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Vedeneyev M14P
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| M14P | |
|---|---|
_(cropped).jpg) Vedeneyev M14P on display at the Wehrtechnische Studiensammlung | |
| Type | Radial aero engine |
| Manufacturer | Motorstar, Voronezh Mechanical Plant |
| Designer | Ivchenko, VMZ |
| Developed from | Ivchenko AI-14 |
The Vedeneyev M14P is a Russian nine-cylinder, four-stroke, air-cooled, petrol-powered radial engine. Producing 360 hp (268 kW), its design dates from the 1940s (Kotelnikov 2005), and is itself a development of the Ivchenko AI-14 engine. The engine has been used extensively by the Yakovlev and Sukhoi Design Bureaus. The M14P is also used in some experimental aircraft and kit designs such as the Murphy Moose, Radial Rocket, Pitts Model 12, and others.
The M14PF is a 400 hp (298 kW) version of the M14P.
Design and development
[edit]The engine's intake system uses a gear driven supercharger and an automatic-mixture type carburetor. Power is transmitted to the propeller via a reduction gearbox.
In addition to the carburetor, the engine has a speed governor, two magnetos, mechanical fuel pump, generator, and an oil pump. It is started pneumatically, and remains fully operational during inverted flight. Unlike most American piston-type aero-engines, which turn to the right (clockwise) when viewed from the cockpit, the M14P rotates to the left (counter-clockwise), like most British-designed radials of the World War II era.
A factory modification to the supercharger gearing results in the engine producing 400 hp, while non-factory modifications have it producing as much as 460 hp. Such non-factory engines may also incorporate other upgrades, such as electric starters and electronic ignition.
When operated in a certified aircraft, the TBO (Time Between Overhauls) for the M14P engine is 750 hours initially, and every 500 hours thereafter. On experimental aircraft, the engines are often run to their complete 2250-hour design life before overhaul[citation needed].
The M14-V26 variant has been developed exclusively for the Kamov Ka-26, where "V" stands for vertolet (helicopter) and "26" for Ka-26. Power is rated at 239 kW (325 HP) for take-off. The engine has no integral gearbox; instead, the power is transmitted to the main reduction gearbox via an interconnect shaft.
It currently seems to be manufactured only at Voronezh Mechanical Plant.[1]
"Vedeneyev's first engine was the AI-14RF, which produced 300 hp and this in turn led to the M14P, which was introduced in its Series I form in the early 1970s. This produced 360 hp, and Series II came out in the early 1980s, still delivering 360 hp, but with a variety of small internal improvements."[2]
The Laros design bureau, building the Laros-31 aerobatic sports airplane, plans to transfer the assembly of the M14 from Romania to Russia. [3]
Applications
[edit].jpg)
- Altitude Radial Rocket
- Bear 360
- Culp Special (Steen Skybolt variant)
- Kamov Ka-26
- Kensgaila VK-8 Aušra
- Kimball McCullocoupe
- Khrunichev T-411 Aist
- Murphy Moose
- Nanchang CJ-6 (Civilian variant)
- Pitts Model 12
- PZL 104 Wilga 35/P (WilgaBeast — Experimental Modified)
- PZL-105 Flaming
- Slepcev Storch
- Stol Tractor UT-23
- Sukhoi Sa-20P
- Sukhoi Su-26
- Sukhoi Su-29
- Sukhoi Su-31
- Technoavia SM92 Finist
- Washington T-411 Wolverine
- Yakovlev Yak-18T
- Yakovlev Yak-50 (trainer)
- Yakovlev Yak-52
- Yakovlev Yak-54
- Yakovlev Yak-55
- Yakovlev Yak-58
Specifications (M14P)
[edit]Data from Motorstar[4]
General characteristics
- Type: Nine cylinder, four-stroke, air-cooled radial engine
- Bore: 105 mm (4.13 in.)
- Stroke: 130 mm (5.11 in.)
