Today's Message Index:
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1. 12:36 PM - Yak 52 / M14P documentation (Bill VonDane)
2. 04:34 PM - Re: Yak 52 / M14P documentation (Eric Wobschall)
3. 08:42 PM - Re: Voltage Regulation LONG REPLY! (lesknox)
Message 1
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| Subject: | Yak 52 / M14P documentation |
Hey all...
I am hoping maybe someone on this list can help with some info...
What I need is documentation that shows the Russian overhaul
requirements / times...something that actually lists times and
maintenance / overhaul requirements for the Yak 52 and the Russian
M14P engine...
If that doesn't make sense please drop me a line...
Thanks!
-Bill
Message 2
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| Subject: | Re: Yak 52 / M14P documentation |
Bill:
There are experts on here who have been to the factory, but there may not be a
definitive answer to the traditional Western need for TBOs and overhaul specifications
for a few reasons:
These engines are used in radically different situations (unlimited akro at full
power, training, and milder applications).
The maintenance regime in the Eastern Bloc is also way different. Depending on
what the engine was being used for, apparently it was directed that they be returned
to an overhaul facility for IRAN (inspect and repair as needed) at different
intervals. I have heard that these times (in hours) were low compared to
a typical TBO, but you also weren't going to replace so many components the way
we would over here. So they weren't as thorough with replacing / machining
/ overhauling all of the parts, but the engines were being torn down and inspected
more frequently. I guess this is analogous to a progressive inspection program
on a Western airplane. This is a tear-down inspection I'm referring to.
On the other hand, the planes weren't being subjected to annual condition inspections
the way we do.
Whether the engine was first, second or third run (new, overhauled once, overhauled
twice) affected the IRAN interval. I say overhauled, which is like our overhaul,
not just an IRAN.
Apparently, the oil over there wasn't as good as here.
If you contact the pros on here (Coy, Goode, Hayes, Sapp, Savarese) and describe
your circumstances, they will give you an idea of what to expect.
Anyway, a lot of documentation for the Yak-52 and M-14P is available on PDF contact
me off-list if you need it.
-Eric
On Feb 6, 2011, at 3:31 PM, Bill VonDane wrote:
>
> Hey all...
>
> I am hoping maybe someone on this list can help with some info...
> What I need is documentation that shows the Russian overhaul
> requirements / times...something that actually lists times and
> maintenance / overhaul requirements for the Yak 52 and the Russian
> M14P engine...
>
> If that doesn't make sense please drop me a line...
>
> Thanks!
> -Bill
>
>
>
>
Message 3
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| Subject: | Re: Voltage Regulation LONG REPLY! |
The aircraft is a Yak-52, standard electrics.
Observation/ symptoms were:
Over voltage button IN
After start, GEN light on at idle, 24V
As the rpm is increased, GEN light extinguishes, >24V
Further rpm increase gives a fairly linear increase in volts
When volts just above 30, GEN light on, amps drop
The over-voltage button has now "popped".
Varying the cockpit regulator adjustment has no effect.
After getting as much info as I could, it was time to
try and find the problem
The Voltage Regulator is quite obvious when
you know roughly where and what to look for. In
the 52, it is in a recess in the front cockpit
floor, forward left side, near the firewall. It is
not easy to reach (seat needs to come out) and
clips holding it to the shock mount are difficult both
to remove and reattach. A thin person and long pliers
seem to help. Maybe there is better technique.
After a quick look at the reg itself, I
decided to check the wiring leading to the mounting plate.
They seemed to be intact and secure.
Next I removed the cockpit voltage adjustment
rheostat. This is, again, difficult because you
need to remove all the screws on the console on
the left side. They don't make gadgets like that
anymore. The connectors seemed to have
deteriorated a little (subsequently renewed). The
pot itself seemed fine, with linear change in
resistance. Only 0-6 Ohm.
At this stage I checked the integrity of
the circuit to the regulator mount and discovered that
there was a break between the cockpit adjuster and the
TC-9M-2 (which is I understand the Stabilizing Transformer
and is the large coil like device top outboard quadrant in
in the electrical system "grey box"). The applicable
connection to the TC-9M-2 is the bottom inboard post and
was the fault. It was not obvious because it was inside
the insulating material of the ring connector.
So the basic problem was a break in the voltage adjustment
line.
Replacing this connection might be the simplest first
step in troubleshooting this problem because it is relatively
accessible.
Little bit of rewiring, then everything back
where it belongs. Engine run carried out, with
system performing as it should.
Only took 8 hours in 40 degC heat! Still you
learn things this way.
Thanks to all who helped.
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=329914#329914
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