MIG-21FL AIRCRAFT: SOVIET TECHNICAL DESCRIPTION OF THE ELECTRICAL AND OXYGEN EQUIPMENT AND FLIGHT INSTRUMENTS

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R001800220001-9
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 181
• Document Creation Date: December 22, 2016
• Document Release Date: April 6, 2011
• Sequence Number: 1
• Publication Date: June 15, 1966
• Content Type: REPORT

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MIG-21FL Aircraft: Sovet
Technic*1 DescripU.Dn of the
Electrical and Oxyger Equipment
and Flight Instruments
An EnjU.sh-lanisure Soviet maniml entiti.ed Airc::Lfi. MO-21FL,
Technic:411 De6cr:. flout Book IV Eleatild ui
flight instruments
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Th e fourth book is divided into two parts:
Tort ; - Ilectrical egpippent;
Tart /I - flight Imetrummate and Oxygen Squipment.
The bocknbataine iatozaation en the aircraft electr'cal and oxygen equipment
and flight iastruments nacesserl, for thmir study sad oper tion.
Tbe electrical equipment is described in this book ii . accordance with the
circuit diagrams. The diagrams are supplemented to this hook sad contained in a
separate !older.
Pow the Operation of the electrical equipment use should be also made of the
aircraft operating and asintenance instruction.
The book includes 98 mite. Besidea, there ars
3 insotet Inset Ito.1 to lace page 8; Inset No.2
to taloa Inset lo.1 sod Inset No.3 to face
psge 32.
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Chapter1
GE/1KM
The electrical equipment of the aircraft is a complex of electrical devices
grouped into functional femillee and interconnected by means of wires to fors
various aircraft electrical eyetcoe.
The equipment is lor.vted in different parte of the aircraft framework. The
access to then is ensurt4 through special hatches.
The electrical eqW4nent conalOs of power sources, current consumers and an
electric circuit.
The electric circuit includes protective, control and switching devices, wires,
negative c,':mnections and connectopv'.
Dtar*er-geaerator, type FON4t1200OBT, that is eaploPed for starting the
angina In the starting mode and fOr feeding the direct current Into the aircraft
Pains in the generating wade, is the main source of D.C. power supply aboard the sir-.
craft. The starter-generator in driven by the aircraft power plant and after starting
the engine it serves as a ecurru,k Of power.
Mlle starting the enginr on the ground the electric peter Is furnished Iron
ground power sources or 'Wags i*Iteries, the starter-generator being a current con-
sumer itself.
The eterter-generator opetatO in conjunction with voltage regulator yyr-82
and stebili4ing traneforner
Intim:Waal reverse-4%171'4g relay INP-400T serves for automatic connection of
the gentntoi). to the aircraft me,ize. To protect the mains from dangeroua voltage rise
caused by cvpt:Vexcitstion ot Ofe generator, provision is made for circuit breaker
1813-1141 ofV4Is 4i1.ThetionerOor can be cut in and out hi means of m switch instal-
l" cm th,f';Orievs41,1 heart of tIto right-band consols in the cockpit. -
41,'...qc or starrer-generator 11Cf601-120008T the dire t current
rill 4* 144 to the m.lparaf% maine froa two storage batterice 1501C-5 ,,!,.Arected In
foraW1,04 the 4grator.
It 41soit7 nt he mtorage batteries is checked by means of integrating ampere
-
btu?
140.4y,fonectiNT, wire bundle of the ground D.C. power source provision Is made
for p1og..'42,2503124 installed on the port aide of the fuselage.
r';404 of tits engine from the ground power source is il:erforned through seltrb
box 121l-IS "Deluded 141 the act of the ground power supply scum*.
e,
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As soon as the ground power source is connected to the aircraft mainsithe
siegese baiter's, and the generator beocse sutonatleallY SIssmosott4.
She se/Atoll installed on the horizontal electric board of the eight4an4
tOsilas is diligned for cutting In and cut the ground power source or the storage.
batteries.
The voltage in the aircraft sales lv checked with the aid of voltmeter 3-1
Installed on the inetrunent panel.
/or checking the load current in the power supply unit provision in made tor
a socket to which an meter say be connected.
The L.C. power supply sources of the aircraft are as follows: generator cro-a,
Series II, inverter 00-150087-3B, inverter 110-750A, inverters HT-500H and
M12511 and inverter HAT-14.
generator cro-e, Series 11, ie driven by the engine. It operatee in conjunc-
tion with cabins-pile voltage regulator PH-400B.
Inverter 00-1500BI-3N operates in conjunction with control box for-15008T.
When the engine in inoperative the A.C.Igroued power source is used instead of
generator cro-s, Series II, which is connected to plug HPA-20011K and the supply
girt:tun is disconnected from the generator.
the inverters and generator cro-s, -Series II, being A.C. power sources
ars at the same tine consumers of the D.C. mains voltage through the excitation
Circuit.
The current consumers Installed on the aircraft are as follows:
(a) engine starting and mode control units;
(b) radio and radar equipeent;
(0) aircraft arnanent;
(i) fuel system;
(e) cockpit air temperature control units;
(I) controller LW-3D, Series II;
(g) firs-fighting equipment;
(h) beating device's of clock, Pitot-otntic tube, and storage batteries;
(I) warning and illuminating equipment;
(j) flight and navigation instruments;
(k) engine control instrumento;
(1) pumping unit and trimming effect electric mechanism;
(1) circuits of hydraulic and air systems, landing gear, wheel brakes, etc.
Blectric power fed from the power sources to consumers is distributed in the
power distribution unit (fig.3).
The design of the power distribution unit is based on the principle of feeding
*Snot currant to all the consumers at a time from the operating generator through
its sale buebar, husbars Noe 1, 2, 3 and busbar A (emergency) of the cockpit
electric boards (gee fig. 4).
The circuit Illustrating distribution of D.C. power supply among different
ecnenteers is presented in tig.4.
luebar No.1 installed on the left-hand electric board, the middle board of
the Instrument panel and on the right-hand horizontal electric board an well as
Imbue A of the right-hand front and rear electric boards are the busbars which
feed a11 the consumer, of prinery Importance. The electric energe is continuously
fed to the consumers inspite of overloads in the aircraft distribution circuit and
short and open circuiting in the feeding and connecting lines.
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dad 1141114r: S - uisWjajtreasionert TC-911: 9- espatimor tiGrr.10-1: 10 - doe tag lasts.
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The continuity of poser supply is achieved by nuns of the section-4P* bla-
hs% at She eoekpit eleetric boards and by using circuit breakers, type ABP-60,
'infra, disconnection and jumpers interconnecting bus:bars A and busharilo.1.
. The supply circuit ensures selective operation of the protective davleee in
ease of short circuiting in the supply lines and norsal distribution of loads In
ease of open circuiting in one or even two feeding wires.
Totes: 1. i feeding wire is a wire running from the mein distribution unit
(power distribution unit busbar) to the circuit breaker,
type ASP-60, 'petalled on the distribution board in the cockpit.
2. A connecting wire (junper) iv a wire which links the busbers of the
cockpit electric boards and is connected after circuit breakers,
type ASP-60.
The alternating current in fed from inverters 110-750A and 00-1500M-91,
generator cro-e, dories II, and from the ground A.C. source to the consumers
through the fending siren and the busbers made of En22 wire in the fora of
juapers and located in the radio box, and through the fusee, type CH.
from Inverter nT-mou the power in supplied through the feeding wires, jumpers
and fuses contained in the supply box of the fighter directional oystem, gyro
horizon and roll stabilization autopilot.
Iron inverter RAP-1i to the stand-by gyro horizon, as well as from inverter
m12511 to gyro horizon IPA-1 the power Is supplied directly through the feeding
wires. The diagram illustrating the distribution of the A.C. power supply to the
consusers in shown in Figs 5,a and 5,b.
In accordance with their function the current consumers ere arranged in groups.
The electrical and oxygen equipment and flight instrumento serve the following
funotionsl groups:
(a) porter supply group;
(b) engine operation and control group;
(e) none and anti-surge shutters control group;
(d) fuel supply group;
(e) aircraft control group;
(f) take-oft and landing mans group;
(g) lighting equipment group;
(b) heating equipment group;
(1) flight and navigation equipment group;
(J) armatient group;
(k) radio equipment power supply group.
ell.aliMENINIIMMarbamaltl.
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Chapter II
ELECTRICAL afTWORX
1. TITS, CROSS-SECTION, LAYING AND ATTACHWEIT OP SIRES
the eleotrical network of the aircraft is of a single-wire type with the
negative pole baize connected to the aircraft framework whereas the positive pole
is fed to units through insulated vireo.
Ihe power coneuners which are supplied through eleotrical filters 411-110
and 6-3711 are connected to the aircraft mains by means of a two-wire circuit.
The aircraft network is mainly cabled with MAT and nil wires of various
cross-sections: 0.5; 0.75; 1.0; 1.5; 2.5; 3.0; 4.0; 6.0; 8.8; 10.0; 13.0; 21.0;
70 sq.au and with the mraia wire of crodo-oectionos 0.5; 0.751 1.0 end
1.5 aq.au depending on the current connumed by units.
the EMT wire used in the aircraft network are of three different colours:
red for the armament system; blue for the radio equipment and white for the electric
system.
the Kan wire is used for internal wiring of the relay boxes and electric
boards.
the EHBAT wire is not heat-resistant and therefore is used in the areas with
normal sablent temperature.
Its HU wire is heat-resistant and used for wiring in areas with high sealant
temperature: in the vicinity of the engine and afterburner.
?11 the wires are tied up into etre bundles using standard fittings and pro -
tootles Beane.
The wire bundles are laid as follows:
(a) the cockpit wire bundle sad the cockpit control system wire busily ere
laid behind the laetrusent panel and alone the cockpit aides behind the coossIssi
(b) the upper fuselage control system wire bundle, the rldie aquipasut power.
lowly wire bundle, the cone control wire bundle, the fuselage nose portion
(tighter directional system, gyro horizon and roll stabilisation autopilot) wire
bundle, the fuselage port side wire bundle, the fuselage starboard wire beadle,
the loser foes/age wire bundle, the paver supply wire boodles and the power wire
buxpes of the lit, 2nd and 3rd groups of tanks and so on are laid in the sous
portico of the fuselage;
(s) the lain /stelae tail portion wire bundle and the fuselage tail portion
Control system wire bundle are laid in the fuselage Isil portico and lin;
(d) the wire bundles of the wins lending edge portions (12susaut sad mewl...-
510u lights) and Os wire bundles of the L.G. wells (flaps, lauding liglkts?
external indicating lights and 1-0. wheel anti:natio brakes) are laid its the miss.
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Da Sire are attached hy wean el stan4s34 rigid -isOd flexible tittlap.
us figit iststioss olossto Cloaks, 014199) are seinarsi to the sixoraft
structures Ails the flexible attachment oloseate sem for istoroonsectins separate
wire tcat1/44.
1. sin mum
Im airmen electrioal Wiest sires are marked to fscilitets the installation
and roma of the electric Wads wires and to ask* easier detection end diabe-
tics of troubles in thee. novas* narting ?assists of letters and figures inecvlbad
On 0 tag attached to ever/ sale. A -Itag indlostess
1. fernical cumber of the connector or unit to which the wire is to he connect-
ed (for imams 4).
I. flusher of the unit included into one of the equipment groups (for instance 55).
3. Droop designasion (for instance 1). For this purpose, the electrical and
anden.tquipuent and flight instrunents of the aircraft are divided into 11 functional
groups.
Croup dee!
nution use
Description of equipsent included
? 'Into troupe
3
Postw distribution wilt, power
?

supply eouroes
? 1
Engine unite
V
Aircraft control units
3 .
Metric aotuators
?I
Cheat instrumento
C
light indication and illusination
?spite=
I.
Inetrunent heating equipaent
11
Plight and navigation equipaent
P
ladle equipment
11
Armament
AD
Autopilot
4. Slootrio lime number which depends on the quantity of wires coning out of
the given unit (for instance I).
5. leference number of the equipment (in the circuit diagran) where the wire
goat to (for instance 361).
Per example, in our case the wire tag should be desi(nated:
55P1 - 36?
3. CONNBCTION ADD DISTRIBUTION DSTIONS
(CONNECTORS AND KLECTRIC DOIBDS)
A. Connectors
to facilitate installation sad moral of certain units and wire bundles,
provision is made on the aircraft tor various connectors.
Dantseotera serve for coupling electric circuit eectionn and unite which do not
require hermetic sealing (relay bore., electric boards of the left-hand and right-
hand consoles, the nose and tall portions of the fuselage, the wing and the fuselage,
*to.) we well as for passing the wires through the pressurized cockpit wells.
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The p vet On oonneotorn designed for coupling separate sections of the
electric circuit are installed .by the danufacturIng Plant and have figure nunbere.
ppa electrical and oxygen equipaent and flying instrunents delivered by the
specialised plants have their own connectors for placing then into the aircraft
01105 and they Sr. marked (in the circuit diagrass) with the reference number cor-
responding to the unit in the set of which they are included.
B. Electric Boards
The current consumers !Initialed on the aircraft are provide3 with circuit
breakers and sienna' switch controls. The protection and snitching devices are
mounted on different electric boards of the left-hand and right-hand consoles in
the cookpit and partially en the inatrunent panel.
Eleetric Boards of Cockpit Right-Hand Console
Mo.
In circuit
diagram
Pane of component
instolled on
electric) board
ihu-pome
2
3
4????????eamomm...????=mmo,
front Electric Board of Right-Hand Console
Circuit breaker
Circuit breaker
Circuit breaker
Circuit breaker
Circuit breaker
ClawIt breaker
Ciroatit breaker
Clarmit breaker
Clung! breaker
Moult brakes
63P-60
i3C-5
1304
13C-5
630-10
A30-15
ASC-5
A30-10
AS0-20
136640
11??????????????????????
Protection of circuit mod feeding of
power supply to buebar 10.2
Protection of circuits and feeding of
power supply to relay (ref. Mo. 2011) and
fighter directional system unite (102)
Protection of circuits and feeding of
poner supply to relays (ref. los 40H, 110,
APH and 430), to gyro horizon unite (irl)
and to BS-5311 (ref. Mc. 220)
Protection of circuits and feedbag of
power supply to units of radio station
PUY and relay (ref. He. gip)
Protection of circuits and feeding of
power supply to transponder filter (CPO
Protection of circuits and feeding of
power supply to automatic radio ocopass
snits (Arx)
Protection of circuits and feeding of
sower supply to turkey receiver Oilao
delay &els db. 531) sad P5441
tootsokien et circuits and Safeties of
power ovirAy to Wog Clet? tee VII
Was glfil eat MO out bolters (yet.
Itto 113 pi 120)
ancteeties if efasatile oat teatime ot
payer supply to special selsalis beetare
Proiesiies of oirosike oat tafealis of
sorer oosply to soleare. &elf als 149
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Merit breaker 13040
menu breaker 0104
batch
WAS
Mu15K
1514-111,220 11444119# to
la* 00. Soo Me 490 anst UV lad
6064,4 *to SOO It; 844 180
PrOPONtIon4Mflitemits 12,4 Ingh6411
power NW" lanpa
Poe 4211 and 4811) and Isonsivirst.
Jon la and MO
Protection of circuits and regain of
power MAY to tllor (re. No. 21H),
filter (ref. No bin) and roll otabiltup-
tIon autopilot unite (E2n)
Peedles of power supply to contactor
(ref. so. 20) for cutting In 51147?
leading of power supply to actuator.
lin-100N No. 181) of artificial fold
spring-boded usollsoloa
/or the removal of the electric board fro* the slroraft and for quick discon-
nection of It from the aircratt mina i.ts wire bundles axe provided with conneden
Nes 62 sad 69.
69
135
20
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Isar Electric hoard
Circuit breaker L3P,-60
Circuit brooks? 130-5
Circuit breaker 130-5
Circuit breaker
Circuit breaker
Circuit breaker
1.4
of Right-Hand Console
Protection of circuits and feeding of
power supply to buebar Mo.)
Protection of circuits and feeding of .
poser supply to 231181-2501 (ref. No. 1101
and Indicating laap (ref. No. 16K)
Protection of circuits and feeding of
poser supply to hydraulic valve of the
aain air brakes (ref. No. 3211) and
hydraulic valve of central air brake
(ret. No. Sid)
190-5 Protection of circuits and !taint./ of
poser supply to hydraulic valve of len8108
gear (rut. So. 36N) and hydraulic vol.*
of sing flaps (ref. No. 4411)
130.5- Proteotion of circuity and feeding of
lover supply to drag chute release and
dropping eleetropasuantle valves (rel.
Noe 27N sod 290
130-5 Proteution of circuits and teedins of
power supply to U1C-211X (rat. No. 1101
indicating lupe (ref. Nos 12C and 130).
rillor (ref. No. 211), wing tutvlsation
light, IABO-45 (ref. Noe 19C end PIC)
and navigation lights IRO (rot. No. KC)
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-Ciroult breaker A3C-5 Protection of circuits and feeding of
poser supply to sockets (ref. Noe 280
and asc) and oxygen equipment sot beating
OW) (rod. Po. in)
410 Circuit breaker ne-10 Protection of circuits and feeding of
power supply to relays (ref. Nos 480
and 49C) and lauding lights (ref. gots 430
and 44C)
Circuit breakci /30-5 Protection of circuit. sad feeding 01
power supply to resistors, :Upstate and
inotruneut-lighting lamps
MX Circuit breaker ASC-40 Protection of oitouito and feeding of
power supply to raw (ref. Fos OA
and 491), hydraulic valve (ref. J. 451),
eleotrohydraulio valve (ref. do. tkA)
and units YM-2J
Circuit breaker 130-10 Protection of circuits and feeding of
pour supply to drop-tank attaohnent locks
(re. do. 61A) and the corresponding
indicating lamp (ref. No. 594
11 Circuit breaker 1.30-5 Protection of circuits and feeding of
poser Beppu to units TPTEM-451i
17 Circuit breaker I A30-5 Protection of circuits and feeding of
power Supply to control unit of controller
APY-38 (ret. de, 5Y)
2Y Circuit breaker 1 130-5 Protection of circuits sad feeding of
power supply to control omit of controller
dIPA-311 (ref. Ito. 53) end controller
IW-83 (ref. Mo. 191)
10f Circuit breaker f 1304 Protection of circuits and feeding of
pour supply to "intim of swim control-
ling light panel leaps, biasing offset
amohnuisa and speedobarograpb
. 117 Circuit breaker 1804 Protection of *Welts sag dustimg Of
Past' 1114014 to relays (ref. los .270
and lin, valve 111-1114 (ref. se. 111)
? sat isitesring lisps of light jowl 14812
? Circuit breaker DCA, fvoisetton of circuits sad feeding of
power empty to Mins (ref. sos inn
sad
Sli Circuit breaker 1138-11 ftereerios of Wades sad Seeding a
poser supply to roles (sat. Is. 40),
Atee*Ses in-
isape (rot. See 168 esS173)
a54 Wks, CTOS. Soo 110 ma 17$
Moult breaker 41040 Protsotiost t idrouits end Pullin of
mot missy So indicating ley Int.
Po. 400 ad deeds ire. les.1 ISA evdt
?tea ifit lions (rot. So. 113 sad
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*maw: 10 01.01,1 441M0.* *0 *OP; lot
poppy 440 *010W AO*Itito nil *bier
saniepOSOlib$ "IMO
She elsetristlesseU installst as *a yesticill 'VW= of *be clight.41444
Sess40. Mir setwastt at tits sloststo twat tem Os stream sot Sae its 4tisseinice-
Use twos the strarstt SAMS its Ors Walt to osswitisti with stassictor Ito. 44.
Serlsestal Sue at 3ight4iss1 Swage
DI latch ST6151 Cenneetton of generator to Almon
maim
Moult breaker 004 Protection ed olrouies and 14m5146 of
posuarengfig to S12-8111 (ref. So. 43),
104001 (rot. so. 443) and e10.8,
Sales II (ref. No. 503)
161 Switch 12615K Psedingef power ,supply to Hi1-1916
(ref. No. 21)
SO Oirouit breaker 130-5 Protection of circuits and feeding of.
power supply to contactor (ref. So. 69)
to switch on unit 49512 of 2nd tank group
(lorrice)
ClinUlt breaker ABM lrctsction Of circuits aud\lacding of
power supply to contactor (ref. No. 1711)
to switch on unit 4951.2 of 3rd tank'group
and to corresponding Indlosting lamp
14S Circuit breaker 1304 Protection of circuits and feeding of
power supply to contactor (ref. No. 124
to switch on unit 49512 of let tank group
and to corresponding indicating lamp
Circuit breaker ABM Protection of circuits and feeding of
power Supply to gyro transmitter (ref.
No. 1711) of fighter directional spites
(HMI roll stabilization autopilot cum
and radar station P-0
Protection of circuits and feeding of
power supply to Inverter air-17 (ref.
1140 270 and BYro treassitter of gyro
tonna CAM (ref. Soil 1711 and 3411)
7p Circuit breaker SSW Protection of circuits and feeding of
power supply to relay (ref. No. 32P)
the electrio board le installed on the horleontsl portion of the right-hand
itensOle.
In move the electric board from the aircraft and disconnect it Iron the sir-
even wits, its Wire bUndles are furnished with conneotors los 66 and 67.
10
Circuit breaker I 00-5
:4
5656-HUM
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?
4
Electric Boards of Ccokpit Left-Hand Console
Rif.
in circuit
'bares
Description of
?impotent installed
on electric board
Ursa
Purpose
2
2
3
-
.
Sleotric Board I
2?
Switch
113101-20
Owitihing of cockpit heatimg
in
Rheostat
Pr..to
Pressurized belast heating control
21!
Push-button
51
Bwitchitg of fast heating of pressuris-
ed helmet
160
Bisitch
1T3115-al
Light intensity control snitch of
navigation lights
570
Leap
C5-97
Illumination
To provide resoval of the electric board fres the aircraft and It. disconnec-
tion from the aircraft mains its wire bundle is furnished with connector**. 45.
461
190
570
10A
191
171
201
290
5/0
Switch
Resistor
Lamp
Circuit breaker
Circuit breaker
Circuit breaker
Circuit breaker
Circuit breaker
Leap
Eleotric Board Il
W-1 51C
000-0.5-
-33 kil-
ohms
CU-37
Seat position control
Audio aignal volume control
Electric Board III
180-10
1.10-15
ISC-25
150-10
1110-5
Protection of
in circuit
Protection of
circuit
Protection of
Protection of
rules:is circuit
Protection of
civouit
Illumination
in-flight amine restart- ?
engird savants& rating
stains starting circuit
L.O. shoal automatio brake
fire fightim ennizalent
to provide reaocal of tit* electric board from the aircraft ar4 its disconnection
from the aircraft Mains the wiry bundle of the electric bead is furnished with eon-
motor Xs. 44.
145
151
570
Itwitch
Push-button
lamp
Electric Board IT
2111-15I Switching off engine cranking
51 Starting of engine
Cli47 Illeednetien
to provide moral of the electric board teem the aircraft sad its disconnection
from the 'Ararat maies,the mire beadle of the eleotric board is furnished with con-
*motor 54. 41.
50X1 -HUM
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50X1 -HUM
MOM
831 *witch
NA &witch
85A hitch
57C Lamp
A
illectrie Board
WASH
ETIRDASK
WASH
CB-37
Cone control
Anti-surge mhutterv control
milieu,* of outOinatie or manual 00ne
control
Illumination
4. PROTICTICH OP SUCTRIC CIRCUIT
1bs following types of circuit breakers and safety fuses etre used on the uir.
craft as protective eleneLts of the electric circuits:
(a) Circuit breakers types A3C and A311
(b) safety fuses - Upda NH and al.
The circuit breakers and safety fuses are placed in the circuits depending on
the circuit current intensity and are marked in accordance with their rated values.
Por example: 13C-5, 13116.60, CH-5, 111-75, etc.
5. !RUCHING SQUIPULVT
A. of Equ
The gvitohing equipment installed on the aircraft ineludes:
(a) relays, typos TKE21111T, 11S22HIT, TKE52H1T, TKE5A1T, ThM56HAT, TIV411117
and TKE26flAili
(b) limit ovitohee, typos BH2-140P, B}2-200P and 1-802-DX2-141e
(o) microevitchea, types 1303, 1701 and 17031
(4) switches, types 11H-4, 2n1r-15x, Mir-15K, HHHT-1K, nnr-151{, 1131T11 -20,
ST3602014 one 1130602020i
(e) switches, types 1P-15K and 21111F-1511;
(i) contactors, types KM-50A, K3-1001, H1-4001, K11-5001, KB -4001, T1G-12H1T,
10.51011T and THA-5111T;
(s) push-buttons, types 5H, 204K, 205K and 512.
The switching equipment is mainly arranged in rainy and oontor.tor hoxe: ao
well as on the electric boards. The arrangement of boxen and electric boardo Is
Illustrated in Pig. 6.
B. Relay and
A relay box consists of a Daft and a cover. The babe houses different switch-
iAs and proteotive equipment. The wires are made out and brought out of the box
either as a sire bundle furnished with a connector or directly through the conaec-
tor attached to the base wall.
the box bass or cover hes a parking near the place where a protective or
twitching device is Installed which indicates the reference number of the device
La the circuit diagram and its purpooe.
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50X1 -HUM
50X1 -HUM
PYirro frime New, of Avow
? Ito 7 No 76
!Um, of Amine the'
We., of' Avow IRS
4 it 4
te II PS 17 IV 15 Mt 12 17
nor of home oft raw el' flows .r now .r n,. ma Mt
Ref,: Own** ars shown as Wowed firrerra
Vim& ASSIAINEWrr tilAGRAN OF RELAX, CONTACTOR ARV rum BOXES ARO =MOM MAWS
I *We olgeimeatiimie WWI Ma* Me; 2 ? otbaolliagt sod
1110, ideidelt tblitp Mkt Met Omuta Mara of tidiebeid
estebbis 4 istimetidalmitibt bookt at 0.144mad soaeblot
attleibbeirkt WM a *MAW oteedb. 6 frob
? 660641064 Maid* .. PIM 41i4 robitttot Is,
tbde ifikaemtiodwrit61
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bbu 10 ? IftIot 00kt Mit II ? 0tortmatiet
Ma: 12 ? motaatet mit ? mteaver gala 14 ?
Ciristitien easy Ma tot lbemblas wes461 admIlim;
11 ? leattete Moot* mods bed cambs".?610 ammtald 0?11
14 ? tootrol sad ikaiiiito eitbalt peborties boas
17 ? alartsie boselb of (*fobbed ebebole; It ? tees gra
tosti?stieter ItteeMpte mated Ma: I! ? owiesbiai boa of
ilwassolmat tree. boopty binvits; 16 ? toss to eon iirrimet
nroteelt cad movie AF.I.1. XVI.? aa4 XC11.
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?
?
!Nikki 'or
50X1 -HUM
Sex to Start inverter wsuau rithaza.2.1_,Gyziorisciti_jUis`-1.
I anion AMU Slot 1,LI Pi tar Dirge Lionel tea
......dorms...0,0"kr????????????!
lams of cam-
Ir.. gement in-
--- oltitied in
boz.
type
id.
nev:011r
diagram
Purpose ?
?
1
Ma
MCI?
1911
Switching of starting circuits of
inverter HT-50011 to feed gyro
horizon (ia)
11
Relay
TKEMIT
2011
Switohing of starting circuits of
inverter 07-50011 and 36 V A.C. sup-
ply circuits of fighter directional
system Units (Kan)
3
Relay
THUSUAT
210
Switching of starting circuits of
inverter n7-50ou and 36 V A.C. suppl:
circuite of roll stabilisation auto-
pilot units (Kin)
4
Puss
C1J-5
2211
Protection of supply circuit of
fighter directional system units
(KCK)
5
ruse
011-5
2111
i'rotectIon of power aupply circuit
of fighter directional system
units (KCH)
6
Pus
CD-1
2411
Protection of poser supply cir-
cuits of roll stabilisation autopilot
units (Kin)
7
Fuse
CH-1
2511
Protection of power supply circuit!
of roll stabilization autopilot
units (UK)
8
Maw/
TKE26111IY
4011
Switching of circuits to change
9
Relay
7KE2611I17
4111
over gyro horizon indicator (Ari)
10
Relay
7KE24H9IY
4211
to gyro transmitter of fighter di-
rectional system (Cif) and roll
stabilization autopilot (Kin)
11
Relay
1H11211ATY
4311
Switching of starting circuits of
inverter 117-12511 (ret. No. 3310
the box is Installed in a hntoh between frames Fos 3 and 4, port ilde,_
to provide removal of the box from the aircraft and its disconnection from
the aircraft sainsIthe box is furnished with connectors los 79 and 80.
?????6**?,..
50X1 -HUM
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1.1.0.11??11.
50X1-HUM
?
19 ---
Cone and Anti-Surge Shutters Control Box
Nos
*sae of con-
ponent in-
cluded in
box
Type
Ref. number
in circuit
diagran
0111.10141.?????JI*0.???????????111,1.IIIMM.IIIe.
Purpose
2 Belay
THE211111
TIS52111?
361 &dishing of supply circuity' of
hydroelectric valve rl -184 to open
anti-surge shutters during Augment-
ed rating -
471
Interlocking at Mach 1.35
The box is installed between frozen Nos 7 and 8 in the lower portion ef port side.
To provide removal of the box from the aircraft and ite disconnection from the
aircraft name,the box Is furniehed with connector No. 09.
Storage Battery Cut-In rind Cha c-Over Contactor Box
xus
Same of con-
ponent
eluded in
box
TYPe
-
Ref. number
in circuit
diagram
Purpoae
Contactor
Contactor
Contactor
contkotor
Km-ou
101-4001
Kff-110011
KB-40011
193
263
273
283
Switching of let storage battery
Switching of 2nd storage battery
Switching of atorage batteries
to 40 V while starting the engine
Switching of storage batteries
to 48 V while atoning the engine
The box is installed between frames Nos 10 and 11 along the axis of aymaetry
in the lower front accessories compartment.
To provide resoval.of the box from the aircraft and its disconnection froa the
aircract same, its wire bundles are furnished with two connectors Nos 86 and 08.
Csiitrpla.and nition Ci....jLotection Box
Nos.
Mane of cos-
ponent In-
cluded In
box
Type
Ref. number
lo cir?imit
diagram
Purple
.
Cautsaior
Resistor
Puss
fasa
f
.
to1-5oi
CP-0.3 ohm
11140
1D-20
711
281
291
nu
Conneation,of series resistor to
Ignition ?Inuit while starting the
engine
Regulation of voltage in iiloliton
circuit while Otarting the aogime
Protection of ignition circuit
hateatiam Of Ignition airmail
,
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?
St
50')'(1 -HUM
Itio lin la totalled between limos Soo 8 0a4 9 in thoftani icatr hot4.4..2
eggearl**#e 11*0
To melds retool et ft* box frau the aircraft and its dineconectitn
tits aircraft MinSsits sir* bundles Cr. furnished with two connectors ROc 9; end
Star. jaf.S........ostact ard Resistor ox -
13.
Poe171:01
Poe of on-
II'
Ol in
b....--_
-file
Bd. auntie?
in circuit
diagran
_
Purpre
holster
C11.0.05 :10%
53
Reduction of gene:,r %-oltas:
while geotrator starting
Contactor
0-0001
373
axating of starting resistor
Contactor
KI-4001
383
Connvetion of etorttng resists,:
to generator starting cIrtaft in
starting node
The box is installed between frames Roe 13A and 14 in the loser porti:.m of
starboard side.
To provide renoval of the box fron the aircraft and Ito
the aircraft sales,the box wire bundle is furnished filth ccomector No.
bum and Resistor Box for Navigation Li ht and Instrument Li-ht:nz
BA.
--
Bans of con-
ponent in-
eluded in
box
Type
la. number
In circuit
allegros
Pur;cee
Issistor
113P-25-15
17C
Savigation light control
Pule
CO-2
23C
Protection of tavisaticc :tiht
supply circuits
Pose
CE-2
53C
Protection of instrunert :Ightiog
lupp1r circuit:
ruse
CB-2
54C
Protection of cons:le light:mg
supply circuits
Resistor
U3BP-30-27
60C
Reduction of vc1taie in twnly
circuity wf emergency Erz..4 icEtru-
sent lighting
Resistor
113814-25-11
61C
Reduction of voltage in los:m-
ete:A lighting st4;1) cirouits
Rasistor
B3BP-25-11
62C
Seduction of voltage in console
lighting supitly cite
* box la installed in that cockpit neer frame Bo. 11 to the right of the seat.
to provide removal of the box iron the aircraft and its disconnt::::o frox ti'
aircraft nairsIthe box is furnished with connector So. 5i.
-
50X1-HUM
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50X1-HUM
21
Si nalli and La_i_........ustiutt_Igeplz_BeJE
1?3
Same of CO2*
IT1111:1 1:-
box
Type
Ref. nunber
in circuit
dingxun
Purpose
Relay
TKE56111T
24C
Switching of lamp testing
circuits of light panel T-10Y2
Relay
TKE56HAT
25C
Switching of lamp testing
circuits of light panel 7-1012
Relay
TKE561117
260
Switching of lamp testing
circuits of light panels 7-1012
ond T-4Y2
Relay
TKE21111T
9K
reeding Of Power supply to
camera attachment when firing
'nation Is depreosed
Relay
TKE22HAT
2V
) Switching of L.G. extension posi
Slim Indicating circuits
Belay
TKE21HAT
OA
Switching of overload signalling
N. . . . .
ormusts *ails Launching special
missiles
Relay
TKE5311AT
4611
Switching of external loads
signalling cirlmits and disconnect
of bomb position signalling circuit
Relay
TKE53HAT
4911
Switching of ROCKET MISSILE ZIRC
?
POSITIOS and TACTICAL DROP tempo
testing circuits .
Relay
.
7KE52A17
5911
Connection of boob release
circuits
The box is installed in the pookpit between francs los 6 and 7, starboard.
To provide removal of the box from the aircraft and its disconnection from
Sb. aircraft mainsithe box is furnished with connectors Nos 26, 27 and 28.
lode ..Stntrol RelatM
on
8
.......,
Use of com-
ponent in-
o24444 is
box
Type
.......--
pf. somber
lo circuit
diagram
?mom
1
. 3
4
5 ....-.
Ashy
651
Suitchlos of delay circuits,
cutting off afterburner fuel when
ottceSurusr is oft
maw
Relay
TE?221411
661
loitobizi at atrautta, netting
jet sannle nays in endue 'M-
U= atter ideating the 4iigine
T1IE2221?
671
Sousitim of circuits, tutting
Sot mole IUDs in owectoUseol-
tam Mae 'starting the eagles
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Contact=
Mat
3
14112On lai Switehing of prOcesilag box
control circuits
711 Switching of afterburner fuel
control circuits ?
The box is installed between trues Nos 13A and 24 in ithe -starboard lower
pith&
to provide removal of the box from the aircraft and its disconnection trom
the aircraft nalusAbe tom is furnished with connector No. 113.
ThE52111!
jela Board ox
...........-......
..
?
Rase et oom-
ponent in-
eluded In
box
---.........,...........?..........
I
s
Ref. number
in circuit
diagram
Purpose
1
Relay
THE53111T
113
Interloaking of starting circuit
of starter-generator TCP-C?-120003T
when ground supply is connected
1
Relay
T1Z53111T
183
Connection of supply arCUlte
of osier power coneuners when
powerful source is on
3
Relay
11135381T
513
Protection of relay INP-400T
and voltage regulator WF-82,
when applied voltage is 48 V, i.e..
when storage batteiefs are connect-
ed in seriOa .
4
Relay
TKE21H1T
261
Interlocking of ground supply
source during starting
5
Relay
?
TNE52111T
114
Switching of electropneumatic
valve designed for releasing nose
wheel whinvxmin rignt wheel is rule
d
Relay
110152813
3111
itagagemSnt of electropneumatic
'valve denigned for releasing nose t
when main eft wheel is released
7
*slay
STE531114
150
fisitohilig of L.C. position
external indicating lights
a
Relay
THE211117
460
- Connection of major power con-
sumers when generator is on or ',ben
ground supply souroe is connected
9
Islay
1831281T.
480
Switching of landing light
10
'slay
17E56111T
49C1
control circuits
11
Relay
TKE5281!
127
Connection of storage battery
beating circuit
11
Islay
1.021111T '
8511
Switching of supply circuits of
OVERLOAD .08 relay winding
The box IS installed between /ranee Imo 12 and 13. starboard aide.
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To provide renovul of the box from the aircraft and ito dicconnection from the
aircraft nains,its wire bundles are furnished with three connectors Hos 111, 112
and 108.
Radio Equipment Pure and Relay Box
.
Hue of con-
poneat la-
eluded In
box
TYPE'
Ref. number
in circuit
diagram
Purpose
2
Resistor
BC-305
463
Voltage control of genera-
tor cm-8, Series 11
Switch
1131111-20
473
Switching of circuits for
mesauring voltage it genera-
tor cm-8, Series II and inverter,
00-750A and HO-1500BT-30
Resictor
PC-4
583
V41tage control of inverter
110-1500BT-3n
Fuse
CG-2
211
Protection of transformer
supply circuit, 115/36 V
Relay
11252H17
491
Starting of inverter 1104501
from pone ad connection of A.C.
supply circuits of controllable
cone aysten
Fuse
CH-5
501
Proteeticn of supply circuits 0:
controllable cone systea
Puss
CH-2
.
6X
Protection of supply circuit 01
thyratron breaker 07-562
Puss
CD-2
330
Protection of supply cironit of
electronic amplifier BC -2:1C
Relay
TKE52111T
91)
Starting of inverter 01:67501
from radio station PCKY-5 and
switching of supply circuits of
radio station P0NY-5
10
hoc
CH-5
12P
Protection of supply circuits of
,
radio static* PCMY-5
11
Relay
T1(11031?
14? (
Switching of supply circuits of
radar station
12
Relay .
1703211114
17?
dtarttnuot lova:ter 110-7501
free autonatio radio ccopass
(111P40)
13
fuse
. )
(10-2
19?
Protooticto of supply circuit of
automatic radio coapass (MAC)
14
luso
012-5
23P
Proteatinn of supply circuital'
sochtt SSA !
25
11 ,14
stuinit
2/P
Starting of Inverter UMW
Odle swittlilass ran tasatoronic ,a2141
tier W-211C'
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20 Socket
22 Puss
22 Relay
2) ruse
? 24 Relay
25 fuse
26 Relay
111E2111n
C11-15
TKE21111?
C11-5
VW=
some* osrtits DI inverter
1045DOBT.311 and switching of
radar station emergency out-off
circuits
Protection of supply oirduit
of marker receiver (jPn) and radio
altineter agn
Starting of inverter 1104501
from marker receiver (MIT) and
radio altiMeter (PRY)
Starting of inverter 110-1500INU
from radar .station
Check of voltage in inver-
ters 11067501 and 110-1500117-3R
and generator c1'o-8, Series II
Protection of radar station
supply circuits
Switching over of radar statics
supply circuits in emergency mode
Protection uf radar station
supply circuits
Switching of supply circuits of
launcher (Any)
Protection of supply circuits 0
launcher (dllY)
Switching of A.C., 115 V supply
circuit to port side special
niesile while starboard one depart/
The box is !metalled between trance los 5 and 6 near the axis of symmetry,
port side, lower portion.
To provide removal of the box from the aircraft and its disconnection fres it
aircraft anine,its wire bundle is furnished with connector No. 76.
Processing Box
los
..
Name of cow-
ponent iv-
eluded in
box
,..
4110
.
_ --
Ref. number
in circuit
ollegras
..
Purpose
?
1
2
3
4
.........-
5
1
2
3
Bilich
Switch
Switch
11F-1511
BF-151(
2111111.45
121
201
22A
......
Switching of ground check
circuit of oxygen supply
twitching of supply circuit a
electromagnetic dump valve
Switching of engine processia;
circuit
50X1 -HUM
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$ Fuse H11-5
ruse i11-10
Pule 111?10
Delay VOW!
Switch D11-15K
Relay t5 11121110
10 Switch DP-15K
231
241
251
161
721
protection pf ignition indicat-
ing circuit sud -electromagnet sup-
ply circuit of carburettor valve II
Protection of ignition coil
supply circuit of naintosbustion
ebamber
Protection of Ignition coil
supply circuit of sain ocubustica
chamber
Disconnection of aileron booster
Iron boonter hydraulic systes
Disconnsotion of starting fuel
supply valve while processing the
engine
Povar supply to altiSadi cor-
rection valve (ref. to. 851)
Poser supply to altitude correc-
tion valve (Va. Jo. 851) on the
sz4vail
Ins box ie inctalled between francs los 14 and 15, port side, lower portio.
to provide removal of the box from the airoraft and its disconnection Use
aircraft osinstits wire bundles are furnished with two onneotora Nos 201
10).
50X1-HUM
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!UM
swIrcbing Ciettlita of
major rigor oniisiimemo then powerful
ATM: $ootte ts connected
Switehtniofinepply circuits Of
major pincer monementrumheinpowerftil
supply source is connected .
Switching of rocket missile
launching circuits
Interlocking of epecial mixelle (,)r
end rocket missile launching eirculte
mith respect to nose L.G.
