Professional Documents
Culture Documents
Approved by:
........*........................
Ing. M. PeSak Chief Designer
January 21,I998
We cannot correct an error unless we know of its existence, threfore, it is essential that you do your part. Comments, corrections regarding this manual are welcomed and should be sent to:
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RECORD OF REVISIONS
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Deleted Pages
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CONTENTS
CHAPTER 1 1.l. General 1.2. Fuselage 1.3. Doors 1.4. Windows 1.5. Wing
1.6. Engine nacelles
STRUCTURES
1.7. Stabilizers 1.8. Technical summary CHAPTER 2 2.1. General 2.2. Elevator control 2.3. Rudder control 2.4. Aileron control 2.5. Elevator trim tab control 2.6. Rudder trim tab control 2.7. Aileron trim tab control 2.8. Spoilers 2.9. Automatic bank control tabs 2.10. Flaps 2.1 1. Autopilot servos CHAPTER 3 3.1. General 3.2. Extension and retraction 3.3. Main wheel braking 3.4. Steering 3.5. Position and warning CHAPTER 4 AIR - CONDITIONING LANDING GEAR FLIGHT CONTROLS
4.1. General 4.2. Distribution of air 4.3. Heating 4.4. Temperature control 4.5. Indication CHAPTER 5 5.1. General 5.2. Pneumatic deicing system 5.3. Air intakes deicing 5.4. Heads pressure deicing 5.5. Windshield and wiper unit deicing ICE AND RAIN PROTECTION
7.3. Fuel tank venting 7.4. Fuel tank interconnection 7.5. Fuel drainage 7.6. Fuel indicating
7.7. Oil system - general
CHAPTER 1 STRUCTURES
1.1. General
1.2. Fuselage
1.3. Doors 1.4. Windows
1.5. Wing
1. A . GENERAL
The L 41 0 UVP-E aircraft is intended for the transport of passangers, mail and cargo and is able to take-off and land on hard as well as unpaved runways (the aeroplane can be thelivaled in flying ambulance and parachute version by customer request). The L 410 UVP-E is all metal semimonocoque upper wing design. Two turboprop WALTER M 601 E engines with V 510 five blade props are built in the aircraft.
1.2. FUSELAGE
The fuselage is an all-metal panel structur and consist of the following independent units: nose section, centre section, rear section and landing gear nacelles. In the nose section there is a cockpit separated from the passenger cabin by folding safety partition having the wings that can be secured only from the cockpit side and locked by a special key from the passenger cabin during the parking. At customer s choice the aircraft can be equipment with bullet proof armoured door. The fuselage nose section is closed with removable covers for securing the access to the equipment located in this section. The front baggage compartment is located in the fuselage nose section and is accessible trom the outside. The passenger compartment is located in the centre section of the fuselage. It is fitted with seat for 19 passengers It is separated from the passenger compartment by a fixed partition with folding wings. The baggage compartment and toilet are located in the fuselage rear section. The fuselage is closed by a removable plastic tail cone and ventral fin. Fuselage nose section In the nose section the main frame is composed of frames No. I , 2, 3, 4, 5, 5A, 6 and 7, of system of riveted grids between the frames and of system of continuous longitudinal stringers divided at the frame No. 5. The longitudinal stringers are divided in the connection in the centre section at the frame No. 8. At the fuselage outline the longitudinal stringers are riveted together with the grids (floor and cabin ceiling grids).
A part of the main frame is the window frame of the flight compartment in the nose section,
between the bulkheads No. 4 through 7. This window frame is manufactured of bent duralumin profiles. The structure parts of the fuselage nose section are mutually connected together with rivets and screw connections. On spot welding is used some subassemblies there (with panels). On the fuselage RH side there is placed the emergency exit closed with door (Fig. 2) suspended on two hinges with vertical pins and is openable outwards. The nose section is provided with re movable covers for securing the access to the equipment placed in the fuselage nose section. At the frame No. 2 an external power supply connector is located. Below bulkhead No. 1 tiltable with sight hole of organic glass for searchlights,is placed radom shaped for function of meteorological radar installed on bulkhead No. 1.
The spars of the main landing gear are connected together with a reinforced platform to which the bracket for fixing the main landing gear lock is attached in the middle at the fuselage. Longitudinal ribs are divided to front, centre and rear ones and are rigidly connected with lateral ribs. The flank and the bottom parts of the landing gear nacelle are provided with door that extends from the front spar up to trailing edge of the landing gear nacelle.
FIG. 1-1 DRAWING OF THE FUSELAGE SYSTEM (Circled numbers indicate the frames numbers)
nacelles serve t o cover partlythe main landing gear bays. Toilet compartment door (if installed) The toilet compartment door is placed in the rear part of the passenger cabin. Door on the frame No. 21 (if installed) The door hinged on the LH side of the frame No. 21 by three hinges provides acces to the fuselage rear section.
f7 -
3
I f i n s t a l l e c I f installed
T TURN
3. PULL
Fig. 1-2 THE WAY OF OPENING THE MAIN DOOR, COCKPIT EMERGENCY EXIT
DOOR,PASSENGER CABIN DOOR AND REAR BAGGAGE COMPARTMENT DOOR OPENED FROM OUTSIDE
C LCS ED
3. TURN
OPEN
1 . REMOVE
3
A B
- LOCKED - UNLOCKED
I
Fig. 1-3 THE PROCEDURE OF OPENING THE MAIN ENTRANCE DOOR,
EMERGENCY EXIT DOOR, COCKPIT AND PASSENGER CABIN DOOR FROM INSIDE
MlTCR ( i f Inmtallod)
CARCdbOOR
(if i n a t a l l d )
TltR)(INAL M I T C E
(if install4
1.4. WINDOWS
The windshield of the pilot cockpit consists of two front windows, two side rear windows and two outlook windows on both sides of the pilot cockpit located between the front and rear side windows. The front windows are equipped by electric-heated glasses. The organic glass of various thickness is used. The frame of the windows, placed in the place between the frames 4 and 8 is made from duralumin profiles joined mutually by spot welding and by riveting. The upper and lower part of the frame is joined by columns made from duralumin sheet. The columns are joined with both frames by means of riveting. Interconnection of the frame with the fuselage construction is made by menas of riveted joints sealed by sealing cement U 30-M. Passenger cabin windows Outlook for passengers is ensured through the windows on both sides of the passenger cabin. The windows are doubled. For outer glass the 5 mm thickness organic glass is used (6 windows between the frames 9 and 12) and 3 mm thickness (the windows between the frames 12 and 18). The inner glasses are made from the same material of the thickness 3 mm (between the frames 9 to 12) and thickness 2 mm (between the frames 12 to 18), see Fig. 1. The windows are protected against moisture by their own atmosphere of dry air which is dried by means of heating in the case that the heating system is switched on. The heated air passes below the upholstering. In the centre and side panels a basic frame from duralumin sheet of the thickness 1 mm is made for windows glassing, which is connected to the outside panel flange by means of spot welds. The internal rim of the basic frame is connected in its bottom and upper part with stiffened horizontal ribs by means of riveted joints. The ribs stiffen the wea kening of the outside skin due to the window cut-outs. On the circuimference of the internal rim of the base frame 12 special nuts with
M4 thread are placed, which are predetermined for fastening of the pressure frame used for
window glass. The inner and outer windows are spaced by means of a welded frame onto which both glasses are sealed by the FAKO-tape. The air expansion in the sealed space between glasses (which occurs due to flight level changes) is facilitated by a hole of dia 3 mm, which is placed in bottom part of the internal frame. The all assembly is supported from the outer side by a rubber profile and from the inner side the assembly is pressed into the space of the stiffened fuselage frame by 12 screws pressing onto the supporting frame.
WING
The wing is of a classic all-metal construction. It is double-beam, double-cavity, continuous through the wing span. Torsion boxes form the cavities which are bounded by the skin of the leading edge and the webs of the front beam and the skin of the part between the beams and webs of the front and back beam. The center cavity is continuous through the whole wing span, the leading cavity is ended at rib No. 3, which means that it is disrupted in the axis of symmetry. The skin of the leading a nd center part is abundantly reinforced by longerons, so that it is capable to carry a considerable part of the bending load. The part in the back of the back beam is not supporting, it only has an aerodynamical function.
substances during fire extinguishing of the engines and-for-thedisposal of used air from the-
passenger cabin. In the area between the front and back beam there are created areas for accommodating the nubber fuel tanks. The lower covering in the area above the fuselage is sealed against penetration of liquids and in the lowest point (in the axis of symmetry) there is a drain sump, which collects the accumulated liquids, which are carried away under the fuselage by piping. In the area in front of the front beam control rods for the aileron and wing flaps control, engi ne control cables, the hydraulic system, the electrical installation, the air conditioning system piping and the de-icing system are placed. The fuel system (with the exception of venting and interconnection of the wing tip fuel tank with the external fuel tank in the wing, which is directed through the central part of the wing) and part of the electrical installation are placed in the area in the back of the rear beam. In the back of the rear beam the interceptor control is also placed.
~
The venting of the fuel-system is led through-thecentral part above the fuel tanks-and exits from the wing on the lower cover before the rear beam between ribs No. 14 and 15. The wing is connected with the fuselage by 4 hinges. It is equipped with all-metal double-slot wing flaps with both slots changeable. The wing flap is in its depth divided into two mutually swivelling
connected parts, which are as a whole suspended on the wing. Both parts of the wing flap and the wing are tied by a unique kinematic c oupling, which controls the deflection of the rear part of the wing flap in relation to the deflection of the front part. Directly controlled is only this front part of the wing flap (slot). Along the wing span the wing flap is divided into two parts - the internal wing flap and the external wing flap. The a~lerons of fabric - metal combined construction. They have a metal elliptic leading edge are and a considerably backwards shifted axis of rotation. They are statically balanced to 100% by a cou pled weight, which is placed in the nose of the aileron. They are connected to the wing by four
-
suspenders, fiom which the suspender on rtb 24 is constfuckd for transfering otthe axial toad. The let? aileron is equipped with aileron trim tab. The interceptors are clamped on the hinge th between the II and 20th rib in the back of the rear beam of the wing. The ABC tabs are between the 27th and 31st rib on the upper side of the wing, in the area of the rear beam of the wing The usual strength connections on the whole supporting system are carried out by riveting, the exceptionally loaded centers are screwed together by fitted bolts.
FIG 1-5 SYSTEM DRAWING OF THE WING (The numbers, in circles indicate the numbers of ribs) A - System of the front beam
C - System of the auxiliary beam
FIG. 1-6 SYSTEM DRAWING OF THE AILERON (The numbers in circles indicate the numbers of ribs)
A
FIG. 1-7 SYSTEM DRAWING OF THE WING FLAP (The numbers in circles indicate the numbers of ribs)
A - System of the beam of the slot
Engine nacelles serve as aerodynamic fairings for the engines and engine installations. They are fixed directly on the wing and on the engine bed. The engine nacelle is composed of engine cowls (in the front part) and of a fixed rear portion which is connected to the wing. As to increase safety against fire propagation the engine nacelle is separated by a fire wall from the other parts of the aeroplane
1.7. STABILIZERS
Horizontal stabilizer They are located on the fuselage built-up structure. The stabilizers consist of the horizontal stabilizer and elevator. The elevator consist of two halves mutually interlinked by the system of the height controls. Each half is provided with a trimming tab. Vertical stabilizer They consist of the vertical stabilizer and rudder. The rudder is provided with a trimming tab.
FIG. 1-9 ENGINE NACELLE (1) Lower engine cowl, (2) Front upper cover, (3) Upper engine cowl, (4) Side engine cowl, (5) Lower cover, (6) Rear fairing, (7) Side engine cowl, (8) Wing-tonacelle fillet, (9) Fixed portion of engine nacelle, (10) Locks of engine cowls, (11) Locks of engine cowls, (12) Air intake for starter generator and alternator cooling, (13) Cover, (14) Piano hinge, (15) (16) Cover (on the nacelle LH side only), (17) (18) Guide pin, (19) Sealing, (20) Cover
A, B, C - designation of modifications of the cowl lever locks
B - Aircraft axis
C - System of the stabilizer front girder
D - System of the stabilizer rear girder
19 479 rnrn 19 980 rnrn 34.860 rn2 2 x 0.16 rn2 1918 rnrn 10.45
- aerodynamic - geometric
Sweep back angle (at 250h centerline) Angle of incidence at root Dihedral angle Ailerons Span Area Aileron deflection: U P down
2 x 3 822 rnrn
2 x 1.448 m2 27O +I- lo 14O +I- 10
NOTE: Max. aileron deflections are marked by gauge lines on the airplane see fig. 1-13
Trim tab span (left aileron only) 1 030 rnrn
Trim tab area T r ~ m deflect~on tab U P down Win flaps Span Area Deflection of outer wing flap: take-off landing Deflection differentiation of innerwing flap:take-off landing Ground spoilers Span Area Deflection ABC tabs Span Area Deflection Stabilizer and elevator Span Total area Sweepback angle (at quarter-chord) Dihedral angle Taper ratio Aspect ratio Mean aerodynamic chord Angle of stabilizer setting
NOTE: Max. elevator deflections are marked by gauge lines on the airplane - see fig. 1-14 Elevator trim tab area Elevator trim tab max. deflection: up down Fin and rudder Height Total area Sweep angle (at quarter-chord) Aspect ratio Taper ratio Mean aerodynamic chord Rudder Area Max. deflection (to both sides) 2.814 m2 17O + 01- 30' 3 310 mm 7.3 m2 35O 1.5 0.5 2 285 mm 2 x 0.192 rn2
l o 0 +I- lo
16O +I- lo
N0TE:Max. rudder deflections are marked by gauge lines on the airplane - see fig. 1-15 Rudder trim tab area Max. rudder trim tab deflection: 0.433 m2 1O0 + 0/-1 (to the left side)
Fig. 1-13 GAUGE LINES MARKING MAX. AILERON DEFLECTIONS (1) Gauge lines in red colour marking max. aileron deflections (2) Aileron control rod shroud varnished in white colour
2.1. GENERAL
The flight control system is provided with dual rudder, elevator and aileron controls. Each pilot has a control column of his own with a steering wheel in its upper part. The elevator is controlled by pushing or pulling the control column. The ailerons are controlled by turning the steering wheel. The rudder is controlled by means of two pairs of pedals which are also used to control wheel brakes. The controls of the elevator trim tab, rudder trim tab and aileron trim tab are located on the front control panel. The controls of wing flaps are located on the central and the RH control panel. The controls of spoilers and automatic bank control-tabs are located on the central control panel. The spoiler control push-buttons are located on the steering wheel. The tie rods of the different control systems are marked by coloured strips as follows:
FIG. 2-2 RUDDER CONTROL I. Foot control assemblies with pull-rods, levers, bellcranks and rollers, II. Rollers, turnbuckles and guides, Ill. Rollers, segment and shaft
I - Handwheel forelevator trim tab control with mechanical indicator and pulleys
Il - Guide
2.8. SPOILERS
The spoiler control system is of electro-hydraulic-mechanical type Electric part of spoiler control system The electric part of the spoiler control system includes the following items: The SPOILERS circuit breaker which activates and electrically protects the feeding circuit of spoiler control. The VG-15K-2s switch which activates the spoiler control circuit. The KNR pushbuttons, actuated by a pressure cap, which activate the GA 184 Ul2 solenoid valve. The pushbuttons are protected against unintended depression by a safety latch. The extension of the spoilers is signalled to the crew by the S POILERS signalling cell on CWD activated by the LUN 3159.02-7 terminal switch.
BUS BAR
T'
r
I
'
TRIM TABS
I._._.__._.
I
I
GA 184 U12 solenoid valve is provided with four necks connected to pipings which connect the
solenoid valve with the constant pressure circuit, the return line and with the LUN 7138-8 spoiler actuator (2 necks). A throttle on the solenoid valve inlet is inserted into the constant pressure circuit to slow the spoiler extension. Mechanical part of spoiler control system The mechanical part of the spoiler control system consists of pull rods and levers which connect the spoilers into one system. Linked to this mechanical system by means of an adjustable eyebolt
is the LUN 7138-8 spoiler actuator which ensures the extension and retraction of the spoilers. The
spoiler actuator is fastened to the bracket located on the rear wing spar. The lever controls the LUN 3159.02-7 terminal switch through a pull rod located on the bracket. The stops in the spoiler control system are arranged in such a way that the spoilers are provided with striking surfaces which run against adjustable stop screws on the rear wing spar. Spoiler control system operation With the circuit breaker spoilers and the switch spoiler in ON positions and after remowing the mechanical catch, the joint push-buttons on the left-hand steering wheel shall be depressed. The
GA 184 Ul2 solenoid valve opens the supply of hydraulic liquid from constant pressure circuit into
ground spoiler actuator LUN 7138-8. The spoilers are out while holding the push-buttons depressed. Spoilers being out position is signalled by lighting the signal SPOILERS on the signalling panel.
FIG. 2-7
- opens the feeding circuit thus blocking the extension of the automatic bank control tab on the
side of the inoperative engine. The automatic bank control tab remains retracted.
- extinguishes the green AUT. BANK CONTROL signal - switches on the yellow AUT. BANK CONTROL signal - activatos the solenoid valve E 147, E 148 which causes the extension of the automatic bank
control tab on the side of the operating engine. When the airspeed of 111 kt (205 kmlhr) is reached, the ABC tab retracts automatically and the yellow AUT. BANK CONTROL signal extinguishes. If after the ABC tab extension accompanied by automatic propeller feathering the speed decreases below 111 kt (205 krnlhr), the ABC tab does not extend again and the system does not become operative. The removal of the operative condition of the automatic feathering and the ABC systems is allowed only after successful re-starting of the inoperative engine or after a check. It is carried out by simultaneous switching off and on of both PROP. FEATHERINGIAUT. BANK CONTROL circuit breakers and the AUTOFEATHER and AUT. BANK CONTROL switches. If the air pressure after the compressor drops below the level limited by the pressure change-over switch E 152, E 154, its contacts disconnect. The control circuit of the relay E 155, E 157 or
E 156, E 158 connects positive signal to the relay E 141 or E 142 of the system:
- opens the feeding circuit thus blocking the extension of the automatic bank control tab on the
side of the inoperative engine. The automatic bank control tab remains retracted.
- extinguishes the green AUT.BANK CONTROL signal - switches on the yellow AUT.BANK CONTROL signal
- activates the solenoid valve E 147, E 148 which causes the extension of the automatic bank
control tab on the side of the operating engine.
2.10. FLAPS
The aeroplane has an electro-hydraulic-mechanical of wing flap control. The wing flap controls are located on the central and the right-hand control panel. The LUN 2690.05-8 wing flap position indicator signals the flap position. The FLAPS 18' signalling cell cautions the pilot to extend the flaps before the take-off. NOTE: At airspeeds above 111 kt (205 kmlhr) , the possibility of the extension of wing flaps to the maximum angle is blocked. The electrical part of the wing flap control system consists of the electrical devices described below. The WING FLAPS circuit breaker switches and electrically protects the feeding circuit of the wing flap control. The D 701 terminal switch eliminates the possibility of wing flap extension with an opened entrance door. The OK l(8)wing flap control unit, assembled on the base of a 443 853 067 722 three-position change-over switch provides the control of the GA 163 TI16 solenoid valve through the contacts of the KPK 3(8) wing flap terminal switch. When the wing flap control unit is in its upper position, the flaps are retracted. The other two positions of the central unit correspond to the 18O and 42O deflection of the wing flaps. In each of these positions the control unit is fixed by an arrester. The position of the flaps is signalled to the crew on the LUN 2690.05-8 wing flap position indicator through the actuation of the D 701 terminal switches in the KPK 3(8) wing flap terminal switch assembly which senses the wing flap motion by means of a rod driven by the wing flap actuator. Functional check of the wing flap position indicator lamps is performed by actuating the 2 KNR pushbutton labelled SIGN. When actuating the SIGN, button (with the CENTRAL WARNING DISPLAY-AIRFRAME and CENTRAL WARNING DISPLAY-ELECTRO circuit breakers ON), the lamps of the wing flap position indicator are powered and by their light up their correct function can be checked. The FLAPS 18' signalling cell informs the pilot about the necessity to extend the wing flaps, if the landing gear is extended. The hydraulic part of the wing flap control system consists of the wing flap extensionlretraction circuit which is connected by means of the GA 163 TI16 solenoid valve to the constant pressure circuit. The components and pipelines of this part of the wing flap control system are situated in the middle part of the wing. The GA 163 TI16 solenoid valve has four necks: by means of two of them the valve is connected to the constant pressure circuit and return circuit and through the remaining two the hydraulic fluid is supplied via the LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator and the 12 LUN 7573.4-7 throttle valve to the LUN 7231.02-8 wing flap actuator. The LUN 7231.04-8 wing flap actuator contains,also the LUN 7543.02-8 double hydraulic lock and the LUN 7547 03-8 shuttle valve. The LUN 7543.02-8 double hydraulic lock locks automatically the spaces on both sides of the flap actuator piston as soon as the hydraulic fluid supply stops. The shuttle valve secures the operation of the wing flap actuator with the main or emergency hydraulic system.
a@
L/'
AIRSPEED SlCNALlZER /SWITCIIES ABC TAB CONTROL OFF AT 205 km/h [AS/
return
-
circuit. After the piston of the actuator reaches the selected position, the terminal switch disconnects the corresponding electric circuit, which makes the piston stop. Simultaneously, the corresponding signal cell on the wing flap position indicator illuminates. The stability of the wing flap actuator piston position after the extension is secured by means of the double hydraulic lock. If the wing flap control unit is set to the upper position, the corresponding signal cell signalling the extended flap position extinguishes, the solenoid valve secures the connection of the second neck of the actuator with the constant pressure circuit and of the first neck with the return circuit. The double hydraulic lock secures the hydraulic fluid supply from one side of the wing flap actuator only and the piston of the actuator returns to its initial position. As soon as it has reached this position, the terminal switch breaks the feeding of the solenoid valve, the actuator piston stops and, at the same time, the signal cell, signalling the retracted (initial) position of the flaps on the
wingf~ppo~sitionindicatorilluminates.
~
Operation of the wing flap control system - emergency operation mode The control of the emergency extension system of wing flaps is performed by means of the
LUN 6577-8 hand-operated valve labelled EMERG. EXTENSION-WING FLAPS (with the WlNG
FLAPS circuit breaker switched ON).
The handle of the hand-operated value is fixed in its upper position with a seal, which means that the system of the emergency flap control is normally out of operation (closed).
BUS B A R
WING FLAP
.-
1 I '
1
SlhlPLlFlED WIRING 1)IAGRAM
I
EXTENSION
3.1. General 3.2. Extension and retraction 3.3. Main wheel braking 3.4. Steering
3.5. Position and warning
3.1. GENERAL
The aircraft is equipped with a three-wheel retractable landing gear of swinging type. Nose landing gear is installed in the fuselage front section between 4th and 5th frames and retracts in flight direction. The main landing gear (left-hand and right-hand legs) is installed in landing gear nacelles located on outer side walls of the fuselage center section between frames No.12 and No.14 and is retractable inward perpendicularly to the flight direction, towards fuselage. All the three landing gear legs are equipped with shock-absorbers. Retraction and extension are performed by hydraulic jacks. The nose landing gear is equipped with a servo-control cylinder which provides two functions:
- during normal braking with brake pedals: 0 - 4.4 + 0.3 MPa (0 - 45 + 3 kp/cm2)
The pressure of 2.45 + 0.49 MPa (25 + 5 kp/cm2) is used for parking the aircraft on apron. For engine test the pressure of 4.9 + 0.49 MPa (50 + 5 kp/cm2) is used. Parking brakes can be used also for emergency and for normal braking during landing by generating the pressure of 0 - 4.4 + 0.3 MPa (0 - 45
At that case both wheels are braked uniformly. CAUTION: AT THIS CASE BRAKES CANNOT BE USED TO CHANGE THE AIRCRAFT MOVING DIRECTION, THE ANTIBLOCKING DEVICE IS INOPERATIVE, AND THE WHEELS CAN GET BLOCKED IF THE PRESSURE OF 45+3 kp/cm2. The aircraft is equipped with an antiblocking device which.switches the wheel brakes off closely before their potential blocking. Retracted and extended position of the landing gear are signalized by light and mechanical indicators. Apart from that an optical and acoustical device is installed in the cockpit warning the pilot about the necessity of the extension of the landing gear.
FIG. 3-1 MAIN LANDING GEAR (1) Carrying tube, (2) Sealing, (3) Suspension, (4) Swing arm, (5) Shock
absorber, (6) Wheel axle, (7) Wheel with brake, (8) Tyre, (9) Tilting door,
(10) Main landing gear hydraulic jack, (1 1) Hinge, (12) Bracket, (13) Tie rod, (?cj
Swing lever, (15) Fixed lever, (16) Tie rod, (7) Main landing gear mechanical lock, (18) Bushing, (19) Support, (20) Pull rod, (21) Bracket,
(22) landing gear position mechanical indicator, (23) Inertial sensor set for the
L.H.part of UA 28A-13 or UA27A-13, for t he R.H.part of UA 28A-14 or UA 27A14, (24) Fastening strip with button, (25) Bolt with nut and washer, (26) Bonding
strip, screw.
FIG. 3-2 NOSE LANDING GEAR (1) Shock absorber, (2) Servo control of the nose gear wheel, (3) Swinging lever,
(4) Nose landing gear door LH + RH, (5) Rear nose landing gear door,
(6) Wheel axis, (7) Wheel with tyre, (8) Countershaft, (9) Nose landing gear jack (10) Safety pin, (11) Suspension point, (12) Bracket, (13) Suspension, (14) Tie rod, (15) Suspension, (16) Tie rod, (17) Tie rod, (18) Flange, (19) LUN 3159.01-7 terminal switch, (20) Nose landing gear position mechanical indicator, (21) Nose landing gear mechani cal lock, (22) Hinge for the landing ski limiter. NOTE: Nose landing gear doors are shown in the open position which can be achieved by disconnecting the pull rod (16) after having removed the safety pin (10).
mechanical lock, LUN 7188-8 lock release cylinders are component parts of main landing gear mechanical locks. Lock release cylinders serve for releasing these mechanical locks. LUN 7561-7 stabilizing valve protects LUN 7188-8 mechanical locks release cylinders against pressure peaks, which arise at the end of the landing gear retraction and which could cause the repeated release.
