Professional Documents
Culture Documents
LET, a.s.
686 04 Kunovice
CZECH REPUBLIC
LET, a s .
KUNOVICE, CZECH REPUBLIC
Approved by:
........*........................
Ing. M. PeSak
Chief Designer
January 21,I998
Documentation Department
LET, as.
686 04 Kunovice
Czech Republic
EUROPE
or fax us to:
Documentation Department
+42063261352
or e-mail us to:
Page
Date
Page
Date
Date
Page
--
ittle Page
Jan 21/98
Jan 21/98
Jan 21/98
0-1
Jan 21/98
Jan 21/98
Jan 21/98
0-2
Jan 21/98
Jan 21/98
0-3
Jan 21198
Jan 21/98
Jan 21/98
0-4
Jan 21/98
Jan 21/98
Jan 21/98
0-5
Jan 21/98
Jan 21/98
Jan 21/98
0-6
Jan 21/98
Jan 21/98
Jan 21/98
0-7
Jan 21/98
Jan 21/98
Jan 21/98
0-8
Jan 21/98
Jan 21/98
Jan 21/98
0-9
Jan 21/98
0-10
Jan 21/98
Jan 21/98
Jan 21/98
0-11
Jan 21/98
Jan 21/98
Jan 21/98
0-12
Jan 21/98
Jan 21/98
Jan 21/98
0-13
Jan 21/98
Jan 21/98
Jan 21/98
0-14
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
1-1
Jan 21198
Jan 21/98
Jan 21/98
1-2
Jan 21/98
Jan 21/98
Jan 21/98
1-3
Jan 2 1/98
Jan 21198
Jan 21/98
1-4
Jan 21/98
Jan 21/98
Jan 21/98
1-5
Jan 21/98
Jan 21/98
Jan 21/98
1-6
Jan 21/98
Jan 21/98
Jan 21/98
1-7
Jan 21/98
Jan 21/98
Jan 21/98
1-8
Jan 21/98
Jan 21/98
Jan 21/98
1-9
Jan 21/98
Jan 21/98
Jan 21/98
1-10
Jan 21/98
Jan 21/98
Jan 21/98
1-11
Jan 21/98
Jan 21/98
Jan 21/98
1-12
Jan 21/98
Jan 21/98
1-13
Jan 21/98
Jan 21/98
Jan 21/98
1-14
Jan 21/98
Jan 21198
Jan 21/98
1-15
Jan 21/98
Jan 21/98
Jan 21/98
1-16
Jan 21/98
Jan 21198
Jan 21/98
1-17
Jan 21I98
Jan 21/98
Jan 21/98
Page
Date
Page
--
Date
Jan 21/98
6-8
Jan 21/98
Jan 21/98
6-9
Jan 21/98
Jan 21/98
6-10
Jan 21/98
Jan 21/98
6-11
Jan 21/98
Jan 21/98
6-12
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Page
Date
Jan 21/98
Jan 21/98
Jan 21/98
7-1
Jan 21/98
Jan 21/98
Jan 21/98
7-2
Jan 21/98
Jan 21/98
Jan 21/98
7-3
Jan 21/98
Jan 21/98
Jan 21/98
7-4
Jan 21/98
Jan 21/98
Jan 21/98
7-5
Jan 21/98
Jan 21/98
Jan 21/98
7-6
Jan 21/98
Jan 21/98
Jan 21/98
7-7
Jan 21/98
Jan 21/98
Jan 21/98
7-8
Jan 21/98
Jan 21/98
Jan 21/98
7-9
Jan 21198
Jan 21/98
Jan 21198
7-10
Jan 21/98
Jan 21/98
Jan 21198
7-1 1
Jan 21/98
Jan 21/98
Jan 21198
7-12
Jan 21/98
Jan 21/98
Jan 21/98
7-13
Jan 21/98
Jan 21/98
Jan 21198
7-14
Jan 21/98
Jan 21/98
Jan 21/98
7-15
Jan 21/98
Jan 21198
7-16
Jan 21198
Jan 21/98
Jan 21/98
7-17
Jan 21/98
Jan 21/98
Jan 21/98
7-18
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/38
8- 1
Jan 21/98
Jan 21/98
Jan 21/98
8-2
Jan 21/98
Jan 21/98
Jan 21/98
8-3
Jan 21/98
Jan 21/98
8-4
Jan 21/98
Jan 21/98
Jan 21/98
8-5
Jan 21/98
Jan 21/98
Jan 21/98
8-6
Jan 21/98
Jan 21/98
Jan 21/98
8-7
Jan 21/98
Jan 21/98
Jan 21/98
8-8
Jan 21/98
Jan 21/98
Jan 21/98
8-9
Jan 21/98
Jan 21/98
Jan 21/98
8-10
Jan 2 1198
Jan 21/98
Jan 21/98
8-11
Jan 21198
Jan 21/98
Page
Date
Page
Date
Page
Date
10-16
Jan 21/98
10-17
Jan 21/98
Jan 21/98
Jan 21-198
10-18
Jan 21/98
Jan 21/98
Jan 21/98
10-19
Jan 21/98
Jan 21/98
Jan 21/98
10-20
Jan 21/98
Jan 21/98
Jan 21/98
10-21
Jan 21/98
Jan 21/98
Jan 21/98
10-22
Jan 21198
Jan 21/98
Jan 21/98
10-23
Jan 21/98
Jan 21/98
Jan 21/98
10-24
Jan 21/98
Jan 21/98
Jan 21/98
10-25
Jan 21/98
Jan 21/98
Jan 21/98
10-26
Jan 21/98
Jan 21/98
Jan 21/98
10-27
Jan 21/98
Jan 21/98
Jan 21/98
10-28
Jan 21/98
Jan 21/98
Jan 21/98
10-29
Jan 21/98
Jan 21/98
Jan 21/98
10-30
Jan 21/98
Jan 21/98
Jan 21/98
10-31
Jan 21/98
Jan 21/98
Jan 21/98
10-32
Jan 21/98
Jan 21/98
Jan 21/98
10-33
Jan 21/98
Jan 21/98
Jan 21/98
10-34
Jan 21/98
Jan 21/98
Jan 21/98
10-35
Jan 21/98
Jan 21/98
Jan 21/98
10-36
Jan 21198
Jan 21/98
Jan 21/98
10-37
Jan 21/98
Jan 21/98
Jan 21/98
10-38
Jan 21/98
Jan 21/98
Jan 21/98
10-39
Jan 21/98
Jan 21/98
Jan 21/98
10-40
Jan 21/98
Jan 21/98
Jan 21/98
10-41
Jan 21/98
Jan 21/98
Jan 21/98
10-42
Jan 21/98
Jan 21/98
Jan 21/98
10-43
Jan 21/98
Jan 21/98
Jan 21/98
10-44
Jan 21/98
Jan 21/98
Jan 21/98
10-45
Jan 21/98
Jan 21/98
Jan 21/98
10-46
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
11-1
Jan 21/98
11-2
Jan 21/98
11-3
Jan 21/98
Jan 21/98
Jan 21/98
11-4
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Page
Date
Page
Date
Page
Date
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 2 1198
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 2 1198
Jan 21198
Jan 21/98
Jan 21/98
Jan 2 1/98
Jan 21/98
Jan 21198
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 2 1/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 2?/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21198
Jan 21/98
Jan 21/98
Jan 21/98
Jan 21/98
RECORD OF REVISIONS
Rev.
