(SANITIZED)SOVIET MANUALS ON ENGINE INSTRUMENTS AND SERVICE OF THE TU-16 AIRCRAFT(SANITIZED)

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP80T00246A070800100001-4
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 544
• Document Creation Date: December 27, 2016
• Document Release Date: February 21, 2013
• Sequence Number: 1
• Publication Date: December 20, 1963
• Content Type: REPORT

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r.NTRAL *E7JSCEAGENCY
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This insterttrontains ineorthitionffeetlng t National Dsitenne of the United states within the mesnin
,
-JO. U.S.C. Sees. 793 and 794, transmission
e revelation or-which, In any manner to an unauthorised
the
_e
/0"\ S-E-C-R-E-T
N(' FOREIGN DISSEM
\
COUNTRY USSR
SI
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N
SUWECT Soviet Manuals on DIATEDIsTR.020
.4
7Efigirie InstrUte
and Service of the TU-16 i NLPAGES", ts
4
i-: Aircraft
REPORT
DATE OF
INFO.
PLACE &
DATE ACQ
REFERENCES
December 196250X1-HUM
50X1-HUM
2
50X1-HUM
THIS IS UNEVALUATED INFORMATION- SOURCE DRADOOS ARE DEFINITIVE. APPRAISAL OF CONTENT IS TENTATIVE
4
3
2
1
English-language Soviet manuals on the TU-16
aircraft (BADGER A)
a datefl place of publication.
Attachment No. Title
1
None of the manuals --'----
50X1-HUM
50X1-HUM
Fuel Consumption Control Units and TU-16
Aircraft Engine Instruments, 72 pages and
84 figures.
50X1-HUM
3
4
STATE I DIA
TU-16 Aircraft, Aircraft Service Manual,
Book II, Navigation Equipment, Autopilot,
Oxygen, Electrical, Photo, and Radio
Equipment, 261 pages and 181 figures.
TU-16 Aircraft, Aircraft Service Manual,
Book I, General Servicing of Aircraft,
Care and Maintenance of Airframe,
Emergency and Rescue Appliances,
Aircraft Controls, Landing Gear and Hydraulic
Systems, Power Plants, Altitude Equipment,
and Packing and Shipment of Separate
50X1-HUM
Aircraft Units, 2.04, page s and 4 insets
S-E-C-R-E-T
NO FOREIGN DISSEM
I ARMY NAVY
WOW I
I from. aSZTik
,detvcallree oml
delnifinttla.
MR I NSA OW: NIC I OCR IFAic
(Note: Field distribution Indicated by "#".)
NIFORMATION REPORT INFORMATION REP
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4
1
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
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Distribution of ,Attachments:
OSI:
ORR :
Thrr : ?
2 sets
2 sets..----
2 -pets
Air/FTD:
-5 sets
(1
set previously forwarded)
. SAC:_
1 set
Army:
1 set
Army/FSTC:
1 set
Navy:
2 sets
Navy/STIC:
2 sets
DIA:
3 sets
NSA.
6 sets
,
S-E-C-RLE-T
l'!O FOREIGN DISSEM
f ststit .-friAbit4
50X1-HUM
50X1-HUM1
-1
, Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4 _1
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
7-1
SECRET
NO FOREIGN D1SSEM
TU-16 AIRCRAFT
AIRCRAFT SERVICE MANUAL
Book I
General Servicing of Aircraft, Care and Maintenance
of Airframe,. Emergency and Rescue Appliances, Air-
craft Controls, Landing Gear and Hydraulic Systems,
Power Plants, and Altitude Equipment, Packing and
Shipment of Sepdrate Aircraft Units
SECRET
GROUP 1
Excluded from automatic
downgrading and
declassification
K#% wesneinki meccii
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
50X1-HUM
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
ozt...m.ET
NO FOREIGN DISSEM
;
Ty-16 AERCRAFF
' SERVICE MANUAL
Book One
SECRET
NO FOREIGN DISSEM
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
50X1-HUM
0 0 I
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NO-FOREiGN-DISBEM --I-
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?
Ty-16 AIRCRAFT
SERVICE MANUAL
50X1-HUM
4i It't
Book One
? Ground Servicing of Aircraft. Care and Maintenance of Airframe,
Emergency and Heinle Appliances, Aircraft Controls, Landing Gear
and Hydraulic Systems, Power Plants, and Altitude Equipment.
? Packing and Shipment of Separate Aircraft Units.
? .. -
?n 0 4 raJ ? NO FOREIGN 1)1-BB'S
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The book contains 904 pages and 4 insets.
Inset No.1 is Inserted between pages 210 and 211, while
Insets Nos 2, 3, and 4 are between pages 228 and 229.
IGN_DISSEM ?
50X1-HUM
?3-
003 TS ITS
Chanter X
CROWD STIVICIM 07 4211011477
1. Aircraft Towing
Towing Gear 7
General hut-motions on Aircraft Towing
Preparing for Aircraft Towing e 9
Towing Aircraft with Nowt Forward 9
Towing Aircraft with Tail Forward 10
? Directions on Towing Gear Operation and Maintenance 11.
2. Aircraft Cowers 11
Procedure to Be Used in Putting Covers on Aircraft 13
' Operating Instructions 14
5. Aircraft Grounding 14 :
General 14
Grounding Equiptcnt 15
Operating Instructions . 13
4. Securing Aircraft on Parking Area 16 .
Preparatory Operations 16
Securing Aircraft 16
5. Lifting and Layering Aircraft by wane of Hydraulic Hoists 16
Aydrnullo Hoists 17
Mounting Bidets 20
? Lifting Aircraft 20
? !scoring Air- I ??? 20
Operating and iblintemance Instructions 21
6. Positioning Aircraft in Line of Flight 22
Priparstery Operations and Equipment 23
Longitudinal Positioning of Aircraft in Line of Flight 23
Trefinerse Poolticang of Aircraft in Line of Plight 23
7. Aircraft Levelling 24
S. Ground Equipment for Supplying Aircraft with Fuel,
Oil. Oxygen. ?oppressed kir and Pager 26
9. Arcriliary Equipment 28
Eltraulic dank for Replecepont of Landis:18'0par Wheels 20
Rapine Servicing Ladder 23
Stabiliier-ServiCing Ladder 27
.Storage and Care of Auxiliary Equippent 29
Slings 29.
10. Lint of Ground Iquipaent 7.--ployed in Aircraft Servicing 30
?
? chapter if
LTHORAT2 AIRDIAUE.CAR3 AND HAITTEIL.%13
1. Prevention and Elimination of Corrosion
35
'Care of Aircraft ;fetal Surface
35
Oars of Individual Attach-ent Fittings
36
!festering Protective Coatings and Eliminating Corrosion
37
?-?) n n ? it; - NO FoliEIGN 'DI8AEM .
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A076800100001-4
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4 ? .
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-2.1/are of Glans kneels ?
6-40REKIN?
? ; 3. Spetial Directions
? ' Chapter Iit
rat= AND RESCUE APPLIAX23. CARS LID
Ill112011133
lb Bjeetion Beate
? .2=0=1 and installation of Ejection Seats Ca Aircraft
Loading aid Unlonding Ejection Ones
Loading aad,Paloading Zjeetion Gum of Ben= Sleeted Devneard fro,
Airraft 49
:frart-ra and Unloading Sinnott Ciina of Beats /jam.. Upward iron
49
-OpsintIng Instructions for Ejection Gone and Beats so
?DiSeawably am. Assembly of Ejection Gun of Beet .Bjected uPwaid iron
Litornft 51
Dineneenbly and Aniembly of Ejection Gun of Seat Eject= Downeard
bun .Aireraft
Chinking Operation of Ejection Gude after Assembly
-Cbszjisj setuating Grinder of Rai/gator-Rene Operator's Zjoetlas
Seat
?? Eibdrege of Live Endosive Charges
2. Emergency Escape and Entrance Latches
Jettisoning Emergent/ Escape Retch Cove= from Aircraft b Mechani-
cal Hanoi 55
' . Ifountirg navigator's Emergency Escape Hatch Cover
4)
45
45
48
52
53
54
55
55
56
Wanting Cover of Pilate' Canopy Emergent?, Escape Hatch 57
Mounting Con: of Haviaator-Radar Operator's tangency Seca= Hatch . 57 ,
? Mounting Cowan of Eerzeacy Escape Hatchet of Genner-itadlo/Operator
'arid Rear thinner . ? ? 58
. .1licittsmee Ratchets 58
et
-Listruestonan Care dad Maintenance of Entrance and Smorginny Recaps
Batch Covers 58
3. Life Beaks, Enos 110511 . 59
; Oenaral
" apenifloations and Coinilete'Set of 11C-511 Life Boat
: Peeking Life Boa= into Aintree Container,
Lice Beet /malts Eacomntered during Send= and Their Elimination .
.thipair of Life Boat Rand Pc--p
Cbersing Life Beat Cylinder with Carbon Dioxide-
. .tiso of Life Boat
. Chanter IT :
: Annan 00210118. CLARE A/0 101.71ILIAX3
' Care of Aircraft Control Syne= and Periodical Cheeks
2?Actiens Penile to Control. System Unite
3. Adjoithent of Main Aircraft Control Systems '
Elevator Control System
adder Control System
? Aileron Control System
? -------------
? n 4o t) ? F-OREW/$ biSSEMr)' ?
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59
59
60
62
63-
63
64
66
72
73
73
73
'
le
_ 5 _
50X1-HUM
Pegs
4. Adjustnent of Tension of Cables Connecting Main Control gyetemn with
Autopilot Servo Units 74 -5? adjustment of Elevator Trim Tab Control Syntem 75
6. Adjuetnent of System Used to Lock Rudder, Elevators, and Aileron? on -
Parked Aircraft 28
7. Adjustment of Rudder and Aileron Trim Tab (Servo Tab) Control STateza?76
8. Special instruction? 77
Aircraft Lateral end Diructlonal Inntnbility. Methods of Correction
at Mamitacturing Plant 77
Elimination of Latoral and Directional Infitabilits of Aircraft '
Detected during Service ?).
Determination of Aircraft lateral end Directional Instability by
- Pilots during Plight
Ileasuremonts to Be Taken during Postflight Inspection in Cane of
Aircraft Lateral and Directional Instability
Correction of lateral and Directional Instability in Accordance
with Pilot'a Reports end Measurement Results during Postflight
Inspection of Aircraft 80
-9. Wing nap Control 82
General 82
Access Pantie for Inspection of Flap Control and Its Units . . . gg
Instructions on Servicing and Checking Control System 83
Control System Adjustment SS
adjuntrient of Limit Switch Mechanic= UMB-11 and 8103-2 86
Adjuntment of 7311-47 nap Position Indicator 88
Chanter V
79
1. Landing Dear
LANDIf4 GEAR OD BiDlIAULIC 8113TEMS.
CAR! AND ItAIRE5/0/CE
90
Landing Gear Beale Specifications 90 -
. Adjustment of Landing Gear Rose leg 92
Adjustment of Landing Gear Main Lego 033
Adjustment of Tail Skid 95
Adjustment of Landing Gear and Tail Skid Light Signalling System . .96
Wheel Operating Instructions 97
Charging Landing Gear Leg Shock Absorbers 99
Lubrication 99
Faults and Remedies 100
2. Hydraulic Systems 101
General 101
Main System Specifications
Brake System Specifications
Marking of. Pipe Lines
Charging Sala System with Oil
Cbarging Brake System with 011 and Removing Air from It
102
103
104
105
105
Access Hatches for Inspection of System Separate Unita . . . . . 107
108
110
110
111
Checking Landing Gear Actuating Mechanism
? Checking Landing Gear Acme Leg flea Turning Mechanism
Checking Homb-Hay Door Actuating Mechnniom
Checking Brake System and Brake Adjustmen`
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4 1/4-- .:
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01ZSDISSigicla-Lna""2-e.:"
3. Special
4. Fault* and Rezones
?6-
Cheater 7t
113
114
50X1-HUM
pona PLASM. CAMARO 1.1111715=033
i. Special Directions
? . 2. lir 871ste
Charging Systen with Compressed Air from Ground Bottle
. Checking Air Syntax on Ormlad
3. Servithog Aircraft with Fuel and Oil
Servicing Aircraft with Cain Fuel
.'01tecking Ant:emetic Fuel Gouge Spotem C3IC-60.1
Fuel Drainage -.-
Servicing Aircraft with Starting Fuel
- . servicing Aircraft with on and Draining oil System .
? 4. Chocicing Fuel Jettison System on Ground
.6. /thtallation ami Removal of Bag-Type Fuel Tanks. Inspection
on Aircraft. amd Safety Precautions to Be Obaervol,
. ' .' 6. !Faults and Remedien
? ' Chapter MIX
.... .
.
?
...
f Tanks
119
124
124
124
327
127
131
136
136
116
137
138
140
Chapter I:
. .
? GROUND 337a1C1th 07 418014/2
1. /MCRAE: SWIM
The aircraft is towed with the aid of towing gear, with its nese or tall
forward.
Caterpillar tractors are employed as towing vehaeles. when Pulling out the
? athoratt to the *omens* swing/as platform, as sell as In other its*, not covered
? by the respective Operating Instruotions, trooti carrying 1 to 1.5 t ballast
(depending on the weight of the aircraft In question) may to outplayed for the
purpose. .
ALTITUDE IcIIIIIIER.01113 AIED IlLINDIHAME
1. Peale Specifications 146
Preasurisacion Reducing Valve (FEB) 146
Air Delivery Regulator (AID) 146
' Air floe Cater. . 146
Antomatio Pressure Regulator (RPR-54) .) ' 14?
Redneer'.017610-10) on Hatch Pressurisation Panel 147
/Tessera Gauge. Typo 13-250-c.' on Proosuritation Panel 148
. Pressure Gauge, Typelf2-40-w,en Pressurization Panel. 148
Pressurization Syntem Desiccator (R7610-76)146
Tse-Mcy'Cock (57610-100) of Batch Pressurization Bleb= 148
2. laden to Unita and Pipe Line 151
3. Special Instructions 152
4. Merl:Log Equipment with Engines Inoperative 152
5. CtrankIng EquItment with Engines Manning 154
6. Fault. of Pressurized Cockpit. and Altitude &sigma Sinters Encountered
'. during Service 156
.7. Testing Front and Rear Pressurized Cockpits for Leakage . . . . 165
II. Leaked. Teat and Calibration of *IA Valve together with It. Control
. Valve 16?
. I. Gemara
? '
Chanter TM
. Pismo LED SWUM Ca Brawn AD1GRAPT time
170
? . 2. Preparation of Unite for Packing 172
3. Packing Deana h 173
.
S. Manufacture of Pecking 174
5. Packing Unite 175
? .6. loading Packed Unita 118
179
7. 04loarling Prinked Units
'
Towing Oear ?
Toe-bar (F18.11 serves for ecupling the aircraft to the %raptor, when the
aircraft is towed with the nose forward. The tow-bar is essentially a natal
structure furnished with rubber shoot absorber 4 safeguarding the alreraft against
abrupt jerks during toeing. The tow-bar is carried on adjustable bogey 8 fitted
with two 100x125 am tyres. Ringed to the tow-bar is swivel frame 7 designed for
turning the aircraft nose wheel. The tow-bar is attached to assembly A on the
none strut, the swivel frame beim secured to the .steadies ends of the nose wheel
axles. The ends of the.aslee the gripped by split straps 16 provided with trun-
nions 15 fitting into the dale butt ends.
? To prevent trunnion, 15 from coming out of the kelt-axles when the front
wheels are abruptly tutted, the trunnions are held in plan by strainer 14.
then the tow-bar Is othneeted to aircraft easy A, hinge 12 and retainer 15
are provided.
Movable strap 10 with coupling bolt 11 Is designed for talents the bogey
tyros prior to towing the aircraft and for lowering them when transporting the
tow-bar
The working surfaces of rod 2 and snide 17 ars protected against dirt by
tarpaulin beet y. Treater pull at the eizerett pose strut is United to ohs=
pie 9. The tow-bar Is oonnected to the toeing vehlole through the eediam of eye 1
with a.bolt.
.
' The nose wheel oontrel gear serves for changing the di:ironen of aircraft
.sowthent when towing it ....A the tail forward (Pig.2). The control gear oothiate
:Of tubular welded frame 5, two epllt atrape 7 with trunnions 8 for gripping the '
. extending ends of the nose wheel axles, and eye 1 for towing the control gear
with the aid of ? tractor. For manual turning of the nose wheels the ?mitred gear
! Is furnished with tubular hand grips 2. Two wheels 6 are provided to ensure saes
1 of transportation. with the control gear In the working position, trunnions 8 are
..:?:-- 3. 7H
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
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NeaREEIGN-DISSEIVI--
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. 'emoneotet to the 'stabiles ends of the nose wheel axles, and the control gear is
Inn to gasp A (see rig.11 on'tbe none strut through special shook aboorber 4.
The shook absorber facilitate* =latticing thacontrol gear at ? distance of about
1000 ea above the ground. '
? flu towing cable is used to touneot the towing vehicle to the aircraft, when
towing the latter with the tall forward (Bee Pig.2).
? Whin in the working positioo, ths tering teas, as measured from the landing
gssz etrut to the tractor towing'yake, is 24 n. long. Cable disaster is 19.5 me,
both branches of the cable are connected to the rigging orate of the wain
landing gear struts by sleaze of looking rigging brsokete 9. Connection of the
Gable branChes to the toeing vehicle Is anoomplished through the IMO of towing
yoke 11 and a bed-carrying bolt. Bach of the cable branches Is fitted with mil-
, . lonely spaced terminate borne 12 safeguarding the cable against damage, and
?
claps 10 serving to keep the cable suspended during aircraft towing.
general Instructions on Aircraft Toying
1. With fuel fully drained free the tonksr It Is mammy that the nose por-
11ne of ths airoraft be loaded with 400 to 470 kg ballast, to prevent the tail pox,
lion from dropping down.
The aircraft ney'le towed without any ballast in the nose portion, provided
not less than 1000 lit. or 1000 lit, of fuel are contained In tanks no.6 or
tank Wo.2 resPeetivelY.
2. Aircraft towing with the nose forward it perforeld with the aid of the
tow-bar, whereas tocleg with the tail forward le acomeplisheid by the nee of the
toeing table and the nese wheel control gear.
? CAVTICni It 1, prohibited to Bose the aircraft with Ms tall forward be
pushing the tosh.bar, *rot:miss of the oases when the aircraft is posi-
tioned on the ad-Intel:ants area or is moved to the beggar.
? ): When towed by the nose strut along ? 'florets road, the airoraft nay be
loaded to any 'Ilea, whereas its weight should not exceed 67 t, if towed on hard
rolled coil.
. 4. Pith the airoraft being towed, a pilot or a matetenanoe man should occupy
the left pilot seat in order to apply brakes in the case of necessity.
5. The person in charge should be in front of the towing vehicle.
. 6. The direction of easement at starting should coincide with the direction
of the nose wheels.
7. the aircraft should be towed smoothly, without abrupt Jerks or step,.
, the aircraft brakes suet not be applied during towing, except ..hen the towing
Star la ruptured, or when there is a danger of the airoraft hitting the toeing
vehicle due to inertia notion.
O. It la prohibited tapull the aircraft wheels out of pits or depressions
by the nose strut.
9. The speed of aircraft towing on ? streaghteny is not restricted and de-
pen& solely on the power of the towing vehicle, provided the wily is fres from
' any obstaeles. Homer, If the aircraft is to be turned or the towing vehicle in
to be abruptly braked or stopped during towing, the speed of towing, as well an
? braking time and distaste's should be as specified. in Table 1.
? ?
50X1 -HUM
Tablel
Nastfaa Speed, arating.TIme mewl Distance Values
to Be Adhered to During aircraft Toying
Liroraft load
Maxim= towing
speed,
Towing vehlole
braking time (un-
tit stepped),
Braking distance,
m.
"
km/hr
tea. .
Maximum
10
Normal
10
4.5
0
no lead
10
' 4
7
10. Whenever the tow-bar shook absorb r is forced to its furthermost positions
due to an abrupt Jerk or brake application causing the shear pin to take up the
inpaot, it is necessary to extract the shear pin from the tow-bar head and inspeot
It. the pin 'should be replaced by a new on if sheering is detected.
CAU7IO11: It Is strictly, prohibited to install a shear pin of a diameter larger
than spool/led.
11. In the event both wheels of the main landing gear get into a pit, the air-
inn should be pulled out by applying traction force to both of the malu struts
In turn. If only One of the main Wats sinks, the aircraft should be pulled out
by this strut.
12. /n case the aircraft skids off the runway onto muddy ground while perform-
ing the landing run, It should be towed only after scraping off mud down to hard
ground in order to provide tracks for the wheals.
13. Should it be necessary to slightly turn the airoraft, traction force must
be applied to the outward strut in the direction of turn.
14. It should be always borne in mind that while turning the aircraft, both
the noes and main landing gear atruts have to withstand strums,/ therierora,turn-
ing should be accomplished. smoothly.
Preparing for Aircraft Towing
1. Make sure the external power sources are disconnected from the airoraft;
see that the airoraft storage battery is cut off and the grounding wire with
weight its removed into a opecial container within the nose strut comportment.
2. Make certain the nose wheel control button is depressed and locked by mina
of the safety thumb-piece.
3. Check pressure in the brake hydraulic system, which should be within 130-
150 kg/sg.cm.
4. See that the aircraft to properly grounded. The grounding brushes on the
main landing gear struts should touch ths ground testae'.
5. Chock the towing gear for proper condition.
6. Make sure the aircraft parking brakes are released.
?
Towing Airernft with Hose Forward
lizoratt towing with the nose forward (Sae Pig. 1) lisatatoplished by the use
Of ? ton-bar.
To attach the tow-bar to the aircraft:
1. Detach the tow-bar from the treater and move it to the norm strut.
2. Remove Strainer 14, release Straps 16, extraot trunnions 15 and fit them .
Into the landing gear nose Shand Ulla.
--SECRET ;
?Th o e a 4.,) ? , ? . NO FOREIGN DISSEM- ? ' --
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? ? ? ? ? . ? ?
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146-44bREIGN-AISSEM---
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C.
o. Pi Disconnect strap A; and Vlach the nivel frame to trunnions U. -
4.' cannot the tonshar to- the rigging fitting of the nose etrat by vane of '
hinge hand retainer 13. .
C. Braectrunniona'17 with the help of the straps and inatall strainer 14. .
Rotel Devise care when oenevoting the tow-bar to the rigging fitting or
' the nose strut to avoid damage to the hydraulic vaten
6. Couple the toe-bar to the tractor for which purpose release strap 10 and
shift It along the tow-bar so ao to allow the tyres of the adjustable bogey to be
rateed to a height of 60 cm or cars (depending on the weight of the elroraft)above
the nrfates of the ground or vaunts =vv. '
;. . 7. Secure strap 10 on the too-bar. . ?
