rob(at)redyak.demon.nl
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 Posted: Thu May 05, 2011 1:36 am Post subject: Aerostar Yak52 flight manual on tailslides |
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Gent's
Here is a copy extract of the original Aerostar Yak-52 factory manual issue 2002
Tailslides are NOT forbidden.
They need -like all aerobatcs- to be performed well and after training with experienced and well known Yak/DOOSAF pilots like Sergei Boriac and Genna Elfimov, Mark Jefferies etc etc.
I have been doing tailslides for the last 14 years in my -52 , also on many airshows.
Imperative is that you hold on to stick and rudder tightly and do not allow to let the backflow 'slam stop' them.
That may lead to bob weight failure, hinge fail and more shit.
Have never heard about seconite or linnen fail because of THIS reason (other reasons: yes)
So: No problem.
If in doubt: do not perform; like all acro you are not trained in and not familiar with, seek expert help with ON TYPE experience, lots of it, verifiable, well know by rest of community.
Some with e.g. a lot of Pitts Special experience and no Y52 experience does not qualify. period.
Take care, fly carefully.
And even then................
We lost an NL based Yak52 and 2 dead last week in UK.(Uk citizens)
Investigation still going on so wait a month or two for true and final reports on this.
Please do not speculate, leave it here.
Cheers,
Robert
www.redyak.nl
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 95 of 95
Pendulum The ingress into pendulum is operated from normal or inverted flight .
Pendulum from normal flight , forward fall First of all the pilot sets the engine speed at 82% and ensures the admission total pressure .
At 260 km/h airspeed , he drives the airplane in a 900 climb (on vertical path) , stabilizes it , and maintains this angle exactly .
ISSUE / DATE: 1/10.2002
S.C. AEROSTAR S.A. BACAU
YAK-52 FLIGHT MANUAL
Page 96 of 95
The airplane position versus horizon is checked upon the wings projection on the skyline .
When the airplane is stabilized on vertical path and its position versus horizon is controlled , the pilot reduces the admission pressure gently , so when the airplane is “hung up” the admission pressure is reduced completely (propeller in low pitch condition) .
At 45-50 km/h , the elevation angle is decreased up to 87-850 (with 50 maximum) by the push of the stick .When the speed is almost “0” (in the hung up moment) the pilot pulls the stick completely (the airplane doesn’t react to this control) and keeps the rudder pads on the neutral position .
The stick and the rudder pads are kept in these position by a small effort , because when the airplane falls on its tail , the control surfaces are subjected to important overloadings .
After the nose fall and the passing in dive , the pilot pushes the stick up to the neutral position ,
increases the admission pressure and at 190 km/h minimum initiates the recovery from dive in horizontal flight .
Pendulum from normal flight , “on back” fall
For the performance of this figure , unlike that of the pendulum with forward fall , the pilot pulls the stick when the speed is 40-50 km/h and increases the elevation angle from 900 up to 93-950 . When the airplane is hung up (at almost 0 speed ) , he pushes the stick completely . After the “on back” fall and the lapse in dive , he brings the stick in the neutral position , increases the admission pressure and drives the airplane out in horizontal flight at the required speed .
Pendulum from inverted flight
The entry speed – 280 km/h . The sequence of performance is similar to that of pendulum from normal flight .
Inverted spinning
This figure may be performed in training purposes from 1500 m height minimum . In horizontal flight condition , at 170 km/h airspeed and 82% engine speed , the pilot equilibrates the airplane and
sets the control point for recovery from spinning .
When the speed is 180 km/h , he performs a halfrolling and brings the airplane in inverted horizontal flight .
He reduces the admission pressure slowly and doesn’t allow the airplane to rotate . He maintains the airplane in horizontal flight until the airspeed is 140 km/h . Then he actuates the rudder pads gently and completely on the desired sense , pushes the stick and initiates the spinning . During the inverted spinning , the control surfaces must be kept in their position from the entry .
The loss of height for one-turn spin is about 100-150 m .
To drive the airplane out from the inverted spin , at 300 before reaching at the control point , the pilot actuates the rudder pads contrary to the rotation sense and pulls the stick beyond the neutral position.
As soon as the rotation ceased , he brings the rudder pads in the neutral position and pushes the stick beyond the neutral position .
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