AIRCRAFT MIG-21FL TECHNICAL DESCRIPTION BOOK III CONSTRUCTION

• Document Type: CREST
• Collection: General CIA Records
• Document Number (FOIA) /ESDN (CREST): CIA-RDP78-03066R000100100001-8
• Release Decision: RIPPUB
• Original Classification: S
• Document Page Count: 408
• Document Creation Date: December 19, 2016
• Document Release Date: March 20, 2003
• Sequence Number: 1
• Content Type: REPORT

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AIRCRAFT MIG-21 FL
TECHNICAL DESCRIPTION
BOOK III
CONSTRUCTION
SECRET
10
Cid
GROUP I
[Exc;oded from ooPomo,
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SECRET
Copy
AIRCRAFT Mgr-21441
BOOK III
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SICK Ft
Copy
AIRCRAFT mmr- 214)A
TECHNICAL DESCRIPTION
BOOK HI
CONSTRUCTION
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This Tesbnisal Dosoriptiom of the aircraft oomprimee five hooks:
Book I - Perfornmatio Chersoterimtise
loot II --AXSONOIrt
Bock III - Cemmiresties
Book IV - Ileotrioal and Oxygen lquipment and Flight Instruments
look V - Radio 'wipeout
In servicing the aircraft follow the diagram as well as this Operating and
laintensno? Distractions provided with each aircraft.
The book isoludes 38* pages.
'amides, there are 17 secret Insets.
inset 1 to fees page 6, insets 2 and 3 to fees page 10, inset 4 to
f440 poio 26, inset 5 to fame page 36, imsets 6 and 7 to fess
poi* 64, bigot 0 to took My 106, inset 9 to fame page 142,
inset 10 to fees page 144, insets 11 and 12 to fame page 176,
Inset 13 to fees page 240, least 14 to face page 262; inset 15
to rove Pols 306, Lest 16 to face page 334 an& least 17 to fess
page 336.
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ChapterI
GENERAL
Aircraft MC" -21I is a single-seat lizht fighter with one turbojet engine fit-
ed with up-to-date instruments and radio equipment to sake its flights reliable
IL rough weather in the daytime and at night.
The fighter is an all-metal cantilever centre plane with a thin triangle wing.
a sweepaack tail unit and a controlled stabiliser.
The air intake has an automatically controlled movable cone to ensure sexism
aircraft thrust at minimum drag losses of the air intake.
The air intake duct is provided with shutters decreasing thrust losses when
taking off and with anti-surge shutters ensuring reliable engine operation when
connecting the afterburner and in the case of maximum angles of attack of the air-
craft.
Three air brakes are fitted at the fuselage bottos. The ailerons have axial
aerodynamic balance and floating flap 5.
The fuel system inc.ludes six tELLY.S inside ths fuselage, one saddle tank, four
wing tank compartments and one drop tank.
The airorr.ft is fitted with fire-fighting equipment.
To shorten the landing roll the aircraft is provided with a drag chute Lo-
cated in the tall section of the fuselage.
Longitudinal control of the aircraft is effected by a stabiliser driven by a
two -chamber booster.
Transaiseiou ratios from the control stick to the spring-feel mechanism and
stabilizer booster are automatically varied in speed and altitude to maintain
constant performance characteristics and to eliminate the excessive effect of the
stabilizer at high speeds and low altitudes of flight.
Lateral control of the aircraft is effected by the ailerons driven by two
boosters. To eliminate the excessive aileron effect at high speeds and low alti-
tudes of flight taere is mounted a control stick-to-aileron booster gear ratio
non-linear change mechanism.
The lateral control system comprises a single-axis (roll) automatic pilot
to ensure:
(a) damping of aircraft roll during manual control;
(b) zeroing of any initial roll angles;
(c) balancing of roll angles.
Rudder control is boosterless. The hydraulic system consists of two indepen-
cent systems - the booster system and the main system.
The booster hydraulic system feeds the aircraft control systea, i.e. it
actuates two aileron boosters and one stabilizer booster chamber.
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The maim hydraulic system actuates: the 3nneling gear, flaps, air brakes, anti-
E--ge shutters, air intake movable cone, engine adjustable jet nozzle, automatic
pilot (pressure blocking in the hydraulic system), one chamber of the stabilizer
nostery this hydraulic system provides for operation of aileron boosters in case
z f failure of the first hydraulic system and brakes the landing gear wheels auto-
z.atically during retraction.
If one of the hydraulic systems fails, the power developed by the remaining
Dooster chamber proves sufficient to accomplish the flight. If the engine stops and
fails to .)e started during the flight, the engine autorotations being normal, the
aircraft :landing is ensured by the pressure created by the hydraulic pumps operat-
Lr4, on autorotations and by an emergency pumping unit.
The aIr system comprises two independent systems: the main and the emergency.
The main system provides for wheel braking, lifting and pressurization of the
czckpit canopy, releasing and dropping of the drag chute, emergency tossing and
open1ng of the canopy time delay lock, operation of the de-icer and control of the
cooling valve of the forward fuselage hermetic compartatents.