FIG. 3-3 DIAGRAM OF THE LANDING GEAR EXTENSION AND RETRACTION CONTROL SYSTEM Legend to the fig. - see the following page
Legend to the fig. 3-4: (1) LUN 6577-8 hand-operated valve, (2) LUN 7183.04-7 or LUN 7183.05-7 emergency lock actuator, (4) LUN 7108.1 1-7 LH main landing gear jack, (5) LUN 7233.04-7 nose landing gear jack, (6) LUN 7108.12-7 RH main landing gear jack, (7) LUN 7185-7 lock release cylinder, (8) LUN 7188-7 lock release cylinder, (9) LUN 7515.10-7 landing gear emergency valve - component part of LUN 7108.11-7 the main landing gear, (10) LUN 7515.11-7 landing gear emergency valve - comp onent part of LUN 7108.12-7 the main landing gear jack, (1 1) LUN 7515.12-7 landing gear emergency valve - component part of LUN 7233.04-7 the nose landing gear jack, (12) I3 057 120 N discharge valve. a - emergency control circuit
b - return circuit
c - landing gear extension and retraction circuit (see the fig. 3-3)
FIG. 3-4 EMERGENCY LANDING GEAR EXTENSION SYSTEM DIAGRAM Legend to the fig. - see the previous page
LON 7185-7ralease cylinder, which releases the nose landing gear mechanical lock and terminal switch switches off the middle green lamp on the landing gear position indicator and switches on the red signalling that the nose landing gear is in interposition. The hydraulic liquid under pressure flows to LUN 7515.12-7 emergency valve of the nose landing gear jack (which hydraulically locks the extended pis ton position of the nose landing gear jack) and due to its repositioning the nose landing gear jack is connected with the return circut. The piston in the nose landing gear jack rnaves in its other end position, in which it is locked by the mechanical ball lock placed inside the jack. The terminal switch which is connected with this ball lock, signals by switching on the central red lamp that the landing gear is locked in its retracted position. The circuit of LUN 7108.1 1-7 and LUN 7108.12-7 main I anding gear jacks operatcs in similar way. It is connected in parallel to the circuit of the nose landing gear jack. The main landing gear jacks are locked in their retracted position by means of mechanical locks.
Terminal switches signalize this extended position with green lamps on. After the delivery of the hydraulic fluid under pressure, the segment locks of main landing gear jacks release and simultaneously, by changing over the terminal switch on main landing gear jacks the landing gear interposition is signalled by means of red lamps. LUN 7515.10-7 and LUN 7515.1 1-7 emergency landing gear valves are parallelly connected to this circuit (they lock hydraulically the piston in the extended position) and due to their shifting, the main landing gear jacks are connected with the return branch. After the piston reaches its limit position, the landing gear is locked by main landing gear mechanical locks and terminal switches on these locks signal by switching off the red lamps that the landing gear is locked in its retracted position. Extension of the landing gear With the circuit breaker LANDING GEAR on, move the handle of the landing gear switch in its
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lower position. The GA 163 ~/16solenoid valve connects the permanent pressure circuit with the working circuit. The hydraulic fluid under pressure flows through LUN 7561.7 stabilizing valve and LUN 7515.12-7 landing gear emergency valve into the nose landing gear jack where it releases the mechanical ball lock of the jack and the terminal switch on the nose landing gear jack signals by red signal light on the landing gear position indicator that both the piston and the nose landing gear leg are in the interposition. After shifting the piston in its lower limit position, the mechanical lock of the nose landing gear locks the nose landing gear. The terminal change-over switch on the
f-drtt
EMERGENCY
LAND. GEAR
TERMINAL SWITCH
EMERGENCY VALVE
TERMINAL SWITCH
"t
LAND. GEAR
DOWN
RETURN C I R C U I T
--- T
I I
FEEDING C I R C U I T
uP
SOLENOID VALVE
- - -
EMERGENCY C I R C U I T
0 * * * f
I
a * -
Description
The main wheels brakes and parking of the aircraft are controlled with a hydraulic circuit of main wheels braking. The braking circuit is separated from the steady pressure circuit with a 674 600 B(8) non-return valve the LUN 6953.02-8 separate hydraulic accumulator with which supplies the pressure energy in case of the steady pressure circuit failure from. The capacity of the hydraulic accumulator provides et full pressure at least 25 fully braking with detached antiblocking device. The hydraulic fluid is supplied through a LUN 7514.02-8 hand operated valve to four LUN 7367.03-8 brake valves that generate the pressure for braking. They are controlled by a lever gear from the foot operated steering pedals. The brake valves deliver the hydraulic fluid with smooth reduction from 0 to 4.4
+ 0.3 MPa (0 to 45 + 3 kp/cm2) to the brakes proportionaly to + 0.5 MPa (50 + 5 kp/cm2) in the main wheel circuit.
intensity of pressing the foot operated steering pedals. The LUN 7514.02-8 reduction valve keeps the steady reduced pressure of 4.9
CAUTION: WHEN REPLACING THE LUN 7367.03-8 BRAKE VALVE IT IS NECESSARY TO INSPECT AT FIRST THE IDENTICAL MARKING ON ALL FOUR BRAKE VALVES ON BOTH STEERING BLOCKS ,NAMELY LUN 7367.03-8. The braking of the main wheel is doubled. To prevent the simultaneous braking from both pilots two LUN 7368.01-8 shuttle valves are installed to the circuit. They supply the hydraulic fluid from valves to brake cylinders. SP 1 self-sealing couplings (8) are determined to prevent the loss of hydraulic fluid during brake disconnection. The main wheel brake system has an antiblocking device consisting of UA 27A-13 or UA 28A-13 (or UA 27A-14 or UA 28A-14) inertial sensors and LUN 2575-7 or LUN 2575.01 -7 electromagnetic distributors.
FIG. 3-6 DIAGRAM OF MAIN LANDING GEAR WHEEL BRAKING SYSTEM (1) LUN 7514.02-8 Reduction valve, (2) LUN 7367.03-8 Brake valve, (3) LUN 7547.03-7 Shuttle valve, (4) SP 1 (7) Self-sealing coupling, (5) LUN 1446.02-8 Dual pressure gauge, (6) LUN 7368.01-8 Shuttle valve, (7) Brake cylinders, (8) LUN 2575-7 or LUN 257'5.01-7 Electromagnetic distributor. a - steady pressure circuit b - reverse circuit c - brake drain d - into emergency tank e - parking brake circuit (see fig. 3-7)
The hydraulic fluid under the pressure of 14.7 MPa (150 kp/cm2) is reduced by the LUN 7514.02-8 reduction valve to the steady pressure of 4.9
pressure in the reduction valve exceeds 5.9 +/- 0.19 MPa (60 +/- 2 kp/cm2) the safety valve slide releases the excessive fluid into the reverse circuit. The hydraulic fluid under the pressure of 4.9 MPa (50 kp/cm2) is supplied to four LUN 7367.03-8 brake valves. When braking the aircraft by smooth pressing of brake pedal the force is transmitted by a regulation spring to the valve. The valve connects the pressure fluid intake with the brake circuit. After equalization of the pressure in the brake circuit and behind the pressed regulation spring, the valve closes further hydraulic fluid supply. After releasing the brake pedal the valve connects the brake circuit with the reverse branch and releases the brake. Higher or lower pressure in brakes can be obtained by changing the intensity of brake pedal pres sing. The control force depends on the lift and changes smoothly within the range of 169 N through 490 N (20 kp through 50 kp). The hydraulic fluid is delivered from the brake valves to LUN 7368.01-8 shuttle valves. The slide controlled by the regulation spring opens and closes the hydraulic fluid supply from the first or the second pilot respectively. That prevents simultaneous braking from both pilots. The hydraulic fluid is supplied from shuttle valves via the LUN 2575-7 or LUN 2575.01 -7 elect romagnetic dis tributor to the LUN 7547.03-7 shuttle valve. Through this valve flows the hydraulic fluid freely to brake cylinders. In case of normal circuit failure it opens the way for the fluid from the parking brake circuit.
SP 1 (7) self-sealing coupling is placed between the shuttle valve and the brake cylinders. In
screwed state the sealing cone presses away the connection valve and the fluid passes freely. During dismantling the brakes the connection valve is pressed back by the spring and closes the flui d supply. LUN 1446.02-8 dual pressure gauge is connected parelelly to the left-hand and righthand brake circuit indicating the brake control pressure. The excessive fluid from the LUN 7367.03-8 brake valves is drained either directly to the main hydraulic tank connected to which is the emergency tank. The LUN 2575-7 or LUN 2575.01 -7 electromagnetic distributor which is controlled by an inertial sensor, switches the fluid supply from the brake cylinders to the reverse branch in case of braking a nd simultaneous wheel blocking. The electrical circuit of this antiblocking device is switched on permanently, but the pilot can decide about its switching off using the manual switch ANTISKID placed on the central control panel. Emergency braking of the main landing gear wheel Parking brake circuit can be used for emergency braking the main wheels. At that case both main wheels are braked simultaneously. As higher pressure can be supplied to brake cylinders via the parking brake circuit than under normal braking it is necessary to watch the parking brake pressure gauge (on instrument panel) not to exceed the pressure of 4.41 + 0.29 MPa
(45 + 3 kplcm2) and to prevent the brake blocking. 4 to 5 cycles of the hand operated hydraulic pump are required for emergency braking. During emergency braking, the antiblocking device is out of operation.
FIG. 3-7 DIAGRAM OF PARKING BRAKE CIRCUIT (1) LUN 6578.02-8 Hand operated valve, (2) LUN 7557.01-8 Safety valve,
(3) LUN 6900-8 Brake accumulator, (4) LUN 7547.03-7 Shuttle valve,
(5) SP 1 (7) Self-sealing coupling, (6) MA 100 Pressure gauge, (7) Brake cylinders, (8) Non-return valve 674 500 B (8). a - emergency control circuit b - main wheel braking circuit (see fig. 3-6) c - reverse circuit
Description
Parking brake circuit serves to the permanent braking of aircraft on the ground and its braking through engine test. LUN 6100.03-8 hand operated hydraulic pump is a source of pressure for the parking brake circuit. Hydr~ulic fluid is pumped from an emergency tank. The LUN 6578.02-8 hand operated valve serves to control the proper parking. It is separated from the emergency circuit by a 674 500
B non-return valve (8). The hydraulic fluid is supplied from the hand operated valve to the
LUN 7547.03-7 shuttle valves and to brake cylinders. The LUN 6900-8 parking brake accumulator and the LUN 7557.01 -8 safety valve are parallel connected to the circuit. The pressure in the parking brake circuit is checked by MA 100 pressure gauge.
Operation
For parking the LUN 6578.02-8 hand operated valve is switched to STOP position (upwards). By pumping with the LUN 6100.03-8 hand operated hydraulic pump the hydraulic fluid is supplied through the 674 500 B non-return valve (8) and the LUN 6578.02-8 hand operated valve to the LUN 7547.03-7 shuttle valves which, by moving the slide, let the hydraulic fluid flow to brake cylinders. Pump by the hand operated hydraulic pump until the required pressure for parking is achieved. The pressure is ch ecked by the MA 100 pressure gauge. The parking brake circuit is protected against overloading by the LUN 7557.01 -8 safety valve which is set to the relief pressure of 5.88 MPa (60 kp/cm2). The LUN 6900-8 brake accumulator prevents pressure drop in the parking brake circuit caused by the compensation of temperature and leakage of the circuit. Parking brake release is performed by over switching the LUN 6578.02-8 hand operated valve to the initial position (downwards). Thus the parking circuit, whi ch is under pressure, is connected with the reverse branch, excessive hydraulic fluid is drained into the ,everse branch and parking circuit remains without pressure. In the parking brake circuit there is a 0.7 S LUN 1492.04-8 pressure switch for blocking of the voice recorder erasing circuit after the aircraft has stopped (if installed).
3.4. STEERING
Description
Steering (i. e. nose wheel leg steering) is an electro-hydraulic-mechanical system and can be hand-operated by a lever on the steering column or foot-operated by pedals of the foot-operated steering. Manual nose wheel steering anables taxiing of the aircraft. The foot-operated steering controls the nose wheel within small angles and is used for take-off and landing only. The electrical part of the system controls the GA 184 U/2 solenoid valve. The foot-operated nose wheel steering controls also the LUN 2550.02-8 electromagnetic clutch. Hydraulic part of the system supplies hydraulic fluid into the nose wheel steering servo cylinder.
Mechanical part of the system controls the nose wheel steering servo which is a part of the nose landing gear leg. The steering servo has two independent functions in the aircraft:
- when connected into the hydraulic system through the switch located on the central control panel
(signalling lamps in the PEDAL STEERING, MANUAL STEERING window on the signalling panel are on it works as a steering servo.
- when not connected into the hydraulic system, i.e. the switch on the control panel is off
(signalling lamps in the PEDAL STEERING, MANUAL STEERING window are off) it works as a
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shimmy damper. The steering servo must be switched off when towing the aircraft by a tractor.
By moving the distribution slide valve in steering servo cylinder through the lever on the steering
wheel the pressure fluid is delivered to one side of the nose steering servo piston. The other side is at the same time connected to the waste branch. Thus the wheel starts turning to one side. The wheel turning is not proportional to the shifting of the lever on the steering wheel. Centering springs in the slide valve body return the slide valve automatically into the central position,
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meaning that the lever must be held-duringthe-whole period of turning in displaced position. After
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positioning the NOSE WHEEL STEERING switch into neutral position the GA 184 Ul2 solenoid valve connects the supply inlet with the waste branch and the signalling lamp for MANUAL
STEERING on the signalling panel lights down. Manual steering controls the nose wheel within
50to each side with a tolerance of -5'
moving the slide valve in the servo steering cylinder with foot-operated steering pedals the pressure fluid is delivered to one side of the piston of the steering servo. The other side is simultaneously connected to the waste branch. Wheel turning is proportional to the motion of the foot-operated steering pedals. It enables the nose wheel to turn within the range of 4O30' + I 130' to the right (and to the left) the nose wheel deflection of deflection.
+ 4'30'
Centering springs in the slide valve body return the slide valve automatically into the central position. After moving the NOSE WHEEL STEERING switch into neutral position the GA 184 Ul2 solenoid valve connects the supply inlet with the waste branch and the PEDAL STEERING signalling lamp lights down on the signalling panel. The LUN 2550.02-8 blocking electromagnetic clutch is automatically opened following the impulse during the landing gear retraction. In case the clutch remains closed even after the landing gear retraction the flight safety is not endangered.
- light
- acoustic - mechanical
indication of the landing gear position Landing gear position light indication
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Light indication of the landing gear position can be indicated by the LUN 1694-8 landing gear position indicator connected to the LUN 3170-7 terminal microswitches located on LUN 7108.1 1, LUN 7108.12 main landing gear jacks and to KP 517lU terminal switch located on the nose landing gear mechanical lock. Extended and secured position of each landing gear leg is indicated on the landing gear position indicator by lighting up of 3 green lights. Intermediate position of the landing gear legs is indicated on the indicator by lighting up of 3 red lights. Retracted and secured position of the landing gear is not indicated by light. There is no light signalization of the retracted landing gear position on the landing gear position indicator. Landing gear position mechanical indicator Mechanical indicator of landing gear position indicates the extended position of landing gear by three extended mechanical indicators. In retracted-position the indicatars are retracted in.
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Landing gear position acoustic signalization Acoustic signalization of the landing gear position is indicated by the H 118 horn from AM 800 K terminal switches The acoustic signalization of landing gear operates: -when both POWER control levers are in IDLE position, the speed is lower than 205 kmlh. IAS and the landing gear is retracted or in intermediate position, -when wing flaps slide out to landing position and the landing gear is in intermediate position. The acoustic signal by a horn is always accompanied with lighting of the EXTEND LANDING GEAR block on the warning display. The electrical circuit of the acoustic signalization is protected by LANDING GEAR ACOUSTIC SIGNALIZATION fuse. Afterextendmgand locking the landing gear (sliding i~ the wing-flaps i s not sufficient) orafter
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resetting one of the two POWER engine control levers forward, the signalization of necessity to extend landing gear stops the operation. NOTE: The ZO-1 S retarding circuit prevents the wrong signalization within the landing gear extend circuitry with wing flaps slided out to 18O.
FIG. 3-10 DIAGRAM OF THE SYSTEM OF THE LANDING GEAR POSITION INDICATION
CHAPTER 4
AIR - CONDITIONING
4.1.Generalp 4.2. Distribution of air 4.3. Heating 4.4. Temperature control 4.5. Indication
4.1. GENERAL
The air-conditioning system is intended for:
- the heating of the pilot and the passenger cabin within the limits satisfying physiological demand
for heat,
- the heating of the storage battery bay, - sufficient ventilation of the pilot and the passenger cabin during flight and landing. - the cooling of radio navigation equipment.
- navigation equipment.
fanning, (8) Airscoop, (9) Air channel, (10) Air shower, (1 1) Air intake, (12)
4.3. HEATING
The hot air for the heat~ng tapped from both engines after the last (radial) cormpressor stage. is The hot air is conducted by a piping provided with thermal ~nsulation. the area of the engine In nacelles, the piping comprises a branch from which the hot air
IS
deicing - see Chapter 5. The pipings running from the left-hand and the rlght-hand englne join in a mixer in the wing centre section. Located on the pipings before their entry into the mixer are nonreturn valves, a comperisator and a pipe coupling. The rnixer cor~~prisesbranch where the hot a air is tapped for airframe deicing - see Chapter 5. Welded to the rnixer is also a test pressure connection with a blinding plug. The hot air from the rnixer is led to a shut-off flap. The shut-off flap controls the hot air flow rate. From the shut-off flap, the hot alr is led by a piping with compensators to an annular ejector. The annular ejector incorporates a branch through which the hot air is supplied to the storage battery bay.
- VENTILATION lever,
HEATINGNENTILATION control levers is in the open position. The fanning proper is then
activated by moving the COCKPIT AIR CONTROL lever to its open position (upward). If the righthand COCKPIT AIR CONTROL lever is in the lower position, the air is conducted to the outlets at pilots' legs where each pilot can individually adjust the air flow rate by control lever marked
COCKPIT AIR CONDING. If the right-hand COCKPIT AIR CONTROL lever is in the WINDSHIELD position, the air is brought to the side windows ot the pilots' cabin. If t l w lever is in
the middle of its travel, the air is distributed evenly between the windows and the pilots' legs. NOTE: The passenger cabin can be heated faster if the cockpit air control is out of ~,lwration (the left-hand COCKPIT AIR CONTROL lever is in its closed position 1.e. down).
4.5. INDICATION
Air temperatures
1r1 the
an indication system. The air-conditioning syste111 temperature is rnonitored on the LUN 5610.01.8 dual air temperature indicator, its bottom scale shows the air temperature in the heating air ducts, the top one that in the passenger cabin. The air-conditioning system ternperature indication is turned on by switching on the CENTRAL WARNING DISPLAY-AIRFRAME circuit-breaker.
LUN 5615-8
LUN 5616-8
v I
27 V
1
I
I
L-,
0
I I
I
I I
I
5.1. General
5.4. Heads pressure deicing 5.5. Windshield and wiper unit deicing
5.1. GENERAL
The following systems have been installed on the alrcraft front sections as the protection against the ice formation:
- the pneumatic deicmg system for deicing the leading edges of wings and tail unit - the system of hot-air heating of leading edges of the engine air intakes
- the system of the electric heating of the Pitot tubes, static and ram pressure heads
- the system of heated front windshield including the installation of the wiper unit for removal of the
hoarfrost, snow, ice and dust from the p~lot's cabin windshields
- the system of the electrlc heating of the propeller blades leading edges for deic~ng the of
FIG. 5-1 LOCATION OF COMPONENTS FOR DEICING THE WINGS AND TAIL UNIT (1) P 20-1 Rubber deicer, (2) P 20-2 Rubber deicer, (3) P 25-1 Rubber deicer, (4) P 25-2 Rubber deicer, (5) P 24-1 Rubber deicer, (6) P 24-2 Rubber deicer, (7) P 26-1 Rubber deicer, (a), (9) LUN 6656-8 Reduction air valve, (10) LUN 1562-8 Air pressure transmitter, (1 1) LUN 2477.01-8 Single solenoid valve, (12) LUN 2477.02-8 Double solenoid valve, (13) LUN 3294-8 Control box of the airframe deicing, (14) LUN 3295-8 Electronic timer of the airframe deicing,
(15) Compensator, (16) Circuit breaker DEICING-AIRFRAME, (17) Bridge,
(18) Clamp, (19) Baffle wall, (20) Clamp, (21) Elbow, (22) Plug, (23) T-connection (24) Piping, (25) Loop, (26) Coupling, (27) Mixer, (28) Beam, (29) Connection of the external air source with a blind, (30) Plate, (31) Bracket, (32) Water separator.
CAUTION:-THE SYSTEM OF THE PNEUMATIC DEICING SHOULD NOT BE TURNED ON AT THE TEMPERATURES LOWER THAN -300C. NO DAMAGE OF DEICERS IS CAUSED UP TO THE TEMPERATURES OF -60C.
The main switch is turned to the position ON hence putting the deicing system into operation. On the control box of the airframe deicing 3 bulbs light up. The selector of the operation is in the
AUTOM. position. The cycling is accomplished by help of the electronic timer (14), this switching
on separate solenoid air valves and in this way the air stream is fed to the separate sections of the C) rubber deicers (sections A, 6, and the cells in the deicers are inflated. Upon completing the deicing, the electronic timer sets individual solenoid air valves so, that the Venturi tube starts operating, this being a part of the solenoid air valves. The negative pressure appears in the system and the cells in the deicers get flat. This is repeated continuously, till the main switch on the control box of the airframe deicing does not turn off. The filling of deicers with the pressure air is checked on the pressure gauge inside the control box. Switching over individual sections is indicated by the lighting up of the control lights on the control box (always for the relevant section A or B or C). Cycling can either be speeded up or slowed down by the FAST-SLOW speed selector which is also mounted on the control box. The diagram of the work cycle for the automatic control -the speed selector is in the FAST position
A - section A cycle
B - section B cycle
deicers operating
C - section C cycle
@b AIRFRAME
DEICING
MANUAL position and the cycling is accomplished by switching over individual sections to the
position A, B or C. Even in the case that the system of the pneumatic deicing is not put into operation, it is necessary to turn on the DEICING-AIRFRAME circuit breaker mounted on the overhead panel immediately upon starting the engines. The main switch on the control box is in the OFF position. Due to this the Venturi tubes are actuated. As the Venturi tubes are a part of the solenoid air valves, the under pressure appears in the system of the pneumatic deicing and the cells in the deicers are sucked toward the leading edges. CAUTION: IF NOT FOLLOWING THIS PROCEDURE (TURNING ON THE DEICING AIRFRAME CIRCUIT BREAKER WITH THE MAIN SWITCH ON THE CONTROL BOX IN THE OFF-POSITION) THEN NO UNDER PRESSURE IS FORMED IN THE SYSTEM OF THE PNEUMATIC DEICING AND THE CELLS IN THE DEICERS ARE NOT SUCKED TOWARD THE LEADING EDGES HENCE CAUSING THE DISTORTION OF THE AERODYNAMIC PROFILE OF THE LEADING EDGES.
Description
Hot air distribution system Hot air is fed through the piping via the shut-off cock (1) - see fig. 5-3 - to the leading edge of the engine air intake. Inside the piping, ahead of the shut-off cock, there is a branch pipe, through which hot air is taken for the air conditioning system - see chapter 4. Heating of the leading edge of the air intake to the engine is carried out along its entire periphery. From the inner side of the air intake to the engine, the surface is heated to the depth of 110 mm, from the outer side of the air intake to the engine the surface is heated to the depth of 30 mm. Heating of this surface is enabled by a gap created between the skin (2) and the inner jacket (3). Hot air is forced into this gap through the ports, made along the piping periphery (4). The hot air supply to the piping (4) is provided at two points and created by the branched supply piping (5) from the shut-off cock. This arrangement secures uniform distribution of the hot air along the entire periphery of the engine air intake and also the uniform temperature of the heated surface. The discharge of the used air from the gap space to the engine space is by means of im pressed channels formed in the rear side along the gap periphery.
FIG. 5-3 HOT AIR DISTRIBUTION TO THE LEADING EDGES OF THE AIR INTAKE (1) UK 1 Shut-off cock, (8), (2) Skin, (3) Inner jacket, (4) Piping, (5) Supply piping, (6) Bracket, (7) Coupling, (8) Pipe coupling, (9) Searchlight, (10) Connection, (1 1) Screw, (12) Sealing ring, (13) (14) (15) Piping, (16) Sealing, (17) Clamp, (18) Straight coupling, (19) Shim, (20) Bracket, (21) Lever, (22) Spring, (23) Air intake to the engine, (24), (25), (26) Shim, (27) Terminal.
a - hot air
e - 7 portso 1.9 mm
m. In this position, the vanes cause, that the path of the ice pieces, passing through the airchann
el, is deflected from the suction space into the engine and due to their kinetic energy they fly through the rear open vane (2) out from the engine nacelle.
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The resetting of the vanes is accomplkhed by the MP-100 MT electromechanical strut, this being fixed above the air channel. The motion from the electromechanical strut (1 1) see fig. 5-5 is transferred to the vane (1) by means of the angular lever (2) and the adjustable pull rod with a fork
(13). The amount of the vane opening (1) is given by the stroke of the electromechanical strut.
The adjustment of the separator vane consists only in the vane setting to the felt stops (4) in the upper (i.e. closed) position. The coupling with a vane (2) is accomplished by means of a push-pull cable (5). Due to the extensive sucking forces, acting upon the vane (2), its control is accomplished by help of the yoke
(8) with an adjustable lever (10). The yoke and the adjustable lever are covered with a cap (18).
Beside the vanes (1) and (2) the vane behind the oil cooler (3) and the shut-off cock (9) are still more controlled by the MP-100 MT electromechanical strut and the push-pull cables (6) and (7). The vane opening (3) is adjusted for high and low ambient air temperatures.
-
T h e c6ntrol o f the vane (3) behindthe-oil cooler and hence the increase of this vane opening has been made to increate the efficiency of the oil cooler with the deicing on, when a portion of air from the engine air channel passes through the (2) out of the engine nacelle. The push-pull cable of the shut-off cock is terminated with a removable joint by help of double-arm levers with rollers. One double-arm lever, with rollers (25) is fixed to the bracket and the push-pull cable (7) is fixed to it by means of a fork. The second double-arm lever with rollers, to which the motion is transfered, is firmly fixed to the shaft of shut-off cock (9). The box of terminal switches
(24) is fixed to the bracket in the engine cowl above the air channel, this box of terminal switches
being controlled by an angular lever (12). The fulcrum forms a trunnion which is connected by a clip (20) to the shaft of the box of terminal switches.