Interlocking of external loads
launching circuits with respect to ?
main L.G. when major poser censurers
are connected
Switching of external loads
launching circuits
Disconnection of no-preesure-in-
booster-hydraulic -system indicating
circuit
The be is installed on the lett-hand upper electric board of the inotruseut..
PO provide renewal of the box Iron the aircraft and it* disconnection trot
aireraft sains,its wire bundles ars furnished with three plug connectors Soo 29,
yes
Sens of con- I
'anent in-
eluded in
box
Sot. nunber
in circuit
diagram
Purpose
Contactor
Contactor
THI5011?
110IIIT
483
493
........
Switching of A.c. consumers from
generatorM13-8, Series II to
ground power source
Switching of A.C. ground power
supvir
Tbs contactor unit is installed in the power distribution unit beteeen
francs See 12 and 13, port side.
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fuse Box on Ri ht-Nand Coppola
get. gusher
In circuit
disgron'
Posh-button
Pus*
Pose
:witch
'toiling of power (supply to relay
(ref. No. 16Y) and to valet ra.104
(re'. $o. 1,0)
Protection of supply circuit of
left-band console instrusent light-
ing
Protection of supply circuit of
right-band gonsole instrunInt lighting
Protection of supply circuit Of
lattrUllttit panel lighting
Protection of circuit feeding
instrument pantl lightleg
tootling of power supply to relay
(ref. No. 1219 end to tasting Of
corer of storage Lettery (ref.
No. 137)
Protection of onply eircuit ef
radar static!' units (P-rn
Protection of supply cireult of
radar statIot oasts (P-U)
:isolation of WI' -1.35
VA tem Is installed on the vertical portion of the riOtaband console.
To provide moral of the Gum Iron the aircraft sod its diacounsotios Iron It..
aircraft nalts,its vire trmdle is furnished with connector 1;..
24% for La:noises :162 Missiles
2??
'7"
Shp: of tqW'
paral In..
atta Is
Ins
aef. :MOUT
It circuit
flagtas
large*
'
? 3
le:ay
Way
.
Sous
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2U52:I!
=MC
!
19C
Kr
ra
,
Onipta Wteparkte stssel Iris
girt or sters4o3ti aide 0144
MdS1114413Auto4rdsrrAte4&*$*
DMUS.:
l'inseutrivi se totiarrsvra Viva
Wm szetts0 aide ops0,4 attairtle
is foRparkirt 4104
- tt, "or 4 *30.1060 44014,2*
iomitim. 1
3i13$146.04 tt 4441s liggsw4 $rie
woos: josiat 44,64.00, iiiesit
4,414fatt vastirsa .
- 50X1-HUM
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*it
4144V11 41!is VAWFMIc
iThe swap vivo lot SONnt44 n iitinnet irtnance tir senait
sab3a 00, Vbi0b INN allf1M41 4,19 **Ur alltS 111041
I. preacet tbe aortal sans traa *madam 1186 to 04 OPUS MINIM last
allOthe *WA Ste tfi lat *Waited to $taaratt *Un- the "Inn ;100,10444
Ides attnnaosi 1041511 at rad calm.
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Chapter III
MUSS
1. POVP.R SUPPLY SYS?CU
General
The poser supply motes is designed to feed direct mod alternating current to
the COMMer5 installed in the aircraft. The operation of aircraft power systen is
porformed by the eleotrio devices listed in the Table bp1os.
UN
Isl. nunber
in circuit
41sgraw
D escription
Type
Installation
plats
2
9
4
6
1
13
Starter-gene-
rater
PCP-Ct4200O3T
i
-------.
gioe, frames See 26
to 28
2
23
Differential
reverse-current
relay
iGN400?
1
Power distribution '
nait,franes -sow 11 and
12, port side
3
83
Voltage
regulator
WI'-82
I
fuselage, trams
Ios 22 and 29, gteraurt
aids
4
43
*natter shunt
11--2
1
Poser 44,trikstios
mat, Issues los 12
and 13, pert 111e
S
63
Capacitor
11117-1606.4
2
loser ASsirtbutisn
nett, trews Soo 22
!
*ad 19, pert aide aad
from See 22 sag 106
?aterbeerl Mist upper
praise
79
trsoxforner
Nair distelbstion
usit,taisnadke 12
and 1, pert eitte
7
63
'use
CS-6
iltatrtbaties
4011t Is. 22
1410 142,
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93
? 103
10 113
11 123
133
13 143
14 153
15 163
16 173
17 183
22 193
29 253
20 263
21 273
22 283
23 803
24 813
Plos Of A.C.
wool supply sirs
bundle connector.
Plug of LC.
grounA supply sin
bundle connector
HATTISTI UM":
CROUP twitch
VA-20019
1112450811
2W-1511
ftriscntal vIentrlaikencg
ot 000plt zliAdAtand aso,
ocie
. frames Cos 7S to 10,
low acotesorits cospart.:
mept
iSlay box, /reuse 1St 11
=4 13, starboud side
Lower acceosories
lent, trases toe 10=411,
Along tbe axis afilasetaT
. :rases Nos 12 and 13,
fuselage, port side
1 Horizontal portion of
cockpit right-hand mule
Voltmeter
Raley
Belay
Contsotor
Intension re-
sister
Contactor
Contaotor
Contaoter
I-1
TH1-12RAT
THE-5310
811.4001
IC-20
181-4001
fal4C0.1
181-4031
101L-6
Poser distribution unit,
frame los 12 and 13, fort
side
bight-hand portion of
instrument panel
Belay box, left-h4
upper electric board of
Instrument panel
belay box, true, See 12
end 13, starboard aide
Contactor box, Imes
boa 10 and 11, loser
scoessorles cospartacat
HOrIZOStal electric baud
of right-band console
Contactor box, francs
Ica 20 and 11, loser
occessories ccapartaent
Contactor box, !saxes
Nog 20 and 11, loser
400eaSOrles cOapartscat
Contactor box, tunes
Kos 10 and 21, lower
accessories conpartnent
Cround equipeent
438-111,
Series III
Pranen Nos 23 and 134
lower portion, alone tbe
axis or aymm6try
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3
25
26
100???????%?.111M......
823
Puce
RD-15
1
.111????????????????????????01?110??????
Power distribution unit,
port side, francs los 22
and 13
26
$33
Reify
TKI-121117
1
/slay box, left-hand
upper electric board of
instrument panel
27
3143
Puce
RD-5
IPuoirlage,
poll side,
trainee los 11 end 12,
lower portico
28
853
ruse
RE-5
.
1
Power distribution unit,
frame los 11 and 12, port
side
29
Contactor
I
Starting contactor and
resistor box, francs los 23
and 24, starboard side,
lower portion
30
383
Contactor
101-40OR
1
torting contactor and
realotor box, francs
Poe 134 and 14, starboard
side, lower portion
31
$93
ruse
C11-5
1
Poier distribution unit,
frames los 11 and 12, port
aids
32
403
Indicator
ICA4
1
fittlile board of instru-
ment ,Pnnel
33
413
shunt (CRC)
1
loiter accessories camper'
ment, francs los 8. and 91
along the axis of symmetry
34
423
Fuse
11B-30
I
Power distribution unit,
'Trauma boa 22 and 13, port
aide
35
423
Control box
RPI-3111
I
looessories coupartment,
trusAS los 14 to 16, star-
board side, upper portion
36
443
Voltage
regulator
P54005
I
aeoessurtee compartment,
frames /co 14 to 26, star-
board aide, tipper portion
53
2$
45.3
463
Ciroult breaker
Menlo :.-
stator
ABM
)O4O
1
ROVisontal electric buil
at rigbt -bead consols
!
lay boa, flouts Nos 5
and . port side, lower
gartIOn
?
473
twitch
daisy box, frdaes Jos 5
mail 4, port side, lover
portion
40
433
Contactor
2114011I
teas, distribution unit,
insaao los 22 sad 13pda:ft
side .
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Samirstar
alas
leworter
luverter
VIM=
934,0A
50-18CON-Sa
Ai MS. kestrel lox
81.4503
13-5
101-100
1345
50 583 Extension re-
sister
51 51 inverter
58 278 Inverter
ormaes los 12 and 13, feet
Nide
Amine, StasesZos
to 614 ituttemi 'amides
letref partied
allay lteX, imam be )2
and 22, :starboard aide
Lower *memories 00
at, trams dos d ie 20
Accessories eoppartamt,
frames Dos 5 so4 6, star-
board side
? Accessories comartamt,
frames boo 5 and -64 port
side
Accessories coapartaent,
Imes bon 5 and 6, port
side
Power distribution unit,
frames Dos 12 and 23, port
side
Power distribution unit,
frames Son 12 and 13, port
? aide
delay and fuse box, upper
accessories cospartnent,
frames Soo 5 and 6, port
side
Upper acceasories compart-
ment, frames Cos 3 and a,
starboard aide
Cockpit, franca Roe 10
and 21, starboard tide
Th e stela comments of the power supply and distribution synths are arranged as
Mown in fig. 7.
funotiening of Circuit Coonectioj D.C. rower Suppl Sources to Aircraft Seine
la all oases when the power is not fed true startemenerstor 1W-0.420007
the airoftat MUM may be supplied either tree the ground eource or iron the air-
borne storage batteries.
After the engine is started and the starter-generator starts to operate in
the generating soda the aircraft mine is fad from the main poser supply soorCe-
starter?gmAtar 1C?-CI-12000B7.
soar_ee ieconaeote4..112,t aircraft gains by mane of tko
plus and socket of connecter 121.250888 (ret..so.110) tI7ii box Kai4
(ref. be. 500 included into the set of ground supply sources; the box cont11%;
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?!T'P swlerrir lerelmeor witagiWg119111a eraelpe lieferge
Vo_0010414 os 1444Rall Ifft...411* of 00_ 4$0*, _44rto
sa4mov us, olui4?00 *Mr conistru 141 ? gm *01.4304 1
st: 41110 moioter 1XW Jo. 11;;) the Paitifill4154,
41"11 or
the Fre. gas 1121 $6,11, kW) iissiseeit ter tetergootki 004144141,4::
e
NNNZON.
lilt VIA" (rd. go. lit) !pastes cad Its so:struts 1.4 brisk the oirtatt octa-
ne Uzi; ths geessetor with the differential reverse-ourrest reluy (ret. Ito. 21) -
thrsup the switch (ret. Jo. 20 thus 4iscouuestiss the owsrator Iron the aircraft
Contacts 9-4 and 84 of the relay (ref. No. 113) open -the apply circuits of
the contaeter windings (ref. Nes 263 and 103). The 00Stitaters (TOt. los 263
and 193) release their contac-ts and dieeonnact the storage 4atteries (ref. No. 103)
fro, the mains power distribution unit busbar. At the ssam time contacts 8-9 of
the relay (ref. No. 110) close the negative circuit of ctontectors 15 and K6 of
the box (ref. Ifo. 303). Ccntactors /5 and E6 operate, close their contacts end
nutmeat the ground power sources (in parallel) to the mains distribution unit bus -
bar (one source directly to the Dunbar and the other one,through contacts 2-1 of
the contactor (ref. So. Ms).
The relay (ref. No. 261) operates and its contacts 1-2 eleenergige the wind-
ing of the relay (ref. No. 271) which is designed for switching over the Supply
circuit of the ignition units while starting the engine (the ignition collo and
electromagnetic valves of the engine) from one storage battery No.1 to two Serlea-
cOnnected batteries No. 1 and No. 2 (ref. No. 103). this Whole the Ignition
units are fed when the engine is started only from one storage battery No. 1.
The relay (ref. No. 460) operates and its contacts 3-2 connect the relays
(ref. los 173, 163, 333) engaging the major power consumers.
Note: The major power consumers on the aircraft are as Pillows: the radar sta-
tion.pump of let group of tanks (unit 49512), generator cro-a,
Series II, heating and filament circuits of rocket missiles P-1C and
launching circuits. Thum, when the ground supply ie enployed,box KU-6
g:ef. No. 303) and the interlocking relays of the ground power source
ef. Nos 113, 261 and 490) ensure;
(a) connection of the ground power source to the aircraft mains;
(b) simultaneous-disconnection of the airborne storage batteries and genera-
tor iron the aircraft mains;
(o) connection of the major power oonsurers;
(d) application of power supply to the engine ignition system when the
engine is started from one storage battery;
(e) impossibility of connection of the ground power supply sources of wrong
polarity.
While starting the engine for 4.1 see. the positive voltage is fed to the
Winding of the relay (ref. No. 513) and to the winding of the contactor (ref.
No. 373). The relay (ref. No. 513) operates and ite contacts 3-2 prepare the
circuit switching-over of the ground power sources from 24 to 46 V.
The contactor (ref. No. 273) operates 7.1 sec. later and feeds the voltage
drained by the aircraft mains from the ground power source (contactor ics in
box BRA-6 is on) to the winding of contactors K03 and 905 in box KHA-6 through
cent:iota 1-3 of the contactor (ref. No. 273) and through contacts 3-2 of tfae relay
(ref. No. 513). Contactors 66,3 and WI5 operate and close their contacts l2.
:50X1 -HUM
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The ground power sources are connected in series to the aircraft cains (48 t).
!Irberns storage batteries 15CUG..45 (ref. do. 103) are connected to And dis-
connected from the aircraft mains by means of the BATITRY:AIRCRAFT -.GRCUND
awiteh (ref. lo. 143) and the contactors (ref. Nos 193 and 263).
then the SATIRE!: AIRCRAFT - GROUND switch (ref. No. 143) is turned on,
the negative volt age is fed iron storage battery No. 2 (ref. go. 103) to the wind-
-log of the center:Aar (ref. No. 263) through contacts 5-4 Of the relay (ref.
No. 113). The contactor (ref. No. 263) operates, closes its contnets and feeds
the positive voltage from storage battery No. 2 to the power distribution unit bus.'
her through contacts 2-1 of the contactor (ref. go. 273).
At the ease tine the negative voltage is also fed to the winding of tne con-
tactor (ref. No. 193) through contacts 8-7 of the relay (ref. No. 113). The con-
teeter (ref. No. 193) operates, closes its contacts and feeds the positive voltage
Trate Storage battery No. 1 to the buster of the power distribution unit.
Airborne storage batteries No. 1 and No. 2 are connected In parallel with the
aircraft mains (24 V).
Shen the engine is started autonmously (from the airborne storage batteries)
the batteries are switched over Iron the parallel to serien connection by means
of contactors K[1-400X (ref. Nes 273 and 263) to obtain the voltage of 48 V.
This voltage is applied only to the etarter-generator Ch!le the aircraft Bahl
'IX fed only from one storage battery No. 1 (ref. No. 103)..
Iltarturgenerator MP-CI-12000K (ref. No. 13) is connected td the aircraft
mains thrOugh differeatial reVerse-ourrent relay /11P-400T (ref. No. 23) after
the engine is started.
then the generator (ref. go. 13) starts to operate the positive voltage 4s
fed Iron the generator to the differential reverse-current relay through the wires
passed through the hole in the stabilizing transformer.
As aeon an generator tnritch 87K (ret. no. 93) to cloaed,relay THE-111t7
in the differential reverse-current relay aperatea and Its contacts feed the
volt!ge to the winding and the contacts of relay TKE4101T1 as well as to the
winding and the contacts of the differential control re/ay.
then the generator voltsgs exceeds the voltage in the 41,1111 by 0.3-0.7 fltbe
earreat la the shunt winding of the differential relay establishes a magnetic flex
In the gap directed In accordance with the flue of the permanent sagnets.
the relay contacts become closed and the positive voltage In applied to the
etamdina of the differential reverse-current relay contactor: The contactor cooties
became apnea and the generator is connected to the aircrall. nains.
. At the aosent the contactor contacts become cloned, intermediate signalling
ram $124201T and additional voltage relay TOR-21027 ?pirate. Contacts 1-2 of
relay TES4201? disconnect the shunt winding of the difterantial control reiny
from the !Arian tenatuai and its contacts 2-3 connect the elnding to the peraitili
tsewSnal OT starter-generator 100-12030104 contacts 4-3 disconnect the MU-
fOR Cl? red pilot lanp and contents 5-6 connect !brutish fuse CO-5 the re147
eagagIngSjer pone? eonamere in generating aode (ref. Mc 173, int S33 hod
rologo tut= MOS, rot. So. 480.
'Voltage relay. 18410AT eperatea arid connects the eiading of the power coo
-
tooter after its operation through isolding motor R (038449-4).
ansasfor eon:mots the generator to the aircraft mains through:AO-shoat
sf sanstyr.04.
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IX;
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if as power cables running from the generator to thal differential Marts-
currant /clay become open, the current will floe through the winding of theta-
fcraDtial central relay and estohlish el magnetic flue in tile Opposite direotion to
the t::: oproatt::t:74:::td:::::telal relay become open 04 deauFgise the contac-
tor winding. In this ease the winding of relay TEE42111T in the differential re-
werse-ourrent relay win become also deenergleed and the relay cuts out the major
;cur cc users (cuts out the relays ref. Nos 173, 183, 338 and the relay In the
boa ref. so. 433) and cute in the CENBUTOB OFF pilot lamp on the light panel.
If the voltage in the generator becomes less than that of the aircraft mains,
a reverse current is induced in the series wieding of the polarised relay under
the motion of which the olarised relay operates and deenergisem the winding Of
the power contactor and th n relay TED.228A1 in the differential reveree-eurrent
relay (ref. No. 23). The c ntactor contacts return to the initial posilion (become
open) and dloconnect the g nerator from the aircraft mains.
Contacts 4-5 of relay THE-2211dT cut in the ctapiroR OFF red pilot lamp on
the light panel (ref. No. 100) and take the power apply from the windinge of the
relays (ref. Noe 173, 183 and 333) and relay E.7 (1n the box ref. No. 433) eon.
nesting the major power con:it:mere.
The reverse current that disconnects the generator is equal to 15 - 35 A and
the generator voltage at this moment should be not in mese of 8 V.
To keep the generator voltage at the eonntant level and to damp the oscilla-
tion: when the load or motor speed Is changed, provision is made for voltage regu-
lator WF-82 (ref. No. 33) and st.abilicteg transformer TC-9U (ref. No. 73).
The voltage regulator in provided with an electromagnet, a carbon pile and on
adjusting rheostat.
The carbon pile is placed in the circuit of the generator excitation shunt
winding and changes its resistance in inverse proportion to the pressure built up
by the electric magnet.
The electromagnet has four windinee: working (11), correcting (12), tempera-
ture compensating (13) and parallel (14): the last one is not used aboard the air-
craft.
For manual control of the generator voltage within the range of A to 30 V
atteasion resistor DC-20 (ref. no. 253) is connected to voltage regulator P7T42.
An increase in the generator voltage causes an increase of current in the
electroragnet windinge of the carbon-pile regulator and reduction of pressure on
the carbon pile.
An increase in the pile resistance eaueee a reduction of current in the gene-
rator excitation shunt winding and therefore a reduction of voltage drop In it.
Transformer TC-911 is a current and voltage transformer simultaneously.
The transformer has three windings but it has no power current winding whose
function is performed by power wires passing through the hole In the trensforeer.
The primary parallel winding in connected in parallel with the generator exci-
tation winding. The secondary winding is connected in series with the working wind-
ing of the voltage regulator electromagnet. The e.m.f. induced In it an a result
of a change of current in that or the other primary winding !prevents the current
from changing in the working winding of the carbon voltage regulator electromagnet.
The equalising wincing in designed for parallel operation of several genera-
tors (ie not used on this type of aircraft).
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? 36
The traneformer ia employed when the generator codes arc chinged (a cirmK,
the speed or load).
The transformer aervea the purpose of damping autcmatic occillations czueri t,
the voltage fluctuations and the fluctuationo of the generator ]'-d
are acccmpanied by char? 'chattere of the voltage regulator ormiture
tactor of the differential reverse-current relay.
Abrupt changes in the generator voltage cause respectivc changer in the
voltage and current of the generator czeitation winding. Voltage ch%n.7,es reaLlt
in the e.m.f. induced in the secondary winding of transformer T-9 echlcbntrect2
the current SD the working winding of the voltage regulator. The 1^-,ed:attiv
reduces or increases the strength of the electromagnet thus da=plbg tLr
of the regulator armature.
Abrupt changee in the generator load currEnt also Induce the e.r.f. in th
accondary winding.
Radio interference of the equipment is reduced by meant, of tro capaci-
tors BT1-160-4 (ref. No. 63).
To geasure the current consumption in the generator mode prDvislon in ntit
for the socket (ref. No. 153) connected to shunt LI-2 and the v)ltage IL the
circuit is indicated by voltmeter B-1 (ref. No. 163). The voltmeter circuit ie
protected with a fuse (ref. No. 83).
A.C. Supply Circuit
Generator CiEt?lSeriee 11 (ref. Fo. 503) feeds the 1.C. voltege of 115 v
at o wobbling frequency from 400 to 900 c.p.e, to the following consumers:
(a) radar station;
(h) rocket *leaflets P-3C.
Inverter 110-750A (ref. Ho. 523) feeds the A.C. voltage of 115 V a: tnt
frequent*, of 400 c.p.e. to the following consumert:
(a) oil pressure gauge transformer RY.11-8ii
(b) iouitation fire warning unit MC-21C;
(o) thyratron Interrupter 117-561! of flowmeter ITC-16.-
Cd) automatic radio compel; AP1-10;
(a) marker radio receiver UP11-5611;
(f) transformer of unit EIH-21 of the ate intake cone control system;
(g) radio otation ICU;
(0) radio intimater P8-41.
Inverter 110-1500117-38 (ref. To. 533) in the main mode feeds the A.C. voltage
of 115 T at the :regime. of 400 c.p.s. to radar station P-11.
bailie emergency mode, 1.e. Wien main inverter W-7501 (ref. No. 523) Is
iefectIve,all the conounerc are fed from Inverter H06-15OBT-311 (ref. No.
To switch these from inverter 1104501 (ref. Bo. 523) to inverter 1l0-150047-34
it is memory to turn on the BERG. SWITCH-OVER OP INVERTERS circuit breaker .
(ref. No. 78).
Theground sopplx of single-phase current at the voltage of 111. v, 140
Is appliail throttles contactor 1..W50117 (ref. No. 483) whet the SOcket of cc:me:-
tor li4..2008K (re. No. 123) of the A.C. ground supply 15 coupled. In this case
the supply emit from generator cro-a is broken by contactor S1A-511AT
(ref. So. 493).
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L.C. ono.: noun i.e. BMW eiroulE% tuber (ref. 24, 451) 4na
tbtrubt.hsca horizontal meals aere43 fa tuntios 41.0. iperferator ihe
A.C. ground paler et-eroe.
ja...2ELL_rliT-500U (set. No. 511) teedo Urea-phase =meat at the -voltage of
36 y,400 to lie tighter direetiouel eystea CH, pro krises ?174.1 sad
almsle-,aZia roll stabilisation autopilot M1U-2.
laveriers 1104504 11045001341 AAA n26.50611 sre started automatically a;
soar as any of the consumer circuit breskeTs Is turned ou.
lavertL,arAt. (ref. So. 270 tette throdiphase current at the voltage of
16 V, 4a0 e.p.s. to the stand-by gyro bwrigan 1.6200.
/he inverter le atartad by turning nu 11-200. arm %UM. CACI= HAD
circuit breaker ASC-5 (ref. go. 160 inotalled on the right-hand horizontal
inverter T-12511 (ref. go. 330 feeds three-phase ourrent at the voltage of
36 V A.C., 400 o.p.s. to gyro horizon al-1.
The inverter is started by feeding the power eupply to terminal 2 of the in-
verter connector through tune 10-10 (rt. No. 4511) and closed contecte 2-3 of
the relay (ref. No. 43H). the relay (ref. go. 43B) operetta after circuit
breaker ASC-10 (ref. Ro. 3211) la turned an.
2. BRUNE STARTING SYSTRS, CRANKING AND PROCES3/11G
SI-
The
The engine starting system in deolgued for starting the engine on the ground
and in the sir an well an for cranking and processing it.
Operation of the engine atarting system is performed by tha ctrio deviess
given in the Table below.
los
Ref. Ne.
In cit.-
cult
diagram
Description
Type
Qnty
Installation place
2
4
5
6
13
Starter-gene-
rotor
MP-CT-1200037 '
Engine lover portion,
trouts Oca 26 to 28 along
the amid of symmetry
53
Starting re-
sistor
011-0.05 ob
1
Startles contacter and
reelator box; frames
Roe 13A end 14, starbeerd
aide, lower portion
103
Airborne
storage buttery
15CUG-115
2
Under cockpit floor,
between frames. Ise 7S
anol 10
113
Relay
TIG53111T
Relay box, fresco Nos 12
and 13, starboard-side
133
Plug to connect
ground power
UPA-250HB
I
?noeiose, port side,
franca Nos 12 end 13
Source
143
DATIRRY;
AIRCRAFT - GROUND
usitch
23F-15H
1
Horizontal eleetrio
hoard of right-hand peek-
it console
cpron-
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3
4
5
6
193
Contactor
?
filf-40011
Contactor box,
frames Nos 10 and 11,
lower accessorlea compart-
ment
263
Contactor
811-40011
1
contactor box,
francs Boa 10 end 11,
lower accessories compart-
ment
273
Contactor
E1-4001
?
Contactor box,
franca Boa 10 and 11,
lower accessories conpart-
ment
10
283
Contactor
811-4C0X
I
Contactor box,
francs Fon 10 and 11,
lower accessories compart-
ment
11
393
Switching box of
ground poser
sources
h1LA-6
I
Ground equipment
22
313
Overload circuit
1311-111A,
I
Frames) Boa 1) and 1241
?
breaker
Series 111
lower portion, along tbe
axle of a)mmetry
13
873
Contactor.iim-40Oa
Starting contactor and
resistor box, franca
Nos 134 and 14, otarboard
?
aids, lower portion
24
333
Contactor
111-40011
I
tarting contactor and
rcalator box, frames
Jos 234 emd 14, starboard
side, lower portion
15
513
Relay
T1E53111T
I
elay box, francs los 12
and 13, starboard side
15
11
riestromagmet of
3M2
I
Engine
?
-
A1 additional
supply salsa
he asap salvo
electroungant ?
41actionnact a
starting fuel valve
3U4
ou
'5
basins
tagino
Blactronasnat er
airily-pm hydraulic
valve contrtl valve
Mia
Intgine
?Ligation
sail unit
EBi11411
Ingitle
416soping discharge
plug Stir igniting
sain Saul
171344
2
ngthe
.
. itStarturner tun
C34115
Mfiira
PlUg
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Starting relay
box
Hydroelectric valve
for controlling Jet
nozzle flape
Oxygen supply
electropneumatic
valve
Switch
COLD MANNING OV
MINE switch
STARTING button
DECIDE START ACCES-
SORIES circuit
breaker
IR-PLIGHT RESTART-
ING circuit breaker
AUGHZDTED RADIUM!
circuit breaker
cm PR0CESSING
awitch
akisima
Preen 144 ISA and 16,
starboard side, lower
vrtion
heats las 131 and 14,
starboard 5146 lower
portion ,
Prates VO2 14 an 25A,
port side, lover portion
Puniest tail portion,
between franca Noe 32A
and 33, starboard aide,
upper portion
Puselese tail portion,
francs goo 30 and 31, port
aide, upper portion
Pratte Son 14 and 154
port aide, lover portion
Prato Zo. 20, veil or
left heel of sain L.G.
les
Fracesaing box, fratlea
Non 14 and 15, port fades
loser portion
Cockpit, left consols
Proses:ling box, :ranee
Nos 14 ond 15, port vide,
loser portion
Processing box, trases
Ocs 14 and 15, port side,
lower portion
Processing box, franca
Nos 14 and 151 Port aide,
lower portion
Prow:aging box, trases
Pon 14 and 15, Port aide,
laser portion
/cloy box, frateo sop 32
and 23, starboard side
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SUITING PUBL
VALTS ?MUSIC)
twitch
CRICI.LION2 PAM,
POH IR/M. 194120;
821ADOUROGRAPU
circuit brcakor
6111,1C3 PUNP
circuit breaker
Ccutictor
Control and protection
box Of ignition circuits,
Isaacs Nos 8 and 9, port
side, lover portion
Control and protection
box of ignition cyouits,
framer Nos 8 and 9, port
aide, lower portion
Control and protection
box of ignition circulto,
frames Nos 8 se 9, port
side, louer portion
Control and protection
box of ignition circuit,
frames Nos 8 and 9, port
side, lover portion
Power distribution unit
buobar, frames Kos 12
End 13, part side
Engine rating ec.ntrol
frames Nos 1)A ani 14,
starboard nide, loser por-
tion
Engine rating control tes,
frames
lbs llA and 14,
starboard side, loser par-.
tion
Engine rating control IMIt
frames Nos 13A snd 14,
starboard side, lower por-
tion
Engine rating contra 'bolt
frames Nes 134 sad 14, star-
board side, laver portion
Relay box, frames
Jos 14 and 15, Port -61-6?
',suer portion
Coskpit, rear right-bati
electric board
Cockpit, right-band
borlSoatel else trio board
Ptier distribution unit,
Sic* Nos 11 End 22, 7C1
olde:
/V4=6 103 45A and 26,
port aid, lower portico
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six= maul OFF
Indicating Ian aa
light panel T-10Y2
Relay
Nitwit los 404 29:
,ffl sUsi iota mita
tolovit, zight.hatd ler-
timi of isstrumeat panel
COckyitl relay bez$
frames Nos 6 and 71 star-
bond aids
Cockpit ight-hand rest
electric board
The engine starting system is supplied with current of 24 -48 Vfrm too
storage batteriea 1500-45.
Shea generator FOP-CT-12000M is supplied with the voltage of 24 If (ctorage
batteries art connected in parallel) the engine turbine cannel gain the min
conditions.
To ensure reliable starting of the engine, 7.1 sec. after releaeing the start-
les button the storago batteries are automatically switched in eerie: and the
starter-generator as well as other etarting accessories (starting fuel !station
coil unit, starting fuel valve electromagnet, electromagnet of control valve of
sir by-pass hydraulic valves) begin to get current of increased voltage.
POW Supply of the starter-generator with higher voltage inereasee torque
momeot in the starter-generator abaft; the engine starts to gain speed
progressively.
The starting acceasories are owitehed to the series - connected storage bat-
teries because during starting the storage batteries voltage considerably desacs
(approximately 3 times).
Decreased eupply voltage (from one atorage buttery) deetroye the ignition toile
(sluggish operation of the breaker, electric arcing and caking of the breaker coa-
ted/0 end leads to improper operation of electromagnets of the following valvee:
the starting fuel valve, additional fuel nupply valve, hydraulic air by-psee
Control alee and fuel damp valve as a result of which the starting process becemes
longer or the engine will rot atart at all.
Vith the increase of speed the aterter-g enerator begins to cossume less peter
146 the voltage of stripe oonneoted storage batteries rises to normal. Relse PH
installed in the stargng relay box protects the starting pooessories from the
excess voltage (h1er than 29.5 Sr). nen the voltage emeeeds 29.5 7 the relay
seitehes the start g accessories to one storage battery supply.
!SW 201s1 11 operates at 2411 V, but to sake the relay operate at
29.5 V resietor D1 is connected into its coil
eosins starting electric cysts= with a eurrent of 24 - 48 7
Supply of the
QMOCS:
(t) etgine at leg from the aircraft storsge batteries
(b) engine start ns trcm ground paver supply COU:Ce;
(0) engine atart g in the air;
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?
Pur.ctiox_:lz.:L2Laeatas
Starting of engine from air0Iaa_alalaltEE12.2 (autonomous starting) in
carried out by the oterter-generaior that Is supplied gram the storage batteries
(ref. No. 103).
In
linin112.t:onal
order to start the engine, it is nocconary to turn an the csitch
(ref. No. 143) and circuit breakers (ref. boa 171, nten,a:d1
engine control lever is sot to the IDLING position.
"oxygen Supply (ref. Ho. 122), engine processing (ref. nn. 2231), da=p valve (ref.
pcsi-
DO. 20)1), eta ung fuel valve (ref. No. 722) arc to be vet in the operating
ticn. The IN-PLIGHT REETARTING circuit breaker (ref. No. 1E) should be tune! or:.
? When switch (ref. No. 143) is en,the contactors (ref. Nos 193 end 263)
operate thus connecting the storage batteriea (in parallel) to the aircraft rains.
When the circuit breaker (ref. Pb. 511) is owitched on, the contactor (ref.
Vo. 60 operates cutting in the service fuel tank pump electric motor (ref. io.)
through the filter (ref. No. 7N).
When the circuit breaker (ref. no. 19)1) is ewitcheda::::::11::::ve5:401tr:gfe,
is supplied to the winding of the relay (ref. Nu. 67)1)
No. 711) and 2-1 of the relay (ref. No. 661l).
The relay (ref. No. 67)1) operates and its ccatacts 2-1 disconnect the supply
circuit of hydroelectric valve terminal 3 (ref. No. 6)1) fro3 the power distrihu-
tion unit busbar through fuse (ref. No. 6211) ohne contacts 5-6 clone the supply
circuit of hydroelectric valve terminal 2 (ref. no. 61) frez the circuit trenkcr
(ref. No. 19)1).
The engine nozzle nape take the augmented viting position.
With the circuit breaker (ref. to. 1:0 Twitched on the power Is fed to tht
engine control instruments: fuel remainder indicators, focl tank hr score indira-
-torsi and hydraulic system pressure indicator.
Directly frcm storage battery No. 1 (ref. No. 103) the pow,:.r is fed thr0L8t
fuse (ref. Wo. 301), contacts 2-1 of the contactor (ref. No. '1)1) on terci-
nolo 35, 38, 24 and 18 of the starting relay box connector (ref. No. lin /0 the
follswing unite respectively:
(a) to contacts 3 of relaye P14 and 3;
(b) to contact 2 of relay P10;
(c) to contact 3 of relay P81
(d) to contact 9 of relay P6 through contacto 1-2 of rolcy P4;
(e) to contecte 5 of relay P4.
When circuit breaker (ref. No. 17)1) is snitched on,the aura porer supply is
applied to contact 3 of relay a In the starting relay box (ref. No. 4)1) through
terminal 8 of the box connootor and contact? 4-5, 2-1 of relny (V. end through Os
f118# (ref. Nd. 10)1) the neins por'r supply is fed to:
(a) contacts 3 of relays P6 and P7 and contact 6 of rein P5,reopectivfill
through terminals 37 and 29 of the starting relay box connector (ref. No. 4)1)I
(h),micreawitchee 1 and 2, contacts 2 and 5 of reloy A3, contact 7 of rein 14
thrOugh terminal 10 of the connector of the timer (ref. no. 2)1) uz "11 "5 to t"
starting button (ref. No. 151) through contacts 0-11 of mica-cowl toh 2 and ter-
minal 7 of the comeector of the ticer (ref. No. nA).
When, the starting button (ref. No. 15)1) is deprPnrud for 2-e si!c. Aftcrill'?
tzg the starting button the follewiog devices are Twitched on:
(s) in fuel ignition coil on the engine (rpt. Nu. 1)1)i
olr
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(4) TOFITJON ON indicating lamp on light panel st-loy2 (ref. ge. egg);
(0) eleetronotor of the tiger (ref. No.
(4) afterburner fuel ignition coil (ref. No.
The above units are energited in the following way: the poser from the aircraft
seine is fed to relay Al (ref. No. 31.) through the atrault breaker (ref. Ho. 174
fuse (ref. No. UAL normally-closed contacts of eon 2 (ref. No. 3.01 the Con-
tacts of push-button (ref. No. 151) And through oontaets 2-1 of relay r (ref.
lo. Teley Ai operates and contacts 9-8 connect relay 14 and relay P2 of he ever-
voltage circuit breaker (ref. No. 313) through contacts 4-5 of relay A2 sad zee--
mute 5-6 connect relay A3.
Contacts 1-2 of relay p2 of the circuit breaker (ref. o. 313) exclude ope-
ration of relay P1 (type P3A4) deelened for =enuring the overvoltnge value and
duration and ccntacts 4-5 ?'pen the circuit connecting the generatoe to the diffe-
rential reverse-current re:ay for the whole starting period. Thie prevente false
operation of the circuit treaker in cases of high voltage while starting the engine
and protects the aircraft seine frov high voltage.
Contacts 3-2 of relay A4 energize electronotor A-2P (ref. No. 31) rhich
etarte to turn the shaped enee in accordance with the cyclogrne.
Raving operated relay A3 closes its contacts 2-3 and 5-6 and feeds the poser
to the limit switches of caza 3, 4, 5, 6 and 7.
Ac soon as the starting button ic depressed (ref. No. 15) tb,, poser Is fed
to the winding of relay 3 through switch (ref. No. 14A), contacts 4-5 of relay 3B
end contacts 4-5 of relay P5 (ref. no. 411). Belay 3 Operates and its contacts 3-2
nod 5-6 feed the power fron storage battery No. 1 (ref. No. 103) to Ignition
coils EA-114U through fuse (ref. No. 3011), no:really-closed contacts of the con-
tactor (ref. No. 2711), the fuses (ref. No. 2411 and 252) and through the conisetc
of the processing snitch (ref. No. 222). This results in aging of spark plugs
CR1-4-3 of the vain combustion chambers.
The power la fed to the SWITCH IGNITION OF? lamp (ref. U. WC), threaszt fuse
(ref. Ho. 2311), contacts 2-1 of relay KP (ref. No. 211) and through contacts 7-8
of relay (ref. No. 25C). The lazp np.
The power Is fed to afterburner fuel ignition coil RHA-11411 (ref. No. 9)
of the afterburner fuel through contacts 5-4 of relay P7 (ref. No. 42) r.nd through
contacts 3-2 of relay p9 (relay p9 operates simultaneously frith relay 3). Thus
the aging of afterburner spark plug C3-21115 begins.
At the Dame time the uinding of re/ay 1014 (ref. RO. 4.2) starts to receive
current through contacts 4-5 of relay 3B. Belay P14 operates and ccatacts 11-12
prepare the connecting circuit a contactor 1014 (rot. No. 271) criltChIng the
power supply of the starting accentiories frOn 24 to 48 ;and contacts 9-8 prepare
the connecting circuit of relay p8 (ref. No. 411) controlling the fuel d5mp valve;
contacts 9-8 also prepare the connecting circuit of relays F and 115'
Contacts 11-12 of relay p14 disconnect the winding of contactor KI14 (ref.
No. 2711) after licit switch CT of control unit EY'- 4E too Operated (at!t2t ef:
se-
high-pressure rotor speed or upon completion of the timer cycle at the 4
In 1.4 seconds the oicrcq.witch of can 1 operates.
Belay Al that Ills been operated by the ttarting button nos in kept through
its contacts 9.41.
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ier!
feJn!:,
I.
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Prom this time on the starting button =al be released since the timer
(ref. No.85 ) aill go on to follow up its cycle.
In 1.6 eeconde the microswitches of cans 6 and 7 operate.
illoroseitch 6 feeds the power to the winding of relays Poi Pil and P16 (ref.
Uo. 41) thrdtrgh oontacte 5-4 of relay P3 and contacts 9-86.:ff.r;0. on
relay =11hc
y6pi,
operates and feeds the poser to the winding of relay ZP.4.
lte contacts 3-2.
Navies operated relay EPi closes its contacts 2-3 and energizes the electro-
magnet of fuel damp valve $U4 from the regulated voltage of etornge battery ro. 1.
Contacts 9-8 of relay 14 in
the circuit of relay P8 prevent deep valve 3114
P
from switching while cranking the engine.
P
16 (ref. No. 41) n
operates and opens the connecting circuit of voltage
operates sso :t, contact:7 4-5 open the supply circuit
Relay
1411 PR.
o. 41)
Refay Pil (ref. r
of the winding of relay P5 (ref. Ho. 4).
During the tine period frcm 1.6 sec. up to 16.6 occ. of the engine etarting
the winding of relay P5 that is cut in fro n the mieroswitch ofwilclac
CT of
spen-
unit BY4B is dcenergized by open ccntacte 4-5 of relay P
-11
taneous cessation of the starting cycle of the tiner when the microcuitch of
cam C? operates aocidentally at the 7.1 rec. of otarting when the starting fuel
is fed into the combustion chamber and contacters KAI and KA2 (ref. Neu 273
and 283) are switched to the voltage of 48 V.
Tho microswitch of cam 7 energize: the winding of relay P4 which operates and
its contacts 5-6 switch on valve :31.18 controlling the air by-pars hydraulic velvet
while contacts 1-2 open the supply circuit of the electrcmagnet of ea.,.o. 302 of
the additional fuel supply up to 25.6 oec. or starting.
Votes: (s) imlel damp electron4netic valve 384 serves for abrupt reduction
of fuel supply to the main conbestion chambers during firet
16.6 seconds of starting. After operation the valve nets the nini-
cum fuel oupply which results in small or even zero coneunptien
of the main fuel in the engine thus improving the eterting ccedi-
tions of the engine.
(b) Rlectromagnetle valve 3U8 controlling the air by-peen hydraulic
valveo is used only for starting the engine en the ground and
ensures its reliable starting by widening the range of stable ope-
ration of the compressor, which allows to increase the supply of
the nein fuel to the combuotion chamber. It nerves for feeding the
main fuel during starting to the hydraulic valves which are opened
antler the pressure of the fuel and release ocme sir from the cavity
behind the compressor thus making the starting more easy. The valet
Is switched an at 1.6 sec. of starting and is switched off by the
Mierossiteh of the additional fuel supply can (at 48% of high-
pressure rotor speed).