- Displacement: 10.16 L (620 cubic inches )
- Length: 924 mm (36.4 in)
- Diameter: 985 mm (38.7 in)
- Dry weight: 214 kg (472 lb)
Components
- Supercharger: Centrifugal, single-stage, single-speed
- Fuel system: Floatless carburettor
- Fuel type: Minimum 91 octane Avgas
- Oil system: Gear type pump
- Cooling system: Air-cooled
- Reduction gear: 0.658:1, left-hand tractor
Performance
- Power output: 360 hp (268 kW) at 2,900 rpm
- Compression ratio: 6.3:1
See also
[edit]References
[edit]
Wikimedia Commons has media related to Vedeneyev M-14.
- ^ Aircraft Production Archived 2018-07-19 at the Wayback Machine Retrieved: 31 March 2016
- ^ "Vedeneyev Experimental Motor Design Bureau OKBM Motorbuilding Design Bureau Voronezh". GlobalSecurity.org. Retrieved May 8, 2019.
- ^ "New sports airplane Laros-31 to have Russian engine, composite materials".
- ^ Motorstar M-14P specifications Retrieved: 27 July 2012
- YAK-55M Operator Handbook
- M14 Log books
- Vladimir Kotelnikov (2005) Russian Piston Aero Engines. The Crowood Press, Wiltshire.
Vedeneyev M14P
View on Grokipediafrom Grokipedia
History
Origins and Development
The Vedeneyev M14P radial engine originated from the Ivchenko AI-14 family, a nine-cylinder, air-cooled design developed by the Ivchenko Design Bureau in Zaporozhye, Ukraine, during the late 1940s. First tested in 1947, the AI-14 delivered 260 hp and entered serial production in 1950 as the AI-14R variant, becoming a staple powerplant for Soviet light aircraft and helicopters.[8] In 1959, the Soviet authorities established a dedicated design bureau at the Voronezh Mechanical Plant (VMZ) under the leadership of Ivan Vedeneyev to advance piston engine technologies, with the bureau's inaugural effort focusing on enhancing the AI-14 for greater output.[8] This resulted in the AI-14RF, an uprated version producing 300 hp, which served as the direct precursor to the M14P and marked the bureau's shift toward adaptations optimized for demanding aerobatic roles.[8][5] The evolution from the AI-14RF to the M14P involved iterative modifications by the Vedeneyev team at VMZ to achieve higher performance while maintaining radial engine principles derived from the original Ivchenko design. In the mid-1960s, the bureau developed the intermediate M-14V26 variant for helicopter applications, such as the Kamov Ka-26, incorporating a right-angle nose case reducer and yielding 325 hp; this platform provided critical insights into gearbox and reduction gearing that informed the fixed-wing M14P.[8] The M14P Series I emerged in the early 1970s as a purpose-built aerobatic engine, boosting power to 360 hp through refined internals and a strengthened structure.[8][5] A pivotal advancement was the addition of a gear-driven supercharger, which enhanced high-altitude efficiency and responsiveness, paired with an automatic mixture carburetor for consistent operation under varying loads.[8] Development proceeded in close collaboration with the Yakovlev and Sukhoi design bureaus, ensuring compatibility with their emerging aerobatic and trainer aircraft requirements.[8] Initial testing and certification of the M14P took place in the Soviet Union throughout the 1970s at VMZ facilities, emphasizing durability for inverted flight and high-G maneuvers critical to aerobatic regimes.[9] These efforts validated the engine's robustness, leading to its prompt integration into Soviet military and civilian training programs. Early adoption followed swiftly, with the M14P powering the inaugural flight of Yakovlev Yak-52 prototypes in 1976, where it enabled the aircraft's selection for DOSAAF aerobatic teams and marked the engine's debut in competitive Soviet aviation circles.[10][11]Production and Manufacturing
The Vedeneyev M14P engine was primarily manufactured at the Voronezh Mechanical Plant (VMZ) in the Soviet Union, with production of the first series beginning in the early 1970s and licensed production starting in 1986 at the Aeromotors factory in Romania, where new engines continue to be built.[8][1][9] This facility, originally a state-controlled enterprise under the Soviet system and now the privatized division of Aerostar, handles the assembly of the nine-cylinder radial engine for both military and civilian applications. An estimated total of over 3,500 units have been produced across the M14 family variants, primarily supporting aerobatic and training roles.[1] The M14P evolved from the earlier Ivchenko AI-14RF design, incorporating refinements for higher performance while retaining core radial architecture.