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richard.goode(at)russiana
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 Posted: Mon Jul 07, 2008 8:53 am Post subject: News from Russia |
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I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
[quote][b]
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dougsappllc(at)gmail.com
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| Posted: Thu Jul 10, 2008 11:28 am Post subject: News from Russia |
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Richard,
Doug Sapp here. Recently I purchased several M14B engines (AN-14), each was equiped with a mount ring which was not of the normal tubular type construction, but is it flat stock and appears to be solid metal. The attach points where the mount legs attach are "eye bolts" rather than a welded on tab. It was suggested to me that these may be the same as used on the suk? Can you please look at the photos and give me your opinion?
Best from here.
On Mon, Jul 7, 2008 at 9:47 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
| Quote: | I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
|
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
| | - The Matronics Yak-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
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dee(at)innoviveinc.com
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| Posted: Thu Jul 10, 2008 11:58 am Post subject: News from Russia |
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How much does that boat anchor weigh?
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of doug sapp
Sent: Thursday, July 10, 2008 12:24 PM
To: yak-list(at)matronics.com
Subject: Re: News from Russia
Richard,
Doug Sapp here. Recently I purchased several M14B engines (AN-14), each was equiped with a mount ring which was not of the normal tubular type construction, but is it flat stock and appears to be solid metal. The attach points where the mount legs attach are "eye bolts" rather than a welded on tab. It was suggested to me that these may be the same as used on the suk? Can you please look at the photos and give me your opinion?
Best from here.
On Mon, Jul 7, 2008 at 9:47 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
[quote][b]
| | - The Matronics Yak-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Yak-List |
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dougsappllc(at)gmail.com
Guest
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| Posted: Fri Jul 11, 2008 8:06 am Post subject: News from Russia |
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Boat Anchor???
6 lbs. A standard Yak 52 rings weighs 6.8 lbs, a CJ6 ring weighs 5.8 pounds.
On Thu, Jul 10, 2008 at 12:53 PM, Dee Conger <dee(at)innoviveinc.com (dee(at)innoviveinc.com)> wrote:
| Quote: |
How much does that boat anchor weigh?
From: owner-yak-list-server(at)matronics.com (owner-yak-list-server(at)matronics.com) [mailto:owner-yak-list-server(at)matronics.com (owner-yak-list-server(at)matronics.com)] On Behalf Of doug sapp
Sent: Thursday, July 10, 2008 12:24 PM
To: yak-list(at)matronics.com (yak-list(at)matronics.com)
Subject: Re: News from Russia
Richard,
Doug Sapp here. Recently I purchased several M14B engines (AN-14), each was equiped with a mount ring which was not of the normal tubular type construction, but is it flat stock and appears to be solid metal. The attach points where the mount legs attach are "eye bolts" rather than a welded on tab. It was suggested to me that these may be the same as used on the suk? Can you please look at the photos and give me your opinion?
Best from here.
On Mon, Jul 7, 2008 at 9:47 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
|
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644 [quote][b]
| | - The Matronics Yak-List Email Forum - | | | Use the List Feature Navigator to browse the many List utilities available such as the Email Subscriptions page, Archive Search & Download, 7-Day Browse, Chat, FAQ, Photoshare, and much more:
http://www.matronics.com/Navigator?Yak-List |
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f4ffm2(at)ADELPHIA.NET
Guest
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| Posted: Fri Jul 11, 2008 9:39 am Post subject: News from Russia |
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|
Hi Doug,
From the picture, the engine ring looks to be the same as on Sukhoi Su-29 and Su-31. Made of titanium.
I'm going out to RNM to fly my -29 later today and I'll look at the ring on it more closely. If different than your pictue, I'll update you.
Best regards,
Roger Baker_______________________________________________________________________
On Jul 10, 2008, at 12:23 PM, doug sapp wrote:
| Quote: | Richard,
Doug Sapp here. Recently I purchased several M14B engines (AN-14), each was equiped with a mount ring which was not of the normal tubular type construction, but is it flat stock and appears to be solid metal. The attach points where the mount legs attach are "eye bolts" rather than a welded on tab. It was suggested to me that these may be the same as used on the suk? Can you please look at the photos and give me your opinion?
Best from here.
On Mon, Jul 7, 2008 at 9:47 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
| Quote: | I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
|
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644 [img]cid:60397B8E-89BD-47BC-9C22-067A04B65124(at)local[/img][img]cid:1CAC60B3-1E83-4859-9585-73DAEBFE6056(at)local[/img] |
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SD737(at)aol.com
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| Posted: Fri Jul 11, 2008 12:34 pm Post subject: News from Russia |
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How do I unsubscribe from the Yak-list???
