Today's Message Index:
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1. 10:41 AM - Re: M 14 R (Richard Goode)
2. 10:43 AM - Re: M 14 R (Richard Goode)
3. 09:18 PM - CJ-6 Cockpit Diagram (PS)
4. 09:34 PM - Re: CJ-6 Cockpit Diagram (Sam Sax)
Message 1
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We know quite a lot about the M 14 B, and a number of them have gone through
our partner, Aerometal in Hungary.
Essentially it is a longer life version of the M 14 P, but with a number of
significant differences. In terms of the main power section, it is slightly
stronger and better made, and tends to deliver slightly more power than a
"P". However, in a lot of the literature, you'll see that it is quoted at
only 320 hp, but this is at lower rpm than 99%.
The supercharger section is different, but only because the original
aircraft for which it was intended had the systems operating hydraulically
rather than pneumatically, so the rear of the supercharger accessory case
had a drive for the hydraulic pump which makes it quite a lot longer than a
"P", and in various installations will prevent it fitting!
The other significant difference is that it drives a splined propeller shaft
rather than the flat "plate" of the "P". So this poses a problem of the
propeller that you can use. We have used quite successfully the two-blade
propeller of the AI 14 engine of 260 hp. Because it is turning faster and
indeed it is a longer propeller, the characteristics seem to work fine.
The other option is to mount the complete propeller gearbox from a "P" -
this fits easily.
Finally, I would point out that it does not have an inverted oil system,
particularly in terms of returning oil from the supercharger. We have
devised a system that is now well proven to make the engine fully inverted.
Of course the fuel system, using the same AK 14 P carburettor is
intrinsically fully inverted.
I hope this helps
Richard Goode
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of CSLA Museum
Sent: 26 May 2018 02:36
Subject: Re: Yak-List: M 14 R
Would like a short discussion about the M14B engine. This was built for
An14.. Ive heard of being used in Yak 52. We have a Yak at our airport that
might be such a candidate. Is a standard m14p front case mated to the B
engine? What serial numbers would signify a B engine. ? We could use
some help. Thanks
Message 2
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The simple fact is that the last serial production engine from Voronezh
was made in 1994. VMP continued to produce small quantities of engines
from a large stock of parts that they had, but all of these have now
disappeared. In consequence there is very little supply of engine parts,
although various people are making new items and indeed finding ways of
overhauling old components.
I'm sure that these engines will continue to work for many years in the
future, but we will need to be far more flexible and inventive about the
provision of components and parts.
Richard Goode
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of todd
militarian
Sent: 26 May 2018 02:17
Subject: Re: Yak-List: M 14 R
Richard,
Thank you very much for the information, amazing work. I am flying my
second Yak 52 and was a bit nonplussed to hear that engines might be in
short supply. I will talk with Vladimir about this engine. Do you think
that the time horizon would be 2 to 3 years?
Best Regards, Todd
On Fri, May 25, 2018 at 3:01 AM, Richard Goode
<richard.goode@russianaeros.com <mailto:richard.goode@russianaeros.com>
> wrote:
Further to the information below, we have attached a photo of the
finished M 14 R and another photo of it during test.
M 14 R
Those of you who are interested in the technicalities of the Vedenyeev
might want to know more about this rather exotic engine which we
produced in small numbers some years ago and also that we are planning
to put a significantly revised version of it into future production.
At that stage I was working closely with Vedenyeev (also called OKBM) in
Voronezh, Russia, who were the designers of the M 14 P, while, in
typical Russian fashion, serial production of the engines was at the
Voronezh Mechanical Plant, a big production facility, where the Buran
space shuttle and various helicopters were manufactured. I had assisted
in the funding for the development of the M 14 PF engine, which of
course has been a great success over the years. We could see a
requirement for yet more power, aiming at approaching 450 hp. Also, at
that stage Sukhoi were planning a new military trainer to succeed the
Yak 52, which was to be retractable; of all-composite construction,
based to a certain extent on the Sukhoi 29, and they needed a 450 hp
engine, so we could see an obvious market. However the proposed
aircraft, the Sukhoi 49, was not favoured by the military, on the basis
of the vulnerability to accidental damage of an all-composite aircraft
and this, coupled with budgetary problems meant that the programme was
cancelled.