[5] Following the expansion of production to Romania, maintenance and sustainment shifted to licensed overhauls and rebuilds conducted at VMZ, Aeromotors, and international partners, including Motorstar Ltd., which specializes in M14P and M14PF servicing for global markets.[12][9] These processes involve disassembly, inspection, and reassembly using approved parts to restore engines to serviceable condition, often incorporating upgrades for reliability. The initial time between overhauls (TBO) was set at 750 hours for new engines, with subsequent intervals at 500 hours; later certifications extended this to 1,500 hours, and certain standards allow up to 2,250 hours total service life.[13][1][14] In the post-Soviet era, challenges for the M14P include limited parts availability in export markets due to the engine's age and geopolitical factors affecting supply chains from Russia.[9] To address these, aftermarket upgrades such as electronic ignition systems—developed by firms like Barrett Precision Engines in the early 2000s—have been introduced, replacing traditional magnetos and enabling smoother operation, reduced maintenance, and extended TBO beyond original limits.[9][15] These modifications, often combined with fuel injection enhancements, have sustained the engine's viability in civilian aviation, particularly for legacy aerobatic fleets.[9]Design
Configuration and Features
The Vedeneyev M14P employs a nine-cylinder, four-stroke, air-cooled radial configuration, featuring a single row of cylinders arranged around a central crankshaft for compact design and efficient power delivery in aerobatic applications.[8][16] Unlike most Western radial engines, it rotates counterclockwise when viewed from the rear, optimizing it for left-hand tractor propeller installations common in Soviet-era aerobatic aircraft.[8][17] The engine's displacement measures 10.16 L (620 cu in), derived from a bore of 105 mm and a stroke of 130 mm, which supports a high power-to-weight ratio of approximately 1.68 hp/kg, making it particularly suitable for demanding aerobatic maneuvers.[8][1] This layout emphasizes lightweight construction while delivering robust performance, with the cylinders finned for optimal heat dissipation. An integral reduction gearbox with a 0.658:1 ratio enables propeller speeds of up to 1,941 RPM at the rated crankshaft speed of 2,950 RPM for takeoff power, balancing efficiency and propeller efficiency.[1][3] The air-cooling system incorporates baffled fins and ram air intake to ensure consistent thermal management, allowing continuous operation in fully inverted flight and all attitudes without oil starvation.[18][8] Overall dimensions include a length of 924 mm and a diameter of 985 mm, with a dry weight of 214 kg (472 lb).[4][8]Key Systems and Components
The Vedeneyev M14P engine features a single-stage, single-speed centrifugal supercharger that is gear-driven at a 7.4:1 ratio, delivering a 1.2:1 boost pressure for takeoff power to enhance performance in high-altitude operations and aerobatic maneuvers.[18][1] This supercharger ensures efficient air intake distribution to the nine-cylinder radial arrangement, supporting reliable operation across varied flight attitudes.[19] The fuel system employs an automatic-mixture carburetor of the BS-9VEO type, paired with a mechanical pump, and requires a minimum of 91-octane aviation gasoline (Avgas) for optimal combustion.[19][8] An anti-detonation injection mechanism activates during high-power settings to prevent knocking under boosted conditions, contributing to the engine's suitability for demanding aerobatic regimes.[9] The system maintains fuel pressure between 0.2 and 0.5 kgf/cm² during normal operation, with full inversion capability to avoid interruptions in inverted flight.[19] Ignition redundancy is provided by dual SMR-18DM magnetos, which power 24 spark plugs arranged with three per cylinder to ensure consistent firing and reliable starts, particularly in inverted attitudes.[1][8] This configuration follows a firing order of 1-3-5-7-9-2-4-6-8, minimizing vibration and supporting the engine's high-reliability profile in trainer and aerobatic applications.[19] The lubrication system is a dry-sump design featuring a pressure pump and two scavenging pumps, utilizing mineral oil such as MS-20 to lubricate and cool internal components.