Book - 2 Fuel AirOffTake Starting Systems and Engine Instruments

ТВЗ-117
TURBOSHAFT ENGINE
MAINTENANCE MANUAL
078.00.5700 РЭ1
BOOK 2
SECTIONS: 073
075
077
080
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
INTRODUCTION
1. The present Maintenance Manual contains instructions on operation and maintenance of all
models of the TB3-117 engines which xhall be observed by all Operatora.
The Manual presents the basic information on design and functioning of the engine, its
assemblies, systems and accessories. It describee procedures for trouble shooting and
removal/installation of engine components, assemblies and accessories replaceable in
service as well as details various inspections, checks, adjustments and other kinds of
maintenance of the engine and its systems.
2. The operation and maintenance of the engine and its systems shall also be conducted in
compliance with the following publications effective for the helicopter: "Maintenance
Manual","Maintenance Schedule" and "Flight Manual".
3. The Maintenance Manual consists of three books.
The first two books are common for all engine models.
Book 1 contains:
Section 072.00.00 - Engine.
Book 2 contains:
Section 073.00.00 - Fuel System.
Section 075.00.00 - Air Offtake System.
Section 077.00.00 - Engine Instruments.
Section 080.00.00 - Starting System.
Book 3 contains description of specific design features of each particular engine

model and peculiarities in their operation and maintenance.
The references to Book 3 contained in Books 1 and 2 of the Maintenance Manual have
been made In compliance with the identical system of numbering of Sections, Sub-Sec-
tions and paragraphs.
4. Each Section of the Maintenance Manual opens with a Table of Contents to permit easy
location of the text the reader seeks.
All Sections (Sub-Sections, Subjects) are broken down into the following Topics, each
identified by a separate page block:
Topics: Page block

Description and Operation 1 thru 100
Trouble Shooting 101 thru 200
Maintenance Practices (if brief details only) 201 thru 300
EFFECTIVITY: ALL INTRODUCTION

Page 1
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ТВЗ-П7
MAINTENANCE MANUAL
Otherwise: Page block

Servicing 301 thru 400
Removal/Installation 401 thru 500
Adjustment/Test 501 thru 600
Inspection/Check 601 thru 700
Cleaning/Painting 701 thru 800
Approved Repairs 801 thru 900
Storage Instructions 901 thru 1000
Shipment 1O01 thru 1100
5. The free power turbine rotational speed is monitored in the helicopter with reference to
the rotational speed of the main rotor(s). In this connection, the free power turbine
speed governor is referred to as a main rotor(a) speed governor. Further in the text,
irrespective of a number of main rotors fitted in the helicopter, a term "main rotor"
is used.
6. Following are the abbreviations which are used in the present Manual:
ACU - acceleration time control unit
CB - circuit breaker
KEG - engine electronic governor
PCU - fuel control unit
РT - free turbine
Gf - fuel flow
HV - high voltage
HP - high pressure
IGV - inlet guide vane
Nft - free (power) turbine rotational speed
Ngg - gas generator rotor rotational speed
NGV - nozzle guide vanes assembly
NO - normally open
OAT - outside' air temperature
Pamb - ambient pressure
Pf - fuel pressure
Pc - compressor delivery air pressure
Pcont - fuel control pressure
RPM - revolutions per minute
SPC - specific fuel consumption
Т.C. - Task Card

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Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
VGV - variable guide vanes assembly

VIGV - variable inlet guide vanes assembly
aecl - engine control lever setting angle

Pages 3/4
Jan 15/86
Section 073
FUEL SYSTEM
ТВЗ-117
MAINTENANCE MANUAL
RECORD OF REVISIONS
REV. SECTION. SUB-SECTION, PAGE TRANSMITTAL

MO. SUBJECT AUTHORITY LETTER
NO. BY DATE
REVISED ADDED DELETED REFERENCE
No. AND DATE
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RECORD OF REVISIONS
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PAGE TRANSMITTAL
REV. SECTION, SUB-SECTION, AUTHORITY LETTER
MO. SUBJECT NO. BY DATE
REFERENCE
REVISED ADDED DELETED NO. AND DATE
073.00.00
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LIST OF EFFECTIVE PAGES
SECTION, SUB-SECTION, PAGE DATE SECTION, SUB-SECTION,

SUBJECT SUBJECT PAGE DATE
Title Page - Jan 15/86 073.02.00 203/204 Jan 15/86

Introduction 1 205/206 Jan 15/86
Jan 15/86
207 Nov 17/93
2 Jan 15/86
208 Nov 17/93
3/4 Jan 15/86 Mar 15/88
209
False Title - - 210 Mar 15/88
Record of Revisions 1 Jan 15/86 073.11.00 1/2 Jan 15/86
2 Jan 15/86 073.11.01 1 Jan 15/86
List of Effective 1 Nov 17/93 2 Jan 15/86
Pages 2 3/4 Jan 15/86
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Table of Contents 1 Nov 17/93 101 Jan 15/86
2 Mar 15/88 102 Jan 15/86
3/4 Mar 15/88 901/902 Jan 15/86
073.00.00 1 Jan 15/86 001/1002 Jan 15/86
2 Jan 15/86 1 Jan 15/86
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66 Jan 15/86 601/602 Jan 15/86
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506 Mar 15/88 073.16.00 1 Jan 15/86
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073.00.00
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073.17.00 2 Jan 15/86

3 Jan 15/86
073.17.02 4 Jan 15/86
1 Jan 15/86
2 Jan 15/86
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073.00.00
EFFECTIVITY: ALL LIST OF EFFECTIVE PAGES
Page 4
Mar 15/88
TB3-117
MAINTENANCE MANUAL
TABLE OF CONTENTS
Section,
Sub-Section,
Title Subject Page
FUEL SYSTEM 073.00.00
Description and Operation 1
1. General 1
2. Description 1
3. Operation 2
Trouble Shooting 101
Maintenance Practices 201
Task Card No. 201. De-Inhibiting Fuel System 201
Task Card No. 202. Inhibiting Fuel System 203
Task Card No. 203. Re-Inhibiting Fuel System 207/208
PIPES 073.01.00
Description and Operation 1/2
1. Description and Operation 1/2
DRAINS SYSTEM 073.02.00
1. General 1
2. Description and Operation 1
Task Card No. 201. Removal/Installation of Drain Valve/Drain 201
Valves Unit
Task Card No. 202. Replacement of Connection-Ejector, Cleaning 207
of Ejector Jet Orifice
Task Card No. 203. Removal, Cleaning and Installation of 209
Valve of Drain Valve
LOW-PRESSURE FUEL SYSTEM 073.11.00
1. General 1/2
2. Description and Operation 1/2
CENTRIFUGAL FUEL PUMP 073.11.01
1. General 1
2. Description 2
3. Operation 5
Storage Instructions 901 /902
Shipment 1001/1002
FUEL FILTER 073.11.04
1. General 1
2. Description 1
3. Operation 2
073.00.00
EFFECTIViTY: ALL CONTENTS
Page 1
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
Section,
Sub-Section,
Title Subject Page
Maintenance Practices 073.11.04 201/202

Task Card No. 201. De-Preservation of Fuel Filter 203/204
Task Card No. 202. Preservation of Fuel Filter 205/206
Task Card No. 203. Removal/Installation of Fuel Filter 207
Task Card Nо. 204. Replacement of Filtering Element of 209
Filter 11ТФЗОСМ-1
Task Card Nо. 205. Replacement of Filtering Element of 213
Filter 8Д2.966.2Э6
Task Card No. 206. Checking 8Д2.966.236 Fuel Filter Fuel 217
Differential Pressure Switch for
Actuation Adjustment
Storage Instructions 901/902

Shipment 1001/1002
MAIN FUEL SYSTEM 073.12.00
1. General 1
2. Description 2
3. Operation 9
FUEL CONTROL UNIT 073.12.05
1. General 1
Trouble Shooting 101/102
Servicing 301
Task Card Ho. 301. De-Preservation of Fuel Control Unit 301
Task Card No. 302. Preservation of Fuel Control Unit 303
Task Card No. 303. Bleeding Air from Fuel Control Unit 307
Chambers
Adjustment/Test 501
Task Card No. 501. Adjustment of Shut-Off Valve Opening RPM 501
Task Card No. 502. Adjustment of Distributor Valve Opening RPM 505
Task Card No. 503. Adjustment of Auto Start Control Unit 509
Task Card No. 504. Adjustment of RPM at Which Air Starter 513
Disengagement Signal is Produced
Task Card No. 505. Adjustment of Gas Generator Speed 517
Governor Minimum Setting (at Idle Power)
Task Card No. 506. Adjustment of Gas Generator Speed 521
Governor Maximum Setting
Task Card No. 507. Adjustment of Acceleration Time Control Unit 525
Task Card No. 508. Adjustment of Free (Power) Turbine Speed 527
Governor
Task Card No. 509. Adjustment of El. Actuator Interlock Con- 531
trol Valve Cut-in RPM
073.00.00
EFFECTIVITY: ALL CONTENTS
Page 2
Mar 15/88
ТВ3-117
MAINTENANCE MANUAL
Section,
Sub-Section,
Title Subject Page
Inspection/Check 073.12.05 601/602

Task Card No. 601. External Inspection of Fuel Control Unit 601/602
and Checking it for Security of Attachment
Task Card Ho. 602. Inspection and Washing of Air Filter 603
Task Card No. 603. Inspection and Washing of Auto Start 607
Control Unit and Acceleration Time Control
Unit air Jets with Adapters
Task Card Ho. 604. Inspection and Washing of Fuel Filters 613
Shipment 1001/1002
FREE TURBINE PROTECTION SYSTEM 073.16.00
1. General 1
2. Description 2
3. Operation 2
ELECTRIC ACTUATOR 073.16.10
1. General 1
Maintenance Practices 201/202
Task Card No. 201. De-Preservation of Electric Actuator 203
Task Card No. 202. Preservation of Electric Actuator 205
Task Card No. 203. Removal/Installation of Electric 207
Actuator
Task Card No. 204. Visual Inspection of Electric Actuator 211/212
and Checking it for Security of Attachment
Task Card No. 205. Inspection and Washing of Filter 213
Shipment 1001/1002
TURBINE INLET GAS TEMPERATURE LIMITING SYSTEM 073.17.00
1. General 1
2. Description 1
3. Operation 2
TEMPERATURE CONTROLLER 073.17.02
1. General 1
2. Description 1
073.00.00
Pages 3/4
Mar 15/88
TB3-TI7
MAINTENANCE MANUAL
FUEL SYSTEM - DESCRIPTION AND OPERATION
1. General
1.1. The purpose of the engine fuel system is to clean fuel, to aupply and control the fuel
flow (Gf) into the engine combustion chamber, to effect control over the compressor
control system, and to disengage the air starter.
1.2. The fuel system comprises the following:
- A low-pressure fuel system.
- A main fuel system.
- A compressor turbine inlet gas temperature (TIT) limiting system.
- A free turbine protection system.
- A drains system.
- Piping.
On some engine models the fuel system includes an engine power condition limiting
system (Ref. Book 3, 073.15.00).
1.3. For the fuel system functional diagram and control, refer to Book 3, 073.00.00, Fig. 1.
2. Description
2.1. Low-Pressure Fuel System
The purpose of the low-pressure fuel system is to raise the fuel pressure, to clean
the fuel and to supply it into the main fuel system.
For the description and operation of the low-pressure fuel system, refer to 073.11.00.
2.2. Main Fuel System
The purpose of the main fuel system is to supply fuel into the combustion chamber, to
exercise control over its flow rate and over the compressor control system, as well as
to disengage the air starter.
The description and operation of the system are given in 073.12.00.
2.3. Turbine Inlet Gas Temperature Limiting System
The purpoee of the turbine inlet gas temperature limiting system is to provide auto-
matic limitation of the TIT to the pre-set level by decreasing the fuel flow into the
combustion chamber.
Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Fоr the description and operation of the system, refer to 073.17.00.
2.4. Free Turbine Protection System
The purpose of the free turbine protection system is to shut down the engine in case
the free turbine rotational speed Hft reaches the maximum permissible limit by out-
ting off the fuel flow into the combustion chamber.
For the description and operation of the system, refer to 073.16.00.
2.5. Drains System
The purpose of the drains system is to remove the fuel seeped via the seals of the
engine accessories as well as the fuel drained from the combustion chamber and pres-
surizing air valve.
For the description and operation of the system, refer to 073.02.00.
2.6. Piping
The pipes are intended for delivery of fuel to the fuel system accessories.
For the description and operation of the pipes, refer to 073.01.00.
3. Operation
The fuel is fed from the helicopter fuel system to the inlet of the centrifugal fuel
pump (Ref. Fig. 1). The centrifugal fuel pump raises the fuel pressure to the required
value and supplies it to the fine fuel filter. The filtered fuel is delivered to the
inlet of the PCU wherein its pressure is raised and then the fuel is metered as requir-
ed and supplied in two flows via the drain valve/drain valves unit into the primary
and main fuel manifolds. Initially, the fuel supply is effected via the primary fuel
manifold, but as soon as the engine comes to run at a power condition higher than the
idling, the fuel is admitted into the main fuel manifold.
To exercise the control over the functioning of the engine accessories and units, the
high-pressure fuel is fed from the FCU to the el. actuator of the turbine protection
system, pressurizing air valve and engine hydraulic power cylinder, wherefrom it is
supplied to the air bleed valves.
The fuel seeped past the seals of the engine accessories is supplied along the pipes
of the drains system into the ejector and then expelled into the exhaust stack.
The fuel drained from the combustion chamber and pressurizing air valve when the engine
is cut off, is admitted into the drain valve/drain valves unit and then is expelled out-
board.

Page 2
Jan 15/86
TB3-1l7
MAINTENANCE MANUAL
Low pressure
High pressure
Drains
Air
Fuel System Piping

Figure 1

Pages 3/4
Jan 15/86
TB3-117
MAINTENANCE -MANUAL
FUEL SYSTEM - TROUBLE SHOOTING
The following faulta of the engine fuel system may be encountered in service:
(a) Lack of leak-tightness in pipe joints (Ref. 072.00.00, Fig. 113).
(b) Presence of fuel in exhaust stack «hen helicopter fuel booster pumps are cut in (Ref.
Fig. 101).
(c) Hot air jet leakage (drain tank heating) through drain valve or high fuel leakage
through drain valve/drain valves unit on running engine (Ref.Fig.102).
NOTE: For additional faults that may be encountered in operation of some engine models,
refer to Book 3.

Page 101
Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
Presence of fuel in exhaust stack when helicopter

fuel booster pumps ere cut in
Detach pipe (5) (Ref. 073.01.00, Fig. 2) draining fuel

from PCU to ejector and check amount of leakage of
fuel past PCU seal (073.12.05, Table 101)
OK If Hot OK
Detach pipe (3) (Ref. 073.01.00, Fig. 2). draining Carry out operations
fuel from centrifugal fuel pump to ejector and specified in 073.12.05,
check quantity of fuel leakage past seal of cen- Table 101
trifugal fuel pump (Ref. 073.11.01, Fig. 101)
If not OK
Carry out operations
prescribed in 073.11.01,
Fig. 101
Presence of Fuel in Exhaust Stack When Helicopter Booster Pumps are Cut in.
Trouble Shooting Chart
Figure 101

Page 102
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Hot air jet leakage (drain tank heating)

through drain valve or high fuel leakage
through drain valve/drain valves unit on
running engine
Carry out two or three engine starts to flush

drain valve/drain valves unit and check again
amount of fuel leakage
If not OK
Disconnect pipe (34) draining fuel

from pressurizing air valve to drain
valve/drain valves unit (Ref.
073.01.00, Fig. 2) and leak test
pressurizing air valve
OK If Not OK
Clean valve of drain valve (Ref. Change pressurizing air valve (Ref.
073-02.00, Task Card No. 203) or change 080.21.06, Task Card No. 201)
drain valves unit (Ref. 073.02.00,
Task Card No. 201)
Hot Air Jet Leakage (Drain Tank Heating) Through Drain Valve or High
Fuel Leakage Through Drain Valve/Drain Valves Unit on Running Engine
Figure 102
Pages 103/104
Mar 15/88
EFFECTIVITY: ALL
FUEL SYSTEM - MAINTENANCE PRACTICES
PAGES
TO M.S. TASK CARD No. 201 201, 202
PROCEDURE: DE-INHIBITING FUEL SYSTEM

MS. ITEM
OPERATIONS AND TECHNICAL REQUIREMENTS (T.R.) CORRECTIVE CHECKED

ACTIONS BY
MAINTENANCE MANUAL
General
De-inhibiting of the fuel system is carried out with the aim of removing the in-
TB3-117
hibiting oil from the fuel accessories and pipes and filling them with fuel
De-Inhibiting
Wash the hose used for de-inhibiting the main fuel manifold and the air bleed
appliance in gasoline or in kerosene
Attach the hose intended for de-inhibiting the main fuel manifold to connections
(1) and (2) (Ref. 072.00.00, Fig. 301) and connect the air bleed appliance to
valve (3) of the FCU
Bleed the air and oil from the fuel system (Ref. 073.12.05, Task Card Ho. 303)
Carry out a wet motoring run (Ref. 072.00.00, Task Card No. 503)
Carry out a dry motoring run (Ref. 072.00.00, Task Card No. 502) with the aim
073.00.00
of purging the engine of fuel
Remove the air bleed appliance and the hose used for de-inhibiting the main
fuel manifold and then fit plugs and the cap washed in clean gasoline or kero-
Jan 15/86
Page 201
sene
Enter the de-inhibiting operation in the engine Log Book

EFFECTIVITY: ALL
TEST EQUIPMENT TOOLS AND RXTURES MATERIALS
Open-end wrench, S = 12x14 ma Safety wire

Open-end wrench, S = 19x22 mm Gaaoline
Combination pliers Kerosene
Hose 7818.0130
Air bleed appliance
MAINTENANCE MANUAL
TB3-117
073.00.00
Page 202
Jan 15/86
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 202 203 to 205/206
PROCEDURE: INHIBITING FUEL SYSTEM

MS. ITEM

ACTIONS BY
General
CAUTION: 1. CARRY OUT THE INHIBITING 0F THE FUEL SYSTEM WITHIN 24 HOURS PROM THE
MAINTENANCE MANUAL
MOMENT WHEN THE FUEL HAS BEEN DRAINED FROM THE SYSTEM.
IN THE COURSE OF THE INHIBITING OF THE FUEL SYSTEM, KEEP THE FUEL
SHUT-OFF VALVE IN THE CLOSED POSITION.
ТВ3-117
The inhibiting ensures protection of the engine fuel system against corrosion
when storing the engine in the helicopter
Make use of the preservation oil for inhibiting the fuel system.
For the oil grades, refer to 072.00.00, "Engine - Servicing"
Preparation for Inhibiting
Prepare a bucket to collect the drained fuel
Remove and wash the fuel filters of the FCU (Ref. 073.12.05, Task Card No. 604)
and replace the filtering element of the fuel filter (Ref. 073.11.04. Task
Card No. 204)
Wash the hose intended for inhibiting the main fuel manifold, the air bleed
073.00.00
appliance and the hose of the inhibiting rig in gasoline or kerosene and then
blow them with compressed air
Page 203
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Attach the hose for inhibiting the main fuel manifold to connections (1) and
(2) (Ref. 072.00.00, Fig. 301) and the air bleed appliance to connection (3)
of the FCU
Prepare the inhibiting rig, fill the rig oil tank with not less than 8 ltr of
the inhibiting oil heated to a temperature of plus 60 to 80 °C.
Check the inhibiting rig for leak-tightness and cleanliness
Connect the hose of the inhibiting rig to the inhibiting connection
MAINTENANCE MANUAL
Procedure
Start the motor of the inhibiting rig, build up a pressure of 0.8 to 1.0 kgf/cm ;
bleed the fuel and air via the installed appliance until the emergence of a flow
TB3-117
of clean oil (Ref. 073.12.05, Task Card Mo. 303)
Perform three or four wet motoring runs of the engine (Ref. 072.00.00, Task
Card Ho. 503), having carried out a manual reversal of the compressor VGV's
prior to each wet motoring cycle (Ref. 072.30.00, Task Card Ho. 201).
NOTE: It is allowed, as soon as oil emerges from the exhaust stack, to carry
out dry motoring cycles of the engine instead of the last two wet motor-
ing cycles to avoid wastage of oil. .
Close the engine shut-down valve and stop the motor of the inhibiting rig
Remove the air bleed appliance and the hose for de-inhibiting the main fuel
manifold and then fit back the plugs and the cap washed in clean gasoline or
kerosene
073.00.00
Detach the hose of the inhibiting rig at the inhibiting connection

Jan 15/86
Page 204
EFFECTIVITY: ALL
TEST EQUIPMENT TOOLS AND FIXTURES MATERIALS
Bucket Safety wire

Inhibiting rig Preservation oil
Ноse 7818.0130 Gasoline
Combination pliers Kerosene
Open-end wrench, S = 12x14 nan
Open-end wrench, S = 19x22 mm
MAINTENANCE MANUAL
TB3-117
073.00.00
Bagee 205/206
Jan 15/86
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 203 207/208
PROCEDURE: RE-INHIBITING FUEL SYSTEM

US. ITEM

ACTONS BY
General
The re-inhibiting of the fuel system consists of the de-inhibiting of the fuel
MAINTENANCE MANUAL
system (Ref. Task Card No. 201) with the subsequent inhibiting of the system
(Ref. Task Card No. 202)
ТВ3-117
073.00.00
Pagea 207/208

Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
PIPES - DESCRIPTION AND OPERATION
1. Description and Operation
The purpose at the pipes is to ensure supply of fuel to the accessories and assemblies
of the fuel system.
The pipes are attached to the engine accessories and to each other with the aid of
standard connections shown in Figure 1.
Location of the pipes on the engine is shown in Figure 2. On some engine models there
are differences in location and configuration of pipes as well as in their attachment
hardware (Ref. Book 3, 073.00.00).
The pipes are fitted to the engine without mounting stresses and, depending on the
length, are secured on the engine with the aid of one or several clips (Ref. Fig. 2).
The pipes are made of stainless steel and each pipe has a respective numerical code
made by the electrochemical method on the pipe and an identification of the liquid
which it conveys.
1. Pipe
2. Nipple
3. Coupling Nut
4. Connection
Fuel System Piping Standard Connection

Figure 1

Pages 1/2
Jan 15/86
ТВЭ-117
MAINTENANCE MANUAL
Arrangement and Attachment of Pipes on Engine

Figure 2 (Sheet 1 of 4)

Page 3
Nov 17/93
ТВ3-117
MAINTENANCE MANUAL
Arrangement and Attachment of Pipee on Engine

Page 4
new 17/93
ТВ3-117
MAINTENANCE MANUAL


Pages 6/5
ТВ3-117
MAINTENANCE MANUAL
Centrifugal Fuel Pump-to-Filter Fuel Free Turbine RPM El. Actuator-to-Fuel

Supply Pipe Filter Inlet Fuel Drain Pipe
Centrifugal Fuel Pump Combustion Chamber-to-FCU Air Delivery
Centrifugal Fuel Pump-to-Ejector Fuel Pipe
Drain Pipe Air Starter-to-Pressurizing Air Valve
Fuel Filter Air Delivery Pipe
FCU-to-Ejector Fuel Drain Pipe Air Starter
Filter-to-FCU Fuel Delivery Pipe Nut
FCU-to-Hydraulic Power Cylinder Fuel Pressurizing Air Valve-to-Pipe ( 1 6 )
Delivery Pipe Air Delivery Pipe
FCU Pressurizing Air Valve
Cover Pressurizing Air Valve-to-Drain Valve
Combustion Chamber-to-FCU Air Delivery Fuel Drain Pipe
Pipe Air Bleed Valve Fuel Drain Pipe
Combustion Chamber-to-Ejector Air Deli- Hydraulic Power Cylinder-to-Pipe (39)
very Pipe Fuel Delivery Pipe
Ejector Hydraulic Power Cylinder-to-Pipe (35)
Fuel System Accessories-to-Ejector Fuel Fuel Drain Pipe
Delivery Pipe Hydraulic Power Cylinder Limit Switch
Combustion Chamber-to-Drain Valve/Drain Fuel Drain Pipe
Valves Unit Fuel Drain Pipe Hydraulic Power Cylinder-to-Air Bleed
Drain Valve Valve Fuel Delivery Pipe
FCU-to-Main Fuel Manifold Fuel Supply FCU-to-Pressurising Air Valve Fuel
Pipe Delivery Pipe
Adapter Oil Pressure Transmitter
FCU-to-Primary Fuel Manifold Fuel Bracket
Delivery Pipe Clamping Block
FCU-to-Hydraulic Power Cylinder Limit Gasket
Switch Fuel Delivery Pipe Bolt
FCU-to-Hydraulic Power Cylinder Fuel Tab Washer
Delivery Pipe Suspension Clip
PCU-to-Hydraulic Power Cylinder Fuel Screw
Delivery Pipe Block Clamp
Air Bleed Valve Self-Locking Hut
Hydraulic Power Cylinder Washer
Hydraulic Power Cylinder and Air Bleed Upper Strip
Valves-to-FCU Inlet Fuel Return Pipe Minimum Oil Pressure Switch
FCU-to-Free Turbine RPM El. Actuator
Fuel Delivery Pipe
Free Turbine RPM El. Actuator


Pages 7/8
Nov 17/93
ТВ3-117
MAINTENANCE MANUAL
DRAINS SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the drains system is to remove the fuel and oil seeped past the seals
of the fuel system accessories, the fuel drained from the fuel manifold into the engine
combustion chamber when shutting the engine down, as well as the fuel leaked from the
pressurizing air valve.
The fuel and oil leaked past the seals of the engine accessories are delivered into the
ejector through which they are expelled into the engine exhaust stack. When the engine
is shut down, the fuel leaked from the pressurizing air valve as well as that drained
from the fuel manifold into the combustion chamber is conveyed via the drain valve/
drain valves unit overboard.
The drains system consists of either drain valve or drain valves unit (15) (Ref.
073.01.00, Fig. 2), ejector (12) and pipes (3), (5), (13), (14), and (34).
Description and Operation
Drain Valve/Drain Valves Unit
The drain valve (Ref. Fig. 1) serves to drain the fuel seeped from the pressurizing air
valve and combustion chamber. The drain valve is mounted on the lower flange of the
combustion chamber casing and secured with four screws.
Connection Delivering Drains Prom

Pressurizing Air Valve
Attachment Plange
Connection Supplying Fuel to Primary
Fuel Manifold
Connection Supplying Puel to Main
Puel Manifold
Connection Delivering Drains Prom
Combustion Chamber
Puel Drain Connection
Drain Valve
Figure 1

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The drain valve comprises casing (2) (Ref. Fig. 2), valve body (8), and connections (3),
(4), (5), and (6).
Casing (2) is made of an aluminium alloy and provided with fuel passages. The connect-
ions and valve body (8) are screwed into the threaded holes. The tightness of the
joints at the manifold is ensured by rubber sealing rings (1). Gasket (12) and
shield (11) provide for thermal insulation of the sealing rings.
When the engine is at a standstill, valve (9) is kept open by the force of spring (7).
At engine starting, when the secondary air pressure within the combustion chamber
builds up to 1.2 kgf/cm , the valve is closed. When the engine is running, the fuel
is drained from the pressurizing air valve via connection (5) overboard.
Unlike the drain valve, the drain valves unit is provided additionally with three
valves (6) (Ref. Fig. 3) identical in design, two of which serving to drain fuel from
the fuel manifold during the engine shutdown and one serving to drain fuel from the
combustion chamber. Filter (8) serves to clean the fuel drained from the combustion
chamber.
When the engine is at a standstill, valve (6) is kept open by the force of spring (7).
When the engine is running, valves (6) are kept closed by the pressure of the fuel
delivered to the face of plunger (3) from the chamber aft of the pumping section of
the PCU.
In the course of engine starting, as soon as the fuel pressure downstream of the pump-
ing section builds up to 5 to 6 kgf/cm , plunger (3) overcomes the force of spring (7)
and moves to close valves (6) via pivot (2).
When the engine comes to a standstill, the fuel pressure downstream of the pumping
section becomes equal to the drain pressure and the force of spring (7) opens
valves (6), thus connecting the fuel manifold, combustion chamber and pressurizing
air valve with the drain chamber of the drain valves unit.
Ejector
The purpose of the ejector is to remove fuel and oil from the chambers of the fuel
accessories. The ejector is installed on the housing of the fourth and fifth support
assemblies and secured with four screws (4) (Ref. Pig. 4).
The ejector comprises ejector connection (1), swivel connection (2) and casing (3).
The air tapped from the compressor, while passing via ejector connection (1),
creates rarefaction within swivel connection (2) and the drain pipe attached to the
connection; owing to which, the fuel and oil are expelled into exhaust stack (5)
through ejector casing (3).
Piping
For location of pipes and their attachment to the engine, refer to 073.01.00 (Ref.
Fig. 2).

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Sealing Ring Spring

Casing Valve Body
Connection Valve
Connection Retaining Ring
Connection Shield
Connection Gasket
Drain Valve
Figure 2

Page 3
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Casing
Pivot
Plunger
Connection
Sealing Ring
Valve
Spring
Filter
Sealing Rings
Connection
Screw
Shield
Gasket
Sealing Rings
Fuel Manifold Pipe
Connections
Sealing Rings
Drain Valves Unit

Figure 3
EFFECTIVITY: ALL
073.02.00
Page 4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Ejector Connection
Swivel Connection
Casing
Screw
Fourth and Fifth- Support
Assemblies Housing
Ejector
Figure 4

Pages 5/6
Jan 15/86
DRAINS SYSTEM - MAINTENANCE PRACTICES
EFFECTIVITY: ALL PAGES

PROCEDURE: REMOVAL/INSTALLATION OP DRAIN VALVE/DRAIN VALVES UNIT

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
CAUTION: SHOULD IT BE NECESSARY, REPLACE THE RH ENGINE DRAIN VALVE/DRAIN VALVES UNIT
WITH THE ENGINE REMOVED FROM THE HELICOPTER.
TB3-TI7
Removal
Unsafety and remove the nuts attaching the pipes to the drain valve/drain valves
unit and slacken the attachment of the opposite ends of the pipes
Uneafety and remove screws (5) (Ref. Fig. 201) attaching the drain valve/drain
valves unit to flange (2) of combustion chamber (1) and then remove washers (6)
and drain valve/drain valves unit (8).
CAUTION: WHEN REMOVING THE DRAIN VALVE/DRAIN VALVES UNIT, EXERCISE CARE AND
AVOID MISALIGNMENT.
Inhibit the removed drain valve/drain valves unit observing the following pro-
cedure :
073.02.00
(a) Changing the tilt of the drain valve/drain valves unit, drain the remaining
fuel from the connections.
(b) Pour the inhibiting oil into the exposed connections.

Jan 15/86
Page 201
(c) Blank off the connections of the drain valve/drain valves unit with plugs
EFFECTIVITY: ALL
ACTIONS BY
Carry out the external preservation of the drain valve/drain valves unit pro-
ceeding as follows:
(a) Using a cloth piece moistened in gasoline, wipe the external surface of the
valve.
(b) Wipe the drain valve/drain valves unit with a dry cloth piece.
(c) Coat the unpainted external surfaces with the protective grease and wrap
with paraffined paper
Installation
MAINTENANCE MANUAL
Remove the remnants of the old gasket from combustion chamber (1) flange (2)
intended for installation of the drain valve/drain valves unit
TB3-117
Coat new gasket (7) with the siloxane enamel (Ref. 072.00.00, Appendix 2) and
place it on the flange of the drain valve/drain valves unit to be installed
Check to see that rubber sealing rings (3) are intact and fitted into the casing Replace sealing
wells providing accommodation to fuel manifold (4) pipes rings, if found da-
maged
Install the drain valve/drain valves unit of flange (2), screw in attachment
screws (5), having fitted washers (6) under the heads of the screws, and safety
the screws with wire.
CAUTION: WHEN INSTALLING THE DRAIN VALVE/DRAIN VALVES UNIT, DO NOT APPLY EX-
CESSIVE FORCE SO AS HOT TO DAMAGE THE SEALING RINGS.
073.02.00
Attach the pipes to the drain valve/drain valvee unit and safety.
CAUTION: WHEN ATTACHING THE PIPES, OBSERVE THE REQUIREMENTS LAID DOWN IN
072.00.00, TASK CARD No. 801.
Jan 15/86
Page 202
ТВЗ-117
MAINTENANCE MANUAL
Combustion Chamber Washer

Flange Gasket
Sealing Ring Drain Valve/Drain
Fuel Manifold Valves Unit
Screw
Pipe shown in dotted line is installed

on engines incorporating drain valves
unit.
Removal/Installation of Drain Valve/Drain Valves Unit

Figure 201

Pages 203/204
Jan 15/86
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.Н.) CORRECTIVE CHECKED
ACTIONS BY
Testing
Start the engine (Ref. 072.00.00, Task Card No. 501) and operate it at the idle
power for a period of 3 to 5 min.
Measure the amount of fuel leakage via the drain valve/drain valves unit from Ref. 073.00.00,
the helicopter drain pipe Fig. 102
Shut down the engine and check the attachment joints for leak tightness
MAINTENANCE MANUAL
TB3-117
Combination pliers Safety wire

073.02.00
Open-end wrench, S = 10x12 nm Gasket

Open-end wrench, S = 14x17 mm Silozane enamel
Pages 205/206
Plat brush Inhibiting oil

Preservation grease
Jan 15/86
Paraffined paper
EFFECTIVITY: ALL
TO M.S. PAQES
TASK CARD No. 202 207, 208
M.S. ITEM PROCEDURE: REPLACEMENT OF CONNECTION-EJECTOR, CLEANING OF EJECTOR JET ORIFICE

ACTIONS BY
Removal
Unlock and undo the coupling nuta of the pipe supplying air to ejector connec-
tion (1) (Ref. Fig. 4), pipe supplying the drain fuel, unlock connection-ejec-
MAINTENANCE MANUAL
tor
Move to your side the pipe supplying air and turning off the connection-ejec-
tor, bring swivel connection (2) out of engagement with the nipple of the
TB3-117
pipo supplying the drain fuel. Unscrew completely the connection-ejector from
casing (3) of the tube together with swivel connection (2) and sealing rings
mounted on it
Installation
Reinstall swivel connection (2) and sealing rings on the connection-ejector

to be mounted, move the pipes to your side, screw the connection-ejector into
casing (3), having connected the drain fuel pipe to swivel connection (2)
Screw in, tighten and lock all parts of the unit.
CAUTION: TO AVOID BREAKING OP PARTS WHEN UNDOING AND DOING COUPLING NUTS OP PIPES
AND CONNECTION-EJECTOR, HOLD THE PART TO BE CONNECTED WITH THE SECOND
073.02.00
WRENCH
Cleaning of Ejector Jet Orifice
Unlock and undo the nut of the pipe supplying air to ejector connection (1)
Page 207
Nov 17/93
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS (TAJ CORRECTIVE CHECKED
ACTIONS BY
Move the pipe to your side (aside from the connection) and clean the 1.0-imn
dia ejector Jet orifice with a piece of 0.8-mm wire
Connect the pipe, do and lock the nut
MAINTENANCE MANUAL
TB3-117
073.02.00
Combination pliers Locking wire

Open-end wrench S=14x17
Page 208
Nov 17/93
EFFECT1VITY: ALL
TO M.S PAGES
TASK CARD No. 203 209, 210
M.S. ITEM PROCEDURE: REMOVAL, CLEANING AND INSTALLATION OP VALVE OF DRAIN VALVE

ACTIONS BY
Perform the operations without removal of the drain valve procedding as follows:
Removal
MAINTENANCE MANUAL
Unsafety and remove valve body (8) (Ref. Fig. 2)
Remove retaining ring (10), valve (9) and spring (7) with the aid of a scriber
TB3-117
from the body that has been removed
Visually inspect the valve parts. If found dirty, clean the parts with kero- If nicks and scratc-
sene. Nicks and scratches on the parts are not tolerated hes are found, re-
place valve of drain
valve (assy)
Installation
Install the spring, valve (9) and the retaining ring into the valve body
Screw the valve body into drain valve casing (2) and safety with wire
Operate the engine at the idle power and make sure by feel that there is no
hot air jet leakage and heating of the drain tank
073.02.00
Page 209
Mar 15/88
EFFECTIVITY: ALL
Combination pliers Safety wire, 0.8 mm

Open-end wrench, S = 14x17 mm Kerosene
Scriber
MAINTENANCE MANUAL
TB3-117
073.02.00
Page 210
Mar 15/88
TB3-117
MAINTENANCE MANUAL
LOW-PRESSURE FUEL SYSTEM - DESCRIPTION AND OPERATION
1. General
The purpose of the low-pressure fuel system ie to raise the fuel pressure, ,to clean
the fuel and to supply it into the main fuel manifold.
The low-pressure fuel system includes the following:
- Centrifugal fuel pump.
- Fuel filter.
- Pipes.
For the low-pressure fuel system diagram, refer to 073.00.00 (Ref. Fig. 1).
Centrifugal Fuel Pump
The purpose of the centrifugal fuel pump is to ensure the required fuel pressure at
the inlet to the FCU. The pump torsion shaft receives rotation from a drive located
in the engine external drive gearbox.
The centrifugal fuel pump is fitted on the front left side of the engine external
drive gearbox and secured to it with a clamp.
For the description and operation of the pump, refer to 073.11.01.
Fuel Filter
The fuel filter serves to clean the fuel supplied to the FCU inlet of foreign
particles.
The fuel filter is mounted on the left-hand side (looking forward) of the engine
first support assembly housing and attached to it by two studs.
For the description and operation of the fuel filter, refer to 073.11.04.
Pipes
For the location and attachment of pipes on the engine, refer to 073.01.00 (Ref.
Fig. 2).

Pages 1/2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
CENTRIFUGAL FUEL PUMP - DESCRIPTION AND OPERATION
General
Purpose
The purpose of the centrifugal fuel pump ia to ensure the required fuel pressure up-
stream of the FCU. The pump is installed on the engine external drive gearbox.
Main Data
- Designation ДЦН-70А (ДЦН-70)
Drive From engine external drive gear-

box
Sense of rotation (looking from the side of deli-

very of operational torque) Counterclockwise
Working fluid Fuel specified in 072.00,00,

Para 2.1.15
Temperature of working fluid -50 to +60 °C
Outside air temperature -60 to +60 °C
The centrifugal fuel pump ensures the parameters quoted in Table 1, when it operates
on fuel TC-1 at a temperature of +(20+10) °C
T a b l e 1
Operating Shaft rotation- Absolute pressure Output, Pressure differ-

condition al speed, RPM at pump inlet, ltr/h ential built up2
kgf/cm2 by pump, kgf/cm
Idling 5340 0.5 to 2.2 120 Not less than 0.4

Maximum 8900 0.5 to 2.2 800 0.7 to 1 .6
Autorotation 7120 0.5 to 2.2 0 1 .5, max.
NOTES: When operating on fuel of other grades, the pressure differential built up
by the pump varies in proportion with the fuel density.
In the course of operation of the pump, a seepage of fuel arid oil into the
drains system up to 0.5 cm/min is considered acceptable. A seepage of oil
from the external drive gearbox into the drain chamber is also acceptable.
When inoperative, the pump shall be leak-tight.
When operating the ДЦН-70А on fuel of the T-1, TC-1 , or PT grade, the fuel
inlet pressure is equal to at least 0.3 atm (abs); whereas, when the pump
is operating on the T-2 fuel, the fuel inlet pressure is not less than
0.4 atm (abs).
EFFECTIVtTY: ALL 073.11.01

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
The centrifugal fuel pump is serviceable under the following conditions:
In maritime air When landing or taking off from

water
Altitude (above sea level) Up to 5000 m
Vibration level at pump attachment flange Up to 80 mm/s
Mode of operation Continuous
Acceptable fluctuation of pump working fluid outlet

2
pressure at all operating conditions Within +0.25 kgf/cm
Dry pump mass 0.9 kg, max.
Maintenance or special care in the course of ser-

vice life Not required
Description
The centrifugal fuel pump comprises the following basic components and assemblies
casing (9) (Ref. Fig. 1), impellers (33) and (3), shaft (14), seal housing (13), ball
bearings (7) and (10), and cover (4).
NOTE: Impeller (33) is not fitted to centrifugal fuel pump ДЦН-70.
Casing (9) is an intricate casting made of aluminium alloy and serves to accommodate
ball bearings (7) and (10), a pumping section and seal housing (13) with collar (17),
as well as to secure the pump to the engine external drive gearbox.
Casing (9) incorporates two coaxial flanges, one of which is used to join cover (4) to
pump easing (9). The casing (9)-to-cover (4) joint is sealed with sealing ring (6). The
flange E of cover (4) serves for attachment of the helicopter fuel line to the pump.
The second coaxial flange of casing (9) is provided with specially machined locations
and serves to secure the centrifugal fuel pump to the engine external drive gearbox
flange with the aid of a quick-release clamp. The centrifugal fuel pump shall be fixed
in a certain position with respect to the external drive gearbox, which is achieved by
means of a register pin press-fitted into the flange.
Casing (9) carries two external bosses provided with threaded holes. Screwed into one
hole is adapter (32), while driven into the other hole is plug (27). The bosses with
the threaded holes are connected with the drain chamber К by means of special drillings,
The volute of casing (9) terminates in a branch pipe having an expanding duct. Screwed
into the duct is elbow bend (3D with sealing ring (29) fitted to it. Screwed-in elbow
bend (31) is connected to the pressure line.

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Hut Sealing Ring

Key Bushing
Impeller Sealing Ring
Cover Washer
Nut Shim
Sealing Ring Shim
Ball Bearing Shim
Bushing Shim
Casing Tab Washer
Ball Bearing Plug
Washer Nameplate
Screw Sealing Ring
Seal Housing Loo tout
Shaft Screwed-In Elbow Bend
Bushing Sorewed-In Adapter
Cone Impeller (in ДЦН-70А Pump)
Collar Shim
Centrifugal Fuel Pump

Figure 1
EFFECTIVITY: ALL
073.11.01
Pages 3/4
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Casing (9) has an axially bored hole which houses a bushing having accurately machined
locations for bearings (7) and (10) as well as seal housing (13) with collar (17) fitted
into it, and bushing (19).
The pumping section of the pump comprises shaft (14) and impellers (3) and (33) mounted
onto the shaft. All the parts assembled on shaft (14), that is shims (22), (23), (24)
and (25), key (2), and impellers (3) and (33), are secured with nut (1) which is locked
with tab washer (26).
Shaft (14) rotates in two ball bearings (7) and (10) with distance bushing (8) sand-
wiched between them.
The surface on shaft (14) intended for location of collar (17) is chrome-plated and po-
lished to a high degree of surface finish. At one end, shaft (14) terminates in a
thread to suit nut (1), whereas at the other end it terminates in a square location
which serves for mounting splined bushing (15), with the help of which shaft (14) is
engaged with the engine external drive gearbox coupling, thus receiving a torque from
the latter. Shaft (14) transmits the torque through key (2) to impeller (3).
Impellers (3) and (33) are cast from aluminium alloy. Impeller (3) is basically a disc
having ten impeller vanes at one side and eight straight pressure relief vanes at the
other side, which during rotation of the impeller are throwing the fuel from the gap to
the periphery, thus reducing the pressure aft of impeller (3) Impeller (33) is basic-
ally a wheel with ten vanes.
To prevent seepage of working fluid from the pump chamber, use is made of seal hous-
ing (13) with collar (17).
Screwed into one of two bosses (the lower one having a thread) is adapter (32) with seal-
ing ring (20) which serves to connect the engine drains system to the pump.
To prevent damage to the pump during transportation and to protect it against corrosion
during storage, the following items are fitted to the pump: cap (4) (Ref. Fig. 2) with
gasket (5), rubber ring (3), plugs (8) and (9), end transportation plug (2).
Operation
For the operation diagram of the centrifugal fuel pump, refer to Figure 3.
During operation of the centrifugal fuel pump, the fuel is fed from the service tank
along a pipe into the pump Inlet branch pipe and then further to the vanes of the ro-
tating impeller (1) fitted to shaft (4).
The rotating vanes of the impeller (1) are imparting a rotary motion to the fuel. Under
the action of the centrifugal force, the fuel is tossed to the periphery of impeller
(1), acquiring in the process an additional amount of kinetic energy.

Page 5
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Turslon Shaft
Sealing Ring
Plug
Plug
Safety Wire
Gasket
Plug
Cap
Transportation
Screw
Plug
Ring
Installation of Protective Components on Centrifugal Fuel Pump

Figure 2
EFFECTIVITY: ALL
073.11.01
Page 6
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Having reached the periphery of the impeller (1), the fuel enters the collector-volute
(5) with progressively increasing sectional areas and then finds its way to outlet branch
pipe (2).
The velocity of the fuel drops in the outlet branch pipe (diffuser), whereas the pres-
sure increases. Thus, the kinetic energy acquired by the fuel while passing the impeller
is transformed into the pressure energy.
On leaving the outlet branch pipe (2), the working fluid enters the engine fuel line.
1. Impeller
2. Outlet Branch Pipe
3. Collar
4. Shaft
5. Collector-Volute
Centrifugal Fuel Pump Functional Diagram

Pigure 3

Pages 7/8
Jan 15/86
TB3-117
MAINTENANCE MANUAL
CENTRIFUGAL FUEL PUMP - TROUBLE SHOOTING
The centrifugal fuel pump may develop the following faults In service:
1. Fuel leakage from drain hole in excess of 0.5 cm /min (Ref.Fig.101),
2. Fuel leakage from casing-to-cover Joint (Ref. Fig. 102).
3. Pulsation of fuel pressure in pressure pipe (Ref.Fig.103).
4. Absence of fuel pressure in pressure pipe (Ref.Fig.104).
Fuel leakage from drain hole in ex-

cess of 0.5 cm /min
Replace pump
Fuel Leakage From Drain Hole in Excess of 0.5 cm /min.

Figure 101
Fuel leakage from casing-to-cover joint
Check casing-to-cover attachment nuts for pro-

per tightening
Hot OK If OK
Replace pump
Tighten up nuts in a criss-
cross manner
Fuel Leakage From Casing-to-Cover Joint.

Figure 102

Page 101
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Pulsation of fuel pressure in pres-

sure pipe
Check auction pipe for absence of air

inleakage
If not OK
Eliminate air inleakage
Pulsation of Fuel Pressure in Pressure Pipe.

Figure 103
Absence of fuel pressure in pressure pipe
Verify that pump shaft extension has

not been sheared off, for which pur-
pose, remove pump.
If pump shaft extension is found to
be sheared off
Replace pump
Absence of Puel Pressure in Pressure Pipe.

Figure 104

Page 102
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
CENTRIFUGAL FUEL PUMP - STORAGE INSTRUCTIONS
The centrifugal fuel pumps removed from the engine for storage or return for overhaul
ahall be subjected to preservation (that is, their inner cavities shall be filled with
the preservation oil and their external surfaces smeared with grease ПВК), sealed in
leak-tight polyethylene film bags and placed in cardboard boxes and then in wooden cases.
When storing the centrifugal fuel pump along with the engine on which it is mounted,
observe the requirements laid down in Section 072.00.00, "Engine - Storage Instructions",

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
CENTRIFUGAL FUEL PUMP - SHIPMENT
1. When shipping the centrifugal fuel рumрs, observe the requirements laid down in Sec-
tion 072.00.00, "Engine - Shipment".

Pages 1001/1002
Jan 15/86
TB3-117
MAINENANCE MANUAL
FUEL FILTER - DESCRIPTION AND OPERATION
General
The purpose of the fuel filter ie to clean the fuel of foreign matter in the fuel sys-
tem.
The operating principle of the filter is based on the capability of its gauze partition
to trap the foreign particles present in the fuel flow.
The filter is secured to the engine with the aid of studs.
The engine may be equipped either with filter 11TФ30CM-1 or with filter 8Д2.966.236.
The characteristics and designations of the elements for filter 11ТФЗОСМ-1 are given
in brackets.
Description
Main Data
Filtration rating:
(a) Nominal 0.016 mm
(b) Absolute 0.025 mm
Hydraulic resistance of clean filter at flow capacity

of 20 (10) ltr/min and temperature of fuel and ambient
air within +25+10 °C 0.2 kgf/cm2 , max.
Pressure differential across filter element at which

by-pass valve gets open О.7+0.1 kgf/cm2
(0.5+0.2 kgf/cm2)
Pressure differential across filter element at which

differential pressure switch comes into action 0.4+0.08 kgf/cm2
Working pressure 10 (4) kgf/cm , max.
Working fluid Fuel quoted in 072.00.00,

Para 2.1.15
Temperature range
(a) Fuel -50 to +60 °C
(b) Ambient air -60 to +300 °C

(-60 to +60 °C)

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Filter mass 1.1 (0.75) kg,max
2.2. Design
Filter 8Д2.966.236 includes the following major assemblies:
Filter bowl (2) (Ref. Fig. 1), cover (1), return valve (4), drain valve (9), by-pass
valve (12), filter element (3), differential pressure switch (10).
Filter 11ТФЗОСM-1 is not provided with the drain valve and differential pressure switch.
Drain plug (4) is installed instead of the return valve and head piece (1) instead of
the cover.
Filter bowl (2) is made of aluminium alloy and has a threaded portion and a circular
groove in its upper section. Fitted into the groove is rubber sealing ring (7) which
ensures leak-tightness of the cover/head piece-to-filter bowl joint. Screwed into the
bowl lower section is return valve/drain plug (4).
Filter element (3) is housed within the filter bowl. Bowl (2) is jointed to cover/head
piece (1) with the aid of a thread.
Cover/head piece (1) is made of aluminium alloy. Located inside the cover/head piece
are the following items:
- Drain valve (9) intended to vent air from the interior of the filter and consisting
of a valve body with a ball loaded to it by a spring.
- By-pass valve (12) intended to by-pass the fuel leaving aside the filter element in
case it gets clogged and consisting of seat (11), valve (12) with a rod, spring (15).
- Differential pressure switch (10) intended to send a signal to the annunciator when-
ever a preset pressure differential across filter element (3) is reached.
Filter element (3) is basically a gauze crimped cylinder fitted onto a perforated frame
and welded to its flanges. Fitted onto the filter element is protective perforated
shroud (5).
The filter element joint is sealed with sealing ring (6).
3. Operation
In the course of operation, the fuel enters the filter inlet chamber via the inlet con-
nection. Passing through the filter element filtering gauze, the fuel ie cleaned of fo-
reign particles and admitted into the filter element inlet chamber. Then it enters the
filter outlet chamber and flows through the outlet branch pipe into the engine fuel sys-
tem.

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Cover/Head Piece Differential Pressure

Bowl Switch
Filter Element Valve Seat
Return Valve/Drain Plug Бу-pasa Valve
Protective Shroud Plug
Sealing Ring Sealing Ring
Sealing Ring Spring
El. Connector Sealing Ring
Drain Valve
Fuel Filter
Figure 1

Pages 3/4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Whenever the filter element gets clogged and the pressure differential across the filter
element reaches a level of 0.4+0.08 kgf/cm2, the differential pressure switch completes
the circuit of the helicopter's warning light.
When the pressure differential rises to a level of 0.7+0.1 (O.5+0.2)kgf/cm2, the by-
pass valve gets open and a proportion of the fuel is directed to the filter outlet
chamber by-passing the filter element.

Pages 5/6
Jan 15/86
TB3-117
MAINTENANCE MANUAL
FUEL FILTER - MAINTENANCE PRACTICES
The maintenance practicea include the following procedures:
Maintenance, consisting in:
(a) Depreservation.
(b) Preservation.
(e) Replacement of filter element.
Removal/Installation
The maintenance of the filter shall be carried out in compliance with the Maintenance
Schedule of the helicopter.