10.0 c000nde the nicrcewitch of can 2 operates and opens the supply circuit
of the starting button (ref. No. 155) and also cuts in relay 8 (rat. go. 45)
asd contactor1 (ref. No. 380. Since this =sent the engine starting begins.
Contocto 2-2 of relay H disconnect the shunting minding of the starter-generate:
(rat. No. 13) Iron the voltage regulator (ref. No. 33) and contacts 3-2 connect
it to the airoraft gains through contacts 1-2, 5-4 of relay CZ and through circuit
breaker (ref. No. 171).
Contacts 5-6 of relay 5 (ref. So. 41) prepare the switching of relay P10.
Contactor 82 (ref. No. B83) feeds the power from the aircraft mains to ter-
minal C? of starter-semorator (ref. No. 13) through starting zwintor
2? 0.05 eha (roe. No. 53) which limits the merrept at the Invent when the
a
starter 12 Reitehted on thue ensuring elimination of gear backlash.
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In 4;qonds the micronwitch of can ) operates and nuts la taataotor
(ref. No. WO and relay OP (ref. No. 513).
contactor (ref. Vo. 373) shunts the starting resistor (ref. No. 53).
The starter-generator ie twitched to full voltage .of the aircraft mains and
intensive engine spinnimg takes place.
Parallel-connected contacts 4-5 and 7-0 of relay OP (ref. So. 513) remove
the goltage from the working winding of the voltage regulator (ref. No. 33) end
lts =toots 3-2 prepare the connecting circuit of contactor En3 (ref. No. 303)
In 0-6 for twitching over the ground Supply source in series so so to obtain
48 v (necessary for starting the engine from the ground power source).
In 7.1 seconds the microswitch of cc a 5 operates and feeds the power to the
'lading of relay Pio through cranking aitch (ref. Bo. 141) end through con-
tacts 5-6 of relay U (ref. No. 4j).
Relay P10 operates and its contacts 5-6 cut in contaeeczn1 and2 (ref.
NO3 273 and 283) while contacts 2-3 connect starting fuel valve M. Starling
fuel flows to the flame igniters. That is the end of the first aging of plugs which
is followed by ignition of the starting fuel.
Contactors Rfli and i(n2 (ref. Nos 273 and 283) switch over storage batte-
ries Vos 1 and 2 (ref. Vo. 103) in series.
After the storage batteries are stitched in cerles,the total voltage of both
batteries (40 V) ie fed to the starter-generator and the generator goca en to in-
tensively spin the engine turbine.
At the nano time the peter is fed through contoctb 1-2 cf relay 1'3 (ref.
lio. 4A) to the winding of relay P7.
Jitter operation relay P7 opens contacts 5-4 breaking the connecting circuit
of the afterburner ignition coil. And that in the end of the afterburner spark plug
aging. Contacts 3-2 of relay P7 feed the pcuer to the ITIndiag of relay pc, throush
the norcally-olosed contacts of the additional fuel supply unit cultch of
unit EY-4E.
Relay P6 operaten and in &elf-reset through contacts 3-2, its contacts 9-6
prepare connection of additional fuel eleercnagnetic valve 3U2 thile contacts 5-6
by-pass contacts 5-6 of relay P4 thus feeding the power to electrcmsgmetic valve 313
controlling the air by-pass hydraulic valves irrespective of relay FA (ref. Ns. 41).
At the eLme time contacts 3-2 or relay P7 cut in contactor K114 (ref. No. 27A)
through contacts 2-1 of relay P12, contacts 2-1 of relay 215, previously cloned
contsete 11-12 of relay P14 and through contacts 2-1 of relay (ref. Re. 261).
Upon connection contactor i014(ref. No. 271) snitches the supply circuit of the
starting accessories (Ignition colic, fuel damp electrosagnetic valve 21,14, start-
ing fuel electromagnetic valve 3115, additicnnl fuel supply electromagnetic
valve 3U2, electrir,agnetic valve controlling air by-pass hydraulic valves n8)
to the higher voltage source Won 24 V to 48 V) through fuse (ref. No. 291) and
resistor (ref. No. 280. Thin is necessary to maintain the voltage In the starting
accessories, since the voltage in the aircraft coins abruptly drops atm the starter-
generator in stitched iron 24 to 40 V. Thr series resistor (ref. O. 2E1) Prevents
the voltage across the starting accessorise fro2 rising above the torael value.
in 12.6 seconds the nicrostitch of can 4 operates and feeds the pc7er to the
winding of relay OJ (ref. Vo. 411.). Bele' (;;; Operce and is kept In the
Operating position by the positive voltage cf the tine: (ref. No. 31) through its
contacts 6-5 and 2-3.
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Opening its contacts 4-5 and 2-1 relay On connects
to the circuit of the aterter generator shunt windi11g.
excitation field is ucakened and thersforv
additional rcristor
In this cane the 0ton-ter-generator
Ito apee4 in increased.
In 16.6 secals the nIcroceitch of
deenergites relay Pi) vhone contacts 3-2
eleetronognetle valve 3U4. At the cane
ed.
Contacts 4-5 of relay Pil prepare the supply circuit of the uintling of
relay P5 (ref. no. 41).
Relay Pi6 apses contacts 1-2 and connects the alnding of voltage relay PH
to the aupply circuit of the ignition coils through reoistor P. Rentor RI Is
nelected 60 as to take voltage relay PH operate at 28 to 29 V in the eupply
circuit. Relay PH ic connected to the circuit of the etaricr-gcnenttor shunt
owing 0.5 are. after the ccnuection of the !series reoittor co ne to give encuge
tins for accomplishins ell the trannients (current and voltage chnnzes In the
starting circuit) ohicb are CROICa by the connection of the oeries ieeitter to the
circuit of the shunt winding.
As the engine vine the apeed,the starter-genernter ecnenceo leve current an
the voltane acrows terminal CT and the oterting accessorien in ipereaccd. Au VC.CD
an the voltane rieen up to the operating value of voltage relay TH (20 to 29 V),
contacts 2-3 of thin relay close the supply circuit of the winding of rtlny P12.
Relay P12 operates and beccnea interlocked through its contante 2-3 uhilc con-
tacts 2-1 open the supply circuit of the winding of contactor F.11-501". (ref.
No. 271). The contactor becomes dieconnected and its contacte 2-1 cut in the seeple
circuit of the starting neceescries to the lencr voltage (Iron 48 V to 24 V).
In 25.3 seconds the picroseitch of can 4 returns to the initial pleition end
closet' the supply circuit of the winding of relay P15 in K1P-I5A (ref. !o. 4).
Contacts 2-1 of relay P15 open the supply circuit of the minding of contacter nnin
(ref. Oa. 270 and the contactor beccnes disconnected if it bus not been dcenergtv
ed before (in case of operation of relays PH and P12). When ecntnctor R14 (ent.
We. 27A) becomes deenergiced,ita contacts 2-1 Deitch over the supply circuit of Ca
starting accesscrien to the MAIMS voltage.
In 25.6 eeconds the microse1tch of cam 7 returns to the initial position eni
opens the supply circuit of"the sinning of relay p4. The relay beeonee disconnected
sal its contacts 5-6 open the aupply circuit of electremagnetic valve 50 control-
ling the 41r by-pess hydraulic valves, but valve 3118 mains cornected through
previously eloped contacts 5-6 of relay P6 and contacte 1-2 of relay P. acre the
supply circuit of additional fuel eupply eleetronagnetic valve 2112 ehile starting
the engine through previously closed contacts 9-8 of relay 116.
Ulla accelerating the engine up to 32i of the high-presnure rotor need;
ithit flitch CT of the control unit operates and clones the supply circuit cf
the eluding of relay P5' through 0Ontacte 4-5 of relay Ply Relay P5 operated
and tontnote 2-1 open the negative circuit of thp vindinn ef1 f the
re uy o L
User (ref. Vo. 51).
Slaty AI becomes disconnected and lta contents open the yupply circuit of
the winitogo of rolois P9, 13 soa =teeter Xi (rat. no. :353).A
Re 451 3
io Ito torn deenorgloos the 4upply eircuit of the windings of rclaye OP (rof.
50. 510P p P
$ loo 15o ON in the bet Of Sterting relUY3 (rd. No. 41) ozni
*contactors Env 1112 (W. Soo 273 Avg 283) an 12 (ref. go. 8.73).
can 6 returns to the initial ponitien end
open the supply circuit of fuel damp
tine relays Pll and Pits are also deenergi:-
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Salty P14 beacon deenergised and ita couteets 24-12!spett the impar t
of the winding 01 contactor 116 (ref. So. 291)4
Contacts 7-8 of relay OP (ref. So. 513) 020$8 temipply cinult 0 the'
troficlzg winding of the voltage regulator (ref. go. 20.
contactor X2 (rtt. Ne. 383) opens the supply circuit of Int starting winding
of tail staterwsenerator (ref. No. 13). Contacts 24 at relay i conneat the
shunting winding of the starter-generator (ref. So. 13) to the voltage regulator
(ref. go. vhilo tont:sate 5-6 open the supply circuit of the vinaing at
relay Pio. When relay ka totem disconneotedlitt contacts 2-3 open the Supply
circuit of starting fuel electromagnetic waive $05 thus cutting out the starting
fuel supply, ahile contacts 5-6 open the aupply circuit of the windings of con-
tactors sad KII.2 (ref. Hoe 273 and 283), thus switching the storage batteries
iron the terlea to the parallel connection (from 48 V to 24 V) and open the eepply
circuit of the winding of relay P6, but relay P6 till not be disconnected since it
Is locked through its own contacts 3-2 and additional fuel supply contacts of
control unit Elt-48; and therefore additional fuel supply eleetromapetle valve :412
and eleetromagnetic valve 3U8 controlling the air by-pas* hydraulic valven w111
remain connected through contents 9-8 and 5-6 of relay P6, respectively, till the
engine gains the speed equal to 4E% of that of hIgh-precsure rotor.
In 42 seconde the ecroseitch of can 3 returna to the initial pouition and
opens the supply circuit of the winding of contactor 1(2 (ref. No. a73). The con-
tactor becomes dinconncoted and introduces the starting resistor (Ra . 0.05 ohs) in
the starter line.
In 42.7 peconds the microswitch of cnn 2 returi to the initial pealtion and
again breaks the sepply circuits of the windings of costacter HI (ref. No. N15)
and relay h (ref. No. 14).
Thus the starting accessories beeoze dcenergized except additional fuel supply
electromagnetic valve 31.12, electromagnetic valve 5U8 controlling the air by-pcsa
hydraulic valves and the ignition cella which are fed through the contacts of
energized relayu 3, P5 and F6. Thus the plugs of the main conbustion chmber are
aged once more.
After that the atarting cycle lo ovo and the starter-generator start:: tu
Operate in the generating mode.
If the engine fails to gain the speed equal to 3ee of that of the high-pressure
rotor during the tine period up to 44 scc. then the sUrtcr-gcnerator and the etart-
lag eoceesorito are dieconnected in the following way.
In 43.4 seconds the microcwitch of can 5 returns to the Initial position.
In 44 secende the microeeitch of can 1 returns to the initial position and
opt= the cupply circuits of the winding* of relays A., i
A4I P9' P14 "4 3
and the above relays In their turn open the supply cimito windings Pll, P15,
ignition coils And motor A-2P of the ticer (ref. No. 2A).
And that is the end of the cycle of the timer (ref. go.81).
As soon as the engine gains the speed equal to 12% of that of the high-pressure
rotor, can CT in control unit r1-4F operates end the 'second aging of the spark
plugs Of the main combusticn chamber begins.
Shun the Idle rating In reached, the engine pine the speed equal to 48% of
that of the high-pressure rotor, additional fuel supply ca-n operates and dernergires
the winding of relay P6. Tho relay diacenneets additional fuel supply electrosagnette
Taivc 32 and Terre. 3U8 controlling the air b1-pare hydraulic valves end deeser-
glass relay P5. Belay P5 disconnects the ignition coils. Tac aging of plugs CR-4-3
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is over and the IGNITION indicating lcnp goes out. That le the end of the elertiag
cycle. All the acceosories return to the initial position and become prepared for
the next switching.
If the engine hoe not developed the speed equal to 48% of that of the high-
preesure rotor,valves 3112 and 3118 as well an the ignition coils rexain energized
sad they should be deenergised by ovitching off circuit breaker /12G-25 (ref.
No. 171).
The engine starting Iron the ground supply source applying the 24-48 V sytten
la acoonplished with the aid of box W1A-6 (ref. No. 303) included in the Oct of
the ground equipment.
When the power le fed iron the ground pcucr source to the socket (ref. No. 133),
the relays (ref. Up 113 and 261) operate. Contacts 4-5 and 7-8 of the relay (ref.
Po. 115) disconnect storage batteries Ho. 1 and no. 2 (ref. No. 103) uhile con-
tacts 8-9 cut in contactors K5 and K6 in box 1RA-6 (ref. No. 303) designed for
connecting tha ground vupply cources.
Contacte 1-2 of the relay (ref. no. 113) open the connecting circuit of the
differential reverea-ourront relay (ref. No. 20, 1.e. the circuit connecting the
gszerator to the aircraft wine. Contacts 1-2 of the relay (ref. No. 261) exclude
operation of contactor RN (ref. No. 271) designed for feeding the starting
acoessoriaa
and therefore the starting accessories such as ignition collo, electrc-
magnetic velvet) 3112, 31141 30 and 3118 on the engine are :red iren storage batte-
ry No. 1. that la not employed for starting the engine on the ground and uhich prac-
tinily has no voltage drop due to =all load, 1.
fed with D.C. voltage.
Relays 111 and P12 in box K11A-6 (ref. no.
the ground supply sources with vron, polarity.
Khan the starting button (rel. no. 151) is
e. the starting beconnOrles are
303) arc designed for connecting
dopresued the engine etarting la
provided in the came way as during autonomous ctarting. The only difference Is that
in 7.1 neocodo after the engine starting the nicrosaitch of can 5 operatee and then
contactora P% and (ref. Hos 273 and 2a3) operate as well end only after
their operation contactors En3 and MI5 in ground oupply box Kni-6 (re. No. PM
become connected through the contacts of relay OP (ref. no. 513). The ground
supply sources beecne connected in aeries forning a source of voltage of 48 P.
This voltage in applied only to the starter while the whole aircraft melee eel
control circuito are fed with the voltage of 24 V.
In 44 seconds the starting system returns to the initial poultice.
In-flight restarting of the enilee in performed by cutting in the circuit
breaker 130-10 (ref. No. 1611) at autorotation r.p.m. with additi,cnal oxygen ouPPI7
of the flame Igniters and without awitching the eta:ter-generator in the starting
sode.
With circuit breaker 134-10 (ref. No. WA) turned an relay 311 In the starl-
ing relay box (ref. Ho. 4A) operates and ita contacts 3-2 fend the power to the
additional oxygen supply clectropaeunatic valve (ref. No. 111). Contacts 6-5 01
relay 83 fend the power to the winding of relay 3 (ref. No. 4A) through contacts
4-5 of relay P5 and contacts 9-8 of relay P5 feed the power to the winding of
relay Pro (ref. NO. 4X).
2ela7 3 operates sad its contacts 3-2 and 5-6 feed the reser to ignition
coils C11H-4-8 at the main combustion chamber and to the IGNITION CN Indleatied
limp on the light panel (ref. No. 100).
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gotasetS 2-1 Of relay floteut Sltoreeerts Starttal*U44410041%itt01010
Ig1ve
altil.m.tm. the highilressars rotor tat olgoisktillif the otortervawarster
?tomtit fuel supply, switching ou the ignition vat= Ana 'pith elcotosseggetie
flies SE controlling the SU by-pun hydraulic valves hobs an frau 1,,,d goo. to
25.6 leo.
tO crank the engine, first look the =glue mud loyal at the etraalag
switch Orel. No- WO in the COLD CROWNS OP 28010 'position ega thee gogroom
theatarting 'button (re. go. 151) for 2-3 sto.
As glom as the starting button in depreased,the starting cycle is performed by
the tiger (ref. No. Si) in the ease way as during autonosoua starting, i.e. tbe
starter-generator le started for no2ga1 operation to spit the high-pressure ester.
it this tise relay: 3,r r10, is 1)166 (ref. We. 41) and cent:eters 1111 and
Ka2 (ref. on 273 and 283) are not cut in, i.e. the poser in not fed to the
ties coils, starting fuel sleetrosagnetie valve 30, fuel danp valve 3, adel-
tlonal fuel aupply valve 3M2 and the supply scurcee are zot switched from 24 V
to&ST.
The engine cranking may be performed both from the ground cupply eourcee ene
freel the airborne storage batteries.
When it is necessary to crank the engine at lever speed the ctarting cycle lo
Interrupted by turning on circuit breaker A3C-25 (ref. No. 171). Prior to the
next starting or engine cranking when circuit breaker 113C-25 (ref. No. 171) is
turned on, the cycle is completed by the timer rotor (ref. No. 31) and the tine:
return? to the Initial position without making the contactors and relaye cpernte.
This Is achieved by mewls of tiocr relays Ai and A. At the tine when the cycle to
completed by the tinier the starting button circuit in deenergieed by the contacts
of the alcroseitch of can 2 and in the generating cede of the starter-generator by
contacts 1-2 of relay r (ref. No. 41). Relays Al and A3 cannot be cut im.
The engine la.cranked applying the 24 V cystem without eeitching the ;ever
ecurcee and the line from 24 V to 48 V.
The circuit feeding the signal for cwitching ever the eupply scureee cue the
line energizing the starting accescoriee feom the microzwitch of can 5 of the
timer (ref. No. 3/) is broken by the cranking emetch (ref. NO. 141).
bant_LERRIEgiu. In the processing duty set the correrpending ewitches of
the engine (ref. No. 221), the fuel damp valve (ref. No. 2011) and the etartine
fuel valve (ref. No. 721) in the PROCESSING poeition.
With the switches in this poeition the Ignition colic ere ceitched off and
all the electmagnetic valves of the engine except fuel denp valve U14 zed etert-
lug fuel valve 315 ere prepared for proceeeing.
Altitude correction valve 3U-11 (ref. Vo. 851) ehould be diecennectel for
the whole period of engine proceesieg by netting the twitch (ref. No. 831) in
the OPERATING position.
The electric circuit in the processing duty functions in the nay simile!, to
that of the autonomous starting.
is Soon ne the starting button (ref. No. 151) ie depreezed,the timer, addi-
tional fuel supply electromagnetic valve 5112, tlectromagectic valee 36 of
let carburetter, relay P3 (ref. No. 41) and relay 15, of afterburner centro) bee
(ref. No. 21) become connected through the inertia fuses (ref. NOB 231, 24/, 251),
the engine procceeing switch (ref. Wo. 221) and through contacts 7-8 of relay P6.
SECRET
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Raloy P3 operates and its contacts 1-2 and 4-5 open the oupply circuits of the
respective windings of relayc P7 and P6 up to the end of the tiner cycle, thus pre-
venting relay P6 from being connected by ccntact2 3-2 of rely P7 and preventing
fuel damp electromagnetic valve 3U4 frcm being energized.
Cent:Iota 3-2 and 9-8 of relay 19 operate and energize electromagnetic
valves 3117 of 2nd carburettor and relay t4 (ref. ho. 711) vbiob energizes electr
magnetic valve 31i1 of the afterburner pump for the timer cycle.
In 1.6 seconds after the starting button is depressed and up to 25.6 sec.
electromagnetic valve 38 controlling the air by-pans hydraulic valves is on.
Forty four oeconda after the beginning of the engine starting the tlocr fi-
nishes its cycle and all the prooessing accesnorice become dicconntet(A.
Atter the engine is processed in compliance with the above cycle, process fuel
damp valve 3. To do this, close the switch (ref. No. 20A). i.e. set it to the
PROCESSING position and depreso the STARTING button (ref. No. 151D.
Note: Starting fuel electromagnetic valve 20 is not subjected to processing
Since the procesaing liquid interferes with the normal operation of the
starting unit of the engine (when the engine is subsequently deprecessed
or started).
3. ELME UAIILTU AND AUGVENTED RATIN CONTROL 5137Fil
The system in designed for switching the engine to the maxinum and augmented
ratings so as to increase the engine thrust.
This operation of the system is performed the electric devices listed in
the Table below.
Electromagnet of
valve of pump
12-2212
Limit switch of
hydraulic decelerator
of pump BP-210
Control unit
engine rating
control panel
Electromagnet
controlling additional
release of air
preesure Pi
Limit ceitch of
pump BP4242
?
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liasstrVeSpetS Qt
carburettor valvso I
sald II
Pbeastat tronsmittor
Rheostat
Afterburner control
box
Hydroolootrio valve
for controlling jot
nozzle flaps
Feedback trancaitter
Afterburner ignition
coil
Switch
*
Starboard lower portion
of fuselage, frames
Nos 15 and 16
Fuselage, lower portion,
port olds, between frames
Poo 13A and 14
Tail portion of fuselage,
between frnmes Nos 32
and 33, uppor starboard
portion
Engine
Engine
Relay box, between
franca Cos 14 and 151
fuselage, port side
Belay box, betusea
frames Nov 14 tnd 151
fuselage, port side
NOZZLE EMERGENCY
CORTROL'owitch
AUGHENTED MAX1011
circuit breaker
Inertia fuse
console
Electric board, loft-
band colo
Poser distribution unit,
port aids, frames Hos 12
and 13
'Relay box, frames Eca
and 14, starboard aide,
lower portion
Relay box, frames Ocs
and 14, starboard aide,
lower portico
Belay box, franca Boa
and 14, atarboard side,
lOser portion
Belay boxf.trante Cos
and 14, starboard aide,
lower portion
Belay box, fraass rOB
and 14, starboard side,
lowsr portion
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25 82X Relay T5
26 831 8witoh
27 841 Treasure indicator
28 65X glectramegnetic
valve
29 ICC AITEEBURNINO indicat-
ing loop
TKE21URT I Proosocing box,
frames lic? 14 and 15, port
side, lover portion
ET-15K I cessing box, frellee
No? 14 and 15, port aide,
lcaer pOrtion
CA1A-0.35 1 Well for left shtel of
main landing goer
21-11 I Engine
Green 1 light panel 7.10.121
instrument panel, on the
right-hand cido
Rotel Relays Zi 6Y0, 009 Yl j WI HI CI 'el "e", ,K9 nil al, P01, 28.
atd slotted conttels B, A, A, r, E and H afg bellied IR ofttirLur;er
Control box Ell-13A, Series III.
Vazinun Ratiu
The engine maxinum rating is cut in by setting the engine control lever (pm
to the VIIII1U11 stop. Howe,the rating will be cut in only after operation of
the high-thrust rating interlocking elements according to the revolutions of the
hydraulic decelerator terminal switob (No.) end the afterburner interlocking (RO),
a:Mace 1.c. after resohina the prescribed engine speed corresponding to
its stable running conditions when cutting in the high-thrust ratings. The cans or
=Mabee E40...1 In control unit BY-4B are respectively adjusted to 60 and 650 of
the high Free:etre rotor revolutiona and the hydraulic decelerator -twitch of fuel
control pump HP-21 0 to 98% of the low-preseurc rotor revolutions.
When the engine control lever (PY1) Is shifted forward through 68% ege/tet
the limb on control panel Un7-10, switoh UK of the panel operates and prepares
the circuit of relay Z connecting the relay to afterburner control box RA'-1&I.
. As soon es the engine gains the r.p.n. correeponding to the dosed positions
of the hydrcullo decelerator terminal switch and twitch E.10-1 in control
unit Ei4E; the current to supplied to relay Z. The relay operate? and interlocks
the hydraulic decelerator terminal snitch and switch B10-1.
Rem the engine operates from the moment of starting up to the :moment ebv,
the interlock of MO Is mu (65% of high-pressure rotor speed),the jot Ozzie
flaps art in the MIMI= posttion and after the interloch is cut in, they
ascums the NAM= position.
After the maximum rating to cut out, the engine control lever in released fral
the MAXIMUM stop. In this case, limit Deitch BR is opened on control pod pya.11
(in the patios below de against the limb cu the panel),uud relay zbecomes dil-
eteemeetei thews unlocking the hydraulic decelerator terminal aeleoh and eviteh
to the amasat mhos the Antenna of !mach E4C...2 to cut tut (60t of the bigb-
pressure roterspeed),the jet nasals flaps are kept in the MAXIgUn position ssA
ator the Interlock is eta cat the flip mune the AITEMBURRIN position.
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buy s sm the afterburner control boa is oupplisi boa the
*woo the AMMO MAXIMUM circuit breaker (ret. So. 191), switch Ele64 la
central it sr-ks, the hydraulic decelerator terminal switch and through
mita PK cm control panel IWPD-16. the salsa operate and its contacts 2-3
interim* the hydraulic decelerator switch Ind switches 20.
ge gpaa se Switch EN01 (at 65% of the high-preesure rotor speed) is turned
en, relay Ti (rot, (o. 661) booms connected. The relay operates and its cal-
tectS 5-6 lOok the relay through the previously clewed contacts (at 605 at the
Ugh-pressure rotor speed) of switch B10-2,
Lt the sane time contacts 2-1 of relay (ref. No. 661) income open.
!Nisi 12 (ref. NO. 6711) is decnergised and its contacts 2-1 become closed while
contacts 6-5 open thus feeding the power to winding 11 (terminal 3) of the hydro-
electric valve (ref. No. 61) 0Ontrolling the let untie flaps. The power supply
lo removed from winding 0 (terminal 2) and the flaps nos= the maximum potion.
than the maximum rating is switched off and the engine control lever is
retracted,limit switch RH becomes open deenergizing the winding of relay 2 and
unlocking the hydraulic decelerator switch and switch E00-1.
However, the winding of relay T1 (ref. No. 661) IS atill eatrgired through
ite cantacto 5-6 from switch Tol0-2. Thereforcirelay TI (ref. No. 6611) remains on
while relay T2 (ref. Bo. 671) is dieconnected up to the cement when switch RO-2
In turned off (less than 60% of the high-pressure rotor spead).Winding of the
hydroelectric valve (ref. No. 611) controlling the jet nozzle flaps becomes
energised and the flap? assume the liAXIMIN position.
After switch D10-2 in dinoconected,the winding of relay Ti (ref. No. 6611)
becomes deenergized and its contacts 2-1 cut in the winding of relay T2 (ref.
No. 671) through the following circuit: AUMNTa ISA/1014 circuit breaker (ref.
No. 1911), contacts 5-4 of relay t4 (ref. No. 7111), contacts 2-1 of relay Ti
(ref. No. 661) and the winding of relay T2 (ref. No. 67T).
Belay
?2 (ref. No. 6711) operates and its contacts 2-1 take the power from
terminal 3 of winding S of the hydroelectric valve (ref. No. 611) through fuse
(ref. No. 6211) and contacts 5-4 of relay 4', in the afterburner control box (ref.
No. 21) while its contacts 6-5 feed the pcmer to terminal 2 of winding 0 of the
valve as a result of which the flaps assume the AFTERBURNING position.
Augmented Rating
The augmented rating is cut in by petting the engine control lever CF/I)
the minim AFTERBUBNIOG or FULL AYTERBURNING atop an well an to a positica between
these stops.
In this cane switch RC (interlocking the afterb
position) cperatea at the 73? against the linb on panel
rainy .1 installed in the afterburner control box.
Relay cuts in relays H and
ths afterburner fuel. 02 in the cane box,
?1
As peon an relay H has operated,the electromagnetic valves :futtlILTray 04
igniter carhurettorc and the afterburner fuel ignition coil are
spratee and connects electromagnetic valve 3U1 of the sftorburner fuel regulating
Fun which allows the working fuel to enter the fuel manifolds of the afterburner
chamber And makes the AffERBURNING indlcatIns lamp light up.
to
arner operation by
the flop
HYPT-1 cutting in
and relay f4 controlling
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Thus,the flame igniter of the afterburner chamber is started.
After the working pressure of the fuel in the combustion chamber manifolds Is
obtainedtthe limit zeitch of the afterburner pump deencrgizes the mindifc of
relay 13 thus cutting out both electromagnetic valves of the carburettor and the
AFTWAn11012 FURL ignition coll.
Relay 1,2 operates and deenergizee winding V (terminal 3) of hydroelectric
valve Fie16411 and energizes relay "0 which in its turn connects the electro-
hydraulic fellow-up systen controlling the jet nozzle flaps. In. this ?case, If th,
engine control lever lb net to the WIN= AFTERBURNING atop, the follol-up eyekem
energizes winding 0 (terminal 2) of hydroelectric valve FA-164M vetting the Jet
angle nape in the VINIVUli AFTERBUBNING position.
The electrohydraulic systen controlling the jet nozzle flepo ir nernneLe a:
a D.C. bridge the motor of which includeu the winding of high-seneitev: polarized
relay PO.
The bridge arms are resietore 110 and 11 of rheostat P6-1 and the resistance
of mismateh trananittera 0P-31 and feedback trancnitter 10C-1A.
When the engine control lever in shiftedOta movement in imparted to the
slider of traeemitter AFe3A rigidly coupled with the HYM-1t unit chaft,ehich
remelts in bridge unbalancing and appearance of a current in the eindire of
relay PUO of either direction.
Depending on the direction of the current in the winding,relay PE cloe,e, its
right or left pair of contacts connecting relay c'eir or "6",rcepeetiee2y,in eeeeel
transmission box K11C-1.
As a mat, either winding V or 0 of hydroelectric valve FA-164U ic cut in,
thug allowing the hydraulic fluid to enter the recpective cavity of the actuating
cylinders and the jet nozzle nape either close or open.
AD the rod of the hydraulic cylinder is shifted,it pulls the slider of trans-
oitter 100-1i which in its turn reduces unbalance of the bridge circuit and thc-
current in the bridge diagonal, i.e. in the winding of relay FRC. ehen the un-
balance cf the circuit in eliminated by ehifting the ender of rhecetnt 10C-1A end
redueleg the current in the winding of relny He down to the value belou the level
of tho sensitivity current, the eentacta of the relay reeurn to the neutrel posi-
tion and both eimdings of electrohydraulic valve FA-16411 become decnergized.
The hydraulic nyetes in cloned and the Jet nozzle flaps rezeie in the fimed
position till the engine control lever (PYA) in shifted aaele. Thus, the jet nozzle
flaps follow the poeition of the engine control lever within the perforeance rage
ef the engine control lever from the min/nue to maximum eugmentetion (from 700 to
1080 ngainst the linb of panel 1InT-11).
Dis full augsentatiem of the engine in achieved by netting the engine centrcl
lever to the FULL AFTEIBUR1700 step.
Wa thin cue, the lever on panel HYPT-W in net to the 1W-112? pcultion,
amitch 0 operates and energises electromagnetic valve 3N3 :Of additional decrease
of pressure
P. As soon as the valve be:looses energized it stops to decrease sir
pressers liin the pipe line delivering pressure P2 to the afterburner regulator.
AA a reault, the output of the afterburner pump in increased.
tip itaiMaiee li is the earreeted air pressure behind the coapresear in,tbe
We ldne Vats the static' pressure P, to the afterburner regul4"
VW Otlii: 4 !hen the a AnS'aparutee within the range ercs
OS Aft to fellingtastatien he'dilletred stole sir pressure P2
aii
Se ita '04 ap to *It' greatagre sea IS applied to the aftertOroor-
!!!VM04q11040 OParstes ace r4ing to the Pline4010 of aalatasin
94/114111123 cum* ? ft, air is released throughisitaring spoilt
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01000041#* 00; 44V01304P4 TRW 0110111106 400 Ttail,Ong04*v
turners dither today* or 400446 ithill'dhe 0OOatant matia de
teetered.
inectrolifetie Salto lP amasses amg sups Welding t air
(pressur0 the401 n the Valve jett nb i reati pro140 delivered
to the rot sting pu4 and stops additiensl $ael htteding streettalt of
which the output of the regulating pugp ut it Am
tiOn. The air bleeding (prstogre 14) tbroobastaings290414, 4 As
Genet-ant for the given ndiimitotnt of the beadle at all atignented tallest
and ser or tes T obtaining he oateaSary 'Imm ee ature of the g befete
the turbine in the PULL 'ITSRBURRUG rating.
At the partial augmentation ratinga the temperature Were the tuTbine
is adjuated by the Set of electromagnetic valve at &Wilts:al decrease
of presture P.
10 &witch on the augmented rwting deprees the latch on the engine con:141 lever
sad set it to the IIINIMUM AfTERBURNIRG stpp. In this cape, switch EN is secs-
pected, relay 01 is deenergized, the bridge is unbalanced, relay PIT =rem'
relay Ca' and the latter energizes relay T. Relay T energizes winding it et the
Itydrocleotric valve setting the jet nozzle flaps in the UalialU position.
When the accented rating in cut out abruptly by placing the engine control
lever bele s the RUM stop,a rioc in the low-pressure rotor speed takes pine.
To avoid such a rise of speed provision in made for au interlock of the after-
burner fuel cut-off delay for the period of tine required for the flaps to change
Iron the PULL A.PPERBURNIM to Lali=112 iiVERBURtilA position. And only aft or that
the supply of the afterburner fuel in cut out. The interlock is accomplished by
ems of relay T.
When the augmented rating in cut out slaw:1y below the ILXItflJ11 stop, and the
speed of the low-pressure rotor dropn doom to the r.p.a. at which the hydraulio
decelerator terminal owitch operates, the afterburner fuel delivery is cut off
immediately after the operation of the hydraulic decelerator limit switch.
In cone of failure of the all-duty jet nozzle control systea the two-pocition
eystem can be employed by turning on the NOZZLE EllERCERCT CONTROL oeitch. This
will nakc relay Is of the afterburner control tor operate and dieucnnect the follow-
up synten.
In thio Cane, FULL AFTBROURNiNG, will be. cut In only by owach 4 on panel
(mg acalast the limb on panel F/P7-1), and the Interlock of the after-
burner fuel cut-off delay does not participate In the operaticn.
Punctionin of Au aented Rating,Circuit
Then the engine control lever (p7A) is net to the MINI= AFTifiLUENING etop,
switch EC on panel BYPT-14, (ref. Hu. 1A) operates. The power from the aircraft
tains is fed to winding ti in KA-13D. (ref. Ho. 21) through thl AUGLINTO
*AMU circuit breaker (ref. No. 19A), contacto 2-3 of relay Z, contacts 4-6 of
switch RC and through contacts 4-5 of relay B. Belay ti operates and feeds the
poser to the winding of relay H through its contacts 2-3 and contacts 1-2 of the
afterburner pump limit esitch; and to the winding of relay rk through contacts 1-2
of relay C in the afterburner control box and to the winding of relay 44 (ref-
it?. 711) through contacts 1-2 of relay me end contact* 7-8 of relay EP in the
afterburner control box.
Relay H of the box (ref. go. 21) operates end its contacts 2-3 and 5-6 feed
the no
r-Per from the aircraft :otos to electrotagnetic valves 36 and 30 (ref.
to. 11) of the carburettors: through the AUGVENUA VAZINUU circuit breaker (ref.
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110. VA) and to the afterburner fuel ignition cell (ref. 9)1) thrsugh uf
the svitch (ref. ao. 22)1) and contacts 172 of relay P9 in the cttrting rvlay box
(ref. So. 4,1).
As coon as the fuel pram= in the afterburner combustion Uhas.tor
reaches the working level,the afterburner pump limit switch (ref. U. 111) opeee
the supply circuit of the ainding of relay 11 and both electromaguetic valves 3Y%;
and Bli7 (ref. No. 11) of the carburetters; as cell as the afterburner ignition
coil (ref. No. 9)1) becote dieconnected.
Belay 42 operates and its contacts 5-4 break the supply circult 2
fT=et
(terminal 3) of the hydroelectric valve (ref. tie. 6)1) and its contacts
the supply circuit of the winding of relay le" through contacte 8-7 of relay B.
Contacts 2-3 of relay 4,4 (ref. No. 71)1) feed the power to the electr=in?
of the valve of afterburner pump 31 (ref. No. 1)1) and the afterburner i
lamp on the light panel (ref. No.
Belay le" operates end Ito contact, 2-) feed the power to the bridge toiler-
up circuit free the AUGURSTED MINUS circuit breaker (ref. No. 19)10 through re-
sistor B in the nignal traneminaion box (ref. EC. 5)1).
This power la fad to transmitter XP-31 through resistors lq (positive voltsge)
eta 1* (negative voltage) of rheostat P1 (ref. No. I)1) and et the eaee tine to
the feedback trenenitter (ref. No. 7)1).
The all-duty jet nozzle control eyetca etarte to operate. Before the cueeentud
rating in cut in the jet nozzle flaps are in the LIAXIBlat position. This positin of
the nape correppends to a certain poeition of the slider of the feedback trans--
Otter (ref. No. 7)1) relative to Ito winding.
When the engine control lever ie net in the MIBIS1111 AiTERIMINING positien the
bridge circuit in charged with the preset niematch at thich the voltage- acrec:: the
slider of niesatch transmitter AP-31 is loeor than that aeroes the slider of
feedback tranemitter A0C-11,.
Shereforeen niscatch current will flow from the slider of transeitter ZOCelA
to that of Una:mated. AP-3A through the bridge diagonal, i.e. tilrough the winding
of the polarized relay.
At thde voltage the left pair of contacts B and H of the polarized relay be-
? es connected through the winding of relay PE ea a result of nhich relay
In the eignal tranenission box (ref. No. 51) operatee and cakes the following
circuit: AMMO MAXIMUM circuit breaker (ref. No. 19)1), contacte 2-1 of
relay B in the afterburner control box (ref. Ho. 21), centacte and A of
relay PI30, the winding of relay le.
On closing contaote 3-3 relay 066 feedo the power to winding t (terminal 2)
of the hydroelectric valve (ref. No. M. The hydraulic apace etarte to open the
jet nozzle flaps and the pinata current in the bridge diagonal will decrease
aim the elide of the feedback transnitter (ref. No. 7)1) in ehifted together with
the rod of 04 cylinder so es to reduce the voltage, i.e. to app.:each the voltage
&arose the elide of the nissatch tranzaitter. In thin case, the nienatch correct
deoreteee and biomes less than the operating current of relay to. contacts R
ad 1 of the polarized relay became open thereby deenergizing both windings of
the hydroelectric calve. The hydraulic oysten will be blocked and the flaps will
mane the MINIMUM LITRIBURNING position.
. When the engine control lever is stowed forward up to 7O0 along the limb an
panel 107.40 (ref. o. 1)1)0 the flaps rennin in the MIAMI APTUBURNING posi-
tion. When the lever is shifted further ao an to increase the augmentation (up
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to gee against the linb on panel BYP7-101iht tellew-up vote* teom taabaluctia
egainemd the nisantoh current will flow -Ulna the slider 0f the feedbneekt idttar
(tf. go, 71) to the nismatch transmitter (ref. No. IX) Um/0 the witgies of
rdsi PM. As & multi ccntacts and Ince closed std Out In reley 861 ln
a
ex (ref. 0. 5A).
Relay *CP operates, cloves lts centeeta and Icede the 3
veltage to winding 0 of the hydroelectric volts (rat. No. 61). VII lot
elope gradually increase their diameter up to the PULL LITZEBRENING pesition.
Then the engine control lever is shifted forward from 108? to 112? along the
lab of panel BYPT-10, the jet nozzle flaps nalatain the PULL APIERBURNIM dia-
peter of the jet nozzle as the slide of the aiummteb.trelnemitter woven at this time
within the Invariable resistance sector.
In this case, at the full augmentation rating (1080 eine higher against the
linb on panel UNI-11' the switch (ref. Flo. IA) operatee and feeds the poser to
the winding of electromagnetic vulva RUB of additional decree:a of preezure P.
The valve stops bleeding the corrected air preesure 131 behind the compressor through
its jet out of the pipe line delivering the preneuxt to the afterburner regulating
peep. As a result, the additional fuel is no longer blended at full augmentation
ard,thereforeithe output of the afterburner .regulating punp la increazed.
When the engine control lever is shifted backward within the sector fa= 108?
to 78? along the limb of panel (ref, No. 11) so ts to reduce the augments-
tion, the follow-up system become no unbalanced that the voltage serous the slide
of the mismatch transmitter elide in higher than that across the slider of the feed-
back transmitter (ref. No. 70. This causer a current to flow in the winding of the
polarized relay in the reverse direction, i.e. free the slider of trancnitter IP-3A
to the slider of the feedback transmitter. 1e a result, contacts H and U of this
relay becyme cloned and they feed the power to the winding of relay oag in the tor
(ref. No. 5A). Relay ea" operates, elopes centacte 3-2 and feeds the peer frca
the aircraft mains to the winding of relay 2 (ref. No. 651) through the AUGUENTIT
WAXINUR circuit breaker (ref. No. 19I).
Relay T (ref. No. 651) operates, cloaca contacts 2-3 and feeds the power to
winding 11 (terminal 3) of the hydroelectric valve (ref. No. 60. The supply circuit
of winding 4, (terminal 2) of the hydroelectric valve (ref. No. 6A) is opened by
oontacte 3-2 of relay "O. The jet eozzle laps reduce the diameter to the WIWI=
AFTERBURNING position and remain in this pozitien up to 78? of the limb.