[20][19] An accumulator tank enables sustained oil flow and pressure during inverted flight, with normal operating pressure ranging from 4 to 6 kgf/cm² and temperatures between 50°C and 65°C.[18][19] This setup includes an air-oil cooler and centrifugal filter, ensuring debris removal and longevity in rigorous service.[8] Starting is accomplished via a pneumatic system that uses bottled nitrogen or an onboard compressor to rotate the engine crankshaft, providing quick and dependable initiation without reliance on battery power.[1][19] Modern overhauls often incorporate optional electric starter conversions, typically 12V or 24V, for enhanced ground handling in varied environments.[1][9] The electrical system includes a 28V DC generator rated at 0.75 kW, along with a voltage regulator to supply power for engine accessories and aircraft instruments.[19] This setup supports essential functions like ignition augmentation in upgraded configurations and maintains system integrity during flight, with backup options available in aftermarket installations.[9]Variants
M14P
The Vedeneyev M14P serves as the baseline variant in the M14 engine family, designed primarily for aerobatic and trainer aircraft requiring reliable performance in high-stress maneuvers. Developed in the early 1970s by the Vedeneyev Design Bureau in Voronezh, Soviet Union, it evolved from the AI-14RF engine, incorporating strengthened components such as additional satellite gears in the drive gearbox to handle increased loads while maintaining the same overall dimensions.[5][21] This radial configuration shares core architecture with its predecessor but achieves a 20% power increase through refined supercharging and internal enhancements, without enlarging the cylinder displacement of approximately 10.2 liters.[8][22] The M14P delivers a standard takeoff power of 360 hp (268 kW) at 2,950 RPM, with continuous output rated at around 325 hp for sustained operations.[1] It received type certification in the Soviet Union in the early 1970s for aerobatic applications, emphasizing inverted flight capability and durability under dynamic loads.[5] In the United States, supplemental type certificates for installation in experimental aircraft became available from the 1990s onward, often under exhibition or amateur-built categories, facilitated by bilateral agreements with Romanian production facilities.[23][1] Optimized for aerobatic environments, the M14P features a total design life of 2,250 hours, with an initial time between overhauls (TBO) of 750 hours, followed by subsequent intervals of 500 hours each.[14][24] This structure supports operations in aircraft certified for load factors up to +7g/-5g, including full inverted systems for fuel and oil.[25] Common modifications include adjustments to the propeller speed governor, such as the R-2 Series 4 unit, to optimize integration with specific airframes like the Yak-52 or Pitts Special, ensuring precise constant-speed operation during aggressive maneuvers.[1]M14PF
The Vedeneyev M14PF is a factory-uprated variant of the M14P radial engine, introduced in the late 1970s to meet demands from the Russian national aerobatic team for enhanced performance in competition aircraft. It features a taller supercharger housing to accommodate a revised gearbox ratio, enabling improved airflow and higher manifold pressure for greater power density. This design modification results in a power output of 400 hp (298 kW) at 2,950 RPM, achieved through the elevated supercharger boost—approximately 41 inches of mercury—and optimized carburetor jetting for richer fuel mixture under load. The engine's dry weight increases slightly to 220 kg (485 lb) due to these reinforcements, maintaining overall compactness while prioritizing durability in high-stress environments.[1][2] Aftermarket modifications have further extended the M14PF's capabilities, particularly in U.S. experimental aircraft builds since the early 2000s, where enthusiasts seek advantages in unlimited-class aerobatics. Companies like Barrett Precision Engines offer upgrades including lightweight forged pistons with higher compression ratios (up to 7.75:1), electronic fuel injection systems replacing the stock carburetor, and dual electronic ignition modules for reliable spark under inverted flight conditions. These enhancements can push output to 420–460 hp, depending on configuration, by reducing weight and improving combustion efficiency— for instance, fuel consumption drops to about 12.2 gallons per hour at 50% cruise power. Such modifications are popular in custom installations like the Pitts Model 12, balancing raw power gains with manageable overhaul costs around $23,000 for a full rebuild.