Chapter 8 PNEUMATIC SYSTEM

APPLICATION AND GENERAL DESCRIPTION

The pneumatic system /Fig.8.1/ serves to control the main undercarriage wheel brakes /or
skis/ and to block the rear wheel in neutral position.
Moreover, the pneumatic system may be put to use for additional inflation of tyres and
shock-absorbers of both the main and rear undercarriage.
The working pressure in the braking system amounts to 0,9-1 MPa /9-10 kG/cm 2 /.

DESCRIPTION OF PNEUMATIC SYSTEM OPERATION AND DIAGRAM

The charging of the board cylinder with air compressed to 5 MPa /50 kG/cm 2 / is made from
aerodrome bottle by connecting it to the board charging pipe connection /21/ with use of
the flexible hose making part of the ground equipment.
From pipe connection /21/ air passes through the straight-run filter /7/ and the filling
valve to the compressed air cylinder /12/-.
A safety valve is built into the filling valve /10/ and prevents pressure increase in
the pneumatic system in excess of 5,5-6,2 MPa /55-62 kG/cm 2 /. Between the board air
cylinder and the filling valve, the pressure gauge MW-80 of 8 MPa /80 kG/cm 2 / or MA-100
type of 10 MPa /100 kG/cm2 / /11/ is mounted to indicate the pressure in the system. During
the flight, the air cylinder is re-charged by the compressor /1/ mounted on the engine.
The compressed air flows to the cylinder through the filter - settler /4/, automatic
pressure regulator /5/, non-return valve /6/, straight-run filter 111 and filling valve
/10/.
The pressure in excess of the rated valve brought about from the compressor, is throttled
by the automatic pressure regulator /5/ and drawn away to the atmosphere.
The supply of compressed air to wheel brakes comes into effect through the pressure
reducing valve /23/ which reduces the pressure from 5 MPa /50 kG/cm 2 / to 0,9-1 MPa /9-10
kG/cm2 / and the brake differential which distributes the air as may be required, to the
left or right wheel, or to both wheels simultaneously.
The two-pointer pressure gauge /26/ indicates the air pressure in the left and right brakes
separately.
The opening of the pressure reducing valve and the pressure regulation in the brake system
is realized by means of a hand lever mounted on pilot’s control handwheel.
The differential is controlled by the rudder pedals.
In field conditions the pneumatic system makes it possible to charge additionally the
shock-absorbers and wheel tyres.
 Fig. 8.1. Pneumatic system diagram
1 – AK—50M1 compressor; 2 — rigid pipe; 3 — plug; 4 — FT—1300 filter settler; 5 — AD—50 automatic pressure regulator; 6
— non—return valve; 7 — 57—685 straight—run filter; 8 — rigid tubes; 9 — four—way piece with stopper; 10 — KN—9750/D
filling valve; 11 — MW—80 pressure gauge; 12 — compressed air bottle (cylinder); 13 -three-way
pipe with plug for additional inflation of tyres and rear shock-absorber; 14 — rigid tube; 15 — 694760M electro—pneumatic
valve; 16 — rigid tube; 17 — pipe union (elbow) for blocking the rear undercarriage; 18 — flexible tube; 19 — rear wheel K353;
20 — non—return valve, 21 — board charging pipe—connection; 22 — pipe connection for inflation of tvres and shock-absorbers
of the main undercarriage; 23-PU-7 pressure reducing valve; 24-flexible tube: 25-PU-8/1 brake differential; 26-MW-12 double
pointer pressure gauge; 27 — flexible tubes; 28 — main undercarriage left wheel K— 15G/T—150; 29 — main undercarriage
right wheel K—150/T—1 50.

For this purpose supplementary pipe connection /22/ and /13/ have been built in.
They serve the connection of flexible tubes with devices for charging and air pressure checking.
Electropneumatic valve 694700M is installed on frame No.23 controlling pneumatic jack mounted to
undercarriage frame cylinder. Before landing, at taxiing and take-nff, when pilot wants to black
undercarriage wheel in neutral position, switches on the switch on central instrumental panel. It
causes work of 694700M valve, moving jack piston forward and work of wheel blocking.

