AIRCRAFT MIG-21FL TECHNICAL DESCRIPTION BOOK III CONSTRUCTION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP82-00038R001800210001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 401
• Document Creation Date: December 22, 2016
• Document Release Date: March 25, 2011
• Sequence Number: 1
• Content Type: REPORT

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1111111.11101MNIMISIN
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AIRCRAFT MIG-21FL
TECH N ItAL DESCRIPTION
BOOK III
CONSTRUCTION
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AIRCRAFT Mr-211J
BOOK In
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SECEIVE: -
CoF
AIRCRAFT me- 210.11
TECHNICAL DESCRIPTION
OOKll
CONSTRUCT1011
SECMCT
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Ibis Teekeica Deeaription of the nixereft non-gains fiva boaItn:.
MoakI - Forfonvertee Characteristics
Beek 11 ihrosesent
Beak III Constrastion
Is . giantrinel nog Omen rogaipst and Plight Ingtramanta
Book V - Bedie Bfalysset
In servicing the ssireraft Wiwi the ding5aloa an us11 on thn Operating ard
Maintenance lestroctiorm providedolth caah aimraft.
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C h A.p t o r.
ONERAL
Aircraft ?21411 i.e a single-east light fighter with can turbojet engino cit-
ted with up-to-date instruments and radio equipment to make ito flights reliable
in rough weather in the daytime 'and at night. ? .
The fighter is an all -petal cantilever centre plane with a thin triangle Elms,
a aweepOack tail unit and a controlled stabilizer.
The air intake has an automatically controlled movable cone to oneure mamimun
aircraft thrust at ainlmum drag losses of the air intake.
Tee air intake duct is provided with shutters decreasing thrust losoos than
taking off and withanti-ourge shutters enauring reliable engine operation when ?
connecting the afterburner and in the cane of maximum angles of attack of the nix'-
craft. .
7 Three air himked are fitted at the fuselage bottom. The aileron"; have axial
aerodynamic balance and floating flap 5.
The fuel eystem includes siz tanks inoide tho fuselage, one coddle tank four
ming tank comportments and one drep tank.
The aircraft la fitted with fire-fighting equipment.
To shorten the landing roll the aircra.Z.is provided with a drag chute lo- ?
cated in tile tail section Of the fuselage. -
Longitudinal control of the aircraft is effected by a stabiliser drivon by a
tem-chamber booster.
Transmission ratios from thegtontrol stick .to the upring-feifitchaainn and
stabilizer booster are automatically varied in speed and altitude to maintain
constant perfoxma=e characteristic@ and to ellainate the exconsive effect of the
stabilizer at high speeds and los altitudes Of flight.
Lateral control of the aircraft is effected by the ailerons driven by two
boosters. To eliminate the excessive aileron effect at high spends and low alti- ?
tudee of flight there is wonted a control stick-to-aileron booster gear retto
non-linear change mechanism.
The lateral contraa "gates cot/prince a +Angie-axis (roll) automatic pilot.
to ODS14111
(a) dailt of aircraft roll during manna' control'
(b) 'era of an: initial roll angleaS.
(c) balancing of roll angles.
Rudder control is boosterless. The hydraulic eyetea coaniateaof two indoptm,-
dent systems - the booster'syeten and the main system.
The booster hydraulic system feeds the aircraft control system. 1.o. It
actuates two aileron boosters and one stabiliser booster chi:Inbar. '
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The 'lain hydraulic system actuates: the landing gear, flaps, air brakes, anti -
surgo shutters, air intake movable cone, engine adjustable jet nestle, autoriatic
pilo (preasure blocking in the hydraulic system), oal chamber of the stabiliser
boosteri this hydraulic system provides for operation of aileron boosters in cane
of failure of the first hydraulic cyctem and brakes the landing gear wheels onto-
atalaally during retraction.
:If (TA of the hydratilic systems falls, the power developed by the remeintnG
booster chamber proves sufficient to accomplish the flight. If the engine stops and
faile to be started during the flight, the engine autorotations being normal, thz
aircraft lending is ensured by the pressure created by the hydraulic pumpo operat-
ing on auterotationm and by an emergency pumping unit.
The air eyetem compriaee two independent systems: the main and the emergency.
The main vete* provres for wheel braking, lifting and pressurization of the
cockpit canopy, releasing and dropping of the drag chute, emergency tossing and
opening of the canopy tine .delay lock, operation of the de-icer and control of the
cooling valve of the forwed fuselage hermetic compartaants.
The emergency system is deeigned for lauding gear emergency extension and
emergency braking of the main wheels.
The pressurized cockpit is supercharged and ventilated automatically .to hoop
normal pressure end temperature conditions.
The cockpit in fitted with ox7gen supply system comprising aircrolt equipment
and an anti -g suit.
The aircraft' is equipped with an ejectior .:eat with canopy protection calming
the pilot to safely abandon the aircraft in ease of enorgency.
The cockpit canopy is fitted with a fluid de-icer.
A generator-Starter serves se a D.C. power (mores.
Two storage batteries operating in parallel with the generator are an auxiliary
BOUCC of power.
-
The generator-starter serves for starting the easine. autonomous) engine start-
ing is performed by the storage batteries.
An A.C. generator is an L.C. power sours?.
R
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This aircomft in an all -octal centre plane eith ;Lriongle wings, a controlled
stabiliser and a etandard vertical tail unit.
The aircraft has a number of ntructyral joieta (Fle.2) dividing the fuzelege
into eeparste sections: none section, tail section, wino, 'stabilizer, rudder, otc.
Theme joints ask, it pdasible to replace the eneine, and to carry out different
operation') of routine maintenance.
The fueelage is of da eemi-monocoque seructuxe.
Installed in the nose fuselage eection at the eegeno inlet duct is a movable
cone with a follow-up control system and a boundary layer,bleed device. The cone Ao
cede radio tram -sant. Tbe air ittdke is bifuecated before the cockpit into two
ducts beading round the coekpit and joining again to cuppl; air to the ongime. To
avoid purging of the engine there are autematicelly controlled anti -eurge abutters
on tee fuselare. Besides, on the fuselaee steer near frame oa 5-11 additional air
intalte ebuttees ttake-off abutters) sem provided. The two types of shutters norve
to aaeociate the air intake with the 'surrounding atmosphere) under different Operat-
ing conditions. The fuselage mounts three Mr brakes: two front and one
Installed inside the cockpit are brackets with rollorm to monnt an ejection
seat, type CL? Which allows the pilot to abandon the aircraft in Cane of emergency
.., in the sir.
The streamlined cockpit canopy offerm the pilot a good field or vien.
The superstructure behind tte cockpit ensure!) a smooth transition from the
seeable section, of the canopy to the saddle fuel tank installed on tee fucelege
betind the cockpit. The non-preasurieed superstructure is movable and is accurod
to the pressurised cockpit partition and faaelege by moane of anchor note. The prep-
eurited partition separates the airtight cockpit free the non-pressorized super-
s-rue:we and 111 fastened in its central pert by two braces'. The preosurixed parti -
tiee welch is a flat sheet with ataeped-out beads and riveted shapes, in at:ached
to the co:A:fey-carrying panel, superstructure and frame Vo.11 by ceona of rivets end
belts.
Installed in the upper ?action of the fuselage on the air intake is a pitot
static t.lbe boos.
To !mut tbs pilot in eatapulteng, the airtraft is fItted with areer clemente
inc iudJ.a an armor shield and armor plates mounted it tbe upper pare cf frtemee
Nes b 42d U.
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20 (right, let
In the lower sectiOn of the fuselage between franca Nos 16 and.
taerv is yell to iceoamodite thelanding gear mate :airut' wheels during retracti.c:
' At top, between frees No.17 and the fin been ie arranged a superstructure aSuntir.?:' . ?
the rudder and stabiliser reds, radio electric piring:booiter BY-511X, pumping* ? '
unit an-z7: and .other aircraft control units. Part ottbessuperitructure between,
frame No.16 and frame' NO.30 is reaovable end le'fasteeed.to the diaphragms. and
longitudinal phapes of the fuselaae. by .means of:screwe and anchor 'nuts.' ?
fuaelage bears a structural joint.on Irene No.28, whichAiridea the fuse-
Tb. :lege into tne DOSS aad.tail sections. The etabilizer fastening hear:11S inntalled
the fuaelaga tail .section between frammi?Noe. 35 and 36. The drag chute well is as- '
ranged helmet the left-hand side between frames Nos 30 and 32. Below, between' .
frame No.2'snd the?end.of the fuselage is installed a.ventral-fint' The rear fuse-
'
.lste teraloatea in a movableutail' Cone. ? . .
Tbe.fuselage of this construction eaploynaluminum 95, BM65-1, ?
wet streamed members- beteg ;lade.. of .eietil ?
' The aircraft is fitted with a tri.nt. angle wing vith the sweepbaca eagle *lora- the
leading edge equal to 57?. The wing is aade of airfoil pectiona with relatives- thici.
neso at the root of 4.2% end at the tip, 5%. .
Filled to the ring are ailerons with axial aerodynamic balance and floating
' Leah wing outer Nina has a', well to accommodate a landing gear main strut.
The outer panels are fastened to the fuselage at iointe on frames Nos 13,. 16.
25 and 28. The 'deg ham two hermetically sealed fuel chspartmentn formed by the Siai ?
structural elements: . ? ? .
? ?
The vertical tail unit conaiste of a-fin and a rudder fastened tntho fin Eat-
? bere at three points. The fin is rigidly connected on tha. rear fuselage to frames
Nos 34 and 56 by aeons of attachpent Units and is riveted to steel saglea.:Tha der baa hap axial aemijalasic balance. ?
?
The horlcoatal tall unit compriee0 a controlled stabilizer, uithout nu clove-
tor. The stabilizerconalets of twonyametrical halves (right and )eft) connected
with the stabilizer attachment beam. ?
? . .
1, FUSELL4'N0Sk 6ECT104
1. Constriction and Arranaement ,
? The fusslago'nose section
. . (Pid.4)-la thd moat complex Of the six-croft conntrue-
tion. ?
?
The transverse load -carrying Ssseably of the nose fuselage soctien included
francs, frames Noe 1, 3, 6. .11, 13, 16, 20, 22, 25 and 28 being lead-carrying
? webers. ? ? ? - .
?
The longitudl aseembly is composed of long
emus and beams with a few Dumber ,
of etriLgereSslch is compeasated I?er.b,y outer ekint Si conaideroblethickneso.
'Located Is t.t& frent section of the fuselage in an air intake of variable inlet
section area ad:us:64 by a movable.cne with el./once-up eyetem. Arranged -between "
frame No.3 and frese.1:c.6 ere. two F..c;,artmeata: -.the upper and thr lower. Thu upper
coapartmera ho..1.. ;sato and electric equipment- The lower compartment in separated
froz 'tae upper c_mpartment by * horiz ontal partition sad has a Especial well to ac-
.comaodc.e.the lanair.g.gear nose strut.
cockpit touaing the instrumento end aircraft controls lo located between
C.'
frames 1.os 6 Gad 11. Below the cockpit is arranged the storage battery ompartmet:t.7
?
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Behind the cockpit between frames; Mao 11 and 28 thore are containexe for nix
bag-typo fuel tanks:
(a) tank So.1 is located between frease Moe 11 and 15;
(b) tank So.2 is located between frames Nom 13 and 161
(c) tank No.3, conoietiug of two parte, is located between framen Non 16
and 201
(d) tank No.4 is located between freaeo Noe 20 and 22$
(e) tank No.5 is located between frame Moe 22 and 25;
(0 tank No.6, consisting of two parte, is located between franen goo 25
and 20.
The aeventh, additional, fuel tank (metal one) in mounted On top the fUnclage.
Arranged between frames Noe 16 and 20, on the left and right, are the collo
for the wheels of the landing gear mein strut;; (the mein etruto retract into the
wings and the wheel? are drawn into tho fueolage).
The wells for the front air brakoo are arranged on the loft and right of the
lower fueolage section between frames Nos 11 and 13. Below, between frozen; Non 22
and 25 are located. fastening members of the roar air brake and 4draulic cy-
linder.
To accommodate the control rodo and the electric end radio conductora, thorn
is a movable superstructure cover located above the front fuselage between franca
Noe 16 and 28. Installed in the noee fuselage section between rimmed) No;; 22 and 28
ia an oneine ettacemeie beam with a socket for the engine king pin at few? No. 25.
The air intake running from tho none cone to frame No.22 le divided in front
of the cockpit into two parte and then, behind the cockpit, joins, again to form a
common cylindrical (tut.
The engine is mounted in the cylindrical cavity between franee Non 22 ee.41. Za.
The sir cooler of the cockpit air eupply eyetem in installed In the duct before
the angina inlet.
The fuselage none section accommodate? a nuabor of htitchoo to give CCC050 to
the aircraft equipment..
2. MovableSepe
teTeeeement of Movable Cons (Fie.5)
The movable cone is doeigned to increase the engine thrust et ouporoonic epode
of aircraft flight. The cone axlo is inclined dounworde at 30 to the aircraft refer-
ence line.
The movable cone la located between the front edge of the fuselage name ooc-
tion and fres? No.) at the air intake lolot and falls into two mectioan; otatio-
nitre 15 and gloving 16.
Moving Section 16 whose franc la forced by ring 18, beam 11, mile 4 and 8,
ahlfte along gelding rolloro ci of otationary ;section 15. Ring 18 and inner rail 4
bear tho radar otation fastening unite oe4 together with beam 11 form the radar eta
-
tion /Attachment frame. Ring 18 le coloured to theecone moving election by :mane of
bolts 2.7e attached to ring 18 by rinetegli bolte 20 in a radio-Oraneparent cone
(Place III). Moving section 16 is shifted under the action of the movable rod of
hydraulic cylinder 12 connected with beam 11.
Stationary section 15 whose frame is forged by cant rings; with roller 8, die-
and etrineere, is rigidly connected with the structural members of the tune-
loge nose section by means; of upper 15 and lower bowie (Bee the dlogreme of the re-
tracted and extended cone).
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EMOURER ORiDA; laid between the skins la curtain cloth. The cone in 14 mm thick, at
its top terniaatee in a atainleae steel tip. Como 14 in fastened to ring 4 by maul
of eineteen tolte (aection
The stationary cons section ie a compartment occupying the space oetecon
frames Nos 1 and 3 whose freme is formed, at frames Non 1 and 1A, by cant electrot
rings cu; led together by four electron diaphragme, a duralumin diaphregm at frame
No.2. and a number of stringer and trannverse diephsugme.
Mounted on the cast rings are eight ateel rollers 13 to forward the direction
of rails 10.
The fres* of the stationary section in covered with duralnain oheets. In the
lower presEurited pare of frame No.3 there is a hatch cover giving accesc to the
fuse box in the upper aection of the compartment; located below the alcohol tank
hatch is a hatch cover giving access to the electric cordo of the apecial equip-
ment and the hydraulic cylinder fastening bolt.
The hydraulic cylinder in secured to the unit on frame Ne.4 and is enclooed
a hermetically sealed housing coupling the cylinder cavity With the coopa.rtocnt bet
wean frames Nos 1 and 5. ?
Prior to removing the ring and dieconnecting the 'hydraulic cylinder, the cone
must be extended in the middle poaition by the hydraulic oyntem or the hydraulic
power cart.
BoundeD, lever Bleeding and Blazing
of Radar Station
To inereaae the effectiverass of the inlet cection of the air intake the tile
craft in fitted with a eystee for bleeding the boundary layer from the cone (1?ig.5
The air is sucked in through the alit formed by easily removable ring 2 aed
radio-tranaparent cone 1; tten the air in forwarded through the holes in cast rise
18, diaphragm and between the skina of the cone moving section into the
radar station compartment for blowing purposea. The air in releaned through valve:.
in the lower part of frane No.3 into the well for the landing gear front nteut ani
further into the atmosphere (See the boundary layer bleeding diagram). At high sea
the aerodynamic heating bode to a coesiderable increase of temperature of tho
sucked-in air; therefore, during flights at M 1.35 the valve is shut and blemine
is stopped. For thermal protection of the radar units the inner akin of the radar
compartment has thermal insulation of material ACM.