The emergency system is designed for landing gear emergency extension and
emergency braking of the main wheels.
The pressurized cockpit is supercharged and ventilated automatically to keep
normal pressure and temperature conditions.
The cockpit is fitted with oxygen supply system comprising aircraft equipment
and an anti-g suit.
The aircraft is equipped with an ejection seat with canopy protection allowing
the prlot to safely abandon the aircraft in case of emergency.
'Ine cockpit canopy is fitted with a fluid de-icer.
A generator-starter serves as a D.C. power source.
Two storage oatteries operating in parallel with the generator are an auxiliary
source of power.
The generator-starter serves for starting the engine. Autonomous engine sta.rt-
lug is performef by the storage batteries.
An A. C. generator is an A. C. power source.
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?.ienera.
This aircraft in an all-metal centre plane with triangle wings, a controlled
stabilizer and a standard vertical tail unit.-
The aircraft has a nunber of structl....ral joints (Yig.2) dividing the fuselage
into separate sections: nose section, tail section, wings, stabiliter, rudder, etc.
These joints wake it possible to replace the engine, and to.. carry out different
operations of routine 'maintenance. ?
The fuselage is of a semi-ecnoccque structure.
Installed in tae nose fuselage section at t'ne engine inlet duct is a Movable
cone with ? follow-up' control system and a bounda27 layer bltf-d device. The cone 15
aad? radio transparent. The air Intake is bifurcated before the cockpit into two
durts bending round the cockpit and joining, ar_-,ain to supply air to the engine. To
a?.,id surging of the. engine there are aut,mstically controlled anti-surge shutters
or. tae Fieslaes, on toe fusela-e ser iea- frames 1:os additional air
in?Auce shutters (take-off shutters) are provided. The two types of shutters serve:
to associate the air 1m:eke with the surrounAinw atmosphere under different Loperat-
ins conditions. The fuselage atounts three air brakes: two front and one rear.
Installed inside the cockpit are brackets with rollers to mount an ejection .
seat, type CZ., which allows the pilot to abandon tne aircraft in case of emergency
in tat air.
The streamlined cockpit canopy offers toe pilot a good field of View. -
The superstracture behind the cockpit ensures a smooth transition from the
mcvatle section of the canopy to the baddle fuel tank installed on the fuselage
te:_ind the cocktit. The non-pceseu.rized superstructure is movable and is .secured
to toe preesuri zed cockpit partition and f.ueo-lage by means of anchor outs.. The presL
a-riled partition sera: ates the airtigrit coc.kojt from the non-pressurized super-.,
5 rt.cure itmC is faElened in its central part by two braces. The pressurized
torn v:...-?ch Is a fist sheet 'vito stamped-out beads en,' riveted shapes, is attached-
t_ tie c -carrying panel, siperstrLcture and frame lio.1.1 by means of rivets and????
Installed in the upper section of the fuselage on the air intake is a pitot-
static t-te boom.
F--liat ',Ale pilot In catapult.aaL, the aircraft is fltted with at-nor
inz I udlng ALL &Dolor 80.1eld and armor plates iscunteO in the irpper -;,art I frames
I-.
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IL the lower section of the fuselage between frames Nos 16 and 20 (right, lef-
tnere is a well to accommodate toe lendin6 gear main strut wheels during retractic.,
At toy, between frame 5o.17 and toe fin beam is arranged a superstructure mountin.,:
the rudder and stabilizer rods, radio electric wiring. booster EY-51MC, pumping
unit and other aircraft control units. Part of the superstructure between
frame No.16 and frame No.30 is removable and is fastened to the diaphragms and
longitudinal shapes of the fuselage by means of screws and anchor nuts.
The fuselage bears a etructural joint on frame 1o.25, which divides the fuse-
lage Into the nose and tail sections. The stabilizer fastening beam is installed c:
toe fuselage tall section between frames Nos 35 and 36. Toe drag chute well is ar-
ranged nolo., at the left-nand side between frames Fos 30 and 32. Below, between
frame No.21 and the end of the fuselage is installed a ventral fin. The rear fuse-
lage ter=1Lates In a movable tall cone.
The fuselage of this construction employs aluminum alloys .L.16, B95, B1165-1,
most stressed members being, made of steels 30XTCA, 30ITCHA.
The aircraft is fitted with a triangle wine with the sweepbaca angle along tht
leading edge equal to 57?. The wing is made of airfoil sections with relative thici-
noes at the root of 4.2% and at the tip. 9%.
Filled to the wine are ailerons with axial aerodynamic balance and floating
flaps.
Lech wing outer panel has a well to accommodate a landing gear main strut.
The outer panels are Neatened to the fuselage at joints on frames 510s 13, 16, 22,
25 and 26. The wing has two hermetically sealed fuel compartments formed by the wit,
structural elements.
The vertical tall unit consists of a fin and a rudder fastened to the fin mem-
bers at three pants. The fin is rigidly connected on the rear fuselage to frames
Nos 54 and 36 by means of attachment units and is riveted to steel angles. The rud-
der has axial aerodynamic balance.
