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Ka32-A11BC Maintenance Familiarization
Course Overview• Module 1: Introduction/Aircraft General• Module 2: Publications/Maintenance Program• Module 3: Main Rotor Head• Module 4: Flight Controls• Module 5: Gearbox• Module 6: Hydraulics• Module 7: Landing Gear• Module 8: Electrical System• Module 9: Airframe Fuel System• Module 10: Engines• Module 11: Cooling• Module 12: Fire Protection• Module 13: APU• Module 14: Heating• Module 15: Cockpit• Module 16: Servicing
Introduction• Operated by VIH since 1991• Operado por VIH desde 1991
• Acquired 2 Ka-32A11BC in 1997 and third in 2000
• Adquiriendo 2 Ka-32A11BC EN 1997 y el tecero en el 2000
• Canadian Type Certificate issued in 1999• Emitido el certificado tipo a canada en 1999
• Over 40,000 hours flown in fleet• La flota tiene sobre las 40.000 horas voladas
Aerodynamic features of coaxial configuration helicopter
• Over 50 years production of coaxial helicopters included Ka-10, Ka-15, Ka-18, Ka-25, Ka-26, Ka-27, Ka-29, Ka-32 and Ka-50
• Small dimension, high thrust to weight ratio, great maneuverability and aerodynamic symmetry
• Reactive moment compensation different from single-rotor configuration. Reactive moment for coaxial helicopter is compensated solely on one axis.
• Coaxial rotor helicopters are 16 to 22% more effective than single-rotor aircraft• Coaxial configuration results in a reduction in size of approximately 35-40% when
compared to a single-rotor helicopter of the same class so the helicopter has a compact design
• Durante los 50 años de produccion de los helicopteros incluidos :Ka-10,Ka-18,Ka-25,Ka-26,Ka-27,Ka-29,Ka-32,Ka-50.
• Es de dimencione pequeña, alto relacion de peso y empuje, simetricamente aerodinamica y gran maniobravilidad
• La compensacion del momento reactivo es diferente a la configuracion de un solo rotor. El helicoptero coaxial para los momentos reactivos s0on compensados unicamente en un solo eje
• El helicoptero de rotor coaxial es 16 a 22 % mas efectivo que de un solo rotor de aeronave • El resultado de la configuracion coaxial es una reduccion de tamaño de aproximadamente 35-
40% comparado al helicoptero de un solo rotor de la misma clase tanto como el helicoptero que tiene um diseño compacto.
General Information
• Ka-32A11BC has Canadian type certificate # H-100• Helicopter is compact, the fuselage with the empennage is within the limits of
the rotor disk area• The helicopter can land on sites as small as 22x22m (72’x72’), our
requirements are 45x45m (150’x150’) for proper service landing• Maximum allowable external load 5 metric tons (11,023lbs)• Max gross weight with internal cargo is 11 metric tons (24,250lbs)• Max gross weight with external load is 12.7 metric tons (27,998lbs)• Maximum altitude for landing and shut down is 3000m (9836’) limited by APU
starting• El Ka-32A11BC tiene el certificado tipo canadience #H-100• El helicoptero es compacto el fuselage como el empenaje esta dentro de los limites del
area del disco del rotor• El helicoptero puede aterrizar en sitios pequeños como 22 x 22 m (72 x 72 ) pies o
nesecita estar 45 x 45 m ( 150 X 150) es apropiado para el servicio de aterrizage • El máximo peremisible de carga externa es de 5 toneladas ( 11,023 libras) • El peso bruto con carga interna es de 11 toneladas (24,250) libras • El peso bruto con carga externa es de 12 toneladas (27,998) libras• La maxima altitud de aterrizaje y apagado es de 3000m (9836)pies limitado por el
arranque del APU
Geometrical Data• Lifting Rotor Diameter 15,9 m• El diametro del rotor levantado es de 15,9 metros
• Helicopter Length (blades folded) 12,25m• La longitud del helicoptero (con las palas dobladas asia atras ) es de 12,25 metros
• Helicopter length (without blades) 11,27m• La longitud del helicoptero ( solo el fu selaje ,sin palas ) es de 11, 27 metros