With further movement of the engine contra lever backward, i.e. after Ito re-
lute from the MINION AFTERBURNING stop, the augmented reties becomes cut aut. In
this case, switch DX on panel ran-14, (ref. No. lA) is out out and lie =tut?
deenergize the winding of relay ?1; Clio results in similar unbalancing of the fol-
lee-up eyeeee. After this, contacts H and U of the polarized relay and the wind-
ing of relay ea? in the box (ref. No. 51) become cut in.
Relay Ia6 energizes the winding Of relay T (ref. No. 651) wwoofolca)2-3:f
relay T teed the power to winding of the hydroelectric valve (ref. . . 1
Itporoeiatuilo:: the jet nozzle flaps ars met froe the UINION LYTUEURNING to ULXIIUU
At the none tine contacts 5-6 and 3-9 of relay T (ref. No. 651) iced the
paver from the AUGNB3fRill MID= oircUlt breaker (ref. No. 191) to relays ?4
No. 71A) and 0 (ref. No. 21).
2 2-) of relay I.
Thue,contacts 2-3 of relay reepectively,through contacts
4'4 will go on to feel the to the eleotro-
rlaigg:tp:fnealft(27 M.Talve 3111 and the Afilmuralim en the
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58
When energised relay (12 continues to hold relay 'c' of the follov-up eyrtee
through contacts 2-3.
Relay T (ref. Bo. 650 will be on till the bridge circuit is balanced, i.e.
Ithen the flaps ammo the BIND= APTERBURBIrG position, i.e. the mismatch current
approaches zero. then the bridge is balanced,the afterburner fuel supply is etcpped
is deenergized and itz contacts 3-2 open
since relay 'a? in the box (ref. No. 5A)
the repply Circuit of the winding of relay T (ref. No. 650.
The above connection of relays 4'4 and 4'2 for the period of tine during ehich
the jet nozzle nape are moved from the FULL AFTERBUBUING to !MIMI APTBEBURFING
position (i.e. a tine delay in cutting out afterburner fuel and (ollow-up syEtem)
is necessary only for preventing the rise in the speed of the low-pressure rotor
and for excluding the drop of pressure P4 when the engine control lever is ebruptle
shifted below the DTI= eton (while cutting out the augnented rating).
The engine control circuit provides for a tine delay both in the opening or
the Jot nozzle flops and in the afterburner fuel supply after the augmented ratint
is cut in.
The time delay in the opening of the Jet nozzle flaps occurs in ten thec:ete
position and nerves for excluding the poesible drop of pressure r4 eh
ed rating Is cut in. It nay be vet to 0 eec., 0.5 sec., 1 sec., 1.5 sec. and 2 see.
Tho tine delay in the afterburner fuel supply is necessary to prevent the rise
of pressure P4 and it nay be set to 0 see., I see., and 2 sec.
The above tine delays art ensured by tine relay unit: P131, 1112, pD3, PB, end
relays C and "q".
The tine delays in the flap opening ard fuel supply ray be ensured only in
ease the tine relay Is deenergized. This in achieved by opening the noreally-closed
contacts 2-1 of relay (I). while cutting In the sugnented rating.
Besides, to obesin the required tine delays, slits A, F, I, r, E in the
afterburner control box (ref. Bo. 20 should be set in the respective poeiticns.
Opening its contacts 2-1 relay ti deenergizee the tine relay unit (the wiediee
of relay HI) which wee energized uhen the AUGMENTED MAXIMUM circuit breaker 'ref.
No. 191) was termed on. All tine relays PRI, PB2, PB3 and PB4 in succession opee
their contacts 2-3 with a tine delay of 0.5 tee. thereby deenergizing one another.
Therefore, by setting any of slits A, E, B and r for the flops in the closed posi-
tion, relay C of the box (ref. Bo. 21) may be deenergized in 0.5 sec., 1 sec.,
1.5 Dee. or 2 seo.irespeotively,aftor the augmented rating is cut in, i.e. after
relay 18 energized.
Relay C becento deenergized and its contacts 1-2 feed the poser to the winding
of relay 04, thus setting the jet nozzle flops in the augmented rating position
0.5 see., 2 sec., 1.5 sec. or 2 sec. after the afterburner fuel has been delivered.
In this cane, slits 1 and I should be open.
. then slits 1 and I are set in the closed position the sane time relay unit exY
he Used far deenergizing relay Ital in the afterburner control box (re. No. a) in 1
or 2 seconds,respectively. In this ease, slits A, B, B and r should be open.
than &energized, relay V through its contacts 1-2 feeds the poser to the
winding of relay 04 (ref. No. 711), thus feeding the fuel and making AITUBCIII5;
indicating lamp light up in 1 ar'2 sec. after the jet nozzle flaps are open.
The Jet nozzle control synten is switched from the all-duty augmented rating to
the two-position augmented rating(ta emergency rating)by scans of a special seltob
(ref. Mo. 161).
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4,41e&Aeuo,o, koawITAA.
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In this case, relay B in the afterburner control hoz (ref. gc. 2A) 'omens,
contact/1 24 of relay h remove the power fres the esatects of tke 'pleated
relay (ref. $0. 51), contacts 4-5 diseonneot the winding of 24.*: Iron
mita 10, contacts 5-6 feed the poser to the winding 2e1ay 61 from switch q
en Wei 1fl14, otic contacts 8-9 prepare the circuit deeignsd for stetting the
jet gouda flops in the AFTEBB8BNIX8 position through contacts 2-3 uf relay ta.
Contacts 2-3 Of relay 4402 disconnect the bridge circuit, thus cutting out the
circuit of the .all-duty let nozzle control system.
If the engine control lever ie in the FULL Amami= position (up to 10015
against the limb on panel UYTT-10, the poser is fed to winding (terminal 3) of
ens hydroelectrio valve (ref. No. 61) thrtugh fuse 1111-5 (ref. Bo. 621), (=-
taste 2-1 of relay T2 (ref. No. 671), contacts 5-4 of relay ?42. As a molt, the
flaps will asoune the MAXIMUM position.
The two-position augmented rating is cut in by placing the engine control 1ever
at the FULL APTERBURNI8G stop (from 100 to 112? against the linb on panel
The afterburner Is started in the same succcosion as was described above:
Relay ei in afterburner control box (ref. Bo. a) is connected through the
BOUM MAXIMUM circuit Jreaker (ref. fin. 190, contacts 2-3 of relay *Zo,
awitob q on panel 1112I-14, of the engine (ref. No. 11) end through contacte 6_5
of relay B in the box (ref. No. 20. Relay 11 clones its contacts 2-3 and feeds
the power from the aircraft mainn to the winding of relay 12 and relay 04 (ref.
Ho. 711). Relay 4,2 In the afterburner control box (ref. No. 20 la connected
through the contacts of relay C, while relay 14 (ref. No. 711) in connected through
contact 1-2 of relay ?q" and contacts 7-8 of relay P.
Contacts 2-3 of relay 14 cut In the electromagnet of afterburner pump valve Mil
sad the AFTEREJURUING indicating lamp .on the light panel (ref. No. 100. After that,
the afterburner fuel starts to flow into the combustion chamber.
Relay 4'2 operates and feeds the power to winding 0 (terminal 2) of the hydro-
electric valve (ref. No. 6)i) through Its contacts 2-3 and cloned costacto 8-9 of
relay B, the supply circuit of winding U (terminal 3) of the hydroelectric valve
(ref. No. 61) being opened by ountacto 5-4 of relay 12. The flaps will be locked
to the FULL AFTERBURNINC position.
When the augmented rating is cut out by releasing the engine control lever
from the FULL AFTERBURN11IC position, relays 11, 12, 14 are disconnected. Relay 12
opens Ito contacts 2-3 and closes contacts 5-4. Winding 1 of the hydroelectric
valve (ref. No. 61) becomes dcenergized, while winding U bectmen energized end a3
reeolt, the flaps assume the UMW= position.
Contacto 2-3 of relay 14 deenergize the electromagnet Of afterburner pump
valve 3U1 and the AYTERBURNINC indicating lamp on the light panel (ref. No. 1CC).
As a result, the afterburner fuel in no longer fed and the indicating lamp goes out.
for the emergency augmented rating provision is also made for a tins delay in
the opening of the lot nozzle flaps (for 0.5 pee.. 1 sec., 1.5 s"., and 2 see.)
and a time delay in the afterburne: fuel supply (for 1 oec. and 2 sec.). These tine
delays arc ensured by means of the same time relay unit end slits (jumpers) in the
afterburner control boa (ref. He. 21).
Oceration of Altitude Correction Circuit
To ensure citable operation of the engine during acceleration at high altitudes,
provision is cede for the altitude correction circuit In the control systes. As soon
82 a certain level of pressure Pi is reached, warning unit C111-0.35 (ref. No. U74)
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relay olcseo its contacts 3-2 and onergizoo wave 3U-11 (ref. No. 85A . The valve
Closes and adjusts the fuel oupply eyoten for altitude acceleration.
While adjusting the altitude acceleration on the ground the 6g:1tch (ref.
No. 83A) should be turned on.
Note: During the engine processing valve 3U-11
energised for the whole procconing cycle.
A. ENGINE CONTROL INSTRUEENTS
General
.The engine control instrum(nto are as follows:
(e) electric remote-Indicating tachometer HP-21
(e) exhaust gas temperature. gauge TBI'-190;
(c) electric remote-reeding oil-pressure saugc
The device:: employed in the engine control instrumento
belay:
Electric remote-
indicating tachometer
tranomitter of high-
and low-pressure
rotora
Electric remote-
reading oil-pressure
gauge transmitter
Transformer,
115/36 V for ARM-67
Pune
Sallnuen. gam tulle-
:Mull, snap instal-
led behind turbine
Junction box for
thermocouples
Exhaust gas ton-
venture ceasing
element
Ito-painter tacho-
meter indicator
1$40We7 1113-2 imiudest
tad4csturi
171-1-8
(in act for
ABU-ST)
TBF-1
(in net far
TEF-190)
(In net for
Tar-190
T-90
(in mat for
lar-190)
(in net for
H23-2)
Framcc on 7 and 0,
port nide, lower portion
Radio relay and fuse box,
raman lion 5 and 6, part
side, lower portion
Cockpit, instrumeet
panel
Frames Non 31 and 31A,
port olds, upper porIlcu
On both aides of tuselevs
In loser azduppar prtlets,
friaco men 30 and 31
Cpchpit,,iostrunent pad
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(a)-lom.!preesure rotor tranamitter If3-1;
(0) hish.prossure rotor trenemitter Al2-1.
tsohemetar is designed for armouring the speed of the high Sad lee venture
Mors of the engine in per cent relative to the maximum speed.
The speed measurement is based on tte principle of ceaverting,ths rotor apted
by the transmitter into three?phase alternuting current of Ihe frequency propor-
tionate to the aped of the engine rotor.
The alternating current le fed to the synohrmnous motor of the instrument;
The tachometer transmitter mhd indicator are three-phase units, a generator mad
In A.C. motor, respectively, with permanent four-vole megnets emplOyed me their
rotore.
The stator windings have the fora of three-plume ster-connected, four-pole
windings. The indicator and transmitters are electrically interconnected au not
eCeneeted to the aircraft mime.
Exhaust gas temperature gauge IBF-190 eonsiete of:
(a) temperature indicator nr-11
(b) exhaust gala temperature amazing element T-90;
(o) thermocouple Junction box.
The temperature gauge is a thermoelectric set cense:icing a eegneto-electlec
millivoltneter and four series-connected thermecouplea.
It le deaigned for remotely measuring the temperature of pea behind the
turbine in 00.
The temperature gauge operation le based on the eeploement of thereeeleetrie
principle.
for normal operation of the teeperature gauge it lo neceouary that the :valet-
auce of the external circuit is equal to R e 2.4 4.1 ohms.
total of extnl circuit
Per this purpope, provision In made for an adjusting resietor made of eangazin
0.20043
vire and placed in the connector of the indicator. The resister le adjusted to
_0.04 ohm and the connecting wires of epecific length And cronc-section insure
"total extul circuit a 2'4 10.1 ohms.
The componente of the temperature gouge are electrically interconnectel and
are not connected to the aircraft name.
Electric remote-reading oil pressure gauge /HU-EiT consists of:
(e) indicator YR-1-8;
(b) oll-preasure gauge trent:Dater 11/-5T1
(o) transformer 115/36 V.
The proseure gauge lc designed for measuring the oil pressure At the ex-gine
Inlet in kg/sq.cm.
The components of the electric remote-reading pressure gauge ars electrically
intereemaected. Desidee, the treneformer primery winding (ref. Ito. 61) ie Ted with
the voltage of 115 V, 400 e.p.s. from ternieel 6 of inverter 110-750A (ref. No. 523)
in regular operation through terminale 10-11 of the relay (ref. No. 320 And
gime CR.,2 (ref. No. 21A) and in ease of emergency,fran terminal 9 of inverter
r==11. 1 (ref.
o.
(ref. o. through lupe 0-2 (ref. No. 211) And contests 12-11
o
5. ANTI-SURGB SHUTTRRS CONTROL SYSTRU
General
The greeter, is designed for preventing the engine surge. Its operation Is per-
formed by the devices listed in the Table below.
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Description
8111 CON% AND ABTI-
EUBCD SHUTTEDS
CONTROL oirouit
breaker
Meoh number
setter
Switch
82A
241
361 Relay
45'
Unit switch
TYP0
188-10
MT-1.35
HIWT-15K
THE21UAT
TA-184
1503
inatollation place
47A Belay
THE521IAT
Boar electric board of
right-hand con5ols in
cockpit
Cockpit, frames Nos 10
and 11, starboard side
Cockpit, left-hand
console
Relay box, frames Noa 7
and 8, port side, lower
portion
Well for front wheel,
framea Non 5 and 6, star-
board aide, lower portion
Tail portion of fondues,
framen Non 33 and 33A,
starboard side, upper
portion
Relay box, franca Una 7
and 8, port side, loner
portion
The abutters may be controlled both manually and automatically. They are
opened and closed by mune of hydroelectric valve II-184 (ref. No. 451).
The shutters can be controlled automatically only at flight speeds of X 1.35
'ilea setter NP-1.35 (ref. No. 821) operates.
For this purpose, the asitob (ref. No. 34) lo set in the AUTCKATIC position.
At the flight speed corresponding to N ), 1.35 the aaina voltage is fed fres
-terminal Bog the Neel mbar setter (ref. No. SU) to thesinding of the re147
(ref. MO. 471) through the eiro t breaker (ref. No. SW.: The reloY ?Pastes
oni olcaos ocatecte 2-3.
21), mains positive voltage 11(fed to hydroelectric vallre FA-10 (ref. so. 451)
through the eiroult breaker (ref. Me. 811), the contacta of the re2teb (rot.
34. 84A), Contacts 3-2 of the relay (ref. No. 471) and contacts 2-i of the releY
test. Mb. MV). The shutters open.
TO WM* stable operation of the engine, after ruaniUg the aircraft to a
*Piet sonrosponting to P 2.35 ea cutting in the afterburner, therelay (ref.
Poo 261) 'mates' contacts 2-2 of the reley (re. 80. 86Aj open Oitla the Ieltua
a.SO leaser -supplied to torataal 2 or the connector of the hadroelectric valve
64. 10. 011). tbe abutters oiose. lrovided the oftorburnon to matched off at
IWO tp*t opolds, the rag (ret. so. NO releases ook*acts 2-2 and the
tordemeteetetoruinOut* 1O4 AM) Alamein energised. fho *butters Open.
I%* lim#SPO ,Ites Rpm tuft% pitching of the aircraft U triac control stick
$6.11402 Ottelnit00 to the etahilisop linfleotion angio at 40? (tag ore) or 44?
fa1la4 !ormq en e epee. of ?the alzaestt aorreaponliap to I
50X1 -HUN
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14,111f,..
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04314 Ce, * Alamo (ref. $o. AAP As sumilied *set the
sueratioi" t)444 ti!e Oresittranker (rtf. 1114 IksHoos4stS,a$ 413e.
ssitsb bit, O. $ki), slop* contests 34 of the relay I(ref. Ob. 411) asd amid
0tertsetel4 of .the edorsewitall (ref. Vt. AM).
lox =ma *astral of the shutters the switch (re. Ob. SW is pet to ant
of the politic= zeguirep OFZI end CLOUD (neutral position of twitch).
lLt h Abe Mich in the On position the hydroelectric valve (ref. No. 451)
As onargissd end the shutters open. Nth the switch in the cusp position the
maoiroult of the hydroeleotric valve (ref. Vb. 45I) Anuses open end the
shutters close.
The manual opening end doting of the shutters la performed by the pilot
irrespective of the aircraft speed correaponding to j1.1.15.
6. AIR INTAKE CONE CONTROL AND WARN= SUTER
General
The union 13 designed for changing the ;location of the air intake cone from
the fully retreated to the Tully extended poeition'both automatically and manually
depending on the rating of the engine to obtain the neconsar7 thruut and reliable
operation of the angina for all states of flight.
The electric device? ensuring cone control are giver in the Table below.
tes
Eot. No.
In olr-
ouit
diagram
................4
2
Description
......--------
3
Typo
4
Qnty
5
Installation place
6
311
COES AND 011-.3URGE
SHUTTERS CONTROL
circuit breaker
13C-10
1
Rear electric board of
right-hand =nolo In cook-
pit
1133,
CONE CONTROL twitch
Br-15x
1
Left-band connole in
cockpit
SU
AUTCU1TIC - ROUAL
nuitob
Br-15H
1
Left-hard connolc in
cockpit
VA
Conn ponition
indicator
Y1131>-3
1
Inntrunont panel, upper
left-hand electric beard
881
Transmitter
YE3G-3
1
Upper moceozoriee convert-
meat, franca Ues 3 /Lad 31
along the azio Of ;symmetry
391
Output oignal unit
3I0-1B01
1
Loner aeccesorien conpart?
sant, framer; Noe 7 and 8,
loner portion, along mis
a ayamotry
401
Anplification and
s witching unit
EYE-2A
1
Loner aoccocorion compart-
cent, frozen Dog 7 and 6,
port Ode
41A
Compronior inlet
preeeure induotion
transmitter
1/10-iP1
1
7rance Non 16 end 17,
port side, upper portion
?
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421 Conpreaser outlet
prossuro induction
tranenittor
20 431 Cone control olootro-
hydroulio unit
11 441 Rydroclectrio 11-184
valve
12 47A 210105, TEE5210
ZAO-AP2
AY-35
2) 49A ROBY E0352T 7
24 501 UO3i
15 511 1 Linit onitoh 1303
16 631 Woreawitoh 13013
27 641 Wicrossitch
10 80 1 ight wheel retracted Bil2-200P
position limit
twitch'
Frames U00 5 and 6, port
aide, lower portion
Well for front whoa,
fmmea Roe 5 and 6, star-
board ads, lower portion
Relay box, port aide,
francs Nos 7 and 8, lower
portion
Eilsy and fuue box,
francs 5 and 6, port side,
1ovor portion
Relay and fuze box,
!macs 5 and 6, port ode,
loner portion
Upper noccocorics conpart-
cent, frameo Poi 2 and 3,
starboard side
Prance Boo 33 nod 33A,
starboard vide, upper por-
tion
Franco Roo 33 and 33A,
atorboard aide, upper por-
tion
Right ying, rib 1
29 lge CONB ELUDED Licht 1 Inatrument panel in co:k-
indicating leap panel T-412 pit
20 260 Roloi iman I Relay box, francs Poo 6
and 7, starboard side, in
cockpit
The position of the air Intake cone may be changed both automatically and
sianually. La a rale, it la controlled autonaticslly with the manual control system
being employed only in emergeney oases and for checking the control system on the
ground.
!pthwitc
natio cycten is eplod the position of the air intake cone ia
determined by the ratio of static inlet pressure P1 of the compressor to its out-
let pressure P2.
*halo preemie Pi end P2 are mezeuredirespectively,by transmitters it104P1
and 110412 and sent cut in the form of electric -signals proportionate to these
procures. The transmitters are Interconnected clectrically. *hen a niematch
sigmel le availablesit Is fed to the output filpsi unit where it la anplifled and
applied to tho control winding of motor Ar-ii. The actor starto running and
through the reduction gear seta the brush-of tho follow-up potentiometer in such
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spoltion In uhulh ibe gellee-np *rotas becomes glectricallY balanced. Innis
sea, tin Mismatch signal is equal to zero.
pm the tollov-up woteO is balessaillevery certain ratio GT FeS4101-INI7jf
orrespadm to $ certain position of the brush of outlet potenticsaterii2 Math
Warnings tbsealuc of the output relative resistance preporti te 10 the Int21.-
trol simAleg
gm ratio of rya . After that, the mismatch nignal la fad to tile can
sfaagnatic espiltier MY of the amplification and switching unit.
Depending on the sign the mismatch signal is applied tb the otnding of the
plarized relay of controller 117-35. The controller converts the electric sign-ale
lad iron the amplification and switching unit into hydraulie signele Wit:toting'
04 rate of consumption of the working fluid. The signals are converted by means
0/ ehe.v0EZL2 - FLAPPER element of the control system. The polarized relay reoeives
signals of various intennity in acoordance with which the flapper is turned narrow-
ing Or widening the nozzle.
Shifting of the flapper from the neutral position disturbs the equilibrium of
forces eating on the end faces of the dietribution slide valve an a result of which
the elide valve is shifted by the hydraulic fluid and gived access to one of the
cavities of the cone hydraulic cylinder connecting the other cavity with thp return
lino.
Vheu shifted by the hydraulic fluid the piston of the hydraulic cylinder
exercises the command aimed at ahifting the cone till the moment when the Opel
removed from the polarized relay. The pintos is meohanically coupled with the shaft
of feedback transmitter Yfl3C-3 through drive 11-1 (drive 5-1 transfoms the for-
rard motion of the power cylinder rod into rotation of the shaft of transcitter
iinre-9). Mien the transmitter shaft is turnedithe position of the potentionster
brush in changed as yell. The signal is applied to the earning systcm of cone posi-
tion indicator MC-3. the warning nyotes is a four-coil ratScmetcr. In the
cagnetic field of the coils a movable magnet rotates. Its shalt carries a pointer.
Every position of the potentiometer transmitter corresponds to a certain posi-
tion of the cagnet with the pointer of cone position indicator.
Ranual control is accomplished by turning the rank-and-pinion of indicator
YOG-3. The rack-and-pinion is coupled with the pointer and the potentic,zeter
tomeh. When turning the rack-and-pinion the brush of the feedback potenticneter
changes its position thus sending the signal to the cone to aocume the necessary
position. Then, the signal is applied to the amplification and svitching unit
where it is amplified and fed to the control unit. As a result, the cone asst.:zee'
the required potation. Since the rod of the cone control cylinder is zeehanicall)
coupled with the feedback potentioneter the follow-up systan becenon electrically
balanced. The other potentionoter of transmitter 11130-3 feeds the signal to the
earning system of indicator Yfl3C-3. The pointer of the rntiozeter coincides with
the pointer of the given position of the cone.
The automatic cone control eystem has a gpcoial correction circuit pro.idirg
for additional extension of the cone depending entitrililedeviationy
ed
In all states of flight. The correction in accompi
(X303) of stabilizer angle tramemitter
Tha full travelling range of the cone extension to
10
i:2020: then14 tis core is
extended for A to 6 CM the CONE ExTEITDED indicating -
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RE2:119-2 of Ilectrc Circuit
-
As soon an the circuit breaker (ref. go. 31A) ie turned on,the power ic fed
to the setter (ref. Ho. 321), the switch (ref. Ho. 33A) and then to the limit
.siitch (ref. Ho. 511).
" turned "stol;%:VonspoPo:utiitoinveln:oilotar:Cer
When the switch (ref. No. 331)
SE d to the suiteh (ref. No. 351),
and switching unit (ret. Uo. 40R), thetcill:]ic
the ratiooctor
(ref. Ho. 371), the anplification
Unit (ref. No. 431), the hydroelectric valve controlling the position
(ref. No. 441) and to the winding of the relay (ref. Ho. 4911). The hydroelectric
valve operates and oonnects the 000trol unit (ref. No. 434) to the
lingo elay (ref. No. 491) operates tand feeds the voltage of 115 V, 400
R
the transformer of the amplification and switching unit (ref. No. 401.) to enereizo
magnetic amplifier UY and to the output signal tranoformer (ref. Ho. 39) to
energize (through the rectifier) the amplifier valve anodealoto windiLos of the
induotion unite of tranomitters R10-1P1, HAO-1P2 (ref. hoe 41R and 42R) a):ol to
energize the excitation windings of notor generator Ull type LP-1A.
itIELat22.22LeizatzLicati_aol in performed no follows;
Then the lege of the main landing gear are retracted, the limit stItch of the
retreated position of the main L.G. right-hand leg (ref. No. BC) opeoatos and clones
its contacts 0-NP. The mains voltage is fed to the winding otifta::s loa:ic ftii:01_
smpliflostion and switching unit (ref. go. 40A). HolsY P2
tier JY.
he esitob (ref. No. 351) is pet in the open AUTOOUTIC position.
The electrical mismatch signal of comprescor inlet static preeturc Pi ant
compressor outlet static pressure P2 is fed from tranemitters UO-Riti andnO-Ipt
(ref. WON 4111 and 421) to the output signal unit (ref. No. 391) where It ie
amplified and fed to the control winding of motor H. The motor shifts the poten-
tiometer brueh to the position in which the follow-up system is electrically
balanced. In pis case, the miematch signal is equal to zero. Every certain ratio
of pressures pi corresponds to e quite certain angular position of the brush of
outlet potentlimater 11 which determines thellalue of the output relative resist-
ance proportionate to the pressure ratio of ? After that, the eignol is fod to
the control winding of magnetic amplifier JAY lof the amplification and switchirg
unit (ref. Re. 401). Then, the amplified eignal is applied to the siniing of the
polarized relay and depending on the sign of the mismatch signal It controls the
distribution slide valve of the control unit. The slide valve gives access for
the hydraullo fluid into one of the cavities of the cylinder connecting the other
one with the return line. The piston of the cylinder executes the commend to shift
the cone up to the moment when the signa is removed from the polarized reloy.
At the same time when the piston of the hydraulic cylinder (cone) in shifted,
? the brushes of the potentioletere of transmitter YE3C-3 (ref. No. WO rotate.
Bscouting the commend on shifting the cone the potentiometer of the feedback
transmitter brings the control unit to the electrically balanced condition. The
? other potentiometer of the transmitter on ehifting the cone redistributes currents
In the rationeter coils of the cone position indicator (ref. no. VA). Any cbal164
is currents of the coils onuses corresponding changes in the magnetic fluxes of
eVery Coil and,thereforeot Change in the direction of the reoultunt magnetic flux.
? Every position of the brush on the transmitter
a outdo position of the magnet with patentioncter correspomis to
tar 71130.3 (ref. 371). a pointer in the display unit of indica-,
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Aggitionnl extension of tbs cone in accordance with thd etabiliter defiectiOn ?
is achieved by means of micro:witches Nos 1 and 2 (ref. Nes 6R1 oa 641)*
siorossIton No. 2 (ref. No. 63A) ie turned On Within the following range of
to 4130 and from -12.5? to -28?.
the stabilizer deflection eagles from CP
In thin case, an additional minter to placed into the control winding circuit
atbe magnetic amplifier of the empliticaCion and esitehimg umit (rat. )k.
i
r additionally extends the acts for v A esult , the control unit (ref. No. 431)
10131,
ilicronsitch No. 2 (ref. No. 60) in turned en within the no of the stabi-
lizer deflection angles from -12.50 to +13? and from -16? to -28?.
In thin case, an additional resistor in oleo placed into the control oindins
eilmmit of the magnetic 'amplifier az a result of which the control unit (ref.
fo, 431) additionally extends MI cone for 15 cm. Within the range of etabilicer
deflection angles from -160 to -28? both microtwitches are turned on,and the DOne
is additionally extended for 25 nm. at the defleotion angle of the stabilizer
equal to -20 only nicroswitch Ho. 2 (ref. Po. 641) in turaed on; the cone to
tdditionally ertended for 15 no. At the deflection angle of the stabilizer equal
tu
to 00 both ricroonitches Ho. 1 and No. 2 (ref. Hos 631 and 6111) are rned en
and the cone in additionally extended for 25 na.
Manual cone osition control in porter:7.nd irrespective of the aircraft flight
wed by turning the ruck-atd-pinion on cone position indicator IT3C-3 (ref.
go. $71). The rack-and-pinion in coupled vith the brush of the potentioncter and
with the pointer making the necessary extension of the cone.
The cwitch (ref. Ho. 351) is in the closed MOLL position.
While shifting the potentiometer brush eends the ciecal to thenaplificatton
mi switching unit (ref. Ho. 400 where it in amplified and fed to the polezied
relay of the control unit (ref. Ho. 431).
The cone assumes the preset position. The follev-up system boccdes electrical-
17 balanced. The other potentimicter of indicator YD30-3 (ref. 'Co. 33A) condo
the signal to the signalling system of indicator 1113C-3 (ref. Ho. 37.4). The coy-
Ole pointer of the ratioocter coincided vith the pointer of the preoet cone posi-
tion.
When the cone is extended for 4 to 6 an both vitt the tvtor.stlo and unaudl
Como position control, the limit oicroswitch (ref. Ho. 511) operates and feeds
the pouer from the aircraft mains to the CC :;1 LXTBIZIO indicating ltnp on the
lieht panel (ref. Co. 18C). The lanp lighta up.
7. ENGINE WEL SUPPLY LND now; SY4IM
2enoral
The eyetea is deeigued for feedinz th3 cecina vith fuel and earning the crew
about fuel consumption. Operation of the cyotom is pc:forded by the devices given
In the Table below.
Relay tor, storboord
side, free Hos 12 end 13
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Power distribution unit,
port aide, frates UO2 12
and 13
Pore: distribution unit,
port side, frames Noe 12
and 13
Front accessories compart-
cent, frames Nos 6 to 10,
along the axis of cycz:ctry
Front accesscrLes coport-
cent, at board aide, upper
portion, francs VO3 5 and 6
Horizontal, electric board,
rt-hand console in cock-
pit
Power distribution unit,
port side, frazes flc,s 11
and 12
Frames Nos 154 and 16,
lower portion, along the
axis of sytmetry
Pp of 2nd tank 195A2 1 Frames Nos 13 and /9,
group (service) port ide, lower portion
pugp OP 30 TANI I horizontal electric bcari
cm circuit breaker of right-hand console
Filter 1 Frames bon 21 and 22,
starboard side, lower
portion
Pump of 3rd tank Prate Ho. 21, port tide,
group loner portion
Contactor 1O1..5O 1 Power distribution unit,
part side, framee Hos 11
and 12
PUNP OP let TANI i30..5 2 Horizontal electric board
GROW circuit breaker of rigbi-hand console
Filter FranOe Hoc 15A and 161
port side, lower portion
PramCc floc 25A and 16,
P? rt vide, lower portion
Power distr1butiD2 aniti
port side, frames go; 11
end 12
BunbUr of war dioiribc-
tion wit, frames Iea 12
atd 13
Frames Nos 16 and 17,
port aide, lower portion
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20
21
22
31
51
61
Pressure warning
unit
Proscuro warning
unit
Tuue
031.4
011.4
C1J-2
1Fuselage,
1
1
lower portion;
trues Nos 20 sod 21, port
side
usolage; port aide,
tramee Nos 15 end 15A,
lower portion
Radio relay end fuoe box,
part eide; frames Von 11
and 13; upper portico
23
131
DIN OF UDR. SYS.;
FURL BRUAINTigR, TANK
k3C-5
1
Rear bleetric beard of
right-hand console
UARNING circuit breaker
24
141
PlOat-type
transmitter
C3-16371I
1
Fort side, lower portion,
Treace Ron 23 and 24
25
151
Pressure warning
unit
CRY-2-0.35
1
Fort side, lower portico,
franeo Non 22 and 23
26
16Z
Indicating lamp
CM-30
(green)
1
Cockpit, aiddle electric
board of instruront panel
27
191
Fuel flowacter
17C16A-4
1
Cockpit, instrunent panel
28
20K
Thyratron breaker
DT-50.
1
Starboard aide, franca
Noe 11 and 12
29
211
Flowneter trans-
nitter
17C-16A
1
Port side, loser portion,
francs Nos 22 and 2)
30
10C
Light panel with
indicating lanpa:
I. 10Y2
1
Cockpit, inctmrlent panei
.
.
.
SERVICE TANK; let TANK
I
GROUP; 3rd TANK GROUP;
450 LIT. FUEL
MADMEN
31
24C
Relay
1;15611.1T
1
Relay box, atartosrd side
in cockpit, franrs Nos 6 (
and 7
12
32?
Relay
TKE5611AT
1
Relay box, :rants hoc 5
Iand
6, port side, lo-oer
portico
The aircraft fuel nysten coapriscs seven !oscine aa rues ezme,
91a1111-*
?be 'Amp (rot. No. 16U) of tre lot tank grOup 10 cut In b) feeding the power
from the aircraft =sine to terainal 1 of the pump connector through fuse (ref.
10. 243)9 the cl000d contacts of the contactor (ref. Po. 120 and the filter
( when
breaker I3C-5ref. Ito. 150. The contactor operates and clC2CS its contacts circuit
and the power in fed fro:: the aircraft
(ref. No. 140 is turned on
"I" to the contactor winding through centscts 3-2 of the relay (ref. No. 163).
The relay operates after the ground eu2ply source or the unerator is connected
to the aircraft mains.
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(service) tank group is cut in by f. ling
The pump (ref. No. 6U) of the nd
the poser from the aircraft nains to terminal 2 of the pump connecter through the
lune (ref. No. 203), the ocntectO of the ccntactor (ref. No. 61!) and the filter
(ref. No. 7U).
The, contacto of the contactor (ref. No. 60 close when the circuit breaker
(ref. No. 511) is turned en and the voltage lo fed frcrn the aircraft mains tc'th2
contactor winding.
The pup (ref. Do. 110
of the 3rd tank group is cut in by feeding the Or
Jima the aircra
ft rains to terminal 2 of the pun; connector through the 1:1117e
2
an filter
(ref. Po. 1011), the clued contacts of the contactor (ref. Po. 17)
(ref: No. 104.
The contactor contacts close when the circuit breaker (ref. No. 911.) 1c turned
on and the voltage is fed iron the aircraft mains to the contactor winding.
After the fuel has been ccnsumed from the lot tank group (at a drop of preseLre
In the fuel lime),the contacts of the pressure warning unit transmitter CZ-3
(ref. Vo. 50 clone, and the negative voltage ic applied to the lot tank group in-
dicating lamp (ref. lie. 100). The lump Upon up.
Liter the fuel hap been consuzed from the 3rd group of tanks the conthets of
transmitter CA-3 (ref. Po. 31) oboe and the 3rd TANK GROUP indicating lamp
(ref. )io. 100) lights up.
After the fuel has been consumed from the fuselage drop tank, the indicating
lemp (ref. No. 161) lights up oboe the contacts of unit CRY2-0.35 (ref. No. 151)
close and the positive voltage ic applied iron the aircraft tains to the loop
through the circuit breaker (ref. To. 131).
When the preps:ire in the fuel line between the engine and the service tank
drape belos 0.3 kenti.cm.,the contacto of trano=itter CA-3 (ref. No. 1) cl'se
gad the positive voltage In fed iron the aircraft mains to the SERVICE TANE indi-
cating lamp (ref. No. 10C) through the cirouitcaker (ref. No. 131) and coa-
t/ate 13-14 of the relay (ref. No. 240. The lamp lights up.
When the fuel remainder is about 450 litres,the contacts of the float-type
transnitter (ref. No.141) close and the negative voltage in fed to the 450 ilT.
FURLITAIIDER indicating lamp through contacts 16-17 of the relay (ref. No. 240.
The positive voltage le fed iron the circuit breaker (ref. ho. 13) to the
lamp. The lamp lights up.
To check tho fuel ?mourned by the engine, provinion be made for summation
fuel flow:titer T10161-4 installed on the aircraft.
The fuel flowneter allose to check visually the quantity of fuel remai,,img in
the aircraft teaks provided the fuel linen are in proper condition.
The tuelneter set coapriaes the tranamitter (ref. No. 211), the indictor
(ref. No. 191) and thyratron breaker [IMO (ref. No. 201).
The indloator (ref. No. 191) and the fuel floameter transmitter (ref. No. 211)
are electrically coneected vitt the thyratron breaker (ref. No. 20k).
Thyratrom breaker DT-56V la fed with the voltage of 115 V, 400 o.p.s. iron
inverter 104501 (ref. Do. 523) through contocta 10-11 of the relay (ref. N. 12)
and fuse CD4 (ref. No. 61) end in case of emergency - from inverter i0-15003?-30
(ral. No. 533) through contneta 12-11 of the relay (ref. Re. 320 and fuse CH.2
(ref. lo.
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8. DROP TANN ATTACHMENT, RELEASE AND EARRING symp (UNDER FUSELAGE)
General
he System ia decised for attaching and releasing drop tanks and sarning
shut the presence of the fuel tank under the ruaelege.
Operation of the aysten Is performed by the devisee listed In the Table taloa.
DROP TANK RELEASE
circuit breaker
DROP TANK SUSPENDED
indicating lamp
DROP MK RELEASE
button
Attachment lock E113-56E
(or 369E)
A703
near electric board of
right-hand console in
cockpit
Liddle board of imstru-
atnt panel
Control stick
Tank attschzent pylon
Tank ettachaent p;71ca
Nben the fuel tank is cuspended,coatactL 4-3 of the 11=it vicrocuAtch (ref.
i0. 1911) clone and the negative voltage is fed to the indicating la:p (ref. No. 5or).
The mains positive voltage is fed to the inlienting lamp (ref. No. 5:41,.) through
the circuit breaker (ref. No. 5811). The DROP UNE M'ffENDED indicating la:p
(ref. No. 59L) lights up.
To release the drop tank, depress the button (ref. No. 6014).
In thin case, the mains positive voltage le fed to the sindir.g el the electro-
magnet in the lock release mechanism (ref. No. 61A) through the circuit breaker
(re. No. 58) and the closed contacte ^# the button (ref. No. GO:).
The fuel tank to released. Contacts 3-4 of the microssitch (ref. Ito. ISS) open
end break the hegative circuit of DROP TANK SUSPENDED inoicsting lanp (ref. co. 59:.).
The loop goco out.
9. ENGINE SHUT-OFF COCK CONTROL SYSTa
General
.The system is deeigned to ehut off the engine main fool line.
Operation of the ayaten le performed by the devices listed in the TcO1,! beloo:
2 3 4 5
___-_-_-----------______-_?_?_______-
541 SHUT-OFF COCK 2041
button
Electric board of Fort
side conlole in cock;it
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6
------ -----
2
55A
__ _
Electropneunatic
valve
695000/11
1
Rove vecticn of fuselage,
port side, leTler portion,
frame No. 17
3
290
F1R1-PIGHTING EQUIP-
NOT SHUT-OPP COCK
circuit breaker
13C-5
I
lectric board of left-
hand console in cockOt
To chut off the engine rain fuel line (mhen disavvenbling unite and in cap! Of
emergency) a stop-cook uith the electropncum,ctic valve (ref. tic. ic inatalled
in the fuel oupply line before the engine.
The electropneugatIc valve Is cut in by depreveing the butte:. (rcf. No. 54A).
In thic case, the poecr in fed from the aircraft mains to terainal 1 of the c,:.nnec-
tOr of the valve (ref. ho. 551) through the circuit breaker (ref. No. 290) and
the closed coatacto of the batten (ref. No. .5).
10. FIRE-FIGHTING SYS7L1!
General
-------
The fire-fighting system in deoigned for unrning the pilot about firc, in the
englue conpartzent and sritching en the fire-cItinguishing bottle.
The electric devices cogposing the fire-fighting cyatom are given in the Table
belom.
Nos
Ref. lie.
in clr-
cult
diagram
Descriptien
Type
Installation place
2
3
......
.523
Inverter
110-750/
1
Front accessoriev oczpart-
neat, francs 1002 8 to 10,
along the axis of cyanctrj
533
Inverter
P0-1500B7-311
ACCCBDOriet ccmpartment,
port aide, upper porticn,
franca Nos 11 to 13
561
illS EXTINGUISHER
button
2O5l
1
Left-hand conoolo In
cockpit
571
Fire-extinguishing
bottle
20C-2-1C
I
Lorer portion of fuvelnge,
frames Von 19A and 20
100
FIRE indicating
lug) (red)
CU-30
1
Light panel T-10Y2,
inctrument panel, star-
board elde
23c
FIRE-FIGHTING EQUIP
UEST SHUT-OFF COCK
circuit breaker
13C-5
I
Electric board of left-
hand console
3W
Electronic amplifier
BC-2C
I
Prager Non 11 and 12,
starboard nide, upper
portion
RFCRF
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Along aircraft video,
irazea irj 2131 and 29
Radio relay and fuze box,
port side, frames Nov 11
to 13
Relay box, frames Nos 5
and 6, port side, lover
portion
Operation of Electric Circuit
Ionization fire warning unit VC-2HC sends a EIgnal of rise and dicappearanse
of flute in the engine compartL)ent.
1 heat-resistant metal tube 12 uced a:; u Naming unit tranclAtter. Tha trns-
Otters are installed on special erra.sic insulatorn.
The operating principle of ionization fire Earning unit l',0-2Y.0 is tamed en
the property of flame to conduct electric currents due to the lAir initotion
accompanying flame reaction.