I need to set up a separate email account for the Yak list so that all of the Yak chatter goes into a separate email account. Too much random chatter that fills my email box and then I end up missing emails that I need to get.
Get the scoop on last night's hottest shows and the live music scene in your area - Check out TourTracker.com!
[quote][b]
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dee(at)innoviveinc.com
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| Posted: Fri Jul 11, 2008 4:12 pm Post subject: News from Russia |
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Looked much heavier to me – 6 lbs is not bad.
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of doug sapp
Sent: Friday, July 11, 2008 9:00 AM
To: yak-list(at)matronics.com
Subject: Re: News from Russia
Boat Anchor???
6 lbs. A standard Yak 52 rings weighs 6.8 lbs, a CJ6 ring weighs 5.8 pounds.
On Thu, Jul 10, 2008 at 12:53 PM, Dee Conger <dee(at)innoviveinc.com (dee(at)innoviveinc.com)> wrote:
How much does that boat anchor weigh?
From: owner-yak-list-server(at)matronics.com (owner-yak-list-server(at)matronics.com) [mailto:owner-yak-list-server(at)matronics.com (owner-yak-list-server(at)matronics.com)] On Behalf Of doug sapp
Sent: Thursday, July 10, 2008 12:24 PM
To: yak-list(at)matronics.com (yak-list(at)matronics.com)
Subject: Re: News from Russia
Richard,
Doug Sapp here. Recently I purchased several M14B engines (AN-14), each was equiped with a mount ring which was not of the normal tubular type construction, but is it flat stock and appears to be solid metal. The attach points where the mount legs attach are "eye bolts" rather than a welded on tab. It was suggested to me that these may be the same as used on the suk? Can you please look at the photos and give me your opinion?
Best from here.
On Mon, Jul 7, 2008 at 9:47 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
I have just returned from Russia and thought that Russian aircraft Owners might be interested in a variety of developments:
Yak-54
The Yak-54 had a total of seventeen aircraft made at the Saratov factory, and production has, over the last year been moved to the Arsenyev factory in Russian Far East. Five aircraft have now been made at Arsenyev and are for sale. Ex factory price is Euro 200,000 - say US $310,000! The aircraft however has full certification in Russia, and now has a "Lifetime" of 2,000 hours.
Apparently factory capacity is twenty/thirty aircraft are year, but I suspect that the market capacity is far less.
Also Arsenyev are finally producing some Service Bulletins for Yak-54s which are not dissimilar to those of 59 and 60 on Yak-52 for wing mountings, as well as strengthening of stabilisers.
Yak-52
Yakovlev and the military manufacturing unit at Kubinka near Moscow have made three Yak-52M aircraft. These are effectively 52s, but with the Zvesda extraction seats; 260 litres of fuel; 400hp; 3-blade (Russian) MT props and a bubble canopy.
We were told that one hundred aircraft were to be made, but that does not seem to be happening.
Yak-152
This is an interesting deal, since it is being done on a 50/50 basis with the Chinese government.
The aircraft has been improved in a number of small aerodynamic ways, but principally through a fully retracting undercarriage (inwards), but otherwise as the 52M.
It is having a Chinese 3-blade prop of their own design.
The Chinese have, as part of the deal, taken three 400hp M14PF engines, but the Russian view is that they will be using this to copy and manufacture their own engines.
I understand this is intended to be a major production for China - presumably it will end up replacing all CJ6 aircraft.
The first prototype will be manufactured by the end of this year, and fly early next.
Clearly the performance is greatly enhanced - maximum level speed is calculated 370kph.
Yak-58T
Some might remember the original Yak-58 which was a 6-seat, M14P engined, but "pusher" aircraft. In my own view the design was basically good, but the prototype stalled on approach to the Berlin Air Show a number of years ago and crashed, which seemingly stopped the programme. However recent news is that testing has recommenced on two remaining aircraft.
However for some reason, Yak have used the same number for a totally different number for the 58T. This is a 6-seat 18T development, in which it is intended either to use these Centurion 350hp diesel or the Mistral 350hp rotary engine.
It is a 6-seater, considerably sleeker and seemingly more streamlined than the 18T. They have funding to make some prototypes, but whether this is a serious and long-term project I cannot say.
I can send drawings and details directly to anyone who might be interested.