DESCRIPTION, DESIGN AND OPERATION OF ACCESSORIES

AK-50Pcompressor

The AK-50P two-stage compressor serves to supply the installation with compressed air during engine
operation.
THE compressor is mounted on engine crankcase rear cover at the right side and has an
output of 8 1 (bottle capacity) of air compressed to 5 MPa /50 kG/cm 2 / and filled up during 22
minutes max.
FT-1300 filter-settler (Fig.8.2)

The FT-1300 filter-settler is built on fuselage No 3 frame under the cockpit floor (at the lowest
point of the pneumatic installation). The filter-settler clears the air supplied by the compressor,
of water, oil and other impurities.
The condensate gathered in filter lower part is drained by turning the handwheel of the draining
cock screwed into the filter.

AD-50 automatic pressure regulator

The automatic pressure regulator AD-50 (Fig. 8.3.), built on fuselage frame No 3 under the cockpit
floor on the left side, is designed for automatic regulation of the pressure of air supplied by the
compressor to the pneumatic system.
If the pressure in the system is increased beyond the required level, the automatic regulator
joints the tube conveying air from the compressor with the atmosphere; by the same, the compressor
starts running idly.
If the pressure -in the system is below the suitable value, the regulator cuts off the air exit to
the atmosphere and directs the air into the installation. This makes the compressor operate on the
working stroke. That switching-over the compressor from normal duty to idle run prevents the
compresssor from overheating.
The automatic pressure regulator body is cast of AK51 alloy. Into the body are screwed: the stub
pipe for connection of the tube going from compressor and the stub pipe serving to connect the tube
conveying air to the board bottle.
One more stub pipe, serving the air exit to the atmosphere, is welded to the regulator cover, which
is screwn to the body by means of four screws.
The stub pipe bringing air from the compressor, has a conical gauze filter /2/ built in. When the
pressure in aircraft pneumatic system, that is, between the plunger and the ncn-return valve as
well, decreases below 4-4,4 MPa /40-44 kG/cm 2 /-the spring moves the plunger to the right, and the
valve needle closes the air exit to atmosphere.
In that position, the air is forced through the non-return valve into the aircraft pneumatic
Installation. The pressure therein increases till the resistance of the spring is overcome, i.e.
up to 5-5,5 MPa /50-55 kG/co2 /.
 Fig. 8.2. Filter-settler FT—1300 type
1 — body; 2 — pipe connection; 3 — pipe connection; 4 — drain cock.

Now the plunger moves to the left, the valve needle is lifted up and switching the compressor over to the
idle run takes place again.
The working scheme of the AD—50 pressure regulator is shown in Fig. 8.4.

Non—return valve

The non-return valve built on the automatic pressure regulator AD—50 prevents the pressure drop in the
pneumatic system as soon as this occurs in the line; pressure regulator — compressor.
When the system is charged with compressed air from the aerodrome bottle, the non—return valve cut-off
the airflow in
 AD-50 direction.

Fig. 8.3. Automatic pressure regulator AD—50

1 - needle; 2 - filter; 3 — non—return valve; 4 - plunger; 5 - lever; 6 — reducing spring; 7 — retainer; 8 — retainer roller.
 From compressor
From bottle

Fig. 8.4. AD-50 pressure regulator working scheme

Air exit to atmosphere Charging the bottle

— the compressor on idle run — the compressor on working stroke

Air supply from aerodrome To board bottle

bottle

Air supply from

compressor
 Fig. 8.5. Non—return valve
1 - plunger; 2 - spring; 3 — packing ring; 4 - three-way valve; 5 — valve body.

57-685 straight-run filter

This straight-run filter 57-685 (fig. 8.6) serves to clear the compressed air supplied from the compressor or
aerodrome bottle. It is located on fuselage frame No 3 under the floor of the cockpit.
 Fig. 8.6. 57—685 straight—run filter
1 — body; 2 - cover; 3 — spring; 4 - gauze; 5 - felt gasket; 6 - packing ring; 7 — packing ring; 8 - pipe connection.