• Helicopter Height 5,45m• La altura de helicoptero es de 5,45m
• Rotor Mast shaft forward tilt 4°30’• La inclinacion hacia adelante del eje mastil del rotor es de 4º 30'
Blades folded
Without blades
height
Rotor diameter
El helicoptero es muy compacto : los elementos de la aeronave no sobresale mas alla del diametro del rotor (15,9m) durante el parqueo las palas son dobladas y la lonjitud del helicoptero es de 12,3m
General Servicing Info• Fuel used Jet A-1• Qty during pressure fueling 3080 ltrs• Qty during gravity fueling 3450 ltrs• Oil System• Oil used Mobil Jet 254• Total oil system capacity 95 ltrs• Gearbox 62 ltrs• Main engines 26 ltrs• Auxiliary power unit 2 ltrs• Hydraulic System• Working fluid Aeroshell Fluid 41• Main and Aux System 24 ltrs• Standby System 11 ltrs
• Landing Gear• Working fluid Aeroshell Fluid 41• Working Gas (Nitrogen)• Tire Size• Main (620 x 180) mm• Nose (480 x 200) mm• Tire Pressures• Main 11 kgf/cm2
• Nose 6 kgf/cm2
• Wheel Brake Pressure• Max park 30 min-----24 kgf/cm2
• Norm park-------16 kgf/cm2
• Taxiing pressure-----12 kgf/cm2
• Nose wheel steering angle• +_ 89°• Utiliza combustible JET-A1
• La cantidad de combustible durante la recarga a presion es de 3080 Ltrs.• La cantidad de combustible durante la recarga por gravedad es de 3450.• Sistema de Aceite • Usa aceite Movil Jet 254.• La capacidad total del sistema de aceite es de 95 litros.• La GEARBOX tiene 62 Ltrs• Motores principales 26 Ltrs• En el APU 2 Ltrs• Sistema de Hidraulico • Trabaja con el Fluido Hidraulico AEROSHELL FLUID 41• El sistema auxiliar y principal 24 Ltrs.• El sistema standby 11 Ltrs .
•Tren de aterrizaje • trabaja con fluido hidraulico 41• trabaja con gas (nitrogeno)• Medida de las llantas • Principal (620 x 180)• De nariz (480 x 200)• Presion de las llantas • Principal 11K gf/cm²•De naris 6 Kgf/cm²•Presion del Freno de la rueda
Performance Data• Maximum (takeoff and landing) weight---------11000 Kg
• Max gross weight with external load-------------12700 Kg
• Minimum weight for flight----------------------------7200 Kg
• Maximum payload weight (internal)---------------3700 Kg
• Maximum payload weight (external)---------------5000 Kg
Airworthiness Limitations
Maintenance Program
Maintenance Manuals
Structure
Made up of 4 Main Sections:
1. Forward Fuselage.2. Tail Unit.3. Empennage.4. Nacelle
Horizontal Stabilizer Setting Angle 0 degrees + 15’
Vertical Stabilizer set at12 deg 30’ with leadingedge toward Tail Unit
Rudders move 22 deg + 2’
Longitudinal Beams
There are a total of 22 Main and 4 Aux Transverse Load Carrying BeamsThe 8 Main Transverse Load Carrying Beams are: #4 (Nose L/G), #7 (Forward G/B attachment), #9 (Aft G/B & MLG Shock Strut), 10a (MLG) 13 (Aft Cargo Compartment), 16 (Tail Unit Attachment), 21 and 22 (Horizontal Stabilizer Attachment)
Rotor System
Blade Attachment Fittings are made of Titanium
Balance Chamber for statically balancing blades
Carbon-fiberglass spar is main loadCarrying element, is hollow and
Balance weights are installed fromSection 6 to end
Only upper blades are fitted with tip lights
13 Pockets are Bonded to spar
Spar leading edge(14% of chord) is coveredWith rubber for erosion protection.There are also 32 St Steel erosion stripsBonded to the leading edge
Blades are Electrically heatedFor anti-ice (we remove harness)
3 trim tabs must beAdjusted the same
0 - +4 mm
Normally only upper blades areUsed for dynamic balance (newLower blades now have studs)
Two types of Blade Pockets, Old Style have aluminum honeycomb core covered with carbon-fiberglass skin andhave drain holes drilled in the lower skin to enable water to drain out. New style have fiberglass honeycomb core
and carbon-fiberglass skin with no drain holes. We have gone back to only using old style as we have found water In new style that cannot drain out. The water throw our static balance out and causes premature Rotor Mast wear.
