Firken L
I own and operate a 52 based at North Weald. In terms of aeros affecting engine life, the short answer is that the aeroplane was designed to teach basic flying and aeros to pilots in Eastern Europe. Aeros do not reduce the TBO times, which, for the RA and LY register are 750 hours from new, then every 500 hours.
Obviously this is shorter than the average Lycoming, but then new replacement engines can be had for £10k fitted. Which is better than a comparable Lycoming or Continental. For this you get 360hp and nine cylinders. Whilst this burns more fuel (up to 80 litres per hour at full aerobatic power), the reliablity of the engines is superb - unlike fragile 4 pot Lycomings, if you are unlucky enough to lose a cylinder, the Vedneyev M14 is most likely to just keep on running. Their reputation for robust operation is excellent. After all, they were designed for use in Eastern Europe - in extreme of temperature that simply do not occur in the UK - well, perhaps it IS wetter here!! So I would not be too concerned if I were you about the robustness or otherwise of the componentry. However, they require careful temperature management. You can destroy them very quickly if you cook them or indeed if you run them hard before they have warmed up. So if you are buying, get your engineer to assess whether or not there is any evidence of temperature mismanagement.
Average costs of the annual are circa £1800 -£2000.
In terms of advantages of LY or RA register, the cost of annuals and general compliance with rules etc is cheaper on those registers than for the Permit to Fly UK register. And there are fewer mods to incorporate as well. So set up and periodic costs are reduced.
The Pneumatic system works very well. It does require maintenance and, if you do not fly for extended periods of time, air can bleed out so that you need to re-charge it before you have sufficient to start the engine. Once it starts of course, the engine drives a compressor. The biggest problem with the pneumatic system in the UK is pilots getting into their aircraft and forgetting to turn it on. Sometimes there is enough charge in the system to start the engine with the air off, but you then will probably have no brakes - or worse, might take off and have no gear operating air...so TURN IT ON!
Obviously I am biased towards Yaks - "Flickoff" has a different view - fair enough. Either you absolutely love the radial, with its foibles like pulling the engine through (which will only "bust a gut" if you are particularly wimpish) to remove any accumulated oil in the lower cylinders - the quid pro quo is huge reserves of power, reliability, torque and a sound that no Lycoming will ever replicate; or you hate it and would rather just jump in and turn the key. If you fall into the latter category, do not buy into a Yak.
Costs are certainly higher than a Pitts in terms of fuel used. But the base cost is far cheaper and the quality of the overall aeroplane is, IMHO, superior - the whole package is incredibly robust (+7 / -5) and certainly "overbuilt".
Your choice!
[This message has been edited by Southern Cross (edited 19 February 2001).]