The warning unit operates only in care a flame appears in the E%p between the
transnitter and the aircraft structure. The unit doer rcopond to a temperature
rise. Practically it Lao no delay time and operates inst,,,ntneousiv.
The tranoformer primary windiag of the electronic c=plifier of varning
mnit HC-2E (ref. No. )0C) ic connected to pine 2 and 5 of connector 1:1)::1JD5F..10
and
In fed with the voltage of 115 V, CCO e.p.a. frem Inverter ED-750A (ref.
go. 523) through contacta 11-10 of the relay (ref. No. 32P) and fu:,e cri-2
(ref. No. 33C) and in case of eL:ergency - from inverter 11(-150)E-2'.'. (ref. Ec.)
through contacts 12-10 of the relay (ref. No. 321) and fuse CH-2 (ref. No. 33C).
The grid leads of the yarning unit cluble triode are conoeated to the air-
craft framework. The positive rectified stable voltage in applied to the leads of
tar:, trancnittera (ref. No. 31C) through terminals 1 and 2 of conn,etcr
In cave a /lane appears in the gap between the tranIsmitter and the aircraft
structure, the air in the gap becomes current-conductive. Toms is equivalent to
the connection of a resictor of 2 kilohmo to 5 - 6 megohmq tctuees the grid and
the anode. A positive potential is applied to the grid. The anode cu rent lacreases
lad reaches the value sufficient to operate the relay. The rel :.y operate/3 hnd fean
the voltage Iron the aircraft mains to the VIIG indicating lamp on the light panel
(ref. No. 10C) through the circuit breaker (ref. Ns. 29C), the closed contact & Of
the amplifier relay (ref. No. )0C) and contacts 1-2 of the relay (ref. No. 2.:(:).
To take the fire-extinguishing bottle operate it 12 recess7lry to deprenr the56A). In this case, the pcxcr in fed frcr the aircraft moinn to
button (ref. No.
the bottle (ref. No. 5n) through the circuit breaker (ref. No. 29C) end the
Cloned contacts of the button (ref. No. 50).
The fire in extinguithed by feeding Ozture 7 fro:: the firy-eitIhguILhIne
bottle to the engine co=partment through opecl?l pIpP line.
II. lain AND BooTER 11DRAULIC LINE NENS:lURN ENAfAREWT AFD
puce 23:,-2V),I.
Llectric: s=a11-elze rc:otc-readIrz preEnure
etaturIng the pree.:ure In the airoraft hydrRelic systtx.
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The set of the electric pressure gauge includea:
(a) electric preasure tranenitter 5111-50/250 (ref. io. 12K) in the zI1n
bldraulic cysten;
(b) electric preeeure transmitter 0An-50/250 (ref. No. 171) in the booster
eysten;
(c) electric remote-reading indicator Y2-250A (ref.
Tramnitters 31D-50/250 (ref. Nos 12E and 17K) are installed in the right-
end loft-band heel uellalrespeotively, to the left and right of frame No. 20.
The electric indicator (ref. Fo. 11i) in counted on the inetrunent panel.
The tranonitters and the indicator are electrically interconnected. Residen,
the indicator (ref. Ho. 11E) lo fed with the name voltage through the 37.0 OF
MDR. SI5TEU, FUEL REUAINDER, TANK WARNING circuit breaker (ref. to. 13K).
Abeence of pressure in the booster and n:,in hydraulic systens is indicated ly
the devices listed in the Table below.
Eef. No.
in cir-lots
cuit
diagram
Description
-
TYPc
Onty
Installation place
----
-
1
11Y
BOOSTER SYS. CUT CUT,
RIDS SYS. WINING
circuit breaker
A30-5
1
Cockpit, right-hand rear
electric board
2
26Y
Prearure relay
FA-135T
I
Under fin fairing, upper
portion, framea Nos 30
and 31
3
277
Pressure relay
11-1357
1
Under fin fairing, upper
portion, francs hoc 31
and 32
A
100
Light panel vith NO
TY-1072
I
trument panel.
PRESSURE IN KAIR SYSTEM
and NO PRESSURE IR
BOOSTER SISTER indicat-
ing leaps
5
260
Relay
Thi551iIT
Delay box, frames Noe 6
and 7, starboard side, in
cockpit
6
VC
Relay
M21HAT
1
Relay box, en left-hand
upper electric board of
inotrument panel
With the precsure drop in the main hydraulic syeten up to 165 kg/sl.on. and
laser the proseure elay (ref. Ho. 27Y) closes contacts 0413 and feede the
meaty? voltage to the NO PRESSURE Id Will SISTEW indicating lamp (ref. No. IOC)
and the positive voltage Iron busbar A of the rear electric board 'ef the right-
band ccniolo through the circuit breaker (ref. No. 11Y). The lamp lights up.
Vith the pressure drop in the booster hydraulic sycten to 165 kgisq.es. and
lo'ver the pressure relay (ref. No. 26Y) closes contact: 043. The relay (ref.
No. 270) becomes deenergised. The NO MOUE IX BOOSTER SYSTEM indicating leap
(raf. No. 10C) light: up since the positive voltage is Ted to it from busbar i of
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uti rear electric board of the right-hand.console through the circuit breaker (ref.
is.11Y) and the negative voltage in applied through contaets 11-10 of the relay
(rdIo. 26C) and contacts 2-1 of the relay (ref. No. 27C).
filth the preesure rise in the tain hydraulic system to 195 kg/eq,cn. end
Weer the pressure relay (ref. Po. 277) cloaca contacts 0.-UP and ?peso contacts
thue removing the negative voltage fret the 10 PEZBSURE 111 VAIN MIEN indi-
cobs isep (ref. No. 10C). The lamp goes cut.
Pith the pressure rine in the booster hydraulic system to 195 kesq.on. tod
uglier the pressure relaty (ref. Ire. 26Y) opens contactc 0413 and closes con-
tsots 0-HP thus feeding the negative voltage to the winding of the relay (ref.
10.27C), the positive voltage to the winding of the relay (ref. No. 270 being
fed frca busbar A of the rear right-hand electric board through the circuit
breaker (ref. No. 11Y). The relay operates and opens contacts 1-2 thus remoVIni
UA negative voltage from the NO PR2S2URE IN BOOSTER SYSTEU indicating lanp. The
In; goes cut.
:?.
12, PUUPING UNIT CONTROL SYSTNU
General
The pumping unit is controlled by the devices given in the Table below.
Jos
Ref. ho.
in cir-
cuit
diagram
1
Description
TYPe
Qnty
----
Installation place
-----
1
6Y
PUN-PING UNIT
snitch
B1'-151i
1
Trent electric bosrd of
right-hand console
2
207
Puse
FR-5
1
Port side, power distribu-
tion unit, frames Noa 12
and 13
3
23Y
Fuse
111-75
1
Port ride, poser distribu-
tion unit, frames bye 12
and 13
24Y
Contactor
KM-100:ii
1
Port side, power dirtribu-
tion unit, frames Nos 12
end 13
5
ai
Pumping unit
Hil-Zn
1
'
Front fin fairing,
frames Roe 32A and 33A
6
26Y
Pressure relay
FA-135T
1
Yin fairing, upper por-
tion, freces Foe 30 end 31
-
To provide landing of the aircraft with the eng ne n p ,
i=Ping unit EB-27T is installed in the booster hydraulic eystem. The pweping
13" Is connected to the eystem automatically ellen the preeeure in the booeter
ktirsulic aystem drope to 165 kg/sq.cm. and it is dieconnected when the precsure
iscressee up to 195 kgisci.en.
The pumping unit (ref. Wo. 25Y) becomee connected vhen the payer is applied
fro the aircraft mainn to tersinal 2 of the p=ping unit connector through the
hee (ref. No. 23Y) and the closed contac:te of the contactor (ref. Fs. 24Y). The
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n
contactor contecto close when the switch (ref. No. 67) In turned on and the p2:0-
Duro in tho hydrvulic system drops to 165 1:g/ncl.cm. In thin ape, cortnotn
of the pressure) relay (ref. Po, 26Y) are closed and the rower In fed from the
Aircraft cainc to the winding of the contactor (ref. go. 24Y) throuch the fuc
(ref. go. 23Y) and the contacts of the rwitch (ref. lb. GY),
pith the pressure rise up to 195 kg/eq-co. the 0-0 contacto of the relay
(ref. No. 26Y) become open. The contactor (ref. lo. 24Y) bcocmea deenergized
and opens the rupply circuit of the pupping unit. The pumping unit becomes dInec,-
nented.
13. SUBILIZER AND AILIM BOOSTERS CONTROL SYSTEY
General
The operation of the systeo in performed by the devicea listed in the Table
below.
Boa
Ref. Po.
in cir-T
ouit
diagram___-------_?__
Descriptior,
?
Installation Installati place
-----------
1
11Y
BOOSTER SYS. CUT
OUT,1111011 SYS.
VARNISC circuit
breaker
A30-5
1
Rear electric beard of
right-hand console in
cockpit
127
Button
204h
1
Vertical portion of
right-hand console
13Y
Switch
11Hr-15K
1
Left-hand upper electric
board of instrument panel
14Y
Hydroelectric
valve
FA-19o1
1
Starboard aide, lever
portion, frame:, Nos 21
and 22
15Y
Hydroelectric
valve
FA-190E
I
Port side, lower portico,
frames Fos 21 and 22
16I
Relay
THE52RAT
2
Processing box, port
vide, lower portion:
franen hos 24 and 15
177
hydroelectric
valve
FA-184
1
Tail portion of fin fair.
lag, frames Hos 32 and 321
22Y
Pure
B11-10
1
Power distribution unit,
port side, franca Fos 12
and 1)
Longitudinal and lateral control of the aircraft in provided by the control
atiok through irrayoraible boosters fed from the aircraft hydraulic system: the
atabilizer Is controlled through two-chamber booster BY-51!C and centrollerAFY-3o,
and the aileron? are controlled through two booeters BY-45A.
.eperntion of Electric Circuit
The aileron boosters are cut in by setting the switch (ref. go. 131) in thl
OR position.
Zn this Case) the mins voltage is fed to terminal 3 of 'the cow:lector of tht
bydroeleotrie valve (ref. No. 10) used for cutting in the aileron booster swat-
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Lustros the main hydraulic system, through the fuse (ref. )o. 22Y) and the con-
of the switch (ref. No. 13y).
At the Same time the mains voltage is also fed to terzinal 3 of the connector
d the hydroelectric valve (ref. No. 15Y) used for cutting in the aileron buster
evIstill from the booster hydraulic system, through contacts 1-2 of the relay
Od. so.
The stabilizer and aileron bonier? operating from the booster bydraulio
system are cut out by depresning the button (ref. No. 12Y) provided the circuit
breaker (ref. fic. 11Y) la on. The power it fed to terminal 2 of the connector of
the hydroelectric valve (ref. No. 17Y).
The power to aluo fed to the winding of the relay (ref. No. 16Y). The relay
;prates and ito contacts 1-2 open the supply circuit of terminal 3 of the connec-
tor of the hydroelectric valve (ref. No. 15Y) while contact? 6-5 close the supply
circuit of terninal 2.
poth aileron booster& are cut out by setting the switch (ref. No. 13Y) in
the OPP position. In this cane, the supply circuit running to terminals 3 of the
connectors of the hydroelectric valves (ref. Roo 14Y and 15Y) beccnec open uhile
the aupply circuits of terminals 2 becone closed.
14. STABILIZER CCITROL SIMI!
The ntsbiltzer control to perforacci by the devicee listed in the Table belce.
1Y ApY AUTM. CONTROL
circuit breaker
AN MANUAL CCNTROL
circuit breaker
AUTOUATIC - MANUAL
uwitch
HIGH SPEED - 10V
SPEED Switch
Control unit
Arn position
indicator
Snitch
Switch
CHECK. LIGHT
PANEL, PITCH. TEM
WARNING; SPNEDCHLNO-
GRAPH circuit breaker
Electric
rech&nien
Cockpit, rear richt-hand
electric board
Cockpit, rear right-hand
electric board
Left-hand upper electric
board of lustre:rent panel
Left-band upper electric
hoard of instrument panel
Cockpit, starboard side,
behind neat, frames Noe 10
and 11
Upper left-hand electric
beard of instrtment panel
Cockpit, front right-
band electric board
Aircraft control stick
Cockpit, rear right-
hand electric beard
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1
2
3
?
4
5
--- ?
11
19Y
Actuating mechanic:,
APY-3B,
Series II
1
Prorer hes 29 and 3C,
upper porrion,along axis
of a:yr.:airy
12
21Y
Puce
H11-5
1
Power disaribution unit,
port side, frat;et Nos 12
ahd 13
13
180
Light panel sith
indicating lamps:
741'2
1
Coc4it, inotrument carol
LANDM STADIUM;
C12,-30 (green)
l
TRU. EFFECT, HEUTRAL
CE-30 (green)
1
14
26C
Relay
TKE5511?
1
RfA.r,y box, franN: Soo t
and 7, In cockpit, star-
board bide
The alrezaft longitudinal cent:al lo carried out with tic help of the centre-
labia etabiliser through booster EY-518C which controls sirultanectmly both sta-
bilizer halves.
Automatic control equipment AP'-3B incorpantted in the stain:or control
system automatically changee the transminolon ratios froa the aircraft control stick
to the stabilizer end nimultaneouely to the artificial feel opring-leaded =v0-c1r%.
Regulation law followed by controller ATY-3B ic a function of the veiceit)
head and flight altitude no determined by the aircraft aerodynamic.?
The artificial feel aprin6-loaded mechanism is incorporated in the otabilizer
control syntem to olLulatc the action of aeredynamic forcet on the control eticb.
The artificial feel mechanion simulates the nctior of forces on the eohtrcl
etiek depending on the stick t.ovement and arm pos1t1on of the unit.
Automatic tranamission ratio controller 1..PY-31i com;u1sos:
(u) actuating mechanicm;
(b) control unit;
(e) arm position indicator.
At low Indicated opeode of flight and altituden over 10,000 m. the innor tube
position doce not depend on the indicated speed. The control utick force is minir.,,m
but the etabilizer deflection la maximun.
At high indicated speedo and eltitudee from 0 to 5000 m. the control stick
force in maximum but tho otabilizer deflection is minimam.
At intermediate altitudea from 5000 to 10,000 m. and higher the autonntle
equipment Operaten both necordint, to the velocity head and the flight altitude.
At intermediate altitude (for example, 7500 c.) on reaching the indicated spocd
lees than that of the control limit, the actuating inner tube stops despite the
further speed rise.
Regulation law performance by the auton2tic equipment proceede not evenly but
interalttently by ehort puleoe and la signalized by the arm poeition indicator of
the controller, and at the extreme Initial povition it In eignalized by the green
Indicating lamp fitted on the instrument panel.
A switch is mounted on the 000kpit left-hand console to control automatic
equipment APY-38. When the smite) In sot in the AUTOLIATIC podition the actuating
coolisniem operates automatically from the control unit. pith the switch in the
MANDAL position the actuating mechanism Is esitched from the big arm to the =ell
One and tines manually by a push-type esitch.
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The artificial feel opring-leaded mechanism Jo designed to nimulate the
iction of aerodynamic forces on the control stick in proportion to the stick
travel angle), speed and height of flight.
Tho greater the travel of the stick, the greater la the reduction of the
spring and the force imposed on the control stick.
Trimming effect mechanism 141-10011 performs the triomor aerodynamic function
by abifting on the pilot's wish tht neutral potation of the artificial feel mocha-
:Um that makes it posoftle to carry out the aircraft longitudinal balancing it
flight according to the forces.
The rotary motion of the electric motor of nschanism U1-10011 ie transferred
into a reciprocal notion of the acres. The sores is retracted or extended depending
et the direction of the electric motor rotation and ehifte the housing of the arti-
ficial feel epring-loaded mechanism the housing being connected with the screw.
When the housing of the artificial feel spring-loaded mechanic= in shifted for the
spring reduction value,tho force acting on the control stick la corpletely removed.
With the screw in the extreme pocitions the nicroowitchco counted in the
electric mechanism operate and owitch off the electric motor in One of the positiene.
The mechanism control lc perforred by a push-type owitch en the aircraft
control stick. When the cwitch in net In the DIVING position provided the bocutsr
le on And the normal presaure in the hydraulic oyster, le available, the etabiliser
leading aection deflects upwards (if the control ctick in free).
Ilhen the serer of electric mechanism HE-1CCU lii in the neutral position thc
pleroawitch operatec und cute In the MIL. EFFECT,NFUTKAL green indicating lamp on
the light panel (ref. No. 1c).
Operation of Electric Circuit
The atabilizer toaster etarts to orcrate only if sufficient prctLurc in built
tp In the booster hydninlic rytten.
The forces ccting upon the control stick are simulated by the artificial fel
wpring-loaded mechanism. Removal of continacuely effecting forces from the Ltick in
the pitching and diving positions of the aircraft is carried out by electric necht...
diem E11-10C,11 (ref. No. 18Y) by feedin?, thu =eine voltage to terInale B or A of
the connector of electric mechanis2 R11-10D11 (ref. No. 18Y) through the fuse
(ref. No. 21Y), the cloned contacts of the switch (ref. No. CY) sod the resrective
closed contacts of the button (ref. No. 9Y) in the DIVING end TI:CHING positions.
At the came time the artificial feel nechanirr, teens? shifted fro the
teutral pocition.
The indicating 1n-lp (ref. ho. IF) ehoviog that the trinniaz effect scohanirm
13 in the neutral porltion sin light up when the limit switch contacts of oleetrio
sechanica 11H-10011 (ref. No. 18v) clone at the =cront corresponding to the posi-
tion of the stabiliser and electric nechanielo M11-100N at the preset balancing
sped. The positive voltage is applied to the indicating 1eLp (ref. Nz. In) as
OC213
as the circuit brenkor (ref. No. 10Y) le turned on.
After toe circuit breaker (ref. No. 1Y) io turned ea rad the switch (ref.
L. BY) icset in the AUTCUATIC position,the pacer is fed froo the aircraft Edna
through terminnl 4 of the connector of the control unit (ref. io. 5Y) to the
101tsge divider, the contact of relay pc-3 and to the ernature 2 of relay ?RC.
Relay FOC operates either acoordtag to altitude (armature 2 cicoes with cc:-
t1,71 II) or to cpced (sru.ature clone with contact depending on the mitontch
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poteatio=eters and by the feedback potentionetcr of the octu4tihg mechanism of the
automatic controller IF7-3B (ref. No. 197); the current flown through nindinoc 1-2,
relay FEC.
1
3-4, 5-6 of relay IEC of the control unit (ref. No. 57).
mng (mall arm) of relay? FC-3. The relays will c
Winding 11-12 1c o positive feedback ele=ent which encures ctable operation ef
When contacts $1 and El are cloced,the mains voltage lc fed to tile vindln6 of
relay FC-3 El (big ern); when contacts 1 and A are closed the Caine vcitag
fed to indi
from the aircraft mains to the
operate
and
vier:11:nge
in
their contacts thus feeding the voltage
coil of the electric) motor of electric mechaniam U11-1001 through the circuit
breaker (ref. Co. 1Y).
The micron:itches of the extended and retracted tionitions of the inner tube of
the cotuatini mechanism (ref. Vo. 19Y) are the unit ewitchea cf the actuating
mechanirm extreme positions.
The potation of the slide of the otabiliner indicating petentic=eter of the
actuating at'shaniem depends on the ponition of the actuating me:Ionic= inner tube.
The elide takes off the voltage (a part or the whole voltage of the aircraft
mins) and feeds it to the arm potation indicator (ref. No. 7Y) provided the
circuit breaker (ref. No. 27) is tuxned en.
then the switch (ref. Do. 31) in set in the W.NIUL position and the witch
(ref. go. 4Y) its throvn either to HIGH SPEED or 1011 SPEr.D,the power supply in fed
to the corresponding reversing windings of electric motor of electric mechanic=
EB-10011 of the actuating mechanic= (ref. No. 197).
Muni the position of the inner tube arn of the actuating mechanic= of the
automatio controller AIY-3B (ref. go. 197) ono be manually changed.
At the moment of the DIG AEI the positive circuit of the UNDIEG STkBILIZEL
indicating la=p on light panel (ref. go. 160 becomes closed through the contacts
of the actuating mechanism oicroositch (ref. go. 191). The la=p (ref. No. 16C)
lights up.
15. LARDING GEAR CONTROL AIM WARNING SYSTEH
General.
The eyetcm is designed for extending and retracting the. landing gear lege and
warning the pilot of their positicn.
The control and raralng eyntea co:prise& the devleea listed in the Table teloe.
yos
Bd. Ito.
la cir-
cuit
alagram
Description
Type
Qnty
Installation place
-2
3
4
5
-...-
6
2N
Noisy
li5211A1
I
Delay box, frames Cos 6
and 7, starboard tilde, in
cockpit
34N
L.G. FLAPS circuit
breaker
13C-5
1
Right-hand rear electric
board, in cockpit
35N
L.O. UP - L.C. DOWN
switch
Dfl11-45
1
Cockpit, left-hand
console
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)613
4311
2C
3C
4C
5C
10 6C
11 7C
12 CC
13 11C
Hydrooleetric 'calve
Hicrocaltoh
L.G. WARNING WIG.
LIGHTS circuit breaker
Limit switch
Limit uwitch
Limit cwitel
Limit umitch
Limit ruitch
4
11-142/1
X703
A30-5
EX-2-2COP
BH-2-200P
EH-2-20a
Bii-2-140P
Licit switch
14 12C
15 I3C
16 24C
1? 15C
Flight end landing
warning panel
Indicating lamps:
NOSE WHEEL UP;
POSE WHEEL- DONE;
EXTEND Limn GE1H;
EIGHT-HAND WHEEL DCI;
BIGHT-HIND WHEEL UP;
LEFT-HAND ;HEEL DOIN;
LEFT-Wain VHSEL UP
Lamp
Lamp
Lamp
Relay
BK-2-2WP
DK-2-200P
HEC-2YR
Starboaxd aids, lover per-
tionj :rut No. 24
Lettband sing, rib No. 1
Right-haad rear electric
board In cockpit
Left-hand detachable sing
Section, botam ribo Noo 4
aad 5
Left-hand detachcb/e wing
section, between ribs Nos 1
cad 2
Port vide, frame No. 6,
mope wheel sell
Frame No. 71, lower por-
tion, along axis of mymmetry
Eight-hand detachable wing
oectlon, between rlbc Doe 4
and 5
Light-hand detachable
wing :section betocen
rib:. No? 1 and 2
Left-hand cozsule
red
green
red
green
red
g-cen
red
XC-39
XC-39
XC-39
INE53fl/T
1 LANDING LIGHTS; L.G.
A3C-10
OUTSIDE INDICATING
LIGHTS circuit breaker
1 L.G. rlght-h.and leg door
1 Nose sheel strut fork
1 L.G. left-had leg door
1 Starboard relay box,
frames Non 12 and 13
Bear electric board of
right-hand console
To extend the leading gear, met the evitch (ref. No. 350 in the L.G. DOLT
lesition.
In thin came, the maims loltege 13 fed to
tidroelectric valve (ref. No. 360 through the
breaker (ref. No. 3411) and the contacts of the
terminal 2 of the connector of the
cloned contacts of the circuit
cuitch (ref. No. 3511).
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?82--
2p retract the lading gear net the switch (ref. Fe. 3514) in the L.G. UI poni-
tion.
In thin once, the pouer In fed to terminal 3 Of the connecto'. of the hydro-
electric) valve (ref. No. 360 and the oupply circuit of terminal 2 becomes open.
The uarming Gysten indicating the positicns of the landing gear leo Gpente,
ea follows:
(a) during take-off the landing gear in extended; contacts 0-IT of the limit
asitehee (ref. Non 3C and 7C) and contacts 043 of the snitch (ref. Fo. 5C) arc
closed, the POSE WHEEL DON, LEFT-IIAND NEEL DCN and R1GHT-RAND NlllL D314N indi-
cating lcmpo burn on the flight and landing vorning panel (ref. hs. 11C);
(b) in flight the landing gear iv retracted; the LEF7-EAN1i 11IL PC(n,
RIGHT-
RAJDNIIENL DUN and NOSE NUM DOWN indicating lamps do not burn nam longer rince
contacts 0-4 of the limit snitches (ref. Hos )C and 7C) and contacts 043 of thf.
switch (ref. No. 5C) are open while LEPT-HAND HEEL UP, IIICHT-HAND sHEEL UP and
NOSH IlliENL UP indicating lamps burn oince contact? 0-HP of th,! limit switcheo
(ref. Nos 4C and OC) and contacts 0-113 of the limit cuitch (ref. No. 6C) arc
cloned.
The EITEUD LANDING GEAR indicating loop dors not bura on the flight and land-
ing warning panel (ref. No. 11C) since the negative circuit in bro;,(n by con-
tacts 1-2 of the nicronuitchua (ref. Nos 5)i: and 54E) with the flaps retracted;
Note: then the flaps are extended the EXTi:ND LANDING GEAR indicating lop
will not burn either since Ito supply circuit feedirE inc vol tag frk;:1
the aircraft name to the lamp through the circuit breAker (ref. No. 20)
and contacts 0-113 of the lirit switch (ref. hu. 7C) will be bro:en ty
contacts 7-2 of the relay (ref. No. n) being self-net through con-
tacts 5-6.
(o) during landing the landing gear In extended; the LEI-HANN ZIL:EL DC.N,
RIGMHAND Inim DUN and NOZN NUM =AN indicating lar.pc burn since the centautc
of limit owitchco 01-11P (ref. Nos 3C and 7C) and 0-113 (x-cf. No. 5C) arc cloned and
the LE?-RAHD aRREL UP, RIM-HAND bliEnL UP and NOSE UNEll UP indicating lan-ps do
not burn on the flight and landing warning panel (ref. No. 11C).
The EXTEND LAMING GEAR lamp does not burn.
She lamp will light up In cape of landing with the flaps extended and the load-
ing gear retracted. In this cane, the negative voltage in fed to the 'an') through
cloned contacts 1-2 of the nicroewitchen (rof. Nos 53g and 5) while the caiss
pooltIve voltage Is fed through circuit breaker (ref. No. 2C), contactc 01-113 of
the limit owitch (ret. No. 7C) and nornally-cluced contactn 1-2 of the relay
(ref. Vo.
Hot*: The winding of the relay (ref. NO. 2) is deLnerglmed: the negative .
voltage in fed to the winding through contati, 3-4 of the cicroLwitca
(ref. No. 4311) while the pobltive circuit lo opened by contacts 043
of the limit switch (ref. No. 4C).
The external indicating lamps (ref. Hos 12C, 13C and 14C) will light up on
tho extended L.G. lege only when the circuit breaker (ref. No. 2C) in turned on
and after the rels7 (ref. No. 15C) has operated. In thin rare, contacts 8-9, 5-
&d 2-3 of the rels7 (ref. Mo. 15C) clone the negative circuits of the externAl
indicating lamps, and the mains positive voltage in fed through contacts 0_Hp of
the limit switohon (ref. Roo 3C and 7C) and 043 (ref. Ho. 5C).
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16. LARDING GEAR BRAKE AUTCUATIC BELE,422 GUM
General
Operation of the landing gear brake automatic roleane oyeten is accomplinhed
by the devioeo given in the Table beloo.
Be!. No.
In cir-
cuit
diagram
12
3U
42
I3U
2C2
212
222
232
242
10 252
Deceription Type
Belay
THE5211AT
Relay TIE5211AT
Inertia tranamitter YA-24/2U-5
Electropnetimatic
Y11-53/1-2
valve
AUT. MEL NUKING
A3C-10
circuit breaker
Blectropneumatic Y11-22
switch
Electropneumatic YA-53/1-2
valve
Yfl-53/1-2
valve
Blectropncumatic
Inertia trans- 11-23/211-13
glitter
Inertia trans- YL-23/22-14
mitter
In case of an abrupt decrease of angular velocity
1141r side-akidding the electromagnetic valvec operate
iltetric palace vent by the inertia transmitters and relieve the air fru= the brake
itzlb:;rn thus releasing the wheels.
The electromagnetic valves and inertia tranamittere ore electrically connected
lotbat in cave of an abrupt decrease of angular velocity or In case of side-skid-
114 of one of the main vhccla, only one of the nein wheels and the neve wheel
lecazo releaped, while in case of vide-skidding of the nose wheel only the nave
ileel becomes released.
Installation place.
..11.A...1...........inear???????aina.??????...........????????????????????????
Starboard relay box,
frimes Nos 12 and 13
Starboard -relay box,
framer; Not 12 and 13
Nose wheel
Francs Nes 6 itzd 7 under
cockpit floor
hlectrle board of left-
hand console
Cockpit, behind instru-
ment panel, upper portion
L.C. left-hand leg door
L.G. right-Land leg doer
L.C. left-hand nheel
L.C. right-Land heel
of the whecls or
under the effect
in
of
cave
the
of
Vhen the brake control lever on the aircraft control stick is deprecnedithe
e
41reseed air from the pneumatic synten is delivered to electropoeumatie
1t011 1J-22 (ref. Ne. 210 and the contacts of the electric circuit become closed.
the rains voltage is fed from the energized circuit breaker (ref. No. 201) to
4rainale 1 of the dectrepneumatio valves (ref. Nos 22H, 2111 and 130 and t
40 of the relays (ref. Nos 111 cod
In cane of An abrupt decrearc of velocity or in cane of cide-;111d)dionp:rto,fteene
tr both due
Main wheels the electropneuratic valves (ref. Fos 2211 and
tattle closing of the negative circuit in ono or in both inertia tranpaittcre
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(ref. No: 2411 and 2511). The valven relieve the air fro= the brnIs cla,eheeo thus
roleaeing czo or both rain uheels.
At the se= tine when the left-hand shed is rcleased,the relay (ref. Bo. 3)
operates since the negative voltage is fed to its winding through the clowd con-
tacts of the inertia transmitter (ref. Eo. 24U).
Contacte 2-3 and 5-6 of the relay (ref. no. 34) close the negative oir.:ult of
terminal 2 of the electropneueatic valve (ref. Vo. 134) whiuh operates ond releoee:
the nose wheel.
The relay (ref. No. 10 operates simultaneously with releasing of the right-
hand wheel since the negative voltage is fed to its winding through the clobed
contacts of the inertia tranc.zitter (ref. No. 25U). Contacts 2-3 and 5-6 of the
relay (ref. No. IU) close the negative circuit of terninal 2 of the electropne:ratic
valve (ref. Do. 131) which operates and releases the nose ',heel.
Thus, the nose wheel is always released when the left- or right-innd wheel is
released no well as when both landing gear main wheels, are released. In ease of
an abrupt decrease of angular velocity (or in case of side-Lkidding) of the nose
wheel only, the electropneunatic valve (ref. :4.1e 132) operates and releales only
the none wheel since the contacte of the inertia transnitter (ref. No. 411) in the
negative circuit are closed.
17. AIR mais CONTROL AND WARNING SYSTLL
General
The syeten in designed for extending and retracting the air brakes and uarniu,
the pilot of their position.
Operatien of the air broken control end earning ustem is perforl'ed by the
devicee listed in the Table below.
Nos
2ef. Ho.
in oir-
ding=
Description
Type
Qn
Installation place
2
3
4
5
6
1
1911
Uicrosuitch
1703A
1
Francs Bon 17 and 18,
lower portion, along axis
of oymmetry
2
30U
Sicreasitch
1701
1
Engine control lever
3111
H7drcelectric
ve/ye
ri-la4
1
Fuselage, lower star-
board portion, franca
Nos 22 and 2/
4
3211
H/droeleotric
valve
ri-184
1
Plumley, lower star-
board portion, francs
Des 22 and 23
5
3311
112 DUXES
circuit breaker
A3G-5
1
Rear right-hand electric
board
6
2C
L.G. MINING
NAM LIGHTS
circuit breaker
A3G-5
1
Rear right-had electric
board
7
9C
Nicroewitoh
AM
1
Port side, frame No. 13/
1
lower portion
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2
Auiebanamal......???????.1?????????.....mmem.y....3 illIllIllIl
6
8 11C Flight and landing UBC-21% 1 Left-hand console
warning panel:
AIR EWES EXTSUDED CU-30
indicating lanp (green)
The aircraft is provided with three air brakes: two side air brakes end one
Icier air brake.
They are controlled by means of hydroelectric valves 11-164 through the micro-
n/tab oanted on the engine control lever. When the alarm/itch is enitched off
the air brakes are retracted.
Au coon as the nicroeuitch in cuitched on, the voltage in fed to the hydro-
electric valven, the air brakes beccme extended and deflect to a certain angle.
The AIR BRAKES EITZUDED indicating lamp lightt up on the flight and landing warning
panel. The man') is interlocked bc the cicroseltch controlling the side air brakes.
The extension ef the lower air brake is interlocked by the drop tank (the
lower lAir brake nay be extended only rhen the drop tank is jetticoned).
Operation
of Electric Circuit
After the circuit breaker (ref. No. )30 lc switched en, thf reline voltege Is
fed to the relcroewitch (ref. No. eel?. The mtcroeeitch feed the power tc terelnal e
of the connector of the hydroelectric valve (ref. No. 321).
The side air brakes becoze extended. When the drop tank in jettieened, coe-
tacts 1-2 of the miceosvitch (ref. No. 19N) tQco=e cloned and the voltage Is fed
through them to terminal 2 of the connector of the hydroelectric valve (ref. No. )10.
The lower air brake will also be extended. If the drop tank Is not jettleoned,the
lower brake will rer.ein retracted.
When the microewitch (ref. No. 3ce) is eeitched off, the eueply circuit of
terninal 2 of the connector of the hydroelectric valves (ref. Nos 3112 and 32P)
opens; the air brakea becoee retracted.
In the extended position of the al: erakee the limit switch (ref. L. 90)
operates and closer Ito contaete 3-4. The cicecd contacte feed the celne volteec
from the circuit breaker (ref. No. PC) to the AIR eRAKES EXTENDKD IndIctinE LirT.
The indicating lamp lights up.
nen the air brakes arc retracted the indicating lamp le dead.
18. FLAP CONTROL AFD egiNING SY5TEU
General
The cyntem lo designed for extending and retracting the flaps uhile
and landing.
The devices given in the Table below ennere operation of the eyetee.
6.04116 meow
Ica
Ref. No.
in cir-
cuit
diagram
Devcription
TYFe
Qnty
Installation place
2 3
L.G. YLAk:; circuit
302
breaker
r3C-5
5
pcar electric board cf
right-hard console
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....---------
1
2
3
45
o
2
39U
Flap control
meohanicm
113 with
microswitch
1
Horizontal portion of
left-hand consJle
3
431.1
Llicrossitch
A303
13031
left-handac
dethably nec-
ticn of wine, rear pertton
of rib lio. 1
4
44I1
Electrohydraulic
valve
FA-184
1
Lar right-hand portios
of fueelaes, between
fraece Nos 23 ;,..red 24
5
53U
Nicrocwitch
Aso
I
Flap of etartoard wine
6
54N
Hicrocwitch
A303
1
Flari of pert side visg
7
11C
Flight and lending
warning panel:
ITIC-21Iii
1
Left-Land console
FLAPS DM Indleat-
inA lemp CE-30
Flap control cyetem in of electrohydraulic tyi,. Tic2 flap:: nay tii retracted
and extended by depreooing thc respective buttons on the iia; control cechanise.
2Eiat1on of Electric Circuit
when the EXTENSION button of the flap control eiechnnin:e (ref. No. 392) in de-
preened, the mains voltage lo fed to terminal 2 of the connector of the hydroelect-
ric valve (ref. No. 44) through the dioconnected circuit breaker (ref. No. 341;
and the cloned contact? 3-4 of the llmit switch controllirg the flaps (ref. No. 190.
The hydroelectric valve operates. The flapo ansume the extended position. :hie
FLAPS DO/1 indicating lamp on the flight and landing warning panel (ref. Nu. 11C)
lights up cince contacts 1-2 of the microovitches (ref. Nos 532 and 542) are cloeci
feeding the negative voltage to the lamp, the positive voltage being fed to the
lamp from the circuit breaker (ref. No. 2C).
? Open the RETRACTICN button is depresped, the power fed from the circuit brenEnr
(ref. No. 34U) is removed from terminal 2 of the connector of the hydroelectric
valve (ref. No. 44) by contneta 3-4 of the limit switch (ref. No. 39E).
The hydroelectric valve operatco and retractn the flapo. The FLAPS DUN indi-
cating lamp on the warning panel (ref. No. 11C) goeo out nice contacts 1-2 of the
alcroswitchen (ref. Nos 5311 and 5414) become open thus removing the negative voltage
Iron the lamp.
Vith the flaps extended end the landing gear not extended the EXTEND LANDING
GEAR indicating lamp burns on the flight and landing warning panel. The rains
Voltage in fed from the circuit breaker (ref. No. 2C) to the lamp through con-
taste 0-113 of the limit awitches (ref. No. 1C or 7C) and ccntacte 1-2 of the
relay (ref. No. 20. An noon an the landing gear is extended, contacts 0-113 of
the limit switch (ref. No. 4C) become cloned and the mainy voltage in fed to the
ainding of the relay (ref. No. 2U) through the circuit breaker (ref. 'Nu. 2C).
The relay (ref. No. 211) operates, bee:men celf-reset and its contacts 1-2
break the supply circuit of the EXTEND LADING GUN indicating lamp. :The lomp
cut.
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19. DRAG PARACRUTI CONTROL SISTEU
General
The oyetem is designed for releoning the parachute in order to shorten the
aircraft landing run.
Operation of the system ic performed by the devices listed in the Table below.
Nos
Bcf. No.
in eir-
Quit
diagram
Deecription
Typo
Qnty
lnstellation place
?
1
2611
CHUTE RELEASE
button
5Y
1
Cockpit, left-hand
console
2
2711
Electropncumatic
valve
695000/11
1
Promen Rot 31-33A, lcter
portion, on pnrachute
container bracket, along
alio of ey=zetry
3
alli
CHUTE DEOPPIEG
button
200:
1
Cockpit, left-hand
console
4
291!
Electropncumatic
valve
695000/R
1
ITames Yon 31-32A, loser
portion, on parachute cen-
Lilner brIcket alonE the
axle of syr:J:etry
5
4011
DRAG CHUTE circuit
breaker
A3C-5
I
Roar electric board of
right-hand console
The drag parachute control system is of clectropneunatio type.
The drag parachute in released by depressing the button (ref. No. 20). in
this case, tho =nine voltage in fed fro the circuit breaker (ref. ho. 4C1!) to
terminal 1 of the connector of the electronnou=,itic valve (ref. ho. 27Y.).
The electropneumatic valve operates and the air entere the auttere control
syctem. The auttere open.
The parachute falls out of tho container =1 becomes inflated duo to its cen
weight and the air flou.
The parachute in dropped by depressing the CHUTE DROPPING button (ref. Ito. 28N).
In thio cape, tho mains voltgo is fed fro= the cirouit breaker (ref. No. 401) to
terminal 2 of tho connector of the electropneuratio valve (ref. No. 2910. The
electropneumatio valve (ref. flo. 2911) operates and by-passes the air from the etr
*stem to the hitching look cylinder. Thus, the drag parachute is unhooked.
20. CONTROL SISTER OF LARDING AND NAVIGATION LIGHTS,
1NSTIRRIENT LIGHTING AND EXTENSION MPS
General
The system is designed for illuminating a runway while landing kind
end the instrument dials, cockpit and separate units of the aircraft.
The oyster, comprises the devices gives In the Table below.
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Ref. Ho.
in cir-
cuit
Magnin
-------
Description
Type Unty
Installation place
2C L.G. WARRING NAVIG.
LIGHTS circuit breaker
16C L07; HIDDLN; FULL
vwitch
17C Resistor
EA110-4 5
(red)
Tail light
XC-39
(white)
EAH3-45
(green)
12 42C
13 430
14 44C
15 48C
16 49C
Socket
BO HEATING,
EXTENSION LAW' circuit
breaker
Socket
LANDING LIGHTS, L.G.
OUTSIDI INDICATIN
LIM'S circuit
breaker
LANDING LIGHT, IA1.11-
INC, RETRACTION,
TAXIING switch
Landing light
47K
ASC-5
Cockpit, rear right-hand
electric beard
Cockpit, left-hand
console
ruse and resietor box,
in cockpit behind pilot's
peat, fraLles Nov 10 and 11,
starboard side
Leading section of port
side detachable porUon of
wing, betueen tipn of
ribe Nov 10 and 19
Fin edge
Leading section of eta:-
beard det:schahlt porticn of
wing, between tipe of
ribs No 18 and 19
ruse and renictor box in
cockpit behind pilot's ocat,
frames Not. IC and 11, star-
board
Cockpit,right-band coneole
Cockpit,reur right-hand
electric board
Port side wing, L.G. well
Cockpit, rear right-hand
electric board
Landing light
BT3020Ve
UUP-1A
0141-1A
maim
Relay
TiE5611AT
Upper left-hand electric
board of instruneat panel
Starboard detachable por-
tion of wing, ribe Nos 1
and 2
Port side detachable por-
tion of wing, ribs Nos 1
and 2
Relay box, starboard,
frame3 Vos 12 and 13
Relay box, atarUcard,
franca Poo 12 and 13
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Port side, porter distribu-
tion unit, frames los 12
and 13
Tort side, poser distri-
bution unit, frames Roe 12
and 13
Instrument lighting
lamps
Instrument lighting
lampu
board
Cockpit,
ooncole
Cockpit,
console
Cockpit,
console and upper bohrds of
instrument panel
In:Am:lent panel
Eeltv box, in cockpit,
near frame No. ll tnr-
board side
Belay box, In cockpit,
near fraca! bn. athr-
board cid,
Relay box, in cockpit,
ha. 11, etsr-
ar frame
board Gide
Cockpit,
console
Cockpit,
Cockpit,
console
Cockpit, rear right-bAnd
eicotrie board
console
Cockpit, right-hand
oonSOla
Cockpit, right-Mod
console
W.Leniojct
rout
The landing lights (ref. Noe 44C and 4)C) are controlled pith the help
(mite)) (ref. No. 42C) and two relsys (ref. Dos ABC end 49C).