FIG. 5-4 DIAGRAM OF THE AIR STREAMING IN THE DEICING SYSTEM OF VANES INSIDE THE AIR CHANNEL (1) Separator vane, (2) Vane, (3) Vane, (4) Screen, (5) 011 cooler a - air inlet
f - Ice preces
h - air outlet from the
011 cooler
under normal operation (the deicer off) k - vane posit~ons m - vane positions with the deicing on
FIG. 5-5 CONTROL OF THE SEPARATOR VANES (1) Separator vane, (2) Vane, (3) Vane behind the oil cooler, (4) Felt stops,
(5) Push-pull cable, (6) - , (7) Push-pull cable, (8) Yoke, (9) Shut-off cock,
(10) Adjustable lever, (1 1) MP-100 MT Electromechanical strut, (12) Lever, (13) Pull rod, (14) Clip, (15) Adjusting screw, (16) Ball joint with the trunnion, (17) Lubricator, (18) Cap, (19) Fork, (20) Clip, (21) Coupling, (22) Clamp,
(23) Sleeve, (24) SKP 1 Box of terminal switches (8) U, (25) Lever with rollers,
(26) Fork, (27) Nut with washer. ltem II - up to 22. series aircraft ltem IV - from 23. serie on N C .
vanes are in the open position, and the SEPARATOR VANE signalling cell hghts permanently. The signal bulbs are put into operation by the box of the terminal switches, which is controlled by the angular lever
By switching over th e SEPARATOR VANE LH (RH) selector to the OFF position, the
electromechanical strut starts operation, the shut-off cock of the hot air supply closes and the separator vanes are reset to the closed position. The course of the intermediate position is signalized by the SEPARATOR VANE intermittent light of the srgnalling cell. Upon achieving the extreme position, in which the shut-off cock
IS
in the closed position, the SEPARATOR VANE signalling cell goes off.
LIi
Rff
LHENGINE
RH ENGINE
SEPARATOR VANE
SEPARATOR VANE
~ h e h e d i n ~Pitottubes andthestafic pressurelieads isclosed by the PITQT-STATIC-I, IC of circuit breakers and the PlTOT HEADS I, II push-button switches and the STATIC HEADS I, !I. The heating of the ram pressure head is closed by the STALL PROBE circuit breaker and the STALL PROBE push-button switch.
If the heating is operating, the signalization in the knob of the push-button switch l~ghts In case up.
of the circuit failure the light goes off. The failure is also indicated by PlTOT HEATING signal light. The signal will light up after switching on the CENTRAL WARNING DISPLAY AIRFRAME circuit breaker switch on overhead panel. After switching on all HEATING push-button switches, on right control panel, the signal light will go off. In case of circuit failure the signal hght will light up. The signal light is on also In case, when are not all the push-button switches on. CAUTION: ON THEGROUND,_WHENTHEAIR_CRAFTISAT THE STANDSTILL, THE
-
HEATING CAN ONLY BE SWITCHED ON FOR A SHORT TIME JUST FOR CHECKING ITS FUNCTION (APP. 1MIN.). The heating of all sensors (heads) is switched off by pressing the small, rectangular push-button below the push-button with the signalization.
id$
DEICING-
b@
if
Ii
IW
PITOT TUBE
installed
- m\
I
FIG. 5-7 DIAGRAM OF THE HEATING SYSTEM OF PlTOT TUBES, STATIC PRESSUREHEADANDRAMPRESSUREHEAD
AC generators are operating. In case of failure of one AC generator, the entire windshield heating
is transferred automatically onto the other AC generator. The system is actuated by switching on the BATTERY I, II, WINDSHIELD HEATING LH, RH switches the AC GENERATOR LH, RH, CENTRAL WARNING DISPLAY circuit breakers and by switching over the WINDSHIELD HEATING selector to the 1st heating stage. NOTE: Switching over of the WINDSHIELD HEATING selector to the llnd stage is only possible after 5 to 7 minutes of the windshield heating at the 1st stage. The operation of individual heating sections is controlled automatically by means of the thermoregulator mounted in the windshield and set up to the temperature of 30C. If exceeding the set up temperature, the heating is switched off automatically. The closing of the windshield heating system is signalized by the green WINDSHIELD HEATING signal lights, mounted on the left and right control panel. The function of the thermoregulator is checked by the TEST OF WINDSHIELD HEATING switches. When with the heating of the windshield on the WINDSHIELD HEATING signal light is on, then by switching over the TEST OF V;..qDSHIELD HEATING selector to the HEATING ON position the WINDSHIELD HEATING signal light extinguishes. When with the wmdshield heating on the WINDSHIELD HEATING signal light
IS
by switching over the TEST OF WINDSHIELD HEATING selector to the HEATING OFF position the WINDSHIELD HEATING signal light lights up. Any other state means a failure. Operation of wiper unit system The windshield wiper
IS
controlled by the throttle cock of the GA 17116 wiper. Hydraulic fluid is fed through the throttle cock of the G A 17116 wiper from the circuit of the permanent pressure to the mechanical cleaner of the
GA-21 lA.OO-4 windshield wiper. According to the amount of the wiper throttle cock opening the
HEATING OFF
AC GENERATOR
i
D E I C I N G WINDSlIIELD HEATING RH
I
II
AIRFRAhlE
L---
Windshield w i p e r
- -
c i r c u i t of t h e main network
etur c i r u i t L.-.-r.-n -c.-.-
left - none right - both whilst the beginning of the signalling can take place in any phase. Any other cycling indicates the system failure. By pressing the BLADES push-button on the left control panel (the PROPELLER DEICING selector switched to the MAlN or STBY position), the checking of the propeller blades deicing elements is carried out. With the proper function, both PROPELLER DEICING signal cells on the signalling block must be extinguished Any other condition indicates a fa~lure.
PROP DEICING
- rotary detector
- static detector
Operation The rotary ice detector is actuated by the ROTARY ICE DETECTOR switch. The ice accretion growth on the rotating sensor of the ice detector is signalized by the lighting of the ICING signal cell on the signalling block. The static ice detector indicates on its front side the hoarfrost or ice accretion growth. This ice layer, corresponds to the layer of ice on the wings leading edges, on the tail unit and on the engine air intakes hence drawing the pilot's attention on the necessity of the ice removal from the aircraft by means of the deicing device. After flying through the zone with the ice accretion or ice occurrence, it is possible to remove the ice accretion or the ice by switching on the heating of the STATIC ICE DETECTOR circuit breaker.
I I ICE DEnC-OR
ROTARY
STATIC
CHAPTER 6
HYDRAULIC POWER
6.1. GENERAL
The hydraulic system has a steady rated pressure of 14.7 MPa, (150 kplcm2) and is intended for control of aeroplane moving parts and units. As the pressure hydraulic energy sources there are two LUN 6102.01-8 automatic hydraulic piston pumps. The hydraulic pumps are located directly on the engines and work independently of each other. That is why in case of supply break from one of the pumps, the second pump is sufficient to supply a necessary amount of energy to the hydraulic system. All the system is protected by LUN 7545-8 relief valve. As the emergency hydraulic energy source there is LUN 6100.03-8 hand-operated hydraulic pump provided with an emergency amount of fluid in a separate emergency hydraulic tank. The piping is mostly made of light alloys. The pressure piping of Js8 (and greater) inside diameter and all piping in the engines fire zones are made from stainless steel. In order to facilitate orientation, all piping is marked with symbols. The symbols are composed of serial number, letter H and a letter corresponding to the circuit. The hydraulic system is filled with AMG-10 hydraulic fluid according to the standard GOST 6794-75 (boiling point 200C, flash pomt 92OC, point of congelation -70C, density 0.85 kg/dm3) or with Aero Shell Fluid 41 (4) complying with the MIL-H 5606 standard.
- circuit of retraction and extension of wing flaps - circuit of nose wheel steering servo - circuit of main wheels brakes - wiper unit control circuit - circuit of retraction and extension of banking tabs - circuit of retraction and extension of interceptors
The emergency control hydraulic system controls emergency extension of landing gears and emergency extension of wing flaps to landing position, emergency and parking braking.
Suction filling branch pipe (2) is intended for filling the hydraulic system with hydraulic fluid from a ground source, independently of hydraulic pumps and together with the pressure branch pipe for testing of functions of individual working circuits on the grbund. 7 hey are located in the left-hand engine nacelle. Constant pressure circuit has a hydraulic accumulator (16) in the left-hand engine nacelle to maintain constant pressure in the network, and relief valve (8) which protects the hydraulic system against pressure overload by connection of the discharge piping leading in to the hydraulic tank. The brakes circuit has its own hydraulic accumulator (17) located in the left-hand landing gear nacelle. Dual pressure gauge (47) situated on the instrument panel, together with pressure transmitters (51) located in the left-hand landing gear nacelle, are intended for pressure check in the main system circuit and in the brakes circuit. Before pressure transmitters (51), chokes (55) are inserted. The return constant-pressure c~rcuit has its own hydraulic filter (1I ) in the left-hand engine nacelle, in front of the entry to the hydraulic tank. The return hydraulic pumps circuit has a hydraulic filter (12) in the left-hand and right-hand engine nacelles (up to serial No 1714). The following operating circuits are connected to the constant-pressure circuit:
- landing gear circuit controlled by solenoid valve (19), - wing flaps circuit controlled by solenoid valve (19), - wiper unit circuit controlled by wiper throttle cock (41), - spoiler circuit controlled by solenoid valve (54), - banking tabs circuit controlled by solenoid valves (54),
- nose wheel steering servo circuit controlled by solenoid valve
(54),
+ 2 kp/cm2), relief valve (8) lets hydraulic fluid flow into hydraulic tank (50) and recloses when
pressure drops to 15 MPa (153 kp/cm2). To the main circuit particular operating circuits are connected. The brakes circuit is corlr~ected non-return valve (15). The hydraulic accurr~ulator(17) is via inserted in this circuit which ensures pressure power for braking in case of a fault of the constantpressure circuit. Pressure reduction valve (37) maintains constant pressure of 4.9 MPa (50 kp/cm2) in the brakes operating circuit. Solenoid valves (19) control and the circuit for retraction and extension of landing gears the circuit for retraction and extension of wing flaps. Solenoid valves (54) control the nose wheel steering servo circuit, and the banking tabs extension and retraction circuit, and spoiler circuit. Wiper throttle cock (41) is intended for wipers control. In the return constant-pressure circuit there is a hydraulic filter ( 1 1). In the return hydraulic pumps circuit there are hydraulic thermoswitches (53) and hydraulic filters (12) (up to serial No. 1714). In the aeroplanes bearing factory No. 1715 and senther the hydraulic filter is in stalled only in the lefthand engine nacelle. On aircraft from the 22nd series there is a hydraulic fluid sampling cock (65) installed in the left-hand engine nacelle.
FIG. 6-1
B 057 801 N
XL 410.4630-42 LUN 7514.02-8 LUN 6578-8
GA 17116
B 057 049 N
B 057 430 N
B057 1 2 0 N LUN 7386 (from 22nd series)
B 057 824 N
Legend to fig. 6-l(cont.): a -Main wheels braking circuit, b - Wipe unit control, c - Nose wheel steering servo circuit, d - Circuit for landing gears extension and retraction, e - Circuit for banking tabs extension out and retraction,
- fig. 6-1 rs refilled with hydraulic fluid from the brakes return circuit. The hydraulic hand pump (58)
sucks hydraulic fluid from the emergency tank and delivers ~tw~th max. pressure of 9.8 MPa (100 kp/cm2) to the emergency control circuits of landing gears, wing flaps and parking brake.
Description
After starting the engine, pressure of air in the main hydraulic tank reaches the operating values in about 30 seconds. When the hydraulic system is in function, the air pressure value in the main hydraulic tank does not vary, except the function of landing gear retraction. After having retracted the landing gear, the pressure bill be increased by due to a portion of hydraulic fluid returning back to the main hydraulic tank. This increase in pressure is not relieved by the safety valve (relief valve). After extending the landing gear, air pressure in the hydraulic tank drops to the original value.
- fig. 6-2 prevent air leakage from the circuit after the engines have been stopped. Silica gel filling
of air desiccator (71) absords humidity from the supplied air. Air cleaner (72) catches mechanical impurities. Auxiliary tank (73) serves as a pressure air reservoir for compensation of external untightness o f the system. Pressure reduction valve (74) reduces air pressure from the engines to the operating pressure in the tank 0.08 to 0.12 Mpa
(0.8 to 1.2 kp/cm2)
Safety valve (75) protects the main hydraulic tank against overload from by-passing pressure 0.2 MPa +/- 0.02 MPa (2 kp/cm2 +/- 0.2 kp/cm2). Hand-operated valves (77) are intended for elimination of air pressure in the main hydraulic tank (designated PRESSURE RELEASE) and for checking function of the safety valve (designated TEST). Air pressure in the main hydraulic tank is refilled from the ground source via the non-return valve in the left-hand engine nacelle.
FIG. 6-2
HYDRAULIC TANK PRESSURIZATION SYSTEM CIRCUIT DIAGRAM Legend to figure - see the following page
B 057 801 N
LUN 7521-8 3976 0872 723 900-4 (8)
-
-=74 75 76 77 82
Auxiliqtank
B 057 862 N
LUN 6651.01-8 LUN 7548-8
MA-4
Reduction valve Safety valve Pressure gauge Hand-operated valve Ground source connection
LUN 7351-8
6.6. INDICATING
Description The hydraulic indicating system consists of:
- Pressure indicating (it indicates pressure in the hydraulic circuit of the main system and brakes
~
-thermoswitchcloses the respective electrical circuit and-the HYDRAULICS signal cell lights up on the small signal block. On temperature drop the HYDRAULICS signal cell goes out again. Inspection whether the signal cell is in order shall be performed by means of CENTRAL WARNING DISPLAY ENGINE L, CENTRAL WARNING DISPLAY ENGINE R push-buttons (while circuit breakers CENTRAL WARNING DISPLAY ENGINE L, CENTRAL WARNING DISPLAY - ENGINE R are switched on).
CHAPTER 7
FUEL AND OIL SYSTEM
7.1 Fuel system - general
7 2. Fuel distribution
7.3 Fuel tank ventmg 7.4. Fuel tank interconnection
7 5 Fuel dramage 7.6. Fuel indicating 7.7. 0 1 1 system - general 7 8. Oil system indicating
Fuel flows by gravity from the additional outer and middle fuel tank into the collector fuel tank and is fed further through the pressurized section to the fuel pump. The fuel pump is installed under the collector fuel tank. Its position guarantees that the fuel system is permanently flooded with fuel. A cut-off cock installed between the collector fuel tank and the fuel pump enables work to be carried out on the fuel system without draining fuel from the fuel tanks. A part of fuel is routed from the fuel pump delivery piping trough a return piping equipped with a non-return valve back into the collector tuel tank. Most fuel is routed through a non-return "~irve the fuel cock and to to the cross-feed solenoid valve. The fuel cock is operated mechanically from the cockpit. Fuel from the fuel cock is routed into a oil-to-fuel heater where fuel is heated by engine oil to the required temperature. The process is controlled by a thermoregulator in the oil-to-fuel heater which opens and closes the oil flow depending upon the temperature of fuel at the outlet from the heater. From the oil-to-fuel heater fuel is routed further into a fuel filter. From the fuel filter fuel is fed through a fire resistant high pressure hose to the engine fuel pump.
A return piping leading from the fuel filter back to the middle fuel tank serves for returning
excessive fuel mixed ,with air trapped in the filter. Installed in the return eine is another non-return valve. The fuel system of the left hand engine is interconnected with that of the right hand engine by a piping and a pair of solenoid valves. The wingtip fuel tank is connected by a piping to the main fuel system. This piping delivers fuel from the fuel pump in the wingtip tank into the additional fuel tank. A non-return valve installed in this piping prevents fuel in the main fuel system from flowing back into the wingtip tank. The nonreturn valve opens only under the pressure generated by the wingtip tank fuel pump.
The fuel pumps are activated by switching on the FUEL PUMP LH (RH) circuit breaker. The fuel pump delivers substantially more fuel than consumed by the engine (to ensure safe function of the fuel pump). Excess fuel is returned through a return piping into the collector fuel tank. Dirt is trapped in the fuel filter where fuel is partially dearated, the air being trapped in the top
~
space of the fuel filter. A return branch leads from the fuel filter top side carrying excessive fuel back to the middle fuel tank. The ID 10 non-return valve in the return branch prevents the fuel system from sucking air (e.g. in case of fuel pump failure). If the fuel filter cartridge is heavily contaminated, fuel can flow to the engine through the fuel filter by-pass branch after opening a pressure-relief valve. Before entering the fuel filter fuel is pre-heated to the required temperature in an oil-to-fuel heater. By closing the fuel cock the flow of fuel into the fire zone is completely off. The ID 16 non-return valves in the main piping prevent fuel from being pumped from the left hand fuel tanks into the right hand fuel tanks and vice versa when both sides of the fuel system are interconnected by the solenoid valves. The solenoid valves are actuated by switching on the
on the fuel pump in the wingtip tanks (with the WlNGTlP TANK LH, RH circuit breaker switched on). If the wingtip tank fuel pump circuit is not switched on automatically (due to a failure) and fuel is further drawn from the main fuel system, the second circuit of the level switch will switch on the yellow ACTUATE TRANSFER signalling cell when the fuel reserve has dropped to not less than 220 kg. By switching on the WlNGTlP TANK FUEL TRANSFER switch the wingtip tank fuel pump is activated (if WlNGTlP TANK LH, RH circuit breakers are switched on). If the wingtip tank pump circuit has been switched on automatically, the pump will be switched off automatically after fuel has been pumped off. If wingtip fuel pumps have been actuated over the
WlNGTlP TANK FUEL TRANSFER switch, the circuit must be switched off manually after the fuel
transfer has been completed.
A type B 073 420 N delay circuit built into the fuel transfer circuit prevents the ))starts<< fuel of
-
being sucked out from the fuel tanks. Four slots arranged in the conical sealing surface of each ball valve prevent a raise of fuel pressure inside the fuel tinks. Expansion spaces in the wingtip fuel tank and the additional fuel tank are interconnected by a piping. A solenoid valve installed in the piping is open only if the fuel pump in the wingtip fuel tank is operating. When the fuel pump is off, the valve is closed and it prevents undesirable fuel overflow. The wingtip fuel tank is'vented to the atmosphere by a separate piping with a ball valve.
Fuel quantity indication Fuel quantity is indicated by a system of capacitive fuel gauges with emergency fuel reserve signalling. The aircraft has two sets of fuel gauges. One set serves the right hand group of fuel tanks, the other set the left hand group of fuel tanks. The emergency reserve signalling system is installed in the LUN 1635-8, LUN 1636.01-8 fuel gauge transmitters. The set of the LUN 1649-8 fuel gauge transmitter and LUN 1674-8 indicator serve for indicating the fuel quantity in wingtip tanks.
SOLENOID VALVE
LOCATED
I
"1 8'
WING TIP TANK IEL TRANSFER
- fuel crossfeed, - fuel transfer from wingtip tanks, - fuel quality drop to less then 220 kg
opening of the bypass valve on the fuel filter. Fuel pressure indication Fuel pressure is indicated'by two pressure gauges. Each side (the left hand and the right hand one) has an independent system. One system indicates permanently fuel pressure at the outlet of
- -
the fuel control "nit supplying fuel it fuel nozzles. It consists of the LUN 1559-8 fuel pressure transmitter and the LUN 1538.01 three-pointer indicator. The second system only signals fuel pressure drop below a permitted value at the fuel filter outlet. Fuel flow rate measurement (if installed) Fuel flow rate measurement is performed by two measurement systems. One is for the left engine and the other for the right one. Fuel leaded into the engines is indicated on the elevant, fuel flow rate indicators (LH, RH) into which an electric signal from the turbine flow transmitter is brought. The turbine flow transmitter contains a turbine rotor which rotates at a speed proportional to the volume of fuel (passing through it). The turbine rotor produces a sinusoidal voltage in a magnetic pickup coil installed in the body of the transmitter. This voltage is directly proportiond to the volume of fuel flow.
- -
Fuel indicating operation The quantity of fuel in wing tanks in indicated by the LUN 1634.01-8 fuel gauge indicator (separately for each group of fuel tanks). The signal is obtained from a capacitive transmitter. When the fuel quantity in a fuel tank group (left hand or right hand) drops to 108 kg, the fuel gauge set will signal the minimum fuel reserve by lighting up the MINIMUM FUEL signalling cell on the central warning display. Fuel quantity in wingtip tanks is indicated on the LUN 1674-8 fuel gauge indicator (sep arately for each wingtip fuel tank). The signal is obtained from the LUN 1649-8 fuel gauge transmitter. The FUEL CROSSFEED signalling cell will light up when both fuel tank groups have been interconnected. The cell is activated by the switching of LUN 2474.3-8 solenoid valve. Fuel transfer from wingtip fuel tanks is signalled by the illumination of the FUEL TRANSFER signalling
-
celh TheceH isaetivated by the 0.012-K t U N t492.01-8 pressure switch: If the quantity of fuel in one group of wing tanks, after a failure of automatic fuel transfer from the wingtip tanks, drops to avalue of 220 kg (but not less), the ACTUATE TRANSFER signalling cell illuminates on the central warning display. The cell is activated by the S-2 level switch. The opening of the fuel filter bypass valve is signalled by the illumination of the FUEL BYPASS signalling cell. The cell is activated by a built-in fuel filter signallizer. Fuel pressure (continuous fuel pressure indicating) is indicated on the LUN 1538.01
LUN 1559-8 fuel pressure transmitter. When fuel pressure drops below the permissible value, this
is indicated by the illumination of the FUEL PRESSURE signalling cell. The signal to the cell is transmitted by the 0.03 K LUN 1492.01-8 pressure switch. Fuel flow rate is indicated on the fuel rate indicators (if installed). Signal is received from a turbine flow transmitter.
The airframe oil subsystem consists of an oil cooler , a fuel heater auxiliary pump, connecting hoses, connecting and airbleeding pipings, and indications (the oil tank is an integral part of the engine).The oil tank can be filled and the oil level checked after tilting up the lid on the engine nacelle cover. Oil is drained by opening the engine nacelle oil tub and unscrewing the draining plug on the bottom side of the oil tank and reducer.The total oil tank volume is 11 I, the oil filling is . only about 7 1
NOTE: When draining the oil completely, it is also necessary to screw off the screwed fitting on
the bottom side o the oil cooler which is the lowest point of the system. The engine oil system is described in the DM601 Engine Maintenance Manual(( Oil system description Oil is conveyed from the oil tank using pumps through an oil filter, to functional parts of the engine. The oil pressure is scanned behind the oil filter and there is also a minimum oil pressure signalization unit. The oil is returned from the engine through a fuel heater by means of exhaust pumps. The fuel heater function is controlled by a thermoregulator which directs the oil either to the heating coil of the fuel heater, or directly into the cooler, bypassing the heater.. Its function is controlled by a thermostatic overpressure valve. The oil is fed from the oil cooler back to the tank. In the bottom part of the oil tank, an oil temperature transmitter and a low oil level trasmitter are installed. Behind the oil cooler, at the air outler of the bottom tilting cover of the engine nacelle, there is a ice flap adjustable in two positions, for surnmer and winter operation, respectively. The ice flap control is described In Chapter 5. A resettable flap is built into the oil cooler air In let, which should protect the oil cooler against fire.Two litres of oil remain in the engine oil tank for propeller feathering using the LUN 7840-8 auxiliary feathering pump. This quantity remains in the system
7-10
1-.-I
-.-.
L.
FIG. 7-3
SCHEMATIC DRAWING OF THE OIL SYSTEM (1) 443 512 506 705 Oil cooler, (2) TPV 1 (7) Thermostatic and overpressure
1 pressure transmitter, (4) 1.25 K LUN 1469.32-8 valve, (3) LUN 1558-8 0 1
Pressure - change - over switch a part of the engine, (5) LUN 7782.01 Tank closure, (6) Cover of the high-pressure oil filter, (7) Drain valve of the oil tank,
(8) Oil gauge, (9) 443 958 219 001 Oil-to-fuel heater, (10) B 560 454 N
Thermoregulator.
-
- - - - -- --..-----
-- - ---
a - fire bulkhead
b - drive distribut~on box of auxiliary aggregates
FIG. 7-4
POSITIONS OF THE FLAP BEHIND THE OIL COOLER A - Flap position with the closed deicing system and at low ambient temperatures B - Flap position with the closed deicing system and at high ambient temperatures
C
- Flap position with the opened deicing system and at low ambient
temperatures
D - Flap position with the opened deicing system and at high ambient
temperatures
the check, it is turned on by the OIL LEVEL pushbutton on the left-hand control panel. The minimum oil quantity signal is received and indicated by the OIL signal lights on the left-hand and the right-hand control panels. Oil system operation The oil pressure and temperature monitormg and indicat~on systern is activated by turning on the triple Indicator then shows the oil BATTERY I,II and 36 V - I, II INVERTERS switches. T l ~ e pressure and temperature. The minimum pressure and chips indicator system are activated by turning on the CENTRAL WARNING DISPLAY AIRFRAME, CENTRAL WARNING DISPLAY-ENGINE LH and CENTRAL WARNING DISPLAY-ENGINE RH circuit breakers. The minimum oil pressure is indicated by the OIL PRESSURE signal cell lighting up. The presence of chips in the oil tank is indicated by the CHIPS signal cell lighting up. The signal cells are checked for their correct function by pressing down the CENTRAL WARNING DISPLAY (LH, RH) pushbuttons. The minimum oil quantity signalization is used for a quick check of the amount of oil in the oil tank. The check is performed in the pilots' cabin before starting the
.-.
DETECTOR
36-1
I1
CHIPS
RELAY
8.1 General
8 2 Detect~on 8 3 Ext~ngu~sh~ng
8 4 Fire protection of AC generator cooling alr intake
8.1. GENERAL
The aircraft fire-fighting equipment consists of:
- a fire detection system in engine nacelles and in front and rear baggage compartments - a fire extinguishing system in engine nacelles, in front and rear baggage compartments and in
aircraft cabin
- an engine nacelle drainage system, a fuel drainage system of cornbustion chambers and fuel
system components and an oil tank drainage system. As a means of fire protection, the engine nacelle is divided into separe fire zories and separated from the airframe structure by means of firewalls.