The horizontal tall unit comprises a controlled stabilizer, without an eleva-
tor. The stanilizer consists of two symmetrical halves (right and left) connected
with the stabilizer attachment beams.
tion.
I. FUSELAGE POSE BECTICS
1. Construction and Arrangement
The fuselage nose section (Fig.4) is the most complex of the aircraft construc-
Tbs transverse load-carrying assembly of the nose fuselage section includes
framea, frames Nns 1, 3, 6, 11, 13, 16, 20, 22, 25 and 26 being load-carrying
aezoers.
The longitudinal asserbly is composed of longerone and beams with a few number
of strttgers wLich is compensated for ty oter skins of considerable thickness.
Located is the front section of the fuselage is an air intake of variable inlet
section area ad;usted by a movable cone with a follow-up system. Arranged between
fraze No.3 and !rime are two c..r.tartsents: the upper and the lower. The upper
coa-rartmett n--r., :11.7.1C and electric eqii7zent. The lower compartment ie separated
froc tne J;per z_mi'artMer.t by ? horizontal partition and has a special well to ac-
commJet-e the landing gear Lose strut.
-.L. cockpit housing the instruments and aircraft controls is located between
frames Los E aid 1 Below the cockpit is arranged the storage battery compartment.
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ENG,NE TTACHMENT
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AIR INTAKE DUcT
CANOPY
BFR. NO.29
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behlL4 t'Le cc,:irpil, between frames Nos 11 and 20 there are containers for 611
bag.type fuel tanks:
(a) tank 1.0.1 is located between
(2); tar.* n).2 is located between
(c) tank No.), consisting of two
and 2C;
(di tank No:4 is located between
(e) tank No.5 is located between
(f) tans No.6, consisting of two
frames Nos /1 and
frames Nos 13 and
parts, ie located
framee Nos 20 and
frames Noi 22 and
parts. is located
134
16;
between frames Nos 16
22;
25;
between frames Bop 25
and 28.
The seventh, additional, fuel tank (metal one) is mounted on top the fuselage.
Arranged between frames Nos 16 and.20, on the left and right, are the wells
for the wt.eels of ths landing gear main struts (the main struts retract into the
wings and ro wheels are drawn into the fuselage). .
The wells for the front air brakes are arranged on the left and right of the .
.ower fhselage section between frames Nos 11 and 13. Below, between framee Nos 22 '
and 25 are located fastening members of the rear air brake and 119 hydraulic cy-
linder.
To accommodate the control rods and the electric and radio conductors, there
is a movable superstructure cover located above the front fuselage between frames
Noe 16 and 28. Installed in the nose fuselage section between frames Nos 22 and..28
Is at, attachmec. hunm with a socket for the engine king pin at frame No,25.
The air intale running from the nose cone to frame No.22 is divided in front
of the cockpit into two parts and then, behind the cockpit, joins again to form a ?
comaon cylindrical duct.
The engine is mounted in the cylindrical cavity between frames No 22 and 28.
The air cooler of the cockpit Sir supply system is installed in the duct before
the ?agire inlet.
The i.Aselage noes section accommodates a number of hatched; to give access; to
the aircraft equipment.
2. Movable Comm
Arre..rIgesent.of Movable Cons (114.5).
The movable cone is deelKned to increase the engine thrust at supersonic speeds
of aircraft flight. The cone axis is inclined downwards at 30 to the 'aircraft refer-
ence line. ?
The movable cone is located between the front edge of the fuselage nose see-
tion and frame No.3 at the air intake inlet and falls into two aections: etatio-
cakry 15 and soaring 16.
Sc-sing section 16 whose frame is formed by ring 18, beam II, rails 4 and'6,
shifts along guiding rollers c of stationary section 15. Ring 18 and inner rail*
boar the radar Station fastening units and together with beam 11 fors the radar sta-
tion attachment frame. Ring 18 is secured to ths cone 'Bowing section by means of '
bolts 2:1 attached to ring le by nineteen bolts 20 is a.radio-transparent cone
(Place lowing section 16 is shifted under the action of the movable rod Of
hydraulic cylinder 12 connected with beam 11.
Statinary section 15 whose frame is formed by cast rings with rollers 8, dla-
parte*a and stringers, is rigidly connected with the structural members of the fuse-
lage nose section by means of upper 15 and lower booms (Be. the diagrams of the re-
tracted and extended cone).
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mediate filanS; laid between the skins is curtain cloth. The cone is 14 mm thick, az
Ita tbk terminates in a stainless steel tip. Cone 14 is fastened to ring 4 by seam
of ulneteen tolts (section
The stationary cone section is a compartsent occupying the space oetmeen
frUDell 206 1 and 3 whose frame is formed, at frames Nos 1 and 11, by cast electrOm
rings coled tcgetncr by four electron diaphragms, a duralumin diaphragm at frame
ho.2, and a nuaber of stringers and transverse diaporagms.
Aousted on the cast rage are eight steel rollers 13 to forward the direction
of rails 10.