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When the cwitch (rel. No. 42C) lc net in the LANDING position the can
voltage is fed from the energized circuit breaker (ref. No. 41C) to the windinge
of the relay') (ref. Fo5 48C and 49C); the relays operate.
Prom the circuit breaker (ref. No. 41C) the voltage le fed to terminal 2 of
the landing lighte (ref. Nos 44C and 4)C) through terminals 12-11 and 9-8 of the
relay (ref. No. 49C); the landing lights are extended.
Proa tune I111-30 (ref. No. 50C) the voltage is fed to terminals 4 of the
landing lights (ref. Fon 44C and 43C) through terminale 2-3 and 5-6 of the relay
(ref. No. 48C). The landing lightc go on - PULL LIGHT.
When the switch (ref. No. 42C) it Oct in the TAXIING position, the "ains
voltage in fed fro= the energized circuit breaker (ref. No. 41C) to the winding of
the relay (ref. No. 49C). The relay operate& and the landing lights are extended.
Prom fuse ER-30 (ref. No. 50C) the voltage is fed to terminal 5 of the land-
ing lights (ref. Nos 44C and 4)C) through terminals 5-4 and 2-1 of the relay
(ref. No. 48C) and terminals 16-17 and 15-14 of the relay (ref. No. 49C). The land-
ing lightc go on - LOW LIGHT.
When the cwitch (ref. No. 42C) in set in the RETRACTION povition,the voltage
from the energized circuit breaker (ref. No. 410 it fed to terninale 3 of the
landing lights (ref. Nos 44C and 43C) through tereivals 2-4 and 1-3 of the switch
(ref. No. 42C). The landing lights arc rargeted.
The navigation lights (ref. Nos 19C, 20C and 21C) are suitched on by setting
the [switch (ref. No. 16C) to one of the folloving ponitiona: LO, EIDULF and FULL
depending on the luminous intensity required. In thin case, the rains voltage is
fed from the energized circuit breaker (ref. No. 2C) to the navigation lights
through tune (ref. No. 23C), the contacts of the twitch (ref. No. 16C) and through
the reaistor (ref. No. 17C).
The :Jackets (ref. Non 28C and )6C) dceigned for connecting the extension laep
are fed with the voltage from the energized circuit breaker (ref. No. )5C).
The voltage in applied to the instrument lighting leaps (ref. Nos 56C, 57C
and 59C) of the right- and left-hand coneolen and instrument panel in the pilot,e
cookpit by switching on the circuit breaker (ref. No. 66c).
The co:mole lighting lampn (ref. No. 56C) mounted on the right-hand console
are fed with the voltage through the fuse (ref. No. 54C), the damping resistor
(ref. No. 62C), the brightnese control rheostat (ref. No. 64C) and through the tune
(ref. No. 67C).
The conaole lighting lampo (ref. lb. 57C) Installed an the left-hand console
are fed with the voltage through the wane circuit having inotead of the tune
(ref. No. 67C) the tune (ref. No. 55C) connected after the rheostat (ref. No. 64C).
The instrument lighting lamps (ref. No. 59C) installed on the inntrunent panel
are fed with the voltage through the tune (ref. No. 53C), the damping reeletore
(ref. No. 61C), the brightness control rheostat (ref. No. 6)C) and through the fueee
(ref. Woe 68C and 69C).
Note: The twitch (ref. No. 65C) Is in the OFF position.
In emergency case the instrument lighting lampa on the luntrucent panel are
sunned on by the twitch (ref. No. 65C) net in the ON potition. The poeer in fed to
the laws (ref. No. 59C) through the tune (ref. No. 52C), the brightness control
rheostat (ref. No. 60C) and through the contacts of the switch (ref. No. 65C).
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21. HEATING OYSTER OP STORAGE BATTERIES, PRESSURIZED BUST,
CLOCK, PITOT-STATIC TUBE 11314 and PITOT TUBE 111-15611
General
The system it designed for maintaining normal temperature conditions for the
storage batterieS, preventing the pressurized helmet glasses from sweating, provid-
ing the precise escapement of the clack and for de-icing Pitot tubes MA-7 and
/51-156M.
Operation of the syetem is performed by the devices listed in the Table belor.
EEO HEATING,
EXTENSION LAU
circuit breaker
Frames Nes 11 and 12,
lower portion, port side
Cockpit, rear right-hand
electric board
CLOCK circuit
breaker
Heating element
of clock A4C
Heating element of
Pitot-static tube
Heating elecent of
Pitot tube Tn-15511
Circuit treakor of
Pitot tube 171-15c1
Belay
Cockpit, middle board of
instrument panel
Heating slip-
cover for ctorogc
battery 15=-45 with
thermal relay 7-50
Rheostat
Instrument panel, clock
Pitot-ntatic tube rod end
Fuselage, atarbcard,
between frames Noe 3 and 4
Cockpit, middle board of
inetrument panel
Relay bei, starboar4,
frames Von 12 ynd 13
Frnct Vos 7 to 10 under
cockpit floor
Cockpit, left-band con-
Dole
Pressorited helmet
pressurized helmet
STORAGE RATTERI
HEATING switch
FAST PRATING OP PRES-
SURIZED HELMET button
The heating element (re!. No.
es by setting the switch (ref. O.
With the switch net in the CN
Icer supply nource to the heating
13T) of otcrage batteries 15CUC-45
2C1) in the 0 posion.
position the voltage is fed from the ground
elesent (ref. Pc. 137) through ITA-6
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(ref. No. 503), the fuse (ref. No. 343), the clored conthets of the :Twitch
(ref. Po. 207) and contacts 2-3 and 5-6 of the relay (ref. No. 127).
The relay operatec automatically when the contacts of the theraoewltch close
with the temperature drop.
Iote: Tho heating clip-cover iz furnished with thermal relay 7-5n
adlusted for breaking the contacts at a temperature of I5c 42?C.
Presourited helmet rE-4UC of oxygen eet KE0-3 ie heated by feeding the
rains voltage from the energized circuit breaker (ref. ho. 35C) to the helmet
heating element (ref. No. 19T) either thrcugh the rheostat (ref. No. 187) or
through the closed contacte of the butter (ref. ho. 211).
The heat control of the helmet eleeent is provided by neann of rheostat nlea
used for twitching on the main:: full power cupply and cutting it cut. The fast
heating of the preseurized helmet It cut In by depressing the reepeetive button.
In thio case, the full maine poiver ic applied to the helmet heating element.
The heaters of Pitot-ttatic tube EB11-7, clock 1.1C and of Fltut tube Tfl-155U
are twitched on by turning on the respective circuit breakers (ref. hoe 77 and 117)
which pee the =lire power to the heater of litot-etatle tube 1iK-7 (ref. he. 57),
tha heater of clock AJC (rel. No. 87) and to the heater of Pitot-tlfte W-15G14
(ref. No. 100.
22. COCKPIT IlEA71hG L1L7hU
General
Operation of the system it perforaed by the devicee lihted In the Table below.
Nos
Ea. No.
in cir-
cuit
dingran
Deveription
Type
Qnty
in0.411utlen place
17 COCKPIT POuER A3C-5 1 Rear electric board of
SUPPLY circuit right-hand ecnaele in
breaker cockpit
27 AUTOMATIC-HOT-COLD 1131111-20 1 Cockpit, left-hand
twitch console
37 Thermoregulator 7EW-451 1 Cockpit, frames Noe 10
and 11, port tide
4 47 Electric air Unit 525 1 Futelage, lower portion,
distributor frames Hoe 21 and 22, along
axis of cymmetry
147 Belay unit P11-2 1 Cockpit, frame No. 11,
(in pet with port side
TPITK-45M)
The thervoregulator is designed for maintaining automatically the air teepera-
turt in the cockpit within the specified linits.
The air distributor iv used for receiving air frog the engine compreeeor and
distributing It between the hot and cold air supply linca.or delivering it to both
11nOS olcultaneauely.
The relcy unit is designed for switching the power oupply cireuite of the
electric air distributor.
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19peratica of Electric Circuit
To maintain the air temperature in the cockpit autbmaticaLly within the apeci-
fied liBitp (with the help of a limb), it is nececsory to switch on the circuit
breaker (ref. MO. 1T) and to set the switch (ref. Ho. 2T) in the AUTOMATIC position.
When the air temperature ic below the normal level (op preset on the 110),the
bimetallic coil of the thermoregulator (ref. Ho. 3T) blown by the mains air la
strained thus closing the moving contact and the first fixed contact and feeding
the negative voltage to the winding of the relay unit (ref. No. 14T) through ter-
minals B and A of the connector of the thermoregulator (ref. No. 3T) and terminal B
of the connector of the relay unit (ref. No. 147).
The positive voltage is fed from the circuit breaker (ref. No. IT) to the
relay winding and contacto.through the closed contacts of the twitch (ref. No. 2T)
and terminal, n and 1 of the connector of the relay units (ref. No. )4T). The relay
operates and feed? the mains voltage to the electromotor of the electric air dis-
tributor (ref. No. 4T) through the cloned contacts of relay unit (ref. No. 10),
terminal B of the connector of relay unit (ref. No. 147), terminal A of the connector
of the electric air distributor (ref. No. 47), the closed contacts of the limit
switch and the reversing winding of the air distributor (ref. No. 4T).
The motor starts to operate and opens the throttle in the hot air aupply line.
If the air temperature in the cockpit exceeds the value preset on the limb, the
bimetallic coil of the air temperature regulator (ref. No. 31) strains and eloecu
the moving contact and the second fixed contact thus starting the electromotor of
the electric air diotributor (ref. No. 4T) through the contacts of the other relay
of the unit (ref. Ho. 14T). The motor turns the throttle in the supply line feeding
the cockpit vith cooled air.
To decrease the temperature fluctuations, the thermoregulator has an electro-
magnetic feedback coil both lends of which arc connected with the potenticzeter of
the air distributor (ref. No. 4T). One lead of the potentiometer and the feedback
coil in fed pith the mains positive voltage while the other cne is, fed with the
negative voltage and the potentiometer slide In connected with the other lend of
the feedback coil.
Shifting together with the air distr,outor th:ottlea, the potentiometer elide
changes the voltage in the feedback coil. The lower the position of the elide on
the potentiometer the higher in the voltage in the feedback coil and vice versa.
Bcopectively,the moving contact of the thermorcgulator (ref. Ho. 31) Is attract-
ed to the coil core or repulsed by it thus eloping the hot Air supp_lv_c-ireult or
vice versa.
This is how the air temperature in the cockpit le automatically controlled-
hon the air temperature vet on the limb of the thermoregulator (ref. Ho. 3T)
does not satisfy the pilot, he sets the switch (ref. Ho. 27) in one of the desired
positions COLD or HOT.
In this case, the cockpit automatic air temperature control system is switched
off, and the mains voltage in directly fed from the switch (ref. No. 21) to the
electrcmotor of the air distributor (ref. No. 47) through cne of the reversing wind-
ings. The electromotor turns the throttles in ti,c cold or hot air supply line, rep-
peotively.
An soon as the desired temperature is obtf,ined, cut out the electromoter by
the switch (ref. 00. 21).
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23. MOT'S t.'ar; CONTRU 511;7i,
General
Operation of the cyaten is performed by the devices lIcted in the Table belon.
Ref. Uo.
in cir-
cuit
ditgram
45U
Description
46U SEAT UP-D0411 1111P-15K
switch
47N Licit switch A602-E2-141
48N Limit switch A802-E2-141
4911 Electremotor 0-100AB
Por distributles unit,
port sides francs licui 12
and 13
Left-hand concole In
cockpit
Upper portion of left-
hand rail of seat framework
Upper portion of left-
hand rail of sPat frameuork
Lower cross. bean of teat
framtn,,or
The cent position in compliance with the pilot's length Is adjunted by shift-
ing the neat pan upwards or downwards along the guide rails of the neat frazewori.
The pm in rained and losered with the screw driven by electror.otor F-1D3A11.
The motir la reversible and nay turn the screw in one or the other direction.
;no upward end downward travel of the pan in limited by means of the limit
ewitob mechanism.
To disconnect the elcctromotor from the power supply circuits (in cane of die-
tnntling the motor) provision in wide for connector EIP2OHE415 installed on the
lower portion of the right-hand rail of the seat frameu'ork.
Circuit
Than the ewitch (ref. No. 4611) is net in the DUN position, the pcmcr is fed
from the aircraft mains to the revercing winding of electrometer (ref. Up. 490
through fuse (ref. No. 4511) and the normally-cloned contacts of the limit aitch
(rot. Vo. 483). EleOtroLotor Ulf-1000 starts rotating counter-clock/Tine
thus lowering the west to the position wherein the limit switches (ref. 'son 4711
and 480 op ruts.
The lin t switch (ref. No. 480 opene the normally-closed contacts thus de-
tnergiring th reversing winding; the motor ctupo. The limit &witch (ref. No. 470
Closes its n0lAl -cloned contacts thus preparing the nu ply circuit of the re-
versing w1ndIn of clockwise rotation.
Whin the witch (ref. No. 4611) ic pet in the UP position, the power In fed
from the aircraft Isaias to the reversing winding of the electrometer (ref. No. 490
through the fuse (ref. no. 45U) and the norcally-cloecd contacts of the licit switch
(ref. No. 47). The sleotromotor atierts to rotate in the clockwise direction then
raieing the seat to the position wherein the limit switches (ref. Res 4711 and 48M)
operate.
Me limit caltch (ref. No. 4711) Open? the normally-closed contacts thus de
-
energising the reversing coil; the motor etops.
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The Unit switch (ref. Po. 48U) closes its zormelly-closed contacts and
prepares the supply circuit of the revereing winding of counter-clockwime rotation.
24. POWER SUPPLY SWUM OP SPEIDOBIROGRAEH12-717
The devices included in the syeten are listed in the Table below:
Ref. No.
in oir-
Poo
cult
diagram
Description
Type
Qnty
Itatallatics place
...............
1
2K
Speedobarogroph
K2-717
1
Upper front eceeosories
compartment, frames Hos 4
and 5, rtarboard
2
4K
Switch
BV-15H
1
Right-hand console
10K
Filter for cpecdo-
barograph
In cot for
K2-717
1
Front accesnorleo
compartment, frames Nos 4
end 5, starboard
4
CHECK LIGHT PANEL,
PITCH TRIU. Ilk/MING;
120-5
1
Lear right-hand electric
board
SPREDOBAROGRAPH
clreuit breaker
Small-nice speedobnrograph K2-717 is denigned for taking check recordings
of speed and altitude. lt in metalled on all fightero an one of the components of
its atandard equipment.
Operation of Electric Circuit
The speedobarograph (ref. Up. 2) is put into operation by turning on the
circuit breaker (ref. Ho. 10Y) end switch (ref. Ho. 4K).
The power nupply necessary to energise the speedobaragraph lo fed to ite con-
rector terminal 2 and therefore to the e ctromotor and tiner (ref. Ho. 2) Iron
the circuit breaker (ref. No. 101() through terminal 2 of the connector of the
.filter (ref. No. 10E); the electromotor and the timer otart to operate.
The electric heating in controlled automatically by nenns of u bimetallic
thermoregulator when the power in fed from the circuit breaker (ref. Ho. 10Y)
through terminal 3 of the connector of filter (ref. Ho. 100 to terminal ) of the
cpeedobarograph (ref. No. 20.
25. FUER SUPPLY SYSTEU OF CALMS ATTACKIIFJ;T p_115
General
:.amera attachment P-115 in designed for taking pictures of the radar indicator
eoroo
when employed in the intermittent cede the camera attachment taken 1 picture
cineesmera it taken u-10 picturee every
::::n5 eec. and when operating an a
d.
cynohroniser P-111 included
dleicutrnc:tot=
These modes are ensured by
The D.C. consumers in the camera attachzent are til
unite P-115 and no well as the heating and control circuits.
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Operation of the camera attachment is performed by the devices listed in the
Table below.
Ho e
Ref. Pb.
in oir-
ouit
diagram
------
Description
Type
Qnty
Installation place
--------
1
BI
CAMIBA ATTACHMENT
circuit breaker
13C-5
1
Horizontal electric board
of right-hand console
2
91
Delay
Th1;2110
I
Belay box in cockpit,
between frames Noe 6 and 7,
otarboard
2211
Circuit breaker
A3C-5
I
Bear electric board of
right-hand conoole
4
13n:
Dutton
204ii
1
Aircraft control stick
514
?
Belay
TIT?56112
I
Belay box in cockpit,
frames Nos 6 and 7, etar-
board
173
Delay
TKA1211/
1
Relay box in cockpit,
upper left-hand board of
instrument panel
When the eirouit breaker (ref. No. /11.) is turned on, the poser iv fed to
the beating and control circuits of the camera attachment through terminal 1 of
connector 1153. When the HIGH signal is received from the radar elation, the cacer
attachment starts to oferate in the intermittent mode.
When the coobAt launching button la depreaeed (ref. No. 1311), the positive
voltage 10 fed from the energized circuit breaker (ref. No. 220 to the relay
(ref. No. 90 through contacts 13-14 of the relay (ref. No. 510.
The relay (ref. No. 9K) operatee and Ito contacts 2-3 feed the poaitive
voltage from the circuit breaker (ref. No. &1P) to terminal 2 of connector r53.
Aa coon se thin signal Iron the relay (ref. No. 9K) and the HIGH clgrga are
reoeivedithe camera attachment starta to operate an a cinecamera.
When the combat launching button (ref. No. 130 is releascd,the relay
(ref. No. 90 becomes deenergizod and removes the positive voltage from terminal 2
of connector D53 by contaota 2-3. L a result, the camera attachment starts to
operate in the intermittent coda.
With the circuit breaker (ref. No. OK) turned off the camera attachment atop
operating.
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Type, Cross-Section, Laying and Attaebz.ent of airco
Wire Larking
Connection and Distribution Dcvicen
A. Connector?
B. Electric Board?
Protection of Electric Circuit
Switching Equipment
A. Types or Switching Equipment
B. Holey and Contactor Donn
Negative Line ConneoLon
Engine Starting System, Cranking and Processing
Engine naxi=um and Augmented Rating Control System
Engine Control Instrumonto
Anti-Surge Shutter Control System
Air Intake Cone Control and Warning System
Engine Fuel Supply and Warning Syetem
67
Drop Tank Attach=ent, Release and Warning
Engine Shut-Off Cock Control Syne?
Fire-Fighting System 72
Main and Booster Hydraulic Line Preoeir eaaurecent ar. aming
System 73
huoping Unit Control Syste-
75
Stabiliser and Aileron Boosters Control
76
Stabiliser Control System
77
Landing Cenr Control and Warning Spite?
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16. Landing Gear Brake Automatic Beleaso System
17. Air Broken Control and Darning Systcm
18. Plop Control and Darning System
19. Drag Parachute Control Syatcn
20. Control Byotca of Landlag and Navigation Lights, Instrument Liating
and Extennlon Lampe
21. Besting L. of Storage Batteries, Pressurized Heltit, Cloak,
Pitot-Stat: Tube na-7 and Pitot Tube Tn-15614
22. Cockpit Beating System
23. Pilot's Seat Position Control Spite-,
24. Poser Supply System of Speedobarograph K2-717
25. Poser Supply Syctem of Camara Attachment P-115
Pagt
83
84
85
67
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?camel:op ?mew
Ktidra IY
suaLimowtoc odopynemilie
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ELECTRICAL AND OXYGEN EQUIPMENT
AND FLIGHT INSTRUMENTS
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nobaloal Dasoription of Ltroraft Mar-210,1 comprises five hooka:
1100k 1: Forforomoo Charootorlotios
Book II: AriliDeat
book 111; Castro:41m
Bodk ITV Slootrloal and Cfm:gen Equipment and Plight Instruments
Book 71 Radio Equipment ?
The mond part of Book IT contalne description of the ormem equipment
flight instrumeots.
In the course of airoraft operaticn mato Imo of the diagraaa, operating and
maintenance instructions delivered with the aircraft.
,
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Chapterl
GENERAL
The oxygen equipnent and flight instrusents ensure day and night flights in
any weather conditions at all altitudes up to the service ceiling.
They ensure the follosing:
(S) Orientation of the aircraft in space relative to the horizon and heeding;
(b) checking the operation of the power plant;
(c) checkind the operation of separate eysteme and unit:.
Besides, the equipment ensure:: the necessary living conditions for the pilot
during high-altitude flights and at high load factors.
The flight equipment consists of:
(a) flight and navigation inetrunents;
(b) power plant control instruments;
(a) control instrmente of eeparate ayetene and unite;
(d) flight-and-directional and follow-up systems.
The oxygen equipment.includee:
(a) oxygen equipment set (DT) for providing the pilot with oxygen;
(h) anti -0 systen (W).
The nest specific feature of the cockpit of this aircraft le the panoramic
arrangezent of the instriment panels and control boards (14. wherever possible
they are turned through 900 with respect to the sighting line) and the illueinatioa
of the inscriptions and instrusents at night with instrument-lighting leaps.
The errangesent of the equipnent provides for proper internal and external
observation from the pilot's seat and noxious convenience in using a great ausber
OS in:temente in flight.
The levers, instruments and warning unite are installed within easy retch
Banes and grouped according to their purpose and simultaseoue applicaticn. The
Slight and navigation inetrunents are :muted on the central and left-hand portions
of the instrument panel while the right-hand portion of the panel mounts the Fewer
plant (engine and fuel supply system) control instruments. The instruseat panel
periphery and the consoles carry the control instruments of separate system and
unite.
Ta provide may reading el instrument indications, the dials of cane instru-
ments lira divided into endeared seaters indicating different operating elanditioae:
(*) blue sector Beide uulisited operation;
(b) yellow iectar - caution; Short-tine operation;
(o) S14 sector - operation at this rating is lareliden.
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All the lasers, bottoms szd saltsbas ttat ors cast in aserssuoy cases ars faint-
ed rel.
Vbs sista of the soskplt cad the arraspossut of ths mass equipsest aai
flight Instrumests (=sure gate opotiaa et Us WO in Gess of emansup
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Chapte?r II
LRILIIIGENt2IT OP EQUIPMENT IN COCKSIT
The pressurized cockpit is located between frames Non 6 and U.
All the flight instrunents are inetolled on the inotruognt panel, left- and
right-hand consoles and in places accessible for observation and control.
The instrunent panel and middle board are mounted on special brackets in the
plane of franc No. 75. The left-band connole is mounted along the port side of the
cockpit between franca Nos 75 and 10 and the right-hand console is mounted along
the starboard of the cockpit between frames Mos 75 and 10. The consoles are
screwed to a oteel tubular framework attached to the cockpit sides.
The instrument panel and middle board are painted black and the left- and
right-hand consoles are painted grey.
The white vertical lime In the middle' of the instrument panel aeries for
getting the control stick in the neutral position in the roll plane.
1. IISTRUSENT PAHL
The instrument panel is installed in the plane of trust No. 75. It mounts
the instrumento that are more often need by the pilot in flight (they pre flight
and navigation ingtruments and engine oontrol instruments). Their arrangement an
the panel in shown in Pig. 1.
The instrument panel consist? of three stamped panels: too side panele and
the middle one. All three panels are installed on the common tubular framaaork.
The framework is suspended through four-leaf rubber daepere from the brackets
attached to Irene No. 75.
The central portion of the panel la easily detachable. After four specie:a mute
are =screwed the panel may be drawn out and turned inside the oeckplt; this given
access to the connectors, hoes connections and instrumento nnunted behind the
instrument panel..
If necenaary the panel nay be =moved.
The consoles are attached to the steel framework with Game. The upper
beards are rigidly scoured through the brackets to the fuselage otrulturs between
frames POO 7 end 75 to the left and right of the instrument panel. tree the rear
side the beards are protected with casings,.
Under the instrument panel the tubular framework mounte the middle board. Its
etasped panel is attached to the framework with four scrams. The framework in its
turn is rigidly secured to the central control unit.
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Fri G.1. INSTRIMENT PANEL
SECRET
QLein" fizifuro,fom CS
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Thera le a clearance betaeen the instrument pane/ and the siddle beard to pre-
vent them from contacting.
2. LEFT-BAUD 0OUBOLE
The left-hand console Is located along the port side of the cockpit between
frame Noe 75 and 10 (Fig. 2).
The console consists of the vertical and horizontal portions.
The left-hand console zonate the switches, buttons:, levers and other devices
which are mora often need by the pilot in flight. Located within easy reach are;
the engine control lever with buttons for saitching on the communication radio at-
tion and extending the air brakes, the landing gear extenalon and retraction valve.
flaps extension board, oxygen equipaent set control unite, area chute dropping and
salaam) buttone, seat control switch, navigation instrumeate control switch, engine
control units, etc.
The console includee vertical and horizontal panels, electric boards and
control boards.
All the equipment of the panel la mounted on the steel tranework rigidly eecured
to the fuaelage structure along the frames (between frases Nos 76 and 20).
TO give an access to omen equipment KU-34 and prensuro regulator AZ-51,
the rear vertical panel la made easily detachable, with spring lecke. All the other
panel(' are secured with serene.
In the area where the console neighbours the instrusent panel (between
trance Nos 8 and 76) the vertical panel faces the pilot.
3. RIM-HAND =SOLE
the right-hand console in located along the starboard of the cockpit between
Imams Nos 76 and 10 (Fig. 3).
It maunta the devices which are rarely used by the pilot in flight and do
net need any special adjustment during their operation (neatly they arc snitched
on and adjuated on the ground).
Th e console iooludes the vertical and horizontal portions.
The front portion of the conaole counts a group of boarde with radio equipment
controls and its rear portion carries a group of beards aith circuit breaker:,
csitohae, fuses and buttons.
The rear electric board is protected with a hinged transparent cover (made of
organic glass) to ss to prevent the gaitcheo and circuit breakers from accidental
synching in flight.
Ls Ln tb nese sitb the left-band consols the panslo, boards and circuit
breaker boxes are mounted on a tubular ateel front:wort that in rigidly secured to
the brackets along frames X04 75, 0, 9 and 10.
All the elements installed on the framework are secured with screws.
In the area where the console neighbours the instrument panel (between
grease Ice and 70 the vertical panels and radio control boards f2-CO the pilot.
4. CONTSOL NT=
The control :stick (Pig. 4) mounts the follocing elements:
(s) Z.0.-sbeel brake control lever;
(b) drop tank release banns;
(6) tiring button;
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(#) tassel lesk.es buttes;
(e) stabiliser *missies offset asebeniss oustrol switch;
(I) stsbillesties-es buttes*/ roll stsbiltaatics autopilot 10-2 (b144k);
(f) stebilisatise-ofi buttes at roll atabilleatlan rOviglot KAD4
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1.MICOOMMI?lends.?????????{%.
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Chapter III
INSTRUHENT-LICEUBC SYSTal
The aircraft cockpit la equipped with inetrunent-lighting system. All the
inscriptions, dials and pointers of the instrumento are painted with white enamel.
The instrument dials are illuminated with light fixtures,types COO and
CB. Light fixturea Arn and All are designed for illumination of the gyro horlton
indicator.
to Illuminata the inscriptions made on the instrument panel and consoles at
night, provision is made for illumination unite with the light fixtures, typee LITH
and 111B (low end hign light fixtures) fitted with red light filters end
leaps CM-37. The design of the light fixtures in Illustrated in Fig. 5.
An illumination unit conalato of a trunsparent cover nide of organic glees,
nick, with the leyoriptione engravvd from the rear side and painted white.
the ends of the cover are coated first with white enamel and than with black enamel
so as to reduce light losses.
The rear side of the transparent cover la protected with a panel made of
mewl* gloms, 1 mm thick. The front side of the cover la also protected with a
false panel, 0.5 as thick, with windows for inscriptions. The panels on which the
inseriptione are nada are painted black so as to Eska them quite discernible in
the iaytiaa.
Itis Instrument-lighting syatem is divided into three group:
Croup I - Illumination of the Inatrument panel except the an:anent board and
the middle board; the lights are turned on and adjusted with the help of LaStil.v
MUM rheostat PHA-45 installed on the right-band CODEOle.
Group II - Illuninstion of the left- and right-hand console?, armament board
and upper 'nude of the instrument panel; the lights are turned on and adjusted by
CO2301.12 MIX. SWIM rheostat PHA-45 installed on the right-hand console.
Group III - emergency Illumination of the flight and navigation instruments
Installed only on the instrument panel, as well as the tachometer indicator, ten-
Mature gauge, fuel flosaster and pressure gauge 23INV-250A and Integrating
ampars-hour otter ICA-M. The lighta are turned on by mesas of the switch installed
an the left-hand console in the front upper portion.
Groups I and II are fed through the circuit breakers on the right-head console
4.114 group III is fed through a fuse.
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OA* Cir
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Chapter IV
PLIGHT AND NAVIGATION INGTRUUENTS
The flight and navigation instruments serve to correctly end fully utilize
tbe aircraft performance.
The flight and navigation group of Instruments controls the position of the
aircraft in apace relative to the earth (horizon) and ensure? Ito orientation
during day and night flighte on a route in any weather conditions at all altitudes
up to the service ceiling.
The group includes the following Inetrumenta;
(a) two-pointer airopecd indicator HYC2500-R;
(b) Nach-nomber indicator M-2.5-K;
(o) two-pointer altineter B1-281
(0) standby gyro horiton 1i-201011
(e) accolerometmr IN-10K;
(f) radio altiteter indicator YB-57 (act 11401
(s) aircraft clock MI
(h) gyro horizon iri-1
(i) fighter directional eystes KC-2.
Omation of the above mentioned instrumento ie baced on the following
principles:
(a) gyroscopic principle (ability of a gyroacope to keep the position of the
spinning axle unchanged and be processed under the action of the torque applied to
the :planing axis); this principle is utilized In the gyro horizon, the turn end
beak indicator and in the gyro unit of the fighter directional system;
(b) aneroid principle (deformation of a welded diaphragm capsule due to a
thenge in the atmospheric prencure); the principle is utilized in the altisatert
the instruments used for introduction of altitude corrections sad in altitude
trunenitters;
(0) mnnometrie principle (deformation of the elavtic diaphragm espenle due to
delivery of impact pressure into it); thin principle is utilized in the speed indi-
cate:, 14db-cusber indicator, controller iFY, Caoh-number transmitter, vertical-
velocity indicator, etc.;
(0) mechanical prinolple (deflection of weights, deflection of the $nodlica
due to the inertia forces in turning flight); the principle is maul in the moselero-
otter, elip
indicator, etc.;
(a) oldzetlo principle (interaction of permanent nevets with the Earth's
44400tIc field); the principle is employed in the fighter directional myeicia.
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Bullies, the flight and navigation instruments make use of the remote-indicat-
ing electric apitema the signals of which are transnittep through selsyme and of
the halanoc bridge principle.
1. 110-20IX122 AllISPLID INDICITGR WC-2500-1(
The two-pointer airayeed indicator (Fig. 6) is designed for weasurivg the
indicated airspeed of the aircraft (by neaps of the wide pointer) within the range
from 200 to 1600 kahr end the true airspeed (ea indicate with the narrow painter)
within the range from 400 to 2500 kWh' at the flight altitudes free 0 to 25 ko.
The sensitive elezent of the instruneut is the diaphrsem eesembly oeasuring
the d:fference between the tetal and static peessures in flight. The inner :lecher
of the diaplusgm useably In connected with the total pressure connection while its
airtight case communicates with the air static aystem. Besides, the indicator case
houses an aneroid cell that introduces a Re/azure:lent error correction for the air
deneity while determining the true air speed.
The rear wall of the inetrucent is provided with two connecticce haying
indexes C (static) and 1 (dynasic) for connecting the inetrument to the respective
lines of the Pitot-etatio tube aystev. The indicator is installed on the inetru-
cent panel.
2. KAC1i-ffeel8h8 iNDICATU
Mach-nueber Indicator 10-2.5-f. (Yig. 7) is designed for neasurIng the ratio of
the true airspeed to the sonic velocity (at the given altitude);
g
where, y - the speed of aircraft flight in niece.,
a - the sonic velocity ia?m/ad'c..
the sensitive element of the instrument is the diaphrn capsule which
measures the difference between the tot41 and static preosuret. coucting fur an &fr
derZity measure:rout error correotion. The correction tr.ble is attached to the panel
near the instrument.
The rear wall of the airtight caoe in provided with tRO COMDeCtiore with
indexes C (static) and 1 (dynanic) which serve for connecting the instr,nent to
the MAU? and total-head preature lines of the Fitot-etetic wee systec.
3. MI-POINTER ALTIVETER 81-28
two-pointer altimeter B1-28 (Fig. 8) with the dial mcgc fret 0 to 28,0CC v.
is intended for determining the relative altitude of aircraft flight relative to
te take-Off and lendieg site or any other point in which the bareeetric presuure
is knave.
The sensitive elezent of the altimeter is an aneroid capsule. Wten the air-
? emit elinba,the statio (atmospheric) ereenurs drops and the elastic diliphrageo
of the aneroid expand (and rice versa, when the aircraft deocendo-the diaphraSa
converge). These variations in pressure are transferred through the multiplying
? gear mechanize to the altimeter pointers. The larger dial indicates the altitudes
within the range from 0 to 1000 n. while the staller dial indicates the altitudes
within the range fros 0 to 28 km. The airtight cane is connected with the static
line of the Pitet-atatic lute syntem through connection C cc the inotruzant rear
wall.
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.vp.syt.En INI;R ATI)X k)t?-2r,:ck
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*ow.. 16?
The lower foe* part of the Altimeter has a window with a movable dial of
Sarasettle presoure oorrectioas in an of surcury. The dial to turned by senNs of
s rag-ate -pinion.
8. STANDBY MO ROBINS
toolus instrument IA-200 (flg. 9) is comprised of throe Independent
instrumental verticil-velcolty indicator, turn indicator and slip Indicator.
the instrument is designed for;
(a) messuring the vertical speed at which an aircraft is gaining or loosing
altitude (it. sensitive 'latent IS the diephragn capsule pleeed in the airtight
use oommalcatins with the attoophere through capillary holes);
(b) ledicatIng the turn of the aircraft about its vortical axle or for nikl;
gy
a correct turn with the bask of 450 (its sensitive element to a rate roscope
whoae spinning arts is parallel to the aircraft pitch axis);
(e) indicating the side slip (its sensitive clement to the ball In the twit
glass gips 'filled with damping liquid).
Ts eases of failure of gyro horlson 13 the standby inatruacnt nay be need
baud et it.
The connection with index C (etatio) on the instrument case serves for cot-
emoting the instrunant to the l'itot-etatio tube eyotom.
lice per Supply necessary to Ontitlito the gyro Doter of the turn indicacr
Caton from inverter atr-it produoing three-phase current of 36 T, 400 c.p.a.
5. ACCILIRCURTER A3-201:
Acotleronoter An-205 (71g. 10) to an inctrucent which indicates the palate:yr
as negative accelerations toting upon the aircraft at a direct angle with nope:
to the wing surface. Snob accelerations occur in the aircraft while executing st:
balks manoeuvres and especially when entering and pulling up fret a dive.
The socalerations indicate how many timma the stress in tha frawevork eatt:1
is IVATIASaa in comparisen with the strese during level flight when the weight c:
an airplane to equal to one pull of gravity. the accelerometer does not measure
the soceleratious relative to the roll and pitch axes.
the osesureasat unit to the gravity acceleration equal to 1 g (981 siese2).
The iestrumint is designed to measure acceleration within a range fron -5 to *IC
Shea the aircraft is on the ground,the instrument pointer reads .1 g and during
ITO night la the sell?gravity condition the pointer comets to read zero.
the rear panel of the Instrument has m cage. After a now instrument has bar
installed It ahould be encased. To do this, unscrew the plug, drive out the e4Se
with a soros-driver as tar as it will go and then, acres on the plug in Ito Ow
Sexing operation protect the instrument from axial shock overloads.
6. AMU'? =CH Age
(rig. 22)
the olook is designed to show the preotnt tins in hours, minutes and secen!1
casture the Um of flight in hours and minutes and to :tessera abort periods of
time tp to one it is ainete: cod aeconda.
f
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ric.2.11M-MNIER Al:METER FLY2E
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the clock le provided filth un electric heater end 4 thernoregulator keeping
tht temperature Weide the clock at the level of +20c ..s.5?C At los ambient air
temperature.
be beater ensuree normal operation of tho
It is fed with U.C. voltage of 27 V !101.
Via; therzoregulator cute out the heater acn the ambient mlr temperature rise;
above 4250C, thus protecting the Lechsnien fm overheating eith the heater being
connected to the circuit. The beater le cut In by tne FI1OT-51iTIC TUBE, =CI
circuit breaker.
? The cloak is sotuated by a gtandard spiral npring. Shen fully wound the spring
keope the clack running for 72 hour? without revinuing. To ensure the required
;minion of the clock, it ;Amid be wound once in 4d hours.
The clock in milted on the inatrument pnnel with the hid of clomp secured
to the rear part of the cane with two nuts.
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ChapterY
SUPPLY SISTlig OF ANUOID-AND-D/APHRACU ICTUATiD INSTALILENTS
The supply system of the aneroid-and-diaphragm actuated inntruments is denirn-
04 to supply the aneroide and diaphragm nacemblies of the navigation Instruments
sith the static (atnoepheric) and total-head (dynamic) pressures. Itc key di ran
Is shown 113 Fig. 12.
The neoeseary pressure is fed from Pitot-static tube laa4. The tube is
taunted on a npecial rod in the fuselage upper nese Section, i.e. In the sone of
undisturbed air floe. The end of the tube 15 provided vith a total-hesd-prettLre
intake and its upper and bottom sides have three groups of 1 en static-peees...re
boles (ten boles In a group). The rear end has connections marked CI, C2, C3
(atatIc) and II (total) which serve for connecting the tube with the respective
supply linos.
leoldes, the rear end hat a vire bundle for connecting the Pitot-static tut+
heater to the aircraft mains. The tinter is cut in by turning en the FITOT-STATI
TUBE, =ex circuit breaker installed in the cockpit. Its poser coneumption Is
about 6 A. All theeler..,ents (vire bundle, rubberized bonen) runnini frcm the tuee
are passed through the tube rod.
During operation see to it that the tube surface in free from scores, turru
and dente. Any miner defect on its surface interferes vith the normal air floe
which causes redistribution of air precnure in the st...tic pressure intake :.0nou
thus introducing errors In the Inotrument readings.
In addition to the Stain Pitot-static tube the alrerlift has emergency Pito!
tube TO-15611 inistallod in the upper right portion of the fuselage betvecc
Ste-see goo 4 and 5. the Pitot tube Can be connected to the Pitet-static tub. 11i
by the cock installed on the left-hand consols in the cockpit.
The emergency Pitot tube is also electri,:nlly boated by the heater thc seitrt-
leg of stitch is provided by P170T-TUBE circuit breaker installed in the cockpit.
The supply lines are made of retal tubes and those sections of the line frA-
ihs the pressure to the instrument!' under the instrument panel or cade of rubber
hoses.
Use instruments use only static pressure (they are altimeter, caLin
yertical yelocity indicator, altitude tranemitters, etc.), others utilize
both static and total-head pressures (airspeed indicator, Ltach-nu.r.ber indiLitor1
computer of controller LPY-3B, etc.).
So protect the static and total-head pressure linen
is soda for drain arrangements.
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(/)
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P16.12, StIPPLV SYSTF.44 w ANERnIMAIN1111-131A111114AGM ACTVATED INSTRUMENDS
1 ? ffritotwetatie totes; 2? rod: 1 ? stOtritto tosossoittet 4 ? spertfolweolpspts 142.-11-: 5 ? eassigrocy Pima tab* Tri.lkfrti:
6 otoisottos sort* bieritesol ?14st14.atisivhet indic?tor; g eltiouir indic?tnr: ? ?proif indic?mti 10 ? altiourtee;
11 ? egattio ',oratorio colon:41os: 12 ? conii01 old( of coottollirr APY.:111:I ? Storte4eoloilort sostolois wait f4P-144P-1.551
14 .....sltry to ?stitch over ominous- supply from Pitot.sistie toll" to Pito( tolx:7,? split 4:comet-li4n for premed clotelh. of
coottollet NPY-311.
?
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Snob arrengesouts ueually inolude nolatuss traps for the solo and estrgency
Pitot tubes installed in the sell of the front L.G. strut and one uore soiature
trap is lostallta ia She total-head pressure line of controller API on frame To. 11
ip ti cockpit.
Trier to starting the engine drain all the usIstnry from the trap. Te dezj
of ib, trap is 111ustrots4 io tig. 12.
