FLIGHT MANUAL - aeroindia.inaeroindia.in/images/AircraftDocs/Manual030931RGA_yak 52_flight 200… · rga/yak 52/flight issue 4.0 3 3 table of contents section page 1 general 4 2 limitations

RGA/Yak 52/Flight Issue 4.0

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FLIGHT MANUAL

Document No. RGA/YAK52/Flight Issue 4.0

THIS MANUAL SUPERSEDES ALL PREVIOUS ISSUES, DATED 20th March, 2003

AIRCRAFT REGISTRSATION NO: G-YAKE

THIS HANDBOOK INCLUDES MATERIAL FOR THE OPERATION AND

PERIODIC MAINTENANCE OF THIS AIRCRAFT TYPE

Richard Goode Aerobatics

White Waltham Airfield

Maidenhead, Berks SL6 3NJ

Tel: 01628 828974

Prepared for Richard Goode Aerobatics using material supplied by the manufacturers. Whilst

every effort has been made to ensure the accuracy of transcription & content, no responsibility

can be accepted for any error howsoever caused, nor for any subsequent loss or injury arising

from such errors. Reliance placed upon the contents of this publication is at the users own risk.

Acknowledgements: Gennady Elfimov – Yak 52 Instructor – www.skytrace.co.uk

http://www.skytrace.co.uk/


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LOG OF REVISIONS

Revision

Number and

Date

Revised

Pages

Description

Of Revision

Approval

and

Date


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TABLE OF CONTENTS

Section Page

1 GENERAL 4

2 LIMITATIONS 8

3 EMERGENCY PROCEDURES 12

4 NORMAL PROCEDURES 18

5 PERFORMANCE 36

6 AEROBATICS / SPINNING 39

7 WEIGHT & BALANCE/

EQUIPMENT LIST 44

8 MAINTENANCE 46


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SECTION 1

GENERAL

TABLE OF CONTENTS

Section Page

1.1 AIRFRAME 5

1.2 ENGINE 5

1.3 PROPELLER 6

1.4 FUEL 6

1.5 OIL 6

1.6 COOLING 7

1.7 Electrical 7

1.8 WEIGHTS 7


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1. GENERAL DESCRIPTION

1.1 Airframe

Class Landplane-Low wing Monoplane

Number of Seats: 2

Airframe Manufacturer AS YAKOVLEV

Airframe Model Number YAK 52

Airframe Type: All metal construction conventional design consisting

of spars, stringers, ribs and skin, fabric covered

moveable control surfaces, Semi-retractable main gear

and nose wheel

Dimensions: Wingspan – 9.30m

Overall length – 7.745m

Height – 2.70m

Wing

Wing area 15.0m2

Root Chord 1.997m

Tip Chord 1.082m

Aspect ratio 5.77

Gross Aileron Area 1.98m2

Gross Flap Area 1.03m2

Tail Unit

Gross Tail plane area 1.325m²

Gross Elevator Area 1.535ms²

Gross Fin Area 0.609m²

Gross Rudder Area 0.871m²

Landing Gear

Track 2.715m

Wheelbase 1.86m

1.2 Engine

Manufacturer: Vedeneev (Ivchenko) M 14 P

Engine Type: Supercharged, gear driven, air cooled radial , 9

cylinders, pressure carburetor. Reduction Ratio 0.658

Horsepower Rating: Take off: 360 HP-2% for 5 minutes maximum at 2900

propeller RPM (99%) and at a (manifold pressure

equal to ambient plus 125 millimeters of mercury)

Continuous: 295 HP at 2400 propeller RPM (82%)

(manifold pressure equals ambient plus 125

millimeters of mercury).


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1.3 Propeller

Propeller Model Number: V530TA-D35

Number of blades: 2

Propeller Diameter: 2.4 m

Propeller Type: Constant speed and hydraulically actuated.

Propeller Blade Angles (at 1 meter radius):

Low Pitch: 14.5o

High Pitch: 34.5o

Operating Limits 2900 RPM (99%) max speed

1.4 Fuel

Fuel is carried in two 60L wing tanks. There is no fuel tank selector, as the wing tanks

feed to a central collector tank, which is fitted with a water drain. The aircraft is fitted

with a fuel cut off valve that is left in the ON position at all times except in the case of an

engine fire or forced landing.

Fuel Grade: Aviation Fuel 100LL or 91/96 octane

Fuel Capacity: 120 Litres in 2 wing tanks of 60 litres each

12 Litres unusable fuel

Carburetor type No float chamber, automatic mixture control

1.5 Oil

The oil tank is provided with a flop tube to enable oil pick up in all flight attitudes. An oil

cooler is located under the starboard wing and has a cockpit adjustable air outlet door to

control the oil temperature. To facilitate starting in extremely cold conditions, an oil

dilution system is fitted.

Note: The oil dilution system is not usually required in the UK climate. However in cold

conditions, oil pressure will drop to 1kg/cm shortly after starting until oil is warmed.

Oil Grade: MIL-L-6082 Aviation Grade Straight

Mineral Oil for the first 50 hours

MIL-L-22851 Ashless Dispersant Oil after

the first 50 hours

Viscosity: Grade 100 (SAE 50)

Oil Capacity: Maximum oil capacity: 16 litres

Minimum oil capacity: 8 litres

Recommended for aerobatic

flying: 10 litres


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1.6 Cooling system Air. Cowl gills, operated by a cockpit lever are used to

control the CHT of the engine

1.7 Electrical system

The aircraft is equipped with a 24v electrical system. A low generator warning light is fitted

which illuminates when the generator is delivering too low a charge.

The aircraft is fitted with a ground power point to enable connection of a GPU in the event of a

discharged battery.

1.8 Weights

Maximum gross weight: 1315 kilograms


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SECTION 2

LIMITATIONS

TABLE OF CONTENTS

Section Page

1 AIRSPEED LIMITATIONS 9

2 POWERPLANT LIMITATIONS 10

3 PNEUMATIC PRESSURE LIMITS 11

4 WEIGHT LIMITS 11

5 CENTRE OF GRAVITY LIMITS 11

6 CREW 11

7 FLIGHT CONDITIONS 11

8 CANOPY 11

9. AEROBATICS / SPINNING 11

10 CROSS WIND LIMITATIONS 11

11 G – LIMITATIONS 11

12 PLACARDS 11


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1. AIRSPEED LIMITATIONS

IAS

Speed km/h Remarks

VNE Never Exceed Speed 420 Do not exceed this

speed in any operation

VA Maneuvering Speed 360 Do not make abrupt

control movements above

this speed

VLE Maximum Gear Extended Speed 200 Do not exceed this speed

When extending gear or with landing gear

extended

VFE Maximum Flap Extension Speed 170 This is the maximum speed at which flaps

may be extended

Stalling Speed

Erect 110 km/h Power ON & 120kph Power OFF

Inverted 140 km/h

Flaps Extended 100 kph


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2. POWER PLANT LIMITATIONS

Engine Model Number: M-14 P

Engine Operating Limits: See Fig 2.1 Table below

Power Setting Manifold

Pressure mm

of Merc

Engine

RPM %

Brake

Horsepower

Max Time Max Cyl

Head

Temp oC

Max Oil

Temp oC

TO

Ambient

P + 125

2900 99

360

5 min

220

75

Nominal 1

Ambient

P + 95

2400 82

295

Continuous

220

75

Nominal 2

Ambient

P + 75

2050 70

240

Continuous

220

75

Cruise

1

735

1860 64

180

Continuous

220

75

Crusise 2

670

1730 59

144

Continuous

220

75

At all power settings

5 mins

240

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Figure 2-1 Engine Operating Limits

Temperatures

Parameter Minimum Recommended

Maximum

(no time

limit)

Maximum

(time limit 15 min

for continuous

run)

Cylinder Head Temperature oC 120 150 - 190 220 240

Oil Temperature oC 40 50 - 65 75 85

Carburettor Inlet Temperature oC

10 10 - 45 45 N/A

... and Pressures

Parameter Normal Engine at idle

Oil Pressure (kg/cm2) 4 - 6 minimum 1

Fuel Pressure (kg/cm2) 0.2 - 0.5 minimum 0.15


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3. PNEUMATIC PRESSURE LIMITS

Main System: Normal range 40-50 kgs/cm2

Emergency System: Normal range 40-50 kgs/cm2

4. WEIGHT LIMITS

Maximum Take-off and Landing Weight: 1315 kgs

5. CENTRE OF GRAVITY LIMITS

Centre of Gravity Limitations One Pilot 17.5%-27% MAC

Two Pilots 23%-27% MAC

This corresponds to: 17.2cm -32.8 cm forward of datum (One Pilot)

17.2cm -23.78cm forward of datum (Two Pilots)

Where the datum is a point 61.5 cm aft of the leading edge of the wing 210.8cm from the

centreline of the aircraft corresponding to frame 5.

6. CREW

Maximum of two. When flown solo the aircraft may only be flown from the Front Cockpit.

7. FLIGHT CONDITIONS.

Day VFR. Not approved for flight into known icing conditions, nor at night as no cockpit or

navigation lights are fitted as standard. Maximum permitted altitude 10,000 feet

8. CANOPY

The canopy may be opened in flight, taking care that no damage is caused during opening. No

formal limiting speed has been set, but a practical limit of 250km/h is advised. Both Canopies

must be locked shut before commencing aerobatics.

9. AEROBATICS & SPINNING

Prohibited with less than 20L of fuel. Aerobatics should not be attempted with landing

gear or flaps extended.