8.2. DETECTION
The engine nacelle fire detection system consists of fire detectors, and actuating unit and light and acoustic signalling devices. The fire detectors are situated in the engine nacelle. They are connected in series, 3 detectors in each of the three signalling circuits. Fire in the engine nacelle actuates the red FlRE flashing signal accompanied by ringing of the signalling bell. The front baggage compartment fire (smoke) detection system consists of a smoke detector and a light signalling device. The smoke detector is located in the upper part of the front baggage
\
compartment near the bulkhead No. 4 and protected from mechanical damage by wire-welded guard. Fire in the front baggage compartment actuates the red BAG. COMP. FlRE signal. The aft baggage compartment fire (smoke) detection system consist of a smoke detector and a light signalling device. The smoke detector is located in the upper part of the aft baggage compartment and is protected by wire-welded cover against mechanical damage. In case of fire in the aft baggage compartment the red signal cell FlRE AFT BAG. COMP is actuated. On the aircraft is installed as possible of the rear baggage compartment fire extinguishing system and fire detection system and fire detection system (if installed rear baggage compartment). Detection system operation In case of temperature rise in the engine nacelle the DPS fire detectors send pulses which are processed in the BI-2A, Series 2 actuating unit. Having processed the pulse, the operating unit actuates a signalling bell and the FlRE signal (of left-hand or right-hand engine, provided the
- ENGINE (LH), CENTRAL WARNING DISPLAY - ENGINE (RH) pushbuttons. Fire detectors are
1 checked for correct functioning with help of ENG. FlRE SIGN. I, 1 , Ill pushbuttons. When
depressing the above-mentioned pushbuttons, the signalling bell and the FlRE signal (of righthand or left-hand engine) must be actuated if the fire detectors function correctly.
If smoke in the front (rear - if installed) baggage compartment is generated, it passes through the
DS-3M2 smoke detector. The passing smoke shades the light beam inside the smoke detector
BELL
FIRE ZONES
\ SIMPLlf-I: D WIRING
SMOKE D E T E C T O R
FIG. 8-2 FRONT AND AFT BAGGAGE COMPARTMENT FlRE DETECTION SYSTEM
m:
BAT TERY
FlRE ZONES
OPERATING CYLINDER
/
NON - RilXJRh: VALVE.
OPERATING CYLINDER
' I
PRESSURE GAUGE
FlRE EXTINGUISHER
FIG. 8-4 FRONT AND AFT BAGGAGE COMPARTMENT FlRE EXTINGUISHING SYSTEM
FIG 8-5 FIRE PROTECTION OF AC GENERATOR COOLING AIR INTAKE (1) Pipeline, (2) Cylinder, (3) Flap, (4) Nut, (5) AC generator coollmg air ~ntake,
(6) Cylinder body, (7) Piston, (8) Cap nut, (9) Spring, (10) Ring, (1 1) Packing
ring.
(2) Cutaway view of cylinder, ~ t e m
9.2. AC generation
9.3. DC current sources
9.4. External power 9.5. Electrical load distribution
9.1. GENERAL
The main sources of the electrical power for the aeroplane are two starter-generators having voltage of 28 V, each having the power output of 5.6 kW. As an emergency sources are exploated two NiCd batteries having voltage of 24 V and each capacity of 25 Ah. Electrical appliances for alternating current are supplied with the power from two LUN 2450 static inverters having voltage 3x36 V1400 Hz, two PC-250 or LUN 2460 static iverters having voltage
115 V1400 Hz and 26 V1400 Hz (one of which is a stand-by z inverter) and two LUN 2102 or
LUN 2102.01 alternators having voltage 3x1 15 V1200 Hz. Inverters are supplied from the direct current board network of 28 V.During ground servicing, the aeroplane can be connected to a DC external power source of 27 to 29 V.
9.2. AC GENERATION
The aeroplane source of alternating power supply are two LUN 2450 static inverters having 3x36VI400 Hz, two PC-250 or LUN 2460 static inverters having 115 Vl400 Hz and 26 V/ 400 Hz (one of them serving as a stand-by), two LUN 2102 or LUN 2102.01 alternators of voltage 3x1 15/200 V, 300 to 507 HZ AGR-74-5. The suplying of devices from LUN 2450 inverters At normal state the inverter I supplies the following devices (applies to the airplanes in which the second inverter installed is Model PC 250):
- engine devices of the L I i engine - fuel gauge LH - pressure gauge LH - wing tip tank gauge LH - gyro compass II - icing indicator
Inverter 11 suppllies the following devices:
- turn indicator I
The supplying of devices from the PC-250 inverters (if installed) At the normal state the inverter 1 supplies the following devices:
After the switches BATTERY I, II and the c~rcuit breaker CENTRAL WARNING DISPLAY -ELECTRO are switched on, then, among other, s~gnalling cells INVERTER 1 36 V and
INVERTER 11 36 V on the signal panel will extinguish and all electric devices connected to the
inverter II are supplied by voltage of value 3x36 V/400 Hz from this inverter. In case of damage one of inverters the corresponding cell and consumpers on the central warning display lights on and the electric devices are automatically connected to second working inverter. The individual electrical consumpers are connected to the inverters voltage through the distributing box RS-6. In the distributing box are mounted circuits for the inverters damage signalling and for automatic change-over switching of electric appliances to the working inverter in case of damage one of them. Check of the individual inverters phases voltage 3x36 V/400 H z is provided by means of the change-over switch of the inverters 36 V - voltmeter on the right control panel and by the voltmeter VF 0.4-45. NOTE: There must be switched on circuit breakers INVERTER I, 11 36 V between 7 and 8 frame on the left side, to secure the inverters supplying.
ELECTRO are switched on, then among other, signal cells INVERTER 1 115 V and INVERTER 11 115 V on the central warning display are also lighted on. By switching on the
switches INVERTERS I, 11 115 V at the overhead panel the signal cells INVERTER 1 115 V and
INVERTER 11 115 V on the central warning display will extinguish; the devices are supplied by
inverter I. Inverter II then is shut off and stand-by (out of function). In case of a breakdown of inverter I the signal cell INVERTER 1 115 V on the signal panel will light on and inverter II will be automatically switched on and supplies all electric consumpers 115 V1400 H z (26 V/400 Hz). Voltage 115 V/400 Hz from inverter is supplied to a relay change-over switch RP-5 ( 8 ) ,with built-in signall circuits serving to breakdown signalling and automatic switch over from oue inverter under breakdown to the functioning one. From the relay change-over switch the volt age is supplied through the distribution box to the individual electric consumpers. Voltage 26 Vl400 Hz from invertors is supplied to the A 131 relay which is switched over as per operating invertor. Consumpers 26 V/400 Hz are connected to this relay. The change-over switch INVERTER
- in posit~on AUT - inverter I is functional, in case of its breakdown, inverter II is made functional
and the devices are automatically switched over to inverter II. Inverter breakdown is signalled on the central warning display,
- in position
I - inverter II is functional, in case of its breakdown the AC devices are out of function.
The breakdown is signalled on the central warning display.
NOTE: The normal position of the switch is AUT. In case of breakdown in the automatics, the pilot selects another position of the switch after pulling up the fuse. Voltage checking of inverters 115 V/400 Hz is performed by means of inverters 115 V and alternators voltmeter switch (on the right control panel) and by the voltmeter VF 0.4-150 on the right side of instrument panel. NOTE: To secure the inverters supplying, there must be switched on the circuit breakers of
INVERTER 115 V I, II between the 7 and 8 frame. LUN 2102 or LUN 2102.01 alternators switching on
When the switches BATTERY I, II and the circuit breaker CENTRAL WARNING DISPLAY-
ELECTRO are switched on and the engines are running, then, among other, signal cells ALTERNATOR-LH and ALTERNATOR-RH on the central warning display are also lighted on. By
switching on the switch ALTERNATOR-LH the signal cell ALTERNATOR-LH on the signal panel will extinguish and the windows heating circuit is supplied by voltage 115/200 V. By switching on the switch ALTERNATOR-RH the signal cell ALTERNATOR-RH on the central warning display will extinguish and the propellers de-icing circuit is supplied by voltage 1151200 V. The voltage from alternators is supplied to the de-icing systems through the distribution box RS-4. In the distribution box are mounted the alternators breakdown signalling circuit and the circuit of the automatic switch-over the de-icing system to working alternator. Voltage check of the alternators phases is performed by the voltmeter change-over switch of the alternator and of the inverters 115 V (on the right control panel and by the voltmeter VF 0.4-150 on the right side of instrument panel).
If voltage exceeds the value of 31 V (in case of defective voltage regulation), the generator will be
automatically shut-off from the aeroplane electrical network by a protective circuit located in the voltage regulator A 3 (A 4), which will activate the switch GENERATOR LH (RH) A 7 (A 8). This will cause a disconnection of differential relay A 5 (A 6) contactor. When voltage of the generator A 1 (A 2) will drop below the limit of aeroplane electrical network voltage the current coil of the differential relay A 7 (A 8) will disconnect the generator from the aeroplane electrical network with inverse current magnitude between 25 - 35 A. Magnitude of voltage and current supplied by the generator can be checked by the voltammeter A 29 (A 28) with the shunt A 41 (A 42). Measuring circuits of the voltammeter are protected by cut-off fuses A 45, A 47 (A 46, A 48). Voltammeter A 28 is also used to check the voltage and current supplied from aeroplane batteries. Selection of the measured mode is performed by a switch-over VA METER A 27. When measuring voltage and current of the right side generator, the switch-over A 27 is in position GEN RH. The left and right generator circuits under normal operation conditions are independent of each other, and are separated by means of a contactor A1 3 and circuit breaker A 12. When only one generator operates, the contactor A 13 interconnects both generator circuits. Contactor A 13 is controlled automatically, the control being derived from position of relay A 21 (A 22) contacts, which are controlled from the moveable contact of differential relay A 5 (A 5) contactor. The contactor is always supplied from battery of that generator circuit, from which the generator is cutoff by differential relay A 5 (A 6). Dur~ng time bus-bars are interconnected by contactor A 13, the functioning are circuits for parallel cooperation of generators, which are located in the voltage regulator A 3 (A 4). The regulators for parallel cooperation (terminals 5 of both regulators) are connected through the relay A 62 controlled by the con;actor A 13. NOTE: Parallel cooperation of generators is functioning in case of second generator connection to network only.
Operation
The external source is connected to the aeroplane network through the external power plug A1 1. After the plug is inserted the relay A 33, A 34 will change-over switch and will disconnect from the aeroplane network:
In the event of a supply voltage loss the bus-bars are automatically switched over: S 1 A to battery A 10 (NS 2) circuit contactor A 24 through circuit breaker A 38 and through circuit breakers A 68, A 44 to the circuit of generator A 2.
by contactor A 23 through circuit breaker A 37 and through circuit breaker A 67, A 43 to the generator A 1 circuit, and a part of devices supplied via contactor A 32 and circuit breaker A 38 to the battery A 10 circuit.
- circuit of the left engine fireproof system secured by circuit breaker M 201
- position lighting circuit secured by fuse C 34 - stand-by horizon secured by circuit breaker L 52
NOTE: During the supplying from external power source is via fuse C 34 supplied IELU LH, K H through circuit breakers M 189 and M 190, board intercommunication device through circuit breaker FA 13 and transceiver VHF I through circuit breaker FN 1 Supplied directly from the battery bus bar A 10 are:
- circuit of the right engine fire system secured by circuit breaker M 202
- -circuit of the rear baggage compartment extinguishing secured by c~rcuit breaker M 207 - lighting of p~lot cockp~t s secured by circurt breaker M 207
- circuit B - circuit C
- circuit D - de-icing
- circuit E - circuit K
- controls
Name -ighting fixture Lighting fixture Navigator's table lamp Compass lighting Portable lamp Outside air thermometer lighting Lighting fixture Rear panel lamp Instrument panel lighting Emergency instrument panel lighting Light assembly Lighting fixture Lighting fixture Lighting fixture Lighting fixture Posit~on light Searchlight Anticollision beacon Static ice detector lighting External emergency lighting Emergency lighting panel
Lamp (Type) SM 16
Power
(W)
15
QtY
1
1
I
B 082 840 N
B 082 614 P, L
LNS (8)
I LUN 2880.3-8
PL (8) SM 14 SM 37 SM 16
62 051 A-7 15- 1 63 0030 B 091 225 L, P B 590 670 N B 091 345 N 5 1.4 15 3 0.5 3 15 5 5 1.4 1 1 1 1 30 5 18 9
1
6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21.
B 082 401 N
LZP (8)
(B 580 593 N)
SM 16 SM 14 SM 30 SM 38-0.05-1
LFSM 28 MSL-3
200+300
B 091 420 N
B 091 462 N 67 038 2 4
No.
22.
r
Name
Lamp (Type)
62051 BA-7s
Power (W) 3 2 70 2 2
Q ~ Y
Lamp for chart holder lighting Lighting fixture Searchlight for lighting of the fin Lighting fixture (if installed) Lighting fixture (if installed)
L 410.8292-04
B 590 741 N B 571 527 N
2
2 2
23.
24.
SM 28-70
67 038 67 038
25.
26.
B 091 579 N
B 091 581 N
1 1
Flightcompartment
The flight compartment lighting is a part of the internal aeroplane lighting. It consists of the cockpit lighting, the left hand and right hand control panel lighting, the central console lighting, the compass lighting, the outside air thermometer lighting, the chart holder lighting (if installed), navigator' s table lamp and of the central warning display. The instruments installed on the instrument panel either have a built-in illumination or they are lighted by lamps installed above the instruments. Besides, an emergency instrument panel lighting is installed in the flight compartment. For the activation of the different lighting fixtures the BATTERY I, II switches on the overhead panel must be switched on. Switch on the LIGHTING circuit breaker to supply voltage to the
LNS ( 8 ) navigator' s table lamp and to the LZP (8) rear panel lamp (B 580 593 N) and the lamp for
the chart holder lighting (if installed). The lamps are turned on and off with switches on eachlamp.
-
switch on the COCKPIT circuit breaker to turn on the B 082 840 N cockpit lighting fixture. Switch on the INSTRUMENT PANEUCIRCUIT I circuit breaker to turn on the instrument and compass lighting. The lighting intensity can be controlled with the control knob on the LUN 2412.01 instrument lighting control panel and with the RL-10 rheostat on the instrument panel. Switch on the INSTRUMENT PANEUCIRCUIT II circuit breaker to turn on the B 082 401 N lighting panel illuminating the central console (front and central control panels) and the overhead panel, the outside air thermometer lighting and the B 082 614 P/L lighting fixtures illuminating the LH and the RH control panel. The illumination intensity of the LH, RH, central and front control panels can be controlled with the RL-10 rheostat installed on the instrurnent panel. The
INSTRUMENT PANEUCIRCUIT II circuit breaker also actuates the lighting of instruments (supply
-
the instrument panel. Switch on the INSTRUMENT PANEL - STBY CIRCUIT circuit breaker to turn on the secondary lighting of instruments. Switch on CENTRAL WARNING DISPLAY LH ENGINE,
AIRFRAME, ELECTRO and RH ENGINE circuit breakers to activate the four blocks of the central
warning display.
LIGHTING
will light up in each light assembly in the passenger compartment except in the first light assembly on t he left-hand side and in the last light assembly on the right-hand side of the passenger compartment. Two bulbs in each light assembly will light up when the PASSENGER CABIN 213 circuit breaker is switched on. The toilet is lighted by switching on the switch on frame No. 19a provided 'the LIGHTING circuit breaker on the overhead panel is switched on. When the main door is opened, the convenience lighting will light up automatically (one bulb in the first light assembly on the left-hand side and one bulb in the last light assembly on the right-hand side of the passenger compartment provided the CONVENIENCE LIGHTING switch is switched
on. This switch permits the convenience lighting to be switch off with the main door open.
The FASTEN SEAT BELTS circuit breaker on the overhead panel lights up lamps in the
FASTEN SAFETY BELTS and RETURN TO YOUR PLACE transparencies on the vertical control
channel and on the passenger compartment ceiling near the toilet frame No. 19 respectively or toilet - door (if installed). # the ,toilet door is opened and the LIGHTING circuit breaker switched on, the WC OCCUIPED transparency on the wall of the rear baggage compartment will light up automatically (if installed).
- if installed)
The front baggage compartment is lighted by two lighting fixtures installed on No. 4 bulkhead. To switch on the lamps in the front and rear baggage compartments switch on the BATTERY I, II switches and the LIGHTING circuit breaker on the overhead panel. Switching on and off of lamps in the front baggage compartment is carried out by the switch situated by the left lamp on the 4th bulkhead. Switching on and off of a lamp in the rear baggage compartment is carried out by the switch situated near the door of the rear baggage compartment.
PASSENGER CABIN
FASTEN SEAT
F
FASTEN SAFETY BELTS RETURN TO YOUR PLACE
+
WC OCCUPIED
(if installed)
POSITION LIGHTS circuit breaker and by pressing the ICE DETECTOR LIGHTING push button
between frames No. 6 and No. 7 on the left-hand side window frame. The Searchlights for lighting of the fin are switched on and off with the FLOOD LIGHTS circuit breaker on the overhead panel.
the overhead panel and by throwing the toggle of the EMERGENCY LIGHTING switch on the lefthand control panel into its upper position. If the main power supply fails, the emergency lighting is automatically switched to its own power supply. When the BATTERY I, II switches and the CENTRAL WARNING DISPLAY AIRFRAME circuit breaker are switched on and the toggle of the EMERGENCY LIGHTING switch on the lefthand control panel is in its lower position, the emergency lighting batteries are being charged.
P--RELAY
( i f inslallcd)
10.1. Communication - general 10.2. HF transceiver 10.3. VHF transceiver 10.4. Intercommunication 10.5. Navigation - general 10.6. Course system 10.7. Gyro horizons and turn indicators 10.8. Compass 10.9. Automatic director finders 10.10. Radio altimeters 10.11. Navigation system 10.12. Transponder 10.13. Flight data recorder 10.14. Weather radar 10.15. Static discharging
7 Ilo static discharges are located on trailirly d y e s of the wing, tail unit, and fuselage tail cone. A
conductive connection is done betwen all parts of the aircraft. A voice recorder is installed in the aircraft. In addition, pilot's s voice recording device may be installed as part of the communication system.
10.2. HF TRANSCEIVER
KHF 950 HF radio station is installed on the aircraft. It is used for communication between aircraft and ground station. The radio station is set in operation by switching on BATTERY I, II switches and INTERCOM or INTERCOM I, II circuit breakers on the overhead panel and turning OFFNOLUME knob on the control box of the radio station (KCU 951) on the rear control panel from the left checked position to the right. N0TE:l. If the radio station is not set in readines (about 1 minute after switching on), the selected frequency is not displayed and transmission will be blocked.
2.
If the FREQICHAN switch is not depressed, the frequency which was used during the previous transmission is displayed on the screen.
3.
If the FREQICHAN switch is depressed the channel with corresponding frequency which was used during the previous transmission is displayed on the screen.
Listening in headphones is switched on by HF lever switch on the audio selector box. Selection of the short-wave radio station for transmission is made by the turnable switch on the audio selector box. By switching it on to the HF position the signal from the microphone is led to the SW radio station. By turning the SQELCH noise squelch knob in the anti-clockwise direction until the noise is very low or disappears. Control and using of the SW radio station during flight is described in the Flight manual. The SW radio station is switched off by switching off the above mentioned switches and circuit
breakers.
AUDIO
FIG. 10-1 SCHEME OF KHF 950 RADIO STATION (the variant with two circuit breakers
INTERCOM I, II)
INTERCOM
I " '
AUDIO
l1 ! ?
FIG. 10-2 SCHEME OF KHF 950 RADIO STATION (the variant with two circuit breakers INTERCOM I, 1) 1
The airplane is equipped with two VHF transceivers LUN 3524.13. Both are designated for communication with ground stations or with other aircrafts. The transceiver are located on the rear control panel. Connected to the transceivers are power and control wires and coaxial cables from antennas. The LH VHF I transceiver antenna is located up on the fuselage between frames No. 7 and 8. The RH VHF II transceiver antenna is located down on the fuselage between frames No. 6 and 7. The installation also includes a circuit-breaker and a fuse through witch power is supplied to the transceiver, and a rocker-type switch on the control wheel by means of which the transceiver is switched to the transmition mode. The VHF I and INTERCOM I are fed directly from the storage battery if connected to on external power source. This is to prevent them from being damaged if the exteernal source characteristic are not suitable. The transceiver stand by mode is turned on by switching on the BATTERY I, II switches, VHF I, II, and INTERCOM 1 I circuit-breakers on the overhead panel. ,1 To turn-on, rotate the OFF, PULL TEST knob clockwise. This knob serves moreover to set the listening level (rotating the knob left and right) and for audio test (pul "out" position of the volume control knob). Audio for headphones is selected by COM 1 and COM 2 push-buttons PHONE, or for 2 loudspeakers placed near overhead control panel, by push-button SPEAKER. The rotary switch on the right side of the audio selector box selects the desired transmitter which will be used for the transmission (position 1 or 2). The transceivers work permanently in a reception mode. The transmission mode is turned on by depressing the INT.-VHF switch on the control wheel on the sinusoid-marked side. A lighted "T" will appear between the "USE" and "STBY" displays on the transceiver in transmission mode. Under normal operating conditions, the reception and transmission modes are independent for both pilots.
FIG. 10-3 VHF COMMUNICATION (LUN 3524.13),PASSENGER ADRESS AND ENTERTAINMENR, INTERCOMMUNICATION SYSTEMS- SCHEMATIC
transceiver,-and a rochec-typeswitch on the control wheel by means of which the transceiver i s switched to the transmition mode. The VHF I and INTERCOM or INTERCOM I are red directly from the storage battery if connected to an external power source. This is to prevent them from being damaged if the external source characteristics are not suitable.
The transceiver stand by mode is turned on by switching on the BATTERY I, II switches, VHF 1, 1 NAV I VHF I and INTERCOM or INTERCOM I, II circuit-breakers on the overhead panel. To turn-on, rotate the OFF, PULL TEST knob clockwise. This knob serves moreover to set the listening level ) rotating the knob left and right (and for audio test) pull "out" position of the volume control knob). Audio for headphones is selected by COM 1 and COM 2 push-buttons PHONE, or for 2 loudspeakers placed near overhead control panel, by push-button SPEAKER. The rotary switch on the right side of the audio selector box selects the desired transmitter which will be used for the
- -
The transceivers work permanently in a reception mode. The transmission mode is turned on by depressing the INT.-VHF switch on the control wheel on the sinusoid-marked side. A lighted "T" will appear between the "USE" and "STBY" displays on the transceiver in transmission mode. Under normal operating conditions, the reception and transmission modes are indipendent for both pilots.
Fig. 10-4
VHF COMMUNICATION (KY 196A, KX 165A), PASSENGER ADRESS AND ENTERTAINMENR, INTERCOMMUNICATIONSYSTEMS- SCHEMATIC
(the variant with one circuit breaker INTERCOM)
Fig.10-5
ENTERTAINMENR, INTERCOMMUNICATION SYSTEMS- SCHEMATIC (the variant with twoo circuit breakers INTERCOM I, II)
The system is put into operation by switching on the BATTERY I, II switches, VHF 1 II circuit , breakers, and INTERCOM 1, II in the overhead panel. The transceiver VHF I is on the left side, VHF II is on the right side. The switching on of the transceiver is perforrned by rotating the knob INTERCOM in the transceiver panel from the left caged position lo the right. In the receiving mode audio signal is fed via the audio selector box, amplifier and connector box to the headphones. Both of the audio selector box are fed with audio signal parallely and a choice of signals is performed by the VIiF I, II switch in the audio selector box. On customer's request, a connection box located between frames No. 8 and 9 on the LH side can be connected in parallel to the pilot's connection box to provide for comrnun~cation between a third member with the pilot's. The transmitting mode is energized by pushing the key switch over on the pilot's (copilot's) control wheel on the sinusoid-marked side. The intercom mode is energized by pushlng the key switch over on the pilot's (copilot's) control wheel on the telephone-marked side. The signal from the microphone is fed via Ihe audio selector boxes to the headphones.
If one of the audio selector boxes fails, it is possible to switch over the failed audio selector box to
operating audio selector box by the EMERG. switch in the failed box. In suctt case both parties listen to common selected audio signals and their microphone circu~ts parallel-connected are during transmission. The intercom functions in a normal way. The passenger adress system is put into operation by switching on the "PA" circuit-breaker on the overhead panel (at the same thine the BATTERY 1, II switches and INTERCOM I, II circuit breakers must be switched on). The selection of "PA" with the microphone switch and keying in the microphone rocker push-button on the pilot's (copilot's) control wheel on the sinusoid-marked side, amplifies the voice received by a microphone and permits to adress cabin occupants over the cabin speakers.
10.4.1. lnstallation of intercommucation with audio selector box KMA 24H-70, connection panel 6 581 731 N and installation passenger address and entertainmen (fig. 10-4,10-5)
The intercommunication system is used for intercommunication of the aircraft crew members. It allows also connection of the passenger adress syslem. The cabel leading from the headphone set with the centre lead of protection from damage is connected to the panel with connectors. There are two sockets on the panel - one for headphones and another for the microphone. Intercom is put into operation by sw~tching the switches BATTERY I, II and circuit breaker on INTERCOM or INTERCOM I, II switch which is located on the overhead panel.
for passengers is put into operation by switching on the circuit breaker PA on the overhead panel
1 (at the same time the switches BATTERY I, I and circuit breaker INTERCOM must be switched
on).
By switching the switch for microphone choice into the position PA and by pushing the push button
marked with a telephone symbol on the steering wheel of the left (right) pilot, sound collected by microphone is amplified and is transmitted over loadspeakers in the passenger compartment. Note: On some aircraft two INTERCOM I, II circuit breakers can be installed instead of one INTERCOM circuit breaker.
10.5. INTERPHONE
Amog instruments informing the crew about the attitude and direction of flight belong: --instalation-ofGMK; lGEcourse system (it installed)
-
- installation of LUN 1205.31-8, AGR-74-5 (if installed), gyro horizons and LUN 1215.XX turn
indicators
- installation of LUN 1221.01-8 magnetic compass - installation of KCS 55A,directional gyro compas system (if instdled) - installation of KI 254,510-22F, AIM 520-1A (if installed)
FLUX VALUl
FIG. 10-6
' l "
The compass system is actuated by switching the GMK switch on the overhead panel. This supplies soltage to the TKE 554 PODG relay in the RS-5 distribution box which connect alternating voltage of 3x36V/400 Hz. After switching on the GMK switch the red lighting of the control box on the rear control panel will come on. The following controls are located on the control box:
- geographic latitude change-over switch (1) - see Fig. 10-6 - geographic latitude selector (2)
- gyroscope change-over switch (3) - function selector (4)
- synchronization change-over switch (5) - test selector (6) - control lamps (7)
10.6.2. Installation directional gyro compass system (fig. 10-7)
Two sets of KCS 55 A compass system lor determination of the heading are installed on the aircraft. The gyro compass systems are activated by switching on the switches BATTERY I, II INVERTERS 36 V AC I, II and INVERTERS 115 V AC I, II and circuit breakers GYRO COMPASS I, II on the overhead panel. The data of gyro magnetic compass are displayed on two KNI 282 radio-magnetic indicators and two KI 525A navigation indicators, one each being located on the LH and RH instrument panel. The gyro compass are switched off by circuit breakers GYRO COMPASS I, II and switches on overhead panel.
