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M 14 R

 
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hess737(at)aol.com
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PostPosted: Fri May 25, 2018 1:26 am    Post subject: M 14 R Reply with quote

RichVery interesting. Any thoughts on the expected TBO of the improved design and what did the oil consumption end up being?

Richard HessC 404-964-4885
On May 25, 2018, at 4:51 AM, Richard Goode <richard.goode(at)russianaeros.com (richard.goode(at)russianaeros.com)> wrote:
Quote:
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M 14 R

Those of you who are interested in the technicalities of the Vedenyeev might want to know more about this rather exotic engine which we produced in small numbers some years ago and also that we are planning to put a significantly revised version of it into future production.

At that stage I was working closely with Vedenyeev (also called OKBM) in Voronezh, Russia, who were the designers of the M 14 P, while, in typical Russian fashion, serial production of the engines was at the Voronezh Mechanical Plant, a big production facility, where the Buran space shuttle and various helicopters were manufactured. I had assisted in the funding for the development of the M 14 PF engine, which of course has been a great success over the years. We could see a requirement for yet more power, aiming at approaching 450 hp. Also, at that stage Sukhoi were planning a new military trainer to succeed the Yak 52, which was to be retractable; of all-composite construction, based to a certain extent on the Sukhoi 29, and they needed a 450 hp engine, so we could see an obvious market. However the proposed aircraft, the Sukhoi 49, was not favoured by the military, on the basis of the vulnerability to accidental damage of an all-composite aircraft and this, coupled with budgetary problems meant that the programme was cancelled.

However, Anatoli Bakanov, the chief designer of Vedenyeev, clearly knew the engine well and began researching possibilities for extracting additional power, and he felt that an obvious area to develop was the supercharger design. If you have ever looked at the impeller of an M 14 P supercharger you will see that it is relatively crude with single plane curvature of the vanes, and he felt that a more sophisticated design would be a huge improvement. Through their connections, they approached Lyulka who still make the engines for the big Sukhoi fighters, and they designed a new impeller and associated diffuser. Unfortunately it was a little deeper than the standard impeller, and therefore needed quite major modifications to the supercharger housing.

But the new engine was soon produced, and certainly lived up to the expected power output, and we sold a few of them, although it became clear that it was not sufficiently developed with high oil consumption; fairly high cylinder head temperatures. However, it was enough for Ramon Alonso to win the world championship in 2007, so clearly not much to complain about!

More recently a customer who had installed an M 14 R in his Yak 50 felt that the oil consumption had become unacceptable and gave it to our partner, Aerometal in Hungary, to completely overhaul. We realised quite quickly that they were fundamental problems with the engine, even although it had been performing well. We realised that the gears and shafts turning the impeller were of standard dimensions, and therefore not really capable of transmitting the significantly increased loading; there was no proper lubrication for the main impeller bearing – simply relying on "splash"; very obvious problems with the breather system which meant that the engine was pumping out oil, which the owner had previously noticed.

We modified these areas, and spent some time testing on the Aerometal dynamometer, which is accurate to less than 1 hp, and in the end sorted out these various problems and also achieved the highest output we have ever heard of on any of these engines with a genuine and corrected figure of 465 hp at 103%. With a completely new engine breather system, and new SPC pistons oil consumption has been dramatically reduced.

The success of this testing has led us to believe that there is a market to make new engines, either as complete engines, or possibly with a complete "pyramid" (i.e. the whole rear of the engine behind the crankcase) to convert existing engines. Clearly they would need to be in very good condition to accept the significant increases in power. I had retained all the original drawings and paperwork from Vedenyeev, and, as soon as we have time, we will begin to make new, and improved components using better materials.

I'm attaching photographs which show the standard and "Lyulka" impellers – the differences are significant!

<image001.jpg>

This is a long-term project, but if anyone is interested, please let us know.
 

Richard Goode Aerobatics
Rhodds Farm
Lyonshall
Herefordshire
HR5 3LW
United Kingdom

Tel: +44 (0) 1544 340120
Fax: +44 (0) 1544 340129
www.russianaeros.com


<Impellers.jpg>


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cslamuseum(at)gmail.com
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PostPosted: Fri May 25, 2018 5:37 pm    Post subject: M 14 R Reply with quote

Would like a short discussion about the M14B engine. This was built for An14.. Ive heard of being used in Yak 52. We have a Yak at our airport that might be such a candidate. Is a standard m14p front case mated to the B engine? What serial numbers would signify a B engine. ? We could use some help. Thanks

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Richard.goode(at)russiana
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PostPosted: Sat May 26, 2018 9:41 am    Post subject: M 14 R Reply with quote

We know quite a lot about the M 14 B, and a number of them have gone through our partner, Aerometal in Hungary.

Essentially it is a longer life version of the M 14 P, but with a number of significant differences. In terms of the main power section, it is slightly stronger and better made, and tends to deliver slightly more power than a "P". However, in a lot of the literature, you'll see that it is quoted at only 320 hp, but this is at lower rpm than 99%.

The supercharger section is different, but only because the original aircraft for which it was intended had the systems operating hydraulically rather than pneumatically, so the rear of the supercharger accessory case had a drive for the hydraulic pump which makes it quite a lot longer than a "P", and in various installations will prevent it fitting!

The other significant difference is that it drives a splined propeller shaft rather than the flat "plate" of the "P". So this poses a problem of the propeller that you can use. We have used quite successfully the two-blade propeller of the AI 14 engine of 260 hp. Because it is turning faster and indeed it is a longer propeller, the characteristics seem to work fine.

The other option is to mount the complete propeller gearbox from a "P" – this fits easily.

Finally, I would point out that it does not have an inverted oil system, particularly in terms of returning oil from the supercharger. We have devised a system that is now well proven to make the engine fully inverted. Of course the fuel system, using the same AK 14 P carburettor is intrinsically fully inverted.

I hope this helps

Richard Goode



From: owner-yak-list-server(at)matronics.com [mailto:owner-yak-list-server(at)matronics.com] On Behalf Of CSLA Museum
Sent: 26 May 2018 02:36
To: yak-list(at)matronics.com
Subject: Re: M 14 R

Would like a short discussion about the M14B engine. This was built for An14.. Ive heard of being used in Yak 52. We have a Yak at our airport that might be such a candidate. Is a standard m14p front case mated to the B engine? What serial numbers would signify a B engine. ? We could use some help. Thanks


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