.8. Take the chock, from under the larding gear wheels, take away the ladders
and other ground equipment blocking the alroraft war. '
9. Alrorat towing with the' nose forward should be supervised by the following
persearell.a technician walking in front of thy tractor and responsible for the
-Ikon towing ;Procedure, two calntenvos mon at the wing tips and one at the tall
.? nett, revonsible for the gaiety of movement, and one naintenance man ore:vying
the left pilot scat whose function Is to *pp': brakes In ease of nvessity.
rote; Connand C24: given by any of the SePeillniODItotsongst should be
.carried out 'immediately.' .
' 10. Aft?, the aircraft has been brought to Its destination, it is necessary
' ? either to plats cheeks under Os landing gear wheels, or to apply parking brakes
ain't/Le wheels have cooled dawn to the temperature of the surrounding air.
? To dieccunect the tow-hay Iry the airorage; . .
7(47,81actonatrep 10 and lower bogey 8 pail ate tyres knoll the ground. Then
fasten stray 10 on the too-bar. .
' (h)ts's:connect the tow-bar from the. towing vehicle.
,(o)Ibtach the tow-bar from the eve strut rigging unit, for which purpose
? .extraai retainer 13.
(d) Rehears strainer 14, turn out the coupling bolts on straps 16, and remove
tile free trunnions 17, love the tow-bar eanually away from the aircraft; fasten
the swivel teems on the tow-bar tg means of strap 6. ?
1(e). Nave VAoki 17 from the front steel axles and fasten them on the tow-
lier. ?
Flt strainer 14 into the tow-bar trunnions and fasten therein.
lei Attach the, toe-bar to the truster; . .
' Tering Aircraft with Tall forward - ?
Airenft towing with the tail forward (Sea flg.2) is avomplinhed with the aid
. et i sable, the covet:mint being oontrolled by the noes wheel control par.
To. prevent the *able from getting under the wheels, bath of its branobes should
' by kept suspended making on of the. hand gripe. Care 'should be exercised when toning
the aireatt, as abrupt straining of. the cable may evert damage to the calutenence
. Vereetnvel.
To oormet the sable and the control par to the aircraft:
. run the cable to the aircraft, eorneet Its rigging brackets 9 to the rigging
:fittings of the min struts; secure the teeing yoke to the tractor.
,
S. Attach the control gear to the none strati lift the free end of the gear by
? ?the hand grips, and fit shook absorber bracket 5 Into the nom: strut fort.
? ?3 Take the nhooks 'Iry ander the wawa; take away the Lenders and other
grenntequipment blocking the aircraft way.
After the airoratt is tent to and veltioned on the designated area, It 13
'50X1-HUM.
t aaaaa arr either to place *hooks ander the landing gear wheels oi to aDP4 Darting,
Inks, after the wheals have cooled down to the Venerators of the aterrtailding air.
Liter that it is necessary to detach the oable and the control rear fron the
air-
'ran.-
mpervised by the following personnel: a technician walking in front Or the treater
Oen the alroraft'is towed with the tall tenant the procedure should be
ad responsible for the whole operation, two neintenanos nen at the wing tips rev
:visible for the safety of ovement, three oen at the control gear, two nen at the
table, and one on the seat of the loft pilot, his duty being to apply brakes, when
squired.
Mention on Towing Dear Operation and Ilaintenanee
When operating the towing.gears
li.See that:
(a) braces 7 (See Fig.1) are tight;
(b) all hinge and detachable joints are treated with lubricant 0,211111-201.
or E1-30 and are free of any play; '
(0) ? pressure of 3.7 kg/open. Is maintained In the tow-bar 'res;
(6) the operating vitae* of the rod Mnd:the surface af Its guide are always
lubricated, and the operating surface' of the -rod guide Is always protected with a
Cove. ?
De not allow guide 17 (See fig.') to be Worn to a donee when ? Oiearsnoe
:f over 1 en is formed between its end sat and rod 2.
. 3. Once In two menthe treat the wheel bearings with lubricant 111 -30 or EX-704
4'. Move the tow-bar on its Cant wheels with the swivel frame lifted and held -
against the tow-bar tube by the straps.
7. Treat the trunnions fitted into the nose strut wheel axles with graphite
j 6. Keep the towing onble in a closed room or ander a shod; treat It with
ilubrloant WATEM-E01, . /nspeot the towing cable for defects at regular intervals;
'replace the sable if any of the strands are fouled to be ruptured.
7. Once In every three months treat the nose wheel control gear axles and
'forks with lubricant Hg-3D or HE-50. ?
8. Oen towing the aircraft, use the cobtrol gear with care to avoid abrupt
?:turnIng of the landing gear nose wheeler
9. Do not move the aircraft or turn the wheels by weans of the control par
latter the airoraft has been placed to position on the parking area.
!. 10: Keep the tow-bar in a Vend room ci ander a shed.
2. AIRCRAIT'CO1118.3
? (Piga)
Covers Safeguard the aircraft and its equipment against dirt and sem rare.
Individual covers are fitted on the following units and equipment:
1'. Fuselage compartment 8-1 (up to frame flo.12) end pressurised nose cabin.
T. Fuselage compartment 0-E (between travel Nos 12 and 22).
Fuselage compartment 0-4 end engines (between Marl Ovo 22 and 36, and
between trines Sot 36 and CO').
4. Aft portion of the fuselage (between francs Dos CO and 64).
C. Pressurised rear cabin.
Si First detaohable wing notions.
7. Secant) detachable Vag @settees.
a. Ecrisontal stabiliser.
? fl? -3, ? ,FoREIGN "EaSEW
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446altoREIGN_DISSEiiiiie-san"-'s
. .
9. Pain strut leek..
10: Hain @trot wheels.
11. Noes strut lock.
? 14 Nese whale.
? ? 13, Pltot tube.
16. Barrels of elvable cannons.
Barrel of stationary gun meant.
16. Ingo* nacelle air discharge shutters.
Porte for air supply Into the fuel tank vent eaten, for engine breathing, ant
? for ventilation of the presevritee rear cabin at low altitudes are closed on the
ground by speolal plop furnished with red warning flags.
nal Than ?losing the went of the rear aressurited cabin, attach the plug
Gerd to the tall skid (at 'as prai side). Never pass the cord over
? the folded-dipole antenna of eo=runication station PCB-t7 to avoid
'damage to ths surfaos.lezer of the antenna rot protected with the oasis:
? ? Tbi pings for the above openings are tapered rods node of cotton lined with
tarpaulin. Attached to each of the plugs la a stray with a red flag. The strap
'allows ;oleic removal of the plug wither*: climbing op to the place of its Installa-
tion in the aircraft. The red flag on the strap warns the. =Intern-mos personnel
that the plug.; oust he- mowed prior to at:sting the engine end preparing the alr-
., craft_ ferflIght. Covers for Pilot tobis are nada of tarpaulin and red warning
. flags are attached to thee. Blanking covers for the air Intake ducts and jet
nozzles tie made ofdittelectin and palate: red.The air Intake duct blanking cower
()Deforms ta the profile of the duet and hao a rubber gasket along Ito contour to
ensure ? tight fit Into the duct. Per esnwinlenoes oaks the blanking cover is.
. tarnished. with two bandies.
the Jit ands blanking cover Is ?trifler in shape; it is provided with two
lifted's, and ?' eine hotel:id in the *entre by means of rivets. The blanking covers
should not hi fled for collecting fuel and oil feeder:ant or for other non-speoltied
.Tentdes. The blanking iflera should he ::?:t clean; Drier to be fitted into. the
angle* the blanking covers cunt be wiped elth-dry *loam cotton waste or *loth.
The turbo-starter Wanting cover, eon inserted in Its proper place, Is fittel
'with a dents:gin easing. The flanking cover in painted red and has a handle far
ease of installation and.remova. It is sectored to the engine nacelle by two bolts;
'?Its easing safeguards. the starter exhaust pipe against foreign ObJeote, and there-
? fore 'irisi'bw fitted onto the turbo-stare.: blanking carer.
' :Mt Corer. fer.the engine trewlIng in essentially ? dazzle:tin shell lined with
tarpaulin. The corgi prevent. Post, moisture, and foreign ohjecte from getting
oder 'the. engine ?oiling. ? ?
?? r ? 414---att fuselage carers bre rade of tarpaulin hoeing flannel lining when
,It reticle *atom
?: ? Coven for-the rings are of silk oloth. ?
Cover, far thalanding gear thesis aid struts are made of tarpaulin and are
furnished.with iniekvfestening straps,
.- Carers for the cannons are made of tax-paella !cereal:fated with water-proof
?
? Prior to starting and accelerating the engines, the covers should be taken off
the alreret ard the blanking covers removed from the engines.
; When eons naletenanee work le being performed in the front preeeuriced cabin
ea the ground, the ante:lane pilot 'handle alen14 he fitted with a" duralumin easing
which Is *soured by two removable wing bolts. The owing has a flannel lining.
The casing must be renewed prier to flight:
. I
50X1-HUM
19
th dove of remote-reading ntro-qunipasa All-B is cowered en the grovel
?
.at.. protective metal
The folded-dipole antennae of the letterset are covered with special 'natal
swans having flannel lining. The cowers wit on the airoraft should be properly
tightened, for which purpose provision is made In the cover construction for
rubber aback absorbers. The covers put on the airoraft are attached to one another
ivy scene of spacial hooks (See Fig.)). Cowers and tightening straps should not be
allowed to become loose, as etrang gusts of wind nay none flapping of a loose
cover with resultant damage to the protective coating of the aircraft akin. .
The covers must be ?lean and In good condition; particular attention should
be directed to the cleanliness of the flannel lining. Covers removed frau the air-
craft should be kept in the container designed for steerage of the ground equip:ant,
or on racks. It is prohibited to drop the ?flare from the aircraft onto ute ground
or the Getout? runway. Damp covers should be dried, torn ones coot be repaired in
due tine.
Prooedurs to he Used in Putting Covers on Aircraft
All fixture? and equipment emplcred for putting covers on and renewing then
from the aircraft aunt be kept olefin and sound at all tines. The covers should be
pat on the aircraft after its external surfaces are cleaned. Individual units of
the aircraft should be covered in the following sequinces
1. Pitot tubes.
2. Cannon barrels. .
3. Folded-dipole antennas.
4. Fuselage enrspartmente 0-2, (-a ? front emotion of oompartment 4-4 , and
engine naoellee.
3; Fuselage compartment 0-4 and rear pressurised oabia.
6. Pint detachable wing entions.
T. Second detachable flog motions.
13. Horizontal stabiliser.
9. Landing gear.
Prior to putting covert, on the stabilizer and detachable wing emotions, the
rudder, elevator and ailerons should he locked and the landing flaps retreated.
!lever operate the control nate, after the covers have been put on the airoraft.
One to large dimensions of the aircraft covers two to three maintenance net and
ladders ars required for each of the coven to be put on and tightened.
then covering the wing and otabiliner, the covers should be tightened slang
their edges prior to fastening the stock absorbers to aware ?loss fit of the
cover to the airoraft surface. The leading gear wheels should be covered at all
?Ines. In sunny periods compartnent 0-2 =et be protected with ? silk cover, which
Prevents the organic glass from deterioration and allows ?hooking of the unite and
lustre:rents in the oabin.
To reduce the tins required for ?ovaries the aircraft, the ?ewers should be
accurately rolled up so that they may be quickly spread out on the aircraft surface.
to this end, the covers of the detachable wing sections and tall unit should
be taken off from the edges towards the centre; then they should be spread in the
fora of a single narrow band and rolled up proceeding from the fuselage towards
the fairing. The flannel lining should be inside the roll.
Covering of oonpartment 0-2 is perforesd by ? crew of three: two of the main-
tenance nen on tun-sloe ladders =tooth out mid pull on the aver, while the third
one sbetipipnogrtass2s
the e:.o th
ver from above to prevent e rod antenna of radio-OS:Toss 121-
troa 2
?
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NO FOREIGN DIESEM
?.14
? cowering of ocepartmeat 0-8 also requiris three can; two of then (on serwloe
Isidore) =nth out the cover on the fuselage and fasten the shook absorbers, while
' the third one works frem aton and attaches the cover to the cower of oompart-
.- 'asit.1.-8. with the aid of metal hoots. Potting oars?. onto the front notion of
oeepartment 04 ami onto the engine nacelle? requires four men: one of then
=oaths cut the cover on the fuselage and supports it, two of the naintenann con
positioned en the engin ascelle amooth out the corer- on the air intake, whenas
the fourth one smooth, out and fastens the ehook absorbers from below.-
-.Two con on ladders should be enlarge for patting the cover onto the rear
;portion of.the fuselage, at tho right and left sides, reopeatively, This cower is
. sttached to the cower of oompartmoot 0-4 with-the aid of natal hooka; on tho
'tannin it is fastened by Deana of shock 405o:terse
' Covering of nopertnent 0-6 is earned out by throe cmintimmas men: two
. of then amooth out tied put on the cover, using ladders; whereas the third on,
Cabo perched on ? Will') attaches this cover to the fuselage *ewer by means of
shook absorbers.
The etebiliser Sc covered by three cent two of then (on ladders) smooth out
the-cover, while the third (also one ladder) fastens the shock absorbers on the
tuderolde.
Potting the cover on the wing is job for three maintenance Den: two of thee
? . stroll the covet from above and attach it to the fuselage power, whereas the third
one fattens the shock ebsolbors on the underside. .
? The larding gin wheels and struts are fitted with coven by crew of two,
the amen an the struts bolng fastened with the Ltd of special strait.
? Operating instruction,.
When putting the cetera en or taking then off the antral, exercise ears te
. avoid damage to the antistatic, located-on the stabiliser and the wing. .
Cowering of the aircraft Sc windy weather (with the wind above force 6) will
oall for more maintenance personnel. To prevent damage to the oxide tun on the
aircraft skin, use rubber or cloth nits and carpets. Thorea8/117 *lean the mats.end
earpeta of not, dirt,ard oil.
Snows oil stales and ten from the aircraft akin by using clean rags soaked
in gasoline (oontainng no antintonnt) or In white "pint. .
Aircraft glass ;nolo should be wiped only with clean flannel.
3. Amur: anatnonso
.0eneral
During pasting, taxiing, as well as In flight the metallic structure of ths
waoraft gots charged with static, eleotrioity. If the-aircraft structure is all
boned, collection and flow ant of eleotrio Charges azo-dot dangerous, as no spark
dieWcarges result.
In ease the alreraft bonding Is diatozhod, that is, If Individual notions of
.the aincraft are not reliably connoted, then may arise condition conductive for
. spats discharges betnen aircraft structural elements with different eleotrlo
tonna.
Basins, creating firs hazard where fuel racoon, are present, such apart
"Inehargas interfere with operation of numerous radio equipments carried on the
aircraft.
Inn the aircraft Is being refuelled, the fuel flowing along hoses gets
--- 15 ---
50X1 -H UM
?
?
electrified due to friction. If the hose is not grounded, the 'nine charge accu-
mulated by the fuel (hose) may reach a magnitude sufficient for a speak discharge -
to take place. To prevent fin hatard in the course of aircraft refuelling, it is
sessssary to ensure reliable grounding of tho aircraft, the fuel dispensing gun
and the rofuolling truck. A reliable electric contact batons? the fuel dispensing
gun and the aircraft is of special importance. inn ouch a contact in established,
ths static charge formed on tho hose will pas, into the aircraft structure and
further into the ground.
An airoraft roturning from the flight carries an electrio charge of high po-
tential. Cease are 10?0?11 when a person touching such an aircraft before it has been
grounded was struck to death by the electric, charge. To prevent such accidects,as
well as to preclude the possibility of the aircraft catohiug firs due to a spark
disoharge likely to occur daring refuelling, the aircraft is provided with ground-
ing equiycent.
Grounding Ittukpment
This includes spools' einn (3 cm In diamoter aid 980 mm long) attached. to
each of the lover driven of the main landing gear bogeys eith the aid of straps. ,
Soldered to each of the wires is a 200 a. long cable, the free end of which has
been untraided to form a metal brush. During aircraft landinge towing, or parking
the brushes of both cables are forced against the ground thereby eliminating the
static electric charge built up on the aircraft. Then on tho maintenance area, the
aircraft is also grounded with the aid of an olootrio cable connected to the air-
craft structure. The cable tenant.? in a weight ehloh is placed on the ground.
Before flight the weights and electric cables are stowed in special pockets located
In the front pressurised cabin (at frame Do:12) and in the nose strut bay,
at frame No.l. (at port bide, looting forward).
After the aircraft has been landed and taxied onto the taxiway, the navigator-
radar operator should open the front pressurized cabin batch icor and drop down the
rounding device. The ladder Iron an aircraft returning fro* a mission should not
? be lowered until the grounding device is dropped down.
It is prohibited to touch the aircraft which has returned from ? Mission, un-
lase It is grounded. ?
.Thsfairoraft is furnished nth special devices (antistatic') which allot stm-
tio elootrioity to nos into the atcionyient during flight. The antistatics are arrant.
ed as follown
fa8: on the fin (Ob.)/
(b) on the Otabilleer (tea);
(0) On the first detachable wing section (two);
(d) on the second detachable wing section (four).
An antistatic is essentially a brush made of fine eyothetio fibre treated nth
Iiilver nitrate, impregnated sith alcohol-glycerin mixture, and fitted into a tuts
fabricated ofiUr metal. ,
An antistatic protruding beyond the aircraft contours allows the charge to flow
into the atmosphere.
? Operating Instructions
TO avoid emergancf Oases: ? ' .
1. See that all antistatica are installed on the aircraft at all times and are
charged with alcohol-glycerine mixture at regular intervals.
2. Check to.sse that the ends of the grounding brushes are always kept clean.
and in ? position providing for their permanent contact with the ground irrespeOt-
ln of any possible variations In the aircraft load.
? "?? - ? NO-FOREIGN,IiISSEM.--c?-?
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NO FOREIGN ? DISSEM '
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-- 16 ?
A
. - 3. Cheek the cable and the 'eight for proper contact.
4'. sake sore there is no oil under the brushes suspended from the oain land-
ing gear struts or under the grounding weight when they contact concrete or
. ground amense during aircraft Parking' ?
?5. gionnel the refuelling truck and the fuel dispensing gun (Fig.5), when
ears/ming the aircraft.
' 4. SECURIEG AIRCRAFT ON 1482120 MSS
No provision has been code in the aircraft construction for any speolal fit-.
Wings for securing 20e aircraft an the Forking area. The aircraft is secured in a
Rind position by aeons of chocks placed in front of and behind the main landing
gear. *heels. Should it become neconserf, use nay be made of the landing gent rig-
: ging fittings (to ensure none reliable fastening of the aircraft on the parking
area).
Preparatory Operations
. .
' To prepare the aircraft for parting:
1. Place chocks in front of and behind the main landing gear wheels.
2. Lock the aircraft controls, for shich purpose move tho looking handle on
the horizontal panel of the left pilot forward lentil a charneterintio clink is
produced; set the rudder end the ailerons in the neutral position, end shift the
elevator control stink forward as for as it will go.
3. Dolmens the pedals,oanipulato the control 0061 and the aaaaa to cake sato
the aircraft controls are securely looted. ' ?
4. Close the klub hay doors, the OCCAS bay doors, the entrance hatches of
? the front and rear pressurised cabina, the entrance hatch of the rear non-proasn-
.142ed cablth the inspection and access panels.
? 5, If the tank, contain no fuel, lend the front pressurized cabin (at
frames Nos 5 and 6) with about 400 kg of ballast prior to putting covers on the
airoraft.
Beane service ladders.
. -
Securing Aircraft
the aircraft secured on the Narking area is diagrammed in Fig.6. SiionrIng is
. anoompliatted with the aid of hemp rope. The aircraft parking area should be ?quip-
.. Ned vith special natal rings securely inbedded Inamorata and so arrarged as
to correspond to the position of the aircraft on the porting area as well an to
the looatfine of the attuahiont fittings on the airoraft.
CAUTION; fever noun the aircraft by its tall skid.
? ? 1. 1.17TIKO AND LOAERINO AIRCR/FT AM MEANS .
OP HTORAUIIC HOISTS
? For ehooking the operation of the units controlling the retraction and erten-
? slon of the leading gear, for carrying cut cannon hero eight/mg, as well as for
'Atteolcius aircraft levelling, eta, the aircraft may be flaunted on hydraulic hoists
For lifting the airoraft with the aid of the hydraulic hoists, the following
!brut :Wine are Melded!'
. (a) two point* in the loser section of the rear spar, at rib No. Of the
' first detachable wing portion (at port end starboard aides)./nor to counting the
.kydraullo hoists, the spar is fitted with throat plate, at these points (See
Assy 1); .
? ? ?
50X1 -HUM
?17?
(b).end point in the tail portion of the fuselage, mar the tail skid, under
frame No.66 (See Ass) V);
?(o) one point in the front portion of the fuselage, ander frame No.26. .
Aircraft lifting suit be carried out on ? concrete footing designed to tab-
stand a specific pressure of not Ions than 7 kg/sq.co.
-The-hydraulic hoiats say be eoployed for lifting an aircraft having not neve
'than 23,000 lit. of fuel In the tanks, provided the speed of the head wind does
not exceed 5 Miseo..
The aircraft lifting procedure should be supervised by the chief technician:
. Hydraulics Hoists
(See rig.?)
The following hydraulic hoists are employed for lifting the aircraft: .
1. Two hydraulio hoists 2 (32 t cannon) each) fitted under the throat plates
in the rear spar of the first detachable wing portions.
2. Hydraulic hoist 3 (11 t capacity) fitted under frare Bo.66.
3. Hydraulic hoist 1 (11 t capacity) fitted under fremago.26.
Hydraulic hoist 2 fitted under the thrust plate in the rear spar of the wing /
oonsists of the following main parts'
? (a) hydraulic system'
(b) throe pasts;
(o) three bed plates with spherical supports;.
(d) upper and lower links;
(e) front and rear wheels.
All main components are connected by memo of bolts allowing hydraulic heist
diesseembly.for shipping purposes. Hetet assembly ie facilitated by match numbore
stamped on its detachable oomponents. Miring assembly parts with identical Pushers
are assembled into units.
? The hydraciln hoist power section (See May A) acne/ate of the following
gain. parts:
(a) supporting head;
(b)rod lead sore. 4;
. .
(a) hoisting nut
($1) looting nut 7 with reversing mechanism;
(e) rod and cylinder.
The hydraulic aciiel operates in the following manner. With the aid of
handles 6 and nut 5 lead screw 4 is driven out to the required height, but sot
Grar 400 ea, at which height the sore' cones op against the atop. When the /wino-
lie fluid enters the cylinder, the rod goon up. It is retained in position by look-
ing not 7.