Minimum clearance betweenBalance weights and blade is
5 mm
Balance weights are clamped (shimmed) and bonded to spar. They have shifted so keep an eye on them
Go away ane
St Steel Tip Caps coverBalance Chamber and are
Screwed on. They erode the most and can be changed
Lower Swashplate is gimbled to Upper Gearbox Case by these Trunnions which are shimmed on installation for maximum
0.1 mm axial play
Fabricated from AluminumAlloy, Splines and Collars
Are hard anodized to reduceWear. Pins that Static adjustRods are attached are steel.
Two Bronze Bushings are pressed and rivetted into sleeve#3 to reduce friction. Care must be taken on removal orThey will catch on the rotor shaft splines shearing rivets.
Torque Link is one of the fewItem that wears on the Rotor
Mast, Max play is 1.5 mm measured With a DTI. It can be re-bushed and
Re-shimmed using thicker ThrustWashers
Blade Folding
1. Rotate head until upper and lower #1 Blades are over top of each other at the tail, apply RotorBrake.
2. First unlock either #1 blade and sweep untilIt is locked in folded position, then do other #1 Blade.
3. Next unlock either #2 or #3 and sweep untillocked in folded position.
4. Next unlock remaining blade and sweep until locked in folded position.
5. It is easier to fold the lower blades first, then The uppers.
6.When unfolding it is easier to do the uppers first, unfold in reverse of folding except to preventBlade collision first unfold upper #3, then #1 or #2. When unfolding Lower blades first do the #2 then #1 or #3.
Rotor Head Problems
Flight Controls
Load feel units do not restrict travel of the flight
controls
The load feel units are connected to the trim
system magnetic brakes to provide artificial feel of the
controls
Pressure seal: where controls
meet from inside of cabin to
outside and into nacelle
Pressure Seal
The pressure seal is designed for sealing the control system elements at the point where they emerge from
the fuselage and run into the engine nacelle
Item 9 & 17directional
Item 10 & 16longitudinal
Item 11 & 15collective
Item 12 & 14lateral
Collective Friction
With brake off you should be ableto raise collective with 3 – 4 Kgforce on center of grip.With brake on you should be able to raise collective with 12 – 13 Kgforce.
The collective sticks are provided with friction clutches and levers for locking the stick
in any position
When the collective trigger is depressed,
the friction mechanism is released and the
auto pilot is temporarily disengaged
Static Rigging Check/Adjustment
Static rigging of flight control should be carried out whenever:
• Rotormast system is replaced• Gearbox is replaced• flight controls are replaced, or• Hydraulic servo unit is replaced
4 Rigging pins are used on the PC-60F, two longer ones for Longitudinal and LateralCyclic and two shorter ones for Collective and Directional Control
Lateral Cyclic pin goes here Fore/Aft Cyclic pin goes here
Collective pin goes here Directional pin goes here
Check for clearance
between lower static adjustment
rod to lower swashplate drive
link
Gearbox
Gearbox with Rotor Mast installedIs 4200 pounds. Make sure you
Have crane or hoist with sufficientLifting capacity.
L/H A.C. Generator mountR/H A.C. Generator mount
Fan Shaft drive
Nr Tach Generator
Standby Hydraulic Pump mount Main Hydraulic Pump mount
Gearbox Breather (vent)