[9][1] The M14PF's time between overhauls (TBO) is rated at 500 hours, a reduction from the baseline M14P due to increased thermal and mechanical stresses from the higher boost, though this can be extended using premium aviation fuels with anti-detonation additives and rigorous 50-hour inspections. It holds certifications for integration into advanced aerobatic platforms such as the Yakovlev Yak-55 and Sukhoi Su-29, where its extra power supports extreme maneuvers like snap rolls and tailslides in international competitions. These attributes make the M14PF a staple for elite pilots pursuing world-class performance, with over 15 years of proven service in Russian team operations before wider export.[2][1]M14-V26
The M14-V26 is a helicopter-optimized variant of the Vedeneyev M14 series, sharing the nine-cylinder radial configuration but detuned for vertical flight applications with lower power demands. Developed by the Vedeneyev Design Bureau in the mid-1960s specifically for the Kamov Ka-26 twin-engine helicopter, it features significant redesigns to main components for rotorcraft integration.[8] This variant produces 325 hp (242 kW) flat-rated power, configured without an integral reduction gearbox to better interface with rotor drive systems via external adaptations like a right-angle nose case reducer. Key modifications include a revised oil system enabling horizontal mounting in engine pods and a reinforced crankshaft to withstand the torsional loads from rotor transmission.[26][8] Certified primarily for Soviet-era helicopter programs such as the Ka-26, the M14-V26 saw limited export and continues to power legacy Ka-26 fleets in utility and agricultural roles worldwide. While largely supplanted by turboshaft engines in contemporary helicopter designs due to efficiency and power advantages, it remains in service as of 2025.[27][28]Applications
Aerobatic and Trainer Aircraft
The Vedeneyev M14P has been a cornerstone powerplant for aerobatic and trainer aircraft, particularly in Soviet-era designs that emphasized durability and inverted flight capability. Its 360 hp output, derived from a nine-cylinder radial configuration with supercharging, supports rigorous aerobatic sequences while maintaining reliability in training environments.[29] In primary applications, the M14P powers the Yakovlev Yak-52, a tandem two-seat trainer produced in over 1,800 units from 1977 through the 1990s at the Aerostar facility in Romania. Designed for basic flight instruction within the DOSAAF organization, the Yak-52 incorporates the M14P to enable introductory aerobatics, including loops, rolls, and spins, with fuel and oil systems modified for sustained inverted operation. The engine's pneumatic starting system and constant-speed propeller further enhance its suitability for student pilots transitioning to advanced maneuvers. Complementing this is the Yakovlev Yak-55, a single-seat unlimited-class competitor introduced in the 1980s, which relies on the same M14P for high-energy routines in international events; over 100 Yak-55 variants were built by the mid-1990s, contributing to Soviet dominance in world aerobatic championships.[29][30][31] Sukhoi integrations expanded the M14P's role in competitive aerobatics, starting with the Su-26, a single-seat monoplane that debuted with its first flight in June 1984 and quickly became a staple for unlimited-class pilots. The 360 hp M14P drives a variable-pitch propeller, enabling precise control during complex sequences and helping secure multiple world titles for Russian teams through the 1990s. The two-seat Su-29 trainer variant, developed in the early 1990s as a derivative, uses the M14P to provide dual instruction in advanced aerobatics, with adjustable cowl flaps for engine cooling during prolonged negative-G maneuvers.[32][33][34] Internationally, the M14P found adoption in experimental and homebuilt designs, notably the Pitts Model 12, a U.S.-developed tandem biplane introduced in the 1990s specifically to leverage the engine's power-to-weight ratio for extreme aerobatics. This 360 hp radial enables the Model 12 to achieve climb rates exceeding 3,000 feet per minute and roll rates over 400 degrees per second, making it popular among airshow performers and competition pilots. By the early 2000s, M14P-equipped aircraft like the Yak-55 and Su-26 powered a significant portion of entries in global aerobatic contests, reflecting the engine's widespread acceptance for its torque and inverted performance.