A clearance of 1.0 to 1.5 mm should be ensured between looking nut 7 and the
thrust end face of the cylinder. The hydraulic hoist rod Id forced down by a
speaial reversing mechanism mounted en the locking nut. To bring the rod down,
lower looking nut 7 until it roots against the oylindar, unlock screws 8 and turn
them in as far as they will go, then rotate handles 6 ocaenter-aloasies to bring
the rod down. With the rod In the required position, set screws 8 in the initial
position and look thea.
hotel Remove aaaaa and dirt, commutating in the above-piston space, through
the wash-mat plugs.
? '7-7 F10. REIGN '
""? ? (3 - - ? o 0 . - NO - ?-; DISSEM-,.
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NO F_OREIGN DISSED4
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.--....18
: Beltt 117drutilio !Men
(See fig.?)
? .The hydraulio apnea of the hoist comprises:
. (a) power seotini .
. (b) rasp 91 ?
(0) reservoir 10 and Beaty vanes.
Wash of the hoists uses 12 lit( of hydraulic fluid ANP-10.
. Pips lines running from the pump to the .reeenotr and to the power section
? ton ane op of steel tubing.
The neer notion of the hoist is comprised of non-return valve 16, safety
valve 15 and by-pass cook 17.
? .To lift the aircraft, sone cook 13 all the war out by turning it in the
olockelse direction. As a result, cook 21 will open thereby alining- hydraulic
? fluid from the reservoir to be directed via the filter to the pump, whence it
. will be carried to the pourer sootioh oylinder via the pip line and non-return.
' vain 16. .
To lover the aircraft, slowly turn out cock 17, thereby opening It and eon-
nesting the 0710der with the return lips; as a result, the hydraulic, fluid will.
not directly Into the reservoir. The rate of aircraft lowering is controlled by
eoth 27. Should it become oeceseary to discontinue aironft lowering, quickly
turn eon 17 all the war in.
?
Hoist Pons
' (See big.?)
.. The hoist poste have spherical supports at their ends allowing the power
section to he set thrtically with the aid of a plumb. The position of the power
notion is adjusted by rotating the spherical support with the help of handle 20.
. the 'Aortae' supports ore hinged to the bed plates.
When the hoist is transported assembled, the bed plates are retained in the
horizontal position by bolts 21 or by carrion. The hoist in sinned on throe
wheels.Whe front wheel counted en a special truss is steerable. the fork of this
wheel carries toe-ter 23 serving for connection of the heist to a truok or to
another hoist Caring shipment.
,. The two nor wheels of the hoist are anted on.a ?onion bar.
Rein 3 fitted Thier /Saes Po. 66 differs from heist 2 by ihrload-oarrying
ospadlty and in that it Ma a movable supporting head (en seer 5).
To prevent hoist 3 fron overturn:it-during oirnaft.lifting, its power secs- ?
. lin is furnished with a movable supporting heed arranged in the elsornft longi-
tudinal ans.
Hydrants hoist 1 fitted under fro* 10.26 serves as ? safety support during
aircraft Lifting. This hoist differs from hoist 3 in.that it has swivel support 24
Instead of the hen. ?
. .
. Deists 1 sad) are served with 10 lit. Of hydraulic fluid AD1'-/0 *man.
? ?
technical data of the hydranlie hoists are presented in Tenle.2.
t?-? 15?
? Technical Data of Hydraulic Hoints hood
Lifting Aircraft
' Technical data
Plato of inatallation
Thrust
plater) pa
sing rear
spar (See
Fig.7,
Ref.Ho.2)
?rano Ne.66
(Seatig.3,
Ref, No.)
?rano No.26
(See ThltS,
Ref.No.i2
.
Load-parrying capacity, kg
32,000
11,000
1.1,000
Waists height of hoist, cm
2300
1800
000
Wartrzun height Of hoist, ma
3350
2980
2600
Sore. travel. mm ? .
405
230
230
Power cylinder rod travel, um
650
950
950
Pressure of bed plates (450 me in din-.
meter) on ground when lifting fully
loaded aircraft, kg/sq.cm.
6.5
.
4
4
Cylinder displacement, lit. .
10.7
0
8
Reservoir capacity, lit.
U.S
10.1
10.5
Pressure in cylinder at earn= weight
. 200
140
140
of- aircraft, kg/ete.cm. .
,
Rffort on pump handle when lifting air-
20
20
20
craft with rated load, kg
?
Weight of hoist, kg
add
-.400
-.410
Number of hoists inset per 1 aircraft
2
? 1
1
Preparation for Aircraft Liftlug
1, Set all switches in the 077 (88KJUSEa0 ) Position.
2.0eleano the parking brakes and make sure the lend ng gear wbools aro free.
3. In one lending gear operation in to be checked, into that the torsion
links of the main landing gear struts do not carry Boren lamp: (rig.8).
tote. If aircraft lifting is not connected with adju tment of tho mechanism:,
? oontrolling landing gear operation, the worn Dens ear to left in
position an the struts so as to decrease heigh of the airomft lift.
4. Install the thrust plates on the rear spar, at rib N0.5, for the nein
heiete (See lig.7. Rof.'Ne.2).
' 5.1htke oertain that the aircraft is properly grounded, eel that the ground-'
it& wire is long enough to ensure a proper contact between the night and the
ground atter the aircraft has been lifted.
6. In winter, clean the thrust plates of ice and now.
7, Chock to see that the holes in the spherical support ndjaptieg Donn
necks are not ologged 'nth dirt, which =ay affect vertical at:patent of the hoiata:
S. Mike sure the hydraulic hoists are in good repair by chociing the reser-
voirs for the presence of ?annuli., fluid, the joints for tightness, and the hod.
Pisies for proper ettnohment to the spherical support cavern. lliainto the do-
foots dkteoted.
. 9, Check the holete for proper operation, for which rarreAo close by-pass
cook 27 (See Fig.?) end swing the pump naudleanworn1 tinea, cAttag cure ths notst
rod goes up. -
10, Take the chookn ten under the wheels, remove the eerviee ladearo ard
other craned eqUiratOt which clay interfere eith the aircraft liftialt.
?-ct-
? .
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. Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4 i
. " ' i'd .
. .. . Ozurt.b-r! -
. NO FOREIGN DISSEM
:--1,..--=,
_ -
Li
? . Mounting Relate . ?
? Prior to -Ming the hoists under the thrust points of the airoraft, proceed
? fen fol aaaaa ?
? la Tully extend the hetet *heels. .
2. bring"the hoists under the thrust points of the aircraft. Loser the hoists
? onto the bed plates, for which purpose bring their 'heels to the extreme upper
position.
C107101: Newer start lifting the airoraft with the hoiete positioned
on the wheels.
' 3; Poem the easiugafrom the heist heads.
4. By rotating thi lead sore's of the hoists to be fitted larder the wing rear
'par and under frame Uo.66, bring the hoist reds up until they rest against the
spherical surfaces of the thrust plates.inatelled on the aroraft. Lift the sup-
port of the hoist to be fitted under frame No.26 until them is a clearance of 10
' to 15 rn (See Zig.?, Ref. tto.24) between the support surface and the aircraft skin.
Y. Operate the pumps, and after making sure that the hoists are properly
" fitted under the respective thrust points of the aircraft, proceed adjusting the
vertical position of the hoists, caking use of the lover spherical support screws
and the plumbs suspended from the hoists.
lifting Aircraft
1. OU teamed of the technician in charge of the 10Itiog procedure, start
bringing up the rods of the two main and the tail hoists; seo that the rod of the
tail hoist goes up at the same rate as the other two, to avoid Imposing ? toe heavy
' lead on the tall hoist.
. 2. When lifting the aircraft with the aid of tee main and one tail hoists,
the rod of the hoist fitted under frame No.26 should be extended in ? manner allow-
Ind a 10 to 1.5 un olearance to -be agora provided between this airoraft akin and
the hoist support surface. This hoist serves as ? safety device preventing the air-
oraft from tipping with Its nose forwards therefore no load should to imposed an
It during aileron lifting. .
the lifting preoedure completed, the rod of the hoist fitted under frame No.26
will be taken up se that Its support should closely cantata the frame.
. 3. As the aircraft in being lifted, It In mammary to always shift the hoist
. . looking tut darn the rod,thereby keeping the red all the um in. the locked post-
tion to prevent it from toning dose in owe of hydraulic, sten failure. After
the lifting procedure is ecapleted, relieve the hoist hydraulic system. '
, -4. If the landing gear is net to be extendod?cr.retraoted, the aircraft should
. he lifted to a height encoring a 50-mn clearance between the wheel tyres and the
. groond. In can the landing gear in to be *hooked, the elearouce should amount to
100 as. Per the male landing gear bogey this !clearance 'willies determined by the
pcaltica of the front wheel trUple, as the rear wheels are lifted higher than the
- trout coos due to the scalene of the stabilising cheek absorber.
P. Raving lifted the aircraft, cheek all hoists for proper looking. ' ?
: Lovering Aireiaft
Olee ?
_ ?
? 1. Peke Sure the Ouvicse ladders end ether equipment lying under the aircraft
or tier it do not lateens with air-Draft lowering. Mitotic the hoist rods, for
which purpose take up the looking nuts.
1. Open bflase cock 17 is the hoist fitted under frame No.26, and bring down
'the betatron together- with swivel support 24. ?
---....._
. --_-? - ? n:-..0 .,a , 0 . , . ! - - .77-7,777 .---7-gicrrprevawbigsiiii---::
. , -., ...._ _
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.
50X1-HUM
' Then mount iLe hoist onto the fleets and move It frau under the aircraft.
I. On command of the technician In charge, start lowering the aircraft.
-Sothis end first open hp-pass cocks 17 Installed in the holatn fitted under the.
rear spar of the first detachable slug portion, at rib Mo.5. fly-pass conk 17 in
the hoist fitted under frame Ro.46 should be open only after the nose strut steels
?touch the ground. From this moment on, aircraft lowering is accomplished with the '
ala ILIZOrtreelfh:::t
above sequence of operations is not observed, simultaneous
bewaring of the rode In all of the three hoists before the none strut
wheele touch the ground any cause damage to ?traria akin at frame tio.66.
4. After the hoist heads lees contact with the thrust points of the aircraft
(a ?leonine* is formed), fit the chocks under the airoraft sheets and bring the.
hoiat weep and acress all the way down.
If the rod in In the extreme lower position but the hoist head is still in
oontsot with the aircraft thrust point, rotate hoist handle 6 counter-clockwise
to take the hoist bend down.
7_ Mount the helots on their wheels and neve then from under the aircraft.
O. Cover the upper parts of the hoists with casings.
7. Remove thrust plate, from the wing rear spar.
?
Operating and Maintenance Instructions
1. When lifting the aircraft lath the purpose of checking operation of the
landing gear content mechanise direst particular attention to the position of the
waving Supporting heed of the hoist fitted under frame No.66, since careless
installation of the hoist =sy lend to the tall 'kid tattlog the hoist head edth
resultant damage to the electric mechanism.
2. When lifting the sircraft for removing the main landing gear wheels, fit
the helot, under the flog rear ?pore in a manner snowing easy removal of the
wheels.
3. Than checking the mechanisms controlling landing gear extension and ret-
raction, put the weight and the aircraft grounding wire into a special packet.
arranged in the noes otrut bay, and drop don the grounding device from the Cabin
of compartment 0-2.
4. Keep the hoists clean.
5. rIll the hoists only sail hydraulic fluid AMMO. '
6. Poor Westin? field AVD-I0 into the hoist reservoir, with the power
cylinder rod decreased, are that the fluid does not contain any foreign matter
. ennoble of ologging the filter. .
The minions and maxi= levels of the fluid So the reservoir are Checked
oith the aid of a geoge rod attached to the filler plug.
7. It is recommended to check the condition of the hoist packing rings at
six months' intervals.
8. Treat all threaded and robbing surfaces with amATmv-zoi lubricant at
regular Intervals.
9, The hoist surfaose having no protective paint coating should oe periodically
coated with petrolatum.
10. During prolonged idle periods the face of the hoist pow cylinder should
be lubricated one, a month, for which parsons the rod should he brought in the
Mier position after Inserting 25 au.em. of hydraulic fluid Amr-to into the
cylinder (through the wash-out Napa),
11. Prior to moving the heists from the storage area to the aircraft, first
lubricate their rode and then bring then down.
3 ? .) ?? 0 ? ? ri 0 ? n . n ? er? ? ?
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oztatrir - -
NO FOREIGN DISSEM
0
-
12. Water an dirt atemmulating in the above-piston space of the hoist
should be periodically discharged through the cash-out plugs.
? la fth hoists should be transported about the Witold only on the wheels,
with the bed plates lotted.
. 14, Prier to ttttt eg.the hoist under the aircraft.
' (a) use the red gauge to chock that the reservoir contains the required
amount of hydraulic fluid;
. cheek to the that the hoist operates properly, for 'Mob purp-cao jock
:the puce handle several tinea watching the red to AP apt
(e) athipnlato the genes of the spherical supports to set the hetet in the
vertical position, thechleg it against the plumb.
15, trilb the aircm4ft being lifted, the helot not boar against its bed
plats?.
. 16, to leakage ef hydrauli,. fluid is allowed in any of Um hoist joints.
Platen up the joints if leakage has been detected.
la the hoist any be transported may when it is in the vortical position.
Should It be atheasary to transport the hetet in an inclined or horizontal posi-
tion, the hydraulic Mid should be first drained out.
16. it handles 6 (Set rIg.7) seise daring hoist head loaning, never try to
norm* the difficulty by twenties on the hazels/1 to avoid their breakage.
19. On that the protective covers and. the threaded portion of the hetet
? Support are in good othditlen.
20. glove reservoir abut-off took 13 (See rig.7) than the hoist is inoperative.
6. norm= Ammer to tan or mom
the aircraft is positioned in the line of flight on the following othasionat
? (a) for checking the aircraft levelling data against the certificate;
? (b) for gun bore sighting;
. Wei The levelling points designed for gun bore sighting are warted with
' red spots en-circled by blue bands.
. (e) for Installing grre.horicon A/16-2, turn imaleator 3YDa46 e the tasty,-
. went swab of both pilots, and Pita tube TO-1561
(d) for thightsq the aircraft.
The aircraft is positioned laths line of flight according to the levelling
points preened on it. units. The levelling points of the fuselage are arranged
? in the horizontal plane passing through the hoilzontal nferooth line of the
aircraft. The levelling points are 3-=, diameter holes mode on the fuselage aides
and harkedivith 20-an di.. red spots. Apart from these points, the tutelage under-
' side has bole, with thread 11410.71 the boles ars arranged In the aircraft ?flash?' ?
plans GM are designed to receive the shackle of the plumb string. These holes are
likewise. meted with 20-ca dia. spots. the levelling points on the wing ana the
!tethers are mead and matted with 20-=, dia. rod spots. The linear dimensions
lateraining the position of the levelling Pointe of the wins and the enDeinnaga are
fic Om as to at. allowance for the deflation resulting from the weight of the
'thnstruotica at the aircraft canted on three hydraulic heists. Positioning of the
airmen is the line of flight should be accomplished in a closed building. The
levelling data are cheated en the aircraft carrying no one, fuel or ammunition,
eadwith the ladled Par Wended.
Placing the &Storert mounted cc the hoists in the line of flight in field
mindititho la not allowed if the speed of the lattd exceeds 5 Weeo.
50X1 -HUM
? 23 ?
. Preparatory Operations and gquipment
1. Use four hydraulic hoists to lift the aircraft to a tutigldt allowing a
clearance Of not less than 50 ma to be provided b 00000 n the wheel tyres and the
ground:. ?
2. Potation the tripod for the levelling instrument to the loft or to the
right of the simian in the .vicinity Of frame No.12. at a distance of 6 to 7 m.
front its longitudinal aria, or in the vicinity of frame ko.57 at a distance of
5 to 6 m.
Baling mounted the levelling instrument onto the tripod plats, fasten it '
.with the check sore' and then set it in the horizontal position, mating one of
the level. For cheokIng horizontal adjustment of the levelling Instrument, It Is
turned three times in auccessiot through 1200; the levelling Instrument tube
should be moved to ? new position smoothly to avoid disturbing the level adjust-
sent.
.3. Check the condition Of the levelling pole. This pole carries a swivel
head with a pointed stud and a clamping strew at One ond. and a plumb at the other.
Depending on the height of a particular levelling point, the levelling pole
length may be adjusted after loosening the olamping sprees. When ?hooking the
levelling data of the airoratt the levelling polo should be held in & position
allowing the stud point to enter the levelling point hole, while the pole proper
oust be set vertically (aocording to the plumb).
Longitudinal Positioning of Aircraft In Line
of Plight
(Pig.9)
Longitudinal positioning of the aircraft In the line of flight (so that the
horizontal reference line comes to be arranged in the horizontal plane) is per-
formed relative to points 30 and 31 on the fuselage aurfath (at frame, 5os 21 sad )53 .
by adjusting the height of the hydraulic, hoist fitted under front Mo.66.
Both: The position of points 29 and 32 relative to the horizontal plane
should be measured with the aid of the levelling instrument when
checking the aircraft levelling data; points 33, 34, and 35 should
to measured rhen performing gun bore sighting.
Transverse Positioning of Aircraft
in Line of Plight
(Sot P16.9)
Tree/mere* positioning of the airoraft In the line of flight is carried out
relative to point, 10 and 10' by adjusting the height of.the left-hand and right-
hand hoist, fitted under the respective detachable wing portions, where the rear
epar axle troth's the axis of rib no.5. The .airoraft position is checked against
points 30 and 31 (located at the airoraft sides). The respective positions of
these points relative to the horicontal plane must not differ by more than 2 ma.
Levelling points 10 and 10' are located in the lower zones of the rear spar of
the first detachable wing portions, on the area of ribs No.4.
Notes when carrying out transverse positioning of the aircraft In the line
of flight, it is neoessary to remove the swivel head from the levelling
pole. .
Adjustment of the aircraft position with the aid of the hoists should be
Derforaed in a smooth manner.
0 0 0
Trrri7r.7.77T-C1CrlOnEIGLI4A511cPt.,
. ? t
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A0708061-0600-1-4. 0.
NO FOREIGN DISSEM
ariunr1T
7. .AIRCHAPP L59811.830
. (dee 118.9)
? Checking the relative position of the airframe taitto by the levelling point,
is known as aircraft levelling. The procedure consists of the following two open,.
tides: ?heckled the relative Positions of the levelling points (aa to their height)
with the old of the levelling Intranet, and checking tynmetry of cone of the
levelling inlets projeoted onto horizontal surface (on the hangar floor, on the
,ranny or on sore connote ground) with the help of plirns and a coasuringban.
Levelling is carried out only after positioning the aircraft in the line of
flight.
The aotual results obtained In netsurfed the relative positions of the levell-
ing points should be within the values presented in the levelling data of san
aircraft. Thefts data are usually given on a anoint blue print which represents.
the in donnut to be coneulted when chinned the aircraft levelling data.
nen levelling the aircraft, check the following:
2. Position of points 29 (29') end 32 (32') on the fuselage.
nresSesIble displacement of points 29 (29') relative to points 30 and 31
should be within -10i6 en, and points 32 (32') - within -26710 on.
2. /pile of setting and transverse position of the ming.
The angle of wing setting is detenned by the elevation of levelling points 74
9, 14 and 16 on the wing rear spar over points 11, 13, 13 and 17 on the front oath.
respectively. These data (In linear measurements) are given In Table 3. .
Table 3
?
Levelling Data Deteanining Angle of ging Setting
. Point Noe 81b No.
according to s000rdIng to
118.9 ilig.9
2122231?29
ara
4110vastno
ma
::::issible differ-
between eleva-
tion values for
right and left wings,
ma
? 10-11 4
- 12-132 7
. 9432 ? 7
14-13 ?. 13
? 16-17 a
. 0
25
12
.21
15
28.5
1/
27
ts
2:4
6.7
7
7
6
4
t Colors 3 oontains
Points 11, 13, 15
The transverse position
aid 16 relative to point 10.
tnnts) an given In Table 4.
Point Nos
&morales to
DIEGO
?
12-10
9-10
14-10
- 26-10 .
el vatic= values of points 10, 22 9, 14,and 16 over
aS 17 for the let an] right-wing respectively.
of the wing is determined by lowering of points 9, 14
flirlowtring values of these points (In linear agtuntri-
2 a b 1 ?
Lernallig Data Doteredning Transmits Position of ding
Rib No. noon -
Ins to 718.9
7
13
? 24
.
. ? . .. - ? _
:..: m? ? ?Th? n - ,ci n ? I ------"/M-7-r?NO-FOREIGN DISSEM.-;::.
.. .
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
Lowering,
24.3
37.3 ?
236
' .575
Allowances,
-3
217
4
PernIssible differ-
enoe Lonnie lowering
values for right end
left wings.
en
4
17
n
-
50X1-HUM
?25?
Wei Column 3 contain the lowering values of points 12, 9, 14 and 16
. . relative to point 10 for the left and right wings.
3, angle of setting and transverse position of the stabilizer.
The angle of stabilizer setting Is doternined by the elevation of points 21
and 23 on the rear spar over points 22 and 24 on the front spar respectively.'
These data (in linear messureentis) are given in Table 3.
The transverse position of the stabilizer is deternined by the elevation of
point 23 over point 21, which should amount to 141118.mm. The different in aotual
elevation valuta for the right and left sides of the stabilizer should not err
end 18 en.
2 ? b 1 ? S
: Levelling Date Determining Angle'
' of Stabiliser getting
Point Nth
according to
724.9
Rib Ho. accord-
ing to Pig.9
?
Elevation,
rn
. .
allowance,
C2
Pernanible di!-
tenni between
elevation values
for stabilizer
right end left
sides, zn
21-22.
4
48.3
14
? 4
22-24
14
a
LH ?
.
.
Dotes Colton 3 contains the elevation val es of points 21 and 23 over
points 22 and 24 respectively.
The aircraft units are checked for symmetrical position relative to the
longitudinal axle atter checking relative positions of the levelling points by
;
height. The air raft sinmetry axle is represented by the straight line aseuningly
drawn between the pluobs suspended from pointsl and 2; pointe 0 an 3 should not
deflect frn th axis by more than 2 on. Projections of the levelling points
pato the hertz? tea plane,. when checking the airoraft units for anmetrical
arrangement, Sr determined with the aid of plumbs suspended fro= these points.
Adftb:rolh:::n: :out the airoraft axis of sym th
etry on the floor, e ba n
lee
should /
Differe oe in distances f. between points 3 and 16 projeoted on the floor
to the right and to the left of the airoraft. This difference should not exceed 20 C3.
2. DIfferanoe in distances S between points 3 and 12 projected on the floor
To the right and to the left of the aircraft. Th13 difference gust not emend ID ca.
36 Difference in distances 8 between points ) and 23 projeoted on the floor
to the right and to the left of the aircraft. This difference ehould not exceed 10 cm.
4. Difference in distances r between points 25 and 26 to the right and to
the left of the aircraft. This difference should not stoned 20 on.