No.
Numbers of PE
Revision
Pages
New
Pages
!S
Deleted
Pages
Document
Number
)perator's Logging
leference and Date
Signature
Date of
Revision
Numbers of Pages
Rev.
No.
Revision
Pages
New
Pages
Deleted
Pages
Document
Number
Operator's Logging
Reference and Date
Signature
Date of
Revision
CONTENTS
CHAPTER 1
STRUCTURES
1.l.
General
1.2. Fuselage
1.3. Doors
1.4. Windows
1.5. Wing
1.6. Engine nacelles
1.7. Stabilizers
1.8. Technical summary
CHAPTER 2
FLIGHT CONTROLS
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
LANDING GEAR
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
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
HYDRAULIC POWER
6.1. General
6.2. Main hydraulic system
6.3. Normal control
6.4. Emergency control
6.5. Hydraulic tank pressurization system
6.6. Indicating
CHAPTER 7
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.
f-7
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
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,
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~leronsare of fabric - metal combined construction. They have a metal elliptic leading edge
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
between the IIth 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.
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.
B - Aircraft axis
C - System of the stabilizer front girder
D - System of the stabilizer rear girder
14 424 rnrn
5 829 rnrn
3 650 rnrn
3 666 mm
Wing
Span:
- Configuration with tips
19 479 rnrn
19 980 rnrn
34.860 rn2
2 x 0.16 rn2
1918 rnrn
Aspect ratio
10.45
Taper ratio
Wing twist:
- aerodynamic
- geometric
Sweep back angle (at 250h centerline)
Angle of incidence at root
Dihedral angle
Ailerons
Span
2 x 3 822 rnrn
Area
2 x 1.448 m2
Aileron deflection:
UP
27O +I- lo
down
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
- -
0.1966 m2
UP
220 +I- 20
down
22O +I- 2O
Win flaps
Span
2 x 4 830 mm
Area
2 x 2.96 m2
take-off
I8O +I- lo
landing
42' +I- lo
not specified
+ 100 +I- 3 0
Elevator
Area
Max. deflection:
2 x 1.575 m2
UP
30 +/- lo
down
14O+ l o / - o 0
NOTE: Max. elevator deflections are marked by gauge lines on the airplane - see fig. 1-14
Elevator trim tab area
2 x 0.192 rn2
l o 0 +I- lo
down
16O +I- lo
3 310 mm
Total area
7.3 m2
35O
Aspect ratio
1.5
Taper ratio
0.5
2 285 mm
Rudder
Area
2.814 m2
N0TE:Max. rudder deflections are marked by gauge lines on the airplane - see fig. 1-15
Rudder trim tab area
0.433 m2
1O0 + 0/-1
CHAPTER 2
FLIGHT CONTROLS
2.1. General
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:
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'
CENTRALW A R N I N C ~
DISPLAY
AIRFRAME
'
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.
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.
PROP. FEATHERING
AUTO
a@-
L/'
AIRSPEED SlCNALlZER
/SWITCIIES ABC TAB
CONTROL OFF AT
205 km/h [AS/
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.
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
1I
'
.-
SlhlPLlFlED
WIRING 1)IAGRAM
I
EXTENSION
EMERGENCY
I
. - . - . - .CIRCUIT
.
WING FLAP
ACTUATOR
CHAPTER 3
LANDING GEAR
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:
- shimmy damper
- nose wheel steering servo
The rectracted and the extended position of the landing gear are signalized by light and
mechanical indicators. Apart from that and acoustical divice in installed in the cockpit warning the
pilot about the necessity of the extension of the landing gear.
Main landing gear wheels are equipped with hydraulic brakes.
The main landing gear is equipped with a K38-1100-7 wheel and a K38-1200-7 brake and a
tubeless electrically conductive BARUM 12.50-10, model 4 tyre. The nose landing gear is
equipped with a K39-1100-7 wheel and a tubeless electrically conductive BARUM 9.00-6, model 4
tyre. Brakes are controlled through a hydraulic system which generates pressure in brake
cylinders on the main landing gear wheel brake namely:
- 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
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.