[35] The M14P's design facilitates high structural loads in aerobatic use, supporting aircraft limits such as +7/-5.5 G on the Yak-52 and enabling inverted flight durations of up to two minutes before requiring upright recovery for oil cooling. In competition variants like the Su-26, it contributes to +10/-8 G capabilities (limit load), allowing snap rolls and hammerheads without power loss. As of 2025, the M14P continues to power the majority of active Yak-52s worldwide, with FAA supplemental type certificates and EASA approvals ensuring certified operation in civilian training and sport flying across Europe and North America. As of 2025, Yak-52s have been adapted for anti-drone interception roles in the Russo-Ukrainian conflict.[36][37][38][39]Utility and Transport Aircraft
The Vedeneyev M14P has found significant application in short takeoff and landing (STOL) utility aircraft designed for operations in remote and rugged terrains. A prominent example is the Technoavia SM-92 Finist, a Russian high-wing monoplane developed in the 1990s for cargo and passenger transport in inaccessible areas. This aircraft utilizes the M14P's 360 hp output to achieve exceptional short-field performance, enabling it to serve bush operations across Siberia and other isolated regions.[40][41] In the experimental and kitplane sector, the M14P powers the Canadian Murphy Moose, a versatile high-wing utility aircraft optimized for backcountry flying and short-field capabilities. Builders appreciate the engine's integration into this 3,500-pound gross weight design, which supports loads up to four to six passengers or equivalent cargo while maintaining reliable performance in demanding environments. The radial configuration provides high torque at low speeds, enhancing propeller efficiency for STOL operations and climb rates suitable for utility roles.[42][43] The engine's ruggedness extends to its reliability in harsh conditions, such as dusty or hot climates common in agricultural and light transport duties, with a time between overhauls (TBO) rated at 1,500 hours in non-aerobatic configurations. In modern contexts, the M14P remains popular among amateur-built experimentals like the Radial Rocket, adapted for backcountry exploration due to its power-to-weight ratio and durability. Exports of M14P-equipped light transports continue to support operations in Africa and Asia, where their simplicity and serviceability aid regional logistics as of 2024.[1][44]Helicopters
The Vedeneyev M14P engine family found its primary application in rotary-wing aircraft through the specialized M14-V26 variant, designed specifically for helicopter use. This nine-cylinder, air-cooled radial piston engine, producing 325 horsepower (239 kW) per unit, powers the Kamov Ka-26, a twin-engine light utility helicopter that debuted with its prototype first flight in 1965. The Ka-26 employs two M14-V26 engines mounted in wingtip nacelles, delivering a combined output of 650 horsepower (478 kW) to drive coaxial counter-rotating rotors, enabling versatile operations in confined spaces. Production of the Ka-26 began in 1969 at the Kumertau Aviation Plant, with over 850 units built by the late 1970s, making it one of the most prolific Soviet-era light helicopters exported to more than 30 countries for civilian and military roles.[8][28][45] In addition to the Ka-26, adaptations of the M14P family extended to other light Mil helicopters, such as the Mi-34 (Hermit), a single-engine trainer and utility model that utilizes the M14V-26V variant rated at 325 horsepower (239 kW). This engine, mounted sideways in the fuselage, supports the Mi-34's four-bladed main rotor for training, passenger transport, and light cargo missions, with prototypes flying in the late 1980s. Experimental applications in Eastern Bloc countries included twin-rotor configurations during the Cold War era, where M14-V26 derivatives powered prototype designs for agricultural and reconnaissance tasks, though few progressed beyond testing due to the shift toward turboshaft propulsion. These implementations highlighted the engine's adaptability for coaxial and intermeshing rotor systems in early Soviet helicopter development.