3. Compartment's, Unita and amsembllee
of Fuselage Nose Section
. Iteninaent Conpartment
The eguipeent coapestnent in located in the upper part between franca Nos 3
and 6. The lower past of the apace between the frames forma a well for the landing
gear front strut; it in I:operated from the equipment compartment by a horizontal .
bulkhead having having a stamped raceme for the front strut wheel and a removuble houein.e
the cone actuating hydraulic cylinder of the YBZ-2U system.
The framework of this cowpastment is formed by frame No.3 through to frame NO.'
end by a number of atringera and shapes. The compartment accommodates radio ced
electrical equipment. eccens to this equipment in provided through a epochal hatch
whose cover ea fastened to the compartment shapea by means of lockn.
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a .
ioe
Frame No.3 in fabricated as a web made of material 216 having a rin and a oet
of shapea riveted te it. Fart of the frau*: limited by the rim is made airtight by
ne covering tee rivet eeetan with sealing varnish Y-304. The upper and lower paste of
tne frame have extending non-pressurized ouperetructuree. The control part of the
frame moUnte a removable hatch cover and a framing with anchor neto to fonten tho
a booming of the cone actuating hydraulic cylinder.
Frame No.6 is load-carving: it is a web reinforced at ito contour by =glee
e and vortical presoed angles. Secured to the frame are the nose etrut artechnent
fitting and the front armour plate. In the lower part of the frame a cut-out in
made for the landing gear none strut and a atop is fitted to retain the otrut in
the extended position.
Frame No.11 is a load-carrying web with shapes. Secured to it are the roller?
1 of the ejection seat and the bell-cranks of the aircraft control system. The upper
la part of the frame conetitutoa a 'Jingle whole with the canopy-mounting panel.
Frame No,la is a load-carrying web with a hole for the air intake. The frame
web in reinforced with shapes. On the loft and right olden: of the fro= there aro
attachment fittings fastening the wing to the fuselage.
The lower part of the frame in a load-carrying aenembly: it carrion the
boll-cranks Of the aileron Control Vete".
Frame No.16 to load -carryingait in a ring formed by a :nob and angles. Uounted
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in the middle of the frame are strips with the remaining attachment fittings for
securing the wing to the fuselage.
Frame No, 20 is a load-carrying web made in the form of ring and reinforced
with shapee. Jointed to the left and right sides of the frame by means of angle? are
wells for the landing gear main wheels. Tao lower pert of the frame boars a bracket
of the rear attachment fitting of the drop tank pylon. '
Frame No.22 in the main load-carrying frame for wing attacbment. At this frame
the air intake duct terminates and the (main* compartment begins. The frame
consists of four parts joined by bolts. The upper and lower elute of the frame axe
Pg of 1-section.
Fastened to the centeal upper part of the frame 10 the engine attachment bean,
while to the lower part of the frame are joined the attachment fittings of the '
engine control system bell-cranke. The left and right parte of the frame are crown-
pieces of I-section. Each of them is fitted with four forked units for attachment
to the upper and lower parts of the frame and four horizontal luga of the wing
attachment fitting'.
Frame No,25 le a load-carrying horseehoe from* with a lower arch of 1-eaction.
The main part of the frame consists of two halves joined on the engine mounting
beam. On the frame web there in a number of reinforcing strut:: and in the middle,
on its both olden, there are reinforcing straps end shapes to which steel attach-
=mit fittieee of the oil* are accused. The lower part of the framer consinto of two
ctamped diaphragms between which a beam is attached. The bean carries an attach-
e cant fittlee of the rear air brake cylinder and the engine attachment unit.
Frame No.26 is the last member of the fuselage none section which Doreen an a
joint frame between the fuselage none and tall sections. The frame lc a rim with a
reinforcing allele to which a sheet web is riveted. Lock washers lor joint bolts are
riveted to the outer rim. Secured to the middle part of the frame are three aadi-
tional engine attachment units and the wing rear attechsent fittings in the fora of
telescopic retractable supports with cepa.
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. Landine Gear FoOe Strut Well _
The landine gear nose atrut eoll located an the lower apace betwoon frames
hoe and b in Screed by the skins of the air intake wallo and toe horizontal baUe.
Lead neparstiog tar well free the eeuipment cocpartWent. The well framework is
formed by the frame were and.etringer shapes.
A ateel attachaent anit of the landing gear strut (Fig.?) located at francs
hoe 6-7A le the main load-care-flog elemeet of the well.
LirIng tbe flight the land.oe gear nose stret in retracted and the well in
cloned eith doom. The well doors and tbeir closing reephaniem are dealt with in
ebapter "Take-Off (lad Landing LeuipMent".
Cockpit (compartment between frame() Fos b and II)
?ranee, atrineern, upper and lower longeronn and the canopy-mounting panel
witb a channel for ellealing hone form the fremework of thin conpartment.
The upper part of the coaparement forme the cockpit. The boor part of the
coapeatment accommodate, the storage battery assembly. The cockpit la separated
free tee atortge battery nection by a floor. The control rods running on the cock-
pit floor are cloyed with an additional removable floor.
The cockpit in made airtight at frames Non 6 and 11, all tho bolt and rivet
jointe being coated with a layer of sealing varnish. Rivet eeamn of the cockpit
?legal' are also made airtight, being covered mith sealing varnish lead on glue.
At jointing the cockpit and the canopy have a rubber sealing hone panned on the .
canopy-mounting panel.
Thermal-and-eound insulation of the cockpit ia performed by thermal-and-Bound
lining applied to the cockpit abeete. For the cockpit thormal-and-nound ineulation
and preweurisation diagram ape Fig.8. .
Landing GaF_Main Etrat Wheel Well
Tba landing gear main atrut wheel uell in located between tremor' ,Non le .
and 20. The well Is intended to accommodate the retracted landing gear mein strut
;panel. The well to formed by the web(' of frames, akin of the suction Channel and
rigid vibe fastened to the frame ehapee. When in flight, the well in cloeed by a
door. The door is fixed in the cloned position by a lock. The lock is opened under
the action of the main etrut up-lock actuating the door lock mcchanisn.through a
cable (See 716.'').
The well door lock conniate of bock), 3 houeing lever 1, hook 4 and epring 7.
Lock body 3 in bolted to the nob of frame 11o.16. The lug of lever 1 is connected
with ita OW end to epring 8 mounted on the web of frame No. 16 and with the other,
to cable le paneine through the braoset with roller 9 alno installed on the web of
fres, No.16.
When the landing gear main etrut retractn.the well door (actuated by the
hydraulic cylinder) invitee? with ite rod 5 the aiddle projection of hook le. Rook 4
apireleg on aele 6 preesen Igrlth ite upper, projection tLk ehorter nrm of lever 1
maxieg it turn about axle 2 till the upper projection of hook 4 eneagee the aborter
arm projection of lever 2. as a reault, tte lock gets latched and the well doer in
cloned.
?
When the landing gear %sin etrut exeenda. the pull of cable 10 from the mein
etrut up-lock is inpartad to the longer hem of lever 1, to lift it up; the ahorter
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AXIS or' FIR
R10.7A
FRAME NO.
BRACKET
. 50X1-HUM-
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v""00t4INPMNSIMPW66 -01MIWIMB
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? 16
,flack weight:
(a) with the P-3C missile
'suspended , at most
(b) with rocket miesiles
? suspended 23.5 kg at most
(c) with bombe suspended 27,c,.kg at most
Overall dimensions? :
(a) length 7.4q- mm
? (b) width. 62 EM
Missile suspension signalling light, electric
Type of rack-to-wing attachment pivot ,
Suspension adjustment angles:
.(a) along the vertical line +30'
? (b) along:the horizontal
line +25'
Construction
? The rack, type EA3-60-21Y1 (Fig.6), is cast beam 14
rectangular section with lateral,aad longitudinal reinforei.
ribs inside. The front and rear ends of the beam are clocf,,
with fairings 3 and 21. ,
The upper contoUr of the rack is shaped after that of
the wing over its lower surface and has rubber gasket 4 te
ensure a tight fit with the wing.
Beam (frame) 14 in a basic structural clement of the rack.
In the beam lugs on the top, taper bolts 9 and 16 of the
beam front and rear attachment units to the wing units aro
secured in position by means of special bolts 10 and 20.
When attaching the rack, insert thee taper bolts intc
wing speoial units 8 tzld'l7. The taper bolts have expand'?
bush-rings 5 and 15 with taper holes. When tightening up
nuts 6 and 18 screwed on the cylindrical threaded part of
the taper bolts, the beam is pressed to the wing 'and the
expanding bush-rings ensure a tight connection without play.
Rear taper bolt 16 and the rack beam bush have oval hol.:F
for bolt 20 and for cylindrical part of rear taper bolt 16,
respectively, which makes it possible to eliminate error of
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L.G. WAIN M3/1111. DOM Len
_ ityci; 2 ? Lriost rale; 3 ? tea betty: 4 ? lock bra: ? esais esk 4sca RA:
7 ? apiazB ? grins*: ? !mewl eidl coney; le ....WA.
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arm of lever 1 allaes with its projection along the projection ourface of book 4
and uneeabes it; acted LW= by spring 7 hook 4 novae to the ialtial ponition; no
a moult, the lock gots unlatched. Actuated by the bydraulic cylinder, the well
door moves into the eatatea lower position.
Front Ai E Brako Well
The front air brake well is formed by two load-caraying boa= bolted to the
webs of frame Boa /1 and 15.
At the air brake attasbment unite the well in reinforced by three additional
0411%114M (P18.10).
At frees Bo.15 batsmen the well beam in nounted a univernal rod fentoning
the air brake actuating hydraulic cylinder.
Universal rod 12 securing the hydraulic cylinder in mounted between beams 2
and 6 is fastened to tbem by means of bolt 11 panning through bearing 10 (occ-
tion B-B). Universal rod 12 is joined to hydraultc Cylinder unit 14 with the help
of bolt 13 (section a-5). The attachaent of air brake aunpennion 3 in performed by
bolt 1 (section a-0).
Arraagement of Bear Air Brake
Attachment Unita
The rear air brake is installed between frames Nos 22 and 25 (Fig.11). The air
brake unite are fastened to steel bracket 1 riveted to the web of frame No.22 and
load-carrying beam 5 of the fuaelage framework. Pear air brake mate 4 aro Decured
to bracket 1 on fries? No.22 by a special stepped bolt.
The rear air brake actuating hydraulic cylinder is featened by meana of
uniaerral rod 7 installed on the hydraulic cylinder which in Ito turn is accured
by bolt C to bracket 9 and bean 5 of the fuselage framework (section N-B).
To preclude the roar air brake imaging the air brake in pravi4aa with a fixin
lock. The lock consists of eprtng 10, and latch 11 installed at fa: No.25. The ail.
brake is opened end closed by the action of the hydraulic cylinder.
Construction of Fueelago Air Brakes
Asamaged in the lower part of the fuselage arc three air broken controlled
hydraulically: two front and one rear.
The front air brukes have the total area of 0.8b4 a', their deflection tingle
being 25?.
The area of the rear brake Is 0.47 a2 and it angle of deflection le 40o.
?be front air braces (left and right) axe located between franca Non 11 onA 15.
The air brake attachment unite are arranged on frame No.11. Each air broke in
hinged on two brackets.
Each air brake is of riveted construction and conainta of outer and leaer fac-
ing*. diapbayams, Deana and shape,.
The rear air brake Is arranged between franca No 22 and 25. The air broke
actuatima aydraulic calinder is fastened to frame No.25 by ;Deane of
The front past of the air brake have two attacbeant unite. a univeroal rod.
Ratline Attacbaent Deem_
The engine attacbratnt been (Piga)) is built between teases
tba -upper section. ?be beam is web 2 divided into lever part 7 No: 22 ad 28 in
bent upper
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The tail fairtng contains a skin and a r bushing
riveted to the skin. The special bushin, ui slot in its
lower portion for the atab.11izer of a baib ($AB-500).
Secured in the lower part to the rhin the.diaphragn,
ani on the top, a rubber profile.
Riveted in the centre of the fairing ls a bracket design?
ed for passing the pulse feeding mechanism balls with arm,.
lug rod. A bracket mounted in the upper portion of the /air?
ing by means of anchor nuts In designed fbr seouring two -
pulse feeding mechanisms.
On the starboard and port side of the fairing there are
hatches for access to pulse feeding mechanisms. The hatches
are closed by covers and locked.
Two anchor nuts are riveted in the lowers part for securing
the adapter beam.
To eliminate the slip gap between the rack and the launch?
er, type AnY-3C, or the rocket pod, type YE,-16-573r, secured
to the lower surface of the rack is a light adapter beam
(Fig.7). The adapter beam consists of three parts (front,
middle and rear) in order to secure the stops. ,
The parts of the adapter beam are identical in conatruc?
tion.
Every part consists of fixed cover 8 and movable bottom 4.
The fixed cover is made as a fl?shaped profile. Riveted
to its upper surface are two bushings 7 with holes for pin 6
and plate springs 9.
The lower part? movable bottom 4 is also of a H?shaped
section. It enters the cover making a. telescopic joint.
Riveted to the bottom lower surfaoe are two bushings 5
having a longitudinal groove for pin 6.
Bottom bushings 5 are inserted into cove. bushing 7 and
coupled by pine 6.
Pree.ends of springs 9 thruat into the bottom lower surface
and thus press down the bottom and eliminate the gap between
the rack and the launcher or rocket ppd.'.
The upper surface of the
the bottom have a.number of
units for access to pins 6
securing bolts.
cover .and the lover surface .of
holes for launcher.cuspension
and for access to adapter beam
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?
?
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-23-
part. LT, tem bees on frame Ne.i5 ....nem is a soczet for the king bolt of the anin
eLgine attechsent fitting. 7nt urper past of the oocket carries unit 4 for tho bolt
tna king bolt and its lower part nounts steel support:A.7 ..it
Fuselage Nbee-to-Tall 1,ection Jointing Unit
The fuselage none and tail arctione are jointed at framo Vo.20 of the nose
btetion and at frame o.2E1 of tLe tail section. The joint in of o flanne type an:
ter three guide pins 13 and eigntect joie: to:1L i. :ne belts are riveted to the
:rame r_n and have ater-sheped heads for locking washers.
Puselage-to-eing_jcittine Unit
(Pla.14)
The fuselage-to-wing jointing units are located on femora Noe 13, 2E, 22, 25
and 28.
The joint at frame No.13 in of a fork rve.e eith CLA vo:eical bolt.
The joint at front) No.16 le fitted with epper and lover forte located in the
horizontal plane and with a middle luE in the vertical plena. Each fork is insteted
by a vertical stepped bolt while the middle lug in faetened by a horizontal bolt
cantilevered in the wing aper leg.
The joint at frame No.22 is a fork type with two vertical jointing bolto. Tbn
joint at from. No.25 is of a fork type, the jointing being performed by a bolt
with a nut.
Jointing at frame No.28 is effected by a bolt screwed and locked on the nide
of the first rib of the wing in the telescopic forked emit. ?
For arrangement of hatchet? in the fuselage noee oection ace Fig.15.
II. PUSEIAnE TAIL SNCTICN
Cone:ruction and Arrangemeat
iPin.16)
The fuzelage tail section framework to made of two load-carrying aneemblieo:
transverse frames and longitudinal stringer?.
The transverse load-carrying aseembly consists of thirteen frozen of which
frames Nos 281, 34. 351 and 36 are the post stressed. ?race No.2c4 is jointed with
frame No.28 of the fuselage nose section at eiehteen joint:eg pointa and in wade, of
a special pressed shape. Primes Nos 34, 35S, 30 are made of eteel es webe, belte and
etamped units.
The longitudinal load-carrying anseebly is made of preesed &nape? of angular
section.
