TECHNICAL MANUALS ON ELECTRICAL EQUIPMENT, POWER PLAN; HYDRAULIC SYSTEM AND HIGH ALTITUDE EQUIPMENT ON THE SOVIET AN-24 (COKE) PASSENGER AIRCRAFT

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R001700010001-3
• Release Decision: RIPPUB
• Original Classification: C
• Document Page Count: 943
• Document Creation Date: December 22, 2016
• Document Release Date: February 22, 2011
• Sequence Number: 1
• Publication Date: April 21, 1965
• Content Type: REPORT

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!iI*1IAVLILS1U . au
CENTRAL INTELLIGENCE AGENCY
honied Peen Espionage Laws, Title
~s States Thla m r1 informatian affecting the National Defense of th in an ~: inner within to an unau the
?-t~!al S. 93 t is prohibited by law.
1R, US .C. S~'~? 793 and 794, the transmission or revelation of chic I-
SUBJECT
1`eChn;ca IManuals on Electrical
Equipment s Power P lant i!ydrau is
'~Ititude 1=
~,~
S~'Stelll and high r aU1P
rlent on the Soviet AN 23 ' CChr}
Passenger Aircraft
REPOR1
50X1 -HUM
April 1965
:~ COKI:
manuals on the Soy jet `1 2 50X1tHUM~
aircraft have been deposited in the CIA I, -
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passenger
AttaChmelit 1 is in Eng 1 i sh s the r ema -
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A:.rcra
F~1 It !~ anua o Pa )l1 s ie y jO A\ 1AE}. PORT, ,
MoscoW> i pages '.us 44 _~age supplement} p.
u icheskava DokumentatSiya ElektrOob0r'd0'a
~ Tell l -
t eclnlcal Documentatio Electrical l;qulprlent
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Re ays DMR 00T anD~1R?600T Sc..ond Seri
I)escrlpt ion and instrUCt101zS on Operation and Maintenance] .
[67 pages] o No publishing data
omat zashchitY _Seti AZP?'3?1 seatatsii
Av t
Te nlc zes o e o lsanlve 1 u 'az311ectorOAZPs 8`iuan 50X1-HUM
1 remontu Automatic Circuit Prot
A econd Series Technical Description an apses] ?
Instructions on Operation and Maintenance] [51 pages]
No pub l is l1 ing data GROUP'dvd.d hon. avonwNc
dectdo if o
ssiFcot.oe
STATE I D1A ~ ARMY ~ NAVY l AlR l ~ --- - - -
ARMY/FSTC AIR FTD ~ NAVY STIC
Feld distribution indicated by "v.)
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
50X1 -HUM
Att. No. Title
10
11
12
13
Tekhnichesko e o isani
e i instruktsi a o montazhu,
e spluatatsii, hranenniyu, remontu i nastroyke regu
atora na r azheni a RN-600 -- -ya seriya [Technical
Description an Instructions or :counting Operation,
Storing, Repair, and Adjusting of RN-600 Series 2 Voltage
Controlled. [28 pages]o No publishing datao
Tekhnicheskoye o
~isaniye i instruktsiya po montazhu,
eks luatatsii khraneniy remontu a nastro ce
regu yatora napryaz leniya RN-180 - 2 ya seriya
Operation, Storing, Repair, and Adjustment of RN-180
Series 2 Voltage Controller]. [28 pages]. No pub-
lishing data.
Technical Description and lnsfrurtlons for1ounting,
e s uatatsii i hra~ieni u e e ktrome anizma f a~
MP-100M -- - a sera a Tec nical Description and
Instructions or Mounting, Operation and Storing
of Electrical Device Type MP-100M, Series 2] . [13
pages] . No publishing data.
Tekhnichesko e o isani e i instruktsi a Po mont.az.hu,
e csp uatatsii a
Tekhnichesko e o
nstructions or Mounting, Operation, and Storing of
MZK-2 Series 2 Electrical Device]. [24 pages]. No
publishing data.
isani e i instruktsiya ~o montazhu;
raneniyu e e trome lanizma tiDa
M - -? - a sera a [Technical Description an
Elektromekhanizm MP-5 [Electrical Device M1'-5] C [24
pages o u is e by V/O AVIAEKSPORT, USSR, Moscow.
Tekhnichesko e o isani e i instruktsi a o mojiLazhu,
e s uatatsii i raneniyu tre aznoco sinkhronno 0
eneratora eremenno o to a ti pa GOl6tCh8
[Ti1cal
Description an Instructions or Mounting,
Operation
and Storage of Three-Phase Synchronious AC
Generator
Type Gp16PCh8]. [12 pages]. No publishing
datao
Tekhnichesko e
o
isani e
i instruktsi a
o
montazhu,
e spluatatsii a
lrane
niy
u panels zatus
a
APD- 7
[Technical Desc
ription
an
Instructions
or ~1ounting,
Operation and
S
torage
of
Starting Panel
APD-27].
[15 pages]o
No publishing data0
e spluatatsii i raneniyu
Tekhnichesko e o isani e i
publishing data.
KVR-2 Switch-in
Instructions
regu
e s
Adjusting Box] . [13 pages] . No
Tekhnicheskoye opisaniye
i instruktsiya po montazhu,
raneni u koro -i proggram
-
_
mno o mek anizma PMK-18 ec nica Description and
nstructions or Mounting, Operation, Repair and
Stori.g of PMK-18 Programing Device] . [14 pages] o
No pa'bl.:~shing data.
instruktsi a o montazhu,
koro o v lyuc eniya i
echnical Description afid--
o: Mounting, Operation, and Storage of
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
50X1 -HUM
Att o No 0 Title
14
i s~ruKs 5 ya _ _- - -
1 n - -
nhl1ltatSii
I-. I t: (1 UI
~
t~on an operating InstructionsJo
a Descrlp
Tec nic P
blished by the State Scientific Technical Publishing
u
1louse Moscow 1963 [112 pages]
15 pre0brazov a~t.e~lP T 1 2 S T s _ 3 se~r i~ Kratko e tekh-
converter, eroleub3,
nlc es o e o isan1y J,
ort ec n~ca escr?ption~ [17 pages] N p
lishing data
16 Krat k e .=U Y av i l a ukho:la sv nt s o mi ~sukllo.z ? r
az ennvm umu atorn~ ~a~._~xeyami tipa~~-SAM-28
? rie a intefance i nst rust ion on i ry
cia gerctcrage Battery Type 12-SAM 28 PUS28 02]
[12 pages] No publishing data0
17 Generarcr osto anno o toa (24A,khnichesko e
a -~a e 's luatatsil lD C: O Generator
o isan~ e i .amet z __
eration]
O
O
p
G ? h~ ec izicai Description an Notes on
[12 pages] 0 No pub J.ish~ng dat-...
18 Instruktsiya o nastrovke avtomatov obogreya stekol
~? n~'~~~f"~` n s t ru c t 1 o n s
~~oa,, aaca ~~~--T~tomatlc e roster AOSa28M on
u
e s luatatsis 1 remontu tarter > >eneratol' l8TM
First an econ erles and STG 18TBP Second Series,
Technical Description and Instructions for Operaon
and MaintenanceJo [76 pages]o No publishing data.
rtor Dusting o
published
Aircraft U T P and AN 24 ] [7 pages] e
by the Mechanical Engineering publishing liouse, Moscow,
19610
18T1~1 1 ??y i 2 ?y seriy i STG~-18TBP
19 Star,.er generator STG __ it-- ~a no
Elektro emkostn
20
~to livomer S
~
ETS 3
70B
a
8
[Electro'
es] No pub-
it ue~
~apac y
e
y
te
, d
g
p
lishi
21 Tekhn
ng dataa
icheskaya
d
okume~ntatSi a siloy
oy^us
taan
oyki,
-
- -
V a r y J 1 J ~ t "j ~~ ~ 1 Y J V Y a a v v - -
Tlnr-iimPT t at lOn or ower ant , y rau lc System, and
i u ~fiurboprop Lngine
nstru tsiya po a satattSl 1 to nic es
es
s uz ivan
Instructions on Operation and Maintenance]0 [162
pages]e Published in 19640
r
iSafliye
p
High Altitude EquipmentiIl pages
22 Aviatsionn turbovintovo dvi atel AI-24 II serii,
omu o -
23
shn vint AV~72 Kra k oisan
d
V
u
oz
x72 Short
[Propel,
luat~
s
,
U
tsiya po a
Description and Operating Instructions]o [39 pages].
Published by Vf0 AVIAEKSPORT, USSR, Moscow
C-O-N~~F-~I ?D?-~E ?N-T-I mA-L
50X1 -HUM
Cnnvrter.
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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24
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
84
eating panel that landing gear legs are locked
in down position;
e) the time of emergency L. G. extension
should not exceed 25 sec.
. Flaps Control
To extend or retract the wing flaps by use
of the main hydraulic system, proceed as fol-
lows: .
a) set FLAPS (3AKPbIJIKI'I) switch det-
ent (on central control panel) to position FOR
EXTENSION (HA BbIUYCK) or to position
FOR RETRACTION (HA YBOPKY) ;
b) change FLAPS switch from NEUTRAL
to EXTENDED (BbIIIYllJEHbI) or RETRACT-
ED. (YI3PAHbI) position.
The state of the flaps is checked by means
of flap position indicator Y3fI-I;
c) after flaps have been extended (or re-
tracted) to required angle, change FLAPS
switch to 'NEUTRAL position and secure it by
detent.
It takes from 14 to .17 sec to extend the
flaps through 38? (with the FLAPS switch con-
tinuously engaged).
In case.: you fail to extend the wing flaps
from the main hydraulic system, make use of
the emergency system fort that purpose, pro-
ceeding as follows:
a) set flap emergency extension switch (on
central control panel) in EXTENSION (BbI-
ITEYCK) position;
b) refer to flap position indicator Y3f1-l to
deflect flaps through desired angle;
c) upon completion of wing flap emergency
extension change switch to NEUTRAL and se-
cure it by detent. .
It takes from 27 to 30 sec to extend the
flaps through angle of 38? by using the emer-
gency system (with the flaps emergency exten-
sion switch continuously engaged).
Wheel Brake System
The main landing gear wheels are equipped
with hydraulic brakes, operated., by toe pressure
on the foot brake pedals. The braking ability
of the wheels is primarily dependent upon the
effort applied to the foot pedals.
The main wheel brake system is provided
with automatic braking devices, which are in-
stalled on each of the main wheels to prevent
them from skidding. The automatic braking
devices are turned on by a switch located on
the central instrument panel. Installed on the
same panel are yellow signal lamps, whose
flashing is indicative of the fact that at least
one of the four transmitters of inertia type has
operated. The wheel brakes will function
properly until a pressure of from 100 to
An-24 Aircraft Technical Service Manual
150 kg/sq.cm is maintained . the hydraulic
accumulator.
The automatic braking devices should be
cut in prior to taxing to take-off position and
cut out after the aircraft has arrived at its
parking area.
CAUTION. It is not permissible to apply
the wheel brakes simultaneously from the main
and emergency brake systems. Neither is it
allowed , to press the main brake system foot
pedals by both pilots in concert.
Wheel Brake Emergency System
The wheel brake emergency system is resort-
ed to in case the main brake system is out of
order.
The main leg wheels are braked by actuat-
ing levers EMERGENCY BRAKING (ABA-
PHPIHOE TOPMO)KEHHE).
The main leg wheels may be braked by the
EMERGENCY BRAKING levers selectively or
in concert. To brake the wheels of the port side
or starboard legs selectively, actuate the res-
pective ? control lever. Emergency braking of
the wheels may be accomplished from the brake
system hydraulic accumulater, if the pressure
of the fluid in the accumulator is in excess of
110 kg/sq.cm. If this is not the case, the wheel
brake emergency system is supplied with pres-
sure from an emergency pumping unit which
is put into action as soon as the emergency
braking levers start moving. .
N o t e s. 1. The wheel brake emergency system is not
furnished with automatic braking devices.
2. Take care that the emergency braking levers are in
their retarded positions to avoid an inadvertent engage-
ment of the emergency pumping unit.
Nose Wheel Steering
Control in taxiing
The steerable nose wheel is mechanically
controlled in taxiing by means of a handwheel
installed on the side subpanel of the left-seat
pilot station.
The steering system is hydraulically actuat-
ed from the main hydraulic system, which is
cut in by setting the STEERING wheel (HO-
BOPOT KOJIECA) switch to the TAXIING
(PYJIEHHE) position. .
This should be followed by the illumination
of green warning lamp MANUAL CONTROL
(BKJ1IO4EHO OT PYKORTKH):
The nose strut may be turned by use of the
handwheel through a range of 45 depress to
either side, which is checked by the aircraft
taxi path.
The aircraft of the latest make-up are pro-
vided with a nose wheel steering control feed-
back system.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
B ooh: I. Aircraft Specifications and Performance Data Aircraft Flight Manual 85
CUATION. Do not engage the nose wheel
steering control, if the aircraft taxi speed is
less than 5 km/hr or more than 30 km/hr.
Control in. take-off and landing
The steerable nose wheel is controlled in
take-off and landing by the foot pedals, the
steering system being actuated from the main
hydraulic system.
..To actuate the steering system, set the
STEERING switch in TAKE-OFF-LANDING
(B3J1ET-UOCA)I1KA) position which is follow-
ed by lighting-up 'of green warning light PE-
DAL CONTROL (BKJIIOUEHO OT fIELlA-
JIEPI). In that case the wheel turning angle
within 10 degrees to either side is dependent
upon foot pedal travel.
CAUTION. Positive steering system control
from the foot pedals . is allowed to be engaged
from start to take-off speed of the aircraft dur-
ing take-off run.
Engagement of Windscreen Wipers
To put the windscreen wipers into operation,
open respective control valve FA-230. The
speed of the wiper movement depends upon the
degree of valve opening. With the I'A-230 valve
fully open, the windscreen wiper speed of travel
will be maximum (about 200 double strokes
per minute).
In order to stop the windscreen wipers,
close the valve gradually until the wiper swing-
ing speed is minimum, whereupon wait for the
wiper to travel to its initial extreme position
and close the valve rapidly.
CAUTION: 1. When the windscreen is dry
do not allow the wiper to make more than 5
double strokes, .
2. The windscreen wipers should not be
operated at an indicated a'ir'speed exceeding
350 ktn/hr.
Emergency Propeller Feathering and Engine
Stopping by Use of Hydraulic System
To feather the propeller and stop the engine
in emergency cases, pull the handgrip intended
for propeller emergency feathering from the
hydraulic system and turn it to either side until
it is secured by a detent. In that case the engi-
ne shut-off valve and propeller governor will
be supplied with adequate pressure from the
aircraft hydraulic system. As a result, the en-
gine stops running and the propeller blades
are feathered under the action of the propeller
governer pump.
N o t e. The propeller will not be feathered completely,
because propeller governor pump output will diminish due
to engine r.p.m. decrease.
Operation of Main Hydraulic System from
Emergency' Pumping Unit
)nii1 thi' rniin hirMi11i ytm ri1mr
r
iie fh 1
a) open cross-feed valve (on side.subpanel
of left-seat pilot station) ;
b) select EMERGENCY PUMPING UNIT
(ABAPkWIHAA HACOCHAW CTAHLU*I)
switch to ON position; emergency pumping unit
starts operating, which illuminates red warn-
ing lamp.
CAUTION. When the main hydraulic sys-
tern is fed from the emergency pumping unit,
the opei"aging time of certain fluid pressure
consumers is materially increased (up to 5
times).
If the aircraft CTF-18TM starter-generator
drive is furnished with a slipping clutch, the
465K emergency pumping unit may be engag-
ed only from turbogenerator TF-16 or from two
generators running. In case of engagement of
the 465K pumping unit with power supply from
one operating generator, the slipping clutch
is subject to replacement.
' Operation of Emergency Hydraulic System
. on Fuel
If the main hydraulic system is inoperative
due to lack of fluid, the wing flap extension
system and wheel brake system may be operat-
ed from the emergency system supplied with
fuel. With this aim, turn ON switch FUEL TO
HYDRAULIC SYSTEM (TOI1JIk1BO B FkIA-
POCHCTEMY) located on the pilots' instrument
panel central position.
In all other respects, the flap extension and
wheel brake systems are operated in complian-
ce with the above stated recommendations.
After landing do not fail to drain 1iIubeI1 fue1
from the hydraulic system and clean the units
of the system.
6. AIR CONDITIONING SYSTEt t
The principal parameters of the pressurized
cabin atmosphere, such as barometric cabin
altitude, pressure differential, cabin pressure
rate of change, cabin air temperature and flow
rate, and cabin air temperature should be con-
stantly checked by the crew to provide a suit-
able environment for the equipment and the
occupants.
x~ S hou Id the mairr I ; :e ul is system pumps
fail, use the etnergeney pumping unit for sup-
plying pressure to the main hydraulic system.
:Fos' that purpose, tlo the rollowing
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86
The cabin altitude equipment is controlled
from the instrument panel and the right-seat .
pilot's station.
1. Preparatory to take-off the copilot should
make sure that:
a) engine air bleed valves .are closed, for
which purpose select switches operating engi-
ne air bleed valves to CLOSED (3AKPbITO)
position; .. .
.. . b) throttle. valves controlling air tempera-
ture An aircraft passenger cabin. are closed.. To
close these .valveset air conditioning selector.
. valve on right-seat pilot's control station to
position COLD (XOJIOA) for 25-30 sec;
c) switches of turbocoolers and cabin emer-
gency decompression system are OFF;
d) three-way valve on cabin pressure cont-
roller (unit 2077) is set in the ON (BKYHO4E-
HO) position, locked and provided with seal;
e) pressure differential value preset on
cabin pressure controller indicator (unit 2077)
is equal to 0.3 kg/sq.cm; .
f) rate of cabin air pressure change, as
preset on cabin pressure controller indicator,
is equal to 0.18 mmHg/sec. Cabin air.pressure
change selector is locked and sealed.
2. Prior to take-off, the copilot should make
use of the indicator located on the cabin pres-
sure controller (unit 2077) to adjust air pressure
in the cabin in compliance with the cabin
pressure, altitude, which should correspond to
the airfield air pressure - 45 mm Hg..
3. Cut in air bleed from the engines after
taking-off and setting the engines. at normal
power rating. Refer to the cabin air flow indi-
cator (YPBK) in order to adjust the flow of
air, bled from both engines, to 3.5 divisions,
performing the adjustment in increments.
At that moment the rate of cabin pressure
change must not exceed 2 m/sec.
4. In approach to landing, cut off the engine
air bleed, when flying altitude is not less than
200 m.
Use of Air Conditioning System in Hot Season
When operating the aircraft in hot season
observe the following:
. 1. When the aircraft is parked with the en-
gines running and during taxiing.:
a) cut in turbocoolers;
b) set maximum permissible air flow (not
more than 3.5 devisions).
2. Prior to take-off, turn off the engine air
bleed system. NEVER take-off with the engine
air bleed system cut in.
3. After the engine air bleed system starts.
operating in flight:
. a) adjust the temperature of air. supplied to
the passenger cabin within 0-5?C and main-
tain it' constant throughout. the period of time
AK-24 Aircraft Technical Service Manual
when the turbocoolers are on, making use of
the air temperature 'adjustment switches locat-
ed on the right-seat pilot's control panel.
The air temperature is checked by watching
indicator 2TYS-III, arranged on the right-seat
pilot's instrument. panel;
b) bring the air temperature in the passen-
ger cabin to 20-25?C whereupon turn off the
turbocoolers;
maintain this temperature throughout the flight
by manipulating temperature control switches
on the right-hand seat pilot control panel;
c) while descending cut in the turbocoolers,
if necessary.
Use of Air Conditioning System in Cold Season
When operating the aircraft in cold season
observe the following:
a) before take-off, check to ascertain that
the turbocoolers are off;
b) after the engine air bleed system starts
operating in flight, maintain the temperature
of air supplied to the cabins within 90-100?C
(never exceeding 120?C), by using the air tem-
perature adjustment switch located on the right-
seat pilot's control . panel;
c) when the cabin air temperature comes to
amount to 20-25?C reduce the temperature of
air supplied to the cabins to 60-70?C;
d) when the cabin air temperature is in
excess of 25?C, reduce the temperature of air
delivered to the cabins, by changing the air
temperature adjustment switches to COLD
position. .. .
Adjustment of Air Temperature in Crew Cabin
The temperature of air in the crew cabin is
controlled by use of two manually-operated but-
terfly valves installed in the ducts, whitch are
used to convey hot air to the cabin windows
along the starboard and port sides.
. The air temperature in the crew cabin is
adjusted through a change of airflow rate by
means of the turning valves. The air tempera-
Lure in the crew cabin 'is measured by tempera-
ture gauge TB-45 installed on the .instrument
panel.
. Checking Operation of Pressure Control
. . Systems in Pressurized Cabin
1. Before descending, the copilot must ad-
just the aircraft cabin pressure to that of. the
airfield of destination, making use of the setter
handle and referring to the respective indicator
of the cabin pressure controller (Unit 2077)
2. The system controlling pressure in the
aircraft pressurized cabin, which comprises one
cabin pressure controller, (unit 2077) and two
outlet valves 2176A, at altitudes above 2400--
2800 m should automatically maintain a sur-
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: B o o k. I. Aircraft Specifications and Performance Data Aircraft Flight Manual 87
plus air pressure in the cabin within 0.3?
?0.02 kg/sq.cm as registered by the YBII,Tl-15
cabin altitude and pressure differential gauge.
At flight altitude of 6000 m the cabin altitude
is maintained within 2100-2500 m. .
.N o t e. When the ? aircraft descends from a cruising
flight altitude at a rate of 5 to 6 misec, the surplus
pressure in the cabin decreases from 0.3 to permissible
0.2-0.18 kglsq.cm, which is normal resulting from the
pressure control system.
3. When flying with ? passengers on board,
see to it that the rate of pressurized cabin alti-
tude change does not exceed 2-3 m/sec, as re-
gistered by the cabin climb-and-descent indi-
cator.
4. While flying, do not turn on EMERGEN-
CY DECOMPRESSION switch.
5. Should the cabin surplus pressure exceed
0.35 kg/sq.cm, cut out the engine air bleed sys-
tem and descend to an altitude of 3000-
3500 m.
6. In case of malfunctioning or failure of
one of the engines or in the event of damage
to pipeline conveying air from the engine to
the cabin, which is evidenced by air flow rate
dropping to zero, cut off the air bleed system
of that engine.
If smoke and fumes are detected coming
from the panels, cut out the engine air bleed
system and immediately start descending to
an altitude of 3000-3500 m.
When it is needed to rapidly equalize the
cabin pressure with the pressure of surround-
ing atmosphere after landing, it is permissible
to turn on the EMERGENCY DECOMPRES-
SION switch.
7. OXYGEN EQUIPMENT
The aircraft oxygen equipment comprises
one portable oxygen bottle KB-3 with oxygen
regulator KIT-21 and oxygen mask KM-15M.
The oxygen bottle is installed in the crew cabin
and is intended for supplying oxygen to the
crew, in case the crew cabin gets decompressed
or to passengers suffering from hypoxia or other
sickness in flight. x)
To make use of the KU-21 oxygen regulator,
proceed as follows:
a) connect mask hose to regulator;
b) put on mask, fitting it properly to the
face;
. c) open regulator valve;
. d) see that oxygen is still available in
bottle;
e) when oxygen breathing is no more need-
ed, take off mask, close valve and disconnect
mask hose from. regulator.
. Oxygen bottle KB-3 with regulator K11-21
is charged with oxygen to 30 kg/sq.cm. It en-
sures adequate oxygen supply at an altitude
x) On the O7 01 aircraft the seconet por-
.ab~Q oxygen bottle iias been installed n
the passenger cabin.
of 6000 in for 8 to 10 min, if cabin pressure is
suddenly lost in flight.
Should i.t be needed to use the oxygen re-
gulator in a pressurized cabin, in. addition to
the above listed operations do not fail to. gra-
dually turn the emergency supply handwheel
counterclockwise, until the required oxygen
flow is obtained.
i.
8. GROUND CHECK OF ANTI-ICING AIDS
To protect the aircraft from icing., Muse is
made of hot airHbled from the engine compres-
sors and of electric heating devices. Hot air is
employed for heating the leading edges of the
wing and tail assembly, the intake ducts of the
engines, the oil cooler and air coolers, and the
compressor inlet guide vanes.
Electric heating devices are used to prevent
formation of ice on the crew cabin windscreens,
on the propellers and their spinners.
When checking the system controlling the
wing and tail deicing aids, the copilot is oblig-
ed to do the following:
a) make sure circuit breaker A3P-6 (on cir-
cuit breaker board) marked with inscription
WIND AND VTAIL DE-ICING SYSTEM
(IIPOTHB00BJIEAEHHTEJIbHA5T CMCTE-
MA KPbIJIA Y CAMOJIETA) is turned on;
. b) when engines operating at 0.4 normal
power rating, ;turn on switch WING AND
TAIL UNIT (KPbIJIO 14 OIIEPEHI4E) on de-
icing system control board. In case hot air sup-
ply system control valves are in good repair
and air is properly delivered from engines to
wing and tail de-icing boots, two warning
lamps WING AND 17AIL UNIT should light
up on de-icing system control board;
c) change switch WING AND TAIL UNIT
to OFF position,; warning lights must go out.
While checking, do not operate the wing
and tail unit de-icing system for more than
1 to 1.5 min;
d) with engines running, make sure that
A. C. generator FO1611'-I8 No. 1 (portside en-
gine) is switched on and produces current of
115 V, that circuit breakers A3P-15 and A3P-6
arranged on circuit breaker board are switched
on and marked respectively with inscriptions
PROPELLER AND SPINNER DE-ICING
SYSTEM (UPOTHBOOBJIEREHMTEJ1bHAI
CHCTEMA BHHTOB K KOKOB) and IGV
SHUTTERS CONTROL (YIIPABJIEHME 3A-
CJIOHKAMK BHA); then change switch lo-
cated on de-icing system control board and
marked with inscription PROPELLER AND
IGV from neutral to EMERGENCY SYSTEM
position.
If de-icers of propellers, IGV and their sig-
nalling system are in proper condition, warn-
ing lamps IGV PORT and IGV STBD on de-
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icing system control board should light.up the-
reby indicating that shutters are open to supply
hot air from engines to IGV assemblies.
Warning lamps marked with inscriptions
PROPELLER PORT and PROPELLER STBD
should flash for 24 sec alternately, thereby in-
dicating that current of 115 V is duly supplied
to circuit.for heating respective propeller blades
and spinner. .
With propeller electric heating systems cut
in A. C. ammeter of generator F01611'-I8 No. 1
should register additional 55-60 A; .
e) upon completion of checking operations,
close shutters to cut off air supply to ICV, for
which purpose change switch PROPELLER
AND IGV from position EMERGENCY SYS-
TEM to position MAIN SYSTEM. 2 or 3. min
later, set this switch to neutral position;
f) make'sure all warning lamps on de-icing
system control board are out. . .
With the engines and A. C. generator
F016f148 No. 1 operating, cut in the heaters
of the left- and right-seat pilot windscreens
and check them for proper operation by touch.
When checking the window glass panel
heaters on the ground, bear it in mind that the
heating system will not get engaged at an am-
bient air temperature above the setting limit
(30?C).
In such instances the heaters should be
checked by the ground crew by means of a
tester during the pre-flight maintenance of the
aircraft.
In case of necessity the glass panel heaters
power supply may be changed over from re-
duced ? (LOW - CJIABO) to nominal voltage
(HIGH- CI'IJIbHO), which is done manually
not earlier than 8 or 10 min after the heating
system is connected to the first stage power
supply.
9. FLIGHT AND NAVIGATION EQUIPMENT
rnK-52A11 Directional Gyro
When flying with reference to the I'UK-
52A1J directional gyro:
a) use knob LATITUDE (IUKPOTA) on the
control board to set the average latitude of the
given route leg or the actual latitude of the
aircraft position, if the aircraft has deviated
from the route by 2 degrees in latitude;
b) set the r11K-52A11 directional gyro card
at least every 1.5 or 2 flying hours against gyro
induction compass [14K-1.
During prolonged flight on one and the
same heading or in turning to final approach,
it is allowed to use the card heading of zero
insteacl of setting the scales of the directional
gyro and other duplicating instruments to the
assigned heading.
AK-24 Aircraft Technical Service Manual
Radar PHCH-2 ("EMBLEMA")
The PITCH-2 radar (airborne radar used for
navigation and collision avoidance) has the
following six modes of operation used selec-
tively:
a) MOUNTAINS-STORMS (ITOPbI-I'PO-
3bI) used for detection of terrain obstructi-
ons and frontal thunderheads;
b) AIRCRAFT (CAMOJIETbI) - used for
detection of other aircraft in the radar scan
zone, especially on airways.
N o t e. On the pilot's control panel the above two
modes of operation are combined in one mode OBSTRUC-
TION (IZPEIIRTCTBHE).
c) SCANNING (Ob3OP) and DISTANT
SCANNING (Ob3OP )I1AJIbHI'IPI) - intended
for scanning the terrain.
d) BACON (MAPK) - intended for navi-
gation by use of a radar beacon installed on
the ground and. emitting a series of pulses iden-
tifying the station;
e) SPEED (CKOPOCTb) - used for gro-
ud speed determination;
f) DRIFT (CHOC) and DRIFT ACCURATE
(CHOC TO4HO) - used for determining angle
of drift of the aircraft.
When operating in the OBSTRUCTION
mode (MOUNTAINS-STORMS and AIR-
CRAFT modes on the copilot's control panel),
with knob ANTENNA TILT (HAKJTOH AH-
TEHHbI) set to zero position, the radar is ca-
pable of detecting terrain obstructions, frontal
storms and aircraft coming from the opposite
direction within the radar scan zone. The most
hazardous zones of frontal thunderstorm areas
are detected by an Iso-Echo interpretation
method.
When the aircraft is controlled from the co-
pilot's station, set the PILOT-NAVIGATOR
(ITI'IJIOT-UITYPMAH) switch to NAVIGATOR
position.
If the radar operates in the modes of
SCANNING, SPEED, ~ or DRIFT, sig-
nal lamps marked with SCANNING should
light up on the face panels of the pilot's and
copilot's control stations.
Remember, that energizing of the SCANN-
ING signal lamp and the ANTENNA TILT scale
illuminant is indicative of the fact that the ra-
dar is engaged in a mode of operation, which
does not ensure avoidance of collision with
aircraft or mountain peaks ahead.
OBSTRUCTION Mode of
Operation
To ensure the operation of the radar equip-
ment in mode OBSTRUCTION, select the con-
trols to the following positions.
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B o o k. I. Aircraft Specifications and Performance Data Aircraft Flight Manual
When operating from the pilots' control
station:
selector switch PILOT-NAVIGATOR - to
position PILOT;
selector switch MODE OF OPERATION -
to position OBSTRUCTION;
. knob ISO-ECHO - to OFF position (to the
extreme counter-clockwise position until a
clock is heard);
potentiometer knob ANTENNA TILT - to
zero position (no illumination of th.e scale
should result) ;
switch OFF-RADAR-HIGH VOLTAGE
(BbIKJI. - CTAHuWI-BbICOKOE) - to
HIGH VOLTAGE position.
wafer switch RANGE SWEEP (MACIIITAB
PA3BEPTKH). - to any position depending on
the range to target or object.
Set the monitoring devices, as follows:
a) selector switch ASC-MSC (API-
PPM)-to position ASC;
b) change-over switch AL-
TERNATE SYNCHRONIZING (CAMOKOHT
PO.Tlh PE3EPBHA5T CHHXPOHH3A-
uI45:l) to OFF, position;
c) wafer switch CHECK (KOHTPOJIb) -
to any position, MAGNETRON CURRENT
(TOK. MAFH.) position being preferable.
When operating the radar from the copi-
lot's control panel, set the controls as follows:
selector switch PILOT-NAVIGATOR - to
position NAVIGATOR;
selector switch MODE OF OPERATION on
the right-seat pilot's control panel - to one of
two positions MOUNTAINS-STORMS or AIR-
CRAFT;
potentiometer knob ANTENNA TILT - to
zero position (no illumination of the scale
should result).
A. OBSTRUCTION Mode of
Operation while Flying in
Thunderstorm Area.
When flying through an area of thunder-
storm activity, the PI1CH-2 radar may be used
for the following purposes:
PC of .. pilot's .
b) determination of bearing angle of those
zones relative to aircraft fore-and-aft axis;
c) determination of range to and size of
thunderstorm zone;
d) determination of levels of most intense
returns or vertical growth of thunderstorm cell
(by setting antenna tilt upwards until echoes
begin to disappear with subsequent evaluation
12. 1297. '
>< detection. of, thu>derstorm zones on
the rada rscopc;
89
of thunderstorm cell vertical size with referen-
ce to antenna tilt angle scale);
e) delineation of regions of most severe and
dangerous thunderstorm actitivity by using
ISO-ECHO feature and by comparing "contour-
on with "contour-off" (BOJIbIIIE - MEHb-
IiIE) pictures on radarscope.
Thunderstorms appear an the radarscopes
of the pilot's (iii C1iaiiiit1 I-)- and copilot's indi-
cators as bright returns with fuzzy appearing
adges.
When approaching the detected thunder-
storm area, delineate the regions of more inten-
se turbulence and thunderstorm activity. For
that purpose slowly rotate the ISO-ECHO po-
tentiometer knob in ? clockwise direction, until
only the strongest echo signals show on the
radarscope as irregular light rings around dark
blanks. The larger the blanks, the more inten-
sive and dangerous the turbulence of the thun-
derstorm clouds.
Thunderstorm cells should be detected on
the PITCH-2 radarscopes in good time, that
is at a distance of at least 60-80 km.
Watch carefully the echoes from storm areas
on the scope of the indicator to verify the fol-
lowing data:
a) location of thunderstorm cell relative to
flight direction (to the right of heading, to the
left of heading, exactly on heading) ;
b) bearing, that is an angle between air-
craft fore-and-aft axis and direction of observ-
ed thunderstorm cell edge nearest to aircraft
heading. This angle is determined on the bear-
ing scale of the indicator scope;
c) range to thunderstorm cell in direction
of flight and sideways (square to flight di-
rection).
The distance from the aircraft to a thunder-
storm cell in the flight direction is determined
on the indicator scope range marks.
The side distance to the thunderstorm cell
is solved on the face of slide naviagation rule
IIJI-l0 (HJI-8), by referring to the sine and
range scales, with known range S and relative
bearing RB (KY)
0 0
Clue: 5 RB 9Q
S S
Upon circumnavigation of a storm set po-
tentiometer knob ISO-ECHO to OFF (to the
extreme counter-clockwise position until a click
is heard).
B. OBSTRUCTION Mode of
Operation When Flying over
Mountainous Terrain
When flying over mountainous regions, the
PITCH""=2 radar may be used for the following
purposes:
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) detection of mountain peaks or ridges;
b) determination of safe elevation above
detected mountainous. terrain or particular mo-
untains at a range within 10-15 km from the
aircraft position to obstruction;
c) choosing flight paths to circumnavigate
mountain peaks.
Mountainous terrain and isolated mountain
peak returns appear. ? on the scopes of the pi-
lot's (Channel I) and copilot's indicators as
bright spots with dark blanks between them.
Isolated mountain peaks may appear on the
scope as isolated bright spots , distinguished
from the radar returns of thunderstorm activity
zones by a smaller size.
When approaching a mountainous region,
observe the following sequence of the radar
control:
a) select MODE OF OPERATION switch
on pilots' control panel to position OBSTRUC-
TION and on copilot's control panel-to position
MOUNTAINS-STORMS;
b) set RANGE SWEEP wafer switch on
. control panels of pilots and copilot to positions
120 km and 180 km respectively;
d) make sure potentiometer knob ISO-
ECHO is OFF;
e) press potentiometer knob ANTENNA
TILT to the utmost and turn it clockwise until
antenna tilt setting is up to 2 or 3 degress;
f) make sure ground-clutter returns disap-
pear from scopes of pilots' indicator (Unit 4)
and copilot's indicator (Unit 4 III). Should any
echo signs be left on scopes, check to see that
they are not thunderstorm area returns;
g) change antenna tilt back to horizontal
position by turning potentiometer knob AN-
TENNA TILT;
h) when approaching mountain peak as
near as 60 km, select RANGE SWEEP switch
to position 50 km.
Make sure your flight altitude is 900?300m
above the nearest mountain peaks. Two methods
are used for that purpose.
1. Comparison of flight altitude with peak
height above sea level.
The method consists in comparing the actual
flight altitude with the height of the peak under
consideration as taken from a map. The eleva-
tion above the peak level should not be less than
1000 In in this case.
2. Determination of safe flight altitude
(900?300 m) above mountain peaks by the
"safety circle" method, which consists in the
following.
Are-24 Aircraft Technical Service Manual
When the aircraft is approaching a mountain
at an altitude 900?300 m heigher than the
mountain top level, the mountain return should
disappear from the scope at a distance of 12-
16 km.
If the returns from certain mountain peaks
do not disappear from a scope sector corres-
ponding to a range radius of 12-16 km, it is
an indication that the aircraft may collide with
one of the mountain peaks, because the aircraft
may not overfly them at the specified relative
elevation.
When flying over mountainous regions make
use of both methods for safety reasons.
C. OBSTRUCTION Mode of
Operation when Detecting
Aircraft Coming from
Opposite Direction
Radar P17CH-2 warns the crew of aircraft
approaching within
the- radar coverage zone ?
(?90? of the aircraft.
fore-and-aft axis line)
It may also detect approaching air-
craft in a passive way%
d th idit
110 rp.iid.i Oh .II-- is seen onencaor
scope is el 4, the control knobs of the
radar being set to positions indicated below.
1. On the left-seat pilot's control panel:
a) selector switch MODE OF OPERATION
on Unit 10 to position OBSTRUCTION;
b) selector switch PILOT-NAVIGATOR to
position PILOT;
c) selector switch MOUNTAINS-STORMS
and AIRCRAFT to position AIRCRAFT;
i 2. On the right-seat pilot's control panel:
a) selector switch PILOT-NAVIGATOR to
position NAVIGATOR;
b) selector switch MODE OF OPERATION
to position AIRCRAFT.
. X~ when the ..piss ioa aircraft
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B o o k. I. Aircraft Specifications and Performance. Data Aircraft Flight Manual 91
Radar PITCH-2 makes it possible to detect
approaching aircraft in a passive way within
the range of up to 25 km.
Returns fro.m such aircraft appear as bright
dots only on the pilot's indicator li Uja'
NtL 1. The returns from aircraft, detected
in a passive way, may appear brighter on the
scope with deep shadowed returns from the ter-
rain, mountains and thunderstorms.
The light warning system of radar PFICH-2
operates in response for such approaching air-
craft at flight altitudes above 5000 m.