The frame of the stationary section is covered with duralumin sheet.. In the
lower pressurized part of frame No..3 there is a hatch cover giving access to the
fuse box in the upper section of the compartment; located below the alcohol tank
catct is a hatch cover giving access to the electric cords of the special equip- .
Anent and the hydraulic cylinder fastening bolt.
The tydraulic cylinder is secured to the unit on frame Nc.4 and is enclosed it
a hermetically sealed housing coupling the cylinder cavity with the compartment bet
ewes frems Fos 1 and ).
Prior to removing the ring and disconnecting the hydraulic cylinder, the cone
suet be extended in the middle position by the hydraulic system or. the hydraulic
power cart.
Soundary Lsyer Bleeding and Blowing .
of Radar Station
To ie,rease the effectiveness of the inlet section of the air intake the air-
craft is fitted with a system for bleeding the boundary layer from the cone
The air is sucked in through the alit formed by easily removable ring 2 and
radio-transparent cone 11 toes the air is forwarded through the holes in east ring
16, diaphragm and between the seine of. the cone moving section into the
radar station compartment for blowing purposes. The air is released through valve:
in tam lower part of frase No.3 into the well for the landing gear front strut me'
further Into the atmosphere (See the boundary layer bleeding diagram). At high alMm
the aerodynazic besting leads to a considerable increase of temperature of the .
sucked-in air; therefore, during flights at M = 1.55 the valve is shut and blowine
is stopped. For thermal protection of the radar units the inner skin of the radar
compartment has thermal insulation of material *CAM.
3. Compartments. Units and Assemblies
of Fuselage Nose Section
l4t4lapent Coapartment
The equipaent compartment is located in the upper past between frames Nos 3
and 6. The lower part of the space between the frames forma a well for the latuliag
gear front strut; it Is separated froa the equipment compartment by a horizontal
boistmad having a stamped recess for the front strut wheel and a removable housing,
the cone actuating hydraulic cylinder of the Y1Z-21a aystem.
The fraaework of tail' compartment is formed by frame No.5 through to fraMe
and by a number of stringers and shapes. The compartment accommodates radio and
electrical equipment. Access to this equipaent is provided tnrougn a special batch
whose cover la fastened to the compartment shapes by means Of locks.
01-8
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? Frames (pigo)
Frame No.) is fabricated as a web made of material A16 having a rim and a set
o shapes riveted tr it. Part of the frame halted by tbe Tie is Lade airtight by
cc: _uvering tne rivet seams vita sealing varnish 9-30M. The upper and lower parts of
se one frame nave extending non-pressurized superstructures. The central part of the
frame mounts a removable hatch cover and a framing with anchor note to fasten the
cc housing of the cone actuating hydraulic cylinder.
Frame No.6 is load-carrying; it is a web reinforced at its contour by angles
and vertical pressed angles. Secured to the frame are the nose strut attachment
fitting and the frott armour plate. in the lower part of the frame a cut-out is
made fax the landing gear nose strut and a stop is fitted to retain the strut in
the extended poeition.
Frame So.11 is a load-carrying web with shapes. Secured to it are the rollers
of the ejection seat and the bell-cranks of the aircraft control systea. The upper
se part of the frame constitutes a single whole with the canopy-mounting panel.
Frame No.13 is a load-carrying web with a hole for the air intake. The frame
? web is reinforced with shapes. On the left and right sides of the frame there are
sez
attachment fittings fastening the wing to the fuselage.
The lower part of the frame is a load-carrying Resemblys it carries the
bell-cranks of the aileron control system- . . ? ,
Frame No.16 is load-carrying; it is a ring formed by a web and angles. Mounted
in the middle of the frame are strips with the remeining attachment fittings for
securing the Wing to the fuselage.
Frame No.20 is a load-carrying web made in the form of ring and reinforced'
with shapes. Jointed to the left and right sides of the frame by means of angles are
wells for the landing gear main wheels. The lower part of the frame bears a bracket'
of the rear attacnment fitting of the drop tank pylon.
Frame No.22 is the main load-carrying frame for wing attachment. At this frame
the air intake duct terminates and the engine compartment begins. The frame
consists of four parts joined by bolts. The upper and, lower parte of the frame are
? of 1-section.
Fastened to the central upper part of the frame is the engine attachment beam,
? while to the lower part of the frame are joined the attachment fittings of the
engine .7,ontrol system bell-cranks. The left and right parts of the frame are cross-
pieces of I-section. Lech of them is fitted with four forked unite for attachment
to the upper and lower parte of the frame and four horizontal luge of the wing
attachment fittings.
Frame No.25 is a load-carrying horseshoe frame with a lower arch of I?section.
The main part of the frame consists of two halves joined on the engine mounting
beam. On the frame web there is a number of reinforcing struts and in the middle,
on its both sides, there are reinforcing straps and shapes to which steel attach-
rent fits of the wing are secured. The lower part of the frame consists of two
npeo disparagne between which a beam is attached. The beam carries an attach-
rear air brake cylinder and the engine attachment unit.