(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.
c - landing gear extension and retraction circuit (see the fig. 3-3)
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
-
lower position. The GA 163 ~/16solenoidvalve 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
EMERGENCY VALVE
TERMINAL SWITCH
f-drtt
EMERGENCY
LAND. GEAR
TERMINAL SWITCH
"t
EMERGENCY VALVE
TERMINAL SWITCH
LAND. GEAR
DOWN
FEEDING C I R C U I T
--- T
RETURN C I R C U I T
I
I
- - -
uP
LAND. GEAR
SOLENOID VALVE
EMERGENCY C I R C U I T
-
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
intensity of pressing the foot operated steering pedals. The LUN 7514.02-8 reduction valve keeps
the steady reduced pressure of 4.9
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.
(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~ulicfluid 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
-
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,
meaning that the lever must be held-duringthe-whole period of turning in displaced position. After
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.
IS
- light
- acoustic
- mechanical
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.
-
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.
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,
- 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~ngis tapped from both engines after the last (radial) cormpressor stage.
The hot air is conducted by a piping provided with thermal ~nsulation.In the area of the engine
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~~prises
a branch where the hot
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,
- HEATING lever,
- COCKPIT AIR CONTROL levers,
- COCKPIT AIR CONDING.
The temperature of the air in the heating and ventilation system is indicated by a set of
instruments. The VENTILATION control lever opens and closes the atmospheric air intake flap.
The HEATING control lever opens and closes the shut-off flap of the hot air tapped from the
compressors. If it is necessary to heat the passenger cabin, the two control levers are opened so
that the temperature in the air ducts does not exceed 80C. As soon as the passenger cabin
temperature reaches the selected value (the recommended temperature is from 22OC to 24OC),
the two control levers are reset to maintain the selected temperature without its further increasing.
The pilots' cabin and the passenger cabin are ventilated with cold air if the HEATING lever is in
the fully closed position and the VENTILATION lever is opened. Apart from the heating and
ventilation system described above, each passenger or pilot has an air shower at hislher disposal
which allows for adjusting the cold air flow rate individually. The cold air flow trom the shower is
available after turning the lid of the shower counterclockwise and deflecting its spheric body in the
desired direction. The COCKPIT AIR CONTROL levers control the flaps regulating the flow rate of
the air blowing on the side windows of the cockpit and the pilots' legs. The air for fanning the
pilots legs and the cockpit side windows is only available when at least one of the
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
LUN 5615-8
27 V
v
I
LUN 5616-8
L-,
I
I
I
I
I
I
CHAPTER 5
ICE AND RAIN PROTECTION
5.1. General
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'scabin windshields
- the system of the electrlc heating of the propeller blades leading edges for deic~ngof the
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.
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
rubber deicers (sections A, 6,C) 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
C - section C cycle
deicers operating
@b
-
DEICING
AIRFRAME
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
f - 13 ports o 1.5 mm
c - 11 portso 1.5 mm
h - 5 ports o 1.2 mm
d - 5 p o r t s o 1.7 mrn
i - p o r t o 1.7 mm
e - 7 portso 1.9 mm
k - p o r t 0 1.5 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.
-
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
011cooler
(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,
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.
LHENGINE
RH ENGINE
LIi
SEPARATOR
VANE
Rff
SEPARATOR
VANE
~ h e h e d i n ~Pitottubes
of
andthestafic pressurelieads isclosed by the PITQT-STATIC-I, IC
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~ghtsup. In case
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
-
id$
-
DEICING-
b@
Ii
PITOT TUBE
if
installed
- m\
IW
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
TEST OF WINDSHIELD I ~ E A T I NI ~
LII HEATING ON KH
1 I
HEATING OFF
AC GENERATOR
i
D E I C I N G
WINDSlIIELD HEATING
RH
AIRFRAhlE
L---
II
Windshield w i p e r
- -
c i r c u i t of t h e main network
turn c i r c u i t
L.-.-r.e- -.-.-
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.
C E T R A ~ W A R N I N CDISPLAY
ENGINE
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
6 2 Ma111hydraul~csystem
6 3 Normal control
6 4 Emergency control
6 5 I-lydraulc tank pressur~zat~on
system
6 6 lnd~catmg
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.
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~rcuithas 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:
(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~ectedvia non-return valve (15). The hydraulic accurr~ulator(17) is
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
Name
LUN 7741-8
LUN 7740-8
Hydraulic pump
LUN 6102.01-8
Disconnecting valve
LUN 7366-8
Relief valve
LUN 7545-8
Hydraulic filter
LUN 7614.01 -8
Hydraulic filter
LUN 7614.03-8
Hydraulic filter
LUN 7613.02-8
Non-return valve
LUN 7549-9
Non-returnvalve
LUN 7560-8
Non-return valve
Hydraulic accumulator
LUN 6953.05-8
Hydraulic accumulator
LUN 6953.02-8
Non-return valve
Solenoid valve
GA 163 TI16
Hydraulic tank
B 057 801 N
Choke 0 1mn
XL 410.4630-42
Reduction valve
LUN 7514.02-8
LUN 6578-8
GA 17116
LUN 6577-8
UI 2 - 240 K
Pressure transmitter
ID - 240
Hydraulic thermoswitch
LUN 3192-8
Solenoid valve
GA 184 U/2
Choke
0-002
Choke
B 057 049 N
LUN 6100.03-8
60
Emergency tank
B 057 430 N
64
Discharge valve
B057 1 2 0 N
65
68
Non-return valve
B 057 824 N
- 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~thmax. 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
50
Hydraulic tank
B 057 801 N
70
Non-return valve
LUN 7521-8
71
Desiccator
3976 0872
72
Air cleaner
-=-
Name
Auxiliqtank
B 057 862 N
74
Reduction valve
LUN 6651.01-8
75
Safety valve
LUN 7548-8
76
Pressure gauge
MA-4
77
Hand-operated valve
LUN 7351-8
82
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
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. 011
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
to the fuel cock and 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
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
~
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<<
of fuel
-
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 from the wingtip fuel tanks can be drained more quickly through the main fuel tank
system.