Pages 201/202
Jan 15/86
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 201
203/204
PROCEDURE: DEPRESERVATION OF FUEL FILTER

M.S. ITEM

ACTIONS BY
Unpack and remove the filter from the shipping container and verify that the
safety elements and Supplier's seals are intact and the filter is free from
mechanical damage
MAINTENANCE MANUAL
Using a cloth piece moistened in gasoline, wipe the filter external surfaces to
remove completely the preservation grease. Then wipe the filter with cleaning
TB3-117
rags or cotton cloth piece
Unsafety and remove the transportation plugs
Carry out internal depreservation of the filter by pouring repeatedly portions of

gasoline into the filter chambers and then draining the filter carrying out the
operations until the preservation grease is completely removed.
Visually check for the quality of depreservation by observing the colour of the
gasoline poured out of the filter
Carry out depreservation of the spare filter elements by rinsing them in a bath
containing clear gasoline
073.11.04

Pagee 203/204
Jan 15/86
Combination pliers Gasoline

Cotton cloth pieces
EFFECTIVITY: ALL
PAGES
PROCEDURE: PRESERVATION OF FUEL FILTER

MS. ITEM
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.R.) CORRECTIVE CHECKED

ACTIONS BY
Perform preservation of the fuel filter with the transportation plugs removed by
pouring or forcing the preservation oil heated to a temperature of +60 to 70 °C
into the filter until its chambers are completely filled and air bubbles removed.
MAINTENANCE MANUAL
Then drain oil from the filter chambers, fit the transportation plugs and attach
the seals
TB3-117
Subject to external preservation are the unpainted surfaces of the filter as-
semblies and components regardless of a type of plating. Carry out external pre-
servation of the filter by brush-applying the preservation grease pre-heated to a
temperature of +60 to 70 °C onto the unpainted surfaces. Some grease may get onto
the painted surfaces, which is acceptable.
NOTE: Filter 8Д2.966.236 is not a subject to the external preservation.
The filters intended for a short-term storage and preserved as described in

Steps 1, 2 and 3, should be wrapped in two layers of paraffined paper before they
are placed in boxes

073.11.04
Oil gun Preservation oil

Pages 205/206
Brush Safety wire

Seal
Jan 15/86
External preservation grease

Paraffined paper
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 203 207, 2O8
PROCEDURE- REMOVAL/INSTALLATION OF FUEL FILTER

MS. ITEM

ACTIONS BY
Installation
Visually inspect and make sure that the safety elements are intact, the Sup-
MAINTENANCE MANUAL
plier's seals are attached, and the fuel filter is free from mechanical damage
Remove the transportation plugs from the inlet and outlet connections (pipes)
of the filter and depreserve the filter (Ref. Task Card No. 201)
TBM17
Mount the filter on the engine
Secure the filter to the etude on the engine via the ports provided in the
filter cover
Safety the attachment hardware
Secure the engine pipes to the inlet and outlet connections (pipes) on the
filter, having ensured the fuel inlet and outlet in accordance with the arrow
marked on the filter cover
Safety the attachment hardware
Remove the transportation plug from the el. connector of the differential pres-
sure switch and attach the el. connector plugs of the cable running from the
073.11.04
differential pressure switch to the helicopter's warning light circuit. Safety

the el. connector (in case of filter 8Д2.966.236)
Pill the fuel system with fuel and build up the operating pressure in the sys-
Jan 15/86
Page 207
tem, having switched on the helicopter boost pumps

EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.П.) CORRECTIVE CHECKED
ACTIONS BY
Visually inspect the filter-to-engine pipes joints and make sure they are free
from leakages and sweating. The tightness of the joints is confirmed by the
absence of stains on a filtering paper
Removal
Verify that there is no fuel pressure in the engine fuel system and that the
fuel shut-off valve is closed
Drain the fuel from the filter interior (Ref. Task Cards Nos 204, 205) via the
return valve/drain plug
MAINTENANCE MANUAL
Unsafety the differential pressure switch el. connector and uncouple the el.
connector plug from the el. connector of the differential pressure switch (in
case of filter 8Д2.966.236)
TB3-117
Detach the engine pipes from the inlet and outlet connections (pipes) of the
filter
Unsafety the filter-to-engine attachment hardware
Remove the filter from the engine
Subject the filter to preservation (Ref. Task Card No. 202)
Fit the transportation plugs to the filter inlet and outlet connections (pipes)
and to the el. connector of the filter differential pressure switch and place
the filter into the cover and then in the shipping container
073.11.04
1. Combination pliers Safety wire

Cotton oloth pieces
Jan 15/B6
Page 208
Gasoline
Filtering paper
EFFECTIVITY: ALL
PAGES
PROCEDURE: REPLACEMENT OF FILTERING ELEMEHT OF FILTER 11TФ30CМ-1

US. ITEM

ACTIONS BY
CAUTION: BEFORE PROCEEDING TO THE REPLACEMENT, VERIFY THAT THERE IS NO FUEL PRESSURE
IN THE ENGINE FUEL SYSTEM.
MAINTENANCE MANUAL
Unsafety and remove drain plug (1) (Ref. Fig. 201), drain fuel from bowl (2) into
a bucket
TB3-117
Unsafety the filter el. connector
Exercise care and screw out bowl (2) manually and remove filtering element (4)
from head piece (6)
Remove sealing rings (3) and (5) from head piece (6) and bowl (2)
Wash the interior of bowl (2) and head piece (6) with gasoline and dry with dry
compressed air
Fit new sealing rings (3) and (5) taken from the kit of spare parts
Insert clean filtering element (4) into head piece (6) all the way up to stop
Smear the threaded surfaces and sealing rings (3) and (5) with the ЦИАТИМ-201
grease
073.11.04
Screw bowl (2) into filter head piece (6) and finger tighten drain plug (1)
fully and then safety it
Leak test the fuel filter, for which purpose, stop off the outlet orifice, sup-
Jan 15/86
Page 209
ply a 0.2-kgf/cm2 fuel pressure to the inlet connection for a period of 15 min
and a 4.5-kgf/cm2 fuel pressure for a period of 3 min. Verify the tightness of
the filter by absence of stains on the filtering paper
ТВЗ-117
MAINTENANCE MANUAL
Drain Plug
Bowl
Sealing Ring
Filtering Element
Sealing Ring
Head Piece
Replacement of Filtering Element of Filter 11ТФЗОСМ-1

Figure 201

Page 210
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BV
Place the removed filtering element into a polyethylene film bag and into a
враге filter element cardboard box and then send it for ultrasonic cleaning.
CAUTION» WHEN CARRYING OUT SCHEDULED MAINTENANCE OPERATIONS, TAKE STEPS TO

PRECLUDE THE POSSIBILITY OP DIRT GETTING INSIDE THE FILTER.
NEVER ATTEMPT TO DISASSEMBLE THE FILTER BEYOND THE EXTENT NECESSARY
FOR WASHING/REPLACING THE FILTERING ELEMENTS.
CARRY OUT TIGHTENING AND UNSCREWING OF THE FILTER BOWL BY HAND ONLY.
Wash the contaminated filtering elements in the ultrasonic rig and leak test in
MAINTENANCE MANUAL
compliance with the Instructions on Ultrasonic Cleaning of Filtering Elements and
Filter Packs.
The time required to fill the filtering element (as checked by the ПКФ filter
TB3-117
testing device) shall not exceed 5 в
Filter testing device Combination pliers Safety wire

073.11.04
ЦКФ 600/015 Plug 8Д8.632.203 Gasoline

Adapter 600/015-56 Sealing rings
Pages 211/212
Sealing ring 2262A-13-2 Lubricant ЦИАТИМ-201

Filtering paper
Jan 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: REPLACEMENT OF FILTERING ELEMENT OP FILTER 8Д2.966.236

MS. ITEM

ACTIONS BY
CAUTION: BEFORE PROCEEDING TO REPLACEMENT, MAKE SURE THERE IS NO FUEL PRESSURE IN THE
ENGINE FUEL SYSTEM.
MAINTENANCE MANUAL
Unsafety and, using a wrench, remove cap (7) (Ref. Fig. 202) of return valve (1),
holding the filter bowl with another wrench to prevent it from turning.
Screw connection 8Д4.098.000 (taken from a kit of spares) onto the body of the
TB3-117
return valve, using ring (16) (Ref. Fig. 1) as a seal, then drain fuel into
a bucket
Remove the connection from the return valve body. If necessary, replace sealing
ring (16) and smear it with lubricant ЦИАТИМ-201
Screw cap (7) (Ref. Fig. 202) onto the valve connection, tighten it with a wrench
and safety.
Unsafety and carefully unscrew bowl (2) with a wrench
Extract the contaminated filtering element (4) from filter bowl
Replace sealing rings (6) (Ref. Fig. 1) and, if need be, sealing ring (7) with
new sealing rings taken from the kit of spares.
073.11.04
CAUTION: WHEN REPLACING THE SEALING RINGS, TAKE CARE TO PREVENT THEM FROM TWISTING
TO AVOID SHEARING OF THE RINGS.
Coat the sealing rings and the threaded portion of filter bowl (2) (Ref. Fig. 202)
Page 213
Nov 17/93
with a thin layer of lubricant ЦИАТИМ-201

ТВЗ-117
MAINTENANCE MANUAL
Return Veuve
Filter Bowl
Sealing Ring
Filtering Element
Sealing Ring
Head Piece
Cap
Replacement of Filtering Element of Filter 8Д2.966.236

Figure 202

Page 214
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Unpack a filtering element taken from the kit of spares or take a cleansed filter-
ing element
Depreserve the filtering element (Ref. Task Card No. 201)
Install the filtering element into filter bowl (2), making sure that the filter
bowl projection with the sealing ring enters the filtering element
Using a wrench, screw filter bowl (2) into the cover up to stop and then safety
the bowl with a wire
MAINTB4ANCE MANUAL
Bleed the air from the fuel system (Ref. 073.12.05, Task Card No. 303)
Fill the fuel system with fuel and build up an operational pressure within the
system, having switched on the helicopter's boost pumps
TB3-tl7
Visually inspect the filter-to-engine pipes joints and make sure they are free
from leakages and there is no sweating at the joints. The tightness of joints
is confirmed by absence of stains on the filtering paper
Carry out the operations prescribed in Steps 11 and 12 of Task Card No. 204.
Perform washing on УЗУ with protective housing (5) removed (Ref.Fig.1)

073.11.04
1. Filter testing device Combination pliers Safety wire

ПКФ 600/015 Wrench, S - 17x19 mm Cotton cloth pieces
Pages 215/216
Drain connection 8Д4.098.000 Gasoline

Plug 8Д8.632.203 Filtering paper
Nov 17/93
Adapter 600/015-56 Lubricant ЦИАТИМ-201

Sealing ring 2262A-13-2
EFFECTIVITY: ALL
TO MS. PAGES
TASK CARD NO. 206 217 to 219/220
MS. ITEM PROCEDURE: CHECKING 8Д2.966.236 FUEL FILTER FUEL DIFFERENTIAL PRESSURE SWITCH FOR
ACTUATION ADJUSTMENT

ACTIONS BY
Remove the filtering element in accordance with Task Card No. 205
Wrap a clean vinyl-chloride or other kind of film around the protective filter-
ing element housing (to simulate the filter clogging) and bind the film with
MAINTENANCE MANUAL
thread
Insert the filtering element with the film into the filter bowl in accordance
with Task Card No. 205
TB3-117
Disconnect a fuel drain pipe from connection (4) (Ref. Fig. 203) on pipe (5)
Connect the filter to the pressure source and to the electrical power supply
in accordance with Fig. 203
Smoothly open valve (1) and supply fuel to the filter under a pressure of up
to 1.0 kgf/cm2
Notice the indicating light (6) illuminating. At this moment note the switch
actuation pressure against standard pressure gauge (2) which should be
(0.4+0.07) kgf/cm2
Disconnect the filter from the pressure source and connect the fuel drain pipe
Disconnect the filter from the electrical power supply and check insulation re-
sistance of the differential pressure switch and electrical circuit in the plug
connector mating part with the aid of a megohmmeter. Under the normal pressure,
073.11.04
the insulation resistance should be at least 20 megohms. Couple the plug con-
nector to the filter
Remove the filtering element and the film and install a clean filtering element
Page 21?
in accordance with Task Card No. 205

Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
Fuel Valve
Pressure Gauge
Filter
Pipe Connection
Pipe Supplying Fuel from Boost Pump to Filter
Indicating Light
Fuse, 0.5 A
Differential Pressure Switch Test Setup

Figure 203
073.11.04
EFFECTIVITY: ALL
Page 218
Mar 15/88
EFFECTIVITY: ALL
Pressure gauge, cl. 0.4, min., Open-end wrench, 17x19 mm Wire

measurement range Open-end wrench, 24x2? mm Vinyl-chloride film, 250x300 mm
4.0 kgf/cm2 , min.
Lamp, 24 V, 0.2 A
Megohmmeter (rated output
voltage 100 V)
MAINTENANCE MANUAL
TB3-117
073.11.04
Pages 219/220
Mar 15/88
TB3-117
MAINTENANCE MANUAL
FUEL FILTER STORAGE INSTRUCTIONS
The fuel filters may be stored both in heated and in non-heated premises for the follow-
ing periods:
(a) In a standard (not leak-tight) packing: 2 years in case of 11ТФЗОСМ-1 filter and
3 years in case of 8Д2.966.236 filter.
(b) In sealed packing - 6 years.
The filters may be stored in a sealed packing either together with the engine or without
tha latter for a period of three years on open sites without a shed in areas with various
climatic conditions, accepting the regions with tropical climate. In these regions the
fuel filters may be stored for two years without a shed or for three years under a shed
only.
In heated depots the fuel filters shall be stored either in the Supplier's packing or
without the latter on special racks.
In non-heated depots (both under a shed and without a shed) the fuel filters shall be
stored in the Supplier's 'packing only.
In the course of the storage, carry out monthly inspections of the fuel filters, check-
ing the external condition of the packing, film bag and wrapping paper, which shall be
free from tears, signs of oil leaks or other external defects.
On expiry of a two-year storage of the fuel filters (Ref. Para 1) in the Operator's
depots and if their further storage is required, subject the whole batch of ths fuel
filters to depreservation (Ref. Task Card No. 201) and represervation.
After carrying out the preservation procedure (Ref. Task Card No. 202), the storage life
of the filter is extended by one more year at the expense of the total storage and ser-
vice life.
All other requirements to be observed during storage of the fuel filters are laid down
in Section 072.00.00, "Engine - Storage Instructions".

Pagee 901/902
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
FUEL FILTER - SHIPMENT
1. When shipping the fuel filters, follow the instructions laid down in Section 072.00.00,
"Engine - Shipment".
EFFECTIVITY: ALL
073.11.04
Pages 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
MAIN FUEL SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the main fuel system is to supply and control the fuel flow into the
combustion chamber, to effect control over the compressor mechanism and to cut out the
air starter.
The main fuel system consists of the following:
Fuel control unit (FCU).
Drain valve or drain valves unit.
Fuel manifold with fuel nozzles.
Hydraulic power cylinder with limit switch.
Air conduit.
Piping.
The main fuel system performs the following functions on the engine:
Ensures engine auto start on the ground and at altitude.
Provides a signal to cut out the air starter.
Automatically maintains pre-set operating power conditions with respect to gas gene-
rator RPM.
Automatically maintains pre-set operating power conditions with respect to main

rotor RPM.
Ensures acceleration time and power drop as well as operation at transient power
conditions.
Ensures distribution of fuel between fuel manifolds.
Ensures automatic limitation of limit power conditions with respect to gas generator
RPM and maximum compressor turbine inlet gas temperature (TIT).
Ensures engine shutdown by means of free turbine protection system.
Effects control over compressor VGV's.
Controls operation of air bleed valves.
Ensures engine shutdown.

Page 1
Jan 15/86
TB3-TI7
MAINTENANCE MANUAL
In case of simultaneous operation of both enginee of the helicopter, the main fuel
system perform» the following functions:
Ensures equality of power of both engines by maintaining equality of compressor de-

livery pressures.
Ensures emergency cutout of the power synchronizing system.
Automatically maintains main rotor RPM by maintaining free turbine RBC.
Ensures re-setting of main rotor rotational speed.
Ensures automatic acceleration to maximum power condition in case of a failure of one

of engines at main operating conditions.
For the engine fuel system schematic diagram, refer to Figure 6.
The item numbers of the adjusting elements and the letter designation of the jets on
the schematic diagram are encircled. The encircled item numbers and letters correspond
to the designation of the respective elements marked on the FCU. The item numbers put
in a square point out to the possible absence of these elements on some engine models.
Some engine models have modifications in the schematic diagram which are given in
Book 3.
Description
Drain Valve/Drain Valves Unit
The main fuel system drain valve/drain valves unit serves to supply fuel into the fuel
manifold and to drain fuel from the pressurizing air valve and combustion chamber.
For the description and operation of the drain valve, refer to 073.02.00.
Fuel Control Unit
The purpose of the fuel control unit is to supply and meter the fuel into the combus-
tion chamber at all operating power conditions of the engine, to effect control over
the compressor VGV's and to provide a signal to cut out the air starter.
The FCU is mounted on the rear left side of the engine external drive gearbox and se-
cured to it with a clamp.
For the description and operation of the FCU, refer to 073.12.05.

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Fuel Manifold Nozzle-Swirler

Mount Swirler
Nut Shroud
Mount Bushing Thrust Ring
Combustion Chamber Casing Copper Ring
Washer Spring
Filter Fuel Nozzle Body
Sleeve Shroud T-Connection
Sleeve Pipe
Filtering Sleeve Pipe
Nozzle T-Connection
Fuel Manifold with Fuel Nozzles

Figure 1

Pages 3/4
Mar 15/88
ТB3-117
MAINTENANCE MANUAL
Fuel Manifold with Fuel Nozzles
The fuel manifold together with the fuel nozzles is fitted in the combustion chamber
and secured to combustion chamber casing (5) (Ref. Fig. 1) with the aid of three
mounts (2) screwed into the fuel nozzle body (18) and locked with tab washer (6).
Pitted to the mounts are mount bushings (4) secured to combustion chamber casing (5)
with nuts (3). This type of attachment provides for freedom of movement due to thermal
expansion of a running engine.
The fuel manifold is basically a ring-shaped assembly consisting of twelve fuel nozzles
interconnected by two rows of pipes.
The main fuel nozzles are of a two-jet, duplex, centrifugal type. Pitted inside each
fuel nozzle are atomizing and filtering elements of the primary and main fuel manifolds
supplying fuel into the combustion chamber. These elements are secured with the aid of
sleeve (9) provided with shroud (14) soldered onto it.
Acting as the atomizing elements of the primary fuel manifold are conical swirler (13)
and nozzle-swirler (12), whereas nozzle-swirler (12) and nozzle (11) serve as the ato-
mizing elements of the main fuel manifold.
The nozzle and the conical swirler have a design ensuring minimum dimensions of the
swirl chamber and, hence, an adequate atomization of fuel at starting and at sub-
zero temperatures. Nozzle-swirler (12) of the primary fuel manifold is, at the same
time, a part of the swirler of the main fuel manifold. The nozzle-swirler is provided
with an external locating collar having four spiral grooves machined in it. Nozzle-
swirler (12) together with nozzle (11) press-fitted onto it form swirl passages.
Gauze filter (7) acte as a filtering element of the primary fuel manifold; whereas,
sleeve (10), having a fine thread and several splines cut in its cylindrical portion
to ensure a required filtration rating, serves as the filtering element of the main
fuel manifold.
The internal leak-tightness of the fuel flow metering components of the primary and
main fuel manifolds is ensured by the ground-in faces of the components and tigh-
tening them with the aid of sleeve (9). The alignment of swirler (13) is ensured by
pressing it to nozzle-swirler (12) with spring (17) via filter (7). The external leak-
tightness is ensured by a pressure-controlled crimping of tapered copper ring (16)
between thrust ring (15), fuel nozzle body (18) and nozzle (11). Sleeve (9) is locked
by rolling over sleeve shroud (8) into the special recesses milled in nozzle body (18).
The fuel supply along the primary fuel manifold is effected both at engine starting and
at all operating power conditions, whereas, the fuel supply along the main fuel mani-
fold is effected at all operating power conditions above the idling setting.
The fuel ia admitted into the primary fuel manifold via fuel supply pipe (21), passes
T-connection (22) and flows in both directions along the manifold. Then the fuel enters

Page 5
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Connection Supplying Operational Pressure Fuel Prom FCU

Connection Supplying Operational Pressure Fuel Prom FCU
Connection Supplying Control Pressure Fuel to Air Bleed
Valves
Connection Supplying Control Pressure Fuel to Air Bleed
Valves
Air Bleed Valves Fuel Drain Connection
Hydraulic Power Cylinder Fuel Drain Connection
Hydraulic Power Cylinder with Limit Switch

Figure 2

Page 6
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Casing Sleeve
Power Piston Adjusting Screw
Lever Rubber-Fluoroplastic Seal
Slide Block Adjusting Screw
Limit Switch Control Valve

Figure 3
EFFECTIV1TY: ALL 073.12.00

Page 7
Jan 15/86
TB3-117
MAINTENANCE MANUAL
chamber Б, passes through filter (7) and flows to conical swirler (13). Passing via two
inclined slots, the fuel enters the swirl chamber wherefrom it is injected in atomized
condition into the flame tube through the outlet port in nozzle-swirler (12).
Fuel is supplied into the main fuel manifold via fuel delivery pipe (20) and T-con-
nection (19), and then flows along the manifold in both directions. Then, the fuel is
admitted into annular chamber A, passes via filtering sleeve (10), enters the chamber
upstream of the swirler, wherein the spiral passages impart to it a swirling motion,
and is injected in atomized condition into the flame tube through the central port pro-
vided in main fuel manifold nozzle (11).
To prevent carbon deposition on nozzle (11), the nozzle is being blown with the air ad-
mitted through the ports provided in shroud (14).
The purpose of the hydraulic power cylinder (Ref. Fig. 2) is to change the angular set-
ting of the VIGV's and compressor stages 1 through 4 VGV's as well as to effect control
over the compressor air bleed valves.
The hydraulic power cylinder is mounted at the bottom of the compressor casing and at-
tached to it with the aid of a bracket and bolts.
The hydraulic power cylinder includes the following elements: cast aluminium anodized
casing (1) (Ref. Pig. 3) with rubber-fluoroplastie seals (8), power piston (2), lever
(3) with slide block (4), and air bleed valves control limit switch with control valve
(5) moving within sleeve (6).
Adjusting screws (7) and (9) act as stops when adjusting the extreme positions of
hydraulic power cylinder power piston (2).
When starting the engine, the operational pressure is fed from the FCU to connection A
causing power piston (2) to move to the extreme right-hand position and displace con-
trol valve (5) to the extreme right-hand position, thus ensuring the high-pressure
fuel supply from connection Г via connection В into the air bleed valves. This causes
the air bleed valves to open. Lever (3) connected through a leverage ensures the
angular setting of the VGV's required at engine starting.
On acceleration to a predetermined gas generator RPM, the PCU connects connection A

with the spill line and feeds the high-pressure fuel to connection Б causing pis-
ton (2) to move to the extreme lift-hand position. As the result, lever (3) changes
the angular setting of the VGV's. At the same time, control valve (5) acted upon by
the high-pressure fuel delivered via connection Г moves to the extreme left-hand po-
sition, thus cutting off the high-pressure fuel flow to connection Б, connected with
the air bleed valves, and connecting it to the spill line via connection Д. This
causes the air bleed valves to close. The fuel seeped past the piston seals into the
hydraulic power cylinder casing is returned via connection E to the PCD inlet.

Page 8
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
Engine fuel System Schematic Diagram

figure б (Sheet 1 of 3)
EFFECTTVITY: ALL 073.12.00

ТВЗ-117
MAINTENANCE MANUAL
Gas Generator Rotor Max. Speed Adjustment Auto Start Control Air Bleeder Jet
Screw
Shut-Off Valve Jet
Gas Generator Min. Speed Adjustment Screw
Acceleration Time Control Unit Air
Free Turbine Speed Adjustment Screw (6 % Bleeder Jet
Correction)
FCU El. Actuator Jet
Free Turbine Speed Adjustment Screw
Adjustable Flow Restrictor
(15 % Correction)
Air Starter Disengagement Speed Adjustment Compressor VGV Control Mechanism
Screw Compressor VGV Control Mechanism
FCU El. Actuator Interlock Control Valve Power Lever
Adjustment Screw Engine Control Lever
Main Rotor Speed Governor Resetting
Power Synchronizer Emergency Cut-Out
Lever
Control Valve Adjustment Screw
FCU El. Actuator
Power Synchronizer Adjustment Screw FCU El. Actuator Interlock Control
Main Fuel Manifold Distributor Valve Valve
Adjustment Screw Main Rotor Speed Governor Adjustment
Auto Start Control Altitude-Sensing Unit Corrector Cam
Adjustment Screw Main Rotor Speed Governor Adjustment
Auto Start Control Aneroid Capsules Corrector
Adjustment Screw Main Rotor Speed Governor
Free Turbine Fuel Control Pressure
Auto Start Control Adjustment Screw Transmitter
Acceleration Time Control Unit Characte- Main Rotor Speed Governor Resetting
ristic Parallel Shift Adjustment Screw Mechanism
Maximum Fuel Flow Limiter Stop Power Synchronizer Emergency Cut-Out
Control Valve
Acceleration Time Control Unit Min. Fuel Power Synchronizer By-Pass Jet
Flow Adjustment Screw Power Synchronizer
Acceleration Time Control Unit Differ- Low Fuel Pressure Valve
ential Valve Adjustment Screw Throttle Valve Fuel Supply Jet
Throttle Valve Flow Restrictor
Throttle Valve Max. Fuel Flow Adjustment
Auto Start Control with Altitude-
Screw
Sensing Unit
Throttle Valve Min. Fuel Flow Adjustment Air Filter
Screw Acceleration Time Control Unit
Temperature Compensator Stop Adjustment Throttle Valve
Screw Main Fuel Manifold Shut-Off Valve
Main Fuel Manifold Distributor
Compressor VGV Setting Characteristic
Parallel Shift Adjustment Screw Valve
Primary Fuel Manifold Back-Up Valve
Hydraulic Power Cylinder Lower Stop Primary Fuel Manifold Shut-Off Valve
Hydraulic Power Cylinder Upper Stop Shut-Down Valve
Acceleration Time Control Unit Zero
Compressor VGV Setting Characteristic
Pressure Differential Diaphragm
Adjustment Worm Screw
Engine Fuel System Schematic Diagram
Page 17
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ТВЗ-117
MAINTENANCE MANUAL
Pressurizing Air Talve Fuel Filter

Fuel Hozzle Main Fuel Duet Compressor VGV Control Lever
Fuel Nozzle Primary Fuel Duct VIGV
Drain Valve/Drain Valves Unit VTGV Feedback Lever
Air Starter Cut-Out Control Mechanism HP Pump
Acceleration Time Control Unit Pres- Compressor VGV Feedback Rod L2
sure Differential Valve FCU Feedback Lever
Air Starter Cut-Cut Control Valve Fuel Boost Pump
Constant-Pressure Differential Valve Acceleration Time Control Unit
Throttle Valve Constant Spill Jet
Throttle Valve Control Valve Drain Ejector
Central Pine Filters Compressor VGV Feedback Spring
Constant Pressure Valve Free Turbine RPM El. Actuator
Inlet Coarse Filter
Gas Generator Fuel Control Pressure Main Rotor/Free Turbine Governor
Transmitter Circuit Low Fuel Pressure Valve
Gas Generator Speed Governor Control Valve
Temperature Compensator-to-Gas
Generator Speed Governor Mechanical Acceleration Time Control Unit
Link Adjustment Jet
Temperature-Sensing Probe Acceleration Time Control Unit
FCU Hydraulic Power Cylinder Adjustment Solenoid Valve
Air Bleed Valve
Pressure Differential Measurement
Limit Switch
Solenoid Valve
Hydraulic Power Cylinder with Limit
Switch End Face Seal
DOTES: 1. The items marked are the adjustment elements of

the FCU.
2. The items marked may not be available in some
models (Ref. Book 3).
Engine Fuel System Schematic Diagram


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MAINTENANCE MANUAL
Air Conduit
Air conduit (3) (Ref. Fig. 4) serves to blow off temperature-sensing probe (8) (Ref.
Fig. 5) of the POT with the air delivered from the helicopter's air intake.
The air conduit is attached with one flange to air intake flange (1) and with another,
to FCU flange (7).
The air conduit is a split structure made of Al-alloy and comprises air conduit (2),
shroud with coupling (5), and flange with shroud (11). Flange with shroud (11) is
connected to air conduit (2) by screws (10), whereas the shroud with coupling (5) is
connected to air conduit (2) by means of a telescope joint to compensate for various
deformations (misalignments) which may occur during removal/installation of the air
conduit. The air conduit is provided with the internal, isolated from each other,
passages A and Б supplying and tapping off air, as well as chamber 3 into which the
hot air is supplied via connection (9). The air conduit has special well (3) providing
accommodation to a temperature-sensing probe. The tightness of the joints is ensured
by sealing rings (4) and (6).
On a running engine, a proportion of the air passing through the helicopter's air in-
take finds its way into air delivery passage A, flows around the temperature-sensing
probe and is delivered along the air offtake passage Б to the engine inlet. When the
engine anti-icing system is selected, the hot air is supplied from it into chamber В
to prevent accretion of ice on the inlet edges of flange with shroud (11) (Ref.
075.10.00).
Piping
Por location and attachment of the pipes on the engine, refer to 073.01.00, Fig. 2.
Operation
Operation of Main Fuel System at Starting
To start the engine it is necessary to set engine control lever (22) (Ref. Fig. 6)
to the idle stop, to cut in the engine auto start control unit by depressing the start
button and to shift the shut-down valve to the OPEN (ОТКРЫТО) position.
The engine auto start control unit signals the air starter solenoid valve to cut in
and the АИ-9В/АИ-9 engine starts supplying compressed air to the air starter air tur-
bine. As a result, the air starter and gas generator rotor begin to rotate.
In the course of the gas generator rotor cranking bу the air starter, the pumping
section of high-pressure pump (71) is building up a fuel pressure in the fuel pump
chambers, and throttle valve (54) is moving to a position corresponding to the minimum
fuel flow. In this case, control valve (55) of the throttle valve is kept open by a
spring while the fuel is being forced out of chamber Ю into the spill line. When con-

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ТВЗ-117
MAINTENANCE MANUAL
Flange with Shroud

Plug
Air Conduit
Shroud with Coupling
Hot Air Supply Connection
Air Conduit
Figure 4

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ТВЗ-117
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Flange Flange
Air Conduit Temperature-Sensing Probe
Well Connection
Sealing Ring Screw
Shroud with Coupling Flange with Shroud
Sealing Ring
Air Conduit
Figure 5

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ТВЗ-117
MAINTENANCE MANUAL
trol valve (55) reaches the extreme upper position, it thrusts onto minimum fuel flow
adjusting screw (20) and gets closed, the pressure in the chamber Ю increases and, as
the result, the throttle valve starts moving towards increasing the-fuel flow.
As soon аз the gas generator rotor rotational speed reaches a level of 15 to 20 56, the
capacity of the pumping section becomes sufficient to build up the fuel pressure up-
stream of shut-off valve (43) to a value at which the valve gets open and the fuel
starts flowing via back-up valve (42) into primary fuel manifold fuel duct (48). To
improve the atomization of fuel and ensure its reliable ignition in the combustion
chamber at all altitudes and climatic conditions and particularly at sub-zero OAT, the
compressed air is supplied from the air starter via pressurizing air valve (46) into
main fuel manifold fuel duct (47), thus providing for fine atomization of the fuel
supplied through the primary fuel manifold.
The atomized fuel admitted into the combustion chamber is lit up by two ignition plugs
and the gas flow starts producing an excess power in the compressor turbine.
The magnitude of the fuel pressure in the primary fuel manifold at the moment of the
fuel ignition in the combustion chamber is governed by a loading of the spring of the
auto start control and adjusted within the limits of 2.5 to 3.0 kgf/cm at ground con-
ditions in order to ensure the reliable ignition of fuel and steady running of the
compressor.
As soon as the fuel pressure in the primary fuel manifold comes to be within 5 to
6 kgf/cm2 , pressurizing air valve (46) cuts off the compressed air supply into the
main fuel manifold. Due to a combined action of the air starter and compressor turbine
excess power, the rotational speed of the gas generator rotor is increasing and the
compressor delivery pressure (PC) is rising.
As the air pressure increases, auto start control (37) re-sets itself to schedule the
fuel flow in proportion to the compressor delivery pressure and throttle valve (54)
moves to increase the area of the metering orifice.
Thus, the fuel flow delivered into the combustion chamber at starting during the time
period from the commencement of the ignition to the moment when the gas generator
rotor rotational speed reaches 45 % is a function of a setting of auto start control
(37).
As soon as the gas generator rotor RPM come to exceed 45 %, the acceleration time con-
trol unit starts limiting the fuel flow, whereas the auto start control gets discon-
nected due to the fact that the setting of the acceleration time control unit for
maintaining the fuel pressure is lower than that of the auto start control.
The acceleration time control unit schedules the fuel flow depending on the gas gene-
rator rotor RPM and the compressor delivery pressure, which allows to ensure the
required compressor stall margin at the acceleration characteristic at various alti-
tudes and climatic conditions. Simultaneously with the scheduling the fuel flow in
the course of engine starting, fuel control pressure transmitter (59) produces a fuel
control pressure which is proportional to the square of the gas generator RPM.

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At starting conditions, the fuel control pressure serves to produce a signal for cut-
ting out the air starter, thereby preventing the air starter RPM from exceeding the
maximum permissible value.
As soon as the gas generator RPM reach a 60 to 65 % level, air starter cut-out control
valve (52) connects the fuel pressure from the constant pressure valve to air starter
cut-out control mechanism (50) which on opening its microswitch contacts de-energizes
the solenoid valve supplying air to the air starter.
When the gas generator rotor RPM reach a level corresponding to the idle setting of
gas generator speed governor (60), the latter comes into action and reduces the fuel
pressure in throttle valve (54) chamber Ю, thus repositioning the throttle valve so
as to schedule the fuel flow in accordance with the idle power requirements (Ngg = 75 %
at Tinl = +15 °C).
Apart from the effect of the compressor delivery pressure, the fuel flow at starting
is directly affected by the ambient pressure which is delivered to the altitude-sensing
unit of auto start control (37).
When starting the engine on a high-level pad or in flight, the auto start control (37)
setting varies in proportion to the ambient pressure due to the action of the altitude-
sensing unit, which is especially essential when the fuel is being lit up in the com-
bustion chamber. As the altitude of flight increases, the fuel flow required to main-
tain the gas generator idling RPM decreases in proportion to the ambient pressure.
When the altitude increases considerably (above 3 km), the fuel flow may become insuf-
ficient to ensure stable combustion in the combustion chamber.
To avoid this, the PCU is provided with low fuel pressure valve (34). that does not
allow the gas generator speed governor to reduce the fuel pressure below 12 kgf/cm2
which corresponds to a fuel flow of 90 kg/h. Therefore, when the altitude increases
above 3 km, the idle power will be controlled by the fuel flow, whereas the gas gene-
rator rotor rotational speed will be increasing.
Operation of Main Fuel System at Steady-State Operating Conditions
The fuel flow into the combustion chamber at the steady-state operating conditions is
scheduled by the following units of the fuel and electric automatic equipment:
- Engine electronic governor.
- Gas generator speed governor (60) (Ref. Fig. 6).
- Main rotor speed governor (28).
- Gas temperature controller.
НОТЕ: The engine electronic governor is not fitted to some engine models (Ref.
Book 3).

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MAINTENANCE MANUAL
In the course of operation of the engines in the helicopter, each of the above units,
as a rule, operates at certain operating conditions only.
The engine electronic governor (the gas generator circuit) schedules the fuel flow into
the engine at the maximum power condition by affecting the functioning of FCU el. ac-
tuator (24). Gas generator speed governor (60) controls the fuel flow into the engine
at the idle power.
The fuel flow into the engine at the maximum power condition, when the gas generator
circuit of the engine electronic governor fails or gets cut out, is controlled by gas
generator speed governor (60) or by maximum fuel flow limiter stop (15) before the
gas temperature controller comes into action.
Main rotor speed governor (28) schedules the fuel flow into the engine at the opera-
tional power conditions, starting from the condition when the twist grip is turned
fully clockwise (AUTO) and at higher power conditions (excepting the maximum power)
including the power glide. The gas temperature controller, operating in conjunction
with the PCU el. actuator (24), comes into operation when the compressor turbine
inlet gas temperature reaches a limit value, that is at a high OAT.
Operation of Main Fuel System at Power Condition Controlled by Engine Electronic

Governor
The engine electronic governor (the gas generator circuit) schedules the fuel flow
into the combustion chamber at the maximum power condition.
The setting of the engine electronic governor gas generator circuit is lower than
that of PCU gas generator speed governor (60).
As the gas generator rotor rotational speed comes to exceed the setting of the gas
generator circuit, the engine electronic governor produces a signal to PCU el. ac-
tuator (24). Depending on the duty cycle of the signals, the FCU el. actuator
increases the fuel spillage from chamber Ю of throttle valve (54). As the result,
the pressure in chamber В decreases and throttle valve (54) moves to reduce the
fuel flow into the combustion chamber and, correspondingly, to reduce the gas ge-
nerator rotor RPM.
For the operation of the engine electronic governor gas generator circuit, refer to
073.15.00 and 073.15.04.
Operation of Main Fuel System at Power Conditions Controlled by Gas Generator Speed
Governor
As indicated above, gas generator speed governor (60) (Ref. Pig. 6) comes into ope-
ration as the engine accelerates in the course of starting to the idle power. The
engine throttle control lever is set against the IDLE detent, the speed governor

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MAINTENANCE MANUAL
setting being therewith at its minimum level, corresponding to the idling RPM. At
starting and idling conditions, the helicopter main rotor and the free turbines of
the RH and LH engines of the power plant are rotating at equal RPM not exceeding
65 percent while the main rotor speed govenors (28) of both engines are inoperative.
When advancing the engine control lever into the operational power conditions zone
(aecl>10deg),the setting of the gas generator speed governor increases and the
engine power increases in response to a throttle movement.
When throttling up the engine to aecl>70 deg, the setting of the gas generator
speed governor reaches a maximum value and remains unchanged at further movements
of the throttle (the maximum setting section of the gas generator speed governor
characteristic curve).
NОТЕ: Some engine models feature an additional maximum setting section (Ref. Book 3,
073.12.05).
To obtain the maximum gas generator rotor RPM corresponding to the maximum power, it
is necessary to reduce the main rotor RPM by stepping up the collective pitch to a
value corresponding to the maximum power condition at which the main rotor speed
governors get disengaged.
When operating within the outside air temperature range of minus 60 °C to a value
quoted in 073.12.05, "Fuel Control Unit - Description and Operation", Para 2.1, the
setting of the speed governor (60) is automatically corrected with respect to the
engine inlet air temperature.
The air is supplied to temperature-sensing probe (62) from the engine air intake
through a special air conduit owing to a difference between the pitot and static
pressures of the air upstream of the compressor.
The compensation for the gas generator speed governor setting with respect to the
engine inlet air temperature is also ensured at transient power conditions, in-
cluding the idling. The value of the temperature compensation for the governor (60)
setting for the different engine models is given in Book 3, 073.12.05, "Fuel Con-
trol Unit - Description and Operation", Para 2.1. At the same time, the inlet air
temperature compensation for the gas generator RPM limits the gas generator maximum
corrected RPM at a level not above the required one. As the OAT reaches a certain
level, the leverage transmitting forces from the temperature-sensing probe abuts
screw (21) and no temperature compensation of the RPM occurs at a further increase
in the OAT.
Operation of Main Fuel System at Power Conditions Controlled by Main Rotor Speed
Governor
The main rotor speed governor schedules the fuel flow and maintains the main rotor
RPM over the whole range of the operational power conditions starting from that at

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MAINTENANCE MANUAL
which the twist grip ia turned fully clockwise (AUTO) and at higher power settings
except for the maximum power.
The main rotor speed governor controls the fuel flow into the engine combustion cham-
ber in a way similar to that of gas generator speed governor (60).
As the main rotor rotational speed rises, the main rotor speed governor trims the
fuel flow and rice versa, thus maintaining the main rotor rotational speed at all
operational power conditions within the limits specified in Book 3, 072.00.00,
"Engine - Description and Operation", Main Data.
The lower level of the fuel flow is limited by low fuel pressure valve (79) which
prevents uncoupling of the overrunning clutch at high main rotor RPM, whereas the
higher level of the fuel flow is limited by the engine electronic governor, gaa
generator speed governor (60) or the gaa temperature controller.
On some engine models, the lower level of the fuel flow is limited by low fuel
pressure valve (34) (Ref. Book 3, 073.12.00).
At the power conditions controlled by the main rotor speed governor, the engine
electronic governor and the gas generator rotor speed governor remain inoperative
since their setting is higher. Since the power available, preset by the engine
electronic governor (by the gas generator circuit) and by the gas generator speed
governor, exceeds the power consumed by the main rotor, the excess power (that is
the excess fuel flow) is cut down by the main rotor speed governor. When the heli-
copter's engines are running concurrently, the free turbines rotate at the same
speed controlled by the main rotor, whereas the settings of the governors of the
LH and RH engines do not coincide completely, which results in the engines operat-
ing at different power conditions, that is at different RPM of the gas generators.
In order to reduce the mismatch in the power conditions of the concurrently-run-

ning engines, the main rotor speed governors are made static, that is in order
to change the fuel flow (that is to change a power condition), it is necessary to
change the main rotor rotational speed. Based upon the conditions required to
ensure a steady control process, a static characteristic (that is a elope) of the
speed governor characterstic curve has been selected equal to 6 percent of the -
main rotor speed with the fuel flow changing from that at the maximum power condi-
tion to that at the idling (Ref. Fig. 7).
Since the characteristic curve of the main rotor speed governors is made slanted,
the main rotor rotational speed varies with the fuel flow, that is with the power
conditions, which brings about a worsening of the main rotor operating conditions
and hampers the handling of the helicopter.
To provide more favourable operational conditions for the main rotor and to facili-
tate the handling of the helicopter, the main rotor rotational speed is maintained
within the limits specified in Book 3, 072.00.00, "Engine - Description and Opera-

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MAINTENANCE MANUAL
tion". To achieve this, a provision is made in governor (28) (Ref. Fig. 6) for cor-
rector (27), which provides means for correcting (eliminating) a 6 percent static
error Ъу varying the speed governor setting.
The required value of the correction is ensured by a specific profile of the cor-
rector cam. A change in the main rotor pitch causes a simultaneous change in the
angle of turning of engine control lever (22), the corrector cam being secured on
the ваше axle with the engine control lever. As the control lever setting changes
from the angle of 30 deg to the angle of 114 deg, the corrector cam changes the
setting of the main rotor speed governor by 6 percent, thus shifting the speed
governor characteristic curve shown in Figure 7.
If the correction were not provided, then with the fuel flow increasing from G1 to
G2 (Ref. Fig. 8), the main rotor speed would be decreased by the ДН value
(points 1 and 2.1). But owing to the existence of the correction, the governor set-
ting is shifted towards higher RPM by the value of dN, which results in the main
rotor RBI remaining unchanged (point 2) despite the static nature of the governor
characteristic.
Thus, the 6 % correction cam helps to maintain the main rotor RPM at all operational
power conditions within the limits specified in Book 3, 072.00.00, "Engine -
Description and Operation".
TheFCUincorporates resetting mechanism (30) (Ref. Fig. 6), which provides for a
manual adjustment of the main rotor RPM on a running engine. The resetting mechanism
is controlled with the aid of resetting lever (23).
As the lever is turned from the 0-deg position to the 100-deg position, the cam
located on the axle of lever (23) varies the main rotor speed governor setting by
15 56.
With the engine running in the helicopter, the resetting lever is set to a position
near the 66-deg mark and the main rotor rotates at a speed close to the rated value.
Operation of Main Fuel System at Gas Temperature Limitation
When the TIT comes to exceed the setting of the temperature controller, the latter
starts sending signals to FCU el. actuator (24). At the same time the annunciator
starts flashing.
As the TIT grows further, the duty cycle of the signals and the frequency of flesh-
ing of the annunciator increase, which results in an increase in the fuel spillage
from throttle valve (54) chamber Ю through FCU el. actuator (24) and, therefore, in
a reduction in the fuel flow to the engine combustion chamber. The on-speed power
condition of the engine running concurrently and the gas temperature controller at
all operational conditions lies within a range of the TIT equal to 975 to 990 °C.

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MAINTENANCE MANUAL
Main Rotor Speed Governor Static Characteristic Curve

Figure 7
Effect of Engine Control Lever Position on

Displacement of Main Rotor Speed Governor
Characteristic Curve
Figure 8

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MAINTENANCE MANUAL
NOTE: On some engine models, the on-speed power condition of the concurrently-running
engine and the gas temperature controller may have other values (Ref. Book 3,
073.12.00).
The FCU is provided with interlock control valve (25) of the FCU el. actuator, which
comes into action in case of a failure of the gas temperature controller, caused by
a false continuous signal or a high overtemperature signal fed to the FCU el. actua-
tor, which would have resulted in a substantial reduction in the engine power condi-
tion. As the gas generator RPM drop to (85+/I) percent, the control pressure is sup-
plied from transmitter (59) to interlock control valve {25) causing the latter to
isolate the chamber D of throttle valve (54) from POT el. actuator (24), thus ter-
minating the reduction in the power condition.
For the operation of the gas temperature limiting system, refer to 073.17.00.
Operation of Main Fuel System at Transient Power Conditions
With the engine running at transient conditions of power increase (that is at the ac-
celeration), the main fuel control system shall provide for the scheduling the fuel
flow into the combustion chamber so that it will ensure freedom from gas overtempera-
ture and sufficient engine performance stability margin.
The control over the functioning of the compressor VGV's and air bleed valves is ef-
fected simultaneously with the fuel flow scheduling.
The acceleration time control unit, as it was indicated when the engine starting pro-
cess was described, comes into action before the engine attains the idle power. At
the idling conditions the acceleration time control unit is cut off, because the fuel
flow into the engine is controlled by the gas generator speed governor, whereas the
acceleration time control unit is pre-set so as to maintain a higher fuel flow, that
is the control valve of pressure differential valve (51) isolates chamber Ю of throt-
tle valve (54) from the spill line.
When shifting engine control lever (22) towards higher power settings, the gas genera-
tor speed governor (60) cam compresses the governor spring which causes a lever to
close the spill valve in chamber Ю of throttle valve (54). As the result, the pressure
within chamber Ю will increase and throttle valve (54) will start moving towards in-
creasing the fuel flow. As the speed of travel of throttle valve (54), which is a fun-
ction of the flow rates of jet (35) and flow restrictor (36), is considerably higher
than the rate of a fuel flow growth demanded by the engine, the travel of throttle
valve (54) is slowed down by the acceleration time control unit.
As the fuel flow passing through throttle valve (54) increases, the fuel pressure drop
across acceleration time control unit throttle valve (39) rises, which leads to a pro-
portional increase in the pressure applied upon differential valve (51) diaphragm and
causes the control valve of the differential valve to move to the left.

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MAINTENANCE MANUAL
Chamber Ю of throttle valve (54) gets connected to the spill line and the movement of
throttle valve (54) towards increasing the fuel flow is slowed down.
However, due to the fact that valve (51) limits the fuel flow at в higher level than
that at the steady-state operating conditions, the gas generator rotor RPM and the
compressor delivery air pressure (Pc) keep on growing, which brings about a further
readjustment of the acceleration time control unit towards ensuring a higher fuel flow
in consistence with the increase in the gas generator rotor RPM and compressor deli-
very air pressure. As the result, throttle valve (54) is enabled to continue its move-
ment towards opening the orifice.
As soon as the engine accelerates to a power condition limited by any of the governors
(that is gas generator speed governor or main rotor speed governor) or by the gas
temperature controller, the excess fuel delivered by the acceleration time control
unit is cut off and the engine comes to operate at the steady-state operating condi-
tions.
Control of Compressor Variable Guide Vane Assemblies and Air Bleed Valves
To ensure the engine basic performance parameters and stability margin, the engine is
provided with the variable inlet guide vanes (VIGV's) and variable guide vanes (VGV's)
of the compressor stages 1 through 4 and has a provision for the air bleed from com-
pressor stage 7 into atmosphere by means of air bleed valves (64) (Ref. Fig. 6).
The control over the compressor VGV's is effected by the VGV control mechanism with
respect to the corrected gas generator RPM.
At the starting conditions and when Ngg corr is below 81 percent, the VGV's are set
against the upper stop (i.e. the VGV's are closed). Starting from Ngg corr>81 per
cent, the VGV's are getting open in accordance with a linear relationship. At
Ngg corr = 100 percent, avgv is equal to 0 deg, and when Ngg corr comes to exceed
102 percent, the VGV's come to rest against the lower stop.
The reversal of the VGV's is effected by two hydraulic power cylinders (63) and (66),
one of which (cylinder (63)) being built into the FCU.
Hydraulic power cylinder (66) is provided with limit switch (65), which produces a
command signal for closing compressor air bleed valves (64) when the hydraulic cylin-
der sets the VGV's to a position corresponding to avgv = 22 deg, i.e. at Ngg corr = 84
to 87 percent.
The VGV control mechanism is fitted inside the FCU.

?or the operation of the VGV control mechanism refer to 073.12.05.

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MAINTENANCE MANUAL
Operation of Main Fuel System when Engine Gets Shut Down by Free Turbine Protection
System
At all engine operating power conditions, the high—pressure fuel is delivered from
chamber M of FCU constant-pressure differential valve (53) (Ref. Fig. 6) to el. actua-
tor (78).
When the free turbine protection system comes into operation, el. actuator (78) con-
nects chamber M of constant-pressure differential valve (53) to the spill line, which
leads to an increase in the pressure differential across the diaphragm of constant-
pressure differential valve (53). Constant-pressure differential valve (53) moves to
the right and causes the fuel upstream of the throttle valve to spill, thus reducing
the fuel pressure aft of the throttle valve to a level at which shut-off valve (43)
gets closed. Shut-off valve (43) gets closed and terminates the fuel flow into the
combustion chamber.
For the operation of the free turbine protection system, refer to 073.16.00.
Operation of Main Fuel System at Engine Shut-Down
The engine shut-down is effected by moving the shut-down valve (44) (Ref. Fig. 6)
lever of the FCU to the SHUT-DOWH (СТОП) position. In this case, the fuel line up-
stream of shut-off valve (43) gets connected to the spill line and shut off.
The operation of the main fuel system in the course of concurrently-running engines
in the helicopter power plant is described in Book 3, 073.12.00.

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FUEL CONTROL UNIT - DESCRIPTION AND OPERATION
General
The fuel control unit (POT) (Ref. Figs 1 and 2) serves to schedule the fuel flow into
the engine at all engine operating conditions including starting.
The FCU performs the following functions:
- Schedules the fuel flow at starting, acceleration and deceleration.
- Maintains the pre-set power conditions with reapect to the gas generator rotor and
main rotor (free turbine) RPM.
- Ensures synchronization of the compressor delivery air pressures (Pc) during concur-
red operation of both engines.
- Reduces the fuel flow when receives signals from electronic governors.
- Apportions the fuel flow between the fuel manifolds.
- Ensures engine shutdown.
- Effects control over the compressor VGV's.
- Provides a signal to cut out the air starter.
The fuel control unit incorporates the following major elements:
- An inlet fuel filter.
- A high-pressure fuel pump.
- A throttle valve with piston.
- A constant-pressure differential valve.
- A shut-down valve.
- A shut-off and back-up valves of primary fuel manifold.
- A distributor and shut-off valves of main fuel manifold.
- An air bleed valve.
- Central filters of regulator and throttle valve.