Io its static preneure supply lino of controller APY
oonmeotor to cheek tbe unit on the ground.
tta total-head preseure eupply line la pointed black
ono in painted grey.
the line lace aro attached to the fueeloge ?trtre by no o
arranged in groups.
Tbo synten in checked for air tightness and serviceability of instruments in
sceplienoo with the operating instruction,.
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lbe instruments ore designed fop. checking the r.p.t. of the turto-jot engine,
temperature of the exhaust gaspea at the turbine outlet, the fuel consumption
the pressure of ell in the turbo-jet engine.
Ibt light panel providce signalling of proper operation of the fuel pump of
tank groups, earns about fire, remaining eaergene fuel level, cytting in of
augmented rating, etc.
The group inelud.o:
(a) electrical renote-indieating tachometer
(b) exhaust-gas temperature gauge /Br-1905
(c) fuel flosmeter PIC1611-41
(d) electrical ronote-indicating
(1) light panel T-10Y2.
All the above mentioned inotruments sre electrically conascted pith their
Electrical mote-indicating tuchoatter KT2-2 to designed for continuous
measurement of the r.p.s. of the high and lov pressure rotors (rig. 13).
The lutrunent is a dual magnetic induction tschomsters.
The set includca two tranenitting generators BM producing A.C. three-phase
current shove frequency is priportionate to the r.p.m. of the turbo-jet engine
Shafts and dl indicate? Iraq, a Vignette induction instrusent the readings of
which are proportional to the frequency of the supplied current.
The dual indicator conelets of two stellar waits Daunted to ono MN.
The dial. of the indicator has two pointers counted on one shaft (for the law
feecawro rotor and high pressure ono).
Readings are red iron the dial graduated in per cent of the =cites speed;
100$ 00frie9On45 to the MIMS rating. the dial is divided into equal Witless
from 0 to nog.
Ite indicator is installed on the right side of the instrument panel. It Is
ascend to the penal by four acme with self-locking puts in the flange of the
indicator.
?
the transmitters are counted on the turbo-Jet engine.
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EuEL rt.ovs-ti if R F1(16,1.4
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The tranimitters are connected uith the indicator through bundle wires feedieg
a three-phase current from the transmitters to the indicator.
2. EXBAUST-CAS TEMPERATOSE GAUGE TBI'-190
Temperature gauge TBF-190 (Pig. 14) Is desigoed for meazuring average temoe-
rature of the exhaust gnses at the turbine outlet.
The set consiots of electromagnetic millivoltmeter TBP-1 (indicator), low
eerlss-connected thermocouples T-90 and a junction bor.
the dial of indicator TEr-1 is graduated within the range from 300?C to 900?C
with a division value of 1?C and the operating range being from 450? to meg.
The temperature gauge operates on a thermoelectrical principle when the v.v.!.
(current) Is created ne it result of heating a junction of tea different metals.
The Indicator is mounted on the Instrument panel and is attached to it by four
screws with self-looking nuts In the inetrunent flange.
The indicator dial has coloured markt limiting the worklmg range of the dial.
Pour eeries-ocnnected thermocouples T-90 (tranenitters) are mounted at the cut-
let of the turbo-jet engine between frames Nos 30 and 31. The thernocouplee ars con-
nected with the indicator through a wire bundle (having certain ohmic resistance)
through a junction boa installed lo the upper portion of the fuselage betreen
francs Noe 30 and 31.
During service period special attention shculd be paid to the cp:ality of the
vire insulation and their resistance. The mating part of the indicator connector is
provided with an adjustment resistor. Temperature gauge TBF-190 la not connected
to the aircraft mains therefore it starts to cerate as soon as the turbo-jet engine
is started.
3. FUEL FLOINSTED PTC16A-4
Summation fuel flovueter PTC-16A-4 measures the amount of fuel delivered to the
(=gine through a transmitter. The floemeter indicator shown the fuel remainder in
the aircraft tanks provided the fuel cupply linee are in good operating condition.
The indicator dial is graduated in litres from 0 to 8000 lit. with the dial
divialon being equal to 100 lit. Before the flight the indicator pointer suet be Act
by means of a rack-and-pinion against the division correspending to the ameant of
fuel filled into all tenke of the aircraft. to obtain the amount of fuel is weight
snits (in kilograne) it Is necessary to multiply the ensured voluae In litree LI
rated fuel dens/IY (i.e. by Its epecific gravity).
The floumeter set consists of;
(a) indicator PTC16A-4 (Fig. 15);
(b) induction transmitter PTC16A;
(0) tbrratron.breaker RT-5611.
The Indicator is installed on the instrument panel in the cockpit and is
attached to it by four screws with self-looking mute in the imstrument flange.
Its pulse induction tranamitter in mounted in the line feeding the fuel from
the service tank to the turbo-jet engine - in the lower portion of the line between
Trues NOS 20 and 22.
The thirmtron brinier is installed Is the upper rIght-hozd
portion of the
fuselage between frames Soo 11 em4 22.
The Instrument operates on 115 V, 400 o.p.a. from layettes. /104501.
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A. =MS500 CAUGH 11M-8IK
Ilectrical mote-lndicating induetlen pressure gauge ILIW..81K is deoigned for
roasaring the oil pressure in this turbo-jet engine lubrication system.
Its set includes:
(a) indicator Y11-8K (P16. 16);
(b) trensforaer 714415/361
(0) induotlou transmitter
(4) connecting Cable.
Its pressure gauge sea gessurt the pressure within the range .7OP f o tO
-
8 kg/sq.ca. The ludleutor is respectively graduated from 0 to 8 kgjaq.ca. eith the
division value being/equal to 0.5 kg/eq.ca. In addition to it the indicator dial
has several .colcurid natke within the following ranges: 0-2.5 red, 2.5-3 yelloo,
3-4 blue sad 4-8 red.
The indicator is inatalled on the Instr.:smut panel and the transmitter on the
tux-Jct engine. Traconitters and Winton) of different tete are interchangeable.
The pressure gauze is supplied with the voltage of 36 V, 400 c.p.c. Prom
inverter 110-7501 the voltage of 215 7, ACO c.p.s. is applied to the primer; 'gird-
ing of tronefonser 17-115/36 the secendary winding of which generates the voltage
of 36 T, 400 o.p.a.
c
5. LIGHT PANEL 7-10Y2
?C"'.1
Light enmel 7-10:/2 (rig. 17) is designed to indicato that://=-1,0-,1
(a) power supply is fed to ths turbe-Jet engine Ignition Oils. The 515ITCH
ICIITION GYP lndloatIng leap under a red light filter goes out after the ignitien
is owltohed off with the [starting of the turbo-Jet engine;
(b) engine is operating at the augnented rating. The AiliRLURRM green Indi-
cating leap lights up after the electromagnetic valve of the afterburner fuel puap
has operated and goes out as the fuel flow into the afterburner is discontinued;
(0) generator rcp Is OPP. The GENLRATOR 07F red indicating It lights up as
soon all the turbo-jot engine has stopped or the generator has failed;
(d) temperature in the vicinity of the turbo-Jet engine afterburner 1.as risen
abort. the nonel level. the FIR'S red indicating lump lights up aE soon as the
Opal to received from ionization warning unit 11C-2E1
(e) pressure In the main and booster hydraulic systeme has dropped. Two yellow
Indicating leaps with inscriptions No PRESSURE IN ROOSTER SYSTiU and U0 PRESSURE
IS 11118 =TRU light up as soon as the pressure has dropped below 165'T0 kg/eq.ca.
end go out if the pressure rise exceeds 12 kg/sq.cm.;
(f) fuel remainder in the tanks is below the normal level. The 450 lIT.
=AIN= red indicating leap lights up from float-type transmitter C3,163713 uhen
the remaining fuel Is below the level of 450 lit.;
(g) pump of the service tack has foiled. The SERVICE MX red indicating lamp
lights up free pressure warning unit CI1-3 if the fuel pressure he& dropped at the
puap outlet (either the pump is defective or no fuel is left in the tank);
(h) pressure has lropped at the pump outlet of the lot group of tarls. The
let TANI CROUP green indicating lamp lights up from pressure warning unit C1-3 ir
case of feilure of the pump or if no fuel is left in this group o: tanks;
(1) pressure has dropped at the pump outlet of the 3rd group of tanks. The
3r4 ?AIR GROUP green indicating loop lights up from pressure warni%g unit U-3 In
the eases similar to those of the above mentioned lamp.
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Me Una:slitters art not inolnded into the set of the pstel. The general 1th
of the panel le given in Fig. 17.
It rtplue a defeetive leap, typo C1-30, pronged so follows:
(a) drive cut two 44010 scrams (in the upper sad lower portions);
(b) ream the penell
(o) holding the bulb depress ito lamp, turn It to the left srd resoye
lump;
(d) insert a new leap;
(e) Wrens the checking button ami if the laapa arc
panel in ite place. After that, depreas the checking buttcn cmce acre.
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Chapter VII
INSTRUMENTS FOR CHECKING SEPARATE SYSTEES LUC ACUSSCRILS
This group of inetrunents is deals:led for checking: the pooltion of the vain
undies gear, cabin altitude and differential preesure, capacity of the etorage
tottery, prelaurs in the hydraulic and air eyetcas, voltage in the aircraft mina
and warning system.
The group consiste of the following inctrurente:
1. L.C. light panel nnc-ux.
2. Cabin altineter YB111-20.
3. Integrating ampere-hour meter ECI-R.
4. Hydraulic pressure gauge 231161-250i.
5. Air preeeure gauge 211-150.
4. Air pressure gauge MB-12.
7. Light panel T-142.
O. toltacter B-1.
Its L.G. light panel (fig. 18) le doeigned to indicate the petition of the
landing gear, flaps and air brakes as well as to warn the pilot about the noccesity
to extend the landing gear while landing.
The panel is installed between the left-hand coneole and the inetruneat panel.
itvery position of the left, front and right lege of the landing gear la checked
by weans Of a eeparate lamp.
three red leap? within the contour of the miniature aircraft silhouette indicate
that the lending gear la retracted. The leaps turn.ation the landing gear le retracted.
three green hap under the aircraft contour indicate that the lending gear la
extended. They burn with the fully extended lending gear. If all lens ander the
aircraft silhouette are green except one which ls red It teats that all the legs
ere extended but one to which the red leap oorresponda. The seas thing will happen
Om all legs are retracted but one which maims extended to which the green leap
corresponds.
The panel has three inacriptione;
(0 MIND L.O. indicating leap under a red light filter minding the pilot
about the tecessity to extend the landing gear hurts due to operation of the Unit
Ositebse when the flaps are being exlendedi
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VIG.I P. I .L.11017 PM* L
AIMS ALTINETE3 )111.413
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--- 31 ---
(b) CAPS DO NN - indicating leap under a green light filter burro due to opt--
rail= Of the limit awitcheo when the flaps are already extended;
(e) AIR BRAKES MCKIM indicating lamp under a green light filter burns due
to operation of the limit switches when the air brakes are in the extended pool-
flan.
Besides, the face of the panel mcunts a lamp checking button and a DIY-NICHT
Shutter ueed for adjusting the light intensity of the lames. The panel employs
lops, type CB-30.
To replace a defective lamp, repeat the operations prescribed for the light
pool ?-1072.
2. CABIN ALTIWETER YEIA-20
Cabin altimeter YBUI-20 (Pig. 19) is designed for measuring the altitude in
the prteaurleed cabin and the pressure difference between the pressure in the pree-
nariged cabin end that of the atmosphere surrounding thc aircraft.
The cabin altimeter Is a combined instrument consisting of a cabin altitude
Indicator and a differential pressure gauge which are housed in one airtight cane
and operate Independently. The seneitive eleeent of the cabin altitude indicator le
the aneroid capsule and that of the pressure gauge is the manometric diaphrap
eapaula (or the differential pressure gauge).
The face side of the instrument hac two dials one of which is movable.
By the lower fixed dial and the pointer the differential precsure Is indicated
from -0.04 to +0.6 kg/eq.cn. (the division value being equal to 0.02 kg/sq.ca.).
The movable dial is observed through a window in the fixed dial and the alti-
tude ranging iron 0 to 20 be. is indicated azainet a etationary index with the divi-
sion value being equal to 0.5 kn.
The rear wall of the case has two connections. One of them is narked by C and
connected to the static pressure line of the Pitot-statio tube eyeten while the
other one is marked by X and is left open in the cockpit.
The instrument is installed on the left-hand console and is attached to the
emasole by four screws with self-loaking Atitc In the instrument flange.
taring operation regularly check the inctrument and the otatic precaure hose
for proper attachnent.
3. INTSGRATIAC AWEBB -HOUR Emil
The integrating ampere -hour meter (Pig. 20) is designed for use with the air-
craft ileotrical equipment and serves for indicating the Capacity of one of the
aterege batteries.
The set includes: meter ICI -II and external shunt NBC. The shunt is connected
In series with the negative circuit of the storage battery.
After a new storage batter: is Installed in the aireraft,ths pointer is set
against the initial capacity value by depressing and turning the raek -and -platen
with a speoial some -driver.
Do not shift the pointer with the rack-and-pinion during operation till the
storage battery is replaced.
the enpere-hour meter operates within the range Iron 3 to 1000 A. The guaranteed
accuracy at the meter during one oh:ergo-dig:charge 0Yols Is: . m
(6) 1% or better at the ambient air temperature cf 20 01C('0;
(b) 5$ or better through the whole temperature range.
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111S.2112127-CILITV.G 414P11RE410V2 MET II
r1G.21. SET CT IP/TrItAULX Pla ULM G 411GF. CAA
1 ? ttraPs*Ustr laitatu Y.21; 2,1 ? t42-mAruto 1411?1/2U.
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remittance of A pair of nurse connecting the meter sith the external shunt
should mot exceed 0.08 ohm.
The metern and aunts from different aste of equipment are respectively inter-
changeable.
Do not diem:amble the meter during operatlen.lr case of failure replace It
by a nee one.
4. HYDRAULIC PRESSURE CAUGE 23iP-2501
Electrical rex:etc-indicating pressure gauge 23=-250A (Pig. 21) In designed
for measuring the preesure of the hydraulic mixture in the booster and zeta
hydraulic eystema of the aircraft.
The eet Includes:
(a) two-pointer Indicator Y2-2501;
(b) tap trasmIttera 31R-50/250.
The indicator has two diala graduated iron 50 to 250 ngleq.co. sith the divi-
eon *value being equal to 10 kesq.cm. Desidee, the dial has the coloured narks made
slthin,Ahe following unite:
blue nlrko from 50 to 210 kg/.en. and
red markt: from 210 to 250 kg/eq.cs.
The indicator Is metalled on the inetrument panel.
The potentiosetric transnittern are installed In the main hydraulle line (In
the right-hand veil of the landing gear) and booster hydraulic line (in the left-
hand yell of the landing gear).
ha tranamitter is attached to the aircraft etructure through u speolal threaded
cylindrical bone and a faetening nut,
5. AIR PRESSURE GAUGE 21d-150
Double Or preasure gauge 2U-150 is decigned to net:cure the sir preaaure In
tba Main And energency sir supply eyateas (19.g. 22). The pressure gauge can indicate
the air pro:sours within the range from 0 to 150 kg/aq.cn.
Who inetrucent conalate of two aepol..ta aschaniena and too aenaitIve cies:rite.
The operating principle of the pressure gauge ls based en the olautie proper-
ties of the tubular epring when the preaeure applied to it.
As coon as the preasure la applied to the oonneotions,the tubular springs viii
become deformed. The motion will be transmitted through the links and sectors with
pipes to the aalee carrying the poinlerc. the deflection of the pointers depends an
tbe usual of the pm:aura applied to to tubular apring.
the two-side dial ie groduuted fros 0 to 250 kg/sq.ele. with the divisiom Telmo
equal to 10 kesq.cm,
prteaur, gauge 12 mounted on the horlcontal portion of the right-hand
console by means of a yoke and a coupling acres. The yoko le soldered to the ?enrols
Otructurs.
6. AIR PRESSURE CAUCI ED-12
Air pronouns gauge UB-12 (Pig. 2)) is dealgand for measuring the control air
immure in the braking eystes of the main landing gear sbom the braking loser on
the airoraft control stick is depreaced.
The air pressure gauge is mounted on the front board by SUtA of a ring.
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AIA PAISSURF G4LGE 2L1.1
riattIRE CAL'GE 115.11 fIG.21. 11011
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the ring together with the inetrument le secured to the board panel with three
wen. the rear Tall Of the air Fe-ensure gauze hay two ccnneetiene eupplyirg Sho
rimers iron the pipe lines. Operation of the preeeure gauge is bated on the
&ale properties of the tubular apring to become deformed under the effect of the
pressure created in its Inner Cavity. Beformatlen Of the
atteg through a guide and gear train to a pointer ehich Indicatec on a dial the
preeencre la the air system to be checked.
Air preesure gauge 0-12 combines two separate pressure gaugee tountea la one
Case.
Each pressure gauze baa its pen eensitive element, gear train, pointer sod a
dial. Both (Hale of the instrument arc graduated from 0 to 12 kg/eq.co. with the
division value equal to I kg/eq.cm. With the foot-operated pedals in the neutral
Festoon (when the braking lever on the aircraft control otick le depreeeed)shoth
pointers shculd reed the eame value.
Light panel T-4Y2 in inetcaled on the instrutent panel (Fig. 24). It In-
eledes four indicating lamps which operate from the respective tranemitters no
follows):
(a) when the aircraft flies over the rarker radio etation the MAUER indicat-
ing let; under a red light filter lighte up; -
(b) when the cone le extended the CONE EXTENDED indicating 12=p under a green
light filter lights up;
(c) when the acculting mechanism of controller AFI-3B (big arm) le eel for
lazding,the STABILIZER YOB LANDING indicating lamp under a green light filter
lights up;
(d) when the triaming effeet mechanism iv In the neutral poolticn,the TEM
MEC? NECH. NEUTRAL indicating lamp under a green light filter lightn up.
The light panel lo emend by two acreve with self-locking nuts in the ears
of the case. Le coon as one of the tranenitters operatce the correeponding circuit
become cloned and a respective lamp lightm up illuminating the indicating inserlp-
titan.
the panel is connected to the transmitters through a relay which permits to
cheek the serviceability of the lampe and at the eat: time to disconnect the tram:-
sitters from the panel. To do this, deprive the LAWS checking button ma the face
aide of the panel.
the leaps), typo CU-30, are replaced in the sane way as those in light
panel telOne
S. VOLTUETER B-1
Tataster B4 (Nig. 25) is doeigned to indicate the voltage In the aircraft
mains. Its dial is graduated from 0 to 30 V with the &Winton value equal to 1 T.
rIt instrument indicates the voltage in the aircraft alias Them the poser supply
glitch
an the right-hand console is turned on to feed the caine either from the sir-
"Ireo or ground aupply :cure,. The instrument to attached to the lower portion of
tbt instrument panel with four screse.
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n4,45. 'COLT15FIER
1G47. Ph LS-44W. GAVLE u.:cocz.
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9. ?IND 41.00 INDICATOR RK-1811
The oxygen floc indicator consists of an oxygen pressure gauge and an indicator
"unieT:01%;:::11131(81::.g2.0 le mounted in the upper portionvl:h:fe:. dial 14331n ro
gent range is fron 0 to 150 kaaca. and the division
is 10 kaisq.cit.
The Memo gauge serves for checking the anount of oxygen aboard the air-
ellflihe indicator atohnnien is counted in the lower portion of the instrunent co;;.
During inhalation the leaves cove apart and the slots becont open. During
0/bastion the leaven are returned to the initial position with the help of a spring.
Thile breathing the leaves periodically move apart and then come together. In cage
of A perannent flow of oxygen the leave; do not cone together and the slots renain
optu?
The dial divisions, fiEureu, pointer and leaves are painted white.
10. PREO5DRS GAUGE U-2000I
The surplus pressure gauge (Pig. 27) is deeigned for checking the surplus
preerare built up by oxygen regulator KR-34 in the inhalation cynten.
The prensure gauge is housed in a plastic case. It; dial la graduated from 0
to 20 and figured in every two divicions which corresponds to the moasurecent range
trca 0 to 2000 on of water (the precsurt gauge readings ahould be aultiplied by 100).
The dial divielons, pointer and figured are painted uhite. The pressure gauge
le installed on the left-hand console in the cockpit.
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Chapter VIII
FLIGHT-AND-DIRECT CUL AND FOLION-U2 STSTINZ
This group of systems ireludee:
2. Remote-indicating gyro horizon ArA-1 which nerves for indicating gyro
horizon while flying an aircraft.
2. righter directional eysten KC2 which indicates the aircraft heading end
radio bearings; the heading is red Ina the gyroscope corrected by the magnetic
heading.
3. Roll stabilization autopilot lin-2 which inprevee roll control of the
aircraft la the stabilization and damping nodes.
A. Automatic trananiaslon ratio controller APY-313 (Series
pitch control of the aircraft at different epeeda and altitudes of flight and
provides uniform flight control irrespective of the speed and altitude of flight.
5. Cone position Indicator MC-3 which Indicates the eztenelon of the cone
in per cent. It is a potenticmetric foilce-up eysten.
111 the above mentioned systema are designed to make the pilot's duties eaeler
and to Improve the flight and tactical capabilities of the aircraft. The systeas
enploe tranamittere based on the following operating principles: gyroscopic, baro-
metric, electrical, radio and manometric. For precise transmienicn of mechanical
motions nee Is made in the eyetene of the rezote seleyn and potenticaetrle follow-
up drives.
the aircraft has two gyro tranzeittere. One of then is Inntalled between
frames lee 3 and A, starboard, and is used only for the gyro horizon indicator.
The other one is used for the directional eysten, autopilot and radar station.
It le installed on the horizontal stiffener between traces Non 3 and 4, port side.
The corresponding switching and indicating elemente of both gyro unite are
Installed In the cockpit.
Renote-Indicetleg gyro horizon ini-1 is designed for creating artificial
horizon when flying the aircraft in adverse weather conditions both in the daytime
and at night when the natural horizon is cot seen.
The instrument consists of a gyro tranumItter nod Indicator Interconnected
through an electrical aeleyn follcm-up eyeten.
It indicates the pitch and roll angles within the range from 0 to 360? and
the presence of aircraft aide /slip testified by the boll of the lnolinoneter.
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The gyro horizon operates on the principle of free gyroscope to keep the main
axle (spinning axis) in A permanent position in cpace but act with rcapect to the
teithca axis.
The sensitive element of gyro horizon Arx-1 13 a free gyrozcope counted in
a gimbal frame with an additional roll folloa-up frame. The main eleaent of the
gyroscope (its spinning axis) is perpendicular to the Earthla surface.
This position of the apinning axis to ensured by employing a liquid level
switeh which in accordance with the gravity force affecte the erection aotore of
the gisbal frames thus keeping the eplaning axis of the gyroscope in a position
aerpentlioUlar to the Earth's EUrface.
In cats ?1f longitudinal tangential or transverse coeval acceleratione the
liquid era &pause the positicn in the direction counteracting the gravity and
acceleration, I.e. It will be accumulated In one aide and therefore the ergotism
aotori mill follow up the liquid dieplacenent risking the epinnina axle deflect
frog the vertical position.
a
TO prevent such a drift e &e gyroscope provisicn le cede ID the gyro borizon
for the disconnection of the erection system:
(s) the pitch erection syltem is diecontected by the liquid accelerometer
after the horizontal acceleration of 1.67 m/sec2 la achieved (end the sieton
becomes conneoted again after the acceleration drops down to 1.05 cfsec?);
(b) the roll erection systea le cut cut by erection cutout EK-53P2 ghen the
aircraft to turned at the angular velocity of more than 0.1-0.3 degree per sec.
The gyro horizon indicator (Fig. 28) compricee a follow-up aysteo reproducing
roll and pitch angles in accordance with the electrical aignala produced by the gyro
transmitter.
In addition to the indicator the roll and pitch signale produced by the gyro
transmitter toy be fed to other nyoteze ouch 83 autopilot, directional eysten, etc.
To cot the frown of the gyro transmitter in the operating poeition and there-
fore the epinning axle of the gyreacope in the poeition perpendicular to the Earth's
mho., provision le neae in it for an automatic electromechanical teeing device.
U. 0p!..lat132.L12....2....tel
lite key diagram of the gyro trams:Jitter mod indicator is given in Pig. 29.
The gyro transmitter in a free gyrozcope. It consists of a gyro unit 16
installed in global frames 20 and 25 which art mounted in follow-up !rase 22.
The follow-up frame through follow-up motor 14 sate all the time the cuter axle of
gimbal frame 20 In a position perpendicular to gyroscope spinning axle 19.
flat repotting of the pooition of the follow-up franc le performed by the
signals from induction transmitter whole armature Is wonted on the gyro unit
Shaft aa4 Ito stator Is counted on the gimbal Truss. then the outer axle of the
gimbal frame deflects from the positicn perpendicular to the gyroacope splanieg
axial the induction transmitter transmits A.C. alguale thrwagh switching unit 22
II) the amplifier input. These aignsls are amplifled and sent out to actor-genera-
ter 24 which reeets frsma 22 through the reduction gear and Shun the perpendicular
position of the gimbal frame outer axle and that of the gyroscope epinnine axis is
restored. The resetting speed to much higher than the possible speed of change of
the aircraft bank.
AA a reerlt, at any evolutions of the air-craft the position of the gyroscope
20-124Ad axle 'ices not coincide with that of the sittbel froze axle and therefore
the aro unit becomes nettle:ling.
f
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to damp the oscillations of follow-up frame 22 during Ito resetting the tacho
signal of the motor-generator (i.e. the voltage proportional to the rotation speed
Of the fellow-up frame) is fed to the amplifier of the negative feedback channel
shore it la summed with the signal of the induction trznsmitter. At aircraft pitch
agile greater than 900 the correct direction of reretting of the follow-up frame
by motor-generator 14 is ensured by switching over the phase of the control signal of
the induction trannmitter by switching unit 17. The switching unit is mounted on
the cuter axle of the gimbal frame.
Citing to the twitching unit the follow-up frame hat two operating positions
in relation to the gyroscope epinning axis - the main one in which it is net by
the mote cazing device and the other one turned through 180?. The follow-up frame
follovs the gyroscope apinning axis normally in both position of the frame.
The vertical positione of th gyroscope opinning axle In controlled by liquid
level twitch n mounted on the lower surface of the gyro unit. The switch activate?
two erection motors: longitudinal erection motor 21 mounted on the inner axle of
the gimbal frame and lateral erection motor 18 mounted on the cuter axle of the
gimbal frame. The roll and pitch signals are generated by flat sclayna. The pitch
Wein transmitter (CT) In installed on the outer axle of the gimbal froze and
the roll scloyn tranenItter (Ca) - on the axle of the follow-op frame.
In the inverted position of the follow-up frame the zero position of the pitch
end roll ecleyn rotora relative to the stator in changed through 180?:
Becides, the direction of turn of the pitch celsyn rotor relative to the
etator in changed for the reverse.
To ensure correct reading? of the horizon indicator in the inverted poaltion
of the follow-up frame of the gyro transmitter two phases of the roll and pitch
eelsyn transmitters are switched over. The awitching olgnol in produced by switch-
ing unit 1227 which start!) the roll switching relay in the gyro transmitter; at
this cement the miniature aircraft on the indicator turne through 1800 and atone
the pitch switching relay in the gyro tranemitter and the relay in the Indicator.
At the came time the card starts to follow up the pitch in the reveree direction.
C. Caging,
to 49end AA little time as poselble when proparInn gyro horizon IFA-1 for
operatioa,the gyro tranemitter ie provided with an electramechanic caging device.
When atarting the gyro traneeitter the caging device operatee automatically
end the plane of follow-up frame 22 is act in s position parallel to the instru-
tent bass whereas the gyro:cope spinning axle is set in a poaltion perpendicular
to the base which reeults in outomatic unessing.
7134 caging device includes the following oleaents: (Pig. 29):
(4) D.C. motor 6 with a reduction gear and frictlom clutch 7;
(b) cams 12, 15, 26 and 29;
(c) return eprIng 30;
(d) plights 24 and rod 28;
(e) roller 31.
the caging to performed as follows (provided the gyro unit, the gimbal and
follow-up frames are in an arbitrary position).
ill= the power is fed to the cage aotor 6,the latter starts to operate and
through the reduction gear rotates outlet gear 11. The bueh of gear 11 1= a stud
that elides along the helical groove of rod 10 and pushes It forward.
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(Symbol:
0,41-liquid (arrelerontshri
n - liquid leral swItch
Roll :asp
Fir Pilch sehyn
Ei
,Elecfrre
ifFizt
4/"Tacho- 2.2
VFW
FIG.29, KEY DIAGRAM OF LO HORIZON
????VZfollou*uP =to. 2,7 ? fr,ction ducat; ? cord; 4 ? inielitrurc Aircraft; 5 ? rull follus?vp rsc,:nr:
6 ? C^ItOci 8 ? Iu Imitcb; 9 ? c&ra; 10 ? cage rod: 11 ? outlet gear; 12,15,2c: ? cams;
? 64?4,1a4 transualur; 14 ? follov-up frame :motor; ? tyro unit, 37,27 ? .o,irc).mg uniro;15 ? late?
erection moot; 19 gyrosc,);N: giis; 20 ? outer glab.3.1 hat:14 23 _ erectioa
Cat*t; - ro11 folloa-up faamt; 23 ? Man ruil4h: 24 ? Pu'hu;
25 ? simbal froroc; 28 ?
SO ? rtm.113 &Pins; 11 ? scAler.
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Cage rod 10 can cove reciprocatingly without rotating in the hush of the tee:-
lat gear. With the movement of rod 10 roller 31 rolla down along the helical U.A7e
of cam 12 thuo turning foliow-up frame 22 to the horieontal poeition. then the rod
moves further along can 26,the plane of gimbal franc 20 la also turned to the
horizontal position.
After that, gyroscope spinning axle 19 In set with the help of cane 15. 2S and
1.14 es in a position perpendicular to the plane of the gimbal frame. The gyro unit
Is ready for starting.
The complete caging of the inntrument takes place during one turn of the cut-
let gear. During thia time period the guide stud shifto to the cegnItude of one
step of the helical groove of rod 10 after ohlch It finda iteelf In the lengitudimal
groove and under the effect of spring 30 and the epring inoide the rod breezes
thrown back. At this moment the power aupply le removed from motor 6 and the 36 v
three-phaoe, 400 c.p.e. sueply of the gyro motor and erection tysten lo cut In.
The indicating lamp must burn on the indicator during caging. The caging ;merle
lute about 15 oeconds. Limit ewitchen KB-1 and KB-2 provide the automatic succeosice
of switching on and off the D.C. and A.C. voltogea In the gyro horieon otarting and
signalling syotem.
After the gyro unit in started the oignalo from the roll and pitch seleyn
transmitters of the gyro transmitter are fed to the seloyn receivers of the ledlea-
tor follow-up nystem (See Pig. 29 where the aignala are oilcan by meene of orrowe).
The outer appearance of the remote-indicating indicator is sheen In Pig. 28. The
indicator chows the aircraft roll and pitch anglee measured by the gyro tran:citter.
The gyro horizon consiato of two roll and pitch follow-up eyotems vhich provide
tbe shifting of the movable elenenta of indication, i.e. a card and a miniature air-
craft. 3ee the key diagram of the indicator in the lower portion of Pig. 29.
The pitch follos-up eyetem conalsta of a aeleyn receiver (Cr) connected to
the seleyn transmitter of the gyro transmitter, motor-generator ir-o.5, reduction
gear and amplifier.
The system operates as follows. In cape of a miematch between the eelsyn
receiver and seloyn transmitter the miematoh signal from the indicator eelsyn'
receiver rotor 13 fed to the amplifier. The output voltago of the amplifier makes
sotor-generator A1'-0.5 rotate imparting the rotation through the reduotion gear
to card 3 and the seleyn receiver rotor thus piecing it in a petition vorreapending
to that of the gyro transmitter eolsyn rotor.
Prom motor-generator AT-0.5 the tcclio ml gnsl na a negative feedback le applied
to the amplifier where it is aummed with the signal of the selsyn receiver rotor
thus providing the damping of osoillatione of 'Pm pitch follow-up aysten. Thus, the
card is slweys ret In the poeition corresponding to the turn angle of the seleyn of
tbs gyro transmitter, i.e. the borate's indicator reproduces the pitch angles.
The maximal speed of the cord performmnee is mot less than 80 per second. The
poseibility is foreteen for adjusting the petition of the pitch (card) scale horizon
within .120 due to the turn of the static otstor (0T) with the help of the centering
rack-and-pinion.
2tie rock-and-pinion is coupled with the centering index located on the left
elds of the indica?or front panel.
the roll falaei-up mystem consists of ?toiler elerente and oftrstes lilts the
pitch follow-up agates. The transmission ratio from motor generator 5 ctr-1) to
the roll seleyn and the miniature aircraft le the tame. The maximum performance
rate of the miniature aircraft la not lose than ISO? per ascend.
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.12-1 roll icalcatica system liss no Wawa crecticn /gotta. A.11 weak algnal:
frV3 tbs trsomelttoro aro fad to the executive and follow-up sechanieme thsceeh
the transistorised electronic enplifiers.
? D. 24e...._11L.ILtraterietLaatarce....211
The arrangenent of gyro horizon units in the aircraft is shown in Fig. 3C.
fhe indicator Is counted in the centre of the instrunent panel in the cocklit.
WO tram:titter La actuated an a especial panel in the front acceezerier, co:;:zrt-
4Mat between fraree Nos 3 and 4 OD the right side as viewed in the directleo Zdf
flight. The gyro transuittee 13 co counted that it may be adjusted in the virtic.:
and horizontal planes.
While ?:aunties the gyro horizon after its restryal observe the folle.
(11) the gyro transaltter abould be metalled with the help of a level;
arrow
on its case should coincide with the direction of flight; the
StrOse ea the attachment plate and (*total frees of the gyro !ran:el:ter
cant/idol the longitudinal axis of the gyro transeitter should he strictly ;arallel
to the longitudinal axle of the aircraft durlag level flight;
(b) the plane of the indicator ocale on the inotrumont panel te perpen-
dicular to the longitudinal axle of the aircraft and the ball in thc clip indicator
should be in the middle position.
Inaccurate installation of the gyro horizon results in additIcn.11 error im the
roll and pitch angle readings which In its turn interferes vith th navigatier. of
the aircraft In adierze ueather conditions nod at night.
B.Etaslis.:1(4eeeli...._:_altor.?1.5.....E.L.I.z..a.1
the gyro horizon Is fed from the aircraft mains with the D.C. voltage. of .27 1
nmel from inverter DT-12511 with the A.C. three-phase voltage of 16 Y, ACO c.p.e.
The D.C. voltage is fed to the matching units, transistorized amplifiers, caging
drive and indicating leap. The A.C. voltage is fed to the gyro motor, scleyn follce-
up eesteue and erection motors. Prior to starting the gyro horizon it is necessary
firat.to awitob on the ii-200, GYRO TRANLD. CAGING ECU, RAH circuit breaker on the
horleentsl portion of the right-hand concole. In this care, the indicating lamp cc
the indicator lights up. After that, turn on the irA eircult breaker on the vertical
portion of the right-head console. In this case, the pover viii be led to the etart-
tog rolsy Of inverter W.1-12511 and to motor 111-3 of the cage drive. The cage cpc-
rstss autonetically for 15 Inc. and during this ti=e do not prise the caging butte:
en
the indicator.
Dubs the caging cycle a red laap is on. As soon cc the ln:p goes cut it cm:
tbot the caging cycle le over (all the gyro tranesitter freees are In the operatin;
position) and the A.C. poser is fed for starting the gyro actor and the erection
deeloes.
During 2 to 2.5 ala. the cremator gains the speed of 22,000 to 23,000 r.p.e.
ani after this the gyro horlsom is ready for operation.
Leant,21.3211.211.22 on tht Indicator while starting the gyro hoist:
during accrual operation on the ground and in flight. If the pilot has noted that
the gyro truatraltter makes errors which can be caused cnly by a casual interruptIM
In the power supply to the act, it is cemetery to sake the aircraft enter level
flight Lad push for aa leetant the CAGe IN LGYEL MGR? ONLY button on the Indica-
tor. In this case, a red leap should light op on the indicator ehich should go cut
as coca as the cage cycle Is over and the gyro horizon in again ready for U3O.
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During caging, the gyroccope of gyro horizon sesumec the
vertical position not relative to the Earth'a surface but to the
vertical awls of the aircraft. After caging the gyroscope la set
in the vertical position relative to the girth's surface by the
liquid level switch at a rate of:
20 per min. for pitch and
40 per sin. for roll.
Thus the gyro horizon gives readings with noraal accuracy not ICI,-
diately after caging but some tine later the length of which depends
on the degree of accuracy at which the aircraft was kept in the
horizontal poultice during caging.
Do not use the caging button at pitch angles greater than .4? since
after caging the longitudinal erection mechanism may be dlicomnected.
The gyro transmitter of the fighter directional tiyetem and roll
stabilization autopilot is fed from Inverter XT-50011. It is switch-
ed on by the GYRO TROSS. OP KCI KLO; CAGING La circuit breaker
when the 11-200. GYRO TRAM. CAGING KCH, Klfl circuit breaker In -
on. In thie case, the CAGING OP GYRO TRAM. 07 fiC1, Kill indicating
lonls (on the instrument panel) should go out in 15 sac.
When the buttOn on the indicator is depressed for u short period cf
tine, both gyro tronomittere become caged (during 15 sec. both red
lamps are on).
If the eacoad or third phace of the A.C. voltage lo openton indicating lamp
light up on the indicator and the gyro motor poser supply rill be :Alt off.
1. Operational randineon after switching on poser supply (ekroll an! pitch
angles of the aircraft, while on the ground, up to
at temperaturea from .50 to -30?G
at teeperntureo from -30 to -60?C
2. Duration of gyro transmitter edging cycle (caging - cacaglog) is not in
cum of 15 seo.
3. Operating angles within which the readings are correct:
roll angles 3600
pitch angles 3500
diving). rce 265 to 2750 while
(except for the cone pitching and f
4. Accuracy of maintaining the vertical position by the gyro transmitter gym-
scope with the erection Unita cut In 112 2 fixed bee:
roll angles
0.2?
0.25?
pitch angles
5. Tors in the readings of the roll angles after the performance of up to
3600 turno should not exceed +30 (in Tore cases up to 576? are possible). Errors
in the readings of the roll and pitch angles after performing any aerobatics should
mot exceed :5?.
::lration rate of the gyro trananitter error:cope:
2 to 80 per mit.
1 to 3? per sin.
BK2
7. Rat* of turn at which the signal -51P cute cut the
11 erection of the gyro transr3lttcr 0.1 to 0.3? per
see.
S. Borlsoetal componeet of aircraft fore-end-aft accelerstioells:11::0;he
:::c:u:Ttloo is practically cut out
1.05 st/suc2
pitch
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9. After take-off errors not more than 10
10. The oasis= resetting opted of the follez-np from of the gyro
truseitter
not lege than 3.60? per
sec.
11. Error in the reedingn of the roll and pitch angles an the horizon indicator:
at 0? +10
up to .00?
.1.5?
above 90?
12. Sensitivity of horizon indicator to changes in roll end pitch
ugly? not worse than 0.30
13. Current consumed:
(6) Iron 36 V, 400 c.p.s. A.C. power oupply cource (irVerter nT-12511)1 1.6 A
for the firot and third phases and not more than 1.2 A for the second phase;
(b) fron D.C. power aupply eourco (aircraft tains 127 V):
act more than 0.75 A.
Note: When erection cutout 3H-53PU is switched on,the current coneunption
---- Increases by 0.4 A in every phase.
14. Operating temperature range Imp 4150 to -60?
15. Safe operating altitude 20,000 a.
16. Weight of gyro horizon unite:
gyro tranenitter 7 kg
horizon indicator 2.6 kg
2. FIGlifER DIRECTIOOLL SISTEW
A. General
the fighter directional oaten in de:signed for detersining the negnetio head -
lag of the aircraft flight, bearings and relative bearings of the radio ststione
during Joint operation with the automatic radio compass.
The directional eynten conbinee magnetic, gyroscopic and radio
Methods of mammont of the aircraft heeding.
It eosuree:
60 required accuracy in determining the heading (of not lase than 4.20 in the
straight -and -level flight);
(b) high accuracy in the heading readings during unsteady flight.
The directional system is enployed in two uodee of operation: directional vino
and segueing: slaving.
the pain Lode of operation of the direotional :cyst= in the directional gyro
(thee the heading is received frqP gyro unit TA-2) and the magnetic *laving in
as auxiliary one used for initial correction of the directional gyro readings on
tbe ground (prior to the Icks-off) or in the straight-and-level flight.
the high accuracy in determining the course under conditions of snotoSty
flight with large roll angles ie achieved by using a vibration-proof gyroscope in
flui.direotional agates With Stabilisation of the axle of the gyroscope cuter global
frame bp nesse of additions' roll end pitch fellou-up tenses in conplience eith
tbe signals of the pro. boring:1 %mounter.
Besides, provision in &leo node In the 11114000nel antes for =skins correc-
tioni for the gyro drift due to daily rotation of the Earth depending on the lati-
tude of flight In the northern or southern hemisphere.