SOLENOID VALVE
LOCATED
I
NON.RETURN VALVE
(16LUN 7581.02-8)
"1
8'
WING TIP TANK
IEL TRANSFER
NON-RETURNVALVE
(IOLUN 7581.04-0)
NON.RETURN VALVE
(10LUN 7581.04-8)
- 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.
-
- -
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.
r c i t m WARNING
~ ~
OISPUY
i LH ENGINE AIRFRAME Rti ENGlNEl
FIG. 7-3
(1) 443 512 506 705 Oil cooler, (2) TPV 1 (7) Thermostatic and overpressure
pressure transmitter, (4) 1.25 K LUN 1469.32-8
valve, (3) LUN 1558-8 011
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.
-
- - - - -- --..-----
-- - ---
exhausted oil
air bleeding
oil drain
a - fire bulkhead
b - drive distribut~onbox of auxiliary aggregates
FIG. 7-4
- 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
IS
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~onsystern is activated by turning on the
BATTERY I,II and 36 V - I, II INVERTERS switches. T l ~ etriple Indicator then shows the oil
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
MINIMUM OIL
PRI~SSU11L!
.-.
DETECTOR
0 1L
TEMPERATURE.
TKANSMI ITER
INVERTERS
CENTRAL WARNING DISPLAY
i:NC;INI< 111
ENGINE R H
36-1
I1
CHIPS
RELAY
CHAPTER 8
FIRE PROTECTION
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
checked for correct functioning with help of ENG. FlRE SIGN. I, 11, 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
the CENTRAL WARNING DISPLAY AIRFRAME pushbutton. The smoke detector is checked
for correct functioning with help of the FlRE DET. CHECK (front baggage compartment) or
WARNING DISPLAY
AIRFRAME
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
ring.
Cutaway view of cylinder, ~ t e m(2)
CHAPTER 9
ELECTRICAL POWER
9.1. General
9.2. AC generation
9.3. DC current sources
9.4. External power
9.5. Electrical load distribution
9.9.
Exterior lighting
9 10 Emergency lighting
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):
- fuel gauge RH
- pressure gauge RH
- wing tip tank gauge RH
- hydraulic pressure gauge
- turn indicator l
The supplying 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 is Model LUN 2460):
- gyro compass II
- turn indicator II
- icing indicator
Inverter II supplies the follow~ngdevices:
- 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:
- horizon RH
- gyro compass I
In case of damage of inverter I these devices are supplied by inverter II
The suplying of devices from the LUN 2456.02-8
This inverter supply standby horizont only
The suplying of instrument from the LUN 2120 or LUN 2102.01
At the normal state the windows heating circuit is supplied by the RH engine alternator and the
propellers deicing circuit by the LH engine alternator
In case of damage one of alternators the windows heating and the propellers de-icing circu~tare
automatically connected to the working alternator
AC generation system operation
f
LUN 2450 inverters switchmg on ( ~ ~nstalled)
After the switches BATTERY I, II and the c~rcuitbreaker CENTRAL WARNING DISPLAY -ELECTRO are switched on, then, among other, s~gnallingcells 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 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
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~ngthe time bus-bars are interconnected by contactor A 13,
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.
NOTE: External source voltage is measured in position of V-A meter change-over switch N S I or
NS II.
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:
S 1B
secured by c i r c ~ ~breaker
it
A 57
S2A
N S l
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~rcuitbreaker M 207
- lighting of p~lots cockp~tsecured by circurt breaker M 207
- circuit B
- starting
- circuit C
- lightmg
- circuit D - de-icing
- circuit E
- controls
- circuit K
- recorder
No.
Power
Lamp (Type)
(W)
QtY
1
I
SM 16
15
PL (8)
SM 14
SM 37
1.4
7.
Lighting fixture
B 082 401 N
SM 16
15
8.
LZP (8)
62 051
1.
-ighting fixture
B 082 840 N
2.
Lighting fixture
B 082 614 P, L
3.
LNS (8)
4.
Compass lighting
5.
Portable lamp
6.
I LUN 2880.3-8
(B 580 593 N)
9.
A-7 15- 1
0.5
30
10.
63 0030
11.
Light assembly
B 091 225 L, P
SM 16
SM 14
15
5
18
9
12.
Lighting fixture
B 590 670 N
SM 30
13.
Lighting fixture
B 091 345 N
SM 38-0.05-1
1.4
14.
Lighting fixture
15.
Lighting fixture
16.
Posit~onlight
17.
Searchlight
18.
Anticollision beacon
19.
20.
B 091 420 N
21.
B 091 462 N
'08-9340.86
BAN0 57
CHS 57
LFSM 28
200+300
MSL-3
67 038
No.
Name
22.
23.
Power
(W)
Lamp (Type)
Q ~ Y
L 410.8292-04
62051
Lighting fixture
B 590 741 N
BA-7s
24.
B 571 527 N
SM 28-70
70
25.
B 091 579 N
67 038
26.
B 091 581 N
67 038
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
-
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.
IN A ~ T I C O L LFLOOD
BEACON
LIGHTS
BATTERY I, II switches and the CENTRAL WARNING DISPLAY AIRFRAME circuit breaker on
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)
CHAPTER 10
COMMUNICATION AND NAVIGATION
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.
breakers.
AUDIO
FIG. 10-1 SCHEME OF KHF 950 RADIO STATION (the variant with two circuit breakers
INTERCOM I, II)
INTERCOM
l!