However, Anatoli Bakanov, the chief designer of Vedenyeev, clearly knew
the engine well and began researching possibilities for extracting
additional power, and he felt that an obvious area to develop was the
supercharger design. If you have ever looked at the impeller of an M 14
P supercharger you will see that it is relatively crude with single
plane curvature of the vanes, and he felt that a more sophisticated
design would be a huge improvement. Through their connections, they
approached Lyulka who still make the engines for the big Sukhoi
fighters, and they designed a new impeller and associated diffuser.
Unfortunately it was a little deeper than the standard impeller, and
therefore needed quite major modifications to the supercharger housing.
But the new engine was soon produced, and certainly lived up to the
expected power output, and we sold a few of them, although it became
clear that it was not sufficiently developed with high oil consumption;
fairly high cylinder head temperatures. However, it was enough for Ramon
Alonso to win the world championship in 2007, so clearly not much to
complain about!
More recently a customer who had installed an M 14 R in his Yak 50 felt
that the oil consumption had become unacceptable and gave it to our
partner, Aerometal in Hungary, to completely overhaul. We realised quite
quickly that they were fundamental problems with the engine, even
although it had been performing well. We realised that the gears and
shafts turning the impeller were of standard dimensions, and therefore
not really capable of transmitting the significantly increased loading;
there was no proper lubrication for the main impeller bearing =93
simply relying on "splash"; very obvious problems with the breather
system which meant that the engine was pumping out oil, which the owner
had previously noticed.
We modified these areas, and spent some time testing on the Aerometal
dynamometer, which is accurate to less than 1 hp, and in the end sorted
out these various problems and also achieved the highest output we have
ever heard of on any of these engines with a genuine and corrected
figure of 465 hp at 103%. With a completely new engine breather system,
and new SPC pistons oil consumption has been dramatically reduced.
The success of this testing has led us to believe that there is a market
to make new engines, either as complete engines, or possibly with a
complete "pyramid" (i.e. the whole rear of the engine behind the
crankcase) to convert existing engines. Clearly they would need to be in
very good condition to accept the significant increases in power. I had
retained all the original drawings and paperwork from Vedenyeev, and, as
soon as we have time, we will begin to make new, and improved components
using better materials.
I'm attaching photographs which show the standard and "Lyulka" impellers
=93 the differences are significant!
This is a long-term project, but if anyone is interested, please let us
know.
Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom
Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com <http://www.russianaeros.com>
Message 3
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| Subject: | CJ-6 Cockpit Diagram |
I have searched everywhere I can think of for a picture of the CJ cockpit layout.
I received my CJ 2 days ago, and I have tried to figure out what the switches
and lights are but I need help. Does anyone have a diagram of the cockpits?
Thanks
--------
Phil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480433#480433
Message 4
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| Subject: | CJ-6 Cockpit Diagram |
Hi Phil,
Welcome onboard and to the Fleet! :)
Look at the Illustrated Parts Catalog volume 2, pages 350 - 356 for the
details (assuming you have the manuals set).
Sam Sax
Miami
-----Original Message-----
From: owner-yak-list-server@matronics.com
[mailto:owner-yak-list-server@matronics.com] On Behalf Of PS
Sent: Sunday, May 27, 2018 12:18 AM
Subject: Yak-List: CJ-6 Cockpit Diagram
I have searched everywhere I can think of for a picture of the CJ cockpit
layout. I received my CJ 2 days ago, and I have tried to figure out what the
switches and lights are but I need help. Does anyone have a diagram of the
cockpits?
Thanks
--------
Phil
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=480433#480433
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