Gyroscopis instruments e.g. the gyro horizon and the turn indicator serve for determination of the aircraft attitude in respect to the horizon during straight or in turns. The aircraft pitch and yaw angles are evaluated by the gyro horizon, bank angles during turns are evaluated by the turn indicator. The LUN 1205.31-8 gyro horizons are switched on by switches BATTERY I, II INVERTERS 36 V AC I, II and INVERTERS 115 V AC I, II and circuit breaker CENTRAL WARNING DISPLAY-ELECTRO on the overhead panel and switches GYRO HORIZON LH, RH on left and right instrument panels. When the horizon is up to speed, the red warning flag in the view field disappears.
The LUN 1205.31-8 gyro horizons also provide warning signals if the bank angle limits of:
+ - 30during cruise with flaps retracted, and + are - 15' when in 18" and 42" flaps conflgurat~ons exceeded
Warning levels are switched over automatcally as the flaps are extended or retracted. Information that the bank limit has been reached rasses from a contact system of the gyro horizon to the signalling cells KPEH JlEB. BEnMK and KPEH IlPAB. BEnMK located below the gyro horizons. The spare AGR-74-5 is switched on by switches BATTERY I, II, INVERTERS I, II, INVERTERS 115 V AC I, II and circuit breaker STBY-GYRO HORGON o-n the overhead panel.
-
When the horizon is up to speed, the red warning flag in the view field disappears. The turn indicators are switched on by switches BATTERY I, II, INVERTERS 36 V AC I, II and INVERTERS 115 V AC I, II on the overhead panel and switches TURNIBANK IND. on the left and right instrument panels (even for operation of only one turn-and-bank indicator both switches must be switched on). When the turn-and-bank indicators are up to speed, the red warning flag in the view field disappears.
FIG. 10-8 BLOCK DIAGRAM OF LUN 1205.31-8, AGR-74-5 GYRO HORIZONS AND LUN 1215.XX-8 TURN INDICATORS
10.7.2. Installation of LUN 1205.31-8, AIM 520 gyro horizon and LUN 1215.XX turn indicators (fig. 10-9) Gyroscopis instruments e.g. the gyro horizon and the turn indicator serve for determination of the aircraft attitude in respect to the horizon durlng straight flight or in turns. The aircraft pitch and yaw angles are evaluated by the gyro horizon, bank angles during turns are evaluated by the turn indicator. The LUN 1205.31-8 gyro horizons are switched on by switches BATTERY I, 11, INVERTERS 36 V AC I, I and INVERTERS 115 V AC I, II on the overhead panel and switches 1 GYRO HORIZON on left and right instrument panels. When the horizon is up to speed, the red warning flag in the view field disappears. The spare AIM 520 is switehed on by switches 1 BATTERY I, I1 INVERTERS 36 V AC I, 1 , INVERTERS 115 V AC I, II and circuit breaker STBY GYRO HORIZONT on the overhead panel. When the horizont is up to speed, the red warnlriy flag in the view freld disappears. INVERTERS 36 V AC I, 11 (4) The turn indicators are switched on by switches BATTERY I, II (I), and INVERTERS 115 V AC I, 11 (5) O the overliead panel and switches TURNIBANK IND. (3) on n the left and right instrument panels (even for operation of only one turn-and-bank indicator both switches must be switched on-power 36 V1400 I-lz is made In crose) When the turn-and-bank indicators are up to speed, the red warning flag in the view field disappears. 10.7.3. Installation of Kl 254, 510-22F, AIM 520 gyro hotlzon and LUN 1215 XX-8 turn indicators (fig. 10-10) KI 254, 510-22F artificial horizons, AIM 520 standby gyro horizon and LUN 1215 XX-8 turn and bank indicators are installed in the aircraft. Gyro horrzons and turn and bank indicators serves for determination of aircraft position to the horizor~ straight fhght and in turns. Gyro horizon evaluate in aircraft inclination round lateral and longitudinal axes, turn and bank indrcator evaluates bank angle in turns. Main gyro horizont are set in operation by switching on switches BATTERY I, II, INVERTERS 36V AC I, 1, INVERTERS 115 V AC I, II, on overhead panel and switches HORIZON 1 on left and right instrument panel. After run to operatronal state of gyro horizons the red warning flag, situated in view field of gyro horizons is slided down. Standby horizon is set in operation by switching on switches BATTERY I, II, INVERTERS 36V AC I, II, INVERTERS 115V AC I, II and STBY HORIZON on the overhead panel. After run to operational state of gyro horizon is slided down red warning flag, situated in view field of gyro horizon. Turn and bank indicators are set in operation by switching on switches BATTERY I, 1 , 1 INVERTERS 36V AC I, II and INVERTERS 115 V AC I, II on overhead panel and switches panel (also for operation of only one turn TURNlUAtJK INUICA I OF? oli left arid right ~nstrutnet~t and bank indicator must be switched both switches - power 36V1400 Hz is made in crose). After run to operational state the red warning flag situated in view field of turn and bank indicators si slided down.
FIG. 10-9 BLOCK DIAGRAM OF LUN 1205.31-8, AIM 5520 GYRO HORIZON AND LUN 1215.XX-8 TURN INDICATORS
10.8. COMPASS
The magnetic compass serves the crew to determine the flight course, to check the flight course and to maintain the aircraft on course. The compass can be employed without modification in geographical latitude with a vertical intensity component of the earth magnetic field between
BATTERY
I I
FIG. 10-10 BLOCK DIAGRAM OF AIM 520, KI 254, 510-22F GYRO HORIZONS AND LUN 1215.XX-8 TURN AND BANK INDICATORS SYSTEM
A I M 520
61aq
- the needle of thhe indicator gives continuous indication of the altitude above ground level of
750 m and below.
- it provides acoustic and visual warning of a flight altitude bellow a preset height above ground
level
- it enables proper funtion to be checked - in case of a failure or loss of ground contact a warning flag comes into view
The radio altimeter is switched on by means of the radio altimeter circuit breaker. A pushbutton of the face of the altitude indicator serves for checking proper function of the system. By turning the cap of the warning lamp a decision height index is to be set to 0 - 10 m. When depressing the TEST button the needle must move tot the altitude of 13 to 17 m. When the TEST button is released the needle must come back to the zero position and when passing through the decision height index a warning tone must be heard in the head receivers for 3 to 9 second and a yellow warning lamp in the button must light up.
INTERCOM
I
RADIO ALTIMETER
BATTERY
I
11
RADIOALTIHETER I II
GYRO COMPAS I, II and switches INVERTERS 36 V AC I, II INVERTERS 115V AC I, II and BATTERY I, I placed on the overhead panel. 1
L . 2
FIG. 10-19 BLOCK DIAGRAM OF KX 165 AND KNS 81 VORALSIMKR SYSTEM (IT IS VALID FOR AIRCRAFTS, WHEN I.B.NO. L 410 UVP-E1040B IS PERFORMED)
NAVlGATION SYSTEM
-THEJEPPESENDATABASEMUSTBEUPDATEDEVERY28DAYS
10.12 REPLIER
10.12.1. Installation of SRO-2 replier (fig. 10-21)
This part includes an equipment used for automatic aircraft identificationas a response to inquiry signals from ground identification searchers or inquiers from other aircraft. This equipment consists of a SRO - 2 replier. In the following table all instruments and main parts of a replier
-
system are listed. By switching on the INVERTES 115V AC I, II and BATTERY I, II switches and the SRO circuit breakers located on the overhead panel voltage is supplied to contacts of the switch on the control panel. By switching over of this to switch position POWER the replier is put into operation. Then the CODE ON lamp lights on the control panel and 1 - 2.5 min. after switching on the POWER lamp lights up. During the flight the replier response to searchers inquiry (ground or airborne) is manifested by blicking of the REPLY neon lamp on the control panel. The system can be destroyed if necessary by pressing the explosion push button.
I I I I I I I I
I
BATTERY
b@
0
GPS
i AUDIO
SELECTOR i
' i AUDIO
BOX
SELECTOR BOX
BATTERY I I f
10.12.2. Installation of SO-69 transponder (fig. 10-22) The active - response radio equipment consists of instruments and equipment which provide information on the aircraft attitude, its identification, and its flight parameters in cooperation with ground stations. This equipment comprises an SO-69 transponder. When the BATTERY I, II and INVERTER 115V AC I, II switches are switched on, supply voltage is fed to the contacts of a switch located on the transponder control panel. The transponder is activated. By setting this switch to the BKJl position and by setting the mode selector to the rOTOB position. When the transponder is switched on, the lighting of the control panel will come on. Set the QFE pressure on the encoding altimeter. WARNNING: THE REQUIRED PRESSURE CAN BY ONLY BE SET ON THE ALTIMETER IF THE ALTIMETER HAS BEEN CONNECTED TO 27V SUPPLY VOLTAGE AND SIMULTANEOUSLY TO 115Vl400 HZ VOLTAGE. NON-COMPLIANCE WITH THESE CONDITIONS MAY RESULT IN A DAMAGE TO THE ALTIMETER. In flight the transponder automatically transmits reply to the interrogation of the ground ATC secondary surveillance radar. NOTE: On the ground the mode selector may be set to the YBA position for testing only.
SRO
2. Geometric height
3. Instrument speed
4. Overload in the x-axis
19. L.H. engine torque value 20. R.H. engine torque value 21. L.H. engine generator r.p.m. 22. R.H. engine generator r.p.m. 23. L.H.engine propeller r.p.m. 24. R.H. engine propeller r.p.m. 25. Voltage in the 28 Votts distribution system Recording of one-shot commands:
5.
6.
39. Free 40. Voltage in the 115 Vl400 Hz distribution systen 41. Stall speed signalling system on and in function 42. Signal WING FLAPS IN 18POSITION 43. Course system SLAVE mode 44. Voltage at the S 28 busbar 45. Voltage at the S 39 busbar 46. Automatic pitching active - port side 47. Automatic pitching active - starboard side
48. Signal WlNG FLAPS IN 42O POSITION
5. Vertical acceleration
6. Pitch attitude
7 Roll attitude
9. Engine RPM-L 10. Engine RPM-R 11. Engine Torque - L 12. Engine Torque - R
13. Trailing edge flaps
19 Longitudinal acceleration
20. Lateral acceleration
25.
- serves for investigation of weather configurations with possibility to determinate of the stage of
their dangerous to flight and serves for terrain mapping. Weather radar system is set in operation by switching on the circuit breakers BATTERY 1 I ,1 INVERTERS 115V I, II and the circuit breakers RADAR, on the overhead panel and switch HORIZON on the right instrument panel. The antenna scans in the sector 90d and is longitudinally and cross-wise stabilized withm the range of slopes and banks up to + 25+ if stabilization is switched on. If the navigation is realized according to the equipment. Proper using of weather radar in fllight is described in Flight Manual. Switchmg off the weather radar is made by switching the above mentioned circuit breakers and switches. 10.14.3. Installation of RDS 81 weather radar (fig. 10-25) The radio device for storm finding - RDS 81 with the GC 381 A radar graphic unit serves for investigation of weather configurations with possibility to determinate of the stage of their dangerous for flight and serves for terrain mapping. Weather radar system it set in operation by switching on the circuit breakers BATTERY I, 11, INVERTERS 115V AC I, II and the circuit breakers RADAR, INTERCOM I, NAV I and GYRO 1 COMPASS I, II on the overhead panel and GYRO HORIZON switch on the left instrument panel. Proper using of weather radar in flight is described in Flight Manual. Switching off the weather radar is made by switching the above mentioned circuit breakers and switches.
iL7
VERTICAL
FIG. 10-25 BLOCK DIAGRAM OF RDS 81 WEATHER RADAR SYSTEM
- elektrical bonding of aircraft assemblies (see section 024.60.00) - installation of static dischargers.
The static dischargers provide for discharging static electricity charges from the aircraft surface into the atmosphere.
---
---.
FIG. 10-26
- 2 off, (5) Fuselage tail cone - adjacent to position light - 1 off, (6) Wing tip
fuel tanks - 2 off
CHAPTER 11
1 1 . 1 .General
11.l. GENERAL
The pilot and static system consists principially of three circuiis:
- pitot pressure circuit - static pressure circuit - ram-air pressure head circuit
Pitot and static system feeds the airspeed indicators, altimeters, rate-of-climb indicators flight-
12.1 General 12.2. Flight compartment and pilots ' seats 12.3. Instrument and control panels 12.4. Passenger compartment and passengers seats
The flight compartment is located in the fuselage nose section between the frames No. 4 and 7. It is separated from the passenger compartment by a fixed partition with folding wings. The flight compartment is equipped with pilots seats, a navigators table, map spring bracket (if installed) a spare fuse box, a flight documentation case and a portable lamp. Greater part of the flight compartment is provided with upholstery and acoustic insulation for noise reduction.Located on the right-hand side of the flight compartment is an emergency exit door.
FIG. 12-1 FLIGHT COMPARTMENT FURNISHINGS (1) Pilots seats, (2) Navigator's table, (3) Spare fuse box, (4) Portable lamp,
- to the windshield central column. The fan is put into operation by switching the FAN (AZRGK 5)
circuit breaker situated on the clock panel. Pilot' s seats The seats of both pilots are fitted with seat adjusting mechanism and are attached to the floor.The seat adjusting mechanism is placed between the upper part of the front strut and the bottom part of the rear seat strut. The adjusting mechanism enables the seat to be shifted upwardsdownwards (60 mm travel) and fnrwards-backwards (130 mm travel). Longitudinal and vertical seat positions are mutually dependent. The seat proper consists of a metallic skeleton and foamy filler material which are coated with fabric. Fixed on the rear backrest sides are the pockets for life jackets. Each seat is provided with 2 shoulder and 2 thigh straps fitted with a ring lock and fixed to the seat skeleton. The straps are inserted into the lock in the position marked with a dot. Then the lock control knob is turned into the position marked with a cross in which.the safety belts are secured. By turning the control knob into the position marked DO", the safety belts get loosened. The length of individual straps may be changed by the buckle fixed on each strap.Both the pilot seats have removable elbow rests. At custome's reguest the pilot's seat can be fitted with arm rests. The arm rests can be installed on the LH side of the captain's and on the RH side of the co-pilot's seat. The arm rests can be set five positions in the up-down direction. To adjust a suitable arm rest position, the safety pin is to be removed, the arm rest raised or lowered, and the safety pin insarted back into an appropriate hole in the arm rest frame.
FIG. 12-2 PILOT' S SEAT (1) Pilot's seat, (2) Front strut, (3) Rear strut, (4) Front bracket, ( 5 ) Rear bracket, (6) Adjusting mechanism, (7) Front bracket, (8) Rear bracket, (9) Central bracket, (10) Control wheel, (11) Cable, (12) Safety belts, (1 3) Lock knob, (14) Pin, (15) Lock, (16) Buckle. Lock knob positions:
- insertion of individual straps into the lock x - belts fastened o - belts loosened
FIG. 12-3 ELBOW REST ON PILOTS ' SEATS (installed against the customer's order) (1) Rest, (2) Pin, (3) Safety pin, (4) Spring, (5) Plate, (6) Screw with washer. NOTE: The elbow rest is placed on the left hand side of the 1st pilot seat and on the right hand side of the 2nd pilot seat.
FIG. 12-4 INSTRUMENT PANELS LEFT SECTION NOTE: Location of controls (circuit - breakers, switches), their models and layout on the left instrument panel as shown in the figure are given for information only. The left instrument panel can be modified for different airplane versions and their variants.
layout on the centre instrument panel as shown in the figure are given for information only. The centre instrument panel can be modified for different airplane versions and their variants.
FIG. 12-6 INSTRUMENT PANELS - RIGHT SECTION NOTE: Location of controls (circuit - breakers, switches), their models and layout on the right instrument panel as shown in the figure are given for information only. The right instrument panel can be modified for different airplane versions and their variants.
FIG. 12-7 LOCATION OF INSTRUMENT AND CONTROLS ON THE CENTRAL CONTROL PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the front control panel as shown in the figure are given for information only. Thefront control panel can be modified for different airplane versions and their variants.
FIG. 12-8 LOCATION OF' CONTROL ON THE CENTRAL CONTROL PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the central control panel as shown in the figure are given for information only. The central control panel can be modified for different airplane versions and their variants.
FIG. 12-9 LOCATION OF INSTRUMENT AND CONTROLS ON THE REAR CONTROL PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the central control panel as shown in the figure are given for informatim only. The central control airplane versions and their variants. can be modified for different
FIG. 12-10 LOCATION OF INSTRUMENT AND CONTROLS ON THE LEFT CONTROL PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the left control panel as shown in the figure are given for information only. The left central control panel can be modified for different airplane versions and their variants
FIG. 12-11 LOCATION OF INSTRUMENT AND CObrTROLS ON THE RIGHT CONTROL PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the right control panel as shown in the figure are given for information only. The right control panel can be modified for different airplane versions and their variants
RADIO - NAVIGATION
ENGINES
DEICING
W!lm
IIlM
illllil 1 M
4 I ,
p&p$-pg4L2-!-3
. .
FIG. 12-12 LOCATION OF CONTROL ON THE OVERHEAD PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the overhead panel as shown in the figure are given for information only. The overhead panel can be modified for different airplane versions and their variants
the equipment of a particular airplane version a label on the fuse panel snows the system protected (e. g. OIL PRESSURE) and the value of the fuse (e.g. 0.63)
FIG. 12-15 GLARESHIELD OF THE INSTRUMENT PANEL NOTE: Location of controls (circuit - breakers, switches), their models and layout on the glareshield of the instrument panel as shown in the figure are given for information only. The glareshield of the instrument panel can be modified for different airplane versions and their variants
The passenger compartment is situated behind the flight compartment as far as the bulkhead
No. 21.
The passenger compartment is upholstered and protected a~ainst noise by soud insulation. Passenger compartment floor is covered by a carpet. Situated on the left-hand side in the rear
part of the passenger compartment is the entrance door. Near the entrance door there is a shelf
with hooks where headwear and clothes may be put off. The passenger compartment is provided with foldable serving plates and a newspaper magazine holder (if installed). The airplane can be modified and delivered in the following versions:
Passenger transport version 19 seats (basic version)
The passenger compartment is provided with 5 single seats on the LH side and 7 double seats on the RH side
FIG. 12-16 PASSENGER COMPARTMENT FURNNISHINGS (1) Single passenger seat, (2) Double passenger seat, (3) Rear baggage compartment, (4) Shelf for headwear and rack, (5) Toilet, (6) Foldable serving plate (if installed), (7) Newspaper and magazine holder (if installed),
(8) Refresh, bar (if installed).
The passenger compartment is provided with 5 single seats on the LH side and 6 double seats on the RH side.
FIG. 12-17 PASSENGER COMPARTMENT (COMMUTER AIRCRAFT) (1) Single passenger seat, (2) Double passenger seat, (3) Airstar locker, (4) Toilet, (5) Folding table, (6) Newspaper and magazine holder, (7) Rear baggage compartment, (8) Pilot emergency exit door, (9) Passenger emergency exit door, (10) Rack, (11) Room for baggage, (12) Signalling panel (Signalisation to call in the crew), (13) Curtain, (14) Fan
Passenger transport version - 11 seats
In the front section of passenger compartment, three rows of seats are installed (i.e. 7 seats). The seats are provided with foldable serving plates. In the rear section (between frames No. 13 and 18), two double seats with armrests are installed facing a conference table with foldable leaves.
4FJT
1q
r--noi--, i + =
4
-- . - L4
1 1
1
1
iv
,k,
FIG.12-18 PASSENGER COMPARTMENT LAYOUT (EXECUTIVE VERSION) (1) Passenger seats, (2) Front double seat with armrests, (3) Conference table, (4) Rear double seat with armrests, (5) Box for storing airstairs, (6) Buffet, (7)Toilet, (8) Baggage compartment, (9) Shelf for neadwer and rack, (lO)Curtains, (11) Newspaper holder (12) Emergency exit.
(5) Toilet, (6) Curtain, (7) Refrigerator (if installed), (8) Galley (if installed),
(9) Airstar locker, (10) Fan, (1 1) Attendant seat
Flying ambulance
There is a possibility of installing medical equipment. The medical equipment serve for transportation of wounded (ill) persons on seats and a nurse.
( I ) , (2) Stretcher, (3), (4) Seat, (5) Table for a nurse, (7) Litter bin, 8) Canister
with drinking water
- seats
- anchor cables
FIG. 12-21 LOCATION OF SEATS AND AVAILAB!-E SPACES IN THE AIRPLANE CABIN - PARACHUTE VERSION
(1) Seats of parachutist, (2) Holes and covers in the ceilling for PARA ropes,
(3) Rear baggage compartment, (4) Toilet, (5) Paratroop guide seat.
CARGO VER!YON
The cargo version of the aicraft is intended for quick transprt of different cargo es (goods and equipment) of limited dimensions with the total mass up to 1250 kg, namely:
- 1000 kg in a container, - 100 kg in the front baggage compartment, - 150 kg in the rear baggage compartment.
The cargo version is characterized by a stationary transport container placed in the passenger compartment of the aircraft.
Passengers' seats
The passengers seats are designed as single-seat units situated on the L.H. side and as doubleseat sets situated on the R.H. side. The single-seat units and double-seat sets differ from each other only by the legs by means of which the seats are fixed to the passenger compartment floor. The seat structure consists of a metallic skeleton filled with foamy material and coated with fabric. The seats are fitted with inflammable removable washable covers buttoned to them. Each passenger's sea t is provided with a safety belt. The safety belt consists of two straps,two anchoring buckles and a lock. The length of the safety belt is adjusted on the lock. The safety belt is fastened by coupling both lock parts. By depressing the red pushbutton on the top lock side the safety belt is loosened. The pockets for life jackets are attached to the underside
accompanying the cargo, B 094 125 N (aircraft technician), (3) Double passenger seat,
(4) Rear baggage compartment, (5) Toilet, ( 6 ) Headwear shelf with rack.
- toilet with collecting bag (placed between frames No. 19th to 21st) - discharging toilet (placed between frames No. 19th to 21st)
Toilet with collecting vessel - versior A The aircraft is equipped with a toilet. The toilet is equipped with a collecting vessel for foeces and it is installed inside the toilet compartment (see chapter 025) in the aircraft. The toilet with the collecting vessel is intended for manual removal of foeces. The toilet consists of a vessel with a dish and of a seat with a lid. The seat is attached to the vessel by a pair of spring loaded hinges installed on both sides of the vessel. The seat lid is attached by two hinges. The toilet vessel bottom carries a pair of feet. One of them (that without hole) runs in a circular groove and the other one (with a hole) is engaged by a pivot. The pivot features a locking snap. This arrangement permite to pull out the entire toilet vessel to the front.
A hole in the seat serves for venting the toilet intterior space. The venting tube runs under the
passenger cabin floor into the right hand landing gear nacelle. Toilet with collecting bag The aircraft is equipped with a toilet with a collecting bag of fecal solids located in a toilet space of the aircraft. The toilet with the collecting bag is determined for operating conditions with a manual removal of fecal solids. The toilet consists of a jacket, a sitting desk with a bowl and a cover, a bucket and a collecting bag. At the toilet jacket bottom footings in which a bucket is set are riveted. The collecting bag is inserted in the bucket with its upper border overleaping the bucket border. The bucket lid is fastened from inside to the toilet jacket. The sitting desk is secured with springs at its both sides. The jacket is provided with two outlets. The first one is determined for the waste connection from the wash-basin wh113t other one is determined for dearing of the toilet internal the space.
(I)Toilet vessel, (2)Collecting vessel dish, (3) Seat, (4) Clamp, (5) Bellows,
(6) Locking lamp, (7) Spring, (8) Handle, (9) Cover, (10)Snap locks-
-13pieces, (11) Box fox tissues, (12) Box for toilet paper, (13)Belt
FIG. 12-27 TOILET WITH COLLECTING BAG (1) Toilet, (2) Sitting desk with a bowl, (3) Lid, (4) Bucket, (5) Footings,
(6) Bucket lid, (7) Spring, (8) Collecting bag, (9) Wash-basin discharging hose,
(10) Internal toilet space deairing hose, (11) Passage, (12) Wing nut,
(13) Tube, (14) Screw with a washer, (15) Wash-basin panel, (16) Hand rail, (17) Toilet paper box, (18) Paper towel box, (19) Ring.
By lifting the cover the toilet is put into operation. After using close the cover and stop on the
pedal. The dish will turn and contents will tip out into the collecting vessel. Simultaneously the bellows are stretched and in these the liquid for the toilet is sucked at open suction vales. At return movement of the dish the suction valves will close and by opening the delivery valves of the liquid for the toilet is pushed into the distribution pipings and the inside of the dish is rinsed. The wash basin is installed in the toilet room. Water from water mains (andlor with admixture of deodorant) for washing is in the tank with content of 5 1 at the wash basin case. Water from tank is led into the discharge valve which leads into the basin. Water discharge is carried out by turning the handle of the valve.
(6) Tank, (7) Rinsing device. (8) Pedal with control mechanism, (9) Outlet
neck, (10) Rinsing neck, (1 t) Outlet control lever.
- first-aid kits
- emergency axe
- crew call signalling
- inflatable life jackets (ASZh-63P) (if installed) - inflatable life rafts (SP-12) installed) and emergency packages (NAZ-7) (if installed) (if
- emergency exits
-
- inscriptions explaining the emergency exit opening sequences and markings of the places where
the emergency axe and first-aid kits. are located, as well as of the cut-out area for an emergency manhole
i f installed
13.1. General 13.2. Fixing of the engine 13.3. Fireseals 13.4. Drains 13.5. Engine controls
13.6. Emergency shutdown
_
13.7. Indicating
13.8. Engine starting
Water injection system is available, intermediate contingency mode can be used, the engine can be started up on the g round or up to 4 km altitude. The engine is suspended by means of three spring pins on the engine bed which is fitted into the wing hinges. The engine can be started up by an electrical starter and torch igniters. For M 601 E engine protection an additional device is built that protect the engine against exceeding the critical parameters. This device is double level system of combined limiters. Another additional feature is an adjustable stop for maximum take-off rating.
,
The engine fuel system is a low pressure system and consist of an fuel control system whose main part is a gear pump and a fuel controller. The engine oil system is a pressure circulation system with gear pumps and an integrally-arranged oil tank inside the gear box. Oil turned back from the engine is cooled in an oil cooler that is
the oil cooler. To achieve optimal oil temperature at very low air ambient temperature th e oil cooler is equipped with an adjustable valve and engine cowlings are equipped by slots with adjustable screens. Chip detection in oil system and minimal quantity of oil signalling are installed at the engine. Technical data Engine power ratings Maximum take off Equivalent power Shaft power Basgemrator speed Propeller speed Torque Max. fuel consumption
ITT
-
'560 kW
max98A% 2 080 RPM 20 RPM max. 100% 39591 eq. kW1h 12909 Ieq. HPIh
max. 735%
Single uninterrupted run Total run (including max. take-off rating with water injection and intermediate continguency
max. 5 minutes
NOTE: *Is maintained up to temperature of +27OC and pressure 97,325 kPa for this rating with water injection Intermediate Continaencv a ~ ~ l i c a binecase of enaine failure l Equivalent power Shaft power Gas generator speed Propeller speed Torque Max. fuel consumption ITT Single uninterrupted run Total run at this rating (including at max. take-off and at max. take-off with water injection) Under non - standart conditions (at 97.325 kPa + 30C) Equivalent power Shaft power Gas generator speed ITT Max. take-off with water iniection Under non-standard conditions (at 97.325 kPa + 33OC) Equivalent power Shaft power Gas generator speed Propeller speed Torque ITT 560 kW (760 HP) min. 530 kW (min 720 HP) max. 100% 2 080 RPM + 20 RPM max. 100% max. 735OC
544 kW (740 HP)
595 kW (809 HP) min 560 kW (min 760 HP) rnax. 98.6% 2 080 RPM + 20 RPM rnax. 100% 3959 Ieq. kW1h (290 Ieq. HPIh) max 710C 1 hour max 3 times during operating time
rnax 76% for altrtude 4.2 km ISF? max. 78.2% for altitude 6.0 km ISA Accelerations Minimum initial gas generator Speed Accelerations time from initial rating to 95% of max. takeoff rating (99% of gas generator speed) 70% for altitude 0 - I ISA km 75% for altitude 1 - 4km ISA
Gas generator speed overshoot (rnax. 3 times before stabil~zation) Torque overshoot (rnax. 3 times before stabilization) Propeller speed overshoot rnax 106% max. 2 140 RPM (3 times before stabilization) max. 2 220 RPM at aborted landing (stabilized within 6 sec.) Reverse mode Shaft power Gas generator speed Propeller speed Max. inter - turbine temperature Single uninterrupted run min 337 kW (458 HP) max. 97% rnax 1 900 RPM max 710C max 1 minute rnax 101.OOh
NOTE: Above mentined data corespond to power values of the engine without engine cowlings and without customer bleed and customer loads. Oil quantity in the oil tank in the oil system Oil temperatures mln 5.5 litresmax 7 litres
I 1 litres
13.3. FIRESEALS
To protect against fire propagation to the whole engine the area of the engine nacelles is divided by fire bulkheads into 4 zones. The construction of the fire bulkheads and their sealing prevents the propagatim of the fire between the individual sections. The fire bulkheads are manufactured from metal sheet of fire resistant steel. All openings in the this bulkheads are sealed by bushings or by sealing from, fibre-glass cloth. Bes~des the bulkheads and walls are fastened to the engine na celle by a sealing pennon (Firesol Arreohead), which is a part of the engine nacelle. The front and rear fire (engine) bulkhead is a part of the engine.
13.4. DRAINS
The oil and f ~ esystem of the power plant is equipped with drainage piping for the fuel and oil l waste which originates during the operation and servicing of M 601 E engine. This waste is led under the engine cowling beyond the aeroplane contour. Here is terminated the venting of the oil tank, the oil waste from the filling neck of the oil tank, the fuel waste from the combustion chamber, tht waste from the fuel pump and waste from the fuel governor, oil waste from the auxiliary pump, fuel w aste from the pressure switch, oil waste from the torque transmitters.
FIG. 13-1 THE ENGINE BED (1) Engine bed's ring, (2) Upper suspension, (3),(4)Side suspension, (5),(6) Bushing, (7) Right support, (8) Left support, (9) Side plate, (10) Side plate, (11) Lower strut, (12) Side strut, (13) Side strut, (14),(15) Upper strut, (16) Pin, (17) Nut, (18) Shim, (19) Split pin, (20) Bridging, (21) Screw, (22) Shim, (25) Front suspension of the engine bed
I - Detail of the mounting of the engine on the engine bed
(26) Absorber, (27) Shim, (28) Nut, (29) Split pin, (30) Screw, (31) Absorber's box, (32) (33) (34) Screw, (35) (36) Shim, (37) Lid of the absorber's box
FIG. 13-2 THE DIVISION OF THE AREA OF THE ENGINE NACELLE INTO THE FIRE PREVENTION ZONES
I, 1, Ill, IV - the fire prevention zones 1 (1) Front fire bulkhead (on the engine), (2) Rear fire bulkhead (on the engine),
(3) Front fire bulkhead, (4) Rear fire bulkhead, (1) (9) Bulkheads of the
engine nacelle.
FIG. 13-3 SCHEMATIC DilAWING OF THE CABLE SYSTEM OF THE ENGINE CONTROLS
-
system, (3) Fuel cock control cable system, (4) Fuel shut-off valve control cable
b - fuselage roof between frames No.7 and 11 and as far as the third wing rib, c - third to eighth wing ribs as far as engine nacelle
FIG. 13-4 ENGINE CONTROLS (1) Engine control, (2) Propeller control, (3) Fuel shut-off valve control, (4) Fuel cock control.
I - Engine control levers with tie rods and countershaft
I1 - Countershafts Ill - Countershafts IV - Bracket with pulleys and guiding elements V - Engine controls in the RH engine nacelle
ground idle run to the take-off power. If their action is combined with that of the propeller governor (to which the power control levers are connected/, they allow for changing the engine power from the ground idle run to the maximum reverse thrust. If one of the engines fai!s daring take-off, it is possible to set the maximum contingency power. The slot in the control lever gate has three sections: the middle one is intended for controlling the engine in the 100% n~ (control lever shifted forward) -to-idle run (control lever at the idle run suop) range. The lever can be moved into the rear part of the slot no sooner than after unlocking the reverse thrust stops and using the handle to lift up the gu iding pin. As the lever is being shifted farther backward, the BETA regulation system sets the propeller blades at a smaller angle so that the minimum thrust value is achieved. As the lever continues its backward travel, the propeller blades
o are-belng gradually set to rregative angles, the-power being inweased up t themaximum reverse
thrust at which the lever rests against the rear stop. The BETA regulation system is described in detail in the V 510 Propeller Maintenance ManuaLThe control le ver can be shifted into the front section of the slot using the handle which lifts up the guiding pin. Shifting the lever forward results in the engines operating at the maximum contingency power. The max. contingency power can be set by forcing the lever against a spring stop to its extreme forward position. Forcing the kver beyond the spring stop results in the limiter being turned off automatically. Consequently, it is necessary to watch the instruments and prevent the engine from exceeding 106. 5 % torque, irrespective of other engine parameters (see L 410 UVP-E, E9, E20 Flight Manual). CAUTION: FORCING THE CONTROL LEVER BEYOND THE SPRING STOP RESULTS IN THE
-
MAXIMUM CONTINGENCY
POWER POSITION. THE STOP FUNCTION CAN BE RESTORED BY A REPRESENTATIVE OF THE MANUFACTURER BY MEANS OF A SPECIAL FIXTURE AND AFTER THE ENGINE HAS BEEN CHECKED.
Engine controls adjustment The design and adjustment of the engine controls have been focused on achieving the maximum control sensitivity in the maximum forward thrust range (control lever shifted to its extreme forward position, or near to it, approximate speed 90 to 100% n ~ ) .
A carefull selection of radii of the control levers, lengths of the tie rods in the engine nacelles and
under the front control panel and a suitable setting of the end positions of the engine control leverage with respect to the tie rods res ulted in achieving an angular shift in the maximum forward thrust range which is twice than that in the idle run region for the same speed increase.This setting must be observed every time the engine control system is being adjusted. The airplane is equipped with an adjustable maximum take-off power stop. Instructions concerning the use of the adjustable maximum take-off power stop (including its adjustment chart) are presented in the L 410 UVP-E, E9, E20 Flight Manual.
FIG. 13-5 ENGINE CONTROL I - Engine (power) control with tie rods and countershaft Ill - Countershafts
Il - Countershafts
IV - Bracket with pulleys and guide elements
V - Engine control in the right - hand engine nacelle
2.080 rpm, which is employed during the take-off. The propeller speed can be reduced to
1,700 rpm by shifting the lever backward (rear end of the lower slot).The upper (rear) slot can be used to set the control lever into the FEATHERED position in which the propeller blades are set correspondingly. Fuel shut-off valve control The control levers of the fuel shut-off valves are situated on the front control panel sharing their countershaft witn the levers controlling the fuel cocks. The levers controlling the fuel shut-off valves are the two inner oneswith the control levers in the rear position, the fuel supply to the engine is cut off whereas in the middle position (on the gate step) it is open. The control levers can be locked in the rear position. By tilting the control levers to the right and shifting them forward an emergency mode is established. The emergency engine control mode can be employed in case of fuel control unit failure after switching on the ISOL. VALVE LH (RH) circuit breakers on the overhead panel. In such case, the ISOLATION VALVE signalling cell on the central warning display lights up.The emergency engine control allows for throttling the fuel supply to the engines directly by means of a shaped needle in the fuel shut-off valve (part of FCU). The pilot must carefully check essen tial operation parameters of the engines, i.e. torque, inter-turbine temperature, generator and propeller speed, and prevent them from being exceeded, as the limiters are put out of operation when the emergency control mode is used.The initial position of the control levers for starting the engines in the emergency control mode is marked by a red line on the control levers and the gate. NOTE: A schematic drawing of the fuel shut-off valve control is shown in fig. 13-6.
MAX. TAKE-OFF
MAX.REVERSE
27 V
MAX. CONTINGENCY
VALVE
/
FUEL CONTROL UNIT
@@ yp
OIL OIL
Il - Countershafts
Ill - Countershafts
guiding pin slot, (4) Forward stop of propeller control lever, (5) Rear stop of propeller control lever, I - Low propeller blade setting angle, maximum controllable speed 2,080 rpm, II - High propeller blade setting angle, minimum controllable propeller speed,
111 - Start of propeller blade resetting into feathered position,
IV - FEATHERED position stop on the propeller governor, V - Arrestment of propeller in feathered position.
Ill - Countershafts
IV - Bracket with pulleys and guide elements V Engine controls in the right-hand engine nacelle
FIG. 13-10 LOCKING OF FUEL SHUT-OFF VALVE CONTROL LEVERS (1) Lock - modified, (2) Lever, (3) Bushing, (4) Coupling, (5) Bolt with nut, washer and split pin, (6) Pin with washer and split pin.
Limiters The purpose of the limiters installed on the engines is to prevent the engines from exceeding their maximum parameters thus ensuring their reliable operation. The system covers gas generator speed, propeller speed, inter-turbine temperature, propeller torque and inter-turbine temperature gradient limitation. The signals of the parameters listed above are transmitted to the LUN 5224.05 lntegrated Electronic Limiter Unit by the corresponding sensors. Except for the torque limiter transmitter, the remaining transmittersare cammon for-both the
- -
integrated electronic limiter unit and the indicators in the pilots' cabin. If the maximum permitted value of any of the parameters being monitored is exceeded, the appropriate transmitter sends a signal to the lntegrated Electronic Limiter Unit. The IELU processes the signal and sends an output signal the magnitude of which depends on to what extent the particular parameter has been exceeded and how many parameters have been exceeded. The out put signal is fed to an electrohydraulic converter which, together with the LUN 6590.05-8 fuel control unit, throttles the fuel supplied to the engine. Such situation and, hence, an intervention of the lntegrated Electronic Limiter Unit, are indicated by the IELU INTERVENT signal cell lighting up on the central warning display. The lighted up IELU signal cell indicates that the lntegrated Electronic Limiter Unit is out of operation.The IELU TEST pushbutton located on the left-hand control panel can be used to check the lntegrated Electronic Limiter Unit (at a reduced ITT).
-
The operational readiness of the IELU is signalled by means of two signal lamps located on the right-hand control panel. Operation limiters The system of limiters is fed by 27 V DC current via the IELU LH (RH) circuit breakers on the overhead panel. If some of the parameters monitored by the IELU exceeds the maximum permitted value, the signal of the appropriate transmitter is processed by the IELU which sends a control current signal into the electrohydraulic converter (EHG). The value of the current is proportional to the extent of parameter exceeding. The EHC converts the electric signal into an intervention into the fuel con trol unit: the fuel metering needle is throttled. The throttling is again proportional to the magnitude of the transmitter signal, or the sum of signals sent by several transmitter at a time if more parameters are-exceeded: The fuel supply-throttlingresults in a drop-
of engine power and, consequently, in a reduction, of the paraneters to an acceptable level. In order to prevent engine power oscillation due to IELU intervention, higher parameter overruns, the drop of gas generator speed at the IEL U intervention is controlled by the LUN 5223-8 generator speed derivator. As soon as the drop rate attains an undesirable value, the derivator interrupts the control signal for a moment and the electrohydraulic converter stops throttling the fuel supply. This means that the speed drop is momentarily stopped or reduced. Repeated actions of the
derivator guarantee that the required parameter values are achieved without oscillations and are quickly stabilized. A sirnilar principle is used to control the gradient of inter-turbine temperature (dlTTldt) and to maintain it at a value lower than 140 - 1800Clsec. If the temperature gradient reaches these values, the IELU throttles the fuel supply, which results in a gradual increase of the temperature and gas generator speed thus preventing the engines from exceeding temperature limits when being started. After the engine is started and the torque reaches the value of approx. 17%, the LUN 3280-8 aatomatic feathering pressure switch turns off th e function of this channel not to impair the engine acceleration. There are two IELU intervention levels, one consisting in reducing the torque to a value not lower
60%). than 70 +I- 5%, while the other can reduce the torque down to the flight idle run value ( n =~
The first level guarantees that there will be no excessive power drop should the limiter system fail and send a false signal. This is why the second level limitation function is blocked by a signal from the KRA 405 or A 037-1A radioaltimeter receive r and a signal from the limit switches of the mechanical locks of the extended position of the main landing gear at height below 700 m.To provide for the required compressor stall margin at low temperatures (less than -1 5OC), the IELU reduces the maximum gas generator speed in compliance with the ambient air temperature. This limitation occurs most frequently at low temperatures and high altitudes where the torque is not a limiting value. The ambient air temperature is measured and sent to the IE LU by the electric resistance ambient air temperature transmitter, P5 (7), located in the engine nacelles. If reveised thrust is employed, the propeller blades may be unloaded during their resetting (in the region of the zero angle setting). To prevent the propellers from overspeeding even if the lELU LH (RH) circuit breakers are not switched on the ))Vc microswitch on the LUN 7816.8 propeller governor activates the IELU automatically as soon as the propeller blades start resetting below minimun flight angles. In case of automatic feathering the LUN 3280-8 automatic feathering pressure switch, which transmits signals for the extension of the ABC tab and for the switching of the automatic feathering circuit, also transmits a signal to the TKE 54 PODG relay of the other engine to turn off the IELU power supply. This action is indispensable if the maximum contingency power is to be employed, as the torque and inter-turbine temperature involved are already beyond the IELUcontrolled limits. A shortened test of the IELU serviceability (only the temperature channel) is performed by pressing down the IELU TEST pushbutton on the test panel of the left-hand control panel. The IELLJis thus activated and the ITT limit is reduced so that the IELU intervention capability can be checked at a lower engine power. , The remaining functions ( n ~np, torque) of the unit can be checked by resetting the channel test selector on the IELU body to an appropriate position.
FIG. 13-11 SCHEMATIC DRAWING OF THE SYSTEM OF LIMITERS (1) LUN 1333.12-8 gas generator speed transmitter, (2) LUN 1333.12-8 propeller speed transmitter, (3) LUN 1377-8 inter-turbine temperature transmitter, (4) LUN 1476-8 torque pressure switch, (5) KRA 405 radioaltimeter or A 037-IA, (6) KPS (7) U limit switch (7) LUN 5223-8 generator speed derivator, (8) LUN 5260.05 integrated electronic limiter unit, (9) LUN 2476-8 electrohydraulic converter, microswitch (10) LUN3280-8 automatic feathering pressure switch, (1 1) NVU on the LUN 7816-8 propeller governor, (12) P5 (7) ambient air temperature transmitter, (13) KNR pushbutton IELU TEST, (14) IELU LH, RH circuit breakers, (15) BETA RANGE signal cell, (16) IELU signal cell, (17) SLC 51 signal lamp IELU OPERATIVE, (18) IELU INTERVENT signal cell, (19) Channel test selector on the LUN 5260.05 IELU body or LUN 5260.04, (20) TKE 54 PODG relay.
LH ENGINE
RH ENGINE
I
IELU INTERVENT IELU
IELU OPERATIVE
I I
13.7. INDICATING
The engine indications include those systems the ~ndicators which inform the pilots on the of engine function. Especially if the maximum engine settings are exceeded as a result of a failure. The indication systems warn the pilots that the engine is working in an inadmissible mode. In such cases, the pilot makes an intervention into the engine setting bringing its working parameters back below the maximum tolerable limits. Power indicating The term ))power output indication (check)(( comprises measurements of the following parameters:
CONVERTERS
TORQUE INDICATOR
1i
I
I
1, , --
, , , , L
TORQUE
TACHOGENERATOR
I I
I
I
I
I I
I
13-28
LUN 1377- 8
Manual-and the L-410 UVP-'t,E3,-E20 Airplane Flight Manual. Starting system operation The circuit-breaker ENGINE STARTING LH, RH turns on and safeguards the starting circuit of the left (right) engine. The ignition is checked by the IGNITION I,'II (LH, RH) change-over switch. If the change-over switch is in position I, the ignition system No. I is in function and sparking can be heard from the left (right) engine. If the change-over switch is moved to Position II, the ignition system No. II is in function and sparking can also be heard from the left (right) engine. There is n o fuel injection during the ignition system check. On pressing down the ENGINE STARTING LH (RH) pushbutton, the following operations are carried out automatically:
; the-fwo
- the interrupted fuel injection into the torch igniter LH, RH is switched on, - the time relay is activated and terminates the starting cycle automatically after 22 seconds
The starting is signalled by the ENGINE STARTING signal cell. Individual ignition circuits are safeguarded by 4 A fuses. the signalization circuit is safeguarded by 0.5 A fuses. When starting the other engine using the airplane batteries and the running starter-generator the current of the starter-ge?sratoris limited to 350 A. The cirsuit limiting the current of the startergenerator is built into the voltage regulator. By pressing down the DRY MOTORING RUN LH (RH) pushbutton, only the st arter-generator of the appropriate engine is turned on for 22 seconds, this situation being signalled by the ENGINE STARTING signal cell.
TIME RELAY
INTERRCPTER
- -
1'
i
I I
I &
0 .
I1 1 1
::
.. :: ..
IGNITION SYSTEM
----
SPARK PLUG
/I,*/,,\>
STARTER GENERATOR
CHAPTER 14 PROPELLERS
14.I. General
-
-7 4.2.-Propellers controlling
14.3. Indication
5
speed governor within 1 700 - 2 080 RPM both automatic and manual max. 1 900 RPM 103O 30
Automatic feathering Automatic feathering is intended for flight conditions, during which the engines power setting is set above the rated limit (89% ng or 93% ng in dependence on the adjustment of the terminal switches for emergency of the automatic feathering circuit D 701 (M 304) for summer or winter conditions). The automatic feathering c~rcuit switched on by two circuit breakers FEATHERING is /AUTOMATIC BANKING on the overhead panel and the switches AUTOMATIC FEATHERING on the middle control panel. The sy stem will be put into emergency after moving both engines control levers over the value corresponding to 89+/-1% resp. 93+/-1% ng, which will connect both
D 701 (0 613-3A-U2) (M 304) terminal switches. By connecting the terminal switches the
ZO-4s (8) (M 313, M 314) delay circuits will be put into operation which will connect after 5 - 7 seconds the TKE 52 PODG (M 321, M 322) relay. Through the connected contacts of these relays voltage will be brought to terminal connector 20 of the V 139 termina I board and to terminal connector 20 of the V 140 terminal board. From the terminal connector 20 of the V 139 terminal board the voltage will be brought across the connected AUTOMATIC FEATHERING switch, the disconnecting contacts 1 and 2 of TKE 54 PODG (M 305, M 306) relay to terminal A of TKE 54 PODG (M 305, M 306) relay coil.At the same time voltage will brought into the AUTOM. FEATHERING signal cells and both green coloured signal cells on the CWD will light up. From terminal connector 20 of the V 140 terminal board voltage will be brought on the movable contact of the LUN 3280-8 (M 310) automatic feathering pressure switch -jack bush No. 6. For example at the failure of the left (right) engine the resulting drop of oil pressure for the measuring of Mk, which is led into the LUN 3280 (M 310) automatic feathering pressure switch, under the value 0.222 MPa (cca 24% Mk), causes the 1st degree of this pressure switch will be connected, which will cause the closing of TKE 54 PODG relay (M 305, M 306), which will carry out:
- disconnection of the right engine's automatic feathering circuit (it will cancel readiness). - switching off of the AUTOM. FEATHERING on the CWD ENGINE R.H. green coloured signal
cell.
- the supply of voltage on terminal connectors 9,6 A of TKE 54 PODG (M 307) relay and on
terminal connector V of the LUN 7880.01-8 (M 312) left solenoid valve.
AIRCRAFT TRAINING MANUAL L 410 UVP-E, E9. EZO - the switching off of the AUTOM. FEATHERING green coloured signal cell on the CWD ENGINE
L.H.
- the opening of the electrical circuit of IELU feeding of the right engine, which is signalled by
lighting up of the IELU yellow coloured signal cell on the CWD ENGINE RH.
- closing of the electrical circuit of the insulating valve (M 27) of the left engine, which is signalled
by the lighting of the ISOL. VALVE yellow coolured signal cell on the CWD ENGINE LH.
- closing of TKE 54 PODG (M 339) relay, which will put into operation the LUN 2601-8 (M 337)
time relay for the time of 13 15sec. This timerelay together with the closed contacts of
-
TKE 54 PODG (M 339) relay will carry out closing of TKD 501 DOD (M 343) contactor and this will put into operation the LUN 7840-8 (M 345) auxiliary pump, which is fed from the AZRGK 40
(M 341) circuit breaker.
During the time of operation of the auxiliary pump (13 - 15 sec.) the 0.7s LUN 1492.04 (M 347) pressure switch will close, which will cause the lighting of the FEATHERING PUMP yellow coloured signal cell on the CWD ENGINE LH.
- closing of the of LUN 7880.01-8 (M 312) (left) solenoid valve actuator electromagnet, which will
cause the setting of the propeller blades into the feathering position. NOTE: The TKE 54 PODG (M 339) relay remains closed after finishing the feathering cycle and with its connected contacts 11, 12 it feeds the automatic feathering circuit, for the
-
securing of feeding ofthe L-UN7880.01-8 (M 312) solenoid valve actuator left and for preventing the repetition of the feathering cycle again. This state may be cancelled only by
-
switching off the FEATHERING IAUT. BANK overhead circuit breakers on the overhead panel. The automatic feathering circuit may be put into a state of readiness again by switching off and by switching on again the FEATHERINGIAUT. BANK circuit breakers on the overhead panel - it is carried out after successful starting of the engine or after carrying out checks of this circuit. The exact values of adjustment of D 701 (B 613-3A-U2) (M 303, M 304) terminal switches of automatic feathering readiness is carried out according to the Maintenance Manual for the M 601 E engine. The exact values of switching the 1st and second stages of the au tomatic feathering
-
LUN 3280-8-(M3@9, M 310) switches are mentioned in thece~tifisate the instrument of and the checking of the adjustment is carried out according to the Maintenance Manual for the M 601 E engine. The checking of the electrical circuit of automatic feathering is carried out with the help of the FEATHERINGIAUT.(M 327) checking push button on the testing panel on the left control panel and it is described in the Flight Manual of the L 410 UVP-E aircraft.
Manual feathering Manual feathering can be carried out in any flight condition during the failure of the engine if a defect occurred in the automatic feathering circuit, or if the engines control levers are set outside of the sector, which is determined for the automatic feathering function. It is carried out by pressing the MANUAL FEATHERING push button of the respective engine on the front control panel. The electrical circuit is connected by two FEATHERINGIAUT. BANK circuit breakers on the overhead panel.
-
Bybepres&g the MANUAL FEATHERING (M 333, M 334) push button the TKE 54 PODG (M 319, M 320) relay will switch on and at the same time it will give a current pulse for the LUN 2601-8 (M 337, M 338) time relay, which will be put into operation for the time of 13 - 15 sec. The time relay will carry out the switching on of TKD 501 DOD (M 343) contactor and this will put into operation the LUN 7840-8 (M 345, M 346) auxiliary pump, which is supplied by power from the AZRGK 40 (M 341, M 342) circuit breaker. By switching on the TKE 54 PODG (M 319, M 320) relay current will be brought also to the electromagnet of the LUN 7880.01-8 solenoid valve actuator. By its switching on the passage will be opened to the small piston of the working valve, which will shift into the edge position (feathering). By shifting the valve the outlet of oil from both output channels of the speed governor will close, the direct connection of the pressure branch for adjusting the propeller will open to a large angle (into feathering) and also the waste channel will apen-for We small angle. The-
propeller will be thus set into the feathering position and is in this position blocked, as long as the slide-valve remains in the position reached. During the operation of the auxiliary pump (about 13 - 15 sec.) the 0.7s LUN 1492.03 (M 347, M 348) pressure switch is switched on, which will cause the lighting up of the FEATHER. PUMP yellow signal cell on the CWD ENGINE LHIRH. By closing the relay (M 319, M 320), voltage and ground potential is supplied to the relay (M 317, M 318). The relay (M 317. M 318) will close and voltage will be supplied through is contacts to the isolation valve (M 27, M 28). The corresponding yellow ISOL. VALVE. Feathering check Checking of feathering is carried out by the simultaneous depressing of FEATHERING MANUAL
(M 323, M 325, M 324, M 326) push buttons for the left(right1engine,-whichare-pla~edon-the
-
testing panel on the left control panel. These push buttons put into operation the TKD 501 DOD (M 343, M 344) contactor and the LUN 7840-8 (M 345, M 343) auxiliary pump except the circuit of the time relay and the auxiliary pump is in operation only during the time when these push buttons are depressed. During this checking of the feathering it is necessary to follow the procedures, which are mentioned in the Maintenance Manual for the M 601 E engine. Emeraencv featherinq
14.3. INDICATION
The control instruments of V 510 propeller serve the screw for information about the immediate function of both propellers. They signal the propeller, operation heating, P control and feathering. The immediate revolutions of the left and right propellers are signalled through LUN 1348.01 propeller speed indicators which are on the instrument panel. The propeller revolutions are scanned by combined LUN 1333.12-8 transmitters which are placed on the reducer of the left and right engine. The switching on and funct~on heating of the propeller blades are signalled by signal cells on of the CWD. The switching on and function of the
The switching on and operation of feathering of the propellers are signalled by signal cells on the CWD.
nv
CENTRAL WARNING DISPLAY ENGINE LH ENGINE RH PROP. FEATHERING AUT. BANK CONTROL
r-,-
i
SERVOMECHANISM
'I
II
1
-3--
c&
Description The water distribution svstem comprises aluminum-dloy pipes the inner diameters of which are 6 .