Gearbox
1. Transmits torque from engines toRotor System and Accessories.
2. Changes direction of drive by 90 degrees.
3. Reduces RPM from 15,000 to 272.
4. Provides rear mount for engines.
Gearbox Oil Filter With Differential Pressure Transmitter
Aft Chip Detector
Oil Pump Block
Front Chip Detectors
Cooled oil returningto Gearbox Sump
Oil Filler
Remove Oil Filler HousingTo Inspect Z73 Gear
Scavenge (Hot) OilGoing to Coolers
Transmission Oil Pressure Transmitter
Transmission Oil Pressure Switch 1.3 Kg/cm
Transmission Oil Pressure Switch 2.5 Kg/cm
Hydraulic System
Hydraulic fluid in tanks:Main: 12 ltrsAuxiliary: 12 ltrsStandby: 11 ltrs
Standby Hydraulic Pump Main Hydraulic Pump
#2 A.C. Generator#2 A.C. Generator
Aux Accumulator
“Main Off” Discharge Valve
Aux Low Pressure Transmitter
Aux Low Pressure Switch(Behind Discharge Valve)
Main accumulatorStandby Accumulator
Aux Tank
Pressurization System Moisture Absorbing Filter
Main Tank
Stby Tank
Main Temp Probe
Pressurization Relief Valve
Main Fine Return Filter
Pressurization System Air Filter
Standby Tank
Fine Return Filter
Aux Return Filter
Tank Pressurization Low Pressure Switch
Aux Return Filter
Filter For Ground Charging (Filling) of Hydraulic Tanks
Main Temp Probe
Pressurization SystemPressure Reducer
Aux Pressure Transmitter (High pressure)
Fuselage JackingElectrohydraulic distributor
Aux High Pressure Filter
Fuselage Raising and Lowering Electrohydraulic Distributor
Check Valve (#12)
Aux High Pressure Relief Valve
Aux High Pressure Transmitter
Check Valve #12Aux Pressure Relief Valve
Aux Pressure Filter (210 Kg/cm)
Aux Pressure Transmitter (210 Kg/cm)
Tail Raising and Lowering Electrohydraulic Distributor
Tank Pressurization Pressure Reducer
Aux Pressure Transmitter (210 Kg/cm)
Pressurization System Pressure Regulator
Batch Box ForMLG Jacking System(Under These Hoses)
Fuselage JackingElectrohydraulic Distributor
Pressurization Connection #1 Engine
Pressurization Check Valve #1 Engine
Pressurization Line Connection #2 Engine
Pressurization Check Valve #2 Engine
Cargo Compartment Avionics Compartment R/H Side
Check Valve in Hydraulic Tank Pressurization Circuit From Hand Pneumatic Pump/External Pressure Connection
“Main Off” ElectrohydraulicDistributor
Main Pressure FilterStandby Pressure Filter
Aux Low Pressure Filter
Standby Discharge Valve
Aux Pressure Reducing Valve (210 – 80)
Main Tank
Tank Pressurization MoistureAbsorbing Filter
Tank Pressurization Air Filter
Buttons for bleeding off AccumulatorPressure (bleed before removing Filters/lines)
Main Electrohydraulic Distributor
“Standby Off” Electrohydraulic Distributor Aux Accumulator
Aux Hydraulic Pumping Unit
Provides emergency fluid pressure to the
brakes and for hoisting and lowering fuselage in
case of main hyd system failure
Lower Nose Avionics BayNose L/G Jacking Electrohydraulic Distributor
Nose Landing Gear Jacking Electrohydraulic Distributor
Ground Hydraulic Panel
Fuselage Jacking Remote Switch
Nose Jacking Remote Switch
Tail Avionics Compartment
Hand Hydraulic Pump Handle
Hand Hydraulic Pump
Cargo Compartment L/H Side
Hoist Boom Electrohydraulic Distributor
Cargo Compartment L/H Side
Hoist Boom Electohydraulic Distributor
Interior View of Ground Hydraulic Panel
Cargo Compartment Avionics Compartment (Between transverse fuselage frames 13 and 16)
Check Valve in Aux Pump Circuit (PreventsAux ground hydraulic pressure to reach pump)
Cargo Compartment Roof
Hydraulic Instrument Panel
Fluid temp range -40 to +85 Deg C
Hydraulic Steering System (PC-60F)Lateral Cyclic
Fore/Aft Cyclic
Collective Directional
PC60F Hydraulic Actuator L/H Side
Directional Control Input
Fore/Aft Cyclic Control Input
Standby Pressure Connection
Standby Return Connection
Main Pressure Transmitter
Main Pressure Switch
Standby Pressure and Return Filters
Autopilot Block
Fore/Aft Cyclic Control Output
Directional Control Output
ForwardAft
PC60F Forward View
Directional Control Input
Collective Control Input
Fore/Aft cyclic Control InputLateral
Cyclic Input
Fore/Aft Autopilot Input ConnectorLateral A.P.