Frame No.26 is the last member of the fuselage nose section whlclieerves as a .
trame between the fuselage nose and tall eectiOns. The frame is 4 rie with a
reinforcing angle to which a sheet web is riveted. Lock veal:Lem irr jcint bolts are:
riveted to the outer rim. Secured to the middle part of the frame are three addi-
tional engine attachment units and the wing rear attachment fittings in the .form of
telescopic retractable supporta with cups.
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handing Gear Nose Strut Well
The landing gear DOSO strut well located in the lower space between frames
hos ! and t is formed by *one skins of the al: intake walls and toe horizontal balk-
nee.: separsting the well from toe equipment cocpartment. The well framework is
fcrmed by toe frame wets and.stringer shapes.
A steel attachment .nit of the landing gear strut (Fig.?) located at frames
Ncs o-7A Is the main loa...-carrying element of the well.
During the flight one lanaing Fear nose str..-. is retracted and the well is
closed sith doors. The well doors and their closing mechaniam are dealt with in
r:hapter "Take-Off ri.d Landing Lquipment".
Cock2it (compartment between frames Nos 6 and 11)
Frames, stringers, upper and lower longerons and the canopy-mounting panel
with a cnahnel for a sealing hose form the framework of this compartment.
The upper part of the compartment forms the cockpit. The lower part of the
compartment accommodates the storage battery assembly. The cockpit is separated
fros toe storage battery section by a floor. The control rods running on the cock-
pit floor are closed with an additional removable floor.
The cockpit is aade airtight at frames Nos 6 and 11, all the bolt and rivet
joints being coated with a layer of sealing varnish. Rivet SIMMS of the cockpit
sheets are also made airtight, being covered with sealing varuish laid on glue.
At jointing the cockpit and the canopy have a rubber sealing hose passed an the
canopy-aounting panel.
Thermal-and-sound insulation of the cockpit is performed by thermal-and-sound
lining applied to the cockpit sheets. For the cockpit thermal-and-sound insulation
and pressurization diagram see Fig.C.
Landing Gear Wain Strut Wheel Well
The landing gear in strut wheel well is located between frames Nos 16
and 13. The well is intended to accommodate the retracted landing gear main strut
woerl. Toe well is -formed by the webs of frames, skin of the suction channel and
rigid webs fastened to the frase shapes. When in flight, the well la closed by a
door. The door is fixed in the closed position by a lock. The lock is opened under
the action of the main strut up-lock actuating the door lock mechanism through a
cable (See
Tbe well door lock consists of body 3 housing lever 1, hook 4 and spring 7.
Lock body ! is bolted to the web of frame No.16. The lug of lever 1 is connected
eith its one end to spring 8 mounted on the web of frame No.16 and with the other,
to cable IC passim: through the bracket with roller 9 also installed on the web of
frame No.lc.
When the landing Fear aain strut retracts, toe well door (actuated by the
hydraulic cylinder) presses with its rod 5 the middle projection of hook 4. Hook 4
api-,Irg on axle 6 presses with its upper projection the shorter arm of lever 1
sakilg it turn about axle 2 till the upper projection of hook 4 engages the shorter
arm projection of lever I. As a result, the lock gets latched and the well door is
closed.
When ths landing gear main strut er-..ods, the pull of cable 13 from the main
strut up-lock is imparted to toe longer arm of lever 1, to lift it up; the shorter
Approved For Release 2003/08/111eRGIA-RDP78-03066R000100100001-8
k.
Ca
Ipprovcd For Rcicasc 2003/08/07 : CIA RDP78 03066R000100100001 8
25X1
? 15 ?
FIG.7. L.G. NOSE STRUT ATTACHMENT EMT
L.G. NOSE STRUT
ROTATION /kw,.
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li.rpruved Fur Releabe 2003/08/07 . CIA-RDP78-03088R000100100001-8
Basic S_pecificat2,
Eaok weight:
(a) with the P-3C missile
suspended
(b) with rocket missiles
suspended 23. 1g
(c) with bombs suspended 27 r
Overall dimensions:
(a) length
(b) width mm
Missile suspension signalling light, electric
Type of rack?to?wing attachment pivot
Suspension adjustment angles:
(a) along the vertical line +30'
(b) along the horizontal
lin*
at mos-,.
at most
at most
+25'
Construction
The rack, type EZ3-60-21YM (Fig.6), is cast beam 14
rectangular section with lateral and longitudinal reinforc
ribs inside. The front and rear ends of thc beam are
olo-
with fairings 3 and 21.
The upper contour of the rack is haped after that of
the wing over its lower rface and has rubber gasket 4 tc
ensure a tight fit with the wing.
Beam (frame) 14 is a basic structural element of the rack,
In the beam lugs on the top, taper bolts 9 and 16 of the
beam front and rear attachment units to the wing units are
secured in position by means of special bolts 10 and 20.