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ТВЗ-117
MAINTENANCE MANUAL
Fuel Inlet Connection Hydraulic Power Cylinder Feedback

FCU Inlet Pressure Measurement Lever Dial
Connection Hydraulic Power Cylinder Feedback
Main Rotor/Free Turbine Speed Lever
Governor Resetting Lever Hydraulic Power Cylinder
Engine Control Lever Drain Connection
Shut-Down Valve Lever Temperature-Sensing Probe Air Supply
Engine Control Lever Dial Flange
Resetting Lever Dial Solenoid Valve MKT-163
NOTE: Item (13) shown with dotted line on

some models is not fitted (Ref.
Book 3).
Fuel Control Unit. Left-Hand View

Figure 1

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MAINTENANCE MANUAL
Air Bleed Valve

HP Pump Drive Torsion Shaft
Main Rotor/Free Turbine Speed Inductive Transducer
Drive Torsion Shaft
Connection for Measurement of Fuel Pressure in Main
Fuel Manifold
Connection for Measurement of Fuel Pressure in
Primary Fuel Manifold
Fuel Control Unit. Right-Hand View

Figure 2

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ТВЗ-117
MAINTENANCE MANUAL
- А сonstant-pressure valve
- A fuel control pressure (Pconst) transmitters (gas generator fuel control pressure
Pcont gg and main rotor fuel control pressure Pcont MR transmitters).
- An air starter cutout control valve.
- An air starter cutout control mechanism.
- A gas generator speed governor.
- A temperature compensator.
- A main rotor speed governor.
- A power synchronizer.
- A power synchronizer emergency cutout control valve.
- A FCU el. actuator.
- A FCU el. actuator cutout control valve.
- A low-pressure valve.
- An air filter with pressure reducer.
- An auto start control with altitude sensing unit.
- An acceleration time control unit with maximum fuel flow limiter.
- A compressor VGV control mechanism.
Principle of Operation
(Ref. 73.12.00, Fig. 6)
Used as working medium for the fuel control unit automatic equipment elements is the
engine fuel.
The automatic equipment elements operating pressure is the excess pressure over that
of the spillage in the fuel control unit.
The supply of fuel into the combustion chamber is a function of a position of throttle
valve (54), as the pressure differential across the throttle valve orifice is main-
tained constant by constant-pressure differential valve (53)

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The position of throttle valve (54) is determined by the governors varying the fuel
pressure within chamber Ю.
Departure of any of the controlled parameters, for example, towards a higher value
causes the valve of the respective governor to open still more. As the result, the
pressure in chamber Ю drops and throttle valve (54) is shifted upwards, thus reducing
the metering orifice and the fuel flow to a value required for the recovery of the con-
trolled parameter and vice versa.
The auto start control and acceleration time control unit exercise the control over
the position of throttle valve (54) at starting and acceleration by scheduling the fuel
flow in compliance with the pre-set schedules. The maximum fuel flow limiter ensures
the maximum fuel flow consistent with the maximum permissible power.
Minimum fuel pressure valve (34) controls the position of throttle valve (54) at an
engine deceleration ensuring the limitation of minimum constant fuel flow. Each gover-
nor of the steady-state power conditions controls the position of throttle valve (54)
scheduling the fuel flow required to sustain the pre-set value of the controlled para-
meter. The operating range of the governors controlling the steady-state operating
conditions is limited at one side by the program of the acceleration time control unit
and at the other side by the low fuel pressure valve.
Main Data
Designation Ref. Book 3
Sense of rotation of torsion shaft transmitting drive

from gas generator and torsion shaft transmitting
drive from engine free turbine (looking from the side
of delivery of operational torque) Counterclockwise
Fuel grades Ref. 072.00.00, Para 2.1.15
Parameters of fuel at FCU inlet:
- Filtration rating 0.012 to 0.016 mm
- Temperature Minus 50 to plus 60 °C
- Pressure at starting 0.4 to 1.2 kgf/cm2
- Pressure at operational conditions 0.4 to 2.8 kgf/cm
- Pressure with booster pump failed 0.3 to 1.6 kgf/cm

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Fuel pressure in primary fuel manifold on running

engine 60 kgf/cm , шах.
Drain leakage 25 cm/min, max.
Gas generator RBI at which fuel starts flowing into

primary fuel manifold 15 to 20
Gas generator speed governor maximum acceptable RPM

(for FCU) 103 %
Main rotor speed governor maximum acceptable RPM

(for FCU) 120 %
Control of fuel control unit:
Mechanical By engine control lever
Hydraulic By free turbine protection sys-

tem electrical actuator
Electrical By electronic governors
Angular position of gas generator rotor speed governor

engine control lever Ref. Book 3
Value of decrease in gas generator speed governor

setting at max. power Ref. Book 3
Gas generator rotor RPM at which air starter cutout

signal is produced (62.5+2.5) %
Main rotor RPM at which power synchronizer gets cut

out Ref. Book 3
Parameters of current supplied to PCU el. actuator:
Current intensity 0.45 A, max.
Voltage (27+2.7) V
Wiring system Two-conductor
Temperature range:
OAT Minus 60 to plus 60 С

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MAINTENANCE MANUAL
- In engine compartment Minus 60 to plus 100 °C
Mass 27.5 kg, max.
Inlet Fuel Filter
The inlet fuel filter ia intended to filter the fuel supplied to the FCU.
The filter oonsita of brass housing (7) (Ref. Fig. 3) with gauze (6), the mesh size
of 0.160 mm and bottom (8) soldered to it.
Provided on filter housing (7) are six radial slots and one axial hole which forms
a passage to the filtered fuel. The filter is inserted into the FCU casing and tight-
ened with straight-through connection (3). The clearance between the filter and the
connection is taken up with the aid of shims (5). Rubber ring (4) serves to seal
straight-through connection. Pitted onto straight-through connection (3) is swivel
connection (2) with two sealing rings (10). The swivel connection is tightened to
the straight-through connection (3) collar by plug (1). Fuel is delivered to swivel
connection (2) from the engine low-pressure fuel system.
High-Pressure (HP) Fuel Pump
The HP fuel pump serves to supply fuel into the main fuel manifold and to feed the
automatic system units.
The HP fuel pump (Ref. Fig. 4) incorporates a casing, a pumping section, a face seal,
a spacer, and a FCU-to-engine attachment flange.
The pumping section of the pump consists of rotor (8), plungers (4), cage (3), thrust
disc (2), and distributor control valve (7).
Rotor (8) is mounted in the casing in two bearings: copper-carbon bearing (6) located
in the casing chamber, and roller bearing (11) press-fitted into spacer (9) bushing
(18). The spillage pressure presses the rotor to distributor control valve (7). The
rotor is provided with one axial hole and seven inclined holes. Pressed into the in-
clined holes from the extension side and then opened out are brass bushings (5) whicn
provide accommodation to moving plungers (4).
Machined in the mid portion of the axial hole are splines for rotor drive torsion
shaft (15) and the gas generator rotor speed transducers drive. A retaining ring
prevents the torsion shaft from axial movement, whereas the transducers drive is
loaded from the top by a spring. The rotor axial hole is sealed by rubber rings
fitted into the grooves of the GG rotor speed transducers drive extension. Secured by
rolling over to the heads of steel plungers (4) are steel footstep bearings with a
brass plate, the footstep bearings resting upon a spherical inclined surface of the
thrust disc. The plungers and the footstep bearings are pressed to the thrust disc by
the fuel pressure, the guides press-fitted into the rotor holes providing the second
support for the plungers. To improve the working conditions, the plunger heads and

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Plug Gauze
Swivel Connection Housing
Straight-Through Filter Bottom
Connection FCU Body
Shim
Inlet Fuel Filter

Figure 3

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MAINTENANCE MANUAL
Casing Roller Bearing

Thrust Disc Bushing
Cage Bushing
Plunger Floating Ring
Bushing Rotor Torsion Shaft
Copper-Carbon Bearing Cover
Distributor Control Valve Separator Support
Rotor Bushing
Spacer Seal
Flange
High-Pressure Fuel Pump

Figure 4

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footstep bearings are provided with holes supplying the high-pressure fuel from under
the plungers to the contact points of the footstep bearings and the thrust disc. The
footstep bearings cylindrical portions enter the ports made in cage (3) which ensures
a proper bedding of the footstep bearings and thrust disc (2).
Thrust disc (2) is made of steel, its one face being flat and the other shaped as a
sphere with its axis positioned at an angle to the thrust disc axis. Made in the
centre of the thrust disc is a hole providing a passage for the rotor extension and ac-
commodation to cage (3) and its support. The external surface of the thrust disc has
an attachment collar and a slot for a key preventing rotation of the thrust disc.
Distributor control valve (7) of the rotor is made of brass and its surface contacting
the rotor is machined to a high degree of surface finish. The control valve has two
shaped ports which serve to deliver fuel to and tap fuel from the rotor, and an axial
hole providing accommodation to the gas generator speed transducer drive.
The face seal ensures tightness of the FCU at the rotor extension. The seal unit com-
prises cover (16), floating ring (14),bushing (13), a spring, and bushing (12). On
some versions of the FCU, floating ring (14) is substituted for bushing (18) (Ref.
Detail 1) and additional seal (19) is introduced. Cover (16) is secured to spacer (9)
with six studs. The spacer-to-cover joint is sealed with a paronite gasket. Bushing
(13) is put onto the rotor extension and rotates together with the latter. The active
surfaces of cover (16), floating ring/bushing (14) and bushing (13) ere machined so
that a close bedding is provided over the whole surface. A spring presses bushing (13)
and floating ring/bushing (14) to cover (16).
The fuel seeped through along the adjoining surfaces of the bushing, floating ring/
bushing and cover finds its way into the grooves of the floating ring/bushing, then
passes through the holes in floating ring/bushing (14), cover (16) and spacer (9) and
flows through the drain connection and ejector into the exhaust stack.
Having passed through the FCU inlet fuel filter, the fuel flows via port 'a' (Ref.
Fig. 4) of distributor control valve (7) into rotor (8) under the plungers. Acted
upon by the fuel pressure, the plungers are constantly pressed to the spherical sur-
face of thrust disc (2). The spherical surface of the disc is inclined at an angle
to the rotor rotation plane and, owing to this, when the rotor is rotating, the
plungers are eliding with their footstep bearings over the thrust disc, thus perform-
ing a reciprocating motion in the recesses made in the rotor. Having passed port 'a'
of the distributor valve, the plungers, while moving, are drawing in the fuel from
the low-pressure line and on passing port 'б' are forcing the fuel into the high-
pressure line.
The output of the pumping section is a function of the gas generator rotor RPM: as
the RPM rise, the output increases.

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Throttle Valve with Piston
The purpose of the throttle valve is to supply fuel into the engine.
The throttle valve comprises spool (3) (Ref. Fig. 5), barrel (2), servopiston (5), and
fuel valve (9).
The middle portion of spool (3) is milled in two places to make a profiled active por-
tion of the control valve. A through hole is made along the control valve axis. One
side of the control valve is threaded to accommodate servopiston (5) attachment
bolt (12).
The metering orifice of the throttle valve is shaped by a clearance between the bar-
rel (2) middle collar and the profiled portion of spool (3). Double-sided fluoroplastic
servopiston (5) of the throttle valve is secured to the spool with bolt (12) and pre-
vented from turning by two flats made on the control valve end face.
Bolt (12) has an axial channel with a dia 1.2 mm orifice which serves for passage of
fuel and a head with a hex, the head butt end acting as a seat for valve (9). Fuel
valve (9) is mounted on servopiston (5) of the throttle valve with the aid of sleeve
(10) fitted into a circular groove made in the piston bottom and pressed to the latter
by spring (6).
The opening of the fuel valve is ensured by the spring which presses valve (9) to the
collar of sleeve (10). The closure of the valve occurs during the upward movement of
throttle valve spool (3) when it comes in contact with low fuel flow adjustment
screw (8) fitted in a boss of body (7).
The downward travel of throttle valve spool (3) is limited by maximum fuel flow adj-
ustment screw (14).
The fuel flow control into the combustion chamber is effected by varying the section-
al area of orifice 'Ц' with the pressure differential across the throttle valve main-
tained constant with the aid of the constant-pressure differential valve. The section-
al area of the orifice is varied by displacing spool (3) with the aid of servo-
piston (5). acted upon from the bottom by the throttle valve downstream pressure and
from the top by the force of spring (6) and the fuel pressure in chamber Ю.
Fuel is admitted into chamber Ю through feed jet (35) (Ref. 073.12.00, Fig. 6) and
flows out of the chamber via flow-through valves of the main rotor speed governor as
well as through the auto start control valve and the acceleration time control unit
differential valve.
In order to ensure the stable operation of the gas generator and main rotor speed
governors, their valves are made of the "flow-through" type, that is when the said
speed governors are closed, some small amount of fuel still flows through the valves
so as to prevent sticking of the valves at their lapped surfaces.

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When the servopiston equilibrium state is disturbed as a result of a change in the

pressure in chamber В caused by one of the governors, the servopiston moves together
with spool (3) (Ref. Fig. 5), thus changing the sectional area of the throttle valve
orifice «ц».
As the pressure in chamber Ю increases (due to a partial closure of one of the gover-
nor valves) spool (3) moves downwards and increases the throttle valve orifice area
and, consequently, the fuel flow. As the pressure in chamber Ю decreases, the throttle
valve moves upwards and decreases the fuel flow.
With the engine at a standstill, the servopiston and the throttle valve, acted upon by
the force of spring (6), come to rest against maximum fuel flow adjustment screw (14).
At the initial stage of engine starting, the fuel pressure delivered from the pumping
section acts upon the servopiston bottom and moves It upwards to abut low fuel flow
adjustment screw (8). The fuel is spilled from chamber Ю through fuel valve (9),
opened by the spring. This causes fast displacement of spool (3). As the spool comes
to bear upon screw (8), fuel valve (9) gets closed, the pressure in chamber Ю rises,
and spool (3) starts moving towards increasing the fuel flow, while fuel valve (9),
acted upon by the increased pressure in chamber 10, remains closed until the engine
comes to a standstill.
Constant-Pressure Differential Valve
The constant-pressure differential valve serves to maintain a constant-fuel pressure

differential across the throttle valve orifice 'Ц' within (3+0.5) kgf/cm2.
The constant-pressure differential valve incorporates the following major elements:

piston (5) (Ref. Pig. 6), bushing (4). diaphragm (1), and spring (9) mounted in cas-
ing (3). The bushing is provided with four ports 'B' that serve to spill the fuel
from upstream of the throttle valve and six inclined ports 'a' to supply fuel to the
diaphragm underside.
One butt end of cylindrical piston (5) is provided with a collar and a hole for
diaphragm (1) attachment screw (2). Diaphragm (1) is made of rubberized fabric and
secured to the piston (5) butt end by means of screw (2).
Pitted into a recess in the diaphragm disc is valve support (11), the force of
spring (9) being applied to the support via valve disc support (10) and spring
disc (7). Cover (8) provides the second support for the spring. The tension of the
spring is adjusted by selective fitment of shims (13).
A proportion of the fuel supplied by the high-pressure fuel pump to the throttle
valve and the face of piston (5) is directed by the face of piston (5) to the return
line. Piston (5) with diaphragm (1) is in equilibrium due to the balance of the fuel
pressure upstream of the throttle valve, acting from the left, and the fuel pressure
downstream of the throttle valve plus the force of spring (9), acting from the right.

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Throttle Valve Casing

Barrel
Spool
Barrel Retaining Ring Diaphragm
Servopiston Diaphragm Attachment
Spring Screw
FCU Body Casing
Low Fuel Plow Adjustment Bushing
Screw (20) Piston
Puel Valve Diaphragm Ring
Valve Sleeve Spring Disc
Spring Support Cover
Bolt Spring
Stop Threaded Sleeve Support
Maximum Puel Flow Adjustment Support
Screw (l9) Jet
Filter Shim
Throttle Valve Constant-Pressure Differential Valve

Figure 5 Figure 6
EFFECTMTY: ALL 073.12.05

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Therefore, the pressure differential across the throttle valve orifice is a function of
the tension of spring (9) and adjusted by placing a required stack of shims (13) under
the spring. To prevent self-oscillations of piston (5), the fuel pressure is delivered
to the diaphragm (1) left-hand chamber via inclined ports 'a'- in bushing (4). and damp-
ing clearance 'б' in between piston (5) and bushing (4).
When the equilibrium state is disturbed, that is when the pressure differential across
the metering orifice of the throttle valve changes, diaphragm (1) moves together with
piston (5) and changes the amount of the fuel being spilled. In the case of the throt-
tle valve moving towards increase of the metering orifice, the pressure differential
across the metering orifice decreases, the fuel pressure upstream of the throttle valve
drops, while that downstream of the throttle valve rises and, ae the result, valve
piston (5) moves to the left thus reducing the amount of the fuel being spilled until
the equilibrium state is recovered, which happens when the pre-set pressure differ-
ential is regained. When the metering orifice is being decreased, the fuel pressure
upstream of the throttle valve increases and that downstream of the throttle valve
drops, piston (5) moves to the right and the fuel spillage increases until the requir-
ed pressure differential is regained. Therefore, by varying the amount of fuel being
spilled, the constant-pressure differential valve maintains the constant fuel pressure
differential across the throttle valve regardless of its position.
Shut-Down Valve
The shut-down valve provides the mechanical means for cutting-off the fuel flow into
the engine and by-passing the fuel from the fuel line downstream of the shut-down valve
into the spillage line.
The shut-down valve consists of sleeve (2) (Ref. Pig. 7), shaft (3) and lever (1).
Shaft (3) is basically a steel component having an axial blind bore and two pairs of
ports: a pair of rectangular ports 'c' being used for delivery of the fuel from the
acceleration time control unit throttle valve to the system of valves supplying fuel
to the engine primary and main manifolds, and a pair of circular ports 'б' serving to
by-pass the fuel into the spill line. Made on the surface of the shaft are two grooves
accommodating rubber sealing rings. Secured to the splines provided in the outer end
of the shaft is shut-down valve lever (1).
Steel sleeve (2) of the shut-down valve has two grooves with rectangular ports provid-
ing passages for fuel. A larger port allows fuel to flow to the engine main fuel
nozzles whereas a smaller one serves to by-pass fuel into the fuel spill line.
Stamped on the sleeve flange are letters P and С which stand for the OPERATING POSI-
TION (РАБОЧЕЕ ПОЛОЖЕНИЕ) and STOP (СТОП) and identify the respective steps on the shut-
down valve lever.
Lever (1) is cast of steel and has two bosses, one being splined to secure the lever
to shaft (3) by means of a coupling bolt, and the other having a smooth hole which

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1 . Lever
2. Sleeve
3. Shaft
Shut-Bown Valve
Figure 7

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MAINTENANCE MANUAL
serves for attachment of the engine control rods. The lever is provided with a rectan-
gular lug entering the slot in the sleeve and serving as a stop restricting the range
of travel of shut-down valve lever (1) within 90 degrees. In this case, the masking of
the passage begins when the lever has been turned through 4 degrees.
The high-pressure fuel is delivered from downstream of the acceleration time control
unit throttle valve along passage 'e'. The rectangular port 'c' and passage 'Д' serve
to supply fuel to the system of valves supplying fuel to the primary and main fuel
manifolds.
With the shut-down valve open, the circular spill ports 'б' are masked with sleeve (2).
As lever (1) is turned through an angle of approximately 40 degrees into the upper
position, the ports 'б' are connected with passage 'a' and the high-pressure fuel ad-
mitted through passage 'e' is by-passed to the spill line. Owing to this, no surging
shock occurs when the fuel flow is abruptly cut off. As the result, the fuel pressure
in the passage drops. As the lever continues to move downwards, sleeve (2) masks the
rectangular ports 'c', thus cutting off the fuel flow to the system of valves supply-
ing fuel to the primary and main fuel manifolds.
Primary Fuel Manifold Shut-Off and Beck-Up Valves
Shut-off valve spool (3) (Ref. Fig. 8) is intended to supply fuel to the primary fuel
manifold and to shut off the fuel flow into the primary fuel manifold when the engine
is brought to a standstill.
The shut-off valve comprises spool (3) sliding inside barrel (2), seat (4) and
spring (11). Barrel (2) has two rows of holes allowing fuel to pass to spool (3) from
the acceleration time control unit throttle valve and a passage upstream of the
throttle valve. Spool (3) is pressed to seat (4) by spring (11) fitted with one end
into a blind boring of spool (3), the other end resting against the pilot fillet of
spring disc (12).
Shut-off valve seat (4) is made in a form of a threaded sleeve with a through stepped
bore providing accommodation to the back-up valve and a connection supplying fuel to
the primary fuel manifold.
The back-up valve serves to create additional hydraulic resistance in order to main-
tain the required fuel pressure downstream of the throttle valve which is necessary
to move the servopiston of the throttle valve at starting.
The back-up valve of the primary fuel manifold incorporates spool (9), barrel (10)
and spring (5). Inserted into a central hole of barrel (10) is the extension of
spool (9)i resting with its head against the barrel fillet. Barrel (10) has an axial
hole with two profiled ports which serve to deliver fuel to the back-up valve
spool (9) head. Spool (9) is provided with a spherical head carrying a support of
valve spring (5). Acting as the second support of spring (5) is step (6) fitted into
a bore in straight-through connection (7) and intended to restrict the travel of
spool (9).

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The fuel, passing through the throttle valve and the acceleration time control unit
throttle valve, enters recess 'a' in shut-off valve spool (3). As the fuel pressure
2
builds up to a level of (3-0.5) kgf/cm , spring (11) gets compressed and the valve
becomes open. At the instant of valve opening, the gas generator speed shall be equal
to 15 to 20 %, which ia ensured by selective fitment of special jet (к) (Ref. 073.12.00,
Fig. 6) installed in the fuel pressure line supplying the throttle valve upstream fuel
pressure to ports 'б' made in barrel (2) (Ref. Pig. 8). When the valve is closed, the
high-pressure fuel ia by-passed from the pumping section to the spill line through
jet (к) and port 'б' in the barrel. When the valve becomes open, port 'б' gets masked
by spool (3) and the fuel spillage Is discontinued.
When the engine is shut down, the fuel pressure upstream of the shut-off valve drops
and the shut-off valve gets closed by the spring thus ensuring reliable and prompt
cut-off of the fuel flow into the primary fuel manifold.
Pitted in the shut-off valve outlet is the back-up valve creating additional hydraulic
resistance controlled by a tension of spring (5).
On a running engine, spool (9) is resting against the stop and does not affect the
operation.
Distributor and Shut-Off Valves of Main Fuel Manifold
The distributor valve serves to Initiate the fuel flow into the main fuel manifold
depending on the fuel pressure downstream of the acceleration time control unit
throttle valve.
The distributor valve includes barrel (6) (Ref. Pig. 9), spool (5), plug (2), adjust-
ment screw (1), and spring (3). Barrel (6) has ports providing passage to fuel.
The high-pressure fuel is delivered from downstream of the acceleration time control
unit throttle valve via port (7) and then flows through passage 'a' and the shut-off
valve to the connection tapping fuel to the main fuel manifold. The high-pressure fuel
tapped from upstream of the throttle valve is delivered into passage 'б' in order to
build up a counterpressure with the aid of reducing leakages of the metered fuel. The
two extreme lower collars have spiral grooves to provide for damping the spool in
order to eliminate fluctuation of the fuel pressure. Spring (3) loads spool (5) from
the top, the spring (3) tension being adjusted by screw (1) driven into plug (2) and
resting against the second disc of spring (3).
The shut-off valve is intended to completely cut off the fuel flow into the main fuel
manifold when the engine is being shut down.
The shut-off valve of the main fuel manifold is fitted in fuel outlet connection (9).
It comprises valve (14), valve seat (15), spring (13), and guide bushing (12).

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MAINTENANCE MANUAL
Adjustment Screw (10)

Plug
POT Body Spring
Barrel Passage
Spool Spool
Valve Seat Barrel
Spring Port
Stop FCU Body
Straight-Through Fuel Outlet Connection
Connection Fuel Outlet Connection
Fuel Outlet Connection Cap
Valve Spool Guide Bushing
Valve Barrel Spring
Spring Valve
Spring Disc Valve Seat
Shut-Off and Back-Up Valves Distributor and Shut-Off Valves

Figure 8 Figure 9

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Valve (14) is of the disc type and has an extension entering the hole in guide bush-
ing (12). The working end face of valve (14) incorporates a shoulder, with the help of
which the spool rests against the butt end of seat (15). Valve (14) is pressed to
seat (15) by spring (13). Valve seat (15) is basically a steel bushing having a central
hole providing passage to fuel.
Having passed the acceleration time control unit throttle valve, the fuel is delivered
to port (7) and then supplied further along the damping clearance between spool (5) and
barrel (6) to the underside of spool (5) end face. When the fuel pressure builds up to
a pre-set level, spool (5) overcomes the force of spring (3) and moves upwards, thus
starting to unmask two rectangular ports 'a' in barrel (6). Having passed through
ports 'a', the fuel flows through the central hole in valve seat (15) to valve (14)
which overcomes the force of spring (13) and moves to the left, thus allowing fuel to
flow through connection (9) into the main fuel manifold. Aa the fuel pressure down-
stream of the acceleration time control unit throttle valve grows, ports 'a' in bar-
rel (6) are progressively unmasked and the fuel flow to the main fuel manifold in-
creases.
The initiation of fuel flow into the main fuel manifold, which depends on a fuel pres-
sure upstream of the distributor valve, is pre-set by tensioning spring (3) with the
aid of adjustment screw (1). The throttle valve upstream fuel pressure delivered to
spool (5) along passage (4) prevents the metered fuel from flowing along the clear-
ance between spool (5) and barrel (6) into the spring chamber under spool (5).
Air Bleed Valve
The air bleed valve serves to bleed air from the PCU and is also used to fill the FCU
with oil during the inhibiting procedure.
The air bleed valve includes connection (4) (Ref. Fig. 10) which houses bushing (1),
ball (2) and spring (3). The connection is threaded at both ends, one threaded end
used for screwing the valve into a threaded hole in the PCU body, while the other
threaded end is intended for nut (5). Bushing (1) acts as a seat for ball (2) and is
secured in the connection by rolling over its collar.
Central Filters of Fuel Flow Regulator and Throttle Valve
The filters of the fuel flow regulator and throttle valve are intended for additional
cleaning of the fuel delivered to the precision pairs of the fuel flow regulator and
throttle valve and to ensure a higher standard of reliability of FCU operation.
The central filters of the throttle valve and fuel flow regulator comprise fourteen
sections (6) (Ref. Fig. 11) fitted onto filter frame (5) and tightened by bushing (10)
and shims (9). Each section consists of a corrugated disc and two gauzes-attached to
each other by rings. Should the filter get clogged, the fuel will open valve (8) and
by-pass the capsules. The valve is pressed to the seat by spring (7). The valve in-

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corporatea magnetic ring (4) which serves to catch metallic particles released into
fuel in the course of the running-in of the FCU friction components.
Constant-Pressure Valve
The constant-pressure valve serves to reduce the fuel high pressure downstream of the
pumping section into a constant one, used to feed free turbine fuel control pressure
transmitter (29) (Ref. 073.12.00, Fig. 6) and gas generator fuel control pressure
transmitter (59) as well as the passages controlling acceleration time control unit
throttle valve (39).
The external surface of spool (2) (Ref. Fig. 12) has two wide grooves providing pas-
sages for fuel, interconnected by a passage and a row of loading grooves providing
a labyrinth type seal along the clearance. The spool terminates in a head with e col-
lar with the help of which the spool rests against barrel (1) and which at the same
time acts as a support for spring (3). The spring tension is adjusted by shims (5).
The initial position of constant-pressure valve spool (2) is the extreme upper posi-
tion when the spool acted upon by spring (3) comes to bear with its collar upon bar-
rel (1). After passing fine filter (56) (Ref. 073.12.00, Fig. 6), passage'r'(Ref.
Fig. 12} and a port in barrel (l), the high-pressure fuel tapped from downstream of
the pumping section is throttled by spool edge 'Д' and admitted into passage '6',
a portion of the fuel being directed therewith into chamber 'B' above the face of
spool (2) through a groove and a damping clearance between the spool (2) collar and
barrel (1).
The value of the fuel throttled pressure IP established by a balance of forces acting
upon spool (2): the fuel pressure in chamber 'B' equal to that throttled by edge 'Д'
above the spool and the summary force of spring (3) and the fuel spillage pressure in
chamber 'a' acting on the spool underside. A change in the throttled pressure in
chamber 'в' causes a displacement of the spool, which changes the throttling of the
fuel at its edges, thus ensuring the constant pressure in passage ' б'. The value of
the fuel pressure is established by a tension of spring (3).
Gas Generator and Main Rotor Fuel Control Pressure Transmitters
The gas generator fuel control pressure transmitter serves to reduce the constant-
pressure fuel into the control pressure Pcont gg which is proportional to the square
of the gas generator rotor rotational speed. The control pressure Pcont gg used to
control the air starter cutout control valve and the FCU el. actuator cutout control
valve, and to provide for operation of the acceleration time control unit and the
compressor VGV control mechanism. The fuel control pressure Рcont gg which is pro-
portional to the square of the main rotor rotational speed, is used to control the
power synchronizer cutout control valve.
The gas generator fuel control pressure transmitter consists of spool (1) (Ref.
Fig. 13), barrel (2) and a centrifugal flyweights assembly. Barrel (2) has two exter-
nal grooves provided with radial ports, the upper groove having eight ports and the
lower groove, four ports.

Page 20
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Bushing
Ball
Spring
Connection
Nut
Air Bleed Valve

Figure 10
Plug
Sealing King
Spring
Magnetic Ring
Filter Frame
Section
Spring
Valve
Shim
Bushing
Central Filter of Fuel Flow Regulator and Throttle Valve

Figure 11

Page 21
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Barrel
Spool
Spring
Plug
Shim
Constant-Pressure Valve
Figure 12
Spool
Barrel
Support
Needle
Flyweight
Fork
Bearing
Shim
Washer
Retainer
Hut
Shroud
Gas Generator and Main Rotor Fuel Control

Pressure Transmitters
Figure 13

Page 22
Jan 15/86
TB3-117
MAINTB4ANCE MANUAL
Spool (1) has two external grooves. The соnstant-pressure fuel is delivered to the
wide lower groove 'a' through the ports in barrel (2). The middle groove of the spool
is separated from the lower one by means of a working collar and connected to spill
chamber 'б' via an axial port in the spool.
Upper groove 'c' of the spool is connected with a passage located opposite the spool
working collar and, owing to a portion of the constant-pressure fuel being by-passed
into the spill line by the spool working collar, the control pressure Pcont gg is
built up in the said passage. The control pressure Pcont gg is supplied into groove
'c' and the chamber above the spool upper end face. Soldered to the spool lower end
face is support (3) with a spherical recess. Needle (4) bears upon this recess and
transmits the force developed by flyweights (5) to spool (1). The second support of
needle (4) is soldered into flyweight (5).
The centrifugal flyweights assembly consists of fork (6) with two flyweights (5).
The flyweights are fitted on axles between two jaws of the fork and have a freedom
to turn through a certain angle. The flyweights axles are prevented from falling out
by means of shroud (12) which is rolled over to fork (6). Pork (6) and sliding bear-
ing (7) are fitted in the bore of the FCU body and located axially with nut (11) which
is prevented from turning by retainer (10). Retainer (10) is sandwiched between
nut (11) and washer (9). The sliding bearing made as a bronze sleeve is provided with
a row of spiral grooves and lubricated with the fuel supplied through the inclined
holes in fork (6) in order to reduce the friction between the sleeve and the fork.
The main rotor fuel control pressure transmitter comprises the same structural ele-
ments, but the pressure Pcont gg is delivered to the underside of the spool upper end
face via a damping clearance which reduces the fluctuation of the Pcont mr pressure
during variation of the main rotor rotational speed (Nmr).
One centrifugal flyweights assembly is driven by torsion shaft (25) (Ref. Fig. 18)
which receives a drive from the gas generator rotor, whereas the other is driven by
torsion shaft (26) coupled to the free turbine via a reduction gear.
Spool (1) ie in equilibrium state due to the balance existing between the force of
the flyweights acting from below and fuel control pressure Pcont acting on the spool
end face from above. When the equilibrium is disturbed, e.g. when the speed increases,
the spool moves upwards and decreases with its working collar the amount of fuel being
by-passed into the spill line. As the result, the fuel control pressure Poont will be
increasing until the force of the flyweights comes to equal the control pressure
acting on the spool end face. When the rotational speed decreases, the spool moves
downwards, thus increasing the amount of fuel being spilled and decreasing the fuel
control pressure until the equilibrium state has been regained. Since the centrifugal
force of the flyweights is proportional to the square of the rotational speed, the
fuel control pressure is also proportional to the square of the rotational speed.

Page 23
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Air Starter Cutout Control Valve
The air starter cutout control valve is intended to supply the fuel pressure delivered
to the diaphragm of the air starter cutout microswitch. The air starter cutout control
valve consists of barrel (1) (Ref. Fig. 14), spool (2), spring (4), and adjustment
screw (7). Barrel (1) is provided with four pairs of straight and two pairs of incli-
ned ports and pressed into a bore in the POT body.
The external surface of spool (2) has two wide and two narrow grooves providing pas-
sages for fuel. The upper groove serves to spill fuel into the spring chamber via
a port in the spool. At one side the spool has a spherical surface with the aid of
which it rests upon the bottom of the bore in the FCU body, whereas at the other side
the spool is provided with a head, with spring (4) disc (3) fitted onto it. Acting as
the second support of the spring is support (5) which is fitted with its spherical
surface onto the spherical surface of adjustment screw (7).
The travel of spool (2) is restricted by skirt of plug (6). The tension of spring (4)
is adjusted with the aid of adjustment screw (7) driven into plug (6).
As long as the rotational speed remains below the level of the air starter cutout
control valve actuation RPM, the said control valve acted upon fay the force of
spring (4) rests upon the atop in the extreme lower position. As soon as the air
starter cutout pre-set speed equal to 60 to 65 % has been reached/the Pcont gg
pressure which is supplied to groove 'K' and then flows via damping clearances
between barrel (1) and spool (2) into the chamber under the spool, builds up the
force required to shift the spool upwards.
In this case, the constant-pressure fuel gets connected via groove 'П' with groove
'p' which communicates with the microswitch diaphragm chamber. At the same time, the
micrоswitch diaphragm chamber becomes isolated from the spill chamber to which it
was connected via drilling 'c' provided in spool (2).
The fuel pressure under the diaphragm increases and the diaphragm gets deflected
thus causing the actuation of the microswitch.
Air Starter Cutout Control Mechanism
The air starter cutout control mechanism is intended to break the air starter sole-
noid valve electric circuit on receiving a signal from the air starter cutout control
valve. The air starter cutout control mechanism comprises diaphragm (6) (Ref.
Fig. 15) and microswitch (11).
Diaphragm (6) is a circular component made of rubberized linen clamped between two
discs.
The steel discs are coupled together with the aid of a screw made integral with the
upper disc. Diaphragm spring (5) rests upon the upper disc. Acting as the second sup-
port of the spring is a disc placed via shim (3) on the bottom of a bore in adap-
ter (8). The tension of spring (5) is adjusted by shims (3).

Page 24
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Barrel
Spool
Disc
Spring
Spring Support
Plug
Adjustment Screw
Air Starter Cutout Control Valve

Figure 14
Gaaket
Microswitch Button
Shim
Disc
Spring
Diaphragm
POT Body
Adapter
Gasket
Microswitch Rousing
Microswitch
Air Starter Cutout Control Mechanism

Figure 15

Page 25
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Structurally, microswitch (11) is a switch with a single break of the contacts circuit
enclosed in a plastic case which has no means of protection against exposure to envi-
ronment. The space between the microswitch and the bore in the microswitch case is
filled during assembly with a sealant so as to prevent displacement of the microswitch
and to seal its chamber to protect from ambient air.
At zero fuel pressure in the chamber under diaphragm (6), the diaphragm is deflected
downwards under the action of spring (5) and its rod does not bear upon microswitch
button (2). Microswitch (11) completes the electric circuit to the air starter sole-
noid valve.
When the air starter cutout control valve comes into operation, the high-pressure fuel
is delivered to the underside of diaphragm (6) and the diaphragm overcomes the force
of spring (5), deflects upwards and its rod depresses microswitch (11) button (2).
The microswitch breaks the electric circuit to the air starter solenoid valve.
Gas Generator Speed Governor
The purpose of the gas generator speed governor is to maintain the gas generator
rotor rotational speed at the idle and maximum power conditions to the pre-set accu-
racy as well as to set the power conditions with respect to the gas generator rotor
rotational speed by operating the engine control lever when the main rotor speed
governor is inoperative. The gas generator speed governor incorporates valve (4)
(Ref. Fig. 16), a centrifugal flyweights assembly, spring (7), engine control lever
shaft (21), engine control lever (24), cam (30), lever (12) with temperature com-
pensator (15), lever (29), idling power adjustment screw (38), and gas generator
rotor maximum rotational speed adjustment worm (52) with adjustment screw (46).
Valve (4) consists of flow-through valve (53), spring (54), retaining ring (55),
sleeve (56) and disc valve disc (57). Steel flow-through valve (53) has
in its lower portion an orifice-jet. Provided between the valve end face and bearing
surface 'М' is a clearance of about 0.1 mm. Sleeve (56) has in its side surface six
ports providing outlets for the fuel. The sleeve is fitted onto the flow-through
valve and secured to it by rolling over its upper rim. Retaining ring (55) prevents
disc valve disc (57) from falling out.
The design of the gas generator centrifugal flyweights assembly is similar to that
described in Para 2.12 (Ref. Fig. 13).
Engine control lever steel shaft (21) (Ref. Fig. 16) has an axial hole providing
accommodation to main rotor adjustment lever shaft (20). Provided on the external
surface of the shaft are two grooves for rubber sealing rings and two keyways in-
tended for attachment of gas generator speed governor cam (30) and main rotor speed
governor 6 % correction cam (39). Machined on one end of the shaft are teeth en-
gaging with the worm of engine control lever (24), whereas the other end is threaded
to accommodate nut (41) which serves to secure cams (30) and (39). The middle por-
tion of the ahaft has a collar that serves to prevent its longitudinal displacement.

Page 26
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Lever Shroud
Spring Needle
Lever Lever
Valve Flyweights Pork
Guide Pin Sleeve Bearing
Disc Temperature Compensator
Spring Temperature Corrector Stop
Needle Adjustment Screw (2l)
Flyweights

EFFECTIVITY: ALL
073.12.05
Page 27
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Adjustment Screw
Main Rotor Speed Resetting Lever Shaft
Engine Control Lever Shaft
Bushing
Cover
Engine Control Lever
Adjustment Lever
Balls
Spring
Threaded Sleeve
Lever
Gas Generator Speed
Governor Cam
Key
Rod Main Rotor Speed Gover-
Worm Bushing nor 6 % Correction Cam
Sealing Ring Lever Shackle
Bearing Cover Locking Hut
Thrust Washer Bushing
Idling Power Adjustment Main Rotor Speed Gover-
Screw (2} nor 15 5» Correction Cam


Page 28
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Adjustment Screw (1)

Locking Nut
Sealing Ring
Threaded Sleeve
Shim
Bushing
Worm
Plow-Through Valve
Spring
Retaining Ring
Sleeve
Disc Valve Disc


Page 29
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Main rotor speed governor adjustment lever (25) shaft (20) locates within engine
control lever shaft (21). Made on the external surface of shaft (20) is a wide groove
that serves to reduce friction and two grooves accommodating rubber sealing rings.
Machined at one end of the shaft are teeth engaging with the worm of speed governor
adjustment lever (25), the other end of the shaft being fitted in bushing (42) press-
fitted into the FCU body. The left end of the shaft is provided with a keyway for
a key locating main rotor speed governor 15 % correction cam (43) and threaded for
securing the cam with nut (41).
Provided on cover (23) are four projections having threaded holes in their upper
portions to accommodate stop screws that serve to restrict the angle of travel of
engine control lever (24) and main rotor speed governor adjustment lever (25). To
register the angular positon of the levers, dials are placed under the cover (23)
attachment nuts, the engine control lever (24) dial graduated from 0 to 145 degrees
and the main rotor speed governor adjustment lever (25) dial graduated from 0 to
100 degrees. Welded to the above levers are pointers provided with notches to re-
gister the angular position of levers on the dials.
NOTE: On some engine models, the dials are graduated from 0 to 120 degrees (Ref.
Book 3, 073.12.05).
Flat cam (30) of the gas generator speed governor is made of steel and has a profile
of a variable radius. The cam surfaces are machined to a high degree of surface fi-
nish and nitrided. The radii of the cam profiles terminate in flats.
The cam has an axial hole which provides accommodation to shaft (21) and a keyway for
key (31) to secure the cam on the shaft. Cam (30) is profiled in such a manner, that
when engine control lever (24) is turned from 0 to 70 degrees (as read off the FCU
dial), the radius of the cam increases, thus ensuring variation of the speed gover-
nor setting within the range of operating power conditions from the idle power to the
maximum power by increasing the tightening of spring (7). Within a range of 70 to
120 degrees (as read off the FCU dial) the profile of the cam has a constant radius
which provides for a maximum setting of the speed governor.
NOTE: Some engine models have a provision for additional max. power setting deadband
at angles of 105 to 120 degrees (Ref. Book 3, 073.12.05).
Within a range of 135 to 145 degrees (as read off the FCU dial) the cam profile radius
is also constant differing approximately by 6 % (with respect to GG rotational speed)
from that within a range of 70 to 120 degrees, so as to provide for adjustment of the
gas generator maximum RFM on the ground (at checking conditions).
NOTE: The fuel control units with dials graduated from 0 to 120 degrees has no "check"
deadband.
Cam (39) is identical in design to cam (30). The maximum setting of the speed gover-
nor is adjusted by varying the tightening of spring (7) with the aid of adjustment
screw (46) via worm (52), worm bushing (33) and lever (29). Worm (52) is made of
steel. One end of the worm is provided with a square intended for adjustment

Page 30
Jan 15/86
TB3-117
MAINTENANCE MANUAL
screw (46), whereas at the other end the worm is fitted in bushing (51) press-fitted
into the FCU body. Machined on the thick portion are worm teeth, with the aid of
which the worm engages with worm bushing (33). The worm has a collar by means of
which it bears upon threaded sleeve (49) that serves to prevent its longitudinal dis-
placement.
Bronze bushing (33) has worm teeth machined on its head to engage with worm (52).
The idling power is adjusted by varying the tightening of spring (7) with the aid of
adjustment screw (38) through lever (29). Screw (38) rotates within threaded sle-
eve (28) provided in its upper portion with nine spline grooves accommodating
balls (26), which enables the adjustment screw during its rotation to have eighteen
fixed positions.
Acted upon by the centrifugal forces, flyweights (9) of the centrifugal flyweights
assembly, which receive rotation from the gas generator rotor, tend to move apart and
transmit the force via needle (8) to lever (3) loaded by spring (7).
At the steady-state power condition, the centrifugal forces of flyweights (9) balance
out the load of spring (7) and move lever (3) with valve (4) to the equilibrium posi-
tion, ensuring the required rate of fuel spillage from throttle valve chamber Ю in
order to set the throttle valve into a position when the fuel flow rate, required to
sustain the gas generator rotor rotational speed pre-set by the speed governor, is
maintained.
As the gas generator rotor rotational speed changes towards an increase, the fly-
weights (9) centrifugal forces increase and, overcoming the load of spring (7), turn
lever (3) about its axis counterclockwise, thus opening valve (4) still more, which
brings about a pressure drop in chamber Ю above the throttle valve. As the result,
the servopiston together with the throttle valve control valve will move upwards
and decrease the fuel flow. The gas generator rotational speed will drop and the
system will regain the equilibrium state at a new position of the throttle valve,
thus restoring the gas generator rotor rotational speed pre-set by the speed
governor.
As the gas generator RPM change towards a decrease, the whole control process pro-
ceeds in a similar way but towards an increase in the fuel flow.
As engine control lever (24) is turned, the tension of spring (7) changes, with the
tension of the spring at the basic operational conditions (that is at aECL >70 deg)
corresponding to the maximum RPM. Since the gas generator RPM at the operational
power conditions starting from those when the twist grip is turned fully clockwise
(AUTO) and up to the maximum continuous power (incl.) are below the maximum RPM,
whereas the tension of spring (7) is in consistence with the maximum RPM, flow-
through valve (4) is loaded by spring (7) at the above power conditions to the closed
position and the fuel flow into the engine is controlled by the main rotor speed
governor.

Page 31
Jan 15/86
TB3-117
MAINTENANCE MANUAL
In order to obtain an operating power condition corresponding to the gas generator

maximum RPM, it is necessary to bring down the main rotor rotational speed to within
the limits corresponding to the maximum power condition (Ref. Book 3, 072.00.00,
"Engine - Description and Operation") by increasing the main rotor pitch. The main
rotor speed governor, tending to restore the main rotor RPM, that is to increase the
fuel flow, will close its flow-through valve (13) (Ref. Pig. 18). The pressure in
chamber Ю will rise, the control valve of the throttle valve will move to increase
the fuel flow and, as the result, the gas generator RPM will increase.
When the gas generator maximum pre-set RPM have been reached, the centrifugal forces
of flyweights (9) will overcome the loading of spring (7), turn lever (3) and open
flow-through valve (4) (Ref. Pig. 16). The fuel spillage from chamber Ю of the throt-
tle valve will commence, that is, the gas generator speed governor will begin maintain-
ing the maximum power RPM, its operation being similar to that at the idle power.
As engine control lever (24) is turned, cam (30) turns lever (29) changing the ten-
sion of spring (7). Hence, when engine control lever (24) is turned to increase the
power setting, lever (29) turns clockwise and compresses spring (7). Spring (7) over-
comes the centrifugal forces of flyweights (9) and turns lever (3) clockwise, thus
closing valve (4) and, therefore, reducing the amount of the fuel spillage from the
throttle valve chamber Ю. A decrease in the spillage of the fuel from chamber Ю causes
an increase in the fuel pressure therein and brings about a displacement of the servo-
piston together with the control valve of the throttle valve downwards towards an in-
crease in the fuel flow. Ae the result, the gas generator RPM begin to increase.
When the gas generator RPM reach a level corresponding to new setting of the speed
governor, the centrifugal forces of flyweights (9) overcome the tension of spring (7),
turn lever (3) counterclockwise and slightly open valve (4). This will initiate the
spillage of the fuel from the throttle valve chamber Ю and the servopiston together
with the throttle valve control valve will stop their downward movement towards
increasing the fuel flow and find a position which will ensure a fuel flow required
to maintain the gas generator RPM in consistence with the new setting of the speed
governor.
Temperature Corrector
The purpose of the temperature corrector is to correct the setting of the gas genera-
tor speed governor with respect to the engine air inlet temperature in order to main-
tain a constant power at the maximum power within an OAT range of minus 60 °C to
a value specified in Book 3, 073.12.05, "Fuel Control Unit - Description and Opera-
tion", Para 2.1, as well as to provide correction to the setting of the compressor
VGV's with the air inlet temperature ranging from minus 60 to plus 60 °C.
The temperature corrector includes temperature-sensing probe (3) (Ref. Fig. 17).
a rod assembly and a leverage.

Page 32
Jan 15/86
EFFECTIVITY: ALL
MAINTENANCE MANUAL
Temperature Corrector
Figure 17
ТВ3-117
Thermal Insulator Temperature-Sensing
Casing Probe Cover
Temperature-Sensing Nut
Probe Pork
Retainer Support
Sealing Ring Pork
Bushing Bushing
Coupling Nut Spring
Bushing Rod
Bushing Shroud
073.12.05
Jan 15/86
Page 33
TB3-117
MAINTENANCE MANUAL
Temperature-sensing probe (3) is of a liquid type using ligroine as a working fluid

contained in a soldered corrugated bellows. The temperature-sensing probe is screwed
with its connection into bushing (6) made of a moulding material and locked with re-
tainer (4). The temperature-sensing probe is sealed with rubber sealing ring (5).
Bushing (6) is coupled with three bolts to bushing (8) which is secured to the cover
of the temperature-sensing probe. Casing (2) is attached to bushing (в) by means of
coupling nut (7). Casing (2) is basically a steel tube with two flanges welded to it.
Fitted inside the tube is thermal insulator (1).
With nut (7) backed off, casing (2) may be turned about its axis until the bolt holes
provided in the square flange get aligned in order to attach the flange of the air
conduit supplying cooling air to the temperature-sensing probe.
The air admitted into the temperature-sensing probe casing is divided into two flows
by shroud (18), flows around the temperature-sensing probe and discharges via the
external passage.
During heating or cooling, rod (17) of the temperature-sensing probe is shifted and
transmits the force through the leverage and springs to lever (3) (Ref. Fig. 16),
thus varying the passage area of flow-through valve (4) of the gas generator speed
governor.
As the engine air inlet temperature increases, flow-through valve (4) is getting
closed and, therefore, the fuel flow and the gas generator rotor RPM are increasing.
When the engine air inlet temperature reaches a pro-determined level, lever (12)
comes into contact with adjustment screw (16) of the temperature corrector stop and
the correction with respect to the engine air inlet temperature ceases. During a
further increase in the engine air inlet temperature, the setting of the gas genera-
tor speed governor remains unchanged, but when the engine air inlet temperature
rises to plus 60 °C, the gas generator RPM slightly increase due to the static cha-
racteristic of the gas generator speed governor.
To compensate for the variation in the setting of the gas generator speed governor
caused by the variation in the fuel temperature, the leverage between the temperature-
sensing probe and lever (3) incorporates temperature compensator (15) which is basic-
ally a pack of bimetallic plates.
As the fuel temperature in the FCU chambers changes, temperature compensator (15)
changes the height of its pack and conveys a force to lever (3), thus changing the
passage area of flow-through valve (4) and, therefore, the fuel flow. Simultaneously
with the correction of the setting of the gas generator speed governor, the force is
transmitted from temperature-sensing probe rod (17) (Ref. Fig. 17) via fork (12) to
the compressor VGV control mechanism, thus ensuring correction to the angular sett-
ing of the VGV's with respect to the variation in the engine air inlet temperature.

Page 34
Jan 15/86
TB3-117
MAlNTBIANCE MANUAL
Main Rotor Speed Governor
The purpose of the main rotor speed governor is to maintain the free turbine rotor RPM
constant irrespective of a main rotor loading within a power range from the power con-
dition when the twist grip is turned fully clockwise (AUTO) to the max. continuous
power (excepting the maximum power) by controlling the operation of the throttle
valve, thus varying the,fuel flow into the engine and varying the gas generator operat-
ing conditions respectively. At the said operating conditions, the gas generator speed
governor has no control over the position of the throttle valve since flow-through
valve (4) (Ref. Pig. 16) remains closed.
The main rotor speed governor incorporates valve (13) (Ref. Fig. 18), a centrifugal
flyweights assembly, cams (17) and (48), springs (8) and (47), face seal bushing (28),
torsion shaft (26), main rotor speed resetting lever shaft (20) (Ref. Pig. 16), and
adjustment screws (2) (Ref.Fig.18) and (39).
The design of valve (13) is similar to that described in Para 2.15.
The design of cams (17) and (48) ie similar to that of cam (30) (Ref.Fig.16), the
only difference being a uniform profile of cam (17) (Ref. Fig. 18).
The main rotor centrifugal flyweights assembly comprises fork (37) with two fly-
weights (38) mounted within the FCU body and supported by a eliding bearing - bush-
ing (36). The flyweights are fitted on axles between two jaws of the fork and have
a freedom to turn through a certain angle.
The torque is transmitted to the centrifugal flyweights assembly from the engine free
turbine via toraion shaft (26), which is engaged with one end with the internal
splines of fork (37) extension and inserted with the other end into a drive square
port provided in the external gearbox.
During rotation of the centrifugal flyweights assembly, the centrifugal forces of fly-
weights (38) are transmitted via needle (1), bearing upon a spherical recess made in
one of the flyweights, to valve (13).
The design of adjustment screw (2) is identical to that described in Para 2.15.
Adjustment screw (39) which serves to tighten spring (47) of 6 % correction cam (48)
is similar in design to idling adjustment screw (38) (Ref. Fig. 16), except for
a collar provided in its upper portion to prevent its turning by means of locking
nut (40) (Ref. Pig. 18).
Within a range of the operational conditions starting from the power condition when
the twist grip is turned fully clockwise (AUTO) and to the maximum continuous power
inclusive, the gas generator speed governor is adjusted to supply a fuel flow into
the engine in excess of the engine demands. The excess amount of fuel at the said
operating conditions is cut off by the main rotor speed governor. In this case, the
engine power condition is established by varying the main rotor pitch, whereas the

Page 35
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Needle Ring
Adjustment Screw Sealing Ring
Rod Spring
Plug Centrifugal Flyweights
Spring Assemblies Drive
Disc Torsion Shaft
Lever Torsion Shaft
Spring Bushing
Disc Bushing
Guide Pin Sealing Ring
Stop Bushing
Lever Spring
Valve Bushing
Retainer Ring
Washer Shim
Support Retaining Ring
Cam Bushing
Key Pork
Sealing Ring Flyweights


Page 36
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Adjustment Screw
Locking Nut
Ball
Sealing Ring
Rod
Axle
Pin
Threaded Sleeve
Spring
Cam
Key

EFFECTIV1TY: ALL 073.12.05

Page 37
Jan 15/86
TB3-117
MAINTENANCE MANUAL
main rotor speed governor changes the fuel flow in order to maintain the main rotor
rotational speed within a pre-eet range.
To raise the operating power condition, the main rotor pitch must be increased. In
this case, the main rotor RPM and, therefore, the free turbine RPM will start decreas-
ing. In accordance with its static characteristic, the main rotor speed governor steps
up the fuel flow into the engine in such a manner, that the main rotor RPM at the
newly selected power condition are established at a level close to the initial rota-
tional speed. Hence, at a larger main rotor pitch, the main rotor speed governor
provides a higher fuel flow into the engine thus ensuring a growth of the gas genera-
tor RIM, with the main rotor RPM slightly decreasing.
Similarly, with the main rotor pitch decreasing, the main rotor speed governor coun-
ters the increase in the main rotor RPM by decreasing the fuel flow into the engine
in accordance with its characteristic. At the new power condition of the engine, the
main rotor rotational speed is establlohed at a level close to the initial RPM.
Therefore, depending on a loading of the main rotor, the main rotor speed governor
controls the fuel flow into the engine, thus maintaining the main rotor rotational
speed within a рге-set range.
The main rotor speed governor varies the fuel flow by changing the fuel pressure in
the throttle valve chamber Ю by means of valve (13). The passage area in valve (13)
is controlled by lever (7) which is sensitive to the centrifugal forces of fly-
weights (38) and the forces of springs (8) and (47). At the steady-state operating
conditions, the flyweights centrifugal forces are balanced out by a combined force
of both springs.
When the loading of the main rotor changes, its rotational speed changes as well, and
this results in a change in the free turbine rotational speed. The centrifugal
forces of flyweights (38) consistent with the new value of the RPM change the force
applied to lever (7), and, as the result, the lever is turned and changes the pas-
sage area of valve (13), which causes the pressure in chamber D of throttle valve
(54) (Ref. 073.12.00, Pig. 6) to change as well. The throttle valve keeps on changing
the fuel flow until the рге-set rotational speed has been restored, that is until
valve (13) (Ref. Pig. 18) has regained its equilibrium at a new position of the
throttle valve. A preset level of the main rotor rotational speed is determined by
tensioning springs (8) and (47) with the aid of cams (17) and (48) as well as adjust-
ment screws (2) and (39), respectively. To improve and increase stability of the
transient power conditions when the main rotor pitch is being decreased or during
a slam acceleration, the main rotor speed governor has a static characteristic (that
is a eloping characteristic curve) equal to 6 percent, that is, when the main rotor
pitch is decreased from its maximum to its minimum with the engine control lever set
against the maximum power stop, the main rotor RPM are increased by 6 percent.