1
?
I
"
'
AUDIO
FIG. 10-2 SCHEME OF KHF 950 RADIO STATION (the variant with two circuit breakers
INTERCOM I, 11)
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, I1circuit-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 (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.
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 11,
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
Fig.10-5
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~cationbetween 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~tsare parallel-connected
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~tchingon the switches BATTERY I, II and circuit breaker
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
(at the same time the switches BATTERY I, I1 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;
- installation of LUN 1205.31-8, AGR-74-5 (if installed), gyro horizons and LUN 1215.XX turn
indicators
FIG. 10-6
FLUX VALUl
'
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:
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
+ 15' when in 18" and 42" flaps conflgurat~onsare 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, I1 and INVERTERS 115 V AC I, II on the overhead panel and switches
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
BATTERY I, I1 INVERTERS 36 V AC I, 11, 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) On the overliead panel and switches TURNIBANK IND. (3) on
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~in straight fhght and in turns. Gyro horizon evaluate
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, 11, INVERTERS 115 V AC I, II, on overhead panel and switches HORIZON
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, 11,
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
INTERCOM
I
RADIO
ALTIMETER
BATTERY
I
11
RADIOALTIHETER
I
II
MKR circuit breaker placed on the overhead panel and switching the switch from its
OFF position on the receiver KR 21
Turning OFF of the system is carried out by turning the knobs to the OFF position on the receiver
KX 165, KNS 81, KR 21 and by switching OFF all circuit breakers NAVI-VHFI, NAVII, MKR,
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
-
I
I
I
I
I
I
I
I
I
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.
BATTERY
b@
GPS
i AUDIO
' i AUDIO
SELECTOR i
BOX
SELECTOR
BOX
BATTERY
I
If
SRO
2. Geometric height
3. Instrument speed
4. Overload in the x-axis
I ~
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
- Rudder
24.
- Elevator
25.
- Pitch trim
- 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, I1
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 I1 and GYRO
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. 10-26
---.
- 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:
CHAPTER 12
EQUIPMENT1 FURNISHINGS
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.
- 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.
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.
RADIO - NAVIGATION
ENGINES
DEICING
!
W!lm
p&p$-pg4L2-!-3
IIlM
i l l l l i l 1M
4
I,
. .
The passenger compartment is situated behind the flight compartment as far as the bulkhead
No. 21.
The passenger compartment is upholstered and protected a~ainstnoise 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:
The passenger compartment is provided with 5 single seats on the LH side and 7 double seats on
the RH side
The passenger compartment is provided with 5 single seats on the LH side and 6 double seats on
the RH side.
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
ri
+=--, i no-
1q
iv
1
1
---L.4
,k,
(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
(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
- 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 wh113tthe other one is determined for dearing of the toilet internal
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
(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
- 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
CHAPTER 13
POWER PLANT
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
located in_theenginenacelle. Oil tempe~atureregulation is-controlled b y an thermostatic valve in
-
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
Shaft power
'560 kW
Basgemrator speed
max98A%
Propeller speed
Torque
max. 100%
max. 735%
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 binl ecase of enaine failure
Equivalent power
Shaft power
rnax. 98.6%
Propeller speed
Torque
rnax. 100%
3959 Ieq. kW1h (290 Ieq. HPIh)
max 710C
1 hour max 3 times during operating time
Shaft power
max. 100%
ITT
max. 750C
Shaft power
max. 100%
Propeller speed
Torque
max. 100%
ITT
max. 735OC
Atmospheric temperature
Maximum Continuous
Equivalent power
Shaft power
max. 96.5%
Propeller,speed
Torque
100%
4109 Ieq. kW/h / 3019 /eq. HP/h
unlimited
Uninterrupted run
max. 690C
Maximum Continaencv (without or with water iniection)
Under non-standard conditions (at 97.325 kPa + 35OC)
Equivalent power
Shaft power
Propeller spsed
106.5%
102%
max 1 sec.
max 2 minutes
Speed
Accelerations time from initial rating to 95% of max. takeoff rating (99% of gas generator speed)
rnax 101.OOh
Torque overshoot
(rnax. 3 times before stabilization)
rnax 106%
Reverse mode
Shaft power
max. 97%
Propeller speed
max 710C
max 1 minute
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
I 1 litres
Oil temperatures
- at start up
min -20C
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
bulkheads are sealed by bushings or by sealing from, fibre-glass cloth. Bes~desthis 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
l
of the power plant is equipped with drainage piping for the fuel and oil
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.
(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, 11, Ill, IV - the fire prevention zones
(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.
system, (3) Fuel cock control cable system, (4) Fuel shut-off valve control cable
system
a - control panel as far as vertical control channel,
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
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
are-belng gradually set to rregative angles, the-power being inweased up to 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
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.
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
MAX. CONTINGENCY
27 V
I
LH ENGINE
ELECT'RO RH ENGINE
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,
Il Countershafts
Ill - Countershafts
IV - Bracket with pulleys and guide elements
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-
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
than 70 +I- 5%, while the other can reduce the torque down to the flight idle run value ( n =~60%).
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.
, torque) of the unit can be checked by resetting the channel test
The remaining functions ( n ~np,
selector on the IELU body to an appropriate position.
RH ENGINE
LH ENGINE
I
IELU
INTERVENT
IELU
IELU OPERATIVE
II
13.7. INDICATING
The engine indications include those systems the ~ndicatorsof which inform the pilots on the
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:
Ill - Countershafts
IV - Bracket with pulleys and guide elements
V - Engine controls in the right-hand engine nacelle
CONVERTERS
TORQUE INDICATOR
1
--,-,
, , , ,
L
TORQUE
I
I
1i
I
TACHOGENERATOR
I
I
I
I
I
13-28
LUN 1377- 8
;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.
..
