJ the pcsltit.n :.:ITCii71iG IN EMERGENCY
C"NTRCL li!f (1?r;; 4) r:i:l represent the ti'YI~iUM_aeoieL
it th lever 11 set n the ?'I:cH?l;G T71 '.t1E11GEHCY
COIITF.'L (`r' Jn^ :;('Zi?L;, 4. p.:?iti,n, cart 4 t.f the control
:Y ? .e, ?(ere'-,;; .::ur ini, the j .--t nozzle to ,:p
_ ea
the FULL '.lrG?L'N.; ^T nt citi,;n; eai?!es the z:ftr
r; urner will `e ignite(', an'! ;he fuel Will o duly supplied. Turther acve-
:ent .:f the levr.r t,, c_r-(.rcl lover stt;I. 1t( (-'ILL .1 UGfll 1T1hTGN~
will nab affect the er.,?ire :ler( ti n, this rr:nee ;f the lover"
travel. reprercr-tirr 'hc F'ILL ;`-UGi:3:T. ;I;1: rect.?r. !':ith the-
lever m:,ved in `h-! rrverre Jirectic:r., t!:e cnj:ine r?aini;s ohang
in the revers.- -;equcr-cc.
? Br-,n and Dump Sys tons
tl:ain .'y:;tcr- it (ieri: ncu to prevent ;,verfilling of
the dr.-in ca?ritic:; fuel, le,kinr through the se::lings
installed Jr. tl,e ? ri:'r ;f he fte, equipment units arranged
cn the engine ('if?~-')?
Furl drain.-.,le .:cr:.;nplisl,ed ., ll::r:..
Fuel it ;r? ine? fro-i t'-e dri:r fuel r^Culatlne. PUMPS
uP-210 ::r9 HP-22;), fr_--. :'vel ac .t lump A,1H13-,IT,--electxl
ccntac?t:r of 'u, 1 re;~r.lr in:. pump :J?-221` anti electric con-
tactor ;.f the r',rtir_g fuel eentr,l Lit, an roll ar frcm the;'
drive of tire : t,??r' 'tr::rrni ttcr zf fuel rerulating pump HP-21
Into the :iron,. urair system.
:,per'. `r..::. ? a:;, ~Lr: , t t r, r( cti :n c f t:7e engine has
the f,l]rrin- c'.air, p_in4p
C'-~ r;r;tin:. r ,r?, , t:.,. front fuel. c, llcc t.,r (on the a ine,
theel eL-c-);
_ra~r :ur1 e 1-le t.:r !1:c~t ,
e
ar : L:rr.?. `.c ' . u: - i n :i.:.n' er ,eosing ).
fuel lit t t. r
i. necese t
;.revoia ]'_e?, 't the fuel cut:;ic;e the engine
.-SECOET
Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
 Sanitized Copy Approved for Release 2011/02/07: CIA-RDP82-00038RO01 500140001 -1
Tuel Tree the.^c_poiritc is_d.tros,ed into the nircrafx
drain system via individual pipes.
note: Flvdraulic fluid from tiro hyr!raulic pump: HIl-34/2
anc. oil from the tro-rreed drive of the l;enerr_tcr
are-drained- t,--the-front-fuel c;:Ilcctor.
The dump rysteri serves for draining fuel from the main
and primary fuel manifclr;c, an well :..a f..r dr fining fuel
from the fuel and oil lines ,nd ccvitiee?after the engine is
stopped.
Fuel from the manifolds Is draincc; throuZh the drain
valve of fuel regulating pump HP-210, into the drain tank.
From the drain tank the fuel is forced ;?eyond the end face ,f.
the jet nozzle ;-y the air, delivered fror.. t::e ccmpreccor when
another attempt at ctarting is made.
To drain fuel from the fuel linec c: the cndinc, 'rem the
filter, and the c?l cooler of unit 357C, provision is made for
a drain cock, mounted on the fuel anc oil unit.
Gil drainage from the cil t;;nlc and from the fuel-c:.clec
oil cooler is accomplished via the drain cock, inetalled c.n
unit 357C.
Drainage from the engine w!:r.el case it tpp
:u&h the c'rnin
cock mounted on the engine wheel case.
cr.rine :?:&rting ryctcm includes:
;low-jff system
r
ctartirng fuel ryctem,
- ex::e:nn feed tee.
y
Functioning of
the ,'we r~cter' in cenjuncticn with the
2utemr.tic fuel ?ontrcl unitr. iz prcvicied for .y the engine
automatic contr;l equipment.,
r tarti::c fuel cyctec (Fir.29) functions only ct aniue
- ,A
etnrtinr
: n irclucl
t:
,
-
e
fcllcring unit::
- ::t:'rUnC :uel ,?.n] 1 (inrt Wile ` cn the aircraft);
- filter 3 (inc!:;ll.:d .:n tic ::ircreft);
tartir.,, fuel
cn the aircraft);---
- F--~+ (irat^.lleund m Dore i cncloceLl ,;'c t;icr
with Luster 6 in a :net:rl tuic ::nd i:: c?annecter! t:, t.l:c f :ir-
lead. :fie. en:lc of ? the re.-1-tor :.r' r-
~.dere; to tips 3. 311de?2 wits. cont?ct rprinrr. r. it ac::cr.ti:.lly ?n inrulator
enclosed fn 'a casing. one env: if con.::ut ::hrin;, ; :.r11c!c: alone
the resistor, the other - alone current-c:"-?ryi;iZ ; u:?! ar 6.
,,j r r ix oa:y_r.(-I. e tartint: 1
:;tr:rtinc. Unit.^.).
:;lectromu,~netic ox,; C cn ::ur
^t:trtin,: Units).
;We`TOr..~,' 1--c-, -. i-tJ ?rnal
f.ion '~rnCine ::t: rtini- Units).
'.Ise ent?ir.': i:? fittc' with the ,Mowing in::trumentc:
Tw, t::ct Darter cr;r,er:.t ore 1(T3-1, aint?iturc oil pressure . '
tr::n::^ittcr, tr?:xcr,.ittcr of cxhuu: t ::ac torpor:ture gauge':;-
ThI`-1iT. All of t:.e .. eve irrtrumentz -" inztc lle
~?ctttrin d y
i:,anu; ? ~ Pl:.:at. e
The '.ne~car.'er c?rer.,tar 11T3-1, Cher. aper