|
The future of these engines is of critical importance, with some 500 Russian light-aircraft operating in the West, as well as (possibly) 200 homebuilt aircraft using or intending to use these engines. Background Under the Soviet
system of aircraft design and production, Design Bureaux had the
responsibility for designing aircraft/engines, which they would test until
acceptance, and then manufacturing would typically be given to a separate
manufacturing plant. In
the case of the M14 series of engines, the basic design came from the
Ivchenko Design Bureau, and then was adopted by the Vedeneyev/OKBM Design
Bureau in Voronezh, Russia. Vedeneyev/OKBM
developed the engine to a 300-hp and then, with the M14P the 360-hp.
The manufacturing of these engines was given to the Voronezh
Machine Plant, a large factory in the same city engaged in a wide variety
of aerospace work. After
the collapse of the Soviet Union, the lavish funding which both
organisations had previously received, stopped, as did the requirement for
very large numbers of engines. This
made little difference to the Machine Plant, for whom engine production
was a small activity, but had much more effect on Vedeneyev/OKBM, although
they also had a larger business in aircraft and helicopter gearboxes. The
result was that the Machine Plant effectively stopped production, although
they continued to assemble engines at a small rate from previously
manufactured parts, and do some overhauls.
Vedeneyev/OKBM built up a much larger overhaul centre, and also
went into manufacture of the 400-hp M14PF engine.
Typically this was done through the modification of old stock but
never used M14P engines, which were disassembled; converted to PF
specification; reassembled; tested and issued with new paperwork as new
engines, which indeed they were. The Air Force Requirement for 450hp The
Russian Air Force issued a requirement for a high performance two-seat
training aircraft powered by a piston engine.
Sukhoi proposed the Su-49; a tricycle, retractable,
extraction-system equipped version of the Su-29.
Yakovlev proposed the Yak-54M, a similar modification to the
Yak-54. In both cases the
requirement was for 450-hp engines given the much greater weight of the
aircraft. The potential
engine requirement was going to be large, and clearly of interest to both
Vedeneyev/OKBM and the Voronezh Machine Plant.
The Requirement in Sport Aircraft In 2001 we could see that there was a real market for an engine that changed a single-seat Sukhoi from having a power-to-weight ratio of just under one to over one, which could totally transform the aerobatics that were possible. We discussed this with Vedeneyev/OKBM, who over a 2-year period developed the M14R, whose output is 450-hp. The changes to the engine are a totally new supercharger impeller and diffuser, and indeed a different supercharger in its entirety. It had been intended to use fuel-injection, but for a variety of reasons – principally the fact that 450-hp was available with a carburettor meant that this was not necessary. Four M14R engines have been delivered, and one in a UK based Su-26 has now done some 160-hours, mainly hard aerobatics, running at 103% and seemingly perfect. The
Financial Position It
became clear in May 2004 that there were serious financial problems with
Vedeneyev/OKBM. At first it
seemed that the amounts owed by the organisation were relatively small,
but it has become clear that this amount runs into several millions of
dollars. Because of this
production effectively ground to a halt, while the organisation was in the
Russian equivalent of “Chapter 11.” Fortunately
(for engine production anyway) Vedeneyev/OKBM also have a significant
business in the manufacture and overhaul of helicopter gearboxes.
These are mainly used in Kamov helicopters, which are currently
selling well throughout the world. Kamov
inevitably became concerned about their ability to manufacture, and
subsequently to service helicopters, and made an application to the
Voronezh court (who are the official Administrators for Vedeneyev/OKBM),
with an interest to purchase the organisation.
We
ourselves have been a significant creditor of the organisation, and have
worked with Kamov to ensure this end.
It would seem that Kamov’s bid has been accepted, and that
Vedeneyev/OKBM will be sold to Kamov.
Kamov have assured us that this will result in the continued
production of the M14 series of engines. The
M9F The
Machine Plant began looking at ways of achieving the requirements for the
Su-49, and for political reasons a bond had already been established
between the Machine Plant and Sukhoi for this engine.
A major problem however was that the Su-49 has hydraulic rather
than pneumatic systems, and therefore the engine had to have a heavy-duty
hydraulic pump as part of its ancillaries.
Vedeneyev/OKBM
had previously developed an engine called the M14B (300-hp) for the
Antonov 14, which had been redesigned to accommodate a hydraulic
pump behind the supercharger. The
Machine Plant decided it was an easier exercise to begin with this engine
and extract more power, than attempting to add a hydraulic system onto an
M14P. The
new engine of the VMP is called the M9F, and is effectively an M14B with a
“P” gearbox; “P” cylinders and the higher compression ratio of the
“P.” The
increased power of the M9F (430-hp) has been achieved, like the M14R by a
redesign of the supercharger. However
the superchargers are somewhat different (having been separately
designed), and in the “R” it turns faster, hence slightly greater power
output of 450-hp. (The designation was changed to “9” to avoid any legal/political problems with Vedeneyev/OKBM, whom, it would seem, have rights over the “14” series). In 2003 Sukhoi decided to upgrade the Su-26M into the Su-26M3, and this aircraft was fitted with the M9F engine, and performed very impressively at the Florida World Championship and the Lithuanian European Championship. However only four engines have been built to date, and at a nominal price of US$42,000 in Russia. The
requirement for the Su-49 was for 450-hp, and it is intended to achieve
this with the M9F with fuel-injection, becoming the M9FS. A Russian system has been developed, which is
electronic, injecting fuel into each separate intake pipe under high
pressure. Interestingly, it
has a mechanical reversion, so if the electronic system fails, the engine
will continue to run, albeit giving less power under a mechanical
fuel-injection system. I
have seen this demonstrated, with an engine at maximum continuous power
having the electronic system cut, and the restoration of power was well
under 1-second, with the engine giving approximately 15% less power, but
clearly running perfectly satisfactorily. In
addition, starting the engine is significantly simplified, with no need
for a primer, and the engine is primed by the electric fuel pump alone.