:. :.
I&
0
I1
1
1
IGNITION SYSTEM
TIME RELAY
INTERRCPTER
- -
1'
I
I
----
SPARK PLUG
/I,*/,,\>
STARTER GENERATOR
::
CHAPTER 14
PROPELLERS
14.I.General
-
-7 4.2.-Propellers controlling
14.3. Indication
2 300 mm
Number of blades
Feathering
Pitch range
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~rcuitis switched on by two circuit breakers FEATHERING
/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.
- 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
-
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
-
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~onof heating of the propeller blades are signalled by signal cells on
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
PROP. FEATHERING
MANUAL AUTO MANUAL
@ @ @ @ @
I
----
r,---
'I
II
1
MINIMUM
FLIGHT
SETTING
MAXIMUM
REVERSE
- 3 --SERVOMECHANISM
CHAPTER 15
WATER INJECTION
15.1. General
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
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.
The water ~nlectionpump involves two connections or branches.
- 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
As soon as there IS pressure in the p~ping,the 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~scmfiectedthe circuits of the water injection pump and the WATER INJECTION signal cell. 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 ~njectionsystem is turned off automatically.
C E ~ R A LWARNING D I S P ~ Y
AIRFRAME
"!
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
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.
1. Aircraft lifting
CAUTION: AIRCRAFT
-
LIFTINGMAYBYCARRIED OUT
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
(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~ftslightlyfoyard 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
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.
.I00 =
-2,191
.lo0 =. . . .. ..SAT
1.918
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.
16.5. TOWING
16.5.1. TRACTOR TOWING
Toswing h e aircraft by a tractor is carned out by means of towing equipment L 410.9525 or
SECURITY PINS
MATERIAL: STEEL
TENSILE STRENGHT SpT=392MPa (40 kp/mm2)
(5) Rear security pin. (6) Label, (7) Nose landing gear leg
- 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.
- 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.
- a parking equipment
- all coating wrappings
- earthing equipment
16.6.2. Parking equipment for parking during a flight day
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.
Name
Propeller blocking
Wheel chock
Type (DW~.NO.)
B 596 276 N
or B 596 695 N
L 410.9250
Qty
No.
Name
Type (Dwg.No.)
L 410.9220
Elevator blocking
L 410.9220
Rudder blocking
B 596 790 N
B 596 452 N
Exhaust cover
(for winter season)
Exhaust coating ..
(for summer season)
B 096 008 N
B 096 360 N
L 410M.9537
L 410.9516
B 596 420 N
Cower of starting
generator air inlet
B 596 580 N
Qty
Detail 6 the B 596 695 N (1) propeller blocking is supplied with the aircrafts
from the 25th series.
II
Ill
Coating
number
B 596 397 L W. D.
21
B 596 338 L W. D.
23
B 596 451 L W. D.
L.H. wing-fuselage
coating
B 096 076 L W. D.
Engine coating
B 096 077 L W. D.
22
R.H.wing coating
B 596 397 P W. D.
R.H.fuel tank coating B 596 338 P W. D.
24
B 596 451 P W. D.
R.H.wing-fuselage
coating
B 096 076 P W. D.
Eng~necoating
B 096 077 P W. D.
Propeller blade
coating
B 596 398 N W. D.
L,
w
Propeller cap
coating
Flight compartment
coating
B 596 405 N W. D.
B 096 078 N W. D.
Fuselage central
part coating
B 096 075 N W. D.
Antenna coating
L 410M.9322-37W. D.
coating
B 196 080 L W. D.
R.H.stabilizer
coating
B 096 080 P W. D.
16
Fin coating
B 096 081 N W. D.
17
B 596 396 L W. 0.
10
11
12
13
14
15
V1
Pcs
Drawing number
IV
Name
L.H. stabilizer
Coating
wrapping
VI
Coating
number
18
19
20
Name
Drawing number
Pcs
B 596 396 P W. 0.
B 096 07; N W. D.
Wheel cca:ing
8096085LlPW.C
1+1
Name
QtY
Mooring peg
LDN 691 1
12
NOTE
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.
(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.
Inscription reading
TURN TWICE THROUGH 360 DEG TO
RELEASE LOCKS
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
Red or greencross
VHF AERIAL
SUPPORT HERE
1. PUSH
2. TURN
CLOSED
OPEN
NITROGEN 1.47 MPa
INTERCOM
Inscription reading
Note
FUEL DRAIN
OPEN
TURN
CLOSED
Red circle
.;'/IATION
KEROSENE
HYDRAULIC FLUID
OIL DRAIN
Inscription reading
Note
42
16-15
Front,emergency
43
16-14
16-15
Reading
Location
Between 6 and 7
frames-at the door
handle of the
emergency exit
1
,
OPEN
CLOSED
Between 7 and 8
frames-atthe door
handle of the
emergency exit
Serigraphy on upholstery
pwe!
-
'+
OPEN
REMOVE
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
yellow ground
- -
NO SMOKING
FIRE
EXTINGUI-
the
SHER
Organic glass printing
(serigraphy) lifting inscription
Lighted transparency
Reading
Location
Note
CLOSED
Main door
OPEN
PRESS
baggage
compartment
Side of baggage
comparment
WC OCCUPIED or LAVATORY
OCUPIED (if installed)
Edge shelf of
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
p,
On the ceiling
opposite the rear
19th frame
OXYGEN
Label (serigraphy)
LOCATE
baggage
compartment
Note
Reading
El
o n jthframe on
controls cover
Organic glass-printing
(serigraphy)
SEKERA
EMERGENCY EXIT
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
LOCKED
UNLOCKED
CLOSEOPEN
1. REMOVE
2. PUSH AND HOLD
3. TURN
4. PUSH
(if installed)
-
- -
ldentification of ~ i ~ i nand
c l hoses of individual assemblies
Piping system
I ldentification
Identification with self-sticking tape (normal I
I
I
temperature range)
.. light
i
r
s
f
i
light blue
blue chrome
chrome
yellow rings
Hydraulic
system flow
direction
flow direction(b1ack
arrow in white field)
cherrish redlrays
Fuel system
Oil system
light
light blue
blue
-El
El
medium chrome
yellow
cherrish red
flow direction
medium chrome
yellow
alternating squares
coffee brown
Fire
extinguishing
svstem
coffee brown
rhombuses
light
red
light grey
zig-zag line
Static pressure
piping
light red
light grey
zig-zag line
Total pressure
piping
light
red
light grey
zig-zag line
tm2d
Air conditioning (heating)
coffee brown
light grey
-1I
Fuel
PSM 2 (PN-WC-96026)
The mlxlng and filling of the fuelsis permitted.