When attaching the rack, insert thele taper bolts int-!
wing special units 8 _rid )7, The taper bolts have expandi,
bush?rings 5 and 15 with taper holes. When tightening up
nuts 6 and 18 screwed on the cylindrical threaded part of
the taper bolts, the beam is pressed to the wing and the
expanding bush?rings ensure a tight connection without play
Rear taper bolt 16 and the rack beam bush have oval ho],F.
for bolt 20 and for cylindrical part of rear taper bolt 16,
respectively, whioh make L; it possible to eliminate error of
A r
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? 17
LOCK OPERATION DIAGRAM
/ LOCK CLOSED
FIG.9. L.G. WADI DIREEL Dom Loot
_ lever; ? Irma noir: 3 ? lock bode: 4 ? lack bask: 5 ? amain wheel dear rad; 6 ? barb sale:
? sass,. a- Basso:S ? bracket es& raliet: 30 ? cable-
25X1 Arroved For RPIPASP 7novoRievc4&-:1A-RnP7R-o3oRRRooni no 01-8
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Approved For Release z003/08/U7 : CIA-RDP78-03066R000100100001-8
are of lever 1 slides with its projection along the projection surface of hook
and unmeshes it; acted upon by spring 7 hook 4 moves to the itial position; as
a result, the lock gets unlatched. Actuated by the hydraulic cylinder, the well
do-or moves into the artrese lower position.
Front Air Brake Nell
Tbe front air brake well is formed by two load-carrying beams bolted tO
the
webs of frames Nos 11 and 13.
, At the air brake attachment units the well is reinforced by three additional
diaphragms (lig.10).
At frame No. 15 between the well beams is mounted A universal rod fastening:
the air brake actUating hydraulic cylinder.
Universal rod 12 securing the hydraulic cylinder is mounted between beams 2 -
and 6 ie fastened to them by means of bolt 11 passing through bearing 10 (sec-
tion B-B). Universal rod 12 is joined to hydraulic cylinder unit 14 with the help
of bolt 13 (section B-B). The attachment of air brake suspension 3 is :performed by
bolt 1 (section A-A).
Arrangement of Rear Air Brake
Attachment_Units_
The rear air brake is installed between frames Nos 22 and 25 (ilig:11). The air
brake units are fastened to steel bracket 1 riveted to the web of frame No.22 and
load-carrying beam 5 of the fuselage framework. Rear air brake units 4 are secured
to bracket 1 on frame No.22 by a special stepped bolt.
The rear air brake actuating hydraulic cylinder is fastened by means or.
universal rod 7 Installed on the hydraulic cylinder which in its tura is secured
by bolt 6 to bracket 9 and beam 5 of the fuselage framework (section B-B).
To preclude the rear air brake sagging the air brake is provid with a flxinE
lock. The lock consists of spring 10, and latch 11 installed at f. ai:
brake is opened and closed by the action of the hydraulic cylinder.'
Conatruction_of Fuse lege Air Brakes
Arranged in the lower part of the fuselage are three air brakes controlled
hydraulically: two front and one rear.
The front air brakes have the total area of 0.884 m2; their deflection angle,.
being 25?.
Th e area of the rear brake is 0.47 a2 and its-angle of deflection is 400
Thefront air brakes (left and right) are located between frames Nos lland 15.
The air brake attachment units are arranged on frame No.11.:Each air brake IS
hinged on two brackets.
Zech air brake is of riveted constructicin and consists of outer and inner fair-
ings, diaphregms. beams and shapes.
The rear air brake ia arranged between frames Noe 22 and 25. The air brake
actuating hydraulic cylinder is fastened to frame No.25 by means of a universal red-
The front part of the air brake nave two attachment Unita,
Ingits_Attachaent Beam_ .
The engine attachment beam (Pl 28 g.13) is built betweeframe. Nos 22 and in
the upper section. frame. The beam is yob 2 divided into lower part 7 and a bent upper
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-19-
The tail fairing Lontains a skin and a1 bustling
riveted to the skin. The special bushjri, slot in its
lower portion for the stabilizer of a (1AE-500).
Secured in the lower part to the ri:in 1 te diaphragm,
and on the top,-a rubber profile.
. Riveted in the centre of the fairing ts a bracket design-
ed for passing the pulse feeding Lechanism balls with arm+
trig rod. A bracket mounted in the upper portion of the fair-
ing by means of anchor nuts is designed fcr eluring two
pulse feeding mechaniems.
On the starboard and port side of the fairing there are
hatches for access to pulse feeding mechiinisms. The hatches
are closed by covers and locked.
Two anchor nuts are riveted in the lower part for securing
the adapter beam. .
To eliminate the slip gap betv:een the rack and the launch-
er, type AnY-3C, or the rocket pod, type YEr-16-573; secured
to the lower surface of the rack is a light adapter beam
(Fig.7). The adapter beam consists of three parts (front,
middle and rear) in order to secure the stops.
The parts of the adapter beam are identical in construc-
tion.
Every part consists of fixed cover 8 and movable bottom 4.
The fixed cover is made as a U-shaped profile. Riveted
to its upper surface are two bushings 7 with holes for pin 6
and plate springs 9.
The lower part - mo4-able bottom 4 is also of a 11-shaped
seotion. It enters the cover making a telescopic joint.
Riveted to the bottom lower surface are two bushings 5
having a longitudinal groove for pin 6.
Bottom bushings 5 are inserted into cove bushing 7 and
coupled by pins 6.
Free ends of sprinjs 9 thrust into the bottom lowtr surface
and thus press down the bottom and eliminate the gap between
the rack and the launcher or rocket pod.
The upper surface of the cover and the lower surface of
the bottom have a number of holes for launcher suspension
units for access to pins 6 and for access to adapter beam
securing bolts.
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A Jim uved Fur e ecibu
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FIG.l. REAR AIR BRAKE ATTACHMENT UNI1S
? bracket; 2 ? ',setter. 3 ? bolt; 4 ? air brake unit: 5 ? frame Learn; 6 ? Wahine:
... NM I to& P? bolt; 9 ? bracket; ie ? lock sprint II ? lock Imo.
0
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2 5X1
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e
part. LM tee peas on franc -.Ler* is a soctet for the king bolt of the main'
eegent ettatemezt fitting. The per pare of .the socket carries unit 4 for the bolt
Ins Jane belt one Its lower part 'mounts tteel eupporelew--eat e.
7Use1age Nose-to-Tail eection Jointing Unit_
Tae fuselage nose ane tail sectioae are jointed at frame No.2o of the nose
se:Lion and at frame No.2EL of tee tell section. The Joint is of a flare type an:,
Lee :ere guide pins 13 and eignteen joie, felte 14. The belts ars riveted to zee
:rame :en and nave ster-sheped heals for locking washers.
Fueeleee-tociztieL Unit_
The fuselage-to-wing jointing unite are located on frazes Nos 13, it, 22, 25
and 28.
The joint at frame No.13 is of a fork ey-e with eMe ve:tecal bolt.
The joint at frame No.16 is fitted with upper and lower forks located in the
torizontal plane anh witn a middle lug in the vertical plane. -each fork is fester:2d
by a vertical stepped bolt while the middle lug is fastened by a horizontal bolt
cantilevered in the wing spar lug.
The joint at frame No.22 is a fork type with two vertical jointing bolts. This
joint at frame No.25 is of a fork type, the jointing being performed by a bolt
with a nut.
Jointing at frame No.28 is effected by a bolt screwed and locked on the side
of the first rib of the wing in the telescopic forked Volt.
For arrangement of hatches in the fuselage nose section see Fig.le.
II. FUSELAGE TAIL SECTI2.
Construction and Arrangement -
..Fig.16)
The fueelage tall section framework is mees of two load-carrying assemblie0
?
transverse frames and ?longitudinal stringers.
The transverse load-carrying assembly consists of thirteen frames Of welch ?
frames No 2b1, 34, 35A and 36 are the most stressed. Prane he.2eA is jointed with
frame No.26 of the fuselage nose section at eietteen jointleg points and is made of
a special pressed shape. Frames No 34, 35A, 3o are made of steel as webs, belt* and
stamped units.
The longitedinal load-carrying assembly is made of pressed shapes of angular
section.
The skins are secured to the frames and stringers by riveting. Fig. 16 preseets .
the layout of the skies with thickness indicated (See Speceficatice to Ftg.16)e
between frames Foe 30 and 32 on the left eiae of the fuselage bottos there is
h bh,7 for the crag chute with a hermetically sealed screen of the dreg chat,
Located between frama hos 30 and 31 on the fuselage bottom- on the right
is tne antenna of the le..-561: receiver. in the upper pert if the fuselage bete
seen frames eos 31 and 34 teem ie a uec-arts,ee to- echoer a# yteaclic aec.:umule-
tor and hydroelectric valves. - ?
For beat insulation of the hydraulic e:oraFe tecl.er7 corear7eete and the dreg
chute container use is made of tbermal'ineelatice material ATee.7.:-:' fT)' ho.Cel-57?
1-8
25X1
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24 -----
ors in the tail fairlog) to reduce the current arisini;
during accidental body faults (in which case the automatic
circuit breaker of the aircraft bomb release control syst?,m
may fail).
Rack Stops and Clamps
The rack is equipped with two pairs of stops aud a par
of clamps (Figs 9 and 10) to suspend the launchers and
rocket pods with different bases of stop:;, as well as to
suspend bombs.
In the first pair the front stop has a 60?mm use, while
the rear stop has a 52?mm base. This pair is used when the
AllY-3C launcher with the P-3C missile is suspended from the
rack.
In the second pair the front stop has a 120?mm base, while
the rear stop has A 108?mm base. This pair is used when the
rocket pod, type Th-16-57Y, with rocket missiles C-5M or
C-51 is suspended..
The front and rear clamps are used for suspension of
bombs; in this case the stops and adapter beam are removed.
Front stop 6 or 12 (Fig.9) is made as a holder with
a round smooth pivot, housing the mating stop of the rocket
pod or the launcher.
Pairings 7 are secured on stop 6 by screws 5. Mounted oi
the pivot end is a retaining device containing detent 9,
detent casing 10, threaded plug 11 and spring 30.