KN-9750/D filling valve

The KN-9750/D filling valve (Fig. 8.7) serves to cut off the air flow from the bottle to the pneumatic system
and is installed on the left control panel in the cockpit.
Into the filling valve body a safety valve is built-in for the purpose of protecting the pneumatic installation
against excessive pressure increase when the board bottle is charged from the aerodrome bottle.
It also protects the installation during the charging of compressed air from the compressor should, for some
reason, the automatic pressure regulator fail. The safety valve spring is adjusted to 5,5-6,2 MPa
/55-62 kG/cm2 /.
 Fig. 8.7. KN-9750/D filling valve
1 - spring; 2 – valve head; 3 – body; 4 – gasket; 5 – handwheel; 6 – adapter; 7 – nut; 8 – bush; 9 – gland packing washer; 10-
axle; 11 – adjustment nut; A – outlet hole; B – exit adapter; C – inlet adapter.
When the brake system is operating or the board bottle is being charged, it is necessary to turn the
handwheel anticlockwise in order to open the way for the flow of air through the adapters C and В into the
bottle or into the installation.
Should the pressure in the installation be in excess of that for which the spring has been adjusted - the
safety valve head shall be shoved away from the seat and the excess air let go to the atmosphere through
the hole A.

Pressure gauges

The pressure gauges are installed in the cockpit oh the left control panel nearby the filling valve. The
pressure gauge MW-80 of 8 MPa /80 kG/cm 2 / or MA- 100 type of 10 MPa /100 kG/cm2 / indicates the air
pressure in the bottle. The 1,2 MPa /12 kG/cm 2 / or 1,5 MPa /15 kG/cm2 /. two-pointer pressure-gauge
serves to control the air pressure in the brake system with simultaneous braking of both undercarriage
wheels or at braking the left and right wheels separately.

800300A pipe connections for charging

In the bottom inspection hole on fuselage frame No 3,-the pipe connection 800300A for board charging !s
mounted together with the non-return valve built Into the connection. This pipe connection serves to charge
the board bottle from the aerodrome bottle and the non—return valve prevents the return of air to the bottle
on ground or to atmosphere. To compensate for the compressed air pressure drop In the shock-absorbers
and tyres of both the main and rear undercarriages, other additional pipe connections are provided.
For the main undercarriage a pipe connection is mounted in the fuselage bottom covering behind the frame
No 3, and on the frame No 23 for the rear one.

Compressed air board bottle

The board bottle (Fig. 8.8) of 8 l capacity. Is the container of compressed air.
The board Is welded of two hemispheres made of 2 mm thick 30HGSA sheet.
Each hemisphere has an adapter (neck) with a tapped hole welded in. Into the upper adapter a connecting
piece for connection of the tube conveying the compressed air is screwed, while the other neck is provided
with a plug for draining the condensate.
In order to protect the bottle against corrosion, its outer and inner surfaces are phosphatized. Moreover, the
inner surface is coated with a thin-layer of oil and the outer is painted with black enamel.
The strength of the bottle is equal to its triple working pressure which amounts to 5 MPa /50 kG/cm 2 /
The bottle is installed in the cockpit under the floor on a bracket having a spherical cavity.
PU—7 pressure reducing valve (Fig. 8.9)

The pressure reducing valve serves to actuate the brakes and to reduce the pressure of air brought to the
brakes.
The valve is installed on the left control column.
The design of the valve is shown in Fig. 8.9. The principle of operation is described below.
The compressed air from the bottle flows into the valve under 50 kg/[Link] pressure through the inlet
connector (1). Further on, the air penetrates under the inlet valves: small (2) and large (3).
The force resulting from action of the springs and pressure of the coming air does not permit the inlet
valves to open at this moment ad because of that, the air cannot enter the outlet connector (11).
When the push rod (4) is being pressed, the spring (5) moves the piston (6) downwards; the piston which
abuts with its shoulder against the large outlet valve (7), shifts this valve till it touches the small outlet valve
(8) — that shall cut off the communication between the low pressure chamber with atmosphere. Further
pressure upon the push rod moving downwards, shall cause opening of the small inlet valve (2). Now, the
compressed air is flowing through the lower chamber (9) and the middle chamber (10) to the brake system.

Fig. 8.8. Compressed air bottle

1 — connecting piece; 2 — fibre washer; 3 — upper neck; 4 — hemisphere; 5 — identification plate; 6 — lower neck; 7 —
stopper.
From the moment of small inlet valve opening, the pressure of the compressed air under the large inlet
valve (3) quickly decreases and the difference of pressure above and under the large inlet valve causes its
opening and makes the air flow to the brakes; that accelerates considerably the braking effect.
If a rapid release of brakes is indispensable, the pressure upon the push rod must be quickly stopped, to
make the push rod shift upwards. Then the piston (6), under the pressure prevailing in the low pressure
chamber and the working mechanism, shall move upwards and cause opening of the outlet valves with the
result that the air will leave the braking installation to join the atmosphere through the holes in the push rod.
In general, the small valves endow the mechanism with sensitivity, while the large valves ensure quick
braking and quick release of wheels. The spring action aims at continuous regulation of the air pressure to
be reduced, at different pressure upon the push rod.