Trent Point 26 is located at the and fairing of the fin; point 25 - on the .
stabilizer external akin at the intersection of the rear spar and
rib No.14.
7.1
J 3 0 0 -n 0 n n ? eN yr,
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.. ? ? onunET
NO FOREIGN rimsEm .
. ? n ? . . 50X1 -H UM
'the shove systems are serviced with the help of a measuring bucket and a funnel
0, MM) 301711a/3/12 7011 SUPPLYING HAMM with a gore (8270 meshes Per 1 oq.n.).
WM FUEL, OIL, MOM, COMPRESSED AIR ADD POW
U
.Charging of the airoraft with liquid Innen is aoccmplished by the use of a
seaman "erelong truck carrying liquid oxygen, or Dour flan and a charging
Servicing the aircraft on the parking area or preparing It for flight In-
pipe. TM charging pipe carries at Its ends special attachment fittings with '
wolves filling its tanka with fuel and oil, charging the airoraft ranee with 4
salines for connection to the standard erelong truck and to the aircraft pipe
hydrenlio field A3U-101 air and oxygen, as well as supplying it with power fres
? union (at frame No.13, starboard). .
. the ground sources.
? Pr ease of transportation and stowage the pipe Is split into two parts, the.
Servicing the aircraft with fuel is performed by enloying tenoning nuoks,40o4 of each part being
cloned with plugs 'applied with the pipe. '
Stich deliver fuel through ten serene tank fIllera in the following sequence,
For charging the aircraft air rote= with compressed air a spiral cylinder
. bank Is employed, comprising 3 to 7 compreand air ?winders, carried on ? four-
wheel cart (or on a truck)and mounted on two wooden imparts (718.10). The cy-
linders are furnished with-a comer manifold and a pressure gauge for 170 kg/aq.0m.
.To prevent
Tank group 7 (aervioatank No.6, left and right);
Tank group IV (service tank No.16, left and right);
? Tat group III (emewlee tank No.10, left and right);
Tank group Il (service tanks No: 4 and 3); .
? Tank group I (service tanks Nos 2 and 3). moisture in the cylinders'froa finding Ito way into the aircraft an
- The amonat'of fuel delivered into a group of tanks'is rooked with Mu, help
erste?, the cylinders are mounted 53 the supports at an angle of 17 to 200. Com-
of filler floati (See Pig.51. Pressed air from the cylinder bank la fed into the aircraft an system via a ?
'
?
flexible naming hon. The hose is oriented to the pipe union of the aircraft
Fuel delivery into the tanks of groups I, III, /7 and 1, le effected via
?
eldbt filler floats (two floats for each of the tank groups). .air panel located at the left engin' only after it has been blown with air.
Then charging the air rant. pressen Is ?hooked OT the reeding, of the
Tanks of group it: tank No.) is furnished with a meoh,u,loal fuel level in- -
Pressure gauge torted on the cylinder busk hon. After the aircraft rate? has '
. dintraorted on the tank proper, whereas tank 50.4 is filled through thefloat
been charged to the, required pressure, coins the valves on the air panel of tho
of tank group T. nen the aircraft le serviced with fuel, tha filler floats are
left engine and on the cylinder bank manifold, loosen the onion nut holding the
Inserted into the fillers of the tants of tbe.reSpeotive group. Each of the floats
bean the =mbar of the respective tank group stamped upon It an has a scale Mahn? to the hhhtehidi bleed pressure from the charging bon and then detach the
three division*, painted dark-green, yellow, and red. The dart-green colour de-
latter from the air Panel of the left engin..
? notes that the tank is empty, the yellow colour means that the tank is filled CAUTION: Do not detach the charging hose from the left engine air panel,
with feel, and the red colour earns that the tanks are overfilled and that the unless air has been bled fro= the forcer,
? fuel has entered the aircraft vent syetem. The floats should be always kept Mean In case a cylinder bank is not available, 'Marge the airman with oompresa-
and stored in a room on special hooka.
Oa air.hy employing (umpteen? air 'cylinders extended at an angle of 15 to 200.
'
?
Do pot nook on the float body. Do not allow pressure in the cylinder bank or in individual compnrod an
To accelerate aircraft refuelling, fuel may be delivered by two, throe, or cylinders to drop below 10 kg/aq.m.
Prior to transporting the orreased.air cylinder, to the aircraft, fit them
- four re/Milling trucks at the eons time, with the above sequence of tank group
with ',ant; rubber rings to safeguard the cylinders against Wart. Coarsened air
? filling-duly. oblervad. In ease of urgent necessity, any order of tank filling is
allowed, provided-a hoist is fitted under frame No.66 to prevent the aircraft cylinders should be etred on racks under a tent.
The rlinder -bank Is also. employed for charging the wheel tubes, the atabi-
. free pitching onto the tail skid due to dlaplacenent of the centre of gravity.
? The fuel dispensing guns should incorporate filters with saute 110.006) lining nook absorber, and the Inning gear shock absorbers. Prior to charging
the wheel tubes, remove the nut holding the horn to the left engine ear panel and
(8270 meshes per 1 agma.). If the float pointer bind" during fuel delivery into
the tank, shift the pointer towards the green division. After the airoraft re-
Install the wheel tubs charger in Its place (Fig.11).
fuelling procedure in completed the tank filler* should be securely closed. for rote' The charging hoses should be always kept elan. Do not twist the hoses
? this, fit the plug into the tank filler and press it in the *entry' carted with - or dint the farts. Of their union nuts. Cannes handling of the oharg-
tha word RUC (PRESS) thambr airing the plug flush with the akin, fag hose rill usually result in failure of the reference, pressure gauge.
See that the coaling rubber on the filler plug is intact.
Pilling of the tanks incorporated JO the system of engin lubrication, Power is delivered to the aircraft from ? D.C., 27.1 - 28 lc, 17.4kW souse*.
turbo-starter starting, the mato as Barg/Inv hydrnallo systems is performed by Each of the airoraft has a box for commotion of the ground paver source to the
. ? special serviolng truck. Th, truck carries three tanks, not leas than 100 lit. aircraft =ID' and a set of males. The cables end the box allow connection of ',
;
co for starting fuel, notion of InsPeation lamps, solders, eto. To Safeguard the box terminals
one or two aircraft to the remind power Bonn's. The box has reoeptaolea.for son-
against
.-0?1,0"ity eaohs
?
lb) for hydrattlio fluid . +nen biscuits which are likely to doom- due to moisture aoll dust, the box should
. (pi for IEC-13 or transformer oil. :
Sash of the above tants has a filler hose with a dispensing gun and a /Ilan
(gauze having 8270 noshes per 1 Delivery of starting feel, hydraulic
'fluid AVS-10011 NE-8, or transformer oll into the aircraft tanks is effected
' with the -aid of a hind pimp. In ease no spacial 'ciernoing truok is available,
be protected nth ? tarpaulin tent attached to a rigid frame.
?-?."
...?
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'"", * azurcET-
NO FOREIGN DISSEM -
Cl
0 e
28 ?
9. AO/LIM 1001114019
Sidonlio Jack for Replardectint of Landlo
Over Mole
?
. The equIpont designed for replacement of the landing gear wheels includes
. two Wrote. jacks, ? rigging fitting and bolts for its attend:not. For. rendes
? oat of the Coo wheel the hydraulic jot is fitted under the leg on the nose
strut (Flg.12); to prevent the aircraft fres rolling back *hooka are fitted =di
. the vale landing gear wheels, With thi aid of the hydraulics jack, the none steel
is brought to. a height allowing wheel replacement to be carried out. For replant
cent of the main landing gear whole. monnted-on the front male of the bogey, tb
. slick is fitted under the special lug in the lower part of the bogey; In ?nee tb
wheels counted on the rear axle of the bogey ere to be replaced, the Jack should
be fitted Under the rigging fitting which is metalled on the aircraft towing ?
bracket (718.131 and is held In place by bolte. Raving replaoed the whole, rem,
the rigging fitting and turn the bolte into the bracket holen.
adroit* Seek data are as follows: capacity ; 20,000 kg; mini= height .
230 n21 natiourrlwight - 70 cu; operating pressure - 720 kg/eq.cm.
The pump of the jack pee Fig.12) is operated by means of' cast rocker 1.
TO Upper part of the odor mounts handle 2, the lower part aoommodato the an
and to spindles with rollers which actuate the jack Purls Plungers as handle 2 I.
being shifted in Other position. The rocker has ? removable axle with a lock.
Randle 2 Is retained in. the rocker recess to a pin with a look.
? The Jack pump operates as follow,. When rocker 1 is displowd, one of the
pump plungers foron'the operating fluid into the power section of the jack,
. aeons the other plunger drawn the fluid from the reservoir (See 718.12).-
Thils the plunger ?noes down, the operating fluid le forced through valve 7
into the pressure line and further into the power cylinder whose rod lifts the
aircraft. Simultaneously, the apace under the other plunger. le filled with the
operating fluid supplied from reservoir 4 via valve 3. when pressure tomes to
stood 340 kg/sq.cm., safety valve 6 opens thereby bleeding emeinive pressure
? into the notion line. The return travel of the power cylinder red depends on OM
. talon of by-pass cook 10, which hy-panao the operating fluid from the inner int
' the outer cylinder, when the aircraft Is being lowered. As knob 8 of cook 10 is
' being turned in, ball oompronal spring 7 and opens the by-pass valves. Thorp
the opening forced between the ball and the knob rod, oil from the inner reeervot
. flOw221a the duct into the outer reservoir, thereby allowing the rod to come te
the 10eir position.
The -Janke and the rigged fitting are stoned In ? container.
When not in nae,.the dank should be covered with a hood to protect the poen
motion fron dot sad said.
Operating fluid (hydraulic fluid LOP-10) is poured into the reeerVOir Mel
i funnel with filtering gauze.
. ?
Stem Servioime Ladder
(Plg.14)
/be aereleing ladder is ? collapsible metal struoture. Its foot platform it
.nomuted at a height of 3029 n2, The ladder hand rails are laid with rubber when
the ladder is likely to contact the aircraft attn. Located under the foot platfen
is a eposial Wm for stowage of soft footwear to be used when performing some Or
. rations on the aircraft skin. The sere:31ns ladder 13 wonted on two wheels and
? 29 ?
50X1-HUM
two supportingoones proloting the ladder from spontaneous rolling. The ladder
Is furnished with a 'scraper and brushes for oleaniog shoes prior to elimbing up.
? ? Stabilizer Servicing Ladder
(Pig.15)
Apart from Its direct purpose the ladder may also be oployed for servicing
thb:a:loont
platform of the servicing ladder is located at ? height of 3300 cm;
the height of the ladder complete with the hinged portion amounts to 5670 em. '
Yor scribing the stabilizer on the underside hinge off ladder 4 and bring the
&Orvieto& ladder under the stabilizer; then lift wheels 5 by mean, of ono 9
and set front upright 3 onto the supporting ono.
' The servicing ladder can carry not core than three man at ? tine. To reach
to the upper part of the stabilltar hinged ladder 4 should he set in the upper
position, for whith purpoeo
. (a) release the retainers of strut 3 in the lower part of ladder 1;
(to) set hooks 7 of strut 5 on the tuba of front upright 3 and Operate
winch 10 to lift hinged ladder 4 to the upper position;
(o) lock the hinged ladder support on front upright 3.
Saving adjusted hinged ladder 4, bring the servicing ladder to the stabilizer
so that the upper part of the hinged ladder laid with canvas comes in contact
with the stabilizer tip.
Then set upright 3 on the supporting ones.
Hinged ladder 4 can accommodate only one person,
Moto For ease of transportation, the servicing ladder oan be readily die-
assembled; all its coponect parte are marked. The marking should be
restored whenever It is found to be damaged.
On the Airoratt parking ground the servicing ladder is transported to tee
men; the ladder ihould be counted on four whole, the trailing wheels being
swivel ono.
Over longer distances the earvioing ladder 13 transported in a truck.
Storage and Care of Auxiliary equipment
All nuriliary equipment employed foraircraft servicing should to kept in ?
closed building. All threaded joints and moving parte should be treated with
rommi-201 or KB lubricant at regular intervals.
Oen using the servicing ladders, check the condition of the supportlngcOnse,
which should to properly sharpened, eopeolally In winter One.
Slings
The aircraft ground equipment Includes 13 sets of slings which, according
to the list of the ground equipment following below, are designed for handling
individual unite of the aircraft. The slings allow an individual unit of the
aircraft to be suspended in a manner most oononient.for work or to be moved over
short distances. The :sables in a sling est are so arranged that the lift resultant
passes througl the centre of gravity of the aircraft unit, MOO; causing the.
latter to occupy a definite position.
In acne slings the cables are furnished with spacers manufaotured in the
form of barn or tubular welded triangles.
A sling set consists of the following component parte:
1. A shackle for suspending the allnn from the hook of ? took-mounted orano
r) ' ? -. ? FOREIGINIIDIpSEM
?
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NO FO4EIGN DISSEM . _
1.
LW'
?30-
2. 0ne or animal cables and spacers.
fastening
1
3. 6 device er grip.
Each sling set has a tag carrying tuatruotions on the use of the given sling
16.
and the No. of the drawing according to which it has Veen nanufaatured.
17
tig.16 illustrates arrangeoent of slings on individual units of the aircraft.
18
? Flamm for attachnent of the sling lifting nyea on the surface of the detach-.
19
able 'notion? of the wing, fin, stabiliser, elevator/1, and rudder are marked with
20
.blaOk rings. 20x30 az in site.
' When Installing lifting eve, see that the respective planes cti the durfadee
of the unit In question are protected with glued rubber pada, safeguarding the Mb
against dacmge.
Do not employ slings for handling loads other than specified.
Should it be necessary to adjust the length of the alizq; cables with the aid
Of turnbuckles to nate possible removal and installation of the engine, see that
the ends of the bolts do not project beyond the cheek hole* in the turnbuckle
bushings. ?
The slings should be kept in a cloned building; their cables should be treat.
ed with HHATI1D-201 lubricant. Inspect slings for condition whenever using them
and at regular intervals. In cane of worn or ruptured strings in cables, dented cm
. stripped threads on_bolte, etc., recondition the parts or replace them hy new ones
? If damged beyond repair.
20. LIST MY IHMUND SOV111010 EXPLOTHD IS AIRCRAFT
1111HVICI110
los ?DesorIpkion
a
Drawing Ho.
? I. HOISTING DEVICES
Hydraulio hoist fitted under frame So.26
? 2 Hydraulic hoist fitted ander frame go.66
3 Hydraulic; hetet fitted under firet detachable wing
seoti?draclio jack for replamment of wheels
5 81tralifarnuginte,
d 811txmofor turbo-starter
7 Slinfilfer detachable wing section, with lifting
nee H9920-250,..231, -252, -233
8 81ingrofor stabiliser with lifting eyes 89931-102, -103
9 Sande for fin. with lifting eyes 89934-1, -3
10 el/refer ailerons with lifting ayes 89935-4 -
II &Use for landing flapn of detachable wing section
with lifting eyes /19920-32, .34
. 12 Slings-far rudder with lifting ties 89933-31, -32
- 23 Slings, for elevator with lifting eyes 119932-1, -2, 41
rt. 'snug. El311116139
A. Air and Hydraulic erste= Soweto* Equipment
14 . Wheel tub! charger
15 .Wheol tithe pressure gaugel
. . . .
H9901-10
39906-10
89910-0 .
E9942-40
?H9960-14
89960-33
EP3920-85
H9931-100
H9934-0
H9933-0
119920-31 .
89933-30
851932-0
. 189941-31
.89941-41
a
22
50X1 -HUM
?31-
z
Drake aysteo pressure gauge
Flexible hoes for *barging air vat= (Fig.17)
Landing gear ehock struts oharger-and -procure gauge
Charging pipe union for item H9941-3
Third danpor replenishment unit (71.6.18)
Installation for flushing brake system with bydr?=11.;
fluid (716.19)
Truck-mounted hydraulic test unit (Fig.20)
Wrenn* 'tent unit includes; measuring lirdnumonis
(daps 39941-31; 29941-48), PcXe (119941-5), and
?
charging pipe onions (89904-210, 39941-110, 119941-31'
D. Aircraft Towing ?twilit/ea
1.
23 Tow-bar'
24 Nose wheel control gear
23 Cable .
C. Airfroma'Serrios Equipment
26 Stabiliser service ladder
27 Service ladder, for first detachable wing section
28 Ladder for cabin of oompartaent 0-6 .
29 Stand with scrapers and brushes used for climbing
Into cabin of oorpartment 0-2
'
29a Wheel chocks; .
29b Telescopic ladder for inspection of rudder (F18.21)
D. Squipment for Mounting and
I Dismounting Aircraft Individual Units
30 Nein landing gear wheal remover
31 drake disco recover
32 Nose wheel remover
33 Meal tyre renewer
34 Tixture for installing Drew seats.
3, Wing panel remover
36 Bogey for installation and removal of larding gear
wheels .
37 Sore? elan (spacer) for main strut torsion links '
30 Sore, alley (spacer) for nose strut torsion links
39 Levelling pole
40 Stains mounting cart ?
S. Squipment'for Checking
. and Adjusting Hyatt/cm
41 Calibration rheostat for regulating temperature of
cabin glans panels on ground (Fig.22) '
' 42 De-leer thermometer (Fig.23)
43 Unit for chocking fuel vete? control equipment
H9941-310
119941-3? .
39941-48
119904-210
39842-0
H9936-130
?
H9956-0
I29942-110
H9942-0
119900-20
/15931-0
H9920-0
39904-250
119902-5
11.9941-0
89941-0
119941-7CH
H9941-360
89941-290
01-431
89973-21
29920-120
H9941-110
H9941-320
29942-70
139999?30
3363
H7907-20
117907-0
89972-10
^
.? in . fr.) ? ' NO FOREIGN'theSEIse-,
Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4 " ? .
1' -. .-- ? ...., ? -?
, :?..:,- -
en - (.3 rl . ri - r---, . - - - . ,
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NO FOREIGN DISSEM
50X1 -H UM
? 33--.
1 1
2 3
F. Blectrio Equipment, Filling Equipment,
83
Rubber oat for protection of aircraft skin
against damage
0999943
Containers for Storage of Ground
84
Rubber mat to be used when ?orkIng in fuoelage
09999-66
Equipment
tunnel
Ilectrio cable
44
117211-31
85
Blanking cover for air intake duet
19969-42
43
Electric cable
H9972-30
86
Blanking cover for exhaust pipe
09369-46
46
Pipe enclosed in cover 09999-460 for charging oxygen
09978-0
87
Blanking cover for noossn hole
59069-60
system
88
Plug for statio pressure openings
H9977-10
47
Feel indicator float
09961-500
85
Plug For starter
89S68-3.
48
Fuel Indicator float
09961-600
90
Casing for folded-dipole antenna
119599-1.30
49
Box for Goo:motion of Power suPP17- souros
09972-0
91
Plug for opening in wing leading edge
a9:199-92
. 50
Fuel drain hose
H9999-270
92
Plug for opening in front part of fin
39999-94
. 51
Feel drain hoes
09949-273
93
Plugs for signal flare 9KCP-39 release openings
09999-456
52
Funnel for oil
89999-16
Plug for fuel jettison pips-
R9920-260
53
Funnel for hydraulio fluid 1BT610
H9999-28
95
Plug for engine nacelle blow-out connection
54
Flannel for Inserting hydraulic fluillIMP-10 into
brake 8756111
H9956-300
96
Casing for rear folded-dipole antenna
89599-150
.3/
Can, 15-lit. capacity
09999-3
H. Armament Servicing Equipment
56
Becket, 8-lit. capacity
09999-400.
97
Service ladder for special compartment of fuselage
28112-10
57
Bucket, 10-lit, capacity
09999-20
96
Service ladder for tall .gun mount
29504-500
58
Pan
09942-180
99
Ladder for special fuselage compartment
08412-30
39
Container In bomb boy
89999-350
100
Dial and fixed index to read tr eeeeee of upper
B9581-580
60
Container for storage of aircraft-carried tools and
9999-100
and belly gun turrets
,61
accessories
101
Fixture for setting protractor when measuring.
29981-680
Container for rigging
9999-210'
safe ranges
0. Covers and Plugs
102
Target for gun bore sighting (nose)
99i31-130
?
62
Cover for fuselage compartment located between
9999-51 ?
10)
Target for gun bore sighting (nide front)
39981-.1.31
Frileles FO3 12
104
Target for gun bore sighting (aide rear)
89981-132
63
Cover for fuselage compartment located between
09999-52
105
Target for gun bore sighting (tail)
09981-133
?
frames Nos 12 - 22
106
Fixture for levelling circular station mounting
19901-710
64
Cover for fuselage compartment located between
B9999-75
platform
frames Nos 22 - 36
107
Fixture for levelling strut station platform
H9581-700
65
Cover for fuselage emporia:Int located between
!ramie Sos 36 - 50
108
Fixture for setting belly turret in horizontal
position
09981-600
66
Cover for fuselage compartment located-between
frenes los 50 -64
119999-34
109
Fixture for setting optical protractor on tall
gun mount
Fever for tall gun mount
H9999-55
110
Hoist for belly gun mounts (Fig.24)
89981-0
68
Cover for horizontal tail
H9999-56
111
Slings for tail gun mount
119980-0
69
Cover for first detachable wing section
09999-57
112
Slings for upper gun mount
H9980-10
70
Cover for second detachable sing section
09999-38
113
Slings for lifting and turning special belly mount
19991-650
71
Cover for main landing gear strut looks
09999-90
114
Ledder-orans for servicing upper won mount (Fig.25)
19331-200
72
Covers for main landing gear wheels
29999-80
115
Slings for armament
19981-620
73
Corers for nose wheels
H9999-81
116
Bracket for unit C-13 (checking operation of system A)
74
Cover for nose strut look
H9999-88
75
Cover for Pitot tuba
11999972
if tea: 1. Safeguard the measuring instrumento and the hose
of hyfraulle
76
Cover for cannon barrels
H9999-89
test omit 09956-0 against gasoline, 'oil, dirt, and
-.oletnre.
Cover for mowing gun =mit
09999-451
After work wipe the instruments with a *lean *iota _ni keep
78
Cover for aerial Gemara mount
B9999-452
them In a case.
79
Cover for antenna of range finder
H9999-454
2. Installation 09956-150 and test unit 39956-0 say be kept out-
80.
Cover for transponder antenna
H9999-455
side the building as they are furnished with proteotIve caning,.
81
Cover for radio altimeter PB-2 antenna
H9999-456
NO-FOREIGN- DISSEM -
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oztatET
NO' FOREIGN DISSEM
0
3,1;
3. wine panel remover 29920-120 and bogey E9941-110 for installation eU
removal": the landing gear wheals rtir be kept outside the building.
-All other equipment desisted for amemting-and dismounting of airoraft .
individual units should-be kept in ?matinee 219999-210.