10. HANDLING

Crosswind limit - Maximum crosswind component is 12 knots

11. G LIMITS

Maximum +7 to –5

12. PLACARDS

The aircraft shall display suitable placards clearly identifying the function of the undercarriage, flaps,

air system, electrical switches, and gauges as approprate. Both cockpits shall display a limitation placard

as shown below and placards stating the non- certified nature of this airplane

SECTION 3

EMERGENCY PROCEDURES

Placard - To be displayed in the cockpits

Never Exceed Speed (VNE) 420 km/hr

Maximum Maneuvering Speed (VA ) 360 km/hr

Maximum Speed Flaps Extended (VFE) 170 km/hr

Maximum Speed Gear Extended (VLE) 200 km/hr

Maximum Maneuvering Load limits +7 to –5


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SECTION 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Section Page

1 Airspeeds for Emergency Operation 13

2 Emergency Procedure Checklists 13


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1. AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Take-off 160 kms/h

Maneuvering Speed 160 kms/h

Maximum Glide 160 kms/h

Precautionary Landing 160 kms/h

Landing Without Engine Power 160 kms/h

2. Yak-52 Emergency Procedures

2.1 ENGINE FAILURE

2.1.1 AFTER TAKEOFF AND BEFORE THE FIRST TURN (UPWIND LEG):

(1) stick forward, start descent, set airspeed 160 km/h

(2) retract the landing gear

(3) choose emergency landing area, verify and correct approach

(4) time permitting call MAYDAY

(5) close the fuel stop-valve (fully back)

(6) switch off magneto, Master Switch (Battery), Generator and Ignition

(7) open the canopy

(8) when appropriate use flaps to decrease ground speed

NOTE: DO NOT TRY TO TURN AROUND IN ORDER TO LAND ONTO THE

AIRFIELD. Land straight ahead; turn aside if the straight direction is dangerous. If it happens

after the first turn (height above 600 feet) or, for example, in aerobatic area, make a decision

whether or not it is possible to reach the airfield.

2.1.2 IN INVERTED FLIGHT:

(1) perform a half-roll

(2) set descent with airspeed 170-180 km/h

(3) set the throttle to one-third position of full range

(4) turn the primer 45 degrees to the left and pump on fuel till fuel pressure is 0.1 - 0.2 kg/cm2

or more

NOTE: Priming into the cylinders is recommended (primer to the right)

(5) As soon as the engine starts move the throttle fully forward in to takeoff position within 1-2

seconds, then set the desired power setting

WARNING! Engine restart after inverted flight engine failure leads to 1200 – 1500 Feet

altitude loss


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2.1.3 Forced Landing

In the event of an engine failure during a flight and where it is not possible to re-start a forced

landing will need to be carried out. Follow the procedure below.

(1) If possible trade speed for height

(2) Start descent, set airspeed 160 km/h

(3) Ensure the landing gear is UP

(4) Select an emergency landing area, verify and correct approach

(5) If time permits call MAYDAY

(6) Close the fuel stop-valve (fully back)

(7) Brief Passenger

(8) Switch off magneto, Master Switch (Battery), Generator and Ignition

(9) Open the canopy

(10) Tighten harnesses

(11) When certain of making the selected field use flaps to decrease ground speed,

side slipping may be necessary

DATA AND RECOMMENDATIONS FOR THE FORCED LANDING WITHOUT POWER

Recommended airspeed to cover maximum distance is 160 km/hr. Headwind 5 m/sec (10

knots) decreases descent distance by about 10%. Turns should be performed with 45 degrees

bank angle at 160 km/hr airspeed, the altitude loss is 220m for such 360 degree turn, vertical

speed - about 8 meters/sec.

2.2. Oil Pressure Falling

The main danger of falling oil pressure is that the engine may cease at any time.

(1) Check oil temperature, if oil temperature increases, carry out an immediate landing onto the

nearest airfield, or when too far from the airfield get ready for a forced landing onto the

nearest field with the undercarriage UP

(2) If oil temperature doesn't increase, increase the attention to the oil temperature and go to the

nearest airfield and make a precautionary landing as soon as possible

NOTE: When the oil pressure is truly lost as opposed to the sensor or indicator failure, the

RPM will drop as well because the propeller blades are kept in "fine" position by the oil

pressure. That will be recognizable only if in flight the propeller pitch control was not kept in

fully back position.


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2.3 Fuel Pressure Falling

The following signs of falling fuel pressure can be recognized: unstable engine run along with

loss of the RPM, reduced manifold pressure and the engine vibration.

The pilot must use following actions:

(1) check if the fuel stop-valve is fully open (fully forward)

(2) turn the primer 45 degrees to the left and pump on fuel to the fuel system

(3) carry out an urgent landing

2.4 Engine Vibration

(1)

In all cases (except falling fuel pressure) if the altitude is sufficient, minimize RPM and

start the descent

(2) If vibration ceases, move the throttle carefully forward so that to keep the aircraft in

straight-and-level flight

(3) If vibration continues after some power setting variations, increase RPM up to 70% to

clean the spark plugs

(4) If vibration still continues, find power setting that provides minimum vibration and

perform landing as soon as possible

2.5 Propeller Over Speed

2.5.1 After Takeoff:

(1) Decrease RPM by slow back movement of propeller pitch control

(2) continue the takeoff

(3) make a circuit

(4) accomplish landing

2.5.2 Aerobatic Flight:

(1) Idle the throttle

(2) move the propeller pitch control back to decrease RPM

(3) decrease airspeed

(4) accomplish landing

2.6 FIRE IN FLIGHT

(1) Call MAYDAY

(2) close the fuel valve, switch off magneto, Master Switch (Battery), Generator and Ignition

(3) set the descent

(4) use, if necessary, side-slip to choke the flame

(5) perform emergency landing

NOTE: If fire continues and the emergency landing seems to be dangerous - leave the aircraft

with parachute.


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2.7 EMERGENCY LANDING GEAR EXTENSION

In the event of loss of main air due to a leak the undercarriage may still be extended and the

following sequence of actions should be followed.

(1) Check if the main air system valve is open

(2) Check the air pressure in the man system. Normal 40 -50 bars; The minimum to

attempt the gear extension - about 10 to 15 bars. If it is unsuccessful, the emergency air

system will be required.

To Operate the Emergency Air the following sequence should be used.

(3) Check the emergency air system pressure: normal air pressure is 40-50 bars

(4) Close the main air system valve

(5) Set the landing gear controls in both cockpits to neutral position

(6) Decrease airspeed to 160-180 km/hr

(7) Open the emergency air system valve on the right hand side panel - the undercarriage

will extend with a “bang”

(8) Check the landing gear extension with the green lamps and mechanical indicators

(9) Set the landing gear controls in both cockpits to DOWN position

(10) Carry out normal landing (flapless)

(11) After the engine shutdown close the emergency air system valve

NOTE: Do not retract landing gear in flight after emergency extension.

2.8 LEAVING AIRCRAFT WITH PARACHUTE

There are at least seven good reasons when to abandon the aircraft with parachute is the only

way to save your life. One would be enough to justify the necessity to always fly with

parachute.

1. Aircraft is not recovering from a spin or other type of rotation

2. Structural damage of the aircraft in flight (something broke off)

3. Controls are jammed, aircraft is out of control

4. Mid-air collision

5. Fire in flight

6. Engine failure over the area where the emergency landing is dangerous (mountains, hills, bad

surface, forests or other obstacles)

7. Harnesses or a lock malfunction - you might leave the aircraft suddenly when you don't

expect it !

The pilot in command is responsible for the decision to leave the aircraft with parachute. Instructor

gives commands for the aircraft leaving: "Get ready to jump!" and then "Jump!" when the aircraft is

controllable and there is some time, or only "Jump!" if the aircraft is out of control.


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2.8.1 Leaving the aircraft in straight-and-level flight:

(1) Open the cockpit canopy

NOTE: The canopy opening should be No.1 action in any accidental situation (except fire in

flight)

(2) Increase flight altitude and decrease speed (if possible)

(3) if possible, disconnect the headset from the aircraft socket

(4) pull legs towards the seat

(5) open the harness lock

(6) put hands on the canopy rails

(7) lift and pull the parachute out of the seat (in bent position)

(8) put the feet into the seat

(9) turn the body to the side of the aircraft

(10) put your knee onto the canopy rail (left when leaving to the left)

(11) push yourself out and leave the aircraft with the head down

NOTE: If time permits, close the fuel valve, switch off magneto, master switch, generator,

ignition circuit breakers before leaving the aircraft.

2.8.2 Leaving the aircraft in inverted flight:

(1) Open the cockpit canopy

(2) increase flight altitude and decrease speed (if possible)

(3) pull legs towards the seat

(4) group the body

(5) open the harness lock and push the stick forward immediately

After leaving the aircraft open the parachute.

NOTE: The front cockpit should be left first. If the aircraft is on fire, it is best to delay

parachute opening by 3-5 seconds.

According to the original Russian Yak-52 Flight Manual and S-4U Parachute Technical Data,

minimum safe heights for leaving the aircraft with Russian parachute S-4U from straight-and-

level flight are:

· 120 meters (approx 400 ft) when parachute opens automatically (2 seconds delay)

· 70 (approx 230 ft) meters when airspeed is 120 km/hr & pilot deploys parachute immediately

· 60 (approx 200 ft) meters when airspeed is 220 km/hr & pilot deploys parachute immediately


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SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS

Section Page

1. Speeds for Normal Operation 19

2. General Handling Data 19

3. Engine Handling Data 21

4. Checklist procedures 23

4.1 Daily A Check

4.2 Preflight Inspection

4.3 Actions before and after entering cockpit

5. Engine Starting 28

5.1 Pre- Starting

5.2 Priming

5.3 Starting

5.3.1 Post Start

5.4 Engine run up

5.5 Taxiing

5.6 Before Take off

5.7 Take off

5.8 Climb

5.9 Cruise

5.10 Descent

5.11 Before landing

5.12 Landing

5.13 Baulked Landing

5.14 After landing

5.15 Shut Down

5.16 Post flight Inspection

6. Acting safety pilot 35


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1. SPEEDS FOR NORMAL OPERATIONS

The following speeds are based on a maximum weight of 1315 KGS and may be used

for any lesser weight

Take-off and climb speed 170 kms/h IAS

Approach speed 160 kms/h IAS

Maximum manoeuvring speed 360 kms/h IAS

Never exceed speed 420 kms/h IAS

Maximum crosswind velocity 10 kms/h (12 Knots)

2. General handling Data

Take-off

Rotate at 90km/h

Lift-off at 120km/h – allow to accelerate to 160-170km/h to climb

Approach

With flaps extended – 160km/h

Without flaps – 170Km/h

Side slipping permitted with flaps

Go-Around

Open throttle fully – with fine pitch – retract undercarriage and accelerate to 160km/h

with a positive climb and at 250ft – retract flaps.

Note: Approx. 30ft sink when retracting flaps.

Forced landing

Landing off an airfield must be done with gear UP; Engine shut down; electrics off.

Flaps may be used when assured of making the field. Open canopy before landing. See

Emergency Procedures.

Ground operation.

On wet ground, especially grass, wheel locking is likely under moderate brake applications

and no “anti-skid” devices are fitted. Brakes should be used in short “blips” rather than long

applications. Long applications of the brakes may also lead to brake fade, especially during

long periods of taxing.