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MAINTENANCE MANUAL
In order to maintain the main rotor RPM at the operational power conditions within the
pre-set limits, ensuring the required performance with due regard for the 6 % static
characteristic, the main rotor speed governor incorporates a means providing for a 6 %
correction of its setting.
The correction of the main rotor speed governor setting is effected by means of
cam (48).Correction cam (48) is structurally coupled with the engine control
lever (24) (Ref. Fig. 16) and when the engine control lever is moved from the 30-deg
angle to the 114-deg angle, cam (48) tensions spring (47) (Ref. Fig. 18) to a value
equivalent to a 6 * increase in the main rotor RPM. Therefore, the 6 % static cha-
racteristic of the main rotor speed governor is compensated for by the 6 % correction,
which enables maintaining the pre-set main rotor RPM at the power conditions control-
led by the main rotor speed governor.
To enable the engine to gain the maximum power, it is necessary to reduce the main
rotor RPM to a level prescribed in the Specifications by increasing the collective
pitch. To maintain the pro-set RPM, that is, to increase the fuel flow, the main
rotor speed governor will close valve (13) by its springe. As the result, the fuel
pressure in chamber 0 will increase and the throttle valve will be repositioned, thus
increasing the fuel flow, which will lead to an increase in the gas generator RPM.
Following the coarsening of the collective pitch, when the main rotor RPM have drop-
ped, the main rotor speed governor will close its valve and terminate the fuel
metering.
When the gas generator rotor rotational speed attains a level equal to the maximum
setting of the gas generator speed governor, flyweights (38) (Ref. Fig. 16) will
overcome the force of spring (7) and open valve (4). As the result, the control over
the throttle valve chamber Ю will be taken over by the gas generator speed governor.
To enable the setting of the main rotor speed governor to be changed/shifted on a

running engine, the main rotor speed governor is provided with 15 % correction
cam (17). As the main rotor speed governor adjustment lever (25) (Ref. Fig. 16) is
turned from the 0-deg position to the 100-deg position, the tension of spring (8) is
increased by cam (17) to a value equivalent to a 15/6 change in the main rotor rota-
tional speed. The middle position of the cam at which the main rotor speed governor
is adjusted, corresponds to (66+2) deg.
Power Synchronizer
The purpose of the power synchronizer is to equalize the power of the engines during
their concurred operation by equalising the compressor delivery air pressures PO.
The power synchronizer includes two basic portions: a fuel portion and an air one. The
fuel portion incorporates barrel (10) (Ref. Pig. 19) and spool (11).
Spool (11) has an external groove providing a passage for the fuel and a row of cir-
cular grooves, forming a labyrinth type seal along the clearance between the spool and
the barrel. Provided in the end face of the spool are two blind holes with spheres.
Thrusting onto their bottoms are bearing needles (9) and (12). The force of spring (7)

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ТВЗ-117
MAINTENANCE MANUAL
Connection Barrel
Adjustment Screw Spool
Threaded Sleeve Bearing Needle
Spring Lever
Diaphragm Bracket
Plug Bearing Needle
Spring Cover
FCU Body Connection
Bearing Needle Cover
Power Synchronizer
Figure 19

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ТВЗ-117
MAINTENANCE MANUAL
compressed by plug (6) is transmitted via needle (9) to the spool. Needle (12) couples
spool (11) to lever (13). Lever (13) aervee to convey the displacements of synchro-
nizer air portion diaphragm (5) to spool (11). To couple the diaphragm to the spool,
the ends of the lever are provided with spherical recesses accommodating bearing
needles (12) and (15). Fitted in the middle portion is an axle.
Diaphragm (5) is made of a rubberized linen. Bearing upon the upper disc of the dia-
phragm is spring (4). The tension of the spring is established by adjustment screw (2)
screwed into threaded sleeve (3). The deflection of the diaphragm is limited at one
side by the bottom of the bore in FCU body (8) and at the other side by the face of
the plug.
The diaphragm is secured to the FCU body by means of cover (18). The external surface
of the cover carries a boss with a compressor delivery pressure connection screwed
into a threaded hole of the boss. Made in the centre of the cover is a hole providing
accommodation to threaded sleeve (3) with adjustment screw (2).
As the power synchronizer is series-connected to the line between chamber Ю of throt-

tle valve (54) (Ref. 073.12.00, Fig. 6) and the main rotor speed governor, it ope-
rates (that is, equalizes the compressor delivery pressures) only at those power con-
ditions that are controlled by the main rotor speed governor, that is from the power
condition when the twist grip is turned fully clockwise and to the max. continuous
power.
The fuel is delivered from chamber Ю via passage 'a' (Ref. Fig. 19) to a groove in
spool (11) and tapped along passage'б'to the main rotor speed governor. Supplied
to connection (1) is the compressor delivery pressure PC of its 'own' engine, whereas
supplied to connection (17) is the compressor delivery pressure of the neighbouring
engine. When both compressor delivery pressures are equal, the forces acting upon
diaphragm (5) are balanced out and spool (11) is located in such a position that it
throttles the spilled fuel by the main rotor speed governor from throttle valve
chamber Ю.
When the Pc of the neighbouring engine fed to connection (17) increases, the balance
of the forces acting upon diaphragm (5) becomes disturbed. Diaphragm (5) deflects
to the right and releases lever (14). Acted upon by the loading of spring (7),
spool (11) moves to the left, masking with its edge passage 'б' tapping fuel to
the main rotor speed governor, which causes an increase in the fuel pressure in
chamber Ю, and, as the result, the throttle valve is repositioned to increase the
fuel flow. The increased fuel flow leads to an increased gas generator RPM and,
therefore, to a higher compressor delivery pressure.
Рог the operation of the power synchronizer during concurred operation of the en-
gines, refer to 073.12.00.
With the engine running at the operating power conditions, when the compressor deli-
very pressure of the neighbouring engine exceeds that of its 'own' engine by approx.

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0.12 kgf/cm2 , spool (11) moves all the way to the left and maeke passage 'б' tapping
fuel from chamber Ю to the main rotor speed governor, thus completely shutting off the
fuel spillage from chamber Ю of the throttle valve, effected by the main rotor speed
governor.
In the course of engine starting, even a minute fuel spillage from throttle valve
chamber Ю via closed valve {13) (Ref. Fig. 18), with the main rotor speed governor
inoperative, will bring about repositioning of the throttle valve and, therefore,
will change the fuel flow.
To make the fuel flow unaffected by the power synchronizer at starting, when the
neighbouring engine is running, a provision is made for by-pass jet (32) (Ref.
073.12.00, Pig. 6) installed in parallel with spool (11) (Ref. Fig. 19), thus ensur-
ing a required degree of the fuel spillage from throttle valve chamber Ю via closed
valve (13) (Ref. Pig. 18), when it is disconnected by the power synchronizer from
the main rotor speed governor. When the engine is running at various operating
power conditions controlled by the main rotor speed governor, the jet slightly de-
creases the efficiency of the functioning of the power synchronizer, but it has no
noticeable effect on a mismatch in the power conditions of both engines during their
concurred operation.
Power Synchronizer Emergency Cutout Control Valve
The purpose of the power synchronizer emergency cutout control valve is to disengage
the power synchronizer in case the main rotor RPM reach a level of (107+2) percent.
The power synchronizer emergency cutout control valve incorporates spacer (1) (Ref.
Fig. 20), barrel (2), spool (3), spring (5), and adjustment screw (8).
Barrel (2) is provided with six pairs of radial ports. Spool (3) has two external
grooves providing passages for fuel. The spool has an axle hole which communicates
the space below the spool end face with the spring chamber, that is with the spill
line.
Spacer (1) has spherical surfaces at both sides, by means of which it bears upon the
bottom of the bore in the FCU body at one side, and upon the spool end face at the
other. The spacer has a row of grooves forming a labyrinth type seal along the clear-
ance.
At one side, the spool is provided with a head onto which disk (4) of spring (5) is
fitted. Serving as the second support of the spring is support (6), which bears with
its spherical surface upon that of adjustment screw (8). The travel of the spool is
limited by a skirt of plug (7). The tension of the spring is varied with the aid of
adjustment screw (8) screwed into plug (7).
When the main rotor RPM reach a pro-set level, the fuel control pressure Pcont ft
delivered to the underside of the face of spacer (1) will shift spool upwards. In

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MAINTENANCE MANUAL
Spacer
Barrel
Spool
Disc
Spool Spring
Spring Support
Plug
Adjustment Screw
Power Synchronizer Emergency Cutout

Control Valve
Figure 20
EFFECTIVITY: ALL
073.12.05
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MAINTENANCE MANUAL
this case, the high-pressure fuel supplied from the passage located upstream of the
throttle valve to passage 'к' is admitted into the space below the lower end face of
spool (3). This pressure overcomes the force of spring (5) and lifts spool (3) into
the top position.
When spool (3) is in the extreme top position, throttle valve chamber Ю becomes con-
nected through passages 'л' and'м'with the main rotor speed governor, by-passing
the power synchronizer and Jet (32) (Ref. 073.12.00, Fig. 6).
Spool (3) is held by the throttle valve upstream fuel pressure in the extreme top po-
sition until the engine gets shut down, following the engine shutdown, spring (5)
forces spool (3) into the extreme bottom position.
Fuel Control Unit (FCU) Electric Actuator
The purpose of the FCU el. actuator is to effect control over the throttle valve on
receiving signals from the electronic governors.
The FCU el. actuator consists of el. actuator (1) (Ref. Fig. 21), valve body (9) and
adjustment screw (6).
El. actuator (1) is a mechanism which serves to convert an electrical signal received
from the electronic governors into an angular displacement of armature-shutter (3).
Made along the axis of valve body (9) is a passage with an orifice of 1-mm die. The
lower portion of the valve body has a head with a fillet by means of which the valve
bears upon the shoulder provided in FCU body (2) at one side and upon the sleeve ac-
commodating valve (4) with a spring at the other side. Spring (8) bears upon arma-
ture-shutter (3) at one side, the collar in the bore of plug (7) providing the second
support to the spring. The spring tension is adjusted with the aid of shims (5). The
travel of armature-shutter (3) is restricted at the bottom by the face of valve (4)
and at the top, by adjustment screw (6).
Chamber 'a' of the PCU el. actuator communicates with throttle valve chamber Ю (Ref.
Fig. 6, 073.12.00). Chamber 'б' is connected with the spill line. When FCU el. actua-
tor (1) is de-energized, the force of spring (8) acts upon armature-shutter (3) and
moves valve (4) into the bottom position, which results in throttle valve chamber Ю
being isolated from the spill chamber 'б '. When an electrical signal is delivered
from the electronic governor, armature-shutter (3) starts vibrating, thus alterna-
tively opening and closing valve (4) with a certain duty cycle, and connects chamber
'a' with the spill line, thus causing the fuel pressure in throttle valve chamber Ю
to drop and the throttle valve to move towards decreasing the fuel flow.
FCU El. Actuator Interlock Control Valve
The FCU el. actuator interlock control valve is intended to disengage the FCU el. ac-
tuator whenever the gas generator rotor rotational speed drops below 84 percent.

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ТВЗ-117
MAINTENANCE MANUAL
El. Actuator
FCU Body
Armature-Shutter
Valve
Shim
Adjustment Screw
Plug
Spring
Valve Body
FCUEl. Actuator
Figure 21

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TB3-117
MAINTENANCE MANUAL
The FCU el. actuator interlock control valve consists of barrel (1) (Ref. Fig. 22),
spool (2), spring (4)1 and adjustment screw (7).
Barrel (1) has six pairs of radial ports and is press-fitted into a bore made in the
FCU body. Spool (2) has a wide external groove providing a passage for fuel and a row
of pressure-relief grooves forming a labyrinth type seal along the clearance.
Spool (2) has at one side a spherical surface which bears upon the bottom of the bore
in the PCU body, and a head at the other side. Disc (3) of spring (4) is fitted onto
the spool head. Serving as the second support of the spring is support (5) which is
fitted with its spherical surface onto that of adjustment screw (7). The upward travel
of spool (2) is restricted by the skirt of plug (6). The tension of spring (4) is
adjusted by adjustment screw (7) screwed into plug (6).
The fuel control pressure Pconst gg, proportional to the square of the gas generator
RPM, is supplied from chamber 'a' to the underside of the face of spool (2). Acted
upon the top of spool (2) are combined forces of compressed spring (4) and the spil-
lage pressure. Chamber 'Г' is connected via the low fuel pressure valve with throttle
valve chamber Ю.
When the gas generator RPM come to exceed the pre-set level, the fuel control pressure
Pcont gg delivered to chamber 'a' overcomes the force of spring (4) and moves spool
(2) upwards, thus interconnecting chambers T' and 'б'. Chamber'б'communicates with
FCU el. actuator valve (4) (Ref. Fig. 21) via a passage.
When the gas generator RPM drop to a level below 84 percent, the fuel control pressure
P
cont gg is reduced and spooled (2) (Ref. Fig. 22) acted upon by the force of spring (4)
moves downwards and closes chamber'Г'with its collar 'B', thus cancelling the effect
of the FCU el. actuator on chamber Ю.
Low Fuel Pressure Valve
The purpose of the low fuel pressure valve is to prevent the fuel flow into the engine
from dropping below a minimum value required to ensure normal operation of the engine,
without a flame-out in the combustion chamber.
The low fuel pressure valve includes barrel (1) (Ref. Fig. 23), spool (2), spring (6),
stop (5) and plug (4).
Barrel (1) has ports 'a' and 'б' through which fuel is delivered to spool (2).
Spool (2) has on its spring-facing surface a wide groove providing a passage to fuel
and a row of pressure-relief grooves, forming a labyrinth type seal along the clear-
ance. Stop (5) serves to restrict the travel of spool (2). The tension of spring (6)
is adjusted by fitting shims onto stop (5).
The low fuel pressure valve is fitted in the line between throttle valve chamber Ю
and the speed governors and the FCU el. actuator. Delivered to the underside of

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Jan 15/86
TB3-117
MAINTENANCE MANUAL
Barrel
Spool
Disc
Spring
Support
Plug
Adjustment Screw
El. Actuator Interlock Control Valve

Figure 22
Barrel
Spool
FCU Body
Plug
Stop
Spring
Low Fuel Pressure Valve

Figure 23

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Jan 15/86
TB3-117
MAINTENANCE MANUAL
spool (2) is the fuel pressure tapped from downstream of the acceleration time control
unit throttle valve, whereas the force of spring (6) and the spillage pressure are
acting upon the top of the spool.
When the fuel pressure tapped from downstream of the acceleration time control unit
throttle valve exceeds the force of spring (6) and the spillage pressure, spool (2)
locates in the top position and connects throttle valve chamber Ю with the speed
governors and the FCU el. actuator via ports 'a' and'б'of barrel (1).
When the fuel pressure downstream of the throttle valve of the acceleration time
control unit below the pre-set loading of spring (6), spool (2) moves downwards and
masks port 'б' of barrel (1), thus isolating throttle valve chamber Ю from the speed
governors and PCU el. actuator.
Air Filter with Pressure Reducer
The purpose of the air filter with a pressure reducer is to clean the air tapped aft
of the engine compressor and to feed a reduced pressure to the air chambers of the
auto start control unit and acceleration time control unit.
The air filter with the pressure reducer includes titanium casing (3) (Ref. Pig. 24).
Screwed into the bore of the titanium casing is connection (4) with frame (2) and
filtering gauze (1) soldered to it.
The air filter is secured to the bellows flange via copper sealing rings by means of
connection (7).
Steel pressure reducer (8) (i.e. a bellows flange) is made by stamping and provided
with two threaded holes and a cylindrical bore. One threaded hole serves to accommo-
date connection (?) and the ether hole, to accommodate adapter (6) with adjustable
jet (5) of the acceleration time control unit.
The purpose of the cylindrical bore is to communicate the pressure reducer chamber
with the bellows casing chamber. The pressure within the chamber may be adjusted by
varying the diameter of the orifice of adjustable jet (5). The jet is screwed into
the threaded hole in adapter (6), which is a constant flow jet. The presence of two
jets located one after the other provides for a more precise adjustment of the ac-
celeration time control unit.
A pipe conveys the air from the air filter connection to the auto start control unit
diaphragm chamber.
The air filter casing features a threaded hole that has an adapter and an auto start
control unit jet screwed into it.
Auto Start Control Unit with Altitude Sensing Unit
The purpose of the auto start control unit with the altitude sensing unit is to sche-
dule the fuel flow into the primary fuel manifold at the initial stage of a starting

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MAINTENANCE MANUAL
Filtering Gauze
Filter Frame
Casing
Connection
Adjustable Jet
Adapter (Constant Flow Jet)
Connection
Pressure Reducer (Bellows Flange)
Acceleration Time Control Unit Inlet Jet
Air Filter with Pressure Reducer

Figure 24

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Jan 15/86
TB3-117
MAINTENANCE MANUAL
cycle (until the Ngg reaches 45 percent) and to make the necessary correction in the
fuel flow with the aid of the altitude sensing unit in accordance with changes in the
atmospheric pressure (Pamb). The control over the fuel flow is effected by varying the
passage area of the throttle valve with the aid of the auto start control unit.
The auto start control unit with the altitude sensing unit consists of two basic por-
tions: a fuel portion housed within the FCU body and an air portion. The fuel portion
includes an auto start control unit fuel valve and a transmitter measuring the fuel
pressure aft of the acceleration time control unit throttle valve.
The fuel valve includes valve seat (12) (Ref. Fig. 25), disc valve (13), and a spring.
The travel of the fuel valve is limited by a retaining ring fitted in a bushing secured
within the valve seat. Valve seat (12) has an axial stepped hole conveying fuel to disc
valve (13).
Drilled in cover (11) is a row of passages that serve to deliver fuel to the fuel valve
and fuel pressure transmitter. The transmitter sensing the fuel pressure aft of the ac-
celeration time control unit throttle valve includes diaphragm (9), eliding block (10),
rod (16), and bushing (14). The fuel is tapped from downstream of the acceleration time
control unit throttle valve and supplied to the underside of diaphragm (9) fitted in
the bore of cover (11) and tightened by bushing (14) via the ring of sliding block (Ю)
Rod (16) slides within bushing (14) and bears with one end on sliding block (10), and
with the other end, on the face of adjustment screw (15) of lever (17).
Lever (17) connects the fuel portion of the auto start control unit with the aid por-
tion. One arm of the lever has a hole and a boss with a threaded hole. Press-fitted
into the hole is a stop which contacts the fuel valve, whereas screwed into the
threaded hole of the boss is adjustment screw (15). Provided in the other arm of the
lever is a spherical recess to suit bearing needle (19) of auto start control unit
diaphragm (20).
A rubber ring is used to seal the lever (l7)-to-bushing (18) joint. Provided at the
right side of casing (22) is a circular boss with a circular bore to accommodate
aneroids (1) and a stepped bore to house a bushing of rod (24). The boss is provided
at its top with circular port 'a' which is closed with a gauze and serves to provide
a passage to the air delivered at the Pamb pressure to the underside of auto start
control unit diaphragm (20).
The altitude sensing unit incorporates the following major components: aneroids (1),
rod (24), lever (23) with adjustment screw (26), and lever (21). As the altitude
increases, the force acting upon diaphragm (20) is corrected by aneroids (1) via
rod (24) and levers (23) and (21). The aneroids consist of two hollow capsules with
two ball ends. The aneroids are tightened from the right side by adjustment screw (2),
and from the left side, by rod (24).
Diaphragm (20) of the auto start control unit is made of a rubberrized linen and
clamped between two discs. Spring (7) is resting upon the diaphragm upper disc. The

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ТВЗ-117
MAINTENANCE (MANUAL
Aneroids
Adjustment Screw
Aneroids Cover
Diaphragm Cover
Plug
Adjustment Screw
Spring
Diaphragm Plug
Diaphragm
Sliding Block
Valve Cover
Valve Seat
Disc Valve
Bushing
Adjustment Screw
Rod
Lever
Bushing
Bearing Needle
Diaphragm
Lever
Casing
Lever
Rod
Cover
Adjustment Screw
Auto Start Control Unit with Altitude Sensing Unit

Figure 25

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TB3-117
MAINTENANCE MANUAL
tension of the spring is pre-set by adjustment screw (6) screwed into plug (5). The
deflection of the diaphragm is limited at one side by the bottom of the bore in the
FCU body and at the other side, by the face of plug (5).
The connection supplying air at the PC pressure is screwed into the hole made in the
boss provided on the external surface of cover (4). The cover has a central hole ac-
commodating plug (5) with auto start control unit adjustment screw (6).
The fuel flow at starting is scheduled by the auto start control unit in accordance
with the compressor delivery pressure (Pc ).
When the engine is inoperative, disc valve (13) is loaded by spring (7) via lever (17)
into the closed position. As the gas generator RPM increase, the main fuel nozzle pres-
sure starts rising. This fuel is pressure-fed along passage 'б' to sliding block (10)
of the fuel pressure transmitter. Acted upon by the fuel pressure, the sliding block
will turn lever (17) clockwise and open disc valve (13) which will connect throttle
valve chamber Ю with the drain line and reposition the throttle valve so as to
decrease the fuel flow.
As the gas generator RPM increase, the compressor delivery pressure P increases. The
air pressure acting upon diaphragm (20) overcomes the fuel pressure acting upon pres-
sure transmitter sliding block (10) and partially closes disc valve (13), thus reduc-
ing the amount of fuel being spilled from the throttle valve chamber Ю. As the spil-
lage decreases, the fuel pressure in throttle valve chamber В builds up and the servo-
piston repositions the throttle valve control valve so as to increase the fuel flow.
In case of an excessive increase in the fuel flow, the increased main fuel nozzle pres-
sure turns the lever clockwise with the aid of sliding block and partially opens disc
valve (13). The rate of the spillage from throttle valve chamber Ю increases and the
growth of the fuel flow will slow down until the subsequent increase in the compres-
sor delivery pressure (Pc) occurs. Thus, the control over the fuel flow is effected
in relation to the compressor delivery pressure.
At the initial stage of starting, when the compressor delivery pressure is low, the
rate of the fuel flow is established by the tension of spring (7) and may be adjusied
by adjustment screw (5). As the compressor delivery pressure rises, the rete of the
fuel flow is controlled by varying the air pressure in the diaphragm chamber through
changing the diameter of the air bleeder jet (A) (Ref. 073.12.00, Fig. 6). Upon
engine acceleration to the steady-stste idling RPM, the coapressor delivery pressure
reaches such a value that its pressure upon the diaphragm overcomes the effect cf
the main fuel nozzle pressure, thus closing disc valve (13) (Ref. Pig. 25).
At the power conditions above the idle power setting, the auto start control unit has
no effect on the fuel flow. To avoid overtemperature of the gases at the turbine
inlet in the course оГ an engine starting, the fuel flow into the engine must be cut
down in accordance with a decrease in the ambient pressure. This function is perform-
ed by the altitude sensing unit. As the altitude increases, aneroids (1) are expand-
ing. While moving, rod (24) is acting upon lever (21) via lever (23) and opening disc
valve (13), thus causing fuel to spill from throttle valve chamber Ю, thereby reducing
the fuel flow when starting the engine at altitude.

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Acceleration Time Control Unit with Maximum Fuel Flow Limiter
The purpose of the acceleration time control unit ie to schedule the fuel flow into
the engine at transient conditions of starting and engine acceleration, ensuring
a fast acceleration of the engine without excessive overtemperature and surging, as
well as to limit the maximum fuel flowGfmax.On some engine models the maximum fuel
flow limiter is not fitted (Ref. Book 3, 073.12.05).
The acceleration time control unit schedules the fuel flow into the engine by varying
the orifice area of the acceleration time control unit throttle valve in relation to
the value of the corrected compressor delivery pressure and variation in the fuel
pressure differential across the acceleration time control unit throttle valve in
accordance with the gas generator RIM. The throttle valve of the acceleration time
control unit comprises the following basic elements: spool (13) (Ref. Fig. 26),
barrel (11), servopiston (7), fuel valve (17), vacuum bellows (2), and air bellows (5).
The metering orifice of the throttle valve is established by a clearance between the
middle collar of barrel (11) and the profiled portion of spool (13). The profiled
portion of spool (13) ensures a proportional change in the area of the metering
orifice in relation to the corrected compressor delivery pressure F .
Servopiston (7) of the acceleration time control unit throttle valve is a reinforced,
double-sided piston attached to spool (13) by means of a nut.
Bearing upon the servopiston left-hand side is spring (10), with threaded sleeve (9)
being the second support of the spring. The tension of spring (10) is adjusted by
shimming. Spool (13) is loaded by spring (19) at the right-hand side, the spring
tension being controlled by adjustment screw (21) through spring (20) and lever (18).
Secured to the underside of cover (16) is bellows casing (1). Welded to the flange are
two steel bellows: vacuum bellows (2) and air bellows (5). Two ball bearings are
press-fitted into a flange. Axle (3) of lever (18) is fitted inside the inner races
of the ball bearings. The compressor corrected delivery pressure is fed to bellows (5).
Fuel valve (17) is located in the left-hand portion of cover (16) to the left of
lever (18). The axle of swinging of lever (18) is rigidly connected with the body of
cover (16). A sealing ring separates the spill chamber of the throttle valve from the
bellows chamber.
On an inoperative engine, spool (13) of the throttle valve is loaded by spring (10)
into the extreme right-hand position corresponding to the maximum fuel flow. In this
case, fuel valve (17) is kept open by spring (19) and connects chamber Ж with the
spill line. In the coarse of the engine acceleration the fuel pressure aft of the
constant fuel pressure valve, acting on the right-hand side of servopieton (7),
overcomes the force of spring (10) and spool (13) moves to the left until it comes
to abut low fuel flow adjustment screw (8).

Page 53
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MAINTENANCE MANUAL
As the corrected compressor delivery air pressure delivered to the chamber of air bel-
lows (5) rises, air bellows (5) expand and turn lever (18) counterclockwise. Lever
(18), while moving, partially closes the fuel spillage from chamber Ж through fuel
valve (17). The pressure in the spring chamber rises. The combined force of
spring (10) loading and the increased fuel pressure overcomes the fuel pressure
acting on the right-hand side of servopiston (7) and moves spool (13) to the right to
increase the fuel flow. While moving to the right, spool (13) turns lever (18) clock-
wise by increasing the compression of spring (19) and partially opens fuel spillage
through fuel valve (17). The movement of spool (13) towards increasing the metering
orifice area is slowing down.
When the engine attains a power condition corresponding to an engine control lever
setting, the respective speed governor comes into operation and, due to the fact that
the fuel flow established by the throttle valve is decreased, the engine power condi-
tion is no longer being increased. The acceleration time control unit throttle valve
therewith is set into a position determined by the actual value of the compressor
delivery pressure. In this case the fuel flow rate of the acceleration time control
unit throttle valve exceeds the engine demands at the steady-state power condition
established by the main throttle valve. Therefore, the acceleration time control unit
throttle valve does not affect the fuel flow at the steady-state power conditions. As
the compressor corrected delivery pressure decreases, air bellows (5) get compressed
and, overcoming the loading of spring (20), turn lever (18) clockwise, thus increasing
the fuel spillage from chamber Ж to the left of servopiston (7) through partially
opened fuel valve (17).
A decrease in the fuel pressure in chamber Ж causes spool (13) to move to the left to
decrease the metering orifice area and, therefore, the fuel flow.
The rate of travel of spool (13) is a function of the flow capacity of damper (12)
and the speed of variation of the compressor corrected delivery pressure. The flow
capacity of damper (12) is not adjustable in service. The corrected compressor de-
livery pressure may be adjusted by changing the diameter of the bleeder jet (П)
(Ref. 073.12.00, Fig. 6).
The fuel pressure differential across the acceleration time control unit throttle
valve is maintained in accordance with the gas generator RPM.
The mechanism maintaining the fuel pressure differential across the acceleration time
control unit throttle valve includes adjustable flow restrictor (Д) (Ref. 073.12.00,
Fig. 6), zero-pressure differential diaphragm (45), differential valve (51), and
constant spill jet (75).
The adjustable flow restrictor consists of casing (5) (Ref. Fig. 27) enclosed in
filtering gauze (4), adjustment screw (1) and bushing (2). Casing (5) has four
radial ports 'a' providing passage for fuel. Bushing (2) is pressed with it a collar
to casing (5) by means of nut (3). The sealing ring fitted inside the bushing pro-
vides for tightness of the mating surfaces.

Page 54
Jan 15/86
ТB3-117
MAINTENAСЕ MANUAL
Bellows Casing Fuel Valve

Vacuum Bellows Lever
Lever Axle Spring
Jet Spring
Air Bellows Adjustment Screw
Retaining Ring Threaded Sleeve
Serropiston Acceleration Time Control
Low Fuel Flow Addjustment Unit Characteristic Paral-
Screw lel Shift Adjustment Screw
Threaded Sleeve
Acceleration Time Control
Spring
Throttle Valve Barrel Unit Resetting Jet
Damper Acceleration Time Control
Spool Unit Resetting Solenoid
FCU Body Valve
Gasket
Cover
НОТЕ: Parts shown it square are not fitted on

some engine models.
Acceleration Time Control Unit Throttle Valve with Maximum Fuel Flow
Reset ing Mechanism
Figure 26

Pages 55/56
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Provided in the lower portion of bushing (2) is a profiled recess. The adjustment
screw (1) and flow restrictor casing (5) are connected together by means of a thread-
ed joint. The adjustable flow restrictor is fitted in the PCU body and fixed in posi-
tion by plug (6).
The high-pressure fuel tapped from upstream of the acceleration time control unit
throttle valve passes through filtering gauze (4) and enters casing (5) via four
ports 'a'. The fuel flows from casing (5) through the orifice formed by a profiled
recess made in bushing (2) and adjustment screw (1) and enters the passage supplying
the fuel pressure to the zero-pressure differential diaphragm. The area of the ori-
fice formed by the profiled recess in bushing (2) and adjustment screw (1) determines
the value of the fuel pressure differential across the adjustable flow restrictor.
When adjustment screw (1) is turned clockwise, the area of the orifice decreases and
the fuel pressure differential across the flow restrictor increases and vice versa.
The purpose of the zero-pressure differential diaphragm is to build up a fuel pres-

sure proportional to the fuel pressure differential across the acceleration time con-
trol unit throttle valve. The zero-pressure differential diaphragm consists of dia-
phragm (3) (Ref. Pig. 28), valve (4), bushing (1), and cover (2).
Diaphragm (3) ia basically a flat disc made of a rubberized linen clamped between
two metallic discs. The deflection of the diaphragm is limited from one side by
a bore in cover (2) and from the other side, by valve (4). The diaphragm is secured
to PCU body (5) with the aid of cover (2).
Valve (4) is a steel circular component, the left-hand portion of which provided
with a thread intended for screwing the valve into PCU body (5). The right-hand face
of the valve has narrow collars that serve to prevent the valve from sticking to the
hard-facing alloy plate of the diaphragm left-hand disc. Valve (4) has an axial
orifice.
The purpose of the differential valve is to compare the fuel pressure proportional
to the fuel pressure differential across the acceleration time control unit throttle
valve with that proportional to the gas generator RPM.
The differential valve is-composed of barrel (1) (Ref.Fig.29), spool (2),

spring (3), diaphragm (6), diaphragm spring (7), and adjustment screw (9).
Spool (2) has two wide external grooves providing passages for fuel and a row of
pressure-relief grooves in its middle portion which form a labyrinth-type seal
along the clearance.
The right-hand face of spool (2) is shaped as a head with a collar. Diaphragm (6)
bears upon the right-hand side of the collar via stop (10), whereas the other side
of the collar experiences the pressure of spring (3). Barrel (1) provides the
second support for spring (3). The relative position of spool (2) and barrel (1)
is adjusted with the aid of shims (4). Diaphragm (6) ±a made of a rubberized linen
and clamped between two discs.

Page 57
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Bushing
Cover
Diaphragm
Valve
Adjustment Screw FCU Body
Bushing Sealing Ring
Nut Retainer
Filtering Gauze
Casing
Plug
Acceleration Time Control Unit Zero-

Adjustable Plow Restrictor Pressure Differential Diaphragm
Figure 27 Figure 28

Page 58
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Barrel
Spool
Spring
Shim
FCU Body
Diaphragm
Spring
Cover
Adjustment Screw
Stop
Differential Valve
Figure 29

Page 59
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The discs and diaphragm (6) are clamped together with the aid of a screw. Spool (2)
rests upon the left disc through stop (10) having a spherical surface. Spring (7)
rests upon the right disc of diaphragm (6), adjustment screw (9) providing the
second support for spring (7) and serving to adjust the tension of spring (7).
The deflection of the diaphragm is restricted at the left-hand side by the bottom of
the bore in FCU body (5), and at the right-hand side, by the bottom of the bore in
cover (8). The right-hand chamber of the differential valve diaphragm Is connected
with the spill line by means of constant spill Jet (75) (Ref. 073.12.00, Fig. 6).
The fuel pressure is tapped from downstream of the adjustable flow restrictor Д
and supplied to the left side of zero-pressure differential diaphragm (45), whereas
the fuel pressure tapped from downstream of the acceleration time control unit
throttle valve is supplied to the right side of the diaphragm. The valve of sero-
pressure differential diaphragm (45) occupies a balanced position at wich the re-
quired fuel spillage from upstream of throttle valve (39) is ensured through the
adjustable flow restrictor(Д),the right-hand chamber of differential valve (51),
and constant spill jet (75) in order to maintain in the left-hand chamber of the
zero-pressure differential diaphragm a fuel pressure equal to that downstream of
throttle valve (39).
Since the fuel pressure upstream of the adjustable flow restrictor (Д) is equal to
that upstream of throttle valve (39) and the fuel pressure downstream of the adjust-
able flow restrictor is equal to that downstream of throttle valve (39), the fuel
pressure differential across the adjustable flow restrictor (Д) is equal to that
across throttle valve (39).
Since the spillage pressure in the FCU is constant and the fuel flow through the
adjustable flow restrictor(Д)and constant spill jet (75) are equal, the fuel
pressure differential across constant spill jet (75) and the fuel pressure in the
right-hand chamber of differential valve (51) are proportional to the fuel pres-
sure differential across the adjustable flow restrictor (Д) and, therefore, to the
fuel pressure differential across throttle valve (39).
Therefore, the right-hand side of differential valve diaphragm (6) (Ref. Fig. 29) is
subjected to the fuel pressure proportional to the fuel pressure differential across
throttle valve (39) (Ref. 073.12.00, Fig. 6) plus the force of spring (7) (Ref.
Pig. 29), whereas the left-hand side of the diaphragm is subjected to the fuel con-
trol pressure Poont gg. As the result, the pressure differential maintained across
throttle valve (39) is proportional to the fuel control pressure Pcont gg (that is
to the square of the gas generator RPM).
When shifting the engine throttle lever towards a higher power setting, the setting
of the governor controlling the operating power condition changes and it shuts off
the fuel spillage from chamber D of throttle valve (54) (Ref. 073.12.00, Fig. 6).
The fuel pressure in chamber Ю increases and the control valve of the throttle valve
starts moving towards increasing the passage area. As the fuel flow through the
throttle valve grows, the fuel pressure differential across acceleration time con-
trol unit throttle valve (39) rises and the fuel pressure in the right-hand chamber

Page 60
Jan 15/86
TB3-117
MAINTENANCE MANUAL
of differential valve (51) diaphragm rises in proportion to this pressure differen-

tial. The diaphragm deflects and shifts the spool of differential valve (51) to the
left, the groove of the differential valve connecting chamber Ю with the spill line,
thus arresting the movement of the main throttle valve (54) control valve towards in-
creasing the fuel flow.
As the gas generator RPM increase, the fuel control pressure Pcont gg rises, which
leads to an increase in the pressure acting on the left side of the diaphragm of
differential valve (51). This pressure will move the spool of differential valve (51)
to the right and the spool collar will partially mask the grooves in the barrel, thus
decreasing the fuel spillage from chamber Ю. The increased pressure in chamber Ю
repositions main throttle valve (54) so as to increase the fuel flow. The increase
in the fuel flow through main throttle valve (54) will cause the fuel pressure up-
stream of acceleration time control unit throttle valve (39) to rise, thus increasing
the fuel pressure differential across the throttle valve. The fuel pressure in the
right-hand chamber of the differential valve (51) diaphragm will rise and the dia-
phragm, while deflecting to the left, will shift the spool of differential valve (51)
to the left and the spool will connect chamber Ю with the spill line through its
groove. The movement of the main throttle valve (54) towards increasing the fuel
flow will be arrested.
When the engine attains a gas generator RFM equal to a level pre-set by the engine
throttle lever, the fuel flow will stop increasing and one of the steady-state speed
governors will take control over main throttle valve (54).
To make the maximum fuel flow unaffected by the setting of the acceleration time
control unit, the fuel control units on some engine models are provided with the
system effecting the resetting of the characteristic of the acceleration time con-
trol unit. The system comprises solenoid valve MKT-163 [83], additional jet [82],
and adjusting screw-stop(15). When the gas generator comes to run at the rota-
tional speed which is 5 percent below the maximum RPM, the engine electronic gover-
nor sends a signal to solenoid MKT-163 [83] , which opens and drains fuel via ad-
ditional jet [82], thus reducing the pressure under the diaphragm of the differen-
tial valve from the right side. The diaphragm together with the spool of the dif-
ferential valve moves to the right, masking the drain port in chamber Ю. The main •
throttle valve increases the pressure differential across the acceleration time
control unit throttle valve, thus increasing the flow rate through the throttle
valve of the acceleration time control unit.
When the gas generator RPM are reduced to a level of 7 percent below the maximum
RPM, the solenoid valve gets cut out by the command signal from the engine electro-
nic governor, as a result of which the fuel spillage from the underside of the
differential valve diaphragm is terminated, which brings about a reduction in the
pressure differential across the throttle valve of the acceleration time control
unit.
On some engine models, the electronic governor sends a signal to the MKT-163 solenoid
valve at different gas generator rotational speeds (Ref. Book 3, 073.15-04).

Page 61
Mar 15/88
TB3-117
MAINTENANCE MANUAL
The decrease in the characteristic of the acceleration tine control unit at disengage-
ment of the solenoid valve ie used as a limiter of the fuel flow in case of a failure
of the engine electronic governor.
In case of a failure of the system, the solenoid valve is also de-energized and the
system is reset to reduce the flow rate of the acceleration tine control unit, ensur-
ing the fuel flow necessary to maintain the limited power.
On some engine models, the resetting units of the acceleration time control units
characteristic are not provided (Ref. Book 3, 073.12.05).
On these engine models, no signal is sent to the МКТ-163 valve Ъу the electronic
governor.
Compressor Variable Guide Vanes (VGV) Control Mechanism
The compressor VGV control mechanism is designed to effect angular setting of the
compressor VIGV's and stages 1 through 4 VGV'в in relation to the corrected value of
the gas generator RBI.
The compressor VGV control mechanism comprises a hydraulic power cylinder located in
the FCU, a hydraulic power cylinder with a limit switch, a control valve assembly,
a lever-balance assembly, a control pressure Pcont gg piston assembly, a temperature
compensation leverage, a feedback system, power control levers, a spring, and a
feedback dial.
The hydraulic power cylinder incorporates bushing (23) (Ref. Fig. 30), piston (22),
adjustable stops (27) and (34), lever (25), sliding block (26), and power shaft (24).
Bushing (23) and piston (22) are made of steel. The internal surface of the bushing
is machined to a high degree of surface finish and chrome-plated to improve its wear
resistance. The middle portion of the bushing has a slot to provide passage for
lever (25) which is secured to the middle portion of piston (22) with the aid of
eliding block (26). Piston (22) has at its both sides cylindrical chambers providing
accommodation to plug (21) and cover (28) with adjustable stops (34) and (27) re-
stricting the travel of piston (22).
Each end of piston (22) has an external cylindrical grooves with collars intended to
secure cup (30) by means of retaining rings (33).
The gaps between cup (30) and retaining ring (33) is taken up by means of shim (32).
To ensure tightness of the joint, rubber sealing ring (31) is placed under cup (30)
which is made of fluoroplastic.
The control valve assembly consists of barrel (18), spool (2) and spring (12). The
middle portion of barrel (18) has four radial ports 'a' that serve to admit the
high-pressure fuel through the groove into the FCU body.
Made on the left and right sides of holes 'a' are grooves 'б' and 'в', through which
the high-pressure fuel is fed to the left and right-hand chambers of piston (22)

Page 62
Mar 15/88
ТВЗ-117
MAINTENANCE MANUL
Worm Ring Spring

Spool Spring
Bracket Adjustment Screw
Adjustment Screw Shaft
VIGV Control Valve Feedback Cam
Adjustment Screw Rod
Bracket Barrel
Adjustment Screw Worm
Lever Gas Generator Fuel
Spring Control Pressure Piston
Variable Arm Lever Assembly
Lever-Balance
Compressor VGV Control Mechanism


Page 63
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Plug Cover
Piston Cover
Bushing Cup
Power Shaft Sealing Ring
Lever Shim
Sliding Block Retaining Ring
Adjustable Stop (at Adjustable Stop (at Idle)
Maximum Power Setting)


Page 64
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
VIGV Feedback Cam

Bushing
Cover
VIGV Power Shaft
VIGV Feedback Shaft
VIGV Feedback Control Lever
VIGV Power Lever
Bushing
Power Lever


Page 65
Jan 15/86
TB3-117
MAINTENANCE MANUAL
(Ref. Pig. 30, Sheet 2). The other end of barrel (18) has a collar which serves to
prevent transverse displacement of spring (12) (Ref. Fig. 30, Sheet 1).
Spool (2) has in its middle portion a wide groove providing a passage to fuel. Two
middle cylindrical collars are working (cut-off) ones, that by-pass the high-pressure
fuel through the wide middle groove alternatively to the left or to the right-hand
chambers of piston (22). To ensure a more accurate control over the hydraulic power
cylinders, the middle cut-off working collars of the spool are made with negative
overlapping of barrel (18) grooves 'б' and 'в', that is the working collars of the
flow-through type. Two extreme fillets are provided with flats and have a trihedral
shape. They serve to provide a better alignment of the spool, whereas the ports
formed by the flats direct the fuel from the piston chambers into the spill line.
The spool (2) right-hand end has a collar that provides the second support for
spring (12). Fuel control pressure piston assembly (20) includes a steel bushing
mounted in the FCU body and a piston. The piston has a row of grooves which serve to
seal the piston and increase its response. Pitted to the piston end face is a needle
that serves to transmit the force developed by the piston to lever-balance (11) as-
sembly. The lever-balance assembly consists of lever-balance (11), adjustment
screws (4) and (5), and bracket (3). The lever-balance assembly is basically a steel
component, the lower end thereof having a slot, wherein variable arm lever (10)
moves on two rollers. The middle section houses a ball bearing with an axle intended
for attachment of the lever to bracket (3) and located close to it is a boss which
houses adjustment screw (5).
Mounted in the upper portion of lever-balance (11) is screw (4) designed to resist
the forces produced by the control pressure Рcont gg piston assembly. The lever-
balance assembly serves to compare a signal delivered from the temperature-sensing
probe with that produced by the fuel control pressure Pcont gg transmitter, and to
set control spool (2) into the equilibrium position.
The feedback system consists of one compressor VIGV (69) (Ref. 073.12.00, Fig. 6),
feedback lever (70), feedback rod (72), FCU feedback lever (73), a dial, shaft (15)
(Ref. Fig. 30, Sheet 1), feedback cam (16) and rod (17), variable arm lever (10),
spring (13), and adjustment screw (14).
Steel cam (16) is attached to shaft (15) with the aid of a coupling bolt. Shaft (15)
together with feedback cam (16) is turned in the coaxial hole of power shaft (44)
(Ref. Fig. 30, Sheet 3) by feedback control lever (46) from one of VIGV's (69) (Ref.
073.12.00, Pig. 6) through feedback adjustable lever (70) and feedback rods (72).
The rods incorporate spring (77) which serves to take up the clearance.
The contour of cam (16) (Ref. Fig. 30, Sheet 1) is so profiled, that it transforms
a quadratic dependence of the fuel control pressure Pcont gg into a linear dependence
of a travel of piston (22) (Ref. Fig. 30, Sheet 2), that is the turning of the VGV's
proceeds in accordance with a linear relationship as a function of the gas generator
RPM.

Page 66
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Саш (16) (Ref. Fig. 30, Sheet 1) has a correlation line,on the cut portion of the boss
lateral surface, which is required to position cam (16) and lever (46) square to each
other in the course of assembly. Cam (16) is engaged with shaft (15) by means of worm
toothing and attached to the shaft by a coupling bolt.
The worm toothing allows to adjust the position of the cam by turning it about the
axis with the aid of adjustment screw (14). Cover (43) (Ref. Fig. 30, Sheet 3) has
two projections with threaded holes intended for stop screws restricting the travel
of feedback control lever (46).
To provide means for checking and adjusting the angular position of the VGV's,the
PCD body is fitted with a dial graduated in 1-deg increments, whereas power
lever (47) and feedback control lever (46) have ports and notches opposite the dial,
which allows to read the values of the setting angle. Lever (8), rotating about its
axle, spring (9) and bracket (6) provide the means for transmitting the force from
the rod of the temperature-sensing probe to lever-balance (11).
If it is necessary, the amount of the temperature compensation may be adjusted by

means of adjustment screw (7).
As the gas generator RPM increase, the positioning of the VIGV's and compressor
stages 1 to 4 VGV's with reapect to the value of the gas generator corrected RPM
is effected with a linear relationship (Ref. 072.00.00, Fig. 512) with a tolerance
of +1 degree within the pre-set engine inlet air temperature range of -60 to +50 °C.
To ensure a uniform turning of the vanes and to prevent an angular misalignment of

the 7GV slewing rings, a hydraulic power cylinder with a limit switch installed on
she engine operates simultaneously and in parallel with the hydraulic power cylinder
of the FCU. Soth hydraulic power cylinders are controlled by control spool (2) (Ref.
Fig. 30, Sheet 1) and form a follow-up system with a feedback. The hydraulic power
cylinders are turning the VIGV's and VGV'e through the power levers and lever plates
in complete accordance with the movements of the control valve which is returned bу
the feedback to the equilibrium position as soon as the piston of the hydraulic power
cylinder has found a new ateady-atata position. Such a system ensures positioning of
the vanes with a +l-deg accuracy during a forward movement.
The above mentioned accuracy of positioning the compressor vanes allows to obtain
a high-pressure compressor with a sufficient gas-dynamic stability, keeping at the
same time the compressor vanes stresses at the level as low as possible.
The fuel pressure is delivered from downstream of the pumping section via ports 'e'
provided in barrel (18) to the central groove in spool (2) and tapped to the
hydraulic power cylinder via grooves 'б' and'в'made in barrel (18) which are masked
by the working collars of spool (2) with a negative hydraulic overlap, that is when
the working collar is in a neutral position, fuel flows via the grooves in barrel (18)
both into the spill chamber and into the hydraulic power cylinder chambers.

Page '57
Jan 1
ТВЗ-117
MAINTENANCE MANUAL
Since the values of the pressure, in the chambers of the hydraulic power cylinders are
equal, the whole system is at equilibrium. Thanks to a continuous fuel flow, the
spool-hydraulic power cylinder system has no stagnant static zones and becomes sen-
sitive to a linear displacement of the spool, that it to a re-distribution of the
fuel flow.
This ensures a high accuracy of positioning of the VGV's. Lever-balance (11) controls
the movement of spool (2) which is pressed by spring (12) to the lever-balance. The
arms of lever-balance (11) are subjected to the control pressure Pcont gg at one side,
and to the pressure of spring (9) at the other side, varying with the amount of the
extension of the temperature-sensing probe rod in accordance with variation of the
OAT and the pressure of spring (12).
When the OAT is constant and the gas generator RPH are increasing, the fuel control
pressure Pcont gg acting on lever-balance (11) is rising. Lever-balance (11) is
turned counterclockwise and moves spool (2) to the right, thus admitting the high-
pressure fuel through ports 'a' and groove 'б' in barrel (18) into hydraulic power
cylinder chamber Ж (Ref. Fig. 30, Sheet 2) and allowing fuel to flow from chamber И
of the hydraulic power cylinder through groove 'B1 of barrel (18) into the spill line.
Piston (22) moves to the right (that is, in the direction of adjustable stop (27)),
thus turning the VGV's towards opening through power lever (47) (Ref. Pig. 30,
Sheet 3) and the lever plates. The turning of VIGV's (69) (Ref. 073.12.00, Pig. 6)
is transmitted through lever (70), feedback rod (72) and lever (46) (Ref. Fig. 30,
Sheet 3) to feedback cam (16) (Ref. Pig. 30, Sheet 1) and rod (17) causing them to
turn also. Rod (17) turns clockwise and displaces variable arm lever (10), which
increases the arm of the force transmitted from spring (9) to lever-balance (11).
Lever-balance (11) turns counterclockwise and displaces spool (2) to the left until
it comes to occupy a neutral position but at a new angular setting of the VGV's.
When the gas generator RPM are equal to or below 80 percent, lever-balance (11)
will shift spool (2) to the left with the aid of the force of spring (9) and, as
the result, hydraulic power cylinder chamber И becomes connected through ports 'a'
and groove 'B' in barrel (18) with the high-pressure fuel passage, whereas hydraulic
power cylinder chamber Ж becomes connected via groove 'б' of the barrel with the
spill line.
Piston (22) moves to the left until it touches adjustable stop (34) thus turning
the VGV's and setting them to the fully closed position.
When the gas generator RPM are constant and the OAT rises, the extension of the
temperature-sensing probe rod increases and lever (8) turns counterclockwise and
compresses spring (9). Acted upon by the force of spring (9), lever-balance (11)
turns'clockwise, thus shifting spool (2) to the left.
Spool (2) connects hydraulic power cylinder chamber И with the high-pressure fuel
line via ports 'a' and groove 'B' in barrel (18) and chamber Ж with the spill line

Page 68
Nov 17/93
TB3-117
MAINTENANCEJflANUAL
through groove 'б'. Аs the result, piston (22) moves to the left and partially closes
the VGV'e. While being shifted by the leverage towards the closed position, the VGV's
are turning feedback oant (16) clockwise and the feedback cam is moving variable arm
lever (10) by means of rod (17) upwards, thus shortening the arm of the force trans-
mitted from spring (9) to lever-balance (11). Lever-balance (11) turns counterclock-
wise and moves spool (2) to the neutral position. Thus, the VGV setting angles are
changed in accordance with the gas generator corrected RPM.
The linear relationship between setting angles of the VGV'e and the gas generator cor-
rected RPM is ensured by the profile of feedback cam (16).
The VGV setting angle characteristic is adjusted by varying length L1 of lever (70)
arm (Ref. 073.12.00, Fig. 6) and length L2 of feedback rod (72). In this case, the
variation of the length of arm L1 changes the slope of the characteristic, while the
variation of the length of arm L2 accomplishes a parallel shift of the characteristic.

Pages 69/70
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
FUEL CONTROL UNIT - TROUBLE SHOOTING
table 101
Trouble Cause Correction
Leaky joints of POT connections Loosening of connec- Tighten up connections and at-
and flanges tions and flanges tachment nuts of FCU flanges.
attachment nuts The tightening shall be car-
ried out by representative of
FCU Manufacturer
FCU drains leakage in excess of Leaky FCU seals Replace FCU (Ref. 072.00.00,
25 cm3/min "Engine - Approved Repairs")
Presence of metallic particles Running-in of FCU Inspect and wash filters (Ref.
(chips) on fuel filters components Т.C. Nо. 604) and then test
(filtering sections and mag- run the engine (Ref.
netic ring) of FCU regulator 072.00.00, "Engine - Adjust-
and throttle valve ment/Test"). Should metallic
particles (chips) indicative
of excessive wear be detected
again, replace FCU (Ref.
072.00.00, "Engine - Approved
Repairs").