D. SCANNING Mode of
Operation
To scan the ground surface by use of the
radar, proceed as follows:
`n) when operating from pilots' control sta-
tion, set selector switch MODE OF OPERA-
TION to positions SCANNING or DISTANT
SCANNING;
b)' when operating from copilot's control
station, select switch PILOT-NAVIGATOR to
position NAVIGATOR;
c) set selector CHANNEL I =CHANNEL II
to position CHANNEL I;
. d) set selector switch MODE OF OPERA-
TION' to . positions SCANNING or DISTANT
SCANNING, which will result in lighting up of
signal lamps SCANNING on pilots' and copi-
lot's control panels. The copilot's indicator scope
and the left-hand scope of the pilots' indicator
should display returns from the ground surface
area that is within the radar coverage zone.
It is recommended to use knob ANTENNA
TILT to adjust the tilt until ground returns are
distinct on the indicator scopes.
The SCANNING or DISTANT SCANNING
mode of radar operation may be applicable for
accurate positioning of the aircraft en route, for
determining a fix point to start descending from
the flight level, and for performing aircraft de-
scent and final approach for landing.
The scopes of the radar operating in the
SCANNING or DISTANT SCANNING modes
display clear returns from large . cities, towns,
industrial centres, medium and large rivers and
lake, mountains and sea coastlines.
Aircraft radar fixes may be got by means of
the PITCH-2 radar in one of the following ways:
a) taking radar fix on target range and
bearing;
b) in flying over peculiar and knowr,kand-
mark detected by radar;
. c) getting fix by at least two bearings;
d) by reading range of at least two radar
check points on radar scope.
To determine the aircraft position in one of
the above mentioned ways,, first use dead reck-
oning method to approximately find the air-
craft position and, plot the AP point on a map.
Measure the' distances and bearings from that
point to the radar check points. Use the data
thus obtained for detecting the check points on
the indicator scope.
Having identified the radar check points on
the scope, read the relative bearings and ranges
off the: respective bearing and range scales of
the scope. Then take true heading and time mark
indications.
With the check point relative bearing and
the aircraft true heading known, you may com-
pute the aircraft-to-check point true bearing.
Use the aircraft true bearing and range, data to
find the exact position of the aircraft for a`giv-
en instant of time. .
` The ? azimuth scale in the PUCH-2 radar
scope presentation is figured from 0 to 90? at
15? intervals to either side of the course line
("dead ahead") represented by the centre line
of the scope. When the object blip is to the right
of the course line, the relative bearing is read
off the indicator scope scale directly. In this
case the aircraft true bearing is obtained by
adding the aircraft's true heading to the rela-
tive bearing as follows:
. TB=TH+RB?180?
If the object blip. is.to.the left of the course
line, you cannot read the relative bearing direct-
ly on the scale. In this case,you must read the
object (landmark) bearing angle off the indi-
cator. scope and. write it down preceeded with a
minus. instead of the relative bearing in the
above formula, to obtain:
TB = TH - LBA ? 180?
Descent and final, approach..are .performed
with the help of the.. radar operating in the
SCANNING mode.. by reference to certain radar
check ..points recommended for the radar .ap-
proach and traffic pattern at your destination.
The following are two methods of radar
approaches by use of the P11CH-2 radio detec-
tion and ranging equipment.
1. The method of setting up reference points
for descent (to start turning or roll out to re-
quired heading) ..by making use of the range
and bearing data of those reference points. In
this case certain precomputations should be
made by use of the descent and approach charts
in order to . calculate bearings and measure
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distances from the reference points to the chosen
radar check points.
2. The method of setting up reference points
for descent by measuring two distances to a
check point:
a) distance from aircraft to check point
beam line;
b) lateral distance from aircraft line of po-
sition to check point abeam;
In this case the descent and approach charts
should be used for measuring the above stated
distances from the chart reference points to the
chosen radar check points. Prior to descending,
enter the data thus obtained into the log.
pubi[ivI42OO kin,
TL... rrrrn f?nnnmiftnr_n"^+in rnpl? c'n nkisf-
itL11'
the rcon Ii urn th ii t..i
DRIFT Mode of Operation
To determine angle of drift by use of the
radar, proceed as follows:
a) select switch PILOT-NAVIGATOR on
pilots' control panel to position NAVIGATOR;
b) set selector switch MODE OF OPERA-
TION on copilot's control panel to position
DRIFT ACCURATE. Antenna reflector must
Aic-24 Aircraft Technical Service Manual
stop rotating and come to a standstill after 3 or
4 oscillations as a minimum.
, . Use potentiometers FOCUS (~OKYC),
BRIGHTNESS (RPKOCTb), PULSE AMPLI-
TUDE (AMI:IJIHTYJIA CHI HAJIA) and AN-
TENNA TILT to obtain a clear display of the
pulse. amplitude.
Slowly turn the handle of the antenna ma-
nual rotator in azimuth and watch the drift
angle indicator scope.
.. Turn the handle until the doppler beat notes
are equal to zero. The composite radar signal
returned to the aircraft and displayed on the
scope stops running as a result of frequency
decrease. Then read the antenna azimuth off
the antenna manual rotator scale.
The angle, thus obtained, is actually the air-
craft drift angle.
. For higher accuracy it is desirable to take
a series of 2 or 3 readings and average the re-
sults.
The drift angle determined in this way, when
flying over ordinary terrain, is accurate within
? 1?. The determination of the drift angle over
mountainous terrain and over water is more
difficult.
N o t e. The copilot's control panel is provided with
two controls for determining the drift angle: DRIFT and
DRIFT ACCURATE. The DRIFT mode of operation is
used when flying at altitudes of up to 5000 in, the DRIFT
ACCURATE mode - while flying at an altitude of 5000 in
and above.
G. SPEED Mode of Operation
The ground speed of the aircraft is deter-
mined by watching a ground radar target as it
moves across the scope and recording the time
elapsed by reference to the range marks.
With the time and range thus obtained, the
ground speed is easily calculated by use of slide
navigation rule HJI-l0 (HJI-8).
To determine the aircraft ground speed,
proceed as follows:
a) set selector switch MODE OF OPERA-
TION to position SPEED;
b) referring to copilot's indicator scope,
choose a radar target approximately in the line
of position at a maximum range so that the
slant range and ground range are nearly equal;
c) use potentiometer TARGET MARKS
(METKFI U,EJ1I4) to place the target blip
against the nearest range mark;
d) start a stopwatch when the moving tar-
get blip coincides with a range mark; stop the
stopwatch when the target blip passes another
range mark:
With the time and range known, determine
the aircraft ground speed.
For better results, it is desirable to take 2 or
3 measurements.,
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B o o k. I. Aircraft Specifications and Performance Data Aircraft Flight Manual
H. Probable Failures of PIIC.H-2
Radar and Methods of Their
. Elimination in Flight
The radar fails to be switched on. Power is
not supplied to the radar. When wafer switch
CHECK on the control panel is set to position
115 V, the instrument pointer does not register
115 V.
Check the following switches for proper set-
ting:
a) switches POWER, HEATING (050-
FPEB), CONTROL (YIZPABJIEHHE) on the
circuit breaker board should be set to ON posi-
tions; .
b) switch OFF-RADAR-HIGH VOLTAGE
on control panel must be set to RADAR posi-
tion.
if the radar does not operate with the above
switches set to their respective positions, check
the 115 V fuse for condition.
Failure of automatic sensitivity control
(AFC).. When the radar operates in the SCAN-
NING mode, sectors of unequal brightness ap-
pear on the indicator scope with no returns in
the dark sectors. If switch CHECK is set to po-
sitions INTERMEDIATE FREQUENCY-STA-
BILIZER CRYSTAL CURRENT (TOK KPHC-
TAJ1A YfI4) and AFC CRYSTAL CURRENT
(TOK KPI4CTAJIA ALP-I), the instrument po-
inter starts oscillating.
To remedy this defect, select switch ASC-
MSC to position MSC and by slowly rotating
potentiometer knob MSC attain as bright as
possible signals from the terrain. The radar
should operate in SCANNING or AIRCRAFT
mode, the antenna being tilted down by 6?-8?
The manual sensitivity control system may
be tuned only after heating the radar equipment
for 20 min. Do not turn MSC knob after the
system has been tuned. .
It is well to remember, that the optimum
return from the terrain may be obtained at two
positions of the MSC potentiometer knob, which
correspond to two values of crystal current. It
is necessary to select the MSC potentiometer
knob position corresponding to the higher cry-
stal current, which should be equal to 0.4-1 mA
(4 to 10 divisions on the scale).
No sweep on the indicators. If no sweep
appears on the indicators, check the safety
fuses for condition. In case a faulty fuse is not
detected, check the sweep on other range scales.
Make use of the radar with the range sweep
selector set to some other position, if the radar
operates properly at that range sweep setting.
Magnetron current is not within the specified
range of 14 to 22 mA. Should the magnetron
current be outside the specified limit. of 14 to
22 mA, use the voltage control to adjust the
93
voltage of 115 V circuit by changing the voltage
within ?4% so that to attain the required
magnetron current.
Gyrostabilization system fails to operate.
The indicator illumination pattern departs some-
what from the normal in that either left-hand
or right-hand sides of the scope get bright pe-
riodically.
Make sure that all the three phases from the
fIT-1000u inverter are under 36 V current, and
that all the three safety fuses in the 36 V circuits
are in proper condition.
Diaphragm Instruments Supply System
The system includes three pitot-static tubes
TII-156M (fIfA-1) and seven static pressure
vents; two of the static pressure vents are used
in emergency cases. They are located in the
nonpressurized fuselage nose section at port
side and starboard.
Checking heating system of pitot-static
tubes before flight.
With all three switches PITOT-STATIC
TUBE HEATING (OBOFPEB fIBA) in the
OFF position, three respective signal lamps
should keep on flashing.
To check the heating system of pitot-static
tubes T11-156M (11UA-1), set three switches
PITOT-STATIC TUBES HEATING to position
HEATING. The above mentioned three lamps
must burn continuously; in case the pitot-static
tube heaters are defective, the lamps will keep.
on flashing.
In order to check the heating system of the
static pressure vents, set all three switches
PITOT-STATIC TUBES HEATING to position
CHECKING, which should be followed by light-
ing up of five respective, lamps indicating that
the heating system of all the main static pres-
sure vents is in good repair. The lamps must
burn continuously.
When flying, see to it that all three switches
PITOT-STATIC TUBES HEATING are set to
the HEATING positions. Thus, the heaters of
all the pitot-static tubes and static vents will be
energized. Three lamps (burning continuously)
will indicate that the pitot-static tube heaters
operate properly.
In case of failure of left-hand pitot-static
tube TrI-156M (lf1)J-1) (because of icing or
clogging), change over the pilot's impact pres-
sure system supply from the main to the emer-
gency system (from the recorder pitot-static
tube).
In case the static pressure system of the
left-seat or right-seat pilots fails in flight, make
use of the emergency system for supplying pres-
sure to the instruments.
Bear it in mind, that with the landing gear
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94
extended on the aircraft flying at an indicated
airspeed of 210-280 krn/hr, the KYC-1200
instrument indications will.. be understated by
15 to 20 km/hr. "
. Autopilot All-28J11
(Simplified set variant)
Preflight Check
Prior to starting the engines do the following:
1. Make. sure POWER (IZIdTAHHE) switch
on the control panel is OFF, PITCH (TAH-
FA)K) control switch is in the ON position.
2. Be certain the circuit breakers and switch-
es ensuring the operation of gyro induction
compass I'HK-1, directional gyro ITIK-52A11,
remote-reading gyro horizon AFA-1 and auto-
pilot in flight are ON.
3. Unlock the aircraft control surfaces and
check them for easy deflection from one extreme
position to the other. Jamming is not allowed.
After starting the engines proceed as follows:
1. Turn on POWER switch on the control
panel. Wait approximately 10 to 100 sec for
yellow lamp READY on the panel to come on.
2. Depress button FMK-1 COMPASS FAST
SLAVING (bbICTPO.E COFIIACOBAHHE
KOMIIACA. FHK-l) and release the button
after compass slaving has been completed.
3. Check the AF,LI 1 gyro transmitter and
indicator for proper setting.
4. Deflect the aircraft control surfaces ab-
" ruptly ("in turn) by half of their full swing.
. Yellow lamp READY on the control panel must
go out. After the control surfaces stop moving,
the yellow lamp lights up. Set the control co-
lumn and foot pedals in neutral or close to
neutral position.
N o t e. ? If the control column foot pedals are shifted
to more than half of their full travel, it is permissible
that the READY lamp does not flash up on the control
panel.
5. Press the autopilot switch button and
wait for the yellow READY lamp on the control
panel to go out and the green ON lamp to flash
up. The foot pedals and the control column in
pitch control direction should remain motion-
less, whereas the ailerons (if they have been
deflected) should return to a position close to
neutral. Apply pressure to the aircraft primary
control surfaces to ascertain that the servomo-
tors are engaged. (The servomotors will hinder
control surface deflection from the column).
Move the column (in roll and pitch control di-
rections in turn) and the foot pedals, to make
sure that you may overpower the resistance of
the servomotors.
6. Rotate the TURN (PA3BOPOT) control
knob and move the PITCH (CUYCK-fIOJIbEM)
control switch up or down. The column should
deviate to the roll and pitch control directions
An-24 Aircraft Technical Service Manual
respectively. Leave the control column in the
deflected position.
N o t e. Do not shift the control column too much
to. avoid the operation of the control surface limit deflec-
tion transmiter (ArIOP).
7. Depress button LEVEL (FOPH30HT)
to see that the aircraft primary control surfaces
return to their initial positions and the KB lamp
on the control panel comes ON, indicating that
the altitude control has been automatically
engaged.
N o t e. When button LEVEL is depressed, no attempt
must be m."de to change the attitude of the aircraft in
pitch or roll by use of the TURN control knob or by use
of the PITCH control switch. To discontinue levelling out,
press AUTOPILOT MASTER (BKJIIO4EHI4E AP)
switch button on the control panel.
8. Use the TURN control knob to deflect
the ailerons to the left or right" bank position.
Aileron limit deflection transmitter JIIIOP must
operate (which is evidenced by lighting up of
servomotor signal lamp BANK-HEADING
(KPEH-KYPC)? Apply pressure to the control
column and the foot pedals to ascertain that the
aileron and rudder servomotors are disengaged
(they do not hinder the movement of the primary
control surfaces) .
Move the PITCH control switch up or down
to deflect the elevators up or down until the
elevator limit deflection transmitter ,Ll,I10P
operates (PITCH servomotor cut-out signal
lamp comes on). Apply a force to the control
column forward or back to ascertain that the
pitch control servomotor is disengaged.
9. Press the autopilot cut-out button, watch-
ing the autopilot control panel. Green lamp ON
and servomotor cut-out signal lamps should die
out, whereas yellow lamp READY must come
on. Set the POWER switch to the OFF position.
10. Check the aircraft primary control sur-
faces for smooth deflection from one extreme
position to the other with R. E. A. channels dis-
engaged. When checking is over, set the control
surfaces neutral.
N o t e s. 1. If the autopilot does not function as laid
down in points 1 to 10, it is not to be used in flight.
.2. A[[OP switch should be ON, locked and provided
with a seal, when in flight.
All-28JI1 Autopilot Operation
. in Flight
The AU-28J11 autopilot may be used within
an altitude range of 1000 to 8000 in at indicated
airspeeds not less than minimum control air-
speed permissible in flight, with the aircraft
C. G. located at X0g=15-~-33% MAC and with
a flying weight of 15 21 t.
All the time that the autopilot is engaged
in flight, at least one pilot must watch the indi-
cations of the flight and navigation instruments.
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$ o o k. I. Aircraft Specifications and Performance Data Aircraft Flight Manual
When flying at night or under. adverse
weather conditions, do not place the aircraft in
a bank steeper than 20? for turning with the
autopilot engaged.
In case the autopilot is engaged during turn-
ing flight, the aircraft is rolled out to a level
flight attitude. by the autopilot, with the pitch
attitude at the time of engagement maintained.
The autopilot is not engaged, when the TURN
control knob is not in the detent position.
Level Flight
.
1. When the assigned altitude is attained
(but not less than 1000 in), turn on the POWER
switch on the autopilot control panel. Wait 10
to 100 sec for the READY yellow lamp to come
ON. Bring the aircraft to a level flight attitude,
trim the aircraft and relieve the trim control
systems of external unbalanced forces.
. When flying an orthodromic line route, set
the FHK-r'rlK switch on the control panel to
the F11K position. In a plane flying (loxodro-
mic route) change the switch to the I'HK posi-
tion. The FHK-1 gyro induction compass should
be slaved in that case. a
Make sure that:
a) TURN control is in detent position to
show zero. . ;
b) AUTOTRIM (ABTOTPHMMEP) switch
on control panel is in OFF position.'
c) PITCH control switch is ON.
Then depress AUTOPILOT MASTER switch
button. Check to see that the READY yellow
lamp goes out and the green lamp on the control
panel comes on.
When engaged in a straight level flight, the
autopilot ensures full automatic stabilization of
the aircraft in roll, pitch and yaw attitudes.
2. In case it is desirable to more exactly
hold the selected altitude constant in a level
flight, cut in the altitude controller, by pressing
the KB' button on the control panel. With the
altitude control engaged, green lamp marked
with inscription KB should come on.
It is forbidden to engage the altitude control
if the aircraft vertical speed exceeds ? 1.5 m/sec.
Bear it in mind, that when the PITCH con-
trol switch is set to ON position, the altitude
control gets disengaged and the KB green lamp
on the control panel goes out.
To resume, the altitude automatic control,
bring the aircraft to a straight level flight and
press the KB button on the control panel.
The autopilot is capable of keeping the air-
craft flying airspeed (through acceleration and
deceleration) within plus or minus 60 km/hr
(without trimming the aircraft) of the indicat-
ed airspeed at which the autopilot airspeed lock
has been engaged.
Turns
95
1. Rotate the TURN control knob on the
control panel to the left or right until a desired
bank angle is reached. The aircraft will auto-
matically start a ball-centered turn at the set
bank angle. .
2. To roll the aircraft out of the turn, level
the aircraft by returning the TURN control knob
to the detent position.
3. The aircraft is rolled out of the bank by
using the TURN control knob in two steps: first
. set the TURN control knob against the first
retained position, closest to detent. When the
bank stops decreasing, move the control knob to
the detent position.
Climbing or Descending
1.. Move the PITCH control switch up or
down and keep it deflected until the aircraft
adopts desired climb or pitch angle.. Then re-
lease the PITCH control switch (it must return
to neutral position).
The aircraft will maintain pitch attitude
while climbing or descending.
2. To bring the aircraft to a level flight,
press the PITCH control switch to the opposite
side (or press the LEVEL button on the control
panel) .
. Bringing Aircraft to Straight Level Flight
In case it is required to bring the, aircraft
to a level flight, press the LEVEL button on
the control panel, after which the aircraft will
automatically. attain a roll and pitch attitude
corresponding to a straight level flight. If this
operation has been started in turning flight, it
is necessary to set the TURN control knob to
the detent position after. the aircraft is levelled
out. After the aircraft has been brought to a
straight level flight, the altitude control is au-
tomatically engaged and green lamp KB on the
control panel comes on. The LEVEL button may
be pressed both when the autopilot is engaged
. (green lamp ON is lit on the control panel)
and when the autopilot is disengaged (yellow
lamp READY is lit on the control panel).
The TURN and PITCH control of the air-
craft is rendered inoperative, when the LEVEL
control knob is engaged. To disengage the LE-
VEL control, press the AUTOPILOT MASTER
switch button.
Autopilot Disengagement
To disengage the autopilot, press the auto-
pilot cut-out button on the control column.
The POWER switch on the control panel and
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the AUTOPILOT SERVO UNITS EMERGEN-
CY DISENGAGEMENT switch on the left-seat
pilot control station may be additionally used
for that purpose.
Emergency Cases in Flight with Autopilot Engaged
. To ensure safe automatic pilot flying in the
event of failure of the autopilot, which is accom-
panied by an abrupt deflection of the primary
control surfaces, the autopilot system is provid-
ed with limit deflection transmitters (,LJIIOP),
(which are actually the limit switches of the
ailerons and the rudder) and with autopilot
servomotors of limit torque characteristics,
whose operational resistance in the autopilot
flying may be overpowered manually by the
pilot.
1. In case the autopilot fails with resultant
rapid deflection of the ailerons within the entire
range of the aircraft flying speeds, the servo-
motors of the aileron and rudder channels are
automatically disengaged; at the same time
signal lamp BANK, HEADING lights up to'
warn the crew that the servomotors are dis-
engaged. .
The failure is accompanied by a bank change
by 7 to 8? 'per 5 sec, as from the moment of
failure.
2. When the pitch channel of the autopilot
fails with resultant abrupt deflection of the ele-
vator at an indicated airspeed within 240-
280 km/hr, the servomotor of the elevator is
automatically disengaged; simultaneously, sig-
nal lamp PITCH comes on to inform the pilot
on the failure. Should the pitch channel fail at
an airspeed from 280 km/hr to maximum, the
elevator servomotor will not be cut out because
of a small deflection of the elevator.
The failure is accompanied by an increase
of G-f actor to within \n.= ?0.5. The rate of
pitch angle change does not exceed 2 deg/sec
at that time.
3. In the event of engine failure with the au-
topilot engaged and the propeller of the inoper-
ative engine windmilling, the autopilot should
prevent the aircraft from banking rapidly. The
aircraft bank may change by 3 to 5? 10-15 sec
after the engine failed.
4. In all cases of autopilot failure which
are described in Points 1, 2 and 3, the pilot must
disengage it or manually overpower the resist-
ance of the autopilot control systems in order to
bring the aircraft to the assigned flying condi-
tions. Further flying should be performed with
the autopilot disengaged.
5. Do not use the autopilot in severe turbul-
ence.
AK-24 Aircraft Technical Service Manual
10. RADIO EQUIPMENT
Cutting-in of Radio Equipment on Aircraft
Prior to cutting in the aircraft radio equip-
ment, take readings off the. voltmeters to make
sure that voltages in the D. C. and A. C. circuits
are equal to 28.5 V and 115 V respectively, and
that all the circuit breakers of the radio equip-
ment are switched on.
In case it is necessary to check the radio
equipment on the ground with the aircraft en-
gines inoperative and A. C. ground supply
source of 115 V, 400 c. p. s. inavailable, make use
of the l0-750A inverter.
. CAUTION. When checking the radio equip-
ment fed from the inverter, type HO-750A,
observe that the total power of loads does not
exceed 750 VA. It is prohibited to check the
radar, type PTICH-2, from the HO-750A in-
verter. '
The functions of the radio equipment in fight
are indicated in Table 16.
Table 16
Radio equipment functions in flight
Equipment
VHF. radio
set
Radio
compass
AP]S- if N1
ILS/VOR
navigation
and landing
first pilot's station
Switching on, selec-
tion of channel, two-
way communication
Switching on, tun-
ing, reading. relative
bearing, listening
through call signals
Switching on, selec-
tion of channel, use
of indicator
copilot's station
Switching on, selec-
tion of channel, two-
way communication
Switching on, tun-
ing, reading relative
bearing, listening
through call signals
Switching on, selec-
tion of channel, use
of indicator
system
Radio
Switching on, mea-
Cannot use it
altimeter
surement of altitude,
utilization of critical
altitude setter
Interphone
Intercommunica-
Intercommunica
system
tion, establishment o
tion, establishment
of external communi-
of external commu-
cation
nication
Radar
Switching on, use
Switching on, use
of pilot's indicator
of pilot's and navi-
t
di
i
'
ors
ca
n
gator
s
.-Radio compass
)
I ,
AP1 1 N02
Aircraft Interphone System,
Type C1 IY-7B
The aircraft interphone system, type C11Y-7B,
is supplied from the D. C'. circuit of 28.5 V.
The power supply source is cut in by two
A3C-2 circuit breakers "CITY-7 No. 1 and No. 2",
arranged on the panel (frame No. 7), and one
A3P-6 circuit breaker marked with CIIY-7 and
located on the circuit breaker board.
The CITY-7B interphone system on board
aircraft AH-24 enables the crew members:
a) to establish two-way telephone commu-
nication in one of the two circuits (circuit No. 1.
or No. 2) with switches CIIY-RADIO (C11Y-
x) Switching on, tuning, reading reiatiYQ
bearing', 1htenining through ca.tt signals
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13 o o k. 1. Aircraft Specifications and Performance Data Aircraft Flight Manual
RADIO) and CIRCUIT 1-2 (CETb 1-2) on
the interphone sets brought to the CI1Y and
CIRCUIT 1 (or CIRCUIT 2) positions respecti-
vely, and with the C11Y or RADIO button de-
pressed; .
b) to establish conference telephone com-
munication among the crew members with the
conference call button on the interphone set de-
pressed and with the interphone set knobs and
switches set to any position. Simultaneously,
each crew member monitors a reduced-volume
signal of the receiver to which the mode-of-ope-
ration switch is selected;
c) to change over from external communi-
cation to the corresponding circuit of intercom-
muni'cation (with the mode-of-operation switch
and the CITY-RADIO selector switch set at any
position) by depressing the respective GUY
buttons, the crew members being connected to
one and the same circuit;
d) to establish external two-way radio com-
munication with the mode-of-operation switches
on the interphone sets brought to one of the
first four positions and the GUY-RADIO selec-
tor switch set to the RADIO position. To per-
form transmission, depress .external button
RADIO;
e) to monitor the operation of the radio
compass receiver with the mode-of-operation
switch set to two extreme positions (PK) and
the GUY-RADIO selector. switch set tothe RA-
DIO position;
?f) to gradually adjust the volume of sound
transmitted through the circuits of intercommu-
nication or. external communication, making
use of controls COMMON (OBWAR) and
MONITORING (UPOCJIYLIIHBAHI4E) on the
GUY interphone sets. Control COMMON regu-
lates the volume of speech transmitted through
the intercommunication or external ,communi-
cation circuits and control MONITORING -
the level of monitoring through the circuits of
external communication, when operating on the
intercommunication circuits and. through the
circuits of intercommunication, when operating
on thewexternal communication circuits.
V.H.F. Radio Set, Type PCHY-5F
(two sets)
The V. I-I. F. radio sets, type PCI~IY-5r, are
supplied from D. C. circuit of 28.5 V and A. C.
circuit of 115 V, 400 c..p. s.
The aircraft may be equipped with one or two
radio sets, type PCI'Iy-5T. If two V. H. F. radio
sets are installed on the aircraft, they operate
independently.
To make use of both radio sets it is necessary:
. a) to cut in the radio sets power supply by
switches YKP-I and YIKP-II, circuit breakers
A3C-2 be-
. ing switched on; -''------.
. ('yK$ No, 1" and ")cB o2 `
97
.b) to set the mode-of-operation switch of
the. interphone: set to position YKP or ,flP and
the GUY-RADIO . selector switch to position
RADIO; .. . . .
c) to select the required channel on the ra-
dio set control panel and to monitor the ope-
ration of the radio set; .
. d) to depress button RADIO for transmis-
sion.
,jo.i--
Radio Compass APK-ll'(and
Stand-By Radio Compass APK-i"fNo2
The aircraft is furnished with two sets of
radio compasses APK-ll provided
with electric remote control.
The radio compasses are supplied from the
D. C. circuit of 28.5 V and A. C. circuit of 115 V,
400 c. p. s.
To operate the radio compasses, proceed as
follows:
a) cut in the power supply of a radio com-
pass by use of the mode-of-operation switch on
the radio compass control board, circuit break-
ers A3P-6 "APK" being switched on;
b) set the mode-of-operation ,witch of the
interphone set to positionxland selector
switch GUY-RADIO to the RADIO position;
xx) c) tune the radio compass to the required
radio station and make use of it for radio na-
vigation.
. CAUTION. Due. to the fact that radio com-
pass operation depends on radio waves pro-
pagation, its range of operation reduces at
night, twilight and during flights over mount-
ainous regions.
Navigational Equipment ILS/VOR
Type SR34 and SR35
Navigational equipment SR34 and SR35 is
used in collective with marker receiver SR36
and forms the aircraft-carried equipment of the
Instrument Landing System (ILS) and of the
V. H. F. Omni-Range System (VOR), used for
radio navigation and approach.
Navigational equipment SR34 consists of a
receiver and navigation' unit; equipment SR35
is actually an independent glide-path receiver.
The description and operating instructions
of the ILS/VOR equipment are supplemented
to the. Ax-24 Aircraft Operating Instructions,
Book IV.
N o t e. Navigational equipment .ILS/VOR is installed
on the aircraft in conformity .with the customer's special
order.
*) Some of the aircraft may be equipped with the
ILS-VOR system.
x) Ply No. I or PK No 2
xx) Set the switch "tPK MQNITORING-
L O_R." t0 ' px
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Radio. Altimeter PB-Y-M
The radio altimeter, type PB-Y-M, is suppli-
ed from the A.C. circuit of 115 V, 400 c.p.s.
To operate the radio altimeter, perform the
following:
a) cut in the radio altimeter power supply
by a switch arranged on the instrument panel;
b) prior to take off (on the take-off line)
check the radio altimeter for proper operation
by deflecting the altitude indicator pointer and
setting it at the zero division accurate within
?2 m (at the first altitude subband);
c) in flight, set the required range of alti-
tude change by using the switch on the altitude
indicator, type fIPB-46;
d) set "critical altitude" depending on the
flight conditions (the "critical altitude" is se-
lected by the first pilot and is indicated by an
altitude setter arranged on the left-hand instru-
ment panel). '
The "critical altitude" signalling is effected
by a sound signal transmitted through the ear-
phones of the pilots (irrespective of the position
of the. switches on the interphone sets) and by
light signalling with the aid of lights ALTI-
TUDE (BbICOTA) located on the pilots' instru-
ment panel.
R a d a r PITCH-2
The radar, type PITCH-2, is supplied from
the D.C. circuit of 28.5 V and A.C. circuit of
36 or 115 V, 400 c.p.s.
Since the radar consumes high power from
the D.C. and A.C. circuits of the aircraft mains,
it is alrowed to cut it in only with the generators
operating or with the mains being supplied
from a ground power source of sufficient power.
Preparatory to cutting the radar in, set all
the controls arranged on the control panels to
their initial positions.
When operating the radar from the pilots'
panel, set the controls as follows:
a) checking water switch to position 115 V;
b) two-pole selector switch ASC-MSC
(AP'-I-PP4) to position ASC;
c) two-pore change-over switch
- ALTERNATE SYNCHRONIZING
- PE3EPBHMI CUHXPO-
HH3ALU4 T) to OFF position;
An-24 Aircraft Technical Service Manual
d) two-pole selector switch NAVIGATOR-
PILOT to position PILOT;
e) wafer switch RANGE SWEEP (MAC-
IIITAI3 PA3BEPTKI4) to position 50 km;
f) wafer switch MODE OF OPERATION to
position OBSTRUCTION;
g) potentiometer knob ANTENNA TILT to
zero on the scale;
h) potentiometer knob ISO-ECHO to the
extreme counter-clockwise position until a click
is, heard;
i) switch OFF-RADAR-HIGH VOLTAGE
to OFF position;
When operating the radar from the right-
seat pilot panel, set the controls as follows:
I a) selector switch NAVIGATOR-PILOT to
position NAVIGATOR;
b) potentiometer knob DIFFERENT (AHcD-
EP) to OFF (the extreme counter-clockwise
position)
c) wafer switch MODE OF OPERATION to
position AIRCRAFT;
d) potentiometer knob ANTENNA TILT to
zero on the scale;
e) antenna manual control knob to zero po-
sition on scale DEGREES (FPAAYCbI)
Having ascertained that all the controls are
in their initial positions, 'cut the radar in and
check it for serviceability.
To cut in the radar and to check its service-
ability, proceed as follows:
a) switch on the approriate circuit breakers;
b) cut in radar power supply, for which pur-
pose select switch OFF-RADAR-HIGH VOLT-
AGE to position RADAR;
c) making use of a measuring instrument,
check to see that power supply is available, for
which purpose set wafer switch CHECK.
(KOHTP.) successively to positions "115 V",
"+300 V", "+250 VI", "+250 VII", "-150 V",
"+150 V".
When performing the above manipulations
the pointer of the measuring instrument must
register the respective divisions.
d) make sure by sweep trace motion on
indicator scopes, that reflector of antenna unit
searches in azimuth;
e) cut in high voltage five minutes after
the radar has been switched on; to this end, set
switch OFF-RADAR-HIGH VOLTAGE to
HIGH VOLTAGE position. In this case warn-
ing light' HIGH VOLTAGE comes on.
f) set wafer switch CHECK to position
MAGNETRON CURRENT (TOK MATH.) The
instrument pointer must be within the range of
14-20 mA and should not oscillate.
With switch CHECK set to position INTER-
MEDIATE FREQUENCY AMPLIFIER CRY-
STAL CURRENT (TOK KPHCT. YFI'-I) and
AFC ? CRYSTAL CURRENT (TOK KPMCT.
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Bo o k, I. Aircraft Specifications and Performance Data Aircraft Flight Manual
AIM) the instrument should read 0.4-0.8 mA
(4--8 divisions on the upper scale), the pointer
being motionless;
g) focus fixed range markers and adjust
sweep glow brightness on indicator scopes,
making use of potentiometers FOCUS (
0-
KYC) and BRIGHTNESS (RPKOCTb)
ranged the indicator face panels;
ar-
h) adjust the range marker brightness by
means of potentiometers MARKERS (MET-
1W); .
i) make sure the indicator range sweep
markers are changed over correctly. To this
end, set RANGE SWEEP selector successively
to positions "50 km ?120 km", ?200 km"; then
to "50 km", "180 km" and "230 kin". The range
markers should be almost semicircular in form
and free from heavy distortions.
The range-markers pips movement in azi-
muth should be symmetrically relative to the
azimuth zero notch;
j) check booster pump for proper operation,
for which purpose set switch CHECK to position
AIR PRESSURE ()ABJIEHHE BO3AYXA).
Reference instrument pointer should take a po-
sition in right-hand dark sector bearing in-
scription PRESSURE ()IIABJIEHHE)
To preclude false pulses and distortion of the
image on the indicator scopes when the air-
craft is banked or changes its pitch angle, pro-
vision is made for gyrostabilization of the an-
tenna. with regard to bank within the operating
angles of ?20? and for gyrostabilization of the
antenna with regard to pitch within the operat-
ing angles of ? 10?.
When the aircraft attains banks in the order
of ?30? and pitch angles of about ?20?, the
indicator scope may display distortion of the
radar. image (blanks in the image on the scope
and the image may drift beyond the scope).
During long-range flight at pitch angles in
excess of ?20? the pilot should set the mode-
of-operation switch on the pilots' panel to po-
sition PITCH STABILIZATION OFF (BbI-
KJIIO4EHkIE CTABHJW3ALWH TAHFA)KA).
The antenna will assume a fixed. position, which
should coincide with the aircraft fore-and-aft
axis.
To cut out radar PITCH-2, set switch OFF-
RADAR-HIGH VOLTAGE to OFF position.
Radio Equipment Supply Circuits Protection
The radio equipment D.C. supply circuits are
protected by means of circuit. breakers, types
A3P and A3C, and A.C. ? supply circuits - by
fuses, type CU.
Radio equipment supply circuits protection
devices and their arrangement are listed in Tab-
le 17. In addition to the protection devices in
99
stalled in the supply circuits, provision is made
for fuses located in the radio euipment proper.
The rated characteristics and location of the
fuses are shown in Table 18.
Table 17
Radio Equipment Supply Circuits Protection Devices
and Their Arrangement
E
ui
ment
Type of
q
p
protection
Location
V.H.F: radio set
A3C-~ i0
Circuit breaker board
PCHY-5rM,No. 1
CI1-5
Fuse panel at Frame 7
CII-5
Same
V.H.F. radio set
A3C- 10
Circuit breaker board
PCI4Y-5rM,No. 2
CI1-5
Fuse panel at Frame 7
C11-5
Same
Radio compass
A3C-10
Circuit breaker board
APK-11
A3C-10
Same
CII-2
Radio operator's panel
Radio compass
A3C-~10
Circuit breaker board
APK-3f1
CII-2
i15 'V junction box
Circuit breaker boar4-
KPI1 tR glidee-
i-pri 2,. marker
R`a`id o-"a~t t rri'e to r
PB-Y-M
CII-2
Radio operator's panel
Interphone system
CI1Y-7
A3P-6
Circuit breaker board
Amplifier No. 1
A3C- 10
Panel at Frame 7
Amplifier No. 2 `
A3C-~ 10
Panel at Frame 7
Radar PITCH-2
A3P-15
Circuit breaker board
A3C-~ 10
Same
A3C-5
CII-15
CII-5
CII-5
CII-5
Same
Fuse panel at Frame 7
Same
Same
Same
11. ELECTRICAL EQUIPMENT
Check and Use o'f Crew Cabin red and
White Lighting System
Prior to cutting in the power supply of the
red lighting system, check:
a) external condition and attachment of illu-
minations, illumination lights and rheostats
arranged on control panels of the left- and
right-seat pilots, on instrument panels, on upper
electric board and on circuit breaker board;
b) absence of instruments with luminous
compound in crew cabin and presence of special
transparent elastic caps on handles of all the
switches and change-over switches arranged
on instrument panels and boards. The caps ser-
ve to protect handle tips of switches and
change-over switches, which carry luminous
compound
With the aircraft mains energized check to
see that:
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Table 18
Rated Characteristics and Location of Fuses
Are-24 Aircraft Technical Service Manual
WHITE LIGHTING (OBIUEE OCBEIUEHHE
KABMHbI. 3KHUA)KA KPACHbIM-BEJIbIM
CBETOM) located on the web of frame No. 7;
. b) instrument red lighting fixtures KIICPK-
45 arranged on port and starboard sides of crew
cabin operate properly;
c) red lighting system that illuminates
boards and instrument panels is in good repair,
its switch being set to INSTRUMENT ILLU-
MINATION (OCBEIII;EHME [IPI4BOPOB) and
EMERGENCY (ABAPFWJHO) positions.
To check the red lighting system, proceed
as follows:
a) change over instruments illumination
switch on left-seat pilot's instrument panel from
neutral position to position INSTRUMENT
ILLUMINATION (OCBELUEHHE fIPI4BO-
POB) and turn on brightness regulation rheo-
stats arranged on the vertical panel of left- and
right-seat pilot stations and on the cabin win-
dow frame;
b) cut in switches RIGHT-SEAT PILOT
AND RADIO OPERATOR LIGHTING SYST.