Input Connector
Directional A.P.Input Connector
Collective A.P.Input Connector
Connector For Press Trans &Switch (main)And control valvemicroswitches
Connector ForPress Trans &Switch (Stby) &Control ValveJam Test Circuit
Control Valve Jamming Microswitches Under These Covers
PC60F Hydraulic Actuator R/H Side
Collective InputCollective Output
Main Pressure Connection Main Return Connection
Lateral Cyclic Input
Lateral Cyclic Output
Standby Pressure Switch
Standby Pressure Transmitter
Main Pressure and Return Filters
ForwardAft
Autopilot Block
PC60F Aft View
Collective OutputDirectional Output
Lateral Cyclic Output
Fore/Aft Cyclic Output
Control Valve Jamming Microswitches under this cover and underneath Collective and Directional outputs
Landing Gear
• Quadricycle non-retractable• Main gear fitted with brakes• Tire sizes • Main: 620x180 mm• Nose: 480x200 mm• Hydraulic pressure for wheel
brakes : provided by main system (normal operation) and Aux system (emergency operation)
• Shock struts for nose gear integral
• Main gear strut independent of landing gear
• Right main gear has collar which acts on a limit to activate certain systems on lift off
HOISTING SYSTEM• Operating switches in cockpit and
external charging panel• Auxiliary hyd system used to
raise and lower aircraft• Interlock relay provided in system
to prevent starting the engines when the helicopter is raised
• Hyd press in main strut when hoisting 210 kg/cm2
• Hyd press in nose strut when hoisting 80 kg/cm2
CAUTIONS FOR NOSE OR TAIL HOISTING
• NEVER RAISE THE NOSE OR TAIL SECTION WITH THE ENGINES RUNNING
• WHEN LOWERING THE NOSE OR TAIL SECTION OF THE FUSELAGE HOLD THE CONTROL SWITCH FOR NOT LESS THAN 30 SECONDS, AT LEAST 1½ MINUTES.
• NEVER RAISE AND LOWER THE NOSE AND TAIL SECTIONS OF THE FUSELAGE AT THE SAME TIME
THE MAIN LANDING GEAR INCLUDES:
•SHOCK STRUT
•UPPER AND LOWER SIDE STRUTS
•FORK
•WHEEL
HOISTING SYSTEMHOSE
Landing Gear Squat Switch (R/HMLG only): Turns off Aux Hydraulicpump, Turns on FDR and enablescircuit that increases rectifier out-put in flight if one fails.
MLG Shock Strut
Upper “V” Brace (Two piece)
Lower “V” Brace
MLG Fork
MLG Tire Pressure: 11 + 0.5 Kg/cm
SHIMMY DAMPER
•SELF CONTAINED HYD UNIT
•ENSURE STABLE MOTION OF CASTORING WHEEL WHEN TAXIING
•REPOSITIONS NOSE WHEELS TO TRAILING POSITION FOR FLIGHT
Nose Landing Gear can be locked in direction of flight manually using this lever
Shimmy Damper
NLG Shock Strut
NLG Tire Pressure: 6.5 + 0.5 Kg/cm
NLG Scissors
NLG Fork
13 + 1 Kg/cm
Attachment Points
Fill with MIL-H-5606 (Fluid 4) throughThis connection until line on indicator pin is even with casing with wheel centered
Bleed Shimmy Damper using these screws
Brake Limits
1. With the Taxi Brake lever appliedBrake pressure should not exceed12 Kg/cm.
2. Parking Brake Limits:0 – 16 Kg/cm Unlimited16 – 25 Kg/cm Max 30 Minutes>25 Kg/cm 5 Minutes (mustBe recorded in log book and wheelsRetired after 10th application.
Parking Brake pressure should notExceed 28 Kg/cm.
Brake Control and Pressure Reducing Unit (One under each pilot floor)
Electrical System
L/H GeneratorR/H Generator
Forward
Aft
MDU-1
L/H GeneratorLine Contactor
A.C. External Power Line Contactor
L/H Current Limiter
Main Transformer Circuit Breaker
MDU-1
Rotor RPM Warning Box
MDU-2
Landing Gear Limit Switch(Starts Aux Pump On Ground Starts FDR On Takeoff and Increases TRU Output In Air Only If One Fails)
MDU-2
R/H Current Limiter
R/H Gen Line Contactor
MDU-2
Tail Electrical Compartment
36 VAC Inverter
115 VAC Inverter
Generator Voltage Control And Protection And Control Units
DU-11
36 VAC Inverter
115 VAC Inverter (Single Phase)
36VAC Transformers
L/H Generator Voltage And Protection and Control Unit
R/H Generator Voltage And Protection And Control Unit
Forward Aft
Main Transformer Standby Transformer
DU-11
MDU-3 L/H Transformer Rectifier
L/H TRU
L/H Battery Compartment
D.C. Ground Power
A.C. Ground Power
R/H Transformer Rectifier MDU-4
R/H Battery Overtemp Warning Box
R/H TRU
R/H Battery Compartment R/H Nose Landing Gear
Heater Line
DU-12 (Special Equipment) Three Phase A.C.
