Today's Message Index:
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1. 12:17 AM - Accident report from Australia (Stressmerchant)
2. 01:09 AM - Re: Accident report from Australia (Richard Goode)
3. 02:01 AM - Re: Accident report from Australia (Stressmerchant)
4. 08:57 AM - Re: Yak-List Digest: 1 Msgs - 02/25/22 (Greg Wrobel)
Message 1
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| Subject: | Accident report from Australia |
After several years, the Australian Transport Safety Bureau (ATSB) have finally
issued the report for the Yak-52 accident in off Brisbane. I've attached a copy
to this post.
I guess the investigation was unlikely to find a definitive cause, given that there
was no recorded flight data, the impact was not witnessed, and a significant
amount of the wreckage was not recovered. Having said that, I am a little
disappointed in the report, especially given the length of time it took to be
released.
Two aspects do interest me. The one is the issue of the fatigue life of the aircraft.
My understanding was that the fatigue life is extended through the maintenance
program and specific inspections. Noting the report statement that "At
the time of publication, and with the exception of some aircraft that have been
modified to a tail-wheel configuration, the remaining Yak-52s registered in
Australia had exceeded their airframe life", ATSB seem to assume that no inspections
have been taking place.
The second is the issue of the bellcrank. My understanding was that the aluminium
bellcrank required a recurring inspection, but that the requirement for the
inspection terminated if a steel bellcrank was fitted. The ATSB report suggests
that the inspection is required irrespective of the bellcrank fitted. Could
someone who has more knowledge of the requirement comment in this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506150#506150
Attachments:
http://forums.matronics.com//files/ao_2019_027_final_105.pdf
Message 2
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| Subject: | Accident report from Australia |
Hello Mike,
I think I'm right in saying that the yak-list can't accept attachments, but I'd
be most grateful if you could send me an email with that attachment.
Then in terms of fatigue life that is interesting. If they are saying that all
52 in Australia have exceeded their airframe life, one would assume that they
are all being grounded. The practicality is that the situation is possibly correct
in that in original Russian legislation, the 52 had a 600 hour airframe "life".
To an extent this is due to the fact that the aircraft sat at one airfield
and did nothing but aerobatics and sometimes it quite hard G. But also that
they were employing 250 million people in a quasi-military environment and needed
work for them. So after 600 hours every aircraft would go back to a manufacturing
factory; totally dismantled to its components and then rebuilt as a
new aircraft. When we started importing them into Europe (and indeed elsewhere)
we initially used a very "Mickey Mouse" registration which had no legal validity,
but the various aviation authorities accepted them for about 14 years before
clamping down.
And of course the 52 is non-certified, and therefore there is no internationally
accepted paperwork for the aircraft allowing it to automatically be registered
in any country. So it is totally up to the local aviation authorities in each
country whether to allow it to fly there. In the UK we have strange, but very
helpful part of our aviation legislation whereby any aircraft that is airworthy
and "ex-military" will be given a "permit to fly" i.e. restricted certification.
But after a while UK CAA realised that there was the 600 hour "lifetime"
affecting all 52 and were we going to follow it? Clearly that would have been
economically absurd, so we organised a series of meetings between ourselves;
UK CAA and Yakovlev in Moscow, which after a lot of discussion ended up with
a new system of lifetime whereby every aircraft had a detailed inspection every
600 hours or 15 years.
This meant that engine was removed; wings removed tail et cetera but only sufficiently
to be able to NDT test all the structural parts. And of course a variety
of other checks on different parts of the aircraft, but dramatically less than
the total reconstruction which the Russians did. In terms of cost, this rather
depends who does it, but around 7000, so not absurd every 15 years. And,
for the time being, there has been a 3500 hour limit, but with a general understanding
that that could be extended.
But clearly owners in Australia need to have the situation clarified, in case there
is suddenly some edict grounding the aircraft! However many countries in
Europe, and indeed elsewhere have followed the UK 52 lifetime procedures.
For the bellcrank, for strange reasons, the Russians, I believe, never made it
mandatory to change but strongly advised. Then, in terms of how this is interpreted
comes down to the fact that there is no international legislation for a
52 and it's up to each individual country to make up their own rules. But certainly
the understanding is that if still aluminium it must be regularly checked
but, I believe, is steel that requirement stops.
RICHARD GOODE AEROBATICS
Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
e-mail: richard.goode@russianaeros.com
www.russianaeros.com
WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
In partnership with Aerometal Kft, Hungary.
-----Original Message-----
From: owner-yak-list-server@matronics.com <owner-yak-list-server@matronics.com>
On Behalf Of Stressmerchant
Sent: 26 February 2022 08:17
Subject: Yak-List: Accident report from Australia
--> <mike_beresford@yahoo.co.uk>
After several years, the Australian Transport Safety Bureau (ATSB) have finally
issued the report for the Yak-52 accident in off Brisbane. I've attached a copy
to this post.
I guess the investigation was unlikely to find a definitive cause, given that there
was no recorded flight data, the impact was not witnessed, and a significant
amount of the wreckage was not recovered. Having said that, I am a little
disappointed in the report, especially given the length of time it took to be
released.
Two aspects do interest me. The one is the issue of the fatigue life of the aircraft.
My understanding was that the fatigue life is extended through the maintenance
program and specific inspections. Noting the report statement that "At
the time of publication, and with the exception of some aircraft that have been
modified to a tail-wheel configuration, the remaining Yak-52s registered in
Australia had exceeded their airframe life", ATSB seem to assume that no inspections
have been taking place.
The second is the issue of the bellcrank. My understanding was that the aluminium
bellcrank required a recurring inspection, but that the requirement for the
inspection terminated if a steel bellcrank was fitted. The ATSB report suggests
that the inspection is required irrespective of the bellcrank fitted. Could
someone who has more knowledge of the requirement comment in this?
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506150#506150
Attachments:
http://forums.matronics.com//files/ao_2019_027_final_105.pdf
Message 3
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| Subject: | Re: Accident report from Australia |
I used the web-based forum to initiate the post, apologies to those that did not
get the attachment.
The report is available at the ATSB website:
https://www.atsb.gov.au/publications/investigation_reports/2019/aair/ao-2019-027/
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=506153#506153
Message 4
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| Subject: | Re: Yak-List Digest: 1 Msgs - 02/25/22 |
John,
First of all congrats on your purhase. You are in a great area. Besides the
folks in Louisville, you have some folks in Columbus IN, Indianapolis, and
Cincinnati areas. Best to go to the Redstar.org website, join if you have
not already and you can look up membership in your area.
Regarding panel upgrades and my opinion only. Fly and enjoy the aircraft
for a bit. Get comfortable and see what you really want to do with it. Yes,
you can spend a fortune on panel upgrades only to discover hey, I don't
even use half this stuff. You may discover that your airplane needs other
things first.
If you have been flying glass cockpits you may think that going back to
round dials is scary. Hey brother, that is half the fun with these
aircraft. Regarding IFR. A standard YAK only has 2 hours of fuel. Subtract
45 minute reserve and the question is, where are you going to go in an hour
and maybe 15 minutes. Need an alternate, forget it. Besides, my expierence
is you will probably be going somewhere with a group (Oshkosh). Are you
sticking with the flight or are you going solo? Well there goes your
drinking buddies as you fly off into the murk.
Again, all my opinion only. There are nice upgrades like COM RADIOS, easy
switching of frequencies with a throttle or control stick button if you are
in formation. Fuel computer, ADBS in and out, smoke system if you are so
inclined. In any case, take your time. What excites you now may wane as you
discover your real needs as opposed to wants.
Happy and safe flying. Looking forward to you showing up at the Music City
Mingle in October. There will be a host of folks to talk to and look into
their magnificent cockpits. Send me you email off line and I'll add you to
the distribution list for this annual event.
Greg Clouddog Wrobel
On Sat, Feb 26, 2022, 01:52 Yak-List Digest Server <yak-list@matronics.com>
wrote:
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> Yak-List Digest Archive
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> Total Messages Posted Fri 02/25/22: 1
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> Today's Message Index:
> ----------------------
>
> 1. 04:39 PM - Yak cockpit upgrades (MDDRVR)
>
>
> ________________________________ Message 1
> _____________________________________
>
>
> Time: 04:39:52 PM PST US
> Subject: Yak-List: Yak cockpit upgrades
> From: "MDDRVR" <jwl2002@live.com>
>
>
> I am going to do some upgrades/updates to my Yaks cockpits to make it more
> user
> friendly and add the capability to go IFR if needed. Has anyone here
> previously
> done this? What are the pros/cons of your upgrades? Would you do it again?
>
> John
>
> --------
> John
>
>
> Read this topic online here:
>
> http://forums.matronics.com/viewtopic.php?p=506149#506149
>
>
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