(OCBELUEHHE I-IPABOFO JIETU. I1 PAAH-
CTA) CIRCUIT BREAKER BOARD ILLU-
MIN. (fIOACBET I JJ4TA A3C) and NAVI-
GATOR'S TABLE LIGHTING (OCBEIIJ. IIA-
BITIrALU4OHHOFO CTOJIA) , arranged on
frame No. 7 and turn on rheostat marked with
Equipment
Fuse
location
Fuse
rated
current,
A
3
V.H.F. radio set
Transceiver
1
PCI4Y-5rM
fuse block
1
1
1
0.25
0.25
Radio compass
Control
5
APK-11
panel
2
Radio compass
Same
APJS it,
No. 2
,
Radio altimeter
Transceiver
0.25
PB-Y-M
face panel
h
r.
JL111t.t.i
III
ait i-2
Radar PITCH-2
Unit No. 2
5
(transceiver)
0.15
0.15
0.15
Radar PITCH-2
Unit No. 3
(synchro-
nizer)
Unit No. 5
(range
sweep
control
and feed-
ing indica
tors)
Unit No. 6
(navigatio
nal aids)
Unit No. 8
(power)
Unit No. 9
(fuse and
control
boxes)
Junction
box
PK-1
10
5
0.5
0.25
0.15
2
0.15
0.15
0.25
0.15
0.15
5
2
0.15
0.5
0.5
0.25
0.25
5
10
0.5
0.25
0.25
0.25
0.25
2
Circuit
4
+500 V
36 V, 400 c.p.s.
+250 V
+125 V
-105 V
+300 V
28.5 V
115 V, 400 c.p.s.
Same
220 V
WI Fi-V
115V, 400 c.p.s.
+150 V
-150 V
+300 V
+27V
115V, 400 c.p.s.
?250 V
+150 V.
-150 V
115 V, 400 c.p.s.
+150 V
-150 V
+250 V
+150 V
-150V
115 V, 400 c, p.s.
36 V, 400 c.p.s.
+520 V
+250 V
+250 V
+150 V
-150 V
115 V, 400 c.p.s.
115 V, 400 c.p.s.
+250 V
+250 V
. +250V
115 V, 400 c.p.s.
115 V, 400 c.p.s.
+27 V in fan
circuit of unit
No. 8
+27 V in fan
circuit of unit
No. 5
+27 V in fan
circuit of
units Nos. 2
and 3
_. a) general red and white light domes ar-
ranged on cabin ceiling are in good repair; con-
duct the check with the aid of switch CREW
CABIN GENERAL-PURPOSE RED AND
red lighting".
. c) make sure that all lamps in red light illu-
minants flash on instrument panels and boards,
on fire-extinguishing and feathering control
panel, upper electric board, circuit. breaker
board, central panel and on panels of left-and
right-seat pilots;
d) by turning rheostat knob, make sure that
each rheostat gradually regulates lighting sys-
tem of its instrument group;
e) when disengaging rheostats (turning
their knobs counter-clockwise) of left-seat pilot,
make sure that both lamps of instrument panel
emergency illumination come on by red flood
light automatically. Lamps are hinged to ceil-
ing of pilots' cabin; .
f) change over switch on left-seat pilot's
instrument panel from position INSTRUMENT
ILLUMINATION to position . EMERGENCY.
Make sure that with switch in this position
emergency instrument group on instrument pa-
nel, side and central control panels, boards and
instrument panels become illuminated.
. The emergency instrument group includes
the following instruments of the left-seat pilot
station: PB-Y-M, B,U-10; BAP-30-3; 3Yf1-53;
AF)J-1; APK-11; KH-13; YBI1R-15; KYC-1200
and A4XO, and 'the . engine instruments:
YIIPT-2; 3M14-3P14; TBT-2, HT3-2 and I4KM;
g) check-up over, turn out all rheostats,
switches and change-over switches of crew cab-
in lighting system.
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B o o k. I. Aircraft Specifications and Performance Data Aircraft Flight Manual
N o t e s. 1. In case a defective lamp is detected (in
flight or on the ground) in the illuminants, type 11C,
that lights the instrument panels, never replace it under
voltage as this may bring about the fuse blowing out in
the circuit of the corresponding instrument group lighting
system. To replace the defective lamp, cut out the bright-
ness regulation rheostat of that instrument group, thus
deenergizing the faulty lamp circuit, and replace the
lamp.
2. In case it is detected in flight, that one of the
lamps flickers, replace?it by a spare lamp, observing the
instructions indicated in the item above.
Never bend the lampholder lame! to make the con-
tact better since the lamel may break.
In case a group of lamps, illuminating in-
struments or board with red light, stops flash-
ing in flight or on the groud, remedy the fault
by replacing the corresponding fuse arranged
on the external board of the junction box in the
crew cabin:
When replacing fuses, beaF it in mind that
the upper row of illumination system fuses ac-
commodates three 2-A fuses marked with in-
scriptions: LEFT-SEAT PILOT (JIEB. JIET'-L)
RIGHT-SEAT PILOT (IZPAB. IIET4.) CEN.
TRAL INSTRUM. PANEL (L1,EHTP. 11P146.
AOCKA) and the lower row carries three 1-A
fuses of the emergency instrument group with
inscriptions: LEFT-SEAT PILOT, CENTRAL
INSTRUM. PANEL and BOARDS (II1r11TKI1)
Never install fuses of other than specified
rating.
In case the aircraft mains is changed over
to the emergency busbar (to be supplied from
the aircraft storage batteries), the instruments
on the instrument panel become automatically
illuminated by red flood lights.
In that case the left-seat pilot should switch
on the instruments individual lights by setting
the instrument illumination switch on the port
side board of the pilots' instrument panel to
EMERGENCY position.
The illumination lights of . the side. and
central control panels and boards should not be
cut out at theat time.
Duties of Crew Members iii Case of
Electrical Equipment Failure
. 1. In case one of the D.C. generators, type
CTF-18TM, shows low voltage (4-6 V) after
the engines have been started, check the po-
sition of the contactor button in the A3IZ-8M
overvoltage circuit breaker circuit. To this end,
hinge off the panel on the ceiling in the gang-
way: to the passenger cabin (in the vicinity of
frames Nos. 9 and 10) feel the failed generator
button projecting from the A311-8M unit cas-
ing and press it with some effort.
2. In case any D.C. generator fails in flight
(voltage loss, load drop, voltage and load cur-
rent fluctuations, over-shooting of the ammeter
pointer to the extreme left-or right-hand po-
101
sition), set the switch of the failed generator to
OFF position.
If this is of no avail depress the buttons for
emergency disconnection of its excitation.
3. In case both D.C. generators fail and the
warning lights of their reverse-current cut-out
relays, type AMP-600T, flash, thereby indicat-
ing that the relays are cut out, make sure that
the emergency supply has been automatically
cuff in and A.C. generator F0161148 No. 1 con-
tinues to supply current of 115 V. In this case
the flight will be continued with the main D.C.
busbars of 28.5 V and 36 V deenergized and
A. C. generator f016U48 No. l normally ope-
rating, the excitation winding of the latter be-
ing supplied from the emergency busbar. In the
event of failure of the I'O16l48 generators,
inverter l0-750A gets automatically cut in.
The loads using D.C. of 28.5 V supplied
from emergency busbar and A. C. of 115 V sup-
plied from emergency busbar (see the List of
Loads Connected to D.C. Emergency Busbar)
will be energized from the aircraft storage bat-
teries and the inverter, type 110-750A, which
gets cut in if both generators F0161148 fail.
The gyro horizon, type AFA-l, of the left-seat
pilot and its erecting cutout, type BK-53PB get
automatically changed over to the inverter, type
UT-125LL
4. In case the reverse-current cut-out relay
of any generator, type CT['-18TM, pops (which
is indicated by the generator failure warning
light flickering) and you are not sure the gene-
. rator is sound, switch the sound generator off
the circuit , for a short period of time; in this
case the reverse-current cut-out relay, type
AMP-600T, should connect its generator into
the circuit. If the generator and reverse-current
cut-out relay are sound, eliminate popping by
thorough adjustment of both generators operat-
ing in parallel.
5. In case the A.C. generator (FO No. 1) of
the port side engine fails, the red light flashes
on the electric.. board and the A. C. generator
(FO No. 2) of the starboard engine gets auto-
matically cut into the circuit instead of the fail-
ed one.
In case of failure of both generators
FO-1611'-18 the f1O-750 (Series II) inverter is
automatically put into operation supplying volt-
age to the emergency busbar.
List of Loads Connected to D.C. Emergency
Busbar
1. Torquemeters
2. Instrument emergency lighting
3. Instrument illumination lamps J1K-56
4. Crew cabin lighting
5. Nose leg steering
6. Flap position signalling system
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7. Flap position indicators
8. Cabin emergency decompression . system
9. Landing gear signalling system
10.. Landing gear and flap emergency ex-
tension .
11. Electric turn indicator 3Y17-53
12. Inverter ITT-125L]
13. Emergency fire extinguishing system
14.. Fire extinguishing system valves of
port side engine
15. Fire extinguishing , system valves of
starboard engine
16. Heaters of pitot-static tubes and static
pressure vents of right-seat pilot station
17. Heaters of pitot-static tubes and static
pressure vents of left-seat pilot station
18. Altitude warning unit BC-46
19. Radio compass, type .APK-I l
20. Radio compass No. 2, type APK-9
(stand-by) .
21. Turbogenerator fuel cut-off valve
22. Starboard engine cut-off valve
23. Port side engine cut-off valve
24. V. H. F. radio set PCHY-5, No. l
25. Inverter [1O-750A
26. Port side engine shut-off
27. Starboard engine shut-off
28. Turbogenerator starting .
29. Starboard engine fuel metering unit
30. Port side engine fuel metering unit
31. Remote-reading gyro horizon AfA-1 of
left-seat pilot
32. Engagement of A.C. generators
F0161148
33. Excitation of A.C. generators F016U48
34. Three-pointer electric engine-gauge unit
3Mld-3P0
35. Erecting cutout BK-53PB
36. Passenger cabin pilot lighting
37. Aircraft interphone system C11Y-7
N o t e. On the circuit breaker board, all the circuit
breakers of the loads connected to the emergency busbar
are marked with red dots.
Ratings of Loads Connected to Emergency
Busbar of 115 V, 400 c.p.s. A. C. (supplied from
inverter I10-750A set to position AIR)
1. Radio compass APK-l1 .......
120 VA, when A.C.
500 W, when D.C.
.
for short time, 40 W
at normal duty
2. V.H.F. radio set PCI'W-5 No. 1
250 VA (rcpn)
3. Port side
engine fuel metering
unit
.
30 VA
4. Starboard
engine fuel metering
unit .......................... 30 VA
Aa-24 Aircraft Technical Service Manual
Appendix 1
List of Obligatory Checks Carried Out by Crew
Prior to Take-Off and Landing
1. CHECK whether blank covers are remov-
ed from engine intakes, pitot-static tubes, ice
warning indicator, signal flares, and fuel tank
vents.
2. CHECK whether wheel chocks are in
place and grounding cable is removed.
3. CHECK propellers for minimum pitch
angle setting and for ease of rotation (only in
direction of normal rotation).
4. TURN ON. tumbler switch PROPELLER
UNLOCKED.
5. INSPECT aircraft surfaces to ascertain
that they are free of snow or rime..
6. CHECK initial positions of control tumbl-
ers.
7. TURN ON circuit breakers A3C and A3P
on circuit breaker board remote-reading in-
duction pressure gauge ,W4M on instrument
junction box.
8. SELECT switch AIRCRAFT-GROUND to
position AIRCRAFT and measure storage bat-
tery voltage. Check that voltage is supplied to
emergency b'usbar. .
9.. CHECK to ascertain that entrance door
and hatches are closed.
10. CHECK fire extinguishing system for
proper operation and leave it switched over to
position FIRE EXTINGUISHING.
11. TURN ON inverter 170-750 and request
for engine starting clearance.
12. CHECK fuel tanks for proper filling;
make sure that adequate quantities of oil and
oxygen are available on aircraft.
13. CHECK pressure in hydraulic accumu-
lator and make sure that aircraft parking brakes
are applied.
14. CHECK to ascertain that generators
CTF and FO are OFF.
15. CUT IN fuel supply system.
16. START turbogenerator TF-16 After
starting turbogenerator check voltage on FC-24
generator and connect the latter to aircraft
mains.
17. START engines AI'I-24
18. FASTEN safety harness.
After Starting Engines and
Before Taxiing to Take-off Line
1. CHECK voltage of starter-generators
CTr-18, cut them into aircraft mains.
2. CHECK voltage of 115 V generator I,0
and cut it into aircraft mains.
3. TURN ON inverter I1T-l000L(.
4. TURN OFF generator TC-24 and turbo-
generator TI'-16.
A
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5. CHECK tumbler switch PROPELLER
UNLOCKED.
6. CHECK to see that engine air bleed sys-
tem is cut off.
. 7. TURN ON switches of fuel level gauges,
flowmeters, fuel system automatic equipment;
set oil cooler shutter control switches to position
AUTOMATIC.
8. CHECK pressure and quantity of fluid
in hydraulic system.
9. CHECK to see that valve, which is used
for cutting in emergency pumping unit into
main hydraulic system is closed.
10. CHECK to ascertain that back pressure
relief valve of L. G. emergency extension system
is closed.
11. CHECK. landing gear warning system
for proper operation.
.12. TURN, ON steerable nose wheel control,
automatic brake unit, L1;I'B, AFA, 3Y11; TI'IK
13. TURN ON PCI'IY-5 and C11-50 ILS-VOR
system.
14. SLAVE gyro induction, compass and
match directional gyro with .gyro induction
compass.
15. REMOVE wheel chocks.
16. UNLOCK aircraft' controls and release
brakes.
At Preliminary Start Line
1. CHECK to ascertain that primary control
surfaces deflect properly and that trim tabs are
in neutral position.
2. EXTEND flaps to take-off angle.
3. TURN ON PB-Y-M, APK-11 and APK-9.
4. CHECK to see that runway is free of
snow and ice, that there is no ice or snow on
aircraft surfaces.
At Take-Off Line
1. LOCK PROPELLERS.
2. ENGAGE steerable nose wheel control
from foot pedals.
3. CUT IN heaters of pitot-static tubes, turn
on ice warning indicator (under conditions of
precipitation or high humidity)
4. CHECK instruments on flight and land-
ing warning panel for proper indications (with
pertinent equipment cut in on the ground).
5. REPORT to tower control: "Ready for
take-of f".
Prior to Turning to Final
Approach
1. LOOIK through landing approach pattern
and (for the pilot) inform crew members on
landing approach procedure.
2. ESTIMATE approach pattern elements
and plan your approach.
3. CHECK automatic radio compasses
103
APK-ll and APK-9 for proper tuning on OM
and IM.
4. CHECK electrical zero within beacon
zone by referring to UGH panel.
5. CHECK to see that automatic brake unit
is cut in.
6. CHECK to see that steerable nose wheel
control from foot pedals switch is on.
. 7. TURN OFF cabin supercharging system.
Prior to Landing
1. TURN OFF radar EMBLEMA.
2. CHECK to see that landing gear is ex-
tended.
3. CHECK wing flaps for proper extension.
4. CHECK to ascertain that propellers are
locked.
5. CHECK to see that fuel lever control
intermediate stop is adjusted to air temperature
on airfield of destination.
6. CHECK position of parking brake control.
Prior to Shutting Down Engines
1. APPLY parking brakes and lock aircraft
controls.
2. Cut out D.C. and A.C. generators.
3. CUT OUT electric units lT-l000 L>; in-
verter, generators CU' and FO, UO-750 inverter
and instruments.
4. CHECK voltage of storage batteries.
5. SHUT-OFF engines.
6. CHECK engine run-down from r.p.m.
equal to 7% of rated value.
. 7. CUT OUT fuel system.
After Stopping Engines
1. SET engine shut-off valves to position
OPEN and turn on PROPELLER LOCKED
switch.
2. CLOSE cut-off valves.
3. CUT OFF fire extinguishing system.
4. DEENERGIZE aircraft mains.
5. TURN OFF circuit breakers A3C and
A3P.
Check List Observance Procedure
Making use of the aircraft interphone sys-
tem, the copilot or the radio navigator reads
out the Check List item by item to the crew
members before taxiing to take-off position, at
preliminary start line, at take-off line and prior
to landing. After listening to an item each crew
member performs his duties in compliance with
the requirements of the flying and maintenance
manual of the aircraft.
Upon completion of the prescribed operation
or check, the doer replies accordingly: "Open",
"Closed", "Set", "Checked", etc.
The Operations must be performed under
supervision of the first pilot.
The Check List should be constantly kept on
board the aircraft.
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ERRORS
Is printed
To be read
Page
t
(b o - is wing root
25
caption to Fig. 15\ (b0-is wing roo
chord)
45.
16 from bottom
Orb = 0?
db=0?
(to the left)
?
o(b=15-180
45
1
22 from bottom
O'b= 15-18
(to the left)
wheel brakes and
h
47
69
16 from top
(to the right)
22 from top
the engines failed
just after the nose
wheel has
o(b = 0?
e
t
pedal steering of
the nose
D(. b = 0?
(to the right)
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Supplement HZ
Aw.24 AIRCRAVF
SERVICE MANIJAL
;111{1;1{:1I4'1' ~I'I;(:11'I(;. 'I'IOti"
..%I) ~'I;i{I~111t11:1\l;I; I):1'I':1
.. IU(.I . Vl' lt,l(;n'I' 11:1`1:114
(:Iterations itll(I ~t11)1)Ie!tltkttt5
.,~.~r..a- _ n
(;oneerlliii ?r :1ireraft
According to cut.;ome.r requ iretnen ~;r; tc uircrt ft; AH -24 No ` i:i designed
to carry 50 paSenf;c1'S atn:1 can be re ?c: ned int;o lady-sez~ter, ear,v' 'asaenger and
cargo ver:3Ions. The adr!itioncti e 1uip:ncnt (en~;inc mater injection, Hip radio station
1'-836, VO:?-IL':, raci Lo cor:pao:i f!;-1'1 1o 2, etc. ) is installed on the plane; radio
equipment C -~C', APE-`), P13-2 i removed; storage bait;eries 12 ACAM-23 are replaced
by 12 CjU'-26, .
Due to the dift'erences fro;n the Production version t;he corresponding changes
and the ?ollovr:int; additions are provided in the manual (book No 1).
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 1
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ff
G77,.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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tructuta[ lcr~ation
- ..~
1
0
?/ ,1
? '"""""~' .rr~rrr.~rw? qua.....
I . I I / i --. -k-
>9oD -
.. _ 4 /1_( il . __
lSOO
hi/li . : ___ .'H .:.. ___ ___
2~? SE'Cdnt1~ S.~
ttnitaLion
mer?t ... Q'radrent
t3vs
take off dis
lance '(m/
fOtV ...o ..4..:...... ! d84O
Fib: lcc: Balanced take off axis Lance.
take off . . flaps /5? 13.I4 one erJg ine inoperative atVf a C. of G. osi Lion: /5337
220/JO
2/00
2D00
fTvo
; . o
_____
.~
. .. i1w-t _ . __
fi
t60D . L$SL_
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5w
Fig: 10 63alancecj 1a4e Off des lance
-power take off one eirg^ihe inoperati~ cit
. flaps -15? ? ofapcsitit-f5-e
I S. A ? 20?C
1
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Fig' IQe Balanced take off distance
- power take off
- engine inoperative : at
-- flaps -'5?
- C. of G posi',on - l5 -33%
1.5 .4 3o?c
f
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oI":.we
_
z, 5 % Second ermen t
rar{t tgmrtatton .V=1,~s, ,
. /000
/500 ;boo
take off distance Inn/
Fig'. /0 d B atanced take . off a t atrse with
water. 4njectcon. .
- power fake off with water ject/on
? one en /rre ? ino p erat Ewe at V, . .
-flaps 50 .
; - C of fir. position i-337 .
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15 tIe /7 218 19 4O
Z dndir7 wee ht (e?
Fit' . 94. l andit)f- Prtorfndncc v /andtn weight ? :? ffdIPs - 38? . I . ? . ? .
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i
.,.f1-..
:2 , - -
~.
?: - Th . ..-
9tructtrra
M
. lam dtiW7 i
~j1, t~r ::; _
L'/4 ~-. o ~-
G
E.J:LZ. V: '. \ __...__
. f,(r-]r~-- /\_ :\SS:r: S._ : .. __
___ . \/ \N1 \ )&
A'\ :::_-: i:
1'
.
ca
v
r D
g T\ /
.
__
-1
_ .
_
13
10
MrpQrt temperature ("CI
l3
18
r8
rto
c!7? sp,~ed i~ ~KVs
Fl? 14? 111vx. lake. off weight vs vltiladi snd
ttmperdL`urt.
Tit fake otf . ?
? One eri g cue ir~d `? ire Y, .
?C ? ofG pos&oiz r533
? gear up
ffd/,$ /S?
v
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_
 ?
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4Fi' .14 ~? max. tide of wet ht vs altitude u d terra' ature
- power ? take off with water in'ee.ltoii
- o, engine inoper live a'! V
5 % dimb radieot
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 1i0 l:}t . : ; i {,1
,N Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
1 ?K l.., I'{` ki:l v r r w a ,~
f'
a 1 iid. L ri t:; -,iil .~., ,- r a
.,
Y
.1 I.'r, L{ . (. ':vi(:) 1, ~l ec " 52 1c.
..? ~ ~ r? s s 00
i
tlCl ~. C) f' f3.ut,1):fi'1.L(); Ait - 28 IT x t t
) % f.l (s.t .'t ti UJ t: 1 H .. r.
?
{, ,~
! '- : 'J. .1 i. 4 1 i:'! I' 4 k'. f A i 1 1 1 ? r r . . !
? i ! i.:'.
r
?I r;
iii'''.lrl.:l S4t;;,t1.'
13-
I7
i
:) 5
~
,Y t, w,f 1
Page 33. Replaoe Seotion 5
by the following:
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tO tL.~3lr{,)11ir,+!' t?e(}I.2e1Y t; ;ht ~;efdt,)n(:t
u,fi, ..L&(t.1.O t: ;.1i.l ,'rj hi1 i'1. :i
o..i, U:t OCY 7C 1 s~4:1;" , W t .. iI' l:. l i t..~1.
ltli,i;{,Lt 1,, 1,U~,'; LiC114#0=.I{ll'rIE.L~'1 ik;1 t,lt.l {)~/ !c'
f
I11r;:'! l;i'i 'the ea i I ~; .:: is i. 1..rw"t; 1..( tliL I1( .1 o
t;r:1; t cs~(1 V,=~ H ..L? 11? L-'.~. ;.~1ii:i f:)rti::l t :1,..(, !. F~mnge for added berrSUi .h
. 2!?.e u s I .
The ball:noe sobeflules are dritwn up for the 50. and 46.aeat eery. 30i. and
26.?seat oargod.pes8enger., and oargo t?an port v*riatitB. ? . .
he initial point on the balanoe sahedule noao raph aorv. poads tc tbee ght
and c.a. location 'ot the equipped slrerslt *itbout tskizfg ilato east the weight
of the attendant, food products, and actor. ftat z d tor 1*3*Ction iertO the
saes duz ttat ..otf.. .
z Kith mdditiot e3 fuel' tanks izatalled in the o*tre the total
aunt of duel inoreasie up to 6210 lit.
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 24
?. . Forward e tab
Craw wardrobe
6. ' Att pas:ener cabin:..
29
90
I00
II.
:trace door.
Galley
Toilet
Attendant's static .
Wabe .,
t;
Passenger cabin
Bulkheads
' + + l pdrt~et
_J
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4adlea
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(Point A). Ilrog a perpendicular' tram pout A to 'scale C W. Fo]loWis the"es'ro ''
direction, measure two di'r sions . corres.pondifig to the, weight o~ two crew a inhere
(po1iLt 1) Drop a .perpendtou).ar from lsoint. l onto scale CABIN ArTZNDA1IT, FOOD
PROWCTS. In the direction of the arrow on this scale xneaeure three: diPleioae. ,
corresponding to 120 1c (80 kg for the oabin attendant, and. 40 kg for food prodttate
and domestic articles) to obtain; paint 2.. Then lower a perpendicular from that
point onto scale PASSENGERS IN ROWS 1 13 omitting he eoale WATER FOR INJECTION
as the weight. of this water does not influence the C.G. location.. Using scale '
PASSENGERS IN ROWS. 1 - 13 measure one division.distinguislied by thick division 11nes
(which oori'esponds to the aocotnngodation of 50 passengers in the airoratt) to xind.?
point 3. .. . . .
In case the aircraft is not loaded with fu11,pasrenge? couipleeent, make useof
ndividuaI passenger scales. Afterwards. drop a perpendicular from point 3 on ecale'
CARGO HOLD I to obtain point 4 after measuring 10 divisions in the direotion of the
arr.ow. Lover a perperidicu1ir on scale CARGO HOLD III and measure 5. divisions; in.
the direction' of the arrow (which corresponds to loading of this oargo hold with
250 kg of baggage) to obtain point 5.
Drop a perpendicular from point 5 on.the nomagraph of the loaded aircraft
till it intersects the horizontal line corresponding to the aircraft take-off.
weight of 21000 kg. Thus we obtain point 6.
Fallowing the C.G. sloped lines, obtain a C.G. ;location of..26.4% M/LC for the
. aircraft take-of weight with the L. G. extended. Draw a horizontal line. through
point 5 to intersect the.curve representing the influenoe of L.G. retraotion
(point C). Drop a. perpendicular from point C onto the L.. PETRACTION EPPECT Foale
to obtain the 'percentage value of the C.G. forward shift due to 'landing gear retrao'
tion which is equal.to 2.37% MAC. .
. Hence, the centre of gravity of the aircraft at take-off with the L.G.. xetraot-
ed is located at 24.03% MAC. .
The aircraft C.G. position at landing is not calculated because the take.-off
C..G'.?position with the L.G.:extended remains within.the'permissible limits o
22 - 33% MAC. Should it be. needed to calculate .the location of the C.G. at landing.
after, say, 1400 kg of fuel have?beez expended, drop .a perpendicular from point B
onto the respective touohd'own weight horizontal line and obtain the renultant
C.G. location at the point where the horizontal line intersects the perpendioular
(point n). The centre of gravity will .be located at.26% MAC.. Hence, the expenditure
of 1000 kg of fuel has resulted.in.displacement of the C.G. .forward by 0.4 MAC.
When the aircraft C.G. location.is out of.the tolerated limits or it it beoomda
neoe.ssary to change the C.G. position. because tof varied flight oonditiona, this
maybe easily aohieved by displacing the.cargo .from cargo hold I into .oax go hold
III or vice versa with due regard to the C.G. position to be attained.
Per instance, the take-off C.G. position of the aircraft with the extended
,L.G. equals 26.4% r1AC. The flight oonditions require for setting the C.G. looation
to 29~ MAC. To this end, draw perpendiculars from the points where the take-oft
weight horizontal lines intersect with the sloped lines of the C.G. poeltiona of
26.4% and 29% MAC (points B and t) on scale CARGO DISPLACEMENT FROM I TO III
HOLD and read on this scale (in acoordance with scale divisions) the weight of the
oargo which is to be displaced from cargo hold l into cargo hold III to obtain
the. C. G..looation at. 29% MAC. The weight of this cargo equals 105 kg.
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BZ'~aP.IE
rmining'Coo. 18itiOu.:at Cargo Transport .
To'. make use of a balance schedule for a oargo and cargo pae$ea$eX' variants of
the Aa-24 aircraft, it is obligwtorY to distribute the load in the aircraft at
distances.. ;Ind'ioated. in Fig. 23(en mewing the digtanoes takce' care not. to damage
the sirtocatt~ lining) ? . . '
Suppose it is neoeasary to load the., airora4t 'w1th the following cargoes.
arranged ;iz the aircraft as follows:.
at . a distance"O~ m o a,o o,e o o ...., 1500 kg
&t; a distance.' 0f .6..u . o e o:e?o o o e o . ? .. 2400 kg
at a distaaoe of.:7.15.m .,O?e?~o_e?? 600 kg
at a dista oe of .9.8.m ..e?e...... B00. kg
at a distanoe of .14.7' m e...a o m ?.... 200 kg
If' cargoes are. delivered on a passenger aircraft with the . empty `weight of .
13400 kg and C.G. location of 20.5? SAC., then. the weight of the 'equipped cargo air-
craft equals: 13400 kg minus 400 kg (weight of. seats and removed equipment) plus .
133 kg (weight of serve materials), i.e. `13133 kg. In this case the C.G. location '
of the equipped cargo aircraft equals 20.5% MAC minus 1.8% MAC (effect of ;removed
seats and :equipment), i.e. 18.7% MAC. The. amount 'of fuel available aboard the
aircraft equals 2147 kg..
In this case the'take-ofl weight of the airoraft equals 21000 kg `Re er to
Pig.22to make' calculation-s frith' the use of the above data. Ca1ou1ation-'of- the
'
of
C.G. location for oargo..pasaenger variants is aonduoted similarly by the aid
.
...Figs `Zl and 21a. , . '
page .48 (lei t o atsd ooluen).: Rep2 oe
tbe' teXt' in lines 1, 2,, .3, 4,.:5:.6.,. 7, .$.
19 from the tap by the followings
" 18
9
At the indi oated airspeed oar 200 . 205, km/br the rate' o? olitab at the ground
level in ISA w th the landing , geat retractedand flaps d voted by 15? equals
1.4 m/sec, if 'the.'airoraft tgke o f iglit is equal to 21000 kg. The rate of climb
'
increases by,.0.35 '? .O.# 1/seC nth a 4ecr ase of .th+e amtt +weiglt b! one ton.
At the ambient air tempeaes over the dt'd 'rral**e the airorakt rate of
'
ba1o .
climb reduaee `in.'oOUipl;i 'With the ta- tsbnlatrd
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 tAri~
44
10
I l
.12
15
, jp
15
16
'v
r
50 SEATS
MAX. LOADING
CREW
STEWARD, !O( P
STORE
WATER FOR
INJECTION
ROWS 1-13
BOWS 1-- 2
ROWS3 _y'
W ROWS 5-6
MGG. VM/' ! r
BAGG. ? CMP~',
ROWS 9-1p'
ROWS 11-12
It
BAGG. CM. III
FUEL ~Ob
I x~
_. OSSI LE. CARGO
PISPLACEMENT IN 8AG0
CMPTS. 1 - 111
AIRCRAFT
TAKE-OFF WEIGHT,
TONS
AIRCRAFT C.G. IN
% MAC ON TAfEyOFF
60HG
5i)
1200
1K~
400
HG
IRCRAFT C.G. POSITION,
'~o MAC
L.Q., u
d 1 : 9 1_ LJ
N0 EFFECT ON C.G. POSITION
ON, MAC AIRCRAFT ]JO
EQUIPPED
1618 2O 22
\_ u; AIRCRArTC.G 2Q.5
1? i? f'OSITION,',MAC
: -_-\--i EQUIPPED AIRCRAFT ???
\1 _. WEIGHT, KG
\
I _
iIiIlIiIItIIIIlIltIlt1I
_I I I I I I I I I I I I I I I I I I I I I 1 1 1 I 1 I I 1 I I I I I It
_J_-1L I I I i t t 1 1 1 1 1 I I I I I I I I I I 1 1 1 1 1
__II I I I I t t t I I I 1 1 1 I 4I I I 1 I I I I !
L.G. RETRACTION EFFECT
28 4
2403
5
NO EFFECT ON C.G. POSITION!
3,6 3,4 3,
AIRCRAFT C.G. IN'
% MAC ON 1?ANDING
30
3,0 2,g 2,6
III
50
PERSONS
2
PER Ohs.
2
PERSONS
I I I I, I I I., k I I
. FLIGHT
MISSION NO
5O K
G
ToTAY"
~ z
.?FADING CONTROL.
. OFF ICEIL_-
3
2
~w~ .
2 6, 0
AIRPORT OF ORIGIN
s
VERSION
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- 23-
.BALAUCE CHART FUN AH-24 AIRCRAFT
EQUIPPED AIRCRAFI' C.G. POatTI %
EQUIPPED AIRCRAFT
W81GI4T9 TONS
NO EFP CT ON C.O. P05
.L_LL_L _LJ I I I l l 1, 1 1 I I
Fl ps 20
AIRPORT OF DESTINATION
111,0
13,0
I
TION
24
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LJi
PE SO!t
PERSON
1 I I 1 II ?.._.
i PAR s~
I PERSONL I I I i f
10(~ K r~Q,aO .
I I I I ~..j.. j.._ .. f......4....4.
{
5OflQ. 1.1 i
I I I I
Z+
16
14
Ill
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. ATRPOR'P OF`? UESTINMF4N'.
ROWS 1. - .12?.:
BAGG. -CMPT.
1200
. KG
[: _
KG
1 PERSON
. ~o :M
".-
~>r you
PERS64NS
PERS-,SONS
PERSONS
E~~
. .
PE
PEA
:PgRs?o
.
PF,aO
'1(a KG
~..~.5O ?KG
.. go .KG?
, SoxG.
,
. TOTAL
_!5 - - . 2~ - 25.- --- 3Q
J
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AtRCR*P ?Ko.0
 L
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. BADE CHART FOR Ail-24 AI RCLAP '
.~.-._ _
W~
I' SSiO
MIBSId~t NO
AJR car Ok' oRTGZN
AIRPORT' OF DESTINATION . .
!;2NI. 45SF.ATS
-QO I PF D . AI RCRAt~'r C .G, ?OslfiIOH, % MAC AIIWRAF1' IwIO
__.~...-. ._..._.,..._.
.__S
"~
'
!fi
8 ZO 22 Z4 IiQ77IAPED
~ M
?z
MAX
L4AD1NG
Ei~!}I?pED .1~, - -j4 2. -...__ AIRCRA'rT C.G.
-
-
.
PO6ITION
~MAC
\ \i
1
-
~~
$
v
.~
AJ.RCRArP ~kT 1 HP,
'
- - '- JT. PEA A2RCEA]RT
~
TORS J,c - - - - - _ I~1IIGHT, KG
1
t
CREW
2
PE
J 8OK
t 1.11 - -( I .1.._t _.L.. 1 I L 1 1
-,
2
S'r2WAr, FOOD STOaE
I2Q xG
40 KG
.
,.. _._
L_L1_Lf IJ...L.5L11 1 1 1 I I I 1) I I 1 I
3
WATER FOR INJECTION
FO xG
NO EFFECT ON C.G. POSITION
;
ROW
146
PE
5
ROWS 1 -- 5
20
I t
l LL
j
JJj:'J
1
W
1
1 ItI
a
PERSONS
-?+cW---
.
.
..
.
.
_
.
.
4
26
6
ROWS 6 ?- 92
26
PERK
i
N
.
.I ~J..._LJ_.1.__L.:i .~ .1 _t.., J....L-1
.
2
7
a
ROWS-l--2
$
.
(S3
L I t I 1 I 1 I
8
ROWS - 4
8
SONS
9 .
N
' ROW 5
4
NO EFFECT ON C. G. ' POST TIOH
10
4
ROWS 6 - 7
.8
PERS
LJ. U l U 1.1 fl. j I
11
t LI
tJ
LLLWJ
LL
1
L
11
W
11 Lt111
L1.1
1
d l
1
a
..
.
.
.
L
.
.
-
.
+
.
.
.
.
-.
2
ROws 8 - 9
8
s
.~.,..
f2
-
ROWS 10 -1
.
.
8
.
~
1.IfII1I.t1.tLII1IJiIIIIII1II.I.LlIll11I.Il,J
SOn~
13
.
-
ROW 12
.
2
1.t I I 1..i
PER1SOId
14
BAGG. CJItPT.
I
1200 KG
100 KG
15
Mac;. CMPT.
II
400 KC
50 KG
6
BAGG. clip?,
III
850 KG
5o.tc
17
F U E Z
060KG
NO EFFECT ON C.G. POSITION
POSSIBLE CARGO
50 KG
$
ISPLACIJvviENT IN BAG
- __'
CMPTS . I -III
11-I I I I 1 I I I I 1 11 1 1
*
-?-?_
15 20 25 30
TOTAL
22
r: ~
AIRCRAFT
20
'
'
2
0
TAl{E-OFF WEIGHTS
u1
1$
18
TONS
,
16
~ 6
I
\
%
//
l
IRCRAFT C.G. POSITION, % MAC
L.G. RETRACTION EFFECT 6i i 'O ~.2'~
I CQ~???c?v?~??W?~ G T
1 2 3 4 ass 7 8 9 11 12 jI ll[
AIRCRAFT C. G. IN
L.G. DOR&N
AIRCRAFT C. G. IN
?G?
LOADING
CONTROL OFF I Ch"It
q NiAC ON TAKE-OFF
L. G. Up
' q, MAC ON LAUDING
L.G. Up
BALAIJCE
CONTROL OFFICER
20b.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
-26--
BALANCE CHART FOR AH-24 MRCRARP
AIRPORT OF ORIGIN AIRPORT OF DESTINATION
VERSION 30 SEATS EQUIPPED AIRCRAFT C.4, POSITION % MAC
20
f6
a
Alitilt . : L.ts -I
EQUIPPED i%0
POSITION,
MAX. LOADING
AIRCRAFT WEIGRT,1,5
EQUIPPED AIRCRAFT I I
TONS
WEIGHT, KG
i
2
1 CREW
2 STEWARD, FOOD STORE 120 KGB I
3 WATER FOR INJECTION 60 KG NO EFFECT ON C.G. POSITION
100 KG
I '- \ \\ \ \ Li ( I / //
' OD KG I
2 ,
I
0
15
'
3
4
6
.. 5
ROWS 4
Rc5 6
-
9
to
FUEL
NO GFFECr ON C.G. P?SI'MON
i
30
PEE CNS
~
V 4J .V1 I :1 :Vi ?V 4$
i~
I 4 ~ i
NO EF'~C'T ON C.G: PQSTTION
i
PERS0N8 i i
PEA t 4 l
8
RS1
r cOAt
7 8' . . ___ H
1
PERSON
8. 2 !i~
50 K~
KG ? 1 {
II
5Q tcG'
40604
?20
'C.
FLIGHT
HIS310N YO
1200
10
50 KC
TOTAL
;::G? RI TRACi'I0 EIFE&6 f" )'? :2,6 2,4 2,2?
IT1VT.:IV?1.: V:
AIRCRAFT C.G. IN
% M. C 0!!1. T -OBF
G, Dc N
L.G. VP
098
U1
AIRCRAF? C.G. IN
%MAC OH DING
Fr.
I.
L.G.DOWN
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Row! s1
F{4w'
ROWS 2
BACG. c !T.
L
LOADING.
of .oPFTc
20
18
16
i4
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. BALANCE CART FOR. AI3-2 AIRCWT .
lI$SIO;t?N0
AIRPORT OF ORIGIN JAIRORT AF O'INA?ICIt . ?