Transverse Frame #7
R/H Side Of Cargo Compartment
DU-12
DU-6
DU-6
Fuel System
There are pressure switchesin vent lines of L/H #1 and R/H#4 and both #5 tanks that will sense over-filling of tanks when transferring fuel from #6 tanks (L/H #1 and R/H #3/4)or #1 and #3/4 (both #5 tanksif the fuel level float valves fail.Overflow lights will come on alerting pilot who must thenoff appropriate transfer pump.
When single point (pressure)re-fuelling a switch can be selected on re-fuelling panelto either fill all the tanks (3080liters with all tanks installed)or only the #5 and #2 tanks(1000 liters). If any transfer pumps are on the re-fuelling valve will close (system thinkstank has over filled). Pilot mustturn off transfer pumps andyou must reset system bypressing the “P Ind” on the re-fuelling panel.
MAXIMUM RRESSURE DURINGPRESSURE RE-FUELLING IS2.5 +2, - 1.5 Kg/cm (approx. 65 PSI)
Single Point Re-fuelling Panel
Drain Collector Level Sight Glass
“P Indicator” Reset Button
Full Tank Indicator Lights
Full Tank Light Test Button
Single Point Re-fuelling Connection
Full/Off/1000 Liter Selector Switch
Fuelling Light(Pressure > .3 Kg/cm)
Fueling Valve Open Light
Drain Valve For Collector Can
Fuelling Off Light
L/H Full/1000 Liter Selector Valve(1000 Liter = #5 & #2 Tanks Only)
L/H #4 Fuel Tank Sump Plate
Fuel Quantity Sender
Transfer Pump Pressure Switch (P >.15 Kg/cm)
Transfer Pump Housing
Drain Valve and Connection For Drain Hose
Fuel Level Float Valve And Check Valve
Pressure Re-fuelling Connection
Transfer Pump Connection Line Going To #5 Tank
L/H #3 Fuel Tank Sump Plate
Fuel Quantity Sender
Pressure Re-Fuelling Line
“T” For Connection To Fill #6 Tank
Fuel Level Float Valve And Check Valve
L/H Fuel Tank Sump Plate
Boost Pump Housing
Fuel Quantity Sender
Drain Valve And Drain Hose Connection
L/H #1 Fuel Tank Sump PlateFuel Quantity Sender
Transfer Pump Pressure Switch
Transfer Pump Housing WithDrain Valve And Drain Hose Connection
Fuel Level Float Valve And Check Valve
Line For Transferring FuelFrom Forward #6 Fuel Tank
R/H Full/1000 Liter Fuelling Valve
R/H Fuel Tank Sump Plate
Transfer Pump Housing And Drain Valve With Connection
Transfer Pump Pressure Switch
Fuel Quantity Sender
Fuel Level Float Valve And Check ValvePressure Re-fuelling Line To #3 TankPressure Re-fuelling
Supply Line
Fuel TransferLine From Aft #6 Tank
Fuel Level Float Valve And Check Valve
Fuel Quantity Sender
R/H #3 Fuel Tank Sump Plate
Pressure Re-fuelling Line
Aft #6 Tank Vent Outlet
Forward #6 Fuel Tank Vent Outlet
R/H Fuel Tank Vent Outlet
L/H Fuel Tank Vent Outlet
R/H #2 Fuel Tank Sump Plate
Boost Pump Housing
Drain Valve With Connection For Drain Hose
Fuel Quantity SenderPressure Re-fuelling Line Going To R/H #1 Fuel Tank
R/H #2 Fuel Tank Sump Plate
Pressure Switch For Boost Pumps
Interior View Of Pressure Re-fuelling Connection
Pressure Re-fuelling Valve
Pressure Re-fuelling Pressure Switch
APU Fuel Valve
Pressure Switch In Vent Line Of R/H #5 Fuel Tank
Pressure Switch In Vent Line Of L/H #5 Fuel Tank
#1 Engine Fuel Shut Off Valve
Crossfeed Valve
#2 Engine Fuel Shut Off Valve
#1 Air Separator
Preservation Fitting
Line For Fuel/AirBack To L/H #2 Tank
Centrifugal Fuel Pump
Engine
R/H (#2) Engine Installed
L/H (#1) Engine Installed, R/H Side
L/H (#1) Engine Installed
#1 Engine Oil Tank
#2 Engine Oil Tank
R/H Engine Oil DrainR/H Engine Chip Detector located under these lines