[46][47] The M14-V26's design emphasized reliability for helicopter-specific demands, such as sustained hovering and low-speed maneuvers, where its air-cooled radial configuration provided robust torque at low altitudes without the complexity of turbines. Operating on aviation gasoline (avgas), it offered superior fuel efficiency for short-duration missions in remote or underdeveloped regions, contrasting with fuel-thirsty turboshafts and enabling operations from unprepared sites with minimal ground support. This made it ideal for utility roles like crop dusting, medical evacuation, and search-and-rescue in the Ka-26, which has logged over 2.9 million flight hours globally.[8][28][48] As of 2025, legacy M14-V26-powered fleets remain active in Russia and CIS countries, particularly for agricultural and rescue operations, with overhaul programs at facilities like the Voronezh Mechanical Plant extending engine life through remanufacturing of components. Operators such as Gazpromavia continue to employ the Ka-26 for pipeline inspection and emergency services, though many units have been phased out in favor of modern turboshaft helicopters like the Kamov Ka-226 due to improved performance and reliability. Despite this transition, the M14-V26's simplicity supports ongoing use in low-intensity roles, with spare parts availability ensuring viability for smaller operators into the mid-2020s.[8][28][49]Specifications
General Characteristics (M14P)
The Vedeneyev M14P is a nine-cylinder, air-cooled, supercharged radial piston engine.[3]| Characteristic | Specification |
|---|---|
| Bore | 105 mm (4.13 in)[3] |
| Stroke | 130 mm (5.12 in)[3] |
| Displacement | 10.16 L (620 cu in)[3] |
| Length | 924 mm (36.4 in)[3] |
| Diameter | 985 mm (38.8 in)[4] |
| Dry weight | 214 kg (472 lb)[8] |
| Fuel type | Minimum 91 octane avgas[3] |
| Oil capacity | 16 L (4.2 US gal) maximum[50] |
Components (M14P)
The Vedeneyev M14P is a nine-cylinder radial engine featuring several key assemblies that contribute to its operational design. The valvetrain consists of two valves per cylinder actuated via pushrods, with inspections and replacements of valves and guides conducted during overhauls to maintain integrity.[8] The supercharger is a gear-driven, single-stage centrifugal type integrated into the induction system.[1] The fuel system incorporates a carburetor of automatic mixture type, paired with a mechanical fuel pump to support fuel delivery.[8] Power transmission to the propeller occurs through a reduction gear assembly, utilizing a bevel gear mechanism in a right-angle nose case reducer with a 0.658:1 ratio and left-hand rotation when viewed from the rear.[8][20] The engine employs an air-cooled system for thermal management.[8] Ignition is provided by two magnetos, ensuring redundant spark generation across the cylinders.[8] The starting mechanism relies on a pneumatic system, where compressed air actuates valves to initiate crankshaft rotation.[8][20]Performance (M14P)
The Vedeneyev M14P radial engine produces a takeoff power of 360 hp (268 kW) at 2,950 RPM under sea level standard conditions.[1] This rating is achieved with the aid of a gear-driven supercharger providing a maximum manifold pressure of approximately 1.2 ata. The engine's compression ratio is 6.3:1, contributing to its efficient combustion in aerobatic and utility applications.[3] For sustained operation, the M14P supports maximum continuous power at reduced RPM settings, typically around 82% of takeoff rating for prolonged flight, aligning with operational limits in certified installations such as the Yak-18T.[51] Specific fuel consumption at cruise power is 0.210 kg/hp·h (approximately 0.463 lb/hp·h or 281 g/kW·h), enabling economical performance during extended missions.[4] The engine is approved for continuous inverted flight, with inverted oil and fuel systems ensuring reliable lubrication and fuel delivery in negative-g maneuvers.[8] Key operating limits include a maximum oil temperature of 85°C (prolonged 75°C) and a maximum cylinder head temperature of 220°C (normal 140-190°C), beyond which performance degradation or damage may occur.[50][19] Propeller compatibility encompasses constant-speed units with 2- or 3-blade configurations, geared at a 0.658:1 ratio for maximum propeller speeds up to 2,200 RPM.[52]| Parameter | Value |
|---|---|
| Takeoff Power | 360 hp (268 kW) at 2,950 RPM |
| Cruise SFC | 0.210 kg/hp·h (281 g/kW·h) |
| Compression Ratio | 6.3:1 |
| Max Manifold Pressure | 1.2 ata (supercharged) |
| Max Oil Temperature | 85°C (prolonged 75°C) |
| Max Cylinder Head Temp | 220°C (normal 140-190°C) |
| Propeller Max RPM | 2,200 (constant-speed, 2/3-blade) |