VER.;1ON
26. SEATS
EQUIPPED Al CRAP C.G. POSPDION % MAC A1RCRA1'T NO
a
LOADING
~SA)C
14~ 'I6 I$ 20 2 24 EQUIPPED
EQUIPPD CRAFT' C.
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.
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AIRCRAFT -
EQUTPPZD
'PON$ ~~ WEYCI~,
1
CREW
2
PLC
2
STEWARD, FOOD STARE
120 KG
40 J3
3
w}`;xEB `FOR. INJECTION
.60 11
NO EFFECT ON C. G. POSITION
IM.
4
I/
:
:
:
:
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k
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50
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BAGG. CMPT.
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i
F U E L
NO EFFECT ON C.G. POSITION
f5 . 20 2 p TOTAL
22
N
\
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TAKE-OFF WEIGHT
4
.
,
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r
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AIRCRAFT C. G. PO$ITION, MAC
L.G. RETRACTION EFFECT 3t4 .3P. 1 261r2(4 ,
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4
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G IN
AIRCRAFT C.
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LOADING
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1 MAC ox TA)E-OFF
~. G. UP
7? MAC ON LANDING
L.G. UP
cotrDALA oFFICEIt .
Figs 21 a.
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 L
NO EFFECT ON C.G. POSIT..ON
\\V\\ \J j.J./////%~4
&\\ ________
i 1
100 KG
L.G. VP.
AIACRP? NO.
1OOKG
i00 XG
VALANCE CCNTROL
OFFICER
AIRPORT OP ati6Ili
1/EB Ii
U
z
N
FUEL
AYRCRAFT
TAKE-OFF WEIGH;
AIRCRAFT C.G. TN
MAC OK' TAKE-OPF
L.
I
3
4
6
8
9
10
:1
i2
13
14
15
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4060K
MWICE .cUART 'FOR AM.-24 AIRCRAFT
22
20
18
16
AIRCRAbfi C.G. POSITION, % MAC
L.G UP
SIPPED 4IRc . c,G P ITidN, .% MC
i
. -'-` `l
L.cL RE'PRACTION EFFECT
AIRCRAFT C.G. IN
9b MAC QN LANDING
Oh'` DESTU(A?Ia1
* _ 4a O 2 6
PU&fT.
LOADING CbNTROL
OFFICER
zo
18
16
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." Fr. 22.
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power li*tt to:pe tUre
weir. OX ? rate of
oilab per ?*eh 1040
ye#OZ* pbier iislt
eosidition, n/$ea
1i 6 der a Oh 10?C
t A ' ?1t. t oondi- .
iOD, ;n f Bec
P.76.0
P ,674
F~
596
?s 4f st. of
ue$
. Natlrr ih~sa?
.47
?3?
?22
035
01 5
0.15
,p;35
0.35
.tion a!stg~
With wat.tr
in, eotioa
~i
system
+30
+19
+30
#Q3?
X0.5
~O.15
0.5
0.5
0.5
imperative
Take-off distance ovexx I0,5? obstacle depends up the speed at which cs~ine
tails and the speed at an altitude of 10,5 m. With the ~-e failed at 185 lnaIb
/critical take-off speed/ with followed a+ as is Seatherl the takeoff dietaace
is 2180 m provtded the ta}te?off weitbt of 2X000 k?, the average airapeed at as
altitude of 10,5 m 210 km/b at sea level I.S.L.
Page 97 (xidht?bamd ooluwz). Replace the
text of Subseotian "Radio Coarpasc A1'1:11
and Stand-By Radio Cempass A?9" by the
. following:
Radio Compass; APh-11 1o.1
i
and Stand-Dy! Radio
C o m p a s s APg-11 No.2
The aircraft is furnished with two Bets of radio oomp~-eees AB.. fl provider
with electric resote control.
The radio oothp aes',are supplied fromitbe D.C. circuit of 28?5 V and A.C.
oircuit of 115 V, 400 o.p.s.
To operate the radio oompasses, prooeed as follows:
a) out in the power Qupply of a raa~io oompa?s by ct~nipulating the tion switoh on the radio oompase control board, A3P-6 cizrcuit rea1err: 1,s? ~:rti1r.
awitohed on;
b) set the sodewofioperation ^sWitch of the intexphohe ee.t in ?pos.1tn r'E tto:1 .
or i No.2 d elector Bwitoh C RADIO in the RADIO position;
o) c asrge the eelectcr octtzcl I10!TIT03 fG OP &PZ ? YUR to potion ..PV;
I
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d) tune the radio compass to the required radio station and make use of it
for radio navigation.
CAUTION. Due to the fact that radio compass operation depends on radio waves
propagation,its range of operation reduces at night, twilitht and during
flights over mountainous regions..
Page 46,. Subsection "Normal Take-Off
. Procedure". Add the following text to
the first paragraph before "CAUTION":
if... and cut in WATER INJECTION switch (if the u e of water infection is needed)
6 0 8 sec later the warning lamps will cane onto ind{oate that the water injeotioz
system is properly operating and the engine is being accelerated with the aid of
water injection.
The readings of the torquemeter pressure gauge(Ptgm)and the turbine outlet
gas temperature gauge will comply with the respective values accounting for the
ambient air temperature and pressure (see Section "Engine harming-Up and CheekingY'.
Page 69)0
Norte: Time of engine operation from the moment of water injection system outting?in. till the beginning of the take-off run should not exceed 5 seo,
At least 5 min after taking-off plaoe the WATER INJECTION switch at tihe OTC'
position. The warning lamps of' the water injection system should go out.
CAUTION Taking-off with filled-up water tanks (provided that the water injection
system is not to be used during the take-off) is not allowed to avoid
freezing of water in the system.
L
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.Page 79? Supplement the section 3a:
3a,WATER INJECTION SYSTEM
A. Prief -,1+~'Iwr,~~?
The water injection system supplying water into the air intake of the tl?.24
engine is designed for restoration of the engine take-off power at high temperatures
and low barometric pressures of the ambient air.
The water injection system mounted on each engine comprises t1ie following
elements:
a) water tank of 35 lit in capacity, mounted in the tail portion of the engine
nacelle; the filler of the tank inoorporates a 100-mioron mesh screen filter and a
dip-stick. The outlet of the tank houses a 60-mioron mesh screen filter;
b) solenoid-operated valve' designed to engage and disengage the system, to blow
out the system with compressed air. supplied from the compressor, and to communicate
the water tank with the atmosphere when the system is out of operation;
c.) non-return valve which prevents penetration of water into the engine inlet
'when the system is inoperative;
d) manifold with eight two-nozzle injectors installed in the aircraft air
intake;
e) pressure warning unit, type cLY5A-2.b;
f) two green lamps (for the starboard and port side engines). When pressure is
built up in the manifold, the
`system is functioning;
E) 7iAT INJ CTI0N switch;
h) connecting pipes.
The
The
switch.
warning lamps and
system is
anual'ly
Then the switch is cut
lamps oome on to indicate that the water injection
the switch are located on the
left pilot instrument board.
controlled by the pilot by operating the \VATER INJECTION
on, the voltage is applied to the `fl-5 actuator which
opens the solenoid-operated valve (the inner rod of the ;fill-5 actuator is drawn up).
In this case coypressed air from the tenth stage of the compressor is supplied to
the a;r chamber of the water tank forcing the water out of the tank through the
filter and non-return valve into the manifold, where"rom the water is delivered
through eight injectors to the 'inlet of the engine.
Ar the pressure in the manifold rises up to 2.6 atm, the pressure warning unit,
type CiY5A-2.6, supplies a signal to the warning lamps loca;ed in the pilot
cabin (the signal is supplied approximately 6 or 3 sec after placing the WATEt
INJECTION :,witch at the ON position).
B. yzte. ,Fil1ini
1. The mater injection system tanks are filled up with distilled or chemically
cleaned (deionized) water obtained by treating common running or river water in
evaporation or ion-exchange installations. '
2. The water must be poured into the tank of 35 lit in capacity through the
filler. Prior to opening the cap make sure that the filler is clean.
3. Filling up of the water tank (33 litres before the engine ground test and at
least 30 litres before the take-off) is checked against the dip-stick divisions.
4. The system is emptied by means of the dump valve incorporated iz, the bottoir.
portion of the water tank.
After dumping the water the dump valve must be closed and looked.
J
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 the instrumsent:.panel of the lei!t pilot incorporates:
actuate the ! ter ixt3ectiori system :and. to ehe:ck it hr: pr
L
..a) twoo:grten :lamps . ndioating tie actuation of the'sys'tem;
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at the 0! poeitivu fdr: at let 5 mm.
~). cue snitch to control the solenoid?~operated.?valves of both systems.
l-
The warning lams receive si . a .s: from p!essare warning units OfY5A2.6
mounted.
oxi: the. air intake iframes. Thishappens when the. pressure of 2.6.atm is built up in
tie manifold (approximately 6 to 8 sec :after placing the WATER .NJEC;TION switch
? Page 48. Place the following 5.eotion
beforee the "CLIMBING" ?Section:
1., If the .ta3~ia?:ofx is aaooarplished with.tba .engine operating in conjunction
with the limit temperature regulator' and inadvertent sharp inorease of power . (Ptgm)..
and fuel pressure (Pf) takes place, out of~ the. limit temperature regulator system
acid retard the throttle of the critical engine till its Ptgm.corresponds 'to that o$,
the :engine syma4etxieally disposed. -
2 In case. when. the IIPP SYSTEM PAILED warning lamp comes on disconnect the
emptied system is not to be (tiled ;up With water anew, :blow out the
system of the respective engine. .
3. When the engine parameters (Ptgm anfl P) inadvertently rise . or drop sharply,
or start fluctuating with the U FT SYSTEM FAILED warning lamp being dead, disoon...
"sect theni'I system of the critical engine. In so doing, the engine parameters
should: stop: fluctuating.
40 After disoozineotion of the I1PT system check the engine operation by referring
to the turbine outlet: gas temperature gauge and avoiding an increase of. t:ie turbine
outlet gas temperature over the values specified in the Service Manual.
? ? 5.. If the IIPT ' ;system of one e;agine fails and the by-pass needle is jammed . '
in the full open position, a certain asymmetry of thrust will arise, which may he
easily counteracted by the aircraft controls. In such oases the takeoff and land nj~
should be performed in oomplianoe with, the "Ai-24 Aircraft Plight Manual".
Page 62(left..hand column). Replaoe the text in Item. "Permissible Turbine?Outlet.
Gae.:T.mper*tures "by the following;
Turbiiie? outlet. gas `temperature, ?C, should not exceed:'
at take`?off rating ......?:. when th th ISA, in oomplianoe with the
furnished chart :
When th maximum permi:anible ,
turbine outlet g$s.temperature .drops by 3?G
with reduction of tbelow ,the etandard.value by
a) i'or ?,all airlields
.? 021* degjaee
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- during engine ground test
at nominal rating and below ..... in compliance with the furnished chart
b) in flight at an altitude up
to 1000 m ....................... in compliance with the, furnished ohart
(Fig. 24a)
Page 68 (left-hand column). Add the
following text as the first Item of
CAUTION below: .
1. If during engine starting the turbine outlet gas temperature reaches 760?C
fora time period of not more than 5 sea, the engine may be kept in service only
after inspecting through the tail pipe LF blades of the turbine third stage and the
third-stage nozzle diaphragm vanes. Ir6 this case a record should be made in the
engine Service Log concerning the amount and duration of overtemperature and the
results of inspection (nicks, cracks, and thin coat of metal on the blades are not.
permissible).
If the duration of overtemperature (760?C) exceeds 5 sec or it the temperature
surge is in excecs of 760?C, the engine should be removed from the aircraft and
transferred for repair.
Add the following text
as the third Item of the CAUTION:
3. Do not shift the ENGII(L SELECTION switch to the other engine position before
the engine under starting develops the idling speed.
In case of abortive startinG,when fuel in the engine has failed to be ignited,
repeat starting only after blowing out the engine flow path by cold cranking the
engine from the starter-generator for a time period of 35 seoo
Page 69, Replace Pig.25 by engine pre-
flight ground test chart furnished in
the Supplement.
Page 70. Replace the text
of Items 4-10 by the following:
4.) Check the operation of the fFT-24A system by means of checking switch plaoed
in position 240 at an ambient temperature below 0?C or in position 360 at an ambient
temperature above zero.
To this end proceed as follows:
a) make sure that the propeller hydraulic lock switch is placed at the UNLOCKED
position;
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-.35-
r~ ' r C fi ~ e y" ~`'^ t t^ J
,}~ ! t
a y :if ~~
1 ~ .s t l ~ .. r) r t s
p t`' l:s t
+. ....?-.___:
p..; f?jf:4::j:..t(::j'
`,M ff~4" t Jr if ff C"i ~' - f f ! Y F
t
k 4 Y
?
n
.
S ! !
a
p> h s
r
s
! r La u s ~
t 7 litr , st
J P 1 Y , 1111+ Elf
i
;
W t f 4 t
}~ :
,`4ii
.If
~ithti 1f
?~ T J f
~, ,
;1 PR a71 f~
~f ~.
...;::; . . _____
- " -..
!kJJ
-.
.
-
I
lrli ill I-- of VPr '( r'mal)
?1 7T?'" -I....
......
..
..v
.. is ~
-
-
J
hft iiki
. .
E!! -r i
.'
..
. . ,.
.:
4J ; ;
Iif
I
: !
L
t
. . .
::
:
tit:i :
-11iI
t
-
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:::::::::
::
i
:::;j
ltitude, f1
o
os
io
is
p
,s'
,o
5
6,o
m~~
i~m ri sv:alble~~:
~
r
i
-_.-~. te a t drlr~ral ra r
,'
43)'
.+
429
temper aturen,' a~ri~ b
x rrarir tal 'r tin
525
5i8
2
50
5
9f
9i
4
483
483
S1
y
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-'36--
-e.radwalQ fO a(U1
-..lI1-r di~~ ucuc..
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..
l
; P
pau&fl?n+.2.a$? 01 SZlS
auEgarn3 X41 i ojji o?)
u w& ue n S$al you . si,
JO, aw.i,L .O-' 5?
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-37-
b) ehitt the sagtz control 1s sz 'to the position st rhioh this turbine or4t1et
gala tSatpexatu a equals tbe,
te~pet, of , *b.QkIVj paint 240 or 360; ....
a) depress the oh cirg aw ttah sad. asooth1y ehllt tbM ngiaeoon'rO1 lever
10 ? 150, ao indioated by. the Teeloontroi 1v*r pbettion iaftostox, teia h*r .
ratiivg. hake sore that the turbine outlet. Sae t ereture doee sot iao'usie s d
there is .no riee, of i'uok p~eeeuse 3n. the again bur'a. In this osee the toltarter
of potentiometer 1M??24J1 should Z'ead poeitive voltage.
Thie teetii'tee to noraaal operation of the ILPT4. eyetem.
s In oaee at decrease (deer see).. of aotuai due of temperature iicait at the
maacfaaum rating the temperature of ohea]ciag pointe 240 and 360 inoreaaes
(decreaeec)' by the same valum.
u) Cheok the operation..o 'thm f i,a$ aontrol? e~etem by fining-off the
propeller,' for !hioh parrpoee prooeed as to1lowa:
a) make mire that the propeller loek ewitoh ie placed at the UNioc i poeitiosa
(pressure imdioati '
ng 1seeps of . the fiftg' p~ and 3dW piton' oha~ele ere 0A);
b) briefly depress (0.2 '.. 0.3 eeo). and releaee the PII GIIP0Py' button. The
revolutions will drop by 1.5 ? 2! below the rated vslaec a d' t su will restore to
the initial value, which testifies to proper operation of the p'opeller.finin..off
system.
C. UTXON. When oheokiog the feartbeying control eyetem by fiaing?.off the propeller
do not allow the engine speed to drop below nt 14650 r.p.m. (96.5%),
Otherwise it may result.in a sharp increase of turbine outlet gas tempera-
ture and in engine surging.
6) Cheok the propeller eutoiantio feathering eyetew for doper operation with
regard to torque, for which purpose: .
a) establish 0.7 normal power rating;
.b) make sure that the propeller, look switoh is p19oed at the UNLOCKED peeition
(pressure indicating lamps of the fized pitch and low pitch ohannele are 01~);
t
torque;
d) ~'e the engine control lever to idle setting (dg = 0? as registered by
the YTLP ) . .
When torquemeter oil pressure drops below 1OQO.5'kg/sq.ow, the feathering signal
lamp will go on to indicate that the feathering pump and timer are operating. The
propeller blades turn to an angle of minimum resistance to rotation w? and the
engine goes on running at idling rating.
In 12 sec the feathering system timer will disoonneot the feathering pump
electric motor and the propeller feathering signal lamp will die out;
Note: To reduce the 'operating time of the feathers
. ' may be briefly pulled out and released. gyp' the feathering button
. e) when checking of the automatic feathering' system. le over, whioh is indioated
by going out of the feathering signal lamp, turn ot:tbe eeitoh for obeoking propel..
ler automatic feathering with regard to torque:,
7?) Check the'operatiou of the propeller antoie: feathering myetem tranemitter
and eig~3 ing system with regard to the h+gati~ve trust, proceeding as follows:
a) adjust the engine operation to idling rating (a'e 0?);
b) plane tiie propellefi Zook efritch at the LOCKED position; ? . .
p) turn on the ? swi,toh for oheoic
propeller automatio feathering?wit1 regard to
negative thrust. get~biljof the .i tomatio feathering negative tbrmet tram..
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"1 '
urn on switch for cheoking propeller automatio`fe'ering with reg'd to
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i;.
-37-,
b) shift the a ins oant~rol 1s,sz to tie position st rhioa the t?We!~1n. outlet
gas te*Iperatupe egt*ls the t+esp rat . of .' oheokiag PGin! 240 or 360; ....-
e) :depress the o cirrg sw lch aad r oath1y shptth e:Ooa ral.lever b
.o - 150, ao. indlvated by the feel oontrol l*rer
position indioatox, tawnprds err
rating. like sure that the turbine outlet. a t peretare does aot i>o'*'esee std
there. is no rise. of fusl pee a in the actin buz*Mb'e. In this ease the toltwter
of potentioreter 1M..24t should read positive voltage.
This teetiiie,a to n rmal operation of the 1YPT?e24A eyetem.
des :In oaee of .iucr.'atse (deereaee) of motuel wllue of temperature limit at the
m um rating the temperature of obep]~i points 240 and 360 inoreaces
(deoreaeee). by the same value. .
Check tiie operation..of the f~tc iad oontrol? system by fining.off the
propeller, for wliieh purpoee proceed as to11owa:
. a) make mire that the propeller' leek ewitoh ire placed at the. Wl10CEED position
(pressure indicating.
lamps of . the itftg'~ and low pitoh'oheeuieis are 0R);
b) briefly depress (0.2 . 0.3 see) and releaee the p'14GI.0FP button. The
revolutions will drop by 1.5..2% below the rated values and`then Will restore to
the initial value, whioh testifies to proper operation of tRe propeller.fining-off
system.
CAUTION. When oheoking tha feM her1ng control eystem by fintng??off the propeller
do not allow the engine speed to drop below nt 14650 r.p.m. (96.5%).
Otherwise it may reeuit.in a sharp inoreaee of turbine outlet gas tempera-
tUre and in engine surging.
6) Cheok the propeller automrntio feathering system for rnoper operstion with
regard to torque, for which purpose; ? .
a) establish 0.7 normal power rating; .
. b) make sure that the propeller look ewitoh is placed at the U1L0CJED )sition
(pressure indicating lamps of the filed pitoh and low pitch ohaneele are Op);
o) turn on switch for checking propeller automatie*theriag with regar . d to
torque; .
d) ieo,e the engine control lever to idle setting'(a z Oo as registered by
the YTpT).
When torquemeter oil pressure drops below 10?0.5'kg/sq.ow, the feathering signed
lamp will go on to indicate that the feathering pump and timer are operating. The
propeller blades turn to an angle of minimum resistance to rotation qo and the
engine goes on running at idling rating.
In 12 sec the feathering system timer will disconnect the feathering pump
electric motor and the propeller feathering signal lamp will die out;
No: To reduoe the 'operating time of the feathers
. . may be briefly pulled out and released, gyp' the feathering button
. e) when checking of the automatic feathery eysttm.is over, whioh is indioated
by going out of the feathering signal lamp, turn ot.t;e sxitoh for ok,eoking propel..
ler automatic feathering with regard to torque:,
. . 7) Check the operation of the propeller 'st tos~ietio festhering eyetea transmitter
and eignal~ing system with regard to the hgative`tbuet, proceeding as folloae:
a) adjust the engine operation to idling rating (d8 do);
b) plaoe tl)e propeller look ewitoh at the LOCKED position;? . V
o) turn on the switch for oheolr
. propeller sutOmatia feathering with regard to
negative thrust, ge ioesbi]3tjr of the .iitomatio feathering negative tbruat tran,~.
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mitter i.s.to be checked by burning of the signal lamp whioh indiontes the operrLtittn
of, the automatic feathering transmitters. The propeller will not be feathered, u~r
the engine control lever is placed at c(< 26?20;
d) turn off the switch for ohecking the automatio feathering System with regnrd ;
to negative thrust. In so doing, the signal lamp of automatic feathering; trintuutt..
ters should go out.
CAUPION. a) Switch for cheoking the automatic feathering system with reguxd to
negative thrust should be always in the OFF position except when oheokint;
the operation of this system. The signal lamp of automatio feathering with
retard to negative thrust should not burn at the engine operating ratint:L.
b) During starting and stopping the engine the signal lamp of the
automatic feathering system transmitters should burn(the oil pressure in
the control channel is below 2,5 kg/sq.om).
. 8) Check the engine or proper operation at transient ratings by ohanging; the
engine control lever over from idling rating to the normal one and then to the
take-off rating position with the propeller lock switch at the LOCKED position.
Vflien the engine is running at the take-off rating, pressure Ftgm should equal
88+1' kg/sq.cm under limited power conditions and it should be less than
88kg/sq.cm when the turbine outlet gas temperature i limited.
If the water 1njeot1on system is supposed to be employed, it should be tented
at the take-off rating,
The water injection system is actuated during take-off with the engines runn1n
at limited exhaust ga temperature rating (i.e. at reduced take-off power clue to
reduction of fuel flow effected by the APT-24 limit temperature regulator).
Table 1 contains the values of th and Ph at whioh the A4-24 engine atartr.
operating at the take-off rating with limitation of exhaust as temperature.
T.ahle
th? 0~
+20
+21.5
,+23
+24.5
+26
+27
Ptit, mm Jig 720
730 740
750
7iO
770
Table 2 contains the values of th and Ph at which the engine power it rentorr;d
with the use of water injection system.
th~ ~
+38
+4O
+42
+tcG
+q5
Ph, mm IIt;
720 J
730
7h0
750
?60
The operation of the water injeotion nyctem iR oheoked as follow,
1) place the propeller stop seleotor at the ON ;TOP position and shift the
engine power control to the TAKE-0+2 position (at the TAKE-OP? rating oil prennurr~
Ptgm in the engine should equal 88 1 kg/sq.om when power ifs llrited, and it should
be below 88kg/sq.?m when temperature is restricted);
2) place the WATER INJECTION switch at the ON position, In 6 car 8 sea tr:e
warning lamps will come on and the engine parameters will change ac fol,lown;
a) when the engine operates at the take-off rating limited with regard to t9:n
torque (at aotual th and Ph less than the values specified in Tazble 1);
after the water injection system le put into operation9 the engine gnen ~n
running with limited torque (Ptgm 88+1 kg/eq.om) and turbin. outlet gay; ue~a rem.
ture reduced by 50 m 60?C;
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b wi,et1:e. engine operatei nt t ~- { r vitn~; It tteti wit'i ?e} &t?1i
turbine outlet gas teri~e.r :tune t ao to l th and : h ax~~i t d #t,?;e & :
in Ta';1e l Lout .ot bve.r.tvalues given to T:tb1e 2:
M .siter the wat u' itijevt.ion syntenl is p'~t into opernt i Ufa, t'.;e rr:rt ttt the
torquen:eter system ri e$ up to 8 1 icgir?q.am,'i.o: 4?e Pf(? ^t.rt,, rt;tt;11fi;
rati.ug with limited torgke; .
C) when the eni:te dpera'ter., at t2i+t takeNofi rating l.i ~itr i with re u?d hi
turbine outlet gam to>nperature at actual tjs and Ph ~vxceed the valuer: t:l,x t f e~1
in Table 2: '
after the eater injection system is put into opertiou ttto engi:no *?.11
operat'irig with limited turbine outlet t;,1s ternp.erature ad rile prrrt:nure tta t'ib
torqueeter syste;i increased by 15 ? 18 kg/rq.om;
L; cte: Glowing of the warninj 1a,nps testifies to opening, or. t13e wrttr~r 1uet tcn
system :oleno,d-operated valves, provided that i'ot'.t witer rand ir arcs
supplied to the pressure niatti,told. Hence, the pre:.enc.o of wcitur r~tirt l~n
checked by re.ferr.int; both to the roadin;s of the torruo,natc'r (1' ) tun
3
the turbine outlet as temperature gauge (t6*). 4( make certain that the water injection cystcin i ; properly runottoninz,, wl.lot;
is judged of by the restoration or increase of pro ;sure Ptgm or by tho duor0tirn c,t
the turbine outlet gas teriperature, depending on the operating conditions. Actor
this shift the ti'iATl;it INJ2CTION switch to the OFP po~itloa. In no doing, the wr:rnlug
lauips will go out;
the time period allotted for checking the operation of the water injection
system should not exoeed 15 ceo counting from cutting in up to turning; out thr.
' ATEii I ~JI CTION switch.
8) Check the operation of the propeller hydraulic stop, prooeedint; 7n !'ollowr;
a) having completed the checking operations presoribed in the previout~ 1t1:,
shift the engine control lever to 0.6 normal power rating position;
b) smoothly retard the engine control lover till the engine rotor npri dreip
from nt = 15100?150 r.p.m. (99.5 - 100.5) to nt = 14900 r.p.cn. (97.5T)? ''+rir~ ctono,
place the propeller lock cwitoh at the UNLOC}:LU position. In thin oar:ci tho o:i;;1r
rotor should restore the controllable (rated) speed.
10) Check the engine acceleration, for which purpone:
a) set the engine control lever in the idling rating position (rya p Oo);
b) place the propeller lock switch at the LOCKED position;
c) uhit the engine control lever from the idling to the take-ofr rating pc7rt-
tion for a time period of 1.5 or 2 sec. The engine should gain the take-cfr
revolutions not later than after 20 sec (to be determined by fuel pressure in thr;
main burners);
d) allow the engine to run at the take-off rating for 10-15 neo, place the
propeller lock switoh at the U?TLOCKED position, and shift the engine control 1fvr::
to the idling rating position for a time period of 1.5 - 2 neo (d~ 00). Tier, 'Arai iy~v
should smoothly decelerate to the idling rating r.p.m.
J
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page 05. geotion 6 "4iT Conditioning.
S7etea" ie to be replaoSd by the follow..
ing taut: .. ..
6. AIR CC~fDITIG 3Y5T
. The prinoipal parameters of the preseurised osbin at*oiplti*r'saoh as bareetrio
oabin altitude, pressure differential, cabin prUsure rate oi` *ange, 4eihlrratnr!
and flow o! air supplied into the cabin, and cabin air tcwtture should be
oonstantly checked by the ore1 oembers in flight. ,
Prior to starting the engines the copilot should aeake sure that sll the high
altitude equipment circuit breakers are turned. on, the lrgtne sir bleed syeteTu Ii
diaoonneoted, the pointer of the PRBSSURIZATIOR START scale of the 2077 oos+r-nd,
instrument reads the pressure which is by 45 ers Ng below the pareaaloire at the . air-:
field avid the pointer o! the SURPLUS pBESSUBE scale reads 0.3 kg/eq.aw.
. Use of Air Conditioning $Y5tS in.Hot. Gaon
After starting. and warmingrup the engines, proosed as followe: .
1.. Depress the cabin air temperature adaustaent swritobes to the COLD position
for 35 ? 4O eec. ' ,
2. Turn on the turbocoolars. .
3. Place the ewitoh which oontrols air supply to the u it air duots at the
TO DUCTS position.
4. Periodically depress the air flow rate ao*trol switch to the OPEN position
to inorease the rate of air flow to 3.5 unite as oheeked against the air flow ?;
indio:-tors of the right-hand and left-hand air oonditioning systems. In so doing,'
avoid sharp inorease o! pressure in the cabin (the rate of cabin altitu p, variation
should not exceed 3 m/seo?as oheoked against the cabin rste-ot climb indiaator):
"ptessl. To rapidly obtsin comfortable air oonditione in the e$bi*e,.svitoh on
. the air oonditioning system immediately after engine starting and ,
warming-up. . . .
2. Air bleeding from the engines may be effeoted at all ratings except
the taka~?off one. .
. 5. After taxiing to the start line (before tskin&?o!f) disoosoeot the engine
sir bleed systea without obanging the position of the .itohes whiob ae.intended
for ae3usting the temperature of the air supplied to the babies a*d? tht tarbooooler
switches. .
6. Altar takirg-of, when the engines ark s1ew$ doiro to the epeed below the
takeoff one, periodioally depress t$e'aettobee,to the OflJ poeitiean to oonueot.the
air bleed system and inorease the air flow to the wslus (the valves suet be
fully open). When connoting the engine sir Meld *yster, oM tbbt the rats of
Woabine altitude variation doss t a ored ) Woad, es es*Sd bl *1 cabin sati?of?
oli*b? iaodioator. T
7;. La. the twpe:eatnre inn the psssenger eabin a 18. 22?C, s i S. the str
supply aye: ice for psaala br plaaiaa the ss1rsrserr .i*ieh lour TO tCTS t? poeitira
fO PAILS. ;
If i? t t aouree of Right t s a Iro !~ 'Mrwr s r.,Ot .: le ' f?C,
diasoa st t a t z booDoIm * a rtta : S S at Ibb, !leer. ef.:3J. &#a as
oh okS4 b7 the air the ii I? oo~I:... : . .
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. Lttw
8. PprthOr adiueta ut of the cabin air tempwacatere,ie acoonpliehed by increase
or deoreetee of the temperature of air supplied into the oabias from the air oondi.-
t ooing sYStee:. To . inoa'eaee the teasperatuce in the oabin the HOT COLD selector
should bs plaoed at the HOT position. To avoid ehazp increase of air leaperature
in the oabind, shift the ewitahes to tbe.HOT position by briefly depr'eeing them
?
for sever*l times
and watohiug '
..2TY3o1 temperature gauges. .
To reduce the air temperature, the HOT - COLD selector meet be placed at the
COLD position. If the tenPerattue drop ie not sufficient, the turboooolers may be
switched on. The necessity for turbooooler outtingiin may arise when the airoraft
deeoendei in hot season. .
In the crew oabin the air temperature may be. additionally. adjusted by varying
the rate of air flow supplied into the oabin from the pipelines which bring the
air to the oabin glasses and.to pilots and. radio-operator feet. The rate of air
flow is adjusted by? placing. the shutters to the OPEN or CLOSED position.
During the whole of the flight the rate of air flow in the cabin should be
maintained within 3.5 units as oheoked against the air flow indicators, ezoept at
the beginning of flight when the turboooolers are ewitohed on (see 'Item 6).
'9. Prior to desoendtng plaoe the pointer of the P$ESSt3RIZATION STARTING scale
of the 2077 commend instrument at the position oorreeponding to the actual pressure
?at the airfield of arrival.
. 10. Before landing ewitch off the engine air bleed system..
U. In case an ezee8eire preeeure is registered iu the oabin.after touchdown f
(as checked against the YBfA?:15 cabin altitude and pressure d1Yferential gauge), !
;switoh on the emergency preeaure.relief valve or open the sliding window of the
crew oabin.
12. When flying at altitudes above 2700 3000 m, an exoeesive pressure of
0.30.02 kg/sq.om ie automatically maintained is the oabin (as measured by the
YBf ~15 gauge). In this came at the flight altitude of 6000 in the "oabin" altitude
will be equal to 2200 ? 2400 in.. .
. ee of .M Cg it i g S et m in Co a n
After.etarting and warmingd.up.the engines, prooeed as followe:
1. Switch off the turboooolers.
2. Depreae,the awitohee which oontrol the temperature of air supplied into the
cabins into the COLD position for 35 v 40 eec.
3? Plaoe the switch which oontrole air supply to the upper ducts to position
TO PANELS.
4. Connect the engine air bleed system and adjust the rate of air flow to
3.5 units as checked, against the sir.ilow iadieators. When doing tbie, avoid an
increase of the rate of "oabin" altitude obsu~e over 3 m/sec. .
5. Operate the HOT COLA switches to wd juit. the tsa srstsre of the supplied:
air to. 80 ? 100?C. Aa the a!r temperature in the oabin reaebea 16 220C, reduoe
the teap*rature of the,eupplied,air to the Tra~u3xyd de,$e.
L
: ? Never inoa~eawr tbi' sn: $ied ai= tprr. .+rirer 110oC.
6JSter taaiiz~g to the , start . lire (bet.. tiik1n aft) dise.maeot tb. engine air
bleed eyatem wttaont ahgiv tha pasitioa OS he `e witebes t~toh eipet!pl the
taipara of air mz ] ied iate. !fie saber.
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7. After tstia{yotf,' w.s tb ro*iser az. .1..d deed to .pied belon . the tako?
of GM, ooem*et the eag1ae air blued ,.ryata *ad adlnet the Sts of air ton to
3.s matte u obaobed bj the air' flow .ladiostc s.
. 8. $5 t tmP!, !s the oa~iae is sdjiuted by tl 7taj the 'tirpO I$re of
sxr supohod into the osbins late Its 8 a the pt,vious Seobioa).
9. tbsa water oeedemratioa 01' lhiiealag oeoeore oa the .1*terasl serf a?s of the
orew osbin glasses, awttob on thr rir sapply to the osbia g1ssrn by.p1soing the
velvee eiteatei ou the rtght.ba s snd 3*ft:bsn6 sloes of ?tbi em oabta at the
OPEN poeition.
The tUperattze of air is the cr w osbin ie oheoked sgainet the TB?45.teapera..
tune gauge iu$taued on the sight-hwd board of the inE 'aent panel. . .
: !ben exitohiAg oa the d..1o1nngg system at altitudee of from 0 to 3000 m.,
the .sir bleed for the sir oonditioning syrter.ehould be reduced to 2
units as checked against the.air flow iadimatora. :
Pilots P?br-ionr is Crib l t a Of ?light
1. In the. event of eagina fir! the air bleed eyetes of that engine should be
immediately disconnected. ..
2. In case of smoke or unpleasant emell in the oabin disoonneot the engine air
bleed systems and descend to an altitude of 3000 a.
3. If the surplus pressure in the eabin.exoeede 0.345 kg/eq.om (as ohecked
against the YBflf-15 gauge), which may be caused by failure of the preeeure.
controllers and safety valves,.prooeed as tollowa:
a) switch on the eaergenoy pressure relief syeta;
b) dieoonneot the engine sir bleed eysteae;
o) descend to an altitude of 3000 m.
4. rf one of the engines tails and the need for the de?.ioing system still etietc,
reduce the amount of air bled from the operating engine ao that the rate of *Sr flow
does not exceed 2 units as measured by the air flow indicator.
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8UpD1ement N3
IISTRUCTI0N
for interchangeability of fuels and lubricants used in the
Soviet Union and :foreign countries for Afl-24 aircraft
operating a international airlines.
I. Oil,fuel and hydraulic-fluids filling is carried out in accordance
with At -'24 Technical Service Manual.
2. The main fuels for Aft-24 turboprop aircraft are T-I(VOCT4b8-49)
and, PC-I(rOCT `7I49-54) ;they may be replaced by such fuels as JP-I, having
freezing temperature - 60?C and fuel ATK With freezing temperature - 50?C,
used in the foreign countries.
3. In case JP-.I and ATg fuels are not available and the aerodrome
temperature is not less than - IOC, the JP-IB fuel with freezing temperature
- 40?C may be used.
4. When fuelling the fr 24 . plane with AR-24 engines
at foreign country airports the following fuel replaoements are allowed:
Item Denomi- Denomi- Main
Nos. nation nation oil
of of
air- engine
czait
L
Soviet Union England USA
'Kind
of rocT
oil
75% of 75% of
transformer transformer
oil or 1g-8. oil or Mg-8
and"25% and 25%
MG-2O or MC-20. or
MK-22 1$-22
Sind Specifi- Kind Specifi'-
of cation . of cation
oil oil
75% DEng RD 75% Mil-o-
-2490 (turbo- (kind -60818.
and oil -3) 1010) Mil-Z-
25% DEng RD 25% -6082B
-2472 kind (kind
B/0 1100)
5. For hydraulic system of the AH-?4 aircraft the hydraulic
fluid AMr-IO(rocT-6794-53) is applied; at airports in foreign countries
it may be replaced by "Aeroshell fluid -4"; which is standard fuel but in
different countries i.s specified as follows: .
England USA ? Canada France NATO denomi- International
. nation denomination
DTD.-585 3GP-26A F-H5-'I 11-515 ,OM-15
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-4"-'
Dydraulic fluida A1F-10
.fn any proportions.
2 -
are homogenuous and can be aixed
. 6. For oxygen reducer and air feed systems uuAT M - 22I( I'OCT
9433.6A) grease is.applied, which can be replaced in foreign counties
by:
Denomination of fuels used in
foreign countries
Aeroshell Grease 6-I4-yB and
MC-33, MC-44,Nebula
Company
Shell England
Dow Corning Corp.,USA
7. For control mechanisms and antifriction bearing [ T64M-2Oi
(I'OI;T 6267-59 pease is applied, which can be replaced by following greases in
foreign countries airports:
Denomination of greases used
in foreign countries
Aeroshell Grease I DTD-$66
Aeroshell Grease 4 DTD-825A
MIL-G-327 BA
Aeroshell Grease II DTD-825A
Texaco Low Temperature
Grease 1890, -HCX-169
Gargoyle Grease AA
Company
Shell England
Shell England
USA
Shell England
Texas Oil Co
USA
Socony Vacuum USA Co
8. For wing clamp recesses sealing AMC-1'OCT C7I2-5c) grease
is applied, which may be replaced in foreign countries by:
Denomination of greases used
in foreign countries
- Aeroshell Grease 2 DTD 900/4268
- 3DTD 900/4265 Shell Mytilus
Shell England
9. For landing gear wheel bearings lubrication HX-50 (I'UC'T
5573-50)
grease is applied, which can be replaced in foreign countries by:
Denomination of greases used
in foreign countries
- Aeroshell Grease 7
DTD 844A
Company
Caapany
Shell England
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s
s
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-2-
8. Texxagecaoe oaxca~te x ag-
CTpyaWUI no MoHTasy, sxcnaLy-
aTai a xpaaeawo Tpexpas ao-
ro C$8XPOUHOro reaepaTopa
I'O1Gn~I8wI'0 TOxa THna I
9. Texaagecxoe on caaae a aa-
CTp no UoRTaA7, axcnxy-
aTaJ a xpaaea~o nacre, w sa-
nycga ATL 277
I0. Texaagecxoe onacaa$e a aa-
CTp IIo U0aTaa7 ,9xcnay-
araP H xpaaea xopodox
a pert' po~aaaa
II TexaageCKOe oAacaage a aa-
CTWKU no ~oaTaay H 9aCILI7-
aTaJIi a,pel[oaTy a xpaaeaau xo-
uparpawwaoro xexaaasua
.g
I
I
I
I
I2, Tezaagecaoe onacaage a aa~
cTpyaIIa IIo ~aaT3R7, sxcnay-
aTaawa i x aena npeoapasoBa-
aea : 110-750-IL cepai i
I3. Il pasoiaTesb IlT-I000I I
Texxagecxoe oAa-
caaae a axcTpyx-
wia no axcnxyaTa-
uaa.