Pagec 101/102
Jan 15/86
FUEL CONTROL UNIT - SERVICING
EFFECT!VITY: ALL
PAGES
PROCEDURE: DE-PRESERVATION OP FUEL CONTROL UNIT

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
1. General
1.1. Prior to fitting the PCU to the engine, subject the FCU to the external de-
TB3-117
preservation
1.2. Carry out the de-preservation of the FCU not earlier than twelve hours before
installation of the FCU
1.3. In the course of the external de-preservation, the transportation caps and plugs
shall remain in place. They may be removed right before attachment of the pipes
1.4. The internal de-inhibiting of the FCU is carried out on the engine when de-
inhibiting the engine fuel system (Ref. 073.00.OO, "Engine Fuel System -
Maintenance Practices")
2. External De-Preservation
2.1. Protect all air jets, the air filter, solenoid and the el. connectors from con-
tact with slushing compound and gasoline. The gasoline and slushing compound
are not allowed to get on the above components
073.12.05
2.2. Remove the slushing compound from the FCU with a cloth piece dipped in clean
gasoline.
Fage 301
Mar 15/88
NOTE: To facilitate removal of condensed grease, it is advieeable to heat the

FCU before de-preservation with warm air at a temperature of 60 to 80 °C.
EFFECTIVITY: ALL
ACTIONS BY
Wipe dry the surface of the FCU with a clean dry cloth piece
Internal De-Inhibiting
If it is necessary to carry out the internal de-inhibiting of the FCU separa-

tely from the engine (e.g., «hen carrying out modifications, etc.), perform
de-inhibiting by supplying clean fuel to the inlet connection at a pressure of
0.5 to 1.0 kgf/cm2 . While sо doing, rotate the FCU rotor by the external torsion
shaft and move the control levers of the gas generator and free turbine speed
governors and the lever of the shut-down valve several times from one stop to
another
MAINTENANCE MANUAL
ТВЗ-117
073.12.05
Gasoline
Cotton cloth pieces
Jan 15/86
Page 302
Kerosene
EFFECTIVITY: ALL
PAGES
то M.S. TASK CARD No. 302 303 to 306
PROCEDURE: PRESERVATION OP FUEL CONTROL UNIT

MS. ITEM

ACTONS BY
General
The fuel control unit expected to be stored for a period longer than 24 hours
MAINTENANCE MANUAL
shall be subjected to Inhibiting and external preservation.
The FCU may be subjected to the preservation either together with the engine
TB3-117
(Ref. 072.00.00, "Engine - Servicing") or separately
In case of a break in operation of the engine or helicopter, necessitating de-

fueling of the fuel system, the FСU shall be subjected to the inhibiting either
directly on the engine or after its removal from the engine. The inhibiting
operation shall be performed within 24 hours after de-fueling the FCU.
A break up to 30 days in operation of the engine-mounted FCU without carrying

out the inhibiting is acceptable, provided the fuel system and the FCU remain
filled with fuel. On elapse of 30 days, the engine shall be started and test-
run
Inhibiting
Carry out the inhibiting of the PCU with a preservation oil
For the grades of the preservation oil, refer to 072.00.00. "Engine - Servicing".
073.12.05
CAUTION: SUBJECT TO INHIBITING ARE ALL CHAMBERS OF THE FCU EXCEPT FOR THE AIR
CHAMBERS OP THE AUTO START CONTROL UNIT, ACCELERATION TIME CONTROL UNIT
Page 303
Jan 15/86
AND POWER SYNCHRONIZER.

EFFECTIVITY: ALL
ACTIONS BY
Drain the remaining fuel from the FCU chambers via the inlet connection and
connections delivering fuel to the primary and main fuel manifoldи
Carry out the operations specified in Task Card No. 604
Connect the hoee of the inhibiting rig (used for inhibiting the engine) to the
FCU connection. Connect the air bleed appliance (Ref. Task Card No. 303). Start
the rig and pump the oil at a pressure of 0.8 to 1 kgf/cm2. While so doing,
bleed the air and fuel until a stream of oil appears from the air bleed valve.
In the course of inhibiting rotate the FCU rotor by the external torsion shaft
and at the same time shift the control levers of the gas generator and free tur-
MAINTENANCE MANUAL
bine speed governors as well as the shut-down valve several times from one stop
to another
Without applying pressure, allow the oil to flow by gravity into fuel connect-
TB3-117
ions (1) (Ref. Fig. 301), (2), (3) and (4)
On completion of the inhibiting operation, do not drain the oil from the FCU.
Screw the transportation plugs onto the connections and safety them with wire
External Preservation
Carry out the external preservation with the preservation oils/greases prescrib-
ed in 072.00.00, "Engine - Servicing"
Using a cloth piece moistened in gasoline, wipe the external surfaces of the
FCU.
CAUTION: TAKE STEPS TO PREVENT GASOLINE FROM GETTING INTO THE AIR CHAMBERS OF
THE AUTO START CONTROL UNIT, ACCELERATION TIME CONTROL UNIT, POWER
073.12.05
SYNCHRONIZER, MICROSWITCH AND SOLENOID.
Wipe the FCU with a dry cloth piece

•
Page 304
Mar 15/88
Apply a thin layer of the slushing compound to the external unpainted surfaces
of the FCU.
ТВЗ-117
MAINTENANCE MANUAL
Connections for Pilling FCU with Oil

Figure 301
EFFECTIVITY: ALL
073.12.05
Page 305
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
CAUTION: TAKE STEPS TO PREVENT THESLUSHINGCOMPOUND FROM GETTING INTO THE JETS
AND AIR FILTERS OF THE AUTO START CONTROL UNIT AND ACCELERATION TIME
CONTROL UNIT, THE BELLOWS CASING OF THE ACCELERATIOH TIME COHTROL UHIT,
ONTO THE TERMINALS OF THE EL. CONNECTORS AND SOLENOID
MAINTENANCE MANUAL
TB3-117
073.12.05
Inhibiting rig Inhibiting oil

Oil or grease for external
preservation
Page 306
Mar 15/88
Cotton oloth pieces

EFFECTIVITY: ALL
PAGES
ТО M.S. TASK CARD No. 303 307 to 309/310
PROCEDURE: BLEEDING AIR PROM FUEL CONTROL UNIT CHAMBERS

MS. ITEM

ACTIONS BY
Carry out bleeding of the air from the FCU chambers proceeding as follows:
Unsafely and turn off the nut from valve (3) (Ref. Fig. 302) with the aid of
MAINTENANCE MANUAL
a wrench, holding the valve body with another wrench to prevent its unscrewing
Attach the air bleed appliance to the connection
TB3-117
Open the valve by depressing the rod of the appliance and locate the rod in
position by turning it through approx. 90 deg
Start the boost pump, open the fuel shut-off valve of the helicopter fuel system
and drain the fuel into a container until a continuous, clean, free of bubbles
stream emerges from the hose
Close the helicopter fuel shut-off valve, stop the boost pump and remove the
air bleed appliance
Turn the nut onto the valve connection, tighten the nut with a wrench and
safety.
NOTE: Renew the sealing ring

073.12.05
?ae« 307
Mar 15/88
TB3-117
MAINTENANCE MANUAL
Air Bleed Valve
Sealing Ring
Hose
Nut
Rod
Air Bleed Valve and Air Bleed Appliance Connecting Diagram
Figure 302
Page 308
Jan 15/86
EFFECTIVITY: ALL
Combination pliers Safety wire, О.6 mm dia

Open-end wrench, S = 12x14 mm Sealing ring 2262A-177-2
Air bleed appliance
Container
MAINTENANCE MANUAL
TB3-117
073.12.05
Pagee 309/З10
Jan 15/86
FUEL CONTROL UNIT - ADJUSTMENT/TEST
EFFECTIVITY: ALL
PAGES
501 to 503/504
PROCEDURE: ADJUSTMENT OF SHUT-OFF VALVE OPENING RPM

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
Carry out the adjustment by replacing spill jet (K) (Ref.Fig.501) proceeding as
follows:
TB3-117
Unsafety and, using a wrench, unscrew plug (1) with sealing ring (2)
Using a screwdriver, remove jet (3) from the casing
Select a new jet of a required diameter. The diameter of the jet is stamped on
the face of the head.
NOTES: 1. When increasing the diameter of the jet, the opening of the shut-off
valve occurs at a higher gas generator rotational speed, whereas when
the diameter of the jet is reduced, the shut-off valve opens at
a lower gas generator speed.
2. A 0.1-mm increase in the jet diameter results in increase in the gas

generator RPM at which the shut-off valve becomes open by approx.
1 percent.
073.12.05
3. It is allowed to fit jets with diameters ranging from 0.8 to 2.5 mm.
Using a screwdriver, screw jet (3) into the casing on the run-out of the thread
Page 501
Mar 15/88
Screw in plug (1) together with sealing ring (2), safety and seal.
NOTE: Renew sealing ring (2).

Adjustable Jet
Sealing Ring
Constant Jet
Plug
Shut-Off Valve Opening RPM Adjustable Jet
Figure 501
Page 502
Jan 15/86
EFFECTIVITY: ALL
OPERATIONS AN» TECHNICAL REQUIREMENTS (T.R.) CORRECTIVE CHECKED
ACTIONS BY
Enter the adjustment performed in the FCU Certificate stating the adjustment
value
MAINTENANCE MANUAL
TB3-117
073.12.05
Pagea 503/504
Combination pliers Set of jets from 49HK-6-0.8 to

Open-end wrench, S = 10x12 49HK-6-2.5
Jan 15/86
Screwdriver Safety wire, die 0.6 mm

Sealing ring 2262A-5-2
EFFECTIVITY: ALL
PAGES
505 to 507/508
PROCEDURE: ADJUSTMENT OF DISTRIBUTOR VALVE OPENING RPM

M.S. ITEM

ACTIONS BY
Carry out adjustment of the distributor valve opening RPM with the aid of adjust-
ment screw (10) (Ref. Fig. 502) proceeding as follows:
MAINTENANCE MANUAL
Unsafety and, using a wrench, unscrew cap (1), holding locking nut (3) with
another wrench
Using a wrench, slacken locking nut (3) holding adjustment screw (2) with
TB3-117
a wrench to prevent its unscrewing
Turn adjustment screw (2) as required.
NOTES: 1. The turning of the adjustment screw clockwise (counterclockwise)

results in the distributor valve opening at a higher (lower) gas
generator RPM.
One turn of the adjustment screw varies the distributor valve opening
pressure by approx. 8 kgf/cm2 .
It is allowed to turn adjustment screw(10)1.5 turns clockwise and

0.5 turn counterclockwise from the Manufacturer's initial setting.
Tighten up looking nut (3) holding adjustment screw (2) with a wrench to prevent
073.12.05
it from screwing in
Renew sealing ring (4), screw on cap (1), safety it with wire and attach a seal
Enter the adjustment performed in the FCU Certificate stating the adjustment value
Page 505
Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
Cap
Adjustment Screw
Locking Nut
Sealing Ring
Distributor Valve Adjustment Screw

Figure 502

Page 506
Mar 15/88
EFFECTIVITY: ALL
Combination pliers Safety wire, die 0.6 mm

Open-end wrench, S = 4x3 mm Sealing ring 2262-7-2
Open-end wrench, S = 12x14 nun
MAINTENANCE MANUAL
TB3-117
073.12.05
Pages 507/508
Mar 15/88
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 503 509 to 512
PROCEDURE: ADJUSTMENT OP AUTO START CONTROL UNIT

M.S. ITEM

ACTIONS BY
The adjustment of the auto start control unit is performed with the following
adjustment elements:
MAINTENANCE MANUAL
Auto start control unit adjustment screw (l3)(Ref. Fig. 503) intended for
adjustment of the fuel pressure P. at engine wet motoring run.
TB3-117
Auto start control unit bleeder jet (A) intended for adjustment of the duration
of the initial stage of starting and the gas temperature (TIT) at this stage.
Acceleration time control unit differential valve adjustment screw (17) for
adjustment of the duration of the final stage of the starting and the gas
temperature (TIT) at this stage
Carry out the adjustment with the aid of adjustment screw (l3) of the auto start
control unit proceeding as follows:
Unsafety and, using a wrench, unscrew cap (1) holding locking nut (2) with
another wrench
a wrench to prevent its turning
073.12.05
Using a wrench, turn adjustment screw (3) as required.
NOTES: 1. The turning of the adjustment screw clockwise increases the fuel
pressure P» and vice versa.
Page 509
Jan 15/86
2. One complete turn of the adjustment screw varies the fuel pressure Pf
by approx. 0.5 kgf/cm2 .
EFFECTIVITY: ALL
ACTIONS BY
The permissible adjustment range for adjustment screw (13) ia

1.5 turns in either direction from the Manufacturer's initial
setting.
Tighten up locking nut (2) holding adjustment screw (3) to prevent its turning
Renew sealing ring (4), screw on the cap using a wrench, safety it with wire
and attach a seal
Enter the adjustment performed in the FCU Certificate starting the amount of
the adjustment
MAINTENANCE MANUAL
Carry out the adjustment with the aid of bleeder jet (A) of the auto start con-
trol unit proceeding as follows:
TB3-117
Unsafety and unscrew the jet from adapter (2) (Ref. Fig. 504) holding it with
a wrench to prevent the jet from unscrewing from the pipe
Select a jet of a required diameter.
NOTES When the jet dia is increased, the starting time rises and the rate
of the TIT growth declines.
When the jet dia is decreased, the starting time is reduced, whereas
the rate of growth of the TIT increases.
It is a good practice to select the dia of the jet with 0.1 to

0.2-mm steps. It is allowed to fit the jets having a diameter
within a range of 1.2 to 2.8 mm.
073.12.05
Screw the jet into the adapter, safety it with wire and attach a seal
Enter the adjustment performed in the PCU Certificate, stating the amount of
the adjustment
Page 510
Mar 15/88
Carry out the adjustment with the aid of adjustment screw (17) (Ref.Fig.505) of
the acceleration time control unit differential valve proceeding as follows:
EFFECTIVITY: ALL
MAINTENANCE MANUAL
Cap
Gap
Locking Hut
Locking Nut
TB3-117
Adjustment Screw Adjustment Screw
Acceleration Time Control Unit Differential

Auto Start Control Unit
Valve Adjustment Screw
Adjustment Screw
Figure 505
Figure 503
Bleeder Jet
Adapter
073.12.05
Auto Start Control Unit Bleeder Jet

Figure 504
Page 511
Mar 15/88
EFFECTIVITY: ALL
ACTIONS BY
Unsafety and unscrew cap (1) with a wrench holding looking nut (2) with another
wrench
a wrench to prevent its turning
Turn adjustment screw (3) with a wrench as required.
NOTES: 1. The clockwise turning of the adjustment screw increases the starting
time and slows down the rate of growth of the TIT. The counterclock-
wise rotation of the adjustment screw reduces the starting time and
MAINTENANCE MANUAL
increases the rate of growth of the TIT.
The adjustment range of screw(17)consists in three complete turns

in clockwise direction and two complete turns in counterclockwise
TB3-117
direction from the Manufacturer's initial setting.
Screw on locking nut (2) holding adjustment screw (3) with a wrench to prevent
its turning
Renew sealing ring (4), screw on cap (1) using a wrench, safety it with wire and
attach a seal
Enter the adjustment performed in the FCU Certificate stating the amount of the
adjustment

073.12.05
Combination pliers Set of Jets from 3026.907 to

Open-end wrench, S = 12x14 mm 3026.907-21 with 0.1 to 0.2-mm
Open-end wrench, S = 4x3 mm steps
Page 512
Screwdriver
Mar 15/88
Safety wire, dia 0.6 mm

Sealing ring 2262A-7-2 (2pcs)
EFFECTIVITY: ALL
PAGES
PROCEDURE: ADJUSTMENT OF RPM AT WHICH AIR STARTER DISENGAGEMENT SIGNAL IS PRODUCED

M.S. ITEM

ACTIONS BY
Carry out the adjustment with the aid of adjustment screw (5) (Ref. Fig. 506)
proceeding as follows:
MAINTENANCE MANUAL
Unsafety and unscrew cap (1) with a wrench, holding locking nut (3) with another
wrench
TB3-117
Slacken locking nut (3) with a wrench holding adjustment screw (2) with
another wrench to prevent its turning
Turn adjustment screw (2) with a wrench as required.
NOTES: 1. The clockwise turning of the adjustment screw results in a higher

gas generator rotational speed at which the air starter becomes
disengaged and vice versa.
One complete turn of the adjustment screw varies the gas generator
RPM at which the air etarter becomes disengaged by approx. 4 percent.
The permissible adjustment range for adjustment screw (5) is 1 turn

in either direction from the Manufacturer's initial setting.
Tighten up locking nut (3) holding screw (2) to prevent it from screwing in
073.12.05
Screw on cap (1), safety it with wire and attach a seal
adjustment
Jan 15/86
Page 513
TB3-117
MAINTENANCE MANUAL
Adjustment Screw
Sealing Ring
Locking Hut
Cap
Air Starter Disengagement Adjustment Screw
Figure 506
Page 514
Mar 15/88
EFFECTIVITY: ALL

Open-end wrench, S = 4x3 mm Sealing ring 2862A-6-2
MAINTENANCE MANUAL,
TB3-117
073.12.05
Pages 515/516
Mar 15/88
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 5 05 517 to 519/520
PROCEDURE: ADJUSTMENT OF GAS GENERATOR SPEED GOVERNOR MINIMUM SETTING (AT IDLE POWER)
MS. ITEM

ACTIONS BY
The adjustment shall be carried out with the engine control lever resting against
the gas generator minimum rotational speed stop
MAINTENANCE MANUAL
Carry out the adjustment with adjustment screw (2) (Ref. Fig. 507) proceeding as
follows :
TB3-117
Unsafety adjustment screw (2)
NOTESt The clockwise turning of the adjustment screw increases the gas
generator rotational speed while the counterclockwise turning re-
verses the action.
One turn of the adjustment screw is divided into 18 fixed positions.

Moving the screw through one step alters the gas generator RPM
approx. 0.4 percent.
The permissible adjustment range for the screw is one complete turn
in the clockwise direction and 1.5 turns in the counterclockwise
direction from the Manufacturer's initial setting.
073.12.05
When it is necessary to adjust simultaneously the gas generator

maximum rotational speed and the gas generator idling speed, it is
recommended, first to adjust the maximum speed (Ref. Task Card
No. 506) and then the idling speed.
Jan 15/86
Page 517
TB3-117
MAINTENANCE MANUAL
Adjustment Screw
Threaded Sleeve
Idling Speed Adjustment Screw
Figure 507
Page 518
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Safety adjustment screw (2) and attach a seal
adjustment
MAINTENANCE MANUAL
ТВЗ-117
073.12.05
Pages 519/520

Jan 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: ADJUSTMENT OF GAS GENERATOR SPEED GOVERNOR MAXIMUM SETTING

MS. ITEM

ACTONS BY
The adjustment shall be carried out with the engine control lever resting against
the gas generator maximum speed stop
MAINTENANCE MANUAL
Carry out the adjustment with adjustment screw (l) (Ref. Fig. 508) proceeding as
follows:
Unsafety and, using a wrench, back oft coupling nut (2) through 1/4 of a turn,
TB3-117
holding adjustment screw (1) with another wrench to prevent its turning.
CAUTION: DO NOT REMOTE THE COUPLING NUT.
Turn adjustment screw (1)with a wrench as required.
NOTES: 1. The clockwise turning of the adjustment screw increases the gas
generator rotational speed, whereas the counterclockwise turning
reverses the action.
One complete turn of the adjustment screw alters the gas generator
RPM by approx. 0.5 percent.
The permissible adjustment range for the adjustment screw is 12 turns

in either direction from the Manufacturer's initial setting.
073.12.05
Using a wrench, tighten up coupling nut (2), holding adjustment screw (1) to
prevent it from screwing in
Safety the coupling nut and attach a seal

Jan 15/86
Page 521
adjustment
TB3-tl7
MAINTENANCE MANUAL
Adjustment Screw
Coupling Hut
Gas Generator Maximum RPM Adjustment Screw
Figure 508
Page 522
Jan 15/86
EFFECTIVITY: ALL
Combination pliers Safety wire, dia 0.6 mn

Open-end wrench, S = 4x3 ma
MAINTENANCE MANUAL
TB3-117
073.12.05
Pagea 523/524
Jan 15/86
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 50? 525, 526
PROCEDURE: ADJUSTMENT OF ACCELERATION TIME CONTROL UNIT

US. ITEM

ACTIONS BY
1. The adjustment of the acceleration time control unit is carried out with the
following adjusting elements:
MAINTENANCE MANUAL
- Acceleration time control unit bleeder Jet (
П).
- Acceleration time control unit differential valve adjustment screw(17)(Ref.
TB3-117
Fig. 505)
Carry out the adjuetment of the acceleration time control unit with the aid of
bleeder jet (П) proceeding as follows:
Unsafely and, using a screwdriver, remove bleeder Jet (П) (6) (Ref. Fig. 602)
out of adapter (5)
Select a new Jet of a required diameter.
NOTES : 1. When increasing the jet diameter, the acceleration time control
increases while the rate of growth of the gas temperature declines.
When the jet diameter is decreased, the action is reversed.
The acceptable limits and values which are to be observed during
replacement of jet (П) are quoted in Book 3, 073.12.05.
073.12.05
Using a screwdriver, screw jet (П) (6) into adapter (5) on the run-out portion
of the thread, safety the jet and attach a seal
When, carrying out the adjustment with the aid of acceleration time control unit
differential valve adjustment screw ( 17), follow the procedure described in
Jan 15/86
Page 525
Task Card No. 503

EFFECTIVITY: ALL
ACTIONS BY
adjustment
MAINTENANCE MANUAL
ТВ3-117
073.12.05
Combination pliera Set of jets 3026.907

Screwdriver Safety wire, die 0.6
Jan 15/86
Page 526
EFFECTIVITY: ALL
PAGES
PROCEDURE: ADJUSTMENT OF FREE (POWER) TURBINE SPEED GOVERNOR

MS ITEM

ACTIONS BY
Carry out the adjustment of the free turbine speed governor with the free turbine
speed resetting lever set against an angle of (66+2) deg as read off the FCU dial
MAINTENANCE MANUAL
When the required amount of adjustment does not exceed 1.5 percent, carry out the
adjustment with the aid of adjustment screw (4) (Ref. Fig. 509)
When the rotational speed needs an adjustment in excess of 1.5 percent, carry out
TB3-117
the adjustment with the aid of adjustment screws (3) and (4) rotating both screws
in the same direction (either counterclockwise or clockwise) and covering with
each screw only half of the required amount of adjustment and keeping in mind the
adjustment value of one turn of each adjustment screw
Carry out the adjustment with the aid of adjustment screw (4) proceeding as fol-
lows:
Unsafety and, using a wrench, ulacken coupling nut (2) through 1/4 of a turn,
holding adjustment screw (1) with a wrench to prevent its turning
NOTES: 1. The clockwise rotation of the adjustment screw increases the free
turbine RPM and vice versa.
073.12.05
One complete turn of the adjustment screw alters the free turbine RPM
by approz. 0.35 percent.
Jan 15/86
The permissible adjustment range for the adjustment screw (4) is nine
Page 527
turns in either direction from the Manufacturer's initial setting.

ТВЗ-117
MAINTENANCE MANUAL
Adjustment Screw
Adjustment Screw Coupling Hut
Coupling Hut
Nft 6 % Adjustment Screw
Nft Adjustment Screw Figure 510
Figure 509

Page 528
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Using a wrench, tighten up coupling nut (2), holding adjustment screw (1) with
another wrench to prevent it from screwing in
Safety coupling nut (2) and attach a seal
Enter the adjustment in the FCU Certificate stating the amount of the adjust-
ment performed
Carry out the adjustment with the aid of adjustment screw(3)(Ref.Fig.510)

following the procedure prescribed for adjustment screw (4)
.
MAINTENANCE MANUAL
NOTES: 1. The clockwise turning of the adjustment acrew increases the free
turbine RPM, whereas the counterclockwise rotation reverses the ac-
tion.
TB3-117
One complete turn of the adjustment screw alters the free turbine RPM
by approx. 3 percent.
The permissible range of adjustment with the aid of adjustment screw

(V) is one turn in either direction from the Manufacturer's initial
setting.
adjustment

073.12.05

Pages 529/530

Ian 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: ADJUSTMENT OF EL. ACTUATOR INTERLOCK CONTROL VALVE CUT-IN RPM

MS. ITEM

ACTIONS BY
Carry out the adjustment of the el. actuator interlock control valve cut-in RPM
with the aid of adjustment screw (6) (Ref.Fig.511) proceeding as follows:
MAINTENANCE MANUAL
Unsafety and, using a wrench, unscrew cap (1) holding locking nut (3) with
another wrench
TB3-117
Slacken locking nut (3) with a wrench, using another wrench to hold adjustment
screw (2) to prevent it from unscrewing
NOTES : 1. The clockwise turning of the adjustment screw causes the control
valve to come into operation at a higher gas generator rotational
speed and vice versa.
One complete turn of the adjustment screw alters the gas generator
rotational speed at which the el. actuator interlock control valve
comes into operation by approx. 6.5 percent.
The permissible rarigo for adjustment with the aid of adjustment

screw (6) is 1.5 turns in either direction from the Manufacturer's
initial setting.
073.12.05
Tighten up looking nut (3), holding adjustment screw (2) with a wrench to
prevent its screwing in
Page 531
Renew sealing ring (4), screw on cap (1), safety it with wire and attach a seal
Mar 15/88
TB3-117
MAINTENANCE MANUAL
Adjustment Screw
Sealing Ring
Locking Hut
Cap
El. Actuator Interlock Control Valve Cut-in RPM Adjustment Screw
Figure 511
Page 532
Mar 15/88
EFFECTIVITY: ALL
ACTIONS BY
adjustment
MAINTENANCE MANUAL
ТВЗ-117
073.12.05
Combination pliers Safety wire, dia 0.6 mm

Pages 533/534

Jan 15/86
FUEL CONTROL UNIT - INSPECTION/CHECK
EFFECTIVITY: ALL
PAGES
PROCEDURE: EXTERNAL INSPECTION OP FUEL CONTROL UNIT AND CHECKING IT FOR SECURITY OF ATTACH-
M.S. ITEM
MENT

ACTIONS BY
Examine the FCU and make sure that its surfaces are free from mechanical damage
and the paint-and-varnish coating is intact. Use the ЭП-140 aluminium enamel to
MAINTENANCE MANUAL
reclaim the damaged paint-and-varnish coating (Ref. 072.00.00, "Engine - Cleaning/
Painting")
TB3-117
Check the PCU for security of attachment of the engine by waggling the FCU by
hand. No loosening of the attachment is acceptable
Check to see that the seals and safety wire of the adjusting elements are intact
Make sure the joints of the connections and the FCU flanged joints are leak-tight Ref. Table 101
and the safety wire is intact

073.12.05
Pages 601/602
Jan 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: INSPECTION AND WASHING OP AIR FILTER

MS. ITEM

ACTIONS BY
Remove, examine and wash the air filter.
CAUTION: WHILE REMOVING/INSTALLING THE AIR FILTER, HOLD THE FILTER WITH A SECOND
MAINTENANCE MANUAL
WRENCH TO PREVENT LOOSENING OF ITS FLANGE.
Unsafety and detach the air supply pipe from swivel connection (3) (Ref.
Fig. 601).
TB3-117
NOTE: Should the removal of the nut securing the air supply pipe to the filter
presents some difficulties, remove successively the pipe and, if
neoessaryt the connection-suspension (Ref. 072.40.00, "Combustion Cham-
ber - Maintenance Practices").
Unsafety and remove nut (1) securing the swivel connection
Remove sealing ring (2), the swivel connection, and sealing ring (4)
Remove filter (7) from filter casing (6)
Detach sealing ring (5) from filter casing
Using a brush, wash the filter in clean gasoline and blow off with moisture-
free compressed air. The filter must be clean and free of hard particles and
073.12.05
lint
Examine the filter gauze. No mechanical damages to the filter are acceptable
Jan 15/86
Page 603
Rinse and blow off with moisture-free compressed air and then inspect the
removed parts.
TB3-117
MAINTENANCE MANUAL
Filter Casing
Sealing Ring
Filter
Swivel Connection
Sealing Ring
Sealing Ring
Hut
Air Filter
Figure 601
Page 604
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
NOTE: Should it be necessary, renew the sealing rings.
Pit the filter back, having placed sealing ring (5) onto the filter casing
Pit sealing ring (4), swivel connection (3), and sealing ring (2) to the filter,
then tighten up attachment nut (l) and safety it with wire
Connect the air supply pipe to the swivel connection, tighten up the attachment
nut and safety it with wire
MAINTENANCE MANUAL
ТВ3-117
Combination pliers Safety wire, dia 0.6 mm

Open-end wrench, S = 19x22 mm Gasoline
Flat brush Sealing rings:
Items (2) and (4):
073.12.05
34M51-16-12.2-1,5 KД 9-13
Pages 605/606
Item (5):
34M51-28-22,2-1 КД 9-13
Ian 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: INSPECTION AND WASHING OF AUTO START CONTROL UNIT AID ACCELERATION TDK
MS. ITEM CONTROL UNIT AIR JETS WITH ADAPTERS

ACTIONS BV
CAUTION: CARRY OUT REMOVAL, INSPECTION AND WASHING OP THE AIR JETS ONE APTER ANOTHER
SO AS TO AVOID THEIR CONFUSION DURING INSTALLATION.
MAINTENANCE MANUAL
Unsafety and remove the pipe supplying air to the filter at swivel connection (15)
(Ref. Fig. 602)
TB3-117
Unsafety and remove coupling nut (14) of the pipe delivering air to the auto start
control unit
Unsafety and back off the coupling nut at the other end of the pipe supplying
air to the auto start control unit and shift it aside
Unsafety connection (7), plug (1) and adapter (5)
Using a wrench, remove connection (7) complete with sealing rings (9) from the
bellows housing (10) and, while holding filter casing (8) with hand, remove the
filter casing
Examine and clean bleeder jet (A) of the auto start control unit together with
the adapter proceeding as follows:
Unsafety and remove with the screwdriver jet (13) from adapter (12)
073.12.05
Using a wrench, screw out adapter (12) together with washer (16) from filter
oneing (8)
Examine the jet and adapter, wash them in gasoline and clean with a needle
Page 607
Jan 15/86
EFFECTIVITY: ALL
Auto Start Control Unit and Acceleration Time Control Unit Inlet and Air Bleeder Jete
MAINTENANCE MANUAL
Figure 602
TB3-117
Plug Sealing Rings
Sealing Ring Bellows Housing
Acceleration Auto Start Control
Control Unit Inlet Unit Inlet Jet
Jet Adapter
Washer Bleeder Jet
073.12.05
Adapter Coupling Hut

Bleeder Jet Connection Delivering
Connection Air to Filter
Jan 15/86
Page 608
Filter Casing Washer ,

EFFECTIVITY: ALL
ACTIONS BY
Wash the jet and the adapter once more in clean gasoline and blow oft with
moisture-free compressed air. The jet and the adapter shall be clean and their
orifices shall be free from any foreign particles
Examine and, using a needle, clean inlet jet (11) of the auto start control unit.
The jet shall be clean and its orifice free from foreign particles
Using a wrench, screw in adapter (12) together with washer (16) into filter
casing (8).
MAINTENANCE MANUAL
NOTE: Should it be necessary, renew the washer.
Using a screwdriver, screw in the bleeder jet (A) (13) into adapter (12) on the
run-out portion of the thread, safety the bleeder jet and attach a seal
TB3-117
Examine and clean bleeder jet (П) of the acceleration time control unit com-
plete with the adapter
Unsafety and, using a screwdriver, unscrew bleeder jet (П) (6) from adapter
(5)
Using a wrench, remove adapter (5) complete with washer (4) from bellows
housing (10)
Examine the bleeder jet and the adapter, wash them in gasoline and clean
their orifices with a needle
Wash the bleeder jet and the adapter once again in clean gasoline and blow
off with moisture-free compressed air. The bleeder jet and the adapter shell
be clean and their orifices shall be free from foreign particles
073.12.05
Using a wrench, screw adapter (5) with washer (4) into the bellows casing.
NOTE: Renew the washer.

Page 609
Mar 15/88
Using a screwdriver, screw bleeder jet (П) (6) into adapter (5) on the run-out
portion of the thread, safety it and attach a seal
EFFECTIVITY: ALL
ACTIONS BY
Examine and clean the inlet jet of the acceleration time control unit:
Using a wrench, screw out plug (1) complete with sealing ring (2), using
another wrench to prevent connection (7) from turning
Examine inlet jet (3) of the acceleration time control unit together with con-
nection (7), wash them in gasoline and clean the orifice with a needle
Wash the jet and connection once again in clean gasoline and blow off with
moisture-free compressed air. The jet and the connection shall be clean and
the orifices of the jet and connection shall be free from foreign particles
MAINTENANCE MANUAL
Using a wrench, refit plug (1) together with sealing ring (2) and connection
(7).
TB3-117
NOTE: Replace the sealing ring.
Renew sealing rings (9)

Refit filter casing (8) complete with sealing rings (9) in place and, using
a wrench, screw in connection (7) together with the plug.
CAUTION: DURING INSTALLATION PARTICULAR ATTENTION SHALL BE PAID TO MAKE SURE

THAT A SEALING RING IS PITTED BETWEEN THE BELLOWS HOUSING AND THE
FILTER CASING.
Safety the plug in the connection and attach a seal
Refit the pipes supplying air to the filter casing and auto start control
unit to their places, turn on the coupling nuts, safety them as well as
073.12.05
adapters (5) and (12) and connection (7). When installing the pipes, observe
the requirements described in Section 072.00.00, "Engine - Approved Repairs"
Page 610
Mar 15/88
EFFECTIVITY: ALL

Open-end wrench, S = 10x12 mm Sealing rings:
Open-end wrench, S = 12x14 mm Item (2) - 34M51-12-8.2-1 КД 9 - 13
Open-end wrench, S = 14x17 mm Item (9) - 34M51-16-12.2-1.5 KД
Needle 9-13
Screwdriver Washers t
Special wrench (4) and (16) - 3407A-1-8-12 КД
Safety wire, dia 0.6 mm
MAINTENANCE MANUAL
TB3-117
073.12.05
Pages 611/612
Jan 15/86
EFFECTIVITY: ALL
PAGES
613 to 619/620
PROCEDURE: INSPECTION AND WASHING OF FUEL FILTERS

MS. ITEM

ACTIONS BY
Examine and wash the inlet fuel filter proceeding as follows:
Uneafety and detach the pipe supplying fuel to swivel connection (3) (Ref.
MAINTENANCE MANUAL
Fig. 603)
Unsafety nut (1) and unscrew it with the aid of a wrench from connection-
TB3-117
column (5)
Remove sealing ring (2) and the swivel connection from the connection-column
Using a wrench, unscrew the connection-column complete with sealing rings (4)
and (6) from FCU body (8)
Withdraw filter (9) complete with sealing ring (7) from the FCU body. Using
a brush, wash the filter in clean gasoline and blow off with moisture-free
compressed air. The filter shall be clean and free from hard particles and
lint
Examine the filter gauze for external condition. Ho mechanical damage to the
filter is acceptable.
Wash all removed parts in gasoline and blow off with moisture-free compressed
073712.05
air
Renew sealing rings (2), (4), (6), (7)

Insert the filter complete with sealing ring (7) into FCU body (8) taking care
Page 613
Mar 15/88
not to twist the sealing ring

ТВЗ-117
MAINTENANCE MANUAL
Nut Sealing Ring

Swivel Connection FCU Body
Sealing Ring Filter
Connection-Column
Inlet Fuel Filter

Figure 603

Page 614
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Screw connection-column (5) together with sealing ringa (4) and (6) into the
FCU body and tighten up with the aid of a wrench
Put swivel connection (3) and sealing ring (2) onto connection-column (5),
having placed the sealing ring into the swivel connection groove. Screw on
nut (1), tighten it up with a wrench and safety
Connect the fuel supply pipe to the swivel connection, tighten up and safety
the attachment nut. When fitting the pipe, observe the requirements laid down
in 072.00.00, "Engine - Approved Repairs"
MAINTENANCE MANUAL
Examine and wash the central filter of the regulator.
CAUTION: DO NOT UNSCREW PLUG (17) (Ref. FIG. 604).
TB3-117
Unsafety and, using a wrench, remove plug (1) together with sealing ring (2)
from FCU body (6)
Remove spring (3) from filter nut (4) and extract filter (5) from the well of
PCU body (6)
Stop off the ports in the filter end faces and rinse the filter in clean gaso-
line. Holding the filter by nut (4), rinse it once more in clean gasoline and
blow off with moisture-free compressed air. The filter shall be clean and free
from hard particles and lint.
CAUTION: 1. DO NOT DISASSEMBLE THE FILTER DURING WASHING.
2. WHEN BLOWING OFF THE FILTER, DIRECT THE AIR BLAST SQUARE TO THE
FILTER AXIS. NEVER DIRECT THE AIR BLAST ONTO THE FILTERS END FACES.
073.12.05
THE PRESSURE OF THE COMPRESSED AIR SHALL NOT BE IN EXCESS OP

1.5 kgf/cm2.
Examine the filter gauze. It shall be free from mechanical damage

Jan 15/86
Page 615
Rinse the plug and the sealing ring in clean gasoline and blast with moisture-
free compressed air
EFFECTIVITY: ALL
Central Filters of Regulator and Throttle Valve

and Diagram of Testing Filters on ПКФ Device
MAINTENANCE MANUAL
Plug
Figure 604
Sealing Ring
TB3-117
Spring
Filter Hut
Filter
FCU Body
Sealing Ring
Plug
dealing Ring
Sealing Ring
Adapter
Surface of Liquid
ПКФ Device
Signal Button
Float
073.12.05
Reference Flange
Plug
NOTE: On some engine models item (9) is not available.

Page 616
Mar 15/88
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS <T R ) CORRECTIVE CHECKED
ACTIONS BY
Stop off the filter inlet port with plug (8) and sealing ring (10).
NOTE: Before fitting plug (8) to the filter (on the FCU's manufactured begin-
ning from June 1, 1977), remove sealing ring (7).
Wash the filter in the ultrasonic rig following the procedures laid down in the
Instructions on ultrasonic cleaning of the filter elements and packs
Remove plug (8) from filter (5)
Carry out the operations prescribed in Step 2.3
MAINTENANCE MANUAL
. Examine the filter gauze
. Using the ПКФ device, check the quality of washing of the filter proceeding
TB3-117
as follows:
Screw adapter (11) onto the ПКФ device
Pit filter (5) to adapter (11)
Pill a container with clean АМГ-10 oil to a level exceeding the height of
the filter under teat by 50 to 60 mm. The oil temperature shall be within
15 to 25 °C
Immerse the filter into the oil, remove it and allow the oil to drain off
Prepare the stop-watch. Take the ПКФ device with the filter by the lever,
having closed the port on the upper end of the pipe with a finger and dip
it vertically into the container until reference flange (16) of the head
comes into contact with surface (12) of the liquid
073.12.05
Open the port in the lever by removing the finger from it and simultaneously
start the stop-watch. At the same time, the liquid starts filling the
filter thus lifting float (15) with signal button (14). The moment signal
Page 617
Mar 15/88
button (14) becomes on a level with the upper end of the lever, stop the
stop-watch.
EFFECTIVITY: ALL
ACTIONS BY
The time necessary to fill the filter with the liquid shall not exceed
a period of 5 sec. If the filter filling time is equal to or leas than the
said value, the filter is considered clean and fit for further service. The
filters having the filling time in excess of 5 sec are subject to a repeated
cleaning in the ultrasonic rig followed by testing with the help of the ПКФ
device
Effect Step 2.3 of the present Task Card
Renew sealing rings (2) and (7)
MAINTENANCE MANUAL
Insert the washed filter into the FCU body with the tapered collar carrying
sealing ring (7) leading
Pit spring (3) into nut (4)
TB3-117
Screw the plug with sealing ring (2) and spring (3) into the fuel control unit
body by hand through 1 or 2 turns, then tighten it fully home with the aid of
a wrench and safety with wire
Examine and wash the central filter of the throttle valve as described in Step 2
of the present Task Card.
CAUTION: DO NOT UNSCREW PLUG (17).
On completion of the operations prescribed in Steps 1, 2 and 3, bleed the air as

described in Task Card No. 303
073.12.05
Page 618
Mar 15/88
EFFECTIVITY: ALL
ПКФ device Combination pliers Gasoline

Stop-watch Open-end wrench, S = 14x17 mm Oil АМГ-10
Open-end wrench, S = 24x27 mm Sealing rings:
Flat brush (2) (Ref. Fig, 603) and
Plug 6.364.1799-1 (4) - 2262A-16-2 (2 pcs)
Adapter 6.364.1800 (6) - 2262A-165-2
Ultrasonic rig (7) - 2262A-14-2
Container (2) (Ref. Fig. 604) - 2262A-179-2
Bath (7) - H8T349-1 (only for FCU's
NOTE: Plug 6.364.1799-1, adapter manufactured from June 1,
MAINTENANCE MANUAL
6.364.1800 and sealing rings (9) 1977)
and (10) are delivered by the (9) - 2609С52-4-1.5-Г
FCU Manufacturing Plant on the (10) - 2609052-18-2-Г
TB3-117
Operator's request. Safety wire, die 0.6 mm
073.12.05
Pages 619/620
Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
FUEL CONTROL UNIT - STORAGE INSTRUCTIONS
The storage life of the FCU delivered to the Operators depends on the type of packaging
as shown below:
- The FCU subjected to preservation, wrapped in paraffined paper, packaged into a card-
board box and a shipping case, may be stored in heated depots for a period up to one
year.
- The FCU subjected to preservation, wrapped in paraffined paper, sealed in a PVC enve-
lope with the silica-gel dehydrator and silica-gel indicator and packaged in a card-
board box and a shipping case may be stored for a period up to six years including
a term of storage in the open without a shed up to three years in all climatic
regions except for areas with tropical climate, where the FCU may be stored for two
years at open sites without a shed or for three years at the sites provided with
a shed.
Рог the other instructions on the FCU storage, refer to Section 072.00.00, "Engine -
Storage Instructions".

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
FUEL CONTROL UNIT - SHIPMENT
1 . When shipping the fuel control units, follow the instructions laid down in Section
072.00.00, "Engine - Shipment".

Pagea 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
FREE TURBINE PROTECTION SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the free turbine protection system is to shut down the engine if the
free turbine RPM сошв to exceed (118+2) percent.
The free turbine protection system includes the following units:
- Engine electronic governor (EEG) (free turbine circuit breaker) or limit power con-
dition governor (free turbine circuit).
- Two free turbine speed inductive transducers.
- Free turbine RPM el. actuator.
- Fuel control unit (FCU) (constant pressure differential valve).
The block diagram of the free turbine protection system is presented on Figure 1.
Free Turbine Protection System. Block Diagram

Figure 1
EFFECTIVTTY: ALL 073.16.00

Page 1
Jan 15/86
MAINTENANCE MANUAL
Description
Engine Electronic Governor or Limit Power Condition Governor
The purpose of the free turbine circuit breaker of the engine electronic governor or
the free turbine circuit of the limit power condition governor is to produce command
signals to shut down the engine whenever the free turbine accelerates to the шах.
limit RPM.
Tree Turbine Speed Inductive Transducer
The purpose of the speed inductive transducer is to produce electrical signals with
a frequency proportional to the free turbine RPM.
The inductive transducer operates in conjunction with an inductor which is an integral

part of the engine and does not belong to the transducer set.
Fitted in the engine exhaust stack power cone are four speed inductive transducers,
two of which being used as stand-by units.
The description and operation of the speed inductive transducer is contained in

077.10.14.
Free Turbine RPM Electrical Actuator
The purpose of the el. actuator is to direct the high-pressure fuel to the spill line
when an electrical signal is sent to the solenoid of the free turbine RPM el. actua-
tor.
The el. actuator is mounted on a bracket attached to the left-hand side of the engine
first support assembly housing (looking forward).
For the description and operation of the free turbine RPM el. actuator, refer to
073.16.10.
FCU Constant Pressure Differential Valve
For the description and operation of the constant pressure differential valve, refer
to 073.12.05.
Operation
The free turbine circuit breaker (FT CB) of the engine electronic governor (or the free
turbine circuit of the limit power condition governor) keeps track of the values of the
engine turbine RPM. Should the free turbine RPM (Nft) reach the maximum limit speed
(Nftlim),theFT CB/FT circuit produces a command signal to shut down the engine by
means of the solenoid of the free turbine RPM el. actuator and a signal illuminating the
respective annunciator.

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
To minimize the possibility of a false output of the signals, the free turbine circuit
comprises two identical circuits.
The signal is delivered to the free turbine RPM el. actuator only when both circuits
have been actuated.
The free turbine high RPM signal is produced and the respective annunciator is illumi-
nated in case even one of the circuits has been actuated. As soon as the signal is
produced, the el. actuator effects an immediate spillage of the fuel from spring
chamber M of the throttle valve constant pressure differential valve (Ref. 073.12.00,
Fig. 6), which brings about the displacement of the valve resulting in the fuel spil-
lage from upstream of the throttle valve and the engine shutdown.
The free turbine protection system has a provision for testing the free turbine circuit
breaker/free turbine circuit, which may be carried out both for testing each circuit
separately by setting the selector switch either to the TEST 1 (КОНТРОЛЬ 1) or TEST 2
(КОНТРОЛЬ 2) position without the engine shutdown and for carrying out a common test
of both circuits with effecting the engine shutdown that is by putting out a signal
to the free turbine RPM el. actuator and the annunciator. When testing each circuit
individually, the annunciator is illuminated but no signal is sent to the free turbine
RPM el. actuator.

Pages 3/4
Mar 15/88
TB3-117
MAINTENANCE MANUAL
ELECTRIC ACTUATOR - DESCRIPTION AND OPERATION
General
The ИМ-ЗА electric actuator (further on referred to as free turbine RPM el. actuator) is
intended to direct the HP fuel to the spill line whenever an electrical signal ia ap-
plied to ite solenoid.
Main Data
Fuel Refer to 072.00.00, Para 2.1.15
Fuel parameters at el. actuator inlet:
- Filtration rating 0.012 to 0.016 mm
- Temperature .. -50 to +60 °C
- Maximum pressure 70 kgf/cm
Fuel pressure in el. actuator spill line 0.3 to 2.8 kgf/cm
Ambient air temperature -60 to +100 °C
Characteristic of current supplied to el. actuator

solenoid:
- Voltage (27+2.7) V
- Current intensity 1.5 A. max.
Wiring system Two-conductor
Continuous mode of operation (once in the course of

service life) 60 min, max.
НОТЕ: In the course of the engine adjustment, it is allowed to perform a maximum

of five switchings of the el. actuator, each lasting for not more than 3 min
and followed by at least a 3-min interval.
Total operating time of el. actuator in energized

, condition 10 h, max.
Mass 1.2 kg, max.
EFFECTWITY: ALL 073.16.10

Page 1
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
The free turbine RPM el. actuator incorporates casing (1) (Ref. Fig. 1), filter (2),
valve (3), and solenoid (4) with a flap.
If no electrical signal is applied to the solenoid chambers A and Б are disconnected,

since valve (3) is kept closed by the flap of solenoid (4).
As soon as an electrical signal is delivered to the solenoid its flap moves to the
right and opens valve (3), thus permitting the HP fuel to pass from chamber A through
filter (2) and valve (3) and enter el. actuator chamber Б connected with the spill
line via connection (д).
Casing
Filter
Valve
Solenoid with Flap
HP Fuel Inlet
Connection (Г)
Fuel Spillage Outlet
Connection (Д)

Figure 1
EFFECTIVITY: ALL
073.16.10
Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ELECTRIC ACTUATOR - TROUBLE SHOOTING
Table 101
Trouble Possible cause Correction
Leaky connections of el. Loosening of el. actuator Tighten up connections of

actuator connections el. actuator

Pages 101/102
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ELECTRIC ACTUATOR - MAINTENANCE PRACTICES
The present Topic describes the following:
Procedures on maintenance of free turbine RBI el. actuator, including its preservation
and de-preservation.
Requirements to be followed during removal/installation of the el. actuator.
Inspection of the free turbine RPM el. actuator, including its visual inspection as
well as inspection and washing of the el. actuator filter.

Pages 201/202
Jan 15/86
EFFECTMTY: ALL
PAGES
PROCEDURE: DE-PRESERVATION 0F ELECTRIC ACTUATOR

MS. ITEM

ACTIONS BY
General Requirements
Prior to fitting the free turbine RPM el. actuator to the engine, it shall be
MAINTENANCE MANUAL
subjected to de-preservation
The de-preservation shall be carried out not earlier than 12 hours before in-
stallation of the el. actuator
ТВЗ-П7
In the course of the external de-preservation, the transportation caps shall
remain in their places. It is allowed to remove them only immediately before
attaching the pipes
The internal de-preservation of the el. actuator shall be carried out on the
engine when performing the de-inhibiting of the engine fuel system (Ref.
073.00.00, "Engine Fuel System - Maintenance Practices")
External De-Preservation
Take measures to protect the solenoid and el. connector from coming into con-
tact with the slushing compound and gasoline
Remove the slushing compound from the free turbine RPM el. actuator with the
073.16.10
aid of a cloth piece moistened in clean gasoline.
NОТЕ: To facilitate removal of the solidified slushing compound, It is a good

practice to heat the el. actuator with hot air at a temperature of 60 to
Jan 15/86
8O °C prior to proceeding to de-preservation.