L/H Engine Chip Detector
Oil Pressure Adjustment1 Turn = 0.5 Kg/cm, Clock-
Wise to increase
Oil Pump Block
Engine Oil Filter
Ejector
Cutoff Valve in oil supply line to 4/5 bearings: Closes on shutdown at 0.7 Kg/cmTo prevent oil flooding hot end – If engine smokes on shutdown this valve is
Most likely not closing
#4/5 Bearing Scavenge ScreenLocated in this line
Check Valve in return line to Oil Tank
Check valve in return line
R/H Engine Oil Temperature Probe
Main Fuel FilterInsp/Clean every 50 Hours
Fuel Control Unit L/H View
Temp Probe
Centrifugal Switch
Power SynchronizerH.P. Fuel Pump Electric Actuator
Speed Resetting Lever
Throttle Lever
Fuel Shutoff Lever
Start Control Unit Air Filter
Screw 13 Adjusts Fuel Pressure at Wet Motoring Run
FCU Finger Strainers (Filters)Insp/Clean each 100 Hours
Fuel Shut Off LeverMin 0.2 mm clearance
at stops on FCU
Fuel Throttle Lever: Rigging anglesShould be 0 - +3 deg at Idle; 48 + 2
Deg at Auto; 120 + 2 deg in AutoWith Collective fully up
Speed Resetting Lever
Cooling
Grease Nipple
Fan Stator Vane angles can be changed for winter operations
Remove this plug when greasing to purge grease
Fan Shaft Alignment Check: Max runout of 0.55 mm measured with specialRussian DTI. We usually spend time and align for max runout < 0.1 mm
Fire Protection
Fire Advisory andExtinguishing Panel
#1 Fire Bottle
#2 Fire Bottle
Prior to removing squibs Always install safety pins
Pressure should be 85 – 95 Kg/cm+ 0.5 – There is a correction
Chart In Maintenance Manual for ambient temperature
Main Engines have 3 groups of 3 Fire Detectors
Fire Detector
Starting System
R/H Engine Air Starter
Starter Air Filter
Ignition Unit
2 Igniters
L/H Starter
Remove Below +5 deg C,Bird Screens are designedTo prevent medium sized
Birds entering engines
Temperature Control
L/H and R/H Engine Temp Regulators
Thermocouple Resistance Check
1. With engines cold remove wires From Temp Regulator.
2. Measure resistance, it should be2.5 ohms + 0.5 ohms.
- If you have any problems with tempregulating or indication system cleanall connectors, remove wires fromengines and temp regulator and cleanthoroughly with scotchbrite.
- If engines are warm measure resistance, record value then reverseleads and measure again. Add together and divide by 2.
- The Russian electrical guys say thisIs a B.S. check as total resistance Through the engine is only 0.5 ohmsSo you could have a problem yet stillGet acceptable resistance values.
Thermocouple harness connects to Engine here, there are 2 pairs of terminals with a total of 6 wires for the airframe harness. 2 wires go to one pair of terminals and supply temperature to indicator, 4 wires go to the other pair of terminals, 2 supply
temp to the Temperature Regulator and 2 to the Flight Data Recorder.
Engine Indication
Power Level Indicator
Nr Tach
Ng Tach
Engine Oil Pressure and Temperature Indicators
ITT Indicator2.5 Minute
Power Lights
APU
Ignition Unit
Start Fuel Valve Main Electrical Connector
Oil Filler Cap
Oil Pressure Switch
Fuel Distributor
APU Fuel Filter
Oil Level can be seen Through this mirror
Heating System
R/H Engine Blow-out Valve
R/H Engine Heater Valve
L/H Engine Heater Valve
L/H Engine Blow-out Valve
Cabin Heat Pressure Regulators
Cabin Heat Air Ejectors
Cabin Heat Temp Regulator Valve
Cockpit Heat Temperature Regulator Valve
Center Console L/H Side
Cockpit