14. II pasoBaseab UT-I25Ii
cepaw
15. ~paaricze npar yxq~a sa
CBHRUOBwt clx ear
aE1(yy1IAr0pRim[ 6asapeaua I
I
I6. ~~Op IIOCTOH~DI`tl TORE
I7. aaCTpyaIINSI IIo aacTpoixe
aBT0I T0B odorpeBa CTe$ox
AOC-SIY na cauoaeTax ,,T II
g LII,24
I
18. IIaaeab saaycxa T oreaepa-
TopaoH 7CTaROBRa T-I6A I
lpa?xoe Texua.
gecxoe oAacaxue.
Texxxgecxoe onxca-
sae a swieTxa no
sxcnxyaTauaa.
Texaagecxoe
onacaua e.
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3
I 2
19. CTapTep-reaeparopIi CTP I8~II
Z-I cepas.
20. SaeKeuKocTwuI TonLIP ovep
C~
I
Texuw'i ecxoe
onxcaaae a
$UCTpl no
9EcILIyaTaILww
x peMoaTy
I OnMCaaxe 8
agcTpjxuK$I no
9xc1LLy8TaIWW H
Texaagecxoir
o6cBaaio.
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0 rI icb
HaMMeHoBaaxe
nII
I 2
TexgHgecxoK AoxyMeHTauMH 3JIexT oobopy~oBaHxu
it-BO
3
Axc epeHuxaJlbQHe MHHxMaJIb-
we pe,ie ,n,MP-4OOT x AMP--600T
n cepu 1
2. ABTOMaTU 3all MTU CeTH A311-8M
x A31143M-11 cepxx I
3. TexFm ecxoe onKcaxxe x MH-
CTpyxuxA 110 MOHTa]Ey,3KcnJIy-
aTauxaaxpaHeHxio,peMoHTy H
xacTpoHice per isiTopa HanpA-
iegig PH-ooO-[L cepxx I
4. TeXHxgeCxoe onxcafxe H HH-
CTpyxuMA no MUUTaxy H Ha-
cTpoL4xe pperyJI Topa HanpAie-
HxA PH-I80-- II cePi.
5. Texuxgecxoe oaxcaKxe x HH-
CTpyxuxA 110 MouTaIy, 3KCIIJIy- I
aTauxx H xpauemw 3JIeKTp o -
MexaHxsMa THna 1tII-IOOM-A cepH~i
6. Texuxgecxoe oaxcaHHe H
CTpyKI H$I 110 MOHTa~y, 3xcnJly-
aTaiua H xpaueHiw 3JieKTpo
Mexari3ia Tuna M31t-2-H cep. I
?. 3JIexTpoMexaHH3M Mn-5 I
IIpMMeT1 axxe
TexHxgecxoe oriHCa-
Hxe H yxa3aHH5E 110
3xcnJIyaTauxx H pe-
MOHTy.
TexriHgecxoe ornxca-
HHe H yxa3aHxn no
3xcfJtyaTaWfM x pe-
MOHTy c rrpHJloeHxeM
1CM. B ROHIje ICHMFH.
Texuxgecxoe onKca-
m e x HHCTpyxuwR
no 3xc1IJlyaTauxH H
peMoaTy 3JtexTpo-
MexaHx3Ma MII-5.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
-2-.
8. Textn ecxoe omicaaie H xa-
CTpyxiIM$I no UoaTaxy,sxcnIy-
aTauR x xpaaexxn TpexasKO-
ro cxaxpoaaoro reaepaTopa
nepeueaioro Toxa mrza
I'016I R8
xa-
Texaiecxoe o11xcaaxe It
CTp7HlUI$I 110 MORTaxy, 3RCIIJiy-
aTa' w aeaxu naae,ni sa-
CBa &I1J-27
I0. Texaxtiecxoe onncaaxe x xa-
CTpyRIWSI 110 MORTasy, 9RCrIhIy-
3TaI___ I xpaaeaiI KOpOOOK
~~euIA It perypoBaar~
II TexagecRoe ongcaaie g xR-
CTp7KUx uo 0RTax7 H slcrIiy-
aT ,peuoaTy It xpaaeau xo-
anporp~oro itexaaxsua
I2. Texa~ecxoe onicarme It KR-"
cTpyicuis no osTazy,sgcnxy-
aTay I xpaaeni upeoa OPa-
Tez rwa il4-750-II ce
p
I
llpeo6pasoPareLb llT-IOOOi I
14. llpeoOpa3oBaTe~ OT-125i1
U cepix
paTx$e xaa yxo~a sa
CBIRI0Btiat cyxosapsiieag
axscy~y~TOpat 6a?apes
I6. I'eaeeppaaTop nocTos;9aoro Toxa
rC-24A
17. 1IRcrpyxUWI 110 RaCTpo~xe
aBTO aTOB oborpeBa cTeaox
AOC-81M as cauoxeTax T,TJI
x A J1.-24
Texax~ecicoe o11x-
ca;rxe x xacTpyx-
u(S 10 3xcrzJzyaTa-
uxx.
iCpaTxo e T ex aw-
I ~ecxoe ozzxcam!e.
Texaxgecxoe orzHca-
axe 8 saMeTxx 10
sxcrz.I Tauxx.
18. IIaaeILb 3aI17CRa T oreaepa- Texax~ecxoe
a
opao ycTaoPRi IT-16A I orzxcaax e.
T
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
- 3 -
I 2
(9. Czaptep-reaeparopu CTI'-I8TbU
2-i cepw.
20. Ca~sp?ewtocTSi Toa~ouep
3 37706 .
3
Texawiecxoe
oimCaaxe $
xacTpyRUHA 110
3ACIIU7aTau~
M peuoaTy
I 0 nnicaaxe H
HRCTpya1ta1 rro
9RCII~yaTaL~~ H
TexHM'ecxouy
o6c PauHD.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
)jHNEPEHHAJIbHbIE
MNHNMAJIbHbIE PEJIE
)jMP-400T
H IjMP-600T 2-fl ceprni
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
4H(PcPEPCHUHAJIbHb1E
MHHHMAJIbHbIE PEJIE
,IMP-400T
N 1IMP-600T 2-N cepHm
TEXHIHI4ECKOE OIIMCAHHE ICI YKA3AHvIR
IZO 9KCIIJIYATAL HH Iii PEMOHTY
DMP-400T AID D P--6OOT SERIES II
DIFFERENTIAL UNDERVOZTAQE RELAYS
TECHNICAL DESCRIPTION AND INSTRU-
CTION ON OPERATION AND MAINTENANCE*
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
I. HA3HALIEH14E
gHcpc epeHuHaJIbHo-MHHHMaJ1bHble pene UMP-400T H AMP-600T
2-I cepHH (cM. cpHr. 1, 2, 3 .H 4) npeAHa3Hatlexbl 2IJIA:
- aBToMaTHgecxoro HOgKJIIOgeHHx rexepaTopa, xorj[a ero Hanp 1-
)KeHHe npeBbllnae-r HanpH)xeHHe ceTH craMoJleTa Ha onpeAeJlexxylo
BeJIHUHHy;
~Hr. I. BHeujxHH BH.u AMP-4OOT.
- OTKJIIOZIeHHSI rexepaTopa OT ceTH npn HaJIHtluu onpejteJlexxoH
BeJIHtIHHbI 06paTHOro TOKa;
- npeAOTBpaIueHHH BKJIIO4eHH5I reHepaTopa B C2Tb C HenpaBHJib-
HOH 110JI5ipHOCTblo;
- CRrHajIH3a1HH BKJHOZIeHHH reHepaTOpa B CeTb;
- HeaBTOMaTHgecKOro (pytiHOro) BKJIIOtJeHHSI reHepaTopa B CeTb;
- CHFHaJIH3auHH 06pbIBa 4Hjtepa Me}Kj[y nJIIOCOBON KJIeMMOi
reHepaTopa H HaCTOHIuHMH peJfe.
Pejie AMP-400T npHMexaeTcH )V151 pa60TbI C reHepaTOpaMH Ii
cTapTep-reHepaTOpaM!H nOCTOHHHOFO TOKa HanpSDxeHHeM 28,58 H MOIu-
1543 3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
CxeMa pe.ne JJMP 1lperLycMaTpJIBaeT Taloice cnrxanH3aunIo o6
o6pbIBe 4 H.aepa B IIJIIOCOBOI3 ceTr reHepaTopa. B CJIy~Iae o6pblBa
QMf.riepa Me)KAy rexepaTopoM II ,1iMP no cepltecxoMy BHTKy He noTe-
yeT TOK, a no WyHTOB0i 06MOTKe ,LIP Ha4HHaeT npoTelcan TOK TaKoro
HanpaBJIeHn I, npH KoTOpOM 5IKOpeK nepe6pacblBaeTc5 B noJloxcexne
pa3MbIKaHHH KOHTaKTOB. KOHTaKTOp OTKJIIOgaeTCA H o6ecTognBaeT
o6MOTKy peJie TIKE22I1,LjT. PeJ1e cpa6aTblBaeT Ha OTKJIIOyeHIIe H
BKJIIO4aeT Uenb CHrHaJ1bHoI3 JlaMnogKH KreHepaTOp BbIK.rnogeH>>.
Pejie AMP Tai{tlce MoryT 6bITb HC'noJIb3OBaHbI H J1J151 BKJIIO~IeHH5i
reHepaTopa B KatIecTBe CTapTepa npH 3anyci e aBHa,gBHraTeJIR (c Hr. 7),
B 3TOM CJly~lae Hanp5iiKeHHe Ha 06MOTKy KOHTaKTOpa noaaeTCSi ~Iepe3
KJIeMMy A oT noCTopoHHero HCTO~iHHKa nHTaHHA. KOHTaKTOp 3aMbIKaeT
CBOH KOHTaKmI, noJIaeT Hanp5DKeHHe Ha SIKOpb reHepaTopa, KOTOpbIIi B
CHJIy o6paTHMOcTH 3JIeKTpHUeCKOI1 MaHIHHbI BKJIIOgaeTC5I AJISI pa6oTbI B
IcagecTBe cTapTepa.
B pa6oTe gene AMP-400T iI ,uMP-600T 2-fl cepHH 1CKJIIO4exbl
napa3JJTHble C'BB3H reHepaTopa c 6OpTOBOfI CeTb1O npH pa3OMKHym!x
KOHTaKTax KOHTaKTOpa 6J1aroJJap5I HaJIWIHIO peJle TKEIP2JLT, KOH-
T2KhI KOTOpOrO pa3MbIKaIoT uenll 06MOTOK KOHTaKTOpa, peJle
TI{E210JLT 'H ,uP npH HanpxxceHlill Ha reHepaTopa HHxce 12-
14 e.
I1plMelrelne B cxeMe peie TKE22II,uT uaeT B03M01CHOCTb o6ec-
nezlHTb HaJle>icHylo CHrHaJIH3auiilo BKJIIOtIeHH51 reHepaTopa B CeTb H
cHrxaJiH3auIIIo o6 o6phIBe 4 H,uepa MexK,riy pene ,uMP H nJuocoBoil
icrleMMoil reHepaTopa.
BcnoMoraTejlbHoe peme TKE210AT CJty}KHT JVIR 3awHTbI OT BKJIIO-
geHH5l B CeTb reHepaTopa c nepenyTaHHOH (06paTHoil) noJ1JpHOcm1o
ii 3aLu1JLuaeT o6MOTKy Juiikc epeHuIlaj1bHOro pe.ne OT neperpeBa, Korua
HanpHIKeHHe Ha Heil 6OJIbule 15 E.
PaccMoTpHM pa6oTy peJie ,I[MP npH cJie.riyKoluiix ycJIOBHRx:
1) npii nepenyrblBaHHH HoJ751pxoc'TH Ha KJIeMMaX reHepaTopa;
2) npii OTCVTCTBHH B CeTH JlpyrHX HCTOgHHKO.B nHTaHiJ5I;
3) npH BKJIIO'IeHHH reHepaTopa C npaBHJIbHofI noII5lpxocTblo B CeTb
C HenpaBHJIbHOIl fOJHIpHOCTbIo.
1. ECnn B CnJIy KaKHx-jH16o HpHTIHH reHepaTOp nMeeT HenpaBHJIb-
HVK) HOJI5IpHOcTb (nepe`IarHllgeH HJIH HenpaBHJIbHo BKJIIOUeH Ha CeTb),
TO npH BKJ OgeHHII py6IIJIbHHKa B pee CHauaJla 6yJZeT pa6oTaTb KaK
06bIgH0. lpH yBeJIII'4eHHH HanpN3KeHHSi Ha reHepaTope cpa6oTaeT
peJle iKE1P2,uT H 3aMKHeT CBOH KOHTaKTbI. Ha 06MOTKV peJie
TIKE210JJT B 3TOM c'Jly~lae 6yaeT no,!Iaxo Hanp DKeHHe, paBHoe cyMMe
HanpsDKeHH1l reHepaTopa (12-14e) H ceTH (24-30 a). 11pir noJuage
Taxoro CpaBHHTeJIbHO 6oJlbluoro Hanp51>KeHHSi (36-44 a) pene
TKE210,uT cpa6oTaeT euie 6bICTpee H pa30pBeT uenb 06MOTKH .LU44 -
c epeHuHaJIbHOro peJIe.
T
CJIH B MOMeHT BKJIIOIIeHHSI reHepaTopa C HenpaBHJlbHOil nons!p-
HOCTbIO KOHT1KTbI JjHc c epeHuHaJlbHoro peJie 6bIJr 3aMKHyTBI
10
Lt
11
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
(reHepaTop nepeA 3THM OTKJIJOgHJIH BpyHHylo), TO BO3MO}KHO KpaTKO-
BpeMeHHOe BKJIIO4eHHe_ I{OHTaKTopa, HO 3T0 He OIIacHO, Tax KaK ROB-
TaKTOp TT }Ke OTKJIIOt.JHTCH leT HOAaHo Ha o6MOTKy KOHTaKTOpa;
KOHTaKTop cpa6oTaeT H BKJIIOgIIT reHepaTop B CeTb, Pejle JUMP 6y1eT
OTKJlIogaTb reHepaTop OT CeTH B TOM CJ1y~Iae, KOJ7 a ero HanpR}KeHHe
CTaHOBHTC51 McHbnle Hanp5i}I{eHgA OTKJIIogeHM11 peJIe TKEIP2, T iinri
KOHTaKTopa.
Ec,nH KOHTaKmI peie ,lip HaxoJLHJIHcb B pa30MKHyToM noJIo}KeHHH
TO OHM 3aMKHyTCH BCJIeJjcTBMe Cpa6amJBaHIISi c e
, '
peJie, noCJre ger0 KOHTaKTOp TaK}Ke cpa6oTaeT H. BKUO9HT ireHep p
B CeTb,
baTOop
B yKa,3aHHOM CJIy4ae OJ!HOBpeMeHHO CO Cpa5aTbIBaHHeM JrM e-
pexullaJlbxoro peJie cpa6amrBaJlo peJre TKE210,flT. EcnH BpeMR ppa-
6aTbIBaHH11 peie TKE210AT 60ab111e BpeMexrr Cpa6amJBaHMx peie
,L1P, TO 3aMbIKaHrie KOHTaKTOB ,UP He fPOH3oeT, H pe,ne ,qMP He
BKJI109HT reHepaTop B CeTb. 3T0 CJre,LIyeT nOMHHTb npH npoBepKe pa-
6OTBI peJie ,MP, XOTSr TaxoN CJly~laN 6bIBaeT pe~Ko, TaK Kax BpeM51
Cpa6aTb1BaHMA peJle ,LP 6bIBaeT, KaK npaBHJIO, McHbiue BpeM2HM
cpa6aTbIBaHMH peJle TKE210,QT.
3. EcJiu rexepaTop MMeeT npaBMabxyr0 BOJISIPHOCTb, a CeTb - He-
npaBHJlbHylo, TO peJre ,L MP MO}KeT Cpa6oTaTb Ha BKJIIo'-IeHrle reHepa-
Topa. B 3Tor~I cJryuae Ha o6MoTKy J~HepeHuMaJrbxoro pe.ne H o6MOT
Ky pe.ne TKE210J~T 6yJZeT nO axo CyMMapxoe Harlpsi Kexrie. Tax xax
Bpenrx Cpa6aTbrBaHHA . H(Jx epeHuHaJ1bHorO peie J)P McHbllre BpeMe-
MM Cpa6aT1)IBaHH$ peJle TKE210AT, TO nepBoe ycneeT HOAaTb
Hanpsl}KeHMe Ha o6MOTKy KOHTaKTOpa, KOTOpbII3 cpa6oTaeT
Ha BKJlroyeljMe reHepaTopa B CeTb C HenpaBHJlbxol~ no-
JISIPHOCTbrO.
Cpa6aTbrBaHHe pe.ne TKE210AT, XOTSI M npHBeAeT K a3 blB
uenn 06MOTKH AHccepeHUMaJlbxoro peie ,LIP, Ho He H3Mexlp noJio
}I{eHHSI S1KOpH Toro peie, TaK KaK no CepHecHOMy BHTKy peie ,IMP
6yueT fPOT2KaTb ToK UT rexepaTopa K CeTH, H KOHTaKTbt ,EP oCTa-
HyTCA B 3aMKHyTOM COCTOSIHHM. JIJIA YCTpaHeHHSI }'Ka3aHHoro HeJIo-
CTaTI{a CJIV'x(aT CneuHaJlbHble KOpo6KH C nOJISIpr130BaHHbIMH .peJIe
(PIIA,, KhA H Apyrxe),
12
V. KOHCTPYKL1N5i PEJ1E AMP-400T N AMP-600T 2-fl CEPNH
A. PEJIE AMP-400T
OC'HOBHbIMH 3JIeMeHTaMH CX2MbI gene ,LMP-400T (4 Hr. 8) HB-
nSIiOTCSr;
1) BCHOMOrareJtbxoe KOMMyTaUMOxxoe pene TKE22IIAT (P1),
2) JJJonoJIHHTeJlbxoe peie Hanp51 KeHMR THE210JJT (P2),
3) BKJIIOgaloluee pe.ne TIKEIP2AT (P3),
4) BcnoMoraTejlbxoe pee TKE210AT (P4),
5) ynpaBJIAIoIuee peJie ,UP (P5),
6) KOHTaiiTop (K),
7) OCTeKJIOBaHHOe ConpoTHBJI rr 'B-7-39-1 (R).
Bee 3TM CaMOCTOnTenbHbte 3JIeMeHTb1 xper!wrCn Ha naHejIH 9,
IZaHe.rrb (cri. 414r. 8) npejl.cTaBJIxeT C060K nJrHTy CJIOx{HOf KoH[?K-
r ypauHM H BbIfOJIHeHa 113 npeccMaTepHaJia AF-4, o6Jla, aloWero BbI-
COKoH McXaxHgeCIjByMS BHHTBMH M3 K naHe rn pe.ae.
B KOpfYC 3JIeKTpoMarHHTa noMeiueH fO.LiBH)KHbIH CepJJe'IHHK 6,
BbInoJIHeHHb1H 113 CTaJIH 10. Cepe4HHK HMeeT 4 0pMy no Toro uH-
JII!HJipa c 41rypHOH mJISIHKOH, B KOTopyK) paCKJlenaHbI JIBe OCH 13.
B HH}KHeH 4aCTH CepJIe4H11K i HMeeTCS1 rHe3u0 JIJ1$1 BO3BpaTHOH npy-
iKflHbI 5. Ha MHO rHe32ia no,1JTL:xeHbI CTaJIbHOH maH6bI 20, KOTOpble
CJIy}KaT JIJ1R peryJlnponaHH 1 HanpSi?KeHHn BKJIK)4eHH5I KOHTaKTOpa H
yCHJIHe CTparHBaHH5I B03BpaTHOH npy?KHHbI.
BepXHSISi 11aCTb n0.-1OCTH CepjIeHHKa HMeeT mHa11IeTp 3 .iui H CJ!y-
}KHT 1LJI5I BbIXO;ila B03,ayxa npl ABH}KeH1H CepAe4HHKa.
?foJiBH}KHaH KOHTaKTHa$1 CHCTeMa
c1 m-. 13. KOHCTpYKUHH xoHTaxTopa AMP-600T 2-Et cepx?.
I-Kopnyc, 2-o6MoTKa, 3-BTy 1Ka, 4-no.uoc, 5-Bo3BpaTHaH npy)KHHa,
6-cepae~IHHK, 7-fI3o.1auuoHHa1 mail6a, 8-c naHeu, 9-n1HTa,
10-K0HTaKT HeIIOABH}KHO11 HIHHKI!, 1J-KpbI1HKa KOHTaKTOpa, 12-mail6bl
AaA peryvHpOBKH KOHTaKTHOro 1(aB1 HHH H HanpRiKCHH 1 OTKTK)9eHHH,
13-ocb n0;(BH)KHOF1 KOHTaKTHO1i CHCTeMBI, 14-3al4HTHaR maf 6a,
15-6yc~epxaa npy KHHa, 16-113o.11uHOHHaH BTy.1Ka, 17-noABn KHaH
KOHTaIcTHaH WHHKa, 18--K0HTaKT fOABH?KHOII KOHTaKTHOIi mHHKH,
19-B!! HT, Hpei u>H11 xopnyc KOHTaKTOpa K n.'HTe, 20-mal&I Jj 16
Dery:[upoBKH HanpAiKeRHS1 BK.1109eH11H.
~JlaHua BbI4lpe3epOBaHHyIO BO (~IJIaHue. McCTa KepHOBKH noKpbImT
rpylTOM AF-IOC. Ha jJlanue Ha KJiee 3Kn HaCa}KeH J1aTyHHbIH Kap-
Kac KaTymKH 3, Ha KOTOpOH HaMOT1Ha 06MOTKa 2. O6MOTKH 1130JIHpo-
BaHa OT I{apI{aCa H KOpnyCa UByMH CJIOSIMH CT2KJ10JI3KOTK8HH H 1130-
JISIuHOHHbIMH maH6aMH 7 113 AF-4. KpoMe TOFO, 330 p Me}Kay KOpny-
COM H KBTymKOH 3aJIHT KOM11 HAOM 3K-1 ~Iepe3 CneunajlbHble
OTBepCTIHI B (1)JIaHue. K KOHuaM 06M0TKH KaTymKH npnnoeM HCP-3
nOjjnaHHbi BbIBOJ1a 113 npOBOAa IITJI-200 Ce~IeHHeM 0,35 MM2 H 3aI130-
24
13 74 15 16
UO~BHX{HaH KOHTaKTHaSI CHCT2Ma COCTOHT 113 JIByx KOHTaKTHbIX
mHHOK 17, KOTOpble HBAeTbI Ha OCb CepJIe'-1HHKa. KOHTaI{THble mHHKH
BbInoJIHeHbI 113 fOJIOCOBOH TBep.noH M2JJH MapI{H MFT H noKpbITbI ce-
pe6poM JIJISI 3aLUHTb1 OT K0ppo3HH H yJIy4WeHHH 3JIeKTponposo.u-
HOCTI!.
K IIIHHKaM I1 HI1OeM HCP-71 npHna5IHbI c4 epHgeCKHe KOHTaKTbi 18
113 MaTepnaJla OK-12 .inaMeTpoM 16 MM. Ha O.L1HOH 113 IJJHHOK HMeeT-
CSI OTBepcTHe, B KOTOp0M 06)KaT McJIHb1n npoBOJ(, COeILHHRIOLuHH KOH-
TaKTHyIO IuHHKy C o6MOTKaMH pe,ne THE210AT H TKE22H)T peJie.
IIIHHKH H3OJIHpOBBHbI OT OCH CepHei1HHKa BTyJ1KBMH .16.
BTyJIKa B BepXHe1 ~IaCTH HMeeT rHe3JIO UJIH 6yc epxol npyx{H-
HbI 15. CBepXV 6y~epHa51 npy?KHHa 3aKpblTa 3aLUHTHOH maH6oH 14,
KOTOpaS1 KpefHTCS1 K OCH CTO110pHOH maH60H. UO, CTOn0pxy1o maH6y
H fOJI KOHTaKTHylo mHHKy noxI{J1a. bIBaIoTC5I CTaJIbHble maH6bI TOJI-
IUHHOH 0,1; 0,2 H 0,5 MM, KoTOpble CJIy)K T UJIR peryJIHpoBaHH$1 KoH-
TBKTHOFO JJaBJ1eHH5I H Hanp5DKeHH51 OTKJIIOTIeHHS.
flpy)KHHbt
B03BpaTHaS1 npy}KHHa 5 BbI IOJIH2Ha H3 yrJIepOJJHCTOH 11pOBOJIOKH
B-1 AHaMeTpoM 1,3 .MM H HMeeT 14 BHTKOB, 113 HHx 12 p-a6o' ix.
By4epHan npy}KHHa 15 BbInoJlHeHa '113 11 OBOJ1OKH K-40HXM JIHa-
M2TpOM 1,8 MM H HMeeT LIeTblpe BHTKa (113 HILX gBa pa60HX). rlpy-
)KHHa TepMH11eCK11 06pa60TaHa.
KpbIIIIKa
Ha KpbIm.Ke 11H npeCCOB3HHH BbInyKJZbIMH 6yKBaMH H 3H8KaMH
BbIfOJIHeHbI HHJIeKC 113UeJIHSI H I,tapKa OpraHH3auHH-H3roTOBHTeJISI.
KpbIIIIKa KpeHHTCSI K naHeJIH AByMSI BHHTaM'H M3.
25
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
B. YHPABJI5IIOWEE PEJIE I P
(Hr. 14 H 15)
Ha3HayeHHe
YnpaBJI5II0iuee pejie CJiy}KHT JJI5I HOuKJ1K)ge i1j HarlpRx{eHHA nH-
T,aHHx K o6M0TKe KOHTaKTOpa peJie AMP, 1;or>>a Hanps1NCeHne Ha
l)Hr. 14. AH(J)tpepeHLWaJlbxoe ynpaB.nsnoiuee pe.Re ,]P ,AMP-400T.
KJIeMMaX reHepaTOpa npeBbICHT HarIpsl}KeHHe 6oprceTll Ha 0,2-1 e,
H oTKJuogeHHR reHepaTOpa 01' 6'OpTc'eTli, KOr,r1a 113 60pTCeTH B reHe-
paTop HAeT o6paTHbII3 TOK.
26
Iltr. 15. JUI c epeHuHaJ1bxoe ytlpaB.Rsnowee pease .UMP-600T 2-it cepxx
TexHH4ecKHe H o6MOTo9Hb1e .gaHHble
OcHoBHble )L HHble
AMP-400T
AMP-600T
2 cepHR
Hanpstx;exne BKJIIOtlexxa
0,2-1 B
0,2-1 ~.
O6paTHbIN 10K BKJII04eHHSI
15-35 a
25-50 a
3a3op Me KJ y slxopeM H noJllocoM
He eteHee 0,1.4fAt
He Mexee 0,1 AtA
3a3op Mex,Ay noJIIocaMn
3?0,15 MM
3?0,15 .AIAI
Mapxa npoao~a napa.rzieJ1bxoit
o6-
II3TB
173TB
MO 11 Ha COOTBeTCTB }OLIleM CBO60aHOM MecTe.
Ha Ce, BMOM AIeCTe CTOHT 6yKBa, yC.'lOBHO 06o311a48I01ua5I p23HOBHaHOCTb peie
no pe}KHMY pa60Tbi, 06MOTOtiIHbIM aaHHBIM H KOHCTpyKTHBHOMy BbInoJineHNK).
HarpHMep:
- npOa0JDLCHTe.mHbifi pex(HM pa6oTbl 06MOTKII;
K - xpaTKOBpeMeHHblii pe)KNM pa6oTbl o6MOTKH;
H - 06MOTKa HMI JIbCHOrO aeiiCTBHH;
A, B H T. ~. - KOHCTpyKTHBHaH pa3HOBHu.HOCTb HJIH pa3HOBHaHOCTb no 06MOT04-
HbIM aaHHhIM.
Ha BOCbMOM MecTe MOryT CTOBTb 6yKBbI (A, B H T. a.), 0603Ha4810UHe pa3H0
BHj(HOCTB aannoro peie n0 06MOT04HbIM aaHHblM, KOHCTpYKTHBHOMY BbINOJIHeHHIO HJIH
peryJI1{p0B04HbIM napaMeTpaM B TOM CJIy4ae, KOraa Ha CeabMoM MecTe CTOHT 6yKBa,
o6o3Hagalolua5I pexcuM pa6oTbl.
1. BKJIIoualoulee peJie TKEI P2AT
(4iir. 19, 20)
Ma.nora6apllHoe KOMMyTauIIOHHOe peJie TKE1P21,T npeAHa3Ha-
IIeHO JIJISI noua'IH Hanp DKeHHA OT reHepaTopa Ha KOHTaKTbI H 06MOT-
Ky peJle TKE210,L~T H ,UJIA IIoJIagH Hanp5DKeHH5i Ha HIyHTOByIO 06-
MoTKy H KOHTaKTbI ynpaBJlAlonlero peJie AP. HaJIH4He 3Toro pe.iie
cIHr. 19. Pe.ne TKE I P2,JT.
OJIHOBpeMeHHO yCTpaHAeT napa3HTHble 3JI2KTpH~IeCKHe uenH B Hepa-
6oTaIOUIHX peie AMP, KOTOpbie HMeJIHCb B CTapbIX KOHCTpyKUHA~(
JIHl x epeHu1aJIbHbIX HeTeHJIOCTOKKHX peJle AMP-400A H
JMP-600A.
PeJIe TKEIP2AT HMeeT JIBe napbI HOpMaJIbHO-paaoMKHyTb!X KOIi-
T3KTOB H S1BJ151 TCH 110 CBOeMy Ha3Ha~IeHHIO BKJIIo~laIOIn,HM; HOJIBH)KHb1e
KOHTaKTbI peie 11OCTO5IHHO 3JIeKTpHgec'1CH COeJIHH2HEI MewJ[y Co6Oi
3* ? 35
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
6-6
18
19
cIHr. 20. KOHCTPYKUHH pene
1-naHeab, 2-BbroAa KaTyulKH, 3-BbIBOAHb[e 'IIIHHKH, 4-BHHT,
9-Hxopb, 10-xoHTaKTHaH nnacTHxa, 1!-3aKnenKa, 12-coeAH
MOTKa, 16-ceplle9HHK, 17-xapKac
36
Bua 1
Bua 8
TKE1P2L(T.
5-KOHTaKTIIUe mnHKH, 6-iionTaKTb1, 7-Ocron, 8-ynop,
HHTeJIbHbII{ HPOBOAHHK, !3-KpoHUITefiH, 14-npy~xHHa, 15-o6-
KaTymKH, 18-xonnax, 19-BTyJIxa.
37
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
OcxoBHbie TexuH4ecKNe uaHHwe
1. HoMHHanbHoe HanpHmeHHe B uerix o6MOTKH . . . . 27 e
2. HOMIiHa.nbHoe HanpHxceHHe B uenN KOHTaKTOB . . . 27 6
3. HoMI{Ha.nbHhI i TOK B uenN KOHTaKTOB C fOCTO51HHOH
BpeMeHH T c 0,015 ceic (un i xa~i:aoii pa3BeTBneHHOII
uerIH) . . . . . . . . . . . . . . . . . . . . . . 2a
4. TOK, noTpe6JIHeMbIFi 06MOTKOH npH HOMHHaJIbHOM Ha-
L 5DK HHH . . . . . .. . . . . . . . . . . . . . He 6onee 0,11 a
5. HanpH}icenne cpa6aTbisann5I:
a) npH TeMnepaTye oxpy~Kaiomeii cpeubi +20??5? C
B XOJIOJ HOM COCTOSIHHH . . . . . . . . . . . . He 6onee 148
B HarpeToM COCTOSIHHH . . . . . . . . . . . . He 6onee 18 a
6) npH TeMnepaType oxpy KaiolueH cpeubi +90? C (B
xarpeToMi COCTO$IHHH) ... .. .. . . ... . He 6onee 22,3 8
6. HanpAxceHHe oTnycKaHH5I:
a) npH Tenineparype oxpy;Kaioiueli cpeubi +20??5?C
B XOJIOAHOM COCTOAHHH . . . . . . . . . . . . He 6onee 56
B xarpeToM CoCTOHHHH ... .. .. . .. .. He 6onee 6,5 e
6) npH TeMnepaType oxpy}Kaion.[eH cpeubt ?90? C
B xarpeToM COCTOSIHHH . . . . . . . . . . . . He 6onee 9 e
7. IlaAexne HanpADxeHHSI Ha ouHOU nape KOHTBKTOB npN
HpOXOHCABHHH HOMHHanbHOFO T01ca , . . , . . . .. . He 6onee 90 aie
8. PexcHM pa6oTb1 . . .. . . ... .. .... . . npOuon}KNTenbHbIH
9. Bec . . . . . .. .. . . . .. . . ..... . He 6onee 40 T
06Morogabie Aauabie
1JNaMeTp npoBoga . . . . . . . . . . . . . . . . . 0,09 MM
Mapxa nposoua . . . . . . . . . . . . . . . . . . H3TK-4-1
KonngecTBo BHTKOB ... . . . . . . . . . . . . . 3550
ConpoTHBnexne npN +20?C ... . .. . . . .. .. . 245=335 OM
UIpHHUHH ueHCTBHH if yCTpOHCTBO
Pee TKEIP2AT npeucTaBJISIeT Co6oH peJie KJianaHHOro THna C
III-06pa3HbIM MarHHTonpoB0u0M H COCTOHT H3 3JIeKTpOMarHIITa H
KOHTBKTHOIt CHCTeMbI.
K0HTaKTHa5I OHCTeMa peJie HMeeT uBa EOJJBH}(HbIX KOxTaKTa,
3JIeKTpHUCCKH COeLIHHeHHble ' Me)Kuy C06oH, Ii uBa HenouBII}KHbIX.
HenouBHxcubie KOHTaKTbI peJie 3anpc000BaHb1 B H3OJIA11HOHHyIO
nJIaCTMacCOBylO naileJib, a fOuBH}KHble yI{pen~Ien i Ha HI{Ope peJle H
nepeMelgaioTCH BM2CTe C HHM.
~1KOpb B BHue KopOMbICJIa noBopa4HBaeTC5I Ha nOJIKe oCTOBa Ha
HeKOTOpbIH yrOJI B 3aBlICHMOCTH OT BO3ueHCTBH5I yCHJIHSI Bo3BpaTHOH
npy}KHHbI HJIn 9JIeKTpoMarHHTHoro yCHJIn I.
IIpH 06eCT0~IeHHO1 KaTyHIKe 3JIeKTpoMarHHTa, KorJla ueHcTByeT
n
TOJIbKO yCHJIHe Bo3BpaTHOH npy}Ic11Hbl, SIKOpb 3aHHM I T OJLHO KpaHHee
HOJTO}KeHHe, npH KOTOp0M KOHTBKTbI peJie pa3OMKHYTbI.
11pu noua4e Ha I H}KeHHS1 OnpeJ?eJIeHHOH BeJIHiIHHbI, 3a C~ieT
I1 BbIHIeHH5i 3JIeKTpOMarHHTHOrO yCHdIHH Hau ycHJifeM BO3BpaTHO1
npy)KHHbl, SIKOpb 3aHMeT upyroe KpaHHee noJloxceHHe, npH KOTOpOM
KOHTSKTbI 3aMKHyTC5I H BKJIIO~IaT uenN ynpaBJIeHHH peJie JMP.
38
KoHCT pyKUHH peJie (cM. 4Hr. 20)
Peale COCTOHT 113 cJIej[yIOIuHx y3JiOB: 3JIeKTpOMarHHTa, 5IKOp51 C
IIOABH?KHbIMH KOHTaKTaMII, nJIacTMaCCOBoJ3 naHeJIH, B03BpaTHoH
npy3KHHbI H KOJInaKa.
3JIeKTpOMarHHT
3J1eKTpOMarHHT peJIe COCTOHT 113 fl-06pa3HOr0 OCTOBa 7, BbIIIOJI-
HeHHoro 113 CTaJ1H ~. K ocTOBy 7 HpliBapeHbI ynop 8 H KpoxnlTeliH 13.
J narH~~a Kp
ynop cJiyxcHT ulH o6ecneHexHx
Hxero xoxuaso3BpaTxoH
uIH KpenJIeHHH nJIaCTIIHbI nKOpSI 9 H
nppKHHbl 14. B KpoHIIITe"He HMeeTcH BEIeMKa JJIH noJunauKH Meuxoro
npoBOua 12, coeuHxH1oaIer~ B ueHoco ~ oB a ueJlaxo oTBepcTlie,
OT KOppO3nH OCTOB KauMHposax pe o
Kyua 3anpeccoBaH H 3aBaJIbuoBaH Cepue4HHK 16. CepuetiHHK H31'0-
T0BJIeH 143 CTaJIH 10 H aK}Ke Ka1MHp0BaH HaToJIaCCMa e HaJIa AF-4.
I-Ia xlKapxac onpecc HaoMoaxa o6MoTKaa 15,x KoTopaH 3 cBepxy Ip3oJIHposaxa
Ha
JIaKOTKaHBIO JICK-2. K o6MOTKe HOuna5lHbI BbIBOAa 2 143 11pOBOJUa
MapKH MI'T(I) cegexxeM 0,14 MME.
5IKOpb
V
S1K0pb pee 9 OT M1a K HICOp}0 nJIacTnHbl
3aK,nen
0,9 MM MapKH 3 H Kau POBaH
KBMH 11 KOHTaKTHa5I rIJIaCTHHa 10. KOHTaKTHaH IIJIaCTHHa 113rOTOB-
JIeHa 113 npy}KHHHOK 6pOH3bI MapKH BHT. Ha KOHuaX nJIadTHHbI pac.