3-3V(TU 38-101295-72) or TU 38-101295-85). Aeroshell
Oil
GOST 6709-72)-
wheels
ClATlM 221
of the airplane
- -
VNICNP242-
OKB 122-16
Oils for lubrication of
airframe parts
- -
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
'Over
VPe
111.
Ill.
Ill.
Ill.
111.
111.
Ill.
Ill.
111.
II.
II.
Ill.
II.
Ill.
1 Fig.No.
i
Ser. i
No. j
Intended for
Access to the position light
Ill.
I.
I.
Ill;
Ill.
I.
I.
Ill.
Ill.
Ill.
Ill.
I.
IV.
Ill.
II.
I.
IV.
Intended for
'Over
type
II
Fig.No.
Intended for
Cover
tY Pe
Fig.No.
60.
61.
62.
111.
16-19,
16-20,
16-22
I.
16-19,
16-20,
16-22
111.
16-19
66.
111.
16-19
67.
111.
16-19,
16-21,
16-22
68.
63.
65.
16-19,
16-21,
16-22
170
111.
16-19,
16-21,
16-22
71.
111.
16-19
72.
111.
16-19
73.
111.
16-19
176
I.
16-20
r/7
I.
16-2 1
1-/8
111.
16-20
179
111.
16-21
80.
81.
Ser.
No.
'Over
Intended for
Fig.No.
type
111.
16-22
I.
16-20,
16-21
111.
16-22
111.
16-22
Ill.
16-22
111.
16-22
111.
16-22
111.
16-22
111.
111.
16-22
111.
16-22
111.
16-22
IV.
16-22
16-22
Ill
16-22
16-19
111.
16-19
Cover
1Y. Pe
Intended for
Fig.No.
111.
16-22
111.
16-22
I.
16-22
;ii.
16-22
I.
16-19
-
I!
16-20
111.
16-18
I.
16-22
I.
16-19
I.
16-19
I.
16-20
Ill.
16-22
II.
16-18
111.
16-18
111.
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)
II.
16-21
111.
16-21
16.9.6. Dangerous area around the airplane, when the engines are running.
Specification
1
--
1.
Road tanker
Fuelling gun, ND 38 mm
2.
3.
Not specified
4.
5.
6.
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
x taken intc cmsideraticn.
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~rplaneIS close to the
,:round. when the a~rplaneis In normal poslt~on,there are no ladders nor the steps or
sllpways requ~redfor rescurlng the passengers
(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~oninto the airplane is from the left rear side.
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).
- 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
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).
- Tools for the engine and propeller is not incorporated in the tool review. Review of
NOTE.
- 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 ~ 7CSN 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
5 . 5 ~ TONA
7
611
6x9 TONA B11
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
4. Spanner of fuel
cleaner hose
B 096 404 N
B 096 322 N
L 410.9559
6 097 730 N
8. Spanner
434-601-Dl
9. Special spanner
B 096 018 N
B 096 106 N
B 096 121 N
B 096 111 N
12. Spanner
B 096 320 N
13.Spanner
B 096 321 N
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 410.9143-02
L 410.9143-04
L 410.9143-05
L 410.9143-07
L 410.9144-09
7 GSN 230650 7
8 CSN 230650 7
10 GSN 230650 T
L 410 9143-03
19. Wrench
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
L 410 9141-06
L 410 9146-04
B 096 480 N
22. Modified screwdrwer
Z 37 9110-10
870011, 2 3
No 716 slze 1
No 716 s ~ z e2
No 716 slze 3
No 716 slze 4
CSN 230363.41
Type 3211160
No. 3013
No. 357
L 410.91 10-02
No. 2327
CSN 230327.1
34. Pliers
20 CSN 229435
6 096 540 N
37. Hammer
B 096 481 N
Z 37.91 10-01
Z 37.91 10-02
Z 31.91 10-03
40. Handle
4 GSN 230659.7
5 CSN 230659 7
5 CSN 230659 7
8 CSN 230659.7
10 CSN 230659.7
12 CSN 230659.7
16 CSN 230659.7
B 096 378 N
L 410.9141-02
250 GSN 2261 16.1
L 410.9618
K 20-7100
B 596 336 N
PU 110
47. Brush
8/50 ON 233710
12/50 ON 233710
20150 ON 233710
No. 82411
L 410.9126-03
50. File
120 ON 229180.3
52. Magn~fytngglass
No. 6
57. Dynamometer
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
B 097 51 1 N
62. Screwdriver
B 596 634 N
B 096 476 N
B 922 150 N
(L 410.9220)
3. Rudder blocking
B 596 790 N or
B 096 107 N
4. Propeller Mocking
B 596 276 N or
B 596 695 N
5. Wheel chock
8. Cock extension
B 928 265 N
(XL 410.9280)
9. Steps
B 596 281 N
B 596 008 N
B 596 279 N or
B 596 687 N
I3 935 760 N
(L 410.9351)
B 004 035 N
(L 410.9380 W D )
B 596 331 N
B 004 036 N
(L 410.9390 \N D )
B 952 053 N
(XL 410.9521)
8 952 200 N
(L 410.9525)
B 954 089 N
(XL 410.9543)
B 954 095 N
(L 41OM 9544)
B 096 242 N
21 .Hose
B 964 201 N
(L 4 10 9643)
22. Vat
B 961 805 N
L 410.9617
B096 116 N
B 962 104 N
(XL 410.9620)
LDN 691 1
9527 3405
500 CSN 231462
9527 3417
1 000 CSN 231492.3
9527 3996
(Hz 4 - 3 execution 2)
- screw
- packing
B 591 453 N
(L 410.9515-02)
8397 1181
(18 x 250 x 5 ONL 3401.1)
- screw
3185 0418