The skien are secured to the franca and stringers by riveting. Pig.16 presonto
the lsyout of the skins with thickness indicated (See Specification to Fig.16).
Between francs No 30 and 32 on the left side of the fuselage bottom them in
a bey for the drag chute with a hermetically sealed screen of the drag chute
c,:tenrer. Located between fresco Noso50 end 31 on the fuselage bottom on the right
EIZe ie the antenna of the ifP:.-56r. receiver. In the urper part Cf the funelage bet-
ween frames Nos 31 and 34 there lo aeee-ea-tractt to atm= 'ate nydranlic accumuloft
tor and hydroelectric warm.
Per best insulation of the bydraulle etorage battery corrarenest and the drag
chute cemtainir uss is made of thermal ineLlation materiel ATIX-5 BTY ho.C-1-57.
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C.
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--- 24 ---
0
ore in the tail fairing) to reduce the current arioini;
during aooidental body faults (in which case the ausomaLic .
circuit broaker of the aircraft bomb release control eyaten
vial fail),
flacka...19112_1 Clam s
The rack is equipped with two pairs of stope and a pair
of clamps (Figs 9 and 10) to suspend the launchers and
rocket pods with different bases of stops., as well as.to
suspend bombs.
In the first pair the front stop has a 60-mm uase, while
the rear stop has a 52-mm base. This pair in used when the
ARY-3G launcher with the P-30 missile is guepended from the
rack.
In the second pair the front Estee has a 120-mm base, whilL
the rear stop has a 108-mm base. This pair is used when the
rocket pod, type YE-16-57Y, with rocket missiles C-5M or
C-5K is suspended.
The front and rear clamps are used for suspension. of
bombs; in this cane the stops and adapter beam are removed.
ImajaajLIEja (Fig.9) is made as a holder eith
a round smooth pivot, housing the mating stop of the rocket
pod or the launcher. ?
Fairings 7 are secured on stop 6 by screws 5. Mounted on
the pivot end is a retaining device containing detent 9,.
detent casing 10, threaded plug 11 and spring 30.
The retaining device is scoured on the pivot end by means
of plug 11. With the detent being presned down the stop
pivot is inserted into the recess of adjusting bush 3 and
is fixed in position on the latter by means of the detent
which is forced out of the body by spring 30 (the etop bein;;
completely inserted) and falle behind the adjusting bush ,
end-face. Adjusting bush 3 is ecrewed into attachment bush
which is press-fitted into ruck body 1.
From the right-hand side of the.starboard rack and from
the left-hand side of the port rack there are: a groove in
rack body 1 and attachment bush 2 for access to detent.9
of the pivot mounted in the rack.
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' PORT SIDE
? 34 33 .32 ? 3/ 30 2.0 28 27 26 .23 24 23,222I 20 19 18. 17
STARBOARD
7
FIG.15.: ARRANGEMENT Of SERVICE
? 1 - de.icrel ?estern alcohol tack. 2 . radio end spieled eqeinment unit*: 3 inertia
? nrci.l. 4.. cithprq omerieenct teittson hadk round lock. 5 - poster distribaitco
visit.. ft electrical zotste?ment units. " - turierstructtirei, radio .a-rid electrical ewes:
ifikfon control NO:q - eereet ..oloptiMerto Nee h 59.11..1; 10 -,untts APX?10 And
'MS .1; watt 250.3.1.2 - hoes No. 2. 3, 4?.5 and b; Ii-14eneine unite.
? 15 round hyAritlAtc.pisf.rt CtrisCci?nn%; 16 - eneini 31111Chintril; unlit; ?
? IP ...IMP twiep Slatheht 4retn,'14 - hedreettc inns: 20.- Pekes electric connecitort?:
FR. NO ',??
HATC117.6 IN FUSELAGE NONE SECTION
21 " fire'fighltnt "Algt-olt szi.e; 22 - feel nystem ;von sedteeent drain. - sedtment
drstn frose the 2nd atnd 3rd foal tanks: 24 - fuel system pimp: 25.'- electric enutoment
units; 26 - feel drainage-From the 1st etcup oionits. 2' - airfield sitml. socket.
?ir broke; 29 - sir,bralre fastening-bolts. 30 - aiffield stipple Intliet. 31 - +tarsier
hatctry; 32 - APK radio COOr42E 33 L.G. nose altut salt:i 4 - L.G. nose strut well.
55 - electrictl eitoteenent. 36 - emir checIttle conneettm. 3/.- sedtment drain fro. ?
outer of tank No.2..
(I)
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POOR OkiGINAL
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ATTACHMENT OF ENCUNE
SHROUD TO FRAMES
Hos 32A AND S4
Sari? 5.1
FR. NO.2')
III
Scale
FR. NO.D4
FIG.17. ATIRANGFUENT OF ENGINE SHROUD AT IFTIAkIES 1,Ia; X9 TO al
1, 2, 3. 4. 5 - 514INX113 MEETS
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1.111 ?1%1 ( 11(i",
1 - bolt. 2 - skin; I - nhinvi-, 4 - tibInni; - A nhapr; - skin. - - twit..
10 - nurctntiucturt; II :-.shatic..
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FIG.20. ARRSNGEMF NT 'JF SFRV10E
- hrtiroulsc .te?errenr. 2 - keronene p,peune coonceborr,4 -
nutott4tie nnIt:.4 ? thertnneentrie: ? ?titres! feel ',oyster 31Stet-e
hveltnulir arcurruhiry-..- - ',neck!' rec.-Isar. 4rt htitzer nott!e b - radio
sistily gnat hreent. ?-? t?ta!".11Jeet'eanttt-1 be:i.en2nki: 1rj ?ber?ttt *Radicle-tit,
? Meier te:1-c,enk. e":4-tre. - rad:o warine artnchrsen';
14 - rorltie- axle - enre,nna:h .4 7+r noratint - ra,hiej bell-crank
,e,-1,41; _ ,dost-aent nen!. ? ?ent re ismer: 20 - rotator ler nrntre
1-41,17.3e-. 7' - It. 22 - fLtrn:D efoftrriattrw..r eaten:Inn
FiATLNES IN FLSELAUE TAIL SFr-T10'
r4re -urroT7 wiler iroyle?%; 41.01t .ehtreirk.s -4.7o: ,11:, ? kc
titling: 2 - ??tob.:lert cc4)r-,114c:I?cranI, f,tten,nt ,
cnbne. -- ?ttste chap-. h,I7Aklite v.,1??
iousbn2 bolt, rtr ttarrn ,,,,ne; ;1
cmnk: 4,2 _41Foi.Ar,,, r:Gr.; 'A ? PnAfer r,r,vcr,
thellnannUrtt; 3! .- sate!y ,uri tart irre?nutr:et,-;r sva,e,
? Of hveroullc rt?44r4on.: - 4rtnner,nr: of enr,nt
? branch ripe: IF - derachnbie hvctr3:111,
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ere.
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ATIMC-10 BTY No.C-1-57 covered with heat-renintant cloth HT-7 BT?-CICO-2. At the
atabillser beam control bell-crank there are mounted bag-type heateresiatant
cover* sae of material IT-11 BTY-13-59.
Under the fuselage from frame Vo.28A up to the fu;sologe end there pasnes a
ventral fin arranged along the axls of symmetry. The front removable pest of the
ventral fin is radio-transparent, being made of glass textolite. It in fastened to
the ventral shapeseby meane of screws and pelf-locking nuts. The rear part of the
ventral fin is metal and le fastened to the ventral ?Wee by a riveting ea.
Installed in the rear part of the ventral fin behind frane No.36 in the
drag chute lock. The radio-transparent part of the ventral fin at frames Nos 31-32
mounts the antenna of the radio line, type HABIT, arid a radio-frequency connector.
Inside the fuselage the apace between frame No.29 and frame No.54 is occupied
by the engine ehroud (ilg.17). The corrugated shroud in made removable.
The engine shroud is tenured by amens of screws And anchor nuts along the
inner contour of the fueelege tail section frames. The perces are installed on
graphite grease. typo YCCA.
The Stabilizer is mounted on axles rotating in tho bearings arranged on
frames Nos 35A and 36 (lig.10).
Bach part of the stabilizer in attached to a steel axle of round section by
means of four vertical bolte and one horizontal bolt (Fig.16, III. soctione N-B.
E-B).
The btabilizer axles rotate in the supporta of frames Non 35A and 36 on the
loft- and right-hand sides.Each axle support on frame No.35A consist& of throe bear-
ing. - front 5 and rear 11 thruet bearings and one thrunt-roller bearing 0. The
support on frame No.36 in thruat-roller bearing 22. To eliminate radial pley of the
axles the bearings at frame No.36 are installed on bevel cut sleeve 20,
longitudinal and radial playa of each axle are taken up by tightening the
bossing nuts.
' The fin in jointed to the fueelage by attachment fittings at frame Noe 54
and 36 (111g.30).
Tbs afterburner of the engine in attached at frame No.36.
To cool the engine. frame No.31A is provided with opecial air intake ductm.
The fuselage tail section elide in a removable tail cone (Fig.19). The tail
eons is made of heat-resistant atainlose ateel and coneiato of two parte: front part
and and attachaent. Jointing of skin 2 of the front part of the tail cone and
akin 7 of the end attachment in game in section r-r. Tho end attachment in
secured to the tail cone front part by mane of bolts 9.
The tail-to-none joint in needed with rubber. The inner apace of the fueolego
tail section in made air-tight with sealing varnish applied to the sockets under
the batch covers.
For arrangement of eervice hatchea in the fuselage toll noction pee Fig.20.
III. WING
General (F1g.21)
The wing of the aircraft in nada triangular with a oweepback angle along the
leading edge equal to 57?. The trailing edge of the wing forme a 900 angle with the
fumelage
The ging aerofoil in of high speed performance oymmetric section.
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?33?
Dante Geometric Data of the Winga
Area 23 mq.m.
Span (inner vang.included) . 7.154 m. ?
Chard along aircraft axis 5.97 a.
setting angle oo
.,0
Dihedral
Mounted On the wing are flaps having 2x0.935 sq.m. arca and presouse-baleaced
ailerons having 2x0.59 eq.. area.
The upper surface of every outer panel of the wing bears one aerodynamic fence.
Tne fescue are intended to improve the fore-and-aft stability of the aircraft at
great angles of attack.
The projecting parts of the wing are protected with falringe:the aileron
bell-cranklalring which is mounted on the upper surface of the wing and the flap
rail fairing located on the lower surface of the wing.
I. 1.40tructura
(Fis.22)
The wing in made up of two outer panels. The frame of every panel includes
cne spar, two web stringers (front and rear), main beam, rear wall of the rear tank
compartment, rib assembly, skin and skin stiffening stringer.
Main materials of the wing structure are: duralumin 1116, alloy 095. atonic
5011'ctia and 30XrCI, alloys Mn5-74 and 11M65-1.
Every outer panel ban a well between the spar and the main been for retraction
of the main L.G. strut.
Every outer panel of the wing Is conntructed so as to accommodate two fuel
tenke, one tank being located in the none portion of the wing and the other,in the
centre butt portion of the wing.
The centre portion of each outer panel mounte an aileron control booeter, while
the butt portion mounts oxygen bottles.
Arranged en the left and right outer panels in the butt portion of the spar
and main bean are transportation units, while on the right outer panel of the wing,
la front of the nein beam between ribs 1 and 2, a amall-nizo landing light.
The outer panel tips at ribs 13 and 15 mount two units for opecial.loads.
The wing in fastened to the fuselage at five points.
The wing spar is composed of three portions: butt portion, centre portion and
tall portion. The butt portion of the ?par has a seat to accommodate the thrust bear-
ing of the rotation axle of the main L.G. strut.
The front qtringer is of variable section: it is ?tamped in the butt portion,.
has a epecial section at the tank compartment, and has the .channel auction between
rib 12 and rib 26.
The rear load-carrying ntringer is made up of two portions joined together watn
the aid of an insert on rib 6. Th/ stringer portion between rib 4 and the wing tip
in reinforced with plates from top and bottom.
The main beam is Ganged of steel. For obtaining the required outer contour,
there are gaskets placed along the beam upper and lower surfaces and sawed over the
wing contour. The main beam is provided with one more seat for accoomodatinithe
thrust bearing of the main L.G. strut rotation axle.
The ribs are fabricated mainly of sheet material 3116.
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LIG. ROTATION
AXI5
WAIN ElIE04A
FY1ONT SPAR ?
FI(... L.4. MAIN STRUT ATTACHLULNA MOT
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0
0
Es)
(D
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0
(I)
171.
(D
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cn
rtc..25. AA:4101(d W ? i I)) cEVc h19A11-111:!% IN
I ? *mete! etmr, he/am units: 2 ? elect/iv 1.1'.
cute.Yf %in: 4 ? rue! p.r.e1,/++; 5 ? oarigotinatal
? holating Int; 7 ? flap liml: twitch carirrectrw;
A ? (131" cvlImItr: 0 ? ailerrat sle: In ? 31 ?
I ?vatic; 12 cannot Isell?c??ni. 11 ? are,ullgirtra hem:,
electric revirtecticrr; 14 ? IC.. elle; 15 ? fuel droln: U ? allemn
cotirrol i-sril?criGnI, electric connection; I ?
IP ? Inciting terra of lon.ling light motne; IP ? 14r,lim7 htI,r?
S.
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?
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The riba? arranged in -.me tcntre and :ail p:rti:ne of the
ed of materisla :1ET, 4E-6,
are it =te Oet=o1
The ribs are cut 1:o fit the strin5.ers. Tte strnhEert
portioh of the eing along rib 6 and Loi:tt together with tne aid hf a :tint
ahd eyele:o.
The rib L. E. sec tons are arrang.ed rrpendin-ln: tc the spa: tf tne.w2:47.
are also prtvided witt cuts to fit the longituAin.s.: stiffer-ing'oe:r,.. on the
of toe fromt. tatk cotpartiett.
:Le 'VILE salt ia =de of hoterial.E. :Le azin portion ft Ine trizinity 2: :
the hose and tail fuel tang compartments ou the ;per att lower ntrfamet is tad,
of sheet .:.-15AE7:
ix
Ftel Tank,'1
Zech outer paral of the wing carries two fuel teaks.. The tr6nt.fuel. tang ..
compartment lo a/Tonged in :he area of the L.E. sectionn .of ribs 1 to 13. The :V 1
'fuel tank othpartment Is located IL the area .of the,main be and ribs 1 tc.6.
rear. wall of the teak passes along tne c=tinuatnon of the as of .fuselage frin
No.25. Every fuel tang is ar. airtight totpmxtment formed by the structural am:be.
of tne? ming. ? ? . .
Tho front fuel tend compartm:n: is formed by tne,L.E. sect,lons of.riba /
to 13, front etrioger, iongitudital web, and upper and lower pinela. IiiziOethe
tank aro arresgai rib-type sections forming tne transversal 10 carrying atm:, ?
tyro of the wing, which at the same tiie serve an the balknoade:of the. tan..
The rear fuel tank compartment is made up of the front wall; rear -mall, ra4
ittringereemd two (upper an lower) panels.. . ? . ?. ? ? 1.
Airtight integrity of the tanks and corrosion. Protection Or ttelr.inter.so.
!aces are ecaured by laying sealing vernieb..on glue. Prior to riveting aiA fitt"
? the bolto,the lugs and eemberasof the tank frame to be ',joined totether'and con* .
fuous to the akin ars coated with the sealing.varniah applied ':vier a. layer of
glue. .
A rubber cord io put.ln the groove unter the tpper skin .(Pszel;.*
After tbe final aSsembly the tank compartments are tented for airtightnesF:.;
kerosene compressed to ).6 kgicm2 exPesi presatri ni 2mihtteG; And foo ?
?strengtn, by kerosene cpmpreased to c.gg/da2 (in the case of tang io.2 or .t.0
1 kg.:ca' (for tank No.1:1 during 3 to 5.ninutoe. .
mit.: are thaufao%
in Attachment Zaits
. The outer panels or the wing are secured to framer Nos 13, 2.e, 25
.
Of toe fueelegC The attaPhmeht unite of the wing. are: lormard :10nd-carrying :
stringer, spar, main beta, rear wall of the ..an tonpartneot and the wntg
, -
'51-
be flopThe . ? . ; ? .-
. .
tervard loadkirryiog E:r_Lger it attached th frame
, .
a ma diameter. ' ?
,
:be spar is aactired to frene :;t) 16 .b.mpax,s of .t.mP vertica::IT
22 so diasotor, 4114 o horlsontiiky se: olt,? of .16Am .4iameter., .
The Rain wing-to-fuselage attachsent unit ? arrartg'ed ot frame !:o.24eloog
the main beast, the 29:k.img being' entured by ?two bolts of 3C mt
.
The rear wall ef the rear fuel tank cc:apart:tent' in seclired to. frameNo25 - ?
one bolt-of 18 ma dispostar.' . ? :- -
?
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Ai1eton'(Flg.26)
?it ?
. :he aileron is located in the rear portion of the. winghatted by the rear
viir.ringer.. rib 6 and the tip Of the wing.'
apt The ajeron is ol riveted conntruction..Its framework lo made up of front?and.
3ar spars, rib .assedoly, upper and loser ekina en4:a.limit edge shape coed an
siva-controlled trim tab on the deft aileron. '7 ' .
iii'2ounted in the front portion of the aileron is an antiflutter weight cant of.
eel and ahaped to fit the cpnteurof the. aileron.: ? : .
The spars and ribs are made of sheet materiel 111611111. . ?
. The aileren skin portions 1,Up.per and loWer) are made solid of variable .aoc-'
' ion: an in the front part up to the rear apex' and 0.h an in the rear spar.
t,14 ? The aileron'Is.svapended st .three points: the first butt point, or bear1n8
%O.nt, is located on rib 6;with the control rod coming to it); the second contra.
to (Dint on rib 9, and the third butt point' on .the
The arLa of the?alleron.rt= into .2x0.59 sq.s., the deflection angled are
itnin +Zec..the artrodynnmic pressure balance iz about 245.of the chord line ?
Il_Va
4of:
The winc baa floating flaps with a maximum deflection angle of 24? (Fla.?7).
' gg
At . The !lap is made up of two spare and at set of ribs. ?
The (lapin hinged to the wznis outer panel on two rails located at the iiap
tnd faces between ribs 1 and 6.
' The rail closer to Om fore-and-aft axis of the aircraft mounts a limit switch
d.t.1 the retretted position of the flap.. Inside the rale are arranged Klan.
CarriaEes itwo on each nide) which are axles with rollers are oot at.both anA
id 0
mriaces of the flap. The frc:nt carriage has c pin with a roller and a thrust bolt0
shile.the mar carriage is fitted with two rollers and two thrust bolts tokinz up
;id? loads. The flap actuating hydraulic cylinder Is feetone in the middle part
)i the wing outer panel between ribs 3 and 4.
IV: TALL MIT.
- -
(Piga - 31)..
. . .??
The nweptbeck tail unit of the aircraft is of the cantilever type. It in
5seemprised of horizontal and vertical stabilizero and hes a symmetric profile.
The plan view of too horizontal otabilizor yields 55? angle of swoopback. .
The area of the control surface is 5.94 eq.m.,? the angle, of stabiliser aottlag
.6 0? andlthe dihedral V is 0?, too. . I ?
Angles of atabilizerdelection:
(41) ,ftarwardr '
leading edge upward
leading edge downward
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AsLt - ? ?? ELGE PRVFILE
f c 4. E C`ION ANGLES IGROuND-AGJUSTABLE
Tni.A ?r An
1:786
? re ?
DIAGRAM oc
AILERON-TP-01NC, ATTACHMENT
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VI_ AP KINEMATIC
tI AGRAm
FLAP
I - cartinr. - acme rottonn ?1.10. i - lbw scrualtne crlinArt
tud attach:01.m 1.041: 4 - carriage: - carnage: - in.
1. - ?Narc - ni. 1(1- [Amore.II - beat kei. 12 - A inz rAtZ?
- ?Lin: 34- Ln?ert. I - rr ?Nsi.fl - ....sr. - nar
ii trf1?10(1?Priling MICIOVIsit it, h. IF - 6.11 tfCM, la I:, wilt,.
19 - ?tu404e: - liar traerliA0 A?rninF .06c1040.10.4.
SECRET
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STARILIZER DM-Ft:TIM ANG1.
IM AtR STREAM PLANT
STARR-1E1M 1:1Frt.scTiom
ANal-F.S IN PLANE .0%
.1CNIZIA AL ?Cl POTATION
11411114
8 4t?
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(b) normal to the rotation axle with the beoster engaged:
leading edge upward .13o
leading edge downward -a? .
The vertical.stabilitor is deaigaed to ensure maximum stability of the air-
:rat in the fore-and-aft directiou at high speeds. ior this eurpose the fie lend-
Lag edge is made longer an4 vointede
The vertical atabilizer area sizes 4.37 aq.. men ite eagle of !;weepback
La 600, its profile being made symnetricel.
The pressure-balanced rudder has an area of 0.965 eq.m: The. maximum angles
31 rudder deflection rightwards end leftwardS reach 25?. ? ?
1. Horizontel Beebe:17er ?
The controlled horizontal st4oi1izer of the elite:eft has no elevator. ?
The stabilizer is Made up of two halves (Fig.29). ?
Each half of the stabilizer includes a treat web stringer coning in two parte
(the front pert and the roar variable-section part), to loadecareying beams, m net
cf ribs, rear variable-section etrineor, two trout facings, a facing of the leading
elfge and a tip with an antifluttor weight, two fairings, two otreseed plates and..
a tail section. ?
The tail section is mado up of &-section ribe,.two angular 'stringers and a'
trim tab with a bend angle ixpward of 443...
2. Vertical Stabilizer
The vertical stabilizer is comprised!..f the fin and rudder.
Pic
-.7
The fin is aede (Fie.30) of lateral framework of steeped sheet rihs.cilA rib 5,
two load-carrying web-type stringers (the front end the rear ones), loneitudinal
framework of pressed stringers, butt end rib, beam and skin cf veriable section.
The fin is attached to the upper .panel of the funelaee tail uceteen by means
of units moueted on frames Nos 34 and 36, and riveted to steel sheet eeele bers
along the contour. . ?
The rudder is secured to the fin ae three points.
The ribs of the fin are net normal to the axis of the fin spar. The webs of the
ribs are cut out to pass the stringers stiffening the nkin. The front stringer of
the fin is made up of variable-thicknese sheets.
The rear stringer comes in two portions: the bett one (the joint ueit) and tho.
end one of variable thIckeess.
The fin beam is attached to freme No.34 along Ito butt portion. On the been is
installed the stabilizer control booster. The fin shin is made of eheet material Ale
of variable thickness. ? ??
The tic tip'is of riveted. conetruction and mounts radio equipment units end the
tail navigation light. The centre portion of the fie also moeets radio equipment ?
unite. The met portion of the flu is provided with service hatches (Fig.20).'the
forward skin of the fin being. made removable.
?
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crepe"'
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imumvirmArm
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Eudfler_Oig.)1)
The rudder is of riveted construction; it is made of tua spars, two etrinewrm,
lb aseeobly, skine and three attacluesot units.
Lmenged io the front pert of the rudder between ribs 11 and 17 aro anti:nutter
eights.
The trailing portions of the rudder are provided with n trim tab to rzgulate
be stability of the aircraft in flight.
0.1.????????????????????
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??
Chapter.III:
POWER PLOT..
GDcERAL
The aircraft is powered by jet engine 37i2 with the afterblirner and variaL,
arra all-duty nozzle.(Fig.32).
The aneAne to installed inside tne fuselage. The air le taken througn the.
?:,Jee
air intake with the adjustable cone and delivered to the en,.:ime via two duc
rich then form one common inlet duct hermetically coupled with tne The.t.
it,taze made in the nose portion of the .fuselage accommodates automatically. co%:-
rolled anti -eurge abutters; the non-controlled abutters to ensure air intake
the engine when operating on the ground are located between frame(' Nos 9 and 1C.
.To protect the aircraft structure and the unite DS the engine against over- ?
heating the cospartment accommodating the engine and the afterburner in blown
:ue air sup; lied from the air intake duct through the ports Cf -toe ail'. coolerE.e.:
In flight, and from the atmoephere through tho'fueelage valves loceLed'iLt the
bf the engine when the engine rune on the ground-The .valven mention above
in response to the rarefaction created at the jet nozzle edge as a result of
ejection of gases.
The engine operates on kerosene.
The aircraft fuel is carried:
(a) in seven. fuselage iaakai
(a) in two forward wing fUei tanker,
(c) in two aft alag tul tenkft '
(d) in one drop tank arranged on the Pylon under the fuselage;
Maintenance of.ths.required balance of the aircraft in flight and.coipicte
consumption of fuel flos the tanke require that the. fuel nhould be taken. up .in a
definite.orior which lo automatically oLturctlby special. valves and float. valves
Fax ensuring ? reliable fuel eupply of the engine during flits at 'high
altitudes, the fuel ayatea La provided with special devicea Meant to pressurize
'tne tanks from the engine compressor, It is tario fitted iith u vent'systen:With!..
velucity head intake for quick building up ofpreasure in the. tan:em a diving. :
. The lower Section of the third tine le compartment enatiricg fuel supplY.:,1 ?
tLe engine during shirt -time flights. with the negative overloads or during shcr
time inverted flighte. . .. ?'
. Reliable starting of the. engine in'flight it annur:od b7
a4pply :system.'
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Toe sc.F_It.e.o-teratiot is governed it tLt aid of Lae e:.gine control .ever
t1c.ied IL 1Le pilot'a cockpit and connected to tse e.gine control panel by meet4
tLe czn:rel rod-aLc-Lell-craLk rystem.
sreina.:e syrter. is 11.60 ;:crided in tLe aircraft for occumulatit.i.
'..1 fma tbe cieces f_r Lis?ir:IL it overtJard.
:Le f:re-fl&LtIt.!: cL::Ltel in aircraft le intended for warning
711ct cl :Ir..: In :%e for f17-tting it.
c: ?Is !:;.t:LIal doors ensu:ing OCO066
OLZ1Lf. 44.1t1. a -e ,;oiLto aLeL tie al:raft or removing
ILt OL:.140. . ?
. Installed on tte aircraft to a reo-staft engine 374: with axial nix-stage,
compreasor, coLnular combustion cLamber end two-stage turbine.
:At first throe ste:to of the comprebsor are counted OL the snort where the
:.!.toLO stage of the be-:-,eseare turbine rotor is arranged; therenalning three
art c..nted ot tLe st(zt carrying the first stage of the high-2ressure
t.rhine rotor. .
The all-duty 73..t has a variable area. The area of ihm nozzle to
a:tb the aic of cc: :pliable flaps.
:Le'en..Le is 87,..Apped wit:
, 1. 'Llectric auton:to.Le and automatic starting system ennuring starting of ttr
c:.'in byprest.hi- one button.
Oizteet. e.:.matic.supply-to-ignaters system employed when restarting the
la flight.
' 3. FJel pump HP-212Troviding for the engine cnntrol and ensuring constc.:
of ttt enr,ine irree;cctive of the speed and altitude of flight.
4. Fuel p.mp HY-ZZO? intended to supply fuel to the afterburner when the
is performed at augmented rating.
Incite control unit 1tPT-14 which together with the fuel pumpo NP-2102 sod
EP-rsc42 ensures the engine control from the C1!T-3F? tcron) position up to the full
cented rating by moving tte engine control lever alone.
g?. Follow-up eyatea of the .et totzle electrohydraulic control.
7. Self-sUstaineci til syste: etich is cosTirised of the oil tank provided with
# spec.s1 fixture,ensuxing oil suI44 during inverted flight, fool aid oil c001?:,
'7,esshre and acavenglLi pumpa, filters, de-aerator and centrifugal breather.
o. lFtioD 'system and electric equipment.
The engine wheelcase.mounIs the folloalng units:
t:emeratcr-Otarter
generator fCP-CT-1200C1.4T
A.C.
?go nydraullc Pape
fuel .0s-tvery pump
Tactometer Eeteretoro
Arran$eo 1:ehr.d the last c:mprest:r at 21B-1
ece are flamgee for bitedi:.g air te
;:ee:t.rime .1.te pilot's cockpit, fuel tanks end tydrculic reservoir.
? I. EN:UNE AICIAN:,?ZLIT
1.41-aaesect of :imfAhe and Afterburner
?
ouEine VItb the a:to:burnt: IS !taunted IL tr.' funelage between frome
t:Jue retc,' of .TOIO .TialtIOLO
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174.
CD
0
CD
0
CD
CT)
(I)
CD
0
cn
0
-0
co
co
co
\.)
Rafl for eliding angina
Into Fuselage
E
%oft moat
Frame 22 eels
Engine rolling
Into fuselage
Il
Engin.
hell:ante!
Rolls ssi?
d- ht signs
,9S Il watt Affects-toner
attachment
(section titraujih
- frame No.141l)
wedge
Straelurt AA
Starboard erefochatent
unit of eftaattarmer
.4 Side rod of front
ettechreettt unit to.
be fastened to T
hemp Nc.25
(I)
CD
0
CD
ah
CD
(17
(r)
(D
0
cn
Rear ottochmant rods
CII port side
Engine howl tori4o1 orls
Reference line
Lockino plu?p\
Attar/burner tattochmont
to aircraft
or side:,
Attachment of
Rolla, aale r' ?..?????
roll for roller to
-
attachment untt?-????-.4,--, 1 ? aciarbuf,,,
on fuselage , fl.........41
!tonna isloltS
FIG.33. MANE AND AFTERIMNEllt ATTACHMENT
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57
When viewed from aoove, the axle of toe engoo. coincide with the axis of
oymmetry of the aircraft, while the outboard profile view ohoo. that it rune Sow
90 an above the reference line of the aircroft at from? No.28 and Bozo 65 an at
frame o.52A.
In the plan view drawing, the axle of the afterburner forma a mall angle olot
the engine axis ea the roar portion of the aftecharoer is mounted no that the rol.
ler axle; ?Lando sows 5 ma to the loft of the aircraft :kola of nytamotry. Ulm the
engine io running, the thermal expanoion crones the rightward ehift or tho after-
burner till it is aligned with the engine axle.
When viewed sideward, the afterburner alio firSG oligntly olopoo down and tbn
forms a gentle uptake from frame No.54 to tho odoe of tho jet nettle.
Logine_Fastoniag
The engine io provided with two attachoont unito: the trout (the moln one) ea
frame No.25 and the rear one on frame No.28.
The front' attachment unit to acconmodatod in the plane clone to the engine
centre of gravity. It includes an upper assembly ana two side rods. The upper CS-
sembly takes the thrust of the engine and is loaded up by the side forcea.
The load-carrying member of the upper anuoanly in the bar tomalluating in mph
Milo during the assembly enters the rioo Paving a ophorical surfaeo and natural
to the engine.
The bar is attached to the upper beam of tho fuzolage at two points: to the
upper wing of the beam (with the aid of a chromenoll bolt, 10 an in din.), and to
the lower wing of the beam (pressed by moans of stool wedge).
The bar-stud-to-engine connection allow? free moveoent of the engine in no
vortical plane and tbs turn thereof relative t. the aphorical uurfaco during ther-
mal :mansion or levelling of the engine.
The side control rode are meant for taking over compreoeion and expansion mil
vertloal loads. The rode are mado of chromanoil oteoll their upper portions are
bolted to the engine brackets, and tho lower portiona, to the brucoeto on frame
No.25 of the fuselage.
The ends of tho redo attached to the fuoolage cam eyebolt:, throod-connected
to the redo, which bake(' it possible to adjuot the rod lougth no inquired.
The rear ettschnent unit of tho engine in intended to take over Gide and
vertical load.. It is comprised of two vertically aroanged chremenoll rods with
turnbuckles (one on each aide) and one horizontally arranged rod with the turn-
buoklea on the left side. One end of the control rode is secured to the brackets
of the engine, and the other, to the bracketa on frame No.26 of too fuoolago.
Duo to the turnbuckleo of the rods of tee veer attachment unit the iongth of
tho control rods can be adjusted when the onoine la ivatelled on tho aircraft.
To adjust the length of the control rodo durlog aircraft operation in impor-
mleolblo.
The engine ie mounted on the aircraft with the fuselago toll section din-
jointed. The Mounting of the engine :equirto the uns of z special cart. To faci-
litate the mounting procedure, the conpreouor casIng is Pitted with brackets hew-
ing steel rollers, and the funelage portion between fralea hop 22 and 2o, with
the riveted guiding rail,. The engine placed on the cart in moved on the rollero
into the rails and slid ea tne stol' on the cart permit?, aftor which the attach'
pent units of the engine ars easeribled.
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Attochment_ol the Aft erburner
%
The front portion of the 'afterburner is secured to the engine with tho aid
e telescopic joint (Soo Pis.33).
11 The rear portion of the afterburner is attached to the fuselage with the aid
longitudical guiding ralls installed on the afterburner and bearime against
lecial rollers. The rollers are fitted on and necured to the bushings screwed
42to the sockets in the left and right halves of frame 143.36.
The roller set in the left half is provided with beads holding the after-
liner against sideward travel; however, the roller set in the right half Las no
!ads, due to wnich fact the afterburner is free to travol to the right.
Thus, the afterburner can travel lengthwise and creeswise'in respenne.to
lasing.
Prior to mounting the afterburner on the aircraft, the jet nozzle flap actunt-
f4
riee wits hydraulic cylinders should be detached. Thie la necessary to allow.
apinteng of the tall section of the fuselage. After joining of the tail section
le tee fuselage, the eozzle flap actuating ring with the hydraulic cylinders
could be installed on the afterburner from the side of the rear edge of the fuse-
iage ard secured to the afterburner with the aid of six control rode: e.
2. Air Intake )22a
?
?
The air ia delivered to the engine through the air, intake duet (Fig.32).
'Idle in flight, part of the air is taken from the air intake duct and routed'
Lroegn special ports in the eir cooler for cooling the engine compartment.
The air intake duct is mole up of a circular air intake with a movable cone
n the fuselage nose section, tan ducts running along the fuselage board aides,
inlet fern one duct betind the pilot's cockpit next to frame No.16..The air cooler
1 the cockpit air cenditionirg eyetem is a portion of the duct. ?
The rear flange of the air cooler is fitted with a opecial rubber shape to
ehich the flange of the engine. ceepreseor is tigntly pressed to ensure a pealed
feint. ?
Tho purpose of the airtight joint and Ito design are deocribed in detail in
Section "Cooling of Engine Colvertment".
The movable cone located in the air intake in the fuselage nose cone in meant
ror reducing power losses of the air flow (Pig.32).
The cone is actuated by the cone automatic control syetom, depending on thc;
:onditions of flight and onglao operation.
Movable Cone Automatic Control ?
(F16.34)
, The cone extension and retraction follow-up system Yele-21J is designated to
ensure stable operation of the air intaie and engine in all attitudes of aircraft
flight. The eyatem operates in two duties: automatic and manual.
? In the automatic duty the YM-21d eystom operatea on the principle that to a
definite position of the cone there correspoeds a certain degree .of comprension.
Of the compremaor nx, i.o: to the pressure ratio, .
Tr . .
SECRET ?
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...... . - .. .
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. . ,.. ,
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55 ---
pzip absolute static pre:sours, behind the coolants= ETA
PI is abaolute static preasurm before the compromiser.
? fhb cOne automatic contra/ !slates is interlocked by a limit switch (110) sh=
.the L.G. is retracted. ?
The full cone travel of 200 om is effected by the control system at Rs
changed within, 4.5 -
The ;skidoos compression valuo of the cospressor Cu corresponds to a completely
retracted position Of the cone, while the minimum coopresnion value, to the comple-
tely extended cone position. ?
? It ng > 11.5 the cone does not change its position and is in position Gs 11
(the cone is extended by 15 Ma), if the L.G. limit switch in closed.
. .The block diagran.of the YB;1.-21d nyntes and the anti-surge shutter control
system is presented in Pig.34.
The Yb-2M system comprises the following banie unitos
(a) pick-ups BA0411 (27) and 11=4.11 (26)8.
(h) Output Memel unit 11.10.10C-1 (14); .
(c) amplification and commutation unit.EYK-2A (9)8
(d) hydraulic unit A7-35-1 (5)8' '
(e) hydroelectric valve (8) and hydrolock (OS
(f) liait switch (p)i ? .
(g) feedback pick-up M-3 eith drive 11-1.(2);
(h) cone position indicator MC-3 (3).
The cone position automatic control nystea is switched on by, moans of amitch
:ONE CONTROL (YGPAWDENHE KOHYCC41) (16).
Prensure pick-upsIi10-111 and 1AO-A2 are the sensitive elements of the aynten:
:hej take up static pleasure volute before and behind the compressor. i.e. PI
Ind P2, and c(nvert them into electric signals, whose values ere proportiormtv to
:he rrensure values PI and P2 taken up.
The voltages produced by piei-ups 26 and 27 are compared and amplified in
)utput signal unit .(14) and are sent to the amplification and commute-
:ion unit EYIC-.2A (9) an electric sianala proportionate to the ratio 2 .
V'
1
The signal from unit amplified in unit WII-2.A is supplied to
sydraulic control unit 0-35-1 (5). ? - ?
Control unit 0-35-1 converts the electric signals cant from the amplifica-
Un and commutation unit GY4-2A into hydraulic pressure operating fuel consump-
*ion. The hydraulio. mixture pressure in supplied from the hydraulic system to
? mit LY-35-1 through non turn valve 6. filter 7, hydroelectric solve 11-1947 (8)
See Chapter "llydraulle Syatem")..
The hydraulic preesure controlling the distribution slide valve of unit AY-35-1
hifts the slide valve thereby connecting one cavity of hydraulic cylinder 28 to
he pressure line and ensuring drainage from the second cavity.
? The rod of hydraulic eilindor 28 acts upon the frame of the cone moving :amn-
ion (Gee Chapter II of this Description, 'Section "Arrangement of !lovable Cona"),
nd extends or retracts cone 1.
The rod of hydraulic cylinder 28 is mechanically coupled with the axle of food-
ack pick-up 2 by means of a cablenand special drive fl-I. Drive 11-1 convert? the
omit motion of the rod of hydraulic cylinder 28 into the rotary motion of the
otor? 'A
0- feesback pick-up 2 (in the diagram the mechanical coupling between the
.ydruulic cylinder rod and the feedback pick-up la shown in a dotted line).
? ?
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The tuira.L.,- a2.1 a Itedw._:. ;Icti-ui, 2 a:lifts toe currvnt-carryin.s brushes
(slidera;of the leedueck and inctication potentiometers. ?rom the indicotion poten.
ticoeter the eignal is fed to the warning system of cone position indicator 371:4.%^..
Each position of toe slider of the feedback pick-up indication potentiometer
corresponds to a certain setting of ccne ponition indicator pointer 5.
The potentiometer of feedback pick-up 2 reducee mismatching between the given
position of the cone and the position that the cone must take in accordance with .
tne inductict, pick-up signal.
As soon as the miaxstchment eignal is reduced beyond the non-senzitivy limits
(balancing codition;? the cone actuating aystem stopn its operation and the cone
takes up a ragirod pmition.
Cone posItion it-licator 37,3G-3 is Installed On the left-nand upper electric
board of the la:.tr.cen: papal and has a gradaated Goole from 0 to 100;i with
alon value. The zero position of the indicator pointer corresponds to the retracte:
position of the cone, while 10;: - to the completely extended cone position.
Beside indicator 3, tnere la signal lamp 12 inscribed 33NE laTENDED (KOHY3
thIlYEEN) on light panel 4 LA toe pilot's cockpit which lights up when the cone
is extended by 3-6 mm.
In curvilinear flight when the spetd airflow streams at an angle to the cures
of the cone and the air intake, the YBT.-2U system ensures correction for additional
cone extenaion; for this purloee the eysttn is interlocked at stabilizer deflec-
tion angles.
For the abova-mentioned purposes the superstructure in front of frame No.34
aounte pick-op ACY-2 with three aicroswitches 23, 24 and 25.
The fl-2 shaped control rod is rigidly connected with the etabilizer control
bell-cranks. In its movement the rd presses the microswitch at a certain moment.
ilicrosaitch 23 belongs to the anti-surge abutter control system, microamitchea 24
end 25 controlling the additional extc.sien of the cone.
Oben sicrosaltch 24 operates, the c.,ne execs additionally by IC ma, micro-
{twitch 25 salting the cone additiosally etrz,tLd h., 15 mm.
If both the micreswitcbes operate immediately one after the other, the coca C5.
tends by 25 ma from the position taken by the cone at that moment. The signals fris
microawitches 24 and 25 are fed to the adcitianol magnetic amplifier windings of
unit SYM-21 which controls hydraulic unit C-35-1.
Fi6.35 presents charts of additional cne extension Caen the stabiliser nose
'hilts upward or downward and also 6WV:C%.:DZ tatlea of ticronwitchea 24 and 25.
the ipper chart oboes the value of adOltoonal come extension at definite angles
of deflection of the stabiliser nose ar the letter coves downrarts.
For exat.le: Shen the stabilizer nese mores attLim the interval from a =15
t: .;?, both nicreswitches 24 and 2 are, so-:feted ca See toe swite'-: tholes;. *c2
tne adcitiona: :one extension im equal to LIin the inter-:n.1 1.4.va
O . 04) to -;? *NY it IS only alcroxwitch 25 that is switched, and t.:.e edditior-al
teat extension is equal to A 1 ? 15 cm, eta so on,
Ins hertz:Jetta lines in the chart thtts kocicate the va..e of additional ccne
enension, tne vertical lines, the value of statiliter nose deflection; for
lilt:strati-4. *be fl,:.;re presents aketcnes of clificreot degretr ccm: additional
extension fcat.4 at tie bottom of the =art.'
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Manual Control of Cone ter ion
The cone manual control is resorted to in emergency caaeo: when the automatic
Area sestem fails and also when checking the aircraft control oysten on the
und. In these casee swetcb 17 must be set in position MANUAL (FInfl0E), the cono
Xinsion and retraction being effected by rotating of the reek and pinion on
:teeter 3.
The signal of mismatch between the true cone position and the set value on
;icator 3 is fed to unit ETK-2A (9) and further on to unit AY-35-1; an areault,
t cone will move in the required position and will stop when the error signal in
uced to a value below the non-sensitive zone limits. In manual-control no core.
Aim is made for additional extension of the cone depending on the deflection
:les of the stabilizer.
: In case the supply voltage disappears or tho pressure in the hydraulic oyeten
pe, the bydrovalve FA-1847 (8) will lock the cone in the position which it oc-
'led at the moment of voltage disappearance or pressure drop.
2peration of Electrical Unite of ELatem Y138,20
Automatic Control
. The L.G. otruta retracted, the limit switch of the retracted position of the
;. right-hand strut 30 operates and closes its contacts, and the board amine
ltage is fed to unit R-2A (9), switch 17 being set in position AUTOMATIC
kOLAT).
The electric signal of mismatch is fed from unit 11110-EBC-1 to unit EYK-21,
)m where the amplified signal is supplied to control unit AY-35-1. Unit AY-35-1
Lowe the hydraulic mixture to enter one of the cavities of hydraulic cylinder 28,
anecting the -ther cavity to the drain system. hydraulic cylinder 28 shifts the
se as long as the signal is being applied. The potentiometer brushes of feedback
:k-up 2 move together with the piston of the hydraulic cylinder. Each position
the brush of the indication potentiometer of pick-up 2 correspenda to a definite
eition of the pointer of indicator 3.
Note: Operation of the electrical unite to effect additional extension of the
cone depending on the angle of stabilizer deflection in dealt with in
Section "Automatic Control of Movable Cone".
Manual Control
Manual control of the cone is effected by turning the rack and pinion of cone
eition indicator MC-3. The rack and pinion are coupled with the potentiometer
ush of the Y113C-3 setter and with a pointer setting the required extension of the
as.
Switch 17 is in position MANUAL. The setter potentiometer brush shifts and
ado a signal to unit EZIK-21 (9) after which the amplified signal is fed to control
it AY-35-1. The cone takes up the preset position. The follow-up system gets into
e state of electrical quiescence.
Wben the cone is extended by 3-6 an either automatically or manually. micro-
itcb 1) operates and feeds power to lamp 12 CONE Era..rDED (HOHYC BUIIMEM) which
ghta up.
Automatically Controlled Anti-SuLge Shutters
To obviate the appearance 'of suree in the air intake at high speeds of flight,
tca3ticall3 controlled anti-suree shutters are installed in the forward portion of
e air intake duct at frames Nos 2 and 3on both aides of the fuselage (Fig.52).
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f'Ignts at supersenicnpeeds, the air intake duct pastes greatness
1?nring
f alr.'If jr. tis case the pilot snarply pulls um' engine control lover thereby,-
the air consumption tnrougn the engine, the amount'of sir
cc:easing shtUTly
eceived by the air 11.take will.exceed the heeds of the running engine: La s .
esult, the pressure in the air lhtuice duct will rise conaiaerebly ;hereby affect-
the strength of tne?duct structUre. ??.
? 'besides, pressure palsa:icis are liable to appear...113.th, air intake' ducts -
heneSill move along tne duct to aggravate the intake operation..
? le preclude tnas pbenOilenon, tnennti-surge abutters open as the. engine r:p.T.'
ecreases.durin.- fligtnnpyrfornednt?high speeds (Me 1.35),. and the excess !amount ?
f air is hlown out into the tittiosObirg.' . ?
The system controlling toe opening and'elosing of tne anti-nurge snuttern
OFiG.54) includes hydraulic cylinders 31 which actuate shutters 33 hydroelectric
alve 22 controlling the supply of the preesurized hydraulic fluid to the oppro-?
mate chamber of the hydraulic cylinder:nand at..thename.time joining'thentber
aa=berto the return line; tne electrie.systenshieh engaget hydroelectric .
sive 22 and cepuiets of switch le, relay 19, switch 23 for blacking the shuttOr
peaing according to.thentabllizer ieflection angle, and relay 21 fol"blotking
Le opening Or the shutternaccoriln& to the augmented.sting .
In the automatic control duty. the eiatet starts operation at speedo correspond-
nt: to e = 1.35, i.e. at the moment the voltage is being fed fro= terminal N of .
ack-..:p 11 to relay 19 thrcugh whose contacts 2.4 the electric current lenont'to
? . ,
' tydroelectdc valve FA-184Y (22). ? '
In this case switch IB is set in position AOTCHATIC (ABTOUAT). The procuiurized
k.traulic.fluid sets in notion the piston of bydraulic_cylinder.31 which.opous .
. To ensure ,..able operution after the aircraft had gained a speed correspon4in4
;o U c 1.5.ant'after the afterburner has been switched eno, relay 21.1onede to '
kperete, its cohtacte 1-2 open, the winding of hydroelectric valve 22 ie.de-.:energin.-.
td an.1 shutters 33 close. When the augnented.rating is ,witched off at the abovo-
lentioned speed, the relay ,releasee its contacts 2 -1 and the voltage is fed to
yydroelectric valve 22. As a result, the abutters (*in. At pitching Up the inclinm- .
.lon angle of the stabilizer is 20? (larger arm) or .32? .(caaller arm). number 11
.e equal to 1.35 and the shutters Open. ?
In the manual control duty switch 18 is set in one of the enquired petitions:
or CLOSED (31.1(P.)7 In the OP)2N. position of.esitch 18 the voltage is. ?
:ed to hydroelectric valve 22 and the abutters open. In the CLOSED.posiiionthe eup-:
Q f ayaroelectric valve 22 is discontinued and the shutters clone. Manual
nen.n.,7 and closing .of 'the shutters are carried out by the pilot irsaapecti4o. of
:se s;ted Of flight. . ?
?
,Addi,tienalr_Intsk2 Shutters :
The alditional air intake shutters otherwise termed "take-oft ahutterci"
? we located on both sides of the fuselage SI fremealloa 9lO..:
:nese shutters are intended to decrease the degree of rarefaction in the Mir.
lu.7t appearing in the ?engine operation on the ground and at taking off. i.e.
4.7Cr. .:yam vessure is small or nil. The sh.,:tters ara.secured on franc No.9 4ith
? ! ;If hinges and open inside tLe air lu..ake duct due to the difference in the
and atmospheric pressures..
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Througn the shutters the air intake duct sucks in the outside air there
decreasing toe rarefaction in the duct end increasing the engine thrust due Lc.
Increase of the air consumption thous the engine,
? In flight, an the ram preasure increases, the duct builds up presseses
ing toe ateos;lieric pressure, and toe snitters close actuated by the excess 10-ti
sure, et trie.save time eomeinat decreasing the. aerod/zamic drag.
?
- 3. Cooling of engine Compartment
To avoid overheating of the aircraft structure and the units of the enate
In fllgtt end tcrensure ;roper running of the enime on the ,;round, the ehrine
ceepernent teginalog from frame ho..e is blown with air .:)ree Fig.36).
, ? It f.ight,the.air for blowine and cooling tit engine is taken from the air
intake duct. tr.:06:t special eorta Z. protected with strainers in air cooler 1,
pessine,tnrs.:en plate valves:
air .flows along toe (liter sides of tue. c:.oler and
IL the air cooler,Teadtes tteen--ine.
?ilsviLe entered toe ezgine c n;artnent, toe air passes tnraugn the space br
sewn toe fuselaee structure and tte engine an: further between the aircraft stn.
:and tne afterburner fur coolin: tnen it escapes into the atmoophere over the
fueelsee edge. At :the sane tine, par; of toe air is taeren via a circular
slit In the wet cf.:Tame tc.ctol zne outer i..ortion of toe aircraft
etruCture ooldiog theafterourner. ? .
Additiooal.blowine of separate units is doze with the aid of ran air inti,lt
brazen pipes feeliog the air.to:
1. Startereenerator ra-CT-4200UBT, and generator .crc-C- by toe air fed:7
branch ripe c arrwneed on the starooest Later. cceer t?etween. frames ::cs a and 1:
' 2. sfterb.arzer -:by the air fed teireuen'brahcn pipes 4 at frame !o. 31a.
3. Zet nozzle flap actuating bydraulic cylinder -.by the air fed Iron brain
pipes 5 et !frame ho.364: ? !.
? Two hwer brancn pipes are fitted acove the engine axis on toe pori and 47V?
board ...onions of the fin, and the .ower double brancn 'Ape, alnnr "hot:. sides :f
the ventral fin. :bin branch pipe runi erong the ventral fin to mere iota a ca-
non chemnel oised to the shroud of the jet nozzle flap contrel _lower hydraulic
.Cylinder.
The air sent by ram air intake 'branch pipes 5 runs alone she connection e1;1
to 'moulds 6 of the hydraulic cylinder, cn:ls the: and passes into the atmosphri
in tole case part of tne air is forret ':i.ri-a6n ::.he silt in the partition heroes:
the tnrouce for bloilimg the 'hydraulic system ;apes' and fittings arratge.i aloof
.hydraulic cylinders, after which the air.ls delivered tc stressed rizg 7 for ccn.
ing the hydraulic aysten pipaacerryieg tte fluid; after :het it escapes j.rtott
:Stmospbers througn tbe porto In? rine 7. ?
? t! When the engine is.rynning on the groetd, tne engine cceparveenz, la cooled-7
he air sucked (maths atnnsphere due tc rarefaction created in tbe engine ca7
putout upon e;ection of toe gases. Tee Cooling ear enters the sheive commute
Sett thrOuh twelve sorts. 7C$ us lp dia., with disc valve( 9 that c ming
.
the excess pressure of atmosphere and via. individual brunch pipes panels! C4.
ZO
ditionel air tor blowing tne units.? 1:: this care plate valves 3 en the sir carlir
Sie closed, since the decree or rarefactich.ih the air intake duct exceeds '02: 1:
the oneino .cospartsent. . .
TO susUra-proper. operation Or the
as iolloso: cooline _System thenein
ee cy-martment 10
Orresurise0
** ?-?.: ? ? ? ? ? ? ? ' ?
i
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--- 6? ---
1. At frame 7o.22 where the engine io joined to the air cooler with the m:
c! neecial rubbershape 10 fastened to the air cooler. The airtight integrity 6):
?
.1 'int is obtained due to compression of this shape by the flange of the engine
compressor.
2. The ports passing the mains of the pipe lines in frame ho.22 are CI*
t,y meee,a of seecial plugs.
le The holes leading the vent pipes of the fuel sycten out into the super-
o'rw?-Are at freer eo.29 and tee holea in frame No.29 for passing the ripen are
closed %It!: the aid of cover plates.
4. Broathine and Drain Systeels_g_DagiUla
The oil syetem centrifuge breathing to effected through the pipe coemunicee
ieg with the atmosphere through the cover of the port accese door made between
frames Nos 26 and 27 (Fig.37).
The pipe-to-access door joint is sealed with the aid of a rubber ring. It
should be noted that leaky joint (due to deterioration of the rubber ring) wit
to formation of dare carbon deposit at the joint and burning of insulation of tb
gereretor electric miring.
Arranged at frames No 25 and 26 are two branch pipes for letting out the
games from the turbine shaft labyrinth sealing and from the balance chambers of
engine. The branch pipes are secured to the accees doors on the port and etarber
aides of the fuselage.
The vent system pipes of the engine come in greupa and are led outboard at
five spots.
The first outlet (when looking forward) is made at frame No.27. It consecu
eight vent points of the engine, 1.e. afterburner valve drainage, driven of
pumps HP-21:2 and HP-2202, acceleration control unit, generator, hydraulic
peape Hle54-2T end fuel booster puap.
The second outlet arranged next to the first one connects the combuetioe
chamber drainage to the atmosphere.
The third outlet 10 located at frame Nc.32 and in used to remove the fuel f?
the teleecopic joint.
The fourth outlet is located behind frame No.36 and serves for draining the
fuel free the fuselage akin.
The fifth outlet Is made in the lower portion behind the edge of the jet 5c:'
Ele. It Is intended to make a connection between the vont tank installed en the
.
engine and the aemoaphere. After unsucceseful atartinge and after otoppsge of the
engine the fuel is accumulated in the tank from the fuel manifold and the
valve of pump HT-2102 to be airpreased into the atmosphere.
Apart from the aboVe vent outleto, the fuselage skin has a number of
opeclal drainage holed (not indiceted in Pig.37). Behind frame lio..56 are arra*
holes of 5-em dia, located in pairs next to each stiffener of the tail cons. TSe9t
holes are in!onded to let out fuel flowing from the afterburner when unslusallE
the engine on board the aircraft.
5. Service Hatcher;
A number of hatchee are made in the fuselage skin to ensure access to the,
units, seperate assemblies and supply oyetems of the engine (Fig.15.
Chapter II
In the lower portion of the fuselage between frame? Nos 22 and 25 ond Val"'
and 2z-there are four (melee hatches located starboard and port side to
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FR. No.is
FR ? ?
????????? DRAIN OVERBOARD FROM FUSELAGE SXIN
FUEL ORAIN FROM TELESCOPIC JOINT
DRAfN
COMBUSTION FROM NOZZLE UNITS
CNAm917R DRAIN
iv, .A270 2pRom FUEL
A" II COLLECTOR
1
_ pREssuRe 1.1.3;4W-25r 0 DRAIN FROM
2RivEs DRAIN
P
AFTER? DRAIN COMPRESSOR FUT-A. psoom DRAIN / 2
VALVE OF PUMP
A ,
F TERBURN-
na IN ?ix, VALVE
VALVE 0 DRAIN III1.141i -N..
111?41.2
DRAIN FROM
III'?21?2 AND
111%2202 RUMP DRIVES
*47
DRAIN FROM wet:maw:lc
commom oiscwARcE PUMP 1111.3411
OVERBOARD II
?RAIN FROM
Fu El.. COLLECTOR
DRAIN FROM
FUEL BOOSTER
PUMP
FIG.!. PODEll IP bANT BAEA1IIING AND DRAIN SYSTI-INA
4-NI,ORAIN FROM
FUEL COLLF.C.. lOB
OVERBOARD
COMBUSTION
CMAMRER r RA IN
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s've accene to the units 'end systems of the tatie are a.1-3
ULO of abet jointing the aircraft and ,remeviag the-et:Elm. '
Ta0 hatch giving access to the fuel .filler Lec.L ir arranged above 611
die tank at franc Po.14.
?
. The errengement of hatches is given in the descript.lon ct the fuselage
ture and tn. wing.
FUEL 3YTJ.
1. .;cf,ew e c.? ?
The aircraft fuel aysttm delivers fuel. to toe o.- ..i at all .flight
niti
an velocities.
The schematic and wiring diacrams of the fuel system are presented in !'1;
The complete volume of fuel is accommodated in iA.ic fusslaae rubberizcd-cl.. .
terJie (tanka Noe 1, 2, 5, 4, 5 and 6) placed in special contoLners termed by
?r
fuselagesrUcturs members, four wing tank compartments (Refs 4b), cne
oaddle-type metal tank 1o.7 and One 'metal drop tank. The .construction of the,.
tank compartaente ie given in Section "Eng".
All the tanke.are'interconnected through"tan1(.r:o,7. by-meant of. a:fuel ce?
pipeline arranged in the upper.section of the fuseln6e. (superstructure) sn4t!.
fuel eupply pipeline arranged in the lower section 01 thejUse.lace.. ?
Shut-off valve 19 installed in the fuel supply Piiclino pert:Or:to 'shut
the pipeline in emergency cases by means of eleCtropncumAtic valve 69!i0.=
also when mounting or alUshing the engine. . .
For venting and preasuriiition of the 'tanks, pipelines art provided ra,ict
arranged in the' auperatructure, in closed bpacys formed by frame's- No3'lo-22
in the engine compartment at fremos'Nos .
_
The vent pipelines are connected with tank N.0.7 pommel...teatime! tt.e.c.
sphere through an outlet pipeline at frwee 1.0.25,throuch safety,va't 11.
connection of the tanks with the vent pipeline. and the pipelines ? ..-.emem:
made so as to preclude the pOosibility of backward flow14,7 71.cm .:,Le ?
of tanks into another in various evolutiona of the .aircraft.. TU ,prevest
ing.through velocity head intake 9 in aircraft evolutio?ns .nipefitett
.fraee Po.29 ie node in the tors of a.loop.- ';
. ' The vent pipe? of the wing tanks are Connected to th: common fuSc-lage'ten
vent ayates by means Of a pipeline through vent valve 6.. .
Per venting, the drop tank. U.888 a:pipeline of it :p.se s Urima t ion :I: if 0 le7.
The.fuel to eervice tank No .3 ia eupplied by booster. raimp.
stalled in tank No.2. ? . ? . ? : '
Pros
. .
the lover portionof tank Nq.3 the;jeueljs delivered to the engine. '
Prom the wing tank compartments and the drop taul'the ft:61'in forced
fUeslage tank 1o.2 by the. air of the ,preasuritation
eimption of fuel frmathe fuselage tanks and. to .beild ?ap? tiormal..PtebUra at ttf
pump inlev(Ilef. 22)'mhan.the
withaircratt?ig fitting. up,
air.from the preasarisationwyatem at RD exeseive ri:nn 0-.21
tha fuel tarlfA.are sup01
:.; 0.23 kg/clo, P.
The Missive Immasnre is ensured by:Means of safety valves 11 located '
.right aide 1.73 tho'ftwelage.tail section well , ? ."
Velocity lead intake .1 installed in
bectIph
keep. 4a.regVired degree of preisUritation
dxspa in tiu;40temas....h,.,z0,ime.e001001.?
mamma to c honema ia.the'aircraf.tiattiude of-tiact-s-.: ? ,
:
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-war- swooma -mar aramt-sem -me
3111C7603:-MIFMIIL--21?,11.1 .nsa all lois -111X
rip
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---- 65 ?
Accordins to the sequence of c,pasumptiot indicated by the respective instru-
:eats the fuel tanks are divided into the following three groups:
The first group of tanks - drop tank, task No.7, teaks No.1 and 14).2 and wing
tank compartments. The eecond group of ta-ns - service group; it includes the up-
per esd lower sections of tank No.. The third group of tank? - tacks No.44,14).5
and n.6.
The sequence of fuel consumption is provided by special and float valves in-
audited in tanks No.2 and No.? (Fig.3o, Fes 1, 2, 5, 6, 38).
The valves controlling the sequence of fuel connumption from the drop and
sung tanks are opened and closed by the control pressure Oyetes singled out from
the overall schematic diagram and presented in Fig.40. The control pressure is
created by part of the fuel taSen from toe supply pipeline and delivered under pres-
sure to the pipeline of the control pressure system.
To feed the engine witt fuel during an inverted flight or in neeative,g
ccsditionz the lower portion of tank r0.3 mount? negative g valve 54.
In the flights with banking inertia valve c 4 installed in tank No.2 on the
internal refuelling pipes, serve to prov?L: the fuel flow from the' wine take into
tank 1o.2 and backwards.
The termination of fuel consumption is checked by the outlet pressure drop of ?
the pumps and in the drop tan. If the difference of pressure built up by the pumps
ar.0 the peessuxe in the Lanka is less than 0.3 kgics2 an indicated by earning
mit C2-3 and C.35 kg/cm' an indicated by warning unit CZY-2-0.35, a yarning lemP
li;Ste up in the pilot's cockpit. Besides, to keep a constant check on the remainder
of fuel in the fuel supply system, a hydraulic pick-up of flowmeter PTC-16A (17)
with an indicator is also installed in the cockpit. Uounted in task No.2 in C316378 . ?
float pick-up 2i sending an electric signal to the cockpit to signal the emer-
gency fuel remainder of 520 +50 lit.
The piriuA system has a number of throttle opening? intended to:
1. Create increased outlet pressure of the pumps ensuring stable operation of
warming unit CS-3 and the preset sequence of c,anaumption (throttle 25).
, 2. ESsure stable operation of warming units C1-3 and CU-2-0.35 at inconsider-
able pressure variations (throttles 25, 33).
3. Reduce pressure variations in the system in various operating duties of the
pressure Sources and of the system (throttles 33, 14, 15. 28).
4. Ensure independent operation of Separate branch pipes of the piping system
supplied With pressure from one source (throttle 49).
The pon-return valves are intended to shift the opornting nediun (kerosene, air)
it the required direction (valves 5. 8, 10, 12, 28, 29, 31, M. 37, 39. 41, 42, 45)
or to divide the system into sections operating independently after engine ntartint
(valves 42, 31, 8, 39, 12).
Sediaent, condensate and unused fuel are let out through drain spots (Refs 47.
40, 23, IQ.
Basic Specifications of Fuel Uystem
kerosene: T-1. .tato Standard
rocT 4135-4NT6-1. Etate Ctendard
TOCT 7149-54:T-2. State Stamsard
roc 3410-57
2. Fuel pressure in control
pressure system corresponds to outlet prWIGUIre
of pimps 49562
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3.. Excesilve fuel pressure lh fuselage
tanks relative to atmospheric pressure- .... AP1 a 0.21 - 0,23 kg/cm2 '
4. nice:Ova fuel pressnre in sing tanks
relative to that is fueelage.tanksAP a 0.12 - 0.214g/c02
2 ?
lacessive.fuel pressure in drop :tank.
. a ?
relative to atuospheric pressu AP2 0.7O - kg/ca'
b. Filling rate ? , 426c ' .
1.1.3.081.124S--&?"en-e-t?
?
The sequence of rue/ consumption from the.titHona .(Pig.4.1) m
follows. '? ? . ?
After switching all the pupa and starting the engine the fuel is delivercd
to the engine fros the lower portion of .tank Tank No.3 in, rs(filled fru
tbe.Ist group or tanks in the order described below. Under the action of control
pressure, vent valve 6 is closed ...atich leads to stuttisg?off of the tank vent pipe.
line and to an increase of pressure in the wing tank erensurization pipeline.? ?
(e).Fugl_.:2nS;Gption.froa Dr2p Tank
. .
To ensure the required oeq..ence otluel consum;tict. fn..= drop tank, yak..
No.2 of the eupplY pipeline mounts epecial valve 31 cootrollo:1 (opened) by. float,
valve I mounted On tank No.7. At a level of fuel consumptiOn fro tankNo.:.
'tto non-return ball valve of cote.ectica 20 of valve 1 .closes and the control
are increases increases to a value at whio, special valve .36 opens.. . .
ilmat this Roma the diop tank starts delivering the fuel to tank No.2. The .
fuel consumption frog the drop tank over. tae pressurization ear is.roleazed into.
tank No.2 via epecial valve 3o; as a result, the pressure in toe drop tank drepa
.
and fuel cuceumption warnine unit C:Y2-P.35 (.?4) of the drcp tank operates.
rullAnsunction rva .1;i2enk 2h2p2rtmlutd_
At further decrease of fuel level. in tank N:.7 'epecial valve 33 in open) the
fuel frcm the wing tanks ie delivted to tahe No.2 .from alieflp it is traLsferred
the lower portion of tank No.) wita tte ald .f pun.; 495ii.2.
. The fuel ceaw.artion :rom tne wing tants cver, the pump of tank No.2 transfe.rs
the fuel from ter...s No.1, lit).2 and No. :ill the float valve in tank No.2 opene-
. ? : ?
?
?
(c) Zull_Z2niuGiptior. from Zrd klr2u2 of TaL...a_
?
The fuel compunction fr:: tue 3rd group of 'tan..!.::;tar-.0 dt a se4ein level cf
fuel is the upper portion of ".2.;..A n).2. /or this :onk wounta float
vulva 5 IF:Ada will open at a certann decrease of fuel level t: allow the fuel to
be transferred from tatks No.4, No.! and llo.e into tan.; :4).2 by means of puwP
till they are emety. .
. ?
' The fuel t:nsuiption Ovor, tht outletprezeare of pump 4?5A2 .!?? teak No.4 d:1:0*.
Saralag aait CZ-3 (26) will close cohtecte and aarain., lae;? 3: of 'n.:10
light up in. the cockpit. At tr..s t nett the. fuel remalader will he e.;um!
tee'rcz. 0.2 tthieh h,e &Lae. ty ?::-14 indicator or. :Le
r.
pazti?
" ?
?
.ca, Fuel_C2nsuaetitn_Arom g_eaLes_
after the 3rd grcup of tanks the :u.I sill be consumed froa tasks Ne.1
?
The fuel level in these tanks hecreai.. . toe flto: of tne ;Ask-1,4.3f emer7ency
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\ RETURN
BALL.
N.'61.Vt
FROM P.NG 4
TANK PRESSUR,IKTION
SYSTEM .
TO TANK NO.7
. TO DRAIN RING
RUMP RPM;
. ?
? . DI/GiIII4 OF. rai. CONTROL PRESSIIRF 'SYSTEM
I ? :?- Huai %Ake. unit. I ? teat tette hi ?sa, MAL6 (11143p.
? th,0111.1,. ' ? p.. ours?rztarn
!AN,'
74,4A 441.3 TAN', NO 4 1M NO. TANK NO6
L WILL .
1.14Er+W- NC V FyEl.
REMAINCER
'ANKS NCI 2
cuut LAGE paw,
?RING TANK
COMPANIM.LNTS %.
.... .. .
. .
.- ? ? ?
. .
.. th....IO OUGRAN OF RI I I. GA!. 14P1110%
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remainder 'foreleg unit C3163713(21) located in tank No.21 mill go down. non the
fuel level in tank') No.1 end No.2 machos the Value equal to the reminder fuel
of 520 450 lit., the pick-up contact/0 will close and warning lamp EVIRIENCY
REILAINDIR (AB. OCTAT01) will light up on the light panel inetho cockpit. Tho fool
free tanka No.1 and No.2 consumed. the outlet presaure of pump 495A2 Ample and
earning lamp let GROUP will go on in the cockpit on the light panel. Thiel cor-
rroponds to the fuel remainder in the system of approx. 335 lit. indicatod by
flosseter indicator PTC-164 in the pilot's cockpit.
Zul),_csietspii2R.floa 2D4 Rrs.tv
sar tcinte
Upon termination of fuel consumption froze tho let group of tanka tho fuel it
cospletely consumed from the upper and lover portions of tank Ro.3. The outlet
pressure of pump 495A2 drops end warning lamp 2nd GROUP (II mynnA) gots on en
the 1101 panel in the cockpit.
The fuel consumption soquenco indicated above is selected no an to bring
about the least possible change In the location of the aircraft centre of gravity
expromed in per cent of the man sorodynosic chord (MAC). The centre of enmity
of the fuel in the filled tanks la located approximately in the aircraft contra a
gravity. At the beginning of flight depending on the flight conations, the rear
C.G. position is the Rost desirable frost the point of vise of altitujo end rate of
climb. The front C.G. position le the most ompedient at the aecond part of fligtt
when the aircraft in descending. The above ocquenco of fuel connumption in f1:gi!
take, into consideration the above demarrls and brings about the leant chanson in
the location of the aircraft centre of gravity oxpromed in per Cent of the RAC
to result in proper aircraft balancing and reliable navigation.
2. Fuel Bysten Unita
?loot and Epeciel Valvea_
The fuel wet= float valves and apocial valvea morvo for outomntic 11341
consumption from the tanks in the pronet soquonco.
The float valves are installed in the upper portion of tanks lio.? and Vo.2
and fastened to thee by sous of a plate mounting all the valve parte.
The valve Installed on tank No.? (Big.42) comiets of body 3 innorted throngt
a port in plate 2 and fastened to tho latter by mane of nut 6.
The body rotation relative to the plata is prevented by scene of two Ingo on
the body which enter the notchea in the plate. Rubber ring 5 oneuree airtight con
-
motion between the body and the plate.
Made in holy 3 are ports which run from connections 3a, 2o and is. Tbeao pert!
accomodate springs 4 of non-return ball valve? 7. Ball 7 roota againnt LiO VO:tt
bushing 11 connected with body 3 of the float valve by mane of union nut 8. Drill':
in the bushing sre3 porta whose upper end faces oorve as neat? for non-return
valves 7. Inserted in toese ports are floating rode 10.
Fastmod free outelde on bushing 11 to bracket 9 which carries the axle of
lever 1 with a eloat at the end. The float travel 10 limited by otopo on the love:
and bracket 9.
The float TalTe etarte operating the comont the b000ter pump a are engaged.
The float placed in kerosene la acted upon by dioplaceeent force duo to watt
it goes up. In this case lever 1 prances in turn floating rode 10 which unseat tie
non-return ball valves and the control preeours in the lino to roleaned thuz atcr
sECAET
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Section AA, scale 21
I10 9
F1G.42. FLOAT VALVE
1 ? Roar lever; 2 plate; 3 ? body; 4 ? spring; 5 ? rubber ring; ? nut; ? kali; fi ? unian nal;
9 bracket; 10 L.. floating rod; n wstins
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plug fuel transfer from the corresponding group of tanks until the fuol level
in the tank with Cho float valve lowers.
In this case the float will go down and the lover will not interfere with
rods 10 which will go down or with the noe-return bell velvet) which will close. ly
eoon as one of the non-return ball valves clopeo, the control preeeure in the lhu
connected to this valve will rise and a respective special valve will open.
As the float goes down, the non-return ball valve which in =minted with
conaeotion 20 and then oonneotlon le. closes. As a reeelt, release of the fuel
control pressure from these lines will be stopped (connections lie. 3w and in are
not usedl.
The float non-return valve (fig.43) installed In the upper portion of tank
No.2 ooesiste of body 6, non-return valve 9 and rod 2 with float 1. Body 6 with iu
flange is bolted to the rubber-covered plate of tank No.2. Fastened to the flairep
of body 6 by awe of screws 10 to non-return valve 9 whose threaded connection 6
is coupled with the branch pipe of pump 49512 on tank No.4.
The Aarrowitg portion of body 6 torminaten in n rectangular bolo and a lug.
Hod 2 of the float terminates in a valve rlvottd to the rod tube. The valve con-
sists of fork 3 culd seat 4 riveted to the fork. The aides of fork 3 ore fastened
to the lug of bed., 6 through shaft 5 which oervee an U rotation axle of the rod
with the float.
The float travel is limited by the support curfaces of the valve fork. The
float valve etarl:e operating the moment the fuel in transferred from tanks 00.4,
3 and 6 to teak 40.2 with the aid of pump 49512. The fuel transfer in controlled
by the float valve whioh ?loess an moon as tank No.2 to filled up to the require]
level.
Tba float pieced in kerosene is acted upon by dloplacceent force dtio to whitt
It goes up. Rod 2 rotating about ito axis closes with valve seat 4 the port Utile
body through whieh the kerosene io delivered into tank No.2. The fuel delieery it
tbe tank ie stopped.
Part of the fuel from tank No.2 connuncd, the fuel level le 'leered, the floes
with the rod gees down, thus opening the port in the valve body are givieg way to
the fuel floe into tank No.2. Non-return valve 9 is used to prevent beck fuel Dm
from tank No.2 to the 3:41 group of tanks.
&cam' !tau
The special valve (lig.44) in installed in the booster pump lino oo that coo-
nsotion S by mama of an adapter in fastened to the tank flange and the booster
puap line to attached to ecnneetien A.
Installed in special valve body 1 In the cavity communicating with tne homey:
pump line are velve 2 and spring 3 which root upon sliding eaehore 4. Diaphraga 5'
is clasped between these washers and sepprotes the cavity of the booster puap 110
fres the cavity of fuel control pressure which is delivered through non-return Nil:
valve 11, protective washer 0 with 0.7 an dia. porte, throttle opening of
0.6 ow dia, in twn-return valve body 10. The latter is feotened to special valve
clover 13 by clamp bolt 7 with an annular groove. The airtiglanore in the connec-
tion is ensured by rubber rings 6. Looking of cover 13 OD body 1 to accomplished t!
*creme 14.
When tho fuel control preseure in sem, valve 2 is prettecei to bAy 1 by
spring 3 and the fuel cannot flow through the special valve. As the contrul pros'
sure increases, diaphregm 5 caves in, overcomer' reeiitance of opring 9, valve 2
SE.MET
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A
:01W/r terik;77Am;"? 4.1%,
4,-
SECRET
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1"ftl11,1
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MAC SPEL1AL VALVE ? ' "
A ? from booster pump line; b - to tank; 13 ? throttle opening, din. 0,0
1 ? body; 2 ? valve; 3 ? spring; 4 ? !sliding protective tsaslter;
5 rubber diaphragm; 6 - packing; 7 ? clamp; ? protective svaishr..
? sPijort; 10 ? body; n - hall: 12 ?connection; 13.? cover;
. 14 ? area.
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? 73
travels along the gulden in the direction towards the tank thun opening tho
for fuel flow from the special valve to the tank, and the fuel in trensferred
through the special valve. The latter start? opening at a control presnure of
.1
0.3.? Wow2
Saf oj Ultra Unit
The safety valve unit (Fig.45), in inntalled in the preneurization syntem of
.the ming fuel tanks. The unit is composed of the follening conponento: body 1,
safety valve? proper (Refs 3, 4, 5, 6), plate 7 and connection 2. The purpono of the
safety valves is to maintain the excessive preasure of GP = 0.12 - 0.2 1g/cm2 in
the pressurization line of the wing tasks relative to the pressure in the fueolage
tanks.
Vent Valve
The vent valve (Pig.46) in installed in the vent lino of the front wimg tanks;
it consists of the following basic components: body 1, cover 2, diaphragm 3, valve
proper 4 and spring 6.
The valve is intended to let out the air from the front wing tank compartmento
into the vent eysten when filling the tanks.
The moment the booster pump's art switched on, diaphragm 3 acted upon by the
control pressure is caved in and shuts off the port in the body with Ito value 4.
the vent valve closes and shuts off the pipeline interconnecting the tankm and the
vent line.
Control Pressure pllters_
Installed ti the control pressure line are gauze filters. The filter located
at frame 1o.19 called a control pressure filter) screen to purify the fuel coming
to the system free the booster punp line.
The installed directly ahead of the float are intended to purify the
fuel flovrthg through the float valve duets.
Control pressure filter (yng.47) in gauxed. Gauze 3 in noldered to frane Po.0
.nnerted into body 5 on whose threaded portion nut 1 in screwed. The joint in Gaoled
with rubber ring 2.
Float valve filter (Fig.446) is alno sauced. Gauze 3 is soldered to the ham and
inserted into body 4. The gauze base is pressed by connection 1 to body 4. Conc.
tion 1 is screwed into body 4. The joint in sealed with rubber ring 2.
_phut-On gosk.
The shutoff cock (Pig.49) is intended to close the engine fuel supply line in
case of eaergeacy and to shut it off during ansembly operations.
The two-p on -ock is of the through type and consists of body 2, connec-
tion 1 tightly attached with the body. valve 3. lever 4. spring 5 which fixes valve 3
in position OPEN (021011:0) or CLOSED (31J0'UTO). Lever 4 coupled with valve 3 in fit-
ted on axle 7 which is rotated by means of cock control guide 6. As the axle rotates.
spring 5 gets coapresned offering resistance to the guide motion. When passing the
middle position, the spring changes the direction of its action: it starts acting In
the direction of the Tuley movement and Mee the valve in the extreme position.
The and of axle 7 projecting free the cock inner cavity is sealed by two rubber
ranee
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IG?4?, S4F Alt I'111-
? - - c earrc . - 4 - pnp 6 ? r;atr.
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VTNT VAIN! 1 1111 'XING '1 ASA; II 1.1SA.
valve body; 2 -coct. - volty; S 1..11; -
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The cock to remote-controlled from the pilot la cockpit.'Inotallod on the loft.
band console io a button tabled SHOT-OFF COCK (HOIAPHe2 Kra) closed with 0
?
protective cover.
Depressing the buttoe for 5-4 sec. feeds power to the windings of elemt.re-.
' pneumatic valve 695oo01 installed near the ehut-off cock at frame:80.21a '
The electropneueetic valve operates and tranafors the air priosurieod to
50 atm. gauge through the pipe into cylinder 6. Piotoe 9 moves out, pranks It/ie./We'
Jug wire of guide 6, shifte the latter, thus closing the shut-off cock,.
Electropneumatic valve 695C001& is open Only when the button on the condole is
depreeeede Therefore, for reliable closiog of the ohut-off cock keep the'button
Preened for 3-4 sec., but not sore than 15 sec.'
The cock should be opened only manually on the ground through the /owor hatch,
at frames Nos 20-22. The cock open, the guide should .be locked with'ulm
During aseembly work the cock may be opened and cloned annually by mann of
guide 6. ?
Drain ValVe...
The drain valve (Pi,. 50) is installed on the pipe delivering fuol to tho magma
at fried. No.28. ?
The valve to deoigned to drein fuel from the tanks and the fuel nyotoo and aloe ?
to prt.cess the engine. Tee valve conaisto of body 4 welded to the engine fuoloupple
pipe. Screwed into body A. le rod 3 with valve 5 endo of teflon. Fut 1 with gluel'eg
vulcanized rubber gasket 2 is alao screwed into the body to limit the rod travel.
welded to the body is drain connection 6 covered by plug 7., ,.
The valve opens when rod 3 in ecreeed out and vice versa. To fully.open the:
Valve it is neceesary to ecrew the rod out as fax am nut 'l and rubber gaskot 2 .
permit. The gasket simultaneouely carves as a peaking gland of the valve rod. The .
rod has flats for a wrench with a 24-mai span. ? ? ?
The valve passage dia. is 50 eit. TO drain the fuel, it in meet:eery to take
away the plug from the drain connection by turning the plug so thet the two lugs oe
the connection are clear off the notches in the plug, then attach the ground hose
end, open the valve, engage the booater pumpn of .the aeoon4 group of tanke and tele
group of tanks which has to be emptied' after that the feel may be drained.
When proceeeleg the engine without removing it from the aircraft, It in fleece-
sare to fit the drain connection with an adapter to be found in the ground equlpc/4'
est. .
Safety_Valvee
The safety valve (91g.50 are inatelled In the prensurikation oyatoo of tho
fuselage tanks and servo to maintain in tho teaks constant excel:wive preocure of
0.21 - 0.25 atm. gauge. ?
The valve consiets of body 2, valve proper', and cover 5 ncreebd into the WV.
the cover llows tension of spring 4 to be adjunted when nooMlableni and calibretw
the valve. ?
?
The valve opens at die air preoeure of 160 e4 ma of mercury. ?
The !alma are installed in the fuselage mem at. the etarbOard alda,' at tri's
No.29 on the pip* connected with the vent pipeline ring. From outoide the va1ve5.941
covered with 'wiled cape whioh?le removed during assembly or dinaenembly. Pacelvd
rubber gaskets 1 seal the safety valvee recese fres the fuselage interior. '
?
? ?
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FIG.47. CONTROL PRESSURE FILTER
1 .7. nut; 2 ? tubber tins 3 ? saute; 4? Ertunesrealt; 5 ? dy
? - ? . ?
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reetW - lopm rolf""
: View along arrow
Lock the guide in the cock open position by wire K040.5
(without sagging)
Position of guide whon cock it rer
SHUT?OFF COCK
I ? cooneciion; 2 ? body; ; _ vulva. ;4 ? levet; 5 ? swinc6? guide; 7 ? sale; ? cylinder.
? pintoes.
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Non-Return Valvoa
All non-return velvet) of the fuel system, except the valven in the control
presnure line, ore of tbo flap type and close by gravity. The valve (Fie.36.
of. 10) le lastalled in the vent pipeline, in spring-leaded mod 'vent at a deft-
nite preasure differential. Thin valve in prementod in Fig.52.
Tbe non-return valve (Fig.52) consints of body 5 and connection 1 mith flee&
attached by bolts.
MO flange Joint la sealed by a rubber eaaket. Flap 4 of patal.type clarion
under the action of its own weieht and opting 3. The flap rotates on the axle ie
eerted in lug 2 ?reseed into connection 1. The lug in fixed in the connection by
means of a pin.
Tbe mon-return valve in made airtight by lepping the contacting surfncesof
the flap and connection 1.
The valve ?pane at a pressure of 0.05 kg/cm2.
Installed in the control preamire syntem are non-return valven of the balite
disc type (Fig.40).
Unit 425A2_
Unit 495,12 in a centrifugal pump driven frem an independent electric noton
typo affl-700,and metalled in the fuel ayseem for booating and proceurining foie
the inlet of the engine pump, as well an for increaeiog operational ceiling of Ll
fuel system. The schematic diagram of puap operation in pronented in F2.g.53.
Electric motor 1 in an into-al part of tho pump, being attached to the pan
body flanee. Tho ongiue is cooled by the fuel surrounding ite body and also bythi
aebieut air eateries through special ducto in pump body 6; the tined air nova he:I
the atmosphere through a vent connection.
The cooling myeten is siren in Fis.55.
The electric motor in a compound, four-polo unit designed for operetion fnn
the to-wire aircraft mains. The technical epecificationn of the electric neon
type MCII-700A,are as followe:
Supply voltage 27 %,
Current connumed
Speed of shaft rotation not e,;(3c% then 57
6100
r.p.s.
Unit 495A2 in fastened to the bottom of the 3rd tank in the negative g eon'X'
pent and to the bottom? of the 4th and 2nd tunkn. The inlet duct of the 'PPP 1".
wive filled with fuel.
Tha fuel ie delivered to the central portion of impeller 7. When the FtenF"
engaged, the impeller rotates and create translaeory and rotary motion of the to.
increaniug it. upend and preseure. The fuel is ejected from the eopoller duct Oa
Its outer diameter And flows into a vuluto collector and then to the boactieg
pipe duct which in a continuation of the collector.
The collector is connected through by-pa aa pipe 4 *ith the tank cavity ton?
unit operation more stable (the fuel pressure pular:alone being damped).
Installed in the bottom portion of the collector in a drein cock to drain
water condennate (not ?hewn in Yig.53).
Fig.54 representn main perforeance curveo of unit 495A2. It shown pronglci?
drop P created by the pump and consuaed current inteneity I vermin, fuel commune'
ties Q.
Mien the electric motor in inopeiativy, the fuol flan from the tont intet"
line both along impeller 7 and through non-return valves 5 (opened in this ow"
which decrease the pump le5draulic realetamee.
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DIRECTION OF FUEL ELON %%NUJ
UNIT OPERATES NORMALLY
O FUEL FLOM IPNEN ' ?
FUEI .FL0yr5 THROUGH INOPEFIAT/VE
OPERATION ISIAGRAM OF IINIT 410,Al
I - elecTric Norm; I - tanned vein: $ bAdy:
4? bylsos psi'., ? 1"0-ft 'WM v41?4: 6? 404; 1.?
FOG.$4. GRAFT1 SHOEING PRESSIme !MO INTENSITY ?Vi9L,Ct.'S IMO*
OSA./ CAPACOnf .
?
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-vvi?NPNW4MINNIMOMMIPI
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DIRECTION OF' COOLING AIR. p?
DIRECTION OF FUEL:
LEAKAGE 'THROUGH PACKING'S ,
. ?
. ?
FIG.55. DIAGRAP4 FOR COOLING ELECTRIC ROTOR
OF UNIT 495A2 ?
electric Row; 2 ? iturerted fralve; 3 ? body;
4 'olive; 5
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3. Fuel Tanks
? . ? EfEeral
Ale eueelage tanks are of the bag types therefore, they are arranged in spe-
cial containers to relieve the tank walls from stretching strains.
The tank wells are !ode up of two layers:
(a) inside layer ofteroasno-resistant rubber, 0.5 um Maks
(b) outside layer of fabric AXXP cured to place with the aid of glue.
The total thickness of the tank walls is up to 1 ma.
.The joint seams of the inside rubber layer are overlapped by 25 to 50 mn.
' The joint'seass of the outside fabric layer are covered with teem of a lighter
typo of Ala two-aided fabric cut at an angle of 450 to the warp.
The total thickness of the tank increases+ in placee whore valvee and fittings
are inserted and also due to an increased number of component layers.
The tanks ere glued over an special split-type torn-blocks.
The fittings used on the tanks axe of two types: rubber-coated metal parts and
all-cored, pr soft ports. The rUbber-coated metal parte and ?oft parts are glued
over !separately, having been partially cured and then glued to the tank with the
help of separate layers of rubber interleid by the ADIXP fabric. After this the
teak is 'Objected to. an overall cueing.
? To take out separate sections of the form-block cuts are msdo in the task if
the holes available are too small for this purpose. The cuts are than patched, for
which the outer layer of the AUP" fabric is torn away at the cut to a width of
40 an at each side of the cut. This piece of fabric in then replaced by two layers
ofrUbber, 30 and 80 am aids, which are glued veer symmetrically. The rubber leyers
are finally covered with a layer of the AXXP fabric.
To avoid soot's, the edges of the fabric are glued over with an appram. 20-mm
vide strip of 'libber. Then, depending on the site of the cut, the local or all-over
curing Is repeated.
Tank 110.1
Teak No.1 (T16.57) is located between frames Noss 11 end 13 batmen the aide
air intake ducts. '
The tank is secured to the fuselage structure by means of pima 4. In the npper
.portion the tank mounts two soft connections 1 and 3 used to attach the vont pipe
and fuel supily pipe from tank Ans.g.
lathe lower portion the teak mounts connection 5 for attmchnont of the pipe
connecting tanks 110.1 and
? . Tank 110.2
'Useless tank No.2 is located under the air intake duct between free= Noe /3
"I 16 01(1.58).
2bo tank is fastened to the fasolage structure by mesas of pima 2.
The tank bee five soft connections: one connection 4 located in the upper pest
and used an a task .vent, two connections? located in the lower part near the tank
rear will and used to mount the pipe connecting tank No.2 with tank Wo.34 and
two connections 10 located in the lowee part near the tank front well and.usted to
mount the pipe connecting tank No.2 with tank o.l.
?The flanges with the rubber-coated metal platen of the tank are intended for .
the following parpossees .
? .
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.mcmpurawm$IMMISPRMIPMfoRmitO.
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TANK NO.4
TANK NO.5
TANK NO4
TANK 010.3
ri
F16.16. AOCIANGEKENT Or Fra MIES al FUSELAGE
SECTiOra G-I;
?
SECTION OCI
SECTION A-A
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nG341., TA? I 946.2
1 - emeat; 2- ps.5 - blonds pweub iontis vela.% 4.'. 10- scli coottertioas 5, 15 - eel fLnev;
4. 9 - 11$^01; 0- Pomp 4990-2; II - float 'mi.*: 12 - oporatacv reatioatt 5=64 unit Mal
ricttio
1.110711.
iF1G,92, TAM tIo.5
- u.t111911 Poglfm; ? me; - scree;4 .11.9.w. 9. oaf ceastriishs; - fo.1 time,
- rwiseci's 1400: U - 'Kamm*0 csorerwerm 10 - pimp 491A-2: II - orn-ferewm *Aar; 12 tear.
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? (a) eeenise, 9, located in the lower part of the tank at the left side, bet.
ggon frame Mos 15 end 15A, aro used for this attachment of the aun-return valve;
attached to this valve is a special valve used to transfer the fuel from thodep
tank and wing Mimi the flanges located between frames FOB. 15 end 16 serve too
tech adapter 8 of pump 495A21
(b): flanges 6, located at the lift-band ane right-band ?idea of the tenter:a
used forth* attachment of wing tanks filling branch pipes 3 with inertia vabee
(c) flame 5, located in the upper part of the tank at the left-band Wee
used to mount the branch pipe for delivering tho fuel from took so.?;
(d) flange 13, areanged in the upper past along the tank axis, is used. to
nount the branch pipe of the fuel flow line connecting tank Vo.2 with tank No.1
The inertia valves installed ip toe upper Lection of filling branCh pipeo3
abut off these branch pipes when flying with great pitch and large aide Overlook'
Installed on the rear wall of the tank .(See section A-A) is float valve IL
The float valve is designed to transfer the fuel iron tanks Dos 4, 5 and 6 into .
tank No.2.
In the lower part of the tank in. installed a float Pick-up of cm:mercy foe -
remainder warning unit C31637. ?
Tank 150.5
Tank No.3 (Pig.59) is located between framoo Non 16 end 20. Thin tank too
service tank and consints,of two halves: ipper half 1 and lower half 6 intorcenr
ed through pipes 8, one on each side.
The upper ball of the tank occupies the apace above the air intake duct mea
fastened to the flutelike with pine 2 and flush =ewe 5.
Mounted in the upper portion of the tank is flange 4 of the filling and rmm
branch pipe. Lathe upper and lower parts of tbo tank there are soft connectied:
which serve to receive and secure connecting pipes 0.
The lower part of the tank occupies the space under the eir intake duct od5
secured to the fuselage by seam of pins.
Installed in the lower part of the tank are: negative g compartment 9, ?
puip 495A2 (10), non-return valve 11 (with baffle 12) to which in attached a $11
running free pump 49512 of tank !o.2.
The upper surface of the lower past of the tank bears soft connectioma.
connections 7, of smaller dime's:1r, are designated to vent the lower portion ate
tank, the connections of larger diameter receiving connecting pipes 8 to fill*
lower portion of the teak with e1 through the upper portion of the tank.
During negative g end inverted flights the lower half of the tank togotlerc
the negative g valve (Pig.60) serves an a negative g compartment, connocting00
serving the purpose of venting. The negative g compartment in designed as fol-
lows:
Mounted on the adapter which is secured to the pinto to putp 495A2; in DOVX
flight the fuel eaten; the pump through two holes made in the body of the
valve.
'Attached to the wave
The other end of the lever
hole.
During short inverted
load will displace towards
body inside the compartment on a lever is a aP6cigdf
Is connected with tho valve wieice dieplacee in the
flighta or during fligbto under negative g COnatiOa
the air intake duct, and the valve will clone thao144c
?
trrOrT
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? ? -
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hole. The fuel will enter the pump through the upper bolo which in thin case le
surrounded by feel.. ? ?
Tank NO.4
? ?
Tank No.4 is located between frames Noe 20-22 above the eir intake duct; Ito
cross-section has the abaps of a half-rind (I16.61).
The tank is installed in the fUeelsge where it to secured by moans of piloa3
and is additiozatly supported eith brecksta which an installed at the places
where the unite axe meente6.
Besides, the tank to supported at the placee whore unite and earenoblloa aro
mounted. The tank iounta the followieg unites in the upper portion - ooft coemm-
'tion 1 to vent the tank and. soft flange 2 to attach the branch pipe delivering
fuel from teal No.71 in the lower portion booater pump 5 (495A2) used to treadle
fuel from the 3rd group of tanks; the pump is /secured to the tank flange (See tb
use along arrow a) by aid of bolts.
? "linger; 6 eade into the tank bottom at ito front wall are used to emelt the
connecting pipe. Soft connections 4 on the roar wall of the tank are intended to
receive branch pipes connecting tank No.4 with tank No.5.
. :
? Tank No.5.
Tank No.5 in located inacontainer above the engine compartment between from
Nos 22 and 25 (116.62). The tank le divided along its line of oyanetry into tee
parts right-band part 1 and left-heed part 6, each part of the tank balms instand
in the container separately. -
loch half of the tank to secured to the fueolage by mann of pine 5s fastest-
ore 4 are used to attach both halves of the tank to the fueelago bean alone the
lima of symmetry (Bee vie, along arrow A).
In their upper pests the tank balm ars interconnected through vont pipe 2
inserted into soft connections 3.
The tank bottom bears flanges 7 for attaching the feel oyotte cone-antic=
Tank No.6
Tank No!.6 im located in the container above the engine conpartmont between
frames Nos 25 and 28 (Pige63). ??
Similar -to tank No.5, tank No.6 consists of two halveat the right-band end VO
left-band. Bach half of the tank is installed in the container aeparatoly.
Both the halves of the tank are secured to the fuselage by Beano of pion 5;
fasteners 4 are used to attach both the helve? of the tank to the fueelage been
along the line of eymmetry, same an in tank No.5.
Both halves of the tank are vented through pipe 2 inserted and eocurod in soft
commeetione 3. In the upper section of the left-hand half of the tank there le eoft
connection 7 used for additional filling from Leek 80.7.
In the lover well of. the tank there is flanee 8 ueed to install the broach
pipes connecting both halm of the tank oith tomh No.5.
' Yank No.?
Tank No.7 of saddle type is arranged on top the aircraft; the tank outline 10
a oontinuation of the canopy outlive (16.64). ?
Vas tank is secuxed to the fuoelage otructuro by octane of bolto 22, 27 in f?1
place's* along frame No.13 on the right- and left-hand aidea by boat; 270
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.717.15W7111057,..piwzie-r wan' --""`
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ZOOO??
45
6
PIG.42. TAM Nal
I caa opt,t4bee4 perime: 7 - P. 5 - Ras ecaZilltitte; 4 botteato.
5 - lac 6 - tavlb 141,41444 poen; 7-
FIG.14. 1 irg% No.4.
- nr.4.1,1r.wln,: Piteltat. - ii,caasoctica:
4 - 18?141v,ts. - ma; 6 - 1441. peribut. -
P - 4