KnenaHbI KOHTaKTbI 6 AHaMeTpoM 1,6 MM 113 cepe6pa Cp 99,9 c pauH-
yCOM c4 epbI 1,5 1it~it. Hepa6o1laH IIOBepXHOCTb KoHTaKTa pH4IJIeHa5I.
KOHTaKTHaH nJIaCTHHa HMeeT XBOCTOBHK, K KOTOpOMY fOunaHBaeTC5I
COeuHHHTeJIbHbIH MeuHbIH npOBOTh
rlaHeJlb
IIaHeJib 1 BbinoJlHeHa 113 npecCMaTepHaJla AI'-4. B nee 3anpecco-
BaHbI KOHTaKTHble nJIaCTHHbI, Ha KOTOpble npllnoeM HCP-71 HanaSIHbI
nJiocKHe KOnTaKTbi 113 cepe6pa Cp 99,9. BIIHTOM M2 (4) K naHeJiH
KpennTCSI OCTOB peJle H BbIBOuHble HIHHKH (3).
OTBepCTHe nou BHHT HMeeT oBaJlbxylo 4opMy uJIH peryJIHposaHH51
KOHTaKTHOro 3a30pa. r0JI0BKH BHHTOB 3aJl1TbI rop5Ue-3noKCHJIH011
3aMa3KOH.
B HIDKHeH LIaCTH naHeJIH C nOMOIi[bJO 1HCTOH0B Kpen5TC?Si IIIHHKH A
ii B. C BHyTpeHHeH CTOp0HbI HBHCJIH B 3T11 nHCTOHbI 3ana5HbI npH?
noeM 1-1CP-7 KOHubI o6MOTKH.
Bo.3BpaTHa5 npy}(HHa
B03BpaTHan npy}KHHa 14 BbIn0JIH2Ha 113 cTaJlbHOH npOBOJIOKH uHa-
M2TpOM 0, 5 MM H HMeeT 20 BHTKOB. rlpy)KHHa TepMH4eCKH 06pa60TaHa
H KauMIIp0BaHa.
39
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
KoJlnax
KOJInaK 18 BbILIITaMIIOBBH 113 aJIIOMHHHeBOro CIIJIaBa AMuA-M H
aHoAApoBaH. Hapyx{HaM 1OBepXHOCTb KOJInaKa HoKpbITa rpyHTOM-
3MaJIbIO 101,19. BHyTpeIIHHSI fOBepXHOCTb KOJInaKa noxpbITa JIaKOM
K-47. BTyJIKa c pe3b601%I M3 (19) B KOJInaKe CJIy}KHT flJIH KpenJIeHHSI
peie K nalIeJIH AMP.
KoJInaK pa3BaAhLIoBaH Ha naHeJlb peie H o6ecne~iHBaeT repMeTH4-
HOCTb BHyTpeHHeH nOJIOCTH.
2. BcnoMoraTerIbHMe peJte TKE2l0AT
(4 Hr. 21)
Manora6aplTHoe peJle TKE210,flT B cxeMe ,UMP CJ1yN{HT J1J151
3aILtHTbI IuyHTOBOH 06MOTKH J1H4Xf epeHLLHaJIbHOro peie OT neperpe-
cIIr.21. BHemHHK BHU peie
TKE21011T.
BOB npH yBeJIH4eHHH pa3HOCTH HanpH}KeHNK McN{Uy reHepaTOpoM H
CeTb}O 6o,iee 14 B, a TaK%e npeJ(OTBpaluaeT BKJHO HHe B C2Tb reHe-
paTOpa C HenpaBHJIbHOH noJIHpHOCTbIO.
PeJIe TKE210r1i1T npeAcTaBJISieT C060H KOMMyTaunoHHOe yCTpOH-
CTBO C OJI,HOH napoH HopMaJlbHo-3aMKHymIX KOHTaKTOB.
OcHoBHwe TexiixgecKHe AaHHble
1. HoMHHanbxoe HanpHtKexxe KoMMyrxpyiouepi uenH 27e
2. HOMHHaJibHoe H3npHN{ HHe B uenH 06MOTKH . . . . . 27 B
3. HOMHHaJI,HMN TOK B uenH KOHTaKTOB C fOCTOHHHON
BpeMeHH T=0,015 cerc . . . ........ ... . 2 a
4. ToK, noTpe6JIHeMbI i 3JI KTpOMBFHHTOM npH HOMHHaJIb-
HoM HanpH)K HHH . . . . ....... .... . He 6ojiee 0,047a
40
5. Hanpa~KeHHe cpa6aTb1BaHHa:
3) npH TeMnepaType oxpyxcaiouleH Cpej(bI +20??5? C:
B XOJIOUHOM COCTOSIHHH . . . . . . . . . . He 6o.nee 14c
B HarpeToM COCTOIHHH .. . .. ... . . He 6onee 18 8
6) npH TeMnepaType oxpy;Ka1ou1ex cpeAbi +90? C B
HarpeToM COCTOHHHH . . . . . . . . . He 6onee 22,3 8
6. HanpA KeHHe oTnycxaHH 1:
a) npH TeMnepaType oxpyxcaKHuei'I cpei i +20??5? C:
B XO JIO1J.HOM COCTO 1HHH . . . .. . . . ... . He 6ojiee 5 8
.. .. . ... . He 6oJiee 6,5 8
eToM CoCTOSiHHH
Har
...
p
B
6) npH TeMnepaType oxpy KalouteH CpeUbl +90? C B Ha-
rpeToM COCTO5HHH . . . . . . . . . . . . . . He
H HoMHHanb-
7 [IaUeHHe HanpA)Kexxa Ha KOHTaKTaX n
p
xoM xanpsmexliH . He 6o.riee 90 Me
8. Pe}KHM pa6OTbl . . . . . . . . . . . . . . . . . . npoAOJDKHTenbHBIH
9. Bec . .. . .. ... .. . .. . . . ... . He 6onee 40 T
06Mo-rogHiie L HHbie
Hanierp npoBOUa . ..... .. . .. . . .. . . . 0,07 MM
Mapxa npoBoua . . . . .. .. . . .. . . . . . fI3TK-4-1
Konn~IeCTBO BHTKOB . . . . . . . . . .. . .. . . 5300
ConpoTHBneHHe npH +20? C .. . . . . .. 575=775 oM
YCTpoHCTBO H HPHHuxn Ite1CTBNSI
PeJIe TKE210,L1T - xJlanaHxoro THria C III-o6pa3HbIM MarHHTO-
np0B0JIOM H COCTOHT 113 3JIeKTpOMarHHTa H KOHTaKTHOK CHCTeMbI C
OJIHHM HenoL1BHN{HbIM KOHTaKTOM Ha SIKOpe peJle. KOHTaKmI HopMaJlb-
HO-3aMKHyTble.
Ha SIKOpb pe.ne npH o6eCTO'IeHHOH o6MOTKe UeHCTByeT TOJIbKO
yCHJlle BO3BpaTHOH npyH{HHbI H yCHJIHe KOHTaKTHOH npy}KHHbI, npH-
KJIenaHHOH K SIKOpIo. CyMMa 3THX yCHJIHH npl}KHMaeT HOT BH?KHbIH
KOHTBKT K Heno,1BHM{HOMy, o6ecnetIHBaH HaJ1e noe 3aMbIKaHHe KOII-
TaKTOB.
IIpl noJ1age xanps eHNa Ha o6MOTKy peie Bo3HHKaeT 3JIeI;Tpo-
MarHHTHoe ycnjiHe. KOrjta 3JIeKTpoMarHHTHoe yCHJIHe CTaHOBHTC 1
6oJIbme CyMMbI yCHJ1HH KOHTaKTHOH IIpy)KHHBI H BO3BpaTHOH npyN{H-
Hbt, HKOpb npHT5IrfBaeTCSI K CepJLe'-IHHKY, H K0HTaKTb1 pa3MbII{al0TC5i.
UpH yMeHbII1eHHH Hanp5nKeHHSI Ha O6MOTKe JjO Hanp5l}KeH1351 OTKJIIO-
ueHHS 3JIeKTpOMarHHTHOe yCHJIHe CTaHOBHTC5i M2HbUIe MexaHkIMeCKHX
yCNJIHH, H HKOpb B03BpaLuaeTCH B HCXOJWOe noJIO?KeHHe H KOHT1KTb1
3aMbIKaIOTC5I.
3. KOHCTpyKUHSI peie
(4 rir. 22)
PeJIe COCTOHT 113 CJIeJI.yIOLunx y3JIoB: 3JIeKTpoMarHHTa, 51KOp I C
UOJ1B11x{HbIM KOHTaKTOM, HJIaCTMaCCOBOH naHeJIH C 3anpe000BaHHuMH B
Hee HenOJLBH?KHbIM KOHTaKTOM, KOJIHaKa H Bo3BpaTHOH npy}KIIIIb1.
PeJIe He noJIJ1ex{HT pa36opxe H peMOHTy.
41
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
. ,y
R_A
Bus/(
cl iw. 22. KoHCTpyKUHU peie TKE2IOAT.
i-n2HUIb, 2-Bb!BOAHb1e IIIHHKH, 3-BHHT. 4-KOH-
TaKTHble IIIHHKH. 5-Koh1aKTbl, 6-S1KOpb, 7-KOH-
TaKTHa5I nnacTHHa, 8-cepae4H11K. 9-3aclellKa.
IO-coe11HH iTe.nbHblH npoBo7HHK, 11-KapKac KaTyw-
KH, 12-06MOTK3. 13-KpoHHITefSH. 14-npv)iHHa.
15-ocTOB, 16-KonnaK, 17-BTy.iKa, 18-ablaoaa Ka-
TynIKH.
3JIeKTpOMarHHT
aJleKTpoMarHHT pe ie CO-
CTOHT H3 f-06pa3HOr0
, Bb.~IOJm
OcTOBa 17, auunrn
H3 3JIeKTpoTeXHI1 eCKOH CTa-
JIII MapKH 3. K ocToBy 17
TogeuxoH cBapxol rlplBapeH
KpOHIHTeHH 13, BbInoJIHeH-
HbIH 113 CTaJIH 10. KpOH-
nITeFIH CJTpKHT AJIH Kpen-
J1eHHSI 5{KOp5I 6 H HH%
Hero KOHua Bo3BpaTHOH
npy)KHHbI 14, KOTopbIH Ha-
AeBaeTc5I Ha XBOCTOBHK KpOH-
nITeHHa.
ploJ1rH6K0i3 XBOcTOBnKa
peryJIHpyeTCA KOHTaKTHOe
AaBJlexne. KpoMe Toro, B
KpOHUITeHHe HMeeTCx BbI
eMKa j HI n0;u1aHKH MeA-
HOrO npoBO,ELHHKa 10, Co-
e,LHHSiI01uerO OCTOB C 51K0-
peM peJle. B Hn)KHeH uacTH
ocToBa HMeeTcA oTBepcTHe,
B KOTOpOe 3anpe000BbIBaeT-
cSi H 3aBaJIbUOBbIBaeTC5
cepAe~IHHK 8 143 cTaJTH
MapKH 10. Cep.aeuHHK 3a-
npeccoBaH B KapxaC 11
113 npeccMaTeprlaJla AF-4.
Ha KapxaC 11 HaMoTa-
Ha 061OTKa 12, KOTOpa5I
cBepxy 3an3OJIHpoBaHa B
;ELBA CJIO5I Jlal{OTKaHbIO
J1CK-2. K KOHuaM 06-
MOTKH noAnaSIHbI BbIBO
,Ila 18 143 np0B0Aa MFT~
cegexneM 0,14 Artirt2. 0c-
ToB, Cepue4HHK H KpOH-
HITeHH TepMH4ecKH o6pa6o-
TaHbI H KaAMHpoBaHbI TOJI-
IuHH0I Ha 5-8 Allh B ueJISIX
3aruHTbI OT KOppo3HH.
5IKOpb
STKOpb 6 BbIIIITaMrIOBaH
143 CTaJIbHOH nJIaCTHHbI Map-
43
42
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
r
KH 3 TOJ1IuHHON 0,9 MM. fJIaCTHHa KaJLMHpoBaHa. CBepXy K SIKOpIo
RByMH 3aKJIenKaMH 9 npHKJlenaHa KOHTaKTHaH nJIaCTHHa 7 113 npy}KH-
HHCTO1 6pOH3bl BHT 1,9-0,3-0,2, Ha CBO6OJ(HOM KOHue KOHTaKTHON
UJIaCTHHbI npHKJrena,H cepe6pHHbIK KOHTaKT 5 113 cepe6pa Cp 99,9
AHaMeTpoM 2 MM C paAHycoM C(~epbl 2 MM. K XBOCTOBHKy fJIaCTHHb!
HKOpR nounalBaeTcH BTOpO KOHeq coeJ1HHI4Tejibxoro npOBOAa 10.
UIall eJtb
H3OJIHUH0HHaR naxejlb 1 oTripeccoBaxa 113 npeccMaTepliana AF-4B naHedlb 3anpe000BaHa KOHTaKTHa$i IIIHHKa 4 113 JIaTyHH JI-62, Ha
BHYTpeHHef CTOpOHe KOTOpOI npHnoeM IICP-71 HanaAH UJlocKHlt
KOHTaKT 113 cepe6pa Cp 99,9.
C Hapy)KHoI~ CT0p0HbI KOHTaKTHOI3 IIIHHKH HMeeTCSI OTBepCTHe AJI1
noAnaHKH BHeLIJHHX npoBoAoB. KOHTaKTHble IHHHKH - noCepe6peHHble.
K nplJIHBy fl HeJTH BHHTOM M2 (3) Kpeni cg OCTOB peJie H BbIBOA-
Ha5I 1llHHKa 2. OTBepCTHe B nanejiH fO.L BHHT HMeeT OBaJIbHyJo ( OpMy
ASR peryJlHpoBaHHSI KOHTaKTHOrO 3a30pa nyTeM nepeMelueHHg OCTOBa
OTHOCHTeJIbJIO naHeJlH. FOJIOBK3 BHHTa 3ajiHTa ropHge-3noKcn, HOH
3aMa3Ko1~. B HH}KHe!i ~IaCTH naHeJiu C lOMOIJjb}o fHCTOHOB pa3BaJIb-
lLOBaHbI BbIBOJ.LHble IIIHHKH A H II. C BHyTpeHHeii CTOPOHbi naHejIH K
nHCTOHaM npHnoeM f CP-3 npHnaslHbI BbIBOAHble KOHubI o6MOTKH.
B03BpaTHaH npy?KHHa
Bo3BpaTHaH npy}KHHa 14 BbIno.rJHeHa 113 CTaJIbHOH npOBOJIOKH
MapKH B-1 jjHaMeTpoM 0,5 A?M H HMeeT 20 BHTKOB. Ilpy}KHHa TepMH-
geCKH o6pa6oTaHa H KaAMHpOBaHa TOJIII[HHOH Ha 5-8 MK.
KOJInaK
KOJlnaK (16 BbIIJITaMfOBaH 113 aJIIOMHHHeBoro CfJIaBa AMgA-M H
aHoAHpoBaH. Hapyxcxax fOBepXHOcTb KOJInaKa fOKpbITa rpyHTOM-
3MaJIbIo 101/19. BHYTpeHH5H noBepXHOcTb KOJInaKa nOKpbITa JIaKOM
K-47. B KOJrnaxe 16 pa3BaJ1blloBaHbl BTyJIKH 17 C pe3b6oI3 M3 jr r sI
KperlJleHHn peJle K nalejlll AMP. IIoj BTyJIKH noAJlo)Kexa CTaJILHa5
ripOKJla.rjKa.
Konnalc pa3BaJlbuoBaH Ha naHeJlb peJle H o6ecnegHBaeT repMeTHU-
HOCTb BHYTpeHHe13 nOJIOCTH.
4. JlronoJIHHTeJn,Hoe pe,ne HanpsnKeHHA THE210JJT
((fHr. 23)
Pene HanpHxceHHH THE210Jfl' BVpeJre AMP CJI )KHT JUTA LIIyHTH-
poBaHHR 1to6aBolIHblx conpoTHBJ1eHHH II3B-7-39-I HJIH II3B-10-33-II.
BKJHO4eHHbIX nocJIe.noBaTeJlbHo C 06MOTKo1 KOHTaKTOpOB, KOrrLa Ha-
npRxceHlte Ha o6MOTKe KOHTaKTOpa HIDK HanpsDKeHHH BKJIIOIIeHHH
peJle THE210J[T.
Pejle THE210.4T npeucTaBJIHeT co6oii Ma nora6apHTHoe peJie C
OJ1HON napoi HOPMaJIbHO-3aMKHYTbIX KOHTaKTOB.
44
OCHOBHble TeXHH4eCKHe AaHHble
1. HOMHHanbHoe xanpHxceHHe KOMMyTxpylotueH uenH
2. HOMHHanbxoe HanpHxceHHe B uenH 06MOTKH . . . . .
3. HOMHHaJIbHb:c[ TOM B uenH KOHTaKTOB C 3neKTpOMarHHT-
28,5 s
28,5 ,i
Holt HOCTOHHHOH BpeMeHH T < 0,015 cetc , . . .. . . 2 a
4. TOK, noTpe6JiHeMbIH O6MOTK0{1 npx HOMHH2JIbHOM Ha-
0,075 a
ctHr. 23. BHemHHH BHA pene
THE210AT.
5. Hanpslxcexxe cpa6amlBaHHn:
a) npx TeMnepaType oKpyaiolue>I cpe.ubl +20??5? C
B XOJIOJ HOM COCTOaHHH . . . . . . . . . . . . 14=15,5 8
B HarpeTOM COCTOxHIiH . . . . . . . . . . . . He 6wiee 20 8
6) npx TeMnepaType oxpy KaiouJe1 cpeubl +90' C B
xarpeToM COCTOAHHH . . . . .. . ... . . . He 6oJlee 24,5 e
6. Hanp53xceH14e oTnycxaxna:
a) npxreMriepaTypeoKpyHCalomeii cpe>Ibi +20? f5? C
B XOJIO, HOM COCTOAHHht . . . . . . . .
. . . .
8-9,5 e
B HarpeToM COCTO?HHIt . .. . . . . .
. .. ..
8=12 8
6) npx TeMnepaType oxpyxcaioweI cpe. bl
+90' C .
5,3-13,5 8
7. Ila~exlte HaH 5I)H HHS Ha KOHTaKTaX . . .
. , . . .
He 6onee 90 MC
8. Pe KHM pa6omi . . . . . . . . . . . .
. . . . ?
npouonxcHTen LHblit
9. Bec . . . . . .. . . . . . . . . . .
. . . . .
He 6onee 40 T
06MoTogHble AarniMe
uxaMeTp npoBoua . .. .. ... . .. . .
. . .. .
0 08 M
Maplca nposoAa . . . . .. . . . . .
.. .. .
113TK-4-1
KoJIHgecTBo BHTKOB . . . . . . . . . . . . . . . . 4350
ConpoTHBnexxe npg 20? C . . .. .. ....... . 361=483 ou
45
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
IIpHHuHH
,r1eIICTBHH
H KOHCTpYKuHSI
46
cIHr. 24. KOHCTpyKI HSI
1-naHenb, 2-Bb1B01inbie IIIHHKH, 3-BHHT, 4-KOH
Han nJIacTHHa, 8-cepAegsag. 9-3aKnenxa, JO-co
JJ-o6n1oTxa, 13-KpofmTefl, 14-npyxcHHa,
TyIIBH,
Bua M
Bua K
pene THE210AT.
TaKTHaB IIIHHKa. 5-KOHTaKT, 6-BKOpb, 7-KOHTaKT-
eAHHHTenbHbllfI npOBOJ[HHK, 11-xapKac KaTyluKH,
15-ocTOB, 16-KOnnaK, 17-ynop, 18-BbIBo.ia Ka-
19-BTyJIKa.
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
Pejie THE210,UT no
IIpHHUHfl Ae1'ICTBHSI H n0
KOHCTpyKuHH (411r. 24)
COBepLHeHHO aHaJIOrHUHO pe-
JIe TKE210AT H oTJIH-
~iaeTcx OT Hero TOJIbKO
06MOTO4HbIMH AaHHbIMH. Kp0-
Me Toro, Ha OCTOBe HMeeT-
CA OrpaHHtIHTeJIb 17, KOTO-
pblli CJIy}KHT JI,JISI o6ecne-
'IeHHSI 3aAaHH0ro HanpRx{e-
HHr 0TI{JH0geHH$1.
5. BCnoMOraTeJibHOe
KOMMyTaUHOHHOC
peJie TKE22IAT
(4 nr. 25)
Pe.ne TKE22II,JT C.nyxcHT
a) nepexjuo~Ieim i HIyH-
TOBOII 06MOTKH ,qH4 4 epeH-
UHaJIbHOrO peJie c KJIeMMbI
?ceTb? annapaTa Ha rrrno-
COB I0 KJIeMMy rexepa-
Topa;
6) nepexJHoueHHsi cHrxa-
JIa ? rexepaTop BbIKJIIogeH?
Ha CHI'HaJ1 ?BK.inogeHHSI
noTpe6HTeJIei3? .
PeJie TKE22W1IT npeA-
CTaBJIxeT co6oll MaJlora-
6apnTHOe nepeK,nlo~Iaioluee
pene c AByMSI napaMH
HOpMaJIbHO-3aMKHyTbIX KOH-
TaKTOB H ABYMH napa-
MH HOpMaJIbHo-pa30MKHyTbIX
KOHTaKTOB.
47
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OCHOBHble TexHH4ecKHe AaHHble
1. HoMHHajn,Hoe HanpsnmeHHe KOMMyTHpylouxeFi ueri 278
2. HotIHHadlbHoe HanpH KeHHe B uenH 06MOTKH . . . . , 27 a
3. HOMHHaJIbHb!IT TOK B uemt KOHT3KTOB C fOCTOAHHOH
BpeMeHH T0,015 cetc . . . . . ......... . 2a
4. ToK, noTpe6J1slea1blii 3JIeKTp0MarHHTOM npH HOMHHaJIb-
HoM HanpsIHKeHHH . . . . . ... . . . . . . . . . . 0,12a
tHr. 25. BHemHHH BHA pe ie
TKE22II,gT
5. HanpHH;eHHe cpa6aTblBaxlla:
a) npH TeMnepaType oKpyx;a-oulej cpe thI ?20??5? C
B XOJIO.LHOM COCTOHHIIH . . . . .. . . . . . He 6oJlee 14 a
B HarpeToM COCTOHHHIL . He 6oJlee 18 e
6) npH TeMnepaType oKpy;I;aloweil cpejbi ?90? C
B HarpeToM CoCTOSIHHH . . . . . . . . . . . . He 6o.Tee 22,3 a
6. HanpHH;eHHe oTrlycxaHHn:
a) npH TeMnepaType oxpy Katoa eli cpe. hI +20??5? C
B XOJIO~HOM COCTOSIHIIII . ... .. ... .. . . He 6o iee 5 a
B HarpeToM COCTOHHHH . He 60JIee 6 a
6) npH TeMnepaType oxpyx;alouieli cpeAbi +90? C B
HarpeToM COCTO iHI{Ii . He 60JIee 9 a
7. Ila.genie HanpsnKeHHSI Ha xaxcAylo napy KOHTaKTOB
npH HoMHHaJIbHOM HanpsnKeimrj . . .. .. . .. . . He 6oJiee 90 Ica
8. Pex;HM pa6omi . . .. . . . . .. . .. . . . . npo,LoJl}KIITeJnHJ
9. Bec . . . . . . . . . . . .. . . . .. . .. . He 6oJlee 451'
06MoTogHble RaHHb1e
[Iposo.IL . . . . . . . . . ... . . . . n3TK-4.1 0,1
KonHgecTBo BHTKOB . . . . . .. ? . . 4100
ConpoTHBJlexxe npH 20? C . . . .. . . . .. ... . 223-317 on
48
YCTPOHCTBO H HpHHnHn pa60T'bI
PeJie TKE221IAT HBJISieTCA nepeKJlloua1or1 M KOMMVTaUHOHHb!M
peJle KJIanaHHoro Tuna C III-o6pa31-ibrM MarHIITOnpoBoJLOM. Pejie co-
CTOHT H3 3JIeKTpoMarHHTa H KOHTaKTHOI~ CHCTeMbI. KOHTaKTHa5I cH-
cTenla HMeeT JJBe rlapbt nepexJuogaK)wnx KoHTaKTOB. IIpu 06eCT0geH-
HOII 06MOTKe Ha HKOpb peJle JIefCTByeT CVMMa YC'HJIHI3 BO3BpaTHO}I H
KOHTaKTHOI-I rlpy KHH, KOTOpas; IIpIDKHMaeT lO~BH)KHble KOHTaKTbI K
BepXHeiI nape Heno,L1BIDKHbIX KOHTaKTOB, 06eCne 4HBa5i 3aflaHHoe KOH-
TaKTHOe AaBJ1eHHe,
UpH noAage Hanpax{eHHSi Ha O6MOTKy peJIe B03HHKaeT 3JIeKTpo-
MarHHTHOe yCHJIHe, KOTopoe HagnHaeT npHTHrlIBaTb $1KOpb K cepAe--
HHKy 3JIeKTpoMarHHTa, npH npeBbImeHIlH 3J1eKTpoMarHHTHOro yCHJIHH
HaJJ CyMMOK McXaHHUeCKHx yCHJIHK HKOpb npHTSIrHBaeTcA K Cepi e--
HiIKy, pa3pbIB1eT BepXHIOIO napy KOHTaKTOB H 3aMbIKae'r HH)KHIOIO
napy.
lpl CHH)KeHHH HanPSJ)KeHHH Ha 06MOTKe 1j0 BeJIHiIHHbI HanpSi}Ke-
HHH OTnyCKaHHH 3JIeKTpoMarHHTHoe yCHJIHe yMeHbulaeTCH, H HKOpb
BO3BpaluaeTcA B HCXOAHOe foJ10)KeHHe.
Pene COCTOHT H3 CJIe1LyIOwrix OCHOBHbIX y3J[OB ((Hr. 26): 3JIeKTpo-
MarHHTa, S!KOpH C n011BH)KHbIMH KOHTaKTaMH, naneJIH C 3anpeCcOBaH-
HbIMH B Hee Heno, BHX{HbIMH KOHTaKTaMH, KOJInaKa H BO3BpaTHOI1
npV)KHHBI,
3JIeKTp0MarHHT
3JIeKTp0MaFHHT peJle C'OCTOHT 113 II-06pa3HOr0 OCTOBa 16. K OcTo-
By 16 TOLIeliHof CBapKOH npHBapeHbI KpOHmTeHH 14 H orpaHHgHTeJ1b 6.
KpOHIIITe1 H CJIy)KHT AJIH KpenJIeHHA SIKOpH 9 peJle H HIu Hero
KOHua BO3BpaTH013 npy KHHbI 15, KOTopaSl Ha.LleBaeTCn Ha XBOCTOBHK
KpOHIIITeHHa, f o.grH6KoI3 KpoHIIITecIHa peryJIHpyeTcsI KOHTaKTHOe
.naBJreHHe. OrpaHHUHTeJib o6ecnegHBaeT Heo5xoAHMbIH KOHTaKTHbIII
3a3op.
B HH)KHec 4aCTH OCTOBa HMeeTcn OTBepCTHe, B KOTOpoe 3anpeCCo-
BbIBaeTCH H 3aBaJIbuoBbIBaeTcn Cep~etHHK 11. Cep~etHHI{ 3arlpec-
CoBaH B Kapxac 12. Ha Kapxac HaMoTana o6M0TKa 13, KoTOpax
CBepxy 1130J11Iposaxa JlaxoTKaJIbIO JICK-2.
K KOHI[aM KaTYIIIKH no)jnaHHbI BbIB01jbI H3 rlpoBoJLa MFT~ cege-
HHeM 0,14 MM2.
SIKOpb
K BepXHeli CTOpOHe SIKOpH 3axJrenK0li 10 npHKJlenaHbI KOHTaKTHble
nnaCTHHbI 7. OuHH KOHeu KOHTaKTHON npy3KHHbI, H30rHymii B cpopMe
6yKBb1 ?r?, 3anpe000BaH B H30JI5IuHOHHVK) KOJI01(Ky. C IOMOIubIO
3TO1 KOJIOIIKH npyfu HbI KpenSITCSI K snKeHHe
liX HQ 6y21,eT npeBbIHIaTb HanpH>KeHIIe 6OpTCeTH Ha 0,2-1 B. 3'r0
IIOJio>KeHlde H3MeHHTCH TOJIbKO B CJlygae Bo3paCTaHHH Harpy3KH Ha
pa6oTalolueM rexepaTope, I{ax yKa3bIBaJIOCb BbIiue.
Ecj n y peryJlHTOpa 0,JH0ro 113 rexepaTopoB HpoH30f eT o6pb!B
pa6ogeii o6~90TKIr, HanpH>KeHIIe Taxoro reHepaTopa 3HagnTeJrbHo B03-
paCTeT, II OCTaJIbHble reHepaTopbI OTKJIK)gaTCH OT CeTIi. ,UaJIbHeiivlee
BKJIIogeHlie 3T1!X rexepaTopoB ,uax{e npH yBeJIHgeHHIr Harpy3KH B CQTH
6ytieT HeBo3hio>xHO. TOrua Heo6x0,nHM0 Bpyi1HyJc, OTKJIIO4HTb reHepa-
Top C BbICOKJJM Hanps KeHHeM.
ECJIH no KaxriI-JIIr60 npirgHHar,i pa6o'ra pene ,LIMP Bbr3bIBaeT Co-
MHeHHe y 9Kllna Ka, To ]LJIH nposepKl Hy>KHO OTKJIIO4HTb reHepaTopbl,
irecywlie H3rpy3I{Ir. Hepa60Taiouufe reHepaTopbI 1t0JI}KHBI 6bITb He-
McAJIeHHO BKJlrogeHbI.
MO?KHO npoBepiiTb peJre ,LIMP KpaTKOBpeMeHHb1M BKJIIO'.IeHHeM
Kaxoro-airi60 MoIuHOro noTpeGrJTeJIH 3HeprHH. Harpy3KH npH Heo6-
XO,gHMOCTII MO>KHO paBHOMepHO pacnpej>emlTb Me>i{Ily reHepaTOpaMH,
ypoBHHB HanpH>KeHHe Ha reHepaTOpax, pa60Tal01urfX ?B napanJlem>>.
B Cdlygae npliMei eHHH C'eplecHb1X TpaHc4 opMaTopoB ycT0N4HBOCTH
(TC-9A, TC-9AM, TC-9AM-12, TC-9AM-12M H TC-9M) Harpy3xa,
Heo6xo,u1n1a5j JIJIH BKJuogeHHH BTOporo reHepaTopa, ,uo.nx{Ha 6blTb.
Bbllne Ha 30%, gerr B cxer~rax c T-1 F ii TC-8.
,aJIH Toro 'lT06bI BKJIIOgnTb BCe reHepaTopbI B CQTb npH MaJIbIX
Harpy3Kax (ecriii eCTb Talaa r He06Xo,ulMOCTb), Hyx{Ho Ka7KJJb111 reHe-
paTOp BKJIIO1JJTb OTJIeJIbHO TyMGJIepoM, a 3aTeM BbIKJIIO4HTb. 1{OHTaI{-
TbI BCeX LIIc c(JepeHuHaJ1bHbIx peJle ]1,P 3aMKHVTC5T. ECJii Tenepb TyM6-
JlepbI BCeX reHepaTopoB nocTaBlITb B noJio xeillie ?BI{nrogeno>, reHe-
paTopbI BCe BKJIIOgaTCH_ B CeTb, HO gaCTb Hx MO>KCT? BHOBb OTKJHOgHTb-
CH, ecdlii 6eT 3HaunTejIbHaH pa3HHua HanpHx{eH1iIt
OnacH0fi ,L1H pa6omi reHepaTopoB i1 KOMnJIexTyeMo i C HHMH an-
napaTypbi HBJIHeTCH HeyCT0lignBOCTb napaJrJ1eJ1bHol-i pa6obl relepa-
TopoB, llplr HeycToli4HBoli napaJhneJlbHOii pa6ore renepaTcpn' 113-
McHHQTCH HanpHx{eHHe Ha reHepaTopax, ii Harpy3xa nepexo;~HT C
OJIHOro reHepaTopa Ha ?Ip}'r01i it o6paTHo. 4aCTb reHepaTopoB MO}I{eT
nepeuTH B ?;IB11raTe.lbHbIIi pe xn1i>. rlpl 3TOM HagnHaeTCH MnraHne
CHI'H3JIbHbIX JlaMnogex, yKa3brBaloiurlx Ha BKJ1IO4eHHQ rexepaTopoB B
CeTb, Ii KoJIe6aHHe CTpe~ioli Harpy3ogHbrx aMnepMelpoB reHepaTopoB.
HevcT01rgIfBaH pa60'ra reHepaTopoB HE,LIOflYCTNI\'LA 11 JIOJI}KHa 6bITb
ycTpaHeHa. JIJj1H 9TOr0 Heo6X0,rujMo OTKJ1IOgHTb 0111H reliepaTop OT
ceTH, ilT06bl yBeJrJ1 rITb Harpy3xy oCTaBWHxCH rexepaTopoB o 35--
50% OT cyMMapnoii.
HeyCTOI-igriBaH pa60Ta CHCTQMbI MO>I{eT BO3HHK8Tb 11 B C11ygae,
KOrna caMOJIQTHbIQ J(BHraTeJIH pa3BHBaJOT MaKCHMaJIbHyIO MOIIJHOCTb,
a Harpy3xa Ha reHepaTopbI r4iaJla (Hanprrlliep, npH B3JIe're CaMOJ1eTa).
57
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
B TBKHX C'ny4a5Ix ueJleCoo6pa3Ho OTKJIIO4HTb 4acTb reHepaTopoB Ii He
BKJIIO4aTb 'Hx AO TeX flop, HoKa Ha ocTaBInIIxcH reHepaTopax Harpy3-
Ka He Bo3paCTeT Ao 35-50%,
1-I pOBepxa npii BirnoJIHeHii ii per Jiari eHTHhIx
pa6oT Ha canlojIeTe
lJpH perJlaMeHTHbIx pa6oTax peJIe ,UMP npOBep511oT no 6opTOBbIM
flpH6opaM. AKKyMyJI51Topuasr 6aTa esI
1KpoMe Toro, Ha KJIeMMbL rexepaTopa 'uoJINOeH,6bITb6nO,gKj 1ogeH KOH
TpoJIbHbI]`i BOJIbTMeTp,
CHagajta no 6OPTOB'OMy BOJIbTMeTpy onpe~eaI5I10T HaflpH> eHlfe
aKKyMyJISITOpHof 6aTapeu, 3aTeM, yBeJIl1411Ba5r CKOpocTb BpaiueHIi53
~BIIraTeJrsi, CJIe, s1T 3a noKa3aH1ien1 IcoHTpojibHOro BOJIbTMeTpa,
Pejie AMP JjOJINvi. cpHr. 4)
flpri BKJIIOLIeHHH B ceTb rexepaTopa HJIH cTapTep-rexepaTopa Ha
KJIeMMbI 1, 2, 4 (fff l) aBTOMaTa noAaeTCSi Hanp$I}KeHHe B npe,rteJiax
26,5=30 8, a Ha KJIeMMbt 3 (111) H 1 (fff2) -15 e, npHtleM Ha KJIeM-
MbI 1, 2, 3 (f1) noAaeTcR ?+?, a Ha KJIeMMbI 4 (1111) H 1 (1112) no-
JiaeTc 1 ?-?. lpn 3TOM Cpa6aTbIBaeT pe ie TKE1P2,LI (P3), KJIeM-
eIa 4 (1111) CoeAHHSieTCH C KJIeMMO~i 4 (1112).
flpn fOBbIUi HHH HanpSI}KCHHSI Ha KJieMMaX 3 (fffl) H 1 (1112) uo
26,5=28 8 npH HOpMaJrbHOK TeMnepaType oxpy}Kal nieK cpe/ui
+20?C HJIH Ao 25,5=28,5 8 npH BCeX OCTaJ1bHbIX yCJIOBHSIX pa60Tbt,
yKa3aHHbIX B pa3A. ?OCHOBHble TeXHHt1eCKHe AaHHble?, Cpa6aTbIBa}OT
peJie P3L1-M (P1), TKE21flJ1 (P2), KoHTaKTOp KHK-M H noxBHTCH
K+? Ha xJ1eMMe 5 (1111).
flpH cpa6amlBaHHn KoHTaKTOpa KHK-M npon3oI~AeT:
a) BKJIIOt1eHHe COnpOTHBJIeHHH R3 (l3B-10-20 oAt) Me}Kiy KJIeM-
MaMH 3 (1111) H 3 (1112);
6) OTKJIIOLreHHe KJIeMMBI4 (1111) oT KJIeM11Ib14 (1112);
B) oTKJIIOUeHHe coeAHHeHHST Me}Kuy KJIeM114aMH 1 (f1) H 5 (fff2).
IIPHHUHII AEfCTBHSI
(4mr. 5 H 6)
fIpn Bo3paCTaHHH Hallpa}KeHHSI rexepaTopa HJIH cTapTep-rexepa
Topa 60JIee 30 8 LIepe3 OnpeJeJ1 HHM npOMe)KyTOK BpeMeHH, 3aBHc5I-
?u1Hii OT BeJ1HtIHHbI Hanp5DKeHHSI, Cpa6aTbIBaeT peJie PI (P3A-M). IlpH
Cpa6amIBaHHH peJIe P3,U-M 3aMbIKaeT CBOH KOHTBKTbI H Hafl 5DKe-
HHe OT KJI2MMbI 1 (1112) nonaAaeT Ha 061\IOTIcy peJie P2 (TKE21flLI.).
Pene P2 (TKE2IIIA) Cpa6aTbIBaeT, 3aMbIKaeT CBOH KOHTaKTbt H
tfepe3 HHX noAaeT Hanpa eHHe Ha o6MOTKy KOHTaKTOpa K (KHK-M).
10
1
i
2 132
0
N-
ro ~o~
o.. x
ro O~ C-)
U w
U -
O U U
U . U
0 0.
SAC
0..~
0=o
ro h r
v r?-
U ~o
L. 0.
0.