' 4. turn wowing ooeponents of the equipment referred to in Section D of ttn
- list 'Mould be treated with annini-zoi lubrioant at regular interval
P. The squirmier listed in Seetion 7 rust be stored in ? container.
.50X1 -HUM
Chapter II
aIRCRAPI AWRA12..CARS ADD wanTrurc3
1. PEEVE7/1CM ADD ELMIRATION OF CODSOSICU
When the aircraft is parted in the open for a long tire, corrosion develops
in the metal corponente of Ste structure due to atmospheric noisture, dust, and
dirt.
Therefore, keeping the internal and external surface. of metal components
*leen at all tiros, as well as timely removal of atmospheric moisture, is eo-
semtial for protection of the aircraft against attacks of corrosion.
Proper maintenance prolongs the life of the aircraft and provides for armory-
ing its flight characteristics. . ?
The ..troraft surfaces affected by exhaust games, and the surfaces exposed to ?
terperature of over 100.0 or contacting thermal insulation, as well ea riveted
end molded seams, Joints, clearances, etc., should be constantly kept under
oloma observation.
toe structural components which are rade of aloe:drum alloys and have no print
coating are usually protected by the anodic layer only; therefor guarding of this
layer against mechanical damage, dirt, and moisture is quite essential for prevention
of corrosion.
Care of Aliereat Dotal Surface
2. When perking the aircraft in the open, put on the covers for protootion
of metal surfaces against precipitation, loing, and eachanical damage.
2.*If the aircraft ie parked 'Outside the hangar for long periods of tins,
subject the akin surfaces to thorough interaction twice a month in summer and
once a eolith in winter, to BOO if there is Any corrosion, and to take appropriate
measures for Ste elinination.
3. Do not plate metal.objeote, parts, and tools directly on the aircraft skint
? see that no waste cotton or cloth soaked with oil or other chemical agents Si
left lying on the skin.
4. When working on the aircraft, use soft, clean nate, tubber nate, and soft
footwear (rubber shoe? with felt soles or other shoes having no metal nails In
thee) to guard the aircraft surface against necbmilcal darnel prior to entering
the aircraft thoroughly clean the shoes of dirt.
? before putting the eats on the aircraft thoroughly clean thea of sand end
dirt.
5. Do not 'role, total brushes or scrapers for cleaning the aircraft surfaces.
If an ice coating bullds.up on the aircraft Ouriatt, remove it by blowing the
affected areas with hot air. -
0 0 0 0 WPOEEICIN' DISSEM
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owe
NO FOREIGN Elena
0
_
Cf:
56? '
?37?
. The temperature of the air used for renytiros ice from thredrfaco of the
pressurised cabina(C) -2 and 0-6) ehauld not exceed 45'0; other eurfaSes may'
be; blown with air at a.MiMeereetare of not over 120*C.
' 6. After every flight, especially after a high-altitude flight, proceed.
foliates' ?
. (a) open all hatches for airing the aircraft, and extend the wing flame
(0) remove oil atoms, aplasen5 end coot by ming ?lean cloth or waste cm
?
to soaked in clean gasoline 840 or in white spirit; than wipe the mirfeteet
' with clean ;mate cotton; ?
(o) remove dust and dirt from all accessible places by employing a vain=
cleaner or clean soft sloth slightly soaked in clean gasoline 8-70 or in whitt
. spirit;
.(d) one epeeist care when wiping the aircraft surfaces exposed to erhaUst
gases with clean coft cloth soaked in clean gasoline, 8-70 or white spirit. a
? procedure Ewald biparried out after each engine starting Or running.
7. It is very important that no electrolyte should be spilt on the nirend
metal surface; therefore exercise utmost care whenever removing storage batten
-from or installing than In the aircraft; perform all operations pertaining to
. storage battery servicing outside the aircraft.
However, if sons electrolyte does get an the metal surface, no atter what
painted or net, immediately mob the affected area with a Jet of water, repaint
the procedure emu time, after which wipe the surface with clean dry waste oh
. or blow it with compressed air.
Keep the affects. area under observation for a month and enter the reanlia
inspection in the aircraft Service log.
?
? - Care of individual Attachment Fittings
When prdesecting in compliance with the Inspection Guide, do the fellatio.;
I. Inspect the coupling bolts in frame Noe 2, 12, 26, and 69, in the cub
.pl.cana, detachable wing metiers,. and engine tmeelles. For this, open the reaped
access panel, or thorrel insulation and check the bolts for damage ami corroalte
2. Inspect the control links and cables in the fuselage and detachable eiX
sections, opening the respective access panels for the purpose. Wake sure the
cables are free of broken strands and corrosion.
? .3. Chock the durite hoses and their fastenings for condition. bbltiple and
at the surface layer of the bones are allowed.
' 4. Inspect the exposed surfaces of the rods Incorporated in the landing En
and tail skid Mock absorbers; inspect the surface of the rails, elifgen cylindoe
and cmgen Installations. lbs thrums-plated surfaces of the rods and rails expel
alwairticeated with petrolatun or other neutral. lubricant. (HE-30, EX-60, or
LOUSTRI-201). .
.? Lubricate these surfaces anew, if dry. Pricy to flight reteve lubricant fret
She throne-plated friction Bur:aims. Inspect the following surfaces having no
protective Matinee, the universal Joint of the nose landing gear brace strut, d
444444 of the min strut, rod, etc.; see that they are properly lubricated.
5. 144;444.44e waterdrainboles and Glean them. if clogged.
50X1-HUM
Restoring PMteretlyti Coatings and Eliminating Correalen
All operations pertaining to ep.11oatIon of paint tooting? may be twat of
all performed in hangars. In dry and calm weather the' work may be carried out
on the airfield In which case the ground around the aircraft should be watered
and the aircraft itself should no placed in a dust-protected area. Shen applying
paint coatings the air temperature should not be below .12*C.
eben an atomizer is employed for painting individual components inside the
aircraft, use chests of cardboard, plywood, and paper, or pieces of cloth to
safeguard other parte having intact coatings against paint apram;
For more rapid drying of the protective coatings (primer, enamel) local
he Sing ray he resorted to. Local heating may be effected by the use of reflec-
tor lamps and heaters A1111-1 or 8118. The heaters should be provided with flexible
been allowing supply of warm air to the areas in question. The Or coat be
heated to .a temperature of 50-60*C. In the pressurized Cabins paint coatings
Mould be dried by air heated to a temperature not exceeding 45"C.
Before use, the protective compounds are diluted to the required viscosity'
with the aid of a diluent in compliance with the data presented in Table 6.
Table 6
Data Pertaining to Viscosity of Protective Compounds
Dilute. by Various Diluents
Nos
Name of protective
compound
name of diluent
Vimmity an immured
by visoonito or 03-56
(notate No.2), mo.
for ateniser
for
brush..
1
2
3
?
5
1
Primer An2-1
. Gasoline 840 or
white spirit
6 - 10
15 - 20
2
Primer A1W-7
la mixture of rylens
?
and white spirit, or
rflano only
4 - 6
10- 14
3
Primer VINO
Xylem.
? - 6
12 - 20
4
Enamel A-140
Gasoline B-70
. a - 10
15 - FO
5
Sacral A-1.50 '. .
Gasoline 8-70
8-10
15 - 20
6
Enamel A-26X
Gasoline 9-70
a - 10
15 - 20
7
Enamel 1:83-16
P-5 .
5,5 - 4.5
5-10
a
Enamel raa-la
PL5
5.5 - 4.5
5 - 10
9
Enamel A-67 .
Gasoline 8-70
8 - 10
15 - 20
10
Emmet "Vyap-25"
White spirit
10 - 25
15 - 20
The viscosity of the pro active coMpounde is deters:1cm' with the aid of
viaiosimotei 03-56. The visa sity of a compound is determined tc. the time
Period (sec.) during which 50 cu.cm. of the compound heated to a temperature -
of 20% drain out of the funnel (nozzle Bo.2).
If.viecosimater. 03-36 is not available the viscosity of diluted protective
-compounds say be determined by the following method. '
Banlet a brush or an atouicer to apply ? layer of protective compound onto
a glass or metal strip, 10.15 on. in size,- set at an angle of 45't then check to
en whether the compound spreads 011 the surface evenly.
FOISCiN-151a8Eit-?,
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41, J ? a 0 ? 0 ? 0 n ? 0 ri ? e", -
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oztasET ? ? ?
00
?
, . .
NO FOREIGN DISSEM
-
? ? . --- 38?.
r it no ryas or tweeds are developed on the surface to which the protective
@mound has been Applied, thavircosity of the compound may be considered
adequate.
? ' ?11 materials ezployed for reatorationsf protective coatings and foe
rereval of corrosion should oorply with the Specifications.
The list Of rateriale used for the purpose in given in Table 7.
? Arta
. In ease corrosion (white peredir) is detected on the internal framing '
cerement? and on the inner side of the akia,.treat the affected areas in the
following tanners ?
1. Oleo the areas in Inention with waste cotton Or Cloth cooked In clean
gasoline or obit's spirit.-
2. Clean with hair, gram, or bristle brush. If traces of corrosion are
still present after the above treatment, rub the surface with waste cloth soaked
la gasoline and powdered with emery dint Uo.220.
3. Wipe the Gleaned area first with waste cotton or clean cloth soaked in
clean gasoline or white spirit, and thee with clean dry waste cotton.
4. Apply a layor of primer 11r-1 or Al/D-13 onto the cleaned surface, using
an &Scatter or a brush.. The viscosity values of these primers, as measured by-
viscosimeter 03-36 (nozzle Uo.2), should he an foll000t for primer Anr-1 -
6 - 10 Gee. and 15 - 20 sec. Oen applied with an atomizer and-a brush respectively'
for primer Anna - 4 - 6 sea: and 12 - 20 poor reflectively.
5. 107 the primer coating for 5 hours at ? temperature of. 12 - 170,
for 4 hours at a teaperataxe of 18 - 27"0, or for 3 hours at 28 - 351'0. ?
Padzser ABIL1 should be dried for 36 hours at ? temperature of 12 - 170,
for 24 hours at 18 - 35'Gr Or for 4 - 5 bourn at 50 - 70'0..
em atomizer ir a brush apply enamel 1-150 to the prized surface .
if the part is acsonaodated in the pressurized cabins (compartrents 0.2 and
e4) or .a layolof primer Anr-1 or 1.11N8 containing 5 to 8 per cent aluminum
powder, thin dry the obtained coating. When drying pricer 1RD-1 or ARP-8 follow
the directions of Point 5. Enrol 5-150 should be diled'for'36boureat.12 - 17'01
for 24 boors at 18 -27?01 or for 6 hours at 60 - 700.
WSW% Rover use leaded gasoline for cleaning the area attacked by oorrosiam
lop -restoring the 155.4 varnish coati/seen the eta wan, treat thee:footed
areas an follower ? .
. ? 1. Thoroughly rdb the surface with bristle brushes amply treated with
turpentine.
2. flys dzy with *lean cloth,.
50X1-HUM
___ ? .
: . Tabl?
materials Used for Restoring Protective Coatings
. Material
-Grade
Colour
'
Viscosity as measured
by viscosimeter 03-36
or 83-404o.
Drying time, hr
as de-
livered
for
brash
for
atoni-
ser
at
12 -
17"0
at
18 -
35'0
at
60 -
70'0
.
at
90?0
and
over
1
2
3
4
5
6
7
8
9
10
Primer
.AAD-1
fells.
55 - 45
15 - 20
6 - 10
1 I I I llllllllll ? IYP
24
4
3
Sono
522-8
Some
-
12 - 20
4 - 6
6
2
-
Boatel
1-140
Steel
20 - 31
15 - 20
8 - 12
22
4
-
Sane
-A-150
Dark green
20 - 31
15 - 20
8 - 12
22
4
-
? Same.
133-16
Gray
5-10
5-10
3.5-
?
4.5'
Bare
13345
Aluminum
4-10
5 - 10
3.5 -
16
-
-
.
4.5
Same
1.-2611
Black
18 - 30
15 - 20
8 - 12
24
5
-
Saco
1-67
Red
20 - 31
15 - 20
8 - 12
22
4
-
Varnish
135-4
Glen:
-
13 - 15
2
4
.
Preparatloa
102-T
Sante
-
-
-
-
' Siccative
Uo.7640
Saco '
-
-
-
-
-
anzi grease
-
-
-
-
.
Petrolatum
-
-
-
-
-
Gasolinel)
5-70
Clear
-
-
-
-
Ironer)
-
Sane
-
-
,
-
Mite
spirit-4
-
Sere :
.
_
_ .
-
Lubricant
MAWR-
White
-
_
_
-
201
Ragas/um
made ?
-
-
-
-
_
_
Chicalc
anhydride
--
Reddish-brown
.
_
_
Sulphuric
acid '
-
Clear
-
_
_
-
-
-
. x).For diluting enamel? and *primers 1,1 aflame of these a :pounds are used.
-3. Using an atomizer apply two layers of. varnish 135-T. Each of the varnish
' layers should be dried for 24 Aura at a temperature of 12 - 35'01 for la hours
at 36- 500; or fort hours at 60- 70'G.
'Prat, in a provisional measure, the part surfaces with damaged coatings
' as; be protected against corrosion by treating them with petrolatum.
Da layer of petrolatum amid be periodically renewed.. .
Petrolatum in removed with gasoline; pricer and varnish 'are
. applied as directed above.
Varnish I35-T is prepared by nixing it with preparation 102-T, 39 15r of the
DozParstion being added.to each kr of the varnish. After adding preparation 102-T
.?fl 0) ? ? NO"FOREIGNDISM
N.
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thOroughlY stir the mixture with an aluminum blade for 5 to 7 min., then add 13 gm
of siccative No.7640 end stir the mixture spin for 10 to 15 min.
' 'Prior to adding Preparation 10e-2 into varnish 135-T dilute it with the
equal amtnmt ormlene. In case preparation 102-T has thickened, heat it to a ?
temperature of 40 to.50?0 prior to adding it to the warmish.
CA09100: L. Tarnith.shoold be prepared just before being used, since the
' ready compound may be used for 4 hours only.
: 2. Prior to use filter the varnish through two layers of gauze.
3. Tartish should be prepared outside the building or in a Vented
cabinet: the man preparing the varnish should use helmet C-1 or a brecAto
Mg mask and wear rubber gloves.
- 4, In case preparation 102-2 gets on the skin, wash the affected
. place with 5 - 10 per cent solution of aemzela or Mb it with a cotton
wad soaked in acetone. Then wash the akin with warm water and soap.
Parts Made of Magnesium Alloyo
In case corrosion is detected on the surfeits of the skirts or skin panels
fabricated of magnesium alloys, proceed an follows:
1. Boson corrosion products by cleaving the areas exceeding the affected
spots by 5 to 10 ma to bright metal using a scraper or emery cloth.
- 2. Rub the cleaned area repeatedly with cloth or cotton vests soaked in
clean gasoline 3-70 or in white spirit, then wipe it with :AY Olean cloth.
3. Treat the effected area with a solution of the following composition:
Magnesium oxide 8.9 Sr
Chromic anhydride - 45 gr
Sulphuric mid (sp.gr. 1.84). .... 0.6 - 1.0 cu.cm.
Water 1000 cu-cm.
Apply the solution with a cotton wad attach' 1 to a glass or wooden stink.
see a dry cotton wad to remove excess solution from the area not subject to the
treatment.
Dry the part surface treated in the above mareuer for 30 min.
4. Employ an atomizer or a brush to coat the effected area with two layers
of primer AIIP-8 or ADIL1 containing 5 per cent zlominun powder or 1UK-3.
. DM each layer of primer ANP-8 for 5 hours at a temperature of 12
or for 4 hours at 18 - 35?01 in the ease at primer AXIL1 each of the layers should
be dried for 48 hours at a temperature of 12 - 17?0, or for 56 hours at 18 - 35*C.
- 5. Using en atomizer or a brush apply a coat of coloured enamel to the af-
fected area, dive the inner framing components and the inner side of the skin a
mat of enamel 4-150; apply a layer of enamel 123-16 and a layer of enamel 123-19
successively to the skin outside. Enamel A-150 on the inner framing components
SOW he Substituted by an enamel of a different colour (to match the colour of the
.00mpenent in question), such as-black enamel 1-26/1, steel enamel 4-140? red
enamel 1-47, etc.
6, Dry the 223-16'enszel coat for 5 hours at at temperature of 12 - 17? or
fort hours at 18 - 35?14 Ahe drying ties forsruimol 283,19-amunts to 12 hours
and 8 bombs at a twmperatere of 12 17W and 18 - 35'0 reemotivell; enewolw
1-140, 4-150, l-2611r and,A-67 require. 48. hours for iryingat'a temperature of
22 -i7?0, or 36 hours at l8-35W:: ?
CAUTI01:-Am in the tame of aluminum alloy parts, it is etrictly prohibited
to employ leaded gasoline 3-70 for ski-fate cleaning purposes.
--- 41 ---
? 7. As a Previsional measure, the arms with damaged coating may be protect,
::.rajwli:billgol primer and enamel applied as laid down in Points 4. 5, and 6.
especially ln winter, when it in not possible to.use
air, by coating the surface with a layer of gun grease
Prior to giving the affected area a coat of warmish (when
temperature is not less than 12'0), the gun grease should be react-
ed 8. The oxidizing solution is prepared as follows. _
First aim magnesium oxide with e small amount of water in a beaker until a'
semiliquid consistency is obtained. Then add 400 to 500 cu.om. of water and
introduce chromic anhydride by small amounts In cold surroundings, stirring the
mixture all the while. Keep stirring the mixture until the magnesium oxide is
completely dissolved (until turbidity disappears). After this add the specified
amount of water, sulphuric acid, and thoroughly stir the resulting mixture.
50X1-HUM
Protest 1. The mixture should be kept in a'olosed slam vessel.
2. 100 cu.cm. of the solution are required for oxidizing 0.2 to
0.25 eq.m. area.
?
Parts Ride of Ferrous Metals
If corrosion (rust) or damaged protective costing is detected on steel part.,
exclusive of the parts having chrome plating, such as shock absorbers, landing
gear, rails, etc., treat the affected areas in the following canner,
1. If the part is painted, first remove the paint coating from the affected
area by rubbing it with Cotton. waste soaked in- special remover CA.
2. Remove rust by us1.46 yigid hair, grass, or bristle brushes, or emery
cloth 30.170.
3. Rub the surface first with cloth or cotton waste soaked in clean gaso-
line' 3:70. and then with clean dry cloth or cotton waste.
S. Apply a layer of primer MILS or AFItl Using a brush or an atomizer,
. 1A7 the AML8 primer layor for 5 hours at a temperature of 12 - 17W, or
for 4 hours at 18 - 35'01 primer A2161 requires 48 hours at a temperature of
12- 17?0, 36 hours at.18 - 35?C, or 5 to Shears at 70 - 60'0 for drying.
5. Using a brush or an atomizer, apply a layer of coloured enamel to mateh
the oolour of the part in queation (for instance, the colour of enamel 4-140
matchm the colour of the lar4ing gear cylinder).
Then dry the enamel layer for 48 hours at a temperature of 12 -ira, for
36 hours at 18 - 35'0, or for 5 to 6 hours at 70 - 60*C.
?
CAUTION: When eliminating corrosion never use a file, remover PAD,- or
leaded gasoline.
. Whenever the lending gear shock absorbers gat covered with s cost of redd-
Ash -broom rust, rub the affected area with clean cloth, soaked in gasolineS-70,-
until the runt is removed. Then coat the affected area with. dehydrated petrolatum.
Keep the area under close observation.
If deep corrosion (in the fcm of black pits) develops on the landing gear
shock absorbers, resulting in 1,akage of hydraulic fluid through the sealing.,
the shock absorbers end actuating cylinders should be replaced by new mew.
CAUTION: Never employ leaded gasoline for cleaning the affected areas.
*'! ) NO FoREIGN DISSEM
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--- 42 ---
? ?
Should corrosion be detected oi the throw -plated parts, oerform the folldwins
epirstlonst
(a) clean the affected area with emery powder'NO.200 - 220 applied to
-sloth ?Fr-cottonwaste soaked in gasoline 5-70;
(b) sr& the area with cloth or cotton waste soaked in gasoline 8.70
and then With clean cloth or cotton waste;
(o) wipe the surface with cloth soaked in drying oil preheated to 50 - got.
or in acne; .
? Mtn dry it for two hours at a temperature of not leas than 12?C.'
(d) rub the area with cloth soaked in gasoline until the drying oil file
is completely removed. If the surface has been treated with oil 1631I, remove the
latter with dry cloth.
2. CARE OP GLEES PANELS
:1?hen the aircraft is parked on the airfield, the glare panels of the cabins
should be fitted with covers for protection against the effect of the min rays,
atmospheric precipitation, es well as against mechanical damage and dirt. The
covers should have clean soft flannel lining. Prior to putting covers on the
glass pastels do not fail to thoroughly clean their lining of dirt, dust, arci
sand. ?
The covers should be washed at regular intervals. 'Shen. putting the covers
on, take care to prevent the gloss panels from being damaged by the metal fasten-
ings and other parts. After rain the covers? should be removed from the glass
-panels and dried.
-? When carrying out repairs on the aircraft'
? - (a) protect the Diver' glass panels by special casings or thick paper
glued up withnetrolateut
??? (0) see that no solvents get On the Organic glass (such as ethyl alcohol,
remover pa gasoline. remover, etc.), which may cause dinning of the glass
Pausle.
? Throughout the entire service period of the aircraft make visual inspection
of the ginas panels on the inside and.lutside at the termination of each flying
day. while 'doing so, Cheek to see that the glaze panels are clean and free of
(daps, cracks, or scratches: Direct-special attention to condition of glass
panels in side blisters where theareurve.fron the flange to the sphere.
In case dirt gets on a glass panel, wash the latter with water (delivered
from a Watering pot or wrung out wet-cloth). After washing wipe the glass
? dry with clean cotton waste noting the latter in a circular wormer and pressing
.. slightly against the glass surface' after that air the glass until it is
. oeepletelyrdried.
If the glass become grease-stained, rub it first with a dry cloth and then
with poste BEAD-2. ?
In case petite BWAV-2 is not aiallable, rub the glass with a cloth soaked
in soapy water (3 to 5 per cent solution), and than with cloth soaked in clean
eater, finally, wipe the glass dry.
' CAUTION' Never rub the panels of Organic glass with paper or other rough
or contaminated materials. Do not employ wool or silk fabrics either,
as they tend to fora.staticeharges on the glass due to rubbing.
Deep.sorstohes,..phipss or cracks are the cause for replacement of the glass.
The followingg-riefecte on the organic glass panels are 'allowable:
(a)-hair scratches,
50X1-HUM
-- 43 ?
(b) shallow ocratchss.and notches not forming a net;
' (0) minute aurface cracks ("silver") in the form of interrupted chains not -
exceeding 60 mm in length, with individual cracks up to 6 mm in length. Not more
than three chains are allowed on one glass panel.
Patti Defects listed in Ite9.(c) are not allowed on the side blisters. A
dinned blister should be replaced.
Removal'of deep scratches and "silver from the surface of organic gloss
pawls by means of emery cloth with subsequent polishing is not allowed, since .
such treatment will affect optical properties of the glass.
If numerous notches and hair scratches are developed, the organic glans
should be polished with paste MA2-2. Polish the glass manually, using a Cot-
ton wad, which should be first moved along the scratches, then across the soratehen)
and finally in a Circular manner, applying alight pressure. Do not rub the glass
for a long time on one particular area to avoid heating the surface.
CAUTION; 1. It is prohibited to use pastes other than specified.
2. Prior to polishing the glass check to aes that its surface is
clean and free of hard particles which nay cause additional scratches
and notches during polishing.
Every-50 flying hours, but not lees than once every three months, perform
routine inspection of the blisters' enter the results of inspection, in the
aircraft Service Log. Prior to inspecting the blister, remove ito external fil-
let and the fairing.
?Ss; The rubber profile of the fairing and the fillet may cause a frosted
strip and a depxesaion on some sections or throughout the blister
? length.
Such defects on ths blisters are allowed. They call neither for
repair nor for measurement of the depression depth. .
3. MOM tirescrnale
When carrying out preflight end postflight inspections of the stirrer.,
check on the following points (besides 'performing the operation. prescribed in
the Inspection Guide),
1. Condition of the rivets and aortas in the vicinity of the upper gun
mount. gee that no rivets or screws are loose or missing.
2. Condition of the surface of the tubular control links where they run
under the guide rollers. If the tube surface is found to be worn to a depth
of 0.5 an, turn the tube about its longitudinal ands through ISO? to preclude
further damage to the link.
3. Play in the hinged joints of the control links. If any play is detected
in the !hove joints, replace worn hinge bolta by new ones.
4. Engagement of the hooks and Supports of the mechanist jattiooning the
navigator's hatch door (after every three flights). Inspection of books and
supports should be made through the inspection porta located in the front section
of the hatch door.
5. Reliability of the locking devices in the Iiirjoints and condition of'
the supporting rollers. Make sure that thelink tubes are not worn under the
guide rollers and that the link hinged joints Sr. free of play. If. ? link is
. ' ? NO FOREIGN DISSEM
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46 -7-
;
found tO be worn to a depth of 0.6 an. turn it about the longitudinal axis throng
1600/ repleoe hinge bolts, if play Is detected in the binged joints of the lirdn.
6. After every three flights !heck the hooks and supports of the hatch door
jettison realm/se for proper engagement. Engagement is considered to be cornett,
II the hook roller is properly seated in the support recess, The hooka and auppon
are inspeoted through the ports located in the front at/Potion of the hatch door
armoured nil.
0
50X1 -HUM
? 45?
Chapter III.
?INSEtatgELAIIILEMOLEM211_401
9ABLAIIII_ISIEWARM
I. EJECTION SPATS
? Ejection seats enable the aircrew to abandon the aircraft in the air at
. any speed.
I . All the ejection soate are provided with safety devices which prevent
I. opinion with the emergency hatches unjettisoned, with the seats in the inter-
; mediate position? and daring perking.
. To prevent ejection in the first two cases interlocking devices are fit-
? ted which are incorporated in the seats.
. To prevent ejection in the third case (during parking) a ground safety
i device (a bolt with a tag) is provided. This device Is removed prior to take-
oft and is mounted immediately after landing.
. If employed correctly, the ejection seats are .1hr:elute's safe when working
in cockpits on the ground, while in the cane of emergency in the air they ensure
'. safe bailing out for the crew. ?
femoval and Installation of Ejection Beate
on Aircraft .
' Daring service It is necessary -to remove periodically the ejection Beate
Ira the airoratt so as to replace the explosive charges and main, springs of
the ejection guns, to clean. the ejection guns and perform othah work.
To perform maintenance operations and care of the pilot's ejection gun re-
move only the movable (during ejection) part Of ate seat without the carriage
and the areeered back plate.
For maintenance operations and care (charging, cleaning, etc.) of the ejec-
tion gurgef the navigator's, navigator-radar operator's,radio operator's,and
; mak gunner's seats.- remove the seats from the aircraft. Access to the ejection
I guna of the navigator's and navigator-radar operator's seats is enured by re-
! moving the *over of the hatches on the seat movable frame.
? ? 012 the radio operator's end rear gunner's seats the ejection guns are easi-
ly oneeeibie.
T
) - NO FOREIGN DISSEM
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_
? '7- 46
139a0ri Lutil Iflatp.11,1124_0i Mon
isatikvable_gerl itatbolit_darristea
IPA .32T03114-bilek St.&
(Pig.26)
.1. Remove amble 7 connecting the interlocking pin of the ejection gun to
the canopy cover. Dor this disconnect the cable from the flexible pin looking
. the safety pin of the ejection gum (the flexible pin should be left in it,
place).
2. Remove the canopy cover.
? 3. Unscrew four bolts of bracket 9 ecnitaing the ejection gun to the aa.-
soured back plata.
4. Rove the coat back as far as it will go end fix it in this position.
5. Connect the tranaVerse somber of the meaty hareem; by the bottom of
the seat and by means of a crane reaove the novabla part of the seat from the
aircraftthroughthecanopyhatch.
? 6. Unload ejection gun 5.
The inatallatien of the ejection seat =Table part on the aircraft is
the reverse of the procedure described in /tems 1 - 6.
After the solvable part of the ejection seat hoe been installed, check the
seat interlocking oaten. In the extreme rear position of the seat its lock-
ing pin must be depressed flush with the rail wing (Fig.27). In all intent-.
ditto positions when pulling the blind the locking pin should engage the Cal
on the axle of the blind drum over not less than 3 lam (Pig.28).
Benovalamlinstgllation_eirilot,gBjactiont_Seal
3a.4 Mosrld_back
(See Pig.26)
1. Remove cable 7 connecting the interim/ring pin of the ejeotiau gun
with the canoity cover. Disconnect the cable from the flexible pin looking the
safety pin of the ejection gun leaving the pit in its place..
2. Ream the canopy cover.
. 3. Move the ejection seat to the extreme front position. Connect trans-
verse Tabor Jo. 2671 to the armoured back plate. Engage the hook of the anew
Cable (goose-neck crane No. 78967) in the transverse member and tighten up the
cable.
4. Unscrew the rear bolts securing horizontal rail 12 (nearest to the air-
ormft centre Ube) guiding the carriage. MOTTO the scat to the extreme rear pm-
titian, then unscrew the front bolts securing 'this rail.
? 5. Slightly incline the seat in relation' to the aircraft side end remove
the rail from under the seat. Lower the lout and shift it to the aircraft ?
centre line so that the rollers of ths lamer carriage get out of the. second
guide rail.
6. Lift the seat with the cram and man it froa.the aircraft through the
campy hatch supporting it with both hands so that the seat does not touch the
other parte.
7. Unload the ejection gun.
The Installation of the seat on the aircraft is the reveres of the PCMDO.?
Tore described ia Items 1 - 7.
50X1-HUM
? --- 47 ---
Removal of Nevigator'sjeat
"rem Aircraft
(Pig.29)
?
?
Before removing the seat from the aircraft.
(a) screw in the groubd interlocking bolt which prevents accidental ejec-
ion
on tbe ground;
the coop hook of cable interlocking the ejectiongunwith
disconnect(b)
he cover of the emergency hatch from the ear on the cover;
(c) remove the hatch cover.
To remove the seat from the aircraft:
1. Place the seat to the ejection voeition, setting it.in the direction of
;light and moving it back as far se it will go.
2. Supporting the seat with both hands remove the quick-release bolt incur-
mg the ejection gun to the fuselage bracket.
Carefully lower the neat along the guide rails supporting it with both .
Lands and remove' it from the aircraft through the emergency hatch. This opera-
tion must be carried out by three men at least.
3. After the seat has been removed from the aircraft, unload its ejection
mn.
Ingtallapign_et ffetflgadox'R Rant
2a-Air2r111.1
ang.30)
1. Install device 7 on the bracket securing the ejection gun to the fuse-
age frame.
2. Pass cable 6 of the winch through the roller and connect its free and
4b lock 5.
3. Pass the free end of cable 4 of the thrice through the hole In the ew-
er breaket of the seat sliding frame and connect it to lock 5.
4. Using winch 2 lift the seat along the guide rails to the position
omitted by the device.
5. asmove device 7 supporting the meat by hand.
? 6. Insert the quick-release bolt raising the seat until the holes In the
wsoket match with those in the ejection gun.
&gavel of Rawletgr-Radar_02e/aporg Zigolign
Selt_frea .4.1LtEstt
(Boo 718.31)
Prior to removing the seat trots the aircraft do an follows, -
(a) screw in the ground interlocking bolt of the ejection sun
.(b) disconnect the snap hook of the cable interlocking the ejection gun
lth the hatch cover from the cover eye; .
- (e) remove the hatch cover.
19 remove the seat from the atnerafts
1. Secure the seat to the bracket on the sliding frame by DOOM Of the stop
? n its backrest.
2. When on the seat, open the valve mounted at the bottom of frame Bo.12
n4 Liver the seat to the extreme lower Position.
3. Remove the quick-nisei', holt supporting the seat with the hands from
?
SECRET
4; :3 (3 ?. NO FOREIGN DISSEM
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J J 3 n-Onn 00
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ozunET
NO FOREIGN DISSEM
C)'
?48?
. below. Carefully lower the soot onto the guide rails end remove it from the
? aircraft through the entrance batch. This operation requires four man at Um
4. ibleed the ejection gun. -
?- 'Austad:lotion ox Havigatos-Rodasflperaterls Seat
. 2a Airstatt ?
' ? on 11.g.30)
?
,1. Yount device 11 On the seat sliding carriage.
2. Pass odds 6 of the winch through the roller and connect its free ed
to Lock'5. . .
- 3. fleet the free end of device cable 4 under the neat and connect it *I
lock 5. . ? ? . .
. 4. Using winch 2-lift the seat along the dads rails to the Postilion Pn
spitted by the device. .
5. Remove the device suppoiting the seat by hand, ,
6.L-Insert ill, quick-release bolt lifting the- seat until the holes in th
eliding carriage. match with those in the ejection gen.
Removal from and Installation of Radio gyrator's
'sng jeer Gunner's Beats on Aircraft
. Olga 32 and 33)
Tbe'seats of the radio operator and of she rear gunner are installed ea
the aircraft and removed from it in the same manner as the navigator's seat.
When installing the seats, pass the cable of the lifting device under ti
lower brackats of its headrest.
- I
?
loading and Unloading Ejection Guns
loading and unloading, as well as other maintenance operations, should)
carried out outside the aircraft. .
. 111 the seats Stelmovbded with the system interlocking the ejection gm
with the hatch covers.: tkdreforerpriar to removing the seataYroa the elven ? .
it is tscessaiy-to dlaconnoct this system sad only seism' this remove the sex' The ejection guns of the seats ejected upward should be loaded as fol-
' ':.? Per this yarpone disconnect the snap hook joining the interlocking cab 1?.31'
' to"the eye en the hatch cover, leave the hatch cover interlocking pin in IU 1. Loosen lock nut 10 and unscrew union nut 11. ?
?This done, detach the firing mechanism on which safety pin 5 should be
.plece actsusire the cable in position on the seat so as to avoid accidentd
' pulling out of the Pin. .? . ? mounted, locked, and sealed.
-- '. 'glen flooring the seat fron'the'aireraft, the ground interlocking holtt
.be termed in its place. . . '? ' ? &pits If arming pin 6 was not mounted, after the firing mechanism has
' landing and unload:Loathe ejection guns nut be performed far from the been removed, press off striker 5 by ? metal pin with a diameter not
in *muss of 6 mm through hole 1 and insert the exiting pin Lute the
. eiroraft'in a specially prepared place by specially trained personnel.
Pert oftherod of striker 3. Mounting the armingpia1s shown in Pig.3%
. ? When slurrying out maintenance operations, the soots should be placed or .
. Stand constructed in the form of guide rails so that-the ejection gut is in
vertiealysitiot. ? - 2. Connect the explosive charge (01C7-T) with the firing mechanism for which
. . .
- ' . _
? . ? ? - f purpose tarn the firing mechanism with the firing pins avow!.
.
. .
' . CAUTIONI Shen.unloadingOnd lotting ejection guns, obseive the folloula The lower end face of the explosive el.em.
. .
1. Check the pipe con-
neationa for leakage by
means cf soapy water and .
tighten up thneonnectione
till the fault in eliminat-
ed
' 2. Remove' ani disamatm?
ble the valve. Olean the
corroded and scored radii '
with emery cloth, then
wank, the valve parts with
gasollne.'grude 11-170, and
wipe then. The valve tumor
bled, check it for =path
movement and Spherical '
valve 21 (See Pig. 118)
for leakage at a pressure-
of 6 kg/a4.ce. The time
during which presnent in '
the tank (15 lit. capaditY)
drops fre:a 6 to 5 kg/eq.cm.
cast be net less than 5 12146
St air pressure of 6 kg/aq.cm?
before thesphericalvalve,
open it with air Minas& to
rubber Oiaphragn 15 Vla Pipe
onion 22.atr a pressure of
? kgiaq.cm. ?
Onopeningthe valve
? pap Shoat be heard. She
?
. SECRET
1. 110 /rOREIGN-pIRSEW
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- _
0
cs?
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br.sunET - - -
--NO,OREIGNMISSENt
'
'
I
4
158
2
3
3
Pressure dovnetream
of the reducer does not
correspond to the rand
vain
? , check ovek, moan the
? - Wan in position '
3. The diaphrogo, of ' 3. Remove amijileo".
elrat?ft valve 1.7601 -455 Double the valve end ri-
te tont (Bee fig. 118 A, place its rubber
Ref. Bo. 15) After the valve baa b:11
apsembled, chalk tba
recess above the diqihma
for leakage under Man
kesq.cm.) of air Wa-
vered through pipe Ina
22 (Bee Pig. 118). lkdas
. this premiere appliedAn
not lass than 10 min. ia
recess must be wiled
The reducer is not Calibrate the man.
mperly calibrated In ease it la impomMtlA
replace the reducer.
Rote/ After the replacement or necking of separate units on the test stand
cheek the gaatightons of the entire system under a pressure of 4 lo/sq.e.
-- The tine during which prawnse in the system decreases from 4 to 2 kesai
: Is-arlicative of the. Linton gastishtneang it must be not less than 15 da
- COCKPIT FRESSURIZATIOZT 01Siltif
from an altitude of ' .1. Premature opening
1800 to 2200 a. no mirIof the KO-valve, leak-
plus pressure to creat- ke in its control valve
.ed le the cockpit lot in the emergency pros-
sure retsina valve
1. If during the MIA
after pulling out them
-
trot valve cora than a=
and pressing the ears=
ware release valve,5
suit persists, chock 0
vas for leakage aftw
the flight. If the velum
are leaky, remove the',
eaesenble, grind tb,
fit the seats and tta
test then for tightnals
and /over calibration
a special steed. In co
the sterol is not coldlea
place the defective'
no
2. Tighten up the lah
pipe line connectias
ace the damaged PIP.
This done, test the
antes for leakage
.3. Bon' the valve,
disaseemble and repo
2. leakage in the?
pipe lines connected to
valve
2
2
? 155
3
50X1 -HUM
?
raga or the control valve
diaphragm
O. :toeing at Orton
temperatures or canal
by scores and corrosion
of the 10(11 valve movable
pints and of the control
valve
the damaged diaphragm. .
This done. teat the valve
for leakage and check its
calibration on a special.
stand. It the stand is not
available, replace the '
valve
4. Remove and discs-
stable the nivel clean
the plans affected by cor-
rosion and scores. This
done, wash the valve parts
with gasoline, grade 9-70.
wipe them and cover the
movable parts with lubri-
cant, grade URATCU-201.
The valve assembled,check
it for smooth movement,
leakage, effort required
to open the valn,and pro-
per calibration using a
special stood. If the stand
is not [meltable, replace
the valve
Sant 1. Defective ORR valves and their defective control valves are replaced
in sets only, as those units. are calibrated on the stand simultaneously.
2. Methods of checking the 1001 valve and its control valve for leakage,
effort required for opening the valve nod calibration are.describod bolas.
Change in servos
;measure in the cock-
pit-according to alti-
tudes fails to corres-
pond to the schedule.
. The defect is Mitered
ad by tbe7B*15.81t17
tude and pressure dif-
ferential.geoge, with
the three-way APB-54
regatator In the cot-
not position both at
.the nornel end combat
ratings
: 5. Glossies of the
calibrating hole of the
APR-54 regulator con-
necting the control unit
and the cockpit
1. leakage in the
connections of the AP
regulator pipes connect -
ng the control unit and
the damper to the atmos-
phere
2. Leakage of the
IPA -54 regulator valve
- 5. Reraave.the regulator,
scavenge it with air and
cheek it in the.favanie
chamber. /f the fault per-
sista, replace the regulat-
or
1. Tighten up yokes and
oats in the connections of.
the pipes
2. Remove the regulator
and plug the pipe union of
its dotter. Build up a pree-
mie. of 0.3 Wags en. in
the regulator by delivering
dry air to Sal:hough the
pipe union of the three-way
cock. If at thin presort
0POREION-Di.S4M '-
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Declassified in Part - Sanitized Copy Approved for Release 2013/02/21 : CIA-RDP80T00246A070800100001-4
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POREngsgr
-01?1"
3
4
3 Unstable operation of
the APS; reghlator at
one and the sane altitud
both at the normal and
combat ratiags
3. Leakage In the
valve of the kpA-54
regulator
1. The regulator in
nioadJusted
2. ima)cmgo in the.
body of the regulat-
or solenoid
3. Preaature cutting
in. of the KRA valve
commas the valve is
aleadjusted in rela-
tion to the 0944 '
regulator
It altitudes from 0 to
1800 - 2200 n. the surplus
preasure exceeds 30= of
mercury (0.04 kg/Mbeer)
the valve is leaky, reph.4
it'
3. Rersie the repgazu
rata Check It in the pres
entre chamber hatirg nuts.
ed the pipe union emmech
Jog the damper to the at.
moephere. If during the
test pressure in the r"-
sure chamber changes aeftri
tog to altitudeo is ommli.
ante with the schedule, te
valie should be replaced.
If the pressure chamber
not available, replace Az
regulator
. 1. Replace the on.%
regulator
2. Replace the 421-54
regulator
5. Rei00?70 theMID-Se
regulator and the KRA '
valve together with it,
control valve ts check it
on the stand or in the,
pressure chamber. If UW
. adjbetable parameters of
. both the valve and the
regulator coincide. SM.
just the KRA valve to th-
ereon, pressure drop keep
? ing within the range of
0.43 - 0.46 kg/sq.ca.
that the new value of pe'
aura drop does not diffe
from the mat= drop slip
tamed by the 421-54 ..rer
later by more than 0.01 -
0032 hesq.cm. In case Cs
stand and the pressure
chamber are not azalea%
replace the KO' Vale? les
or the 1PA-54 ragas".
1. Lees of vacuum in )0 1. Replace the
the silphon of the realize
A2II-54 regulatorcoat.-
rot unit
2. Damaged (tarn) dia. 2. Replace the
of the pressure or ?
161
3I.
50X1 - H U M
2
. Combat rating falls
to get cut in
The cockpit fails
to get pressurized
release valve of the
APA-54 regulator
Poor contact or ?
break in the supply air-
cult Of the t211-34 reg9-
later solenoid
2. Inter-turn abort
circuit of the ne11.:54
regulator supply cir-
cuit
5. Jamming of the
regulator sole-
noid armature
1. leakage in the
riveted seams of the
cockpit skin
2. Separation of
Mickel pecking or lart-:
war over the glans edg
lag
3. Year of the cable
Packing gland
4. Leakage in the
plug connectors
5. Leakage in the
through pipe unions of
the pipe lines
ORTIZ RD311162IP3 COCI(PIT TEUPEItkillRE SSP
Air temperature in
the cockpits cannot be
regulated. Then changim3
over the C2M81-65 "it-
ches on the right
Pilot's instrument board
or on the gunner-radio
operator's panel tb the
COW position, only hot
air continues to ea=
into the cockpit, and
vice mama
. Air terkeratume in
the cockpits cannot be
regulated Calteaatietall
ten the 2gan=45
nachos are set in the
COnITO position
. 1. Jamming of the
supply valve ahnttet
due' to wear or damage to
its isle or broken teeth
GS the drive quadrant
2. influx? of the
Ktela-I electric motor of
the shutter caused by
peer contact in the Plug
connectors or by break-
age of the wiring
3. lathe of the
electric motor
1.' Poor contact In
the plug connector of
the MAC-451 the rue-
stat or disconnection ..:.
its supply circuit
2. Tenure of the
ITTE18-47.1 thermostat
1. Ring out kthe regu-
lator solenoid supply cir-
cuit and determine the
place of break
2. Ring out the sole-
noid supply circuit and *A
detecting abort circuit
replace the defective regu-
lator . ?
5. Replace the regulat-
or
Teat the cockpit for
air leakage so as to de- '
teot leaky Place@
PRASS11118
1. Remove and dims-
Seattle the vulva. If it
is inpoosible to elimi-
nate the fault, replace
the defective valve
g. Ring cut the wir-
ing, clean the contacts
and restore the electric
motor supply circuit
tecIIIIiii!:iiiis'iii:S,
.?it .
Eh2. Replace the faulty
ermostat '
?
L_
NO 0 Kortti9ist"1?)?8Eatt,
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-'0
0
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_
- - ;L. FOREIGIC?ErS-
--?---
e
ft--
ig
'3
3
Considerable air
leakage through the
Phonate gland of the
Wear of the abetter
.axle packing gland
r
3
.3
supply valve shutters:le .
' PresnurIrstloo Reducing Volvo (PBC)
On shifting the abut- 1. Wedging caused by
Replace the defective
pecking glans, mho, nut,.
Inc the abetter apply Dv.
its lubricant to its
ter of the supply.
valve to the ROT posi-
tion by the UPT?l
electric motor air
fails to cone into the
? ,
cockpit
Intensive flom of
bot air under increased
?pressure into the cock-
pit
insufficient air
delivery to the cockpit
Ilas.turbo-cooler,
fails to decrease the
temperature of air deli
oared to the cockpit
and dote not reduce its
pressure tot kg/sq.c.m?
.Intensive flow of
cold air into the cock-
pit
freezing (at low tempera
tureo of free air) or by
carrot/es:sof the plug
ock of the valve. Clog-
ng of the valve jot for
ho ease reasons '
2. Tear of the valve
sPhaufPn
Failure of the valve
sylphon, the valve does
not react to air pros-
Ire increase in its ?
outlet
Belling of the filter
?
Turbo-Cooler (is)
Damage to the bear-
ago and failure of the
tralsine
Improper control of
the air stream from the
engines due to damaged -
aphregn of the flow
stricter mechanism or
that of the air expen,
ien regulator
Oil spurting through Damage to the tar-
he turbine peeking gland bins packing gland
Delivery Regulator MR)
. When operating. the ' 1. Break of the con--
regulator lever air itrol cable
delivery chocked by, ?
the par4Cy flog 2. 'Wedging of the
eater does not change fregulator butterfly valve
With, the regulator I Displacement of the
awed. the 1117-467 all securing the control
flow meter indicates jable In position on the
air.flow in the teak- heave
1. Replace the.valn
2. Replace the vein
. Replace the valve .
Remove the filter cd
lush It In clean gewilim,
Me B.70. After111VMM
dry the filter
Replace the fault/ mD
Replace the fault/ et
Replace the tea/
unit
1. Replace the brew
cable or the actin Um
2. Repair or replace
the defective regulate'
Place the ball tate
the seat and cotter il
2
int pressurisation
gates
Spontaneous opening
or closing of the- raga-
biter In flight
-- 163 ?
50X1.-HUM
Imenening tatted by
vibrations of the regula-
tor lever locking device
Remove the artier
ins and tighten up the
over axle nut co-strap-
slag the spring washers
_Sae defect() affecting the *writing of the butterfly valve and adjustment
of cables Cell be eliminated without stowing the regulator. Tbo tension of
the cables controlling the butterfly vulva is adjusted so that on bring-
ing the control lever forsemi the hands/pool of the butterfly valve axle .
rotate* counter-clockwise (ns viewed from the regulator axle end face)
ant on bringing the lever backeard it rotates clockalse. The tension of
the cable? cost ensures.
(a) complete upening and cleeing of the butterfly valve;
(b) with the butterfly Telco in the extreme poaltioaa. the lever suet
mot reach the end of the control penal eloti
(e) proesure applied to the lever moat not exceed 3 kg.
41.! ?lege Ifeter( FB7-45.0
gitb sir delivered
to the cockpitptho flew
aster pointer moves to
the left (counter-clock
dee)
PIM
The system abut-off
salves fail to Open
lith the wing nose
bettor eystem switched
eas the urr-13 thermo-
stat indicator does not
react to temperature
changes
I. Dents, cracks and
ether damage detected
on the Venturi tube
2. Leakage In the
pipe linos runnieg from
the Venturi tuba to the
indicator or to the flow
meter bodr
3. Clogging ef the
now meter static or
total-premium pipe
lines
4. Clogging of, the
holes In the pipe unions
of the Venturi tube
5. huhu* of the
aneroid or of the indi-
cator tmnandsolon link
DT-ICER BMWS= .
Boo the abut-off
valves of the hatch
prensurlsation syotea
above
I. Brook in the con-
necting wires or thermo-
couples supply circuit
2. The ends of the
thermocouple or those
1. Ream* the tube
dress it or replace
a WV IMO
2. Check the pipe
line connectionn for
leakage and the pipe linos
for proper connection
th theinntxmacub
3. Oisconoent the
ipe lino connecting the
transmitter and the lo-
cator and or-aye:go It -
tit coarsened air
4. Olean and scavenge
holes in the pipe unions
? 5. Rflplace the fealty
Indicator
Bee the shut-off valves
f the hatch prensuritation
sten above
?
I. Using a probe check
the supply circuit end con-
ecting.wires to detect
2. Check the ends of
the thermocouple and wiren
'; t -?? SEME;r: --
Declassified in Part - Sanitized Copy Approved for Release 20'13/02/21 : CIA-RDP80T00246A0706.00100001-4 ?
0011XKlikT,I*SF#A- 0
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_ _bzutcET
F Gisr?DISS
- - -
?
t
? ????-? 164 --
The pointers of the
13 thernometer mu-
caters move to the left
from sore uhen air to
perature in the t
motor transmitter sone
is perittler and exceeds
the ambient air tempe-
rature
4 the pointer of the
TUTal, theretteeter
indicator eaves with
Jerks or the indicator
Toads low .
of theconnecting wirer;
are shorted
3. The thermometer in- 3. Replace the defect-
ive indicator
dicater is faulty .
Wrote polarity in
the connection of vireo
to the thermocouples or
in the plug connector
Poor contact in place
where the wires are con-
nected to the -tbernocaup-
les or in the plug con-
nector
7kaleaUrize4Teeknite
Air leakage through 1_ Glass attachment
the. glees of the cock- bolts are loose
zdt canopy
2. Thiokol putty
comes off
3. Rubbergaskets
show iron under the
glens
. ?
'Lir leelcege through Damage to the rubber
? the rubber flanges ealirg flanges
09/603-810 sealing the
Paces which feed the
tail tiutate; Irma
3 Air leakage through
the Tubber pecking of
? the hatched and slid-
? ing panels located on
True* No. 12 end in
fuselage OedDartmerit
' 4
Air leakage through
the Joints of fuselage
?ceoparesents 0-1 and
Air leakage through
the fairleada of the
Check the connection
of wires to the thermo-
couples and in the plug
connector by current pola-
rity and retractor thole
ends, if necessary
Clean or rosolder the
defective Gontacte
1. Tighten up the belti
with calibrated wrenches
2. Apply thiekol putty
to placer where it has ma
off
3. R0.100032240 6110 glass
attechnent, place new rubber
gaskets
When replacing the gin-.
keta, fit each glans attack-
sent bolt in ite place
Replace the old flanges
Creche and wear of W3 Replace the old. pec
Packing rubber ? rubber. Glue. new rubber with
cement No. 88
_Loosening of clamp
bolts
Wear of the rubber
noorte of the fairleade
Tighten Up the bolts by
mewls of a torque in6icatil8
wrench '
Tighten up the covers ed
the feirleads. If after CO
6
'7
9
10
cable line located on the
botteda of franca lion 12
and 69
Lir leakage through
660 prtesure neal of the
attachment fork of the
entrance hatch in fuse -
lege compartment 0-6
Air leek-ace through
the pressurization valve
of the entrance hatch in
fadeless conpattaeut
0-6
Air leakage throtigh
the entrance hatch doors
and ezergeney canape
hitch doors
Air leakage through
the riveted seams of the
cockpit skin
Air lookace through
the Op ?54 C616061.3610
pmssure regtletor
Deterioration og
sealing rubber cap
tightening of the cover
air leakage Bentiats, To.
placethe inserts
Remove the entrance .
hatch doer, dismantle its
skin to obtain emcees to
the fork out and place a
new washer under the fork
Remove the valve flea
the aircraft. Drill out
(R7610-56) the rivets and remove the
cap; fit a new cap rivet-
ing it with AU t8 rivets
end then fit the valve in
position. If ? spareCrut--
Der cap ie not available,
replace- the defective
valve
No pressure in the Build up pressure in
sealing bones the hopes to detect lobby.
places
loosening of the Tighten up the rivets
riveted enacts
of tho.rteane
The APA-54 regulator loosen the yoke so that
attachment yoke is the bolt torture does not
overtightened exceed 10 kg-ca, an lancet;
eel by the torque imileating
7. MED& FRORT IND REAR PRESSURIZED
cocurs FOR LEAKACES
CAUT109: When tosting?the cockpits for leakage observe the following ratan-
Siang? cusactureo: ' ?
1. The testing panel rust have a protective barrier.
2. Blisters and pilote' and navigator's canopy glean should be pro-
vided with protective gauzes. . .
3. Hatch covers, canopy eliding panels and covers may be.opened only
after surplus prceouro has been released free the cockpit.
Prier to testing the cockpit proceed as follows,
I. Disconnect the static -prensure pipe lino from the ZEBB-3 (or 7IN12-15)
?Mara and pressure differential gaugen located on the right pilot's instrument
bola and on the gunner-radio operator's panel. Plug the instrument connections
ra disconnected ends of the pipes.
2. Remove the following instruments and =Ito
- all the wiergan breathing appkratus. Me KB-24;
- all the pressure gouges, type 164000,
a CR7-10 interphone communication amplifiers in the front cockpit;
- inverters of the K6-70 station and the 7-600 acpliflor in the front
1St rtar_cockpito;
. ? ?
- _ rpRs:DISSElt-- ?
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- altitude and speed units from the 11017-48 (or 0011-6.9 )
. sent set in the front and rear cockpits;
;
- pane/. 1-2 (mounted on some of the aircraft ) in the front and
rear pressurized cockpits.
Then plug the holes connecting the above-mentioned instruments
and units with the atmosphere.
3. Set the three-way cock or the API?54 automatic pressure regulator
to the CLOSED position.
4. Set the knobs of the control valves, included in the MR. valve
mits.(117601-240), on the right pilot's and radio operator's panels for
pressure drop of 0.4 kg/sq.cm.
5. Pull up the cockpit emergency pressure release valve button locat-
ed on the left pilot's panel and near the gunner-radio operator's seat
an fer as it will go.
6. Flag the container beater pipe line of fire-fighting cylinders
86600.209/21 on the bottoe of frame Ho. 12 on the aircraft where this
pipe line is connected to the bottom of this frame.
7. Retain the shutters of the ERB pressure combination valves locat-
ed on the bottom of /ranee Nes 12 and 69 in the ?Pen position with special
. supports.
8. Close the HATCH PRESSURIZATION cock mounted on the right pilot'.
Pressurisation panel..
9. Close the air delivery regulator. ?
10. Close the air intake delivering atmospheric air to the front
cockpit at low altitudes and the rear cockpit ventilation cook.
11. Henan the plugs from the pipe unions delivering air for the
leakage test and from the pipe unions used to measure pressure in the
cockpits (the pipe unions are located oa the bottoms of frames Nos 12 and
? 69) and then connect them to the hoses from the test stand with the low-
pressure compressor and pressure gauges (Fig. 125).
? Thla test stand hoses are connected to the cockpit. as follows;
(S) to the front cockpit pipe unions - through the hatch in the
floor of fuselage compartment 1-9 , through the hatch at the landing gear
? nose leg or through the inspection hatch located oa the fuselage starboard
side between frames Has 12 and 13;
? (b) to the rear cockpit pipe unions - through the hatch of technical
compartment 6-5.
12. Connect the hatch pressurization system to the compressed air bot-
tle at ? pressure of 4 kg/sq. cm. Ste hose from the ground compressed air
? battle used for hatch pressurization is connected through the reducer for
4 kg/sq. em. to the following pipe unions.
(a) in the front cockpit to the through pipe union mounted on frame
No. 12 (froi which pipe No. 513-1 must be previously disconnected) or to
the through pipe union locatel at frame No. 62, (having previously distort-
seated pipe No. 58-11 ikon it);
? (b) in the rear cockpit to the through pipe union located at frame
? Po. 62e having previously disconnected pipe No. 58-10 from it.
13. Close end fix in position the pilots' canopy sliding panels, the
. cover of the hetch.on froze No. 12 and the covers of the entrance end the
emergency escape ;aches in compertments 0-2 and SL6,.
- 167 -
50X1-HUM
14. Pressurize the entrance and emergency escape hatches end the pilots' canopy
nears delivering compressed air to the sealing hoses from the ground air bottle.
;sliver air through reducer 12 until a pressure of 4.1 0'3 kg/sq. cm, is built up in
ts. erten% checking pressure downstream of the reducer and in the pipe lines by .
?ragtime gauges 13 and 15 (See Pig. 125).
If- during the test a person is present in the trent Cockpit end the aircraft air
slates is. under pressure, pre:mare in the sealing hoses-can be built up by opening
the each on the pressurization panel, with the entrance hatch doors in both cockpits
The procedure of testing the cockpits for leakage is as follower
a. Start the law-pressure comprossor(X2111-1 or any other type).
2. Open air supply cocks 1 and 7 On the test stand; pressure release cock 6
dadd Do closed. Slowly, at a rate not exceeding 5 m/sec. as indicated by the
riabeled-doscent indicator of the standibring air pressure in the cockpit to
0:1 bureq, es. checking it against pressure gauges 9 and 10 of the stand.
3. Carry out a IdtoroUgh examination of the cockpit which is undoespressure
Of 0.1 kg/ sq. cm. Nark the places where leakage of air from the cockpit is detected
seas to eliminate the defects after pressure is released free the cockpit.
If on supplying air to the cockpit the pressure gauges Cheeking pressure in
the cockpit do not indicate pressure, stop pressurization, release pressure now
the cockpit and resume tho test after the fault is remedied.
Places of air leakage are detected both from the outside and from the inside
of the Cockpit with surplus pressure in the cockpit not exceeding 0.1 kg/sq. cm.
It is reessaended to detect leall places by listening using a rubber pipe, one end
of the pipe nhoUld be pat to the inspector's ear, while its other end - to the glass,
maluds, bolted connections and riveted seams.
Shen during the test the men are in the cockpit they must check the readings
al the instruments measuring the static and total pressure. The deflection of these
bmtmments pointers at surplus pressure in the cockpit testifies to the leakage Of.
the instruments or pipes.
Cull one cockpit muk be tested for lockage from one stand at a time. In winter
prier to leakage test the cockpit should be warmed up with warm tar tram the grated
beaters to a temperature of 15 to 25?C. In summer it is not permitted to test the
cockpit for leakage when it is sunlit and when the free air temperature exceeds
? 25410.
4. By slowly increasing air supply to the cockpit bring its pressure to
0.4 Wage ca. This done, close stand cock 7 (See Pig. 125) and measure the time
ofpreosure drop in the cockpit from 0.4 to 0.1 kg/sq. cm.
Cockpit gestightness ie considered to be satisfactory if this time is not lees
Shan.12 minutes for the firmt cockpit and 6 minutes for the rear cockpit.
. If the time of pressure drop in the cockpit is less than the &bore values.
Meese air frac the cockpit, increase cockpit pressurisatie- in places where air
leakage is detected end then retest it for leakage.
8. LEAKAGE MT AND CALIBRATION OF RIM
?VALVE TOGETHER WITH ITS CON1ROL
vALVIS
After the faults have been eliminated, test the HO aloe togethor with ite
control valve for leakage, determine the force required to open the valve and then
calibrate it on the stand together with its control valve.
SECRET
NO 1CORNON DISSEF
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. The gastightneso of the valve net is checked under burplus pressure of 140ra
. of neecurf (about 0.2 k8/84.cm.) or Edo delivered to mr Ku valve and 90?929,, tout_
ret valve. Both valves of the sot are considered to be gastight if in the course a
5.minutes preisure drop in them does not exceed 10 en of mercury. The force ram,-
ed to open the cAR valve is deternined at surplus air pressure of 37 to 85 en of
mercury (depending on the free air temperature) eating upon its diephrogn.
The, teat stand (Pig. 126) on which the 131471vave and its control valve are
calibrated in provided with:
roasted reservoir with a capacity of 5 Cu. n. ;
. -air flow rater (Venturi tube 3707-62 and PHY-46y flaw rotor indicator); .
-bro.reference pressure gauges (reran sod etechanical);
- low-pressure compressor, type go-1 (or of another typo), With an output
of up to 500 cu. m/hr;
- connecting pipe lines.'
.CalibratiOnAf the valve, not inoludese
r manual adjintneat or ;treasure 96 the reservoir by swans of the valveot
- naintessince of constant (maximun) pressure drop in the reservoir;
? - chocking emergency pressure drop in the reservoir.
To calibrate the valves:
1. genet both valves on the test otand and connect than by pipe linos.
2. Close the sealed reservoir earl connect tho hose from the compressor telt.
3. By rotating the control valve knob clockmioe sot it in the core poiition.
4. Deliver compressed air from the comprepoor to the stand reservoir at air
. . consumption of 250 to 500 cu. A/hr and build up in it a pressure of not more than
0.1 kg/mi.emtes indicated by the pressure gauge, (mercury or mechanical).
5. By rotating the control valve knob counter-clockwise adjust &ensure dray
- ?
? in the reservoir to 0.2. 0.3, 0.4, 4E0 0.43 ? 0.03 r0J44.00.
'6. Check the stability of valve operation for 2 or 5 minutes throughout the ?
-entire' delivery range and at an pressure drops Wee Item 5).
The valve operation is considered to be satisfactory if pressure variations ?
In the reservoir do not exceed I 8 mm of espottry Oaring 2 seconds at least. ?
? The glinvalve is adjusted by turning the adjusting cern in or out.
7. At pasencure drops of 0.2 , 0.3, end 0.43 kg/sq.cn. check pressure dray in
the restrvoir with'air delivery obat off. 110.1n being the cane, pressure in the
. reservoir drops sharply, but this shop should not exceed 60 mm of mercury.
es alma the operation of the =valve eating as a safety. valve. per this
eat the knob of its control valve to the =atm pressure dray position and eats
4:nro that pressure in the stand reservoir does net exceed 0.43 ? ese3.kging. cis
at eay sit connemption within 250 -.500 Cu. A Ars
9. Chock the 0P:station of the 'central valve at emergency Presto" release 15
the following canners
'(a) adjust prose in the reservoir to 0.4 trgisq.c.0. (294 Cm Of toreary)1
? (b) step coMprensoi sir delivery to the reservoir;
? ?
. Ce) pall up the control valve red button an far as it 1111 got .
(dP tresetire the tine of pressure drop in the reservoir from 0.4 kg/og.'
a.
Co sero: With the salvo operating properly, this Lima should not exceed 6 to 9
seconds and the residual pressure in the reservoir should not exceed 20 me of est-
amry. In CASs the tine of pressure drop exceeds 6 to 9 seconds, it is necessay7 "
slightly loosen the adjusting screw of the-8921valve, whoa doing so adhere to ths
'instruction's given in Item 6 concerning the stability of valve operation.
?
After the stability of valve Operation has been obtained in compLinnAo with to
?16-- .50X1-HUM
Spwifications, look the adjusting screw with wire, typo nox-0,0, and screw the ?
.flasency pressure release bend an far me it will Co and lock it with e pin. Drill
tore bole for the pin, if necesnary.
Liter locking it lo advisable to retest the valve? as prescribed in /tome 1 -
to 9.
liter the cockpits have been tested for lesdnAset ?
1, Release the remaining preaouro. from the cockpit through cock 6. '
2. Disconnect the stand hones from the cockpit bottom end plug the pipe unions
lathe bottom; lock and seal the plugs.
3. Release presmuro from the sonlinD:chrobero of the entrance hatches (prior
is opening the entrance hatch dooro)t
(s) in the front cockpit - through MA preenure relearn; pipe union on the
lotted of frame no. 12. .
itecIntro released, fit the pipe union ring in position, lock end seal itt
(b) in the rear cockpit - through the pipe union in the starboard recess
et the ammunition belt feed mechanism.
Tor thin remove the cover of the ammunition belt feed mOchunium Mem%
ibmOrtaect from the through pipe union pipe line 47-5 running to the side pips
San of. the two-any air valve located in the recess.
Liter prossure hen been released, connect pipe line 47-5 to the through
pipe union, lock and seal the connection.
Alta Cs:aircraft of earlier make which are not provided with pipe unions
for pressure release from the sealing chamber of entrance hatch :
0-2 open the hatch carefully with the aid of two or three non.
4. Mount the removed instruments in position and sotriece the lines. Remove
shop plugs end supports.
i
NO MD. SEP 14 SSE.
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170
C pier 11111'
?MCKIM MD SR/DIERY OP SMARM AIRCRAPT UNITS
..1. GSBERAL.
Daring service separate aircraft units are to be transported to repair shops
ornate. Tho condition of the Isaias to be transported depends on the quality of
ilassantling and corroaion-proventive treatment at the unit, the quality of pea.
fag, to well as on the organisation of loading operations in points of delivery "
end destination. . . ? . .
Wind that the dimensions of the first and, the second detachable Parts Of .1121
taken separately do not fit into the overall accessions and the sape of cargo ,
for the rolling stock (Pig. 127). Therefore, when shipped by railway the first de-
tachable part of the wing. in packet without the noses, landing gear fairing,en.
gine nadelles air intake/ and flap. while the second detachable part of the vizi la
petted without the cosecs, aileran, and flap. Pigs 127 through 130 now overall di-
. tensional and the shape of pocking of aircraft aain omits for their tranesportatloa
, by railway. Aircraft units to be transported should be prom:ad so as to ascot
.? their-proper condition during shipment and anort-tero storage. Pecking for air-
craft units protects the; against the elements and mechanical danze. The ea
unite arc peaked- is of groat importance especially when the units:are to be itt-nd
aver during packing.
'? then carrying out loading operations, take into consideration the fact tise ?
. .tits streae-carrying elements of packing am the lower longitudinal bars and tic!
of containers are the floor and the lifting eyes.
then shipping aircraft units by railway, by truck or by special sledge era
by: a tractor, take particular care to en that they are securely attachatl to a
flat tat, ear or sledge to prevent the Med from being displaca or .tunal
Table .16 gives a lint of aircraft units which can be shipped,apea of r-ak'
approxisate weights and overall clinensiona of packed units. Using this TOD
a.. guide. drama trades for loading bp /rational.
To transport all the units of the aircraft structure by railway, it is.amar
sary to have ten two-axle and three foist-axle flat- care. ? - ?
to transport separate aircraft unita, sl.?--ose the amount of roiling sink isb
ing.unie of the overall anoneione given in Table 16. ?
MEM
T.Ib-5OXjHUM
. .
.of aircraft Unita which Can Be Shipped.
Packing, Overall Mansions end typrcalrate [bights
. of Peeked Units
..-
ps mama unit
Number
of
units
on air-
craft
amber
a
unite
in pack-unit,
lag
Typb of
packing
.
Overall agony
stout, of pack_
ing, on
gait"
of ono
kg
Groan
eliteEt.
of unit
1.11 paek.
inS. kg
_
'
..-.
1 '2
3
0
5
6
7
S
I hat presauris-
si cockpit '
1 ?
1
Carcass
25001275026100 3150
4C00
2 Tutelage nose sec-- .1
1
Carcass
270M-300026300 670
1500.
tact.
i falage tail action. 1
Carcass
27502315022;1004350
MO
1 gar pressurized
cockpit
.1
1
Carcass
2250231CCD?4000 1730
2300
5 fiat detachable
flag part without no-
ses, lending gear
art leg fairing,
flap eal engine na-
alle
2
?
1
Carcase
1800229:10211CCO 2400
.
5300
6 Plat detachable no- 2
2
1000280021400 6 . ?
80
le of first dotachable
ass part
-
7 Samoa detachable no-2
'
100O21101725550 87
625
a of first detachable
*Its vart
.
4 .Leadlng ghat min
2-
1
Carcass
15002160026000 200
450
Di fairing
.
.9 Flap of wing first
datachable part
2
2
Container
with de-
11302193023520 50
250 ?
-.
.. ?
inhabit.
?
,
panels
,
10 ' Barad detachable
2
2
Carcase
21002365021e0 1650
5000
IDS yea without
.'
.
1 :la and aileron no-
.
.
, .
.
a Tint detachable no- 2
Box
7102136026730 SO
600
N Of second data-
. natio sod
dynamic eatunotlens allentsasetemlgaressurs drop In atetio
clamber ?Ithla 1 to. shooli net nand gas&
he rescues dtop shoold be named in the gnato ebeebn within 2 stn.,
oellis p151.00. arating to 10 kg/sot.cs.
Night of the eig?allimg mitt ?et over 400 mg
2911.0128 2,1?2411 .
? The toper prictSple of signalling unit C144 Is based on the
istetdepeedeoes between varying pz.ator. Lad defecates of the *teeing el 00000
(diaphragm).
with thc tortn-stestei Slog started, mad oil pi 000000 to its antes builliog
op, tin floret centre boss of It. diaphragm silt be forded by the fasured pressor'
to ere amd vont molest the entset assembly, thereby cl sssss the pilot lap
:Pettit. The pilot lamp .111 Light up earthy indlontlag piteous@ in the 011 114*
of the tube.-starter.
a. 21/111.114611113
The speed resenting Platten:its theledel remote-rending electric t ow s?tr
113-54 teed two-00101er resett-leadIng attotrie teilhOMiter 13-43.
PZ?010-RemO5r retell? Toohogketti 134-2
PIK'S .
The resote-readlog s banter 284-2 is desIgned for Remaining the
*weed of the eagles rotor. It 000siote of ? threewpmen S.C. geceent01 Of the A-13
typo and a single?pa sssss Indic sssss
The &teacart is equiPped .1th two 23-54 sett. Tbt ognenotore ye enatef
es the insane drive froonit ant aro conyled to toe eagiae dr1.?? with tat allot
flown. The ltd loiters are artangrd en the left -hoed lastruseta bend.
ef_taobegeleg 1944
Xemerlaig nage hoe 0 to 3CO3 8.p.s.
Olvisloo val
The g sssss tors ant 'painters are respeati?ely Intetchampablei Totted,
&VIPs the le:61641s of the &serrates In phmees.elth the ssssss ter leaded by its
anteater sad with an eogine speed sae:intim,: tie 4000 r.p.e, should be POO 24 to 24 V.
indicator weight 710 p
Tachometer generator weight 1630 g:
The reading error of the irietrameet sheeld cot exceed the fella:Mu sss
ileapering range,
r.p.?.
losernmeat ttttt 10 4 of rated eats vales,
7.2,5, at It.fltsb,t s
.50:5?C I-4025'c
.20*3?C
4 t7.4???
103-2)C0
IPS 5800
111):1-2000
ft
20.3
I :50
21.6
)
1)0
4
11.6
tao 123
240 4
=I.)
sap )2.6
i.p.s.
r.p.m.
2130
Iss
=Do
911123106 2r1021211
Tachooner 234-2 operates on the fellOeing prinelplet geonator 245
Cresferso the engine rotor speed lefts Pm fleet:pot/we feree, tbe ttttt d
wept Ninety Wing lizec:17 proportional to the r.p.? (SiG. TI)?
the spitihin4 rotor Of :he generator ladens three-44e current In the Stant,
LH consent bent let. . 1 to the SynittfellOue motet Of the Judicator.
As ? srsuit. ? rotagin? magnetics field IS petered in It, spot stater ?1114-
? ?hin cwoses rotation or the toter, plesistinz Of 0..0 peones. persishent
%pets and a I:satin :els tip seeped an a paste shaft.
The permanent rannets ttttt to previa. for stertini and eteady tunilleC
Nines at Ice erzelr, 'bon the 508011u41 of the eminttio flu' Is Opt great.
The fUnOtien Of thi brat ttttt 1110 Is to incur* a starting torte* at glint
PPS, sheti ne I is Made of the S tpetir fox Is great hut the tillages%
Peeneot Magnet In hat viral, of ;refine. nonwronoon Operitiell of the infester
-it high elieio the 117,:eItsi, nee run. the Wei to tie approzioitelr
blebroceir r.pis.. 1 Inionll =wet presiding for absolute eirriehionlem.
ret illitl.n.1 permanint -Axon to freely fitted on the swat, on m .pmch
Imalf14 .1th thm hyaterefs lien. to 414 It lo noup14 through the edits of a
fr7l4c, :inns:A:flag tor taring to :be shaft Of the spoohienova motor.
The nthowalwr lalintor utilises the letd?Otiern piloolple.
The foointor synehrolon motor rotates the ascot asetsb4 6444 at lite
U of the ehoft. the pathetic field predated by the eagOtte tttttt the sonsinc
*toff (a esp of alesimmwonganese Ulu) thereby Indwell' 414
1111 on the magostle field to prance ? 444.
S-E-C-R-E-T
?NO FOREIGN DISSIM '
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50X1-HUM
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e? 66
NV rt./Kt:IUD Vlbbrin
so te tit tenet. tbe ageing eleven tends to tent *beet Its ale. The .
giber est of tie reeled eloneet este outlets ? goatee, led LLLLLLL the Engles
ester speed ea tie lestematet testes
A 'all epilog Mt/Aka to the sale of the orromiag oleo's% sty ttttttt the
emettenotleg fetes Hotta, tie Malts of tie itenelog tttttt t.
to sikt the pistol we stalls gee to Improve losteueent toadied., prevision
ha bees sate es tenstto Sanely et the ledlostee govt.{ votes. The lisp. a,
*telly' to the eaten aegeglas, epaulets of six gaits of eregnetee oboe. tact. asp '
atonwtood sill Zip elealalge Ilse, seats ea the atle of tit Ind tttttt vowing
orilseri
ree.peintergeonte-leatling111404210
Teshemotter MAO ?
?
?
rirrl
?
tottgoostirg 79.45 so dealer'sl for gestating tht speed of the leibe.stettet
within the tong' of frog 400 to 3500 c.w.o.
fie slroraft Is fitted elite too 13-45 sots - too pet each largo-stetter.
Abet of the 2400 inmledess geetnater Installed to tit tribe-Starter reduction
^ it tttttt and as ledlester, netted on the turbenestazter panel.
9946-tletsiet1-d119 51.194999?991 .TMS tt
Noss speed seemed
Seale operating range
twitiScit Offal Si anent ale to.
3100 1.9.0.
fres 400 to MO I.e.&
itrC Si) g.p.o. .
5000 250 1.9.0.
-6000 270 I.e...
1.10
625
1130 Pt
,eess ratio tun torteststtor Sonnets
/Sloss sight
Onststor slant
211fttl?1
Insehogetet sot 1349 trastetto speed Into current of Jer ttttt fretleenoy.
fie taohemeter g tttttttt Is a thiee-pbase S.C.sechlee. The (returner of the
to dittotly eropettiCal to the tarbo-st ttttt toter 2.9.0.
Thei three-plan eirrient stedoeed by the geiterstor tottalse? the sycabteooes
*otos of the ledloater..The sots Neese. le directly yeeportIonal to the valiant
freitteeer. Teo feta, ?peed of the orsobregoos rotor is otsotod by the Itelientol
.it* it. Ltd of in Walls dotes (fls.76).
Iles the point Of alto of it. eyersting and eenstrwattonf lathe.
7945 404S set eLffee Its teelteeette 194.2 (net Vig.75). The melt
painter le ttttt oto ? boontog pit as the salt Of the satin eleeent. Fitt./ on
-. the cod of this axis Is the 616 pintos. The rotary gotIon.ot the eaall pointer
. Is *fleeted %brava tie esti. of fogy glass, !Chien{ ,10? andle of teso by 10
agssoitr000t if the !toast ? ent lee *aside to Illustrated
'is fig.77.
?69
? 3. 712141. Mgt Me 11.frat 1.70.46
1119201
Tb. total fool flog meter of the tf>16 tyre is destines foe ????orleg the .
*rust of fuel analysed by the 'raglan It else tttttt to Indicate the meant of
met left to the aircraft took.. eremite,' the fool lloes see to peeps conditles '
al it, Is no fuel ttt t n to {Cs thnle fro. the Ile. detritus of the tool
flee tiansvitter.
fuel ries a. ter rr.-46 (14.79) etiolate of a tra941910001, 10110a000 UM a?
ftszatt00 Interrupter situ a filter.
b. steereft IS rated nith tee feel flee otter sets The tree
at lOS0Attei to the *ogle* fuel limes, tit.. tat eegogn on th. ?rnitig tonoed to
t04 dietetics of feel floe; it. Indlontere are roinnet on the nt:Ite. silent .
U00408000 beard; tn. tolerate.. I tttttt eters are ottle4e4 0 I.e ne.tgater.
raw operator ftelbened *lee.
Feel no. 1.20.16 toe sepolled with D.C. via *Stool% Iteetete Axal
00V0i40 09 the sireell beeetst meet of the right-hat pilot. J.C. of 115
400.9.0. Is delivered to the lestregents vie Blase tube safety foteaCTI4,
loosseedeted In :be navigator el-tattle penile
50X1 -.H UM
gale?tioPPAItelfivlilmq4rJ70.7.4
Fuel floe ester eei-lo Is en2eole of operdiate. elth foe. amerced at ?
Tato of free 1200 to 16.000
The tetflog ttttt of Int f.g1 floe netts tat at petal operating ooseltions
Na net Cute, 22.)..
701 r. van,: mot at n [trite aAre of .50 Ana -60?0 dens not @cowl 54.50
F the ill010?tOt nettle *eggs Ictide.
reenter. Ilfferontlal In le. trannoittet at salons fuel osaartIon et .
16020 III/ht ant elth the lapilli', tennis"; Jots eot teased 0.23 kg/SO.00.1
elth the lopelles Inoperative the 'resewi lIff ttttt Sal faa5ete to Set era thee
.4 tg/et.en.
the ttenerittts h04410., .ell 43 me apt oeeseation-to-heasiog Met ate ? '
pessore.ttght; t:It/ ten 'site: net A proals-m ef 9 tiloiscs,
The fuel fled T.ts./ 10 000.010 of hornet Operetta) at vibration ***steels
of 44 (for the trio -ttterst 1.5 a (f5r tle thientehn ihtettePtee)1 end 5.) d'
(fel the ledibstori, MO the f ttttt pay sterning to 104/0 p.o.e.
D.C. faun?' 27 1 floe '
A..2. voltage It, g 2104, at tufo e.p.e.,
toner 001104,11 49 4
:T21 4{400 rhino loc 160-lou61111stei
7/010-1 ...et flint- SOO gt
10116%00619 44
tttt Ott ieighe 11vo
H NO FOREIGN GIESE?!
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70
191-403 rig Isigaln
The ledietatot Of feel floe aster FTC?It. (Fig. 79) is aseetially an eleotio-
esgatio goats' of pelees activated by the fuel floe aster translator. The Wale
I. calibrated In lit. Of fuel. The nasuting sande Is from 0 to 20.00011t. The
.diasion vale* meats to 70
The Indlostor Nachman con ttttt of an eleotroongeetio relay. A e?iattion
gem, and a pointer Matted rad.
"least of tee indicator Is reprteented by tic electsomeseet.
flat?ever the ?intents of the transmitter relay ere closed (that Is eeeee )0
roveletioes of the Impeller). the electromagnet tote le attracted thereby turning
fleet by ems tooth. the ratchet wheel atlas Is Imparted tbtough the
name Of gears to the pointer, which saes in the SOUnteaclatelse direction.
The pointer setting gear (71g.00) atlas the Delete' to be set against Aft/
divieles of the sale, deateding a the Scat of fuel held by the aktmat tact
greens.
Atter tic altosaft has ban :gavelled, the Indicates pointer should he mit
Against the scale dictates, o eeeee poodles to the gaunt of fuel contaloed In it.
aircemSt taatit. this I. close by salvia/aloe the notate' atting gear aeoencolated
in the Iodinate: sad covered with ? strip. The strip attachment screw is tenanted
sod the strip is Grad aside. then ? eotee-1 ttttt fitted Into the 4caz pin slot,
and the pis Is slightly prated. MTh sake* the teat entice the Intence.linte giari
by tttttlog the torte-drive' in nag ',mitred al:op:lion toe indicate! minter 1$ tel
against the aspealve. Omelette of the 'gale.
1hfe44e7 SWUM'S
The tanagers ttttttt pas (FUJI) Is coopard of mar atm t
thrtattoo, oapaOttots. ttttttttt . and ? relates avIda. All theee consonants ate
elatrically Interconnected and agate on a dutalvolo panel.
rho pear Manaman tttttt for energlaing the wait cit toil (aorta.: a 1)
and the filament arson of the thrtatten (winding 6.) 0.
The blasting capaeltos rata for 10 oF le atstepea for .leestima the .
altelottiog Oompenset of the anode tttttt t non the Inilcaor .
the upsetter ttttt for 1.0 at ned the :glister earl 'or 1.5t. bill.. - .7.41
op toted circa% a C withlo the grid avail; the toms delva tin ?;ton
firtm wage tie transmitter acetate are OPew.
. Catalan ttttt for 1 ift and tee ttttttttt t etted for 1,, tilo;..es lhe
deaopling slaps of the filter. serving for aleination c, t... 0a.' to It.$ef?reate
in the slam ration hen ta threaten ttttt roma to eh: tr..ne.met ene to
the altoraft D.C. sans. the lambing testator. rated foe 1.0 OF and CO .1' MIS
designsd to soppreas tale Int tttttt rice to the aft man._ :IOC t.t tnyrAffri
tttttt motet .to the aircraft atlas sac, a UP 1, 400 p.o.e.
, :he voltage dirldef Is Gonna of two reelansm tat to for &GI. 411 I6(4. ones.
, It mailed grid voltage Of Et V teaottea fat toy/aeon retell,' .1..$1 to. eiratfl
.mans allege amounting to 27 T.
The ratified tttttttt road foe 77 ohne le-ocel for :educing the 'ems clime
of the .otorit Otrizent to 100 no ? ? ?
?71
Fos cone/cab, to the ttensotttes. Indicates wed the S.C. Peva @MU
toe, the threaten Intonate' is !trashed with a five-pin plug acreatext "
Matta to the 0.C. pant supply goatee ts 4400soltette0 thumb the au of s
1.-pin plug annector.
1711-fie7 PPS Sliorttig
tine transmitter of fool floe Fre-16 (718.02) toesiste elf ? haslet*
guide vane asseably, at leveller, ? ',data,' gest, a sogoetts appoplitg, sot
sootaat -pulse ore tttttt .
The einttea port of. the tveassIttet havelos eemseadates a 014.1 MOO a-
bly elth an leallet and a wore 'creation gess. The bastes ha tee anmaties
the cods, having a oleos opening of 42 as to Malta. The OneeotiOne as
signed for Installation of the traessitta le the fuel line of the anip.se.
the leallee Me five blades. The Impeller axle tons In Will beasIage of
?less steel. s000mmodated in the gold' vane stiltobly Interior dabs,. The
Ile portion of the mile Is not In the fore of a wore engaging tie to.. wheel
eh tram ttttt the rotation of the Impeller to the sontset -pass opecitacts?
ash the magnetic. coupling.
The magnetic coupling consists of two peseanent agnate. flis driving matt
rigidly scoured at the end of the output shaft of tie are "eduction nes, the .
Sven magnet being mounted on the shaft of the eeetsat -past eleagalem ellindileal:
',tooter. 27m magnets are separated by the oast of the wore redatia gen '
her to prevent fuel free finding Its ear Iota the oonteot -mast seebanies.
cover Sc fabricated from dimagnetto saterlal.
the contact-vast archaise cavils's a alleJeloal ttttttt pter, sal leo
ed platieta-irldla blushes.
Fool fettling the Inlet connection flees thsough the gads vas useably
actuates the lapeast blades, act at ? deflate ascii to the feel floe. The .
0 of tape tier rotation km proportional to tile gavot of fuel flowing thieve. ?
tranenitter housing. At the marina rate of fool etensuation mantle; to
,000 lit/la. the Impeller develops ? Stlet of 2400 s.p.m.
The 'entice rotates the driving ten-pele magat theougn .he tele
e)) providing for s 'treaties% retie of 100. the dtivlog na.met eeteatve toe
vett empire boated above, outside the tsanseittee housing. Mouoted on a email
eith the delval most Is the 0,115011:al Interrupt's, oceitaating the filed ? .
bee. Mille turning through one revolution. th$ Interrupt,. ?loses and ones
e) the grid ?insult Of the Di/lotto'. then thy delivering one pule@ to la
floater relay. .oh litre of fuel, fleeter through the transmittal' is equivalent. .
0.) pulse. 1144 operating tlee of the lodiewtor relay (tics stapled flee tie .
Not the aeataots of tee ttsasotttes tett:septet are opened to the moist the
e of the indicates relay Is attracted) manuals to about 110 1111Isoat -
For s4justosst of ths 1aptI1ex to ? ptedetexstoed speed, the tepolles pleat
O the 'tiniest:is root me given ? ooniCal shape. :e Mato the lealler speed,
tonsil,: shale be dialseed In the artist arectiere. Tits chenget the
Race beteees tni bluttits and the housing. As the velocity of Nal. flew Is
nasal on the pamaace mien of the Joel. the &cockles will china' its said as
1. dab the ledelicr aI.1:tel towards the tulle M.Mi: asstehlr. ths feel 110e ? .
Ity elli increase resultitt; 1.t ..c increase Of toe ispiller speed. U tic
111, le moved away from t.e ,74114'wthe As: ally. the Ala flee will clog
emoting ? 'titration to the Iroctlet ereta. ?
50X1-HUM..
S-E-C-R-E-T
NO.FOREIGN DISSEM
. . .
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-
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' 1.??? En* NO FOREIGN DISSEM
?.
29120148 Pea011211
IT
ftie operating pine/pl. of the fan floe eetel (Pig. 84) 1st. follows. fuel
fining throughthe fuel flea eater treinempter at a certain pipits inputs pip:
potion to the impeller, whose sped is palpation.' to the fuel floe veloalti eaul
nonsetpmetly to the mount of fuel acoveyed tnaugh the tvansmittee.
it. rotating Pipette, statutes the contaat-puLse escapism through the
genus of the penetios gear an the magnetio coupling. the ooutpt eeeeee of tho
pulse pahardes will deliver one pulse to the therein.. pie 'sob tip the
impeller torus PO revolutions.
The acted. ataoult of the thyration. taint A.O. of 48 V, 400 o.p..., suppliee
from the winding of the paver ttansforeer, incarnates the senator relay. If ?
plc or positive potential is applied to the tbrzatraz grid, supply voltage of
48 v is sufflotent for Piing the thonnon end energising the innoator relay,
bloated to the ampsoltot rated fox 10 ImPa
It ? negative potential of shout P V is applied to the thpation gild, woes
voltage of 48 V will not as sufficient fca Ming the throne.. In this ease
the threat:on will a. blocked. as a result of ehlch the Imola cumin sill he eat
out Plushy dernergising the indicator plop.
The negative pot/total la delivered to the thyratzeo pI4 Hippo the
eoatsote of the,pulse meabenism. nth the ocnteets of the pulse potuniSO opts,
the geld potential Ss equal to pro. This vill asks the thymus, five; as ?
result, the indicator relay connected in the threat:on pole oirouit will plat gm
which peones. ? pulse. 11th the contact. of the pulse Pawnee elope, the
threaten Cid 1410.17P11.4 with ? segatip pstmatlal eensing the Invitesa to
go est. The Indlasto2 snap will drOp out thus meting fay ? pease. nen the
'speller tans 30 moieties., lb. Isteresptel of the poles mscdnininksill one
eecoplets totalities Ind will send one pulse to the indloatoe 7OIA7.
Thus, the susbes of indiastos rely almiatione is paportIcas1 to the nasal
of "speller revolution.' sae consequently to the rate of fuel ocasusplon. The
indiostoz relay utuates the indicator point.. through the redsatiera goer. At eap
**sa the pointer reads the an* of feel left In tits anoint toots (for the
right all left engines). ?ha sent to Mail se ? different* between the metal
delivered into Otto also:aft tat* sst mbownt oonverod Milan IS Wain ttttt
1St Is penned by the essise.
Stu desstiptIs? of the Illetimmest pasunag ns wenn Of fun is inn is
Chaplet 11. .
50X1-HUM
S -E-C-R-E-T
NO FOREIGN DISSEM '
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? 72 ? ?
Operating P41?51141
. The operitiog principle of the fuel flow meter (P18.84) is as follows. Pula
?flowlng through the fuel flow meter transmitter at a certain veloolty imparts rotor;
motion to the impeller, whose speed is proportional to the fuel flow velooity and
oonsaquentlf to the amount of fuel conveyed through the transmitter.
The rotating impeller actuates the contact-pulse mechanism through the
medium of the xeduotion gear and the magnetic 'coupling.. The contact system of the
pulse meohanism will deliver one pulse to the thyratron grid eaoh time the
' impeller turns 30 revolutions.
. The. anode ?trona of the thyratron, using A.C. of 48 7, 400 o.p.s., supplied
' febm the winding of the power transformer, incorporates the indientor relay. If a
..sero or poniiive potential is applied to the thyratron grid, supply voltage of
, 48 V in tufflelent for firlog the thyratron and energising the indloator relay,
blocked, by the capacitor rated for 10 p2.
. If a negative potential of about 5 v in applied to the thyratron grid, anode '
voltage 'of 48 V will not be sufficient for firing the thyratron. In this oase
'the thyratron will be blocked, ea a result of which the anode current will he out
oat thereby deenergining the iddicatoz.relay.
' The negative potential is delivered to the thyratron grid through the
contacteof the pulse Oechacieu. With the contacts of the pulse mechanism open,
.
the 'grid potential is equal to term. This will make the thy-ration fire; as a
result, the Indicator relay connected in the thyratron anode circuit will pick up,
*blob produce/ a pulse. With the contacts of the pulse mechanism cloned, the
thyratron gvit5d'suppliedwith a negative potential causing the thyrattoo to
go out Me Indicator relei'w111 drop out thus making for a pause. When the
Impeller.tlans'36 revolitionn. the Interrupter of the pulse meohonlessill oak,
one conflate revolution and will send one pulse to the indicator relay. .
Thus, the nbmber of indicator relay operations is proportional to the number
of impeller revolutions, and connequently to the. rate of fuel consumption. The
indloator.relif actuates the Indicator pointer through the teduotion gear. At ani'
' moment the pointer reads the amount of fuel left 10 the aircraft tanks (for the
right and left engines). This amount is found as ? difference between the amount
delivered into the aircraft ianks and amount conveyed through the transmitter,
' that is conalneed by the engine.
? -T1? dea2ription of the instrument measuring the amount of fuel in given in
Chapter Zr.
SECRET
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50X1-HUM
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ont,..c.
NO FOREIGN DISSEM
SECRET
NO FOREIGN DISSEM
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50X1-HUM
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NO FOREIGN DISSEM
3itit
o
-OW
Fig.). Feel Shve011 Valve
I - electric eteelteain,331