FLIGHT MANUAL. Document No. RGA/YAK52/Flight Issue 4.0. THIS MANUAL SUPERSEDES ALL PREVIOUS ISSUES, DATED 20 th March, 2003

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1 1 FLIGHT MANUAL Document No. RGA/YAK52/Flight Issue 4.0 THIS MANUAL SUPERSEDES ALL PREVIOUS ISSUES, DATED 20 th 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: 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 1

2 2 LOG OF REVISIONS Revision Number and Date Revised Pages Description Of Revision Approval and Date 2

3 3 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 3

4 4 SECTION 1 GENERAL TABLE OF CONTENTS Section Page 1.1 AIRFRAME ENGINE PROPELLER FUEL OIL COOLING Electrical WEIGHTS 7 4

5 5 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 15.0m 2 Root Chord 1.997m Tip Chord 1.082m Aspect ratio 5.77 Gross Aileron Area 1.98m 2 Gross Flap Area 1.03m 2 Tail Unit Gross Tail plane area Gross Elevator Area Gross Fin Area Gross Rudder Area 1.325m² 1.535ms² 0.609m² 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 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). 5

6 6 1.3 Propeller 1.4 Fuel 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: 14.5 o High Pitch: 34.5 o Operating Limits 2900 RPM (99%) max speed 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: Carburetor type 120 Litres in 2 wing tanks of 60 litres each 12 Litres unusable fuel 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 Viscosity: Grade 100 (SAE 50) MIL-L Ashless Dispersant Oil after the first 50 hours Oil Capacity: Maximum oil capacity: 16 litres Minimum oil capacity: 8 litres Recommended for aerobatic flying: 10 litres 6

7 7 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 7

8 8 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 AEROBATICS / SPINNING CROSS WIND LIMITATIONS G LIMITATIONS PLACARDS 11 8

9 9 1. AIRSPEED LIMITATIONS Speed IAS 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 Inverted Flaps Extended 110 km/h Power ON & 120kph Power OFF 140 km/h 100 kph 9

10 10 2. POWER PLANT LIMITATIONS Engine Model Number: Engine Operating Limits: M-14 P See Fig 2.1 Table below Power Setting Manifold Pressure mm of Merc Engine RPM % Brake Horsepower Max Time Max Cyl Head Temp o C Max Oil Temp o C TO Nominal 1 Nominal 2 Ambient P Ambient P + 95 Ambient P min Continuous Continuous Cruise Continuous Crusise Continuous At all power settings 5 mins Parameter Figure 2-1 Engine Operating Limits Temperatures Minimum Recommended Maximum (no time limit) Maximum (time limit 15 min for continuous run) Cylinder Head Temperature o C Oil Temperature o C Carburettor Inlet Temperature o C N/A... and Pressures Parameter Normal Engine at idle Oil Pressure (kg/cm 2 ) 4-6 minimum 1 Fuel Pressure (kg/cm 2 ) minimum

11 11 3. PNEUMATIC PRESSURE LIMITS Main System: Normal range kgs/cm 2 Emergency System: Normal range kgs/cm 2 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 cm forward of datum (One Pilot) 17.2cm cm 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 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 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 Placard - To be displayed in the cockpits Never Exceed Speed (V NE ) 420 km/hr Maximum Maneuvering SECTION Speed (V A 3 ) 360 km/hr Maximum Speed Flaps Extended (V FE ) 170 km/hr Maximum Speed EMERGENCY Gear Extended PROCEDURES (V LE ) 200 km/hr Maximum Maneuvering Load limits +7 to 5 11

12 12 SECTION 3 EMERGENCY PROCEDURES TABLE OF CONTENTS Section Page 1 Airspeeds for Emergency Operation 13 2 Emergency Procedure Checklists 13 12

13 13 1. AIRSPEEDS FOR EMERGENCY OPERATION Engine Failure After Take-off Maneuvering Speed Maximum Glide Precautionary Landing Landing Without Engine Power 160 kms/h 160 kms/h 160 kms/h 160 kms/h 160 kms/h 2. Yak-52 Emergency Procedures 2.1 ENGINE FAILURE 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 IN INVERTED FLIGHT: (1) perform a half-roll (2) set descent with airspeed 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 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 Feet altitude loss 13

14 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 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. 14

15 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 In all cases (except falling fuel pressure) if the altitude is sufficient, minimize RPM and start the descent (1) (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 After Takeoff: (1) Decrease RPM by slow back movement of propeller pitch control (2) continue the takeoff (3) make a circuit (4) accomplish landing 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. 15

16 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 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 bars (4) Close the main air system valve (5) Set the landing gear controls in both cockpits to neutral position (6) Decrease airspeed to 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. 16

17 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 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-andlevel 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 17

18 18 SECTION 4 NORMAL PROCEDURES TABLE OF CONTENTS Section Page 1. Speeds for Normal Operation General Handling Data Engine Handling Data Checklist procedures Daily A Check 4.2 Preflight Inspection 4.3 Actions before and after entering cockpit 5. Engine Starting Pre- Starting 5.2 Priming 5.3 Starting 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 18

19 19 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 Approach speed Maximum manoeuvring speed Never exceed speed 170 kms/h IAS 160 kms/h IAS 360 kms/h IAS 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 km/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 19

20 20 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. 20

21 21 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 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 21

22 22 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 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 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. 22

23 23 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 23

24 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: mm, nose strut: mm). 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. 24

25 25 (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 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) 25

26 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 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. 26

27 27 (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 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. 27

28 28 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). 28

29 29 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 +10 o 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 100 o C or above - no priming into the cylinders required, for the CHT below 100 o C you will need one prime per each 10 o below than 100 o (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 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), 29

30 30 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 80 o - 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/cm 2. 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 <= o 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 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 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/cm 2 within 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 30

31 31 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 120 o and the oil temperature is 40 o. 9. The Oil Temperature must reach at least 40 o 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 1 st 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 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/cm 2 for fuel, and 1.00 kg/cm 2 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. 31

32 32 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% 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. 32

33 CLIMB Landing Gear -- RETRACT and CHECK red lights Climb Speed 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 BEFORE LANDING Altimeter - SET Gear -- DOWN below 200 km/h, Check lights SLIDE LOCKING BAR ACCROS UNDERCARRIAGE LEVER Approach Speed 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) 33

34 34 Transition METERS Touchdown 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 km/h Landing Gear RETRACT Flaps up AFTER POSITIVE RATE OF CLIMB ESTABLISHED. Caution: The aircraft sinks when retracting flaps AFTER LANDING Cowl intake control -- FULL FORWARD Oil Cooler Door Control -- FULL FORWARD 5.15 SHUT DOWN Throttle % RPM until Cylinder - head temp is below Throttle % RPM for sec Throttle % 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 34

35 35 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 35