Stalling

Power off. The stall is preceded by a light buffet. The characteristics are mild.

At max weight, with power off and gear retracted the stall speeds are as shown

Erect 110km/h power On, and 120 km power Off

Inverted 140km/h

Flaps extended 100km/h


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Dynamic Stall

Achieved usually through mishandling in tight turns or too abrupt pull up. A buffet precedes

the stall and the stall is characterized by the aircraft sharply breaking to an unusual flight

attitude.

Trimming

Ground adjustable trim tabs are fitted to the rudder and ailerons. The elevators have a cockpit

adjustable trim tab on the port elevator and this operates in the “normal” sense.

Landing Gear

The landing gear has a selector in each cockpit with 3 positions; UP, Neutral, DOWN. There

is a safety gate, which should be engaged when the gear is down.

If the selector in Rear cockpit is placed at neutral, the “command” of the undercarriage is

given to the front cockpit [The rear selector is the master selector].

For solo flight the rear cockpit undercarriage selector must be set to the neutral position.

If the landing gear fails to extend due to lack of pneumatic pressure, there is a backup system.

See emergency procedures.

The landing gear has 2 position indicators for each wheel. Electrical with 3 green lights (gear

down) and 3 red lights (Gear up). There are also 3 mechanical indicators, which are visible

and should show 6 colored bands when the gear is extended.

The aircraft is not fitted with squat switches – Retracting the gear on the ground will cause the

aircraft to settle on the ground. The aircraft is not fitted with a “gear-up” warning system as

standard. ALWAYS slide the lock bar across after selecting gear down.

Flaps

A selector is provided in each cockpit. There are two flap positions 0° and 45°.

If the selector in either cockpit is placed at neutral, the “command” of the flaps is given to the

other cockpit. For solo flight the rear cockpit Flap lever must be set in the Neutral position. 2

lights in each cockpit provide flap position indication. Green (flaps up) and Orange (Flaps

down)

Pneumatic System

Engine starting, Flaps, undercarriage and brakes are all operated by the Air system. An

emergency air system is provided that allows the undercarriage to be deployed in the event of

loss of main air pressure. The brakes will also function.

Note: The emergency air CANNOT be used to start the engine if the main air pressure has

been lost.

Note: The landing gear CANNOT be retracted in the air using the emergency pressure.

Landing flaps cannot be deployed with Emergency air.


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The main air system is operated by a tap that must be opened before starting the engine and

closed after flight. The emergency air tap has a folding bar over it that serves the purpose of

providing extra leverage to open the tap, if required.

The air system operates at 50-60kgf/cm² and can be recharged on the ground. The main air

system is recharged in flight by means of an engine driven compressor.

A drain tap is located on the firewall of the engine to drain moisture accumulated in the

system after each flight.

Controls.

Throttle, pitch control, starter, fire shut off valve and magneto switches are fitted in both

cockpits. The primer, oil cooler, gill controls, and carburetor heat are fitting in the front

cockpit only.

3. General Engine Handling data

Pre-Start

Ensures switches and magnetos are off in both Front & Rear Cockpits. It is vital to ensure that

the engine is thoroughly pulled through by hand to clear any possible hydraulic locking. The

rotation must be in the correct sense – never rotate the propeller backwards.

If resistance is encountered during the pull through, or if the plane has not been started for

some time, the bottom cowl should be removed and the oil drain plugs removed, allowing

accumulated oil to drain during the pull through.

At least 12 – 18 propeller revolutions are recommended.

Warning: NEVER pull the propeller through when the CHT gauge shows 80C or more.

The CHT operates independently and always shows the current temperature.

Caution. Failure to observe correct pull through procedure may result in Hydraulic lock,

which will cause considerable damage to the engine and owners wallet.

Priming

The primer is positioned on the upper right hand side of the front cockpit panel and has three

positions, Left – Pressurizes the fuel system. Right, primes fuel into the engine. Upright is the

Neutral position.

The general rule of thumb is to use one prime to the engine (Right hand position) for every

10C below 100C as indicated on the CHT. Up to a maximum of 9 primes.

When starting an engine from cold, the propeller should be pulled through for ½ a turn for

each prime.

With a cold engine, at the moment of starting, it may be necessary to select the primer to the

Right Hand position and add an extra 1 or 2 primes whilst the engine is firing


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Warning: Over-priming my result in an engine fire. Should this occur, continue to crank the

engine in order to smother the fire.

Pressurizing

Prior to starting pressurize the fuel system, by selecting the primer handle to the Left and

pumping until the fuel pressure indicator shows 0.2 – 0.5 kg/cm.

Caution: Always return the primer to the upright Neutral position after starting. Failure to do

so will result in the engine drawing fuel through the primer and running rough.

Magneto.

There is a magneto switch in both cockpits. Prior to start ensure that the magneto switch in the

rear cockpit is set to 1 + 2. During the engine start the front magneto should be off until the

engine has rotated through 2 –3 turns and then switched on while keeping the starter

depressed.

Air

The air gauge in the front cockpit shows the quantity of air in both the main and emergency

systems. Ensure that the air is switched on and is sufficient before starting.

Carburetor heat.

The yellow lever on the Right hand side of the cockpit, controls an air scoop beneath the

bottom cowling. Full forward selects cold air and fully back selects hot air. The lever must be

depressed and then moved. A Carburetor temperature gauge shows the temperature at the

inlet.

Cowl Gills.

A lever on the left hand side of the front cockpit controls the gills. Fully forward opens the

gills allowing maximum engine cooling, fully back closes the gills to assist engine warm up.

Oil Cooler

The oil cooler is located under the right hand wing and has a flap at the rear that can be raised

or lowered to permit a great through flow of air. The lever is located on the Right hand side of

the front cockpit. Forward is full open allowing maximum cooling and the back position

closes the flap assisting engine warm up.

A single friction lock allows the Gill and oil cooler control levers to be locked in position.

Forward to lock; backwards allowing free movement.


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4. CHECKLIST PROCEDURES

4.1 Daily A Check

Prior to the first flight of the day, the pilot shall carry out the following actions

1. Check the aircraft Technical log for details of the last flight and any defects

recorded. Ensure that defects have been rectified.

As the pilot approaches the aircraft, the external visual inspection should be started by

looking for hazardous obstructions in the parking area and for possible oil and fuel

leaks under the aircraft. Then the pre-flight inspection should be performed in the

following way:

2. Remove Tie-downs

3. Remove Aircraft Covers, Pitot Cover, oil cooler blank and Control locks

4. Remove any frost, snow or ice from the fuselage and all flying surfaces and check

condition of skin and fabric.

5. Open cockpits and check both magnetos are on Zero

6. Check oil quantity (min 8 L).

7. Pull propeller through at least 10 times to ensure removal of oil from bottom

cylinders

8. Open the engine cowlings and inspect engine, accessories, exhausts, and control

linkages for security. If items such as exhaust clamps or retaining hose clips are

found to be loose they can be corrected by the pilot. If in doubt an engineer’s

assistance should be sought.

9. Check for oil leaks and clean off engine and firewall of any oil spotting

10. Close cowls, ensuring that cowl fasteners are secured correctly and that the

cowling safety pins (if fitted) are inserted and locked.

11. Drain ½ litre of fuel from the central fuel drain into a clear jar to check of the

absence of water and dirt.

12. Proceed with the Pre-Flight Inspection


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4.2 Pre-flight Inspection Route

Remove control Locks. Check condition of skin and fabric. Walking around the aircraft check

following:

(1) The absence of incidental things under the engine (including loose stones) that can

damage propeller during the start up.

(2) The propeller and spinner: no oil leaks, defects, cracks or dents. Safety pins must be in

place on the nuts holding the counterbalances.

(3) The propeller blades installation according to the installation marks.

(4) The engine cowl flaps: free and full movement, no defects or deformations.

(5) The engine cowls: no deformations, fuel or oil leaks. Hatches must be closed properly.

The carburetor air intake must be clean with no objects inside.

(6) The blanking cover of the oil cooler is removed, cooler condition, no oil leaks.

(7) Visually check the tyres' condition and pressure (3 kg/cm2 in main and nose tyres).

(8) Check the extension of shock absorber rods (main struts: 200-205mm, nose strut: 140-

145mm). Try to move the gear bars and rods by hand: the lateral and longitudinal

movements of the undercarriage elements must be within tolerances.

(9) The shock absorbers: no oil leaks.

(10) Check the right wing (no fuel leaks from the fuel tank), then aileron and landing flaps

for possible damages and deformations. Check ailerons can be deflected easily and

fully.

(11) Inspect the fuselage from below for the surface damages, fuel/oil leaks. Make sure

there are no loose objects in the fuselage. Slap your hand against the underside of the

fuselage (on both sides) all the way aft of the rear seat to the tail plane - junk will

bounce audibly. Remove it before the flight.

(12) Inspect the fuselage right side for the surface damages.

(13) Check the aerial attachment and its state.

(14) Check the tail unit for possible surface damages and deformations; check the state of

elevator and rudder hinge connections. Check controls can be deflected completely.

(15) Check the fuselage left-hand side for the surface damages. The inspection panel screws on the

tailplane must be tight, the external power and external air covers must be closed.


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(16) Check the left wing (no fuel leaks from the fuel tank). Check ailerons can be deflected easily

and fully. Check the landing flaps for surface damages and deformations. Check the Pitot tube

condition and ensure that the cover is removed. Check if the stall sensor flap has free and full

movement.

(17) Check fuel quantity in tanks (visually). When the tanks are full (120L), fuel level should not be

more than 30 mm below tank filler rim. Check the fuel level indicator readings in the aircraft

cockpit. Check oil level with the ruler, maximum oil filling is 16L (for cross-country flight),

10L (for aerobatic flights), minimum - 8L. Secure the fuel and oil tanks caps.

(18) Check if the air sediment filter on the engine fire wall is closed.

(19) Pilot to sign out the aircraft as checked and serviceable in the Technical Log

(20) If the aircraft has been refueled, drain ½ litre of fuel after 10 minutes to check for

contamination.

4.3 Pilot's Actions Before Entering the Cockpit

NOTE! Empty your pockets before entering the aircraft

4.3.1 Pre-Flight Briefing

Before any flight where passengers are carried the commander of the aircraft is required to

conduct a pre-flight briefing. In the Yak 52, due to its tandem configuration, this is especially

important to avoid misunderstanding and to ensure that the rear seat passenger knows what to

do in the event of an emergency.

The briefing should cover the following points.

a. An explanation of the controls and instruments, pointing out the mechanical indicators on

the wings

b. Fit the parachute and demonstrate how to release the parachute if a need arises to leave the

aircraft while on the ground.

c. Fit the harness and explain

1. how to tighten

2. how to release – demonstrate

d. Explain and demonstrate how to open and close the canopy

e. Explain the procedures to leave the aircraft in an “in-flight” emergency

f. Explain how to use the Intercom and ensure that the passenger does not use the radio by

mistake.

g. If the passenger is not experienced in light aircraft, spend some minutes talking through

the various stages of the flight, from start to shut down so that they are pre-warned about

nose and vibration.

h. The nature of the flight should be agreed with the passenger and the pilot should not

attempt to show off or allow themselves to be talked into situations that they are not

totally happy with. (ie: low flying or aerobatics where they have not had sufficient

experience)


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4.3. 2 FRONT COCKPIT PREPARATION FOR FLIGHT

(1) Magneto switch is set to "0" position.

(2) Engine starting button is covered with the protective cap.

(3) Master switch and all circuit breakers are turned off.

(4) Landing gear operation control is in "Extended" position and locked with the latch. Check if the

landing flaps control is in "Up" position (forward).

(5) No loose articles in the cockpit.

(6) Check the pilot's seat condition and reliable attachment.

(7) Check attachment and condition of the pilot's seat harnesses, check the harnesses lock. The

parachute belts should be adjusted to fit the pilot, then the parachute should be placed

into the seat and its static line must be connected to the seat.

(8) Open the air system valve and check air pressure in main and emergency board cylinders, it must

be about 50kg per sm2. Listen out for possible air leaks.

(9) Set the parking brake on.

4.3.3 REAR COCKPIT PREPARATION FOR SOLO FLIGHT

Solo flights must be carried out from the front cockpit only. Rear cockpit checks:

(1) No loose articles, headset is removed.

(2) Parachute is taken out of the cockpit.

(3) Harnesses must be fastened and then tied together firmly.

(4) Landing flaps control is in neutral position.

(5) "Brakes Release" switch is in "OFF" position (back).

(6) Magneto switch is in "1+2" position.

(7) Check if the landing gear control in the front is down and locked, then put the gear

to neutral in the back (must be also locked).

(8) The "IGNITION" switch is in "1 COCKPIT" position (up).

(9) All "INSTRUMENT FAILURE IMITATION" switches are in "OFF" position (down).

(10) Parking brake is released.


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(11) Sliding part of the canopy is closed and locked.

IMPORTANT NOTE: Ensure magneto selector switches in both the front and rear cockpits

remain on "0" until the propeller pull through procedure is complete, then SET THE

MAGNETO IN THE REAR COCKPIT TO "1+2" POSITION before attempting to start the

engine.

4.3.4 Pilot's Actions After Entering the Cockpit

(1) Adjust the rudder pedals as required with the turning handle. That must enable full

movement of the pedals with the knees slightly bent when the stops are reached.

(2) Check all controls for free, full and correct movement.

(3) Check the brakes for possible air leaks. With brakes fully on and rudder pedals in

neutral position no noise of the air coming out should be heard.

(4) Check the condition of the harnesses and their lock.

(5) Connect the headset to the aircraft sockets.

(6) Put the parachute harnesses on and ensure their lock is closed properly.

(7) Put the pilot's seat harnesses on in the correct order and ensure their lock is closed

properly.

(8) Check if the sliding part of the canopy can be closed and opened easily and the canopy

lock condition.


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5. ENGINE STARTING.

Before commencing the start up procedure, complete the following preliminary

checks:

Ensure that all external checks and preparations are complete including fuel

drain, anti hydraulic lock procedure and priming procedures.

Rear cockpit checks must be completed.

MAGNETO SWITCH IN THE REAR MUST BE SET TO "1+2"

POSITION.

IMPORTANT NOTE: Ensure magneto selector switches in both the front and rear

cockpits remain on "0" until the propeller pull through procedure is complete, then

SET THE MAGNETO IN THE REAR COCKPIT TO "1+2" POSITION before

attempting to start the engine.

5.1 Pre-start checks

The following checks must be completed in the front cockpit before the engine start up

(going from left to right):

Brakes are on and locked.

Air valve is turned fully ON (anti-clockwise) and then one quarter turn back.

Left horizontal panel Circuit breakers Nos. 1, 2, 4 and 6 ON (towards the

aircraft wall).

Flaps are set in the UP position (forward).

Elevator trim wheel is moving easily both ways and is set as required (different

for dual and solo flights).

Throttle friction lever is loose (fully back).

Throttle has free and full movement and set at about one quarter open.

Propeller pitch control has free and full movement and set fully forward.

Fuel stop-valve is OPEN (fully forward).

Magneto is set on "0" position in the front and "1+2" in the rear.

Starter button is covered.

Undercarriage is down and locked.

Air pressure in main and emergency tanks is sufficient. Normal air pressure

for both systems is 50 bars.

Main instrument panel is secure, two big screws on the sides are tight.

Top panel with accelerometer, warning lights and magnetic compass is secure.

All instruments are legible with glass unbroken.

Instruments settings checked: Accelerometer zeroed, Altimeter zeroed,

Heading bug of the Heading indicator set to runway-in-use heading, Clock is

running and the correct time is set.

Primer is vertical and locked.

Volumes of the Intercom and Radio on the Intercom system switchboard are

set on maximum (fully to the right).

"Reserve Amplifier" and "NDB Identification" (two switches below Intercom

and Radio knobs) are set to OFF position (down).


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Master Radio volume on the Radio station switch board is on maximum (fully

to the right).

Radio frequency is set as required, Squelch is ON (up).

Master Switch (Battery), Generator, Ignition and Pitot Tube heater are OFF

(central for the Master Switch, down for all others).

If fitted, "Stall Warner" and "Stall Warner Heater" switches are OFF (back).

Engine Cowl Flaps control has free and full movement and set to "closed"

position (fully back).

Oil Radiator door control has free and full movement and set to "closed" (fully

back).

Carburetor air-fuel inlet temperature control is functioning and set as required:

HOT when outside temperature is below +10o C (fully back), otherwise COLD

(forward) or "in-between" position according to outside temperature.

Heating-Ventilation control set as required (back - HOT, forward - COLD).

Emergency Air System valve closed (clockwise).

Check Radio Compass control panel: Channel switch set as required,

"Compass-Antenna" and "Telephone-Telegraph" switches both set forward,

volume control set on minimum (fully anti-clockwise).

Check Gyro-Magnetic Compass control panel: "Hemisphere" switch in

"Northern" position (forward), "Regime" switch in "Magnetic Correction"

position (forward), Latitude setting is correct.

Headset is connected to the aircraft socket and loose cable is secure.

Parachute and Pilot's seat harnesses are fastened.

Static line of the parachute (if fitted) is attached to the seat.

Controls have full and free movement.

BRAKES ARE ON AND LOCKED.

RUDDER PEDALS SET TO NEUTRAL.

5.2 Priming the engine

Prime into the cylinders (primer turned to the right) as required according to cylinder

head temperature (CHT). To identify the required number of primes use following

basic rule: When the CHT showing on the CHT gauge is 100o C or above - no priming

into the cylinders required, for the CHT below 100o C you will need one prime per

each 10o below than 100o (e.g. CHT=40: 6 primes required, CHT=60: 4 primes).

IMPORTANT NOTE: Do not prime more than required as above because fuel may

wash off the oil from the cylinders' internal surface, which then may cause their

damage. Fuel may also accumulate in the bottom cylinders which may cause the

hydraulic lock during start up. Maximum amount of primes given by the original Yak-

52 Flight Manual is 12.

1. Make sure both magnetos in front and rear cockpits are on "0" and ALL switches

are OFF, brakes are ON and locked, rudder pedals set to neutral.

2. Ask ground crew member to turn the propeller and confirm to him that magnetos

and switches are OFF. Pulling through must be done in the direction of propeller

rotation.

3. Prime to the cylinders as the propeller is turned, one prime per half turn. Only start

counting primes when the primer is full of fuel (normally it takes a couple of shots),


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you will be able to feel resistance as the primer goes in.

4. When priming is complete start the stopwatch (right button on the clock). The best

timing between priming and actually pressing the start-up button is about 2 minutes to

let the fuel to evaporate to some extent inside of the cylinders.

5. Ensure that magneto in the rear is set to 1+2 position.

IMPORTANT NOTE: When the engine is cold it is mandatory to turn the prop before

the start up, if CHT is above 80o - it is forbidden to turn it.

5.3 Starting the engine

1. Call "CLEAR PROP".

2. Put "Master Switch", "Generator" and "Ignition" switches ON (Up position).

3. Prime into the fuel system (always required irrespective of CHT). Turn primer to the left

and pump until pressure shows towards 0.5 kg/cm2. Normally that requires 2-6 pumps.

4. Check that primer is closed (fully forward) and locked in the upright position.

5. Without delay after priming the system open starter cover with left hand and press the

starter button with left thumb. After 1/2 to 1 turn of the prop flick magneto switch to "1+2"

position with left fingers. DO NOT RELEASE START UP BUTTON IMMEDIATELY

AFTER SWITCHING MAGNETO ON 1+2. The button must be released only after the

engine has started. Normally it takes 3-5 seconds, maximum permissible duration of button

pressing is 15 seconds.

6. When the engine is running steady set RPM to 38-41%.

NOTE: When starting cold engine (CHT <= 20-30o C) and having difficulty with the engine

"picking-up", use priming into the cylinders at the same time as you keep the button pressed

and Magneto switch in 1+2 position. Normally 3-5 extra primes are sufficient in this

situation. Do not forget to put primer back to fully forward, vertical and locked after that!

It is also permissible to aid start up with the throttle movements forwards and backwards in the range of 1/3 -

1/2 of its full movement (frequency about 1.5 - 3 seconds). That works well with two people on board: one

on the primer and the other on the throttle. Do not over push the throttle; this will cause a power surge

which over stresses parts of the engine.

5.3.1 Post-Start Checks

1. Ensure that primer is fully forward, vertical and locked, then cover the start up

button with its cap.

2. Check the oil pressure. If the oil pressure has not increased up to 1 kg/cm2 within

15-20 seconds after start up, switch the engine off immediately and find out what the

problem is.

3. Warm the engine up initially using RPM 41-44% until the oil temperature starts

raising. After beginning of the oil temperature increase use RPM 44-48% (up to 51%

in winter) to continue the engine warm up.

4. If the external power was used, put the Master Switch ON (up) then disconnect the

power cord.

5. Check that generator is on line by: a) Red lamp (Generator Failure) is out, and b)

Needle on Volt-Ammeter is to the left of the zero marker, and then switch ON the rest

of the circuit breakers on the left horizontal panel (switches 3, 5, 7 & 8). It is

recommended to fully press and release the knob on Attitude Indicator before putting


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the above switches ON.

6. Press the Lamp test button and check if all lights are functioning.

7. Monitor oil and fuel pressure, oil temperature, cylinder head temperature.

8. The engine is considered as "warmed up" when CHT is above 120o and the oil

temperature is 40o.

9. The Oil Temperature must reach at least 40o C before you may commence engine

power checks.

10. Operate Engine Cowl Flaps throughout engine warm up procedure to keep

Cylinder head temperature within limits.

11. Carry out engine power checks.

5.4 ENGINE RUN UP

Note! Before the run up, the engine oil temperature must be at least 40 deg C and

cylinder head temperature (CHT) not less than 120 deg. C.

Ensure the propeller control is set to fully fine (forward) and then perform the

following checks:

1. Set 70% RPM and cycle propeller three times. When the propeller control is

pulled fully back, verify 53% RPM.

4. Set propeller fully fine, RPM=70% then move propeller control back to 64%

RPM.

Note manifold pressure, move the throttle forward increasing manifold

pressure by 100 mm - the RPM should remain constant (some initial increase

is acceptable before it settles back to 64%). Throttle back to the previous

manifold pressure, then move throttle back further to decrease manifold

pressure by 100mm - RPM should remain constant (some initial decrease is

acceptable).

5. Set propeller fully fine, RPM=70% and check both magnetos. Maximum

RPM drop allowed is 3%. Note: Occasionally after the 1st start of the day,

magneto drops up to 4-5% may be experienced. This is normally associated

with fouled plugs, particularly when engines have not been run for a while. To

clear, achieve 190C on the CHT and then advance throttle to 80% for 15-20

seconds (check brakes holding) then revert to 70% RPM and check magnetos

again. If Magneto drop is still outside acceptable limits seek engineering

advice.

6. Minimum RPM check: Idle the throttle (prop still fully fine) - RPM should be

24%-28% with stable engine run (with no tendency to stop). Check that the oil

and fuel pressures are no less than 0.15 kg/cm2 for fuel, and 1.00 kg/cm2 for

oil. Press the volt-ammeter button and check battery voltage is 24V.

7. Check the engine quick response: from minimum RPM, move throttle forward

increasing RPM to 80% within 1-2 seconds. RPM must increase without

delays, "flat spots" or misfire.

8. Set 58% RPM, check generator voltage is 27V-29V.


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9. Check Carb Heat control, Max drop 2%.

10. Move the throttle back slowly, watching RPM and "Generator Failure" light.

The light should come ON when RPM is approximately 34%. Then move

throttle forward slowly - the light should come OFF when RPM= 36-38%.

5.5. TAXYING

Note: The nose wheel is free castoring and care must be taken during tight turns to

avoid getting into a position where you cannot get the nose wheel straight. In these

cases it may be necessary to shut down, and position the aircraft by hand.

Brakes -- RELEASE

Throttle -- AS REQUIRED

Brakes -- CHECK during taxing

To turn, press rudder pedal in desired direction and use short squeezes of brake

action.

Caution. During long taxing use brakes sparingly to avoid letting the main air

get too low and to avoid overheating the brakes reducing their efficiency.

5.6 BEFORE TAKE-OFF

Throttle – 44%

Propeller control -- FULL FORWARD

Gills -- Fully forward

Oil Cooler -- as required

Instruments -- CHECK

Warning Lights -- CHECK

5.7 TAKE-OFF

Brakes – RELEASE

Smoothly Advance throttle fully forward (Left Rudder may be required)

Bring stick back to lift weight from the nose wheel

Check the stick back and allow aircraft to fly off the runway at 130 Kph

Allow speed to build to 170 Kph and set climb to maintain speed.


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5.8 CLIMB

Landing Gear -- RETRACT and CHECK red lights

Climb Speed -- 170 km/h

Power -- Set to 82% and 95 mm plus ambient pressure

Engine instruments – CHECK

5.9 CRUISE Cruise Power -- 64% RPM, 64 Manifold

Cowl Intake Control -- AS REQUIRED

Oil Cooler Door Control -- AS REQUIRED

Carburetor Heat Control -- AS REQUIRED

Elevator Trim Tab -- AS REQUIRED

5.10 DESCENT

Power -- AS REQUIRED

Cowl intake control -- AS REQUIRED

Carburetor Heat Control -- AS REQUIRED

Caution. If Carb’ Icing is experienced during the descent, the throttle may become jammed.

In this case, close gills to maximize heat, ensure Carb’ Air Hot is selected and gently try to

move the throttle back & forth until the ice is broken and the throttle moves. It may be

necessary to continue to make small throttle movements to prevent further jamming if icing

conditions are very bad.

5.11 BEFORE LANDING

Altimeter - SET

Gear -- DOWN below 200 km/h, Check lights – SLIDE LOCKING BAR

ACCROS UNDERCARRIAGE LEVER

Approach Speed -- 160 km/h

Propeller Control -- FULL FORWARD

Power -- AS REQUIRED

Cowl Intake Control -- AS REQUIRED

Carburetor Heat Control – AS REQUIRED

5.12 LANDING

Final approach – flaps as required (VFE – 170 Kph)


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Transition -- 10-20 METERS

Touchdown – 130-140 km/h, nose up attitude

Elevator control -- PULL

Rudder -- AS REQUIRED Brakes -- APPLY with short impulses

5.13 BALKED LANDING

Power -- TAKE-OFF figures

Climb Speed -- 170 km/h

Landing Gear – RETRACT

Flaps up – AFTER POSITIVE RATE OF CLIMB ESTABLISHED.

Caution: The aircraft sinks when retracting flaps.

5.14 AFTER LANDING

Cowl intake control -- FULL FORWARD

Oil Cooler Door Control -- FULL FORWARD

5.15 SHUT DOWN

Throttle -- 28-34% RPM until Cylinder - head temp is below 1600

Throttle -- 65-68% RPM for 20-30 sec

Throttle -- 28-43%

Ignition -- OFF

Throttle -- FORWARD 2 inches

All switches -- OFF

5.16 Post Flight

After landing and shutting down, the pilot shall perform the following actions.

Switch Main air off – to preserve air supply

Release brakes

Switch magnetos in both cockpits to Zero.

Set Rear cockpit undercarriage to the Down Position

Close Cowl gills and Oil Cooler

Drain water deposits from air sediment filter on firewall.

Check for oil leaks and clean off oil.

Refuel aircraft to keep tanks full and avoid water condensation.

Then

Fit control locks and Pitot cover

Record Flight in daily Tech Log, together with any defects.

If flying is finished for the day

Fit aircraft covers

Oil cooler cover

Tie down or place in Hanger and chock

6.0 ACTING SAFETY PILOT


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This section is not intended as a complete guide to the role of someone acting as a safety pilot

in the Yak 52, it simply aims to highlight some of the areas that can cause difficulties.

A pilot wishing to act as safety pilot from the rear seat of a Yak 52, should seek coaching from

a suitably experienced person since the perspective from the rear seat is different from the

front and they should practice rear seat landings with an experienced pilot in the front seat.

Also with the YAK 52, due to the nature of the Tandem seating, there is scope for

misunderstanding between the pilots, which may result in an incident. Furthermore, where the

front (handling) pilot is new to the Yak 52 there are some procedures that the rear (safety) pilot

should follow.

1. Briefing

Before any flight both pilots should conduct a thorough briefing covering the exercises

that will be flown; Commands especially the transfer of command from Front to Rear must

be absolutely clear. The flight should not cover exercises that the Safety pilot is not

experienced in or current on.

2. Rear cockpit controls

In a G-registered Yak 52 some of the “instructors” controls are blanked off such as the

simulated failure switches on the Right Hand side of the panel. There are also two controls

blanked off that may give rise to a situation where the rear pilot cannot assist.

a. Ignition switch. This transfers command of the magnetos to the rear cockpit. It

was used if the “student” selects “0” during the magneto check – As this

function is disabled ensure the front pilot is briefed not to switch the magnetos

to “0” during the engine check.

b. Brake Override. This allows the “instructor” to override the “students” brakes

should they be braking too hard. As this function is disabled ensure that the

front pilot is briefed to use the brakes correctly, especially on wet grass.

3. Undercarriage & Flaps

The undercarriage and flaps in G registered Yak 52’s are no longer required to be blanked

off. While the operation of the flaps is best left in the Neutral position in the rear cockpit

to allow the front seat pilot to control these, the undercarriage, in the Rear cockpit, should

be operated between down and neutral by the Rear seat safety Pilot to ensure that front

pilot does not retract the undercarriage by accident instead of the flaps.

Caution: It is important that the rear seat pilot fully understands the undercarriage

system in order to prevent confusion. Therefore non-pilots or inexperienced rear

seat passengers must never be allowed to touch the Undercarriage and it should be

left in the Neutral position.

4. Temperatures

The rear seat pilot does not have access to the Cowl Gill and Oil Cooler controls in the

Yak 52. Therefore the rear seat pilot must pay especial attention to the CHT and oil

temperature to ensure that the front seat pilot maintains the correct temperatures.

SECTION 5


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PERFORMANCE

TABLE OF CONTENTS

Section

Page

1 Take-off and Landing Performance, Rate

of Climb

37

2 Range and Endurance 38


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Performance

Validity of performance information

The performance information is not valid if

The total weight exceeds the specified Maximum take off & landing weight

A propeller other than V530DA-D35 is fitted

An engine other than the M14P 360 Hp is fitted

Any external modifications (such as skis) are fitted.

Take off Run

Minimum run required from standstill to lift off (120 kph) and at the Maximum all up

weight is 170m.

Landing run.

Using full flap and at Maximum weight and using maximum braking the minimum

landing roll from touchdown to full stop is 300m.

Both take off and landing distances will be affected by weight, runway conditions, and

wind components. Full use should be made of the CAA General Aviation Safety Sense

leaflet on Airplane Performance.

Performance ceiling

Performance ceiling is 13100 feet. However maximum height is 10,000 feet due to

lack of an oxygen breathing system

Rate of Climb

The original Russian Yak52 Flight Manual does not give a detailed rate of climb,

however it does say that at International Standard Atmosphere and 15C the time to

climb to 4000m (13,100ft) is 15 minutes.

Gliding.

The best glide speed is 160kph in all configurations. However the best gliding range is

achieved with the undercarriage and flaps retracted.

Gliding turns should be made at 160kph and at an angle of 45. For a 360 turn this

will produce a height loss of approximately 750 feet.

Wind strength will alter the glide range and a headwind of 10kts will shorten the

available distance by 10%.

The following chart shows the approximate gliding distances assuming Nil Wind, No

turns, flaps and Gear Up.

1000 Ft 1.0nm

2000Ft 2.0nm

3000Ft 3.5nm

4000Ft 4.5nm

5000Ft 5.5nm


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Performance (Continued)

Fuel Consumption

The Yak 52 caries 120L with 10% (12L) unusable fuel

Flight Stage Fuel consumed Duration (Mins) Range Km

Engine start, warm

up & taxi

2 5 0

Take off & climb

to 500m (1640Ft)

3 2 3

Descent from 500m

(1640Ft)

0.5 1 2.5

Circuit at 180 kph 4 5 0

Maximum flight range (nil wind) at a height of 500m (1640ft) and airspeed of 210kph

at 1315 Kg in the cruise 2 running condition is 510km.

Maximum endurance at Cruise 2 setting (12 L unusable & 10L Start / takeoff / descend

/ land) at 42 L/Hr is 2 Hrs 20 minutes – to Dry Tanks, no reserves.

Warning:

The figures quotes are as a guideline only. Experience shows that actual fuel

consumption varies considerably between individual aircraft, engines, Pilots and type

of flying.


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SECTION 6

AEROBATICS

TABLE OF CONTENTS

Section Page

1 Aerobatics 40

2 Normal Spinning 41

2.2 Flat Spinning 42


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1. AEROBATICS

1.1 The Yak 52 is capable of performing all the maneuvers in the Aresti catalogue.

The recommended entry speeds for some of the basic maneuvers are as follows.

All aerobatics as conducted with the following power settings unless otherwise

indicated.

Propeller % RPM = 82%

Manifold pressure - Max

(1) Loop 300 Kph

(2) ½ Cuban 300 Kph

(3) Reverse ½ Cuban 300 Kph

(4) Aileron Roll 230 Kph

(5) Immelman 320 Kph

(6) Spin %RPM @ 82%

Gentle deceleration to Manifold pressure @ Idle

Caution. Aerobatic maneuvers should not be attempted until a suitably qualified

person experienced ON TYPE in the recovery from unusual attitudes and spinning has

checked out the pilot.

Warning: Certain maneuvers such as the Stall Turn are regarded in the Russian

syllabus as being advanced. Pilots are advised to obtain safety training in the recovery

from the vertical before attempting vertical maneuvers.

ALL AEROBATICS MANOEUVERS MUST BE CONDUCTED AT SAFE

HEIGHT, NOT OVER BUILT UP AREAS AND WITH A PRE-DETERMINED

LOWER LIMIT FOR LEAVING THE AIRCRAFT IF THE MANOUEVER

CANNOT BE RECOVERED FROM.


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2. NORMAL ERECT SPINNING.

The following notes are by way of guidance only –

SPIN TRAINING SHOULD ONLY BE CARRIED OUT UNDER THE

SUPERVISION OF A SUITABLY QUALIFIED PERSON ON TYPE. ALL

SPINNING MUST BE DONE AT A SAFE ALTITUDE WITH A PRE-

DETERMINED BAIL OUT HEIGHT.

Normal Erect Spin

Using 82% RPM and from level flight at about 220km/h smoothly close the throttle to

idle and set a climbing angle of about 30° allowing the airspeed to bleed away. As the

airspeed passes through 120 km/h regain straight and level flight attitude. The airspeed

should now be at around 100 to 105km/h.

Apply full rudder in desired direction of spin. (Aircraft spins best to the Right) – as the

nose yaws smoothly apply full back elevator. The aircraft will smoothly and rapidly

fall into a stable spin.

To recover

(1) Apply FULL opposite Rudder

(2) Apply Stick Forward past the neutral (somewhere between neutral and

fully forward)

(3) As rotation stops, bring both controls back to the neutral.

Check the airspeed, when it is 200 km/h start recovery into straight-and-level, at the

same time smoothly start opening the throttle. By the time aircraft reaches straight-

and-level the throttle should be fully open.

Caution.

Ensure wings are level prior to spin entry –

DO NOT USE AILERONS IN THE SPIN –

ENSURE THROTTLE IS FULLY CLOSED.

Warning: All spinning must be carried out at an altitude where recovery can be made

by 1000m agl (3300ft agl). Spin Training must be carried out under the supervision of

a suitably qualified person.


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42

2.2 NORMAL ERECT SPINNING.

The Flat Spin

The inadvertent flat spin is most commonly entered from a poorly executed stall turn.

The Russians regard this, with other vertical maneuvers, as “advanced” and vertical

maneuvers should not be attempted until the pilot has undergone thorough training in

recovering from unusual attitudes and from the flat spin.

Warning: The flat spin is subject to high rotation, a large and very rapid height loss,

together with high stick forces to effect recovery

To be specific:

It is not difficult to get into a flat spin through a mishandled stall turn

particularly when, as is normally the case, power is kept on. Therefore one

should not think that because one is not deliberately spinning that one would

never get into a spin.

The Yak 52 is not a heavy aircraft but does have a significant amount of

rotational inertia in a flat spin. This is because there is a heavy engine in the

front and a heavy radio and other equipment behind the rear seat and therefore

once the airplane begins spinning, it will take time for that inertia to be

destroyed and for the aircraft then to recover from the spin.

If the spin is allowed to fully develop into a power-on flat spin, the rate of

rotation can be extremely rapid and disorientating. The more rapid the spin, the

greater the rotational energy that has to be stopped before the spin slows down

and therefore the longer the spin recovery.

Closing the throttle will not in itself cause any recovery.

Once the flat spin has fully developed it can take up to four complete

revolutions for recovery to be made and of course much more if the absolutely

correct control movements are not used. Additionally there will be further

height loss during the return to level flight.

It is also possible that, while recovering from a flat spin for the rotation to

convert rapidly into an inverted spin. Warning: This may cause

disorientation The recovery from an Inverted Flat Spin must only be

demonstrated with an appropriate instructor.

Stick forces on both elevator and rudder in order to move the stick forward and

to obtain opposite rudder can be extremely high – requiring a great deal of

strength. This can give the impression of jammed controls if one is not used to

it and this can only be achieved through practise with an appropriate instructor.

It is interesting to note that the Russian manual says that the rudder forces can

be as high as 100 kilos (220 lbs) and stick forces 40 kilos (90 lbs), and says that

two hands maybe necessary to move the stick forward.

Experienced gained by Russian Test Pilots has demonstrated that some aircraft,

after a fully developed flat spin (i.e. four or so turns), will NOT recover with

the conventional spin recovery of full opposite rudder and full forward stick,

but need in-spin aileron to recover.


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43

Again, this should not be experimented with, but practiced with an

instructor beforehand in a Yak 52.

If practicing spinning, total height loss can be dramatic and even with

absolutely correct recovery procedures, height loss can be in excess of 2000 ft

and a bit more to level regain flight. For this reason spin practice of this sort

should be commenced at a minimum of 6000 ft agl and recovery initiated by

5000 ft agl.

In all aerobatics, but especially the Flat Spin, special attention must be paid to

the C of G position.

In conclusion, any Yak pilot, no matter how many 1000

hours they may have on any other type of aircraft, who

intends to do anything more than pure straight and level

flight is advised to undertake proper instruction with a

suitably qualified person who is completely familiar with all

aspects of the YAK 52 behavior, particularly during fully

developed flat spin recovery.

The above only describes some of the difficulties that may be encountered during the

Flat Spin. It is not intended as a complete reference and proper instruction with a

suitably qualified person must be sought before attempting vertical maneuvers or the

Flat Spin.


44

44

SECTION 7

WEIGHT & BALANCE/EQUIPMENT LIST

TABLE OF CONTENTS

Section Page

1 Weight and Balance 45

2 Equipment & modifications 45


45

45

1. Weight and Balance

To be attached

2. Equipment Lists & Modifications

To be attached


46

46

SECTION 8

MAINTENANCE , SERVICE &HANDLING

TABLE OF CONTENTS

Section Page

1 Servicing 47

2 Life Limiting Parts 47

3 Periodic Inspection 48


47

47

1. SERVICING

1.1 ENGINE OIL

Aviation Grade 100 (SAE 50), Ashless Dispersant Oil

Oil tank capacity 16 litres

Minimum oil capacity 8 litres

1.2 FUEL

Aviation Grade 100 LL or 91/96

Wing Tank (Left / Right) 60 Litres

Total Tank capacity 120 litres

1.3 LANDING GEAR

Main Wheel Tire Pressure -- 3 kgs/cm2

Nose Wheel Tire Pressure -- 3.5 kgs/cm2

Main gear Shock Strut Pressure -- 12 kgs/cm2

Nose Gear Shock Strut Pressure -- 14.5 kgs/cm2

Main Gear Shock Strut Fluid -- Specification AMG 10

Shock Strut Gas – Nitrogen

2. LIFE LIMITING PARTS

The following overhaul/replacement periods are recommended:

Engine M14P – TBO from New is 750 hours. Thereafter an overhaul is

required every 500 hours. Once an engine has had its 1st overhaul, even

if it has not reached 750 hours the TBO on an overhauled engine is 500

hours. The Finite life of an engine is 2250 Hours

Propeller V530TA-D35 2 Blade or MTV 9 250 – TBO is 500 hours or

6 years whichever is the sooner.

Airframe Life – See aircraft log book Cap 543

Air bottles – Pressure test every 5 years

Flexible Hoses – Replacement every 6 years from fitting date. A total

life of 10 years from manufacturing date, with up to 6 years on aircraft.


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48

3. Periodic Inspections

To be completed by the maintenance organisation every 50; 100; 200; 300

Hours or at the calendar interval specified. (+ sign indicates tasks to be

completed)

Operations Period 2

50Hrs +/- 5

Period 3

100/200/300 Hr

or Annually

Consult Aircraft documentation and the Lifed Items table in Section 8 below to establish which items are life expired.

Replace any life expired items

+ +

POWER PLANT 1. Open engine cowling, clean engine compartment. + + 2. Inspect engine as for preparation for flight. Fix

found faults. + +

3. Change fine fuel filter element: remove wire locking and unscrew filter lid;

remove filter element;

clean filter with ultrasonic cleaner

change filter seals for new ones out of a kit;

screw up cap & wire lock of filter lid;

+

+

4. Disassemble, inspect, wash and re-assemble the

coarse fuel filter element. Check fuel system for

leaks.

+ +

5. Remove Rocker covers check condition of valve

units. Check gaps between rockers rolls and rods

ends. If needed, set gaps of 0.3 +0.15/-0.1mm.

Check tightness of locking nuts of rockers screws.

Check valve covers lock cables pull-up if necessary. Attention:

a) Pay special attention to the locking of the rockers screws.

b) If gaps between the rods ends and rockers rolls have not changed after

first 100 hours of engine run, check them every 200 hours of engine

operation.

- +

6. Disassemble the “Chip in Oil” indicating filter of

the sediment collector and back lid of oil filter.

Proceed as follows:

a) Disconnect the power supply, disconnect the electric

conductor, pour the oil out of the sediment collector

and out of the back lid through a funnel with fine

mesh. If metal, coke or some other particles are

detected, the engine is faulty. Remove the

indicating filter; inspect the filter and the mesh. If

metal particles are detected on the filter and mesh,

find out the cause;

b) Wash the indicating filter with clean petrol. Blow it

with compressed air of 0.8-1.0 kg sq cm pressure.

Prior to installing the indicating filter into the

sediment chamber, connect an electric wire to it.

+

+

+

+

+

+

+

+


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49

c) Test External filter circuit. The warning light,

“Shavings in oil” should be illuminated. On

disconnection the warning light should go off.

d) Test Internal Chip in oil detector circuit

_ +

7. (a) Drain oil from tank and oil cooler. Disassemble,

inspect, clean and re-install the oil filter element on

the Starboard side of the firewall.

(b) Disassemble, inspect, clean and re-install the

Coarse oil filter element on the

Rear Port side of the engine.

Refill with Fresh Oil W100 or S100

+

-

+

+

+

+

8. Do the following work on the carburettor:

a) Remove fuel filter, inspect and clean and replace.

Attention: When new tanks and fuel pipelines have

been installed, the inspection and cleaning of the

carburettor is to be done after the first engine run up.

b) Remove suction Jet and clean with compressed air.

Attention: Prior to installing the filters and stoppers,

check the O seals. Replace damaged seals for new

ones. Unscrew the lower vent stopper and pour drain

sediment from the fuel chamber.

c) Clean air filter breathing plug

Attention: If the carburettor air intake becomes dirty,

irrespective of total engine running time it is allowed: 1. to pump with petrol with 0.1 kg per sq cm pressure and

then blow with compressed air of not more than 0.5 kg per

sq cm pressure the carburettor air system through opening

of air pressure measuring stopped;

2. Remove suction Jet and clean with compressed

air.

-

-

-

+

+

+

9. Do the following work at the magneto servicing:

a) Take off the screen with the distributor and the

upper lid; check screws and distributor; clean up

contacts, rub them with a cloth soaked in alcohol,

check and regulate the gap between contacts in a

range of 0.25…0.35 mm; if oil leaks or oil traces

are detected in the contacts chamber, remove them

with an alcohol soaked cloth;

b) Check the spring in the distributor cover high

voltage outlet; the condition of a charcoal contact

with the spring; faulty parts are to be replaced with

spare ones out of a kit. Dirt in the distributor should

-

+


50

50

be removed;

c) If necessary change terminals with new ones out of

the magneto kit;

d) Check the transformer attachment and fastening of

the distributor runner to the cam. If the screw

thread is damaged, change the screw for a new one

out of the kit;

e) Inspect the cam, if it is dirty, clean it with an cloth

soaked in alcohol until it shines and then with a fine

brush, lubricate the working surfaces with electrical

cleaner without touching other parts. With a

dropper put 5 to 6 drops of turbine oil into the cam

greasing hole;

f) Unscrew magneto drive drain plug and drain

accumulated oil, replace plug.

All above jobs are to be done on a warm engine.

+

+

10. Check compressor attachment. Change the felt

filter of the compressor. Check the inlet valve

movement.

+ +

11. Do the following work to the ignition plugs: a) Unscrew the plugs;

b) Clean the plugs using spark plug cleaner;

c) Wash plug chamber and dry; check porcelain parts of the plugs, if

cracks are detected replace the plug.

d) Check plugs inner surfaces, if they are dirty, clean them.

e) Set plugs contact clearance of 0.4 to 0.46mm;

Attention: When measuring plug contacts clearance use certified gauges. It

is not allowed to press a central electrode with a gauge.

f) Check plugs for sparking correctly using plug tester with an applied

pressure of 10 kg per sq cm with plug electrode clearance of 0.46mm

and with a pressure of 11.5 kg per sq cm at clearance of 0.4mm; g) Check plugs with the same device for hermetical

sealing with a pressure of 40 kg per sq cm for 30

seconds.

Notice: Pugs can be reused, if with correct gaps, they

work on the tester with pressure not less than 8 kg per

sq cm.

-

+

12. Check all cylinders compression with a manometer

or cylinder leakage tester.

a) Check for pressure/leaks at TDC

When using a manometer, at normal compression

manometer indication shall be within 3.5 to 5 kg per sq

cm limits.

Cylinder compression is to be checked at warm engine

with cylinder head temperature of 40 to 60 degrees C.

Annual

13. After 300+/-20 hours: take off the air compressor

delivery valve, disassemble it, clean of coke products,

clean with petrol and blow with compressed air.

300 hrs or 3rd Permit

renewal

14. Disconnect fuel vent pipelines from fuel tanks and

the auxiliary tank and blow them with compressed air of

1 to 2 kg per sq cm pressure, then re-assemble.

- +


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51

15. Inspect oil and fuel pipelines in the fuselage and the

wings. Check nuts, nozzles, wire locking, pipe

clearance from other parts. Rusty and rubbed pipelines

are to be replaced.

+ +

16. Remove inspection hatches from wing fuel tanks.

Check that tanks edges do not touch the wing frame,

check bandages tension, wire locking of strainers and

firmness of pipes attachment. Inspect fuel tanks for

leaks.

300 hrs or 3rd Permit

renewal

17. Check freeplay of gill shutter in closed,

intermediate and opened positions. + +

18. Open fuselage hatch lids and inspect linkage cables,

wires, bell-cranks and engine control levers. Check that

there is no damage (deformation and cracks), no worn

out wires; check fastening of linkage cables with levers

and bell-cranks.

+ +

AIRFRAME Period 2 Period 3 1. Inspect the plane fuselage, its frame, outer skin,

fillet fairings, joints, rivet seams, welded and

bolt couplings. Check that there are no cracks,

deep scratches, deformities, corrosion, loose

rivets and bolts or damaged paint coating. For

tail unit inspection dismount the pilot’s seat in

the rear cockpit and use the hatch near the frame

ring N. 17 at the left side.

+ +

1. Inspect the tail unit:

a) Check that there are no deformities, cracks in the fin

and elevator support outer skin, no loose rivets and

bolts fastening skin to the frame; check condition of

bearings, that there is no excess wear in rudder and

elevators hubs, that there are no deformities, cracks

and corrosion of rudder and elevator hinges

brackets, no loosening in bolt and rivet joints of fin

and elevator support brackets;

b) Check for traces of deformation in the frame of the

rudder and elevator, and that there are no slacks and

holes in fabric skin, destruction of paint coatings.

Check that brackets control levers and their

attachment to the frame is firm, that drain holes in

the rudder and elevator are not blocked with dirt;

c) Inspect the elevator trim tab and loop hinge, check

the amount of free play in the trim tab.

+ +


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52

2. Inspect the wing, ailerons and landing flaps:

a) Check that there are no cracks, scratches, loose rivets

and bolts in the outer skin fastening to the frame; No

holes or slackness in the fabric skin, damage of the paint

coating; check that ailerons drain openings are not

blocked, check that hatches lids and their locks are

sound;

b) Inspect ailerons hinges; check that they are sound,

that there is no free play in bearings, loosening in

attachments, deformities and cracks in brackets.

Check that brackets are securely attached to wings

and ailerons;

c) Inspect flaps fastening, check their condition, lack

of unacceptable backlashes in hinge joints. Check

condition of flaps brackets.

d) Remove wing fillets and inspect wing attachment to

the

Fuselage for cracks, deformities, wire locking, loose

nuts and backlashes in the wing to fuselage joints.

e) Check that storage battery compartment drainage

pipes are not

blocked, that hatches lids and their locks are in

good order.

+

+

3. Do the following work on front and rear cockpit

seats: a) Check fastening joints between seats and the fuselage.

b) Inspect the belt system, check belt fastening and

belts condition, lock operation: check that the leaf

spring blocks the handle (the force needed for

pulling the handle is equal to 10 to 16 kg with

90mm lever.

+ +

4. Do the following work on cockpit ventilation and

heating system:

a) Inspect ducts and units: check that there is no

damage, signs of air leakage, that units and ducts are

firmly fastened,

b) Check smoothness of the control rod for heating and

ventilation, check that the shutter is fixed in three

positions and that air blower nozzles turns easily.

+ +

5. Inspect the canopy for, transparency,

cleanliness and security of fastening, check

locks operation, moving parts, rubber rods,

cables and their fastening; check security of rear

view mirror. Check that there are no dents in

the right rail. Clean drain openings in rails.

Check smooth movement and tightness of

moving parts adjoining to stationary ones.

+ +


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53

AIRCRAFT CONTROL SYSTEM Period 2 Period 3 1. Inspect control sticks, pedals and the elevator

trim tab control lever.

By placing both cockpits control sticks, pedals and trim

tab levers into extreme positions, check rudder,

ailerons, elevator and trim tab angles; check that control

sticks, levers and pedals movement is smooth, does not

need great effort, that there are no impediments, jerks or

sounds from the bearings. Pay special attention to

condition of the elevator joint.

Attention: If aircraft control system feels obstructed or

feels heavy due to friction the cause must be found and

removed.

+ +

2. Inspect cables, rods, rockers at whole lengths

from control levers (sticks, pedals) to ailerons,

landing flaps, rudder, elevator and trim tab

control brackets.