8, 10 and 12 mm. The ?;ping system is attached to me airframe by means of sleeves. 3 e water
from the tank is delivered by the LUN 5155-8 water injection pump via the LUN 7377-8 three-way cock 8 to the injection nozzle rings of both engines.Tne water injection pump is adjustable into three working positions. each with a different water slipply amount, by means of a hamoperated by-pass valve accessible after removing the oval lid under the leading edge of the right-hand undercarriage nacelle.
Perm~ssiblearea o f the use of tnjected coolant to maintain the englne power output
10
15
20
25
30
35
LO
45
FIG. 15-1 WATER INJECTION PUMP WORKING STAGE SETTING VS. ATMOSPHERIC PRESSURE AND AMBIENT AIR TEMPERATURE CHART I. il. Ill. working stages of the water injection pump
FIG 15-2 SCHEMATIC DRAWING OF THE 'NATER INJECTION DISTRIBUTION 5'. $ ?,I
PRESSURE .WITCH
The draining branch, leading from the water injection pump to the draining solenoid valve. incorporates a nozzle which prevents larger amounts of water from returning to the tank when the injection pump is running, and allows the discharge branch upstream of the water injection pump and remnants of water in the tank to be drained. NOTE: The lever of the LUN 7377-8 cock 8 must always be in such a position so that the WATER INJECTION inscription is visible. If moved to the COMPRESSOR WASH position, the system is ready for connecting a ground compressor-washing source. pump involves two connections or branches. The water ~nlection
- ON pushbutton on the front control panel, the LUN 5155-8 water mjection pump starts runnmg.
NOTE: The LUN 5155-8 water injection pump starts running only when at least one of the engine control levers is in the maximum take-off power o u t ~ uposition. t the As soon as there IS pressure in the p~ping, WATER INJECTION slgnal cell on the central warning display lights up. The pushbutton must be kept pressed down until the signal cell lights up. The maximum time during which the water injection system can be used is 1 minute. As soon as the pressure drops (i.e. after pumplng out the water) in the piping, the pressure switch a~scmfiected circuits of the water injection pump and the WATER INJECTION signal cell. The the water injection system can also be turned off by pressing down the WATER INJECTION - OFF pushbutton change-over switch on the front control panel. The water injection system must be turned off immediately after the airplane has taken off, and surplus water drained from the tank. The water injectior~ system can be used at ambient air temperature equal to or higher than +23OC. NOTE: When switching from the maximum take-off power output mode to a reduced power output mode, the water ~njection system is turned off automatically.
"!
u
" G 15-4 SCHEM?T!C ERAWING OF THE INDICATING
CHAPTER 16 SERVICING
16.1. Lifting and shoring 16.2. Levelling 16.3. Weighing 16.4. Minimum turning radius when aircraft taxiing on the ground
16.5. Towing
16.6. Parking and mooring 16.7. Exterior marking 16.8. Interior placards and markings
16.9. Airfield servicing
its lifting due to aircraft maintenance or levelling. On-board hydraulic lifting jack is supplied for emergency cases during aircraft operation-tyre blowing, etc. For lifting the aircraft with one hydraulic lifting jack in case of defect of the nose wheel, one short tail prop B 596 340 N is supplied. 16.I. Aircraft lifting 1. CAUTION: AIRCRAFT
-
ONLY
m THE HANGAR, A
ROOFED HALL, ETC. IN THE OPEN SPACE, THE LIFTING MAY BE CARRIED OUT ONLY WHEN NO WIND IS BLOWING. (a) Remove covers enabling the acces to jacking points on landing gear nacelle -
(e) Shift the control bar on the pump and start pumping. If possible, do use thewhole stroke-of the pump for pumping. NOTE: Hydraulic lifting jack is not equipped with safety relief valve, therefore the maximum lifting jack extension is limited by fixed stops. If you feel increased resistance during the pumping, it means the jack has reached the maximum of hydraulic stroke. Stop pumping. When using the lifting jack at temperatures of -45OC up to -50C, approximately 60 strokes per minute must be performed, so as to assure the lifting jack full efficiency and preventing its aeration.
(f) After lifting the aircraft to the necessary height secure the lifting jack by the security strut.
IJNDERWEAIRCRAF-T.-
- -
(g) Position the tail prop strut into the hole in the lower fin of fuselage rear part near the frame
No. 24 and adjust the lenght of the prop L 410.9620 so that its base will be touching the ground. CAUTION: -WITH THIS POSITION OF THE TAIL PROP STRUT, THE HYDRAULIC LIFTING JACKS MUST NOT BE MANIPULATED TO AVOID FUSELAGE REAR PART DEFORMATION.
FIG. 16-1 SCHEME OF LIFTING JACKS AND TAIL PROP STRUT LOCATION
(1) Left-hand hydraulic lifting jack HZ 4-3 or B 097 700 L, execution 3, (2) Right-
hand hydraulic lifting jack HZ 4-3 or B 097 700 P, execution 3, (3) Tail prop strut L 410.9620, (4) Pin securing the prop in the fuselage, ( 5 ) Locking pin for the prop legth adjustment, (6) Shortened tail prop strut B 596 340 N (not shown in the fig. 16-2) A - fulchm-in the landing gear nacelle
nose wheel. o n soft soil use a pad under thghydraulic lifting-jack base.
I
When lifting the main landing gear (a) Turn the nose wheel so that the lateral side of the nose wheel will remain turned towards the main wheel, which remains on the ground. Do not use chocks to secure the nose whetl. You will enable easier balancing of the aircraft position in lifting it in one point only
(b) Secure main wheel, which remains on the ground by means of chocks from both sides.
(c) When putting the lifting jack under the aircraft, position the jack such a way as to be slightly deviated ( l o approx) from the aircraft center line. The deviation will enable the lifting jack balancing when is being lifted. When lifting the nose landing gear Before lifting the aircraft front part it is necessary to install the shortened tail prop strut
B 596 340 N. Secure at least one main wheel by chocks from both sides. The chock in the
-front-must be approx. 5-cm from lhetyre, since main wheels willsh~ft slightlyfoyard during
-
the lifting. 16.1.4. Aircraft lifting by means of on - board hydraulic lifting jack (a) Check on wheather the overflow valve is closed
(b) Open the vent valve
(c) Sh~i;on the control bar and start pumping. Use the whole pump stroke for pumping, if
possible. NOTE: The jack is not equipped with a relief valve, therefore the jack maximum shift-out is determined by dead stops. If you feel increased resistance during pumping, it means the jack has reached the maximum of the hydraulic stroke. Stop pumping. When using the lifting jack -at temperatures, ranging from -45OC to -50C, approx. - -
60 strokes per minute must be performed in order guarantee the lifting jack full
efficiency and prevent its aeration. (d) After lifting the aircraft at the necessary height, secure the lifting jack by security strut. 'NARNING' WITHOUT USING THE SECURITY STRUT NO PERSON IS ALLOWED TO STAY UNDER THE AIRCRAFT
16.1.5. Aircraft lowering by means of on board hydraulic jack (a) Remove the security strut (b) Slowly open the overflow valve to allow the aircraft to sink slowly. 16.1.6. Application of the rear shore Tail prop strut XL 410.9620 and shoesned tail prop strut B 596 340 N serve to secure the aircraft against tipping over on the fuselage rear part, when the aircraft rssts lifted on the lifting jacks,when are carried on in the fuselage rear section (e.g. in the cargo compartment) and when engines are dismantled in spite af the aircraft not being lifted on the liftiig jacks. It is
-
fixed i n a hole-ii the lower fin, near the 24th frame. The tail prop height must be adjusted as follows: -when the aircraft is on lifting jacks with the base touching the ground.
- when the aircraft is not on lifting jack - with the prop base elevated 10 cm from the ground, as
far as the terrain inclination permits for it (10 cm reserve allows for the possible undercarriage dampers spring action). Installation of on - board hydraulic jack HZ 4-3 in the aircraft On - board hydraulic lifting jack and securing prop are placed between the 12th and 13th frames on the passenger cabin right side under the seat no. 8. Hydraulic jack including the pad for soft terain is fixed with two bolts provided with wing nuts into the thread holes in the passenger cabin floor,
- -
NOTE: For fixing of on-board lifting, jack use always only bolts L 410.9515-01 with washers 8.2 CSN 021740.14. Security strut including the handle of lifting jack pump is stored in artificial leather packing and is fixed with two straps to the passenger cabin floor.
16.2. LEVELLING
The aircraft levelling must be done in following cases: After disassembly and assembly of a wing, a fin rudder and stabilizer, in case the maximum speed has been exceeded, or the operational load factor has been exceeded (acceleration), after extraordinary hard landing or more serious aircraft damage, in case of flight performance deterioration that has been caused by airframe deformation. The positioning of the aircraft into horizontal position is done as follows:
. . . . . . . . . . . . . . . . . . . . . -
- in transversal plane by means of levelling points no. 19 on the left and iight wing. Both levelling
points must be found in one plane (left and right point).
- Before starting the aircraft weighing, the aircraft must be in horizontal position according to
section 16.2.
- Find out whether the airplane outfit corresponds to the reguired configuration supposed to be
weighed.
- Record the values ascertained on the particular balances (Rl. R2) - Put the ascenained values into the f o r m ~ l a execute the calculation and
The centerof gravityhom the referencepiane
.I00 =
1.918
center of gravity position from reference plane (levelling point no.2) distance of the front prop axis from levelling point no. 2 (X1=0.865 m)
-
distance of the left and right-hand axis from levelling point no. 2 (X2=3,700 m) reaction on front balance (after subtracting the hydraulic lifting jack weight) reaction on rear balances (sum of reaction on the left and right-hand balance after subtracting the hydraulic jack weight) aircraft total weight distance from levelling point no. 2 to the beginning of mean aerodynamic chord (A=2.192 m) length of mean aerodynamic chord (b=1.918 m)
-
FIG.
MINIMUM TURNING RADIUS FOR AIRCRAFT TAXIING OF THE GROUND The values are given in metres and rounded-off to tenths of metre.
B 097 581 N (hard terrain) or by XL410.9521 or B 096 150 N (soft terrain). L (a) Towin eaui~ment 410.9525 or 6 337 581 N
Towing equipment L 410.9525 or 8 097 581 N is secured against shocks by a spring damper; located in the front part of the towing shaft-bar. The shaft bar itself (tube) of the towing equipment is connected with the suspension device by a connecting element with 2 security pins. The material of security pins is selected such that the front pin will be damaged in case of excess load in the straight direction and the rear pin will be damaged if excess force is developed in the lateral direction. A label is attached on the bar referring to the pins material to be unconditionally used if the pins must be replaced:
Attachement of towing equipment is carried out as follows: Position the shaft-bar of the towing equipment against the hole in the swinging arm of the nose landing gear and insert the pin (2) - see fig.16-6 into hole. Secure the pin (2) by a security plunger (3).
(5) Rear security pin. (6) Label, (7) Nose landing gear leg
FIG. 16-7 TOWING EQUIPMENT 8 096 150 N (1) Towing equipment, (2) Shaft-bar, (3) Cable, (4) Pin for attachement to the nose landing gear, (5) Nose wheel, (6) Security pin, (7) Yoke, (8) Pin for the attachement to the main wheel, (9) Wedge, (10) Main wheel, (11) Coupling for the left-hand side, (12) Locking L 410.9524-20 Ifor the right-hand sidel, (13) Cable, (14) Security pin L 410.9522-10
(P) - Detail of the attachement to main wheel
- ln the cockpit cabin a pilot or mechanician must be seated. familiar with the attendance
of the airplane brakes.
- The servo of the nose wheel as well as the nose wheel from the pedals must be shut-off,
i.e. FEDAL NOSE WHEEL STEZING on the control console must be in neutral position.
- The brakes accumulator must have a pressure of at least 9.80 MPa (100 kp/cm2).
NOTE: The pressure gauge of brakes accumulator indicates only with the 36V convertor on. After checking on the pressure, switch-off the convertor immediately. If the pressure in the brakes accumulator is not sufficient, the aircraft may be towed exceptionally, but the pilot (mechanicial) must bear in mind that in emergency case when the situation will require braking the aircraft he will apply the parking brake.
- The maximum turning angle of the aircraft nose wheel as the tractor starts its way with
the aircraft attached must not excced 25O. NOTE: During manual towing it is allowed maximum turning angle of the nose wheel of 30 when starting pull.
- Before you instruct the tractor driver to start towing check on whether the parking brake
is off and the aircraft door is closed.
CAUTION: THE AIRCRAFT MUST NOT BE MOVED OR TOWED \NITH ENTRANCE DOOR OPEN.
- During the towing, the nose wheel may be swivelled to the maximum of 300. - When towing the aircraft, the tractor driver must avoid rash movements with the steering
wheel and sudden braking. It is recommended not to exceed the speed of 10-15 km/hour.
- When towing the aircraft at limited visibility, switch on the aircraft position lights.
- Rearward towing (i.e. tail ahead) of the aircraft by a tractor is not permitted.
16.5.2. Aircraft handing by means of manual tow bar To manipulate the aircraft as it is towed out of the hangar, etc., a manual tow bar
L 410.9521 is used, which is substantially lighter than the towing equipment, used for towing
the aircraft by a tractor. The bar is attached by means of a pin in the swmging arm of the nose landing gear leg - see fig. 16-8.
To secure the airplane for parking during a flight day, a blocking strut B 596 476 N is used.
16.6.3. Parking equipment
\
To secure the airplane parking on the apron. the following parking equipment is used:
No.
Qty
L 410.9250
No.
Name Aileron security clamp Elevator blocking Rudder blocking Cover of engine air inlet Exhaust cover (for winter season) Exhaust coating .. (for summer season) Pitot nozzle cover Blind flanges for static pressure pickups Coating ior windshield flight compartment Toilete ventilation cover Cower of starting generator air inlet
Type (Dwg.No.)
Qty
L 410.9220 L 410.9220
B 596 790 N B 596 452 N B 096 127 PIL B 096 008 N B 096 360 N
L 410M.9537 L 410.9516
B 596 420 N B 596 580 N
FIG. 16-9 PARKING EQUIPMENT FOR PARKING ON THE APRON Legend to fig.: see table in para 16.6.3. Detail 6 the B 596 695 N (1) propeller blocking is supplied with the aircrafts from the 25th series.
Coating number
1
Name L.H. wing coating L.H. fuel tank coating Coating of wing tip L.H. wing-fuselage coating Engine coating
Drawing number
Pcs
B 596 397 L W. D.
1 1 1 1
1
21
23
2
3
B 596 338 L W. D.
B 596 451 L W. D. B 096 076 L W. D.
B 096 077 L W. D.
II
22
24
1 1
1
B 596 451 P W. D.
B 096 076 P W. D.
5 6
Ill
7
R.H.wing-fuselage
coating Eng~ne coating Propeller blade coating Propeller cap coating
1
1
L w ,
8
9
Propeller blade coating B 596 399 N W. D. with strap Flight compartment coating Fuselage rear part coating Fuselage central part coating Antenna coating L.H. stabilizer
2
I 1
1
10
IV
11
12 13
V
14
2
I
coating
15 16
V1
B 196 080 L W. D.
B 096 080 P W. D.
B 096 081 N W. D.
1 1
17
B 596 396 L W. 0.
Coating wrapping VI
Coating number
18
Name
Drawing number
I
1
1
Pcs
19
8096085LlPW.C
1+1
FIG. 16-10 COVERS FOR AIRPLANECOVERING Legend to fig. see table in item 16.6.4.
Name Moor~ng device of nose wheei Mooring device for the wing .Additional rear mooring device Additional front mooring device Mooring device of tail unit Mooring peg NOTE
Type (Dwg. No) B 596 277 N or B 596 671 N B 596 278 N or B 596 670 N B 596 356 N or B 596 673 N B 596 358 N or B 596 672 N B 596 372 N or B 596 674 N LDN 691 1
QtY
1 2 2
1
2
3
4
I 12
The ground equipment for the aircraft starting from the 20th series includes new mooring equipment. The differences in design of the mooring devices delivered with the aircraft up to the 19th series and those starting from the 20th series have no effect on their function, and therefore both kinds of the mooring devices can be used on any aircraft regard less of its Serial Number.
FIG. 16-11 AIRPLANE MOORING Details of the mooring device (1) through (5) are drawn in the fig. 16-12 and 16-13.
(1) Mooring device of nose wheel B 596 277 N, (2) Mooring device for the wing
B 596 278 N, (3) Additional rear mooring device B 596 356 N, (4) Additional
front mooring device B 596 358 N, (5) Mooring device of tail unit B 596 372 N,
(6) LDN 691 1 mooring peg. (7) Turnbuckle. (8) Eye. (9) Pin. (lo) Pin, (11) Nut,
(12) Side plate, (13) Fork, (14) Fork, (15) Screw. (16) Securing pin, (1 7) Pin, (18) Nut, (19) Eye, (20) Hook.
FIG. 16-13 MOORING DEVICE (made from the 20th series) (1) Mooring device d nose wheel B 596 671 N. (2) Mooring device for the wing B 596 670 N, (3) Additional rear mooring device B 596 673 N. (4) Additional front mooring device B 596 672 N, (5) Mooring device of tail unit B 596 674 N, (6) Cable, (7) Turnbuckle with chain, (8) Pin, (9) Pin, (10) Bracket, (1 1) Fork. (12) Screw, (13) Fork. (14) Side plate. (15) Nut. (16) Securing pin, (17) Pin. (18) Nut. (19) LDN 691 1 mooring peg.
Note Concerns locks of covers for access to board batteries and el-radio equipment. Locks are releasable with a screwdriver with rounded edge Ground electric installation socket
OIL 11 I CHECK OIL FILLER CAP CLOSED WATER INJECTION COMPRESSOR WASH GROUND HYDR. SOURCE 14.7 MPa COMPRESSED AIR GROUND SOURCE 0.54 MPa HYDRAULIC TANK GAUGE PRESSURE Red or greencross CUT HERE TO BREAK IN
Access to engine oil filler Access to three-way cock for ,engine water injection(( or ,compressor wash((. Access to ground hydraulic source connection and ground pressure air connection for hydraulic tank pressurizing First-aid box location Area destined for forced airplane entry (after emergency landing to break in) Marking of VHF antenna Supporting jack point for the rear strut Main door opening and shutting
2. TURN
CLOSED OPEN NITROGEN 1.47 MPa Brakes battery filling Area not allowed to be stepped on by feet Hydraulic battery filling of main conduit Main wheel tyre pressure Nose wheel lyre pressure
INTERCOM
Inscription reading FUEL DRAIN PRESS FIRE EXTINGUISHING BY GROUND MEANS OPEN TURN CLOSED Red circle
Note Access to fuel tanks drain valves Access for extinguishing with ground extinguishers Emergency exit door opening and shutting
Reference levelling point no.2 (for calculation of the centre of gravity position - see section 8-20-00) Access to tank water filler for engine water injection Fuel for engines Fuel for engines Fuel for engines Access to hydraulic fluid level checking neck Access to the connection for checking of leading edges pneumatic deicmg device Access to engine oil drain valve Covering of marked-off area is not allowed to be pressed in order not to cause its deformation Access to hydraulic tank drain valve
FUEL 200 1 MAX. PRESS. 0.39 MPa FUEL 628 1 MAX. PRESS. 0.39 MPa HYDRAULIC FLUID AIR 0.49 MPa
HYDRAULIC FLUID DRAINAGE AND FILLING Airplane product.ion number (if installed)
1. PUSH AND HOLD (if installed)
Emergency exits opening Emergency exits opening Emergency exits opening Identification label denotes imatriculation sign. type and production No. of the aircraft
ELT (if installed) HYDRAULIC TANK GAUGE PRESSURE Location of hydraulic gauge
1 ,
CLOSED
OPEN
'+
OPEN
REMOVE
Red colour on ABC white material Organic glass printins (serigraphy) lighting inscription Made of red coulor on light yellow ground Organic glass printing (engravedblighting inscription Organic glass printing (serigraphy) Organic glass printing (serigraphy) red letters on white material Red colour (serigraphy) on
the
Between 7 and 8 EXlT frames near the erne-2ency exit dccr DANGER - PROPELLER Between 7 and 8 frames above emergency exit door
7 th frame on the c o ntr6lscover
NO SMOKING
Between 10. and 11. PUSH TO CALL CREW and 13. and. 14. frames-upper right 16th frame-the mam door FIRE EXTINGUISHER Above the main door EXlT
-
panel
Between 13 and 14 EXIT (if installed) frames on LH and RH side above emergency exit door
Lighted transparency
Location
Reading CLOSED
Main door
Identification label denotes Metal printing (serigraphy) imatriculation sing, type and production No. of the airplane (if installed)
Serigraphy on the box cover Duralumin sheet printing (serigraphy) Organic glass printing (serigraphy) lighting inscription Acrylon printing (serigraphy) lighting inscription White organic glass printing
UPPER SECTION LIMIT LOAD 60 kg LOWER SECTION LIMIT LOAD 90 kg WC OCCUPIED or LAVATORY OCUPIED (if installed) RETURN TO YOUR SEAT (if installed)
Side of baggage comparment Between 19th and 20th frames - on the ceiling in front of WC 21th frame WC door
WC
-0-
7 th frame on the r LIFE -VEST UNDER YOUR controls cover and on SEAT LH. RH side before the first seat row and on the front side of (if installed) rest of each passanger seat
,I Label (serigraphy)
Location
Reading
n
OXYGEN
p,
LOCATE
On the emergency exits On the entry door and all emergency exits At-emergency exitsbetween frames No. 13 and 14 on both sides of fuselage
EMERGENCY EXIT
E l
SEKERA
-
Orga'nic glass printing (ser~graphy) Organic glass printing (serigraphy), coated with luminous material Organic glass printing - - (serigraphy), coated with luminsus material
- -
LOCKED
UNLOCKED
1
I
Piping system
I
Hydraulic system flow direction
temperature range)
-1I
-El
El
medium chrome yellow cherrish red flow direction medium chrome yellow
Fuel system
Oil system
coffee brown
R
tm2d
light red light grey zig-zag line light red light grey zig-zag line light red light grey zig-zag line
GOST 6709-72)-
- -
NH2 (PND 25-024-69) or. NK-50 (up to -15OC) mixture 75% NK-50 and 25% ClATlM 201 (-15OC and less)
VNICNP242OKB 122-16
IV A cover fixed with the help of rotary closing locks, releasing of this locks is carried out by :urning of the lock trunnion with the help sf a screwdriver with the rounded edge by 1.5 - 2 revolutions to the left. When assembled. tightening is made as that on the normal screws.
'.CITE:
In case that durinr; :he tightening the trunnion falls out after releasing the pressure of the screwdriver. it is necessary to turn the trunion backward to the left till the noticable stop and then carry out new tightening by turning the trunnion to the right.
Ssr. No
Intended for Access to the fuelmeter and assembly of the fuel tank Access to the fuelmeter and assembly of the fuel tank Access to the engine control. control of the wing flaps and ailerons Access to the mud collector for interconnection of fuel tanks and to the electric installation Assembly of the fuel tank and air bleeding outlet Access to the control of the ,,ving flaps, to the fuel system and electric installation Access to the fuelmeter and assembly of the fuel tank Assembly of the fuel tank Access to the engine control. the control and the electric installation Access to the neck for checking the level of the hydraulic liquid (small lid) Assembly of hydraulic liquid tank (outer lid) Ill. Access to the filling neck of the fuel tank (small lid) Access to the fuelmeter (larger lid) Access to the fuel tank filling neck (small lid) Assembly of the fuel tank (larger lid)
'Over
VPe 11 1.
Ill. Ill.
1 Fig.No.
i
Ill.
111.
11 1. Ill.
Ill.
11 1. II.
Intended for Access to the position light Checking and assembly of the wing flaps and ailerons ccntrol. electric installation, deicing of leading edges and the engine control cables Access to the oil filling neck in the engine The assembly of electric installation and fuel system behind the wing rear spar-(pons are in the wing shroud) Ill.
I.
I.
Ill;
Ill.
Access to the electro-mechanical strut of the aileron trim tab. II. Access to the searchlights
Access to the front baggage compartment Access to the front baggage compartment Access to the wing connection with the fuselage to the work cylinder of the wing flaps Access to the wing connection with the fuselage
-
I. I.
Ill.
Ill.
Access to the hydraulic system, aileron control, socket connection of the electric installation and to the connection for connecting the air pressure to the system of the pneumatic deicing Access to the suspensions of the elevator Socket of the outer source for the electric installation Access to the cockpit battery Access to the fuselage rear section and the wing tip position lamp Inspection of the left engine, fuel cleaner
-
Pressure checking in the fire extingusher of the left-hand engine Access to the instruments behind the front fire wall, discharge of the hydraulic liquid, to the connection of the external source of the hydraulic system, hydraulic cleaner, battery filling, replenishing of hydraulic liquid
I.
IV.
Intended for Access to the propeller controller of the left hand engine Access to the engine, to the suspensions of the left-hand engine bed Access to the engine control, starter-generator of the lefthand engine
'Over
type
II
Fig.No.