The retaining device is secured on the pivot end by means
of plug 11. With the detent being presf;ed down the stop
pivot is inserted into the recess of-adjusting hush 3 and
is fixed in position on the latter by means of the dctent
which is forced out of the body by spring 30 (the otop beiu,L
completely inserted) and fulls behind the adjustin6 bush
end?face. Adjusting bush 3 is screwed into attachment bush
which is press?fitted into rack body 1.
From the right?hand side of the starboard rack and from
the left?hand side of the port rack there are: a 6roove in
rack body 1 and attachment bush 2 for access to detent 9
of the pivot mounted in the rack.
18
POP SIDE
16
34 33 32 31 30 29 26 27 26 25 14 23 22 21 20 19 18
STARBOARD
7 6
22 14
4 25 36 26 358
15
0 J1 2
FI6.I3. ARRANGEMENT OF SERVICE MATCHES IN FUSELAGE NOSE SECTION
I ? Je?icing us stem alcohol tank, 2 ? radio and special equipment units, 3 ? inertia
rontactnr. 4 ? canons crneracnca ielli?on handle around lock, 3 ? power distribution
Unit, C ? electrical equipment antis, ? tupersttucture. 8 ? radio and lectrica I wires,
Acton ti,n,rol Mil. 9 ? scre? .1iliti?Irnent of hos IN 311.1 1.1, 10 ? units APK?I0 end
it \ ?i. II ? unit So.3, ? hole, No? 2, 4, 1, Sand 6; 14-14 ? engine units,
? around hydraulic pump conocctons. IC ? engine attachment, 1- ? enaine units,
1ft ? 11111' romp sediment drain, 19 ? hydraulic units; 20 ? Pylon electric ennnectionn;
FR NO
21 ? fire-fighting shut.off valve; 22 ? fuel system pump sediment drain; 23 ? sediment
drain from the 2nd and 3rd fuel tanks; 24 ? fuel system pump; 25 ? electric equipment
units; 26 ? fuel &singe, from the at group of tanks, 2' ? airfield nupplY socket,
28 ? air bulk,: 29 ? air brake fastening bolts; 40 ? airfield supply socket; SI ? rummer
Mucci; 32 ? APE radio comps's; 39 ? 1..6. nose strut isle; 41 ? L.G. none strut well,
IS ? electrical equipment; 36 ? unit checking connection; 37 ? sediment drain from.
pump of rank No.2.
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IMP et 1 ?,r?t
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1177, .4, '11 - 74.44 - 4.4 ,4444,44.444,,nre groove; 4 - shatr?. 5 - fon Was: 41- .1, sIce?e: 40 - Ai, 50 - oler4t; 51 - 4?1...1Arn how 10,00, 12 -14411:
- - ore t. - ,,Irrr.If, - %tsh.lael broon - frarnr .10.16; 7,4 - Irs,14. ..b41.4.4. 141... 55 4. ,41r9r,n4 helr: V - r14,.; 4.. MI6. 11!_
? - ,4 1,4m. I., nnnmi in ro,44,44,n141, tnetinft: 5^ - .441, 60 - Irmo. stiffener; 117 - ?re4r41 Ira 1.414.4,14 hI - 00,140 00.;
; I! 41 - r444.4444 un - o [. - ,c,rt.nr 41 - It .n.'. 4: - Ott f,4 44..1 r:0 4,014.011 ..
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01-8
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pproved For Release 21103/08/0( : CIA-KliFitd-U3ObbRUUMUUMUU1-d
ATTACHMENT OF ENGINE
SHROUD TO FRAMES
NOS 29. 324 AND 34
25X1
FIG.17. ARRANGEMENT OF ENGINE SHROUD AT FRAMES NOS 231034 ?
1. 2. 3. 4. 5 - SHROUD SHEETS :
SECRET
Approved For Release 2003/08/07 : CIA-RDP78-03066R000100100C01-8
25X1
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ARRI,NGEMENT OF SFRVit. E IIATUIES IN FUSELAGE 1 AIL 0-Tin':
: - f. hog cf lo?dovulic rrvervoo- - kerosene pipeline connection-, - -1R
aufrrigr, t?nir: 4 - therrmrourle; ArtSfit,R1 feel ImerfInfkitin: - booster 5?Stere
hr ririulir krcurroloofr. tni.rket receiver, steroilzer angle - radio
nn arrnilotert. - ,14!?1117e, rnnrr' h,Urranks. 10 - tvi?orrr no?Ackok.or,
? 2 - .i??2 - rati:o wiring krt.( hmro?;
! 4 - rildrie? alit I, - unoinnft; It. - fir noisting ;ult. - rudder hell-crank
rrintrol, I k - rad ?i? roolionent nriL - vent pipe icont; 20 - roatne it norrie
?-siindr-. 2 - ret noir, t?lor N. 72 - Instetting of nfterPartier extoncion
rreKurror! tiller guidri; rliv'e lock.. I - nrI ?IIri ii
2! -