F
C~
U 1
S
11
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
12
KOHTaKTOP K (KHK-M) cpa6amlBaeT H npll 3TOM CBOHMH KOH-
TBKTflMH:
a) pa3pbIBaeT uenb 06MOTKH BO36y}KAeHH51 reHepaTopa 1JJili CTap-
Tep-reHepaTOpa (K1eMMbI 31111 II 31112);
6) 06eCTOUHBaeT AH4x epeHullaJlbHO-MHHHMaaIbHoe pee AMP
(KJIeMI11bI 11111 H 51112), KOTOpOe Cpa6aTblBaeT Ii OTKJIIO1aeT noBpeiK-
AeHHbIii reHepaTOp HJIH CTapTep-reHepaTOp OT 6OpTCeTH;
B) OTKJ1IO~IaeT fHTaHHe o6MOTKH pee P1 (P3,LI-M), PZ (TKE2III)J)
H P3 (TKE1P2J1).
Ii p it M c H a H H e. Y aBToMaTa A3II-8M 2-]i Cepiiit oTKq!o IaeTcx nhTaHne
o6MOTKH pe.ne P3 (TKEIP2A). Pe.ne Pi (P3JJ-M) H P2 (TKE2II1LI) oTKnioga1oT-
c51 BCne,CTBHe pa3BO36yx{AeHHA rexepatop a H.nx cTapTep-reHepaTopa;
r) BKJIIOIiaeT uenb JiaMriu, CHTHa1H3iipyIolueii cpa6aTbIBaHlle
aBToMaTa.
IIpv1 cpa6amIBaHIIH KOHTaKTOpa KHK-M er0 niTOK fOJJHHMaeTcS1.
,L1Si IIpHBe~eHIISI KOHTaRTOB KOHTBKTOpa B HCXOuHOe H0J10]KeHue He-
06XOuHMO Ha)K TB KHOIIKy BKJIIOIIeHHSI.
KOHTaKmI peJle P3 (TKE1P2,L) pa3pbIBaloT uenb ypaBHHTeJIbHoii
06M0TKH perydlRTopa HanpxixeHHx. ABTOAIaTHgeCKoe OTI{JnogeHHe
ypaBHIITeJlbxoi o6MOTKH perymsi opa Hanpa,KeHHx aBapHKHOro relxe-
paTopa urm cTapTep-rexepaTopa Heo6xou1Mo j[15I o6ecnegeinx npa-
BHJIbHOIi pa6OTbI OCTaBIIlIIXCH reHepaTOpoB nJlli cTapTep-reHepaTOpoB.
H p ii M c q a H H e. IIpn BKJ1IO~IeHHH aaToniaia A3H-8M 2-ii cepHH no Iprir. 6
B CHCTeMe Co cTapTep-reHeparopoM, npH 3anycxe cTapTep-rexepaTopa AOJDreH
6bITb CHAT EC+> C K7eMMbi 1W1 aBTouala, npH 31'OM node 3anyCKa ?+?
2 O.niKeH n0,~jaBaTbCH Ha x ieMniy 1(IIII) C BLIAepH{KOIi BpeMeHH 0,1 cex. K.nervi-
1ia 5 (1111) MOx{eT ObITb HCnO7b3OBaHa nyTeM fOaa4H Ha Hee .
bJIoK-CxeMa BKJIIO4eHH5i aBTOMaTOB A311-8M 2-fl Cepifil npH na-
pa r1elbxotI pa6oTe not{a3axa Ha ( Hr. 7.
BI{JnogeHHe aBT0MaT0B A31I-8M npH napa.llelbxoii pa6oTe
aHa10dngHO BK1IO-IeHIIIO aBTOMaTOB A3II-8M 2-fl cepIIII, npihIeri
KJIeMMbI 1112 aBTOMaTa JIOJI)KHbI 6blTb BKJHOTfeHbI Ha 60pTCeiii.
V. KOHCTPYKIIHA ABTOMATA A311-8M 2-H CEPHH
ItoxcTpyKun5l aBTOMaTa A3f-8M 2-}I cepHH noxa3axa Ha ~IIr. 8.
ABTOMaT COCTOHT 113 cJle~yloiuHX y310B H jjeTaJ1eli: KHOnOUHOFO
KoHTaKTOpa KHI{-M (4), peme 3aMeAJlexxoro EieIiCTBHa P3,J-M (1),
KOMMYTaulloxxbIX peJie i{Jianaxxoro THna TKE2I IZJJ (5), TKE 1 P2J ,
(14), uO6aB0gHbIX COnpoTHBJIeHHIl (npoB01o4HbIx OCTeI{JIOBaHHbJx)
n3B-10-22 o.1it-I (6) ii 113B-10-20 o.iI-I (3), perylllpyeMoro conpoTliB-
jreliiin PC-25 JV~ 10 (15), AByX conpoTHBIeHIlii 1\II7T-0,5-100 oM-II-B,
IIITenceJlbxblx pameMoa LIIP20175HI'10 (11) H LIP20FI5HIIJ10 (12),
OCHOBaHITH C aMOpTli3aTOpaMH (17), cTofKH (/), i{olnaiia (25) H
fJIHTbI (18).
COnpoTIJB1eHIIn MYIT-0,5-100 OAI-II-13 cMOHTnpoBa}ibl Ha naxeJlll.
IIaHeJib OTnpeccoBaHa 113 npeccMaTepllaJTa AF-4 B BII,C n1aHK1i
C ueTblpbM5i OTBepCTHSlMn: B JiByX 113 HHX pa3BaJIbIIOBaHbr .1enecTKli..
K KOTOpbIM HO~na5IHbI conpoTHBJIeHHA, JIBa Jpyrllx OTBepCT1H C1yiKaT
A151 Kpen.leHlin naHedui aJIIOMHH11 BbIMH 3a1CJIenKaMH K CT0HKe 7.
2*
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 14
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
cHr. 7. b,'IoK Cxe\[a BK3logeHHA aar0MaT0B A3IL8M 2-i1 ceuiiii npH naaa.a-
cevrbHOfl pa6oTe.
I-reHeparop HTH craprep-reHeparop, 2-6aai1acTHoe conpornB,leHne, aBro"iaT .a3i1-bA1
2-il cepnn, ?i-per.-1lTop Hanp1 enns{ PH-180, 5-BbIHOCHOC conpoTlIB?leul!e? `i--.1111j1cJJepeH-
una.lbnoe mulls ,1a?11;uue pele 7JAIP-400jJ, B-Bb1I.7loyaTeab Ancl~ jlepeH!t!1a.1! horn nn:u-l
31a?lblforo pelt', 3-cIIrna,lbHan .TaMnogKa, !1-aKKyMC.1rropnasl uaTBi) !? %i ;lip1O\pa-
111{Tenb.
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
16
15
13
Bub K
c)Ii'. 8. IKoITCTpYKUII5I aBroMaTa
1311-8M 2-ii cepun.
(--pe?1e ''.1!c:61c111!orl ;iCilun.'1 P 3J-M.
..--UCr,'..III'iI IA: 011e1HIli;, -;1i'.?oTlli;-
Iur?;Iii I;I11!,t fl I_ 'ii"l.'i Ii ~;-
':, ~/--6o.]T, ;--I';I,! I1-1!irl-
CC.?i'.ItL~;i 1:.LC11 flIJ i} ~Ifrl'l
Jill tI I 111 JIri' I!i11p!
curl r -, I} , ; i:
h ii:ll 1:2, / niri, 19--110.1V!li.;;',
:i;Ii!i;l - ',:i ;i iIfI) 111a%1C%1. ...-- IIIT.
_ -iiJ_;--;1!Il1i'.
:J-Iio1;T .:!l~i!ia9 Ii ~~O:~Q?IOiia, :'9-711:L?16ij
pe3111ioBa:! :;b-n;;oi~.-iIili;a !I:.J1I!1!o11?IaSI,
I-L'11IIT, '_-il:!II(L'I,. ; i;1gG'EHi;?;c!ilie
15
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
O c H n B a H H e 17 C aMOpTH3aTopaMH OTIIITaMHOBaHO 113 Ay-
paJnoMnHa LUA-M C OTBePCTH51MH JUTS! KpenJIeHHH BHHTaMH BCeX 3JIe-
McHTOB, BXOJjRIuHX B aBTOMaT H CTOHKH LleTblpe OTBepcTHH C uHKOB-
KaMH B yrJlaX OCHOBaHHH cJIy}KaT JUJI5I yCTaHOBKH aMOpTH3aTOpoB,
npenoXpaHHK)iunX aBTOMBT OT J1eHCTBHH BH6paUHH H yAapHbIX Harpy-
30K, tlepe3 cTaJIbHb1e BTyJIKH aMOpTH3aTOpoB OCHOBaHHe KpeHHTCS!
K fJIHTe 18 BHHTaMH 24.
C T 0 H K a 7 OTnITaMnbBalia 143 ,gypaJlloMHHa B B11J1e KOBIIIa, JU 151
npHJjaHH5i ei'i 6OJIbme i 3KecTKocTH. HH}KHHe OTBepcTHS1 cJlyx{aT AJIx
KpenJ[eHn5I CTOI3KH aJIIOMHHHeBbIMH 3aKJIeHKaMH 13 K OCHOBaHHIo;
B JIByX BepXHHX oTBepCTHSIX pa3BaJIbuoBaHbI CTaJIbHble pe3b60Bbie
BTyJ1KH 8, CJIy}Katufe UJI51 KpenneHH51 KOJInaKa 25. C6OKy CTOiKH
HMeeTCSI fBa 6OJIbHIHX H BOCeMb MajibIX oTBepCTHi JIJISi KpenJIeHHSI
IHTenceJlbHbIX pameMOB II H 12.
K 0 JI n a x 25 OTL ITaMIIOBaH 113 aJIIoMHHHeBOro CnaIaBa AMA-M.
C 6OKOBOI3 CTOpOHbI KOJI I K HMeeT BbIpe3 fOJI; mTenceJlbHbie pameMbI,
CBepXy - OTBepCTHSI AJIH BbIXOJja KHO IKH KOHTaKTOpa KHK-M H
TpH Bb[JUaBKH C oTBepcm51MH, B KOTOpble yCTaHOBJIeHbI HeTepSIIowHe-
CH BHHTbI 26, Kpen5 uIle KOJinaK. CBepXy K KOJInaKy npHKJIenaH c FIp-
McHHbIH 5IpJIbIK H 3THKeTKa C HaJnHcbIO: ?BHHMaHHe! UpH 3aMeHe
aBTOMara A3I-I-8M Ha A3I-I-8M 2-i3 CepHH npoBeCTH JJOpa60TKy BHeHI-
HHX COeJHHeHHH?.
,1JJIH o6ecnegeHll51 COnPOTHBJIeHHH McTaJIJIH3aUHIi B aBTOMaTe
A3II-8M 2-H CepHH 3aunIueHbI MecTa: B CTOIkKe 7 noj) BTyJIKaMII 8 II
cf JIaHuaMH mTencejIbHb[x pameMOB 11 H 12; Me3KJLy CTO) KO}I 7 H
OCHOBaHHeM 17; B KOJInaKe 25-noJ~ rOJ1OBKaMH BHHTOB 26; B nJIn-
Te I8 - B McCTax KpenJIeHHSI Ha o6'beKTb[. OCHOBaHHe 17 H nJIHTa 18
COeJHHeHbI BbIBOUOM, H3roTOBJIeHHbfM B BHJJe nJIeTeHicH 113 JIaTyHHOFi
Jly Kexoll npoBoJIoKH.
II JI 11 T a 18 OTHITaMnoBaHa 113 JUypaJIIOMHHa C zleTbipbMSI OTBep-
CTHSIMH J[JISI KpenJIeHH5I OCHOBaHHII ~Iepe3 aMOpTH3aTopbI H ~IeTbipbM53
BbIJUaBKaMH C OTBepCTHsIMH, CJIyM aIILHMH JUJISI KpenJIeHHSi aBTOMBTa
Ha o6'beKTe.
ABTOMaT A311-8M OTJIHgaeTCSj OT A3f1-8M 2-H CepHH JIHHIb BXO-
JIRLIJJIMH 3JIeMeHTaMH. BMecTO ConpoTHBJIeHHK 113B-10-22 oM-I H
Ii3B-10-20 OM-I B aBTOMaTe A311-8M CTOSIJIH COHP0THBJIeHH51
II3B-10-62 o~1i-In II3B-10-22 OM-I, HO OTCyTCTBOBaJIH J(Ba COnpoTHB-
JIeHH51 MTJI-0,5-100 oM-II-b.
KOHCTpyKUH5I aBT0MaT0B A3II-8M He yJLOBJIeTBOpSIJIa Tpe60Ba-
HHHM HO ConpoTHBJIeHHIO Me'rajIJln3aunH. l03TOMy B aBToMaTax
A3II-8NI 2-H CepHH 6hIJla npoaeJjeHa JUopa6oTKa, orlncaxxax BblHle,
O6ednegfBaJoula51 conpoTIIBJIeHHe McTaJIJIH3auHH.
VI. rAPAHTH5I
B COoTBeTCTBHII C TeXHH'IeCKHMH yCJIOBHHMH Ha 1961 r. OpraHH3a-
uH51 rapaHTHpyeT 6e3oTKa3Hylo pa6oTy aBTOMaTa A3IT-8M 2-H CepHH
(6e3 peMOHTa) B TegeHHe 500 JIeTHbIX 'IaCOB Ha npoTxxceHHH 5 JIeT,
B yHCJIO KOTopbIX BXOJIHT 4 roJ~a HenoCpeJCTBeHHOH 3KCnJIyaTauHH Ha
16
caMOJIeTe, a OCTaJIbHOe BpeM51 - TpaHCIIOpTHpoBKa H XpaHeHHe Ha
cKJIauaX 3aKa3tIHKa H fOTpe6HTeJl5I.
II p x M e ti a x H SI. 1. 11pir 3xcnJlyaTaunH aBToMaTa A311-8M 2-H cepliH Ha
naccaiKHpcxxx, TpaHCnopTHbIX H .lecaHTHo-TpaHCnopTHbIx CaMOJTeTaX opraHH3a-
uHH rapaHTHpyeT pa6oTy B Te~Iexxe 1000 JIeTHbIX 'IacOB Ha npoTH;KeHHH Toro
xce KaJIeHAapHoro cpoxa, a C 1 aarycia 1960 r. 1500 JIeTHbIX ~iacos.
2. H3AeJlHH, noCTaBJIAeMble no oco6oMy 3aKa3y .I J1:I ,ILJIHTeJIbHOrO xpaHeHHsl,
no.L BepraIoTCS1 CneuHajH,HOli KOHCepBauHH B TeeeHHe 2 neT. Ha nacnopTax T2KHX
H311eJIHFi CTflBHTCSI WTaMI ?Cpoic rapaHTHFiHOro XpaHeHHH 2 roAa c coxpaHeHHeM
rapaHTHH 3xcn.nyaTauHH?.
VII. YCTPOHCTBO, HPHHIjHII AEHCTBHR H KOHCTPYKIjHA
OTL,EJIbHbIX EJIEMEHTOB, BXOAJIfHX B ABTOMATbI
A311-8M H A311-8M 2-ii CEPHH
KOHTAKTOP KHK-M
Ha3HageHHe
KOHTaKTOp HpeJHa3Hal.IeH JUJI5I BKJIK)~IeHI151 H BbIKJuogeHHSI uenu
Bo36y}KueHH51 reHepaTOpa (CTapTep-reHepaTOpa) H JUJI51 CHrHaJIH3auHH
pa6oTbI aBTOMaTa.
KHK-M npeJUCTaBJISteT co60K KOHTaKTOp HMnyJIbCHOro JleiCTBH51.
.KOHTaKTOp If MT UBe napbI CIIJIOBbIX KOHTIKTOB (OJ.1Ha papa Hop-
MaJIbHo-3aMKHyTasI, J~pyrasi - HOPMaJ1bH0-pa3oMKHyTasI) H JLBe riapbl
BCfOMOraTejlbHbIX KOHTaKTOB (oJHa papa HOpMaJIBH0-3aMKHyTaH,
.LLpyrasi - HOpMaJIbHo-pa30MKHyTasI).
BHewHI1H BHU KOHTaKTOpa HOKa3aH Ha ()311r. 9.
TeXHHgeCKHe JIaHHble
1. HoMHHa.nbxoe xanpsDKexxe nHTaHHSI . . . .. . . . . . . 28,5 8
2. HOMHHaJIbHbI13 TOK:
a) B uefH CHJIOBbIX KOHTaKTOB (npH pa60Te B fieri 06MOTKH
Bo36yxcAeHHa rexepaTopa nocToslxxoro 'mica) . He 60J1ee 15 a
6) B uenH BcnoMoraTejlbHbIX KOHTaKTOB ... . .. . . . . He 6oJiee 2 a
3. Hanpsnxexxe cpa6aTbIBaHHSI B XOJIOILHOM COCTOHHHH npH
TeMnepaType +20? C . . . . . .... .. .. . .. He 6o.nee 15 8
4. PemHM pa6oTbi:
a) 06MOTKH . . . . . . . . . . . . . . . . . . . . HMnymCHbII3
6) KOHTSKTOB . . . . . . . . . . . . . . . . . . . . np0A0717KHTeJIb-
1-lbIl
5. Bec . . . . . . . . ... .......... ... . He 6oriee 0,49 x2
6. KoHTaKTHOe ,LLaBJ1eHHe:
a) HOpMaJIbHo-3aMKHymx CHJIOB1!X KOHTaKTOB (K.Te 11bI 3, 4) 0,28=0,37 kZ
6) BCnoMOraTeJlbHbIX KOHTaKTOB (KJieMMbr 7,8) . . . . . . 0,28=0,37 KZ
7. YCHJIxe xa InTOxe (Kxonxe), Heo6xojjHMoe ,QJISI 3a,MbIKaHnH
CHJIOBhIX H BcnoMoraTejlbxb[x KOHTaKTOB , .... , .. . He 6orlee 3,5 KZ
17
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
O6MOT09HbIc J[aHHbIE
Mapxa H MaTepxa.n r1poBO1L . . . . . . . . . . . . . l3B-1 (Me,Tb)
AHaMeTp npoaoua . . . . . . . . . . . .. . .. .. . . 0,38 At .41
4HCJIO BHTKOB . . . . . . . . . . .. . .. . . . .. . . 520
ConpoTHBJIeHHe O6MOTKH npH Tenineparype 20?C . .. .. . . 7,6?0,6 ow
Mapxa npoBoAa BbIBOAa KaTyLHeK . . . . , . . .. . . MFILIB
CeeeHHe npoBoAa Bb1BOAa . . . . . . . . .. . . . .. . . 0,14 4t.4t2
.E1JIHHa BbIBOJa (B 3aroTosxe) . . . . . . . . . . . . . . . 100 4t4t
IPHHUHn ,ILe)NiCTBHA
IZpHHIjHn 1jefCTBH5I KOHTaKTOpa CneJjyioluHli (cjmr. 10). 11pri o6ec-
TO4eHHOi KaTymKe H HL'Ha)KATOM LUTOKe (KHOnKe) uenn CHJIOBbJX
(KJieAIAIbI 3-4) II BCn0M0raTeJIbHbIX (1 TeRIAIbI 7-8) KOHTIKTOB
cHr. 9. BHemHHII BHA KOHTaKT0-
pa KHK-M.
cplr. 10. IIpHHuxnHa.71bHa5I
cse~la xoHTaKTopa
KHK-M.
113 na3OB BHyTpeHHero KOJIbua H IIOnaAaIoT Ha 6OJIbW14 AAaMeTp
BHyTpeHHeii noBepXHOCTH Hapy}KHOro KOJIbua. OCBO6O)K.neHHoe BHyT-
peHHee KOJIbIJO BMeCTe C N{eCTKO CB$I3aHHbIM C HHM CepJjegHHKOM
3JIeKTpoMarHHTa nOBOpaglBaeTCH AO COI1PHKOCHOBeHHH CepJjegHHKa
C ynopoM. MaFHHTHb1H 3a30p npH 3TOM - MaKCHMaJIbHbIli.
lpii nolla~Ie Hanpsi eHHSI Ha 06MOTKy 3JIeKTpoMarHHTa Co31jaeT-
CA 3JIeKTpOMaFHHTH0e yCHJIHe, KOTOpoe 3aCTaBJIHeT CepRe4HHK 3JIeK-
TpOMarH4Ta H CBH3aHHOe C HHM BHyTpeHHee KOJIbUO fIOBepHyTbcM.
KorAa npH fOBOpoTe BHyTpeHHero KOJIbua er0 na3bI COBnaJjyT C OT-
BepCTHHMH 06011MbI, TO ILIapHKH nOJj JjeI1CTBHeM npy KHHbI BbITaJIKH-
BaK)TCH C 6OJlbLuero JjMaMeTpa BHyTpeHHeK nOBepXHOCTH HapyN{Horo
KOJlbua H nonaJjaloT B er0 na3bI. ,LIB1DKeHHe OCB06oJu1BwerocH Ha-
pyNcHorO KOJIbua nepeJjaeTcM IIITOKy H ueHH KOHTaKTOpa nepeKJIIO-
ilaKoTCH.
OnucaHHe KOHCTpyKUHH
KOHTaKTOp COCTOHT 113 3JieKTp011IarH1-iTa, 3anHpa1oIr er0 yCTpONCT-
Ba (3ailieJiKH), KOHTaKTHOI3 CHCTeMbI H BCfOMOraTe.nbHbIX 3JIeMeHT0B
(If Hr. 11). B 3JIeKTpoMarHwr BXO.LIMT FOJIIOC, CepJjegHHK H 06MOTKaI10 JI io C 34 H3roTOBJieH J1HTBeM 113 CTaJm 10. B uunIiHJjpH4ecxol~
'IaCTH .NMeeTC5I JjByXCTyneHgaTOe OTBepcTHe, B KOTOpOM pa3MerLjeHbI
HJTOK 7 C TpaBepc01i 31, BTyJIKa 32 H npy}KnHa 36.
Hapy icHbIII KOHeu uHJIHH1jpa BbifOJ1HeH TpexcTyneHgaTbIA1 C pe3b-
60BOi KOHueBOH gacmio. Ha CpeJJHIOIO CTyneHb nocaN(eu0 BHyTpeH-
Hee KOJIbUO 39 Il 3aKpenJleHo rafKOFi 40. '-Jepe3 OTBepCTHe B raI%IKe
npoCBepjleH0 OTBepcTHe B 060iiMe H noJIIOCe, B KOTOpOe 3anpe000BaH
IUTHcf T 13, N{eCTKO COeJJHHSIK)I4HH 060Iinry c noJnoco i.
TopuoBaM 'IaCTb noiiioCa HMeeT uemipe npniiHBa CO cKOcaMH.
O6pa6oTaxxa5l BepTHKaJIbHaM fOBepxHOcTb npHJIHBOB 5IBJISIeTCM pa-
60eH noBepXHOCTbio nOJIIOCa. Me K1 y npI4 nBaMH HMeIoTCH BbIpe3bI,
B KOTOpbIX pa3MeLua}oTCH npHJIHBbI cepJ1egHHKa 35.
C6oKy B npnJIHBaX HMeloTCH pe316oBble OTBepCTHH C 3eHKOBKaMH.
B 3eHKOBKH 3aBaJ1bu0BbIBaeTCH KOJ11T1aK H Kpenn7c5r J1OfOJ1HHTeJIbHo
BHHTaMH 37. B OJjHOM 113 npIJIHBOB npOCBepJIeHO CKB03HOe OTBepcTlle
nojj IDnJIIIHT 44, KpenMLunlI O.tWH KOHeLL BO3BpaTHOFI npyNCHHbI 36,
B JjpyroM npocBepJlel-lo rJiyxoe oTBepCTHe, B KOTOpOM 3anpeccoBaH
JIaTvHHbIIl OrpaHHgIITejIs 48, npeJjoxpaHHIoLunf 01 3aJIHnaHH5I noJIIOCa
C cepAe~IHHKOM npH pa6oTe KOHTaxTopa.
C TOpua fOJIIOC HMeeT BOCeMb pe3b60BbIX OTBepCTn}i: zlemlpe JIJIH
I?:penJleHHH naHeJin 2, JjBa JjJIH Kpen.J1eHHH KOJInaKa 14 H JjBa IjJIH
KpenJleHnH ynopa 49. YHOp CJIy KHT J(JIH pery.r1 IpoBaHIIH MarHHTHOro
3a30pa nleNCljy pa60~IHMH noBepXHOCTHMH HpJ1JIHBOB B noJIIOCe H Cep-
1je~IHHI{e.
C e p Jj e ~I H Ii K 35 H3roTOBJIeH JIHTbeM 143 CTaJI1i 10. TaK 3i{C KaK H
riwiroC, OH HMeeT ~IemIpe npIIJIHBa CO CKOCaMII. O6pa60TaHHaH Bep-
THKaJIbHaH noBepXHOCm npHJIHBOB HBJIHeTCH pa6ouei noBepXHOCTbro
Cep~euHHKa. B O1LHOM 113 npI?1JIHBOB IIMeeTCH CKBO3HOe OTBCpCTIIe no,r&
LnIlL7HHT, Kpe!IHIuHH BTOpOK KOHeLj BO3BpaTH0I3 nppKHHbI.
3 132 19
pa30MKHymr, a uenli CIIrHaJIbHbIX (KJIe11IMbI 5-6) Ii CHJIOBbIX (i ieM-
MbI 1-2) 3aMKHymI. fIpli 3TOM MaTHIITHbIII 3a3op AIe I y noJIIOCoDt
3JIeKTpoMarHHTa 34 ii CepAetIHIIKoM 35 1HHIIMaJIbHbI1 (cM. [ Iir. 11).
rlpu Ha}K3TI1n Ha I1110K (KHOnKy) 3aMbI1{aIOTCH uenn CIIJIOBbIX
(I{JIeMMbI 3-4) Ii BCnoMoraTejlbHbIX (I{JIe11IMbI 7-8) KOHTBKTOB H
pa3MbIKaIOTCH uenii CHFHaJIbHbIX (KJIeMMbt 5-6) li CIIJIOBbIX (KJIeM-
MbI 1-2) KOHT3KTOB (C11i. ()lnr. 10).
IIpH Ha~KaT1111 Ha LIITOK WapilKll, paCnOJIONieHHBIe B OTBepCTHHX
O6OiIMb1 li OnllpaBHhIIeCH .fl0 3TOr0 Ha McHBLUHI3 JjHaM2Tp BHyTpeHHeI1
flOBepxHOCTII Hapy%HOFO KOJIbua, n0u ueUCTBIfeM npy}KIIHbI BbIXOJIHT
18
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
20
47~
34
5-5
cHr. 11. KOHCTPYF:uHSI KOHTaKTOpa KHK-M.
1-nuwra, 2-naueJlb, 3-mHHKa HenOJ BH}KHux BC IOMOraTeJlbublx KoHTaKToB, 4-
mHHKa HenoJ(BH}KHb1x CHTHaJIbI1MX KOHTaKTOB, 5-aBHH~, 6-mHHKa n01~BHH{HbIX
CHCHaJIbHbIX KOHTaKTOB, 7-mTOK, 8-3aKJlemca, 9-mapMK0n01ImHnnHK, 10-KOJ1bgo
Hapyxcnoe, !1-mapHK cranbu01i, 12-o6ofMa, 13-mTu1jIT, 14-KOJInaK, 15-o6MoT-
Ka, 16-KapKaC KaTymKH, 17-ma fl6a San maH, 18-BHHT, 19-npyndHHa 6y4epHa r,
20-KpuuiKa, 21-HeuoJ[BH}KHI~IA CHrHaJIbHbIII KOHTaKT, 22-mryuep, 23-npyncuua
KHOBKH, 24-BTyaKa, 25-KOnna40K, 26-mat 6a, 27-a HTOK KHOnICH, 28-umHKa
HenozLBUacBbtX CUJIOBbIX KoHTaKToB, 29-ma1i6a, 30-raAKa, 31-Tpaaepca,
32--BTyJIKa, 33-BHHT, 34-noJIIOC, 35-CepJIegHHK, 36-npy}xaxa Bo3BpaTHa9,
37-BHHT, 38-mapHKonozunHnRRK, 39-Konbuo BHyTpeHHee, 40-raf Ka, 41-muaxa
HenogBH}KHbIX CHJIOBbIX KOHTaKTOB, 42-6onT, 43-no1LBH}KHble CHnoBbie KOHTaKTbi,
44-mm iron,, 45-Bun, 46-npyxtHHa, 47-'ymKo, 48-orpaRHgHTenb, 49-ynop,
50-mali6a npy iumHaH.
Sue fe3 IfpblidMU (A03?ZO) 46
B Topije cepReliHHKa JT IOTCH zieTbipe CKBO3HbIX OTBepCTHSI C uH-
KOBKaMH, ~Iepe3 KOTOpble BHHTaMII 37 KpeIIHTCH K cepJJe'1HHKy BHyT-
peHHee KOJIbuO 39.
0 6 M O T K a 15 BbIIlOJIHCHa B BHJ1 KaTyI11KH, HaMOTBHHOl1 MeR-
11MM 3MaJIHpOBaHHbIM 11 OBOROM H3B-1 Ha KapIiac 16, oTIIpeccOBaH-
HbIFr 113 rlpecCMaTeplaJla AF-4.
HatIajjO H KOHeu 06MOTKH BbIBeAeHbI McJLHbIM rH6KHM I33OJIHpO-
BaHHbIM IIpOBOROM, HX IIORIIaHBaIOT K WHHKaM, 06o3HageHHbIM 6yKBa-
MII ,1- B HH}KHHII I1OJIIOC H CJ1y}KHT JJJ1H
BO3BpaIueHHSI n.nyHx{epa B HCXOJ HOe noJIO}KeHHe.
11 a x e JF b 18 oTnpeccoBaxa 113 npeCCMaTepllaJla AF-4. B naxeiF1
IIMeIOTCSI TpH OTBepCTIIS1 L1JZ5I KpenJ1eHIi5I K (1J1aHuy 10 BHHTBMH 21,
Tpl1 npHJ11IBa C OTBepCTHSIMH )tJIH KpenJIeHHH BIIHTaMH Ha OCHOBaHHH
aBTOMdTa Ii J(Ba yrJIy6J7eHHH C OTBepCTHSIMIF, B KOTOpble 3aJI0}KeHbI
24
JIaTyHHble WHHKH 19 H 20. C IIpOTHBOnOJIO}KHOII CTOpOHbI IIaHeJIH
yCT8H0BJIeHbI JleneCTKH 16. JIenecTKH 16 H WHHKH 19 H 29 }KeCTKO
COeJ(HHeHbI MexKJ(y C060i1 nHCT0H2MH 17.
IIIHHKa, K K0T0p01 noRnaHBaeTCS BbIBOJ( OT o6MOTKH, 0603HatIeHa
Ha naHeJIH CO CTOPOHbI JienecTKa 6yKB01I ; WHHKa, K K0TOp0II nOJ(-
naHBaeTCSI KOHeu HenOABH}KHOrO KOHTaKTa,- uH4 p0II K1?.
IZOCJte C60pKH pene yrJIy6JIeHHSI C WHHKaMH 3aJIHBa1OTCSI XOJ10AHO~
3HOKCHJrLHO?I 3aMa3K0II J1J15I H3OJ1SIuHH.
KOMMYTAgHOHHb1E PEJIE TKE21fJJ H TKEIP2A
Ha3Ha~IeHHe
PeJIe npeAHa3Ha~IeHbI J1J1H KOMMYTaUHH uenell aBTOMaTa.
Pene TKE2IIZR HMeeT 110,0J1H0II nape HopMambHo-pa30MKHym!x
K0HTIKT0B FI no OgH0 I3 nape HOpMaJ1bH0-3aMKHymIX KOHTaKTOB H n0
CBOeMy Ha3HateHH1O SIBJISIeTCSI nepeKJI10 aIOIuHM.
PeJie TKEIP2,L1 HMeeT ABe napbI HOpMaJIhHO-pa30MKHymIX KOH-
T8KT0B H n0 CBOeMY Ha3Ha~IeHI41O 5IBJ15I2TC5I BKJ ogalonlIfM.
BHenIHHH BHJ( peJIe fOKa3aH Ha 4 nr. 15, npIiHUHIII1aJ1bHaSI cxe-
Ma - Ha ~Hr. 16.
TexHH~IecKHe ,uaHHb1e~
HannzenoBaxne napaMerpa
TKE2IIIA
TKEIP2A
HoMHHamHoe HanpAN{eHne B uenH o6MOTKH B 6
HoMrfHaJlbHoe Hanp5I;Kexne B IIerIH KoHTaKTOB B B
CnJIa TOKB B IIefH KOHTBKTOB npH BJIeKTpoMar-
HHTHO1 HOCTOIHHOI1 BpeMCHH 0,015 CeK. B a
CnJia Toxa, noTpe6J1AeMoro o6MoTKoH Bo BKJHO4eH-
HOM COCTO$IHHH, B a He 60Jiee
Hanpci eaHe cpa6amrsaHHii npH TeninepaType
oxpy) KalomeI cpeAbi +20' C B B
a) B XoJIOgHoM COCTO$IHHH He 6oJiee
6) B HarperoM COCTOSIHHH He 6oJiee
HanpxiceHHe oTnycKaHHH npH TeMrieparype oxpy_
xKaioateli cpe.rui +20' C B B
a) B XOJ1O HOM CoCTORHHH He 6oaiee
6) B HarperoM COCTO5IHHH He 6o iee
IIa.l eHHe HanpHHKeHHR Ha KOHT2KTBX npH npo-
XOHKAeHHH HOMHHaJIbHOrO Toxa B M8 (He 60nee)
Bec B a (He 6o iee)
* AJBa CJIOSI JIaKO-
meJlKa J U2, nocjie Nero cep, e--
HHK CTaHOB1TCS1 Kaplcaconi Ka-
TymKH, Ha KOTOpbIii Ha1l1aTbIBa1OT
o6MOTKy. CBepxy o6MOTKa 3auulwexa JIBKO1L1eJ1KOM 111112.
Ha OJ1HOI1 113 6OKOBb1X CTOpOH OCTOB 16 iilteeT pe3b60B0e OTBep-
CTIIe M2 J11JI51 KpeHJIeHHSI IIaHeJIH 2 BHHTaMH 4. BHHTbI 4 KOHTp5ITCH
maii6aAfil 5 H IIpy KHHHbIMI1 waK6a 11I 6. K mpyroN 6OKOBO1 CTOpOHe
OCTOBa 16 TO14egH01i CBapKOH IIplBapeH KpOHfTeIIH 17, KOTOpbIN
yJlep)KIIBaeT S1KOpb 12 OT COCKaKHBaHHSI H CIIOJI3aHH51. B HH}KHeFI 1Ia-
CTH KpoHmTeiIH 17 HMeeT oTrH6Ky, CJ1y}KaI.uy10 oIIOpoK tJ15I B03BpaT-
HOiI IIpy}KHHbI 15, a B BepXHCII t1aCT11- oTrH6Ky, KOTopasI orpaHxtrx-
BaeT X0.E1 SIKOpsi B OTKJI1C~IeHHOM COCTOS1HHH.
,UJiSI IIpe.noxpaHeH1{Si OT KOppo3Hli IIOBepXHOCTII OCTOBa 16, cep-
,e4HHKa 13 ii KpOHHITeiiHa 17 Ka,L1MHpOBaHbI C TOJIIuHHOII IIOKpbIT11Si
5-8 acre.
1 K 0 p b COCTOHT 113 CO6cTBeHHO SIKOpSI 12 c KOHTaKTHOII IIJIaCTII-
HOII 10 Ii TOKOHeCyluero K3H1THKa 20.
STKopb 12 OTIIITaMIIOBaH 113 JIHCTOBOII 9JI2KTpOTeXHH~IeCKOII cTa-
JIH 3 11 AJIH HpeAOXpaHeHliR OT KOppO311ii TrMeeT Ka,altIHeBoe IIOKpbITHe
TOJ UHHO13 5-8 1ivc. ~11cdpb 12 HMeeT ABa OTBepCTHSI JUJ McTpOM
1,6 MM JiJiSI KpeIIJleHHH KOHTaKTHOH IIJ1ICTHHN 10 IIpH IIOMOIUH 3a-
KJlenoK 19. KOHTaKTHasi 1JIaCTHHa BbIfIOJIHeHa 113 IIOJ1000BOi3 6pOH3bl
BpOc 6,5-0,15, KOTOpa$I 06JIagaeT XOp0mlIMH IIpV%HHSIIIJIMI1 CBOFiCT-
BaMH, 'ITO 04eHb Ba}KHO JIJIH CO3JIaHHSI He06X0,LJHMOro KOHTaKTHOrO
28
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
AaBJIeHHH. Ha KOHue KOHTaKTHO1I IIJlacTHHbr yxpe1JleH KOHTaKT 9,
I13FOTOBJIeHHb11I 113 'IHCTOrO Cepe6pa MapKH Cp99,9.
B pe.me TKE1P2) KOHTflKT 9 HllieeT C4lepy TOJIbKO C 0J1H011 CTOpO-
HbI, a B peJie TKE211TA - c JLByX CTOpoH.
17. KOHcTpyKU}IH peJie TKE2IIIA.
1-BMBO,L 2-naHenb, 4-a ncr, 5-mali6a, 6-ma1li6a npy KHHHaH, 7-KoH-
TaKT Hesoj1BSfSKHbIH, 8-mMHKa KoHTaKTHaH, 9-KoHTaKT fOABff Hb1L 10-
n.racTHHa KOHTaKTHaSI, 11-KonnaK, 12-AKopb, 13-CepliegHHK, 14-KapKaC
KaTymKH, 15-npyxcHHa Bo3BpamaH, 16-OCToB, 17-KpOHmreliH, 18-Ka-
TymKa, 19-3aK.ienxa, 20-KaaaTHK TOKoHecywHJ, 21-BTy.lKa, 22-npo-
IL'Ia.IKa, 3, 23-mHHKa, 24-nncrou.
Ha 3arHVT01I '.IaCT1i KOHTaKTHOK IIJIaCTHHbI 10 HMeeTCSI Ha3, B KO-
TOpOM 3aKperi ieH H IIO,UIIa5IH FH6KH1i IIpOBOJjHHK 20. S1KOpb 12 irrreeT
J1Ba 4 aCOHHbIX rla3a, KOTOpbIMH OH Ca,LLHTCH Ha KpOHmTe111H 17. OTpO-
CTOK B KOHue S1KOp5i CJIyiKHT J1J1H KperIJI2HHSI BO3BpaTHOK IIpyiKH-
HbI 15.
H a H e JI b 2 H3rOTOBJIexa 113 npeccllopoluKa K-21-22. B ee BepX-
He1I BIaCTiI 3anpe000BaHbi HeHO1JBH]KHble KOHTaKTHN mMHKH 8, K KO-
TOpbIM IIpHIIaHH HIOCKHK KOi-ITaKT 1'13 '-IHCTOfO Cepe6pa Cp99,9. He-
29
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
A3II-8M 2-H cepHH B ycJIOBHRx a3poApoMa?. focJIe 3T01'0 Hauo ripo-
BepHTb aBTOMaT B ueJIOM, KaK yKa3aHO B pa3A. ?PeMOHT, Ae4 eKTauMSI,
peryJIHposaHHe H HCIIbITaHHe y3JIOB aBToMaTa?.
HpoAoJnKeHHe
HeHcnpaBHocTb
TIpH~HHa
Cnoco6 ycTpaHexnx
IX. BO3MO)KHbIE HEHCHPABHOCTH, CIIOCOBbI HX
OBHAPY)KEHHR H YCTPAHEHHA
HeHCnpaBHOCTH B aBTOMaTaX A3I1-8M H A311-8M 2-H cepHH MO-
ryT B03HHKHYTb FJIaBHbIM o6pa3OM B pe3yJIbT3Te HeHcrlpaBHOcTH ane-
McHTOB, BXOJJSIWHX B aBTOMaTbI - peJle P3A-M, TKE21II,q H
TKE1P22J H KOHTaKTOpa KHK-M.
HencnpaBHocm
fpHgnHa
Crioco6 ycTpanexxa
A3P-8M H Ha KJIeMMax
3 (1111) H 1 (1112) niisi
A311-8M 2-EI cepHH (chi.
pa3A. ?TexHH'IecKHe daH-
Hble>> H He 3aropaeTC5I
cgrxaJmHaH JIaMnogKa
HencnpaBHOcTH, BO3HHKaI01uHe B npouecce MOHTa)Ka H 3KCfJIyaTauHH
1.IIpH BKJIIOgexxx B
C2Tb reHepaTop HJIH CTap-
Tep-reHepaTOp He B03-
6y)KJjaeTc I, ropwr Cxr-
HaJIbHaA J1aMno4Ka
2. Ilpx BKJHOtIeHHH B
?cem HT KoHTaKTa Mex{Ay
?KJIeMMaMI1 4 (1111 H 1112)
3. IipH OTKJIK)4eHHH aB-
roMaTa He FOpHT CHr-
HaJIbHa9 .naMno9Ka
4. ABTOMaT Cpa6aTbI-
BaeT npH KpaTKoBpeMeH-
HbIX nepeHanp nKeHn,IX
?ceTH, BO3HHKaIou]HX npH
nepexoAHblx npoueccax
5. ABTOMaT He cpa6a-
TbIBaeT npH HOBbIWeHHH
Hanpxx{enHR Ha xneM-
Max 3-4 (1111) j(JIH
a) He Ha)KaTa KHOnxa
BKJIIOBeHHH Ha aBTOMaTe
6) He pa6oTaeT iiawlix
L1H KpenJleHnSI peie H KOHTaKTOpa B aBTOMaTe H Ap.
PervJlipoBKa Ii rIpoBepKa OCHOBHbIX napaMeTpoB pee P3LI-\1
TKE21I-l , TKE1P2,1I ii KoHTaKTOpa KHK-M ofHCaxbl HlI)Ke.
HCHbITATEJIbHblH (IYJIbT C FIPHBOPAMH
H ATPEFATAMH IIHTAHHA
l-lyJ1hT (4liir. 21) npeiicTaB~9 ieT c060iI CTOJI C naHeJb10, Ha KOTO-
pofi pacnoJIO%eHbI 3JIeKTp0Ii3MepnTeJIbHble npH6opbl, BbIKJI104aTeJll1
II BbIBO Hble fPOBO1JHI?iKII ,UJH nplicoeuHHeHI151 llCnblTVeMOrO Ii3,LIeJH5I
li CXerie fvJIbTa.
Ha naHeJTll fVJIbTa pacnoJO)KeHbI c.7eayiolljlie li3MeprlTeJlbHble
npil6opbi.
1. Anlnep~ieTp AI c npe~e~oi n3MepeHI15T 0-1 a, Ic.lacca TO'-IHO-
CTII 0,5-1 jj i i 3aMepa ToKa cpa6aTbIBaHHS1 pee P3L-M;
ajinepierp A2 C npe, eJIoM n3niepeim 0-30 a, KJlacca To4HOCTII
1--1,5 11 IH KOHTpOJIA Harp}'3KII ~Iepe3 KOHTaKTbI KOHTaKTOpa KHK-M.
aMnepMerp A3 c npe, eJloM n3MepeHli i 0-3 a, K~acca TO~IHOCTH
0,5-1 3aMepa Tara cpa6amIBaxnH KOHTaxropa KHK-M;
aMnepMeTp A4 c npe iezoni H3MepeHHH 0-5 a, K~Tacca TOT4HOCT-r
1-1,5 J IH KOHTj)OJIA HarpV3KH ~Iepe3 KOHTaKTbI KOHTaKTOpa KHK-M.
38
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39
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
AMnepMeTpbI MO}KHO 11PHM2HHTb JIIo6oro Tuna (HanpHMep,
Tuna JIM).
2. BOnbTMeTp V c npei eJroM H3MepeHHSi 0-30 8, KJIacca TogHOCTIr
0,5-1 (HanpHMep, Tuna JIM-1) AJi i 3aMepa HanpHN{eHHSI.
3. 3JieKTpoceicyHAoMep AJIR 3aMepa BpeMexn Cpa6aTbIBaHH5I pe~ie.
,LIJIH rIHTaHHSI 3JIeKTpoceKyHRoMepa Ha nyJIbTe He06xo)JIIMO HMeTh?
po3eTKy c HanpHNCeHHeM nepeMexxoro Toxa 127 HJIIi 220 8 uaCTOTOi
50 at4. -
4. MHJIJIHBOJIbTMeTp Ha 500 At8, KJIacca TO4HOCTH 1-1,5 AJISI 3a-
Alepa na,geHIISI HanpA KeHlS1.
B CxeMe nyJibra npHM2HeHbI cJle, yroal.ne peocTaml: R1, 85-
500 ait, 1,5 a; R2, R3, R4-100 oal, 1,7 a; R6-160 oAt, 1 a, R7-30 oAt,
10 a; R8-125 oat, 15 a.
H p Ii rt e'i a H II e. PeoCTam! R2, R3, R?I no6Hpa1oTc5I TaKHM o6pa3OM, 'ITO6bI
xanpsiaceHxe Ha relleparope TI H3MeH$L1OCb OT 15 ,no 31 8 npH BK.41O'-IeHHH KoH-
TBKTOpOB Kl H K2 H OT 15 ~o 50 8 npH BKJIIO'IeHHH KOHTaNTOpOB KI H K3.
ArperaTbl HHTaHH9
B I{aLIecTBe IICTOLIHIiKa fHTaHHH (F1) MO}KHO HC IOJIb3OB1Tb relIe-
paTOp I1OCTO5IHHOTO TOKa (HanpHMep; FCK-1500) c HInpoKH1I npe, e-
JIo11I H3MeHeHH5I HanpsnKeHnsl C He3aBHCHMbIM Bo36yN{AeHHeM OT
~pyroro rexepaTopa HoCTOAHHOro ToKa (HanpuIllep, I'CK-1500 njnr
rCP-9000).
ITpHBO,rLHo}I ,IBIIraTeJIb j ISi reHepaTopa TI Heo6x0ruHM0 nprllre-
HSITb C TBKIIM pac4eTOM, 4TO6bI .06ecnetl}ITb CKOp0CTb BpaiueHHx reHe-
paTopa B npeAeJiax 6000-8000 o6/MnH. 3T0 Heo6xo,LLHM0 AnR nosy-
LIeHIIx Ha KJlei,inlax rexepaTopa TI HanpRNCexIIR B npe,geJlax 15-
50 8.
B KatlecTBe HCTOLIHHKa nrITaHHS (I'2) M0}KHO 1ICnOJIb3OBaTb Ji14-
6011 reHepaTop nOCTOSiHHOFO TOKa IIJIII a KKyMYJIHTOpHyiO 6aTapelo
c Hallpx}KeHIIeM 24-28 8. reHepaTop 12 CJIy}KHT ~JISr nliTaHnSr 06Mo-
TOI{ peJie ii KOHTaKTOpoB, npfMeHSIeMbIX B cxeMe nyJlbTa If ~~TSI o6ec-
netIeHI15I Harpy3Kir npiI HCnbIT1HHIi KOHTaKTOpa KHK-M.
Pejie P3)-M
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IIpoBepKy CoHpoTHBJieHnR n3OJTnuHI1 MeroM IeT-
pOM Ha 500 8 np0II3BOA5IT B XOJIO LHOM COCTOHHIIIr Me K.LLy KJIeMMOII I
H KOpnycori peJIe. COnpoTHBJIeHne I130J1Siu1I1r ,rJ.OJ Kno 6bITb He McHec
10 IbloAt.
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Our. 21). IIepe. no KJno'1eHIIeM Ha nyJIbTe Bce BBIKJHOtIaTeJIH ,~OJI}K-
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OT 15 j0 50 8 Onpe. eJIHIoT no 3 pa3a IIJi Ka}K, Oro 3HatIeHnSI Ha-
npA}KeHIrSi, npir 3TOM noJloxceHrie HOJI3yHKa peocTaTa R5 OCTae Tcsi
HeI13DIeHHbrM.
BpelrH Bbt,~ep}KK11 peJle B XOJIO~HOM H HarpeTo It COCTOSHHII npH
TellnepaType ?200 C AOJIN{HO 6MTb: nplr H3MeHeHlin HanpA}KeH1Ia
OT 15 ,u0 31 8 - He 6o iee 1,2 CeK., npH H3MeHeHHH Hanp n1ceHi1n OT
15 ,ao 50 8 - He r,Iexee 0,04 ceK.;
JI) TenJIoBo i pe}KnM npOBO~HT B TetleHne 1 Llaca HpH Hanpsl Ke-
Hnii Ha 06MOTKe pee nopR>Ixa 15 e H TOKe cpa6amrBaHH51 0,32=
0,42 a. Jjin npoBe,ieHnx Terul0BOrO peN~HMa He06XOAnM0 BKJIIOLIHTb
41
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
BblKJIfogaTefIH B1 I3 B2, no BOJ1bTMeTpy V yCTaHOBHm Ha1Ip51}KeHHe
_
27-28
flocJte npoBeAeHIISi TerIJloBoro pe}KHMa rIpoBepnm napaMeTpbI
peJle aHaJIOrntrHO npoBepi e B XOJ1OAHOM COCTOHHIIII 6e3 n0~peryJ1lipOB-
KIi peoCTaTOM R5, npii 3TOM TOK Cpa6aTbIBaHHH H BpeMH Cpa6aTblBa-
HHSI AOJDKHbI 0CT1B8TbCSI HOtITH 6e3 1I3MeHeHIISI.
flocjie TenJioBOro pe}KIIMa 3aMepHTb ConpoTIIBJleHHe H30J15iu1r11,
KOTOpoe J10JI}KHO 6bITb He McHee 1 MOii.
PeJie P3,I-M, yL1oBJIeTBOpx1ouJee yKa3aHHbIM BbIHJe Tpe6OBaHHSIM,
KaK B XOJIO,~HOM, TaK H B HarpeTOM COCTOSIHHH npIIro,gHO ,gJISr yCTa-
HOBKi1 B aBTOMaT.
KoHTaKTOp KHK-M
KoHTaKTOp npoBepSlioi B cJleAyioweM nopxuxe:
flpoBepKy conpoTHBJleHIJH I13OJ1511U111 npoI13BoAxr
B XOJIOAHOM CoCTOSIHHII McN{Ay KJieMMaMH 11 xopriycoAl MeroMMeTpoM
Hanp5i3KeHIIeM 500 8. COnpoTnBJeHne 1130J151W111 4OJIH{HO 6bITb He Me-
Hee 10 Moit.
flpoBepRa naieHIT i Hanp I)KeHHH Ha KoHTaK-
T a X. flposepKy fPOH3B0 UiT B XOJIOUHOM COCTOHHHIL Ha OCHOBHbIX
KOHTBKTaX HPII nponyCKaH11I1 TOKa 15 a o1IrigeCi{0)r Harpy3r{H IT Ha
BCnoMoraTeibHbIx KOHTBKTaX npri nponyCKaHIrII TOKa 2 a OAriitleCi{oft
Harpy3KI!.
flaAeHne HanpH}KeHIISi Ha KoHTaKTaX He AoJIx{HO npeBblHlaTb
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6) BKJlIOtIIITb BbIKJIIOtIaTejIH B1 rr B7;
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nepMeTpy A3 onpe. eJIHTb TOK Cpa6amlBaHIIH KOHTarcTOpa. ToK cpa6a-
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2 a. Be IIt11IHa Toxa cpa6amlB,aHIIx KOHTaKTOpa npoBepsieTcR npll
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I1 OBO JJ1TCH B TetieHne 30 MHH. npri HaiIpsDKeHI1H Ha 06M0TKe 28,5 8
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KOTOpOe AOJ1}KHO 6bITb He McHee 1 MoAt.
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BaHIISIM, K8K B XOJIO, HOM, TaK II B HarpeTO)?I COCTOSIHUIr nplroAeH 2V11
yCTaHOBKII B aBTOMaT.
42
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43,
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
PeJie P3,L-M H KOHTaKTOp KH1{-M AOJ1}KHbI 6bITb IIpOBepeHbI nO
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3. BKJIIO4HTb BbIKJ1IO1IaTeJIb B2, B7.
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
9. noC.me Cpa6aTbIBaHlN aBTOMaTa AJ[H HOBTOpeHHSI npoBepKl3
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21
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3 1
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
HaHMenOBaHHe npoBepleMblx
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
IIPOTOK0J1 NCf16lTAHN5I
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Ha HPy}KHHHbI (41), npHMeT Ha ce6 i LiaCTb CHJIbI IaB,,ieHH51
npy-
)KHH, LITO nOBJIeLIeT 3a co60H ocJIa6JIeHHe JI,aBJIeHHSI Ha OpHK-
IjHOHHbie aHCKH H npo6yxcoBKy My(TbI.
4. naHeJIb KOHIjeBbIX BbIKJII04aTejleH
flaHeJlb KOHIJ BbIX BbIKJIIOLiaTeJleIi (9) vKpemieHa B KOpnVCe
McXaHH3Ma (2).
TopuOBbIii KyJIaLIOK (37) iKeCTKO COeJjHHeH C 060HMOH (40) H
HMeeT 11Ba, paCFOJIO}KeHHbIX Ha pa3JIHLIHbIX Jj1aMeTpax, BbICTyna,
KOTOPbie npH nOBOpOTe o60HMbI (40) Ha]KHMaIOT Ha TOJiKaTejIii
(36), paaMbIKaioawe KOHTaKTbI, yKperi ieHHbie -Ha. --T?e --tt i-I oi"i--- --.-
11JIaCTHHe H KOHTaKTHOH npyiKHHe. B pe3yJIbTaTe 3Tcro npOH30H-
JjeT pa3MbIKaHHe TOKOBe,IyLL[eH uenli 3JIeKTpO.LIBHraTeJr'
5. rlaHeaH KOHIjeBbIX BbIKJIIOL1aTeJIei c lrHaJIbHbIX JIaMn
rlaHeJIH KOHueBbIX BbIKJIIOLIaTeJIec CI-IrHaJlbHbIX JIaMn yKpen-
JIeHbI B Kor o6Ke KOpnyca MexaHH3Ma. 3y6LIaTbIH BeHeU BbIXOjj-
HOrO Baaa MexaHH3Ma CBR3aH C 3y6LiaTbIM KOJieCOM (48), BbInOJI-
HeHHbIM 3a O,IHO ueJioe C BHHTOM. IIpH BpaLL[eHHH KoJIeca (48)
BHHT nepeMeujaeT raHKV (44), Ha KOTOpOH yKpenJleHbl ynopHble
BHHTbI. FafiKa HMeeT yCTynbl, KOTOpble CKO.'Ib35IT n0 HJIaCTHHe
npH ee nepeMeLueHHH BHHTOM, tITO npeJLoxpaHSieT ee OT pa,ijHaJIb-
HOro npoBopoTa.
B KpafHHX noJIO}KeHHHX BbIXOJjHorO Baia ynOpHbie BHHTbi
Ha]KHMalOT Ha KOHTaKTHbie npy}KHHbI (39) H 3aMbIKaIOT KOHTaK-
TbI naHeiiH KOHueBbIX BbIKJIIOLiaTeJIei CHrHaJlbHbIX JIaMIT.
VI. PA36OPKA H CBOPKA
2Jl51 3aMeHbI HeHCnpaBHb1X y3JIOB H .eTaJIeI?i nPOH3BO,LSIT B
Heo6XOJu MOM O6beMe LIaCTIILIHyIO pa36OpKy H3JIeJIH5i.
Pa360pKa RO.n}KHa nPOH3BO,IHTbc5I Ha LIHCTOM- BepCTaKe c npe-
AOCTOp0)KHOCTSIMH, HCKJIIOLIa!OLIjHMH HOBpe}KJ[eHHe Y3JIOB H ReTa-
,JIeH, a TaK)K nonaJjaHHe nOCTOPOHHHX npeameTOB (CTpy xKH,
rp5131i 11 T. n.) B WapHKOBble fOJLWH1HHKH H KOpnyC 3JIe.KTpORBH-
raTeJISI. flpu pa360PKe 3JIeKTpoMexaHH3Ma ero jeTaJI14 H y3JIbI
OLiHLua!OT OT CMa3KH, rps13H H T. n.
,aHCKH ( pHKUHOHHOH MMtycl3TbI npOMbiBaIOT B HarpeTOM TpaHC-
C)OpMaTOPHOM Mac.ne, aJI51 3TOrO HX yKJ1ajbIBaIOT B CeTKH HAH B
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
>! C'TS1Hh1C K01)0-K11 C IIpOOHTb1\111 III uie ()TBI'pCTI151\11i. 3flTC\1
Bbl:lc'])i1~li
110rpV'NKa1OT B BaIIIIV' C TpaII(-(l)Op\1aTOPHhI\1 \]aC,'10\1 It
Ba1OT B Te' ellIle 30 \I IiII\'T.
TC'\11ICp3TVpa Tpf HC(1)O1)\1aTO )1101 0 \11C:I1 ,I(),'I%Kliai ObTTh
100 120- C. floc,-1e litho CCTli\' 11,111 KOpOOIiV C .IUTi1,15I\111 Bbi-
I111\M1OT 113 BaHllhl II C,'ICTKa BCTp51\HBZ110T 1151 CTOKa 113,1H111He10
MaC,'la It O\,'la?K.1a10T apli I101)\1(i,-IbIl0li TC'\lllt'pa 1 \ pr'.
OCTa,-1l lii 1 (-' .IeTIL'lll (l)1)IIK:IIIOIillO11 \1V(1)ThI. V'3C',1 KO,'I,-ICKTOpa
C C\'IIIIOpTO\I 11po ibiBa1OT B ',IIICTO\1 OC'H3111C' 11 OO.1VBalOT 1111CTh1M
y,leh-
B031v\0\1. qKOpb. KIaTVIIIKIi y,'le'KTpo.TBIII-aTC,"151 ]1 I:aTV111KV
TpO\11al'H1IT1IOII \1V'(j)Thl O1IIII1U1101- OT 3(1I-1)513HC'HH51 LIIICTOH T,1)5111-
KOl1, C,-ICFK 1 CM011eH1i011 B OC'II31iHC', 11(W,'1C' ilC'1 O I1pOCV 11ll]B,'IIOT
11p0.1V'BK011 C'KaTbl \1 B03.1\' \O\1 .
I10p51:I01; pa3()OpKI1 C.lt':I~ iOUlllil:
OniiC'aillle Ollepa1I111i l t'\Il~~. ii)I'II:I 11 IIIICTp)y\IelIT 3iimi.:,i
2. OTcoejjliHlITb 9BHra-
Te.1b 11 III,HT (14), BbIHVTb
3y6xiaTbie i o, eca pegyKTO-
pa6 (12) II (13).
BepHVTb raIhiH C BHHTOB,
3. CHFITb y3e:I (ppHK-
L 1lOHHOIi \l:y(DTbi.
CHATb KOHTpOBOLIHYIO
I1 pOBOJIOKy 11: OTBHHTHTb
BIIHTbI, Kpermmiie yrOJIbHH-
im (34) K Kopriycy (2). OT-
pe3HHOByIO BTy1HY.
npoBo,r a OT LIIP. CHFITb
(34) c LIIPo\'I. OTnaaTb
coet 11HFII01L1,HX yrO IbHHKH
CHFITb HOHTpOBOgHy10
II)OBO:IOKV, BbIBepHyTb BHH-
TbI hpen,-leHHF[ 9rjBHraTe:IR
K Kopnycy \iexaHH3mla (2).
OTCoe1j1II-IIITb gBiira,Te..ib
11 LUIIT 14, BbIHVTb 3y6,Ia-
rbie iio ieca pe yKTOpa (12)
Fi (13).
BblBepHyTb ~ieTbipe BIIH-
Ta. IipeIIFII1I;He IipbimHy (52)
11 Herm BHiiiHoe 3y64aToe
Ko.ieco (1) K Kopnycy (2).
CHBTb KpblI11KV (52), BOAH-
.10 (50).
CIIHTb KOHTpOBO'-IHylO
npOBO:IOKy, OTBePHVTb BHH-
TbI H CHATb IipbIniHV (45).
CHFITb KpblmHy (47), npe--
BapIITeibHO BbIBIIHTHB ABa
BIUHTa. 3aTe\I CHFHTb OCb
(46). BBep!IyB B pe3b6OBOe
OTBepCTne Ha TOpLje OCH
CoxpaHliTb B'C e
peryIHp0B0tI-
Hb10 npOK.13,jKH
Ii ula}i6bI.
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
1. OTCOe uiHHTb mTen-
Ce IbHbHJ pa3lei\I.
2. OTCOeJu1HIITb j(BHra-
Tem H IuFIT (14), BbIHyTb
3y6t1aTble x0.leca peyHTO-
iDa (12) H (13).
CHSITb HOHTpoBOtIHyIO
IIpOBOJIOxy II OTBHHTHTb
BHHTbI, HpefHU1He yrOJIbHH-
HII (34) K Hopn5'C3T (2). OT- j
BepHYTb raIIHH C BIIHTOB,
COer IiHH1OI11HX yrOJ1bHHHH
34 c IIIPoni. OTnaxTb
npoao~ta OT HIP. CH$ITB
pe3HHOByIo BTVJIHy.
CHHTh KOHTpoBOtiHylo
IIp ~ OBOJIOxy, BbIBepH5'Tb BHH-
TbI peivIeHI1Fi ~BHraTe lH
E xopnycy MexaHH3Ma (2).
OTCOe~I1IIIITb ABHraTe.m
U H1;IIT 14, BbIHyTb 3y6tla-
rble Ko.leca peAyxTopa (12)
U (13).
BbIBepHyTb LleTbipe BHH-
ra. iwensin ne xpbImr y (52)
II HenoBHH HOe 3yOgaToe
Ho.ieco (1) x xopnycy (2).
CHFITB Kpbl1IIxy (52). BO;~II-
10 (50),
oTBepcTHe Ha Topue ocn
CHHTb 1-OHTpOB09Hy}O
,
npOB0:IOHy, OTBepHVTb BHH-
TbI II CH$ITb x bIHIIi\% 4 i
CHATb 1pb1HIxy (47). npe--
BapMTe.mHo BbIBHHTHB ~Ba I
BMHTa. 3aTeM CHFITb OCb
(46), BBep. HyB B Pe3b60Boe
CoxpaHnTb B C e
peryaH p 0 B 0 ~I-
Hble npOK131KH
Ii Wa}i6bi.
6. OTCOeHHHTb naHeJIb
HO]IueBbIX BbIKJno aTeJlel~
(9) OT xopnyca (2).
7. CHfITB naxe iH BbI-
H3lO~IaTe ieH CHrxa.IbHbIX
jaMn .
8. CHSITB Ba IHK 4 pllx-
UIfOHH01J MycpTbI (49).
OTBePHyTb ~Ba BHHTa,
COe~HHAIou1;Me naHeJlb (9)
C ROpnyCOM (2) BbIHyTb
naxem C nposoraMH.
OTBepHym BHHTbI, xpe
naiuHe naHem x I{Opny-
cy (2), CHHTb naHe1IM C
npoBo~aMH.
OTBePHYTh raurcy, CHHTb
HIaH6y, BbIHyTb BaJIHH (49)
C 3y6tIaTb1M HOJIecoM (51) H
BTIJ1HON (5) 113 cppHKuH-
OHHON Myc Tb1. BbIBepHyTb
3ar7ymHII (38) H BbIHyTb
npY 1 HbI (41).
OTBepHym HIeCTb BHH-
ToB, coeAHHHIon1Hx BTyJIHy,
xopnyC MycjTbl (43) H o6oi-
M(40). BbIHyTb RHCHH
(1PHHuHOHHO11 My4 Tbl.
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
CoO nojaTb Oc-
TOpOiKHOCTb,
4T06bI He pac-
Tep9Tb IDapuKH.
C06.TK1,zaTb OC-
TOpONiHOCTb,
tlTO6bI He paCTe-
p9Tb WapHKll.
AHCKH 41pHKgH-
OHHOH Myt1TM
CBII3aTb HHTKON,
y.105KHB B TaKOM
nopA~Ke, KaK
OHM HaXOAHaMCb
B My4 Te.
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
Pa36opxa a,neKTpoAB:IraTeJ1>a
OnucaHHe onepaL i
TexHo~zornfl H HHCTpyMeHT
3aMeuaH}
1-. CHATb xoJinaH (28).
CH$ITb HOHT'poBOYHVIo npO-
BOJIOHy OTBepHyTb BHHTbI
H CHHTb HOJ1naH (28).
2. CHATb nIeTHH. OTBepHyTb BHHTbI, Hpe-
nrune Ha6ejiblmle Haxo-
He4HHHII x fueTxoRepmaTe
i JIflM (30) H, IIPHHOLHNB
npyHtHIIbI, BbIHyTb IueTHH
3. CHHTb TOp 1O31iOii
; IIcR (24), TopMO3HY1O mai--
oy (23) f1 npyHCHHy (26).
4. BbIHyTb HHOI)b (16).
(20).
OTBepHVTb ralixy (25);
CI:Sim TOPMO3HOfI THCH (24),
T&pi1O3H '10 mafib (23),
II fPYd HHY (26).
I
Ii 'Tb WHHJIbHH
iublcep5
(32) H BbIHyTb FIX. CH5ITB
HIJIT (15) II Hopnyc 3JIeH-
TpoMa1'HIITnoi McTbI (22)
Y 1
C CynllopToM,
tReTxH H oboii-
MbI 000TBeTCT-
BeHHO noMeTHTb.
C60pi{a MexaHH3D4a ii 3JIeKTpoJlBuraTeJ]5l npOH3BO,LU1TCft B
nop1JjKe,06paTHOM pa36opKe.
IIpH 3TOM CnejiyeT nPH,>Lep)KHBaTbCSI cJleuyloW,ero:
1. BO M36e)KaHHe nepeKOCOB H 3aeji,aHii 13JIeKTpOMeXaHH3Ma
cnejiyeT 06paTHTb oc060e BHHManiie Ha npaBH,nbHOCTb cOnpfl}Ke-
HH.H OTJJe,nbHb1X JIeTajieiI peAyKTOpa H 3JIeKTpoJi,BHraTeJnft.
A oBePxHOCTH: fOJI,WHfHHKII, WeCTepHH,
2. Bce TP) twIiec n
HCi{H cPHKuHOHHOfI M)T4)TbI CO6HPaIOTCSI CYXHMH) H npy)KHHbI
(A
P1tK HOHHOII MyTbl OJ1)KHb1 CMa3bIBaTbcft CMa3KOIi OKB-122-7.
u ~~
flePeJi CMa3K0}i JieTaJIH JJ,OJDKHbI 6blTb npOMb1TbI B LIACTOM
6eH3F!He.
3. IIpH c6opKe n.naHeTaPHoro Peji,yKTOPa MexaHH3Ma Heo6xo-
Ji,1IMO u06HBaTbc 1 HJ1aBHOI'O Bpaw,eHlnl WecTepeH.
4. Heo6xo,2junlo o6ecnet1l1Tb yro,n fOBOpOTa Bb1XOJ1HOrO BaJI2
.11,0 MOMeHTa pa3MbIKaH14 Si KOHTaKTOB Kak no 4acoBOH, TaK H np0-
THB 9acoBou CTpcJ1KU He McBee 95?, c nOMOIubIO peryJIHpOBO'IHbIX
Warl6.
5. IueTKH )'CTaHaBJIHBaIOTC 1 B lljcTKOJl2p}KaTeJ1AX corJiaCHo
M2TOK TOJIbKO Ha Co6paHHOM 3neKTpouBHraTeJIe, BO 1436e)KaHHe
MX nOBPe)KJ[eHHA 0 TO U KOJIJ1eKTOpa. CJIeJ(yeT 06paTHTb BHHMa-
P
Hue Ha xopouJee ndpHneraHHe HX K KOJIJ1eKTOpV H JnerKHil XOJT, E
u
lueTKo.L1,ePM{aTeJn5lx (6e3 KagKH H 3ae31aHHn).
12
Ec,nii Ha KoJIJ1 KTOpe 06Hapyx{eH Harap, Hy)KHO ripoiepeTb
KOJ1JIeKTOp TpHUKO(i, CM09eHHOl-i B 6eH3HHe. Eciui 3THM Harap He
CHHMaeTCH, TO KOJIJIeKTOp npOTHpaeTCH CTeK.nftHHOfi 6y~Iaroii.
6. AO c6opKH 31ICKTpOMarHHTHOII My( TbI cneJJyeT npOBepHTb
JIerKOCTb BpalueHu 1 1KOpSI, noBopa'IHBa i er0 pyKOH 3a BbICTy-
naK)LuHI{ KOHeu BaJIa.
Tyroe HJIU HepaBHOMepHOe Bpaul,eHHe Mo)KeT fOJ1y4HTbC5I B
Pe3v.nbTaTe nePeKOcoB BO BPeMft C60PKH.
7. Ilocjie c6opKH 3neKTponBHraTeJnft neo6xou4Mo npoBepHTb
HHuIIKaTOpOM BeJ1H9HHy pauHaJibuoro 6HeHHft KOJIJIeKTOpa, KOTO-
oe AaUKHO 6b1Tb He 6oJlee 0,015 MM.
P
8. KOHTPoBKa BceX Kpene)KHbIX ueTaJleil 1oJ1)KHa 6blTb BOC-
CTaHOBJ1 Ha B TOM BHJ(e, B KaKOM OHa 6bIJIa .210 pa36opKH. CHSI-
Tblc CaMOKOHTpftU.HeCft raf KH JLOJI)KHbI 6blTb 3aMeH2Hb1 HOBbIMH.
Heco6nio~eHlle XOT 1 6bI o,aHoro ctioco6a KpenneHun, npHH 1-
Toro B nePBOHa'1aJIbHon C6OpKe, MOxceT npH pa60Te Bb1BeCTH
nleXaHH3M 113 CTpo 1.
VII. AEDEKTAILNA Y3J1OB H AETAJIEH
f ou fle eKTauHeu nOHHMaeTC51 Bb1s1BJ1eHHe HeHCnpaBHOCTeiI
V3JIOB H ji,eTa.rieil H3.L eJIHft H onpepeJlenHe npurOJIHOCTH MX gift
aJ1bHeNWe[I 3KcnJI JaTauHu.
Z[ec eKTauH i Ha9HHaeTc5T v)Ke npH BHeWHeM" OCMOTpe 3neK-
TpOM XaHH3Ma.
1. AeTaJ1H H %3JIbI, nPeJI,1a3Hat1eHHble K JLaJIbHeIIWeMY HC-
)
nO.'1b3OBaHHIO, He p,OJI)KHbI HMeTb noBpeA{,LLeHIm: BMATHH, TpeWHH,
3a60HH, nOrHYTOCTeII C b1Ba 11.1111 OcJ1a6neun i pe3b6bi BHHTOB.
P
raeK H Hape3aHHb1X OTBepcTHu, 06pbIBOB H HapyWeHHft H30J1SI-
UHFI nPOBO,LOB, Hapy ueHHft M2CT nae ii T. .LL.
Ha ueTajiSix He )jOJ KHO 6bITb nH3H8KOB K.0PPo3HH.
. P
2. O6MOTKH 1KOp5I B036y)KJjeHnH H K2T3TWeK 3J1eKTp0MarHHT-
HbIX MY)T He ~OJI)KHbI HMeTb Pa3PbIBOB, CJIeJLOB 06yrJIHBaHHSi
113OJnftuHH H DIe)KBHTKOBOrO 3aMbIKBHH 1 npOBOAOB. ConpoTHBne-
Hue I130,n1lHH 06MOTOK OT KOpnyca B HarpeTOM COCTOHHHH A0J[-
3KHO 6bITb He AleHee 2 MOM.
3. Kon.neKTop 1KOpft He AoJuKeH HMeTb noArapa, 3a6OHH, ua
p -
annH, BbIPa6OTKH Pa60~IenoBepXHOCTH, ocJ1a6JIeHHS1 naMeJ1e i H
Bb1fJ1aBJ1eHHft oJIOBa 113 neTVWKOB; KOJIJIeKTOp He p,OJDKeH HMeTb
Eb1CTvnaHn 1 1Ie)KnaMeJIbHON H3OJIMUHH Ha.n fOBe XHOCTbIO H ?MO-
P
CTHKOB? 113 LueTO9HOFI nbIJIH H rp513H Me)K,ELV JIaMeJ151MH.
flog Oc.la6JleuHeM noHHMaeTCSi CKat.IOK B 11OKa3aHH 1X uHJI,IIKa-
TOPa nPH nepex0~e OT o.uioi IJIaCTHHb1 K ,iipyroll, KOTOpb!H He
~OJI)KeH npeBb1WaTb 0,005 ii. OCna6JIeHHOcTb OTJJeJIbHbIX nJlac-
THH KOJ1JIeKTOpa npoBep5leTC5I HHJjuKaTopoM C ueHOII ELeJIeHHA
0,002 MM.
Be.nHyl1Ha H3HOCa Pa60'Iefl iaCTu KOJIJ1eKTOpa He JLOJDKHa npe-
BbIW2Tb 0,1 MM Ha ANaMeTp. 1'I3MepeHHe H3HOca fPOH3B02IHT MH-
xpoMeTpoM.
13
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
HIHI~
14
Pa,11Hajibxoe 6HeHne KoJ7JIeKTOpa I1 OBepHIOT 14H,1HKaTOPOM C
ueHoN AeJieHHSI 0,01 MM. 1ZpH OnpeAeJleHnl4 pa iiHa mHOr0 6HeHu5i
WeuKH BaJla HKOp5I noMeuJaIOT Ha ME'TaJI.7HyeCKHe npH3MbI H
onyCKa[OT Ha KOJIJIeKTOp HO)KKy HH,rUlKaTOpa, 3aKpeHJIeHHOro Ha
cTOHKe. MeAJIeHHo 11pOBOpa'IHBa5T SIKO b OT PYKH, Cne1AT 3a no-
P
Ka3aHHeM CTpeJIKH HHAHKaTOpa.
BejiHUHHa PaAIIanbHOro 6neHHR KO.IJIeKTOpa He LIOJ KHa ObITb
6onee 0,015 MM.
4. nPH nPoBePKe LueTognoro y3Jla Heo6XOAHMO y6eAHTbC51 B
OTCyTCTBIIH Ha LueTKaX TpeLLLHH H CKOJIOB, B Ha,Ue)KHOCTH KpenJle
H111 u>,eTOK, B OTC ITCTBHH Ha,L1PbIBOB LueTO9Hb!X KaHaTHKOB. 3aMe-
)
pHTb 1431-IOC WeTOK.
BblcoTa LUeTKH, 3a iePeHHaSi WTaHreHunpKy.TIeM, 1oJ1NSHa 6bITb
He McBee 15 MM.
UjeT09Hb1e ]7py)K14HbI He ,21OJI)KHbi HMeTb TpeLuuH H KOppO3nH.
2J.aBJieH11e n 7)KHH Ha LLjeTKy B CO6paHHOM 3eKTpO BHra-
p}
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ua Hp})KHHbI Ha 06oiIMofi 3 MM, AOJI)KHO 6bITb 950-1100 r.
.~
5. Ha CY17110PTHblX KOJIbuax 3JIeKTpo LBliraTeJ1eu He ,10J1)KHO
'rHX noBpe)K~eHul?l, 0006CHHO B
e HH ,~e oPMauHn H JIP3~
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ConPoT17B.ieHHe H3OJIHLIHII cynfOpTOB B HarpeTo~l COCTO5IHHH,
, .oJDKHO 6bITb Iie ~1eHee
H3MePeHHoe c noMOLublo MeroMMerpa n
2 MOM.
6. IliaPIIKOBbie no,1WHnHHKH npOMb1Tb B 6eH3HHe H npoBepwrb
OT VKH JIerKOCTb BParueHHfl Hapy)KHOK 06OnMbI OTHOCHTeJ1bHO
p.
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KOBbIX [IO;1HIHnHHKOB CM, npHJIO)KeHHe 1).
Pacno Hne WapHKOBbIX no,~IIIHHHHKOB, H HKOB H 3y6-
Jloxce .
1aTbIX Koriec VKa3aHO Ha c nr. 5.
IliaPHKOBbie fOAWH11HI1KH, Wap:IKH H 3y64alble KOJIeCa,
HPHMeHSIeMble B aJIeKTpoMexaHH3Me M3K-2-2-ci cepHA
Ta6Jinua 1.
16
HanIeHoBaHHe
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Bec He 6oJlee 27,5 Kr.
Pewnnl pa6oTbl - npo.tLoJI}KH-TeJIbHbt.
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
O6MoTo4Hble AaHHble
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
06MOTO4Hble AaHHble
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
\;8
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pbiun a, 2-HJTemnloBasI naxenb, 3-H0HTaHTHbie Ho. ibua, 4-ropriyc, 6-cTaTop, 6-Tpex4 a3HaH o6~IoTI;a, 7-6a IaHcII-
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
i-IaCTb B03,r(yxa npOXO,ZI1T B,r(O1b KoieLt m, ,1a,'Iee, 110 KaHa-
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
POTOp NMeeT WeCTb SJBHO Bblpa?KeHHb1N n0.1IOCOB, Ha KOTO-
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
1iax, Ha Ka'-IeCTBO npHTepTOCTH IIX K KOZbuaM. Ha COCTOflHHe rIO-
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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TECHNICAL, DESCRIPTION. AND
INSTRUCTION ON MOUNTING
OPERATION, REPAIRING AND
STORING OR MT(-I8 PROGRAMING
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
33
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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35
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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41
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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42
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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53
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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57
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
 Sanitized Copy Approved for Release 2011/02/22 : CIA-RDP82-00038R001700010001-3
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