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2. Cat; end Devices sire tiorn
the set of fighter directional oaten includes:
l. Gyro unit 11-2.
2. Heeding indicator Yr11-10.
3. Induction transmitter 1J-2.
4. Slaving mechanism KG-1.
5. Rrecting real:aim E1-3.
6. Control panel BY-3.
7. daplItier 1-12.
s. Anplifier 1-18.
9. Relay unit
10. Slaving button 51i.
11. Bet of connecting cables.
1. Gyro unit FA-2 to deeigned for using the directional e;stem In tt,e direc-
tional gyro node and for sending the heading nignale to heading indicator YIT-4
through clawing mechanism 11G-1.
The sensitive elenent of the gyro unit to free gyrescope. Ito spinning axis
le horizontal and the motor generator rotor rotates at h c-,-,eed of 22,0(4 to
23,000 r.p.n.
2. Heading indicator YIP-4Y is danigned for indicating:
(a) magnetic heading;
(b) radio station magnetic bearing;
(n) ratilo station relative bearing.
3. Induction tranesitter RA-2 is designed for correcting the heading taken
cif gyro unit II-2 in conplinnee with the magnetic heading through slaving
mechanism HC-1. The senaltive element of the transmitter includes three magnetic
probes located In an equilateral triangle pattern.
Each nagnettc probe consisto of two permalloy cored with megnetiring and
?lanai windings. The platform with the magnetic probe* is 11-4:ta41ed in a gimbal
Irene.
4. Slaying mechanism UC-1 is designed for:
(s) initial slaving of the heading zignale taken off gyro unit 11-2 in accord-
ance with the magnetic beading;
Cb) correction of the heading eignala when the mechanic= lo enployed In direc-
tional gyro mode (i.e. introduction of latitude correction for the gyroscope drift
due to the daily rotation of the Earth).
?he mechanisn conaiste of a differential oelayn, redu:tion gear with an
electromagnetic clutch, follow-up motor 1Hi-O.5 and tachogenerator of AM1-0.5
5. Irecting nechanism KR-3 is decigned for;
(a) following up the electric signals of induction trarazitter R1-2;
(b) for eliminating quadrantal and instrunent errors.
The cechanieu includes too eeleyne (CR-1 and Cfl-2), motor lia-0.5 end n con
device.
6. Control panel ffi-3 is deaigned for:
(a) ensuring operation of the directional :system in the magnetic slaving
and directional gyro nadee as well as in the northern and coutLern hemlepheres;
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(b) introducing latitude correction for thn gyropoopo drift due to the daily
rotation of tie forth;
(c) controlling the rate of following up the latitude correction cad the feed-
Ink vf:le pue.anel consiets of a supply traneformer, 11-S twitch, lstitude potentio-
War, correction potentiometers and a relay toed for ssitching over the syston
from the directional gyro to magnetic elaving (when the button la depreseed).
Rotel The S-5 twitch should be locked with wire TO-0.51 in the Pposition when
'"-- the aircraft Is teed in the northern benisphert and in the position
vhon the aircraft is used in the southern heniaphere.
7. Amplifier 1-12 is designed for naplifying the eignals in the erecting and
slaving mechanic= channels.
The erecting nechanies channll amplifies the induction tranemitter signal
taken off sclera receiver en-1 and trantnits it to lector JHA-0.5 of the follea-
sp system of erecting crannies ru-3.
The slaving mechanien channel amplifien the signal transnitted from erecting
rachanien TR-1 to slaving mean:lien RB-1 and the latitude correction signal taken
off control panel ITY-3. In addition to all theoe units the amplifier includeo a
rectifier.
C. amplifier 1-18 is designed for anplification of the signals taken off the
gyro horizon tranenitter posing through the roll and pitch channels, as well as
for sonAlog then to the, motors resetting the additional follow-up francs of gyro
mit TA-2.
9. Relay unit BP-4 serves to ensure operation of the directional system when
the aircraft performs aerobatics and to eliminate l..00 error in heading readings
ehen performing a half-loop.
10. Buell button 51 is designed for feeding the voltage of .27 V to the relay
in control panel BY-3 thus switching on the directional system for operation in
the zagnetio slaving node. Besides, this voltage is ale? fed to the electrocagnetie
clutch iron slaving nechanian fle-1 ao az to increase the rate of closing.
D. Roden of 2Eeration of Directional Syaten
glio2t10Eol Syro.Ogonatign_
Tho principal unit of the fighter directional systsa is gyro unit FA-2 that
is a free gyroscope (the epinning axis .s in the horizontal position). Two addi-
:14:::10alo:10:71:n!ranos stabilize the shaft of the cuter global frame in the
The additional !ranee are react by the correction actors by the roll and
Pitch signals taken off the gyro borison tranamitter through naplifier 7-18.
The aircraft beading signals are token off the eslsyn transmitter of gyro
can TA-2 and fed to the differential seloyn receiver in the sieving sechsnlea.
from the differential selsyn the signals are fed to the beading indicator there
the rotating dial is reset. The beading is read off the dial clockeiga between
Index C on the rotating dial and the upper index of the fixed dial. &midst,
from the differential aeleyn the signals are fed to the stator of selsyn re-
ceiver ca-2 in erecting mechanien 114-3.
Gyroscope of gyro unit ri..2 bas no azimuth correction system. The gyroscope
spinning aXIS =Innen arbitrary position relative to the oagnetic oerldion In ths
horizontal plane. The spinning axis is kept in the horizontal plans by a rev-erste:1
correction actor mounted on the shaft of the outer global frame which applies
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tee torque to the gyreacope spinning axis (if it hae drifted away free the ben-
zoate,' plane) thus vetting the axio again in the horizontal pleat.
ruing operation of the dIrtctIonal systen In additicn to the eignele taken
off gyro it FA-2 the signolo froo the potentiometer in the control panel are
oleo fed to the erecting nechaniem. These signals serve for introducing (by addi-
alma, turning the rotor of the differtetial eelsan through the stduction gear
1
eza a gear ratio of ) a latitude cerrection for the drift of the gyro-
4.6 el
lecfe aalaalaa aria duo to the daily rotation of the Earth. Benders, the control
penal has adjuetIng potentionetere regulating the rate of correction and the feed-
back value; the potentloectern are oleo connected with clueing nechanism
The magnetic slaving le started by deprtnaing the playing tutton on the
iestrucent panel. The button Is kept depressed till the rotating dial stops and
then the button is released.
In case of maximum tiszateh between the induction tranemitter and the Indicator
readings the slaving tine does not exceed 23 oec.
ilith the button depressed, the latitude correction is out out end the power
Is fed to the relay on control panel BY-3 and the electrocagnetio clutch of slaw-
Leg mechanism Beal. In this case the sigrale ore fed to follow-op cater IKI-0.5
Is slaving mechanism Baal from the rotor of eneyn CN-2 in erecting mechanism KB-3
theough the cloned contacts of the relay in control panel RY-3 and through the
slowing sechanien channel in amplifier-7-12a The motor additionally turns the rotor
of the differential eelsyn through the reduction gear (when the electromagnetio
2
dutch is cut in the gear ratio le IND) thus reducing the mismatch legume the
stator and rotor of snap CB-2 in the erecting seohaniem to rero. The rotor of
the differential onsyn is connected both with heading indicator YIP-0 and with
the stator of ensile Ci1-2 in erecting meenanien
At the same tine when the rotor cf the differential seleyn is additienally
turmed,the mismatch 'signal will be fed to the beading indicator caking it reset and
the rotating dial will be set in a new (matched) position.
As soon le the slaying button Is released, the erecting mechanism becomes
entebed off, the latitude corrective Is out in and the beading Is again taken off
We It FL-2 corrected by the magnetic heading.
I. Arrangement of Unite in Aircraft
Ita unite of the directional system est arranged in the aircraft se folleee
(PIC. 32):
1. The front attest/ones compartment between francs Woe 3 ca. 6, eterboare,
hoatee:
(Own unit FA-21
Cb) slaving mechanism 1(0-13
. (o) eoutsai panel FiYa3;
(a) asplitia: 1-18;
(9) sales unit BP-4;
(I) 6170 transmitter cf the fighter directiceal aystee, roll stebillzatIce
aviapllot (it is not inaluled into the at of lighter directional 07stAB);
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(g) inverter HT-500a (it in nut inoluded into the ant of fighter direc-
tional system).
2. Mounted in the cockpit are:
behind the instrument panel:
&uplifter T-121
on the instrnotnt panel;
(a) beading indicator TIT-Wi
(b) gloving button;
near Irene No. 11, starboard:
erecting nannies KM-3.
). Induction transmitter KX-2 is counted in the piddle portion of the fin.
When mounting the directional oyeten obeerve the following:
Mee to it that no iron or magnetic obJecta are placed near the inductien
transmitter, the arrow on ite cape should be directed towards the aircraft AO50.
0yro unit rt-2 is mounted on its shock absorbers and its loser plate should
be placed on a atriotly horizontal panel when the aircraft is in the lite of flight
with the arrow on the cote directed towards the aircraft nose.
Incorrect installation of the gyro unit and especially of the induction
tram:sitter results in greater errors in the heeding readings on indicator YTT-AY
which interferes with the pilot's normal orientation. The induction transnitter
and the gyro unit are checked (set) when the aircraft is in level flight by the
level* on these unite:-
When mounting the induction tranomitter see to it that the reference notches
coincide.
In cone of failure of gyro unit rt-2 the rotating dial will cm to a rest In
sa indefinite position. In this case, when the slaving button is depressed,the dial
sill cows to a root in a position corresponding to the magnetic heading indicated
by the induction tranenittor.
To *heck the earviceability of the induction transmitter depress the ale-wing
button on the instrument panel and bring a permanent magnet on a pole to it Zdking
the dial turn.
The induction transmitter is provided with a deviation sonpentator to eltni-
mats the magnetic deviation. In this case, the deviation Is eliminated also when
the slaving button is depressed. After the directional orates is etarted,lt is
necessary to ?lave the di:vett:mai gyro with the magnetic compass prior to taxiing
to the start line. The heading indicator is shown In Pig. 33.
The directional gyro (magnetic slaving) beading readings sr* red off the roist-
ind dial between index I (Worth) and the fixed index in the clockwise direction.
The magnetic bearing of the radio station is read off between index I and the
Of the radio compete pointer. The relative bearing of the radio station is red
off the fixed dial betmeen the course index end the tip of the pointer.
0.
The directional system is fed from the aircraft mains with the D.C. voltage
of 27 T
and Iran inverter 11T-50011.with the voltage of 36 t, 00 e.p.s.
The A.C. and D.C. woltagee are intended for feeding gyro meter of rt-2, maw,
:01101:1:::::ne, erection eleotrometora, Induction transmitter RI-2 and electro-
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fiG.3)? lIZArNG ViDICAIDA
rut-sa4-014as. 2 ?CVI1. atm, piaur; ? 41X.VIC 4,441. 4 rails ccaFtsss
psimtr, s irstules &al of dirscuoset f4. 6 ? ficeJ J.0 a r61.4 hrvia,(1.
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To start the direaticnal syctens prooeed as Pollees. First, turn on the -203,
cao TRANSH. CAGING KCI, van circuit breaker thus feeding the paver for avitehing
so inverter LIT-50011 and making the CAGING OF GYRO TRAITS. WA, un rod indicating
IMF light up on the Instrument panel.
After that, torn en the Crg0 !BARBS. OP htii, Kifil CAGIIC in circuit breaker
ev the horizontal portion of the right-band conaole. In thin cases the caging cycle
vill be perforoed autooatioally for 15 eeo. and then, the red leap en the inutru-
peat panel ehould go out.
Ae soon se the leap hue gone outsthe NCH ()trout% breaker nay be turned on on
the right-hand connole and 1.5 - 2 minutes later the directional sycten le ready
for operation.
Vote: There to the follolinx inecriptten on the right-hand console: SWITCH Or
--- FM AFTER SWITCHING OT ASO UNCAGING orro raivax. or KI1 LND fun (i.e.
after the red leap on the instrument panel is dead).
The spites operates reliably provided the correct eequence of avitch-
ins is striatly observed.
This sequence of evitching to caused by the feat that during caging the pitch
and roll selsyn tranenittere of the gyro truanitter sill send the Boleyn eignals
to gyre unit ra -2 for resetting the additional follow-up framaa. Before caging
the frensa of the gyre horizon tranenitter may secure any arbitrary position.
Daring egging the freest: quickly (during 15 ego.) ammo the operating position.
ills may cense failure of the follom -up franca of pro unit FA-2.
1. Time required to prepare the yate for cperation after the ;over eopply
Le cat in is:
2.5 min. at a temperature Iron .50 to
2 min. at a temperature from -30 to -60?C.
2. Magnetic hea4Ing error in the level flight Is not rare than .2?.
3. Additional error due to the drift of gyrompe one in arinuth in the direc-
tional gyro node dose not extoed 12? for 30 min.
4. Roll and pitoh operating anglers - from 0 to 360?.
Vote: At pitch angtee of 90 45? and 270 .60 there is s cone of indefinite
heading readings ohlchie detersinid by chernotorietice of the gyro
horizon vertical.
5. Lsbient air temperature range - Iron .50? to -60?.
6. Service altitude - 26,000 a.
7. Power supply:
D.C. - +27 T t101:
A.C. - 36 1 +611, 400 s.p.o. .24,
B. Pacer coneumptlen In the steed, code:
D.C. - 40 matte;
A.C. - 230 TA.
9. Starting current:
D.C. - 2.6 A;
&.C. - 9 A.
10. fighter directional system units cithatand landing aceolerationa of 4 g.
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36 ROLL STIBILIIITICO AMP= EAD-2
A. General
.lbs roll etabillistiom eutoontio pilot, type 1ill-2, le Installed in ?
Waren central antes tad some for isproeira the aircraft roll atabill'
aCatr011abilitY behaviour.
fba autopilot Se *splayed in too modes:
16 Roll duping durins =gal control of the aircraft.
. 2. Stabilisation dewing the automatic bringing of the airorzift
saale, zero roll angle stabilisation and roll angle control in :en,
control stick application.
The functions performed by the autopilot are ea folic-es:
(a) aircraft roll dampitg in combination with the eircrIc:.
(damping 504e)1
(b) automatic bringing of the aircraft to zero roll r,r-
imitia1 roll eagle Ciaoluding the inverted position of tho
Craft control stick is met in the neutral poeition in
(s) zero roll angle stabilisation with the cont.:::
positica in roll (stabilization soda);
(d) control of the aircraft rd l v1tz1ir
regimes to the control etiot appl aticm althin
lion in roll (stabilization sods)
A. Units an Levice3 of
YU autopilot set Luanda*
1. Serra unit PII-107.
2. Isla: and anplifierAgit Fil-1
). I'll rate Afro yeit.
4. frusainolcm pKtio corroct
InterfellaCe filter tri-11
4. 1414?lor EPwli.
7. these-sensitive rut:
O. Cyro transmitter or
not 1:noluded into the nut
law Check connector.
1., Servo unit
relay and.saplif
IR an extendeP
Wader the cc
2. Re!
(e)
Or6, ph
flexitl f-
eleotrc:
(b) r_7
(c) r,r
pilot;
(d) for r6:.
.) the openition of the auto-
..to of tho Autopilot.
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--- 57 -----
The unit is inotalled between frames not 6 and 7, In the lower starboard por-
tion in the direction of flight (in the storage battery compartment).
3. Roll rate gyro serve? to neasure the aircraft roll rate relative to
10;6itudiool akin and convert it into electrical aignalo proportion4 to the
roll rats to be menourod.
The senaitive eletent of the unit ie a rate gyroecope.
All the mechanin= is Doused in a presturized case filled with special fluid
of
required viscosity. The fluid damps the gyroscope oncillationo and partiully
allainates the friction in the gyro unit franc bearings by reducing the weight of
the parte Placed Into the fluid. The gyro motor in its turn to counted in the air-
tight cylindrical unit with axle shafte filled with geeeoua hydrogen.
The roll rate gyro le mounted betoeen franeo Nos 12 and 13 in the siddle por-
tion, in the direction of flight.
4. Transmission ratio corrector /01-2 is designed for automatically changing
the transaiscion ratio of the autopilot in accordance with the eignal received from
the roll rote gyro depending on the head velocity and flight altitude. The correc-
tor is a potentionater secured to the body of the actuating mechanicm of control-
ler iFY-311. The potentiometer brush Is rigidly conneoted With the board of the
actuating mechanism which travels in compliance with a certain lee depending on
the altitude and flight speed.
5. Interference filter 0-110 iu intended for suppressing radio frequency
interference (20 to 150 We) generated by the autopilot in the D.C. circuit.
The filter is installed between francs Soo 8 and 9, in the starboard lower
portient in the direotion of flight.
6. Relay box KP-11 is designed for twitching the control eignala.
flis box lo installed between !ranee Nos 7 and 6 in the pert lover portion,
tsar roll rate gyro in-11, in the direction of flight.
7. The phase-seneitive rectifier 648 is designed for convorting three-phase
L.C. signsle cooing iron the gyro horizon eeleyn tranemitter into roll D.C. signals
within the range of 3600. The rectifier is installed in the cockpit behind the
Instrunont panel, port side.
I. Tho ?hook tOnneCtOr is intended for ground chocking of the autopilot. It
to installed between frames los 5 and 6 in the veil of the L.G. Dose shed.
Ihs rod lamp on the instrusent panel indicates whether the autopilot is on or
Off. The butt= deeigzed for switching On and off the stabilization mode of the
IstOpilot ars mounted on the control stick. The circuit breaker Is located on tte
right-hand console.
The ROIL DAMIIR switch in mounted On the left-band console.
D. ?utopllct
The interaction of autopilot units is shown in Fig. 3e.
In the stabilization mode serve unit P0-107 deflects the enema Orough .
15.5 itaXisam in any position. The Were= deflection by virtue of the control
etlok estounte to 2200 when the servo unit rot is cot in neutral position.
thusosben operating the autopilot it is only 27.5 per cent of the aileron
ecapIete deflection that is utilized. This le dose to ensure the safety of flight
Min the autopilot used.
In osse the oer7o unit rod shifts hi itself all the say to the stop the pilot
aaa Counteract the resulting roll by shifting the control stlek,in the opposite
direction approximately through ore third of its travel length.
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af:fictm tus circuit irrar if- IA
wz -rale artrall ; r -rsli arIgk
Az Cid I fratuarlszioa rallot
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? 59 ---
non used in the danping node the autopilot damps aircraft roll oacillaticao
st the ?table roll angle or at the transition fren one roll angle to another in
response to the aircraft rate of roll.
In dewing, the aircraft piloting by cams of the control *tick le appreofably
facilitated place the number of control stack applications required to control the
roll is reduced to the minimum. Boaidea, the autopilot cancel:at reducea the
craft rate Of roll, i.e. the deflection of the control stick causea the raverae
responae on the part of the autopilot and the aileron is deflected through a
sealer angle. Owing to this the aircraft roll eentitivity is reduced with a def-
!option of the control stick and this in its turn reaulth in lover roll reeponse
of the aircraft.
Ma the autopilot le employed in the stabilisation mode (with the control
stick set in the neutral position in roll) it ensurea:
(a) roll-free flight of the adman, with no pllotie action required;
(0) bringing of the aircraft to rare roll angle fro:: any initial roll eagle
(even fron the inverted flight);
(c) piloting of the aircraft in roll in response to the control eticb applica-
tion.
althla the roll angler: ranging from +30 to AO? the prteent roll angle signal
Ac linearly generated by the gyro transmitter of gyro horizon Ari-1, i.e. the
sir-al value is proportional to the roll. At roll angles greater than 80? the roll
angle signal retains a constant value and sign till the angle of 1400 (100? - 40?)
Is reached after which the signal value la again decraaeed in a linear canner to
the roll angle of 1000. then the roil angle of 1000 (in cape of an inverted flight)
Ac planed the dip of the signal is reverted while the signal value Inc:weeds and
become maximum at the roll angle of 100?. 40.1auther on, both the conoinot value
and sign are kept constant till the roll angle of 320? (360? 40?) to reached.
Vhe polarity (sign) of the roll eagle signal le 01,50 reverned in C400 the air-
craft passes a pitch angle of 90?. Thun, once the roll angle signal to taken off
the gyro trananItter of gyro horizon Ari-1, it becciea pocalble to bring the air-
craft to sere, roll angle fres any initial roil angle Including the ctea uhan the
aircraft perforce an inverted flight and when pitch angles arm big and range Iran 7u
to 80?.
When applying the control stick transversally through 150 to 70 lem from the
lestral position with the autopilot operated for etobllitation the pilot can change
the roll angle within the range of !AO?, thee piloting the aircraft in response to
the control atick application. In case the aircraft control stick is transversally
Mad through
more than +50 - 70 an the sireraft will be piloted in an ordinary eey
la response to the angular rats, i.e. this tied there will he utilized the full
travel of the rad of cargo unit ELY+ 107 which will be operated no a rigid central rod.
It. Sorer Supply el:volt
As soca as the sirceit breaker en the right-hand ccpeole la turned on,the power
le fed frow the airoreft madna to the interference filter, phade-canaltive recti-
fier and to the winding of the atarting relay of inverter UT-50011.
The relay operatee end starts Inverter IIT-5008 fres which the voltage of
)6 ill three-phase, 400 a.p.a. Is applied to the phaae-altualtIve rectifier and to
ths roll rate goo.
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The other unite of the autopilot ars electrically interecneected altheueh
t.
are cot dirtutly connected to the aircraft caina.
P. .4....siBajszaslaaccs
1. Isstsun travel of the nerve cult rod is 115 rn free the cern ;entice.
2. Servo unit collepoing force is 1600 kg.
3. Roll angle measurement range of the ;haat-zee:Mere rectifier is eee-
4. Paver supply! 127 V B.C. from the aircraft ealcs and 15 V, three-ph,
400 o.p.s. A.C. fres inverter ilT-500U.
5. Poser consumption:
D.C. - up to 300 V;
three-phase 1.3. - up to 0.5
4. AUC'-..1 iIS3I03 AFY-32
The:malt, typo ITY-Ut; .erves for an autOmatio L...attge (accord1n,1
preassigned nonlinear las) of trunealesion ratios from lbs control eti
stabiliser cud simultanem.'- to the artificial feel spring-leedee ne
regulation leo performed euterstic tranomission ratio controller ie
function Of velocity heed and flight altitude And la doteralued ty
aerodynamics cud pllot,11 physical cupabilities.
This unit pro-rides a comparatively uniform technique of -ft:cr.:ft inctine at
various speeds and altitudes. This is achieved by increaaing the control stick
fores and stick travel by one grade of the stebiliter deflection vitt: the increaou of
'the indicated speed end decrease of the
flight
altitude and correopondicgi} t,
decreasing the force and travel of the control etick by one grade of tLejet:itillzer
deflecties sith deorease of the indicated epeed and Increare of the flight alt1tt41(..
At altitudes ranging from ge4500 s. to U$0,000 c. the unit opt rat$tr. toth in
the famotIon of velocity heed and flight altitude.
At altitudes lose than 4500 a. the unit operates only In the function of vele-
shy beed,that Is at indicated :speeds wore thau 1000 knihr the pointer must be Cr.
the right limit stop ? the canal ern of controller AW-3B, chem.!. at inikated
Speeds Lees than 500 ha./hr the pointer nuat be on the left licit step - the eig
us of mantel:tiler 117-311.
At au altitude of 20,000 a. end higher the unit retains the constant values
Of tranealselon ratio corresponding to the big are poeition regardless of tee
thane of velocity head and flight altitude. With the velocity heads corre.porline
to take-Off, landing and flying the traffic patteru in the vleinit) of an rcrci':::r
lbs autosatic elements art in the taks-Off and landing position', the pointer c*Ic
C s the ;tett limit stop which corresponds to the big a= of the actuating zerra,!,iam
at controller 121-32 regardless of the flight altitude.
The key diagram of the automatic controller, the arm position In car an!
regulation las are sheen in Pig. 3o.
taking the total-Lees pre7eeee ere
Cestreller Ma operates icdependently
static pressure tros Pitot-static tube OBI-7 and does not require ory
the pest of the pilot at normal operation. In cede of failure of tn.- czctr::
the pilot say control annually the actuating aechaniss of eont:_lier t,
attObisg on the electroaotor of the at:chant:re actuating rod drive.
The electric mechanise is controlled by tea evitchee locateJ on tre 14,,r
lett ?band board of the Instrument panel. The asitches are providei eith tre r.;
r-4-"7"7?T77?:57777777"'-'- ?
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lorleg'inscriptioass glOg MID LOW WIND; CUOMO; gANULL, AFLh:In
the electric mechanism smelly the escond switch must be In the kANJA1
aperatinn Of the actuating technic* is Checked by the SIA14ILIi:):
tegimating leap on light panel ?-4Y2 and by the indicator with the di.l in
hfltr end kilenetres of flight altitude actually performed by the mech.nism ;,c:uat-
ing red (fig. 37).
fles arm position indicator is a voltmeter calibrated In speed and nititule
salts.
In operating conditions readings of the arm position Indicator and flieht
ilettMente of Speed and altitude sgy not coincide becauee of the differvnee In
the atmoopteric conditions arA standard reading? and oleo due to the supply eoltne-
fluctuations. froa the nominal value of 27 V .0.5 to 27 V .101.
ens should bear in nind that the arm nuition indicator ecrves to Inform the
pilot about proper operation of the automatic tranemicsion ratio controller IF/-Th.
5. CM POSITION INDIC/10R 1EN-3
Cone iv:mitten indicator Y113C-8 is installed on the loft-hand board above ttle
inatrunczt panel (lig. 38).
In addition to the irslicatcrro the eel includes tromeoltter 1113C-3 th:Lt is
mowed mar fraM No. 3 over the cone extension cylinder. 2ho trope/Atter io
mechanically coupled with the cone (through a flexible cable).
Cot 1112e4 ID intended fort
(a) indicating the position of the at; intake cone;
(b) generating feedbook signals to the amplification and switchiaz unit and
to the cone position manual control gyeten.
The indioator his two pointers', a dial Mod e rack-und-pition.
The norm pointer (in the indication eyetem) indicates the precent position
.ef the cone. lta wide pointer (in the feedback Syetem) is a oeleotive pointer that
be set with *ha hely of a rook-end-pinion.
Readinge are red troa the dial calibrated in per cent from 0 to 1004. 2110
Initial position of the cone correepords to zero reading of the dial.
The indicator ca-le houses two eleotrically independent systeost a cone pool-
titn iedicatitg ayetta mmd a feedback eytton.
The indicating syston is a four-coil retienotar operating from a four-les4
Ictentionster installed in the trams:sitter. Its gloving sagret of the reticaster
;hose axle carries the nsxrce yointer la turned In the aagnetio field of the collo
1:11sted at an angle of 900. Turning of the traranitter tale nalea the current carry--
its brush of the four-lead potentiometer change its poeitioo thus redietributing
iba Ca:routs in the ratio:rater coils. AA a result, the magnet (and therefore the
pointer) will coca to a teat in the dimotion of the resultant magnetio field.
Ina popition of the rotiemeter mognet corresponds to a Certain position of
the Umnenitter potentiometer brush.
Mit feedback WWI is a bridge cirouit comprising a transwitterxt1=7:er
thleh operates in ccubitaticn with ills poteottometer g m/fro:fag the c
11Pale or with the pots:tie:eater of the indicator esployed In the annual cc,trol
l'aten of the air intake cots.
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ffIG.til. NINE POCIIIITA higt 411)2 )111C.1
I tio,i?tevhitizv; 611:n,p t.eatct; ? wiattite
pastel.
The set to electrically connected with the amplification and witching unit
from which the signals ore fed to the cone actuating techanies.
eet YU3C-3 in fed from the aircraft maine pith the voltase of 421 Y.
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Chapter IX
OXYGEW 110IF1EIT
1. CliNSBAL
The aircraft mounta a set of oxygen cquipuent, type E0-3, vith excecoive
exygvn preastire in the breathing eysteu and in the high-altitude precoure suit
pneumotio system which is antoraiicolly adjuoted depending on the flight altitude.
The aet is intwoded to provide proper vital conditions for the pilot and prOerve
his efficiency and nafety during high-altitude and high-speed flightc and
during ejection (Fig. 19)?
Clygan equipastit set KHO-3 is designed for supplying ore pilot vitt elyeen
in the following conditions:
(a) during 4 lots period of tine - when flying in the preneurized cockpit at
altitudes up to the service ceiling and when flying in the depreeturired cockOt
at altitudes up to 12 ka.;
(b) during a short period of tine (froo 5 to 10 cin.) - when the cockpit h,,s
been deprossurited It altitudes Iron 12 tn. up io the service ceiling and the sot
is used as an esergency oxygen feeding cycten uhile descending down to the safety
altitude;
(o) during a short period of tins - when the pilot is ejected feaa the air-
craft at the altitudes up to the service ceiling with cirultaneaus automatic
switching over to the oxygen feeding fres the parachute oxygen appar4tue;
(t) when used in set with high-altitude preesure suit Va1-4 and an anti-&
device the oxygen set enables the pilot to withstand the overload of up to 0 gi
(s) pressurised helmet rs-Ame protects the face fres the air flcv during
ejection at the indicated speed of 1200 km/hr.
CuLygeo equipaent eat includes the aircraft oxygen equipnent and pilot's
individual cut fit.
Thai aircraft oxygen equipment cot:prices:
(a) Own regulator
(b) meets control AY-2;
(a) oxygen reducer XP-261;
(6) oawseo valve 163,210;
(s) mien Indioatax MUNI
(f) espeasive pressure gulp V-200-U;
(ei;- sot at Inboard oxygen bona KB-26;
(SI season consultor Ing-2i
(1) Promoro ratio regulator TCA-riii with hos-, hoz:tile;
(j) spherical oxygen bottles;
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rtc.19. oxycv4 ErAny'vErrT sel"
- - 4,ottle. 1 - XD-7,4C; 4- 44,144-? red?wer Xl..2dA; 5 - iis4ltaus11R.Ir11; 6 -pas,
1..? ts.?2000$: 7 ? mg, pqn.rtielowr 1:11.11: ft ? olipte hoet?IM?26; - tookooron costecctot OPIC.:`; 10 leansii?a; 11 - pre?Gord
fa". rri.ia.n. Pr 1.1%1, 1: - r?t?vettrf?.1 h.I, rti? roe; II - Ifieh.altifuelfroreesprit *ail; IS tape Ira setaiaq
I.t of cmo?rtur (7P4:??. lb - 1..4?11.4/1 N11?77,I, 17 - 44r-is 444teltitsoilm em.44tota? Il.M l - fklusek olvaafairer;
If) - Of CPX72: 20 newt. efla?fra Y.2.
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(k) inboard oxygen acceseories.
The pilot's individual outfit includes:
(a) high-altitude preps/um suit DKE-41
CO) preeaurised helmet madici
(0) parachute oxygen breathing spparatue
The aircraft oxygen squip=ent lines ama the pilot's Individual outfit are.
connected through cocron connector OPX-2 installed to the left side of the (At
pan and through holes with bayonet joints.
The aircraft oxygen reeerve in kept 1c four spherical 2-11t. bottles under
the preaoure of 150 kg/sq.cn.
The bottles arc divided into too groupe. Each bottli 16 fitted with a ice-
place' non-return valves ore proceed into the t,he-piece. The non-return calves let
the oxygen flow only in one direction. lv cane of failure or one of the bottle
groups the vilves prevent the oxygen from flowing cut of the operable group cf
tottles.
The syoten ie charged with oxygen through the charging cennection metalled
in the landing gear well of the port wing.
To check the operation of the oxygen feeding system and to indicate the anaurt
of oxygen aboard the aircraft, provicien is cede for oxygen indicator PK-16U and
exceseive pressure gauge U-2000K metalled on the left-hand console in the cookrit.
CAUTION! Shen operating the oxygen cupply system remember thAt clzture of
grease tnd oil with oxygen is exploaion-homardous.
1. When counting, checking end charging the oxygen equipment keep it clean;
nee of lubricants for threaded joints 12 strictly prohibited.
2. To bleed the oxygen from the oxygen bottles disconnect the pipe line frcm
the E.P. connection of reducer KF-26A1 do not allow the oxygen to be flown through
the reducer.
3. to not tighten up the pips line joints when valve KB-2C is open and the ?
System is charged.
4. Do not use dirty tools and oiled emote.
To work with the oxygen equiyaent, apecial chroce-plated toolt, clean and
digrtased are utied thlch are kept in a epecial kit.
5. Operator'a hands and overallo ehould be clean. Prior to -counting, checking
and charging the oxygen equipment the operator ohould wash hie hands with coop.
2. INTERACTION Op COUPONL1:5 OF OXYGEN X.:inns:if Si.? MO-3
IP CASE Or EMEESg.10/ ESCAPE IN AIR AO ON GROUND
A. It_t_Sit.c.2..2...___EEscriein.ttr
At the moment of escape he the seat ejection mechanic= hau operated,the
gest together with the pilot alleles along the guides upward.
In this came, the connector emergency uncoupling rope whose one end 13 attaetcd
to frame 10 And the other end to the emergency lever of the lower portion becomes
strained, turas the lever and opens the lock of connector 0rK-2.
The look breaks down into three pirts: the lower part with a net of inboard
Oxygen hoses KB-26 remains on the aircraft, the uiddle part (body) in rigidly
scoured to the neat pan and the upper part with a bore bundle and pressure ratlh
TUAlator PCI-311 Maine On the parachute act:pension system. After the cacao*, this
part Is pulled up to the left hip of the pilot by means of a strip 'end a shock
absorber.
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69 ?
At the moment of diejointing connector OK-2 the moo-return valves located
gaits upptr portion teduse closed under the aetion of oprings and prevent the
loksge of oxygen from the parachute breathing si;paratus KR-2711 into atmosphere.
The hook on the lover portion of connector OPK-2 ongwe the ear of the rope
d emergency awitching-on of parachute breathing apparatus 111-2711.
Then the enat elides upsards,the rope of citergeacy evitching-en whose 1..aok in
mmaisto41. !#ith the lever portion of connector OPK4 extracts the tafety .;ut
the machaniaa shich twitches on parachute breathing apparatus K1-27m.
Is soon as the oxen bacathing apparatus is twitched on,the clygen fram ita
letilla is delivered to the bladders of high-altitude cult BKK-4 through ratio
regulator PCX-3k. Th a oxygen creates pressure on the pilot's body and then under
tIe csdessive pressure it flows into the breathing system,thue preventing the
pilot's lungs fron uncompensated pressure.
The ratio of the pressure In the cult bladders to ttat In the breathing oysten
I; adjuated automatically by pronture ratio redulator PC;4-3M In accordance pith
its altitudes.
If the oxygen supply from parachute breathing apparatus gi-271 it in:uffi-
dent at altitudee belcs 10 lem.,the non-return Naive of the breathing oyai,m
located in the upper portion of connector OP-2 provider znokin,; of th, fro:
the atmoophere to create the required gas milture.
B. LI Coat of Encre.ency Elcape durine, eater 1.z.n.Jin,1 or
For cases when it is necessary to quickly diem-Ince: tho ox3E.,!n :,pply line
If the pilot's individual outfit frcz the inteArd equipr,ent durit .ter 1:,:a!log or
to emergency cane en the ercund provision it cldt for a grolp cc-nnoetor
m Ire:sure ratio regulhter j'et-:+11.
Tho group connector becomes tIneoupled nfter the pin iv extracted frchti
pinto of the pressure ratio regulator hotly f.td the connector &trip. Th
Y:klye
iszated in the strip or thl crerecnoy grou-;- ccnnoctor in the pres:...r suit b14..dder
ti.pply line boconsa shut off and ineulates th,e eult bladders frcz the ctca s.
tad from water in case of water landing.
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ChapterI
SYSTE:11
PUU051, =BATING FRINCITLE AND Ilg'.7A1LATIO OF 5:5%)4 IN AIRCEAI:
The anti-0 device le Intended for increasing thv otility of th.! pllot'L
orgnnien to withstand the overloads.
Tbo operating principle of the antl-G device CO;,DiEtS in tho. follelnz: sircv
tho pressure suit tightly fito the lower h.L.lf of the ptict'e body,thc Incrtlal
blood shift in the abdominal cavity and lower extrertItioo vacuole is reduced tr.:2
loproving the blood circulation to the ecrobrun and, conocqucr.11}, to pit'
efficiency.
the unti-0 device c7,ns1ate of;
(a) prepourc regulator;
Ce) filter;
(o) tati-C ,Ult bladdora.
Preacure regulator 11-51 autonatically rcgul:.tec tt pre-cur ir tr.r
mati-G suit bladders depending on the overload value.
Tao unit la mounted in the cockpit near franc No. 9, pert vice.
Its filter acrves for cleaning the air, supplied iron tho engiLe co2;.reescr
to preseure regulator IA-5A of cechanical impurities.
The filter to ocunted in the cockpit near fraca No. 10, ;tort side.
The anti-0 suit bladders are part az. ,areel of the tigh-altltudc proz5Jrz
suit.
During vertical soceleratione equal to 2 g the platen of pressure roguliter
Will di :apnea, due to inertia, the epring of the preocurl regulator end altding
downwitrde It will cpen access for the air fro the preeoure regulator through the
rubberized Lose, condon connector OPK-2 aad the coupling of the quick-I-cies:sr
joint into the anti-C cult bladdere.
tbe 'greater the acceleration the greater la the travel of the platen down-
wards and the greater are the cross-sections through which the air la 4vlicortd
into the cult bladder?.
Viva the accelerations are removed, the piston will assume the catrete upper
poditiop allowing the air to bleed into the cockpit through the pressure regulatvr.
Mica the socelyrotions anount to 10 g the lir floes into the cockpit thrcudE
the safety voles.
SECRET
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"r- 1:11/1:mcfp1:1:1
cr-d av1:4-J,
e::tlar.itit_?,t
dvirjr
fAr.-Ury
!iThGSTilf
A:vi; 2 _ i; 3 _ .:7141 irte& rc:ser rthrt A.1%. - ?4
pi?, C., LI:a 11:wr AA% ba Ito riptou 1 'ft 1 - rim rittt c$,c1E2s 1-.4114; -
- 4,11 V( 6erliag 44,04.!... It pf.tiltetr Kr...1,m v.4 re.:0 I ./ kis! af c, twt
2.9 - elliu s:t.atzibitnl. 1t - ?????4 t:S U. -
_ ge 1,7,14 V.% 1,N:ea resssreti - Xt41-410,1-E.Se prra sore
ref; 15 - ilaliers. i - ruts.nsu
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Pressre reculstcr di-51 czar. tuild 1.7 tro etsEee cf
lezes the ;prenssre reculeter bssi is in ts: 1IN. r=iticn sr!,
the 'pressure reLulatcr tea! is is Its K1L iceiticn.
tto presture mulstcr Is used Is eet yitt
suit EN-A, its tcsi is set in the WI. i"esiticm.
Per Ervsni the:kiss cf serviccahility cf the
ttern it a tuttcs scstreellei ty ite 'pre:ev.re rcEuls:er cl-.:cklas les
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cr.rn
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2. Szetrurent Parol
2. Left-Mari Crroolo
3. Riiht-hazd Console
4. Cc:Aral Stick
Irstrraert-Ligrting Srstna
1. Teo-Poitter Airepsed Indicator
2. Lich-Surber Indicator
3. Two-Pointer Litt:toter B1-28
4. Starity Cyr? Carlson
5. Arcolercreter
6. Aircraft Clock Age
Ctapter
1111/11_alliipt of Arcroid-ard-DI ,,hrem Actuated IretrIlrerts
3. Istel Plowsetar Ple161-4
4. 011 Preaeure Cause 06-61K
6,
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l. 1..4. LigAt
C.4.4;4 tit:B.4141 W1,?1-4 ? ?
1. Its 4t.4 ka,j4/4-1:4,44 444,se
4. 4,0%*,ot: fre44*,.4 G4,4* is
Ale 7t444,i4s4.j .....
4, kir
7. 1.104 tay.ai 9-11", ..... .... .
4. YOltmeter ..,..,..., .........
). Olycirs P4tvo )1
16, Pummn4r4 i;
chko,,r 41Ti
111.01.74nalptlactt112.1;s,polysiet.,,,,, )i)
1. tyro Horiaon Ar2-i 15
A. Gon4eal
S. Operating Principle 19
C. Caging 41
D. Arrangement of Gyro Horiton Unita in Aircraft 44
B. Starting and Operation of Gyro Horiron 44
P. Basic Specifications 45
2. !fighter DIrect1ons.1 Systess 47
A. General 47
A. Units and Devices of Pighter Directional Systcn 40
C. Purpose of Separate Units 40
D. Modes of Oporation of Directional syctca 49
Directional Gyro Operation 49
tagmotic Slaving ? 51
B. Arrangenent of Units in Aircraft 51
P. Installation and Operating Instructions 53
O. Power Su7ply.and Starting of Directional Syotem 53
H. Basic Specifications .. 55
3. Roll Stabilisation Autopilot MI-2 56
A. General, 56
B. Unite and Dovioeo of Autollot an-2 56
C. Purpose of Unite .56
O. Autopilot Operation 57
11. Power Supply Circuit 51
P. Basic Speelficatlema 61
A. Automatic Translate:am Ratto ConI;r-oller APY-3B 61
5. Cone Pcsition Indioator 1113C-3
Cbleptor II
pet 66
1. Ceners/? 66
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