Page 203
EFFECT1VITY: ALL
ACTIONS BY
Wipe dry the surfaces of the el. actuator with the aid of a dry piece of oloth
Internal De-Preservation
If it ia necessary to carry out the internal de-preservation of the free turbine

RPM el. actuator separately from the engine (e.g., to perform modification,
etc.), carry out the de-preservation by supplying clean fuel into connection
(7) at a pressure of 0.5 to 1.0 kgf/cm with the solenoid energized (Ref.
Fig.201}
MAINTENANCE MANUAL
TB3-117
Figure 201

073.16.10
Gasoline
Cotton cloth pieces
Kerosene
Jan 15/86
Page 204
EFFECTIVITY: ALL
PAGES
PROCEDURE: PRESERVATION OF ELECTRIC ACTUATOR

US. ITEM

ACTIONS BY
General Requirements
The el. actuator expected to be stored for a period longer than 24 hours is
MAINTENANCE MANUAL
subject to external and internal preservation.
The preservation of the el. actuator may be carried out either together with
TB3-117
the engine (Ref. 072.00.00, "Engine - Servicing") or separately
In service, then the engine or helicopter is expected to stay inoperative for

a period of time during which the fuel system is to be de-fuelled, the el.
actuator shall be either subjected to internal preservation on the engine or it
shall be removed and subjected to Internal preservation. The preservation shall
be carried out within 24 hours from the moment the el. actuator has been de-
fuelled. The engine-mounted el. actuator may be kept inoperative for a maximum
period of 30 days without carrying out internal preservation provided the fuel
system and el. actuator are filled with fuel.
On elapse of 30 days, the engine shall be started and tested
Internal Preservation
Carry out the internal preservation of the el. actuator with the preservation
073.16.10
oil. The recommended grades of oil are quoted in 072.00.00, "Engine - Servicing"
Effect Task Card No. 205

Jan 15/86
Page 205
Attach the hose of the preservation rig (used for preservation of the engine)
to connection (Г) (Ref. Fig. 201) of the el. actuator. Start the preservation
EFFECTIVITY: ALL
ACTIONS BY
rig and pump the el. actuator with oil at a pressure of 0.8 to 1.0 kgf/cm with
the solenoid energized. Observe the oil draining from connection(Д)for 0.5 to
1.0 min
On completion of the preservation, do not drain the oil from the el. actuator,
but fit the transportation caps onto the connections and plug connector and
safety them with wire
eternal Preservation
Carry out the external preservation with the preservation oil or grease speci-
fied in 072.00.00, "Engine - Servicing"
MAINTENANCE MANUAL
Wipe the external surfaces of the free turbine RPM el. actuator with a cloth
piece moistened in gasoline.
TB3-117
CAUTION: DO NOT ALLOW ТНE PRESERVATION GASOLINE TO GET ON THE SURFACE OP THE
SOLENOID AND PINS OF THE PLUG CONNECTOR.
Wipe the el. actuator with a dry cloth piece
Apply a thin layer of grease onto the external unpainted surfaces of the free
turbine RPM el. actuator.
CAUTION: DO NOT ALLOW THE PRESERVATION GREASE TO GET ON THE SURFACE OF THE
SOLENOID AND PINS OF THE PLUG CONNECTOR.
073.16.10
1. Preservation rig 1. Oil for internal preservation

2. Oil or grease for external preser-
Jan 15/86
Page 206
vation
3. Cotton cloth pieces
EFFECT1VITY: ALL
PAGES
PROCEDURE: REMOVAL/INSTALLATION OF ELECTRIC ACTUATOR

MS. ITEM

ACTIONS BY
Prepare the free turbine RPM el. actuator installation, proceeding as follows:
Examine the shipping oaae and make sure the seal on its lock is intact
MAINTENANCE MANUAL
Remove the el. actuator from the shipping case and unpack the el. actuator
Ensure that the el. actuator serial number tallies with that entered in the el.
ТВЗ-117
actuator certificate and check bo see that the seals are intact and the safety
wiring is integral
De-preserve the free turbine RPM el. actuator (Ref. Task Card No. 201)
Check the external condition of the flange and other parts of the el. actuator
(for freedom from nicks and cleanliness of the surfaces)
Mount the el. actuator on the engine as described in 072.00.00, "Engine - Approved
Repairs", observing the following requirements:
Wash the pipes to be connected to the el. actuator connections in clean gaso-
line and blow off with moisture-free compressed air
The threaded portions of the pipe joints shall be preliminarily lubricated with
the МК-8 oil or transformer oil of the TK grade.
073.16.10
CAUTION: DO HOT USE OTHER GRADES OF OIL POR THIS PURPOSE.
When removing the protective cap from the solenoid or when screwing in/removing
Jan 15/86
Page 207
the coupling nut from the plug connector of the solenoid, do not fail to hold
the solenoid with a second wrench against unscrewing or overtightening
EFFECTIVITY: ALL
ACTIONS BY
When connecting the pipes to the swivel connections, it is allowed to turn them
as required, proceeding as follows:
Remove the safety wire and back off the swivel connection.
CAUTION: TO PREVENT DAMAGE TO THE SEALING RING, DO NOT ATTEMPT TO BACK Off
THE SWIVEL CONNECTION FOR MORE THAN 1/4 TURN.
Turn the swivel connection as required, tighten the coupling nut and safety
with wire
MAINTENANCE MANUAL
Safety the coupling nuts of the pipes with wire
Do not allow foreign particles as well as oil, kerosene, gasoline, water, etc.,
to get into plug connector of the solenoid
TB3-117
When testing the engine after the installation of the free turbine RPM el. actua-
tor, leak test the fuel system
Prior to an engine start after the de-preservation of the fuel system as well as
in cases when the engine shutdown was followed by a complete or partial de-
fuelling of the fuel system (i.e., detachment of the pipes, inspection of the
filters, etc.), carry out the bleeding of air (Ref. O73.12.05, Task Card No. 303)
Carry out the removal of the free turbine RPM el. actuator as described in
072.00.00, "Engine - Approved Repairs"
Subject the el. actuator to preservation (Ref. Task Card No. 202)
Enter in the el. actuator Certificate the reason of its removal, the operating
073.16.10
time, and the dates of removal and preservation
Wrap the el. actuator with two or three layers of paraffined paper, pack it in
a cardboard box and then in a wooden shipping case, and attach the Certificate of
Jan 15/86
Page 208
the el. actuator together with the removal report

TB3-117
MAINTENANCE MANUAL
MATERIALS
1. Paraffined paper
TOOLS AND FIXTURES
TEST EQUIPMENT

Pages 209/210
Jan 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: VISUAL INSPECTION OP ELECTRIC ACTUATOR AND CHECKING IT FOR SECURITY OF ATTACH-
MS. ITEM MENT

ACTIONS BY
Examine the free turbine RPM el. actuator and make sure its external surfaces are
free from mechanical damage and its paintwork is intact. If any paintwork is
found to be damaged, restore it with the aid of the ЭП-140 aluminium enamel (Ref.
MAINTENANCE MANUAL
072.00.00. Task Card No. 701)
Check the el. actuator for security of attachment by slightly waggling it by hand.
No loosening of attachment is acceptable
TB3-117
Ensure that the solenoid seal is intact
Ensure that the joints of the el. actuator connections are leak-tight and the
locking elements are intact
073.16.10
Pagea 211/212
Jan 15/86
EFFECTWITY: ALL
PAGES
PROCEDURE: INSPECTION AND WASHING OP FILTER

M.S. ITEM

ACTONS BY
Inspect and wash the filter proceeding as follows:
Unsafety and, using a wrench, remove plug (1) (Ref. Fig. 202) together with
MAINTEANCE MANUAL
sealing ring (2) from el. actuator body
Remove spring (3) from filter nut (4) and then withdraw filter (5) from the
ТВ3-117
well of the el. actuator body (6)
Close the ports in the filter end face by fingers and rinse the filter in clean
gasoline. Holding the filter by nut (4), rinse it once more in clean gasoline
and blow off with moisture-free compressed air. The filter shall be clean and
free from hard particles and lint.
CAUTIONS 1. THE FILTER SHALL BE RINSED IN ASSEMBLED CONDITION.
WHEN AIR-BLASTING THE FILTER, DIRECT THE AIR FLOW IN A DIRECTION

SQUARE TO THE FILTER AXIS. NEVER DIRECT THE AIR BLAST ONTO THE
FILTER END FACES. THE PRESSURE OF THE COMPRESSED AIR SHALL NOT
2
EXCEED 1.5 kgf/cm .
Examine the external condition of the filter gauze. No mechanical damage is ac-
ceptable
073.16.10
Wash the plug and sealing rings in clean gasoline and blast them with moisture-
free compressed air
Examine the external condition of sealing rings (2) and (7). The sealing rings
Jan 15/86
Page 213
shall be free from mechanical damage. Replace the sealing rings, if found
damaged
ТВЗ-117
MAINTENANCE MANUAL
Plug
Seeling Ring
Spring
Filter Nut
Filter
Free Turbine RPM El.
Actuator Body
Seeling Ring
Filter
Figure 202

Page 214
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Insert the washed filter into el. actuator body (6), the tapered collar with
sealing ring (7) leading
Fit spring (3) into nut (4)
Screw the plug complete with sealing ring (2) and spring (3) into el. actuator
body (6) fingertight through 1 or 2 turns and then finally tighten the plug
with the aid of a wrench as far as it will go and safety with wire
On completion of the operations described in Step 1, bleed the air (Ref.
MAINTENANCE MANUAL
073.12.05, Task Card No. 303)
Enter the operations performed in the engine Log Book
TB3-117
073.16.10

Open-end wrench, S = 14x17 mm Safety wire, dia 0.6
Pages 215/216
Flat brush Sealing rings:

(2) - 2262A-179-2
Jan 15/86
(7) - H8T349-1
MAINTENANCE MANUAL
ELECTRIC ACTUATOR - STORAGE INSTRUCTIONS
Depending on the method of packaging of the free turbine RPM el. actuators supplied to
the Operators, they may be stored for the following periods:
The el. actuators subjected to preservation, wrapped up in paraffined paper and

packaged in a cardboard box and a shipping case may be stored in heated premises for
a time period up to one year.
The el. actuators subjected to preservation, wrapped up in paraffined paper, sealed

in a polythene film cover with the use of silica-gel dehydrator and silica-gel indi-
cator, packaged in a cardboard box and a shipping case may be stored for a time
period up to 6 years, including a storage term up to 3 years in the open without
a shed in any climatic zone except for regions characterized by a high heat intensity.
Under the latter conditions, the storage term in the open without a shed shall not
exceed a period of 2 years or 3 years on sites provided with a shed.
Рог the instructions on storage of the free turbine RPM el. actuators, refer to 072.00.00,
"Engine - Storage Instructions".

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ELECTRIC ACTUATOR - SHIPMENT
During shipment of the electric actuators observe the requirements laid down in Section

Pages 1001/1002
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
TURBINE INLET GAS TEMPERATURE LIMITING SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the turbine inlet gas temperature (TIT) limiting system is to enaure
automatic limitation of the oompresaor turbine inlet gas temperature at a pre-deter-
mined level.
The TIT limiting system incorporates the following:
- Gas temperature controller.
- Thermocouple harness.
- FCU el. actuator.
The block diagram of the TIT limiting system is presented on Figure 1.
Description
Gas Temperature Controller
The purpose of the gas temperature controller is to amplify and convert the input
signal supplied from the thermocouples into voltage which controls the operation of
the FCU el. actuator.
For the description and operation of the gas temperature controller, refer to
073.17.02 and to the Helicopter Maintenance Manual.
Turbine Inlet Gas Temperature Limiting System. Block Diagram

Figure 1

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
2.2. Thermocouple Harness
The purpose of the thermocouple harness is to produce signals proportional to the TIT.
The thermocouple harneee has two circuits. One circuit is used to monitor the TIT on
a running engine and the other serves to put out signals for the gas temperature con-
troller. The thermocouples are connected to the gas temperature controller via the
terminal block with the aid of the compensating chromel-alumel wires. The temperature
compensation of the cold junction is effected inside the gas temperature controller.
The thermocouple harness is mounted on the casing of the compressor turbine NGV as-
sembly.
FCU El. Actuator
The FCU el. actuator is intended to change the fuel flow into the engine depending
on the magnitude and duty cycle of the signal delivered from the gas temperature
controller.
For the description and operation of the FCU el. actuator, refer to 073.12.05.
Operation
If the TIT comes to exceed the level pro-set by the gas temperature controller, the
value of the mismatch between the thermal electromotive force produced by the thermo-
couples and the setting device reference voltage increases. This difference between
the signals is fed to the input of the amplifier stage control winding, wherein it is
amplified, converted in the subsequent stages of the amplifier and applied via the
engine electronic governor to the polarized relay in the PCU el. actuator in the shape
of the high-frequency pulses. When the FCU el. actuator is energized, the fuel flow
is reduced and the TIT drops.
NOTE: On engines equipped with the limit power condition governors, the difference in
signals is fed to the polarized relay by-passing the limit power condition
governor.
To ensure a steady-state operation of the TIT limiting system, its circuit employs an
inertial negative feedback, which ensures a pulsating operation mode of the el. actua-
tor.
Shown on Figure 2 is the voltage pattern at the output of the temperature controller at
different magnitudes of the input signal.
When the gas temperature increases, as it was noted above, the temperature controller
applies a signal to the el. actuator. This signal is applied simultaneously to the
inertial negative feedback winding in the amplifier stage. In this case, the signal
applied to the el. actuator disappears, but if the TIT remains above the pre-set level,
the signal will appear again.

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Pattern of Solenoid Voltage at Various Overtemperatures

Figure 2

Page 3
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The process described will repeat until the TIT drops below the limitation level.
The duty cycle of the el. actuator relay varies from 0 to 100 percent depending on the
amount of excess of the actual TIT over the pre-set value.
If the output of a signal with a large duty cycle causes the gas generator RPM to drop
below 84 percent, the el. actuator and, hence, the gas temperature controller get dis-
connected from the control circuit. As soon as the gas generator RPM come to exceed
a level of 84 percent, the el. actuator and, hence, the gas temperature controller
again become connected to the control circuit.

Page 4
Jan 15/86
TB3-117
MAINTENANCE MANUAL
TEMPERATURE CONTROLLER • DESCRIPTION AND OPERATION
General
The purpose of the PT-12-6, Series 2, gas temperature controller is to operate as

a control device in the static system effecting the automatic limitation of the
turbine inlet gas temperature.
The gas temperature controller is employed as a component part of the engine fuel flow
control system and is fitted to the helicopter.
Description
Design of Gas Temperature Controller
The external view of the gas temperature controller is depicted on Figure 1.

All basic elements of the gas temperature controller circuitry are fitted as separate
units installed on the cast base and connected to each other by printed wiring. To
improve the heat dissipation, the bottom surface of the gas temperature controller is
provided with ribs. A provision is also made for two specially machined surfaces
designed to mate with the locating surfaces in the helicopter. The gas temperature
controller face panel carries the following: a terminal block for connection of the
thermocouple harness, a power plug connector for coupling the controller to the heli-
copter electrical system, and a test plug connector for coupling the controller to
the ПКРТ test panel.
Temperature Controller
Figure 1

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The gas temperature controller is an inverter-amplifier and employe magnetic ampli-

fiers and translators. The controller incorporates the following units:
- A voltage stabilizer.
л
- A DC inverter.
- An input magnetic amplifier.
- A summing magnetic amplifier.
- A phase-sensitive detector-amplifier.
- A correction circuit.
- A flip-flop ТГ-14А.
- A power amplifier.
- A check/protection unit.
- A max. limit temperature setting device.
The schematic diagram of the gas temperature controller is presented on Figure 2.
Voltage Stabilizer
The voltage stabilizer is a DC voltage source supplying power to various circuits of

the gas temperature controller and ensuring a high degree of voltage stability.
The DC voltage stabilizer serves to ensure a stability of the gas temperature control-
ler output parameters irrespective of variations in the supply voltage.
With the supply voltage varying within a range of 20 to 30 V, the DC voltage stabi-
lizer ensures the 17-V output voltage.
DC Inverter
The DC inverter is intended to transform the DC into the AC and to provide for conduc-
tively uncoupled DC and AC power sources with different voltage levels.
The DC inverter produces the rectangular-shaped AC with a frequency of 2000 Hz.
Max. Limit Temperature Setting Device
The purpose of the max. limit temperature setting device of the controller with com-
parison circuits is to set the TIT limiting system with a high degree of accuracy and
stability.

Page 2
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Block Diagram of Gas Temperature Controller

Figure 2

Page 3
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The max. limit temperature setting device ie energized from an Individual power source
conductively uncoupled from the DC circuit.
УМ-8А Input Magnetic Amplifier
The purpose of the input magnetic amplifier la to amplify the DC voltage signal pro-
duced after comparison of the thermal electromotive force supplied by the thermoco-
uples with the reference voltage of the max. limit temperature setting device and to
invert it into the AC signal.
Then the signal, amplified and inverted into the alternating current with a frequency
of the supply magnetic amplifier, is applied to the input of the two-stage, phase-
sensitive detector-amplifier.
УТ-7 Phase-Sensitive Detector-Amplifier
The purpose of the phase-sensitive detector-amplifier is to amplify and convert the

AC control signal voltage into the DC voltage whose polarity is determined by the
control signal phase, and its value is proportional to the amplitude of the control
signal.
УМ-9А Summing Magnetic Amplifier
The purpose of the summing magnetic amplifier is to amplify the correction circuit,
output magnetic signal and then to sum it up with the signals produced by the inertial
negative feedback and the built-in self-testing circuit as well as to convert them
into the AC signal.
The amplified signal is supplied from the summing magnetic amplifier to the input of
the УТ-7А phase-sensitive detector-amplifier.
УТ-7А Phase-Sensitive Detector-Amplifier
Similarly to the УТ-7 unit, the purpose of the УТ-7А phase-sensitive detector-ampli-
fier is to amplify and convert the AC control signal into the DC voltage whose pola-
rity is determined by the phase of the control signal and the value is proportional
to the amplitude of the control signal. The amplified and rectified output signal of
the phase-sensitive detector-amplifier is delivered to the input of the flip-flop.
ТГ-14А Flip-Flop
The purpose of the ТГ-14А flip-flop is to convert the linear command signal both
into the relay-type signal and into the command signal effecting control over the
output amplifier of the gas temperature controller. Acting as the load of the flip-
flop is the winding of the FCU el. actuator.

Page 4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Check/Protection Unit
The check/protection unit serves to produce a command signal to the actuator relay in
case of continuous un-controlled actuation of the FCU el. actuator caused by a mal-
function in the TIT control system (including the gas temperature controller) or in
case the excess of the max. limit gas temperature over the acceptable level reaches
a danger level.
In case of an un-controlled actuation of the solenoid and if the TIT comes to exceed
the value set by the max. limit temperature setting device by more than (100+30) °C,
a command signal is applied to the actuator relay of the check/protection unit with-
in 0.8 s.
The protection system of the stages serves to cut off automatically all amplifier
stages in case the thermocouple harness circuit becomes open.

Pages 5/6
Jan 15/86
Section 075
AIR OFFTAKE SYSTEM

ТВЗ-117
MAINTENANCE MANUAL
RECORD OF REVISIONS
PAGE TRANSMITTAL
REV. SECTION, SUB-SECTION. AUTHORITY LETTER
NO. SUBJECT NO. BY DATE
REVISED ADDED REFERENCE
DELETED NO. AND DATE
075.00.00
EFFECTIVITY: ALL RECORD OP REVISIONS
Page 1
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
PAGE TRANSMITTAL
REV. SECTION. SUB-SECTION, AUTHORITY LETTER
SUBJECT BY DATE
NO. NO REFERENCE
075.00.00
EFFECTIVITY: ALL RECORD 0F REVISIONS
Page 2
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
J
False Title - 075.42.01 201 Jan 15/86

-
202 Jan 15/86
Record of Revisions 1 Jan 15/86
203/204 Jan 15/86
2 Jan 15/86
901 /902 Jan 15/86
List of Effective 1/2 Nov 17/93 001 /1 002 Jan 15/86
Pages
Table of Contents 1/2 Jan 15/86
075.00.00 1 Jan 15/86
2 Jan 15/86
3 Jan 15/86
4 Jan 15/86
201 Jan 15/86
202 Jan 15/86
075.10.00 1 Jan 15/86
2 Jan 15/86
3/4 Nov 17/93
5/6 Jan 15/86
101/102 Jan 15/86
075.10.02 1 Jan 15/86
2 Jan 15/86
3 Jan 15/86
4 Jan 15/86
101/102 Jan 15/86
901 /902 Jan 15/86
1001/1002 Jan 15/86
075.30.00 1 Jan 15/86
2 Jan 15/86
3/4 Mar 15/88
101/102 Jan 15/86
075.30.03 1 Jan 15/86
2 Jan 15/86
201 Jan 15/86
202 Jan 15/86
203 Jan 15/86
204 Jan 15/86
205/206 Jan 15/86
075.42.01 1 Nov 17/93
2 Jan 15/86
3/4 Jan 15/86
075.00.00
Pages 1/2
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
TABLE OF CONTENTS
Section,
Sub-Section,
Title Subject Page
AIR OFFTAKE SYSTEM 075.00.00
1. General 1
Task Card No. 201. Removal/Installation of Air Bleed Pipe 201
ENGINE ANTI-ICING SYSTEM 075.10.00
1. General 1
2. Description 1
3. Operation 2
HOT AIR VALVE 075.10.02
1. General 1
2. Description 1
3. Operation 4
Shipment 1001/1002
COMPRESSOR CONTROL SYSTEM 075.30.00
1. General 1
AIR BLEED VALVE 075.30.03
1. General 1
2. Description 1
3. Operation 1
Task Card No. 201. Removal/Installation of Air Bleed Valves 201
AIR PRESSURE SWITCH 075.42.01
1. General 1
2. Description 1
3. Operation 3/4
Task Card No. 201. Removal/Installation of Air Pressure Switch 201
Shipment 1001/1002
075.00.00
Pages 1/2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
AIR OFFTAKE SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the air bleed system is to prevent icing of the power plant inlet portion,
to ensure a steady-state operation of the engine at transient power conditions, to ensure
normal functioning of the seals of the engine support assemblies, and to provide the
helicopter systems with hot air.
The air bleed system incorporates the following:
- An engine anti-icing system.
- A compressor control system.
- An engine support assemblies pressurization system.
- Air offtakes for helicopter needs.
To protect the engine inlet portion from icing when it is operated In ice-forming con-
ditions, the engine is equipped with the anti-icing system. The engine anti-icing
system uses the secondary-flow hot air tapped from the combustion chamber (that is
from the space formed by the diffuser outer casing and the combustion chamber flame
tube outer fairing).
Рог the description and operation of the anti-icing system, refer to 075.10.00.
The purpose of the compressor control system is to facilitate engine starting, to

ensure engine acceleration to the operational RPM, and to provide for engine steady-
state operation at all power conditions.
Рог the description and operation of the compressor control system, refer to
075.30.00.
The purpose of the engine support assemblies pressurization system is to ensure re-
liable functioning of the rotors support assemblies and it effects both the pressu-
rization of the seals and the relief of the pressure in the air chambers of the sup-
port assemblies.
The pressurization of the first support assembly seal is effected by the air tapped
from the fifth stage of the compressor along pipe (2) (Ref. Fig. 1).
The pressurization of the second support assembly seal is effected by the air taken
from aft of the compressor via the labyrinth seal and by the combustion chamber
secondary air.

Page 1
Jan 15/86
EFFECTIVITY: ALL
Air Bleed Points. Engine Left-Hand View
MAINTENANCE MANUAL
Figure 1
ТВЗ-117
Flange for Additional Supply of Air to First Support Assembly
First Support Assembly Pressurizing Air Supply Pipe
Flange for Air Bleed for Helicopter Services
075.00.00
Second Support Assembly Air Pressure Relief Pipe

Fourth and Fifth Support Assemblies Pressurizing Air Supply Pipe
Jan 15/86
Page 2
EFFECTMTY: ALL
Air Bleed Points. Engine Right-Hand View
MAINTENANCE MANUAL
Figure 2
ТВ3-117
Second Support Assembly Air Pressure Relief Pipe
Connection for Air Bleed for Dust-Protection Device
Ejector
075.00.00
Third Support Assembly Pressurising Air Supply Pipe

Flange for Air Bleed for Helicopter Services
Flange for Air Bleed for Dust-Protection Device Anti-
Icing System and for Heating of Air Conduit Supplying
Cooling Air to FCU Temperature-Sensing Probe
Jan 15/86
Breather
Page 3
TB3-117
MAINTENANCE MANUAL
The pressurization of the third support assembly seal ie effected by the air delivered
from the seventh stage of the compressor along pipe (3) (Ref. Fig. 2).
The preasurization of the seal of the fourth aad fifth support assemblies is effected
by the air supplied from the fifth stage of the compressor along pipe (5) (Ref.
Fig. 1).
The values of the pressure required for the pressurisation of the seals of the support
assemblies are obtained by selective fitment of the jets in the pressurising air sup-
ply pipes.
The required operational pressure differential across the second support assembly
carbon seals is ensured by a provision for the air pressure relief from the air cham-
ber of the second support assembly via two pipes (4) (Ref. Fig. 1) and (1) (Ref.
Fig. 2) into the exhaust stack.
The pre-set value of the pressure within the air chamber of the second support as-
sembly has been established proceeding from the requirement of ensuring the neces-
sary axial force acting upon the second support assembly bearing.
The engine has a provision for bleeding air for the following helicopter services:
- A dust-protection device anti-icing system.
- A dust-protection device ejector.
- An air-conditioning system.
- Heating of pilots' suits.
The air bleeds for the anti-icing system of the dust-protection device and for heat-
ing of the air conduit supplying cooling air to the FCU temperature-sensing probe are
effected via flange (5) (Ref. Fig. 2). the air bleed for the ejector of the dust-
protection device is effected via air bleed connection (2). The air bleeds for the
air-conditioning system and for heating the pilots' suits are effected via flange (3)
(Ref. Fig. 1) or flange (4) (Ref. Fig. 2).
NОТЕ: Some engine models are not fitted with the dust-protection devices (Ref.
Book 3).
EFFECTIVTTY: ALL 075.00.00

Page 4
Jan 15/86
AIR OFFTAKE SYSTEM - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 201 201. 202
PROCEDURE: REMOVAL/INSTALLATION OF AIR BLEED PIPE

MS. ITEM

ACTONS BY
Removal
MAINTENANCE MANUAL
Remove nut (18) (Ref. Fig. 201), withdraw bolt (6), and remove olip (7) complete
with bonding gasket (9) from bracket (11) attaching air bleed pipe (10)
ТВЗ-117
Unscrew four bolts (15), remove washers (14) and then detach air bleed pipe (10)
from combustion chamber flange (1)
Remove gasket (17) and clean it to remove remnants of the sealant
Installation
Coat gasket (17) with silozane enamel and fit it to flange (16) of air bleed
pipe (10).
Joint pipe (10) with flange (1) on the combustion chamber, fit bolts (15) with
washers (14), screw in bolts (15) and secure them with wire
Pit olip (7) together with bonding gasket (9) to pipe (10) and secure it to
bracket (11) with bolt (8) and nut (18)
075.00.00

Jan 15/86
Page 201
Open-end wrench, S = 8x10 mm Siloxane enamel

Pliers Safety wire
ТВ3-117
MAINTENANCE-MANUAL
Air Bleed Flange Air Bleed Pipe

on Combustion Chamber Pipe-To-Combustion
Casing Chamber Flange Attach-
Bolt ment Bracket
Washer Washer
Transportation Plug Nut
Gasket Washer
Air Bleed Flange Bolt
Clip Pipe Flange
Bolt Gasket
Bonding Gasket Nut
Air Bleed Pipe Removal/Installation

Figure 201

Page 202
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ENGINE ANTI-ICING SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the engine anti-icing system ia to protect the engine inlet section from
icing when operating in ice-forming conditions. The engine anti-icing system is making
use of the hot air tapped from the combustion chamber housing.
The hot air ia used to heat the surfaces of the inlet fairing, front edges of the first
support assembly housing horizontal struts, compressor VIGV'a and inlet aection of the
air conduit supplying cooling air to the FCU temperature-sensing probe.
The anti-icing system may be cut in both automatically (on receipt of a command signal
from the radioisotope ice detector) and manually.
The anti-icing system (Ref. Fig. 1) comprises the following items:
- Radioisotope ice detector РИО-ЗМ.
- Hot air valve 1919T.
- A temperature control device.
- Pipes.
Description
The purpose of the radioisotope ice detector is to cut in automatically the anti-
icing system as soon as ice begins to accrue in the engine air intake. The ice de-
tector belongs to the helicopter equipment.
The purpose of the hot air valve is to supply and shut off the hot air from the
combustion chamber to the elements of the engine air intake duct, that is, it
functions only in two extreme positions: open and closed.
When an electrical signal is delivered from the radioisotope ice detector or selector
switch (in case of manual control), the hot air valve el. actuator reverses the shut-
off device to the open or closed position. When the hot air valve is fully open, the
limit switch of the el. actuator delivers a signal to the check light indicating the
activation of the anti-icing system.
The hot air valve is secured with the aid of clamps (3) (Ref. Section 072.00.00,
Fig. 809) via sealing gaskets (4) at one side to elbow (8) fitted to the first sup-
port assembly housing and at the other side to flexible pipe (5) conveying air from
the combustion chamber. Elbow (8) has a flange used for attachment of the pipes tap-
ping hot air for the helicopter services and for heating the air conduit supplying
cooling air to the temperature-sensing probe of the FCU.

Page 1
Jan 15/86
MAINTENANCE MANUAL
Рог the description and operation of the hot air valve, refer to 075.10.02.
The temperature control device is designed to limit the hot air flow from the compres-
sor to the intake duct elements being heated in order to reduce the power looses in
the course of engine operation with the anti-icing device out in at the power condi-
tions above the idle setting. The temperature control device is installed in the line
supplying hot air to the anti-icing system and attached with its flanges to the pipes.
The temperature control device includes casing,(4) (Ref. Fig. 2), movable segment (2)
with bimetallic spring (3), fixed segment (1), and ball supports (5).
When the engine is operating with the anti-icing system cut in, the compressor hot air
passes through the temperature control device and heats bimetallic spring (3), which
turns movable segment (2) thus changing the passage area. As the temperature of the
hot air delivered into the anti-icing system increases, the passage area of the tempe-
rature control device decreases, and vice versa. Movable segment (2) rotates in the
temperature control device on ball supports (5), one of which is located in casing (4)
and the other in fixed segment (1). One end of bimetallic spring (3) is fixed statio-
nary within the casing of the temperature control device whereas the other end is
riveted to movable segment (2).
The engine anti-icing system comprises the following pipes:
- Pipe (8) (Ref. Fig. 1) bleeding air from the combustion chamber.
- Flexible pipe (4).
- Elbow (2).
Pipe (8) tapping air from the combustion chamber is secured at one side with its
flange to combustion chamber flange (10) and at the other side to the flange of tempe-
rature control device (5). Pitted to the pipe is connection (6) bleeding air to the
dust-protection device ejector.
Flexible pipe (4) is fitted to temperature control device (5) flange at one end and
with the aid of a clamp to hot air valve (3) at the other end. The incorporation of
the flexible hose serves to facilitate the assembly of the engine.
Elbow (2) is installed on the first support assembly housing. Attached to it with the
aid of a clamp is the hot air valve. Elbow (2) has a flange that serves for attachment
of the helicopter pipes tapping hot air into the anti-icing system of the dust-
protection device and for heating the intake section of air conduit (11) supplying
cooling air to the FCU temperature-sensing probe.
Operation
The combustion chamber secondary air is tapped along pipe (8) to temperature control
device (5) and then delivered further to hot air valve (3). When a signal is fed to the

Page 2
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Dust-Protection Device Anti-Icing System Pipe

Elbow Dust-Protection Device Ejector
Hot Air Valve Flange
Flexible Pipe Air Conduit Supplying Cooling Air to
Temperature Control Device FCU Temperature-Sensing Probe
Connection Bleeding Air to Dust-Protec- Plange for Additional Supply of Air to
tion Device Ejector Pirst Support Assembly
Hot Air Valve
NOTES: 1. On engine models not equipped with the dust-protec-

tion device, units (1) and (9) are not fitted and con-
nection (6) is blanked off.
Units (4), (5) and (8) are fitted with external heat
insulation: (a) Since 01.10.86 - made by winding of
heat insulation band impregnated with varnish,
(b) Since 01.02.91 - made as a cover of lining glass
cloth.
Engine Anti-Icing System. Schematic Diagram
EFFECTIVITY: ALL
Figure 1 075.10.00
Pages 3/4
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
hot air valve (either by cutting in the anti-icing system manually or from the radioiso-
tope ice detector), the el. actuator of the hot air valve reverses the shut-off device
and sets it to the open position.
The hot air is aupplied to elbow (2), passes via the horizontal strut and enters the
first support assembly housing. The hot air is delivered via a system of passages and
ports to the inlet fairing and second horizontal strut and then discharged into the
engine flow-path via ports in the inlet fairing and the struts.
A portion of the air gets into the annular chamber of the first support assembly housing
accommodating the lower trunnions of the compressor VIGV's. Passing through the ports
provided in the trunnions of the compressor VIGV's, the air enters the inner chamber of
the vane front portion and, flowing around its thin-walled skin, discharges via special
passages into the flow-path. Two vertical struts of the first support assembly housing
are heated with oil.
1. Fixed Segment
2. Movable Segment
3. Bimetallic Spring
4. Casing
5. Ball Support
Temperature Control Device

Figure 2

Pagee 5/6
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
ENGINE ANTI-ICING SYSTEM - TROUBLE SHOOTING
Anti-icing system fails to cut in at ground tests
Test hot air valve control cir-

cuit for continuity
Carry out operations specified

Rectify fault
in 075.10.02, Fig. 101
Anti-Icing System Fails to Cut In at Ground Tests.

Figure 101
Anti-icing system fails to cut in

under ice—forming conditions
Function test radioisotope ice

detector
Eliminate defect Carry out operations spe-

cified in Fig. 101
Anti-Icing System Fails to Cut In Under Ice-Forming Conditions.

Figure 102

Pages 101/102
Jan 15/86
TB3-117
MAINTENANCE MANUAL
HOT AIR VALVE - DESCRIPTION AND OPERATION
General
The purpose of the 1919T hot air valve (Ref. Fig. 1) is to open and close the hot air
supply line of the engine anti-icing eystem.
Hot Air Valve

Figure 1
Description
Main Data
Air inlet pressure 8 kgf/cm , max.
Air inlet temperature 300 °C, max.
Ambient air temperature Prom -60 to +70 °C
Ambient air pressure 18.6 mm Hg, min.
Air leakage into surrounding medium at a pressure of

8 kgf/cm2 and temperature of (20+10) °C 2.5 kg/h, max.
Air leakage through hot air valve in closed condi-

tion:
(a) At inlet pressure of 8 kgf/cm2 and temperature

of (20+10) °C 10 kg/h, max.

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
(b) At inlet pressure of 1 kgf/cm and temperature

of 400 °C 2.5 kg/h, max.
- Hydraulic resistance of fully open hot air valve

at air flow rate of 400 kg/h, pressure of 8 kgf/cm2
and temperature of (2O+10) °C 100 mm H-O, max.
- DC voltage (27+2.7) V
- Current consumed 0.37 A, max.
- Time required for full opening/closure (29+8.7) a
- Mass 1.6 kg, max.
NOTES: 1. The air inlet pressure stated in Main Data is a gauge one.
2. At a pressure of up to 1 kgf/cm , the air inlet temperature up to 400 °C is
acceptable.
3. An acceptable increase in the air temperature (with the hot air valve
closed) is as follows:
- Rating 1 - Air inlet temperature 450 °C
Air inlet pressure 6 kgf/cm
Duration . 5 min, max.
Rating 2 - Air inlet temperature 350 °C
Air inlet pressure 4.5 kgf/cm2
Duration 40 min, max.
Design
For the design of the hot air valve, refer to Figure 2.
Casing (1) is shaped as a pipe flanged at both ends and provided with an external
triangular boss with ribs serving for attachment of el. actuator (2).
The shutter is attached to shaft (9) with the aid of four screws and includes disc (8)
and collar (6).
The collar acts as an elastic element and prevents the air flow from one chamber of
the casing into the other.
To prevent air leakages, the thickened neck of shaft (9) is provided with a groove to
accommodate sealing ring (4).
The splined end of shaft (9) engages with splined bushing (3) of the el. actuator.

Page 2
Jan 15/86
EFFECTIVITY: ALL
Hot Air Valve. Design Features
MAINTENANCE MANUAL
Casing
El. Actuator ЭПВ-50ВТ
Splined Bushing
Sealing Ring
Figure 2
TB3-117
Bushing
Collar
Clamp
Disc
Shaft
Bushing
Sealing Ring
Bushing
Nut
Distance Bushing
Stud
Screw
Washer
075.10.02
Bracket
Jan 15/86
Page 3
TB3-117
MAINTENANCE MANUAL
The el. actuator is secured to the hot air valve casing with the aid of three
etude (15)| passing through distance bushing (14) and bracket (18).
The Joint is sealed by sealing ring (11) tightened by nut (13).
Operation
The schematic diagram of the hot air valve is shown on Figure 3.
The control over the air flow through the hot air valve is effected by an electrical
pulse applied to the el. actuator. Whan the electrical pulse is delivered to el. actua-
tor (1), shaft (2) turns together with shutter (3) secured to it to open or close the
passage depending on the sign of the electrical pulse.
To ensure a rate of change in the hot air valve passage area uniform in time, the el.
actuator includes a four-link mechanism.
El. Actuator ЭПВ-50ВТ

Shaft
Shutter
Casing
Designation of E1. Connector Terminals
1 - Plus of indicating system circuit

2 - Signal of extreme left-hand position (hot air valve
open)
3 - Signal of extreme right-hand position (hot air valve
closed)
4 - Minus of electric motor
5 - RH rotation of el. actuator output shaft (closure
of hot air valve)
6 - LH rotation of el. actuator output shaft (opening
of hot air valve)
Hot Air Valve. Schematic Diagram

Figure 3

Page 4
Jan 15/86
TB3-117
MAINTENANCE MANUAL
HOT AIR VALVE - TROUBLE SHOOTING
Hot air valve

unserviceable
Check hot air valve el.

connector for reliable
contact
Tighten coupling nut

of hot air valve el. Check hot air valve el. actuator
connector circuit for continuity
Check el. actuator connector

Change hot air valve
for availability of lubricant
Lubricant is there There is no lubricant

Check hot air valve for freedom
Change hot air valve from seizure. If hot air valve
seizes,
Change hot air valve
Hot Air Valve Unserviceable.

Figure 101

Pages 101/102
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
HOT AIR VALVE - STORAGE INSTRUCTIONS
1. When storing the hot air valves, follow the instructions laid down in 072,00.00,
"Engine - Storage Instructions".

Pages 901/902
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
HOT AIR VALVE - SHIPMENT
1. When shipping the hot air valves, follow the instructions laid down in 072.00.00,
EFFECTIVITY: ALL
075.10.02
Pages 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
COMPRESSOR CONTROL SYSTEM - DESCRIPTION AND OPERATION
1. General
The purpose of the compressor control system is to exercise control over the angular
position of the VIGV's and VGV's of the compressor first four stages as well as to
bleed air from the compressor seventh stage to atmosphere.
The compressor control system comprises the following items:
- A VGV control mechanism.
- Two air bleed valves.
The VGV control mechanism serves to effect the angular positioning of the VIGV's and
VGVs of the compressor first four stages in compliance with the pre-set program in
relation to the gas generator rotor corrected RPM.
The control over the angular position of the vanes is effected by means of the FCU and
hydraulic power cylinder which is hydraulically connected to the FCU.
The VGV control mechanism comprises the following items:
- Upper lever plate (21) (Ref. Fig. 1) and lower lever plate (14).
- Slewing rings (10).
- Feedback lever (16).
- Feedback rod (11).
- Feedback spring (13).
The VGV control mechanism is located on the compressor casing in the region of the
compressor 1 to 4 stages.
Upper lever plate (21) is connected with the aid of adjustable rod (24) to FCU power
lever (23).
Lower lever plate (14) is connected to the lever of hydraulic power cylinder (17).
Attached to the lever plates are identical double-arm levers (22) which are jointed
with the aid of rods (25) and (26) to the lugs of slewing rings (10).
Rods (25) and (26) are made adjustable to compensate for the manufacturing errors of
the parts of the mechanical system.

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Slewing rings (10) are fitted to special axles (5) provided with rollers (7).
The VGV'e and the slewing rings are jointed together with the aid of VGV levers (2)
inserted into the respective slots of the rings and secured by pins (3) passed
through the holes made in the rings and levers. Clamps (15) serve to protect pins (3)
from falling out.
To ensure a pre-set accuracy of angular positioning of the VGV'e, one of the VIGV's
has feedback lever (16) fitted to it. The feedback lever is jointed via adjustable
rod (11) to FCU feedback lever (12). The backlashes in the feedback lever joints are
taken up by spring (13) connected with the lug of feedback rod (11) and the bracket
rigidly secured to the compressor casing.
Bracket (20) included into the VGV control system provides an additional support to
the vane trunnions in order to reduce the rocking of the VIGV having the feedback
lever.
The installation and adjustment of the VGV control mechanism is performed with refer-
ence to dial (18) and pointer (19) fitted to a VIGV.
FCU power lever (23) and the lever of the hydraulic power cylinder effect a simulta-
neous displacement of upper lever plate (21) and lower lever plate (14) which, in
turn, reposition slewing rings (10) (via double-arm levers (22) and adjustable
rods (25)) and the VIGV's and VGV's of the compressor first four stages (via VGV
levers (2)).
The purpose of the air bleed valves is to convey a proportion of 'the air from the
seventh stage of the compressor into atmosphere.
Two simultaneously operating air bleed valves are mounted on the flanges of the com-
pressor stage 7 housing.
For the description and operation of the air bleed valves, refer to 075.30.03.

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
1. VIGV 5. Axle 9. Stage 4 VGV 13. Feedback Spring 17. Hydraulic Power 20. Bracket
2. VGV Lever 6. Stage 2 VGV 10. Slewing Ring 14. Lower Lever Plate Cylinder 21. Upper Lever Plate 24. Adjustable Rod
3. Pin 7. Roller 11. Feedback Rod 15. Clamp 18. Dial 22. Double-Arm Lever 25. Adjustable Rod
4. Stage 1 VGV 8. Stage 3 VGV 12. FCU Feedback Lever 16. Feedback Lever 19. Pointer 23. FCU Power Lever 26. Adjustable Rod
Compressor Control Mechanism

Figure 1

Pages 3/4
Mar 15/88
TB3-117
MAINTENANCE MANUAL
COMPRESSOR CONTROL SYSTEM - TROUBLE SHOOTING
Air bleed valves remain open at Ngg

higher than 87 percent
Remove air offtake housing from accessible air

bleed valve and atop flange of detached
housing. Start engine and when Ngg соmes to
exceed 87 percent, check air offtake pipe and
air bleed valve with detached housing for
presence of air flow. If there is air flow
from
Replace defective air bleed valve,

i.e. valve that exhausts air (Ref. Verify availability of fuel
075.30.03, Task Card No. 201) control pressure at Ngg higher
than 87 percent
Replace both air bleed valves Replace hydraulic power

(Ref. 075.30.03, Task Card cylinder (Ref. 072.00.00,
No. 201). Task Card No. 814).
Air Bleed Valves Remain Open at Ngg Higher than 87 Percent.

Figure 101

Pages 101/102
Jan 15/86
TB3-117
MAINTENANCE MANUAL
AIR BLEED VALVE - DESCRIPTION AND OPERATION
General
The purpose of the air bleed valve (Ref. Fig. 1) is to discharge the air from the engine
compressor overboard.
Fuel Drain Connection

HP Fuel Inlet Connection
Air Bleed Valve

Figure 1
Description
The air bleed valve comprises cast casing (2) (Ref. Pig. 2), valve (1), piston (6),
spring (4), bushing (5), cover (7), and cup (3).
Operation
When the HP fuel is delivered via connection (2) (Ref. Fig. 1) into chamber A (Ref.
Fig. 2), piston (6) is shifted to the left and fully opens valve (1).
When chamber A gets connected with the drain line, spring (4) shifts piston (6) to the
right thus closing valve (1).
To provide cooling to rubber cup (3) when valve (1) is open the fuel is pressure-fed
from chamber A via the orifice Б in piston (6) acting as a Jet and orifice В in
bushing (5) to the cup, cools it, and then flows through port Г into the piston left-
hand chamber connected with the drain line by means of connection (1) (Ref. Fig. 1).

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Valve
Casing
Cup
Spring
Bushing
Piston
Cover
Air Bleed Valve. Design Features

Figure 2

Page 2
Jan 15/86
AIR BLEED VALVE - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
PAGES
PROCEDURE: REMOVAL/INSTALLATION OF AIR BLEED VALVES

MS. ITEM

ACTIONS BY
CAUTION: 1. CARRY OUT REPLACEMENT OF THE AIR BLEED VALVES WITH THE ENGINE REMOVED
MAINTENANCE
FROM THE HELICOPTER.
2. THE AIR BLEED VALVES MAY BE REMOVED BOTH IN A SET AND INDIVIDUALLY.
TB3-117
Removal of Left-Hand Air Bleed Valve
Remove the air offtake housing
MANUAL
Unsafety the coupling nuts of fuel supply pipe (6) (Ref. Fig. 201) and fuel
drain pipe (7) and detach the pipes at air bleed valve (3)
Unsafety tab washers (5) and remove four bolts (4) attaching air bleed
valve (3) to compressor flange (1)
Remove air bleed valve (3) complete with gasket (2)
Clean flange (1)
Installation of Left-Hand Air Bleed Valve

075.30.03
Coat new gasket (2) with the siloxane enamel and fit it to the air bleed valve
to be installed
Mount air bleed valve (3) on compressor flange (1), fit tab washers (5), screw
in bolts (4), and safety them
Jan 15/86
Page 201
TB3-117
MAINTENANCE MANUAL
Fuel Supply Pipe
Fuel Drain Pipe
Tab Washer
Compressor Flange
Air Bleed Valve

Gasket
Bolt
Left-Hand Air Bleed Valve Removal/Installation
Figure 201
EFFECTIVITY: ALL
075.30.03
Page 202
Jan 15/86
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.К.) CORRECTIVE CHECKED
ACTIONS BY
Connect fuel supply and fuel drain pipes (6) and (7) and then tighten up and
safety the coupling nuts
Fit the air offtake housing
Removal of Right-Hand Air Bleed Valve
Remove the air offtake housing
Unsafety the coupling nuts of fuel drain pipe (7) (Ref. Fig. 202) and fuel
supply pipe (8) and detach the pipes at air bleed valve (4)
MAINTENANCE MANUAL
Detach plate bracket (3) at the ignition unit
Unsafety tab washers (2) and remove four bolts (1) attaching air bleed
TB3-117
valve (4) to compressor flange (6)
Remove air bleed valve (4) complete with gasket (5)
Clean flange (6)
Installation of Right-Rand Air Bleed Valve
Coat new gasket (5) with the ailoxane enamel and fit it to the air bleed valve
to be installed
Mount air bleed valve (4) on compressor flange (6) complete with ignition unit
bracket (3), fit tab washers (2) and then screw in and safety four bolts (1)
Secure bracket (3) to the ignition unit

075.30.03
Attach fuel supply and fuel drain pipes (7) and (8), tighten up and safety
the coupling nuts
Fit the air offtake housing

Jan 15/86
Page 203
ТВЗ-117
MAINTENANCE MANUAL
Bolt
Таb Washer
Plate Bracket
Air Bleed Valve
Gasket
Compressor Flange
Fuel Drain Pipe
Fuel Supply Pipe
Right-Hand Air Bleed Valve Removal/Installation

Figure 202
075.30.03
EFFECTIVITY: ALL
Page 204
Jan 15/86
EFFECT1VITY: ALL
ACTIONS BY
Function-Testing Air Bleed Valves After Replacement
Following a replacement of either one or both air bleed valvea, install the
engine on the helicopter, check the air bleed valves closure and opening RPM
(Ref. 072.00.00, Task Card No. 505) and leak teat the air bleed valves by
verifying that no air is blown from the air offtake bousing of the air bleed
valves on the running engine with the air bleed valves closed
MAINTENANCE MANUAL
ТВЗ-117
075.30.03
Open-end wrench, S = 8x10 mm Siloxane enamel

Combination pliers Safety wire
Pages 205/206
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
AIR PRESSURE SWITCH - DESCRIPTION AND OPERATION
General
Air pressure switch MCTB-1,5AC (Ref. Fig. 1) is intended to close the electrical cir-
cuit interlocking the operation of the minimum oil pressure switch when the2 excess air
pressure aft of the compressor seventh stage attains a value of 1.5 kgf/cm .
The interlock excludes the illumination of the L (R) ENG OIL P LOW (МАЛО Р МАСЛА ЛЕВ
(ПРАВ) ДВИГ) when the engine is at stop or at the beginning of start.
The pressure switch is made with the use of the NO contacts.
The air pressure switch is installed on the air offtake flange aft of the compressor
seventh stage.
Air Pressure Switch

Figure 1
Description
Main Data
- Operating temperature range From -60 to +180 °C
NOTE: An increase in the temperature up to 270 °C for a time period up to 5 min is

acceptable.
- Actuation error at operational pressure up to

12 kgf/cm and temperature within a range of -60
to +180 °C ±0.3 kgf/cm2
Design
Corrugated elastic diaphragm (2) (Ref. Fig. 2) serves as a sensitive element of the
air pressure switch. Welded to the diaphragm is a bush with insulator (1) secured
inside bush. The diaphragm is secured in casing (3) by means of cover (21) and
stop (16).

Page 1
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
Insulator
Diaphragm
Casing
Screw
Insulators
But
Stud
Two-Pin Plug
Housing
Spring with
Contact Point
Contact Point
Plate
Gasket
Shim
Stop
Angle Piece
Screw
Safety Wire
Mounting Wire
Receiver Cover
Current Conductor
Insulator
Insulator
Air Pressure Switch. Design Features

Figure 2

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
The contact system of the pressure switch comprises plate (13), spring (11) with
a contact point and is secured together with insulators (5) to studs (8) by means of
nuts (7). Second contact point (12) is attached to the terminal of insulator (1).
Two wires (20) are soledered with their ends at one side to the pins of the two-pin
plus (9) and at the other and to the contact system and current conductor (22) insu-
lated from the casing with the aid of insulators (23) and (24).
The wires are provided with intermediate attachment points effected with the use of
angle pieces (17), one of which secured on stud (8) between nuts (7), while the other
is secured together with insulators (23) and (24) by means of screw (18).
The adjustment of the pressure switch is carried out by selective fitment of shims (15).
Housing (10) together with two-pin plug (9) fitted into the housing and gasket (14)
serve to protect the contact system against dust and spray.
The housing is secured with screws (4) to cover (21).
Operation
Depending on the magnitude of pressure of the air delivered into the air pressure switch,
diaphragm (1) (Ref. Fig. 3) gets deflected to a certain value. While deflecting, dia-
phragm (1) together with secured to it insulator (2) displaces contact point (3). As
a result, contact points (3) and (4) get closed.
1. Diaphragm
2. Insulator
3. Contact Point
4. Contact Point
Air Pressure Switch, Schematic Diagram

Figure 3

Pages 3/4
Jan 15/86
AIR PRESSURE SWITCH - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
TO M.S.
TASK CARD HO. 201 PAGES
201 to 203/204
PROCEDURE: REMOVAL/INSTALLATION OF AIR PRESSURE SWITCH

MS. ITEM
OPERATIONS AND TECHNICAL REQUIREMENTS (ТЯ) CORRECTIVE CHECKED

ACTIONS BY
Removal
MAINTENANCE MANUAL
Unsafety and remove el. connector (1) (Ref. Fig. 201) from the el. connector
of pressure switch (2)
Unsafety and remove pressure switch (2) from case (4) with the aid of a wrench
TB3-117
Remove sealing ring (3) from case (4)
Fit plugs to air pressure switch (2)
Operations to be Carried Out Before Installation
Check the actuation level of the replacement pressure switch
Connect the air pressure switch to the air pressure and power supply sources as
shown on the diagram (Ref. Fig. 202)
Operating air valve (4), gradually build up the pressure in the pressure switch Replace defective
and note the actuation pressure of the pressure switch against reference pressure switch
pressure gauge (3) at the moment when check lamp (1) illuminates
075.42.01
Installation
Remove the plugs from the replacement pressure switch
Pit new sealing ring (3) (Ref. Fig. 201) into case (4), screw in air pressure
Jan 15/86
Page 201
switch (2) all the way up to stop with the aid of a wrench and safety with
wire
ТВЗ-117
MAINTENANCE MANUAL
El. Connector
Air Pressure Switch
Sealing Ring
Case
Safety Wire
For Reference When Removing Air Pressure Switch

Figure 201
Lamp
Air Pressure Switch
Pressure Gauge
Air Valve
0.5-A Fuse
Air Pressure Switch. Test Diagram

Figure 202

Page 202
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Couple the el. connector to its mating part on the air pressure switch and
safety with wire
Test
Check the air pressure switch for correct wiring, strictly observing the pola-
rity when connecting it to the DC system
Start the engine and leak test the joints
MAINTENANCE 'MANUAL
TB3-117
Pressure gauge of not worse Open-end wrench, S = 17x19 mm Safety wire

than 0,4 class of accuracy and Open-end wrench, S = 24x27 mm
075.42.01
measuring range not less than

4 kgf/cm2
Pages 203/204
Electric bulb,
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
AIR PRESSURE SWITCH - STORAGE INSTRUCTIONS
The air pressure switch removed from the engine shall be wrapped in telephone or parch-
ment imitation paper and packaged into a corrugated cardboard box. The corrugated box
containing the air pressure switch shall be glued up with the adhesive tape.
As for the other requirements to be observed during storage of the air pressure switches,
follow the instructions laid down in 072.00.00, "Engine - Storage Instructions".

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
AIR PRESSURE SWITCH - SHIPMENT
When shipping the air pressure switches, follow the instructions laid down in 072.00.00,

Pages 1001/1002
Jan 15/86
Section 077
ENGINE INSTRUMENTS
ТВ3-117
MAINTENANCE MANUAL
RECORD OF REVISIONS
PAGE TRANSMITTAL
REV. SECTION, SUB-SECTION, AUTHORITY LETTER BY DATE
NO. SUBJECT NO. REFERENCE
077.00.00
EFfECTIVTTY: ALL RECORD OF REVISIONS
Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
PAGE . TRANSMITTAL
REV. SECTION. SUB-SECTION, AUTHORITY LETTER DATE
SUBJECT BY
NO. NO. REFERENCE
077.00.00
Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
SECTION, SUB-SECTION, SECTION, SUB-SECTION,

SUBJECT PAGE DATE SUBJECT PAGE DATE
False Title - - 077.23.01 204 Jan 15/86

205 Jan 15/86
Record of Revisions 1 Jan 15/86
206 Jan 15/86
2 Jan 15/86
207 Jan 15/86
List of Effective 1/2 Mar 15/88 208 Jan 15/86
Pages
209/210 Jan 15/86
Table of Contents 1 Jan 15/86 211/212 Jan 15/86
2 Jan 15/86 901 /902 Jan 15/86
077.10.14 1 Mar 15/88 1 001 /1 002 Jan 15/86
2 Jan 15/86
3/4 Jan 15/86
1 01 /1 02 Jan 15/86
201 Jan 15/86
202 Jan 15/86
901/902 Jan 15/86
1001/1002 Jan 15/86
077.11.02 1 Mar 15/88
2 Jan 15/86
3 Jan 15/86
4 Jan 1b/86
1 01 /1 02 Jan 15/86
201/202 Jan 15/86
901/902 Jan 15/86
1 001 /1 002 Jan 15/86
077.21.01 1 Jan 15/86
2 Jan 15/86
3/4 Jan 15/86
1 01 /1 02 Jan 15/86
201 /202 Jan 15/86
901/902 Jan 15/86
1 001 /1 002 Jan 15/86
077.21.10 1/2 Jan 15/86
077.23.01 1 Jan 15/86
2 Jan 15/86
3 Jan 15/86
4 Jan 15/86
5/6 Jan 15/86
101 /102 Jan 15/86
201 /202 Jan 15/86
203 Jan 15/86
077.00.00
Pages 1/2
Mar 15/88
TB3-117
MAINTENANCE MANUAL
TABLE OF CONTENTS
Section,
Sub-Section,
Title Subject Page
ENGINE INSTRUMENTS 077.00.00
ДТА-10 SPEED INDUCTIVE TRANSDUCER 077.10.14
1. General 1
2. Description 1
3. Operation 2
Task Card No. 201. Checking ДТА-10 Speed Inductive
Transducer 201
Shipment 1001 /1002
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER 077.11.02
1. General 1
2. Description 1
3. Operation 4
Task Card No. 201. Inspection/Check of ДЧВ-2500 Speed
Inductive Transducer 201/202
Shipment 1001/1002
THERMOCOUPLE 077.21.01
1. General 1
2. Description 1
3. Operation 3/4
Trouble Shooting 101 /102
Task Card No. 201. Inspection/Check of Thermocouple Before
Installation 201/202
Storage Instructions 901 /902
Shipment 1001/1002
TERMINAL BLOCK 077.21.10
1. Description 1/2
TEMPERATURE BULB 077.23.01
1. General 1
077.00.00
EFFECTIVITY: ALL
CONTENTS
Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Section,
Sub-Section,
Title Subject Page
Trouble Shooting 077.23.01 101/102
Maintenance Practices .201/202
Taek Card. Ко. 201. Removal/Installation of Temperature
Bulb 201/202
Taek Card No, 202. Checking Temperature Bulb for
Accuracy 203
Task Card Ho. 203. Inspection/Check of Temperature Bulb
Circuit 209/210
Taek Card No. 204. Checking Resistance of Temperature Bulb
Insulation 211/212
Shipment 1001/1002
077.00.00
EFFECTIVITY: ALL CONTESTS
Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ДТА-10 SPEED INDUCTIVE TRANSDUCER • DESCRIPTION AND OPERATION
General
The purpose of the ДТА-10 speed Inductive transducer (Ref. Fig. 1) is to produce elec-
trical pulses of voltage that have a pulse recurrence frequency proportional to the
engine free turbine rotor RPM.
The transducer is designed for operation in temperate, cold and tropical climatic con-
ditions.
The transducer's principle of operation consists in inducing electrical pulses of vol-

tage in the transducer winding caused bу variation in the resistance of the magnetic
circuit during rotation of the inductor secured under the end face of the transducer
on a shaft mechanically connected with the free turbine rotor.
The inductive transducer operates in conjunction with an inductor which is an integral

part of the engine.
ДТА-10 Speed Inductive Transducer

Figure 1
Description
Main Data
- Transducer voltage output pulse amplitude at corres-

ponding performance parameters of inductor and active
load 2 V, min.
- Resistance of transducer winding under normal climatic

conditions (for transducers manufactured before
1985) (260+30) ohms
- Resistance of transducer winding under normal climatic

conditions (for transducers manufactured since
1985) O75+10) ohms
NOTE: The transducers are interchangeable.