(M4 x 18 ONL 3147)
- washer
3570 1008
(8.2 CSN 021740.14)
- washer
3555 1004
(4.3 CSN 021702.14)
JO. Steps
41. Pitot tube cover
B 097 365 N
B 097 343 N
46. Steps
B 097 300 N
9523 6605
(Block 12-12)
9801 4024
(No. 26)
9801 4025
(No. 28)
B 096 591 N
-
B 097 480 N
B 097 441 N
B 097 500 N
B 596 67x N
B 596 672 N
B 596 674 N
B 596 570 N
B 596 580 N
B 596 525 N
67 Interconnecting piping
B 536 430 N
XL 410.9660
L 410 M.9671
L 410 M.9681
B 096 022 N
measurement
6. Plate for putting aside of
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
6999 AF
L 410.9539
L 410.9540
B 596 455 N
14 Assembly carpet
L 410.9340
XL 410.9551
L 410.9712
L 410.9624
L 410.9650
B 596 200 N
repien~shmg
20. Pip~ngblind flanges
L 410.9626 W. D
B 096 024 N
22. Serv~cetruck
L 410.9682
L 410.936219361
L410.9623
B 097 322 N
B 096 221 N
L 410.9631
L 410.9632
B 596 614 N
L 410.961 5
L 410.9591
compressor
B 097 582 N
B 096 267 N
B 097 586 N
bearing
B 097 592 N
bearing
36. Lock wasner pin remover of the
B 097 327 N
B 097 560 N
landing gear
B 096 670 N
40. Connector
B 096 672 N
B 097 490 N
- routine maintenance
- periodic maintenance
- inspection of airplane
- seasonal maintenance
- unscheduled inspection
- maintenance during storage
(a) Routine maintenance (for the aircraft with overhaul)
Maintenance A
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,as a supplementary work to the Maintenance E if the pause
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:
- for maintenance
- for towing the airplan-e to another parking aFea
(b) Routine maintenance
The routine maintenarct consists of:
Routine maintenance A
- 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~utinemaintenance 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~cmaintenance covers the
per~odof arcraft operarlon between two general overhauls. Domg the mamtenance work
according to the number of landings andlor calendary period does not rel~eveof doing
mamtenance work according to the number of hours flown.
--
IS
After putting :he aircraft cut of operatlon for more than 15 days ~tIS necessary to execute
works connected w~ththe preparat~onfor the storage durmg storing and when puttmg the
arcraft mto operation
The %tent of ,vcrk conr5c:ed w t h '-e preparat~onfor the storage d e o e v h on the plarred
storage time
There are the followmg types of storage
IS
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
CHAPTER 17
AIRCRAFT CHARACTERISTICS
17 1 Basic Performance
Design
ground airplane
Category of Utility
Number of seats:
Crew
passengers
1000 kg
313,8kg
- in wing tanks
- in wing tip tanks
Fuel pre-heater
Oil system
Oil cooler
Thermostatic valve
Hydraulic system
Nominal pressure
10 1
-
Volume ofere
i rgenq
tank-
3.2-1
0.1 +0.12/ -0.03 MPa
(1 +1.2/ -0.3 kp/cm2)
hydraulic tank
Landing gear
-
a ) M a i n lanbnggear
Tyres
conduc:~veTUBELESS operational
pressure: 420 +30 kPa
(4.3 +0.3 kp/cm2)
Disc hydraulically operated with
Brakes
Shimmy damper
Tyre
pneumatic
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
14 424 mm
Overall height
5 829 mm
2 408 +/-I0 mm
3 650 mm
3 666 mm
- by hand lever
50
- by pedals
- 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
4 000 +I-20 kg
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~ghtfor the L 410 UVP-E9, E20 aircraft can be increased to 6,600 kg.
vmax. F
I Vrnax.MO
Name of speed
I Max~mumoperating speed
maximum
negative
+2
-1.24
i
+ 3.1
-1.24
Name of speed
VmaX,rnax
Vmax,FE 18
250
Vmax.FE 42
220*
250
190
vmaX.~o
vmaX,~0
Flight performance
Flight performance are val~dunder foilowmg conditions.
Note:
*450 m
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
*240 m
800 m (100 m clearway)
Maximum landing weight is 6 200 kg, both,engines ~dle,landing configuration -wig flaps
extended to 42O, spo~lersextended 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 %
(4)Stall speed
Engines idle. straight flight
Wing flaps position
00 cruise
133 +I-5
155
102 +I-5
121
I
42' landing
(5) Range
Range value is valid under following conditions:
1 700 RFJl
(a) Range with maximum payload 1 615 kg and 625 kg of fuel (without wing tip tanks)
546 km
I
I
Torque O
h
loo
1.o
<
1 000
6.0
< 100
2 000
19.0
< 100
3 000
40.3
< 100
~ Q O
i
I
by reliao~lityof ~ n s t r ~ r e nand
t s agregates
- 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: