SCHEDULED MAINTENANCE PROCEDURE AIRCRAFT AND ENGINE

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A062100100001-0
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 130
• Document Creation Date: December 22, 2016
• Document Release Date: December 13, 2011
• Sequence Number: 1
• Content Type: REPORT

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 50X1-HUM
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SCHEDULED MAINTENANCE PROCEDURE
AIRCRAFT AND ENGINE
(SUPPLEMENT TO SCHEDULED MAINTENANCE
INSTRUCTIONS No. 11)
-t~, J i 4,'1 1-\ r if -1L. \ IL._ I- I l \
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1. The aircraft and engine scheduled maintenance operations must be
performed in terms specified In Scheduled iaintenance Instructions No. 11.
2. The tools and fixtures used for aircraft maintenance must be in
sersiceable condition and must have special markings.
Before the beginning and after the completion of work in the aircraft
check the tools against the tool kit list to prevent losing or leaving some
tools inside the aircraft.
3. Upon completion of maintenance operations make sure that no tools
or other foreign objects are left in the intake ducts, jet nozzles, etc.,
then lock the aircraft control stick, pressurize the cockpit (if the aircraft
has not been covered with canvas) and check to see that all access panels
that were opened during work axe closed.
4. Do not grease or wash ball bearings of the closed type. Their
maintenance should be confined to wipe-cleaning and external coating with
11'JZ!M-.201 lubricant.
3. During Inspection and maintenance clean outer surfaces of aircraft
assemblies and the engine of dirt, dust and old grease.
6. All friction surfaces of the aircraft except the wheel bearings
and the turbine ane. cooler units should be treated with =T:uf-2O1.
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lubric__ , tee: c..Yz be tr..;te(: -1th ~X- l_rricaat, ana the turbine
and eocler units .4.ta1.r:.-1_2-.-; ail.
Frior ear-;1 an i_ ctiea or any tint ~. aorL- on the aircraft take
,.r3Ce.;Iti6::ry to firir , retraction of the ~_:ding ;ear
an: e,,-ont_n aus eperaticn of ale.-. ,a.1 units, ollc:a -.r?7 ras.lt in accid--nts and
da a;te of ecui_,ant.
For t--Is _s .rpose deer _:.e ccc==it and, :Lthout :11=bin in, ea::e sure that:
(a) sa-:aty 'oc_ ens e round ones) of the ejection gun are In
that places, the cei1 e_lo. rests .ad tae face scree- o ip are locked;
(b) drop fact ..z t, nc; rtton is ?rotcctod with a cap;
(c) 17-''.1rg _ ..3le.ter .a_va is latched in .::e neutral position;
(d) atora;a tattcra and all s..itch-s cf electric equipment are OFF (the
circn_t b2,,::ors located under the c_raaic glass panel, except Di-
cult nay be on).
':hen. 1 tal.i.g the d.-o: to 'a on the aircraft, do not cut in the storage
battery t 1i: o;cratioa is ac.p'eted;
(e) a rlesion circuit is cut of (safety pin is in place).
Loading a-?. i.ija21nZ of th, seat ejection gun, as Pell as adjustment and
----- ., of the ^ec?_nical 1+c-aoa of ije .1ur_ striker release should be
tc a ua lfled arnourer onl-.
.111 5 cu--__ operations pertaining to i.spections ant preparation, repair
and adjustment of the seat ejection gun should be carried out with the gun
u.^'onoed (explosive disc^arge cartrlce reno??ed).
Men carrying out operntt:ma in the engine compartment (Vith the engines
mounted) do as follo--s;
(a) secure all tools to be used with a string to prevent thec from falling;
(b) take care to prevent the dismantled units and fastenings from falling
Into the engine compartment, for which purpose place clean pieces of cloth around
the unit attended to;
(c) see that during assembly and disassembly operations the air by-pass
ports of the compressor are covered by bands,
hen carrying out operations in the wells of the landing gear, flaps and air
brakes, bring the pressure in the hydraulic system down to zero, switch off the
storage battery and set the slide of the air brakes in the FW_,JCTppD (YSPA1JO)
position.
After opening from the outside the cockpit canopy sliding-section set the
canopy external opening handle in the initial (sunk) position; with the cockpit
canopy open do not open the cockpit pressurization cock unless necessary.
To protect the rubber parts and glasses of the cockpit canopy from exposure
to sun rays, the cockpit of a parked aircraft must be covered with canvas.
It is not allowed to remove from the aircraft the cockpit canopy together
with the interlocking cable.
then working in the cockpit with the canopy open or removed, install
Protective caps on the crop; remover pneumatic gur. rods; before a flight the
caps should be removed.
the when loading or reloading the guns, install a red danger tag in front of
aircraft at a distance of 3 - 5 metres from the nose section. The tag serves
50X1-HUM
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as vyrning prohib!tino the pcrccr_ el to stand or In fret o= the atr-
cra_..
1th th_ en-ine ru:^_ ng, it is not allo:._d to r.:nain in front of tho
intake ducts v!thia 1= c. zone.
'.11 opcninn-s in aircraft aesenblies and pipe lines uncovered durinr
d':sase~.`_y should be innediately closed pith plus or elth polyvinyl chloride
fit-.
^c avoid usin up all fuel from the Leer chamborc of the engine pumps
op^_n the filer neck of o.l fuel tank before d_aining fuel from this tank
and build up prescsre in the fuel system by ---itching on the punp of fuel
tank :!o.1, upon ehich close the shut-off fuel cocks and drain the fuel.
-7-
I AW Ixc GR,1R
Possible r
defects
Inspection of Land n?
Gear
1. Bash the landing gear struts and
shook absorbers in gasoline with the help
of a hair brush.
2. amine the landing gear struts and
shock absorbers with the help of a magnjfj
lng glass and check them for cracks.
When examining the struts and shook'
absorbers, pay special attention to the
condition of welded seams.
3, gamine visually the locking or-
rangenent (Pig.l) of the main strut
shook absorber sealing nuts.
Dama3ed
:looking
ar-rangement-
Remove the paint coat-
ing from the places
suspected of cracks using
solvent-moistened waste,
then again examine the
crack through the magnify-
lug glass.
Replace the cracked parts
or the entire strut or
shock absorber.
Replace the damaged
looking arrangement.
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1_nsp -..tion of :P-din- Gear
L)cks ?:ner?ene finen Sag iinka,e
ico^e. ib_e Randy
defecto
1. Penove t:c cockpit and the pilotls! Damaged
sent from the aircraft and check the cable.
condi'.Son.of t;-.e lock emergency openln.;I Corroded! ripe the corroded portions
ltnke;,e.
.hen e_a:.ininj the cable linkage,
pull several times the locks emergency
openln.; handle and then let it go,
checking the condition of the cable and
the attachment fitttns.
2. Reinstall t*.e ptlo''n seat and
the cockpit ca-.u,^; on he Areraft.
Icable. of the cable with a kerosene-
1 Loose moistened cloth and then with
'fit of the Is dry cloth, after which coat
iguife sle- !they with 1V'~'T`.!-201 lubricant.
!eves and Tighten up the guide sleeves
Icable pul- and the pulleys.
let's.
Damaged
!looking ar-i
trangements
? of the
;cable turn-
buckles and
pulleys.
Replace the defective lock-
-ing arrangements.
Checking Dmergency Gpenin
of ~ndlng Gear oc
1. Jack up the aircraft till the
wheels clear the ground.
2. Connect the hoses of the ground
hydraulic pump to the aircraft
hydraulic system pipe unions and
switch on the hydraulic pump to build
up pressure in the hydraulic system.
3. Retract the landing gear for
which purpose set the landing gear
cock in the Rsi'RACTP.D (YEPARO)
position;; after the landing gear
warning lamps flash up and the
automatic relief valve operates,
set the L.G. cock in the neutral
position.
4. Switch off the ground
hydraulic pump and reduce the
pressure in the hydraulic system
to zero by extending and retract-
ing the air brakes or the sing
flaps.
Possible defects
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Checking Landing Gear
5. op-n t`.e '_sfin,; -an= Pee travel of ! la=in= the linhmte
up-locks -'zom t:.c eeer;e: C: s;?s'pa, t..c handle is otce, of the land!nz gear
loergencz Extension System
en-
n
o
l
k
for Operation and Tightness
c:
p
s eccree
oc
for -.._ch purpose pn'_: t:.e ln:.diag th n specified.
gear lae_- cmer,;erc; ope::'_n5 ^._ndle i in handle by pulling
1. Jack up the aircraft till
in the c,:::'rrit as far as it will 3o.
Cith the landing, Sea- locks closed,
free travel of the handle rust not
excee' 1' ra, and with the l cko
open the ttavel should be not less
than 5 cn.
?fter the struts cove out of
the landin` sear wells, set the
amts in the extended position by
spp'_yirg aanual effort to the wheel
or to the strut; the extreme posi-
tion of the strut is indicated by
lighting up of the landing gear
green warning lamps.
sever l times the handle
as far as it will go;
the handle must travel
freely. After that,
adjust free travel of
the handle by means of
the turnbuckles located
in the wells of the
main struts; use a
piece of wire to make
sure that the check
holes of the turn-
buckles are closed.
the wheels clear the ground and
retract the landing gear by means
of the ground hydraulic pump.
2. u th the hydraulic system
pressure at zero and the air pres-
sure in the landing gear emergency
bottles at 50 kg/sq.cm., open the
landing gear Up-locks from the
emergency system, for which
purpose pull the L.G. locks
emergency opening handle as far
as it will go. After the red lamps
go out and the wheel position
indicator arms slightly move out,
set the landing gear cook in the
Ex"MED (B6f1IYCK) position and
open the landing gear emergency
cook.
During retraction lauds by the soap
of the landing gear no suds method the leaky
pressure is created in joints ,tighten them up
the hydraulic system of'and repeat the test; If
the aircraft. (this fails to eliminate
the fault, disconnect
the joint, apply paste
&Y and again connect-
ing the Joint re-check
the system for tight-
!!
Iness. As a last resort
,replace the defective
pipe or the unit.
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?. ar ...e zaea ivy 1~_ ,-,e^si~e Ter=--'- - (a) rr-.eck the level
up, note they`ine an! e-kcth= nL- drop in t_e s~steii. of A:T-1O fluid in the
t of the
t
l
pressor: in th. s;;aten
closin? the emergency cock of the
1andins ,ear); in 30 =1 :1. check
the drop of p^ess~e in the syster
(pexnissible drop is 8 kg/s?l.cn.).
au
ic
hydrau
aircraft hydraulic
system and to? it up if
necessar,'.
the oil level in the
hydraulic tank with
zero pressure in the
hydraulic system, with
extended landing gear
and retracted wing
flaps and air brakes
first be within the marks
on the oil dipstick.
(b) Disconnect the
delivery hose of the
ground hydraulic pump
from the aircraft
hydraulic syster and
place it in the filler
neck of the hydraulic
tank.
4. Release air from the land-
ing gear emergency system. To
this end, loosen the union nuts
on the pipes of the main strut
actuating cylinder vent valves
(on the extension side). After
bleeding the air tighten up the
loosened union nuts and safety
them in position.
5. Connect the ground hyd-
raulic pump to the-aircraft
hydraulio system.
6. Open the plug of the
hydraulic tank, upon which
retract and extend the landing
(0) Start the ground
hydraulic paxp; after air
bubbles no longer appear
in the IMP-10 fluid
delivered by the hose,
stop the pump and connect
the delivery hose of the
hydraulic pump to the
aircraft hydraulic system.
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-e?:r to or tree t1_ es fro: thy.
:7'r.ul1, system and check the
le?rol of 1T-10 fluid to tha
h_dr:ulic Lark.
7. '*-.r a sit.. air th:: _-?nd1n
gear eccrgen:; synten ant: c"!1"-
It for tIZhtness on the section
,enc: bottl;_c a,~f
.,_t=een the c-cr.-
ec^.kr.
:nd1r- oa-
r to
fcr P:
J[,cb ~:p the re'r?.ct
r,... . - ..~. V e la-d1:. ;cnr as
lr.:tructod above.
2. S'la r. su;;or' y t. a f -c~ss1':e p1.; of If the play of the
rite a,.ar one of t.._ rh, ele .... 1'_.dir- struts. landing Zen= struts
..*,n in exceeds the putmissible
3e. ti. c: l of 1,
. kt ` valve, localize the 'oint
to t'e s'.ru. In t,r Ion -itudiaa=:it?: the c::: i.^u play or
d1r?c.:ca -1th '.- _ - of cnbl Ce tLat -.his'-, Ca'19 eS t h2
an! _ ;ul:umto: P1717 In
eL:r? to t:.e . ?ac: note
' th?. strut, and tly:t en
the rule division showing from the
support. After that apply an equal
effort to the strut in the opposite
direction and again note the division
an the rule. The total play of the
main strut in the longitudinal
direction will be equal to the
difference betceen the above values.
4. Measure the total play of
the lain strut in the lateral direc-
tion as instructed under Items 3
and 4.
5. Measure the total values of
play of the other main strut and
of the nose strut as instructed
under Items 3 and t. The play Host
not exceed the following values:
(a) main strut: longitudinal
play 6 an, lateral play 1^ an;
(b) nose strut: longitudinal
and lateral play 5 an.
6. Retract and extend the
landing gear to check its operation.
l Possible defects '
up the 301st or
replace one of its
parts.
Permissible axial
clearance in the L.G.
attaobcent fitting
(Pi g. J) 1s as follows:
main strut 0.O4-0.1 on
nose strut 0.25 an
noted: 1. U-1 um
permissible local
clearance is 0.2 u1 on
an arc of the fitting
which must not exceed
1/5 of the cirounferenre
length and 0.15 ao on
OJ are not nor. than
half the otromfercnce
length. If r.coecsa.-y,
it is alloyed to install
war.'ers not less than
1 on thick with a tot'*l
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t iciess up to 4.1 n;
there must be not co--e
Itban two rashers on one
!side or one rasher on
each side.
2. If necessary{ it is
allored to install one
1111111 washer, 0.5 ca thick.
`i Permissible misalign-
lment of the strut axis
relative to the aircraft
centre line is 2 mm.
Maximum permissible
radial clearances in the
hinges of the landing
gear are shorn in
71g. 4.
sizes of joints
....
joint Hose st^utI! in
j d, mm Ib,:asi d,mm
strut
b,mm
e 3.965 0.07'27.960
0.085
B 13.965 ;d.07117.967
0.068
B 13.965 I0.07t17.967
0.068
r 22.955 10.09 23.960
0.085
A 27.960 1
0.0819.955
0.09
E 15.965
0.07i19.955
0.09
1 -
- 23.960
0.085
9 -
- 151.940
0.12
131.950
0.1 149.950
0.10
d - minimum permissible dia-
meter of the joint pin (bolt);
b - maxiun permissible
clearance in the joint equal to
the difference between the dia-
meters of the hole and the pin
(bolt) of the Joint.
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. ?c=sitle ?ef,_tn
Stop on not tapper Link
an Nose Strut
1. Jack up the aircraft, retract
and extend the landing gear.
2. Apply an effort of 15 to 20 kg Clearance is
to the nose strut -.heel axle in the other than
direction of flight and measure the specified.
clearance between the stop and the
upper lick of the strut by P
clearance gauge (Pig.5); the
clearance must be within 0.05 - 0.15 ml he strut
3. Make sure that the strut can. retracts under
not be retracted by the effort of one the effort of
Changing lubricant
in Grease Sittin of landing Gear
Strut Ranges (Yig.6)
1. Clean the surface of the grease
fittings of dust and dirt.
2. Connect the grease gun to the
grease fitting and feed fresh
Adjust the clearance
by the bolt of the strut
actuator or, as a last
Cresort, by changing the
thi,kness of the shim
on fuselage frane Ho.4.
Replace the strut
actuator.
lubricant WATE~i-2O1till he -old
lubricant starts coning out of the
hinge. If the lubricant is no: pres-
sed out, turn the parts of the hinge
Joint relative to one another or
disassemble and wash the hinge alter
which lubricate it again.
Removal and Inspection-of Wheel
Parts
Operations on the min -heel
should be performed as follows:
1. Jack up the aircraft till the
wheels clear the ground.
2. Disjoint the brake pipe
from the wheal (on the side of the
wheel axle nut).
3. Unscrew the nut of the wheel
axle by means of a speeiat wrench
(Ptg.7) and remove the brake drum,
the wheel and the rear roller bear-
Ing.
4.. Unbend the lug of the oh-
tusator closing the roller bear-
ing, then take off the obturator
Possible defects
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bearing.
with dry caste, clear: it
shoes.
-rith compressed air and
examine the brake shoes
and the plate springs
of the brake.
I and oil on the brake
wear or deteriora-
tion of brake shoes.
6. Wipe the inner sur-
face of the brake jacket
rith gasoline-ccistened
caste and examine the
surface.
Broken springs.
Cracks on the
brake jacket (Pig.8).
Resinous deposits and o'_1 on the
brake shoes should be eliminated
with eaery cloth, grit l1c.180.
After that the surfaces should be
wiped with gasoline-moistened
caste and blo n off with com-
pressed air; sce that gasoline
does not get into the brake
chamber.
Brake shoes less than 8 an
thick and deteriorated brake
shoes are subject to replace-
ment.
Replace broken springs.
If cracks in the brake jacket
run through the Thole depth
of the iron layer and extend
to the outer face, the wheel
should be replaced.
7. Check the brake jacket fasten-
ing bolts for tightening.
8. Wash the roller bearings of
the wheels with gasoline by means
of a brush, blow them off with
compressed air and examine carefully.
9. Check the roller bearing
outer rings for proper fit. The
outer rings must not yield to
manual effort.
lO.Lubricate the roller bear-
ings with RX-50 lubricant and
reinstall them in place.
11. Install the wheel and the
brake drum on the strut and screw
on the wheel axle nut. Before con-
necting the brake system pipes to
the wheels blow them through with
compressed air.
Then installing the nut an
the axle of the main wheel, serer.
it an till the wheel has to over-
come resistance in its rotation,
upon which bank out the nut through
Cracks, traces of
rubbing and temper
colours on the bear-
ing rings and rollers.
Loose fit of outer
rings of roller bear-
ings.
Tighten up the nuts
and replace the looking
arrangement.
Replace the bearings
ha.ing cracks, traces
of rubbing or temper
colours.
Replace the wheel.
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2/? or I/-- of a turn rod lo.k in
this position.
12. Cbeo:_ air pressure LI the
wheel tyre by me?uns o'_ a pressure
3eage t:_e pressure asst
be 9+0.5 cg/s:;. on. is the main
wheel and 6to.2 k /sq.cn. in the
nose wheel.
Air pressure in the Connect one end o*
wheel tare is less than the air hose (Pig.10)
reralssible, to the compressed air
bottle, and the other
end to the lan.ing gear
ubeel inflation de-ice
(Fig.ll); remove the
wag from the wheel
nipple, press the other
end of the device to
the nipple and careful-
ly open the air bottle
valve; when the air
pressure in the wheels
reaches the required
value (9+0.5 kg/sq.cm.
in the main wheel and
6.0.2 kg/sq.cm. In the
nose wheel by the
device pressure gauge)
close the bottle valve
Alien removing, inspecting and
reinstalling the nose wheel, proceed
in the same way as in the case of
the main wheel, bearing in mind the
following:
(a) the wheel axle should be
inserted from the right side of the
fork (looking forward);
(b) the nose wheel fastening nut
should be screwed home till axial
Play is eliminated and the eheel
rotates :without difficulty.
Blowing Brake System thr yrh
with Compressed Air
1. Check the air system bottle
for air pressure.
2. Disconnect the brake syster_
Pipes from the wheels.
and check again the pressure
in the wheel tyre.
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3. ierrece the brake lever for
1 or 2 seconds (the lever is lcc ted
in the coy pit an the control stick);
the air rust freely cone out of the
pipes.
4. Connect the pipes to the wheel
pipe untcnz, after which cheek the
tr:ke system for leaka e.
char inr Fluid in Les'ting
absorbers
rack ap the aircraft till the
-nccels clear tLe ground.
2. Connect the shock absorber
ohnr in device (F1;.12) to the
shook absorber to bring the air
pressure in the shock absorber
don to zero.
3. Her r.,e t^e ruin strut shot::
absorber, turn out the char.-Ln
valve and drain the fluid fro= the
cock absorber into a clean vessel.
^aie done, reinstall t:c soak
absorber cm th^_ strut.
?osci'l;: 2c_ec'_s I Reed:
Pen changing I LT-10 fluli in the
nose strut, remove the strut, drain the
fluid and reinstall the strut in the
aircraft.
4. Pour 550 on. cm. of XT-10 fluid
into the shock absorber of the main
strut (750 cu.cm. In the nose strut);
when doing so, move the rod out of the
5. Biter 1.5 to 2 hours check the
lever of AZ--10 all in the shock
absorber and charge the shock absorber
with air as instructed above.
6. Lower the aircraft and remove thej
jacks.
hec?c? fir; Fluid Level in Landi.
Gear Sheck ,tbsorberr
1. Lift the aircraft with the help
of one jacks so that the wheel of
the shock absorber under check clears
the ground while the other heels re-
main on the ground.
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2. Connect the shuck ,bsorber
chsging device ("i~.12) to the shock
absorber, reduce the pressure in the
1
shock absorber to zero and keep the
strut motionless for 1.5 to 2 hours.
3. Men cheering the fluid level
in the shock absorber of the main
strut, turn out the charging valve
of the shock absorber.
Then checking the fluid level
in the nose strut, turn in the
charging valve and unserew the check
plug.
?. Using a squirt, feed appr.
100 cu.cm. of A-10 oil into
the shook absorber.
{
5. Lover smoothly the aircraft
Then compressing
till the shock absorber being the shook absorber
tested is completely compressed ALT-10 fluid does
and keep it in this state for not not overflow.
less than 10 minutes.
6. Turn the charging valve in
the shock absorber of the main
strut or the drain plug in the shock
absorber of the rosy strut.
Add AV-10 fluid
into shook absorber
and drain the excess
of fluid as instruc-
ted under Items 1 to 5.
7. Lift the aircraft with the
help of one Jack till the wheel of
the shock absorber being tested
clears the ground, then charge the
shock absorber with compressed
air till the pressure reaches the
following linitat
main strut 70_1 kg/sq.cm.
nose strut 301 kg/sq.cm.
B. Lower the aircraft an the
ground and remove the Jack from
under the aircraft.
Checking Air Pressure in
Lan-ling Gear Shock Absorbers
by Pressure Gauge
1. Jack up the aircraft till
the wheels clear the ground.
2. Connect the shock absorb-
er charging device (See Pig.12)
to the charging valve of the
shook absorber.
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
e sere- o_
device ::cver._ tu=ns 1= and chec_
the :rest e by the pressure
gau?e of t: a device (i-
ier the coin strut and 30+1 kg/sq. .
for the nose strut).
po:si de_
_?r press?,:re in the Reduce the ezces-
s ock absorber exceeds sire pressure in the
the s_eraissible value. shock absorber to
zero (Tith the screw
of the device turned
in, loosen union nut 4
of the device).
Air pressure in the Charge the shock ab-
shook absorber is be- { sorber with air, for
by the permissible which jr.=pose:
value. (a) back out the
screw of the device
b7 2 or3turns;
(b) remove nut 4
of the device and con-
neot one end of the
air hose (Pig.lO) to
the device and the
other end to the
compressed air
cylinder;
(o) turn in the
screw of the device;
A. Remove the landing gear shock
absorber ohargin3 device iron the shock
absorber, turn the screw cap on the
charging valve and look it in place.
5. After checking the air pres-
sure in the landing gear shook absorbers,
Inner the aircraft and remove the jacks.
Bing Fluid in Lucre :eel
Shi~ny krper
1. Remove the shimrzr- damper from the
aircraft, umscre^: the plug and, shifting
possible
de__'eets
pz--Jy
(d) slowly open the oylin-
jder valve; Then the pressure
.gauge of the device registers
}the necessary pressure, close
the cylinder valve and back
out the screw of the device
by 2 or 3 turns;
(e) disconnect the hone
from the device, turn the
hose nut an the device and
oheok the pressure in the
!shook absorber again.
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
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 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
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 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
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 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
9. Disconnect four afterburner suspensions (th"o-zgh tro panels SLT3YE:SI'r. 0?
TAIL?I?- LTO 7s:,7.'A-Ou CO. X30;, 1E1L Mtii3 located on fuselage frame i:o. 3:).
10. Disconnect six disconnect valves (or pine u:--ions) of the nozzle control
hydraulic line (through t=o panels V;-.'V23, ::OZZLE COUT?OL located on
the stabilizer); secure the pipes -1th a piece of string.
11. Unscrew four drain pipes from the engine pipe unions which are located
at the fuselage rear cone.
12. Bring a special dolly under fuselage frames Jos 24 and 35 and secure upon
it the fuselage tail section (by means of the dolly band and a special bolt fasten-
ing the fuselage tail b=per).
13. Unlock and unscrer eighteen nuts factening the fuselage nose section to
the fuselage tail section.
14. Check once again, through the fuselage panels near frames Nos 19 - 21,
to see that all the aireroft control rods, pipe lines and electric wiring running
from the fuselage nose section to the fuselage tail section are disconnected.
15. Disconnect the fuselage nose section from the tail section by slightly
swinging the dolly ith the fuselage and simultaneously moving it back.
16. Carefully roll off the fuselage tail section on the dolly seeing that
the fuselage is clear of the engine and the disjointed parts; pay special atten-
tion to the vent pipe connections of the engine relief cavities.
17. ?lug the ends of the disjointed pipe lines; reinstall the removed
panels and fastenings.
18. Ixamine from the inside the fuselage tail section, the accessories and
the pipe lines bet-men frames :.os 15 and 20 as .:ell as the engines (if they are
of subject to removal or replacement).
19. hen jointing the fuselage, proceed in the reverse sequence; make sure
that thefuselae is clear of the engines and that the hoses, pipes etc. are not
jammed. If necessary, adjust the fuselage position cith the screws of the special
dolly.
20. `hen fastening the exhaust canes to the rear attachment fittings, make
use of a special fixture which is furnished with the aircraft set. In vie:- of
the fact that the fastening bolts of the engine tailpipe suspension shackles become
gummed in the course of time, these bolts should be coated with graphite compound
prior to installation.
21. When bringing franc No. 20A to franc No. 20, adjust the dolly in such
a way that the guide pins on frame No. 206 check with the corresponding holes in
frame No. 20; this being so, connect the loxer split valve of the fuel system.
22. The jointing bolts of the fuselage should to tightened up uniformly in
diametrically opposite directions and in a criss-cross manner. The clearance
between the fuselage lining and the jet nozzle (ejector) must be uniform along the
horizontal axis, and must be not less than 13 an on top and not less than 20 mm
at the bottom along the vertical axis. Should it prove necessary, adjust the
clearance with the help of the adjusting bolts of the tailpipe suspension fittings.
23. After jointing the fuselage, switch on the fuel tank booster pumps and
check the fuel system connections for tightness by external inspection.
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
1. Just after dis!ointin.. the aircraft and engine fuel, oil, hydraulic
and air system pipe lines, it is necessary to stop the open ends of the pipes
wit" plugo.
2. If the engine is subject to replacement or is to be dismantled from
the air--raft for a period exceeding 24 hours, It is necescary to slush tae
engine i_-side not later than 3 hours after the engine has been-removed from
the plane.
3. F'ove the engine control levers to make sure that the engine control system
is free from taohlash and the elements of the control system do not catch
on one aaot`:er.
4. Close the air blow-off bands of the engines and disjoint the tail
section of the iunelnre.
5. Jisocnnect the engine control rod (of the aircraft) from the lever on
the engine.
C. 2lsoorwect the electric -irinr from the a tart or-generator and disjoint
the electric plug connector of the r:-3 engine panel (an top, near fuselage
frame No. 21). 2enovo the coollnr air supply pipe union from the starter-
generator.
It is more convenient to remove the pipe anion roar fastening bolt
a:'er the en:lne haz already' been eliChtly moved out of the
f utoi Igo.
7. Drain the 6:5-10 fluff" from the the _roun;:
bydraulio pump connecting valves.
a. Disconnect the outlet pipe hose front the vent union the ea.;ine
lubrication system (beyond the v.-ranlio a-t: the -rain ripe from
the outlet pipe; disconnect the '.ra1n pipe o` to r--?e='c:.erator and the
drain pipe of the auto_atio fuel st:rttn& Unit- :F3 of - l( p_np?
9. Disconnect the hoses and one pips from the cisa u:a:nn of h draulic
pump 623; place the disconnected hoses on the s1-7e of the other engine.
Nate- when removing the second engine, dignsttle also the h_,traultc tank.
10. At the bottom, near frame No-2^, discen=set the follocing pines !ron
the engines
(a) the air intake pipe for pressurL1_ the fuel s;vten:
(b) two fuel drain pipes.
11. Close the fuel shut-off cock. line !:ro- the e:.gtr.e p?:aD
12. Lisconnect the fuel feed,pipe
1 hose !romthe engine behind
13. Disconnect- the starting fuel supply
panel Or-3? hen tia.wtlin.: t"
14. Msoonnect the hydraulic tank airing pipe: .
starboard engine, it is necessary to remove 1-0= it the cockpit feed eystem
pipe complete with the Q 3-1C "alve located teyond fusels:e fr uu 1o.
above the engine; In the case of the port emtn.?, the cock2tt !end ey.trn ptpe
should be disconnected from the P -1'- 5lve. "e to be re o+e1 and ss-a e
15. Roll up a special dolly ur.!er the the engine on the dolly.
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16. Disconnect the engine attachment side struts fro- the fittings on
fuselage franc No. 20.
1211: Do not disturb adjustment of the length of the side struts and make
markings on the struts in order to provide for reinstallation of the
engine nrithout levelling.
17. Back out the retainer from the entire attachment lower fitting,
loosen the fitting cover fastening nuts and take out the engine fastening pin.
18. Bove out carefully the engine from the fuselage, preventing the engine
and its accessories from touchin.5 the fuselage and aircraft equipment.
19. Place covers on the compressor air intake (on the engine) and the air
intake duct of the fuselage.
20. Examine the engines from the outside; if an engine is subject to
replacement, apply oorrosiof-preventive compound to its outer surfaces.
21. Trash and examine the engine compartment, as well as the accessories,
pipe lines and the aircraft and engine control elements located in the compart-
ment; change the lubricant in the hinges of the aircraft and engine control
systems.
Note: When replacing engine accessories, bear in mind the following:
(1) if the threaded joints are stiff, flood them with kerosene
and keep then so for 10 - 15 minutes;
(2) before assembly apply liberally chalk paste to the thread
joints of units designed to operate under conditions of high
temperatures (for example, flame igniter attachment unite);
the paste is made of ponder chalk mixed rith o_l used in engine
operation;
(3) replacement of sealLn-7 and split rashers, as well as of
locking devices of the units subject to replacement is imperative;
(M) prior to replacement of the nozzle control cylinier it Is
necessary to measure, with the engine idle, the distance ;:etween
the axis of the cylinder :o-afterburner fastenin- pin and the
axis of the pin in the rod extension at all the three positions of
the nozzle;
(5) in the newly installed engine adjust the distance between
the axes of the pins so that It is equal to the distance measured
on the old cylinder in the same position. In the same manner adjust
the distance between the pin axes for the normal and maximum ratings;
(6) after installing the new or the old unit of the engine fuel
or all systems or the nozzle control cylinder, prime the system and
check the emit for proper operation and tightness of joints with
the engine running; the check should be done after running the
engine at normal rating for 1 or 2 minutes.
Operation of the nozzle cylinders should be previously checked on
an idle engine;
(7) to check tightness of the starting system, switch on the
AIRB0mrD I0EITI03 switch for 15 - 20 minutes with the switch on
the I3Y-8 panel in CONSEHVATIO position and the circuit breakers
STARTING UNITS on.
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Instnllaticn of _Tntrs on Aircraft
1. If a new engine is to be installed, the following operations should be
performed before mounting the engine:
(a) after unpacking the engine wash its external surfaces with clean gasoline
to remove the slushing compound;
(b) secure the engine lifting cross piece and unfasten the engine from the
box support. Employ a crane to lift the engine taking special care not to danage
the engine and preventing the cables from touching the engine; carefully place
the engine on a special dolly and roll the engine into the engine compartment of
the aircraft, then secure the engine in place;
(o) connect the engine with Its suspension struts in accordance with their
markings, Install the engine none piece, hydraulic pi=p 623, relief chambers air
outlet pipe unlons,IQ1-9 pump spacer and the tachometer generator from the
removed engine.
Note: Prior to mountlne the relief chambers air outlet pipe unions, check
by the records In the engine Service Log, whether the diaphragms
under the pipe unions are installed properly.
2. Exarlne the en.-Inc visually.
3. Before installers.; the cn-ine, Inspect the engine compartment In the
fuselage and clean it of foreign cbjects, traces of fuel, oil, fluid (oil)
A T-lO,dirt and dust.
?. wing the engine into the fuselage compartment, seeing that the engine
does not catch o:. the fuselage and aircraft eluipncnt and that the pins do not
slip out of ::c guide ralln.
Note: Ahen the engine is 100 - 200 an short of its hone postf.1na, itita12
the starter-generator airing pipe c-ion sac the pipe union rear
fastening bolt; after the enuine has teen fully brought Into the
fuselage compartment, secure the pipe union in place.
5. Install the engine fastening pin into the :oer fitting In accor?ance
with the marking on the pin and the fittin+, tighten up the fitting attachaea'
nuts and screw the pin retainer ri;,ht hone.
6. Connect the engine attachment side struts on fuselage franc ':o. 20.
The lower eye bolts of the inner struts should be ir,atalled with their
bosses towards the engine.
7. Connect the afterburner to the e:.glue and secure it with a olap.
Note: Thickness of the clamp and width of the broad groove In the CIAMP
at one joint 'iffer iron similar dat: at t`-.c other joint b_? 2 or 3 mr.
Men installing the clap, see that Its wider part to placed towards the
fuselage axis and that the drain pipe union of the clamp is in the botto-
position. The pipe union located on the side of the aircraft axis cut be
ged.
8. Install the cockpit feed pipes complete with the ?alwe.
9. Connect the fuel drain pipe running alma.: the engine tcp to the
nozzle) place a copper rasher in the )mint.
'10. Complete erection of the engine In the seyuenoo revere tc e:. 1ne
dismantling.
11. 'Then installing a new or an overhau:ed .n.-ine in Vie nir^rn't, ersat
a epeoial girder truss for testing the engines vithot ;ri^tt:- :he C?:+5 'e
tail section..
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12. Remove anticorrosive coating from the engine inside and prime the fuel
and oil systems.
13. Men the same engine is installed that has been removed from the plane,
joint up the fuselage sections.
IA. Check the argine and nozzle control on an idle engine (See Appendices 6
and 7).
15. Start the engine and check the fuel, oil and hydraulic systems of the
engine for tightness; eliminate leaks, if any. If the :uselage has beer jointed,
test the engine at all ratings.
16. Remove the girder truss (if it has been installed), correct all defects
that have been discovered, joint the fuselage and the the engine and nozzle
control when the engine is idle. This done, start the enf;ine and test it at all
ratins. After the first starting and testing a new or an overhauled engine,
perform the following:
(a) remove and examine the filter of the oil unit and that of the reducing
valve, then prime the oil system;
(b) turn over the engine without s:ritching on the ignition system and check
the oil system for tightness.
Removal of Slushit_r Compound from Engine
Lntern-il Surfaces
1. To ensure drainage of fuel from the engine, jack up the fuselage nose
till the nose wheel is clear of the ground.
2. Turn over the engine.
Install the CY-3 panel switch in the CONTSEN ATION position, snitch
or the storage battery and the circuit breaker No.1 T3?'? P'.PT, STLZTI7; WITS
. and SU-,i:;OY AFTMMIU CUT or, then depress the S:ARTI7I button for 1 or 2
seconds and In, 5 or 6 seconds snitch off the circuit breakers.
The rotor must rotate freely, without knocks and sebzsre. lfter the rotor
has come to a standstill, turn on the STARTITG UTII S circuit breaker and keep
it -so for a period of up to 30 seconds to let the starter automatic system
complete the cycle of operation
3. Drain oil from the oil unit and the engine front body and fill 8 litres
of fresh oil into the oil tank..
4. Deprocess the starting fuel system, for which purpose switch on the
STARTING UGI7S circuit breaker and press the AN3ORI3 IG'ITION switch two
or three times, keeping it depressed 1 or 2 seconds each time and observing
an interval of not less than 40 sec. betneen each ignition switch pressing. See
that gasoline flows from the drain pipe.
Dote: The steps under items 2 to 4 are carried out with the
panel switch in the CONSi..P.PATION position.
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5. Flush the fuel synten, then eeprocess the afterburner fuel system; for this
purpose, with the engine oontrol levers in ti-,e position AUG! r2LD 1-.A! Tj tc-v over
the engine 3 or 4 times rich the ignition system cut off and :io.l fuel tank bocster
pump switched on.
Rote: If the engine has been treated against corrosion in the aircraft and
has not been removed ever since, Co not flush the fuel system.
1. The engine oil and fuel systems should be flushed. each time after dis-
oonnecting the system or replacing one of the units of the corresponding system.
The hydraulic system is subjeoted to flushing after replacement of the nozzle
control cylinder.
6. Set'the ICJ-$ panel snitch in OPEP_tTI0? position, then turn over the 2. The main fuel system is flushed with kerosene, while the oil system is
engine once with the ignition cut off.
7. Examine the engine oil and fuel systems and eliminate faslts,if any. treated with oil with the help of hoses (See iig.57) bleed connected to the bleed
valves of pumps ffP-l A, `P-11A and t to o the the oil unit. The valves are bested
in the upper parts of the put^p and oil unit. Flushing ray be finished, -,hen the
emerging stream of fuel (oil) is free of air bubbles. Upon completion of system
flushing install se: rubber rings on the pipe unions.
3. Then flashing the HP-10A and ?2-11A pumps, open the fuel cooks and
switch on the booster punpn; the oil, unit should be flushed when the engine
is turned over with the Ignition system switched off.
To flush the starting fuel system, set the ISy-3 panel switch in the
COUS^EVATICF. position and, with the storage battery and the 3 IRTI710' UNITS air-
cult breaker on, press the LIEBORS! ISIITION s itch for one or two seconds.
4. To flush the nozzle control hydraulic system, proceed as follons:
(a) connect the ground hydraulic pump and build up a pressure in the
aircraft hydraullo system;
(b) loosen pipe line nuts at the two upper nozzle control cylinders;
(o) set the IEJ-3 panel switch in the CO:ISEP.7A^,105 position, snitch
on the circuit breakers AUG= EO EAiI G IrTMGEICY CUT 01?, S'TT- OFF C =r
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OIL PHES L'H and aft r v- ia: -.:Otis ? or ? times the ea i`e control
lever from lo- speed throttle to
(d) [ihen M! 10 fluid flo:rir. iron 'ricer t*e loosened union nuto is free
of air bubbles, tights:. up the nuts a rd :occ then in position.
5. To flush the centrifugal valve (after it has been r_plaoed), turn over
the engine one or tro times Pith the ignitior. s:ctem s-itched off and the valve
oil inlet nut loosened. :hen oil begins to drip Iron tinder the nut, tighten up
the nut and lock it in position.
must rest against the maximum speed stop.
4. Movement of the UY-3 panel lever towards 75?_1 division of the
dial most be accompanied by a click in the QY-3 panel.
Checking Engine Control System
1. Set the engine control lever in the STOP position and make sure that the
lever an the engine rests against its stop and the lever on the Q,`-3 panel is
at zero division; the engine control lever in the aircraft cockpit must be 1 or 2 co
short of the rear stop on the throttle control.
.Tote: The required relative positions of the engine control levers which
must rest against the-oorresponding stops in the coclziit and the
$ panel lever (which must be located at the :erg division of
the dial) must be adJusted only by changing the length of the air-
craft rod (near the HP-10A pump or the engine control lever) or by
shifting the appropriate engine control levers in the cockpit.
2. When the engine control lever is resting against the idling rating
stop, the lever of the Hp-l0A pump must be located between the notches of
the idling rating flat (to be checked with the help of a mirror).
3. Movement of the engine control lever from the idling rating position
to the normal position must be accompanied by a click in the [L?-3 panel.
Than the engine control lever is resting on the r03'_AL RAT MG stop, the IY-3
panel lever must be located on dial division 70_1? and the f -10A pump lever
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5. i:oresent of the ,i'-3 panel lever towards E`,o_ division of the
dial mast be accompanied by a click in the :Tr'-3 panel.
Note: The click of the appropriate tercinsl aritch of the U-3 valve
must be heard when the engine control lever is approximatel;,
3 or 4o short of the UASIr.UI or AU== TZD positions
Iw the d121 of the IC'e3 p.nel.
6. When the lever of the HT-3 panel is shifted from the AIIQt: TIED to
the N087W position, the lever of the RP-10A pump must remain on the maximum
speed atop.
7. Check the engine control lever for free moti,3n and cake sure that
there is no excessive backlash and that the lever is reliably fixed on the
stops: STOP (when the lever is pushed off), Ir_I:'G ?.':TI:* (when the lever is
pulled towards the pilot), NORi:AL and g: ,J: (when the lever is pushed off)
and AOC F Fr, (-:hen the lever is pushed off and pilled towards the pilot).
Notes: 1. The effort required to shift the engine control lever from
the STOP position to the POFCihL position mast not exceed 7 kg
and to the AU2."E'TIE position, 13 kg. She effort necessary
for removing the lever cithout pressing the triggers must be
not less than 20 kg.
2. The total play of each engine control lever, rith a 5-kg
effort applied to the handle pin and the lever on the IM-10
pump pressed to the eaxinum speed stop, must be not more
than 2 m (at the upper end of the engine control lever).
1. gave sure that all switches in the aircraft ooek;.it ::ca off and the
engine air Ulna-off bands are closed.
2. Connect the ground hydraulic pump and the airfield electric po^e.r
source.
3. On the engine under test out out the electric plug con::eetor from
the contactor of the FFP-10_A pump hyiraulie decelerator a el irstal1_ a contactor
on the disjointed section (with jumpers bet.-cea terminals A and r); cut out
the electric connector from the ;Cu 2 sen2I_n unit and prepare Its contactor
for installation betneen terminals 1 and 2.
Note: The eontaotors are available in the engine tool kit.
4.0pen the air blor-off band of the engine under test.
5. In the aircraft cockpit sritoh on the storage battery and the circuit
breakers: STARTL O UNITS, E',i-T?RCC( AOGiu''MED RATLtG CG: OFP and SPOT-OF
COOK, OIL PRRSSURE.
6. Hake sure that the taper ring of the jet nozzle shatters, with the
engine oont-ol lever in 3T0? and M=7 RATING positions, occupies the extreme
rear position, with the lever in the 710"_:!-?L position - the middle position,
rith the lever in the igxlr'UU position - the extreme fornard position (prior
to this cheek, switch off the circuit breaker S'RJT OFF COQ, OIL 'R::1 PE or
olose the air blo-+-off band).
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:'ote: ?e_rcissible angular cisalign_^.ert of the taper ring is 2` nn, a--
esti`ated by sib*_t.
7. Set the engine control lever in the AU-UFYTED position and make sure
that the wUCi.$ T?_D earning lamp flashes up; connect the electric connector
to the disjointed .7Q-2 connector for not core than 6 secoudg, and check
to see that the ring of the shutters occupies the rear AU-GL=-TED position
which corresponds to the STOP position. Looking through the nozzle, check
the spark plug for spark formation.
Switch off the circuit breaker ~._....c'?CY AtCU 2 c3D E:.TIU CUT CUP (with
][C,;-2 c.-nneotor out in); the shutter ring must depart from the AUG'.,^"..',T3D
position; switch off the connector fro; the HCJ-2 sending unit connector
and switch on automatic circuit breaker ..$RS37rY AUG:?."TED RATI`M CUT OFF.
8. 2.oving evenl, the engine control lever in the reverse direction,
check position of the nozzle shutters in '-rrU, i:OR:LtL and ILLI:'G RATING
positions. After the control lever has passed the ?:A_KIh position, switch
off the circuit breaks= SHUT 07? COCK, OIL PR2S3UEE or open the air blo-:-off
band depending on rhat has been done before setting the lever in the 'LA%I?.IUI
position.
9. Set the engine control lever in the N0P..!AL position, snitch off the
circuit breaker SHUT 0F? COCK, OIL PRISSURE or close the air blow-off band,
shift the control lever to the IDLI::G ?1TI!TG position and make sure that the
abutter ring reuains in the ::03:':AL position. After that s-ritch on the circuit
breaker S_gUT 0F? COCK, OIL PRLSSURE or open the air blow-off band.
10. If the fuselage tail section has been disjointed, do the following:
(a) check the nozzle shutter control of the other engine;
(b) in the STO? position connect the control levers of both engines and
make sure that the shatter rings operate sinm'_taneously throughout the -':hole
range of the throttle control.
l'.S-Itoh in the disjointed electric connectors of HP-16A pump and the aC -2
sending unit.
12. Check the connections for tightness by visual inspection and eliminate
faults,if any.
notes: 1, :!hen checking operation of the jet nozzle control system,
perform the work together with an e_pert on engine electric
equipment.
2. If the jet nozzle shutters cannot be set to the necessary posi-
tions by shifting the engine control levers, or if the AUMTKITED
warning lamp does not light up, the faults resulting from
unsatisfactory functioning of aircraft electric equipment must
be corrected by an electrician.
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Checking Actual 3igine Speed elati-.e to Rated Stable Corrected Speed
with Clcse,: C.ampressor Air Blc -0'. land
This check should be carried out on each engine separately, the jther engine
being idle. Perform the check as follors:
1. Change over the air blow-off band of the starboard engine to manual
control. To this end:
(a) complete the band manual control electric circuit (See Fig. 58);
(b) switch off the connector of the air bloc-off band control system
solenoid-operated valve, connect instead the connector of the ocm?leted electric
circuit and connect the plug to the airfield source of electric power.
2. Start the starboard engine, wan it up, then set it to normal rating
and run the engine for 0.5-1 min. After that reduce the engine speed to
10,000 r.p.m.
3. Turn on electric power supply to the
air blow-off band control system by pressing
solenoid-operated valve of the
the switching-on button (close
the electric circuit of the band manual contral system),then slowly reduce the
engine speed by shifting the engine control lever to the value corresponding
to that at the actual ambient temperature in accordance with the Table given
below and to the required corrected engine speed.
Given below are rated stable revolutions per minute of various produc-
tionengLnes corrected for a temperature "t" of +15?C with the compressor
air blow-off band closed.
(a) engines up to Ro.r726256 (inclusive) must operate stably -pith the
compressor air blow-off b:ad closed at corrected speed n=9250 r.p.m. .` the
aircraft is provided with new 1st category engines up to :"o.i'/ 256 (inclusive)
the rated stable speed must be equal to 9150 r.p.m.;
(b) engines beginning with No.r726257 must operate stably with the
compressor air blo}r-off band closed at corrected speed a =305^ r.p.c. If
the aircraft is provided with new 1st category engines beginning
with ro.M26257, the rated stable speed must be equal to 695C r.p.n.
Run the engine at the indicated speed for 3 minutes. The engine rust run
steadily, without back-shots.
The engine speed must be measured accurate within +25 r.p.m. If the neces-
sary instrument is not available, measure the engine speed by means of a T3-15
tachometer with a scale whose one division stands for 1CO r.p.m.
In case of engine surge at a speed which exceeds or equals the value in
the table corresponding to the given ambient temperature, immediately de-
energise the solenoid-operated valve (open the air blow-off band) and move the
engine control lever to the IDLING RATD G position.
If, after the engine control lever has been set in the IDLING RATING
position (after a back-shot), the temperature of Cases past the turbine is
above 65000, or If back-shots continue, it is necessary to stop the engine by
shifting the control lever to the STOP position.
After completing the test and stopping the engine, disconnect the band
manual ooirtrol electric oirouit and connect the solenoid-operated valve plug.
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4. Carry out operationz under lters 122 and 3 on the port engine.
Zote: 'rhea attending to aircraft With controlled stabilizer, before
starting the port engine change the afterburner shutter control
system to hydraulic fluid supply from the ground hydraulic pump.
Table
_,etual engine speed relative to rated corrected speed depending
on ambient teagerature
Corrected engine speed (r.p.m.)
8950 9050 9150 9250
0 8715 8812
+1 8732 8829
+2 8749 8846
+3 8766 8864
+4 8783 . 8881
+5 8792 8890
+6 8809 8907
+7 8826 8925
+8 8844 8943
8910
8927
8944
8962
8979
8988
9006
9024
9041
9007
9024
9042
9060
9077
9086
9104
9122
9140
Ce Correc`ed engine speed(r.e.a.)
8950 9050 1 150 19250
"assured engine speed (r.p.a.)
8853
8370
8888
8905
8923
8932
8950
8965
8986
8952
8969
8987
9005
9023
9032
9050
9065
9086
9050
9068
9',es
9104
9123
9132
9150
9165
9187
9149
9167
9186
9204
9222
9232
9250
9265
9287
Cc Corrected engine speed
1195, 19050 19150 j9250
Measured engine speed (r.p.a.)
0o T 'orrected engine speed
18950 9050 9150 9250
measured engine speed (r.p.m.)
+18
18995
9095
9196
9296
+32
9127 9320
9423 9525
+19
19013
9114
9214
9315
+33
9236 9339
9443
9546
+20
9331
9132
9233
9334
+34
9246 9349
9552
9556
+21
9049
9151
9252
9353
+35
9265 19368
9462
9565
+22
9059
9160
9261
9362
+23
9077
9178
9280
9381
+36
9275 19378
9477
9575
+24
9095
9197
9299
9430
+37
9284 9388
9482
9585
+25
9114
9216
9318
9419
(
+26
9123
9225
9327
9429
+38
9294
9398
9505
9605
+27
9142
9244
9346
9448
+39
9113 !9417
9521
9626
+28
9151
9253
9356
9458
+40
9323 19427
9531
9635
+29
+30
9170 1
9179
9272
19282
9375
9385
9477
9487
1
01
9193
301
9404
9501
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Corrected engine speed (r.p.W.)
ro
Correc'ed e:.rine speed
18950 9050 j 9150
9250
5950 j905i 0 1915.^
Seasured engine speed (r.p.m.)
measured eno re speed
0
3715
1 8812
8910
9007
-20
8383 843^_
8575
i 8669
-1
8598
8795
8892
8989
-21
8372
8465
8559
1 8653
-2
8681
8778
8875
8972
-22
8357
8450
8543
8637
-3
8664
8761
8858
8954
1 -23
8341
8434
8527
0621
-4
8647
8744
8841
8937
j -24
8325
8419
6512
8605
-5
8630
8727
8823
8920
1 -25
8302
6395
8488
8581
-6
8622
8719
8815
8911
!-2E
8287
8380
8472
8565
-7
8597
8693
8790
8886
-27
8272
8364
8456
8549
-8
8589
8685
8781
8877
-28
8256
8349
8441
8533
-9
8573
8668
8764
8860
-29
8241
8333
8425
8517
-10
8556
8652
6748
8843
-30
8218
8310
8402
8494
-11
8540
8635
8731
.8826
-31
8203
8295
8387
8478
-12
8516
8611
8706
8801
-32
8188
8280
8371
8463
-13
8500
8594
8689
8784
-33
8165
8255
8350
0440
-14
8483
8578
8673
8768
-34
8150
8240
8331
8423
-15
8467
7562
8657
8751
-35
8136
8227
8318
8409
-I,-
8459
8550
8648
8743
-36
8121
8212
8303
8394
-17
8435
8530
9524
8718
-37
8107
8197
8288
8379
-18
420
8514
8608
8702
8080
8170
8260
8350
39
8070
8161
8251
8341
-19
8404
8499
8591
8685
-40
8048
6133
8228
8316
.
..... 4
General ........................................................
.......................
Safety precautions .............................
wmrTs GTaR ....... 7
18325CTION of Landing Gear ..................................... 8
Inspection of -Landin6 Gear Looks EmerSency opening Li--ka?e ............
9
Checking EnergencY Opening of Landing Gear Locks ......................
Checking Landing Gear Emergency Extension System for Operation _ -
~ .
and Tightness ....................................................... 11
14
Checking Landing Gear Struts for Play ................................
Measuring Clearance between Stop on Frame ::o.4 and Upper
18
.. .......................................
Link on Nose Strut of Landing Gear
Changing Lubricant WAT'=-=201 in Grease Sitting l8
Strut Hinges (Fig.6) ............................................... 19
.................
Removal and Inspection of .',heel Parts .........................
23
Blowing Brake System through rrith Compressed Air .............. 24
Changing Fluid in Landing Gear Shook Absorbers ...........
25
Checking Fluid Level in Landing Gee? Shook
Absorbers by .................. Absorbers Checking Air Pressure in Landing Gear 27
Gauge ..................................................
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part -Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246AO62100100001-0 ""' """'
?a?e
C:a^.ging.Fluid in Tose -:eel Shier Dapper ......................................
29
Checking Fluid level In Lose -heel Zhir Dr- -;e. ................................
30
Checking Landing Gear for Retraction and Extension ..............................
31
WLG
Inspection of Interceptors ......................................................
38
Inspection of Wing Flaps ........................................................
44
Inspection of Wing Parts lade of 3lectron .......................................
49
Checking ?Lap Emergency Extension System for Operation and Tightness ............
51
FIJSEL.SGE
Inspection of Engine end Afterburner Attachment Fittings ........................
54
Changing, Lubricant in Air Brake Attachment Fittings and Hinge Joints ............
55
Inspection of Brake Parachute Doors and Checking Their Operation from Electro-
Pneu=atic System ..............................................................
56
Visual Inspection of Air Ducts and Engine Compartment from Inside ...............
59
Viraal Inspection of Accessories, Pipe Lines and Drain Fives of All Systems
loe-_tee in Engine Compartment and in Fuselage Tail Section ....................
60
Ir.z ection of Fuselage Tail Section from Inside .................................
62
1.z-ection of Packing, Rubber on Frame Eo.20 .....................................
62
L?.reotion of Wing-and-Stabilizer-to-Fuselage Attachment Fittings and Bolts;
Checking Bolts for Tig:tening .................................................
63
Inspection of Fuselage Parts >ade of Electron ...................................
65
Washing Out and Inspecting Fuel Tank Do.1 ..............................
6C
Inspecting Fuel Tanks Nos 3 and 4 .....................................
77
Checking Fuel Tanks Kos 1 and 2 for Reliability of Attachment .........
80
Washing Out Fuel Filters, Installed ir. Drop Tank Supply Line ...........
81
Checking Fuel Shut-Off Valves for Proper Closing .......................
82
Checking ..Drop Tanks and Tank Ho,l for Proper Pressurization;
Checking Pressurization System Pipe Lines for Leakage ...............
84
Dashing Out and Inspecting Filter Or-11 ..............................
96
Checking Hydraulic Accumulators for Air Pressure .......................
98
Flushing the Hydraulic System ..........................................
101
Checking Hydraulic System for External and internal Lear ;e ............
106
COEPRESSED AID 2'i$.F_4
Inspection of Compressed Air System Filters and Cockpit Pressurising
System .............................................................. 114
Removal and Inspection of Lain Compressed Air System Pottles nrd (ing
Flap Emergency Bottle .............................................. 116
EJECTION SEA.
Removing Seat from Aircraft ............................................ 218
Inspecting and Checking Dechanism.; of Lonering
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0 50X1-HUM
Footrest Drips and on'e- Belts for
Fro:era
Putnctioning ................... ........................................ 12:i
Installing Ejection ..eat on :'r =. ...................................... 128
Checking Shoulder Harness Locking Eiech--r_ian for ?roper Cperati.m .......... 129
Removing Cockpit Canopy from Aircraft ..................................... 130
Inspecting and Lubricating Canopy Lock Parts and Jettizon 1'ec`.r=1sm ....... 131
Checking Canopy Jettison. System for Proper Operation and Canopy Looks
for Synchronous Unlocking ............................................. 134
Inspecting Cockpit Pressurizing Rubber Tubes .............................. 149
Inspecting Joint bet-eea Cockpit Supply System aanch Pipe and Canopy
Ventilation 'Manifold and Cheating Condition of the Latter ............. 150
Checking Cockpit for Pressure-Tightness ................................... 152
Checking Cockpit for Pressure-Tightness
Then ::o Appliance Is Available ....................................... 158
Lashing Slide Valve and Body of Cockpit Air Supply Valve .................. 159
BRAH"R SLSTk$k
Inspecting Pressure Reducing Valve tf-7 and Differential Control
Unit .1'-3 and Their Controls ...................................... 161
Checking _:iroraft Controls for Play ....................................... 163
Inspeatin.= Fir Joi:'_ inzi'e ?nirle~. Bon on Yvselag " 164
e -Fr--=e r.o.9
Checking Condition of Con^ensatin, :reights and Aerodynamic Co-p~-snting
fabric of Aileroas ......................................................... 166
Removing, ?as:^ing, Inspecting and Lubricating Aileron middle ..tt_chnent
Fittings ....................................................................
Checking Elevator and Rudder Balance 3eights for Proper Attachment ............
Inspecting Uroraft Controls ..................................................
Ucahin? Inspecting and Lubricating Elevator, Rudder and :,ileron
169
170
172
Attac!unent Fittings rithout Removal from Aircraft .......................... 174
Checking Aircraft Controls with Hydraulic Bcce'.ers Liseno~.ged and Engaged ..... 174
Inspecting Hydraulic Boosters .................................................
Checking Operation of Hydraulic Booster Duplicating Slide Valve ...............
Inspecting Screen Filters Located in nipples of Pipe Unions Feeding
Operating Fluid to Hydraulic Boosters ......................................
Removing Hydraulic Booster from Aircraft ......................................
Examining Hydraulic Booster :.:ain and Duplicating Slide 'aloes .................
Testing Hydraulic Booster after Examination of Its Slide Valves ...............
Installing Hydraulic Booster on Aircraft after Testing It on Stand ............
DB-ICTRO STST3'i
184
186
190
192
193
197
203
Checking De-Icing System for Leakage .......................................... 207
Rushing Out De-Icing System Tank .............................................. 209
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80TO0246AO62100100001-0 50X1-HUM
- 2: -
FZRF-fl L. SIB '
Removing and "eighing Fire-Fighting System Bottle ............................ 211
ffi'CI:-S
Checking Engine Control System ............................................... 213
Changing Lubricant in engine Control ?Singe Joints ............................ 214
Inspectinc Oil Unit Filter ................................................... 215
Inspecting Attachment -xittin s Securing, En,;ines and Afterb-,i ners
to Aircraft ............................................................... 219
Checking 3ng;lne Fuel, Lubrication and Hjdr:ulio Systems for Tightness
and Secure :.ttachment of Joints ........................................... 220
Inspecting Pipe Lines for Cracks, Dents, Chafinr,Contaot with Other Parts
and Loose Attachment ...................................................... 222
ArPESDICjS: 4
1. Jointing and Disjointing, of Fuselage .....................................
223
2. Removal of Engine.........................................................
226
3. Installation of Engine on Aircraft ......................................
230
4. Removal of Slushing Compound from Engine Internal Su faces ...............
233
5. Flushing Engine Fuel, Oil and Hydraulic S's`e=8 ..........................
235
6. Checking Engine Control System ...........................................
237
1
V. Checking Eozzle Shutter Control System with Engines Idle .................
239
8. Checking Actual Engine Speed relative.to Ratad Stable Corrected Sp=ed
rith Closed Compressor Air Blow-Off sand ................................. 242
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
 Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0
Declassified in Part - Sanitized Copy Approved for Release 2011/12/13: CIA-RDP80T00246A062100100001-0