Page 1
Mar 15/88
TB3-117
MAINTENANCE MANUAL
- Resistance of transducer winding insulation under

normal climatic conditions 20 Mohms, min.
- Transducer casing is made of material resistant to

engine oil
- Transducers are fully interchangeable
- Overall dimensions 44x25x50 mm
- Mass of transducer 0.1 kg, max.
- Transducer is serviceable under the following condi-

tions:
(a) Reduced pressure 5.0 mm Hg, min.
(b) Ambient temperature Prom -60 to +250 °C
(c) Relative air humidity at ambient temperature up to

40 °C Up to 100 %
Design
The ДТА-10 speed inductive transducer includes permanent cylindrical magnet (1) (Ref.
Fig. 2) which carries heat-resistant wire coil (2). The ends of the coil winding are
soldered to pins (3) of contact block (4) made of moulding material.
The component parts of the transducer are enclosed in case (5) made of stainless
steel.
Operation
The speed inductive transducer is basically a voltage pulse generator. Due to variation
in the resistance of the magnetic circuit which occurs in the course of rotation of the
inductor, the electrical pulses of voltage are induced into the generator winding. The
pulse recurrence frequency is proportional to the engine free turbine rotor RPM,
The relationship between the voltage pulse recurrence frequency and the angular speed is
as follows:
where
f is frequency of electrical pulses, Hz.
Z is number of teeth of indicator.
H is inductor rotational speed, RPM.

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Magnet
Coil
Pin
Contact Block
Case
ДТА-10 Speed Inductive Transducer, Design Features

Figure 2

Pages 3/4
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
ДТА-10 SPEED INDUCTIVE TRANSDUCER - TROUBLE SHOOTING
Table 101
Trouble Possible oanae Location of faulty Correction

element
With inductor rotat- faulty transducer Check transducer for Replace transducer
ing, transducer fails proper pin-to-pin
Open or shorted cir- Solder up wires
to put out electrical cuit between trans- electrical contact connecting trans-
pulses ducer and load ducer to load
Wrong indication of Intermittent contact Replace transducer
transducer in transducer circuit
Non-compliance of Transducer winding Check transducer wind- Replace transducer
output pulse ampli- resistance does not ing resistance (Ref.
tude with bin Data correspond to stan- Task Card No. 201)
(Ref. 2.1, Page 1) dard specifications
Transducer winding Cheek transducer wind- Replace transducer
insulation resisting insulation resist-
ance below standard ance (Ref. Task Card
specifications No. 201)

Pages 101/102
Jan 15/86
ДТА-10 SPEED INDUCTIVE TRANSDUCER - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
PAGES
PROCEDURE: CHECKING ДТА-10 SPEED INDUCTIVE TRANSDUCER

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
Checking Transducer Winding Ohmic Resistance
The reaietance of the transducer winding may be measured without removing the
transducer from the engine by connecting the measuring instrument to the connect-
TB3-117
ing wires with the transducer load disconnected.
The resistance of the transducer winding at normal climatic conditions shall be Replace defective
in compliance with the value quoted in the transducer Certificate transducer
Checking Transducer Winding Insulation Resistance
Check the electrical resistance of the insulation between the casing and winding
of the transducer with the aid of an ohmmeter with the 100-V rated voltage.
To measure the insulation resistance, connect the GROUND (ЗЕМЛЯ) terminal of the
ohmmeter to the transducer casing and the LINE (ЛИНИИ) terminal to the transducer
winding outlets short-circuited to each other.
The electrical resistance of the transducer winding insulation at normal climatic Replace defective
conditions shall be equal to at least 20 Mohms transducer
077.10.14
Jan 15/86
Page 201
EFFECTIVTTY: ALL
Combined instrument of 1.0 class Combination pliers

of accuracy and measuring range
of 0.01 to 5 kobms
Megger of 1.0 class of accuracy
and measuring range of 0.01 to
100 Mohms
MAINTANANCE MANUAL
ТВ3-117
077.10.14
Jan 15/86
Page 202
TB3-117
MAINTENANCE MANUAL
ДТА-10 SPEED INDUCTIVE TRANSDUCER - STORAGE INSTRUCTIONS
1. When storing the ДTA-10 speed inductive transeducers, follow the instructions laid down
In 072.00.00, "Engine - Storage Instructions".

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ДТА-10 SPEED INDUCTIVE TRANSDUCER - SHIPMENT
1. When shipping the ДТА-10 speed inductive transducers, follow the Instructions laid down
In 072.00.00, "Engine - Shipment".
EFFECTIVITY: ALL
077.10.14
Pages 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER - DESCRIPTION AND OPERATION
General
The purpose of the ДЧВ-2500 speed inductive transducer (Ref. Fig. 1) is to effect a
proportional conversion of the gas generator rotor RPM into the frequency of electri-
cal signals supplied via two electrically independent circuits into the control system.
The principle of operation of the inductive transducer consists in inducing the elect-
rical pulses of voltage into the transducer winding due to variation in the magnetic
circuit resistance occurring during rotation of the inductor secured under the end face
of the transducer on the shaft mechanically engaged with the gas generator rotor.
ДЧВ-2500 Speed Inductive Transducer

Figure 1
The transducer operates in conjunction with the inductor which is an integral part of
the engine.
NOTE: Some engine models are not equipped with transducers (Ref. Book 3, 072.15.04 or
072.16.04).
Description
Main Data
- Amplitude of transducer voltage output pulses at re-

spective parameters of inductor and active load of
winding 2 V, min.
- Operating medium:
(a) On the side of magnet Fumes and spray of engine oil
(b) On the side of el. connector Air
- Electric resistance of insulation of transducer wind-

ings with respect to case and between each other:
(a) At normal climatic conditions 20 Mohms, min.
(b) At high humidity conditions 1.0 Mohms, rain.

Page 1
Mar 15/88
TB3-117
MAINTENANCEMANUAL
(с) At max. temperature conditions 5.0 Mohms, min,
Inductive transducer is serviceable at following con-

ditions:
(a) Operating medium temperature From -60 to +220 °C
NОТЕ: An increase in the temperature up to +300 °C for a mar. period of two mi-
nutes per engine operating cycle is acceptable with the total time not
exceeding 1.5 percent within the service life.
(b) Atmospheric pressure From 5 to 1750 mm Hg
(c) Relative air humidity (at OAT up to 40 °C) ....... Up to 100 %
Design
The speed inductive transducer includes the following basic units and parts: coil (1)
(Ref. Pig. 2), case (2), block (3), magnet (4), insulation gasket (5), and cover (6).
Coil (1) is of the frameless type and comprises two heat-resisting wire windings. The
ends of the coil outlets are brought out to the terminal lugs of block (3).
Fоr the schematic diagram of the speed inductive transducer, refer to Figure 3.
Case (2) (Ref. Pig. 2) is made of a non-magnetic stainless steel. Machined in the
middle portion of the case is a blind stepped bore providing accommodation to coil (1),
permanent magnet (4), and block (3).
The side surface of the bore has a slot to suit the projection of block (3) and the
shoulder of cover (6) to locate them in position.
The cylindrical surface of the case has two ports intended for filling the space form-
ed by the case, coil (2) and block (3) with an insulating material. Provided on the
external surface of the case is a cylindrical flange that serves for attachment of the
speed inductive transducer to the engine by means of a special coupling flange.
Provided in the flange end face is a slot ensuring location of the transducer with re-
spect to the register pin on the engine casing. Block (3) is made of a moulding mate-
rial. Moulded in the block are four contact pins that are coupled in the lower portion
with the terminal lugs. The leads of the windings are soldered to the terminal lugs,
while the el. connector receptacle serves to supply current to the pins. The block has
four longitudinal slots and a radiused projection. On soldering the winding leads to
the terminal lugs, the latter are bent into the longitudinal slots of the block. The
radiused projection serves to locate the block with respect to the slot provided in
the case.
Cover (6) presses the block via insulation gaskets (5) to the end face of magnet (4)
and the magnet to the bottom of the case. Magnet (4) is made of a magnetic alloy and
is shaped as a circular rod with magnetic poles at its end faces.

Page 2
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Insulation gasket (5) IB made of an electrical insulating material and serves to seal
the interior of the transducer when filling the case.
Cover (6) is made of stainless steel and provided with a threaded connection designed
for coupling with the four-pinned el. connector receptacle having pin sockets to suit
the contact pins and a circular flange for location within the case.
Casing (7) and plug (8) are intended to protect the external surfaces of the transducer
from mechanical damage during shipment and storage.
Coil 5. Insulation Gasket

Case 6. Cover
Block 7. Casing
Magnet 8. Plug
ДЧВ-2500 Speed Inductive transducer. Design Features

Figure 2

Page 3
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Operation
During rotation of the inductor mechanically coupled to the gas generator rotor, each of
it a teeth, while passing in the immediate proximity to the end face of the speed induc-
tive transducer assembled on the permanent magnet, changes the magnetic field surround-
ing the loops of the coil. As the remit of this, the electrical pulses of voltage are
induced into the transducer coil. The pulse recurrence frequency is proportional to the
number of teeth of the inductor and to its rotational speed and, therefore, to the gas
generator rotor RPM.
ДЧВ-2500 Speed Inductive

Transducer. Schematic
Diagram
Figure 3

Page 4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER - TROUBLE SHOOTING
T a b l e 101
Trouble Possible cause Location of faulty Correction

element
With inductor rotat- Loose el. connector Check el. connector Tighten up and safety
ing, transducer fails coupling nut for ab- el. connector coupl-
to put out electrical sence of loosening ing nut
signals
Break of coil wind- Test pairs of pins 1 Replace transducer
ing wire and 2, 3 and 4 or
electrical continuity

Pages 101/102
Jan 15/86
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
PAGES
PROCEDURE: INSPECTION/CHECK OF ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER

MS. ITEM

ACTIONS BY
Examine the external surface of the transducer to make sure it is free from
MAINTENANCE
traces of corrosion. No corrosion is acceptable
Check the receptacle of the el. connector for security of attachment to the
transducer, and the transducer for security of attachment to the engine. No
TOH17
loosening of the attaching parts is acceptable
MANUAL
077.11.02
Pages 201/202

Jan 15/86
TB3-117
MAINTENANCE MANUAL
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER • STORAGE INSTRUCTIONS
When storing the speed inductive transducer removed from the engine, it is necessary to
place the transducer Into casing (7) (Ref. Fig. 2) and blank with plug (8), then to wrap
it with two layers of the parchment imitation paper and two layers of paraffined paper,
and to package it finally into a cardboard box of a corresponding size. Thus packaged
transducer may be stored for a maximum period of one year.
As for the other requirements to be observed during storage of the ДЧВ-2500 speed induc-
tive transducers, follow the instructions laid down in 072.00.00, "Engine - Storage In-
structions".

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
ДЧВ-2500 SPEED INDUCTIVE TRANSDUCER - SHIPMENT
When shipping the speed inductive transducers, follow the instructions laid down in

Pages 1001/1002
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
THERMOCOUPLE - DESCRIPTION AND OPERATION
1. General
The purpose of the T-102 thermocouple is to produce two independent signals correspond-
ing to the engine gas temperature and to deliver them simultaneously to the temperature
measuring instrument and temperature controller.
Description
Main Data
Temperature measurement range 0 to 1125 °C
Temperature measurement operating range .

...
...
...
...
. 450 to 950 °c
Thermal stability of thermocouple head 300 °C, max.
Thermocouple insulation resistance:
(a) Tinder normal climatic conditions 0.5 Mohm, min.
(b) At hot junction temperature of 700 to 720 °C 0.05 Mohm, min.
NОТЕ: The insulation resistance of the thermocouples which were in use under normal
climatic conditions should bе not less than 0.02 Mohm.
Thermocouple mass 0.11 kg
Overall dimensions 70x58x32 mm
The thermocouple thermoelectromotive force (thermo-

emf) at a temperature of the thermocouple free ends
equal to 0 °C In compliance with values
quoted in Table 1 with allow-
able variation +0.12 mV
Table 1
Thermocouple Graduation Values
Temperature, °c Thermo-emf, mV
100 4.10
200 8.13
300 12.21
400 16.40
500 20.65

Page 1
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Table 1, cont'd
Temperature, °C Thermo-emf, mV
600 24.91
700 29.15
800 33.32
900 37.37
1000 41.32
Design
Presented on Figure 1 is a diagram showing arrangement of the thermocouple hot junc-

tions and welding of the thermoelectrodes to the contact screws of the thermocouple.
The T-102 thermocouple is of the twin type, that ia the thermocouple mount casing
accommodates two pairs of thermoelectrodes (2) (Ref. Fig. 2).
The thermoelectrodee are made of chromel (X) and alumel (A) alloys. The chromel
thermoelectrode is a positive thermoelectrode of the thermocouple and the alumel
electrode is a negative one. The thermoelectrodes are embedded in the thermocement
mass contained in sleeve (3) welded to stagnation chamber (1). The stagnation cham-
ber has inlet port В and outlet port A. The thermoelectrodee are insulated in thermo-
couple casing (4) by means of the thermocement mass. The axis of the flange attach-
ment holes is offset relative to the axis of the stagnation chamber by 2 mm, which
ensures correct installation of the thermocouple with respect to the gas flow (inlet
port В shall be facing the incident gas flow).
Welded to thermocouple casing (4) is cover (5) that carries two screws (8) and (9)
attached to it. The screws are made of the same material as the thermoelectrodee and
have thermoelectrodes (2) welded to it.
The electrical connection between the thermocouples as well as between the thermo-
couples and the secondary instruments (i.e. the measuring equipment) is carried out
by means of flexible compensating wires of grades ФК-Х and ФК-А or ПКФ-МТ and ПКФ-НМ.
The wires are connected to contact screws (8) and (9) of the thermocouple with the
aid of terminals made of the respective thermoelectrode alloys. The terminals are
welded to the compensating leads and secured by self-looking nuts (6) and (7).
To facilitate mounting and to avoid reversing the electrical polarity, contact

screws (9) (made of chromel) have thread M4, whereas contact screws (8) (made of alu-
mel) have thread M5. Besides, identification mark V is marked on the thermocouple
cover at the side of the outer wires of each thermocouple junction. When connecting
the compensating leads to the junction, make sure to connect them to the screws
having identification mark V between them.

Page 2
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
3. Operation
3.1. When the hot junction of two thermoelectrodes of the thermocouple is being heated, a
thermo-emf is created at the thermocouple free ends, its magnitude being dependent on
the material of the thermoelectrodee and a temperature difference between the thermo-
couple hot junction and free ends.
Diagram Showing Connection of Thermoelectro-

des to Contact Screws in Thermocouple
Figure 1
Stagnation Chamber
Thermoelectrodee
Sleeve
Casing
Соvеr
Self-Locking But
Self-Looking Hut
Screw
Screw
EFFECTIVITY: ALL T-102 Thermocouple Design 077.21.01

Pigure 2
Pages 3/4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
THERMOCOUPLE - TROUBLE SHOOTING
T a b l e 101

element
Faulty thermoelectro- Break of thermoelect- Check thermoelectrode Replace thermocouple
des circuit rodes circuit for continuity
with avometer (Ref.
Task Card Nо. 201)
Insulation resistance Damaged insulation Check insulation re- Replace thermocouple
below limits quoted sistance (Ref. Task
in 2.1 (Ref. Page 1) Card No. 201)
or thermoelectrode
contact-to-frame
fault

Pages 101/102
Jan 15/86
THERMOCOUPLE - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
PAGES
PROCEDURE: INSPECTION/CHECK OF THERMOCOUPLE BEFORE INSTALLATION

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
Examine the thermocouple for freedom from mechanical damage.
No damage to the thermocouple is acceptable. The outlet and inlet ports of the Replace thermocouple,
TB3-117
thermocouple shall be clean if found damaged
Using an avometer, test the thermoelectrodee circuit for continuity and absence of Ref. Table 101
a contact-to-frame fault
Check the resistance of the insulation between the pairs of the thermoelectrodee,
as well as between each pair of the thermoelectrodes and the thermocouple casing.
The resistance of the insulation shall be in compliance with the requirements Ref. Table 101
laid down in Para 2.1 (Ref. Page 1)
077.21.01

Pages 201/202
Avometer (1.5 accuracy class)

Jan 15/86
Megger (having 100-V rated

output voltage)
ТВЗ-117
MAINTENANCEMANUAL
THERMOCOUPLE - STORAGE INSTRUCTIONS
1. When storing the thermocouples, follow the instructions laid down-in 072.00.00, "Engine
Storage Instructions".

Pages 901/902
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
THERMOCOUPLE - SHIPMENT
1. When shipping the thermocouples, follow the instructions laid down in 072.00.00, "Engi-
ne - Shipment".

Pages 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
TERMINAL BLOCK - DESCRIPTION AND OPERATION
Description
The K-82 terminal block ia shown on Figure 1.
The terminal block is of a one-piece design and is not to be disassembled.
Two chromel (positive) M4 screws (9) and two alumel (negative) M5 screws (10) are used
as the contact points of the terminal block.
Screws (10) are connected to each other by a piece of 1.2-mm dia alumel wire (7) while
screws (9) are connected by a piece of 1.2-mm dia chromel wire (8) bent so as to exclude
the possibility of bridging the chromel and alumel screws when fitting them into ceramic
insulator (11).
The contact screws inserted into the ceramic insulator and attached to it with nuts (3)
and (6) shall be located in casing (2) in a certain position. The insulator with the
contact screws is secured in the casing by means of rolling over the casing edges.
Self-locking nuts (5) and (4) are fitted to M4 screws (9) and M5 screws (10), respecti-
vely.
Plate
Casing
Nut
Self-Locking Nut
Self-Locking Nut
Nut
Alumel Wire
Chromel Wire
Chromel Screw
Alumel Screw
Insulator
Terminal Block
EFFECTIVITY: ALL Figure 1 077.21.10
Pages 1/2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
TEMPERATURE BULB - DESCRIPTION AND OPERATION
1. General
The purpose of the П-77 (Ref. Fig. 1) temperature bulb is to measure the FPU temperatu-
re-sensing probe air inlet temperature.
The principle of operation of the temperature bulb is based on employing the property
of metals (platinum wire) to change its electrical resistance with temperature.
Each value of the measured temperature corresponds to a certain value of the electric-
al resistance.
A set of the П—77 temperature bulb includes a temperature bulb and a copper-asbestos
sealing ring.
The temperature bulb is screwed into a special socket provided in the air conduit
supplying air to the FCU temperature-sensing probe.
П-77 Temperature Bulb

Figure 1
Main Data
- Operating temperature range From -70 to +300 °C
- Max. permissible temperature in the region of

temperature bulb electric connector +200 °C
- Error of temperature bulb shall not exceed values

obtained from the following formulae:
(a) Within temperature range of 0 to +300 °C:

dT = +(0.3 + 4.5-10-3T) °C
where
Т is absolute temperature value of medium being measured in °C.

Page 1
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
(b) Within temperature range of -70 to 0 °C:
dT = +(0.3 + 6.0*10-3)°C
where
T is absolute temperature value of medium being
measured in °C
- Temperature bulb time constant 4 a, max.
- Insulation resistance under normal climatic con-

ditions 20 Mohms, min.
- Winding resistance within temperature range of

-70 to +300 °C In compliance with Table 1
- Temperature bulb remains serviceable under follow-

ing conditions:
(a) Reduced atmospheric pressure Down to 15 mm Hg
(b) Gauge pressure (within temperature range of

80 to 85 °C) Up to 20 atm abs
(c) Relative humidity at ambient temperature of

+40 °C Up to 100 %
- Mass of temperature bulb 0.15 kg, max.
- Overall dimensions Ref. Fig. 2
Design
The temperature bulb is a non-detachable unit and includes the following main compo-
nents: thermoelement (1) (Ref. Pig. 2), fitting (2), and el. connector (3). Thermo-
element (1) consists of platinum wire (4) wound over mica plates (5).
Pasted up to both sides of the thermoelement are mica insulating gaskets (6). Pitted
over the insulating gaskets are thermally conductive, bronze, spring strips (7). The
assembled thermoelement is inserted into fitting (2) made of stainless steel and se-
cured with nut (8).
The temperature bulb is connected to the gaa temperature controller by means of two-
pinned el. connector (3).

Page 2
Jan 15/86
ТВЗ-П7
MAINTENANCE MANUAL
1. Thermoelement
2. Fitting
3. El. Connector
4. Platinum Wire
5. Mica Plate
6. Insulating Gasket
7. Spring Strip
8. But
9. Sealing Ring
П-77 Temperature Bulb. Overall Dimensions and Design

Figure 2

Page 3
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Table 1
Winding resistance, ohm

I. °C
0 1 2 3 4 5 6 7 8 9
-70 71.91 71.50 71.10 70.69 70.28 69.88 69.47 69.06 68.65 68.25
-60 75.96 75.56 75.15 74.75 74.34 73.94 73.53 73.13 72.72 72.32
-50 80.00 79.60 79.20 78.79 78.39 77.99 77.58 77.18 76.77 76.37
-40 84.03 83.63 83.22 82.82 82.42 82.02 81.62 81.21 80.81 80.41
-30 88.04 87.64 87.24 86.84 86.44 86.04 85.63 85.23 84.83 84.43
-20 92.04 91.64 91.24 90.84 90.44 90.04 89.64 89.24 88.84 88.44
-10 96.03 95.63 95.23 94.83 94.43 94.03 93.63 93.24 92.84 92.44
-0 100. 00 99.60 99.21 98.81 98.41 98.01 97.62 97.22 96.82 96.42
0 100. 00 100.40 100.79 101.19 101.59 101.98 102.38 102.78 103.17 103.57
10 103.96 104.36 104.75 105. 15 105.54 105.94 106.33 106.73 107.12 107.52
20 107.91 108.31 108.70 109. 10 109.49 109.88 110.28 110.67 111.07 111.46
30 111.85 112.25 112.64 113.03 113.43 113.82 114.21 114.60 115.00 115.39
40 115.78 116.17 116.57 116.96 117.35 117.74 118.13 118.52 118.91 119.31
50 119.70 120.09 120.48 120. 87 121.26 121.65 122.04 122.43 122.82 123.21
60 123.60 123.99 124.38 124.77 125.16 125.55 125.94 126.33 126.72 127.10
70 127.49 127.88 128.27 128.66 129.05 129.44 129.82 130.21 130.60 130.99
80 131.37 131.76 132.15 132.54 132.92 133.31 133.70 134.08 134.47 134.86
90 135.24 135.63 136.02 136.40 136.79 137.17 137.56 137.94 138.33 138.72
100 139.10 139.49 139.87 140.26 140.64 141.02 141.41 141.79 142.18 142.56
110 142. 95 143.33 143.71 144.10 144.48 144.86 145.25 145.63 146.01 146.40
120 146.78 147.16 147.55 147.93 148.31 148.69 149.07 149.46 149.84 150.22
130 150. 60 150.98 151.37 151.75 152.13 152.51 152.89 153.27 153.65 154.03
140 154.41 154.79 155.17 155.55 155.93 156.31 156.69 157.07 157.45 157.83
150 158.21 158.59 158.97 159.35 159.73 160.11 160.49 160.86 161.24 161.62
160 162.00 162.38 162.76 163. 13 163.51 163.89 164.27 164.64 165.02 165.40
170 165.78 166.15 166.53 166.91 167.28 167.66 168.03 168.41 168.79 169.16
180 169.54 169.91 170.29 170. 67 171.04 171.42 171.79 172.17 172.54 172.92
190 173.29 173.67 174.04 174.41 174.79 175.16 175.54 175.91 176.28 176.66
200 177.03 177.40 177.78 178. 15 178.52 178.90 179.27 179.64 180.02 180.39
210 180.76 181.13 181.51 181.88 182.25 182.62 182.99 183.36 183.74 184.11
220 184.48 184.85 185.22 185.59 185.96 186.33 186.70 187.07 187.44 187.81
230 188.18 188.55 188.92 189.29 189.66 190.03 190.40 190.77 191.14 191.51
240 191.88 192.24 192.61 192. 98 193.35 193.72 194.09 194.45 194.82 195.19
077.23.01
Page 4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Table 1, cont'd
Winding resistance, ohm

T, °C 0 1 2 6 8
3 4 5 7 9
250 195.56 195.92 196.29 196. 66 197.03 197.39 197.76 198.13 198.50 198.86
260 199.23 199.59 199.96 200.33 200. 69 201.06 201.42 201.79 202.16 202.52
270 202. 89 203.25 203.62 203.98 204.35 204.71 205.08 205.44 205.80 206.17
280 206.53 206.90 207.26 207. 63 207.99 208.35 208. 72 209.08 209.44 209.81
290 210.17 210.53 210.89 211.26 211.62 211.98 212.34 212.71 213.07 213.43
300 213.79 214.15 214.51 214.88 215.24 215.60 215.96 216.32 216.68 217.04

Pages 5/6
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
TEMPERATURE BULB - TROUBLE SHOOTING
T a b l e 101

element
Temperature bulb No contact in el. Check el. connector Tighten up and
fails to put out connector coupling nut for safety el. connec-
signal loosening tor coupling nut
Replace el. con-
nector
Break in thermo- Replace temperature
element bulb
Faulty readings Faulty el. connec- Replace el. connector
of temperature bulb tor
Faulty thermoele- Test resistance Replace temperature
ment of temperature bulb
bulb insulation
(Ref. Task Card
No. 204)
Check calibration Replace temperature
of temperature bulb bulb
(Ref. Task Card
No. 202)

Pages 101/102
Jan 15/86
TEMPERATURE BULB - MAINTENANCE PRACTICES
EFFECTIVITY: ALL TO M.S.

PAGES
TASK CARD No. 201 201/202
PROCEDURE: REMOVAL/lNSTALLATION OF TEMPERATURE BULB

MS. ITEM

ACTIONS BY
MAINTENANCE MANUAL
Before fitting the temperature bulb to the engine, check the accuracy of the
temperature bulb (Ref. Task Card Ho. 202)
TB3-117
When fitting the temperature bulb, do not fall to fit sealing ring (9) (Ref.
Fig. 2} supplied together with the temperature bulb
Having installed the temperature bulb, safety it with wire.

077.23.01

Pages 201/202
Open-end wrench, S и 19x22 mm Safety wire

Jan 15/86
Flat-nosed pliers
EFFECTIVITY: ALL
PAGES
TO M.S. TASK CARD No. 202 203 to 208
PROCEDURE: CHECKING TEMPERATURE BULB FOR ACCURACY

MS. ITEM
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.R.) CORRECTIVE CHECKED

ACTIONS BY
Check the temperature bulb for accuracy by using one of the following methods:
Checking the resistance of the temperature bulb at a temperature of +(25+10) °C
MAINTENANCE MANUAL
or
Function testing the temperature bulb with the aid of the УПТ-1M, Series 2, test
set
TB3-117
Checking Resistance of Temperature Bulb
The temperature bulb resistance shall be checked at a stabilized temperature or

at a temperature changing at a maximum rate of 0.1 °C per 5 min, proceeding as
follows:
Measure the temperature with the aid of a mercury thermometer having a 0.1 °C
scale factor. The mercury thermometer shall be located adjacent to the thermo-
element of the temperature bulb
Using a bridge having at least a 0.05 accuracy class, measure the resistance
of the temperature bulb
Using Table 201, convert the measured value of the resistance into degrees
077.23.01
centigrade
Compare the obtained value of the temperature with the reading of the mercury
thermometer and determine the error of the temperature bulb
Jan 15/86
Page 203
Determine the acceptable error with the aid of the following formula: If error exceeds ac-
ceptable value, repla-
ce temperature bulb
EFFECTIVITY: ALL
ACTIONS BY
where
Т is reading of mercury thermometer in °C
Testing Temperature Bulb with УПТ-1M, Series 2, Test Set
Immerse the temperature bulb into thawing ice (having a temperature of 0 °C) up
to the connection hex and keep it there at a stabilised temperature for 5 min.
Monitor the temperature with the aid of a mercury thermometer having a 0.1 °C
scale factor.
MAINTENANCE MANUAL
NОТЕ: With the ambient temperature being within a range of 15 to 22 °C, the
temperature bulb may be tested without immersing it into thawing ice.
TB3-H7
Connect a 28 to 3O-V DC power source to the BATTERY (БАТАРЕЯ) terminals
Connect the temperature bulb under test to the OHMMBTER & ТС BULB(ОММЕТРИ
ПРИЕМНИК ТС) terminals. The resistance of the connecting wires shall be equal
to 0.07 ohm
Set the SUPPLY (ПИТАНИЕ) and TEST INSTRUMENT (КОНТРОЛЬНЫЙ ПРИБОР) knobs to the
OHMMETER & ТС BULB (ОММЕТР И ПРИЕМНИК ТС) position
Set the OHMMETER & TO BULB (ОММЕТР И ПРИЕМНИК ТС) knob to the '0' position
Operating the SCALE FACTOR (ПЕРЕКЛЮЧАТЕЛЬ ШКАЛ КОНТРОЛЬНОГО ПРИБОРА) selector

switch, set the temperature bulb scale, having matched the pointer with the 0 %
mark (on the -2 to +50 °C scale)
077.23.01
Operating the upper VOLT ADJUST (РЕГУЛИРОВКА НАПРЯЖЕНИЯ) knob and referring to
the voltmeter, adjust voltage to 27 V
Turn the power supply ON and note down the reading of the test instrument
Jan 15/86
Page 204
scale. Find the temperature of the temperature bulb by converting the readings
of the test instrument to the temperature values with the aid of Table 202
EFFECTIVITY: ALL
ACTIONS BY
T a b l e 201
Temperature bulb resistance, ohm

T, °C
0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9
15 105.94 105.98 106.02 106.06 106.10 106.14 106. 18 106.22 106.26 106.30
16 106.33 106.37 106.41 106.45 106.49 106.53 106.57 106.61 106.65 106.69
17 106.73 106.77 106.81 106.85 106.89 106.93 106.97 107.01 107.05 107.09
18 107.12 107. 16 107.20 107.24 107.28 107.32 107. 36 107.40 107.44 107.48
MAINTENANCE MANUAL
19 107.52 107. 56 107.60 107.64 107,68 107.72 107.76 107.80 107.84 107.88
20 107.91 Ю7. 95 107.99 108.03 108.07 108.11 108. 15 108.19 108. 23 108.27
ТВЗ-117
21 108.31 108.35 108.39 108.43 108.47 108.51 108. 55 108.59 108. 63 108. 67
22 108.70 108. 74 108.78 1O8.82 108.86 108.90 108. 94 108.98 109.02 109.06
23 109.10 109. 14 109.18 109.22 109.26 109.30 109.34 109.38 109. 42 109.46
24 109.49 109.53 109.57 Ю9.61 109.65 109.69 109.73 109.77 109.81 109.85
25 109.88 109. 92 109.96 110.00 110.04 110.08 110.12 110.16 110.20 110.24
26 110.28 110.32 110.36 1 10. 40 110.44 110.48 110.52 110.56 110.60 110.64
27 1 10. 67 110.71 110.75 110.79 110.83 110.87 110.91 110.95 110.99 111.03
28 111.07 111.11 111.15 111.19 111.23 111.27 111.31 111.35 111.39 111.43
29 111.46 111.50 111.54 111.58 111.62 111.66 111.70 111.74 111.78 111.82
30 111.85 111.89 111.93 111.97 112.01 112.05 112.09 112.13 112.17 112.21
077.23.01
31 112.25 112.29 112.33 112.37 112.41 112.45 112.49 112.53 112.57 112.61
32 112.64 112.68 112.72 112.76 112.80 112.84 112.88 112.92 112.96 113.00
33 113.03 113.07 113.11 113.15 113.19 113.23 113.27 113.31 113.35 113.39
Jan 15/86
Page 205
34 113.43 113.47 113.51 113.55 113.59 113.63 113.67 113.71 113.75 113.79
35 113.82
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.П.) CORRECTIVE CHECKED
ACTIONS BY
T a b l e 202
Relationship Between Teat Instrument Readings and Bulb Temperature
Test in- Bulb Test instru- Bulb tempera- Test instru- Bulb tempera- Test instrument Bulb tempera-
strument temperature, °C ment reading, ture, °C ment reading, ture, °C reading, °C ture, °C
reading,
°C °C
22.0 -5.2 28.0 0.4 43.0 14.8 47.0 18.9
22.5 -4.7 28.5 0.8 43.5 15.4 47.5 19.4
MAINTENANCE MANUAL
23.0 -4.2 29.0 1.3 44.0 15.8 48.0 19.8
23.5 -3.8 29.5 1.8 44.5 16.4 48.5 20.4
TB3-117
24.0 -3.3 30.0 2.3 45.0 16.8 49.0 20.8
24.5 -2.8 30.5 2.7 45.5 17.4 49.5 21.4

25.0 -2.4 31.0 3.2 46.0 17.9 50.0 21.9
25.5 -1.9 31.5 3.7
26.0 -1.4 32.0 4.2
26.5 -1.0 32.5 4.7
27.0 -0.5 33.0 5.2

077.23.01
27.5 -0
jan 15/86
Page 206
EFFECT1VITY: ALL
ACTIONS BY
Determine the error of the temperature bulb as a difference between the value If the value of accep-
of the temperature taken from the Table and the reading of the mercury thermo- table error is exceed-
meter. ed, replace tempera-
ture bulb
The error shall not exceed the allowable value determined from the following
formuls:
dT = +(0.3 + 4.5-10-3T) °C
where
MAINTENANCE MANUAL
Т is an absolute value of the temperature in °C measured by the mercury thermo-
meter.
TB3-117
Example:
Supposing, the mercury thermometer reads 20.1 °C and the test instrument reads
48.5 °C. According to Table 202, the test instrument reading of 48.5 °C corres-
ponds to the temperature bulb temperature of 20.4 °C. Therefore, the error of
the temperature bulb is determined as follows:
20.4 - 20.1 = +0.3 °C.
The acceptable error of the temperature bulb is then determined as follows:
dT = ±(0.3 + 4.5*10-3*20.1) = +(0.3 + 0.09) = ±0.39 °C
Therefore, the actual error of the temperature bulb does not exceed the accept-
able value.
077.23.01
Jan 15/86
Page 207
EFFECTIVITY: ALL
P329 DC bridge (0.05 class of

accuracy)
УПТ-1M, Series 2, test set
Mercury thermometer (with
0.1 °C scale factor)
MAINTENANCE MANUAL
TB3-117
077.23.01
Page 208
Jan 15/86
EFFECTIVITY: ALL
PAGES
PROCEDURE: INSPECTION/CHECK 0F TEMPERATURE BULB CIRCUIT

MS. ITEM

ACTIONS BY
1. Visually examine the temperature bulb. No damage to the temperature bulb casing Change temperature
and el. connector is acceptable bulb
MAINTENANCE MANUAL
2. Using an avometer, test the circuit of the temperature bulb for continuity pro- Replace temperature
ceeding as follows: bulb
- Uncouple the el. connector of the temperature bulb and, using the avometer,
TB3-117
test the circuit between the contact points for continuity. Ho break in the
circuit of the temperature bulb is acceptable
077.23.01

Pages 209/210
Avometer (1.5 class of accu- Open-end wrench, S = 19x22 mm Safety wire

Jan 15/86
racy) Flat-nosed pliers

EFFECTIVITY: ALL
PAGES
ТО M.S. TASK CARD No. 204 211/212
PROCEDURE: CHECKING RESISTANCE 0F TEMPERATURE BULB INSULATION

MS. ITEM

ACTIONS BY
Using a megger, measure resistance of the temperature bulb insulation between

the shorted pins of the terminal block and temperature bulb casing. The resist-
MAINTENANCE MANUAL
ance of the temperature bulb insulation under normal conditions shall be at
least 20 Mohms
TB3-117
077.23.01

Pages 211/212
Megger, having 100-V rated

Jan 15/86
output voltage
ТВ3-117
MAINTENANCE MANUAL
TEMPERATURE BULB - STORAGE INSTRUCTIONS
When storing tbe temperature bulb, follow the instructions laid down in 072.00.00, "En-
glue - Storage Instructions".

Pages 901/902
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
TEMPERATURE BULB - SHIPMENT
When shipping the temperature bulbs, follow the instructions laid down in 072.00.00,

Pages 1001/1002
Jan 15/86
Section 080
STARTING SYSTEM
ТВЗ-117
MAINTENANCE MANUAL
RECORD OF REVISIONS
PAGE TRANSMITTAL
REV. SECTION, SUB-SECTION, AUTHORITY LETTER DATE
NO. SUBJECT BY
NO. REFERENCE
080.00.00
Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
PAGE TRANSMITTAL
REV. SECTION, SUB-SECTION, AUTHORITY LETTER BY DATE
NO. SUBJECT NO. REFERENCE
080.00.00
EFFECTIVITY: ALL RECORD OF REVISIONS
Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
SECTION, SUB-SECTION,
SUBJECT PAGE DATE SECTION, SUB-SECTION,
SUBJECT PAGE DATE
_ _
False Title
080.21.00 202 Jan 15/86
Record of Revisions 1 Jan 15/86 203/204 Jan 15/86
.2 Jan 15/86 080.21.01 1 Jan 15/86
List of Effective 1/2 Nov 17/93 2 Jan 15/86
Pages 3 Jan 15/86
Table of Contents 1 Nov 17/93 4 Jan 15/86
2 Mar 15/88 101/102 Jan 15/86
201/202 Jan 15/86
080.10.00 1 Jan 15/86 203 Jan 15/86
2 Jan 15/86 204 Jan 15/86
080.12.00 1 Jan 15/86 205/206 Jan 15/86
2 Jan 15/86 901/902 Jan 15/86
3/4 Jan 15/86 1001/1002 Jan 15/86
5 Jan 15/86 080.21.02 1 Jan 15/86
6 Jan 15/86 2 Jan 15/86
101 Jan 15/86 101/102 Jan 15/86
102 Jan 15/86 901/902 Jan 15/86
103/104 Mar 15/88 001/1002 Jan 15/86
201 Mar 15/88
080.21.06 1 Jan 15/86
202 Mar 15/88
2 Jan 15/86
203/204 Mar 15/88
201 Jan 15/86
205 Mar 15/88
206 202 Jan 15/86
Mar 15/88
207 203/204 Jan 15/86
Jan 15/86
208 Jan 15/86
209 Jan 15/86
210 Jan 15/86
211/212 Jan 15/86
213 Mar 15/88
214 Mar 15/88
214a/214b Mar 15/88
215 Nov 17/93
216 Nov 17/93
217 Nov 17/93
218 Nov 17/93
080.21.00 1 Jan 15/86
2 Jan 15/86
3 Jan 15/86
4 Jan 15/86
201 Jan 15/86
EFFECTIVITY: ALL
080.00.00
Pages 1/2
Nov 17/93
ТВ3-117
MAINTENANCE MANUAL
TABLE OF CONTENTS
Section,
Sub-Section,
Title Subject Page
STARTING SYSTEM 080.00.00
CRANKING SYSTEM 080.10.00
1. General
2. Description
3. Operation
AIR STARTER 080.12.00
1. General 1
2. Description 1
3. Operation 5
Task Card No. 201. Removal Installation of Air Starter 201
Task Card No. 202. Removal Installation of Air Starter 207
Solenoid Valve
Task Card No. 203. Inspection and Washing of Air Starter 213
Filter
Task Card No. 204. Replacement of Air Starter Torsion Shaft 215
Task Card No. 205. Changing Oil in Air Starter Reduction 217
Gear Provided with Self-Contained Lub-
rication System
IGNITION SYSTEM 080.21.00
1. General 1
2. Description 1
3. Operation 3
Task Card Ho. 201. Removal/Installation of Ignition System 201
HV Wires
IGNITION UNIT 080.21.01
1. General 1
2.Description 1
3. Operation 2
080.00.00
Page 1
Nov 17/93
ТВЗ-117
MAINTENANCE MANUAL
Section,
Sub-Section,
Title Subject Page
Maintenance Practices 080.21.01 201/202

1. Safety Precautions to be Observed when Handling Ignition 201/202
Unit
(Desk Card No. 201. Removal/Installation of Ignition Unit 203
Task Card No. 202. Function Testing Ignition Unit 205/206
Shipment 1001/1002
IGNITION PLUG 080.21.02
1. General 1
Shipment 1001/1002
PRESSURIZING AIR VALVE 080.21.06
1. General 1
2. Description 1
3. Operation 1
Task Card No. 201. Removal/Installation of Pressurizing 201
Air Valve
080.00.00
Page 2
Mar 15/88
TB3-117
MAINTENANCE MANUAL
CRANKING SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the cranking system is to crank up the gas generator rotor in the course
of a starting to a certain rotational speed enabling the engine thereupon to gain the
idle power condition without assistance as well as when carrying out wet and dry motor-
ing runs.
The cranking system comprises the following units:
- АИ-9В/АИ-9 turbine engine.
- Air starter.
Description
The АИ-9В/AИ-9 turbine engine ia designed to supply compressed air to the air starter.
For the description and operation of the АИ-9В/АИ-9 engine, refer to the respective
Maintenance Manual.
The purpose of the air starter is to crank the gas generator rotor at starting. Ihe
air starter is operated by the compressed air supplied from the АИ-9В/АИ-9 turbine en-
gine.
The air starter is installed in the upper portion of the engine and secured with a
clamp to the flange on the rear wall of the external drive gearbox and with a bracket
provided with a rubber shock mount to the compressor casing aft flange.
Рог the description and operation of the air starter, refer to 080.12.00.
Operation
The engine cranking is controlled by the auto start control unit mounted in the helicop-
ter.
The cranking of the gas generator rotor is performed by the air starter operated by the
compressed air supplied from the АИ-9В/АИ-9 engine.
Upon the acceleration of the АИ-9В/АИ-9 engine to the operational power condition and
depression of the START (ЗАПУСК) button, the auto start control unit puts out a signal
to the air starter solenoid valve which admits the compressed air into the starter tur-
bine.
As the gas generator rotor RPM attain a level of 60 to 65 percent, the FCU microswitch
de-energizes the air starter solenoid valve thus shutting off the air flow to the air
starter.

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
If by the 55th second after the depression of the START (ЗАПУСК) button, the engine fails
to attain the rotational speed of 60 to 65 percent, the cranking system gets disconnected
together with the auto start control unit.
If the air starter falls to get cut out at the rotational speed of (66+1) percent, it
shall be disconnected by depressing the START DISCONT (ПРЕКРАЩЕНИЕ ЗАПУСКА) button. In
this case, the AIR STARTER ON (CB РАБОТАЕТ) annunciator shall go out.
In cases of emergency, when the starter turbine RPH come to exceed the max. limit value,
the air starter centrifugal switch de-energizes the solenoid valve thus shutting off the
air flow to the air starter.

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
AIR STARTER - DESCRIPTION AND OPERATION
General
The purpose of the air starter is to crank the gas generator rotor in the course of a
dry motoring run, a wet motoring run and an engine starting.
The air starter consists of the following units:
- An air valve.
- A control unit.
- A turbine.
- A reduction gear.
- An air filter.
Description
The air valve is an actuating mechanism that serves to admit and to shut off the com-
pressed air flow from the АИ-9В/АИ-9 engine into the starter turbine.
The air valve includes the following major assemblies:
- Casing (4) (Ref. Fig. 1).
- Valve sleeve (5).
- Piston (6) with rod (7).
Air valve casing (4) is secured with studs to middle casing (12).
Attached to the air valve casing are the control unit and air filter (3). Located in-
side air valve casing (4) is valve sleeve (5) with bronze bushings for piston (6).
Valve sleeve (5) provides accommodation to piston (6), piston rod (7), piston spring
(8), a mechanism of electrical contact points intended to provide an indication of the
open position of the valve, and the contact points of the air starter max. limit speed
flyweights assembly. Piston (6) is provided with a sealing element comprising two
fluoroplastic cups. Located inside piston (6) in a guide casing is rod (7) with &
thrust ring. Rod (7) slides together with piston (6). When the piston is shifted to
a distance of (0.6+0.2) mm from the closed position, the mechanism of electrical con-
tact points providing an indication of the air valve open position comes into action
and the AIR STARTER ON (СВ РАБОТАЕТ) annunciator comes on. When the pressure in the В
and Г chambers becomes equal, the piston acted upon by spring (8) closes the air
valve.
EFFECTIVITY: ALl 080.12.00

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
2.2. The purpose of the control unit is to control the operation of the air starter air
valve. The control unit is located in the upper portion of the air starter and secured
to the casing of the air valve with the aid of studs.
The control unit incorporates the following major parts and assemblies:
- Control unit casing (20).
- Solenoid valve (28).
- Pressure limiter with rod (23).
Casing (20) of the control unit is made of steel.
Located inside the control unit casing is disc valve (21) with a tappet.
Secured with studs to the control unit casing is solenoid valve (28).
Rod (26) of the solenoid valve is coated with fluoroplastic and loaded by spring (27).
The pressure limiter together with rod (23) serves to limit the air pressure upstream
of the starter turbine if it exceeds the pre-set level. Attached to rod (23) is laby-
rinth seal bushing (24). The pressure limiter is adjusted by changing the tightening
of spring (22).
2.3. The turbine consists of the following elements:
- Casing (12) with exhaust ports.
- NGV's (9).
- Bladed disc (10).
- Turbine shaft (11).
2.4. The reduction gear is of the planetary, two-stage type with the gear ratio (i) equal
to 8.9.
The reduction gear includes the following elements:
- Casing (13).
- Planetary gears (14).
- Planetary gear casing (15).
- Torsion shaft (16).
The reduction gear is mounted on ball and roller bearings.

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Planetary Gear Casing Spring Retaining Ring

Porte for Supply of Heating Air to Air Valve Spring
NGV's Torsion Shaft Pressure Limiter Rod Spring
Pipe
Turbine Disc Air Starter Bracket Labyrinth Seal Bushing Collar
Air Filter
Turbine Shaft Shock Mount Bleeder Jet Spring Ring
Air Valve Casing
Middle Casing Bracket Solenoid Valve Rod Bushing
Valve Sleeve
Reduction Gear Casing Control Unit Casing Spring Gauze
Piston
Gears Disc Valve Solenoid Valve Bushing
Piston Rod
Air Starter
Figure 1

Pages 3/4
Jan 15/86
ТВ3-117
МАINTENАNСЕ MANUAL
The reduction gears are provided with one of the following lubrication systems:
The centralized, forced splash lubrication system using the oil supplied from the
engine oil system.
The self-contained oil system employing the engine lube oil poured into the port
provided below the plug on the air starter.
The air starters provided with the self-contained lubrication systems are identified
with mark '04' and feature a filler plug fitted in place of the oil inlet connection.
Entered in the air starter Certificate is designation 'CB-78BA', where A stands fox
'self-contained lube system'.
The air filter is installed in the line supplying air from the АИ-9В/АИ-9 turbine en-
gine to the control unit.
The air filter includes the following elements:
Casing (1) (Ref. Fig. 204).
Filter (3).
Spring (4).
Cover (6).
Operation
The compressed air is delivered from the АИ-9В/АИ-9 engine to the inlet of air starter
air valve casing (4) (Ref. Fig. 1) (chamber B). The purpose of two ports (1) is to bleed
the compressed air into atmosphere, thus ensuring the supply of the heating air to the air
valve. At the same time, the air from chamber В is supplied through pipe (2) via air
filter (3) to disc valve (21) of the control unit and then further via the pasaages pro-
vided in air valve casing (4) to inner chamber Г of air valve piston (6). The forces of
the air pressure acting upon both aides of piston (6) are balanced out and spring (S)
keeps the piston in the closed position.
On depressing the START (ЗАПУСК) button, the power is supplied to control unit solenoid
valve (28) which extends rod (26) and shifts disc valve (21) to the right. The passage
delivering air into chamber Г gets closed, whereas the passage bleeding the air from
chamber Г through bleeder jet (25) to the atmosphere gets open.
Bleeder jet (25) ensures delayed opening of piston (6) and progressive increase in the
air pressure upstream of turbine (10). The pressure within chamber Г drops and piston
(6) acted upon by the air pressure supplied from the АИ-9В/АИ-9 engine moves to the
right thus initiating the air flow to the turbine.

Page 5
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Rod (7) complete with a thrust ring moves together with piston (6) within the guide eas-
ing. Rod (7) closes the contact points located in air valve sleeve (5), thus energising
the AIR STARTER ON (CB РАБОТАЕТ) annunciator.
The compressed air starts rotating turbine (10) which transmits a torque to the engine
rotor via planetary reduction gear (14).
The air pressure in front of the compressor turbine is conveyed through a pipe to cham-
ber A in the control unit. If the air pressure upstream of the starter turbine cones to
exceed a pre-set level, the pressure in front of labyrinth seal bushing (24) rises caus-
ing rod (23) to overcome the force of spring (22) and to shift. As the result, the air
from chamber В is admitted into chamber Г via by-pass passage K, thus by-passing disc
valve (21), through a port having a larger sectional area than that of bleeder jet (25).
The pressure in chamber Г starts building up causing piston (6) to move to reduce the
air flow into the turbine, which leads to a reduction in the air pressure upstream of the
starter turbine.
The air pressure drop in front of the starter turbine leads to a pressure drop in front
of labyrinth seal bushing (24). As the result, spring (22) shifts pressure limiter rod
(23) towards masking the port supplying air into chamber Г. In this case, air valve pis-
ton (6) comes to rest in a new equilibrium position.
The air starter cut-out is effected by de-energizing solenoid valve (28). In this case,
spring (27) presses solenoid valve rod (26) into the solenoid valve, whereas disc valve
(21) gets pressed out by its own spring, thus allowing air to flow into chamber Г. At
the same time, the passage relieving the air pressure from chamber Г through bleeder jet
(25), gets closed. The air pressure in chamber Г comes to equal that upstream of piston
(6) and spring (8) causes piston (6) to return to the closed position, thus shutting off
the air flow to the starter turbine.
The air starter cut-out signal is supplied from the following units:
- The FCU microswitch (on engine acceleration to the RPM at which the air starter is to
be cut out).
- The auto start control unit (on completion of its operating cycle)c
- The START DISCONT (ПРЕКРАЩЕНИЕ ЗАПУСКА) button.
If the air starter turbine RPM in the course of an engine starting reach the max. limit
value for some reason (such as a shear of the safety shaft, a late disconnection of the
air starter, etc.), the centrifugal switch cuts out the solenoid valve power supply cir-
cuit which leads to a closure of the air valve.

Page 6
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
AIR STARTER - TROUBLE SHOOTING
So cranking of gas generator rotor after depres-

sion of STAST (ЗАПУСК) button with АИ-9В/АИ-9
engine running
Uncouple el. connector at air starter solenoid

valve and, without starting АИ-9В/АИ-9 turbine
engine, select master switch to DRY MOTORING
(ХОЛОДНАЯПРОКРУТКА)position, depress START
(ЗАПУСК) button, and check to see that el.
connector is energized
There is no voltage Energized
Rectify fault in helicopter's

electrical system Remove air starter solenoid valve
(Ref. Task Card No. 202) and check
armature rod for absence of seizure
Replace air starter solenoid Remove air starter (Ref. Task Card
valve (Ref. Task Card No. 202) No. 201) and verify that air starter
torsion shaft is intact. If it is
broken,
Examine air starter (Ref. Task Card

No. 204, Step 2). If condition of air
starter is
Replace air starter torsion Replace air starter (Ref.

shaft (Ref. Task Card 204) Task Card No. 201)
Ho Cranking of Gas Generator Rotor After Depression of Start (ЗАПУСК) Button

with АИ-9В/АИ-9 Engine Running.
Figure 101

Page 101
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
Cranking of gas generator rotor during

starting of АИ-9В/АИ-9 turbine engine
Check air filter for cleanliness (Ref.

Task Card No. 203)
Check, whether thouble persists with

Wash air starter air circuit breaker of helicopter anti-
filter (Ref. Task Card icing system cut off
No. 203)
Replace air starter (Ref.
Task Card No. 201)
Cranking of Gas Generator Rotor During Starting of АИ-9В/АИ-9 Turbine Engine.

Figure 102
EFFECTIVITY: ALL
080.12.00
Page 102
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Air starter falls to disconnect during engine start at

Ngg = 60 to 65 % (AIR STARTER ОN (СВ РАБОТАЕТ) annun-
ciator illuminates at Ngg > 66 %)
Close circuit breakers which are necessary to start

engine. Check air starter starting air pressure switch
for serviceability by continuity testing terminals 1
and 2 of el. connector Ш4 (Ref. 072.03.00, Fig. 2). If
Rectify fault Check air starter air filter

for cleanliness and, if need
be, clean it (Ref. 080.12.00,
Task Card No. 203)
Check electrical system circuits running from FCU

microswitch to air starter solenoid valve. If
Rectify fault
Check air starter solenoid
valve for serviceability. If
Replace air starter solenoid valve Adjust moment when air starter
(Ref. Task Card Nо. 202) cut-out signal is supplied in
accordance with 073.12.05,
Task Card No. 504. If
Replace fuel control unit Replace air starter (Ref.

(Ref. 072.00.00, Task Card No. 803) Task Card No. 201)
Air Starter Pails to Disconnect During Engine Start at Ngg = 60

to 65 % (AIR STARTER ОN (СВ РАБОТАЕТ) Annunciator Illuminates at Ngg > 66 %)
OO
Figure 103
080.12.00
EFFECTIVITY: ALL
Pages 103/104
Mar 15/88
AIR STARTER - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
TO MS. PAGES
TASK CARD NO. 201
201 to 206
MS. ITEM PROCEDURE: REMOVAL/INSTALLATION OF AIR STARTER
OPERATIONS AND TECHNICAL REQUIREMENTS (T.R) CORRECTIVE CHECKED

ACTIONS BY
Removal
MAINTENANCE MANUAL
Remove screw (24) (Ref. Fig. 201) attaching flexible shaft (26) of the free
turbine speed governor drive to bracket (29) of solenoid valve (27), remove
flat washer (30), rubber ring (28), and clamp (23) with rubber gasket (25)
TB3-117
Onsafety and disconnect the wiring from el. connectors (5) and (17) of the air
starter
Disconnect the pipe supplying air to the air starter from flange (18) and the
pipe supplying air to the pressurizing air valve from connection (16)
Unsafety and remove the coupling nut free connection (8) of pipe (12) supply-
ing oil to the air starter, carefully detach the pipe and remove jet (9)
NOTE: Do not perform the operations prescribed in Paras 1.1 thru 1.4 on the
engines provided with the self-contained lube system.
Onsafety and remove two bolts (3) securing bracket (2) to rubber shock mounts
(1)
080.12.00
Remove two nuts (22) with washers (21) and detach bracket (2) from bracket (20)
having removed bolts (19) and waahers (4)
Unsafety and remove nut (13) attaching strap clamp (11) and then remove the
Jan 15/86
Page 201
air starter and sealing ring (15).
NOTE: To avoid staining of the coveralls with oil, the removed air starter
should be transported in horizontal position.
EFFECTIVITY: ALL
ACTIONS BY
Installation
Due to the fact, that in service some engines are equipped with the air starters
featuring the reduction gear centralized lube ayatem while others are fitted with
the air starters provided with the self-contained lube system, it is necessary to
observe the requirements following below when installing the air starter.
The newly installed air starters are fitted with brackets designed for supporting
the shroud of the flexible shaft running along a straightened route. When instal-
ling the air starters on engines fitted with non-straightened external flexible
shafts, install the supporting bracket employed by the air starter being re-
MAINTENANCE MANUAL
moved, onto the newly installed air starter.
Engines manufactured after March 1, 1980 shall be equipped with air starters
0780859090-10 or 0780859090-80 carrying letters "АД" (standing for self-contai-
TB3-117
ned lube system and long modified flange 0780859180-81) on the casing and in
the Certificate.
Engines manufactured up to March 1, 1980 shall be equipped with air starters
0780859090-80 or 0780850500 carrying letters "AK" (standing for self-contai-
ned lube system and short modified flange 0780850350-80) on the casing and in
the Certificate.
When replacing the air starter on the engines equipped with the air starters fea-
turing the self-contained lube system of the reduction gear, it is necessary to
install the air starter having the self-contained lube system. In this case,
do not fail to pour the engine lube oil into the reduction gear.
The reduction gears of the air starters supplied to the Operators separately from
080.12.00
the engines are not filled with oil.
The engines provided with the air starters featuring the pressure lube system may
be equipped with the air starters of any model. After installation, the reduction
gears shall be filled with oil.
Page 202
Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
Air Starter Rear Jet Connection Bonding Gasket Plug for Oil Level
Attachment Shock Mount Block El. Connector Flexible Shaft Measurement Hole
Bracket Clamp Flange Solenoid Valve Drain and Oil Le-
Bolt Pipe Supplying Bolt Rubber Ring vel Measurement
Washer Oil to Air Starter Bracket Bracket Connection
El. Connector Nut Washer Flat Washer Plug for Oil
Nut External Drive Nut Filler Plug Drain Hole
Air Filter Gearbox Flange Clamp
Swivel Connection Sealing Ring Screw
NOTE: Parts (8), (9) and (12) are fitted only to air starters featuring centralized lube
system of reduction gears.
Air starters provided with self-contained lube system of reduction gears are fitted
with plug (3D for filling of oil in place of connection (8).
Parts (32), (33) and (34) are fitted after April 1, 1986.
Air Starter Removal/Installation

Figure 201

Pages 203/204
Mar 15/88
EFFECTIVITY: ALL
ACTIONS BY
When fitting the air starters having the self-contained lube system, remove the
pipe supplying oil to the air starter and the clamps securing the said pipe.
Blank off the connection exposed after the removal of the pipe with the nut-plug
supplied with the air starter. Safety the nut-plug.
Once the air starter with the self-contained lube system has been mounted on the
engine, it is not allowed to replace it with the air starter featuring the pres-
sure lube system
Examine sealing ring (15) and fit it to the air starter flange Replace sealing
MAINTENANCE MANUAL
ring, if found damag-
ed
Smear the splines of the air starter torsion shaft with the engine oil and
TB3-117
mount the air starter on external drive gearbox flange (14), having lined up
the register pin on the air starter flange with the hole in the drive gearbox
flange. Pit blocks (10) with the identification marks facing towards the
starter, secure them with strap clamp (11) ensuring a uniform clearance between
the adjacent faces, then tighten up nut (13) applying a torque of 0.65 to
0.75 kgf.m. Safety nut (13) with locking wire
Secure air starter rear attachment bracket (2) along with bracket (20) with the
aid of bolts (19), washers (4) and (21), and nuts (22). Pit bracket (2) to rub-
ber shock mounts (1) and secure it with two bolts (3) having placed tab washers
under the bolt heads
Remove the hollow bolt from snivel connection (8) (in сазе of the air starter
featuring the centralized lube system of the reduction gear) or the plug (in
080.12.00
case of the air starter having the self-contained lube system of the reduction
gear) and pour 120 cm^ of the engine oil into the air starter reduction gear
Pit previously removed jet (9) onto connection (8) and connect pipe (12) sup-
Page 205
plying oil to the air starter reduction gear (featuring the centralized lube
Mar 15/88
system) to connection (S). In case of the air starter provided with the self-
contained lube system of the reduction gear, screw the plug into the reduction
EFFECTIVITY: ALL
OPERATIONS AND TECHNICAL REQUIREMENTS <T.R.) CORRECTIVE CHECKED
ACTIONS BY
gear oil-filling port, having fitted a sealing ring and secured it with safety
wire.
NOTES: 1. Prior to fitting jet (9), wash it in clear gasoline and blust with
compressed air.
Do not perform the operations prescribed in Para 2.5 on the engines
provided with the self-contained lube system.
Attach the pipe feeding air to the pressurizing air valve, to connection (16)
Attach the pipe feeding air to the air starter, to flange (18)
MAINTENANCE MANUAL
Connect the wiring to el. connectors (5) and (17), and safety them with wire
Secure free turbine speed governor drive flexible shaft (26) to bracket (29)
TB3-117
of solenoid valve (27) proceeding аз follows: install gasket (25) and clamp
(23), insert screw (24) into clamp (23) having fitted rubber ring (28) and
washer (30) under the clamp, and then drive screw (24) into bracket (29)
through 0.5 to 0.7 revolution after the clearance in the clamp joint has been
taken up
Dry motor the engine and check the gaa generator RPM
Start the engine and check the time required for the engine to accelerate to
the idle power condition and the air starter cut-out RPM

080.12.00
Open-end wrench, S = 8x10 mm Engine lube oil

Open-end wrench, S = 14x17 mm Gasoline
Socket wrench, S = 14 mm
Page 206
Mar 15/88
Combination pliers
EFFECT1VITY: ALL
TO MS. PAGES
TASK CARD NO. 202
207 to 211/212
MS. ITEM PROCEDURE REMOVAL/INSTALLATION OF AIR STARTER SOLENOID VALVE

ACTIONS BY
Removal
Unsafety and uncouple the el. connector supplying voltage to the solenoid valve
Detach flexible shaft (4) (Ref. Fig. 202) of the free turbine speed governor
MAINTENANCE MANUAL
drive from bracket (3), for which purpose remove bolt (6), washer (19) and
rubber ring (20)
Remove two nuts (1) securing bracket (3) to the air starter
TB3-117
Back off nut (7) of bracket (3) clamp tie bolt (16) and remove bracket (3)
from solenoid valve (9)
Unscrew two nuts (18) attaching the solenoid valve and remove solenoid valve
(9), spring (15), shim (14) and sealing ring (13)
Unscrew the nut and remove pipe (6) (Ref. Fig. 203)
Unscrew blind nut (7) at connection (9) and the coupling nut of pipe (8), then
remove pipe (8) and the sealing rings
Remove screws (5) attaching connection (9) and then remove the connection
080.12.00
Installation
Using a depth gauge (L = 200 mm), measure dimension Г from the surface of the
control unit casing to the surface К with shims (3) (Ref. Fig. 203) fitted in
place
Page 207
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Nut Air Starter

Washer Stud
Bracket Sealing Ring
Flexible Shaft Shim
Clamp Spring
Bolt Tie Bolt
Nut Washer
Washer Nut
Solenoid Valve Flat Washer
El. Connector Rubber Ring
For Reference When Replacing Air Starter Solenoid Valve

Figure 202
080.12.00
EFFECTIVITY: ALL
Page 208
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Solenoid Valve Blind Hut

Sealing Ring Pipe
Shim Connection
Valve Disc Tappet
Screw Spring
Pipe Rod
Air Starter Solenoid Valve Removal/Installation

Figure 203

Page 209
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Insert a special mandrel supplied by the Manufacturer through its representa-

tives into the casing sleeve from the direction of removed connection (9)
Tighten up valve disc (4) with the aid of the mandrel and, using vernier cali-
pers (L = 150 mm), treasure at this position dimension Д from surface К to the
tappet end face. Remove the special mandrel
Determine the dimension A = Г + Д, that is, the dimension extending from the
surface of the control unit casing to the end face of the tappet, with shims
(3) fitted in their places
MAINTENANCE MANUAL
Measure dimension C, that is, the amount of projection of the rod of the repla-
cement solenoid valve. The projection of the rod shall be measured with the
aid of a depth gauge (L = 200 mm) with the rod depressed and shims (3) removed
TB3-117
Determine the clearance В - A - C. Ensure clearance В within (0.3+0.2) mm by se-
lective fitment of not more than three shims (0.5, 0,8, 1.0 and 1.2 mm)
Install the valve together with shims (14) (Ref. Fig. 202) selected in
Step 2.6, spring (15), and sealing ring (13) on the control unit casing and
secure it with the aid of two nuts (18) with washers (17). If required, renew
sealing ring (13)
Refit connection (9) (Ref. Fig. 203), having screwed in and safetied attachment
screws (5)
Refit pipes (6) and (8), having renewed the sealing rings. Screw blind nut (7)
onto connection (9) and lock the nut with the safety wire
080.12.0
Secure bracket (3) (Ref. Fig. 202) to the air starter casing with the aid of
two nuts (1) and washers (2), having attached the clamp of bracket (3) to
the solenoid valve
Jan 15/86
Page 210
Secure bracket (3) to the solenoid valve by tightening up tie bolt (16} with
nut (7) and washer (8)
EFFECTIVITY: ALL
ACTIONS ВУ
Secure flexible shaft (4) of the free turbine speed governor drive to bracket
(3) proceeding as follows:
- Match the holes in clamp (5) and bracket (3).
- Place rubber ring (20) and flat washer (19) under clamp (5).
- Screw in bolt (6).
- Safety bolt (6) with wire
Couple the power supply el. connector to the solenoid valve
Carry out a dry motoring run to function test the newly Installed solenoid
MAINTENANCE MANUAL
valve
TB3-117
080.12.00
Depth gauge, L = 200 mm Safety wire

Vernier calipers, I = 150 mm Sealing ring
Special mandrel
Pages 211/212
Shims
Jan 15/86
EFFECTIVITY: ALL
TO M.S. PAGES
TASK CARD NO. 203 213 to 214a/214b
M.S. ITEM PROCEDURE INSPECTION AND WASHING OP AIR STARTER FILTER

ACTIONS BY
The air starter filter is available in three design versions which are not inter-
changeable (Ref.Fig.204)
Unsafety cover (6) (Ref.Fig.204) of the filter. Holding filter casing (1) with
MAINTENANCE MANUAL
the aid of wrench S = 30 mm, unscrew the filter cover with the aid of wrench
S в 19 mm and remove sealing ring (5) from the cover
Remove spring (4), filter (3) and sealing ring (2)
ТВ3-117
Visually inspect the filter for external condition and make sure its gauze is Replace filter
intact
Rinse the filter and its parts in clean kerosene or gasoline using hair brush
Using the ПКФ device, check the quality of washing of the filter following the Perform procedures
procedures laid down in the Instructions on ultrasonic cleaning of the filter under Step 6
elements with the aid of an accessory adapter. The time necessary to check the
filter on the ПКФ device shall not exceed 8 sec
If the results of cleaning according to Step 4 are unsatisfactory, soak the Perform procedures
filter in clean kerosene for 1 to 2 h and subject it to a repeated cleaning ace. under Step 7
to Step 4 followed by testing with the help of the ПКФ device
If the results of cleaning according to Steps 4 and 6 are unsatisfactory, clean Perform procedures
the filter in water solution of cleansing agent XC-2M with concentration of 40 under Step 8
080.12.00
to 50 g/ltr. Immerse the filter for 1 to 2 h in the solution warmed to a tempe-

rature of 60 to 70 °C, approx. Then wash the filter using hair brush, rinse in
clean water and dry in the air. Using the ПКФ device, check the quality of wash-
ing of the filter
Page 213
Mar 15/88
If the results of cleaning according to Step 7 are unsatisfactory, wash the Replace filter
filter on ultrasonic test unit. Hang the filter on a wire at a distance of 5 to
ТВЗ-117
MAINTENANCE MANUAL
Filter Casing
Sealing Ring
Filter
Spring
Sealing Ring
Cover
By-pass Valve
Air Starter Filter

Figure 204

Зage 214.
Mar 15/88
EFFECTIVITY: ALL
ACTIONS BY
15 mm from the transducer diaphragm and wash it for 15 to 20 min in solution

No. 1 following the procedures laid down in the Instructions on ultrasonic
cleaning of the filter elements without rotation engagement. Using the ПКФ
device, check the quality of washing of the filter.
NOTES: It is permissible to use solutions Nos 2 and 3.
It is acceptable to perform the procedures laid down in Step 8
instead of Steps 4 or 6 or 7, and Step 4 or 6 (repeatedly) instead
of Step 7.
If the results of checking with the use of the ПКФ device are satisfactory,
MAINTENANCE MANUAL
wash the filter in clean gasoline and dry in the air to remove the АМГ-10 oil
, Install sealing ring (2), filter (3) and spring (4). Pit seeling ring (5) to
cover (6) and then screw on and safety cover (6).
TB3-117
NOTE: Use the ПКФ device for checking filter versions II and III only
Device ПКФ Wrench, S = 30 mm Safety wire

Adapter У6358-7503 Wrench, S = 19 mm Gasoline
Stop-watch Combination pliers Kerosene
Ultrasonic test unit Oil АМГ-10
080.12.00
Brush Cleansing agent XC-2M

ТУ-6-18-20-22
Pages 214a/214b
Solution No. 1 for ultrasonic

test unit
Mar 15/88
EFFECTIVITY: ALL
TO MS. PAGES
TASK CARD NO . 204 215, 216
MS. ITEM PROCEDURE: REPLACEMENT OF AIR STARTER TORSION SHAFT

ACTIONS BY
Remove the air starter from the engine following the procedure detailed in Task
Card No. 201, Step 1
Inspect the air starter to verify it is free from damage, cracks and darkening
MAINTENANCE MANUAL
of the paintwork indicative of a possible overheating of the reduction gear.
Drain the oil from the air starter onto a piece of clean cloth and make sure that
the oil is free from metallic swarf
TB3-117
If the air starter is found to be in satisfactory condition, use the У6351-5015
and У6351-0636 fixtures to depress the spring ring and then remove bushing (35)
(Ref. Fig. 1)
Using the У6351-5016 fixture or tweezers, remove the cut-off portion of torsion
shaft (16) complete with the sealing ring
Install a new torsion shaft complete with a new sealing ring
Using the У6Э51-5015 or У6351-0636 fixtures, compress the spring ring on the
bushing and fit the bushing
Verify that the spring ring correctly locates the bushing

080.12.00
Mount the air starter on the engine following the procedure laid down in Task
Card No. 201, Step 2
Page 215
Nov 17/93
EFFECTIVITY: ALL
Fixture У6351-5015 Torsion shaft 7885.0127

Fixture У6351-5016 Sealing ring 2267A-232-2
Tweezers
MAINTENANCE MANUAL
TB3-117
080.12.00
Page 216
Nov 17/93
EFFECTIVITY: ALL
TO MS. PAGES
TASK CARD NO. 205 217, 218
MS. ITEM PROCEDURE: CHANGING OIL IN AIR STARTER REDUCTION GEAR PROVIDED WITH SELF-CONTAINED
LUBRICATION SYSTEM
OPERATIONS AND TECHNICAL REQUIREMENTS (T.RJ CORRECTIVE CHECKED

ACTIONS BY
Changing Oil in Air Starters that have no Drain Connection and Oil Level
Indication
MAINTENANCE MANUAL
Remove the air starter from the engine (Ref. Task Card No. 201). While remov-
ing the air starter, do not turn it over to avoid pouring the oil out
Unsafely and unscrew filling plug (31) in the upper portion of the air starter
reduction gear, remove the sealing ring under the plug
TB3-117
Drain oil from the air starter reduction gear through the filling hole turning
the air starter with the hole downwards and to the sides
Fill in the air starter reduction gear with 120 cm3 of fresh engine oil and
rinse it. Turn the air starter torsion shaft through two to three revolutions
and drain the oil
Install the air starter on the engine (Ref. Task Card No. 201)
Using a lubricator, fill in the air starter reduction gear with 120 cm3 of
fresh oil. Screw in and safety plug (31) complete with a new sealing ring.
CAUTION: IT IS PROHIBITED TO FILL IN THE REDUCTION GEAR WITH MORE THAN
120 cm3 OF OIL.
After engine ground running, examine the air starter. No oil leakage from Replace sealing ring
080.12.00
under the reduction gear plug and along the air starter-to-engine attachment
flange is acceptable
Page 217
Nov 17/93
EFFECTIVITY: ALL
ACTIONS BY
Changing Oil in Air Starters that have Drain Connection and Oil Level
Indication (Connection has been introduced since April 1, 1986)
Unsafety and unscrew filling plug (31) in the upper portion of the air starter
Unsafety, unscrew and remove plug (32) of the air starter reduction gear oil
level measurement hole from connection (33)
Unsafety, unscrew and remove plug (34) of oil drain hole from connection (33)
and drain the oil from the air starter reduction gear
Screw in and safety plug (34) of the oil drain hole
MAINTENANCE MANUAL
Pill in the air starter reduction gear with 120 cm3 of fresh oil (until oil
appears from the oil level measurement hole)
Screw in and safety filling plug (31) complete with a new sealing ring
TB3-117
Screw in and safety plug (32) of oil level measurement hole
After engine ground running, examine the air starter. No oil leakage from
under filling plug (31), plugs (32), (34) and along the air starter-to-engine
attachment flange is acceptable
TEST EQUIPMENT TOOLS AND FIXTURES
Open-end wrench, S = 8x10 mm Engine oil

Open-end wrench, S = 8x10 mm Sealing ring 33M51-14-10,2-1
Socket wrench, S = 14 mm under air starter filling plug
080.12.00
Combination pliers Ring 2267A-293-2 under flange

lubricator 25.19.02.130 NOTE: Sealing rings (Items 2 and
3) are available in engine
individual spаrе parts set
Page 218
Nov 17/93
EFFECTIVITY: ALL
TO MS. PAGES
TASK CARD NO. 206 219, 220
MS. ITEM PROCEDURE: CHANGING OIL IN AIR STARTER REDUCTION GEAR FEATURING SELF-CONTAINED LUBE SYSTEM

ACTIONS BY
1, Changing Oil in Air Starters that have no Drain Connection and Oil Level
Indication
MAINTENANCE MANUAL
1.1. Remove the air starter from the engine (Ref. Task Card No. 201). While remov-
ing the air starter, do not turn it over to avoid pouring the oil out
1.2. Unsafety and unscrew filling plug (31) in the upper portion of the air starter
TB3-117
1.3. Drain oil from the air starter reduction gear through the filling hole turning
the air starter with the hole downwards and to the sides
1.4. Fill in the air starter reduction gear with 120 cm3 of fresh engine oil and
rinse it. Turn the air starter torsion shaft through two to three revolutions
and drain the oil
1.5. Install the sir starter on the engine (Ref. Task Card No. 201)
1.6. Using a lubricator, fill in the air starter reduction gear with 120 cm of
fresh oil. Screw in and safety plug (31) complete with a new sealing ring
CAUTION: IT is PROHIBITED то FILL IN THE REDUCTION GEAR WITH MORE THAN
3
120 cm OF OIL.
1.7. After engine ground running, examine the air starter. No oil leakage from Replace sealing ring
080.12.00
under the reduction gear plug and along the air atarter-to-engine attachment
flange is acceptable
Page 219
Mar 15/88
EFFECTIVITY: ALL
ACTIONS BY
Changing Oil in Air Starters that have Drain Connection and Oil Level
Indication (Connection has been introduced since April 1, 1986)
Unsafety and unscrew filling plug (31) in the upper portion of the air starter
Unsafety, unscrew and remove plug (32) of the air starter reduction gear oil
level measurement hole from connection (33)
Unsafety, unscrew and remove plug (34) of oil drain hole from connection (33)
and drain the oil from the air starter reduction gear
Screw in and safety plug (34) of the oil drain hole
MAINTENANCE MANUAL
Pill in the air starter reduction gear with 120 cm3 of fresh oil (until oil
appears from the oil level measurement hole)
Screw in and safety filling plug (31) complete with a new sealing ring
TB3-117
Screw in and safety plug (32) of oil level measurement hole
After engine ground running, examine the air starter. No oil leakage from
under filling plug (31), plugs (32), (34) and along the air starter-to-engine
attachment flange is acceptable
Open-end wrench, S = 8x10 mm Engine oil

Open-end wrench, S = 8x10 mm Sealing ring 33451-14-10,2-1
Socket wrench, S = 14 mm under air starter filling plug
080.12.00
Combination pliers Ring 2267A-293-2 under flange

Lubricator 25.19.02.130 NOTE: Sealing rings (Items 2 and
3) are available in engine
individual spare parts set
Page 220
Mar 15/88
ТВЗ-117
MAINTENANCE MANUAL
IGNITION SYSTEM - DESCRIPTION AND OPERATION
General
The purpose of the ignition system is to ignite the fuel-air mixture in the combustion
chamber in the course of an engine starting both on the ground and in flight.
The engine employs a low-voltage capacitance ignition system including the following ele-
ments :
- An ignition unit.
- Two ignition plugs.
- Two high-voltage (HV) wires.
- A pressurizing air valve.
Description
The purpose of the ignition unit is to transform the power source voltage into a volt-
age required to produce an electrical spark at the moment of a discharge occurring be-
tween the electrodes of the ignition plug.
The ignition unit is shaped as a rectangular box and secured to the casing of the com-
pressor and first support assembly with the aid of plate brackets and rubber shock
mounts.
Рог the description and operation of the ignition unit, refer to 080.21.01.
The purpose of the ignition plug is to produce an electrical spark.
The engine is fitted with two ignition plugs installed on the combustion chamber cas-
ing.
Por the description and operation of the ignition plug, refer to 080.21.02.
The purpose of the HV wire is to feed a high-voltage electrical discharge to the igni-
tion plug.
The HV wire consists of the following elements:
- An HV wire.
- Two contact units,
- A protective hose.

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Pin High-Voltage Wire

Terminal Lug Plug
(to Ignition Unit) Insulator
Coupling But Coupling Nut
Insulator terminal Lug
Protective Braiding (to Ignition Plug)
Sleeve
High-Voltage Wire
Figure 1

Page 2
Jan 15/86
TB3-117
MAINTENANCE MANUAL
Two HV wires, differing in a length only, serve to connect the contact points of the
ignition unit with the contact pointe of the ignition plug and are located on the en-
gine in the region of the turbine stage 1 NGV's.
The HV wires are attached to the engine casing by means of clips.
HV wire (7) (Ref. Fig. 1) differs from the remaining wires of the engine electrical
equipment by a high value of the resistance of its insulation, since it is used to con-
vey a high-voltage discharge. The HV wire is enclosed in protective braiding (5). Sol-
dered to the ends of the HV wire are terminal lugs that serve to provide & contact be-
tween the ignition plug and the ignition unit.
Terminal lug (2) intended for coupling with the ignition unit is of the pinned type. HV
wire (7) extends to the tip of pin (1) of the terminal lug and is soldered there to
the pin. The HV wire is protected at the terminal lug by insulator (4). Terminal lug
(2) is secured to the ignition unit by means of round coupling nut (3).
Terminal lug (11) intended for coupling with the ignition plug is of the elbow bend
type and provided with a plug. HV wire (7) is soldered to plug (8) that is protected
with insulator (9). Coupling nut (10) secures terminal lug (11) to the ignition plug.
Protective metallic braiding (5) is soldered at both ends to sleeves (6).
The purpose of the pressurizing air valve is to supply air from the turbine engine to
the main fuel manifold at engine starting.
The pressurizing air valve is mounted on the compressor outlet guide vanes housing
with the aid of brackets.
For the description and operation of the pressurizing air valve, refer to 080.21.06.
Operation
On the 5th second after depression of the START (ЗАПУСК) button, the auto start control
unit energizes the ignition unit which transforms the supplied energy into a voltage
required to ensure functioning of the ignition plug.
This voltage is supplied via two HV wires to the ignition plugs which produce sparks at
the moment when a discharge occurs between the ignition plug electrodes, thus causing
the fuel-air mixture to ignite.
Simultaneously with the energization of the air starter solenoid valve and initiation
of the air supply for cranking of the air starter, air is delivered via a pipe from the
air starter to the pressurizing air valve. From the pressurizing air valve the air is
delivered to the main fuel manifold of the fuel nozzles to improve the atomization of the
fuel fed into the primary fuel manifold of the fuel nozzles. When the fuel-air mixture
has been lit up and the fuel pressure within the primary fuel manifold has built up to

Page 3
Jan 15/86
TB3-117
MAINTENANCE MANUAL
a level of 5 to 6 kgf/cm2, the pressurising air valve get в closed by this pressure thus
terminating the air flow to the main fuel manifold of the nozzles.
The ignition system gets out out on the 30th second by the command signal produced by
the auto start control unit.

Page 4
Jan 15/86
IGNITION SYSTEM - MAINTENANCE PRACTICES
EFFECTIVITY: ALL
TO MS PAGES
TASK CARD NO. 201
201 to 203/204
MS. ITEM PROCEDURE REMOVAL/INSTALLATION OF IGNITION SYSTEM HV WIRES

ACTIONS BY
MAINTENANCE MANUAL
Removal of HV Wire Extending to LH Ignition Plug
Remove two nuts (9) (Ref. Fig. 201} on two coupling clamps and then remove
coupling clamps (4)
TB3-117
Unscrew three nuts (12) of the three coupling clamps fitted at the compressor
casing-to-combustion chamber casing joint and then remove clamps (1)
Unsafety coupling nut (14), unscrew it from the ignition plug, and remove the
HV wire from the ignition plug
Dnsafety and remove coupling out (8) and then remove the HV wire from the
ignition unit
Installation of HV Wire Extending to LH Ignition Plug
Insert the HV wire terminal lug (7) into the ignition unit el. connector,
attach coupling nut (8) to the el. connector, tighten up the nut fingertight
080.21.00
and safety it with wire
Insert HV wire terminal lug (13) into the ignition plug socket, screw on and
safety coupling nut (14)
Jan 15/86
Page 201
Pit three clamps (1) to the HV wire, attach them to the compressor casing-to-
combustion chamber casing flanged joint, insert three bolts (11) and tighten
them with nuts (12)
EFFECTIVITY: ALL
Ignition System HV Wire Remoral/Inetallation
MAlNTBiANCE MANUAL
ТВЗ-117
Figure 201
6. Terminal Lug 11. Bolt

1. Clamp
2. Terminal Lug 7. Terminal Lug 12. Nut
8. Coupling Nut 13. Terminal Lug
3. Coupling Nut
080.21.00
9. Nut 14. Coupling Nut

4. Clamp
5. Coupling Nut 10. Bolt
Page 202
Jan 15/86
EFFECTIVITY: ALL
ACTIONS BY
Couple both HV wires with two clamps (4) having tightened up bolts (10) with
nuts (9)
Removal of HV Wire Extending to RH Ignition Plug
Unscrew two nuts (9) of coupling clamps (4) and then remove coupling clamps (4)
Unsafety coupling nut (3), remove it from the ignition plug and then remove the
HV wire
MAINTENANCE MANUAL
Unsafety coupling nut (5), remove it from the ignition unit and then remove the
HV wire
Installation of HV Wire Extending to RH Ignition Plug
TB3-117
Insert HV wire terminal lug (6) into the ignition unit el. connector, attach
coupling nut (5) to the el. connector, screw it on fingertight and safety with
wire
Insert HV wire terminal lug (2) into the ignition plug socket, screw on and sa-
fety coupling nut (3)
Couple both HV wires with two clamps (4), having tightened up bolts (10)
with nuts (9)
080.21.00

Pages 203/204
Open-end wrench, S = 14x17 mm Safety wire

Combination pliers
Jan 15/86
TB3-117
MAINTENANCE MANUAL
IGNITION UNIT - DESCRIPTION AND OPERATION
General
The purpose of the capacitance ignition unit is to transform the voltage of the power
source into a voltage required to ensure functioning of the semi-conducting ignition
plug.
The ignition unit has two independent equivalent electric circuits and in conjunction
with two ignition plugs, shielded HV wires, HV fittings, and the starting system is
used to ignite the fuel-air mixture at engine startings on the ground and in flight.
The ignition unit incorporates the P-26 dischargers with radioactive isotopes.
Since the radiation doze rate on the outer surface of the ignition unit does not ex-
ceed the permissible safety rate, the ignition unit and its packaging bear no sign of
radiation hazard for the maintenance personnel and no special protective means are re-
quired.
Description
Main Data
- Rated power stored 2J
- Frequency of discharge recurrence across ignition

plugs at supply voltage of (27+1) V 6 to 25 pulses per sec
- Current consumed bу ignition unit at supply voltage

of (27+1) V (5+2) A
- Amplitude voltage at test transmitters outputs 50 to 150 V
- Operating duty Intermittent
- The duration of the ignition unit actuation period

is controlled by the engine auto start control equip-
ment. In exceptional cases it is allowed to carry
out several switchings one after another without
intervals with a total duration of not more than
90 sec
- Mass of ignition unit 3.35 kg, max.
Design
The external view of the ignition unit is presented in Figure 1. The design of the ig-
nition unit includes two identical groups of units, secured within the casing by means

Page 1
Jan 15/86
TB3-117
MAINTENANCE MANUAL
of screws with the aid of clamps and fittings press-fitted into plastic cases of the
units.
Provided on the external surface of the ignition unit casing (1) are PWR SUPPLY (ПИТА-
НИЕ) el. connector (3), TEST (КОНТРОЛЬ) el. connector (5), and HV output ferrules (4)
intended for connection of shielded HV wires having a maximum length of 1.5 m and pro-
vided with sealing bushings. In service, the ZEST (КОНТРОЛЬ) el. connector is blanked
off with a plug. The casing has four mounting lugs with holes intended for attachment
of the ignition unit to the engine. The ignition unit is closed with cover (6) welded
to the casing after assembly of the ignition unit.
Casing HV Output Ferrules

Mounting Lug TEST (КОНТРОЛЬ) El. Connector
PWR SUPPLY (ПИТАНИЕ) El. Connector Cover
Ignition Unit
Figure 1
Operation
The operation of the ignition unit is based on the principle of accumulation of a

charge on a reservoir capacitor and a short-time discharge of the capacitor across the
ignition plug spark gap.
Following below is a description of operation of one independent circuit of the igni-

tion unit with reference to the ignition system schematic diagram presented in Fi-
gure 2. The second circuit operates in the same way.
On connection of the ignition unit to the power source, the current starts flowing
via the normally closed contacts of two solenoid tremblers and primary winding L1
of induction coil E. Аз the current gradually grows in intensity, it creates an in-
creasing magnetic flux in the magnetic circuit of the coil. As the magnetic flux,
creating the electromagnetic force attracting the armature of the tremblers to the
core, reaches a level when the electromagnetic force overcomes the opposing force of

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Ignition Unit. Schematic Diagram

Figure 2
the trembler springs, the contacts of both tremblers become open. The circuit of the
contact points becomes de-energized and, owing to the electromagnetic energy stored in
primary winding L1 of induction coil E, the electrical oscillations of the current and
voltage are set up in the primary circuit. These oscillations induce a high voltage in
secondary winding L2 of induction coil E. Reservoir capacitor C2 is charged through
rectifier V. Aa the oscillations in the primary circuit get damped, the magnitude of
the electromagnetic force in the primary circuit, attracting the armatures to the core,
is reduced and, as the result, the forces of the springs cause the armatures of the
tremblers to return to the initial position and remake their contacts. She current in
the primary winding again starts growing to a value sufficient to break the contacts.
The processes of making and breaking the contacts are repeated with a frequency of
about 700 cycles per second. Bach cycle ensures some portion of the electrical charge
built up on reservoir capacitor C2.
The charging of capacitor C3 proceeds through safety resistor R1 and occurs simultane-
ously with that of the reservoir capacitor. As capacitor C3 voltage builds up to a le-
vel equal to discharger F breakdown voltage (about 3 kV), the discharger gap breaks
EFFECTIVITY: ALL
080.21.01
Page 3
Jan 15/86
TB3-117
MAINTENANCE MANUAL
down. The resistance value of the safety resistor is selected so that by the moment
the breakdown of the discharger gap occurs, capacitor C3 voltage should only slightly
differ from the voltage of reservoir capacitor C2. Following the breakdown of the dis-
charger gap, the voltage of the reservoir capacitor is applied to the ignition plug,
thus ensuring its 'training' period, following which the energy stored on reservoir
capacitor C2 dissipates through the discharger and ignition plug.
Then (within the same number of cycles of trembler actuations), the charging of the
reservoir capacitor, breakdown of the discharger gap, and dissipation of the energy
stored by the reservoir capacitor takes place again. These processes are repeated
with the frequency of discharges across the ignition plug of 1 to 25 discharges per
second as long as the ignition unit remains connected to the power source. The elect-
rical discharges occurring on the ignition plug serve to ignite the fuel-air mixture.
The ignition unit circuit includes a special test transmitter. The functioning of the
test transmitter is based on a principle of operation of the current transformer. Ac-
ting as a primary winding of transformer T1 is a wire connecting the discharger with
HV output Ж3 and passed through the hole in the toroidal transmitter. At each dis-
charge across the ignition plug, due to a discharge current equal to several hundred
amperes passing through the connecting wire, a pulse of current is induced in the
transmitter winding, thus setting up a certain voltage on resistor R2 connected in
parallel to the transmitter winding. The resistance value of the resistor is selected
so that when the transmitter is off-load, the output amplitude voltage of the trans-
mitter should be ensured within a range of 50 to 150 V. The shape of the transmitter
voltage pulse is the same as that of the discharge current and corresponds to a dam-
ped sine curve. The transmitter leads are connected to one contact point of the TEST
(КОНТРОЛЬ) el. connector and to the ignition unit casing.
When the power is applied to contacts 1 and 2 of the PWR SUPPLY (ПИТАНИЕ) el. connec-
tor X1, the circuit connected to lower HV output 23 (looking from the side of the HV
leads with the Ignition unit mounting lugs facing downwards) becomes activated, where-
as the test pulses are applied to contact 1 of the TEST (КОНТРОЛЬ) el. connector Ж3;
when the power is applied to contacts 3 and 4, the circuit connected to the upper HV
lead becomes activated and the test pulses are supplied to contact 2 of the TEST (КОН-
ТРОЛЬ) el. connector.

Page 4
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
IGNITION UNIT - TROUBLE SHOOTING
T a b l e 101
Trouble Probable cause Tracing faulty element Correction
Ignition unit fails Fault in electric cir- Perform operations Change ignition unit
to come into operati- cuitof ignition unit prescribed in Task
on Card No. 202

Pages 101/102
Jan 15/86
TB3-117
MAINTENANCE MANUAL
IGNITION UNIT - MAINTENANCE PRACTICES
Safety Precautions to Be Observed when Handling Ignition Unit
CA0TION: DO NOT ATTEMPT TO DISASSEMBLE AND REPAIR THE IGHITION UNIT IN SERVICE.
In service, take care to protect the ignition unit casing from impacts. Keep in mind,
that any damage to the ignition unit casing may cause a radiation hazard.
Should the ignition unit be found damaged, check the unit for radioactive contamina-
tion and forward it to the Supplier.
CAUTION: IF RADIOACTIVE CONTAMINATION IS DETECTED, THE IGHITION UNIТ SHALL BE PACKAG-

ED AND SHIPPED IB COMPLIANCE WITH THE EXISTING REGULATIONS ON PACKAGING AND
SHIPMENT 0F RADIOACTIVE MATERIALS.
EFFECTIVE ALL 080.21.01

Pages 201/202
Jan 15/86
EFECTIVITY: ALL
ACTIONS BY
CAUTION: DO NOT ALLOW THE IGHITIOH UNIT TO OPERATE WITH WIRES AND IGHITIOH
PLUGS DISCONNECTED AS THIS MAY LEAD TO AN UNACCEPTABLE INCREASE IN
THE VOLTAGE ON THE ELEMENTS OF THE IGHITION UNIT AID RESULT IN DA-
MAGE TO THE IGNITION UNIT.
DO HOT CONNECT THE POWER SOURCE TO THE "TEST" (КОНТРОЛЬ) EL. CONNEC-
TOR SINCE THIS WILL DAMAGE THE IGHITIOH UNIT TEST TRANSMITTER.
MAINTENANCE MANUAL
TB3-117
080.21.01
Jan 15/86
Page 204
EFFECTIVITY: ALL
PAGES
PROCEDURE: REMOVAL/INSTALLATION OF IGNTION UNIT

MS. ITEM

ACTIONS BY
WARNING:WHENРЕRFОRMINGTHEOPERATIONS CONNECTED WITH REMOVAL/INSTALLATION OF THE

IGHITION UNIТ, TAKE CARE TO PRECLUDE AN ACCIDENTAL СONNECTION OF THE IGNI-
MAINTENANCE MANUAL
TION UNIТ TO THE POWER SOURCE, AS, IN THIS CASE, THE ELEMENTS OF THE IGNI-
TION SYSTEM MAY BE UNDER VOLTAGE DANGEROUS TO THE HEALTH AND LIFE OF THE
MAINTENANCE PERSONNEL.
TB3-117
Inspect the ignition unit before fitting it to the engine to make sure it is
free from damage
Clean the location places on the engine and the surfaces of the ignition unit
mounting lugs to ensure a minimum contact resistance between the ignition unit
casing and the engine frame
Secure the ignition unit on the engine with the aid of screws (Ref. 072.00.00,
Task Card No. 805)
Connect the HV shielded wires to the ignition unit and the power supply wires to
the PWR SUPPLY (ПИТАНИЕ) el. connector as shown in the diagram of connections
provided on the ignition unit casing.
The surface of the sealing sleeves fitted into the HV leads shall be coated with
a layer of talc.
080.21.01
The coupling nuts of the HV shielded wires and those of the PWR SUPPLY (ПИТАНИЕ)
el. connector shall be properly tightened fingertight to prevent sparking from
Jan 15/81
under the coupling nuts during operation of the ignition unit and then safetied
Page 20:
with wire.
EFFECTIVITY: ALL
PAGES
PROCEDURE: FUNCTION TESTING IGNITION UNIT

MS. ITEM

ACTIONS BY
Connect an instrument of the ИЧИ-2 type to the TEST (КОНТРОЛЬ) el. connector (5)
(Ref. Fig. 1) and measure the ignition plug discharge recurrence frequency, which
should be consistent with the requirements of Para 2.1 (Ref. Page 1)
MAINTENANCE MANUAL
TB3-117
080.21.01
Instrument of ИЧИ-2 type

Pages 205/206
Jan 15/86
ТВ3-117
MAINTENANCE MANUAL
IGNITION UNIT - STORAGE INSTRUCTIONS
The ignition unit is not subject to preservation with lubricants.
The ignition units may be stored without packing in heated premises only.
For the other requirements to be observed in the course of storage of the ignition units,
refer to Section 072.00.00, "Engine - Storage Instructions".
EFFECTIVITY: ALL ' 080.21.01

Pages 901/902
Jan 15/86
TB3-117
MAINTENANCE MANUAL
IGNITION UNIT - SHIPMENT
When shipping the ignition units, follow the requirements detailed in Section 072.00.00,

Pages 1001/1002
Jan 15/86
TB3-117
MAINTENANCE MANUAL
IGNITION PLUG - DESCRIPTION AND OPERATION
General
The purpose of the СП-26ПЗТ ignition plug is to ignite in conjunction with the ignition
unit and HV fittings the fuel-air mixture at engine starting on the ground and in flight.
Main Data
- Breakdown voltage under normal conditions (in delivery

condition) 1400 V, max.
-Mass 0.070 kg
- Operating duty In conaistense with that of

ignitioa unit
The ignition plug remains serviceable after exposure to decontaminating agents, except
for such chemicals as alkalis, acids and solvents.
Design
The ignition plug is of the one-piece, shielded design and it is provided with ceramic
insulation. The operational portion of the ignition plug includes central electrode
(1) (Ref. Fig. 1) and side electrode (5) with semiconducting element (4) sandwiched
between them. An electrical discharge occurs in a spark gap of ignition plug A across
the surface of the semiconducting element and it is shaped as an elongated flare due
to the existence of a guide passage in ignition plug body (3). The electrical contact
of the ignition plug with the contact unit is effected via contact rod (2) of the
central electrode.
Body (3) of the ignition plug is provided with the M16x1 thread intended for fitting
an elbow bend to the ignition plug and a flange for attachment of the ignition plug
to the engine.
The ignition plug is connected to the ignition unit by means of an HV shielded wire
having a copper conductor. The shielding of the HV wire incorporates a copper braid-
ing brazed/welded to the contact threaded sleeves.
To cool the operational end face of the ignition plug by air which is not discharged
into the combustion chamber, body (3) of the ignition plug is provided with two dia-
metrically opposite ports Б.

Page 1
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
Operation
The HV pulsating voltage is fed from the capacitance ignition unit to the ignition
plug. This high voltage causes an electrical discharge to take place between the igni-
tion ping electrodes асross the surface of the semiconducting element. The semiconduc-
ting element ensures a decrease in the ignition plug spark gap breakdown voltage aad
its stabilisation in the course of operation.
Central Electrode
Contact Rod
Body
Semiconducting Element
Side Electrode
Ignition Plug
Figure 1

Page 2
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
IGNITION PLUG - TROUBLE SHOOTING
Should there be no sparking on the ignition plug because the plug is faulty, change the ig-
nition plug.

Pages 101/102
Jan 15/86
TB3-117
MAINTENANCE MANUAL
IGNITION PLUG - STORAGE INSTRUCTIONS
The ignition plugs are not subject to preservation.
Do not place the ignition plugs for storage without packing. The plugs shall be stored
only in the Supplier's packing.
The ignition plugs may be stored in the Supplier's packing for a period up to 7 years
including 3 years of storage on open sites without sheds except for the climatic zones
characterized by an extreme thermal factor, where the term of storage on open sites
without sheds is up to 2 years while that on open sites under sheds is up to 3 years.
Tor the other requirements to be obserred in the course of storage of the ignition plugs,
refer to Section 072.00.00, "Engine - Storage Instructions".
EFFECTIVITY: ALL
080.21.02
Pages 901/902
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
IGNITION PLUG - SHIPMENT
1. When shipping the ignition plugs, follow the instructions laid down in Section 072.00.00,
EFFECTIVITY: ALL
080.21.02
Pages 1001/1002
Jan 15/86
ТВЗ-117
MAINTENANCE MANUAL
PRESSURIZING AIR VALVE - DESCRIPTION AND OPERATION
General
The purpose of the pressurizing air valve is to supply air in the course of engine start-
ing into the main fuel manifold.
Description
The pressurizing air valve incorporates the following basic elements: cast aluminium bo-
dy (2) (Ref. Fig. 1), spool (4), barrel (5), spring (8), inlet filter (9), and non-re-
turn valve (11). The pressurizing air valve is shown is the Figure in the closed positi-
on.
Operation
When the engine is at a standstill, the pressurizing air valve is in the open position
due to the fact that spring (8) causes spool (4) to move to the extreme left position.
In the course of engine starting, the air is supplied from the air starter to connecti-
on (10), then it passes through air filter (9) and, pressing non-return valve (11) away
from the valve seat, flows via a clearance between spool (4) and barrel (5), and gets
into the main fuel manifold through connection (6). The fuel pressure of the primary
fuel manifold is delivered via fuel connection (1) to the left end face of spool (4).
As soon as the pressure builds up to a level of 5 to 6 kgf/cm2 , spool (4) overcomes
the force of spring (8), moves to the right, and cuts off the air flow to the main fuel
manifold.
On de-energization of the air starter, the air supply to connection (10) terminates and
non-return valve (11) gets closed.
When the engine is being brought to a standstill, the fuel pressure fed to fuel inlet
connection (1) abruptly drops and spool (4) moves to the left and connects the main fuel
manifold via connection (6), jet A, and connection (12) with the drains system. Non-re-
turn valve (11), being in the closed position, prevents the fuel from getting into the
air line connecting the pressurizing air valve with the air starter.
EFFECTIVE: ALL 080.21.06

Page 1
Jan 15/86
EFFECTIVITY: ALL
Pressurizing Air Valve
MAINTENANCE MANUAL
Figure 1
TB3-117
Fuel Inlet Connection Spring
Casing Inlet Filter
Rubber Valve Valve Air Inlet
080.21.06
Spool Connection
Barrel Non-Return Valve
Connection Supplying Connection
Air to Fuel Nozzles
Jan 15/86
Page 2
PRESSURIZING AIR VALVE - MAINTENANCE PRACTICES
EFFECTIVITY: ALL TO M.S.

PAGES
TASK CARD No. 201 201 to 203/204
PROCEDURE: REMOVAL/INSTALLATION OF PRESSURIZING AIR VALVE

MS. ITEM
OPERATIONS AND TECHNICAL REQUIREMENTS (Т.К.) CORRECTIVE CHECKED

ACTIONS BY
TB3-117
MAINTENANCE MANUAL
Removal
Unsafety and remove the coupling nuts of pipes (6) (Ref. Fig. 201), (7), (9)
and (10) from the connections of pressurizing air valve (8)
Unscrew four self-locking nuts (5). remove flat washers (4) and bolts (1) atta-
ching the pressurizing air valve to mounting bracket (2)
Remove pressurizing air valve (8) and gasket (3)
Installation
Coat gasket (3) with the silozane enamel
Install pressurising air valve (8) together with gasket (3) on bracket (2), fit
bolts (1) and flat washers (4), and then tighten up self-locking nuts (5)
080.21.06
Attach pipes (6), (7), (9) and (10) to the respective connections оn the pres-
surizing air valve and safety the coupling nuts of the pipes with wire
Effect a wet motoring run of the engine and check the attachment points for
Jan 15/86
tightness
Page 201
Start the engine

TB3-117
MAINTENANCE MANUAL
Pressurising
Air Valve
Bracket
Washer
Gasket
Bolt
Pipe
Pipe
Pipe
Pipe
Nut
Pressurizing Air Valve Removal/Installation
Figure 201
Page 202
Jan 15/86
EFFECTIVITY: ALL
Combination pliers Siloxane enamel

Open-end wrench, S = 8x10 mm Safety wire
Box wrench, S = 8 mm
Wrench, S = 17 mm
MAINTENANCE MANUAL
TB3-117
080.21.06
Pages 203/204
Jan 15/86

Book - 2 Fuel AirOffTake Starting Systems and Engine Instruments

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ТВЗ-117

3. The Maintenance Manual consists of three books.

Book 3 contains description of specific design features of each particular engine

Topics: Page block

EFFECTIVITY: ALL INTRODUCTION

Otherwise: Page block

EFFECTIVITY: ALL INTRODUCTION

VGV - variable guide vanes assembly

EFFECTIVITY: ALL INTRODUCTION

REV. SECTION. SUB-SECTION, PAGE TRANSMITTAL

EFFECTIVITY: ALL 073.00.00

LIST OF EFFECTIVE PAGES

SECTION, SUB-SECTION, PAGE DATE SECTION, SUB-SECTION,

Title Page - Jan 15/86 073.02.00 203/204 Jan 15/86

SECTION, SUB-SECTION, PAGE DATE SECTION, SUB-SECTION,

073.12.00 6 Jan 15/86 073.12.05 23 Jan 15/86

SECTION, SUB-SECTION, PAGE DATE SECTION, SUB-SECTION,

073.12.05 65 Jan 15/86 73.12.05 533/534 Jan 15/86

SECTION, SUB-SECTION, PAGE DATE SECTION, SUB-SECTION,

073.17.00 2 Jan 15/86

Maintenance Practices 073.11.04 201/202

Storage Instructions 901/902

Inspection/Check 073.12.05 601/602

FUEL SYSTEM - DESCRIPTION AND OPERATION

1.2. The fuel system comprises the following:

- A low-pressure fuel system.

- A main fuel system.

- A compressor turbine inlet gas temperature (TIT) limiting system.

- A free turbine protection system.

2.1. Low-Pressure Fuel System

2.2. Main Fuel System

The description and operation of the system are given in 073.12.00.

2.3. Turbine Inlet Gas Temperature Limiting System

Fоr the description and operation of the system, refer to 073.17.00.

2.4. Free Turbine Protection System

For the description and operation of the system, refer to 073.16.00.

2.5. Drains System

For the description and operation of the system, refer to 073.02.00.

For the description and operation of the pipes, refer to 073.01.00.

EFFECTIVITY: ALL 073.00.00

Fuel System Piping

EFFECTIVITY: ALL 073.00.00

FUEL SYSTEM - TROUBLE SHOOTING

(a) Lack of leak-tightness in pipe joints (Ref. 072.00.00, Fig. 113).

EFFECTIVITY: ALL 073.00.00

Presence of fuel in exhaust stack when helicopter

Detach pipe (5) (Ref. 073.01.00, Fig. 2) draining fuel

EFFECTIVITY: ALL 073.00.00

Hot air jet leakage (drain tank heating)

Carry out two or three engine starts to flush

Disconnect pipe (34) draining fuel

PROCEDURE: DE-INHIBITING FUEL SYSTEM

OPERATIONS AND TECHNICAL REQUIREMENTS (T.R.) CORRECTIVE CHECKED

of purging the engine of fuel

Enter the de-inhibiting operation in the engine Log Book

Open-end wrench, S = 12x14 ma Safety wire

PROCEDURE: INHIBITING FUEL SYSTEM

OPERATIONS AND TECHNICAL REQUIREMENTS (T.R.) CORRECTIVE CHECKED

Preparation for Inhibiting

Prepare a bucket to collect the drained fuel

Connect the hose of the inhibiting rig to the inhibiting connection

Detach the hose of the inhibiting rig at the inhibiting connection

Bucket Safety wire