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richard.goode(at)russiana
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 Posted: Tue Feb 08, 2011 10:04 am Post subject: Russian overhauls |
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Russian Overhauls
There is quite a lot of confusion about this, and clearly Western use is rather different to original Soviet. Of course everything was operated in a military environment; no concern about cost.
Engines
<![if !supportLists]>Ø <![endif]>The M14P had a 750 TBO when a new engine. It was then allowed three overhauls, each giving a further 500 hours, for a total “Life” of 2,250 hours – at the end of that the engine was melted down.
<![if !supportLists]>Ø <![endif]>Because the use was very standardised, there was a set of standard overhaul procedures, depending which overhaul it was. For example first overhaul would normally only have oversized piston rings, but keeping the original pistons. A second and third overhaul would have oversized pistons as well. However the important point was that the engine was expected then to deliver factory new power for the next 500 hours.
<![if !supportLists]>Ø <![endif]>Also new engines had a “shelf life” of 6 years, and after this were sent back for a strip down; new seals and gaskets; check for corrosion etc.
<![if !supportLists]>Ø <![endif]>Maintenance at airfields did nothing more than change the big cylinders. Anything more than this; ground strikes etc all meant the engines returned to one of the few factories for total overhaul.
Airframes
<![if !supportLists]>Ø <![endif]>Depending on which type of aircraft, all had a “Service Life” to first overhaul. So for a 52 this was 600 hours, after which the aircraft would be returned to the factory for TOTAL overhaul to new condition. This meant that EVERY component was stripped out of the aeroplane; either overhauled or replaced with new; aircraft built up again as a new aircraft.
<![if !supportLists]>Ø <![endif]>For 52s total life (i.e. three overhauls) was 1,500 hours, and has not been officially extended, although clearly, in Russia, a number have done more than that.
<![if !supportLists]>Ø <![endif]>These military style total overhauls are still being done by Aerostar, the original manufacturer.
<![if !supportLists]>Ø <![endif]>The 50 was always intended as a short-life aircraft, with a total life of 300 hours, and no intention to overhaul or extend.
<![if !supportLists]>Ø <![endif]>The 18T had a major overhaul at 1,500 hours, and a total life of 3,000 hours.
Under current use, of course all of these hours are significantly extended and stretched.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com
[quote][b]
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elmar.h(at)shaw.ca
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| Posted: Tue Feb 08, 2011 11:57 am Post subject: Russian overhauls |
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found this on the internet,
I am getting confused now 
cheers
Elmar
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psb777
Joined: 12 Aug 2009
Posts: 34
Location: UK
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| Posted: Tue Feb 08, 2011 9:18 pm Post subject: Re: Russian overhauls |
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The -XDK suffix I have not seen before. Although the Western flange and the fancy paint hob is, I know, available from all the regular places, the "-XDK" designation is, I think, nothing more than a marketing invention.
A question I would ask, as my a/c is on an EASA (restricted-)Certificate of Airworthiness, is whether the engine is allowed to be fitted to my certified aircraft. And, if so, what is the TBO. It will not be 1500 hrs. If only!
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_________________
Paul Beardsell
G-PYAK http://beardsell.com/flying/g-pyak
Yak-18T http://beardsell.com/flying/yak18t |
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Cliff.Coy
Joined: 03 Mar 2007
Posts: 46
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| Posted: Wed Feb 09, 2011 9:26 am Post subject: Russian overhauls |
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The letter designations are from the Romanian factory.
The "X" designates the SAE Type 2 flanged propeller shaft.
The "DK" designates nickel plated pushrod tubes and fittings.
All of the engines come with this, so it's really not necessary any more.
M-14P: 360hp Air start with splined propeller shaft M-14P-XDK: 360hp air start with SAE 2 propeller shaftM-14P-XEDK:360hp electric start with SAE 2 prop shaft
M-14P-XSDK:360hp dual start with SAE 2 prop shaft
M-14PF: 400hp air start with splined prop shaft
Cliff
On Wed, Feb 9, 2011 at 00:18, psb777 <matronics.com(at)beardsell.com> wrote:
| Quote: | --> Yak-List message posted by: "psb777" <matronics.com(at)beardsell.com>
The -XDK suffix I have not seen before. Although the Western flange and the fancy paint hob is, I know, available from all the regular places, the "-XDK" designation is, I think, nothing more than a marketing invention.
A question I would ask, as my a/c is on an EASA (restricted-)Certificate of Airworthiness, is whether the engine is allowed to be fitted to my certified aircraft. And, if so, what is the TBO. It will not be 1500 hrs. If only!
--------
Paul Beardsell
HA-YAB http://beardsell.com/flying/ha-yab
Yak-18T http://beardsell.com/flying/yak18t
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--
Clifford Coy
Border Air Ltd.
629 Airport Rd.
Swanton, VT 05488
802-868-2822 TEL
802-868-4465 FAX
Skype: Cliff.Coy
[quote][b]
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