Curso KAMOV 32

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


Pressure Re-Fuelling Line

“T” For Connection To Fill #6 Tank


L/H Fuel Tank Sump Plate

Boost Pump Housing


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


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 Level Float Valve And Check ValvePressure Re-fuelling Line To #3 TankPressure Re-fuelling

Supply Line

Fuel TransferLine From Aft #6 Tank



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


Boost Pump Housing

Drain Valve With Connection For Drain Hose

Fuel Quantity SenderPressure Re-fuelling Line Going To R/H #1 Fuel Tank


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

Documents

Curso KAMOV 32