Yak-18T production
As I have written before the Russian Minister of Transport placed an order for sixty 18T aircraft with the Smolensk factory.
It would seem that Smolensk are being fairly efficient, and almost on schedule with twenty-two aircraft made, but they are having major problems with engine deliveries. These aircraft have an all-Garmin cockpit with 530 GNS; American horizon etc. The propeller is the 3-blade metal Avia prop made in Czech Republic, but note that the Avia factory is now owned by MT.
The M14P factory is having major problems to produce these engines for the new 18Ts. The view currently is that engines are roughly one-third "new-old stock"; one-third totally new parts; one third overhauled parts.
Engine rebuilders in various places around the world have been obtaining parts over the last five / six years from the "back-door" of the factory, and apparently FSB (new KGB) have been called in and I hear that the back-door is firmly closed.
Vedeneyev however are saying that the Russian government is expecting no less than 2,000 engines to be built over the next fifteen years, but everyone is looking pessimistic and says that this will never happen.
Yak-55
There have been rumours of a Service Bulletin for wing mountings on the 55. Like many things in Russia this is somewhat confused, but the latest information is that there is a "Manufacturers Directive" but not a formal Service Bulletin. This involves replacing the wing mountings on the wings themselves, but not the corresponding fuselage mountings. It gives a further 250 hours, and then again needs to be repeated. I suspect that, since it is not mandatory, this is not so important, but if I were a 55 owner I would make repetitive crack-tests of wing mountings on a regular basis.
Carburettors
All carburettors were made at a prison factory outside Perm. Rumours that I had heard over the last couple of years are now substantiated, and the prison has been closed - indeed demolished. I suspect it unlikely that there will be new carburettors for the future.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340 120
Fax: +44 (0) 1544 340 129
www.russianaeros.com
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644
--
Always Yakin,
Doug Sapp
Phone 509-826-4610
Fax 509-826-3644 0123456789012345
[quote][b]
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viperdoc(at)mindspring.co
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| Posted: Fri Jul 11, 2008 7:14 pm Post subject: News from Russia |
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Doc
From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of SD737(at)aol.com
Sent: Friday, July 11, 2008 3:32 PM
To: yak-list(at)matronics.com
Subject: Re: News from Russia
How do I unsubscribe from the Yak-list???
I need to set up a separate email account for the Yak list so that all of the Yak chatter goes into a separate email account. Too much random chatter that fills my email box and then I end up missing emails that I need to get.
Get the scoop on last night's hottest shows and the live music scene in your area - Check out TourTracker.com!
| Quote: | | http://www.matronics.com/Navigator?Yak-List |
01234567890
[quote][b]
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delfin_driver(at)yahoo.co
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| Posted: Mon Jul 14, 2008 7:50 am Post subject: News from Russia |
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I want to power some avionics as well as landing light, strobes and some other extras in my YAK 52. I'm looking for some battery recommendations. I'm not as interested in the price as in something that will provide plenty of power to run the extras, even if there was a Gen failure. Suggestions? 24 volt or 2 12 volt options Ill look at either
thanks bob
---
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Dale
Joined: 30 May 2007
Posts: 178
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| Posted: Mon Jul 14, 2008 8:15 am Post subject: Re: News from Russia |
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Just do the 24V , no battery balance problems sucking off each other.
| delfin_driver(at)yahoo.co wrote: | I want to power some avionics as well as landing light, strobes and some other extras in my YAK 52. I'm looking for some battery recommendations. I'm not as interested in the price as in something that will provide plenty of power to run the extras, even if there was a Gen failure. Suggestions? 24 volt or 2 12 volt options Ill look at either
thanks bob
--- |
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mark.bitterlich(at)navy.m
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| Posted: Mon Jul 14, 2008 5:28 pm Post subject: News from Russia |
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The stock YAK-52 Generator, if properly cooled, will handle 100 amps at
28 volts, or roughly 3KW, which is enough to power most tactical jet
aircraft. So, that said.... You have plenty of generator power
available for most anything you want.
Battery: One 24 or two 12's, makes no difference really unless you put
a pickup off of one 12 volt battery for something that needs 12 volts.
That's a big no-no, when it comes to battery life. Assuming you are not
doing that, it simply becomes a matter of converting all of your power
requirements to amps, and then looking at battery AMP-HOUR ratings. In
the end, it really is not so much a matter of price, but of WEIGHT.
So... It comes back to you to answer some questions:
1. You are not going to lose your generator and then start out on a
cross country. So just how long do you need the battery to last?
Obviously not much more than an hour I would think.
2. Once you lose your generator, you are going to turn off everything
that you can that is unnecessary. So what you want to do here is to
first get all this stuff INSTALLED that you are planning on, and then
either using the crude built in ammeter in the YAK, or better yet,
borrowing a good ammeter from a friend, hook it in series with the main
battery lead and then start turning each and everything you have on and
off and recording the current draw. After that is done, turn on just
the things you would need in the daytime, and then again just what you
would need at night. Record the amps!
Let's say that you draw 20 amps with everything you want turned on. A
battery with a 10 amp/hour rating would last ROUGHLY 30 minutes under
that load. The math as you can see is simple. Of course there are
other factors such as declining voltage, etc., etc, but this at least
puts you in the ball park.
My list would be external lights, internal lights (as few as possible
and think of converting to LED's), transponder, radio and GPS. The
biggest draw there would be your transponder. Second the lights.
Personally, I carry a really good LED flashlight and a handheld radio
with built in VOR that connects to the headset. I have about a 12 amp
hour battery at 28 volts, which went for 2 hours one time when I flew my
YAK-50 home without a generator working. But... I shut EVERYTHING else
off. Even engine gages. I don't fly at night, so I can not compute
those current draws for you, but they are not going to be over a few
amps, except for the landing light which will suck the current down big
time. But then... You'll only be using it for a few minutes at most.
More than likely, a stock YAK-52 battery would do the job.
Mark Bitterlich
N50YK
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mark.bitterlich(at)navy.m
Guest
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| Posted: Mon Jul 14, 2008 6:07 pm Post subject: News from Russia |
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Actually Dale, there are no battery balance problems at all unless you
hook a wire to just one of the two batteries in series and use it to
power some 12 volt device. THAT is when you will get into balance
problems.
For example, what is the difference between one 24 volt battery and two
12 volt batteries connected in series?
Nothing, except the piece of wire connecting the two 12 volt batteries
together is external instead of internal on the 24 volt battery.
Mark Bitterlich
N50YK
--
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Dale
Joined: 30 May 2007
Posts: 178
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| Posted: Mon Jul 14, 2008 8:38 pm Post subject: Re: News from Russia |
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I had a electrical engineer explain it to me, I use a 24V. Tell me this , when one battery gets charged up all the way and the other one is slow. Does one overcharge and the other one that is weak ever charge up? or do you keep overcharging the strong one until the weak finally get it up. Or just how do you keep both batteries in square with each other. Oh is it who cares because it is cheaper to replace the whatever batteries than a aircraft battery. I believe he ask the question of "money is no object" and being such why bother with two batteries if that was the case.
Equalization
In any cyclic application, a series of batteries will always need to be equalized from time to time in order to ensure that the battery cells remain at the same voltage throughout the pack.
No two battery cells or batteries are created equal. During both charge and discharge each and every cell/battery will react in a minutely different way to its neighbour. This could mean that each battery may be holding a different quantity of charge. In order to get the most out of the total battery pack it is necessary to make sure, as far as possible, that each and every battery is holding a similar amount of charge.
During the charge cycle the voltages of the different batteries will very. In order to bring them all to the same level it is necessary to give some a slight overcharge in order to bring the other up to full charge.
Equalization is done by allowing the voltage to rise while allowing a small constant current to the batteries. The voltage is allowed to rise above the normal finish voltage in order to allow the weaker batteries/cells to draw more current. The stronger batteries will not be adversely affected providing the current is gently and the period and frequency of overcharging are not too high and great respectively. The stronger batteries will absorb the overcharge by giving off heat by gently boiling and gassing more heavily. Once the weaker batteries have absorbed the required current, the equalization charge can be halted. The equalization time should be long enough to bring all the batteries up to a full state of charge. As the time factor will very the most reliable way to check the charge states is by a voltmeter on each cell or individual battery.
Really sophisticated battery charging and monitoring systems do not require the use of an equalization charge and are able to charge all the batteries fully including the weaker ones without overcharging the strong ones.
In these systems, each battery is fitted with an electronic clamp, which gradually reduces the amount of charge going into the fully charged batteries as the finish charge progresses. This means that the weaker batteries receive more current to bring them up to a full state of charge and the strong batteries are prevented from being overcharged unnecessarily. The drawback with these sophisticated systems is their cost. The price of each battery clamp can be in the order of 1/5 the cost of each battery.
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wlannon(at)persona.ca
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| Posted: Mon Jul 14, 2008 9:21 pm Post subject: News from Russia |
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Dale;
I think Mark already covered this. If you have two 12 V batteries connected
in series you, in essence, have one 24V battery as far as the charging
circuit is concerned.
I think the only time you would have unequal charging (other than internal
cell failure) is if you are running a separate 12 V circuit from one of the
batteries.
Walt
---
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Dale
Joined: 30 May 2007
Posts: 178
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| Posted: Mon Jul 14, 2008 9:43 pm Post subject: Re: News from Russia |
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Walt
your right I'm sorry for posting a response.
Dale
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mark.bitterlich(at)navy.m
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| Posted: Tue Jul 15, 2008 1:26 pm Post subject: News from Russia |
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Dale, I think Walt went into this as well, so sorry for the multiple
responses.
To answer your question though.... If you are running two 12 volt
batteries and one happens to somehow get discharged while the other one
is not... Which represents an imbalance as you stated in your previous
message.... Then the charging system would tend to OVER charge the
already charged battery, causing it to more than likely vent gas and
definitely decrease it's overall life time. In a case like that, a
battery equalizer (also as you pointed out) will fix that problem by
making sure both batteries charge evenly.
The issue though is how the two 12 volt batteries got out of whack
enough for that to happen to begin with. There are two ways:
1. Someone hooks a wire up and draws 12 volts from just ONE of the two
batteries and uses that to power some 12 volt device. This will cause
the exact situation you mentioned and if you do something like that, you
will need a battery equalizer. However, the solution here is to simply
NOT DO THAT. If you need 12 volts for something, instead use a 24 to 12
volt converter, which in most cases is just a step down regulator. Lots
of folks make them. In any case, now you get 12 volts by drawing from
the main 24 volt bus and thus you no longer discharge the batteries in
an unequal fashion.
2. You have some cells go bad in one battery and not the other. In
this case, again you will have an imbalance, but here the clear and
obvious solution is to replace the bad battery.
Understood on the "money is no object" statement... But even if it was
not an object, there is a much wider selection of AGM and Gel Cell
batteries at 12 volts than there is at 24, thus allowing you a much
wider selection of total amp hour capabilities than there is with just
24 volt batteries.
v/r,
Mark Bitterlich
--
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dougsappllc(at)gmail.com
Guest
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| Posted: Tue Jul 15, 2008 4:25 pm Post subject: News from Russia |
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Guys,
I use the dry cell batteries (2 12's), with King KA-39 voltage converters (28v to 12v) to run the 12 volt equipment, no problems yet. I have a few KA-39's (used) in stock, contact me off list if you are in need. Or you can normally find them on Ebay.
On Tue, Jul 15, 2008 at 2:23 PM, Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)> wrote:
[quote] --> Yak-List message posted by: "Bitterlich, Mark G CIV Det Cherry Point, MALS-14 64E" <mark.bitterlich(at)navy.mil (mark.bitterlich(at)navy.mil)>
Dale, I think Walt went into this as well, so sorry for the multiple
responses.
To answer your question though.... If you are running two 12 volt
batteries and one happens to somehow get discharged while the other one
is not... Which represents an imbalance as you stated in your previous
message.... Then the charging system would tend to OVER charge the
already charged battery, causing it to more than likely vent gas and
definitely decrease it's overall life time. In a case like that, a
battery equalizer (also as you pointed out) will fix that problem by
making sure both batteries charge evenly.
The issue though is how the two 12 volt batteries got out of whack
enough for that to happen to begin with. There are two ways:
1. Someone hooks a wire up and draws 12 volts from just ONE of the two
batteries and uses that to power some 12 volt device. This will cause
the exact situation you mentioned and if you do something like that, you
will need a battery equalizer. However, the solution here is to simply
NOT DO THAT. If you need 12 volts for something, instead use a 24 to 12
volt converter, which in most cases is just a step down regulator. Lots
of folks make them. In any case, now you get 12 volts by drawing from
the main 24 volt bus and thus you no longer discharge the batteries in
an unequal fashion.
2. You have some cells go bad in one battery and not the other. In
this case, again you will have an imbalance, but here the clear and
obvious solution is to replace the bad battery.
Understood on the "money is no object" statement... But even if it was
not an object, there is a much wider selection of AGM and Gel Cell
batteries at 12 volts than there is at 24, thus allowing you a much
wider selection of total amp hour capabilities than there is with just
24 volt batteries.
v/r,
Mark Bitterlich
--
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