Access to the unions for blowing of engine fire extinguishers and condensate sump Access to the radio equ~pment of the p~tot-system. The cover is iwided into two halfs. For routme maintenance only the upper half is to be removed. Access to the radio-electro equ~pment and the condensate sump of the pito-system Access to the propeller controller of the right-hand engine Access to the engine and the suspension of the engine mount of the right-hand engine Access to the engine control, starter-generator of the right-hand engine Access to the instruments behind the front fire wall Access to the unions for blowing of engine fire extingushers Inspection of the right-hand engine, fuel cleaner Pressure checking in the fire extinguisher of the right - hand engine Access to the VHF antenna Access to the tad plane suspensions, the fin, electric installation Access to the elevator control Access to the control details of the rudder trim tab Access to the control of the elevator trim tab ,Access to the drums of the rope control of the elevator trlm tab
Fig.No.
61. 62.
Access to the landing gear hydraulic system Access to the space of the landing gear left-hand nacelle
111.
63.
Door of the left-hand landing gear controlled with the landing gear
I.
65.
66.
Access to the space of the landing gear left-hand nacelle Access to the left-hand supporting dish for airplane lifting Access to the space of the landing gear right-hand nacelle
111.
111.
67.
11 1.
68.
Door of the right-hand landing gear controlled with the landing gear
170
71. 72. 73.
Access to the water injection in the engine system (tank. pump, etc.)
11 1.
Access to the landing gear hydraulic system Access to the space of the landing gear right-hand nacelle Access to the right-hand supporting dish for airplane lifting
11 1. 11 1. 11 1.
176
r/7
1-/8
Access to the mud removing and fuel discharging valve Access to the mud removing and fuel discharging valve Access to the fuel pumps Access to the fuel pumps Access to the devices behind the fire wall Access to the devices behind the fire wall
I.
I.
11 1. 11 1.
179
80. 81.
Ser. No.
Intended for Access to the mixing chamber, damper of the heating system I Access to the piping for heating and venting Access to the three-way cock for the compressor washing and the water injection in the engine
'Over
type
Fig.No.
i
111. I.
Access to the adjusting elements of the control pull rods and ropes Access to the connections of the hydraulic system Access to the filling neck of the water injection tank in the engine Access to the rope stretching of the trim tabs Assembly of hand operated hydraulic pump Access to the adjusting elements of the control pull rods and ropes Access to the control levers Rope stretching of the trim tabs
~
11 1. 11 1.
Ill.
11 1.
Access to the antenna of the marker receiver Access to the connection of heating piping Access to the connection of heating piping Access to the loop frame of the radio-compass Access to the connections of the hydraulic system Access to the connections of the hydraulic system Access to the fuselage rear section
11 1. 11 1.
16-22 16-22
,
111.
111.
11 1.
111.
IV.
CAUTION: WHEN WORKING IN THE REAR SECTION OF THE FUSELAGE (BEHIND THE 21TH BULKHEAD), USE THE ASSEMBLY BOARD B 596 331 N TO COVER THE SPACE ABOVE THE ANTENNA OF THE RADIO ALTIMETER (BETWEEN THE 21TH AND 22ND BULKHEAD) AND COVER THE CONTROL ROPES OF THE ELEVATOR TRlM TAB NOT TO DAMAGE THE CABLE TO THE ANTENNA OF THE RADIO-ALTIMETERAND ROPES OF ELEVATOR. TRIM TAB CONTROL. AFTER FINISHING WORK REMOVE THE ASSEMBLY BOARD.
-
Ill
16-22
Covers of landing gears, controlled by landing gear Access to the lock of the nose landing gear 111.
16-19 16-19
Intended for Access to the landing gear hydraulic system Access to the control pull rods and ropes for controlling the engines and for controlling the elevatcr trim tab. Access to the control locking with the help of the blocking strut Inspection of the wing bottom skin Aceess toiheoper&ioncyhnder of the ABC tab
-
Cover 1 Pe Y .
111.
Fig.No. 16-22
111.
I.
;ii.
I.
I!
16-19
-
Access for assembly of the socket of the outer source and the static pressure sensor Assembly of fire extinguishing system, operation cylinder and the control of the interceptor and hydraulic system Access to the adjustment of the pump stage for water injection in the engine Access to the discharge valve of water injection system in the engine Access to the mud removal of piping of the stall speed probe Access to the mud removing and discharge valve Inspection-ofthe floor and uselage skin
16-20
111.
16-18
I. I.
16-22 16-19
Access to the lock on the pull rod for closlng the front covers of the nose landing gear Air pressure check in the hydraulic tank pressurizi~c; system Access to the door guide Access to the filling neck of wing tip fuel tank .Access to the fuelmeter of wing tip fuel tank 1 1 16-18 1. Fuel piping assembly Assembly of banking plane Assembly of control cylinder for banking plane and ~nstallatlun f electro~magnetic o valves on fuel piping to terminal fuel tank
-
I.
I.
Ill. II.
11 1. 11 1.
16-18 16-18
In.
16z18
NOTE: Beside the above covers, there are removable upholstered panels, in the passenger compartment:whch are fixed by the means of screws. Acces to discharging washing the toilet (if installed) Access to neck of single-point fuelling (if installed) II.
111.
16-21 16-21
FIG. 16-22 REVIEW OF HOLES FOR SERVICING (PASSENGER COMPARTMENT FLOOR AND LANDING GEAR NACELLES)
16.9.6. Dangerous area around the airplane, when the engines are running.
FIG. 16-25 SCHEME OF DANGEROUS AREA AROUND THE AIRPLANE. \NHEN ENGINES ARE RUNNING (IDLING RUN)
Specification
1.
2.
1
--
Characteristics as per GOST 19705-74, outlet voltage 28/29 V, permissible load 700 A, ShRAP 500 Not specified OD of heating hose outlet hole is 200 mrn Connecting union thread: 21.8 x 1/14 pipe thread Not specified
3.
4.
5.
6.
The car for spraying the airplane with antifreezing liquid General purpose heating car, engine driver Mobile sxygen filling station Aggrecate VZA for filling the system of distilled water injection
FIG. 16-27 SCHEME OF THE LOCATION OF THE AIRFIELD SERVICING MEANS (1) Road tanker, (2) Ground source of power supply. (3) Car for oil filling, (4) Hydraulic truck
Thls sixtion
comprises
landing, when the crew and passengers must be rescued by means of emergency means and the airplane must be removed from the runway.The following technological procedures are to be taken up:
(a) In case of door blocking (i.e. nor the main entrance door neither the emergency ex~t see
fig. 16-28 can be opened - pos. 1 and 2), penetrate into the airplane from outside by cdtting a square opening in the fuselage rear section from the !eft-hand side at the place whlch is marked by yellow marks (3). YE-E: Emergency square opening can be made by means of manual operated power saw There are no installations in the indicated area, damage of which may endanger the health
s:::,?r of p?rsocs the airplar,e or of ;escuir;g ~erscnne!!t -us: b taken intc cmsideraticn. x
thcugh, that on the inside wall the passangers wear may be hung. (b, h e to the fact that the opening for the forced penetratlon Into the a~rplane close to the IS ,:round. when the a~rplane In normal poslt~on, is there are no ladders nor the steps or sllpways requ~red rescurlng the passengers for
(c)'Nith regard to the width of the emergency exit (970 mm) only two workers of the rescuing
squad may work together with axes. \Nhen using powered circular saw ~tis advantageous
,i the rescue worker works alone. The safe access way to the place for the forced
penerat~on the airplane is from the left rear side. into
FIG. 16-28 PWCE FOR FORCED PENETiiATlON INTO THE AIRPLANE (1) Main entrance door, (2) Emergency exit. (3) Place for forced penetration into the airplane, (4) Emergency exits (if installed) 16.10.3. Extinguishing the on-fire aircraft on the ground (a) For extinguisning the on-fire airplane the iocation of ihe inflammable mater~als containing tanks ~nside airplane is decisive. This 'ccation is acparent frcn the fig. 16-29. The :he decisive amcct of inflammables is represented by the fuel (aviation petrol), stored in the wings. It is aiso very important for fire extinguishmg, that the fuei jwmg up fuei tanks excluded) is stored in bag tanks, this being also inflammable. Hence the main stream of fire ext~ngu~sk~ng must be directed :owards the wmg and cue the location of forced agent penetration into the airplane it must be first of all directed to the left-hand wing.
fuel tank in left-hand wing, (4) Wing tip fuel tank in nght-hand wing, (5) Main hydraulic tank. (6) Hydraulic accumulators of the mam network, (7) Brakes hydraulic accumulator. (8) Emergency hydraulic tank. (9) Oil tank of the r:cnt-hand engine. (10) Oil tank of the left-hand engine (part of the engine. pos.no. 9 and 10).
- make sure that the propellers do not rotate - place the ropes accordmg to fig. 16-31 around both landing gear nacelles - min.
front edge of the landing gear lenght sf 20 rn.The contact oomts of ropes w~th nacelles nave to be protec!ed w~th rubber belt of dimens~on x 1 m and the 0.5
5 When using the steel ropes, add stdl th~ckness - 8 mm. or other suitable mater~al.
- connect the ropes behind the fuselage and attache them to the towing vehicle
- to the airplane rearward (i.e. tail ahead)
NOTE: - There is no diffrence between the ways of airplane towing from the grass or concrete surface
- due to relatively low weight of the airplane and thas small specific pressure,
the airplane can be towed for a shorter distance without loading it on a special transport bogie
- even when following all precautions concerning the protection of the landing
gear nacelles, fracture of their skin on front edges can occur during the towing.
FIG. 16-31 TOWING THE AIRPLANE WITH RETRACTED LANDING GEAR BY THE TOWING VEHICLE
- put the chocks under the retracted wheel o i the main landing gear from both sides
- adjust the propeller manualy in order not to obstruct the movement in the vicinity of engine
nacelle
- drive-in with high lift truck of capacity min. 1500 kg and the lift min. 2600 mm on the outer
side of engine nacelle (in the distance at least 0.5 m from the engine nacelle) to the area
-
in front of wing leading edgeon the-side of relracted landing gear-see fig. 16-32.
-
- extend the high lift truck fork to the elevaticn of about 0.4 - 0.5 m under the wing lower
edge
- position the wooden prisms of size 10x1Ox: 30 mm such a way that after their pressing to
the wing they lay in the centerline of front and rear beam (centerline to be recognised according to rivets row - the forder one approx. 0.5 m from the leading edge. the hinter one approx. 1.3 m from the leading edge). In case the truck fork is not long enough, the support in place of front beam would be sufficient, but care must be paid so that the fork free ends will not demage the skin
- lift the fork of the truck such a way that the prism will be slightly forced-to the wing lower
side. Check the prlsm position and repair possible defects
- check the reliability of blockingof retracted landing gear wheel against movement
- lift the airplane into position sufficient for landing gear extension in small steps and
continuously check the proper wlng position on the high lift truck
- by the means of assembly lever remove the landing gear from the landing gear nacelle
and take it out manually to the position when the operating cylinder lock is Iccked. Work has to be performed by skilled aircraft maintenance engineer
- lower the truck for to allow the airplane seat completely on the landing gear (in case , when
the aircraft landing gear cannot be lowered or it is heavily damaged and unmovable, then place the special bogie, used for crashed airplane transportation under the landing gear nacelle).Take away the wooden prisms and drive the truck away ,Remove the wooden chock from-under-thelanding gearwheel
NOTE: - Such prepared airplane is ready for towing in accordance with item 16.10.4
- In case that the hlgh lift truck is not available, carry out the lifting with suitable jack,
supported in the same points. Mobile crane may be used, too. In such case the fork of high lift truck has to be replaced by wooden beam placed under the prism and sufficiently overhanging the leading and trading edge (for the safe attachment into the suspension rope).
E - tools for the landing gear and hydraulic system F -tools for heating, a~rcondit~oning deicing system (Not delivered In 1:1 set) and
G - tools for electric equipment H -tools for radio equipment I - tools for instrumentation
NOTE.
- Tools for the engine and propeller is not incorporated in the tool review. Review of
tool of th~s is specified in manufacturer s documentat~on this products.
- For cargo and medevac airplanes additional tools are supplied as follows:
spanner No. 8 - B 097 602 N, spanner No. 9 - B 097 603 N. spanner No. 10 -
B 097 604 N, spanner No. 12 - B 097 605 N, spanner No. 13 - B 097 606 N.
Tool set
1.Double-ended spanner 5.5~7 CSN 230611.6 6x9 CSN 23061 1.6 8x10 CSN 23061 1.6 11x12 CSN 23061 1.6 13x17 CSN 23061 1.6 14x17 CSN 23061 1.6 19x22 CSN 23061 1.6 19x24 CSN 23061 1.6 24x27 CSN 23061 1.6
24x30
8x10 TONA 611 11x12 TONA611 1.3~17 TONA 611 t4xl.5 TONA.611
6 CSN 230626.6 8 GSN 23U626.6 9 CSN 230625.6 9 CSN 230626.6 17 CSN 2306266
22 CSN 230626:6
27 CSN 230626.6 30 CSN 230626.6 32 CSN 238626.6 36 CSN 230626 6 41 CSN 230625.6 50 CSN 230625.7 10 CSN 230626.6
B 096 039 N
cleaner hose
B 096 404 N
B 096 322 N
L 410.9559
6 097 730 N
434-601-Dl
8. Spanner
9. Special spanner 10. Control column spanner 11. Open spanner
B 096 320 N
B 096 321 N
6x9 CSN 23063T.7 14x17 CSN 230637.7
16.Box wrench
9 CSN 230651.7 10 CSN 230651.7 12 CSN 230651 7 14 CSN 230651.7 17 CSN 230651.7 19 CSN 230651.7 27 CSN 230651.7 41 CSN 230651.T
L 410 9143-03
B 097 408 N
8 a97 409 N
20.Screwdriver No 697 3 5x80 No 697 3 5x100 No 697 4 5x120 No 697 6x120 'vo 658 3x162 No 698 12x160 No 710 2 3x105 21 Screwdriver No 710 3 5x105 No 71045x105
L 410 9141-03 L 410 914145
Z 37 9110-10
870011, 2 3 No 716 slze 1 No 716 s ~ z e 2 No 716 slze 3 No 716 slze 4
L 410.91 10-02
No. 2327
6 096 540 N
300 CSN 2301 10
B 096 481 N
40. Handle
4 GSN 230659.7
5 CSN 230659 7
5 CSN 230659 7
8 CSN 230659.7
L 410.9141-02
250 GSN 2261 16.1
L 410.9618 K 20-7100
48. Brush for collector cleaning 49. Soldering iron 50. File
No. 82411
L 410.9126-03
150 ON 2291 10.3 150 ON 221960.3
51. Needle file glass 52. Magn~fytng 53. Lever press 54. Lubricating hose 55. Dial calliper 56. Flat chisel 57. Dynamometer 58. Extension piece
120 ON 229180.3
No. 6
500 CSN 231462' 500 CSN 231492. 150 GSN 251238 150 CSN 232820.1 L 410.9712 B 097 514 N B 097 515 N B 097 516 N
B 097 521 N
B 097 522 N
B 097 523 N B 097 524 N
B 097 525 N 60. Extension piece 61. Thickness gauge 62. Screwdriver
B 097 51 1 N
0.05 - 1.00 x 100 CSN 251670
B 596 634 N
Review ground equipment 1:l :.Blocking S i i ~ t 2. Elevator and ailerons blocking 3. Rudder blocking
4. Propeller Mocking
B 096 476 N
B 922 150 N (L 410.9220)
5. Wheel chock
-
B 596 281 N
B 596 008 N B 596 279 N or B 596 687 N
-
13. Map for certificates 14. Assembiy platform 15. Map for cockpit documentation 16. Hand operated towing device 17. Towing device to a tractor 18. Hydraulic liquid discharge hose 19. Oil discharge hose
-
B 962 104 N
(XL 410.9620)
25. Distilled water funnel 26. Control lever blocking 27. Rear support strut 28. Convas on the cockpit windshield 29. Toilet venting cover 30. Blind flange of static 31. Exhaust cover 32. Vessel for oil
LDN 691 1
9527 3405 500 CSN 231462 9527 3417 1 000 CSN 231492.3 9527 3996 (Hz 4 - 3 execution 2)
- screw
- packing - belt with claps
B 591 453 N (L 410.9515-02)
8397 1181 (18 x 250 x 5 ONL 3401.1) 3185 0418 (M4 x 18 ONL 3147) 3570 1008 (8.2 CSN 021740.14) 3555 1004 (4.3 CSN 021702.14)
- screw
- washer
- washer
JO. Steps
41. Pitot tube cover
B 097 365 N
B 096 591 N
-
51. Hose for hydraulic pumps venting B 097 485 N 52. Vessel for venting of hydraulic Pumps 53. Hose for fuel draw-off 54. Equipment for hydraulic system pressurizing 55. Nose cover strut 56. Calibrated vessel for distilled water 57. Front curtains L.H:, R.H. 58. Side curtain L.H., R.H. 59.-Additionahear mooring device 60. Additional front mooring device
61. Mooring device of tail unit
B 097 480 N
B 097 441 N
B 097 630 N (till the 17th series) or B 596 546 N (from the 18th series)
B 596 67x N
B 596 672 N
B 596 674 N
B 596 570 N
62. Winter cover of the oil cooler, front part 63. Winter cover of the oil cooler, rear pan 64. Oil cooler insulation 65. Air inlet cover of the starter generator 66. Reduction piece 67 Interconnecting piping
B 596 580 N
XL 410.9660
L 410 M.9671
L 410 M.9681 B 096 022 N
B 096 023 N
6 $96 023 N
7. Angle meter for the measurement B 596 301 N of ailerons and elevator deviation 8. Hydraulic truck 9. Filter washing device 10. Filter washing device
11. Testing fixture
6999 AF L 410.9539
L 410.9540 B 596 455 N
12. Connection for fuel mud removal B 596 560 N 13. Hydraulic jack (hangar type) 14 Assembly carpet 15. Device for checking and filling landing, gear dampers 16. Dynamometer 17 Dynamometer for clearance checking of landing gear legs
18. Comtrol column locking
XL 410.9551
L 410.9712 L 410.9624
L410.9623
L 410.9591
B 097 586 N
B 097 592 N
B 097 327 N
B 097 560 N
B 096 670 N
- unscheduled inspection
- maintenance during storage
(a) Routine maintenance (for the aircraft with overhaul) Maintenance A
- follows immediately after each landing - durmg the training flights this maintenance is done when refuelling only
Maintenance 8 is done- beiore each fhghi (after each landmgj if a h~gher type of mamtenance is not required
Maintenance V is done:
- once a day, after finishing the flying operations, preferably at the base airfield or at the
arfield of the last landing of the day, if higher type of maintenance is not required
- during preparation for fl~ght, a supplementary work to the Maintenance E if the pause as
between flights is from 1 to 15 days, if the aircraft has not been prepared for storage. Maintenance G is done:
- at the base airfield once every 7 days + - 1 day when the aircraft is in regular service
(i.e. one flight a day at ieast), or after every 50 + - 10 landings, provided the hours flown do not make a higher type of maintenance mendatory. This period may be prolonged by the number of non-flymg days, to a maximum of 10 consecutive days
- when putting the aircraft to flight status after storage
- immediately before each flight, irrespective of the type of mamtenance already done
- immediately before the first flight, irrespective of the type of maintenance done.
Maintenance Z is done:
- done before every flight unless stated in the remark with the given operation othervise
Routine maintenance 8
- done after every landing and in case of handing over the aircraft for parking
R~utine maintenance S
- done once a day after concluding the flight day or before the first flight after an interval
-
The routine maintenance type A and B is allowed to Se done by a pilot on condition that the was trained for this work and approved by the manufacturer or else organization havmg the certification for L 410 UVP-E, E9, E20 aircraft type checks. In zase any defect c c x s during the routine maintenance A and 9 which is done by the pilot, then these defects shall be repared only by a trained engineer. (c) Periodic maintenance [for the aircraft with overhaul) Periodic maintenance IS done according to the number of hours flown, and according to the calendar tlme, in dependence on specific conditions of the exploitation of arcraft at the user organizations. Periodic maintenance consists of maintenance work of the basic type, done every
-
ard of the supplementary work's time. This work results from the number of hours flown. number of landings and calendar time related to every 600. 900. 1200 etc. flight hours (landings), to I?, 18. 24 ?tc. months. The whole cycle of period~c maintenance covers the per~od arcraft operarlon between two general overhauls. Domg the mamtenance work of of according to the number of landings andlor calendary period does not rel~eve doing mamtenance work according to the number of hours flown.
--
- check 2 - is done after every 300 + 30 flight hours. - check 3 - is done after every 1 200 2 30 flight hours.
- check 4 - is done after every 2 400 + 30 flight hours.
Remark: - With some systems it is necessary to carry out the check also depending on the operation time (months) or on the number of landings. The time periodicity, or the number of landings is given in the column Note of the specified operation. The time works and works according to the number of landings may be done with the next lower periodical check. (e) Unscheduled maintenance Unscheduled maintenance is done after flight in a region of storm activity, after a lighting strike, after landing at a weight higher than the maximum landing weight and after a hard landing. In other exxtraordinary cases the decision of a com~sicn
(f) Mamtenance durmg storage
IS
After putting :he aircraft cut of operatlon for more than 15 days ~tIS necessary to execute works connected w~th preparat~on the storage durmg storing and when puttmg the the for arcraft mto operation The %tent of ,vcrk conr5c:ed w t h '-e preparat~on the storage d e o e v h on the plarred for storage time There are the followmg types of storage
5 The lnspectlon dependmg on the operatron tlme may be carr~ed w~thm 15 days of the out
specifled tlme hmit Inspecttons dependmg on the number of landmgs withm specifled limit if the ~nspection interval for a spec~f~c check
IS
+ 50 landmgs of the
defined in a footnore at the xttom of the corresponding ;age (e. g. 2+ .... means that this is t3 be done at every other check 2). However, the accomolisher of maintenance depending on the number of landings or the calendar does not relieve the operator from the duty of accomplishing the work specified affer a certain number of flyght hours. Lubrication is to be done during maintenance checks of every type, in accordance with the lubrication chart (lubrication dependingon calendar period, lubrication at an interval other than 300 hours). Time limit for each periodic maintenance check is to be always counted
17 1 Basic Performance
ground airplane Public traffic service, operation in approved aircraft modification (versions)
2
19 (when the aircraft is
operated in various versicns the number of passengersis {educed according to a specific aircraft configuration) Power plants Turboprop engine, two-shaft ccaxial with free turbine. reverse air flow, gearbox, type INALTER M 601 E Number of engines
313,8 kg
Oil system Oil cooler Thermostatic valve Hydraulic system Nominal pressure Volume of main hydraulic tank Volume o reg n f ireq e tank-
Air pressure from engine compressor to overpressure hydraulic tank max 0 . S MPa (max 5.5 kp/cm2) Pressure in the parking brake circiut Operational pressure In brakers Landing gear
-
a ) M a i n lanbnggear
Left and right legwith external oilpneumatic twochamber shock absorber with floating piston
Tyres
12.5-10 model 4 electricaly conduc:~veTUBELESS operational pressure: 420 +30 kPa (4.3 +0.3 kp/cm2)
Brakes
Shimmy damper
Tyre
Nominal voltage Nominal frequency c) Secondary one phase alternating current suoply Nominal voltage Nominal frequency d) Secondary three phase alternating current supply Nominal voltage Nominal frequeficy Basic dimensions Wing span 19 479 mm (19 980 mm with wing tip tanks? Overall lenght Overall height Distance between engine and airframe axis (spanwise) Wheel track (operational position) Wheel base (relieved positton) Nose wheel turning 14 424 mm 5 829 mm 2 408 +/-I0 mm 3 650 mm
3 666 mm
50
- maximum
- minimum
Passerger cabin heicht Entrance door dimension Cargo aoor dimension Isle widht (at heigh of 400 mm above floor) Front baggage compartment volume Front baggage compartment lenght Front baggage compartment width
- maximum
- minimum
Front baggage compartment height
- maximum - minimum
Aft baggage compacment vclume
Aft baggage cornpacment width
- maximum - mmimum
tanks, without wing tip tanks, without water to be injected into the engines, without lifting jack and without
B 596 281 N entrance steps)
Maximum take-off weight Maximum landing weight Maximum weight without fuel
Centre of gravity Operational C. G. range for L 410 UVP-E aircraft is 17 to 28%. Operational C. G. range for L 410 UVP-E9, E20 aircraft is 17 to30'/0 Note: The max. take-off we~ght the L 410 UVP-E9, E20 aircraft can be increased to 6,600 kg. for
maximum negative
-1.24
1
i
+ 3.1
I Vrnax.MO
-1.24
Limitation of operating speed Speed designation VmaX,rnax vmaX,~0 Name of speed Speed in kmlh IAS
1
I
400 only for L 41OUVP-E9 350 (L 410 UVP-E) 335 (L 410 UVP-E9, E20) 250 220* 250 190
Maximum operating speed Max. permissible cruise speed with wing flaps extended to 18' Max. permissible cruise speed with wing flaps extended to 42'
Vmax,FE 18 Vmax.FE 42
vmaX.~o
/
*
V m a x , s p 0 ~ ~Maximum permissible spoiler extension speed At speed v=205 krnl!, !AS is extension blocket
*450 m
Note:
Maximum take-off engine rating, propeller speed: 2 080 RPM, take-off configurationmg flaps 18O, aerodrome altitude 0 m ISA, no wind, concrete runway steep: 0.
(2) Real landing run after landing speed of 140 kmlh IAS when using wheel brakes and reverse
thrust of both engmes
* Required runway length
Maximum landing weight is 6 200 kg, both,engines ~dle, landing configuration -wig flaps extended to 42O, spo~lers extended before touch-down (as per Flight Manual), airport alt~tude: 0 m ISA, no wmd. concrete runway steep 0, approach speed vapr= 155 kmlh IAS
(16 1 kmlh EAS)
Flight altitude m
I
i
minutes
Torque %
I
I
00 cruise
42' landing
102 +I-5
121
(5) Range
Range value is valid under following conditions:
(a) Range with maximum payload 1 615 kg and 625 kg of fuel (without wing tip tanks)
Intermediate Continquency Power Setting Propeller speed: 2 080 RPM Left engine stopped - feathered propeller, flight speed
v = 200 kmlh IAS (210 kmlh EAS), cruise configuration
Climb lime from 400 m c~rcuid in minutes 1.o 6.0 19.0 40.3
I
I
Torque O h
<
loo
i
I
I
1 000
2 000
3 000
- sufficient techncal endurance of mdividual elements of airframe and systems (related to the
airplane as a whoie)
- low service and maitenance manhours thanks to easy accessible instrument and aggregates,
their interchangeability and contrcllability. Operation technical performance: