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RGA/YAK50 Flight Issue 3 - September 2003

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FLIGHT MANUAL

Document No. RGA/YAK50/Flight Issue 3

THIS MANUAL SUPERSEDES ALL PREVIOUS ISSUES, DATED 15 September, 2003

AIRCRAFT REGISTRSATION NO: G- ______________

AIRCRAFT SERIAL NO: _________________

THIS HANDBOOK INCLUDES ALL 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.

Acknowledgement: Jez Hopkinson – The Yakovlevs Display Team


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LOG OF REVISIONS

Revision

Number

and

Date

Revised

Pages

Description

Of Revision

Approval

and

Date

R1 – 13/2/04 Page 22 Insert additional

pre-flight

inspection in

respect of

security of

control linkages


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TABLE OF CONTENTS

Section Page

1 GENERAL 4

2 LIMITATIONS 7

3 EMERGENCY PROCEDURES 14

4 NORMAL PROCEDURES 20

5 PERFORMANCE 29

6 AEROBATICS 32

7 WEIGHT & BALANCE/

EQUIPMENT LIST 37

8 MAINTENANCE 39


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SECTION 1

GENERAL

TABLE OF CONTENTS

Section Page

1.1 AIRFRAME 5

1.2 ENGINE 5

1.3 PROPELLER 5

1.4 FUEL 6

1.5 OIL 6

1.6 COOLING 6

1.7 WEIGHTS 6


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1. GENERAL DESCRIPTION

1.1 Airframe

Class Landplane-Low wing Monoplane

Number of Seats: 1

Airframe Manufacturer AS YAKOVLEV

Airframe Model Number YAK50

Airframe Type: All metal construction conventional design consisting

of spars, stringers, ribs and skin, fabric covered

moveable control surfaces, retractable main gear and

non retractable tail wheel

Dimensions: Wingspan – 9.5m

Overall length – 7.46m

Tip Chord – 1.082m

Root Chord – 1.997m

Wing area – 15.0m2

Weight empty equipped – 740kg

Max take-off weight – 965kg

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 carburettor

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 millimetres of mercury)

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

(manifold pressure equals ambient plus 125

millimetres of mercury).

1.3 Propeller

Propeller Model Number: V530TA-D35

Number of blades: 2

Propeller Diameter: 2.4 m

Propeller Type: Constant speed and hydraulically actuated.


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Propeller blade angles - at 1 metre radius

Low pitch 14.5

High pitch 34.5

Operating Limits 2900RPM (99%) max speed

1.4 Fuel

There is no fuel tank selector, but 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: Main Tank Capacity 55 litres

Main Tank Usable 52 litres

Main and Cruise Tank Capacity: 120 litres

Main and Cruise Tank Usable: 117 litres

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 forward fuselage 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 1kb/cm shortly after starting until oil is warmed.

Oil Grade: MIL-L-6082 Aviation Grade Straight

Mineral Oil for the first 35 hours and at the first 25-hour

oil change

MIL-L-22851 Ashless Dispersant Oil after

the first 50 hours

Viscosity: Grade 100 (SAE 50)

Oil Capacity: Maximum oil capacity: 18 litres

Minimum oil capacity: 8 litres

Recommended for aerobatic

flying: 10 litres

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

the CHT of the engine

1.7 Weights


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Maximum gross weight Normal / Ferry Category: 995 kilograms

Maximum gross weight Aerobatic Category: 935 kilograms

SECTION 2

LIMITATIONS

TABLE OF CONTENTS

Section Page

1 AIRSPEED LIMITATIONS 8

2 AIRSPEED LIMITATIONS 9

3 POWERPLANT LIMITATIONS 10

4 PNEUMATIC PRESSURE LIMITS 11

5 WEIGHT LIMITS 11

6 CENTRE OF GRAVITY LIMITS 11

7 MANOEUVRE LIMITS 12

8 FLIGHT LOAD FACTOR LIMITS 12

9 OPERATING LIMITS 12

10 FUEL LIMITATIONS 12

11 PLACARDS 12-13


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1. AIRSPEED LIMITATIONS

Airspeed limitations and their operational significance are shown in figure 2-1.

IAS

Speed km/h Remarks

VNE Never Exceed Speed 430 Do not exceed this

speed in any operation

VMA Maneuvering Speed 300 Do not make abrupt

control movements above

this speed

VLO Maximum Gear Operating Speed 200 Do not extend landing

gear above this speed

VLE Maximum Gear Extended Speed 200 Do not exceed this speed

with landing gear

extended

VMCA Minimum Control Speed This is the minimum

flight speed at which the

aeroplane is directionally

and laterally controllable

Erect 110 km/h

Inverted 140 km/h

Figure 2-1 Airspeed Limitations

CAUTION!

This aeroplane has sensitive elevator and rudder controls at high speed.

Care is needed to avoid overstressing the aeroplane.


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Airspeed Indicator Markings:

Airspeed indicator markings and their colour code significance are shown in figure

2-2.

Markings

IAS

KM/H

Significance

Green

Arc

110 - 300

Normal operating

Yellow

Arc

300 - 430

Operations must be conducted with

caution and only in smooth air

Red Line

430

Maximum speed for all operations

Figure 2-2 Airspeed Indicator Markings


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3. POWER PLANT LIMITATIONS

Engine Model Number: M-14 P

Engine Operating Limits: see Figure 2-3

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

Cruise 2

670

1730 59

144

Continuous

220

75

At all power

settings

5 mins

240

85

Figure 2-3 Engine Operating Limits

Oil Pressure

Minimum: 2,0 kgs/cm2 (idle power)

Maximum: 6,0 kgs/cm2

Oil grade: 100 Ashless Dispersant Oil MIL-L-22851


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Powerplant Instrument Markings:

Powerplant instrument markings and their colour code significance are shown in figure

2-4

Figure 2-4 Powerplant Instrument Markings

4. PNEUMATIC PRESSURE LIMITS

Main System: Normal range 40-50 kgs/cm2 (Green Arc)

Emergency System: Normal range 40-50 kgs/cm2 (Green Arc)

5. WEIGHT LIMITS

Maximum Take-off and Landing Weight for Normal Category: 995 kgs

Maximum Take-off and Landing Weight for Acrobatic Category: 935 kgs

6. CENTRE OF GRAVITY LIMITS

Instrument

Red Line

Minimum

Limit

Yellow

Arc

Caution

Range

Green Arc

Normal

Operating

Yellow

Arc

Caution

Range

Red Line

Maximum

Limit

Tachometer

24

-

24-82

82-98

99

Oil Temp

40

-

40-75

75-85

85

Cyl Head Temp

-

-

120-220

220-240

240

Fuel Pressure

0,15

0,15–0,2

0,2 – 0,5

-

0,5

Oil Pressure

2

2 - 4

4 - 6

-

6

Carburetor Air

Temp

-

-

10 - 45

-

-


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Centre of Gravity Range:

Gear DOWN = 17.4% to 20.9% MAC (76.5cm to 82.3cm)

The C of G Position will move rearward by +2.5% with the gear retracted. The absolute

Rearward C of G Limit with gear retracted is 23.5% MAC (86.5cm)

7. MANOEUVRE LIMITS

The operation of this aeroplane is permissible in normal and acrobatic categories.

G-Limits are reduced, in the “normal” Cat (with fuel in the cruise tank – MTOW

995 Kgs) to +7 and -4

Max time inverted and with negative load factors: 1,5 min

Max crosswind velocity: 10 kms/h

8. FLIGHT LOAD FACTOR LIMITS

The limit loads in g units for the clean (gear retracted) configuration in the

Aerobatic Category (935 Kgs MTOW) are: +9 / -6G

9. OPERATING LIMITS

This aircraft must be operated by Day VFR only, and not in known icing

conditions.

10. FUEL LIMITATIONS

Fuel pressure: Minimum at Idle: 0,15 kgs/cm2

Minimum above Idle: 0,2 kgs/cm2

Maximum: 0,5 kgs/cm2

Total capacity: Main Tank: 55 litres

Main and Cruise Tank: 120 litres

Usable Fuel: Main Tank: 52 litres

Main and Cruise Tank: 117 litres

Fuel Grade: 100 LL Aviation Grade MIL-G-5572 (Blue)

Or 91/96 Aviation Grade MIL-G-5572

The gauge in the Yak 50 is displays fuel contents by an illuminated light

The Quantity Indication are (L) 55 50 40 30 20

When the Cruise tank is fitted the displays indicate the total quantity available

And these are

55L = 117L

50L = 101L

40L = 77L

30L = 56L


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20L = 35L

11. PLACARDS

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

system, electrical switches, and gauges as approprate. The cockpit shall also display a limitation placard

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

SECTION 3

EMERGENCY PROCEDURES

Additional placards will include

(1) Adjacent to the fuel filler neck:

FUEL GRADE 100 LL

Cap: 55 LITRES

+ CRUISE TANK: Cap 120 L

(Unusable 3L)

(2) On Smoke System panel:

MASTER VALVE ON

OFF

SMOKE MASTER SWITCH: ON/OFF

Placard - To be displayed in the cockpit

Never Exceed Speed (VNE) 430 km/hr

Maximum Maneuvering Speed (VA ) 300 km/hr

Maximum Speed Gear Extended (VLE) 200 km/hr

Maneuvering Load limits (935 Kgs MTOW) +9 / -6

Maneuvering load limits (995 Kgs MTOW) +7 / -4


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SECTION 3

EMERGENCY PROCEDURES

TABLE OF CONTENTS

Section Page

1 Airspeeds for Emergency Operation 15

2 Operational Checklists 15

2.1 Engine Failures 15

2.2 Air Restarts 16

2.3 Fires 16

2.4 Landing Emergencies 17

2.5 System Emergencies 18


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1. AIRSPEEDS FOR EMERGENCY OPERATION

Engine Failure After Take-off 150 kms/h

Maneuvering Speed 160 kms/h

Maximum Glide 150 kms/h

Precautionary Landing 160 kms/h

Landing Without Engine Power 150 kms/h

2. OPERATIONAL CHECKLISTS

2.1 ENGINE FAILURES

2.1.1 ENGINE FAILURE DURING TAKE-OFF

(1) Throttle -- IDLE

(2) Brakes -- APPLY

(3) Ignition switch -- OFF

(4) Battery switch – OFF

(5) Magnetos– OFF

2.1.2 ENGINE FAILURE IMMEDIATELY AFTER TAKE-OFF

(1) Airspeed -- 150 KM/H

(2) Gear -- UP, unless sufficient runway remains

(3) Fuel shut off valve -- PULL



(6) Magnetos– OFF

(7) Canopy -- OPEN

2.1.3 ENGINE FAILURE DURING FLIGHT


(2) Air start -- EXECUTE

Select best glide speed 150km/h, climb to trade speed for height if possible.

Identify landing site

Identify possible cause of engine failure and attempt restart.

Ensure Mags 1 + 2

If fuel pressure is low select primer attempt to pressurise fuel system.


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If fuel pressure is within limits select primer and pump fuel to the cylinders.

If engine does not restart

(3) Forced landing -- EXECUTE

2.2 AIR RESTART

Note: Loss of Altitude is 250 – 300 metres

(1) When inverted - - HALF ROLL

(2) Gear - - UP

(3) Airspeed - - 160-220 KM/H

(4) Throttle - - 1/3

(5) Primer pump - - TURN RIGHT 45o

(6) Primer pump - - PULL AND PUSH FOR FUEL INJECTION

If Engine starts:

(7) Throttle - - TAKE OFF FOR 1-2 SEC

(8) Throttle - - AS DESIRED

Engine fails to start:

(9) Forced landing - - EXECUTE

2.3 FIRES

2.3.1 ENGINE FIRE ON GROUND

(1) Cranking -- CONTINUE

if engine starts

(2) Power -- 1700 RPM for a few minutes


(4) Battery switch -- OFF

if Engine fails to start

(5) Throttle -- FULL OPEN

(6) Cranking -- CONTINUE

(7) Fire -- EXTINGUISH using extinguisher



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(9) Magnetos– OFF


(11) Fire damage -- INSPECT

2.3.2 ENGINE FIRE IN FLIGHT


(2) Ignition switch – OFF

(3) Magnetos– OFF

(4) Generator switch -- OFF

(5) Airspeed -- 150 KM/H - if landing on airfield is not possible


2.3.3 ELECTRICAL FIRE IN FLIGHT


(2) All other switches (except ignition switch) -- OFF

(3) Fire extinguisher -- ACTIVATE (if available)

2.3.4 CABIN FIRE


(2) Fire extinguisher -- ACTIVATE (if available)

2.4 LANDING EMERGENCIES

2.4.1 PRECAUTIONARY ON AIRFIELD


(2) Glide path -- CHECK

(3) Gear -- DOWN

2.4.2 LANDING WITH A FLAT TYRE

(1) Approach -- NORMAL

(2) Touchdown -- GOOD TYRE FIRST, hold aeroplane off flat tyre as long as

possible with aileron control

2.4.3 FORCED LANDING


(2) Gear – UP UNLESS GROUND IS GOOD & FLAT


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(6) Magnetos– OFF

(7) Landing area and glide path -- CHECK

(8) Canopy -- OPEN

2.5 SYSTEM EMERGENCIES

2.5.1 OIL PRESSURE LOSS

(1) Oil temperature -- CHECK

(2) Precautionary landing -- EXECUTE

if precautionary landing is not possible


2.5.2 FUEL PRESSURE LOSS

(1) Primer pump -- TURN RIGHT 45 deg

(2) Primer pump -- PULL AND PUSH FOR FUEL PRESS 0.1-0.2 KGS/CM2

(3) Precautionary landing – EXECUTE

2.5.3 ENGINE ROUGH RUNNING

(1) Throttle – IDLE

(2) Check Primer – LOCKED UPRIGHT


(3) Throttle -- PUSH SLOWLY FORWARD if uneven running remains

(4) Throttle -- 72% for some minutes to clear spark plugs

(5) Throttle for minimum vibration -- CHECK


2.5.4 PROPELLER OVERSPEED DURING TAKE-OFF

(1) Take-off -- CONTINUE

(2) Propeller control – PULL ( to course) AS NECESSARY if propeller

overspeed remains

(3) Throttle -- PULL AS NECESSARY

(4) Precautionary landing - EXECUTE

2.5.5 PROPELLER OVERSPEED IN FLIGHT

(1) Propeller control -- PULL AS NECESSARY

(2) Precautionary landing -- EXECUTE

Caution: With the propeller in the full coarse position the performance of the aircraft in

the event of a go-around will be degraded.

2.5.6 GEAR DOES NOT RETRACT


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(1) Gear handle -- DOWN

(2) Green warning lights -- CHECK


2.5.7 GEAR DOES NOT EXTEND

(1) Gear handle -- UP for 15 seconds


(3) Green warning lights – CHECK

If green gear lights do not illuminate:

(4) Lamp test switch -- PUSH - CHECK

green gear lights illuminated, if not illuminated change bulb and retest


green warning lights check

if green gear lights do not illuminate:

(6) Emergency pressure - check 40-50 KGS/CM2

(7) Main Pressure valve -- CLOSE

(8) Gear handle -- NEUTRAL

(9) Emergency gear valve -- OPEN

(10) Green warning lights -- CHECK

(11) Landing –EXECUTE


DO NOT RETRACT GEAR WITH THE EMERGENCY SYSTEM

(12) After landing, emergency gear valve -- CLOSE

2.5.8 GENERATOR LIGHT ILLUMINATES

(1) Battery switch -- ON


2.5.9 ABANDONING THE AIRCRAFT WITH THE PARACHUTE.

Leaving the plane with the parachute is a complex task at speeds greater than 200km/h.

In principal the sequence of events is as follows.

(1) Open Canopy

(2) Discard headset

(3) Remove feet from rudder pedals and draw them to the seat.

(4) Release harness

(5) Attempt to crouch behind the windscreen

(6) Place a knee on the left side of the cockpit and right leg onto the seat


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(7) Leave the aircraft to the LEFT, in a headfirst dive towards the trailing edge of

the wing.

SECTION 4

NORMAL PROCEDURES

TABLE OF CONTENTS

Section Page

1 Speeds for Normal Operation 21

2 Checklist procedures 21

2.1 Daily A Check 21

2.2 Preflight Inspection 22

2.3 Before Starting Engine 23

2.4 Engine Starting 23

2.5 Engine Run up 24

2.6 Taxing 25

2.7 Before Take-off 25

2.8 Take-off 26

2.9 Climb 26

2.10 Cruise 26

2.11 Decent 26

2.12 Before Landing 27

2.13 Landing 27

2.14 Balked Landing 27

2.15 After Landing 27

2.16 Shut Down 27

2.17 Post Flight Inspection 28


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1. SPEEDS FOR NORMAL OPERATIONS

The following speeds are based on a maximum weight of 995 KGS and may be used for

any lesser weight

Take-off and climb speed 160 kms/h IAS

Approach speed 150 kms/h IAS

Maximum manoeuvring speed 300 kms/h IAS

Never exceed speed 430 kms/h IAS

Maximum range speed 200 kms/h IAS

Maximum crosswind velocity 10 kms/h

2. CHECKLIST PROCEDURES

2.1 The 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.

Proceed with the Pre-Flight Inspection


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2.2 PREFLIGHT INSPECTION

Propeller and hub – CHECK for condition

Propeller Balance weights split pin – CHECK for security

Cowl intake vanes – CHECK for condition

Cowling and Cowling Fasteners – CHECK for condition and oil/fuel leaks

and stains

Oil cooler Blanket – REMOVE

Oil cooler – CHECK for condition

Gear strut and Wheel – CHECK for condition

Right wing, right aileron and aileron pushrod – CHECK for condition

Aileron lock – REMOVE

Aileron – CHECK for free movement and check that all connections from push

rods to control surfaces are correctly tightened and split pins in place. (For a/c not

modified IAW Bulletin 85BU

Right fuselage – CHECK for condition, and fuel fill leaks and stain

Antenna -- CHECK for condition

Stabilisers, Elevator, Rudder and Trimtab -- CHECK for control condition

Control Surface locks -- REMOVE

Elevator Trimtab -- CHECK for condition and neutral position Tailwheel and Strut -

- CHECK for condition

Left fuselage -- CHECK for condition, oil and fuel leaks and stains Left wing, left

Aileron and Aileron Pushrod -- CHECK for condition Aileron Lock -- REMOVE

Aileron -- CHECK for free movement and check that all connections from push rods

to control surfaces are correctly tightened and split pins in place. (For a/c not

modified IAW Bulletin 85BU

Pitot Cover -- REMOVE

Pitot Tube -- CHECK for condition and openings for blockage Engine Oil level --

CHECK, minimum 8 litres Fuel Quantity -- CHECK

Cabin -- CHECK, for foreign objects

Canopy -- CHECK, for condition

Seat and Harnesses -- CHECK for condition Wing and Fuselage Tie-Downs DISCONNECT

2.3 BEFORE STARTING ENGINES

Preflight Inspection -- COMPLETE

Seat, Seatbelts and Parachute Harness - ADJUST AND SECURE


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Rudder, Aileron and Rudder -- CHECK for free movement

Pedals – ADJUST

Elevator Trim tab Movement -- CHECK for free movement, set to neutral

Headset Plug -- INSERT

Canopy – CLOSE

Instruments -- CHECK for evidence of damage and glass creep (white lines to line-up)

Altimeter -- SET

Clock -- WIND UP AND SET G-meter -- RESET

Manifold pressure indicator -- CHECK and compare with QFE reported from tower

Air Pressure Main Valve -- OPEN AND CHECK main and emergency pressure

minimum 50 kgs/cm2

Brake System -- CHECK for audible air release when brake handle is pulled Throttle

-- CHECK for free movement

Propeller Control -- CHECK for free movement

Cowl Intake control -- CHECK for free movement

Oil Cooler Door Control -- CHECK for free movement Carburetor Heat Control --

CHECK for free movement Battery, Gear and Instrument Switches -- ON

Gear lights -- CHECK green lights ON

Lamp test switch -- PUSH and observe illumination of all gear position lights,

Generator light, all fuel quantity lights Ammeter Volt switch -- PUSH and check 24 volts

Fuel quantity -- CHECK

Battery, Gear and Instrument Switches -- OFF

2.4 ENGINE STARTING,

Propeller -- clear

Propeller Control -- FULL FORWARD

Oil Cooler Door Control -- FULL FORWARD

Cowl Intake Control -- FULL FORWARD

Throttle -- OPEN 1/3

Fuel shutoff valve - PUSH

Carburetor heat -- OFF

Magneto – OFF


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Propeller -- TURN manually by a mechanic, simultaneously:

Primer pump -- TURN LEFT to "CYLINDER" and PUMP 1 prime for every 10 below

100C

Primer pump - TURN RIGHT to "Carburetor" and PUMP until fuel pressure is 0.2-0.5

kgs/cm2

Propeller -- CLEAR

Starter -- PUSH and keep pressed until engine is running

Magneto -- BOTH

Primer pump – IF Cold, TURN LEFT to cylinder and PUMP AS REQUIRED

Throttle -- MOVE to stabilize at 40%

Oil pressure – CHECK must be good within 30 seconds

Primer pump -- SECURE in mid position Control stick -- PULL

Throttle -- MOVE to 44-48% for warm-up – engine is “Warm” when CHT is

minimum of 120 and oil is minimum of 40°

Oil temperature -- CHECK

Oil cooler door -- SET AS REQUIRED

Propeller control -- PUSH AND PULL External Power -- REMOVE Ammeter –

CHECK

2.5 ENGINE RUN UP

Check that Oil /CHT temps are minimum of 40 & 120 respectively before Engine

Run Up.

Cowl Intake Control – PUSH Full Open

Oil Cooler Door Control – PUSH Full Open

Propeller Control – Fully Forward

Cycle Propeller

Throttle – advance to 70% RPM:

Propeller control -- PULL BACK - RPM should drop 53% - repeat cycle twice

Check Governor. Prop fully forward & Throttle at 70% RPM

Pull Propeller back until indicating 64% RPM

Advance throttle slowly to increase Manifold pressure by 10 – RPM should remain


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static

Retard throttle by 10 and advance Propeller control fully forward

Throttle –Re-set 70% RPM

Check Magnetos

Magnetos -- CHECK maximum drop 3%

Check Idle and fast pick up.

Throttle -- SET to IDLE – should be around 23% RPM

Move throttle positively forward to check for rapid pick up. CAUTION: Do not

use Rapid movemnet or more than 70% RPM or there isa damger of the aircraft

tipping forward.

2.6 TAXYING

Note: The tail wheel lock is engaged when the control

column is aft of the mid position. To allow the tail

wheel to castor the column must be forward of the

mid position

Brakes -- RELEASE

Throttle -- AS REQUIRED

Brakes -- CHECK during taxing

2.7 BEFORE TAKE-OFF

Throttle -- IDLE

Propeller control -- FULL FORWARD

Instruments -- CHECK

Warning Lights -- CHECK

Note: Taxi into position and then straight ahead to

engage tailwheel lock


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2.8 TAKE-OFF

Brakes -- RELEASE

Propeller Control -- SET to 82%

Tail -- LIFT after 10 – 15 metres

Elevator Control -- ROTATE at 130 km/h

Propeller Control -- SET to 99%

Throttle -- SET to TAKE-OFF POWER

2.9 CLIMB

Landing Gear -- RETRACT and CHECK red lights

Climb Speed -- 160 km/h

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

Engine instruments – CHECK

2.10 CRUISE

Cruise Power -- (1) 64% RPM, 735 MMS

or -- (2) 59% RPM, 670 MMS

Cowl Intake Control -- AS REQUIRED

Oil Cooler Door Control -- AS REQUIRED

Carburetor Heat Control -- AS REQUIRED

Elevator Trim Tab -- AS REQUIRED

2.11 DESCENT

Power -- AS REQUIRED

Cowl intake control -- AS REQUIRED

Carburetor Heat Control -- AS REQUIRED


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2.12 BEFORE LANDING

Altimeter - SET

Gear -- DOWN below 200 km/h, Check lights Slide Locking bar across.

Approach Speed -- 150 km/h

Propeller Control -- FULL FORWARD

Power -- AS REQUIRED

Cowl Intake Control -- AS REQUIRED

Carburetor Heat Control – AS REQUIRED

2.13 LANDING

Transition -- 10-20 METERS

Touchdown -- 95-100 km/h, 3 - point attitude

Elevator control -- PULL

Rudder -- AS REQUIRED

Brakes -- APPLY with short impulses

2.14 BALKED LANDING

Power -- TAKE-OFF figures

Climb Speed -- 160 km/h

Landing Gear -- RETRACT

2.15 AFTER LANDING

Cowl intake control -- FULL FORWARD

Oil Cooler Door Control -- FULL FORWARD

2.16 SHUT DOWN

Throttle -- 28-34% RPM until Cylinder - head temp is 1400 - 1500

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

Throttle -- 28-43%

Ignition -- OFF

Throttle -- FORWARD 2 inches

All switches -- OFF


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2.17 Post Flight Inspection

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

Switch Main air off – to preserve air supply

Release brakes

Switch magnetos to Zero.

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.

After re-fueling, ½ a litre should be drained after 10 minutes to check for water.

If flying is finished for the day

Fit aircraft covers

Oil cooler cover

Tie down or place in Hanger and chock


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SECTION 5

PERFORMANCE

TABLE OF CONTENTS

Section

Page

1 Take-off and Landing Performance 30

2 Range and Endurance 30

3 Rate of Climb 31


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1. TAKE-OFF AND LANDING PERFORMANCE

For Concrete Runway

1.1 TAKE-OFF

At: Power Setting Nominal 1

Ground Roll 100 meters

T/O Speed 115 kms/h

1.2 LANDING

Ground Roll 150 meters

Touch down Speed 90 kms/h

2. RANGE AND ENDURANCE

IAS

kms/h

Fuel

Capacity at

T.O. litre

Power

Setting

%

Fuel

Consumption

litres/h

Range

kms

Endurance

min

200 51 57 44 160 48

200 117 57 44 465 134

Above figures are applicable for 500 metres cruise altitude

Figure 5-1 Range and Endurance


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4. RATE OF CLIMB (at maximum all-up weight)

Altitude

Meters Rate of Climb

m/sec

0 11,2

500 10,6

1000 10,0

1500 9,3

2000 8,5

2500 7,7

3000 6,8

3500 6,0

4000 5,3

Power Setting:Rated I

Maximum rate of Climb at T 0 power: 16m/sec

Figure 5-2 Rate of Climb

SECTION 6


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AEROBATICS

TABLE OF CONTENTS

Section Page

1 Aerobatics 33

2 Normal Spinning 34

3 Flat Spinning 35

1. AEROBATICS


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The Yak 50 is capable of performing all the manoeuvres in the Aresti catalogue.

The recommended entry speeds for some of the basic manoeuvres 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 250 Kph

(3) Reverse ½ Cuban 250 Kph

(4) Aileron Roll 250 Kph

(5) Immelman 320 Kph

(6) Spin %RPM @ 82%

Gentle deceleration to Manifold pressure @

Idle

Caution. Aerobatic manoeuvres 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 manoeuvres 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 manoeuvres.

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.

2 NORMAL ERECT SPINNING.


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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.

3 NORMAL ERECT SPINNING.


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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 50is 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 aeroplane 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 while recovering from a spin with a lot of in-spin aileron

and forward stick, for the rotation to convert rapidly into an inverted spin.

Again, this 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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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-50 pilot 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 aircraft’s 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 should be sought before attempting vertical maneuvers

or the Flat Spin.


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SECTION 7

WEIGHT & BALANCE/EQUIPMENT LIST

TABLE OF CONTENTS

Section Page

1 Weight and Balance Rear

2 Equipment Lists Rear


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7.1 Weight and Balance

To be attached

7.2 Equipment Lists

To be attached


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SECTION 8

MAINTENANCE , SERVICE &HANDLING

TABLE OF CONTENTS

Section Page

1 Servicing 40

2 Life Limiting Parts 41


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1. SERVICING

1.1 ENGINE OIL

Aviation Grade 100 (SAE 50), Ashless Dispersant Oil

Oil tank capacity 18 litres

Minimum oil capacity 8 litres

1.2 FUEL

Aviation Grade 100 LL or 91/96

Main tank capacity 55 litres

Main and Cruise Tank capacity 120 litres

1.3 LANDING GEAR

Main Wheel Tire Pressure -- 3 kgs/cm2

Tail Wheel Tire Pressure -- 3.5 kgs/cm2

Main gear Shock Strut Pressure -- 12 kgs/cm2

Tail Gear Shock Strut Pressure -- 14.5 kgs/cm2

Main Gear Shock Strut Fluid -- Specification AMG 10

Shock Strut Gas -- Nitrogen

In addition to the Preflight Inspection covered in Section 4 the following lifed

items apply to the Aircraft:


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2. LIFE LIMITING PARTS

The following overhaul/replacement periods are recommended:

Engine overhaul -- every 500 hours

Propeller overhaul -- every 500 hours or 6 years whichever is the sooner

Airframe Life -- 30,000 figures aerobatic flying or 300 hours before

undergoing Lifetime extension procedure.

Main /Emergency Air Bottles Internal Inspection & Hydrostatic test –

Annually.

Replacement of all Flexible Hoses -- every 6 years

Documents

FLIGHT MANUAL - aeroindia.inaeroindia.in/images/AircraftDocs/Manual025606RGA Yak 50 Flight... · RGA/YAK50 Flight Issue 3 - September 2003 6 6 Propeller blade angles - at 1 metre