Check that there is no damage, corrosion, cracks,

loosening of bearing attachments or cable wear; check

integrity of linkage lines, wire locks and static

electricity bonding straps, that normal gaps between

moving and stationary parts are secured.

+ +

3. Inspect shafts of control sticks mechanism check

that there is no damage in bodies, tubes and

shafts supports. Check all joints.

- +

4. Inspect the landing flaps actuating cylinder and

its bracket. Check that there is no damage and

that bushes and pipelines of air system are

sealed and that bolts and wire locks are secure.

+ +

5. Check that the timing of the landing flaps

extension and retraction does not exceed 5

seconds.

+ +

6. Check the radial free play in flap control rods. It

should be within 0.1 to 0.3 mm limit. + +

7. Make functional check of controls and

cables for damage, tension and deflection + +

8. Measure control cables for correct tension

and controls surfaces for correct

deflection and record readings on

Inspection Sheet

Annual

9. MPD 2000-004 Check for crack on elevator

control system pulley Annual


54

54

LANDING GEAR Period 2 Period 3 1. Inspect wheels and tyres of the nose and main.

Check Tyre Pressures. Check that there are no

traces of wheels overheating, that brake drums

and their flanges are in working order, that

wheels are securely attached to axles, that

flexible hoses are duly connected with brakes of

main struts; that there are no cuts, punctures,

inadmissible wear, deformities in tyres, and no

movement of the tyres against the creep marks.

+ +

2. Inspect shock absorbers and their joints to the

airframe. Inspect flat joints and all bolt joints at

shock absorbers, check that they are in order and

properly wire-locked, that there are no worn-out

areas in moving parts. Check nose shimmy

damper attachment, inspect that there are no oil

leaks, no free play and no other faults in the

joints.

Check surfaces of shock absorber & there are

no oil leaks.

+ +

3. Check with a manometer the nitrogen pressure

in shock absorbers. - +

4. Check oil level in shock absorbers. - + 5. Check LG control cylinders and their joints.

Check that there are no damages, that cylinders

bushes are tight and hermetic, that hoses

connectors and bolts are secure and wire-locked.

+ +

6. CAA MPD 1998-016 R2

Remove, dissemble and inspect up-lock

cylinders for corrosion -. Inspect seals replace as

necessary – refit

200 Hrs or 3 Years

7. Remove wheels and do following works:

a) Clean old grease from the wheel bearings and wash

with fuel;

b) Clean drums of dirt, blow brake units with

compressed air; inspect drums, wheels parts and

brakes for signs of overheating, cracks, wear,

deformities, thinning of brake pads over limits: c) Inspect axles;

d) Fill bearings with new Shell #5 grease;

e) Re-fit the wheels to the undercarriage.

-

+

8. Check gaps between wing skin, fuselage and the

LG structure. Measure longitudinal and cross

section and turn backlashes at wheels axles

ends.

Longitudinal and cross-section backlashes shall not

exceed 2 mm, a summary backlash of a strut turn (in

strut joints and in drag link) shall not exceed 3 mm.

- +


55

55

9. Check with a gauge the gap between the

supports of middle joints of the nose gear and

main gear struts.

The gap shall be equal to 0.1 to 0.2 mm. Checking

is to be done at extended LG and at LG control

valve in neutral position.

- +

10. Test LG retraction and extension with main and

emergency air systems, from Both Cockpits,

with normal air pressure and check:

a) Operation of up-locks and down-locks;

b) Operation of LG position mechanical indicators;

c) Time of LG retraction shall not exceed 8 sec and a

synchronism does not exceed1 sec;

+ +

11. Dismount shock-absorber struts and breaker

struts of the nose and main legs. Disassemble

breaker struts and drag links. Clean joints parts

with kerosene. Clean oiling channels with a

piece of flexible wire. Inspect all rubbing

surfaces. Change faulty parts. Grease rubbing

parts with Shell #6 grease. Re-assemble breaker

struts and drag links, re-mount on the shock-

absorber struts.

Notice: Jobs 5 to 11 shall be done on the aircraft

hoisted on jacks.

300 Hours

Propeller Period 2 Period 3 Consult Aircraft documentation and check if the

propeller is life expired or time remaining before

overhaul

+ +

Inspect propeller exterior.

Make sure there is no oil leakage at the hub.

Check condition of the locking plates on the main

securing bolts. Inspect blades surface, make sure there

are no cracks, lacquer damage, or damage to the

metallic leading edge cladding

Warning. Areas showing exposed wood, big or deep

cracks, or dents on propeller blades are not allowed

+ +

Check Blade Alignment.

Check matching of blade incidence arrows with notches

on the vernier scales on root ends of intermediate

bushings. .

+ +

Inspect rpm governor.

Make sure it is mounted reliably, all joints are locked,

casing joints are leak-proof, control rod attachment is in

order

+ +


56

56

AIR SYSTEM Period 2 Period 3 1. Inspect all units and pipelines of the air system.

Check that there are no air leaks and pipes are not

rubbing against each other or the a/c structure.

+ +

2. Drain condensed water out of the main and

emergency bottles. Annual

3. Clean the air filter element with fuel, rinse and

dry with dry compressed air. + +

4. Blow through the air pipelines of air system

after their disconnection from units, with the 50

kg per sq cm pressure

- +

5. Check brake operation with the main and

emergency air systems:

a) Air pressure in brakes shall be 8 kg per sq cm;

b) Brake gripping and releasing time shall not exceed

1.5 sec.

+ +

6. Check operation of air pressure relief valve

without dismounting. - +

7. Hydrostatic test of pressure vessels 60 Months

ELECTRIC EQUIPMENT Period 2 Period 3 1. Inspect electric, radio and instrument equipment

in accordance with preliminary preparation.

Mend all detected faults.

+ +

2. Check condition of all displays, indicating lights

and illumination.

+ +

3. Open starter coil and do the following jobs:

a) Clean vibrator contacts (if needed);

b) Check locking of sleeve protection nuts, scaling of

casing lid, tightness of outlet terminals and of feeder

wires screw, good earth contact and tight fastening

of the coil to its bracket.

- +

4. Inspect electric circuits, check firmness of their

fastening, condition of the insulation and for

evidence of rubbing spots.

+ +

5. Check tightness of nuts and condition of wire

locks of all engine and aircraft electrical

couplings.

+ +

6. Check security of earth wires attached to the

plane structure + +

7. Inspect voltage regulator and main circuit

breaker: check for lack of external damages, for

security of attachment and wiring connections.

+ +

8. At the feeder board and at the AC board check

the external condition of the units, firmness of

fastening and reliability of contacts.

+ +


57

57

9. Check the external condition and security of the

converters, security of electric couplings and

wires

+ +

10. Do the following jobs on the generator:

a) Check the generator attachment, paying attention to

wholeness of ring spring bushes under attaching

pins nuts, condition of ventilation system, clean the

generator of dust, dirt and grease;

b) Check reliability of contacts at all spots of wire

connections;

c) Check condition of the collector unit, paying

attention to easy motion of bushes in casings, to

tight attachment of bushes to the collector, to the

collector surface and to wholeness of bushes

springs. Measure brush thickness at the bigger

surfaces, if thickness of the brushes is 17 mm or

less, replace them for new ones.

d) Blow the dust from the collector with compressed.

If the collector is greasy, rub it with a clean cloth

soaked with clean petrol. If the grease does not

come off with the petrol, polish the collector with

glass polishing paper. Clean gaps between collector

terminals. If the collector has burnt spots or wear,

change the generator..

Annually

11. When ground running engine, check operation

of regulating and commutating equipment of the

electric unit and generator. A voltage output of

a generator with a load shall be 28 to 28.5 V

+ +

12. Battery check Annual

RADIO EQUIPMENT Period 2 Period 3 1. Check fastening and condition of radio-ADF

antenna, ADF frame antenna and its fairing. + +

2. Check radio equipment units are well fastened,

that couplings are tightly joined, that cables,

feeders and wires are clear of boards; that static

electricity bonding is wholesome and contacts

are tight.

+ +

3. During engine ground run check the efficiency

of radio equipment in all modes; check

operability of control and adjustment systems,

the automatic equipment operation, the level of

distortions of a running engine and electric

equipment, the illumination of scales.

+ +


58

58

INSTRUMENT EQUIPMENT Period 2 Period 3 1. Inspect pitot probe pipelines, its joints and

fastening, its water settling system both of static

and dynamic pressure lines, drain water, if

necessary check that system is hermetically

sealed.

+ +

2. Pitot Static systems sense and leak test Annual

3. Inspect cockpit instrument panels; check that

they are firmly attached. + +

4. Inspect instruments in the panels; check there is

no external damage to the instruments. + +

5. Open instrument panels. Check cables,

condition of wiring, pipelines and unit

connections. Check that pipelines joints and

couplings are securely attached, that there are no

external damages to instruments casings. Check

an external condition of protective hose sleeves.

Those with cracks are subject to replacement.

Close instrument panels.

+ +

6. Check the external condition and attachment of

gyro heading system modules. Check that they

are securely fastened, that couplings are tightly

locked, that wire-locks and bonding stripes are

secure.

+ +

7. Check the magnetic compass for sticking that

compass liquid is clear of bubbles and

transparent. Check security.

+ +

8. Compass Swing 36 Months

9. Check the external condition and firm

attachment of instrument equipment to the

engine, in engine compartment and to the wing: Of the tachometer sender;

Of the fuel pressure sender;

Of the fuel level gauge;

Of the cylinder head temperature sender;

Of the inlet air temperature sender.

+ +

10. Check operability of with engine running of: The pitot probe heater;

The heading indicator;

The attitude indicator;

The attitude horizon;

The clock;

The heading system;

The stall warning system;

The indicator, the carburettor inlet air temperature indicator,

the cylinder head temperature indicator, the fuel level gauge.

+

+

11. Check / calibrate ASI / ALT Annual

12. Check the general state of electrical insulation

and wiring of instruments. + +


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General Tasks

84. MPD 197-019 R1 Internal inspection of fabric

control surfaces 3 Years

86. Change flexible hoses 5 Years

87. VHF communication function test. 3 Years

88. AWN 20 - Fabric Condition Annual

89. AWN 73 - Metal Structure, Including Main Spar Annual

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FLIGHT MANUAL - aeroindia.inaeroindia.in/images/AircraftDocs/Manual030931RGA_yak 52_flight 200… · rga/yak 52/flight issue 4.0 3 3 table of contents section page 1 general 4 2 limitations