Fig. 8.9. PU—7 pressure reducing valve

1 — inlet connector; 2 — small inlet valve; 3 — great inlet valve; 4 — push rod; 5 — reducing spring; 6 — piston;
7 - great outlet valve; 8 - small outlet valve; 9 — lower chamber chamber; 10 — upper chamber; 11 - outlet connector; 12 —
valve body.
PU—8/1 brake differential

The PU—8/1 differential makes it possible to apply the brakes of both main wheels simultaneously or each
taken separately. The differential is mounted on a special bracket fixed to rudder pedals.
The differential design is shown in Fig. 8.10.
The principle of operation is given below.

Fig. 8.10. PU—8/1 differential

1 — single—arm lever; 2 — double—arm lever; 3 — push rod; 4 — hole communicating the chambers with atmosphere;
5 — upper chambers; 6 - outlet adapter; 7 — grouped spring; 8 — contraction of central holes; 9 — lower chambers;
10 - spring; 11 — inlet adapter; 12 — hole joining together the lower chambers; 13 — valves; 14 — outlet adapter; 15-holes
taking air to the brakes; 16 — adjustment screws; 17 —cover; 18 —pin; 19 — pin; 20—cover with suspension fork; 21 - outer
bush; 22 - spring; 23 - inner bush; 24 — ring; 25 - bolt; 28 - body; 27 - stopper; 28 - piston- 29 — diaphragm; 30 — tightening
cover.
Air compressed to 5 MPa /50 kG/cm2/ is supplied from the board bottle PU-7 pressure reducing valve
where its pressure is reduced to 0,9-1 MPa /9-10 kG/cm 2 / and then conveyed-to the inlet adapter of the
PU-8/1 differential. From the inlet adapter /11/ air reaches the lower chambers /9/ which are
joined together by the hole /12/.

At single—arm lever (1) neutral position the push rods (3) together with valves (13) kept close against
them, are shifted upwards till they contact the double-arm lever (2).
From lower chambers (9) air penetrates through the contractions (8) of the central holes to the upper
chambers (5) and then, through holes (16) and outlet adapters (0 and 14), to the brake mechanisms of
main wheels. When the lever (1) is deflected form its neutral position, by means of the grouped spring (7),
through an angle of 15+3 — the differential changes its operation.
At greater deflection the pressure of the double-arm lever (2} upon one of the push rods becomes loosened
and thereby the push rod comes up to the top. At the same time the valve under air pressure and spring
(10) action, is pressed down to the seat in the body, thus closing the flow of air from the lower chamber to
the upper one, while the pressure prevailing in the upper chamber and in one of the wheels, displaces the
push rod towards the top and makes the upper chamber communicate with the atmosphere which fact. In
turn, is responsible for the flow of air from the upper chamber and one of wheels to the atmosphere through
the hole (4) In the push rod.
The pressure in the upper chamber shall decrease till the difference of pressures (acting through the upper
chamber push rods upon the double-arm lever). Is balanced out by the force of the spring belonging to the
grouped spring device, following which the valve shall close.
At the same time, the other push rod (3) closely pressed to the valve (13), displaces itself downwards
without calling for change of operation by the differential and the second wheel remains In braked position.
Braking and brake release of both wheels simultaneously is operated exclusively with aid of the PU—7
pressure reducing valve.

Tubing

The rigid tubes (pipes) of the pneumatic system are made of PA2-M material, except that connecting the
compressor with the system, which Is made of grade 20 steel.
In the pneumatic system tubes (pipes) of diameters 0 x 4 and 8 x 0 are used. The typical connections (end
fittings) are shown in Fig. 8.11.
 Fig. 8.11. Typical end fittings for connection of rigid tubing
1 - tube; 2 - holding—down bush; 3 - nut; 4 - taper adapter; 5 - packing ring; 6 - packing piece.

Fig. 8.12. Flexible tube for main undercarriage wheel brake connection
1 — elbow fining; 2 — muff coupling; 3 — tube; 4 — nipple; 5 — thre—way union.
The rigid tubes are secured to the airframe by means of textolite and duralumin clamping rings and band
clips. The rigid tubes are tested hydraulically, under the pressure of 7,5 MPa /75 kG/cm 2/.
In the pneumatic installations use is made as well of flexible tubes of types: 2U4—15 MRTU—6—1707—
62/TN and 5U4-120 MRTU-6-1707-62/TN (Fig. 8.12).
The first of the mentioned types has a metal braid slipped over it and made acc. to specifications WT
MSzPn-7- D—14. The tubes are checked for strength and air—tightness at 7,5 MPa /75 kG/cm 2/.

PNEUMATIC SYSTEM SCHEME FOR WHEEL BRAKES DUAL CONTROL

On special demand of Concractors some aircraft of An—2TP and An—2T type are equipped with
pneumatic system arranged for dual control of wheel braking.
Such aircraft are intended for training purposes, because the dual control allows the instructor to react upon
the way of braking the aircraft by the trainee and even to completely assume personel control of the
manoeuvre. In order to prevent turnover during the landing due to a too violent braking — an emergency
braking device for wheel release has been built in the aircraft.
The pneumatic installation of An—2TP aircraft (Fig. 8.14) incorporates, aside from the PU—7 valve and PU
—8/1 differential which are built in all An—2 aircraft versions, an additional PU—7 valve, secured to the
right control column, then the UP—30/1 electromagnetic valve and the PU—9 valve built on brackets fixed
to the flying controls transversal tube under the cockpit floor.
The UP—30/1 electromagnetic valve controlled by means of the K4M push-button on the right control
column, serves to supply compressed air to wheel brakes or to make the brake chambers communicate
with the atmosphere.

Fig. 8.13. Diagram of wheel braking dual control installation

29 - PU - 9 valve, 30 - UP - 30/1 - electromagnetic valve, 31 – PU - 7 pressure reducing valve (see Fig. 8.1. for other
elements designation)
The PU-9 valve is, in fact, a non-return valve and allows the compressed air to pass in one direction
only - to wheel brakes.
The entire installation is connected by means of tubes to the aircraft compressed air supply main
line, The working pressure in the pneumatic system remains without change and amounts to 0,9-1 MPa
/9^10 kG/cm2 /. The compressed air is conveyed to PU-7 valves on both control
columns by means of tubing from the aircraft compressed air main line (Fig. 8.14)
After pressing the brake lever on the either one of the control columns or on both simultaneously,
the compressed air is conveyed to wheel brakes through the PU-8 valve.
When both control columns are engaged in braking simultaneously, the effect of braking shall
summarize (the air output by two PU-7 valves will be greater than by a single valve). Pressure
exerted upon the K4M release push-button situated on the right control column, shall induce the
electric current to actuate the UP-30/1 electromagnetic valve winding, following which the armature
will be displaced, closing thereby the access of compressed air to the brakes, and making the brake
chambers communicate with the atmosphere.
As a result of this, the compressed air from the brake chambers shall be vented to the atmosphere by
the PU-8/2 differential, in other words, the release of undercarriage wheels shall take place. The
action of brake release lasts until the K4M push-button is set free. During that time the UP-30/1
valve is connected with the atmosphere and no pressure exerted upon the left control column lever
will produce any braking effect.
It is inferred from this, that in an aircraft with dual flying controls the trainee must use the pilot’s left seat and
the instructor - the right one.
In order to temporarily cut off the braking control system from the right control column without
dismounting the accessories and the tubes, the aircraft producer has provided the right braking
lever with a special blocking staple.
 Fig. 8.14. Brake dual control scheme
1 — PU-I valve; 2 — UP-30/1 electromagnetic valve; 3 — PU—7 valve on left control column; 4 — PU—7 valve on right control
column.

The blocking of the braking lever consists in transposing a stop pin from staple upper hole into the lower
one. To release the lever, it is sufficient to fit the stop pin in the upper hole again.
To switch on and protect the UP—30/1 valve feed current, there is an automatic circuit—breaker ASZ—5,
installed on the instrument panel.
After switching on the valve, a red signal lamp on the instrument panel lights up.
 Fig. 8.15. Blocking the braking lever on right control lever
1 — staple; 2 — stop pin; 3 — screw; 4 — screw; 5 — PU—7 pressure reducing valve; 6 — control column.