What is particularly impressive is the engine’s ability to go
from very low power setting, or even idle, to high-power settings, with
none of the normal “hesitation.” A
further advantage claimed (but I was not able to confirm this) is that
cylinder temperatures are reduced by virtue of better and more even
combustion. In
the photograph below the system can be seen in detail, showing the
main fuel-injection unit and the individual injectors. Also the electric fuel-pump can be seen.
M9F fuel control unit; electrical & mechanical fuel pumps M9FS fuel injector mounted on intake pipe The
fuel-injection system is will be offered as a “stand-alone”
alternative to the carburettor. The
advantages will be those listed above, but also considerably enhanced
economy. Clearly much will
depend on the price of a kit, and this is currently being established. There
now seems unlikely to be a Russian Air Force order for the Su-49, and that
the Air Force will make do with updated versions of the Yak-52.
Because of this the Voronezh Machine Plant have obtained the
permission of Sukhoi to sell the engine, subject to a royalty payment to
Sukhoi who of course funded the engine’s development. Of
particular importance is that the M9F will be fully Type-Certificated (as
indeed the M14P already is). A
further interesting development is that of electronic ignition.
I saw prototype electronic ignition systems, based on existing
magnetos, but much smaller lighter and systems are under development.
Whether these would be sold with one electronic system and one
magneto system, is as yet unsure.
M9F rear accessory case M9F on test stand The
Position of Vedeneyev/OKBM Today The
organisation is still producing engines from “old stock” but unused
engines, but although in a very limited way, but fresh funding and
cancellation of all existing debts by Kamov is expected soon, and they say
that this will enable them to continue as before.
However
they are likely to continue to work with “old stock” but unused
engines, and the supply of these is certainly becoming much much more
difficult. (People have
historically had the idea that there are many hundreds of such engines
waiting around in Russia for buyers, but the simple fact is that the
numbers are now increasingly small).
The direct results of this are that engine prices will undoubtedly
increase in the future. The
Voronezh Machine Plant Today
The
Voronezh Machine Plant is a substantial organisation, still employing
about 8,000-people engaged in a variety of production. It makes the “Buran” Russian Space Shuttle as well as the
big Proton rockets that are used for space flight.
In addition, it has a very profitable business (given the healthy
state of the Russian oil industry) of oil and gas equipment. The
organisation continues to be 100% state owned, but is surprisingly
entrepreneurial in its approach, and it does seem that they are committed
to the piston engine and to the M14P and its derivatives.
They
are committed to the idea of total manufacture of engines, rather than
assembly from old-produced parts. I
saw at least 600 brand-new cylinders; a dozen or so crankcases,
crankshafts. They confirm
that all jigs and tooling etc have been kept, so it is only a question of
funding and timing to re-establish production.
(As opposed to Sukhoi who destroyed all Su-26 jigs and tooling). In addition, they are going to bring in-house manufacture of
“bought in” assemblies such as carburettors, magnetos and governors. M14R
v M9F Of
course both organisations say that their 450-hp engine is better than the
other. Certainly both have
been very thorough in the way that the engines have been developed, and
the real differences are that the M14R would seem to have a more radical
impeller and diffuser design, as well as turning the impeller at higher
speeds. We have seen manifold
pressures of 1,160mm of mercury on production M14Rs, indicating the
efficiency of the supercharger. Conversely,
the M9F is probably stronger in the supercharger area, by virtue of larger
bearings and reinforcement to take the hydraulic drive from the rear of
the engine. Its power is
obviously achieved through better fuel mixtures, and also better fuel
atomisation as it enters the cylinders.
M9F is operating at lower boost – it is expected that 450-hp will
be obtained at approximately 1,090mm of mercury.
Other
Products of the Voronezh Machine Plant MP
also see a revived future in producing a range of small radial engines.
The first one is the M5 (of course 5-cylinders), but a smaller
engine by virtue of a shorter stroke, albeit keeping the same cylinders.
One engine has done approximately 250-hours of static tests, and
flown for some 70-hours in a Yak-12.
Current power output is 170-hp for a weight of 135-kilos
(approximately 295lbs). It
would seem likely that this engine will be available for home-builders,
and should have a wide application. The
next is the M7 (7-cylinders), which has run, but only for some 10-hours or
so on a test-bed. It is
currently giving 270-hp, for a weight of 170-kilos – 370lbs.
M7 prototype Impellers - M9F left - M14P right M5 crankshaft assembly The
Future There
are clearly many aircraft, both in the East and the West, dependent on
engines produced in Voronezh. Engines
are still being produced by Aeromotors in Romania, and I am sure that the
more sources of supply there are, the better for consumers. I
think however, many had thought that the Voronezh industry had completely
stopped, and would never make major new components, or indeed totally new
engines. I believe that this
will happen, and indeed have seen much of it already beginning to happen. Certainly Vedeneyev/OKBM has had its problems, but seems to
have a solution. VMP would
appear to have the commitment, and certainly have the financial muscle to
ensure a long-term presence, and I believe that this will happen.
New Cylinders New gearbox & rear housings Pricing
and Deliveries We
will publish these as soon as they are available.
However, we currently stock new and zero-timed M14P (360-hp) and
M14PF (400-hp). These have
list prices as follows:
Propellers
for outputs in excess of 400hp The
Russian V-530 propeller cannot transmit more than 370/380hp, and if an
engine with greater power is installed, then one should go to the
MTV-9-250/260 prop. The
following important points should be noted:
Do
call or email for any specific queries: tel: +44 (0) 1544 340120
Email: richard.goode@russianaeros.com
|
